| Id | Title | Patent ID | Description | Abstract | Patent Application Number | Patent PDF URL | Patent Number | Inventors | Assignee | References | Filing Date | Priority Date | Claims | Country Code | Country Name | Status | Classification | Contains |
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| 0 | Mobile variable power system and method \n | US10737583B2 | The present disclosure pertains to apparatus, systems and methods for providing power to electric vehicles and other electrical objects or systems using a mobile energy storage apparatus that has variable power inputs and outputs.\nAt the time of this writing, the combustion engine is the most common form of propulsion for land vehicles, water craft, and aircraft. The most common combustion engines are fueled by petroleum or other fossil fuels, which are in limited supply on this planet. It would be advantageous to have a flexible solution for propulsion that does not rely on one energy source.\nElectricity is an option and there are many methods of producing it. Whereas combustion fuels rely on limited supply or limited land area to grow fuel, electricity generation has a number of sources including but not limited to: wind, solar, tidal, wave, geothermal, nuclear, coal, natural gas, diesel, gasoline, and more. High levels of electrical power can be nearly instantaneously transmitted long distances through small conductors in a safely controlled manner and generally with little or no sound. For these and other reasons, almost all modern lighting is based on electricity instead of combustion as it was in years past. Similarly, residences and other buildings and facilities are primarily powered by electricity that is brought in by wire from power stations instead of local combustion sources.\nIn some stationary and many mobile situations where an electric vehicle, craft, device (such as a portable welder) or residence or other electrically powered facility is not positioned near a permanent or reliable electrical power source, a common method for delivery of electricity is from a combustion engine generator. This is also the most common option for most homeowners who want a backup power solution available for emergencies. Some residences and other facilities have a solar or wind power system that usually has a backup generator and/or a large, heavy and stationary battery backup system. For much of their lifetime, these backup systems just sit unused. Furthermore, they are bulky, heavy, and designed for stationary use rather than being mobile. In limited cases where an auxiliary power system uses clean and quiet sources, such as solar, is mobile, as in U.S. Pat. No. 7,795,837 B1: “PORTABLE SOLAR POWER SUPPLY TRAILER WITH A SECURITY CONTAINMENT AREA AND MULTIPLE POWER INTERFACES”, it is limited to supplying standard AC service voltage (110-240 VAC) and very low voltage DC power (below 54 VDC) and due to the trailer's size it still needs to be towed using a vehicle that would most likely be fueled by a liquid petroleum fuel to have the range and power to tow the trailer to the site. This reference does not consider being able to move a backup power generation or storage system to wherever it was needed or desired, thus greatly increasing its ability to be useful. Such a transportable system could also not be limited to providing standard AC service voltage and low voltage DC power and could instead also provide additional energy at higher voltages and currents to an electric vehicle and extend its range.\nFurthermore, as the population increases and electrical demands increase and fluctuate, there is an increasing need for electrical load-leveling and management capabilities, and it would be advantageous for there to be more distributed power generation and storage capacity. Additionally, when military or other operations require remote power generation, current systems use a hot, exhaust emitting, and loud combustion generator that is powered from a flammable fuel source.\nApplications, such as land and water transport where the power source moves with the vehicle, rely almost exclusively on an onboard combustion process to provide mechanical and/or electrical power. As the population increases and vehicle use rises, there is increasing interest in electric propulsion. Unfortunately, the use of electric vehicles (EVs) is traditionally limited either by wires that run overhead or underneath the electric vehicle or by energy stored in batteries, fuel cells, or other onboard storage means. At the time of this writing, fuel cells are extremely expensive as are the best batteries and ultra capacitors. Furthermore, most fuel cell systems require supplemental batteries to augment the power output and assist during the system start-up phase (especially in colder temperatures).\nA characteristic of an electric vehicle's battery pack is that the voltage does not always remain at one constant level. As the electric vehicle's battery pack is depleted the available voltage drops and overall power is reduced. Also, heavier electric vehicles require more power for movement, thus consuming more energy. This all relates to Ohm's Law, which states that Voltage (V) multiplied by Amperage (I) equals Power (P). Additionally, a battery or battery pack does not perform as well when higher amperage is demanded. In fact, the voltage tends to drop lower and lower the more the amperage increases. Since total power is the product of the system voltage and amperage (P: V·I), it turns out that the higher the system voltage the less amperage is needed for any given amount of power.\nDue to the current state of battery and fuel cell technology, and because common combustion engine fuels like gasoline or diesel carry so much more energy per weight and volume than batteries or fuel cells, electric vehicles including fuel cell vehicles and hybrids usually contain relatively small battery packs and have limited electric range when compared with average internal combustion engine vehicles. This fact and the unavailability of extremely high power rapid charge stations at the time of this writing and the associated potential risks to battery health from the extra high power rapid charging, leads most pure battery electric vehicle users to limit their driving to shorter distances and not consider long road trips or interstate or intercountry travel. In limited locations where there are extra high power rapid chargers, they place a large load on the electrical grid, which could overload the system if there is a lot of load in that area of the electrical grid circuit. There is a manufacturer of extra high power rapid chargers, Kanematsu, which has a fast charger with backup battery installed at Portland State University that charges its backup batter at a lower rate and which supplements power from the grid when charging an electric vehicle so as not to put such a large load on the grid. A disadvantage of both fast chargers powered solely from the grid and fast chargers with a battery backup system is that they are large stationary devices that can't be moved to any location where fast charging is needed. Although hybrid vehicles may be used on longer trips, they must rely on their combustion engine, and the actual miles traveled per gallon of fuel consumed is not as favorable as when the electric portion of the system is able to provide sole driving power.\nFor this reason, there have been aftermarket manufacturers of some plug-in range extender kits to allow extended electric-only driving for hybrids, such as plug-in Prius kits like the one developed by Hymotion. A disadvantage of these kits is that, with current battery technology, they do not add significant range for long trips and is a permanent fixture in the vehicle, adding extra weight and is not versatile in operation with other vehicles to be moved between different models of hybrid vehicles.\nThere have been some solutions for providing power to EVs in remote locations or even while driving; however, they are usually limited to large, ungainly devices and are almost always tailored to a specific vehicle. This is due in part to the lack of standardization by the builders of electric vehicles. Many different electric vehicles and components use different voltage levels. When a power source is used, it has to be sized to the appropriate voltage level for that device. Just like the battery in one cell phone may not work with another cell phone, the battery pack of one electric vehicle is not likely to work in any other electric vehicle.\nIn fact, if the safe charging or operating voltage levels of a given system are exceeded, the results can lead to permanent damage or even fire or explosion. U.S. Pat. No. 8,120,310 B2: “METHODS AND SYSTEMS FOR CHARGING ELECTRIC VEHICLES USING SOLAR POWER” describes a two-wheeled road-going electric vehicle trailer that is limited to solar power as the energy source for the electricity it supplies to the electric vehicle. It requires a charging controller to be placed on the electric vehicle, permanent and specific to that vehicle, to accept the power output from the trailer and adjust it to properly supply a safe power level to the electric vehicle. It also requires an additional device, a power converter, to take the power from the solar panels and convert it to a form suitable for the onboard battery backup system or to supply to the charge controller on the electric vehicle. This adds an extra system of complication to the trailer.\nAnother range extending trailer, Steve Hawkins' RXT-B (Range Extending Trailer—Battery), allows the user to charge it from AC power, but it requires a dedicated electric vehicle charging station to do so, decreasing the flexibility of where you charge it. It also has a fixed voltage output to be compatible with only one model of electric vehicle.\nU.S. Pat. No. 5,559,420 entitled “ELECTRICITY SUPPLY UNIT TRAILER FOR ELECTRIC VEHICLES” also requires an off-board charger for its batteries, although the battery pack is removable for quick swapping from the trailer, that requires that there are multiple other battery packs readily available to swap with, requiring greater investment in batteries.\nBoth the RXT-B trailer and U.S. Pat. No. 5,559,420 can only power electric vehicles and cannot provide auxiliary AC power. U.S. Pat. No. 5,559,420 can vary output voltage, but it requires physically changing battery connections to make more or less series or parallel connections, requiring complicated mechanisms or time consuming labor and only producing a finite number of settings for voltage and maximum current. None of these references suggest having an auxiliary energy supply solution that could accept a wider range of power sources as well as employ a means of easy or even automatic adjustment of the unit's output levels such that it could be used with a variety of electric vehicles and not necessarily require a specific charge controller on the electric vehicle.\nElectric vehicle manufacturers usually do not place large battery packs in the electric vehicles because the larger battery packs would add much extra volume and weight and because the majority of driving does not require extreme range. As a result, it is not feasible for most electric vehicle users to use their EV when they do wish to travel long distances. Trailers are almost always frowned upon for electric vehicle use since they add weight, increase rolling resistance, and sometimes more aerodynamic drag.\nKnown EV trailer designs usually rely on a combustion engine for some or all of the power because the combustion engine fuel allows for a lighter weight and smaller trailer. These trailers are generally designed for a specific vehicle, they are noisy, prone to increased maintenance, produce emissions, and usually achieve poor miles-per-gallon ratings compared to pure battery electric vehicles while still being reliant on a limited fossil fuel source. This is true 100% of the time they are operating because they don't have an alternate onboard energy source such as electric batteries. Two such examples of combustion engine powered generator trailers for extending the range of electric vehicles which have these drawbacks are U.S. patent application Ser. No. 12/557,788: “SELF PROPELLED ELECTRIC VEHICLE RECHARGING TRAILER” and the AC Propulsion BEV RXT-G (Battery Electric Vehicle Range Extending Trailer—Generator) “Long Ranger”. U.S. patent application Ser. No. 12/557,788 has incorporated its own propulsion means so as to offset the added weight by assisting with motive power. With the added electric propulsion source, it adds mechanical complication and more moving parts and increased cost and complexity to have a control unit which provides the right amount of propulsion for the trailer. Again, none of these references suggest being able to have a trailer or other transportable device that could easily be attached to the EV and adjusted to provide the desired power. They further do not recognize that it would be ideal if there were some way for the device to offset its added weight, and if it had the option to use batteries and or other power sources to augment or completely do away with the combustion engine generator.\nThe following references also share additional disadvantages, U.S. Pat. No. 8,120,310 B2: “METHODS AND SYSTEMS FOR CHARGING ELECTRIC VEHICLES USING SOLAR POWER; U.S. Pat. No. 5,559,420: “ELECTRICITY SUPPLY UNIT TRAILER FOR ELECTRIC VEHICLES”; U.S. patent application Ser. No. 12/557,788: “SELF PROPELLED ELECTRIC VEHICLE RECHARGING TRAILER”; Steve Hawkins' RXT-B (range extending trailer—battery); and AC Propulsion BEV RXT-G (Battery Electric Vehicle Range Extending Trailer—Generator) “LongRanger” share. For example, all of them are in a trailer form, using wheels, and towed behind an electric vehicle, which can add unnecessary size to the overall vehicle assembly and make maneuvering more difficult. They all also have the added weight and bulk of the trailer frame that is required to be strong enough in a low profile form to support the extra load of all of their components and equipment on top of the frame. The last four of five of the trailers listed have little capability for cargo storage, or any other function that common trailers typically perform. This means that a trailer is being towed by the electric vehicle for increased range without the benefit of performing any of the functions that trailers typically perform, such as hauling cargo of general bulk form or of a specialized form that requires a purpose built trailer.\nThe present disclosure is directed to an energy storage and supply source, such as a trailer or detachable onboard apparatus employing a user-adjustable variable energy control device that can be mounted on the trailer or integrated into the onboard apparatus and which attempts to automatically apply a high voltage that is equivalent, or as close as possible, to the maximum voltage that the host/tow electric vehicle battery pack or systems can accept.\nAs discussed above, the higher the voltage in an electric vehicle, the less amperage is required and the more efficient the overall systems function. This is due to a basic electrical principle of Ohm's Law which states that V*I=P, which means voltage multiplied by amperage equals power. Additionally, a battery or cell will give out more energy and perform better the lower the amount of amperage that is being drawn from it. This holds true when there is a plurality of cells or batteries in an electric vehicle battery pack. Understandably, it would be advantageous to keep the electric vehicle's battery pack voltage as high as possible in order to keep the amperage demands lower, thereby improving performance and extending the useful range of the electric vehicle.\nElectric vehicle users notice better performance and the ability to get the same performance while depressing the electric vehicle's accelerator pedal assembly less deeply when the electric vehicle has a full charge and especially when the electric vehicle has just been fully charged and the system voltage is at its highest. Understandably it would be advantageous to be able to always have the electric vehicle's battery pack and systems being charged and at as high a voltage as safely acceptable. This is akin to the easily recognizable power advantages of a constantly powered corded electric hand drill versus the diminishing power of a battery powered electric hand drill. The heavier the load on the battery powered drill, or the longer it has been used, the lower the voltage drops and thus the power and effectiveness of the device is negatively affected.\nIt is not practical to drive an electric vehicle only as far as an extension cord would allow and, accordingly, the result is that the power diminishes as the onboard battery voltage drops. By adding a device on the special range extending apparatus that keeps supplying desirable high voltage to the host/tow electric vehicle, it is effectively the same as charging the host/tow electric vehicle's battery pack as it is being driven. By connecting the output from the trailer or onboard apparatus to the most positive and negative connections on the host/tow electric vehicle's battery pack, it has the effect of keeping the host/tow electric vehicle's battery pack at or near the fully charged level while also allowing for the host/tow electric vehicle's battery pack to provide additional power in conjunction with the trailer or onboard apparatus, which can be useful for high power operations such as passing, accelerating or going up steep hills.\nThis should not be construed as limiting the device to working with another energy storage system. Of course the add-on trailer or onboard apparatus could also provide power to the electric vehicle without there even being any battery pack on or in the electric vehicle.\nThe foregoing and other features and advantages of the present invention will be more readily appreciated as the same become better understood from the following detailed description when taken in conjunction with the accompanying drawings, wherein:\n FIGS. 1A through 1E are schematic diagrams of various possible embodiments of the mobile energy storage apparatus connected to electric vehicles;\n FIGS. 2A and 2B are schematic diagrams of one embodiment of the mobile energy storage apparatus connected to an electric vehicle showing the lid, means for securing various tops, and one embodiment the remote control interface in an electric vehicle;\n FIG. 3 is a schematic diagram of one embodiment of the mobile energy storage apparatus showing the apparatus frame, energy storage devices, and securing means;\n FIGS. 4A and 4B are schematic diagrams of one embodiment of apparatus frame, energy storage devices, and securing means;\n FIGS. 5A and 5B are schematic diagrams of one embodiment of the mobile energy storage apparatus showing storage compartments/crash structure, lid, means for securing various tops, and belly pans;\n FIGS. 6A through 6J are schematic diagrams of various embodiments for removable and interchangeable tops for the mobile energy storage apparatus which serve different functions;\n FIGS. 7A and 7B are schematic diagrams of one embodiment of the mobile energy storage apparatus which show the control interface, AC and DC input and output connection means, connector, and one embodiment of electrical generation devices connected to the mobile energy storage apparatus;\n FIG. 8 is a schematic diagram of one embodiment of the control interface;\n FIGS. 9A and 9B are block schematic diagrams of the mobile energy storage apparatus connected to an electric vehicle and able to supply power to and from the electric vehicle battery pack and electric vehicle drive system;\n FIG. 10 is a block schematic diagram of the functions of the mobile energy storage apparatus able to input and output AC and DC electrical power;\n FIG. 11 is a schematic diagram of one embodiment of the mobile energy storage apparatus in the functional mode to input AC electrical power; and\n FIG. 12 is a schematic diagram of one embodiment of the mobile energy storage apparatus in the functional mode to output DC electrical power.\nIt should be made clear at this point that whenever the words “Electric Vehicle” or “EV” are used in this document, they can refer to any vehicle with some means of electric propulsion. Vehicle as used herein includes manned and unmanned machines, crafts, and vehicles used in the air, on the land, or on the water, included submerged vehicles. This includes but is not limited to hybrid automobiles or trucks, fuel cell vehicles, pure battery electric vehicles and even diesel-electric or fully electric watercraft, buses, flying machines, and railed or rail riding or track guided vehicles such as trains, monorails, and magnetic levitation vehicles. The fundamental electric principles apply to all devices and systems with an electric component.\n FIGS. 1A through 1E and FIGS. 2A through 2B show several embodiments of mobile transportation, such as a motor vehicle 100, using a mobile energy storage apparatus 102 formed in accordance with the present disclosure. The mobile transportation can be enabled by at least one friction reducing device (such as a wheel, a track/tread, a hovercraft curtain and fans, or magnetic levitation) or shape (as in a boat hull, hydrofoil, inflatable floatation device, or ski) attached to an apparatus frame 160 or formed to be integral with the shape of the apparatus frame 160 as a whole (as in a boat hull, or hovercraft curtain and fans). In those mobilization embodiments, the mobile energy storage apparatus 102 would be similar to a vehicle trailer that is towed behind a vehicle (such as an electric vehicle 100).\nIn another embodiment, the mobile energy storage apparatus 102 is attached to a vehicle (such as an electric vehicle 100) without any separate method of enabling mobility (such as being suspended from a towing hitch mount, attached to a roof rack, or stowed inside cargo space of the vehicle.\n FIGS. 3, 4A and 4B show an apparatus in the form of a trailer frame 160. It is a metal frame that is assembled out of pieces by either welding, adhesive, or bolting or fasteners of some sort. The frame 160 may be forged or machined out of a piece of metal or, in the alternative, it may be made of composite materials using typical methods for composite construction. The frame 160 may also be cast from any typical material used in any casting process. Yet another method for constructing the frame may be rotational or injection molding using any typical material suitable for that process. Another possible method of construction would be using wood or partially wood-based materials or any of various combinations of two or more of the foregoing materials.\n FIG. 3 shows one embodiment of energy storage comprising energy storage devices 112, such as batteries. Energy storage is comprised of at least one energy storage device 112, or a plurality of energy storage devices 112, that stores energy in the form of: chemical energy (as in a battery or fuel cell), gravitational potential energy (as in a water tower), kinetic energy (as in a flywheel), electric energy (as in capacitors), thermal energy (as in a steam boiler), strain energy (as in rubber bands or springs), pressurized potential energy (such as a pressurized gas or fluid in a pressure vessel), or a combination of different energy storage forms listed above, and produces an output of electrical energy. The energy storage device(s) 112 may be electrically connected in series, parallel, or a combination of the two, to produce a certain design voltage and/or current desired.\n FIG. 7B shows one embodiment of The mobile energy storage apparatus 102 with electrical generation device(s) 170. The mobile energy storage device 102 may have one or more electrical generation devices 170 as a component of the system that may include one or more energy storage devices 112 as part of the system. Examples of electrical generation devices 170 include, but are not limited to, a solar photovoltaic panel array, generators powered by the combustion of fuels, powered by a nuclear reactor, or powered by humans or other living creatures or organisms.\nThe energy storage device(s) 112 would have regulation device(s) (not shown) (such as a battery management system) connected to them to monitor parameters related to the level of energy storage in the energy storage device(s) 112. The regulation device(s) provide feedback to a variable energy control device 110 to have the variable energy control device 110 change its level of electrical output if necessary. The regulation device(s) could also allow the energy storage device(s) 112 to accept different rates of energy input if there are multiple energy storage devices 112 in the circuit and they are at different states of energy. Preferably, there would also be a system for transferring energy from the energy storage device(s) 112 that are most full to the energy storage device(s) 112 that need more filling in order to more efficiently equalize the energy storage device(s) 112.\n FIGS. 3, 4A, and 4B show one embodiment for a securing apparatus 162 of the energy storage device(s) 112, in this case using structural tie-downs 162. The ability to secure the energy storage device(s) 112 may be designed into the apparatus frame 160 or structure of the entire mobile energy storage apparatus 102. Weight and even volume can be saved by designing the securing apparatus 162 (such as structural tie-downs into the main structure of the mobile energy storage apparatus 102 itself. The apparatus frame 160 itself may secure the energy storage device(s) 112 vertically or laterally or both, and the securing apparatus 162 fastened to the apparatus frame 160 would provide supplemental restriction to secure the energy storage device(s) 112 so that they are secured both vertically and laterally.\nThe securing apparatus 162 may actually provide additional strength to the apparatus frame 160 as a whole, so that the apparatus frame 160 may be lighter and smaller due to the additional strength provided by the securing apparatus 162. Together the entire mobile energy storage apparatus 102 would be more rigid.\nThere is a distinct advantage to using the apparatus frame 160 itself to secure the energy storage device(s) 112 vertically or laterally or both because the apparatus frame 160 materials are used more efficiently than if additional materials were needed to secure the energy storage device(s) 112. Also, by the securing apparatus 162 being fastened to provide supplemental restriction of the energy storage device(s) 112 to the apparatus frame 160, it provides extra flexural rigidity and strength to the apparatus frame 160, allowing the apparatus frame 160 to be designed for even further efficient use of materials and thus reducing weight.\nThe electrical circuit containing the energy storage device(s) 112 has at least one circuit protection device (not shown) (such as a fuse, circuit breaker, automated sensing disconnect, or manual disconnect) that will open the circuit in the event that the electrical current in the circuit exceeds the amount desired. Manual disconnects may aid service personnel or emergency responders working on or around the energy storage device(s) 112 or mobile energy storage apparatus 102 as a whole by making it safer than a complete circuit with higher energy potentials than if it was disconnected into smaller segments of the circuit. There could also be a device to automatically open circuits if a crash were detected or imminent.\n FIGS. 9A, 9B, and 10 show block schematic diagrams of the functions of the mobile energy storage apparatus 102 which may input or output in either AC or DC electrical power. A flow battery/rechargeable fuel cell 118, as shown in FIG. 9B, can input or output AC or DC power. An inverter 130, as shown in FIG. 10, can output AC power from an input of DC power. A variable energy control device 110, such as, but not limited to, a variable input and output battery charger, DC/DC converter, or power supply unit, and can take an input of AC or DC power and outputs DC power, as shown in FIGS. 9A and 10. A combination of these devices that allow the mobile energy storage apparatus 102 to take an input of AC or DC power and output AC or DC power may be used. A combination of these devices is located on the mobile energy storage apparatus 102 and would be electrically connected to the energy storage device(s) 112. The variable energy control device 110, flow battery/rechargeable fuel cell 118, and the inverter 130 may also be electrically connected to any of the following, depending on the desired function at the time: an AC or DC powered electric vehicle 100 (including but not limited to a passenger car, passenger truck, motorcycle, cargo transport truck, trolley, wheeled train, magnetic levitation train, other magnetic levitation vehicle, monorail, boat, snowmobile, flying machine, blimp, balloon, or hovercraft), an AC electrical connection (a receptacle as part of an electrical grid), an AC electrical generator, an AC powered building or home, or device (such as AC power tools), a DC powered building, home, or device (such as a welder), an auxiliary energy storage device(s) (such as a set of one or more batteries), or an onboard or off-board electrical generation device(s) 170 (such as photovoltaic panel(s), wind turbine(s), fuel cell(s), hydropower turbine(s), thermal powered turbine(s), geothermal generation, tidal power generation, wave power generation, nuclear reactor(s), human power or other living creature or organism power generation, or any DC power source). Of course the scope of the device should not be limited to the examples that are listed above.\nThe variable energy control device 110 has a variable voltage and current input/output that is easily user-adjustable to be compatible with the input of equipment it is being connected to. The variable energy control device 110 will also limit the output current to zero as the voltage of the equipment it is connected to approaches the output voltage setting of the variable energy control device 110. Wired or wireless communications or controls are preferably connected between the mobile energy storage apparatus 102 and an electric vehicle 100, a building, a home or a computerized processing device (such as a laptop computer, tablet computer, a PDA, or a smart phone) through a remote control interface 122. The interface can consist of, but is not limited to, an analog display and controls (such as a needle dial, a roll dial, switches, knobs, buttons, etc.) and digital display and controls (electronic display screen, touch screen, embedded circuitry, software, etc.) The communications lines can transmit information to and from a display that shows parameters of the variable energy control device 110, the energy storage device(s) 112, or both, to facilitate remote control and parameter and function adjustment. It is also possible that GPS and or altitude information and trends could be captured and used for determining power required during a mobile mode (such as when supplying power to an electric vehicle 100). Furthermore the connection of any of the components electrically or for transferring energy could be conductive, inductive or other methods.\n FIGS. 7A and 8 show the mobile energy storage apparatus 102 to preferably have display and controls through a control interface 120 that can consist of, but is not limited to, an analog display and controls (such as a needle dial, a roll dial, switches, knobs, buttons, etc.) and digital display and controls (electronic display screen, touch screen, embedded circuitry, software, etc.). The control interface 120 may consist of an info display 300, a function mode selector 302, a function mode indicator 304, a navigation/selection device 306, an adjustable knob 308, and a system to access and protect the display 310.\n FIGS. 2A and 2B show one embodiment for at least one lid 164 designed to cover components of the mobile energy storage apparatus 102 to protect them from weather and to protect users and the public from potential hazards. Ideally, the lid is constructed of materials and designed to be strong and rigid enough to provide a surface on which cargo could be stored.\n FIG. 5A and FIG. 5B show a combination storage compartment and crash structure 168, which could be attached around the sides of the lid(s) 164 or the apparatus frame 160. The storage compartment and crash structure 168 can be placed below the top surface of the lid(s) 164 and the mobile energy storage apparatus 102 as a whole as well as around the fender front surface 182, fender top surface 184, and fender rear surface 186. The storage compartment and crash structure 168 may be enclosed by one or more fender skirts 188, preferably used on a trailer embodiment for the mobile energy storage apparatus 102, to improve aerodynamics. Additionally, a front belly | A mobile energy storage apparatus comprised of: a. at least one variable energy control device which converts DC to DC, AC to DC and DC to AC and b. at least one energy storage device (such as a battery) and c. a means to adjust said at least one variable energy control device to various electrical output powers and d. a means to connect said mobile energy storage apparatus to an EV (electric vehicle) or other device electrically and mechanically to enable transferring energy even when in motion and e. optionally a means for attaching various covers to said mobile energy storage apparatus to suit various applications. The mobile energy storage apparatus allows the transfer of energy to or from: an EV, a building or any other electrical facility or device and can be configured with built-in or attached to various power sources. | US:15/885,360 | https://patentimages.storage.googleapis.com/6d/2d/8a/3a7b96fbd7e286/US10737583.pdf | US:10737583 | Stephen G. Johnsen, Ronald L. Easley, Kenneth G. Johnsen, Chad M. Hohn | Individual | US:4902955, US:5111127, US:5559420, US:6140799, US:20070194626:A1, US:20090079161:A1, US:20100065344:A1, JP:2010200393:A, US:20100141201:A1, US:8120310, EP:2261069:A1, US:7795837, US:8627908, US:9887570 | Not available | 2020-08-11 | 1. A system, comprising:\na movable object that includes a battery pack;\na towable portable platform removably attachable to the object;\na rechargeable source of electricity mounted on the platform and electrically coupled to the object; and\na variable energy control device mounted on the platform that is electrically coupled between the battery pack and the rechargeable source of electricity, the variable energy control device being directly connected electrically to the battery pack of the movable object and configured to control the rechargeable source of electricity to provide a variable voltage and amperage to the battery pack on the movable object.\n, a movable object that includes a battery pack;, a towable portable platform removably attachable to the object;, a rechargeable source of electricity mounted on the platform and electrically coupled to the object; and, a variable energy control device mounted on the platform that is electrically coupled between the battery pack and the rechargeable source of electricity, the variable energy control device being directly connected electrically to the battery pack of the movable object and configured to control the rechargeable source of electricity to provide a variable voltage and amperage to the battery pack on the movable object., 2. The system of claim 1, further comprising at least one voltage detection device coupled to the object and the rechargeable source of electricity that is configured to determine the voltage level of the electricity used by the object and a voltage level provided by the rechargeable source and to provide the variable energy control device with voltage level signals without the use of a charge controller on the movable object., 3. The system of claim 1, wherein the system includes at least one amperage range detection device coupled to the object and the rechargeable source of electricity that is configured to determine an amperage range of the electricity used by the object and provided by the rechargeable source and to provide the variable energy control device with amperage range signals., 4. The system of claim 1, further comprising an alternative source of electricity coupled to the object, the rechargeable source, and the variable energy control device and configured to supply electricity to the rechargeable source of electricity or the object., 5. The system of claim 4, wherein the alternative source is mounted on the portable platform., 6. The system of claim 1 wherein the rechargeable source is configured to supply power to the object in the range of 3 kilowatts up to and including 500 megawatts., 7. The system of claim 1 wherein the rechargeable source is configured to supply power to the object in the range of 3 kilowatts up to and including 250 kilowatts., 8. The system of claim 1 wherein the rechargeable source is configured to supply power to the object in the range of 250 kilowatts up to and including 1 megawatt., 9. The system of claim 1 wherein the rechargeable source is configured to supply power to the object in the range of 1 megawatt up to and including 20 megawatts., 10. The system of claim 1 wherein the rechargeable source is configured to supply power to the object in the range of 20 megawatts up to and including 500 megawatts., 11. The system of claim 1 wherein the variable energy control device is electrically compatible with objects having different electric battery pack voltages., 12. The system of claim 1 further comprising a plurality of removable and interchangeable tops configured to attach to the towable portable platform., 13. The system of claim 1, further comprising at least one voltage detection device coupled to the object and the rechargeable source of electricity that is configured to determine the voltage level of the electricity used by the object and a voltage level provided by the rechargeable source and to provide the variable energy control device with voltage level signals., 14. The system of claim 1, wherein the variable energy control device is configured to convert DC to DC, AC to DC, and using an inverter to convert DC to AC; and\nwherein the rechargeable source of electricity comprises at least one energy storage device and a mobile energy storage apparatus coupled to the variable energy control device and the inverter.\n, wherein the rechargeable source of electricity comprises at least one energy storage device and a mobile energy storage apparatus coupled to the variable energy control device and the inverter., 15. The system of claim 14, further comprising an apparatus frame structured to secure a plurality of energy storage devices vertically or laterally or both, and further comprising a securing apparatus fastened to the apparatus frame to provide supplemental restriction to secure the plurality of energy storage devices so that they are secured both vertically and laterally, and configured to provide extra flexural rigidity and strength to the apparatus frame to allow the mobile energy storage apparatus to maintain the same strength requirements with use of less material and weight., 16. An apparatus, comprising:\na vehicle;\nan electric vehicle drive system mounted on the vehicle to provide motion to the apparatus;\na battery pack mounted on the vehicle and coupled to the electric vehicle drive system to provide power to the electric vehicle drive system;\na towable portable platform removably attached to the vehicle;\na rechargeable source of electricity mounted on the platform and configured to be electrically coupled to the battery pack;\na variable energy control device mounted on the platform that is electrically coupled between the battery pack and the rechargeable source of electricity, the variable energy control device being directly connected to the battery pack and configured to control-the rechargeable source of electricity to provide a variable voltage and amperage to the battery pack;\nat least one voltage detection device coupled to the vehicle and the rechargeable source of electricity that is configured to determine the voltage level of the electricity used by the vehicle and a voltage level provided by the rechargeable source and to provide the variable energy control device with voltage level signals.\n, a vehicle;, an electric vehicle drive system mounted on the vehicle to provide motion to the apparatus;, a battery pack mounted on the vehicle and coupled to the electric vehicle drive system to provide power to the electric vehicle drive system;, a towable portable platform removably attached to the vehicle;, a rechargeable source of electricity mounted on the platform and configured to be electrically coupled to the battery pack;, a variable energy control device mounted on the platform that is electrically coupled between the battery pack and the rechargeable source of electricity, the variable energy control device being directly connected to the battery pack and configured to control-the rechargeable source of electricity to provide a variable voltage and amperage to the battery pack;, at least one voltage detection device coupled to the vehicle and the rechargeable source of electricity that is configured to determine the voltage level of the electricity used by the vehicle and a voltage level provided by the rechargeable source and to provide the variable energy control device with voltage level signals., 17. The apparatus of claim 16 wherein the variable energy control device is electrically compatible with different electric battery pack voltages., 18. The apparatus of claim 16, further comprising at least one voltage detection device coupled to the vehicle and the rechargeable source of electricity that is configured to determine the voltage level of the electricity used by the vehicle and a voltage level provided by the rechargeable source and to provide the variable energy control device with voltage level signals without the use of a charge controller on the vehicle., 19. The apparatus of claim 16, further comprising at least one amperage range detection device coupled to the vehicle and the rechargeable source of electricity that is configured to determine an amperage range of the electricity used by the vehicle and provided by the rechargeable source and of providing the variable energy control device with amperage range signals., 20. The apparatus of claim 16, further comprising an alternative source of electricity coupled to the battery pack or the electric vehicle drive system, and coupled to the rechargeable source and the control device, the alternative source of electricity configured to supply electricity to the rechargeable source of electricity or the battery pack or the electric vehicle drive system., 21. The apparatus of claim 20, wherein the alternative source is mounted on the portable platform., 22. The apparatus of claim 16 further comprising a plurality of removable and interchangeable tops configured to attach to the towable portable platform., 23. A system, comprising:\na vehicle having an electric vehicle drive system to provide motion to the vehicle;\na battery pack coupled to the electric vehicle drive system to provide power to the electric vehicle drive system;\na rechargeable source of electricity electrically coupled to the electric vehicle drive system;\na variable energy control device electrically coupled between the battery pack and the rechargeable source of electricity, the variable energy control device being directly connectable to the battery pack and configured to control the rechargeable source of electricity to provide a variable voltage and amperage to the electric vehicle drive system; and\na tow vehicle having the electric vehicle drive system and battery pack mounted thereon and a towable platform coupled to the tow vehicle, the towable platform having the rechargeable source of electricity and the variable energy control device mounted thereon and the variable energy control device providing a variable voltage and amperage without the use of a charge controller on the tow vehicle, and further comprising a cover configured to attach to the towable platform.\n, a vehicle having an electric vehicle drive system to provide motion to the vehicle;, a battery pack coupled to the electric vehicle drive system to provide power to the electric vehicle drive system;, a rechargeable source of electricity electrically coupled to the electric vehicle drive system;, a variable energy control device electrically coupled between the battery pack and the rechargeable source of electricity, the variable energy control device being directly connectable to the battery pack and configured to control the rechargeable source of electricity to provide a variable voltage and amperage to the electric vehicle drive system; and, a tow vehicle having the electric vehicle drive system and battery pack mounted thereon and a towable platform coupled to the tow vehicle, the towable platform having the rechargeable source of electricity and the variable energy control device mounted thereon and the variable energy control device providing a variable voltage and amperage without the use of a charge controller on the tow vehicle, and further comprising a cover configured to attach to the towable platform., 24. The system of claim 23 wherein the variable energy control device is electrically compatible with different electric battery pack voltages., 25. An apparatus, comprising:\na vehicle;\nan electric vehicle drive system mounted on the vehicle to provide motion to the apparatus;\na battery pack mounted on the vehicle and coupled to the electric vehicle drive system to provide power to the electric vehicle drive system;\na towable portable platform removably attached to the vehicle;\n, a vehicle;, an electric vehicle drive system mounted on the vehicle to provide motion to the apparatus;, a battery pack mounted on the vehicle and coupled to the electric vehicle drive system to provide power to the electric vehicle drive system;, a towable portable platform removably attached to the vehicle;, a rechargeable source of electricity mounted on the platform and configured to be electrically coupled to the battery pack;\na variable energy control device mounted on the platform that is electrically coupled between the battery pack and the rechargeable source of electricity, the variable energy control device being directly connected to the battery pack and configured to control the rechargeable source of electricity to provide a variable voltage and amperage to the battery pack;\nat least one voltage detection device coupled to the vehicle and the rechargeable source of electricity that is configured to determine the voltage level of the electricity used by the vehicle and a voltage level provided by the rechargeable source and to provide the variable energy control device with voltage level signals without the use of a charge controller on the vehicle.\n, a variable energy control device mounted on the platform that is electrically coupled between the battery pack and the rechargeable source of electricity, the variable energy control device being directly connected to the battery pack and configured to control the rechargeable source of electricity to provide a variable voltage and amperage to the battery pack;, at least one voltage detection device coupled to the vehicle and the rechargeable source of electricity that is configured to determine the voltage level of the electricity used by the vehicle and a voltage level provided by the rechargeable source and to provide the variable energy control device with voltage level signals without the use of a charge controller on the vehicle., 26. The apparatus of claim 25 wherein the variable energy control device is electrically compatible with different electric battery pack voltages., 27. The apparatus of claim 25, further comprising at least one amperage range detection device coupled to the vehicle and the rechargeable source of electricity that is configured to determine an amperage range of the electricity used by the vehicle and provided by the rechargeable source and of providing the variable energy control device with amperage range signals., 28. The apparatus of claim 25, further comprising an alternative source of electricity coupled to the battery pack or the electric vehicle drive system, and coupled to the rechargeable source and the control device, the alternative source of electricity configured to supply electricity to the rechargeable source of electricity or the battery pack or the electric vehicle drive system., 29. The apparatus of claim 28, wherein the alternative source is mounted on the portable platform., 30. The apparatus of claim 25 further comprising a plurality of removable and interchangeable tops configured to attach to the towable portable platform. | US | United States | Active | B | True |
| 1 | Vehicle charging interface unit, a system for charging a vehicle, and a vehicle \n | US10266058B2 | The present disclosure relates to a vehicle charging interface unit connecting a battery unit of a vehicle to a charging cable, the vehicle charging interface unit comprises two or more connectors for connecting the charging cable to the vehicle. The disclosure further relates to a system for charging a vehicle and a vehicle comprising a charging interface unit.\nElectric vehicles generally relate to vehicles that have batteries or battery units that store energy, where the batteries are designed to provide electrical power for propelling and accelerating the vehicle and also for providing power to electrical systems used in the vehicle. The stored energy is consumed when the electric vehicle is used and the battery needs to be re-charged in order to replenish the level of stored energy through a connection to an external electric power supply.\nHybrid electric vehicles are using a combination of an internal combustion engine system and an electric propulsion system. The internal combustion engine can be operated intermittently to provide power to the hybrid electric vehicle's driveline when needed depending on the driving conditions. In low speed driving situations the vehicle may be operated by only using the electric propulsion system and when more power is needed the internal combustion engine supplies additional power to the driveline, for example when driving at higher speeds. Also hybrid electric vehicles have batteries or battery units that store energy, where the batteries are used for providing electrical power for propelling and accelerating the vehicle and for systems used in the vehicle. A plug-in hybrid electric vehicle uses a system with re-chargeable batteries that can be restored into a full charge condition through a connection to an external electric power supply.\nWhen re-charging batteries in electric vehicles or hybrid electric vehicles an on-board charging system is generally used. The onboard charger often uses a rectifier circuit to transform alternating current (AC) from the external electric power supply, such as an electrical grid, to direct current (DC) suitable for re-charging the batteries. The on-board charger may be connected to the electrical grid via a charging cable having a charging plug that is designed to match a corresponding charging socket arranged in the vehicle.\nOne common problem with this type of battery re-charging is that cost and thermal issues limit how much power the rectifier can handle. It is therefore sometimes better to use an external charging station that delivers direct current (DC) to the vehicle's batteries for a much faster re-charging, instead of using the onboard charging system. Dedicated external charging stations for fast vehicle battery re-charging operations can be built in permanent locations and provided with high-current connections to the electrical grid. Also these fast charging stations use charging cables for connecting the charging station to the vehicles. The charging cables have a direct current charging plug that is designed to match a corresponding direct current charging socket arranged in the vehicle.\nThere are on the market today different direct current charging systems that are used for efficient and fast charging of batteries in electric and hybrid electric vehicles. Examples of such charging systems used today are CHAdeMO (Charge de Move), CCS (Combined Charging System) and Tesla Superchargers, where each system has its own unique type of charging plug and socket configuration, giving each system its own type of charging interface.\nThis setup with different direct current charging systems adds complexity to the construction of the battery units of electric vehicles and hybrid electric vehicles if more than one system for direct current re-charging should be possible to use in the vehicle, since the vehicle has to be equipped with more than one type of charging interface connected to the battery unit. The battery unit then has to be equipped with more than one set of components for the different charging interfaces, such as separate contactors and control units for each type of charging system to avoid that more than one direct current charging system is connected to the vehicle, and to avoid that a voltage is present on the non-used connectors when charging. If for example a vehicle is designed for re-charging with all three direct current charging systems mentioned above, the vehicle must be equipped with one CHAdeMO connecting unit, one CCS connecting unit and one Tesla Supercharger connecting unit, where each unit needs its separate components in the battery unit.\nThere are many disadvantages with such a battery unit construction, e.g. since there are space and weight limitations when constructing the vehicle. The size of the battery units should be as small as possible and the need for extra components in the battery units adds unwanted volume and weight. Another possibility would be to use separate charging adapters for use with different type of chargers, but then you may need to carry a number of different adapters on board the vehicle.\nThere is thus a need for an improved construction where different charging systems can be used in a vehicle, without increasing volume, weight, and complexity to the battery units with many different components.\nAn object of the present disclosure is to provide a vehicle charging interface unit, a system for charging a vehicle and a vehicle, where the previously mentioned problems are avoided.\nThis object is at least partly achieved by the features of the independent claims. The dependent claims contain further developments of the vehicle charging interface unit, system for charging a vehicle and vehicle.\nThe disclosure concerns a vehicle charging interface unit for connecting a battery unit of a vehicle to a charging cable, and also a system for charging a vehicle comprising a charging interface unit, a battery unit, a charging cable and a connection device. The charging interface unit comprises a connection device that is establishing electric connection between the charging interface unit and the battery unit, and two or more connectors for connecting the charging cable to the charging interface unit. The charging interface unit further comprises a mechanical blocking device, configured to allowing access to only one of the two or more connectors at the same time. Advantages with these features are that through the design of the charging interface unit, different charging systems can be used in the vehicle, without increasing volume, weight, and complexity to the battery unit. The size of the battery unit can be made smaller, since extra components in the battery unit adding unwanted volume and weight can be avoided. The mechanical blocking device secures that only one charging cable can be connected to the vehicle at the same time when re-charging the batteries. The mechanical blocking device further prevents access to the connectors by e.g. fingers and also ingress of solid foreign objects to the connectors. Consistent with embodiments described herein, the mechanical blocking device is preferably provided with a level of intrusion protection corresponding to an International Electrotechnical Commission (IEC) standard 60529 (relating to degrees of protection provided by an enclosure; commonly referred to as an International Protection code or “IP Code”) rating of IP 2x, where x is an integer value, and more preferably with an IP Code of IP 22 or higher, which indicates protection against insertion of fingers and damage from dripping water.\nAccording to an aspect of the disclosure, each individual connector has a unique configuration being different from the configuration of the one or more other connectors. In this way, the vehicle batteries can be re-charged with different external direct current charging system, where the configuration of the connectors may vary between different systems.\nAccording to another aspect of the disclosure, a first connector is of a CHAdeMO configuration, a second connector is of a CCS configuration and a third connector is of a Tesla Supercharger configuration. An advantage with these features is that the batteries in the vehicle can be re-charged with some of the most common charging systems on the market today.\nAccording to a further aspect of the disclosure, the mechanical blocking device is constituted by a two or more doors slidably arranged in the charging interface unit, where the doors are configured to allowing access to only one of the two or more connectors. Advantages with these features are that the mechanical blocking device of the charging interface unit can be made in a simple and cost efficient way, allowing access to only one connector.\nAccording to another aspect of the disclosure, the mechanical blocking device is constituted by a roll front door arranged in the charging interface unit, where the roll front door has an opening configured to allowing access to only one of the two or more connectors. An advantage with these features is that the mechanical blocking device of the charging interface unit can be made in a simple alternative way, allowing access to only one connector.\nAccording to another aspect of the disclosure, the mechanical blocking device is constituted by an endless-belt type door arranged in the charging interface unit, where door has an opening configured to allowing access to only one of the two or more connectors. An advantage with these features is that the mechanical blocking device of the charging interface unit can be made in a simple alternative way, allowing access to only one connector.\nThe disclosure further concerns a vehicle comprising a charging interface unit.\nThe disclosure will be described in greater detail in the following, with reference to the attached drawings, in which:\n FIGS. 1a-b show schematically, a system for charging a vehicle and a vehicle charging interface unit according to the disclosure;\n FIGS. 2a-e show schematically in perspective views, a vehicle charging interface unit according to an embodiment of the disclosure;\n FIGS. 3a-b show schematically in a perspective view, a vehicle charging interface unit according to another embodiment of the disclosure; and\n FIGS. 4a-b show schematically in a perspective view, a vehicle charging interface unit according to another embodiment of the disclosure.\nVarious aspects of the disclosure will hereinafter be described in conjunction with the appended drawings to illustrate and not to limit the disclosure, wherein like designations denote like elements, and variations of the described aspects are not restricted to the specifically shown embodiments, but are applicable on other variations of the disclosure.\n FIG. 1a schematically shows a system for charging a vehicle 10, such as an electric or a hybrid electric vehicle, where a vehicle charging interface unit 1 is connecting a battery unit 2 of the vehicle to a charging cable 3. The vehicle has a front axle 8 and a rear axle 9 and the vehicle is operated by means of an electric machine 11. According to the embodiment shown in FIG. 1a , the electric machine 11 is configured to drive the rear axle 9. However, the invention is not limited to this design only but can be applied to other types of configurations, wherein e.g. the electric machine 11 can be arranged to instead drive the front axle 8 or to drive both the front axle 8 and the rear axle 9. Further, one or more electric machines 11 can be arranged to drive one or more individual wheels of the vehicle. In a hybrid electric vehicle, the electric machine 11 can be combined with an internal combustion engine to operate the vehicle with either electric drive or with the combustion engine, or a combination of both.\nThe system is designed for fast charging of the vehicle with direct current (DC) and there are different direct current charging systems that are used for efficient and fast charging of batteries in electric and hybrid electric vehicles. Examples of such charging systems used today are CHAdeMO (Charge de Move), CCS (Combined Charging System) and Tesla Superchargers, where each system has its own unique type of charging plug and socket configuration, giving each system its own type of charging interface. Other types of direct current charging systems may also be used.\nThe vehicle charging interface unit 1 comprises a connection device 4 establishing electric connection between the charging interface unit 1 and the battery unit 2. The charging interface unit 1 is equipped with two or more connectors 5 for connecting the charging cable 3 to the charging interface unit 1. In the embodiment shown in FIGS. 1a and 1b , the charging interface unit has three connectors 5 a, 5 b, 5 c. The first connector 5 a is of the CHAdeMO type having a socket with a specific CHAdeMO configuration. The second connector 5 b is of the CCS type having a socket with a specific CCS configuration and the third connector 5 c is of the Tesla Supercharger type with a specific Tesla Supercharger configuration. This means that the charging interface unit is designed with three different connectors 5 a, 5 b, 5 c, where each individual connector 5 a, 5 b, 5 c has a unique configuration different from the configuration of the two other connectors. Charging cables 3 with charging plugs 7 having configurations corresponding to the different connectors 5 a, 5 b, 5 c may be connected to the charging interface unit 1, so that e.g. a CCS charging plug is connected to the corresponding second connector 5 b with CCS configuration.\nThe disclosure is not limited to the specific use of three connectors 5. The charging interface unit 1 may be designed with two or more connectors, whatever is desired from a re-charging standpoint. One option would be to design the charging interface unit 1 with a suitable number of connectors 5 for a specific market. The charging systems may vary from market to market and the construction allows the charging interface unit 1 to be exchanged to suit a specific market or specific markets where the vehicle is operated.\nThe charging interface unit 1 may be arranged at a suitable location within the vehicle so that the user of the vehicle easily could access the connectors 5 when re-charging the battery. As an example, the charging interface unit 1 may be located in the front end of the vehicle, as shown in FIG. 1a . However other locations are possible depending on the design of the vehicle. The charging interface unit 1 may instead be located at the rear end of the vehicle or along the sides of the vehicle, whatever is most suitable from a vehicle construction and accessibility standpoint. The charging interface unit may also be covered by a hinged door or similar construction so that the charging interface unit is not visible when not re-charging the vehicle. The charging unit is preferably located close to the battery in order to minimize losses in the battery cables.\nThis configuration with three different connectors 5 a, 5 b, 5 c is giving the user of the vehicle the possibility to re-charge the vehicle with three different fast charging direct current systems. Thus, the batteries can be re-charged at three different external fast charging station types, instead of only one that often is the case when the vehicle is provided with only one type of charging connector. In FIG. 1a , an external charging station 12 delivers direct current (DC) to the vehicle's batteries in the battery unit 2 via the charging cable 3 and the charging interface unit 1 for fast battery re-charging. Dedicated external charging stations for fast battery re-charging operations may be located in different locations and provided with high-current connections to the electrical grid.\nAs further can be seen in FIGS. 1a and 1b , the first connector 5 a, the second connector 5 b and the third connector 5 c of the vehicle charging interface unit 1 are all connected in parallel and further connected to the connection device 4, which is establishing electric connection between the charging interface unit 1 and the battery unit 2. The connection device 4 may be made of two high-current power distribution cables that are connecting the connectors 5 a, 5 b, 5 c to the battery unit 2 for efficient distribution of charging power to the vehicle.\nThe technology involved in electric vehicles and hybrid electric vehicles is closely related to the development of chargeable batteries. Today, lithium-ion batteries are considered as a suitable battery technology for electric vehicles and hybrid electric vehicles, where range, power, and recharging time are critical factors. Other battery types may also be used. The battery unit 2 is supplying electric energy to the electric machine 11, meaning that the battery unit 2 consequently is a traction battery for the electric machine 11. The battery unit 2 comprises a plurality of battery cells 13 (not shown in detail in FIG. 1a ), and according to known technology, the battery cells are connected in series in order to provide an output DC voltage with a desired voltage level suitable for driving the electric machine 11. The battery cells 13 may be of lithium-ion type, but other types of battery cells may also be used. The battery unit 2 and the electric machine 11 may be connected to each other via a power control unit that is regulating the power output from the electric machine 11. The battery cells 13 can be re-charged via the fast charging direct current systems described above and the external charging station 12, schematically shown in FIG. 1a , delivers charging power to the vehicle. The vehicle is connected to the external charging unit 12 with the charging cable 3 when there is a need to re-charge the battery cells 13.\nThe battery unit further comprises a contactor 14 that can connect the charging current to the battery when charging or can disconnect the charging current when e.g. an error occurs or when the battery is fully charged. The contactor 14 is controlled by a control unit 15. The control unit 15 secures that charging current is transferred to the battery cells 13 when the vehicle is connected to the external charging unit 12.\nThis setup with different direct current charging connectors 5 a, 5 b, 5 c connected in parallel and arranged in a charging interface unit 1 makes the construction of the battery unit 2 of the vehicle less complex, since fewer components can be used in the design of the battery unit 2. More than one system for direct current re-charging is thus possible to use in the vehicle, since the vehicle is equipped with more than one type of charging interface connected to the battery unit 2. The battery unit 2 may with this design be equipped with only one set of components for the different charging interfaces, since the connectors 5 a, 5 b, 5 c are connected in parallel in the charging interface unit 1. Separate contactors for each type of charging system are not needed in the battery unit 2.\nThere are also space and weight limitations when constructing vehicles. The size of the battery units should be as small as possible and the need for extra components in the battery units adds unwanted volume and weight. The design of the battery unit 2 as described above allows a compact and lightweight construction.\nTo avoid that more than one direct current charging system is connected to the vehicle at the same time, the charging interface unit 1 further comprises a mechanical blocking device 6, configured to allowing access to only one of the connectors 5 a, 5 b, 5 c. Since the three connectors 5 a, 5 b, 5 c are connected in parallel, the user of the vehicle should only have the possibility to connect one charging cable 3 to the vehicle at the same time for a safe operation of the re-charging process. Through the mechanical blocking device 6, the user of the vehicle is prevented from connecting the vehicle to more than one charging system at the same time. Further, through the mechanical blocking device 6, the user cannot come into contact with the other connectors, which are connected in parallel and thus will carry the same charging voltage. The mechanical blocking device will thus prevent access to the connectors by e.g. fingers and will also prevent ingress of solid foreign objects to the connectors. Mechanical blocking device 6 is preferably provided with an intrusion protection corresponding to an IP Code of IP 2x and more preferably with an IP Code of IP 22 or higher.\nIn FIGS. 2a-e , a first embodiment of the mechanical blocking device 6 is shown, where the charging interface unit 1 comprises a frame structure 16, in which the three connectors 5 a, 5 b, 5 c are located. The frame structure 16 has a rear wall 17, two side walls 18 and a front structure 19. Three doors 20 a, 20 b, 20 c are slidably integrated in the front structure 19 and the doors 20 a, 20 b, 20 c with their specific individual configurations constitute the mechanical blocking device 6, as will be further described below. The frame structure 16 may be made of a suitable material, such as for example plastic materials, composite materials, metals or a combination of different materials.\nThe doors 20 a, 20 b, 20 c are configured within the front structure 19 so that only one of the connectors 5 a, 5 b, 5 c can be accessed, in order to avoid that more than one direct current charging system is connected to the vehicle at the same time. As shown in FIG. 1a , the first connector 5 a is located on the right hand side within the frame structure 16, the third connector 5 c on the left hand side, and the second connector 5 b is located between the first connector 5 a and the third connector 5 c. In FIG. 2b , the charging interface unit 1 is in its closed state, where a first door 20 a is blocking the first connector 5 a, a second door 20 b is blocking the second connector 5 b and a third door 20 c is blocking the third connector 5 c. In this closed state, the connectors 5 a, 5 b, 5 c cannot be accessed.\nThe front structure 19 may in a known way be provided with a set of inner grooves 21 and a set of outer grooves 22 arranged in the respective lower and upper parts to which the doors 20 a, 20 b 20 c are slidably arranged, so that the doors 20 a, 20 b, 20 c may be opened through a sliding action giving access to the respective connectors 5 a, 5 b, 5 c. The first door 20 a and the third door 20 c are both slidably arranged in the respective set of inner grooves 21 of the lower and upper parts of the front structure 19 and the second door 20 b is slidably arranged in the respective set of outer grooves 22 of the lower and upper parts of the front structure 19. The doors 20 a, 20 b, 20 c may be provided with knobs or small handles for an easy sliding action. There are three different open states for the charging interface unit 1 as further shown in FIGS. 2c-e , each open state giving access to the respective connectors 5 a, 5 b, 5 c. \nIn FIG. 2c , the second door 20 b is slid to the left in the outer grooves 22 of the front structure 19 giving access to the second connector 5 b. Through the arrangement of the second connector 5 b in the frame structure 16, the second connector 5 b is easily accessible when the second door 20 b is in the leftmost position. The charging cable 3 with the charging plug 7 having corresponding configuration can now be connected to the second connector 5 b. When the charging plug 7 is connected to the second connector 5 b, the charging plug 7 is preventing the sliding movements of the first door, 20 a, the second door 20 b and the third door 20 c, so that the first connector 5 a and the third connector 5 c cannot be accessed as long as the charging plug 7 is connected to the second connector 5 b. The first connector 5 a is blocked by the first door 20 a and the third connector 5 c is blocked by both the second door 20 b and the third door 20 c. Once the vehicle has been re-charged, the charging plug 7 is disconnected from the second connector 5 b and the second door 20 b can be slid into the closed state, as shown in FIG. 2 b. \nIn FIG. 2d , the first door 20 a is slid to the left in the inner grooves 21 of the front structure 19 giving access to the first connector 5 a. Through the arrangement of the first connector 5 a in the frame structure 16, the first connector 5 a is easily accessible when the first door 20 a is slid to the left into a position giving full access to the first connector 5 a. The charging cable 3 with the charging plug 7 having corresponding configuration can now be connected to the first connector 5 a. When the charging plug 7 is connected to the first connector 5 a, the charging plug 7 is preventing a sliding action to the right of the first door 20 a and the second door 20 b. Since the first door 20 a and the third door 20 c are both arranged in the same inner grooves 21, the first door 20 a is blocking a sliding action to the right of the third door 20 c. The second door 20 b may possibly be slid in the left direction but the first door 20 a is now blocking the second connector 20 b. In this way the second connector 20 b and the third connector 20 c cannot be accessed as long as the charging plug 7 is connected to the first connector 5 a. The second connector 5 b is blocked by the first door 20 a and the third connector 5 c is blocked by the third door 20 c. Once the vehicle has been re-charged, the charging plug 7 is disconnected from the first connector 5 a and the first door 20 a can be slid into the closed state, as shown in FIG. 2 b. \nIn FIG. 2e , the third door 20 c is slid to the right in the inner grooves 21 of the front structure 19 giving access to the third connector 5 c. Through the arrangement of the third connector 5 c in the frame structure 16, the third connector 5 c is easily accessible when the third door 20 c is slid to the right into a position giving full access to the third connector 5 c. The charging cable 3 with the charging plug 7 having corresponding configuration can now be connected to the third connector 5 c. When the charging plug 7 is connected to the third connector 5 c, the charging plug 7 is preventing a sliding action to the left of the third door 20 a and the second door 20 b. Since the first door 20 a and the third door 20 c are both arranged in the same inner grooves 21, the third door 20 c is blocking a sliding action to the left of the first door 20 a. The second door 20 b may possibly be slid in the right direction but the third door 20 c is now blocking the second connector 20 b. Also, as seen in FIGS. 2a and 2c , the second connector 5 b is not positioned in the centre of the frame structure but is positioned more to the right within the frame structure 16 so that when the second door 20 b is slid to the right the second connector will still be blocked by the second door 20 b. In this way the second connector 20 b and the first connector 20 a cannot be accessed as long as the charging plug 7 is connected to the third connector 5 c. The first connector 5 a is blocked by the first door 20 a. Once the vehicle has been re-charged, the charging plug 7 is disconnected from the third connector 5 c and the third door 20 c can be slid into the closed state, as shown in FIG. 2 b. \nThe charging interface unit 1 may in the same way as described above instead be arranged with two, four or more than four doors. If for example two connectors are used, instead two doors will be arranged in the front structure 19. There are many ways to configure different numbers of connectors and doors in the front structure 19, and the number of grooves in the respective lower and upper part of the front structure may be varied.\nFurther, the charging interface unit 1 may be constructed with a housing structure instead of a frame structure. Such a housing structure may comprise a rear wall, side walls, an upper wall, a lower wall and a front structure. The front structure may in the same way as described above be arranged with one or more grooves for two or more doors.\nIn FIGS. 3a and 3b , a second embodiment of the mechanical blocking device 6 is shown, where the charging interface unit 1 comprises a frame structure 16, in which the three connectors 5 a, 5 b, 5 c are located. The frame structure 16 has an upper wall 23 and a lower wall 24. Further, the frame structure may comprise side walls and a rear wall if desired. A well-known type of roll front door 25 constitutes the mechanical blocking device 6. The roll front door 25 may e.g. be arranged in a cut-out provided in the upper side of the lower wall 24 and in a corresponding cut-out provided in the lower side of the upper wall 23 or in grooves provided in the upper side of the lower wall 24 and in the lower side of the upper wall 23. The roll front door 25 is provided with a single opening 27, which opening 27 is giving access to one of the connectors 5 a, 5 b, 5 b, while preventing access to the other two connectors 5 a, 5 b, 5 c. The roll front door 25 is slidably arranged in the frame structure 16 so that the roll front door 25 can provide access to the desired connector 5 a, 5 b, 5 c, simply by sliding the roll front door to the desired position. The roll front door 25 may be manufactured from a flexible material that is allowing the roll front door 25 to easily be slidably arranged in the frame structure 16. As an alternative, the roll front door 25 may be constructed from a number of pieces of non-flexible material with flexible hinges between the pieces of non-flexible material. The roll front door 25 may be made of a suitable material, such as for example plastic materials, composite materials, metals or a combination of different materials. By sliding the roll front door 25 into the desired position the user of the vehicle may choose the right connector type for re-charging the vehicle. The charging interface unit 1 may also be arranged with two, four or more than four connectors.\nAs an alternative to the roll front door design, shown in FIGS. 4a and 4b , a flexible sliding door 26 of the endless-belt type may constitute the mechanical blocking device 6. The sliding door 26 may be arranged in a continuous groove in the upper side of the lower wall 24 along the outer periphery and in a continuous groove in the lower side of the upper wall 23 along the outer periphery. The flexible sliding door 26 may also be arranged around rotatable rollers which allow the opening 27 to easily be positioned in the desired position. In the same way as described above, the door 26 is provided with a single opening 27 for easy access to the respective connectors 5 a, 5 b, 5 c. By sliding the door 26 into the desired position, the user of the vehicle may choose the right connector type for re-charging the vehicle. The charging interface unit 1 may also be arranged with two, four or more than four connectors.\nThe mechanical blocking device may not necessarily be of the door type as described in the embodiments above. Other suitable constructions are also possible within the scope of the disclosure.\nAs an example, a mechanical construction with blocking spring actuated covers is also possible as mechanical blocking device. One cover may be arranged at each connector, which cover is allowing or preventing access to the connector. If no charging plug is connected to the charging interface unit it is possible to connect a charging cable to any of the connectors. The covers may for example be constructed so that they through spring action are pushed over the empty connectors when a charging plug is connected to one connector. When a charging plug is connected to one of the connectors, a lever mechanism or the like of that connector will through spring action actuate a cover locking mechanism of the other covers arranged at the other connectors. In this way it is not possible to connect another charging plug to the charging interface unit as long as the charging plug is connected, since the covers will prevent access to the connectors. The other covers are thus prevented from being opened as long as the charging plug is connected to the charging interface unit. The covers may be arranged over each charging socket of the connectors or next to the charging socket so that the charging plug is activating the cover locking mechanism.\nAnother example of a mechanical blocking device could for example be to let the non-used connectors tilt away from the insertion position of the charging plug so that they cannot be reached.\nIt will be appreciated that the above description is merely exempl | A vehicle charging interface unit for connecting a battery unit of a vehicle to a charging cable, the charging interface unit comprising a connection device establishing electric connection between the charging interface unit and the battery unit and two or more connectors for connecting the charging cable to the charging interface unit, wherein the charging interface unit further comprises a mechanical blocking device, configured to allow access to only one of the two or more connectors. | US:15/688,999 | https://patentimages.storage.googleapis.com/6a/4b/83/8095edb1ff8118/US10266058.pdf | US:10266058 | Bjorn Scherdin | Volvo Car Corp | US:3956573, US:4473265, US:4968856, US:4997103, US:5545046, US:5793352, US:5727958, US:5701232, JP:H11252810:A, US:6552909, US:6342676, US:20050239308:A1, US:20040106313:A1, US:8100485, US:7438589, US:20110244699:A1, US:20110151693:A1, US:20140312695:A1, DE:102011006633:A1, US:8367926, US:20130342165:A1, US:20150191093:A1, US:20150104961:A1, CN:103587481:A, US:20170166070:A1, FR:3019499:A1, US:20170197517:A1, FR:3024964:A1, US:20170098912:A1, US:20180037128:A1 | Not available | 2019-04-23 | 1. A vehicle charging interface unit for connecting a battery unit of a vehicle to a charging cable, the charging interface unit comprising a connection device establishing electric connection between the charging interface unit and the battery unit and at least first, second, and third connectors for connecting the charging cable to the charging interface unit,\nwherein the charging interface unit further comprises a mechanical blocking device, configured for allowing access to only one of the first, second and third connectors at the same time,\nwherein the mechanical blocking device comprises three or more doors slidably arranged in the charging interface unit between three distinct configuration states, the configuration states comprising:\na first configuration state that provides access to the first connector and blocks access to the second and third connectors;\na second configuration state that provides access to the second connector and blocks access to the first and third connectors; and\na third configuration state that provides access to the third connector and blocks access to the first and second connectors.\n\n, wherein the charging interface unit further comprises a mechanical blocking device, configured for allowing access to only one of the first, second and third connectors at the same time,, wherein the mechanical blocking device comprises three or more doors slidably arranged in the charging interface unit between three distinct configuration states, the configuration states comprising:\na first configuration state that provides access to the first connector and blocks access to the second and third connectors;\na second configuration state that provides access to the second connector and blocks access to the first and third connectors; and\na third configuration state that provides access to the third connector and blocks access to the first and second connectors.\n, a first configuration state that provides access to the first connector and blocks access to the second and third connectors;, a second configuration state that provides access to the second connector and blocks access to the first and third connectors; and, a third configuration state that provides access to the third connector and blocks access to the first and second connectors., 2. The vehicle charging interface unit of claim 1, wherein each individual connector has a unique configuration being different from the configuration of the one or more other connectors., 3. The vehicle charging interface unit of claim 2, wherein the first connector is of a Charge de Move (CHAdeMO) configuration, the second connector is of a Combined Charging System (CCS) configuration, and the third connector is of a Tesla™ Supercharger configuration., 4. The vehicle charging interface unit of claim 1, wherein the mechanical blocking device is provided with an IP Code of IP 2x, where x is an integer value., 5. The vehicle charging interface unit of claim 4, wherein the mechanical blocking device is provided with an IP Code of IP 22., 6. A vehicle comprising a charging interface unit according to claim 1., 7. A vehicle charging interface unit for connecting a battery unit of a vehicle to a charging cable, the charging interface unit comprising a connection device establishing electric connection between the charging interface unit and the battery unit and two or more connectors for connecting the charging cable to the charging interface unit,\nwherein the charging interface unit further comprises a mechanical blocking device, configured for allowing access to only one of the two or more connectors at the same time,\nwherein the mechanical blocking device is constituted by a slidable component arranged in the charging interface unit where the slidable component is at least partially formed of a flexible material and includes an opening therein configured to provide access to only one of the two or more connectors at a time when the slidable component is slidingly moved relative to the two or more connectors.\n, wherein the charging interface unit further comprises a mechanical blocking device, configured for allowing access to only one of the two or more connectors at the same time,, wherein the mechanical blocking device is constituted by a slidable component arranged in the charging interface unit where the slidable component is at least partially formed of a flexible material and includes an opening therein configured to provide access to only one of the two or more connectors at a time when the slidable component is slidingly moved relative to the two or more connectors., 8. The vehicle charging interface unit of claim 7,\nwherein the charging interface unit comprises first and second rotatable spools provided on either side of the two or more connectors, and\nwherein the slidable component comprises a roll front door having a first end coupled to the first rotatable spool and a second end coupled to the second rotatable spool.\n, wherein the charging interface unit comprises first and second rotatable spools provided on either side of the two or more connectors, and, wherein the slidable component comprises a roll front door having a first end coupled to the first rotatable spool and a second end coupled to the second rotatable spool., 9. The vehicle charging interface unit of claim 7,\nwherein the charging interface unit comprises a first pair of rotatable rollers and a second pair of rotatable rollers provided on either side of the two or more connectors, and\nwherein the slidable component comprises an endless-belt type flexible door arranged around the first and second airs of rotatable rollers.\n, wherein the charging interface unit comprises a first pair of rotatable rollers and a second pair of rotatable rollers provided on either side of the two or more connectors, and, wherein the slidable component comprises an endless-belt type flexible door arranged around the first and second airs of rotatable rollers., 10. A system for charging a vehicle comprising:\na charging interface unit;\na battery unit;\na charging cable; and\na connection device,\nwherein the charging interface unit connects the battery unit of the vehicle to the charging cable,\nwherein the charging interface unit comprises the connection device for establishing an electric connection between the charging interface unit and the battery unit and three or more connectors for connecting the charging cable to the charging interface unit,\nwherein the charging interface unit further comprises a mechanical blocking device, configured for alternatingly allowing unique access to each of the three or more connectors while preventing access to the others of the three or more connectors.\n, a charging interface unit;, a battery unit;, a charging cable; and, a connection device,, wherein the charging interface unit connects the battery unit of the vehicle to the charging cable,, wherein the charging interface unit comprises the connection device for establishing an electric connection between the charging interface unit and the battery unit and three or more connectors for connecting the charging cable to the charging interface unit,, wherein the charging interface unit further comprises a mechanical blocking device, configured for alternatingly allowing unique access to each of the three or more connectors while preventing access to the others of the three or more connectors., 11. The system for charging a vehicle according to claim 10, wherein each individual connector has a unique configuration being different from the configuration of the one or more other connectors., 12. The system for charging a vehicle according to claim 11, wherein a first connector is of a Charge de Move (CHAdeMO) configuration, a second connector is of a Combined Charging System (CCS) configuration, and a third connector is of a Tesla™ Supercharger configuration., 13. The system for charging a vehicle according to claim 10, wherein the mechanical blocking device comprises the or more doors slidably arranged in the charging interface unit, where the doors are configured for allowing access to only one of the two or more connectors, wherein the three or more doors are slidable between three distinct configuration states, the configuration states comprising:\na first configuration state that provides access to a first connector and blocks access to the second and third connectors;\na second configuration state that provides access to a second connector and blocks access to the first and third connectors; and\na third configuration state that provides access to a third connector and blocks access to the first and second connectors.\n, a first configuration state that provides access to a first connector and blocks access to the second and third connectors;, a second configuration state that provides access to a second connector and blocks access to the first and third connectors; and, a third configuration state that provides access to a third connector and blocks access to the first and second connectors., 14. The system for charging a vehicle according to claim 10,\nwherein the charging interface unit comprises first and second rotatable spools provided on either side of the two or more connectors, and\nwherein the mechanical blocking device comprises a roll front door having a first end coupled to the first rotatable spool and a second end coupled to the second rotatable spool, where the roll front door has an opening configured for allowing access to only one of the three or more connectors.\n, wherein the charging interface unit comprises first and second rotatable spools provided on either side of the two or more connectors, and, wherein the mechanical blocking device comprises a roll front door having a first end coupled to the first rotatable spool and a second end coupled to the second rotatable spool, where the roll front door has an opening configured for allowing access to only one of the three or more connectors., 15. The system for charging a vehicle according to claim 10,\nwherein the charging interface unit comprises a first pair of rotatable rollers and a second pair of rotatable rollers provided on either side of the two or more connectors, and\nwherein the mechanical blocking device comprises an endless-belt type flexible door arranged around the first and second pairs of rotatable rollers, where the door includes an opening configured for allowing access to only one of the three or more connectors.\n, wherein the charging interface unit comprises a first pair of rotatable rollers and a second pair of rotatable rollers provided on either side of the two or more connectors, and, wherein the mechanical blocking device comprises an endless-belt type flexible door arranged around the first and second pairs of rotatable rollers, where the door includes an opening configured for allowing access to only one of the three or more connectors. | US | United States | Active | B60L11/1818 | True |
| 2 | Combined BMS, charger, and DC-DC in electric vehicles \n | US11458856B2 | This relates to systems for electric vehicles and, more specifically, to a combined Battery Management System (BMS)/Charger/Direct Current Converter (DC-DC).\nThe advent of mainstream electric vehicle and e-mobility application (like vertical take-off and landing (VTOL) helicopters and e-bikes) adoption requires a fresh perspective regarding the architecture of the electrical power system. Previous attempts at electric vehicles have resulted in sourcing individual electrical components that provide specific functionality and are distributed across the vehicle. The attempt from suppliers of electrical components has been to produce a generic component to be used across multiple vehicle lines in order to reduce cost through economies of scale. This disclosure provides a solution of reducing non-recurring engineering (NRE) and bill of material (BOM) cost, volume and mass through integration of individual components while providing added features.\n FIG. 1 is an electrical diagram of the BCD, according to an embodiment of the disclosure.\n FIG. 2 is a block diagram illustrating the exemplary components of power electronics.\n FIG. 3 is an exemplary cell voltage waveform demonstrating ripple while charging, according to an embodiment of the disclosure.\n FIG. 4 illustrates a side view of a BCD (i.e., ampBCD), according to an embodiment of the disclosure, compared to a traditional OBC and DC-DC combination.\n FIG. 5 provides an external view of an BCD, according to an embodiment of the disclosure.\n FIG. 6 provides another view of the BCD of FIG. 5, according to an embodiment of the disclosure.\n FIG. 7 provides an internal view of the BCD with the top PCB removed, according to an embodiment of the disclosure.\n FIG. 8 provides a partial view of the BCD showing a current shunt device and a fast charge contactor thermally coupled to a cold plate, according to an embodiment of the disclosure.\n FIG. 9 provides another partial view of the BCD showing large power magnetics components coupled to cold plate using square wire, according to an embodiment of the disclosure.\n FIGS. 10a and 10b illustrate traditional and BCD architectures, respectively.\n | A controller of an electric vehicle is disclosed. The controller includes: a BMS LV module configured to manage a low voltage battery; a BMS HV module configured to manage a high voltage battery; a DC-DC module configured to control a plurality of DC-DC FETs; and an ampSwitch module configured to detect a short on a bus and switch to an open state, and further configured to command the DC-DC module or an alternator to match the low battery's voltage and switch to a closed state when voltage returns to normal. | US:16/813,290 | https://patentimages.storage.googleapis.com/4c/52/2b/01f29ebdaa4477/US11458856.pdf | US:11458856 | Anil Paryani, Mike Hibbard, Vardan Markosyan, Jana Fernando, Jacob Swanson, Warren Chan, Joel Karlsson, Edward Casilio | Auto Motive Power Inc | GB:2520556:A, JP:2017136982:A, US:20200014240:A1 | Not available | 2022-10-04 | 1. A controller comprising:\na BMS LV module configured to manage a low voltage battery;\na BMS HV module configured to manage a high voltage battery;\na DC-DC module configured to control a plurality of DC-DC FETs; and\nan ampSwitch module configured to detect a short on a bus and switch to an open state, and further configured to command the DC-DC module or an alternator to match the low battery's voltage and switch to a closed state when voltage returns to normal.\n, a BMS LV module configured to manage a low voltage battery;, a BMS HV module configured to manage a high voltage battery;, a DC-DC module configured to control a plurality of DC-DC FETs; and, an ampSwitch module configured to detect a short on a bus and switch to an open state, and further configured to command the DC-DC module or an alternator to match the low battery's voltage and switch to a closed state when voltage returns to normal., 2. The controller of claim 1, further comprising:\nan OBC module configured to control a plurality of OBC FETs or IGBT by referencing a current setpoint provided by a wall-power limit and a limit of the high voltage battery.\n, an OBC module configured to control a plurality of OBC FETs or IGBT by referencing a current setpoint provided by a wall-power limit and a limit of the high voltage battery., 3. The controller of claim 1, further comprising:\na PTC module configured to determine torque limits of a powertrain system to control both longitudinal and lateral movements of a vehicle.\n, a PTC module configured to determine torque limits of a powertrain system to control both longitudinal and lateral movements of a vehicle., 4. The controller of claim 1, further comprising:\nan FC module configured to manage opening and closing a plurality of FC contactors.\n, an FC module configured to manage opening and closing a plurality of FC contactors., 5. The controller of claim 1, further comprising:\nan ADC module configured to monitor analog signals and employee digital filter techniques for signals from at least one of a current sensor, low voltage battery voltage and temperature sensor, and pedal monitor position sensor of a brake or accelerator pedal.\n, an ADC module configured to monitor analog signals and employee digital filter techniques for signals from at least one of a current sensor, low voltage battery voltage and temperature sensor, and pedal monitor position sensor of a brake or accelerator pedal., 6. A combined battery management system, charger, and direct current converter (BCD) for an electric vehicle, comprising:\na main controller comprising:\na BMS LV module configured to manage a low voltage battery;\na BMS HV module configured to manage a high voltage battery;\na DC-DC module configured to control a plurality of DC-DC FETs; and\nan ampSwitch module configured to detect a short on a bus and switch to an open state, and further configured to command the DC-DC module or an alternator to match the battery's voltage and switch to a closed state when voltage returns to normal.\n\n, a main controller comprising:\na BMS LV module configured to manage a low voltage battery;\na BMS HV module configured to manage a high voltage battery;\na DC-DC module configured to control a plurality of DC-DC FETs; and\nan ampSwitch module configured to detect a short on a bus and switch to an open state, and further configured to command the DC-DC module or an alternator to match the battery's voltage and switch to a closed state when voltage returns to normal.\n, a BMS LV module configured to manage a low voltage battery;, a BMS HV module configured to manage a high voltage battery;, a DC-DC module configured to control a plurality of DC-DC FETs; and, an ampSwitch module configured to detect a short on a bus and switch to an open state, and further configured to command the DC-DC module or an alternator to match the battery's voltage and switch to a closed state when voltage returns to normal., 7. The BCD of claim 6, further comprising a low voltage current sensor configured to measure current of a low voltage battery of the electric vehicle., 8. The BCD of claim 7, wherein the low voltage current sensor comprises:\na first current sensor configured to detect a short-circuit failure of a first 12V bus connecting the BCD to the low voltage battery; and\na second current sensor configured to detect a short-circuit failure of a second 12V bus connecting the BCD to the low voltage battery.\n, a first current sensor configured to detect a short-circuit failure of a first 12V bus connecting the BCD to the low voltage battery; and, a second current sensor configured to detect a short-circuit failure of a second 12V bus connecting the BCD to the low voltage battery., 9. The BCD of claim 7, wherein the low voltage current sensor comprises a fuse and contactor., 10. The BCD of claim 6, further comprising an OBC; and\nwherein the main controller further comprises an OBC module configured to control the OBC.\n, wherein the main controller further comprises an OBC module configured to control the OBC., 11. The BCD of claim 10, wherein the OBC comprises a plurality of OBC FETs or IGBT; and wherein the OBC module controls the OBC by referencing a current setpoint provided by a wall-power limit and a limit of the high voltage battery., 12. The BCD of claim 11, wherein the OBC is a bi-directional OBC., 13. The BCD of claim 11, wherein the OBC is connected to a charge connector of the electric vehicle., 14. The BCD of claim 6, further comprising a single direct current converter (DC-DC) configured to charge the low voltage battery from a high voltage battery., 15. The BCD of claim 6, further comprising an ampSwitch comprising back-to-back FETs, the ampSwitch controlled by the ampSwitch module of the main controller., 16. The BCD of claim 6, further comprising a high voltage current sensor configured to measure current of a high voltage of the electric vehicle., 17. The BCD of claim 6, wherein the main controller further comprises:\na PTC module configured to determine torque limits of a powertrain system to control both longitudinal and lateral movements of a vehicle.\n, a PTC module configured to determine torque limits of a powertrain system to control both longitudinal and lateral movements of a vehicle., 18. The BCD of claim 6, wherein the main controller further comprises:\nan FC module configured to manage opening and closing a plurality of FC contactors.\n, an FC module configured to manage opening and closing a plurality of FC contactors., 19. The BCD of claim 6, wherein the main controller further comprises:\nan ADC module configured to monitor analog signals and employee digital filter techniques for signals from at least one of a current sensor, low voltage battery voltage and temperature sensor, and pedal monitor position sensor of a brake or accelerator pedal.\n, an ADC module configured to monitor analog signals and employee digital filter techniques for signals from at least one of a current sensor, low voltage battery voltage and temperature sensor, and pedal monitor position sensor of a brake or accelerator pedal. | US | United States | Active | B | True |
| 3 | 基于电气化车辆电池中的锂镀覆检测的车辆控制 \n | CN107009905B | NaN | 本公开涉及基于电气化车辆电池中的锂镀覆检测的车辆控制。一种包括具有至少一个电池单元的牵引电池的车辆包括控制器，所述控制器连接至所述牵引电池并且被配置为：响应于由作为时间的函数的所述至少一个电池单元的微分电压与所述至少一个电池单元的电池单元充电速率的比值指示的所述至少一个电池单元中的锂镀覆，来控制所述牵引电池的充电和放电。可将所述比值与和当前电池荷电状态关联的阈值进行比较，以在所述比值低于所述阈值时指示锂镀覆。还可基于相对于先前存储的开路电压值的测量的电池单元开路电压来检测锂镀覆。可基于测量的电池单元电压和电流以及先前存储的电池单元内电阻来计算测量的电池单元开路电压值。 | CN:201710041216.6A | https://patentimages.storage.googleapis.com/3c/d4/ad/b629727039ba2c/CN107009905B.pdf | CN:107009905:B | 何川, 杰弗里·考埃尔, 李峰, 王旭, 毛睿齐, 布兰登·斯威舍, 陈海岩 | Ford Global Technologies LLC | CN:103072492:A, WO:2014125215:A1, CN:203267806:U | Not available | 2022-01-14 | 1.一种车辆，包括：, 牵引电池，具有多个电池单元；, 控制器，与所述牵引电池通信，并且被配置为：响应于检测到所述多个电池单元中的至少一个电池单元的锂镀覆来控制所述牵引电池，其中，所述锂镀覆的检测是基于所述至少一个电池单元的测量的开路电压与和当前操作状况关联的先前存储的开路电压值之间的差的。, 2.如权利要求1所述的车辆，其中，所述测量的开路电压是基于测量的电池单元电压、测量的电池单元电流和先前存储的电池单元内电阻而获得的。, 3.如权利要求1所述的车辆，所述控制器还被配置为：基于所述多个电池单元中的每个的开路电压与荷电状态之间的关系，响应于在所述牵引电池放电持续预定时间以允许完成锂剥离之后所述至少一个电池单元的荷电状态值低于阈值，来识别所述至少一个电池单元的锂镀覆。, 4.如权利要求1所述的车辆，其中，所述控制器还被配置为：响应于检测到所述至少一个电池单元的锂镀覆来控制牵引电池电流，其中，所述锂镀覆的检测是基于在所述牵引电池充电期间所述至少一个电池单元的电池单元微分电压与电池单元电流的比值的。, 5.如权利要求4所述的车辆，其中，所述控制器还被配置为：响应于检测到所述至少一个电池单元的锂镀覆来控制所述牵引电池，其中，所述锂镀覆的检测是基于作为时间的函数的所述比值与先前存储的比值模式的比较的。, 6.如权利要求1所述的车辆，其中，所述控制器还被配置为：响应于检测到所述至少一个电池单元的锂镀覆，来控制所述牵引电池的充电和放电。, 7.如权利要求1所述的车辆，其中，所述控制器还被配置为：响应于检测到所述至少一个电池单元的锂镀覆，减小所述牵引电池的充电电流。, 8.如权利要求1所述的车辆，其中，所述控制器还被配置为：响应于检测到所述至少一个电池单元的锂镀覆，使牵引电池电流反向。, 9.一种车辆，包括：, 牵引电池，具有多个电池单元；, 控制器，与所述牵引电池通信，并且被配置为：响应于检测到所述多个电池单元中的至少一个电池单元的锂镀覆来控制所述牵引电池，其中，基于所述多个电池单元中的每个的开路电压与荷电状态之间的关系，所述至少一个电池单元的锂镀覆由在所述牵引电池放电持续预定时间以允许完成锂剥离之后所述至少一个电池单元的荷电状态值低于阈值来指示。, 10.一种包括具有至少一个电池单元的牵引电池的车辆，包括：, 控制器，连接至所述牵引电池，并且被配置为：响应于检测到所述至少一个电池单元的锂镀覆来控制所述牵引电池的充电和放电，其中，所述至少一个电池单元的锂镀覆由作为时间的函数的所述至少一个电池单元的差分电压与所述至少一个电池单元的电池单元充电速率的比值来指示。, 11.一种由具有牵引电池的车辆中的车辆控制器实现的方法，包括：, 由所述车辆控制器响应于检测到一个或更多个牵引电池单元的锂镀覆来控制牵引电池电流，其中，所述一个或更多个牵引电池单元的锂镀覆由电池单元电压变化与电池单元充电速率的比值越过关联阈值来指示。 | CN | China | Active | B | True |
| 4 | Energy source system having multiple energy storage devices \n | US10158152B2 | This Application is a Divisional Application of U.S. Non Provisional patent application Ser. No. 13/422,514, entitled “Energy Source System having Multiple Energy Storage Devices,” filed Mar. 16, 2012, which is a Non-Provisional Application of U.S. Provisional Patent Application No. 61/453,474, entitled “Combined Battery and Super Capacitor Systems for Vehicle Applications,” filed Mar. 16, 2011, and U.S. Provisional Patent Application No. 61/508,621, entitled “System for Storage of Charge and Energy with an Integrated Controller,” filed Jul. 16, 2011, and U.S. Provisional Patent Application No. 61/477,730, entitled “Multiple Battery System for Vehicle Applications,” filed Apr. 21, 2011, and U.S. Provisional Patent Application No. 61/508,622, entitled “Differential State of Charge Battery for Improved Charging Capability,” filed Jul. 16, 2011, which are herein incorporated by reference.\nThe present patent application is generally related to the following patent applications, which are hereby incorporated into the present application by reference: U.S. application Ser. No. 13/422,246, entitled “Energy Source Systems Having Devices with Differential States of Charge”, filed by Ou Mao et al. on Mar. 16, 2012; U.S. application Ser. No. 13/422,326, entitled “Systems and Methods for Controlling Multiple Storage Devices”, filed by Brian C. Sisk et al. on Mar. 16, 2012; U.S. application Ser. No. 13/422,421, entitled “Energy Source Devices and Systems Having a Battery and An Ultracapacitor”, filed by Perry M Wyatt et al. on Mar. 16, 2012; and U.S. application Ser. No. 13/422,621, entitled “Systems and Methods for Overcharge Protection and Charge Balance in Combined Energy Source Systems”, filed by Junwei Jiang et al. on Mar. 16, 2012.\nThe presently disclosed embodiments relate generally to energy source systems capable of providing energy for a downstream application. More specifically, presently disclosed embodiments relate to energy source systems including combined battery and ultracapacitor devices for vehicle applications. Still more specifically, presently disclosed embodiments relate to a combined battery and ultracapacitor system that meets all of the electrical demands for vehicle loads, including starting, lighting and ignition, in a package that occupies less space and with less weight than conventional vehicle battery systems.\nThis section is intended to provide a background or context to the invention recited in the claims. The description herein may include concepts that could be pursued, but are not necessarily ones that have been previously conceived or pursued. Therefore, unless otherwise indicated herein, what is described in this section is not prior art to the description and claims in this application and is not admitted to be prior art by inclusion in this section.\nIt is generally known to provide typical Pb-acid batteries for starting, lighting, and ignition (SLI) applications in a vehicle. Such Pb-acid batteries usually have a capacity of about 70 Ah and a voltage of about 12V. The weight of such Pb-acid batteries is typically about 21 kg and the energy density is often about 40 Wh/kg. One performance requirement for such Pb-acid batteries for SLI applications is referred to as the “cold cranking current,” which is about 700 Ah at (−)18° C. Such a high cold cranking current requirement is for the vehicle engine starting purpose, for delivery within a few seconds, especially under cold weather conditions. However, such known Pb-acid batteries, in order to meet the cold cranking current requirement, are sized such that they tend to occupy a relatively large amount of space, and add a significant amount of weight to the vehicle platform.\nAnother drawback with conventional battery systems is the issue of poor charge acceptance. That is, in certain instances, the battery may not be capable of handling the high charge current, which may have an undesirable impact on the vehicle's energy regeneration capability. Accordingly, it would be desirable to provide one or more advanced energy source systems that are capable of efficiently meeting the cold cranking current requirements for engine starting while being packaged in a smaller and lighter device. Further, it would also be desirable to provide one or more advanced energy source systems that are adaptable for use with components associated with start-stop technology or components of the vehicle (e.g. to permit stopping of the vehicle engine during standstill periods and restart upon demand by the driver), or with components associated with mild-hybrid technology or components of the vehicle (e.g. to provide motor-driven boost or assist in accelerating a vehicle to a cruising speed), and electrical vehicle applications, and in a voltage range of approximately 10-400V, and more particularly within a range of approximately 10-100V.\nIn one embodiment, a system includes an energy storage device adapted to store and release energy and an ultracapacitor. The system also includes a first switching device coupled to the energy storage device and adapted to selectively connect and disconnect the energy storage device to a load and a second switching device coupled to the ultracapacitor and adapted to selectively connect and disconnect the ultracapacitor to the load. The system also includes a current sensor adapted to sense the current draw at the load. The first switching device is adapted to be activated to connect the energy storage device to the load when a rate of change of the current draw at the load is below a preset threshold, and the second switching device is adapted to be activated to connect the ultracapacitor to the load when the rate of change of the current draw at the load is greater than or equal to the preset threshold.\nIn another embodiment, a method includes monitoring a parameter corresponding to a demand present at a load and determining, based on a rate of change of the monitored parameter over time, whether the rate of change of the monitored parameter is greater than or equal to a preset threshold. The method also includes controlling a first switch to couple a battery to the load when the rate of change of the monitored parameter is not greater than or equal to the preset threshold. Further, the method includes controlling a second switch to couple an ultracapacitor to the load when the rate of change of the monitored parameter is greater than or equal to the preset threshold.\nIn another embodiment, a system includes a battery having one or more electrochemical cells coupled in series with one another and an ultracapacitor. The system also includes a first switching device coupled to the battery and adapted to selectively connect and disconnect the battery to a load and a second switching device coupled to the ultracapacitor and adapted to selectively connect and disconnect the ultracapacitor to the load. The system also includes a direct current to direct current (DC-DC) converter adapted to electrically couple the battery to the ultracapacitor and a sensing system adapted to sense an operational parameter of the battery, an operational parameter of the ultracapacitor, and a load parameter. Further, the system includes a controller coupled to the first switching device, the second switching device, and the DC-DC converter and adapted to determine, based on the sensed operational and load parameters, an energy flow between the battery, the ultracapacitor, the DC-DC converter, and the load and to control the first switching device, the second switching device, and the DC-DC converter to achieve the determined energy flow.\nIn another embodiment, a method includes detecting an engine start signal and determining, based on a received input, if the energy stored in a battery is sufficient to start an internal combustion engine associated with an electromechanical vehicle. The method also includes controlling a direct current to direct current (DC-DC) converter to transfer energy from the battery to an ultracapacitor when the energy stored in the battery is not sufficient to start the internal combustion engine. Further, the method includes controlling a switch coupled to the ultracapacitor to electrically couple the ultracapacitor to the internal combustion engine to enable a flow of energy from the ultracapacitor to the internal combustion engine to start the internal combustion energy when the energy stored in the battery is not sufficient to start the internal combustion engine.\nIn another embodiment, a controller is adapted to detect an engine start signal and to determine, based on a received input, if the energy stored in a battery is sufficient to start an internal combustion engine associated with an electromechanical vehicle. The controller is also adapted to control a direct current to direct current (DC-DC) converter to transfer energy from the battery to an ultracapacitor when the energy stored in the battery is not sufficient to start the internal combustion engine. Further, the controller is adapted to control a switch coupled to the ultracapacitor to electrically couple the ultracapacitor to the internal combustion engine to enable a flow of energy from the ultracapacitor to the internal combustion engine to start the internal combustion energy when the energy stored in the battery is not sufficient to start the internal combustion engine.\nThe disclosure will become more fully understood from the following detailed description, taken in conjunction with the accompanying figures, wherein like reference numerals refer to like elements, in which:\n FIG. 1 illustrates an electrical supply system having a negative terminal and a positive terminal disposed on a housing that encloses an energy storage device and an ultracapacitor in accordance with an embodiment;\n FIG. 2 is a schematic representation of a battery and ultracapacitor design for vehicle applications according to one embodiment of the systems described herein;\n FIG. 3 illustrates an embodiment of a circuit that may be utilized to electrically couple an energy storage device and an ultracapacitor within a housing having two terminals in accordance with an embodiment;\n FIG. 4 illustrates an embodiment of a circuit that may be utilized to electrically couple an energy storage device and an ultracapacitor utilizing at least one variable resistance device in accordance with an embodiment;\n FIG. 5 illustrates an embodiment of a method that may be implemented by a controller to utilize sensed feedback to intelligently control operation of a multiple device system in accordance with an embodiment;\n FIG. 6 illustrates an embodiment of a circuit that may be utilized to electrically couple an energy storage device, an ultracapacitor, and a DC/DC converter within a housing having two terminals in accordance with an embodiment;\n FIG. 7 illustrates an embodiment of a safe start method that may be implemented by a controller to control a battery and an ultracapacitor in accordance with an embodiment;\n FIG. 8 is a schematic representation of a battery and ultracapacitor design for vehicle applications according to a first embodiment of the systems described herein;\n FIG. 9 is a schematic representation of a battery and ultracapacitor design for vehicle applications according to a second embodiment of the systems described herein;\n FIG. 10 is a schematic representation of a battery and ultracapacitor design for vehicle applications according to a third embodiment of the systems described herein;\n FIG. 11 is a schematic representation of a battery and ultracapacitor design for vehicle applications according to a fourth embodiment of the systems described herein;\n FIG. 12 is a schematic representation of a battery and ultracapacitor design for vehicle applications according to a fifth embodiment of the systems described herein;\n FIG. 13 is a schematic representation of a battery and ultracapacitor design for vehicle applications according to a sixth embodiment of the systems described herein;\n FIG. 14 is a schematic representation of a battery and ultracapacitor design for vehicle applications according to a seventh embodiment of the systems described herein;\n FIG. 15 is a schematic representation of a battery and ultracapacitor design for vehicle applications according to an eighth embodiment of the systems described herein;\n FIG. 16 illustrates an energy source system including a differential state of charge (SOC) energy storage device having a housing that encloses a low SOC energy storage device and a high SOC energy storage device in a single enclosure in accordance with an embodiment;\n FIG. 17 illustrates an embodiment of voltage versus state of charge (SOC) curves for energy storage devices having different states of charge in accordance with an embodiment;\n FIG. 18 illustrates an embodiment of voltage versus state of charge (SOC) curves for energy storage devices having different states of charge in accordance with an embodiment;\n FIG. 19 illustrates a power capability advantage that may be gained by combining a low state of charge (SOC) device and a high SOC device in a single package in accordance with an embodiment;\n FIG. 20 illustrates a power capability advantage that may be gained by combining a low state of charge (SOC) device and a high SOC device in a single package in accordance with an embodiment;\n FIG. 21 illustrates an embodiment of a standard battery enclosure that is internally configured to house one or more batteries or cells and one or more ultracapacitors;\n FIG. 22 illustrates an embodiment of a battery enclosure having dimensions that conform and a unique shape that may conform to those of a desired battery that the new assembly and circuitry are intended to replace;\n FIG. 23 is perspective view of an embodiment of a vehicle having a battery module or system for providing all or a portion of the motive power for the vehicle; and\n FIG. 24 illustrates a cutaway schematic view of an embodiment of the vehicle of FIG. 23 provided in the form of a hybrid electric vehicle.\nIn accordance with presently disclosed embodiments, provided herein are advanced battery and ultracapacitor systems having overcharge protection and charge balancing capabilities. In some embodiments, the high power discharge capability of the ultracapacitors may be utilized to meet the cold cranking current requirements for a vehicle engine start, and a smaller and lighter battery may be utilized to provide the energy for other vehicle electrical applications. According to any of the illustrated embodiments, the vehicle applications may include one or more of internal combustion engines, hybrid, micro-hybrid, start-stop and electric vehicle applications, and may include voltage applications within the range of approximately 10V to approximately 400V, and more particularly, within a range of approximately 10V and approximately 100V. Although only a certain number of battery types have been described in the illustrated embodiments by way of example, any of a wide variety of other battery types and chemistries may be adapted for use with ultracapacitors for use in providing a smaller and/or lighter electrical power supply for a wide variety of vehicle applications. Accordingly, all such variations are intended to be within the scope of this disclosure.\nOne type of battery technology suitable for use with the systems described herein in Li-ion technology. The Li-ion battery technology provides a relatively high energy density up to about 200 Wh/kg, which is generally about five times that of the Pb-acid battery energy density. Thus, there are benefits for using Li-ion battery technology in some embodiments to replace the conventional Pb-acid battery for SLI applications in vehicles, such as (by way of example, and not limited to) elimination of Pb toxic compounds, lighter weight, and smaller space requirements. However, the cold cranking performance of Li-ion technology, by itself, is generally understood to limit the use of Li-ion technology in such applications. A typical Li-ion battery discharge rate at (−)18° C. is generally about a 2 C rate, where 2 C rate represents a discharge current of about 140 A for 70 Ah batteries, which is lower than the typical Pb-acid battery cold cranking performance (around 10 C rate).\nTurning now to the drawings, FIG. 1 illustrates an electrical supply system 10 having a housing 12 with a negative terminal 14 that is connected to ground 16 and a positive terminal 18 that is capable of being coupled to an implementation-specific vehicle connection 20, such as a switch, a starter motor, etc. As shown, an energy storage device 22 and an ultracapacitor 24 are provided within the housing 12. That is, a single housing 12 having two terminals 14 and 18 encloses both the energy storage device 22 and the ultracapacitor 24. The foregoing feature may enable the electrical supply system 10 to be dimensioned in such a way that enables the system 10 to be utilized to replace a variety of battery devices having standardized dimensions, for example, a standard 12V battery. As such, it should be noted that the housing 12 and the configuration of the terminals 14 and 18 may be susceptible to a variety of implementation-specific variations in size, shape, and placement, as discussed in more detail below. For example, in certain embodiments the system may be designed such that the housing or enclosure is configured to permit simple and direct replacement of existing battery systems, such as conventional vehicular batteries. As such, the enclosure may conform to standard sizing and form factors, particularly relating to the length, width, and height of the enclosure, the placement of terminals, the configuration of the terminals, the placement and dimensions of features intended to hold the battery system in place, and so forth. Where desired, the actual enclosure may be somewhat smaller than such conventional form factors, and adapters, shims and similar structures may be used to allow for such replacement. Such adapters and structures may also allow for the use of enclosures of irregular or non-standard shapes. In either case, there may be need for little or no change in the supporting and interfacing structures of the vehicle or other application in which the system is placed as compared to current structures.\nIt should be noted that, as will be appreciated by those skilled in the art, distinctions exist between “charge” and “energy”, both physically and in terms of unitary analysis. In general, charge will be stored and energy converted during use. However, in the present context, the two terms will often be used somewhat interchangeably. Thus, at times reference is made to “charge storage” or to “the flow of charge”, or to similar handling of “energy”. This use should not be interpreted as technically inaccurate or limiting insomuch as the batteries, ultracapacitors, and other devices and components may be said, in common parlance, to function as either energy storage devices or charge storage devices, and sometimes as either or both.\nFurther, as shown in the illustrated embodiment, the housing 12 also encloses a controller 26 that is coupled to the energy storage device 22 and the ultracapacitor 24 and may control operation of the multiple device system. It should be noted that the controller 26 shown in FIG. 1 may be any controller that is suitable for use with a multiple device system. However, in some presently contemplated embodiments, the energy storage device 22 and the ultracapacitor 24 may be controlled by a multiple device controller such as the controller described in the co-pending application entitled “SYSTEMS AND METHODS FOR CONTROLLING MULTIPLE STORAGE DEVICES,” which is hereby incorporated by reference, as previously mentioned.\nFurther, it should be noted that the energy storage device 22 and the ultracapacitor 24 in FIG. 1 are merely illustrative, and each device may include one or more devices in other embodiments. For example, referring generally to the embodiment illustrated in FIG. 2, a combination of Li-ion technology with an ultracapacitor pack may provide an improved vehicle electrical power system, since the high power ultracapacitor can quickly discharge with high power to start the vehicle engine (e.g., within approximately 2 or 3 seconds). More specifically, FIG. 2 illustrates one embodiment of the design of the combination of a Li-ion battery 28 having four cells 30, 32, 34, and 36 (each with a capacity of approximately 15 Ah) and a bank 38 of ultracapacitors 40, 42, 44, 46, 48, and 50 (each with a capacity of about 2000 Farads and 2.7 VDC). In one embodiment, the average voltage of each Li-ion battery cell (LiFePO4/graphite) is about 3.3V, and thus, the four cell pack in series provides a voltage of about 13.2V. The six ultracapacitors 40, 42, 44, 46, 48, and 50 in series provide an average voltage of about 12V.\nFurther, during cold cranking current requirements, the ultracapacitor pack 38 can supply a maximum current of about 2,000 Amps within 2 seconds at cold temperatures around (−)18° C., which is generally understood to be sufficient to start a vehicle engine. Further, the total weight of such a four cell Li-ion battery and six ultracapacitor pack is about seven 7 kg, compared to a weight of about 21 kg for a Pb-acid battery with a capacity of about 70 Ah for vehicle starting, lighting, and ignition (SLI) applications. The maximum power for such a Li-ion and ultracapacitor system reaches to about 46 kW, compared to about 5.6 kW for the Pb-acid battery pack (70 Ah) at low temperatures of about (−)18° C.\n FIGS. 3 and 4 illustrate additional embodiments of circuits 52 and 54 that may be utilized to electrically couple an embodiment of the energy storage device 22 and an embodiment of the ultracapacitor 24 for packaging in the housing 12 having two terminals 14 and 18. Specifically, in the illustrated embodiments, a battery 56 and a capacitor 58, which may be an ultracapacitor in certain embodiments, are coupled to a current sensor 60. In the embodiment of FIG. 3, the battery 56 is electrically coupled to the positive terminal 18 via a first switch 62, and the capacitor 58 is electrically coupled to the positive terminal 18 via a second switch 64. However, it should be noted that the switches 62 and 64 illustrated in FIG. 3 may, in other embodiments, be variable resistance devices capable of feathering in and out the associated device, for example, as dictated by the controller 26. For instance, in the embodiment of FIG. 4, the second switch 64 is a field-effect transistor (FET) 66 capable of being controlled to connect and disconnect the capacitor 58 to a load present at the positive terminal 18 in a variable manner. Additionally, it should be noted that in other embodiments, the first switch 62 may also be a variable resistance device, such as a FET.\nDuring operation, the current sensor 60 senses the current draw present at the load, thus enabling the controller 26 to determine, based on the sensed level, the nature of the load that is present. For example, the current sensor 60 may sense a level that corresponds to an accessory drain or alternatively, the current sensor 60 may sense a level that corresponds to a power draw. The controller 26 may then utilize the sensed current level to determine which of the battery 56 and the capacitor 58 should be activated, for example, via closing of the switches 62 and 64. For example, if an accessory drain from a vehicle is detected at the load, the switch 62 may be closed, thus enabling the battery 56 to meet the accessory demand. For further example, if a power draw, such as a draw associated with starting of an internal combustion engine, is detected, the switch 64 may be closed to enable the capacitor 58 to meet the power draw. Still further, in some embodiments, the controller may control the FET 66 and a FET coupled to the battery 56 such that the load is met by a combination of power delivered from the devices 56 and 58. Accordingly, presently disclosed embodiments may provide for sensing a parameter of the load and intelligently controlling the devices 56 and 58 to meet the demand present at the load.\n FIG. 5 illustrates an embodiment of a method 68 that may be implemented by, for example, the controller 26, to utilize the sensed feedback to intelligently control operation of the multiple device system. Once the operation is started (block 70), the controller 26 receives an initial value for the current draw level (block 72), for example, from the current sensor 60, and then receives a present value of the current draw at a later time point (block 74). In this embodiment, the method 68 proceeds with an inquiry as to whether the rate of change of the current draw with respect to time is greater than or equal to a preset threshold (block 76). If the rate of change of the sensed current meets or exceeds the given threshold, the controller 26 activates the capacitor 58 to meet the demand (block 78). For example, the controller may utilize switch 64 to couple the capacitor 58 to the load present at the positive terminal 18. However, if the rate of change of the sensed current is below the preset threshold, the battery 56 is activated to meet the demand at the load (block 80).\nIn this way, the rate of change of sensed current over time may be utilized to determine which of the devices 56 and 58 are utilized to meet the demand of the load. It should be noted that although the sensor in the illustrated embodiment is a current sensor, in other embodiments, any suitable sensor or combination of sensors capable of sensing a load parameter may be utilized. Additionally, any suitable indicator, not limited to the rate of change of current with respect to time, may be utilized to determine which device is activated to meet the demand at the load. Still further, in certain embodiments, a variety of thresholds or inquiries may be utilized to determine which portion of the load should be met by each device. That is, in certain embodiments, the controller may utilize additional logic to determine an appropriate shared distribution of the load between the devices.\n FIG. 6 illustrates an additional embodiment of a circuit 82 that may be utilized to electrically couple the battery 56 and the capacitor 58 to the load present at the positive terminal 18. In this embodiment, as before, the switches 62 and 64 couple the battery 56 and the capacitor 58, respectively, to the positive terminal 18. However, as shown, the circuit 82 includes a direct current to direct current (DC/DC) converter that electrically couples the battery 56 and the capacitor 58. Further, a sensing system 85 includes a battery voltage sensor 86, a capacitor voltage sensor 88, and a net voltage sensor 90 capable of measuring the voltage of the battery, the voltage of the capacitor, and the net voltage, respectively, throughout operation of the circuit 82.\nDuring operation of the circuit 82, the sensing system 85 may be utilized to measure voltage levels at a variety of locations in the circuit 82, thus enabling the controller 26 to acquire information regarding both load requirements as well as the quantity of energy each of the devices 56 and 58 is capable of providing. Therefore, based on the information received from the sensing system 85, the controller 26 may control the switches 62 and 64 and the DC/DC converter 84 to meet the demand at the load in accordance with energy available from each of the devices 56 and 58 at any given operational time point. Further, it should be noted that, as before, the switches 62 and 64 may be variable devices, such as FETs, that enable the controller to feather in and out each of the devices as appropriate.\nIn one embodiment, the circuit 82 of FIG. 6 may be packaged, for example, within housing 12, with the controller 26 and utilized in place of a traditional vehicle battery. In such an embodiment, the circuit 82, operated under control of the controller 26, may be utilized to reduce or eliminate the likelihood that the vehicle in which the device 10 is placed is unable to start when the voltage of the battery 56 is drained below a level sufficient to start, for example, the internal combustion engine of the vehicle. Here again, it should be noted that, as discussed in more detail below, the housing 12 and the configuration of the terminals 14 and 18 may be dimensioned and configured for the vehicle in which the device 10 is intended to be utilized.\n FIG. 7 illustrates an embodiment of a method 92 that may be implemented by the controller 26 to ensure that a vehicle with which the circuit 82 is associated is started if possible given the energy available in the devices 56 and 58. Once the operation is started (block 94), an operator demand to start the vehicle is detected (block 96). For example, the operator may insert and turn a key in a console of the vehicle, press a button to start the vehicle, and so forth, depending on the specific vehicle type. In some embodiments, the battery 56 may be designated as the primary energy source that is to be utilized for routine vehicle starting events. In such embodiments, at certain times, the voltage of the battery may be too low to support an engine start event, and the controller 26 receives an input indicating that the available voltage from the battery is insufficient to meet the operator demand to start the vehicle (block 98).\nIn such instances, presently disclosed embodiments provide for a reduced or prevented likelihood that battery drainage will prohibit the vehicle from being started. More specifically, the method 92 includes the step of controlling the DC/DC converter 84 to utilize the available voltage in the battery 56 to charge the capacitor 58 (block 100). That is, although the voltage in the battery 56 may be insufficient to start the vehicle, the available voltage may be sufficient to charge the capacitor 58. Once the vehicle fails to start upon the operator's first request, the operator may again attempt to start the vehicle, and the controller 26 detects this demand (block 102). Since the capacitor 58 was charged during the time lapse between the first start attempt and the second start attempt, the capacitor 58 may be utilized to start the vehicle (block 104), thus fulfilling the operator request. In this way, the circuit 82 may be controlled to reduce or prevent the likelihood that the vehicle will not be able to start when the battery voltage is low, thus offering advantages over traditional systems that may utilize a battery in place of the multiple device system 10.\n FIGS. 8-15 illustrate additional embodiments of circuits including various combinations of batteries, ultracapacitors, overcharge protection circuits, and charge balancing circuits. Specifically, FIG. 8 illustrates an embodiment of a combined battery and ultracapacitor system 106 for vehicle applications with recharge capability. The system 106 as shown in FIG. 8 includes a battery 108 having a number of cells (or battery units) C1, C2, . . . CX that are connected in series and to terminals T3 (110) and T4 (112), which are connected to the alternator of the vehicle's electrical system for maintaining the charge on the battery cells 108 (and providing a power source to other electrical loads of the vehicle). An ultracapacitor pack 114 is shown connected in parallel with the battery 108 and has individual ultracapacitors S1, S2, . . . SY connected in series with one another and to terminals T1 (116) and T2 (118), which are connected to the engine-starting portion of the vehicle's electrical system for providing relatively short and high current for starting the vehicle. The number of ultracapacitors and the capacity of the ultracapacitors are selected so that the total voltage of the ultracapacitors 114 substantially matches the total voltage of the series of cells in the battery 108. The system 106 also includes a management and control system 120 that permits the battery 108 to quickly recharge the ultracapacitors 114 following discharge (e.g. engine starts).\nAccording to the illustrated embodiment, the management and control system 120 includes first management and control circuitry 122 that is associated with the ultracapacitors 114, as well as second management and control circuitry 124 that is associated with the battery 108. During operation, the management and control system 120 operates to provide overcharge protection and charge balance for the ultracapacitors 114. As such, it should be noted that the first control circuitry 122 and the second control | System are described that include an energy storage device adapted to store and release energy and an ultracapacitor. The systems include a switching device coupled to the energy storage device to selectively connect and disconnect the energy storage device to a load, and a second switching device coupled to the ultracapacitor and adapted to connect and disconnect the ultracapacitor to the load. The systems may include a sensor adapted to sense the current draw at the load. The first switching device is activated to connect the energy storage device to the load when a rate of change of the current draw at the load is below a threshold, and the second switching device is activated to connect the ultracapacitor to the load when the rate of change of the current draw at the load is greater than or equal to the threshold. | US:15/059,103 | https://patentimages.storage.googleapis.com/11/59/3f/fd71cf805131e9/US10158152.pdf | US:10158152 | Thomas M. Watson, Junwei Jiang, Perry M. Wyatt | Johnson Controls Technology Co | US:4047088, WO:1984001475:A1, US:4962462, US:5155374, US:5155373, US:5146095, US:5041776, US:5311112, US:5666006, US:5642696, US:5844325, US:5710699, US:5993963, US:5993983:C1, US:5993983, US:5903764, US:6057666, US:6313608, US:6909287, US:6081098, US:6331762, US:6871151, US:7126341, US:7688074, US:6331365, US:6346794, US:7035084, US:20020132164:A1, US:6325035, US:6586941, US:20020024322:A1, US:6362595, US:6300763, US:20040112320:A1, US:20020145404:A1, US:20080111508:A1, US:20080113226:A1, US:20040201365:A1, US:6777913, US:20070160901:A1, US:20030094928:A1, US:6727708, US:6930485, US:6744237, US:20040053083:A1, US:20080013224:A1, US:20050285445:A1, US:7436080, US:20040164703:A1, DE:20311494:U1, US:20050035741:A1, US:7834583, US:20050052155:A1, US:20050080641:A1, US:7494729, US:7076350, US:20050137764:A1, US:7349816, US:7134415, US:20050224035:A1, US:20050247280:A1, US:20050279544:A1, US:7360615, US:20050284676:A1, US:7696716, WO:2006045016:A2, US:20060098390:A1, US:20060127704:A1, US:7427450, US:20060186738:A1, US:20060201724:A1, US:20090050092:A1, US:20070050108:A1, US:20070090808:A1, US:20070159007:A1, US:20100019737:A1, US:7832513, US:8013611, US:20090322286:A1, US:20100233523:A1, DE:102006048872:A1, FR:2910191:A1, US:7688071, US:20090011327:A1, US:20090021216:A1, US:7806095, US:20090056661:A1, CN:101425612:A, US:20100017045:A1, US:20100285702:A1, US:7969040, US:20110031046:A1, CN:201247804:Y, US:20090317696:A1, US:20100237872:A1, WO:2010091583:A1, US:20100263375:A1, US:20130120897:A1, JP:2011009128:A, US:20110001353:A1, JP:2011071112:A, US:20110202216:A1, CN:101699590:A, US:20100133025:A1, CN:101719557:A, US:20110198929:A1, US:20110238257:A1 | 2018-12-18 | 2018-12-18 | 1. An energy source system, comprising:\na housing, wherein the housing comprises a positive terminal and a negative terminal;\na current sensor disposed within the housing and electrically coupled to the positive terminal, wherein the current sensor is configured to sense current flow through the positive terminal;\nan energy storage device and a first switching device coupled in series between the negative terminal and the current sensor, wherein the first switching device is configured to selectively connect to enable current flow and disconnect to block current flow;\nan ultracapacitor pack and a second switching device coupled in series between the negative terminal and the current sensor, wherein the second switching device is configured to selectively connect to enable current flow and disconnect to block current flow; and\na controller communicatively coupled to the current sensor, the first switching device, and the second switching device, wherein the controller configured to:\ndetermine a rate of change of current draw at a load electrically coupled to the positive terminal and the negative terminal of the energy source system based at least in part on the current flow sensed by the current sensor;\ninstruct the first switching device to connect to enable the energy storage device to supply electric charge to the load at a first rate when the rate of change of the current draw at the load is below a preset threshold; and\ninstruct the second switching device to connect to enable the ultracapacitor pack to supply electric charge to the load at a second rate greater than the first rate when the rate of change of the current draw at the load is greater than or equal to the preset threshold.\n\n, a housing, wherein the housing comprises a positive terminal and a negative terminal;, a current sensor disposed within the housing and electrically coupled to the positive terminal, wherein the current sensor is configured to sense current flow through the positive terminal;, an energy storage device and a first switching device coupled in series between the negative terminal and the current sensor, wherein the first switching device is configured to selectively connect to enable current flow and disconnect to block current flow;, an ultracapacitor pack and a second switching device coupled in series between the negative terminal and the current sensor, wherein the second switching device is configured to selectively connect to enable current flow and disconnect to block current flow; and, a controller communicatively coupled to the current sensor, the first switching device, and the second switching device, wherein the controller configured to:\ndetermine a rate of change of current draw at a load electrically coupled to the positive terminal and the negative terminal of the energy source system based at least in part on the current flow sensed by the current sensor;\ninstruct the first switching device to connect to enable the energy storage device to supply electric charge to the load at a first rate when the rate of change of the current draw at the load is below a preset threshold; and\ninstruct the second switching device to connect to enable the ultracapacitor pack to supply electric charge to the load at a second rate greater than the first rate when the rate of change of the current draw at the load is greater than or equal to the preset threshold.\n, determine a rate of change of current draw at a load electrically coupled to the positive terminal and the negative terminal of the energy source system based at least in part on the current flow sensed by the current sensor;, instruct the first switching device to connect to enable the energy storage device to supply electric charge to the load at a first rate when the rate of change of the current draw at the load is below a preset threshold; and, instruct the second switching device to connect to enable the ultracapacitor pack to supply electric charge to the load at a second rate greater than the first rate when the rate of change of the current draw at the load is greater than or equal to the preset threshold., 2. The energy source system of claim 1, wherein:\nthe first switching device comprises a first field-effect transistor;\nthe second switching device comprises a second field-effect transistor, or both.\n, the first switching device comprises a first field-effect transistor;, the second switching device comprises a second field-effect transistor, or both., 3. The energy source system of claim 1, wherein controller is configured to:\ninstruct the second switching device to disconnect to block supply of electric charge from the ultracapacitor pack to the load when the rate of change of the current draw at the load is below the present threshold; and\ninstruct the first switching device to disconnect to block supply of electric charge from the energy storage device to the load when the rate of change of the current draw at the load is greater than or equal to the preset threshold.\n, instruct the second switching device to disconnect to block supply of electric charge from the ultracapacitor pack to the load when the rate of change of the current draw at the load is below the present threshold; and, instruct the first switching device to disconnect to block supply of electric charge from the energy storage device to the load when the rate of change of the current draw at the load is greater than or equal to the preset threshold., 4. The energy source system of claim 1, comprising a direct current to direct current converter electrically coupled to a first node between the energy storage device and the first switching device and to a second node between the ultracapacitor pack and the second switching device;\nwherein the controller is configured to control operation of the direct current to direct current converter to charge the ultracapacitor pack using electrical power output from the energy storage device.\n, wherein the controller is configured to control operation of the direct current to direct current converter to charge the ultracapacitor pack using electrical power output from the energy storage device., 5. The energy source system of claim 1, wherein the load comprises a starting load, alighting load, or an ignition load, or any combination thereof., 6. The energy source system of claim 1, wherein the energy storage device comprises one or more battery cells., 7. The energy source system of claim 1, wherein:\nthe ultracapacitor pack comprises a first ultracapacitor and a second ultracapacitor coupled in series; and\nthe controller is configured to control current flow from the energy storage device to the ultracapacitor pack such that:\nthe current flow is supplied to the first ultracapacitor to charge the first ultracapacitor; and\nthe current flow subsequently bypasses the first ultracapacitor and is supplied to the second ultracapacitor to balance charging of the second ultracapacitor with the first ultracapacitor.\n\n, the ultracapacitor pack comprises a first ultracapacitor and a second ultracapacitor coupled in series; and, the controller is configured to control current flow from the energy storage device to the ultracapacitor pack such that:\nthe current flow is supplied to the first ultracapacitor to charge the first ultracapacitor; and\nthe current flow subsequently bypasses the first ultracapacitor and is supplied to the second ultracapacitor to balance charging of the second ultracapacitor with the first ultracapacitor.\n, the current flow is supplied to the first ultracapacitor to charge the first ultracapacitor; and, the current flow subsequently bypasses the first ultracapacitor and is supplied to the second ultracapacitor to balance charging of the second ultracapacitor with the first ultracapacitor., 8. The energy source system of claim 1, wherein the preset threshold comprises a current level sufficient to start an internal combustion engine., 9. A method for controlling operation of an energy source system, comprising:\ndetermining, using a controller, voltage across an energy storage device implemented in the energy source system resulting from storage of electrical energy in the energy storage device;\ndetermining, using the controller, whether first electrical power resulting from the electrical energy stored in the energy storage device is expected to be sufficient to enable a starter coupled to the energy source system to crank an internal combustion engine based at least in part on voltage across the energy storage device;\ninstructing, using the controller, a first switching device electrically coupled between the energy storage device and the starter to connect to enable the energy source system to supply the first electrical power to the starter when the first electrical power is expected to be sufficient to crank the internal combustion engine; and\nwhen the first electrical power is not expected to be sufficient to crank the internal combustion engine:\ncontrolling, using the controller, operation of a direct current to direct current converter electrically coupled between the energy storage device and an ultracapacitor pack implemented in the energy source system to charge the ultracapacitor pack using the first electrical power output from the energy storage device; and\ninstructing, using the controller, a second switching device electrically coupled between the ultracapacitor pack and the starter to connect to enable the ultracapacitor to supply second electrical power with magnitude greater than the first electrical power to the starter when a second engine start signal after the first engine start signal is received.\n\n, determining, using a controller, voltage across an energy storage device implemented in the energy source system resulting from storage of electrical energy in the energy storage device;, determining, using the controller, whether first electrical power resulting from the electrical energy stored in the energy storage device is expected to be sufficient to enable a starter coupled to the energy source system to crank an internal combustion engine based at least in part on voltage across the energy storage device;, instructing, using the controller, a first switching device electrically coupled between the energy storage device and the starter to connect to enable the energy source system to supply the first electrical power to the starter when the first electrical power is expected to be sufficient to crank the internal combustion engine; and, when the first electrical power is not expected to be sufficient to crank the internal combustion engine:\ncontrolling, using the controller, operation of a direct current to direct current converter electrically coupled between the energy storage device and an ultracapacitor pack implemented in the energy source system to charge the ultracapacitor pack using the first electrical power output from the energy storage device; and\ninstructing, using the controller, a second switching device electrically coupled between the ultracapacitor pack and the starter to connect to enable the ultracapacitor to supply second electrical power with magnitude greater than the first electrical power to the starter when a second engine start signal after the first engine start signal is received.\n, controlling, using the controller, operation of a direct current to direct current converter electrically coupled between the energy storage device and an ultracapacitor pack implemented in the energy source system to charge the ultracapacitor pack using the first electrical power output from the energy storage device; and, instructing, using the controller, a second switching device electrically coupled between the ultracapacitor pack and the starter to connect to enable the ultracapacitor to supply second electrical power with magnitude greater than the first electrical power to the starter when a second engine start signal after the first engine start signal is received., 10. The method of claim 9, comprising instructing, using the controller, the first switching device and the second switching device to remain disconnected during a time lapse between the first engine start signal and the second engine start signal to enable the direct current to direct current converter to charge the ultracapacitor pack during the time lapse., 11. The method of claim 9, comprising:\ndetermining, using the controller, current flow through the energy source system;\ndetermining, using the controller, determine a rate of change of current draw at a load electrically coupled to the energy source system based at least in part on the current flow through the energy source system;\ninstructing, using the controller, the first switching device to connect to enable the energy storage device to supply electric charge to the load at a first rate when the rate of change of the current draw at the load is below a preset threshold; and\ninstructing, using the controller, the second switching device to connect to enable the ultracapacitor pack to supply electric charge to the load at a second rate greater than the first rate when the rate of change of the current draw at the load is greater than or equal to the preset threshold.\n, determining, using the controller, current flow through the energy source system;, determining, using the controller, determine a rate of change of current draw at a load electrically coupled to the energy source system based at least in part on the current flow through the energy source system;, instructing, using the controller, the first switching device to connect to enable the energy storage device to supply electric charge to the load at a first rate when the rate of change of the current draw at the load is below a preset threshold; and, instructing, using the controller, the second switching device to connect to enable the ultracapacitor pack to supply electric charge to the load at a second rate greater than the first rate when the rate of change of the current draw at the load is greater than or equal to the preset threshold., 12. The method of claim 11, comprising:\ninstructing, using the controller, the second switching device to disconnect to block supply of electric charge from the ultracapacitor pack to the load when the rate of change of the current draw at the load is below the preset threshold; and\ninstructing, using the controller, the first switching device to disconnect to block supply of electric charge from the energy storage device to the load when the rate of change of the current draw at the load is greater than or equal to the preset threshold.\n, instructing, using the controller, the second switching device to disconnect to block supply of electric charge from the ultracapacitor pack to the load when the rate of change of the current draw at the load is below the preset threshold; and, instructing, using the controller, the first switching device to disconnect to block supply of electric charge from the energy storage device to the load when the rate of change of the current draw at the load is greater than or equal to the preset threshold., 13. An energy source system, comprising:\na housing, wherein the housing comprises a positive terminal and a negative terminal;\nan energy storage device electrically coupled between a first internal node and the negative terminal;\na first switching device electrically coupled between the first internal node and the positive terminal, wherein the first switching device is configured to selectively connect to enable current flow and disconnect to block current flow;\nan ultracapacitor pack electrically coupled between a second internal node and the negative terminal;\na second switching device electrically coupled between the second internal node and the positive terminal, wherein the second switching device is configured to selectively connect to enable current flow and disconnect to block current flow;\na direct current to direct current converter electrically coupled between the first internal node and the second internal node; and\na controller communicatively coupled to the first switching device, the second switching device, and the direct current to direct current converter, wherein the controller configured to:\ndetermine whether first electrical power output from the energy storage device is expected to be sufficient to enable a starter coupled to the positive terminal and the negative terminal of the energy source system to crank an internal combustion engine when a first engine start signal is received based at least in part on voltage across the energy storage device; and\nwhen the first electrical power is not expected to be sufficient to crank the internal combustion engine:\ncontrol operation of the direct current to direct current converter to charge the ultracapacitor pack using the first electrical power output from the energy storage device; and\ninstruct the second switching device to connect to enable the ultracapacitor pack to supply second electrical power with magnitude greater than the first electrical to the starter when a second engine start signal after the first engine start signal is received.\n\n\n, a housing, wherein the housing comprises a positive terminal and a negative terminal;, an energy storage device electrically coupled between a first internal node and the negative terminal;, a first switching device electrically coupled between the first internal node and the positive terminal, wherein the first switching device is configured to selectively connect to enable current flow and disconnect to block current flow;, an ultracapacitor pack electrically coupled between a second internal node and the negative terminal;, a second switching device electrically coupled between the second internal node and the positive terminal, wherein the second switching device is configured to selectively connect to enable current flow and disconnect to block current flow;, a direct current to direct current converter electrically coupled between the first internal node and the second internal node; and, a controller communicatively coupled to the first switching device, the second switching device, and the direct current to direct current converter, wherein the controller configured to:\ndetermine whether first electrical power output from the energy storage device is expected to be sufficient to enable a starter coupled to the positive terminal and the negative terminal of the energy source system to crank an internal combustion engine when a first engine start signal is received based at least in part on voltage across the energy storage device; and\nwhen the first electrical power is not expected to be sufficient to crank the internal combustion engine:\ncontrol operation of the direct current to direct current converter to charge the ultracapacitor pack using the first electrical power output from the energy storage device; and\ninstruct the second switching device to connect to enable the ultracapacitor pack to supply second electrical power with magnitude greater than the first electrical to the starter when a second engine start signal after the first engine start signal is received.\n\n, determine whether first electrical power output from the energy storage device is expected to be sufficient to enable a starter coupled to the positive terminal and the negative terminal of the energy source system to crank an internal combustion engine when a first engine start signal is received based at least in part on voltage across the energy storage device; and, when the first electrical power is not expected to be sufficient to crank the internal combustion engine:\ncontrol operation of the direct current to direct current converter to charge the ultracapacitor pack using the first electrical power output from the energy storage device; and\ninstruct the second switching device to connect to enable the ultracapacitor pack to supply second electrical power with magnitude greater than the first electrical to the starter when a second engine start signal after the first engine start signal is received.\n, control operation of the direct current to direct current converter to charge the ultracapacitor pack using the first electrical power output from the energy storage device; and, instruct the second switching device to connect to enable the ultracapacitor pack to supply second electrical power with magnitude greater than the first electrical to the starter when a second engine start signal after the first engine start signal is received., 14. The energy source system of claim 13, comprising a current sensor disposed within the housing and electrically coupled to the positive terminal, wherein:\nthe current sensor is configured to sense current flow through the positive terminal; and\nthe controller configured to:\ndetermine a rate of change of current draw at a load electrically coupled to the positive terminal and the negative terminal of the energy source system based at least in part on the current flow sensed by the current sensor;\ninstruct the first switching device to connect to enable the energy storage device to supply electric charge to the load at a first rate when the rate of change of the current draw at the load is below a preset threshold; and\ninstruct the second switching device to connect to enable the ultracapacitor pack to supply electric charge to the load at a second rate greater than the first rate when the rate of change of the current draw at the load is greater than or equal to the preset threshold.\n\n, the current sensor is configured to sense current flow through the positive terminal; and, the controller configured to:\ndetermine a rate of change of current draw at a load electrically coupled to the positive terminal and the negative terminal of the energy source system based at least in part on the current flow sensed by the current sensor;\ninstruct the first switching device to connect to enable the energy storage device to supply electric charge to the load at a first rate when the rate of change of the current draw at the load is below a preset threshold; and\ninstruct the second switching device to connect to enable the ultracapacitor pack to supply electric charge to the load at a second rate greater than the first rate when the rate of change of the current draw at the load is greater than or equal to the preset threshold.\n, determine a rate of change of current draw at a load electrically coupled to the positive terminal and the negative terminal of the energy source system based at least in part on the current flow sensed by the current sensor;, instruct the first switching device to connect to enable the energy storage device to supply electric charge to the load at a first rate when the rate of change of the current draw at the load is below a preset threshold; and, instruct the second switching device to connect to enable the ultracapacitor pack to supply electric charge to the load at a second rate greater than the first rate when the rate of change of the current draw at the load is greater than or equal to the preset threshold., 15. The energy source system of claim 14, wherein the controller is configured to:\ninstruct the second switching device to disconnect to block supply of electric charge from the ultracapacitor pack to the load when the rate of change of the current draw at the load is below the present threshold; and\ninstruct the first switching device to disconnect to block supply of electric charge from the energy storage device to the load when the rate of change of the current draw at the load is greater than or equal to the preset threshold.\n, instruct the second switching device to disconnect to block supply of electric charge from the ultracapacitor pack to the load when the rate of change of the current draw at the load is below the present threshold; and, instruct the first switching device to disconnect to block supply of electric charge from the energy storage device to the load when the rate of change of the current draw at the load is greater than or equal to the preset threshold., 16. The energy source system of claim 13, wherein, when the first electrical power is not expected to be sufficient to crank the internal combustion engine, the controller is configured to control operation of the direct current to direct current converter to charge the ultracapacitor pack during a time lapse between the first engine start signal and the second engine start signal., 17. The energy source system of claim 16, wherein, when the first electrical power is not expected to be sufficient to crank the internal combustion engine, the controller is configured to instruct the first switching device and the second switching device to remain disconnected during at least the time lapse between the first engine start signal and the second engine start signal., 18. The energy source system of claim 13, wherein, when the first electrical power is expected to be sufficient to crank the internal combustion engine, the controller is configured to instruct the first switching device to connect when the first engine start signal is received to enable the energy source system to supply at least the first electrical power to the starter., 19. The energy source system of claim 13, wherein:\nthe first switching device comprises a first field-effect transistor;\nthe second switching device comprises a second field-effect transistor; or\nboth.\n, the first switching device comprises a first field-effect transistor;, the second switching device comprises a second field-effect transistor; or, both., 20. The energy source system of claim 13, wherein the energy storage device comprises a Pb-acid battery, a Li-ion battery, or both. | US | United States | Active | H | True |
| 5 | Integrated battery unit with cooling and protection expedients for electric vehicles \n | US10308490B2 | This application is a continuation of U.S. patent application Ser. No. 14/468,279 filed Aug. 25, 2014, which is a continuation of U.S. patent application Ser. No. 11/186,730, now U.S. Pat. No. 8,816,645, titled INTEGRATED BATTERY UNIT WITH COOLING AND PROTECTION EXPEDIENTS FOR ELECTRIC VEHICLES, filed Jul. 20, 2005, the contents of which are incorporated herein by reference in their entirety.\nThe present invention relates to electric vehicles. More specifically, the present invention relates to adapting electric vehicles for fast charging technology, and to providing thermal and ventilation management for battery packs used in electric vehicles.\nRecreational and industrial vehicles are prevalent in today's world. Examples include golf carts, forklifts, and airport transport and luggage handling carts. Because electric vehicles create less pollution than internal combustion (i.e., gasoline and diesel powered) vehicles, they are an environmentally friendly, and increasingly acceptable, alternative.\nAs shown in FIG. 1, electric vehicles are typically powered by a battery pack comprised of a plurality of rechargeable batteries (or “cells”) 100. The battery pack cells 100 are housed in a battery pack case (or “tray”) 102. The cells 100 are usually connected in series by way of electrical connectors 104. The battery pack case 102 is typically semi-permanently mounted on or inside the electric vehicle.\nA necessary operational aspect of electric vehicles is the periodic recharging of the battery pack. In some applications the battery pack may be recharged without having to remove the battery pack from the vehicle. However, in other applications the depleted battery pack must be removed and replaced with a fully charged replacement battery pack. In factory operations, for example, the electric vehicles (typically forklifts) are powered by high-capacity batteries. High-capacity batteries have amp-hour ratings of 1000 Amp-hrs or more, and require six to eight hours of charging to restore the battery to full charge. Hence, to avoid rendering the vehicle unavailable for use during the six to eight hours needed to recharge the depleted battery pack, the depleted battery pack is typically lifted out of the vehicle and replaced with a fully charged replacement pack. Because the battery packs can weight up to 4,000 lbs, special hydraulically powered lift machines are used to complete the battery pack swapping operation.\nIn recent years, engineers have developed what is known as “fast charging” technology. Fast charging reduces the recharge time of a 1000 Amp-hr battery, from the typical six to eight hours required using conventional battery charging techniques, to about an hour. Fast charging thereby allows recharging to be performed, for example, during an operator's lunch break, or during other opportune times when the vehicle may not be needed. For this reason, fast charging technology is sometimes referred to as “opportunity charging”. Fast charging also eliminates the need to repeatedly swap out and replace depleted battery packs with charged battery packs.\nWhile fast charging improves operational efficiencies, its use generates temperatures and thermal gradients in a battery pack, which if not properly controlled contribute to degraded performance and a shortened lifespan of the battery pack. FIG. 2 shows a graph of the effective internal resistance and heat generation observed in a typical thirty-six-volt industrial battery at different inrush currents and states of charge (SOC). The “Fast Charge Zone,” which is defined by the lowest resistance region, is located between about 20 and 70% SOC. The graph shows that in the Fast Charge Zone, fast charging at 600 amps generates up to ten times as much heating as conventional charging at 200 amps. This excessive heating results in significantly higher temperatures in the fast charged battery pack.\nHeating of cells of a battery pack, whether attributable to fast charging or heavy-load use, is exacerbated by the fact that the various cells of the battery pack are typically arranged in a grid pattern and housed in a battery pack case, similar to that shown in FIG. 1. This substantially enclosed configuration does not allow for any significant cooling paths, especially for cells disposed in the center of the pack. While the cells closest to the metal case can cool to some extent through the case wall, the center cells have to cool through their neighbor cells or by radiating heat from their top surfaces.\nBecause the center cells of a battery pack endure higher temperatures than cells forming the periphery of the battery pack, the center cells are plagued with diminished performance and are even prone to fail more often compared to the peripheral cells. FIG. 3A shows cell voltages of a battery pack of eighteen cells (which are arranged as shown in FIG. 3B) during discharge at 20% SOC, before and after equalization (EQ) of a battery pack that has undergone fast charging during a life cycle test. Overall, it is seen that the cell voltages of all cells are higher after EQ compared to before EQ. However, even after EQ the cell voltages of the “middle-cell group,” which comprises cells 8 through 11, tend to remain lower than the cell voltages of peripheral cells 1 through 6 and 13 through 18.\n FIG. 3A also shows that temperatures of the cells of the middle-cell group are significantly higher than the temperatures of the peripheral cells after EQ. These temperature differentials for center cells of a typical eighty-volt industrial battery pack during fast charging are illustrated in FIG. 4. As can be seen, there is up to a thirty-degree temperature gradient between cells in the center of the battery pack and cells that form the periphery of the battery pack.\nAs the foregoing demonstrates, without adequate cooling a battery pack is beset with reduced capacity and run time. Cell-to-cell imbalances can also lead to over-discharging during use and overcharging during recharging, both of which further affect the performance and lifespan of the battery pack. Therefore, there is a need for methods and apparatus for providing adequate cooling to battery packs, particularly, but not limited to, those used in industrial applications.\nThe operational efficiencies gained by fast charging introduce additional problems beyond that of just thermal and ventilation management. For example, the motor drive systems of most electric vehicles are not designed to withstand the high voltages employed by fast charging techniques. Accordingly, there is also a need for methods and apparatus to prevent these high voltages from being coupled to the motor drive system of an electric vehicle while the battery pack is being fast charged.\nThere are also safety and damage concerns relating to connecting a charger to the charging connections of a battery pack. Typically, a battery pack is located under a hood of the electric vehicle, and has charging connections that are not easily accessible by an operator. These undesirable characteristics expose the operator to the possibility of coming into contact with battery acid and/or increasing the risk of electrical shock when the operator is connecting charger connectors to the battery pack. Further damage and injury can result when the operator inadvertently fails to disconnect the battery charge connector from the charging connections of the electric vehicle, but then drives the vehicle away from the charger. Accordingly there are also needs for improved access and safety measures for use in charging battery packs of an electric vehicle. These needs would preferably be met by not having to make any modifications to the electric vehicle.\nFinally, satisfactory solutions to integrating fast charging technology into electric vehicles are not available in the prior art. Rather, prior art solutions are ad hoc and require that modifications be made to the vehicle. For example, holes must be drilled and tapped to mount fans for cooling and to configure, route and mount fast charge connectors to the vehicle. Holes must also be cut into the battery compartment to allow the fast charging battery cables to pass through to the outside. In addition to the expense and tedium required to make such modifications, modifications themselves are undesirable since they can potentially void the vehicle's warranty and/or UL listing. Modifications also result in a reduction in the resale value of the vehicle, or a possible financial penalty being assessed against the lessee of a leased vehicle. Further, the ad hoc nature of prior art approaches results in a lack of uniformity, failing to provide a unique, integrated solution that can be consistently and successfully performed to accommodate fast charging technology without the need for operator intervention. Accordingly, there is a need for methods and apparatus for accommodating fast charging technology that do not require having to make modifications to the vehicle.\nMethods of and apparatus for removing heat generated by cells of a battery pack are disclosed. The methods and apparatus may employ one or more fan modules disposed between or next to cells of the battery pack, or one or more fans directly mounted to the battery pack or battery pack case housing the cells. The fan modules or direct-mounted fans may be controlled by, for example, a thermostat, a battery mounted monitor and controller associated with the battery pack, a key switch, or a charger interlock. Methods of manufacturing the integrated battery pack and thermal and ventilation system are also described.\nAccording to another aspect of the invention, a motor controller isolation system for an electric vehicle is disclosed. The motor controller isolation system operates to electrically isolate the motor controller of the electric vehicle when the battery pack is being charged. The motor controller isolation system can therefore be used to prevent high voltages from a fast charger from being coupled to the motor drive system of an electric vehicle when the battery pack is being fast charged. The motor controller isolation system, or portions thereof, may be included as part of one or more battery pack connectors that connect to connectors of a charger during charging. When the connectors are mated, the isolation system, which may include a mechanical or electrical control element, isolates the motor controller of the electric vehicle from both the battery pack and the battery charger. Hence, when the connectors are mated the vehicle cannot be driven, and injury to the operator or others and/or damage caused by driving the vehicle while still connected to the charger are avoided.\nAlthough not required, the motor controller isolation system may be integrated with the integrated battery pack and thermal and ventilation system. In either or both embodiments, the integrated system is preferably, although not necessarily, manufactured in a manner that requires no, or substantially no, modifications to the electric vehicle in which the integrated system is installed.\nAccording to an embodiment of the invention, the thermal management and ventilation and motor controller isolation systems may be housed in a single integrated battery unit (IBU), which can be easily installed in existing electric vehicles, without requiring any substantial modifications to be made to the vehicle. A charge port that is easily accessible by an operator, and/or a watering solenoid valve may also be integrated in the IBU. The charge port avoids having to access the battery pack from under a hood, and the watering solenoid valve permits an on-board watering supply to maintain watering levels in the various cells of the battery pack at appropriate levels. Finally, a battery mounted monitor and controller status indicator and/or a motor controller connected/disconnected status indicator (e.g. LEDs) may be integrated in the IBU.\nAccording to an aspect of the invention, electric vehicles not having fast charging capabilities may be equipped with an integrated battery unit (IBU) having all the necessary components necessary to allow fast charging of the vehicle's battery pack. According to this aspect of the invention, the IBU is designed so that no modifications need be made to the electric vehicle. Among other features, a battery connection, electric vehicle power connection, thermal management and ventilation subsystem may be incorporated or integrated into the IBU.\nOther aspects of the inventions are described and claimed below, and a further understanding of the nature and advantages of the inventions may be realized by reference to the remaining portions of the specification and the attached drawings. The same reference indicators will be used throughout the drawings to refer to the same or similar parts.\n FIG. 1 is an isometric view of a prior art battery pack comprising a plurality of series-connected cells housed in a battery pack case;\n FIG. 2 is a graph showing the internal resistance (left vertical axis) and heat generation (right vertical axis) of a typical flooded industrial battery pack at different inrush currents and states of charge (SOC) of the battery pack;\n FIG. 3A is a graph showing cell voltages of a plurality of cells of a battery pack before and after an equalization process (EQ), and the cell temperatures of each of the plurality of cells at the end of the EQ;\n FIG. 3B is a map of the locations of the plurality of cells for the data represented in the graph of FIG. 3A;\n FIG. 4 is a temperature gradient graph of a plurality of cells of a typical industrial battery pack during fast charging;\n FIGS. 5A-5D are side, front, top and isometric views, respectively, of a fan module for use in a battery pack, according to an embodiment of the present invention;\n FIG. 6A is a side-interior view of a fan module, illustrating: an air inlet port, an airflow path, a fan, fan protectors, and an air outlet port of the fan module, according to an embodiment of the present invention;\n FIG. 6B is a side-exterior view of the fan module shown in FIG. 6A, which illustrates metal cut-outs through the fan module side panels, according to an embodiment of the present invention;\n FIG. 7 is a side-interior view of a fan module, illustrating an air inlet port, an airflow path, a fan, and an air outlet port, according to an embodiment of the present invention;\n FIG. 8 is a side-interior view of a fan module, illustrating an air inlet port, an airflow path, fans, and an air outlet port, according to an embodiment of the present invention;\n FIG. 9 is a side-interior view of a fan module, illustrating an air inlet port, an airflow path, a fan, fan protectors, and an air outlet port of the fan module, according to an embodiment of the present invention;\n FIGS. 10A-10J are a sequence of drawings, illustrating the manner by which the battery pack/fan module embodiment of the invention is assembled;\n FIG. 11 is an isometric view of a completed battery pack/fan module assembly, illustrating exemplary airflow paths, according to an embodiment of the present invention;\n FIGS. 12A and 12B show front and isometric views of an alternative battery pack temperature and ventilation management system, according to an embodiment of the present invention;\n FIG. 13 is an illustration of a battery pack having a direct mounted cooling fan box installed in an electric vehicle, according to an embodiment of the present invention;\n FIG. 14A shows an electric vehicle motor controller isolator that can be used to guarantee motor controller isolation during fast recharging by a fast charger, according to an embodiment of the present invention;\n FIG. 14B is an illustration of an electric vehicle motor controller isolator for a charging system, according to an alternative embodiment of the present invention;\n FIGS. 15A-15E illustrate an exemplary mechanical disconnect system that is operable to electrically isolate a motor controller of an electric vehicle from a battery pack and fast charger during fast charging, according to an embodiment of the present invention;\n FIG. 16 shows a conceptual view of an integrated battery unit (IBU) containing the charging and motor controller isolation assembly described in FIG. 15, according to an embodiment of the present invention;\n FIG. 17 shows an alternative embodiment of an IBU, according to an embodiment of the invention;\n FIG. 18 shows a second perspective drawing of the IBU shown in FIG. 17, and how the IBU may also contain a watering solenoid valve to control water flow into the cells of the battery pack; and\n FIG. 19 illustrates how the integrated battery unit (IBU) in FIG. 16, 17 or 18 may be installed in an electric vehicle, according to an embodiment of the present invention.\nAccording to a first embodiment of the present invention, a thermal and ventilation management system for a battery pack is disclosed. The system includes one or more “fan-modules” that are inserted between cells of a battery pack, which may be housed in a battery pack case (i.e., “tray”). The battery pack may be a custom-made battery pack or may be a standard battery pack, as shown, for example, in FIG. 1.\n FIGS. 5A-5D are side, front, top and isometric views, respectively, of a fan module 500 for use in a battery pack, according to an embodiment of the present invention. An air inlet port 502 is configured to receive fresh air from the environment. A first filter 504 (e.g. a mesh screen) prevents dirt and other particulate matter from entering the fan module 500 through the air inlet port 502. An air outlet port 506 is configured to eject heated air out into the environment and away from the battery pack and battery pack case. As shown in FIGS. 5C and 5D, a second filter (e.g. a mesh screen) 508 is included at the air outlet port 506, to prevent dirt and other particulate matter from entering the interior of the fan module 500. The fan module 500 may also include an inlet port extension 510, which as explained and shown below, extends laterally over and outside the upper edge of the battery pack case. The inlet port extension 510 allows the drawing in of fresh air into the fan module 500.\nThe side panels of the fan module 500 are made of a conductive material, e.g. metal, so that when inserted between cells of the battery pack they are capable of conducting heat away from the battery pack cells. One or more slots or “cut-outs” 512 are made through the side panels. These cut-outs 512 allow air in the fan module 500 to come into intimate contact with the battery pack cell walls, thereby allowing heat generated by the cells to be transferred to the contacting air. As shown and explained in more detail below, the side panels of the fan module 500 are preferably pressed up firmly against the exterior walls of associated battery pack cells. In this manner, airflow is maintained within, and directed through, the fan module 500 in a predetermined manner, and heat transfer from the cells to the passing air is enhanced.\n FIG. 6A is a side-interior view of a fan module 600 illustrating an exemplary airflow path into, through, and out the fan module 600. According to this fan module embodiment, the air inlet port 604 and the air outlet port 608 are reversed compared to the fan module embodiment shown in FIG. 5. A fan 602, which is affixed near the bottom interior of the fan module 600, operates to draw fresh air from the environment through an air inlet port 604 into the interior of the fan module 600. The drawn in air is circulated and directed through the fan module 600 by operation of the fan 602. One or more fan protectors 606 protect the fan 602 from being exposed to dirt and water, which might enter the air inlet port 604. Any dirt and water that may enter the fan module 600 is captured at the bottom of the fan module 600, where it can be subsequently removed by an access or drainage port (not shown) during maintenance and servicing. The angles of the fan protectors 606 also facilitate draining and remove the dirt and water from the main airflow path, thereby reducing the likelihood that the dirt and water will be ejected from the air outlet port 608 of the fan module 600. As explained and shown in more detail below, because the fan module 600 is interposed between battery pack cells, and the side panels of the fan module 600 are in direct contact with the exterior walls of associated cells, heat from the cells is transferred to the circulating air and then ejected out the air outlet port 608. As shown in FIG. 6B, one or more cut-outs 610 may be made through the side panels of the fan module 600 to facilitate heat transfer from the cells to the circulating air.\n FIG. 7 is a side-interior view of an alternative fan module 700. A squirrel cage type fan 702, or other fan, is affixed near the top interior of the fan module 700, and draws fresh air from the environment into an air inlet port 704. The height of the fan module 700 is dimensioned so that when inserted in the battery pack case, the air inlet port 704 is above the upper edge of the battery pack case. Although not shown in the drawing, the fan module 700 may also include an inlet port extension (similar to that shown in FIG. 5), which extends laterally over and outside the upper edge of the battery pack case. The drawn in air is circulated and directed through the fan module 700 by operation of the fan 702. Heat from the cells is transferred to the circulating air and then ejected out an air outlet port 706. Similar to other fan module embodiments, because the air is constrained within the fan module 700, it is forced to exit the air outlet port 706 at the top of the fan module 700. Also similar to other fan module embodiments, one or more cut-outs may also be made through the side panels of the fan module 700 to facilitate heat transfer from the cells to the circulating air.\n FIG. 8 is a side-interior view of an alternative fan module 800, according to an embodiment of the present invention. The fan module 800 is similar to the fan module 700 shown in FIG. 7. It has an air inlet port 802, an air outlet port 804, and two or more fans 806 affixed near the top interior of the fan module 800. The principles of operation are similar to that described in connection with the fan module 700 described above.\n FIG. 9 is a side-interior view of an alternative fan module 900, according to another embodiment of the present invention. The fan module 900 is similar to the fan module 600 shown in FIG. 6, except that it employs a squirrel cage type fan 902. The fan 902, which is affixed near the bottom interior of the fan module 900, operates to draw fresh air from the environment through an air inlet port 904 into the interior of the fan module 900. The drawn in air is circulated and directed through the fan module 900 by operation of the fan 902. One or more fan protectors 906 protect the fan 902 from being exposed to dirt and water, which might enter the air inlet port. Any dirt and water that may enter the fan module 900 is captured at the bottom of the fan module 900, where it can be subsequently removed by an access or drainage port (not shown) during maintenance and servicing. The angles of the fan protectors 906 also facilitate draining and remove the dirt and water from the main airflow path, thereby reducing the likelihood that the dirt and water will be ejected from the air outlet port 908 of the fan module 900. As explained and shown in more detail below, because the fan module 900 is interposed between battery pack cells, and the side panels of the fan module 900 are in direct contact with the exterior walls of associated cells, heat from the cells is transferred to the circulating air and then ejected out the air outlet port 908. Similar to the other fan embodiments, one or more cut-outs may be made through the side panels of the fan module 900 to facilitate heat transfer from the cells to the circulating air.\nReferring now to FIGS. 10A-10J, there is shown a sequence of drawings, illustrating the manner by which the battery pack/fan module concept of the invention is assembled. FIGS. 10A and 10B show top and isometric views of an empty battery pack case (or “tray”) 1000 within which battery pack cells and fan modules of the types similar to that shown and described above in FIGS. 5-9 are inserted. Although not required the battery pack case 1000 includes one or more partitions 1002, which add stability to the case 1000.\n FIGS. 10C and 10D are top and isometric views of the battery pack/fan module assembly after six cells 1004 have been inserted into the battery pack case 1000. According to one embodiment, a person performing the assembly first inserts cells 1004 in a first row 1006. Because the cells 1004 are heavy (can be on the order of 200 lbs. each), a hoist or other lifting device may be used to assist in the assembly. Lead or other conducting bars 1008 are then connected between the cells 1004 in the row 1006 so that the cells 1004 are electrically connected in series. Each of the cells 1004 may also have one or more vents 1010, which allow gases formed within the cells 1004 to escape from the cells.\n FIG. 10E is a top view of the battery pack/fan module assembly after a second row 1012 of six cells has been inserted into the battery pack case 1000. This drawing and FIG. 10F also illustrate the insertion of a first fan module 1014 in the battery pack case 1000 next to three of the cells 1004 of the first row 1006 of cells.\n FIG. 10G is a top view of the battery pack/fan module assembly after the first 1006 and second 1012 rows of cells, and four fan modules 1014 have been installed in the battery pack case 1000. As shown, the fan modules 1014 each have air port extensions 1016, which extend laterally over and outside the upper edge of the battery pack case 1000. As described above, these air port extensions 1016 may embody either an inlet port extension or an outlet port extension, depending on which of the various fan modules described above in FIGS. 5-9 is adopted for use.\n FIG. 10H is a top view of the battery pack/fan module assembly after third 1018 and fourth 1020 rows of cells have been installed in the battery pack case 1000. FIG. 10I is a top view after the final two fan modules 1014 have been installed in the battery pack case 1000.\n FIG. 10J is a top view of the battery pack/fan module assembly after final assembly. End row connectors 1022 have been connected to end row cells so that all cells 1004 of the battery pack are connected in series. Positive and negative cables 1024 and 1026 have been connected and joined in a connector 1028. In an exemplary configuration, each cell 1004 provides a voltage of two volts, so that when all twenty-four cells are connected in series the battery pack provides a standard forty-eight volts.\n FIG. 11 is an isometric view of a completed battery pack/fan module assembly, illustrating exemplary airflow paths, according to an embodiment of the present invention. The fan modules 1014 have inlet ports 1030 with extensions that extend laterally over and outside the upper edge of the battery pack case 1000. This configuration allows the air inlet ports 1030 to access fresh air outside the confines of the battery pack case 1000. As explained previously, one or more fans within each fan module 1014 draw the fresh air into the air inlet ports 1030, and circulates the air through the fan module 1014 so that heat from the battery pack cells 1004 is transferred to the air and finally directed out air outlet ports 1032 of the fan modules 1014.\nAs explained above, the side panels of the fan modules 1014 are made of a conductive material, e.g. metal, so that when inserted between cells of the battery pack they are capable of conducting heat away from the battery pack cells. The side panels of the fan modules 1014 are preferably pressed up firmly against the exterior walls of associated battery pack cells. In this manner, airflow is maintained within, and directed through, the fan modules 1014 in a predetermined manner. Preferably, one or more slots or “cut-outs” are made through the side panels of each of the fan modules 1014. The cutouts allow air in the fan modules 1014 to come into intimate contact with those the exterior walls of the cells in which the side panels are in contact. This configuration allows heat generated by the cells to be more readily transferred to the contacting air.\nA significant benefit of the battery pack/fan module assembly shown and described above, in addition to its temperature and ventilation management capabilities, is that it can be installed in electric vehicles without requiring any modification to the vehicle itself.\nThe fan modules 1014 of the battery pack/fan module assembly can be configured to operate continuously, e.g., during charging as well as while the vehicle is being driven. Alternatively, the fan modules 1014 can be configured so that they are operational during certain times, for example: only during charging; during charging but also at predetermined times before or after charging; or only while the vehicle is being driven. The ON/OFF status of the fan modules may be controlled by, for example, a thermostat, a key switch, a charger interlock, or a battery mounted monitor and controller associated with the battery pack. The battery mounted monitor and controller may be in the form of a module, which can be attached to or associated with one or more cells of the battery pack. Among other capabilities, the battery mounted monitor and controller may contain temperature sensing and data collection components. The sensed temperature and/or temperature-related collected data can be used to control the ON/OFF status of one or more of the fan modules 1014.\nIn an embodiment alternative to that shown in FIG. 11, the fans of the fan modules 1014 can be run in reverse, so that fresh air is drawn in from the tops of the fan modules 1014, and air heated by the cells 1004 is ejected out the side ports of the fan modules 1014. In this alternative embodiment, the air inlet and output ports are reversed from that initially described and shown in FIG. 11.\nTurning now to FIGS. 12A and 12B, there are shown front and isometric views of an alternative battery pack temperature and ventilation management system 1200, according to an embodiment of the present invention. The battery pack temperature and ventilation management system 1200 comprises a battery pack 1202, battery pack case 1203, and a direct-mounted cooling fan box 1204 containing one or more fans 1206. Rather than interpose fan modules between cells of the battery pack as described in the alternative embodiment above, the fan box 1204 is mounted directly to the battery pack case 1203. This provides cooling to the battery pack case 1203 and the battery pack 1202. The battery pack case may have cutouts (not shown) so that the forced air from the fan box 1206 can directly flow onto and through the cells of the battery pack 1202, thereby providing enhanced cooling.\n FIG. 13 is an illustration of a battery pack having a direct-mounted cooling fan box 1204, which includes one or more fans 1206, installed in an electric vehicle 1208, according to an embodiment of the present invention. Mounting the fan box 1204 directly to the battery pack case 1203 allows the battery pack temperature and ventilation management system 1200 to be installed in the electric vehicle without having to undergo any modifications to the vehicle.\nTo further the desire of not having to make any modifications to an electric vehicle in order to accommodate fast charging, it may be necessary to provide a mechanism for isolating the vehicle motor controller from the battery pack during fast recharging. The reason for this possible requirement is due to the fact that the motor controllers of many electric vehicles are not designed to withstand the high voltages used in fast charging. Isolation of the motor controller could be performed by requiring an operator to unplug connectors installed between the motor controller and the battery pack. However, this approach has the drawback that an operator may simply forget to unplug the connectors before configuring the battery pack for fast recharging. Further, the connectors between the motor controller and the battery pack are not always easily accessible by an operator. This poses the risk that the operator might come into contact with battery acid and/or suffer electrical shock.\n FIG. 14A shows the concept of an electric vehicle motor controller isolator 1400 that can be used to avoid these risks and guarantee motor controller isolation during fast recharging by a fast | Methods of and apparatus for removing heat generated by cells of a battery pack. The methods and apparatus may employ one or more fan modules disposed between or next to cells of the battery pack, or one or more fans directly mounted to the battery pack or battery pack case housing the cells. Further, a motor controller isolation system operates to electrically isolate the motor controller of the electric vehicle when the battery pack is being charged. The motor controller isolation system may be integrated with the integrated battery pack and thermal and ventilation system. The integrated system, or “integrated battery unit (IBU),” is preferably manufactured in a manner that requires no, modifications to the electric vehicle in which the IBU is installed. | US:15/441,354 | https://patentimages.storage.googleapis.com/2b/55/64/46d0e908035d9d/US10308490.pdf | US:10308490 | Blake E. Dickinson, Larry Hayashigawa | Webasto Charging Systems Inc | US:5082075, US:5490572, US:5204609, US:5496389, US:5721064, US:20050058892:A1, US:5567542, US:5441824, US:5866276, FR:2745422:A1, EP:0964470:A1, US:6049191, US:5941314, EP:1026770:A1, US:6448741, US:6218796, US:6281660, DE:19924529:A1, US:6340877, US:20030054230:A1, US:6942944, US:20020085355:A1, US:6946216, US:6955055, US:20040061480:A1, US:7045236, US:7004233, US:20030082438:A1, US:20030087148:A1, US:20040130288:A1, US:20040100225:A1, US:6936767, US:7079379, US:20050269986:A1 | 2019-06-04 | 2019-06-04 | 1. A fan box interposed between a set of battery cells within a battery pack of an electric vehicle, the fan box comprising:\nat least two side panels that define an interior portion of the fan box and are disposed against the set of battery cells of the battery pack in contact therewith,\nwherein the fan box is confined within the battery pack without protruding from an opening aligned with a side of the electric vehicle; and\none or more fans mounted in the fan box and configured to draw-in air from the opening into the interior portion of the fan box and towards at least one battery cell within each of the battery cells by way of the at least two side panels.\n, at least two side panels that define an interior portion of the fan box and are disposed against the set of battery cells of the battery pack in contact therewith,, wherein the fan box is confined within the battery pack without protruding from an opening aligned with a side of the electric vehicle; and, one or more fans mounted in the fan box and configured to draw-in air from the opening into the interior portion of the fan box and towards at least one battery cell within each of the battery cells by way of the at least two side panels., 2. The fan box of claim 1, wherein the fans are operable to circulate air for cooling the battery cells during discharging of the battery cells., 3. The fan box of claim 1, wherein the fans are operable to circulate air for cooling the battery cells during charging of the battery cells., 4. The fan box of claim 1, wherein the electric vehicle is a conventional electric vehicle and the fan box is configured to be inserted into the battery pack without modification of the conventional electric vehicle., 5. The fan box of claim 4, wherein the electric vehicle is a fork lift., 6. The fan box of claim 1, wherein the fan box is part of an integrated battery unit (IBU) through which a battery charger is connectable to the battery cells for charging the battery cells, the IBU includes a motor controller isolation system operable to electrically isolate a motor controller of the electric vehicle from at least one electrical component., 7. The fan box of claim 6, wherein the at least one electrical component is the battery charger., 8. The fan box of claim 6, wherein the at least one electrical component is a battery pack comprising the battery cells., 9. The fan box of claim 6, wherein the isolation system is mechanical., 10. The fan box of claim 1, wherein the electric vehicle is a fork lift having sides, wherein the battery compartment and the battery cells are positioned between the fork lift sides, and wherein the fan box is positioned between a fork lift side and the battery cells, so as not to protrude from the fork lift., 11. The fan box of claim 10, wherein the fan box is configured to be retrofitted into the fork lift without modification of the fork lift., 12. A method for cooling battery cells housed in a battery compartment of an electric vehicle, the method comprising:\nmounting a fan box within the battery compartment without exceeding a battery compartment protection zone such that at least two side panels of the fan box are disposed against the battery cells of the battery compartment in contact therewith and define an interior portion of the fan box,\nwherein the fan box is confined within the battery compartment without protruding from an opening aligned with a side of the electric vehicle; and\nusing one or more fans mounted in the fan box to draw-in air from the opening into the interior portion of the fan box and towards at least one battery cell within each of the battery cells by way of the at least two side panels.\n, mounting a fan box within the battery compartment without exceeding a battery compartment protection zone such that at least two side panels of the fan box are disposed against the battery cells of the battery compartment in contact therewith and define an interior portion of the fan box,, wherein the fan box is confined within the battery compartment without protruding from an opening aligned with a side of the electric vehicle; and, using one or more fans mounted in the fan box to draw-in air from the opening into the interior portion of the fan box and towards at least one battery cell within each of the battery cells by way of the at least two side panels., 13. The method of claim 12, wherein the air is drawn-in during discharging of said battery cells., 14. The method of claim 12, wherein the air is drawn-in during charging of said battery cells., 15. The method of claim 12, wherein the fan box abuts a tray containing the battery cells., 16. The method of claim 12, wherein the electric vehicle is a fork lift., 17. The method of claim 12, wherein the fan box is part of an integrated battery unit (IBU), and the method further comprises using the IBU to:\nconnecting a battery charger to the battery cells to charge the battery cells; and\nelectrically isolating a motor controller of the electric vehicle from at least one electrical component.\n, connecting a battery charger to the battery cells to charge the battery cells; and, electrically isolating a motor controller of the electric vehicle from at least one electrical component., 18. The method of claim 17, wherein the at least one electrical component is the battery charger., 19. The method of claim 17, wherein the at least one electrical component is a battery pack comprising the battery cells., 20. The method of claim 17, wherein the electrical isolation is mechanical., 21. The method of claim 12, wherein the electric vehicle is a fork lift having sides, wherein the battery compartment and the battery cells are positioned between the fork lift sides, and the fan box is mounted between one of the fork lift sides and the battery cells without protruding from the fork lift., 22. The method of claim 21, wherein the fan box is configured to be retrofitted into the fork lift without modification of the fork lift. | US | United States | Active | B | True |
| 6 | Electric vehicle having cover for inlet for DC charging and lock mechanism to lock cover \n | US9533588B2 | The present application claims priority under 35 U.S.C. §119 to Japanese Patent Application No. 2013-238532, filed Nov. 19, 2013, entitled “Electric Vehicle.” The contents of this application are incorporated herein by reference in their entirety.\n1. Field\nThe present disclosure relates to an electric vehicle.\n2. Description of the Related Art\nIn Japanese Unexamined Patent Application Publication No. 2010-110068, until a state in which it is determined that an anomaly occurs on an extension signal line (L2) ends, a charging lid lock mechanism (2701) is driven so that opening of a charging lid (230) provided for a charging inlet (270) of a vehicle is prevented (Claim 8, [0165], and FIG. 4). Examples of the anomaly include a break or a short circuit of the extension signal line (L2) ([0166]). The charging inlet (270) is one for alternating current ([0057]).\nAs standards for charging of an electric vehicle, the CHAdeMO standard and the combined charging system standard are known. In the combined charging system standard among these, both of normal charging with an alternating-current (AC) power supply and quick charging with a direct-current (DC) power supply are performed by using one charging connector.\nAccording to one aspect of the present invention, an electric vehicle having a battery charged with power supplied from an external power supply includes a charging lid, a vehicle-side charging connector, a contactor, a contactor welding detection unit, a DC inlet cover, a DC lock mechanism, and a lock controller. The vehicle-side charging connector is disposed at a position inner than a position of the charging lid in the electric vehicle. The vehicle-side charging connector is a connector in which both of an AC inlet for AC charging and a DC inlet for DC charging are integrally formed. The contactor is provided on a power line connecting the DC inlet to the battery. The contactor welding detection unit detects welding of the contactor. The DC inlet cover covers the DC inlet and does not cover the AC inlet when the DC inlet cover is in a closed state. The DC lock mechanism locks the DC inlet cover in the closed state. The lock controller causes the DC lock mechanism to lock the DC inlet cover when the welding of the contactor is detected.\nAccording to another aspect of the present invention, an electric vehicle includes a battery, a charging lid, a vehicle-side charging connector, a contactor, a contactor welding detector, a DC inlet cover, a DC lock mechanism, and a lock controller. The battery is to be charged with power supplied from an external power supply. The vehicle-side charging connector is disposed inside a position of the charging lid in the electric vehicle and includes an AC inlet for AC charging and a DC inlet for DC, charging. The contactor is provided on a power line connecting the DC inlet to the battery. The contactor welding detector is configured to detect welding of the contactor. The DC inlet cover covers the DC inlet without covering the AC inlet in a state where the DC inlet cover is in a closed state. The DC lock mechanism locks the DC inlet cover in the closed state. The lock controller is configured to control the DC lock mechanism to lock the DC inlet cover when the contactor welding detector detects welding of the contactor.\nA more complete appreciation of the invention and many of the attendant advantages thereof will be readily obtained as the same becomes better understood by reference to the following detailed description when considered in connection with the accompanying drawings.\n FIG. 1 is a schematic diagram illustrating the configuration of a charging system including an electric vehicle according to an embodiment of the present disclosure.\n FIG. 2 is a diagram illustrating a state in which a DC inlet cover is open (in other words, a state in which the DC inlet cover does not cover a vehicle-side connector).\n FIG. 3 is a diagram illustrating a state in which the DC inlet cover is closed (in other words, a state in which the DC inlet cover covers a portion of the vehicle-side connector).\n FIG. 4 is a flowchart of control related to contactor welding.\n FIG. 5 is a flowchart of control related to battery charging.\nThe embodiments will now be described with reference to the accompanying drawings, wherein like reference numerals designate corresponding or identical elements throughout the various drawings.\n FIG. 1 is a schematic diagram illustrating the configuration of a charging system 10 including an electric vehicle 12 (hereinafter also referred to as a “vehicle 12”) according to an embodiment of the present disclosure. The charging system 10 includes a normal charging unit 14 (hereinafter also referred to as a “charging unit 14”) and a quick charging unit 16 (hereinafter also referred to as a “charging unit 16”) as well as the vehicle 12.\n\n | An electric vehicle includes a battery, a charging lid, a vehicle-side charging connector, a contactor, a contactor welding detector, a DC inlet cover, a DC lock mechanism, and a lock controller. The battery is to be charged with power supplied from an external power supply. The vehicle-side charging connector is disposed inside a position of the charging lid in the electric vehicle and includes an AC inlet for AC charging and a DC inlet for DC charging. The contactor is provided on a power line connecting the DC inlet to the battery. The contactor welding detector is configured to detect welding of the contactor. The DC inlet cover covers the DC inlet without covering the AC inlet in a state where the DC inlet cover is in a closed state. The DC lock mechanism locks the DC inlet cover in the closed state. | US:14/537,906 | https://patentimages.storage.googleapis.com/ee/db/c2/1e5c52fad4fd67/US9533588.pdf | US:9533588 | Hakaru SADANO, Hiroyuki Kanazawa | Honda Motor Co Ltd | US:8084882, US:9263907, US:8028780, JP:2010110068:A, US:8531284, US:9199538, US:20110121780:A1, US:8541978, US:20120206100:A1, US:20130088200:A1, US:8896266, US:20120319648:A1, US:20130020993:A1, US:20140197793:A1, US:20140197792:A1, US:9283852, US:20140022053:A1, US:20150303737:A1, US:9187002, US:20160039298:A1, US:20150123600:A1 | 2017-01-03 | 2017-01-03 | 1. An electric vehicle having a battery charged with power supplied from an external power supply, the electric vehicle comprising:\na charging lid;\na vehicle-side charging connector disposed at a position inner than a position of the charging lid in the electric vehicle, the vehicle-side charging connector being a connector in which both of an AC inlet for AC charging and a DC inlet for DC charging are integrally formed;\na contactor provided on a power line connecting the DC inlet to the battery;\na contactor welding detection unit that detects welding of the contactor;\na DC inlet cover that partially covers the vehicle-side charging connector such that the DC inlet cover covers all DC inlets connected to the contactor including the DC inlet and does not cover the AC inlet when the DC inlet cover is in a closed state;\na DC lock mechanism that locks the DC inlet cover in the closed state; and\na lock controller that causes the DC lock mechanism to lock the DC inlet cover when the welding of the contactor is detected.\n, a charging lid;, a vehicle-side charging connector disposed at a position inner than a position of the charging lid in the electric vehicle, the vehicle-side charging connector being a connector in which both of an AC inlet for AC charging and a DC inlet for DC charging are integrally formed;, a contactor provided on a power line connecting the DC inlet to the battery;, a contactor welding detection unit that detects welding of the contactor;, a DC inlet cover that partially covers the vehicle-side charging connector such that the DC inlet cover covers all DC inlets connected to the contactor including the DC inlet and does not cover the AC inlet when the DC inlet cover is in a closed state;, a DC lock mechanism that locks the DC inlet cover in the closed state; and, a lock controller that causes the DC lock mechanism to lock the DC inlet cover when the welding of the contactor is detected., 2. The electric vehicle according to claim 1, further comprising:\na lid lock mechanism that locks the charging lid in the closed state; and\na lid-lock release instruction input unit to which a lid lock release instruction to release the lock of the charging lid is input through a user operation, the lock being made by the lid lock mechanism,\nwherein, after the welding of the contactor is detected, when the lid lock release instruction is input to the lid-lock release instruction input unit, the lock controller releases the lock of the charging lid, the lock being made by the lid lock mechanism.\n, a lid lock mechanism that locks the charging lid in the closed state; and, a lid-lock release instruction input unit to which a lid lock release instruction to release the lock of the charging lid is input through a user operation, the lock being made by the lid lock mechanism,, wherein, after the welding of the contactor is detected, when the lid lock release instruction is input to the lid-lock release instruction input unit, the lock controller releases the lock of the charging lid, the lock being made by the lid lock mechanism., 3. The electric vehicle according to claim 1, further comprising:\na charging controller that controls charging of the battery,\nwherein, after the welding of the contactor is detected, when an external charging connector for supplying power from the external power supply is connected to the AC inlet, the charging controller allows charging via the AC inlet.\n, a charging controller that controls charging of the battery,, wherein, after the welding of the contactor is detected, when an external charging connector for supplying power from the external power supply is connected to the AC inlet, the charging controller allows charging via the AC inlet., 4. The electric vehicle according to claim 1,\nwherein a transformer in which a primary coil of the AC inlet side faces a secondary coil of the battery side is provided between the AC inlet and the battery.\n, wherein a transformer in which a primary coil of the AC inlet side faces a secondary coil of the battery side is provided between the AC inlet and the battery., 5. An electric vehicle comprising:\na battery to be charged with power supplied from an external power supply;\na charging lid;\na vehicle-side charging connector disposed inside a position of the charging lid in the electric vehicle and including an AC inlet for AC charging and a DC inlet for DC charging;\na contactor provided on a power line connecting the DC inlet to the battery;\na contactor welding detector configured to detect welding of the contactor;\na DC inlet cover that partially covers the vehicle-side charging connector such that the DC inlet cover covers all DC inlets connected to the contactor including the DC inlet without covering the AC inlet in a state where the DC inlet cover is in a closed state;\na DC lock mechanism that locks the DC inlet cover in the closed state; and\na lock controller configured to control the DC lock mechanism to lock the DC inlet cover when the contactor welding detector detects welding of the contactor.\n, a battery to be charged with power supplied from an external power supply;, a charging lid;, a vehicle-side charging connector disposed inside a position of the charging lid in the electric vehicle and including an AC inlet for AC charging and a DC inlet for DC charging;, a contactor provided on a power line connecting the DC inlet to the battery;, a contactor welding detector configured to detect welding of the contactor;, a DC inlet cover that partially covers the vehicle-side charging connector such that the DC inlet cover covers all DC inlets connected to the contactor including the DC inlet without covering the AC inlet in a state where the DC inlet cover is in a closed state;, a DC lock mechanism that locks the DC inlet cover in the closed state; and, a lock controller configured to control the DC lock mechanism to lock the DC inlet cover when the contactor welding detector detects welding of the contactor., 6. The electric vehicle according to claim 5, further comprising:\na lid lock mechanism that locks the charging lid in the closed state; and\na lid-lock release instruction input device to which a lid lock release instruction to release a lock of the charging lid is input via a user operation, the lock being made by the lid lock mechanism,\nwherein, after the contactor welding detector detects welding of the contactor, when the lid lock release instruction is input to the lid-lock release instruction input device, the lock controller releases the lock of the charging lid, the lock being made by the lid lock mechanism.\n, a lid lock mechanism that locks the charging lid in the closed state; and, a lid-lock release instruction input device to which a lid lock release instruction to release a lock of the charging lid is input via a user operation, the lock being made by the lid lock mechanism,, wherein, after the contactor welding detector detects welding of the contactor, when the lid lock release instruction is input to the lid-lock release instruction input device, the lock controller releases the lock of the charging lid, the lock being made by the lid lock mechanism., 7. The electric vehicle according to claim 5, further comprising:\na charging controller configured to control charging of the battery,\nwherein, after the contactor welding detector detects welding of the contactor, when an external charging connector for supplying power from the external power supply is connected to the AC inlet, the charging controller allows charging via the AC inlet.\n, a charging controller configured to control charging of the battery,, wherein, after the contactor welding detector detects welding of the contactor, when an external charging connector for supplying power from the external power supply is connected to the AC inlet, the charging controller allows charging via the AC inlet., 8. The electric vehicle according to claim 5,\nwherein a transformer in which a primary coil of an AC inlet side faces a secondary coil of a battery side is provided between the AC inlet and the battery.\n, wherein a transformer in which a primary coil of an AC inlet side faces a secondary coil of a battery side is provided between the AC inlet and the battery., 9. The electric vehicle according to claim 5,\nwherein the charging lid covers both of the AC inlet and the DC inlet in the closed state.\n, wherein the charging lid covers both of the AC inlet and the DC inlet in the closed state., 10. The electric vehicle according to claim 5,\nwherein once the contactor welding detector detects welding of the contactor, the lock controller continues to lock the DC inlet cover until the contactor is repaired or checked.\n, wherein once the contactor welding detector detects welding of the contactor, the lock controller continues to lock the DC inlet cover until the contactor is repaired or checked. | US | United States | Active | B | True |
| 7 | Mobile body using removable battery \n | US10661658B2 | This application claims the benefit of priority to Japanese Patent Application No. 2015-215901 filed on Nov. 2, 2015 and is a Continuation Application of PCT Application No. PCT/JP2016/063435 filed on Apr. 28, 2016. The entire contents of each application are hereby incorporated herein by reference.\nThe present invention relates to a vehicle that generates a driving force by using electric power supplied from a detachable battery.\nA two-wheeled electric vehicle is a vehicle including a driving mechanism that is an electric motor. The electric motor rotates with the electric power supplied from a battery that is internal to the two-wheeled electric vehicle, for example, whereby the two-wheeled electric vehicle is able to travel.\nInternational Publication No. WO 2012/070432 discloses a device which charges a battery that is internal to a two-wheeled electric vehicle. This battery that is internal to a two-wheeled electric vehicle is a battery of a type which is not detachable from the vehicle body, and thus charging is performed by connecting a connector of an external charger to a charging coupler which is provided on the vehicle body surface.\nAs compared to 12 V lead-acid batteries used for gasoline engine cars and the like, a battery that is internal to a two-wheeled electric vehicle, e.g., that disclosed in International Publication No. WO 2012/070432, repeatedly undergoes charging with a large current; therefore, the charging coupler that is used for charging the battery needs to be protected against heating. Since the charging coupler is often exposed to the external environment of the vehicle body, due to influences of the external environment or the like, foreign matter or the like may adhere to the charging coupler to increase its electrical resistance value, possibly generating heat. Therefore, in International Publication No. WO 2012/070432, a thermistor (temperature sensor) is disposed on the charging coupler to monitor the temperature, and control is performed so that the charging current is decreased when a predetermined temperature is exceeded. In the charging of the battery of a two-wheeled electric vehicle disclosed in International Publication No. WO 2012/070432, the amount of generated heat can be easily reduced by merely lowering the charging current.\nOn the other hand, one possible implementation of a two-wheeled electric vehicle is where the battery is detachable from the vehicle body, such that charging is performed while the battery is detached from the vehicle body, the battery being connected to the charger. When the two-wheeled electric vehicle travels, the battery is mounted to the vehicle body, so that electric power is supplied to the electric motor via a connecting portion which electrically connects the battery and the vehicle body. In such a two-wheeled electric vehicle, when the battery is detached from the vehicle body, the connecting portion becomes exposed to the external environment, possibly allowing foreign matter or the like to adhere thereto. During travel of the two-wheeled electric vehicle, a large current which is output from the battery flows through the connecting portion; therefore, when travelling with foreign matter adhering to the connecting portion, heat may be generated in the connecting portion.\nPreferred embodiments of the present invention provide vehicles in which the temperature of a connector that electrically connects a battery and the body of the vehicle is monitored, and the power consumption during movement is lowered depending on the temperature.\nA vehicle according to a preferred embodiment of the present invention includes an electric motor that generates a driving force to move the vehicle; a battery that is detachable from a body of the vehicle; a connector that electrically connects the battery with electric circuitry of the body when the battery is mounted to the body; a temperature sensor that detects a temperature of the connector; and a controller configured or programmed to, when the detected temperature is equal to or greater than a first threshold value, lower power consumption of the vehicle during movement as compared to when the detected temperature is less than the first threshold value; wherein, in accordance with an electric power supplied from the battery via the connector, the electric motor generates a driving force to cause the vehicle to move.\nDuring movement of the vehicle, when the temperature of the connector which electrically connects the battery and the body of the vehicle becomes equal to or greater than a threshold value, power consumption of the vehicle is lowered. As a result, heating of the connector during movement of the vehicle is significantly reduced or prevented.\nIn a preferred embodiment of the present invention, the connector includes a current terminal in which an electric current through which output from the battery flows; an insulator is disposed between the current terminal and the temperature sensor; and the temperature sensor detects a temperature of the current terminal via the insulator. By controlling power consumption in accordance with the temperature of the current terminal, which is a source of heat, heating of the connector during movement of the vehicle is significantly reduced or prevented.\nIn a preferred embodiment of the present invention, the insulator insulates high-voltage circuitry from low-voltage circuitry in one of the battery and the body; the current terminal is disposed in the high-voltage circuitry; and the temperature sensor is disposed in the low-voltage circuitry. As a result, without providing an isolation circuit, the temperature of the current terminal provided on the high-voltage circuitry side is detected by using the temperature sensor provided on the low-voltage circuitry side.\nIn a preferred embodiment of the present invention, the connector includes a battery connector on the battery and a body connector on the body; and the temperature sensor is disposed on the battery connector. As a result, the temperature of the connector is able to be detected, and by controlling power consumption in accordance with the temperature of the connector, heating of the connector during movement of the vehicle is significantly reduced or prevented.\nIn a preferred embodiment of the present invention, the controller includes a battery management system in the battery, and is configured or programmed to lower the power consumption of the vehicle during movement by reducing the output of the battery. As the battery management system lowers the battery output in accordance with the temperature of the connector, heating of the connector during movement of the vehicle is significantly reduced or prevented.\nIn a preferred embodiment of the present invention, the temperature sensor further detects a temperature of the connector during charging of the battery; and during charging of the battery, the controller is configured or programmed to, when the detected temperature is equal to or greater than a predetermined value, lower a charging current as compared to when the detected temperature is less than the predetermined value. During charging of the battery, by controlling the charging current in accordance with the temperature of the connector, heating of the connector when receiving electric power is significantly reduced or prevented.\nIn a preferred embodiment of the present invention, the connector includes a battery connector on the battery a body connector on the body; and the temperature sensor is disposed on the body connector. As a result, the temperature of the connector is able to be detected, and by controlling the power consumption in accordance with the temperature of the connector, heating of the connector during movement of the vehicle is significantly reduced or prevented.\nIn a preferred embodiment of the present invention, the controller is configured or programmed to lower the power consumption of the vehicle during movement by reducing at least one of an output of the battery and a torque of the electric motor. By reducing at least one of the output of the battery and the torque of the electric motor in accordance with the temperature of the connector, heating of the connector during movement of the vehicle is significantly reduced or prevented.\nIn a preferred embodiment of the present invention, during lowering of the power consumption of the vehicle during movement, the controller is configured or programmed to gradually decrease at least one of an output of the battery and a torque of the electric motor. Even when the connector is heated to a predetermined level or above, the vehicle is gradually decelerated, such that sudden braking of the vehicle is prevented.\nIn a preferred embodiment of the present invention, after gradually decreasing at least one of the output of the battery and the torque of the electric motor, the controller is configured or programmed to set a number of revolutions of the electric motor to zero. Even when the connector is heated to a predetermined level or above, the vehicle is gradually decelerated to come to a stop, such that sudden braking of the vehicle is prevented.\nIn a preferred embodiment of the present invention, a notifier is provided to inform a rider of the vehicle that the power consumption of the vehicle during movement is being lowered. As a result, the rider is able to know that the power consumption is being lowered.\nIn a preferred embodiment of the present invention, when the detected temperature is equal to or greater than a second threshold value which is higher than the first threshold value, the controller is configured or programmed to stop the supply of electric power from the battery to the electric motor. As a result, heating of the connector during movement of the vehicle is significantly reduced or prevented.\nIn a preferred embodiment of the present invention, the controller is configured or programmed to store temperature information indicating that the detected temperature has become equal to or greater than the first threshold value. By storing temperature information, it becomes possible to utilize the temperature information to control the vehicle or for maintenance work.\nIn a preferred embodiment of the present invention, when restarting the vehicle, the controller is configured or programmed to control the power consumption of the vehicle based on the stored temperature information. By controlling the vehicle based on the temperature information, it becomes possible to perform a control which is in accordance with the state of the vehicle.\nIn a preferred embodiment of the present invention, the vehicle is a wheeled electric vehicle; and during travel of the wheeled electric vehicle, the controller is configured or programmed to, when the detected temperature is equal to or greater than the first threshold value, lower the power consumption of the wheeled electric vehicle as compared to when the detected temperature is less than the first threshold value.\nDuring travel of the wheeled vehicle, when the temperature of the connector becomes equal to or greater than a threshold value, power consumption of the wheeled electric vehicle is lowered. As a result, heating of the connector during travel of the wheeled vehicle is significantly reduced or prevented.\nAccording to a preferred embodiment of the present invention, during movement of the vehicle, power consumption of the vehicle is lowered when the temperature of a connector between the body of the vehicle and a battery becomes equal to or greater than a threshold value. As a result, heating of the connector during movement of the vehicle is significantly reduced or prevented.\nThe above and other elements, features, steps, characteristics and advantages of the present invention will become more apparent from the following detailed description of the preferred embodiments with reference to the attached drawings.\n FIG. 1 is a side view showing a two-wheeled electric vehicle according to a preferred embodiment of the present invention.\n FIG. 2 is a perspective view showing a battery and a connector according to a preferred embodiment of the present invention.\n FIG. 3 is a perspective view showing a connector on a battery and a connector on the vehicle main body according to a preferred embodiment of the present invention.\n FIG. 4 is a diagram showing a relationship between the temperature of current terminals and the temperature which is detected by a temperature sensor according to a preferred embodiment of the present invention.\n FIG. 5 is a diagram showing a vehicle main body with batteries mounted thereon according to a preferred embodiment of the present invention.\n FIG. 6 is a flowchart showing a process of adjusting an electric power supplied to an electric motor in accordance with the temperature of a connector according to a preferred embodiment of the present invention.\n FIG. 7 is a diagram showing a process of gradually decreasing the supply of electric power according to a preferred embodiment of the present invention.\n FIG. 8 is a diagram showing a vehicle main body with batteries mounted thereon according to a preferred embodiment of the present invention.\n FIG. 9 is a perspective view showing a battery and a connector according to a preferred embodiment of the present invention.\n FIG. 10 is a perspective view showing a connector on a battery and a connector on the vehicle main body according to a preferred embodiment of the present invention.\n FIG. 11 is a perspective view showing an insulator including a temperature sensor attached thereto according to a preferred embodiment of the present invention.\n FIG. 12 is a perspective view showing a battery and a connector according to a preferred embodiment of the present invention.\n FIG. 13 is a perspective view showing a connector on a battery and a connector on the vehicle main body according to a preferred embodiment of the present invention.\n FIG. 14 is an exploded perspective view showing a connector on the vehicle main body according to a preferred embodiment of the present invention.\nHereinafter, with reference to the drawings, preferred embodiments of the present invention will be described. Like component elements are denoted by like reference numerals, and description of any overlapping component elements will be omitted. Note that the present invention is not limited to the following preferred embodiments.\n FIG. 1 is a side view showing a straddled electric vehicle as an example of a vehicle according to a preferred embodiment of the present invention. In the example shown in FIG. 1, the straddled electric vehicle is a two-wheeled electric vehicle 1 of a scooter type, for example. Note that the straddled electric vehicle is not limited to a scooter-type two-wheeled electric vehicle illustrated herein. The straddled electric vehicles according to preferred embodiments of the present invention may be any other type of two-wheeled electric vehicle, e.g., a so-called on-road type, off-road type, or moped type. Straddled electric vehicles according to preferred embodiments of the present invention may be any arbitrary vehicle which a rider sits astraddle, without being limited to two-wheeled vehicles. A straddled electric vehicle according to a preferred embodiment of the present invention may be a three-wheeled vehicle (LMW) or the like of a type whose direction of travel is changed as the vehicle body is tilted, or any other straddled electric vehicle such as an ATV (All Terrain Vehicle).\nIn the following description and the drawings, the front, rear, right, and left are respectively meant as the front, rear, right, and left as perceived by the rider of the two-wheeled electric vehicle 1. The x direction shown in the figures corresponds to the front-rear direction of the two-wheeled electric vehicle 1; the y direction corresponds to the up-down direction; and the z direction corresponds to the right-left direction.\nAs shown in FIG. 1, the two-wheeled electric vehicle 1 includes a vehicle main body 10, steering handle bars 18, a front wheel 12, a rear wheel 13, and an electric motor 2. For ease of explanation, FIG. 1 shows portions of the interior of the two-wheeled electric vehicle 1 in a see-through view.\nThe vehicle main body 10 has a structure including a body frame and a body cover. The vehicle main body 10 supports front forks 14. The steering handle bars 18 are attached above the front forks 14. The front wheel 12 is supported at the lower end of the front forks 14. Near the steering handle bars 18, a display 19 is provided which displays various information such as velocity of travel, remaining battery power, operating modes, etc.\nThe rear wheel 13 and the electric motor 2 are swingingly supported by the vehicle main body 10 via a swing arm 16. In this example, the rear wheel 13 is the drive wheel, whereas the front wheel 12 is a driven wheel. The two-wheeled electric vehicle 1 travels as the rotation of the electric motor 2 is transmitted to the rear wheel 13.\nThe two-wheeled electric vehicle 1 further includes a battery 3 which supplies electric power to the electric motor 2, and an MCU (Motor Control Unit) 7 which controls the operation of the electric motor 2.\nThe vehicle main body 10 supports a seat 17 on which the rider sits. Below the seat 17 of the vehicle main body 10 is provided a battery case 4, in which the battery 3 is accommodated. The battery case 4 is box-shaped or substantially box-shaped with an open upper surface, such that the seat 17 covers over the upper surface of the battery case 4.\nThe battery 3 is detachable from the vehicle main body 10. When detached from the vehicle main body 10, the battery 3 is connected to an external charger (not shown) for charging. As indicated by a dotted line in FIG. 1, the seat 17 is of a type that opens and closes. As the rider opens the seat 17 and lifts the battery 3 up while holding it with one hand, the rider is able to remove the battery 3 to outside the vehicle main body 10.\nWhen the two-wheeled electric vehicle 1 is to travel, the battery 3 is mounted to the battery case 4. The connector 5 electrically connects the battery 3 and electric circuitry of the vehicle main body 10. Electric power which is output from the battery 3 is supplied to the electric motor 2 via the connector 5 and the MCU 7. Note that the number of batteries 3 is not limited to one; two or more batteries 3 may be accommodated in the battery case 4.\n FIG. 2 is a perspective view showing the battery 3 and the connector 5. For ease of explanation, the interior of the battery 3 is shown in a see-through view. The connector 5 includes a connector 51 which is provided on the battery 3 and a connector 52 which is provided on the vehicle main body 10. When the battery 3 is mounted to the battery case 4, the connector 51 and the connector 52 become electrically connected.\nThe battery 3 includes a battery module 31, a grip 32, a battery management system (BMS) 33, and a display 39. The battery module 31 includes a plurality of cells. The BMS 33 includes a microcomputer 35 and switches 37. The microcomputer 35 controls various operations of the battery 3. The switches 37 allow electric currents to be switched ON or OFF in various operations. The display 39 indicates the state of the battery 3. The display 39 may display, for example, the remaining power of the battery, whether the battery state is normal or abnormal, and so on.\nThe battery 3 is able to be slidably inserted into or detached from the battery case 4 (FIG. 1). As the rider opens the seat 17, holds the grip 32 of the battery 3 with one hand, and slides the battery 3 upward, the rider is able to detach the battery 3 from the vehicle main body 10. When mounting the battery 3 to the vehicle main body 10, the battery 3 is inserted into the battery case 4 and slid downward, such that the battery 3 becomes mounted. Upon this slide-mounting, the connector 51 on the battery 3 and the connector 52 on the vehicle main body 10 become electrically connected.\n FIG. 3 is a perspective view showing the connector 51 on the battery 3 and the connector 52 on the vehicle main body 10. The connector 51 includes current terminals 53, signal terminals 55, and an electrical insulator 57. Electric wires 23 are connected to the current terminals 53, whereas signal lines 25 are connected to the signal terminals 55. The connector 52 includes current terminals 54 and signal terminals 56. Electric wires 24 are connected to the current terminals 54, whereas signal lines 26 are connected to the signal terminals 56.\nThe current terminals 53 and 54 extend in the direction of sliding when attaching or detaching the battery 3 so that, when the battery 3 is inserted in the battery case 4 and slid downward, the current terminals 54 are inserted in the current terminals 53, such that the two become electrically connected to each other. The large current which is output from the battery module 31 flows to the current terminals 53 via the electric wires 23. This large current is input from the current terminals 53 to the MCU 7 via the current terminals 54 and the electric wires 24, and used to drive the electric motor 2.\nWhen the connector 51 and the connector 52 are connected, the signal terminals 55 and the signal terminals 56 become electrically connected. Exchange of control signals between the battery 3 and the vehicle main body 10 is performed via the signal lines 25 and 26 and the signal terminals 55 and 56.\nThe current terminals 53 and the electric wires 23, to which high voltages are applied, are component elements of the high-voltage circuitry that is included in the battery 3. As used herein, a high voltage is a voltage of, e.g., about 60 V or above. For example, in an implementation where two batteries having an output voltage of about 60 V, for example, are connected in series, the voltage across opposite ends will be about 120 V. On the other hand, the signal terminals 55 and signal lines 25, to which low voltages are applied, are component elements of the low-voltage circuitry that is included in the battery 3. As used herein, a low voltage is a voltage of, e.g., about 1.0 to about 12 V. Similarly, the current terminals 54 and the electric wires 24, to which high voltages are applied, are component elements of the high-voltage circuitry that is included in the vehicle main body 10. The signal terminals 56 and the signal lines 26, to which low voltages are applied, are component elements of the low-voltage circuitry that is included in the vehicle main body 10.\nIn the two-wheeled electric vehicle 1 of the present preferred embodiment, the battery 3 is detachable from the vehicle main body 10, and, while the battery 3 is detached from the vehicle main body 10, the battery 3 is connected to an external charger (not shown) for charging. When the battery 3 is thus detached from the vehicle main body 10, the current terminals 53 and 54 are exposed to the external environment, and therefore foreign matter or the like may adhere to at least one of them. During travel of the two-wheeled electric vehicle 1, a large current will flow in the current terminals 53 and 54, and therefore heat may be generated if foreign matter or the like is present on the current terminals 53 and/or 54. Therefore, in the two-wheeled electric vehicle 1 of the present preferred embodiment, the temperature of the current terminals 53 and 54 is detected, and power consumption of the two-wheeled electric vehicle 1 during movement is controlled in accordance with this temperature.\nIn the example of FIG. 3, the temperature sensor 60 which is used to detect the temperature of the current terminals 53 and 54 is provided on the connector 51 on the battery 3. In this example, the temperature sensor 60 is provided on the low-voltage circuitry side, and the insulator 57 is disposed between the current terminals 53 of the high-voltage circuitry side and the temperature sensor 60. The temperature sensor 60 and the current terminals 53 are electrically insulated by the insulator 57. In the present preferred embodiment, indirectly measuring the temperature of the current terminals 53 via the insulator 57 ensures the separation of electric circuitry between the high-voltage circuitry and the low-voltage circuitry, thus realizing a structure which does not need an isolation circuit.\nAs the material of the current terminals 53 and 54, a highly electrically conductive material, e.g., oxygen-free copper, is preferably used. Since a highly electrically conductive material also has a high thermal conductivity, the temperature difference between the current terminals 53 and the current terminals 54 is very small. Therefore, in practice, measuring the temperature of the current terminals 53 would be equivalent to measuring the temperature of the current terminals 54.\nAs the temperature sensor 60, any arbitrary temperature sensor may be used, e.g., a thermistor or a thermocouple. In this example, a thermistor whose electrical resistance value changes with changing temperature may be used as the temperature sensor 60. The temperature sensor 60 is connected to the BMS 33 via signal lines 62, such that the BMS 33 is able to detect temperature from an electrical resistance value of the temperature sensor 60.\nThe temperature sensor 60 is disposed near the current terminals 53, but because of the presence of the insulator 57 between them, the temperature which is detected by the temperature sensor 60 is slightly lower than the actual temperature of the current terminals 53. FIG. 4 is a graph showing an exemplary relationship between the temperature of the current terminals 53 and the temperature which is detected by the temperature sensor 60. The vertical axis represents the temperature of the current terminals 53, and the horizontal axis represents the temperature which is detected by the temperature sensor 60. The relationship in temperature between the current terminals 53 and the temperature sensor 60 may be obtained in advance through measurement. For example, the BMS 33 may store in advance such a relationship of temperature between the current terminals 53 and the temperature sensor 60, and based on this relationship and a measurement value of the temperature sensor 60, the temperature of the current terminals 53 is known.\nDuring travel of the two-wheeled electric vehicle 1, if the detected temperature is equal to or greater than a threshold value, the BMS 33 reduces the output of the battery 3 as compared to when the detected temperature is less than the threshold value, thus lowering the power consumption during travel. As a result of this, heating of the connectors 51 and 52 during travel of the two-wheeled electric vehicle 1 is significantly reduced or prevented.\nNote that the temperature to be compared against the threshold value may be a measurement value of the temperature sensor 60, or a temperature of the current terminals 53 as calculated on the basis of the aforementioned relationship. In the case where a measurement value of the temperature sensor 60 is used, the threshold value may be about 80 degrees Celsius, for example. In the case where a calculated temperature of the current terminals 53 is used, the threshold value may be about 90 degrees Celsius, for example.\n FIG. 5 is a diagram showing the vehicle main body 10 with the batteries 3 mounted thereon. In the example of FIG. 5, two batteries 3 are mounted on the vehicle main body 10, the two batteries 3 being connected in series. Given that one battery 3 has an output voltage of about 60 V, for example, the voltage across opposing current terminals 53 and 54 will be about 120 V, for example. The electric current value is about 120 amperes at the maximum, for example.\nThe BMS 33 of each battery 3 includes a microcomputer 35, switches 37, a cell monitor 82, an external communicator 83, an insulated power supply 87, a power supply 88, and a memory 89. The MCU 7 which is provided on the vehicle main body 10 includes a microcomputer 71, a memory 72, an external communicator 73, and an inverter 74.\nIn this example, the battery module 31 has an output voltage of about 60 V. The power supply 88 supplies electric power to the microcomputer 35, whereas the insulated power supply 87 supplies electric power to the external communicator 83. The cell monitor 82 monitors the state of the battery module 31. The battery module 31 includes a temperature sensor 81 disposed thereon to measure its temperature, and the cell monitor 82 monitors the temperature of the battery module 31 by using the temperature sensor 81. Moreover, the cell monitor 82 monitors the voltage of the battery module 31. The microcomputer 35 monitors the electric current value by using a current detector 86. The switches 37 allow electric currents to be switched ON or OFF in various operations. The battery 3 includes a fuse 85 provided thereon, so that the fuse 85 cuts the electric current in cases of abnormality, e.g., when a large current flows that is greater than rated.\nThe external communicator 83 of the BMS 33 and the external communicator 73 of the MCU 7 exchange various control signals via the connector 5. The exchange is made by using a CAN (Controller Area Network), for example. The memories 72 and 89 are storage media that store computer programs which define the procedures of various processes to be executed by the microcomputers 71 and 35. Based on the computer programs which are read from the memories 72 and 89, the microcomputers 71 and 35 execute the various processes.\nThe DC power which is output from the batteries 3 is input to the inverter 74 via the connector 5. The inverter 74 outputs to the electric motor 2 an AC power which is in accordance with the control by the microcomputer 71, such that the electric motor 2 rotates to generate a driving force. Note that the inverter 74 may be provided separately from the MCU 7. Although the electric motor 2 and the MCU 7 preferably are separately provided in this example, a motor assembly or system that includes the electric motor 2 and the MCU 7 may instead be provided.\n FIG. 6 is a flowchart showing an exemplary process of adjusting an electric power supplied to the electric motor 2 in accordance with the temperature of the connector 5.\nDuring travel of the two-wheeled electric vehicle 1, the BMS 33 of the battery 3 monitors the measurement value of the temperature sensor 60 on the connector 51 (step S11). The BMS 33 determines whether or not the measurement value of the temperature sensor 60 is equal to or greater than a second threshold value (step S12). The second threshold value, e.g., about 100 degrees Celsius, is a temperature that is higher than a first threshold value which will be described below.\nIf the measurement value of the temperature sensor 60 is equal to or greater than the second threshold value, the BMS 33 stops the supply of electric power, thus preventing an electric current from flowing in the current terminals 53 and 54 (step S17). As a result of this, the two-wheeled electric vehicle 1 decelerates and stops. Since this stopping is based on the abnormality that the measurement value of the temperature sensor 60 is equal to or greater than the second threshold value, the microcomputer 71 maintains this control of preventing travel of the two-wheeled electric vehicle 1 until the rider powers OFF the two-wheeled electric vehicle 1.\nAt step S12, if the measurement value of the temperature sensor 60 is less than the second threshold value, the BMS 33 determines whether or not the measurement value of the temperature sensor 60 is equal to or greater than a first threshold value (step S13). The first threshold value may be about 80 degrees Celsius, for example. At step S13, if the measurement value of the temperature sensor 60 is equal to or greater than the first threshold value, the electric power supplied to the electric motor 2 is gradually decreased (step S14). For example, the microcomputer 35 may communicate with the microcomputer 71 to lower the output power of the inverter 74, thus gradually lowering the electric power supplied to the electric motor 2. For example, by PWM (Pulse Width Modulation) control, the electric power supplied to the electric motor 2 may be gradually lowered. Controlling the inverter 74 to lower the power consumption of the electric motor 2 consequently lowers the output power of the battery 3. As a result of this, the electric power flowing in the current terminals 53 and 54 is lowered, such that heating of the connector 5 is significantly reduced or pr | A vehicle includes an electric motor; a battery that is detachable from a body of the vehicle; a connector that electrically connects the battery with the vehicle body; and a temperature sensor that detects a temperature of the connector. In accordance with an electric power supplied from the battery via the connector, the electric motor generates a driving force to cause the vehicle to move. During movement of the vehicle and when the detected temperature is equal to or greater than a first threshold value, a controller performs control to lower power consumption of the vehicle compared to when the detected temperature is less than the first threshold value. | US:15/964,158 | https://patentimages.storage.googleapis.com/7f/cb/5c/5ca55fef651591/US10661658.pdf | US:10661658 | Tomosada Anma, Shinji Tsuji, Masakazu TAKANO | Yamaha Motor Co Ltd | JP:H08171942:A, JP:2004279668:A, US:20110050175:A1, JP:2011054342:A, JP:2011139572:A, US:20130169261:A1, EP:2423033:A2, WO:2012070432:A1, US:20130181675:A1, US:20130341109:A1, US:20150127206:A1 | 2020-05-26 | 2020-05-26 | 1. A vehicle comprising:\nan electric motor that generates a driving force to move the vehicle;\na battery that is detachable from a body of the vehicle;\na connector that electrically connects the battery with electric circuitry of the body;\na temperature sensor that detects a temperature of the connector to provide a detected temperature; and\na controller configured or programmed to, when the detected temperature of the connector is equal to or greater than a first threshold value, lower power consumption of the vehicle during movement as compared to when the detected temperature of the connector is less than the first threshold value; wherein\nin accordance with an electric power supplied from the battery via the connector, the electric motor generates a driving force to cause the vehicle to move;\nwhen the controller lowers the power consumption of the vehicle during movement, the controller is configured or programmed to determine whether or not the detected temperature is less than another threshold value which is a lower temperature than the first threshold value;\nthe controller is configured or programmed to continue lowering the power consumption of the vehicle during movement when the detected temperature is equal to or greater than the another threshold value; and\nthe controller is configured or programmed to cancel lowering the power consumption of the vehicle during movement when the detected temperature is less than the another threshold value.\n, an electric motor that generates a driving force to move the vehicle;, a battery that is detachable from a body of the vehicle;, a connector that electrically connects the battery with electric circuitry of the body;, a temperature sensor that detects a temperature of the connector to provide a detected temperature; and, a controller configured or programmed to, when the detected temperature of the connector is equal to or greater than a first threshold value, lower power consumption of the vehicle during movement as compared to when the detected temperature of the connector is less than the first threshold value; wherein, in accordance with an electric power supplied from the battery via the connector, the electric motor generates a driving force to cause the vehicle to move;, when the controller lowers the power consumption of the vehicle during movement, the controller is configured or programmed to determine whether or not the detected temperature is less than another threshold value which is a lower temperature than the first threshold value;, the controller is configured or programmed to continue lowering the power consumption of the vehicle during movement when the detected temperature is equal to or greater than the another threshold value; and, the controller is configured or programmed to cancel lowering the power consumption of the vehicle during movement when the detected temperature is less than the another threshold value., 2. The vehicle of claim 1, wherein\nthe connector includes a current terminal through which an electric current that is output from the battery flows;\nan insulator is disposed between the current terminal and the temperature sensor; and\nthe temperature sensor detects a temperature of the current terminal via the insulator.\n, the connector includes a current terminal through which an electric current that is output from the battery flows;, an insulator is disposed between the current terminal and the temperature sensor; and, the temperature sensor detects a temperature of the current terminal via the insulator., 3. The vehicle of claim 2, wherein\nthe insulator insulates high-voltage circuitry from low-voltage circuitry in one of the battery and the body;\nthe current terminal is disposed in the high-voltage circuitry; and\nthe temperature sensor is disposed in the low-voltage circuitry.\n, the insulator insulates high-voltage circuitry from low-voltage circuitry in one of the battery and the body;, the current terminal is disposed in the high-voltage circuitry; and, the temperature sensor is disposed in the low-voltage circuitry., 4. The vehicle of claim 1, wherein\nthe connector includes a battery connector on the battery side and a body connector on the body; and\nthe temperature sensor is disposed on the battery connector.\n, the connector includes a battery connector on the battery side and a body connector on the body; and, the temperature sensor is disposed on the battery connector., 5. The vehicle of claim 1, wherein the controller includes a battery management system in the battery, and is configured or programmed to lower the power consumption of the vehicle during movement by reducing an output of the battery., 6. The vehicle of claim 1, wherein\nthe temperature sensor detects a temperature of the connector during charging of the battery; and\nduring charging of the battery, the controller is configured or programmed to, when the detected temperature is equal to or greater than a predetermined value, lower a charging current as compared to when the detected temperature is less than the predetermined value.\n, the temperature sensor detects a temperature of the connector during charging of the battery; and, during charging of the battery, the controller is configured or programmed to, when the detected temperature is equal to or greater than a predetermined value, lower a charging current as compared to when the detected temperature is less than the predetermined value., 7. The vehicle of claim 1, wherein\nthe connector includes a battery connector on the battery and a body connector on the body; and\nthe temperature sensor is disposed on the body connector.\n, the connector includes a battery connector on the battery and a body connector on the body; and, the temperature sensor is disposed on the body connector., 8. The vehicle of claim 1, wherein the controller is configured or programmed to lower the power consumption of the vehicle during movement by reducing at least one of:\nan output of the battery; and\na torque of the electric motor.\n, an output of the battery; and, a torque of the electric motor., 9. The vehicle of claim 8, wherein the controller is configured or programmed to, when lowering the power consumption of the vehicle during movement, decrease at least one of:\nthe output of the battery; and\nthe torque of the electric motor.\n, the output of the battery; and, the torque of the electric motor., 10. The vehicle of claim 9, wherein the controller is configured or programmed to, after decreasing at least one of the output of the battery and the torque of the electric motor, set a number of revolutions of the electric motor to zero., 11. The vehicle of claim 1, further comprising a notifier that informs a rider of the vehicle that the power consumption of the vehicle during movement is being lowered., 12. The vehicle of claim 1, wherein, when the detected temperature is equal to or greater than a second threshold value which is higher than the first threshold value, the controller is configured or programmed to stop supplying the electric power from the battery to the electric motor., 13. The vehicle of claim 1, wherein the controller is configured or programmed to store temperature information indicating that the detected temperature has become equal to or greater than the first threshold value., 14. The vehicle of claim 13, wherein, when restarting the vehicle, the controller is configured or programmed to control the power consumption of the vehicle based on the stored temperature information., 15. The vehicle of claim 1, wherein\nthe vehicle is a wheeled electric vehicle; and\nduring travel of the wheeled electric vehicle, the controller is configured or programmed to, when the detected temperature is equal to or greater than the first threshold value, lower the power consumption of the wheeled electric vehicle as compared to when the detected temperature is less than the first threshold value.\n, the vehicle is a wheeled electric vehicle; and, during travel of the wheeled electric vehicle, the controller is configured or programmed to, when the detected temperature is equal to or greater than the first threshold value, lower the power consumption of the wheeled electric vehicle as compared to when the detected temperature is less than the first threshold value., 16. The vehicle of claim 1, wherein\nthe controller is configured or programmed to store temperature information indicating that the detected temperature has become equal to or greater than the first threshold value; and\nthe controller is configured or programmed to, once the number of times that the detected temperature has become equal to or greater than the first threshold value reaches a predetermined number of times, lower power consumption of the vehicle during movement regardless of a value of the detected temperature.\n, the controller is configured or programmed to store temperature information indicating that the detected temperature has become equal to or greater than the first threshold value; and, the controller is configured or programmed to, once the number of times that the detected temperature has become equal to or greater than the first threshold value reaches a predetermined number of times, lower power consumption of the vehicle during movement regardless of a value of the detected temperature., 17. A vehicle comprising:\nan electric motor that generates a driving force to move the vehicle;\na battery that is detachable from a body of the vehicle;\na connector that electrically connects the battery with electric circuitry of the body;\na temperature sensor that detects a temperature of the connector to provide a detected temperature; and\na controller configured or programmed to, when the detected temperature of the connector is equal to or greater than a first threshold value, lower power consumption of the vehicle during movement as compared to when the detected temperature of the connector is less than the first threshold value; wherein\nin accordance with an electric power supplied from the battery via the connector, the electric motor generates a driving force to cause the vehicle to move;\nthe controller is configured or programmed to store temperature information indicating that the detected temperature has become equal to or greater than the first threshold value; and\nthe controller is configured or programmed to, once the number of times that the detected temperature has become equal to or greater than the first threshold value reaches a predetermined number of times, lower the power consumption of the vehicle during movement regardless of a value of the detected temperature.\n, an electric motor that generates a driving force to move the vehicle;, a battery that is detachable from a body of the vehicle;, a connector that electrically connects the battery with electric circuitry of the body;, a temperature sensor that detects a temperature of the connector to provide a detected temperature; and, a controller configured or programmed to, when the detected temperature of the connector is equal to or greater than a first threshold value, lower power consumption of the vehicle during movement as compared to when the detected temperature of the connector is less than the first threshold value; wherein, in accordance with an electric power supplied from the battery via the connector, the electric motor generates a driving force to cause the vehicle to move;, the controller is configured or programmed to store temperature information indicating that the detected temperature has become equal to or greater than the first threshold value; and, the controller is configured or programmed to, once the number of times that the detected temperature has become equal to or greater than the first threshold value reaches a predetermined number of times, lower the power consumption of the vehicle during movement regardless of a value of the detected temperature. | US | United States | Active | B60L11/1816 | True |
| 8 | 便携式电气化车辆能量传递装置和方法 \n | CN104816642B | 技术领域本发明大体涉及电气化车辆，并且更具体地涉及从电气化车辆的蓄电池传递能量至外部负载。背景技术电气化车辆(EV)使用高压牵引蓄电池或其他类型的能量储存设备(ESD)来提供电驱动系统的驱动能量。当能量级减小或耗尽时，蓄电池可以通过将EV耦接到住宅电网或公用或商业充电站进行充电。蓄电池完全充电后可以储存能量用于将来的驱动操作。在过去的几年里，已经提出了储存在EV蓄电池中的能量可以用于除了驱动车辆以外的操作。例如，已经提出了电动车辆的蓄电池可以用于提供能量返回至住宅电网。车辆与家(V2H)能量传递过程可以减小家用设备花费，因为能量可以在低需求、低能量成本时间段期间储存在车辆蓄电池中，然后在能量花费较高的时间段期间使用。另外，由于家用电网被连接到市政公用电网，传递至家用电网的能量也可以在最高需求时期用于补充公用电网。鲁伊斯等人的美国专利公开号2011/0204720解释了如何配置这种系统。然而，鲁伊斯系统除了进行车辆、家用电网以及公用电网之间的实际能量传递必要的电路和设备之外，需要大量的并且复杂的控制网络和监测模块。描述了较不宏大的系统，卡玛崎的美国专利申请公开号2011/03096774公开了可以用于在停电期间给住宅供电的功率控制系统。然而在范围上比鲁伊斯系统更窄，并且因此较不复杂，卡玛崎系统依赖于安装在建筑物上耦接到电动车辆的第一和第二蓄电池的功率转换器。第一蓄电池，车辆牵引或驱动蓄电池，用于提供功率转换器可以传递至家用电网的能量，以及第二蓄电池，车辆辅助蓄电池(其用于车辆辅助设备，例如灯、空调等)用于为功率转换器自身的运行供电。安装在房子的设备控制器可以控制在功率转换器转换的能量。虽然对它们的预期目的是足够的，但是上述提议，以及其它涉及V2H应用的现有技术，存在一些缺点。例如，都需要安装在住宅的附加设备，他们的安装和维修可能会超出许多用户经过考虑负担得起的价格点。此外，许多这样的系统，像上述的卡玛崎系统，包括安装在建筑物的设备控制器。这个特征会在传递能量的方式上施加限制，例如只有当车辆拴到住宅或商业/工业建筑物时储存的能量可以从车辆蓄电池传递的限制。当要供电的器具或电气设备存在于建筑物时，这种限制可能被证明是无关紧要的。例如，如果车辆蓄电池被用来在停电期间为建筑物内的冰箱、炉子或其他器具供电，对建筑物的控制器的依赖，以及车辆与建筑物的连接，不会造成任何问题。然而，这种类型的系统不能在操作者想要使用车辆的蓄电池给不在建筑物内或没有连接到家用电网的设备供电的情况下使用。例如，露营旅游的用户可能希望使用车辆的蓄电池能量来给偏僻的露营地的设备(例如加热器、微波炉、空调等)供电。作为选择，建筑工人可能需要为运行大电流电动工具和电力设备供电，例如电钻，电锯，空气压缩机以及工地的诸如此类。在这两种情况下，由于不存在接入的建筑物网络，所提出的系统无法应对燃眉之急。发明内容本发明提供了一种用于从电气化车辆(EV)的能量储存设备(ESD)传递能量至车辆外部的负载的系统。在示例实施例中，该系统包含EV和便携式EV能量传递装置(EVETA)，EVETA配置用于接收DC输入并提供AC输出。EVETA可以配置用于耦接EV；例如，EVETA电缆可以配置用于接合EV充电插口，以及耦接各种类型的固定和可移动的外部负载。举例来说，负载可以包含微电网、公用电网以及商业充电站，以及可移动负载，例如耗电器具、电动工具或军事装备。在示例实施例中，EVETA可以配置用于提供DC输出以及AC功率输出。在示例实施例中，一种EVETA可以包含便携式壳体，用于耦接EV的手段和电子组件，用于接收外部AC负载的手段置于便携式壳体中，电子组件配置用于在所述EV和所述EV和所述EVETA外部的负载之间传递能量。作为耦接EV的手段，示例EVETA可以包含端部带连接器的电缆，连接器配置用于接合EV的充电插口，电缆和连接器配置用于使数据能够在EVETA和EV之间通信。EVETA可以包含AC插座，用于接收和耦接AC负载并提供AC输出。除了提供AC输出之外，EVETA可以进一步配置有DC连接器以耦接DC负载并提供DC输出。在示例实施例中，EVETA可以进一步包含用于耦接并提供输出至电网的手段；例如，EVETA可以包含用于具有网络测量功能的并网逆变器的接口。EVETA可以进一步包含用于接收来自操作者的输入并提供信息至操作者的人机界面。一种示例方法可以包括便携式EVETA耦接EV，EVETA耦接所述EV外部的负载，以及EVETA在EV和外部负载之间传递能量。在所述EV和所述外部负载之间传递能量可以包含提供AC和/或DC输出至负载。举例来说，在EV和负载之间传递能量可以包含从EV的牵引蓄电池接收DC电压，转换接收到的电压，并提供包含所述转换的电压的输出。在示例实施例中，一种方法可以包括在执行能量传递之前执行授权过程。授权过程可以对未授权用户能量盗用进行保护。此外，一种方法可以包括接收EV的ESD的预定SOC极限并监测ESD SOC以避免ESD过放电。根据本发明，提供一种系统，包含：电气化车辆(EV)；以及EV能量传递装置，其包含包装在便携式壳体中的电子组件，所述EVETA配置用于接收外部AC负载，所述EVETA配置用于耦接所述EV，所述EVETA配置用于从所述EV的能量储存设备(ESD)传递能量至所述EV和所述EVETA的外部的电负载。根据本发明的一个实施例，其中所述负载包含电网。根据本发明的一个实施例，其中所述负载包含可移动电气装置。根据本发明的一个实施例，其中所述EVETA配置用于提供DC输出。根据本发明的一个实施例，其中所述EVETA配置用于提供AC输出。根据本发明，提供一种电气化车辆(EV)能量传递装置(EVETA)，包含：便携式壳体；电子组件，包装在所述壳体中且配置用于在所述EV和所述EV和所述壳体的外部的负载之间传递能量；其中所述EVETA配置用于接收外部AC负载；其中所述EVETA配置用于耦接所述EV；以及其中所述EVETA配置用于提供AC输出。根据本发明的一个实施例，其中EV包含电缆，电缆具有配置用于耦接所述EV的充电插口的连接器。根据本发明的一个实施例，其中所述电子组件包含DC至AC逆变器。根据本发明的一个实施例，其中所述电子组件包含DC至DC转换器。根据本发明的一个实施例，其中所述电子组件配置用于与所述EV数据通信。根据本发明的一个实施例，EVETA进一步包含人机界面(HMI)。根据本发明的一个实施例，其中所述EVETA配置用于接收所述EV的能量储存设备(ESD)的荷电状态(SOC)极限。根据本发明的一个实施例，其中所述EVETA配置用于接收DC负载。根据本发明，提供一种方法，包含：将配置用于接收AC负载的便携式电气化车辆(EV)能量传递装置(EVETA)耦接EV；所述EVETA耦接所述EV和所述EVETA外部的电负载；以及所述EVETA在所述EV和所述电负载之间传递能量。根据本发明的一个实施例，其中所述传递能量包含提供AC输出。根据本发明的一个实施例，其中所述传递能量包含提供DC输出。根据本发明的一个实施例，其中所述负载包含电网。根据本发明的一个实施例，其中所述负载包含可移动电气装置。根据本发明的一个实施例，进一步包含在所述传递能量之前进行授权过程。根据本发明的一个实施例，进一步包含接收所述EV的能量储存设备(ESD)的预定SOC极限。附图说明图1示出了包括电气化车辆(EV)能量转换装置(EVETA)的示例系统。图2示出了示例EVETA。图3示出了示例EVETA。图4示出了示例EVETA连接器和电缆。图5示出了示例方法的流程图。图6示出了示例方法的流程图。具体实施方式在此介绍了本发明的示例实施例；然而，本发明可以体现为多种可替代的形式，对本领域技术人员来说将是显而易见的。为了便于本发明的理解，并为权利要求提供基础，在说明书中包括各种附图。附图不是按比例绘制且相关的元件可以被省略，以便强调本发明的新颖特征。提供在附图中描述的结构和功能细节的目的在于教导本领域技术人员本发明的实践，并且不应当被解释为限制。例如，在此示例实施例的说明中，各种系统的控制模块可以不同地布置和/或组合，且可以省略，以便更好地突出本发明的新颖方面。现在转到附图，其中在几个视图中相同的附图标记指代相同的元件。图1示出了用于从电气化车辆(EV)传递能量到外部负载的示例系统2。系统2包含EV 4，EV 4电耦接至EV能量传递装置(EVETA)6，EVETA6配置用于从EV 4的能量储存设备(ESD)8传递能量至负载10。在示例实施例中，EV 4是仅由电力驱动的蓄电池电动车辆(BEV)的形式。然而，可以预期的是，本发明也可以在插电式电动车辆(PEV)中实施。EVETA6可以配置为自足的便携式装置，容易运送以为固定负载(例如公共或住宅设施的电网)或可以从一个位置移动到另一个位置的活动负载供电。ESD 8可以是EV 4的高压牵引蓄电池的形式，例如，但不限于，多单元300V锂离子蓄电池。作为选择，ESD 8可以是高压电容器或其他可用于为EV 4提供电动动力的电荷储存设备的形式。如图1所示，负载10可以以不同的方式体现，且可以是固定的或可移动的。例如，负载10可以是电网的形式，例如，但不限于，可以在住宅发生停电时通过EVETA 6接收电能的微电网。作为选择，电网可以是在商业建筑物或综合设施的电网的形式，EVETA 6可以供应急电能或可以出售补充电能至该电网。负载10也可以是电气设备的形式，例如在偏僻的工地使用的电动工具。例如，负载10可以是电锯，高速电钻，或用于建设、维护或修理的其他高电流或低电流电动工具的形式。负载10还可以是在偏僻的露营地部署的露营设备的形式。例如，负载10可以包含微波炉、加热器、便携式炉子、空调设备或诸如此类。用EVETA 6，露营者可以利用电能，而不必打包相当大的、重的且嘈杂的发电机。在又一个进一步的应用中，负载10可以包含军用装备，例如在偏僻的场地位置可能需要的通信设备、计算机、加热器、炉子等。应当指出的是，负载10的各种描述不是详尽的，因为预期的是，负载10可以体现为各种附加的形式。在示例性实施例中，EVETA6可以配置用于必要时与EV 4的ESD控制模块(ESDCM)9配合，以执行能量传递过程。举例来说，EVETA 6可以配置用于与ESDCM 9按照预定的协议进行通信。图2描述了EVETA 6的示例实施例，EVETA 6包含便携式壳体12，便携式壳体12支承和包围配置用于在EV和外部负载之间传递能量的电子组件14。便携式壳体12可以足够小，以允许操作者手提EVETA 6并容易地将它装载在EV 4中。为了耦接EV 4，EVETA 6可以包含电缆16，电缆16从壳体12延伸，并且端部带有适于与EV 4充电插口19(参见图3)机械接合和电连接的连接器18。在示例实施例中，连接器18可以配置用于以与EV维修设备(EVSE)耦接EV充电插口以执行充电操作的方式类似的方式耦接充电插口19。举例来说，连接器18可以包含电力链路和通信接口，其符合2013年1月出版的汽车工程师协会(SAE)电动车辆和插电式混合动力电动车辆传导充电耦合器标准(J1772)，在下文中简称“SAE J1772”，通过引用将它的全部内容包含在本文中。电缆16和连接器18可以配置用于将电子组件14与ESD 8耦接。此外，电缆16和连接器18可以配置用于将电子组件14与EV4的一个或多个控制模块(例如ESDCM 9)耦接，以便于能量传递过程的授权、控制和实施。例如，可以在EV 4中提供网关模块(未示出)，其配置用于将电子组件14与EV通信局域网(CAN)(未示出)耦接，且电缆16和连接器18可以配置用于将电子组件14与网关模块耦接。在示例实施例中，电子组件14可以配置用于从车辆低压电源，例如，但不限于，车辆12V辅助蓄电池，接收用于执行它的操作的电能。因此，EVETA 6可以包括辅助电缆15，其配置用于耦接至EV 4的12V电源输出。在进一步实施例中，电源(未示出)，例如低压蓄电池，可以置于EVETA中。图3示出了EVETA 6通过电缆16和连接器18与EV 4耦接的示例配置。在示例实施例中，连接器18可以配置用于符合EV耦合器的SAE J1772标准。举例来说，连接器18可以包括能够电耦接EV 4的充电插口的多个端子。例如，端子T1和T2可以配置用于AC(交流)线路，端子T3可以配置用于接地线路连接，端子T4可以配置用于控制线路(pilot line)连接，端子T5可以配置用于接近线路(proximity line)连接，以及端子T6和T7可以配置用于高压DC(直流)总线链路连接。电缆16可以包括配置用于在连接器18的各个端子T3-T7将EV 4接地、控制、接近以及链路电压线路与电子组件14耦接的导线。在示例实施例中，连接器18可以配置用于接合EV 4的充电插口19，端子T1-T7配置用于与相应的充电插口端子IT1-IT7电耦接以提供类似于EV 4和EVETA 6之间的电力线路之间的电连通性。EVETA 6可以包括至少一个用于提供AC输出的AC插座20，例如单相120V或220V AC输出。在示例实施例中，EVETA 6可以包括多于一个AC插座，例如提供120V输出的第一AC插座，以及提供220V输出的第二AC插座。可以预期的是，提供的可以连接到电源的插座的数目能够由电子组件14产生，提供更高的功率级的那些EVETA也提供更多数量的插座。举例来说，而非限制，120V AC插座可以配置用于提供从8安培到15安培的电流范围，并且220V AC插座可以配置用于提供20安培的电流。然而，可以预期的是，AC插座20可以配置用于为休闲车辆应用或其他高电流负载提供30安培的电流。举例来说，而非限制，AC插座20可以配置用于接收负载10的电插头。EVETA还可以包括用于提供DC功率输出的手段，例如，但不限于，至少一个DC功率连接器22。DC功率连接器22可以是插口或插座的形式，或配置用于与要支持的电负载的互补连接器配对的其他标准类型DC连接器。举例来说，一个或多个DC连接器22可以配置用于提供约12V DC和/或24V DC的输出。在示例实施例中，EVETA可以包括专用的电网接口24，用于耦接EVETA到电网。例如，接口24可以是并网逆变器接口的形式。在示例实施例中，EVETA6可以包含双模逆变器，配置用于连接到公用电网和EV 4蓄电池以及在“岛”(即处所)和公用电网之间自动切换。双模逆变器可以与EV通信，在停电期间从它的蓄电池汲取能量至处所的电力设备，也可以在正常状态下提供能量至电网。接地连接器23也可以置于EVETA 6以为AC外部负载10提供与地面的接地连接。此外，可以提供紧急停止按钮25以使用户能够在必要时开始EVETA 6的立即停止。EVETA 6可以进一步包括人机界面(HMI)26。人机界面26可以配置用于接收用户输入，并且可以包括用于显示信息给用户的手段。在示例实施例中，HMI 26可以包含触摸屏25，触摸屏25可以显示信息，以及使用户能够提供输入以控制能量传递过程。例如，操作者可以使用触摸屏选择选项，指定参数，或提供命令。举例来说，用户可以指定SOC(荷电状态)极限，以防止使EV蓄电池放电到规定的最小荷电状态以下。设置SOC极限允许操作者确保ESD具有足够的电量以使EV能够从工地、露营地或其他偏僻的位置返回。在示例实施例中，HMI 26还可以配置用于允许操作者选择所需的频率选项，例如50Hz或60Hz，以适应国内以及那些在国外的用户。用户输入还可以包括密码和/或其它认证数据，以便于由EVETA进行的授权过程，以防止EV ESD的未经授权使用。触摸屏25也可以用于显示信息给用户。例如，使用EV ESD 8充电功能和由电子组件14提供的输出功率，EVETA 6可以配置用于显示估计的电负载10的运行时间。此外，HMI 26可以配置用于显示故障和诊断码以通知用户连接器故障、内部故障等。HMI 26可以包括一个或多个指示器28，例如电源开/关指示器，正在进行能量转换指示器，以及诸如此类。举例来说，这种指示器可以是LED的形式。HMI 26可以进一步包括一个或多个按钮29，例如可以按下以使EVETA 6通电和断电的按钮，可以按下以发起和/或终止能量传递过程的按钮，等。图4描述了电子组件14的示例实施例。在图示的示例中，电子组件14包含控制模块30，以及能量转换模块(ECM)32。控制模块30可以配置用于调整和控制能量传递过程，同时ECM 32可以配置用于从ESD 8接收能量，并提供能量到负载10。例如，ECM 32可以耦接至电缆16的高压和低压总线导线以从ESD 8接收能量。ECM 32可以包含硬件、软件、固件或它们的一些组合。举例来说，ECM 32可以包括DC/AC逆变器34和DC/DC转换器36。DC/AC逆变器34可以配置用于从EV ESD 8接收DC电压，并将它转换成可提供为AC插座20的输出的AC电压。在示例实施例中，DC/DC转换器36可以配置用于从ESD 8接收DC电压并将它逐步降低到在DC输出连接器22可以提供的较低的电压。举例来说，而非限制，DC/DC转换器36可以配置用于提供约12V的低压输出。电子组件14可以进一步包括输入测量模块(IMM)38和输出测量模块(OMM)40。在示例性实施例中，IMM 38和OMM 40与电子组件14的其他部件电位隔离。IMM 38可以配置用于测量提供至ECM 32的电压，并且在示例实施例中，可以进一步配置用于测量提供至ECM 32的电流。举例来说，IMM 38可以包含电压传感器和电流传感器，其配置用于测量在电缆16的DC链路电压线路的电压和电流。例如，IMM 38可以包含差分放大器，其配置用于测量从EV 4接收到的DC链路电压。此外，IMM 38可以包括设置在电缆16上以测量来自EV 4的输入电流的霍尔效应传感器。OMM 40可以配置用于测量ECM 32输出级。例如，OMM 40可以包含配置用于检测DC/AC逆变器34的输出电压的第一电压传感器和配置用于测量DC/DC转换器36的输出电压的第二电压传感器。同样地，OMM40可以包含配置用于测量DC/AC逆变器34的电流输出的第一电流传感器和配置用于测量DC/DC转换器36的电流输出的第二电流传感器。在示例实施例中，控制模块30可以配置用于接收IMM 38和OMM 40测量结果，以监控和控制ECM32操作。和IMM 38一样，OMM 40可以配置用于提供检测到的输出级至控制模块30。EVETA 6可以配置用于保持在EVETA 6接收的DC链路和AC输出20之间以及DC链路和EV 4底盘地线之间的电流隔离。在示例实施例中，EVETA 6可以配置用于与EV 4配合以保持这种电流隔离并检测隔离的损失。控制模块30可以包含硬件、软件、固件、或它们的一些组合。在示例实施例中，控制模块30可以包含具有嵌入式软件的微控制器或其他计算和/或处理设备。软件可以在微控制器中执行，并且可以包含配置用于在EVETA 6内和EVETA 6和EV 4之间执行数据通信和控制信号的逻辑，以及用于执行与控制模块30的功能有关的操作的逻辑。控制模块30可以包含用于存储逻辑和指令的只读存储器(ROM)，以及用于存储在EVETA6操作期间实时接收到的数据的随机存取存储器(RAM)。如以下进一步详细讨论的，控制模块30可以配置用于执行多种任务，可以包括，但不限于：能量传递授权，故障检测，能量传递过程的开始和终止，逆变器控制，EVETA状态的监测，以及EV ESD SOC的监测。控制模块30可以配置用于执行或促进授权过程，以免受未授权用户的能量盗用。可以实施各种方案以授权能量传递过程。举例来说，控制模块30可以配置用于在能量传递过程开始之前与HMI 26配合以接收密码、用户标识码、授权码或诸如此类。控制模块30可以配置用于将接收到的授权码与之前存储在控制模块30中的代码进行比较以便验证用户并授权能量传递过程。在示例实施例中，存储在控制模块30中的代码可以与特定的车辆相关联。因为不同的车辆可以具有不同的代码，控制模块30可以配置用于接收车辆代码和授权码，并且可以配置用于确定是否每个匹配之前存储在EVETA 6中的车辆代码和授权码对。可以预期的是，EV 2可以配置用于对ESD 8的放电施加一定程度的控制，例如，它可以要求在传递过程可以开始之前授权用户，并且可以要求在传递过程期间观察到发布的功率极限。因此，在示例实施例中，控制模块30可以配置用于提供接收到的用户标识或授权码到EV 4的ESDCM9，ESDCM 9可以配置用于确定接收到的代码是否匹配存储的预定代码。在示例实施例中，控制模块30可以配置用于通过预定协议(例如在SAEJ1772标准中所描述的那些)与ESDCM 9进行数据通信。举例来说，通过电缆16和连接器18启用的数据通信链路，例如通过T4的控制线路连接和T3的地线连接，控制模块30可以配置用于与网关模块(未示出)进行通信，网关模块可以配置用于从控制模块30接收消息，并以适当的格式提供他们至ESDCM 9。然后，ESDCM 9可以执行用户认证/或授权过程并通过网关模块将它的结果传输返回至控制模块30。然后，控制模块30可以与HMI 26配合以通知用户传递过程被授权或拒绝。在可供选择的实施例中，作为授权过程的一部分，控制模块30可以配置用于检测EV 4的钥匙或密钥卡的接近存在。例如，EVETA 6的接收器(未示出)可以配置用于接收由EV4钥匙或密钥卡发出的信号。控制模块30可以配置用于当检测到信号并且它的一个或多个参数(例如频率)匹配与EV 4有关并且之前存储在控制模块30中的信号参数时授权传递过程。作为选择，与EV 4的无线电钥匙/密钥卡有关的标识码可以与EVETA6相关并存储在控制模块30中。电子组件14的接收器可以配置用于从接近的钥匙接收信号，检测它的ID，并将它提供至控制模块30，用于与一个或多个之前存储的钥匙ID代码进行比较。在进一步实施例中，如上所述，控制模块30可以提供钥匙代码至EV 4的ESDCM 9，用于用户确认和能量传递授权。作为选择，RF-ID(射频身份)检测过程可以在EV 4中执行，并且将它的结果传输至控制模块30。可以预期的是，本领域技术人员可以想到进一步授权方案。在示例实施例中，控制模块30可以配置用于在已认证用户之后授权/允许能量传递过程。然而，可以预期的是，作为授权过程的一部分，控制模块30可以配置用于执行其它任务，包括与EV 4建立数据通信并确认在EV 4和/或EVETA 6任何故障的存在检查不存在严重故障。控制模块30可以配置用于当不能建立数据链路或检测到严重故障时拒绝授权。控制模块30可以配置用于开始和停止能量传递过程。在示例性实施例中，在传递过程被授权之后，控制模块30可以配置用于发送开始信号至ESDCM 9，作为响应，其可以配置用于闭合继电器以将ESD 8HV高压和低压总线连接到连接器18端子6和7。在示例实施例中，附加继电器(未示出)可以置于EVETA 6中以将电缆16内的高压和低压总线导线耦接至电子组件14，并且控制模块30可以配置用于闭合附加继电器来启用能量传递过程。举例来说，EVETA 6可以包括预充电电路31，以限制当传递过程开始时的涌入电流。此外，EVETA可以包括安全继电器、接触器、开关或诸如此类以符合安全标准和法规物理地断开通过电缆16、AC输出20或DC输出22的EV连接。控制模块30也可以配置用于在能量传递之前和期间监测故障状态。举例来说，而非限制，可以监测的故障的类型可以包括安全地线损失、高压隔离损失，通信损失，连接器18的热故障以及能量传递的中断。在示例实施例中，故障检测可以在EV 4中执行。当在EV 4检测到故障时，故障信息可以通过EV 4和控制模块30之间的控制线路和接地线路传输到控制模块30。在示例实施例中，EVETA可以配置用于检测故障的存在，例如EV充电插口和连接器18之间的不良连接，通信链路故障，或EVETA自身的故障。例如，控制模块30可以配置用于检测与EV 4的通信损失、EV 4和EVETA 6之间的能量传递的中断、或EVETA 6和负载10之间的能量传递的中断。来自IMM 38的传感器数据可以用于确定在EVETA 6和EV 4之间是否存在连通性损失。例如，EVETA 6和EV 4之间的数据或控制链路损失，或输入电流或电压级落到预定阈值以下，可以表明连通性故障。在示例实施例中，控制器30可以配置用于监测ECM32操作以便检查故障。例如，控制模块30可以配置用于使用从OMM 44接收到的数据来确定ECM 32输出级是否落入预定范围内。在示例性实施例中，EVETA 6的故障检测模块(FDM)46可以配置用于检测隔离故障，并将它们报告至控制模块30。在示例实施例中，FDM46可以包含AC或AC/DC系统的接地故障检测器，例如BenderTMIR-15503-04系列，或BenderTMIR-15510系列电动车辆的接地故障检测器。这种本德尔(Bender)装置可以体现为具有小型足印和各种输入和输出选项的印刷电路板，其可以与电子组件14结合。举例来说，控制模块30可以依照行业和/或制造商标准用隔离设定点进行预编。响应于在EV 4或EVETA6中隔离故障的检测，控制模块30可以配置用于通过与由电缆16和连接器18所提供的与EV 4的通信链路提供故障报告至ESDCM 9。ESDCM 9可以以预定的方式响应以可控调整电荷传递过程的终止。此外，故障错误代码可以在HMI 26上显示给用户。在示例实施例中，控制模块30可以配置用于以类似的方式响应除了隔离故障之外的故障检测。然而，可以预期的是，在EVETA的故障检测响应可以包括控制模块30响应于故障检测调整或终止EVETA 6的操作。除了故障状态监测之外，控制模块30也可以配置用于监测EVETA状态。例如，控制模块30可以配置用于监测EVETA内部温度，以便如果内部温度超过预定阈值，可以终止能量传递过程。举例来说，控制模块30可以配置用于从设置在EVETA 6的温度传感器(未示出)接收温度数据，并将温度与预定的最高温度进行比较。在示例实施例中，高功率EVETA可以包括风扇或其他设备，以改善散热并减少与高温有关的故障的可能性。此外，EVETA可以配置用于监测连接器18的温度并当连接器18温度超过预定阈值时检测故障。例如，温度传感器可设置在电缆16。为了防止在能量传递过程期间车辆蓄电池的过放电，EVETA可以配置用于当达到预定SOC极限时终止该过程。例如，可以在能量传递过程开始之前在HMI 26上提示用户以提供所需的最小SOC极限。最小极限可以反映供体车辆从能量传递地行驶到预期的目的地预计所需的能量量。举例来说，可以通过EV 4的导航模块提供最小SOC极限至用户，EV 4的导航模块可以配置用于使用采用各种数据(例如太阳位置、周围环境数据、EV 4状态数据、地区地势、当前位置、目的地位置和交通控制参数)的路线优化算法来确定行驶特定距离(返航或回家距离)所需的充电量，路线优化算法被提供给用户由导航模块，区域地形，当前位置，目的地位置和交通控制参数来确定电荷行进的特定距离所需的电荷量(例如回至基站或返回到家庭的距离)。例如，导航模块可以配置用于基于2011年1月4日发布的麦克尼尔和洛夫特斯的题目为“提供路线信息至车辆的驾驶员的系统和方法”、美国专利号为7,865,298所教导的蓄电池充电状态提供路线信息，在此通过引用将它的全部内容并入本文。控制模块30可以配置用于存储从用户接收到的预定SOC极限。在示例实施例中，控制模块30可以配置用于监测ESD 8的SOC，并且当达到预定SOC级极限时终止能量传递。在示例实施例中，控制模块30可以配置用于通过提供在连接器18和电缆16的通信链路或者作为选择通过单独的接口(未示出)接收来自EV 4的SOC更新。例如，ESDCM 9可以配置用于动态计算ESD 8SOC并将它发布在EV 4的CAN系统上。EV 4的网关模块可以检测信息，并在必要时重定格式以将它通过电缆16提供至EVETA 6。控制模块30可以将接收到的SOC与预定的SOC极限进行比较。控制模块30可以配置用于响应于用户输入(例如操作者关闭EVETA)、响应于故障检测、或响应于达到预定SOC极限而终止能量传递过程。在示例实施例中，EVETA可以配置用于与ESDCM 9配合执行预定的终止过程。例如，EVETA可以配置用于发送信息至ESDCM 9，以打开耦接ESD 8与充电插口10的充电接触器。在示例实施例中，控制模块30可以配置用于缓降功率级至零，并作为执行终止过程的一部分，切断ECM 32的操作。控制模块30可以配置用于控制由EVETA 6与ESDCM 9配合进行的能量传递过程。ESDCM 9的主控制接口用来请求ESD 8充电接触器的闭合，并管理来自ESD 8的能量传递。与ESDCM 9控制信号交换的主要手段是通过功率极限。这个信息可以由ESDCM 9在数据链路上发布至控制模块30。功率极限表明ESD 8能够提供的功率瓦数。控制模块30可以使用这个信息来控制由DC/AC逆变器34提供至AC输出20的功率，以及由DC/DC转换器36提供至DC输出22的功率和电压。在示例实施例中，控制模块30可以配置用于与电网接口24配合以使DC/AC逆变器34的60Hz AC电压与耦接的电网的电压同步。另外，该配对可以配置用于解决EV 4与耦接的电网之间的兼容性问题，配置用于与耦接的电网的局部功率管理连接。EVETA 6可以进一步配置为具有可以保护可能维修EVETA耦接至的电路的维修人员的保障措施。在示例实施例中，控制模块30可以配置用于确定耦接至EVETA 6的负载的运行时间。例如，控制模块30可以配置用于使用由OMM 40报告的ECM 32输出、由EV 4提供的当前ESD 8SOC以及预定的SOC极限来确定负载10的预期运行时间，预期运行时间可以显示在HMI26的显示器25上显示给用户。图5描述了用于从EV ESD传递能量至EV外部的负载的示例方法50。在框52中，EVETA可以通电。例如，辅助电缆15可以耦接至EV 4的12V功率输出且用户可按下电源按钮29。在框54中，可以耦接EV。例如，EVETA电缆16的连接器18可以接合EV 4的充电插口。在框56中，可以进行授权过程。例如，可以在控制模块30中或者从HMI 26或者从EVETA 6的接收器(未示出)接收标识码，并与之前存储在与EV 4相关联的控制模块30中的一个或多个代码进行比较。如果在框56中执行的比较结果匹配，传递可以被授权，否则，传递可以被拒绝。也可以执行授权所需的任何故障检测程序，以及ESD 8SOC检查，并在控制模块30中接收结果。在判定块58中，可以处理和应用授权过程的结果。例如，如果用户已被认证并且没有接收到故障标记，传递被授权，并且该方法50可以进行到框60。然而，如果标识码不匹配任何之前存储的代码，或者如果接收到故障信号，则授权被拒绝，并且该方法50可以在框74中终止。在示例实施例中，“授权拒绝”或其他错误信息可以显示在HMI 26上以通知用户传递过程不能进行。在框60中，可以耦接电负载。例如，耦接至电钻的延长线的插头可以在插座20中接收。在框62中，可以接收SOC极限。例如，可以在控制模块30中通过在HMI 26的用户输入接收SOC极限。在框64中，能量可以在EV ESD和负载之间传递。如在本文中之前所讨论的，EVETA6可以配置用于控制能量传递过程。图6描述了可以传递能量的示例性方法80的流程图。在框82中，可以提供控制信息至EV 4。例如，控制模块30可以通过电缆16、连接器18、EV 4的充电插口19以及EV 4网关模块(未示出)发送“闭合接触”信号至ESDCM 9，并且EV 4网关模块(未示出)可通信地耦接至EV 4充电插口19并且配置用于与ESDCM 9通信。控制信号可以配置用于引起ESDCM 9闭合ESD8的DC链路与EV 4充电插口19耦接的接触。在框84中，可以从ESD 8接收能量。在示例实施例中，为了防止快速涌入电流对电子组件的损害，最初，DC电压总线可以提供给预充电电路31，直到总线电压足够高，在该点可以绕开预充电电路。例如，可以在ECM 32通过电缆16内的高压和低压总线导线接收DC电压。在框86中，可以转换在EVETA 6接收到的能量。例如，在ECM 32接收到的DC电压可以转换为DC/AC逆变器34的AC电压。在框88中，可以提供转换的电压输出。在示例实施例中，转换的电压输出可以包含高压或低压AC输出，或低压DC输出。例如，在DC/AC逆变器34中产生的120V AC电压可以提供为在AC插座20的输出。返回参考图5，该方法60可以在框66中继续，在框66中可以执行检查以查看故障是否存在。举例来说，控制模块30可以检查以查看是否已设定故障标记。例如，可以响应于从ESDCM 9或FDM 46接收到故障信号，响应于从IMM 38或OMM 40接收到信号，或响应于未能从EV 4接收期望的数据通信，设置故障标记。如果存在故障，能量传递过程可以在框72中终止，否则该方法50可以继续到框68，在框68中，可以就ESDSOC是否超过预定SOC极限做出确定。例如，控制模块30可以将由ESDCM 9提供的当前ESD 8SOC与从用户接收到的和存储在控制模块30中的预定极限进行比较。如果当前ESD SOC超过预定极限，该方法50可以继续到框70，否则该方法50可以在框72中终止。在框70中，可以就用户是否手动停止能量过程做出确定。例如，可以就用户是否按下HMI 26上的停止按钮做出确定。如果不是，该方法可以在框64中继续，如果是，传递过程可以在框72中终止。举例来说，在框72中，控制模块30可以提供“打开接触”信号至ESDCM 9，这会导致它打开ESD 8和EV 4的充电插口之间的接触来停止ESD 8和EVETA 6之间的电流流动。在示例实施例中，EVETA 6可以配置用于在EV 4充电接触打开之前电流缓降至零执行可控制关闭，以避免焊接接触或在EVETA 6断开期间危害用户安全。在示例实施例中，控制模块30可以继续监测EVETA 6输出，直到IMM38和OMM 40测量结果表明，在ECM 32的电压输入和电压输出处于或低于预定最大值。示例方法可以进一步包括监测与高和低ESD 8电压总线相关的充电插口端子的电压级。在示例实施例中，预充电电路31的预充电支路开关可以当ECM 32确定为零时由控制模块30打开。当确定所有被监测的电压在预定的安全范围内时，在框74中控制模块30可以配置用于与HMI 26进行配合来显示信息给用户，从EV 4的充电插口19释放连接器18，并且从EVETA 6拔掉负载10是安全的，并且该方法可以结束。然后，用户可以按下电源按钮以关闭EVETA 6。因此，本发明提供了一种用于使用存储在EV的牵引蓄电池中的能量给各种非车辆电负载供电的装置、系统和方法。本发明可以在V2H和V2G应用中使用，以降低电力成本或供应应急电源。它也可以用于给没有电网服务的偏僻的建设工地或露营地的器具、工具和设备供电。它的便携性和自足本质使它相比于现有技术V2H系统具有明显的优点和灵活性，现有技术V2H系统由控制设备和固定建筑物的功率转换器的安装所约束。EVETA可以配置用于进行能量传递，同时确保蓄电池将有足够的电量供应车辆到预定的再充电目的地。本发明的装置可以包括AC和DC输出，并且可以用于同时驱动多个设备。它可以配置用于接收用户输入，并允许用户在任何时候停止能量传递过程。EVETA可以有用户、商业的以及甚至军事应用。很多时候，部队部署在没有公用服务的偏远地区。讽刺的是，正是在那些特别的地点，通信、在计算机上执行操作、提供保暖、或为医疗设备、工具或其他类型的设备供电的能力可能是最迫切的。发电机可以用于满足必要的能源需求，而它的噪音信相当大和明显，并且需要运输它侵占军用运输车辆上的贵重货物的空间。EVETA以高效，安静，不惹眼的方式服务士兵的电需求的能力在某些情况下可以证明对队伍的生存至关重要。操作电气化车辆的士兵当他具有车载EVETA时可以拥有自己的运输工具同时自己的能量需求得到满足。它进行授权过程的配置防止它用于帮助及如果它落入敌人手中时助长敌人。根据需要，在此公开了说明性的实施例，然而本发明并不限于所描述的实施例。本领域的技术人员可以领会，本发明的方面可以进行多方面呈现，例如，在此描述的模块和程序可以结合，重新排列和不同地配置。方法不限于在此描述的特定顺序，并且可以增加、删除或组合各种步骤或操作。本发明包含在所附权利要求的范围内的所有系统、装置和方法。 | 本发明提出了在电气化车辆(EV)的能量储存设备(ESD)和AC或DC外部负载(例如电网、电气装置或电动工具)之间传递能量的系统、装置以及方法。便携式EVETA可以接合耦接EV的EV充电插口，且可以提供AC插座、电网接口以及用于耦接外部负载的DC连接器。EVETA可以在偏僻的建筑工地或露营地使用以为高电流设备供电，避免运送发电机的需要。EVETA可以配置用于与EV数据和控制通信以配合能量传递。EVETA可以接收预定的ESD荷电状态极限以便可以终止传递过程以保留EV返回至期望的目的地的足够的电量。人机界面使用户能够输入接收和信息呈现。 | CN:201510050636.1A | https://patentimages.storage.googleapis.com/da/7c/81/49b457ae03fcb9/CN104816642B.pdf | CN:104816642:B | 迈克尔·爱德华·洛夫特斯, 约翰·普罗耶蒂, 法扎勒·乌拉曼·赛义德, 本·A·塔巴托斯基·布什, 裴利·罗宾逊·麦克尼尔 | Ford Global Technologies LLC | NaN | Not available | 2019-12-13 | 1.一种便携式电气化车辆能量传递系统，包含：, 电气化车辆；以及, 电气化车辆能量传递装置，其包含包装在便携式壳体中的电子组件，所述电气化车辆能量传递装置配置用于接收外部AC负载，所述电气化车辆能量传递装置配置用于耦接所述电气化车辆，所述电气化车辆能量传递装置配置用于从所述电气化车辆的能量储存设备传递能量至所述电气化车辆和所述电气化车辆能量传递装置的外部的电负载，所述电气化车辆能量传递装置具有预充电电路，所述预充电电路通过电缆直接连接至逆变器。, 2.根据权利要求1所述的系统，其中所述电负载包含电网，所述电气化车辆能量传递装置具有故障检测模块，其配置为用于检测隔离故障。, 3.根据权利要求1所述的系统，其中所述电负载包含可移动电气装置。, 4.根据权利要求1所述的系统，其中所述电气化车辆能量传递装置配置用于提供DC输出。, 5.根据权利要求1所述的系统，其中所述电气化车辆能量传递装置配置用于提供AC输出。 | CN | China | Active | B | True |
| 9 | Powertrain system for electric and hybrid electric vehicles \n | US10266169B2 | The present application is a Continuation of U.S. patent application Ser. No. 14/915,142, filed Feb. 26, 2016, which is a national stage application of PCT Application No. PCT/IN2014/000569, filed Sep. 1, 2014, which claims priority to Indian Application No. 2328/MUM/2013, filed Aug. 29, 2013. The entire disclosures of each of these applications are incorporated herein by reference.\nThe hybrid electric vehicle (HEV) and the electric vehicle (EV) are currently experiencing a growing demand due to the growing lack of fossil fuels and due to carbon dioxide emissions from exhaust in conventional internal engine vehicles. EVs purely utilize an electric drive motor which is run on electric energy stored in the battery to power the vehicle. HEVs utilize an internal combustion engine and/or electric drive motor to power the vehicle. Hybrid vehicles generally achieve fuel economies which constitute a 25-40% improvement over the conventional internal combustion engine powered vehicles.\nCurrently, the concept of HEVs/EVs is applied to heavy duty vehicles such as public transport buses. Consider that a public transport bus (electric or hybrid electric bus) with a gross vehicle weight (GVW) of 16 ton typically covers around 200 kilometers in a day's trip in the city. Assume that the average time the bus spends at a bus stop is around a minute. Also, consider distance between two bus stops that the bus travels in the city route is between 2 km to 5 km. In order to fulfill the above mentioned requirements, the electric or hybrid electric bus, typically, would require a battery to last at least for 200 km for city use. Accordingly, the electric/hybrid bus requires a large battery pack in the range of 200 kwh which may significantly add to the operating cost.\nAlso, use of a single motor to drive the bus requires a large size motor and heavy weight. Further, for a heavy single motor, the higher inertia causes a response lag. Even a single large motor is not able to optimize the battery consumption. Additionally, a multistage gear box needs to be employed to achieve higher speeds.\nTherefore, there is a need for a system having one or more motors for converting a vehicle into a hybrid electric vehicle and/or an electric vehicle. The system of the present invention, having multiple motors enables to optimize battery consumption by operating one or more motors according to the torque required to propel the vehicle.\nAn embodiment of the present invention describes a retrofit system for converting a vehicle into one of a hybrid electric vehicle and an electric vehicle. With the system of the present invention, an existing vehicle can be converted to a mild hybrid, a full hybrid, a complete electric vehicle, an electric vehicle with higher capacity motor and a heavy duty electric vehicle. Thus, with the system of the present invention an existing vehicle can be converted into different ranges of hybrid and electric vehicles, according to the requirement, without much modification to the existing vehicle assembly. The system comprises of an electric power source (EPS) comprising one or more motors to provide fail safe torque to the vehicle and harness braking energy for charging one or more batteries, one or more attachable electric power gear assemblies (EPGA) configured to couple the one or more motors to a propeller shaft for providing the torque to the vehicle, and an electronic control unit coupled to the electric power source (EPS) for dynamically controlling functioning of the one or more motors based on running conditions to drive the vehicle.\nIn one embodiment, one or more attachable electric power gear assemblies are configured to connect one or more electric power sources in at least one of a perpendicular position and a parallel position, to a propeller shaft. The electronic control unit (ECU) is configured to control and provide power to the vehicle subsystem which includes but is not limited to the air condition system, vacuum brake system and air brake system. One or more sensors include, but are not limited to, throttle sensor, brake sensor, and speed sensor, for providing one or more signals to the electronic control unit (ECU). An engine management system (EMS) controls a vehicle engine by taking throttle input which includes, but not limited to, vehicle speed, exhaust gases, engine temperature, and acceleration. Global system for mobile (GSM) communication transmits information related to the vehicle to a web server, thereby enabling the web server to monitor the working condition of the vehicle and location of the vehicle. One or more motor-controllers controlled by the electronic control unit, provide the logic to determine which motor is to be operated and what amount of power is to be extracted in order to provide required torque at every operating point of the vehicle.\nAnother embodiment of the present invention describes a hybrid electric vehicle. The vehicle comprises of two or more wheels for propelling the vehicle on receiving a torque through a propeller shaft, an electric power source (EPS) comprising one or more motors to provide fail safe torque to the vehicle and harness braking energy for charging one or more batteries, one or more attachable electric power gear assemblies (EPGA) configured to couple the one or more motors to a propeller shaft for providing the torque to the vehicle, an electronic control unit coupled to the electric power source (EPS) for dynamically controlling functioning of the one or more motors based on running conditions to drive the vehicle, and one or more batteries for providing electric energy to an electric power source (EPS) and one or more electrical equipments configured with the vehicle, said one or more batteries being charged when the electric power source (EPS) is operating as a generator, wherein the one or more attachable electric power gear assembly is configured to connect one or more electric power sources in at least one of a perpendicular position and a parallel position, to the propeller shaft.\nYet another embodiment of the present invention describes an electric vehicle. The electric vehicle comprises two or more wheels for propelling the vehicle on receiving a torque through a propeller shaft, an electric power source (EPS) comprising one or more motors to provide fail safe torque to the vehicle and harness braking energy for charging one or more batteries, one or more attachable electric power gear assemblies (EPGA) configured to couple the one or more motors to a propeller shaft for providing the torque to the vehicle, an electronic control unit coupled to the electric power source (EPS) for dynamically controlling functioning of the one or more motors based on running conditions to drive the vehicle, and one or more batteries for providing electric energy to an electric power source (EPS) and one or more electrical equipment configured with the vehicle, said one or more batteries being charged when the electric power source (EPS) operating as a generator, wherein the one or more attachable electric power gear assemblies are configured to connect one or more electric power sources in at least one of a perpendicular position and a parallel position, to a propeller shaft.\nYet another embodiment relates to a powertrain system for a vehicle, including an electric power source having a first motor configured to provide a first amount of torque to the vehicle and a second motor configured to provide a second amount of torque to the vehicle different from the first amount of torque. The system further includes one or more attachable electric power gear assemblies configured to couple the two or more motors to a propeller shaft for providing the torque to the vehicle. The system further includes an electronic control unit coupled to the electric power source and configured to dynamically activate or deactivate each of the first or second motors based on one or more operating conditions of the vehicle. The first and second motors comprises at least one of a same number of poles or a same number of phases.\nYet another embodiment relates to a method of powering a vehicle, including providing a first electric motor having a first number of poles and a first number of phases, and providing a second electric motor having a second number of poles and a second number of phases. The method further includes outputting a first amount of torque from the first motor, and outputting a second amount of torque from the second motor. The second amount of torque is different from the first amount of torque.\nYet another embodiment relates to a method of retrofitting a vehicle, including providing a vehicle having an engine, a differential configured to transmit torque to a pair of wheels, and a drive shaft coupling the engine and the pair of wheels. The drive shaft includes a front section coupled directly to the engine, a rear section coupled directly to the differential, and a center section disposed between and coupled to the front and rear sections of the drive shaft. The method further includes removing at least a portion of the center section of the drive shaft, and inserting an electric power gear assembly into the center section of the drive shaft, each electric power gear assembly comprising a first electric motor and a second electric motor.\nThe aforementioned aspects and other features of the present invention will be explained in the following description, taken in conjunction with the accompanying drawings, wherein:\n FIG. 1 illustrates a block diagram of a retrofit system for converting vehicle into either hybrid electric vehicle or electric vehicle (EV), according to one embodiment of the present invention.\n FIG. 2 illustrates system architecture for different configurations, according to an embodiment of the present invention.\n FIG. 3 illustrates a pictorial representation of an electric power gear assembly (EPGA) according to an embodiment of the present invention.\n FIG. 4 illustrates a pictorial representation of integration of an electric power gear assembly (EPGA) with the vehicle chassis according to another embodiment of the present invention.\n FIG. 5 illustrates a pictorial representation of an electric power gear assembly (EPGA) casing and assembly according to an embodiment of the present invention.\n FIG. 6 illustrates a configuration of electric power gear assembly (EPGA) according to an embodiment of the present invention.\n FIG. 7 illustrates a configuration of electric power gear assembly (EPGA according to another embodiment of the present invention.\n FIG. 8 illustrates a configuration of electric power gear assembly (EPGA) according to yet another embodiment of the present invention.\n FIG. 9 illustrates a configuration of electric power gear assembly (EPGA) according to further embodiment of the present invention.\n FIG. 10 illustrates a configuration of electric power gear assembly (EPGA) according to further embodiment of the present invention.\n FIG. 11 illustrates a configuration of electric power gear assembly (EPGA) according to further embodiment of the present invention.\n FIG. 12 illustrates a configuration of electric power gear assembly (EPGA) according to further embodiment of the present invention.\nThe embodiments of the present invention will now be described in detail with reference to the accompanying drawings. However, the present invention is not limited to the present embodiments. The size, shape, position, number and the composition of various elements of the device of the invention is exemplary only and various modifications are possible to a person skilled in the art without departing from the scope of the invention. Thus, the embodiments of the present invention are only provided to explain more clearly the present invention to the ordinarily skilled in the art of the present invention. In the accompanying drawings, like reference numerals are used to indicate like components.\nThe specification may refer to “an,” “one,” or “some” embodiment(s) in several locations. This does not necessarily imply that each such reference is to the same embodiment(s), or that the feature only applies to a single embodiment. Single features of different embodiments may also be combined to provide other embodiments.\nAs used herein, the singular forms “a,” “an,” and “the” are intended to include the plural forms as well, unless expressly stated otherwise. It will be further understood that the terms “includes”, “comprises”, “including” and/or “comprising” when used in this specification, specify the presence of stated features, integers, steps, operations, elements and/or components, but do not preclude the presence or addition of one or more other features integers, steps, operations, elements, components, and/or groups thereof. It will be understood that when an element is referred to as being “connected” or “coupled” to another element, it can be directly connected or coupled to the other element or intervening elements may be present. Furthermore, “connected” or “coupled” as used herein may include operatively connected or coupled. As used herein, the term “and/or” includes any and all combinations and arrangements of one or more of the associated listed items.\nUnless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure pertains. It will be further understood that terms, such as those defined in commonly used dictionaries, should be interpreted as having a meaning that is consistent with their meaning in the context of the relevant art and will not be interpreted in an idealized or overly formal sense unless expressly so defined herein.\nThe present invention describes a system for converting a vehicle into a hybrid electric vehicle or an electric vehicle. The system comprises multiple electric power sources against single big capacity electric power source to optimize the power consumption and harness the braking energy. Additionally, the system has a fail-safe feature combined with high availability i.e. due to multiple motors, failure of one motor will not hamper the whole system. The system also provides better heat dissipation requiring no forced cooling, better starting torque, and quicker response as a big single motor will have slower response due to inertia lag as opposed to smaller multiple motors which will not have this limitation. Depending upon the exact torque requirement of the vehicle at any given point in time, appropriate number of motors would be operated by the control logic of the system. This will ensure that the motors are always operated in their best efficiency zone. In addition, the system is capable of remote monitoring, diagnostics and remote control.\n FIG. 1 illustrates a block diagram of a retrofit system 100 for configuring a vehicle into a Hybrid electric vehicle, according to one embodiment of the present invention. The system 100 comprises an electric power source (EPS) 101, one or more electric power gear assemblies (EPGA) (not shown in FIG. 1), an electronic, control unit 102, and a battery pack 103. The electric power source (EPS) 101 comprises one or more motors 101A-101N to provide fail safe torque to the vehicle and harness braking energy for charging one or more batteries. The one or more electric power gear assemblies (EPGA) have attachable design for coupling the one or more motors to at least one propeller shaft for providing the torque to the vehicle. The electronic control unit 102 is coupled to the electric power source (EPS) 101. The electronic control unit (ECU) comprises at least one of the control logic that dynamically controls the functioning of one or more motors based on torque requirements and running conditions to drive the vehicle. The battery pack 103 includes one or more batteries and may be adapted to store electric energy in the form of chemical energy. The battery pack 103 is charged from a direct alternating current (AC) power source. In an exemplary embodiment, the battery pack 103 is charged using a pantograph type burst charger. In another exemplary embodiment, the battery pack 102 is charged using a charging outpost stationed in parking areas. The electric power source (EPS) 101 may comprise of any type of suitable motor known in the art, but preferably a poly-phase motor.\nThe battery pack 103 provides electric energy to the motor controller 104 for driving one or more motors 101A-101N. The control logic of the motor controller 104 controls functioning of the multiple motors 101A-101N. In some embodiments, the motor controller 104 actuates one or more motors 101A-101N based on the amount of torque and power required to drive the vehicle. For example, the motor controller 104 actuates all the motors to move the vehicle from a standstill position and subsequently one or more motors of the 101A-101N are cut off as per torque and power requirement. Accordingly, the motors 101A-101N provides power to the wheels to run the hybrid/electric vehicle. The motors 101A-101N can be connected through gears or couplings, or any other methods known in the art, to the wheels. It can be noted that, the number of motors 101A-101N employed in the vehicle may depend on amount of torque and power requirements at maximum load, the type of vehicle, the terrain and the vehicle usage. Also, the multiple motors 101A-101N helps achieve a quicker power response due to the low inertia of each motor. Moreover, failure of one of the motor does not affect the operation of the vehicle.\n FIG. 2 illustrates system architecture for different configurations according to an embodiment of the present invention. The hybrid electric vehicle or electric vehicle includes a retrofit system 100. The vehicle comprises two pairs of wheels, a shaft 201 for providing torque to the pair of wheels, an engine for providing torque to the pair of wheels through the shaft 201, one or more motors 203 coupled to the shaft 201 using one or more electric power gear assemblies (EPGA) 202, an electronic control unit 204, an engine management system (EMS) 205, one or more 3 phase AC motor controllers 206, and a battery pack 207.\nThe engine management system (EMS) controls the engine by taking throttle input from driver, speed, exhaust gases, engine temperature, acceleration, and other parameters, all depending upon the user demand. From this throttle input, the EMS calculates the amount of power required and controls the supply of fuel to the engine to provide the required power.\nThe electronic control unit (ECU) 204 is connected to the engine management system (EMS) 205 for providing one or more instruction in accordance with the predefined configuration. The vehicle also includes battery management system (BMS) which can be inbuilt in the electronic control unit or can be configured outside the electronic control unit (ECU) 204 and is controlled by the electronic control unit (ECU) 204. The battery management system monitors the battery voltage, current and temperature for each battery.\nThe 3 phase AC motor controller 206 is configured to drive the one or more motors and is being controlled by the electronic control unit (ECU) 204. The control logic of the motor controller 206 of the ECU 204 provides instructions to the one or more motors for providing torque at one or more operating point based on predefined parameters and predefined instructions.\nThe vehicle additionally includes vehicle auxiliaries 208, one or more sensors 209, protection and control switch gear unit 210, vehicle battery 211, DC-DC charger 212, fast charging unit 214, controller area network (CAN), Global System for Mobile Communications (GSM). The sensors include, but are not limited to, throttle sensor, brake sensor, and speed sensor.\nThe vehicle auxiliaries 208 comprise one or more power (battery) consuming systems such as an air conditioning system, or a vacuum or air brake system. Now, when a vehicle runs in the EV mode, these elements will need control and power. The ECU comprises of the required control logic to run these devices according to the vehicle condition and provide power and control as per the need.\nProtection and control switch gear unit 210 provides protection against any short circuit, over current and over voltage which may damage the system.\nAdditionally, the vehicle may have one or more smaller capacity batteries 211 to run the vehicle electric loads such as, but not limited to, wipers, head lamps, horn, music system. The DC-DC charger 212 charges the vehicle battery 211 by converting voltage from the battery pack to a voltage required by the vehicle battery.\nIn range extender or EV vehicle configuration, the larger battery pack is required for driving the vehicle and this will be charged externally through a fast charging station. This is outside the vehicle shown by dotted line. Whenever vehicle gets an opportunity to stop, it can fast charge the battery pack in less than 15 minutes.\nThe controller area network (CAN) configured in the vehicle enables the microcontrollers and other communicating devices to communicate with each other within the vehicle. GSM is a telematics device for transmitting the information from the ECU to a web server to monitor the health and location of the vehicle. It has a diagnostics algorithm which can determine or detect the potential faults and failures in the vehicle beforehand\n FIG. 3 illustrates a pictorial representation of an electric power gear assembly (EPGA) according to an embodiment of the present invention. FIG. 3 shows two motors connected to the shaft through a gear assembly. Each motor has one pinion connected to crown, which is mounted on the shaft. With this arrangement, motor's power is transmitted perpendicularly.\n FIG. 4 illustrates a pictorial representation of integration of an electric power gear assembly (EPGA) with the vehicle chassis according to another embodiment of the present invention. FIG. 4 shows three sections of propeller shafts; front 401 connected to engine (taking engine vibrations), center 402 attached to chassis and rear 403 connected to differential (taking road vibrations). EPGA is attached to the center shaft which is the most stable shaft due to the attachment to the chassis. In view of this, the length of the central portion of the propeller shaft is the governing point which determines the number of EPGAs that can be cascaded in a vehicle.\nIn one embodiment of the invention, in order to increase the power with a shorter shaft length, the EPSs length or diameter can be increased to obtain more power out of same EPGA casing design.\n FIG. 5 illustrates a pictorial representation of an electric power gear assembly (EPGA) casing and assembly, according to an embodiment of the present invention. In this figure, the two motors of different lengths are attached to the EPGA (as disclosed in FIGS. 3 and 4) to extract variable amount of power.\nIn one embodiment, the EPSs used in the system have different characteristics as mentioned below:\n1. Different poles—e.g.,\n\n | A powertrain system for a vehicle includes an electric power source having a first motor configured to provide a first amount of torque to the vehicle and a second motor configured to provide a second amount of torque to the vehicle different from the first amount of torque. The system further includes one or more attachable electric power gear assemblies configured to couple the two or more motors to a propeller shaft for providing the torque to the vehicle. The system includes an electronic control unit coupled to the electric power source and configured to dynamically activate or deactivate each of the first or second motors based on one or more operating conditions of the vehicle. The first and second motors comprises at least one of a same number of poles or a same number of phases. | US:15/953,647 | https://patentimages.storage.googleapis.com/f0/f2/8e/3ed9dab803af28/US10266169.pdf | US:10266169 | S. B. Ravi Pandit, Tejas Krishna Kshatriya, Isheet Madhukant Patel | KPIT Technologies Ltd | US:4689527, US:20020084120:A1, US:20110172837:A1, US:20090223725:A1, US:8004219, US:20140303824:A1 | 2019-04-23 | 2019-04-23 | 1. A powertrain system for a vehicle comprising:\nan electric power source comprising a first motor configured to provide a first amount of torque to the vehicle and a second motor configured to provide a second amount of torque to the vehicle different from the first amount of torque;\na means for coupling the two or more motors to a propeller shaft for providing the torque to the vehicle; and\nan electronic control unit coupled to the electric power source and configured to dynamically activate or deactivate each of the first or second motors based on one or more operating conditions of the vehicle;\nwherein the first and second motors comprise at least one of a same number of poles or a same number of phases.\n, an electric power source comprising a first motor configured to provide a first amount of torque to the vehicle and a second motor configured to provide a second amount of torque to the vehicle different from the first amount of torque;, a means for coupling the two or more motors to a propeller shaft for providing the torque to the vehicle; and, an electronic control unit coupled to the electric power source and configured to dynamically activate or deactivate each of the first or second motors based on one or more operating conditions of the vehicle;, wherein the first and second motors comprise at least one of a same number of poles or a same number of phases., 2. The system of claim 1, wherein the first motor comprises the same number of poles as the second motor., 3. The system of claim 2, wherein the first motor comprises a different number of phases than the second motor., 4. The system of claim 2, wherein the first motor comprises the same number of phases as the second motor., 5. The system of claim 1, wherein the first motor comprises the same number of phases as the second motor., 6. The system of claim 5, wherein the first motor comprises a different number of poles than the second motor., 7. A method of powering a vehicle comprising:\nproviding a first electric motor having a first number of poles and a first number of phases;\nproviding a second electric motor having at least one of a second number of poles the same as the first number of poles or a second number of phases the same as the first number of phases;\noutputting at least one of a first amount of torque from the first motor or a second amount of torque from the second motor;\nwherein the second amount of torque is different from the first amount of torque.\n, providing a first electric motor having a first number of poles and a first number of phases;, providing a second electric motor having at least one of a second number of poles the same as the first number of poles or a second number of phases the same as the first number of phases;, outputting at least one of a first amount of torque from the first motor or a second amount of torque from the second motor;, wherein the second amount of torque is different from the first amount of torque., 8. The method of claim 7, wherein the first number of poles is the same as the second number of poles and the first number of phases is the same as the second number of phases., 9. The method of claim 7, wherein the first number of poles is the same as the second number of poles and the first number of phases is different than the second number of phases., 10. The method of claim 7, wherein the first number of poles is different than the second number of poles and the first number of phases is the same as the second number of phases., 11. The powertrain system of claim 1, wherein:\nthe first number of poles is greater than the second number of poles; and\nthe first amount of torque is greater than the second amount of torque.\n, the first number of poles is greater than the second number of poles; and, the first amount of torque is greater than the second amount of torque., 12. The method of claim 7, wherein:\nthe first number of poles is greater than the second number of poles; and\nthe first motor outputs the first amount of torque before the second motor outputs the second amount of torque.\n, the first number of poles is greater than the second number of poles; and, the first motor outputs the first amount of torque before the second motor outputs the second amount of torque., 13. The method of claim 12, wherein the first amount of torque is greater than the second amount of torque., 14. The method of claim 12, further comprising providing an electric power gear assembly coupling the first motor and the second motor to a shaft., 15. The method of claim 7, wherein:\nthe first number of poles is greater than the second number of poles; and\nthe first motor outputs the first amount of torque after the second motor outputs the second amount of torque.\n, the first number of poles is greater than the second number of poles; and, the first motor outputs the first amount of torque after the second motor outputs the second amount of torque., 16. The method of claim 15, wherein the first amount of torque is greater than the second amount of torque., 17. The system of claim 1, wherein the means for coupling the two or more motors to a propeller shaft comprises one or more attachable electric power gear assemblies., 18. The system of claim 1, wherein the two or more motors are coupled directly to a propeller shaft. | US | United States | Expired - Fee Related | B | True |
| 10 | Electric vehicle battery \n | US10283752B2 | The present application is a divisional application of U.S. patent application Ser. No. 15/060,331, filed Mar. 3, 2016, and titled “ELECTRIC VEHICLE BATTERY,” and is related to U.S. patent application Ser. No. 15/060,381, filed Mar. 3, 2016, and titled “FLEXIBLE CIRCUIT FOR VEHICLE BATTERY,” U.S. patent application Ser. No. 15/060,308, filed Mar. 3, 2016, and titled “VEHICLE BATTERY HEATING SYSTEM,” and U.S. patent application Ser. No. 15/060,416, filed Mar. 3, 2016, and titled “BUS BAR AND PCB FOR VEHICLE BATTERY.” Each of the above-referenced applications is hereby expressly incorporated by reference in its entirety and for all purposes.\nThis disclosure relates to vehicle battery systems. More specifically, the present disclosure is directed to a low voltage battery for an electric vehicle.\nElectric vehicles, hybrid vehicles, and internal combustion engine vehicles generally contain a low voltage automotive battery to provide power for starting the vehicle and/or to provide power for various other electrically powered systems. Automotive batteries typically provide approximately 12 volts, and may range up to 16 volts. Such batteries are typically lead-acid batteries. In electric or hybrid vehicles, a low voltage automotive battery may be used in addition to higher voltage powertrain batteries.\nThe systems and methods of this disclosure each have several innovative aspects, no single one of which is solely responsible for its desirable attributes. Without limiting the scope as expressed by the claims that follow, its more prominent features will now be discussed briefly.\nA battery for an electric vehicle is disclosed. The battery may be a low voltage battery for powering low voltage systems. The battery may include a housing formed from at least two parts. For example, the housing may include a top portion that is sealed to a bottom portion. A plurality of rechargeable electrochemical cells may be disposed within the bottom portion. A printed circuit board and/or a bus bar may be disposed within the top portion. The housing can includes a desiccant and/or a two-way pressure valve extending through a surface of the housing. The valve may be used to prevent moisture ingress into an interior of the housing and/or may allow a pressure inside of the housing to equilibrate to the external air pressure.\nIn some implementations, a battery for an electric vehicle includes a housing. The housing may comprise a top portion sealed to a bottom portion. A plurality of rechargeable electrochemical cells may be disposed within the bottom portion. The electrochemical cells may have a top side and a bottom side. The top side of the cells may have at least one positive terminal and at least one negative terminal disposed thereon. A printed circuit board and/or a bus bar may be disposed within the top portion. In some aspects, the housing also includes a desiccant disposed within the housing. The housing may include a two-way pressure valve extending through a surface of the housing. The valve may be configured to prevent moisture ingress into an interior of the housing and/or configured to allow a pressure inside of the housing to equilibrate to an external air pressure.\nIn some implementations, a method of assembling a vehicle battery may include one or more of the following steps described further below. A plurality of rechargeable electrochemical cells may be placed into a first housing portion. The cells may be electrically connected with, for example, circuitry configured to transfer electric current to, from, and between the cells. At least one bus bar can be secured to a second housing portion that is different from the first housing portion. The at least one bus bar may be connected to at least one terminal extending through the second housing portion. At least one printed circuit board can be secured and/or connected to the at least one bus bar. The first housing portion may be placed in contact with the second housing portion such that the at least one bus bar contacts the circuitry and forms a direct electrical connection between the at least one bus bar and the circuitry. The first portion and second portions may be sealed together. In some aspects, the seal is a hermetic seal. The seal may be formed by plastic welding techniques.\nThe above-mentioned aspects, as well as other features, aspects, and advantages of the present technology will now be described in connection with various implementations, with reference to the accompanying drawings. The illustrated implementations are merely examples and are not intended to be limiting. Throughout the drawings, similar symbols typically identify similar components, unless context dictates otherwise.\n FIG. 1 is a top perspective view of an assembled low voltage automotive battery in accordance with an exemplary embodiment.\n FIG. 2 is a cross sectional view of an assembled battery of FIG. 1.\n FIG. 3 is an exploded view of an automobile battery of FIG. 1.\n FIG. 4 is a perspective view of the lower portion of the battery of FIG. 1 as prepared for final assembly in accordance with an exemplary embodiment.\n FIG. 5 is a perspective view of the upper portion of the battery of FIG. 1 prepared for final assembly in accordance with an exemplary embodiment. When assembled, the top portion may be inverted from its position shown in FIG. 5 and placed on top of the lower portion shown in FIG. 4 to form an assembled housing as shown in FIG. 3.\n FIG. 6 is a partial cutaway perspective view of the battery of FIG. 1 illustrating the primary electrical connections of the battery in accordance with an exemplary embodiment.\n FIG. 7A is a top perspective view of an assembled low voltage automotive battery in accordance with an exemplary embodiment that is similar to the embodiment of FIG. 1.\n FIG. 7B is an exploded view of the automobile battery of FIG. 7A.\nThe following description is directed to certain implementations for the purpose of describing the innovative aspects of this disclosure. However, a person having ordinary skill in the art will readily recognize that the teachings herein can be applied in a multitude of different ways. In some implementations, the word “battery” or “batteries” will be used to describe certain elements of the embodiments described herein. It is noted that “battery” does not necessarily refer to only a single battery cell. Rather, any element described as a “battery” or illustrated in the Figures as a single battery in a circuit may equally be made up of any larger number of individual battery cells and/or other elements without departing from the spirit or scope of the disclosed systems and methods.\nReference may be made throughout the specification to “12 volt” power systems or sources. It will be readily apparent to a person having ordinary skill in the art that the phrase “12 volt” in the context of automotive electrical systems is an approximate value referring to nominal 12 volt power systems. The actual voltage of a “12 volt” system in a vehicle may fluctuate as low as roughly 4-5 volts and as high as 16-17 volts depending on engine conditions and power usage by various vehicle systems. Such a power system may also be referred to as a “low voltage” system. Some vehicles may use two or more 12 volt batteries to provide higher voltages. Thus, it will be clear that the systems and methods described herein may be utilized with battery arrangements in at least the range of 4-34 volts without departing from the spirit or scope of the systems and methods disclosed herein.\nTo assist in the description of various components of the battery systems, the following coordinate terms are used (see, e.g., FIGS. 2-5). A “longitudinal axis” is generally parallel to the longest dimension of the battery housing embodiments depicted. A “lateral axis” is normal to the longitudinal axis. A “transverse axis” extends normal to both the longitudinal and lateral axes. For example, the cross sectional view of FIG. 2 depicts a plurality of cylindrical cells; each cell is oriented parallel to the transverse axis, while the cells are oriented in a row of seven cells along a line parallel to the longitudinal axis.\nIn addition, as used herein, “the longitudinal direction” refers to a direction substantially parallel to the longitudinal axis, “the lateral direction” refers to a direction substantially parallel to the lateral axis, and the “transverse direction” refers to a direction substantially parallel to the transverse axis.\nThe terms “upper,” “lower,” “top,” “bottom,” “underside,” “top side,” “above,” “below,” and the like, which also are used to describe the present battery systems, are used in reference to the illustrated orientation of the embodiment. For example, as shown in FIG. 2, the term “top side” may be used to describe the surface of the battery housing containing the positive and negative terminal posts, while the term “bottom” may be used to describe the location of the baseplate.\nTraditional gasoline powered cars typically include a low voltage SLI (starting, lighting, ignition) battery. Similarly, electric vehicles may include a low voltage SLI battery along with a high voltage battery system having significant energy storage capacity and suitable for powering electric traction motors. The low voltage battery may be necessary to provide the startup power, power an ignition, close a high voltage battery contactor, and/or power other low voltage systems (e.g. lighting systems, electronic windows and/or doors, trunk release systems, car alarm systems, and the like).\nIn addition to powering the vehicle's propulsion motors, the high voltage batteries' output may be stepped down using one or more DC-to-DC converters to power some or all of the other vehicle systems, such as interior and exterior lights, power assisted braking, power steering, infotainment, automobile diagnostic systems, power windows, door handles, and various other electronic functions when the high voltage batteries are engaged.\nHigh voltage batteries may be connected to or isolated from other vehicle circuitry by one or more magnetic contactors. Normally open contactors require a power supply in order to enter or remain in the closed circuit position. Such contactors may be configured to be in the open (disconnected) configuration when powered off to allow the high voltage batteries to remain disconnected while the vehicle is powered off. Thus, on startup, a small power input is required to close at least one contactor of the high voltage battery pack. Once a contactor is closed, the high voltage batteries may supply the power required to keep the contactor(s) closed and/or supply power to other vehicle systems.\nParticular embodiments of the subject matter described by this disclosure can be implemented to realize one or more the following potential advantages. Rather than using a traditional lead-acid automobile battery, the present allows for a smart rechargeable battery that does not require a fluid filled container. In some aspects, one or more individual cells in a housing may be monitored individually or in subsets. In some aspects, additional individual cells may be provided within the housing such that the connected cells can provide more voltage than necessary to compensate for the potential of the loss of one or more of the cells. The disclosed design may be easier and/or less expensive to manufacture. For example, the number of manufacturing steps may be minimized and the labor may be simplified and/or made more efficient. For example, two halves of a battery housing may be assembled separately and electrical components may later be coupled together in one final step when the two housing halves are combined. Such a construction may minimize the number of sealing steps while sensitive parts are contained within the housing. A desiccant may be provided to remove excess moisture in the housing in order to further protect the electric components and/or cells within the housing. A valve may help prevent unsafe pressures from building up within the housing. In some aspects, the housing may be designed such that the parts inside the housing are inhibited from moving excessively and/or vibrating excessively while a vehicle is operated.\nThese, as well as, other various aspects, components, steps, features, objects benefits, and advantages will now be described with reference to specific forms or embodiments selected for the purposes of illustration. It will be appreciated that the spirit and scope of the cassettes disclosed herein is not limited to the selected forms. Moreover, it is to be noted that the figures provided herein are not drawn to any particular proportion or scale, and that many variations can be made to the illustrated embodiments.\n FIG. 1 is a top perspective view of an assembled battery 100 in accordance with an exemplary embodiment. The exterior of the lid 102 of the battery housing 101 includes a positive terminal post 104, a negative terminal post 106, a terminal post protection structure 108, a CAN connector 110, and a pressure vent 112. The positive terminal post 104 and negative terminal post 106 are connected to the interior components via internal bus bars and circuitry as described with reference to FIGS. 1 and 2.\nThe terminal post protection structure 108 may be formed as a single piece with the housing lid, for example, by molding or 3D printing. The protection structure 108 may be provided in order to protect the terminal posts 104 and 106 from unintentional or harmful contact. In addition, the protection structure 108 can prevent inadvertent creation of a short circuit between the terminal posts 104 and 106. For example, if a vehicle owner or mechanic drops a metal tool across the terminal posts 104 and 106 while performing maintenance, a short circuit is created. If the owner or mechanic attempts to retrieve the tool while it is in contact with both posts 104 and 106, severe electric shock may result. Thus, the terminal post protection structure 108 should include a longitudinal portion raised in the transverse direction far enough that a straight metal tool cannot touch both terminal posts 104 and 106 at the same time.\nThe valve 112 may be a waterproof pressure relief valve, such as a GORE protective vent. A waterproof pressure relief valve 112 may allow the pressure within the battery housing to equalize with the outside air pressure while preventing the low-humidity atmosphere within the battery 100 from being compromised. The valve 310 is described in greater detail with reference to FIG. 2.\n FIG. 2 depicts a cross sectional view of an assembled battery 100 in accordance with an exemplary embodiment. The unitary battery housing 101 comprises a lid 102 and a lower portion including an upper housing body 114, a lower housing body 116, and a baseplate 118. The lid 102 includes the pressure vent 112, negative terminal post 106, terminal post protection structure 108, and an opening 109 for the CAN connector 110, as shown in the exterior view of FIG. 1.\nWithin the housing 101, the CAN connector 110 may be in electrical communication with a monitoring and control PCB 120. The terminal post 106 may be in electrical contact with a bus bar 122. Other circuitry (not shown) in electrical contact with the bus bar 122 may be further connected electrically to a plurality of electrochemical cells 124. A desiccant holder 126 may also be located within the housing 101.\nThe cross sectional view of FIG. 2 illustrates several advantages of the battery 100 over conventional designs. The unitary housing 101 provides a sealed environment for all internal components of the battery 100. In many existing automotive battery designs, the battery components are held in place by an internal structure, with an additional external protective structure, or blast shield, required to protect the battery 100 and maintain the desired interior conditions. Instead, the present battery housing 101 may contain integrated interior structural components to eliminate the need for additional interior components. For example, the lower housing body 116 described above may include an integrated lower cell holder framework 128, comprising an array of cylindrical openings sized to secure one end of each of the electrochemical cells 124. Similarly, the upper housing body 114 described above may include an integrated upper cell holder framework 130, comprising an array of cylindrical openings sized and arranged identically to the openings of the lower cell holder framework 128, so as to secure the opposite end of each of the electrochemical cells 124. Thus, the cells 124 may be held in place within the housing 101. In some embodiments, the portion of the lower space surrounding the cells 124 may be filled with an electronics potting compound to further secure the cells 124 in place and/or to reduce the effects of vibrations or other mechanical stresses on the battery 100. The potting compound may be any suitable gelatinous or solid compound, such as a silicone or other rubber gel, thermal setting plastics, epoxy, or the like.\nThe battery housing 101 will preferably be sealed or substantially sealed at all joints and ports so as to provide a stable environment for the electrochemical cells 124. Pressure and humidity variations may have significant detrimental effects on the battery 100. More specifically, the interior of the battery 100 should be kept at substantially the same pressure as the ambient air pressure to avoid excessive wear to the battery housing, seals, or other components. The interior of the housing 101 should also be kept relatively dry, as condensation or excess humidity may shorten battery life. Thus, a combination of environmental features may be provided to optimize moisture and pressure conditions within the battery 100.\nEnvironmental control features may include a waterproof pressure relief valve 112, such as a GORE protective vent, and/or a desiccant contained within the desiccant holder 126. The waterproof pressure relief valve 112 may allow the pressure within the battery housing 101 to equalize with the outside air pressure while preventing liquids from entering the battery 100. Although some moisture may enter the battery 100 as air passes through the waterproof valve 112, the moisture may be removed within the battery 100 by a desiccant in the desiccant holder 126.\nThe desiccant within the battery housing 101 can be configured to absorb any moisture initially inside the housing 101 after manufacture, and may later absorb moisture from the air entering the battery housing 101 through the waterproof pressure valve 126 or a crack or hole in the material of the housing 101. In some embodiments, the upper cell holder framework 130 may also serve as a support for the desiccant holder 126. The desiccant holder 126 may be located near the cells 124 within the battery housing 101 so as to most effectively dry the air around the cells 124. However, the desiccant holder may be effective if located in any location within the battery housing 101.\nThe desiccant within the desiccant holder 126 may include a variety of desiccating or hygroscopic materials, such as silica gel, calcium sulfate, calcium chloride, activated charcoal, zeolites, Drierite, or any other suitable desiccant.\n FIG. 3 depicts an exploded view of the automotive battery 100 expanded along the transverse axis. As shown, the battery 100 includes a plurality of electrochemical cells 124 contained within a housing comprising a housing lid 102, an upper housing body 114, a lower housing body 116, and a housing baseplate 118, which can be joined, sealed, or welded to form a unitary battery housing. The upper housing body 114 has an upper edge 115. The lid 102 has an upper surface 103 and a lower edge 105. During manufacturing, the upper edge 115 of the upper housing body may be sealingly fitted into, around, or against the lower edge 105 of the lid 102. Such a seal may be formed, for example, using an appropriate sealant, adhesive, weld, vibratory weld, and the like. In this way, a first portion of the housing may be sealed to a second portion of the housing. The lid 102 includes terminal post protection structure 108 on its upper surface 103.\nThe housing may further contain a desiccant holder 126. A desiccant holder cover 127 may help contain the desiccant within the desiccant holder 126. Such a cap 127 may removably coupled to the desiccant holder 126 via a snap-fit, screw-fit, or other similar configuration.\nContinuing with FIG. 3, a positive bus bar 121 and a negative bus bar 122 are disposed within the upper housing body 114 and/or the lid 102, and in electrical contact with the electrochemical cells 124 via connecting pins 132 and other circuitry (not shown). Terminal posts 104 and 106 extend through the housing lid 102 to the exterior of the battery 100 and are in electrical communication with the positive bus bar 121 and the negative bus bar 122. The terminal posts 104 and 106 are secured by terminal post fasteners 134. The bus bars 121 and 122 may be held to the lid 102 by flanges 123 and 125 and secured with fasteners 136 and inserts 138. Monitoring and control printed circuit board (PCB) 120 is disposed within an upper portion of the housing and may be configured to monitor the actual voltage across each cell 124 or a set of cells 124, or to monitor the current flowing into or out of the battery 100 through bus bars 121 and 122. The PCB may include elements such as a terminal power header 140 and a thermistor connector 142. The PCB 120 may be in electrical communication with the CAN connector 110 which extends through the housing lid 102 at opening 109 to the exterior of the battery 100. The PCB 120 may be supported in place by the CAN connector 110 as well as by the lid 102 and/or bus bars 121 and 122, and may be secured to the lid 102 and/or bus bars 121 and 122 by fasteners 136.\nThe electrochemical cells 124 are configured to provide direct current power. In some embodiments, the cells 124 may provide sufficient voltage to power low voltage systems of an electronic vehicle. In some aspects, the cells 124 may provide sufficient voltage to power a nominal 12-volt automotive power system.\nThe cells 124 may be any variety of electrochemical cell, such as lithium ion, nickel metal hydride, lead acid, or the like. In some embodiments with multiple electrochemical cells 124, the cells 124 may be arranged in any combination of parallel and series connections. For example, a battery delivering a maximum of 15.6 volts may include a single string of four 3.9-volt cells connected in series, multiple 4-cell serial strings connected in parallel, or four serially connected strings of multiple parallel cells, so as to provide a greater energy storage capacity at the same voltage of 15.6 volts.\nThe housing components 102, 114, 116, and 118 may be assembled at various times during manufacturing to form one housing structure. In some embodiments, housing components 102, 114, 116, and 118 may be glued or otherwise adhered together to form a single housing unit. In embodiments where the housing components are made of a plastic, the housing components may be joined by any suitable variety of plastic welding, such as hot gas welding, hot plate welding, contact welding, speed tip welding, laser welding, solvent welding, or the like, to form a robust protective housing. In some embodiments, the housing may be an integrated unit containing internal structure such as compartments for the electrochemical cells 124, so as to avoid the additional weight and complexity associated with having separate internal structural components. In some aspects, housing components 114, 116, and 118 and the other components housed therein may be assembled separately from housing component 102 and the components housed therein. These two portions may then be combined and sealed in a final manufacturing step.\nWith reference to FIGS. 4 and 5, a simplified battery assembly process will now be described. In some aspects, the simplicity and efficiency of the battery assembly process are a result of various battery features described elsewhere herein. FIG. 4 depicts a lower portion 150 of a battery before final assembly. FIG. 5 depicts a lid 102 of a battery before final assembly, in an inverted orientation. A lower portion housing 151 may include the housing components 114, 116, and 118 described above, and may be manufactured with an upper interior framework 130 and lower interior framework 128 (not shown) for holding a plurality of electrochemical cells 124 and a desiccant holder 126, as described above with reference to FIGS. 2 and 3.\nThe lid 102 may be prepared for assembly by securing a negative bus bar 122 and a positive bus bar 121 (not shown) within the lid 102 with positive and negative terminal posts 104 (not shown) and 106 (not shown) connected to the bus bars 121 (not shown) and 122, and extending through the housing lid 102. Each bus bar has a connecting pin 132 configured to connect with circuitry of the lower portion 150 of the battery during assembly. A PCB 120 for battery monitoring and control may then be secured to the housing lid 102 and/or bus bars 121 (not shown) and 122 with a CAN connector 110 connecting to the PCB 120 through the housing lid 102.\nWith a completed battery lid 102 and lower battery portion 150, final assembly of the battery is straightforward and suitable for completion on an assembly line or similar high-capacity production line. The plurality of electrochemical cells 124 may be inserted into the cylindrical openings in the interior framework 130 of the lower portion housing 151, and a desiccant holder 124 containing desiccant may be inserted into the appropriate opening. A plurality of protrusions extending from the interior framework 130 may be melted to help secure the electrochemical cells 124 in place.\nCircuitry (not shown) configured to connect the cells 124 to the bus bars 121 and 122 may be placed on top of the cells 124. In a final assembly step, the lid 102 may be turned upright, placed atop the lower portion 150 and pressed downward to couple the lower edge 105 of the housing lid to the upper edge 115 of the lower portion housing 151. At the same time, bus bar connecting pins 132 may form a press-fit connection to circuitry (not shown) of the lower portion 150, completing the electrical connection between the terminal posts and the electrochemical cells 124 via the bus bars 121 and 122, connecting pins 132, and other circuitry. The housing lid 102 and lower portion of the housing 151 may then be sealed at their intersection by any suitable form of plastic welding to complete the assembly.\n FIG. 6 depicts a cutaway view of a battery 100 showing only the primary electrical connections of the battery 100 after final assembly. As used herein, the term “primary electrical connections” of the battery 100 refers to the conductive path between the electrochemical cells 124 and the terminal posts 104 and 106, by which the electrochemical cells 124 provide, for example, nominal 12 volt electrical power to various vehicle systems. Thus, the primary electrical connections may not include other conductive connections to the battery circuit such as control or monitoring systems. The primary electrical connections may include the electrochemical cells 124, connecting pins 132, bus bars 121 and 122, terminal posts 104 and 106, and other circuitry (not shown) connecting the cells 124 to the connecting pins 132. For clarity, the baseplate 118 and lower housing body 116 are also depicted. Thus, current can flow between the negative terminal post 106 and the negative terminal of the cells 124 by traveling through the negative bus bar 122, connecting pin 132, and other circuitry (not shown). Similarly, current can flow between the positive terminal of the cells 124 and the positive terminal post 104 by traveling through the other circuitry (not shown), connecting pin 132, and positive bus bar 121.\n FIGS. 7A and 7B depict a vehicle battery 100 in accordance with an exemplary embodiment. FIG. 7A depicts the battery 100 in an assembled state. The battery 100 comprises many of the features described above with reference to the embodiments depicted in FIGS. 1-6. For example, the exterior of battery 100 may include a positive terminal post 104 and a negative terminal post 106, a pressure relieve valve 112, a CAN connector 110, and a housing 101 including a lid 102 and a baseplate 118. In some implementations, the housing body 116′ may comprise a single piece, rather than an upper and lower portion. In other aspects, the housing 101 is formed from a plurality of individually pieces that are sealed together. A housing 101 with a single-piece housing body 116′ requires only two plastic welding joints (i.e., one weld between the baseplate 118 and the housing body 116′, and one weld between the housing body 116′ and the lid 102), thus simplifying construction and increasing durability. Additional material may be used to reinforce the corners and/or upperside of the housing body 116′ as shown in FIG. 8. Such a construction may increase rigidity and/or durability.\n FIG. 7B depicts an exploded view of the battery 100 of FIG. 7A. As described elsewhere herein, the battery 100 includes a lid 102, bus bars 121 and 122 attached to the lid 102 by fasteners 136 and inserts 138, a PCB 120, terminal posts 104 and 106 with fasteners 134, connecting pins 132, electrochemical cells 124, an upper cell holder framework 130, battery connection circuitry (not shown), a housing body 116′ including a lower cell holder framework 128 (not shown), a desiccant holder 126 with lid 127, and a baseplate 118. In some implementations with a single-piece housing body 116′, one of the cell lock trays 128, 130, such as the upper cell lock tray 130, may be a separate piece held in place by a shelf 129 of the housing body and/or attached by an interior plastic weld. One or more plastic welds may also be used to help secure the cells 124 in place. The upper cell lock tray 130 may also help the cells stay in contact with the battery connection circuitry during vibrations experienced by, for example, driving an electric vehicle. The upper cell lock tray 130 may also improve rigidity and/or durability of the battery 100.\nThe lower portion of the battery 100 depicted in FIG. 7B may be assembled as follows. The baseplate 118 may be welded or otherwise joined to the housing body 116′. In other aspects, the baseplate 118 and body 116′ are formed as a single unitary piece. The electrochemical cells 124 may then be inserted in a transverse direction into the holes in the integrated lower cell holder framework 128. The upper cell holder framework 130 may be placed on the shelf 129 of the housing body 116′, where it may be secured by plastic welding or other securing means, thus securing the upper portion of the electrochemical cells 124 in place. Battery connection circuitry (not shown) may be placed on top of the upper cell holder framework 130 to complete the assembly of the lower portion of the battery 100. The lid 102 of the battery may be assembled as described above with reference to FIGS. 4 and 5, and the upper and lower portions of the battery may be joined to complete assembly.\nThe foregoing description details certain embodiments of the systems, devices, and methods disclosed herein. It will be appreciated, however, that no matter how detailed the foregoing appears in text, the devices and methods can be practiced in many ways. As is also stated above, it should be noted that the use of particular terminology when describing certain features or aspects of the invention should not be taken to imply that the terminology is being re-defined herein to be restricted to including any specific characteristics of the features or aspects of the technology with which that terminology is associated. The scope of the disclosure should therefore be construed in accordance with the appended claims and any equivalents thereof.\nWith respect to the use of any plural and/or singular terms herein, those having skill in the art can translate from the plural to the singular and/or from the singular to the plural as is appropriate to the context and/or application. The various singular/plural permutations may be expressly set forth herein for sake of clarity.\nIt is noted that the examples may be described as a process. Although the operations may be described as a sequential process, many of the operations can be performed in parallel, or concurrently, and the process can be repeated. I | A battery for an electric vehicle is disclosed. The battery may be a low voltage battery for powering low voltage systems. The battery may include a housing formed from at least two parts. For example, the housing may include a top portion that is sealed to a bottom portion. A plurality of rechargeable electrochemical cells may be disposed within the bottom portion. A printed circuit board and/or a bus bar may be disposed within the top portion. The housing can includes a desiccant and/or a two-way pressure valve extending through a surface of the housing. The valve may be used to prevent moisture ingress into an interior of the housing and/or may allow a pressure inside of the housing to equilibrate to the external air pressure. | US:15/437,541 | https://patentimages.storage.googleapis.com/9c/58/5b/827af65736ce92/US10283752.pdf | US:10283752 | Kameron Fraige Saad Buckhout | Faraday and Future Inc | US:20150069829:A1, US:20160093862:A1 | 2019-05-07 | 2019-05-07 | 1. A method of assembling a vehicle battery from at least two housing portions, the method comprising:\nplacing a plurality of rechargeable electrochemical cells into a first housing portion;\nelectrically connecting the cells with circuitry configured to transfer electric current to, from, and between the plurality of rechargeable electrochemical cells;\nsecuring at least one bus bar to a second housing portion that is different from the first housing portion, the at least one bus bar connected to at least one terminal extending through the second housing portion;\nsecuring at least one printed circuit board to the at least one bus bar;\ncontacting the first and second housing portions such that the at least one bus bar contacts the circuitry and forms a direct electrical connection between the at least one bus bar and the circuitry; and\nsealing the first portion to the second portion.\n, placing a plurality of rechargeable electrochemical cells into a first housing portion;, electrically connecting the cells with circuitry configured to transfer electric current to, from, and between the plurality of rechargeable electrochemical cells;, securing at least one bus bar to a second housing portion that is different from the first housing portion, the at least one bus bar connected to at least one terminal extending through the second housing portion;, securing at least one printed circuit board to the at least one bus bar;, contacting the first and second housing portions such that the at least one bus bar contacts the circuitry and forms a direct electrical connection between the at least one bus bar and the circuitry; and, sealing the first portion to the second portion., 2. The method of claim 1, wherein the electrochemical cells have a top side and a bottom side, the top side having at least one positive terminal and at least one negative terminal disposed thereon., 3. The method of claim 2, wherein the step of electrically connecting the cells comprises placing the circuitry against the top side of the plurality of rechargeable electrochemical cells., 4. The method of claim 1, wherein the first housing portion and the second housing portion comprise plastic., 5. The method of claim 4, wherein the step of sealing the first portion to the second portion comprises plastic welding. | US | United States | Active | H | True |
| 11 | Thermal management system for vehicles with an electric powertrain \n | US11884183B2 | The present application is a 37 C.F.R. § 1.53(b) continuation of U.S. patent application Ser. No. 17/115,713 (now U.S. Pat. No. 11,577,626), filed on Dec. 8, 2021, which is the continuation of U.S. patent application Ser. No. 16/292,147 (now U.S. Pat. No. 10,889,205), filed on Mar. 4, 2019, which is the divisional of U.S. patent application Ser. No. 15/028,358, filed on Apr. 8, 2016, which is the National Stage of PCT International Application No. PCT/US2015/010179, filed on Jan. 5, 2015, which claims the benefit of U.S. Provisional Application No. 61/923,232, filed on Jan. 3, 2014, the entire contents of which are incorporated herein by reference. This application is related to the U.S. patent application Ser. No. 13/763,636, filed on 9 Feb. 2013, entitled BATTERY SYSTEM WITH SELECTIVE THERMAL MANAGEMENT, which is incorporated by reference herein for all purposes.\nThermal management is critical to designing and operating electrified vehicles. Various components of vehicles, such as the powertrain [e.g., the engine, transmission, battery system, electric motor(s), motor power electronics, battery power electronics, on-board battery charger, 12V DC-DC converter] and climate control (e.g., cabin heat exchanger, and A/C compressor) components all have, respectively, preferred operating temperature ranges. For these components to function properly, efficiently, or optimally, thermal management systems are required to cool or heat these components appropriately and rapidly.\nIn electrified vehicles which include an internal combustion engine (ICE) (i.e., hybrid vehicles or plug-in hybrid vehicles), two thirds of the heat generated by the engine is typically wasted. While conventional secondary (i.e., rechargeable) batteries are adversely affected when this wasted engine heat is directly absorbed by the battery, certain new secondary batteries, which optimally operate at higher temperatures as compared to those for conventional batteries, can benefit by accepting this wasted heat and being warmed thereby. While conventional thermal management systems exist, systems are still needed to efficiently and rapidly exchange heat between these new secondary batteries and the various components of vehicle that can accept or donate heat energy. As such, there are needs in the field to which the instant invention pertains related to thermal management systems for electric vehicles which include these new secondary batteries as well as to improvements to conventional thermal management systems.\nThe instant disclosure provides, in part, solutions to the aforementioned challenges, as well as others, associated with exchanging heat with secondary batteries and other vehicle components.\nIn one embodiment, set forth herein is a thermal management system for a vehicle with an electric drivetrain. This system includes a battery system including at least one battery cell having a cycle life of at least 100 cycles, and an optimal operating temperature between about 40° C. and 150° C. In some examples, this system includes a battery system including at least one battery cell having a cycle life of at least 100 cycles, and an optimal operating temperature of about 75° C. or higher. In certain examples, this system includes a battery system including at least one battery cell having a cycle life of at least 100 cycles, and an optimal operating temperature above 75° C. In some examples, this system also includes an internal combustion engine (ICE). This system also includes a shared thermal circuit thermally coupling the battery system to other vehicle components, wherein the thermal circuit includes a working fluid, at least one switch or valve for controlling the transfer of the working fluid, wherein a control system actuates the at least one switch or valve, and at least one external heat exchanger; and a control system for controlling the heat exchange between the battery system and these other components of the vehicle.\nIn a second embodiment, set forth herein is a thermal management system for a vehicle with an electric drivetrain. The system includes a control system, a shared thermal circuit comprising a working fluid and one or more switches. In some examples, conductive solids can be substituted for the working fluid, in which case the switches and values open and close the thermal connections to the conductive solids. The one or more switches are configured to operate based on signals received from the control system. The system also includes a battery system having a cycle life of at least 100 cycles and an optimal operating temperature between about 40° C. and 150° C. In some examples, this system includes a battery system including at least one battery cell having a cycle life of at least 100 cycles, and an optimal operating temperature of about 75° C. or higher. In some of these examples, the battery system is thermally coupled to the thermal circuit. Additionally, in some examples, the system includes an internal combustion engine module thermally coupled to the thermal circuit and the battery system via the shared thermal circuit, and at least one external heat exchanger thermally coupled to the thermal circuit. In certain examples, the external heat exchanger may optionally be removed from the thermal circuit. The control system is configured to cause the heat dissipated by the internal combustion engine module to transfer to the battery module through the shared thermal circuit.\n FIGS. 1A-B are simplified diagrams illustrating a thermal management system according to embodiments set forth herein.\n FIG. 2 is a simplified diagram illustrating an alternative thermal management system according to an embodiment set forth herein.\n FIGS. 3A-C are simplified diagrams illustrating a thermal management system in series configuration according to embodiments set forth herein.\n FIGS. 4A-B are simplified diagrams illustrating operation of a thermal management system where engine heat is advantageously used by the battery system during cold start according to an embodiment set forth herein. The arrows in FIG. 4B illustrate one flow pattern that is possible for this system. Depending on which valves are actuated, other flow patterns are possible.\n FIGS. 5A-B are simplified diagrams illustrating operation of a thermal management system where the battery system bypasses the heat exchanger and thermal energy is preserved within the system, according to an embodiment set forth herein. The arrows in FIG. 5B illustrate one flow pattern that is possible for this system. Depending on which valves are actuated, other flow patterns are possible.\n FIGS. 6A-B are simplified diagrams illustrating operation of a thermal management system where battery system heat is rejected via external exchanger according to an embodiment set forth herein. The arrows in FIG. 6B illustrate one flow pattern that is possible for this system. Depending on which valves are actuated, other flow patterns are possible.\n FIGS. 7A-B are simplified diagrams illustrating operation of a thermal management system in an electric vehicle according to an embodiment set forth herein. The arrows in FIG. 7B illustrate one flow pattern that is possible for this system. Depending on which valves are actuated, other flow patterns are possible.\n FIGS. 8A-B are simplified diagrams illustrating operation of a thermal management system with a shared thermal path where climate control module draws heat from various powertrain components according to an embodiment set forth herein. The arrows in FIG. 8B illustrate one flow pattern that is possible for this system. Depending on which valves are actuated, other flow patterns are possible.\n FIGS. 9A-B are simplified diagrams illustrating thermal management system while disengaged from the heat exchanger module according to an embodiment set forth herein. The arrows in FIG. 9B illustrate one flow pattern that is possible for this system. Depending on which valves are actuated, other flow patterns are possible.\n FIGS. 10A-B are simplified diagrams of a thermal management system with bidirectional flow control according to an embodiment set forth herein. The arrows in FIG. 10B illustrate one flow pattern that is possible for this system. Depending on which valves are actuated, other flow patterns are possible.\n FIGS. 11A-D are simplified diagrams illustrating operation of a thermal management system where the thermal loop that includes several powertrain components can be thermally separated into a first thermal path for first group of powertrain components, according to embodiments set forth herein.\nEmbodiments are directed to thermal management systems of electrified vehicles, such as plug-in hybrid electric (PHEV) and electric vehicles (EV; e.g., battery electric vehicles). More specifically, the battery system, one or more additional powertrain components (e.g. including but not limited to the engine, transmission, battery system, electric motor, motor power electronics, battery power electronics, on-board battery charger, 12V DC-DC converter), and/or cabin climate control components (e.g. including but not limited to the cabin heat exchanger, and A/C compressor) of a vehicle share a single thermal circuit or loop. The thermal management system is designed to enable a plurality of components to operate on a single thermal circuit and exchange thermally energy between the battery system, other powertrain components and optionally climate control components as needed.\nBy utilizing a shared thermal circuit with batteries capable of operating at high temperatures (e.g., solid state conversion chemistry batteries or batteries having a solid-state electrolyte), the battery system and, for example, the combustion engine can directly and efficiently be in fluid and thermal communication. In some examples, battery heat can be directly used to warm up a combustion engine, combustion engine heat can be directly used to warm up a battery system (or one or more batteries within a battery system), battery heat can be directly used to provide cabin heat, or all combinations thereof. A single or simple thermal circuit allows for a faster rate of heating and cooling, as less components are needed. Using the systems and methods set forth herein, a second or separate thermal circuit (e.g., including additional heat exchangers, pumps, controllers, and valves, as non-limiting examples) is therefore removed from, or rendered unnecessary for, the system. In some examples, the heat exchanger passively dissipates heat. In yet other examples, the heat exchanger actively removes heat from the system, or battery, in particular, via a heat pump.\nThe batteries set forth herein can operate at a high temperature, thereby allowing novel heat utilization via the shared thermal circuit, set forth in the instant disclosure, between an engine, battery system, transmission, battery system, electric motor(s), motor power electronics, battery power electronics, on-board battery charger, 12V DC-DC converter] and climate control, cabin heat exchanger, and A/C compressor, components and/or other powertrain components. For example, an internal combustion engine (“ICE”) can emit tens of kilowatts of waste heat in operation. By utilizing a shared thermal circuit design according to embodiments set forth herein, waste heat from the combustion engine can be utilized to heat the battery system to its optimal operating temperature range. Similarly, the battery system can utilize the heat radiated from the radiator sized for the combustion engine heat rejection, reducing vehicle cost and improving heat rejection efficiency.\nIn a specific embodiment, a thermal circuit is configured to transfer heat from the ICE to the battery, and vice versa. Heat transfer is accomplished, for example, by using a heat transfer fluid (e.g., typically a water-glycol mixture that has a high specific heat capacity), which is circulated by one or more pumps. For example, the pump is controlled by a controller module, which causes the pump to circulate fluid heated by the ICE to the battery when the ICE has a high temperature and the battery is below a threshold temperature. As a part of the thermal path, switches and/or valves are used to control the flow of the heat transfer fluid. For example, after the battery reaches a desired operating temperature, valves can be used to isolate the combustion engine and battery system to stop heat transfer or dissipate heat to the ambient environment or air.\nWith a single thermal circuit, components (e.g. heat exchanger, pump, heat transfer fluid, and the like) of the thermal circuit are shared, thereby reducing system cost, weight, and volume. In a competitive automotive original equipment manufacturer (OEM) market, reducing system components and saving hundreds of dollars can have significant economic impact. Significant price elasticity exists in the automotive market, where small changes in price can have significant impact on vehicle sales volumes. Consequently, there is a need for automotive OEMs to reduce costs of all vehicle components, especially in instances where system performance can be held constant or improved. For example, the instantly disclosed shared thermal management system, which can modulate the heat of certain or all powertrain components (inclusive of the battery system), is a novel and substantial improvement in vehicle design for vehicles with electrified powertrains.\nBy reducing components such as a heat exchanger, pump, and transfer fluid, more batteries can be assembled in a given volume thus providing more energy and power to a drive train. In some examples, this can increase the driving range. In other examples, this can increase available power with respect to the vehicle's operating temperature range.\nThe overall weight of the vehicle is reduced, increasing performance and efficiency. The weight of a vehicle can be reduced by about 4 kg, about 8 kg, about 12 kg or about 3-15 kg in total by removing secondary thermal circuit components. In addition to the weight savings, there includes a space savings as well. As much as 15-20 L of space can be reclaimed or utilized when vehicle thermal management systems are designed as set forth herein. The additional space allows for efficient and flexible design of related or unrelated vehicle components. The amount of space reclaimed can be about 5 L, about 10 L, about 15 L or about 4 L-20 L of space, for example. As the battery system is heated more quickly and effectively, performance of the battery system increases. In some examples, the thermal circuits herein heat a battery at least 2-10 times faster than conventional heating systems. Conventional heaters can heat at about 3-5 kW. However, the thermal circuits herein, in some examples, directly heat a secondary battery using the ICE's dissipated heat at about 10 kW or higher.\nIn addition, a reduced number of components can improve system reliability and reduce maintenance costs. In various embodiments, transfer of waste heat from the engine to the battery module in cold start scenarios reduces or eliminates battery module energy expenditure required for self-warming and can result in a shorter time until the electric drivetrain can take over operation of the vehicle. In various embodiments, a radiator suitable for heat rejection from a combustion engine is oversized relative to the radiator designed solely for a battery system. Consequently, by sharing the radiator, the battery system can utilize enhanced heat rejection capability in the shared system, resulting in increased system efficiency, longer component life, and/or improved vehicle performance. By sharing components and uses thereof, other components can be eliminated or reduced in size as well.\nLithium ion and lithium metal batteries are utilized in automotive applications because of their high specific energy and energy density, long cycle life, high round trip efficiency, low self-discharge and long shelf life. However, soaked to cold temperatures that vehicles encounter, lithium ion and lithium metal cells exhibit poor low temperature performance. As an example, it has been reported that lithium ion cells can lose up to 88% of their room temperature capacity at −40° C. The limited power and capacity observed for batteries at low temperatures is particularly problematic for all solid state batteries.\nPoor low temperature performance, in the worst scenario, can impact vehicle safety where sufficient energy and power from the battery module is not available for driving, e.g. when merging onto a freeway, and in the best scenario, low vehicle performance levels, and/or driver wait times. Consequently, automotive vehicle manufacturers (OEMs) often provide more power and/or capacity than required during most temperature conditions to satisfy low temperature requirements, thereby adding cost, weight, and volume to the powertrain. In certain designs, low performance levels at cold operating temperatures may not be acceptable because they significantly and negatively impact vehicle functionality. In some other designs, the vehicle may rely on the combustion engine (if present) to start and operate the vehicle until the battery module reaches operating temperature, limiting the utility of the electric powertrain.\nIn some examples, set forth herein is a thermal system architecture where the battery system shares the same thermal management circuit with other powertrain components (e.g. including but not limited to the engine, transmission, battery module, electric motor, motor power electronics, battery power electronics, on-board battery charger, 12V DC-DC converter), and/or cabin climate control components (e.g. including but not limited to the cabin heat exchanger, and/or A/C compressor). As an example, the terms “shared thermal circuit”, “combined thermal circuit”, “single thermal loop”, “direct thermal circuit” and “common thermal circuit” refer to a configuration where the heat transfer fluid or heat transfer materials are shared among the battery system and one or more powertrain components (e.g. including but not limited to the engine, transmission, electric motor(s), motor power electronics, battery power electronics, on-board battery charger, 12V DC-DC converter) and/or cabin climate control components (e.g. including but not limited to the cabin heat exchanger, and A/C compressor), of a vehicle.\nIn some examples, set forth herein is a battery system including one or more battery cells connected in series and/or in parallel to provide electrical power to the vehicle. Battery cells of a battery system may or may not be homogenous depending on the design of the battery system. An example of a battery system with different cell types may include cells with high power and/or excellent low temperature performance (e.g. due to a cell chemistry or architecture optimized for power or low temperature) to handle peak power requirement and cold start scenarios together with cells optimized for energy density to enable higher energy capacity. For example, the combinations of primary and boost batteries, set forth in U.S. patent application Ser. No. 13/763,636, filed on 9 Feb. 2013, entitled BATTERY SYSTEM WITH SELECTIVE THERMAL MANAGEMENT, which is incorporated by reference herein for all purposes, are non-limiting examples of battery systems with different cell types.\nDepending on the implementations, there can be several variations of the thermal system set forth herein that combine the heat transfer circuit of the battery module and the one or more powertrain components (e.g. including but not limited to the engine, transmission, battery module, electric motor, motor power electronics, battery power electronics, on-board battery charger, and/or 12V DC-DC) and/or cabin climate control components (e.g. including but not limited to the cabin heat exchanger, and/or A/C compressor). Because the battery systems set forth herein can not only tolerate, but optimally perform at high temperatures, these battery systems can be thermally coupled in a shared or simple thermal circuit, in a way which would adversely affect the performance of conventional secondary batteries. In some examples, the high temperatures are temperatures above room temperature. In some other examples, the high temperatures are temperatures about 35° C. In other examples, the high temperatures are temperatures about 40° C. In yet other examples, the high temperatures are temperatures about 45° C. In some other examples, the high temperatures are temperatures about 50° C. In some examples, the high temperatures are temperatures about 55° C. In some other examples, the high temperatures are temperatures about 60° C. In some other examples, the high temperatures are temperatures about 65° C. In other examples, the high temperatures are temperatures about 70° C. In yet other examples, the high temperatures are temperatures about 75° C. In some other examples, the high temperatures are temperatures about 80° C. In some examples, the high temperatures are temperatures about 85° C. In some other examples, the high temperatures are temperatures about 90° C.\nIn some examples, set forth herein is a battery system comprising at least one battery cell having a cycle life of at least 100 cycles, and an optimal operating temperature between about 40° C. or higher. In some examples, set forth herein is a battery system comprising at least one battery cell having a cycle life of at least 100 cycles, and an optimal operating temperature between about 50° C. or higher. In some examples, set forth herein is a battery system comprising at least one battery cell having a cycle life of at least 100 cycles, and an optimal operating temperature between about 60° C. or higher. In some examples, set forth herein is a battery system comprising at least one battery cell having a cycle life of at least 100 cycles, and an optimal operating temperature between about 70° C. or higher. In some examples, set forth herein is a battery system comprising at least one battery cell having a cycle life of at least 100 cycles, and an optimal operating temperature between about 75° C. or higher. In some examples, set forth herein is a battery system comprising at least one battery cell having a cycle life of at least 100 cycles, and an optimal operating temperature between about 80° C. or higher.\nIn some examples, the high temperatures are temperatures above room temperature. In some other examples, the high temperatures are temperatures above 35° C. In other examples, the high temperatures are temperatures above 40° C. In yet other examples, the high temperatures are temperatures above 45° C. In some other examples, the high temperatures are temperatures above 50° C. In some examples, the high temperatures are temperatures above 55° C. In some other examples, the high temperatures are temperatures above 60° C. In some other examples, the high temperatures are temperatures above 65° C. In other examples, the high temperatures are temperatures above 70° C. In yet other examples, the high temperatures are temperatures above 75° C. In some other examples, the high temperatures are temperatures above 80° C. In some examples, the high temperatures are temperatures above 85° C. In some other examples, the high temperatures are temperatures above 90° C.\nThe battery systems set forth herein, in some examples, are placed in close proximity, immediately adjacent or in physical contact with components of the thermal circuit, e.g., an internal combustion engine. In some examples, close proximity includes one half the length of an electric vehicle in which the battery and internal combustion engine are located. In some examples, close proximity includes one quarter the length of an electric vehicle in which the battery and internal combustion engine are located. In some examples, close proximity includes one eighth the length of an electric vehicle in which the battery and internal combustion engine are located. In some examples, close proximity includes one tenth the length of an electric vehicle in which the battery and internal combustion engine are located. In some examples, close proximity includes one sixteenth the length of an electric vehicle in which the battery and internal combustion engine are located. In some examples, close proximity includes one twentieth the length of an electric vehicle in which the battery and internal combustion engine are located. In some examples, close proximity includes one thirtieth the length of an electric vehicle in which the battery and internal combustion engine are located. In some examples, close proximity includes less than one half the length of an electric vehicle in which the battery and internal combustion engine are located. In some examples, close proximity includes less than one quarter the length of an electric vehicle in which the battery and internal combustion engine are located. In some examples, close proximity includes less than one eighth the length of an electric vehicle in which the battery and internal combustion engine are located. In some examples, close proximity includes less than one sixteenth the length of an electric vehicle in which the battery and internal combustion engine are located. Merely as an example, shared thermal management systems include, but are not limited to, the following:\n\n | This patent application is directed to thermal management systems of vehicles with an electric powertrain. More specifically, the battery system and one or more powertrain components and/or cabin climate control components of a vehicle share the same thermal circuit as the battery module through which heat can be exchanged between the battery module and one or more powertrain or climate control components as needed. | US:18/154,338 | https://patentimages.storage.googleapis.com/9e/46/1d/a8d9f06274a9e6/US11884183.pdf | US:11884183 | Kevin Hettrich, Tomasz Wojcik, Weston Arthur Hermann | Quantumscape Battery Inc | US:3357541, US:4189528, US:5369351, US:5482790, US:5618641, JP:3585992:B2, US:6641942, US:6357541, US:20010040061:A1, US:6942944, US:20020022178:A1, US:6271648, US:20030008205:A1, US:20030184307:A1, US:20030186116:A1, US:6624615, US:20040180263:A1, US:20050084754:A1, US:20050248313:A1, US:7154068, US:20060240318:A1, US:7148637, US:20070087266:A1, US:20070166574:A1, US:20090325043:A1, US:20080213652:A1, US:20080299451:A1, US:20100297483:A1, US:7761198, WO:2009001916:A1, US:20100258063:A1, US:20090123820:A1, US:20100217485:A1, US:20100273042:A1, US:7933695, US:20090239130:A1, US:20090243538:A1, WO:2009120369:A2, US:20100082227:A1, JP:2010110196:A, US:20100089547:A1, US:20100140246:A1, US:20120046815:A1, US:7936150, US:20100273044:A1, JP:2010281561:A, US:20120148889:A1, US:20120126753:A1, US:20110076521:A1, US:20120295142:A1, DE:102009046567:A1, US:20110153140:A1, US:8343642, US:20110159351:A1, US:20110177383:A1, US:20130022848:A1, US:20110267007:A1, US:20130084505:A1, US:20130126794:A1, US:20120014889:A1, US:20130101878:A1, US:8190320, US:8471521, US:8543270, US:20130202929:A1, US:20130218447:A1, US:20130230759:A1, US:9321340, US:20120158228:A1, US:9106077, US:20130059172:A1, US:20120058377:A1, WO:2012144148:A1, US:20140041826:A1, US:20140038009:A1, US:20140141300:A1, JP:2012236577:A, US:20140023905:A1, US:20120316712:A1, US:20120328908:A1, US:20130004804:A1, US:20140227597:A1, US:20130103240:A1, US:20150000327:A1, CN:202507950:U, US:20130280610:A1, US:20140170493:A1, US:20150217623:A1, US:20150217622:A1, US:20150258875:A1, US:20150214586:A1, US:20140070013:A1, US:20140093760:A1, US:20140117291:A1, WO:2014061761:A1, US:20150255998:A1, US:9362546, US:9553346, US:20140227568:A1, US:20140272564:A1, US:20140265554:A1, US:20140279723:A1, US:20140284526:A1, US:20160068123:A1, US:20160082860:A1, WO:2015010179:A1, US:20150037626:A1, WO:2015031908:A1, WO:2015076944:A1, WO:2015054320:A2, US:11011783, US:20160218401:A1, WO:2015103548:A1, US:10889205, US:20150243974:A1, US:20160049655:A1, US:9834114, US:10369899, US:20160059733:A1, US:11040635, US:20160164135:A1, WO:2016106321:A1, US:9393921, US:20160380315:A1, US:9960458 | 2024-01-30 | 2024-01-30 | 1. A thermal management system for a vehicle, the system comprising:\na control system;\na shared thermal circuit comprising a fluid transfer module and one or more switches, the one or more switches being configured to operate based on signals received from the control system;\na powertrain component thermally coupled to the shared thermal circuit;\nan external heat exchanger module comprising one or more heat rejection devices configured to dissipate heat in an operation mode; and\na battery module having a cycle life of at least 100 cycles and being capable of operating at a temperature between about 40° C. and 150° C., the battery module being thermally coupled to the thermal circuit,\nwherein the control system is configured to cause the heat dissipated by the powertrain component to transfer to the battery module when the battery module is lower than a predetermined temperature, and\nwherein the vehicle does not comprise an internal combustion engine.\n, a control system;, a shared thermal circuit comprising a fluid transfer module and one or more switches, the one or more switches being configured to operate based on signals received from the control system;, a powertrain component thermally coupled to the shared thermal circuit;, an external heat exchanger module comprising one or more heat rejection devices configured to dissipate heat in an operation mode; and, a battery module having a cycle life of at least 100 cycles and being capable of operating at a temperature between about 40° C. and 150° C., the battery module being thermally coupled to the thermal circuit,, wherein the control system is configured to cause the heat dissipated by the powertrain component to transfer to the battery module when the battery module is lower than a predetermined temperature, and, wherein the vehicle does not comprise an internal combustion engine., 2. The system of claim 1, wherein the powertrain component comprises an electric motor., 3. The system of claim 1, wherein the one or more heat rejection devices are configured to dissipate heat away from the thermal management system., 4. The system of claim 1, wherein the shared thermal circuit comprises one or more pumping devices for transferring the working fluid in a first direction or a second direction within the circuit., 5. The system of claim 1, wherein the predetermined temperature is 75° C., 6. The system of claim 1, wherein the battery module is a 16 kWh battery module., 7. The system of claim 1, wherein the battery module further comprises a solid-state battery., 8. The system of claim 1, wherein the battery module further comprises a battery comprising a solid-state electrolyte., 9. The system of claim 1, wherein the battery module further comprises a battery comprising a lithium-stuffed garnet electrolyte., 10. The system of claim 1, wherein the vehicle comprises an electric vehicle., 11. A thermal management system for a vehicle, the system comprising:\na control system;\na shared thermal circuit comprising a fluid transfer module and one or more switches, the one or more switches being configured to operate based on signals received from the control system;\na powertrain component thermally coupled to the shared thermal circuit;\nan external heat exchanger module comprising one or more heat rejection devices configured to dissipate heat in an operation mode; and\na battery module having a cycle life of at least 100 cycles and being capable of operating at a temperature between about 40° C. and 150° C., the battery module being thermally coupled to the thermal circuit,\nwherein the control system is configured to cause the heat dissipated by the powertrain component to transfer to the battery module when the battery module is lower than a predetermined temperature, and\nwherein the vehicle comprises an electric vehicle.\n, a control system;, a shared thermal circuit comprising a fluid transfer module and one or more switches, the one or more switches being configured to operate based on signals received from the control system;, a powertrain component thermally coupled to the shared thermal circuit;, an external heat exchanger module comprising one or more heat rejection devices configured to dissipate heat in an operation mode; and, a battery module having a cycle life of at least 100 cycles and being capable of operating at a temperature between about 40° C. and 150° C., the battery module being thermally coupled to the thermal circuit,, wherein the control system is configured to cause the heat dissipated by the powertrain component to transfer to the battery module when the battery module is lower than a predetermined temperature, and, wherein the vehicle comprises an electric vehicle., 12. The system of claim 11, wherein the one or more heat rejection devices are configured to dissipate heat away from the thermal management system., 13. The system of claim 11, wherein the shared thermal circuit comprises one or more pumping devices for transferring the working fluid in a first direction or a second direction within the circuit., 14. The system of claim 11, wherein the predetermined temperature is 75° C., 15. The system of claim 11, wherein the battery module is a 16 kWh battery module., 16. The system of claim 11, wherein the battery module further comprises a solid-state battery., 17. The system of claim 11, wherein the battery module further comprises a battery comprising a solid-state electrolyte., 18. The system of claim 11, wherein the battery module further comprises a battery comprising a lithium-stuffed garnet electrolyte. | US | United States | Active | B | True |
| 12 | Vehicle mutual-charging system and charging connector \n | US10059210B2 | This application is a national phase entry under 35 U.S.C. § 371 of International Application No. PCT/CN2014/081308, filed on Jun. 30, 2014, which claims priority and benefits of Chinese Patent Applications No. 201310733583.4 filed with State Intellectual Property Office on Dec. 26, 2013, and Chinese Patent Applications No. 201310269952.9 filed with State Intellectual Property Office on Jun. 28, 2013, the entire contents of all of which are incorporated herein by reference.\nEmbodiments of the present disclosure generally relate to an electric vehicle field and, more particularly, to a vehicle mutual-charging system and a charging connector.\nAt present, electric vehicles are charged by charging stations. However, because the number of the charging stations is limited, it is inconvenient to charge the electric vehicle, thus affecting popularity of the electric vehicle.\nIn addition, due to the effect of the road condition or the users' habits, the driving distance calculated by the battery manager may have certain error. Thus, it is possible to occur that before reaching the destination, the remaining power in the battery is insufficient or even has been exhausted, which may leave the user in trouble.\nEmbodiments of the present disclosure seek to solve at least one of the problems existing in the related art to at least some extent.\nAccording to embodiments of a first broad aspect of the present disclosure, a vehicle mutual-charging system is provided. The system includes: a first electric vehicle and a second electric vehicle, each of the first electric vehicle and the second electric vehicle including a power battery, a battery manager, an energy control device and a charge-discharge socket, in which the energy control device includes: a three-level bidirectional DC-AC module having a first DC terminal connected with a first terminal of the power battery and a second DC terminal connected with a second terminal of the power battery, a charge-discharge control module having a first terminal connected with an AC terminal of the three-level bidirectional DC-AC module and a second terminal connected with the charge-discharge socket, a control module connected with the charge-discharge control module and configured to control the charge-discharge control module according to a current working mode of a vehicle; and a charging connector connected between the first electric vehicle and the second electric vehicle and including a first charging gun adaptor and a second charging gun adaptor at both ends thereof respectively, in which the first charging gun adaptor is connected with the charge-discharge socket of the first electric vehicle and the second charging gun adaptor is connected with the charge-discharge socket of the second electric vehicle, in which when the first electric vehicle enters a discharging mode, the second electric vehicle enters a charging mode, such that the first electric vehicle charges the second electric vehicle via the charging connector.\nWith the vehicle mutual-charging system according to embodiments of the present disclosure, the mutual-charging between the electric vehicles is implemented, such that the charging inconvenience problem caused by insufficient charging stations is solved, it is convenient for users to use the electric vehicles, and the applicability and functions of the electric vehicle are both improved. In addition, by employing the three-level bidirectional DC-AC module in the energy control device, a common-mode voltage is reduced, a leakage current is decreased and a harmonic wave is weakened. Furthermore, the DC-DC voltage increasing and decreasing module is not necessarily required in the energy control device, thus realizing a high power charging, reducing a bus voltage, improving a driving efficiency and shortening a charging time.\nAccording to embodiments of a second broad aspect of the present disclosure, a charging connector is provided. The charging connector is connected between a first electric vehicle and a second electric vehicle and includes: a first charging gun adaptor and a second charging gun adaptor at both ends thereof, in which the first charging gun adaptor is connected with a charge-discharge socket of the first electric vehicle and the second charging gun adaptor is connected with a charge-discharge socket of the second electric vehicle.\nThe charging connector according to embodiments of the present disclosure can be connected between two electric vehicles and is configured to implement the mutual-charging between vehicles, such that the charging inconvenience problem caused by insufficient charging stations is solved, it is convenient for users to use the electric vehicles and the applicability and functions of the electric vehicle are both improved.\nAdditional aspects and advantages of embodiments of present disclosure will be given in part in the following descriptions, become apparent in part from the following descriptions, or be learned from the practice of the embodiments of the present disclosure.\nThese and other aspects and advantages of embodiments of the present disclosure will become apparent and more readily appreciated from the following descriptions made with reference to the accompanying drawings, in which:\n FIG. 1 is a schematic diagram of a power system for an electric vehicle according to an embodiment of the present disclosure;\n FIG. 2 is a circuit diagram of a power system for an electric vehicle according to an embodiment of the present disclosure;\n FIG. 3A is a schematic diagram of a vehicle mutual-charging system according to an embodiment of the present disclosure;\n FIG. 3B is a flow chart of a mutual-charging between electric vehicles according to an embodiment of the present disclosure;\n FIG. 3C is a schematic diagram of a power system for an electric vehicle according to an embodiment of the present disclosure;\n FIG. 4 is a schematic diagram of control module according to an embodiment of the present disclosure;\n FIG. 5 is a flow chart of determining a function of a power system for an electric vehicle according to an embodiment of the present disclosure;\n FIG. 6 is a schematic diagram showing a power system for an electric vehicle according to an embodiment of the present disclosure executing a motor driving control function;\n FIG. 7 is a flow chart of determining whether to start a charge-discharge function for a power system for an electric vehicle according to an embodiment of the present disclosure;\n FIG. 8 is a flow chart of controlling a power system for an electric vehicle in a charging mode according to an embodiment of the present disclosure;\n FIG. 9 is a flow chart of controlling a power system for an electric vehicle when ending charging the electric vehicle according to an embodiment of the present disclosure;\n FIG. 10 is a circuit diagram of a connection between an electric vehicle and a power supply apparatus according to an embodiment of the present disclosure;\n FIG. 11 is a flow chart of a method for controlling charging an electric vehicle according to an embodiment of the present disclosure;\n FIG. 12 is a schematic diagram of a charge-discharge socket according to an embodiment of the present disclosure;\n FIG. 13 is a schematic diagram of an off-grid on-load discharge plug according to an embodiment of the present disclosure;\n FIG. 14 is a block diagram of a power carrier communication system for an electric vehicle according to an embodiment of the present disclosure;\n FIG. 15 is a block diagram of a power carrier communication device;\n FIG. 16 is a schematic diagram of communications between eight power carrier communication devices and corresponding control devices;\n FIG. 17 is a flow chart of a method for receiving data by a power carrier communication system; and\n FIG. 18 is a schematic diagram showing a connection between a motor controller for an electric vehicle and other parts of the electric vehicle according to an embodiment of the present disclosure.\nReference will be made in detail to embodiments of the present disclosure. Embodiments of the present disclosure will be shown in drawings, in which the same or similar elements and the elements having same or similar functions are denoted by like reference numerals throughout the descriptions. The embodiments described herein according to drawings are explanatory and illustrative, not construed to limit the present disclosure.\nThe following description provides a plurality of embodiments or examples configured to achieve different structures of the present disclosure. In order to simplify the publication of the present disclosure, components and dispositions of the particular embodiment are described in the following, which are only explanatory and not construed to limit the present disclosure. In addition, the present disclosure may repeat the reference number and/or letter in different embodiments for the purpose of simplicity and clarity, and the repeat does not indicate the relationship of the plurality of embodiments and/or dispositions. Moreover, in description of the embodiments, the structure of the second characteristic “above” the first characteristic may include an embodiment formed by the first and second characteristic contacted directly, and also may include another embodiment formed between the first and the second characteristic, in which the first characteristic and the second characteristic may not contact directly.\nIn the description of the present disclosure, unless specified or limited otherwise, it should be noted that, terms “mounted,” “connected” and “coupled” may be understood broadly, such as electronic connection or mechanical connection, inner communication between two elements, direct connection or indirect connection via intermediary. These having ordinary skills in the art should understand the specific meanings in the present disclosure according to specific situations.\nWith reference to the following descriptions and drawings, these and other aspects of embodiments of the present disclosure will be distinct. In the descriptions and drawings, some particular embodiments are described in order to show means of the principles of embodiments according to the present disclosure, however, it should be appreciated that the scope of embodiments according to the present disclosure is not limited. On the contrary, embodiments of the present disclosure include all the changes, alternatives, and modifications falling into the scope of the spirit and principles of the attached claims.\nA vehicle mutual-charging system according to embodiments of the present disclosure can be implemented based on a power system for an electric vehicle described in the following.\nThe power system and the electric vehicle having the same according to embodiments of the present disclosure are described in the following with reference to the drawings.\nAs shown in FIG. 1, a power system for an electric vehicle according to an embodiment of the present disclosure includes a power battery 10, a charge-discharge socket 20, a motor M, a three-level bidirectional DC-AC module 30, a motor control switch 40, a charge-discharge control module 50 and a control module 60.\nThe three-level bidirectional DC-AC module 30 has a first DC terminal a1 connected with a first terminal of the power battery 10 and a second DC terminal a2 connected with a second terminal of the power battery 10. The three-level bidirectional DC-AC module 30 is configured to implement a DC-AC conversion. The motor control switch 40 has a first terminal connected with an AC terminal a3 of the three-level bidirectional DC-AC module 30 and a second terminal connected with the motor M for the electric vehicle. The charge-discharge control module 50 has a first terminal connected with the AC terminal a3 of the three-level bidirectional DC-AC module 30 and a second terminal connected with the charge-discharge socket 20. The control module 60 is connected with the motor control switch 40 and the charge-discharge control module 50 respectively and is configured to control the motor control switch 40 and the charge-discharge control module 50 according to a current working mode of a power system, such that the electric vehicle can switch between a driving mode and a charge-discharge mode.\nMoreover, in some embodiments of the present disclosure, the current working mode of the power system may include the driving mode and the charge-discharge mode. In other words, the working mode of the electrical vehicle may include the driving mode and the charge-discharge mode. It should be noted that the charge-discharge mode means that the electric vehicle is either in a charging mode or in a discharging mode.\nWhen the power system is in the driving mode, the control module 60 controls the motor control switch 40 to turn on to drive the motor M normally, and controls the charge-discharge control module 50 to turn off. It should be noted that the motor control switch 40 may also include two switches K3 and K4 connected with a two-phase input to the motor, or even one switch, provided that the control on the motor may be realized. Therefore, other embodiments will not be described in detail herein.\nWhen the power system is in the charge-discharge mode, the control module 60 controls the motor control switch 40 to turn off to stop the motor M and controls the charge-discharge control module 50 to turn on so as to start the three-level bidirectional DC-AC module 30, such that an external power source can charge the power battery 10 normally. The first DC terminal a1 and the second DC terminal a2 of the three-level bidirectional DC-AC module 30 are connected with a positive terminal and a negative terminal of a DC bus of the power battery 10 respectively.\nIn an embodiment of the present disclosure, as shown in FIG. 2, the three-level bidirectional DC-AC module 30 includes a first capacitor C1, a second capacitor C2, and a first IGBT1 to a twelfth IGBT12.\nSpecifically, the first capacitor C1 and the second capacitor C2 are connected in series, the first capacitor C1 has a first terminal connected with the first terminal of the power battery 10 and a second terminal connected with a first terminal of the second capacitor C2, and the second capacitor C2 has a second terminal connected with the second terminal of the power battery 10, in which a first node J1 is defined between the first capacitor C1 and the second capacitor C2. In other words, the first capacitor C1 and the second capacitor C2 are connected between the first DC terminal a1 and the second DC terminal a2 of the three-level bidirectional DC-AC module 30. The first IGBT1 and a second IGBT2 are connected in series and are connected between the first DC terminal a1 and the second DC terminal a2 of the three-level bidirectional DC-AC module 30, in which a second node J2 is defined between the first IGBT1 and the second IGBT2. A third IGBT3 and a fourth IGBT4 are connected in series and are connected between the first node J1 and the second node J2. A fifth IGBT5 and a sixth IGBT6 are connected in series and are connected between the first DC terminal a1 and the second DC terminal a2 of the three-level bidirectional DC-AC module 30, in which a third node J3 is defined between the fifth IGBT5 and the sixth IGBT6. A seventh IGBT7 and an eighth IGBT8 are connected in series and are connected between the first node J1 and the third node J3. A ninth IGBT9 and a tenth IGBT10 are connected in series and are connected between the first DC terminal a1 and the second DC terminal a2 of the three-level bidirectional DC-AC module 30, in which a fourth node J4 is defined between the ninth IGBT9 and the tenth IGBT10. An eleventh IGBT11 and a twelfth IGBT12 are connected in series and are connected between the first node J1 and the fourth node J4. The second node J2, the third node J3 and the fourth node J4 are configured as the AC terminal a3 of the three-level bidirectional DC-AC module.\nAs shown in FIG. 2, the power system for the electric vehicle further includes a first common-mode capacitor C11 and a second common-mode capacitor C12. The first common-mode capacitor C11 and the second common-mode capacitor C12 are connected in series and connected between the first terminal and the second terminal of the power battery 10, in which a node between the first common-mode capacitor C11 and the second common-mode capacitor C12 is grounded.\nGenerally, a leakage current is large in an inverter and grid system without transformer isolation. Compared with a conventional two-level system, the power system according to embodiments of the present disclosure adopts the three-level bidirectional DC-AC module 30. By using a three-level control and connecting the first common-mode capacitor C11 and the second common-mode capacitor C12 between the first terminal and the second terminal of the power battery 10, a common-mode voltage can be reduced by half in theory and the large leakage current problem generally existing in controllers can also be solved. A leakage current at an AC side can also be reduced, thus satisfying electrical system requirements of different countries.\nIn an embodiment of the present disclosure, as shown in FIG. 2, the power system for the electric vehicle further includes a filtering module 70, a filtering control module 80 and an EMI-filter module 90.\nThe filtering module 70 is connected between the three-level bidirectional DC-AC module 30 and the charge-discharge control module 50, and is configured to eliminate a harmonic wave. As shown in FIG. 2, the filtering module 70 includes inductors LA, LB, LC connected in parallel and capacitors C4, C5, C6 connected in parallel, in which the inductor LA is connected with the capacitor C6 in series, the inductor LB is connected with the capacitor C5 in series and the inductor LC is connected with the capacitor C4 in series.\nA shown in FIG. 2, the filtering control module 80 is connected between the first node J1 and the filtering module 70, and the control module 60 controls the filtering control module 80 to turn off when the power system is in the driving mode. The filtering control module 80 may be a capacitor switching relay and may include a contactor K10. The EMI-filter module 90 is connected between the charge-discharge socket 20 and the charge-discharge control module 50 and is mainly configured to filter interference of conduction and radiation.\nIt should be noted that a position of the contactor K10 in FIG. 2 is merely exemplary. In other embodiments of the present disclosure, the contactor K10 may be disposed at other positions, provided that the filtering module 70 can be turned off by using the contactor K10. For example, in another embodiment of the present disclosure, the contactor K10 can be connected between the three-level bidirectional DC-AC module 30 and the filtering module 70.\nIn an embodiment of the present disclosure, as shown in FIG. 2, the charge-discharge control module 50 further includes a three-phase switch K8 and/or a single-phase switch K7 configured to implement a three-phase or a single-phase charge-discharge.\nIn some embodiments of the present disclosure, when the power system is in the driving mode, the control module 60 controls the motor control switch 40 to turn on so as to drive the motor M normally, and controls the charge-discharge control module 50 to turn off. In this way, a direct current from the power battery 10 is inverted into an alternating current via the three-level bidirectional DC-AC module 30 and the alternating current is transmitted to the motor M. The motor M can be controlled by a revolving transformer decoder technology and a space vector pulse width modulation (SVPWM) control algorithm.\nWhen the power system is in the charge-discharge mode, the control module 60 controls the motor control switch 40 to turn off so as to stop the motor M, and controls the charge-discharge control module 50 to turn on, such that the external power source such as a three-phase current or a single-phase current can charge the power battery 10 normally via the charge-discharge socket 20. In other words, by detecting a charge connection signal, an AC grid power system and a vehicle battery management information, a controllable rectification function may be implemented via the bidirectional DC-AC module 30, and the power battery 10 may be charged by the single-phase power source and/or the three-phase power source.\nWith the power system for the electric vehicle according to embodiments of the present disclosure by adopting the three-level bidirectional DC-AC module, the common-mode voltage and the leakage current are reduced. In addition, by employing the three-level bidirectional DC-AC module 30 in the energy control device, a common-mode voltage is reduced, a leakage current is decreased and a harmonic wave is weakened. Furthermore, a DC-DC voltage increasing and decreasing module is not necessarily required in the energy control device, thus realizing a high power charging, reducing a bus voltage, improving a driving efficiency and shortening a charging time. For example, the driving efficiency may be up to 97%, and the charging time may be shortened to about 10 minutes. Besides, with the power system according to embodiments of the present disclosure, the electric vehicle may be charged without a dedicated charging pile, thus reducing cost and facilitating popularization of the electric vehicle. Furthermore, the electric vehicle may be directly charged with an AC electricity, which significantly facilitate the use and popularization of the electric vehicle.\nThe vehicle mutual-charging system according to embodiments of the present disclosure will be described in the following.\nAs shown in FIG. 3A, in an embodiment, the vehicle mutual-charging system includes: a first electric vehicle 1002, a second electric vehicle 1003 and a charging connector 1004.\nSpecifically, each of the first electric vehicle 1002 and the second electric vehicle 1003 includes: the power battery 10, the charge-discharge socket 20 and an energy control device 1005.\nAs shown in FIG. 2, the energy control device 1005 includes: the three-level bidirectional DC-AC module 30, the charge-discharge control module 50 and a control module 60. The three-level bidirectional DC-AC module 30 has the first DC terminal a1 connected with the first terminal of the power battery 10 and the second DC terminal a2 connected with the second terminal of the power battery 10. The charge-discharge control module 50 has the first terminal connected with the AC terminal of the three-level bidirectional DC-AC module 30 and the second terminal connected with the charge-discharge socket 20. The control module 60 is connected with a third terminal of the charge-discharge control module 50 and is configured to control the charge-discharge control module 50 according to a current working mode of the electric vehicle.\nThe charging connector 1004 is connected between the first electric vehicle 1002 and the second electric vehicle 1003. The charging connector 1004 includes a first charging gun adaptor and a second charging gun adaptor at both ends thereof respectively. The first charging gun adaptor is connected with the charge-discharge socket 20 of the first electric vehicle 1002 and the second charging gun adaptor is connected with the charge-discharge socket 20 of the second electric vehicle 1003. When the current working mode of the first electric vehicle 1002 is a discharging mode and the current working mode of the second electric vehicle 1003 is a charging mode, the first electric vehicle 1002 charges the second electric vehicle 1003 via the charging connector 1004. Specifically, the first electric vehicle 1002 and the second electric vehicle 1003 communicate via the charging connector 1004.\nAs shown in FIG. 3A, each of the first electric vehicle 1002 and the second electric vehicle 1003 further includes a charging detecting device 1006 and a vehicle control dashboard 102. The energy control device 1005 of the first electric vehicle 1002 outputs a charging pile analog signal CP to the charge-discharge socket 20 of the second electric vehicle 1003 via the charging connector 1004, and the energy control device 1005 of the first electric vehicle 1002 controls the power battery 10 of the first electric vehicle 1002 to enter a discharging state and to provide a discharging pathway (i.e., a discharging connection circuit) via a high voltage distribution box, and the energy control device 1005 of the second electric vehicle 1003 controls the power battery 10 of the second electric vehicle 1003 to enter a charging state and to provide a charging pathway (i.e., a charging connection circuit) via the high voltage distribution box.\nAs shown in FIG. 2, the energy control device 1005 further includes the motor control switch 40. The motor control switch 40 has the first terminal connected with the AC terminal of the three-level bidirectional DC-AC module 30 and the second terminal connected with a motor M. The control module 60 is connected with the motor control switch 40 and is configured to control the motor control switch 40 to turn off, and to control the charge-discharge control module 50 to turn on so as to start the three-level bidirectional DC-AC module 30, when the vehicle is in the charge-discharge mode.\nAs shown in FIG. 2, the energy control device 1005 includes the first common-mode capacitor C11 and the second common-mode capacitor C12. The first common-mode capacitor C11 and the second common-mode capacitor C12 are connected in series and connected between the first terminal and the second terminal of the power battery 10, in which the node between the first common-mode capacitor C11 and the second common-mode capacitor C12 is grounded.\nGenerally, a leakage current is large in an inverter and grid system without transformer isolation. Compared with a conventional two-level system, the energy control device 1005 according to embodiments of the present disclosure adopts the three-level bidirectional DC-AC module 30. By using a three-level control and connecting the first common-mode capacitor C11 and the second common-mode capacitor C12 between the first terminal and the second terminal of the power battery 10, a common-mode voltage can be reduced by half in theory and the large leakage current problem generally existing in controllers can also solved. A leakage current at an AC side can also be reduced, thus satisfying electrical system requirements of different countries.\nIn an embodiment of the present disclosure, as shown in FIG. 2, the energy control device 1005 further includes the filtering module 70, the filtering control module 80, the EMI-filter module 90 and a precharging control module 1007.\nThe filtering module 70 is connected between the three-level bidirectional DC-AC module 30 and the charge-discharge control module 50 and is configured to eliminate a harmonic wave.\nAs shown in FIG. 2, the filtering module 70 includes inductors LA, LB, LC connected in parallel and capacitors C4, C5, C6 connected in parallel, in which the inductor LA is connected with the capacitor C6 in series, the inductor LB is connected with the capacitor C5 in series and the inductor LC is connected with the capacitor C4 in series.\nA shown in FIG. 2, the filtering control module 80 is connected between the first node J1 and the filtering module 70, and the control module 60 controls the filtering control module 80 to turn off when the power system is in the driving mode. The filtering control module 80 may be a capacitor switching relay and may include a contactor K10. The EMI-filter module 90 is connected between the charge-discharge socket 20 and the charge-discharge control module 50 and is mainly configured to filter interference of conduction and radiation.\nThe precharging control module 1007 is connected with the charge-discharge control module 50 in parallel and is configured to charge the capacitors C4, C5, C6 in the filtering module 70, in which the precharging control module 1007 includes three resistors connected in parallel and a three-phase contactor K9. When the vehicle is in the discharging mode, the control module 60 controls the filtering control module 80 to turn on and controls the precharging control module 1007 to precharge the capacitors C4, C5, C6 in the filtering module 70 until a voltage of the capacitors C4, C5, C6 in the filtering module 70 reaches a predetermined threshold, and then the control module 60 controls the precharging control module 1007 to turn off and controls the charge-discharge control module 50 to turn on.\nIt should be noted that a position of the contactor K10 in FIG. 2 is merely exemplary. In other embodiments of the present disclosure, the contactor K10 may be disposed at other positions, provided that the filtering module 70 can be turned off by using the contactor K10. For example, in another embodiment of the present disclosure, the contactor K10 can be connected between the three-level bidirectional DC-AC module 30 and the filtering module 70.\nIn an embodiment of the present disclosure, as shown in FIG. 2, the charge-discharge control module 50 further includes a three-phase switch K8 and/or a single-phase switch K7 configured to implement a three-phase or a single-phase charge-discharge.\n FIG. 3B is a flow chart of a mutual-charging between electric vehicles according to an embodiment of the present disclosure. And the process includes following steps.\nAt step S301, a V to V (Vehicle-to-vehicle charging) mode is set via the dashboard, that is, the first electric vehicle selects the V to V mode via the dashboard 102.\nAt step S302, the battery manager 103 receives a V to V instruction and the charging connector 1004 is connected to the first electric vehicle 1002 and the second electric vehicle 1003 respectively, that is, the battery manager 103 receives the V to V instruction, controls the high voltage distribution box 101 to disconnect a motor discharging circuit and to connect a discharging output circuit, such that the discharging circuit of the first electric vehicle is connected.\nAt step S303, a motor contactor (i.e., the motor control switch 40 in FIG. 2) is turned off and a capacity relay (i.e., the contactor K10 in FIG. 2) is turned on, that is, the energy control device 1005 receives the V to V instruction, controls the motor contactor to turn off and controls the capacity relay to turn on, such that the capacitors and the inductors constitute a three-phase filter. It should be noted that although a three-phase charging is described as an example in the embodiment of the present disclosure, a single-phase charging can be employed in other embodiments of the present disclosure.\nAt step S304, the three-level bidirectional DC-AC module 30 performs a voltage transformation, that is, a DC electricity is inverted into a three-phase AC electricity via the IGBTs in the three-level bidirectional DC-AC module 30. That is, the energy control device 1005 performs a three-phase inversion via the three-level bidirectional DC-AC module 30, so as to output a three-phase AC voltage.\nAt step S305, the energy control device 1005 simulates a charging pile to output a communication signal, that is, the energy control device 1005 outputs a charging pile analog signal CP.\nAt step S306, the connection is confirmed. After the energy control device 1005 outputs the charging pile analog signal CP and a second charging gun adaptor of the charging gun is inserted into the charge-discharge socket 20 of the second electric vehicle, the first electric vehicle 1002 and the second electric vehicle 1003 confirm the connection simultaneously. If it is confirmed that the connection is normal, the first electric vehicle executes step 307 and the second electric vehicle executes step 309.\nAt step S307, a three-phase main contactor (i.e., the charge-discharge control module 50) of the first electric vehicle is turned on.\nAt step S308, the first electric vehicle outputs the three-phase AC electricity. In other words, after the connection is confirmed, the three-phase main contactor of the first electric vehicle is turned on and the first electric vehicle outputs the three-phase AC electricity.\nAt step S309, the motor contactor is turned off and a precharging relay (i.e., the contactor K9 in FIG. 2) and the capacity relay (i.e., the contactor K10 in FIG. 2) are turned on. After the connection is confirmed, the battery manager of the second electric vehicle receives the V to V instruction, and controls the high voltage distribution box to disconnect | A vehicle mutual-charging system and a charging connector are provided. The system includes: a first electric vehicle (1002) and a second electric vehicle (1003), each of the first electric vehicle (1002) and the second electric vehicle (1003) including a power battery (10), a battery manager (103), an energy control device (1005) and a charge-discharge socket (20), in which the energy control device (1005) includes: a three-level bidirectional DC-AC module (30), a charge-discharge control module (50), a control module (60); and a charging connector (1004) connected between the first electric vehicle (1002) and the second electric vehicle (1003) and including a first charging gun adaptor connected with the charge-discharge socket (20) of the first electric vehicle and a second charging gun adaptor connected with the charge-discharge socket (20) of the second electric vehicle at both ends thereof respectively. | US:14/900,299 | https://patentimages.storage.googleapis.com/45/da/16/0d6e98277c205a/US10059210.pdf | US:10059210 | Guangming Yang, Min Hu | BYD Co Ltd | JP:S6412831:A, US:5309073, JP:H07231513:A, JP:2002135906:A, US:20030057923:A1, CN:1402375:A, US:20040062059:A1, US:20040160216:A1, JP:2005160263:A, US:20060006832:A1, JP:2006333647:A, US:20090103341:A1, JP:2009261133:A, KR:20110054041:A, WO:2010044164:A1, JP:2010142088:A, JP:2010154637:A, JP:2010273427:A, JP:2010288415:A, JP:2011526779:A, CN:102460932:A, JP:2011030312:A, JP:2013504291:A, CN:102055226:A, JP:2011147252:A, US:20110202219:A1, JP:2011188601:A, CN:201752075:U, US:20120025763:A1, US:20120303397:A1, CN:102201693:A, FR:2978303:A1, JP:2013027144:A, JP:2013051772:A, WO:2013042988:A2, WO:2013094214:A1, CN:202455130:U, CN:103187759:A, US:20150069955:A1, JP:2012209257:A, US:20150333550:A1 | 2018-08-28 | 2018-08-28 | 1. An electric vehicle for mutual-charging, comprising:\na power battery, an energy control device, and a charge-discharge socket, in which the energy control device comprises:\na three-level bidirectional DC-AC module having a first DC terminal connected with a first terminal of the power battery and a second DC terminal connected with a second terminal of the power battery,\na charge-discharge control module having a first terminal connected with an AC terminal of the three-level bidirectional DC-AC module and a second terminal connected with the charge-discharge socket,\na first common-mode capacitor and a second common-mode capacitor connected in series and connected between the first terminal and the second terminal of the power battery, a node being grounded between the first common-mode capacitor and the second common-mode capacitor, and\na control module connected with a third terminal of the charge-discharge control module and configured to control the charge-discharge control module according to a current discharging/charging mode of the electric vehicle,\n\nwherein:\nthe discharging/charging mode of the electric vehicle comprises: a vehicle-to-vehicle discharging mode and a vehicle-to-vehicle charging mode;\nthe charge-discharge socket is configured to receive a charging gun adaptor of a vehicle-to-vehicle charging connector connecting the electric vehicle with an external electric vehicle;\nwhen the electric vehicle is in the vehicle-to-vehicle discharging mode, the electric vehicle charges the external electric vehicle through the vehicle-to-vehicle charging connector; and\nwhen the electric vehicle is in the vehicle-to-vehicle charging mode, the electric vehicle is charged by the external electric vehicle through the vehicle-to-vehicle charging connector.\n, a power battery, an energy control device, and a charge-discharge socket, in which the energy control device comprises:\na three-level bidirectional DC-AC module having a first DC terminal connected with a first terminal of the power battery and a second DC terminal connected with a second terminal of the power battery,\na charge-discharge control module having a first terminal connected with an AC terminal of the three-level bidirectional DC-AC module and a second terminal connected with the charge-discharge socket,\na first common-mode capacitor and a second common-mode capacitor connected in series and connected between the first terminal and the second terminal of the power battery, a node being grounded between the first common-mode capacitor and the second common-mode capacitor, and\na control module connected with a third terminal of the charge-discharge control module and configured to control the charge-discharge control module according to a current discharging/charging mode of the electric vehicle,\n, a three-level bidirectional DC-AC module having a first DC terminal connected with a first terminal of the power battery and a second DC terminal connected with a second terminal of the power battery,, a charge-discharge control module having a first terminal connected with an AC terminal of the three-level bidirectional DC-AC module and a second terminal connected with the charge-discharge socket,, a first common-mode capacitor and a second common-mode capacitor connected in series and connected between the first terminal and the second terminal of the power battery, a node being grounded between the first common-mode capacitor and the second common-mode capacitor, and, a control module connected with a third terminal of the charge-discharge control module and configured to control the charge-discharge control module according to a current discharging/charging mode of the electric vehicle,, wherein:, the discharging/charging mode of the electric vehicle comprises: a vehicle-to-vehicle discharging mode and a vehicle-to-vehicle charging mode;, the charge-discharge socket is configured to receive a charging gun adaptor of a vehicle-to-vehicle charging connector connecting the electric vehicle with an external electric vehicle;, when the electric vehicle is in the vehicle-to-vehicle discharging mode, the electric vehicle charges the external electric vehicle through the vehicle-to-vehicle charging connector; and, when the electric vehicle is in the vehicle-to-vehicle charging mode, the electric vehicle is charged by the external electric vehicle through the vehicle-to-vehicle charging connector., 2. The electric vehicle according to claim 1, wherein the electric vehicle and the external electric vehicle communicate with each other via the charging vehicle-to-vehicle connector., 3. The electric vehicle according to claim 1, wherein, when the electric vehicle is in the vehicle-to-vehicle discharging mode, the energy control device of the electric vehicle outputs a charging pile analog signal to the external electric vehicle via the vehicle-to-vehicle charging connector, and the energy control device controls the power battery of the electric vehicle to enter a discharging state and to provide a discharging pathway to the external electric vehicle., 4. The electric vehicle according to claim 1, wherein the energy control device further comprises a motor control switch having a first terminal connected with the AC terminal of the three-level bidirectional DC-AC module and a second terminal connected with a motor,\nwherein the control module is connected with a third terminal of the motor control switch and is configured to control the motor control switch to turn off, and to control the charge-discharge control module to turn on so as to start the three-level bidirectional DC-AC module, when the electric vehicle is in the vehicle-to-vehicle discharging mode.\n, wherein the control module is connected with a third terminal of the motor control switch and is configured to control the motor control switch to turn off, and to control the charge-discharge control module to turn on so as to start the three-level bidirectional DC-AC module, when the electric vehicle is in the vehicle-to-vehicle discharging mode., 5. The electric vehicle according to claim 1, wherein the three-level bidirectional DC-AC module comprises:\na first capacitor and a second capacitor connected in series and connected between the first DC terminal and the second DC terminal of the three-level bidirectional DC-AC module in which a first node is defined between the first capacitor and the second capacitor;\na first IGBT and a second IGBT connected in series and connected between the first DC terminal and the second DC terminal of the three-level bidirectional DC-AC module, in which a second node is defined between the first IGBT and the second IGBT;\na third IGBT and a fourth IGBT connected in series and connected between the first node and the second node;\na fifth IGBT and a sixth IGBT connected in series and connected between the first DC terminal and the second DC terminal of the three-level bidirectional DC-AC module, in which a third node is defined between the fifth IGBT and the sixth IGBT;\na seventh IGBT and an eighth IGBT connected in series and connected between the first node and the third node;\na ninth IGBT and a tenth IGBT connected in series and connected between the first DC terminal and the second DC terminal of the three-level bidirectional DC-AC module, in which a fourth node is defined between the ninth IGBT and the tenth IGBT;\nan eleventh IGBT and a twelfth IGBT connected in series and connected between the first node and the fourth node;\nwherein the second node, the third node and the fourth node are configured as the AC terminal of the three-level bidirectional DC-AC module.\n, a first capacitor and a second capacitor connected in series and connected between the first DC terminal and the second DC terminal of the three-level bidirectional DC-AC module in which a first node is defined between the first capacitor and the second capacitor;, a first IGBT and a second IGBT connected in series and connected between the first DC terminal and the second DC terminal of the three-level bidirectional DC-AC module, in which a second node is defined between the first IGBT and the second IGBT;, a third IGBT and a fourth IGBT connected in series and connected between the first node and the second node;, a fifth IGBT and a sixth IGBT connected in series and connected between the first DC terminal and the second DC terminal of the three-level bidirectional DC-AC module, in which a third node is defined between the fifth IGBT and the sixth IGBT;, a seventh IGBT and an eighth IGBT connected in series and connected between the first node and the third node;, a ninth IGBT and a tenth IGBT connected in series and connected between the first DC terminal and the second DC terminal of the three-level bidirectional DC-AC module, in which a fourth node is defined between the ninth IGBT and the tenth IGBT;, an eleventh IGBT and a twelfth IGBT connected in series and connected between the first node and the fourth node;, wherein the second node, the third node and the fourth node are configured as the AC terminal of the three-level bidirectional DC-AC module., 6. The electric vehicle according to claim 1, wherein the energy control device further comprises:\na filtering module connected between the AC terminal of the three-level bidirectional DC-AC module and the charge-discharge control module.\n, a filtering module connected between the AC terminal of the three-level bidirectional DC-AC module and the charge-discharge control module., 7. The electric vehicle according to claim 6, wherein the energy control device further comprises:\na filtering control module connected between the first node and the filtering module, in which the control module controls the filtering control module to turn off when the electric vehicle is in a driving mode.\n, a filtering control module connected between the first node and the filtering module, in which the control module controls the filtering control module to turn off when the electric vehicle is in a driving mode., 8. The electric vehicle according to claim 7, wherein the energy control device further comprises:\nan EMI-filter module connected between the charge-discharge socket and the charge-discharge control module.\n, an EMI-filter module connected between the charge-discharge socket and the charge-discharge control module., 9. The electric vehicle according to claim 7, wherein the energy control device further comprises:\na precharging control module connected with the charge-discharge control module in parallel and configured to charge a capacitor in the filtering module,\nwherein when the current working mode of the first electric vehicle is the discharging mode, the control module controls the filtering control module to turn on and controls the precharging control module to precharge the capacitor in the filtering module until a voltage of the capacitor in the filtering module reaches a predetermined threshold, and then the control module controls the precharging control module to turn off and controls the charge-discharge control module to turn on.\n, a precharging control module connected with the charge-discharge control module in parallel and configured to charge a capacitor in the filtering module,, wherein when the current working mode of the first electric vehicle is the discharging mode, the control module controls the filtering control module to turn on and controls the precharging control module to precharge the capacitor in the filtering module until a voltage of the capacitor in the filtering module reaches a predetermined threshold, and then the control module controls the precharging control module to turn off and controls the charge-discharge control module to turn on., 10. The electric vehicle according to claim 9, wherein the charge-discharge control module further comprises:\na three-phase switch and/or a single-phase switch configured to implement a three-phase charge-discharge or a single-phase charge-discharge.\n, a three-phase switch and/or a single-phase switch configured to implement a three-phase charge-discharge or a single-phase charge-discharge., 11. The electric vehicle according to claim 1, further including:\na dashboard configured to receive a vehicle-to-vehicle charging instruction and to cause the electric vehicle into the vehicle-to-vehicle charging mode,\nwherein the electric vehicle transmits the vehicle-to-vehicle charging instruction to the external electric vehicle to confirm vehicle-to-vehicle charging.\n, a dashboard configured to receive a vehicle-to-vehicle charging instruction and to cause the electric vehicle into the vehicle-to-vehicle charging mode,, wherein the electric vehicle transmits the vehicle-to-vehicle charging instruction to the external electric vehicle to confirm vehicle-to-vehicle charging., 12. The electric vehicle according to claim 1, wherein, when the electric vehicle is in the vehicle-to-vehicle charging mode, the electric vehicle receives a charging pile analog signal from the external electric vehicle via the vehicle-to-vehicle charging connector, and the energy control device controls the power battery of the electric vehicle to enter a charging state and to provide a charging pathway to the external electric vehicle., 13. The electric vehicle according to claim 1, wherein the charge-discharge socket is capable of switching between a United States standard charging socket and a European standard charging socket, the United States standard charging socket is a single-phase charging socket and the European standard charging socket is a three-phase charging socket. | US | United States | Active | B | True |
| 13 | 电动汽车驱动系统、驱动电路及电动汽车电池加热方法 \n | CN110116653B | 本申请涉及新能源汽车领域，特别是涉及一种电动汽车驱动系统、驱动电路及电动汽车电池加热方法。锂电池低温下特性衰减。在冬季或寒冷地区，电动汽车使用过程中首先要对电池进行加热，才能提升电动汽车的续驶里程和充电性能。在传统方案中电池包加热方案包括通过充电机/充电桩对电池进行外部加热，但该方案仅在电动汽车充电时可用，无法满足电动汽车不连接充电桩时的低温搁置启动问题。在传统方案中电池包加热方案还包括通过在电池内部加入加热镍片的方法，但该方案降低了电池的能量密度，提高的电池成本，且存在一定的安全风险。在传统方案中电池包加热方案还包括在电池包内安装加热元件，通过外部加热的方式提升电池温度。此种方式增加了电池成本且加热效率和加热功率不高。基于此，有必要针对传统的电池包加热功率和加热效率低问题，提供一种电动汽车驱动系统、驱动电路及电动汽车电池加热方法。一种驱动电路，包括：供电单元，包括第一电池组和第二电池组；以及逆变电路，包括第一桥臂、第二桥臂和第三桥臂；所述第一电池组的第一电极与所述第一桥臂的上桥臂通过第一母线连接，所述第二电池组的第一电极分别与所述第二桥臂的上桥臂和所述第三桥臂的上桥臂通过第二母线连接；所述第一电池组的第二电极和所述第二电池组的第二电极共线以形成第一端；所述第一桥臂的下桥臂、所述第二桥臂的下桥臂和所述第三桥臂的下桥臂共线以形成第二端；所述第一端与所述第二端母线连接。一种电动汽车驱动系统，包括：上述实施例中任一项所述的驱动电路；电池管理电路，与所述驱动电路电连接；第一控制器，与所述驱动电路电连接；以及第二检测电路，与所述第一控制器电连接。一种电动汽车电池加热方法，采用电动汽车驱动系统实现所述电动汽车电池加热方法；所述电动汽车驱动系统包括驱动电路、与所述驱动电路电连接的电池管理电路以及与所述驱动电路电连接的第一控制器；所述驱动电路包括通过母线连接的供电单元和逆变电路，所述供电单元包括第一电池组和第二电池组；所述逆变电路包括三个桥臂；所述第一电池组的第一电极与所述三个桥臂中一个桥臂的上桥臂通过第一母线连接，所述第二电池组的第一电极分别与所述三个桥臂中剩余的两个桥臂的上桥臂通过第二母线连接；所述第一电池组的第二电极和所述第二电池组的第二电极共线后，与所述三个桥臂的下桥臂母线连接；所述电动汽车电池加热方法包括：S10，所述电动汽车启动前，通过所述电池管理电路判断所述电动汽车是否需要进行电池加热；S20，当确认所述电动汽车需要进行电池加热后，通过所述第一控制器控制所述逆变电路，以使所述第一电池组向所述第二电池组充电；S30，当所述第一电池组向所述第二电池组充电时间达到第一时间阈值后，通过所述第一控制器控制所述逆变电路，以使所述第二电池组向所述第一电池组充电，所述供电单元在充电和放电过程中自身发生极化，从而实现所述供电单元中每个电池组的可控升温。本申请提供一种电动汽车驱动系统、驱动电路及电动汽车电池加热方法。所述电动车驱动系统包括第一控制器、供电单元以及逆变电路。所述供电单元包括两个电池组。当对电动汽车电池进行加热时，两个所述电池组的一端相互独立，两个所述电池组的另一端共线。所述逆变电路中的三个桥臂的下桥臂共线。所述逆变电路中的三个桥臂中一个桥臂的上桥臂与一个电池组独立的一端母线连接。所述逆变电路中的三个桥臂中剩余的两个桥臂的上桥臂与另一个电池组独立的一端母线连接。所述第一控制器与所述逆变电路电连接。所述电动汽车电池加热方法通过所述第一控制器控制所述逆变电路的三个桥臂的开闭，以完成所述供电单元的能量输出和能量回收，进而使所述供电单元自身发生极化，从而实现所述供电单元的电池可控升温。所述逆变电路中的功率开关器件的最大工作电流较高，并且所述电动汽车电池加热方法利用所述电动汽车驱动系统可以在不增加其他器件的基础上实现大功率加热，有效提高了加热效率。图1为本申请一个实施例提供的一种驱动电路图；图2为本申请一个实施例提供的一种驱动电路图；图3为本申请一个实施例提供的一种电动汽车驱动系统图；图4为本申请一个实施例提供的一种电动汽车驱动系统图；图5为本申请一个实施例提供的一种电动汽车电池加热流程图；图6为本申请一个实施例提供的一种电动汽车电池加热流程图；图7为本申请一个实施例提供的一种电动汽车电池加热流程图；图8为本申请一个实施例提供的一种电池组电流曲线图。主要元件附图标号说明驱动电路100 第二旁路开关130 电池管理电路40供电单元10 逆变电路20 第一检测电路41第一电池组11 第一桥臂21 电压检测单元411第二电池组12 第二桥臂22 电流检测单元412状态切换开关140 第三桥臂23 温度监测单元413第一端101 第二端201 第二控制器42电池单元110 功率开关器件211 第一控制器50电芯111 三相电机30 第二检测电路60第一旁路开关120 电动汽车驱动系统200为使本申请的上述目的、特征和优点能够更加明显易懂，下面结合附图对本申请的具体实施方式做详细的说明。在下面的描述中阐述了很多具体细节以便于充分理解本申请。但是本申请能够以很多不同于在此描述的其它方式来实施，本领域技术人员可以在不违背本申请内涵的情况下做类似改进，因此本申请不受下面公开的具体实施的限制。需要说明的是，当元件被称为“设置于”另一个元件，它可以直接在另一个元件上或者也可以存在居中的元件。当一个元件被认为是“连接”另一个元件，它可以是直接连接到另一个元件或者可能同时存在居中元件。除非另有定义，本文所使用的所有的技术和科学术语与属于本申请的技术领域的技术人员通常理解的含义相同。本文中在本申请的说明书中所使用的术语只是为了描述具体的实施例的目的，不是旨在于限制本申请。本文所使用的术语“及/或”包括一个或多个相关的所列项目的任意的和所有的组合。请参见图1，本申请一个实施例提供一种驱动电路100。所述驱动电路100包括供电单元10和逆变电路20。所述供电单元10包括第一电池组11和第二电池组12。所述逆变电路20包括第一桥臂21、第二桥臂22和第三桥臂23。所述第一电池组11的第一电极与所述第一桥臂21的上桥臂母线连接。所述第二电池组12的第一电极分别与所述第二桥臂22的上桥臂和所述第三桥臂23的上桥臂母线连接。所述第一电池组11的第二电极和所述第二电池组12的第二电极共线以形成第一端101。所述第一桥臂21的下桥臂、所述第二桥臂22的下桥臂和所述第三桥臂23的下桥臂共线以形成第二端201。所述第一端101与所述第二端201母线连接。所述第一电池组11具有等效电阻R1。所述第二电池组12具有等效电阻R2。所述第一电极可以是电池的正极。所述第一电极还可以是电池的负极。所述第二电极可以是电池的正极。所述第二电极还可以是电池的负极。当所述第一电池组11的正极和所述第二电池组12的正极作为第一电极时。所述逆变器20的三个桥臂仅一端并联至同一电位点。所述三个桥臂中的两个桥臂在另一端并联至同一电位点。所述三个桥臂中剩余的一个桥臂的另一端独立连接至另一个电位点。本实施例中，所述供电单元10包括两个电池组。所述逆变电路20包括三个桥臂。所述第一电池组11的一端与所述第一桥臂21的上桥臂通过第一母线连接。所述第二电池组12的一端分别与所述第二桥臂22的上桥臂和所述第三桥臂23的上桥臂通过第二母线连接。一个电池组的另一端与另外一个电池组的另一端共线。三个所述桥臂的下桥臂共线。共线的下桥臂与电池组共线的一端相连。所述两个电池组相互独立，使得所述驱动电路100具有更多自由度。所述驱动电路100能够在不增加其他器件的基础上实现电池的加热功能和驻车均衡功能。所述驱动电路100中包括两个电池组，与传统的三个电池组供电的模式相比，本实施例中的供电的实施方式减少了一路电池组，从而可以减少一路电压采样电路，进而在一定程度上可以降低电池管理系统的成本。请参见图2，在一个实施例中，所述驱动电路100还包括状态切换开关140。所述状态切换开关140设置于所述第一母线和所述第二母线之间。所述驱动电路100可以设置为电动汽车驱动电路。当所述电动汽车处于驱动状态时，闭合所述状态切换开关140。当所述电动汽车处于低温加热状态时，断开所述状态切换开关140。本实施例中，当所述电动汽车处于不同的状态时，通过所述状态切换开关140可以有效的改变所述供电单元10和所述逆变电路20之间的关系。当所述电动汽车处于驱动状态时，闭合所述状态切换开关140。此时，所述逆变电路20的三个桥臂的上桥臂共线。所述逆变电路20的三个桥臂的下桥臂桥臂共线。此时，通过传统的矢量控制所述逆变电路20即可实现所述电动汽车的驱动，减少了控制所述逆变电路20的成本。当所述电动汽车处于低温加热状态，需要对所述供电单元10中的电池组进行加热时，断开所述状态切换开关140。此时，所述逆变器20的三个桥臂仅一端并联至同一电位点。所述三个桥臂中的两个在另一端并联至同一电位点。所述三个桥臂中剩余的一个桥臂的另一端独立连接至另一个电位点。所述两个电池组相互独立，使得所述驱动电路具有更多自由度。所述驱动电路100能够在不增加其他器件的基础上实现电池的加热功能。在其中一个实施例中，所述供电单元10中的每个电池组包括一个电池单元110和一个第一旁路开关120。一个所述电池单元110和一个所述第一旁路开关120串联连接。所述供电单元10内包括多个电芯111。所述多个电芯111的型号、标称容量可以相同。所述多个电芯111可以平均分成三组。每组中多个电芯111相互连接以形成一个电池单元110。一个所述电池单元110中的所述电芯111的连接方式与另两个所述电池单元110中的所述电芯111的连接方式相同。所述连接方式为多个所述电芯111串联、多个所述电芯111并联后串联、多个所述电芯111并联或多个所述电芯111串联后并联中的一种。所述第一旁路开关120可以为一个继电器。所述第一旁路开关120还可以为一个继电器与串联的预充继电器、预充电组并联后的开关电路。所述第一旁路开关120为电磁继电器、绝缘栅双极型晶体管或者金属-氧化物半导体场效应晶体管中的一种。本实施例中，每个电池组连接一个第一旁路开关120，可以实现对所述每个电池组的单独控制。当其中一个电池组故障时，通过断开与故障电池组连接的第一旁路开关120，可以实现故障电池组与正常电池组的隔离在其中一个实施例中，所述驱动电路100还包括第二旁路开关130。所述第二旁路开关130电连接于所述第一端101与所述第二端201之间。所述第二旁路开关130可以为一个继电器。所述第二旁路开关130还可以为一个继电器与串联的预充继电器、预充电组并联后的开关电路。所述第二旁路开关130为电磁继电器、绝缘栅双极型晶体管或者金属-氧化物半导体场效应晶体管中的一种。通过断开所述第二旁路开关130，可以达到断开所述供电单元10与所述逆变电路20的目的。在其中一个实施例中，所述逆变电路20中的每个桥臂包括两个串联的功率开关器件211。所述两个串联的功率开关器件211中的一个功率开关器件211的集电极端与一个电池组的正极母线连接。所述两个串联的功率开关器件211中的另一个功率开关器件211的发射极端与一个电池组的负极母线连接。所述每个桥臂的一个功率开关器件211可以构成一个桥臂的上桥臂。所述每个桥臂的另一个功率开关器件211可以构成一个桥臂的下桥臂。所述桥臂可以为绝缘栅双极型晶体管。所述逆变电路20的三相输出端分别与三相电机30的三相母线W、U、V相连。所述三相电机30可以为三相同步电机。所述三相电机30还可以为三相异步电机。所述逆变电路20可以输出高达几百上千周的频率，可以实现对所述驱动电路100中各种转速的电机的驱动。请参见图3，本申请一个实施例提供一种电动汽车驱动系统200。所述电动汽车驱动系统200包括驱动电路100、电池管理电路40、第一控制器50和第二检测电路60。所述电池管理电路40与所述驱动电路100电连接。所述第一控制器50与所述驱动电路100电连接。所述第二检测电路60，与所述第一控制器50电连接。本实施例中的所述驱动电路100与上述实施例中的所述驱动电路100的驱动方式相似，此处不再赘述。所述电池管理电路40用于检测所述供电单元10的荷电状态和所述供电单元10的工作状态。所述电池管理电路40还用于对所述供电单元10进行管控。例如，所述电池管理电路40可以控制所述供电单元10中的所述第一旁路开关120和所述第二旁路开关130的开闭。所述第一控制器50用于控制所述逆变电路20固定导通功率开关器件211组合。所述电池管理电路40与所述第一控制器50之间通过隔离信号电路连接。所述第二检测电路60用于检测所述三相电机30的感应电流。所述第二检测电路60还用于将所述感应电流的幅值信息上报给所述第一控制器50。所述第一控制器50可以根据所述幅值信息对所述逆变电路20进行控制。本实施例中，所述电动汽车驱动系统200包括驱动电路100、电池管理电路40和第一控制器50。所述驱动电路100中的所述供电单元10包括两个电池组。所述逆变电路20包括三个桥臂。所述第一电池组11的一端与所述第一桥臂21的上桥臂通过第一母线连接。所述第二电池组12的一端分别与所述第二桥臂22的上桥臂和所述第三桥臂23的上桥臂通过第二母线连接。一个电池组的另一端与另外一个电池组的另一端共线。三个所述桥臂的下桥臂共线。共线的下桥臂与电池组共线的一端相连。所述两个电池组相互独立，使得所述驱动电路100具有更多自由度。所述电动汽车驱动系统200能够在不增加其他器件的基础上实现电动汽车电池的驱动功能、加热功能和驻车均衡功能。请参见图4，在其中一个实施例中，所述电动车具有控制中心。所述电池管理电路40包括第一检测电路41和第二控制器42。所述第一检测电路41包括电压检测单元411、电流检测单元412和温度检测单元413，所述电压检测单元411、所述电流检测单元412和所述温度检测单元413分别与所述供电单元10电连接。所述第二控制器42与所述供电单元10电连接。所述第一检测电路41将检测到的电压、电流以及温度信号上报给所述电动汽车的控制中心。所述控制中心根据接收到的所述信号，通过所述第一控制器50和所述第二控制器42对所述驱动电路100驱动、制动、加热以及驻车均衡进行控制。所述电池管理电路40通过所述第一检测电路41和所述第二控制器42可以实现快速高效的检测出所述供电单元10中两个电池组的各性能参数。请参见图5，本申请一个实施例中提供一种电动汽车电池加热方法。采用所述电动汽车驱动系统200实现所述电动汽车电池加热方法。所述电动汽车电池加热方法包括：S10，所述电动汽车启动前，通过所述电池管理电路40判断所述电动汽车是否需要进行电池加热。步骤S10中，可以通过检测电池电芯的温度进而判断所述电动汽车是否处于低温加热状态。S20，当确认所述电动汽车需要进行电池加热后，通过所述第一控制器50控制所述逆变电路20，以使所述第一电池组11向所述第二电池组12充电。步骤S20中，通过控制所述逆变电路20的三个桥臂的开关状态，可以实现所述第一电池组11先向所述三相电机30充电，然后所述第一电池组11和所述三相电机30一起向所述第二电池组12充电的过程。在这一过程中，除去必要的电量消耗外，整体表现为所述第一电池组11向所述第二电池组12充电。S30，当所述第一电池组11向所述第二电池组12充电时间达到第一时间阈值后，通过所述第一控制器50控制所述逆变电路20，以使所述第二电池组12向所述第一电池组11充电，所述供电单元10在充电和放电过程中自身发生极化，从而实现所述供电单元10中每个电池组的可控升温。步骤S30中，通过控制所述逆变电路20的三个桥臂的开关状态，可以实现所述第二电池组12首先向所述三相电机30充电，然后所述电二电池组12和所述三相电机30一起向所述第一电池组11充电的过程。在这一过程中，除去必要的电量消耗外，整体表现为所述第二电池组12向所述第一电池组11充电。本实施例中，所述电动汽车电池加热方法通过所述第一控制器50控制所述逆变电路20的三个桥臂的开闭，以完成所述供电单元10的能量输出和能量回收，进而使所述供电单元10自身发生极化，从而实现所述供电单元10的电池可控升温。所述逆变电路20中的功率开关器件211的最大工作电流和所述三相电机30的最大工作电流较高。所述电动汽车电池加热方法可以实现大功率加热，有效提高了加热效率。所述功率开关器件211作为控制元件，所述三相电机30作为储能元件。电池加热过程中无需添加专门的加热元件，因而减少了电动汽车动力系统成本。所述电动汽车电池加热方法在加热所述电池组的同时也实现了所述电池组之间的电量均衡。请参见图6，在其中一个实施例中，所述驱动电路100还包括三相电机30，所述三相电机30的每一相母线连接一个所述桥臂的输出端；所述三相电机30与所述第二检测电路60电连接。所述第一桥臂21设置为第一工作桥臂。所述第二桥臂22和所述第三桥臂23中的一个桥臂设置为第二工作桥臂。所述第二桥臂22和所述第三桥臂23中的另一个桥臂保持断开状态。在一个可选的实施例中，第二工作桥臂的选择根据电机的转子位置确定，选取连接着离转子定向位置近的交流母线的桥臂作为第二工作桥臂。此种选择在为电池组加热的过程中，电机转子的运动幅度较小，减小了驻车加热时车轮运动的可能。所述S20，当确认所述电动汽车需要进行电池加热后，通过所述第一控制器50控制所述逆变电路20，以使所述第一电池组11向所述第二电池组12充电的步骤包括：S21，通过所述第一控制器50控制所述第一工作桥臂的上桥臂和所述第二工作桥臂的下桥臂导通，以使所述第一电池组11向所述三相电机30充电。步骤S21中，所述三相电机30的正向电流升高，如图8中所示，电流可以从位置0上升至位置1。步骤S21中电流变化过程满足以下公式：\n\n其中，E1为第一子电池组开路电压。R1为第一电池组内阻。L为加热过程中驱动电机的工作电感，RL为加热过程中的回路电阻。S22，通过所述第二检测电路60检测所述三相电机30中的电流幅值是否大于或等于目标加热电流上阈值。步骤S22中，所述目标加热电流上阈值可以根据电池的性能、逆变电路20中的功率开关组件211的耐流能力确定。S23，当所述三相电机30中的电流幅值大于等于目标加热电流上阈值时，通过所述第一控制器50控制所述第二工作桥臂的下桥臂断开，并控制所述第二工作桥臂的上桥臂导通，以使所述第一电池组11和所述三相电机30向所述第二电池组12充电。步骤S23中，所述第一电池组11和所述三相电机30放电，所述第二电池组12充电。电所述三相电机30的正向电流降低。如图8所示，电流从位置1下降至位置2。步骤S23中电流变化过程满足以下公式：\n\n其中，E2为第二子电池组开路电压。R2为第二电池组内阻。所述S23，当所述三相电机30中的电流幅值大于等于目标加热电流上阈值时，通过所述第一控制器50控制所述第二工作桥臂的下桥臂断开，并控制所述第二工作桥臂的上桥臂导通，以使所述第一电池组11和所述三相电机30向所述第二电池组12充电的步骤之后包括：通过所述第二检测电路60检测所述三相电机30中的电流幅值是否小于等于目标加热电流下阈值。当所述三相电机30中的电流幅值小于等于目标加热电流下阈值时，重复步骤S21-S23，直至所述第一电池组11向所述第二电池组12充电时间达到第一时间阈值。如图8所示，电流从位置3运行至位置3T+。本实施例中，通过控制所述逆变电路20的三个桥臂的开关状态，可以实现所述第一电池组11首先向所述三相电机30充电，其次，所述第一电池组11和所述三相电机30一起向所述第二电池组12充电的过程。在这一过程中，除去必要的电量消耗外，所述方法达到了所述第一电池组11向所述第二电池组12充电的目的。请参见图7，在其中一个实施例中，所述S30，当所述第一电池组11向所述第二电池组12充电时间达到第一时间阈值后，通过所述第一控制器50控制所述逆变电路20，以使所述第二电池组12向所述第一电池组11充电，所述供电单元10在充电和放电过程中自身发生极化，从而实现所述供电单元10中每个电池组的可控升温的步骤包括：S31，通过所述第一控制器50控制所述第一工作桥臂的下桥臂和所述第二工作桥臂的上桥臂导通，以使所述第二电池组12向所述三相电机30充电。步骤S31中，所述三相电机30的正向电流下降至零，形成负向电流后继续升高。如图8中所示，电流可以从位置3T+运行至位置4。步骤S31中电流变化过程满足以下公式：\n\n其中，E1为第一子电池组开路电压。R1为第一电池组内阻。L为加热过程中驱动电机的工作电感，RL为加热过程中的回路电阻。S32，通过所述第二检测电路60检测所述三相电机30中的电流幅值是否大于等于目标加热电流上阈值。步骤S32中，所述目标加热电流上阈值可以根据电池的性能、逆变电路20中的功率开关组件211的耐流能力确定。S33，当所述三相电机30中的电流幅值大于等于目标加热电流上阈值时，通过所述第一控制器50控制所述第一工作桥臂的下桥臂断开，并控制所述第一工作桥臂的上桥臂导通，以使所述第二电池组12和所述三相电机30向所述第一电池组11充电。步骤S33中，所述第二电池组12和所述三相电机30放电，所述第一电池组11充电。电所述三相电机30的负向电流降低。如图8所示，电流从位置4运行至位置5。步骤S33中电流变化过程满足以下公式：\n\n其中，E2为第二子电池组开路电压。R2为第二电池组内阻。所述S33，当所述三相电机30中的电流幅值大于等于目标加热电流上阈值时，通过所述第一控制器50控制所述第一工作桥臂的下桥臂断开，并控制所述第一工作桥臂的上桥臂导通，以使所述第二电池组12和所述三相电机30向所述第一电池组11充电的步骤之后包括：通过所述第二检测电路60检测所述三相电机30中的电流幅值是否小于等于目标加热电流下阈值。当所述三相电机30中的电流幅值小于等于目标加热电流下阈值时，重复步骤S31-S33，直至所述第二电池组12向所述第一电池组11充电时间达到第二时间阈值。所述当所述三相电机30中的电流幅值小于等于目标加热电流下阈值时，重复步骤S31-S33，直至所述第二电池组12向所述第一电池组11充电时间达到第二时间阈值的步骤之后还包括：通过所述电池管理电路40检测所述供电单元10的电芯温度是否小于驱动阈值温度。当所述电芯温度小于所述驱动阈值温度时，重复步骤S10-S30，直至所述电芯温度大于等于所述驱动阈值温度或收到加热停止指令。本实施例中，通过控制所述逆变电路20的三个桥臂的开关状态，可以实现所述第二电池组12首先向所述三相电机30充电。其次，所述第二电池组12和所述三相电机30一起向所述第一电池组11充电的过程。在这一过程中，除去必要的电量消耗外，所述方法达到了为所述第二电池组12向所述第一电池组11充电的目的。在其中一个实施例中，所述S10，所述电动汽车启动前，通过所述电池管理电路40判断所述电动汽车是否需要进行电池加热的步骤包括： | 本申请提供一种电动汽车驱动系统、驱动电路及电动汽车电池加热方法。所述电动车驱动系统包括第一控制器、供电单元以及逆变电路。所述供电单元包括两个电池组。当对电动汽车电池进行加热时，两个所述电池组的一端相互独立，两个所述电池组的另一端共线。所述电动汽车电池加热方法通过所述第一控制器控制所述逆变电路的三个桥臂的开闭，在电机线圈的辅助下所述两个电池组之间的相互充放电，进而使所述供电单元自身发生极化，从而实现所述供电单元的电池可控升温。所述逆变电路中的功率开关器件的最大工作电流较高，并且所述电动汽车电池加热方法利用所述电动汽车驱动系统可以在不增加其他器件的基础上实现大功率加热，有效提高了加热效率。 | CN:201910317285.4A | https://patentimages.storage.googleapis.com/56/8f/e2/31b248e87b2a8a/CN110116653B.pdf | CN:110116653:B | 李亚伦, 欧阳明高, 卢兰光, 杜玖玉, 李建秋 | Tsinghua University | CN:102074758:A, EP:2853001:A1, CN:105762434:A, CN:105932363:A, CN:210760284:U | Not available | 2024-02-09 | 1.一种驱动电路（100），其特征在于，包括：, 供电单元（10），包括第一电池组（11）和第二电池组（12）；以及, 逆变电路（20），包括第一桥臂（21）、第二桥臂（22）和第三桥臂（23）；, 所述第一电池组（11）的第一电极与所述第一桥臂（21）的上桥臂通过第一母线连接，所述第二电池组（12）的第一电极分别与所述第二桥臂（22）的上桥臂和所述第三桥臂（23）的上桥臂通过第二母线连接；, 所述第一电池组（11）的第二电极和所述第二电池组（12）的第二电极共线以形成第一端（101）；, 所述第一桥臂（21）的下桥臂、所述第二桥臂（22）的下桥臂和所述第三桥臂（23）的下桥臂共线以形成第二端（201）；, 所述第一端（101）与所述第二端（201）母线连接；, 状态切换开关（140），设置于所述第一母线和所述第二母线之间；, 第二旁路开关（130），电连接于所述第一端（101）与所述第二端（201）之间。, \n \n, 2.根据权利要求1所述的驱动电路（100），其特征在于，每个电池组包括：, 多个电芯（111），所述第一电池组（11）中的所述电芯（111）的数量与所述第二电池组（12）中的所述电芯（111）数量相同；, 所述第一电池组（11）中的所述电芯（111）的连接方式与所述第二电池组（12）中的所述电芯（111）的连接方式相同。, \n \n, 3.根据权利要求2所述的驱动电路（100），其特征在于，所述电芯（111）的连接方式为多个所述电芯（111）串联、多个所述电芯（111）并联后串联、多个所述电芯（111）并联或多个所述电芯（111）串联后并联中的一种。, 4.一种电动汽车驱动系统（200），其特征在于，包括：, 权利要求1-3中任一项所述的驱动电路（100）；, 电池管理电路（40），与所述驱动电路（100）电连接；, 第一控制器（50），与所述驱动电路（100）电连接；以及, 第二检测电路（60），与所述第一控制器（50）电连接。, 5.一种电动汽车电池加热方法，其特征在于，采用电动汽车驱动系统（200）实现所述电动汽车电池加热方法；, 所述电动汽车驱动系统（200）包括驱动电路（100）、与所述驱动电路（100）电连接的电池管理电路（40）以及与所述驱动电路（100）电连接的第一控制器（50）；, 所述驱动电路（100）包括通过母线连接的供电单元（10）和逆变电路（20），所述供电单元（10）包括第一电池组（11）和第二电池组（12）；所述逆变电路（20）包括三个桥臂；所述第一电池组（11）的第一电极与所述三个桥臂中一个桥臂的上桥臂通过第一母线连接，所述第二电池组（12）的第一电极分别与所述三个桥臂中剩余的两个桥臂的上桥臂通过第二母线连接；, 所述第一电池组（11）的第二电极和所述第二电池组（12）的第二电极共线后，与所述三个桥臂的下桥臂母线连接；, 所述电动汽车电池加热方法包括：, S10，所述电动汽车启动前，通过所述电池管理电路（40）判断所述电动汽车是否需要进行电池加热；, S20，当确认所述电动汽车需要进行电池加热后，通过所述第一控制器（50）控制所述逆变电路（20），以使所述第一电池组（11）向所述第二电池组（12）充电；, S30，当所述第一电池组（11）向所述第二电池组（12）充电时间达到第一时间阈值后，通过所述第一控制器（50）控制所述逆变电路（20），以使所述第二电池组（12）向所述第一电池组（11）充电，所述供电单元（10）在充电和放电过程中自身发生极化，从而实现所述供电单元（10）中每个电池组的可控升温。, \n \n, 6.根据权利要求5所述的电池加热方法，其特征在于，所述电动汽车驱动系统（200）还包括与所述第一控制器（50）电连接的第二检测电路（60），所述驱动电路（100）还包括三相电机（30），所述三相电机（30）与所述逆变电路（20）母线连接；所述三相电机（30）还与所述第二检测电路（60）电连接；所述逆变电路（20）包括第一桥臂（21）、第二桥臂（22）和第三桥臂（23），所述第一电池组（11）的第一电极与所述第一桥臂（21）的上桥臂通过第一母线连接，所述第二电池组（12）的第一电极分别与所述第二桥臂（22）的上桥臂和所述第三桥臂（23）的上桥臂通过第二母线连接；, 所述第一桥臂（21）设置为第一工作桥臂；所述第二桥臂（22）和所述第三桥臂（23）中的一个桥臂设置为第二工作桥臂，所述第二桥臂（22）和所述第三桥臂（23）中的另一个桥臂保持断开状态；, 所述S20，当确认所述电动汽车需要进行电池加热后，通过所述第一控制器（50）控制所述逆变电路（20），以使所述第一电池组（11）向所述第二电池组（12）充电的步骤包括：, S21，通过所述第一控制器（50）控制所述第一工作桥臂的上桥臂和所述第二工作桥臂的下桥臂导通，以使所述第一电池组（11）向所述三相电机（30）充电；, S22，通过所述第二检测电路（60）检测所述三相电机（30）中的电流幅值是否大于或等于目标加热电流上阈值；, S23，当所述三相电机（30）中的电流幅值大于等于目标加热电流上阈值时，通过所述第一控制器（50）控制所述第二工作桥臂的下桥臂断开，并控制所述第二工作桥臂的上桥臂导通，以使所述第一电池组（11）和所述三相电机（30）向所述第二电池组（12）充电。, \n \n, 7.根据权利要求6所述的电池加热方法，其特征在于，所述S23，当所述三相电机（30）中的电流幅值大于等于目标加热电流上阈值时，通过所述第一控制器（50）控制所述第二工作桥臂的下桥臂断开，并控制所述第二工作桥臂的上桥臂导通，以使所述第一电池组（11）和所述三相电机（30）向所述第二电池组（12）充电的步骤之后包括：, 通过所述第二检测电路（60）检测所述三相电机（30）中的电流幅值是否小于等于目标加热电流下阈值；, 当所述三相电机（30）中的电流幅值小于等于目标加热电流下阈值时，重复步骤S21-S23，直至所述第一电池组（11）向所述第二电池组（12）充电时间达到第一时间阈值。, \n \n, 8.根据权利要求7所述的电池加热方法，其特征在于，所述S30，当所述第一电池组（11）向所述第二电池组（12）充电时间达到第一时间阈值后，通过所述第一控制器（50）控制所述逆变电路（20），以使所述第二电池组（12）向所述第一电池组（11）充电，所述供电单元（10）在充电和放电过程中自身发生极化，从而实现所述供电单元（10）中每个电池组的可控升温的步骤包括：, S31，通过所述第一控制器（50）控制所述第一工作桥臂的下桥臂和所述第二工作桥臂的上桥臂导通，以使所述第二电池组（12）向所述三相电机（30）充电；, S32，通过所述第二检测电路（60）检测所述三相电机（30）中的电流幅值是否大于等于目标加热电流上阈值；, S33，当所述三相电机（30）中的电流幅值大于等于目标加热电流上阈值时，通过所述第一控制器（50）控制所述第一工作桥臂的下桥臂断开，并控制所述第一工作桥臂的上桥臂导通，以使所述第二电池组（12）和所述三相电机（30）向所述第一电池组（11）充电。, \n \n, 9.根据权利要求8所述的电池加热方法，其特征在于，所述S33，当所述三相电机（30）中的电流幅值大于等于目标加热电流上阈值时，通过所述第一控制器（50）控制所述第一工作桥臂的下桥臂断开，并控制所述第一工作桥臂的上桥臂导通，以使所述第二电池组（12）和所述三相电机（30）向所述第一电池组（11）充电的步骤之后包括：, 通过所述第二检测电路（60）检测所述三相电机（30）中的电流幅值是否小于等于目标加热电流下阈值；, 当所述三相电机（30）中的电流幅值小于等于目标加热电流下阈值时，重复步骤S31-S33，直至所述第二电池组（12）向所述第一电池组（11）充电时间达到第二时间阈值。, \n \n, 10.根据权利要求9所述的电池加热方法，其特征在于，所述当所述三相电机（30）中的电流幅值小于等于目标加热电流下阈值时，重复步骤S31-S33，直至所述第二电池组（12）向所述第一电池组（11）充电时间达到第二时间阈值的步骤之后还包括：, 通过所述电池管理电路（40）检测所述供电单元（10）的电芯温度是否小于驱动阈值温度；, 当所述电芯温度小于所述驱动阈值温度时，重复步骤S10-S30，直至所述电芯温度大于等于所述驱动阈值温度或收到加热停止指令。, \n \n \n \n \n \n \n, 11.根据权利要求5-10中任一项所述的电池加热方法,其特征在于，所述S10，所述电动汽车启动前，通过所述电池管理电路（40）判断所述电动汽车是否需要进行电池加热的步骤包括：, 通过所述电池管理电路（40）检测所述供电单元（10）的电芯温度是否小于驱动阈值温度；, 当所述电芯温度小于所述驱动阈值温度时，则确认所述电动汽车需要进行电池加热。 | CN | China | Active | B | True |
| 14 | 使用具有集成的电压转换器的继电器的车辆电力分配 \n | CN107054258B | NaN | 本公开涉及使用具有集成的电压转换器的继电器的车辆电力分配。一种车辆电力分配系统包括电池、车辆电力负载和单片固态继电器，所述电池具有标称电压，所述车辆电力负载具有与所述标称电压不同的供电电压，所述单片固态继电器包括：用于将所述标称电压降低至所述额定电压的集成电路以及被配置为响应于施加到所述继电器的输入的来自车辆控制器的控制信号而选择性地使用所述额定电压给所述车辆电力负载供电的输出。所述继电器可包括用于向连接到输出滤波器的晶体管提供开关信号以将所述电池的标称电压降低至所述车辆电力负载的额定电压的PWM控制器。继电器输出电压和电流监测电路可连接到所述PWM控制器，以提供过电流保护和过电压保护。 | CN:201611101245.9A | https://patentimages.storage.googleapis.com/98/b1/91/ff4053a0255d98/CN107054258B.pdf | CN:107054258:B | 埃民·艾玛尔 | Ford Global Technologies LLC | CN:102112342:A, CN:102104365:A, CN:103620901:A, CN:103959915:A, CN:103166646:A | Not available | 2022-01-21 | 1.一种车辆电力分配系统，包括：, 电池，具有标称电压；, 负载，具有小于标称电压的额定电压；, 继电器，包括用于将标称电压降低到额定电压的电路以及被配置为响应于施加到继电器的输入的控制信号而选择性地用额定电压给所述负载供电的输出，, 其中，所述用于将标称电压降低到额定电压的电路包括晶体管、控制器、输出滤波器和电压保护二极管，所述控制器连接到所述晶体管并且产生具有基于标称电压和额定电压的预定占空比的开关信号，所述输出滤波器包括连接到所述晶体管的电感器和二极管以及连接到所述电感器的电容器，所述电压保护二极管极性相反地串联连接在所述晶体管的栅极和漏极之间。, 2.如权利要求1所述的车辆电力分配系统，其中，所述继电器包括单片固态继电器，所述单片固态继电器具有用于将标称电压降低到额定电压的集成电路。, 3.如权利要求1所述的车辆电力分配系统，其中，所述继电器被配置为选择性地将所述输出接地。, 4.如权利要求1所述的车辆电力分配系统，其中，所述输出滤波器包括L-C滤波器。, 5.如权利要求1所述的车辆电力分配系统，其中，所述控制器被配置为产生具有占空比为0.25的脉冲宽度调制开关信号。, 6.如权利要求1所述的车辆电力分配系统，还包括：, 牵引电池；, DC/DC转换器，连接到所述牵引电池和所述具有标称电压的电池。, 7.如权利要求1所述的车辆电力分配系统，其中，所述电池具有48伏特的标称电压，所述负载具有12伏特的额定电压。, 8.如权利要求1所述的车辆电力分配系统，其中，所述输出滤波器中包括的二极管连接在所述晶体管的源极和地之间，所述电感器连接到所述源极，所述电容器连接在所述电感器与地之间，所述开关信号被施加到所述栅极。, 9.如权利要求1所述的车辆电力分配系统，还包括：, 电流感测电路，连接在所述负载和所述控制器之间；, 电压感测电路，连接在所述负载两端且连接到所述控制器。, 10.一种车辆电力分配系统，包括：, 单片固态继电器，包括集成电路，所述集成电路用于将标称车辆电池电压转换为车辆电力负载的供电电压并且用于响应于从车辆控制器施加到所述继电器的输入的控制信号而选择性地给车辆电力负载供电，, 其中，所述集成电路包括晶体管、控制器、输出滤波器和电压保护二极管，所述控制器连接到所述晶体管并且产生具有基于所述标称车辆电池电压和所述供电电压的预定占空比的开关信号，所述输出滤波器包括连接到所述晶体管的电感器和二极管以及连接到所述电感器的电容器，所述电压保护二极管极性相反地串联连接在所述晶体管的栅极和漏极之间。 | CN | China | Active | B | True |
| 15 | 一种新能源汽车快换型通用动力电池 \n | WO2020143596A1 | NaN | 一种新能源汽车快换型通用动力电池，电池本体（1）上设置有快换接口、接口凹陷结构、独立液态温控回路和多组接口结构的一种或多种。电池本体（1）上设置凹陷区（2），快换接口位于凹陷区（2）内，为车上设置对应连接结构留出空间；独立液态温控回路设置在电池本体（1）上，满足动力电池温控需要的同时解决动力电池在互换的情况下不适合与车共建液态温控系统的难题；电池本体（1）至少两个面设置有快换接口，可以不同方向装入汽车，结合电池形态可适用不同安装空间条件的新能源汽车。因此电池通用性强，以不超过8种主型号的快换型通用动力电池组成系统，达到大多数新能源车型可以选用及换电的目的，与充电结合满足新能源汽车对补充电能的方便性需求。 | PC:T/CN2020/070615 | https://patentimages.storage.googleapis.com/ce/5b/90/67cac21cc70007/WO2020143596A1.pdf | NaN | 王宁豪 | 王宁豪 | CN:201584469:U, US:20170297541:A1, CN:205282730:U, CN:105742554:A, CN:108598302:A, CN:109768196:A, CN:109808516:A, CN:109808517:A | Not available | 2020-07-16 | 一种新能源汽车快换型通用动力电池，包括电池本体，所述的电池本体上设置有用于快速拆装的快换接口，所述快换接口包括主电接口，所述电池本体使用时与新能源汽车连接，所述电池本体还设置有接口凹陷结构、独立液态温控回路和多组接口结构的一种或多种，所述接口凹陷结构，包括设置在电池本体上的凹陷区，其中当电池本体侧向安装于汽车上，则所述的电池本体的侧面设置有凹陷区，所述的快换接口位于该凹陷区内，当所述的电池本体向下安装于汽车上，则所述的电池本体的下端设置有凹陷区，所述的快换接口位于该凹陷区内，当电池本体向上安装于汽车上，则所述的电池本体的上端设置有凹陷区，所述的快换接口位于该凹陷区内，所述独立液态温控回路包括直冷回路或/和液冷回路，所述直冷回路或/和液冷回路均设置在电池本体上，所述多组接口结构包括设置在电池本体上的快换接口，并且所述电池本体至少两个面设置有快换接口。, 如权利要求1所述的新能源汽车快换型通用动力电池，其特征在于，所述电池本体通过内部变动可输出不同的电压郑黎明。, 如权利要求2所述的新能源汽车快换型通用动力电池，其特征在于，通过切换内部等同电池组之间的串并联连接方式实现电池本体电压的变化，所述电池本体内部可以有多种的等同电池组，经过切换，每一种等同电池组之间串联数量增加，则电池本体的电压增加，每一种等同电池组之间的串联数量减小，则电池本体的电压减小，所述等同电池组是由适合并联使用的电性能基本相同的单电芯构成或是由多个电芯串、并联组成的适合并联使用的电性能基本相同的电池组。, 如权利要求1所述的新能源汽车快换型通用动力电池，其特征在于，所述电池本体最大面的面积或最大投影面积小于0.06平方米，厚度不超过140mm，重量小于10Kg，为小型快换型通用动力电池。, 如权利要求1所述的新能源汽车快换型通用动力电池，其特征在于，所述电池本体采用动力电池管理系统与新能源汽车之间的通信协议，通过该通信协议能够传递动力电池内部电芯类别及种类或/和动力电池参数信息至新能源汽车的能源管理系统，用于管控充电过程，所述动力电池参数信息包含针对动力电池电芯类别和种类不同而不同的充电要求的参数信息。, 如权利要求1所述的新能源汽车快换型通用动力电池，其特征在于，所述电池本体采用动力电池管理系统与新能源汽车之间的通信协议，通过该通信协议能够传递动力电池负载能力的参数信息至新能源的能源管理系统，汽车的控制系统可以根据所述能源管理系统获得的动力电池负载能力的参数信息选择供电模式。, 一种由权利要求1至6所述的动力电池组成的快换型通用动力电池系统，其特征在于， 所述电池本体的主要安装尺寸相同可安装于同一种电池舱或其它用于连接安装电池的部件中的为同一主型号，供各种新能源汽车选用和更换的通用中的所述动力电池的主型号不超过8种。, 如权利要求7所述的快换型通用动力电池系统，其特征在于，用于互换使用的同一主型号动力电池的不同个体内部可采用不同类别及种类的电芯。, 一种采用如权利要求1所述的动力电池的车，其特征在于，包括车体，所述车体设置有与电池本体对应的快换接口。, 如权利要求9所述的车，其特征在于，所述车体为有驱动机构的主车，可连接从车，用所述从车安装的所述动力电池供电，并且所述从车可更换，主车带动从车。, 如权利要求9所述的车，其特征在于，包括配电控制单元，所述配电控制单元可控制两个或两个以上独立的动力电池集组联合供电，并可通过对联合供电与单集组供电之间的切换或不同联合供电组合之间的切换，控制各集组耗电顺序的变化，所述动力电池集组由若干动力电池组成。, 如权利要求11所述的车，其特征在于，所述配电控制单元包括多输入DC-DC变换器或DC-AC变换器，多输入DC-DC变换器或DC-AC变换器连接有两个或两个以上动力电池集组，所述的两个或两个以上动力电池集组可以通过该多输入DC-DC变换器或DC-AC变换器联合供电。, 如权利要求11所述的车，其特征在于，所述配电控制单元可通过将两个或两个以上动力电池集组切换成串联状态并实施联合供电。, 如权利要求11所述的车，其特征在于，所述配电控制单元可将第一动力电池集组或多个集组动力电池的联合供电通过DC-DC变换器输出并与第二动力电池集组并联实施联合供电。, 如权利要求9至14任一权利要求所述的车，其特征在于，包括配电控制单元，所述配电控制单元可控制不同集组动力电池或/和多集组动力电池的联合供电经过不同的供电路径分别对部件或部件组合实施供电，所述部件或部件组合为驱动桥或不同车轮的驱动电机，所述动力电池集组由若干动力电池组成。, 如权利要求9所述的车，其特征在于，包括充电控制单元，充电来源通过该充电控制单元可以给两个或两个以上独立的动力电池集组联合充电，所述动力电池集组由若干动力电池组成。, 如权利要求16所述的车，其特征在于，所述充电控制单元，可控制充电来源通过多路输出的充电器分多路对不同集组的动力电池进行联合充电。, 如权利要求16所述的车，其特征在于，所述充电控制单元，可将两个或两个以上动力电池集组临时切换到串联状态并由充电来源实施联合充电。, 如权利要求9所述的车，其特征在于：包括能源管理系统，该能源管理系统采用动力电池管理系统与新能源汽车之间的通信协议，通过该通信协议能够获取动力电池内部电芯类别及种类或/和动力电池参数信息，动力电池参数信息包含针对动力电池电芯类别和种类不同而不同的充电要求的参数信息，新能源汽车上的车载充电器为动力电池充电，或由非车载充电机为动力电池充电且仍由汽车能源管理系统管理充电的，所述能源管理系统判定是否可对动力电池进行充电，可以充电的，车载充电器或非车载充电机通过汽车的充电控制单元，针对不同的内部电芯类别及种类按照对应的充电要求对该动力电池进行充电，新能源汽车的能源管理系统与动力电池管理系统采用上述通信协议进行通信并管控充电过程，由非车载充电机充电的，非车载充电机通过与汽车通信共同管控充电过程。, 如权利要求9所述的车，其特征在于，包括能源管理系统，该能源管理系统采用动力电池管理系统与新能源汽车之间的通信协议，通过该通信协议能够获取动力电池负载能力的参数信息，汽车的控制系统可以根据所述能源管理系统获得的动力电池负载能力的参数信息选择供电模式。, 一种提供如权利要求1所述的动力电池的换电站，其特征在于，配备不超过8种主型号的新能源汽车快换型通用动力电池，配置上述主型号快换型通用动力电池的换电装备，为各种新能源汽车提供快速换电服务。 | WO | WIPO (PCT) | NaN | B | True |
| 16 | Electric or hybrid vehicle battery pack voltage measurement functional assessment and redundancy \n | US9931960B2 | Aspects of the present disclosure relate to systems and methods for ensuring proper functioning and backup redundancy of battery pack voltage measurements for electrified vehicles, such as electric and hybrid vehicles.\nElectrified vehicles, such as electric and hybrid vehicles, include a battery pack, also referred to as a traction battery or traction battery pack, and an electric machine to propel the vehicle. Hybrid vehicles include an internal combustion engine that may be used to charge the battery pack and/or propel the vehicle in combination with the electric machine. The traction battery pack includes multiple individual battery cells connected to one another to provide power to the vehicle. A Battery Management System (BMS) in electrified vehicles measures voltage of the traction battery pack as well as individual cell voltages. Various high voltage (HV) modules or circuits may be powered by the battery pack and may communicate with the BMS over a vehicle network. Battery pack voltage is often used in many aspects of vehicle and battery control, e.g. battery online power capability estimation, cell balancing, battery overcharge and over-discharge protection, engine cranking availability determination (in hybrid vehicles), battery end of life judgment, current leakage measurement, contactor status determination, battery charging, etc.\nOne or more industry functional specifications or standards may apply to certain functions of a BMS or related components and circuits. Vehicles may include self-diagnostics and in some cases redundancy for various BMS-related components or functions to meet a particular standard or achieve a particular rating published by a standards committee or rating agency.\nIn one or more embodiments, a vehicle may include a traction battery pack having a high voltage bus and a plurality of individual battery cells, the traction battery pack including a plurality of internal circuits that provides a corresponding plurality of independent internal measurements of traction battery pack voltage. The vehicle may also include a plurality of external circuits external to the traction battery pack and coupled to the high voltage bus providing a corresponding plurality of independent external measurements of the traction battery pack voltage. An electric machine powered by the traction battery pack via one of the plurality of external circuits to propel the vehicle communicates with a controller in communication with the plurality of internal circuits and the plurality of external circuits and programmed to publish a pack voltage to a vehicle network. The pack voltage corresponds to a first independent internal measurement in response to a voltage differential among all of the independent internal measurements being less than a threshold, a second independent internal measurement in response to the voltage differential exceeding the threshold, and a statistical measure of the independent internal and external measurements in response to any of the internal measurements being invalid. The external circuits may include an inverter circuit, an electric air conditioning (eAC) circuit, and a DC/DC converter circuit that may publish or broadcast associated independent external voltage measurements. The internal circuits may include a battery pack voltage measuring circuit that measures traction battery pack voltage across the plurality of individual battery cells. In one embodiment, the internal circuits include a plurality of battery monitoring integrated circuits each measuring voltage across a corresponding group of the individual battery cells.\nVarious embodiments may include a vehicle having a battery with internal circuits that measure pack voltage and individual cell voltages, an electric machine powered by the battery to propel the vehicle via an external circuit that measures the pack voltage, and a processor programmed to publish the pack voltage based on a first internal circuit voltage in response to a voltage differential among the internal circuits being less than a threshold and based on the individual cell voltages otherwise. The internal circuits may include a positive branch leakage detection circuit measuring the traction battery pack voltage from a most positive of the individual battery cells to vehicle ground and a negative branch leakage detection circuit measuring the traction battery pack voltage from a most negative of the individual battery cells to vehicle ground. The vehicle may also include a second external circuit that measures the pack voltage with the processor further programmed to publish the pack voltage based on a statistical measure of central tendency of the pack voltage measurements from the internal circuits and the external circuits. The vehicle processor may be programmed to store a diagnostic code in response to a voltage difference among the external circuits exceeding a second threshold, and may be programmed to publish the pack voltage based on a median value of the pack voltage measurements from the internal circuits and the external circuits in response to a voltage difference among the external circuits being below the second threshold.\nOne or more embodiments include a control method for an electric vehicle having a traction battery coupled to an electric machine with a vehicle processor outputting a pack voltage to a vehicle network based on internal voltage measurements in response to a voltage differential among the internal measurements being less than a threshold, and outputting the pack voltage based on a statistical function of the internal measurements and published voltage measurements from external circuits otherwise. The control method may include use of a statistical measure of central tendency, such as a median value, and/or summing of internal measurements associated with individual battery cells. In one embodiment, the statistical function includes a median of the internal voltage measurements and the published voltage measurements from the external circuits in response to a voltage differential of the published voltage measurements from the external circuits being below an associated threshold.\nEmbodiments according to the present disclosure may provide one or more advantages. For example, embodiments according to the present disclosure may provide a functional assessment of the validity of battery pack voltage measurements using measurements from internal and/or external circuits. In addition, embodiments may provide a reliable indication of battery pack voltage when the functional assessment indicates one or more of the internal or external circuits is not functioning as expected. Various embodiments provide self-diagnosis using the functional assessments described herein in combination with redundancy to provide a backup battery voltage measurement for use in controlling the battery and/or vehicle.\n FIG. 1 is a block diagram of a representative electric vehicle having a vehicle processor or controller that controls the battery and/or vehicle using a published battery pack voltage based on a functional assessment of internal and external voltage measurements according to embodiments of the present disclosure;\n FIG. 2 is a block diagram illustrating a representative embodiment of a vehicle with representative internal and external voltage measurement circuits or modules according to embodiments of the present disclosure;\n FIG. 3 is a block diagram illustrating representative internal circuits including battery cell monitor IC's for a traction battery pack for use in functional assessment and pack voltage redundancy according to embodiments of the present disclosure;\n FIG. 4 is a block diagram illustrating additional representative internal circuits including leakage detection circuits for use in functional assessment and pack voltage redundancy according to embodiments of the present disclosure; and\n FIG. 5 is a block diagram illustrating operation of a system or method for controlling an electric vehicle including outputting or publishing a pack voltage based on voltage measurements from internal and/or external circuits according to embodiments of the present disclosure.\nAs required, detailed embodiments are disclosed herein; however, it is to be understood that the disclosed embodiments are merely representative of the claimed subject matter and may be embodied in various and alternative forms. The figures are not necessarily to scale; some features may be exaggerated or minimized to show details of particular components. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a representative basis for teaching one skilled in the art to variously employ the embodiments. As those of ordinary skill in the art will understand, various features illustrated and described with reference to any one of the figures can be combined with features illustrated in one or more other figures to produce embodiments that are not explicitly illustrated or described. The combinations of features illustrated provide representative embodiments for typical applications. Various combinations and modifications of the features consistent with the teachings of this disclosure, however, could be desired for particular applications or implementations.\nThe embodiments of the present disclosure generally provide for a plurality of internal and external circuits or other electrical devices. All references to the circuits and other electrical devices and the functionality provided by each, are not intended to be limited to encompassing only what is illustrated and described herein. While particular labels may be assigned to the various circuits or other electrical devices disclosed, such labels are not intended to limit the scope of operation for the circuits and the other electrical devices. Such circuits and other electrical devices may be combined with each other and/or separated in any manner based on the particular type of electrical implementation that is desired. It is recognized that any circuit or other electrical device disclosed herein may include any number of discrete passive and active components such as resistors, capacitors, transistors, amplifiers, analog/digital converters (ADC or A/D converters), microprocessors, integrated circuits, non-transitory memory devices (e.g., FLASH, random access memory (RAM), read only memory (ROM), electrically programmable read only memory (EPROM), electrically erasable programmable read only memory (EEPROM), or other suitable variants thereof) and software which cooperate with one another to perform operation(s) disclosed herein. In addition, any one or more of the electric devices may be configured to execute a computer program that is embodied in a non-transitory computer readable storage medium that includes instructions to program a computer or controller to perform any number of the functions as disclosed. As used herein, internal circuits generally refer to circuits having components within the battery pack and external circuits generally refer to circuits or modules powered by the battery pack, but located inside the vehicle and outside of the battery pack.\n FIG. 1 is a block diagram of a representative electric vehicle having a vehicle processor or controller that controls the vehicle using a published battery pack voltage based on voltage measurements from internal and/or external battery circuits or modules according to embodiments of the present disclosure. While a plug-in hybrid vehicle having an internal combustion engine is illustrated in this representative embodiment, those of ordinary skill in the art will recognize that the disclosed embodiments may also be implemented in a conventional hybrid vehicle, an electric vehicle, or any other type of vehicle having a battery pack with individual battery cells used to propel the vehicle under at least some operating conditions.\nA plug-in hybrid-electric vehicle 12 may include one or more electric machines 14 mechanically connected to a hybrid transmission 16. The electric machines 14 may be capable of operating as a motor or a generator. For hybrid vehicles, a transmission 16 is mechanically connected to an internal combustion engine 18. The transmission 16 is also mechanically connected to a drive shaft 20 that is mechanically connected to the wheels 22. The description herein is equally applicable to a battery electric vehicle (BEV), where the hybrid transmission 16 may be a gear box connected to an electric machine 14 and the engine 18 may be omitted as previously described. The electric machines 14 can provide propulsion and deceleration capability whether or not the engine 18 is operating. The electric machines 14 also act as generators and can provide fuel economy benefits by recovering energy that would normally be lost as heat in the friction braking system. The electric machines 14 may also reduce vehicle emissions by allowing the engine 18 to operate at more efficient speeds and allowing the hybrid-electric vehicle 12 to be operated in electric mode with the engine 18 off under certain conditions. Similar advantages may be obtained with an electric vehicle that does not include an internal combustion engine 18.\nA traction battery or traction battery pack 24 stores energy in a plurality of individual battery cells connected together that can be used by the electric machines 14. Vehicle battery pack 24 typically provides a high voltage DC output to a high voltage bus 50, although the voltage and current may vary depending on particular operating conditions and loads. The traction battery pack 24 is electrically connected to one or more external circuits 52, which may include a power electronics or inverter circuit 26, an electric air conditioning (eAC) circuit 27, a DC/DC converter circuit 28 and/or a power conversion module or circuit 32, for example. One or more contactors (best shown in FIGS. 2-3) may isolate the traction battery pack 24 from other components when opened, and connect the traction battery pack 24 to the other components when closed. As described in greater detail herein, various internal voltage measurement circuits may provide independent battery pack voltage measurements depending on which contactors are open or closed. The power electronics or inverter circuit 26 is also electrically connected to the electric machines 14 and provides the ability to bi-directionally transfer energy between the traction battery pack 24 and the electric machines 14. For example, a typical traction battery pack 24 may provide a DC voltage while the electric machines 14 may require a three-phase AC voltage or current to function efficiently. The power electronics or inverter circuit 26 may convert the DC voltage to a three-phase AC current supplied to the electric machines 14. In a regenerative mode, the power electronics or inverter circuit 26 may convert the three-phase AC current from the electric machines 14 acting as generators to the DC voltage supplied to the traction battery pack 24.\nIn addition to providing energy for propulsion, the traction battery pack 24 may provide energy for other external circuits 52 connected to the high voltage bus 50 as previously described. Vehicle 12 may include a compressor (not shown) powered by traction battery 24 via an associated electric air conditioning (eAC) module or circuit 27 to condition the vehicle cabin and/or traction battery 24. Vehicle 12 may also include a DC/DC converter module or circuit 28 that converts the high voltage DC output of the traction battery 24 to a low voltage DC supply that is compatible with other vehicle loads. Other external high voltage circuits or loads, such as those for cabin or component heaters, may be connected directly to the high voltage bus 50 without the use of a DC/DC converter module 28. The low-voltage systems may be electrically connected to an auxiliary battery 30 (e.g. a 12V, 24V, or 48V battery).\nEmbodiments of this disclosure may include vehicles such as vehicle 12, which may be a hybrid or range-extender hybrid, or an electric vehicle or a plug-in hybrid vehicle in which the traction battery pack 24 may be recharged by an external power source 36. The external power source 36 may be a connection to an electrical outlet connected to the power grid. The external power source 36 may be electrically connected to electric vehicle supply equipment (EVSE) 38. The EVSE 38 may provide circuitry and controls to regulate and manage the transfer of energy between the power source 36 and the vehicle 12. The external power source 36 may provide DC or AC electric power to the EVSE 38. The EVSE 38 may have a charge connector 40 for plugging into a charge port 34 of the vehicle 12. The charge port 34 may be any type of port configured to transfer power from the EVSE 38 to the vehicle 12. The charge port 34 may be electrically connected to a charger or on-board power conversion module 32. The power conversion module 32 may condition the power supplied from the EVSE 38 to provide the proper voltage and current levels to the traction battery 24. The power conversion module 32 may interface with the EVSE 38 to coordinate the delivery of power to the vehicle 12. The EVSE connector 40 may have pins that mate with corresponding recesses of the charge port 34. Alternatively, various components described as being electrically connected may transfer power using a wireless inductive coupling.\nThe various components illustrated in FIG. 1 may have one or more associated controllers within the internal or external circuits, as well as one or more other controllers or processors to control and monitor the operation of the components. The controllers may communicate via a serial peripheral interface (SPI) bus (e.g., Controller Area Network (CAN)) or via discrete conductors. As described in greater detail below, various operating parameters or variables may be broadcast or published using the CAN or other conductors for use by vehicle control modules or sub-modules in controlling the vehicle or vehicle components, such as the traction battery pack 24. One or more controllers may operate in a stand-alone manner without communication with one or more other controllers. As described in greater detail with reference to FIGS. 2-5, one of the controllers may be implemented by a Battery Energy Control Module (BECM) 46 to control various charging and discharging functions, battery cell charge balancing, battery pack voltage measurements, individual battery cell voltage measurements, battery overcharge protection, battery over-discharge protection, battery end-of-life determination, etc. In one embodiment, the BECM 46 is programmed to publish a pack voltage based on a first internal circuit voltage in response to a voltage differential among the internal circuits being less than a threshold and based on the individual cell voltages otherwise for use in controlling the traction battery pack 24 and/or vehicle 12. The BECM 46 may be positioned within traction battery pack 24 and may communicate with various types of non-transitory computer readable storage media including persistent and temporary storage devices to store battery voltage measurements and related statistical measures of central tendency, which may include a mean, median, mode, etc. as well as various other data or mathematical results, such as a sum of voltage values, difference values, integrals, differentials, etc.\nVehicle traction battery packs may be constructed using a variety of physical arrangements or architectures and various chemical formulations. Typical battery pack chemistries include lead-acid, nickel-metal hydride (NIMH), or Lithium-Ion. FIG. 2 illustrates a typical traction battery pack 24 in a simple series configuration of a plurality of individual battery cells, generally represented at 220, and illustrated and described in greater detail with reference to FIG. 3. Battery packs may be composed of any number of individual battery cells connected in series, in parallel, or some combination thereof. As previously described, a typical system may have one or more controllers, such as BECM 46 that communicate over a vehicle network 230 via a communication link 232 to monitor and control various functions of the traction battery pack 24 and vehicle 12. The BECM 46 and/or other controllers or control modules may monitor several battery pack bulk characteristics such as battery pack current, battery pack voltage across all individual battery cells 220, battery pack temperature, and characteristics associated with individual battery cells 220. Each controller or control module may have non-volatile memory such that data may be retained when the controllers in an off condition for use after a subsequent key-on event, or may communicate data over vehicle network 230 for storage by another controller with associated non-volatile memory. Similarly, the controller(s) may include integrated non-transitory computer readable storage containing instructions for programming the controller(s) or associated processor(s) to control battery pack 24 and/or vehicle 12 that include instructions for outputting, by a vehicle processor, a pack voltage to vehicle network 230 based on internal voltage measurements within traction battery pack 24 in response to a voltage differential among the internal measurements being less than a threshold, and outputting the pack voltage based on a statistical measure or function of the internal measurements and published voltage measurements from external circuits 52 otherwise as described in greater detail with reference to FIG. 5.\nWith continuing reference to FIGS. 1 and 2, the BECM 46 performs many monitoring and control functions for the traction battery pack 24. For example, BECM 46 monitors the traction battery cell string 220 and controls operation of a positive main contactor 236 and a negative main contactor 238. BECM 46 communicates with one or more external high voltage modules or circuits 52 over communication links 232 to the vehicle network 230 or through some other communication bus, such as an SPI bus. In FIG. 2, only one external HV module/circuit 52 is shown, representing, for example, the inverter circuit 26, eAC circuit 27, DC/DC converter circuit 28 (all of which are shown in FIG. 1), as well as any other external circuits or modules on the high voltage bus 50 that may provide an independent measurement of the battery pack voltage and publish the voltage value on vehicle network 230 or otherwise communicate the measurement to BECM 46 or another controller for use in publishing or outputting a pack voltage as described herein.\nIn various embodiments, external modules or circuits 52 include circuits that measure the voltage between the VCONT_POS node 250 and the VCONT_NEG node 252. This voltage may be referred to as the DC Link voltage or alternatively, the high voltage bus voltage of the electrified vehicle 12. One or more of the external modules or circuits 52 measure this DC Link voltage and publish the number as a message on the vehicle network 230. The analog voltage of the DC Link can be measured through any appropriate circuit or device and digitized in an associated controller or microprocessor for each of the external circuits 52, and translated into an associated message for the vehicle network 230, implemented by a CAN in one embodiment. In various embodiments, the network or CAN message that includes the external measurement of the DC Link voltage by the inverter circuit 26 has a header or identifier INV_PACKV_MEAS. In a similar fashion, the CAN message that includes the independent external measurement of the DC Link voltage determined by the DC/DC converter 28 has a header or identifier DCDC_PACKV_MEAS, and the CAN message that includes the independent external measurement of the DC Link voltage determined by the eAC 27 has a header or identifier EAC_PACKV_MEAS.\nAs shown in FIG. 2, node or pin VCONT_POS 250 connects the high voltage or DC Link positive (+) bus node to the BECM module 46. Alternatively, the BECM 46 may be described as having a VCONT_POS pin 250. The VCONT_POS node or pin 250 is connected to an internal circuit within traction battery pack 24 and BECM 46 as shown in the upper right portion of FIG. 4 (DIV1).\nAs shown in FIG. 2, positive main contactor 236 and negative main contactor 238 must be closed for the pack voltage of traction battery 24 to appear on the DC Link or high voltage bus 50. If either positive main contactor 236 or negative main contactor 238 is open, the DC Link voltage will decline eventually to zero volts. However, if contactors 236, 238 are closed, then the DC Link voltage is substantially the same as the pack voltage of traction battery pack 24 because the voltage drops through the contactors 236, 238 and associated high voltage wiring are designed to be small. As such, when the contactors 236, 238 are closed, the DC Link voltage matches the pack voltage of traction battery 24. So, if the VCONT_POS node/pin 250 is configured to measure the voltage of the positive DC Link (+) with respect to the VBOT node (FIG. 4) which is the negative node or terminal of cell string 220 (also referred to as the most negative individual battery cell), then the voltage at VCONT_POS 250 is measuring the pack voltage across the individual cells of the cell string 220. Under the same operating conditions ( contactors 236 and 238 closed), the DC Link voltage or high voltage bus voltage that powers external modules or circuits 52 is at the same voltage as the traction battery cell string 220. Therefore, the CAN messages published by the external circuits corresponding to independent external measurements identified by INV_PACKV_MEAS, DCDC_PACKV_MEAS, and EAC_PACKV_MEAS will provide voltage readings that will be substantially the same as the voltage of the cell string 220.\n FIG. 3 is a block diagram illustrating representative internal circuits including battery cell monitor IC's for a traction battery pack for use in functional assessment and pack voltage redundancy according to embodiments of the present disclosure. Cell string 220 includes series connected cells 220 1, 220 2 . . . 220 mm where mm represents the total the number of cells. In this arrangement, cell 220 1 is the most negative cell and 220 mm is the most positive cell. A group, block, or brick of cells may have an associated Battery Monitor Integrated Circuit (BMIC) 310, 312. In many applications, a BMIC will only accommodate a relative small number of channels, such as 6 or 12, for example, associated with corresponding cells to provide individual cell voltages. Therefore, a number of BMIC's will be included in a typical battery pack.\nAs briefly described above, each individual cell in cell string 220 has its voltage measured individually by an associated BMIC 320, 312. This is accomplished using a pair of voltage sense wires connecting each cell to associated input pins, such as V0 and V1 on BMIC 310, for example. The measured pack voltage, represented by PACKV, is measured or sampled at a sample moment represented by Ts. The measurements of the individual cells obtained by the BMIC's 310, 312 can be synchronized in time in such a way that all cells have their voltage measured within a small duration or time window (e.g. 100 μS) around the sampling moment Ts. In addition, BMIC's 310, 312 may include a feature that sums the voltages of connected cells and outputs a corresponding brick voltage. As shown in the representative embodiment of FIG. 3, BMIC's 310, 312 each read six channels that provide individual cell voltages for a corresponding six cells. The associated brick voltage is provided in response to a “Brick Read” input 320, 322 associated with each BMIC 310, 312, respectively and connected as shown.\nAs illustrated in FIG. 3, BMIC 310 includes a Brick Read input 320 connected to the same node as the V6 input. However, the V6 input ordinarily measures the cell voltage of the cell connected between pins V5 and V6 on BMIC 310. The Brick Read input 320 reads the voltage with respect to the Vss pin on BMIC 310. This Brick read input captures the voltage of the group or brick of, for example, six cells that are associated with BMIC 310. In the representative embodiment of FIG. 3, a low voltage (LV) Master Micro with control software 330 communicates with each BMIC 310, 312 as generally represented by communication links 340 and controls contactors 236, 238. As such, the BMIC's 310, 312 in combination with cell string 220 and LV Master Micro 330 provide an internal circuit that provides an independent internal voltage measurement of the pack voltage. If all of the Brick read circuits on all the BMIC's are read at moments which are close in time, for instance within 100 μS around the sampling moment Ts, then the Brick Voltage from each BMIC 310, 312 can be added together to create the independent internal measurement of the pack voltage. A pack voltage so measured (through the Brick read circuits 320, 322) may be published to the vehicle network and/or SPI bus and may be represented by or referred to as SUM_OF_BRICK_VS. Those of ordinary skill in the art will recognize that individual cell voltages (rather than brick voltages) may also be used as an independent measurement of pack voltage for applications where a brick voltage may not be available.\nAs referenced above and illustrated in the block diagram of FIG. 4, the BECM has another internal circuit that provides a measured pack voltage (PACKV). The PACKV circuit 410 includes V_TOP input 412 of divider circuit 420 (DIV1). As shown in FIGS. 3 and 4, V_TOP 412 is connected to the most positive point on the traction cell string 220. The V_BOT node 414 is the most negative point in the cell string 220. The voltage divider circuit 420 includes a reference input connected to V_BOT 414. Similarly, analog/digital converter 422 (ADC2) has a reference input connected to V_BOT 414. As such, PACV circuit 410, and more particularly voltage divider 420, provides an internal measurement of the pack voltage across the inputs connected to V_TOP and V_BOT 412, 414, respectively.\nThe analog voltage divider 420 contains resistors and capacitors configured to perform two functions. First, divider 420 divides or scales the pack voltage PACKV from a high voltage (e.g. 400V) to a low voltage range suitable for ADC 422. Many ADC's have an input voltage range of 0-5V or 0-3.3V, for example. If the DC transfer function of DIV1 420 is divide by 100, for example, then a 400V PACKV input is scaled down to a 4V signal appropriate for input to ADC 422. Divider 420 is also configured to implement an analog RC filter to comply with the Nyquist criterion associated with one-half of the sampling frequency. In one embodiment, analog divider 420 includes two RC sections to implement a two-pole passive analog RC filter to comply with the Nyquist criterion while digitizing or sampling the pack voltage. The scaled or divided and filtered pack voltage provided to ADC 422 is then provided to BECM master micro 330 via SPI bus connection and SPI isolator 430. This internal measurement provided by the PACKV circuit is available in digital form inside master micro 330 and is represented by PACKV_MEAS.\nIn one representative embodiment, the system is designed to make the PACKV_MEAS a high fidelity voltage measurement of the pack voltage that is published on the vehicle network for use in a variety of battery and vehicle control functions. The use of a high quality two pole filter in divider 420 and a high quality ADC422, combined with programming of master micro 330 to sample the pack voltage quickly enough to satisfy the Nyquist criterion, and synchronization of the sampling moments of the pack voltage via ADC 422 with other key system quantities such as pack current from current sensor 360, which also is read by master micro 330, provides a high quality or high fidelity measure pack voltage PACKV_MEAS. This voltage is designed to be the most accurate indication of the measured pack voltage. Every other representation of the pack voltage provided by external circuits as represented by INV_PACKV_MEAS, DCDC_PACKV_MEAS, and EAC_PACKV_MEAS will generally not be as accurate. In addition, pack voltage measurements provided by other internal and/or external circuits may use different filter corner frequencies and may not be synchronized in the measurement time. As such, these independent measurements of pack voltage will generally be less accurate when the pack voltage is changing rapidly (high dV/dt for the PACKV) and th | Systems and methods for measuring voltage of a battery pack for an electrified vehicle, such as an electric or hybrid vehicle, include a battery having internal circuits that measure pack voltage and individual cell voltages, an electric machine powered by the battery to propel the vehicle via an external circuit that measures the pack voltage, and a processor programmed to publish the pack voltage to a vehicle network based on a first internal circuit voltage in response to a voltage differential among the internal circuits being less than a threshold and based on the individual cell voltages otherwise. The published pack voltage may be used by one or more battery or vehicle controllers to control various battery and vehicle functions including engine starting in a hybrid vehicle and battery charging and discharging, for example. | US:14/851,254 | https://patentimages.storage.googleapis.com/d9/6b/d3/a8f0abeb1ee06c/US9931960.pdf | US:9931960 | Benjamin A. Tabatowski-Bush, Michael Edward Loftus, Xu Wang | Ford Global Technologies LLC | US:7212006, US:20090295401:A1, US:20110276295:A1, US:20130119941:A1, DE:102010038886:A1, US:20130300426:A1, US:20140015536:A1, US:9007066, US:20150028879:A1, US:20140349157:A1, US:20150015267:A1, US:20130320988:A1, US:20140183941:A1 | Not available | 2018-04-03 | 1. A vehicle, comprising:\na traction battery pack having a high voltage bus and a plurality of individual battery cells, the traction battery pack including a plurality of internal circuits that provides a corresponding plurality of independent internal measurements of traction battery pack voltage;\na plurality of external circuits external to the traction battery pack and coupled to the high voltage bus providing a corresponding plurality of independent external measurements of the traction battery pack voltage;\nan electric machine powered by the traction battery pack via one of the plurality of external circuits to propel the vehicle; and\na controller in communication with the plurality of internal circuits and the plurality of external circuits and programmed to publish a pack voltage to a vehicle network, the pack voltage corresponding to a first independent internal measurement in response to a voltage differential among all of the independent internal measurements being less than a threshold, a second independent internal measurement in response to the voltage differential exceeding the threshold, and a statistical measure of the independent internal and external measurements in response to any of the internal measurements being invalid.\n, a traction battery pack having a high voltage bus and a plurality of individual battery cells, the traction battery pack including a plurality of internal circuits that provides a corresponding plurality of independent internal measurements of traction battery pack voltage;, a plurality of external circuits external to the traction battery pack and coupled to the high voltage bus providing a corresponding plurality of independent external measurements of the traction battery pack voltage;, an electric machine powered by the traction battery pack via one of the plurality of external circuits to propel the vehicle; and, a controller in communication with the plurality of internal circuits and the plurality of external circuits and programmed to publish a pack voltage to a vehicle network, the pack voltage corresponding to a first independent internal measurement in response to a voltage differential among all of the independent internal measurements being less than a threshold, a second independent internal measurement in response to the voltage differential exceeding the threshold, and a statistical measure of the independent internal and external measurements in response to any of the internal measurements being invalid., 2. The vehicle of claim 1, the plurality of external circuits comprising:\nan inverter circuit;\nan electric air conditioning (eAC) circuit; and\na DC/DC converter circuit.\n, an inverter circuit;, an electric air conditioning (eAC) circuit; and, a DC/DC converter circuit., 3. The vehicle of claim 1, the plurality of internal circuits comprising a battery pack voltage measuring circuit that measures traction battery pack voltage across the plurality of individual battery cells., 4. The vehicle of claim 1, the plurality of internal circuits comprising a plurality of battery monitoring integrated circuits each measuring voltage across a corresponding group of the individual battery cells., 5. The vehicle of claim 4, the controller further programmed to combine voltages from the plurality of battery monitoring integrated circuits to determine one of the plurality of independent internal measurements of the traction battery pack voltage., 6. The vehicle of claim 1, each of the plurality of external circuits publishing a corresponding one of the plurality of independent external measurements to the vehicle network., 7. The vehicle of claim 1, the plurality of internal circuits comprising:\na positive branch leakage detection circuit measuring the traction battery pack voltage from a most positive of the individual battery cells to vehicle ground; and\na negative branch leakage detection circuit measuring the traction battery pack voltage from a most negative of the individual battery cells to vehicle ground.\n, a positive branch leakage detection circuit measuring the traction battery pack voltage from a most positive of the individual battery cells to vehicle ground; and, a negative branch leakage detection circuit measuring the traction battery pack voltage from a most negative of the individual battery cells to vehicle ground., 8. The vehicle of claim 7, one of the plurality of independent internal measurements being based on voltage across the positive and negative branch leakage detection circuits., 9. The vehicle of claim 1, the statistical measure comprising a median value of the internal and external measurements., 10. The vehicle of claim 1, the controller further programmed to store a diagnostic code in an associated non-transitory storage medium in response to the voltage differential being above the threshold and a second voltage differential among all of the independent external measurements exceeding an associated threshold., 11. A vehicle comprising:\na battery having internal circuits that measure pack voltage and individual cell voltages;\nan electric machine powered by the battery to propel the vehicle via an external circuit that measures the pack voltage; and\na processor programmed to publish the pack voltage based on a first internal circuit voltage in response to a voltage differential among the internal circuits being less than a threshold and based on the individual cell voltages otherwise.\n, a battery having internal circuits that measure pack voltage and individual cell voltages;, an electric machine powered by the battery to propel the vehicle via an external circuit that measures the pack voltage; and, a processor programmed to publish the pack voltage based on a first internal circuit voltage in response to a voltage differential among the internal circuits being less than a threshold and based on the individual cell voltages otherwise., 12. The vehicle of claim 11 further comprising a second external circuit that measures the pack voltage, the processor further programmed to publish the pack voltage based on a statistical measure of central tendency of the pack voltage measurements from the internal circuits and the external circuits., 13. The vehicle of claim 12, the processor programmed to store a diagnostic code in response to a voltage difference among the external circuits exceeding a second threshold., 14. The vehicle of claim 12, the processor programmed to publish the pack voltage based on a median value of the pack voltage measurements from the internal circuits and the external circuits in response to a voltage difference among the external circuits being below the second threshold., 15. The vehicle of claim 12, the second external circuit comprising one of an electric air conditioning (eAC) circuit and a DC/DC converter circuit., 16. The vehicle of claim 11, the external circuit publishing a pack voltage measurement to a vehicle network., 17. A control method for an electric vehicle having a traction battery coupled to an electric machine, comprising:\noutputting, by a vehicle processor, a pack voltage to a vehicle network, the pack voltage based on internal voltage measurements in response to a voltage differential among the internal voltage measurements being less than a threshold, and\nbased on a statistical function of both the internal voltage measurements and published voltage measurements from external circuits otherwise.\n, outputting, by a vehicle processor, a pack voltage to a vehicle network, the pack voltage based on internal voltage measurements in response to a voltage differential among the internal voltage measurements being less than a threshold, and, based on a statistical function of both the internal voltage measurements and published voltage measurements from external circuits otherwise., 18. The control method of claim 17, wherein the internal voltage measurements used in the statistical function comprise an internal voltage measurement obtained by summing of internal measurements associated with individual battery cells., 19. The control method of claim 17, wherein the pack voltage is based on a median of the internal voltage measurements and the published voltage measurements from the external circuits in response to a voltage differential of the published voltage measurements from the external circuits being below an associated threshold. | US | United States | Active | B | True |
| 17 | 一种基于移动客户端的电动汽车动力电池预热系统及其预热方法 \n | CN108878997B | 本发明属于电池预热技术领域，具体涉及一种基于移动客户端的电动汽车动力电池预热系统及其预热方法。锂离子电池具有能量密度高、循环寿命长、自放电率低、无记忆效应等优点，与铅酸电池、镍氢电池相比，更适宜作为电动汽车的驱动电源。但是，在低温环境下，锂离子电池的充放电性能会显著恶化，若强行充放电，将对电池的循环寿命和一致性产生严重的影响，甚至引发安全事故。通常锂离子电池工作温度范围为-20℃～60℃，其工作温度范围大大的限制了电动汽车在我国北方地区的推广。现有技术中针对锂离子电池的低温问题，往往需要通过外部加热的方法对电池进行预热，或者将电动车停放在暖房内。显然，充电加热是解决电池低温问题的有效手段，但从加热到电池达到理想温度往往需要驾驶员在现场等待较长时间；而车辆停放暖房这一条件又大大限制了购车人群。本发明的目的在于：解决上述现有技术中的不足，提供一种基于移动客户端的电动汽车动力电池预热系统及其预热方法，提升了电动车在寒冷地区使用的方便性，无需浪费时间等待电池预热，仅需要设置用车时间，系统即可自动设置电池预热的启动时间，提升了寒冷地区客户对电动汽车的接受度。为了实现上述目的，本发明采用的技术方案为：一种基于移动客户端的电动汽车动力电池预热系统，它包括移动客户端，与所述移动客户端无线连接的基站服务器，与所述基站服务器无线连接的车载TBOX，与所述车载TBOX相连接的整车控制器，与所述整车控制器电连接的电池管理单元,与所述电池管理单元连接的PTC加热器，所述PTC加热器的电源输入端通过充电机连接交流电源，所述的PTC加热器用于为动力电池加热。进一步的，上述的电池管理单元包括电池管理系统，与所述电池管理系统连接的空调控制器和车载充电机，所述的车载充电机的信号输入端连接整车控制器。一种基于移动客户端的电动汽车动力电池预热方法，基于上述的电动汽车动力电池预热系统，包括以下步骤：步骤一：电动汽车停放后，通过慢充枪连接电动汽车和交流插座，电动汽车进入慢充模式；步骤二：移动客户端向基站服务器发送充电预热的开启或关闭指令，或发送预约用车时间；步骤三：基站服务器将移动客户端发送的指令和当前天气信息发送至车载TBOX，车载TBOX根据移动客户端发送的指令和当前天气信息控制整车控制器和电池管理单元工作，并将当前工况通过基站服务器反馈至移动客户端。进一步的，上述步骤三中，若移动客户端发送的指令为充电预热的开启指令，电池预热系统的工作步骤如下：步骤101：车载TBOX唤醒整车管理系统、电池管理系统、车载充电机和空调控制器；步骤102：电池管理系统判断当前电动汽车是否处于慢充模式，同时判断当前电芯温度是否低于目标温度；步骤103：若电动汽车处于非慢充模式，且电芯温度低于目标温度，启动电池预热，否则电动汽车维持原工作模式；步骤104：将当前工况通过基站服务器反馈至移动客户端。进一步的，上述的步骤三中，若移动客户端发送的指令为用车时间预约指令，电池预热系统的工作步骤如下：步骤201：车载TBOX唤醒整车管理系统、电池管理系统、车载充电机和空调控制器；步骤202：记用车时间预约指令的车辆预约启动时间为tST，记录当前时间为t0；步骤203：空调控制器采集环境温度T0，基站服务器采集天气预报温度列表，然后将环境温度T0和天气预报温度列表发送至电池管理系统；步骤204：电池管理系统截取t0时间与tST时间之间的温度，求取t0时间与tST时间之间的平均温度Tavg；步骤205：根据环境温度-电池温度下降率曲线得到平均温度下的电池温度下降速率dTdown；根据环境温度-电池加热速率曲线得到平均温度下的加热速率dTup；步骤206：电池管理系统采集当前电芯温度Tb0，计算电池预热的启动时间t，计算公式为：\n\n其中，TbTar为电池需要预热的目标温度；步骤207：若t>t0,且t<tST,车载TBOX请求整车控制器，电池管理系统，车载充电机和空调控制器休眠，然后TBOX记录下启动时间t后进入休眠；步骤208：在t时刻TBOX定时醒来，然后唤醒整车控制器，电池管理系统，车载充电机和空调控制器，进入充电预热状态，直到到达预约启动时间tST时，电池温度预热至目标温度。进一步的，上述步骤204中求取平均温度Tavg后还包括以下步骤：步骤301：电池管理系统获取空调控制器采集的t0时刻实时温度T；步骤302：计算平均温度修正量△T，计算公式为：△T＝T0-T1；其中，T1为t0时刻天气预报温度；步骤303：计算修正平均温度Trev，计算公式为：Trev＝Tavg+△T；步骤304：在所述步骤205中根据修正平均温度Trev获取电池温度下降速率dTdown和加热速率dTup。进一步的，上述步骤207中若t<t0,上报参数设置异常至TBOX，若t>tST,上报电池预热时间不足至TBOX，TBOX通过基站服务器将参数设置异常或电池预热时间不足状态至移动客户端。进一步的，上述的步骤202中若车辆处于慢充模式，记录当前时间为t00，TBOX读取电池管理系统的剩余充电时间tcharge，若tST≤t00+tcharge,则TBOX通过基站服务器发送“预约时间正在慢充”到移动客户端，否则TBOX等待电池充满，并记录充满电时刻的时间t0；若车辆处于非慢充模式，记录当前时间为t0。由于采用了上述技术方案，本发明的有益效果是：本发明中基于移动客户端的开关或预约电动汽车动力电池的预热系统和方法提升了电动车在寒冷地区使用的方便性，无暖房停放或等待预热的苛刻要求，提升了寒冷地区客户对电动汽车的接受度，也有利于保护电池，提升动力电池的使用寿命；本发明中动力电池的预热能量来源于充电设备，无需增加发动机等附加设备；本发明中驾驶员可通过移动客户端直接设置充电预热的开启和关闭，或者预约用车时间，通过预约时间达到立即行车的目的，方便快捷；本发明中通过空调控制器采集的温度实时补偿根据天气预报计算出的平均温度，使预热启动时间更加准确，避免了用车时预热温度无法达到目标温度的情况。图1为本发明的电池预热系统结构示意图。图2为本发明的预热系统启停控制流程示意图。图3为本发明的电池预热系统预约用车控制流程图示意图。参照附图1-3，对本发明的实施方式做具体的说明。一种基于移动客户端的电动汽车动力电池预热系统，它包括移动客户端，与所述移动客户端无线连接的基站服务器，与所述基站服务器无线连接的车载TBOX，与所述车载TBOX相连接的整车控制器，与所述整车控制器电连接的电池管理单元,与所述电池管理单元连接的PTC加热器，所述PTC加热器的电源输入端通过充电机连接交流电源，所述的PTC加热器用于为动力电池加热。进一步的，上述的电池管理单元包括电池管理系统，与所述电池管理系统连接的空调控制器和车载充电机，所述的车载充电机的信号输入端连接整车控制器。一种基于移动客户端的电动汽车动力电池预热方法，基于上述的电动汽车动力电池预热系统，包括以下步骤：步骤一：电动汽车停放后，通过慢充枪连接电动汽车和交流插座，电动汽车进入慢充模式；步骤二：移动客户端向基站服务器发送充电预热的开启或关闭指令，或发送预约用车时间；步骤三：基站服务器将移动客户端发送的指令和当前天气信息发送至车载TBOX，车载TBOX根据移动客户端发送的指令和当前天气信息控制整车控制器和电池管理单元工作，并将当前工况通过基站服务器反馈至移动客户端。进一步的，上述步骤三中，若移动客户端发送的指令为充电预热的开启指令，电池预热系统的工作步骤如下：步骤101：车载TBOX唤醒整车管理系统、电池管理系统、车载充电机和空调控制器；步骤102：电池管理系统判断当前电动汽车是否处于慢充模式，同时判断当前电芯温度是否低于目标温度；步骤103：若电动汽车处于非慢充模式，且电芯温度低于目标温度，启动电池预热，否则电动汽车维持原工作模式；步骤104：将当前工况通过基站服务器反馈至移动客户端。进一步的，上述的步骤三中，若移动客户端发送的指令为用车时间预约指令，电池预热系统的工作步骤如下：步骤201：车载TBOX唤醒整车管理系统、电池管理系统、车载充电机和空调控制器；步骤202：记用车时间预约指令的车辆预约启动时间为tST，记录当前时间为t0；步骤203：空调控制器采集环境温度T0，基站服务器采集天气预报温度列表，然后将环境温度T0和天气预报温度列表发送至电池管理系统；步骤204：电池管理系统截取t0时间与tST时间之间的温度，求取t0时间与tST时间之间的平均温度Tavg；步骤205：根据环境温度-电池温度下降率曲线得到平均温度下的电池温度下降速率dTdown；根据环境温度-电池加热速率曲线得到平均温度下的加热速率dTup；步骤206：电池管理系统采集当前电芯温度Tb0，计算电池预热的启动时间t，计算公式为：\n\n其中，TbTar为电池需要预热的目标温度；步骤207：若t>t0,且t<tST,车载TBOX请求整车控制器，电池管理系统，车载充电机和空调控制器休眠，然后TBOX记录下启动时间t后进入休眠；步骤208：在t时刻TBOX定时醒来，然后唤醒整车控制器，电池管理系统，车载充电机和空调控制器，进入充电预热状态，直到到达预约启动时间tST时，电池温度预热至目标温度。进一步的，上述步骤204中求取平均温度Tavg后还包括以下步骤：步骤301：电池管理系统获取空调控制器采集的t0时刻实时温度T；步骤302：计算平均温度修正量△T，计算公式为：△T＝T0-T1；其中，T1为t0时刻天气预报温度；步骤303：计算修正平均温度Trev，计算公式为：Trev＝Tavg+△T；步骤304：在所述步骤205中根据修正平均温度Trev获取电池温度下降速率dTdown和加热速率dTup。进一步的，上述步骤207中若t<t0,上报参数设置异常至TBOX，若t>tST,上报电池预热时间不足至TBOX，TBOX通过基站服务器将参数设置异常或电池预热时间不足状态至移动客户端。进一步的，上述的步骤202中若车辆处于慢充模式，记录当前时间为t00，TBOX读取电池管理系统的剩余充电时间tcharge，若tST≤t00+tcharge,则TBOX通过基站服务器发送“预约时间正在慢充”到移动客户端，否则TBOX等待电池充满，并记录充满电时刻的时间t0；若车辆处于非慢充模式，记录当前时间为t0。由于采用了上述技术方案，本发明的有益效果是：本发明中基于移动客户端的开关或预约电动汽车动力电池的预热系统和方法提升了电动车在寒冷地区使用的方便性，无暖房停放或等待预热的苛刻要求，提升了寒冷地区客户对电动汽车的接受度，也有利于保护电池，提升动力电池的使用寿命；本发明中动力电池的预热能量来源于充电设备，无需增加发动机等附加设备；本发明中驾驶员可通过移动客户端直接设置充电预热的开启和关闭，或者预约用车时间，通过预约时间达到立即行车的目的，方便快捷；本发明中通过空调控制器采集的温度实时补偿根据天气预报计算出的平均温度，使预热启动时间更加准确，避免了用车时预热温度无法达到目标温度的情况。在本发明的一个实施例中，如图1-3所示，驾驶员在当天晚上20:00车辆熄火，并插枪慢充。在晚上22:00通过手机APP预约第二天早上8:00用车，此时，电池预热系统的执行步骤如下：a.移动客户端发送第二天早上8:00用车指令至基站服务器，基站服务器将该指令会同当天天气信息发送给车载TBOX；当天的天气信息如下表1：\n\n\n\n\n时间\n22\n23\n0\n1\n2\n3\n4\n5\n6\n7\n8\n\n\n温度\n-28\n-28\n-29\n-29\n-30\n-30\n-30\n-29\n-29\n-28\n-27\n\n\n\n\n表1b.车载TBOX接收到来自基站服务器的指令进行如下操作：S1：判断该指令为用车预约，车载TBOX唤醒整车控制器，电池管理系统，车载充电机和空调控制器，此时车辆未在慢充，记录当前时间22:00，车辆预约启动时间为第二天早上8:00；S2：采集空调控制器环境温度为-27℃，求取天气预报从当前时间到预约启动时间之间的平均温度-29℃，空调控制器实时采集温度对天气预报当前环境温度的修正量△T＝1℃；S3：查取环境温度-电池温度下降率曲线得dTdown＝-6℃/h，查取环境温度-电池加热速率曲线查表得dTup＝18℃/h；S4：采集来电池管理系统的当前电芯温度-2℃，将20℃作为电池需要预热的目标温度，计算公式如下：\n\n考虑22:00点为时间相对0点，:计算出启动预热时间为第二天早上4:30分；S5：车载TBOX请求整车控制器，电池管理系统，车载充电机和空调控制器休眠，然后TBOX记录下再次唤醒时间，第二天早上4:30后进入休眠。在第二天早上4:30，TBOX定时醒来，并唤醒整车控制器，电池管理系统，车载充电机和空调控制器，进入充电预热状态，当到达预约启动时间第二天早上8:00时，电池到达目标温度20℃，驾驶员可以直接正常行车。 | 本发明公开了一种基于移动客户端的电动汽车动力电池预热系统及其预热方法，包括以下步骤：电动汽车停放后，通过慢充枪连接电动汽车和交流插座，电动汽车进入慢充模式；移动客户端向基站服务器发送充电预热的开启或关闭指令，或发送预约用车时间；基站服务器将移动客户端发送的指令和当前天气信息发送至车载TBOX，车载TBOX根据移动客户端发送的指令和当前天气信息控制整车控制器和电池管理单元工作，并将当前工况通过基站服务器反馈至移动客户端。本发明提升了电动车在寒冷地区使用的方便性，无需浪费时间等待电池预热，仅需要设置用车时间，系统即可自动设置电池预热的启动时间，提升了寒冷地区客户对电动汽车的接受度。 | CN:201810565617.6A | https://patentimages.storage.googleapis.com/1a/d8/b8/50775dee5ddc1b/CN108878997B.pdf | CN:108878997:B | 杨辉 | Sichuan Yema Automobile Co Ltd | JP:H09259937:A, JP:2000040536:A, WO:2010038682:A1, CN:104779652:A, CN:107487205:A, CN:106945483:A, CN:107546439:A | Not available | 2023-09-26 | 1.一种基于移动客户端的电动汽车动力电池预热方法，其特征在于包括以下步骤：, 步骤一：电动汽车停放后，通过慢充枪连接电动汽车和交流插座，电动汽车进入慢充模式；, 步骤二：移动客户端向基站服务器发送预约用车时间；, 步骤三：基站服务器将移动客户端发送的指令和当前天气信息发送至车载TBOX，车载TBOX根据移动客户端发送的指令和当前天气信息控制整车控制器和电池管理单元工作，并将当前工况通过基站服务器反馈至移动客户端；若移动客户端发送的指令为用车时间预约指令，电池预热系统的工作步骤如下：, 步骤201：车载TBOX唤醒整车管理系统、电池管理系统、车载充电机和空调控制器；, 步骤202：记用车时间预约指令的车辆预约启动时间为tST，记录当前时间为t0；, 步骤203：空调控制器采集环境温度T0，基站服务器采集天气预报温度列表，然后将环境温度T0和天气预报温度列表发送至电池管理系统；, 步骤204：电池管理系统截取t0时间与tST时间之间的温度，求取t0时间与tST时间之间的平均温度Tavg；, 步骤205：根据环境温度-电池温度下降率曲线得到平均温度下的电池温度下降速率dTdown；根据环境温度-电池加热速率曲线得到平均温度下的加热速率dTup；, 步骤206：电池管理系统采集当前电芯温度Tb0，计算电池预热的启动时间t，计算公式为：, \n\n, 其中，TbTar为电池需要预热的目标温度；, 步骤207：若t>t0,且t<tST,车载TBOX请求整车控制器，电池管理系统，车载充电机和空调控制器休眠，然后TBOX记录下启动时间t后进入休眠；, 步骤208：在t时刻TBOX定时醒来，然后唤醒整车控制器，电池管理系统，车载充电机和空调控制器，进入充电预热状态，直到到达预约启动时间tST时，电池温度预热至目标温度。, \n \n, 2.根据权利要求1所述的一种基于移动客户端的电动汽车动力电池预热方法，其特征在于：所述步骤204中求取平均温度Tavg后还包括以下步骤：, 步骤301：电池管理系统获取空调控制器采集的t0时刻实时温度T；, 步骤302：计算平均温度修正量△T，计算公式为：△T＝T0-T1；其中，T1为t0时刻天气预报温度；, 步骤303：计算修正平均温度Trev，计算公式为：Trev＝Tavg+△T；, 步骤304：在所述步骤205中根据修正平均温度Trev获取电池温度下降速率dTdown和加热速率dTup。, \n \n, 3.根据权利要求1所述的一种基于移动客户端的电动汽车动力电池预热方法，其特征在于：所述步骤207中若t<t0,上报参数设置异常至TBOX，若t>tST,上报电池预热时间不足至TBOX，TBOX通过基站服务器将参数设置异常或电池预热时间不足状态至移动客户端。, \n \n, 4.根据权利要求1所述的一种基于移动客户端的电动汽车动力电池预热方法，其特征在于：所述的步骤202中若车辆处于慢充模式，记录当前时间为t00，TBOX读取电池管理系统的剩余充电时间tcharge，若tST≤t00+tcharge,则TBOX通过基站服务器发送“预约时间正在慢充”到移动客户端，否则TBOX等待电池充满，并记录充满电时刻的时间t0；若车辆处于非慢充模式，记录当前时间为t0。, 5.一种基于移动客户端的电动汽车动力电池预热系统，其特征在于：应用如权利要求1-4任一项所述的基于移动客户端的电动汽车动力电池预热方法，其包括移动客户端，与所述移动客户端无线连接的基站服务器，与所述基站服务器无线连接的车载TBOX，与所述车载TBOX相连接的整车控制器，与所述整车控制器电连接的电池管理单元,与所述电池管理单元连接的PTC加热器，所述PTC加热器的电源输入端通过充电机连接交流电源，所述的PTC加热器用于为动力电池加热。, \n \n, 6.根据权利要求5所述的一种基于移动客户端的电动汽车动力电池预热系统，其特征在于：所述的电池管理单元包括电池管理系统，与所述电池管理系统连接的空调控制器和车载充电机，所述的车载充电机的信号输入端连接整车控制器。 | CN | China | Active | H | True |
| 18 | 전기 차량용 전원 시스템, 전기 차량, 및 전원 배터리를 충전하기 위한 방법 \n | KR101921389B1 | NaN | 전기 차량용 전원 시스템, 전기 차량, 및 전원 배터리를 충전하기 위한 방법이 제공된다. 본 전원 시스템은, 전원 배터리(10)의 온도가 미리 결정된 온도보다 낮은 경우에, 전원 배터리(10)를 가열하기 위하여, 펄스 모드에서 충전 및 방전을 하기 위하여 전원 배터리(10)를 제어하고, 충전-방전 모드에 들어가기 위해 전원 시스템을 제어하기 위하여, 충전-방전 제어 모듈(70), 모터 제어 스위치(60), 및 구동 제어 스위치(40)을 제어하도록 구성된 제어 모듈(80); 배터리 매니저(108); 충전-방전 제어 모듈(70); 모터 제어 스위치(60); 모터(M); 양방향의 직류-교류 모듈(50); 구동 제어 스위치(40); 양방향의 직류-직류 모듈(30); 충전-방전 소켓(20); 및 전원 배터리(10)를 포함한다. | KR:1020167000948A | https://patentimages.storage.googleapis.com/85/5b/80/2bac9502d2cbce/KR101921389B1.pdf | KR:101921389:B1 | 광밍 양, 지엔 리우, 이롱 위 | 비와이디 컴퍼니 리미티드 | JP:2002125326:A, JP:2010154637:A, JP:2010252520:A, JP:2010288415:A, JP:2011055700:A, JP:2013504291:A, JP:2011188601:A, WO:2013042988:A2 | Not available | 2019-02-13 | 전기 차량용 전원 시스템에 있어서,전원 배터리의 제1 단자에 접속되는 제1 직류 단자 및 상기 전원 배터리의 제2 단자에 접속되는 제2 직류 단자를 구비하는 양방향의 직류-직류 모듈을 포함하되, 상기 제1 직류 단자는 상기 양방향의 직류-직류 모듈로의 입력 및 상기 양방향의 직류-직류 모듈로부터의 출력을 위한 공통 단자이고;상기 전원 배터리의 상기 제2 단자에 접속되는 제1 단자 및 상기 양방향의 직류-직류 모듈의 제3 직류 단자에 접속되는 제2 단자를 구비하는 구동 제어 스위치;상기 구동 제어 스위치의 상기 제2 단자에 접속되는 제1 직류 단자 및 상기 전원 배터리의 상기 제1 단자에 접속되는 제2 직류 단자를 구비하는 양방향의 직류-교류 모듈;상기 양방향의 직류-교류 모듈의 교류 단자에 접속되는 제1 단자 및 모터에 접속하기 위한 제2 단자를 구비하는 모터 제어 스위치;상기 양방향의 직류-교류 모듈의 상기 교류 단자에 접속되는 제1 단자 및 충전-방전 소켓에 접속되는 제2 단자를 구비하는 충전-방전 제어 모듈;상기 전원 배터리에 접속되고 상기 전원 배터리의 온도를 감지하기 위한 배터리 매니저; 및상기 구동 제어 스위치의 제3 단자, 상기 모터 제어 스위치의 제3 단자, 상기 충전-방전 제어 모듈의 제3 단자, 및 상기 배터리 매니저에 각각 접속되고, 상기 전원 시스템을 제어하여 충전-방전 모드에 들어가기 위하여 상기 구동 제어 스위치, 상기 모터 제어 스위치 및 상기 충전-방전 제어 모듈을 제어하고, 상기 전원 배터리의 온도가 미리 결정된 온도보다 낮은 경우에는 상기 전원 배터리를 가열하기 위해, 상기 전원 배터리를 제어하여 펄스 모드에서 충전 및 방전을 하기 위한 제어 모듈을 포함하며,상기 전원 시스템의 동작 모드(working mode)는 구동 모드(driving mode) 및 충전-방전 모드를 포함하며, 상기 전원 시스템이 구동 모드에 있는 경우에, 상기 제어 모듈은 상기 양방향의 직류-직류 모듈을 끄기 위하여 상기 구동 제어 스위치를 켜도록 제어하고, 상기 모터를 정상적으로 구동하기 위하여 상기 모터 제어 스위치를 켜도록 제어하고, 상기 충전-방전 제어 모듈을 끄도록 제어하며,상기 전원 시스템이 충전-방전 모드에 있는 경우에, 상기 제어 모듈은 상기 양방향의 직류-직류 모듈을 작동시키기 위하여 상기 구동 제어 스위치를 끄도록 제어하고, 상기 모터를 차단하기 위하여 상기 모터 제어 스위치를 끄도록 제어하고, 상기 충전-방전 제어 모듈을 켜도록 제어하여, 외부 전원 공급원은 전원 배터리를 정상적으로 충전하게 되는 전원 시스템. , 제1항에 있어서, 상기 제어 모듈은 상기 전원 배터리의 상기 온도가 상기 미리 결정된 온도보다 높거나 같은 경우에는, 상기 전원 배터리를 가열하는 것을 중단하기 위해 상기 전원 배터리를 제어하여 상기 펄스 모드에서 충전 및 방전하는 것을 중단하고, 상기 전원 배터리를 제어하여 정상 모드에서 충전 및 방전하도록 더 구성되는 것을 특징으로 하는 전원 시스템. , 삭제, 제1항에 있어서,상기 전원 배터리의 상기 제2 단자에 접속되는 제1 단자 및 상기 양방향의직류-직류 모듈의 상기 제2 직류 단자에 접속되는 제2 단자를 구비하고, 상기 양방향의 직류-직류 모듈의 상기 제3 직류 단자 및 상기 제1 직류 단자 사이에 접속되는 버스 캐패시터 및 상기 양방향의 직류-직류 모듈에서 제1 캐패시터를 선충전하기 위한 제1 선충전 제어 모듈을 더 포함하는 것을 특징으로 하는 전원 시스템. , 제4항에 있어서, 상기 제1 선충전 제어 모듈은상기 양방향의 직류-직류 모듈의 상기 제2 직류 단자에 접속되는 제2 단자를 구비하는 제1 스위치;상기 제1 스위치의 제1 단자에 접속되는 제1 단자 및 상기 전원 배터리의 상기 제2 단자에 접속되는 제2 단자를 구비하는 제1 저항기; 및상기 제1 저항기의 상기 제2 단자에 접속되는 제1 단자 및 상기 제1 스위치의 상기 제2 단자에 접속되는 제2 단자를 구비하는 제2 스위치를 포함하되,상기 전원 시스템이 작동하는 경우에, 상기 제어 모듈은 상기 양방향의 직류-직류 모듈에 있는 상기 제1 캐패시터 및 상기 버스 캐패시터를 선충전하기 위하여 상기 제1 스위치를 켜도록 제어하고; 상기 버스 캐패시터의 전압이 상기 전원 배터리의 전압의 미리 결정된 배수인 경우에는, 상기 제어 모듈은 상기 제1 스위치를 끄도록 제어하고 상기 제2 스위치를 켜도록 제어하는 것을 특징으로 하는 전원 시스템. , 제4항에 있어서, 상기 양방향의 직류-직류 모듈은상기 제어 모듈에 의하여 제어되고, 상기 양방향의 직류-직류 모듈의 상기 제3 직류 단자 및 상기 제1 직류 단자 사이에 접속되고, 직렬로 접속되는 제1 스위칭 트랜지스터 및 제2 스위칭 트랜지스터를 포함하되, 제1 노드는 상기 제1 스위칭 트랜지스터 및 상기 제2 스위칭 트랜지스터 사이에 형성되고;역병렬로 상기 제1 스위칭 트랜지스터에 접속되는 제1 다이오드;역병렬로 상기 제2 스위칭 트랜지스터에 접속되는 제2 다이오드;상기 제1 노드에 접속되는 제1 단자 및 상기 전원 배터리의 상기 제2 단자에 접속되는 제2 단자를 구비하는 제1 인덕터; 및상기 제1 인덕터의 상기 제2 단자에 접속되는 제1 단자 및 상기 전원 배터리의 상기 제1 단자에 접속되는 제2 단자를 구비하는 상기 제1 캐패시터를 포함하는 것을 특징으로 하는 전원 시스템. , 제1항에 있어서, 상기 양방향의 직류-직류 모듈의 상기 제3 직류 단자 및 상기 제1 직류 단자 사이에 접속되는 누설 전류 감소 모듈을 더 포함하는 것을 특징으로 하는 전원 시스템. , 제7항에 있어서, 상기 누설 전류 감소 모듈은제2 캐패시터 및 제3 캐패시터를 포함하되, 상기 제2 캐패시터는 상기 제3 캐패시터의 제1 단자에 접속되는 제1 단자 및 상기 양방향의 직류-직류 모듈의 상기 제3 직류 단자에 접속되는 제2 단자를 구비하고, 상기 제3 캐패시터는 상기 양방향의 직류-직류 모듈의 상기 제1 직류 단자에 접속되는 제2 단자를 구비하고, 제2 노드는 상기 제2 캐패시터 및 상기 제3 캐패시터 사이에 형성되는 것을 특징으로 하는 전원 시스템. , 제8항에 있어서,상기 양방향의 직류-교류 모듈 및 상기 충전-방전 제어 모듈 사이에 접속되는 정현파 필터링 모듈을 더 포함하는 것을 특징으로 하는 전원 시스템. , 제9항에 있어서,상기 제2 노드 및 상기 정현파 필터링 모듈 사이에 접속되는 정현파 필터링 제어 모듈을 더 포함하되, 상기 전원 시스템이 구동 모드에 있는 경우에, 상기 제어 모듈은 상기 정현파 필터링 제어 모듈을 끄도록 제어하는 것을 특징으로 하는 전원 시스템. , 제1항에 있어서,상기 충전-방전 소켓 및 상기 충전-방전 제어 모듈 사이에 접속되고 전도 및 복사의 간섭을 여과하기 위한 EMI-필터 모듈을 더 포함하는 것을 특징으로 하는 전원 시스템. , 제9항에 있어서,상기 충전-방전 제어 모듈에 병렬로 접속되고 상기 정현파 필터링 모듈에있는 캐패시터를 선충전하기 위한 제2 선충전 모듈을 더 포함하는 것을 특징으로 하는 전원 시스템. , 제1항에 있어서, 상기 충전-방전 제어 모듈은3-상 충전 또는 단일-상 충전을 수행하기 위한 3-상 스위치 및 단일-상 스위치 중의 적어도 하나를 포함하는 것을 특징으로 하는 전원 시스템. , 삭제, 청구항 제1항의 전원 시스템에 적용되는 전기 차량의 전원 배터리를 충전하는 방법에 있어서,상기 전기 차량의 전원 시스템이 충전-방전 모드에 있는 경우에, 상기 전원 배터리의 온도를 감지하는 단계; 및상기 전원 배터리의 상기 온도가 미리 결정된 온도보다 낮은 경우에, 상기 전원 배터리를 가열하기 위해 상기 전원 배터리를 제어하여 펄스 모드에서 충전 및 방전하는 단계를 포함하는 전기 차량의 전원 배터리를 충전하는 방법. , 제15항에 있어서,상기 전원 배터리의 상기 온도가 상기 미리 결정된 온도보다 높거나 또는 같은 경우에, 상기 전원 배터리를 가열하는 것을 중단하기 위해 상기 전원 배터리를 제어하여 상기 펄스 모드에서 충전 또는 방전하는 것을 중단하고, 상기 전원 배터리를 제어하여 정상 모드에서 충전 및 방전을 하는 단계를 더 포함하는 것을 특징으로 하는 전기 차량의 전원 배터리를 충전하는 방법., 전기 차량에 있어서,모터;상기 모터에 전원을 제공하기 위한 전원 배터리;충전-방전 소켓;상기 전원 배터리의 제1 단자에 접속되는 제1 직류 단자 및 상기 전원 배터리의 제2 단자에 접속되는 제2 직류 단자를 구비하는 양방향의 직류-직류 모듈을 포함하되, 상기 제1 직류 단자는 상기 양방향의 직류-직류 모듈로의 입력 및 상기 양방향의 직류-직류 모듈로부터의 출력을 위한 공통 단자이고;상기 전원 배터리의 상기 제2 단자에 접속되는 제1 단자 및 상기 양방향의 직류-직류 모듈의 제3 직류 단자에 접속되는 제2 단자를 구비하는 구동 제어 스위치;상기 구동 제어 스위치의 상기 제2 단자에 접속되는 제1 직류 단자 및 상기 전원 배터리의 상기 제1 단자에 접속되는 제2 직류 단자를 구비하는 양방향의 직류-교류 모듈;상기 양방향의 직류-교류 모듈의 교류 단자에 접속되는 제1 단자 및 상기 모터에 접속되는 제2 단자를 구비하는 모터 제어 스위치;상기 양방향의 직류-교류 모듈의 상기 교류 단자에 접속되는 제1 단자 및 상기 충전-방전 소켓에 접속되는 제2 단자를 구비하는 충전-방전 제어 모듈;상기 전원 배터리에 접속되고 상기 전원 배터리의 온도를 감지하기 위한 배터리 매니저;상기 구동 제어 스위치의 제3 단자, 상기 모터 제어 스위치의 제3 단자, 상기 충전-방전 제어 모듈의 제3 단자, 및 상기 배터리 매니저에 각각 접속되고, 제1항, 제2항, 제4항 내지 제13항 중 어느 한 항에 따른 전원 시스템을 제어하여 충전-방전 모드에 들어가기 위하여 상기 구동 제어 스위치, 상기 모터 제어 스위치 및 상기 충전-방전 제어 모듈을 제어하고, 상기 전원 배터리의 온도가 미리 결정된 온도보다 낮은 경우에는 상기 전원 배터리를 가열하기 위해, 상기 전원 배터리를 제어하여 펄스 모드에서 충전 및 방전을 하기 위한 제어 모듈을 포함하며,상기 전원 시스템의 동작 모드(working mode)는 구동 모드(driving mode) 및 충전-방전 모드를 포함하며, 상기 전원 시스템이 구동 모드에 있는 경우에, 상기 제어 모듈은 상기 양방향의 직류-직류 모듈을 끄기 위하여 상기 구동 제어 스위치를 켜도록 제어하고, 상기 모터를 정상적으로 구동하기 위하여 상기 모터 제어 스위치를 켜도록 제어하고, 상기 충전-방전 제어 모듈을 끄도록 제어하며,상기 전원 시스템이 충전-방전 모드에 있는 경우에, 상기 제어 모듈은 상기 양방향의 직류-직류 모듈을 작동시키기 위하여 상기 구동 제어 스위치를 끄도록 제어하고, 상기 모터를 차단하기 위하여 상기 모터 제어 스위치를 끄도록 제어하고, 상기 충전-방전 제어 모듈을 켜도록 제어하여, 외부 전원 공급원은 전원 배터리를 정상적으로 충전하게 되는 전기 차량. , 제17항에 있어서, 상기 제어 모듈은 상기 전원 배터리의 상기 온도가 상기 미리 결정된 온도보다 높거나 같은 경우에는, 상기 전원 배터리를 가열하는 것을 중단하기 위해 상기 전원 배터리를 제어하여 상기 펄스 모드에서 충전 및 방전하는 것을 중단하고, 상기 전원 배터리를 제어하여 정상 모드에서 충전 및 방전하도록 더 구성되는 것을 특징으로 하는 전기 차량. , 제17항에 있어서, 상기 제어 모듈은, 상기 전원 시스템을 제어하여 상기 충전-방전 모드에 들어가도록 하기 위하여, 상기 구동 제어 스위치를 꺼서 상기 양방향의 직류-직류 모듈을 작동시키고, 상기 모터 제어 스위치를 끄고, 상기 충전-방전 제어 모듈을 작동시키도록 더 구성되는 것을 특징으로 하는 전기 차량. , 제17항에 있어서,상기 전원 배터리의 상기 제2 단자에 접속되는 제1 단자 및 상기 양방향의직류-직류 모듈의 상기 제2 직류 단자에 접속되는 제2 단자를 구비하고, 상기 양방향의 직류-직류 모듈의 상기 제3 직류 단자 및 상기 제1 직류 단자 사이에 접속되는 버스 캐패시터 및 상기 양방향의 직류-직류 모듈에서 제1 캐패시터를 선충전하기 위한 제1 선충전 제어 모듈을 더 포함하되,상기 제1 선충전 제어 모듈은,상기 양방향의 직류-직류 모듈의 상기 제2 직류 단자에 접속되는 제2 단자를 구비하는 제1 스위치;상기 제1 스위치의 제1 단자에 접속되는 제1 단자 및 상기 전원 배터리의 상기 제2 단자에 접속되는 제2 단자를 구비하는 제1 저항기; 및상기 제1 저항기의 상기 제2 단자에 접속되는 제1 단자 및 상기 제1 스위치의 상기 제2 단자에 접속되는 제2 단자를 구비하는 제2 스위치를 포함하되,상기 전원 시스템이 작동하는 경우에, 상기 제어 모듈은 상기 양방향의 직류-직류 모듈에 있는 상기 제1 캐패시터 및 상기 버스 캐패시터를 선충전하기 위하여 상기 제1 스위치를 켜도록 제어하고; 상기 버스 캐패시터의 전압이 상기 전원 배터리의 전압의 미리 결정된 배수인 경우에는, 상기 제어 모듈은 상기 제1 스위치를 끄도록 제어하고 상기 제2 스위치를 켜도록 제어하는 것을 특징으로 하는 전기 차량. | KR | South Korea | NaN | B | True |
| 19 | Vehicle battery system \n | US11780337B2 | The present disclosure relates to battery systems for heavy-duty vehicles and a method for equipping heavy-duty vehicles with such systems.\nThe use of alternative fuels for vehicles is becoming more prevalent. Natural gas powered automobiles produce less harmful emissions than do automobiles powered by traditional fossil fuels. A growing trend is the use of electrical motors for propulsion.\nElectric drive systems have become ubiquitous for small passenger vehicles. However, long wait time to charge batteries is an obstacle to wider adoption of electric drive systems.\nAn aspect of the present invention provides a battery system for a hybrid or an electric vehicle. Another aspect of the present invention provides a battery assembly designed for easy and quick exchange of battery assemblies enabling a vehicle to resume driving much more quickly than traditional charging permits.\nIn one embodiment a battery assembly is provided for an electric vehicle. The battery assembly has a housing, one or more battery units and a mounting system. The housing has a first lateral portion, a second lateral portion, and a central portion. The housing forms an upwardly oriented recess between the first and second lateral portions. The mounting system can be disposed at least partially between the first lateral portion and the second lateral portion. A frame member of a vehicle can be disposed between first and second lateral portions. When so disposed, the frame member can be coupled to the mounting system between first and second lateral portions above the central portion.\nIn one embodiment, the one or more battery units is or are disposed within the housing at least in the central portion.\nIn some variations, at least a portion of the one or more battery units is disposed in the first lateral portion. In some variations, at least a portion of the one or more battery units is disposed in the second lateral portion. In some variations, at least a portion of the one or more battery units is disposed in the first lateral portion and in the second lateral portion.\nIn another embodiment the housing comprises a W-shaped housing.\nThe housing can be configured to be exposed to the road beneath the vehicle when the battery assembly is coupled to a frame member of a vehicle.\nThe mounting system can comprise a first component coupled with the housing and a second component configured to be coupled with the frame member. The first component can be configured to be releasably coupled to the second component. In this context, the releasable coupling can be one that facilitates quick exchange of the battery assembly for another, fully charged, battery assembly.\nWhere provided the second component of the mounting system can be configured to be coupled with a lateral portion of, e.g., an outwardly facing side of, the frame member.\nWhen provided, the second component of the mounting system can include one or more brackets disposed on one or both of a first inside surface of the first lateral portion and on a second inside surface of the second lateral portion.\nWhere provided, the brackets of the mounting system can include U-shaped members configured to be disposed around the second component of the mounting system.\nThe housing is configured such that a lengthwise frame member of the vehicle can be disposed between the first lateral portion and the second lateral portion.\nIn some embodiments, the housing is configured to be coupled to the mounting system from beneath the vehicle. The housing can be moved transversely to the long axis of the vehicle, e.g., between forward and rearward wheels of the vehicle. The housing can be moved longitudinally along the long axis of the vehicle, e.g., under an axle between driver side and passenger side wheels coupled with the axle.\nThe systems, methods and devices may be better understood from the following detailed description when read in conjunction with the accompanying schematic drawings, which are for illustrative purposes only. The drawings include the following figures:\n FIG. 1A is a perspective view of a truck having a fossil fuel system that can be configured with an electric power propulsion system according to an embodiment of the invention;\n FIG. 1B is a side view of the a truck according to an embodiment of the invention;\n FIG. 1C is a bottom view of a truck according to an embodiment of the invention;\n FIG. 1D is a rear view of a truck according to an embodiment of the invention,\n FIG. 2 is a schematic view of a battery assembly of an electric drive system according to an embodiment of the invention;\n FIG. 3 is a perspective view of a battery assembly according to an embodiment of the invention coupled with frame rails of a vehicle;\n FIG. 4 is a top view of the battery assembly of FIG. 3 coupled with frame rails of a vehicle;\n FIG. 5 is a cross-sectional view of one embodiment of the battery assembly of FIGS. 3-4 taken at section plane 5-5 in FIG. 4 ;\n FIGS. 6A to 7C illustrate apparatuses and processes for mounting a battery assembly according to an embodiment of the invention.\nThis application is directed to novel electric vehicle components and assemblies. The components described and claimed herein can be used in vehicles that are powered solely by electric motor(s) and in vehicles that are powered by a combination of power sources including electric motors and fossil fuels, e.g., natural gas fuel systems.\n FIG. 1A illustrates a vehicle 50 with a fossil fuel system 110 disposed within an enclosure behind a cab 104. The fuel system 110 can power a combustion engine. The vehicle 100 can be powered by an electric motor (not shown) as disclosed herein. In one embodiment, the truck has multiple distinct energy sources that are capable of operating independently. In certain embodiments, the truck has no combustion engine and uses an electric motor for its propulsion power.\n FIG. 1B illustrates a side view of a vehicle 100 according to an embodiment of the invention. The vehicle 100 has a cab 104 and a vehicle frame for loading cargo 108. The vehicle 100 has an electric drive system and at least one battery to power the electric drive system. The fossil fuel system 110 is shown in dash line, indicating that in this embodiment such a system is optional and may not be present.\nIn FIG. 1B, a first battery assembly 172 is located under the cab 104 and a second battery assembly 174 is located under the cargo frame 150. In certain embodiments, the truck has no battery to power its electric drive system under the cab 104, and instead has one or more battery assemblies under the cargo area of the vehicle. In certain embodiments, the truck has no battery to power its electric drive system under the cargo frame 150 and instead has one or more battery assemblies forward of the cargo area, e.g., under the cab 104.\nIn FIG. 1B, the two batteries 172, 174 are coupled to a beam 160 that is fixed to the cargo frame 150 and/or a frame of the cab 104. The beam 160 is a structural member that bears the load of the cargo frame 150 and also supports other components directly or indirectly, such as the wheels and axles. The beam 160 is sometimes referred to herein as a rail or frame rail. In certain embodiments, a battery to power the vehicle's electric drive system is fixed to a frame of the cab 104.\nReferring to FIG. 1B, the second battery assembly 174 is sized such that the second battery assembly 174 does not overlap the wheels 181, 183, 185 of the truck. FIG. 1C shows that if the battery assembly 174 is forward of the rear wheels 183, 185, the width dimension of a housing of the battery assembly 174 can be greater than the distance 188 between the inside of the inner wheels. Generally, the battery assembly 174 will not be wider than the distance 189 between the outer sides of the outermost wheels.\n FIG. 1C illustrates a bottom view of the vehicle 100 according to an embodiment of the invention. The truck has at least one beam (or frame rail) 160 installed under the cab 104 and the cargo frame 150. The beam 160 extends generally along a longitudinal direction of the vehicle 100 for holding the cargo frame 150 and other systems such as the wheels and axles, suspension, exhaust, as well as one or both of the battery assemblies 172, 174. Referring to FIG. 1C, the beam 160 extends to overlap a first rear-wheel axle 184 adjacent to or immediately neighboring the front-wheel axle 182. The beam 160 does not extend beyond the front-wheel axle 182 or beyond the first rear-wheel axle 186 in some embodiments. In certain embodiments, the beam 160 extends to overlap all of the axles 182, 184, 186 or does not overlap any of the axles 182, 184, 186 when viewed from the bottom. FIG. 1C shows that the battery assemblies 172, 174 are located in a space between the front-wheel axle 182 and the rear-wheel axle 184 adjacent to or immediately neighboring the front-wheel axle 182 in one embodiment.\n FIG. 1D illustrates a rear view of the vehicle 100 according to an embodiment of the invention. The beam 160 is installed under the cargo frame 150 between rear wheels 185. The battery assembly 174 is coupled to the beam 160 using mounting systems 240, 248. In certain embodiments, the clearance 194 below the rear axles 184, 186 is greater than the height 192 of the battery assembly 174 such that the battery assembly 174 can move under the rear axles 184, 186 and between the rear wheels 185 for exchanging battery assemblies. Manners of securing the first battery 172 or the second battery 174 to the 160 are discussed below in connection with FIGS. 3-5 , FIGS. 6A-6C and FIGS. 7A-7C.\n FIG. 1C is a schematic view of an electric drive system according to an embodiment of the invention. The vehicle 100 uses at least one motor 120 for propulsion. At least one battery assembly 172, 174 of the vehicle 100 provides power in the form of electric current to drive the motor 120. The vehicle 100 comprises an electric current conveyance system 122 for connecting the battery assembly 172, 174 and the motor 120. The vehicle 100 has a transmission system (not shown) to deliver torque generated by the motor 120 to one or more wheel driving axles, e.g., to the axle 184.\n FIG. 2 is a perspective view of the battery assembly 174 according to an embodiment of the invention. FIG. 3 illustrates the battery assembly 174 coupled with the beam 160. FIG. 4 is a top view of the battery assembly 174 coupled with the beam 160.\nReferring to FIG. 2 , the battery assembly 174 includes a housing 200 and at least one mounting system 240, 248 for coupling the battery assembly 174 to the beam 160. The housing 200 comprises a first lateral portion 204, a second lateral portion 208, and a central portion 206 interposed between the lateral portions 204, 208 in one embodiment. The central portion 206 does not extend as far in the vertical direction as the lateral portions 204, 208. A space 210 is provided between the lateral portions 204, 208 to receive the beam 160 as illustrated in FIGS. 4 and 5 . The space 210 can be disposed between an inward facing surface of the first lateral portion 204 and an inward facing surface of the second lateral portion 204. The inward facing surface can be surfaces that face toward a central vertical longitudinal plane of the vehicle 100 when the battery assembly 174 is mounted thereto. In other words, the inward surfaces can be closer to the central vertical longitudinal plane than are outward surfaces of the first and second lateral portions 204, 208 which face away from that central longitudinal plane.\nThe housing 200 of the battery assembly 174 is generally symmetrical about a central plane A-A. The mounting system 240 and the mounting system 248 are also symmetrical about the central plane A-A. In certain embodiments, the battery assembly 174 is asymmetrical about the plane A-A, and the mounting system 248 connected to the first lateral portion 204 and the mounting system 240 connected to the second lateral portion 208 have different configurations.\nAt least one mounting system 240 is provided in a recess 212 between the central portion 206 and the first lateral portion 204. The recess 212 can include a bight formed by the housing 200. The bight can be formed in a concave periphery on the top side of the housing 200. The bight can include a more complex shape such as two U-shaped or concave portions on opposite sides of a central vertical plane of the housing 200. The mounting system 240 includes a first member 242 fixed to a wall of the housing 200 (e.g., to a wall of the second lateral portion 208) that is facing the beam 160 and a second member or component 244 for connecting the first member 242 to the beam 160. In some embodiments, when the battery 174 is lifted to a position where the first member 242 of the mounting system 240 is at a level of the beam, the second member 244 is fixed to the beam by fastening a bolt (that is accessible from the space 206). In certain embodiments, the second member 244 is fixed to the beam using at least one bolt 245, the beam 160 has at least one through hole 246 for receiving the bolt 245, and the second member 244 has at least one screw hole for receiving the bolt 245. In certain embodiments, a procedure to secure the battery assembly 174 to the beam comprises: (1) when the vehicle 100 is parked, moving the battery assembly 174 on or over the ground to place it under the beam 160; (2) lifting the battery assembly 174 to a set position of FIG. 3 where the through hole 246 is aligned with a screw hole of the bracket 244; and (3) fastening the bolt 245 to bracket 244 passing the through hole 246. In various techniques, a motorized screwdriver, impact wrench or other hand tool can access the bolt 245 in the space 210 over the central portion 206 of the battery assembly 174. In another method, the second member 244 is secured to the beam 160 and the bolt 245 may be advanced through any of the holes in the side of the first member 242. More specifically, the bolt 245 can be advanced through any of the holes in a direction parallel to the central plane A-A and into the second member 244. An impact wrench or other tool can be used to secure the bolt 245 in this direction and in this manner.\n FIG. 5 is a cross sectional view of the battery assembly 174 coupled with the frame rails 160 of a vehicle as shown in FIG. 4 . The housing 200 of the battery assembly 174 contains or encloses a plurality of battery units or cells 222. The housing 200 is fixed to the beam (e.g., frame rail) 160 using the mounting system 240, 248 such that some of the battery units 222 are disposed laterally of the frame rails 160 and some are disposed between the frame rails 160. More particularly, the mounting system 240 enables the frame rails 160 to support battery cells over a wide area beneath the vehicle 100, with some battery cells at the central vertical longitudinal plane of the vehicle 100, and some disposed laterally between the central vertical longitudinal plane of the vehicle 100 and the frame rails 160 and with some of the battery cells laterally between the frame rails 160 and the lateral outer extent of the vehicle 100, e.g., such that the frame rails are between at least some of the battery cells 222 and the central vertical longitudinal plane of the vehicle 100. Referring to the at least one battery cell 222 are contained in portions of the housing 200 corresponding to the mounting system 240, e.g., in the central portion 212 of the housing, at a level of, lateral of, and/or below the mounting system 240 to increase the number of contained battery cells while allowing a vacant space 210 between the lateral portions 204, 208.\n FIGS. 6A to 6C illustrate processes for mounting a battery assembly according to an embodiment of the invention. A first bracket 260 fixed to the beam 160 is engaged with a second bracket 250 for coupling the lateral portion 208 of the housing to the beam. The lateral portion 208 and the second bracket 250 can be moved from one side of the vehicle 100 under the frame rails 160 across the central vertical longitudinal plane of the vehicle 100 then lifted to be disposed over at least a portion of the first bracket 260. When the battery cell 174 is lifted from a set position of FIG. 6A to a lifted position of FIG. 6B, a coupling pin 252 of the second bracket 250 is elevated above a recess 262 of the first bracket 260. When the battery assembly is in a mounted position of FIG. 6C, the coupling pin 252 is received in the recess 262 of the first bracket 260 such that one side of the battery assembly 174 is coupled to one of the beams 160 of the vehicle. In certain embodiments, subsequent to coupling the lateral portion 208 to the beam 160 in the mounted position of FIG. 6C, another mounting system 248 connected to the lateral portion 204 at the other side of the battery assembly 174 is aligned with the beam 160 and then secured to the beam 160 using a bolt (or other fastening system) to prevent the battery assembly 174 from moving relative to the beam 160 and to prevent the coupling pin 252 from coming out of the recess 262. More details about coupling of the brackets 250, 260 can be found in PCT Application No. PCT/US2016/039363, which is hereby incorporated in its entirety by reference as if fully set forth herein.\n FIGS. 7A to 7C illustrate a process for mounting a battery assembly according to an embodiment of the invention. A third bracket 280 fixed to the beam 160 is engaged with a fourth bracket 270 for coupling the lateral portion 208 of the housing to the beam 160. When the battery cell 174 is lifted from a set position of FIG. 7A to a lifted position of FIG. 7B, a coupling protrusion 282 of the third bracket 280 is elevated over a hole 272 of the forth bracket 270. When the battery assembly is in a mounted position of FIG. 7C, the coupling protrusion 282 is inserted to the hole 272 of the fourth bracket 270 such that the battery cell 174 is coupled to the beam 160. In some embodiments, subsequent to coupling the lateral portion 208 to the beam 160 in the mounted position of FIG. 7C, another mounting system 248 connected to the lateral portion 204 at the other side of the battery assembly 174 is aligned with the beam 160 and then secured to the beam 160 using a bolt (or other fastening system) to prevent the battery assembly 174 from moving relative to the beam 160 and to prevent the coupling pin 252 from coming out of the recess 262. More details about coupling of the brackets 270, 280 can be found in U.S. application Ser. No. 14/057,410, which is hereby incorporated in its entirety by reference as if fully set forth herein.\n FIG. 1A shows the fuel system 110 mounted to the vehicle 50 in a behind-the-cab or back-of-cab configuration. More details of the fuel system 110 can be found in U.S. application Ser. No. 15/014,933 which is hereby incorporated in its entirety by reference as if fully set forth herein.\nWhile the present description sets forth specific details of various embodiments, it will be appreciated that the description is illustrative only and should not be construed in any way as limiting. Furthermore, various applications of such embodiments and modifications thereto, which may occur to those who are skilled in the art, are also encompassed by the general concepts described herein. Each and every feature described herein, and each and every combination of two or more of such features, is included within the scope of the present invention provided that the features included in such a combination are not mutually inconsistent.\nThe above presents a description of systems and methods contemplated for carrying out the concepts disclosed herein, and of the manner and process of making and using it, in such full, clear, concise, and exact terms as to enable any person skilled in the art to which it pertains to make and use this invention. The systems and methods disclosed herein, however, are susceptible to modifications and alternate constructions from that discussed above which are within the scope of the present disclosure. Consequently, it is not the intention to limit this disclosure to the particular embodiments disclosed. On the contrary, the intention is to cover modifications and alternate constructions coming within the spirit and scope of the disclosure as generally expressed by the following claims, which particularly point out and distinctly claim the subject matter of embodiments disclosed herein.\nAlthough embodiments have been described and pictured in an exemplary form with a certain degree of particularity, it should be understood that the present disclosure has been made by way of example, and that numerous changes in the details of construction and combination and arrangement of parts and steps may be made without departing from the spirit and scope of the disclosure as set forth in the claims hereinafter.\n | The present disclosure relates to a battery system for a hybrid or an electric vehicle. Another aspect of the present disclosure provides a battery assembly designed for easy and quick exchange of battery assemblies enabling a vehicle to resume driving much more quickly than traditional charging permits. | US:17/338,315 | https://patentimages.storage.googleapis.com/0d/f0/48/6966fc939aa756/US11780337.pdf | US:11780337 | Todd F. SLOAN, Chris Forsberg, Landon Tyerman, Eric M. Coupal-Sikes, Brad Jonathan van Hanegem | Hexagon Purus North America Holdings Inc | US:1551594, US:1678033, GB:491788:A, GB:527052:A, GB:744973:A, US:3760134, US:4248323, US:4317497, US:4365681, US:5460234, US:5421600, US:5585205, US:5558949, KR:19980035495:A, US:5854517, US:6188574, US:6624610, US:6575258, US:6443253, DE:10108713:A1, US:6547020, US:20040231831:A1, US:6668957, US:20040134699:A1, US:20060102398:A1, JP:2004142524:A, US:7144039, US:7237644, US:20040178602:A1, US:6971657, US:7051825, CN:2647706:Y, US:20050162015:A1, EP:1577143:A1, US:20050218136:A1, US:7507499, US:7398849, US:20080258682:A1, US:20070092764:A1, US:8122989, US:8051934, US:8037960, DE:102006009189:B3, US:8127876, US:8276697, US:20080169144:A1, US:20080169139:A1, US:7931105, US:20080225483:A1, EP:2008917:A2, US:8778527, US:20090201650:A1, US:20100175940:A1, US:20100000816:A1, US:20100112843:A1, JP:2010100207:A, US:8397853, US:20100163326:A1, US:8701842, US:20120055725:A1, US:9283838, US:8789635, US:20100320012:A1, US:8342279, US:20110068622:A1, US:20110114398:A1, US:8783396, US:8474559, US:8517126, US:20130001384:A1, US:20110260530:A1, US:8464817, US:8776927, US:8616319, US:20130108404:A1, US:8596685, US:9077019, US:20120090907:A1, US:20120103714:A1, US:9108691, US:20120160583:A1, US:8672354, US:20120175177:A1, US:9103092, US:9033078, US:20120255799:A1, US:20120312612:A1, US:9108497, US:8794361, US:9061712, EP:2554420:A1, DE:102011109024:A1, US:9321352, US:20140367183:A1, US:20130108897:A1, US:9227582, US:20140287284:A1, US:20140338999:A1, US:9085226, US:20130248268:A1, US:8905170, US:9205749, WO:2014044618:A1, US:9586490, DE:102012109062:A1, EP:3640123:A1, EP:2712788:A2, JP:2014069686:A, US:8764469, EP:2712748:B1, US:9409495, US:9457652, US:20200384854:A1, US:20150291056:A1, US:20140141288:A1, US:9812685, US:9315173, DE:102013000112:A1, US:9056557, ES:1079022:U, US:10259329, US:20160087256:A1, US:10668807, US:20160297283:A1, US:20150194712:A1, US:9033085, CN:103863080:A, US:20160079795:A1, US:20200002828:A1, US:10000908, US:10236496, US:10457156, US:20160190526:A1, US:20160226041:A1, US:10183698, US:20190263449:A1, CN:104993151:A, KR:20170000950:A, WO:2016210329:A1, US:20170012506:A1, US:10166883, US:9902348, US:10121609, US:9776665, US:10358023, US:20180319263:A1, US:20180333905:A1, US:9636984, CN:105438262:A, US:10654530, US:10661844, GB:2546535:A, US:10823333, US:10160344, US:20170225558:A1, US:10017037, US:10427627, US:20170282709:A1, US:10193112, US:10414351, US:10308132, US:20170320382:A1, US:10661680, US:10589797, US:20180022389:A1, GB:2555906:A, US:10421345, US:20180062125:A1, US:10583746, US:10516146, US:9884545, US:10486515, US:20180145382:A1, US:10611408, US:10641431, US:20180183118:A1, WO:2018123337:A1, US:20180190960:A1, US:10199781, US:20180201110:A1, US:10559858, US:20200088299:A1, US:10604188, US:20180339594:A1, US:10177356, US:20180370368:A1, US:10543796, US:20190036181:A1, US:10569634, US:20190061505:A1, US:20190074495:A1, US:20190074497:A1, US:20190081298:A1, US:10696251, US:20190084397:A1, US:10358024, AU:2018232986:A1, US:10670191, US:20200180848:A1, US:10703416, US:10464613, US:20190296541:A1, US:20200369228:A1, US:20190181517:A1, US:20190202312:A1, US:20190229314:A1, US:10688856, US:20190302764:A1, US:10752102, US:20190291560:A1, US:20190326573:A1, US:10688857, US:20210218101:A1, US:20190393571:A1, US:11043714, WO:2020041630:A1, US:20200157769:A1, US:20200156500:A1, US:20200083573:A1, US:20200094669:A1, US:10493837, US:20200139808:A1, US:20200152938:A1, US:10589788, US:20200247225:A1, US:10899214, US:20220021050:A1, US:11652250, US:20220242215:A1, US:11312221, US:11043707, US:11040610, WO:2020215023:A1, US:20210213821:A1, WO:2020215018:A1, US:20200406777:A1, US:20210036649:A1, US:11110786, US:20210094400:A1, WO:2021108429:A1, US:11345331, US:20210155224:A1, US:20220274494:A1, US:20220111716:A1, WO:2022125929:A1, WO:2023027965:A2, WO:2023027960:A2, WO:2023027961:A1, WO:2023027959:A1 | Not available | 2023-10-10 | 1. A battery assembly for an electric vehicle, comprising:\na housing having a first outwardly facing side, a second outwardly facing side, and a central portion, the housing forming an upwardly oriented surface between the first and second outwardly facing sides;\none or more battery units disposed within the housing in the central portion; and\na mounting system disposed at least partially between the first outwardly facing side and the second outwardly facing side;\nwherein a lengthwise frame member of the electric vehicle can be disposed between the first and second outwardly facing sides and when so disposed can be coupled to the mounting system between the first and second outwardly facing sides; and\nwherein the first outwardly facing side faces outwardly relative to a length of the electric vehicle.\n, a housing having a first outwardly facing side, a second outwardly facing side, and a central portion, the housing forming an upwardly oriented surface between the first and second outwardly facing sides;, one or more battery units disposed within the housing in the central portion; and, a mounting system disposed at least partially between the first outwardly facing side and the second outwardly facing side;, wherein a lengthwise frame member of the electric vehicle can be disposed between the first and second outwardly facing sides and when so disposed can be coupled to the mounting system between the first and second outwardly facing sides; and, wherein the first outwardly facing side faces outwardly relative to a length of the electric vehicle., 2. The battery assembly of claim 1, wherein the housing comprises an upward oriented recess formed in part by the upwardly oriented surface., 3. The battery assembly of claim 1, wherein the housing comprises a W-shaped housing., 4. The battery assembly of claim 1, wherein the housing is configured to be exposed to a road beneath the electric vehicle when the battery assembly is coupled to a frame member of the electric vehicle., 5. The battery assembly of claim 1, wherein the mounting system comprises a first component coupled with the housing and a second component configured to be coupled with the lengthwise frame member, the first component configured to be releasably coupled to the second component., 6. The battery assembly of claim 5, wherein the second component is configured to be coupled with a lateral portion of the lengthwise frame member on an outboard side of the frame member., 7. The battery assembly of claim 5, wherein the first component comprises one or more brackets disposed adjacent to the upwardly oriented surface., 8. The battery assembly of claim 5, wherein the first component is coupled with the housing and extends away from the upwardly oriented surface to a connection portion configured to couple with the second component to suspend the battery assembly from the lengthwise frame member., 9. The battery assembly of claim 1, wherein at least a portion of one of the one or more battery units is disposed in a first lateral portion disposed between the central portion and the first outwardly facing side and/or in a second lateral portion disposed between the central portion and the second outwardly facing side., 10. The battery assembly of claim 9, wherein at least one of the first lateral portion and the second lateral portion extend upwardly along a vertical portion of the mounting system., 11. The battery assembly of claim 1, wherein the mounting system is configured to couple the housing to the electric vehicle from beneath the electric vehicle., 12. The battery assembly of claim 1, wherein the mounting system comprises a pin and groove connection facilitating at least partial support of the housing on the lengthwise frame member of the electric vehicle without additional fasteners., 13. The battery assembly of claim 1, wherein the mounting system is configured to support the battery assembly from only outward sides of a frame assembly., 14. A vehicle assembly, comprising:\na frame assembly comprising a frame rail; and\na frame rail mounting member coupled with the frame rail;\nthe battery assembly of claim 1, wherein the mounting system comprises one or more brackets coupled with the housing and coupled with the frame rail mounting member at a location spaced away from the upwardly oriented surface.\n, a frame assembly comprising a frame rail; and, a frame rail mounting member coupled with the frame rail;, the battery assembly of claim 1, wherein the mounting system comprises one or more brackets coupled with the housing and coupled with the frame rail mounting member at a location spaced away from the upwardly oriented surface., 15. The vehicle assembly of claim 14, wherein the frame rail mounting member is coupled with an outboard surface of the frame rail., 16. The vehicle assembly of claim 15, wherein the frame rail comprises a first frame rail and further comprising a second frame rail, the first and second frame rails extending along a longitudinal axis of the frame assembly, wherein the vehicle assembly further comprises a second frame rail mounting member coupled with an outboard side of the second frame rail, the mounting system comprising one or more brackets coupled with the housing and with the second frame rail mounting member., 17. The vehicle assembly of claim 16, wherein the mounting system supports the battery assembly from only outboard sides of the first frame rail and the second frame rail., 18. The vehicle assembly of claim 14, wherein the frame rail comprises a first frame rail and further comprising a second frame rail, the first and second frame rails extending along a longitudinal axis of the frame assembly, wherein the central portion of the housing of the battery assembly is disposed at least partially in a space between the first and second frame rails at an elevation above a bottom portion of at least one of the first and the second frame rails., 19. A battery assembly, comprising:\na housing having a first lateral portion, a second lateral portion, and a central portion;\none or more battery units disposed within the central portion of the housing; and\na mounting system comprising a plurality of brackets coupled with the housing;\nwherein a frame member of a vehicle can be disposed between the first and the second lateral portions and when so disposed can be coupled to the mounting system between the first and the second lateral portions to suspend the housing from the frame member of the vehicle at a location above at least a portion of an upper surface of the housing;\nwhereby at least one of the one or more battery units is disposed beneath a lower edge of the frame member of the vehicle when the battery assembly is coupled with the frame member.\n, a housing having a first lateral portion, a second lateral portion, and a central portion;, one or more battery units disposed within the central portion of the housing; and, a mounting system comprising a plurality of brackets coupled with the housing;, wherein a frame member of a vehicle can be disposed between the first and the second lateral portions and when so disposed can be coupled to the mounting system between the first and the second lateral portions to suspend the housing from the frame member of the vehicle at a location above at least a portion of an upper surface of the housing;, whereby at least one of the one or more battery units is disposed beneath a lower edge of the frame member of the vehicle when the battery assembly is coupled with the frame member., 20. The battery assembly of claim 19, wherein the housing comprises a W-shaped housing., 21. The battery assembly of claim 19, wherein the housing is configured to be exposed to a road beneath the vehicle when the battery assembly is coupled to a frame member of the vehicle., 22. The battery assembly of claim 19, wherein at least a portion of one of the one or more battery units is disposed in the first lateral portion and/or in the second lateral portion., 23. The battery assembly of claim 19, wherein at least one of the first lateral portion and the second lateral portion extend upwardly along a vertical portion of the mounting system., 24. The battery assembly of claim 19, wherein the frame member of the vehicle is a lengthwise frame member of the vehicle., 25. The battery assembly of claim 19, wherein the mounting system is configured to couple the housing to the vehicle from beneath the vehicle., 26. The battery assembly of claim 19, wherein the mounting system comprises a pin and groove connection facilitating at least partial support of the housing on the frame member of the vehicle without additional fasteners., 27. The battery assembly of claim 19, wherein the mounting system is configured to support the battery assembly from only outward sides of a frame assembly. | US | United States | Active | B | True |
| 20 | Saddle-type electric vehicle \n | US9327586B2 | The present application claims priority from Japanese application JP 2013-230716 filed on Nov. 6, 2013, the entire contents of which are hereby incorporated by reference into this application.\n1. Field of the Invention\nThe present invention relates to a layout of an electric motor, a battery, and a motor control unit in a saddle-type electric vehicle that is driven by an electric motor.\n2. Description of the Related Art\nThe development of a saddle-type electric vehicle has made progress in which a rear wheel that is a drive wheel is driven by an electric motor. JP 2010-18270 A discloses an electric two-wheel vehicle as an example of the saddle-type electric vehicle. In the vehicle disclosed in JP 2010-18270 A, an electric motor is disposed below a battery that supplies electrical power to the electric motor. An output shaft is disposed rearward of the electric motor, and includes a sprocket around which a chain is wound to transmit the power of the electric motor to the rear wheel. The electric vehicle includes a control unit that includes an inverter which converts direct current of the battery into alternating current to drive the electric motor. In the vehicle disclosed in JP 2010-18270 A, the control unit (motor controller in JP 2010-18270 A) is disposed below the battery and rearward of the electric motor.\nIn the vehicle disclosed in JP 2010-18270 A, the control unit is disposed below the battery and above the output shaft. A vertical space between the battery and the output shaft is limited. For this reason, in the vehicle disclosed in JP 2010-18270 A, a portion of the vehicle that accommodates the control unit must be long in the front-rear direction, and overhangs farther rearward than a rear end of the battery. In the saddle-type electric vehicle, the diameter of the electric motor is relatively large so as to secure the output thereof, and it is necessary to secure a distance between the ground and the electric motor. For this reason, in the vehicle disclosed in JP 2010-18270 A, it is difficult to secure the space to dispose the control unit between the electric motor and the battery, and to prevents the portion of the vehicle that accommodates the control unit from overhanging rearward.\nThe layout in which the control unit is disposed rearward of the electric motor increases the length in the front-rear direction of the entire powertrain system device that includes the electric motor and the control unit. This potentially leads to an increase in the wheel base, and a decrease in distance (that is, the length of a rear arm that supports the rear wheel) from the powertrain system device to the rear wheel, and adversely affects the drivability of the vehicle.\nAccordingly, preferred embodiments of the present invention provide saddle-type electric vehicles that are configured to include a compact layout in the front-rear direction of an electric motor and a control unit that controls the electric motor.\nAccording to a preferred embodiment of the present invention, a saddle-type electric vehicle includes a battery, an electric motor disposed below the battery such that a rotary shaft of the electric motor extends in a lateral direction of the vehicle and is configured to drive a drive wheel, a motor control unit configured to receive electrical power from the battery and to supply the electrical power of the battery to the electric motor, and an accommodating portion configured to accommodate the motor control unit. The accommodating portion is positioned below the battery and forward of the electric motor, and is arranged in a posture in which a length in the front-rear direction of the accommodating portion is less than a vertical height of the accommodating portion in a side view of the vehicle. According to preferred embodiments of the present invention, it is possible to achieve a compact longitudinal layout of the electric motor and the motor control unit.\nIn a saddle-type electric vehicle according to a preferred embodiment of the present invention, the accommodating portion is preferably obliquely arranged such that a lower portion of the accommodating portion is positioned farther rearward than an upper portion of the accommodating portion. Accordingly, even when a front wheel moves vertically relative to a vehicle body, it is easy to dispose the accommodating portion so as to avoid interference between the front wheel and the accommodating portion of the motor control unit.\nIn a saddle-type electric vehicle according to a preferred embodiment of the present invention, a front portion of the battery preferably includes a connector configured to be electrically connected to a connector provided on the vehicle. Accordingly, it is possible to reduce the length of wiring from the battery to the motor control unit and, thus, reduce electrical power loss.\nIn a saddle-type electric vehicle according to a preferred embodiment of the present invention, the vehicle is preferably provided with a motor accommodating portion configured to accommodate the electric motor. The motor accommodating portion is preferably disposed below a vehicle body frame, and preferably attached to a lower side of the vehicle body frame. Accordingly, it is possible to increase the rigidity of the vehicle body frame.\nIn a saddle-type electric vehicle according to a preferred embodiment of the present invention, the vehicle preferably includes an output shaft disposed downward of the battery and rearward of the electric motor, and is configured to be rotated by the drive of the electric motor. A center of the output shaft is preferably positioned above or below a straight line that passes through a center of the rotary shaft of the electric motor and preferably extends along a lower surface of the battery in a side view of the vehicle body. Accordingly, it is possible to reduce a distance between a rotary shaft of the electric motor and the output shaft in a direction along the lower surface of the battery while securing the distance therebetween.\nIn a saddle-type electric vehicle according to a preferred embodiment of the present invention, a front surface of the accommodating portion is preferably provided with a plurality of heat radiating fins. Since the accommodating portion is provided in a posture in which the length in the front-rear direction of the accommodating portion is less than the vertical height thereof, the front surface of the accommodating portion has a relatively large area. By providing the plurality of heat radiating fins at the front surface of the accommodating portion, it is possible to improve the cooling performance.\nIn a saddle-type electric vehicle according to a preferred embodiment of the present invention, the plurality of heat radiating fins are preferably aligned in the lateral direction. Accordingly, mud or water spattered by the front wheel is prevented from accumulating between the fins.\nThe above and other elements, features, steps, characteristics and advantages of the present invention will become more apparent from the following detailed description of the preferred embodiments with reference to the attached drawings.\n FIG. 1 is a side view of a saddle-type electric vehicle according to a preferred embodiment of the present invention.\n FIG. 2 is a perspective view illustrating a frame of the saddle-type electric vehicle.\n FIG. 3 is a plan view of a battery case of the frame.\n FIG. 4 is a side view of a case defined by the battery case and a motor case.\n FIG. 5 is a side view illustrating an internal portion of the case. In FIG. 5, a left case half body of the case is partially removed.\n FIG. 6 is a cross-sectional view of the battery case illustrated in FIG. 5.\n FIGS. 7A and 7B are cross-sectional views of a side wall portion of the battery case. FIG. 7A is a cross-sectional view taken along line VIIa-VIIa illustrated in FIG. 2. FIG. 7B is a cross-sectional view taken along line VIIb-VIIb illustrated in FIG. 2.\n FIG. 8 is a perspective view illustrating an example of an adjuster mechanism.\n FIG. 9 is a view illustrating an example of a connector provided in the vehicle body and an example of a transmission mechanism that transmits the movement of the case cover as an operation member to the connector provided in the vehicle body.\n FIG. 10 is a view when the transmission mechanism is seen in a direction of arrow X illustrated in FIG. 9.\n FIG. 11 is a perspective view of the connector and a lock member of the transmission mechanism.\n FIG. 12 is a perspective view of the connector and the lock member of the transmission mechanism.\n FIGS. 13A and 13B are views illustrating a modified example of a mechanism that limits the movement of a battery with respect to the connector.\n FIG. 14 is a plan view of the battery.\n FIG. 15 is a side view of the battery.\n FIG. 16 is an exploded perspective view of the battery.\n FIGS. 17A and 17B are views illustrating a modified example of the battery case and the motor case.\n FIGS. 18A and 18B are views illustrating a modified example of the battery case and the motor case.\n FIG. 19 is a side view illustrating another example of an electric two-wheel vehicle.\n FIG. 20 is a side view illustrating a connection structure between an upper cover and the case cover of the electric two-wheel vehicle illustrated in FIG. 19.\n FIGS. 21A and 21B are views illustrating the movement of an upper cover and the case cover.\n FIG. 22 is a view illustrating a modified example of the battery case and the motor case.\nHereinafter, a saddle-type electric vehicle and a battery equipped therein according to preferred embodiments of the present invention will be described. FIG. 1 is a side view of the saddle-type electric vehicle according to a preferred embodiment of the present invention. In this specification, an electric two-wheel vehicle 1 as an example of the saddle-type electric vehicle will be described. The saddle-type electric vehicle is not limited to an electric two-wheel vehicle, and may be a four-wheel all-terrain vehicle or recreational off-highway vehicle, for example. FIG. 2 is a perspective view illustrating a frame of the electric two-wheel vehicle 1. FIG. 3 is a plan view of a battery case 50 of the frame. FIG. 4 is a side view of a case C defined by the battery case 50 and a motor case 70 (to be described later). FIG. 5 is a side view illustrating an internal portion of the case C. In FIG. 5, a left case half body CL of the case C is partially removed.\nIn the following description, Y1 and Y2 illustrated in FIG. 1 indicate forward and rearward directions, respectively, and Z1 and Z2 indicate upward and downward directions, respectively. X1 and X2 illustrated in FIG. 3 indicate rightward and leftward directions, respectively.\nAs illustrated in FIG. 1, a front wheel 2 of the electric two-wheel vehicle 1 is supported by lower ends of a front fork 3. The front fork 3 can turn rightward and leftward about a steering shaft supported by a head pipe 41 (refer to FIG. 2) (to be described below). A handlebar 4 is attached to an upper portion of the front fork 3. Opposite end portions of the handlebar 4 are respectively provided with grips 4 a. The right grip functions as an accelerator grip.\nAs illustrated in FIG. 1, a rear wheel 5 which is a drive wheel of the electric two-wheel vehicle 1 is supported by a rear arm 7. The rear arm 7 is supported by a pivot shaft 8 that is provided at a front end of the rear arm 7. The rear wheel 5 and the rear arm 7 can vertically move about the pivot shaft 8.\nThe electric two-wheel vehicle 1 includes a drive system 20 that includes an electric motor 21 configured to drive the rear wheel 5. The drive system 20 includes a speed reducer mechanism that reduces the rotation of the electric motor 21 and transmits the rotation to the output shaft 23. For example, the speed reducer mechanism includes a gear and a belt. As illustrated in FIG. 4, the speed reducer mechanism in the example described here includes a gear 22 that includes a large-diameter gear portion 22 a that engages with a rotary shaft 21 a of the electric motor 21 and a small-diameter gear portion 22 b that engages with a gear of the output shaft 23. The drive system 20 is accommodated in the motor case 70 (to be described below). The output shaft 23 is provided with a rotating member 23 a that is exposed laterally out of the motor case 70. For example, the rotating member 23 a is a sprocket and a pulley. The rotation of the rotating member 23 a is transmitted to the rear wheel 5 via a power transmission member 24 including a belt or a chain. The rotating member 23 a is preferably a gear (for example, a bevel gear). In this case, the transmission member 24 is preferably a shaft.\nThe electric two-wheel vehicle 1 includes a battery 30 configured to supply electricity to the electric motor 21. The battery 30 is preferably a lithium ion battery, for example, but the type of the battery 30 is not limited to this example. The electric two-wheel vehicle 1 in the example illustrated here preferably includes a plurality of batteries 30. More specifically, the electric two-wheel vehicle 1 includes two batteries 30, for example (refer to FIG. 2). The number of batteries 30 is not limited to two, and for example, the electric two-wheel vehicle 1 may include three or four batteries 30. The batteries 30 can be attached to, and detached from, the vehicle body, and a user can detach the batteries 30 from the vehicle body and charge the batteries 30 with a battery charger.\nAs illustrated in FIG. 2, the electric two-wheel vehicle 1 includes the battery case 50 as a configuration member of a frame, and the batteries 30 are accommodated in the battery case 50. The battery case 50 in the example illustrated in FIG. 2 accommodates the plurality of batteries 30. The battery case 50 preferably has a box shape with an open top surface, and the batteries 30 can be vertically attached to, and detached from, the vehicle body. A case cover 60 is provided to cover the opening of the battery case 50. The size of the case cover 60 preferably corresponds to the opening of the battery case 50, and the battery case 50 is closed with the case cover 60.\nAs illustrated in FIG. 3, the battery case 50 includes a front wall portion 52 that defines a front surface of the battery case 50, side wall portions 53 that define right and left side surfaces thereof, and a rear wall portion 54 that defines a rear surface thereof. These wall portions 52, 53, and 54 surround the batteries 30. Accordingly, it is possible to effectively protect the batteries 30. The battery case 50 is preferably made of metal. For example, the material of the battery case 50 may be aluminum, iron, magnesium, or an alloy thereof. The battery case 50 includes a bottom portion 55 that supports a lower surface of each of the batteries 30 (refer to FIG. 5). The battery case 50 and the case cover 60 in the closed state define a box where all of a front surface, a rear surface, a top surface, a bottom surface, and right and left surfaces of the box are closed.\nIn the present example, the electric two-wheel vehicle 1 includes the case C including the battery case 50 and the motor case 70, and the case C includes a right case half body CR and a left case half body CL which are assembled together in a lateral direction of the vehicle (a direction of the vehicle width) (refer to FIG. 3). Each of the case half bodies CR and CL is an integral member. For example, the bottom portion 55 of the battery case 50 is a member that is separate from the case half bodies CR and CL. The bottom portion 55 is fixed to the case half bodies CR and CL with tightening members such as bolts or screws, for example. The structure of the battery case 50 is not limited to that in this example. For example, the bottom portion 55 may be integral with the case half bodies CR and CL.\nAs illustrated in FIG. 2, the battery case 50 is positioned to the rear of the head pipe 41 that supports the steering shaft. The head pipe 41 is connected to a front portion of the battery case 50. Accordingly, the battery case 50 can function as not only a member to accommodate the batteries 30, but also as a portion of the frame. As a result, it is possible to reduce the weight of the vehicle body, and reduce the vehicle width compared with the same in a structure where right and left frames are located on the right side and the left side of the battery case 50. In the present example, as illustrated in FIG. 2, the head pipe 41 is connected to the front wall portion 52 of the battery case 50. In addition, the head pipe 41 may be connected to a front portion of each of the side wall portions 53 of the battery case 50. Here, the structure in which “the head pipe 41 is connected to the battery case 50” includes not only a structure in which the head pipe 41 is attached to the battery case 50 with fasteners such as bolts, but also a structure in which the head pipe 41 is integral with the battery case 50.\nAs illustrated in FIG. 2, for example, the electric two-wheel vehicle 1 includes a foremost frame portion 40 that extends rearward from the head pipe 41 as a configuration member of the frame. The head pipe 41 in FIG. 2 is integral with the foremost frame portion 40. The foremost frame portion 40 is attached to the front portion of the battery case 50 with tightening members such as bolts, for example. By virtue of this structure, it is possible to use the battery case 50 which is common for a plurality of vehicle body models in which the shape of the foremost frame portion 40, the angle of the head pipe 41, and the like are respectively different from each other. The structures of the foremost frame portion 40 and the battery case 50 are not limited to those in the above-mentioned example. For example, the foremost frame portion 40 may be integral with the battery case 50.\nAs illustrated in FIG. 2, the foremost frame portion 40 in the example described here is positioned to the front of the battery case 50, and is attached to the battery case 50 in a front-rear direction of the vehicle. That is, the battery case 50 and the foremost frame portion 40 define the front surface and the rear surface, respectively, which are connected to each other in the front-rear direction. When the vehicle is travelling, a force of pushing the battery case 50 rearward may be applied from the head pipe 41. By virtue of the above-mentioned fixing structure of the battery case 50 and the foremost frame portion 40, it is possible to increase resistance of the frame against this force. In FIG. 2, a rear portion of the foremost frame portion 40 is provided with attachment places 40 c through which tightening members such as bolts are inserted from a front side. The foremost frame portion 40 and the battery case 50 are fixed together with the tightening members. The fixing structure of the foremost frame portion 40 and the battery case 50 is not limited to that in the present example. For example, the foremost frame portion 40 and the battery case 50 may be attached together in the lateral direction. Specifically, a forward protruding portion may be provided in the front wall portion 52 of the battery case 50, and the protruding portion may be fixed to the rear portion of the foremost frame portion 40 in the lateral direction. The foremost frame portion 40 may include portions that are respectively positioned beside the side wall portions 53 of the battery case 50, and the portions of the foremost frame portion 40 may be respectively fixed to front portions of the side wall portions 53 in the lateral direction.\nThe lateral width of the foremost frame portion 40 in the example described here gradually increases rearward from the head pipe 41. By virtue of the shape of the foremost frame portion 40, it is possible to increase the strength of the frame. In the present example, the lateral width of a rear end of the foremost frame portion 40 corresponds to the front wall portion 52 of the battery case 50. The rear end of the foremost frame portion 40 is attached to right and left ends of the front surface of the front wall portion 52. By virtue of this structure, not only the front wall portion 52 of the battery case 50 but also the right and left side wall portions 53 are configured to receive a force of pushing the battery case 50 rearward, which is applied from the head pipe 41. As a result, it is possible to further increase resistance of the frame against the force applied from the head pipe 41 to the battery case 50 toward the rear. The lateral width of the rear end of the foremost frame portion 40 may not necessarily correspond to the front wall portion 52 of the battery case 50.\nThe foremost frame portion 40 in the example described here extends rearward from the head pipe 41 while being split into two branches. Accordingly, it is possible to reduce the weight of the foremost frame portion 40. The foremost frame portion 40 may not necessarily extend rearward from the head pipe 41 while being split into two branches.\nAs illustrated in FIG. 2, the vertical height of the foremost frame portion 40 in the example described here gradually increases rearward from the head pipe 41. By virtue of the shape of the foremost frame portion 40, it is possible to increase the number of attachment portions 40 c between the foremost frame portion 40 and the front wall portion 52 of the battery case 50 in the vertical direction. As a result, it is possible to increase the strength of the battery case 50 against a force that is applied from the foremost frame portion 40 to the battery case 50 when the front wheel 2 moves in the vertical direction. A lower surface 40 a of the foremost frame portion 40 in the example illustrated in FIG. 2 extends rearward, and is inclined rearward further than an upper surface 40 b. The foremost frame portion 40 is attached to the front wall portion 52 of the battery case 50 using a plurality of the attachment portions 40 c (four attachment portions 40 c in the example illustrated in FIG. 2) that are aligned in the vertical direction.\nAs illustrated in FIG. 2, the frame includes a seat rail 59 a that extends rearward from the battery case 50. The seat rail 59 a supports a seat 6 (refer to FIG. 1) on which a rider can straddle. For example, the seat rail 59 a is fixed to the rear wall portion 54 of the battery case 50. The frame includes a stay 59 b that extends rearward and upward from a lower portion of the rear wall portion 54, and is connected to the seat rail 59 a. As illustrated in FIG. 1, in the electric two-wheel vehicle 1 in the example described here, a rear portion of the seat 6 is positioned upward of the seat rail 59 a, and a front portion of the seat 6 is positioned upward of the case cover 60. The front portion of the seat 6 is supported by the case cover 60. In the electric two-wheel vehicle 1 with this structure, for example, a user can detach the seat 6 via a key operation, and then open the case cover 60. In the present example, the front portion of the seat 6 may be hooked into an upper surface of the case cover 60.\nAs illustrated in FIG. 2, each of the side wall portions 53 of the battery case 50 in the example described here includes an upper edge that extends forward and upward. Specifically, an upper edge 53 h of the front portion of each of the side wall portions 53 extends forward and upward. Accordingly, it is possible to prevent the vertical position of the rear portion of the case cover 60 from being increased in height, and maintain the position of the seat 6 at an appropriate height. Further, it is possible to increase, in the vertical direction, the number of connection portions between the battery case 50 and the foremost frame portion 40 while appropriately maintaining the height of the seat 6.\nAs illustrated in FIG. 3, the battery case 50 in the example described here has a length in the front-rear direction greater than a width in the lateral direction. Accordingly, it is possible to secure the size of the batteries 30, in other words, the charging capacity of the batteries 30 while preventing an increase in the vehicle width. As described above, the battery case 50 accommodates the plurality of batteries 30. The battery case 50 in the example described here accommodates two batteries 30. The two batteries 30 are arranged in the lateral direction. As illustrated in FIG. 5, the battery case 50 includes a beam portion 51 therein, and the beam portion 51 is disposed between the two batteries 30, and extends rearward from the front wall portion 52. As illustrated in FIG. 5, it is preferable that the beam portion 51 extend rearward from the front wall portion 52, and then be connected to the rear wall portion 54. The beam portion 51 may extend rearward from the front wall portion 52, and then may be connected to a rear portion of the bottom portion 55 of the battery case 50.\nAs described above, when the vehicle is travelling, a force of pushing the front wall portion 52 of the battery case 50 may be applied from the head pipe 41 due to the vertical movement of the front wheel 2. In this example, the right and left side wall portions 53 are deformed to swell in the rightward and leftward directions, respectively, depending on the rigidity of the battery case 50. In particular, since the battery case 50 in the example described here has a length in the front-rear direction greater than a width in the lateral direction, the side wall portions 53 are likely to be deformed. It is possible to secure the rigidity of the battery case 50, that is, the rigidity of the frame, while preventing this deformation by virtue of the beam portion 51.\nAs illustrated in FIG. 5, the beam portion 51 is preferably connected to not only the front wall portion 52 and the rear wall portion 54 but also the bottom portion 55. It is possible to further improve the rigidity of the battery case 50 by virtue of the structure of the beam portion 51. The beam portion 51 in the example illustrated in FIG. 5 is connected to a portion (specifically, a center portion in the front-rear direction) of the bottom portion 55. The shape of the beam portion 51 is not limited to that in the present example. For example, the beam portion 51 may have a rectangular or substantially rectangular shape in a side view, which corresponds to an inner surface of the battery case 50. That is, a lower edge of the beam portion 51 may extend from a foremost portion of the bottom portion 55 to a rearmost portion thereof.\nThe beam portion 51 may preferably include at least two portions that extend at least in two directions which are respectively inclined with respect to each other in a side view of the vehicle body. Specifically, the beam portion 51 in the example illustrated in FIG. 5 includes a first extending portion 51 a, a second extending portion 51 b, and a third extending portion 51 c. It is preferable that the first extending portion 51 a extend in the front-rear direction, and extend from an upper portion of the front wall portion 52 of the battery case 50 to an upper portion of the rear wall portion 54. In the side view of the vehicle body, the second extending portion 51 b and the third extending portion 51 c are disposed below the first extending portion 51 a, and extend obliquely with respect to the first extending portion 51 a. Specifically, the second extending portion 51 b extends rearward and downward from the upper portion of the front wall portion 52, and is attached to the bottom portion 55 of the battery case 50. In the example illustrated in FIG. 5, a front end of the second extending portion 51 b is continuous with a front end of the first extending portion 51 a. The third extending portion 51 c extends forward and downward from the upper portion of the rear wall portion 54, and is attached to the bottom portion 55 of the battery case 50. In the example illustrated in FIG. 5, a rear end of the third extending portion 51 c is continuous with a rear end of the first extending portion 51 a. It is possible to improve the rigidity of the battery case 50 while reducing the weight of the beam portion 51 by virtue of the shape of the beam portion 51. An opening 51 d is provided inside the three extending portions 51 a, 51 b, and 51 c. An opening 51 e is provided between the first extending portion 51 a and the third extending portion 51 c. It is possible to reduce the weight and cost of the beam portion 51 by virtue of the openings 51 d and 51 e. \nThe shape of the beam portion 51 is not limited to that in the present example. For example, the second extending portion 51 b may extend from the upper portion of the front wall portion 52 toward the lower portion of the rear wall portion 54. For example, the third extending portion 51 c may extend from the upper portion of the rear wall portion 54 toward a lower portion of the front wall portion 52. In this example, the beam portion 51 may not include the first extending portion 51 a. That is, the beam portion 51 may have an X shape. In addition, the beam portion 51 may not necessarily include the second extending portion 51 b and/or the third extending portion 51 c. In the example illustrated in FIG. 5, the lower end of the second extending portion 51 b is integrated with the lower end of the third extending portion 51 c, in which the lower ends are attached to the bottom portion 55, however, the lower ends may be separate from each other in the front-rear direction.\nThe beam portion 51 preferably has a plate shape. That is, the thickness of the first extending portion 51 a in a plan view thereof is less than a vertical height Wa (refer to FIG. 5) in a side view and the length in the front-rear direction. Similarly, the thickness of each of the second extending portion 51 b and the third extending portion 51 c in a plan view thereof is less than a vertical height in a side view thereof. Accordingly, it is easy to secure the lateral width of a space to accommodate the batteries 30 while effectively preventing the battery case 50 from being deformed. That is, the beam portion 51 does not become an obstacle for the arrangement of the batteries 30.\n FIG. 6 is a view illustrating the attachment structure of the beam portion 51 with respect to the battery case 50, and schematically illustrates a cross-section of the battery case 50 taken along line VI-VI in FIG. 5. A front end of the beam portion 51 is provided with attachment portions 51 f that extend in the rightward and leftward direction, respectively. In the example illustrated in FIG. 6, the attachment portions 51 f extend from the front end of the first extending portion 51 a in the rightward and leftward directions, respectively. The attachment portions 51 f are attached to the front wall portion 52 of the battery case 50 in the front-rear direction. That is, the attachment portions 51 f and the front wall portion 52 are fixed together with tightening members 51 k such as bolts, which are inserted through the attachment portions 51 f and the front wall portion 52 from the front side or a rear side thereof. It is possible to prevent a clearance from occurring between the first extending portion 51 a and the front wall portion 52 by virtue of this attachment structure. As a result, it is easy for the beam portion 51 to receive a force of pushing from the front wall portion 52, which is applied from the foremost frame portion 40.\nA rear end of the beam portion 51 is provided with attachment portions 51 g that extend in the rightward and leftward direction, respectively. In the example illustrated in FIG. 6, the attachment portions 51 g extend from the rear end of the first extending portion 51 a in the rightward and leftward directions, respectively. The attachment portions 51 g are attached to the rear wall portion 54 of the battery case 50 in the lateral direction. Specifically, a convex portion is provided in the rear wall portion 54, and the attachment portions 51 g and the convex portion are fixed together with tightening members 51 m such as bolts, which are inserted through the attachment portions 51 g and the convex portion from right and left sides thereof.\nThe attachment structure of the beam portion 51 is not limited to that in the present example. For example, the front end of the beam portion 51 may be attached to the front wall portion 52 in the lateral direction. In addition, the rear end of the beam portion 51 may be attached to the rear wall portion 54 in the front-rear direction. The beam portion 51 may be integral with the battery case 50.\nAs illustrated in FIG. 6, the beam portion 51 preferably includes limiting portions 51 h and | A vehicle includes an electric motor disposed downward of a battery. The vehicle is provided with a motor control unit configured to receive electrical power from the battery and to supply the electrical power of the battery to the electric motor, and a case that accommodates the motor control unit. The case is positioned downward of the battery and forward of the electric motor, and is arranged in a posture in which the length in the front-rear direction of an accommodating portion in the case is less than the vertical height thereof in a side view of the vehicle body. Accordingly, a compact longitudinal layout of the electric motor and the motor control unit that controls the electric motor is achieved. | US:14/533,485 | https://patentimages.storage.googleapis.com/42/0d/e1/db6fd6adf7ff02/US9327586.pdf | US:9327586 | Shidehiko Miyashiro | Yamaha Motor Co Ltd | JP:H0363064:U, US:5477936, US:5567542, US:5633095, US:5681668, JP:2001114157:A, JP:2003127959:A, US:7117966, JP:2004210073:A, US:20050177285:A1, US:20050217910:A1, GB:2422717:A, US:20090020352:A1, US:7926608, EP:2096023:A2, US:20100015513:A1, US:20100018787:A1, JP:2010018270:A, JP:2010036791:A, US:20100133030:A1, EP:2210803:A2, EP:2280436:A2, EP:2612805:A1, EP:2623404:A1, US:20130175102:A1, US:20120103716:A1, EP:2639092:A1, US:20130264134:A1, WO:2012066598:A1, US:20130233633:A1, WO:2012070220:A1, US:20130270038:A1, US:20120234615:A1, US:8596401, US:20140262568:A1, WO:2013061387:A1, EP:2595216:A1, JP:2013147153:A, US:20130207460:A1, JP:2013163399:A, US:20130216869:A1, US:20130216883:A1, US:20130216885:A1, US:20130281249:A1, US:8789639, US:20140272517:A1, US:20150122563:A1 | 2016-05-03 | 2016-05-03 | 1. A saddle-type electric vehicle comprising:\na rear wheel;\na rear arm supporting the rear wheel;\na battery;\nan electric motor disposed below the battery such that a rotary shaft of the electric motor extends in a lateral direction of the vehicle, the electric motor being configured to drive the rear wheel;\na motor control unit configured to receive electrical power from the battery and to supply the electrical power of the battery to the electric motor; and\nan accommodating portion configured to accommodate the motor control unit; wherein\nthe accommodating portion is positioned below the battery and forward of the electric motor, and is arranged in a posture in which a length in the front-rear direction of the accommodating portion is less than a vertical height of the accommodating portion in a side view of the vehicle; and\nthe battery is accommodated in a battery case, the electric motor is accommodated in a motor case, and the motor case is directly fixed to the battery case.\n, a rear wheel;, a rear arm supporting the rear wheel;, a battery;, an electric motor disposed below the battery such that a rotary shaft of the electric motor extends in a lateral direction of the vehicle, the electric motor being configured to drive the rear wheel;, a motor control unit configured to receive electrical power from the battery and to supply the electrical power of the battery to the electric motor; and, an accommodating portion configured to accommodate the motor control unit; wherein, the accommodating portion is positioned below the battery and forward of the electric motor, and is arranged in a posture in which a length in the front-rear direction of the accommodating portion is less than a vertical height of the accommodating portion in a side view of the vehicle; and, the battery is accommodated in a battery case, the electric motor is accommodated in a motor case, and the motor case is directly fixed to the battery case., 2. The saddle-type electric vehicle according to claim 1, wherein the accommodating portion is obliquely arranged such that a lower portion of the accommodating portion is positioned farther rearward than an upper portion of the accommodating portion., 3. The saddle-type electric vehicle according to claim 1, wherein a front portion of the battery includes a connector configured to be electrically connected to a connector provided on the vehicle., 4. The saddle-type electric vehicle according to claim 1, further comprising a motor accommodating portion configured to accommodate the electric motor, wherein the motor accommodating portion is disposed below a vehicle body frame and attached to a lower side of the vehicle body frame., 5. The saddle-type electric vehicle according to claim 1, further comprising an output shaft disposed below the battery and rearward of the electric motor, the output shaft being configured to be rotated by the drive of the electric motor; wherein\na center of the output shaft is positioned below or above a straight line that passes through a center of the rotary shaft of the electric motor and extends along a lower surface of the battery in a side view of the vehicle.\n, a center of the output shaft is positioned below or above a straight line that passes through a center of the rotary shaft of the electric motor and extends along a lower surface of the battery in a side view of the vehicle., 6. The saddle-type electric vehicle according to claim 1, wherein a front surface of the accommodating portion includes a plurality of heat radiating fins., 7. The saddle-type electric vehicle according to claim 6, wherein the plurality of heat radiating fins are aligned in the lateral direction of the vehicle., 8. A saddle-type electric vehicle comprising:\na battery;\nan electric motor disposed below the battery such that a rotary shaft of the electric motor extends in a lateral direction of the vehicle, the electric motor being configured to drive a drive wheel;\na motor control unit configured to receive electrical power from the battery and to supply the electrical power of the battery to the electric motor;\nan accommodating portion configured to accommodate the motor control unit; and\nan output shaft disposed below the battery and rearward of the electric motor, the output shaft being configured to be rotated by the drive of the electric motor; wherein\nthe accommodating portion is positioned below the battery and forward of the electric motor, and is arranged in a posture in which a length in the front-rear direction of the accommodating portion is less than a vertical height of the accommodating portion in a side view of the vehicle; and\na center of the output shaft is positioned below or above a straight line that passes through a center of the rotary shaft of the electric motor and extends along a lower surface of the battery in a side view of the vehicle.\n, a battery;, an electric motor disposed below the battery such that a rotary shaft of the electric motor extends in a lateral direction of the vehicle, the electric motor being configured to drive a drive wheel;, a motor control unit configured to receive electrical power from the battery and to supply the electrical power of the battery to the electric motor;, an accommodating portion configured to accommodate the motor control unit; and, an output shaft disposed below the battery and rearward of the electric motor, the output shaft being configured to be rotated by the drive of the electric motor; wherein, the accommodating portion is positioned below the battery and forward of the electric motor, and is arranged in a posture in which a length in the front-rear direction of the accommodating portion is less than a vertical height of the accommodating portion in a side view of the vehicle; and, a center of the output shaft is positioned below or above a straight line that passes through a center of the rotary shaft of the electric motor and extends along a lower surface of the battery in a side view of the vehicle., 9. The saddle-type electric vehicle according to claim 8, wherein the accommodating portion is obliquely arranged such that a lower portion of the accommodating portion is positioned farther rearward than an upper portion of the accommodating portion., 10. The saddle-type electric vehicle according to claim 8, wherein a front portion of the battery includes a connector configured to be electrically connected to a connector provided on the vehicle., 11. The saddle-type electric vehicle according to claim 8, further comprising a motor accommodating portion configured to accommodate the electric motor, wherein the motor accommodating portion is disposed below a vehicle body frame and attached to a lower side of the vehicle body frame., 12. The saddle-type electric vehicle according to claim 8, wherein a front surface of the accommodating portion includes a plurality of heat radiating fins., 13. The saddle-type electric vehicle according to claim 12, wherein the plurality of heat radiating fins are aligned in the lateral direction of the vehicle. | US | United States | Active | B | True |
| 21 | Method and apparatus for selectively heating individual battery modules within a battery pack \n | US9758053B2 | The present invention relates generally to an electric vehicle and, more particularly, to a system and method that provide increased driving range when the vehicle's battery pack is at a low charge level.\nIn response to the demands of consumers who are driven both by ever-escalating fuel prices and the dire consequences of global warming, the automobile industry is slowly starting to embrace the need for ultra-low emission, high efficiency cars. While some within the industry are attempting to achieve these goals by engineering more efficient internal combustion engines, others are incorporating hybrid or all-electric drive trains into their vehicle line-ups. To meet consumer expectations, however, the automobile industry must not only achieve a greener drive train, but must do so while maintaining reasonable levels of performance, range, reliability, safety and cost.\nThe most common approach to achieving a low emission, high efficiency car is through the use of a hybrid drive train in which an internal combustion engine (ICE) is combined with one or more electric motors. While hybrid vehicles provide improved gas mileage and lower vehicle emissions than a conventional ICE-based vehicle, due to their inclusion of an internal combustion engine they still emit harmful pollution, albeit at reduced levels compared to conventional vehicles. Additionally, due to the inclusion of both an internal combustion engine and an electric motor(s) with its accompanying battery pack, the drive train of a hybrid vehicle is typically much more complex than that of either a conventional ICE-based vehicle or an all-electric vehicle, resulting in increased cost and weight. Accordingly, several vehicle manufacturers are designing vehicles that only utilize an electric motor, or multiple electric motors, thereby eliminating one source of pollution while significantly reducing drive train complexity.\nThe electric drive trains used in electric vehicles (EVs) have proven to be highly reliable and capable of providing exceptional performance. Unfortunately car sales for EVs have proven to be lower than one would expect, especially given the performance and reliability of these cars. It appears that these sluggish sales are due, at least in part, to the concerns of some potential buyers regarding an EV's driving range. Accordingly, what is needed is a means for increasing driving range under emergency circumstances, i.e., when the battery charge level is approaching zero percent. The present invention provides such a system.\nThe present invention provides a method of extending an electric vehicle's driving range, where the EV includes a battery pack coupled to the car's electric drive train, and where the battery pack is comprised of a plurality of battery modules with each battery module comprised of at least one battery, the method including the steps of (i) monitoring a current battery pack charge level (e.g., SOC or SOE); (ii) determining when the current battery pack charge level falls to a preset level; (iii) determining an output voltage for each battery module of the plurality of battery modules; (iv) identifying a single battery module of the plurality of battery modules, where the output voltage of the single battery module is lower than the output voltage of each battery module of the remaining portion of the plurality of battery modules; and (v) selectively heating the single battery module to a higher temperature than the remaining portion of the battery modules, where the heating step decreases the internal resistance of the single battery module. Preferably the step of selectively heating the single battery module is only performed after the current battery pack charge level falls to the preset level. The step of determining the output voltage of each battery module may include the step of determining the internal resistance (DCR) of each battery module. The step of selectively heating the single battery module is preferably performed using a module heating subsystem that is independent of a battery pack thermal control system, where the battery pack thermal control system is configured to simultaneously heat or cool the plurality of battery modules.\nIn one aspect, the method may further include the step of activating an on-board warning indicator after the current battery pack charge level falls to the preset level.\nIn another aspect, the method may further include the step of reducing a load on the battery pack after the current battery pack charge level falls to the preset level. The load may be reduced by automatically altering the use setting of a vehicle auxiliary system (e.g., HVAC system, external lighting system, internal lighting system, vehicle entertainment system, navigation system, etc.). The load may be reduced by limiting the motor load corresponding to the electric drive train, where limiting motor load reduces acceleration and top speed.\nIn another aspect, the method may further include the step of issuing a confirmation request prior to performing the step of selectively heating the single battery module, where the step of selectively heating the single battery module is automatically performed when a positive response to the confirmation request is received from a user of the electric vehicle, and where the step of selectively heating the single battery module is not performed when a negative response to the confirmation request is received.\nIn another aspect, the method may further include the steps of (i) estimating an energy requirement to perform the step of selectively heating the single battery module; (ii) estimating an expected energy gain to be received by performing the step of selectively heating the single battery module; and (iii) comparing the energy requirement to the expected energy gain, where the step of selectively heating the single battery module is automatically performed when the expected energy gain is greater than the energy requirement, and where the step of selectively heating the single battery module is not performed when the expected energy gain is less than the energy requirement. The expected energy gain may be preset.\nThe present invention also provides a battery management system coupled to a battery pack of an electric vehicle, where the battery pack is comprised of a plurality of battery modules with each battery module comprised of at least one battery, the battery management system comprising (i) a battery management system controller; (ii) a battery pack thermal control system coupled to and controlled by the battery management system controller, where the battery pack thermal control system is comprised of a heating subsystem and a cooling subsystem, where the battery pack thermal control system is configured to simultaneously heat the plurality of battery modules with the heating subsystem upon receipt of a heating command from the battery management system controller, and where the battery pack thermal control system is configured to simultaneously cool the plurality of battery modules with the cooling subsystem upon receipt of a cooling command from the battery management system controller; and (iii) a battery module heating system coupled to and controlled by the battery management system controller, where the battery module heating system is independent of the battery pack thermal control system, where the battery module heating system is configured to provide selective heating of a single battery module of the plurality of battery modules, and where the battery management system controller is configured to select the single battery module from the plurality of battery modules based on a battery characteristic and then selectively heat the single battery module with the battery module heating system. The system may include a plurality of sensors that monitor the battery characteristic (e.g., operating voltage, internal resistance (DCR), etc.) corresponding to each battery module, where the sensors are coupled to the battery management system controller. The system may include a charge level detection system coupled to the battery pack and the battery management system controller, where the battery management system controller is configured to select the single battery module from the plurality of battery modules and selectively heat the single battery module with the battery module heating system when the battery pack charge level monitored by the charge level detection system falls to a preset value.\nA further understanding of the nature and advantages of the present invention may be realized by reference to the remaining portions of the specification and the drawings.\nIt should be understood that the accompanying figures are only meant to illustrate, not limit, the scope of the invention and should not be considered to be to scale. Additionally, the same reference label on different figures should be understood to refer to the same component or a component of similar functionality.\n FIG. 1 provides a system level diagram of a battery management control system;\n FIG. 2 provides the system level diagram of FIG. 1, modified to include the selective heaters of the present invention;\n FIG. 3 illustrates a preferred methodology based on the system shown in FIG. 2;\n FIG. 4 illustrates a modification of the methodology shown in FIG. 3 in which user confirmation is requested prior to selectively heating a portion of the battery pack;\n FIG. 5 illustrates a modification of the methodology shown in FIG. 3 in which selective heating of a portion of the battery pack is only performed if it yields an increase in usable energy after taking into account the energy required to perform the heating step; and\n FIG. 6 illustrates an alternate methodology combining the user confirmation aspects of the method of FIG. 4 with the efficiency comparison aspects of the method of FIG. 5.\nAs used herein, the singular forms “a”, “an” and “the” are intended to include the plural forms as well, unless the context clearly indicates otherwise. The terms “comprises”, “comprising”, “includes”, and/or “including”, as used herein, specify the presence of stated features, process steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, process steps, operations, elements, components, and/or groups thereof. As used herein, the term “and/or” and the symbol “/” are meant to include any and all combinations of one or more of the associated listed items. Additionally, while the terms first, second, etc. may be used herein to describe various steps, calculations, or components, these steps, calculations, or components should not be limited by these terms, rather these terms are only used to distinguish one step, calculation, or component from another. For example, a first calculation could be termed a second calculation, and, similarly, a first step could be termed a second step, and, similarly, a first component could be termed a second component, without departing from the scope of this disclosure.\nIn the following text, the terms “battery”, “cell”, and “battery cell” may be used interchangeably and may refer to any of a variety of different battery configurations and chemistries. Typical battery chemistries include, but are not limited to, lithium ion, lithium ion polymer, nickel metal hydride, nickel cadmium, nickel hydrogen, nickel zinc, and silver zinc. The term “battery pack” as used herein refers to an assembly of one or more batteries electrically interconnected to achieve the desired voltage and capacity, where the battery assembly is typically contained within an enclosure. The terms “electric vehicle” and “EV” may be used interchangeably.\n FIG. 1 provides a block diagram representing a battery management system (BMS) 100 coupled to a typical EV battery pack 101. It should be understood that the present invention is not limited to a specific battery pack configuration, mounting scheme, or battery pack size. Additionally, it should be understood that the invention is not limited to a battery pack comprised of batteries of a particular chemistry or form factor, and the battery pack may be comprised of tens, hundreds, or thousands of individual batteries connected in parallel, series, or in a series-parallel manner to yield the desired voltage and capacity (kW-h). Exemplary interconnect configurations are disclosed in co-assigned U.S. patent application Ser. No. 13/794,535, filed 11 Mar. 2013, and Ser. No. 14/203,874, filed 11 Mar. 2014, the disclosures of which are incorporated herein for any and all purposes. In at least one preferred embodiment, individual batteries are connected in series to form battery groups or modules 103, and groups/modules 103 are connected in series to form battery pack 101. In addition to being useful as a means of obtaining the desired voltage/capacity, separately packaging the groups/modules simplifies battery pack fabrication, assembly, testing and repair. Note that in order to simplify the figure, individual battery and/or module interconnects are not shown in FIG. 1.\nBMS 100 includes a BMS controller 105 comprised of a microprocessor. BMS controller 105 may be independent of, or integral to, the vehicle management system. BMS controller 105 also includes memory for storing data and processor instructions, with the memory being comprised of EPROM, EEPROM, flash memory, RAM, solid state drive, hard disk drive, or any other type of memory or combination of memory types. A user interface 107 is coupled to BMS controller 105, interface 107 providing a means for the BMS controller, either directly or via a vehicle management system, to provide information to the driver, information such as the vehicle's current driving range and current battery capacity. Interface 107 may also be used to provide warnings to the driver, e.g., low battery capacity, reduced vehicle functionality due to low battery capacity, battery temperature exceeding desired operating range, etc. Preferably interface 107 also provides a means for the driver to control aspects of the system, for example selecting a mode of vehicle operation (e.g., performance, extended range, extended battery lifetime, etc.) and/or controlling the charging system 109 (e.g., charge rate). Of course interface 107 may also be configured for use in controlling other aspects of the vehicle such as the vehicle's navigation system, HVAC system, entertainment system (e.g., radio, CD/DVD player, etc.), and the internal/external lights. Interface 107 may be comprised of a single interface, for example a touch-screen display, or a combination of user interfaces such as push-button switches, capacitive switches, slide or toggle switches, gauges, display screens, visible and/or audible warning indicators, etc. It will be appreciated that if user interface 107 includes a graphical display as preferred, controller 105 may also include a graphical processing unit (GPU), with the GPU being either separate from or contained on the same chip set as the CPU.\n Battery pack 101 supplies energy to one or more motors 111 utilized by the vehicle's drive train. Preferably battery pack 101 is also connected to the various vehicle auxiliary systems 113 that require electrical power (e.g., lights, entertainment systems, navigation system, etc.). Typically battery pack 101 is coupled to the motor(s) 111 via a power control system 115 (i.e., an inverter and motor controller) that insures that the energy delivered to the drive motor(s) is of the proper form (e.g., correct voltage, current, waveform, etc.).\n BMS controller 105 controls a thermal management system 117 that includes both a heating subsystem 119 and a cooling subsystem 121. Thermal management system 117 is used by BMS controller 105 to insure that the batteries within battery pack 101 are maintained within the batteries' desired operating, charging and/or storage temperature ranges. When system 117 is used to control the temperature of battery pack 101, the system may utilize heated or cooled air, circulating the heated or cooled air throughout the battery pack; alternately, a coolant circulation system may be thermally coupled to the battery pack, where the coolant is heated by heater 119 or cooled by cooler 121 as required.\n BMS controller 105 is also coupled to a variety of sensor systems, thus allowing it to monitor battery pack performance and make adjustments as necessary. For example, controller 105 is coupled to sensors 123 that allow the battery pack to be characterized, e.g., state-of-charge (SOC) and/or state-of-energy (SOE), battery/module voltage, etc. Sensors 123 may also be used to collect battery and battery pack data such as charging frequency, charging level, and charge rate. Controller 105 is also coupled to temperature sensors 125 that monitor the temperature of battery pack 101, for example during charging, discharge (i.e., use) and storage. Using the temperature data acquired via sensors 125 allows the controller to make adjustments to thermal management system 117, thus insuring that the batteries remain within the desired temperature range. Temperature sensors 125 may monitor battery temperature at the individual battery level; alternately, battery temperature may be monitored for a group of batteries, for example batteries mounted within the pack in close proximity to one another; alternately, battery temperature may be based on the temperature of the thermal transfer fluid (e.g., coolant) used by thermal management system 117 to control battery pack temperature; alternately, battery temperature may be based on the temperature of the air exiting the battery pack. It should be understood that other techniques may be used to monitor battery/battery pack temperature and the invention is not limited to a specific technique.\nPreferably BMS controller 105 is also coupled to a communication link 127 that may be used to obtain system and/or configuration updates, transmit battery pack data to the vehicle's manufacturer, etc. As such, communication link 127 may be used to provide a communication link between the BMS controller 105 and an external data source (e.g., manufacturer, dealer, service center, web-based application, remote home-based system, third party source, etc.) and/or access an external data base 129, for example a data base maintained by the car's manufacturer or a third party. Link 127 may use any of a variety of different technologies (e.g., GSM, EDGE, UMTS, CDMA, DECT, WiFi, WiMax, etc.). Communication link 127 may also include an on-board port 131, such as a USB, Thunderbolt, or other port, thus allowing wired communication between BMS controller 105 and an external data base or system.\nA BMS system such as that shown in FIG. 1 is required to minimize battery pack degradation, i.e., the unintentional and/or rapid decrease of battery lifetime, and to prevent battery abuse that may lead to thermal runaway events, an incident that rechargeable batteries are prone to in which the battery's internal reaction rate increases to such an extent that it is generating more heat than can be withdrawn. To achieve these goals, the BMS system insures that the batteries are properly charged and discharged (i.e., neither overcharged nor unnecessarily subjected to deep discharge); maintained within the desired temperature range during use, storage and charging; and monitored for short circuits and thermal runaway events.\nWhile the primary function of the BMS system is to maintain battery pack health, the system may be configured in a variety of ways depending in large part on the design and performance goals set for the particular EV in question. For example, some vehicles may be configured to optimize battery pack lifetime and as such, are configured to prevent the battery pack charge level, given in terms of SOC or SOE, from being charged to the maximum level (i.e., 100%) or being discharged to 0% since either overcharging or deep discharging may dramatically affect battery health. In such a configuration, in order to extend battery life the BMS controller will typically stop charging the battery pack at an upper limit (e.g., 80%) that is substantially less than the battery pack's maximum capacity, and will prevent the battery pack from being discharged to a level lower than a preset lower limit (e.g., 20%). In an alternate configuration designed to optimize range at the expense of battery lifetime, a vehicle may be configured to more fully utilize the battery pack, i.e., allowing discharge to a much lower SOC/SOE and charging to full, or near full, capacity. In yet other configurations, the user may be given the option of selecting between various modes of operation, for example between a mode that maximizes battery life versus a mode that maximizes driving range, thereby allowing the user to alter the way in which the battery pack is utilized based on current driving needs.\nAnother function of the BMS controller is to balance the battery pack since an imbalanced pack leads to a reduction in the effective battery pack capacity, where the reduction is proportional to the difference between the minimum and maximum SOC/SOE levels of the batteries/modules in the pack. The reduction in battery pack capacity is due to some of the batteries not being fully charged during pack charging and other batteries not being fully discharged during the pack's discharge cycle. Accordingly, the BMS controller is typically configured to balance the battery pack when the charge levels in different batteries, or within different groups of batteries (e.g., battery modules), are unequal (within a preset tolerance range). Although not required, typically balancing is done when the pack is fully charged since at this point it is easier to accurately measure the SOC/SOE of the batteries/battery modules, at least in part due to the discharge curve of a battery being substantially flat in the mid-SOC range, thereby making it harder to note battery-to-battery (or module to module) voltage variations.\nEven if the batteries within a battery pack are substantially matched when the pack is first manufactured, over time the spread between the highest and lowest battery/module charge levels increases, primarily due to variations in the batteries, e.g., variations in cell and component dimensions as well as compositional variations in the various battery elements (i.e., electrodes, electrolytes, etc.). Even locational variations in the battery pack can lead to battery imbalance issues since the batteries at different locations within the pack will typically be subjected to at least minor temperature variations.\nIn a typical EV, the BMS controller and the battery pack are configured to operate within a preset charge range, i.e., between a preset minimum SOC/SOE and a preset maximum SOC/SOE. As noted above, the values for these minimum and maximum charge levels are typically set by the vehicle's manufacturer and are based on the design goals (e.g., driving range, battery lifetime) for the car in question. In some EVs, however, the user may be allowed to adjust these preset charge levels, for example in order to maximize battery lifetime, extend the vehicle's driving range, etc. Typically in this situation the car has a nominal set of charge level presets which the user is able to temporarily alter, for example for a particular period of time. Most EVs, regardless of the BMS configuration, activate a low battery warning (e.g., indicator on the dash, audio sound, etc.) when the battery pack charge level reaches some preset value (e.g., 20% SOC/SOE). This low battery warning, which is basically equivalent to the low fuel warning light that is activated in a conventional car when the gas in the tank reaches a certain level, indicates that the user should charge the battery pack soon. In many EVs if the user continues to operate the car for too long after the initial warning is activated, a second preset charge level will be reached (e.g., 10% SOC/SOE), lower than the first, causing activation of a second warning indicator (e.g., visual or audible warning). In addition to a second indicator, in some EVs battery pack usage may be varied from the norm in order to give the driver as much driving range as possible. For example, the system may automatically shut down auxiliary systems that are drawing power from the battery (e.g., entertainment system, navigation system, passenger cabin HVAC system, non-necessary lights) and may also limit the power to the motor, thus causing the car to travel at a reduced rate as well as limiting acceleration. Alternately, some vehicles may reduce pack usage in stages, for example initially shutting down auxiliary systems, then limiting power to the motor.\nIn a typical EV, the BMS controller is configured to maintain the balance of the batteries/battery modules within the car's battery pack as noted above. Unfortunately as the battery pack charge level approaches zero, the system becomes more sensitive to charge variations within the battery pack, a condition which may lead to the premature termination of vehicle operation. More specifically, when the voltage of one of the pack's batteries or battery modules becomes too low and reaches its cutoff voltage, the BMS controller will stop the battery/module from discharging further which, in turn, terminates the discharge cycle of the battery pack. Since the vehicle's driver is unlikely to be at this charge level by choice, terminating vehicle operation any earlier than absolutely necessary may lead to dire consequences for the driver, e.g., abandoning their vehicle prior to reaching the desired charging station.\nIn accordance with the invention, when the battery pack is at a low charge level, the battery or battery module with the lowest voltage (i.e., the weakest battery or battery module) is selectively heated, thereby decreasing the battery's, or battery module's, internal resistance (DCR) and mitigating the magnitude of the voltage drop for that battery or battery module. As a result, termination of the battery pack's discharge cycle is delayed. As a result, the driving range of the vehicle is increased and the driver is provided a little more time and driving range to reach a charging station. Given that selective heating as described above may negatively impact the health of the heated battery/battery module as well as potentially cause an imbalance in the battery pack, selective heating is only performed when absolutely necessary, i.e., when the battery pack SOC (or SOE) is very low as evidenced by the battery pack charge level falling to a preset SOC (or SOE) level.\n FIG. 2 provides the same block diagram shown in FIG. 1, modified to include a plurality of heaters 201. Each heater 201 corresponds to a specific battery or, as preferred, each heater 201 corresponds to a group (e.g., module) of batteries. Heater controller 203 allows a single heater 201 to be selectively activated as required by BMS controller 105, thus only heating the battery, or battery module, identified by BMS controller 105 as the low voltage battery/module. Preferably heaters 201 are separate and independent of thermal management system 117, where thermal management system 117 provides thermal control (e.g., heating and cooling) of the entire battery pack 101 while heaters 201 only provide selective and controllable heating of a specific battery or battery module 103 within pack 101.\n FIG. 3 illustrates the basic methodology of the invention. As shown, during vehicle operation the current battery pack's charge level (e.g., SOC or SOE) is continuously monitored (step 301). Although not required by the invention, preferably the system includes a low battery charge level warning as previously described that is activated (step 303) when the charge level falls below a preset level (e.g., 20% SOC or SOE) (step 305). As long as the charge level remains above the preset level used in step 307, the system simply continues to monitor the battery pack charge level (step 309). If the charge level continues to fall due to continued vehicle use without stopping to charge the battery pack, the charge level is compared to a second preset level (step 311). Since the second preset level is used to activate selective battery/battery module heating, preferably this level is set at a relatively low charge level, e.g., less than 20%, preferably less than 15%, more preferably less than 10%, and still more preferably less than 5%. As long as the battery pack charge level remains above the second preset level (step 313), the system continues to operate as normal. Once the charge level falls below the second preset level (step 315), BMS controller 105 determines the battery or battery module 103 that is exhibiting the lowest voltage characteristics (step 317). Step 317 may be achieved by determining the actual voltage characteristics, or by determining an associated battery characteristic. For example, during step 317 the DCR of each battery/battery module may be determined, where the weak battery/battery module is the one exhibiting the highest DCR. Once the weak battery/battery module is determined, BMS controller 105 selectively heats the identified battery/battery module using one of the heaters 201 (step 319), thereby improving the voltage characteristics of the identified battery/battery module and delaying termination of vehicle operation. Although not required by the invention, preferably the system activates a secondary warning (step 321) either prior to (step 323), or concurrent with (step 325), activation of the battery heater 201, thus warning the driver of the low charge level. Since the secondary warning (step 321) is not required by the invention, rather inclusion of this step is a modification of the basic process, it is shown in phantom (dashed lines).\nIn addition to identifying and selectively heating the weakest battery or battery module in pack 101 in order to increase driving range by delaying discharge termination, the system may be configured to reduce the load on the battery pack (step 327), thereby further extending driving range and vehicle operation. If the system is configured to reduce battery pack loading, step 327 may either be performed prior to (step 329), or concurrent with (step 331), activation of the battery heater 201. In order to decrease battery pack loading, various auxiliary systems may be shut down (e.g., entertainment system, navigation system, passenger cabin HVAC system, non-necessary lights, etc.) and power to the motor may be limited, thereby limiting vehicle acceleration and top speed. Since the invention does not require the step of reducing the load on the battery pack (step 327), rather inclusion of this step is a modification of the basic process, it is shown in phantom (dashed lines).\n FIG. 4 illustrates a modification of the process shown in FIG. 3. As shown, after the charge level is reduced to the second preset level (step 315), the system requests user confirmation (step 401) prior to heating the weakest battery/battery module. Preferably the controller issues the confirmation request via user interface 107, although an audible confirmation request may also be issued, for example using the vehicle's audio system. The driver may be required to respond audibly using a voice recognition system, or may respond by selecting the appropriate response via interface 107 (e.g., using a touch-sensitive buttons on a touch-sensitive screen, or using a physical button or toggle switch). By issuing a confirmation request prior to proceeding with selective battery/module heating, unnecessary battery heating may be avoided. For example, the user may be within close proximity to a charging station and therefore may not require the extended driving range afforded by selectively heating the weakest battery/module. If the driver indicates in response to step 401 that an extension to the driving range is not required (step 403), the system continues to operate as normal until either the battery pack is plugged into a charging station or car operation is terminated due to the low charge level of the battery pack. If the driver indicates in response to step 401 that an extension to the driving range is desired (step 405), then the battery/battery module exhibiting the lowest voltage characteristics is identified (step 317) and selectively heated (step 319). As previously noted, a secondary warning (step 321) may or may not be activated, depending upon the system's configuration. Similarly, the system may or may not be configured to reduce the load on the battery pack (step 327).\nDepending upon the ambien | A system and method are provided which, when the battery pack is at a low charge level, selectively heat the battery or battery module with the lowest voltage, thereby decreasing the internal resistance and mitigating the magnitude of the voltage drop of the affected battery/battery module. As a result, termination of the battery pack's discharge cycle is delayed and the driving range of the vehicle is increased, thereby giving the driver a little more time and driving range to reach a charging station. | US:14/793,959 | https://patentimages.storage.googleapis.com/8e/82/75/d76133e8dff9a7/US9758053.pdf | US:9758053 | Jong Yon Kim | Atieva Inc | US:5889385, US:7327122, US:9403527, US:20160141734:A1, US:20150280294:A1 | 2019-03-19 | 2019-03-19 | 1. A method of extending a driving range of an electric vehicle, said electric vehicle comprising a battery pack coupled to an electric drive train, said battery pack comprising a plurality of battery modules, wherein each battery module of said plurality of battery modules is comprised of at least one battery, said method comprising:\nmonitoring a current battery pack charge level;\ndetermining when said current battery pack charge level falls to a preset level;\ndetermining an output voltage for each battery module of said plurality of battery modules;\nidentifying a single battery module of said plurality of battery modules, wherein said output voltage of said single battery module is lower than said output voltage of each battery module of a remaining portion of said plurality of battery modules; and\nselectively heating said single battery module to a higher temperature than said remaining portion of said battery modules, wherein said heating step decreases an internal resistance corresponding to said single battery module.\n, monitoring a current battery pack charge level;, determining when said current battery pack charge level falls to a preset level;, determining an output voltage for each battery module of said plurality of battery modules;, identifying a single battery module of said plurality of battery modules, wherein said output voltage of said single battery module is lower than said output voltage of each battery module of a remaining portion of said plurality of battery modules; and, selectively heating said single battery module to a higher temperature than said remaining portion of said battery modules, wherein said heating step decreases an internal resistance corresponding to said single battery module., 2. The method of claim 1, wherein said step of selectively heating said single battery module to said higher temperature is only performed after said current battery pack charge level falls to said preset level., 3. The method of claim 1, wherein said step of determining said output voltage of each battery module of said plurality of battery modules further comprises determining said internal resistance of each battery module of said plurality of battery modules., 4. The method of claim 1, wherein said step of selectively heating said single battery module to said higher temperature is performed using a module heating subsystem, wherein said module heating subsystem is independent of a battery pack thermal control system, wherein said battery pack thermal control system is configured to simultaneously heat or cool said plurality of battery modules., 5. The method of claim 1, further comprising activating an on-board warning indicator after said current battery pack charge level falls to said preset level., 6. The method of claim 1, further comprising reducing a load on said battery pack after said current battery pack charge level falls to said preset level., 7. The method of claim 6, wherein said step of reducing said load further comprises automatically altering a use setting of a vehicle auxiliary system., 8. The method of claim 7, said vehicle auxiliary system selected from the group consisting of a heating, ventilation and air conditioning (HVAC) system, an external lighting system, an internal lighting system, a navigation system and a vehicle entertainment system., 9. The method of claim 6, wherein said step of reducing said load further comprises limiting a motor load corresponding to said electric drive train, wherein said step of limiting said motor load reduces an acceleration and a top speed corresponding to said electric vehicle., 10. The method of claim 1, further comprising issuing a confirmation request prior to performing said step of selectively heating said single battery module, wherein said step of selectively heating said single battery module is automatically performed when a positive response to said confirmation request is received from a user of said electric vehicle, and wherein said step of selectively heating said single battery module is not performed when a negative response to said confirmation request is received., 11. The method of claim 1, further comprising:\nestimating an energy requirement to perform said step of selectively heating said single battery module;\nestimating an expected energy gain to be received by performing said step of selectively heating said single battery module; and\ncomparing said energy requirement to said expected energy gain, wherein said step of selectively heating said single battery module is automatically performed when said expected energy gain is greater than said energy requirement, and wherein said step of selectively heating said single battery module is not performed when said expected energy gain is less than said energy requirement.\n, estimating an energy requirement to perform said step of selectively heating said single battery module;, estimating an expected energy gain to be received by performing said step of selectively heating said single battery module; and, comparing said energy requirement to said expected energy gain, wherein said step of selectively heating said single battery module is automatically performed when said expected energy gain is greater than said energy requirement, and wherein said step of selectively heating said single battery module is not performed when said expected energy gain is less than said energy requirement., 12. The method of claim 11, wherein said expected energy gain is preset., 13. The method of claim 1, wherein said step of monitoring said current battery pack charge level further comprises determining a current state-of-charge (SOC) corresponding to said battery pack., 14. The method of claim 1, wherein said step of monitoring said current battery pack charge level further comprises determining a current state-of-energy (SOE) corresponding to said battery pack. | US | United States | Active | B | True |
| 22 | 一种电动汽车的充电控制方法、装置及电动汽车 \n | CN106364349B | 技术领域本发明涉及新能源汽车领域，尤其涉及一种电动汽车的充电控制方法、装置及电动汽车。背景技术目前电动汽车车载蓄电池充电方式主要为恒压、恒流和浮充等三段式充电模式。在充电初始阶段，由于蓄电池长时间放电，此时电池电压较低，因此充电机必须要控制蓄电池充电电流，以避免瞬间充电电流过大，从而影响电池使用寿命。当充电一段时间之后，蓄电池开始恒压模式充电，最后通过浮充，将电池充满。而汽车电池充电时的电流需求是基于动力电池的请求，而没有考虑用户对其他功耗组件的实际用电需求。例如，在充电的时候用户开启空调，由于空调会消耗一部分电流，这样就会造成充电电流的减小，延长充电时间；或者，在天气很冷或是很热时，动力电池进入保护状态无法进行充电，即充电电流需求为0，此时用户开启空调则没有电流输出，空调不会制冷或是制热，严重影响用户体验。发明内容本发明提供了一种电动汽车的充电控制方法、装置及电动汽车，解决了现有技术中电动汽车在对汽车电池进行充电时未考虑实际耗电需求，造成的各组件不能正常工作，造成用户体验差的问题。依据本发明的一个方面，提供了一种电动汽车的充电控制方法，包括：获取汽车电池的充电状态、荷电状态SOC以及电池温度，以确定为汽车电池进行充电所需的充电电流；获取汽车功耗组件的工作状态，确定所有处于开启状态的第一功耗组件的工作电流，以确定汽车功耗组件所需的供电电流；根据充电电流和供电电流，确定电流总需求值；根据车载充电机的供电能力、线路的载流能力以及电流总需求值，控制对汽车电池的充电以及第一功耗组件的供电。在控制供电时除了考虑汽车电池的充电电流外，还将其他处于开启状态的功耗组件的耗电需要考虑在内，综合总的供电需求控制充电机的电流输出，保证汽车各组件互不影响能够独立运行，提高了用户体验。其中，获取汽车电池的充电状态、荷电状态SOC以及电池温度，以确定为汽车电池进行充电所需的充电电流的步骤包括：获取车载充电机或远程管理系统MRS发送的充电状态；当充电状态为快充状态时，确定第一电流为汽车电池进行充电所需的充电电流；当充电状态为慢充状态时，根据汽车电池的荷电状态SOC以及电池温度，确定第二电流为汽车电池进行充电所需的充电电流；其中，第二电流小于第一电流。其中，根据汽车电池的荷电状态SOC以及电池温度，确定第二电流为汽车电池所需的充电电流的步骤包括：检测汽车电池的电池温度是否处于预设温度范围内；若是，则获取汽车电池的荷电状态SOC，并查询预先设置的二维MAP表，确定汽车电池在当前荷电状态SOC和电池温度下的第二电流为汽车电池进行充电所需的充电电流；若否，则确定汽车电池所需的充电电流为零。其中，获取汽车功耗组件的工作状态，确定所有处于开启状态的第一功耗组件的工作电流，以确定汽车功耗组件所需的供电电流的步骤包括：获取汽车功耗组件的工作状态，确定处于开启状态的所有汽车功耗组件为第一功耗组件；根据所有第一功耗组件的工作功率，确定第三电流为汽车功耗组件所需的供电电流。其中，汽车功耗组件包括以下组件中的一个或多个：电压转换DC-DC电路、电池温控电路、车载空调和车载影音设备。其中，汽车功耗组件为电池温控电路时，获取汽车功耗组件的工作状态，确定所有处于开启状态的第一功耗组件的工作电流，以确定汽车功耗组件所需的供电电流的步骤包括：检测汽车电池的实时温度是否低于第一预设阈值；若是，则确定第一功耗组件为处于开启状态的电池温控电路，并控制电池温控电路为汽车电池进行加热；根据电池温控电路在加热状态时的额定功率，确定电池温控电路所需的供电电流。其中，汽车功耗组件为电池温控电路时，获取汽车功耗组件的工作状态，确定所有处于开启状态的第一功耗组件的工作电流，以确定汽车功耗组件所需的供电电流的步骤还包括：检测汽车电池的实时温度是否高于第二预设阈值；若是，则确定第一功耗组件为处于开启状态的电池温控电路，并控制电池温控电路为汽车电池进行降温；根据电池温控电路在降温状态时的额定功率，确定电池温控电路所需的供电电流。其中，根据充电电流和供电电流，确定电流总需求值的步骤包括：确定充电电流和供电电流之和为电流总需求值。其中，根据车载充电机的供电能力、线路的载流能力以及电流总需求值，控制对汽车电池的充电以及第一功耗组件的供电的步骤包括：获取车载充电机的最大供电电流值以及线路的最大载流值；确定最大供电电流值、最大载流值以及电流总需求值中的最小值为最终的电流需求值；根据最终的电流需求值，控制汽车电池的充电以及第一功耗组件的供电。依据本发明的再一个方面，还提供了一种电动汽车的充电控制装置，包括：。第一获取模块，用于获取汽车电池的充电状态、荷电状态SOC以及电池温度，以确定为汽车电池进行充电所需的充电电流；第二获取模块，用于获取汽车功耗组件的工作状态，确定所有处于开启状态的第一功耗组件的工作电流，以确定汽车功耗组件所需的供电电流；处理模块，用于根据充电电流和供电电流，确定电流总需求值；控制模块，用于根据车载充电机的供电能力、线路的载流能力以及电流总需求值，控制对汽车电池的充电以及第一功耗组件的供电。在控制供电时除了考虑汽车电池的充电电流外，还将其他处于开启状态的功耗组件的耗电需要考虑在内，综合总的供电需求控制充电机的电流输出，保证汽车各组件互不影响能够独立运行，提高了用户体验。其中，第一获取模块包括：第一获取单元，用于获取车载充电机或远程管理系统MRS发送的充电状态；第一确定单元，用于当充电状态为快充状态时，确定第一电流为汽车电池进行充电所需的充电电流；第二确定单元，用于当充电状态为慢充状态时，根据汽车电池的荷电状态SOC以及电池温度，确定第二电流为汽车电池进行充电所需的充电电流；其中，第二电流小于第一电流。其中，第二确定单元包括：检测子单元，用于检测汽车电池的电池温度是否处于预设温度范围内；第一确定子单元，用于在电池温度处于预设温度范围内时，获取汽车电池的荷电状态SOC，并查询预先设置的二维MAP表，确定汽车电池在当前荷电状态SOC和电池温度下的第二电流为汽车电池进行充电所需的充电电流；第二确定子单元，用于在电池温度未处于预设温度范围内时，确定汽车电池所需的充电电流为零。其中，第二获取模块包括：第二获取单元，用于获取汽车功耗组件的工作状态，确定处于开启状态的所有汽车功耗组件为第一功耗组件；第三确定单元，用于根据所有第一功耗组件的工作功率，确定第三电流为汽车功耗组件所需的供电电流。其中，第二获取模块包括：第一检测单元，用于当汽车功耗组件为电池温控电路时，检测汽车电池的实时温度是否低于第一预设阈值；第一控制单元，用于在汽车电池的实时温度低于第一预设阈值时，确定第一功耗组件为处于开启状态的电池温控电路，并控制电池温控电路为汽车电池进行加热；第四确定单元，用于根据电池温控电路在加热状态时的额定功率，确定电池温控电路所需的供电电流。其中，第二获取模块还包括：第二检测单元，用于当汽车功耗组件为电池温控电路时，检测汽车电池的实时温度是否高于第二预设阈值；第二控制单元，用于在汽车电池的实时温度高于第二预设阈值时，确定第一功耗组件为处于开启状态的电池温控电路，并控制电池温控电路为汽车电池进行降温；第五确定单元，用于根据电池温控电路在降温状态时的额定功率，确定电池温控电路所需的供电电流。其中，处理模块包括：处理单元，用于确定充电电流和供电电流之和为电流总需求值。其中，控制模块包括：第三获取单元，用于获取车载充电机的最大供电电流值以及线路的最大载流值；第六确定单元，用于确定最大供电电流值、最大载流值以及电流总需求值中的最小值为最终的电流需求值；第三控制单元，用于根据最终的电流需求值，控制汽车电池的充电以及第一功耗组件的供电。依据本发明的再一个方面还提供了一种电动汽车，包括如上所述的电动汽车的充电控制装置。在控制供电时除了考虑汽车电池的充电电流外，还将其他处于开启状态的功耗组件的耗电需要考虑在内，综合总的供电需求控制充电机的电流输出，保证汽车各组件互不影响能够独立运行，提高了用户体验。本发明的实施例的有益效果是：在控制充电机对整车供电时，除了考虑汽车电池所需的充电电流外，还将其他处于开启状态的功耗组件的耗电需求考虑在内，综合汽车电池充电和功耗组件耗电总的供电需求来控制充电机的电流输出，保证汽车在电池充电和功耗组件工作过程中各组件能够独立运行，而不会产生相互影响，提高了用户体验。附图说明图1表示本发明的电动汽车的充电控制方法的流程示意图；图2表示本发明的电动汽车的控制系统的电路原理图；图3表示本发明的电动汽车的控制系统框图；图4表示本发明的电动汽车的充电控制装置的模块示意图。其中图中：1、整车控制单元，2、车载充电机，3、电池温控电路，4、车载空调，5、电压转换DC-DC电路，6、微控制单元，7、电机。具体实施方式下面将参照附图更详细地描述本发明的示例性实施例。虽然附图中显示了本发明的示例性实施例，然而应当理解，可以以各种形式实现本发明而不应被这里阐述的实施例所限制。相反，提供这些实施例是为了能够更透彻地理解本发明，并且能够将本发明的范围完整的传达给本领域的技术人员。实施例一如图1所示，本发明的实施例提供了一种电动汽车的充电控制方法，包括以下步骤：步骤101：获取汽车电池的充电状态、荷电状态SOC以及电池温度，以确定为汽车电池进行充电所需的充电电流。其中，汽车电池的充电状态包括：快充状态和慢充状态。汽车电池的荷电状态(SOC，State of Charge)为汽车电池当前的荷电量，亦可称为汽车电池的剩余电量。由于温度对汽车电池的影响较大，例如：低温充电会对汽车电池造成永久性伤害，析锂现象严重，结晶会刺穿隔膜造成电池内部短路；而汽车电池温度过高可能会引起火灾等危险情况的发生，因此充电所需电流需要根据电池温度而动态调整，具体地电池温度可通过温度传感器采集并反馈。也就是说，汽车电池的充电状态、荷电状态或电池温度中的任一参数均会影响充电过程所需电流，因此需要同时兼顾这些参数来确定汽车电池进行充电所需的充电电流。具体地，步骤101可参照以下步骤进行：获取车载充电机或远程管理系统(MRS，Remote Manegement Systerm)发送的充电状态；当充电状态为快充状态时，确定第一电流为汽车电池进行充电所需的充电电流；当充电状态为慢充状态时，根据汽车电池的荷电状态SOC以及电池温度，确定第二电流为汽车电池进行充电所需的充电电流。其中，第二电流小于第一电流。车载充电机(OBC，On-Board Charger)，可以采集交流供电设备的状态信息，发送给整车控制单元(VCU，Vehicle Control Unit)，同时也负责执行整车控制单元的充电指令，将交流电转换为直流电给动力电池及用电设备供给电能。远程管理系统MRS为电动汽车的远程管理平台，用户可通过特定用户接口远程控制电动汽车的充电状态。汽车电池的充电状态包括快充状态和慢充状态，具体状态选择可根据用户自主选定，亦可根据当前汽车电池的荷电状态自动触发选择。快充状态时充电机的所有输出电流均被用于充电，而，慢充状态时充电机所输出的电流被动态合理分配。其中判断汽车电池的充电状态为慢充的条件为：检测到充电枪与充电机完全连接，且检测到慢充唤醒信号时，确定当前充电状态为慢充状态。在慢充状态时，需要根据汽车电池的荷电状态SOC以及电池温度，确定第二电流为汽车电池所需的充电电流，具体地需要：检测汽车电池的电池温度是否处于预设温度范围内；若是，则获取汽车电池的荷电状态SOC，并查询预先设置的二维MAP表，确定汽车电池在当前荷电状态SOC和电池温度下的第二电流为汽车电池进行充电所需的充电电流；若否，则说明汽车电池过高或过低，不能进行充电，因此确定汽车电池所需的充电电流为零。这里预设温度范围指的是汽车电池正常工作的温度范围，一般地为-20℃～55℃。预先设置的二维MAP表为荷电状态SOC、电池温度和充电电流的映射关系表，其中输入荷电状态和电池温度可输出唯一的充电电流。步骤102：获取汽车功耗组件的工作状态，确定所有处于开启状态的第一功耗组件的工作电流，以确定汽车功耗组件所需的供电电流。其中，汽车功耗组件指的是工作时需要进行供电的组件，一般地，汽车功耗组件至少包括以下一种或多种：电压转换DC-DC电路、电池温控电路、车载空调和车载影音设备。其中，电压转换DC-DC电路的作用是将汽车电池输出的电压转变为36V或12V或其他低压电，以为低压用电设备(如中控显示屏幕、点烟器、USB接口)进行供电，保证其正常工作。电池温控电路的作用是根据实际温度对汽车电池进行加热或降温，以PTC(Positive TemperatureCoefficient，正温度系数)加热器为例，可在汽车电池温度较低时为其进行加热，以起到保护电池的作用。车载空调(EAS，Electric Air-condition Systerm)的作用是为车舱进行制冷或制热，以调节车舱内温度。车载影音设备如音响、车载显示器等，主要作用是为用户提供丰富的娱乐功能，提高用户体验。也就是说，为了保证处于开启状态的第一功耗组件的耗电情况，需要获取这些功耗组件正常工作所需的供电电流。值得指出的是，这些功耗设备还可通过汽车电池进行供电。具体地，确定第一功耗组件所需的供电电流的步骤可参照以下步骤实现：获取汽车功耗组件的工作状态，确定处于开启状态的所有汽车功耗组件为第一功耗组件；根据所有第一功耗组件的工作功率，确定第三电流为汽车功耗组件所需的供电电流。下面以电池温控电路为例进行说明。检测汽车电池的实时温度是否低于第一预设阈值；若是，则确定第一功耗组件为处于开启状态的电池温控电路，并控制电池温控电路为汽车电池进行加热；根据电池温控电路在加热状态时的额定功率，确定电池温控电路所需的供电电流。这里所说的第一预设阈值指的是汽车电池正常工作的最低阈值，即低于该温度时汽车电池不能正常工作，这时需要控制电池温控电路对其进行加热，以使其升温至正常工作的温度范围内，保证汽车电池正常工作。同理，还需检测汽车电池的实时温度是否高于第二预设阈值；若是，则确定第一功耗组件为处于开启状态的电池温控电路，并控制电池温控电路为汽车电池进行降温；根据电池温控电路在降温状态时的额定功率，确定电池温控电路所需的供电电流。这里所说的第二预设阈值指的是汽车电池正常工作的最高阈值，即高于该温度时汽车电池工作可能造成火灾危险，这时需要控制电池温控电路对其进行降温，以使其降温至正常工作的温度范围内，保证汽车电池正常工作。步骤103：根据充电电流和供电电流，确定电流总需求值。在汽车电池需要充电时，除了需要考虑单纯的充电电流外，还需要考虑除汽车电池之外的其他功耗组件正常工作所需要的供电电流，确定充电电流和供电电流之和为电流总需求值。例如：根据汽车电池所需的充电电流I0、电池温控电路对汽车电池进行加热或降温时的电流I1、电压转换DC-DC电路所需电流I2、车在空调制冷或制热所需电流I3计算出电流总需求值I总：I总＝I0+I1+I2+I3。步骤104：根据车载充电机的供电能力、线路的载流能力以及电流总需求值，控制对汽车电池的充电以及第一功耗组件的供电。为了保证供电系统稳定工作，虽然步骤103得到了各个组件的电流总需求值，但是还需要综合考虑车载充电机的供电能力以及线路的载流能力，以控制对汽车电池的充电以及第一功耗组件的供电。即只有同时车载充电机的供电能力和线路的载流能力均满足需要，才能够保证各个组件正常工作。具体地，获取车载充电机的最大供电电流值Imax1以及线路的最大载流值Imax2；确定最大供电电流值Imax1、最大载流值Imax2以及电流总需求值Imax0中的最小值为最终的电流需求值min(Imax0，Imax1，Imax2)；根据最终的电流需求值，控制汽车电池的充电以及第一功耗组件的供电。优选地，除了考虑以上三者之外，还可进一步考虑为电动汽车提供充点电能的供电设备(如充电桩)的供电能力。本发明实施例中在控制供电时除了考虑汽车电池的充电电流外，还将其他处于开启状态的功耗组件的耗电需要考虑在内，综合总的供电需求控制充电机的电流输出，保证汽车各组件互不影响能够独立运行，提高了用户体验。下面本实施例将结合具体应用场景对本发明的充电控制方法作进一步说明。如图2所示的控制系统的电路原理图和图3所示的控制系统框图。电动汽车的整车控制系统至少包括：整车控制单元1，分别与整车控制单元1连接的车载充电机2、电池温控电路3、车载空调4、电压转换DC-DC电路5和微控制单元6(MCU，Microcontroller Unit)，以及与微控制单元6连接的电机7。其中，整车控制单元1负责整车级的控制，发出动力电池充电需求、空调开启、电流需求值等控制指令；是实现整车控制决策的核心电子控制单元，一般仅新能源汽车配备、传统燃油车无需该装置。整车控制单元1通过采集油门踏板、挡位、刹车踏板等信号来判断驾驶员的驾驶意图；通过监测车辆状态(车速、温度等)信息，向动力系统、动力电池系统发送车辆的运行状态控制指令，同时控制车载附件电力系统的工作模式。此外，整车控制单元1还具有整车系统故障诊断保护与存储功能。车载充电机2可以采集交流供电设备的状态信息，发送给整车控制单元1，同时也负责执行整车控制单元1的充电指令，将交流电转换为直流电给汽车电池及用电设备供给电能。电池温控电路3的作用是当汽车电池的温度低于正常工作温度的最小值时对汽车电池进行升温，或者在汽车电池的温度高于正常工作温度的最大值时对其进行降温，以保证汽车电池处于正常工作的温度范围内，保护电池不受损坏，延长使用寿命。其中，电池温控电路3包括：与汽车电池连接的PTC加热继电器、PTC加热棒。汽车电池的充电电路包括：与汽车电池正极连接的正极继电器、与正极继电器并联的预充电阻和预充继电器，以及与汽车电池负极连接的负极继电器。本发明实施例的充电控制方法基于整车控制单元1实现，整车控制单元获取汽车电池的充电状态、荷电状态SOC以及电池温度，以确定为汽车电池进行充电所需的充电电流，并进一步获取汽车功耗组件(如电池温控电路3、车载空调4、电压转换DC-DC电路5和微控制单元6等)的工作状态，确定所有处于开启状态的第一功耗组件(如当用户开车载空调时，即I(空调)≠0；当电池需要加热或降温时，即I(电池温控电路)≠0)的工作电流，以确定汽车功耗组件所需的供电电流。整车控制单元1根据充电电流和供电电流，确定电流总需求值，并综合根据车载充电机的供电能力、线路的载流能力以及电流总需求值，控制对汽车电池的充电以及第一功耗组件的供电。这样，整车控制单元1在控制供电时除了考虑汽车电池的充电电流外，还将其他处于开启状态的功耗组件的耗电需要考虑在内，综合总的供电需求控制充电机的电流输出，保证汽车各组件互不影响能够独立运行，提高了用户体验。例如：在电动汽车进行充电时，用户又打开了车载空调，本发明可以同时为汽车电池和车载空调进行供电，保证充电过程和空调工作可完全独立。或者，在电池温度很高或是很低时，汽车电池进行充电所需求电流为0，而用户可独立使用车载空调，使车载充电机直接为车载空调进行供电。实施例二以上实施例一介绍了本发明的充电控制方法，下面本实施例将结合附图对其对应的装置作进一步介绍说明。如图4所示，本发明的实施例中的电动汽车的充电控制装置，包括：。第一获取模块41，用于获取汽车电池的充电状态、荷电状态SOC以及电池温度，以确定为汽车电池进行充电所需的充电电流； | 本发明公开了一种电动汽车的充电控制方法、装置及电动汽车，其方法包括：获取汽车电池的充电状态、荷电状态SOC以及电池温度，以确定为汽车电池进行充电所需的充电电流；获取汽车功耗组件的工作状态，确定所有处于开启状态的第一功耗组件的工作电流，以确定汽车功耗组件所需的供电电流；根据充电电流和供电电流，确定电流总需求值；根据车载充电机的供电能力、线路的载流能力以及电流总需求值，控制对汽车电池的充电以及第一功耗组件的供电。本发明在控制供电时除了考虑汽车电池的充电电流外，还将其他处于开启状态的功耗组件的耗电需要考虑在内，综合总的供电需求控制充电机的电流输出，保证汽车各组件互不影响能够独立运行，提高了用户体验。 | CN:201610878580.3A | https://patentimages.storage.googleapis.com/46/10/69/392117f2c0a80b/CN106364349B.pdf | CN:106364349:B | 易迪华, 张龙聪, 秦兴权 | Beijing Electric Vehicle Co Ltd | CN:101552361:A, CN:102931693:A, CN:102361342:A, CN:104241719:A, CN:104590160:A, CN:105207303:A, CN:105914413:A | Not available | 2019-01-29 | 1.一种电动汽车的充电控制方法，其特征在于，包括：, 获取汽车电池的充电状态、荷电状态SOC以及电池温度，以确定为所述汽车电池进行充电所需的充电电流；, 获取汽车功耗组件的工作状态，确定所有处于开启状态的第一功耗组件的工作电流，以确定所述汽车功耗组件所需的供电电流；其中，所述第一功耗组件为处于开启状态的所有汽车功耗组件；, 根据所述充电电流和所述供电电流，确定电流总需求值；其中，确定所述充电电流和所述供电电流之和为电流总需求值；, 根据车载充电机的供电能力、线路的载流能力以及所述电流总需求值，控制对所述汽车电池的充电以及所述第一功耗组件的供电。, 2.根据权利要求1所述的电动汽车的充电控制方法，其特征在于，获取汽车电池的充电状态、荷电状态SOC以及电池温度，以确定为所述汽车电池进行充电所需的充电电流的步骤包括：, 获取车载充电机或远程管理系统RMS发送的充电状态；, 当所述充电状态为快充状态时，确定第一电流为所述汽车电池进行充电所需的充电电流；, 当所述充电状态为慢充状态时，根据汽车电池的荷电状态SOC以及电池温度，确定第二电流为所述汽车电池进行充电所需的充电电流；其中，所述第二电流小于所述第一电流。, 3.根据权利要求2所述的电动汽车的充电控制方法，其特征在于，根据汽车电池的荷电状态SOC以及电池温度，确定第二电流为所述汽车电池所需的充电电流的步骤包括：, 检测汽车电池的电池温度是否处于预设温度范围内；, 若是，则获取汽车电池的荷电状态SOC，并查询预先设置的二维MAP表，确定所述汽车电池在当前荷电状态SOC和电池温度下的第二电流为所述汽车电池进行充电所需的充电电流；, 若否，则确定所述汽车电池所需的充电电流为零。, 4.根据权利要求1所述的电动汽车的充电控制方法，其特征在于，获取汽车功耗组件的工作状态，确定所有处于开启状态的第一功耗组件的工作电流，以确定所述汽车功耗组件所需的供电电流的步骤包括：, 获取汽车功耗组件的工作状态，确定处于开启状态的所有汽车功耗组件为第一功耗组件；, 根据所有第一功耗组件的工作功率，确定第三电流为所述汽车功耗组件所需的供电电流。, 5.根据权利要求1所述的电动汽车的充电控制方法，其特征在于，所述汽车功耗组件包括以下组件中的一个或多个：电压转换DC-DC电路、电池温控电路、车载空调和车载影音设备。, 6.根据权利要求1所述的电动汽车的充电控制方法，其特征在于，所述汽车功耗组件为电池温控电路时，获取汽车功耗组件的工作状态，确定所有处于开启状态的第一功耗组件的工作电流，以确定所述汽车功耗组件所需的供电电流的步骤包括：, 检测汽车电池的实时温度是否低于第一预设阈值；, 若是，则确定第一功耗组件为处于开启状态的电池温控电路，并控制所述电池温控电路为所述汽车电池进行加热；, 根据所述电池温控电路在加热状态时的额定功率，确定所述电池温控电路所需的供电电流。, 7.根据权利要求1所述的电动汽车的充电控制方法，其特征在于，所述汽车功耗组件为电池温控电路时，获取汽车功耗组件的工作状态，确定所有处于开启状态的第一功耗组件的工作电流，以确定所述汽车功耗组件所需的供电电流的步骤还包括：, 检测汽车电池的实时温度是否高于第二预设阈值；, 若是，则确定第一功耗组件为处于开启状态的电池温控电路，并控制所述电池温控电路为所述汽车电池进行降温；, 根据所述电池温控电路在降温状态时的额定功率，确定所述电池温控电路所需的供电电流。, 8.根据权利要求1所述的电动汽车的充电控制方法，其特征在于，根据车载充电机的供电能力、线路的载流能力以及所述电流总需求值，控制对所述汽车电池的充电以及所述第一功耗组件的供电的步骤包括：, 获取车载充电机的最大供电电流值以及线路的最大载流值；, 确定最大供电电流值、最大载流值以及电流总需求值中的最小值为最终的电流需求值；, 根据所述最终的电流需求值，控制所述汽车电池的充电以及所述第一功耗组件的供电。, 9.一种电动汽车的充电控制装置，其特征在于，包括：, 第一获取模块，用于获取汽车电池的充电状态、荷电状态SOC以及电池温度，以确定为所述汽车电池进行充电所需的充电电流；, 第二获取模块，用于获取汽车功耗组件的工作状态，确定所有处于开启状态的第一功耗组件的工作电流，以确定所述汽车功耗组件所需的供电电流；, 处理模块，用于根据所述充电电流和所述供电电流，确定电流总需求值；其中，所述处理模块包括：处理单元，用于确定所述充电电流和所述供电电流之和为电流总需求值；, 控制模块，用于根据车载充电机的供电能力、线路的载流能力以及所述电流总需求值，控制对所述汽车电池的充电以及所述第一功耗组件的供电。, 10.根据权利要求9所述的电动汽车的充电控制装置，其特征在于，所述第一获取模块包括：, 第一获取单元，用于获取车载充电机或远程管理系统RMS发送的充电状态；, 第一确定单元，用于当所述充电状态为快充状态时，确定第一电流为所述汽车电池进行充电所需的充电电流；, 第二确定单元，用于当所述充电状态为慢充状态时，根据汽车电池的荷电状态SOC以及电池温度，确定第二电流为所述汽车电池进行充电所需的充电电流；其中，所述第二电流小于所述第一电流。, 11.根据权利要求10所述的电动汽车的充电控制装置，其特征在于，所述第二确定单元包括：, 检测子单元，用于检测汽车电池的电池温度是否处于预设温度范围内；, 第一确定子单元，用于在电池温度处于预设温度范围内时，获取汽车电池的荷电状态SOC，并查询预先设置的二维MAP表，确定所述汽车电池在当前荷电状态SOC和电池温度下的第二电流为所述汽车电池进行充电所需的充电电流；, 第二确定子单元，用于在电池温度未处于预设温度范围内时，确定所述汽车电池所需的充电电流为零。, 12.根据权利要求9所述的电动汽车的充电控制装置，其特征在于，所述第二获取模块包括：, 第二获取单元，用于获取汽车功耗组件的工作状态，确定处于开启状态的所有汽车功耗组件为第一功耗组件；, 第三确定单元，用于根据所有第一功耗组件的工作功率，确定第三电流为所述汽车功耗组件所需的供电电流。, 13.根据权利要求9所述的电动汽车的充电控制装置，其特征在于，所述第二获取模块包括：, 第一检测单元，用于当所述汽车功耗组件为电池温控电路时，检测汽车电池的实时温度是否低于第一预设阈值；, 第一控制单元，用于在汽车电池的实时温度低于第一预设阈值时，确定第一功耗组件为处于开启状态的电池温控电路，并控制所述电池温控电路为所述汽车电池进行加热；, 第四确定单元，用于根据所述电池温控电路在加热状态时的额定功率，确定所述电池温控电路所需的供电电流。, 14.根据权利要求9所述的电动汽车的充电控制装置，其特征在于，所述第二获取模块还包括：, 第二检测单元，用于当所述汽车功耗组件为电池温控电路时，检测汽车电池的实时温度是否高于第二预设阈值；, 第二控制单元，用于在汽车电池的实时温度高于第二预设阈值时，确定第一功耗组件为处于开启状态的电池温控电路，并控制所述电池温控电路为所述汽车电池进行降温；, 第五确定单元，用于根据所述电池温控电路在降温状态时的额定功率，确定所述电池温控电路所需的供电电流。, 15.根据权利要求9所述的电动汽车的充电控制装置，其特征在于，所述控制模块包括：, 第三获取单元，用于获取车载充电机的最大供电电流值以及线路的最大载流值；, 第六确定单元，用于确定最大供电电流值、最大载流值以及电流总需求值中的最小值为最终的电流需求值；, 第三控制单元，用于根据所述最终的电流需求值，控制所述汽车电池的充电以及所述第一功耗组件的供电。, 16.一种电动汽车，其特征在于，包括如权利要求9～15任一项所述的电动汽车的充电控制装置。 | CN | China | Active | B | True |
| 23 | Battery heating system, electric vehicle and vehicle-mounted system \n | EP4044320A1 | NaN | This application provides a battery heating system (100), an electric vehicle, and an in-vehicle system, which may be applied to the field of electric vehicles. In solutions of this application, a battery can be quickly and evenly heated. The battery heating system (100) includes: a temperature monitoring unit (110), configured to output a temperature monitoring signal; a voltage conversion unit (130), configured to receive a first voltage (V 1 ) that is input by a power supply (20) or a second voltage (V 2 ) that is input by a to-be-heated battery (30); and a control unit (120), configured to receive the temperature monitoring signal and output a control signal. The voltage conversion unit (130) is configured to perform boosting or bucking processing on the first voltage (V 1 ) based on the control signal or perform boosting or bucking processing on the second voltage (V 2 ) based on the control signal, so that the to-be-heated battery (30) receives a charging current from the power supply (20) in a first time segment by using the voltage conversion unit (130), and the to-be-heated battery (30) outputs a discharging current to the power supply (20) in a second time segment by using the voltage conversion unit (130). In this way, the to-be-heated battery (30) heats itself through alternative charging and discharging. | EP:20884492.8A | https://patentimages.storage.googleapis.com/a6/d2/62/ab08980bd5adc4/EP4044320A1.pdf | NaN | Jie Xie, Guanghui Zhang, Wei Liu | Huawei Digital Power Technologies Co Ltd | NaN | 2021-05-14 | 2022-08-17 | A battery heating system, comprising:\na temperature monitoring unit, configured to: monitor a temperature of a to-be-heated battery, and output a temperature monitoring signal, wherein the temperature monitoring signal is used to indicate the temperature of the to-be-heated battery;\na voltage conversion unit, separately connected to a power supply and the to-be-heated battery, and configured to receive a first voltage that is input by the power supply or a second voltage that is input by the to-be-heated battery; and\na control unit, configured to: receive the temperature monitoring signal, and output a control signal to the voltage conversion unit based on the temperature monitoring signal, wherein\nthe voltage conversion unit is configured to perform boosting or bucking processing on the first voltage and/or the second voltage based on the control signal, so that the power supply outputs a positive/negative pulse signal to the to-be-heated battery, and the power supply and the to-be-heated battery alternately charge each other and discharge electricity to each other based on the pulse signal. , a temperature monitoring unit, configured to: monitor a temperature of a to-be-heated battery, and output a temperature monitoring signal, wherein the temperature monitoring signal is used to indicate the temperature of the to-be-heated battery;, a voltage conversion unit, separately connected to a power supply and the to-be-heated battery, and configured to receive a first voltage that is input by the power supply or a second voltage that is input by the to-be-heated battery; and, a control unit, configured to: receive the temperature monitoring signal, and output a control signal to the voltage conversion unit based on the temperature monitoring signal, wherein, the voltage conversion unit is configured to perform boosting or bucking processing on the first voltage and/or the second voltage based on the control signal, so that the power supply outputs a positive/negative pulse signal to the to-be-heated battery, and the power supply and the to-be-heated battery alternately charge each other and discharge electricity to each other based on the pulse signal., The system according to claim 1, wherein the power supply comprises a part of battery modules in a battery pack, and the to-be-heated battery comprises the other part of battery modules in the battery pack., The system according to claim 1 or 2, wherein the control unit is specifically configured to output the control signal when the temperature monitoring signal indicates that the temperature of the to-be-heated battery is lower than a preset threshold; and\nthe control unit is further configured to stop outputting the control signal when the temperature monitoring signal indicates that the temperature of the to-be-heated battery is higher than or equal to the preset threshold., The system according to any one of claims 1 to 3, wherein the control signal is used to adjust an amplitude of the pulse signal by adjusting an amplitude of a relative voltage between the first voltage and the second voltage., The system according to any one of claims 1 to 4, wherein the control signal is used to adjust a frequency of charging/discharging between the power supply and the to-be-heated battery by adjusting a speed of switching the relative voltage between the first voltage and the second voltage., The system according to any one of claims 1 to 5, wherein the control signal is used to control the frequency of charging/discharging between the power supply and the to-be-heated battery, so that a charging/discharging frequency of the to-be-heated battery falls within a frequency range of a dynamic control area., The system according to claim 6, wherein the control unit is configured to determine, based on the temperature that is of the to-be-heated battery and that is indicated by the temperature monitoring signal and a preset correspondence between a battery temperature and the frequency range of the dynamic control area, a first frequency range that is of the dynamic control area and that corresponds to the temperature of the to-be-heated battery; and\nthe control unit is further configured to determine the charging/discharging frequency of the to-be-heated battery based on the first frequency range., The system according to claim 6, wherein the system further comprises an impedance monitoring unit, and the impedance monitoring unit is configured to: monitor an impedance of the to-be-heated battery, and output an impedance monitoring signal, wherein the impedance monitoring signal is used to indicate the impedance of the to-be-heated battery;\nthe control unit is configured to: receive the impedance monitoring signal, and determine, based on the impedance monitoring signal, a second frequency range that is of the dynamic control area and that corresponds to the to-be-heated battery in a current status; and\nthe control unit is further configured to determine the charging/discharging frequency of the to-be-heated battery based on the second frequency range. , the control unit is configured to: receive the impedance monitoring signal, and determine, based on the impedance monitoring signal, a second frequency range that is of the dynamic control area and that corresponds to the to-be-heated battery in a current status; and, the control unit is further configured to determine the charging/discharging frequency of the to-be-heated battery based on the second frequency range., The system according to any one of claims 1 to 8, wherein the voltage conversion unit is configured to perform boosting or bucking processing on the first voltage or perform boosting or bucking processing on the second voltage, so that a charging current received by the to-be-heated battery in a first time segment is less than a maximum charging current, wherein the first time segment is a time interval used to charge the to-be-heated battery in a charging and discharging time period., The system according to claim 9, wherein the control unit is further configured to determine a current value of a current maximum charging current of the to-be-heated battery based on a state of charge and the temperature that is of the to-be-heated battery and that is indicated by the temperature monitoring signal., The system according to claim 9, wherein the system further comprises an impedance monitoring unit, and the impedance monitoring unit is configured to: monitor an impedance of the to-be-heated battery, and output an impedance monitoring signal, wherein the impedance monitoring signal is used to indicate the impedance of the to-be-heated battery; and\nthe control unit is configured to: receive the impedance monitoring signal, and determine a current value of the maximum charging current based on the impedance monitoring signal, The system according to any one of claims 1 to 11, wherein the voltage conversion unit is configured to perform boosting or bucking processing on the first voltage or perform boosting or bucking processing on the second voltage, so that a discharging current that is output by the to-be-heated battery in a second time segment is less than a maximum discharging current, wherein the second time segment is a time interval used by the to-be-heated battery to discharge electricity in a charging and discharging time period., The system according to claim 12, wherein the control unit is further configured to determine a current value of a current maximum discharging current of the to-be-heated battery based on the temperature of the to-be-heated battery and a state of charge., The system according to claim 12, wherein the system further comprises an impedance monitoring unit, and the impedance monitoring unit is configured to: monitor an impedance of the to-be-heated battery, and output an impedance monitoring signal, wherein the impedance monitoring signal is used to indicate the impedance of the to-be-heated battery; and\nthe control unit is configured to: receive the impedance monitoring signal, and determine a current value of the maximum discharging current based on the impedance monitoring signal., An electric vehicle, comprising:\na first battery and a second battery;\na voltage conversion unit, separately connected to the first battery and the second battery, and configured to receive a first voltage that is input by the first battery or a second voltage that is input by the second battery;\na temperature monitoring unit, configured to: monitor a temperature of the second battery, and output a temperature monitoring signal, wherein the temperature monitoring signal is used to indicate the temperature of the second battery; and\na control unit, configured to: receive the temperature monitoring signal, and output a control signal to the voltage conversion unit based on the temperature monitoring signal, wherein\nthe voltage conversion unit is configured to perform boosting or bucking processing on the first voltage and/or the second voltage based on the control signal, so that the first battery outputs a positive/negative pulse signal to the second battery, and the first battery and the second battery alternately charge each other and discharge electricity to each other based on the pulse signal. , a first battery and a second battery;, a voltage conversion unit, separately connected to the first battery and the second battery, and configured to receive a first voltage that is input by the first battery or a second voltage that is input by the second battery;, a temperature monitoring unit, configured to: monitor a temperature of the second battery, and output a temperature monitoring signal, wherein the temperature monitoring signal is used to indicate the temperature of the second battery; and, a control unit, configured to: receive the temperature monitoring signal, and output a control signal to the voltage conversion unit based on the temperature monitoring signal, wherein, the voltage conversion unit is configured to perform boosting or bucking processing on the first voltage and/or the second voltage based on the control signal, so that the first battery outputs a positive/negative pulse signal to the second battery, and the first battery and the second battery alternately charge each other and discharge electricity to each other based on the pulse signal., The vehicle according to claim 15, further comprising a battery pack, wherein the first battery comprises a part of battery modules in the battery pack, and the second battery comprises the other part of battery modules in the battery pack., The vehicle according to claim 15 or 16, wherein the control unit is specifically configured to output the control signal when the temperature monitoring signal indicates that the temperature of the second battery is lower than a preset threshold; and\nthe control unit is further configured to stop outputting the control signal when the temperature monitoring signal indicates that the temperature of the second battery is higher than or equal to the preset threshold., The vehicle according to any one of claims 15 to 17, wherein the control signal is used to adjust an amplitude of the pulse signal by adjusting an amplitude of a relative voltage between the first voltage and the second voltage., The vehicle according to any one of claims 15 to 18, wherein the control signal is used to adjust a frequency of charging/discharging between the first battery and the second battery by adjusting a speed of switching the relative voltage between the first voltage and the second voltage., The vehicle according to any one of claims 15 to 19, wherein the control signal is used to control the frequency of charging/discharging between the first battery and the second battery, so that a charging/discharging frequency of the second battery falls within a frequency range of a dynamic control area., The vehicle according to claim 20, wherein the control unit is configured to determine, based on the temperature that is of the second battery and that is indicated by the temperature monitoring signal and a preset correspondence between a battery temperature and the frequency range of the dynamic control area, a first frequency range that is of the dynamic control area and that corresponds to the temperature of the second battery; and\nthe control unit is further configured to determine the charging/discharging frequency of the second battery based on the first frequency range., The vehicle according to claim 20, wherein the vehicle further comprises an impedance monitoring unit, the impedance monitoring unit is configured to: monitor an impedance of the second battery, and output an impedance monitoring signal, wherein the impedance monitoring signal is used to indicate the impedance of the second battery;\nthe control unit is configured to: receive the impedance monitoring signal, and determine, based on the impedance monitoring signal, a second frequency range that is of the dynamic control area and that corresponds to the second battery in a current status; and\nthe control unit is further configured to determine the charging/discharging frequency of the second battery based on the second frequency range. , the control unit is configured to: receive the impedance monitoring signal, and determine, based on the impedance monitoring signal, a second frequency range that is of the dynamic control area and that corresponds to the second battery in a current status; and, the control unit is further configured to determine the charging/discharging frequency of the second battery based on the second frequency range., The vehicle according to any one of claims 15 to 22, wherein the voltage conversion unit is configured to perform boosting or bucking processing on the first voltage or perform boosting or bucking processing on the second voltage, so that a charging current received by the second battery in a first time segment is less than a maximum charging current, wherein the first time segment is a time interval used to charge the to-be-heated battery in a charging and discharging time period., The vehicle according to any one of claims 15 to 22, wherein the voltage conversion unit is configured to perform boosting or bucking processing on the first voltage or perform boosting or bucking processing on the second voltage, so that a discharging current that is output by the second battery in a second time segment is less than a maximum discharging current, wherein the second time segment is a time interval used by the to-be-heated battery to discharge electricity in a charging and discharging time period., A power supply system, wherein the power supply system comprises the battery heating system according to any one of claims 1 to 14; and the power supply and the to-be-heated battery., The power supply system according to claim 25, wherein the power supply comprises a part of battery modules in a battery pack, and the to-be-heated battery comprises the other part of battery modules in the battery pack., An in-vehicle system, wherein the in-vehicle system comprises the battery heating system according to any one of claims 1 to 14; and\nthe power supply and the to-be-heated battery., The in-vehicle system according to claim 27, wherein the power supply comprises a part of battery modules in a battery pack in the in-vehicle system, and the to-be-heated battery comprises the other part of battery modules in the battery pack. | EP | European Patent Office | Pending | H | True |
| 24 | State of battery health estimation based on swelling characteristics \n | US11623526B2 | This application represents the national stage entry of PCT International Application No. PCT/US2016/062782 filed Nov. 18, 2016, which claims priority from U.S. Patent Application No. 62/257,654 filed Nov. 19, 2015, the contents of which are hereby incorporated herein by reference for all purposes.\nThis invention was made with government support under number DE-AR0000269 awarded by the U.S. Department of Energy. The government has certain rights in the invention.\nThis invention relates to a system and method for estimating state of health in a battery by determining capacity fading using a force measurement and derived incremental capacity curves based on force.\nAs batteries age over time and use, the electrochemical processes within a battery change with every discharging and charging cycle and as the materials degrade. The state of health (SOH) of a battery is a measure (usually expressed as a percentage) that indicates the condition of a battery and its ability to deliver its specified performance compared to when it was new, i.e., at an SOH of 100%. Knowing the SOH of a battery is important for determining whether the battery may still be relied upon for a specific performance and if so, for how much longer. For example, lithium-ion batteries have been one of the most popular choices for use as power sources in electric vehicles (EVs) and hybrid electric vehicles (HEVs). Their popularity is due to their high energy and power densities and their ability to achieve long driving ranges. However, their performance suffers from aging and degradation mechanisms that hinder their efficient performance. Thus, significant research has been focused on trying to understand the aging mechanisms in lithium-ion cells in an effort to improve the utilization and reliability of these cells.\nThe SOH measurement can be estimated using the internal resistance growth, or the capacity fading of a battery. Prior battery SOH monitoring techniques have relied on voltage measurements. In one such technique, referred to as cyclic voltammetry, the electrode potential is ramped linearly versus time. The resulting cyclic voltammogram shows the peak anodic and cathodic currents, and the shift in these peaks is correlated with aging. In another such technique, a statistical method is applied to the charge/discharge voltage data of a cell to extract a probability density function curve. As the cell degrades, the curve shifts allowing for aging detection. In yet another such technique, known as the differential voltage method, the differential voltage over capacity with respect to capacity is plotted, and the shifts in peaks is correlated with aging.\nFinally, one of the most recent techniques, referred to as incremental capacity analysis (ICA), takes advantage of the fact that many cells are characterized by a voltage plateau for a wide range of states of charge (SOCs). Voltage and capacity measurements for a battery type are used to derive an incremental capacity (IC) curve that indicates a peak capacity and from which the capacity fading (and thus, the SOH) for a battery of the same type may be determined. Specifically, this method plots the incremental capacity over voltage (dQ/dV) with respect to voltage, which shows clearly identifiable peaks that correlate with capacity fading. Using this method, the capacity fading may be predicted with a less than 1% error. See, for example, U.S. Patent Application Publication No. 2015/0066406.\nAlthough the ICA method using voltage measurements (ICV) has been shown to be accurate in estimating capacity fade, it still has some major setbacks. First, this method is sensitive to voltage measurements. In some battery chemistries, like lithium iron phosphate, the voltage curves are characterized by a plateau for a wide range of SOCs. Therefore, computing the differential of the voltage may be corrupted by noise. This means that extensive post processing has to be performed to extract the exact shape of the voltage differential curve. Second, for some batteries, including but not limited to lithium-ion nickel-manganese-cobalt oxide cells, the peaks on the voltage IC curve in discharge are centered about 40% state of charge (SOC). This means that in order to estimate and monitor capacity fading and SOH, a battery must be discharged into the lower SOC range. In certain applications, such as an urban electric vehicle or mobile electronic device, it is more likely that a battery discharges into the 70% SOC range rather than the 40% SOC range. As a result, SOH monitoring may happen infrequently using an incremental capacity analysis method that relies on voltage measurements.\nThus, what is needed is an improved system and method for accurately estimating the state of health of a battery.\nIn lithium-ion batteries, charging causes a volume change or swelling of the electrodes as the lithium ions intercalate in the negative electrode. In applications where the batteries are constrained or compressed to prevent expansion, the swelling causes a strain or stress, which may be measured using a force sensor (or strain gauge). These force measurements may be used in the incremental capacity analysis (ICA) method of the present disclosure to derive incremental capacity (IC) curves based on force due to the change in volume or swelling. Using the ICA method based on force measurements (ICF) is advantageous because the non-electrical (mechanical) signal from the force due to volume change or swelling includes less noise and exhibits less flatness than the voltage curves, thus making data processing easier.\nFurther, for some battery chemistries, including but not limited to lithium-ion nickel-manganese-cobalt oxide cells, the identifiable peaks in the IC curves may be centered about 40% SOC. This means that the battery may remain in the higher SOC range and does not have to discharge all the way down to the lower SOC range in order to provide data for an accurate state of health (SOH) estimation. In this way, SOH monitoring may happen more frequently within the regular use of certain applications, such as an urban electric vehicle or mobile electronic device, because it is more likely that a battery discharges into the 70% SOC range than the 40% SOC range.\nIn one aspect, the invention provides a method of using a non-electrical (mechanical) signal in the incremental capacity analysis method to determine the state of health of a battery. Specifically, this method uses force measurements to derive the incremental capacity curves instead of voltage measurements.\nIn another aspect, the invention provides a system that uses force measurements in the incremental capacity analysis method to determine the state of health of a battery discharging most often in the upper state of charge range. This provides a more accurate state of health percentage for a battery that is charged often before completely discharging, in which the state of health may be degrading more quickly due to the repetitive charge-discharge cycles in the upper state of charge range.\nIn another aspect, the invention provides a battery management system (BMS) that uses force measurements to estimate the SOH of a battery based on derived IC curves which indicate the capacity fading. The BMS may indicate to a user the SOH, a pre-failure warning, an expected lifetime, and an anticipated replacement date for the battery. The invention minimizes any noise in the results and uses measurements taken in the upper SOC range.\nThese and other features, aspects, and advantages of the present invention will become better understood upon consideration of the following detailed description, drawings and appended claims.\n FIG. 1 shows a schematic of three lithium-ion cells sandwiched between two end plates, where the end plate includes a load cell to measure the force due to cell expansion.\n FIG. 2 shows capacity fading as a function of the number of charge-discharge cycles for four different battery fixtures with different operating SOCs and preloading conditions.\n FIG. 3 shows example voltage and force measurements during a discharge capacity test after different numbers (N) of charge-discharge cycles.\n FIG. 4 shows example voltage and force curves and corresponding dV/dQ and dF/dQ curves during a discharge capacity test for a battery fixture after 325 charge-discharge cycles.\n FIG. 5 shows example force and dF/dQ polynomial curve fits using a Savitsky-Golay filter during a discharge capacity test for a battery fixture after 325 charge-discharge cycles for different frame lengths (F).\n FIG. 6 shows example IC curves using voltage (ICV) and force (ICF) during a discharge capacity test for a battery fixture after different numbers of charge-discharge cycles (N), as well as a linear fit of the corresponding peak values for both sets of curves.\n FIG. 7 shows example plots of capacity versus voltage at the peaks of the ICF curves for four battery fixtures with a linear fit solid line with a band of 1% and the average slope fitted through the first data point for each battery fixture, as well as the respective maximum, mean, and standard deviation of the error between the measured capacity and the estimated capacity using the average slope of the battery fixtures.\n FIG. 8 shows an example ICF curve versus the bulk battery fixture voltage and individual cell voltages for a battery fixture 1 after 325 charge-discharge cycles.\n FIG. 9 shows the results of using bulk force measurements to estimate individual cell capacities along with the corresponding errors on measured and estimated capacity.\n FIG. 10 shows the distribution of the error between the measured and estimated capacities for the cells over 6200 charge-discharge cycles of degradation and the respective maximum, mean, and standard deviation.\n FIG. 11 shows the US06 current profile used for the degradation experiments.\n FIG. 12 is a schematic showing an exploded perspective view of another example fixture that can be used in the invention.\nMuch focus has been directed toward the ability to monitor capacity fade in batteries. One prior approach to monitoring capacity fade is the incremental capacity analysis (ICA) method, which plots the differential of the capacity over the differential of voltage versus voltage. These plots result in identifiable peaks at certain voltages. As the cell degrades, these peaks shift with voltage resulting in an identifiable relationship between those peaks and capacity fading of the cell. However, this approach has some setbacks. First of all, some lithium ion chemistries are characterized by flat voltage curves for a wide range of SOC. This makes computing the differential of voltage sensitive to voltage sensor noise (since dV is small, nearly 0). Second of all, the identifiable peaks in the IC curves, for some battery chemistries, are centered about 40% SOC. The present disclosure identifies an alternative method for using the ICA method with a non-electrical signal, instead of voltage, that may be used in capacity fading identification, or more specifically, using force measurements to correlate with capacity fading. This method may be used in implementing state of health (SOH) monitoring prognostic algorithms in a battery management system (BMS), and can be used to supplement or replace current SOH monitoring techniques.\nA battery management system may include a controller, and may be used in an electrical device including a battery and a pressure sensor. The battery may comprise a battery pack including a series of battery cells arranged with spacers and end plates as shown in FIG. 1 . The battery cells may have the chemical properties such that the cells change volume or swell when charging and discharging. The end plates and spacers may apply a certain amount of force to the battery cell arrangement in order to prevent an over expansion of the cells. The pressure sensor may be located at one of the end plates and may be configured to send a force measurement signal to the controller indicating an amount of force applied due to the volume change or swelling of the battery cells.\nThe controller may include memory storage which may store certain incremental capacity curves based on the force measurements of different battery types. The force incremental capacity curves may be derived by battery manufacturers in order to provide an algorithm for the battery management system to use in order to calculate the state of health of the battery based on the force measurement from the pressure sensor. The algorithms may include linear and/or non-linear relationships between the force, state of charge, voltage, and state of health. The force incremental capacity curves may be derived for different batteries based on the chemical ingredients, structure, initial force applied by the spacers and end plates, initial state of charge, initial capacity, and type of current profile applied during charge-discharge cycles.\nThe controller may perform state of health monitoring each time the battery pack discharges past a certain threshold state of charge. The certain threshold state of charge may be in the upper state of charge range. For example, the battery management system may perform a state of health analysis every time the battery traverses a 70% state of charge, or a 60% state of charge, or a 50% state of charge. This may be advantageous in vehicles or mobile devices used in urban areas that are less often discharged below a 40% state of charge. Moreover, the more frequent state of health analysis may be useful in such devices as mentioned since batteries which undergo frequent charge-discharge cycles in the upper state of charge range may have a faster rate of state of health degradation.\nIn one embodiment, the invention provides an electrical device comprising a battery; a sensor for measuring swelling of the battery; and a battery management system including a controller in electrical communication with the sensor (e.g., a pressure sensor). The controller is configured to execute a program stored in the controller to determine a state of health percentage or other diagnostic signals of the battery based on a force incremental capacity curve and a reading from the sensor. The controller may be configured to execute the program stored in the controller to output a pre-failure warning signal for the battery. The controller may be configured to execute the program stored in the controller to output an expected lifetime signal for the battery. The controller may be configured to execute the program stored in the controller to output an anticipated replacement date signal for the battery. The controller may be configured to execute the program stored in the controller to output a signal associated with the state of health or other diagnostic signals to be used in the battery management system. The state of health or other diagnostic signals can be selected from: (i) capacity fade, or (ii) resistance growth, or (iii) expected lifetime signal, or (iv) anticipated replacement date, or (v) pre-failure warning.\nThe battery may comprise a single cell or a battery pack including a plurality of cells, such as prismatic cells, or cylindrical cells, or pouch cells. Each cell may comprise a positive electrode selected from lithium nickel manganese cobalt oxide, lithium manganese oxide, and lithium iron phosphate; and a negative electrode selected from graphite, lithium titanate, hard carbon, tin/cobalt alloy, and silicon carbon; and an electrolyte selected from LiPF6, LiBF4, and LiClO4. In one form, the battery is a lithium ion battery pack. The battery may comprise a plurality of cells held in compression between a first plate and an opposed second plate. An inner side of the first plate may be in contact with a first end of the plurality of cells, and an inner side of the second plate may be in contact with a second end of the plurality of cells.\nThe sensor may be selected from (i) a sensor that measures stress, pressure, or force, (ii) a sensor that measures strain, or displacement, or (iii) a sensor that measures any form of physical deformation. In one form, the sensor is a pressure sensor. The physical deformation can be measured using a hydraulic or mechanical or piezoelectric or optical device. The sensor may be a load cell, and the load cell may be adjacent an outer side of the first plate. The sensor may include a plurality of sensors. The battery may be packaged with the sensor(s). The reading (e.g., a pressure reading) from the sensor (e.g., a pressure sensor) may be taken during charge or discharge of the battery.\nIn another embodiment, the invention provides a vehicle comprising any version of the electrical device of the present disclosure, wherein the electrical device is configured to supply electrical power to propel the vehicle, or to supplement propulsion or electric load in the vehicle. The vehicle may comprise an internal combustion engine, a generator, and a fuel tank storing fuel, wherein the internal combustion engine is configured to combust the fuel from the fuel tank to power the generator, and wherein the generator is configured to supply electrical power to the battery pack. The invention may also provide a consumer electronics apparatus comprising any version of the electrical device of the present disclosure.\nIn yet another embodiment, the invention provides a battery management system for a battery including a sensor (e.g., a pressure sensor) for measuring swelling of the battery. The battery management system may comprise a controller in electrical communication with the sensor, wherein the controller is configured to execute a program stored in the controller to determine a state of health percentage or other diagnostic signals of the battery pack based on a force incremental capacity curve and a reading from the sensor. The controller may be configured to execute the program stored in the controller to output a pre-failure warning signal for the battery. The controller may be configured to execute the program stored in the controller to output an expected lifetime signal for the battery. The controller may be configured to execute the program stored in the controller to output an anticipated replacement date signal for the battery. The controller may be configured to execute the program stored in the controller to output a signal associated with the state of health or other diagnostic signals to be used in the battery management system. The state of health or other diagnostic signals can be selected from: (i) capacity fade, or (ii) resistance growth, or (iii) expected lifetime signal, or (iv) anticipated replacement date, or (v) pre-failure warning.\nThe force incremental capacity curve may be derived by: (i) measuring a force indicative of swelling within a reference battery over a time period of charge or discharge, wherein the battery is a same type as the reference battery; and (ii) taking the derivative of a charge or discharge capacity with respect to force. The force incremental capacity curve may be derived by: (i) measuring a force indicative of swelling within a reference battery over a time period of charge or discharge, wherein the battery is of the same type as the reference battery; (ii) taking the derivative of a charge or discharge capacity with respect to force; and (iii) quantifying peaks or location of peaks of the force incremental capacity curve. Taking the derivative of the charge or discharge capacity with respect to force may include first processing data of measured force over the time period of charge or discharge by applying a post processing technique. The post processing technique may include: (i) applying a filter, or (ii) smoothening and averaging, or (iii) using statistical methods.\nIn the battery management system, the controller may be configured to execute the program stored in the controller to output a signal associated with the state of health or other diagnostic signals to be used in the battery management system. The state of health or other diagnostic signals can be selected from: (i) capacity fade, or (ii) resistance growth, or (iii) expected lifetime signal, or (iv) anticipated replacement date, or (v) pre-failure warning.\nThe sensor may be selected from (i) a sensor that measures stress, pressure, or force, (ii) a sensor that measures strain, or displacement, or (iii) a sensor that measures any form of physical deformation. The physical deformation can be measured using a hydraulic or mechanical or piezoelectric or optical device. The pressure sensor may be a load cell, and the load cell may be adjacent an outer side of the first plate. The pressure sensor may include a plurality of pressure sensors. The pressure reading from the pressure sensor may be taken during charge or discharge of the battery. A reading from a sensor can be taken during charge or discharge of the battery.\nIn still another embodiment, the invention provides a method for determining a state of health percentage of a battery. The state of health may be capacity fading, or resistance growth. The method may include the steps of: (a) determining a force incremental capacity curve to use based on the battery pack; (b) sensing a force indicative of swelling within the battery pack; and (c) determining the state of health percentage of the battery based on the force indicative of the swelling and the force incremental capacity curve. The force incremental capacity curve may be derived by: (i) measuring a force indicative of a swelling within a reference battery over a time period of charge or discharge, wherein the battery is of the same type as the reference battery; and (ii) taking the derivative of a charge or discharge capacity with respect to force. The force incremental capacity curve may be derived by: (i) measuring a force indicative of swelling within a reference battery over a time period of charge or discharge, wherein the battery pack is of the same type as the reference battery; (ii) taking the derivative of a charge or discharge capacity with respect to force; and (iii) quantifying peaks or locations of peaks of the force incremental capacity curve. Taking the derivative of the charge or discharge capacity with respect to force may include first processing data of the measured force over the time period of charge or discharge by applying a post processing technique. Applying the post processing technique may include using a filter, smoothing or averaging the data, or using statistical methods.\nAn electrical device of the invention including a battery and a battery management system has many uses. In one non-limiting example, the electrical device includes a battery pack and a battery management system, and the device is used in electric vehicles. Hybrid electric vehicles use both high voltage battery power for traction, and an internal combustion engine for propulsion and for battery charging via a generator. Plug-in electric vehicles can be charged from an external source of electricity, and the stored energy is used to power the vehicle. Battery management systems for electric vehicles may include an electronic controller to monitor various parameters associated with the operation of the battery pack. For example, temperature, pressure, current, voltage, capacity, volume change, swelling, and so forth can be monitored by the controller of the battery management system. It is possible for the battery management system to predict state of health using the methods of the present disclosure. The battery management system can calculate state of health through the use of a controller. Force can be used as a variable in a programmed algorithm run by a processor of the controller, which in turn produces a state of health estimate.\nThe following Examples are provided in order to demonstrate and further illustrate certain embodiments and aspects of the present invention and are not to be construed as limiting the scope of the invention.\nPrior health monitoring techniques in batteries relied on voltage measurements. The Examples demonstrate a novel method of using a non-electrical (mechanical) signal in the ICA method. The method demonstrated in the following examples utilizes measurements of force to derive incremental capacity curves based on force (ICF) instead of voltage (ICV). The force is measured on the surface of a cell under compression in a fixture that replicates a vehicle battery pack. The analysis in the Examples is done on Lithium ion Nickel-Manganese-Cobalt Oxide (NMC) cells. For some chemistries, the ICF method can complement or replace the ICV method for the following reason. The identified ICV peaks are centered around 40% state of charge (SOC) while that of the ICF method are centered around 70% SOC. This means it can be used more often because it is more likely that an electric vehicle (EV) or a plug-in hybrid electric vehicle (PHEV) transverses the 70% SOC range than the 40% SOC.\nFour different fixtures were tested under different SOC and preloading conditions. All fixtures seem to exhibit the same behavior with a linear decrease of capacity with increasing force IC peak voltage value. Results show that the mean capacity of each fixture can be estimated with a maximum error of 2.5% over 6200 charge-discharge cycles. Also, it has been shown that bulk force measurements can be used to estimate individual cell capacities. Results show that the maximum error is 3.1% with an average and standard deviation on the error of −0.42% and 1.14% respectively.\nIn an experiment using the disclosed SOH monitoring method, the ICA method was done on lithium-ion nickel-manganese-cobalt oxide cells setup as they might be arranged in a battery pack for a hybrid electric vehicle (HEV). The force was measured on the surface of a cell under compression in a fixture that replicates a vehicle battery pack. In order to simulate an HEV battery pack, four fixtures were fabricated consisting of three lithium ion batteries each. FIG. 1 shows one of these fixtures. The battery was 120×85×12.7 mm with a 5 amp-hour (Ah) nominal capacity. A flat-wound jelly roll was encased inside the aluminum hard shell of the battery. The jelly roll did not fill the whole enclosure and thus there were air gaps around the sides and the top of the cell. The structure of the jelly roll resulted in electrode expansion in the direction perpendicular to its largest face. The cells were separated by a plastic spacer with dimples on it to allow for air to flow between the cells for cooling purposes and also maintain compression between the batteries. A set of four arrays of resistance temperature detectors (RTDs) were instrumented on one side of the middle battery of each of the four fixtures. Each array had four RTDs totaling 16 sensors in each fixture. The RTDs allowed for spatial surface temperature measurement of the middle cell as it was being cycled. These RTDs have been shown to be faster at estimating the core temperature of the battery as compared to a conventional thermistor sensor placed close to the tabs of the battery. Two Garolite (a fiberglass-epoxy composite) end plates were used to clamp the three battery cells together using bolts with lock nuts to prevent the fixture from loosening. A load cell was also installed for measuring the force due to cell expansion. The end plates were bolted together while the middle Garolite plate was free to move along the axes of the bolts. Between one of the end Garolite plates and the cells, a 500 lb. (LC305-500) Omega load cell sensor (strain gauge type) was instrumented to measure the resulting force when the cells are being cycled. The fixtures were meant to replicate an electric vehicle and plug-in hybrid electric vehicle battery pack where the cells are constrained in an array with fixed length. Also, the four different fixtures were intended to test the effect of the nominal operating SOC and initial preloading conditions on the degradation rates of cells. The fixtures were placed in a thermal environmental chamber for ambient temperature control.\nThe four identical fixtures were used to test degradation at different SOCs and initial preloading conditions. Capacity fade has been shown to be slower at lower SOCs. Also, operation at higher SOCs was shown to result in higher bulk stresses on the battery. In turn, aging related mechanisms are shown to be coupled to mechanical effects. As such, Table 1 shows the nominal SOC and preloading force recorded for all four fixtures. The nominal SOC is defined as the SOC at which the cell is being cycled, and the preload is the initial force that is used to clamp the cells before any degradation experiments. The preload was set at an initial SOC of 50% at 25° C. for all four fixtures. During the first stage of the experiment, fixtures {1, 2, 3, 4} were set to an initial SOC of {33, 50, 66, 50} % and a preload of {168, 168, 168, 334} lbs., respectively. During the second stage of the experiment, fixtures {1, 2, 3, 4} were set to an initial SOC of {40, 50, 60, 50} % and a preload of {168, 168, 168, 334} lbs.\n\n\n\n\n\n\n\n\nTABLE 1\n\n\n\n \n\n\nSOC and preload conditions for all 4 fixtures \n\n\n \nFixture 1\n Fixture 2\n Fixture 3\n Fixture 4\n\n\n \n\n\nSOC [%] \n33/40\n50/50\n66/60\n50/50\n\n\n(first stage/second stage)\n \n \n \n \n\n\n Current scaling factor \n 1/1.3\n 1/1.3\n 1/1.3\n 1/1.3\n\n\nPreload [lbs]\n168/168\n168/168\n168/168\n334/334\n\n\n Ambient Temperature \n10/25\n10/25\n10/25\n10/25\n\n\n[° C.]\n\n\n \n\n\n\n\n\nA charge-sustaining charge-discharge cycle was applied for 900 cycles continuously to the cells using a US06 current profile extracted from a Ford hybrid electric vehicle, as shown in FIG. 11 . The current profile is the result of the hybrid power split. The following details the procedure for the US06 cycling:\n\n | There is disclosed an electrical device including a battery, and a battery management system. The battery management system includes a controller in electrical communication with a pressure sensor to monitor the state of health of the battery. The controller applies a method for determining the state of health that uses a non-electrical (mechanical) signal of force measurements combined with incremental capacity analysis to estimate the capacity fading and other health indicators of the battery with better precision than existing methods. The pressure sensor may provide the force measurement signal to the controller, which may determine which incremental capacity curve based on force to use for the particular battery. The controller then executes a program utilizing the data from the pressure sensor and the stored incremental capacity curves based on force to estimate the capacity fading and signal a user with the state of health percentage. | US:15/777,384 | https://patentimages.storage.googleapis.com/8e/36/13/1bb4661eec6d76/US11623526.pdf | US:11623526 | Anna G. Stefanopoulou, Nassim ABDUL SAMAD, YoungKi Kim, Jason B. Siegel | University of Michigan | US:4038634, US:6783888, US:20070202405:A1, US:20090079397:A1, US:20110089907:A1, US:20120286739:A1, US:20150044523:A1, US:20110315070:A1, US:20110318632:A1, US:20140232411:A1, US:20130249494:A1, US:20130257382:A1, US:20130323554:A1, US:20140107949:A1, US:20150048783:A1, US:20150066406:A1, US:20150160302:A1, US:20150188198:A1, US:20150323399:A1, US:20160064972:A1, WO:2016135992:A1 | 2023-04-11 | 2023-04-11 | 1. An electrical device comprising:\na battery;\na sensor for measuring swelling of the battery; and\na battery management system including a controller in electrical communication with the sensor, the controller being configured to execute a program stored in the controller to determine a state of health percentage of the battery based on a reading from the sensor,\nwherein the controller is configured to execute a program stored in the controller to determine a state of health percentage of the battery based on correlating features in a force incremental capacity curve and its derivatives and a pressure reading from the sensor, and\nwherein the force incremental capacity curve is calculated by:\n(i) measuring a force indicative of swelling within a reference battery over a time period of charge or discharge, wherein the battery is a same type as the reference battery, and\n(ii) taking the derivative of a charge or discharge capacity with respect to force (dQ/dF).\n\n, a battery;, a sensor for measuring swelling of the battery; and, a battery management system including a controller in electrical communication with the sensor, the controller being configured to execute a program stored in the controller to determine a state of health percentage of the battery based on a reading from the sensor,, wherein the controller is configured to execute a program stored in the controller to determine a state of health percentage of the battery based on correlating features in a force incremental capacity curve and its derivatives and a pressure reading from the sensor, and, wherein the force incremental capacity curve is calculated by:\n(i) measuring a force indicative of swelling within a reference battery over a time period of charge or discharge, wherein the battery is a same type as the reference battery, and\n(ii) taking the derivative of a charge or discharge capacity with respect to force (dQ/dF).\n, (i) measuring a force indicative of swelling within a reference battery over a time period of charge or discharge, wherein the battery is a same type as the reference battery, and, (ii) taking the derivative of a charge or discharge capacity with respect to force (dQ/dF)., 2. The device of claim 1 wherein the sensor is selected from\n(i) a sensor that measures stress, pressure, or force,\n(ii) a sensor that measures strain, or displacement, or\n(iii) a sensor that measures any form of physical deformation.\n, (i) a sensor that measures stress, pressure, or force,, (ii) a sensor that measures strain, or displacement, or, (iii) a sensor that measures any form of physical deformation., 3. The device of claim 2 wherein:\nphysical deformation is measured using a hydraulic or mechanical or piezoelectric or optical device.\n, physical deformation is measured using a hydraulic or mechanical or piezoelectric or optical device., 4. The device of claim 2 wherein:\nthe battery is packaged with the sensor.\n, the battery is packaged with the sensor., 5. The device of claim 1 wherein the sensor is a sensor that measures stress, pressure, or force., 6. The device of claim 1 wherein the sensor is a sensor that measures strain, or displacement., 7. The device of claim 1 wherein the sensor is a sensor that measures any form of physical deformation., 8. The device of claim 1 wherein the battery includes:\n(i) a plurality of cells, or\n(ii) a single cell.\n, (i) a plurality of cells, or, (ii) a single cell., 9. The device of claim 8 wherein the cell or cells are selected from:\n(i) prismatic cells, or\n(ii) cylindrical cells, or\n(iii) pouch cells.\n, (i) prismatic cells, or, (ii) cylindrical cells, or, (iii) pouch cells., 10. The device of claim 9 wherein:\neach cell comprises:\na positive electrode selected from lithium nickel manganese cobalt oxide, lithium manganese oxide, and lithium iron phosphate; and\na negative electrode selected from graphite, lithium titanate, hard carbon, tin/cobalt alloy, and silicon carbon; and\nan electrolyte selected from LiPF6, LiBF4, and LiCIO4.\n\n, each cell comprises:\na positive electrode selected from lithium nickel manganese cobalt oxide, lithium manganese oxide, and lithium iron phosphate; and\na negative electrode selected from graphite, lithium titanate, hard carbon, tin/cobalt alloy, and silicon carbon; and\nan electrolyte selected from LiPF6, LiBF4, and LiCIO4.\n, a positive electrode selected from lithium nickel manganese cobalt oxide, lithium manganese oxide, and lithium iron phosphate; and, a negative electrode selected from graphite, lithium titanate, hard carbon, tin/cobalt alloy, and silicon carbon; and, an electrolyte selected from LiPF6, LiBF4, and LiCIO4., 11. The device of claim 1 wherein:\nwherein the battery includes a plurality of cells, and\nan inner side of a first plate is in contact with a first end of the plurality of cells, and an inner side of a second plate is in contact with a second end of the plurality of cells.\n, wherein the battery includes a plurality of cells, and, an inner side of a first plate is in contact with a first end of the plurality of cells, and an inner side of a second plate is in contact with a second end of the plurality of cells., 12. The device of claim 11 wherein:\nthe sensor is a load cell.\n, the sensor is a load cell., 13. The device of claim 12 wherein:\nthe load cell is adjacent an outer side of the first plate.\n, the load cell is adjacent an outer side of the first plate., 14. The device of claim 1 wherein:\nthe battery is a lithium ion battery pack.\n, the battery is a lithium ion battery pack., 15. The device of claim 1 wherein:\nthe pressure sensor includes a plurality of pressure sensors.\n, the pressure sensor includes a plurality of pressure sensors., 16. The device of claim 1 wherein:\nthe controller is configured to execute the program stored in the controller to output a signal associated with the state of health or other diagnostic signals to be used in the battery management system.\n, the controller is configured to execute the program stored in the controller to output a signal associated with the state of health or other diagnostic signals to be used in the battery management system., 17. The device of claim 16 wherein the state of health or other diagnostic signals are selected from one or more of:\n(i) capacity fade, or\n(ii) resistance growth, or\n(iii) expected lifetime signal, or\n(iv) anticipated replacement date, or\n(v) pre-failure warning.\n, (i) capacity fade, or, (ii) resistance growth, or, (iii) expected lifetime signal, or, (iv) anticipated replacement date, or, (v) pre-failure warning., 18. The device of claim 16 wherein the state of health or other diagnostic signal is capacity fade., 19. The device of claim 16 wherein the state of health or other diagnostic signal is resistance growth., 20. The device of claim 16 wherein the state of health or other diagnostic signal is expected lifetime signal., 21. The device of claim 16 wherein the state of health or other diagnostic signal is anticipated replacement date., 22. The device of claim 16 wherein the state of health or other diagnostic signal is pre-failure warning., 23. The device of claim 1 wherein:\nthe reading from the sensor is taken during charge or discharge of the battery.\n, the reading from the sensor is taken during charge or discharge of the battery., 24. The device of claim 1 wherein:\nthe controller determines the state of health percentage of the battery every time the battery is charged or discharged.\n, the controller determines the state of health percentage of the battery every time the battery is charged or discharged., 25. The device of claim 1 wherein:\nthe controller determines the state of health percentage of the battery every time the battery discharges below a 70% state of charge.\n, the controller determines the state of health percentage of the battery every time the battery discharges below a 70% state of charge., 26. A vehicle comprising:\nthe electrical device of claim 1 configured to supply electrical power to propel the vehicle, or to supplement propulsion or electric load in a vehicle.\n, the electrical device of claim 1 configured to supply electrical power to propel the vehicle, or to supplement propulsion or electric load in a vehicle., 27. A consumer electronics apparatus comprising:\nthe electrical device of claim 1.\n, the electrical device of claim 1., 28. The device of claim 1 wherein the force incremental capacity curve is further derived by:\n(iii) correlating the derivative of the charge or discharge capacity with respect to force (dQ/dF) versus voltage.\n, (iii) correlating the derivative of the charge or discharge capacity with respect to force (dQ/dF) versus voltage., 29. A battery management system for a battery including a sensor for measuring a swelling of the battery, the battery management system comprising:\na controller in electrical communication with the sensor, the controller being configured to execute a program stored in the controller to determine a state of health percentage of the battery based on a reading from the sensor,\nwherein the controller is configured to execute a program stored in the controller to determine a state of health percentage of the battery based on correlating features in a force incremental capacity curve and its derivatives and a pressure reading from the sensor, and\nwherein the force incremental capacity curve is calculated by:\n(i) measuring a force indicative of swelling within a reference battery over a time period of charge or discharge, wherein the battery is a same type as the reference battery, and\n(ii) taking the derivative of a charge or discharge capacity with respect to force (dQ/dF).\n\n, a controller in electrical communication with the sensor, the controller being configured to execute a program stored in the controller to determine a state of health percentage of the battery based on a reading from the sensor,, wherein the controller is configured to execute a program stored in the controller to determine a state of health percentage of the battery based on correlating features in a force incremental capacity curve and its derivatives and a pressure reading from the sensor, and, wherein the force incremental capacity curve is calculated by:\n(i) measuring a force indicative of swelling within a reference battery over a time period of charge or discharge, wherein the battery is a same type as the reference battery, and\n(ii) taking the derivative of a charge or discharge capacity with respect to force (dQ/dF).\n, (i) measuring a force indicative of swelling within a reference battery over a time period of charge or discharge, wherein the battery is a same type as the reference battery, and, (ii) taking the derivative of a charge or discharge capacity with respect to force (dQ/dF)., 30. The battery management system of claim 29 wherein the force incremental capacity curve is further derived by:\n(iii) correlating the derivative of the charge or discharge capacity with respect to force (dQ/dF) versus voltage.\n, (iii) correlating the derivative of the charge or discharge capacity with respect to force (dQ/dF) versus voltage., 31. The battery management system of claim 29 wherein the force incremental capacity curve is further derived by:\n(iii) quantifying peaks or location of peaks of the force incremental capacity curve.\n, (iii) quantifying peaks or location of peaks of the force incremental capacity curve., 32. The battery management system of claim 29 wherein taking the derivative of the charge or discharge capacity with respect to force includes first processing data of measured force over the time period of charge or discharge by applying a post processing technique., 33. The battery management system of claim 32 wherein applying a post processing technique includes:\n(i) applying a filter, or\n(ii) smoothening and averaging, or\n(iii) using statistical methods.\n, (i) applying a filter, or, (ii) smoothening and averaging, or, (iii) using statistical methods., 34. The battery management system of claim 29 wherein:\nthe controller is configured to execute the program stored in the controller to output a signal associated with the state of health or other diagnostic signals to be used in the battery management system.\n, the controller is configured to execute the program stored in the controller to output a signal associated with the state of health or other diagnostic signals to be used in the battery management system., 35. The battery management system of claim 34 wherein the state of health or other diagnostic signals are selected from one or more of:\n(i) capacity fade, or\n(ii) resistance growth, or\n(iii) expected lifetime signal, or\n(iv) anticipated replacement date, or\n(v) pre-failure warning.\n, (i) capacity fade, or, (ii) resistance growth, or, (iii) expected lifetime signal, or, (iv) anticipated replacement date, or, (v) pre-failure warning., 36. The battery management system of claim 34 wherein the state of health or other diagnostic signal is capacity fade., 37. The battery management system of claim 34 wherein the state of health or other diagnostic signal is resistance growth., 38. The battery management system of claim 34 wherein the state of health or other diagnostic signal is expected lifetime signal., 39. The battery management system of claim 34 wherein the state of health or other diagnostic signal is anticipated replacement date., 40. The battery management system of claim 34 wherein the state of health or other diagnostic signal is pre-failure warning., 41. The battery management system of claim 29 wherein:\nthe reading from the sensor is taken during charge or discharge of the battery.\n, the reading from the sensor is taken during charge or discharge of the battery., 42. The battery management system of claim 29 wherein:\nthe controller determines the state of health percentage of the battery every time the battery is charged or discharged.\n, the controller determines the state of health percentage of the battery every time the battery is charged or discharged., 43. The battery management system of claim 29 wherein:\nthe controller determines the state of health percentage of the battery every time the battery discharges below a 70% state of charge.\n, the controller determines the state of health percentage of the battery every time the battery discharges below a 70% state of charge. | US | United States | Active | B | True |
| 25 | 一种电动汽车双枪直流充电控制系统及控制方法 \n | CN110001430B | 技术领域本发明涉及汽车充电领域，特别涉及一种双枪直流充电控制系统及充电控制方法。背景技术随着市场对电动汽车长续航功能需求的增加，电池系统的能量也得到了较大的提升。在电动汽车电压平台一定的前提下，即使在动力电池允许的范围内增大直流充电电流，但由于单个直流充电桩的最大输出电流有限(通常不超过120A)，单枪直流充电的充电时间仍然无法满足客户的日常需要。另外对于低电压平台系统(一般为100V～200V，这里的低压是相对于300V以上的高压平台而言)的电动汽车，在动力电池能量一定的情况下，增大直流充电电流以缩短充电时间也势在必行。发明内容本发明的目的在于克服现有技术的不足，提供一种电动汽车双枪直流充电控制系统及控制方法，用于采用双枪对汽车进行充电并进行充电控制。为了实现上述目的，本发明采用的技术方案为：一种电动汽车双枪直流充电控制系统，在车上设置第一直流充电插电座，在车上还设置有第二直流充电插电座，在充电时分别对应连接两个充电枪，每个充电枪通过对应的充电桩进行充电输出控制；车载BMS与每一个充电枪对应的充电桩之间通讯连接，所述第一直流充电插电座、第二直流充电插电座分别通过高压继电器K6、高压继电器K7与车载蓄电池连接。所述BMS包括主控芯片、充电连接检测电路、极柱温度采样检测电路、CAN通讯电路、高压继电器控制电路。所述BMS中集成母线电流检测电路，用于检测车载蓄电池充电母线上的电流数据。一种电动汽车双枪直流充电控制方法，在车上设置有两个与充电枪对应的直流充电插电座，用于分别通过两个充电枪经直流充电插电座为车载蓄电池充电，其充电控制方法为：充电准备步骤：通过该步骤完成充电前的准备，满足充电条件；充电功率分配步骤：分别对两个充电枪输出功率进行分配，以满足蓄电池的充电要求；充电步骤：充电桩分别控制充电枪按照分配的功率进行输出充电。充电准备步骤包括如下：Step1:物理连接和低压辅助上电当车辆与直流充电桩的物理连接完成后，直流充电桩会进行连接确认及电子锁的锁止动作，并提供低压辅助电源给车辆充电控制器BMS，BMS在此电源作用下进入唤醒状态；Step2:握手报文交互BMS被唤醒后会实时检测直流充电连接信号，进行连接确认，并同直流充电桩1或2进行握手报文交互，在此过程对车辆动力电池最高允许电压及所使用的直流充电协议版本进行确认；Step3：桩端绝缘检测及握手辨识若握手报文交互正常，直流充电桩1或2分别进行桩端的绝缘检测，若绝缘检测正常则进入握手辨识阶段，BMS发送握手辨识报文，若直流桩1或2对此信息能够进行正常辨识，则进入充电参数配置阶段；Step4:充电参数配置：包括车辆充电保护设置及直流充电桩输出能力设置，在充电参数配置阶段，BMS发送充电参数报文BCP，包括电池允许的最高单体电压，最高总压，最大电流，最高温度以及当前动力电池的SOC和当前总压；直流充电桩1或2会定时发送各自的输出能力范围，包括最高最低输出电压，最高最低输出电流。之后双方进入就绪准备阶段；Step5:充电就绪准备包括车辆侧绝缘检测、高压继电器控制和直流充电桩外侧电压检测及调整，BMS会根据充电连接信号来决定控制对应的直流充电高压继电器并开启与该继电器相关的诊断，同时开启车辆侧的绝缘检测功能，若绝缘检测正常，BMS会发送准备就绪报文，直流充电桩1或2在收到就绪报文后会检测其高压外侧电压是否正常，若正常则闭合直流充电桩侧的高压继电器并发送直流充电桩准备就绪报文。在Step2中，一旦检测到有直流充电连接信号，BMS会上报整车控制器禁止车辆进入行驶状态。在功率分配阶段，BMS需要根据直流充电桩的连接情况、动力电池的充电需求电流Ineed、各直流充电桩的最大输出能力、母线电流情况进行充电功率的自适应请求，并在整个充电过程中实时监控车辆动力电池的充电状态，直流充电桩1或2则会根据BMS请求的充电状态参数实时调整输出，并对充电过程进行状态监控。BMS会周期性扫描直流充电连接信号，并将其首次确认连接时刻较早的充电桩优先级设置高于另一充电桩，在充电阶段，对于充电功率请求优先级低的直流充电桩，BMS在向其进行充电功率请求时，需要做等待处理，只有当检测到母线有电流时，才向其发送充电功率请求。对于充电功率请求优先级高的直流充电桩，BMS对直流充电桩的请求电流按照动力电池实际需要的充电电流进行请求；对于充电功率请求优先级低的直流充电桩j(j＝1,2)，BMS对直流充电桩的请求电流按照照动力电池实际需要的充电电流与母线电流之差进行请求。本发明的优点在于：通过两个充电抢对汽车进行充电，可以做到快速的充满蓄电池的目的，提高了充电效率，减少充电时间；同时通过控制两个充电桩对应的充电枪输出功率来调整每一个充电枪的输出电流，使其满足动力电池所需的最大充电电流要求，实现在满足最快充电目的的同时满足充电安全的要求。附图说明下面对本发明说明书各幅附图表达的内容及图中的标记作简要说明：图1为本发明直流充电插电座接口示意图；图2为本发明充电中BMS的检测电路示意图；图3为本发明电池系统内电流充电控制回路示意图；图4为本发明功率分配流程图；图5为本发明简化后的功率分配流程示意图。上述图中的标记均为：1、S+直流充电通信线CAB_H；2、S-直流充电通信线CAB_L；3、A+低压辅助电源正；4、A-低压辅助电源负；5、CC1充电连接确认(直流充电桩端)；6、CC2充电连接确认(车辆端)；7、PE保护接地；21、温度采样检测电路；22、直流充电连接检测电路；23、直流充电高压控制继电器；24、直流充电通信电路；31、直流充电回路共用继电器；32、直流充电回路高压继电器K7；33、直流充电回路高压继电器K6；34、直流充电桩FCM2；35、直流充电桩FCM1。具体实施方式下面对照附图，通过对最优实施例的描述，对本发明的具体实施方式作进一步详细的说明。本发明采用两个充电枪对汽车蓄电池进行充电，从而提高整车充电速度。对应的需要做到的硬件改进包括：在原有的电动汽车基础上增加一路相同的充电座，方便第二个充电枪的充电，相应的BMS内部的电路可增加一路与原有的充电座监控电路相同的监控电路来监控新增的插电座，BMS分别监控两路的插电座及对应的与每一个充电枪的充电桩通信控制。如图1-3所示，在电动车上设置两个直流充电插电座，每一个插电座对应一个充电枪(充电桩)，这两个插电座功能、电路结构一致，且与现有常规的插电座相同，是在原有的电动汽车的基础上，增加了一个插电座，使汽车具备两个插电座与其电池连接，方便采用双枪进行充电。在充电时，每个充电枪通过对应的充电桩进行充电输出控制，每一个充电枪对应的与一个直流充电插电座连接；车载BMS与每一个充电枪对应的充电桩之间通讯连接，两个充电插电座分别通过高压继电器K6、高压继电器K7与车载蓄电池连接。BMS分别用于充电过程检测和与充电桩进行通信数据交互，其包括两路分别对应的通信检测回路，包括主控芯片和两路检测及通信电路，检测及通信电路包括充电连接检测电路、极柱温度采样检测电路、CAN通讯电路、高压继电器控制电路。BMS中集成母线电流检测电路，用于检测车载蓄电池充电母线上的电流数据。如图1、2所示，分别为充电枪对应的直流充电插电座的示意图、BMS内部电路示意图，其中插电座包含有S+直流充电通信线CAB_H；S-直流充电通信线CAB_L；A+低压辅助电源正；A-低压辅助电源负；CC1充电连接确认(直流充电桩端)；CC2充电连接确认(车辆端)；PE保护接地；由图可知，通过该插电座上对应的通讯接口可以实现与充电枪对应的充电桩的通讯，并实现低压辅助电源提供给BMS供电及接地保护等，车上设置的两个充电插电座均为相同电路原理。如图2所示，BMS内设置温度采样检测电路；按照国标GB/T 18487-2015要求，直流充电口总成中需要增加温度监控装置，相应的BMS硬件电路需要增加温度采样检测电路；直流充电连接检测电路，用于配合新增的直流充电口进行车辆端的充电连接(CC2信号)确认；直流充电高压控制继电器；用于直流充电回路的控制。直流充电通信电路；用于车辆端与直流充电桩之间的通信。如图3所示，为电池系统内部的电路原理图，充电桩FCM2、FCM1通过各自的充电枪与车上的插电座连接，两个插电座分别通过两个高压继电器K6、K7分别连接至电池两端，如图所示，只要控制高压继电器闭合，则充电桩就可以输出充电功率至电池。为了实现充电过程中的两个充电桩为电池充电的功率分配及充电的过程控制，包括Step1:物理连接和低压辅助上电当车辆与直流充电桩的物理连接完成后，直流充电桩会进行连接确认及电子锁的锁止动作，并提供低压辅助电源(图1中的A+和A-)给车辆充电控制器(通常由电池管理系统BMS实现)，BMS在此电源作用下进入唤醒状态。Step2:握手报文交互BMS被唤醒后会实时检测直流充电连接信号一旦检测到有直流充电连接信号，会上报整车控制器禁止车辆进入行驶状态。同时进行连接确认，并同直流充电桩1或2进行握手报文交互，在此过程对车辆动力电池最高允许电压及所使用的直流充电协议版本进行确认。Step3：桩端绝缘检测及握手辨识若握手报文交互正常，直流充电桩1或2分别进行桩端的绝缘检测，若绝缘检测正常则进入握手辨识阶段。BMS发送握手辨识报文，若直流桩1或2对此信息能够进行正常辨识，则进入充电参数配置阶段。Step4:充电参数配置(车辆充电保护设置及直流充电桩输出能力设置)在充电参数配置阶段，BMS发送充电参数报文BCP，包括电池允许的最高单体电压，最高总压，最大电流，最高温度以及当前动力电池的SOC和当前总压。直流充电桩1或2会定时发送各自的输出能力范围，包括最高最低输出电压，最高最低输出电流。之后双方进入就绪准备阶段。Step5:充电就绪准备(车辆侧绝缘检测、高压继电器控制和直流充电桩外侧电压检测及调整)BMS会根据充电连接信号来决定控制哪一回路的直流充电高压继电器(如图3中K6或K7)并开启与该继电器相关的诊断，同时开启车辆侧的绝缘检测功能，若绝缘检测正常，BMS会发送准备就绪报文BRO(0xAA)。直流充电桩1或2在收到BRO(0xAA)后会检测其高压外侧电压是否正常，若正常则闭合直流充电桩侧的高压继电器并发送直流充电桩准备就绪报文CRO(0xAA)。至此参数配置阶段结束进入充电阶段。Step6:充电阶段在充电阶段，BMS需要根据直流充电桩的连接情况动力电池的充电需求电流Ineed、各直流充电桩的最大输出能力Imaxoutj(j＝1,2)、母线电流Ilink情况进行充电功率(电流)的自适应请求，并在整个充电过程中实时监控车辆动力电池的充电状态。直流充电桩1或2则会根据BMS请求的充电状态参数实时调整输出，并对充电过程进行状态监控。BMS需要增加相关硬件信号的检测电路：包括直流充电口的充电连接检测电路，直流充电口的极柱温度采样检测电路，直流充电口的CAN通讯电路，直流充电口的高压继电器控制电路。(在直流充电过程中，两路直流充电基于相互独立的通信控制过程也是相互独立的，BMS内母线电流采样电路用于分别进行两路母线电流的采样)。1、Ineed表示车辆动力电池实际需要的充电电流(A)；2、Imaxoutj(j＝1,2)表示直流充电桩1或2的最大可输出电流(A)；3、Ireqj(j＝1,2)表示车辆向直流充电桩1或2请求的充电电流(A)；4、Ilink表示直流母线电流(A)；5、表示用于车辆端检测的直流充电桩1或2的充电连接信号；6、Ticj(j＝1,2)表示直流充电桩1或2首次确认连接的时间；7、FlagPrij(j＝1,2)表示BMS向直流充电桩1或2进行充电功率请求的优先级；在Step6充电过程中，功率分配和监控具体如下：通过设置充电功率请求的优先级，可以做到避免因直流桩1的电流还未来得及输出时，BMS已开始向直流充电桩2进行充电电流请求，而产生过流。例如，两台桩同步给车辆进行充电，假设直流充电桩2跟BMS的通信交互稍稍迟于直流充电桩1，当BMS完成了对直流充电桩1的充电电流请求Ireq1＝Ineed，而直流充电桩1还未有电流输出，BMS又向直流充电桩2进行了充电电流的请求，因车辆端检测不到直流母线电流故仍然按照实际需求的电流进行请求Ireq2＝Ineed，而非Ireq2＝Ineed-Ilink。此时若有Ineed<(Imaxout1+Imaxout2)易导致动力电池充电电流过流。通过在BMS硬件电路上增加相关信号的检测及控制，结合本发明中具体的充电功率自适应分配方法，可以大大提高车辆直流充电的速度，进而缩短所需的充电时间。一、因两路快充通信相互独立，为避免充电功率请求过程出现过流的可能，需要对接入的两个直流充电桩做优先级设置，按照谁先连接谁优先的规则进行，具体做法为：BMS会周期性扫描直流充电连接信号或并将其首次确认连接时刻分别记为Tic1和Tic2，BMS对直流充电桩1和2的充电功率请求优先级标志位分别记为FlagPri1和FlagPri2。若Tic1＜Tic2，则BMS同直流充电桩1的通信及充电需求优先级最高，则FlagPri1＝1，FlagPri2＝0；反之，若Tic1＞Tic2则BMS同直流充电桩2的通信及充电需求优先级最高，则FlagPri1＝0，FlagPri2＝1；在充电阶段，对于充电功率请求优先级低(FlagPrij(j＝1,2)＝0)的直流充电桩，BMS在向其进行充电功率请求时，需要做等待处理，即只有当检测到母线有电流时，等待结束。对于充电功率请求优先级高(FlagPrij(j＝1,2)＝1)的直流充电桩，BMS在向其进行充电功率请求时，则不需要做等待处理。二、BMS被唤醒后会根据母线电流Ilink的大小及车辆需要的充电电流Ineed对不同的直流充电桩进行充电功率(电流)Ireqj(j＝1,2)的自适应调整，调整过程(流程图见图4所示)为:①对于充电功率请求优先级高(FlagPrij＝1)的直流充电桩j(j＝1,2),若车辆实际需要的充电电流Ineed大于该直流充电桩能够输出的最大电流Imaxoutj(j＝1,2)，则对应的请求电流Ireqj(j＝1,2)可按照Imaxoutj进行请求；②对于充电功率请求优先级高(FlagPrij＝1)的直流充电桩j(j＝1,2)，若车辆实际需要的充电电流Ineed不大于该直流桩能够输出的最大电流Imaxoutj(j＝1,2)，则对应的请求电流Ireqj(j＝1,2)可按照Ineed进行请求；③对于充电功率请求优先级低(FlagPrij＝0)的直流充电桩j(j＝1,2)，若(Ineed-Ilink)＞Imaxoutj(j＝1,2)，则对应的请求电流Ireqj(j＝1,2)可按照Imaxoutj(j＝1,2)进行请求；④对于充电功率请求优先级低(FlagPrij＝0)的直流充电桩j(j＝1,2)，若(Ineed-Ilink)≤Imaxoutj(j＝1,2)，则对应的请求电流Ireqj(j＝1,2)可按照(Ineed-Ilink)进行请求。考虑到即使车辆请求的电流超出了直流充电桩的最大输出能力,即Ireqj>Imaxoutj(j＝1,2)，充电桩也只会按照其最大输出能力进行输出，可将条件①和③中的Imaxoutj(j＝1,2)分别用Ineed和(Ineed-Ilink)代替。这样条件①和②可以进行合并，同理条件③和④进行合并。合并后的充电功率自适应调整过程(流程图见图5所示)为：①对于充电功率请求优先级高(FlagPrij＝1)的直流充电桩j(j＝1,2)，BMS对直流充电桩的请求电流Ireqj(j＝1,2)可按照Ineed进行请求；②对于充电功率请求优先级低(FlagPrij＝0)的直流充电桩j(j＝1,2)，BMS对直流充电桩的请求电流Ireqj(j＝1,2)可按照(Ineed-Ilink)进行请求。综上可知，BMS首先根据充电连接的先后顺序确认充电功率请求的优先级，对于优先级高的直流充电桩按照Ineed进行充电功率请求,对于优先级低的直流充电桩按照(Ineed-Ilink)进行充电功率请求。本申请通过在现有电动车上增加一路充电插电座，使得电动汽车可以采用两路充电枪充电，以提高充电效率，增加的一路插电座与现有技术的插电座一样，其监控和通信与现有技术原有的插电座一致，这样由于在汽车上设置两个插电座，实现两个充电桩为蓄电池充电，为了方便功率的控制，防止充电错误，通过BMS监控数据后分配两个充电插电座对应的充电桩的输出功率，避免由于引入两路充电造成的充电功率大于蓄电池允许的情况，通过这种方式及对应的控制，可以有效缩短充电时间。显然本发明具体实现并不受上述方式的限制，只要采用了本发明的方法构思和技术方案进行的各种非实质性的改进，均在本发明的保护范围之内。 | 本发明公开了一种电动汽车双枪直流充电控制系统及控制方法，其中系统包括：在车上设置第一直流充电插电座，在车上还设置有第二直流充电插电座，在充电时分别对应连接两个充电枪，每个充电枪通过对应的充电桩进行充电输出控制；车载BMS与每一个充电枪对应的充电桩之间通讯连接，所述第一直流充电插电座、第二直流充电插电座分别通过高压继电器K6、高压继电器K7与车载蓄电池连接。本发明的优点在于：通过两个充电抢对汽车进行充电，可以做到快速的充满蓄电池的目的，提高了充电效率，减少充电时间。 | CN:201910372057.7A | https://patentimages.storage.googleapis.com/e3/39/e3/722078df171606/CN110001430B.pdf | CN:110001430:B | 闫鹤, 杨飞, 朱晓东, 黄芳芳 | Chery Automobile Co Ltd | WO:2015104749:A1, CN:106026282:A | Not available | 2020-11-10 | 1.一种电动汽车双枪直流充电控制方法，其特征在于：在车上设置有两个与充电枪对应的直流充电插电座，用于分别通过两个充电枪经直流充电插电座为车载蓄电池充电，其充电控制方法为：, 充电准备步骤：通过该步骤完成充电前的准备，满足充电条件；, 充电功率分配步骤：分别对两个充电枪输出功率进行分配，以满足蓄电池的充电要求；, 充电步骤：充电桩分别控制充电枪按照分配的功率进行输出充电；, 充电准备步骤包括如下：, Step1:物理连接和低压辅助上电, 当车辆与直流充电桩的物理连接完成后，直流充电桩会进行连接确认及电子锁的锁止动作，并提供低压辅助电源给车辆充电控制器BMS，BMS在此电源作用下进入唤醒状态；, Step2:握手报文交互, BMS被唤醒后会实时检测直流充电连接信号，进行连接确认，并同直流充电桩1或2进行握手报文交互，在此过程对车辆动力电池最高允许电压及所使用的直流充电协议版本进行确认；, Step3：桩端绝缘检测及握手辨识, 若握手报文交互正常，直流充电桩1或2分别进行桩端的绝缘检测，若绝缘检测正常则进入握手辨识阶段，BMS发送握手辨识报文，若直流桩1或2对此信息能够进行正常辨识，则进入充电参数配置阶段；, Step4:充电参数配置：, 包括车辆充电保护设置及直流充电桩输出能力设置，在充电参数配置阶段，BMS发送充电参数报文BCP，包括电池允许的最高单体电压，最高总压，最大电流，最高温度以及当前动力电池的SOC和当前总压；直流充电桩1或2会定时发送各自的输出能力范围，包括最高最低输出电压，最高最低输出电流，之后双方进入就绪准备阶段；, Step5:充电就绪准备, 包括车辆侧绝缘检测、高压继电器控制和直流充电桩外侧电压检测及调整，BMS会根据充电连接信号来决定控制对应的直流充电高压继电器并开启与该继电器相关的诊断，同时开启车辆侧的绝缘检测功能，若绝缘检测正常，BMS会发送准备就绪报文，直流充电桩1或2在收到就绪报文后会检测其高压外侧电压是否正常，若正常则闭合直流充电桩侧的高压继电器并发送直流充电桩准备就绪报文。, 2.如权利要求1所述的一种电动汽车双枪直流充电控制方法，其特征在于：在Step2中，一旦检测到有直流充电连接信号，BMS会上报整车控制器禁止车辆进入行驶状态。, 3.如权利要求1或2所述的一种电动汽车双枪直流充电控制方法，其特征在于：在功率分配阶段，BMS需要根据直流充电桩的连接情况、动力电池的充电需求电流Ineed、各直流充电桩的最大输出能力、母线电流情况进行充电功率的自适应请求，并在整个充电过程中实时监控车辆动力电池的充电状态，直流充电桩1或2则会根据BMS请求的充电状态参数实时调整输出，并对充电过程进行状态监控。, 4.如权利要求3所述的一种电动汽车双枪直流充电控制方法，其特征在于：BMS会周期性扫描直流充电连接信号，并将其首次确认连接时刻较早的充电桩优先级设置高于另一充电桩，在充电阶段，对于充电功率请求优先级低的直流充电桩，BMS在向其进行充电功率请求时，需要做等待处理，只有当检测到母线有电流时，才向其发送充电功率请求。, 5.如权利要求4所述的一种电动汽车双枪直流充电控制方法，其特征在于：对于充电功率请求优先级高的直流充电桩，BMS对直流充电桩的请求电流按照动力电池实际需要的充电电流进行请求；, 对于充电功率请求优先级低的直流充电桩，BMS对直流充电桩的请求电流按照动力电池实际需要的充电电流与母线电流之差进行请求。, 6.一种电动汽车双枪直流充电控制系统，用于运行如权利要求1-5任一所述的电动汽车双枪直流充电控制方法，其特征在于：在车上设置第一直流充电插电座，在车上还设置有第二直流充电插电座，在充电时分别对应连接两个充电枪，每个充电枪通过对应的充电桩进行充电输出控制；车载BMS与每一个充电枪对应的充电桩之间通讯连接，所述第一直流充电插电座、第二直流充电插电座分别通过高压继电器K6、高压继电器K7与车载蓄电池连接。, 7.如权利要求6所述的一种电动汽车双枪直流充电控制系统，其特征在于：所述BMS包括主控芯片、充电连接检测电路、极柱温度采样检测电路、CAN通讯电路、高压继电器控制电路。, 8.如权利要求6或7所述的一种电动汽车双枪直流充电控制系统，其特征在于：所述BMS中集成母线电流检测电路，用于检测车载蓄电池充电母线上的电流数据。 | CN | China | Active | B | True |
| 26 | 电动汽车电池加热方法 \n | CN110015202B | 技术领域本申请涉及新能源汽车领域，特别是涉及一种电动汽车电池加热方法。背景技术锂电池低温下特性衰减。在冬季或寒冷地区，电动汽车使用过程中首先要对电池进行加热，才能提升电动汽车的续驶里程和充电性能。当前采用的电池包加热方案包括在电池包内安装加热元件，通过外部加热的方式提升电池温度。此种方式增加了电池成本且加热效率和加热功率不高。在现有专利中电池包加热方案还包括通过充电机/充电桩对电池进行外部加热，但该方案仅在电动汽车充电时可用，无法满足电动汽车不连接充电桩时的低温搁置启动问题。在现有专利中电池包加热方案还包括通过在电池内部加入加热镍片的方法，但该方案降低了电池的能量密度，提高的电池成本，且存在一定的安全风险。发明内容基于此，有必要针对传统的电池包加热功率和加热效率低的问题，提供一种电动汽车电池加热方法。一种电动汽车电池加热方法，采用电动汽车驱动系统实现所述电动汽车电池加热方法；所述电动汽车驱动系统包括驱动电路、与所述驱动电路电连接的电池管理电路以及与所述驱动电路电连接的第一控制器；所述驱动电路包括通过母线连接的供电单元、逆变电路以及三相电机；所述供电单元包括三个电池组；所述逆变电路包括三个桥臂；每一个电池组的正极与一个桥臂的上桥臂母线连接；所述三个电池组的负极共线后，与所述三个桥臂的下桥臂母线连接；所述三相电机的每一相母线连接一个所述桥臂的输出端；所述电池加热方法包括：所述电动汽车启动前，通过所述电池管理电路判断所述电动汽车是否需要进行电池加热；当确认所述电动汽车需要进行电池加热后，通过所述第一控制器控制所述逆变电路，以使所述供电单元向所述三相电机充电，所述三相电机存储电量；当所述三相电机中的电量达到存储阈值后，通过所述第一控制器控制所述逆变电路，以使所述三相电机向所述供电单元充电，所述供电单元在充电和放电过程中自身发生极化，从而实现所述供电单元中每个电池组的可控升温。在其中一个实施例中，所述当确认所述电动汽车需要进行电池加热后，通过所述第一控制器控制所述逆变电路，以使所述供电单元向所述三相电机充电，所述三相电机存储电量的步骤包括：通过所述第一控制器控制所述逆变电路中的至少一个桥臂的上桥臂导通，并控制所述逆变电路剩余桥臂中的至少一个桥臂的下桥臂导通，以使与所述上桥臂导通的桥臂连接的电池组向所述三相电机充电。在其中一个实施例中，所述当所述三相电机中的电量达到存储阈值后，通过所述第一控制器控制所述逆变电路，以使所述三相电机向所述供电单元充电，所述供电单元在充电和放电过程中自身发生极化，从而实现所述供电单元中每个电池组的可控升温的步骤包括：通过所述第一控制器控制所述逆变电路中的至少一个桥臂的上桥臂导通，并控制所述逆变电路剩余桥臂中至少一个桥臂的下桥臂导通，以使所述三相电机向与所述上桥臂导通的桥臂连接的电池组充电。在其中一个实施例中，所述当所述三相电机中的电量达到存储阈值后，通过所述第一控制器控制所述逆变电路，以使所述三相电机向所述供电单元充电，所述供电单元在充电和放电过程中自身发生极化，从而实现所述供电单元中每个电池组的可控升温的步骤包括：通过所述第一控制器控制与放电的电池组连接的桥臂的上桥臂断开，与放电的电池组连接的桥臂的下桥臂导通；并通过所述第一控制器控制所述逆变电路剩余桥臂中的至少一个桥臂的上桥臂导通，以使所述三相电机向与所述上桥臂导通的桥臂连接的电池组充电。在其中一个实施例中，所述当所述三相电机中的电量达到存储阈值后，通过所述第一控制器控制所述逆变电路，以使所述三相电机向所述供电单元充电，所述供电单元在充电和放电过程中自身发生极化，从而实现所述供电单元中每个电池组的可控升温的步骤包括：通过所述第一控制器控制与放电的电池组连接的桥臂的上桥臂导通，并通过所述第一控制器控制所述逆变电路剩余桥臂中至少一个桥臂的下桥臂导通，以使所述三相电机向与所述放电的电池组充电。在其中一个实施例中，所述当确认所述电动汽车需要进行电池加热后，通过所述第一控制器控制所述逆变电路，以使所述供电单元向所述三相电机充电，所述三相电机存储电量的步骤还包括：通过所述电池管理电路依次检测所述三个电池组的电量状态，确定最高电量电池组和最低电量电池组；通过所述第一控制器控制与所述最高电量的电池组连接的桥臂的上桥臂导通，并控制所述逆变电路剩余桥臂中的至少一个桥臂的下桥臂导通，以使所述最高电量的电池组向所述三相电机充电。在其中一个实施例中，所述当所述三相电机中的电量达到存储阈值后，通过所述第一控制器控制所述逆变电路，以使所述三相电机向所述供电单元充电，所述供电单元在充电和放电过程中自身发生极化，从而实现所述供电单元中每个电池组的可控升温的步骤包括：当所述三相电机完成充电后，通过所述第一控制器控制与所述最低电量的电池组连接的桥臂的上桥臂导通，并控制所述逆变电路剩余桥臂中的至少一个桥臂的下桥臂导通，以使所述三相电机向所述最低电量的电池组充电。在其中一个实施例中，所述电动汽车启动前，通过所述电池管理电路判断所述电动汽车是否需要进行电池加热的步骤包括：通过所述电池管理电路检测所述供电单元的电芯温度是否小于驱动阈值温度；当所述电芯温度小于所述驱动阈值温度时，则确认所述电动汽车需要进行电池加热。在其中一个实施例中，当所述电芯温度大于等于所述驱动阈值温度时，所述电动汽车正常启动。在其中一个实施例中，所述当所述三相电机中的电量达到存储阈值后，通过所述第一控制器控制所述逆变电路，以使所述三相电机向所述供电单元充电，所述供电单元在充电和放电过程中自身发生极化，从而实现所述供电单元中每个电池组的可控升温的步骤之后还包括：通过所述电池管理电路检测所述供电单元的电芯温度是否小于驱动阈值温度；当所述电芯温度小于所述驱动阈值温度时，则确认所述电动汽车需要继续进行电池加热；当所述电芯温度大于等于所述驱动阈值温度时，所述电动汽车正常启动。本申请提供一种电动汽车电池加热方法。所述电池加热方法通过所述第一控制器控制所述逆变电路的三个桥臂的开闭，以完成对所述三相电机的反复驱动、制动。所述三相电机的反复驱动、制动实现了所述供电单元的能量输出和能量回收，进而使所述供电单元自身发生极化，从而实现所述供电单元的电池可控升温。所述逆变电路中的功率开关器件的最大工作电流和所述三相电机的最大工作电流较高。所述电池加热方法可以实现大功率加热，有效提高了加热效率。所述功率开关器件作为控制元件，所述三相电机作为储能元件。电池加热过程中无需添加专门的加热元件，因而减少了电动汽车动力系统成本。附图说明图1为本申请一个实施例提供的一种驱动电路图；图2为本申请一个实施例提供的一种驱动电路图；图3为本申请一个实施例提供的一种驱动电路的电压空间矢量图；图4为本申请一个实施例提供的一种电动汽车驱动系统图；图5为本申请一个实施例提供的一种电动汽车驱动系统图；图6为本申请一个实施例提供的一种电动汽车驱动方法流程图；图7为本申请一个实施例提供的一种电动汽车电池加热方法流程图；图8为本申请一个实施例提供的一种电流电压状态图；图9为本申请一个实施例提供的一种电动汽车快充及均衡方法流程图；图10为本申请一个实施例提供的一种充电过程中电流变化图；图11为本申请一个实施例提供的一种电动汽车充电拓扑图。主要元件附图标号说明驱动电路100 第二桥臂22 第一控制器50供电单元10 第三桥臂23 配电器60第一电池组11 第二端201 第一充电开关61第二电池组12 功率开关器件211 第二充电开关62第三电池组13 三相电机30 第三充电开关63第一端101 电动汽车驱动系统200 第四充电开关64电池单元110 电池管理电路40 第五充电开关65电芯111 检测电路41 第六充电开关66第一旁路开关120 电压检测单元411 充电接口70第二旁路开关130 电流检测单元412 第一充电枪口71逆变电路20 温度监测单元413 第二充电枪口72第一桥臂21 第二控制器42 第三充电枪口73具体实施方式为使本申请的上述目的、特征和优点能够更加明显易懂，下面结合附图对本申请的具体实施方式做详细的说明。在下面的描述中阐述了很多具体细节以便于充分理解本申请。但是本申请能够以很多不同于在此描述的其它方式来实施，本领域技术人员可以在不违背本申请内涵的情况下做类似改进，因此本申请不受下面公开的具体实施的限制。需要说明的是，当元件被称为“设置于”另一个元件，它可以直接在另一个元件上或者也可以存在居中的元件。当一个元件被认为是“连接”另一个元件，它可以是直接连接到另一个元件或者可能同时存在居中元件。除非另有定义，本文所使用的所有的技术和科学术语与属于本申请的技术领域的技术人员通常理解的含义相同。本文中在本申请的说明书中所使用的术语只是为了描述具体的实施例的目的，不是旨在于限制本申请。本文所使用的术语“及/或”包括一个或多个相关的所列项目的任意的和所有的组合。请参见图1，本申请一个实施例提供一种驱动电路100。所述驱动电路100包括供电单元10和逆变电路20。所述供电单元10包括第一电池组11、第二电池组12和第三电池组13。所述逆变电路20包括第一桥臂21、第二桥臂22和第三桥臂23。所述第一电池组11的第一电极与所述第一桥臂21的上桥臂母线连接。所述第二电池组12的第一电极与所述第二桥臂22的上桥臂母线连接。所述第三电池组13的第一电极与所述第三桥臂23的上桥臂母线连接。所述第一电池组11的第二电极、所述第二电池组12的第二电极和所述第三电池组13的第二电极共线以形成第一端101。所述第一桥臂21的下桥臂、所述第二桥臂22的下桥臂和所述第三桥臂23的下桥臂共线以形成第二端201。所述第一端101与所述第二端201母线连接。所述第一电池组11具有等效电阻R1。所述第二电池组12具有等效电阻R2。所述第三电池组13具有等效电阻R3。本实施例中，所述供电单元10包括三个电池组。每个电池组的一端相互独立。所述每个电池组的另一端与另外两个电池组的另一端共线。所述逆变电路20包括三个桥臂。三个所述桥臂的一个电位点共线。共线的电位点与所述电池组共线的一端相连。每个所述桥臂的另一个电位点连接一个电池组相互独立的一端。所述三个电池组相互独立，三个桥臂相互独立，使得所述驱动电路100具有更多自由度。所述驱动电路100能够在不增加其他器件的基础上实现电池的加热功能、快充功能、均衡功能。请参见图2，在其中一个实施例中，所述供电单元10中的每个电池组包括一个电池单元110和一个第一旁路开关120。一个所述电池单元110和一个所述第一旁路开关120串联连接。所述供电单元10内包括多个电芯111。所述多个电芯111的型号、标称容量可以相同。所述多个电芯111可以平均分成三组。每组中多个电芯111相互连接以形成一个电池单元110。一个所述电池单元110中的所述电芯111的连接方式与另两个所述电池单元110中的所述电芯111的连接方式相同。所述连接方式为多个所述电芯111串联、多个所述电芯111并联后串联、多个所述电芯111并联或多个所述电芯111串联后并联中的一种。所述第一旁路开关120可以为一个继电器。所述第一旁路开关120还可以为一个继电器与串联的预充继电器、预充电组并联后的开关电路。所述第一旁路开关120为电磁继电器、绝缘栅双极型晶体管或者金属-氧化物半导体场效应晶体管中的一种。本实施例中，每个电池组连接一个第一旁路开关120，可以实现对所述每个电池组的单独控制。当其中一个电池组故障时，通过断开与故障电池组连接的第一旁路开关120，可以实现故障电池组与正常电池组的隔离。故障电池组与正常电池组的隔离，避免了由于一个电池组的故障导致整个供电单元10无法工作的问题。在其中一个实施例中，所述驱动电路100还包括第二旁路开关130。所述第二旁路开关130电连接于所述第一端101与所述第二端201之间。所述第二旁路开关130可以为一个继电器。所述第二旁路开关130还可以为一个继电器与串联的预充继电器、预充电组并联后的开关电路。所述第二旁路开关130为电磁继电器、绝缘栅双极型晶体管或者金属-氧化物半导体场效应晶体管中的一种。通过断开所述第二旁路开关130，可以达到断开所述供电单元10与所述逆变电路20的目的。在其中一个实施例中，所述逆变电路20中的每个桥臂包括两个串联的功率开关器件211。所述两个串联的功率开关器件211中的一个功率开关器件211的集电极端与一个电池组的正极母线连接。所述两个串联的功率开关器件211中的另一个功率开关器件211的发射极端与一个电池组的负极母线连接。所述每个桥臂的一个功率开关器件211可以构成一个桥臂的上桥臂。所述每个桥臂的另一个功率开关器件211可以构成一个桥臂的下桥臂。所述桥臂可以为绝缘栅双极型晶体管。所述逆变电路20的三相输出端分别与三相电机30的三相母线W、U、V相连。所述三相电机30可以为三相同步电机。所述三相电机30还可以为三相异步电机。当第一电池组11的负载电流为I1，第二电池组12的负载电流为I2，第三电池组13的负载电流为I3时，三相独立桥臂的电压分别为u1、u2、u3。所述u1、所述u2以及所述u3满足如下公式：u1＝E1-I1R1 u2＝E2-I2R2 u3＝E3-I3R3 公式组(1)在控制过程中，所述逆变电路20的每一桥在任意时刻仅有一个开关导通。可以通过三维向量来表征所述逆变电路20状态。将所述第一桥臂21的下桥臂导通，所述第二桥臂22的下桥臂导通，所述第三桥臂23的上桥臂导通记为U1(001)。以此类推可得到U0(000)、U1(001)、U2(010)、U3(011)、U4(100)、U5(101)、U6(110)、U7(111)。由于所述逆变电路20的三个桥臂的电压相互独立，因此所述驱动电路100在不同桥臂开关状态下的电压矢量表如下表1所示。表1中，所述uab代表所述第一桥臂21与所述第二桥臂22之间的电势差。所述ubc代表所述第二桥臂22与所述第三桥臂23之间的电势差。所述uca代表所述第三桥臂23与所述第一桥臂21之间的电势差。通过对以上状态矢量进行空间矢量变换，可以得到如图3所示的驱动电路的电压空间矢量图。表1驱动电路在不同桥臂开关状态下的电压矢量表\n\n在本实施例中的电压空间矢量图中，八种桥臂开关状态对应六种电压输出空间矢量、一种零空间向量U0、一种由于各电池组差异空间矢量产生的空间矢量U7。其中基本矢量U4(100)仅受电压u1影响，基本矢量U2(010)仅受电压u2影响，基本矢量U1(001)仅受电压u3影响；基本矢量U6(110)受电压u1、u2影响，基本矢量U3(011)受电压u2、u3影响，基本矢量U5(101)受电压u1、u3影响。当向量U6(110)幅值大于向量U4(100)幅值，并需要合成电动汽车目标驱动电压矢量时，为了确保所述电动车进行均衡驱动，即为了确保所述电动汽车启动的同时可以均衡电池电量，可以延长基本电压矢量U6(110)合成目标驱动矢量的作用时间。即需要合成电动汽车目标驱动电压矢量时，让电量较高的子电池组输出更多能量。当向量U6(110)幅值大于向量U4(100)幅值，并需要合成电动汽车目标制动电压矢量时，可以延长基本电压矢量U4(100)合成目标驱动矢量的作用时间，即合成电动汽车目标制动电压矢量时。让当前电量较低的子电池组吸收更多能量。当电动汽车出现第一电池组11失效这一严重故障时，基本矢量U2(010)，U1(001)，U3(011)，U0(000)不受影响。可通过U2(010)、U1(001)、U3(011)或U0(000)中的一个功率器件开关组合继续合成目标矢量，确保电动汽车动力不中断，并具备跛行回家的功能。当所述电池组间需要电量均衡时，可以利用空间矢量U7进行充放电，进而均衡各电池组间的电量。请参见图4，本申请一个实施例提供一种电动汽车驱动系统200。所述电动汽车驱动系统200包括驱动电路100、电池管理电路40和第一控制器50。所述电池管理电路40与所述驱动电路100电连接。所述第一控制器50与所述驱动电路100电连接。本实施例中的所述驱动电路100与上述实施例中的所述驱动电路100的驱动方式相似，此处不再赘述。所述电池管理电路40用于检测所述供电单元10的荷电状态和所述供电单元10的工作状态。所述电池管理电路40还用于对所述供电单元10进行管控。例如，所述电池管理电路40可以控制所述供电单元10中的所述第一旁路开关120和所述第二旁路开关130的开闭。所述第一控制器50用于控制所述逆变电路20固定导通功率开关器件211组合。所述电池管理电路40与所述第一控制器50之间通过隔离信号电路连接。本实施例中，所述电动汽车驱动系统200包括驱动电路100、电池管理电路40和第一控制器50。所述驱动电路100中的所述供电单元10包括三个电池组。每个电池组的一端相互独立。所述每个电池组的另一端与另外两个电池组的另一端共线。所述逆变电路20包括三个桥臂。三个所述桥臂的一个电位点共线。共线的电位点与所述电池组共线的一端相连。每个所述桥臂的另一个电位点连接一个电池组相互独立的一端。所述三个电池组相互独立，三个桥臂相互独立，使得所述驱动电路100具有更多自由度。所述电动汽车驱动系统200能够在不增加其他器件的基础上实现电动汽车电池的加热功能、快充功能、均衡功能。请参见图5，在其中一个实施例中，所述电动车具有控制中心。所述电池管理电路40包括检测电路41和第二控制器42。所述检测电路41包括电压检测单元411、电流检测单元412和温度检测单元413，所述电压检测单元411、所述电流检测单元412和所述温度检测单元413分别与所述供电单元10电连接。所述第二控制器42与所述供电单元10电连接。所述检测电路41将检测到的电压、电流以及温度信号上报给所述电动汽车的控制中心。所述控制中心根据接收到的所述信号，通过所述第一控制器50和所述第二控制器42对所述驱动电路100驱动、制动、加热以及均衡进行控制。请参见图6，本申请一个实施例中基于上述电动汽车驱动系统200提供一种电动汽车驱动方法。采用如上述实施例中任一项所述的电动汽车驱动系统200实现电动汽车驱动方法，所述驱动方法包括：S10，所述电池管理电路40检测所述供电单元10是否处于正常供电状态。步骤S10中，所述第一电池组11具有等效电阻R1。所述第二电池组12具有等效电阻R2。所述第三电池组13具有等效电阻R3。所述供电单元10内包括多个电芯111。所述多个电芯111的型号、标称容量可以相同。所述多个电芯111可以平均分成三组。每组中多个电芯111相互连接以形成一个电池单元110。一个所述电池单元110中的所述电芯111的连接方式相同与另两个所述电池单元110中的所述电芯111的连接方式相同。所述连接方式为多个所述电芯111串联、多个所述电芯111并联后串联、多个所述电芯111并联或多个所述电芯111串联后并联中的一种。S20，若所述第一电池组11、所述第二电池组12和所述第三电池组13均处于正常供电状态时，所述电池管理电路40依次检测所述第一电池组11、所述第二电池组12和所述第三电池组13的电量状态，确定最高电量电池组和最低电量电池组。步骤S20中，所述电池管理电路40包括检测电路和判断单元。所述检测电路用于检测所述每个电池组的电压、电流、电量以及温度。S30，当电动汽车处于启动状态或处于行驶状态时，通过所述第一控制器50控制与所述最高电量电池组连接的桥臂的上桥臂导通的时间大于与所述最低电量电池组连接的桥臂的上桥臂导通的时间，以控制所述最高电量电池组输出电量的时间大于所述最低电量电池组输出电量的时间，进而合成驱动电压，确保所述电动汽车进行均衡驱动。步骤S30中，当向量U6(110)幅值大于向量U4(100)幅值，并需要合成电动汽车目标驱动电压矢量时，可以延长基本电压矢量U6(110)合成目标驱动矢量的作用时间。本实施例中，采用所述的电动汽车驱动系统200实现电动汽车驱动方法。所述电动汽车驱动方法可以确保所述电动汽车启动或行驶过程中，可以均衡所述供电单元10中的三个电池组的电量。在其中一个实施例中，所述S10，所述电池管理电路40检测所述供电单元10是否处于正常供电状态的步骤包括：所述电池管理电路40检测并判断所述供电单元10的输出电压是否大于等于故障阈值电压。若所述输出电压大于等于所述故障阈值电压，则所述供电单元10处于正常供电状态。所述故障阈值电压可以为所述电池管理电路40中的存储的故障阈值电压。在另一个实施例中，所述S10，所述电池管理电路40检测所述供电单元10是否处于正常供电状态，所述供电单元10包括第一电池组11、第二电池组12和第三电池组13的步骤包括：所述电池管理电路40检测并判断所述供电单元10的电芯温度是否小于故障阈值温度。若所述电芯温度小于所述故障阈值温度，则所述供电单元10处于正常供电状态。所述故障阈值温度可以为所述电池管理电路40中的存储的故障阈值温度。本实施例中，所述供电单元10发生故障时，可能会引起输出电压、输出电流以及电芯温度的变化。因此，通过检测所述供电单元10的输出电压或通过检测所述供电单元10的电芯温度，可以检测所述供电单元10是否处于正常供电状态。还可以通过检测所述供电单元10的输出电流，检测所述供电单元10是否处于正常供电状态。在其中一个实施例中，所述方法还包括：若所述输出电压小于所述故障阈值电压，或所述电芯温度大于等于所述故障阈值温度，则所述供电单元10处于非正常供电状态。当所述供电单元10处于非正常供电状态时，所述电池管理电路40通过检测每个电池组的输出电压或每个电池组的温度，以确定所述每个电池组是否处于正常供电状态。当一个电池组处于非正常供电状态时，控制正常供电的电池组合成驱动电压，以确保所述电动汽车具有跛行回家功能。 | 本申请提供一种电动汽车电池加热方法。所述电池加热方法通过所述第一控制器控制所述逆变电路的三个桥臂的开闭，以完成对所述三相电机的反复驱动、制动。所述三相电机的反复驱动、制动实现了所述供电单元的能量输出和能量回收，进而使所述供电单元自身发生极化，从而实现所述供电单元的电池可控升温。所述逆变电路中的功率开关器件的最大工作电流和所述三相电机的最大工作电流较高。所述电池加热方法可以实现大功率加热，有效提高了加热效率。所述功率开关器件作为控制元件，所述三相电机作为储能元件。电池加热过程中无需添加专门的加热元件，因而减少了电动汽车动力系统成本。 | CN:201910244205.7A | https://patentimages.storage.googleapis.com/d8/b3/aa/8931d03451195a/CN110015202B.pdf | CN:110015202:B | 李亚伦, 郭东旭, 欧阳明高, 卢兰光, 杜玖玉, 李建秋 | Tsinghua University | NaN | Not available | 2021-01-22 | 1.一种电动汽车电池加热方法，其特征在于，, 采用电动汽车驱动系统(200)实现所述电动汽车电池加热方法；, 所述电动汽车驱动系统(200)包括驱动电路(100)、与所述驱动电路(100)电连接的电池管理电路(40)以及与所述驱动电路(100)电连接的第一控制器(50)；, 所述驱动电路(100)包括通过母线连接的供电单元(10)、逆变电路(20)以及三相电机(30)；所述供电单元(10)包括三个电池组；所述逆变电路(20)包括三个桥臂；所述逆变电路(20)中的每个桥臂包括两个串联的功率开关器件(211)，所述两个串联的功率开关器件(211)分别构成一个桥臂的上桥臂和下桥臂，每一个电池组的正极与一个桥臂的上桥臂母线连接；所述三个电池组的负极共线后，与所述三个桥臂的下桥臂母线连接；所述三相电机(30)的每一相母线连接一个所述桥臂的输出端；, 所述电池加热方法包括：, 所述电动汽车启动前，通过所述电池管理电路(40)判断所述电动汽车是否需要进行电池加热；, 当确认所述电动汽车需要进行电池加热后，通过所述第一控制器(50)控制所述逆变电路(20)，以使所述供电单元(10)向所述三相电机(30)充电，所述三相电机(30)存储电量；, 当所述三相电机(30)中的电量达到存储阈值后，通过所述第一控制器(50)控制所述逆变电路(20)，以使所述三相电机(30)向所述供电单元(10)充电，所述供电单元(10)在充电和放电过程中自身发生极化，从而实现所述供电单元(10)中每个电池组的可控升温。, 2.根据权利要求1所述的电池加热方法，其特征在于，所述当确认所述电动汽车需要进行电池加热后，通过所述第一控制器(50)控制所述逆变电路(20)，以使所述供电单元(10)向所述三相电机(30)充电，所述三相电机(30)存储电量的步骤包括：, 通过所述第一控制器(50)控制所述逆变电路(20)中的至少一个桥臂的上桥臂导通，并控制所述逆变电路(20)剩余桥臂中的至少一个桥臂的下桥臂导通，以使与所述上桥臂导通的桥臂连接的电池组向所述三相电机(30)充电。, 3.根据权利要求2所述的电池加热方法，其特征在于，所述当所述三相电机(30)中的电量达到存储阈值后，通过所述第一控制器(50)控制所述逆变电路(20)，以使所述三相电机(30)向所述供电单元(10)充电，所述供电单元(10)在充电和放电过程中自身发生极化，从而实现所述供电单元(10)中每个电池组的可控升温的步骤包括：, 通过所述第一控制器(50)控制所述逆变电路(20)中的至少一个桥臂的上桥臂导通，并控制所述逆变电路(20)剩余桥臂中至少一个桥臂的下桥臂导通，以使所述三相电机(30)向与所述上桥臂导通的桥臂连接的电池组充电。, 4.根据权利要求2所述的电池加热方法，其特征在于，所述当所述三相电机(30)中的电量达到存储阈值后，通过所述第一控制器(50)控制所述逆变电路(20)，以使所述三相电机(30)向所述供电单元(10)充电，所述供电单元(10)在充电和放电过程中自身发生极化，从而实现所述供电单元(10)中每个电池组的可控升温的步骤包括：, 通过所述第一控制器(50)控制与放电的电池组连接的桥臂的上桥臂断开，与放电的电池组连接的桥臂的下桥臂导通；, 并通过所述第一控制器(50)控制所述逆变电路(20)剩余桥臂中的至少一个桥臂的上桥臂导通，以使所述三相电机(30)向与所述上桥臂导通的桥臂连接的电池组充电。, 5.根据权利要求2所述的电池加热方法，其特征在于，所述当所述三相电机(30)中的电量达到存储阈值后，通过所述第一控制器(50)控制所述逆变电路(20)，以使所述三相电机(30)向所述供电单元(10)充电，所述供电单元(10)在充电和放电过程中自身发生极化，从而实现所述供电单元(10)中每个电池组的可控升温的步骤包括：, 通过所述第一控制器(50)控制与放电的电池组连接的桥臂的上桥臂导通，并通过所述第一控制器(50)控制所述逆变电路(20)剩余桥臂中至少一个桥臂的下桥臂导通，以使所述三相电机(30)向与所述放电的电池组充电。, 6.根据权利要求1所述的电池加热方法，其特征在于，所述当确认所述电动汽车需要进行电池加热后，通过所述第一控制器(50)控制所述逆变电路(20)，以使所述供电单元(10)向所述三相电机(30)充电，所述三相电机(30)存储电量的步骤还包括：, 通过所述电池管理电路(40)依次检测所述三个电池组的电量状态，确定最高电量电池组和最低电量电池组；, 通过所述第一控制器(50)控制与所述最高电量的电池组连接的桥臂的上桥臂导通，并控制所述逆变电路(20)剩余桥臂中的至少一个桥臂的下桥臂导通，以使所述最高电量的电池组向所述三相电机(30)充电。, 7.根据权利要求6所述的电池加热方法，其特征在于，所述当所述三相电机(30)中的电量达到存储阈值后，通过所述第一控制器(50)控制所述逆变电路(20)，以使所述三相电机(30)向所述供电单元(10)充电，所述供电单元(10)在充电和放电过程中自身发生极化，从而实现所述供电单元(10)中每个电池组的可控升温的步骤包括：, 当所述三相电机(30)完成充电后，通过所述第一控制器(50)控制与所述最低电量的电池组连接的桥臂的上桥臂导通，并控制所述逆变电路(20)剩余桥臂中的至少一个桥臂的下桥臂导通，以使所述三相电机(30)向所述最低电量的电池组充电。, 8.根据权利要求1所述的电池加热方法,其特征在于，所述电动汽车启动前，通过所述电池管理电路(40)判断所述电动汽车是否需要进行电池加热的步骤包括：, 通过所述电池管理电路(40)检测所述供电单元(10)的电芯温度是否小于驱动阈值温度；, 当所述电芯温度小于所述驱动阈值温度时，则确认所述电动汽车需要进行电池加热。, 9.根据权利要求8所述的电池加热方法，其特征在于，当所述电芯温度大于等于所述驱动阈值温度时，所述电动汽车正常启动。, 10.根据权利要求1所述的电池加热方法，其特征在于，所述当所述三相电机(30)中的电量达到存储阈值后，通过所述第一控制器(50)控制所述逆变电路(20)，以使所述三相电机(30)向所述供电单元(10)充电，所述供电单元(10)在充电和放电过程中自身发生极化，从而实现所述供电单元(10)中每个电池组的可控升温的步骤之后还包括：, 通过所述电池管理电路(40)检测所述供电单元(10)的电芯温度是否小于驱动阈值温度；, 当所述电芯温度小于所述驱动阈值温度时，则确认所述电动汽车需要继续进行电池加热；, 当所述电芯温度大于等于所述驱动阈值温度时，所述电动汽车正常启动。 | CN | China | Active | B | True |
| 27 | Configurable battery pack for series and parallel charging using switching \n | US10770908B2 | The present disclosure is directed to a configurable battery that provides improved charging and operation. This application claims the benefit of U.S. Provisional Patent Application No. 62/578,500 filed Oct. 29, 2017, the disclosure of which is hereby incorporated by reference herein in its entirety.\nBattery chargers and their accompanying electrical components (e.g., cables and charge inlet) typically have current restrictions. To achieve more charging current for a battery charger (e.g., during a fast charge), large DC fast charge cables are usually required. Battery chargers also typically have a maximum limit in supply voltage. For example, SAE J1772 targets 900V and 400 A for the maximum output of a typical DC fast charger for electric vehicles. In order to increase the charging rate, the current-carrying capacity of electronics, components and leads typically need to be increased to handle larger currents, as does the heat removal capacity. For example, ohmic heating increases as the square of current. Accordingly, it would be advantageous to increase the charging rate without the need for larger current rated components.\nIn addition, battery operated devices (e.g., electric vehicles) typically use components (e.g., AC compressor, PTC heater, drive unit, etc.) that are designed to operate at a maximum voltage level. Battery operated devices also typically need to be able to operate while charging. Accordingly, it would be advantageous to increase the charging rate without increasing the voltage applied to the load of battery operated devices.\nBattery systems also typically include more than one battery module. If a fault occurs in a battery module, the entire battery system likely needs to be disconnected from the load. Accordingly, it would be advantageous to manage a fault occurrence in a battery module without having to disconnect the load or cause a different voltage to be applied to the load.\nA configurable battery system according to the present disclosure includes a first battery module and a second battery module, in which each battery module includes a positive terminal and a negative terminal. The configurable battery system also includes at least one switch having at least two poles. In a high voltage configuration of the at least one switch, the first battery module and the second battery module are connected in series. In a low voltage configuration of the at least one switch, the first battery module and the second battery module are connected in parallel.\nIn some embodiments, the at least one switch includes a first single pole double throw (SPDT) switch and second SPDT switch. In the high voltage configuration, the first SPDT switch and the second SPDT switch are each in a first switch position, thereby connecting the positive terminal of the first battery module to the negative terminal of the second battery module. In the low voltage configuration, the first SPDT switch is in a second switch position, thereby connecting the negative terminal of the first battery module to the negative terminal of the second battery module. Further, in the low voltage configuration, the second SPDT switch is in a second switch position, thereby connecting the positive terminal of the first battery module to the positive terminal of the second battery module.\nIn some embodiments, the at least one switch includes two single pole single throw (SPST) switches. In the high voltage configuration, a first of the two SPST switches is in an off position, and a second of the two SPST switches is in an on position, thereby connecting the positive terminal of the first battery module to the negative terminal of the second battery module. In the low voltage configuration, the first of the two SPST switches is in an on position, thereby connecting the negative terminal of the first battery module to the negative terminal of the second battery module, and the second of the two SPST switches is in an off position.\nIn some embodiments, the configurable battery system includes at least one charger switch configured to connect and disconnect the first and second battery modules to a charger. For example, the at least one charger switch may include a SPST contactor for connecting and disconnecting the charger.\nIn some embodiments, in the high voltage configuration, a positive terminal of a device load is connected to the positive terminal of the first battery module, and a negative terminal of the device load is connected the negative terminal of the first battery module. For example, the device load may include any system or subsystem of an electric vehicle.\nIn some embodiments, the configurable battery system includes at least one load switch having at least two poles. In the high voltage configuration, when the at least one load switch is set to a first switch position or positions, a positive terminal of a device load is connected to the positive terminal of the first battery module, and a negative terminal of the device load is connected to the negative terminal of the first battery module. Further, in the high voltage configuration, when the at least one load switch is set to a second switch position or positions, the positive terminal of the device load is connected to the positive terminal of the second battery module, and the negative terminal of the device load is connected to the negative terminal of the first battery module.\nIn some embodiments, the configurable battery system includes control circuitry configured to, when in the high voltage configuration, set the position of at least one load switch based on status information of the first battery module, the second battery module, or both.\nIn some embodiments, the configurable battery system is configured for use in an electric vehicle, and in the high voltage configuration, the configurable battery charging system is configured to receive a charging voltage of 900 volts (V). In some embodiments, in the charging configuration, the configurable battery charging system is configured to provide a voltage of 450 V to components of the electric vehicle. In some embodiments, the configurable battery system includes a battery management module configured to select between the low voltage configuration and the high voltage configuration.\nIn some embodiments, a battery management module manages battery charging of a first battery module and a second battery module that are coupled in series. The battery management module uses at least one switch in a first switch configuration to couple an electric load in parallel to the first battery module during charging. The battery management module determines a first battery characteristic of the first battery module and a second battery characteristic of the second battery module during charging. The battery management module determines to apply a second switch configuration to the at least one switch based on the first battery characteristic and the second battery characteristic. The second switch configuration couples the electric load in parallel to the second battery module during charging. The battery management module applies the second switch configuration to the at least one switch.\nIn some embodiments, the first battery characteristic includes a first voltage across a positive terminal and a negative terminal of the first battery module, and the second battery characteristic includes a second voltage across a positive terminal and a negative terminal of the second battery module. In some embodiments, a battery management module determines to apply the second switch configuration to the at least one switch based on a difference between the first voltage and the second voltage.\nIn some embodiments, the first battery characteristic includes a first cumulative time of the first battery module being coupled to the electric load, and the second battery characteristic includes a second cumulative time of the second battery module being coupled to the electric load. For example, a cumulative time of a battery being coupled to an electric load may provide a convenient way of using battery modules equally during charging. In a further example, the battery management module determines a difference between the first cumulative time and the second cumulative time.\nIn some embodiments, the battery management module determines local charging information, which may include a preference to charge at high voltage. In some embodiments, the battery management module determines to couple the first battery module and the second battery module in series based at least in part on local charging information. For example, if the battery charger is capable of fast charging (e.g., high voltage charging), the battery management module determines to couple the first and second battery modules in series.\nIn some embodiments, the battery management module identifies whether a fault has occurred in the first battery module, the second battery module, or both. In some such embodiments, the battery management module determines to apply the second switch configuration to the at least one switch is further based at least in part on whether the fault has occurred.\nIn some embodiments, the battery management module applies a pre-charge configuration to the at least one switch to reduce in-rush current when applying the second load switch configuration to the at least one switch. For example, the pre-charge configuration may include connecting a circuit having a capacitor and resistor to reduce the voltage difference across the at least one switch prior to changing the position of the at least one switch.\nIn some embodiments, the battery management module determines an elapsed time since a previous change in a switch configuration. In some such embodiments, the battery management module determines to apply the second switch configuration based at least in part on the elapsed time. For example, if the determined elapsed time is above a threshold, the battery management module may determine to connect the electric load to the other battery module to balance usage.\nIn some embodiments, the battery management module manages a fault in a battery system, which includes a plurality of battery modules and at least one switch. The battery management module identifies a fault occurrence in a battery module of the plurality of battery modules while the at least one switch is in a first switch configuration. The first switch configuration couples the plurality of battery modules in parallel with each other and with an electric load. The battery management module determines a second switch configuration in response to identifying the fault occurrence, and applies the second switch configuration to the at least one switch. The second switch configuration de-couples the battery module having the fault occurrence from the electric load and couples the remaining one or more of the plurality of battery modules not having the fault occurrence to the electric load. Accordingly, the electric load may, for example, continue to receive power during a fault occurrence. In some circumstances, the fault occurrence corresponds to an open circuit within the battery module. In some circumstances, the fault occurrence corresponds to a reduced charge capacity of the battery module.\nIn some embodiments, the battery management module manages battery charging of a battery pack, which includes a first battery module, a second battery module, and at least one switch. A first switch configuration of the at least one switch couples the first battery module and the second battery module in parallel, and a second switch configuration of the at least one switch couples the first battery module and the second battery module in series. The battery management module receives capability information from a battery charging system coupled to the battery pack. The battery management module determines whether the battery charging system is capable of fast charging based on the capability information. The battery management module applies the second switch configuration to the at least one switch to perform fast charging in response to determining that the battery charging system is capable of fast charging. In some embodiments, capability information includes a maximum charging current, a maximum charging voltage, or both.\nIn some embodiments, the battery management module manages battery charging of a battery pack. The battery management module receives charging system capability information from a charging system. The battery management module retrieves local charging information regarding the battery pack. The battery management module determines a switch configuration of at least one switch to connect a first and a second battery module in either series or parallel, based at least in part on the charging system capability information and the local charging information. The battery management module applies the switch configuration to the at least one switch. For example, in some embodiments, the battery pack is part of an electric vehicle, and the local charging information comprises a location of the electric vehicle. In a further example, in some embodiments, receiving local charging information includes receiving a user input indicating a desired charging mode. In some embodiments, the charging system capability information includes a maximum charging voltage the charging system is capable of applying for charging.\nThe present disclosure, in accordance with one or more various embodiments, is described in detail with reference to the following figures. The drawings are provided for purposes of illustration only and merely depict typical or example embodiments. These drawings are provided to facilitate an understanding of the concepts disclosed herein and shall not be considered limiting of the breadth, scope, or applicability of these concepts. It should be noted that for clarity and ease of illustration these drawings are not necessarily made to scale.\n FIG. 1 shows a system diagram of an illustrative battery charger and an illustrative electric vehicle, in accordance with some embodiments of the present disclosure;\n FIG. 2 shows a system diagram of an illustrative arrangement of battery modules, electrical components, and subsystems, in accordance with some embodiments of the present disclosure;\n FIG. 3 shows a system diagram of illustrative control circuitry, electrical components, and sensors, in accordance with some embodiments of the present disclosure;\n FIG. 4 shows a system diagram of an illustrative arrangement of battery modules, electrical components, and subsystems, during fast charge, in accordance with some embodiments of the present disclosure;\n FIG. 5 shows a system diagram of an illustrative arrangement of battery modules, electrical components, and subsystems, during fast charge, in accordance with some embodiments of the present disclosure;\n FIG. 6 shows a system diagram of an illustrative arrangement of battery modules, electrical components, and subsystems, in accordance with some embodiments of the present disclosure;\n FIG. 7 shows a system diagram of an illustrative arrangement of battery modules, electrical components, and subsystems, during fast charge, in accordance with some embodiments of the present disclosure;\n FIG. 8 shows a system diagram of an illustrative arrangement of battery modules, electrical components, and subsystems, during fast charge, in accordance with some embodiments of the present disclosure;\n FIG. 9 shows a system diagram of an illustrative arrangement of battery modules, electrical components, and subsystems, in accordance with some embodiments of the present disclosure;\n FIG. 10 shows a system diagram of an illustrative battery management module for managing battery power and charging, in accordance with some embodiments of the present disclosure;\n FIG. 11 is a flowchart of an illustrative process for managing battery charging, in accordance with some embodiments of the present disclosure;\n FIG. 12 is a flowchart of an illustrative process for managing a fault, in accordance with some embodiments of the present disclosure;\n FIG. 13 is a flowchart of an illustrative process for managing battery charging based on battery charger capability information, in accordance with some embodiments of the present disclosure;\n FIG. 14 is a flowchart of an illustrative process for managing battery charging, based in part on local charging information, in accordance with some embodiments of the present disclosure; and\n FIG. 15 is a flowchart of an illustrative process for managing battery charging, in accordance with some embodiments of the present disclosure.\nA configurable battery system according to the present disclosure, including, for example, an electric-vehicle (EV) battery, may be arranged in such a way that at least two battery modules are wired in parallel to achieve a target maximum voltage for an electric load (e.g., 450 V). For DC fast charging, for example, electrical connections to these battery modules may be reconfigured such that the battery modules are wired in series, achieving a high voltage of double the target maximum voltage (e.g., 900 V for a 450 V target maximum voltage). Fast charging (e.g., high voltage charging) may allow both battery modules to be charged at a charging current near a desired current (e.g., a fixed maximum) at the charge inlet. The charge inlet may include any hardware included in the battery charger, the connection between the battery charger and a battery pack, as well any hardware used to conduct charging current in the battery pack, that may carry current during charging. As compared to low voltage charging (e.g., battery modules wired in parallel) with the same total maximum current limitation, the charging current of each battery module would be nominally halved as compared to fast charging.\nA configurable battery system allows the techniques of the present disclosure to be applied to an electric vehicle in some embodiments to more fully utilize a battery charger's potential. In some embodiments, it is desirable to achieve a particular charging target. For example, a charging target of 150 kW at 450 V may require a current of 334 A. In this illustrative example, components may need to be sourced to handle up to 400 A continuously to handle the charging. Such components can be difficult to source, expensive, heavier, or difficult to operate. As mentioned above, SAE J1772 is targeting 900 V, 400 A for the maximum output of a typical DC fast charger. If a battery system were able to take advantage of charging at 900 V, the charging target of 150 kW could be achieved at just 167 A, which may allow for more numerous, better quality, or cheaper options for charging components. For example, a current of 167 A may allow different hardware to be used than if the current were nearer to 400 A. In some embodiments, the limitation in charge rate may be the current that the battery module can accept.\nIn some embodiments, the configurable battery system of the present disclosure reduces, or eliminates, the charge inlet hardware as being the primary limiter in charge rate, and rather makes the battery modules the bottleneck. For example, as cell chemistry improves and battery cells (e.g., of a battery module) are able to accommodate higher currents, the configurable battery system of the present disclosure may be able to supply the necessary power at the higher current. Lowering the charging current in a DC fast charge circuit (e.g., when modules are in series as compared to parallel) may also reduce, or eliminate, the need for cooling to be applied to the charging hardware, as well as reduce the needed size of the DC fast charge cables. For example, in some circumstances, if battery modules are charged in parallel, cables with cross sections of between 95 mm2 and 120 mm2 may be required. Such cables may be very large, heavy, stiff, and difficult to package. Also, if components become available at higher voltages such as, for example, at 900V (e.g., for electric vehicles), the battery modules of a battery pack may be able to be configured to charge and operate at 900 V for all conditions.\nIn view of the foregoing, it is desirable in some embodiments to achieve faster charging, at higher voltages (e.g., 900 V for electric vehicles). One solution to achieve this may be to design the battery load to similarly operate at higher voltages. If off-the-shelf components are not available for operating at higher voltages, then custom components may need to be designed. This can be time consuming and expensive. The configurable battery system of the present disclosure provides an improved and simpler solution that can maximize DC fast charging rates. Such a configurable battery system provides competitive charging rates while still enabling the use of off-the-shelf components. For example, the configurable battery of the present disclosure allows for the use of commercially available 450V components for an electric vehicle (e.g., air conditioning (AC) compressor, positive temperature coefficient (PTC) heater, a drive unit, a DC-DC converted, and on-board charger (OBC)) when either a 450V charging source or a 900 V charging source is used. Additionally, in some embodiments, the configurable battery system of the present disclosure may transition seamlessly into a 900V architecture when the market can support it with competitively priced components.\n FIG. 1 shows a system diagram of charging arrangement 100, including illustrative battery charger 110 and illustrative electric vehicle 120, in accordance with some embodiments of the present disclosure. Electric vehicle 120 includes battery pack 122, which may include one or more battery modules, and electric vehicle subsystems 130. Electrical vehicle subsystems 130 includes, for example, rear drive unit 132, front drive unit 134, AC compressor 136, battery management module 138, HVAC PTC 140, energy storage system 142, DC-DC converter 144, on-board charger (OBC) 146, auxiliary systems 148, and any suitable corresponding equipment.\nIn some embodiments, battery management module 138 and on-board charger 146 may be combined. For example, battery management module 138 may be included in on-board charger 146. In some embodiments, battery management module 138 and on-board charger 146 may be partially, or wholly, implemented as separate systems, which may communicate with each other. For example, on-board charger 146 may include connectors for interfacing with a battery charger, and battery management module 138 may connect charging terminals from on-board charger 146 to battery pack 122 via one or more controllable switches. In a further example, battery management module 138 may include a software package, implemented on processing equipment of on-board charger 146, which may include charging hardware (e.g., connections, switches, and sensors).\nIn some embodiments, battery management module 138 may be configured to manage charging of battery pack 122, which may include measuring one or more battery characteristics of battery pack 122, changing a configuration of one or more switches, identifying if a fault has occurred, providing power to one or more of electric vehicle subsystems 130 (e.g., rear drive unit 132), communicating with battery charger 110, any other suitable actions, or any combination thereof. Battery management module 138 may be coupled to battery pack 122 via coupling 154. Accordingly, battery management module 138 may include, for example, electrical components (e.g., switches, bus bars, resistors, capacitors), control circuitry (e.g., for controlling suitable electrical components), and measurement equipment (e.g., to measure voltage, current, impedance, frequency, temperature, or another parameter).\nIn some embodiments, electric vehicle 120 may be plugged, or otherwise connected to, battery charger 110 via couplings 150 and 152. For example, a single cable (e.g., having a SAE J1772 charging plug), having more than one conductor of suitable gauge, may be used to couple battery charger 110 to electric vehicle 120. The single cable may include conductors for carrying charging current (e.g., coupling 150) and conductors for transmitting information (e.g., coupling 152). It will be understood that any suitable arrangement of leads may be used in accordance with the present disclosure. For example, in some embodiments, coupling 152 may include both charging leads and information leads, and arrangement 100 need not include coupling 150.\n Battery charger 110 may be coupled to a power transmission grid as a power source, and may be configured to provide charging current at a suitable charging voltage to battery pack 122 of electric vehicle 120. In some embodiments, battery charger 110 may be capable of charging a battery pack (e.g., battery pack 122) at one or more voltages, with one or more current limitations. For example, battery charger 110 may, in accordance with SAE J1772, be configured to provide 400 A at 900 V for charging. In a further example, battery charger 110 may receive information from electric vehicle subsystems 130 (e.g., on-board charger 146 via coupling 152) describing what voltage, current, or both, electric vehicle 120 may be charged with. To illustrate, battery charger 110 may be capable of charging electric vehicle 120 at either 450 V (e.g., slow charge) or 900 V (e.g., fast charge), and may provide one of these voltages based on communication with electric vehicle 120. Battery charger 110 may provide a charging current that is limited by one or more constraints. For example, electric vehicle 120 may communicate to battery charger 110 what charging current is desired for charging. In a further example, a cable type (e.g., coupling 150) may have a maximum associated current capacity based on insulation and heat transfer considerations.\nIn some embodiments, electric vehicle subsystems 130 may be configured to operate at one or more load voltages. For example, battery management module 138 may manage the provision of electric power at 450 V to other subsystems of electric vehicle subsystems 130. In a further example, DC-DC converter 144 may provide 12 V (e.g., converted from a voltage of battery pack 122) to one or more components of electric vehicle 120.\nIn some embodiments, battery pack 122 includes two or more battery modules, each have having an associated voltage. Battery pack 122 may include bus bars (e.g., for connecting terminals of battery modules, pre-charge circuits or measurements), switches (e.g., contactors for opening and closing battery connections), sensors (e.g., for sensing temperature, voltage, current, impedance, or other parameters), any other suitable components, or any suitable combination thereof.\nWhile in a charging configuration, at least some of electric vehicle subsystems 130 may operate, or otherwise draw power (i.e., be a device load). Battery management module 138 may be configured to manage providing power to subsystems of electric vehicle systems 130, while battery charger 110 is connected (e.g., via coupling s 150 and 152) and providing charging current at a suitable voltage. Accordingly, battery management module 138 may be configured to provide power to subsystems during low voltage charging (e.g., slow charging) or high voltage charging (e.g., fast charging).\nA battery management module may be implemented in hardware, software, or a combination thereof. A battery management module may be a standalone module, a module distributed among processing equipment, a module integrated into an existing electric vehicle system, or be a combination thereof.\n FIG. 2 shows a system diagram of illustrative arrangement 200 of battery modules 210 and 211, electrical components, and subsystems, in accordance with some embodiments of the present disclosure. Each of battery modules 210 and 211 includes a positive terminal and a negative terminal. For example, battery module 210 has a positive terminal connected to busbar 234, and a negative terminal connected to busbar 230. Further, battery module 211 has a positive terminal connected to busbar 232, and a negative terminal connected to switch 250.\n Switches 250, 252, 254, and 256, as shown in FIG. 2, are single pole double throw (SPDT). For example, any or all of switches 250, 252, 254, and 256 may be of the “ON-ON” or “ON-OFF-ON” type of SPDT switch. Any or all of switches 250, 252, 254, and 256 may include at least one contactor, relay (e.g., solid state or otherwise), a transistor (e.g., Insulated Gate Bipolar Transistor (IGBT)), any other suitable device for switching a pole between two “on” positions, or any combination thereof. For example, switches 250, 252, 254, and 256 may all be SPDT contactors. In a further example, switches 250, 252, 254, and 256 may each include two single pole single throw (SPST) contactors wired suitably to achieve SPDT connectivity. Switches 260 and 262, as shown in FIG. 2, are each SPST switches, configured to connect and disconnect corresponding terminals of battery charger 270 to busbars 230 and 232. Either or both of switches 260 and 262 may include a contactor, a relay (e.g., solid state or otherwise), a transistor (e.g., Insulated Gate Bipolar Transistor (IGBT)), any other suitable device for switching a pole between an “off” and an “on” position, or any combination thereof.\nAs shown in FIG. 2, battery modules 210 and 211 are connected in series. For example, switch 250 and switch 252 are configured to connect the positive terminal of battery module 210 to the negative terminal of battery module 211. Vehicle load 280, which may include one or more of electric vehicle subsystems 130 of FIG. 1, is shown connected to battery module 210 by switch 256 and switch 254. As shown in FIG. 2, switch 256 connects busbar 230 to a negative terminal of vehicle load 280, and switch 254 connects busbar 234 to a positive terminal of vehicle load 280.\n Battery module 210 may, in some embodiments, include submodules 202, 204, 206, and 208 which may also be referred to as cells. Likewise, battery module 211 may also, in some embodiments, include submodules 203, 205, 207, and 209 which may also be referred to as cells. For example, battery module 210 may be referred to as “a string of cells” (i.e., cells connected in series). The voltage of battery module 210 may be a combination of cells 202, 204, 206, and 208. For example, as shown illustratively in FIG. 2, the voltage of battery module 210 is a sum of the voltages of each of cells 202, 204, 206 and 208. In a further example, a battery module (e.g., battery module 210 or battery module 211) may include one or more cells connected in parallel (e.g., to increase current capacity of the battery module). For clarity, the present disclosure is described in terms of battery modules.\n Arrangement 200 illustrates two battery modules for simplicity, but more than two battery modules may be managed in accordance with the present disclosure. For example, three battery modules each operating at 300 V may be connected using a switch configuration in parallel (e.g., charged at 300 V) or series (e.g., charged at 900 V). In a further example, three battery modules each operating at 450 V may be configured in parallel (e.g., charging at 450 v), or two of the three may be configured in parallel, and then in series with the third (e.g., to charge at 900V). Any suitable number of battery modules may be managed (e.g., connected with a switch configuration in series or parallel) in accordance with the present disclosure. It will be understood that a battery module may include one or more submodules (e.g., separate submodules which may be coupled together to form a module).\n FIG. 3 shows a system diagram of illustrative control circuitry 310, electrical components, and sensors 350, in accordance with some embodiments of the present disclosure. In some embodiments, battery management module 302 may include control circuitry 310 and sensors 350. Battery management module 302 may be used to, for example, control the switches of FIG. 2. In some embodiments, battery management module 302, or control circuitry 310 thereof, may be incorporated in the arrangement 200 of FIG. 2, or charging arrangement 100 of FIG. 1. In some embodiments, battery management module 302 may include switches 250, 252, 254, 256, 260, and 262. As shown illustratively in arrangement 300, control circuitry 310 may be configured to control switches 250, 252, 254, 256, 260, and 262. For example, control circuitry 310 may place eith | A configurable battery system may be arranged in such a way that two battery modules are connected in parallel to achieve a target maximum voltage for a load, or in series to achieve a high voltage of about double the target maximum voltage. Fast charging, at high voltage, may allow both battery modules to be charged at a charging current near a desired maximum current at the battery charger. A battery management module determines a switch configuration, coupling the battery modules in series or parallel. The battery management module applies the switch configuration to one or more switches to manage charging of the battery modules. The battery management module may receive charger capability information, local charging information, and fault information to aid in determining a switch configuration. | US:16/004,258 | https://patentimages.storage.googleapis.com/11/e6/ec/bf6806a9931807/US10770908.pdf | US:10770908 | Mason Verbridge | Rivian IP Holdings LLC | JP:2008278635:A, US:20140184162:A1, US:20140368041:A1, DE:102016223470:A1 | 2020-09-08 | 2020-09-08 | 1. A configurable battery system, comprising:\na first battery module having a positive terminal and a negative terminal;\na second battery module having a positive terminal and a negative terminal; and\nat least one switch, wherein the at least one switch comprises at least two poles and wherein:\nin a high voltage configuration of the at least one switch, the first battery module and the second battery module are connected in series, and\nin a low voltage configuration of the at least one switch, the first battery module and the second battery module are connected in parallel, wherein:\nthe at least one switch comprises a first single pole double throw (SPDT) switch and second SPDT switch;\nin the high voltage configuration, the first SPDT switch and the second SPDT switch are each in a first switch position, thereby connecting the positive terminal of the first battery module to the negative terminal of the second battery module; and\nin the low voltage configuration:\nthe first SPDT switch is in a second switch position, thereby connecting the negative terminal of the first battery module to the negative terminal of the second battery module; and\nthe second SPDT switch is in a second switch position, thereby connecting the positive terminal of the first battery module to the positive terminal of the second battery module.\n\n\n, a first battery module having a positive terminal and a negative terminal;, a second battery module having a positive terminal and a negative terminal; and, at least one switch, wherein the at least one switch comprises at least two poles and wherein:, in a high voltage configuration of the at least one switch, the first battery module and the second battery module are connected in series, and, in a low voltage configuration of the at least one switch, the first battery module and the second battery module are connected in parallel, wherein:\nthe at least one switch comprises a first single pole double throw (SPDT) switch and second SPDT switch;\nin the high voltage configuration, the first SPDT switch and the second SPDT switch are each in a first switch position, thereby connecting the positive terminal of the first battery module to the negative terminal of the second battery module; and\nin the low voltage configuration:\nthe first SPDT switch is in a second switch position, thereby connecting the negative terminal of the first battery module to the negative terminal of the second battery module; and\nthe second SPDT switch is in a second switch position, thereby connecting the positive terminal of the first battery module to the positive terminal of the second battery module.\n\n, the at least one switch comprises a first single pole double throw (SPDT) switch and second SPDT switch;, in the high voltage configuration, the first SPDT switch and the second SPDT switch are each in a first switch position, thereby connecting the positive terminal of the first battery module to the negative terminal of the second battery module; and, in the low voltage configuration:\nthe first SPDT switch is in a second switch position, thereby connecting the negative terminal of the first battery module to the negative terminal of the second battery module; and\nthe second SPDT switch is in a second switch position, thereby connecting the positive terminal of the first battery module to the positive terminal of the second battery module.\n, the first SPDT switch is in a second switch position, thereby connecting the negative terminal of the first battery module to the negative terminal of the second battery module; and, the second SPDT switch is in a second switch position, thereby connecting the positive terminal of the first battery module to the positive terminal of the second battery module., 2. The configurable battery system of claim 1, further comprising at least one charger switch configured to connect and disconnect the first and second battery modules to a charger., 3. The configurable battery system of claim 1, wherein in the high voltage configuration:\na positive terminal of a device load is connected to the positive terminal of the first battery module; and\na negative terminal of the device load is connected the negative terminal of the first battery module.\n, a positive terminal of a device load is connected to the positive terminal of the first battery module; and, a negative terminal of the device load is connected the negative terminal of the first battery module., 4. The configurable battery system of claim 1, further comprising at least one load switch comprising at least two poles, wherein in the high voltage configuration:\nwhen the at least one load switch is set to a first switch position or positions:\na positive terminal of a device load is connected to the positive terminal of the first battery module, and\na negative terminal of the device load is connected to the negative terminal of the first battery module; and\n\nwhen the at least one load switch is set to a second switch position or positions:\nthe positive terminal of the device load is connected to the positive terminal of the second battery module, and\nthe negative terminal of the device load is connected to the negative terminal of the first battery module.\n\n, when the at least one load switch is set to a first switch position or positions:\na positive terminal of a device load is connected to the positive terminal of the first battery module, and\na negative terminal of the device load is connected to the negative terminal of the first battery module; and\n, a positive terminal of a device load is connected to the positive terminal of the first battery module, and, a negative terminal of the device load is connected to the negative terminal of the first battery module; and, when the at least one load switch is set to a second switch position or positions:\nthe positive terminal of the device load is connected to the positive terminal of the second battery module, and\nthe negative terminal of the device load is connected to the negative terminal of the first battery module.\n, the positive terminal of the device load is connected to the positive terminal of the second battery module, and, the negative terminal of the device load is connected to the negative terminal of the first battery module., 5. The configurable battery system of claim 4, further comprising control circuitry configured to, when in the high voltage configuration, set the position of the at least one load switch based on status information of at least one of the first battery module and the second battery module., 6. The configurable battery system of claim 1, wherein:\nthe configurable battery charging system is configured for use in an electric vehicle; and\nin the high voltage configuration, the configurable battery charging system is configured to receive a charging voltage of 900 volts (V).\n, the configurable battery charging system is configured for use in an electric vehicle; and, in the high voltage configuration, the configurable battery charging system is configured to receive a charging voltage of 900 volts (V)., 7. The configurable battery system of claim 6, wherein in the charging configuration, the configurable battery charging system is configured to provide a voltage of 450 V to components of the electric vehicle., 8. The configurable battery system of claim 1, further comprising a battery management module configured to select between the low voltage configuration and the high voltage configuration., 9. A configurable battery system, comprising:\na first battery module having a positive terminal and a negative terminal;\na second battery module having a positive terminal and a negative terminal; and\nat least one switch, wherein the at least one switch comprises at least two poles and wherein:\nin a high voltage configuration of the at least one switch, the first battery module and the second battery module are connected in series, and\n, a first battery module having a positive terminal and a negative terminal;, a second battery module having a positive terminal and a negative terminal; and, at least one switch, wherein the at least one switch comprises at least two poles and wherein:, in a high voltage configuration of the at least one switch, the first battery module and the second battery module are connected in series, and, in a low voltage configuration of the at least one switch, the first battery module and the second battery module are connected in parallel, wherein:\nthe at least one switch comprises two single pole single throw (SPST) switches;\nin the high voltage configuration:\na first of the two SPST switches is in an off position, and\na second of the two SPST switches is in an on position, thereby connecting the positive terminal of the first battery module to the negative terminal of the second battery module; and\n\nin the low voltage configuration:\nthe first of the two SPST switches is in an on position, thereby connecting the negative terminal of the first battery module to the negative terminal of the second battery module, and\nthe second of the two SPST switches is in an off position.\n\n, the at least one switch comprises two single pole single throw (SPST) switches;, in the high voltage configuration:\na first of the two SPST switches is in an off position, and\na second of the two SPST switches is in an on position, thereby connecting the positive terminal of the first battery module to the negative terminal of the second battery module; and\n, a first of the two SPST switches is in an off position, and, a second of the two SPST switches is in an on position, thereby connecting the positive terminal of the first battery module to the negative terminal of the second battery module; and, in the low voltage configuration:\nthe first of the two SPST switches is in an on position, thereby connecting the negative terminal of the first battery module to the negative terminal of the second battery module, and\nthe second of the two SPST switches is in an off position.\n, the first of the two SPST switches is in an on position, thereby connecting the negative terminal of the first battery module to the negative terminal of the second battery module, and, the second of the two SPST switches is in an off position., 10. The configurable battery system of claim 9, further comprising at least one load switch comprising at least two poles, wherein in the high voltage configuration:\nwhen the at least one load switch is set to a first switch position or positions:\na positive terminal of a device load is connected to the positive terminal of the first battery module, and\na negative terminal of the device load is connected to the negative terminal of the first battery module; and\n\nwhen the at least one load switch is set to a second switch position or positions:\nthe positive terminal of the device load is connected to the positive terminal of the second battery module, and\nthe negative terminal of the device load is connected to the negative terminal of the first battery module.\n\n, when the at least one load switch is set to a first switch position or positions:\na positive terminal of a device load is connected to the positive terminal of the first battery module, and\na negative terminal of the device load is connected to the negative terminal of the first battery module; and\n, a positive terminal of a device load is connected to the positive terminal of the first battery module, and, a negative terminal of the device load is connected to the negative terminal of the first battery module; and, when the at least one load switch is set to a second switch position or positions:\nthe positive terminal of the device load is connected to the positive terminal of the second battery module, and\nthe negative terminal of the device load is connected to the negative terminal of the first battery module.\n, the positive terminal of the device load is connected to the positive terminal of the second battery module, and, the negative terminal of the device load is connected to the negative terminal of the first battery module., 11. The configurable battery system of claim 10, further comprising control circuitry configured to, when in the high voltage configuration, set the position of the at least one load switch based on status information of at least one of the first battery module and the second battery module., 12. The configurable battery system of claim 9, wherein:\nthe configurable battery charging system is configured for use in an electric vehicle; and\nin the high voltage configuration, the configurable battery charging system is configured to receive a charging voltage of 900 volts (V).\n, the configurable battery charging system is configured for use in an electric vehicle; and, in the high voltage configuration, the configurable battery charging system is configured to receive a charging voltage of 900 volts (V)., 13. The configurable battery system of claim 12, wherein in the charging configuration, the configurable battery charging system is configured to provide a voltage of 450 V to components of the electric vehicle., 14. A method for managing battery charging of a first battery module and a second battery module that are coupled in series, comprising:\nusing at least one switch in a first switch configuration to couple an electric load in parallel to the first battery module during charging;\ndetermining, using a battery management module, a first battery characteristic of the first battery module during charging, wherein the first battery characteristic comprises a first voltage across a positive terminal and a negative terminal of the first battery module;\ndetermining, using a battery management module, a second battery characteristic of the second battery module during charging, wherein the second battery characteristic comprises a second voltage across a positive terminal and a negative terminal of the second battery module;\ndetermining, using a battery management module, to apply a second switch configuration to the at least one switch based on the first battery characteristic and the second battery characteristic, wherein the second switch configuration couples the electric load in parallel to the second battery module during charging and wherein determining to apply the second switch configuration to the at least one switch based on the first battery characteristic and the second battery characteristic comprises determining a difference between the first voltage and the second voltage; and\napplying, using control circuitry, the second switch configuration to the at least one switch.\n, using at least one switch in a first switch configuration to couple an electric load in parallel to the first battery module during charging;, determining, using a battery management module, a first battery characteristic of the first battery module during charging, wherein the first battery characteristic comprises a first voltage across a positive terminal and a negative terminal of the first battery module;, determining, using a battery management module, a second battery characteristic of the second battery module during charging, wherein the second battery characteristic comprises a second voltage across a positive terminal and a negative terminal of the second battery module;, determining, using a battery management module, to apply a second switch configuration to the at least one switch based on the first battery characteristic and the second battery characteristic, wherein the second switch configuration couples the electric load in parallel to the second battery module during charging and wherein determining to apply the second switch configuration to the at least one switch based on the first battery characteristic and the second battery characteristic comprises determining a difference between the first voltage and the second voltage; and, applying, using control circuitry, the second switch configuration to the at least one switch., 15. The method of claim 14, further comprising determining local charging information, wherein the local charging information comprises a preference to charge at high voltage., 16. The method of claim 15, further comprising determining to couple the first battery module and the second battery module in series based at least in part on the local charging information., 17. The method of claim 14, wherein applying the second load switch configuration to the at least one switch further comprises applying a pre-charge configuration to the at least one switch to reduce in-rush current., 18. A method for managing battery charging of a first battery module and a second battery module that are coupled in series, comprising:\nusing at least one switch in a first switch configuration to couple an electric load in parallel to the first battery module during charging;\ndetermining, using a battery management module, a first battery characteristic of the first battery module during charging, wherein the first battery characteristic comprises a first cumulative time of the first battery module being coupled to the electric load;\ndetermining, using a battery management module, a second battery characteristic of the second battery module during charging, wherein the second battery characteristic comprises a second cumulative time of the second battery module being coupled to the electric load;\ndetermining, using a battery management module, to apply a second switch configuration to the at least one switch based on the first battery characteristic and the second battery characteristic, wherein the second switch configuration couples the electric load in parallel to the second battery module during charging; and\napplying, using control circuitry, the second switch configuration to the at least one switch.\n, using at least one switch in a first switch configuration to couple an electric load in parallel to the first battery module during charging;, determining, using a battery management module, a first battery characteristic of the first battery module during charging, wherein the first battery characteristic comprises a first cumulative time of the first battery module being coupled to the electric load;, determining, using a battery management module, a second battery characteristic of the second battery module during charging, wherein the second battery characteristic comprises a second cumulative time of the second battery module being coupled to the electric load;, determining, using a battery management module, to apply a second switch configuration to the at least one switch based on the first battery characteristic and the second battery characteristic, wherein the second switch configuration couples the electric load in parallel to the second battery module during charging; and, applying, using control circuitry, the second switch configuration to the at least one switch., 19. The method of claim 18, wherein determining to apply the second switch configuration to the at least one switch based on the first battery characteristic and the second battery characteristic comprises determining a difference between the first cumulative time and the second cumulative time., 20. The method of claim 18, further comprising determining local charging information, wherein the local charging information comprises a preference to charge at high voltage., 21. The method of claim 20, further comprising determining to couple the first battery module and the second battery module in series based at least in part on the local charging information., 22. The method of claim 18, wherein applying the second load switch configuration to the at least one switch further comprises applying a pre-charge configuration to the at least one switch to reduce in-rush current., 23. A method for managing battery charging of a first battery module and a second battery module that are coupled in series, comprising:\nusing at least one switch in a first switch configuration to couple an electric load in parallel to the first battery module during charging;\ndetermining, using a battery management module, a first battery characteristic of the first battery module during charging;\ndetermining, using a battery management module, a second battery characteristic of the second battery module during charging;\ndetermining, using a battery management module, to apply a second switch configuration to the at least one switch based on the first battery characteristic and the second battery characteristic, wherein the second switch configuration couples the electric load in parallel to the second battery module during charging;\napplying, using control circuitry, the second switch configuration to the at least one switch; and\nidentifying whether a fault has occurred in the first battery module or the second battery module, wherein determining to apply the second switch configuration to the at least one switch based on the first battery characteristic and the second battery characteristic is further based at least in part on whether the fault has occurred.\n, using at least one switch in a first switch configuration to couple an electric load in parallel to the first battery module during charging;, determining, using a battery management module, a first battery characteristic of the first battery module during charging;, determining, using a battery management module, a second battery characteristic of the second battery module during charging;, determining, using a battery management module, to apply a second switch configuration to the at least one switch based on the first battery characteristic and the second battery characteristic, wherein the second switch configuration couples the electric load in parallel to the second battery module during charging;, applying, using control circuitry, the second switch configuration to the at least one switch; and, identifying whether a fault has occurred in the first battery module or the second battery module, wherein determining to apply the second switch configuration to the at least one switch based on the first battery characteristic and the second battery characteristic is further based at least in part on whether the fault has occurred., 24. The method of claim 23, further comprising determining local charging information, wherein the local charging information comprises a preference to charge at high voltage., 25. The method of claim 24, further comprising determining to couple the first battery module and the second battery module in series based at least in part on the local charging information., 26. The method of claim 23, wherein applying the second load switch configuration to the at least one switch further comprises applying a pre-charge configuration to the at least one switch to reduce in-rush current., 27. A method for managing battery charging of a first battery module and a second battery module that are coupled in series, comprising:\nusing at least one switch in a first switch configuration to couple an electric load in parallel to the first battery module during charging;\ndetermining, using a battery management module, a first battery characteristic of the first battery module during charging;\ndetermining, using a battery management module, a second battery characteristic of the second battery module during charging;\ndetermining, using a battery management module, to apply a second switch configuration to the at least one switch based on the first battery characteristic and the second battery characteristic, wherein the second switch configuration couples the electric load in parallel to the second battery module during charging;\napplying, using control circuitry, the second switch configuration to the at least one switch; and\ndetermining an elapsed time since a previous change in a switch configuration, wherein determining to apply the second switch configuration to the at least one switch based on the first battery characteristic and the second battery characteristic is further based at least in part on the elapsed time.\n, using at least one switch in a first switch configuration to couple an electric load in parallel to the first battery module during charging;, determining, using a battery management module, a first battery characteristic of the first battery module during charging;, determining, using a battery management module, a second battery characteristic of the second battery module during charging;, determining, using a battery management module, to apply a second switch configuration to the at least one switch based on the first battery characteristic and the second battery characteristic, wherein the second switch configuration couples the electric load in parallel to the second battery module during charging;, applying, using control circuitry, the second switch configuration to the at least one switch; and, determining an elapsed time since a previous change in a switch configuration, wherein determining to apply the second switch configuration to the at least one switch based on the first battery characteristic and the second battery characteristic is further based at least in part on the elapsed time., 28. The method of claim 27, further comprising determining local charging information, wherein the local charging information comprises a preference to charge at high voltage., 29. The method of claim 28, further comprising determining to couple the first battery module and the second battery module in series based at least in part on the local charging information., 30. The method of claim 27, wherein applying the second load switch configuration to the at least one switch further comprises applying a pre-charge configuration to the at least one switch to reduce in-rush current. | US | United States | Active | H | True |
| 28 | 배터리 가열 시스템, 배터리 조립체 및 전기 자동차 \n | KR101857676B1 | NaN | 본 개시 내용의 실시예는 배터리 가열 시스템, 배터리 조립체 및 전기 자동차를 포함한다. 배터리 가열 시스템은, 양극과 음극을 갖는 배터리 그룹; 양극과 연결된 제1 단부를 갖는 스위치; 대전류 방전 모듈(large-current discharge module); 스위치에 연결되고 배터리 그룹의 온도에 따라 스위치를 제어하도록 구성된 제어기; 대전류 방전 모듈에 직렬로 연결된 가변 저항기; 배터리 그룹의 가열 전류를 검출하도록 구성된 전류 검출 모듈; 밀봉 컨테이너; 밀봉 컨테이너 내에 수용된 냉각액; 제1 펌프; 및 제1 펌프를 통해 밀봉 컨테이너와 연통되는 액체 냉각 시스템;을 포함하는 배터리 가열 시스템이 제공된다. 대전류 방전 모듈의 제1 단부는 스위치의 제2 단부에 연결되고, 대전류 방전 모듈의 제2 단부는 음극에 연결된다. 스위치가 턴온될 때, 배터리 그룹은 대전류 방전 모듈을 통해 방전하고, 배터리 그룹의 내부 저항에 의해 가열되며, 제어기는 배터리 그룹의 가열 전류를 조정하기 위하여 가변 저항기의 저항을 조정하도록 더 구성되고, 대전류 방전 모듈과 가변 저항기는 냉각액에 디핑되고, 냉각액은 대전류 방전 모듈과 가변 저항기를 냉각시키도록 구성되며, 밀봉 컨테이너는 배터리 그룹에 가까이 배치되고, 제1 펌프가 작동될 때, 배터리 그룹을 보조 가열하도록 액체 냉각 시스템과 밀봉 컨테이너 사이에 냉각액 순환이 수행된다. | KR:1020167035902A | https://patentimages.storage.googleapis.com/50/69/c3/d4bbc5bd715867/KR101857676B1.pdf | KR:101857676:B1 | 시 쉔, 웬펑 지앙, 진 리우, 시아오후에이 지아 | 비와이디 컴퍼니 리미티드 | JP:2004063397:A | Not available | 2018-05-14 | 양극과 음극을 갖는 배터리 그룹;상기 양극과 연결된 제1 단부를 갖는 스위치;제1 단부가 상기 스위치의 제2 단부에 연결되고, 제2 단부가 상기 음극에 연결된 대전류 방전 모듈(large-current discharge module);상기 스위치에 연결되고 상기 배터리 그룹의 온도에 따라 상기 스위치를 제어하도록 구성된 제어기;상기 대전류 방전 모듈에 직렬로 연결된 가변 저항기;상기 배터리 그룹의 가열 전류를 검출하도록 구성된 전류 검출 모듈;밀봉 컨테이너;상기 밀봉 컨테이너 내에 수용된 냉각액;제1 펌프; 및상기 제1 펌프를 통해 상기 밀봉 컨테이너와 연통되는 액체 냉각 시스템;을 포함하고,상기 스위치가 턴온될 때, 상기 배터리 그룹은 상기 대전류 방전 모듈을 통해 방전하고, 상기 배터리 그룹의 내부 저항에 의해 가열되며,상기 제어기는 상기 배터리 그룹의 가열 전류를 조정하기 위하여 상기 가변 저항기의 저항을 조정하도록 더 구성되고,상기 대전류 방전 모듈과 상기 가변 저항기는 상기 냉각액에 디핑되고, 상기 냉각액은 상기 대전류 방전 모듈과 상기 가변 저항기를 냉각시키도록 구성되며,상기 밀봉 컨테이너는 상기 배터리 그룹에 가까이 배치되고,상기 제1 펌프가 작동될 때, 상기 배터리 그룹을 보조 가열하도록 상기 액체 냉각 시스템과 상기 밀봉 컨테이너 사이에 냉각액 순환이 수행되는,배터리 가열 시스템., 삭제, 삭제, 제1항에 있어서,상기 밀봉 컨테이너는 비전도성 재료로 이루어지는,배터리 가열 시스템., 제1항 또는 제4항에 있어서,상기 대전류 방전 모듈은 400 A 내지 500 A의 방전 전류를 갖는,배터리 가열 시스템., 제1항 또는 제4항에 있어서,상기 대전류 방전 모듈은 금속 가열 와이어를 포함하고, 상기 금속 가열 와이어는 니켈-크롬 합금 가열 와이어를 포함하는,배터리 가열 시스템., 제6항에 있어서,상기 니켈-크롬 합금 가열 와이어는 미리 정해진 전기 저항률, 미리 정해진 저항값 및 미리 정해진 지름을 갖는,배터리 가열 시스템., 제6항에 있어서,상기 금속 가열 와이어는 (1.14±0.05)×10-6Ω*m의 전기 저항률을 갖는,배터리 가열 시스템., 제1항 또는 제4항에 있어서,제1 릴레이; 및상기 제1 릴레이를 통해 상기 스위치의 제2 단부와 연결되고, 상기 스위치가 턴온될 때 상기 배터리 그룹의 외부로부터 상기 배터리 그룹을 가열하도록 구성된 양 온도 계수(positive temperature coefficient) 가열 모듈을 더 포함하는,배터리 가열 시스템., 삭제, 삭제, 제1항 또는 제4항에 있어서,상기 배터리 그룹의 양극과 상기 스위치 사이에 배치된 퓨즈를 더 포함하는,배터리 가열 시스템., 제1항 또는 제4항에 있어서,상기 스위치는 절연 게이트 바이폴라 트랜지스터(insulated gate bipolar transistor)를 포함하는,배터리 가열 시스템., 제1항 또는 제4항에 따른 배터리 가열 시스템을 포함하는 배터리 조립체., 모터;공조 시스템; 및제14항에 따른 배터리 조립체를 포함하는,전기 자동차., 제15항에 있어서,상기 배터리 가열 시스템의 상기 밀봉 컨테이너는 상기 공조 시스템 또는 상기 모터에 가까이 배치되는,전기 자동차., 제15항에 있어서,제2 펌프; 및상기 제2 펌프를 통해 상기 배터리 가열 시스템의 상기 밀봉 컨테이너와 연통되는 모터 냉각 시스템을 더 포함하고,상기 제2 펌프가 작동될 때, 상기 모터를 예열하도록 상기 모터 냉각 시스템과 상기 밀봉 컨테이너 사이에 냉각액 순환이 수행되는,전기 자동차., 제15항에 있어서,제3 펌프를 더 포함하고,상기 공조 시스템은 상기 제3 펌프를 통해 상기 배터리 가열 시스템의 상기 밀봉 컨테이너와 연통되고, 상기 제3 펌프가 작동될 대, 상기 공조 시스템이 상기 전기 자동차를 가열하기 위하여 상기 냉각액을 활용하도록, 상기 공조 시스템과 상기 밀봉 컨테이너 사이에 냉각액 순환이 수행되는,전기 자동차., 제18항에 있어서,제2 릴레이를 더 포함하고,상기 공조 시스템의 양극이 상기 제2 릴레이를 통해 상기 스위치의 제2 단부와 연결되고 상기 공조 시스템의 음극이 상기 배터리 그룹의 음극과 연결되며, 상기 스위치 및 상기 릴레이가 턴온될 때, 상기 배터리 그룹이 상기 공조 시스템에 전력을 공급하는,전기 자동차. | KR | South Korea | NaN | H | True |
| 29 | Vehicle and electric bicycle charge monitoring interface \n | US9970778B2 | This application is a divisional application of, and claims priority to, U.S. patent application Ser. No. 14/506,937, filed Oct. 6, 2014, titled “VEHICLE AND ELECTRIC BICYCLE CHARGE MONITORING INTERFACE”, which is hereby incorporated herein by reference in its entirety.\nThe range of a battery-powered vehicle is limited by the state of charge of the battery. The operator of a battery-powered vehicle is responsible for monitoring the battery state of charge much the same way an operator of a gas-powered vehicle is responsible for monitoring a fuel tank level. Failing to monitor the battery state of charge could leave the battery-powered vehicle stranded or otherwise unable to reach its destination. To help the vehicle operator monitor the battery state of charge, battery-powered vehicles often present a measured or estimated battery state of charge to a vehicle operator.\n FIG. 1 illustrates an example vehicle that has a system that considers vehicle and bicycle battery states of charge when generating routes to a selected destination.\n FIG. 2 is an example block diagram of the vehicle system that may be incorporated into the vehicle of FIG. 1.\n FIG. 3 illustrates an example bicycle that may be used with the vehicle and vehicle system of FIGS. 1 and 2.\n FIG. 4 is a block diagram of an example mobile device that may be incorporated into or used with the bicycle of FIG. 3.\n FIG. 5 is a flowchart of an example process that may be executed by the vehicle system or the mobile device.\nVehicle operators with access to different types of electric vehicles may be able to better navigate through crowded urban areas. For instance, when travelling to a destination in a congested area, an electric vehicle such as a battery-powered car or truck may be used to get the vehicle operator to an intermediate location on the outskirts of the congested area. From there, the vehicle operator can switch to another electric vehicle such as a battery-powered bicycle. The vehicle operator can use the battery-powered bicycle to go from the intermediate area to the destination.\nThe electric bicycle may be stowed in the electric vehicle, and the electric vehicle may charge the electric bicycle via a common charging interface. Moreover, the electric vehicle may include a system that has a processing device programmed to determine a state of charge of the vehicle battery and the bicycle battery. The processing device further estimates traveling ranges of a vehicle and a bicycle based on the states of charge. A navigation module may be programmed to generate a route to the destination based on the estimated traveling ranges of the vehicle and the bicycle.\nWith this system, the vehicle operator will know whether the electric vehicle has sufficient battery power to get to the intermediate location and whether the electric bicycle has sufficient battery power to go from the intermediate location to the destination and from the destination back to the intermediate location on a single charge. Moreover, the system can determine whether the vehicle battery will have sufficient charge for the electric vehicle to travel from the intermediate location to a charging location and whether the electric vehicle can charge the bicycle battery while travelling from the intermediate location to the charging location.\nAlternatively, although discussed in the context of electric vehicles, the concept may be applied to other types of vehicles such as gas-powered or hybrid vehicles, including plug-in hybrid-electric vehicles. For gas or hybrid vehicles, the electric bicycle battery can be charged by a gas engine or other powertrain component in addition to or instead of by the vehicle battery. Charging the electric bicycle battery via the gas engine may increase the range of the electric bicycle.\nThe elements shown in the figures may take many different forms and include multiple and/or alternate components and facilities. The example components illustrated are not intended to be limiting. Indeed, additional or alternative components and/or implementations may be used.\nAs illustrated in FIG. 1, the electric vehicle 100 is powered by an on-board battery 105 and includes a vehicle system 110 (see FIG. 2) that can generate a route to a destination based on the states of charge of the on-board battery 105 as well as batteries of other vehicles, such as an electric bicycle 135 (see FIG. 3). The on-board battery 105 may be configured to provide electrical power to any number of vehicle subsystems or accessories. Moreover or alternatively, the on-board battery 105 may provide electrical power to a motor that can propel the vehicle 100.\nFurther, instead of charging the electric bicycle 135 via the on-board battery 105, the vehicle system 110 may be configured to direct a gasoline engine or other powertrain component to charge the bicycle 135. Thus, the system 110 may be incorporated into gas-powered vehicles and hybrid vehicles including plug-in hybrid electric vehicles.\nAlthough illustrated as a sedan, the electric vehicle 100 may include any passenger or commercial vehicle such as a car, a truck, a sport utility vehicle, a taxi, a bus, etc. In some possible approaches, the electric vehicle 100 is an autonomous vehicle configured to operate in an autonomous (e.g., driverless) mode, a partially autonomous mode, and/or a non-autonomous mode. The bicycle 135 (see FIG. 3) may be stowed in the vehicle 100 in, e.g., the trunk or other compartment or mounted to a carrier on top of or behind the vehicle 100.\nReferring now to FIG. 2, the vehicle system 110 may include a charging interface 115, a processing device 120, and a navigation module 125.\nThe charging interface 115 may allow the on-board battery 105 to electrically connect to a power source, which may include a gasoline engine, another battery, such as a bicycle battery 140 (see FIGS. 3 and 4), or both. When connected to the power source, the on-board battery 105 may be charged through the charging interface 115. That is, the state of charge of the on-board battery 105 may increase while the power source is plugged into the charging interface 115. Moreover or in the alternative, the charging interface 115 may facilitate the charging of the bicycle battery 140 by the on-board battery 105 or other power source. Thus, by plugging the bicycle battery 140 into the charging interface 115, electrical energy from the on-board battery or other power source 105 may charge the bicycle battery 140. When the system 110 is incorporated into a gas-powered vehicle or a hybrid vehicle, including a plug-in hybrid electric vehicle, the charging interface 115 may be used to connect the bicycle battery 140 to other types of power sources 105 such as a gasoline engine on-board the vehicle 100.\nThe processing device 120 may be programmed to monitor the batteries plugged into the charging interface 115. Thus, the processing device 120 may determine the states of charge of the on-board battery 105, the bicycle battery 140, or both. Moreover, the processing device 120 may be configured to estimate a traveling range of the batteries. The traveling range may be a function of the state of charge and the type of vehicle (e.g., an automobile or a bicycle). Since bicycles are typically lighter than most automobiles, a bicycle may travel further with a bicycle battery 140 having the same or a lower state of charge relative to an on-board battery 105, for example.\nThe navigation module 125 may be programmed to determine a position of the vehicle 100. The navigation module 125 may include a Global Positioning System (GPS) receiver configured to triangulate the position of the vehicle 100 relative to satellites or terrestrial based transmitter towers. The navigation system, therefore, may be configured for wireless communication. The navigation system may be further programmed to develop routes from the current location to a selected destination, as well as display a map and present driving directions to the selected destination via, e.g., a user interface device. In generating the route, the navigation module 125 may consider the estimated traveling ranges of both the vehicle 100 and the bicycle 135. For instance, the route may specify using the vehicle 100 to travel from a starting (i.e., current) location to an intermediate location. Because traveling the route to the intermediate location relies upon the vehicle 100, the route may include roads or other infrastructure where vehicle traffic is permitted. The intermediate location may include a parking lot at the outskirts of a crowded urban area or other area where vehicle navigation is difficult. Once the vehicle 100 is parked, the route may specify using the bicycle 135 to travel from the intermediate location to the selected destination. The route from the intermediate location to the selected destination may include infrastructure that is suited for bicycle traffic. Examples of such infrastructure may include bike paths, bicycle lanes, sidewalks (where permitted), etc., in addition to roads.\nThe navigation module 125 may be further programmed to consider whether the bicycle battery 140 has sufficient charge to return to the vehicle 100 at the intermediate location from the selected destination, and whether the on-board battery 105 has sufficient charge to travel from the intermediate location to the nearest charging station. If not, the navigation module 125 may prompt the user to seek an alternative route or charge the on-board battery 105 or bicycle battery 140 prior to embarking on the route. As discussed above, the on-board battery 105 or the bicycle battery 140 can be charged by a gasoline engine or other power source, in which case the charging station may include a gas station. Moreover, the navigation module 125 may consider whether the bicycle battery 140 can be charged by the on-board battery 105 via, e.g., the charging interface 115, while the vehicle 100 travels from the intermediate location to the nearest charging station. The navigation module 125 may communicate whether the on-board battery 105 can both charge the bicycle battery 140 and reach the charging location to the processing device 120 or the charging interface 115. The processing device 120 or charging interface 115 may facilitate the charging of the bicycle battery 140 accordingly, which may include waiting to charge the bicycle battery 140 until the on-board battery 105 has been at least partially recharged.\nThe communication module may be programmed to facilitate wired or wireless communication between the components of the vehicle 100 and other devices, such as a remote server or even another vehicle when using, e.g., a vehicle-to-vehicle communication protocol. The communication module may be configured to receive messages from, and transmit messages to, a cellular provider's tower and the Telematics Service Delivery Network (SDN) associated with the vehicle 100 that, in turn, establishes communication with a user's mobile device such as a cell phone, a tablet computer, a laptop computer, a fob, or any other electronic device configured for wireless communication via a secondary or the same cellular provider. Cellular communication to the telematics transceiver through the SDN may also be initiated from an internet connected device such as a PC, Laptop, Notebook, or WiFi connected phone. The communication module may also be programmed to communicate directly from the vehicle 100 to the user's remote device or any other device using any number of communication protocols such as Bluetooth®, Bluetooth® Low Energy, or WiFi. An example of a vehicle-to-vehicle communication protocol may include, e.g., the dedicated short range communication (DSRC) protocol.\nAccordingly, the communication module may be configured to receive signals that the navigation module 125 may use to, e.g., triangulate the location of the vehicle 100 or bicycle 135. Moreover, the communication module may be programmed to transmit routes generated by the navigation module 125 to, e.g., the bicycle 135 or a mobile device 150 (see FIG. 4). In addition or in the alternative, the communication module may be programmed to transmit the states of charge of the bicycle battery 140 or the on-board battery 105 to the bicycle 135 or the mobile device 150.\n FIG. 3 illustrates an example bicycle 135 that may be used with the vehicle 100 and vehicle system 110 of FIGS. 1 and 2. The bicycle 135 may be an electric bicycle with an electric motor 145 powered by a power source such as a bicycle battery 140. The bicycle battery 140 may provide the electric motor 145 with an electric change. In response, the electric motor 145 may rotate. The rotation of the electric motor 145 may drive the wheels, propelling the bicycle 135. The bicycle battery 140 may be configured to connect to the charging interface 115 on-board the vehicle 100. Therefore, the on-board battery 105 may charge the bicycle battery 140. Alternatively or in addition, the bicycle battery 140 may be charged when the vehicle 100 or charging interface 115 is plugged into a power source.\nA mobile device 150, implementing a bicycle system 155, may be incorporated into or otherwise used with the bicycle 135. Referring now to FIG. 4, the mobile device 150 may include a communication module 160, a processing device 165, and a navigation module 170 to implement the bicycle system 155. These components may operate similar to corresponding vehicle 100 components, described above with reference to FIG. 2. That is, the communication module 160 of the bicycle 135 may facilitate wired or wireless communication, the processing device 165 may be programmed to estimate traveling ranges of the vehicle 100 or bicycle 135 based on the states of charge of the on-board battery 105 or bicycle battery 140, and the navigation module 170 may be programmed to generate routes to a selected destination that considers the estimated traveling ranges. The routes generated by the navigation module 170 may include a route from a current location to an intermediate location based on the state of charge of the on-board battery 105 and a route from the intermediate location to the selected destination based on the state of charge of the bicycle battery 140. The navigation module 170 may consider the infrastructure available to the vehicle 100 and bicycle 135 when generating the routes. Moreover, the navigation module 170 may consider whether the bicycle battery 140 can be charged by the on-board battery 105 or gasoline engine (if available) via, e.g., the charging interface 115, while the vehicle 100 travels from the intermediate location to the nearest charging station. The navigation module 170 may communicate whether the on-board battery 105 can both charge the bicycle battery 140 and reach the charging location to the processing device 165 or the charging interface 115. The processing device 165 or charging interface 115 may facilitate the charging of the bicycle battery 140 accordingly, which may include waiting to charge the bicycle battery 140 until the on-board battery 105 has been at least partially recharged. Accordingly, the system incorporated into the vehicle 100 described above with reference to FIGS. 1 and 2 can be implemented on a mobile device 150 such as a cell phone, laptop computer, tablet computer, or the like.\n FIG. 5 is a flowchart of an example process 500 that may be executed by the vehicle system 110 or the bicycle system 155. As discussed above, the bicycle system 155 may be executed by, e.g., a mobile device 150 incorporated into or used with the bicycle 135. The process 500 may be initiated, for example, when the bicycle battery 140 is plugged into the charging interface 115 on-board the vehicle and after the user has selected a destination.\nAt block 505, the processing device 120, 165 may receive state of charge data associated with the on-board battery 105, the bicycle battery 140, or both. In some instances, the state of charge data is collected by the charging interface 115 located on the vehicle 100 and transmitted to the processing device 120, 165 via, e.g., the communication module 130, 160 through a wired or wireless communication protocol.\nAt block 510, the processing device 120, 165 may estimate the traveling distances of the vehicle 100 and the bicycle 135. The traveling distance of the vehicle 100 may be estimated from the state of charge of the on-board battery 105 or the amount of fuel in the gas tank. The traveling distance of the bicycle 135 may be estimated from the state of charge of the bicycle battery 140. The traveling distance estimates may be transmitted to the navigation module 125, 170.\nAt block 515, the navigation module 125, 170 may receive the estimated traveling distances and generate a route to the selected destination. The route may include a route from the current location of the vehicle 100 to an intermediate location. The route to the intermediate location may be based on the state of charge of the on-board battery 105 or the bicycle battery 140 (i.e., whether the bicycle battery 140 has sufficient charge to the destination location and back to the intermediate location), and may rely on infrastructure available to the vehicle 100. The route may further include a route from the intermediate location to the selected destination based on the state of charge of the bicycle battery 140. Moreover, the route to the selected destination may identify infrastructure available for bicycle traffic.\nAt decision block 520, the navigation module 125, 170 may determine whether the on-board battery 105 has sufficient charge for the vehicle 100 to reach a charging location from the intermediate location. In the context of gas-powered or hybrid vehicles, the navigation module 125, 170 may determine whether the fuel tank has sufficient fuel for the vehicle 100 to reach a gas station. If so, the process 500 may continue at block 525. Otherwise, the process 500 may continue at block 540.\nAt decision block 525, the navigation module 125, 170 may determine whether the on-board battery 105 or other power source can get the vehicle 100 to the charging location, which in the context of a gas-powered vehicle may include a gas station, while also charging the bicycle battery 140 via the charging interface 115. If so, the process 500 may continue at block 530. If the on-board battery 105 or other power source is unable to reach the charging location and charge the bicycle battery 140, the process 500 may continue at block 535.\nAt block 530, the navigation module 125, 170 or processing device 120, 165 may output a command to the charging interface 115 to charge the bicycle battery 140 with power output from the on-board battery 105 or gasoline engine. Outputting the command may include outputting a signal or setting a flag. The process 500 may end after block 530.\nAt block 535, the navigation module 125, 170 or processing device 120, 165 may output a command to the charging interface 115 to refrain from charging the bicycle battery 140 with power output from the on-board battery 105 or gasoline engine. Outputting the command may take the form of transmitting a signal or setting a flag. The process 500 may end after block 530.\nAt block 540, the navigation module 125, 170 or processing device 120, 165 may output an alert to the user indicating that the selected destination is beyond the reach of the vehicle 100 and bicycle 135. The alert may include an audible alert, a visual alert, or both. The alert may, in some instances, instruct the user to take the vehicle 100 to the closest charging location so that the states of charge of the on-board battery 105 and the bicycle battery 140 may be increased. For gas-powered vehicles, the charging location may include a gas station. In some possible approaches, the alert may prompt the user to indicate whether the gasoline engine should be used to charge the on-board battery 105 (if applicable), the bicycle battery 140, or both. After at least one of the states of charge has been increased, the navigation module 125, 170 or processing device 120, 165 may reevaluate whether the vehicle 100 and bicycle 135 can reach the selected destination at the next key-on cycle or the next time the user selects a destination.\nIn general, the computing systems and/or devices described may employ any of a number of computer operating systems, including, but by no means limited to, versions and/or varieties of the Ford Sync® operating system, the Microsoft Windows® operating system, the Unix operating system (e.g., the Solaris® operating system distributed by Oracle Corporation of Redwood Shores, Calif.), the AIX UNIX operating system distributed by International Business Machines of Armonk, N.Y., the Linux operating system, the Mac OS X and iOS operating systems distributed by Apple Inc. of Cupertino, Calif., the BlackBerry OS distributed by Research In Motion of Waterloo, Canada, and the Android operating system developed by the Open Handset Alliance. Examples of computing devices include, without limitation, an on-board vehicle computer, a computer workstation, a server, a desktop, notebook, laptop, or handheld computer, or some other computing system and/or device.\nComputing devices generally include computer-executable instructions, where the instructions may be executable by one or more computing devices such as those listed above. Computer-executable instructions may be compiled or interpreted from computer programs created using a variety of programming languages and/or technologies, including, without limitation, and either alone or in combination, Java™, C, C++, Visual Basic, Java Script, Perl, etc. In general, a processor (e.g., a microprocessor) receives instructions, e.g., from a memory, a computer-readable medium, etc., and executes these instructions, thereby performing one or more processes, including one or more of the processes described herein. Such instructions and other data may be stored and transmitted using a variety of computer-readable media.\nA computer-readable medium (also referred to as a processor-readable medium) includes any non-transitory (e.g., tangible) medium that participates in providing data (e.g., instructions) that may be read by a computer (e.g., by a processor of a computer). Such a medium may take many forms, including, but not limited to, non-volatile media and volatile media. Non-volatile media may include, for example, optical or magnetic disks and other persistent memory. Volatile media may include, for example, dynamic random access memory (DRAM), which typically constitutes a main memory. Such instructions may be transmitted by one or more transmission media, including coaxial cables, copper wire and fiber optics, including the wires that comprise a system bus coupled to a processor of a computer. Common forms of computer-readable media include, for example, a floppy disk, a flexible disk, hard disk, magnetic tape, any other magnetic medium, a CD-ROM, DVD, any other optical medium, punch cards, paper tape, any other physical medium with patterns of holes, a RAM, a PROM, an EPROM, a FLASH-EEPROM, any other memory chip or cartridge, or any other medium from which a computer can read.\nIn some examples, system elements may be implemented as computer-readable instructions (e.g., software) on one or more computing devices (e.g., servers, personal computers, etc.), stored on computer readable media associated therewith (e.g., disks, memories, etc.). A computer program product may comprise such instructions stored on computer readable media for carrying out the functions described herein.\nWith regard to the processes, systems, methods, heuristics, etc. described herein, it should be understood that, although the steps of such processes, etc. have been described as occurring according to a certain ordered sequence, such processes could be practiced with the described steps performed in an order other than the order described herein. It further should be understood that certain steps could be performed simultaneously, that other steps could be added, or that certain steps described herein could be omitted. In other words, the descriptions of processes herein are provided for the purpose of illustrating certain embodiments, and should in no way be construed so as to limit the claims.\nAccordingly, it is to be understood that the above description is intended to be illustrative and not restrictive. Many embodiments and applications other than the examples provided would be apparent upon reading the above description. The scope should be determined, not with reference to the above description, but should instead be determined with reference to the appended claims, along with the full scope of equivalents to which such claims are entitled. It is anticipated and intended that future developments will occur in the technologies discussed herein, and that the disclosed systems and methods will be incorporated into such future embodiments. In sum, it should be understood that the application is capable of modification and variation.\nAll terms used in the claims are intended to be given their ordinary meanings as understood by those knowledgeable in the technologies described herein unless an explicit indication to the contrary is made herein. In particular, use of the singular articles such as “a,” “the,” “said,” etc. should be read to recite one or more of the indicated elements unless a claim recites an explicit limitation to the contrary.\nThe Abstract is provided to allow the reader to quickly ascertain the nature of the technical disclosure. It is submitted with the understanding that it will not be used to interpret or limit the scope or meaning of the claims. In addition, in the foregoing Detailed Description, it can be seen that various features are grouped together in various embodiments for the purpose of streamlining the disclosure. This method of disclosure is not to be interpreted as reflecting an intention that the claimed embodiments require more features than are expressly recited in each claim. Rather, as the following claims reflect, inventive subject matter lies in less than all features of a single disclosed embodiment. Thus the following claims are hereby incorporated into the Detailed Description, with each claim standing on its own as a separately claimed subject matter.\n | A vehicle system includes a charging interface that is configured to connect to a bicycle battery and a processing device programmed to determine a state of charge of the bicycle battery. The processing device further estimates traveling ranges of a vehicle and a bicycle. The vehicle system further includes a navigation module programmed to generate a route to a selected destination based on the estimated traveling ranges of the vehicle and the bicycle. | US:15/492,143 | https://patentimages.storage.googleapis.com/99/17/6f/af466d14cdaddf/US9970778.pdf | US:9970778 | Sudipto Aich, David Melcher, Zachary David Nelson, Christopher Peplin, Jamel Seagraves | Ford Global Technologies LLC | US:6208934, US:6037746, US:6979013, US:20090306888:A1, CN:2825435:Y, US:20070239348:A1, EP:2176117:B1, JP:2012013481:A, CN:202016558:U, US:20140229046:A1, CN:202347886:U, CN:202309127:U, US:20150073636:A1, US:20130274951:A1, GB:2501259:A, CN:202978306:U, CN:203278289:U, WO:2015022557:A2, DE:102014018111:A1 | 2018-05-15 | 2018-05-15 | 1. A mobile device comprising:\na communication module configured to receive state of charge data from a vehicle system, wherein the state of charge data includes a state of charge of a vehicle battery and a bicycle battery;\na processing device programmed to estimate traveling ranges of a vehicle and a bicycle based on the states of charge; and\na navigation module programmed to generate a route to a selected destination based on the estimated traveling ranges of the vehicle and the bicycle.\n, a communication module configured to receive state of charge data from a vehicle system, wherein the state of charge data includes a state of charge of a vehicle battery and a bicycle battery;, a processing device programmed to estimate traveling ranges of a vehicle and a bicycle based on the states of charge; and, a navigation module programmed to generate a route to a selected destination based on the estimated traveling ranges of the vehicle and the bicycle., 2. The mobile device of claim 1, wherein generating the route to the selected destination includes generating a route from a current location to an intermediate location, and from the intermediate location to the selected destination., 3. The mobile device of claim 2, wherein the route from the current location to the intermediate location is based on the state of charge of the vehicle battery., 4. The mobile device of claim 2, wherein the route from the intermediate location to the selected destination is based on the state of charge of the bicycle battery., 5. The mobile device of claim 2, wherein the navigation module is programmed to generate a route from the selected destination to the intermediate location., 6. The mobile device of claim 5, wherein the route from the selected destination to the intermediate location is based at least in part on the state of charge of the bicycle battery., 7. The mobile device of claim 2, wherein the navigation module is programmed to generate a route from the intermediate location to a charging location., 8. The mobile device of claim 7, wherein the route to the charging location is based at least in part on a state of charge of the vehicle battery., 9. An electric bicycle comprising:\na battery;\na communication module configured to receive state of charge data from a vehicle system, wherein the state of charge data includes a state of charge of a vehicle battery and a bicycle battery;\na processing device programmed to estimate traveling ranges of a vehicle and a bicycle based on the states of charge; and\na navigation module programmed to generate a route to a selected destination based on the estimated traveling ranges of the vehicle and the bicycle, wherein the route to the selected destination includes a route from a current location to an intermediate location, and from the intermediate location to the selected destination,\nwherein the route to the intermediate location is based on the state of charge of the vehicle battery and the route from the intermediate location to the selected destination is based on the state of charge of the bicycle battery.\n, a battery;, a communication module configured to receive state of charge data from a vehicle system, wherein the state of charge data includes a state of charge of a vehicle battery and a bicycle battery;, a processing device programmed to estimate traveling ranges of a vehicle and a bicycle based on the states of charge; and, a navigation module programmed to generate a route to a selected destination based on the estimated traveling ranges of the vehicle and the bicycle, wherein the route to the selected destination includes a route from a current location to an intermediate location, and from the intermediate location to the selected destination,, wherein the route to the intermediate location is based on the state of charge of the vehicle battery and the route from the intermediate location to the selected destination is based on the state of charge of the bicycle battery. | US | United States | Active | G | True |
| 30 | 用于在驾驶路线的多个位置上给电动车辆充电的控制策略 \n | CN107031430B | NaN | 根据本公开的示例性方面的一种方法，除了其他方面以外包括控制电动车辆的电池组在驾驶路线的多个充电位置上的充电，该控制步骤包括至少基于在多个充电位置中的每一个处的充电费用和在多个充电位置中的每一个处可用的充电时间量来计划充电。 | CN:201610938816.8A | https://patentimages.storage.googleapis.com/a9/67/90/60a03fd54dbe4f/CN107031430B.pdf | CN:107031430:B | 吉米·卡帕迪亚, 肯尼斯·詹姆斯·米勒 | Ford Global Technologies LLC | CN:104574255:A | Not available | 2022-05-10 | 1.一种用于控制电动车辆的电池组在驾驶路线的多个充电位置上的充电方法，所述方法包含：, 通过控制系统创建充电计划表，所述充电计划表至少基于在所述多个充电位置中的每一个处的充电费用和在所述多个充电位置中的每一个处可用的充电时间量而优化在所述多个充电位置中的每一个处给所述电动车辆充电，所述充电计划表的计划包括通过所述控制系统推断路线置信值，所述路线置信值基于历史驾驶路线数据以及沿着路线的当前交通条件被估算，一旦到达所述驾驶路线的第一充电位置，就确定所述驾驶路线的剩余部分的路线置信值和SOC安全裕量，如果所述第一充电位置是沿着所述驾驶路线的最便宜的充电位置，则将所述电池组充电至100％ SOC；以及, 所述控制系统还被配置为基于所述路线置信值估计所述电动车辆的SOC安全裕量，所述SOC安全裕量被确定为所述路线置信值的函数。, 2.根据权利要求1所述的方法，其中控制所述充电包括确定所述电动车辆预期行驶的驾驶路线。, 3.根据权利要求2所述的方法，其中确定所述驾驶路线包括基于与所述电动车辆相关联的历史路线信息来推断所述驾驶路线。, 4.根据权利要求2所述的方法，包含确定沿着所述驾驶路线可用的所述多个充电位置中的每一个的位置。, 5.根据权利要求4所述的方法，包含确定与所述多个充电位置中的每一个相关联的所述充电费用。, 6.根据权利要求4所述的方法，所述充电计划表包括以下指令：相比于在所述多个充电位置中的第二充电位置处充电，更优先在所述多个充电位置中的第一充电位置处充电。, 7.根据权利要求6所述的方法，其中控制所述充电包括：如果在所述第一充电位置处的所述充电费用小于在所述第二充电位置处的所述充电费用，则优先在所述第一充电位置处充电。, 8.根据权利要求1所述的方法，其中控制所述充电包括执行用于确定在所述多个充电位置中的每一个处给所述电池组充电充将产生的充电量的充电优化顺序。, 9.根据权利要求8所述的方法，其中所述充电优化顺序包括创建用于在所述多个充电位置中的每一个处充电的充电计划表。, 10.根据权利要求1所述的方法，包含确定所述第一充电位置是否是沿着所述驾驶路线的最便宜的充电位置。, 11.根据权利要求10所述的方法，包含：如果所述第一充电位置不是沿着所述驾驶路线的所述最便宜的充电位置，则计算到下一个最便宜的充电位置的距离。, 12.根据权利要求11所述的方法，包含将所述电池组充电至足以行驶到所述下一个最便宜的充电位置的所述距离的目标SOC。, 13.根据权利要求12所述的方法，包含：, 确定与所述第一充电位置和所述下一个最便宜的充电位置两者相关联的95％置信充电时间。 | CN | China | Active | B | True |
| 31 | Electric vehicle opportunistic charging systems and methods \n | US9987944B2 | This application is generally related to charging a traction battery of a hybrid-electric vehicle using an engine.\nHybrid-electric vehicles can include an internal combustion engine (ICE), at least one electric machine that may be configured as an electric motor or as an electric generator and a traction battery. The traction battery provides power to the electric machine for propulsion and supplies certain accessory loads. Vehicles that utilize a high-voltage traction battery may be referred to as electrified vehicles. The traction battery has a state of charge (SOC) that indicates how much electric charge is held in the battery. To increase the SOC, a hybrid-electric vehicle may employ multiple methods including charging the traction battery using the momentum of the vehicle to turn a generator, operating the ICE to turn the electric machine configured as a generator, and electrically coupling the traction battery to an external charging source, also referred to as “plugging in” the car. Recharging the traction battery using the ICE can cause increased fuel consumption.\nAccording to aspects of the present disclosure, a vehicle includes an electric machine arranged to exchange power with a traction battery. The vehicle also includes a thermal conditioning system for influencing a battery temperature and a controller programmed to schedule battery charging. In response to a temperature of the traction battery exceeding a threshold, the controller issues a command to operate the thermal conditioning system prior to a scheduled battery charge to achieve a predetermined battery temperature at a start of battery charging.\nAccording to other aspects of the present disclosure, a vehicle includes a traction battery to provide stored energy for propulsion. The vehicle also includes an engine to output power for propelling the vehicle and selectively charging the traction battery. The vehicle further includes a controller programmed to, in response to an accessory power demand greater than a power threshold, issue a command to increase output of the engine in excess of an output required for propulsion such that excess engine output supplies the accessory power demand.\nAccording to further aspects of the present disclosure, a vehicle includes a traction battery to provide stored energy for propulsion. The vehicle also includes an engine to output power for propelling the vehicle and selectively charging the traction battery. The vehicle further includes a controller programmed to, in response to an accessory power demand greater than a threshold while a user-selected high efficiency mode is enabled, issue a command to reduce power available to a vehicle accessory to be less than the accessory power demand in favor of maintaining a predetermined traction battery charge rate.\n FIG. 1 is a diagram of a hybrid vehicle illustrating typical drivetrain and energy storage components.\n FIG. 2 is a flowchart of a method of opportunistic battery charging according to engine BSFC.\n FIG. 3 is a map of engine BSFC showing example engine operating points.\n FIG. 4 is plot of a battery charge limit as a function of vehicle power demand.\n FIG. 5 is a flowchart of a method of opportunistic battery charging combined with passenger cabin heating.\n FIG. 6 is a flowchart of a method of thermally preconditioning of a battery prior to a charge procedure.\n FIG. 7 is a flowchart of a method of opportunistic battery charging according to a user-selected priority mode.\n FIG. 8 is a flowchart of a method of opportunistic battery charging according to travel route information.\nEmbodiments of the present disclosure are described herein. It is to be understood, however, that the disclosed embodiments are merely examples and other embodiments can take various and alternative forms. The figures are not necessarily to scale; some features could be exaggerated or minimized to show details of particular components. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a representative basis for teaching one skilled in the art to variously employ the present invention. As those of ordinary skill in the art will understand, various features illustrated and described with reference to any one of the figures can be combined with features illustrated in one or more other figures to produce embodiments that are not explicitly illustrated or described. The combinations of features illustrated provide representative embodiments for typical applications. Various combinations and modifications of the features consistent with the teachings of this disclosure, however, could be desired for particular applications or implementations.\nAs a hybrid vehicle is operated, the state of charge (SOC) of the traction battery varies related to power depletion and recharge cycles. Often it is desirable to maximize the utilization of the energy stored in the battery by converting the electric energy to propulsive power for the vehicle. When the vehicle is at rest, the vehicle can be plugged in to a utility power grid to charge the battery. The rate at which a plug-in hybrid vehicle charges from an electric charge station is limited by station factors including the rating of the outlet the charge station. Examples of limitations include a 110V AC outlet with a 15 amp circuit breaker providing a maximum of about 1.4 kilowatts of charging power, or a 240V AC outlet with a 50 amp circuit breaker providing a maximum of 12 kilowatts of charging power. The maximum charge rate can be reduced due to losses in converting AC current into DC current for receipt at a battery. However, an internal combustion engine turning a generator may output as much as 35 kilowatts or more. Charging the battery using the engine as the power source can enable significantly faster charging compared to charging with a standard 110V/20 amp AC outlet. Typically, once plugged-in, a vehicle operator desires to maximize utilization of the electric energy from the utility company. During drive cycles it may be desirable to strategically allocate a portion of the output of the engine as the vehicle operates to generate a current to recharge the battery. As discussed in more detail below, the desired allocation of battery charging from the engine may be based on predicting upcoming vehicle operating conditions, and selectively charging the battery to achieve desired battery charge levels throughout operation during the upcoming conditions. Related to the petrol consumption of the engine, it may be further desirable to target a preferred recharge rate to maximize the efficiency of the engine.\n FIG. 1 depicts a plug-in hybrid-electric vehicle (PHEV). A PHEV 112 may comprise one or more electric machines 114 mechanically coupled to a hybrid transmission 116. The electric machines 114 may be capable of operating as a motor or a generator. In addition, the hybrid transmission 116 is mechanically coupled to an engine 118. The hybrid transmission 116 is also mechanically coupled to a drive shaft 120 that is mechanically coupled to the wheels 122. The electric machines 114 can provide propulsion and deceleration capability either while the engine 118 is operated or turned off. The electric machines 114 are capable of operating as generators and provide fuel economy benefits by recovering energy that would normally be lost as heat in a friction braking system. The electric machines 114 may additionally impart a reaction torque against the engine output torque to generate electricity for recharging a traction battery the while the vehicle is operating. The electric machines 114 may further reduce vehicle emissions by allowing the engine 118 to operate near the most efficient speed and torque ranges. When the engine 118 is off, the PHEV 112 may be operated in electric-only mode using the electric machines 114 as the sole source of propulsion.\nA traction battery or battery pack 124 stores energy that can be used by the electric machines 114. The battery pack 124 typically provides a high-voltage direct current (DC) output. One or more contactors 142 may isolate the traction battery 124 from a DC high-voltage bus 154A when opened and couple the traction battery 124 to the DC high-voltage bus 154A when closed. The traction battery 124 is electrically coupled to one or more power electronics modules 126 via the DC high-voltage bus 154A. The power electronics module 126 is also electrically coupled to the electric machines 114 and provides the ability to bi-directionally transfer energy between AC high-voltage bus 154B and the electric machines 114. For example, a traction battery 124 may provide a DC current while the electric machines 114 may operate using a three-phase alternating current (AC) to function. The power electronics module 126 may convert the DC current to a three-phase AC current to operate the electric machines 114. In a regenerative mode, the power electronics module 126 may convert the three-phase AC current output from the electric machines 114 acting as generators to the DC current compatible with the traction battery 124. The description herein is equally applicable to a pure electric vehicle.\nIn addition to providing energy for propulsion, the traction battery 124 may provide energy for other vehicle electrical systems. A vehicle 112 may include a DC/DC converter module 128 that is electrically coupled to the high-voltage bus 154. The DC/DC converter module 128 may be electrically coupled to a low-voltage bus 156. The DC/DC converter module 128 may convert the high-voltage DC output of the traction battery 124 to a low-voltage DC supply that is compatible with low-voltage vehicle loads 152. The low-voltage bus 156 may be electrically coupled to an auxiliary battery 130 (e.g., 12V battery). The low-voltage systems 152 may be electrically coupled to the low-voltage bus 156. The low-voltage system 152 may include various controllers within the vehicle 112.\nThe traction battery 124 of vehicle 112 may be recharged by an external power source 136. The external power source 136 may be a connection to an electrical outlet. The external power source 136 may be electrically coupled to a charger or electric vehicle supply equipment (EVSE) 138. The external power source 136 may be an electrical power distribution network or grid as provided by an electric utility company. The EVSE 138 may provide circuitry and controls to regulate and manage the transfer of energy between the power source 136 and the vehicle 112. The external power source 136 may provide DC or AC electric power to the EVSE 138. The EVSE 138 may have a charge connector 140 for plugging into a charge port 134 of the vehicle 112. The charge port 134 may be any type of port configured to transfer power from the EVSE 138 to the vehicle 112. The charge port 134 may be electrically coupled to a charger or on-board power conversion module 132. The power conversion module 132 may condition the power supplied from the EVSE 138 to provide the proper voltage and current levels to the traction battery 124. The power conversion module 132 may interface with the EVSE 138 to coordinate the delivery of power to the vehicle 112. The EVSE connector 140 may have pins that mate with corresponding recesses of the charge port 134. Alternatively, various components described as being electrically coupled or connected may transfer power using a wireless inductive coupling.\nOne or more wheel brakes 144 may be provided for decelerating the vehicle 112 and preventing motion of the vehicle 112. The wheel brakes 144 may be hydraulically actuated, electrically actuated, or some combination thereof. The wheel brakes 144 may be a part of a brake system 150. The brake system 150 may include other components to operate the wheel brakes 144. For simplicity, the figure depicts a single connection between the brake system 150 and one of the wheel brakes 144. A connection between the brake system 150 and the other wheel brakes 144 is implied. The brake system 150 may include a controller to monitor and coordinate the brake system 150. The brake system 150 may monitor the brake components and control the wheel brakes 144 for vehicle deceleration. The brake system 150 may respond to driver commands via a brake pedal and may also operate autonomously to implement features such as stability control. The controller of the brake system 150 may implement a method of applying a requested brake force when requested by another controller or sub-function.\nOne or more high-voltage electrical loads 146 may be coupled to the high-voltage bus 154. The high-voltage electrical loads 146 may have an associated controller that operates and controls the high-voltage electrical loads 146 when appropriate. The high-voltage loads 146 may include compressors and electric heaters. For example, the air conditioning system may draw as much as 6 kW under high cooling loads.\nThe various components discussed may have one or more associated controllers to control and monitor the operation of the components. The controllers may communicate via a serial bus (e.g., Controller Area Network (CAN)) or via discrete conductors. In addition, a system controller 148 may be present to coordinate the operation of the various components.\nDuring an ignition-off condition, the contactors 142 may be in an open state so that the traction battery 124 does not provide power to the high-voltage bus 154. During the ignition-off condition, the traction battery 124 may be decoupled from the auxiliary battery 130. During the ignition-off condition, selected electronic modules (e.g., low-voltage loads 152) may be active. For example, a theft-deterrent system and a remote keyless entry system may continue to be active. The active systems may draw current from the auxiliary battery 130. In some configurations, low-voltage loads 152, such as lamps, may be accidently left in an active condition and draw current from the auxiliary battery 130, which may increase a rate of discharge of the auxiliary battery 130. During the ignition-off condition, the low-voltage loads 152 may be configured to minimize current draw.\nWhen the vehicle 112 is plugged in to the EVSE 138, the contactors 142 may be in a closed state so that the traction battery 124 is coupled to the high-voltage bus 154 and to the power source 136 to charge the battery. The vehicle may be in the ignition-off condition when plugged in to the EVSE 138.\n System controller 148, although represented as a single controller, may be implemented as one or more controllers. The controller 148 may monitor operating conditions of the traction battery 124, the power conversion module 132 and the electric machine 114. The traction battery 124 includes a current sensor to sense a current that flows through the traction battery 124. The traction battery 124 also includes a voltage sensor to sense a voltage across terminals of the traction battery 124. The voltage sensor may output a signal indicative of the voltage across the terminals of the traction battery 124. The traction battery current sensor may output a signal of a magnitude and direction of current flowing into or out of the traction battery 124.\nThe power conversion module 132 also includes a current sensor to sense a current that flows from the EVSE 138 to the traction battery 124. The engine 118 coupled to the electric machine 114 generates an AC current that is converted to a DC current by the power electronics module 126. The engine 118 may be controlled by a powertrain control module having at least one controller in connection with the system controller 148. The current sensor of the power conversion module 132 may output a signal indicative of a magnitude and direction of current flowing from the EVSE 138 to the traction battery 124.\nThe current sensor and voltage sensor outputs of the traction battery 124 are provided to the controller 148. The controller 148 may be programmed to compute a state of charge (SOC) based on the signals from the current sensor and the voltage sensor of the traction battery 124. Various techniques may be utilized to compute the state of charge. For example, an ampere-hour integration may be implemented in which the current through the traction battery 124 is integrated over time. The state of charge may also be estimated based on the output of the traction battery voltage sensor 104. The specific technique utilized may depend upon the chemical composition and characteristics of the particular battery.\nThe controller 148 may be configured to monitor the status the traction battery 124. The controller 148 may include a processor that controls at least some portion of the operation of the controller 148. The processor allows onboard processing of commands and routines. The processor may be coupled to non-persistent storage and persistent storage. In an illustrative configuration, the non-persistent storage is random access memory (RAM) and the persistent storage is flash memory. In general, persistent (non-transitory) storage can include all forms of storage that maintain data when a computer or other device is powered down.\nA state of charge operating range may be defined for the traction battery 124. The operating ranges may define an upper and lower limit at which the state of charge may be bounded for the battery 124. During vehicle operation, the controller 148 may be configured to maintain the state of charge of the battery 124 within the associated operating range. In this regard, the battery may be recharged by the engine while the vehicle is in operation. In at least one embodiment, torque output from the engine is allocated to the electric machine to recharge the battery in response to the SOC being depleted to a SOC low threshold. Based on a rate of battery depletion, charging of the traction battery may be scheduled in advance based on approaching the SOC low threshold. In addition, planning for known upcoming vehicle operating conditions allows the controller to schedule powertrain operation in order to conserve or generate stored energy for predetermined EV mode operation for extended periods along a trip. The timing and rate of charging may also be opportunistically selected to take best advantage of the upcoming vehicle operating conditions to maximize charging efficiency.\nReferring to FIG. 2, a method 200 of selecting an optimal charge rate is used to balance efficient engine operation with the need to recharge the battery. At step 202 the controller assesses whether the opportunistic traction battery charging mode is enabled. If opportunistic charging is not enabled at step 202, the controller may rely on standard charging procedures at step 204 without regard to customizing a battery charge rate. If opportunistic charging is enabled at step 202, the controller may determine at step 206 the charge power limit threshold, PBatt Charge Limit. The power limit threshold is based on overall power demands on the engine, and a predetermined limit above which the engine does not efficiently produce power. The engine has a maximum overall power output, and a certain portion of power output is devoted to vehicle propulsion and satisfying vehicle accessory power loads. Under certain conditions, providing engine power for battery charging in addition to propulsion power would require the engine to operate at such high output that the fuel penalty to recharge the battery outweighs the benefit of recharging. That is, the energy expended to recharge may cost significantly more than the energy recovered. The PBatt Charge Limit may be characterized by a profile where the limit is reduced at low vehicle speeds to avoid running the engine at a high output to provide charge power. This condition may be undesirable related to high engine noise at low speeds. At moderate speeds, for example around 55 mph, the engine has more power capacity available to allocate to charging without compromising customer expected noise output. During this condition, the PBatt Charge Limit may be increased without an efficiency penalty. At high speeds, for example around 80 mph, much of the engine power capacity is required to meet road load requirements and propel the vehicle. In this case the PBatt Charge Limit may be again reduced to avoid running the engine under high output, inefficient conditions.\nA vehicle engine may have an optimal power output corresponding to the current vehicle conditions. One way to assess efficiency of engine power output is by measuring brake specific fuel consumption (BSFC). The BSFC is a measure of the rate of fuel consumption divided by the energy produced by the engine. The values are commonly expressed in units of g/kW·h. The value normalizes engine performance, and is often used to compare efficiency of different engines and different operating conditions. Every engine carries different BSFC values. During engine development, a map of engine performance for all steady state operating conditions may be determined. Based on engine speed and engine torque to obtain a desired power output and vehicle speed, the operating points may vary across the BSFC map. The power allocated to charge battery may require an increase in the engine power output and shift the operating point compared to non-charging steady state conditions. PBatt Charge Limit can be determined by targeting an optimal BSFC operating point of the engine, Pideal while charging. In at least one embodiment, PBatt Charge Limit is determined by subtracting the vehicle power demand from the optimal BSFC operating point of the engine Pideal. Often the vehicle power demand is the sum of power required to propel the vehicle plus any accessory power demand.\nReferring to FIG. 3, an example BSFC map illustrates the selection of the optimal BSFC operating point of the engine Pideal as discussed above. The lower horizontal axis represents engine speed in rotations per minute (rpm), and the vertical axis represents engine toque in Nm. The upper horizontal axis represents overall engine output in kW. The engine map represented by the contour lines reflects different engine operating efficiency in g/kW·h. By way of example, curve A-B-C-D-E on the BFSC map corresponds to engine operation while the vehicle travels at 55 mph across a range of battery charge rates. It should be appreciated that at different vehicle speeds and gear ratios the operating points may shift to different areas on the BSFC map.\nThe curve represented by points A through E shows a range of traction battery charge rates while driving at 55 mph. Point A represents a condition where 0 kW is allocated to battery charging, and about 13 kW is devoted to vehicle propulsion. In this case all power produced is devoted to satisfying vehicle power demand. Point A corresponds to a BSFC of about 310 g/kW·h. To provide power to the battery, engine speed and torque are increased to generate excess power to output torque to the electric machine for charging. Point B represents a condition where 6 kW is allocated to battery charging and a total engine output of about 19 kW. The operating condition corresponding to point B delivers a BSFC of about 293 g/kW·h, which is improved over point A. At point C power allocated to battery charging is increased to 10 kW. The overall engine output is also increased to about 23 kW in order to provide the required 13 kW for propulsion. The BSFC of engine operation at point C is improved relative to point B to about 289 g/kW·h. At point D charge power allocated to battery charging 12 kW where overall engine output is about 25 kW. Engine BSFC is further improved slightly to less than 289 g/kW·h, as seen by the location of point D within the “sweet spot” shown on the BSFC contour map. At point E battery charging is further increased to 15 kW and overall engine output is about 28 kW. However it can be seen that BSFC is degraded to greater than 289 g/kW·h when further increasing engine output from operating point D to operating point E.\nAccording to the engine BSFC map depicted in FIG. 3, point D reflects the optimal BSFC operating point of the engine, Pideal, and is about 25 kW. In the example shown, the desired power allocated for battery charging, PBatt Charge, is 12 kW, and the road load required to propel the vehicle, PRoad Load, is 13 kW. Because operating points A through E may shift to different locations on the BSFC map at different vehicle speeds and gear ratios, a different optimal BSFC operating point of the engine, Pideal may be more suitable under other conditions. In at least one embodiment, a controller stores in memory a value for a predetermined optimal BSFC operating point of the engine for each of a variety of vehicle operating conditions. In this way charging power may be varied as vehicle operating conditions change in order to provide more efficient engine operation. Although five operating points is shown by way of example, any number of points may be used to generate an operating curve to determine optimal charge power to reduce engine BSFC.\nWhile opportunistic charging generally biases engine operation towards operation at the best BSFC available for the conditions, it may not be desirable to run the engine at an efficient BSFC for all conditions. As discussed above it is possible to run the engine at a higher load than required in order to charge efficiently, but at low speeds this comprises user convenience by producing increased engine noise, vibration, and harshness (NVH). Generally customers have come to expect primarily silent or low-noise powertrain operation at low vehicle speeds.\nReferring to FIG. 4, a plot 250 depicts an embodiment of how the battery charging limit 252 using the engine as a power source may be varied as a function of vehicle power demand. The horizontal axis 254 represents vehicle power demand. The vertical axis 256 represents the variable battery charge power limit PBatt Charge Limit. As described above, PBatt Charge Limit may be determined by subtracting vehicle power demand from Pideal based on the engine BSFC for the given vehicle operating conditions. This relationship causes PBatt Charge Limit to approach zero near point 258 as vehicle power demand increases to a value equal to Pideal. In area 260 of FIG. 4, engine power is not used to charge the high voltage battery when vehicle power demand is sufficiently high. In at least one embodiment the controller is programmed to issue a command to cease charging of the traction battery in response to vehicle power demand being greater than a power level corresponding to Pideal.\nWhile taking a difference between Pideal and vehicle power demand is suitable in certain ranges of powertrain operation, at low vehicle speeds (which are related to low vehicle power demand), it may be desirable to reduce engine power output to reduce powertrain NVH and increase customer comfort. For example, dotted line 262 is a hypothetical available battery charging power based on subtracting vehicle power demand from Pideal. As vehicle power demand is reduced toward zero, for example when the vehicle is idled, the theoretical engine power available for charging approaches a value equal to Pideal near point 264. However it may be undesirable to operate the engine at high power output to charge the battery while the vehicle is propelled at low speeds or idled. In area 266 of FIG. 4, engine power is not used to charge the high voltage battery when vehicle power demand is sufficiently low. In at least one embodiment, the controller is programmed to issue a command to cease charging of the traction battery in response to vehicle power demand being less than a first power threshold P1.\nShort of preventing charging altogether, the variable battery charge limit PBatt Charge Limit may be reduced at intermediate speeds by metering engine power output to a value less than Pideal to reduce NVH. In the example of FIG. 4, the battery charge limit is tapered down toward zero in response to vehicle power demand being less than a second power threshold P2 and greater than the first power threshold P1. While an approximately linear reduction of the battery charge limit is depicted, it is envisioned that various types of reduction profiles may be suitable to manage powertrain NVH according to the particular engine in use and customer expectations for vehicle allowable NVH. In at least one embodiment, the controller is programmed to issue a command to adjust the engine output torque and output speed corresponding to a maximum NVH threshold while vehicle power demand is less than a second power threshold P2.\nReferring back to FIG. 2, once PBatt Charge Limit is determined as a function of vehicle power demand at step 206, the controller compares the vehicle power demand to power threshold P1 at step 208. If the vehicle power demand is sufficiently low, the controller prevents battery charging using the engine even though excess engine power may be available. If vehicle power demand is less than power threshold P1 at step 208 the powertrain will not run high voltage battery charging procedure using the engine as a power source at step 212.\nIf vehicle power demand is greater than power threshold P1 at step 208, the controller compares the vehicle power demand to optimal operating point of the engine, Pideal at step 210. If the vehicle power demand is greater than or equal to Pideal, the controller issues a command at step 212 to prevent battery charging using the engine based on the large portion of engine power devoted to satisfy vehicle power demand.\nIf at step 210 vehicle power demand is less than or equal to Pideal, the controller may issue a command at step 214 to adjust the operating speed and torque of the engine to correspond to power output Pideal based on optimizing the available BSFC of the engine at the present vehicle speed. In this case the power output of the engine would equal the sum of the vehicle power demand and the PBatt Charge Limit. As discussed above the PBatt Charge Limit varies as a function of the vehicle power demand and may be governed by different variables over different ranges of powertrain operation. The controller may also execute method 200 in a looping fashion to repeatedly poll the vehicle operating conditions and make charging power adjustments to ensure the most efficient engine operation possible for the present operating conditions.\nReferring to FIG. 5, a method 300 is depicted showing an embodiment of opportunistic battery charging. The powertrain controller may be programmed to determine whether EV charging is required based on the SOC of the high voltage battery. In some cases, when EV charging is enabled, the controller may predict an EV charge cycle in advance or schedule charging based on expected battery energy depletion. In one example, location may be used for such a determination. When the vehicle is returning to its home charge location, the controller may ‘schedule’ an upcoming charge cycle based on the rate of travel and distance to the home charge station. Similarly, driving available range or electrical DTE may be used in a similar fashion. Based on driving conditions, the controller may predict an upcoming charge cycle based on battery SOC and rate of depletion. In a further example, a vehicle user may input a predetermined trip which passes through an EV-preferred location requiring operation in electric-only mode, such as a city center. It may be a customer expectation that the hybrid vehicle powertrain operates quietly in electric-only EV mode during low-speed driving. The EV range needed to complete the trip may be greater than the available charge in the high voltage battery. In this case the controller may schedule charging modes while driving in areas outside of the EV-preferred location to ensure sufficient EV range to operate in electric-only mode while in the upcoming EV-preferred location. Forecasting of upcoming electric-only situations may also prompt advanced scheduling of opportunistic charging based on user trip information. At step 302 if no battery charge cycle is scheduled, the controller may take no opportunistic charge action at step 304, and resort to a default operating mode.\nIf at step 302 a battery charge cycle is scheduled, the controller may consider whether a power demand of the climate control heating system, PClimate, is greater than a predetermined power threshold, P3, at step 306. If the climate control system is disabled or PClimate is less than P3, the controller may utilize standard charge procedure scheduling at step 308. According to an aspect of the present disclosure, the power deman | A vehicle includes an electric machine arranged to exchange power with a traction battery. The vehicle also includes a thermal conditioning system for influencing a battery temperature and a controller programmed to schedule battery charging. In response to a temperature of the traction battery exceeding a threshold, the controller issues a command to operate the thermal conditioning system prior to a scheduled battery charge to achieve a predetermined battery temperature at a start of battery charging. | US:14/935,523 | https://patentimages.storage.googleapis.com/02/9a/d9/fc9018db035a3a/US9987944.pdf | US:9987944 | Brock Dunlap, Bryan Michael Bolger, Angel Fernando Porras, William David Treharne | Ford Global Technologies LLC | US:6459175, US:7769505, DE:102010029971:A1, US:20120179311:A1, US:20130166119:A1, US:8489267, US:20140149010:A1, US:20150134174:A1, US:8972088, US:20150025727:A1, DE:102013224349:B3, US:20170072813:A1 | Not available | 2018-06-05 | 1. A vehicle comprising:\na traction battery;\nan engine to output power for propelling the vehicle and selectively charging the traction battery; and\na controller programmed to, responsive to receiving indication of upcoming stop-start traffic, schedule battery charging in advance of the stop-start traffic to store sufficient energy to propel the vehicle during the stop-start traffic with the engine off.\n, a traction battery;, an engine to output power for propelling the vehicle and selectively charging the traction battery; and, a controller programmed to, responsive to receiving indication of upcoming stop-start traffic, schedule battery charging in advance of the stop-start traffic to store sufficient energy to propel the vehicle during the stop-start traffic with the engine off., 2. The vehicle of claim 1 wherein the controller is further programmed to, responsive to an accessory power demand greater than a threshold while a user-selected high efficiency mode is enabled, issue a command to reduce power available to a vehicle accessory to be less than the accessory power demand to maintain a predetermined traction battery charge rate., 3. The vehicle of claim 2 wherein the controller is further programmed to, responsive to an accessory power demand greater than a threshold while the user-selected high efficiency mode is disabled, issue a command to reduce a charging rate of the traction battery to be less than the predetermined traction battery charge rate to satisfy the accessory power demand., 4. The vehicle of claim 2 wherein the accessory power demand comprises a passenger cabin heating request, and the controller is further programmed to issue a command to reduce power provided to an electric heater and operate the engine as a heat source., 5. The vehicle of claim 2 wherein the predetermined traction battery charge rate is based on a brake specific fuel consumption of the engine., 6. A vehicle comprising:\na traction battery;\nan engine to output power for propelling the vehicle and selectively charging the traction battery; and\na controller programmed to,\nresponsive to receiving indication of upcoming stop-start traffic, schedule battery charging in advance of the stop-start traffic to store sufficient energy to propel the vehicle during the stop-start traffic with the engine off, and\nresponsive to accessory power demand exceeding a threshold during a high efficiency mode, command a reduction of vehicle accessory power to be less than accessory power demand to maintain a predetermined battery charge rate.\n\n, a traction battery;, an engine to output power for propelling the vehicle and selectively charging the traction battery; and, a controller programmed to,\nresponsive to receiving indication of upcoming stop-start traffic, schedule battery charging in advance of the stop-start traffic to store sufficient energy to propel the vehicle during the stop-start traffic with the engine off, and\nresponsive to accessory power demand exceeding a threshold during a high efficiency mode, command a reduction of vehicle accessory power to be less than accessory power demand to maintain a predetermined battery charge rate.\n, responsive to receiving indication of upcoming stop-start traffic, schedule battery charging in advance of the stop-start traffic to store sufficient energy to propel the vehicle during the stop-start traffic with the engine off, and, responsive to accessory power demand exceeding a threshold during a high efficiency mode, command a reduction of vehicle accessory power to be less than accessory power demand to maintain a predetermined battery charge rate., 7. The vehicle of claim 6 wherein the controller is further programmed to, responsive to transitioning out of the high efficiency mode, command a reduction of the predetermined battery charge rate., 8. The vehicle of claim 6 wherein the accessory power demand comprises a passenger cabin heating request., 9. The vehicle of claim 6 wherein the predetermined battery charge rate is based on a brake specific fuel consumption of the engine., 10. A method comprising:\nby a controller,\nresponsive to receiving indication of upcoming stop-start traffic, scheduling battery charging in advance of the stop-start traffic to store sufficient energy to propel a vehicle during the stop-start traffic with engine off, and\nresponsive to accessory power demand exceeding a threshold during a high efficiency mode, commanding a reduction in vehicle accessory power to be less than accessory power demand to maintain a predetermined battery charge rate.\n\n, by a controller,\nresponsive to receiving indication of upcoming stop-start traffic, scheduling battery charging in advance of the stop-start traffic to store sufficient energy to propel a vehicle during the stop-start traffic with engine off, and\nresponsive to accessory power demand exceeding a threshold during a high efficiency mode, commanding a reduction in vehicle accessory power to be less than accessory power demand to maintain a predetermined battery charge rate.\n, responsive to receiving indication of upcoming stop-start traffic, scheduling battery charging in advance of the stop-start traffic to store sufficient energy to propel a vehicle during the stop-start traffic with engine off, and, responsive to accessory power demand exceeding a threshold during a high efficiency mode, commanding a reduction in vehicle accessory power to be less than accessory power demand to maintain a predetermined battery charge rate., 11. The method of claim 10 further comprising, responsive to transitioning out of the high efficiency mode, commanding a reduction of the predetermined battery charge rate., 12. The method of claim 10 wherein the accessory power demand comprises a passenger cabin heating request., 13. The method of claim 10 wherein the predetermined battery charge rate is based on a brake specific fuel consumption of an engine. | US | United States | Active | B | True |
| 32 | Electric vehicle battery management \n | US11529859B2 | The present application is a National Phase application under 35 U.S.C. 371 of International Application No. PCT/US2017/025636, filed Mar. 31, 2017, which claims the benefit of U.S. Provisional Application No. 62/317,157, filed on Apr. 1, 2016, entitled “ELECTRIC VEHICLE WITH AT LEAST TWO ENERGY STORAGE SYSTEMS,” U.S. Provisional Application No. 62/317,137, filed on Apr. 1, 2016, entitled “LIQUID TEMPERATURE REGULATED BATTERY PACK FOR ELECTRIC VEHICLES,” U.S. Provisional Application No. 62/338,958, filed on May 19, 2016, entitled “ELECTRIC VEHICLE HIGH VOLTAGE BATTERY LIMIT OPTIMIZATION,” and U.S. Provisional Application No. 62/338,973, filed on May 19, 2016, entitled “ELECTRIC VEHICLE DUAL-BATTERY SYSTEM CHARGE MANAGEMENT.” The content of each of the above-referenced applications is hereby incorporated by reference herein in its entirety and for all purposes.\nThe present disclosure relates to energy storage systems for electric vehicles.\nThe following is a brief description of each drawing. From figure to figure, the same reference numerals have been used to designate the same components of an illustrated embodiment. The drawings disclose illustrative embodiments and particularly an illustrative implementation in the context of an electric vehicle. They do not set forth all embodiments. Other embodiments may be used in addition to or instead. Conversely, some embodiments may be practiced without all of the details that are disclosed. It is to be noted that the figures provided herein may not be drawn to any particular proportion or scale.\n FIG. 1 is a schematic illustration of an electric vehicle having two battery systems according to an exemplary implementation. As shown, the first battery system powers one or more high voltage loads and the second battery system powers one or more low voltage loads.\n FIG. 2 shows the schematic illustration FIG. 1 where the first battery system powers the one or more high voltage loads and the one or more low voltage loads and re-charges the second battery system.\n FIG. 3 shows the schematic illustration FIG. 1 where the second battery system powers the one or more low voltage loads and re-charges the first battery system.\n FIG. 4 is a schematic illustration of an electric vehicle having two battery systems according to an exemplary implementation. As shown, the first battery system powers one or more high voltage loads and the second battery system powers one or more low voltage loads.\n FIG. 5 is a left-side perspective view of an exemplary implementation of a battery housing. As shown, the housing may include a plurality of substantially cylindrical electrochemical cells.\n FIG. 6 is a right-side perspective view of the housing of FIG. 5 with the cell retaining wall removed.\n FIG. 7 is the same as FIG. 5 with the cell cover walls removed.\n FIG. 8 is a cross-sectional view of FIG. 5 about the line 5-5.\n FIG. 9 is a cross-sectional view of FIG. 5 about the line 6-6.\n FIG. 10 is a cross-sectional view of FIG. 5 about the line 7-7.\n FIG. 11 in an exploded perspective view of the housing of FIG. 5 .\n FIG. 12 is an exploded perspective view of the channel assembly showing.\n FIG. 13 is a perspective view of the assembled channel assembly of FIG. 12 .\n FIG. 14A is a schematic diagram illustrating an exemplary implementation of a cooling system for an electric vehicle.\n FIG. 14B is a schematic diagram, similar to FIG. 14A, illustrating another exemplary implementation of a cooling system for an electric vehicle.\n FIG. 15 illustrates a schematic block diagram of an example electric vehicle power system.\n FIG. 16 illustrates a flow diagram of an example process for dynamically allocating portions of battery discharge to associated systems to optimize user experience.\n FIG. 17 illustrates a flow diagram of another example process for dynamically allocating portions of battery discharge to associated systems to optimize user experience.\n FIG. 18 illustrates a schematic block diagram of an example electric vehicle power system.\n FIG. 19 illustrates a flow diagram of an example process for operating an auxiliary battery in a charge depletion mode to balance usage of high and low voltage batteries.\n FIG. 20 illustrates a flow diagram of an example process for identifying which of the high and low voltage batteries would deplete first.\n FIG. 21 illustrates a flow diagram of an example process for balanced charging of high and low voltage batteries.\n FIG. 22 illustrates a flow diagram of an example process for determining whether to thermal cycle the low voltage battery.\nElectric Vehicle with at Least Two Energy Storage Systems\nInternal combustion engine vehicles generally contain a battery to provide power for starting the vehicle and for powering headlights, the radio, and other electrical power consuming systems when the engine itself is not running. Such batteries are typically lead-acid batteries with a nominal 12 V output. When the internal combustion engine is running, an alternator driven by the internal combustion engine is connected across the battery, continuously charging the battery and providing the current to the vehicle electrical systems that are in use while the vehicle is being driven or is idling with the engine running.\nIn an electric vehicle, a first battery system having a relatively high voltage output (e.g. nominal 300 V) powers one or more electric motors that drive the vehicle wheels. Such electric vehicles also typically have a second battery system with a lower output voltage (e.g. nominal 12 V) than the first battery system. The second battery system is connected to other electrically powered vehicle systems such as the cabin HVAC system, interior and/or exterior lights, and the like. When the first battery system is coupled to the motor(s) for vehicle travel, a step down DC/DC converter with an input connected to the first battery system has an output that continuously charges the second battery system and provides power to the non-motor electrical power consuming systems of the vehicle with current from the first battery system.\nThe devices, systems, and methods disclosed herein have several features, no single one of which is solely responsible for its desirable attributes.\nIn some implementations the electric vehicles disclosed herein include at least two separate energy storage systems. The systems may have a relatively high energy capacity as compared to previous electric vehicles. One energy storage system may be used to power high voltage loads, and one energy storage system may be used to power low voltage loads. In this way, the need to use a DC-DC convertor may be reduced or eliminated. The energy storage systems may be independently charged and/or discharged. In some aspects, a first battery system may be used to power the electric motors that propel the vehicle while a second battery system can be used to power the cabin's heating, ventilation, and air conditioning (“HVAC”).\nIn some implementations, an electric vehicle includes a first battery and at least one electric motor capable of propelling the vehicle. The motor may be powered by the first battery in a charge depleting manner. The electric vehicle may also include a second battery that is physically separate from the first battery and an HVAC system. The HVAC system may be powered by the second battery in a charge depleting manner during at least some time periods when the first battery is powering the motor. The first battery and the second battery may be coupled through at least one DC-DC convertor. The second battery may have a terminal voltage that is less than a terminal voltage of the first battery. The first battery may be capable of charging the second battery through at least one DC-DC convertor. The second battery may be capable of charging the first battery through at least one DC-DC convertor. The DC-DC convertor may not operate during at least some time periods when the first battery is powering the motor. The electric vehicle may include a charge port. The charge port may be capable of electrically coupling to a charging station. The charge port may have a direct electrical connection with the first battery and a direct electrical connection with the second battery.\nIn some implementations, a method of powering an electric vehicle, while the vehicle is traveling, includes one or more of the following steps. The method may include discharging a first battery system by drawing current from the first battery system to power one or more motor loads and simultaneously discharging a second battery system by drawing current from the second battery system to power at least one non-motor load. The second battery system may be electrically isolated from the first battery system. Current from the first battery system may not be used to recharge the second battery system. Current from the second battery system may not be used to recharge the first battery system. Discharging the second battery may include discharging the second battery system such until a terminal voltage of the second battery system is less than 80% of a terminal voltage of the second battery system when the second battery system is in a fully charged state. In some aspects, discharging the second battery system includes discharging the second battery system by at least 50% of the energy storage capacity of the second battery system. Non-motor loads may include cabin HVAC loads, infotainment loads, and external light loads. In some aspects, HVAC unit loads include a resistive heater, a fan, and/or a compressor.\nIn some implementations, a method of charging an electric vehicle having at least two energy stores that are coupled together by a DC-DC convertor includes one or more of the following steps: receiving current from a charging connection coupled to the electric vehicle, routing a first current directly to a first battery, and routing a second current directly to a second battery that is physically separated from the first battery. In some aspects, no current is routed through the DC-DC convertor during at least some of the charging process.\nElectric vehicles having at least two separate energy storage systems are disclosed herein. The first battery system may be configured to power the vehicle's drivetrain. The second battery system may be configured to power one or more other components of the vehicle. In some aspects, the first battery system is a high voltage battery system and the second battery system is a low-voltage battery system. That is to say, the low-voltage battery system may have a terminal voltage that is less than the terminal voltage of the first battery system. Both battery systems may have a relatively high charge storage capacity. That is to say, both battery systems may store large amounts of energy (1-300 kilowatt hours). In this way, the performance and range of the vehicle can be improved as will be explained below.\nTypical electric vehicles almost exclusively draw their power from one high capacity, high voltage battery system. The high capacity, high voltage battery system is used to power the motors that propel the vehicle and is stepped down with one or more DC-DC convertors to power other electrically powered systems. When the high capacity, high voltage battery system is not engaged, for example, when the vehicle is parked, a lower capacity, lower voltage battery may be relied upon. This second battery may function as a typical automobile battery and may be used to start the vehicle and power other components such as, for example, the windows, door locks, and stereo when the high capacity, high voltage battery is disengaged. The second battery is typically recharged by the high capacity, high voltage battery when the vehicle is driving and/or when the high voltage battery system is engaged.\nThe high voltage battery system may be configured to power the vehicle components that require relatively high voltages. For example, the high voltage battery system may be configured to power one or more electric motors that are used to propel the vehicle. The low voltage battery system may be configured to power the vehicle components that require relatively lower voltages in comparison to the high voltage battery system. For example, the low voltage battery system may be configured to power the cabin HVAC system(s), the windows, the locks, the doors, the audio and entertainment systems, infotainment systems, wireless modems and routers, touch screens, displays, navigation systems, automated driving systems, and the like. Low voltage systems or components may generally refer to systems or components that require less voltage than the motors that propel the vehicle.\nA vehicle with at least two separate high capacity energy storage systems can have several advantages. For one, the low voltage system can power vehicle systems for long periods of time without engaging the high voltage battery system. Energy is lost when electric power is moved between battery systems. For example, DC-DC converters are not perfectly efficient and energy is lost when a DC-DC convertor is operated. Thus, if the low voltage system has sufficient storage capabilities, it can be used to power systems other than the propulsion motors for longer periods of time and the need for recharging the low voltage system and/or the need to draw power from the high voltage system, may be reduced or eliminated.\nIn some implementations, the electric vehicle is configured such that both the high voltage battery system and a low-voltage battery system run in a charge depletion mode for at least a portion of a trip. This reduces or eliminates the need for the re-charging of the low voltage battery system by the high voltage battery system and reduces energy lost through a DC-DC convertor.\nIn addition, apparent power losses from, for example, accelerating while running the HVAC system(s) can be reduced or eliminated. A single high voltage, high capacity battery system may be over taxed when a large amount of current is required. Thus, in some implementations, a first battery system may power the one or more electric motors for propelling the vehicle, while a second battery system can be used to power the HVAC. This may allow for more consistent and predictable loads on each separate battery system. In addition, the reduction and/or elimination of the use DC-DC convertor may increase the vehicle's driving range.\nEnergy losses during vehicle recharging may also be eliminated or reduced. Typically, an electric vehicle is recharged by coupling to a battery charging station. The high voltage system is charged and then the low voltage battery is charged by transferring power from the high voltage system through a DC-DC convertor to the low voltage system. Energy may be lost through the DC-DC convertor. Thus, in some implementations, the vehicle and charging station may be configured such that the at least two separate battery systems are independently charged—eliminating the need for a DC-DC convertor. Thus, according to some implementations, a charge port may be coupled directly to the high voltage battery and directly coupled to the low voltage battery such that current does not flow through a DC-DC convertor. Accordingly, both battery systems may be separately and independently charged to increase charging efficiency and reduce energy losses.\nA high capacity, low voltage battery may also allow for more systems to operate and/or remain operational for long periods of time without the need for drawing power from the high voltage system. For example, in hot or cold weather, it may be desirable to cool or heat the vehicle's passenger cabin prior to the vehicle's use. The high capacity, low voltage battery may be used to power the car's HVAC system without engaging the high voltage system, thus eliminating the need for a DC-DC convertor, and increasing the overall efficiency. A high capacity, low voltage battery may also be able to start and/or operate in very low temperatures. Thus, the need for heating the low voltage battery system may be eliminated. A high capacity, low voltage battery may also allow the vehicle to be coupled to the internet or other network, power on board refrigerators, phones, television, audio systems, tire inflation devices, and the like, for long periods of time without accessing the power from the high voltage battery systems.\nThe effective battery life of both of the battery systems may be increased by having two high capacity systems. That is to say, having two high capacity batteries reduces and/or eliminates the need to transfer power from the high voltage system to the low voltage system (and vice versa), reduces battery cycling (recharging), and increases the effective life of the battery systems.\nTwo separate battery systems may also allow for a better distribution of weight throughout the vehicle. Similarly, two separate battery systems may also allow for more efficient use of space within the vehicle. In some aspects, the first battery system may be positioned in the front of the car (e.g. in the hood area) and the second battery system may be in the rear of the car (e.g. in the trunk area). In some aspects, the first battery system may be positioned in the underside of the car and the second battery system may be positioned in the front of the car (e.g. in the hood area). The first and/or second battery system may be cooled by a liquid cooling system.\nThe following description is directed to certain implementations for the purpose of describing the innovative aspects of this disclosure. However, a person having ordinary skill in the art will readily recognize that the teachings herein can be applied in a multitude of different ways.\nAs used herein, the term “electric vehicle” can refer to any vehicle that is partly or entirely operated based on stored electric power, such as a pure electric vehicle, plug-in hybrid electric vehicle, or the like. Such vehicles can include, for example, road vehicles (cars, trucks, motorcycles, buses, etc.), rail vehicles, wheeled robots, or the like.\nIn some implementations, the word “battery” or “batteries” will be used to describe certain elements of the embodiments described herein. It is noted that “battery” does not necessarily refer to only a single battery cell. Rather, any element described as a “battery” or illustrated in the Figures as a single battery in a circuit may equally be made up of any larger number of individual battery cells and/or other elements without departing from the spirit or scope of the disclosed systems and methods.\nReference may be made throughout the specification to a “12 volt” power systems or sources. It will be readily apparent to a person having ordinary skill in the art that the phrase “12 volt” in the context of automotive electrical systems is an approximate value referring to nominal 12 volt power systems. The actual voltage of a “12 volt” system in a vehicle may fluctuate as low as roughly 4-5 volts and as high as 16-17 volts depending on engine conditions and power usage by various vehicle systems. Such a power system may also be referred to as “low voltage” systems. Some vehicles may use two or more 12 volt batteries to provide higher voltages. Thus, it will be clear that the systems and methods described herein may be utilized with low voltage battery arrangements in at least the range of 4-52 volts without departing from the spirit or scope of the systems and methods disclosed herein.\nIn some aspects, the second high capacity battery system is added to an existing electric vehicle. For example, the second high capacity battery system can be provided as an add-on package or kit for increasing the capacity of a low voltage battery systems that already exists.\nThe battery systems disclosed herein may include a plurality of electrochemical cells. The cells may be connected in series and/or in parallel. The cells may be divided into multiple portions or strings. The batteries and/or strings of batteries may be connected to or isolated from other vehicle circuitry by one or more magnetic contactors. Normally open contactors may require a power supply in order to enter or remain in the closed circuit position. Such contactors may be configured to be in the open (disconnected) configuration when powered off to allow the batteries and/or strings of batteries to remain disconnected while the vehicle is powered off. Thus, on startup, a small power input may be required to close at least one contactor of the batteries, battery packs, and/or strings of batteries. Once a contactor is closed, the batteries may supply the power required to keep the contactor(s) closed and/or supply power to other vehicle systems.\nTurning now to FIG. 1 , an electric vehicle 100 having two battery systems is schematically illustrated. As shown, a first battery system 110 may be electrically connected to one or more high voltage loads 140. The first battery system 110 may include one or more batteries connected in series and/or in parallel. The first battery system 110 may be controlled by one or more battery controllers or battery control systems (not shown). Such controllers may include circuitry capable of regulating and/or controlling the available voltage differences and/or current.\nThe one or more high voltage loads 140 may include an electric motor 140 a. The electric motor 140 a may be configured to propel the vehicle 100. The electric motor 140 a may be an interior permanent magnet motor. One or more inverters may be also be provided. It should be appreciated that while the motor 140 a is an electrical machine that can receive electrical power to produce mechanical power, it can also be used such that it receives mechanical power which it converts to electrical power. Additional loads 140 b-n may also be electrically connected to the first battery system 110. The additional loads 140 b-n may include, for example, additional motors, power train components, and the like.\nAs shown in FIG. 1 , current I1 from the first battery system 110 may flow to the one or more high voltage loads 140. That is to say, the first battery system 110 may power the one or more high voltage loads 140 a-n. A switch 500 b in the open position is shown between the first battery system 110 and a DC/DC convertor 200. Thus, current I1 does not flow from the first battery system 110 to the one or more low voltage loads 150 a-n nor to a second battery system 120.\nThe second battery system 120 may be electrically connected to one or more low voltage loads 150. The second battery system 120 may include one or more batteries connected in series and/or in parallel. The second battery system 120 may be controlled by one or more battery controllers (not shown).\nThe one or more low voltage loads 150 may include an HVAC 150 a. The HVAC 150 a may be configured to heat, cool, and/or circulate air through the vehicle's passenger cabin. The HVAC 150 a may include various types of heating, cooling, and ventilation components. For example, the HVAC 150 a may include one or more heating elements, seat heaters, floor heaters, defrosters, deicers, fans, filters, air conditioners, compressors, and the like.\n Additional loads 150 b-n may also be electrically connected to the second battery system 120. The additional loads 150 b-n may include, for example, additional motors (e.g. for windows, door locks, sun roofs, compartments), audio system components, infotainment system components, computers, navigation system components, mobile phones, electrical outlets, refrigerators, and the like. A battery management system (not shown) may also be used to regulate the voltage/current that is supplied to the one or more low voltage loads 150 a-n. \nAs shown in FIG. 1 , current I2 from the second battery system 120 may flow to the one or more low voltage loads 150 a-n. That is to say, the second battery system 120 may power the one or more low voltage loads 150 a-n. A switch 500 c in the open position is shown between the second battery system 120 and the DC/DC convertor 200. Thus, current 2 does not flow from the second battery system 120 to the one or more high voltage loads 140 a-n nor to the first battery system 110. While switches 500 a-e are shown in FIG. 1 , other control mechanisms may be used. Current controllers and/or battery controllers and/or DC-DC convertor controllers may be utilized to control which battery system(s) is(are) utilized. The DC-DC convertor 200 may be a bidirectional DC-DC convertor.\nIn the configuration of FIG. 1 , it may not be necessary to ever engage the DC-DC convertor 200 while operating the vehicle during traveling. The first and second battery systems 110, 120 may have significant enough capacity to independently power the high voltage and low voltage loads during a trip of at least 300 miles, or at least 200 miles, or at least 100 miles.\nIt also may not be necessary to engage the DC-DC convertor 200 during recharging. For example, a charging connection may couple to a charge port on the vehicle. The charge port may be directly connected to the first battery system and directly connected to the second battery system. Thus, energy losses from the DC-DC convertor may be avoided.\nDuring at least a portion of the driving time of the vehicle, the first battery system 110 can power the high voltage loads 140 a-n and the second battery system 120 can power the low voltage loads 150 a-n. Thus, charge is depleted from both battery systems 110, 120 at the same time. In some aspects, the charge is substantially depleted from both battery systems 110, 120. In some implementations, at least 90%, at least 80%, at least 70%, at least 60%, at least 50%, at least 40%, at least 30%, at least 20%, at least 10% of the total capacity of the first and/or second battery system 110, 120 is depleted. Both battery systems are thus allowed to drain without one battery system being used to charge the other battery system.\nIn some aspects, the first and second battery systems 110, 120 have a relatively high capacity. Such a capacity may range from about 1-300 kilowatt hours (kWh). The first battery system 110 may be a high voltage battery system with a capacity of between about 100-200 kWh. In some implementations, the first battery system 110 has a capacity of about 120 kWh. The second battery system 120 may be a low voltage battery system with a capacity of between about 10-20 kWh. For example, the second battery system 120 may have a capacity of at least one (kWh), at least two kWh, at least three kWh, at least four kWh, at least five kWh, at least six kWh, at least seven kWh, at least eight kWh, at least nine kWh, or at least ten kWh. In some implementations, the second battery system 120 is a low voltage battery system having a capacity of about five kWh. Such a low voltage battery system 120 may power a maximum load of more than 20 kW and may have a normal load of about 1500 W. Such a low voltage battery system 120 may also have a weight of about 10-50 kg and be sized to fit in a volume of about 12,000 cm3. In some aspects, the low voltage battery system can provide 1.25 kWh at about 12 volts.\nThe second battery system 120 may be used to power the one or more low voltage loads 150 a-n when the first battery system 110 is disengaged. For example, the switch 500 a shown in the closed position in FIG. 1 may be moved to the open position. Such a configuration may occur, for example, when the vehicle 100 is parked. It is to be understood that components other than a switch 500 may be used to disconnect and/or disengage the first battery system 110. If the second battery system 120 has a relatively high capacity (in comparison, for example, to a standard lead acid car battery), the vehicle's 100 low voltage loads 150 a-n may be powered for a relatively longer period of time without having to engage the first battery system 110.\nIn some aspects, the electric vehicle 100 may include a third battery system 130. The battery system 130 may have a capacity that is less than the capacity of both the first and the second battery system. The third battery system 130 may be used to power one or more battery control systems, switches, contactors, essential low voltage components and the like. In some aspects, the third battery system 130 is configured analogously to a standard starting, lighting, and ignition automobile battery. The third battery system 130 may be used, for example, to engage and/or disengage the first and/or second battery systems 110, 120. In some aspects, the third battery system 130 is included in a standard electric vehicle and the second battery system 120 is provided as an add-on feature. The third battery system 130 may be used to power the one or more switches 500 a-e. The third battery system 130 may be re-charged by the first 110 and/or second battery system 120.\nMoving on to FIG. 2 , the vehicle 100 is shown in a configuration where charge is only being depleted from the first battery system 110. As will be appreciated, power may be drawn from one or both of the first and/or second battery systems 110, 120 depending on the vehicle's 100 needs. The first battery system 110 may be used to at least partially recharge the second battery system 120. The second battery system 120 may be used to at least partially recharge the first battery system 110. The first battery system 110 may be used to power the high voltage loads 140 and/or the low voltage loads 150. The second battery system 120 may be used to power the low voltage loads 150 and/or the high voltage loads 140.\nAs shown in FIG. 2 , current I1 may flow from the first battery system 110 to the one or more high voltage loads 140 a-n and also through the DC-DC convertor 200. The DC-DC convertor 200 may step down the voltage from the first battery system 110. Current I1 may then flow to the one or more low voltage loads 150 a-n and/or to the second battery system 120. In this way, energy from the first battery system 110 is used to power the one or more high voltage loads 140 a-n, at least partially power the one or more low voltage loads 150 a-n, and may be used to at least partially recharge the second battery system 120. Circuitry may be used to prevent overcharging of the second battery system 120.\nIn some aspects, circuitry may engage the configuration shown in FIG. 2 when a terminal voltage of the second battery system 120 drops below a threshold level. For example, in some implementations, the second battery system 120 may have a terminal voltage of about 15 volts when fully charged. If the terminal voltage of the second battery system 120 falls to, for example, about 13.5 volts, then the first battery system 110 may be engaged as shown in FIG. 2 . Such a configuration may be used to prevent over discharge of the second battery system 120. In some aspects, the second battery system 120 may be disconnected from the low voltage loads 150 a-n and DC-DC convertor 200 by, for example, opening switch 500 d to prevent over discharge of the second battery system 120.\nIn other implementations, one or more or all of the low voltage loads 150 a-n may be disconnected from the first and second battery systems 110, 120. For example, the first battery system 110 may be configured to power the one or more high voltage loads 140 a-n and recharge the second battery system 120 by opening switch 500 f in FIG. 2 . In some aspects, for example if the first battery system 110 is in a low state of charge, switch 500 b of FIG. 2 may be opened to ensure that all remaining power is used to supply power to the propulsion motor 140 a so that the vehicle 100 may have sufficient power to, for example, pull to the side of the road or exit the highway.\n FIG. 3 illustrates that the energy stored in the second battery system 120 may be used to power the one or more high voltage loads 140 a-n and/or recharge the first battery system 110. Thus, the vehicle 100 is shown in a configuration where charge is only being depleted from the second battery system 120. In some aspects, for example, when the vehicle 100 is parked, it may be desirable to use the second battery system 120 to power the one or more low voltage loads 150 a-n and to recharge the first battery system 110. Thus, switch 500 e may be opened. Switch 500 f may also be opened if, for example, it is desirable to only recharge the first battery system 110. Switch 500 a may be opened to prevent overcharging and/or over discharging of the first battery system 110 as described above with respect to the second battery system 120.\nA battery management system may be used to regulate the voltage/curre | Disclosed herein are electric vehicles with various characteristics. For example, electric vehicles with at least two energy storage systems are described. As another example, electric vehicles with liquid temperature regulated battery packs are described. As yet another example, electric vehicles with high voltage battery limit optimization are disclosed. And, as another example, electric vehicles with dual-battery system charge management are described. | US:16/090,567 | https://patentimages.storage.googleapis.com/eb/2f/79/97b9d03ee37afb/US11529859.pdf | US:11529859 | Nicholas John Sampson, Anil Paryani, Daniel Arnold Sufrin-Disler, Kameron Fraige Saad Buckhout, SR., John Henry HARRIS, III | Faraday and Future Inc | US:20070116135:A1, US:20140049206:A1, US:20110133694:A1, JP:2014045631:A, JP:2015095971:A, US:20210391622:A1, US:20150367747:A1, WO:2021087343:A1 | 2022-12-20 | 2022-12-20 | 1. An electric vehicle comprising:\na first battery;\nat least one electric motor capable of propelling the vehicle, the motor powered by the first battery in a charge depleting manner;\na second battery physically separate from the first battery; and\nan HVAC system, the HVAC system configured to be powered by the second battery in a charge depleting manner while the first battery is powering the motor.\n, a first battery;, at least one electric motor capable of propelling the vehicle, the motor powered by the first battery in a charge depleting manner;, a second battery physically separate from the first battery; and, an HVAC system, the HVAC system configured to be powered by the second battery in a charge depleting manner while the first battery is powering the motor., 2. The electric vehicle of claim 1, wherein the first battery and the second battery are coupled through at least one DC-DC convertor., 3. The electric vehicle of claim 1, wherein the second battery has a terminal voltage that is less than a terminal voltage of the first battery., 4. The electric vehicle of claim 1, wherein the second battery has a capacity of at least three kilowatt hours., 5. The electric vehicle of claim 1, wherein the second battery has a capacity of at least five kilowatt hours., 6. The electric vehicle of claim 1, wherein the second battery has a capacity of at least ten kilowatt hours., 7. The electric vehicle of claim 2, wherein the first battery is capable of charging the second battery through the at least one DC-DC convertor., 8. The electric vehicle of claim 2, wherein the second battery is capable of charging the first battery through the at least one DC-DC convertor., 9. The electric vehicle of claim 2, wherein the DC-DC convertor does not operate during at least some time periods when the first battery is powering the motor., 10. The electric vehicle of claim 1, further comprising a charge port, the charge port capable of electrically coupling to a charging station, the charge port having a direct electrical connection with the first battery and a direct electrical connection with the second battery., 11. A method of powering an electric vehicle while the vehicle is traveling, the method comprising:\ndischarging a first battery system by drawing current from the first battery system to power one or more motor loads; and\nsimultaneously discharging a second battery system by drawing current from the second battery system to power one or more non-motor loads, the second battery system being electrically isolated from the first battery system.\n, discharging a first battery system by drawing current from the first battery system to power one or more motor loads; and, simultaneously discharging a second battery system by drawing current from the second battery system to power one or more non-motor loads, the second battery system being electrically isolated from the first battery system., 12. The method of claim 11, wherein current from the first battery system is not recharging the second battery system., 13. The method of claim 11, wherein the second battery system has a terminal voltage that is less than the terminal voltage of the first battery system., 14. The method of claim 11, wherein discharging the second battery system includes discharging the second battery system until a terminal voltage of the second battery system is less than 80% of a terminal voltage of the second battery system when the second battery system is in a fully charged state., 15. The method of claim 11, wherein discharging the second battery system includes discharging the second battery system by at least 50% of the energy storage capacity of the second battery system., 16. The method of claim 11, wherein the one or more non-motor loads are selected from the group consisting of cabin HVAC loads, infotainment loads, and external lighting loads., 17. The method of claim 11, wherein the non-motor loads are HVAC unit loads selected from the group consisting of a resistive heater, a fan, and a compressor., 18. A method of charging an electric vehicle having at least two energy stores that are coupled together by a DC-DC convertor, the method comprising:\nreceiving current from a charging connection coupled to the electric vehicle;\nrouting a first current directly to a first battery; and\nrouting a second current directly to a second battery that is physically separated from the first battery, wherein no current is routed through the DC-DC convertor during at least some of the charging process.\n, receiving current from a charging connection coupled to the electric vehicle;, routing a first current directly to a first battery; and, routing a second current directly to a second battery that is physically separated from the first battery, wherein no current is routed through the DC-DC convertor during at least some of the charging process., 19. The method of claim 18, wherein the first battery has a capacity of at least 100 kWh and the second battery has a capacity of at least 3 kWh., 20. The method of claim 18, wherein the first battery has a capacity of at least 120 kWh and the second battery has a capacity of at least 5 kWh. | US | United States | Active | B | True |
| 33 | Battery state estimation control logic and architectures for electric storage systems \n | US10418622B2 | The present disclosure relates generally to electric storage systems employing rechargeable batteries. More specifically, aspects of this disclosure relate to systems, methods, and devices for estimating battery state, such as state of charge (SOC) or state of power (SOP), in electric drive vehicles.\nCurrent production motor vehicles, such as the modern-day automobile, are originally equipped with a powertrain that operates to propel the vehicle and power the onboard vehicle electronics. In automotive applications, for example, the vehicle powertrain is generally comprised of a prime mover that delivers driving power through a multi-speed power transmission to the vehicle's final drive system (e.g., differential, axle, and road wheels). Automobiles have generally been powered by a reciprocating-piston type internal combustion engine (ICE) because of its ready availability and relatively inexpensive cost, light weight, and overall efficiency. Such engines include two and four-stroke compression-ignited (CI) diesel engines, four-stroke spark-ignited (SI) gasoline engines, six-stroke architectures, and rotary engines, as some non-limiting examples. Hybrid and full-electric vehicles, on the other hand, utilize alternative power sources to propel the vehicle, minimizing or eliminating reliance on a fossil-fuel based engine for power and, thus, increasing the vehicle's overall fuel economy.\nHybrid vehicles employ multiple traction power sources, such as an ICE assembly operating in conjunction with a battery-powered or fuel-cell-powered electric motor, to propel the vehicle. A hybrid electric vehicle (HEV), for example, stores both electrical energy and chemical energy, and converts the same into mechanical power to propel the vehicle and power the vehicle's assorted systems. The HEV is generally equipped with one or more electric machines (E-machine), such as large tractive motor/generators, that operate individually or in concert with an internal combustion engine to propel the vehicle. Some HEV powertrains utilize a fuel cell stack to supply the electric power for powering the traction motors. Since hybrid vehicles are designed to derive their power from sources other than the engine, engines in HEVs may be turned off, in whole or in part, while the vehicle is propelled by the alternative power source(s).\nHybrid vehicle designs vary from platform to platform in how energy storage is allocated between the battery and the combustion engine (and its fuel system) or fuel cell, and how power flows to and from the various sources. The vehicle is also intermediated by electrical or mechanical transmission elements, including series-hybrid and parallel-hybrid powertrains, and whether the battery can be separately charged at a charging station. Accordingly, a variety of terms have been coined to describe such vehicles, such as hybrid electric vehicle (HEV), mild hybrid electric vehicle, strong-hybrid electric vehicle, plug-in hybrid-electric vehicle (PHEV), battery electric vehicle (BEV), extended-range electric vehicle (EREV), and full-electric vehicle (EV). The general abbreviation “xEV” may be employed herein to encompass all of these possibilities, unless explicitly demarcated or disclaimed.\nAn important parameter in the operation of electric drive vehicles that utilize batteries is the “state of charge” (SOC), which relates to the stored energy in a battery that is available for use at a given time relative to the stored energy that is available when the battery is fully charged. An available approach for SOC estimation is to relate either a measured or a calculated open circuit voltage to the state of charge. This is feasible because open circuit voltage—the resting voltage of the battery when no load is applied—generally exhibits an observable dependence on the battery's state of charge. Available battery types, including some nickel metal hydride (NiMH) and lithium ion (Li-ion) batteries, however, may possess a nearly constant open circuit voltage across most of the range of state of charge. Consequently, measured and calculated open circuit voltage will not provide battery state of charge estimation. An alternative, current-based technique for determining battery SOC is to monitor the current that is flowing into (charging) and leaving (discharging) a battery over time to determine the remaining capacity in the battery; this method is called “coulomb counting.”\nDisclosed herein are battery management systems with attendant control logic for battery state estimation, methods for making and methods for operating such battery management systems, and electric drive vehicles equipped with a traction battery pack and controller-based battery state estimation capabilities. By way of example, there is presented a novel battery state estimation (BSE) device and algorithm that uses a reference electrode to help eliminate uncertainty that may be introduced by hysteresis in one half-cell of a battery cell assembly, particularly for systems employing silicon-based battery cells. Battery cells with anodes that contain silicon may exhibit significant hysteresis in the open circuit voltage (OCV), which may introduce a large uncertainty in the relationship between full-cell voltage signal and the battery's state of charge (SOC) and state of power (SOP). By measuring the voltage of the cathode half-cell using the foregoing reference electrode, voltage-based battery state estimation is restored while supporting current-based state estimation. In this unique arrangement, thin layers of material, including a gold contact and lead, an iron(III) phosphate (FePO4) or lithium iron phosphate (LiFePO4) active material tip, and an alumina stabilizer, are deposited on an electrically insulating, porous separator sheet. The separator sheet is then inserted into the battery cell stack, placed between the anode and cathode with the lead in contact with the electrolyte membrane. The thin-layer construction may be packaged in a commercial pouch cell, e.g., for improved corrosion resistance and cycle stability, as well as in cylindrical and prismatic cell constructions.\nAttendant benefits for at least some of the disclosed concepts include half-cell, voltage-based battery state estimation that overcomes problems associated with hysteresis in open-circuit voltage, e.g., of silicon-based anodes. Disclosed battery management system designs offer direct measurement of the half-cell voltage, which helps to enhance fast-charge capability by providing a clearer indication of the conditions where lithium plating can initiate. Manufacture of disclosed battery cell devices with reference electrodes is compatible with available battery cell production methods and, thus, does not require additional tooling or costly equipment modifications. Another potential benefit is the ability to make better use of the full-mileage range of batteries for xEV applications that depend on silicon-based anodes for high-energy density.\nAspects of this disclosure are directed to battery management systems with attendant control logic for battery state estimation of one or more battery assemblies. For instance, there is presented a battery cell assembly that is operable to receive, store and supply electrical energy. The battery cell assembly includes a battery housing, which may be in the nature of a can, prism or pouch. An electrolyte composition, which may be in the nature of organic lithium salt, such as LiPF6, is stored within the battery housing. This electrolyte composition conducts positive ions between electrodes of the battery assembly. For instance, a first (anode or negative) working electrode is enclosed within or otherwise operatively attached to the battery housing, placed in electrochemical contact with the electrolyte composition. Likewise, a second (cathode or positive) working electrode is enclosed within or otherwise operatively attached to the battery housing, placed in electrochemical contact with the electrolyte composition. A reference electrode is interposed between the first and second working electrodes, disposed in direct electrochemical contact with the electrolyte composition. The reference electrode cooperates with one or both working electrodes to output a half-cell voltage signal that is indicative of a battery state of the battery cell assembly.\nOther aspects of the present disclosure are directed to motor vehicles equipped with a traction battery pack and controller-based battery state estimation capabilities. As used herein, the term “motor vehicle” may include any relevant vehicle platform, such as passenger vehicles (hybrid electric, full electric, fuel cell, fully or partially autonomous, etc.), commercial vehicles, industrial vehicles, tracked vehicles, off-road and all-terrain vehicles (ATV), farm equipment, boats, airplanes, etc. An electric drive motor vehicle is presented that includes a vehicle body with multiple road wheels rotatably attached to the body. A single or multiple traction motors are attached to the vehicle body, and operable, e.g., singly, collectively or in conjunction with an engine assembly, to drive one or more of the road wheels. A traction battery pack, which is anchored to the vehicle body, is electrically connected to the traction motor to transfer electric current therebetween.\nContinuing with the above example, the electric drive vehicle's traction battery pack includes an array of battery cell assemblies. Each battery cell is composed of a battery housing with an electrolyte composition stored within the battery housing. A first (anode) working electrode is stored within the battery housing, placed in electrochemical contact with the electrolyte composition. Likewise, a second (cathode) working electrode is stored within the battery housing, placed in electrochemical contact with the electrolyte composition. A reference electrode is interposed between the two working electrodes, placed in direct electrochemical contact with the electrolyte composition. A vehicle controller, which may be resident to or remote from the vehicle body, is communicatively connected to the traction battery pack. The vehicle controller is operable to: receive a half-cell voltage signal from the reference and one or both working electrodes; and determine a battery state of one or more or all of the battery cell assemblies from the half-cell voltage signal.\nAdditional aspects of this disclosure are directed to methods for making and methods for using any of the herein depicted or described battery cell assembly, pack, and system architectures. For instance, a method is presented for assembling a rechargeable battery cell assembly for receiving, storing, and supplying electrical energy. The representative method includes, in any order and in any combination with any of the disclosed features and options: receiving a battery housing; disposing an electrolyte composition within the battery housing, the electrolyte composition being configured to conduct positive ions; operatively attaching a first working electrode within the battery housing in electrochemical contact with the electrolyte composition; operatively attaching a second working electrode within the battery housing in electrochemical contact with the electrolyte composition; and positioning a reference electrode between the first and second working electrodes such that the reference electrode is in electrochemical contact with the electrolyte composition, wherein the reference electrode and a working electrode cooperate to output a half-cell voltage signal indicative of a battery state of the battery cell assembly.\nThe above summary is not intended to represent every embodiment or every aspect of the present disclosure. Rather, the foregoing summary merely provides an exemplification of some of the novel concepts and features set forth herein. The above features and advantages, and other features and advantages, will be readily apparent from the following detailed description of illustrated embodiments and representative modes for carrying out the disclosure when taken in connection with the accompanying drawings and appended claims. Moreover, this disclosure expressly includes any and all combinations and subcombinations of the elements and features presented above and below.\n FIG. 1 is a front perspective-view illustration of a representative motor vehicle with an inset view schematically illustrating a representative electric power system with battery state estimation control logic in accordance with aspects of the present disclosure.\n FIG. 2 is a partially exploded, perspective-view illustration of a representative battery cell assembly with a reference electrode in accordance with aspects of the present disclosure.\n FIG. 3 is a schematic one-line diagram of select segments of the representative battery cell assembly of FIG. 2.\n FIG. 4 is a schematic diagram of a representative battery state estimation control architecture for estimating a battery state of a battery cell assembly in accordance with aspects of the present disclosure.\nThe present disclosure is amenable to various modifications and alternative forms, and some representative embodiments have been shown by way of example in the drawings and will be described in detail herein. It should be understood, however, that the novel aspects of this disclosure are not limited to the particular forms illustrated in the appended drawings. Rather, the disclosure is to cover all modifications, equivalents, combinations, subcombinations, permutations, groupings, and alternatives falling within the scope of this disclosure as defined by the appended claims.\nThis disclosure is susceptible of embodiment in many different forms. There are shown in the drawings and will herein be described in detail representative embodiments of the disclosure with the understanding that these illustrated examples are provided as an exemplification of the disclosed principles, not limitations of the broad aspects of the disclosure. To that extent, elements and limitations that are described, for example, in the Abstract, Summary, and Detailed Description sections, but not explicitly set forth in the claims, should not be incorporated into the claims, singly or collectively, by implication, inference or otherwise.\nFor purposes of the present detailed description, unless specifically disclaimed: the singular includes the plural and vice versa; the words “and” and “or” shall be both conjunctive and disjunctive; the word “all” means “any and all”; the word “any” means “any and all”; and the words “including” and “comprising” and “having” mean “including without limitation.” Moreover, words of approximation, such as “about,” “almost,” “substantially,” “approximately,” and the like, may be used herein in the sense of “at, near, or nearly at,” or “within 0-5% of,” or “within acceptable manufacturing tolerances,” or any logical combination thereof, for example. Lastly, directional adjectives and adverbs, such as fore, aft, inboard, outboard, starboard, port, vertical, horizontal, upward, downward, front, back, etc., may be with respect to a motor vehicle, such as a forward driving direction of a motor vehicle when the vehicle is operatively oriented on a normal driving surface, for example.\nReferring now to the drawings, wherein like reference numbers refer to like features throughout the several views, there is shown in FIG. 1 a representative automobile, which is designated generally at 10 and portrayed herein for purposes of discussion as a four-door sedan-style passenger vehicle. Packaged within the vehicle body 12 of automobile 10 is a representative fuel cell system, designated generally at 14, for powering one or more traction motors 16 operable for driving the vehicle's road wheels 18. The illustrated automobile 10—also referred to herein as “motor vehicle” or “vehicle” for short—is merely an exemplary application with which aspects and features of this disclosure may be practiced. In the same vein, implementation of the present concepts into a fuel cell system 14 should also be appreciated as an exemplary application of the novel concepts disclosed herein. As such, it will be understood that aspects and features of the present disclosure may be applied to other electric drive traction systems, implemented for any logically relevant type of motor vehicle, both hybrid and full electric, and utilized for both automotive and non-automotive applications alike. Lastly, the drawings presented herein are not necessarily to scale and are provided purely for instructional purposes. Thus, the specific and relative dimensions shown in the drawings are not to be construed as limiting.\nProton exchange membrane fuel cell system 14 of FIG. 1 is equipped with one or more fuel cell stacks 20, each of which is composed of multiple fuel cells 22 of the PEM type (or “PEMFC”) that are mounted, e.g., in series, to one another. In the illustrated architecture, each fuel cell 22 is assembled as a multi-layer construction with an anode side 24 and a cathode side 26 that are separated by a proton-conductive perfluorosulfonic acid membrane 28 (also referred to herein as “electrolyte membrane”). An anode diffusion media layer 30 is located on the anode side 24 of the PEMFC 22, with an anode catalyst layer 32 interposed between and operatively connecting the membrane 28 and corresponding diffusion media layer 30. Likewise, a cathode diffusion media layer 34 is located on the cathode side 26 of the PEMFC 22, with a cathode catalyst layer 36 interposed between and operatively connecting the membrane 28 and corresponding diffusion media layer 34. These two catalyst layers 32 and 36 cooperate with the membrane 28 to define, in whole or in part, an MEA 38.\nThe diffusion media layers 30 and 34 are porous constructions that provide for fluid inlet transport to and fluid exhaust transport from the MEA 38. An anode flow field plate (or “bipolar plate”) 40 is provided on the anode side 24 in abutting relation to the anode diffusion media layer 30. In the same vein, a cathode flow field plate (or “bipolar plate”) 42 is provided on the cathode side 26 in abutting relation to the cathode diffusion media layer 34. Coolant flow channels 44 traverse each of the bipolar plates 40 and 42 to allow cooling fluid to flow through the fuel cell 22. Respective fluid inlet ports and manifolds (not visible in the view provided) direct hydrogen-based fuel and oxidant to passages in the anode and cathode flow field plates 40, 42. The MEA 38 and bipolar plate 40, 42 may be stacked together between stainless steel clamping plates 41 and 43 and monopolar end plates (not shown). These clamping plates 41, 43 may be electrically insulated from the end plates by a gasket or dielectric coating (not shown).\nHydrogen (H2) inlet flow—be it gaseous, concentrated, mixed, entrained or otherwise—is transmitted from a hydrogen/nitrogen source 46 to the anode side 24 of the fuel cell stack 20 via a fluid injector 47 coupled to a (first) fluid intake conduit or hose 48. Anode exhaust exits the stack 20 via a (first) fluid exhaust conduit or manifold 50; the exhaust manifold 50 directs anode exhaust to a collection sump 78. A central active region of the anode bipolar plate 40 that confronts the proton-conductive membrane 28 may be fabricated with a working face (not visible) having an anode flow field with serpentine flow channels for distributing hydrogen over an opposing face of the membrane 28. A compressor or pump or other pneumatic supply 52 provides cathode inlet flow, e.g., of ambient air, deionized water (DI H2O), and/or concentrated gaseous oxygen (O2), via a (second) fluid intake conduit or hose 54 to the cathode side 26 of the stack 20. Cathode exhaust is expelled from the stack 20 via a (second) fluid exhaust conduit or manifold 56. A hydrogen bleed valve 49 selectively bleeds or otherwise redirects hydrogen flow from the anode's fluid intake conduit 48 to the cathode inlet (e.g., via fluid intake conduit 54), as discussed in more detail below. In the same vein, an oxygen bypass valve 53 selectively bypasses or otherwise redirects air to one or both of the exhaust manifolds 50, 56 so as to dilute outlet hydrogen concentration.\nProgrammable electronic control unit (ECU) 72 helps to control operation of the fuel cell system 14. As an example, ECU 72 receives one or more temperature signals T1 from a fluid temperature sensor that indicate a temperature of a coolant fluid; ECU 72 may responsively issue one or more command signals C1 to modulate system operation. This ECU 72 may also receive one or more temperature signals T2 from a stack temperature sensor that indicates, for example, operating and non-operating temperatures of the stack 20; ECU 72 may responsively issue one or more command signals C2 to modulate operation of the stack 20 (e.g., to generate increased waste heat). The ECU 72 may also receive one or more fuel cell voltage signals from voltage/current sensor 70; responsive to these signals, the ECU 72 may issue one or more command signals C3 to modulate current and voltage flow across the fuel cell stack 20. Additional sensor signals SN may be received by, and additional control commands CN may be issued from the ECU 72, e.g., to control any other sub-system or component of the vehicle 10. In FIG. 1, the arrows originating from or terminating at ECU 72 are emblematic of electronic signals or other communication exchanges by which data and/or control commands are transmitted from one component to the other.\n Vehicle ECU 72 of FIG. 1 incorporates a battery management subsystem employing battery state estimation techniques using one or more reference electrodes (FIG. 2) to measure a voltage and/or current of the cathode (or anode) half-cell. Direct measurement of the half-cell voltage helps to enhance fast-charge capabilities, e.g., by providing a clearer indication of conditions where lithium plating can initiate. In this regard, the vehicle 10 is shown stock equipped with an electric storage unit, portrayed in the drawings as a longitudinally mounted traction battery pack 82. According to the representative configuration, the traction battery pack 82 is generally composed of an array of lithium-ion battery modules 84 arranged in a pattern of rows and columns, and a battery support tray 86 that provides subjacent support for the battery modules 84. Aspects of the disclosed concepts may be similarly applicable to other electric storage unit architectures, including those employing nickel metal hydride (NiMH) batteries, lead acid batteries, lithium polymer batteries, or other applicable type of rechargeable electric vehicle batteries (EVB). Battery pack 82 may optionally be composed of greater or fewer battery modules 84 that may be arranged in similar or alternative patterns from that which are shown in the drawings. Each of the illustrated battery modules 84 may include a series of pouch/prismatic battery cells, such as prismatic lithium ion (Li-ion) or Li-ion polymer battery cells and nickel-metal hydride (NiMH) battery cells, for example. For simplification of design and maintenance, and for reduction in cost, each module 84 may be approximately the same size or otherwise substantially identical.\nAn individual lithium-ion battery module 84 may be typified by a single rechargeable battery cell assembly, an example of which is designated generally 100 in FIG. 2, or multiple battery cell assemblies 100 (e.g., 20-30) that are stacked and connected in parallel or series for storing and supplying electrical energy. As shown, each battery cell assembly 100 is a multi-layer construction that is provided with an outer battery housing, which is represented in the drawings by an envelope-like pouch 110 with two generally flat, rectangular major facing sides 112 and 114. The respective sides 112, 114 of the pouch 110 may be formed of aluminum sheet or foil or other suitable material, both sides of which may be coated with a polymeric material that insulates the metal from the cell elements and from any adjacent cells. These two sides 112, 114 are connected, e.g., via welding or crimping or other appropriate joining technique, to generally enclose therein a liquid electrolyte composition (shown schematically at 116) that conducts positive Lithium ions between working and reference electrodes. Extending outwardly from longitudinal edges of the two major sides 112, 114 of pouch 110 are negative and positive tabs 118 and 120, respectively, for making electrical connections with negative and positive electrodes of an electrode assembly (discussed below) fitted within the internal volume of pouch 110. While shown as a silicon-based, Li-ion “pouch cell” battery, the battery cell assemblies 100 may be adapted to other constructions, including cylindrical and prismatic constructions.\n Pouch 110 is shaped and sized to store therein a single unit or a stack of repeated units of lithium-ion cell components, with a single unit generally composed of a first working (anode) electrode 122 layer, a second working (cathode) electrode 124 layer, and a series of separator sheets 126 interleaved between the anode layer 122, cathode layer 124, and the major sides 112, 114 of pouch 110. Although FIG. 2 illustrates only one unit of cell components inserted within the pouch 110, it should be appreciated that the pouch 110 may stow therein a sandwiched stack of multiple cell component units (e.g., five to fifteen units). The anode electrode 122 and cathode electrode 124 are operatively attached to the pouch 110, and placed in electrochemical contact with the electrolyte composition 116 such that ions are transferable therebetween. Reference to the first working electrode 122 as an “anode” or “anode electrode” or “positive electrode” is not intended to limit the first working electrode 122 to a particular polarity as the designation of a particular electrode as anode or cathode may change depending on how the battery cell assembly 100 is being operated (e.g., whether the process is oxidation or reduction). In the same vein, any reference to the second working electrode 124 as a “cathode” or “cathode electrode” or “negative electrode” should not be construed as limiting the second working electrode 124 to a particular polarity or functionality.\nWith continuing reference to FIG. 2, anode electrode 122 may be fabricated from a material that is capable of incorporating lithium ions during a battery charging operation, and releasing lithium ions during a battery discharging operation. Exemplary anode electrode 122 materials suitable for this function may include, but are not limited to, carbon materials (e.g., graphite, coke, soft carbons, and hard carbons) and metals (e.g., Si, Al, Sn, and/or alloys thereof). In this regard, the cathode electrode 124 is fabricated from a material that is capable of supplying lithium ions during a battery charging operation, and incorporating lithium ions during a battery discharging operation. The cathode 240 material may include, for instance, a lithium metal oxide, phosphate, or silicate, such as LiMO2 (M=Co, Ni, Mn, or combinations thereof); LiM2O4 (M=Mn, Ti, or combinations thereof); LiMPO4 (M=Fe, Mn, Co, or combinations thereof); and LiMxM′2-xO4 (M, M′=Mn or Ni). It may be desirable that the anode electrode 122 and cathode electrode 124 be fabricated from materials that exhibit a long cycle life and calendar life, and do not experience significant resistance increase throughout the life of the battery. Separators sheets 126 may each be composed of a porous polyolefin membrane, e.g., with a porosity of about 35% to 65%, and a thickness of approximately 25-30 microns. These separator sheets 126 may be modified, for instance, by the addition of electrically non-conductive ceramic particles (e.g., silica) that are coated on the porous membrane surfaces.\nInserted into the pouch 110 is a separator-sheet-supported reference electrode assembly 130, which is interposed between the anode electrode 122 and the cathode electrode 124, placed in electrochemical contact with the electrolyte composition 116. Locating the reference electrode assembly 130 between the anode electrode 122 and cathode electrode 124 helps to minimize or otherwise avoid electrical edge effects. For at least some embodiments, the reference electrode assembly 130 (also referred to herein as “reference electrode” for simplicity) functions as a third electrode that independently measures voltage of the cathode electrode 124 and anode electrode 122. Moreover, the reference electrode assembly 130 may maintain a minimal thickness (e.g., approximately 20-30 microns) to cause minimal perturbation of the cell's voltage profile. This reference electrode assembly 130 of FIG. 2 is fabricated with a separator sheet 132 that supports thereon an electrical contact 134, an electrical track 136 and an electrical lead 138. This dedicated separator sheet 132 is fabricated from an electrically insulating, porous polymeric material, such as polyethylene (PE) or polypropylene (PP) or a combination of both. Thin porous separator sheet 132 may be interposed in face-to-face non-contacting relation between parallel faces of anode and cathode layers 122, 124, with the lithium ion-containing, liquid electrolyte solution 116 permeating and filling the pores and contacting the surfaces of the sheet 132. An optional jacket separator (not shown) may be disposed across and cover one or both sides of the separator sheet 132, e.g., to help ensure no direct physical contact with the positive and negative electrodes 122, 124.\nThe electrical contact 134, electrical track 136, and electrical lead 138 may be fabricated using any suitable method (e.g., etching, sputtering, inkjet, thin-film deposition, etc.) and from any appropriate electrically conductive material, such as gold, copper, silver, nickel, stainless steel, silver, carbon cloth, and conductive materials that are stable with respect to the potential of the electrode, which may be mixed with a suitable polymeric binder material. When measuring voltage, the reference electrode's contact, lead and track 134, 136, 138 may be sufficiently small (e.g., approximately 1-4 mm or less wide, and approximately 25 nm or less thick) so as to only draw an insignificant amount of current and to help ensure a minimal effect on the mating of the cell layers. The reference electrode assembly 130 may also be fabricated with an optimal porosity, e.g., approximately equal to a porosity of a pristine separator, that will not impede ion flux between the positive and negative electrodes 122, 124. In accord with the illustrated example, a support tab 140 projects transversely from a lateral edge of the elongated separator sheet 132; the electrical contact 134 is deposited on or otherwise affixed to the support tab 140. The electrical track 136 electrically connects the electrical lead 138 to the electrical contact 134. As shown, the electrical track 136 has opposing first and second track ends; the first track end adjoins the electrical contact 134 while the second track end adjoins the electrical lead 138 in what is shown as an I-shaped pattern. It should be appreciated that the reference electrode 130 may take on other patterns and may include more than one lead, track and/or contact. By way of non-limiting example, the reference electrode assembly 130 may be fabricated with an E-shaped electrical track that connects three discretely placed leads to a single contact.\nContinuing with the representative configuration illustrated in FIG. 2, the reference electrode assembly 130 is also fabricated with an intercalation electrode 142 that is deposited on the support sheet 132 and attached to the electrical lead 138. Acting as an active electrode material with added thermal stability and low hysteresis, the intercalation electrode 142 may be fabricated from a material including iron(III) phosphate (FePO4) or lithium iron phosphate (LiFePO4), including both crystalline and amorphous forms as well as hydrates and combinations of these compounds. For at least some desired applications, the electrical lead 138 is sandwiched between the intercalation electrode 142 and the separator sheet 132. Optionally, the intercalation electrode 142 may be deposited on and cover the electrical lead 138. In the illustrated assembly configuration, electrically non-conductive particles may be deposited to create a very thin alumina layer 144 that is deposited on and covers the intercalation electrode 142 and, consequently, the electrical track 136. This alumina | Disclosed are battery management systems with control logic for battery state estimation (BSE), methods for making/using/assembling a battery cell with a reference electrode, and electric drive vehicles equipped with a traction battery pack and BSE capabilities. In an example, a battery cell assembly includes a battery housing with an electrolyte composition stored within the battery housing. The electrolyte composition transports ions between working electrodes. A first working (anode) electrode is attached to the battery housing in electrochemical contact with the electrolyte composition. Likewise, a second working (cathode) electrode is attached to the battery housing in electrochemical contact with the electrolyte composition. A reference electrode is interposed between the first and second working electrodes, placed in electrochemical contact with the electrolyte composition. The reference electrode and one or both working electrodes cooperate to output a half-cell voltage signal that is indicative of a battery state of the battery cell assembly. | US:15/794,049 | https://patentimages.storage.googleapis.com/69/0c/af/f91ce89ad6fe91/US10418622.pdf | US:10418622 | Brian J. Koch, Charles W. Wampler, Mark W. Verbrugge, Daniel R. Baker | GM Global Technology Operations LLC | US:6103075, US:6639385, US:7324902, US:7373264, US:7109685, US:7612532, US:8054046, US:7768233, US:8198864, US:9513338, US:8581543, US:8212519, US:7928690, US:8836280, US:8108160, US:8321164, US:20140297084:A1, US:9337484, US:9172118, US:8170818, US:20110309838:A1, US:9176194, US:9354277, US:8645088, US:20150318502:A1, US:9461490, US:20160259011:A1, US:20160293991:A1, US:20160254562:A1, US:20160372777:A1, US:20150301116:A1, US:20160039419:A1, US:20160077160:A1, US:20170077507:A1, US:20190157710:A1, US:20180375132:A1 | Not available | 2019-09-17 | 1. A battery cell assembly for storing and supplying electrical energy, the battery cell assembly comprising:\na battery housing;\nan electrolyte composition stored within the battery housing and configured to conduct ions;\na first working electrode operatively attached to the battery housing in electrochemical contact with the electrolyte composition;\na second working electrode operatively attached to the battery housing in electrochemical contact with the electrolyte composition; and\na reference electrode interposed between the first working electrode and the second working electrode in electrochemical contact with the electrolyte composition,\nwherein the reference electrode and the second working electrode cooperate to output a half-cell voltage signal indicative of a battery state of the battery cell assembly.\n, a battery housing;, an electrolyte composition stored within the battery housing and configured to conduct ions;, a first working electrode operatively attached to the battery housing in electrochemical contact with the electrolyte composition;, a second working electrode operatively attached to the battery housing in electrochemical contact with the electrolyte composition; and, a reference electrode interposed between the first working electrode and the second working electrode in electrochemical contact with the electrolyte composition,, wherein the reference electrode and the second working electrode cooperate to output a half-cell voltage signal indicative of a battery state of the battery cell assembly., 2. The battery cell assembly of claim 1, wherein the reference electrode includes an electrical contact attached to a separator sheet., 3. The battery cell assembly of claim 2, wherein the separator sheet is fabricated from an electrically insulating, porous material., 4. The battery cell assembly of claim 2, wherein the reference electrode further includes a tab projecting transversely from the separator sheet, the electrical contact being affixed to the tab., 5. The battery cell assembly of claim 2, wherein the reference electrode further includes an electrical lead and an electrical track, the electrical track electrically connecting the electrical lead to the electrical contact., 6. The battery cell assembly of claim 5, wherein the electrical track has opposing first and second track ends, the first track end adjoining the electrical contact, and the second track end adjoining the electrical lead., 7. The battery cell assembly of claim 5, wherein the electrical lead, the electrical track, and the electrical contact are fabricated from a material including gold, copper, nickel, stainless steel, carbon cloth, and/or silver., 8. The battery cell assembly of claim 5, wherein the reference electrode further includes an intercalation electrode attached to the electrical lead., 9. The battery cell assembly of claim 8, wherein the intercalation electrode is fabricated from a material including iron(III) phosphate (FePO4) and/or lithium iron phosphate (LiFePO4)., 10. The battery cell assembly of claim 8, wherein the electrical lead, the electrical track, and the intercalation electrode are affixed to the separator sheet, wherein the electrical lead is sandwiched between the intercalation electrode and the separator sheet., 11. The battery cell assembly of claim 8, wherein the reference electrode further includes an alumina layer attached to the intercalation electrode., 12. The battery cell assembly of claim 11, wherein the electrical lead is deposited on the separator sheet, the intercalation electrode is deposited on and covers the electrical lead, the alumina layer is deposited on and covers the intercalation electrode, and a second separator sheet covers the electrical lead and the intercalation electrode., 13. The battery cell assembly of claim 1, wherein the battery housing includes a pouch with substantially planar top and bottom faces of flexible material, the pouch at least partially encasing therein the electrolyte composition, the first and second working electrodes, and the reference electrode., 14. An electric-drive vehicle, comprising:\na vehicle body;\na plurality of road wheels rotatably attached to the vehicle body;\na traction motor attached to the vehicle body and configured to drive one or more of the road wheels;\na traction battery pack attached to the vehicle body and electrically connected to the traction motor to transfer electric current therebetween, the traction battery pack including an array of battery cell assemblies, the battery cell assemblies each including:\na battery housing;\nan electrolyte composition stored within the battery housing and configured to conduct ions;\na first working electrode stored within the battery housing in electrochemical contact with the electrolyte composition;\na second working electrode stored within the battery housing in electrochemical contact with the electrolyte composition; and\na reference electrode interposed between the first and second working electrodes in electrochemical contact with the electrolyte composition; and\n\na vehicle controller communicatively connected to the traction battery pack, the vehicle controller being operable: to receive a half-cell voltage signal from the reference electrode and one or both of the first and second working electrodes, and determine a battery state of at least one of the battery cell assemblies from the half-cell voltage signal.\n, a vehicle body;, a plurality of road wheels rotatably attached to the vehicle body;, a traction motor attached to the vehicle body and configured to drive one or more of the road wheels;, a traction battery pack attached to the vehicle body and electrically connected to the traction motor to transfer electric current therebetween, the traction battery pack including an array of battery cell assemblies, the battery cell assemblies each including:\na battery housing;\nan electrolyte composition stored within the battery housing and configured to conduct ions;\na first working electrode stored within the battery housing in electrochemical contact with the electrolyte composition;\na second working electrode stored within the battery housing in electrochemical contact with the electrolyte composition; and\na reference electrode interposed between the first and second working electrodes in electrochemical contact with the electrolyte composition; and\n, a battery housing;, an electrolyte composition stored within the battery housing and configured to conduct ions;, a first working electrode stored within the battery housing in electrochemical contact with the electrolyte composition;, a second working electrode stored within the battery housing in electrochemical contact with the electrolyte composition; and, a reference electrode interposed between the first and second working electrodes in electrochemical contact with the electrolyte composition; and, a vehicle controller communicatively connected to the traction battery pack, the vehicle controller being operable: to receive a half-cell voltage signal from the reference electrode and one or both of the first and second working electrodes, and determine a battery state of at least one of the battery cell assemblies from the half-cell voltage signal., 15. A method of assembling a battery cell assembly for storing and supplying electrical energy, the method comprising:\nreceiving a battery housing;\ndisposing an electrolyte composition within the battery housing, the electrolyte composition being configured to conduct ions;\noperatively attaching a first working electrode to the battery housing in electrochemical contact with the electrolyte composition;\noperatively attaching a second working electrode to the battery housing in electrochemical contact with the electrolyte composition; and\npositioning a reference electrode between the first working electrode and the second working electrode such that the reference electrode is in electrochemical contact with the electrolyte composition,\nwherein the reference electrode and the second working electrode cooperate to output a half-cell voltage signal indicative of a battery state of the battery cell assembly.\n, receiving a battery housing;, disposing an electrolyte composition within the battery housing, the electrolyte composition being configured to conduct ions;, operatively attaching a first working electrode to the battery housing in electrochemical contact with the electrolyte composition;, operatively attaching a second working electrode to the battery housing in electrochemical contact with the electrolyte composition; and, positioning a reference electrode between the first working electrode and the second working electrode such that the reference electrode is in electrochemical contact with the electrolyte composition,, wherein the reference electrode and the second working electrode cooperate to output a half-cell voltage signal indicative of a battery state of the battery cell assembly., 16. The method of claim 15, wherein the reference electrode includes an electrical contact, an electrical lead, and an electrical track, the electrical track electrically connecting the electrical lead to the electrical contact, the electrical lead, the electrical track, and the electrical contact all being attached to an electrically insulating separator sheet., 17. The method of claim 16, wherein the reference electrode further includes an intercalation electrode attached to the electrical lead., 18. The method of claim 17, wherein the electrical lead, the electrical track, and the electrical contact are fabricated from a first material including gold, copper, stainless steel, nickel, carbon cloth, and/or silver, and wherein the intercalation electrode is fabricated from a second material including iron(III) phosphate (FePO4) and/or lithium iron phosphate (LiFePO4)., 19. The method of claim 17, wherein the reference electrode further includes an alumina layer attached to the intercalation electrode., 20. The method of claim 15, wherein the battery housing includes a pouch with substantially planar top and bottom faces of flexible material, the pouch at least partially encasing therein the electrolyte composition, the first and second working electrodes, and the reference electrode. | US | United States | Active | H | True |
| 34 | Rapid charging electric vehicle and method and apparatus for rapid charging \n | US11342602B2 | This is a Continuation of U.S. patent application Ser. No. 15/712,980, filed Sep. 22, 2017 which is a Continuation of U.S. patent application Ser. No. 13/190,235, filed Jul. 25, 2011, all of which are hereby incorporated by reference herein.\nThe present invention relates generally to electric vehicles and more specifically to an electric vehicle for rapid charging.\nThere are many obstacles in developing a pure electric vehicle—an electric vehicle running solely on an electric vehicle battery, as opposed to a hybrid electric vehicle that also includes an internal combustion engine—having mass market appeal. One such obstacle is overcoming “range anxiety,” which is the fear that the electric vehicle battery will run out of charge before the vehicle reaches its destination. Actual range varies with driver operation and frequently has been found to be worryingly less than expected, especially in heavily populated areas where traffic speed is variable, while the demands on the battery from non-motive peripherals are constant (air conditioning, heating, lighting, etc. . . . ). This varying range prevents electric vehicle users from accurately planning the actual transportation range of their electric vehicles even if the users know the percentage that the electric battery is charged at the beginning of a trip. In order to reduce range anxiety, attempts have been made to extend the range of the vehicle (i.e., “range extension”) by increasing the amount of battery energy per vehicle. However, increasing the amount of battery energy per vehicle has been limited by the slow progress in the increase of practical energy density in large electric vehicle batteries. Additionally, although the use of hybrid electric vehicles reduces range anxiety, the use of electric and combustion drive systems together increases costs and does not fulfill the broader objectives for zero emissions and zero petroleum consumption.\nAn electric vehicle is provided. The electric vehicle includes an electric battery powering a drive system of the vehicle. The battery has a housing and a plurality of cells within the housing. The cells are spaced apart by interconnectors. The electric vehicle also includes a coolant delivery. The coolant delivery delivers coolant to the interconnectors.\nAn electric vehicle is also provided that includes an electric battery powering a drive system of the vehicle. The battery has a housing having a coolant input and coolant output for passing coolant through the housing. The electric vehicle also includes a coolant delivery delivering coolant to the coolant input. The coolant delivery is connected to a receptacle on the surface of the vehicle.\nAn electric battery powering a drive system of the vehicle is also provided. The electric battery includes a housing and a plurality of cells within the housing. The cells are spaced apart by interconnectors. The housing has a coolant input and coolant output for passing coolant through the interconnectors.\nThe present invention is described below by reference to the following drawings, in which:\n FIG. 1a schematically shows a rapid charging station for charging an electric vehicle according to an embodiment of the present invention;\n FIG. 1b schematically shows an alternative embodiment of a rapid charging station for charging an electric vehicle;\n FIG. 2 shows one exemplary embodiment of an electric vehicle battery;\n FIG. 3 shows a perspective view of an electric vehicle battery assembly according to an embodiment of the present invention;\n FIG. 4 shows an embodiment of an electric vehicle battery assembly according to another embodiment of the present invention; and\n FIG. 5 shows a graph plotting battery temperature versus time for a three cell battery rapidly charged at a 20 minute rate.\nBecause the predictable range of an electric vehicle is difficult to determine and because increasing the practical energy density in large electric vehicle batteries is progressing slowly, increasing the availability of rapid roadside charging may encourage acceptance of pure electric vehicles. Roadside as used herein is defined as being any location that is accessible off a public roadway. For example, all gas stations accessible to the public are considered as being roadside according to the definition of roadside used herein. Combining the availability of rapid roadside charging with overnight charging, which itself does not reduce range anxiety because it does not extend the range of a vehicle in transit, may further increase the convenience and appeal of pure electric vehicles. Broader acceptance of pure electric vehicles may achieve economies of scale that may make electric vehicles and the underlying energy used to charge electric vehicle batteries dramatically less costly than conventional internal combustion drive vehicles or hybrid electric vehicles.\nEmbodiments of the present invention provide high power DC electric supply roadside charging stations capable of delivering up to 300 kW per electric vehicle (e.g., for 6 minutes charging of a 30 kWh electric vehicle battery) or more together with a coolant for cooling the electric vehicle battery during charging so that the battery does not overheat (up to ˜50 kW of heat for example may be expected to be generated during 6 to 12 minutes of charge time). Conventional cooling techniques, such as cooling the surface or exterior of high voltage electric batteries, may not efficiently cool the heat generated by rapid charging stations delivering up to 300 kW or more per electric vehicle. Because heat generated by charging is primarily generated internally within the electric vehicle battery, cooling the external surface of the electric vehicle battery is inefficient and high temperature gradients within the battery stack itself may lead to battery damage and early failure due to an undesirable rise in temperature, increasing costs and the likelihood of dangerous thermal runaway of the battery.\nFurther, embodiments of the present invention may allow for an efficient and safe method of internal battery stack cooling during high rate charging and may provide a unique and highly effective universal thermal management system. Additionally, the embodiments only add minimal onboard volume and weight to electric vehicles because the coolant and an optional heat exchanger are external to the electric vehicle and are applied during charging. In contrast to electric vehicles that exclusively use onboard cooling systems, having a coolant supply and heat exchanger external to the electric vehicle may increase the range of an electric vehicle and help diminish range anxiety.\nAdvantageously, an existing onboard coolant system may be modified to provide connections to the external coolant supply of the recharging stations of the present invention.\n FIG. 1a schematically shows rapid charging station 60 for charging an electric vehicle 20 according to an embodiment of the present invention. For example, electric vehicle 20 may be charged according to the methods disclosed in U.S. patent application Ser. No. 13/190,197, no published as US 2013/0026998, on Feb. 23, 2012, filed on the same date as U.S. patent application Ser. No. 13/190,235, of which the present application claims the benefits of, the entire disclosure of U.S. Ser. No. 13/190,197 is also hereby incorporated by reference herein. In the preferred embodiment of the present invention, electric vehicle 20 is a pure electric vehicle including an electric vehicle battery 30, but not an internal combustion engine, powering a drive system of vehicle 20. In an alternative embodiment, electric vehicle 20 may be a hybrid electric vehicle and may include an internal combustion engine working in cooperation with electric vehicle battery 30. Vehicle 20 may include a controller 28 coupled to electric vehicle battery 30 for determining the state of battery 30 and for regulating the operation and charging of battery 30 accordingly.\n FIG. 2 shows one exemplary embodiment of electric vehicle battery 30 in more detail. Electric vehicle battery 30 may be a modular battery including a plurality of battery cells 32 separated by a plurality of internal channels 34 in battery 30 in between cells 32. Channels 34 are preferably at least partially filled with porous compressible interconnectors 36, which act to provide an electrically-conducting interconnection between adjacent cells 32 while also allowing coolant to be passed through internal channels 34 between cells 32 to cool cells 32 during charging. In preferred embodiments, battery 30 is the battery disclosed in U.S. Pub. No. 2009/0239130, the entire disclosure of which is hereby incorporated by reference herein, with interconnectors 36 and cells 32 being formed in the same manner as the interconnectors and the planar cell modules, respectively, disclosed in U.S. Pub. No. 2009/0239130. Cells 32 each include a positive and a negative electrode, with the positive electrodes connecting to a positive terminal 39 and the negative electrodes connecting to a negative terminal 40.\nCompressible interconnectors 36 may be made any material that has sufficient properties such as, for example a wire mesh, metal or carbon fibers retained in a compressible elastomeric matrix, or an interwoven conducting mat, consistent with the requirement for a compressible flexible electrically-conducting interconnection between adjacent cell plate module surfaces while maintaining sufficient spacing for coolant to be passed through internal channels 34 to cool cells 32 during charging. In a preferred embodiment, interconnectors 36 may be porous, corrugated and highly conductive for faster and more efficient and laminar cooling. In the illustrative example in FIG. 2, six cells 32 are contained in a stacked array within an enclosure 25 which, in this embodiment, is of rectangular cross section. Although only six cells 32 are shown, battery 30 may include more than thirty cells 32 and may include a hundred to hundreds of cells 32 interconnected to make a very high-voltage battery stack. Enclosure 25 includes inputs and outputs, which may be automatically opened or closed, allowing coolant to be passed through channels 34.\nIn alternative embodiments, interconnectors 36 may not be electrically and/or thermally conductive, but may simply be provided between cells 32 to space cells 32 apart from each other to form channels 34 between cells. In these embodiments, cells 32 may be formed as insulating pouches with conductive tabs at the ends thereof which allow coolant passing through channels 34 formed by interconnectors 36 to cool cells 32.\nThe power terminals 39, 40 connect internally to the ends of the cell module battery stack through an internal power bus 31 for the positive terminal 39 and electrically conductive enclosure 25 may serves as a negative bus 29 to negative terminal 40 or a negative bus may additionally be provided for negative terminal 40. Enclosure 25 may provided with external multipin connectors 37, 38, which may be electrically connected by sense lines to electrical feed throughs 35, for monitoring cell voltage and cell temperature, respectively. One set of multipin connectors 37, 38 may be provided for each cell 32. In order to provide cell voltage and cell temperature information for controlling the charging of battery 30, multipin connectors 37, 38 may transmit voltage and cell temperature measurements to controller 28 (FIG. 1a ).\nReferring back to FIG. 1a , rapid charging station 60 may include a high power charging source 62 for rapidly charging battery 30 of vehicle 20 and a coolant source 64 for supplying coolant internally to battery 30 via channels 34 (FIG. 2) as battery 30 is rapidly charged by high power charging source 62, which in a preferred embodiment is a high powered DC power source. In preferred embodiments, high power charging source 62 may be a battery or super capacitor capable of discharging at high rates and being recharged with off-peak electricity, which is cheaper and less likely to cause power grid disruptions. The driver of vehicle 20 may pull into rapid charging station 60, turn off vehicle 20 and insert a connector 42 on an end of a supply line 68 of rapid charging station 60 into a corresponding receptacle 50 of vehicle 20 that is accessible from the outside of vehicle 20. Connector 42 may be for example one of the connectors disclosed in copending application Ser. No. 13/190,225 now published as US 2012/0043935 A1 on Feb. 23, 2012, having the same inventors and filed on the same date as U.S. patent application Ser. No. 13/190,235, of which the present application claims the benefits of, the entire disclosure of U.S. Ser. No. 13/190,225 is hereby incorporated by reference herein. In the embodiment shown in FIG. 1a , supply line 68 extends outside of a base portion 72 and includes an electrical supply line 68 a, which may be a cable, coupled to high power charging source 62 and a coolant supply line 68 b, which may be a hose, coupled to coolant source 64. The driver may insert connector 42 into receptacle 50 of vehicle 20 such that connector 42 is temporarily locked into place in receptacle 50. Receptacle 50 may include one or more grooves 52 formed therein for receiving a corresponding number of protrusions 44 extending radially from connector 42. Protrusions 44 may be spring loaded with respect to connector 42 and may be forced to retract radially into connector 42 via contact with the outside of receptacle 50 and then actuate radially outward into grooves 52 once connector 42 is in receptacle 50. Protrusions may also be retracted via the driver pushing a locking/unlocking actuator 46, which in this embodiment is a push button on connector 42, and once connector 42 is inserted in receptacle 50, actuator 46 may be released so protrusions 44 enter into grooves 52. After connector 42 is locked in place in receptacle 50, with protrusions 44 cooperating with grooves 52 to prevent connector 42 from being pulled out of receptacle 50, the driver may activate a charging/cooling actuator, which in this embodiment is in the form of a handle 48 that may be gripped and squeezed toward connector 42 to begin the flow of current from high power energy source 62 and the flow of coolant from coolant source 64 into battery 30.\nIn this embodiment, in order to charge battery 30 during extended periods of nonuse, vehicle 20 includes a separate receptacle 150 for coupling to a charger that is plugged into a standard 120 volt or 240 volt AC electrical outlet present in a garage of a home or any other residence or business for overnight charging in order to fully or partially charge electric vehicle battery 30. A charging cord extending from the charger to battery 30 may be detachably coupled to an electric conduit 154 via receptacle 150 in order to the fully or partially charge electric vehicle battery 30. Due to the limited rate at which battery 30 may be charged by a standard 120 volt or 240 volt AC electrical outlet, providing external coolant into battery 30 during charging via a standard 120 volt or 240 volt AC electrical outlet is not necessary. In another embodiment, an onboard charger 151 is coupled to electric vehicle battery 30 via n electrical conduit 154 and detachably connected to a standard 120 volt or 240 volt AC electrical outlet via receptacle 150.\nA controller 70 may be provided for controlling the amount of charge supplied to battery 30 from high power charging source 62 and to control the amount of coolant supplied to battery 30 from coolant source 64 (and back into coolant source 64 in embodiments where the coolant is recycled). As vehicle 20 is connected to rapid charging station 60 for charging battery 30, controller 70 may be brought into communication with controller 28 of battery 30 such that controller 70 may regulate the supply of electrical charge from high power charging source 62 and the supply of coolant from coolant source 64 according to the present state of battery 30. For example, if due to the weather conditions or the manner in which vehicle 20 has been driven, battery 30 is warmer or cooler than usual (for example as sensed by sensors 115 shown in FIG. 4), the supply of coolant from coolant source 64 may be increased or decreased accordingly. Also, if battery 30 is partially charged and only needs to be charged a small amount, controller 70 may limit the supply of electrical charge from high power charging source 62 to below the maximum charging rate and adjust the flow rate of coolant from coolant source 64 to a corresponding value. Controller 28 may also provide controller 70 with information regarding the present chemistry of battery 30, as sensed at battery 30, and controller 70 may control the charging and cooling of battery 30 based on the chemistry of battery 30 to allow for the safest protocols for recharging battery 30. For example, an older battery 30 may not take the fastest recharging rates or may have a slightly different chemistry and may be charged by rapid charging station 60 according to preset chemistry charging and cooling rates stored in controller 70.\n Controller 70 may include a memory that correlates the amount of coolant to be supplied to the charge supplied and also optionally to the temperature of battery 30. Controller 70 may also be a coupled to a touchscreen 71 and a credit card receptacle 73. Along with displaying the amount owed by the vehicle owner on touchscreen 71, controller 70 may also provide information to an operator of roadside charging station 60 for charging the amount owed to the vehicle owner, for example in calculating the charge delivered and the price to be charged for the roadside recharging. Touchscreen 71 may present the driver with charging/cooling and payment options and controller 70 may control the supply of coolant and charge according to the driver's selections. A driver may insert a credit or debit card into credit card receptacle 73 and a processor in controller 70 may process the payment.\nAfter rapid charging station 60 is instructed to begin charging, rapid charging station 60 provides current from high power charging source 62 and coolant from coolant source 64 to battery 30 until battery 30 is sufficiently charged. Coolant is pumped by a pump 74 through coolant supply line 68 b. The coolant exits coolant supply line 68 b at a coolant supply section 84 in connector 42 and enters into a coolant supply conduit 26 in vehicle 20 at a coolant inflow section 94 in receptacle 50. Coolant supply conduit 26 is coupled to the inputs of channels 34 (FIG. 2) and supplies coolant to battery 30. Current is sent from high power energy source 62 by a power feeding apparatus 76 through electrical supply line 68 a. The current exits electrical supply line 68 a at an electrical supply section 82 in connector 42 and enters into an electrical conduit 24 in vehicle 20 at an electrical inflow section 92 in receptacle 50. Electrical conduit 24 in vehicle 20 supplies the current to terminals 39, 40 to charge battery 30. In order to prevent connector 42 from being removed from receptacle 50 while current and coolant are being supplied into vehicle 20, protrusions 44 are prevented from being retracted into connector 42 during charging. Connector 42 may also include spring loaded couplings at or near coolant supply section 84 that allow for quick sealing of supply section 84 during the removal of connector 42 from receptacle 50 to prevent coolant leakage.\nIn another embodiment, the actuation of protrusions 44 and/or an additional locking mechanism may be controlled by controller 70. For example, after connector 42 is inserted into receptacle 50, controller 70 may direct actuators coupled to protrusions 44 to lock protrusions 44 into grooves 52 or to slide the additional locking mechanism into a locking position before charging and cooling may begin. Then, after charging and cooling is complete, controller 70 may direct actuators coupled to protrusions 44 to unlock protrusions 44 from grooves 52 or to slide the additional locking mechanism into an unlocking position.\nIn order to ensure that coolant supply section 84 and coolant inflow section 94 are sufficiently coupled together to prevent coolant leakage, a pre-test for integrity and leak-tightness of the coolant connections, for example by air pressure, may be performed before coolant is output from connector 42 into receptacle 50.\n FIG. 1b schematically shows an alternative embodiment of a rapid charging station 60′ for charging an electric vehicle 20′. Rapid charging station 60′ and vehicle 20′ are configured to operate in the same manner as rapid charging station 60 and vehicle 20 as described herein, but are configured for recycling coolant back into coolant source 64 during charging. Accordingly, all of the reference numbers shown in FIG. 1b , if not discussed, refer to the same components as discussed with respect to FIG. 1a . After coolant passes through battery 30 and exits the coolant output of battery 30 via the outlets of channels 34 (FIG. 2), the heated coolant enters into a coolant return conduit 27 coupled to the outlets of channels 34. The heated coolant then is pumped out of a coolant outflow section 96 in receptacle 50 into a coolant return section 86 in a connector 42′ and through a return line 68 c into coolant source 64 by a return pump 75 controlled by controller 70. The heated coolant is forced through a heat exchanger 67 that is coupled to a refrigeration unit 66 to cool the heated coolant for reuse. After the coolant is sufficiently cooled the coolant may be pumped from coolant source 64 via pump 74 back into vehicle 20 for further cooling of battery 30. In order to prevent connector 42 from being removed from receptacle 50 before coolant is recycled back into connector 42, connector 42 may include a sensor in communication with controller 70 such that controller 70 may prevent protrusions 44 from being retracted into while coolant is being passed from coolant outflow section 96 to coolant return section 86.\nIn alternative embodiments, connector 42 or 42′ may be robotically operated automatically by controller 70 of rapid charging station 60 or 60′, instead of connector 42 or 42′ being manually operated by a driver of vehicle 20 or 20′. A robotic arm may extend from base portion 72 and may include sensors for locating receptacle 50 or 50′. A user may activate the robotic arm for example by inserting a card into credit card receptacle 73 or by interaction with touchscreen 71 and the robotic arm may insert connector 42 or 42′ into receptacle 50 or 50′. After connector 42 or 42′ is inserted into receptacle 50 by the robotic arm, controller 70 may direct actuators coupled to protrusions 44 to lock protrusions 44 into grooves 52 or to slide an additional locking mechanism into a locking position before charging and cooling may begin.\nReferring to FIGS. 1a and 1b , after battery 30 is charged by rapid cooling station 60 or rapid cooling station 60′, battery 30 may be internally air-cooled or heated by passing air through interconnectors 36. The air may be may be supplied during non-charging times, such as during driving, using air blown from a temperature control system 54 of vehicle 20 or 20′. Temperature control system 54 may be an existing on-board air conditioning or air-heating system and in a preferred embodiment is a heating, ventilation and air conditioning (“HVAC”) system on vehicle 20 or 20′. For instance, heated air blown from temperature control system 54 may be used during the coldest days of winter months for efficient and rapid battery warm up, which is advantageous because batteries loose considerable capacity (and therefore driving range) at low temperatures. Then, as the battery heats up to the normal operating temperature, any waste heat generated thereafter may be used for space heating or cooling (e.g., via a small heat pump), thereby utilizing otherwise wasted energy (further extending the range of vehicle 20 or vehicle 20′) and controlling the rising of the temperature of battery 30 during accelerating and braking transients.\nIn embodiments of the present invention, coolant supply conduit 26 and coolant return conduit 27, if provided, may be coupled to temperature control system 54, which may be controlled by controller 28 based on the temperature of cells 32. Accordingly, the outlet of coolant supply conduit 26 and the inlet of coolant return conduit 27 may be used for thermal management of battery 20 to pass coolant through channels 34 (FIG. 2) during the operation of vehicle 20 or vehicle 20′ and then for cooling of battery 30 with coolant supplied by rapid charging station 60 or rapid charging station 60′ and passed through channels 34 during recharging. A switching valve 56 may be provided to alternately couple the input of battery 30 to external coolant supplied from rapid charging station 60 or 60′ through coolant supply conduit 26 or to internal coolant supplied from temperature control system 54 through an internal supply conduit 58. A switching valve 57 (FIG. 1b ) may also be provided to alternately couple the output of battery 30 to return line 68 c of rapid charging station 60′ through coolant return conduit 27 or to temperature control system 54 through an internal return conduit 59. Controller 28 may selectively control switching valves 56, 57 to provide internal coolant or external coolant depending on whether connector 42 or 42′ is inserted in the corresponding receptacle 50 or 50′.\nIn other embodiments of the present invention, temperature control system 54 may be on-board cooling system including a liquid cooling circuit for passing liquid coolant internally through channels 34 of battery 30 during the operation of vehicle. In these embodiments, the cooling circuit may be selectively coupled to the input and output of channels 34. For example, switching valves 56, 57 alternately couple the coolant supply conduit 26 and coolant return conduit 27 to the liquid cooling circuit during driving and to supply line 68 during charging. A heat exchanger may be provided in the liquid cooling circuit downstream of battery 30 to remove the heat from the liquid coolant.\n FIG. 3 shows a perspective view of an electric vehicle battery assembly 110 according to an embodiment of the present invention. Electric vehicle battery assembly 110 includes battery 30 having a coolant delivery 112 coupled to receptacle 50 or 50′ via coolant conduit 26 and to the coolant input of battery 30 for delivering coolant into battery 30 and a coolant return 114 coupled to the coolant output of battery 30 for receiving the coolant after the coolant has passed internally through battery 30 to cool cells 32. In this embodiment, coolant delivery 112 is in the form of an entry plenum 112 a coupled to a first lateral edge thereof and coolant return 114 is in the form of an exit plenum 114 a coupled to a second lateral edge thereof. As similarly discussed above with respect to FIG. 2, battery 30 includes a plurality of cells 32 extending between the first and second lateral edges of battery 30 that are spaced apart from each other by channels 34, which also extend between the first and second lateral edges, including interconnectors 36 (FIG. 2) therein. Coolant may enter into entry plenum 112 a from coolant supply conduit 26 and, due to the rate at which the coolant is traveling, is forced into each channel 34 and passed through the openings or pores in each channel 34 between interconnectors 36. While inside channels 34, the coolant absorbs heat generated in cells 32 by the rapid charging of cells 32. After the coolant passes through interconnectors 36, and has removed heat from cells 32, the heated coolant may enter into exit plenum 114 a. The heated coolant, via the upstream pressure in the coolant stream, may be forced into coolant return conduit 27 for recycling back into rapid charging station 60′ (FIG. 1b ). In embodiments where the coolant is not recycled, where for example the coolant is air, the coolant may leave exit plenum 114 a and be released into the ambient air or passed through further components that utilize the heat absorbed by the coolant. In embodiments where more than one cell channel is supplied/returned via a common coolant plenum 112 a, 114 a, the coolant is preferably electrically insulating such that an external electric short is not formed between adjacent cells 32, which would be made worse as more cells 32 are electrically coupled together. In preferred embodiments, the electrically insulating coolant has a breakdown voltage well above the series voltage of cells that may be coupled together by the common coolant plenum 112 a or 114 a. \n FIG. 4 shows a plan view of an electric vehicle battery assembly 110′ according to an embodiment of the present invention. In this embodiment, coolant delivery 112 is in the form of a plurality of entry lines 116 coupled to coolant supply conduit 26, with each entry line 116 being coupled to an inlet of one of channels 34. Battery assembly 110′ may include a plurality of controllable valves 118, which in a preferred embodiment are solenoid valves, such that one valve 118 is provided for each channel 34 to control the flow of coolant into each channel individually, independent of the other channels 34. Battery assembly 110′ may also include a plurality of sensors 115, for measuring the temperature and voltage of each cell during charging. Sensors 115, may for example transmit temperature and voltage measurements for each of cells 32 through multipin connectors 37, 38 (FIG. 2) to controller 28 and based on the temperatures (and also optionally the voltage) of cells 32, controller 28 may individually vary the amount of coolant supplied to channels 34 using valves 118. Valves 118 of relatively cooler cells 32 may be adjusted by controller 28 to decrease the flow rate of coolant into those relatively cooler cells 32 and valves 118 of relatively warmer cells may be adjusted by controller 28 to increase the flow rate of coolant into those relative warmer cells 32. A common valve 120, which in a preferred embodiment is a solenoid valve, may also be provided upstream of entry lines 116 to control the coolant flow from coolant supply conduit 26 into channels 34. Controller 28 may adjust the flow rate for all of channels 34 as a group using common valve 120 based on temperature changes of battery 30 as a whole. Accordingly, coolant flow changes may be effected within vehicle 20 using valves 118, 120 and within rapid charging station using pump 74. In one embodiment, an additional pump may be provided in or at the outlet of coolant supply conduit 26 for further control of the coolant flow rate. A valve 122, which in this embodiment is a check valve, may also be provided at the outlet of exit plenum 114 a for preventing coolant or any other gas or liquid from entering into the outlets of channels 34. Independent control valves 118 and common valve 120 may also be used in electric vehicle battery assembly 110 shown in FIG. 3. Control valves 118 may be included between plenum 112 a and channels 34 at the entrance of each channel 34.\nReferring back to FIGS. 1a and 1b , in one preferred embodiment of the present invention, rapid charging station 60 or rapid charging station 60′ delivers approximately 300 kW to vehicle 20 or vehicle 20′ and may accordingly charge a 600 Volt, 30 kWh embodiment of battery 30, in approximately 6 minutes. During the approximately 6 minutes of rapid charging of 30 kWh embodiment of battery 30, approximately 50 kW of heat may be generated by cells 32 of the 30 kWh embodiment of battery 30. Without coolant being provided internally to the 30 kWh embodiment of battery 30 during such rapid charging, battery 30 may become permanently damaged or destroyed. Accordingly, sufficient coolant may be pumped from coolant source 64 through supply line 68 and coolant supply conduit 26 into battery 30 as current is supplied from high power charging source 62 through supply line 68 and electrical conduit 24 to absorb a portion of the heat emitted by battery 30 and prevent battery 30 from being damaged or destroyed during the charging.\nIn one example, battery 30 is a 300 Volt electric vehicle battery weighing 100 kg and after a full charge may supply 30 kWh to vehicle 20 or vehicle 20′. In this example, high power charging source 62 fully charges battery 30 in ten minutes, at 180 kW and battery 30 includes one hundred 3V cells 32 each having a resistance of 1 milliohm. The charging generates approximately 36 kW of heat for 10 minutes (˜6 kWh). | An electric vehicle is provided. The electric vehicle includes an electric battery powering a drive system of the vehicle. The battery has a housing and a plurality of cells within the housing. The cells are spaced apart by interconnectors. The electric vehicle also includes a coolant delivery. The coolant delivery delivers coolant to the interconnectors. An electric battery is also provided. | US:16/282,072 | https://patentimages.storage.googleapis.com/b8/9d/ba/941a8477b31c94/US11342602.pdf | US:11342602 | Christopher K. Dyer, Michael L. Epstein, Duncan Culver | Lightening Energy | US:3844841, US:4415847, US:5256502, US:5490572, US:5563491, US:5429643, US:5552243, US:5393617, US:5395708, DE:4408961:C1, US:5346786, US:5524681, US:5909099, JP:H10223263:A, US:6492053, US:20030013009:A1, US:20010049054:A1, US:6481230, JP:2002171684:A, JP:2002233070:A, US:20050214638:A1, US:20020136946:A1, US:6887620, US:20040038123:A1, US:7163761, US:20060057433:A1, US:20050202310:A1, US:20050089751:A1, US:20080070106:A1, US:20050112430:A1, US:20080070102:A1, US:20050285563:A1, US:20070158574:A1, US:20060121342:A1, US:20060188776:A1, US:20070015047:A1, US:20070026739:A1, US:20090310308:A1, CN:1949559:A, US:7772799, US:20070128472:A1, US:20090305125:A1, WO:2007086495:A1, US:20100241308:A1, US:20070285052:A1, US:20090256523:A1, US:20100089669:A1, US:7622897, US:20100324765:A1, JP:2009143509:A, US:20090246596:A1, US:20090239130:A1, US:20090317697:A1, FR:2934087:A3, US:20110181242:A1, US:20100104927:A1, US:20100155162:A1, US:8252474, US:20100167116:A1, US:20120088131:A1, US:20100225475:A1, US:20100136402:A1, US:20100273044:A1, US:20100315040:A1, US:20120135634:A1, DE:102009030092:A1, US:20100138092:A1, US:20120041855:A1, US:20130020993:A1, US:20120043935:A1, US:20120043943:A1, US:20140292260:A1 | 2022-05-24 | 2022-05-24 | 1. An electric vehicle comprising:\nan electric battery powering a drive system of the vehicle, the battery having a housing, the housing having a coolant input and a coolant output for passing coolant through the housing; and\na coolant delivery, the coolant delivery delivering coolant to the coolant input, the coolant delivery connected to a receptacle on the surface of the vehicle,\nthe battery including a plurality of cells and a plurality of channels passing between the cells, the coolant delivery configured for delivering liquid coolant through the channels along planar surfaces of the cells.\n, an electric battery powering a drive system of the vehicle, the battery having a housing, the housing having a coolant input and a coolant output for passing coolant through the housing; and, a coolant delivery, the coolant delivery delivering coolant to the coolant input, the coolant delivery connected to a receptacle on the surface of the vehicle,, the battery including a plurality of cells and a plurality of channels passing between the cells, the coolant delivery configured for delivering liquid coolant through the channels along planar surfaces of the cells., 2. The electric vehicle recited in claim 1 further comprising a coolant return, the coolant return receiving the coolant from the coolant output., 3. The electric vehicle recited in claim 1 wherein the battery includes more than thirty cells., 4. The electric vehicle recited in claim 1 further comprising a charging receptacle on the outside of the vehicle, the coolant delivery being connected to a receptacle., 5. The electric vehicle recited in claim 1 further comprising a temperature control system, an output of the coolant delivery being selectively coupleable to and decoupleable from the temperature control system., 6. The electric vehicle recited in claim 1 further comprising a controller for controlling the flow of the coolant to the battery., 7. The electric vehicle recited in claim 1 further comprising a controller using charging information of the battery to control the coolant during recharging. | US | United States | Active | H | True |
| 35 | Vehicular accessory \n | US10549729B2 | The present application is a continuation-in-part of prior patent application Ser. No. 15/346,301, filed Nov. 8, 2016, now U.S. Pat. No. 9,834,183, issued Dec. 5, 2017, which is a continuation of U.S. patent application Ser. No. 14/630,809, filed Feb. 25, 2015, now U.S. Pat. No. 9,566,954, issued Feb. 14, 2017, which claims benefit of and priority to U.S. Provisional Patent Application Ser. No. 61/950,310 filed Mar. 10, 2014 and U.S. Provisional Patent Application Ser. No. 62/003,631 filed on May 28, 2014, the contents of both said provisional patent applications are incorporated herein by reference.\nThe present invention relates to electrical vehicles and their batteries and, more particularly, to on-board-vehicle battery conveying systems and to small-sized, standardized batteries especially configured for being loaded by end users into their electrical vehicles.\nThe broad concept of the invention (capsulized in FIG. 10) is as follows. Batteries are provided as standardized, rectangular packages, measuring, for example, about 20×12×8 inches and weighing on the order of less than about 80 pounds each. Their high-voltage electrodes are recessed within the battery box or housing. The electrical vehicle, regardless of manufacturer or style, has a battery access opening in its trunk (or under the front hood), through which the batteries are inserted one by one. An on-board battery conveyor “swallows”, so to speak, the batteries one by one and internally conveys them into different bins of a battery compartment located under the vehicle. In the bins, the batteries are connected to the vehicle, both electrically and mechanically and, if needed, to a cooling system. As an example, a typical vehicle would accommodate six such batteries. Discharged batteries can be recharged, in situ, or disgorged by the vehicle conveyor and replaced with a fresh set of one or more batteries, in about two to five minutes. The battery exchange can be effected at home or at conventional gas stations which will stock, recharge, and replace these batteries, as needed.\nThe vehicle is delivered from the vehicle manufacturer with some permanently installed battery capacity, for example, to drive the vehicle about 15 to 20 miles only. The vehicle owner makes all decisions concerning purchasing, leasing or renting the additional exchangeable batteries to provide greater driving range. The standardized batteries can be installed or exchanged at any time, at home or at existing gasoline/battery stations. As battery technology improves over the years, electric vehicle owners can upgrade to higher energy density batteries and dispose of older batteries in the battery after market.\nThe standardized batteries can be shared by several family members driving electrical vehicles, or even among neighbors. The batteries need not be purchased from the vehicle manufacturer at all. Instead, they are either purchased or leased or rented as needed and when needed, from battery dealers. A stock of batteries can be maintained with a full charge in a home garage, whereby an automobile returning with spent batteries can be turned around and driven within minutes by exchanging the batteries. Rather than providing cash rebates to purchasers of electrical vehicles, governments could improve the environment by providing low interest loans to battery manufacturers to make these batteries widely available at reduced costs.\nIn a world where the concepts of the present invention have been adopted, the electrical vehicles, per se, will have extremely simple constructions, and be very inexpensive. Battery manufacturers will provide the batteries which can be purchased or leased or rented in a manner which suits each individual's needs and without requiring a great initial expenditure. Many other aspects and details of the invention are described more fully below.\nThe virtues of the all-electric battery operated vehicle (“BEV”) have been sung by many for over a century. Thus, BEVs do not pollute the air where people live and work. They do not require a liquid cooling system, nor a transmission, nor an exhaust system, nor a catalytic converter, nor yearly inspections, nor periodic oil changes, nor a starter motor, and this is only a partial list. BEVs provide much empty space under the hood of the engine compartment, particularly where electrical motors are provided in the “in-wheel” configurations. BEVs run extremely quietly, reducing street noise levels and providing for a more pleasant living environment. Electric motors instantly start in all weather conditions, and they are comparatively smaller, sturdier, easily replaceable, and less expensive as compared to internal combustion (IC) engines. BEVs should and will provide useful operating lives that can be double the operating lives of IC driven conventional vehicles (“CV”).\nDespite their many benefits, the landscape is littered with enterprises that have tried and failed to bring BEVs to the mass marketplace for automobiles. Indeed, Henry Ford provided an electric car during the 1912-1920 period, using lead acid batteries, which was discontinued because the internal combustion engine provided a much greater travel range. BEVs were basically absent in the vehicle marketplace until the early 1990s when, through the effort of the State of California, the BEV1 vehicle was developed which ran on a lead acid battery and which stored 18 kWh (“kilowatt-hour”) of energy, later replaced with a 26 kWh NIMH pack. Eventually, the BEV1 program was discontinued. More recently, hybrid vehicles (“Hybrid”) came into vogue, such as the Toyota Prius®. But Hybrids are not the subject of the present invention, because they include an internal combustion engine, with all its drawbacks. The object of this invention is to make all-electric automobiles, namely BEVs available to and affordable by the mass marketplace. This objective also eliminates the GM Chevy Volt®, which includes an IC engine.\nThe Nissan Leaf® is a BEV with a 24 kWh lithium-ion battery and a nominal driving range of about 100 miles, actually about 80 miles. The battery weighs about 600 pounds and is said to cost in excess of $16,000. The BMW Mini-E® has a 40 kWh battery. The Tesla Roadster® provides a 53 kWh battery constructed of 7,000 Li-Ion cells and has a price tag in excess of $100,000. The cost of replacing the battery is about $40,000. The cost of the Tesla S® BEV model also approaches $100,000, but provides a lower kWh battery. The Mitsubishi i-MiEV® has a 16 kWh lithium-ion battery. Think City® provides a lithium-ion (Li-Ion) BEV with a 24.5 kWh battery. The Israel-based Better Place Company has recently closed its doors, after attempting to provide BEVs utilizing batteries that are quickly exchanged or swapped out, wiping out a years long effort and an investment of about 850 million dollars.\nPresently, the few surviving companies that manufacture BEVs sell at most a few thousand such vehicles per year, compared to millions of CVs that the major world automobile manufacturers produce yearly.\nConsidering the many benefits of BEVs, and other advantages including that with BEVs there is no need to truck gasoline fuel to gas stations all over the country (as electrical generating plants can be located close to the energy sources, whether they be hydraulic or gas or wind or solar energy), it is imperative to pinpoint the technical challenge(s) or hurdles that have prevented, to date, the BEVs being available to the mass marketplace. Indeed, that technical hurdle is well known and attributable to a single component, namely to the BEV's battery. Sixteen gallons of gasoline, able to propel a CV vehicle at 25 miles per gallon, will allow it to be driven a distance of approximately 400 miles. To achieve the same distance with a BEV would require more than 100 kWh of battery energy at a weight of about 2400 lbs., or more than the vehicle itself. The battery size would be on the order of five times the size of the CV's gasoline tank. The cost of the battery would be more than $50,000. Another serious drawback of batteries is that they lose a very substantial portion (about 50%) of their charge holding capacity as they age, which reduces the driving range by the same percentage.\nTesla's quick changing battery stations will not provide the answers to the needs of the mass market either. Each quick battery swapping station costs between $1,000,000 to $3,000,000 in initial infrastructure, to be able to handle and load heavy batteries that weigh well over 600 pounds. Purchasers of the Nissan Leaf® vehicles have to contend with recharging their BEV batteries every 80 miles or so, which requires going out of one's way to find a charging station and losing close to an hour, which is unacceptable. The government's cash incentive credits, currently about $7,500 per vehicle, to spur BEV purchases, are doomed to failure, because they do not address the real drawbacks that prevent adoption of electrical vehicles on a wide scale.\nRoughly calculated, the cost of the battery is approximately at least twice the cost of the electricity needed to charge the battery over the life of the battery. In effect, the buyer is forced to purchase and pay in advance two-thirds of the lifetime “fuel” cost for the BEV. Also, the buyer is essentially “stuck” with the same physical battery for its entire life, which is problematic because technology improves all the time, and newer batteries come online that have greater energy densities, lower costs, etc. Yet, the original purchaser would have to lose the entire value of the battery included in the vehicle purchase price if they chose to discard the original battery prematurely. And the end user is limited to the driving range of a single battery, with no ability, similar to the IC vehicle driver, to buy and purchase gasoline fuel literally anywhere at the hundreds of thousands of gasoline stations located everywhere. Another disadvantage is that single-vehicle families cannot purchase the BEV, even if a vehicle having a 100 mile range is sufficient for their typical needs. They have to be able to accommodate the occasional need to drive hundreds of miles.\nSince lead-acid batteries have a low energy density, i.e., stored charge per unit weight or volume, the industry has moved to lithium-ion battery types. Lithium cobalt oxide (LiCoO2) batteries offer high energy density and are used only in hand-held electronic devices because they present safety risks when damaged in an automobile crash. BEV vehicles more typically use lithium ion phosphate (LFP), lithium manganese oxide (LMO) and/or lithium nickel manganese cobalt oxide (NMC) batteries that offer somewhat lower energy density, but longer lives and inherent safety. Lithium nickel cobalt aluminum oxide (NCA) and lithium titanate (LTO) are also usable. The Chevy Volt® and the Nissan Leaf® use lithium manganese batteries. The Tesla BEVs use lithium cobalt batteries. The Better Place vehicles use lithium ion phosphate batteries. But, as noted above, the battery power that can be located in the space that is currently occupied by a gasoline tank will only produce about 80 miles of driving with a battery price tag on the order of $20,000, which is entirely unacceptable.\nBattery parameters that require understanding include: Specific Energy, Energy Density, Specific Power, Charge/Discharge Efficiency, Self-Discharge Rate, Cycle Durability, and Nominal Cell Voltage. For a lithium ion battery, the Specific Energy is the energy stored per unit weight, typically 100-265 Wh/kg. For some perspective, if 25 kWh is needed to drive 80 miles (quite realistic), the weight of the battery would have to be (assuming a specific energy of a 100 Wh/kg) 150 kg (about 552 pounds). Hence, to drive 320 miles, a battery would weigh about 2,200 pounds, which is basically impossible for a mass market automobile.\nThe Energy Density is the energy per volume which for lithium ion is typically 250-750 kWh/L (kilowatts per hours per liter). The Specific Power is the amount of power deliverable per kilogram; approximately 250 to 340 W/kg. The Charge/Discharge Efficiency for lithium ion batteries is 80-90%. For example, if 100 kWh of energy is inputted into the battery only about 80-90% is recoverable to drive the vehicle's electric motor. The Self-Discharge Rate represents the inevitable discharging of the battery power with the passage of time. The figures (per month) are 8% at 21° C.; 15% at 40° C.; and 31% at 60° C., respectively. Thus, if the battery is kept at over 100° F., about 15% per month of the battery charge is passively lost. Cycle Durability reflects the inherent limit on the number of times a battery can be charged and discharged. For lithium ion batteries, it is typically 400-1200 cycles. Battery cells have inherent nominal voltages. For a NMC battery, it is 3.6/3.7 volts. Thus, 30 NMC batteries connected in series provide a nominal 108 volt DC output.\nTo date, the conventional approach has been to provide an entire battery assembly, that stays with the same vehicle for as long as the battery assembly lasts. The prior art does, however, describe systems for exchanging/swapping the battery assembly. Indeed, Tesla is offering quick swapping assembly stations. Better Place also provided such battery exchange stations. But the Better Place and Tesla exchange stations require investment of millions of dollars to handle batteries that weigh hundreds of pounds. We are very far away from the day where all neighborhood gas stations will have the capacity/ability to exchange 500+ pounds batteries for BEVs.\nBattery swapping is described in U.S. Pat. No. 5,760,569. A vehicle tray slides from an openable door at the rear of the vehicle and the battery is slid within. A BEV owner or driver could never handle a battery that weighs 500 or 600 pounds in this manner. Besides, the exposed electrodes have a voltage potential of approximately 100 volts DC, which should not be handled at the private level. In U.S. patent publication 2010/0230188 the battery is located on wheels and somehow installed through vehicle side door openings. Several battery modules may be loaded into large vehicles such as a truck. This reference suggests that the battery module should be of a standard size. But still, each battery module can power the vehicle, requiring that it weigh hundreds of pounds. In U.S. Pat. No. 5,542,488, the battery module is inserted laterally into the trunk area of the car. Another battery can be loaded by inserting it laterally through an opening at one of the doors of the vehicle, which interferes with the desire to keep the car aesthetics intact. In U.S. Pat. No. 5,951,229, a battery for an BEV to drive 75 to 100 miles intervals is described as having a dimension of five feet wide, five feet long and nine inches in height, making it impossible to loan/unload at home.\nThe difficulty of mounting the battery packs or modules of the prior art is exemplified by U.S. Pat. No. 6,014,597, which shows an underground lift for raising and loading heavy BEV batteries. In U.S. Pat. No. 8,561,743, the Nissan Leaf® battery arrangement is shown. It is a very complicated arrangement of various battery modules located at the bottom of the vehicle. The entire assembly (FIG. 5) can be lifted and attached at the bottom of the vehicle. It weighs about 600 pounds. U.S. publication 2003/0209375 discloses, in FIG. 3A, battery modules stacked under the passenger compartment and at the bottom of the luggage compartment. An underground lifting mechanism is needed to lift and install the batteries. In U.S. Pat. No. 3,708,028, massively-sized battery packs are laterally inserted into the truck. In U.S. Pat. No. 5,711,648, a massive battery swapping system with an underground lift is provided to load and unload very heavy batteries. A similar underground battery swapping system is disclosed in U.S. Pat. No. 5,998,963. Complex, heavy duty battery conveying systems are also disclosed in U.S. Pat. No. 5,187,423. This document describes, at col. 1, that its goal is “using standard batteries in all vehicles and providing a standard battery replacement service capable of instantly replacing discharged batteries with charged ones”.\nIn U.S. Pat. No. 5,301,765, a hoisting system is used to lift a massive battery and to lower it into the engine compartment. The battery has electrodes that are inserted into female sockets. A complex battery swapping system is also disclosed in U.S. Pat. No. 5,612,606. It uses an underground system to lift very large and heavy batteries. A similar system is also described in U.S. Pat. No. 7,993,155 and in U.S. Pat. No. 8,454,377. See also U.S. Pat. No. 8,164,300. All of these battery exchange systems are very expensive, requiring millions of dollars in infrastructure initial costs. The prior art is also exemplified by U.S. Pat. Nos. 6,094,028; 5,631,536; 4,102,373; and 7,602,143. The entire contents of all of the foregoing patents and patent publications are incorporated by reference herein to provide a disclosure and teachings of known systems involved with electrical vehicles.\nIn a study commissioned by the California Air Resources Board (CARB), the authors report (in an article entitled “Life Cycle Analysis Comparison of a Battery Electric Vehicle and a Conventional Gasoline Vehicle” dated June 2012), the results of comparisons between conventional ICs, Hybrid vehicles and BEVs. At page 21, the report asserts that BEVs, under current battery technology, are actually more expensive to operate over their fifteen year life cycle than CVs and Hybrids. From the chart at page 20 of the Report, it appears that the initial cost for a BEV is roughly three times that of a conventional vehicle and twice that of the Hybrid.\nDespite the investments of literally billions of dollars to date across the entire world, it remains so that pure electrical vehicles (BEVs) have not been adopted en masse by the regular purchasers, i.e., by those who cannot afford paying much more than $20,000 for a vehicle and require a vehicle that delivers more than a 100 mile driving range and very short “re-fueling” times. Therefore, under the current conditions, the electric vehicle will remain a niche vehicle, which is only purchased by die-hard environmentalists or persons who can afford to buy at any price or by people who have multiple cars, among which one is the BEV vehicle.\nThe aim of the present invention is to provide BEVs that avoid that high initial battery costs and make that high initial cost for the BEV comparable to and actually considerably lower than the costs of purchasing CVs and Hybrid vehicles, and with rapid and widely available and easy battery swapping.\nIt is an object of the present invention to provide BEV vehicles and batteries therefor which eliminate or at least ameliorate the shortcomings and drawbacks of prior art BEV vehicles.\nIt is a further object of the invention to provide electrical vehicles that can be purchased by the mass market at costs comparable to existing vehicles (on the order of $20,000 in 2014) and preferably below the cost of the existing comparable IC vehicles.\nThe basic concepts, instrumentalities and systems described in greater detail below, that will cause a radical change and enable BEV vehicles to become accessible to the masses can be summarized as follows.\nTo be successful, the system requires the cooperation of government, battery manufacturers, and vehicle body manufacturers. It involves government providing zero or very low interest loans to battery manufacturers to manufacture standard-sized batteries that fit across all vehicle platforms. Most importantly, the weight of each battery is not to exceed 120 pounds, and preferably weigh less than about 80 pounds. The battery is a rectangular box with the electrodes recessed within and with certain ports for cooling air (or even liquid) to be circulated through the battery. The battery is basically rectangular with an outer surface and structure that allows the battery to be conveyed by a conveyor to battery bins within the vehicle. The government can encourage the manufacture of such batteries by providing, for example, low interest ten (10) year loans to finance 80% of the cost of the battery manufacture. Battery manufacturers will jump at the opportunity to build these batteries. Also, the size of each battery will measure on the order of about 20×12×8 inches. This is a very small package and the battery has a handle or attaching hardware to be lifted by hand or by a hoist. It can be easily wielded, even by users at home.\nThe vehicle manufacturer will provide an access door slightly larger than the battery size in the luggage compartment or elsewhere through which the batteries could be received. The vehicle's internal battery conveyer carries and loads the batteries one by one.\nUsers who purchase these standard-sized batteries might use them only for their initial two-year period when they still retain their full charge and then dispose of them in a secondary market, where those batteries would be purchased at a steep discount by people who are comfortable having batteries that store only half the charge because they do not need to drive large distances and they are satisfied to obtain batteries at bargain prices. These older batteries can also be purchased by electric utility companies which would use them for storing charge during the night hours to be delivered during day hours. It takes no investment at all to set up battery swapping stations in existing gas stations or along roadways. The battery station could be a large truck stacked with batteries, which can connect itself to electrical supply lines provided on the roads by electrical utility companies. People can drive hundreds of miles throughout the country, and stop every hundred miles or so for about five minutes to exchange the batteries.\nThe dollar cost for the batteries at the battery stations would primarily consist of a rental time charge, plus a smaller charge for the electrical charge therein, because most of the cost of the battery is in the battery itself, rather than in the electrical charge stored therein.\nThe benefits of the invention are many. The vehicle construction, per se, is much simplified. The electrical motors are relatively small sized, located within the wheel wells, whereby the entire trunk and engine compartments are bare, except for various electronics circuits which can be located in the vehicle's sidewalls and elsewhere. The automatic conveyor and storage bin are at the bottom of the car, lowering the center of gravity, providing greater stability and a better ride. The cost of maintaining such a vehicle is effectively zero, as it requires no oil changing or emission inspection etc. Electrical motors can last for decades without maintenance. Improvements in battery technology can be adopted at any time, because the future battery will have the same standard size and pack new technology with increased energy storage in the same form factor without any additional costs, allowing the range of the vehicle to be increased. For example, these vehicles will eventually accept aluminum-air batteries that have an energy density comparable to that of gasoline, which means that the six batteries together would provide a driving range of 300 miles. Such aluminum-air batteries can be exchanged at the battery stations, where they will be refurbished with fresh aluminum electrodes or otherwise recharged. Car owners would not be held hostage to vehicle manufacturers' unique and specialized batteries.\nThe conveyor system for conveying the individual batteries from the small access door in the trunk or under the hood, which measures only about 25 inches in length and 13 inches in width, is exceedingly easy to implement in myriads of ways. In fact, if properly executed, IC vehicles will become the niche vehicles reserved for special applications and the electrical vehicles will displace the IC vehicles. In countries such as China, which recently reported an entire city (Harbin) closed down because of air pollution, the invention will allow generating electricity hundreds, if not thousands, of miles away from dense population centers.\nAccording to a preferred embodiment of the invention, it is directed to an electrical vehicle, including a vehicle body, a passenger compartment, a chassis supporting the passenger compartment, a plurality of wheels and at least one electrical motor for driving the wheels. A battery compartment of the vehicle removably is configured to removably mount therein a plurality of more than two electrical batteries which are movable into position in the battery compartment by a battery conveyor system which has a battery access opening through which batteries are installed or removed, one by one, from the battery compartment. In the battery compartment, a connection mechanism effects the needed mechanical and electrical connections. An overall control system controls the conveyor system and the connection mechanism to enable rapid replacement of the removable batteries, whereby an electrical vehicle can be instantly driven, even after its batteries have been discharged by a replacement of the discharged batteries and the installation of freshly charged batteries.\nOther features and advantages of the present invention will become apparent from the following description of the invention which refers to the accompanying drawings.\n FIG. 1 is a main block diagram of the power train for a conventional, i.e. prior art, all-electric vehicle.\n FIGS. 2, 3, 4, 5, 6, 7, 8, 9 and 9 a show prior art battery assemblies and the manner of swapping them according to the prior art.\n FIG. 10 is a conceptual block diagram of major systems according to the present invention.\n FIG. 11 is a block diagram of a battery compartment with multiple bins and a conveyor, according to the invention.\n FIG. 12 diagrammatically illustrates a standardized battery according to the present invention.\n FIGS. 12a, 12b, and 12c are block diagrams of electrical, mechanical and circuit components of the standardized battery.\n FIG. 13 illustrates electrical and mechanical interconnections of the standardized and other batteries in a BEV.\n FIG. 14 illustrates diagrammatically a vehicle on-board conveyor for loading into a vehicle the standardized batteries of the present invention.\n FIGS. 14a and 14b show components of the conveyor system of FIG. 14.\n FIG. 14c diagrammatically illustrates battery types and locations in a BEV.\n FIG. 14d is a block diagram of the conveyor and related major components of a BEV.\n FIG. 15a illustrates a battery holding tool for the battery of FIG. 12.\n FIG. 15b is a global block diagram of control and communication paths available to BEV operators according to the present invention.\n FIGS. 15c and 15d illustrate other battery loading embodiments.\n FIG. 16 shows a conventional capacitor.\n FIGS. 16a and 16b show the locations of capacitors and a related capacitor connection complex for a BEV.\n FIGS. 17a and 17b show a battery to motor switch interconnection and control system.\n FIG. 18 shows a home-based or a battery station-based battery rack and charging system for the present invention.\n FIGS. 19, 19 a and 19 b show a battery lifting and conveying apparatus for the standardized batteries of the present invention.\n FIGS. 20, 20 a, 20 b, 20 c and 20 d illustrate a home-based solar charger and system for the standardized batteries of the invention.\n FIGS. 21, 21 a and 21 b are diagrams of a further conveyor embodiment for the present invention.\nReferring to prior art FIG. 1, the electrical/mechanical system 10 of a BEV comprises a battery system 12, including therein one or more, and typically hundreds of individual batteries or battery cells, that produce a DC voltage of, say, about 100 volts that is provided to a switch bank 13 that connects the battery output to a voltage inverter or converter 14 that produces an output that is suitable to drive motor or motors 15. The motors 15, in turn, drive the wheels 16 of the all-electric vehicle (BEV). As is well known, the motors 15 may be three-phase induction motors, driven by the AC output of the inverter 14, which output has a voltage whose duty cycle or frequency is varied to provide and regulate the electrical power that allows the motors 15 to accelerate/drive the wheels 16, in response to a driver controlled signals from driver interface 17, which reacts to the accelerator pedal or like device in the vehicle. The driver-controlled signals are provided to the CPU 19 which then controls both the switch bank 13 and the inverter 14 to generate the motor power signals, all in well known manner.\nAs noted in the BACKGROUND section herein, the drawback to the wide adoption of the all-electric vehicle resides in the huge size, immense weight and high expense of their batteries. In prior art FIG. 2, the entire battery construct 12 (shown perspectively) is lifted (over 500 pounds of weight) and fitted to the underside of the vehicle 11. In prior art FIG. 3, the location of the battery assembly 12 under the difficult to reach undercarriage of the vehicle is illustrated. FIG. 4 illustrates the complexity and layout of a prior art battery system 12. In prior art FIG. 5, a wheeled trolly 50 holds the massive battery construct 12 as it is rolled to the rear of the special vehicle 11 which has a unique tail door 52 that opens to reach sliding channels 54 to receive the battery 12 which weighs on the order of about 600 pounds. The system requires altering the aesthetics of the vehicle 11 to provide that special door at the rear thereof. The design does not allow for any meaningful trunk space in the vehicle. It also unfavorably alters the center of gravity of the vehicle, as the entire battery weight is located over the rear wheels. The battery assembly 62 in prior art FIG. 6 similarly must weigh over 400 pounds, is huge in size and loaded laterally into the trunk space. It is unlikely that the battery, in its location, can power the vehicle over an appreciable distance. An extra battery 64 is also shown laterally installed, which alters the appearance of this vehicle and renders it not likely to be adopted by vehicle manufacturers and their customers.\nPrior art FIG. 7 shows a pneumatic, underground system 70 for loading these very huge batteries 12. Similarly, prior art FIG. 8 shows a complex and very expensive arrangement 80 and a special lift 82 designed to handle large and heavy batteries 84, implying an initial infrastructure costing between one to three million dollars. In prior art FIGS. 9 and 9 a, a winch cable 94 must lift the battery 96 weighing 600+ pounds into the engine compartment 92 of the vehicle 11 and a hand-operated mechanical tool 93 is used to move the massive battery 96 deeper into the front space, to enable driving the motor 98 located at the rear. None of the foregoing systems could be implemented or handled by vehicle owners at home.\nTuring to the present invention, two key distinguishing aspects thereof comprise the standardized battery described below with reference to FIG. 12, and the vehicle battery conveyor or conveying system of FIG. 11. As a rule, it is difficult to effect change, particularly change that is certain to dramatically change an industry in a manner whereby automobile manufacturers will manufacturer basically not much more than simple electrical vehicles, and battery manufacturers will be providing the batteries therefor. To bring about that change, the instant inventor refers to FIG. 10, which presents an overall pr and concept that the inventor believes will bring about the radical changes needed to make this invention a reality.\nThus, in FIG. 10, the participants in this novel system include the Federal government 101, battery manufacturers 102, State governments 103, electrical vehicle manufacturers 104, conventional gas dispensing stations 105 (which will also become battery dispensing stations), private citizens and their vehicles 106, and electric/gas utility companies 107.\nAccording to the invention, the Federal government 101 will no longer provide any rebates or cash incentives to citizens to purchase electrical vehicles. Instead, the sole support will be in the form of loans 1012 provided to the battery manufacturers 102 to produce the standard size and standard form factor batteries 1010 of the present invention. For example, the government might launch a program that grants loans for a period of ten years at, say, one percent, to finance 80% of the cost of manufacture of the standard batteries 1010. Simultaneously, the | An electrical vehicle including a vehicle body, a passenger compartment, a chassis supporting the passenger compartment, a plurality of wheels and at least one electrical motor for driving the wheels. A battery compartment of the vehicle is configured to removably mount therein a plurality of more than two rechargeable batteries which are movable into position in the battery compartment by a battery conveyor system which has a battery access opening through which batteries are installed or removed, one by one, to and from the battery compartment. In the battery compartment, a connection mechanism effects the needed mechanical and electrical connections. An overall control system controls the conveyor system and the connection mechanism to enable rapid replacement of the removable batteries, whereby an electrical vehicle can be instantly driven, even after its batteries have been discharged by a replacement of the discharged batteries and the installation of freshly charged batteries. | US:15/817,749 | https://patentimages.storage.googleapis.com/b6/dc/2a/d3ca54a666bb55/US10549729.pdf | US:10549729 | Max Moskowitz | Individual | US:3690397, US:3799063, US:4007315, US:4334819, US:4397365, US:5163537, US:5305513, US:5494459, US:5510658, US:5301765, US:5452983, US:5612606, US:5664932, US:5633095, US:5620057, US:5598083, US:6035561, US:5879125, US:5820331, US:5760569, RU:2113366:C1, US:6265091, US:6113342, US:20030209375:A1, US:20020003052:A1, US:6631775, US:20050274556:A1, US:6637807, WO:2003085772:A1, US:7128179, US:20060144635:A1, US:20080006459:A1, US:7712563, DE:102006032733:A1, US:20080268682:A1, US:8122984, US:20090058355:A1, US:8567543, US:7828099, US:20120176090:A1, US:20100231173:A1, US:20120009457:A1, US:20100136425:A1, US:20100147604:A1, US:8347995, US:20100292877:A1, WO:2010134853:A1, US:8875826, US:20120181981:A1, US:20120125702:A1, US:20110226539:A1, WO:2012035254:A1, US:20130093393:A1, US:20120086397:A1, RU:2010145545:A, US:20120161701:A1, US:20120248868:A1, US:20120306445:A1, US:20140347769:A1, US:8852794, US:20130285410:A1, US:20160126756:A1, RU:135189:U1, US:20150114736:A1, US:20150217656:A1 | 2020-02-04 | 2020-02-04 | 1. An AC power distribution system for providing AC power to business and residential consumers, the AC power distribution system comprising:\nutility power generators configured to provide utility-originated AC power;\nhome-based power sources that store or generate DC electrical energy;\na home-based DC to AC converter configured to convert the home-based DC electrical energy to home-originated AC power;\nan AC power grid comprising electrical lines configured to carry and distribute the AC power to the business and residential consumers;\na home battery rack including home-based switching devices for selectively coupling the home-originated AC power to the electrical lines of the AC power grid; and\nwherein the home-based power sources include vehicle-mounted batteries located within private vehicles, wherein said private vehicles are electrically coupled to said home-based switching devices via said home battery rack, and wherein the home-based power sources also include said home battery rack removeably holding a plurality of standardized vehicle batteries and a charger configured to electrically charge said batteries in said home battery rack enabling said batteries to be selectively removed from said home battery rack and installed by end users into said private vehicles, said private vehicles being coupled to said home battery racks, whereby the AC power being provided to the business and residential consumers includes electrical power components from the utility-originated AC power and from the home-originated AC power that contains power derived from the batteries located within the private vehicles and within said home battery racks; and\na controller configured to communicate wirelessly with end users and to enable said end users to control said switching devices, including by setting time periods when electrical power is supplied from said batteries to said grid and vice versa.\n, utility power generators configured to provide utility-originated AC power;, home-based power sources that store or generate DC electrical energy;, a home-based DC to AC converter configured to convert the home-based DC electrical energy to home-originated AC power;, an AC power grid comprising electrical lines configured to carry and distribute the AC power to the business and residential consumers;, a home battery rack including home-based switching devices for selectively coupling the home-originated AC power to the electrical lines of the AC power grid; and, wherein the home-based power sources include vehicle-mounted batteries located within private vehicles, wherein said private vehicles are electrically coupled to said home-based switching devices via said home battery rack, and wherein the home-based power sources also include said home battery rack removeably holding a plurality of standardized vehicle batteries and a charger configured to electrically charge said batteries in said home battery rack enabling said batteries to be selectively removed from said home battery rack and installed by end users into said private vehicles, said private vehicles being coupled to said home battery racks, whereby the AC power being provided to the business and residential consumers includes electrical power components from the utility-originated AC power and from the home-originated AC power that contains power derived from the batteries located within the private vehicles and within said home battery racks; and, a controller configured to communicate wirelessly with end users and to enable said end users to control said switching devices, including by setting time periods when electrical power is supplied from said batteries to said grid and vice versa., 2. The AC power distribution system of claim 1, wherein said home-based power sources include one or more of a home-based solar power generator, a gas-driven power generator and a wind-driven power generator electrically coupled to said home battery rack., 3. The AC power distribution system of claim 1, wherein said business and residential consumers interact with the home-based switching devices through wireless devices., 4. The AC power distribution system of claim 3, wherein the wireless devices are personal communication devices., 5. The AC power distribution system of claim 1, wherein each of the vehicle-mounted batteries is configured for being normally and selectively installed into and uninstalled from said private vehicles and each said battery comprises a housing having an internal volume of less than 2,000 square inches., 6. The AC power distribution system of claim 5, wherein each one of said vehicle-mounted batteries weighs not more than 50 pounds., 7. The AC power distribution system of claim 5, wherein each one of said vehicle-mounted batteries is configured to be lifted and lowered into a battery access opening of said private vehicles, utilizing a human operable lifting winch., 8. The AC power distribution system of claim 5, wherein each one of said vehicle-mounted batteries comprises a handle by which it can be lifted by a human., 9. The AC power distribution system of claim 5, wherein each one of said vehicle-mounted batteries comprises grooves in a housing thereof by which the battery can be engaged, to be conveyed into and from a battery access opening located in each said private vehicles., 10. The AC power distribution system of claim 5, wherein each said electrical vehicle comprises:\na vehicle body, including a passenger compartment, a chassis supporting the passenger compartment, a plurality of wheels, and at least one electrical motor for driving the wheels;\na battery compartment comprising at least eight battery slots, each sized to removably receive one of said batteries;\na battery conveyor system extending substantially from a battery access opening to the battery slots and configured to engage and convey each of said batteries individually from said battery access opening to a desired one of said plurality of battery slots, and for conveying said batteries over a battery-guiding path that extends mostly horizontally;\na connection mechanism for effecting mechanical and electrical connections of each of the batteries in the battery slots without use of manual labor; and\na control system included in said electrical vehicle and coupled to and configured to control said conveyor system and said connection mechanism to carry and guide each of said batteries to a specified slot in said battery compartment, in a manner that enables a vehicle operator and/or a vehicle battery replacer to install or remove batteries during normal vehicle use.\n, a vehicle body, including a passenger compartment, a chassis supporting the passenger compartment, a plurality of wheels, and at least one electrical motor for driving the wheels;, a battery compartment comprising at least eight battery slots, each sized to removably receive one of said batteries;, a battery conveyor system extending substantially from a battery access opening to the battery slots and configured to engage and convey each of said batteries individually from said battery access opening to a desired one of said plurality of battery slots, and for conveying said batteries over a battery-guiding path that extends mostly horizontally;, a connection mechanism for effecting mechanical and electrical connections of each of the batteries in the battery slots without use of manual labor; and, a control system included in said electrical vehicle and coupled to and configured to control said conveyor system and said connection mechanism to carry and guide each of said batteries to a specified slot in said battery compartment, in a manner that enables a vehicle operator and/or a vehicle battery replacer to install or remove batteries during normal vehicle use., 11. The AC power distribution system of claim 1, further comprising a solar panel array which is coupled to said battery charging rack and is configured to provide power for charging said batteries., 12. The AC power distribution system of claim 11, wherein the solar panel is mounted on a single pole., 13. An electrical vehicle comprising:\na vehicle body, including a passenger compartment, a chassis supporting the passenger compartment, a plurality of wheels, and at least one electrical motor for driving the wheels;\na battery compartment comprising at least eight battery slots, each sized to removably receive one of said batteries;\na battery conveyor system extending substantially from a battery access opening to the battery slots and configured to engage and convey each of said batteries individually from said battery access opening to a desired one of said plurality of battery slots, and for conveying said batteries over a battery-guiding path that extends mostly horizontally;\na connection mechanism for effecting mechanical and electrical connections of each of the batteries in the battery slots without use of manual labor; and\na control system included in said electrical vehicle and coupled to and configured to control said conveyor system and said connection mechanism to carry and guide each of said batteries to a specified slot in said battery compartment, in a manner that enables a vehicle operator and/or a vehicle battery replacer to install or remove several or all of said batteries during normal vehicle use.\n, a vehicle body, including a passenger compartment, a chassis supporting the passenger compartment, a plurality of wheels, and at least one electrical motor for driving the wheels;, a battery compartment comprising at least eight battery slots, each sized to removably receive one of said batteries;, a battery conveyor system extending substantially from a battery access opening to the battery slots and configured to engage and convey each of said batteries individually from said battery access opening to a desired one of said plurality of battery slots, and for conveying said batteries over a battery-guiding path that extends mostly horizontally;, a connection mechanism for effecting mechanical and electrical connections of each of the batteries in the battery slots without use of manual labor; and, a control system included in said electrical vehicle and coupled to and configured to control said conveyor system and said connection mechanism to carry and guide each of said batteries to a specified slot in said battery compartment, in a manner that enables a vehicle operator and/or a vehicle battery replacer to install or remove several or all of said batteries during normal vehicle use., 14. The vehicle of claim 13, in combination with a home-based battery charging rack, the combination comprising:\nsaid battery charging rack, wherein said battery charging rack is configured to hold at least eight of said batteries and wherein said battery charging rack is connected to an AC power source and comprises a converter/charger that is capable of charging simultaneously said at least eight batteries while they are located inside the rack.\n, said battery charging rack, wherein said battery charging rack is configured to hold at least eight of said batteries and wherein said battery charging rack is connected to an AC power source and comprises a converter/charger that is capable of charging simultaneously said at least eight batteries while they are located inside the rack., 15. The combination of claim 14, further comprising a solar panel array that is coupled to said battery charging rack and is configured to provide power for charging said batteries. | US | United States | Active | B | True |
| 36 | 对电池充电的电动车辆及其系统和电动车辆电池充电方法 \n | CN108202608B | NaN | 本申请涉及对电池充电的电动车辆及其系统和电动车辆电池充电方法。本发明公开了一种电动车辆、一种系统以及一种用于对电动车辆的电池充电的方法。提供了一种系统和一种电动车辆，即使在意外情况下，并且当电动车辆的预约充电时间固定时，该系统和电动车辆也能够对电池进行充分充电。该系统和电动车辆通过改变电池充电所需时间来经济地使用电力，并驱动车辆的空调装置以应对例如强冷或强热的天气情况，从而增强了乘坐车辆的车辆驾驶员的用户便利性和安全性。 | CN:201710463025.9A | https://patentimages.storage.googleapis.com/3f/6d/17/eedbee23da7e26/CN108202608B.pdf | CN:108202608:B | 金铃 | Hyundai Motor Co | CN:103647307:A, JP:2011250641:A, CN:103052529:A, KR:20120037828:A, CN:102455696:A, JP:5801045:B2, CN:103153688:A, CN:103010040:A, CN:104105946:A, JP:2013169819:A, KR:20160109146:A, CN:105966253:A, CN:106207290:A | Not available | 2022-07-12 | 1.一种电动车辆，包括：, 电池，配置为从充电器接收电力；, 通信部，配置为从外部接收信息；, 温度传感器，配置为测量温度；, 空调装置，配置为在从所述电池接收到电力时操作；以及, 控制器，配置为基于从所述通信部接收到的事件信息来改变所述电池的充电开始时间，并且基于所述充电开始时间对所述电池充电，, 其中，所述控制器配置为：, 基于所述事件信息或所述温度传感器的检测值中的至少一个来确定所述空调装置是否需要预先操作，并且计算所述空调装置中使用的电池的电量，以及, 基于所述电量来改变所述充电开始时间，并且通过控制所述通信部来请求用户确认改变的充电开始时间。, 2.根据权利要求1所述的电动车辆，其中，所述控制器配置为基于所述电动车辆的导航计划和所述电池的剩余使用时间来计算所述充电开始时间。, 3.根据权利要求2所述的电动车辆，其中，所述控制器配置为基于所述导航计划来确定所述电动车辆的计划出发时间，并且通过控制所述通信部来请求确认所述计划出发时间。, 4.根据权利要求3所述的电动车辆，其中，所述控制器配置为基于事件信息来确定是否需要改变所述计划出发时间，并且基于改变的计划出发时间来改变所述充电开始时间。, 5.根据权利要求4所述的电动车辆，其中，所述控制器配置为通过控制所述通信部来请求用户确认所述充电开始时间。, 6.一种用于电动车辆的系统，包括：, 用户终端，配置为从用户接收导航计划；, 服务器，配置为接收从所述用户终端接收的导航计划和从外部接收的事件信息；以及, 电动车辆，配置为使用充电器对电池充电，, 其中，所述服务器配置为基于所述事件信息来改变所述电池的充电开始时间，并且控制配置为基于所述充电开始时间来实现电池充电的电动车辆，, 其中：, 所述电动车辆还包括配置为在从所述电池接收到电力时操作的空调装置；并且, 所述服务器配置为基于所述事件信息来确定所述空调装置是否需要预先操作，计算所述空调装置中使用的附加电量，以及基于所述附加电量来改变所述充电开始时间。, 7.根据权利要求6所述的系统，其中，所述服务器配置为基于所述导航计划和所述电池的剩余使用时间来计算所述充电开始时间。, 8.根据权利要求7所述的系统，其中，所述服务器配置为基于所述导航计划来确定所述电动车辆的计划出发时间，并且请求所述用户确认所述计划出发时间。, 9.根据权利要求8所述的系统，其中，所述服务器配置为基于所述事件信息来确定是否需要改变所述计划出发时间，并且基于改变的计划出发时间来改变所述充电开始时间。, 10.根据权利要求9所述的系统，其中：, 所述服务器配置为将改变的充电开始时间发送至所述用户终端，并且请求所述用户确认所述改变的充电开始时间。, 11.一种用于电动车辆的充电方法，包括以下步骤：, 由服务器从外部接收事件信息；, 基于所述事件信息，由所述服务器改变电池的充电开始时间；以及, 基于所述充电开始时间，由充电器对所述电池充电，, 其中，所述事件信息的接收包括：, 接收从所述电动车辆的温度传感器传输的检测值，并且, 其中，所述电池的充电开始时间的改变包括：, 基于来自所述温度传感器的检测值和所述事件信息，计算预操作所述电动车辆的空调装置所需要的电量；以及, 基于计算的电量，改变所述充电开始时间。, 12.根据权利要求11所述的方法，还包括以下步骤：, 基于所述电动车辆的导航计划和所述电池的剩余使用时间，由所述服务器计算所述充电开始时间。, 13. 根据权利要求12所述的方法，其中，所述电池的充电开始时间的改变包括：, 基于所述事件信息，确定是否需要改变计划出发时间；以及, 基于改变的计划出发时间，改变所述充电开始时间。, 14.根据权利要求13所述的方法，还包括以下步骤：, 将改变的充电开始时间发送至所述电动车辆的用户，并且请求所述用户确认所述改变的充电开始时间。 | CN | China | Active | B | True |
| 37 | 车辆电池充电设定点控制 \n | CN104512265B | 技术领域本公开涉及基于来自再生事件的电池荷电状态的预期增加量来调整车辆电池充电设定点。背景技术混合动力电动车辆或全电动车辆具有为车辆推进而储存并提供能量的牵引电池。为了提高性能和电池寿命，需要在特定的极限内操作车辆。在极限之外操作电池会降低性能或电池的寿命。当停车时可通过电网对电池充电，当车辆在运动时可通过经由发送机驱动的车载发电机或通过再生制动对电池充电。用于控制和操作电池组的重要的量是电池功率容量。电池功率容量指示电池能够提供(释放)或接收(充电)多少电力，以满足驾驶者和车辆需求。发明内容公开了一种可调节的车辆牵引电池充电设定点策略，所述车辆牵引电池充电设定点策略能够调节用于从公用电网对电池充电的最大电池荷电状态(SOC)设定点。基于即将到来的路线的知识和相关的驾驶行为，车辆可计算小于最大电池SOC充电设定点的设定点，从而当车辆开始运行时，车辆可使用再生制动和历史驾驶行为，以允许在行程期间将电池充电至最大值。根据本公开的一方面，一种车辆可包括：电池，具有荷电状态(SOC)和最大SOC设定点；至少一个控制器，被配置为：如果SOC小于SOC设定点，则将电池充电至所述SOC设定点，其中，所述SOC设定点由所述最大SOC设定点与针对包括再生事件的预期的车辆路线而预测的SOC的净最大增加量之间的差限定，所述再生事件降低供应至电池的充电电流。所述至少一个控制器还可被配置为：如果SOC大于所述SOC设定点，则将电流供应至与车辆电连接的电网，以将所述SOC降低到所述SOC设定点。所述再生事件可以是制动。所述再生事件可以是沿着所述路线的感应充电。所述再生事件可以是太阳能捕获。所述车辆还可包括发动机，其中，所述再生事件由发动机操作导致的充电。根据本公开的另一方面，一种用于控制车辆的电力系统的方法可包括：基于行程的预期的下一个路线计算电池的最佳荷电状态(SOC)，使得电池的最大SOC与最佳SOC之间的差近似等于针对行程的预期的下一个路线的SOC的预计净最大增加量；测量电池的当前SOC；将最佳SOC和当前SOC进行比较；当最佳SOC大于当前SOC时，将电池充电至最佳SOC；当最佳SOC小于当前SOC时，使得电池向与电池电连接的电网放电。所述预期的下一个路线可包括再生制动事件。所述预期的下一个路线可包括感应充电事件。所述预期的下一个路线可包括太阳能捕获事件。所述预期的下一个路线可包括由发动机操作导致的充电事件。根据本公开的另一方面，一种混合动力电动车辆可包括：发电机；电池，具有荷电状态(SOC)和最大SOC设定点；至少一个控制器，被配置为：如果SOC小于SOC设定点，则将电池充电至所述SOC设定点，其中，所述SOC设定点由所述最大SOC设定点与针对包括再生事件的行程的期望的下一个路线而预测的SOC的净最大增加量之间的差限定，所述再生事件至少部分地由通过发电机将机械能转换成电能储存在电池中而限定以降低供应至电池的充电电流。所述再生事件还可由感应充电限定。所述再生事件还可由太阳能捕获限定。所述车辆还可包括发动机，其中，所述再生事件还由因发动机的操作导致的充电而限定。附图说明图1示出了具有电池组的示例性的混合动力电动车辆；图2示出了包括电池单元以及电池单元监视和控制系统的电池组布置；图3是示出了针对典型的锂离子电池单元的开路电压(Voc)与电池荷电状态(SOC)的关系的曲线图；图4是示例性的电池单元等效电路的示意图；图5是SOC贡献和变化率关于路线的位置的示图；图6示出了在已经为路线优化电池充电设定点之后，SOC关于路线的位置；图7示出了在还没有为路线优化电池充电设定点和已经为路线优化电池充电设定点之后，SOC关于路线的位置的叠加；图8示出了在单个电力循环结束时确定的故障检测的流程图。具体实施方式在此描述了本公开的实施例。然而，应理解的是，所公开的实施例仅为示例，并且其它实施例可以以多种和替代形式实施。附图不一定按比例绘制；可放大或缩小一些特征以示出特定组件的细节。因此，在此所公开的具体结构和功能性细节不应解释为限制，而仅为用于教导本领域技术人员多样地采用本发明的代表性基础。如本领域的普通技术人员将理解的是，参照任一附图示出和描述的多个特征可与一个或更多个其它附图中示出的特征相组合，以产生未明确示出或描述的实施例。示出的特征的组合提供用于典型应用的代表性实施例。然而，与本公开的教导一致的特征的多种组合和修改可被期望用于特定应用或实施方式。图1描绘了示例性的插电式混合动力电动车辆。插电式混合动力电动车辆102可包括机械地连接至混合动力传动装置106的一个或更多个电动机104。此外，混合动力传动装置106机械地连接至发动机108。混合动力传动装置106还可被机械地连接至驱动轴110，驱动轴110机械地连接至车轮112。当发动机108开启时，电动机104能够提供推进力。当发动机108关闭时，电动机104能够提供减速能力。电动机104可被构造为能够将机械能转换成电能的发电机，并且可通过回收在摩擦制动系统中通常将作为热损失掉的能量而提供燃料经济性效益。由于混合动力电动车辆102可以在特定状况下按照电动模式运转，因此，电动机104还可以减少污染物排放。牵引电池或电池组114储存可以由电动机104使用的能量。车辆电池组114通常提供高压直流(DC)输出。电池组114电连接至电力电子模块(power electronics module)116。电力电子模块116还电连接至电动机104，并且提供在电池组114与电动机104之间双向传输能量的能力。例如，典型的电池组114可以提供DC电压，而电动机104可能需要三相交流(AC)电流来运转。电力电子模块116可以将DC电压转换为电动机104所需要的三相AC电流。在再生模式下，电力电子模块116将来自用作发电机的电动机104的三相AC电流转换为电池组114所需要的DC电压。在此描述的方法同样可应用于纯电动车辆或者使用电池组的任何其它装置。电池组114除了提供用于推进的能量之外，还可以提供用于其它车辆电气系统的能量。典型的系统可包括将电池组114的高压DC输出转换为与其它车辆负载兼容的低压DC电源的DC/DC转换器模块118。其它高压负载(诸如压缩机和电加热器)可直接连接到从电池组114引出的高压总线。在典型的车辆中，低压系统电连接至12V电池120。全电动车辆可具有相似的结构，只是不具有发动机108。可以通过外部电源126对电池组114进行再充电。外部电源126可以通过经由充电端口124进行电连接而向车辆102提供AC或DC电力。充电端口124可以是被配置为从外部电源126向车辆102传输电力的任何类型的端口。充电端口124可以电连接至电力转换模块122。电力转换模块122可以调节来自外部电源126的电力，以向电池组114提供适合的电压和电流水平。在一些应用中，外部电源126可被配置为向电池组114提供适合的电压和电流水平，并且电力转换模块122可以不是必需的。在一些应用中，电力转换模块122的功能可以存在于外部电源126中。车辆发动机108、传动装置106、电动机104和电力电子模块116可以由动力传动系控制模块(PCM)128控制。图1除了示出了插电式混合动力电动车辆之外，如果将组件108移除，则图1还可示出电池电动车辆(BEV)。同样地，如果将组件122、124和126移除，则图1可示出传统的混合动力电动车辆(HEV)或者功率分流式混合动力电动车辆。可以从多种化学配方构建电池组内的各个电池单元。典型的电池组的化学成分可包括(但不限于)是铅酸、镍镉(NiCd)、镍金属氢化物(NIMH)、锂离子或锂离子聚合物。图2示出了N个电池单元模块202简单串联配置的典型的电池组200。电池单元模块202可包括单个电池单元或者并联电连接的多个电池单元。然而，电池组可由任何数量的单独的电池单元和电池单元模块按照串联或并联或它们的特定组合连接而组成。典型的系统可以具有一个或更多个控制器(诸如用于监视并控制电池组200的性能的电池控制模块(BCM)208)。BCM208可以监视多个电池组水平特性(诸如通过电流传感器206测量的电池组电流、电池组电压210以及电池组温度212)。在特定的布置中，对于建立可靠的电池监视系统而言，电流传感器206的性能可能是至关重要的。电流传感器的准确度对估计电池荷电状态和容量可能是有用的。电流传感器可基于物理原理利用多种方法(包括霍尔效应IC传感器、变压器或电流钳位、电压与流经其的电流成正比的电阻器、利用干涉仪来测量由磁场产生的光的相位改变的光纤或者罗哥夫斯基线圈(Rogowski coil))来检测电流。除了测量和监视电池组水平特性外，还需要测量和监视电池单元水平特性。例如，可以测量每个单元的路端电压、电流和温度。系统可使用传感器模块204来测量一个或更多个电池单元模块202的特性。所述特性可包括电池单元电压、温度、使用年限、充电/放电循环的数目等。典型地，传感器模块将测量电池单元电压。电池单元电压可以是单个电池的电压或者并联或串联地电连接的一组电池的电压。电池组200可利用多达Nc个传感器模块204来测量所有电池单元202的特性。每个传感器模块204可将测量值传输至BCM 208，以进行进一步处理和协调。传感器模块204可将模拟形式或数字形式的信号传输至BCM 208。对于典型的锂离子电池单元来说，荷电状态(SOC)与开路电压(Voc)之间存在使得Voc＝f(SOC)的关系。图3是示出了作为SOC的函数的开路电压Voc的典型的曲线300。可以从电池特性的分析或者从电池单元的测试来确定SOC与Voc之间的关系。所述函数可以使得SOC可被计算为f1(Voc)。可以通过查找表或等效方程式实现所述函数或反函数。曲线300的精确形状可基于锂离子电池的精确的配方而变化。开路电压Voc可随着电池充电和放电的结果而变化。存在确定电池SOC的多种方法，所述方法包括开路电压的测量、进入电池或从电池出去的电荷的量的积累、用于电池电解质的比重计的使用、阻抗光谱分析(impedancespectroscopy)和量子磁性(quantum magnetism)。开路电压的测量需要负载与电池断开并且电池端子“漂浮”。在进行所述测量之前，随着端子“漂浮”，电池必须“休息”或者稳定(settle)。如果电池处于负载下(电流流入电池或者从电池流出)，则当电池端子断开时，开路电压将不是电池SOC的准确表现，直到电荷稳定为止。由于这一方面，所以当电池在运行时，使用开路电压不是确定电池SOC的理想方式。当电池在运行时，使用库仑计数(Coulombcounting)是优选的方法。这一方法测量在给定的时间段期间进入到电池的电流或从电池流出的电流。这一方法的一个问题是：如果电流传感器出现故障，则电池SOC的计算将不准确。在混合动力车辆的运行期间，关键是要准确地确定电池SOC，以便BCM 208可以使用电池SOC的整个操作范围。图4示出了一个可能的电池单元等效电路模型(ECM)。电池单元可被模拟为电压源(Voc)402，电压源(Voc)402具有与其相关联的电阻(404和406)和电容408。由于电池单元阻抗，导致路端电压Vt410通常不与开路电压Voc402相同。开路电压Voc402不容易被测量，而只有电池单元的路端电压410易于被测量。因为开路电压Voc402不容易被测量，因此可以使用基于模型的方法来估计Voc402的值。模型可需要已知的或估计的电阻和电容的值。电池单元模型可取决于电池化学特性。对于所描述的方法来说，针对电池单元选择的精确模型未必是关键的。等效电路模型的控制方程可如下书写：\n\nVoc-Vt＝V2+Ir1 (2)其中，V2412是电路模型中的C 408或者r2406两端的电压；是V2412基于时间的微分；r2406是电池的电荷转移电阻；C 408是电池的双层电容；I 414是测量的电池电流；Voc402是电池的开路电压；Vt410是测量的电池端子两端的电池电压(路端电压)；r1404是电池的内电阻。在典型的电池系统中，可以直接测量一些值(诸如电流I 414、路端电压Vt410)。然而，电阻值和电容值可能随着时间变化而不容易测量。可能需要电池阻抗参数估计模型来计算电池的阻抗参数。估计系统的参数的一个方法是使用递归参数估计方法(诸如扩展卡尔曼滤波器(EKF：Extended Kalman Filter))。例如，EKF可被构建为：使用电流I 414作为输入、电压V2412作为状态、Voc-Vt作为输出。电池ECM阻抗参数(r1404、r2406和C 408)或者所述参数的组合可被看作为将被识别的状态。一旦识别了所述参数和状态，便可基于电池电压和电流的操作极限以及当前的电池状态来计算电池功率容量。PHEV或BEV的电动行驶距离取决于在行程开始时的电池电荷。电池电荷由充电设定点(charge setpoint)指示。默认的充电设定点是将电池充分充电至最大操作SOC。基于自驾驶者的当前位置(车辆在当前位置充电，所述当前位置通常为他的家或工作地点)的未来路线，将电池充电到最大操作SOC可能不是最有效的策略。这一未来路线可以是完整的路线或者是部分路线(如果在充电时已知仅部分信息)。部分信息可包括当前车辆海拔、历史驾驶数据(诸如驾驶者行为)、从当前位置获得的关于路线的统计数据等。如果驾驶者在增高的海拔下生活或者工作，则使得去往下一个目的地的未来行程提供了利用再生制动或其它再生方式对车辆充电的机会，所述其它再生方式包括(但不限于)发动机充电、用于柴油混合动力催化剂清洁的发动机操作、用于催化剂加热的发动机操作、驱动附件(诸如窗口除霜装置)的发动机操作、加热车辆的发动机操作、加热电池组的发动机操作、太阳能捕获和沿着道路的感应充电，因为车辆将不允许其自身对电池过充电，所以默认的充电策略可能不是有效的。一个示例是在高的山区生活或工作，在所述山区上驾驶者通过从充电站下坡行驶来开始每次行程，从而按照默认的充电策略，再生能量将损耗。一个解决方案是基于在下一个行程期间的未来电池最大净SOC增加量来确定充电设定点。最大的未来电池SOC增加量或者最大净SOC增加量可能出于多个原因，所述多个原因包括：基于即将到来的路线(upcoming route)的再生制动、发动机使用和驾驶行为。即将到来的路线可以是下一个路线和/或下一个目的地。可以在“上一个”行程结束在车辆连接到电池充电器之前，或者在前往下一个路线之前的某一时刻，确定即将到来的路线。可以利用多种方式来进行下一个路线的输入，所述多种方式包括(但不限于)：(i)驾驶者直接输入下一个行程；(ii)基于驾驶者先前的驾驶历史来预测电池SOC增加量；(iii)使用GPS或者其它导航数据从当前的位置来确定海拔和路线。在驾驶者离开车辆之前没有输入未来的行程信息的情形下，可使用预测系统来确定未来SOC增加量和轮廓线(profile)。如果获得了即将到来的目的地，则车辆可计算前往所述目的地的最可能的路线以及相关联的SOC轮廓线。通过过去的驾驶历史预测的假定的驾驶行为提供了与能量使用潜力或能量回收潜力有关的信息。假定的驾驶行为包括道路信息、交通信息、标示的速度限制和交通标志等。可以使用路线信息从预测的或指定的目的地得出对能线图的一般分析。在给定的道路状况下(标示的速度、道路坡度、曲率、当日时间、天气、交通、交通灯、道路标志灯)的驾驶者的平均行为是通常影响能量分析的数据。在确定了未来路线和驾驶行为之后，所述系统分析下一个进入的、确定的或预测的路线，以在沿着路线的每个点处预测能量增加量或减少量。这是针对路线的每段进行SOC增加量的预测的计算，这是由于：SOC增加包括在“制动段”中的再生制动或者发动机-发电机能量生成，在能量使用期间的SOC减少包括在制动段或电池配件使用之间的“爬坡”。地理属性与SOC贡献之间的关系是反向的：下坡驾驶产生SOC的正的净贡献或向上的斜线，上坡驾驶产生SOC的负的净贡献或向下的斜线。在未来的车辆运行期间预测最大净SOC增加量需要当前的SOC的知识并在下一个车辆行程期间预测未来的SOC轮廓线。图5示出了示例性的完整的SOC贡献轮廓线500。该SOC轮廓线500是SOC贡献502关于行程距离504的图表，行程距离504是车辆沿着行程的空间位置。向上的斜线506是来自预测的再生制动的正贡献，向下的斜线508是针对上坡段的能量的负贡献，车辆在上坡段消耗能量以上坡。向上的斜线506具有相应的正的SOC变化率520，向下的斜线508具有相应的负的SOC变化率522。在所述示例中，驾驶者以小的下坡段510开始他的行程、接着是较长的上坡段512、接下来是另一个下坡段514。当已经确定即将到来的路线并且已经汇集行程的每段的SOC贡献时，可识别最大的SOC水平516。当确定了最大SOC净贡献516时，接下来的步骤是将该最大贡献水平与图6中所示的最大SOC对齐。图6是SOC水平602关于行程距离504的图表，行程距离504是车辆沿着行程的空间位置。在该示例图表中，最大SOC水平604和最小SOC水平606设置了电池操作范围。调整完整的SOC轮廓线500，使得最大SOC贡献516与最大SOC水平604对齐。由此可确定期望的初始SOC值608。另外，可确定电池SOC轮廓线500将与最小SOC水平606相交的交叉点610。交叉点610是车辆控制将从常规操作转变到电荷保持操作模式的点。在图7中示出了调整后的初始SOC 608的SOC轮廓线与默认策略的对比，在默认策略中，电池被充电至最大初始SOC或最大SOC水平604。如图7中所示，默认策略不针对未来路线、驾驶行为分析以及随后的能量分析执行任何计划。从起始的小下坡、接下来的再生段或SOC增加段，默认策略无法使用初始再生，而将电荷保持在最大SOC水平604(如段702所示)。一旦到达了SOC减少的第一段，车辆便汲取能量以用于推进或其它配件，并且SOC下降(如段704所示)。当发生其它SOC增加时，车辆可再次捕获能量(如段706所示)，直到SOC达到点708处的最大SOC水平604。从该SOC增加的结束点710起，车辆将表现得非常像“最佳”解决方案。如图7中所示，在最大SOC贡献点710之后，所述最佳策略和默认策略将表现得完全一样。基于调整后的初始的SOC 608的最佳策略使用电池中的较少量的电荷(如较低的SOC所指示)开始行程。这一较少的起始电荷需要来自充电端口的较少的能量，从而导致来自电网的较低的充电成本。能量节约是最大SOC水平604与期望的初始SOC 608之间的差712。通过利用最佳策略来确定期望的初始SOC 608(初始SOC 608是基于未来行程的最佳SOC设定点)，通过不采用“顶式充电”(top charge)，取而代之的是，允许车辆在运行期间对电池再充电，而将电池充电至节约能量712的期望的SOC初始点608。通过基于未来行程分析而选择充电设定点，可回收更多的再生制动能量并从电网耗费较低的电力。另一个优点在于：更多的再生制动能量回收导致由发电机(而不是刹车片)执行车辆制动，提供了更长的摩擦制动器寿命。此外，对于相同的行程，总体SOC水平(均方根RMS)比使用默认设定点的SOC水平低。较低的RMS SOC水平可以减缓电池老化进程，导致较长的电池寿命。图8是确定最佳充电设定点的流程图。该流程图可以在微处理器、微控制器、可编辑逻辑器件、专用集成电路(ASIC)、或者其它数字或模拟系统上实现，此外，可利用确定性模型、概率模型、模糊逻辑或其它方式来实现该流程图。在框802处，利用驾驶者输入、路线预测、交通数据、历史数据、GPS数据或类似的信息计算未来的路线和性能能量分析。在框804处，基于路线能量分析计算行程或路线期间的预测的最大SOC(SOC_max)。这可以是基于不考虑SOC上限而回收的最大再生制动沿着路线的理论SOC的预测。在框806处，将最大理论SOC和SOC设定点(SOC_setpoint_default)进行比较，如果最大理论SOC大于当前的SOC设定点，则在框808处确定最佳SOC(SOC_opt)。可以递归地确定这一最佳SOC设定点。在框810处，将电池SOC(SOC_actual)和所述最佳SOC进行比较，如果电池SOC大于所述最佳SOC，则在框812中可将电池电力送回到电网。如果电池SOC小于所述最佳SOC，则在框814中可将电池充电至所述最佳SOC。在此公开的程序、方法或算法可被传送到处理装置、控制器或计算机/通过处理装置、控制器或计算机实现，所述处理装置、控制器或计算机可包括任何现有的可编程电子控制单元或者专用的电子控制单元。类似地，所述程序、方法或算法可以以多种形式被存储为可被控制器或计算机执行的数据和指令，所述多种形式包括(但不限于)信息永久地存储在非可写存储介质(诸如ROM装置)上以及信息可变地存储在可写存储介质(诸如软盘、磁数据带式存储器、光学数据带式存储器、CD、RAM装置、FLASH装置、MRAM装置以及其它磁介质和光学介质)上。所述程序、方法或算法还可被实现为软件可执行对象。可选地，所述程序、方法或算法可利用合适的硬件组件(诸如专用集成电路(ASIC)、现场可编程门阵列(FPGA)、状态机、控制器或任何其它硬件组件或装置)或者硬件、软件和固件组件的结合被整体或部分地实施。虽然上面描述了示例性实施例，但是并不意味着这些实施例描述了权利要求包含的所有可能的形式。说明书中使用的词语为描述性词语，而非限制性词语，并且应理解的是，在不脱离本公开的精神和范围的情况下，可做出各种改变。如上所述，可组合多个实施例的特征以形成本发明的可能未明确描述或示出的进一步的实施例。虽然多个实施例已被描述为提供优点或者可在一个或更多个期望的特性方面优于其它实施例或现有技术实施方式，但是本领域的普通技术人员应该意识到，一个或更多个特征或特点可被折衷，以实现期望的整体系统属性，所述期望的整体系统属性取决于具体的应用和实施方式。这些属性可包括(但不限于)成本、强度、耐久性、生命周期成本、可销售性、外观、包装、尺寸、维护保养方便性、重量、可制造性、装配容易性等。因此，被描述为在一个或更多个特性方面不如其它实施例或现有技术实施方式的实施例并不在本公开的范围之外并且可被期望用于特殊的应用。 | 本发明提供一种车辆电池充电设定点控制。公开了一种可调节的车辆牵引电池充电设定点策略，所述车辆牵引电池充电设定点策略能够调节用于从公用电网对电池充电的最大电池荷电状态(SOC)设定点。基于即将到来的路线的知识和相关的驾驶行为，车辆计算小于最大电池SOC充电设定点的设定点，从而当车辆开始运行时，车辆可使用再生制动和历史驾驶行为，以允许在行程期间将电池充电至最大值。 | CN:201410525024.9A | https://patentimages.storage.googleapis.com/86/ae/da/cacb62576b96dc/CN104512265B.pdf | CN:104512265:B | 李勇华, 约翰内斯·盖尔·克里斯汀森, 曾福林 | Ford Global Technologies LLC | US:8022674, CN:101635471:A, CN:102448761:A, CN:103079926:A, WO:2012111124:A1, CN:102849063:A, CN:102881955:A | Not available | 2019-01-18 | 1.一种车辆，包括：, 电池，具有荷电状态(SOC)和最大SOC设定点；, 至少一个控制器，被配置为：如果SOC小于SOC设定点，则将电池充电至所述SOC设定点，其中，所述SOC设定点由所述最大SOC设定点与针对包括再生事件的预期的车辆路线而预测的SOC的净最大增加量之间的差限定，所述再生事件降低供应至电池的充电电流。, 2.根据权利要求1所述的车辆，其中，所述至少一个控制器还被配置为：如果SOC大于所述SOC设定点，则将电流供应至与车辆电连接的电网，以将所述SOC降低到所述SOC设定点。, 3.根据权利要求1所述的车辆，其中，所述再生事件是制动。, 4.根据权利要求1所述的车辆，其中，所述再生事件是沿着所述路线的感应充电。, 5.根据权利要求1所述的车辆，其中，所述再生事件是太阳能捕获。, 6.根据权利要求1所述的车辆，所述车辆还包括发动机，其中，所述再生事件是由发动机操作导致的充电。 | CN | China | Expired - Fee Related | B | True |
| 38 | 电池包、电动车和储能装置 \n | CN110165115B | 技术领域本申请涉及电池技术领域，具体而言，涉及一种电池包和具有所述电池包的电动车以及储能装置。背景技术相关技术中诸如应用于电动车的电池包，主要包括包体和安装在包体内的多个电池模组，其中，每个电池模组由多个单体电池组装而成。在上述相关现有技术中，如图1所示，电池包10′的包体200′′多由宽度方向横梁500′、长度方向横梁600′分割成多个电池模组400′的安装区域；如CN107925028A公开的电池组的电池模组400′通过螺钉等方式，固定在宽度方向横梁500′或长度方向横梁600′上。电池模组400′包括依次排列的多个单体电池，多个单体电池排列形成电池阵列，在电池阵列外部设置有端梁和/或侧梁；一般同时包含端梁和侧梁，端梁和侧梁固定，围成容纳电池阵列的空间。同时，端梁和侧梁通过螺钉连接，或者通过拉杆等其他连接件连接，以实现对电池阵列的固定。申请人通过试验和分析发现，电池模组400′通过螺钉等结构固定在宽度方向横梁500′或长度方向横梁600′上，浪费了空间，同时因为加入了螺钉等连接件，提高了重量，降低了能量密度；另外，电池模组400′通过端梁和侧梁的配合设计，端梁和侧梁均具有一定的厚度和高度，浪费了包体200′′内部的空间，降低了包体200′′的体积利用率。一般情况下，上述现有技术中的电池包10′，包体200′′内单体电池的体积之和与包体200′′体积的比值均在50%左右，甚至低至40%。随着用户对电动车的续航能力的要求逐渐提升，而在车身底部空间有限的情况下，采用上述现有技术提供的电池包10′，其采用的电池模组400′的端梁、侧梁，电池包10′内部的连接安装方式等，都降低了包体200′′内部空间的利用率；导致电池包10′中，单体电池的体积之和与包体200′′体积的比值过低，能量密度无法满足用户对电动车的续航能力的需求，其也逐渐成为制约电动车发展的重要因素。另外，存在繁琐组装过程，组装工序复杂，需要先组装成电池模组，再将电池模组安装在包体内，增加了人力、物力等成本；同时，因需要多次组装工序，在电池包的组装过程中，产生不良率的概率被提高，多次组装加大了电池包出现松动、安装不牢固的可能性，对电池包的品质造成不良影响，并且电池包的稳定性下降，可靠性降低。申请内容本申请旨在至少解决现有技术中存在的技术问题之一。为此，本申请的一个目的在于提出一种电池包，该电池包具有空间利用率高、能量密度大、续航能力强、可靠性高、成本低及品质高等优点。本申请还提出一种具有所述电池包的电动车。本申请还提出一种储能装置。本申请的第一方面的实施例提出一种电池包，所述电池包包括：包体；多个单体电池，所述多个单体电池设于所述包体内；其中，所述多个单体电池的体积之和V1与所述电池包的体积V2满足：V1/V2≥55%；所述电池包具有相互垂直的第一方向和第二方向，所述单体电池的长度方向沿所述电池包的第一方向布置，多个所述单体电池沿所述电池包的第二方向排列；所述包体沿所述第一方向仅容纳一个单体电池；所述单体电池包括电池本体，所述电池本体的长度为600-2500mm。根据本申请实施例的动力电池，通过限定单体电池的体积之和与电池包的体积的比例，即将V1/V2≥55%，从而可以提高电池包的空间利用率，在电池包内布置更多的单体电池，即在单位空间内布置更多的能量提供结构，由此可以提高能量密度，从而在不扩大占用空间的情况下提高续航能力。同时在组装电池包的过程中，降低成本，并且提高品质和电池包的可靠性。本申请提供的电池包中，单体电池的电池本体长度选择600-2500mm，并且在电池包内沿第一方向布置，沿第二方向排列；长单体排列并放置在电池包中，形成体积利用率在55%以上的电池包，提高了空间利用率，提高能量密度和使用该电池包的电动车续航能力。本申请的一些具体实施例中，V1/V2≥60%。本申请的一些具体实施例中，V1/V2≥62%。本申请的另一些具体实施例中，V1/V2≥65%。本申请的一些具体实施例中，所述第一方向为所述电池包的宽度方向，所述第二方向为所述电池包的长度方向；所述单体电池的长度方向沿所述电池包的宽度方向布置，多个所述单体电池沿所述电池包的长度方向排列。本申请的一些具体实施例中，所述包体在所述电池包的宽度方向上，仅容纳一个所述单体电池。本申请一些具体实施例中，在所述电池包的宽度方向上，所述单体电池的一端和与其相邻的包体侧梁之间的最近距离为L1，所述单体电池的另一端和与其相邻的包体侧梁之间的最近距离为L2，所述单体电池的长度L满足：L1+L2＜L。本申请的一些具体实施例中，沿所述电池包的宽度方向，所述单体电池由所述包体一侧延伸到另一侧。本申请的一些具体实施例中，所述包体内至少设置一个沿所述电池包的宽度方向延伸的宽度方向横梁，多个所述单体电池沿所述电池包的长度方向排列形成电池阵列，所述宽度方向横梁将所述电池阵列沿所述电池包的长度方向分割成至少两部分，所述电池阵列的每一部分包含至少一个单体电池。本申请的一些具体实施例中，所述单体电池的长度方向沿所述电池包的宽度方向布置，多个所述单体电池沿所述电池包的长度方向排列形成电池阵列，所述包体内沿所述电池包的宽度方向上布置有至少两排电池阵列，所述包体内至少设置一个沿所述电池包的长度方向延伸的长度方向横梁，所述长度方向横梁位于相邻两排电池阵列之间。本申请的一些具体实施例中，所述包体包括位于所述电池包宽度方向两侧的侧梁，所述单体电池长度方向的两端支撑在所述侧梁上；所述包体包括位于所述电池包长度方向两端的端梁，所述端梁为邻近其的单体电池提供向内的压紧力。本申请的一些具体实施例中，所述第一方向为所述电池包的长度方向，所述第二方向为所述电池包的宽度方向，所述单体电池的长度方向沿所述电池包的宽度方向布置，多个所述单体电池沿所述电池包的长度方向排列形成电池阵列，所述包体内沿所述电池包的高度方向含有至少两层电池阵列。本申请的一些具体实施例中，所述单体电池的长度方向沿所述电池包的长度方向布置，多个所述单体电池沿所述电池包的宽度方向排列。本申请的一些具体实施例中，所述包体在所述电池包的长度方向上，仅容纳一个所述单体电池。本申请的一些具体实施例中，在所述电池包的长度方向上，所述单体电池的一端和与其相邻的包体端梁之间的最近距离为L3，所述单体电池的另一端和与其相邻的包体端梁之间的最近距离为L4，所述单体电池的长度L满足：L3+L4＜L。本申请的一些具体实施例中，沿所述电池包长度方向，所述单体电池由所述包体一端延伸到另一端。本申请的一些具体实施例中，所述包体内至少设置一个沿所述电池包的长度方向延伸的长度方向横梁，多个所述单体电池沿所述电池包的宽度方向排列形成电池阵列，所述长度方向横梁将所述电池阵列沿所述动力电池的宽度方向分割成至少两部分，所述电池阵列的每一部分包含至少一个单体电池。本申请的一些具体实施例中，所述单体电池的长度方向沿所述电池包的长度方向布置，多个所述单体电池沿所述电池包的宽度方向排列形成电池阵列，所述包体内沿所述电池包的长度方向上布置有至少两排电池阵列，所述包体内至少设置一个沿所述电池包的宽度方向延伸的宽度方向横梁，所述宽度方向横梁位于相邻两排电池阵列之间。本申请的一些具体实施例中，所述包体包括位于所述电池包长度方向两端的端梁，所述单体电池长度方向的两端支撑在所述端梁上；所述包体包括位于所述电池包宽度方向两侧的侧梁，所述侧梁为邻近其的单体电池提供向内的压紧力。本申请的一些具体实施例中，所述单体电池的长度方向沿所述电池包的长度方向布置，多个所述单体电池沿所述电池包的宽度方向排列形成电池阵列，所述包体内沿所述电池包的高度方向含有至少两层电池阵列。本申请的一些具体实施例中，所述包体包括与车身配合连接的车用托盘。本申请的一些具体实施例中，所述包体的在所述电池包的宽度方向上的宽度F为500mm-1500mm。本申请的一些具体实施例中，还包括电池管理系统和/或电池热管理系统。本申请的一些具体实施例中，所述包体形成在电动车上。本申请的一些具体实施例中，所述电池包的宽度方向沿车身宽度方向布置，所述电池包的长度方向沿车身长度方向布置；或所述电池包的宽度方向沿车身长度方向布置，所述电池包的长度方向沿车身宽度方向布置。本申请的一些具体实施例中，所述单体电池包括电池本体，所述电池本体具有长度L、宽度H和和厚度D，所述电池本体的长度L大于宽度H，所述电池本体的宽度H大于厚度D，其中，所述电池本体的长度L与宽度H满足：L/H=4~21。本申请的一些具体实施例中，所述单体电池包括电池本体，所述电池本体的长度L与所述电池本体的厚度D满足：L/D=23~208。本申请的一些具体实施例中，所述单体电池包括电池本体，所述电池本体的长度L与所述电池本体的体积V满足：L/V= 0.0005 mm﹣2 ~ 0.002 mm﹣2。本申请的一些具体实施例中，所述单体电池包括电池本体，所述电池本体的宽度H与所述电池本体的体积V满足：H/V= 0.0001 mm﹣2~0.00015 mm﹣2。本申请的一些具体实施例中，所述单体电池包括电池本体，所述电池本体的厚度D与所述电池本体的体积V满足：D/V= 0.0000065 mm﹣2~0.00002 mm﹣2。本申请的一些具体实施例中，所述单体电池包括电池本体，所述电池本体的长度L与所述电池本体的表面积S满足：L/S= 0.002mm﹣1~0.005 mm﹣1。本申请的一些具体实施例中，所述单体电池包括电池本体，所述电池本体的表面积S与所述电池本体的体积V满足：S/V= 0.1 mm﹣1~0.35 mm﹣1。本申请的一些具体实施例中，所述单体电池包括电池本体，所述电池本体的长度L为700mm-2500mm。本申请的一些具体实施例中，所述单体电池包括电池本体，所述电池本体的长度L为800mm-1500mm。本申请的一些具体实施例中，所述单体电池包括电池本体，所述单体电池为铝壳方形电池。本申请的一些具体实施例中，所述单体电池包括电池本体和防爆阀，所述防爆阀设于所述电池本体的长度方向上的至少一端。本申请的一些具体实施例中，所述单体电池包括电池本体，所述电池本体的长度方向上的两端分别设有防爆阀，所述电池本体两端的防爆阀通过不同的排气通道排气。根据本申请的第二方面的实施例提出一种电动车，所述电动车包括根据本申请的第一方面的实施例所述的电池包。根据本申请实施例的电动车，通过利用根据本申请的第一方面的实施例所述的电池包，能够在不扩大电池占用空间的情况下提升续航能力。根据本申请的一些具体实施例，所述电池包设置在所述电动车的底部，所述包体与所述电动车的底盘固定连接。根据本申请的一些具体示例，所述电动车包括设置在所述电动车底部的一个电池包，所述电池包的宽度方向沿所述电动车的车身宽度方向布置，所述电池包的长度方向沿所述电动车的车身长度方向布置。进一步地，所述包体的宽度F与车身宽度W满足：50%≤F/W≤80%。进一步地，所述单体电池包括电池本体，所述电池本体的在所述电池包的宽度方向上的长度L与车身宽度W满足：46%≤L/W≤76%。根据本申请的一些具体示例，所述车身宽度W为500mm-2000mm。根据本申请的第三方面的实施例提出一种储能装置，所述储能装置包括根据本申请的第一方面的实施例所述的电池包。本申请的附加方面和优点将在下面的描述中部分给出，部分将从下面的描述中变得明显，或通过本申请的实践了解到。附图说明本申请的上述和/或附加的方面和优点从结合下面附图对实施例的描述中将变得明显和容易理解，其中：图1是现有技术中的电池包的爆炸图。图2是根据本申请实施例的电池包的剖视图。图3是根据本申请实施例的电池包的立体图。图4是根据本申请实施例的电池包的爆炸图。图5是根据本申请实施例的单体电池的结构示意图。图6是根据本申请实施例的电池包的电池模组的排布方式示意图。图7是根据本申请另一个实施例的电池包的电池模组的排布方式示意图。图8是根据本申请实施例的电池包的包体形成于电动车的结构示意图。图9是根据本申请实施例的电动车的结构示意图。图10是根据本申请实施例的电动车的爆炸图。图11是图2中G区域的放大图。图12是根据本申请第一可选实施例的电池包的立体图。图13是根据本申请第二可选实施例的电池包的立体图。图14是根据本申请第三可选实施例的电池包的立体图。图15是根据本申请第四可选实施例的电池包的立体图。图16是根据本申请第五可选实施例的电池包的立体图。附图标记：现有技术：电池包10′、包体200′′、电池模组400′、长度方向横梁600′、宽度方向横梁500′；本申请：电动车1、电池包10、单体电池100、电池本体110、包体200、托盘210、上盖220、第一侧梁201、第二侧梁202、第一端梁203、第二端梁204、排气通道222、进气口221、电池模组400、第一极耳101、第二极耳102、防爆阀103、长度方向横梁600、宽度方向横梁500、电池包10的长度方向A、电池包10的宽度方向B、电池动力包10的高度方向C、电池本体110的长度L、电池本体110的宽度H、电池本体110的厚度D、车身宽度W、包体200的宽度F。具体实施方式下面详细描述本申请的实施例，所述实施例的示例在附图中示出，其中自始至终相同或类似的标号表示相同或类似的元件或具有相同或类似功能的元件。下面通过参考附图描述的实施例是示例性的，仅用于解释本申请，而不能理解为对本申请的限制。在本申请的描述中，需要理解的是，术语“竖向”、“横向”、“长度”、“宽度”、“厚度”、“内”、“外”、等指示的方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述本申请和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本申请的限制。此外，在本申请的描述中，“多个”的含义是两个或两个以上。考虑到相关技术中电池包的现状，本申请提出一种电池包和具有其的电动车，该电池包具有空间利用率高、能量密度大、续航能力强等优点。下面参考附图描述根据本申请实施例的电池包10。如图2-图16所示，根据本申请实施例的电池包10包括包体200和多个单体电池100。多个单体电池100设于包体200内，包体200可以理解为用于容纳多个单体电池100的外壳，例如可以包括托盘210和上盖220，托盘210和上盖220共同限定出多个单体电池100的容纳空间，多个单体电池100设于托盘210，并由上盖220封盖。其中，多个单体电池100的体积之和V1与电池包10的体积V2满足：V1/V2≥55%。本领域的技术人员可以理解地是，V1为每个单体电池100的体积与单体电池100的数量的乘积，即V1为多个单体电池100的总体积；V2为电池包10的外轮廓所限定立体形状的整体体积。根据本申请实施例的电池包10，通过限定单体电池100的体积之和与电池包10的体积的比例，即将V1/V2≥55%，从而可以提高电池包10的空间利用率，在电池包10内布置更多的单体电池100，即在单位空间内布置更多的能量提供结构，由此可以提高能量密度，从而在不扩大占用空间的情况下提高续航能力。同时在组装电池包的过程中，降低成本，并且提高品质和电池包的可靠性；本申请提供的电池包中，所述包体沿所述第一方向仅容纳一个单体电池；所述单体电池包括电池本体，所述电池本体的长度为600-2500mm，并且在电池包内沿第一方向布置，沿第二方向排列；长单体排列并放置在电池包中，形成体积利用率在55%以上的电池包，提高了空间利用率，提高能量密度和使用该电池包的电动车续航能力。在本申请的一些具体实施例中，V1/V2≥60%。在本申请的另一些具体实施例中，V1/V2≥62%。在本申请的另一些具体实施例中，V1/V2≥65%。可以理解地是，V2为电池包10的外轮廓所限定的立体形状的整体体积，即包括电池包10内部空间的体积，即电池包10的外轮廓在空间上所围成的立体区域的体积。在电动车中，V1/V2可以理解为空间利用率。本领域的技术人员可以理解地是，由于某些因素的影响，例如外围零部件会占用包体200内部空间，包括托盘底部防撞击空间、液冷系统、保温材料、绝缘防护、热安全辅件、排火排气通道、高压配电模块等，因此V1/V2的峰值通常在80%，即V1/V2≤80%。下面参考附图描述根据本申请具体实施例的电池包10，其中，电池包10的长度方向以箭头A示意，电池包10的宽度方向由箭头B示意，电池包10的高度方向由箭头C示意。在本申请的一些具体实施例中，如图2-图4所示，单体电池100的长度方向沿电池包10的宽度方向B布置，多个单体电池100沿电池包10的长度A方向排列，由此利于将电池包10的V1/V2达到55%、60%、62%、65%或更高。在本申请的一些具体示例中，如图3和图4所示，在电池包10的宽度方向B上，单体电池100与包体200的侧壁之间的间距小于单体电池100的长度，具体而言，在电池包10的宽度方向B上，单体电池100的一端和与其（单体电池100的所述一端）相邻的包体200侧梁之间的最近距离为L1，单体电池100的另一端和与其（单体电池100的所述另一端）相邻的包体200侧梁之间的最近距离为L2，单体电池100的长度L满足：L1+L2＜L。这样，在电池包10的宽度方向B上，无法再容纳额外的另一个单体电池100。换言之，包体200在电池包10的宽度方向B上，仅容纳一个单体电池100。也就是说，在电池包10的宽度方向B上，单体电池100无法以两个或两个以上的数量布置在该方向上。当电池包10中，单体电池100沿电池包10的高度方向C上至少设置两层时，至少有一层单体电池100在电池包10的宽度方向B上仅能够容纳一个。上述仅容纳一个单体电池100，指的是在电池包10的宽度方向B上，仅能够并排设置一个单体电池100；而在电池包10的高度方向C上，虽然可以设置两层，也不是在电池包10的宽度方向B上排布多于一个单体电池100。可以理解地是，在电池包10的宽度方向B上，包体200的两侧为侧梁；在电池包10的长度方向A上，包体200的两端为端梁。 | 本申请公开了一种电池包、电动车和储能装置，所述电池包包括：包体；多个单体电池，所述多个单体电池设于所述包体内；其中，所述多个单体电池的体积之和V1与所述电池包的体积V2满足：V1/V2≥55%；所述电池包具有相互垂直的第一方向和第二方向，所述单体电池的长度方向沿所述电池包的第一方向布置，多个所述单体电池沿所述电池包的第二方向排列；所述包体沿所述第一方向仅容纳一个单体电池；所述单体电池包括电池本体，所述电池本体的长度为600‑2500mm。根据本申请实施例的电池包具有空间利用率高、能量密度大、续航能力强等优点。 | CN:201910542987.2A | https://patentimages.storage.googleapis.com/0a/4c/48/a18c488ef1180d/CN110165115B.pdf | CN:110165115:B | 孙华军, 朱燕, 唐江龙, 曾而平 | BYD Co Ltd | JP:H09274899:A, CN:1720629:A, CN:102893426:A, CN:202210539:U, WO:2014162963:A1, CN:205016591:U, CN:106953039:A, EP:3386001:A1, CN:107394279:A | Not available | 2019-12-20 | 1.一种电池包，其特征在于，包括：, 包体；, 多个单体电池，所述多个单体电池设于所述包体内；, 其中，所述多个单体电池的体积之和V1与所述电池包的体积V2满足：V1/V2≥55%；, 所述电池包具有相互垂直的第一方向和第二方向，所述单体电池的长度方向沿所述电池包的第一方向布置，多个所述单体电池沿所述电池包的第二方向排列；所述包体沿所述第一方向仅容纳一个单体电池；所述单体电池包括电池本体，所述电池本体具有长度L、宽度H和厚度D，所述电池本体的长度L大于宽度H，所述电池本体的宽度H大于厚度D，其中，所述电池本体的长度为600-2500mm，所述电池本体的长度L与宽度H满足：L/H=4~21；所述电池本体的长度L与所述电池本体的厚度D满足：L/D=23~208；所述电池本体的长度L与所述电池本体的体积V满足：L/V= 0.0005 mm﹣2 ~ 0.002 mm﹣2；, 所述第一方向为所述电池包的宽度方向，所述第二方向为所述电池包的长度方向，所述包体包括位于所述电池包宽度方向两侧的侧梁，所述单体电池长度方向的两端支撑在所述侧梁上；, 或者，所述第一方向为所述电池包的长度方向，所述第二方向为所述电池包的宽度方向，所述包体包括位于所述电池包长度方向两端的端梁，所述单体电池长度方向的两端支撑在所述端梁上。, 2.根据权利要求1所述的电池包，其特征在于，V1/V2≥60%。, 3.根据权利要求2所述的电池包，其特征在于，V1/V2≥62%。, 4.根据权利要求3所述的电池包，其特征在于，V1/V2≥65%。, 5.根据权利要求1所述的电池包，其特征在于，所述第一方向为所述电池包的宽度方向，所述第二方向为所述电池包的长度方向；所述单体电池的长度方向沿所述电池包的宽度方向布置，多个所述单体电池沿所述电池包的长度方向排列。, 6.根据权利要求5所述的电池包，其特征在于，所述包体在所述电池包的宽度方向上，仅容纳一个所述单体电池。, 7.根据权利要求5所述的电池包，其特征在于，在所述电池包的宽度方向上，所述单体电池的一端和与其相邻的包体侧梁之间的最近距离为L1，所述单体电池的另一端和与其相邻的包体侧梁之间的最近距离为L2，所述单体电池的长度L满足：L1+L2＜L。, 8.根据权利要求5所述的电池包，其特征在于，沿所述电池包的宽度方向，所述单体电池由所述包体一侧延伸到另一侧。, 9.根据权利要求6-8中任一项所述的电池包，其特征在于，所述包体内至少设置一个沿所述电池包的宽度方向延伸的宽度方向横梁，多个所述单体电池沿所述电池包的长度方向排列形成电池阵列，所述宽度方向横梁将所述电池阵列沿所述电池包的长度方向分割成至少两部分，所述电池阵列的每一部分包含至少一个单体电池。, 10.根据权利要求5所述的电池包，其特征在于，所述单体电池的长度方向沿所述电池包的宽度方向布置，多个所述单体电池沿所述电池包的长度方向排列形成电池阵列，所述包体内沿所述电池包的宽度方向上布置有至少两排电池阵列，所述包体内至少设置一个沿所述电池包的长度方向延伸的长度方向横梁，所述长度方向横梁位于相邻两排电池阵列之间。, 11.根据权利要求6-8和10中任一项所述的电池包，其特征在于，所述包体包括位于所述电池包长度方向两端的端梁，所述端梁为邻近其的单体电池提供向内的压紧力。, 12.根据权利要求1-8和10中任一项所述的电池包，其特征在于，所述第一方向为电池包的宽度方向，所述第二方向为电池包的长度方向；所述单体电池的长度方向沿所述电池包的宽度方向布置，多个所述单体电池沿所述电池包的长度方向排列形成电池阵列，所述包体内沿所述电池包的高度方向含有至少两层电池阵列。, 13.根据权利要求1所述的电池包，其特征在于，所述第一方向为所述电池包的长度方向，所述第二方向为所述电池包的宽度方向，所述单体电池的长度方向沿所述电池包的长度方向布置，多个所述单体电池沿所述电池包的宽度方向排列。, 14.根据权利要求13所述的电池包，其特征在于，所述包体在所述电池包的长度方向上，仅容纳一个所述单体电池。, 15.根据权利要求13所述的电池包，其特征在于，在所述电池包的长度方向上，所述单体电池的一端和与其相邻的包体端梁之间的最近距离为L3，所述单体电池的另一端和与其相邻的包体端梁之间的最近距离为L4，所述单体电池的长度L满足：L3+L4＜L。, 16.根据权利要求13所述的电池包，其特征在于，沿所述电池包长度方向，所述单体电池由所述包体一端延伸到另一端。, 17.根据权利要求14-16中任一项所述的电池包，其特征在于，所述包体内至少设置一个沿所述电池包的长度方向延伸的长度方向横梁，多个所述单体电池沿所述电池包的宽度方向排列形成电池阵列，所述长度方向横梁将所述电池阵列沿所述电池包的宽度方向分割成至少两部分，所述电池阵列的每一部分包含至少一个单体电池。, 18.根据权利要求13所述的电池包，其特征在于，所述单体电池的长度方向沿所述电池包的长度方向布置，多个所述单体电池沿所述电池包的宽度方向排列形成电池阵列，所述包体内沿所述电池包的长度方向上布置有至少两排电池阵列，所述包体内至少设置一个沿所述电池包的宽度方向延伸的宽度方向横梁，所述宽度方向横梁位于相邻两排电池阵列之间。, 19.根据权利要求14-16和18中任一项所述的电池包，其特征在于，所述包体包括位于所述电池包宽度方向两侧的侧梁，所述侧梁为邻近其的单体电池提供向内的压紧力。, 20.根据权利要求14-16和18中任一项所述的电池包，其特征在于，所述单体电池的长度方向沿所述电池包的长度方向布置，多个所述单体电池沿所述电池包的宽度方向排列形成电池阵列，所述包体内沿所述电池包的高度方向含有至少两层电池阵列。, 21.根据权利要求1-8、10、14-16和18中任一项所述的电池包，其特征在于，所述包体包括与车身配合连接的车用托盘。, 22.根据权利要求1-8、10、14-16和18中任一项所述的电池包，其特征在于，所述包体的在所述电池包的宽度方向上的宽度F为500mm-1500mm。, 23.根据权利要求1-8、10、14-16和18中任一项所述的电池包，其特征在于，还包括电池管理系统。, 24.根据权利要求1-8、10、14-16和18中任一项所述的电池包，其特征在于，所述包体形成在电动车上。, 25.根据权利要求1-8、10、14-16和18中任一项所述的电池包，其特征在于，所述电池包的宽度方向沿车身宽度方向布置，所述电池包的长度方向沿车身长度方向布置；或, 所述电池包的宽度方向沿车身长度方向布置，所述电池包的长度方向沿车身宽度方向布置。, 26.根据权利要求1-8、10、14-16和18中任一项所述的电池包，其特征在于，所述单体电池包括电池本体，所述电池本体的宽度H与所述电池本体的体积V满足：H/V= 0.0001 mm﹣2~0.00015 mm﹣2。, 27.根据权利要求1-8、10、14-16和18中任一项所述的电池包，其特征在于，所述单体电池包括电池本体，所述电池本体的厚度D与所述电池本体的体积V满足：D/V= 0.0000065mm﹣2~0.00002 mm﹣2。, 28.根据权利要求1-8、10、14-16和18中任一项所述的电池包，其特征在于，所述单体电池包括电池本体，所述电池本体的长度L与所述电池本体的表面积S满足：L/S= 0.002mm﹣1~0.005 mm﹣1。, 29.根据权利要求1-8、10、14-16和18中任一项所述的电池包，其特征在于，所述单体电池包括电池本体，所述电池本体的表面积S与所述电池本体的体积V满足：S/V=0.1 mm﹣1~0.35 mm﹣1。, 30.根据权利要求1所述的电池包，其特征在于，所述电池本体的长度L为700mm-2500mm。, 31.根据权利要求30中所述的电池包，其特征在于，所述单体电池包括电池本体，所述电池本体的长度L为800mm-1500mm。, 32.根据权利要求1-8、10、14-16和18中任一项所述的电池包，其特征在于，所述单体电池为铝壳方形电池。, 33.根据权利要求32所述的电池包，其特征在于，所述单体电池包括电池本体和防爆阀，所述防爆阀设于所述电池本体的长度方向上的至少一端。, 34.根据权利要求32所述的电池包，其特征在于，所述单体电池包括电池本体，所述电池本体的长度方向上的两端分别设有防爆阀。, 35.一种电动车，其特征在于，所述电动车包括权利要求1-34中任一项所述的电池包。, 36.根据权利要求35所述的电动车，其特征在于，所述电池包设置在所述电动车的底部，所述包体与所述电动车的底盘固定连接。, 37.根据权利要求35或36所述的电动车，其特征在于，所述电动车包括设置在所述电动车底部的一个电池包，所述电池包的宽度方向沿所述电动车的车身宽度方向布置，所述电池包的长度方向沿所述电动车的车身长度方向布置。, 38.根据权利要求37所述的电动车，其特征在于，所述包体的宽度F与车身宽度W满足：50%≤F/W≤80%。, 39.根据权利要求38所述的电动车，其特征在于，所述单体电池包括电池本体，所述电池本体的在所述电池包的宽度方向上的长度L与车身宽度W满足：46%≤L/W≤76%。, 40.根据权利要求38或39所述的电动车，其特征在于，所述车身宽度W为500mm-2000mm。, 41.一种储能装置，其特征在于，所述储能装置包括权利要求1-20、权利要求22-34中任一项所述的电池包。 | CN | China | Active | H | True |
| 39 | 电池组包和电动车辆 \n | CN208521990U | 技术领域本发明涉及一种电池组包，所述电池组包包括：多个布置在电池组外壳中的电池组电池，其中所述电池组外壳具有至少一个电绝缘地构造的保护板；至少一个形变传感器，所述形变传感器包括导电涂层，所述导电涂层被涂覆到保护板上；以及至少一个分析电路，用于识别至少一个形变传感器的电阻变化。本发明也涉及一种电动车辆，所述电动车辆包括至少一个按照本发明的电池组包。背景技术其特点在于：在将来，尤其是在机动车（如电动车辆（EV）、混合动力车辆（HEV）或者插电式混合动力车辆（PHEV））中以及在静止的设施中和在消费电子产品中，电池组电池越来越多地投入使用，对所述电池组电池提出了在可靠性、工作能力、安全性和使用寿命方面的高要求。尤其是具有锂离子电池组电池的电池组系统适合于这种应用。所述锂离子电池组电池的特点尤其在于高能量密度、热稳定性和极其低的自放电。具有锂离子电池组电池的电池组系统具有在功能安全性方面的高要求。电池组电池的不恰当的运行可能导致放热反应直至燃烧和/或直至胀气。尤其是当有金属零件侵入到电池组电池中时，可能形成燃烧或爆炸。但是，电池组电池的电池外壳的形变也已经可触发放热反应。多个电池组电池电接线并且连接成电池组模块或者连接成电池组包。各个电池组电池不仅串联而且并联。在此，这样的电池组包包括电池组外壳，在所述电池组外壳中布置有各个所属的电池组电池。在电动车辆中，电池组包通常被安装在底盘，由此电动车辆的重心更低，而且这由于大的、连在一起地可支配的面积而是有利的。在此，电池组包的电池组外壳具有保护板，所述保护板指向下并且保护电池组外壳。这样的保护板例如包括由钛和铝构成的多层覆盖物。然而，被驶过的或者在行车道上并且高速滑过的对象可能使电池组包的保护板形变或者打穿电池组包的保护板。由此可能发生电池组电池的损坏。电池组外壳的形变或打穿也许没有立即被电池管理系统探测到，因为所涉及到的电池组电池还没有明显损坏。不过，电池组电池也许被损坏得使得要担心很快失灵或者不再遵守绝缘要求或者其它安全要求。从US 2013/0089765 A1公知一种电池组，所述电池组具有外部包裹材料。在包裹材料的可延展的表面上布置有形变传感器。形变传感器包含传感器膜片和导电填充体。在传感器膜片中形成导电通路。在传感器膜片形变时，电阻发生变化。US 2006/093896 A1公开了一种具有外壳的电池组。安全元件被安装到外壳的表面上。在外壳鼓起的情况下，安全元件的电阻发生变化。US 2014/106184 A1公开了一种电池组，所述电池组具有电池组电池、接地外壳和电阻丝，所述电阻丝布置在电池组电池与外壳之间。在外壳形变时，电阻丝与接地外壳发生接触并且电阻丝被短接。发明内容提出了一种电池组包，所述电池组包包括多个布置在电池组外壳中的电池组电池。在此，该电池组外壳具有至少一个电绝缘地构造的保护板。该电池组包还包括至少一个形变传感器，所述形变传感器包括导电涂层，所述导电涂层被涂覆到电池组外壳的保护板上。该电池组包也包括至少一个分析电路，用于识别至少一个形变传感器的电阻变化。按照本发明，设置多个形变传感器，而且这些形变传感器布置在保护板的单独的部分中。在此，保护板的各个部分可具有相同的大小和相同的形状。保护板的各个部分也可以构造得不一样。按照本发明的一个有利的设计方案，该电池组包的形变传感器中的每个形变传感器都与单独的自己的分析电路连接。按照本发明的另一有利的设计方案，该电池组包的多个形变传感器、尤其是该电池组包的所有形变传感器都与共同的分析电路连接。在此，该电池组包的共同的分析电路轮流地、优选地周期性地询问该电池组包的所连接的形变传感器。有利地，形变传感器的导电涂层由具有比较低的温度系数的金属或合金制成。优选地，形变传感器的导电涂层由康铜制成，即由具有铜、镍和锰的合金制成。按照本发明的一个优选的设计方案，形变传感器的导电涂层是印制导线，所述印制导线在电池组外壳的保护板的部分之内在第一接线柱与第二接线柱之间延伸。按照本发明的一个优选的扩展方案，形变传感器的导电涂层被绝缘层覆盖，该绝缘层被涂覆到电池组外壳的保护板上。该绝缘层同时是保护层，而且例如被实施为薄膜、树脂或者漆。该绝缘层也可以覆盖电池组包的多个形变传感器，尤其是可以覆盖电池组包的所有形变传感器。也提出了一种电动车辆，所述电动车辆包括至少一个按照本发明的电池组包。优选地，该电动车辆的电池组包被布置为使得电池组外壳的保护板沿重力方向指向下。因此，该电池组包的形变传感器也指向下，即指向按照本发明的电动车辆所在的行车道的表面。本发明的优点本发明允许通过主动监控电池组外壳的保护板的状态来扩展电池组包的被动保护。在按照本发明的电池组包的情况下，电池组外壳的保护板的形变或打穿以高概率被探测到。因此，尤其是当电池组包嵌入在电动车辆中时，安全地并且快速地识别出车辆电池组的损坏。接着，可以立即将这种损坏通知电动车辆的驾驶员或用户。例如，根据所识别出的损坏程度，可以指示驾驶员立即离开车辆或者立即去修理厂。附加地，可以引入适当的应急措施，例如对电池组电池的扩展的自测试、对其中已经探测到损坏的电池组部分的分离或者将冷却系统预防性地调整到最大冷却功率，以便由此降低电池组包燃烧的危险。因此，本发明有助于提高电动车辆或者一般移动蓄能器的安全性和可靠性。附图说明本发明的实施方式依据附图和随后的描述进一步予以阐述。其中：图1示出了对电池组包的电池组外壳的保护板的俯视图；图2示出了形变传感器的放大图；而图3示出了具有图1的电池组包的电动车辆的示意图。具体实施方式在随后对本发明的实施方式的描述中，相同或者类似的要素用相同的附图标记来表示，其中在个别情况下省去了对这些要素的重复的描述。附图只是示意性地示出了本发明的主题。图1示出了对电池组包5的电池组外壳40的保护板42的俯视图。在电池组外壳40中布置有多个电池组电池，所述电池组电池这里未示出。电池组外壳40围出相对应地大的内部空间，所述内部空间被设置用于容纳电池组电池。所提及的在电池组电池40中的内部空间被保护板42封闭。电池组外壳40的保护板42电绝缘地来构造。在此，保护板42可以由不导电材料、例如塑料实心地制成。可替换地，保护板42也可以由金属制成，所述金属用电绝缘层、尤其是塑料层包上。在此重要的是，保护板42的远离电池组外壳40的内部空间的表面电绝缘地来构造。保护板42的朝向内部空间和电池组电池的表面也可以电绝缘地来构造。电池组外壳40的保护板42分成多个部分80。示例性地，设置八个部分80，其中全部八个部分80都一样大并且被构造为矩形。保护板42的部分80中的每个部分都包括形变传感器70。每个形变传感器70都与这里未示出的分析电路连接。形变传感器70适合于探测部分80的面积AS的变化。在这里示出的示例中，保护板42例如具有1.7m的宽度和2m的长度。接着，对于保护板42的部分80的面积AS适用：AS = 1/8 * 1.7 m * 2 m = 0.425 m2。图2示出了形变传感器70的放大图，所述形变传感器从图1已知。如已经提及的那样，形变传感器70布置在保护板42的部分80中。形变传感器70包括导电涂层75，所述导电涂层被涂覆到保护板42上。导电涂层75是印制导线，所述印制导线在部分80之内在第一接线柱71与第二接线柱72之间延伸。在此，印制导线敷设在部分80之内的多个绕组中。通过第一接线柱71和第二接线柱72，形变传感器70与这里未示出的分析电路连接。导电涂层75由具有比较低的温度系数的材料制成，在本情况下由康铜制成。分析电路识别形变传感器70的涂层75的欧姆电阻。在所述部分80形变时，涂层75有形变。由此，涂层75的欧姆电阻也发生变化，而且借此形变传感器70的欧姆电阻也发生变化。形变传感器70的欧姆电阻以一级近似地与所述部分80的面积AS成比例。分析电路每隔一段时间就测量形变传感器70的涂层75的欧姆电阻。只要不能确定欧姆电阻的在缓慢进行的、可补偿的温度效应和老化效应之外有显著变化，就能以所述部分80没有形变为出发点。在下文，依据一个数例示出了对所述部分80的形变的识别。在此，出发点是：所述部分80的大小为5 cm x 5 cm的面积受到形变并且然后被放大到了7 cm x 7 cm的面积。接着，得到绝对面积变化DA为：DA = (0.07 m)2 – (0.05 m)2 = 0.0024 m2。接着，对于所述部分80的相对面积变化DArel，近似得到：DArel = (0.425 m2 + 0.0024 m2) / (0.425 m2) = 1.0056。如已经提及的那样，形变传感器70的欧姆电阻的变化与所述部分80的相对面积变化DArel成比例。根据形变传感器70在形变之前的欧姆电阻R1，对于形变传感器70在形变之后的欧姆电阻R2适用：R2 = DArel * R1 = 1.0056 * R1。因此，对于形变传感器70的相对电阻变化DRrel适用：DRrel = (R2 – R1) / R1 = (1.0056* R1 – R1) / R1 = 0.0056 = 0.56 %。形变传感器70的欧姆电阻的绝对值对于识别所述部分80的形变不强制相关。重要的仅仅是：分析电路可以在相对短的时间内检测并且分析形变传感器70的欧姆电阻的变化。因此，对分析电路的绝对精确度没有提出特殊要求。如果所述部分80的形变严重到使得在保护板42的部分80之内形成裂缝，其中由于该裂缝而使形变传感器70的导电涂层75中断，那么形变传感器70的欧姆电阻近似无穷大。这意味着：形变传感器70的欧姆电阻在这种情况下明显增加，分析电路可以探测到这一点。在当前情况的示例中，形变传感器70中的每个形变传感器都与单独的分析电路连接。替换于此地，多个形变传感器70也可以与共同的分析电路连接。为此，各个形变传感器70例如通过多路复用器与共同的分析电路连接。在这种情况下，分析电路尤其可以周期性地询问形变传感器70。图3示出了具有图1的电池组包5的电动车辆100的示意图。在此，具有电池组外壳40的电池组包5布置在电动车辆100的地盘。电池组包5布置在电动车辆100中，使得电池组外壳40的保护板42指向下，即指向电动车辆100所在的行车道的表面。如果现在在电动车辆100行驶时在行车道上的物体相对保护板42滑过，那么该物体可造成保护板42的部分80的形变。在这种情况下，与有关的部分80的形变传感器70连接的分析电路探测形变传感器70的欧姆电阻的变化。在这种情况下，可以向电动车辆100的驾驶员输出相对应的报警。本发明并不限于这里描述的实施例以及其中所强调的方面。更确切地说，在通过权利要求书所说明的保护范围内，多个变型方案都是可能的，所述变型方案都在本领域技术人员的处理范围内。 | 本实用新型涉及电池组包和电动车辆。本实用新型涉及电池组包，所述电池组包包括：多个布置在电池组外壳（40）中的电池组电池，其中所述电池组外壳（40）具有至少一个电绝缘地构造的保护板（42）；至少一个形变传感器（70），所述形变传感器包括导电涂层，所述导电涂层被涂覆到保护板上（42）；以及至少一个分析电路，用于识别至少一个形变传感器（70）的电阻变化。在此，设置多个形变传感器（70），而且这些形变传感（70）布置在保护板（42）的单独的部分（80）中。本实用新型也涉及一种电动车辆，所述电动车辆包括至少一个按照本实用新型的电池组包。 | CN:201820561141.4U | https://patentimages.storage.googleapis.com/cc/4d/07/5986b846b33949/CN208521990U.pdf | CN:208521990:U | J.阿尔盖尔 | Robert Bosch GmbH | NaN | Not available | 2019-02-19 | 1.一种电池组包（5），其包括：, 多个布置在电池组外壳（40）中的电池组电池，其中, 所述电池组外壳（40）具有至少一个电绝缘地构造的保护板（42）；, 至少一个形变传感器（70），所述至少一个形变传感器包括导电涂层（75），所述导电涂层被涂覆到所述保护板（42）上；和, 至少一个分析电路，用于识别所述至少一个形变传感器（70）的电阻变化，, 其特征在于，, 设置多个形变传感器（70），而且, 所述形变传感器（70）布置在所述保护板（42）的单独的部分（80）中。, 2.根据权利要求1所述的电池组包（5），其特征在于，, 每个形变传感器（70）都与单独的分析电路连接。, 3.根据权利要求1所述的电池组包（5），其特征在于，, 多个形变传感器（70）与共同的分析电路连接。, 4.根据权利要求3所述的电池组包（5），其特征在于，, 所述共同的分析电路周期性地询问所连接的形变传感器（70）。, 5.根据上述权利要求之一所述的电池组包（5），其特征在于，, 所述导电涂层（75）由康铜或者具有低温度系数的其它金属合金制成。, 6.根据权利要求1至4之一所述的电池组包（5），其特征在于，, 所述导电涂层（75）是印制导线，所述印制导线在部分（80）之内在第一接线柱（71）与第二接线柱（72）之间延伸。, 7.根据权利要求1至4之一所述的电池组包（5），其特征在于，, 所述导电涂层（75）被绝缘层覆盖。, 8.一种电动车辆（100），其包括至少一个根据上述权利要求之一所述的电池组包（5）。, 9.根据权利要求8所述的电动车辆（100），其中所述电池组包（5）被布置为使得电池组外壳（40）的保护板（42）沿重力方向指向下。 | CN | China | Expired - Fee Related | B | True |
| 40 | Plug-in electric vehicle supply equipment \n | US9487099B2 | This application is a continuation of U.S. application Ser. No. 12/772,519 filed May 3, 2010 which claims the benefit of U.S. Provisional Application No. 61/229,104, filed on Jul. 28, 2009, entitled “Plug-In Electric Vehicle Supply Equipment,” and U.S. Non-Provisional application Ser. No. 12/646,276, filed Dec. 23, 2009, entitled “Plug-In Electric Vehicle Supply Equipment.” The aforementioned applications are incorporated herein by reference in their entirety.\nThe present invention relates generally to providing power to recharge the batteries of battery electric vehicles and plug-in hybrid electric vehicles. More particularly, the present invention relates to electric vehicle power supply equipment to deliver Level I charging (up to 15 amps or 20 amps and 120 volts) and/or Level II charging (up to 80 amps and 240 volts) from an electrical socket.\nVehicles powered either fully or partially by batteries must at some point recharge their batteries. Particularly in the case of battery electric vehicles, the lack of an alternative power source, like one that a plug-in hybrid electric vehicle would have, causes the batteries to deplete faster and have a more limited range. Plug-in electric hybrids are generally less taxing on the batteries and built in regenerative systems may suffice to recharge the batteries enough to go longer without having to plug-in the vehicle to recharge it. However, the driver will dictate the need for recharging an electric vehicle through the extent of use, driving conditions, and driving style. High mileage, stop-and-go traffic, and quick accelerations are all things that the driver may subject an electric vehicle to, and all will deplete the batteries faster than under ideal conditions.\nThe standard American electrical socket provides 120 volts A/C (alternating current). The common availability of the 120 volt A/C electricity supply makes it a convenient choice for the power supply for recharging the batteries of electric vehicles. Many garages, carports, or outdoor parking areas may currently have 120 volt A/C electrical outlets, or may easily have one added, so that the power source may be connected to the electric vehicle for Level I charging.\nHowever, the 120 volt A/C electricity supply is often insufficient to recharge the batteries of an electric vehicle in a period of time to allow for convenient use of the electric vehicle. A full recharge may not even be completed overnight and partial recharges often take too much time to be practical. Providing a higher voltage electricity supply can greatly reduce the amount of time needed to recharge an electric vehicle. Such high voltage sources are available in homes and other locations, and may be used for Level II charging.\nIt is desirable to provide a convenient way of connecting the Level I or Level II electricity source to an electric vehicle to recharge the batteries thereby making recharging quicker and using an electric vehicle more practical. It is also desirable to provide a convenient way to plug the electric vehicle supply equipment to either a Level I or Level II electrical supply source using plugs and receptacles designed to meet National Electrical Manufacturers Association (NEMA) standards, and with minimal duplication of components. This will reduce the cost of the product, installation, service repair, relocation and greatly simplifying the local electrical permitting process. This will also make the electric vehicle more practical, acceptable and provide a lower cost of ownership for the vehicle consumer.\nAt least in view of the above, it would be desirable to provide a system for connecting a high voltage electricity source to an electric vehicle to recharge its batteries. The foregoing needs are met, to a great extent, by certain embodiments of the present invention. According to one such embodiment of the present invention, an apparatus for connecting an electric vehicle to a high voltage power source includes a plug for use with a high voltage electrical socket attached to power conduit. The power conduit is further connected to a relay, a ground device or current monitor, a control circuit, and a vehicle connector conduit. A processor is connected to the control circuit for sending and receiving signals and data.\nIn one embodiment, an apparatus for connecting an electric vehicle to an electrical socket is provided and can include a socket connector configured to couple with the electrical socket, a power conduit connected to the socket connector and configured to convey a voltage from the electrical socket, a first power control device connected to the power conduit, a ground device connected to the power conduit, a control circuit connected to the power conduit and configured to generate signals corresponding to the voltage along the power conduit, a vehicle connecter connected to the power conduit configured to connect to the electric vehicle, and a processor connected to the control circuit and configured to receive signals from and send signal to the control circuit.\nIn yet another embodiment, an apparatus for connecting an electric vehicle to a high voltage electrical power is provided and can include a socket connector configured to couple with a high voltage electrical socket that provides the high voltage electrical power, a power conduit connected to the socket connector and configured to convey the electrical power from the high voltage electrical socket, a control circuit connected to the power conduit and configured to generate signals corresponding to the electrical power along the power conduit, a vehicle connecter connected to the power conduit configured to connect to the electric vehicle, and a processor connected to the control circuit and configured to receive signals from and send signal to the control circuit.\nIn still another embodiment, an apparatus for connecting an electric vehicle to a high voltage electrical socket is provided and can include means for coupling with the high voltage electrical socket, means for conveying a current from the high voltage electrical socket and is connected to the means for coupling, means for controlling current flow or magnitude along the means for conveying the current, means for interrupting the flow of current to prevent electric shock, means for generating signals corresponding to the current along the means for conveying the current, means for connecting to the electric vehicle and is connected to the means for conveying the current, and means for receiving signals from and sending signals to the means for generating signals, wherein the signals corresponding to the current along the means for conveying the current.\nIn a further embodiment, a method of charging an electrical vehicle is provided and include the steps of receiving a high electrical voltage from a power source, conducting the voltage from the power source to the electrical vehicle via a power conduit, controlling the current flowing on the power conduit with a switching relay, isolating a processor from the voltage with a control circuit, and cutting power to the electrical vehicle with a breaker circuit.\nThere has thus been outlined, rather broadly, certain embodiments of the invention in order that the detailed description thereof herein may be better understood, and in order that the present contribution to the art may be better appreciated. There are, of course, additional embodiments of the invention that will be described below and which will form the subject matter of the claims appended hereto.\nIn this respect, before explaining at least one embodiment of the invention in detail, it is to be understood that the invention is not limited in its application to the details of construction and to the arrangements of the components set forth in the following description or illustrated in the drawings. The invention is capable of embodiments in addition to those described and of being practiced and carried out in various ways. Also, it is to be understood that the phraseology and terminology employed herein, as well as the abstract, are for the purpose of description and should not be regarded as limiting.\nAs such, those skilled in the art will appreciate that the conception upon which this disclosure is based may readily be utilized as a basis for the designing of other structures, methods and systems for carrying out the several purposes of the present invention. It is important, therefore, that the claims be regarded as including such equivalent constructions insofar as they do not depart from the spirit and scope of the present invention.\n FIG. 1 is a block diagram view of an apparatus for connecting an electric vehicle to Level I or Level II power source according to an embodiment of the invention.\n FIG. 2A is a schematic view of an apparatus for connecting an electric vehicle to a high voltage power source according to another embodiment of the invention.\n FIG. 2B is a schematic view of an apparatus for connecting an electric vehicle to a Level I or Level II power source according to another embodiment of the invention.\n FIG. 2C is a schematic view of an apparatus for connecting an electric vehicle to a Level I or Level II power source according to another embodiment of the invention.\n FIG. 3 is an elevation view of an apparatus for connecting an electric vehicle to a Level I or Level II power source according to another embodiment of the invention.\n FIG. 4 illustrates adapters for connecting an apparatus that connects to a Level I or Level II power source according to another embodiment of the invention.\nAn embodiment of the present inventive system for connecting an electric vehicle, such as a battery electric vehicle (BEV) or a plug-in hybrid electric vehicle (PHEV), to a Level I or II power source may include an apparatus, such as an electric vehicle supply equipment (EVSE) for connecting the electric vehicle to a power source. The EVSE may be employed to make a circuit connection to allow power from an electrical socket, like a wall socket, to flow to a charging circuit within the electric vehicle. The wall socket may be a standard outlet found in a residential garage or a socket at a powering station outside the residential garage. The power station may be positioned, for example, at a parking garage, at a public parking space, at a rest stop, a conventional gas station, or a powering station (similar to a gas station, but has power stations instead of gas pumps). Further, the EVSE may be constructed to at least meet industry standards, such as SAE J1772, UL 2594, and NEC Article 625. The SAE J2836 vehicle communication standard may also be considered in constructing the EVSE.\nThe EVSE may have a socket connector at a first end to couple the EVSE to the electrical socket, such as a wall socket, and a vehicle connector at a second end to couple the EVSE to the electric vehicle. Once coupled, to both the wall socket and the vehicle, the EVSE may allow passage of electrical current from the wall socket to the electric vehicle, thus recharging the electric vehicles' batteries. This embodiment allows for the use of standard electrical outlets instead of hardwiring the EVSE directly to a power source.\nLevel I and Level II sockets are different in configurations. The EVSE may be constructed and/or provided with adapters to make the EVSE compatible with both a Level I and II socket. This may be accomplished through a combination of internal hardware and/or electrical components, external wiring components, and plug components and/or adapters.\nIn addition, the EVSE may analyze signals and/or data received from the electric vehicle. Analyzing the signals and/or data may involve checking the electric vehicle for specific conditions. While analyzing, the EVSE may determine when to allow and when to prohibit the flow of current between the socket and the electric vehicle.\nThe invention will now be described with reference to the drawing figures, in which like reference numerals refer to like parts throughout.\n FIG. 1 is a block diagram view of an apparatus for connecting an electric vehicle to Level I or Level II power source according to an embodiment of the invention. An EVSE is one such apparatus and may include an input device 32, a memory 34, a communication device 36, a processor 38, and a display 40, some or all of which can be interconnected by a data link 48. The EVSE 30 can be a general computing device, such as a personal computer (PC), a UNIX workstation, a server, a mainframe computer, a personal digital assistant (PDA), a cellular phone, a smartphone, some combination of these or any other suitable computing device. Alternatively, the EVSE 30 can be a specialized computing device made up of components specifically chosen to execute the functionality of the EVSE 30. The remaining components can include programming code, such as source code, object code or executable code, stored on a computer-readable medium that can be loaded into the memory 34 and processed by the processor 38 in order to perform the desired functions of the EVSE 30.\nThe processor 38 may be executed in different ways for different embodiments of the EVSE 30. One embodiment is that the processor 38 is a device that can read and process data such as a program instruction stored in the memory 34 or received from a source on the electric vehicle. Such a processor 38 may be embodied by a microcontroller. On the other hand, the processor 38 may be a collection of electrical circuitry components built to interpret certain electrical signals and perform certain tasks in response to those signals, or an integrated circuit.\nThe memory 34 may include, for example, any form or combination of volatile, non-volatile, solid state, magnetic, optical, permanent, removable, writable, rewriteable, and read-only memory. The memory 34 may contain a number of program instructions for use with the EVSE 30. The instructions may include methods, for example, for controlling the flow of current between the electrical socket and the electric vehicle. These methods may include controlling when to allow or prohibit the flow of current, or perhaps moderate the flow of current. The flow of current can be controlled based on various factors such as when off peak rates of an electrical utility are in progress; the usage of power, for example, within a house, a building, a power grid, or a parking structure; the availability of current or if the current is constant; scheduled power outages; availability of raw materials that are used in generating electricity; the availability of alternative means of generating availability; the weather at the local charging station or outlet, which can effect means of generating electricity, such as wind mills, and solar panels and the like.\nFurther, the memory may contain software having instructions related to diagnosing vehicle functions, such as OBD-II, battery testing, tire pressure sensor testing, emissions testing and the like. Further, the software may include the ability to track the status of various batteries in the vehicles, such as which batteries have been replaced, the remaining battery life of the various batteries, the warranty information about the batteries, the type of batteries used in the vehicle (mix and match) and the like. Many other embodiments may provide for further methods, some of which will be discussed herein.\nAdditionally, an embodiment of the EVSE 30 can communicate information to a user through the display 40 and request user input through the input device 32 by way of an interactive, menu-driven, visual display-based user interface, or graphical user interface (GUI). The user may interactively input information using direct manipulation of the GUI. Direct manipulation can include the use of a pointing device, such as a mouse or a stylus, to select from a variety of selectable fields, including selectable menus, drop-down menus, tabs, buttons, bullets, checkboxes, text boxes, and the like. Nevertheless, various embodiments of the invention may incorporate any number of additional functional user interface schemes in place of this interface scheme, with or without the use of a mouse or buttons or keys, including for example, a trackball, a scroll wheel, a touch screen or a voice-activated system.\nSome options that may be selected through the input device 32 may allow the user control over the charging of the electric vehicle. The user may select, for example, that the batteries be charged to or at a certain level or for a certain amount of time, a certain number of charges or start and stop at a certain time or at a particular event. Further, the user may select to be notified on a separate device, like on a cellular device, smart phone, pager, fax, remote control/display, or other wired and wireless devices, that the electric vehicle or charging is in a certain state, such as complete or faulted. The user may be able to set the EVSE to control and power some of the vehicle's components while plugged in. For example, during different seasons the user may desire to heat or cool the vehicle as he gets ready for work in the morning so that the vehicle is comfortable when he gets in it. The EVSE may also control setting the radio, power seats and mirrors depending on user preferences. Through the use of the EVSE, other devices like a GPS, radar detector, and other devices that require boot or warm up periods may be powered on before the user enters the electric vehicle.\nThe display 40 may have a more simple implementation than previously mentioned, consisting of one or multiple indicators. Such indicators may consist of a small liquid crystal display (LCD) that can depict text or graphics. The LCD may be monochrome or colored. Other embodiments may include a single or multiple light emitting diodes (LED). This implementation could work for transmitting a limited number of simple messages. An LED may emit a single color of light, or it may be able to emit a number of different colors. Each LED or color may be associated with a different message. Some messages may include that power is available to charge the electric vehicle batteries, that charging the electric vehicle batteries is in progress, that the charging is complete, and that there is a fault or problem. The display may also be used to indicate the level of charge for the batteries, the number of times the batteries have been charged and the remaining charging time or the time the batteries have been charging.\nThe display 40 may also be separate from the EVSE or a second remote display can be utilized. The second remote display (not shown) can be a remote control panel that receives the same or similar information as the display 40. The second remote display can also control the EVSE in the same or similar manner as the display 40 or the input device 32.\n FIG. 2 is a schematic view of an apparatus for connecting an electric vehicle to a Level I or Level II power source according to another embodiment of the invention. The EVSE 30 may further include a relay 42 (contactor), a voltage regulating device 44, a breaking device 46, and a switch 58, some or all of which may be connected by an electric conduit 50. A control circuit 56 may act as a buffer between different parts of the EVSE 30. At one end of the EVSE is a socket connector 52 (FIG. 3) and at the other end is a vehicle connector 54 (explained below).\nThe voltage regulating device 44 may be needed to power the electronic components of the EVSE 30. Since the EVSE 30 may draw its power from the same electrical socket it uses to charge the batteries of the electric vehicle, the EVSE 30 will be receiving high voltage electricity. The electrical socket may supply, for example 120 volts, 220 volts or 240 volts. The high voltage of the power drawn from the electrical socket could damage some of the electronic components of the EVSE 30. Thus, the voltage regulator device 44, such as a transformer or a voltage regulator, may be employed between to the electrical socket and the electrical components of the EVSE 30. The voltage may then be lowered to a level that is manageable to the electrical components, such as, for example, 5 volts or 12 volts. In other embodiments, the voltage regulator device 44 can increase the voltage as needed by the EVSE 30.\nWhile the voltage regulating device 44 may regulate the voltage to parts of the EVSE 30, there are parts where electricity may flow unaltered from the electrical socket to the electric vehicle. An electric conduit may run the length of the EVSE 30.\nIn one embodiment of the invention, the electric conduit 50 may be of the type having a gauge and/or rating such that it may appropriately handle the range of supplied current from the electrical socket. That being, the electric conduit 50 should be able to handle at least the highest supplied current, and in turn it will also be able to handle lower levels of current. The electric conduit 50 may be one appropriate for handling Level I and Level II charging or any level of charging. The electric conduit 50 suited for Level 2 charging may be comprised of a combination of conduits including, for example, two conduits for power supply (L1 and L2), one conduit as a neutral, and one conduit as a ground. The supplied current may be split over L1 and L2, thus aiding in supplying the proper current for Level I and Level II charging.\nIn connecting the electric conduit to the internal components of the EVSE 30, it may be convenient to connect some or all of the combination of conduits that make up the electric conduit 50 to the different internal components. For example, the voltage regulating device 44, as discussed above, receives power from the supplied power from the electrical socket the EVSE 30 connects to. To receive this power, the voltage regulating device 44 may be connected to, at least, L1 and/or L2.\nIn one embodiment, the electric conduit 50 includes a relay 42 that may be placed to bridge segments of the electric conduit 50, allowing the EVSE 30 to start and stop the flow of current to the electric vehicle. The electric conduit 50 may optionally be connected to a voltage regulator to step up or step down the voltage passed to the electric vehicle. Further, to aid in providing the proper current to charge the electric vehicle, it is possible to provide the relay 42 with some or all of the current provided by the electrical socket. Power supply conduits L1 and L2 may both be connected to the relay 42. Alternatively, the relay 42 may be connected to only either conduit L1 or L2.\nIn an alternative embodiment, it may be that when only connected to conduit L1 or L2, the relay 42 may only enable the EVSE 30 to be able to provide the vehicle with Level I charging capabilities. Thus, to enable the EVSE 30 to provide Level II charging capabilities, as well as Level I charging, it maybe a possible to provide a switch 58 that will allow the EVSE 30 to selectively connect the unconnected conduit, either L1 or L2, to the relay 42. In one embodiment, the switch 58 may be connected to, at least, the conduit, either L1 or L2, not already connected to the relay 42. Further, the switch 58 may be connected to the control circuit 56 that controls when the switch allows for the selective connection of the unconnected conduit, either L1 or L2, to the relay 42. The control function will be discussed below.\nAlso connected to the electric conduit 50 may be a breaking device 46 (also called a ground device or a current monitor). The breaking device 46 is intended to cut power along the electric conduit 50 quickly so as to avoid harming a user with a high voltage electric shock, harming the components of the EVSE or damaging the electric vehicle. Such a breaking device 46 may be a ground fault interrupter. If the breaking device 46 trips and cuts power, EVSE 30 may have an auto-reset function to attempt to restore the power transfer to the electric vehicle. The auto-reset function may attempt to restore the power transfer after a determined time and/or for a determined number of tries. The auto-reset functions allows for continuous charging of the vehicle should a power surge occurs while the user is asleep or away from the charging location.\nThe control circuit 56 may be connected to the electric conduit 50 and to the data link 48. Acting as a buffer between two portions of the EVSE 30, the control circuit may pass signals from the electric conduit 50 representing the voltage on the electric conduit 50 to the processor 38. From these signals, the processor 38 may react accordingly to control the relay 42 and the breaking device 46. Further, the processor 38, and other components, such as a voltage monitor, an oscillator, and a pulse width modulator may act accordingly to conduct a number of functions of the EVSE 30. The control circuit 56 may also be connected to the voltage control device 44 for power, and a control pilot pin of a vehicle connector (discussed below) to pass on signals from the vehicle to the other components of the EVSE 30.\nIn the switch's 58 initial state, it will be open, thereby causing a disconnect between the unconnected conduit, either L1 or L2, and the relay 42. When the EVSE 30 is connected to a Level I electrical socket, the control circuit 56 would recognize that there exists a 120 volt drop between the powered conduit, either L1 or L2, and the neutral conduit of the electric conduit 50 and leave the circuit between the unconnected conduit, either L1or L2, and the relay 42 open. Alternatively, when the EVSE 30 is plugged into a Level II electrical socket, then the control circuit 56 would recognize the power on the unconnected conduit and, either via a signal from the processor 38 or via logical circuitry, provide a signal to the switch 58 to close the circuit between the unconnected conduit and the relay 42. With the circuit closed, the relay 42 is connected to both power supply conduits, L1 and L2, of the electric conduit 50, and the EVSE 30 can provide the electric vehicle with Level II charging capabilities.\nThe EVSE also includes peripheral connection 51 that can add additional functionality to it, including USB, Fire-Wire, card reader, vehicle connector interface (for OBD-II, and the like connections), CD, DVD, memory, wireless communication, and additional hardware and software. The EVSE's software can be updated via the peripheral connection 51. Additional hardware can be added to include, for example, additional processor, memory, FPGA (field programmable gate array), ASIC, pin connections, multiplexor and the other hardware to expand the functionality of the EVSE.\n FIG. 3 is an elevation view of an apparatus for connecting an electric vehicle to a Level I or Level II power source according to another embodiment of the invention. Attached to a respective end of the electric conduit 50 may be the socket connector 52 and the vehicle connector 54. The socket connector 52 may couple with the electrical socket to allow electricity to flow to the EVSE 30. Any of a number of available or proprietary connectors may be used for the socket connector 52. Such available connectors may include a NEMA 5 plug, for example, a NEMA 5-15 plug for Level I charging, or a NEMA 14 plug, for example, a NEMA 14-50P plug for Level II charging, if appropriate for the electrical socket. These socket connectors 52 may be interchangeable. Alternatively, the socket connector may be of an appropriate type for Level I or Level II charging, and an adapter 60 may be used to adapt the socket connector 52 to work for the other type of charging, as discussed below. Connected to the opposite end of the electric conduit 50 may be the vehicle connector 54, which also may be any number of available or proprietary connectors. One such example of a vehicle connector 54 may be a five-pin connector including two power pins, a ground pin, a control pilot pin, and a proximity sensor pin as specified in the SAE standard J1772 and designed by Yazaki of North America.\nThe EVSE 30 may include a housing 62. The housing 62 may encase a number of the components of the EVSE 30, for example, all the components previously mentioned except for portions of the electric conduit 50, the socket connector 52 and the vehicle connector 54. A bracket may be attached to the housing 62 to mount the housing 62 on a vertical surface such as a wall or post. The housing 62 or bracket may further include a hook to hang the power conduit 50. Alternatively, the power conduit may be retractable into the housing 62.\nThe EVSE 30 may be available for both indoor and outdoor applications. Proper weather proofing may be part of the housing to protect the components from damage and the users from injury. Some outdoor installations of the EVSE 30 may include burial in the ground, being attached to a post, or integrated into a pedestal.\n FIG. 4 illustrates adapters 60A and 60B for connecting an apparatus that connects to a Level I or Level II power source according to another embodiment of the invention. If the socket connector 52 is, for example, a NEMA type 5 plug suitable for Level I charging is at the end of the electric conduit 50, and it is desired to plug the EVSE 30 into a Level II socket, then the adapter 60A is configured to accept the prongs of the socket connector 52 (with NEMA type 5 plug) and has prongs configured to be inserted into a Level II socket. Alternatively, if the socket connector 52 is, for example, a NEMA type 14 plug suitable for Level II charging is at the end of the electric conduit 50, and it is desired to plug the EVSE 30 into a Level I socket, then the adapter 60B is configured to accept the prongs of the socket connector 52 (with NEMA type 14 plug) and has prongs configured to be inserted into a Level I socket. An example of an adapter 60B that would allow for connecting the socket connector 52 configured to connect to a Level II socket to connect to a Level I socket is the Marinco 50A to 15A RV Pigtail Adapter 150SPPRV.\nReferring back to FIG. 1, in various embodiments, the EVSE 30 can be coupled to a communication network. The communication network allows for communication between the EVSE 30 and a remote device. The EVSE 30 can be coupled to the communication network by way of the communication device 36 which in various embodiments can incorporate any combination of devices—as well as any associated software or firmware—configured to couple processor-based systems. Such communication devices 36 may include modems, network interface cards, serial buses, parallel buses, LAN or WAN interfaces, wired, wireless or optical interfaces, and the like, along with any associated transmission protocols, as may be desired or required by the design.\nThe communication network links the communication device 36 of the EVSE 30 with the remote device. Various embodiments of the communication network may include any viable combination of devices and systems capable of linking computer-based systems, such as USB; Bluetooth; WiFi; ZigBee; power line communication (PLC); home area network (HAN); Silver Spring network; stable election protocol (SEP); the Internet; TCP/IP; an intranet or extranet; a local area network (LAN); a wide area network (WAN); a direct cable connection; a private network; a public network; an Ethernet-based system; a token ring; a value-added network; a telephony-based system, including, for example, T1 or E1 devices; a cellular telephony system, for example, GPRS or GSM; an Asynchronous Transfer Mode (ATM) network; a wired system; a wireless system; an optical system; a combination of any number of distributed processing networks or systems or the like.\nThe remote device may be a common remote device, such as a electronic control unit of a vehicle, an example of which often used in vehicles for receiving diagnostic signals such an OBD-II signals. The remote device may also be a proprietary remote device, such as one developed for use with a specific brand of engine or specific model of engine. Further embodiments may encompass the remote device being a data receiver for a tire pressure management system. In either of these cases, the communication device 36 may be able to connect with a dealer, manufacturer, service department, government entity such as a state inspection office, etc. and report the findings transmitted from the remote device.\nMoreover, the remote device may be a wireless device with a display that gives the user information about the status of the electric vehicle connected to the EVSE 30. The remote device may be such that it is easily placed within a room in a building, or even attached to a key like a key chain | A system for connecting an electric vehicle to a Level I or Level II power source. The system including an electric vehicle supply equipment (EVSE) having an electrical plug compatible with a Level I or Level II power outlet, the plug connected to a power cord. The power cord is connected to a housing containing a number of electrical components configured to control the power flow to an electric vehicle to recharge the vehicle's batteries, via either Level I or Level II. The power cord extends from the housing and is connected to a standard electric vehicle connector compatible with battery electric vehicles (BEV) and plug-in hybrid electric vehicles (PHEV). The EVSE further includes safety measures, such as a relay that controls the flow of power to the vehicle connector and a ground fault interrupter, to protect users from high voltage electric shocks. | US:14/514,102 | https://patentimages.storage.googleapis.com/8e/bc/d1/2544a7b060109b/US9487099.pdf | US:9487099 | Michael Muller, Garret Miller, Charles K. Yankitis | Bosch Automotive Service Solutions LLC | US:4820187, US:5563491, US:5462439, US:5637977, US:5548200, US:5721481, US:5803215, US:6198251, US:6483272, US:6316908, US:6905362, US:6934561, US:7254468, US:6614204, US:6951206, US:7253584, JP:2004274875:A, US:6833683, US:7278878, US:20060208699:A1, US:7690453, WO:2008156735:A1, US:20090177580:A1, US:20100013436:A1, US:20100268406:A1, US:20090313098:A1, US:20100017249:A1, WO:2010051477:A2, US:8085034, WO:2010055411:A1, US:8143842, US:8054039, US:20100174667:A1, US:8151916, CN:101834460:A, US:20100231164:A1, US:20100241560:A1, US:8111043, EP:2281711:A2, US:20110029146:A1, US:8860366, US:20110055037:A1, US:20110074351:A1, US:20110078092:A1, WO:2011049887:A1, US:20110169447:A1 | 2016-11-08 | 2016-11-08 | 1. An apparatus for connecting an electric vehicle to an electrical socket and for selectively receiving and delivering either level I voltage or level II voltage, comprising:\na first socket connector configured to couple with the electrical socket providing either level I voltage or level II voltage;\na power conduit having a first end connected to the first socket connector and configured to convey a voltage from the electrical socket to the electric vehicle, the power conduit configured to deliver either the level I voltage or the level II voltage on separate level I and level II conduits and a control circuit to act as a buffer between the power conduit and a processor;\na relay placed inline with the power conduit and configured to control voltage along the power conduit;\nthe control circuit connected to the power conduit and configured to generate signals corresponding to the voltage along the power conduit, wherein the signals indicate whether the voltage is the level I voltage or the level II voltage;\na switch connected with the control circuit and configured to allow for selective connection with the unconnected level I or level II conduit to the relay;\na communication device configured to couple to a remote processing device and provide communication between the apparatus and the remote processing device, the communication device comprising at least one of a wired interface, wireless interface or an optical interface; and\na vehicle connector connected to a second end of the power conduit and configured to connect to the electric vehicle to provide the level I voltage or the level II voltage.\n, a first socket connector configured to couple with the electrical socket providing either level I voltage or level II voltage;, a power conduit having a first end connected to the first socket connector and configured to convey a voltage from the electrical socket to the electric vehicle, the power conduit configured to deliver either the level I voltage or the level II voltage on separate level I and level II conduits and a control circuit to act as a buffer between the power conduit and a processor;, a relay placed inline with the power conduit and configured to control voltage along the power conduit;, the control circuit connected to the power conduit and configured to generate signals corresponding to the voltage along the power conduit, wherein the signals indicate whether the voltage is the level I voltage or the level II voltage;, a switch connected with the control circuit and configured to allow for selective connection with the unconnected level I or level II conduit to the relay;, a communication device configured to couple to a remote processing device and provide communication between the apparatus and the remote processing device, the communication device comprising at least one of a wired interface, wireless interface or an optical interface; and, a vehicle connector connected to a second end of the power conduit and configured to connect to the electric vehicle to provide the level I voltage or the level II voltage., 2. The apparatus of claim 1, further comprising a voltage regulator configured to step up or step down the voltage received from the power conduit in order to power the components of the apparatus., 3. The apparatus of claim 1, further comprising a ground fault interrupter that is disposed between the relay and the vehicle connector., 4. The apparatus of claim 1, further comprising:\na voltage monitor connected to the processor;\na pulse width modulator connected to the processor; and\na display connected to the processor.\n, a voltage monitor connected to the processor;, a pulse width modulator connected to the processor; and, a display connected to the processor., 5. The apparatus of claim 1, wherein the first socket connector is interchangeable with a second socket connector, the first socket connector designed to connect to the level I voltage source and the second socket connector is designed to connect to the level II voltage source., 6. The apparatus of claim 1, further comprising an adapter conductively connectable to the first socket connector and configured to connect the first socket connector to a different type of electrical socket., 7. The apparatus of claim 1, further comprising a housing containing a portion of the power conduit, the relay, the control circuit, the switch, and the processor., 8. The apparatus of claim 1, wherein the control circuit monitors voltage on the power conduit and determines if there is a level II voltage present and controls the switch so that the vehicle receives level II voltage., 9. An apparatus for connecting an electric vehicle to an electrical socket and for selectively receiving and delivering either level I voltage or level II voltage, comprising:\na first connecting means configured to couple with the electrical socket to provide either the level I voltage or the level II voltage;\na power conducting means having a first end connected to the first connecting means and configured to convey a voltage from the electrical socket to the electric vehicle, the power conducting means being configured to deliver the level I voltage and the level II voltage on separate level I and level II conduits and a controlling means to act as a buffer between the power conducting means and a processing means;\na communication means configured to couple to a remote processor device and provide communication between the apparatus and the remote processor device, the communication means comprising at least one of a modem, network interface card, serial bus, parallel bus, LAN interface, WAN interface, wired interface, wireless interface or an optical interface;\na relaying means placed inline with the power conducting means and configured to control voltage along the power conducting means;\nthe controlling means connected to the power conducting means and configured to determine the voltage along the power conducting means;\na switching means connected with the controlling means and configured to allow for selective connection with the unconnected level I or level II conduit to the relaying means; and\na second connecting means connected to a second end of the power conducting means and configured to connect to the electric vehicle to provide one of the level I voltage and the level II voltage.\n, a first connecting means configured to couple with the electrical socket to provide either the level I voltage or the level II voltage;, a power conducting means having a first end connected to the first connecting means and configured to convey a voltage from the electrical socket to the electric vehicle, the power conducting means being configured to deliver the level I voltage and the level II voltage on separate level I and level II conduits and a controlling means to act as a buffer between the power conducting means and a processing means;, a communication means configured to couple to a remote processor device and provide communication between the apparatus and the remote processor device, the communication means comprising at least one of a modem, network interface card, serial bus, parallel bus, LAN interface, WAN interface, wired interface, wireless interface or an optical interface;, a relaying means placed inline with the power conducting means and configured to control voltage along the power conducting means;, the controlling means connected to the power conducting means and configured to determine the voltage along the power conducting means;, a switching means connected with the controlling means and configured to allow for selective connection with the unconnected level I or level II conduit to the relaying means; and, a second connecting means connected to a second end of the power conducting means and configured to connect to the electric vehicle to provide one of the level I voltage and the level II voltage., 10. The apparatus of claim 9, further comprising a voltage regulating means configured to step up or step down the voltage received from the power conducting means in order to power the components of the apparatus., 11. The apparatus of claim 9, further comprising an interrupting means that is disposed between the relaying means and the second connecting means., 12. The apparatus of claim 9, further comprising:\na voltage monitoring means connected to the processing means;\na modulating means connected to the processing means; and\na display means connected to the processing means.\n, a voltage monitoring means connected to the processing means;, a modulating means connected to the processing means; and, a display means connected to the processing means., 13. The apparatus of claim 9, wherein the first connecting means is interchangeable with a third connecting means, the first connecting means designed to connect to the level I voltage source and the third connecting means is designed to connect to the level II voltage source., 14. The apparatus of claim 9, further comprising an adapting means conductively connectable to the first connecting means and configured to connect the first connecting means to a different type of electrical socket., 15. The apparatus of claim 9, further comprising a housing means configured to contain a portion of the power conducting means, the relaying means, the controlling means, the switching means, and the processing means., 16. A method of charging an electrical vehicle in order to selectively receive and deliver either level I voltage or level II voltage to the electric vehicle, comprising the steps of:\nreceiving an electrical voltage from a power source comprising either the level I voltage or the level II voltage;\nconducting the voltage from the power source to the electrical vehicle via a power conduit having a first and a second conduit;\ncontrolling the voltage flowing on the power conduit with a first switching relay;\ncommunicating to a remote processor device using a communication device, the communication device comprising at least one of a wired interface, wireless interface or an optical interface;\nmonitoring the power conduit with a control circuit to determine if the power source is providing power at a low level or at a greater level;\nallowing greater power to flow on the power conduit with a second switch relay when the greater power level is available as determined during the monitoring of the power conduit that power is provided at the greater power level; and\nallowing the low power to flow on the power conduit with the second switch relay when the low power level is available as determined during the monitoring of the power conduit that power is provided at the low power level.\n, receiving an electrical voltage from a power source comprising either the level I voltage or the level II voltage;, conducting the voltage from the power source to the electrical vehicle via a power conduit having a first and a second conduit;, controlling the voltage flowing on the power conduit with a first switching relay;, communicating to a remote processor device using a communication device, the communication device comprising at least one of a wired interface, wireless interface or an optical interface;, monitoring the power conduit with a control circuit to determine if the power source is providing power at a low level or at a greater level;, allowing greater power to flow on the power conduit with a second switch relay when the greater power level is available as determined during the monitoring of the power conduit that power is provided at the greater power level; and, allowing the low power to flow on the power conduit with the second switch relay when the low power level is available as determined during the monitoring of the power conduit that power is provided at the low power level. | US | United States | Active | B60L11/1818 | True |
| 41 | 混合动力车辆的行驶模式改变的控制方法及其控制装置 \n | CN106494383B | 技术领域本发明涉及一种混合动力车辆(混合动力电动车辆)，且更具体地，涉及一种用于控制混合动力车辆行驶模式的改变的方法及其控制装置。背景技术环境友好车辆包括燃料电池车辆、电动车辆、插电式电动车辆，以及混合动力车辆，并且通常包括配置成产生驱动动力的电动机。混合动力车辆，其作为环境友好车辆的示例，同时使用内燃发动机和电池动力。换句话说，混合动力车辆将内燃发动机的动力和电动机的动力有效地结合并使用。混合动力车辆可包括：发动机、电动机、用于调节发动机和电动机之间的动力的发动机离合器、变速器、差动齿轮、电池、配置成启动发动机或是通过发动机的输出产生电力的起动发电机，以及车轮。更进一步地，混合动力车辆可包括：混合控制单元，其配置成操作混合动力车辆；发动机控制单元，其配置成操作发动机；电动机控制单元，其配置成操作电动机；变速器控制单元，其配置成操作变速器；以及电池控制单元，其配置成操作和管理电池。电池控制单元可称为电池管理系统。起动发电机可称为集成起动发电机(ISG：integrated starter&generator)或混合起动发电机(HSG：hybrid starter&generator)。混合动力车辆可在行驶模式中运行，例如：电动车辆(EV：electric vehicle)模式，其是使用电动机的动力的纯电动车辆模式；混合动力电动车辆(HEV：hybrid electric vehicle)模式，其使用发动机的旋转动力作为主要动力，并且使用电动机的旋转动力作为辅助动力；以及，可再生制动模式，在车辆制动或是通过惯性行驶时，收集制动和惯性能，通过电动机发电，并且给电池充电。上述在本部分公开的信息仅用于增强对本发明背景的理解，并且因此，其可包含不形成本国内本领域的普通技术人员已知的现有技术的信息。发明内容本发明提供一种用于控制混合动力车辆的行驶模式的改变的方法及其控制装置，其能够提供进入混合动力电动车辆(HEV)模式的确定方法，在混合动力电动车辆(HEV)模式中，发动机的动力被连接至驱动电动机。本发明的示例性实施例提供了一种用于控制混合动力车辆的行驶模式的改变的方法，该方法可包括：通过控制器，计算安装在混合动力车辆内的装置所需要的系统所需动力；通过控制器，计算参考动力；以及，当系统所需动力大于参考动力时，通过控制器，通过操作发动机离合器使其连接，来将混合动力车辆的行驶模式从电动车辆(EV)模式调整至混合动力电动车辆(HEV)模式，其中，系统所需动力是通过将驾驶员所需动力和混合动力车辆的辅助负载设备所需要的动力相加所获得的值，并且，参考动力是当混合动力车辆的装置提供电力的电池的荷电状态(SOC：state of charge)维持在正常区域时的动力。上述方法可还包括：通过控制器，响应于从加速踏板传感器(APS：accelerationpedal sensor)输出的加速踏板接合量信号，计算驾驶员所需动力，并且，通过控制器，响应于巡行控制请求信号，计算驾驶员所需动力。辅助负载设备可包括低压DC-DC转换器、空调或加热器。辅助负载设备所需的动力可通过将辅助负载设备的消耗功率乘以权重因素所获得的值来进行设置，并且当电池的SOC低时，可将权重因素设置成大，并且当电池的SOC高时，可将权重因素设置成最小。本发明的另一示例性实施例提供一种用于控制混合动力车辆行驶模式的改变的方法，该方法可包括：通过控制器，计算安装在混合动力车辆内的装置所需要的系统所需动力；通过控制器，计算参考动力；以及当系统所需动力大于参考动力时，通过控制器，通过操作发动机离合器使其连接，从而将混合动力车辆的行驶模式从电动车辆(EV)模式调整至混合动力电动车辆(HEV)模式，其中，系统所需动力是通过将驾驶员所需动力和混合动力车辆的辅助负载设备所需求的动力相加所获得的值。具体地，参考动力的计算包括：通过控制器，将当向混合动力车辆的装置提供电力的电池的荷电状态(SOC)维持在正常区域时的动力设置成第一参考动力；通过控制器，将在包括电池的电池系统的可用动力内的当电池的SOC维持在正常区域内时的动力设置成第二参考动力；通过控制器，将在包括从电池接收电力的混合动力车辆的驱动电动机的电动机系统的可用动力内的当电池的SOC维持在正常区域时的动力设置成第三参考动力；并且，通过控制器，将第一参考动力、第二参考动力以及第三参考动力中的最小值设置成参考动力。当电池的SOC低时，可将第一参考动力设置成最小，并且当电池的SOC高时，可将第一参考动力设置成大。仍然，本发明的另一示例性实施例提供一种用于控制混合动力车辆的行驶模式的改变的装置，该装置可包括：加速踏板传感器(APS)，其配置成检测加速踏板的踏板量(例如，接合量)；以及，控制器，其配置成计算系统所需动力，上述系统所需动力是通过将安装在混合动力车辆内的装置所需的驾驶员所需动力和混合动力车辆的辅助负载设备所需的动力进行相加所获得的值，并且计算参考动力，上述参考动力是当向混合动力车辆的系统提供电力的电池的荷电状态(SOC)维持在正常区域时的动力，其中，响应于确定系统所需动力大于参考动力，控制器可配置成通过操作发动机离合器使其连接，来将混合动力车辆的行驶模式从电动车辆(EV)模式调整成混合动力电动车辆(HEV)模式，并且，控制器可配置成响应于加速踏板量信号来计算驾驶员所需动力。上述控制器可进一步配置成响应于巡行控制请求信号来计算驾驶员所需动力。辅助负载设备可包括低压直流-直流(DC-DC)转换器，空调或加热器。仍然，本发明的另一示例性实施例提供一种用于控制混合动力车辆的行驶模式的改变的装置，该装置可包括：加速踏板传感器(APS)，其配置成检测加速踏板的踏板接合量；以及，控制器，其配置成计算系统所需动力，上述系统所需动力是通过将安装在混合动力车辆内的装置所需的驾驶员所需动力和混合动力车辆的辅助负载设备所需的动力进行相加所获得的值，并且计算参考动力，上述参考动力是当向混合动力车辆的系统提供电力的电池的荷电状态(SOC)维持在正常区域时的动力，其中，响应于确定系统所需动力大于参考动力，控制器可配置成通过操作发动机离合器使其连接来将混合动力车辆的行驶模式从电动车辆(EV)模式调整成混合动力电动车辆(HEV)模式，控制器可配置成响应于加速踏板量信号来计算驾驶员所需动力。进一步地，控制器可配置成将当向混合动力车辆的装置提供电力的电池的荷电状态(SOC)维持在正常区域时的动力设置成第一参考动力，将在包括电池的电池系统的可用动力内的当电池的SOC维持在正常区域时的动力设置成第二参考动力，将在包括从电池接收电力的混合动力车辆的驱动电动机的电动机系统的可用动力内的当电池的SOC维持在正常区域中时的动力设置成第三参考动力；并且，将第一参考动力、第二参考动力以及第三参考动力中的最小值设置成参考动力。当电池的SOC低时，可将第一参考动力设置成最小，并且当电池的SOC高时，可将第一参考动力设置成大。根据本发明的示例性实施例，用于控制混合动力车辆的行驶模式的改变的方法和装置可基于系统所需动力和电池的SOC确定发动机动力的连接时间(例如，行驶模式从EV模式改变至HEV模式的时间点)，因此有效地将电池的SOC维持在正常区域。根据本发明的示例性实施例，相较于使用发动机动力给处于电池SOC非常低的状态中的电池充电的方法，本发明能量效率得以提高。本发明通过优秀的效率也可提高车辆的燃料效率。附图说明为了更全面地理解在本发明的详细说明中使用的附图，提供每幅附图的简要说明。图1是示出根据本发明的示例性实施例的包括用于控制混合动力车辆的行驶模式的改变的装置的混合动力车辆的视图；图2是示出根据本发明的示例性实施例在图1中示出的混合动力车辆的行驶模式改变时间点的曲线图；图3是示出根据本发明的示例性实施例的通过图1中示出的控制器计算系统所需动力的方法的流程图；图4是示出根据本发明的示例性实施例的通过图1中示出的控制器计算参考值的方法的示例性实施例的流程图；图5是示出根据本发明的示例性实施例的通过图1中示出的控制器确定HEV模式进入的方法的流程图。附图标记：105：电池110：逆变器125：发动机130：发动机离合器135：电动机155：控制器具体实施方式应当理解的是，本文所使用的术语“车辆”或“车辆的”或者其他相似术语包括一般的机动车辆，例如包括运动型多用途车(SUV)、公交车、卡车、各式商用车辆在内的载客车辆，包括各种艇和船在内的水运工具，以及航空器等等，并且包括混合动力车辆、电动车辆、插电式混合动力电动车辆、氢动力车辆以及其他代用燃料车辆(例如，从石油以外的资源取得的燃料)。如本文所述，混合动力车辆是同时具有两种动力源的车辆，例如，同时汽油驱动和电驱动的车辆。尽管示例性实施例描述成使用多个单元来执行示例性流程，但应当理解的是，示例性流程也可通过一个或者多个模块执行。此外，应当理解的是，术语“控制器/控制单元”可指代包括存储器和处理器的硬件设备。所述存储器配置成存储模块，并且所述处理器特别地配置成执行上述模块从而执行一个或者多个下文进一步描述的过程。此外，本发明的控制逻辑可实施为包含由处理器、控制器/控制单元等执行的可执行程序指令的计算机可读介质上的非暂时性计算机可读介质。计算机可读介质的示例包括但不限于ROM、RAM、光盘(CD)-ROM、磁带、软盘、闪存盘、智能卡和光学数据存储设备。计算机可读记录介质也可分布在网络连接的计算机系统中，以便例如通过远程信息处理服务器或控制器局域网络(CAN)，以分布方式存储和执行计算机可读介质。本文所使用的专有名词仅是为了说明特定实施例的目的，而非意在限制本发明。如本文所使用的，除非上下文另外清楚表明，如本文所使用的，单数形式“一个”、“一种”和“该”意在也包括复数形式。还将理解的是，当在本说明书中使用时，词语“包括”和/或“包含”规定所述特征、整数、步骤、操作、元件和/或部件的存在，但不排除一个或多个其他特征、整数、步骤、操作、元件、部件和/或其集合的存在或添加。如本文所使用的，词语“和/或”包括一个或多个相关列出项目的任何或全部组合。除非特别陈述或从上下文显而易见，如本文所使用的，词语“约”被理解为处在本领域的正常容差范围内，例如在平均值的2倍标准偏差内。“约”可理解为在所述值的10％、9％、8％、7％、6％、5％、4％、3％、2％、1％、0.5％、0.1％、0.05％或0.01％内。除非从上下文另外明确，本文提供的所有数值均由词语“约”修饰。为了全面地理解本发明和通过实施本发明实现的目的，需要提及说明本发明示例性实施例的附图和参考附图所描述的内容。在下文中，本发明将通过参考附图描述本发明的示例性实施例来进行详细描述。在描述本发明的过程中，当确定与众所周知的功能和配置有关的详细描述将不必要地模糊本发明的主题时，将省去详细描述。在每个附图中相同的附图标记将代表相同的组成部件。在本文说明书中使用的术语仅仅是用于特定的例性实施例，并且不意在限制本发明。除非其具有明确相反的意思，在本文中使用的单数表达包括复数表达。在本文说明书中，应当理解是，术语“包括”和“具有”意图表示在说明书中描述的特征、数量、步骤、操作、组成部件，以及组件，或其结合的存在，并且事先不排除存在或是增加一个或多个其他特征、数量、步骤、组成部件，以及组件，或其结合的可能性。贯穿说明书，当描述一个部件“连接”至另一部件时，该部件可以在其和另一部件之间插有第三部件来“电气或是机械连接”至另一部件，也可“直接连接”至另一部件。除非进行区别定义，在本文中使用的包括技术术语和科学术语的术语具有与本领域的技术人员通常理解的意思相同的意思。如果在本发明中未进行清晰的定义，在通常使用的字典里定义的术语应当被解释为具有与现有技术的上下文中的意思相同的意思，而不是被解释成具有理想化或是过度正式的意思。混合动力车辆可在电动车辆(EV)模式中行驶，其中，混合动力车辆可通过电动力运行，并且可在混合动力电动车辆(HEV)模式中行驶，其中车辆通过使用至少两种动力，例如发动机动力和电动力进行驱动。因此，从EV模式改变至HEV模式的决定对于混合动力车辆的操作性和燃料效率可以是相当重要。在现有技术中，为了确定从EV模式改变至HEV模式，将监测(或是计算)驾驶员需求扭矩(或是驾驶员所需求的动力，即，驾驶员设置的、预期的，或是请求的动力)，并且当驾驶员需求扭矩等于或大于预定参考值时，将EV模式转换至HEV模式，并且将发动机动力连接至驱动轴(或是驱动轮)。用于发动机启动(发动机连接)的参考值可基于发动机效率进行设置，并且发动机在参考值或更高时进行驱动，该参考值是当发动机效率足够高时的扭矩。参考值可以是驾驶员需求扭矩。在用于连接发动机动力的方法(例如，将EV模式转换至HEV模式的方法)时并且在能够使车辆在发动机效率足够的工作点行驶这方面使用现有技术可具有优势，但是缺点在于没有考虑电池的管理。图1是示出包括用于控制根据本发明的示例性实施例的混合动力车辆的行驶模式的改变的装置的混合动力车辆的视图。参考图1，混合动力车辆100可包括电池105、逆变器110、混合起动发电机(HSG)115、传动带(belt)120、发动机125、发动机离合器130、可以是电力电动机的电动机(或驱动电动机)135，变速器140、最终减速传动装置(final reductiongear apparatus)145、作为车轮的驱动轮150以及控制器155。可以是混合动力电动车辆的混合动力车辆100可使用发动机125和电动机135作为动力源，并且可包括安装在电动机135和发动机125之间的发动机离合器130来允许混合动力车辆100运行在当发动机离合器130开放时混合动力车辆100通过电动机135进行行驶的EV模式中，并且允许混合动力车辆100运行在当发动机离合器130闭合时，混合动力车辆100能够同时通过电动机135和发动机125进行行驶的HEV模式中。混合动力车辆100可包括：安装变速器电气装置(TMED：transmission mountedelectric device)结构的传动系统(powertrain)，其中电动机135和变速器140可被附接，并且发动机离合器130可安装在包括发动机125和电动机135的动力源之间，来允许混合动力车辆根据发动机离合器130的连接(相连)，在作为使用电动机130的动力的纯电动车辆模式的EV模式、或在使用发动机125的旋转动力作为主要动力并且使用电动机135的旋转动力作为辅助动力的HEV模式中提供操作(行驶)。更具体地，在具有电动机135直接与变速器140连接的结构的混合动力车辆100中，通过启动HSG 115，发动机每分钟转速(RPM)会增加，可以通过离合器130的连接(相连)和分离，传输或阻断发动机125的动力，可通过可包括变速器140的动力传输系统在车轮150中产生驱动力，并且当由发动机125请求扭矩传输时，可通过离合器130的连接传输发动机扭矩。电池105、逆变器110、HSG 115以及电动机135可形成电气路径，并且HSG 115、传动带120、发动机125、发动机离合器130、电动机135、变速器140、最终减速传动装置145以及驱动轮150可形成机械路径。控制器155可包括混合控制单元(HCU：hybrid control unit)、电动机控制单元(MCU：motor control unit)、发动机控制单元(ECU：engine control unit)或发动机管理系统(EMS：engine management system)、以及变速器控制单元(TCU：transmission control unit)。具体地，当发动机125停止时，HCU可配置成通过操作HSG 115来起动发动机。作为最高级控制器(例如，上级控制器)的HCU可配置成整体地操作通过网络连接的各种其他控制单元，例如MCU，上述网络例如包括控制器局域网(CAN)的车辆网络，并且HCU可配置成执行混合动力车辆100的一般操作。MCU可配置成操作HSG 115和电动机135。通过基于通过网络从HCU输出的控制信号调整驱动电动机135的输出扭矩，MCU可使驱动电动机135在具有最大效率的区域进行驱动。MCU可包括以多个功率开关器件形成的逆变器110，并且构成逆变器110的功率开关器件可以是绝缘栅双极型晶体管(IGBT)、金属氧化物半导体场效应管(MOSFET)、场效应管(FET)、晶体管(TR)、和继电器中一者。MCU可设置在电池105和电动机135之间。进一步地，ECU(EMS)可配置成调整发动机125的扭矩。通过基于通过网络从HCU输出的控制信号调整发动机125的工作点，ECU(EMS)能够使最优扭矩得以输出。TCU可以配置成操作变速器140。控制器155可以配置成计算或确定在混合动力车辆100中安装的装置或系统所需的系统所需动力或是系统所需扭矩，并且计算参考动力或是参考扭矩，上述参考动力或是参考扭矩是对应于图2中示出的混合动力车辆的行驶模式改变时间点的参考值。系统所需动力可以是通过将驾驶员所需动力或驾驶员加速需求动力与混合动力车辆100的辅助负载设备或辅助负载系统所需的动力相加所获得的值。辅助负载设备可包括低压DC-DC转换器(LDC：low voltage DC-DC converter)、空调(A/C)，或加热器例如加热通风空调(HVAC：heater ventilated air conditioning)加热器。LDC可配置成通过将电池105的电压转换成低压来给辅助电池充电。辅助电池可以是，例如，12伏特电池，并且可以是用于启动车辆或向车辆的各种电子设备(电气/电子负载)供电的车辆电池。LDC可配置成将电池105的电压改变或调压成适合于在电源和车辆的电气/电子负载中使用的电压(例如，约12.5V至15.1V)。电气/电子负载可包括通风座(ventilatingseat)、前灯、音频设备或雨刷。参考动力可以是当向混合动力车辆100的装置(例如，电动机135或辅助负载设备，例如A/C)供电的电池105的荷电状态(SOC)维持在正常区域(例如，约50％以上，并且约为80％以下)的动力。在本发明的另一示例性实施例中，控制器155可配置成将当向混合动力车辆100的装置提供电力的电池105的SOC维持在正常区域时的动力设置成第一参考动力，将在包括电池105的电池系统的可用动力内的当电池105的SOC维持在正常区域内时的动力设置为第二参考动力，并且将在包括配置成接收来自电池105的电力的混合动力车辆100的驱动电动机135的电动机系统的可用动力内的当电池105的SOC维持在正常区域内时的动力设置为第三参考动力，上述混合动力车辆100配置成接收来自电池105的电力。控制器155可进一步地配置成将第一参考动力、第二参考动力以及第三参考动力中的最小值设置或计算成参考动力。此外，控制器155可配置成响应于从安装在混合动力车辆100中的加速位置传感器(加速位置传感器或是加速踏板位置传感器(APS))(未示出)输出的加速踏板接合量信号，来计算驾驶员所需动力。换句话说，APS可配置成检测施加至加速器踏板上的压力量来确定踏板的接合量。APS可配置成检测通过驾驶员的加速踏板的操作，并且基于施加至加速踏板上的操作力量来向包括在控制器155内的HCU提供信号。在驱动车辆的过程中，APS可进一步地配置成检测通过驾驶员接合的加速踏板的踏板接合量。用于控制混合动力车辆的行驶模式的改变的装置可包括APS和控制器155。在本发明的另一示例性实施例中，控制器155可配置成响应于巡行控制请求信号计算驾驶员所需动力。响应于确定系统所需动力大于参考动力，控制器155可配置成通过在图2中示出的发动机的连接时间上操作发动机离合器130使其连接，从而将混合动力车辆100的行驶模式从EV模式调整或是改变成HEV模式。控制器155可以是，例如，通过程序操作的一个或多个微处理器，或是包括微处理器的硬件，并且程序可包括一系列用于执行根据本发明的示例性实施例的控制混合动力车辆的行驶模式改变的方法的命令，上述程序将在下文中进行描述。电池105可以多个单元电池形成，并且例如，用于向配置成向车轮150提供驱动动力的驱动电动机135提供电压的约350V至450V的DC高压可存储在电池105中。HSG 115可作为电动机或发电机运行，并且可基于从MCU输出的控制信号作为电动机操作来启动发动机125，并且当发动机125维持启动时作为发电机操作并且配置成产生电压，并且将已产生的电压通过逆变器110作为充电电压提供至电池105。HSG 115可通过传动带120连接至发动机125。发动机125可包括内燃发动机，例如，柴油发动机、汽油发动机、液化石油气(LPG：liquefied petroleum gas)发动机，以及液化天然气(LNG：liquefied natural gas)发动机中的任一者，并且可配置成基于从ECU输出的控制信号，在工作点输出扭矩，并且在HEV模式中适当地维持与驱动电动机135的驱动动力的结合。发动机离合器130可安装在发动机125和驱动电动机135之间，并且可通过中断动力传输(动力连接)来在EV模式中和HEV模式中提供操作。驱动电动机135可通过从MCU输出三相交流电(AC)电压进行操作来产生扭矩，并且可在滑行过程中可操作为发电机来向电池105提供可再生能量。变速器140可通过多速变速器实施，例如，图1中示出的自动变速器，或双离合变速器(DCT)，或无级变速器(CVT)，并且，可基于TCU的控制通过液压的操作来操作连接元件和释放元件，从而连接预定的档位。变速器140可配置成将发动机125和/或电动机135的驱动动力传输至车轮150，或可配置成阻断发动机125和/或电动机135的驱动动力。最终减速传动装置145可连接至差动齿轮装置(未示出)。如上所述，混合动力电动车辆100可配置成基于电池的SOC使用系统所需动力和参考值来执行从EV模式到HEV模式的行驶模式的改变，从而提高车辆的燃料效率。图2是示出图1中示出的混合动力车辆的行驶模式改变时间点的曲线图。参考图2，混合动力车辆100的行驶模式可在连接发动机动力的发动机的连接时间处从EV模式改变至HEV模式。与对应于发动机的连接时间的参考值进行比较的发动机动力(或发动机扭矩)可以是系统所需动力(或系统所需扭矩)。包括在系统所需动力中的驾驶员所需动力可以是基于驾驶员的加速器踏板的接合程度(例如，施加至踏板上的压力量)或由驾驶员进行的巡行行驶(或巡行控制)的选择的驾驶员所需求的动力。驾驶员的加速器踏板接合程度可与节气门的开放程度(开度值)有关。包括在系统所需动力中并且被辅助负载设备所需求(使用)的动力可以是系统基于由辅助负载，例如A/C消耗的能量的量的所需求动力。如上所述，对应于发动机连接时间的参考值可以是当配置成向混合动力车辆100的系统提供电力的电池105的SOC维持在正常区域时的动力。在上述与本发明的示例性实施例进行对比的现有技术中，当发动机效率最优(例如，在最大值)时，参考值可以通过发动机的动力进行设置。进一步地，为了将行驶模式从EV模式改变至HEV模式，与参考值进行比较的发动机动力可以是驾驶员所需的动力。当辅助负载不消耗能量时，系统所需动力与驾驶员所需动力相同，并且当辅助负载开启(例如，操作辅助负载)时，系统所需动力增加，并且因此，相较于现有技术，本发明首先进入HEV模式。在HEV模式中，可分配动力来最大化系统效率。然而，在现有技术中，行驶模式将更晚(例如，在比所要求保护的本发明更后的点)进入HEV模式，并且发动机将低效率运行来提高电池的SOC，并且因此，车辆的燃料效率将劣化。图3是示出通过图1中示出的控制器计算系统所需动力的方法的流程图。参考图3，在第一计算步骤305中，可通过控制器155计算驾驶员所需动力。具体地，控制器155可配置成响应于从APS输出的加速踏板接合量信号来计算驾驶员所需动力。加速踏板接合量信号可以是对应于驾驶员施加在加速器踏板上的压力量的值。驾驶员所需动力(驾驶员所需输出)可以是通过将驾驶员所需求的发动机扭矩乘以驾驶员所需求的转速(或是发动机的RPM)所获得的值。在本发明的是另一示例性实施例中，控制器155可配置成响应于巡行控制请求信号计算驾驶员所需动力。巡行控制请求信号可以由驾驶员通过混合动力车辆100的输入装置来产生。控制器155可包括配置成执行巡行控制的反馈控制单元。反馈控制单元可配置成操作装置，例如混合动力车辆100的节气门来允许驾驶员保持在预定的行驶速度。根据第二计算步骤310，辅助负载设备所需的动力可以通过控制器155如下述等式所表示的进行计算。辅助负载设备所需动力＝辅助负载设备的消耗功率×权重因素此外，权重因素(或加权值)可通过控制器155基于电池105的SOC进行不同的设置。换句话说，权重因素值可基于电池105的SOC的值进行改变。当电池的SOC相对低(例如，SOC约为50％以上并且约为65％以下)时的权重值可设置成相对较大(例如，约为1.3以上并且约为1.5以下)，从而允许辅助负载设备的所需动力增加，并且当电池的SOC相对高(例如，SOC超过65％并且约为80％以下)时的权重值可以设置成相对较低(例如，约0.5以上并且约为0.9以下)，来允许辅助负载设备的所需动力减少。当辅助负载设备的所需动力除以辅助负载设备需求的发动机的旋转速度(或RPM)时，辅助负载设备的所需动力可以转换成辅助负载设备的所需扭矩。根据第三计算步骤315，可通过控制器155计算系统所需动力(或系统所需扭矩)。系统所需动力可以是通过将混合动力车辆100的系统(装置)所需求的发动机扭矩(系统所需扭矩)和系统所需求的发动机的旋转速度(或RPM)相乘所获得的值。系统所需动力可以是用于将行驶模式改变至HEV模式的值，并且可以通过驾驶员所需动力和辅助负载设备所需动力之和来确定。图4是示出通过图1中示出的控制器计算参考值的方法的示例性实施例的流程图。参考图4，在第一参考值设置步骤405中，参考值可通过控制器155基于电池的SOC进行设置。更具体地，当配置成向混合动力车辆100的装置提供电力的电池105的SOC维持在正常区域时的动力可设置为第一参考动力a。当电池105的SOC相对低(例如，SOC约为50％以上并且约为65％以下)时的第一参考动力将设置成相对较小，并且当电池105的SOC相对高(例如，SOC超过约65％并且约为80％以下)时的第一参考动力将设置成相对较大。更具体地，第一参考动力的大小可基于电池105的SOC的值进行改变。当SOC低时，HEV模式过渡基准低，并且因此，即使在具有最小系统所需动力的情况下，用于连接发动机动力的HEV模式过渡参考可减少。根据第二参考值设置步骤410，可通过控制器155基于电池系统的可用动力(或是电池系统的最大可用动力)设置参考值。电池系统的可用动力可基于电池105的硬件规格根据电池的温度、电池的SOC以及保护电池的裕量(例如，电压裕度)进行设置。更具体地，控制器155可配置成将在包括电池105的电池系统的可用动力内的当电池105的SOC维持在正常区域时的动力设置成第二参考动力b。电池系统可包括配置成监测和管理电池的状态的电池管理系统(BMS)或配置成检测电池温度的温度传感器。根据第三参考值设置步骤415，可通过控制器155基于电动机系统的最大可用动力设置参考值。电动机系统的可用动力可基于电动机135的硬件规格根据连接至电动机的逆变器的温度以及用于保护电动机的裕量(例如，电压裕度)进行设置。且更具体地，控制器155可配置成将在包括配置成从电池105接收电力的混合动力车辆100的驱动电动机135的电动机系统的可用动力内的当电池105的SOC维持在正常区域时的动力设置成第三参考动力c。电动机系统可包括MCU和逆变器110。根据最终参考值设置步骤420，可通过控制器155将第一参考动力、第二参考动力以及第三参考动力中的最小值计算(设置)成参考动力，上述参考动力是最终发动机连接参考值。图5是示出通过图1中示出的控制器确定HEV模式进入的方法的流程图。参考图5，在比较步骤505中，控制器155可配置成将系统所需动力与作为图2或是图4的说明中所述的参考值的参考动力进行对比。确定HEV模式进入的方法，当系统所需动力大于参考值时，上述方法是可前进至模式改变步骤510的过程，并且当系统所需动力等于或小于参考值时，上述方法是可前进至EV模式步骤515的过程。根据模式改变步骤510，当系统所需动力大于参考动力时，控制器155可配置成通过操作发动机离合器130使其连接，从而将混合动力车辆100的行驶模式从EV模式调整或改变至HEV模式。根据EV模式步骤515，当系统所需动力等于或小于参考动力时，控制器155可配置成将混合动力车辆100的行驶模式维持在EV模式中。因此，混合动力车辆将在EV模式中运行。在下文中将参考图1、2、3、4和5描述根据本发明的示例性实施例的用于控制混合动力车辆的行驶模式的改变的方法。控制混合动力车辆的行驶模式的改变的方法可应用至包括用于控制图1所示的混合动力车辆的行驶模式的改变的装置的混合动力车辆上。用于控制混合动力车辆的行驶模式的改变的方法可包括系统所需动力计算步骤，参考动力计算步骤以及改变控制步骤。参考图1至图5，在系统所需动力计算步骤中，控制器155可配置成计算安装在混合动力车辆100内装置所需要的系统所需动力。系统所需动力可以是通过将驾驶员所需动力和混合动力车辆100的辅助负载设备所需的动力相加所获得的值。控制器155随后可配置成响应于从APS输出的加速踏板接合量信号计算驾驶员所需动力。在本发明的另一示例性实施例中，控制器155可配置成响应于巡行控制请求信号计算驾驶员所需动力。辅助负载设备可包括低压DC-DC转换器、空调或加热器。辅助负载设备所需的动力可通过将辅助负载设备的消耗功率乘以权重因素所获得的值进行设置，并且当电池105的SOC低时，权重因素设置成增加，并且当电池105的SOC高时，权重因素可设置成最小。根据参考动力计算步骤，控制器155可配置成计算参考动力。参考动力可以是当向混合动力车辆100的装置提供电力的电池的SOC维持在正常区域时的动力。在另一示例性实施例中，控制器155可配置成将当配置成向混合动力车辆100的装置提供电力的电池105的SOC维持在正常区域时的动力设置成第一参考动力，将在包括电池105的电池系统可用动力内的当电池105的SOC维持在正常区域中时的动力设置为第二参考动力，并且将在包括配置成从电池105接收电力的混合动力车辆100的驱动电动机135的电动机系统的可用动力内的当电池105的SOC维持在正常区域中时的动力设置为第三参考动力，并且控制器155可配置成将第一参考动力、第二参考动力和第三参考动力中的最小值设置成参考动力。当电池105的SOC低时，第一参考动力设置成最小，并且当电池105的SOC高时，第一参考动力设置成大。根据改变控制步骤，当系统所需动力大于参考动力时，控制器155可配置成通过操作发动机离合器130使其连接来将混合动力车辆100的行驶模式从EV模式调整至HEV模式。如上所述，本发明可有效地管理作为电源的电池，并且提供用于将行驶模式从EV模式改变至HEV模式的控制方法。在本发明中，为了将行驶模式从EV模式改变至HEV模式，可使用系统所需动力(或是系统所需扭矩)代替驾驶员所需动力(或驾驶员所需扭矩)。且更具体地，在本发明中，当设置与系统所需动力进行比较的参考值时，在不考虑发动机的工作点的情况下考虑电池的状态或电动机的状态。此外，通过调整电池的SOC使其维持在正常的区域内(例如，约50％以上并且约80％以下)，能够防止能量路径损耗(例如，根据通过发动机、电池和电动机(驱动电动机)执行的能量循环的能量效率的损耗)，因此提高混合动力车辆的燃料效率。在本发明的示例性实施例中使用的组成元件、“-单元”、块件或是模块可通过软件，例如任务，类，子程序，进程，对象，执行线程，程序进行实施，上述程序可在存储器中的预定区域内执行，或是通过硬件，例如场可编程门阵列(FPGA)或是专用集成电路(ASIC)进行执行，并且进一步地，上述在本发明的示例性实施例中使用的组成元件、“-单元”、块件或是模块也可配置成通过软件和硬件的结合进行实施。组件、“-单元”等也可包括在计算机可读存储介质中，或是其一部分可分散和分布在多个计算机中。如上所述，在附图和说明书中已经公开示例性实施例。具体地，已经使用特定术语，但是仅用于描述本发明的目的，并且不用于限制本发明意思或是限制在权利要求中所描述的本发明的范围。因此，本领域的技术人员可理解的是，可从本发明作出各种修改和等效示例性实施例。因此，本发明的技术保护范围应当通过所附权利要求的技术精神进行界定。 | 本发明提供一种用于控制混合动力车辆的行驶模式的改变的方法。该方法包括：通过控制器，计算安装在混合动力车辆内的装置所需要的系统所需动力并且计算参考动力。当系统所需动力大于参考动力时，通过操作发动机离合器使其连接，从而将混合动力车辆的行驶模式从电动车辆(EV)模式改变至混合动力电动车辆(HEV)模式。统所需动力是通过将驾驶员所需动力和混合动力车辆的辅助负载设备所需要的动力相加所获得的值，并且，参考动力是当配置成向混合动力车辆的装置提供电力的电池的荷电状态(SOC)维持在正常区域时的动力。 | CN:201610203564.4A | https://patentimages.storage.googleapis.com/bc/88/1b/e8d26f880b1890/CN106494383B.pdf | CN:106494383:B | 金尚准, 朴俊泳 | Hyundai Motor Co | CN:101460726:A, CN:104554266:A, KR:101519263:B1, CN:104828079:A | Not available | 2020-09-25 | 1.一种控制混合动力车辆的行驶模式的改变的方法，所述方法包括以下步骤：, 通过控制器，计算安装在所述混合动力车辆内的装置所需要的系统所需动力；, 通过所述控制器，计算参考动力；以及, 当所述系统所需动力大于所述参考动力时，通过所述控制器，通过操作发动机离合器使其连接，将所述混合动力车辆的行驶模式从电动车辆(EV)模式调整至混合动力电动车辆(HEV)模式，, 其中，所述系统所需动力是通过将驾驶员所需动力和所述混合动力车辆的辅助负载设备所需要的动力相加所获得的值，并且, 其中所述参考动力是当配置成向所述混合动力车辆的装置提供电力的电池的荷电状态(SOC)维持在正常区域时的动力，, 其中，通过将所述辅助负载设备的消耗功率乘以权重因素所获得的值来设置所述辅助负载设备所需求的动力，并且, 当所述电池的SOC相对低时，将所述权重因素设置成相对大，并且当所述电池的SOC相对高时，将所述权重因素设置成相对小。, 2.根据权利要求1所述的方法，其还包括以下步骤：, 通过所述控制器，响应于从加速踏板传感器(APS)输出的加速踏板接合量信号，计算所述驾驶员所需动力。, 3.根据权利要求1所述的方法，其还包括以下步骤：, 通过所述控制器，响应于巡行控制请求信号，计算所述驾驶员所需动力。, 4.根据权利要求1所述的方法，其中所述辅助负载设备包括低压直流-直流(DC-DC)转换器，空调，或加热器。, 5.一种用于控制混合动力车辆行驶模式的改变的方法，所述方法包括以下步骤：, 通过控制器，计算安装在混合动力车辆内的装置所需要的系统所需动力；, 通过所述控制器，计算参考动力；以及, 当所述系统所需动力大于所述参考动力时，通过所述控制器，通过操作发动机离合器使其连接，从而将所述混合动力车辆的行驶模式从电动车辆(EV)模式调整至混合动力电动车辆(HEV)模式，, 其中，所述系统所需动力是通过将驾驶员所需动力和所述混合动力车辆的辅助负载设备所需要的动力相加所获得的值，并且, 其中，所述参考动力的计算包括：, 通过控制器，将当配置成向混合动力车辆的装置提供电力的电池的荷电状态(SOC)维持在正常区域时的动力设置成第一参考动力；, 通过所述控制器，将在包括电池的电池系统的可用动力内的当所述电池的SOC维持在正常区域内时的动力设置成第二参考动力；, 通过所述控制器，将在包括配置成从所述电池接收电力的混合动力车辆的驱动电动机的电动机系统的可用动力内的当所述电池的SOC维持在正常区域时的动力设置成第三参考动力；并且, 通过所述控制器，将所述第一参考动力、所述第二参考动力以及所述第三参考动力三者中值最小的一个，设置成所述参考动力。, 6.根据权利要求5所述的方法，其中当所述电池的SOC相对低时，将所述第一参考动力设置成相对小，并且当所述电池的SOC相对高时，将所述第一参考动力设置成相对大。, 7.一种用于控制混合动力车辆的行驶模式的改变的装置，所述装置包括：, 加速踏板传感器(APS)，其配置成检测加速踏板的踏板接合量；以及, 控制器，其配置成计算系统所需动力，所述系统所需动力是通过将安装在混合动力车辆内的装置所需的驾驶员所需动力和所述混合动力车辆的辅助负载设备所需的动力进行相加所获得的值，并且计算参考动力，所述参考动力是当配置成向所述混合动力车辆的系统提供电力的电池的荷电状态(SOC)维持在正常区域时的动力，, 其中，响应于确定所述系统所需动力大于所述参考动力，所述控制器配置成通过操作发动机离合器使其连接来将所述混合动力车辆的行驶模式从电动车辆(EV)模式调整成混合动力电动车辆(HEV)模式，并且, 其中所述控制器配置成响应于所述加速踏板接合量信号来计算所述驾驶员所需动力，, 其中，通过将所述辅助负载设备的消耗功率乘以权重因素所获得的值来设置所述辅助负载设备所需求的动力，并且, 当所述电池的SOC相对低时，将所述权重因素设置成相对大，并且当所述电池的SOC相对高时，将所述权重因素设置成相对小。, 8.根据权利要求7所述的装置，其中所述控制器配置成响应于巡行控制请求信号来计算所述驾驶员所需动力。, 9.根据权利要求7所述的装置，其中所述辅助负载设备包括低压直流-直流(DC-DC)转换器，空调或加热器。, 10.一种用于控制混合动力车辆的行驶模式的改变的装置，所述装置包括：, 加速踏板传感器(APS)，其配置成检测加速踏板的踏板接合量；以及, 控制器，其配置成计算系统所需动力，所述系统所需动力是通过将安装在混合动力车辆内的装置所需的驾驶员所需动力和所述混合动力车辆的辅助负载设备所需的动力进行相加所获得的值，并且计算参考动力，所述参考动力是当配置成向所述混合动力车辆的系统提供电力的电池的荷电状态(SOC)维持在正常区域时的动力，, 其中，响应于确定所述系统所需动力大于所述参考动力，所述控制器配置成通过操作发动机离合器使其连接来将所述混合动力车辆的行驶模式从电动车辆(EV)模式调整成混合动力电动车辆(HEV)模式，并且, 其中所述控制器配置成响应于所述加速踏板接合量信号来计算所述驾驶员所需动力，, 其中所述控制器配置成将当配置成向所述混合动力车辆的装置提供电力的电池的荷电状态(SOC)维持在正常区域时的动力设置成第一参考动力；, 其中所述控制器配置成将在包括所述电池的电池系统的可用动力内的当所述电池的SOC维持在正常区域内时的动力设置成第二参考动力；, 其中所述控制器配置成将在包括配置成从所述电池接收电力的混合动力车辆的驱动电动机的电动机系统的可用动力内的当所述电池的SOC维持在正常区域中时的动力设置成第三参考动力；并且, 其中所述控制器配置成将所述第一参考动力、所述第二参考动力以及所述第三参考动力三者中值最小的一个，设置成所述参考动力。, 11.根据权利要求10所述的装置，其中当所述电池的SOC相对低时，将所述第一参考动力设置成相对小，并且当所述电池的SOC相对高时，将所述第一参考动力设置成相对大。 | CN | China | Active | B | True |
| 42 | Sistema eléctrico y método para energizar el sistema eléctrico \n | ES2902748T3 | Sistema eléctrico y método para energizar el sistema eléctricoCampo de la tecnologíaLa presente tecnología se refiere a sistemas de baterías recargables para su uso en vehículos.AntecedentesLos vehículos eléctricos, incluidos los vehículos híbridos, utilizan baterías secundarias tales como, por ejemplo, baterías de iones de litio para alimentar motores eléctricos de propulsión. Estos vehículos también llevan baterías auxiliares de plomo-ácido de 12 V para proporcionar energía de reserva, despertador del sistema, actualizaciones de software y arranque de un motor de combustión interna (ICE) cuando está presente.La Figura 1 es un diagrama de circuito simplificado de un vehículo eléctrico anterior. Un circuito 100 comprende un paquete 102 de baterías que incluye cuatro (4) grupos de módulos 104, 106, 108 y 110 conectados en serie. Un ejemplo de un paquete de baterías y grupos de módulos de este tipo se describe en la publicación de la patente internacional número WO 2016/120857 A1 de Lebreux y col., publicada el 4 de agosto de 2016. En este ejemplo, cada grupo 104, 106, 108 y 110 de módulos comprende una pluralidad de celdas electrolíticas (no se muestran) que cada una puede proporcionar energía eléctrica a 24 voltios. En global, el paquete 102 de baterías es capaz de proporcionar energía eléctrica a 96 voltios.Según la norma J1673 de marzo de 2012 para vehículos de superficie de la SAE, los sistemas de vehículos que contienen un circuito que funciona por encima de 50 voltios (CC) se consideran "alta tensión" y superan un límite superior de un intervalo de baja tensión. Existen normas y/o reglamentos técnicos similares en otras regiones, como la Directiva 2006/95/CE de la Unión Europea que se refiere a circuitos de más de 75 voltios (CC) y el R100 de la UNECE de Naciones Unidas para vehículos de categoría M o N o el R136 de la UNECE para vehículos de categoría L que se refiere a circuitos de más de 60 voltios (CC). Con este propósito, un conmutador 112 de servicio, ubicado entre los grupos de módulos 106 y 108, normalmente está cerrado para asegurar la continuidad entre los grupos de módulos 104, 106, 108 y 110. Cuando es necesario realizar el mantenimiento del vehículo, el personal de mantenimiento puede abrir manualmente el conmutador 112 de servicio. Al abrir el conmutador 112 de servicio, ningún punto del circuito 100 puede tener una tensión que sobrepase la de dos (2) grupos de módulos, por ejemplo, 48 V en la Figura 1, esta tensión que se define por la combinación de los grupos de módulos 104 y 106 o mediante la combinación de los grupos de módulos 108 y 110.Cuando se activa mediante el paquete 102 de baterías, un convertidor de CC-CC 114 convierte la potencia de 96 V a 12 V para cargar una batería 116 de plomo-ácido de 12 V. A su vez, la batería 116 de plomo-ácido alimenta un módulo 118 de control del vehículo (VCM). Cuando el usuario arranca el vehículo, por ejemplo usando una llave de arranque (no se muestra) para cerrar un conmutador 120 de arranque, el VCM 118 activa una bobina 122 de relé. La activación de la bobina 122 de relé hace que el cierre de los conmutadores de potencia 124 y 126 provoquen la activación de un módulo 128 de control del motor (MCM) mediante el paquete 102 de baterías. El MCM 128 convierte la energía eléctrica de 96 V del paquete de baterías en corriente CA trifásica para alimentar un motor 130 eléctrico. Se proporcionan fusibles 132 y 134 para proteger el circuito 100 en caso de avería. Las variantes del circuito 100 pueden diferir pero en general funcionan de manera similar.Si bien las baterías de plomo-ácido son relativamente económicas, son pesadas, tienen poca densidad de energía y ocupan un volumen considerable dentro de los vehículos. Teniendo en cuenta estos factores, la integración de baterías de plomo-ácido tiene un coste considerable para los vehículos en su totalidad.Puesto que varios componentes clave de los vehículos eléctricos necesitan un suministro de 12 V para un funcionamiento adecuado, incluso para la puesta en marcha del sistema, las baterías de plomo-ácido todavía están presentes en los vehículos eléctricos actuales. Algunas de las razones para el uso continuo de baterías de plomoácido normales de 12 V incluyen el importante esfuerzo de desarrollo y el coste que serían necesarios para validar muchas funcionalidades de vehículos que actualmente dependen de las baterías de plomo-ácido de 12 V actuales si se utilizan con baterías de iones de litio de 12 V. Algunos fabricantes de vehículos sostienen que el menor coste de propiedad y la reducción de peso que podrían obtenerse mediante la sustitución de baterías de plomo-ácido por baterías de iones de litio no compensarían dicho coste y esfuerzo.Las baterías de plomo-ácido pierden su carga con el tiempo; esto es particularmente problemático en el caso de vehículos que se utilizan con fines recreativos porque se pueden usar con poca frecuencia. La descarga excesiva de las baterías auxiliares de plomo-ácido es una causa frecuente de fallo en los vehículos eléctricos actuales. Una forma de conservar la carga de la batería 116 de plomo-ácido requiere mover el conmutador 120 de arranque a otra posición (no se muestra) en el circuito 100 de modo que se mantenga una conexión continua entre el paquete 102 de baterías y el convertidor 114 de CC-CC. Con dicha configuración, el convertidor 114 de CC-CC mantiene la batería 116 de plomo-ácido cargada siempre y cuando el paquete 102 de baterías mantenga una carga. Sin embargo, cuando el vehículo permanece sin utilizar durante un periodo de tiempo prolongado, una descarga lenta de la batería 116 de plomo-ácido puede conducir a una descarga completa del paquete 102 de baterías. Este podría ser el caso, por \nejemplo, cuando un vehículo recreativo destinado a su uso en verano no se utiliza durante todo el invierno. Minimizar las fugas de corriente a nivel de sistema es particularmente importante en el contexto de los vehículos recreativos. Por lo tanto, existe el deseo de sistemas de baterías que compensen los problemas relacionados con el uso de baterías de plomo-ácido en vehículos eléctricos.El documento US 20140252847 describe un sistema de gestión de batería y un procedimiento de conmutación del mismo, que puede impedir la fusión de un relé al impedir la formación de arcos y puntas de tensión cuando el relé está apagado (abierto). Con este propósito, un sistema de gestión de batería incluye uno o más paquetes de baterías; una unidad maestra de gestión de baterías que detecta tensiones y/o corrientes de los paquetes de baterías; relés principales conectados entre los paquetes de baterías y las cargas y encendidos o apagados por la unidad maestra de gestión de baterías; y relés secundarios conectados a los relés principales en paralelo, encendidos o apagados por la unidad maestra de gestión de baterías y que tienen resistencias. Cuando se produce una conmutación en la que se apagan los relés principales, primero se encienden los relés secundarios y luego se apagan los relés principales. El documento US 20130264995 describe un sistema y un procedimiento de carga de batería. El sistema de carga de la batería incluye un primer conector conectado a ambos extremos de una batería de un automóvil que proporciona carga; un segundo conector conectado a ambos extremos de una batería de un coche objetivo de carga; un convertidor configurado para convertir una tensión transmitida desde la batería del automóvil que proporciona la carga a través del primer conector y transmitir la tensión convertida a la batería del automóvil de destino de la carga a través del segundo conector; y un controlador conectado a cada uno de un sistema de gestión de batería (BMS) del automóvil que proporciona la carga y un BMS del automóvil de destino de la carga para controlar una proporción de conversión de tensión del convertidor en base a la información de estado de cada una de las baterías transmitida desde cada uno de los BMS.CompendioEs un objetivo de la presente tecnología mejorar al menos algunos de los inconvenientes presentes en la técnica anterior. Los sistemas y procedimientos descritos en el presente documento son aplicables, en particular, pero no exclusivamente, para su uso en vehículos eléctricos recargables tales como motocicletas, vehículos todo terreno, motos de nieve, motos acuáticas y similares.La presente tecnología proporciona un sistema eléctrico útil para alimentar un vehículo eléctrico. El sistema eléctrico puede incluir un conjunto de baterías recargables moderno sin requerir el uso de una batería auxiliar tradicional de plomo-ácido. El conjunto de baterías incluye dos subconjuntos de baterías que pueden proporcionar potencia de alta tensión a un motor eléctrico cuando se conecta en serie. Los dos subconjuntos de baterías son separables cuando el sistema eléctrico no está en uso y no está conectado a un cargador. Un interruptor conecta un primer subconjunto de baterías a un segundo subconjunto de baterías. El interruptor se cierra en dos (2) fases cuando se alimenta o carga el sistema eléctrico. Inicialmente, al comienzo de una fase de precarga, el interruptor coloca una ruta con limitación de corriente entre los dos subconjuntos de baterías para formar una fuente de batería con limitación de corriente.Posteriormente, después de completar la fase de precarga, el interruptor coloca una ruta sin limitación de corriente entre los dos subconjuntos de baterías para formar una fuente de batería sin limitación de corriente. En un aspecto, el primer subconjunto de baterías inicia el establecimiento de la ruta con limitación de corriente entre los dos subconjuntos de baterías para permitir así la alimentación de un controlador del sistema. A partir de entonces, el controlador del sistema inicia el establecimiento de la ruta sin limitación de corriente entre los dos subconjuntos de baterías.El objetivo de la invención se resuelve mediante un sistema eléctrico de alimentación de un vehículo eléctrico o híbrido según la reivindicación 1. Se presentan diversas realizaciones en las reivindicaciones dependientes.Algunos rasgos característicos, aspectos y ventajas adicionales y/o alternativos de las implementaciones de la presente tecnología resultarán evidentes a partir de la siguiente descripción y los dibujos adjuntos.Breve descripción de los dibujosPara una mejor comprensión de la presente tecnología, así como de otros aspectos y rasgos característicos adicionales de la misma, se hace referencia a la siguiente descripción que se utilizará junto con los dibujos adjuntos, donde: la Figura 1 es un diagrama de circuito simplificado de un vehículo eléctrico anterior;la Figura 2 es un diagrama de bloques de un sistema eléctrico que incluye módulos de baterías según una implementación;la Figura 3 es una vista parcial del sistema eléctrico de la Figura 2, que muestra detalles internos de un módulo de batería; la Figura 4 es otra vista parcial del sistema eléctrico de la Figura 2, en una implementación que tiene un módulo de control del motor de CA (MCM) y un motor de CA;la Figura 5 es un diagrama de estados finitos de un sistema de gestión de batería (BMS); \nla Figura 6 es un diagrama de estados finitos de un módulo de vehículo eléctrico (EVM); yla Figura 7 es un diagrama lógico de un procedimiento para activar el sistema eléctrico de la Figura 2.Descripción detalladaLa presente tecnología describe un sistema eléctrico y un procedimiento para activar un sistema eléctrico. El sistema eléctrico y el procedimiento pueden integrarse en un vehículo eléctrico recargable que tiene un motor eléctrico. El sistema eléctrico y el procedimiento también pueden integrarse en un vehículo híbrido recargable que incluye un motor eléctrico y un motor de combustión interna. Con referencia ahora a los dibujos, la Figura 2 es un diagrama de bloques de un sistema 200 eléctrico que incluye los módulos 202, 204, 206 y 208 de baterías según una implementación. El sistema 200 eléctrico comprende un conjunto de baterías que incluye dos (2) subconjuntos 282 y 284 de baterías. Un subconjunto 282 de baterías comprende además el módulo 202 de batería conectado en serie al módulo 204 de batería. El módulo 202 de batería es un módulo "líder" y el módulo 204 de batería es un módulo "seguidor". Otro subconjunto 284 de baterías comprende además el módulo 206 de batería conectado en serie al módulo 208 de batería, los módulos 206, 208 de batería que son módulos seguidores adicionales. El módulo 202 de batería es el módulo líder porque es el primero de estos cuatro (4) módulos 202, 204, 206, 208 de batería en el que se aplica un disparador de activación al inicio del sistema 200 eléctrico o al cargar el sistema 200 eléctrico, para iniciar una fase de precarga del conjunto de baterías. Aunque en la Figura 2 se representan cuatro (4) módulos 202, 204, 206, 208 de batería, se contemplan implementaciones del sistema 200 eléctrico que comprenden tan solo dos (2) módulos de baterías. Otras implementaciones contempladas pueden incluir muchos más módulos de baterías y no existe una limitación a priori para el número de módulos de baterías que pueden formar parte del sistema 200 eléctrico.Cada módulo 202, 204, 206, 208 de batería incluye un controlador de batería o un sistema de gestión de batería (BMS) 210, 212, 214 y 216, respectivamente. Los diversos BMS 210, 212, 214 y 216 pueden ser idénticos o pueden ser distintos dependiendo de los rasgos característicos respectivas de los módulos 202, 204, 206, 208 de baterías. En una implementación, los BMS 210, 212, 214 y 216 pueden comprender un procesador (no se muestra) que tiene un código ejecutable para controlar los rasgos característicos de los módulos 202, 204, 206, 208 de baterías. Se contempla que no todos los módulos 202, 204, 206, 208 de baterías dispongan de su propio BMS, es decir, que las funciones de los BMS 210, 212, 214 y 216 podrían combinarse en tres (3) o menos BMS alojados en tres (3) o menos de los módulos 202, 204, 206, 208 de baterías, o de hecho fuera de los módulos 202, 204, 206, 208 de baterías. También se contempla que las funciones de los BMS 210, 212, 214 y 216 se dividan en más de cuatro (4) BMS ubicados dentro o fuera de los módulos 202, 204, 206, 208 de baterías.Cada módulo 202, 204, 206, 208 de batería comprende varias celdas 222 electrolíticas conectadas en serie y/o en paralelo para proporcionar una tensión nominal, por ejemplo, 24 voltios, entre sus terminales 224 positivos y sus terminales 226 negativos. El terminal positivo 2241 del primer módulo 202 de batería está conectado al terminal 2262 negativo del segundo módulo 204 de batería de modo que una tensión de funcionamiento máxima del primer subconjunto 282 de baterías entre el terminal 2261 negativo del primer módulo 202 de batería y el terminal positivo 2242 del segundo módulo 204 de batería es de 48 voltios. Asimismo, el terminal 2243 positivo del tercer módulo 206 de batería está conectado al terminal 2264 negativo del cuarto módulo 208 de batería de modo que una tensión de funcionamiento máxima del segundo subconjunto 284 de baterías entre el terminal 2263 negativo del segundo módulo 206 de batería y el terminal 2244 positivo del cuarto módulo 208 de batería es de 48 voltios. Cuando se conectan en serie de la manera que se describe a continuación en la presente memoria, los cuatro (4) módulos 202, 204, 206 y 208 de baterías proporcionan una tensión nominal del sistema de 96 voltios en un lado de carga del sistema 200 eléctrico, entre los cables 278 y 280 de CC. También se contemplan implementaciones en las que se proporciona otra tensión nominal del sistema conectando diferentes módulos de baterías, o conectando un número diferente de módulos de baterías. En diversas implementaciones, la tensión nominal del sistema obtenida al conectar los dos subconjuntos 282, 284 de baterías en serie sobrepasa un límite de alta tensión estándar, por ejemplo 60 voltios, mientras que la tensión de funcionamiento máxima de cada subconjunto 282 de baterías, 284 es menor que esta alta tensión límite cuando están aislados entre sí.El primer y segundo subconjuntos 282, 284 de baterías están conectados a un interruptor 228. El interruptor 228 incluye una ruta 286 conmutada con limitación de corriente que incluye un contactor 230 y una resistencia 232. El interruptor 228 también incluye una ruta 288 conmutada sin limitación de corriente que incluye un contactor 234. La ruta 286 conmutada con limitación de corriente está conectada en paralelo a la ruta 288 conmutada sin limitación de corriente, ambas rutas 286, 288 que están conectadas en serie a un conmutador 236 de servicio normalmente cerrado y a un fusible 238 del sistema. El conmutador 236 de servicio puede colocarse en una posición abierta para dar servicio al sistema 200 eléctrico, de modo que no haya tensión que sobrepase el límite de alta tensión en el sistema 200 eléctrico. El fusible 238 del sistema protege el sistema 200 eléctrico contra sobrecargas de corriente.Se pueden contemplar otras técnicas para implementar las rutas 286, 288 conmutadas con limitación de corriente y sin limitación de corriente del interruptor 228. En ejemplos no limitativos, la resistencia 232 puede sustituirse por una inductancia (no se muestra) sola o en combinación con un transistor de potencia (no se muestra) y un relé de estado sólido (no se muestra), un transistor de potencia (no se muestra) puede encenderse gradualmente usando modulación por ancho de pulso mientras se aprovecha una inductancia intrínseca del sistema 200 eléctrico. \nEn una implementación que comprende un gran número de módulos de baterías, estos módulos de baterías pueden agruparse en varios subconjuntos de baterías, cada subconjunto de baterías que incluye uno o más módulos de baterías, un interruptor adicional tal como el interruptor 228 que se introduce entre cada par de subconjuntos de baterías.La ruta 286 conmutada con limitación de corriente forma un limitador de corriente para el conjunto de baterías. Cuando el contactor 230 está cerrado, al comienzo de una fase de precarga, los subconjuntos 282, 284 de baterías y la ruta 286 conmutada con limitación de corriente forman una fuente de batería con limitación de corriente. Cuando el contactor 234, los subconjuntos 282, 284 de baterías y la ruta 288 conmutada sin limitación de corriente forman una fuente de batería sin limitación de corriente. Por supuesto, el contactor 234, el conmutador 236 de servicio, el fusible 238 del sistema y las conexiones entre ellos pueden ofrecer todos una resistencia baja, pero medible. Asimismo, los módulos 202, 204, 206, 208 de batería pueden tener cada uno su propia impedancia de salida y, por lo tanto, pueden no ser capaces de proporcionar la tensión del sistema a un nivel de corriente infinito. En el contexto de la presente divulgación, la expresión "ruta sin limitación de corriente" y "fuente de batería sin limitación de corriente" se entenderá como términos relativos en vista de las expresiones "ruta con limitación de corriente" y "fuente de batería con limitación de corriente".Los diversos BMS 210, 212, 214, 216 están acoplados de forma comunicativa a través de una conexión 218. La conexión 218 puede extenderse en serie entre los sucesivos módulos 202 a 208 de baterías o, de forma alternativa, puede proporcionar una conexión en estrella desde el módulo líder a los módulos seguidores. El BMS 210 del primer módulo 202 de batería utiliza la conexión 218 para informar a los otros BMS 212, 214, 216 del disparador de activación que provoca el inicio de la fase de precarga.El disparador de activación se puede aplicar al BMS 210 mediante un conmutador controlado por el usuario en dos (2) situaciones distintas. Un conmutador controlado por el usuario es un botón 240 de inicio conectado al BMS 210. Otro conmutador controlado por el usuario es un contactor 246 de un cargador 242, el contactor 246 que también está conectado al BMS 210. El cargador 242 incluye una clavija 244 para conectarse a una fuente de alimentación externa, por ejemplo, a una toma de CA de 110 voltios o a una toma de CA de 220 voltios (no se muestra). El contactor 246 se cierra cuando el cargador 242 está conectado a la fuente de alimentación externa. El disparador de activación puede aplicarse al BMS 210 en forma de una orden de inicio transitoria cuando un usuario del sistema 200 eléctrico pulsa el botón 242 de inicio. El disparador de activación se puede aplicar de forma alternativa al BMS 210 en forma de una orden de carga continua, o una orden enclavada, cuando el contactor 246 está cerrado.En una implementación, el disparador de activación se aplica en forma de un cierre de contacto seco del botón 240 de inicio o del contactor 246, esta acción que cierra una ruta eléctrica que permite que la energía de las celdas electrolíticas contenidas en el módulo 202 de la batería alimenten y despierten el BMS 210. La Figura 3 es una vista parcial del sistema eléctrico de la Figura 2, que muestra detalles internos de un módulo de batería. En una implementación, los módulos 202, 204, 206, 208 de baterías están todos construidos de la manera como se muestra en la Figura 3. En particular, la Figura 3 muestra el módulo 202 de batería y su conexión al botón 240 de inicio. El BMS 210 comprende una fuente 650 de alimentación conmutada, un procesador 652 y una interfaz 250 de comunicación. La fuente 650 de alimentación conmutada se desconecta de las celdas 222 electrolíticas y, por lo tanto, es inerte cuando el BMS 210 está en un estado inactivo. Cuando el botón 240 de inicio o el contactor 246 se cierra, proporcionando el disparador de activación, un contacto 654 interno de la fuente 650 de alimentación conmutada se cierra y permite que la fuente 650 de alimentación conmutada se conecte a las celdas 222 electrolíticas. Por tanto, la fuente 650 de alimentación conmutada se activa mediante las celdas 222 electrolíticas. Aunque el contacto 654 interno puede abrirse de nuevo, si se suelta el disparador de activación, la lógica de control interno de la fuente 650 de alimentación conmutada permite que el BMS 210 permanezca en un estado de encendido manteniendo un contacto con las celdas 222 electrolíticas. La fuente 650 de alimentación conmutada activa la interfaz 250 de comunicación y el procesador 652. Una vez activado, el procesador 652 realiza las operaciones de inicialización que se describen a continuación.El procesador 652 activa una bobina 656 interna para provocar el cierre de un contacto 658 interno conectado eléctricamente a la conexión 218. Esta acción del BMS 210 imita el cierre de contacto seco del botón 240 de inicio o del contactor 246 y provoca eficazmente, dentro del BMS 212, un cierre de un contacto interno correspondiente, tal como el contacto 654, para activar el BMS 212. Mediante esta acción, el disparador de activación se conecta en cascada desde el BMS 210 a los BMS 212, 214 y 216. Más ampliamente, el cierre del contacto 658 interno establece una comunicación entre los BMS 210, 212, 214 y 216 a través de la conexión 218.En una implementación, el primer módulo 202 de batería incluye un conmutador 220 de activación en el que se aplica el disparador de activación mencionado anteriormente. El conmutador 220 de activación puede ser un conmutador físico distinto del BMS 210 o puede estar integrado dentro del BMS 210. Otras técnicas contempladas para implementar el disparador de activación incluyen la detección de una corriente que fluye entre el conmutador 220 de activación y el botón 240 de inicio o el contactor 246, o la disposición de información de señalización digital desde el botón 240 de inicio o desde el contactor 246 al conmutador 220 de activación. En la misma u otra implementación, el disparador de activación puede aplicarse al conmutador 220 de activación por un dispositivo electrónico (no se muestra) que sustituye el botón 240 de inicio y el contactor 246, el dispositivo electrónico que incluye una pequeña batería (no se muestra), por ejemplo, una batería de reloj de ion-litio.Un formato de información transmitida en la conexión 218 desde el BMS 210 a los BMS 212, 214, 216 sobre el disparador de activación puede diferenciarse de un formato del disparador de activación recibido por el BMS 210. En \nuna implementación, la conexión 218 es una conexión eléctrica entre los BMS 210, 212, 214, 216 y el BMS 210 imita el cierre de un contacto seco de modo que los BMS 212, 214, 216 pueden activarse de la misma forma que se ilustra en la descripción anterior de la Figura 3. En otra implementación, la información transmitida en la conexión 218 puede realizarse como una señal digital.Como resultado de la aplicación del disparador de activación en el BMS 210 del primer módulo 202 de batería, el BMS 210 activa una bobina 248 conectada de forma operativa al primer contactor 230. El primer contactor 230 se cierra, cerrando eficazmente la ruta 286 conmutada con limitación de corriente de modo que los dos subconjuntos 282, 284 de baterías se conectan en serie mediante el limitador de corriente que incluye la resistencia 232 para precargar el sistema 200 eléctrico. La resistencia 232 limita la corriente que fluye a través de los módulos 202, 204, 206, 208 de baterías durante la fase de precarga. La resistencia 232 tiene un valor con limitación de corriente y una potencia nominal que están adaptados para disipar la energía creada en la resistencia 232 por la corriente que fluye a través de la misma. Esta corriente es de naturaleza transitoria y se reduce rápidamente a medida que la tensión entre el terminal 2244 positivo del cuarto módulo 208 de batería y el terminal 2261 negativo del primer módulo 202 de batería alcanza la tensión nominal del sistema de 96 V mientras se cargan las capacitancias (no se muestran) de los elementos del sistema 200 eléctrico. Como resultado, una tensión disponible entre el terminal 2244 positivo del cuarto módulo 208 de batería y el terminal 2261 negativo del primer módulo 202 de batería aumenta rápidamente hacia la tensión nominal del sistema de 96 voltios.Al menos uno de los módulos 202, 204, 206, 208 de baterías incluye la interfaz 250 de comunicación controlada por el respectivo BMS 210, 212, 214, 216 y acoplada de forma comunicativa a un controlador de sistema para el sistema 200 eléctrico, por ejemplo un módulo de vehículo eléctrico (EVM) 252, a través de un bus 254 del sistema. La al menos una interfaz 250 de comunicación informa al EVM 252, a través del bus 254 del sistema, del disparador de activación. Esta información reenviada al EVM 252 está en forma de una indicación de una orden de inicio, si el disparador de activación aplicado al BMS 210 es una orden de inicio transitoria que indica un inicio del sistema 200 eléctrico, o en forma de una indicación de una orden de carga, si el disparador de activación es una orden de carga continua, o enclavamiento, lo que indica que los módulos 202, 204, 206 y 208 de baterías del sistema 200 eléctrico se están recargando. Un formato de la indicación enviada en el bus 254 del sistema puede diferenciarse del formato del disparador de activación aplicado al BMS 210. En términos generales, la indicación reenviada puede incluir un elemento de información binaria que indique la naturaleza del disparador de activación. Dicho de otro modo, no es necesario que la indicación esté presente de forma continua en el bus 254 del sistema mientras se recargan los módulos 202, 204, 206 y 208 de baterías del sistema 200 eléctrico.En los módulos 202, 204, 206, 208 de baterías, la interfaz 250 de comunicación puede estar de forma operativa conectada al BMS 210, 212, 214, 216 correspondiente. De forma alternativa, la interfaz 250 de comunicación puede formar parte integral del BMS 210, 212, 214, 216. Como todos los BMS 210, 212, 214, 216 están interconectados y puesto que la información sobre el disparador de activación se reenvía desde el BMS 210 a los otros BMS 212, 214, 216, cualquiera de los módulos 202, 204, 206, 208 de baterías puede informar al EVM 252 del disparador de activación a través de su interfaz 250 de comunicación y a través del bus 254 del sistema. En una implementación, el EVM 252 es informado, a través del sistema 254, del manejo adecuado de la información sobre el disparador de activación por cada uno de los BMS 212, 214, 216. En una implementación, el EVM 252 se activa mediante un convertidor 256 de tensión, por ejemplo un convertidor de CC/CC, que convierte la tensión nominal del sistema de 96 voltios en una tensión de control de 12 voltios presente entre los cables 290 y 292 de CC. En un modo de funcionamiento, después de cerrar el primer contactor 230 para cerrar la ruta 286 conmutada con limitación de corriente, el convertidor 256 de tensión proporciona rápidamente la tensión de control de 12 voltios al EVM 252. A su vez, el EVM 252 activa una bobina 258 que está de forma operativa conectada al segundo contactor 234. Esta acción cierra el segundo contactor 234, que cierra a su vez la ruta 288 conmutada sin limitación de corriente del interruptor 228. Los dos subconjuntos 282, 284 de baterías, incluidos los cuatro (4) módulos 202, 204, 206, 208 de baterías, están ahora listos para suministrar energía eléctrica al sistema 200 eléctrico sin el limitador de corriente, a la tensión nominal del sistema de 96 voltios y a una corriente nominal de los módulos 202, 204, 206, 208 de baterías. Una vez activado, el EVM 252 en general controla los diversos componentes del sistema 200 eléctrico. La activación de la bobina 258 para cerrar el segundo contactor 234 puede tener lugar tan pronto como el EVM 252 esté activado. De forma alternativa, en una implementación, el EVM 252 puede esperar hasta que haya recibido información sobre el disparador de activación en el bus 254 del sistema y haya realizado diversas tareas de verificación del sistema antes de disparar la activación del sistema 200 eléctrico sin el limitador de corriente activando la bobina 258. En la misma u otra implementación, la activación de la bobina 258 puede tener lugar después de que cada uno de los BMS 210, 212, 214, 216 haya informado al EVM 252 de su inicialización satisfactoria. En la misma u otras implementaciones, el EVM 252 puede retrasar la activación de la bobina 258 hasta que se cumpla una o más de las siguientes condiciones, ha transcurrido un retardo de tiempo mínimo después del cierre de la ruta 286 conmutada con limitación de corriente mediante el cierre de la primer contactor 230, se ha detectado una tensión en un lado de carga del sistema 200 eléctrico, en los cables 278, 280 de CC entre el terminal 2244 positivo del cuarto módulo 208 de batería y el terminal 2261 negativo del primer módulo 202 de batería que ha alcanzado un umbral de tensión mínimo cercano a la tensión nominal del sistema, o una corriente que fluye a través del primer y segundo subconjuntos 282, 284 de baterías ha caído por debajo de un umbral de corriente máximo.En una implementación, una vez en un estado de "Ejecución", el EVM 252 puede enviar una señal al BMS 210 del módulo 202 de batería, a través del bus 254 del sistema, para que entre en una secuencia de apagado. De forma \nalternativa, el EVM 252 puede recibir una señal del BMS 210 y entrar en la secuencia de apagado. El EVM 252 desactiva la bobina 258 al final de la secuencia de apagado, lo que resulta en la apertura del segundo contactor 234 y la eliminación de la tensión de control en el EVM 252.En la implementación que se muestra, el sistema 200 eléctrico incluye además componentes adicionales que incluyen un módulo de control del motor (MCM) 128 y un motor 130. El MCM 128 se activa mediante la tensión de control suministrada entre los cables 294 y 292 de CC para las operaciones lógicas que tienen lugar en el MCM 128 y mediante la tensión nominal del sistema, a través de los cables 278 y 280 de CC, para el suministro de potencia al motor 130. El motor 130 puede ser un motor de CC clasificado para funcionar a la tensión nominal del sistema. De forma alternativa, el motor 130 puede ser un motor de CA, por ejemplo, un motor de CA trifásico o un motor de CA multifásico, que funciona a una tensión de CA proporcionada por un inversor del MCM 128. En una Figura posterior se muestra un ejemplo de inversor. El EVM 252 proporciona órdenes al MCM 128 a través de un bus 260 de accionamiento para controlar el funcionamiento del motor 130, por ejemplo para la aceleración y desaceleración del motor 130, basándose en las órdenes de restricción proporcionadas por un usuario y recibidos en el EVM 252. En una implementación, cuando el disparador de activación está en forma de una orden de inicio continua, lo que indica que el cargador 242 está conectad | Un sistema (200) eléctrico para alimentar un vehículo eléctrico o híbrido, que comprende: un motor (130, 606); un módulo (128, 600) de control del motor conectado de forma operativa al motor (130, 606); un primer subconjunto (282) de baterías; un segundo subconjunto (284) de baterías; un convertidor (256) de tensión conectado eléctricamente al primer subconjunto (282) de baterías y al segundo subconjunto (284) de baterías; un módulo (252) de vehículo eléctrico conectado eléctricamente al primer subconjunto (282) de baterías y al segundo subconjunto (284) de baterías; y un interruptor (228) que comprende una ruta (286) conmutada con limitación de corriente en paralelo con una ruta (288) conmutada sin limitación de corriente; caracterizado por que el sistema (200) eléctrico comprende además: el interruptor (228) que está destinado a conectar el primer y segundo subconjuntos (282, 284) de baterías en serie; y el primer subconjunto (282) de baterías que está destinado a provocar el cierre de la ruta (286) conmutada con limitación de corriente cuando se aplica un disparador de activación al sistema (200) eléctrico, para hacer que el convertidor (256) de tensión comience a activarse mediante el primer y segundo subconjuntos (282, 284) de baterías a través de la ruta (286) conmutada con limitación de corriente y hacer que el convertidor (256) de tensión comience a activar el módulo (252) de vehículo eléctrico; y el módulo (252) de vehículo eléctrico que está destinado a provocar el cierre de la ruta (288) conmutada sin limitación de corriente después de activarse por el primer y segundo subconjuntos (282, 284) de baterías y hacer que el módulo (128, 600) de control del motor y el motor (130, 606) sean activados por el primer y segundo subconjuntos (282, 284) de baterías a través de la ruta (288) conmutada sin limitación de corriente. | ES:17876501T | https://patentimages.storage.googleapis.com/cb/5a/da/851a22362453cb/ES2902748T3.pdf | ES:2902748:T3 | Normand Lebreux | Bombardier Recreational Products Inc | NaN | Not available | 2022-03-29 | 1. Un sistema (200) eléctrico para alimentar un vehículo eléctrico o híbrido, que comprende:, un motor (130, 606);, un módulo (128, 600) de control del motor conectado de forma operativa al motor (130, 606);, un primer subconjunto (282) de baterías;, un segundo subconjunto (284) de baterías; un convertidor (256) de tensión conectado eléctricamente al primer subconjunto (282) de baterías y al segundo subconjunto (284) de baterías;, un módulo (252) de vehículo eléctrico conectado eléctricamente al primer subconjunto (282) de baterías y al segundo subconjunto (284) de baterías; y, un interruptor (228) que comprende una ruta (286) conmutada con limitación de corriente en paralelo con una ruta (288) conmutada sin limitación de corriente;, caracterizado por que el sistema (200) eléctrico comprende además:, el interruptor (228) que está destinado a conectar el primer y segundo subconjuntos (282, 284) de baterías en serie; y, el primer subconjunto (282) de baterías que está destinado a provocar el cierre de la ruta (286) conmutada con limitación de corriente cuando se aplica un disparador de activación al sistema (200) eléctrico, para hacer que el convertidor (256) de tensión comience a activarse mediante el primer y segundo subconjuntos (282, 284) de baterías a través de la ruta (286) conmutada con limitación de corriente y hacer que el convertidor (256) de tensión comience a activar el módulo (252) de vehículo eléctrico; y, el módulo (252) de vehículo eléctrico que está destinado a provocar el cierre de la ruta (288) conmutada sin limitación de corriente después de activarse por el primer y segundo subconjuntos (282, 284) de baterías y hacer que el módulo (128, 600) de control del motor y el motor (130, 606) sean activados por el primer y segundo subconjuntos (282, 284) de baterías a través de la ruta (288) conmutada sin limitación de corriente., 2. El sistema (200) eléctrico de la reivindicación 1, que además comprende:, un primer contactor (230) de la ruta (286) conmutada con limitación de corriente y una primera bobina (248), el primer subconjunto (282) de baterías que está destinado a activar la primera bobina (248) para cerrar el primer contactor (230) y la ruta (286) conmutada con limitación de corriente; y, un segundo contactor (234) de la ruta (288) conmutada sin limitación de corriente y una segunda bobina (258), el módulo (252) de vehículo eléctrico que está destinado a activar la segunda bobina (258) para cerrar el segundo contactor (234) y la ruta (288) conmutada sin limitación de corriente., 3. El sistema (200) eléctrico de la reivindicación 1 o 2, en el que la ruta (286) conmutada con limitación de corriente comprende una resistencia (232) destinada a limitar la corriente que fluye entre el primer y segundo subconjuntos (282, 284) de baterías y que tiene una potencia nominal destinada a disipar una energía causada por la corriente que fluye a través de la resistencia (232)., 4. El sistema (200) eléctrico de la reivindicación 1 en el que:, el primer subconjunto (282) de baterías comprende un primer módulo (202) de batería conectado en serie a un segundo módulo (204) de batería; y, el segundo subconjunto (284) de baterías comprende un tercer módulo (206) de batería conectado en serie a un cuarto módulo (208) de batería., 5. El sistema (200) eléctrico de la reivindicación 4 en el que:, el primer módulo (202) de batería comprende un primer sistema de gestión de batería, BMS (210), conectado de forma operativa a un interruptor (220) de activación, el disparador de activación que se aplica al interruptor (220) de activación., 6. El sistema (200) eléctrico de la reivindicación 5 en el que:, el segundo módulo (204) de batería comprende un segundo BMS (212);, el tercer módulo (206) de batería comprende un tercer BMS (214); y \n, el cuarto módulo (208) de batería comprende un cuarto BMS (216);, el primer BMS (210) está destinado a conectar en cascada el disparador de activación al segundo BMS (212); , el segundo BMS (212) está destinado a conectar en cascada el disparador de activación al tercer BMS (214); , el tercer BMS (214) está destinado a conectar en cascada el disparador de activación al cuarto BMS (216); y al menos uno de los primero, segundo, tercero y cuarto BMS (210, 212, 214, 216) está acoplado de forma comunicativa al módulo (252) de vehículo eléctrico y está destinado a informar al módulo (252) de vehículo eléctrico del disparador de activación., 7. El sistema (200) eléctrico de la reivindicación 6, en el que al menos uno de los primero, segundo, tercero y cuarto BMS (210, 212, 214, 216) está destinado a detectar una condición anormal y para informar al módulo (252) del vehículo eléctrico de la condición anormal., 8. El sistema (200) eléctrico de la reivindicación 7, en el que la condición anormal se selecciona de una tensión anormal de uno o más de los módulos (202, 204, 206, 208) de baterías primero, segundo, tercero y cuarto, una temperatura anormal de uno o más de los módulos (202, 204, 206, 208) de baterías primero, segundo, tercero y cuarto, una temperatura anormal del motor (130, 606), un nivel excesivo de corriente que fluye a través de uno o más de los módulos (202, 204, 206, 208) de baterías primero, segundo, tercero y cuarto, detección de una activación por parte de un usuario de un interruptor (268) de parada de emergencia, y detección de una activación por parte de un usuario de un interruptor (270) de advertencia de peligro., 9. El sistema (200) eléctrico de la reivindicación 7, en el que el sistema (200) eléctrico está destinado a abrir la ruta (288) conmutada sin limitación de corriente para apagar el sistema (200) eléctrico cuando la condición anormal es una condición anormal severa., 10. El sistema (200) eléctrico de la reivindicación 1 en el que:, una tensión de funcionamiento máxima de cada uno del primer y segundo subconjuntos (282, 284) de baterías individualmente es menor que un límite de alta tensión; y cuando la ruta (288) conmutada sin limitación de corriente está cerrada, una tensión combinada del primer y segundo subconjuntos (282, 284) de baterías es mayor que el límite de alta tensión., 11. El sistema (200) eléctrico de la reivindicación 1 en el que:, el primer y segundo subconjuntos (282, 284) de baterías proporcionan una tensión nominal del sistema cuando se conectan en serie;, el convertidor (256) de tensión está destinado a convertir, la tensión nominal del sistema a una tensión de control, la tensión nominal del sistema que es mayor que la tensión de control; y, el módulo (252) de vehículo eléctrico está destinado a ser activado con la tensión de control., 12. El sistema (200) eléctrico de la reivindicación 11 en el que:, el módulo (128, 600) de control del motor está destinado a ser activado con la tensión de control y para suministrar energía eléctrica desde el primer y segundo subconjuntos (282, 284) de baterías al motor (130, 606) a la tensión nominal del sistema; el motor es un motor (606) de CA; y, el módulo de control del motor es un módulo (600) de control del motor de CA que comprende además un inversor (604) destinado a convertir la tensión nominal del sistema en una tensión de CA y para suministrar energía eléctrica desde el primer y segundo subconjuntos (282, 284) de baterías al motor (606) de CA a la tensión de CA., 13. El sistema (200) eléctrico de la reivindicación 12 en el que:, el motor (606) está destinado a suministrar energía eléctrica al módulo (600) de control del motor cuando se aplica una fuerza de frenado al motor (606); y el módulo (600) de control del motor está destinado a suministrar energía eléctrica al primer y segundo subconjuntos (282, 284) de baterías cuando se aplica la fuerza de frenado al motor (606)., 14. El sistema (200) eléctrico de la reivindicación 1, en el que el módulo (252) de vehículo eléctrico está destinado a cerrar la ruta (288) conmutada sin limitación de corriente cuando se cumple una condición, la condición que se selecciona de entre al menos una de que haya transcurrido un retardo de tiempo mínimo después del cierre de la ruta (286) conmutada con limitación de corriente, que una tensión proporcionada por el primer y segundo subconjuntos (282, 284) de baterías haya alcanzado un umbral de tensión mínimo, y que una corriente que fluye a través del primero y segundo los subconjuntos (282, 284) de baterías haya caído por debajo de un umbral de corriente máximo. \n, 15. El sistema (200) eléctrico de la reivindicación 1, en el que el módulo (252) de vehículo eléctrico está destinado a enviar una señal al primer subconjunto (282) de baterías cuando la ruta (288) conmutada sin limitación de corriente está cerrada, y en el que el primer subconjunto (282) de baterías está destinado a abrir la ruta (286) conmutada con limitación de corriente en respuesta a la recepción de la señalización. \n | ES | Spain | Active | H | True |
| 43 | System and method for identifying vehicle battery decay \n | US10114079B2 | This application generally relates to a system for estimating battery capacity over time.\nHybrid and electric vehicles include a high-voltage traction battery to provide stored electrical energy for propulsion and other vehicle functions. Performance of the traction battery may change over time. For example, the maximum amount of energy that may be stored by the traction battery generally decreases over time.\nIn some configurations, a vehicle power system includes a controller programmed to operate a battery according to a battery capacity estimate and, in response to differences between current-based estimates and voltage-based estimates of changes in battery states of charge exceeding a magnitude threshold a predetermined number of times, alter the battery capacity estimate based on an average of the differences.\nSome configurations may include one or more of the following features. The vehicle power system in which the controller is programmed to update the current-based estimates based on an integration of battery current over associated time intervals and the battery capacity estimate. The vehicle power system in which the controller is programmed to update the voltage-based estimates based on a difference between a first state of charge value associated with a previous ignition cycle and a second state of charge value associated with a present ignition cycle. The vehicle power system in which the controller is programmed to measure a first open-circuit voltage at initiation of the previous ignition cycle and estimate the first state of charge value based on the first open-circuit voltage, and measure a second open-circuit voltage at initiation of the present ignition cycle and estimate the second state of charge value based on the second open-circuit voltage. The vehicle power system in which the controller is programmed to estimate the first state of charge value and the second state of charge value based on one of a plurality of characteristic curves selected based on the battery capacity estimate. The vehicle power system in which the controller is programmed to output a battery age indicator that is based on the battery capacity estimate. The vehicle power system in which the controller is programmed to output the battery age indicator as a ratio of the battery capacity estimate to a beginning-of-life battery capacity. The vehicle power system in which the controller is programmed to retain differences for a predetermined maximum number of time intervals and in which the predetermined number of times is a predetermined percentage of the predetermined maximum number.\nIn some configurations, a method includes changing by a controller a battery capacity estimate in response to differences between current-based estimates and voltage-based estimates of changes in battery states of charge exceeding a magnitude threshold a predetermined number of times. The method also includes operating by the controller a traction battery for a vehicle according to the battery capacity estimate.\nSome configurations may include one or more of the following features. The method may include updating by the controller the current-based estimates according to a quotient of an integration of a battery current over associated time intervals and the battery capacity estimate. The method may include updating by the controller the voltage-based estimates according to a difference between a first state of charge value associated with a previous ignition cycle and a second state of charge value associated a present ignition cycle. The method may include outputting by the controller a battery age indicator that is based on the capacity estimate. The method may include retaining by the controller the differences for a predetermined maximum number of time intervals in which the predetermined number of times is a predetermined percentage of the predetermined maximum number.\nIn some configurations, a vehicle power system includes a controller programmed to output a battery age indicator based on a battery capacity estimate and, in response to differences between current-based estimates and voltage-based estimates of changes in battery states of charge exceeding a magnitude threshold a predetermined number of times, alter the battery capacity estimate based on an average of the differences.\nSome configurations may include one or more of the following features. The vehicle power system in which the controller is programmed to output the battery age indicator as a ratio of the battery capacity estimate to a beginning-of-life battery capacity. The vehicle power system in which the controller is programmed to update the current-based estimates based on an integration of battery current over associated time intervals and the battery capacity estimate. The vehicle power system in which the controller is programmed to update the voltage-based estimates based on a difference between a first state of charge value associated with a previous ignition cycle and a second state of charge value associated with a present ignition cycle. The vehicle power system in which the controller is programmed to measure a first open-circuit voltage at initiation of the previous ignition cycle and estimate the first state of charge value based on the first open-circuit voltage, and measure a second open-circuit voltage at initiation of the present ignition cycle and estimate the second state of charge value based on the second open-circuit voltage. The vehicle power system in which the controller is programmed to estimate the first state of charge value and the second state of charge value based on one of a plurality of characteristic curves selected based on the battery capacity estimate. The vehicle power system in which the controller is programmed to select one of a plurality of characteristic curves relating open-circuit voltage to state of charge for operating a traction battery and, in response to differences associated with a presently selected characteristic curve exceeding differences associated with a next stage-of-life characteristic curve for the predetermined number of times, select the next stage-of-life characteristic curve for operating the traction battery.\n FIG. 1 is a diagram of a hybrid vehicle illustrating typical drivetrain and energy storage components.\n FIG. 2 is a diagram of a possible battery pack arrangement comprised of multiple cells, and monitored and controlled by a Battery Energy Control Module.\n FIG. 3 is a plot illustrating possible open-circuit voltage/state of charge curves over a lifetime of a battery.\n FIG. 4 is a flowchart of a possible sequence of operations for estimating battery capacity.\nEmbodiments of the present disclosure are described herein. It is to be understood, however, that the disclosed embodiments are merely examples and other embodiments can take various and alternative forms. The figures are not necessarily to scale; some features could be exaggerated or minimized to show details of particular components. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a representative basis for teaching one skilled in the art to variously employ the present invention. As those of ordinary skill in the art will understand, various features illustrated and described with reference to any one of the figures can be combined with features illustrated in one or more other figures to produce embodiments that are not explicitly illustrated or described. The combinations of features illustrated provide representative embodiments for typical applications. Various combinations and modifications of the features consistent with the teachings of this disclosure, however, could be desired for particular applications or implementations.\n FIG. 1 depicts a typical plug-in hybrid-electric vehicle (PHEV). A typical plug-in hybrid-electric vehicle 112 may comprise one or more electric machines 114 mechanically coupled to a hybrid transmission 116. The electric machines 114 may be capable of operating as a motor or a generator. In addition, the hybrid transmission 116 is mechanically coupled to an engine 118. The hybrid transmission 116 is also mechanically coupled to a drive shaft 120 that is mechanically coupled to the wheels 122. The electric machines 114 can provide propulsion and deceleration capability when the engine 118 is turned on or off. The electric machines 114 also act as generators and can provide fuel economy benefits by recovering energy that would normally be lost as heat in a friction braking system. The electric machines 114 may also reduce vehicle emissions by allowing the engine 118 to operate at more efficient speeds and allowing the hybrid-electric vehicle 112 to be operated in electric mode with the engine 118 off under certain conditions.\nA traction battery or battery pack 124 stores energy that can be used by the electric machines 114. A vehicle battery pack 124 typically provides a high voltage direct current (DC) output. The traction battery 124 may be electrically coupled to one or more power electronics modules. One or more contactors 142 may isolate the traction battery 124 from other components when opened and connect the traction battery 124 to other components when closed. The power electronics module 126 may also be electrically coupled to the electric machines 114 and provides the ability to bi-directionally transfer energy between the traction battery 124 and the electric machines 114. For example, a traction battery 124 may provide a DC voltage while the electric machines 114 may operate with a three-phase alternating current (AC) to function. The power electronics module 126 may convert the DC voltage to a three-phase AC current to operate the electric machines 114. In a regenerative mode, the power electronics module 126 may convert the three-phase AC current from the electric machines 114 acting as generators to the DC voltage compatible with the traction battery 124. The description herein is equally applicable to a pure electric vehicle. For a pure electric vehicle, the hybrid transmission 116 may be a gear box connected to an electric machine 114 and the engine 118 may not be present.\nIn addition to providing energy for propulsion, the traction battery 124 may provide energy for other vehicle electrical systems. A vehicle 112 may include a DC/DC converter module 128 that converts the high voltage DC output of the traction battery 124 to a low voltage DC supply that is compatible with low-voltage vehicle loads. An output of the DC/DC converter module 128 may be electrically coupled to an auxiliary battery 130 (e.g., 12V battery). The low-voltage systems may be electrically coupled to the auxiliary battery. Other high-voltage loads 146, such as compressors and electric heaters, may be coupled to the high-voltage output of the traction battery 124. The electrical loads 146 may have an associated controller that operates and controls the electrical loads 146 when appropriate.\nThe vehicle 112 may be an electric vehicle or a plug-in hybrid vehicle in which the traction battery 124 may be recharged by an external power source 136. The external power source 136 may be a connection to an electrical outlet. The external power source 136 may be electrically coupled to a charger or electric vehicle supply equipment (EVSE) 138. The external power source 136 may be an electrical power distribution network or grid as provided by an electric utility company. The EVSE 138 may provide circuitry and controls to regulate and manage the transfer of energy between the power source 136 and the vehicle 112. The external power source 136 may provide DC or AC electric power to the EVSE 138. The EVSE 138 may have a charge connector 140 for plugging into a charge port 134 of the vehicle 112. The charge port 134 may be any type of port configured to transfer power from the EVSE 138 to the vehicle 112. The charge port 134 may be electrically coupled to a charger or on-board power conversion module 132. The power conversion module 132 may condition the power supplied from the EVSE 138 to provide the proper voltage and current levels to the traction battery 124. The power conversion module 132 may interface with the EVSE 138 to coordinate the delivery of power to the vehicle 112. The EVSE connector 140 may have pins that mate with corresponding recesses of the charge port 134. Alternatively, various components described as being electrically coupled or connected may transfer power using a wireless inductive coupling.\nOne or more wheel brakes 144 may be provided for decelerating the vehicle 112 and preventing motion of the vehicle 112. The wheel brakes 144 may be hydraulically actuated, electrically actuated, or some combination thereof. The wheel brakes 144 may be a part of a brake system 150. The brake system 150 may include other components to operate the wheel brakes 144. For simplicity, the figure depicts a single connection between the brake system 150 and one of the wheel brakes 144. A connection between the brake system 150 and the other wheel brakes 144 is implied. The brake system connections may be hydraulic and/or electrical. The brake system 150 may include a controller to monitor and coordinate operation of the wheel brakes 144. The brake system 150 may monitor the brake components and control the wheel brakes 144 for vehicle deceleration. The brake system 150 may respond to driver commands and may also operate autonomously to implement features such as stability control. The controller of the brake system 150 may implement a method of applying a requested brake force when requested by another controller or sub-function.\nElectronic modules in the vehicle 112 may communicate via one or more vehicle networks. The vehicle network may include a plurality of channels for communication. One channel of the vehicle network may be a serial bus such as a Controller Area Network (CAN). One of the channels of the vehicle network may include an Ethernet network defined by Institute of Electrical and Electronics Engineers (IEEE) 802 family of standards. Additional channels of the vehicle network may include discrete connections between modules and may include power signals from the auxiliary battery 130. Different signals may be transferred over different channels of the vehicle network. For example, video signals may be transferred over a high-speed channel (e.g., Ethernet) while control signals may be transferred over CAN or discrete signals. The vehicle network may include any hardware and software components that aid in transferring signals and data between modules. The vehicle network is not shown in FIG. 1 but it may be implied that the vehicle network may connect to any electronic module that is present in the vehicle 112. A vehicle system controller (VSC) 148 may be present to coordinate the operation of the various components.\nA traction battery 124 may be constructed from a variety of chemical formulations. Typical battery pack chemistries may be lead acid, nickel-metal hydride (NIMH) or Lithium-Ion. FIG. 2 shows a typical traction battery pack 124 in a simple series configuration of N battery cells 202. Other battery packs 124, however, may be composed of any number of individual battery cells connected in series or parallel or some combination thereof. A battery management system may have one or more controllers, such as a Battery Energy Control Module (BECM) 206, that monitor and control the performance of the traction battery 124. The battery pack 124 may include sensors to measure various pack level characteristics. The battery pack 124 may include one or more pack current measurement sensors 208, pack voltage measurement sensors 210, and pack temperature measurement sensors 212. The BECM 206 may include circuitry to interface with the pack current sensors 208, the pack voltage sensors 210 and the pack temperature sensors 212. The BECM 206 may have non-volatile memory such that data may be retained when the BECM 206 is in an off condition. Retained data may be available upon the next key cycle.\nIn addition to the pack level characteristics, there may be battery cell 202 level characteristics that are measured and monitored. For example, the terminal voltage, current, and temperature of each cell 202 may be measured. A system may use one or more sensor modules 204 to measure the battery cell 202 characteristics. Depending on the capabilities, the sensor modules 204 may measure the characteristics of one or multiple of the battery cells 202. The battery pack 124 may utilize up to Nc sensor modules 204 to measure the characteristics of all the battery cells 202. Each of the sensor modules 204 may transfer the measurements to the BECM 206 for further processing and coordination. The sensor modules 204 may transfer signals in analog or digital form to the BECM 206. In some configurations, the functionality of the sensor modules 204 may be incorporated internally to the BECM 206. That is, the hardware of the sensor modules 204 may be integrated as part of the circuitry in the BECM 206 and the BECM 206 may handle the processing of raw signals. The BECM 206 may also include circuitry to interface with the one or more contactors 142 to open and close the contactors 142.\nIt may be useful to calculate various characteristics of the battery pack. Quantities such as battery power capability, battery capacity, and battery state of charge may be useful for controlling the operation of the traction battery 124 as well as any electrical loads receiving power from the traction battery 124. Battery power capability is a measure of the maximum amount of power the traction battery 124 can provide or the maximum amount of power that the traction battery 124 can receive. Knowing the battery power capability allows the electrical loads to be managed such that the power requested is within limits that the traction battery 124 can handle.\nBattery capacity is a measure of a total amount of energy that may be stored in the traction battery 124. The battery capacity may be expressed in units of Amp-hours. Values related to the battery capacity may be referred to as amp-hour values. The battery capacity of the traction battery 124 may decrease over the life of the traction battery 124.\nState of charge (SOC) gives an indication of how much charge remains in the traction battery 124. The SOC may be expressed as a percentage of the total charge relative to the battery capacity remaining in the traction battery 124. The SOC value may be output to inform the driver of how much charge remains in the traction battery 124, similar to a fuel gauge. The SOC may also be used to control the operation of an electric or hybrid-electric vehicle. Calculation of SOC can be accomplished by a variety of methods. One possible method of calculating SOC is to perform an integration of the traction battery current over time. This is well-known in the art as ampere-hour integration.\nThe described components may be part of a vehicle power system that is configured to manage and control power to and from the traction battery 124. The vehicle power system may operate the traction battery 124 to manage the state of charge of the traction battery 124. The traction battery 124 may be charged or discharged according to a target state of charge compared to a present state of charge. For example, when the present state of charge is greater than the target state of charge, the traction battery 124 may be discharged. Operation of the traction battery 124 may be achieved by commanding a torque of the electric machines 114 to draw current from or provide current to the traction battery 124. Operation of the traction battery 124 may further involve commanding operation of the engine 118 to provide power to the electric machines 114 to charge the traction battery 124.\nThe capacity of the traction battery 124 may decrease with time and vehicle usage. This may be referred to as aging of the traction battery 124. The battery decay or aging is characterized as a decrease in battery capacity and charge/discharge power capability. The battery decay can affect performance and fuel economy of hybrid vehicles if the control strategies are not updated to account for battery aging. In order to properly control the vehicle 112, it is useful to know the capacity as the traction battery 124 ages.\n FIG. 3 depicts a graph 300 of open-circuit voltage (OCV) of a battery cell 202 as a function of state of charge. A beginning-of-life (BOL) curve 302 may express the OCV-SOC relationship shortly after the battery cell 202 is produced. An end-of-life (EOL) curve 306 may express the OCV-SOC relationship after usage over an expected useful lifetime of the battery cell 202. A middle-of-life (MOL) curve 304 may represent the OCV-SOC relationship at some time between BOL and EOL. The battery management system may rely on a characteristic relationship to determine SOC based on the open-circuit voltage. It is observed, that over the lifetime of the battery cell, that the relationship changes. Therefore, a battery management system programmed with the BOL relationship may not determine the correct SOC based on the voltage at the end of battery life. This may cause issues in that the SOC may not be properly identified and the battery may be operated outside of an expected operating range. Such operation could cause additional aging and may limit vehicle performance.\nFor the traction battery 124 to function in optimum condition during all useful life stages, control strategies may be updated with a battery health (or aging) status. To adjust control strategies according to the battery age, information regarding the battery health may be provided to the BECM 206. To determine the battery health status, a parameter may be developed for representing the battery health and a method for tracking and reporting the value of the parameter over the useful life of the vehicle may be developed. By estimating the battery capacity, vehicle control strategies may be adjusted to maintain acceptable vehicle performance. For example, SOC window limits (e.g., minimum, low, high, and maximum) may define the normal SOC operating range. As the battery capacity decays, the SOC window limits may be adjusted to ensure that (i) there is enough energy between the low and high SOC window limits, (ii) there is enough power to start the engine to meet emissions standards, and (iii) battery overcharge protection remains robust to sensor measurement inaccuracy or error.\nMany hybrid vehicles are configured to operate the traction battery 124 in a narrow operating range to maximize battery life. The OCV-SOC curve may be relatively flat in the operating range, making it difficult to identify the true battery capacity. Large changes in SOC in the relatively flat range may lead to small changes in OCV. In some configurations, the traction battery may be overdesigned so that it is capable of providing higher power and energy than required by the vehicle. In such configurations, the SOC window limits in which the traction battery is operated may be narrower than the SOC range at which the battery is capable of operating in. As the traction battery ages, the true SOC may swing out of the imposed SOC window limits of the controller 206. However, the battery may still provide acceptable performance in spite of being out of the SOC window limits. Further, the SOC window limit may be expanded to allow greater use of the traction battery (e.g., BEV or PHEV application).\nUsing existing control strategies, the traction battery may be operated far outside of the acceptable SOC window limits. As the battery ages and the true minimum SOC falls below the SOC window limit, the traction battery may be unable to provide enough power to start and operate the vehicle. For example, discharge power of the traction battery may decrease as the battery ages and operates at lower SOC values. It may be useful to monitor the battery aging status to ensure that this operating point is not reached. The battery aging status may be used to generate an alert when the traction battery is approaching a condition in which it cannot support vehicle power demands.\nMany battery operating strategies rely on parameters from the BOL of the traction battery 124. The SOC may be estimated by amp-hour integration during operation relative to a BOL battery capacity. As the battery ages, the battery capacity will decrease, therefore the value of SOC change for the same amount of Amp-hour integration relative to a BOL battery capacity will be less than that for the same Amp-hour integration relative to a true battery capacity. The result may be that the controller reported SOC variation is less than the true SOC variation. In other configurations, the SOC is estimated by using an open-circuit voltage measurement and tables representing curves such as in FIG. 3. As the battery ages (e.g, OCV-SOC curve changes), the actual SOC of the traction battery 124 may fall outside of the recommended limits. Further, the BECM 206 may not have knowledge of the condition and may continue operating the traction battery 124 leading to more degradation. Since battery degradation may cause a decrease in battery capacity and an increase in battery internal charge and discharge resistance, a system for estimating battery capacity decay may be beneficial.\nVarious self-learning algorithms are available for estimating battery capacity. The BECM 206 may be programmed to estimate the traction battery capacity during operation of the vehicle 112. The battery capacity learning strategy may be any algorithm or strategy known in the prior art. For example, battery charge capacity may be estimated as battery current throughput divided by a difference in state of charge (SOC) values. This approach is based on knowledge of two separate SOC values obtained independent of battery capacity. The battery capacity may be calculated as:\n Q = ∫ Ti Tf idt SOC i - SOC f = Throughput SOC i - SOC f ( 1 ) \nwhere SOCi and SOCf are the state of charge values at times Ti and Tf respectively and i is the current flowing to or from the battery. The battery current throughput may be defined as the integral of battery current over a time period. When implemented in a controller 206, the integral may be replaced by a summation of current values multiplied by the sample time. By rearranging equation (1), a change in SOC can be computed as follows:\n\n\n\n\n\n\n\n\n\nΔ\n\n\n \n\n\nSOC\n\n=\n\n\n\n\n\n∫\nTi\nTf\n\n\nidt\n\n\n\n \n\n\nQ\n\n=\n\nThroughput\nQ\n\n\n\n\n\n\n(\n2\n)\n\n\n\n\n\n\n\nThe state of charge values may be based on measured voltages sampled over two key-on/key-off cycles. For a lithium-ion battery, it is well-known that after the battery has been resting a sufficient time, the terminal voltage is approximately equal to the open-circuit voltage of the battery (i.e., Vt=Voc). The terminal voltage may be measured at system power-up and the state of charge may be derived from the open-circuit voltage. A relationship between state of charge and open-circuit voltage may be obtained via test data or manufacturer data (see FIG. 3). The throughput value may be accumulated during each ignition cycle and stored in a non-volatile memory for use in the next ignition cycle. Upon power-up in an immediately subsequent ignition cycle, the terminal voltage may be sampled. Other methods of battery capacity may be equally applicable to the methods and systems described herein.\nThe BECM 206 may be programmed to generate a parameter that represents an age of the traction battery 124. The instrument cluster 152 may be configured to display the age value, in digital or analog form, as a percentage value. In some configurations, the instrument cluster 152 may be configured to display the age value as a bar graph. The instrument cluster 152 may be configured to display a capacity decay value or a capacity retention value. The capacity decay value and/or the capacity retention value may be a percentage of BOL battery capacity. In some configurations, the age of the traction battery 124 may be classified into one of a plurality of predetermined discrete states. When the capacity retention value is greater than a first predetermined threshold, the traction battery 124 may be classified as being in a BOL state. When the capacity retention value is less than a second predetermined threshold that is less than the first predetermined threshold, the traction battery 124 may be classified as being in an old or EOL state. When the capacity retention value is between the first and second threshold values, the traction battery 124 may be classified as being in a MOL state. In some configurations, the instrument cluster 152 may be configured to display an output indicative of the state of life of the traction battery 124. The instrument cluster 152 may display a message that indicates the age of the battery as new, mid-life, or end-of-life depending on the age value. The instrument cluster 152 may display a different color message or symbol for each state of life. Green may represent the BOL state, yellow may represent the MOL state, and red may represent the EOL state. The battery life indication may aid the vehicle owner in understanding upcoming vehicle maintenance needs.\nThe BECM 206 may be configured to generate and/or receive clock information for establishing time intervals during power-on and power-off conditions. The BECM 206 may store a time stamp associated with values that are stored in non-volatile memory. The time stamp permits subsequent processing of the values based on time intervals.\nAt ignition on, the BECM 206 may measure the terminal voltage of the battery. The open-circuit voltage may be equivalent to the terminal voltage provided that the battery resting time exceeds a predetermined amount of time. The BECM 206 may be programmed to determine the resting time by using a difference between the previously stored ignition-off time and the present time. The battery SOC at ignition on may be determined from the open-circuit voltage estimate based on OCV-SOC characteristic tables. The BECM 206 may store the open-circuit voltage and SOC values, along with an associated time stamp, in non-volatile memory for later use. When an ignition-on condition occurs, the BECM 206 may update the time and battery temperature information.\nDuring the ignition cycle, the BECM 206 may be programmed to compute an accumulated current throughput value. The BECM 206 may compute an integral of the battery current during the ignition cycle.\nAt the end of the ignition cycle (e.g., ignition off request), the BECM 206 may store the accumulated current throughput value (along with an associated time stamp) in non-volatile memory for use in a subsequent ignition cycle. In addition, the BECM 206 may measure or receive temperature information from various temperature sensors including battery temperature sensors, ambient air temperature sensors, and cabin temperature sensors. Further, when an ignition-off condition occurs, the BECM 206 may store temperature information with associated time stamps in non-volatile memory for later use. A park time may be computed as a difference in time between the time stamp values stored at ignition-off and the time received at ignition on. The temperature information may include a battery temperature, an ambient temperature, and a cabin temperature.\nBattery capacity decay may be affected by the temperature history of the traction battery 124. The BECM 206 may measure one or more temperatures of the traction battery 124 during an ignition-on condition. The temperature of the traction battery 124 may be measured at initialization after the ignition-on condition. The temperature of the traction battery 124 may be measured and stored in non-volatile memory immediately prior to an ignition-off condition.\nThe BECM 206 may implement a battery life model. A battery capacity retention/decay value may be derived from the battery life model. The battery life model may input traction battery temperatures, accumulated battery current throughput, and performance parameters such as SOC and voltage. The battery capacity retention/decay value may be used as a battery age indicator.\nThe battery life model may include a parking life model. In response to transition to the ignition-on condition, the parking life update may be triggered. The parking life update may include a thermal model that loads temperature information from the vehicle network and information that is stored in the BECM 206 non-volatile memory. The retained dat | A vehicle includes a traction battery. A controller is configured to operate the traction battery according to a capacity estimate. The capacity estimate is based on a difference between a current-based estimation and a voltage-based estimation of a change in battery state of charge over a time interval. The difference is evaluated over a predetermined number of time intervals. When more than a predetermined percentage of the differences exceed a threshold, the capacity estimate is updated based on an average of the differences. | US:15/052,146 | https://patentimages.storage.googleapis.com/30/ae/7a/796217a5fc8aab/US10114079.pdf | US:10114079 | Xiaohong Nina Duan, Xu Wang | Ford Global Technologies LLC | US:6107779, US:8004243, US:20120056591:A1, US:20120136594:A1, US:20120290234:A1, US:20140214347:A1, US:20160116544:A1, US:20160372935:A1 | Not available | 2018-10-30 | 1. A vehicle power system comprising:\na controller programmed to operate a battery according to a battery capacity estimate and, in response to differences between current-based estimates and voltage-based estimates of changes in battery states of charge exceeding a magnitude threshold a predetermined number of times, alter the battery capacity estimate based on an average of the differences.\n, a controller programmed to operate a battery according to a battery capacity estimate and, in response to differences between current-based estimates and voltage-based estimates of changes in battery states of charge exceeding a magnitude threshold a predetermined number of times, alter the battery capacity estimate based on an average of the differences., 2. The system of claim 1 wherein the controller is further programmed to update the current-based estimates based on an integration of battery current over associated time intervals and the battery capacity estimate from a battery model., 3. The system of claim 1 wherein the controller is further programmed to update the voltage-based estimates based on a difference between a first state of charge value associated with a previous ignition cycle and a second state of charge value associated with a present ignition cycle., 4. The system of claim 3 wherein the controller is further programmed to measure a first open-circuit voltage at initiation of the previous ignition cycle and estimate the first state of charge value based on the first open-circuit voltage, and measure a second open-circuit voltage at initiation of the present ignition cycle and estimate the second state of charge value based on the second open-circuit voltage., 5. The system of claim 3 wherein the controller is further programmed to estimate the first state of charge value and the second state of charge value based on one of a plurality of characteristic curves selected based on the battery capacity estimate., 6. The system of claim 1 wherein the controller is further programmed to output a battery age indicator that is based on the battery capacity estimate., 7. The system of claim 6 wherein the controller is further programmed to output the battery age indicator as a ratio of the battery capacity estimate to a beginning-of-life battery capacity., 8. The system of claim 1 wherein the controller is further programmed to retain differences for a predetermined maximum number of time intervals and wherein the predetermined number of times is a predetermined percentage of the predetermined maximum number., 9. A method comprising:\nchanging by a controller a battery capacity estimate in response to differences between current-based estimates and voltage-based estimates of changes in battery states of charge exceeding a magnitude threshold a predetermined number of times; and\noperating by the controller a traction battery for a vehicle according to the battery capacity estimate.\n, changing by a controller a battery capacity estimate in response to differences between current-based estimates and voltage-based estimates of changes in battery states of charge exceeding a magnitude threshold a predetermined number of times; and, operating by the controller a traction battery for a vehicle according to the battery capacity estimate., 10. The method of claim 9 further comprising updating by the controller the current-based estimates according to a quotient of an integration of a battery current over associated time intervals and the battery capacity estimate., 11. The method of claim 9 further comprising updating by the controller the voltage-based estimates according to a difference between a first state of charge value associated with a previous ignition cycle and a second state of charge value associated a present ignition cycle., 12. The method of claim 9 further comprising outputting by the controller a battery age indicator that is based on the battery capacity estimate., 13. The method of claim 9 further comprising retaining by the controller the differences for a predetermined maximum number of time intervals, wherein the predetermined number of times is a predetermined percentage of the predetermined maximum number., 14. A vehicle power system comprising:\na controller programmed to output a battery age indicator based on a battery capacity estimate and, in response to differences between current-based estimates and voltage-based estimates of changes in battery states of charge exceeding a magnitude threshold a predetermined number of times, alter the battery capacity estimate based on an average of the differences.\n, a controller programmed to output a battery age indicator based on a battery capacity estimate and, in response to differences between current-based estimates and voltage-based estimates of changes in battery states of charge exceeding a magnitude threshold a predetermined number of times, alter the battery capacity estimate based on an average of the differences., 15. The system of claim 14 wherein the controller is further programmed to output the battery age indicator as a ratio of the battery capacity estimate to a beginning-of-life battery capacity., 16. The system of claim 14 wherein the controller is further programmed to update the current-based estimates based on an integration of battery current over associated time intervals and the battery capacity estimate., 17. The system of claim 14 wherein the controller is further programmed to update the voltage-based estimates based on a difference between a first state of charge value associated with a previous ignition cycle and a second state of charge value associated with a present ignition cycle., 18. The system of claim 17 wherein the controller is further programmed to measure a first open-circuit voltage at initiation of the previous ignition cycle and estimate the first state of charge value based on the first open-circuit voltage, and measure a second open-circuit voltage at initiation of the present ignition cycle and estimate the second state of charge value based on the second open-circuit voltage., 19. The system of claim 17 wherein the controller is further programmed to estimate the first state of charge value and the second state of charge value based on one of a plurality of characteristic curves selected based on the battery capacity estimate., 20. The system of claim 14 wherein the controller is further programmed to select one of a plurality of characteristic curves relating open-circuit voltage to state of charge for operating a traction battery and, in response to differences associated with a presently selected characteristic curve exceeding differences associated with a next stage-of-life characteristic curve for the predetermined number of times, select the next stage-of-life characteristic curve for operating the traction battery. | US | United States | Active | G01R31/3679 | True |
| 44 | Thermal event detection and management system for an electric vehicle \n | US10658714B2 | This application is a continuation of U.S. application Ser. No. 15/372,000, filed on Dec. 7, 2016, which is incorporated by reference in its entirely herein.\nEmbodiments of this disclosure relate to thermal event management systems for an electric vehicle.\nAn electric vehicle (EV) uses an electric motor for propulsion. Energy required to power the propulsion motor is stored in a battery system located in the vehicle. In many EV applications, lithium ion battery cells are used in their battery systems. It is known that defects in lithium ion battery cells may lead to an unexpected increase in cell temperature. In some cases, the increase in cell temperature may lead to an undesirable thermal event (such as, for e.g., thermal runaway) in the battery system. Embodiments of the current disclosure provide systems and methods to reduce the occurrence or severity of such thermal events. The scope of the current disclosure, however, is defined by the attached claims, and not by the ability to solve any specific problem.\nEmbodiments of the present disclosure relate to a thermal event management system of an electric vehicle. Each of the embodiments disclosed herein may include one or more of the features described in connection with any of the other disclosed embodiments.\nIn one embodiment, a method of controlling the battery system of an electric vehicle is disclosed. The battery system includes a plurality of battery packs, and each battery pack includes multiple battery cells electrically coupled together. The method may include detecting a thermal event in a first battery pack of the plurality of battery packs using an electronic controller of the electric vehicle, and at least partially powering down the electric vehicle automatically in response to the detected thermal event. The method may also include initiating a thermal rejection scheme in response to the detected thermal event.\nIn another embodiment, a method of controlling the battery system of an electric vehicle is disclosed. The battery system includes a plurality of battery packs, and each battery pack includes multiple battery cells electrically coupled together. The method may include receiving, at an electronic controller, data from one or more sensors coupled to each battery pack of the plurality of battery packs. The method may also include detecting, based on the received data, a thermal event in a first battery pack of the plurality battery packs, and electrically decoupling the first battery pack from the battery system in response to the detecting. The method may further include increasing a rate of cooling of the first battery pack relative to the rate of cooling of a second battery pack of the battery system in response to the detecting.\nIn yet another embodiment, a method of controlling the battery system of an electric vehicle is disclosed. The battery system includes a plurality of battery packs, and each battery pack includes multiple battery cells electrically coupled together. The method may include detecting, based on data received from one or more sensors coupled to each battery pack of the plurality of battery packs, a thermal event in a first battery pack of the plurality of battery packs. The method may also include sending information regarding the detected thermal event to an operator of the electric bus, and turning off substantially all power from the battery system after a predetermined amount of time after detecting the thermal event. The method may further include increasing a rate of cooling of the first battery pack relative to the rate of cooling of a second battery pack of the plurality of battery packs in response to the detecting.\nThe accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate exemplary embodiments of the present disclosure and together with the description, serve to explain the principles of the disclosure.\n FIG. 1 illustrates an exemplary electric bus having a battery system;\n FIG. 2 is a schematic illustration of an exemplary battery system of the bus of FIG. 1;\n FIG. 3 is a schematic illustration of an exemplary battery pack of the battery system of FIG. 2; and\n FIG. 4 is a flow chart of an exemplary method of managing a thermal event in the bus of FIG. 1.\nThe present disclosure describes a thermal event management system of an electric vehicle. While principles of the current disclosure are described with reference to an electric bus, it should be understood that the disclosure is not limited thereto. Rather, the systems and methods of the present disclosure may be used in any application (electric vehicle, electric machine, electric tool, electric appliance, etc.). In this disclosure, relative terms, such as “about,” “substantially,” or “approximately” are used to indicate a possible variation of ±10% of a stated value.\n FIG. 1 is a bottom view of exemplary low-floor electric bus 10. As is known in the art, a low-floor bus is a bus with its floor positioned close to the road surface (e.g., 12-16 inches or 30-40 centimeters) to ease passenger entry and exit. Electric bus 10 may include a body 12 enclosing a space for passengers. In some embodiments, the body 12 may be fabricated using composite materials to reduce the weight of the bus 10. One or more electric motors 16 generate power for propulsion of the bus 10, and a battery system 14 stores the electrical energy needed to power the motor(s) 16. When the energy stored in the battery system 14 decreases, it is recharged using power from an external energy source (e.g., utility grid, a bank of batteries, etc.). The battery system 14 may be recharged by any method. Commonly-assigned U.S. Patent Application Publication Nos. US 2013/0193918 A1 and US 2014/0070767 A1, and U.S. patent application Ser. No. 15/227,163, filed Aug. 3, 2016, which are incorporated by reference in their entirety herein, describe exemplary methods for recharging the battery system 14.\n FIG. 2 is a schematic illustration of an exemplary battery system 14 of bus 10. Battery system 14 may include any type of vehicle battery known in the art. In some embodiments, the battery system 14 may have a modular structure and may be configured as a plurality of battery packs 20 electrically connected together. In general, the battery packs 20 may be positioned anywhere on bus 10 (inside, outside, roof, etc.). In some embodiments, as illustrated in FIG. 1, the battery packs 20 are positioned under the floor of the bus 10. Since the battery system 14 may have considerable weight, positioning the battery packs 20 under the floor may assist in lowering the center of gravity of the bus 10 and balance its weight distribution, thus increasing drivability and safety. Each battery pack 20 includes components (described later) enclosed in a protective housing 24. In general, the battery system 14 may include any number of battery packs 20. These battery packs 20 may be connected together in any manner (series, parallel, or a combination of both). In some embodiments, the battery packs 20 may be arranged in strings. For example, multiple strings of battery packs 20 may be connected in parallel, with each string including a plurality of battery packs 20 connected together in series. Configuring the battery system 14 as parallel-connected strings allows the bus 10 to continue operating with one or more strings disconnected if a battery pack 20 in a string fails. However, in some embodiments, all the battery packs 20 of a battery system 14 may be connected in series or parallel.\nReferring to FIG. 2, a battery management system (BMS 60) controls the operations (related to charging, discharging, thermal management, etc.) of the battery system 14. The BMS 60 may include circuit boards, electronic components, sensors, and controllers that monitor the performance of the components of the battery system 14 based on sensor input (e.g., voltage, current, temperature, humidity, pressure, etc.), provide feedback (alarms, alerts, etc.), and control the operation of the battery system 14 for safe and efficient operation of the bus 10. Among other functions, as will be described in more detail later, BMS 60 may thermally and/or electrically isolate portions of the battery system 14 when one or more sensor readings indicate defects in portions of the battery system 14. An exemplary BMS 60 that may be used in battery system 14 is described in commonly-assigned U.S. Patent Application Publication No. US 2012/0105001 A1, which is incorporated by reference in its entirety herein.\n Battery system 14 includes a thermal management (TM) system 40 (e.g., heating and/or cooling system) to manage the temperature of the battery packs 20 within acceptable limits. The TM system 40 may include conduits 18 that direct a TM medium 8 (e.g., coolant, etc.) to the different battery packs 20 of the battery system 14. Although not illustrated, a coolant pump may circulate the TM medium 8 through the battery system 14. In some embodiments, the TM medium 8 circulating through the conduits 18 may be a liquid coolant that is used to heat/cool other components of the bus 10. One or more control valves 22 may be fluidly coupled to the conduits 18 and configured to selectively direct the TM medium 8 to one or more desired battery packs 20 of the battery system 14. For example, based on sensor inputs (indicative of the temperature, etc.) from a battery pack 20, the BMS 60 (or another controller) may activate the valves 22 to redirect the TM medium 8 to a battery pack 20 to increase or decrease its temperature.\n FIG. 3 is a schematic illustration of an exemplary battery pack 20 of battery system 14. As illustrated in FIG. 3, the battery pack 20 includes a plurality of battery modules 30 enclosed within its housing 24. The housing 24 of the battery pack 20 encloses the plurality of battery modules 30 such that these modules 30 are physically isolated, and walled off, from other modules 30 of the battery system 14. Thus, the housing 24 of each battery pack 20 may contain the damage resulting from a catastrophic high temperature event (such as, for example, overheating, arcing, fire, etc.) of a battery module 30 within the battery pack 20, and delay (or prevent) its spreading to other battery packs 20. The housing 24 also assists in focusing additional cooling (as will be described later) to the affected modules 30 to mitigate the severity of the failure. In some embodiments, the battery modules 30 of a battery pack 20 may be separated from each other with dividers (not shown), to protect other battery modules 30 from a battery module 30 experiencing a failure.\nThe housing 24 and the dividers may be made of a material that does not oxidize or otherwise become damaged when exposed to electrical arcs and/or high temperatures. In some embodiments, the housing 24 may be constructed of high strength, corrosion resistant, and/or puncture resistant materials (e.g., composite materials, Kevlar, stainless steel, aluminum, high strength plastics, etc.). Although not a requirement, in some embodiments, the housing 24 may have a box-like structure and/or may be shaped to allow the battery modules 30 (of the battery pack 20) to be arranged in a single layer to decrease the height of the battery pack 20 (e.g., so that they can be fit under the floor of a low-floor bus). In some embodiments, the housing 24 may be watertight (e.g., to approximately 1 meter) and have an International Protection (IP) 67 rating for dust and water resistance.\nAs illustrated on the top right battery module 30 of FIG. 3, each battery module 30 includes a plurality of battery cells 50 packaged together within a casing 32. Similar to housing 24 of a battery pack 20, casing 32 may be configured to contain any failures (electric arcs, fires, etc.) of the cells 50 of the module 30 within the casing 32 and delay the damage from spreading to other modules 30 of the battery pack 20. Casing 32 may be made of any material suitable for this purpose (e.g., Kevlar, aluminum, stainless steel, composites, etc.) In general, the cells 50 may have any shape and structure (cylindrical cell, prismatic cell, pouch cell, etc.). In addition to the cells 50, the casing 32 may also include sensors (e.g., temperature sensor, voltage sensor, humidity sensor, etc.) and controllers that monitor and control the operation of the cells 50. Although not illustrated, casing 32 also includes electrical circuits (voltage and current sense lines, low voltage lines, high voltage lines, etc.), and related accessories (fuses, switches, etc.), that direct electrical current to and from the cells 50 during recharging and discharging.\nAs known in the art, each battery cell 50 is a unit that comprises two electrodes (anode and a cathode) with an electrolyte (a chemical) between them. Although not a requirement, in some embodiments, the electrolyte may have a lithium-ion chemistry (e.g., lithium-nickel-cobalt-aluminum (NCA), lithium-nickel-manganese-cobalt (NMC), lithium-manganese-spinel (LMO), lithium titanate (LTO), lithium-iron phosphate (LFP), lithium-cobalt oxide (LCO), etc.). Simplistically, when the two electrodes of the cell 50 are connected in a circuit, the chemical energy of the electrolyte is converted to electrical energy. Thus, each battery cell 50 is the smallest self-contained unit that converts chemical energy to electrical energy.\nEach battery module 30 is formed by connecting together multiple cells 50 and encasing them in a casing 32, and each battery pack 20 is formed by connecting together multiple modules 30 and encasing them in a housing 24. Although not a requirement, the battery packs 20 of the battery system 14 may be substantially identical to each other (e.g., in terms of number of modules 30, number of cells 50 in each module 30, how the modules 30 and cells 50 are electrically connected together, etc.). Although the battery system 14 of FIG. 2 is illustrated as having six battery packs 20, and the battery pack 20 of FIG. 3 is illustrated as having six battery modules 30, this is only exemplary. Battery system 14 may have any number of battery packs 20, each battery pack 20 may have any number of battery modules 30, and each battery module 30 may have any number of battery cells 50. In some embodiments, the number of battery packs 20 in the battery system 14 may be between about 2-6, the number of battery modules 30 in each battery pack 20 may be between 10-20, and the number of battery cells 50 in each battery module 30 may be between about 400-700.\nThe battery modules 30 of each battery pack 20, and the battery cells 50 of each battery module 30, may be electrically connected together in series, parallel, or a combination of series and parallel. In some embodiments, some of the battery modules 30 in a battery pack 20 may be connected together in series, and the series-connected modules 30 connected together in parallel. Similarly, in some embodiments, a group of battery cells 50 of each module 30 may be connected together in series to form multiple series-connected groups of cells 50, and these series-connected groups may be connected together in parallel. However, in some embodiments, all the battery modules 30 of a battery pack 20, and all the battery cells 50 of a battery module 30, may be connected together in series or parallel.\nIn addition to the battery modules 30, the housing 24 of each battery pack 20 may also enclose other components that aid in the functioning of the battery pack 20. These components may include a plurality of sensors 34 a, 34 b, 34 c, 34 d that monitor different operating parameters (e.g., current, voltage, etc.) and ambient conditions (temperature, humidity, pressure, etc.) of the battery pack 20. For example, a temperature sensor 34 a (e.g., thermistor) may monitor the temperature in the battery pack 20, a humidity sensor 34 b may monitor the humidity in the battery pack 20, a pressure sensor 34 c may monitor the pressure in the battery pack 20, and a current/voltage sensor 34 d may monitor the current/voltage directed into or out of the battery pack 20. In some embodiments, multiple temperature, humidity, pressure, and/or current sensors may be provided at different locations of the battery pack 20. These multiple sensors may be used to monitor the conditions in different regions of the battery pack 20. In some embodiments, one or more temperature, humidity, pressure, and current/ voltage sensors 34 a, 34 b, 34 c, 34 d may also be provided within every battery module 30 of the battery pack 20 to monitor the conditions in each battery module 30 (or in different regions of the battery module 30). Each battery pack 20 may also include a pack controller 26 that cooperates with the BMS 60 to control the operation of the battery modules 30 based on input from the sensors (e.g., sensors 34 a, 34 b, 34 c, 34 d).\nThe conduits 18 of the TM system 40 may extend into the battery pack 20 through the housing 24. The conduits 18 may also extend into each module 30 of the battery pack 20 through its casing 32. As illustrated in FIG. 3, these conduits 18 may circulate the TM medium 8 through the battery pack 20 and through its multiple modules 30 for thermal management (e.g., heat or cool) of the modules 30. The TM medium 8 passing through each module 30 may be used to control the temperature of the cells 50 in the module 30 within acceptable limits. Although not illustrated in FIG. 3, in some embodiments, valves may also be fluidly coupled to these conduits 18 (e.g., as illustrated in FIG. 2) to selectively direct the TM medium 8 to any desired battery module 30 (e.g., in response to instructions from the pack controller 26 and/or the BMS 60). For example, based on a detected high temperature in a module 30, the pack controller 26 may redirect the TM medium 8 from other modules 30 to the affected module 30 to quickly decrease its temperature. In some embodiments, a TM element 28 (e.g., heater, heat exchanger, chiller, etc.) may also be fluidly coupled to the conduits 18 to heat or cool the TM medium 8. Although not illustrated, in some embodiments, the housing 24 of the battery pack 20 may also include vents, ducts, valves, and other features/components (e.g., fans) to circulate air or another gas through the battery pack 20.\nDuring operation of the battery system 14 (i.e., during charging, discharging, etc.), the battery cells 50 generate heat due to the chemical reactions that occur in these cells. The heat generated by the cells 50 increase the temperature of the battery modules 30. The TM medium 8 (and/or the air) circulating through the battery pack 20 and its modules 30 may remove a portion of the heat to maintain the cells 50 at an acceptable temperature. The BMS 60 (alone or along with other controllers such as pack controller 26) may monitor the temperature of the battery pack 20 and its modules 30 (based, for example, on input from temperature sensors 34 a), and increase the rate of cooling of the battery pack 20 if the monitored temperature exceeds a preprogrammed threshold value. The rate of cooling may be increased by any method. In some embodiments, the flow rate of the TM medium 8 through the battery pack 20 (or a specific module 30 in the pack 20) may be increased to increase the rate of cooling.\nAs is known in the art, in some cases, some of the battery cells 50 of the battery system 14 may experience an unexpected thermal event (e.g., a thermal runaway) resulting in an uncontrolled increase in temperature of the affected battery cells 50. Since the battery cells 50 are in close proximity to each other, if left unchecked, thermal runaway that begins in a few cells 50 can start a chain reaction that spreads to the surrounding cells 50, modules 30, and packs 20. BMS 60 may include a method that detects such thermal events at an early stage and takes remedial action. As described in more detail below, the remedial action may include, among other actions, initiating a thermal rejection scheme to reduce the severity of the thermal event, gracefully powering down the bus 10, and assisting the driver in safely evacuating passengers from the bus 10.\n FIG. 4 is a flow chart that illustrates an exemplary method 100 used by the BMS 60 to detect a thermal event and take remedial action. In the description below, reference will also be made to FIGS. 2 and 3. The method 100 includes detecting a thermal event in the battery pack (step 110). BMS 60 may detect the thermal event based on signals from one or more of the sensors (e.g., temperature sensor 34 a, humidity sensor 34 b, pressure sensor 34 c, and current/voltage sensor 34 d) embedded in a battery module 30 (or a battery pack 20) of the battery system 14. In some embodiments, readings from one or more of these sensors that exceed a threshold value may indicate a thermal event. In some embodiments, a reading from one sensor in a module 30 (or a pack 20) relative to the reading from another sensor may indicate the occurrence of a thermal event. For example, a temperature or humidity reading from a first sensor in a module 30 that is significantly higher than a corresponding reading from a similarly situated second sensor may indicate the occurrence of a thermal event proximate the first sensor. In some embodiments, a combination of signals from several sensors in a module 30 (or a pack 20) may indicate the occurrence of a thermal event.\nIn some embodiments, the BMS 60 may detect a thermal event in a battery module 30 based on a pressure signal. For example, when battery cells 50 experience a thermal event, a gas is released (or vented) from the affected cells 50. The released gas increases the pressure within the battery module 30 or battery pack 20. This increase in pressure is detected by a pressure sensor 34 c positioned in the module 30 or battery pack 30. BMS 60 may be configured to recognize the observed pressure signal (magnitude, rate of change, etc.) as one that results from a thermal event in the module 30. In some embodiments, a humidity sensor 34 b in the module 30 may detect an increase in humidity resulting from the gas released by an affected cell 50, and the BMS 60 may detect a thermal event based on a signal from the humidity sensor 34 b. \nA thermal event in a module 30 may also be detected by BMS 60 using isolation resistance monitoring. For example, the gas released from an affected cell 50 may be conductive, and the presence of the gas in a battery pack 20 may decrease the isolation resistance between the high voltage system and the low voltage system of the battery pack 20. The BMS 60 may monitor this resistance (for example, using a voltage/current sensor connected between the low and high voltage systems) and detect the occurrence of a thermal event based on the monitored isolation resistance. In some embodiments, a combination of some or all of a pressure signal, a humidity signal, and isolation resistance monitoring may be used to detect the presence of discharged gas in a battery pack 20 (or battery module 30). Detecting a thermal event based by detecting the gas discharged from a battery cell 50 may enable the thermal event to be detected closer to its onset.\nIn some embodiments, the BMS 60 may detect a thermal event in a module 30 based on a signal from the temperature sensor 34 a in the module 30. For example, a temperature recorded by a temperature sensor 34 a, or the rate of temperature increase recorded by one temperature sensor 34 a (in a module 30 or a pack 20) relative to other temperature sensors 34 a (in the same module 30 or pack 20) may be indicative of a thermal event. In some embodiments, BMS 60 may detect the onset or the existence of a thermal event based on a combination of readings from multiple sensors (temperature sensor 34 a, humidity sensor 34 b, pressure sensor 34 c, etc.).\nWhen a thermal event is detected in the battery system 14, the BMS 60 may inform the driver and/or other relevant authorities (e.g., service personnel, bus operator, etc.) of the thermal event (step 120). Informing the driver may include one or more of sounding an audio alarm, activating one or more indicator lights, and/or displaying messages on the bus display system (e.g., a display screen positioned in view of the driver within the bus 10). These messages may include, among others, information about the location of the thermal event, and instructions to pull the bus 10 over (if the bus 10 is in motion) and begin an evacuation process. Bus 10 has several doors/hatches that a passenger may use to exit the bus 10 (e.g., front door, rear door, roof hatch, etc.). The messages to the driver may include suggestions to evacuate the bus 10 using a particular exit based on where the thermal event is occurring. For example, if the BMS 60 detects that the thermal event is occurring in a battery pack 20 positioned towards the front of the bus 10, the BMS 60 may instruct the driver to evacuate the bus 10 using the rear door. In some embodiments, the BMS 60 may also automatically open the suggested exit door (and or other doors and windows), and/or activate other systems of the bus 10 (e.g., lights, etc.) to speed the evacuation process. In some embodiments, alternate to, or in addition to, the displayed messages, the BMS 60 may also provide verbal instructions to the driver and passengers over an audio system of the bus 10. The BMS 60 may also automatically contact and report (e.g., wirelessly) the detected thermal event to service personnel (and/or other authorities) so that they can quickly respond to the disabled bus 10.\nUpon detection of a thermal event, the BMS 60 may also power down the bus 10 (step 130). The bus 10 may be powered down in a manner that gives the driver enough time to stop the bus 10 at a suitable location, and the passengers enough time to exit the bus 10. For example, in some embodiments, upon detection of a thermal event in a battery module 30 of a battery pack 20, the BMS 60 may immediately (or after a predetermined amount of time) electrically decouple (e.g., by opening contactors) the affected battery pack 20 from the electrical system of the bus 10, and derate the power supplied to the bus 10. Power to various systems of the bus 10 (HVAC, powertrain, etc.) may then be sequentially terminated (e.g., after predetermined amounts of time), such that the bus 10 is slowly and gracefully powered off. That is, substantially all the power from the battery system 14 may be turned off after a finite (non-zero) and predetermined amount of time after detecting the thermal event (step 110). In some embodiments, as the various systems are progressively powered down, additional battery packs 20 may be decoupled from the electrical system. The driver may be alerted (e.g., by displayed or announced messages, etc.) prior to powering down each system. In some embodiments, the driver may be able to override the BMS 60 and delay the powering down of any particular system (e.g., propulsion system, etc.) to increase the time available to stop and/or evacuate the bus. Powering down the bus 10 in this manner may enable the passengers to be safely evacuated while minimizing damage to the bus 10 and the environment.\nThe BMS 60 may also initiate a thermal rejection scheme which accelerates the removal of heat from the affected module 30 (or pack 20) upon detection of a thermal event in the battery system 14 (step 140). In some embodiments, the thermal rejection scheme may include increasing the rate of flow of the TM medium 8 to an affected battery module 30 when a thermal event is detected in the module 30. For example, when the sensors embedded in a battery module 30 indicates that a thermal event is occurring in a battery module 30 of a battery pack 20, the BMS 60 may control the coolant pump (fluidly coupled to the conduits 18) to increase the flow rate of the TM medium 8 in the battery system 14. In some embodiments, the TM medium 8 flowing through other battery packs 20 of the battery system 14 may be redirected (e.g., by selectively closing and opening valves 22) to the affected battery pack 20 to increase heat rejection from the affected battery pack 20, and thereby, quench or minimize the effects of the detected thermal event. In some embodiments, fluid valves in the affected battery pack 20 may also be adjusted (e.g., opened, closed, etc.) to increase the flow of the TM medium 8 through the affected module 30 and increase heat rejection from the module 30.\nAlternatively or additionally, in some embodiments, the BMS 60 may control a chiller (or heat exchanger) in TM element 28 to cool the TM medium 8 in an affected battery pack 20 to increase TM rejection from the battery pack 20. For example, when a thermal event is detected in a battery pack 20, the BMS 60 may increase the flow of the TM medium 8 into the affected battery pack 20 and activate the chiller to cool the TM medium 8 entering the affected battery pack 20. In some embodiments, a blast of air, fire retardant, or another suitable fluid (e.g., carbon dioxide, halon, etc.) may be directed into an affected battery pack 20 in response to the detection of a thermal event in the battery pack 20. For example, battery system 14 may include ducting (with valves) that fluidly couples a canister containing a gas (or a fluid) with the plurality of battery packs 20 of the battery system 14. And, when a thermal event is detected in a battery pack 20, the BMS 60 may activate the flow of the gas from the canister, and control the valves coupled to the ducting, to direct the gas into the affected battery pack 20 to minimize the severity of the detected thermal event. In some embodiments, an onboard compressor on the bus 10 (e.g., of the air suspension system or the braking system) may act as a primary or a secondary power source for moving the gas through the affected battery pack 20.\nIn some embodiments, the thermal rejection scheme employed by the BMS 60 in response to a detected thermal event may depend upon the gravity of the detected event. For example, in an embodiment of the method, the thermal rejection schemes employed by the BMS 60 may include: (a) controlling the coolant pump to increase the flow rate of the TM medium 8 into the battery system 14; (b) redirecting the TM medium 8 from all battery packs 20 to the affected battery pack 20 by controlling the valves; (c) activating the chiller in the affected battery pack to cool the TM medium 8; and (d) directing a burst of a fire retardant into the affected battery pack 20. And, based on the severity of the detected thermal event (judged, for example, based on one or more sensor readings), the BMS 60 may select one or a combination of these schemes (e.g., only (a), a combination of (a), (b), (c), (d), etc.) to employ to respond to the thermal event.\nAlthough FIG. 4, illustrates the different steps of the method 100 as being performed in a serial manner, this is only exemplary. In some embodiments, the different steps may be performed simultaneously (or in parallel). For example, upon detection of the thermal event (i.e., step 110), the BMS 60 may simultaneously inform the driver (step 120), start the power down process (step 130), and initiate the thermal rejection scheme (140). It should also be noted that, although the BMS 60 is described as performing the steps of the described method 100, this is only exemplary. In general, any controller (or collection of controllers) of the bus 10 may some or all the steps of the method. Additionally, although the method 100 is described with reference to the battery system 14 of the bus 10, this is only exemplary. In general, the method may be applied to mitigate a detected thermal event anywhere on the bus 10.\nWhile principles of the present disclosure are described herein with reference to the battery system of an electric bus, it should be understood that the disclosure is not limited thereto. Rather, the systems described herein may be employed in the batteries of any application. Also, those having ordinary skill in the art and access to the teachings provided herein will recognize additional modifications, applications, embodiments, and substitution of equivalents all fall within the scope of the embodiments described herein. Accordingly, the disclosure is not to be considered as limited by the foregoing description. For example, while certain features have been described in connection with various embodiments, it is to be understood that any feature described in conjunction with any embodiment disclosed herein may be used with any other embodiment disclosed herein.\n | A method of controlling the battery system of an electric vehicle includes detecting a thermal event in a first battery pack of a plurality of battery packs of the battery system, and at least partially powering down the electric vehicle automatically in response to the detected thermal event. The method may also include initiating a thermal rejection scheme in response to the detected thermal event. | US:15/925,964 | https://patentimages.storage.googleapis.com/a2/81/49/d42a9e7c3c044b/US10658714.pdf | US:10658714 | Dustin Grace, Brian Pevear | Proterra Inc | US:4633418, US:5945803, US:6294897, US:20080251246:A1, US:7433794, US:20090261785:A1, US:20090263708:A1, US:20140070767:A1, US:20120002338:A1, US:20100136384:A1, US:20100136391:A1, US:9093726, US:20130017421:A1, US:20130193918:A1, US:20120105001:A1, US:8168315, US:9046580, US:20130049971:A1, US:20130260192:A1, US:20150270588:A1 | 2020-05-19 | 2020-05-19 | 1. A method of controlling the battery system of an electric vehicle, the battery system including a plurality of battery packs, each battery pack including (a) a pressure sensor and (b) multiple battery cells electrically coupled together, comprising:\ndetecting a thermal event in a first battery pack of the plurality of battery packs based at least on a signal from the pressure sensor of the first battery pack; and\ncooling the first battery back more than a second battery pack of the plurality of battery packs by redirecting flow of a coolant from the second battery pack to the first battery pack in response to the detected thermal event.\n, detecting a thermal event in a first battery pack of the plurality of battery packs based at least on a signal from the pressure sensor of the first battery pack; and, cooling the first battery back more than a second battery pack of the plurality of battery packs by redirecting flow of a coolant from the second battery pack to the first battery pack in response to the detected thermal event., 2. The method of claim 1, wherein cooling the first battery back includes increasing a rate of cooling of the first battery pack relative to the rate of cooling of the second battery pack., 3. The method of claim 1, further including displaying messages regarding the detected thermal event on a display device of the electric vehicle., 4. The method of claim 3, wherein the displaying messages include displaying instructions to exit the electric vehicle., 5. The method of claim 1, further including transmitting information regarding the detected thermal event to a location external to the electric vehicle., 6. The method of claim 1, further including at least partially powering down the electric vehicle in response to detecting the thermal event., 7. The method of claim 6, wherein at least partially powering down the electric vehicle includes turning off substantially all power from the battery system after a predetermined amount of time after detecting the thermal event., 8. A method of controlling the battery system of an electric vehicle, the battery system including a plurality of battery packs, each battery pack including multiple battery cells electrically coupled together, comprising:\nreceiving data from one or more sensors coupled to each battery pack of the plurality of battery packs, the one or more sensors including a pressure sensor;\ndetecting, based on the received data, a thermal event in a first battery pack of the plurality battery packs; and\nredirecting a coolant from the second battery pack to the first battery pack in response to the detecting.\n, receiving data from one or more sensors coupled to each battery pack of the plurality of battery packs, the one or more sensors including a pressure sensor;, detecting, based on the received data, a thermal event in a first battery pack of the plurality battery packs; and, redirecting a coolant from the second battery pack to the first battery pack in response to the detecting., 9. The method of claim 8, further including turning off substantially all power from the battery system after a predetermined amount of time after detecting the thermal event., 10. The method of claim 8, further including displaying instructions on exiting the vehicle in response to detecting the thermal event., 11. The method of claim 8, further including wirelessly sending information regarding the detected thermal event to a location remote from the electric vehicle in response to detecting the thermal event., 12. The method of claim 8, wherein the receiving data includes receiving data indicative of a gas being released from one or more battery cells of the first battery pack., 13. An electric vehicle, comprising:\na battery system including a plurality of battery packs, each battery pack including (a) a pressure sensor and (b) multiple battery cells electrically coupled together; and\na control system configured to:\ndetect a thermal event in a first battery pack of the plurality of battery packs based at least on a signal from the pressure sensor of the first battery pack; and\nredirecting flow of a coolant from the second battery pack to the first battery pack in response to the detected thermal event.\n\n, a battery system including a plurality of battery packs, each battery pack including (a) a pressure sensor and (b) multiple battery cells electrically coupled together; and, a control system configured to:\ndetect a thermal event in a first battery pack of the plurality of battery packs based at least on a signal from the pressure sensor of the first battery pack; and\nredirecting flow of a coolant from the second battery pack to the first battery pack in response to the detected thermal event.\n, detect a thermal event in a first battery pack of the plurality of battery packs based at least on a signal from the pressure sensor of the first battery pack; and, redirecting flow of a coolant from the second battery pack to the first battery pack in response to the detected thermal event., 14. The electric vehicle of claim 13, wherein each battery pack of the battery system further includes a humidity sensor, and the control system is configured to detect the thermal event based on data indicative of a gas being released from at least one battery cell of the multiple battery cells in the first battery pack., 15. The electric vehicle of claim 13, wherein the control system is further configured to wirelessly send information regarding the detected thermal event to a location remote from the electric vehicle in response to detecting the thermal event., 16. The electric vehicle of claim 13, wherein the control system is further configured to at least partially power down the electric vehicle in response to detecting the thermal event., 17. The electric vehicle of claim 13, further including a display device configured to display instructions regarding exiting the vehicle in response to detecting the thermal event., 18. The electric vehicle of claim 13, wherein the electric vehicle is a bus., 19. The electric vehicle of claim 18, wherein the battery system is positioned under a floor of the bus., 20. The electric vehicle of claim 13, wherein the coolant is a liquid coolant. | US | United States | Active | H | True |
| 45 | 电动车辆显示系统 \n | CN106394247B | NaN | 本公开涉及一种电动车辆显示系统。一种电动车辆显示系统包括电池、界面和控制器，所述界面被配置为呈现至少一个可选择图标，所述可选择图标被配置为控制电池驱动的车辆功能。所述控制器被配置为：响应于所述电池的荷电状态数据指示行程的行驶里程超过可行驶里程，将所述可选择图标更新为指示针对所述车辆功能而建议的调整，以减少所述车辆功能的电力需求。 | CN:201610617485.8A | https://patentimages.storage.googleapis.com/84/e7/70/5edf4645a8b239/CN106394247B.pdf | CN:106394247:B | 肯尼思·詹姆士·米勒, 道格拉斯·雷蒙德·马丁, 威廉·保罗·伯金斯 | Ford Global Technologies LLC | NaN | Not available | 2021-05-07 | 1.一种电动车辆显示系统，包括：, 电池；, 界面，被配置为呈现至少一个可选择图标，所述可选择图标被配置为控制电池驱动的车辆功能；, 控制器，被配置为：响应于行程的行驶里程超过所述电池的荷电状态数据指示的可行驶里程，将所述可选择图标更新为指示针对所述车辆功能而建议的调整，以减少所述车辆功能的电力需求。, 2.如权利要求1所述的显示系统，其中，所述可选择图标被更新为包括围绕所述可选择图标的动画。, 3.如权利要求1所述的显示系统，其中，所述可选择图标被更新为包括叠置的控制面板，所述控制面板被配置为呈现针对所述车辆功能而建议的调整。, 4.如权利要求1所述的显示系统，其中，所述可选择图标被更新为包括交互式图形显示，所述交互式图形显示被配置为指示相对于踏板阈值的当前踏板位置，所述踏板阈值指示燃气发动机将启动的踏板位置。, 5.如权利要求1所述的显示系统，其中，所述可选择图标被更新为包括电力警告，所述电力警告被配置为呈现用于节省电能以供以后使用的可选择选项。, 6.如权利要求1所述的显示系统，其中，所述可选择图标被配置为可选择性地控制影响所述电池的荷电状态的车辆功能。 | CN | China | Active | B | True |
| 46 | 一种电动汽车自动换电方法 \n | CN112406618B | NaN | 本发明提出一种电动汽车自动换电方法，车辆的换电控制器唤醒与换电站进行信息交互，换电站移动车辆，完成车辆定位，换电控制器给电池管理系统发送高压指令，换电控制器接受正常信息并发送换电请求，进行拆电池动作，换电站发送电池更换完成信息，车辆收到信息并自动上电，在换电流程中添加了故障管理模块，针对每个步骤可能出现的故障进行监测判断，针对不同故障进行不同处理，实现换电站内全自动化管理，本发明能够实现整个充换电过程的全自动化。 | CN:202011319789.9A | https://patentimages.storage.googleapis.com/8b/60/75/9521bb5955897e/CN112406618B.pdf | CN:112406618:B | 窦雅盛, 宋庆国, 李晓依, 李康, 刘爽 | Dongfeng Motor Corp | CN:107193253:A | Not available | 2022-09-23 | 1.一种电动汽车自动换电方法，其特征在于，包括如下步骤：, S1)待换电车辆驶入，换电控制器唤醒与换电站进行信息交互，若识别的车辆信息错误，禁止驶入，若正确，进行下一步，若换电过程中通信断开则停止换电；, S2)车辆进入换电站后，换电站引导驾驶员将车辆处于空档状态，电子手刹释放状态，制动器踏板状态，车辆不下高压，换电站移动车辆，首先判断车辆当前的档位状态、驻车状态、制动器状态、蓝牙通信超时是否满足条件，满足条件时执行操作，若不满足条件通过显示屏、音声、APP提示驾驶员按照步骤操作，完成车辆定位；换电站判断车辆完成定位后，发送下高压指令，换电控制器给电池管理系统发送指令，电池管理系统是否收到下高压指令，未收到则保持高压状态，收到指令，执行下电；, S3)换电设备使用电池包判断或锁止机构进行车辆定位判断，换电设备就绪且正常判断，若均正常，进行下一步；, S4)换电控制器接受正常信息并发送换电请求，换电站接受信息并控制换电设备进行拆电池动作；, S5)拆解中若出现锁止故障，返回上一步，若无故障，换电站发送电池更换完成信息，车辆收到信息并自动上电，电池管理系统唤醒，绝缘检测通过，自检通过，高压互锁正常，继电器无粘连故障，无三级故障，任一故障，禁止上高压，均正常，进入预充，预充完成，完成上高压；若出现单体电压异常、单体温度异常、系统级芯片异常、控制器局域网络通讯异常、均衡异常，换电控制器发送错误信息至换电站，重新进行电池拆卸；若无故障但电池总压和系统级芯片状态信息未达到可用标准，需进行站内充电，低压上电、激活信号激活电池管理系统，电池管理系统检测到充电桩充电枪插座的外接电阻值为3K后识别为站内充电模式，开启充电流程，当充电过程中发生故障时进行处理，若均无异常，换电设备解锁，车辆驶离，换电流程结束。, 2.根据权利要求1所述的一种电动汽车自动换电方法，其特征在于，步骤S1中所述车辆信息包括车牌号、车辆识别号码、车辆档位状态、车辆里程、电池厂家信息、电池序列号、产权状态、电池包换电次数、电池包充电次数、电池累计输入/输出电能量值、电池累计输入/输出容量值、电池累计行驶里程、电池数据。 | CN | China | Active | B | True |
| 47 | Rear structure for electric vehicle, and electric vehicle including same \n | US9956860B2 | The present invention claims priority under 35 USC 119 based on Japanese Patent Application No. 2015-205741, filed on Oct. 19, 2015. The entire subject matter of this priority document, including specification claims and drawings thereof, is incorporated by reference herein.\n1. Field of the Invention\nThe present invention relates to a rear structure for an electric vehicle, and to an electric vehicle including the same. More particularly, the present invention relates to a rear structure for an electric vehicle in which a battery storage unit is disposed below an article storage unit, and to an electric vehicle including the same.\n2. Description of the Background Art\nThere is known a rear structure of a vehicle, in which, at the rear of the vehicle, a casing is provided, cooling units are disposed in the casing, and a refrigerator is provided above the casing. An example of such rear structure for a vehicle is disclosed in the Japanese Patent Application Publication No. 2002-130894.\nIn the rear structure as disclosed in the Japanese Patent Application Publication No. 2002-130894, the inside of the refrigerator is the only storage space from which articles can be taken in and out of. It is desirable to increase the storage capacity by making the structure such that articles can also be stored in the casing. Further, since the refrigerator greatly projects rearward as compared to the casing, there is a certain limit on the loading of baggage on top of the refrigerator, and it is desirable to increase the load weight. Furthermore, if the vehicle in the Japanese Patent Application Publication No. 2002-130894 is an electric vehicle, a battery may be disposed at the part where the cooling units are disposed. In this case, an easy-to-use structure that allows the battery to be easily taken in and out is desirable.\nAn object of the present invention is to provide a rear structure for a vehicle which is easy to use and in which many articles can be stored in and loaded on.\nReference numbers are included in the following description corresponding to the reference numbers used in the drawings. Such reference numbers are provided for purposes of illustration, and are not intended to limit the invention.\nIn order to achieve the above objects, the present invention according to a first aspect thereof provides a rear structure for an electric vehicle including, at a rear of a vehicle body, an article storage unit (55) supported on a vehicle body frame (100), and a first lid (61) configured to cover the article storage unit (55) from above, in which the electric vehicle (10) includes a battery (16B) serving as a drive source thereof, the battery (16B) is stored in a battery storage unit (56) disposed below the article storage unit (55), each of the article storage unit (55) and the battery storage unit (56) includes an opening portion (68A, 68B) open to an outside, and a second lid (62) configured to cover the opening portion (68A, 68B) is formed as a member different from the first lid (61).\nThe above-described configuration, according to a second aspect of the present invention, may be such that an article loading member (57) on which baggage is capable of being loaded is provided at an upper surface (61 c) of the first lid (61), and the first lid (61) in a closed state is in contact with and supported by an upper surface of the vehicle body frame (100).\nThe above-described configurations, according to a third aspect of the present invention, may be such that the second lid (62) includes an inner surface (62 a) continuing to a bottom surface (56 a) of the battery storage unit (56) in a state where the second lid (62) is open, and a guide portion (77) is provided on the inner surface (62 a) of the second lid (62), the guide portion (77) being configured to guide the battery (16B) when the battery (16B) is taken in and out of the battery storage unit (56).\nThe above-described configurations, according to a fourth aspect of the present invention, may be such that a bottom surface (56 a) of the battery storage unit (56) is an inclined surface inclined obliquely upward toward a rear side of the vehicle body.\nThe above-described configurations, according to a fifth aspect of the present invention, may be such that the article storage unit (55) includes a first bottom surface (55 b) and a second bottom surface (55 c) formed at a position lower than the first bottom surface (55 b), and the second bottom surface (55 c) is provided at a position closer to the corresponding opening portion (68A) than the first bottom surface (55 b) is.\nThe above-described configurations, according to a sixth aspect of the present invention, may be such that the upper surface (61 c) of the first lid (61) is inclined downward toward a front side, and the vehicle body frame (100) includes a cross frame (66) situated above and forward of the upper surface (61 c) and extending in a vehicle width direction.\nThe above-described configurations, according to a seventh aspect of the present invention, may be such that a side loading member (78) on which baggage is capable of being loaded is provided outward of the article loading member (57) in a vehicle width direction, and an upper surface (61 c) of the article loading member (57) and an upper surface (78 c) of the side loading member (78) are formed at a same height.\nThe electric vehicle of the present invention includes a battery serving as a drive source thereof, the battery is stored in the battery storage unit, disposed below the article storage unit, each of the article storage unit and the battery storage unit includes an opening portion open to the outside, and the second lid, configured to cover the opening portion, is formed as a member different from the first lid. Accordingly, baggage stored in the article storage unit can be taken out not only through the first lid but also through the second lid. Moreover, when the second lid is open, not only baggage can be taken in and out of the article storage unit but also the battery can be taken in and out. Hence, an easy-to-use storage structure can be provided. Moreover, the storage capacity can be increased by providing the battery storage unit in addition to the article storage unit.\nAlso, the article loading member, on which baggage is capable of being loaded, may be provided at the upper surface of the first lid, and the first lid in the closed state may be in contact with and supported by the upper surface of the vehicle body frame. Since the first lid can be supported by the vehicle body frame, the amount of baggage that can be loaded on the first lid can be large. Hence, an easy-to-use load structure can be provided.\nAlso, the second lid may include an inner surface continuing to the bottom surface of the battery storage unit in the state where the second lid is open, and the guide portion is provided on the inner surface of the second lid, the guide portion being configured to guide the battery when the battery is taken in and out of the battery storage unit. In this way, it is easier to take in and out the battery, which is heavy. Hence, an easy-to-use structure can be provided.\nAlso, the bottom surface of the battery storage unit may be an inclined surface inclined obliquely upward toward the rear side. Thus, the battery can be slid on the inclined surface and stored into the battery storage unit. In this way, it is easier to store the battery. Hence, a battery storage structure that is easy to use for the driver and a passenger can be provided.\nAlso, the article storage unit may include the first bottom surface and the second bottom surface formed at a position lower than the first bottom surface, and the second bottom surface may be provided at a position closer to the corresponding opening portion than the first bottom surface is. Accordingly, baggage can be easily put on and off the second bottom surface. Also, the structure is such that if the driver or the passenger wants to store baggage by opening the first lid and then take it out by opening the second lid, the driver or the passenger can easily figure out where to place the baggage in order to easily take it out when opening the second lid, since a step is formed between the first bottom surface and the second bottom surface. Hence, an easy-to-use structure can be provided.\nAlso, the upper surface of the first lid may be inclined downward toward the front side, and the vehicle body frame may include the cross frame, situated above and forward of the upper surface of the first lid and extending in the vehicle width direction. Thus, by loading baggage on the upper surface of the first lid and bringing the baggage into contact with the cross frame, the baggage can be positioned. In this way, the baggage can be stable.\nAlso, the side loading member, on which baggage is capable of being loaded, may be provided outward of the article loading member in the vehicle width direction, and the upper surface of the article loading member and the upper surface of the side loading member may be formed at the same height. Accordingly, the load part on which baggage is capable of being loaded further increases in area and thus increases in amount of load accordingly. Also, since no step is present between the article loading member and the side loading member, large baggage can be loaded thereon more stably.\nFor a more complete understanding of the present invention, the reader is referred to the following detailed description section, which should be read in conjunction with the accompanying drawings. Throughout the following detailed description and in the drawings, like numbers refer to like parts.\n FIG. 1 is a left-side view illustrating an electric vehicle in an embodiment of the present invention.\n FIG. 2 is a rear view illustrating the electric vehicle.\n FIG. 3 is a perspective view illustrating the rear of the electric vehicle.\n FIG. 4 is a perspective view illustrating a sub battery and a sub-battery storage case.\n FIG. 5 is a cross-sectional view taken along line V-V in FIG. 1.\n FIG. 6 is a cross-sectional view taken along line VI-VI in FIG. 2.\n FIG. 7 is a cross-sectional view taken along line VII-VII in FIG. 1.\nAn illustrative embodiment of the present invention will be described hereinafter in detail with reference to the accompanying drawings. Throughout this description, relative terms like “upper”, “lower”, “above”, “below”, “front”, “back”, and the like are used in reference to a vantage point of an operator of the vehicle, seated on the driver's seat and facing forward. It should be understood that these terms are used for purposes of illustration, and are not intended to limit the invention.\nIn other words, it may be noted that the directional terms such as front, rear, left, right, upper, and lower in the description are identical to the directions relative to a vehicle body unless otherwise noted. Also, reference signs FR, UP, and LH given in the drawings denote the front, upper, and left sides of the vehicle body, respectively.\n FIG. 1 is a left-side view illustrating an electric vehicle 10 according to an embodiment of the present invention.\nThe electric vehicle 10 includes: a body 11; a pair of left and right front wheels 12 provided at a front section of the body 11; a pair of left and right rear wheels 13 provided at a rear section of the body 11; an electric motor 14 configured to drive the left and right front wheels 12; and a battery 16 configured to drive the electric motor 14.\nThe battery 16 includes a main battery 16A disposed at a lower section of the body 11 and a plurality of sub batteries 16B detachably disposed at the rear section of the body 11.\nThe body 11 includes a front body 17, a cabin 18, and a rear body 19 provided in this order from the front side to the rear side.\nThe front body 17 includes: a pair of left and right front fenders 21 covering the left and right front wheels 12 from above; and a motor compartment 22 provided between the left and right front fenders 21 and housing the electric motor 14. Besides the electric motor 14, the motor compartment 22 houses a PCU (power control unit) 23 configured to control the drive and power generation (regeneration) of the electric motor 14. An opening at the top of the motor compartment 22 is covered by an openable and closable hood 24.\nThe electric vehicle 10 is a front-wheel drive vehicle whose left and right front wheels 12 are driven through a transmission not illustrated upon actuation of the electric motor 14 by electric power from the battery 16. The electric motor 14 serves also as a power generator configured to generate electric power with rotation of the left and right front wheels 12, and the electric power generated by the electric motor 14 charges the battery 16 through the PCU 23.\nEach front fender 21 is provided with a front wheelhouse 36 surrounding the front wheel 12 from the upper side, the rear side, and the inner side in the vehicle width direction. A sub front fender 37 is disposed in proximity to the upper side of the front wheel 12 to cover the front wheel 12 from above.\nThe cabin 18 includes: a pair of left and right annular loop frames 26; a floor panel (not illustrated) provided on lower portions of the loop frames 26 and serving as a floor; and a roof 28 attached to upper end portions of the loop frames 26.\nEach loop frame 26 includes a front pillar 26 a, a rear pillar 26 b, a roof side frame 26 c, and a side sill 26 d integrally with each other. A front frame 30A extends forward from the front pillar 26 a. A rear frame 30B extends rearward from the rear pillar 26 b. \nA windshield 31 is attached to the left and right front pillars 26 a, and a side mirror 32 and a door 33 are attached to an upper portion and a lower portion of each front pillar 26 a, respectively. Each rear pillar 26 b is provided on the rear body 19 side, and a seatbelt support bracket 35 is attached to the rear pillar 26 b, the seatbelt support bracket 35 supporting an end portion of a seatbelt 34 which the driver or a passenger wears.\nThe left and right roof side frames 26 c are sections connecting the upper ends of the left and right front pillars 26 a and the upper ends of the left and right rear pillars 26 b, and the roof 28 is attached thereto. Each side sill 26 d forms a lower end portion of the loop frame 26 and connects the front body 17 and the rear body 19.\nInside the cabin 18, there are provided: an instrument panel 41 situated in front of the driver and the passenger; meters 42 provided on instrument panel 41; a steering wheel 43 disposed to project from the instrument panel 41 toward the driver and the passenger; and a plurality of sheets 44 for the driver and the passenger to sit aligned in the vehicle width direction.\nA pair of left and right rear side panels 47 provided to the rear body 19 are each provided with a rear wheelhouse 38 surrounding the corresponding rear wheel 13 from the upper side, the front side, and the inner side in the vehicle width direction. A sub rear fender 39 is disposed in proximity to the upper side of the rear wheel 13 to cover the rear wheel 13 from above. Also, one of the rear side panels 47 includes a charge port 48 to which to connect an external power source's charge connector to charge the battery 16, and a charge-port lid 49 covering the charge port 48.\nThe rear body 19 includes: an article storage unit 55 configured to store articles; a battery storage unit 56 provided below the article storage unit 55 for storing the sub batteries 16B; and an article loading member 57 provided above the article storage unit 55 for loading articles thereon.\n FIG. 2 is a rear view illustrating the electric vehicle 10.\nThe article storage unit 55 includes a first lid 61 provided openably and closably behind the left and right seats 44, 44 and above the rear frame 30B and a second lid 62 provided openably and closably on a rear panel 63 forming the rear surface of the rear body 19, so that articles can be taken in and out. Specifically, articles can be taken in and out of the article storage unit 55 by opening one or both of the first lid 61 and the second lid 62. In FIG. 2, the first lid 61 is a closed state, and the second lid 62 is an open state.\nThe first lid 61 in the closed state is in contact with and supported by the upper surface of the rear frame 30B. In a rear surface 61 a of the first lid 61, a horizontally elongated recess 61 b is formed on which to place the hand when opening and closing the first lid 61. A high-mount stop lamp 65 formed in a horizontally elongated shape is provided above the recess 61 b. A rear upper cross frame 66 extends in the vehicle width direction and is laid between the left and right loop frames 26, 26. The rear upper cross frame serves as a stopper configured to regulate the maximum opening angle of the first lid 61 in the open state.\nAn upper surface 61 c of the first lid 61 forms the article loading member 57, or a plate-shaped article loading member 57 as a different member is attached to the top of the first lid 61.\nIn its center section in the vehicle width direction, the rear panel 63 is provided with a storage opening portion 68 as openings of the article storage unit 55 and the battery storage unit 56. The second lid 62 is openably and closably provided to cover the storage opening portion 68.\nThe rear panel 63 is also provided with a pair of left and right circular tail lamps 71, 71 on the opposite sides of the storage opening portion 68 in the vehicle width direction, and with a rear bumper 72 below the storage opening portion 68.\n FIG. 3 is a perspective view illustrating the rear of the electric vehicle 10.\nThe battery storage unit 56 with a pair of left and right sub batteries 16B, 16B stored therein is provided below the article storage unit 55. The storage opening portion 68 includes an upper opening 68A as the opening of the article storage unit 55 and a lower opening 68B as the opening of the battery storage unit 56.\nSpecifically, the battery storage unit 56 stores a pair of left and right sub-battery storage cases 75, 75, and the left and right sub-battery storage cases 75, 75 each store a sub battery 16B.\nEach sub battery 16B can be charged in the stored state. Alternatively, each sub battery 16B can be taken out of its sub-battery storage case 75 and charged by an external power source.\nA guiderail 76 extending in the front-rear direction is provided between the left and right sub-battery storage cases 75, 75. The guiderail 76 guides the sub-battery storage cases 75 when they are taken in and out of the battery storage unit 56.\nIn the state where the second lid 62 is open, an inner surface 62 a of the second lid 62 is inclined downward toward the front side. A lid-side guide portion 77 is provided on a center section of the inner surface 62 a in the vehicle width direction.\nWith the inner surface 62 a of the second lid 62 inclined downward toward the front side as described above, the sub batteries 16B, which are heavy objects, can be placed and slid on the inner surface 62 a of the second lid 62, and therefore easily stored into the sub-battery storage cases 75. Moreover, with the lid-side guide portion 77 provided, it is easier to guide the sub batteries 16B into the sub-battery storage cases 75.\nA pair of left and right side loading members 78, 78 are provided by the opposite sides of the first lid 61 in the vehicle width direction, the left and right side loading members 78, 78 being supported by the rear frame 30B. A plurality of protrusions 61 d protruding upward and extending in the front-rear direction are formed on the first lid 61 next to each other in the vehicle width direction. Also, protrusions 78 d protruding upward and extending in the front-rear direction are formed on the side loading members 78 next to the protrusions 61 d in the vehicle width direction.\nThe upper surface 61 c of the first lid 61 (specifically upper surfaces 61 c of the protrusions 61 d) and upper surfaces 78 c, 78 c of the left and right side loading members 78, 78 (specifically upper surfaces 78 c of the protrusions 78 d) are at the same height, and the article loading member 57 and the side loading members 78, 78 form a rear load part 81 longer in the vehicle width direction than in the front-rear direction. A pivot shaft about which the first lid 61 is swung when opened and closed is provided on front portions of the inner side surfaces of the left and right side loading members 78, 78.\n FIG. 4 is a perspective view illustrating one of the sub batteries 16B and its sub-battery storage case 75.\nEach sub battery 16B includes a plurality of battery cells connected in series and housed in a battery case 85 that has a vertically thin flat box shape. A handle 87 to be grabbed by the hand is provided on one end surface of the sub battery 16B in its longitudinal direction, while a female connector 88 to be electrically connected to the sub-battery storage case 75 side is provided in the other end surface.\nThe outer shape of the sub-battery storage case 75 is a cuboidal box shape. At one of the six surfaces of the cuboid, a case opening 75 a is provided through which the sub battery 16B is inserted as illustrated by the outlined arrow. Also, a male connector 91 is provided at another one of the six surfaces of the cuboid that faces the surface at which the case opening 75 a is provided. The male connector 91 is connected to the PCU 23 (see FIG. 1) through a harness. The male connector 91 includes therein a plurality of terminals projecting into a hollow portion 75 b provided in the sub-battery storage case 75 for inserting the sub battery 16B. The plurality of terminals are inserted into and electrically connected to the female connector 88 of the sub battery 16B, so that the sub battery 16B is connected to the electric motor 14 through the PCU 23 as in the main battery 16A (see FIG. 1).\nThe sub battery 16B can be taken out and used as a power source in a different electric vehicle such as a motorcycle including the sub-battery storage case 75, by storing and connecting the sub battery 16B in and to that sub-battery storage case 75.\n FIG. 5 is a cross-sectional view taken along line V-V in FIG. 1.\nIn FIG. 5, the outline of each of the second lid 62, the upper opening 68A, and the lower opening 68B is illustrated by a phantom line.\nThe rear body 19 includes the article storage unit 55 and the battery storage unit 56, which is provided below and adjacently to the article storage unit 55. The article storage unit 55 and the battery storage unit 56 are provided as different members, and are each made of resin.\nA bottom surface 55 a of the article storage unit 55 includes: a pair of left and right first bottom surfaces 55 b, 55 b provided on outer sides in the vehicle width direction; and a second bottom surface 55 c formed between the left and right first bottom surfaces 55 b, 55 b at a position lower than the first bottom surfaces 55 b. \nA first storage space 95 above the left and right first bottom surfaces 55 b, 55 b can house wide baggage, and such baggage can be taken into and out of the first storage space 95 by opening the first lid 61. Also, a second storage space 96 below the first bottom surfaces 55 b but above the second bottom surface 55 c can store small articles, and such baggage can be taken in and out of the second storage space 96 by opening at least one of the first lid 61 and the second lid 62.\nFurther, since the second bottom surface 55 c is formed at such a position as to be exposed from the upper opening 68A, baggage placed on the second bottom surface 55 c can be easily taken in and out. Furthermore, the structure is such that if, for example, the driver or the passenger wants to store baggage by opening the first lid 61 and then take it out by opening the second lid 62, he or she can easily figure out where to place the baggage in order to easily take it out when opening the second lid 62, since a step is formed between each first bottom surface 55 b and the second bottom surface 55 c. Hence, an easy-to-use structure can be provided.\nIf the driver or the passenger closes the first lid 61 and then loads baggage on the article loading member 57, the driver or the passenger can take out an article in the article storage unit 55 by opening the second lid 62, without having to take the baggage off the article loading member 57. Hence, an easy-to-use structure can be provided.\nThe greatest width of the upper opening 68A of the storage opening portion 68 in the vehicle width direction is less than the width of the second storage space 96 in the vehicle width direction (i.e. the width of the second bottom surface 55 c in the vehicle width direction). Also, a lower edge 68 c of the upper opening 68A is higher than the second bottom surface 55 c. Baggage in the second storage space 96 is less likely to pop out when the second lid 62 is opened, by making the greatest width of the upper opening 68A in the vehicle width direction less than the width of the second storage space 96 in the vehicle width direction and making the lower edge 68 c of the upper opening 68A higher than the second bottom surface 55 c in a rear view as described above.\nThe width of the lower opening 68B of the battery storage unit 56 in the vehicle width direction is substantially equal to the width of the second storage space 96 in the vehicle width direction. A space 98 is formed above the guiderail 76 and between the left and right sub-battery storage cases 75, 75, which are stored in the battery storage unit 56. With the space 98, the inside of the battery storage unit 56 can be ventilated, thereby promoting heat dissipation from the sub batteries 16B.\n FIG. 6 is a cross-sectional view taken along line VI-VI in FIG. 2.\nIn addition to the loop frames 26, the front frame 30A (see FIG. 1), the rear frame 30B, and the rear upper cross frame 66, a vehicle body frame 100, which serves as the skeleton of the electric vehicle 10, includes: a rear lower cross frame 101 laid between the left and right loop frames 26 and disposed in front of and in proximity to the article storage unit 55; a pair of left and right under frames 102 supporting lower portions of the seats 44; and a pair of left and right rear under frames 103 extending from rear end portions of the under frames 102 to the rear body 19 behind them.\nThe article storage unit 55 and the battery storage unit 56 are provided as different members, and the article storage unit 55 is supported on the rear frame 30B while the battery storage unit 56 is supported on the rear under frames 103. The battery storage unit 56 is provided to protrude farther toward the front side than the article storage unit 55, and extends to the proximity of a rear wall 18 a of the cabin 18.\nThe structure of the first lid 61 is such that its upper surface 61 c is inclined downward toward the front side, thereby making it easier to move baggage 105 loaded on the upper face to the rear upper cross frame 66. The baggage 105 is positioned by the rear upper cross frame 66. By restraining the baggage 105 in this state with role or the like, the baggage 105 can be carried stably. The upper surface 61 c is inclined with respect to a horizontal line 110 at the inclination angle of θ1. A rear end portion of the first lid 61 in the closed state is in contact with and supported by the upper surface of the rear frame 30B. Such arrangement can further increase the allowable maximum load weight of the article loading member 57.\nA bottom surface 56 a of the battery storage unit 56 is inclined downward toward the front side, and the inner surface 62 a of the second lid 62 in the open state is likewise inclined downward toward the front side. The bottom surface 56 a inclined with respect to the horizontal line 110 at the inclination angle of θ2, and the inclination angle of the inner surface 62 a of the second lid 62 is also substantially equal to the inclination angle θ2. The inclination angle θ2 is greater than the inclination angle θ1 of the upper surface 61 c of the first lid 61.\nIn the battery storage unit 56, a partition plate 56 b is provided which vertically partitions a front portion of the inside of the battery storage unit 56, and a charger 111 is provided on the partition plate 56 b. \nThe charger 111 is connected to the male connector 91 of each sub-battery storage case 75 through a harness. The charger 111 includes an extension cord with a plug to be connected to a socket of a commercial power source serving as an external power source.\nThe second lid 62 includes a hinge with which to open and close the second lid 62, on the rear panel 63 below the lower opening 68B.\n FIG. 7 is a cross-sectional view taken along line VII-VII in FIG. 1.\nIn a plan view, the article storage unit 55 is disposed in a space 113 surrounded by the rear frame 30B and the rear lower cross frame 101.\nThe first bottom surfaces 55 b are each formed in a substantially rectangular shape longer in the front-rear direction. The second bottom surface 55 c is formed in a rectangular shape longer in the vehicle width direction, and is situated in front of the upper opening 68A.\nThe article storage unit 55 includes the bottom surface 55 a, and a front surface 55 d, left and right side surfaces 55 e, 55 e, and a rear surface 55 f rising from the front edge, the opposite side edges, and the rear edge of the bottom surface 55 a, respectively.\nThe front surface 55 d rises from the front edge of each of the first bottom surfaces 55 b and the second bottom surface 55 c. The side surfaces 55 e rise from side edges of the first bottom surfaces 55 b. The rear surface 55 f includes an opening-side rear surface 55 g formed above the upper opening 68A, and side rear surfaces 55 h rising from the rear edge of the second bottom surface 55 c. \nEach side rear surface 55 h is a portion provided outward of the upper opening 68A in the vehicle width direction, and includes a first front wall surface 55 j facing forward, an inner wall surface 55 k facing inward in the vehicle width direction, and a second front wall surface 55 m situated rearward of the first front wall surface 55 j and facing forward. The first front wall surface 55 j and the second front wall surface 55 m regulate rearward movement of baggage loaded on the first bottom surface 55 b. \nIn the plan view, the second lid 62 in the open state is formed in a substantially trapezoidal shape which gradually tapers toward the rear side of the vehicle.\nAs illustrated in FIG. 3 and FIG. 6 above, in the rear structure for the electric vehicle 10, including, at the rear of the vehicle body, the article storage unit 55, supported on the vehicle body frame 100 (specifically the rear frame 30B), and the first lid 61, configured to cover the article storage unit 55 from above, the electric vehicle 10 includes the sub batteries 16B as a battery serving as a drive source thereof, each of the sub batteries 16B is stored in the battery storage unit 56, disposed below the article storage unit 55, the article storage unit 55 and the battery storage unit 56 includes the upper opening 68A and the lower opening 68B, respectively, as an opening portion open to the outside (specifically the rear side of the vehicle), and the second lid 62, configured to cover the upper opening 68A and the lower opening 68B, is formed as a member different from the first lid 61.\nWith such configuration, baggage stored in the article storage unit 55 can be taken out not only by opening the first lid 61 but also by opening the second lid 62. Also, baggage can be stored into the article storage unit 55 not only by opening the first lid 61 but also by opening the second lid 62. Moreover, when the second lid 62 is open, not only baggage can be taken in and out of the article storage unit 55 but also the sub batteries 16B can be taken in and out. Hence, an easy-to-use storage structure can be provided. Moreover, the storage capacity can be increased by providing the battery storage unit 56 in addition to the article storage unit 55.\nAlso, as illustrated in FIG. 6, the article loading member 57, on which baggage is capable of being loaded, is provided at the upper surface 61 c of the first lid 61, and the first lid 61 in the closed state is in contact with and supported by the upper surface of the vehicle body frame 100 (specifically the rear frame 30B). Since the first lid 61 can be supported by the vehicle body frame 100, the amount of baggage that can be loaded on the first lid 61 can be large. Hence, an easy-to-use load structure can be provided.\nAlso, as illustrated in FIG | In a rear structure for an electric vehicle including, at the rear of the vehicle body, an article storage unit supported on a rear frame, and a first lid configured to cover the article storage unit from above, the electric vehicle includes sub batteries serving as a drive source thereof, the sub batteries are stored in a battery storage unit disposed below the article storage unit, the article storage unit and the battery storage unit include an upper opening and a lower opening, respectively, which are open to the rear side of the vehicle, and a second lid configured to cover the upper opening and the lower opening is formed as a member different from the first lid. Such a rear structure for a vehicle is easy to use, and allows many articles be loaded on the article storage unit and be stored therein. | US:15/290,646 | https://patentimages.storage.googleapis.com/73/e8/76/778c744a1db679/US9956860.pdf | US:9956860 | Ayumu Tsuji | Honda Motor Co Ltd | US:3690397, JP:2002130894:A, US:6641201, US:20100159317:A1, US:20120043773:A1, US:20120048903:A1, US:8973691, US:20130087591:A1 | 2018-05-01 | 2018-05-01 | 1. A rear structure for an electric vehicle,\nsaid electric vehicle comprising a vehicle body frame; a battery which serves as a drive source for the vehicle; a battery storage unit; and a second lid,\nsaid rear structure comprising\nan article storage unit supported on the vehicle body frame at a rear of a vehicle body; and\na first lid configured to cover the article storage unit from above; and\nwherein:\nthe battery is stored in the battery storage unit disposed below the article storage unit;\neach of the article storage unit and the battery storage unit includes an opening portion which is selectively openable to an outside;\nthe second lid is configured to cover the opening portions of the article storage unit and the battery storage unit;\nthe second lid is formed separately from the first lid;\nthe second lid includes an inner surface continuing to a bottom surface of the battery storage unit in a state where the second lid is open; and\na guide portion is provided on the inner surface of the second lid, the guide portion being configured to guide the battery when the battery is taken in and out of the battery storage unit.\n, said electric vehicle comprising a vehicle body frame; a battery which serves as a drive source for the vehicle; a battery storage unit; and a second lid,, said rear structure comprising, an article storage unit supported on the vehicle body frame at a rear of a vehicle body; and, a first lid configured to cover the article storage unit from above; and, wherein:, the battery is stored in the battery storage unit disposed below the article storage unit;, each of the article storage unit and the battery storage unit includes an opening portion which is selectively openable to an outside;, the second lid is configured to cover the opening portions of the article storage unit and the battery storage unit;, the second lid is formed separately from the first lid;, the second lid includes an inner surface continuing to a bottom surface of the battery storage unit in a state where the second lid is open; and, a guide portion is provided on the inner surface of the second lid, the guide portion being configured to guide the battery when the battery is taken in and out of the battery storage unit., 2. The rear structure for an electric vehicle according to claim 1,\nwherein first lid comprises an article loading member provided on an upper surface thereof, said article loading member configured to receive baggage for loading; and\nthe first lid in a closed state thereof is in contact with and supported by an upper surface of the vehicle body frame.\n, wherein first lid comprises an article loading member provided on an upper surface thereof, said article loading member configured to receive baggage for loading; and, the first lid in a closed state thereof is in contact with and supported by an upper surface of the vehicle body frame., 3. The rear structure for an electric vehicle according to claim 2, wherein a bottom surface of the battery storage unit is an inclined surface inclined obliquely upward towards a rear side of the vehicle body., 4. The rear structure for an electric vehicle according to claim 2,\nwherein the article storage unit includes a first bottom surface and a second bottom surface formed at a position lower than a position of the first bottom surface; and\nthe second bottom surface is provided at a position closer to the corresponding opening portion than the position of the first bottom surface.\n, wherein the article storage unit includes a first bottom surface and a second bottom surface formed at a position lower than a position of the first bottom surface; and, the second bottom surface is provided at a position closer to the corresponding opening portion than the position of the first bottom surface., 5. The rear structure for an electric vehicle according to claim 2,\nwherein:\nthe upper surface of the first lid is inclined downward toward a front side of the vehicle body; and\nthe vehicle body frame includes a cross frame situated above and forward of the upper surface of the first lid, said cross frame being extending in a vehicle width direction.\n, wherein:, the upper surface of the first lid is inclined downward toward a front side of the vehicle body; and, the vehicle body frame includes a cross frame situated above and forward of the upper surface of the first lid, said cross frame being extending in a vehicle width direction., 6. The rear structure for an electric vehicle according to claim 5,\nfurther comprising a side loading member which is configured to receive baggage for loading, said side loading member being provided outward of the article loading member in a vehicle width direction, and\nwherein an upper surface of the article loading member and an upper surface of the side loading member are formed at a same height.\n, further comprising a side loading member which is configured to receive baggage for loading, said side loading member being provided outward of the article loading member in a vehicle width direction, and, wherein an upper surface of the article loading member and an upper surface of the side loading member are formed at a same height., 7. The rear structure for an electric vehicle according to claim 2,\nfurther comprising a side loading member which is configured to receive baggage for loading, said side loading member being provided outward of the article loading member in a vehicle width direction, and\nwherein an upper surface of the article loading member and an upper surface of the side loading member are formed at a same height.\n, further comprising a side loading member which is configured to receive baggage for loading, said side loading member being provided outward of the article loading member in a vehicle width direction, and, wherein an upper surface of the article loading member and an upper surface of the side loading member are formed at a same height., 8. The rear structure for an electric vehicle according to claim 1, wherein a bottom surface of the battery storage unit is an inclined surface inclined obliquely upward towards a rear side of the vehicle body., 9. The rear structure for an electric vehicle according to claim 8,\nwherein the article storage unit includes a first bottom surface and a second bottom surface formed at a position lower than a position of the first bottom surface; and\nthe second bottom surface is provided at a position closer to the corresponding opening portion than the position of the first bottom surface.\n, wherein the article storage unit includes a first bottom surface and a second bottom surface formed at a position lower than a position of the first bottom surface; and, the second bottom surface is provided at a position closer to the corresponding opening portion than the position of the first bottom surface., 10. The rear structure for an electric vehicle according to claim 8,\nwherein:\nthe upper surface of the first lid is inclined downward toward a front side of the vehicle body; and\nthe vehicle body frame includes a cross frame situated above and forward of the upper surface of the first lid, said cross frame being extending in a vehicle width direction.\n, wherein:, the upper surface of the first lid is inclined downward toward a front side of the vehicle body; and, the vehicle body frame includes a cross frame situated above and forward of the upper surface of the first lid, said cross frame being extending in a vehicle width direction., 11. The rear structure for an electric vehicle according to claim 8,\nfurther comprising a side loading member which is configured to receive baggage for loading, said side loading member being provided outward of the article loading member in a vehicle width direction, and\nwherein an upper surface of the article loading member and an upper surface of the side loading member are formed at a same height.\n, further comprising a side loading member which is configured to receive baggage for loading, said side loading member being provided outward of the article loading member in a vehicle width direction, and, wherein an upper surface of the article loading member and an upper surface of the side loading member are formed at a same height., 12. The rear structure for an electric vehicle according to claim 1,\nwherein the article storage unit includes a first bottom surface and a second bottom surface formed at a position lower than a position of the first bottom surface; and\nthe second bottom surface is provided at a position closer to the corresponding opening portion than the position of the first bottom surface.\n, wherein the article storage unit includes a first bottom surface and a second bottom surface formed at a position lower than a position of the first bottom surface; and, the second bottom surface is provided at a position closer to the corresponding opening portion than the position of the first bottom surface., 13. The rear structure for an electric vehicle according to claim 12,\nwherein:\nthe upper surface of the first lid is inclined downward toward a front side of the vehicle body; and\nthe vehicle body frame includes a cross frame situated above and forward of the upper surface of the first lid, said cross frame being extending in a vehicle width direction.\n, wherein:, the upper surface of the first lid is inclined downward toward a front side of the vehicle body; and, the vehicle body frame includes a cross frame situated above and forward of the upper surface of the first lid, said cross frame being extending in a vehicle width direction., 14. The rear structure for an electric vehicle according to claim 12,\nfurther comprising a side loading member which is configured to receive baggage for loading, said side loading member being provided outward of the article loading member in a vehicle width direction, and\nwherein an upper surface of the article loading member and an upper surface of the side loading member are formed at a same height.\n, further comprising a side loading member which is configured to receive baggage for loading, said side loading member being provided outward of the article loading member in a vehicle width direction, and, wherein an upper surface of the article loading member and an upper surface of the side loading member are formed at a same height., 15. The rear structure for an electric vehicle according to claim 1,\nwherein:\nthe upper surface of the first lid is inclined downward toward a front side of the vehicle body; and\nthe vehicle body frame includes a cross frame situated above and forward of the upper surface of the first lid, said cross frame being extending in a vehicle width direction.\n, wherein:, the upper surface of the first lid is inclined downward toward a front side of the vehicle body; and, the vehicle body frame includes a cross frame situated above and forward of the upper surface of the first lid, said cross frame being extending in a vehicle width direction., 16. The rear structure for an electric vehicle according to claim 1,\nfurther comprising a side loading member which is configured to receive baggage for loading, said side loading member being provided outward of the article loading member in a vehicle width direction, and\nwherein an upper surface of the article loading member and an upper surface of the side loading member are formed at a same height.\n, further comprising a side loading member which is configured to receive baggage for loading, said side loading member being provided outward of the article loading member in a vehicle width direction, and, wherein an upper surface of the article loading member and an upper surface of the side loading member are formed at a same height. | US | United States | Active | B | True |
| 48 | Scalable intelligent power supply system and method \n | US9059447B2 | This patent application claims priority of provisional application Ser. No. 60/771,771 filed Feb. 9, 2006 and provisional application Ser. No. 60/781,959 filed Mar. 12, 2006. A related patent application was filed in the United States Patent and Trademark Office on Feb. 8, 2007 as Ser. No. 11/672,853. A related patent application was filed in the United States Patent and Trademark Office on Feb. 8, 2007 as Ser. No. 11/672,957. A related PCT application was filed Feb. 9, 2007 as PCT/US07/61928.\nThe field of invention is in the field of intelligent power supply systems having multiple alternating and direct current inputs and outputs and rechargeable, interchangeable backup energy sources. Additionally, the invention is in the field of interchangeable battery powered electric vehicle management systems which include rechargeable, swap-able and replaceable battery packs at electric vehicle refueling stations.\nU.S. Pat. No. 6,465,986 B1 issued Oct. 15, 2002 discloses battery interconnection networks electrically connected to one another to provide a three-dimensional network of batteries. Each of the interconnection networks comprises a battery interconnection network having a plurality of individual component batteries configured with compound series parallel connections. A plurality of rows of individual component batteries are connected in parallel. A plurality of columns of individual component batteries are interconnected with the plurality of rows with each column having a plurality of individual component batteries connected in series with an adjacent individual component battery in the same column and electrically connected in parallel with an adjacent individual component battery in the same row.\nMcDowell Research Corporation of Waco, Tex. produces a Briefcase Power System for powering transceivers with an advertised DC input range of 11 to 36 VDC and an AC input range of 95 to 270 VAC at 47 to 440 Hz. No outputs are specified in the advertisement at www.mcdowellresearch.com.\nAutomated Business Power, Inc. of Gaithersburg, Md. produces an Uninterruptible Power Supply Transceiver Power Unit with advertised DC input range of 9 to 36 VDC and AC input range of 85 to 270 VAC at 47 to 440 Hz. Two outputs are specified both at 26.5 VDC, one at 5.25 A and one called auxiliary at 1 A. Battery chemistry is not specified in the advertisement at www.abpco.com, but indications are given that non-compatible battery types including primary Lithium battery (BA-5590/U), NiCd (BB-590/U), NiMH (BB-390 A/U) or any other non-compatible type shall not be useable.\nThere is a need for a light-weight intelligent energy system for use in a variety of applications including for use in energy supply systems for homeland defense, military, industrial and residential use. There is also a need for light-weight energy systems including battery systems for use in vehicles, cars, trucks, military vehicles and the like which can be refueled by swapping individual batteries or groups of batteries at energy filling stations much like the typical gas stations.\nThe circuitry and control methodology described herein is applicable to use of modular energy supply systems in automobiles. For instance, the control methodology described herein may be used in connection with Lithium ion batteries used in an automobile. In this way, the batteries may be removed from the automobile and recharged at a service station and then replaced into the vehicle fully charged. The batteries may be separately removed from the automobile or they may be removed in groups. The invention as taught and described herein enables the evaluation of individual batteries and the evaluation of the energy remaining in the batteries at the time they are swapped out (exchanged) for fully charged batteries. In this way a motorist can effectively refuel his or her vehicle and proceed on his or her way without worrying about stopping to charge the batteries which is time consuming as the recharge time for Lithium ion batteries is considerable. Having the ability to quickly swap the batteries in a Lithium ion car enables the driver to get credit for the energy in his “gas” tank. In reality the teachings of the instant invention enable the driver to effectively have an “energy tank” as compared to a “gas tank.”\nA power supply is disclosed which includes multiple alternating current and direct current inputs and outputs. One of the inputs is a back-up energy source which is carried on board within the power supply. The back-up energy source may be batteries or fuel cells. An enclosure used to house the power supply is expandable to include additional battery racks each housed within an individual frame of the enclosure. A power supply may also be expanded by interconnecting separate enclosures with the use of appropriate cables.\nThe power supply is microprocessor controlled based on the status (voltage, current and temperature) of the inputs including the status of the back-up energy source, the status of converters and internal buses, and the status of the outputs. The microprocessor manages the back-up energy source and the overall operation of the power supply by selectively coupling system inputs, buses and outputs. Where power sources are combined in an “or” relationship, diodes or their equivalents are used to prohibit undesirable current flows. MOSFET based switches or their equivalents controlled by the microprocessor are used extensively in the selective coupling of the system inputs, buses and outputs.\nThe power supply disclosed herein resides in one or more weatherproof enclosures housing a battery rack having a plurality of batteries in at least one frame portion. First and second fastening bars are affixed to the frame portion. First and second connecting rods are attached to the first and second fastening bars and extend therefrom; the battery rack includes a frame fastener and first and second fastening bars interconnect with the frame fastener to secure the battery rack to the frame. A rearward portion of the frame includes an electrical motherboard mounted thereon. A front door portion of the frame may include one or more vents and fans.\nAlternatively, the power supply is mounted in an enclosure which includes a plurality of frame portions connected to one another via robust hinges and latches with weatherproof gasketing along the entire frame to frame interface surfaces. A plurality of battery racks reside within the power supply with one rack residing in each frame and being secured thereto. Since the frames are hinged together they may be separated from each other for maintenance. Additional frames may be added to allow greater power levels or extended operating time or both. Likewise one or more frames may be removed if the power level or operating time they represent becomes superfluous. Each rack includes a plurality of batteries in electrical communication with a motherboard which resides in the rearward-most portion of the plurality of frame portions hinged together. The front-most frame is a front door portion which includes vents and fans to cool the batteries and electronics of the power supply. Other relative positions of frame modules are possible and anticipated. For instance, vents and fans may be positioned in the rearward-most frame. The front-most frame may contain the motherboard. Alternatively, an intermediate frame may contain the motherboard and rearward-most and front-most frames could both contain fans and/or vents.\nA process for servicing the embodiment of the power supply which includes a plurality of frame portions hinged together (with each frame securing an arrayed rack of batteries) includes the steps of: unlocking the latch side of a frame from the next adjacent frame; and, rotating the next adjacent frame about its hinged side to expose the frame to be serviced. The next adjacent frame may be the rearward-most frame which includes the motherboard for controlling each rack containing a plurality of arrayed batteries. The next adjacent frame may be any frame intermediate the rearward-most frame and the front-most frame. Each frame may be separated from the next adjacent frame as the frames are hinged together. Removal of the hinge pin from the hinge may accomplish the separation of the frames, or removal of fasteners retaining flanges associated with the hinges to a frame may perform the separation, or other logical means of disconnecting framed, door-like, hinge connected modules from one another may be employed.\nAlternatively, the above described frame portions may be separately enclosed and interconnected as required using appropriate weatherproof cable assemblies. A rack for housing a plurality of removable cartridge batteries includes a plurality of shelves arranged in a stack type relationship. The stack includes a bottom shelf and a top shelf. Intermediate shelves residing between the bottom shelf and the top shelf are vertically spaced apart from each other. The shelves include a plurality of bores therethrough with interconnecting rods extending vertically through the bores in the shelves. A plurality of hollow spacing tubes (spacers) reside concentrically around the plurality of interconnecting rods and intermediate each of the shelves spacing them apart. Fasteners, such as nuts, are affixed to the interconnecting rods beneath the bottom shelf and above the top shelf. Other techniques of construction are also contemplated wherein the spatial relationship of the shelves and overall ruggedness of the structure is maintained comparable to the above described connecting rod and spacing tube construction technique. These other techniques may include formed sheet metal components welded together or connected by fasteners to form a superstructure into which the shelf elements may be placed and securely retained by features of the engagement between the sheet metal and shelf elements (snap together construction) or by additional fasteners or other adhesive techniques.\nEach of the removable cartridge type batteries includes a first electrical contact and a second electrical contact. The removable cartridge type batteries may be removable cordless tool batteries. Each shelf contains one or more battery docking locations. Each docking location includes a first electrical connector which matingly engages the first electrical contact of the battery and a second electrical connector which matingly engages the second electrical contact. First and second wires are affixed to the first and second electrical connectors and are routed to a battery interface circuit. Additional contacts and corresponding electrical contacts may be present upon batteries and docking locations.\nAlternatively, the shelves may include battery interface circuits in the form of printed circuits thereon. Each shelf includes a connector for communication with another board, typically a rack common board which in turn connects typically to the aforementioned motherboard. In this example the first and second connectors engage and are electrically connected to appropriate points of each respective printed circuit.\nThe power supply includes a programmable microprocessor for managing inputs, internal components and outputs based on continuously sampled and processed voltage, current and temperature measurements. An alternating current input source is selectively coupled to an AC/DC converter which, in turn, is selectively coupled with an intermediate DC bus and/or a second DC bus and/or a third DC bus. First, second, and third direct current input sources are selectively coupled with the intermediate DC bus and/or the first DC bus and/or the second DC bus and/or the third DC bus. The intermediate DC bus is selectively coupled with a first DC output and/or a DC/AC inverter and/or a third DC/DC converter.\nThe third DC/DC converter is coupled to a second DC output and a third DC output. The first DC bus is coupled to a first DC/DC converter which, in turn, is selectively coupled to the intermediate DC bus and/or the third DC bus and/or a DC charge bus.\nThe second DC bus is coupled to a second DC/DC converter which, in turn, is selectively coupled to the intermediate DC bus and/or the third DC bus and/or the DC charge bus.\nThe third DC bus is coupled to a fourth DC output and the third DC bus is selectively coupled to a fourth DC/DC converter which, in turn, is coupled to a fifth and sixth direct current output. The charge bus is coupled to the third direct current input source. The third direct current input source is the battery back-up current source containing literally almost any number of individual batteries. Batteries over a wide range of inputs from 10 to 40 VDC will be used. However, it is specifically envisioned that batteries over a wider range such as 1.5 VDC up to hundreds of volts direct current may be used provided appropriate circuit element adaptations are made such as utilizing switches rated for the voltage ranges being switched.\nAs previously stated, the power supply includes a microprocessor and the third direct current input source includes a nearly limitless plurality of removable cartridge battery packs. Each of the removable cartridge battery packs is selectively connected or disconnected with a battery bus interconnected with a load. Each of the removable cartridge battery packs is also selectively connected or disconnected with a charge bus.\nOne exemplary algorithm for operation of the plurality of batteries is as follows. The microprocessor selectively connects a first portion of the plurality of removable cartridge battery packs with the battery bus. The microprocessor selectively connects a second portion of the plurality of removable cartridge battery packs with the charge bus. The microprocessor selectively connects a third portion of the plurality of removable cartridge battery packs with both the battery bus and the charge bus. The microprocessor selectively disconnects a fourth portion of the plurality of removable cartridge packs from both the charge bus and the battery bus.\nThe first, second, third and fourth portions of the plurality of removable cartridge battery packs may include one, more than one, all, or none of the plurality of removable cartridge battery packs. The plurality of removable cartridge battery packs may include batteries having different nominal voltages. “Nominal voltage” as used herein means the voltage across a fully charged battery, namely, the open circuit voltage.\nOne exemplary process for operating a power supply having a plurality of battery packs is disclosed and includes the steps of: monitoring the battery bus output branch associated with each of the selected battery packs and measuring the voltages thereon while supplying a load which includes a direct current to direct current step up converter; monitoring the battery bus output branch associated with each of the selected battery packs and measuring the voltages thereon while disconnected from the load; comparing the unloaded and loaded voltages of each respective battery selected for operation and connection to the load; and, identifying battery packs to be charged depending on the comparison of the unloaded and loaded voltages on each of the respective battery bus output branch(es). The process can also include the step of charging the identified battery packs. Still additionally, the process can include the step of charging the identified battery packs at a voltage higher than the nominal voltage of each of the battery packs.\nThe battery back-up direct current input can be virtually limitless in size. Multiple frames can house multiple racks of back-up batteries. The back-up batteries are expected to be in the range of 10 VDC to 40 VDC. Commercially available cordless tool batteries are in this range. Therefore, the power supply disclosed and claimed herein includes a microprocessor and up to K batteries in parallel, where K is any positive integer. I disclose battery arrays having 20 Li-Ion batteries per rack. In the 20 battery per rack example each battery has a nominal unloaded voltage of 18 VDC. Each battery has a battery interface circuit which switchably interconnects each battery with up to N loads where N is any positive integer. Each battery is switchably connected (through the battery interface circuit) with the charge bus. The back-up batteries are connected in parallel and may be removed for use in another application such as in another power supply or in a cordless tool, other cordless appliance, vehicle, or other backup energy application. A monitor bus is also switchably interconnected by the battery interface circuit of each battery and may monitor up to K batteries. Lastly, a sense resistor bus switchably interconnects with up to K batteries. The microprocessor directs power into and out of each described bus controlling up to K battery connections with up to N load, charge, monitor, and sense buses.\nThe microprocessor also prioritizes up to N loads and disconnects the loads in a prescribed order as to their relative importance at prescribed levels or remaining energy as remaining backup energy diminishes through periods of continuing operation.\nAnother embodiment of the power supply includes a plurality of hot-swappable removable cartridge battery packs in parallel interconnected with either a DC-AC inverter or with a DC-DC converter which in turn leads to the DC-AC inverter after the DC voltage is appropriately modified. Usually this modification will involve a step-up of the voltage. The DC-AC inverter provides an AC output. The removable cartridge battery packs are arranged in parallel with each other and include a common battery bus for communicating power to the DC-AC inverter. Each of the battery packs includes an output and a diode or equivalent circuit substituting the diode function arranged in series with the output of the battery pack communicating power to the common battery bus. It should be noted that alternative circuit implementations are possible and contemplated.\nThe AC-DC input is fed to an AC-DC converter and then is ored together with the output of the DC-DC converter. Alternatively, the output of the AC-DC converter could be ored together with the common battery bus if no modification of the common battery bus DC voltage is desired.\nThe output of the AC-DC converter is interconnected in series with a diode and said common battery bus is interconnected in series with a diode and the diodes are interconnected in an oring fashion. In this fashion the diodes or equivalent circuits protect the common battery bus and/or the DC-DC converter and/or the AC-DC converter from back fed current. The diodes are commonly joined in a bus which is interconnected with the DC-AC inverter.\nThe conceptual management hierarchy of the power supply system is disclosed herein. Using this hierarchical arrangement the network management user may access the status and control parameters for all subsystems under a particular gateway. Information is shown for the batteries (energy subsystems and energy modules), inputs, converters, and outputs (power conversion and control units), and gateway. All aspects of the underlying power supply status and operation may be monitored and controlled by the user via this network. Up to P power conversion and control units may be (where P is a positive integer) connected for management purposes to each gateway. Similarly, up to S energy subsystems (where S is a positive integer) may be connected for management purposes to each power conversion and control unit. Up to M energy modules (where M is a positive integer) may be connected for management purposes to each energy subsystem. Energy modules include but are not limited to lithium ion based batteries.\nBy virtue of this hierarchical arrangement the power supply user may configure and control a power supply systems under a particular gateway. For example, one such physical arrangement may be a gateway unit connected to at least one power conversion and control unit which in turn is connected to at least one energy subsystem which in turn is connected to at least one energy module. As long as at least one energy subsystem having at least one energy module is connected to a power conversion and control unit, the power conversion and control unit may continue to operate provide power and management control to the user.\nIt is an object of the invention to provide a power supply wherein at least one input is a back-up energy source and wherein the back-up energy source is rechargeable within the battery rack, is rechargeable within the rack but with the rack removed from the power supply, or is rechargeable when removed from the rack and from the power supply.\nIt is an object of the invention to provide a power supply wherein a back-up energy source includes a rack of individually controlled and rechargeable removable cartridge type energy packs.\nIt is an object of the invention to provide a power supply wherein removable cartridge type energy packs are batteries.\nIt is an object of the invention to provide a power supply wherein removable cartridge type energy packs are batteries at different voltages.\nIt is an object of the invention to provide a power supply capable of receiving I (where I is a positive integer) AC or DC inputs and controlling, measuring, sensing, charging and converting those inputs.\nIt is an object of the invention to provide a power supply capable of supplying Q (where Q is a positive integer) AC or DC outputs and controlling, measuring, and sensing, those outputs.\nIt is an object of the invention to provide a power supply capable of managing I AC or DC inputs and managing Q AC or DC outputs by periodically and continuously sampling and measuring system currents, voltages and temperatures.\nIt is an object of the invention to provide a power supply having I AC or DC inputs wherein at least one of those inputs is back-up energy source which may be a fuel cell rack, an atomic-powered generator rack, a U-Ion battery rack, a NiMH battery rack, a NiCd battery rack, a lead acid battery rack, a Li-Ion polymer battery rack, or an Alkaline battery rack. It is an object to provide a microprocessor controlled intelligent power supply which effectively manages its backup power supply input.\nIt is an object of the present invention to provide a power supply having a DC input from a plurality of removable, hot-swappable, and interchangeable batteries which provide power on a common battery bus to a DC-AC inverter. Alternatively, and additionally, AC power may be supplied to the power supply through an AC-DC converter which is then converted back to AC for purposes of reliability and for the purpose of seamless transition (uninterruptible power supply on-line topology). The output of the DC to AC converter is arranged in a diode oring fashion together with the output from the common battery bus. The diode oring selects the higher voltage in converting from DC to AC power. Further, the common battery bus voltage may be converted by a DC to DC converter intermediate the common battery bus and the diode in series leading to the junction with the output of the AC-DC converter. Use of the DC to DC converter enables use of rechargeable batteries which have a relatively low output voltage. It is an object of the invention, in this example, to provide a power supply which does not require a microprocessor to manage its operations. Rather, this example provides a seamless transition from an AC power input to a DC power input with hot-swappablility of the batteries. The batteries may be cordless tool batteries capable of dual use. Further, the batteries may be Li-Ion or any of the types referred to herein.\nIt is an object of the invention to enable use of batteries in an electric or hybrid automobile such that the batteries may be interchanged and exchanged at a service station.\nIt is an object of the invention to enable the use of electric vehicles by intelligently interchanging the batteries of the vehicles at a service station.\nIt is an object of the invention to enable the use of electric batteries in a vehicle such as a car wherein the electric batteries are interchanged at a service station and credit is given for the energy left in the batteries.\nIt is an object of the invention to enable use of electric vehicles anywhere over long distances at high speeds without lengthy recharge periods as the batteries may be replaced at service stations just as a gasoline powered car is fueled at a gasoline service station.\nIt is an object of the invention to enable electric vehicles having batteries arranged in series or parallel to be interchanged at a service station.\nIt is an object of the invention to enable continuous operation of electric vehicles indefinitely without taking the vehicle out of service to recharge the batteries on board.\nThese and other objects will be best understood when reference is made to the following Brief Description Of The Drawings, Description of the Invention and Claims which follow hereinbelow.\n FIG. 1 is a front perspective view of the intelligent power supply device illustrating a plurality of removable cartridge energy packs in a rack.\n FIG. 1A is a front perspective view of the intelligent power supply device similar to FIG. 1 without the removable cartridge energy packs in the rack.\n FIG. 1B is a front perspective view of the intelligent power supply device without the rack and without the removable cartridge energy packs in the rack.\n FIG. 1C is a front perspective view of the rack illustrated in FIGS. 1 and 1A.\n FIG. 1D is a front view of the rack partially populated with the removable cartridge energy packs in the rack.\n FIG. 1E is a side view of the rack taken along the lines 1E-1E of FIG. 1D.\n FIG. 1F is a side view of the rack taken along the lines 1F-1F of FIG. 1D.\n FIG. 1G is an enlargement of a portion of FIG. 1D illustrating one of the removable cartridge energy packs in the rack.\n FIG. 1H is an enlargement of a portion of FIG. 1F illustrating one of the removable cartridge energy packs in the rack.\n FIG. 1I is an illustration of one of the shelves of the rack having the battery interface circuits on and in the shelf underneath the battery contacts/guides.\n FIG. 1J is a perspective illustration of the removable cartridge energy pack/battery pack illustrated in FIG. 1.\n FIG. 1K is a front view of the removable cartridge energy pack/battery pack illustrated in FIG. 1.\n FIG. 1L is a side view of the removable cartridge energy pack/battery pack illustrated in FIG. 1.\n FIG. 1M is a perspective view of the removable cartridge energy pack/battery pack rack removed from the frame of the intelligent power supply device and stored in the door enabling maintenance on the motherboard in the rear of the device.\n FIG. 1N is a perspective view of a modular intelligent power supply device indicating two frames each holding a removable cartridge energy pack/battery rack, a front cover hinged to one frame and including ventilating fans and ports, and a rear cover hinged to another frame.\n FIG. 2 is a front perspective view of the intelligent power supply device illustrating a plurality of other removable cartridge energy packs in a second rack.\n FIG. 2A is a front perspective view of the intelligent power supply device similar to FIG. 2 without the plurality of the other removable cartridge energy packs in the second rack.\n FIG. 2B is a front perspective view of the second rack illustrated in FIGS. 2 and 2A.\n FIG. 2C is another front perspective view of the second rack illustrated in FIGS. 2 and 2A.\n FIG. 2D is a front view of the second rack partially populated with the removable cartridge energy packs in the second rack.\n FIG. 2E is a side view of the second rack taken along the lines 2E-2E of FIG. 2D.\n FIG. 2F is a side view of the second rack taken along the lines 2F-2F of FIG. 2D.\n FIG. 2G is an enlargement of a portion of FIG. 2D illustrating one of the removable cartridge energy packs in the second rack.\n FIG. 2H is an enlargement of a portion of FIG. 2F illustrating one of the removable cartridge energy packs in the second rack.\n FIG. 2I is a perspective illustration of the removable cartridge energy pack/battery pack illustrated in FIG. 2.\n FIG. 2J is a front view of the removable cartridge energy pack/battery pack illustrated in FIG. 2.\n FIG. 2K is a side view of the removable cartridge energy pack/battery pack illustrated in FIG. 2.\n FIG. 2L is an example of a power supply which includes a three by three battery array mounted in the rack along with receptacles and an on-off switch.\n FIG. 3 is a schematic for controlling, measuring, sensing, charging and converting multiple inputs (energy sources) and multiple outputs (energy loads).\n FIG. 4 is a schematic illustrating: an alternating current input converted to a direct current which is selectively switched to interconnect with a direct current intermediate bus and/or a second direct current bus and/or a third direct current bus; the direct current intermediate bus being selectively interconnected to a direct current to alternating current converter providing an alternating current output and/or the direct current intermediate bus is selectively interconnected to a first direct current output and/or the direct current intermediate bus is selectively interconnected to a third direct current to direct current converter to provide second and third direct current outputs.\n FIG. 4A is a schematic illustrating a first direct current input, a second direct current input and a third direct current input comprising a removable cartridge energy pack rack direct current input, each of which is independently selectively interconnected to the direct current intermediate bus and/or the first direct current bus and/or the second direct current bus and/or the third direct current bus.\n FIG. 4B is a schematic illustrating: the first direct current bus interconnected with the input of a first direct current to direct current converter and the output of the first direct current to direct current converter is selectively connected to the direct current intermediate bus and/or the third direct current bus and/or the direct current charge bus; the second direct current bus is interconnected with the input of a second direct current to direct current converter and the output of the second direct current to direct current converter is selectively interconnected to the direct current intermediate bus and/or the third direct current bus and/or the direct current charge bus.\n FIG. 4C is a schematic illustrating the microprocessor, its power supply and interfaces.\n FIG. 5 is a schematic of one individual microprocessor-controlled interface circuit; each individual interface circuit controls one of the removable cartridge energy packs/battery packs and the selective interconnection with the direct current energy pack/battery pack bus, the charge bus, the energy pack/battery pack monitor bus and/or the energy pack/battery pack information bus.\n FIG. 6 is a schematic illustration for obtaining load and removable cartridge energy pack/battery pack information for use by the microprocessor with the load continuously connected to the removable cartridge energy pack/battery pack and with the load disconnected from the removable cartridge energy pack/battery pack.\n FIG. 7 is a schematic illustrating up to K removable cartridge energy packs/battery packs selectively interconnected with N load buses, a sense resistor bus, a charge bus and a monitor bus.\n FIG. 8 is an illustration of the processing steps used in a configurable power supply control algorithm implemented using a microcontroller.\n FIG. 9A is a representation of intelligent power supplies connected to various loads (wireless routers and associated devices) for the two purposes of supplying power to the loads and interfacing to a network.\n FIG. 9B is a table illustrating computer monitoring and management of the scalable intelligent power supply management system.\n FIG. 10 is a schematic of the 3.3V and 6.6V Power Supplies.\n FIG. 11 is an example of a schematic similar to FIG. 5 of one individual microprocessor-controlled interface circuit for the control of one the removable cartridge energy packs/battery packs and the selective interconnection with the direct current energy pack/battery pack bus, the charge bus, the energy pack/battery pack monitor bus and/or the energy pack/battery pack information bus.\n FIG. 12 is an example of a schematic similar to FIG. 5 of another individual microprocessor-controlled interface circuit.\n FIG. 13 is an example of a schematic similar to FIG. | A scalable intelligent power-supply system and method capable of powering a defined load for a specified period of time is disclosed and claimed. Multiple external AC and DC inputs supply power to the system if available and required. An internal DC input from a back-up energy source is on board. The back-up energy source is scalable by adding additional energy cartridges such as batteries in racks mounted within frames of the system. The AC and DC inputs (including the internal DC input) are controlled, measured, sensed, and converted by circuitry controlled by the microprocessor into multiple AC and/or DC outputs. A microprocessor manages power input to, within, and output from the system. The performance of a Lithium-ion batteries used to power an automobile can be determined on the basis individual battery packs or individual battery cells within the packs. This enables the clusters or groups of Lithium ion batteries to be used in a vehicle such that these clusters operate and function as a “gas” tank or more appropriately as an “energy” tank. | US:14/252,713 | https://patentimages.storage.googleapis.com/8e/b8/a4/9f6584c88d25d3/US9059447.pdf | US:9059447 | Karl F. Scheucher | Individual | US:4158802, US:4795358, US:5521370, US:5583418, US:5191276, US:5461298, US:5478250, US:5344331, US:5306999, US:5744936, US:5542488, US:5346406, US:5758414, US:5612606, US:5594318, US:5847537, US:6361897, US:20010020838:A1, US:20040160214:A1, US:20050274556:A1, US:6987332, US:20060226707:A1, US:20070279852:A1, US:20070107963:A1, US:20100228405:A1 | 2015-06-16 | 2015-06-16 | 1. A battery electric vehicle service station, comprising:\nat least one removable cartridge battery pack, a battery bus, a charge bus, and, a microcontroller, switches between each of said at least one removable cartridge battery pack and each of said battery bus and charge bus, and, said microcontroller selectively connecting or disconnecting each of said at least one removable cartridge battery pack from each of said battery bus and charge bus, by controlling said switches; and, said microcontroller monitoring a battery information bus.\n, at least one removable cartridge battery pack, a battery bus, a charge bus, and, a microcontroller, switches between each of said at least one removable cartridge battery pack and each of said battery bus and charge bus, and, said microcontroller selectively connecting or disconnecting each of said at least one removable cartridge battery pack from each of said battery bus and charge bus, by controlling said switches; and, said microcontroller monitoring a battery information bus., 2. A rack for housing a plurality of batteries, comprising:\nat least one electrical connector which couples to an electric vehicle;\na mechanical connector which couples said rack to said electric vehicle; and,\nsaid electrical connector alternately couples to an electric vehicle station, and wherein said mechanical connector alternately couples said rack to said electric vehicle station.\n, at least one electrical connector which couples to an electric vehicle;, a mechanical connector which couples said rack to said electric vehicle; and,, said electrical connector alternately couples to an electric vehicle station, and wherein said mechanical connector alternately couples said rack to said electric vehicle station. | US | United States | Active | H01M2/1077 | True |
| 49 | Electric vehicle battery enclosure \n | US11251494B2 | This application claims priority to U.S. Provisional application 62/903,709 filed on Sep. 20, 2019. The disclosure of which is included herein by reference in its entirety.\nThe present invention relates generally to battery enclosures for use in electric vehicles. More specifically, it relates to the structures and components that generally make up the enclosure such that the battery for the vehicle is protected from structural damage and prevented from overheating during vehicle operation.\nAutomobile vehicles in general are comprised of many different structural and functional components. In some instances, they may generally be described in relation to a body or cabin, which are designed to enclose the passengers, and the various electrical, mechanical and structural systems, subsystems and components that allow the vehicle to operate. In traditional automobile design, the body and various functional systems and components are inextricably intertwined. For example, mechanical linkages directly interconnect the steering and brake systems between the wheels and the passenger, and elements such as the motor, transmission system, and cooling systems are disposed in a front enclosure that extends upward into the body of the vehicle. Additional structural components may serve to house certain functional elements essential for vehicle operation.\nRecent advances in electric motor and battery technologies have made electric vehicles practical to manufacture. Electric vehicles have a number of advantages over conventional internal combustion vehicles, including the dramatically reduced footprint of the drive train components. Further advancements in signal processing and drive-by-wire technologies means that it is now possible to produce vehicle platforms containing all the necessary functional components of a vehicle. Furthermore, with the advancement of electric vehicles, batter enclosures serve a key element in the overall structure and function of the vehicle. However, despite the potential these advancements represent most electric vehicles being produced today continue to incorporate designs that have been traditionally used in internal combustion engines. This can be particularly true for the framework and layout of many of the features including the drive motors. Electric vehicle batteries pose unique problems for the advancement in vehicles which necessarily require unique solutions.\nMany embodiments are directed to a battery enclosure for use in an electric vehicle. Many embodiments include a battery enclosure that has multiple structural elements forming a basic framework of the enclosure including:\n\n | A battery enclosure for use in an electric vehicle where the structural support members of the battery enclosure are multi-functional and act to provide support for internally positioned batteries as well as provide additional strength to the framework of the electric vehicle. Furthermore, the structural elements can provide impact resistance to prevent unwanted intrusion into the battery enclosure. | US:17/027,626 | https://patentimages.storage.googleapis.com/e6/02/11/1725a948baeeba/US11251494.pdf | US:11251494 | Phillip John Weicker, David Tarlau, Deborah Bourke, Alexi Charbonneau, Daniel McCarron | Canoo Technologies Inc | US:1526481, US:2873994, US:3170682, US:3429566, US:4148505, US:4307865, US:4460215, US:4557500, US:4619466, US:4887841, US:4779917, US:5141209, US:5069306, US:5015545, US:5501289, EP:0770517:A1, US:5807205, US:5827149, EP:0857590:A1, US:6029987, FR:2821046:A1, US:7520355, DE:10154353:A1, EP:1245436:A1, US:20020149490:A1, US:6811169, US:6986401, US:7370886, US:20030037975:A1, US:20030037982:A1, US:20030040828:A1, US:20030040979:A1, US:20030037967:A1, US:20030037974:A1, US:20030038468:A1, US:20030037987:A1, US:20030040827:A1, US:20030038509:A1, US:20030040933:A1, US:7083016, US:20030038469:A1, US:20030037971:A1, US:20030037973:A1, US:20030037427:A1, US:20030037970:A1, US:20030038470:A1, US:20030037972:A1, WO:2003018358:A2, WO:2003018337:A2, WO:2003019309:A1, WO:2003018373:A1, WO:2003018359:A2, AU:2002332561:A1, AU:2002323246:A1, US:20030046802:A1, US:20030047362:A1, US:20030089536:A1, US:20030094318:A1, US:20030094320:A1, US:20030094319:A1, DE:10297133:B4, US:20030116374:A1, CN:1791519:A, US:6889785, US:6923281, US:7373315, US:7360816, CN:100379612:C, US:6938712, US:6710916, US:6712164, US:7303211, US:7292992, US:7275609, US:7104581, US:6726438, US:20030038442:A1, US:6766873, US:20030040977:A1, US:7036848, US:7028791, US:20060061080:A1, US:7000318, DE:10297137:T5, US:20060027406:A1, US:20040189054:A1, US:20030037968:A1, US:6976307, US:6968918, US:20030038467:A1, US:6830117, US:6836943, JP:2005500940:A, US:6843336, US:6845839, US:6959475, US:20050049944:A1, US:6880856, US:6688586, US:6512347, US:20060048994:A1, US:6768932, WO:2003050498:A1, US:20030159866:A1, US:20030164255:A1, US:7597169, US:20030168844:A1, US:20030168267:A1, US:7441615, WO:2003054500:A2, US:6905138, US:7398846, CN:1695050:A, US:7096986, EP:1448969:A1, EP:1446645:A2, US:20030141736:A1, US:6991060, US:20050168016:A1, US:7029017, US:6857498, US:20040066025:A1, US:20040164577:A1, US:20040163859:A1, US:7004502, US:7213673, US:20040129487:A1, US:6923282, US:20040060750:A1, US:20060102398:A1, US:7303033, US:20040069545:A1, US:20040069556:A1, US:6935658, US:7281600, US:20050263332:A1, US:6899194, US:20040163875:A1, US:6948226, US:20040195014:A1, US:6935449, US:20040194313:A1, US:20040194280:A1, US:20050082872:A1, US:7111900, US:20050161981:A1, WO:2005084985:A1, US:20070222251:A1, WO:2006029415:A2, US:7469956, US:20080169671:A1, US:8308148, US:20090058134:A1, US:7681943, US:20090236877:A1, US:8556282, US:20100219721:A1, US:8143766, US:20100219720:A1, US:8253281, US:20100219798:A1, US:7936113, US:20100273411:A1, US:8485543, US:8640806, US:20110212355:A1, US:20110259657:A1, US:8448696, US:9627721, US:20130300138:A1, US:20130088045:A1, US:20120169089:A1, US:20120175899:A1, CN:103183053:A, US:8940425, US:8881883, US:8936265, US:20130341882:A1, US:20140308551:A1, US:9566840, US:20140353937:A1, US:9162546, US:20160164055:A1, US:20150142245:A1, WO:2015151064:A1, US:20150298741:A1, US:10336369, US:9682727, US:9751565, US:20180050606:A1, US:20160318409:A1, JP:2017001441:A, US:20170001507:A1, US:10131381, US:20170001667:A1, US:20170057546:A1, US:9988100, US:9676418, US:20180361819:A1, WO:2017136351:A2, US:20170225714:A1, US:20170225588:A1, US:20170305248:A1, US:20180261899:A1, US:20190131602:A1, WO:2017207125:A1, US:20170369112:A1, US:10632857, US:20180065678:A1, US:20180072131:A1, US:20180097265:A1, US:20180108891:A1, US:20180215245:A1, US:20180229628:A1, US:20180337378:A1, US:20190023321:A1, DE:102018123357:A1, US:20190092113:A1, US:20190135065:A1, US:20190210470:A1, US:10293860, US:20200339197:A1, US:10486513, US:10741809, US:20200079431:A1, DE:102018122854:A1, US:20200156486:A1, DE:102020101867:A1, US:20200369140:A1, WO:2020236913:A1, US:20210122223:A1, US:20200398732:A1, US:20210001924:A1 | 2022-02-15 | 2022-02-15 | 1. A battery enclosure comprising:\na pair of longitudinal side rails each having an elongated body with a forward end and a rear end and with an external side and an internal side, wherein each of the longitudinal side rails forms a portion of a framework of a vehicle, and wherein each of the longitudinal side rails provides structural support to the vehicle;\na forward support element and a rear support element each having an elongated body with opposing ends and disposed laterally between the longitudinal side rails and connected to each of the longitudinal side rails, wherein each of the opposing ends connects to the internal side of a respective one of the longitudinal side rails, wherein the forward support element is disposed at the forward ends and the rear support element is disposed at the rear ends, and wherein the longitudinal side rails and the forward and rear support elements define lateral edges of a sealed space therebetween;\na plurality of lateral support structures having elongated bodies with opposing ends and disposed between the longitudinal side rails wherein each of the longitudinal side rails, forward and rear support elements, and lateral support structures is configured to provide strength to the battery enclosure and to act as a support feature;\none or more longitudinal support members each having an elongated body disposed longitudinally between the longitudinal side rails, the lateral support structures and the one or more longitudinal support members dividing the sealed space into multiple spaces; and\na plurality of individual battery modules removably disposed within the multiple spaces of the sealed space, wherein each of the battery modules is individually connected to one or more of the lateral support elements;\nwherein each longitudinal support member comprises (i) a cross-section that defines a channel configured to receive a connection to at least one of the battery modules and (ii) a ridge, protrusion, or flange configured to engage at least one of the battery modules.\n, a pair of longitudinal side rails each having an elongated body with a forward end and a rear end and with an external side and an internal side, wherein each of the longitudinal side rails forms a portion of a framework of a vehicle, and wherein each of the longitudinal side rails provides structural support to the vehicle;, a forward support element and a rear support element each having an elongated body with opposing ends and disposed laterally between the longitudinal side rails and connected to each of the longitudinal side rails, wherein each of the opposing ends connects to the internal side of a respective one of the longitudinal side rails, wherein the forward support element is disposed at the forward ends and the rear support element is disposed at the rear ends, and wherein the longitudinal side rails and the forward and rear support elements define lateral edges of a sealed space therebetween;, a plurality of lateral support structures having elongated bodies with opposing ends and disposed between the longitudinal side rails wherein each of the longitudinal side rails, forward and rear support elements, and lateral support structures is configured to provide strength to the battery enclosure and to act as a support feature;, one or more longitudinal support members each having an elongated body disposed longitudinally between the longitudinal side rails, the lateral support structures and the one or more longitudinal support members dividing the sealed space into multiple spaces; and, a plurality of individual battery modules removably disposed within the multiple spaces of the sealed space, wherein each of the battery modules is individually connected to one or more of the lateral support elements;, wherein each longitudinal support member comprises (i) a cross-section that defines a channel configured to receive a connection to at least one of the battery modules and (ii) a ridge, protrusion, or flange configured to engage at least one of the battery modules., 2. The battery enclosure of claim 1, wherein:\neach longitudinal support member has a first end and a second end,\nthe first end of each longitudinal support member is connected to a center portion of one of the forward support element or the rear support element, and\nthe second end of each longitudinal support member is connected to a center portion of one of the lateral support structures.\n, each longitudinal support member has a first end and a second end,, the first end of each longitudinal support member is connected to a center portion of one of the forward support element or the rear support element, and, the second end of each longitudinal support member is connected to a center portion of one of the lateral support structures., 3. The battery enclosure of claim 1, further comprising:\na top plate and a bottom plate configured to seal the battery enclosure,\nwherein the top plate is secured to a top portion of each of the longitudinal side rails, the forward and rear support elements, and each of the lateral support structures, and\nwherein the bottom plate is secured to a bottom portion of each of the longitudinal side rails, the forward and rear support elements, and each of the lateral support structures.\n, a top plate and a bottom plate configured to seal the battery enclosure,, wherein the top plate is secured to a top portion of each of the longitudinal side rails, the forward and rear support elements, and each of the lateral support structures, and, wherein the bottom plate is secured to a bottom portion of each of the longitudinal side rails, the forward and rear support elements, and each of the lateral support structures., 4. The battery enclosure of claim 3, wherein the bottom plate comprises a sacrificial impact layer such that an impact to the bottom plate does not damage the bottom plate beyond the sacrificial impact layer., 5. The battery enclosure of claim 4, wherein the bottom plate comprises a plurality of support ridges, each of the support ridges extending inward towards the sealed space, the support ridges configured to engage with and support the battery modules., 6. The battery enclosure of claim 3, wherein the top plate comprises a plurality of connection points disposed on an outer surface., 7. The battery enclosure of claim 1, further comprising:\na plurality of temperature control elements, wherein each of the temperature control elements is disposed between at least two of the battery modules, and wherein the temperature control elements are configured to receive heat energy from the battery modules.\n, a plurality of temperature control elements, wherein each of the temperature control elements is disposed between at least two of the battery modules, and wherein the temperature control elements are configured to receive heat energy from the battery modules., 8. The battery enclosure of claim 7, wherein the temperature control elements are cooling elements., 9. The battery enclosure of claim 7, wherein the temperature control elements are connected to a vehicle temperature control system and are configured to transfer the heat energy to the vehicle temperature control system., 10. The battery enclosure of claim 1, wherein:\nfirst battery modules of the plurality of battery modules are disposed parallel to a longitudinal axis of the framework, and\nsecond battery modules of the plurality of battery modules are disposed perpendicular to the longitudinal axis of the framework.\n, first battery modules of the plurality of battery modules are disposed parallel to a longitudinal axis of the framework, and, second battery modules of the plurality of battery modules are disposed perpendicular to the longitudinal axis of the framework., 11. The battery enclosure of claim 1, further comprising:\na plurality of auxiliary components that are interconnected with the battery modules, the auxiliary components configured to transfer energy from the battery modules to other components of the vehicle.\n, a plurality of auxiliary components that are interconnected with the battery modules, the auxiliary components configured to transfer energy from the battery modules to other components of the vehicle., 12. The battery enclosure of claim 11, wherein the auxiliary components are connected to the battery modules via wire buses., 13. The battery enclosure of claim 12, wherein each of the lateral support structures has at least one opening disposed within the elongated body of the lateral support structure, the at least one opening extending between two external sides of the elongated body of the lateral support structure, the openings of the lateral support structures configured to allow the wire buses to pass through the openings to connect the battery modules and the auxiliary components., 14. The battery enclosure of claim 11, wherein the auxiliary components comprise at least one of: power management devices, cooling elements, and battery disconnects., 15. The battery enclosure of claim 1, further comprising:\na plurality of battery support elements each connected to at least one of: one or more of the longitudinal side rails or one or more of the lateral support structures,\nwherein each of the battery support elements comprises a flange extending inward towards the sealed space and configured to cooperatively engage with at least one of the battery modules.\n, a plurality of battery support elements each connected to at least one of: one or more of the longitudinal side rails or one or more of the lateral support structures,, wherein each of the battery support elements comprises a flange extending inward towards the sealed space and configured to cooperatively engage with at least one of the battery modules., 16. The battery enclosure of claim 1, wherein each of the battery modules is configured to be individually removed and/or replaced., 17. The battery enclosure of claim 1, wherein the longitudinal side rails, the forward and rear support elements, and the lateral support structures form at least part of a vehicle platform that is configured to be connected to a vehicle cabin., 18. The battery enclosure of claim 17, wherein the vehicle platform is an electric vehicle platform., 19. The battery enclosure of claim 18, wherein the electric vehicle platform is a self-contained vehicle platform comprising a drive system and a suspension system integrated within the vehicle platform., 20. An electric vehicle platform comprising:\na sealed battery compartment comprising:\na pair of longitudinal side rails each having an elongated body with a forward end and a rear end and with an external side and an internal side, wherein each of the longitudinal side rails forms a portion of a framework of a vehicle, and wherein each of the longitudinal side rails provides structural support to the vehicle;\na forward support element and a rear support element each having an elongated body with opposing ends and disposed laterally between each of the longitudinal side rails and connected to each of the longitudinal side rails, wherein each of the opposing ends connects to the internal side of a respective one of the longitudinal side rails, wherein the forward support element is disposed at the forward ends and the rear support element is disposed at the rear ends, and wherein the longitudinal side rails and the forward and rear support elements define lateral edges of a sealed space therebetween;\na plurality of lateral support structures having elongated bodies with opposing ends and disposed between the longitudinal side rails, wherein each of the longitudinal side rails, forward and rear support elements, and lateral support structures is configured to provide strength to the sealed battery compartment and to act as a support feature;\none or more longitudinal support members each having an elongated body disposed longitudinally between the longitudinal side rails, the lateral support structures and the one or more longitudinal support members dividing the sealed space into multiple spaces;\n\na plurality of individual battery modules disposed within the multiple spaces of the sealed space, wherein each of the battery modules is individually connected to one or more of the lateral support elements;\nwherein each longitudinal support member comprises (i) a cross-section that defines a channel configured to receive a connection to at least one of the battery modules and (ii) a ridge, protrusion, or flange configured to engage at least one of the battery modules.\n, a sealed battery compartment comprising:\na pair of longitudinal side rails each having an elongated body with a forward end and a rear end and with an external side and an internal side, wherein each of the longitudinal side rails forms a portion of a framework of a vehicle, and wherein each of the longitudinal side rails provides structural support to the vehicle;\na forward support element and a rear support element each having an elongated body with opposing ends and disposed laterally between each of the longitudinal side rails and connected to each of the longitudinal side rails, wherein each of the opposing ends connects to the internal side of a respective one of the longitudinal side rails, wherein the forward support element is disposed at the forward ends and the rear support element is disposed at the rear ends, and wherein the longitudinal side rails and the forward and rear support elements define lateral edges of a sealed space therebetween;\na plurality of lateral support structures having elongated bodies with opposing ends and disposed between the longitudinal side rails, wherein each of the longitudinal side rails, forward and rear support elements, and lateral support structures is configured to provide strength to the sealed battery compartment and to act as a support feature;\none or more longitudinal support members each having an elongated body disposed longitudinally between the longitudinal side rails, the lateral support structures and the one or more longitudinal support members dividing the sealed space into multiple spaces;\n, a pair of longitudinal side rails each having an elongated body with a forward end and a rear end and with an external side and an internal side, wherein each of the longitudinal side rails forms a portion of a framework of a vehicle, and wherein each of the longitudinal side rails provides structural support to the vehicle;, a forward support element and a rear support element each having an elongated body with opposing ends and disposed laterally between each of the longitudinal side rails and connected to each of the longitudinal side rails, wherein each of the opposing ends connects to the internal side of a respective one of the longitudinal side rails, wherein the forward support element is disposed at the forward ends and the rear support element is disposed at the rear ends, and wherein the longitudinal side rails and the forward and rear support elements define lateral edges of a sealed space therebetween;, a plurality of lateral support structures having elongated bodies with opposing ends and disposed between the longitudinal side rails, wherein each of the longitudinal side rails, forward and rear support elements, and lateral support structures is configured to provide strength to the sealed battery compartment and to act as a support feature;, one or more longitudinal support members each having an elongated body disposed longitudinally between the longitudinal side rails, the lateral support structures and the one or more longitudinal support members dividing the sealed space into multiple spaces;, a plurality of individual battery modules disposed within the multiple spaces of the sealed space, wherein each of the battery modules is individually connected to one or more of the lateral support elements;, wherein each longitudinal support member comprises (i) a cross-section that defines a channel configured to receive a connection to at least one of the battery modules and (ii) a ridge, protrusion, or flange configured to engage at least one of the battery modules. | US | United States | Active | H | True |
| 50 | Electric truck \n | US10421345B2 | Applicants claim priority under 35 U.S.C. § 119 of German Application No. 10 2016 116 017.2 filed Aug. 29, 2016 and German Application No. 10 2017 102 064.0 filed Feb. 2, 2017, the disclosures of which are incorporated by reference.\n1. Field of the Invention\nThe invention relates to an electric truck with a chassis, on which a driver's cab with a motor compartment containing an electric motor is disposed in the front region of the electric truck, and in the rear region a cargo body rests on the chassis of the electric truck, wherein the substructure of the cargo body is seated on the vehicle longitudinal beams of the chassis and wherein the body bottom of the cargo body sealing the cargo body on the underside is disposed with spacing above the vehicle longitudinal beams to ensure clearance for a sufficient spring travel.\n2. Description of the Related Art\nSuch electric trucks are known in particular for the inner-city delivery and distribution traffic. For example, such electric trucks are used for mail and parcel delivery. The need for such all-electric-powered small trucks in the range between 3.5 and 7.5 metric tons will grow considerably in the coming years, because many inner cities are exposed, not only due to the fine-dust pollution, nitrogen oxides pollution, especially due to diesel vehicles, but also due to the resulting noise pollution, to considerable impairments and health hazards, and so now even temporary bans on travel are being considered. Compared with the conventional truck traffic with use of combustion engines, electric trucks offer the advantage that the said pollutions are completely nonexistent or at least are banished from the inner-city region. In a first expansion stage, trucks in use at present are either being retrofitted completely with electric-motor drives or else are being equipped as hybrid vehicles with additional electric motors. The results achieved heretofore in this connection are unsatisfactory, because the vehicles are usually too heavy for a permanent electrical operation, the battery capacities available in this connection are too small and, in other respects, especially in the food sector, a considerable additional energy demand for maintenance of the refrigeration exists, but can be met only with difficulty by electric vehicles.\nSuch a truck usually consists of a chassis, on which the driver's cab as well as a body structure for formation of a cargo space are disposed. In detail, the chassis delivered by the manufacturer comprises the driver's cab, the longitudinal beams for support for the cargo body, although it is not part of the chassis, as well as the axles. All further attachments and expansions are then made individually. In this connection, the cargo body is usually not disposed to rest directly on the chassis, but rather is disposed with a distinct spacing above the chassis, in order to provide sufficient spring travel for the wheels of the truck. In the region between the body bottom sealing the cargo body on the underside and the vehicle chassis, a comparatively large-volume and unused space is therefore usually present. Furthermore, the described vehicle substructure is also relevant to weight.\nIn retrofitted vehicles, the batteries necessary for operation of electric trucks are usually disposed in the region in which the fuel tank for the operation of the combustion engine was otherwise mounted. In view of the limited space requirement available in this connection, the battery position selected in this respect is unfavorable. Moreover, the batteries used for powering electric trucks must be equipped with additional safety features, such as crash protection, for example, which in turn requires additional structural measures and in other respects leads to an increased vehicle weight, which in turn must be paid for with an increased energy demand.\nStarting from this prior art, the task underlying the invention is to provide a refrigerated vehicle that is as lightweight as possible, with an optimized utilization of space for the all-electric operation, especially in the inner-city region.\nThe task underlying the invention is accomplished by an electric truck having the features according to the invention. Advantageous improvements of the invention may be inferred from discussion below.\nAccording to one aspect of the invention, a battery housing with at least one integrated battery is disposed in the intermediate space between the vehicle longitudinal beam and the body bottom of the cargo body. This arrangement has firstly the advantage that a sufficient volume for larger battery units is also available in this region. In other respects the arrangement of the battery units in this region has the advantage that the batteries can be disposed uniformly underneath the body bottom and thus a considerable weight is positioned underneath the cargo level of the electric truck, which contributes both to an improvement of the roadholding and of the spring comfort of the truck. In this connection, battery housing and cargo body form a mutually associated unit in such a way that the body bottom of the cargo body is simultaneously the surface of the battery housing. This feature is made possible by the battery housing being adapted to the load transfer necessary in this connection, for example because the battery housing represents a so-called braced vacuum insulation. Accordingly, the battery housing is of at least double-walled construction, with a vacuum-tight shell, which is evacuated. Furthermore, this battery wall is completely filled with a microporous or nanoporous structure. Depending on design of this structure, this filler has more or less loadable bracing function, which in the application presented here ensures that any input forces or moments can be absorbed or dissipated into the chassis, preferably without need for further bracing elements. Therefore it is possible for the upper side of the battery housing to form the body bottom of the cargo body.\nIn alternative configuration, the battery housing may also be disposed between the vehicle longitudinal beams. This arrangement has the advantage of an improved side-impact protection for the battery housing and especially for the battery or batteries received in this housing. Moreover, the center of gravity of the electric truck is lowered and thus the vehicle safety is improved on the whole. In other respects, the space available in connection with the vehicle construction is better utilized.\nThe vacuum insulation of the battery housing achieved in both embodiments has advantages not only in regard to the batteries disposed in the battery housing but at the same time also represents, underneath the body bottom of the cargo body, an efficient thermal insulation, which protects the cargo of the truck from the heat radiation of the pavement, especially in summer. In other respects, the battery housing therefore simultaneously represents a crash-safe shell for the batteries received in the battery housing, and so, against the background of the arrangement of the battery housing above the vehicle longitudinal beams, an extensive side-impact protection is already achieved for the batteries received in the battery housing. If necessary, an additional stone-impact protection, for example in the form of fiber mats, which have stable toughness and/or dimensions, may be disposed underneath the platform of the battery housing.\nThe electric motor necessary for the drive of the electric truck may be disposed either in the front region of the electric truck and/or underneath the driver's cab in a motor compartment provided for the purpose. Alternatively, such an electric truck may also be driven with one or more hub motors known in itself or themselves, which motor or which motors may then be disposed in one or in both vehicle axles of the electric truck, so that in this case additional space is then available in the region of the driver's cab for other applications and accessories of the electric truck.\nIn advantageous configuration, several batteries, preferably three batteries, may be disposed in this battery housing underneath the body bottom, so that the battery housings rest directly on the vehicle longitudinal beams. The use of several separate batteries has the advantage that hereby only individual batteries that have been charged in the meantime must be exchanged if necessary in the region of charging stations, so that the retrofitting time and effort needed in this respect is comparatively small. In other respects, for reasons of economy of weight, batteries adapted to the respective travel distance may also be used, or the total volume available in the battery housing does not have to be completely utilized, and so this possibility represents a contribution to reduction of the weight of the vehicle.\nIn the embodiment in which the battery housing is disposed between the vehicle longitudinal beams, several batteries may likewise be disposed in the battery housing, in which case the battery housing is disposed in such a way between the vehicle longitudinal beams that it projects above and below the vehicle longitudinal beams.\nIn addition, the individual batteries may also be disposed separated from one another by housing partitions. This arrangement is practical in particular when batteries usually operated at different temperature levels are being used.\nIn connection with the embodiment of the electric truck in such a way that several batteries are disposed in the battery housing, it has proved effective to group selected batteries as battery modules as well as to receive the individual batteries and/or the batteries grouped as battery modules interlockingly in one cage each, in order to increase the crash safety of the vehicles.\nFor reasons of economy of weight, the cages are made of lightweight, glass-fiber-reinforced plastic, abbreviated as GFRP. The cages themselves are secured inside the battery housing by adhesive bonding and/or are grouped in a larger cage unit, which in turn is adhesively bonded in the battery housing.\nBoth the larger cage unit and the cages may be additionally secured interlockingly and frictionally with clamping elements braced against the battery housing.\nIn this connection, it has proved to be practical when the battery housing is subdivided into several units, i.e. into several withdrawable units, so that the individual batteries in the respective withdrawable units can be easily inserted, in which case the withdrawable units are advantageously equipped with appropriate plug contacts, so that the inserted batteries can be easily connected via the plug contacts disposed in the battery housing. The subdivision of the battery housing into several withdrawable units separated from one another has the advantage that different battery configurations, for example high-voltage batteries, which can be connected with the drive train of the vehicle, or low-voltage batteries for powering the vehicle electronics of the vehicle, can be used in the individual withdrawable units.\nIn an advantageous improvement of this solution, the separate withdrawable units of the battery housing are respectively equipped with individual plug couplings for connection of the corresponding batteries, in which case the batteries themselves are in turn equipped with corresponding plugs, so that it is technically ensured that the battery applicable for the respective voltage level is also connected in the respectively applicable withdrawable unit, because the plugs provided for this purpose are designed to fit only the respectively corresponding plug couplings.\nIn a further improved embodiment, the battery housing is constructed as an insulating housing with a double wall. For this purpose, a porous, preferably microporous or nanoporous filling material, which is evacuated with formation of an at least slight vacuum, is disposed between the inner and outer wall of the battery housing. Furthermore, the filling material has a bracing function. Accordingly, the battery housing on the whole achieves a braced vacuum insulation.\nThe cargo body itself is likewise advantageously formed as a sandwich element, in such a way that its side walls, top element and/or its liftgate likewise respectively have an inner and an outer wall, between which a braced vacuum insulation is likewise respectively disposed. Thus an efficient thermal insulation is also achieved in this region, which in turn ensures that the energy expenditure for maintaining a constant temperature inside the cargo body, suitable for food transportation, for example, is greatly reduced. In other respects, such braced vacuum insulations can be manufactured with a comparatively light weight expenditure.\nThe liftgate is usually matched, in association with such trucks, to the respective application, so that if necessary the liftgate can be part of the chassis or else even part of the cargo body itself. This variation option also exists in conjunction with the electric trucks according to the invention.\nFor refrigeration of the cargo body, especially the inner face of the cargo body facing the driver's cab of the electric truck is equipped on the inside wall with a refrigerating surface, which permits efficient refrigeration of the cargo body by virtue of its large surface area.\nIn yet another advantageous improvement, the sandwich structure of the cargo body is made completely or partly in lightweight construction, for example of honeycomb or rod elements, wherein the internal honeycomb structure is filled with lightweight nanoporous insulating granules and furthermore the honeycomb structure is lined on both sides with cover panels for formation of the sandwich element. This arrangement in turn also represents a passive measure for maintenance of the temperature desired inside the cargo body, which is paid for with a comparatively small additional weight, which causes only a small additional energy demand, especially in comparison with the reduced energy demand for refrigeration of the cargo body.\nIn this connection, the refrigerating unit or units associated with the cargo body are disposed on the roof of the driver's cab of the electric truck, so that the exhaust heat of the refrigerating unit is delivered not to the interior of the cargo body but instead to the environment of the electric truck. This exhaust heat may also be used if necessary for climate control of the driver's cab. Alternatively, the refrigerating units may also be disposed in the battery withdrawable units or at least in their proximity. In this case, it is also conceivable to integrate the refrigerating units disposed in the proximity of the batteries in the thermal management of the batteries also.\nFurthermore, the exhaust heat produced in connection with the climate control of the cargo body can be stored in appropriate storage elements, which, for example may likewise be disposed in the battery housing. This possibility is also true for the exothermic heat produced during operation of the batteries, which may likewise be stored temporarily at this point or be used for heating of the driver's cab. In other respects, this heat may also be used to heat the batteries at low environmental temperature, for example below 10 degrees C., in such a way that the cells receive high charging currents—for example during regenerative operation of the vehicle.\nDuring charging operation of the batteries used in conjunction with the electric truck, so-called phase-change-material (PCM) batteries can be used and charged in the battery housing, which batteries then contribute during travel operation to refrigeration of the cargo body by releasing their refrigeration energy to the cargo body via suitable heat exchangers.\nIn addition, regenerative refrigeration elements, preferably on zeolite/water basis, may be associated with the cargo body of the electric truck, in order to contribute in this way to refrigeration of the cargo body without additional energy demand from the vehicle battery during travel.\nEspecially in winter, requirements in which the cargo body of the electric truck must be heated are also conceivable. In this connection, it has proved effective to dispose, in the wall elements and/or the body bottom of the cargo body, regenerative heat accumulators and/or electrical heating elements. These devices are then supplied from the heat accumulators disposed in the battery housing.\nIn yet another improved configuration, the side walls and/or the roof element of the cargo body may be lined on the outside with solar modules, so that a recharging of the batteries received in the battery housing is ensured by means of these solar modules during travel operation, so that hereby the range of the electric truck can be improved.\nIn further improved embodiment, the electric truck is provided with a data-acquisition unit, which in particular senses the respective location of the electric truck, its battery condition, the internal temperature of the cargo body and/or further vehicle data and thereafter transmits them wirelessly, preferably via telemetry, to a central computer, which is used on the whole for control of the vehicle fleet. Hereby, by way of a rational and computer-assisted fleet management, for example in conjunction with a tracking function, the travel distance of the electric trucks can be adapted respectively to their current range and thus a further optimization of the energy consumption, in this case covering the entire fleet, can be ensured.\nOther objects and features of the invention will become apparent from the following detailed description considered in connection with the accompanying drawings. It is to be understood, however, that the drawings are designed as an illustration only and not as a definition of the limits of the invention.\nIn the drawings,\n FIG. 1 shows an electric truck with a cargo body in a side view with battery housing resting on the vehicle longitudinal beams;\n FIG. 2 shows the cargo body of the electric truck illustrated in FIG. 1 in a cross-sectional view;\n FIG. 3 shows battery housings with two battery modules in a cross-sectional view;\n FIG. 4 shows an electric truck with a cargo body in a side view with battery housings disposed between the vehicle longitudinal beams in a side view; and\n FIG. 5 shows the electric truck according to FIG. 4 in a side view at height of the vehicle longitudinal beams.\n FIG. 1 shows an electric truck 1 with a driver's cab 2 and a cargo body 3, which respectively rest on the vehicle longitudinal beams 4 disposed on both sides of the electric truck 1, wherein a battery housing 8 with several withdrawable units for in total three batteries 6, 6′, 6″ in this exemplary embodiment is disposed underneath the body bottom 5 extending under the cargo body 3. Properly understood, the body bottom 5 is simultaneously the surface of the battery housing. Cargo body 3 and battery housing 8 therefore represent a closed unit.\nIn this connection, a regulated electric motor 10 is disposed in the motor compartment 7 disposed in front of and underneath the driver's cab 2. Alternatively, wheel-hub motors 12 respectively powered directly by the batteries 6, 6′, 6″ disposed in the battery housing 8 may also be associated with the wheels 11, 11′ of the electric truck 1. The cargo body 3 is bounded by a front wall 13 (FIG. 2) facing the driver's cab 2, two side walls 14 on both sides as well as by a liftgate 15 disposed away from the driver's cab 2 and a top element 16 (FIG. 2) sealing the cargo body 3 on the upper side. Both the side walls 14 and the top element 16 may be lined in a way not further illustrated here with solar elements, which respectively generate a charging current for the batteries 6, 6′, 6″ received in the battery housing 8.\nIn addition, a refrigerating unit 17, which produces refrigerating air in a way not further illustrated and injects it into the cargo body 3, is disposed above the driver's cab 2. By virtue of the arrangement of the refrigerating unit 17 above the driver's cab 2, the exhaust heat of the refrigerating unit 17 is dissipated to the environment of the electric truck 1. In other respects, the driver's cab 2 is equipped with an antenna unit 9, which, for example, may likewise be disposed above the driver's cab 2, for establishment of a wireless communication, in order to transmit relevant vehicle data, for example concerning the inside temperature of the cargo body 3, the charging condition of the batteries 6, 6′, 6″ received in the battery housing 8 and other vehicle data to a remotely disposed data-processing unit for achievement of a fleet management.\nAccording to the detailed view of the cargo body 3 in FIG. 2, both the front wall 13 and the side walls 14, the liftgate 15 and the top element 16 of the cargo body 3 are respectively made in a sandwich construction, wherein the stable wall elements, which advantageously are made in lightweight construction and are respectively equipped with a braced vacuum insulation consisting of a microporous or nanoporous filling material 20, simultaneously have a bracing and an insulating function. For this purpose, this filling material 20 is lined on both sides with suitable top or cover panels 21, 21′ and, after these panels have been sealed vacuum-tight, the porous filling material 20 is evacuated via a suitable valve, not further illustrated here, so that at least a slight vacuum is generated in the interior region of the shell of the cargo body 3 explained in the foregoing and hereby an additional insulating effect is achieved.\nFor improvement of the refrigerating properties of the electric truck 1, the front wall 13 is equipped on the side facing the interior of the cargo body 3 with a large-area refrigerating surface 24, wherein the refrigerating surface 24 is integrated in the front wall 13.\nAnalogously, the battery housing 8 is also made in sandwich construction, wherein the walls of the battery housing 8 are likewise formed as braced vacuum insulation.\nIn this connection, both the cargo body 3 and the battery housing 8 disposed underneath the cargo body 3 are firmly joined to one another as a closed unit by means of a connecting element 23 spanning both the battery housing 8 and the cargo body 3 at least in portions.\n FIG. 3 shows a battery housing 8 with two batteries or battery modules 6, 6′ in a cross-sectional view. In principle, the battery modules carried along in the vehicle are exposed to considerable stresses. The batteries, which weigh as much as several 100 kg, are exposed to extreme stresses of up to 80 g in connection with their registration. In this connection, the battery housing according to the invention described in the following already represents a very good protection for the batteries or battery modules received in the battery housing. It must then be ensured, however, that the batteries are securely fastened in the housing under all circumstances.\nIt is known from the prior art to group such battery cells including the electrical connections as modules, and then to join the individual modules by means of metallic rail systems or other fastening elements, which are respectively welded with the metallic inner walls of the battery housing, and to fix them in the housing. For this purpose, the spot-welded or line-welded joints must withstand relatively large forces in the stress situation and if necessary transmit considerable moments. The joints to be formed in this connection must be made very laboriously. In other respects, the already known fastening systems have a considerable dead weight.\nIn the solution illustrated in FIG. 3, the battery modules 6, 6′ are installed interlockingly, protected against slipping, in a lightweight cage structure 25. Therein this cage is advantageously made from lightweight glass-fiber-reinforced plastic, abbreviated as GFRP. A further GFRP cage 27 is adhesively bonded over a large area in the battery housing 8 or 8′. After insertion of this module- cage unit 6, 25, this assembly is fixed in the installation position via interlocking and frictional clamping elements 26, 26′ and 26″. As clamping elements 26, 26′ and 26″ that are suitable in this connection, wedge-type slides, expander elements or subassemblies with a bayonet catch or similar catch can be considered.\nIn the same battery housing 8, an alternative fastening of a battery module 6′ in the battery housing 8 is illustrated on the right side. In this case, expander elements 28, 28′ are disposed directly on the cage 25. After the battery module 6′ has been introduced into the battery housing 8, the expander elements 28, 28′ are expanded in the intended manner and thus clamp the battery module 6′ in its intended installation position inside the battery housing 8. In this connection, it is also conceivable to equip the inside wall of the battery housing 8 with corresponding beadings, into which the said expander elements 28, 28′ then fit interlockingly.\nThe advantages of this last-described embodiment lie in a large-area transmission of force into the housing structure of the battery housing 8 without simultaneously causing concern about an overloading of the inner housing. In other respects, this solution may be made in lightweight construction. Moreover, at every point in time, a potential separation between battery 6, 6′ and battery housing 8 is assured.\n FIG. 4 shows an alternative embodiment of the electric truck 1 in such a way that the battery housing 8 is disposed in such a way between the vehicle longitudinal beams 4, 4′ that the battery housing (8) projects below and above beyond the vehicle longitudinal beams 4, 4′. In this case the battery housing (8) is disposed, according to the sectional view illustrated in FIG. 5, between the vehicle longitudinal beams 4, 4′. This embodiment has the already mentioned advantages of a lower center of gravity of the electric truck 1 in conjunction with an increased crash safety for the battery or batteries received between the vehicle longitudinal beams.\nIn the foregoing, therefore, an electric truck 1 has been described in two different embodiments, which truck, by virtue of the arrangement of the batteries 6, 6′, 6″ respectively underneath the body bottom of the cargo body 3, has an improved roadholding, as well as opens up further advantages with respect to the battery management and in other respects is equipped with a cargo body 3 and a battery housing 8, both of which are equipped with a braced vacuum insulation, which contributes passively to effectively reducing the energy demand used for refrigeration of the cargo body 3 and in other respects the body bottom 5 of the cargo body 3 represented by the battery housing 8 already has the necessary bracing function and furthermore is of vacuum-insulated construction. The correspondingly equipped electric trucks 1 therefore have a greater range and can therefore be used in electricity-powered mode alone, so that they make an important contribution to reduction of the environmental pollution, for example due to fine dust, especially in the inner-city region.\nAlthough only a few embodiments of the present invention have been shown and described, it is to be understood that many changes and modifications may be made thereunto without departing from the spirit and scope of the invention.\n | An electric truck has a chassis, on which a driver's cab with a motor compartment containing an electric motor is disposed in the front of the electric truck, and in the rear a cargo body rests on the chassis. The cargo body substructure sits on vehicle longitudinal beams of the chassis. The cargo body bottom sealing the cargo body on the underside is spaced above the vehicle longitudinal beams to ensure clearance for a sufficient spring travel. A battery housing with at least one integrated battery is disposed in the intermediate space between the vehicle longitudinal beams and the body bottom, so that a larger installation space is available for the batteries and therefore a greater range for the electric truck. The battery is protected in this region and, moreover, the insulation of the battery housing simultaneously contributes to insulation of the cargo body disposed above the battery housing. | US:15/687,714 | https://patentimages.storage.googleapis.com/89/9f/1a/8bcaad0c6816f2/US10421345.pdf | US:10421345 | Jobst H. KERSPE, Michael Fischer, Juergen ERHARDT | Koenig Metall & Co KG GmbH | US:5181389, US:5585205, US:6470821, US:7338335, US:20080148748:A1, US:20110017527:A1, US:9108691, US:9162654, US:20130017361:A1, US:20130115496:A1, US:9797645, US:9630502, US:9586458 | 2019-09-24 | 2019-09-24 | 1. An electric truck comprising:\n(a) a chassis having a front region, a rear region, and first and second vehicle longitudinal beams;\n(b) a driver's cab resting on the front region;\n(c) a cargo body resting on the rear region having a substructure seated on the first and second longitudinal beams and a body bottom sealing an underside of the cargo body and disposed with an intermediate space above the first and second vehicle longitudinal beams to provide a clearance for spring travel; and\n(d) a battery housing with at least one integrated battery disposed in the intermediate space so that the battery housing and the cargo body form an enclosed unit joined with one another;\nwherein the body bottom is formed by a surface of the battery housing facing the cargo body;\nwherein the battery housing is adapted for load transfer and rests directly on the first and second vehicle longitudinal beams; and\nwherein the battery housing is an insulating housing with a double wall comprising an inner wall and an outer wall, wherein a microporous or nanoporous filling material, which is evacuated with formation of an at least partial vacuum, is disposed between the inner and the outer wall of the battery housing, and wherein the filling material has a bracing function, so that the battery housing is equipped with a braced vacuum insulation.\n, (a) a chassis having a front region, a rear region, and first and second vehicle longitudinal beams;, (b) a driver's cab resting on the front region;, (c) a cargo body resting on the rear region having a substructure seated on the first and second longitudinal beams and a body bottom sealing an underside of the cargo body and disposed with an intermediate space above the first and second vehicle longitudinal beams to provide a clearance for spring travel; and, (d) a battery housing with at least one integrated battery disposed in the intermediate space so that the battery housing and the cargo body form an enclosed unit joined with one another;, wherein the body bottom is formed by a surface of the battery housing facing the cargo body;, wherein the battery housing is adapted for load transfer and rests directly on the first and second vehicle longitudinal beams; and, wherein the battery housing is an insulating housing with a double wall comprising an inner wall and an outer wall, wherein a microporous or nanoporous filling material, which is evacuated with formation of an at least partial vacuum, is disposed between the inner and the outer wall of the battery housing, and wherein the filling material has a bracing function, so that the battery housing is equipped with a braced vacuum insulation., 2. The electric truck according to claim 1, further comprising at least one driven vehicle axle and at least one electric motor, wherein the at least one electric motor is disposed in a motor compartment in the front region in front of and/or underneath the driver's cab, or wherein the at least one electric motor is disposed as at least one hub motor in the at least one driven vehicle axle., 3. The electric truck according to claim 1, wherein several batteries are spaced apart from one another in the battery housing., 4. The electric truck according to claim 3, wherein the battery housing is disposed between the first and second vehicle longitudinal beams so that the battery housing projects above and below the first and second vehicle longitudinal beams., 5. The electric truck according to claim 3, wherein the batteries in the battery housing are separated from one another by housing partitions., 6. The electric truck according to claim 4, wherein the batteries are received interlockingly in respective cages., 7. The electric truck according to claim 6, wherein the cages are made of lightweight, glass-fiber-reinforced plastic and are secured inside the battery housing by adhesive bonding or by a cage unit adhesively bonded inside the battery housing., 8. The electric truck according to claim 7, wherein the cage unit is secured inside the battery housing by interlocking and frictional clamping elements., 9. The electric truck according to claim 7, wherein the cages of the cage unit are secured via interlocking and frictional clamping elements braced directly against the battery housing., 10. The electric truck according to claim 3, wherein the battery housing is provided with several withdrawable units, and wherein the batteries can be inserted into the withdrawable units in such a way that, during insertion, each of the batteries can be directly connected via plug contacts disposed respectively in the withdrawable units., 11. The electric truck according to claim 10, further comprising an electric truck electrical system, wherein different voltage levels concerning a vehicle electrical system, a drive electrical system and a refrigeration electrical system are provided within the electric truck electrical system, wherein each withdrawable unit of the battery housing is respectively associated with one of the different voltage levels and is equipped with a corresponding battery of the several batteries., 12. The electric truck according to claim 11, wherein the separate withdrawable units are respectively equipped with individual plug couplings for connection of the corresponding batteries and the batteries in turn are respectively equipped with plugs corresponding to the individual plug couplings., 13. The electric truck according to claim 3, wherein the cargo body comprises side walls, a top element, and a liftgate and is formed as a sandwich element in such a way that at least one of the side walls, the top element and the liftgate has an inner wall and an outer wall, wherein a braced vacuum insulation is disposed between the inner wall and the outer wall., 14. The electric truck according to claim 13, wherein the liftgate is formed as a part of the chassis or as a part of the cargo body., 15. The electric truck according to claim 13, wherein at least one of the side walls of the cargo body is equipped on an inside wall facing an interior of the cargo body with a refrigerating surface., 16. The electric truck according to claim 13, wherein the sandwich element has first and second sides lined with cover panels., 17. The electric truck according to claim 13, wherein at least one of the top element and the side walls of the cargo body is lined on an outside portion with solar modules for ensuring during travel operation a recharging of the batteries received in the battery housing., 18. The electric truck according to claim 1, further comprising at least one electrical refrigerating unit associated with the cargo body., 19. The electric truck according to claim 18, wherein the at least one refrigerating unit is disposed on a roof of the driver's cab underneath the body bottom., 20. The electric truck according to claim 1, further comprising regenerative refrigeration elements associated with the cargo body., 21. The electric truck according to claim 1, wherein the electric truck is adapted to be connected to a data-acquisition unit for sensing vehicle data of the electric truck and transmitting the vehicle data wirelessly to a central computer for fleet management of the electric truck with other connected electric trucks., 22. An electric truck comprising:\n(a) a chassis having a front region, a rear region, and first and second vehicle longitudinal beams;\n(b) a driver's cab resting on the front region;\n(c) a cargo body resting on the rear region having a substructure seated on the first and second longitudinal beams and a body bottom sealing an underside of the cargo body and disposed with an intermediate space above the first and second vehicle longitudinal beams to provide a clearance for spring travel; and\n(d) a battery housing with at least one integrated battery disposed in the intermediate space between the first and second vehicle longitudinal beams and underneath the body bottom so that the battery housing and the cargo body form an enclosed unit joined with one another;\nwherein the body bottom is formed by a surface of the battery housing facing the cargo body;\nwherein the battery housing is adapted for load transfer; and\nwherein the battery housing is an insulating housing with a double wall comprising an inner wall and an outer wall, wherein a microporous or nanoporous filling material, which is evacuated with formation of an at least partial vacuum, is disposed between the inner and the outer wall of the battery housing, and wherein the filling material has a bracing function, so that the battery housing is equipped with a braced vacuum insulation.\n, (a) a chassis having a front region, a rear region, and first and second vehicle longitudinal beams;, (b) a driver's cab resting on the front region;, (c) a cargo body resting on the rear region having a substructure seated on the first and second longitudinal beams and a body bottom sealing an underside of the cargo body and disposed with an intermediate space above the first and second vehicle longitudinal beams to provide a clearance for spring travel; and, (d) a battery housing with at least one integrated battery disposed in the intermediate space between the first and second vehicle longitudinal beams and underneath the body bottom so that the battery housing and the cargo body form an enclosed unit joined with one another;, wherein the body bottom is formed by a surface of the battery housing facing the cargo body;, wherein the battery housing is adapted for load transfer; and, wherein the battery housing is an insulating housing with a double wall comprising an inner wall and an outer wall, wherein a microporous or nanoporous filling material, which is evacuated with formation of an at least partial vacuum, is disposed between the inner and the outer wall of the battery housing, and wherein the filling material has a bracing function, so that the battery housing is equipped with a braced vacuum insulation. | US | United States | Active | B | True |
| 51 | 一种基于充电桩的电动汽车租赁管理系统及其租赁管理方法 \n | CN104282088B | 技术领域本发明涉及一种电动汽车租赁系统，具体的说是一种基于充电桩的电动汽车租赁管理系统及其租赁管理方法。背景技术电动汽车租赁是一种新生的租赁模式，其低碳环保，成本低廉，是解决人们上班代步，居民出行的上佳选择。很多城市，如上海、北京、杭州等地市多已经推出电动汽车租赁这种新的汽车租赁方式。但是实现电动汽车租赁还有很多困难，主要有：电动汽车行驶距离有限，充电不方便，租赁使用更是不方便，不能做到自助取车和还车，当租赁的电动汽车电量不足时不能够就近还车等各种问题。因此全面推广电动汽车租赁和电动汽车的使用，就必须要解决电动汽车的自助取车、还车和充电的问题。并且有的客户信誉不好，经常逾期不还车或者拖欠车款等情况也时有发生，而且电动汽车被盗也是高发事件，迄今为止还没有一种行之有效的租赁管理方法能够杜绝或者减少上述情况的发生。另外公共电动汽车租赁服务，用户在在某一个租车点租车，可以在目的地的就近站点还车。然而一个城市不可能有那么多的租赁点，而现今的租赁管理系统也不能使充电桩作为使用者还车的选择，无法实现充电桩上取车和还车的租车方式，使的电动汽车的租赁变得非常麻烦和不方便。发明内容本发明的目的是针对现有技术存在的不足，提供一种快捷方便，以充电桩为中心的随借随还的基于充电桩的电动汽车租赁管理系统及其租赁管理方法。为实现上述发明目的，本发明采用的技术方案为一种基于充电桩的电动汽车租赁管理系统，包括系统远程管理控制中心、电动汽车、充电桩和智能终端；所述电动汽车上安装有车电池数据采集模块、无线通信模块和智能控制模块；所述充电桩上安装有智能控制单元和通信模块，所述智能终端与系统远程管理控制中心无线通信，所述电动汽车的无线通信模块与系统远程管理控制中心无线通信，且所述无线通信模块还与智能控制模块和车电池采集模块相连，所述电动汽车充电时，电动汽车上的车电池数据采集模块与充电桩相连，并进行数据交换，所述智能控制单元通过通信模块与系统远程管理控制中心无线通信。作为优选，所述智能控制单元还包括数据交换平台，电动汽车充电时，电动汽车上的数据采集模块与数据交换平台相连，并交换数据。作为优选，所述智能控制单元还包括拍照模块，所述拍照模块可进行拍照并通过通信模块将照片传送至系统远程管理控制中心。作为优选，所述智能控制模块还包括解锁模块。作为优选，所述智能终端为智能手机或平板电脑。作为优选，所述无线通信模块和通信模块的通信方式为3G或4G或CDMA或GPRS的通信方式。本发明还提供一种基于充电桩的电动汽车租赁管理系统的租赁管理方法，包括以下步骤：(1)使用者在系统远程管理控制中心进行身份登记，办理电动汽车租赁卡，工作人员根据使用者的身份资料进行详细的验证，联系国内的信誉体系查看使用者的信誉情况，对信誉好的使用者提供租赁服务，使用者下载安装该电动汽车租赁管理系统的使用者端至智能终端上；(2)控制电动汽车充电，电动汽车与充电桩相连时，车电池数据采集模块将采集到的电池数据与数据交换平台进行数据交换，充电桩的智能控制单元就采集到电动汽车上电池的相关数据，在充电桩上显示当前汽车的剩余电量以及剩余可行驶里程等信息，方便工作人员和使用者进行查看。(3)充电完成后，使用者用车时将租赁卡在充电桩上刷卡或输入使用者智能终端上收到的租车验证码，智能控制单元对其身份进行验证，验证成功后，智能控制单元上的拍照模块对使用者和电动汽车车身进行拍照，并将照片通过通信模块上传至系统远程管理控制中心；(4)使用者在使用过车辆以后，将车辆停放在空闲的充电桩处，将电动汽车连接充电桩进行充电，充电桩内智能控制单元通过扫描车身识别码来识别车辆，使用者在充电桩上通过相关的刷卡或输入智能终端接收的验证码，来确认还车；智能控制单元内的拍照模块会对使用者和电动汽车进行连续拍照，并将还车的相关照片发送至系统远程管理控制中心。(5)对那些租赁过程中失去联系，预期不归还车辆和拖延租赁费用的使用者，系统远程管理控制中心能通过电动汽车上的无线通信模块实时监控和跟踪定位电动汽车，并能通过对智能控制模块内的解锁模块发送命令控制车辆使用，并将使用者的不良记录纳入到信誉管理系统中，对那些有不良信誉记录的用户停止提供租赁服务。有益效果：本发明利用现代信息网络技术，实现更加方便快捷的为汽车租赁使用者和管理人员使用的租赁系统，使用人员可以通过智能终端或直接通过电脑随时随地的进行预约租赁申请和查看相关租赁信息；管理人员可以实时监控电动汽车位置数据和电池数据等各种指标，并及时给出提示，分析电动汽车电池性能的变化关系；可实时监控充电桩对电动汽车充电的过程，发现充电过程中的错误，保证在租赁过程中电动汽车的使用安全，并以充电桩为基础实现充电桩或任何充电设备能够作为使用者还车的地点，随借随还，充电和还车都非常方便，并能够有效的防止和解决电动汽车被盗、逾期不还车等情况的发生；为新能源电动汽车的研究提供数据和积累经验；实现智能的分时租赁，根据电动汽车的剩余电量为租赁使用者智能的分析出适合其租赁需要的电动汽车。附图说明图1本发明整体框架图；图2为本发明原理图。具体实施方式下面结合附图和具体实施例，进一步阐明本发明，本实施例在以本发明技术方案为前提下进行实施，应理解这些实施例仅用于说明本发明而不用于限制本发明的范围。如图1和图2所示，一种基于充电桩的电动汽车租赁管理系统，包括系统远程管理控制中心、电动汽车、充电桩和智能终端；所述电动汽车上安装有车电池数据采集模块、无线通信模块和智能控制模块；所述充电桩上安装有智能控制单元和通信模块，所述智能终端与系统远程管理控制中心无线通信，所述电动汽车的无线通信模块与系统远程管理控制中心无线通信，且所述无线通信模块还与智能控制模块和车电池采集模块相连，所述电动汽车充电时，电动汽车上的车电池数据采集模块与充电桩相连，并进行数据交换，所述智能控制单元通过通信模块与系统远程管理控制中心无线通信；所述智能控制单元还包括数据交换平台，电动汽车充电时，电动汽车上的数据采集模块与数据交换平台相连，并交换数据；所述智能控制单元还包括拍照模块，所述拍照模块可进行拍照并通过通信模块将照片传送至系统远程管理控制中心；所述智能控制模块还包括解锁模块；所述智能终端为智能手机或平板电脑；所述无线通信模块和通信模块的通信方式为3G或4G或CDMA或GPRS的通信方式。一种具有充电桩包含的电动汽车租赁的自助用车管理系统，包括租赁远程管理控制中心，电动汽车，充电桩和智能终端。本发明中的智能终端可以是智能手机、ipad或电脑等先进的智能通信工具，在智能终端上安装对应的电动汽车租赁客户端软件，由客户端软件预约并能够查看租赁信息。智能终端通过发送操作命令给系统远程管理控制中心，然后由系统远程管理控制中心进行身份和命令验证，验证通过以后再由系统远程管理控制中心发送控制命令给电动汽车或充电桩，电动汽车或充电桩在收到命令后执行相关的操作。而为了验证使用者的真实信息，实现有效收费，系统远程管理控制中心具有身份验证的功能；系统远程管理控制中心在接受到智能终端的命令后，会先验证智能终端身份，是否具有操作该车辆和充电桩的权限，如果验证通过则由系统远程管理控制中心发送控制命令给电动汽车或充电桩。本发明中电动汽车的内部包括智能控制模块、无线通信模块和车电池数据采集模块三大部分。智能控制模块与无线通信模块相连，通过无线通信模块接受智能终端或系统远程管理控制中心的控制命令，而车电池数据采集模块可以实时采集电动汽车的整车和电池数据，当电动汽车与充电桩连接时，车电池采集模块通过CAN线与充电桩相连，与充电桩之间进行数据交换，当电动汽车在运行时，车电池采集模块通过无线通信模块将数据发送给远程管理控制中心。而无线通信模块可使用3G或4G或CDMA或GPRS等无线通信方式，通过实时发送电动汽车当前的位置，在系统远程管理控制中心实时跟踪定位车辆，防止车辆失控，一旦车辆在租赁使用过程中失去连接，系统远程管理控制中心将给出车辆警报，电动汽车内智能控制模块通过无线通信模块接受系统远程管理控制中心的控制命令，对智能控制模块内的解锁模块进行锁定，解锁模块使车辆锁定后就不允许车辆执行点火操作，车辆不能被使用，对那些逾期不归还又不跟客服人员联系的电动汽车通过远程控制给其熄火，让该电动汽车不能再使用，而在解锁以后车辆允许点火，才可正常使用。本发明中充电桩内设有与充电桩总线控制连接的智能控制单元和通信模块两部分；智能控制单元是安装在充电桩内部，包括数据交换平台和拍照模块。为了让使用者在使用车辆之前对其现状能有所了解，充电桩内的智能控制单元具有采集所停放的电动汽车的电池等实时状态数据，智能控制单元内的数据交换平台在电动车充电时能够跟电动汽车的车电池数据采集模块进行数据交换，这样智能控制单元能够获取车电池的各项数据，并在充电桩上显示出当前电动汽车的剩余电量，剩余可行驶里程等信息，显示给使用者和工作人员知晓。并且充电桩内的智能控制单元还能识别电动汽车电池的身份，能识别那哪些在租赁中失控或被盗的电动汽车，一旦被盗电动汽车连接到充电设备充电时，智能控制单元能够识别出，并通过通信模块将此信息上传到系统远程管理控制中心给出报警，能帮助找回被盗和失踪车辆。而智能控制单元内的拍照模块具有拍照功能，当租赁用户在进行取车和还车的操作时，充电桩的拍照模块对电动汽车和使用者进行拍照，并将拍摄照片通过通信模块上传至远程管理控制中心。 | 本发明公开了一种基于充电桩的电动汽车租赁管理系统，包括系统远程管理控制中心、电动汽车、充电桩和智能终端；所述电动汽车上安装有车电池数据采集模块、无线通信模块和智能控制模块；所述充电桩上安装有智能控制单元和通信模块，所述智能终端与系统远程管理控制中心无线通信，所述电动汽车的无线通信模块与系统远程管理控制中心无线通信。本发明利用现代信息网络技术，实现更加方便快捷的为汽车租赁使用者和管理人员使用的租赁系统，使用人员可以通过智能终端或直接通过电脑随时随地的进行预约租赁申请和查看相关租赁信息；管理人员可以实时监控电动汽车位置数据和电池数据等各种指标，并及时给出提示。 | CN:201410483930.7A | https://patentimages.storage.googleapis.com/cb/88/d9/c2a65508db87b5/CN104282088B.pdf | CN:104282088:B | 纪小风 | Wuhu Hengtian Eakay Software Technology Co Ltd | NaN | Not available | 2016-11-02 | 1.一种基于充电桩的电动汽车租赁管理系统的租赁管理方法，所述基于充电桩的电动汽车租赁管理系统包括系统远程管理控制中心、电动汽车、充电桩和智能终端；所述电动汽车上安装有车电池数据采集模块、无线通信 模块和智能控制模块；所述充电桩上安装有智能控制单元和通信模块，所述智能终端与系 统远程管理控制中心无线通信，所述电动汽车的无线通信模块与系统远程管理控制中心无线通信，且所述无线通信模块还与智能控制模块和车电池采集模块相连，所述电动汽车充电时，电动汽车上的车电池数据采集模块与充电桩相连，并进行数据交换，所述智能控制单 元通过通信模块与系统远程管理控制中心无线通信，所述智能控制单元还包括数据交换平台，电动汽车充电时，电动汽车上的数据采集模块与数 据交换平台相连，并交换数据，所述智能控制单元还包括拍照模块，所述拍照模块可进行拍照并通过通信模块将照片传送至 系统远程管理控制中心，所述智能控制模块还包括解锁模块，所 述智能终端为智能手机或平板电脑，所述无线通信模块和通信模块的通信方式为 3G 或 4G 或 CDMA 或 GPRS 的通信方式；, 其特征在于，包括以下步骤：, (1) 使用者在系统远程管理控制中心进行身份登记，办理电动汽车租赁卡，工作人员根 据使用者的身份资料进行详细的验证，联系国内的信誉体系查看使用者的信誉情况，对信 誉好的使用者提供租赁服务，使用者下载安装该电动汽车租赁管理系统的使用者端至智能终端上；, (2) 控制电动汽车充电，电动汽车与充电桩相连时，车电池数据采集模块将采集到的电 池数据与数据交换平台进行数据交换，充电桩的智能控制单元就采集到电动汽车上电池的相关数据，在充电桩上显示当前汽车的剩余电量以及剩余可行驶里程信息，方便工作人员和使用者进行查看；, (3) 充电完成后，使用者用车时将租赁卡在充电桩上刷卡或输入使用者智能终端上收到的租车验证码，智能控制单元对其身份进行验证，验证成功后，智能控制单元上的拍照模块对使用者和电动汽车车身进行拍照，并将照片通过通信模块上传至系统远程管理控制中心；, (4) 使用者在使用过车辆以后，将车辆停放在空闲的充电桩处，将电动汽车连接充电桩 进行充电，充电桩内智能控制单元通过扫描车身识别码来识别车辆，使用者在充电桩上通 过相关的刷卡或输入智能终端接收的验证码，来确认还车；智能控制单元内的拍照模块会 对使用者和电动汽车进行连续拍照，并将还车的相关照片发送至系统远程管理控制中心；, (5)对那些租赁过程中失去联系，预期不归还车辆和拖延租赁费用的使用者，系统远程管理控制中心能通过电动汽车上的无线通信模块实时监控和跟踪定位电动汽车，并能通过对智能控制模块内的解锁模块发送命令控制车辆使用，并将使用者的不良记录纳入到信誉管理系统中，对那些有不良信誉记录的用户停止提供租赁服务。 | CN | China | Expired - Fee Related | Y | True |
| 52 | 用于电动汽车的具有剪切板的电池组安装架构 \n | CN108202590B | NaN | 本发明公开了用于在结构上将车辆底盘前支架连接到电池组支撑托盘的剪切板、制造和使用该剪切板的方法，以及具有底盘框架的电动车辆，该底盘框架具有通过剪切板联接到电池组支撑托盘的前支架。公开了一种用于将前支架连接到牵引电池组的剪切板。该剪切板包括细长板体，其具有通过相对的右舷和左舷支柱连接的相对的前后支柱。前支柱直接机械联接到前支架的横向构件，后支柱直接机械联接到牵引电池组的支撑托盘。剪切板的细长板体被设计成将经由前支柱通过右舷和左舷支柱从前支架接收的面内扭转力经由后支柱传递到支撑托盘。 | CN:201711346536.9A | https://patentimages.storage.googleapis.com/64/3d/82/aa35e867adfdf5/CN108202590B.pdf | CN:108202590:B | G·D·布莱尔, F·豪博尔德, A·库马尔 | GM Global Technology Operations LLC | NaN | Not available | 2021-03-12 | 1.一种用于具有底盘框架和牵引电池组的电动车辆的剪切板，所述底盘框架包括具有连接到支架横向构件的支架导轨的前支架，所述牵引电池组包括安装在支撑托盘上的电池模块，所述剪切板包括：, 细长板体，其具有由相对的右舷和左舷支柱连接的相对的前支柱和后支柱，所述前支柱被配置成机械地联接到所述前支架的所述支架横向构件，所述后支柱被配置成机械地联接到所述牵引电池组的所述支撑托盘，其中所述细长板体还包括设置在所述右舷支柱和所述左舷支柱之间并将所述前支柱和所述后支柱相互连接的多个凸筋，, 其中所述细长板体被配置成将经由所述前支柱从所述前支架接收的负载力经由所述后支柱通过所述右舷和左舷支柱传递到所述支撑托盘。, 2.根据权利要求1所述的剪切板，其中每个所述凸筋从所述前支柱以斜角延伸。, 3.根据权利要求2所述的剪切板，其中所述多个凸筋包括从所述前支柱以第一斜角延伸的第一凸筋，以及以不同于所述第一斜角的第二斜角从所述前支柱延伸的第二凸筋。, 4.根据权利要求2所述的剪切板，其中所述多个凸筋包括第一凸筋和第二凸筋，所述第一凸筋分别以第一前斜角和第一后斜角从所述前支柱和所述后支柱延伸，所述第二凸筋分别以第二前斜角和第二后斜角从所述前支柱和所述后支柱延伸，所述第二前斜角和第二后斜角分别与所述第一前斜角和第一后斜角不同。, 5.根据权利要求1所述的剪切板，其中所述多个凸筋包括多对成角度的凸筋，其中所述成对的成角度的凸筋中的每一对与所述前支柱相互连接以配合限定三角形平面视图构造。, 6.根据权利要求5所述的剪切板，其中所述成对的成角度的凸筋包括限定第一三角形平面视图构造的第一对成角度的凸筋，以及限定第二三角形平面视图构造的第二对成角度的凸筋，所述第二三角形平面视图构造不同于所述第一三角形平面视图构造。, 7.根据权利要求1所述的剪切板，其中所述细长板体进一步包括界面表面，所述界面表面被配置成与所述支架横向构件的支架表面和所述支撑托盘的框架表面齐平。, 8.根据权利要求1所述的剪切板，其中所述后支柱包括面向后方的边缘，所述面向后方的边缘的轮廓与所述支撑托盘的面向前方的边缘齐平。, 9.根据权利要求1所述的剪切板，其中所述前支柱包括第一系列螺栓孔，所述第一系列螺栓孔被配置成接收紧固件以由此将所述细长板体直接安装到所述支架横向构件，其中所述后支柱包括第二系列螺栓孔，所述第二系列螺栓孔被配置成接收紧固件，从而将所述细长板体直接安装到所述支撑托盘。 | CN | China | Active | B | True |
| 53 | 基于天气预报来预调节电动车辆子系统 \n | CN107031414B | NaN | 根据本发明的示例性方面的一种用于预调节电动车辆的各种子系统的方法，除了别的以外包括，至少基于天气预报在下一个预期使用时间之前计划电动车辆的电池组、内部舱室、变速器和发动机的预调节。 | CN:201710046105.4A | https://patentimages.storage.googleapis.com/8b/76/40/78d33d40ac0ae8/CN107031414B.pdf | CN:107031414:B | 安杰尔·费尔南多·波拉斯, 蒂莫西·诺亚·布兰兹勒, 克里斯·亚当·奥霍辛斯基, 赖安·J·斯卡夫 | Ford Global Technologies LLC | CN:102120454:A, CN:102590892:A, CN:103517843:A, CN:102880448:A, CN:103987606:A, CN:103812224:A, CN:103991419:A, CN:104044479:A, CN:104422075:A | Not available | 2022-02-18 | 1.一种用于预调节电动车辆的各种子系统的方法，包含：, 至少基于天气预报在下一个预期使用时间之前自主地预调节所述电动车辆的电池组、内部舱室、变速器和发动机，其中，预调节由车辆控制系统控制，以及预调节包括首先预调节电池组，接下来预调节内部舱室，接下来预调节发动机以及接下来预调节变速器。, 2.如权利要求1所述的方法，其中所述预调节包括确定与所述电动车辆相关联的所述下一个预期使用时间。, 3.如权利要求2所述的方法，其中确定所述下一个预期使用时间包括基于与所述电动车辆相关联的历史使用信息来推断所述下一个预期使用时间。, 4.如权利要求2所述的方法，其中确定所述下一个预期使用时间包括从用户接收关于所述电动车辆的计划使用的指令。, 5.如权利要求1所述的方法，包含在所述预调节之前确定所述电动车辆是否插电。, 6.如权利要求1所述的方法，包含在所述预调节之前从所述各种子系统收集温度信息。, 7.如权利要求1所述的方法，包含从基于网络的服务器获取所述天气预报。, 8.如权利要求7所述的方法，包含通过云与所述基于网络的服务器通信以获取所述天气预报。, 9.如权利要求1所述的方法，包含至少基于所述下一个预期使用时间和所述天气预报来使所述电动车辆的至少一个触点致动。, 10.如权利要求9所述的方法，其中所述至少一个触点包括方向盘、座椅、车窗、侧视镜或变速杆。, 11.如权利要求1所述的方法，包含在计划时间使所述电池组、所述发动机、所述变速器和所述内部舱室中的每个的调节装置致动以执行所述预调节。, 12.如权利要求1所述的方法，包含将所述发动机、所述电池组、所述内部舱室和所述变速器中的一个的预调节优先于所述发动机、所述电池组、所述内部舱室和所述变速器中的其他的预调节。, 13.如权利要求1所述的方法，包含在计划时间调整发动机冷却剂的温度以使所述温度在期望的操作范围内以执行所述预调节。, 14.如权利要求1所述的方法，包含在计划时间调整变速器流体的温度以使所述温度在期望的操作范围内以执行所述预调节。, 15.如权利要求1所述的方法，包含在计划时间调整所述电池组的温度以使所述温度在期望的操作范围内以执行所述预调节。, 16.一种电动车辆，包含：, 多个车辆子系统，所述多个车辆子系统包括发动机、电池组、变速器和内部舱室；, 多个触点；以及, 控制系统，所述控制系统被配置有指令，所述指令用于至少基于天气预报在下一个预期使用时间之前预调节电池组、接下来预调节内部舱室、接下来预调节发动机、接下来预调节变速器，且然后使所述多个触点致动。, 17.如权利要求16所述的电动车辆，其中所述多个触点至少包括方向盘、车辆座椅、变速杆、车窗除霜器和侧视镜。, 18.如权利要求16所述的电动车辆，其中所述多个车辆子系统中的每个包括传感器，所述传感器被配置为监测温度，所述控制系统被配置为监测所述温度以用于计划所述预调节。, 19.如权利要求16所述的电动车辆，其中所述控制系统包括收发器，所述收发器被配置为通过云与服务器通信以获取所述天气预报。 | CN | China | Active | B | True |
| 54 | 电动汽车、电池热管理供电系统及其控制方法 \n | CN110015196B | 技术领域本发明涉及电动汽车技术领域，具体涉及一种电池热管理供电系统、一种电动汽车和一种电池热管理供电系统的控制方法。背景技术目前，电动汽车主要有动力电池供电，而动力电池的充放电性能受气候环境的影响较大。寒冷或者是炎热的气候，都会对电动汽车的动力电池的充电或放电有较大的影响。对于气候环境炎热的地区，则需要对动力电池进行冷却；对于气候环境寒冷的地区，则需要对动力电池进行加热；而对于夏天炎热，冬天寒冷的地区，则需要能兼顾对动力电池进行加热和冷却。目前,用于实现动力电池加热或冷却的电池温度调节模块一般都是由车上的动力电池提供，而动力电池一般为锂离子电池，其工作温度一般为-20℃到55℃，当动力电池在-20℃以下或者是55℃以上时不允许充电和放电。因此，当动力电池的温度低于-20℃，或者高于55℃，会导致电池温度调节模块无法工作。发明内容本发明旨在至少在一定程度上解决上述技术中的技术问题之一。为此，本发明的第一个目的在于提出一种电池热管理供电系统。该系统能够降低外部气候环境对动力电池组充电性能的影响，提升了动力电池组的适用性。本发明的第二个目的在于提出一种汽车。本发明的第三个目的在于提出一种电池热管理供电系统的控制方法。本发明的第四个目的在于提出一种非临时性计算机可读存储介质。为达到上述目的，本发明第一方面实施例提出了一种电池热管理供电系统，包括：动力电池组；电池温度调节模块，所述电池温度调节模块包括并联连接的电池热管理模块与车载空调，其中，所述电池热管理模块用于为所述动力电池组提供加热功率，所述车载空调用于为所述动力电池组提供冷却功率；DC-DC转换模块，所述DC-DC转换模块分别与所述电池温度调节模块和所述动力电池组相连，所述DC-DC转换模块用于将高压直流电转换成低压直流电，以给所述电池温度调节模块供电；充电控制模块，所述充电控制模块分别与所述DC-DC转换模块和所述动力电池组相连，所述充电控制模块用于将外设充电装置的交流电整流为高压直流电，以给所述动力电池组充电，或通过所述DC-DC转换模块给所述电池温度调节模块供电；电池管理器，所述电池管理器分别与所述电池温度调节模块、所述DC-DC转换模块和所述充电控制模块相连，所述电池管理器用于根据所述动力电池组的温度信息控制所述充电控制模块给所述动力电池组充电或通过所述DC-DC转换模块给所述电池温度调节模块供电，以及控制所述电池温度调节模块对所述动力电池组进行冷却/加热操作。本发明实施例的电池热管理供电系统，在动力电池组充电过程中，当动力电池组的温度较高/较低时，动力电池组为电池温度调节模块供电，并通过电池管理器控制电池温度调节模块对动力电池组进行冷却/加热操作，以及当动力电池组的温度高于高温阈值或低于低温阈值，动力电池组不能正常工作时，外设充电装置可通过充电控制模块和DC-DC转换模块对电池温度调节模块供电，并通过电池管理器控制电池温度调节模块对动力电池组进行冷却/加热操作，待电池冷却/加热完成后，动力电池组开始充电，由此，能够降低外部气候环境对动力电池组充放电性能的影响，提升了动力电池组的适用性。为达到上述目的，本发明第二方面实施例提出了一种电动汽车，其包括本发明上述实施例的电池热管理供电系统。本发明实施例的电动汽车，通过上述电池热管理供电系统，能够降低外部气候环境对动力电池组充放电性能的影响，提升了动力电池组的适用性，且电池温度调节模块的体积小，结构紧凑。为达到上述目的，本发明第三方面实施例提出了一种电池热管理供电系统的控制方法，所述电池热管理供电系统包括电池管理器、动力电池组、车载空调、电池热管理模块、充放电式电机控制器和DC-DC转换器，其中，所述电池管理器与所述充放电式电机控制器进行CAN通信，所述控制方法包括以下步骤：在交流充电柜与所述充放电式电机控制器建立连接后，所述电池管理器获取所述动力电池组的状态信息，其中，所述状态信息包括所述动力电池组的温度；所述电池管理器判断所述动力电池组的温度是否大于等于高温阈值；如果所述动力电池组的温度小于所述高温阈值，则所述电池管理器进一步判断所述动力电池组的温度是否小于等于低温阈值；如果所述动力电池组的温度大于所述低温阈值，则所述电池管理器控制与所述充放电式电机控制器相连第一接触器和第二接触器的接触器状态，以及与所述DC-DC转换器相连的第三接触器和第四接触器的接触器状态，并获取所述动力电池组的充电信息，其中，所述第一接触器与预充电阻串联后与所述第二接触器并联连接，所述第三接触器与所述预充电阻串联后与所述第四接触器并联连接；所述电池管理器将所述充电信息发送至所述充放电式电机控制器，以使所述充放电式电机控制器对所述动力电池组进行充电。本发明实施例的电池热管理供电系统的控制方法，动力电池组充电过程中，在动力电池组的温度较高/较低时，动力电池组为电池温度调节模块供电，并通过电池管理器控制电池温度调节模块对动力电池组进行冷却/加热操作，以及在动力电池组的温度高于高温阈值或低于低温阈值，动力电池组不能正常工作时，外设充电装置可通过VTOG控制器(充放电式电机控制器)和DC-DC转换器对电池温度调节模块供电，并通过电池管理器控制电池温度调节模块对动力电池组进行冷却/加热操作，待电池冷却/加热完成后，动力电池组开始充电，由此，能够降低外部气候环境对动力电池组充放电性能的影响，提升了动力电池组的适用性。为达到上述目的，本发明第四方面实施例提出了一种非临时性计算机可读存储介质，其上存储有计算机程序，该程序被处理器执行时实现上述的电池热管理供电系统的控制方法。本发明实施例的非临时性计算机可读存储介质，动力电池组充电过程中，在动力电池组的温度较高/较低时，动力电池组为电池温度调节模块供电，并通过电池管理器控制电池温度调节模块对动力电池组进行冷却/加热操作，以及在动力电池组的温度高于高温阈值或低于低温阈值，动力电池组不能正常工作时，外设充电装置可通过VTOG控制器和DC-DC转换器对电池温度调节模块供电，并通过电池管理器控制电池温度调节模块对动力电池组进行冷却/加热操作，待电池冷却/加热完成后，动力电池组开始充电，由此，能够降低外部气候环境对动力电池组充放电性能的影响，提升了动力电池组的适用性。附图说明本发明的上述和/或附加的方面和优点从结合下面附图对实施例的描述中将变得明显和容易理解，其中：图1是根据本发明的一个实施例的电池热管理供电系统的结构框图；图2是根据本发明一个示例的电池热管理供电系统的结构示意图；图3是根据本发明一个示例的电池温度调节模块的结构示意图；图4是根据本发明一个实施例的电池热管理供电系统的控制拓扑图；图5是根据本发明一个实施例的电池管理器的控制流程图；图6是根据本发明一个示例的电池热管理供电系统的控制流程图；图7是根据本发明另一个示例的电池热管理供电系统的控制流程图；图8是根据本发明又一个示例的电池热管理供电系统的控制流程图；图9是根据本发明另一个示例的电池热管理供电系统的结构示意图；图10、图11a、图11b是根据本发明拓展的电池热管理供电系统的结构示意图；图12是根据本发明一个实施例的电池热管理供电系统的控制方法的流程图；图13是根据本发明另一个实施例的电池热管理供电系统的控制方法的流程图。具体实施方式下面详细描述本发明的实施例，所述实施例的示例在附图中示出，其中自始至终相同或类似的标号表示相同或类似的元件或具有相同或类似功能的元件。下面通过参考附图描述的实施例是示例性的，旨在用于解释本发明，而不能理解为对本发明的限制。下面参考附图描述本发明实施例的电池热管理供电系统、电动汽车和电池热管理供电系统的控制方法。图1是根据本发明一个实施例的电池热管理供电系统的结构示意图。如图1所示，该电池热管理供电系统包括：动力电池组10、电池温度调节模块20、DC-DC转换模块30、充电控制模块40和电池管理器50。其中，电池温度调节模块20用于对动力电池组10进行冷却/加热操作。DC-DC转换模块30分别与电池温度调节模块和动力电池组10相连，DC-DC转换模块30用于将高压直流电转换成低压直流电，以给电池温度调节模块供电。充电控制模块40分别与DC-DC转换模块30和动力电池组10相连，充电控制模块40用于将外设充电装置的交流电整流为高压直流电，以给动力电池组10充电，或通过DC-DC转换模块30给电池温度调节模块20供电。电池管理器50分别与电池温度调节模块20、DC-DC转换模块30和充电控制模块40相连，电池管理器50用于根据动力电池组10的温度信息控制充电控制模块40给动力电池组10充电或通过DC-DC转换模块30给电池温度调节模块20供电，以及控制电池温度调节模块20对动力电池组10进行冷却/加热操作。可以理解，动力电池组10是指安装在电动汽车上，为电动汽车提供动力输出以及为车上其他用电设备供电的储能设备，可进行反复充电，动力电池组10可以由多个电池单体组成。在本发明的一个实施例中，可以在动力电池组10中设置温度传感器，以检测动力电池组的温度；以及可以在动力电池组10的充电/放电回路中串联一电流传感器，以检测动力电池组10的充电/放电回路中的电流。由此，电池管理器50可以实时获取动力电池组10的电流信息和温度信息，以便于对动力电池组10进行热操作。具体地，外设充电装置接入时，电池管理器50判断除温度条件外，其它充电条件是否满足。如果满足，则检测动力电池组10的温度是否大于等于高温阈值(如55℃)。如果是，则电池管理器50启动高温电池冷却功能，外设充电装置通过充电控制模块40和DC-DC转换模块30对电池温度调节模块20供电，以对动力电池组10进行冷却操作；如果否，则进一步判断动力电池组10的温度是否小于等于低温阈值(如-20℃)。如果是，则电池管理器50启动低温电池加热功能，外设充电装置通过充电控制模块40和DC-DC转换模块30对电池温度调节模块20供电，以对动力电池组10进行加热操作；如果否，则电池管理器50控制充电控制模块40和DC-DC转换模块30对动力电池组10进行充电。进一步地，如果动力电池组10的温度大于-20℃，且小于55℃时，动力电池组10可以正常工作。此时，如果动力电池组10的温度大于预设加热温度(如0℃)，且小于预设冷却温度(如40℃)，则动力电池组10进入正常充电流程；如果动力电池组10的温度小于等于预设加热温度0℃，则动力电池组10为电池温度调节模块20供电，电池管理器50控制电池温度调节模块20对动力电池组10进行加热操作；如果动力电池组10的温度大于等于预设冷却温度40℃，则动力电池组10为电池温度调节模块20供电，电池管理器50控制电池温度调节模块20对动力电池组10进行冷却操作，直至充电完成。由此，当动力电池组的温度小于等于低温阈值或大于等于高温阈值时，动力电池组不能正常充电，外设充电装置可以通过充电控制模块和DC-DC转换模块为电池温度调节模块供电，电池冷却/加热功能启动，待电池冷却/加热完成后，电池开始充电，以及当动力电池组的温度大于低温阈值小于等于预设加热温度或大于等于预设冷却温度小于高温阈值时，动力电池组充电，并为电池温度调节模块供电，电池冷却/加热功能启动，以对动力电池组进行冷却/加热，从而降低了外部气候环境对动力电池组工作性能的影响，提高了动力电池组的工作效率和适用性。在本发明的一个实施例中，如图2所示，电池温度调节模块20包括并联连接的电池热管理模块21与车载空调22，其中，电池热管理模块21用于为动力电池组10提供加热功率，车载空调22用于为动力电池组10提供冷却功率。进一步地，如图3所示，车载空调包括：压缩机、与压缩机相连的冷凝器、连接在压缩机和冷凝器之间的电池冷却支路221，电池冷却支路包括板式换热器、膨胀阀、电子阀，板式换热器与电池热管理模块相连。如图3所示，电池热管理模块21包括热管理控制器(图3中未示出)、泵、介质容器、PTC加热器、第一温度传感器、第二温度传感器、流速传感器。其中，水泵与水箱之间可通过冷却管道连接电池箱，以便于冷却液与电池箱中的动力电池组10进行热交换。车载空调22可以为电动汽车车厢内空间提供冷却功率，也可以为动力电池组10提供冷却功率，且可与电池管理器50和热管理控制器进行CAN通信；板式换热器用于将车载空调22的制冷量传递给电池热管理模块21中的冷却液循环系统。热管理控制器可控制PTC加热器的加热功率和水泵的转速，同时可通过第一温度传感器、第二温度传感器监控电池箱进水口和出水口处冷却液的温度，以及通过流速传感器监控冷却液的流量，以便于热管理控制器控制PTC加热器的加热功率和水泵的转速。在本发明的一个实施例中，如图2所示，充电控制模块40包括：充电控制器41、第一预充电容C1、第一接触器K1和第二接触器K2。其中，充电控制器41的输入端与外设充电装置相连；第一预充电容C1与充电控制器41并联连接；第一接触器K1的一端与充电控制器41的一输出端相连，并形成第一节点a，第二接触器K2的一端与第一节点a相连，第二接触器K2的另一端与动力电池组10的一端相连，并形成第二节点b。进一步地，DC-DC转换模块30包括：DC-DC转换器31、第二预充电容C2、第三接触器K3和第四接触器K4。其中，DC-DC转换器31的一端与充电控制器41的另一输出端相连，并形成第三节点c；第二预充电容C2与DC-DC转换器31并联连接；第三接触器K3的一端与DC-DC转换器31的另一端相连，并形成第四节点d，第四接触器K4的一端与第四节点d相连，第四接触器K4的另一端与第二节点b相连。在本发明的一个实施例中，如图3所示，电池热管理供电系统还包括：预充电阻R和第五接触器K5。其中，预充电阻R的一端分别与第一接触器K1的另一端和第三接触器K3的另一端相连，预充电阻R的另一端与第二节点b相连；第五接触器K5的一端与动力电池组10的另一端相连，第五接触器K5的另一端与第三节点c相连。可以理解，预充电阻R用于在第一接触器K1闭合时限制第一预充电容C1的充电电流，以及在第三接触器K3闭合时限制第二预充电容C2的充电电流，以分别防止第一接触器K1、第三接触器K3闭合瞬间大电流导致的接触器烧结现象的发生。进一步地，为了提高供电系统的控制精度，供电系统还包括：第一电流传感器60和第二电流传感器70。其中，第一电流传感器60用于检测动力电池组10的充电电流和放电电流；第二电流传感器70用于在动力电池组10充电时检测充电控制器41输出的充电电流，以及在动力电池组10放电时检测动力电池组10输入到充电控制器41的电流。可选地，第一电流传感器60和第二电流传感器70均可以是电流霍尔传感器，具有测量精度高、响应速度快、体积小、可靠性高等优点。需要说明的是，电池管理器50可以控制第一接触器K1～第五接触器K5的通断，并可以获取第一电流传感器60和第二电流传感器70的检测值。具体地，第一接触器K1用于在充电控制器41给第一预充电容C1充电时限流，第三接触器K3用于在DC-DC转换器31给第二预充电容C2充电时限流。当电路电压稳定时，第一接触器K1和第三接触器K3断开，第二接触器K2和第四接触器K4闭合，第二电流传感器70用于回检电路，第一电流传感器60用于检测动力电池组10充放电回路有无断开。在本发明的一个实施例中，充电控制器41可以是VTOG控制器(即充放电式电机控制器)，对应的外设充电装置可以是交流充电柜，其可以提供三相交流电。为便于理解本发明上述各组成之间的通信控制关系，可通过图4所示的拓扑图进行说明：如图4所示，电池管理器50实时检测动力电池组10的温度信息。当电池温度大于等于预设冷却温度40℃时，向车载空调22发出电池冷却功能启动信息；当动力电池组10的温度达到冷却目标温度(如35℃)时，发送电池冷却完成信息。当动力电池组10的温度小于等于预设加热温度0℃时，向车载空调22发送电池加热功能启动信息，当动力电池组10的温度达到加热目标温度(如10℃)时，发送电池加热完成信息。电池冷却/加热功能启动时，电池管理器50可以通过第一电流传感器60检测的动力电池组10的当前放电/充电电流估算动力电池组10的发热量，并通过当前动力电池组10的温度和冷却/加热目标温度之间的差值，在冷却/加热目标时间一定时，估算动力电池组的冷却/加热需求功率，并发送冷却/加热需求功率信息给车载空调和热管理控制器。其中，电池管理器50可统计一段时间之内动力电池组10的平均电流，以便估算电池的发热功率。当对电池进行冷却时，动力电池组的冷却需求功率P1a＝ΔT1*C*M/t+I2*R；当对电池进行加热时，动力电池组的加热需求功率P1b＝ΔT1*C*M/t-I2*R，其中，ΔT1为初始温度和目标温度之间差值，t为目标时间，C为电池的比热容，M为电池的质量，I为平均电流，R为电池的内阻。在动力电池组10充电过程中，如果动力电池组10的温度小于等于低温阈值或者大于等于高温阈值时，电池管理器50向VTOG控制器发送低温电池加热功能/高温电池冷却功能启动信息，VTOG控制器为电池温度调节模块20提供电能，同时电池管理器50控制第五接触器K5断开，动力电池组10退出充电回路。其中，VTOG控制器实时接收电池管理器50发送的电池加热/冷却功率需求信息，以便控制功率输出；VTOG控制器可与交流充电柜进行CAN通信，当电动汽车需要充电时，VTOG控制器发送充电请求信息给交流充电柜，以使交流充电柜根据充电请求信息输出电能，并在充电完成时，向交流充电柜发送充电完成信息。车载空调22与电池管理器50进行CAN通信，以便确定是否需要开启电池冷却/加热功能，同时可通过电子阀的开/关控制电池冷却支路的通断，可通过膨胀阀的开度控制电池冷却支路中冷媒的流量，还可以控制压缩机的工作状态。车载空调22可与热管理控制器进行CAN通信，当电池加热/冷却功能启动时，车载空调22向热管理控制器发送电池加热/冷却功能启动信息。且车载空调22可根据电池管理器发送的冷却/加热需求信息和热管理控制器发送的实际冷却/加热功率信息，控制压缩机的制冷功率或膨胀阀的开度，从而控制动力电池组10的冷却功率。车载空调转发电池所需目标水温信息给热管理控制器。热管理控制器根据车载空调22发送的信息确定是否需要开启电池冷却/加热功能。在电池冷却/加热功能启动时，热管理控制器通过第一温度传感器检测电池箱进水口处冷却液的温度，通过第二温度传感器检测电池箱出水口处冷却液的温度，并计算温差，通过流速传感器可测量冷却液的流速，通过温差和流速估算动力电池组10当前的实际冷却/加热功率。热管理控制器可根据电池加热功能启动信息控制PTC加热器和水泵工作，并可根据实际加热功率和加热需求功率调整PTC加热器的加热功率和水泵转速，以及可根据实际加热/冷却功率和加热/冷却需求功率控制水泵的转速。动力电池组当前的实际冷却/加热功率P2＝ΔT2*c*m，其中，ΔT2为电池箱冷却流路进水口处和出水口处温度差，c为冷却液的比热容，m为单位时间内流过流路的横截面的冷却液质量，其中，m＝v*s*ρ，s为流路的横截面积，v为冷却液的流速，ρ为冷却液的密度。DC-DC转换器31可与电池管理器50进行CAN通信，在放电/充电时，DC-DC转换器31接收电池管理器50的启动命令，开始工作，为电池温度调节模块20提供低压供电电源。具体地，如图5所示，当电动汽车插上充电枪后，电池管理器50得电，电池管理器50对动力电池组10进行检测，如果除温度条件外，其他条件不满足充电条件，则禁止充电；如果其它条件满足，则判断动力电池组10的温度是否高于高温阈值55℃，如果是则进入高温电池冷却流程，如果否，则判断动力电池组10的温度是否低于低温阈值-20℃。如果是，则进入低温电池加热流程，如果否，则电池管理器50控制第一接触器K1闭合。然后，电池管理器50判断第一预充电容C1的电压是否接近动力电池组10的电压，如果是，则闭合第二接触器K2，断开第一接触器K1。进而电池管理器50控制第三接触器K3闭合，并判断第二预充电容C2的电压是否接近动力电池组10的电压，如果是，则闭合第四接触器K4，断开第三接触器K3。电池管理器50向VTOG控制器发送充电允许信息和最大允许充电功率，电池开始充电。在充电过程中，电池管理器50判断动力电池组10的温度是否低于预设加热温度0℃，如果是，则启动电池加热功能，如果否，则判断动力电池组10的温度是否高于预设冷却温度40℃，如果是，则启动电池冷却功能，如果否，则判断电池是否充电完成。如果充电完成，则退出充电流程。在本发明的一个示例中，如图6所示，当进入正常电池加热功能控制流程后，电池管理器50发送电池加热功能启动信息给热管理控制器，热管理控制器发送电池加热功能启动响应信息。然后电池管理器50采集器当前动力电池组10的温度和电流参数，并估算电池发热功率，发送加热功率需求信息给热管理控制器。热管理控制器控制水泵和PTC加热器开始工作。热管理控制器发送加热功率需求信息给PTC加热器。热管理控制器采集第一温度传感器、温第二温度传感器的信息和流速传感器的信息，计算动力电池组10的实际加热功率，并把动力电池组10的实际加热功率和温度信息给电池管理器50。此时，如果实际加热功率小于加热需求功率，则热管理控制器50发送增大电池加热功率需求信息给PTC加热器，PTC增大加热功率。如果实际加热功率不小于加热需求功率，则电池管理器50判断动力电池组10的温度是否高于加热目标温度10℃，如果是，则电池加热完成。当进入正常电池冷却功能控制流程后，电池管理器50发送电池冷却功能启动信息给热管理控制器和车载空调22，热管理控制器和车载空调22发送电池冷却功能启动响应信息。然后电池管理器50采集器当前动力电池组10的温度和电流参数，并估算电池发热功率，发送电池冷却功率需求信息给热管理控制器和车载空调22。热管理控制器控制水泵开始工作。车载空调22根据电池冷却功率需求信息控制压缩机工作。热管理控制器采集第一温度传感器、温第二温度传感器的信息和流速传感器的信息，计算动力电池组10的实际冷却功率，并把动力电池组10的实际冷却功率和温度信息给电池管理器50和车载空调22。此时，如果实际冷却功率小于冷却需求功率，则车载空调55发送增大电池冷却功率信息给压缩机，压缩机增大制冷功率。如果实际冷却功率不小于冷却需求功率，则电池管理器50判断动力电池组10的温度是否低于冷却目标温度35℃，如果是，则电池冷却完成。在本发明的另一个示例中，如图7所示，当进入低温电池加热流程后，电池管理器50发送低温电池加热启动信息给VTOG控制器。VTOG控制器启动热管理供电功能，并发送功能响应信息。电池管理器50发送电池加热功能启动信息给热管理控制器。热管理控制器发送电池加热功能启动响应信息。然后电池管理器50控制第一接触器K1闭合，电池管理器50判断第一预充电容C1电压是否接近动力电池组10电压，如果是，则电池管理器50控制第二接触器K2闭合，并断开第一接触器K1。然后电池管理器50控制第三接触器K3闭合，然后判断第二预充电容C2电压是否接近动力电池组10电压，如果是，则电池管理器50第四接触器K4闭合，断开第三接触器K3。电池管理器50采集器当前动力电池组10的温度和电流参数，并估算加热需求功率，同时发送电池加热功率需求信息给VTOG控制器和热管理控制器，然后电池管理器50控制第五接触器K5断开，以断开动力电池组10的充电回路，防止低温下给电池充电，影响电池循环寿命。在接收到电池管理器50发送的电池加热功率需求信息后，VTOG控制器调整输出电压，为DC-DC控制器31和电池热管理模块21供电，热管理控制器控制水泵和PTC加热器开始工作。热管理控制器发送电池加热功率需求信息给PTC加热器。热管理控制器采集第一温度传感器、第二温度传感器信息和流速传感器信息，计算动力电池组10的实际加热功率，并发送动力电池组10的实际加热功率和温度信息给电池管理器50。如果实际加热功率小于加热需求功率，则电池管理器50发送增大电池加热功率需求信息给VTOG控制器，VTOG接收到该信息后，增大供电功率。热管理控制器发送增大电池加热功率需求信息给PTC加热器，PTC加热器提高制热功率。在电池加热过程中，电池管理器50判断第一电流传感器60采集到的电流信息是否为0，如果不为0，则电池管理器50发送第五接触器K5烧结信息，退出热管理功能，如果为0，则电池管理器50判断动力电池组10的温度是否高于加热目标温度10℃，如果是，则电池加热完成，退出电池加热功能，电池管理器50控制第五接触器K5闭合，动力电池组10开始充电。在本发明的有一个示例中，如图8所示，当进入高温电池冷却流程后，电池管理器50发送高温电池冷却启动信息给VTOG控制器。VTOG控制器启动热管理供电功能，并发送功能响应信息。电池管理器50发送电池冷却功能启动信息给热管理控制器和车载空调22。热管理控制器发送电池冷却功能启动响应信息。然后电池管理器50控制第一接触器K1闭合，电池管理器50判断第一预充电容C1电压是否接近动力电池组10电压，如果是，则电池管理器50控制第二接触器K2闭合，并断开第一接触器K1。然后电池管理器50控制第三接触器K3闭合，然后判断第二预充电容C2电压是否接近动力电池组10电压，如果是，则电池管理器50第四接触器K4闭合，断开第三接触器K3。电池管理器50采集器当前动力电池组10的温度和电流参数，并估算冷却需求功率，同时发送电池冷却功率需求信息给VTOG控制器、热管理控制器和车载空调22，然后电池管理器50控制第五接触器K5断开，以断开动力电池组10的充电回路，防止高温下给电池充电，影响电池循环寿命。在接收到电池管理器50发送的电池冷却功率需求信息后，VTOG控制器调整输出电压，为DC-DC控制器31、电池热管理模块21和车载空调22供电，热管理控制器控制水泵开始工作，车载空调22根据电池冷却功率需求信息控制压缩机工作。热管理控制器采集第一温度传感器、第二温度传感器信息和流速传感器信息，计算动力电池组10的实际冷却功率，并发送动力电池组10的实际冷却功率和温度信息给电池管理器50。如果实际冷却功率小于冷却需求功率，则电池管理器50发送增大电池冷却功率需求信息给VTOG控制器和车载空调22，VTOG接收到该信息后，增大供电功率；车载空调22发送增大电池冷却功率需求信息给压缩机，压缩机提高制冷功率。在电池冷却过程中，电池管理器50判断第一电流传感器60采集到的电流信息是否为0，如果不为0，则电池管理器50发送第五接触器K5烧结信息，退出热管理功能，如果为0，则电池管理器50判断动力电池组10的温度是否低于冷却目标温度35℃，如果是，则电池冷却完成，退出电池冷却功能，电池管理器50控制第五接触器K5闭合，动力电池组10开始充电。在本发明的一个实施例中，如图9所示，充电控制器41可以为车载充电器，外设充电装置可以为接入市电的插座。其中，市电为220V交流电。具体地，如图9所示，当动力电池组10的温度低于低温阈值或者高于高温阈值时，车载充电器可以把220V交流电转换成高压直流电，为电池温度调节模块20供电。可以理解，相较于图2所示的方案，图9所示的方案具有以下特点：(1)220V电源来源广泛，为单相电源，而图2所示的方案仅限于交流充电柜，为三相交流电源；(2)220V电源供电能力一般较低，较适合于寒冷地区的保温，晚上插上充电枪，即可实现电池保温功能。而交流充电柜供电能力强，适用于快速加热，短时间内提高动力电池温度。本发明实施例的电池热管理供电系统，动力电池组充电过程中，在动力电池组的温度较高/较低时，动力电池组为电池温度调节模块供电，并通过电池管理器控制电池温度调节模块对动力电池组进行冷却/加热操作，以及在动力电池组的温度高于高温阈值或低于低温阈值，动力电池组不能正常工作时，外设充电装置可通过充电控制器和DC-DC转换器对电池温度调节模块供电，并通过电池管理器控制电池温度调节模块对动力电池组进行冷却/加热操作，待电池冷却/加热完成后，动力电池组开始充电，由此，能够降低外部气候环境对动力电池组充放电性能的影响，提升了动力电池组的适用性。另外，电池温度调节模块的冷却功率由车载空调提供，有利于减少电池温度调节模块的体积，且电池加热/冷却操作可通过热管理控制器集中控制，结构更紧凑。另外，基于上述实施例，可以提出如图10、图11a、图11b所示的拓展供电系统：如图10所示，外设充电装置为直流充电柜，该方案适用于直流充电车型，可直接给电池温度调节模块20供电。如图11a、图11b所示，可以为电池温度调节模块预留一个外部的供电接头，外部可根据不同的供电电源，选择不同的电压转换器，把外部电源转换成能够为电池温度调节模块20供电的高压直流电源。进一步地，本发明提出了一种电动汽车，其包括本发明上述实施例的电池热管理供电系统。本发明实施例的电动汽车，通过上述电池热管理供电系统，能够降低外部气候环境对动力电池组充放电性能的影响，提升了动力电池组的适用性，且电池温度调节模块的体积小，结构紧凑。图12是根据本发明一个实施例的电池热管理供电系统的控制方法的流程图。在本发明的实施例中，如图2所示，电池热管理供电系统包括电池管理器、动力电池组、车载空调、电池热管理模块、VTOG控制器(即充放电式电机控制器)和DC-DC转换器，其中，电池管理器与充放电式电机控制器进行CAN通信，如图12所示，该控制方法包括以下步骤：S1，在交流充电柜与VTOG控制器建立连接后，电池管理器获取动力电池组的状态信息。其中，状态信息包括动力电池组的温度，还可以包括动力电池组的电流。S2，电池管理器判断动力电池组的温度是否大于等于高温阈值。其中，高温阈值可以是55℃。S3，如果动力电池组的温度小于高温阈值，则电池管理器进一步判断动力电池组的温度是否小于等于低温阈值。其中，低温阈值可以是-20℃。S4，如果动力电池组的温度大于低温阈值，则电池管理器控制与VTOG控制器相连第一接触器和第二接触器的接触器状态，以及与DC-DC转换器相连的第三接触器和第四接触器的接触器状态，并获取动力电池组的充电信息。其中，充电信息包括充电允许信息和最大允许充电功率；第一接触器与预充电阻串联后与第二接触器并联连接，第三接触器与预充电阻串联后与第四接触器并联连接。具体地，电池管理器控制第一接触器闭合，并判断与VTOG控制器并联连接的第一预充电容两端的电压与动力电池组两端的电压之间的差值的绝对值是否小于第一预设值；如果第一预充电容两端的电压与动力电池组两端的电压之间的差值的绝对值小于第一预设值，则控制第二接触器闭合，且控制第一接触器断开；控制第三接触器闭合，并判断与DC-DC转换器并联连接的第二预充电容两端的电压与动力电池组两端的电压之间的差值的绝对值是否小于第一预设值；如果第二预充电容两端的电压与动力电池组两端的电压之间的差值的绝对值是否小于第一预设值，则控制第四接触器闭合，且控制第三接触器断开。其中，第一预设值可为50V，也可为电池总电压的10％。S5，电池管理器将充电信息发送至VTOG控制器，以使VTOG控制器对动力电池组进行充电。在本发明的一个实施例中，如果动力电池的温度大于等于高温阈值，或动力电池组的温度小于等于低温阈值，则电池管理器向VTOG控制器发送高温电池冷却功能或低温加热动能启动信息，以使VTOG控制器启动供电功能；在VTOG控制器启动供电功能后，电池管理器向电池温度调节模块发送电池冷却或加热功能启动信息；电池温度调节模块响应电池冷却或加热功能启动信息后，热管理控制器控制第一接触器、第二接触器、第三接触器和第四接触器的接触器状态，并获取动力电池的冷却或加热功率需求信息；电池管理器将动力电池的冷却或加热功率需求信息分别发送至VTOG控制器和电池温度调节模块，并控制与动力电池组相连的第五接触器断开；VTOG控制器根据冷却或加热功率需求信息调整输出电压，以使电池温度调节模块对动力电池组进行冷却或加热操作。进一步地，如图13所示，本发明实施例的控制方法还包括：S6，在动力电池开始充电后，电池管理器判断动力电池的温度是否小于等于预设加热温度。其中，预设加热温度可以是0℃。S7，如果动力电池的温度小于等于预设加热温度，则电池管理器控制电池温度调节模块对动力电池进行加热操作。具体地，电池温度调节模块对动力电池组进行加热操作时，热管理控制器控制电池热管理模块的水泵和PTC加热器开始工作；热管理控制器获取动力电池的实际加热功率；在实际加热功率小于加热需求功率时，电池管理器控制VTOG控制器增大供电功率，并通过热管理控制器控制PTC加热器提高加热功率。S8，如果动力电池的温度大于预设加热温度，则电池管理器判断动力电池的温度是否大于等于预设冷却温度。 | 本发明公开了一种电动汽车、电池热管理供电系统及其控制方法，其中，系统包括：动力电池组；电池温度调节模块，用于对动力电池组进行冷却/加热操作；DC‑DC转换模块，用于将高压直流电转换成低压直流电，以给电池温度调节模块供电；分别与DC‑DC转换模块和动力电池组相连的充电控制模块，用于将交流电整流为高压直流电；分别与电池温度调节模块、DC‑DC转换模块和充电控制模块相连的电池管理器，用于根据动力电池组的温度信息控制充电控制模块给动力电池组充电或给电池温度调节模块供电，以及控制电池温度调节模块进行冷却/加热操作。该供电系统降低了外部气候环境对动力电池组充电性能的影响，提升了动力电池组的适用性。 | CN:201710922873.1A | https://patentimages.storage.googleapis.com/52/64/61/3442196301b54a/CN110015196B.pdf | CN:110015196:B | 伍星驰, 谈际刚, 王洪军 | BYD Co Ltd | US:8448460, JP:2013060066:A, CN:103419662:A, CN:103419662:B, CN:103427137:A, CN:203553304:U, CN:204156059:U, CN:105576324:A, CN:107097664:A | Not available | 2021-02-23 | 1.一种电池热管理供电系统，其特征在于，包括：, 动力电池组；, 电池温度调节模块，所述电池温度调节模块包括并联连接的电池热管理模块与车载空调，其中，所述电池热管理模块用于为所述动力电池组提供加热功率，所述车载空调用于为所述动力电池组提供冷却功率；, DC-DC转换模块，所述DC-DC转换模块分别与所述电池温度调节模块和所述动力电池组相连，所述DC-DC转换模块用于将高压直流电转换成低压直流电，以给所述电池温度调节模块供电；, 充电控制模块，所述充电控制模块分别与所述DC-DC转换模块和所述动力电池组相连，所述充电控制模块用于将外设充电装置的交流电整流为高压直流电，以给所述动力电池组充电，或通过所述DC-DC转换模块给所述电池温度调节模块供电，所述充电控制模块包括：充电控制器、第一预充电容、第一接触器和第二接触器，所述充电控制器的输入端与所述外设充电装置相连，所述第一预充电容与所述充电控制器并联连接，所述第一接触器的一端与所述充电控制器的一输出端相连，并形成第一节点，所述第二接触器的一端与所述第一节点相连，所述第二接触器的另一端与所述动力电池组的一端相连，并形成第二节点；, 电池管理器，所述电池管理器分别与所述电池温度调节模块、所述DC-DC转换模块和所述充电控制模块相连，所述电池管理器用于根据所述动力电池组的温度信息控制所述充电控制模块给所述动力电池组充电或通过所述DC-DC转换模块给所述电池温度调节模块供电，以及控制所述电池温度调节模块对所述动力电池组进行冷却/加热操作。, 2.如权利要求1所述的电池热管理供电系统，其特征在于，所述车载空调包括：, 压缩机；, 与所述压缩机相连的冷凝器；, 连接在所述压缩机和所述冷凝器之间的电池冷却支路，所述电池冷却支路包括板式换热器，所述板式换热器与所述电池热管理模块相连。, 3.如权利要求1所述的电池热管理供电系统，其特征在于，所述DC-DC转换模块包括：, DC-DC转换器，所述DC-DC转换器的一端与所述充电控制器的另一输出端相连，并形成第三节点；, 第二预充电容，所述第二预充电容与所述DC-DC转换器并联连接；, 第三接触器和第四接触器，所述第三接触器的一端与所述DC-DC转换器的另一端相连，并形成第四节点，所述第四接触器的一端与所述第四节点相连，所述第四接触器的另一端与所述第二节点相连。, 4.如权利要求3所述的电池热管理供电系统，其特征在于，还包括：, 预充电阻，所述预充电阻的一端分别与所述第一接触器的另一端和所述第三接触器的另一端相连，所述预充电阻的另一端与所述第二节点相连；, 第五接触器，所述第五接触器的一端与所述动力电池组的另一端相连，所述第五接触器的另一端与所述第三节点相连。, 5.如权利要求4所述电池热管理供电系统，其特征在于，还包括：, 第一电流传感器，所述第一电流传感器用于检测所述动力电池组的充电电流和放电电流；, 第二电流传感器，所述第二电流传感器用于在所述动力电池组充电时检测所述充电控制器输出的充电电流，以及在所述动力电池组放电时检测所述动力电池组输入到所述充电控制器的电流。, 6.如权利要求1所述电池热管理供电系统，其特征在于，所述充电控制器为充放电式电机控制器，所述外设充电装置为交流充电柜。, 7.如权利要求1所述电池热管理供电系统，其特征在于，所述充电控制器为车载充电器，所述外设充电装置为接入市电的插座。, 8.如权利要求1所述电池热管理供电系统，其特征在于，所述电池温度调节模块包括：泵、介质容器、PTC加热器、第一温度传感器、第二温度传感器、流速传感器以及热管理控制器。, 9.如权利要求1所述的电池热管理供电系统，其特征在于，所述电池温度调节模块还包括设置在流路的入口的第一温度传感器，设置在所述流路的出口的第二温度传感器，以及流速传感器。, 10.一种汽车，其特征在于，包括如权利要求1-9中任一项所述的电池热管理供电系统。, 11.一种电池热管理供电系统的控制方法，其特征在于，所述电池热管理供电系统包括电池管理器、动力电池组、电池温度调节模块、充放电式电机控制器和DC-DC转换器，其中，所述电池温度调节模块包括：车载空调、电池热管理模块、热管理控制器，所述电池管理器与所述充放电式电机控制器进行CAN通信，所述控制方法包括以下步骤：, 在交流充电柜与所述充放电式电机控制器建立连接后，所述电池管理器获取所述动力电池组的状态信息，其中，所述状态信息包括所述动力电池组的温度；, 所述电池管理器判断所述动力电池组的温度是否大于等于高温阈值；, 如果所述动力电池组的温度小于所述高温阈值，则所述电池管理器进一步判断所述动力电池组的温度是否小于等于低温阈值；, 如果所述动力电池组的温度大于所述低温阈值，则所述电池管理器控制与所述充放电式电机控制器相连第一接触器和第二接触器的接触器状态，以及与所述DC-DC转换器相连的第三接触器和第四接触器的接触器状态，并获取所述动力电池组的充电信息，其中，所述第一接触器与预充电阻串联后与所述第二接触器并联连接，所述第三接触器与所述预充电阻串联后与所述第四接触器并联连接；, 所述电池管理器将所述充电信息发送至所述充放电式电机控制器，以使所述充放电式电机控制器对所述动力电池组进行充电。, 12.如权利要求11所述的电池热管理供电系统的控制方法，其特征在于，还包括：, 在所述动力电池组的动力电池开始充电后，所述电池管理器判断所述动力电池的温度是否小于等于预设加热温度；, 如果所述动力电池的温度小于等于所述预设加热温度，则所述电池管理器控制所述电池温度调节模块对所述动力电池进行加热操作。, 13.如权利要求12所述的电池热管理供电系统的控制方法，其特征在于，还包括：, 如果所述动力电池的温度大于所述预设加热温度，则所述电池管理器判断所述动力电池的温度是否大于等于预设冷却温度；, 如果所述动力电池的温度大于等于所述预设冷却温度，则所述电池管理器控制所述电池温度调节模块对所述动力电池进行冷却操作。, 14.如权利要求11所述的电池热管理供电系统的控制方法，其特征在于，还包括：, 如果所述动力电池组的温度大于等于所述高温阈值，或所述动力电池组的温度小于等于所述低温阈值，则所述电池管理器向所述充放电式电机控制器发送高温电池冷却功能或低温加热功能启动信息，以使所述充放电式电机控制器启动供电功能；, 在所述充放电式电机控制器启动供电功能后，所述电池管理器向所述电池温度调节模块发送所述高温电池冷却功能或低温加热功能启动信息；, 所述电池温度调节模块响应所述电池冷却或加热功能启动信息后，所述热管理控制器控制所述第一接触器、所述第二接触器、所述第三接触器和所述第四接触器的接触器状态，并获取所述动力电池组的冷却或加热功率需求信息；, 所述电池管理器将所述动力电池组的冷却或加热功率需求信息分别发送至所述充放电式电机控制器和所述电池温度调节模块，并控制与所述动力电池组相连的第五接触器断开；, 所述充放电式电机控制器根据所述冷却或加热功率需求信息调整输出电压，以使所述电池温度调节模块对所述动力电池组进行冷却或加热操作。, 15.如权利要求13或14所述的电池热管理供电系统的控制方法，其特征在于，所述电池温度调节模块对所述动力电池组进行冷却操作时，, 所述热管理控制器控制所述电池热管理模块的水泵开始工作；, 所述车载空调控制所述车载空调的压缩机开始工作；, 所述热管理控制器获取所述动力电池组的实际冷却功率；, 在所述实际冷却功率小于冷却需求功率时，所述电池管理器控制所述充放电式电机控制器增大供电功率，并通过所述车载空调控制所述压缩机增大制冷功率。, 16.如权利要求12或14所述的电池热管理供电系统的控制方法，其特征在于，所述电池温度调节模块对所述动力电池组进行加热操作时，, 所述热管理控制器控制所述电池热管理模块的水泵和PTC加热器开始工作；, 所述热管理控制器获取所述动力电池组的实际加热功率；, 在所述实际加热功率小于加热需求功率时，所述电池管理器控制所述充放电式电机控制器增大供电功率，并通过所述热管理控制器控制所述PTC加热器提高加热功率。, 17.如权利要求14所述的电池热管理供电系统的控制方法，其特征在于，还包括：, 所述电池管理器判断所述动力电池组的电流是否为零；, 如果所述动力电池组的电流为零，则所述电池管理器判断所述动力电池组的温度是否小于冷却目标温度或是否大于等于加热目标温度；, 如果所述动力电池组的温度小于所述冷却目标温度或大于等于所述加热目标温度，则所述电池管理器判定电池冷却或加热完成，并控制所述第五接触器闭合，以使所述动力电池组开始充电；以及, 如果所述动力电池组的电流不为零，则所述电池管理器判定所述第五接触器烧结，并关闭电池冷却或加热功能。, 18.如权利要求14所述的电池热管理供电系统的控制方法，其特征在于，所述电池管理器控制与所述充放电式电机控制器相连的第一接触器和第二接触器的接触器状态，以及与所述DC-DC转换器相连的第三接触器和第四接触器的接触器状态，包括：, 所述电池管理器控制所述第一接触器闭合，并判断与所述充放电式电机控制器并联连接的第一预充电容两端的电压与所述动力电池组两端的电压之间的差值的绝对值是否小于第一预设值；, 如果所述第一预充电容两端的电压与所述动力电池组两端的电压之间的差值的绝对值小于所述第一预设值，则控制所述第二接触器闭合，且控制所述第一接触器断开；, 控制所述第三接触器闭合，并判断与所述DC-DC转换器并联连接的第二预充电容两端的电压与所述动力电池组两端的电压之间的差值的绝对值是否小于所述第一预设值；, 如果所述第二预充电容两端的电压与所述动力电池组两端的电压之间的差值的绝对值是否小于所述第一预设值，则控制所述第四接触器闭合，且控制所述第三接触器断开。, 19.如权利要求11所述的电池热管理供电系统的控制方法，其特征在于，所述充电信息包括充电允许信息和最大允许充电功率。, 20.一种非临时性计算机可读存储介质，其上存储有计算机程序，其特征在于，该程序被处理器执行时实现如权利要求11-19中任一项所述的电池热管理供电系统的控制方法。 | CN | China | Active | B | True |
| 55 | Wireless electrical charging system and method of operating same \n | US9707853B2 | This application is a divisional application and claims the benefit under 35 U.S.C. §121 of U.S. patent application Ser. No. 13/450,881 filed Apr. 19, 2012 which claimed benefit under 35 U.S.C. §119(e) of U.S. Provisional Patent Application No. 61/506,242 filed on Jul. 11, 2011, the entire disclosure of each of which is hereby incorporated herein by reference.\nThis invention generally relates to systems and methods for electronically charging an battery in a ground-based motorized vehicle.\nElectric vehicles and electric-hybrid vehicles are gaining in popularity with consumers. The electric motors in these vehicles are powered from a battery in the vehicle. If the battery is not self-regenerating, it may need to be electrically charged from a power source that may be located external to the vehicle.\nConventional vehicle battery charging systems include a coupler that may be plugged in to a vehicle to electrically charge the vehicle's battery. This type of electrical charging system is small enough to be portable with the vehicle and may be releasably coupled, or plugged in to a 120 VAC, 60 Hertz (Hz) power source that is commonly available in the United States. In one scenario, this system may charge a typical vehicle battery within ten (10) hours. While this electrical charging system works well, consumers may desire an electrical charging system that electrically charges the battery in a less amount of time. Consumers may also desire greater convenience to electrically charge the vehicle's battery from an electrical power source without the need to physically plug the vehicle into the power source.\nThus, a reliable and robust vehicular electrical charging system is desired that enables repeatable electrical charging of a battery in a less amount of time than a conventional low voltage 120 VAC, 60 Hz electrical charging system and which provides user convenience and safety for the operator of the electrical charging system.\nThe subject matter discussed in the background section should not be assumed to be prior art merely as a result of its mention in the background section. Similarly, a problem mentioned in the background section or associated with the subject matter of the background section should not be assumed to have been previously recognized in the prior art. The subject matter in the background section merely represents different approaches, which in and of themselves may also be inventions.\nAt the heart of the present invention is the discovery of an electrical charging system that takes into consideration a variety of factors in combination to ensure the electrical charging system is reliable, safe, and more convenient for an operator to operate and use. One factor is that an electrical connection system that operates at a voltage of greater than 120 VAC may electrically charge a battery in a less amount of time than the conventional 120 VAC electrical charger. A second factor is that an electrical connection system that operates at a frequency greater than 60 Hertz may also provide an electrical connection system that operates with an increased power system efficiency. A third factor is having repeatable, reliable positioning of the vehicle to align a transmit and receive inductive coils so that energy may be effectively wirelessly received by the receive coil so that the electrical charging system may electrically operate to electrically charge the battery. A fourth factor is that high voltage, high frequency electrical signals need to be reliably and safely electrically shaped and transmitted within the vehicle space with respect to the operator also being disposed in the vehicular environment. A fifth factor is that the electrical charging system needs to effectively control the rate at which the electrical charge system electrically charges the battery. A sixth factor is to have a more simplified electrical charging system that has a decreased number of components. A seventh factor is to have an electrical charging system that includes both a high voltage, high frequency primary system and a lower voltage, 60 Hz secondary system that allow electrical charging of the battery in a variety of operating conditions encountered by the operator when operatively using the vehicle for its intended transportation function. Having a primary and a secondary system provides further flexibility and ease of operation for the operator of the electrical charging system. An eighth factor is having a variety of electrical/electronic configurations for on-vehicle shaping of the high power, high frequency signals dependent on the electrical application of use. A ninth factor is having an electrical charging system that provides audible or visual indication to the operator if the electrical charging system is not operating as intended before the operator leaves the local area where the electrical charging system is disposed. A tenth factor is having the ability to simultaneously electrically charge the electrical charging system in a plurality of vehicles.\nIn accordance with an embodiment of the invention, then, an electrical charging system is capable of electrically charging an battery of a vehicle. The electrical charging system includes a power transmitter, an energy coupling arrangement that includes an off-vehicle inductive coil and an on-vehicle inductive coil, at least one electrical signal shaping device, and an alignment means. The power transmitter is configured to provide energy. The off-vehicle inductive coil of the energy coupling arrangement is disposed external to the vehicle. The off-vehicle inductive coil is in electrical communication with the power transmitter. An on-vehicle inductive coil of the energy coupling arrangement is disposed on the vehicle. The on-vehicle inductive coil is configured to receive at least a portion of the energy wirelessly transmitted from the off-vehicle inductive coil. The electrical signal shaping device is in electrical communication with the on-vehicle inductive coil to electrically shape at least a portion of the received energy and electrically transmit the electrically-shaped energy to electrically charge the battery. The alignment means is configured to communicate with the vehicle to ensure that the vehicle is positioned relative to the off-vehicle inductive coil of the energy coupling arrangement such that the on-vehicle inductive coil receives the energy wirelessly transmitted from the off-vehicle inductive coil.\nIn accordance with another embodiment of the invention, a method is presented to operate an electrical charging system in which the electrical charging system is used to electrically charge an battery disposed on a vehicle.\nIn accordance with a further embodiment of the invention, a further method is presented electrically charge an battery by the transmission and acknowledgement of data messages within the electrical charging system.\nIn accordance with a further embodiment of the invention, a method is presented to transmit energy through an electrical charging system to electrically charge an battery using reflected and received power measurements of the electrical charging system.\nIn accordance with yet another embodiment of the invention, an electrical charging system is in electrical communication with a multiswitch is presented in which the multiswitch is also in electrical communication with at least one other electrical charging system so that the multiswitch is configured to simultaneously electrically charge the respective batteries disposed on a plurality of vehicles.\nFurther features, uses and advantages of the invention will appear more clearly on a reading of the following detailed description of the embodiments of the invention, which is given by way of non-limiting example only and with reference to the accompanying drawings.\nThis invention will be further described with reference to the accompanying drawings in which:\n FIG. 1 shows an electrical charging system in simplified block diagram form that is configured to electrically charge an battery in accordance with the invention;\n FIG. 2 shows a more detailed block diagram of the electrical charging system of FIG. 1, and further details thereof including an alignment means;\n FIG. 3 shows the electrical charging system of FIG. 2, and further spatial details of the inductive coils thereof between a vehicle and a ground surface;\n FIG. 4 shows yet another block diagram of the electrical charging system of FIG. 3, further showing vehicular electrical signal shaping device details thereof;\n FIG. 5 shows a block diagram of a single power transmitter of the electrical charging system of FIG. 2, and details thereof;\n FIG. 5A shows an electrical schematic of the power transmitter of FIG. 5;\n FIG. 6 shows a method to operate the electrical charging system of FIG. 2 that uses an alignment means of the electrical charging system to ensure repeatable energy transmission of electromagnetic energy in an energy coupling arrangement;\n FIG. 7 shows further sub-steps of the method of FIG. 6 for positioning the vehicle so that the inductive coils are configured to wirelessly communicate one-to-another;\n FIG. 8 shows another method to operate the electrical charging system of FIG. 2 based on data message transmission and acknowledgement;\n FIG. 9 shows additional steps of the method of FIG. 8;\n FIG. 10 shows a method to transmit energy through the electrical charging system of FIG. 2 using reflected and received power measurements;\n FIG. 11 shows additional steps of the method of FIG. 10;\n FIG. 12 shows an electrical charging system that includes a primary system similar to the embodiment of FIG. 2 and a 60 Hertz secondary system that electrically interfaces with the primary system, according to an alternate embodiment of the invention;\n FIG. 13 shows an electrical charging system that includes a primary and a secondary system and an integral charger electrical device as part of the electrical charging system that has transfer switch functionality disposed therein, according to another alternate embodiment of the invention;\n FIG. 14 shows an electrical charging system that includes a primary and a secondary system and an integral charger electrical device that includes transfer switch functionality is incorporated therein is included as part of the primary system while the inverter electrical device is removed therefrom, according to a further alternate embodiment of the invention;\n FIG. 15 shows a block diagram of a primary and a secondary system and the primary system includes a converter, according to another alternate embodiment of the invention; and\n FIG. 16 shows a plurality of vehicles that respectively include the electrical charging system of FIG. 2 being simultaneously electrically charged through a multiplex power switch according to yet another alternate embodiment of the invention.\nA drivetrain of a vehicle is formed with a group of components in the vehicle that generate power and deliver this power through the tires of the vehicle that engage a road surface. A hybrid electric vehicle and an electrical vehicle each use a traction battery to power the drivetrain of their respective vehicles. A hybrid electrical vehicle uses a hydrocarbon fuel engine, or motor in combination with energy supplied by a battery disposed on the vehicle to power the drivetrain of a vehicle. An electric vehicle powers the drivetrain solely by using energy from an battery, or battery. The traction battery of the hybrid electric vehicle and the electric vehicle may include a plurality of batteries connected in series or parallel connection to form a single battery. As the vehicle is driven, or otherwise used by an operator of the vehicle, such as when powering the radio or windshield wipers apart from powering the drivetrain, the electrical charge on the battery may decrease, or become void of electrical charge. If this situation occurs, the battery needs to be electrically recharged back to a fully charged electrical state. Recharging a battery may be accomplished using an electrical charging system. The electrical charging system supplies the electrical charge to provide and fill the battery with electrical charge. A hybrid or electric vehicle's battery may be electrically charged using a plug-in 120 VAC, 60 Hertz (Hz) electrical charging system when the vehicle is not in motion, such as when parked. One such electrical charging system is described in U.S. Patent Publication No. 2012/0126747 entitled “BATTERY CHARGER HAVING NON-CONTACT ELECTRICAL SWITCH” and another such system is described in U.S. Patent Publication No. 2013/0134933, entitled “POWER SAFETY SYSTEM AND METHOD HAVING A PLURALITY OF THERMALLY-TRIGGERED ELECTRICAL BREAKING ARRANGEMENTS” each of which is incorporated by reference in their entirety herein. Returning the vehicle's battery to a full electrical charge using the electrical charging system ensures the user of the hybrid or electric vehicle is ready to travel a full distance range governed at least in part by the electrical charge state of the battery, or battery pack. Consistently and reliably electrically charging the battery in less time than that of a 120 VAC, 60 Hz electrical charging system is advantageous to enhance the readiness and usability of the vehicle to an operator of the vehicle.\nThe following terms are used throughout the specification and are defined as follows:\nAlignment Means—Structures that facilitate alignment of the vehicle so that the alignment of the inductive coils repeatedly occurs. Alignment means may include a wheel chock, a wheel stop, or a tire indention device. A wheel chock is one or more wedges of sturdy material placed ahead or behind a vehicle's wheels to prevent accidental movement of the vehicle. The bottom surface is sometimes coated in rubber to enhance grip with the ground. When used with the electrical charging system as described herein, preferably the wheel chock is positioned and secured to the ground surface using an adhesive or fasteners, and when engaged by the tires of the vehicle, ensures at least partial alignment of inductive coils of the electrical charging system with one of the inductive coils disposed on the vehicle and another inductive coil being disposed on the ground surface. One edge of the wedge may have a concave profile to contour to the wheel of the vehicle that increases the force necessary to overrun the chock. Another type of alignment means may be a tire indention device. When the wheel is disposed within the indention of the tire indention device, this provides indication to a driver of the vehicle that the inductive coils of the electrical charging system are in general alignment one-to-another so that an on-vehicle inductive coil may couple, or receive energy transmitted from the ground-based off-vehicle inductive coil. A lateral vehicle alignment member, such as a tennis ball extending on a string from a ceiling of a residential garage, may also assist in helping the driver of the vehicle position the vehicle so that the inductive coils are sufficiently aligned so that the on-vehicle inductive coil wirelessly receives the energy transmitted from the off-vehicle inductive coil. The tennis ball may be positioned in a predetermined position so that when a front portion of the vehicle engages the tennis ball along a mid-line of the vehicle the vehicle is positioned so that at least a portion of the on-vehicle inductive coil overlies the off-vehicle inductive coil and energy is transmitted/received therebetween.\n\nAlignment of Inductive Coils—The inductive coils may be considered aligned when the system power efficiency of the electrical charging system is greater than 75% between the inductive coils. For example, for inductive coils having a general size of 50 centimeters (cm)×50 cm with a z-axis direction of 20 cm having at least a 50% overlay of each area of the respective inductive coils may yield 75% or greater system power efficiency. In a general sense, if the system power efficiency of the electrical charging system is greater than 75%, whether or not a portion of respective areas of the inductive coils overlie one another, the inductive coils may be considered to be aligned one-to-another. For example, as best illustrated in FIG. 3, at least a portion of the area of the vehicular inductive coil preferably overlies at least a portion of the off-vehicle inductive coil secured to a ground surface underlying the vehicle.\n\nCharger Electrical Device—An electrical device that takes one form of energy and converts it to a compatible form of energy to electrically charge the battery of the vehicle. For example, this charger device may receive low frequency AC power and converts it to DC current that is used to subsequently electrically charge a battery in a safe, efficient manner. For instance, the low frequency AC power may have a 60 Hz frequency associated with it.\n\nEnergy Coupling Arrangement—The energy coupling arrangement is formed from the off-vehicle inductive coil and the on-vehicle inductive coil. The on-vehicle inductive coil wirelessly receives electromagnetic (EM) energy transmitted from the off-vehicle inductive coil. Preferably, the energy transfer is predominately through magnetic energy coupling.\n\nEnergy Storage Device—An electrical device that stores electrical charge. The energy storage device may also be referred to as a battery. The battery may be a single battery or a plurality of batteries formed in to a battery pack. For example, battery packs are typically found on electric or hybrid electric vehicles.\n\nElectrical Charge System Power Efficiency—The amount of power input relative to the amount of power output of the electrical charging system. Typically, the system power efficiency may have a range from 0% to 100% with 100% being totally efficient with no loss of power between the input and the output. For some electrical applications it may be desired to have the highest system power efficiency as possible thereby having a percentage value closer to 100%. The system power efficiency may be affected by a number of factors one of which is the electrical components used to construct the electrical charging system which may affect the power loss through the electrical charging system. Also, this term may be referred to as ‘system power efficiency.’\n\nElectrical Signal Shaping Device—The electrical signal shaping device takes a form of energy as an input from the inductive coils, electrically shapes it in a manner suitable to electrically charge the battery, and electrically transmits the shaped energy to the battery. For instance, as described herein, the electrical signal shaping device is disposed on the vehicle electrically downstream from the on-vehicle inductive coil. The electrical signal shaping device may be packaged with in a single electronic module or a plurality of modules electrically connected together dependent on the application of use for an electrical charging system. For example, the electrical signal shaping device may only be a rectifier.\n\nHigh Power Electrical Charging System—An electrical charging system that has a power output from the power transmitter of at least 900 watts. Preferably, this wattage value is within a range from 900 to 10,000 watts. In some embodiments, an electrical charging system having a power output from a power transmitter of less than 900 watts is not considered to be a high power electrical charging system. The power output of the high power electrical charging system generally also outputs an electrical signal that has a frequency that is greater than 60 Hz. The electrical charging system includes a power transmitter in electrical communication with a power source, an energy coupling arrangement that includes a first and a second inductive coil, and an electrical signal shaping device that includes a controller. The electrical charging system may also include an alignment means when used in vehicular applications that assists to properly align the second inductive coil in relation to the first inductive coil so that the second inductive coil receives energy from the first inductive coil when the electrical charging system is in operation. As illustrated in FIGS. 4-5, 12-15 various electrical signal designations are mapped along signal paths in the electrical charging system to better understand the levels of voltage and/or frequency levels of these electrical signals within the various electrical charging system embodiments. Alternatively, the electrical charging system may not include an alignment means and still be within the spirit and scope of the invention. These electrical signal designations are:\n\nHV HF AC—A high voltage, high frequency alternating current (AC) electrical signal. Preferably, the voltage signal is greater than 120 VAC and the frequency of the voltage signal is greater than 60 Hz. The frequency may be in a range of 10 kHz to 450 kHz.\n\nHV DC—A high voltage, direct current (DC) electrical signal. Preferably, the DC voltage is greater than 120 VDC.\n\n60 Hz AC—A 60 Hz, AC voltage electrical signal. Generally, the AC voltage is either 120 VAC or 240 VAC dependent on the power source generating the voltage.\n\n120 VAC or 240 VAC, 60 Hz—A 120 VAC or 240 VAC, 60 Hz electrical signal. For example, this may be an electrical signal supplied by the power source to the primary system (240 VAC) or the secondary system (120 VAC, plug-in), such as illustrated in FIGS. 4 and 12. The primary and/or the secondary system may be hardwired or pluggable dependent on the electrical application of use.\n\nPower Source—This is power supplied by an electrical power grid such as is supplied by a power municipality. The high power electrical charging system electrically connects to a power source. A conventional 60 Hz electrical charging system also electrically connects with a power source. Preferably, the power source in electrical connection with the high power electrical charging system has a greater voltage than the power source in electrical communication with the 60 Hz electrical charging system.\n\nPower Transmitter—An electrical device that is part of an electrical charging system. A single power transmitter advantageously includes a DC supply, an RF amplifier, a wireless communication control, and a user interface within a single housing making for a compact, efficient arrangement that may be mounted to wall in a garage, for example, or to a post. An integrated power transmitter allows for overall electrical charging system power efficiency to be attained versus having multiple electronic modules that might make up the functionality of power transmission. Multiple electronic modules may experience undesired loss of power that could otherwise result. The RF amplifier is in electrical communication with the DC supply. The first inductive coil is in electrical communication with an output of the RF amplifier. Preferably, the RF amplifier is capable of delivering a power of greater than 900 watts at a frequency of greater than 60 Hertz (Hz). Preferably, the frequency has a range that is from 15 kHz to 450 kHz. Alternatively, the RF amplifier may also deliver a power of less than 900 watts dependent on the operation mode of the electrical charging system and the electrical application of use. The wireless communication control wirelessly communicates with the controller portion of the electrical signal shaping device.\n\nReceived Power—An amount of energy received by the on-vehicle inductive coil.\n\nReflected Power—An amount of energy not able to be wireless transmitted by the off-vehicle inductive coil. For example, the reflected power energy is affected by power that has been lost through the electrical charging system en route to the battery.\n\nVehicle—A vehicle that typically has wheels in communication with a drivetrain driven by a motor or a fuel combustion engine. For an electric vehicle application the motor is an electric motor. The hybrid electric vehicle includes an electric motor used in combination with and fuel combustion engine to power the drivetrain of the vehicle.\n\nReferring to FIGS. 1-4, in accordance with one embodiment of this invention, a high power electrical charging system 10 is configured to electrically charge an battery 12 that further drives one or more electrical loads. In some vehicle applications, battery 12 may be a traction battery. Battery 12 is disposed on a vehicle 13 and configured to provide energy to operate a drivetrain (not shown) of vehicle 13. Alternatively, the battery is not limited to supplying electrical current only to the drivetrain, but may also be used to operate any electrical or electrical/mechanical device that requires electrical current. Furthermore, the vehicle may be any type of vehicle that has an energy storage device, or battery that needs electrical charging and includes, but is not limited to a hybrid and/or a hybrid electric vehicle. Battery 12 may be formed as a single battery or a plurality of batteries such as may be arranged in a battery pack. A first portion of electrical charging system 10 is disposed external to vehicle 13 and a second portion of electrical charging system 10 is disposed on vehicle 13. Vehicle 13 has a length disposed along a longitudinal axis A, as best illustrated in FIGS. 3 and 4, and is further disposed along a generally planar ground surface 27.\nReferring to FIG. 2, electrical charging system 10 includes an integrally constructed power transmitter 14, a first, or off-vehicle inductive coil 16, a second, or on-vehicle inductive coil 18, at least one on-vehicle electrical signal shaping device 20, and an alignment means 22. As defined herein, ‘off-vehicle’ provides an indication that the device is disposed external to the vehicle and ‘on-vehicle’ provides an indication that the device is attached or disposed on the vehicle. Electrical charging system 10 including electrical signal shaping device 20 may be formed of any type of electrical/electronic devices in any type of circuit combination and may include resisters, capacitors, diodes, semiconductors, integrated circuits (ICs), relays, thermal fuses, thermistors, and thermocouples, inductive coils, coils and the like. The first portion of electrical charging system 10 disposed external to vehicle 13 includes power transmitter 14 and off-vehicle inductive coil 16 in electrical communication with power transmitter 14. Off-vehicle inductive coil 16 is fixedly secured to ground surface 27 with fasteners, such as bolts. The second portion of electrical charging system 10 is disposed on vehicle 13 includes on-vehicle inductive coil 18 and electrical signal shaping device 20 in downstream electrical communication with on-vehicle inductive coil 18. Vehicle 13 includes a charger 24 and battery 12 in downstream electrical communication with charger 24. Charger 24 is in disposed in downstream electrical communication from electrical signal shaping device 20. Power transmitter 14 is in downstream electrical communication with a fixed power source 26. Power source 26 has a voltage value that is greater than the 120 VAC, 60 Hz power source used to operate the pluggable, portable charging system as discussed previously in the Background. Preferably, fixed power source 26 has a voltage value of 220 or 240 VAC. Alternatively, the fixed power source 26 in electrical communication with the power transmitter may have any voltage value that is greater than 120 VAC. As such, electrical charging system 10 is configured to electrically charge battery 12 in a lessor amount of time than the 60 Hz, 120 VAC pluggable, portable charge system previously discussed herein. When electrical charging system 10 is in electrical communication with fixed power source 26, electrical charging system 10 is configured to electrically charge battery 12.\nInductive coils 16, 18 form an energy coupling arrangement 28 and on-vehicle inductive coil 18 and electrical signal shaping device 20 form a mobile power system 31 of electrical charging system 10. Mobile power system 31 is carried with vehicle 13 as vehicle 13 movingly travels along a road. The on vehicle and off-vehicle inductive coils 16, 18 are constructed with a coil that may have a high quality factor (Q factor) and may be formed of Litz wire or copper tubing so that the coil has low resistance at the frequency of operation. Dependent on the electrical application, the Q factor may be greater than 100. The inductive coils may also include additional electrical components, such as resistors, capacitors, inductors and the like to ensure high efficiency transmission of the magnetic energy therebetween. Thus, mobile power system 31 is a vehicle-based subsystem that is disposed in downstream communication from energy coupling arrangement 28 and energy coupling arrangement 28 is disposed in downstream electrical communication from fixed power source 26, as best illustrated in FIG. 1. Electromagnetic energy is wirelessly transmitted from off-vehicle inductive coil 16 to on-vehicle inductive coil 18 within energy coupling arrangement 28. It is desired that the on- and off-vehicle inductive coils each have an operating temperature range from −30° to 50° Celsius.\n Power transmitter 14 is in electrical communication with a fixed power source 26 and off-vehicle inductive coil 16. As such, power transmitter 14 and fixed power source 26 form a ground-based wireless power transmitter subsystem. Power source 26 is disposed external to electrical charging system 10 and vehicle 13. Preferably, power transmitter 14 is hardwired with power source 26 so as to eliminate handling of high voltage power cables electrically connecting power source 26 and power transmitter 14 by an operator 32 so as to increase the safety of operator 32 and provide further convenience for operator 32 in the operation of electrical charging system 10. For example, as best shown in FIG. 3, operator 32 may be the driver of vehicle 13. Alternatively, the operator may be any person that has access to electrical charging system 10. Power transmitter 14 is in electrical communication with off-vehicle inductive coil 16 through cables 34 that carry an electrical output of power transmitter 14. When power transmitter 14 is electrically connected with power source 26, power transmitter 14 is configured to supply energy used by electrical charging system 10 to form electrical current that is provided to electrically charge battery 12.\nOff-vehicle inductive coil 16 is in wireless communication with on-vehicle inductive coil 18 in energy coupling arrangement 28 in that on-vehicle inductive coil 18 wirelessly receives, collects, or couples at least a portion of the energy transmitted by off-vehicle inductive coil 16 from energy provided by power transmitter 14 via fixed power source 26. Electromagnetic energy is wirelessly communicated, or transmitted from off-vehicle inductive coil 16 to on-vehicle inductive coil 18. Alternatively, the inductive coils of the energy coupling arrangement may wirelessly communicate by wireless inductive energy communication or wireless electrical communication. Another form of electrical wireless communication may be capacitive coupling. Electrical signal shaping device 20 advantageously electrically shapes communicated electromagnetic energy received and captured by on-vehicle inductive coil 18 to produce electrical current in a form useable by battery 12. The produced electrical current is electrically transmitted through electrical signal shaping device 20 to electrically charge battery 12. In some electrical applications, this electrical current is in a form that is useable by a charger prior to the battery being electrically charged.\nAlignment means 22 is disposed external to vehicle 13 on ground surface 27, as best illustrated in FIG. 3. Alignment means 22 is a tire block, or wheel chock 37 that is configured for physical engagement, or contact with at least one of the tires 38 a-d of vehicle 13. Wheel chock 37 may be commercially purchased or molded by an injection molding machine as is known in the molding art. Wheel chock 37 is positioned on ground surface 27 and may be secured to ground surface 27 using bolts or other type fasteners. As best shown in FIGS. 3 and 4, wheel chock 37 is engaged with right front tire 38 b. Alternatively, the wheel chock may be strategically positioned in a manner along the ground surface so that any tire on the vehicle could be appropriately engaged such that the inductive coils wirelessly communicate electromagnetic energy therebetween. The placement of wheel chock 37 ensures vehicle 13 is positioned relative to off-vehicle ind | An electrical charging system configured to charge a battery includes a power transmitter, an energy coupling arrangement, an electrical signal shaping device including a controller, and an alignment means. The arrangement includes a first inductive coil disposed external to the vehicle and a second inductive coil attached with the vehicle. The alignment means communicates with the vehicle to ensure repeatable vehicle positioning so that the second inductive coil is positioned relative to the first inductive coil so that the second inductive coil receives the energy produced by the power transmitter wirelessly transmitted from the first inductive coil. The energy received by the second inductive coil is electrically shaped by the electrical signal shaping device and further transmitted through the electrical signal shaping device as controlled by the controller to charge the battery. Methods for transmitting energy through the electrical charging system to charge the battery are also presented. | US:15/159,312 | https://patentimages.storage.googleapis.com/21/a5/a8/2553c302a46f0b/US9707853.pdf | US:9707853 | Richard J. Boyer, Kerry White Pasha, Brian D. Pasha, John Victor Fuzo | Delphi Technologies Inc | US:4496896, US:6150794, US:6198244, JP:2003061266:A, JP:2003143712:A, WO:2005029098:A2, US:20060284593:A1, US:20120032525:A1, CN:101835653:A, JP:2009284695:A, JP:2010068634:A, JP:2010252497:A, WO:2010131349:A1, US:8810205, CN:102055250:A, US:8716974, US:8937454, US:20110204845:A1, US:20110298422:A1, US:8841881 | 2017-07-18 | 2017-07-18 | 1. An electrical charging system to electrically charge an battery of a vehicle, comprising:\na primary charging system having a power transmitter configured to provide energy, an off-vehicle inductive coil in electrical communication with the power transmitter and disposed external to the vehicle, an on-vehicle inductive coil disposed on the vehicle, and configured to receive a portion of the energy wirelessly transmitted from the off-vehicle inductive coil, an electrical signal shaping device in electrical communication with the on-vehicle inductive coil to electrically shape the portion of the received energy and electrically transmit electrically-shaped energy to electrically charge the battery, and an alignment means for positioning the vehicle relative to the off-vehicle inductive coil of the energy coupling arrangement such that the on-vehicle inductive coil is aligned with the off-vehicle inductive coil such that the portion of the wirelessly energy received by on-vehicle inductive coil is at least 75% of the wirelessly energy transmitted by the off on-vehicle inductive coil; and\na secondary charging system distinct from the primary charging system in communication with the electrical signal shaping device, wherein the electrical charging system prevents the primary system from electrically charging the battery when the secondary system is electrically charging the battery.\n, a primary charging system having a power transmitter configured to provide energy, an off-vehicle inductive coil in electrical communication with the power transmitter and disposed external to the vehicle, an on-vehicle inductive coil disposed on the vehicle, and configured to receive a portion of the energy wirelessly transmitted from the off-vehicle inductive coil, an electrical signal shaping device in electrical communication with the on-vehicle inductive coil to electrically shape the portion of the received energy and electrically transmit electrically-shaped energy to electrically charge the battery, and an alignment means for positioning the vehicle relative to the off-vehicle inductive coil of the energy coupling arrangement such that the on-vehicle inductive coil is aligned with the off-vehicle inductive coil such that the portion of the wirelessly energy received by on-vehicle inductive coil is at least 75% of the wirelessly energy transmitted by the off on-vehicle inductive coil; and, a secondary charging system distinct from the primary charging system in communication with the electrical signal shaping device, wherein the electrical charging system prevents the primary system from electrically charging the battery when the secondary system is electrically charging the battery., 2. The electrical charging system according to claim 1, wherein the alignment means positions the vehicle such that at least a portion of the on-vehicle inductive coil overlies at least a portion of the off-vehicle inductive coil., 3. The electrical charging system according to claim 1, wherein the alignment means includes a wheel chock., 4. The electrical charging system according to claim 1, wherein the electrical signal shaping device further includes:\na rectifier in downstream electrical communication with the on-vehicle inductive coil,\nan inverter in downstream electrical communication with the rectifier, and\na transfer switch in downstream electrical communication with the inverter, and the battery is in downstream electrical communication with the transfer switch.\n, a rectifier in downstream electrical communication with the on-vehicle inductive coil,, an inverter in downstream electrical communication with the rectifier, and, a transfer switch in downstream electrical communication with the inverter, and the battery is in downstream electrical communication with the transfer switch., 5. The electrical charging system according to claim 1, wherein the electrical signal shaping device further includes:\na rectifier in downstream electrical communication with the on-vehicle inductive coil,\na charger in downstream electrical communication with the rectifier, wherein the controller communicates with the charger on a communication data bus.\n, a rectifier in downstream electrical communication with the on-vehicle inductive coil,, a charger in downstream electrical communication with the rectifier, wherein the controller communicates with the charger on a communication data bus., 6. The electrical charging system according to claim 5, wherein the electrical signal shaping device further includes an inverter disposed intermediate to, and in respective electrical communication with the rectifier and the charger., 7. The electrical charging system according to claim 1, wherein the electrical signal shaping device further includes:\na converter in downstream electrical communication with the on-vehicle inductive coil,\na transfer switch in downstream electrical communication with the converter, wherein the battery is in downstream electrical communication with the transfer switch.\n, a converter in downstream electrical communication with the on-vehicle inductive coil,, a transfer switch in downstream electrical communication with the converter, wherein the battery is in downstream electrical communication with the transfer switch., 8. The electrical charging system according to claim 1, wherein the primary system is connected to a first power source and the secondary system is connected to a second power source and wherein the voltage of the first power source is greater than the voltage of the second power source., 9. The electrical charging system according to claim 1, wherein the electrically-shaped energy has a first frequency at an input of the electrical signal shaping device and a second frequency at an output of the electrical signal shaping device and wherein the first frequency is greater than the second frequency., 10. The electrical charging system according to claim 9, wherein the first frequency is disposed in a range from 20 kHz to 200 kHz and the second frequency is less than 20 kHz. | US | United States | Active | B | True |
| 56 | 一种电动汽车充电机的充电管理系统及方法 \n | CN105196888B | 【技术领域】本发明属于电动汽车充电技术领域，涉及一种电动汽车充电机的充电管理系统及方法。【背景技术】随着社会的进步以及环保意识的增强，电动汽车由于以车载电源为动力，能够解决燃油汽车尾气排放污染环境，高能耗等问题而逐步受到青睐。我国通过构建行业创新体系、完备产业政策、推广试点示范等举措大力加快电动汽车的发展。目前国内电动汽车技术基本成熟，产业链较为完善，电动公交车、电动环卫车、电动出租车等已在局部区域和特定用途形成一定示范作用。而电动汽车的充电问题是人们非常关注的问题，其关系到电动汽车的普及和推广。现有充电机常规的充电方式有直流充电和交流充电两种。交流充电的输出功率小，需要较长的充电时间才能将电动汽车的动力电池充满。但是直流充电机不同，由于它的输出功率相对比较大，能够在短时间内将动力电池电量充满，从而很大程度地减少了用户的充电等待时间。现有的充电机有如下技术问题：1、充电机非智能化。充电方式固定单一，充电策略少，无法满足用户需求；缺少微电网调度，充电功率需求只考虑BMS的要求，始终以最大容量对电池进行充电，对电网造成巨大的冲击；同时缺少用户调度相关技术。2、充电机完全按照电动汽车BMS要求进行充电，充电过程中的多种意外情况无法避免。比如当BMS死机时，充电机持续充电引发过充，带来严重后果。3、充电机完全按照BMS要求，直流充电下，电池寿命减少很快。目前的技术下直流充电频繁的使用，会加剧对电池的损伤，缩短电池的使用寿命。【发明内容】本发明的目的是提供一种电动汽车充电机的充电管理系统及方法，解决现有充电机非智能化，充电方式固定单一，充电策略少的问题。为达到上述目的，本发明采用如下技术方案：一种电动汽车充电机的充电管理系统，包括：CGMS充电机电网微调度系统模块，负责与供电电网集控通信，对收到的参数信息根据一定策略进行判读，输出判读结果，传递给CCMS充电机充电管理系统模块；CBMS充电机电池管理系统模块，负责与BMS车辆电池管理系统通信，接收BMS车辆电池管理系统发送的各项通信及充电参数，并将这些参数根据一定策略进行判读，输出充电需求参数，传递给CCMS充电机充电管理系统模块；CVMS充电机车辆调度管理系统模块，负责与CCMS充电机充电管理系统模块通信，采集充电机内置的多个参数；同时负责与用户调度中心通信，将充电机内置的多个参数，发送给用户调度中心；CNMS充电机网络管理系统模块，负责与智能网络云平台通信，接收和传递多个参数信息；同时通过云平台，间接与用户终端设备通信；CCMS充电机充电管理系统模块是CMS充电机管理系统的核心，负责与上述四个系统模块通信，同时负责直流模块控制，车位功率分配单元控制，电池诊断与防护，充电机自身诊断与防护，BMS诊断与防护，汽车诊断与防护，故障录波。一种电动汽车充电机充电管理方法，开始充电之前，供电网集控监控所控制区域的电网使用情况，将区域电量负荷状态发送给CMS充电机管理系统，CGMS充电机电网微调度系统模块收到发来的区域电量负荷信息，判断当前区域电量是否超过预定的区域电量负荷上限，将该区域电量信息，以及判断策略结果信息发送给CCMS充电机充电管理系统模块；CCMS充电机充电管理系统模块收到充电方式信息，对电动汽车进行充电；充电结束后，CCMS充电机充电管理系统模块将充电电量发送给CGMS充电机电网微调度系统模块、CGMS充电机电网微调度系统模块则收集特定时间段内该充电机所充电的电量发送给供电网络集控。进一步，充电过程中CVMS充电机车辆调度管理系统模块将当前充电机信息，区域用电量是否超负荷参数，预计充电信息发送给用户车辆调度中心，调度中心根据这些信息，决定所属单位电动汽车选择不同位置的充电机进行充电。进一步，当用户车辆与充电枪连接好后，用户通过终端设备发送充电请求，云平台进行后台判断，当可以进行充电时，云平台下达充电开始指令给CNMS充电机网络管理模块，该模块收到充电开始指令后，将充电开始指令传递给CCMS充电机充电管理系统模块，完成充电请求；CCMS充电机充电管理系统模块将充电机信息，区域用电量是否超负荷参数，预计充电信息通过CNMS充电机网络管理模块发送给用户终端设备。进一步，当前充电机信息包括充电机位置，充电机类型，充电机空闲状态，充电功率大小和充电等待时间；预计充电信息包括预计充电时间和预计充电费用。进一步，充电过程中BMS车辆电池管理系统将电池单体最高电压，单体电流，单体最高温度实时参数值发送给CBMS充电机电池管理系统模块；CBMS充电机电池管理系统模块依据内置的多个参数，进行算法调整，将最优的充电策略参数值发送给CCMS充电机充电管理系统模块，CCMS充电机充电管理系统模块进行决策判断，对输出功率进行调整。进一步，供电网集控监控所控制区域的电网使用情况；1)当收到的区域电量负荷为Mkw时，大于预定的上限Nkw，同时M比N超过20％，则不给该电动汽车充电，同时将该充电方式信息发送给CCMS充电机充电管理系统模块；2)当收到的区域电量负荷为Lkw时，大于预定的上限Nkw，同时L比N不超过20％，则判断继续给充电机充电，但是将BMS车辆电池管理系统需求的充电功率减小到原来的90％，同时将该充电方式信息发送给CCMS充电机充电管理系统模块；3)当收到的区域电量负荷为Pkw时，小于预定的上限Nkw，则判断按照BMS的需求，以100％的充电功率继续给电动汽车充电，同时将该充电方式信息发送给CCMS充电机充电管理系统模块。进一步，根据如下参数进行智能充电策略调整：CGMS充电机电网微调度系统模块传递的局域电网负荷参数，CBMS充电机电池管理系统模块传递的充电机充电需求电压电流，CNMS充电机网络管理模块传递的云平台多个参数以及用户充电需求相关参数。充电机内部内置多个参数值，包括预订的电压时间柔性充电曲线。充电过程中根据实时采集到的电压信息，进行输出的调整，同时根据多个用户同一站点不同充电需求，将输出功率进行适当调配。进一步，根据如下参数进行主动防护策略调整：充电过程中CBMS充电机电池管理系统模块传递的总电压，单体电压，单体最高电压，单体最高温度；同时结合充电机内部内置参数值，设定上述参数不能超过一个特定值，当超过特定值时，发出告警。本发明的有益效果是：1、将充电机与动力电池BMS通信部分，集成到CMS充电机管理系统的一个子系统CBMS充电机电池管理系统模块中，同时将该子系统模块化，便于以后扩展。同时引入智能安全冗余策略以及故障录波策略，模块内置多个BMS相关参数，实现电动汽车充电过程中的智能主动防护。同时，通过分析BMS以及动力电池特性数据，与CCMS模块配合，采用多维度数据分析控制策略，输出基于电池充电过程优化的柔性曲线电流，延长电池使用寿命。2、将充电机内部本身功能实现部分，集成到CMS充电机管理系统的一个子系统CCMS充电机充电管理系统中，并将其模块化。该系统模块新增柔性充电智能策略。3、将充电机与车辆调度中心的通信部分，集成到CMS充电机管理系统的一个子系统CVMS充电机车辆调度管理系统中，并将其模块化，便于以后扩展。同时，引入智能用户调度策略，实现用户车辆调度需求。4、将充电机与供电电网集控的通信部分，集成到CMS充电机管理系统的一个子系统CGMS充电机电网微调度系统中，并将其模块化，便于以后扩展。5、将充电机与云平台互联网智能网络通信部分，集成到CMS充电机管理系统的一个子系统CNMS充电机网络管理系统中，同时将该子系统模块化，便于以后扩展。【附图说明】图1是一种电动汽车充电机的充电管理系统及方法的示意图；图2是一种电动汽车充电机的充电管理系统及方法的原理框图；图3是一种电动汽车充电机的充电管理系统及方法的系统控制框图。【具体实施方式】下面结合附图和具体实施方式对本发明进行详细说明。如图1-3所示，本发明的电动汽车充电机的充电管理系统包括：1、CGMS充电机电网微调度系统模块，负责与供电电网集控通信，对收到的参数信息根据一定策略进行判读，输出判读结果，传递给CCMS充电机充电管理系统模块。2、CBMS充电机电池管理系统模块，负责与电动汽车BMS系统通信，接收BMS发送的各项通信及充电参数，并将这些参数根据一定策略进行判读，输出充电需求参数，传递给CCMS充电机充电管理系统模块。3、CVMS充电机车辆调度管理系统模块，与CCMS充电机充电管理系统模块通信，采集充电机内置的多个参数。同时负责与用户调度中心通信，将充电机内置的多个参数，发送给用户调度中心。4、CNMS充电机网络管理模块，负责与智能网络云平台通信，接收和传递多个参数信息；同时通过云平台，间接与用户终端设备通信。5、CCMS充电机充电管理系统模块，是CMS充电机管理系统的核心，负责与上述四个系统模块通信，同时负责直流模块控制，车位PDU(功率分配单元)控制，电池诊断与防护，充电机自身诊断与防护，BMS诊断与防护，汽车诊断与防护，故障录波。说明本发明方法完整的步骤1、供电电网集控与CGMS充电机电网微调度系统模块通信：供电网集控监控所控制区域的电网使用情况，通过有限网络/无线网络3G/4G/WIFI连接方式，将区域电量负荷状态发送给CMS充电机管理系统。CGMS充电机电网微调度系统模块收到发来的区域电量负荷信息，判断当前区域电量是否超过预定的区域电量负荷上限，而后将该区域电量信息，以及判断策略结果信息通过图2中CAN总线2发送给CCMS充电机充电管理系统模块。1)当收到的区域电量负荷很大，如达到Mkw时，大于预定的上限Nkw，同时M比N超过20％(举例)，则判断在特定时间内(例如半个小时)，不给该电动汽车充电，同时将该充电方式信息(半小时内不充电)发送给CCMS充电机充电管理系统模块。2)当收到的区域电量负荷较大，如达到Lkw时，大于预定的上限Nkw，同时L比N不超过20％(举例)，则判断继续给充电机充电，但是将BMS需求的充电功率减小到原来的90％(举例)，同时将该充电方式信息(以90％的充电功率)发送给CCMS充电机充电管理系统模块。3)当收到的区域电量负荷不大，如达到Pkw时，小于预定的上限Nkw，则判断按照BMS的需求，以100％的充电功率继续给电动汽车充电，同时将该充电方式信息(100％)发送给CCMS充电机充电管理系统模块。CCMS充电机充电管理系统模块收到充电方式信息，则收到的充电方式信息对电动汽车进行充电。充电结束后，CCMS充电机管理系统模块将充电电量通过CAN总线2发送给CGMS充电机电网微调度系统模块、CGMS充电机电网微调度系统模块则收集特定时间段(如一天)内该充电机所充电的电量通过有线/无线/3G/4G/WIFE方式发送给供电网络集控，方便集控掌握充电电量信息。2、用户车辆调度中心与CVMS充电机车辆调度管理系统模块通信：CVMS充电机车辆调度管理系统模块将当前充电机位置，充电机类型，空置状态，充电功率大小，区域用电量是否超负荷参数，预计所需等待时间，预计所需充电时间，预计充电费用等信息，通过有线/无线/3G/4G/WIFI方式，发送给用户车辆调度中心，如大巴调度站，出租车调度站，调度中心根据这些信息，决定所属单位电动汽车选择不同位置的充电机进行充电，达到资源利用最有效化。3、电动汽车BMS系统与CBMS充电机电池管理系统模块通信：用户将充电枪插在电动汽车上，绝缘检测通过后，BMS将车辆充电需求电流，电压通过图2中CAN5总线发送给CBMS充电机电池管理系统模块；CBMS充电机电池管理系统模块，将需求电流电压通过CAN3发送给CCMS充电机充电管理系统模块。CCMS充电机充电管理系统模块根据需求，按照特定充电策略(参照CCMS)，输出特定的充电功率。在充电过程中，BMS将单体最高电压，单体电流，单体最高温度等实时参数值通过CAN总线5发送给CBMS充电机电池管理系统模块。CBMS充电机电池管理系统模块依据内置的多个参数，进行算法调整，将最优的充电策略参数值发送给CCMS充电机充电管理系统模块。CCMS充电机充电管理系统模块进行决策判断，对输出功率进行适当调整。4、互联网云平台智能网络与CNMS充电机网络管理模块通信：1)CNMS充电机网络管理模块通过CAN1与CCMS充电机充电管理系统模块连接；2)当用户车辆与充电枪连接好后，用户通过终端设备发送充电请求，云平台进行后台判断，当可以进行充电时，云平台通过有线/无线/3G/4G/WIFI方式，下达充电开始指令给CNMS充电机网络管理模块,该模块收到充电开始指令后，将充电开始指令通过CAN1总线，传递给CCMS充电机充电管理系统模块，完成充电请求。3)CCMS充电机充电管理系统模块将充电机位置，充电机类型，充电机空闲状态，充电功率大小，充电等待时间，预计充电时间，预计充电费用等信息通过CNMS充电机网络管理模块发送给用户终端设备。5、CCMS充电机充电管理系统模块，该系统模块是CMS充电机管理系统的核心。负责与上述所有子系统模块的连接通信。1)智能充电部分根据如下参数进行智能充电策略调整：CGMS充电机电网微调度系统模块传递的局域电网负荷参数，CBMS充电机电池管理系统模块传递的充电机充电需求电压电流，CNMS充电机网络管理模块传递的云平台多个参数以及用户充电需求相关参数。充电机内部内置多个参数值，包括预订的电压时间柔性充电曲线。充电过程中根据实时采集到的电压信息，进行输出的调整。同时根据多个用户同一站点不同充电需求(比如用户SOC大小，需求的充电时间等)，将输出功率进行适当调配。2)主动防护部分根据如下参数进行主动防护策略调整：充电过程中CBMS充电机电池管理系统模块传递的总电压，单体电压，单体最高电压，单体最高温度；同时结合充电机内部内置告警参数值，设定上述参数不能超过一个特定值。当超过特定值时，发出告警。本发明提供的电动汽车充电机的充电管理系统及方法，解决了现有技术中存在的如下问题：1、充电机非智能化。充电方式固定单一，充电策略少，无法满足用户需求；缺少微电网调度，充电功率需求只考虑BMS的要求，始终以最大容量对电池进行充电，对电网造成巨大的冲击；同时缺少用户调度相关技术。2、充电机完全按照电动汽车BMS要求进行充电，充电过程中的多种意外情况无法避免。比如当BMS死机时，充电机持续充电引发过充，带来严重后果。3、充电机完全按照BMS要求，直流充电下，电池寿命减少很快。目前的技术下直流充电频繁的使用，会加剧对电池的损伤，缩短电池的使用寿命。 | 本发明提供一种电动汽车充电机的充电管理系统及方法，充电管理系统包括CGMS充电机电网微调度系统模块，CBMS充电机电池管理系统模块，CVMS充电机用户调度管理系统模块，CNMS充电机网络管理模块系统，CCMS充电机充电管理系统模块；引入智能安全冗余策略以及故障录波策略，模块内置多个BMS相关参数，实现电动汽车充电过程中的智能主动防护，通过分析BMS以及动力电池特性数据，与CCMS系统模块配合，采用多维度数据分析控制策略，输出基于电池充电过程优化的柔性曲线电流，延长电池使用寿命。 | CN:201510684035.6A | https://patentimages.storage.googleapis.com/1a/78/66/d6e59c6470b02b/CN105196888B.pdf | CN:105196888:B | 袁庆民 | Xian Tgood Intelligent Charging Technology Co Ltd | CN:102110994:A, CN:102009625:A, CN:102856965:A, CN:103107600:A | Not available | 2017-05-17 | 1.一种电动汽车充电机的充电管理系统，其特征在于包括：, 充电机电网微调度系统模块(CGMS)，负责与供电电网集控通信，充电机电网微调度系统模块(CGMS)收到发来的区域电量负荷信息，判断当前区域电量是否超过预定的区域电量负荷上限，而后将该区域电量信息，以及判断策略结果信息发送给充电机充电管理系统模块(CCMS)；, 充电机电池管理系统模块(CBMS)，负责与BMS车辆电池管理系统通信，接收BMS车辆电池管理系统发送的各项通信及充电参数，并将这些参数根据一定策略进行判读，输出充电需求参数，传递给充电机充电管理系统模块(CCMS)；, 充电机车辆调度管理系统模块(CVMS)，负责与充电机充电管理系统模块(CCMS)通信，采集充电机内置的多个参数，包括充电机位置，充电机类型，空置状态，充电功率大小，区域用电量是否超负荷参数，预计所需等待时间，预计所需充电时间，预计充电费用；同时负责与用户调度中心通信，将充电机内置的多个参数，发送给用户调度中心；, 充电机网络管理系统模块(CNMS)，负责与智能网络云平台通信，接收和传递多个参数信息；同时通过云平台，间接与用户终端设备通信；, 充电机充电管理系统模块(CCMS)是充电机管理系统(CMS)的核心，负责与上述四个系统模块通信，同时负责直流模块控制，车位功率分配单元控制，电池诊断与防护，充电机自身诊断与防护，BMS诊断与防护，汽车诊断与防护，故障录波。, \n \n, 2.一种基于权利要求1充电管理系统的电动汽车充电机充电管理方法，其特征在于：, 开始充电之前，供电网集控监控所控制区域的电网使用情况，将区域电量负荷状态发送给充电机管理系统(CMS)，充电机电网微调度系统模块(CGMS)收到发来的区域电量负荷信息，判断当前区域电量是否超过预定的区域电量负荷上限，将该区域电量信息，以及判断策略结果信息发送给充电机充电管理系统模块(CCMS)；, 充电机充电管理系统模块(CCMS)收到充电方式信息，对电动汽车进行充电；当用户车辆与充电枪连接好后，用户通过终端设备发送充电请求，云平台进行后台判断，当可以进行充电时，云平台下达充电开始指令给充电机网络管理模块(CNMS)，该系统模块收到充电开始指令后，将充电开始指令传递给充电机充电管理系统模块(CCMS)，完成充电请求；充电机充电管理系统模块(CCMS)将充电机信息，区域用电量是否超负荷参数，预计充电信息通过充电机网络管理系统模块(CNMS)发送给用户终端设备；, 充电结束后，充电机管理系统模块(CCMS)将充电电量发送给充电机电网微调度系统模块(CGMS)、充电机电网微调度系统模块(CGMS)将该充电机所充电的电量发送给供电网络集控；, 充电过程中充电机车辆调度系统模块(CVMS)将当前充电机信息，区域用电量是否超负荷参数，预计充电信息发送给用户车辆调度中心，调度中心根据这些信息，决定所属单位电动汽车选择不同位置的充电机进行充电。, \n \n, 3.根据权利要求2所述的电动汽车充电机充电管理方法，其特征在于：当前充电机信息包括充电机位置，充电机类型，充电机空闲状态，充电功率大小和充电等待时间；预计充电信息包括预计充电时间和预计充电费用。, \n \n, 4.根据权利要求2所述的电动汽车充电机充电管理方法，其特征在于：充电过程中BMS车辆电池管理系统将电池单体最高电压，单体电流，单体最高温度实时参数值发送给充电机电池管理系统模块(CBMS)；充电机电池管理系统模块(CBMS)依据内置的多个参数，进行算法调整，将最优的充电策略参数值发送给充电机充电管理系统模块(CCMS)，充电机充电管理系统模块(CCMS)进行决策判断，对输出功率进行调整。, \n \n, 5.根据权利要求2所述的电动汽车充电机充电管理方法，其特征在于：供电网集控监控所控制区域的电网使用情况；, 1)当收到的区域电量负荷为Mkw时，大于预定的上限Nkw，同时M比N超过20％，则不给该电动汽车充电，同时将该充电方式信息发送给充电机充电管理系统模块(CCMS)；, 2)当收到的区域电量负荷为Lkw时，大于预定的上限Nkw，同时L比N不超过20％，则判断继续给充电机充电，但是将BMS车辆电池管理系统需求的充电功率减小到原来的90％，同时将该充电方式信息发送给充电机充电管理系统模块(CCMS)；, 3)当收到的区域电量负荷为Pkw时，小于预定的上限Nkw，则判断按照BMS的需求，以100％的充电功率继续给电动汽车充电，同时将该充电方式信息发送给充电机充电管理系统模块(CCMS)。, \n \n, 6.根据权利要求2所述的电动汽车充电机充电管理方法，其特征在于：, 根据如下参数进行智能充电策略调整：充电机电网微调度系统模块(CGMS)传递的局域电网负荷参数，充电机电池管理系统模块(CBMS)传递的充电机充电需求电压电流，充电机网络管理模块(CNMS)传递的云平台多个参数以及用户充电需求相关参数；充电机内部内置多个参数值，包括预订的电压时间柔性充电曲线；充电过程中根据实时采集到的电压信息，进行输出的调整，同时根据多个用户同一站点不同充电需求，将输出功率进行适当调配。, \n \n, 7.根据权利要求2所述的电动汽车充电机充电管理方法，其特征在于：, 根据如下参数进行主动防护策略调整：充电过程中充电机电池管理系统模块(CBMS)传递的总电压，单体电压，单体最高电压，单体最高温度；同时结合充电机内部内置参数值，设定上述参数不能超过一个特定值，当超过特定值时，发出告警。 | CN | China | Active | B | True |
| 57 | Vehicle charge system \n | US9975446B2 | This application is generally related to interfacing a vehicle charging system to multiple vehicles.\nElectrified vehicles including hybrid-electric vehicles (HEVs) and battery electric vehicles (BEVs) rely on a traction battery to provide power to a traction motor for propulsion and a power inverter therebetween to convert battery DC power to AC power used by the traction motor. To aid in charging of certain traction batteries, an external charger or charge station may supply charge current.\nA vehicle charge station includes at least a first and second interface coupled with a power converter and a controller. The controller is configured to, in response to detecting a BEV classified vehicle coupled with the power converter via the first interface while flowing a charge current to a PHEV classified vehicle via the second interface, redirect the charge current from the second interface to the first interface.\nA vehicle charge station includes first and second interfaces coupled with a power converter and a controller. The controller is configured to, in response to receiving a first SOC, of a first vehicle coupled with the power converter via the first interface, that is less than a second SOC, of a second vehicle receiving a charge current via the second interface, redirect the charge current from the second interface to the first interface.\nA method of controlling a charge station includes receiving first vehicle data from a first vehicle connected to a first interface and transferring power to the first interface. The method then receives second vehicle data from a second vehicle connected to a second interface, and in response to a comparison of the first vehicle data and second vehicle data indicating higher priority for the second vehicle, redirecting power from the first interface to the second interface.\n FIG. 1 is a diagram of a hybrid vehicle illustrating typical drivetrain energy storage components and vehicle charge station connections.\n FIG. 2 is a diagram of a charge system including a charge station configured to electrically couple with a plurality of electric vehicles.\n FIG. 3 is a flow diagram illustrating a prioritization scheme to select a target vehicle to charge by a charge station coupled with multiple vehicles.\nEmbodiments of the present disclosure are described herein. It is to be understood, however, that the disclosed embodiments are merely examples and other embodiments can take various and alternative forms. The figures are not necessarily to scale; some features could be exaggerated or minimized to show details of particular components. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a representative basis for teaching one skilled in the art to variously employ the present invention. As those of ordinary skill in the art will understand, various features illustrated and described with reference to any one of the figures can be combined with features illustrated in one or more other figures to produce embodiments that are not explicitly illustrated or described. The combinations of features illustrated provide representative embodiments for typical applications. Various combinations and modifications of the features consistent with the teachings of this disclosure, however, could be desired for particular applications or implementations.\nCurrently, charge stations for HEVs and BEVs are configured to provide a charging interface from a charge station to an electric vehicle. Often, the interface is limited to a specific type of interface. For example, two common charging interfaces include a cable with a plug (e.g. connector) and an inductive pad. The connector may include contacts to create or close an electrical connection between an electric vehicle charge station and an electric vehicle. Also, as there are multiple variants of the two common charging interfaces, typically electric vehicle charge stations are configured with only one of the many interface types.\nAccording to the society of automotive engineers (SAE), the many interface types are categorized to include an AC level 1, AC level 2, DC level 1, DC level 2, and DC level 3 charging. A 120 volt AC (16 A peak) charging interface referred to as AC Level 1 charging. A 240 volt AC (80 A peak as of 2009) charging interface is referred to as AC Level 2 charging. A 200-450 V DC (80 A) charging interface is referred to as DC Level 1 charging. A 200-450 V DC (200 A) charging interface is referred to as DC Level 2 charging. And a 200-600 V DC (maximum of 400 A) charging interface is referred to as DC Level 3 charging. Likewise, there are multiple plug options to charge a variety of electric vehicles. For example, considering a first family or type of plugs (Type 1) includes the AVCon plug that was used around 2001, which then changed to SAE J1772-2001 and then to SAE J1772-2009. Similarly there are three other plug types; Type 2 is a single or three-phase vehicle interface utilizing a plug specification such as VDE-AR-E 2623-2-2. Type 3 is a single or three-phase vehicle interface with safety shutters utilizing a specification such as provided by the EV Plug Alliance. And, Type 4 is a fast charge coupler adapted for special systems including the specification as described by CHAdeMO Association.\nHere, a charge station is configured with a plurality of charge interfaces (e.g., connectors or inductive pads) wherein each charge interface is configured to meet the specification of the standard of the interface type. For example, the International Electrotechnical Commission defines 4 modes of electric vehicle charging (IEC 62196): Mode 1 is slow charging using an electrical cable plug (single or three-phase). Mode 2 is slow charging from an electric cable equipped with an EV protection arrangement (e.g., Park & Charge or PARVE systems). Mode 3 may be slow or fast charging using an EV multi-pin socket with control and protection functions (e.g., SAE J1772 and IEC 62196). And, Mode 4 is fast charging using charger technology such as specified by the CHAdeMO Association.\nDue to the limited number of charging stations, owners of BEVs and PHEVs are required to move their vehicles during the day. Furthermore as charge time decrease, currently fast charging the time is 1 e Therefore the use of Prioritize BEVs over PHEV.\n FIG. 1 depicts an electrified vehicle 112 that may be referred to as a plug-in hybrid-electric vehicle (PHEV). A plug-in hybrid-electric vehicle 112 may comprise one or more electric machines 114 mechanically coupled to a hybrid transmission 116. The electric machines 114 may be capable of operating as a motor or a generator. In addition, the hybrid transmission 116 is mechanically coupled to an engine 118. The hybrid transmission 116 is also mechanically coupled to a drive shaft 120 that is mechanically coupled to the wheels 122. The electric machines 114 can provide propulsion and deceleration capability when the engine 118 is turned on or off. The electric machines 114 may also act as generators and can provide fuel economy benefits by recovering energy that would normally be lost as heat in a friction braking system. The electric machines 114 may also reduce vehicle emissions by allowing the engine 118 to operate at more efficient speeds and allowing the hybrid-electric vehicle 112 to be operated in electric mode with the engine 118 off under certain conditions. An electrified vehicle 112 may also be a battery electric vehicle (BEV).\nA traction battery or battery pack 124 stores energy that can be used by the electric machines 114. The vehicle battery pack 124 may provide a high voltage direct current (DC) output. The traction battery 124 may be electrically coupled to one or more power electronics modules 126. One or more contactors 142 may isolate the traction battery 124 from other components when opened and connect the traction battery 124 to other components when closed. The power electronics module 126 is also electrically coupled to the electric machines 114 and provides the ability to bi-directionally transfer energy between the traction battery 124 and the electric machines 114. For example, a traction battery 124 may provide a DC voltage while the electric machines 114 may operate with a three-phase alternating current (AC) to function. The power electronics module 126 may convert the DC voltage to a three-phase AC current to operate the electric machines 114. In a regenerative mode, the power electronics module 126 may convert the three-phase AC current from the electric machines 114 acting as generators to the DC voltage compatible with the traction battery 124.\nThe vehicle 112 may include a variable-voltage converter (VVC) 152 electrically coupled between the traction battery 124 and the power electronics module 126. The VVC 152 may be a DC/DC boost converter configured to increase or boost the voltage provided by the traction battery 124. By increasing the voltage, current requirements may be decreased leading to a reduction in wiring size for the power electronics module 126 and the electric machines 114. Further, the electric machines 114 may be operated with better efficiency and lower losses.\nIn addition to providing energy for propulsion, the traction battery 124 may provide energy for other vehicle electrical systems. The vehicle 112 may include a DC/DC converter module 128 that converts the high voltage DC output of the traction battery 124 to a low voltage DC supply that is compatible with low-voltage vehicle loads. An output of the DC/DC converter module 128 may be electrically coupled to an auxiliary battery 130 (e.g., 12V battery) for charging the auxiliary battery 130. The low-voltage systems may be electrically coupled to the auxiliary battery 130. One or more electrical loads 146 may be coupled to the high-voltage bus. The electrical loads 146 may have an associated controller that operates and controls the electrical loads 146 when appropriate. Examples of electrical loads 146 may be a fan, an electric heating element and/or an air-conditioning compressor.\nThe electrified vehicle 112 may be configured to recharge the traction battery 124 from an external power source 136. The external power source 136 may be a connection to an electrical outlet. The external power source 136 may be electrically coupled to a charger or electric vehicle supply equipment (EVSE) 138. The external power source 136 may be an electrical power distribution network or grid as provided by an electric utility company. The EVSE 138 may provide circuitry and controls to regulate and manage the transfer of energy between the power source 136 and the vehicle 112. The external power source 136 may provide DC or AC electric power to the EVSE 138. The EVSE 138 may have a charge connector 140 for plugging into a charge port 134 of the vehicle 112. The charge port 134 may be any type of port configured to transfer power from the EVSE 138 to the vehicle 112. The charge port 134 may be electrically coupled to a charger or on-board power conversion module 132. The power conversion module 132 may condition the power supplied from the EVSE 138 to provide the proper voltage and current levels to the traction battery 124. The power conversion module 132 may interface with the EVSE 138 to coordinate the delivery of power to the vehicle 112. The EVSE connector 140 may have pins that mate with corresponding recesses of the charge port 134. Alternatively, various components described as being electrically coupled or connected may transfer power using a wireless inductive coupling.\nOne or more wheel brakes 144 may be provided for decelerating the vehicle 112 and preventing motion of the vehicle 112. The wheel brakes 144 may be hydraulically actuated, electrically actuated, or some combination thereof. The wheel brakes 144 may be a part of a brake system 150. The brake system 150 may include other components to operate the wheel brakes 144. For simplicity, the figure depicts a single connection between the brake system 150 and one of the wheel brakes 144. A connection between the brake system 150 and the other wheel brakes 144 is implied. The brake system 150 may include a controller to monitor and coordinate the brake system 150. The brake system 150 may monitor the brake components and control the wheel brakes 144 for vehicle deceleration. The brake system 150 may respond to driver commands and may also operate autonomously to implement features such as stability control. The controller of the brake system 150 may implement a method of applying a requested brake force when requested by another controller or sub-function.\nElectronic modules in the vehicle 112 may communicate via one or more vehicle networks. The vehicle network may include a plurality of channels for communication. One channel of the vehicle network may be a serial bus such as a Controller Area Network (CAN). One of the channels of the vehicle network may include an Ethernet network defined by Institute of Electrical and Electronics Engineers (IEEE) 802 family of standards. Additional channels of the vehicle network may include discrete connections between modules and may include power signals from the auxiliary battery 130. Different signals may be transferred over different channels of the vehicle network. For example, video signals may be transferred over a high-speed channel (e.g., Ethernet) while control signals may be transferred over CAN or discrete signals. The vehicle network may include any hardware and software components that aid in transferring signals and data between modules. The vehicle network is not shown in FIG. 1 but it may be implied that the vehicle network may connect to any electronic module that is present in the vehicle 112. A vehicle system controller (VSC) 148 may be present to coordinate the operation of the various components.\n FIG. 2 is a diagram of a charge system 200 including a charge station 202 configured to electrically couple with a plurality of electric vehicles 212. The charge station 202 includes a computer, processor, controller, programmable electronic control unit or dedicated electronic control unit and power electronics. The power electronics includes IGBTs, MOSFETs, transformers, voltage converters, rectifiers, diodes, capacitors, inductors, and other electrical or electronic components. The charge station 202 may receive power directly from a power grid or may come from a secondary source such as a residence, apartment complex, or working complex. A change station connected directly to a power grid may have an input voltage of 480V, 1,200V, or 4,000V and that voltage may be converted by the charge station to the voltage applied to the charge interface. Also, the charge station may be supplied power from a primary or secondary power grid customer, such as a corporation, apartment complex, or a residential location. A corporation, apartment complex, a business providing charging services for BEV and PHEV, or a residential location may receive power from the power grid and convert the power to a voltage usable at the location such as receiving 480 Volts or 1,200V and converting/relaying the input voltage to 480V, 240V, or 120V to provide local power.\nThe power from the charge station 202 is carried by power cables 204 to each parking spot 208 specifically to a charge interface 210 associated with specific parking spots 208. Along with the power cables 204, the charge system 200 may include communication cables 206 configured to carry signals between the charge station 202 and the charging interface 210. The charge system 200 may include a variety of configurations for each charge interface 210. For example, a first charging interface 210A associated with a first parking spot 208A may include a SAE J1772-2009 EV plug to electrically couple a first electric vehicle 212A with a charge station 202. A second charging interface 210B associated with a second parking spot 208B may include an inductive charge plate configured to electrically couple a second electric vehicle 212B with the charge station 202. A third charging interface 210C associated with a second parking spot 208C may include an IEC 62196 type 2 plug as specified in the VDE-AR-E 2623-2-2 standard to electrically couple a third electric vehicle 212C with the charge station 202. And a fourth charging interface 210D associated with a fourth parking spot 208D may be configured with a different connection configuration.\nIn another embodiment of this example, the first charge interface 210A may be configured to provide AC current to the first electric vehicle 212A, the second charge interface 210B may be configured to generate an electric field to pass power to the second electric vehicle 212B, and the third charge interface 210C may be configured to provide a DC current to the third electric vehicle 212C. The currents may be continuous or may be pulse width modulated. Also, the power flowing to the charging interfaces 210 may be switched between the pluralities of charging interfaces according to different time shifting arbitration schemes. Time shifting arbitration is the allocation of time slots based on a need or preference. The need may include a current battery state of charge (SOC), an estimated departure time, or an estimated travel time. The preference may include a consumer energy rate price, a desired battery SOC level, or a desired vehicle temperature. An example of an estimated departure time is a difference in time between the current time to a time at which a vehicle is expected to travel away from the charging station. An example of an estimated travel distance is a distance a vehicle is expected to travel when the vehicle decouples and travels away from the charging station. With the deregulation of energy, consumers are able to contact different energy suppliers to determine who supplies the energy they purchase. An example of the consumer energy rate price is a negotiated price a consumer is charged for energy and for the power distribution infrastructure.\nThe charge station 202 is shown configured with a plurality of charge interfaces 210 associated with multiple parking spots 208. The charge interfaces 210 may be configured to meet a variety of interface specifications such that a variety of electric vehicles 212 have the ability to park and charge. As the electrical and electronic components used in a charge station 202 may be expensive, it may be cost prohibitive to place a charge station at each parking location 208, and it may be a more cost effective solution to share a charge station 202 with a plurality of charge interfaces 210. FIG. 2 illustrates 4 parking locations 208, however, a charge system 200 may be configured with any number of charge interfaces 210. For example, a charge station may have 8, 12, 16, 24, 32 or other number of charge stations. The charge station system may include a charge station having a power converter to convert the supplied power to the charge station to an output power. The power converter may be configured to provide enough power for a single vehicle, or multiple vehicles, in which the multiple vehicles are less than the charge interfaces in the charge system. To effectively manage the application of power or current to the charge interfaces, a controller in the charge station 202 may employ a time shifting arbitration.\nThe time shifting arbitration may include time division multiplexing (TDM) or other multiplexing strategies. TDM is dividing a unit of time (e.g., a minute, 5 minutes, an hour, 8 hours, 24 hours) into smaller timeslots. For example, an electric vehicle charge station that has 8 parking spaces with 8 charging interfaces controlled by a controller may use 24 hours as a unit of time, the controller may divided the 24 hours into one hour blocks producing 24 timeslots. Alternatively, the 24 hour unit of time may be divided into 144-10 minute timeslots. When the electric charge station first powers up, all timeslots are available timeslots. The controller may then assign a designation of a reserved timeslot to the timeslots reserved to charge a vehicle. The reservation may be in response to a remote timeslot request via a mobile device, a local request entered on a keypad of the charge station, or via communication with an electric vehicle coupled with the charge station.\nAn example of timeslot allocation is, for example, an hour unit of time divided into 6 10 minute timeslots that may be divided such that the first timeslot is reserved for a vehicle with a low SOC battery using a first charging interface (i.e. J1772-2009) in a first parking space. The second timeslot is reserved for an electric vehicle using a second charging interface (i.e. J1772-2001) in a second parking space expected to leave in 30 minutes. The third time slot is reserved for the vehicle with the low SOC battery using the first charging interface in the first parking space. The fourth timeslot is reserved for a first consumer paying a premium in an energy rate price using a third charging interface (i.e. IEC62196 type 2) in a third parking space. The fifth timeslot is reserved for a second consumer paying a premium in an energy rate price using a fourth charging interface (i.e. inductive charging plate) in a fourth parking space. And the sixth timeslot maybe reserved via a mobile application received from a mobile phone for a fifth charging interface associated with a reserved parking.\n FIG. 3 is a flow diagram illustrating a prioritization scheme to select a target vehicle to charge by a charge station coupled with multiple vehicles.\nIn operation 302, a controller receives data from vehicles or users. Here, the data may be received from the charging interface such as the same cable used to carry the charge current (e.g., multiple wires bound to form a rope of wires, wherein some wires carry the charge current and other wires carry data). The data may be automatically sent by a vehicle when the vehicle is coupled with the charge station. The data sent automatically may include a VIN or a battery SOC. Based on the VIN number; the charge station may categorize the vehicle associated with the VIN. For example, a VIN number provides information regarding the manufacturer of the vehicle, and the type of vehicle. (e.g., if the vehicle is a Battery Electric Vehicle (BEV), or a Plug-In Hybrid Electric Vehicle (PHEV)) The controller may prioritize charging of a BEV over charging of a PHEV as a BEV is dependent upon electric energy for propulsion, while a PHEV can revert to operation via fossil fuel to provide propulsion. Alternatively to providing the data automatically, the data may be sent upon being entered into a Graphical User Interface (GUI) screen of the charge station, the GUI of a phone application, an in-vehicle navigation system, or the data may be sent by a 3rd party such as a public utility company, a navigation service, a vehicle manufacturer service, or other service provider. The utility company may contract an electric energy rate price, an electric energy distribution price, and a max charge service price; collectively they may be referred to as a contract price or contract rate. The navigation service may be a mapping service used to provide directions; the mapping service may monitor your travel behavior and estimate your future travel time and estimated departure time. Likewise, the GUI of the charge station may prompt a customer to input a future travel time, estimated departure time, and other data to prioritize vehicle charging.\nIn operation 304, the controller compares the vehicle types based on the input data. If disparity exists between multiple vehicles, the controller will determine a higher priority vehicle and proceed to operation 306. In operation 306, the controller will select a specific vehicle and flow a current to charge the battery of that vehicle. For example, the input data may include Hybrid Electric Vehicle (HEV) type, such as BEV, PHEV, or other HEV. Based on these types, a BEV may be assigned a priority over PHEV. Other vehicle type data may include commercial vehicle, emergency vehicle, or consumer vehicle. Here, the emergency vehicle may be assigned priority over other vehicles. If all vehicles coupled with the charge station have the same vehicle type, the controller will proceed to operation 308.\nIn operation 308, the controller compares the vehicle battery state of charge (SOC) based on the input data. If disparity exists between multiple vehicles, the controller will determine a higher priority vehicle and proceed to operation 310. In operation 310, the controller will select a specific vehicle based on the SOC and flow a current to charge the battery of that vehicle. For example, the controller may prioritize a vehicle with the lowest battery SOC and charge that battery first. If all vehicles coupled with the charge station have the same SOC, the controller will proceed to operation 312.\nIn operation 312, the controller compares a contract rate to charge the vehicles based on the input data. If disparity exists between multiple vehicles, the controller will determine a higher priority vehicle and proceed to operation 314. In operation 314, the controller will select a specific vehicle based on the contract rate to charge and flow a current to charge the battery of that vehicle. For example, the controller may prioritize a vehicle with the highest contract rate and charge that battery first. If all vehicles coupled with the charge station have the same contract rate, the controller will proceed to operation 316.\nIn operation 316, the controller compares an expected future driving distance for the vehicle based on the input data. If disparity exists between multiple vehicles, the controller will determine a higher priority vehicle and proceed to operation 318. In operation 318, the controller will select a specific vehicle based on the expected future driving distance and flow a current to charge the battery of that vehicle. For example, the controller may prioritize a vehicle with the farthest future distance to drive and charge that battery first. If all vehicles coupled with the charge station have the same expected future driving distance, the controller will proceed to operation 320.\nIn operation 320, the controller compares an expected future departure time for the vehicle based on the input data. If disparity exists between multiple vehicles, the controller will determine a higher priority vehicle and proceed to operation 322. In operation 322, the controller will select a specific vehicle based on the expected future departure time and flow a current to charge the battery of that vehicle. For example, the controller may prioritize a vehicle that is scheduled to leave first and charge that battery first. If all vehicles coupled with the charge station have the same expected future departure time, the controller will proceed to operation 324. In operation 324, the controller selects a specific vehicle based on a first in first out (FIFO) strategy.\n FIG. 3 illustrates a flow in which each comparison of vehicle data produces a final selection; however, in another embodiment, each comparison of vehicle data may provide a weight factor added to each vehicle coupled with the charge stations. Here, each of the list criteria is considered and provides weight to make the final determination. For example, considering the first two comparisons (vehicle types and battery SOC); for a vehicle type, a BEV is given 50 points, and a PHEV is given 0 points, SOC may have weight such as 10% equals 90 point, 50% equals 50 points, and 90% equals 10 points. Therefore, a BEV with an SOC at 90% having 60 points (50+10=60) is given priority over PHEV with an SOC of 50% (0+50=50).\nIn yet another similar embodiment, along with each weight factor, may be a priority factor such that a specific classification of vehicles is given priority level along with the weight factor. For example, BEVs may be given a high priority level, extended range PHEVs may be given a medium priority level, and a mild PHEV may be given a low priority level. Therefore, if multiple BEVs and one mild PHEV were coupled with the charge station at the same time, the BEVs may be given a timeslot over the mild PHEV. Further, the timeslot may be further divided so that the time slot can be time-division multiplexed. Time-division multiplexing is when a time slot is divided into sub-slots so that each vehicle having a certain characteristic (such as BEVs) is sequentially provided with a single sub-slot of multiple sub-slots. For example, a charger coupled with 4 HEVs (BEV1, BEV2, BEV3, and mild PHEV1) where BEV1 has an SOC of 10%, BEV2 has an SOC of 50%, BEV3 has an SOC of 90%, and mild PHEV1 has an SOC of 10%, the charger may divide a one hour time slot into 6-10 minute sub-slots, and assign a 1st sub-slot to BEV1, a 2nd sub-slot to BEV2, a 3rd sub-slot to BEV1, a 4th sub-slot to BEV3, 5th sub-slot to BEV1, and a 6th sub-slot to BEV2. Here, the BEV is prioritized based on classification and the time slots also called sub-slots or sub-timeslots are allocated based on SOC level. Although the timeslots are shown to be based on SOC level, other implementations may be based the timeslots on other vehicle data mentioned above.\nThe processes, methods, or algorithms disclosed herein can be deliverable to/implemented by a processing device, controller, or computer, which can include any existing programmable electronic control unit or dedicated electronic control unit. Similarly, the processes, methods, or algorithms can be stored as data and instructions executable by a controller or computer in many forms including, but not limited to, information permanently stored on non-writable storage media such as Read Only Memory (ROM) devices and information alterably stored on writeable storage media such as floppy disks, magnetic tapes, Compact Discs (CDs), Random Access Memory (RAM) devices, and other magnetic and optical media. The processes, methods, or algorithms can also be implemented in a software executable object. Alternatively, the processes, methods, or algorithms can be embodied in whole or in part using suitable hardware components, such as Application Specific Integrated Circuits (ASICs), Field-Programmable Gate Arrays (FPGAs), state machines, controllers or other hardware components or devices, or a combination of hardware, software and firmware components.\nWhile exemplary embodiments are described above, it is not intended that these embodiments describe all possible forms encompassed by the claims. The words used in the specification are words of description rather than limitation, and it is understood that various changes can be made without departing from the spirit and scope of the disclosure. As previously described, the features of various embodiments can be combined to form further embodiments of the invention that may not be explicitly described or illustrated. While various embodiments could have been described as providing advantages or being preferred over other embodiments or prior art implementations with respect to one or more desired characteristics, those of ordinary skill in the art recognize that one or more features or characteristics can be compromised to achieve desired overall system attributes, which depend on the specific application and implementation. These attributes may include, but are not limited to cost, strength, durability, life cycle cost, marketability, appearance, packaging, size, serviceability, weight, manufacturability, ease of assembly, etc. As such, embodiments described as less desirable than other embodiments or prior art implementations with respect to one or more characteristics are not outside the scope of the disclosure and can be desirable for particular applications.\n | A vehicle charge station includes at least a first interface and second interface coupled with a power converter and a controller. The controller is configured to, in response to detecting a battery electric vehicle (BEV) classified vehicle coupled with the power converter via the first interface while flowing a charge current to a plug-in hybrid electric vehicle (PHEV) classified vehicle via the second interface, redirect the charge current from the second interface to the first interface. Also, a method of controlling a charge station includes receiving first vehicle data from a first vehicle connected to a first interface and transferring power to the first interface. The method then receives second vehicle data from a second vehicle connected to a second interface and, in response to a comparison of the first vehicle data and the second vehicle data indicating a higher priority for the second vehicle, redirects power from the first interface to the second interface. | US:15/053,447 | https://patentimages.storage.googleapis.com/b1/4f/08/a506e749add317/US9975446.pdf | US:9975446 | David Charles Weber, Imtiaz Ali, Mohannad Hakeem, Michael James Uhrich | Ford Global Technologies LLC | US:8798832, US:20110131083:A1, US:20130049677:A1, US:9371008, US:20130179061:A1, US:20120056588:A1, US:20140042973:A1, US:9637014, US:20130204471:A1, US:20140021914:A1, US:20140117946:A1, US:20150042168:A1, US:20150280466:A1, US:9748777, US:9352635 | Not available | 2018-05-22 | 1. A vehicle charge station comprising:\ninterfaces coupled with a power converter; and\na controller configured to log a vehicle identification number (VIN) and a charge duration for each vehicle coupled with the vehicle charge station and to redirect power to a selected one of the interfaces based on an average charge duration associated with the VIN.\n, interfaces coupled with a power converter; and, a controller configured to log a vehicle identification number (VIN) and a charge duration for each vehicle coupled with the vehicle charge station and to redirect power to a selected one of the interfaces based on an average charge duration associated with the VIN., 2. The vehicle charge station of claim 1, wherein the controller is further configured to, responsive to receiving a first contract price which is greater than a second contract price and is associated with charging a first vehicle coupled with the power converter while flowing a charge current to a second vehicle at the second contract price, redirect the charge current from the second vehicle to the first vehicle., 3. The vehicle charge station of claim 1, wherein the controller is further configured to, responsive to receiving a first entered departure time of a first vehicle coupled with the power converter while flowing a charge current to a second vehicle having a second entered departure time later than the first entered departure time, redirect the charge current from the second vehicle to the first vehicle., 4. The vehicle charge station of claim 1, wherein the controller is further configured to, responsive to receiving a first entered travel time of a first vehicle coupled with the power converter while flowing a charge current to a second vehicle having a second entered travel time less than the first entered travel time, redirect the charge current from the second vehicle to the first vehicle., 5. The vehicle charge station of claim 1, wherein the controller is further configured to reserve a timeslot, based on vehicle data and entered data, and flow a charge current to an interface associated with the timeslot when a present time is within the timeslot., 6. The vehicle charge station of claim 1, wherein the controller is further configured to, responsive to receiving a first state of charge (SOC) of a first vehicle coupled with the power converter that is less that a second SOC of a second vehicle coupled with the power converter, redirect charge current from the second vehicle to the first vehicle., 7. A method of controlling a charge station comprising:\nreceiving first vehicle data from a first vehicle connected to a first interface;\ntransferring power to the first interface;\nreceiving second vehicle data from a second vehicle connected to a second interface; and\nresponsive to a result of a comparison of the first vehicle data and the second vehicle data indicating a higher priority for the second vehicle, redirecting power from the first interface to the second interface, wherein the result of the comparison of the first vehicle data and the second vehicle data indicating the higher priority includes a lower battery state of charge, a higher contract price associated with charge energy, a longer expected travel time, or a shorter expected parking time.\n, receiving first vehicle data from a first vehicle connected to a first interface;, transferring power to the first interface;, receiving second vehicle data from a second vehicle connected to a second interface; and, responsive to a result of a comparison of the first vehicle data and the second vehicle data indicating a higher priority for the second vehicle, redirecting power from the first interface to the second interface, wherein the result of the comparison of the first vehicle data and the second vehicle data indicating the higher priority includes a lower battery state of charge, a higher contract price associated with charge energy, a longer expected travel time, or a shorter expected parking time., 8. The method claim 7 further comprising reserving a timeslot based on the result of the comparison and flowing a charge current to an interface associated with the timeslot when a present time is within the timeslot., 9. The method of claim 8, wherein the reserving the timeslot further includes time division multiplexing the timeslot into a plurality of sub-timeslots and allocating each sub-timeslot of the plurality of sub-timeslots to a selected interface of a plurality of interfaces coupled with the charge station such that each vehicle of multiple vehicles sequentially receive a charge current., 10. The method of claim 7 further including logging a vehicle identification number (VIN) and a charge duration for each coupled electric vehicle, wherein the result of the comparison of the first vehicle data and the second vehicle data indicating the higher priority is based on an average charge duration associated with the VIN., 11. A method of controlling a charge station comprising:\nreceiving first vehicle data from a first vehicle connected to a first interface;\ntransferring power to the first interface;\nreceiving second vehicle data from a second vehicle connected to a second interface;\nresponsive to a comparison of the first vehicle data and the second vehicle data indicating a higher priority for the second vehicle, redirecting power from the first interface to the second interface; and\nreserving a timeslot based on a result of the comparison and flowing a charge current to an interface associated with the timeslot when a present time is within the timeslot, wherein the reserving the timeslot further includes time division multiplexing the timeslot into a plurality of sub-timeslots and allocating each sub-timeslot of the plurality of sub-timeslots to a selected interface of a plurality of interfaces coupled with the charge station such that each vehicle of multiple vehicles sequentially receive a charge current.\n, receiving first vehicle data from a first vehicle connected to a first interface;, transferring power to the first interface;, receiving second vehicle data from a second vehicle connected to a second interface;, responsive to a comparison of the first vehicle data and the second vehicle data indicating a higher priority for the second vehicle, redirecting power from the first interface to the second interface; and, reserving a timeslot based on a result of the comparison and flowing a charge current to an interface associated with the timeslot when a present time is within the timeslot, wherein the reserving the timeslot further includes time division multiplexing the timeslot into a plurality of sub-timeslots and allocating each sub-timeslot of the plurality of sub-timeslots to a selected interface of a plurality of interfaces coupled with the charge station such that each vehicle of multiple vehicles sequentially receive a charge current. | US | United States | Expired - Fee Related | B60L11/1846 | True |
| 58 | Battery-assisted electric vehicle charging system and method \n | US10040363B2 | Field\nEmbodiments disclosed herein are directed to a battery-assisted electric vehicle charging system and method that can be used to charge an electric vehicle.\nAs the adverse effects of greenhouse gasses produced by burning fossil fuels become more apparent—e.g., pollution, global warming, etc.—there is growing demand to replace fuel burning vehicles by electric vehicles. Recently, vehicle manufactures are producing and selling electric vehicles. As a result, electric vehicle charging stations are needed to provide energy to the electric vehicles.\nEmbodiments disclosed herein are directed to a battery-assisted electric vehicle charging system and method that can be used to charge an electric vehicle. Some disclosed embodiments describe a battery-assisted electric vehicle charging station (“charging station”) that can provide energy to an electric vehicle from the power grid, or from a combination of the power grid and a battery energy storage system (BESS). The charging station may be coupled to the power grid and may include or otherwise be coupled to the BESS.\nThe accompanying drawings, which are incorporated herein and form part of the specification, illustrate the present disclosure and, together with the description, further serve to explain the principles of the disclosure and to enable a person skilled in the relevant art to make and use the disclosure.\n FIGS. 1A-1C are diagrams illustrating example embodiments of battery-assisted electric vehicle charging systems.\n FIGS. 2A-2B are diagrams illustrating example embodiments of battery-assisted electric vehicle charging stations.\n FIG. 3A-3B are diagrams illustrating internal components of example embodiments of battery-assisted electric vehicle charging systems.\n FIGS. 4A-4C illustrate example state machines of battery-assisted electric vehicle charging stations according to embodiments of the disclosure.\n FIGS. 5A, 5B, 5C, and 5D are diagrams illustrating an example battery pack.\n FIG. 6 is a diagram illustrating an example communication network formed by a battery pack controller and a plurality of battery module controllers.\n FIG. 7 is a diagram illustrating an example battery pack controller.\n FIG. 8 is a diagram illustrating an example battery module controller.\n FIGS. 9A-9C are diagrams illustrating example embodiments of a battery energy storage system.\n FIGS. 10A-10B are diagrams illustrating an example string controller.\n FIG. 11 is a diagram illustrating an example string controller.\nIn the drawings, like reference numbers may indicate identical or functionally similar elements.\nWhile the present disclosure is described herein with illustrative embodiments for particular applications, it should be understood that the disclosure is not limited thereto. A person skilled in the art with access to the teachings provided herein will recognize additional modifications, applications, and embodiments within the scope thereof and additional fields in which the disclosure would be of significant utility.\nThe terms “embodiments” or “example embodiments” do not require that all embodiments include the discussed feature, advantage, or mode of operation. Alternate embodiments may be devised without departing from the scope or spirit of the disclosure, and well-known elements may not be described in detail or may be omitted so as not to obscure the relevant details. In addition, the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting. For example, as used herein, the singular forms “a,” “an” and “the” are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will be further understood that the terms “comprises,” “comprising,” “includes” and “including,” when used herein, specify the presence of stated features, integers, steps, operations, elements, and components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, or groups thereof.\nEmbodiments disclosed herein are directed to a battery-assisted electric vehicle charging system and method that can be used to charge an electric vehicle. Some disclosed embodiments describe a battery-assisted electric vehicle charging station (“charging station”) that can provide energy to an electric vehicle from the power grid, or from a combination of the power grid and a battery energy storage system. The charging station may be coupled to the power grid and may include or otherwise be coupled to the battery energy storage system.\nIn some situations, the charging station may provide energy to an electric vehicle from both the power grid and the battery energy storage system. This may be referred to as “fast” or “quick” charging. In other situations, the charging station may provide energy to an electric vehicle from the power grid, but not the battery energy storage system. This may be referred to as “slow” charging. Fast charging may provide more power to an electric vehicle being charged, and thus may charge the electric vehicle in a shorter amount of time than slow charging. The charging station may operate in a slow charging mode when the battery energy storage system cannot provide energy. For example, the battery energy storage system may stop providing energy when the batteries within the battery energy storage system discharge below a certain level. In some embodiments, the power grid can simultaneously provide energy to an electric vehicle via the charging station as well as the battery energy storage system (e.g., to charge the batteries therein).\nIn one embodiment, a battery-assisted electric vehicle charging station can provide up to 50 kilowatts (kW) of power to an electric vehicle, such as 20 kW from the power grid and 30 kW from a battery energy storage system. In this embodiment, the charging station can provide 20 kW from the power grid when operating in slow charging mode, and can provide more than 20 kW (e.g., 50 kW) from a combination of the power grid and the battery energy storage system in fast charging mode. As should be apparent to one of ordinary skill in the art, the charging station may be configured to provide more or less power than 50 kW, and may be configured to provide more power from the power grid than the battery energy storage system, or vice versa. These and other features of a battery-assisted electric vehicle charging system are discussed in more detail below.\nTurning to FIGS. 1A-1C, example battery-assisted electric vehicle charging systems 100A-100C are illustrated according to embodiments of the disclosure. The systems 100A-100C include power grid 101, battery energy storage system (BESS) 106, and charging station 103. In some embodiments, BESS 106 may be disposed within the enclosure of charging station 103. Charging station 103 may provide energy to electric vehicle 102. In FIGS. 1A-1C, the charging station 103 is equipped with a standard charging interface 109 compatible with the charging system of electric vehicle 102.\nTurning to FIG. 1A, an example battery-assisted electric vehicle charging system 100A is illustrated. In this example battery-assisted electric vehicle charging system, two sources of energy and/or power are connected to the charging station 103: (1) alternating current (AC) power from the power grid 101, and (2) direct current (DC) power from the BESS 106. The AC power from the power grid 101 is converted to DC power by one or more power converters in the charging station 103. The charging station 103 provides DC power to the electric vehicle 102. In the embodiment of FIG. 1A, in the event that BESS 106 is not able to provide energy to electric vehicle 102 (e.g., because the batteries in BESS 106 have discharged below a predetermined threshold), electric vehicle 102 may still receive energy from power grid 101. In this embodiment, charging station 103 is used to charge the batteries of BESS 106 similar to how it charges the batteries of electric vehicle 102.\nTurning to FIG. 1B, another example battery-assisted electric vehicle charging system 100B is illustrated. In this example battery-assisted electric vehicle charging system, BESS 106 provides energy to the charging station 103, and power grid 101 provides power to BESS 106 via AC/DC converter 108. Thus, unlike the embodiment shown in FIG. 1A, power grid 101 in FIG. 1B is not directly coupled to the charging station 103. Rather, power grid 101 in FIG. 1B indirectly provides energy to charging station 103 via AC/DC converter 108 and BESS 106. BESS 106 is charged from power grid 101 (via AC/DC converter 108).\nTurning to FIG. 1C, another example battery-assisted electric vehicle charging system 100C is illustrated. In this embodiment, the system 100C includes bi-directional AC/DC converter 108 that is external to charging station 103. As shown, two sources of energy and/or power are connected to charging station 103: (1) AC power from power grid 101, and (2) AC power via bi-directional AC/DC converter 108 and BESS 106. The AC power from power grid 101 may be converted to DC power by bi-directional AC/DC converter 108 and used to charge the batteries of BESS 106. In this embodiment, in the event that BESS 106 is not able to provide energy to electric vehicle 102 (e.g., because the batteries in BESS 106 have discharged below a predetermined threshold), electric vehicle 102 may still receive energy from power grid 101 in the embodiment of FIG. 1C.\nIn example embodiments illustrated in FIGS. 1A-1C, BESS 106 includes one or more battery packs. Each battery pack includes one or more batteries. When the batteries within BESS 106 discharge below a certain level (e.g., a voltage level or a charge level), BESS 106 stops providing energy to an electric vehicle until the batteries are re-charged. In some embodiments, BESS 106 may be recharged at the same time that electric vehicle 102 is being charged at station 103 using energy provided by power grid 101. That is, power grid 101 may simultaneously charge BESS 106 and electric vehicle 102 in some embodiments. Details of an example battery pack and an example battery pack management system that can be used to implement BESS 106 are described in more detail below.\n FIG. 2A illustrates an example embodiment of a battery-assisted electric vehicle charging station. In this example, battery-assisted electric vehicle charging station 210 comprises two separate units: charging unit 211 and BESS 212. As shown, charging unit 211 and BESS 212 are coupled such that energy can be provided from charging unit 211 to BESS 212 and vice versa (e.g., illustrated by the solid line connecting charging unit 211 and BESS 212 in FIG. 2A). Charging unit 211 and BESS 212 may also be communicatively linked such that communication signals can be sent from charging unit 211 to BESS 212 and vice versa (e.g., illustrated by the dashed line connecting charging unit 211 and BESS 212 in FIG. 2A). In an example embodiment, this communication link may be implemented as a controller area network (CAN) bus, but is not so limited.\nStill considering FIG. 2A, charging unit 210 comprises charger 213 and charger controller 214. Charger 213 may comprise one or more AC/DC converters that convert the AC power received from the power grid to DC power. Charger 213 may also comprise one or more DC/DC converters that convert the DC power received from BESS 212 from a first voltage to a second voltage. The specific value of DC voltage required to charge an electric vehicle may be determined by charger controller 214. Charger controller 214 comprises a processing unit that communicates with a processing unit in an electric vehicle. The communication between the processing unit of charger controller 214 and the processing unit residing in the electric vehicle may comprise receiving the state of charge of the batteries within electric vehicle and/or the value of voltage and/or current required for charging the electric vehicle. BESS 212 of FIG. 2A may be implemented as shown by battery box 215. As shown, battery box 215 is a structure for holding arrays of battery packs in a stacked arrangement. One of the stacked packs may be a battery system controller (which may, in some embodiments, be referred to as a string controller). The battery system controller may control certain aspects of BESS 215, such as when the battery packs charge and discharge, as well as monitor operating parameters, such as voltage, temperature, and state-of-charge of the battery packs.\n FIG. 2B illustrates another example embodiment of a battery-assisted electric vehicle charging station. In this example, battery-assisted electric vehicle charging station 201 comprises a charging unit 202 and BESS 203 integrated as a single unit. Charging unit 202 and BESS 203 are coupled such that energy can be provided from charging unit 202 to BESS 203 and vice versa (e.g., illustrated by the solid lines connecting charging unit 202 and BESS 203 in FIG. 2B). Furthermore, charging unit 202 and BESS 203 are also communicatively linked, such that communication signals can be sent from charging unit 202 to BESS 203 and vice versa (e.g., illustrated by the dashed line connecting charging unit 202 and BESS 203 in FIG. 2B). In an example embodiment, this communication link may be implemented as a controller area network (CAN) bus, but is not so limited.\nIn FIG. 2B, charging unit 202 includes charger 206 and charger controller 207. Charger 206 may comprise one or more AC/DC converters that convert the AC power received from the power grid to DC power. Charger 206 may also comprise one or more DC/DC converters that convert the DC power received from BESS 203 from a first voltage to a second voltage. The specific value of DC voltage required to charge an electric vehicle may be determined at charger controller 207. Charger controller 207 comprises a processing unit that communicates with a processing unit in an electric vehicle. The communication between the processing unit of charger controller 207 and the processing unit residing in an electric vehicle may include receiving the state of charge of the batteries within the electric vehicle and/or the value of voltage and/or current required for charging the electric vehicle by the processing unit of charger controller 207.\nStill considering FIG. 2B, BESS 203 may comprise one or more battery packs, such as battery pack 204. Each battery pack includes one or more batteries. Furthermore, BESS 203 also includes a control/interface board 205. Control/interface board 205 comprises a battery system controller (which may, in some embodiments, be referred to as a string controller) that manages and controls the operation of battery packs within BESS 203.\n FIG. 3A is a diagram illustrating internal components of an example embodiment of a battery-assisted electric vehicle charging system 300A. The example components depicted in FIG. 3A may be used to implement the charging station 210 of FIG. 2A and/or charging station 201 of FIG. 2B. Battery-assisted electric vehicle charging system 300A of FIG. 3A includes BESS 370 and charging unit 380 that includes one or more AC/DC module 355 and one or more DC/DC module 360. In this embodiment, AC/DC module 355 is coupled to power grid 365, and DC/DC module 360 is coupled to BESS 370 via battery contactor 375. As explained with respect to FIGS. 2A and 2B, BESS 370 and charging unit 380 may be integrated within the same physical enclosure or may be implemented as separate physical units that are coupled together via cabling and the like.\n Charging system 300A includes power switch 385. In some embodiments, power switch 385 may be a tri-state switch that may be open, connected to EV, or connected to BAT. When connected to EV, power switch 385 completes the connection between charging unit 380 and electric vehicle 350, allowing charging unit 380 to provide energy to electric vehicle 350 to charge its batteries. When connected to BAT, power switch 385 completes the connection between charging unit 380 and BESS 370, allowing AC/DC module 355 to provide energy to BESS 370 and charge its batteries. In some embodiments, BESS 370 implements the same interface and/or protocols as electric vehicle 350 (e.g., CHAdeMO) to couple with charging unit 380. In these embodiments, BESS 370 appears as and is charged in the same manner as an electric vehicle via charging unit 380.\n Battery contactor 375 may be opened or closed depending on the state of charging system 300A. For example, battery contactor 375 may be closed to complete the connection between BESS 370 and DC/DC module 360 when BESS batteries are discharging to provide energy to electric vehicle 350. Battery contactor 375 may be open to disconnect BESS 370 and DC/DC module 360 when BESS 370 cannot provide energy to electric vehicle 350 (e.g., BESS batteries are depleted) or when BESS batteries are being charged via power grid 365 (connecting power switch 385 to BAT allows AC/DC module 355 to charge BESS batteries via power grid 365). In other embodiments, a hardware or software enable signal may be used in place of battery contactor 375 to connect and disconnect BESS 370 and DC/DC module 360.\nAs explained above, charging system 300A may be able to provide energy to electric vehicle 350 in a “fast” or “quick” charging mode by providing energy from both power grid 365 and BESS 370. In this mode, power switch 385 is connected to EV to complete the connection between charging unit 380 and electric vehicle 350, and battery connector 375 is closed to complete the connection between BESS 370 and DC/DC module 360. Thus, AC/DC module 355 can provide energy to electric vehicle 350 via power grid 365 and DC/DC module 360 can provide energy to electric vehicle 350 via BESS 370.\n Charging system 300A may also be able to provide energy to electric vehicle in a “slow” charging mode by providing energy from the power grid 365 alone. In this mode, power switch 385 is connected to EV to complete the connection between charging unit 380 and electric vehicle 350, and battery connector 375 is open to disconnect BESS 370 and DC/DC module 360. Thus, AC/DC module 355 can provide energy to electric vehicle 350 via power grid 365, but DC/DC module 360 cannot provide energy to electric vehicle 350 via BESS 370. Charging system 300A may enter “slow” charging mode when the BESS batteries are depleted and cannot safely provide energy to electric vehicle 350.\n FIG. 3B further illustrates the internal components of an example embodiment of a battery-assisted electric vehicle charging system. The example components depicted in FIG. 3 may be used to implement the charging stations 210 and 201 of FIG. 2A and FIG. 2B, respectively. Battery-assisted electric vehicle charging system 300 of FIG. 3 includes BESS 312 and charging unit 314. As explained with respect to FIGS. 2A and 2B. BESS 312 and charging unit 314 may be integrated within the same physical enclosure or may be implemented as separate physical units that are coupled together via cabling and the like.\n BESS 312 includes one or more battery packs 301 and a control/interface board 303. Control/interface board 303 may include a battery system controller 302 and an interface card 311. Interface card 311 may provide a communication interface between battery system controller 302 and charging unit 314. That is, interface card 311 may communicate with the battery system controller 302 via a communication path on control/interface board 303. This communication path is depicted as the dashed line in FIG. 3 that connects interface card 311 with battery system controller 302. Interface card 311 may also be configured to exchange signals with charging unit 314 using wired or wireless communication. In an example embodiment, communication between interface card 311 and charging unit 314 takes place via a CAN bus. In some embodiments, interface card 311 and battery system controller 302 are configured to exchange data via the transmission control protocol (TCP).\nCharging and discharging is controlled by operation of AC/DC (304—charges battery) and DC/DC (305—discharges battery) modules. Interface card 311 enables and disables these modules. Battery system controller 302 provides safety for the batteries and it acts like the processor in a car that sends values used to control the charge rate.\nIn an embodiment, control/interface board 303 also comprises an enable unit 321 disposed on or in interface card 311. Enable unit 321 may be implemented in software or hardware (such as relays). Enable unit 321 may be used by battery system controller 302 to control the amount of power BESS 312 provides to electric vehicle 309.\nAdditionally, battery system controller 302 may control some of the functions of battery packs based on status signals it receives from one or more battery packs 301. Status signals from battery packs may include (but are not limited to) information regarding the state of charge, temperature, or voltage of the battery packs. As an example, battery system controller 302 may receive a signal related to the voltage of one or more of the battery packs, such as an alert that the voltage of a battery pack is above or below operating thresholds. As another example, the battery system controller 302 may receive a signal related to the temperature of a battery pack, such as an alert that the temperature is above or below operating thresholds. Battery system controller 302 may also receive signals from charging unit 314.\nStill considering FIG. 3, charging unit 314 is coupled to both BESS 312 and power grid 313. Charging unit 314 may include one or more AC/DC modules (e.g., AC/DC module 304) and/or one or more DC/DC modules (e.g., DC/DC module 305). A plurality of AC/DC modules may be connected in parallel. Similarly, a plurality of DC/DC modules may be connected in parallel. Each AC/DC module 304 may perform AC to DC power conversion. In FIG. 3, each AC/DC module 304 may receive as input AC power from power grid 313 and output DC power. Each DC/DC module may perform DC to DC power conversion to convert a first DC voltage to a second DC. The output of AC/DC module 304 and of DC/DC module 305 may be enabled or disabled in software or in hardware.\nCharging unit 314 of FIG. 3 includes at least two power paths 315 and 316. Power path 316 is used to provide energy from power grid 313 and/or from BESS 312 to electric vehicle 309. Power path 315 is used to provide energy from power grid 313 to BESS 312 (via charge controller 306 and power path 316) in order to charge/recharge the batteries therein. Power paths 315 and 316 may be, e.g., DC rails.\nAs previously described, control/interface board 303 may comprise an enable unit 321 that may be used by battery system controller 302 to control the amount of power BESS 312 provides to charging unit 314 and thereby to electric vehicle 309. In an example embodiment, enable unit 321 of interface card 311 of FIG. 3 may enable or disable one or more DC/DC modules (e.g., DC/DC module 305), thereby controlling the amount of DC power that is delivered from BESS 312 to electric vehicle 309. For example, enable unit 321 may use software to disable one or more DC/DC modules (e.g., DC/DC module 305). Alternatively, enable unit 321 may control a relay and disconnect the flow of energy from BESS 312 to one or more DC/DC modules (e.g., DC/DC module 305).\nCharging unit 314 of FIG. 3 also includes charger controller 306. Charger controller 306 includes a processing unit 317 and a power switching unit 320. Charger controller 306 also includes power interface 308 through which energy may be provided to electric vehicle 309. Power interface 308 may be a standard electric vehicle power interface such as CHAdeMO, but is not limited thereto. In some embodiments power interface 308 may be a proprietary interface.\n Charger controller 306 may also control provision of energy from power grid 313 to BESS 312 using power switching unit 320. In one embodiment, power switching unit 320 can transition among at least three states for providing energy: (i) a first state where energy is provided to the battery packs of BESS 312 from power grid 313 via one or more AC/DC modules; (ii) a second state where energy is provided to an electric vehicle from power grid 313 via one or more AC/DC modules and from BESS 312 via one or more DC/DC modules; and (iii) a third state where energy is provided to an electric vehicle from power grid 313 via one or more AC/DC modules. As should be apparent to a person skilled in the art, other states are within the scope of this disclosure. For example, power switching unit may include a fourth state where energy is provided to an electric vehicle from BESS 312 via one or more DC/DC modules without providing energy from power grid 313. Power switching unit 320 may be implemented using one or more switches (e.g., one or more tri-state switches), but is not limited thereto.\nCharging unit 314 of FIG. 3 also comprises a vehicle charging indicator 307 that can be used to determine if an electric vehicle is being charged. For example, vehicle charging indicator 307 may measure current, voltage, power, or charge capacity to determine if a vehicle is currently being charged. This indicator may be implemented, for example, by a button or a limit switch on charging unit 314 such that, when depressed, it indicates that an electric vehicle is being charged. The status of this indicator may be communicated to battery system controller 302 within control/interface board 303. Subsequently, battery system controller 302 may use this status information, for example, to instruct the batteries within BESS 312 to discharge, and/or enable or disable the output of one or more DC/DC modules (e.g., DC/DC module 305). As another example, the battery system controller 302 determines if, when, or (optionally) at what rate to charge or discharge batteries in BESS 312 based on the status of indicator 307, the power level determined by charger controller 306 supplied by BESS 312, and/or the state of charge of the battery packs (e.g., battery pack 301).\nStill considering FIG. 3, charge controller 306 may communicate with electric vehicle 309 via communication path 318. Charge controller 306 may also communicate with BESS 312 via communication path 319. Communication paths 318 and 319 may be any wired or wireless communication path known to those skilled in the art. For example, communication paths 318 and 319 may be CAN buses.\nIn charger controller 306, a communication interface is indicated by letter C and a power interface is indicated by letter P. Additionally, communication between charging unit 314 and BESS 312 may be realized by sending and receiving signals using communication bus 319. When a signal is sent to BESS 312, it may be received by interface card 311, which subsequently communicates this signal with battery system controller 302 in order to be processed and acted upon if necessary. Similarly, when a signal is sent to charging unit 314 using communication bus 319, it may be received and processed by processing unit 317 residing in charger controller 306 in order to be processed and acted upon if necessary.\nIn an embodiment, communication between charging unit 314 and BESS 312 includes charger controller 306 sending a signal to battery system controller 302 residing on control/interface board 303 to set a maximum power level to be output from the batteries. This maximum power level may be calculated by processing unit 317 within charge controller 306 based on the maximum power request or state of charge of the battery of electric vehicle 309.\nIn one example, battery-assisted electric vehicle charging system 300 is able to provide up to 50 kW of power to electric vehicle 309. In this example, charging system 300 may include two AC/DC modules 304, each capable of providing 10 kW of DC power to electric vehicle 309 from the power grid, and three DC/DC modules 305, each capable of providing 10 kW of DC power to electric vehicle 309 from BESS 312. Charging system 300 may be able to charge electric vehicle 309 in a fast charging mode (e.g., providing energy from both power grid 313 and BESS 312), or in a slow charging mode (e.g., providing energy from power grid 313 but not BESS 312). In this example, fast charging mode may provide up to 50 kW of power, whereas slow charging mode may provide up to 20 kW of power. As should be apparent to a person of skill in the art, the charging system 300 may provide other power values in the fast and slow charging modes, such as (but not limited to) 50 kW for fast charging and 10 kW for slow charging; 50 kW for fast charging and 30 kW for slow charging; 60 kW for fast charging and 30 kW for slow charging; 40 kW for fast charging and 20 kW for slow charging; and the like. And, as should be apparent to a person skilled in the art, any number of AC/DC modules and DC/DC modules may be included in a charging system to customize amount of power that is provided in the fast charging and slow charging modes. Charging system 300 may be able to provide power in increments of 1 kW, 5 kW, 10 kW, or any other increment.\nCharging system 300 may also be able to gradually decrease or step down the amount of power being provided to electric vehicle 309 as the battery (or batteries) of the electric vehicle approach a fully-charged state (or achieve a threshold level of charge). In one example, an enable unit (e.g., enable unit 321 residing on interface card 311) may be used to control the number of active DC/DC modules in the charging system based on the specific amount of power requested by the electric vehicle. Typically, when an electric vehicle begins charging, its batteries are depleted or are low in charge, and therefore, three DC/DC modules (for example) may be enabled and used together with the two AC/DC modules (for example) to charge electric vehicle (e.g., provide 50 kW). Once the state of charge of the battery within electric vehicle reaches (for example) 50 percent charge, only two of the DC/DC modules may be enabled and used together with the two AC/DC modules to charge electric vehicle at a 40 kW rate. When the state of charge of the battery within electric vehicle reaches (for example) 70 percent charge, only one DC/DC module may be enabled and used together with the two AC/DC modules to charge electric vehicle at a 30 kW rate. Finally, when the state of charge of the battery within electric vehicle reaches (for example) 90 percent, none of the DC/DC modules may be enabled, and the two AC/DC modules may be used to charge the electric vehicle at a 20 kW rate. Considering the same example, if a second electric vehicle arrives and requests recharging shortly after the first electric vehicle has been charged, and the batteries within battery energy storage system are depleted, the battery-assisted electric vehicle charging system 300 may charge the second electric vehicle in the slow charging mode (e.g., by using 20 kW of power only provided by power grid 313). This way, the second electric vehicle can begin charging even though BESS 312 is temporarily unable to provide power.\nThe arrangement of the components of the example charging systems 300A and 300B of FIGS. 3A and 3B, respectively, corresponds to the example charging system 100A of FIG. 1A. However, a person of skill in the art would recognize that the components depicted in FIGS. 3A and 3B may be re-arranged and additional components may be added to implement the example charging systems 100B and 100C without departing from the scope of the disclosure.\nTurning to FIGS. 4A-4C, example state machines of a battery-assisted electric vehicle charging station according to example embodiments of the disclosure are illustrated. State machines 400A-400C illustrate various example operating states of a battery-assisted electric vehicle charging system and the conditions that cause the charging system to transition from one state to another. In FIGS. 4A-4C, each mutually exclusive state of state machines 400A-400C is associated with a set of input and output parameters. A change at an input parameter may trigger a transition to a different state. A state transition causes a change in at least one output parameter. Below, these input and output parameters are described in detail. State machine 400A of FIG. 4A corresponds to the charging system 100A of FIG. 1A and the charging systems 300A and 300B of FIGS. 3A and 3B, respectively. Thus, where appropriate, the discussion of FIG. 4A will refer to the systems depicted in FIGS. 1A, 3A, and 3B.\n State machine 400A includes the followin | The disclosed systems and methods are directed to a battery assisted charging station. A battery system comprising plurality of batteries and a battery management system software controlling the operations of the battery system, function together with a vehicle charging system that charges electric vehicles using one or both of stored power provided by a battery system, and power provided by a utility power grid. The battery system uses the power grid to charge the batteries therein. | US:14/884,463 | https://patentimages.storage.googleapis.com/0d/4b/55/4a84e106322a48/US10040363.pdf | US:10040363 | Virgil Lee Beaston, Daniel Dee WILLIAMS, Patten Atwood EMMONS | Powin Energy Corp | US:5952815, US:6172481, US:20040130292:A1, CN:1367565:A, US:20040189248:A1, US:20050024016:A1, CN:2648617:Y, US:20050230976:A1, US:20070191180:A1, US:20100145562:A1, US:20070124037:A1, US:20060116797:A1, CN:2796215:Y, US:7583053, US:20080309288:A1, US:20110014501:A1, CN:1819395:A, CN:101222150:A, US:20080093851:A1, US:8111035, US:20080238356:A1, US:20120074911:A1, US:7497285, CN:101199275:A, US:20090222158:A1, US:20090243540:A1, US:20110231049:A1, US:20100237829:A1, US:20110313613:A1, US:20100248008:A1, US:20120068715:A1, JP:2011097803:A, US:20110137502:A1, WO:2011078388:A1, US:20140015469:A1, US:20110133920:A1, KR:20110107265:A, US:20120303225:A1, US:20110244283:A1, US:20120105001:A1, US:20120062187:A1, CN:102570568:A, WO:2012110497:A1, US:9647463, US:20140015488:A1, US:9331497, US:20130328530:A1, US:20160141894:A1, US:20130337299:A1, US:20130002197:A1, CN:102882263:A, KR:20130071923:A, KR:101287586:B1, CN:202663154:U, US:20140079963:A1, US:20140220396:A1, CN:103253143:A, US:9168836, US:20150202973:A1, US:20150349569:A1, US:20160111900:A1, US:20170040646:A1, US:20170038433:A1, US:20170077559:A1, US:20170077558:A1, US:20170126032:A1 | 2018-08-07 | 2018-08-07 | 1. A battery-assisted electric vehicle charging system, the system comprising:\na battery system;\na charging station coupled to the battery system and to an electric power grid, and configured to provide a predetermined amount of power to an electric vehicle;\na first power providing unit coupled to the battery system, the first power providing unit including a first plurality of power providing modules configured to provide a first portion of the predetermined amount of power from the battery system to the electric vehicle, wherein each of the first plurality of power providing modules provides an equal amount of power; and\na second power providing unit coupled to the electric power grid, the second power providing unit including a second plurality of power providing modules configured to provide the second portion of the predetermined amount of power from the electric power grid to the electric vehicle, wherein each of the second plurality of power providing modules provides an equal amount of power, and\nwherein at least one of the first plurality of power providing modules is disabled to reduce the first portion of the predetermined amount of power provided to the electric vehicle in response to the electric vehicle exceeding a predefined charge threshold.\n, a battery system;, a charging station coupled to the battery system and to an electric power grid, and configured to provide a predetermined amount of power to an electric vehicle;, a first power providing unit coupled to the battery system, the first power providing unit including a first plurality of power providing modules configured to provide a first portion of the predetermined amount of power from the battery system to the electric vehicle, wherein each of the first plurality of power providing modules provides an equal amount of power; and, a second power providing unit coupled to the electric power grid, the second power providing unit including a second plurality of power providing modules configured to provide the second portion of the predetermined amount of power from the electric power grid to the electric vehicle, wherein each of the second plurality of power providing modules provides an equal amount of power, and, wherein at least one of the first plurality of power providing modules is disabled to reduce the first portion of the predetermined amount of power provided to the electric vehicle in response to the electric vehicle exceeding a predefined charge threshold., 2. The system of claim 1, wherein the predetermined amount of power is 50 kilowatts (KW)., 3. The system of claim 2, wherein the first portion of the predetermined amount of power is 30 KW and the second portion of the predetermined amount of power is 20 KW., 4. The system of claim 2, wherein the first portion of the predetermined amount of power is 20 KW and the second portion of the predetermined amount of power is 30 KW., 5. The system of claim 1, wherein the second power providing unit comprises an alternating current (AC) to direct current (DC) converter configured to convert AC power from the electric power grid to DC power., 6. The system of claim 1, wherein the battery system comprises:\na plurality of battery packs configured to provide energy to the charging station; and\na controller configured to determine a state of charge of the plurality of battery packs and to prevent the battery packs from providing energy to the charging station in response to determining that the state of charge is below a discharge threshold.\n, a plurality of battery packs configured to provide energy to the charging station; and, a controller configured to determine a state of charge of the plurality of battery packs and to prevent the battery packs from providing energy to the charging station in response to determining that the state of charge is below a discharge threshold., 7. The system of claim 6, wherein the charging station is further configured to provide a default amount of power to the electric vehicle in response to the controller determining that the state of charge is below the threshold, wherein the default amount of power is less than the predetermined amount of power., 8. The system of claim 1, wherein the battery system is coupled to the electric power grid and is further configured to receive energy from the electric power grid., 9. The system of claim 1, wherein the charging station comprises a system controller configured to receive a request for charge from the electric vehicle and to instruct the battery system to provide energy to the charging station in response to the request for charge., 10. A method for charging an electric vehicle using a battery-assisted electric vehicle charging system, the method comprising:\nreceiving, at a charging station, a request from an electric vehicle for a predetermined amount of power, wherein the charging station comprises a first power providing unit including a first plurality of power providing modules and a second power providing unit including a second plurality of power providing modules;\nproviding, by the first plurality of power providing modules of the first power providing unit, a first portion of the predetermined amount of power from a battery system coupled to the charging station in response to the request, wherein each of the first plurality of power providing modules provides an equal amount of power;\nproviding, by the second plurality of power providing modules of the second power providing unit, a second portion of the predetermined amount of power from an electric power grid coupled to the charging station in response to the request, wherein each of the second plurality of power providing modules provides an equal amount of power; and\ndisabling at least one of the first plurality of power providing modules of the first power providing unit to reduce the first portion of the predetermined amount of power provided to the electric vehicle in response to the electric vehicle exceeding a predefined charge threshold.\n, receiving, at a charging station, a request from an electric vehicle for a predetermined amount of power, wherein the charging station comprises a first power providing unit including a first plurality of power providing modules and a second power providing unit including a second plurality of power providing modules;, providing, by the first plurality of power providing modules of the first power providing unit, a first portion of the predetermined amount of power from a battery system coupled to the charging station in response to the request, wherein each of the first plurality of power providing modules provides an equal amount of power;, providing, by the second plurality of power providing modules of the second power providing unit, a second portion of the predetermined amount of power from an electric power grid coupled to the charging station in response to the request, wherein each of the second plurality of power providing modules provides an equal amount of power; and, disabling at least one of the first plurality of power providing modules of the first power providing unit to reduce the first portion of the predetermined amount of power provided to the electric vehicle in response to the electric vehicle exceeding a predefined charge threshold., 11. The method of claim 9, wherein the predetermined amount of power is 50 kilowatts (KW)., 12. The method of claim 11, wherein the first portion of the predetermined amount of power is 30 KW and the second portion of the predetermined amount of power is 20 KW., 13. The method of claim 11, wherein the first portion of the predetermined amount of power is 20 KW and the second portion of the predetermined amount of power is 30 KW., 14. The method of claim 9, further comprising:\ndiscontinuing providing the first portion of power from the battery system in response to a state of charge of the battery system being below a discharge threshold or the electric vehicle being charged.\n, discontinuing providing the first portion of power from the battery system in response to a state of charge of the battery system being below a discharge threshold or the electric vehicle being charged., 15. The method of claim 14, further comprising:\ndiscontinuing providing the second portion of power from the electric power grid in response to the electric vehicle being charged.\n, discontinuing providing the second portion of power from the electric power grid in response to the electric vehicle being charged., 16. The method of claim 9, wherein providing the first portion of the predetermined amount of power from the battery system comprises:\ndetermining, by a controller disposed in the battery system, a state of charge of a plurality of battery packs disposed in the battery system; and\ndischarging energy from the plurality of battery packs to provide the first portion of the predetermined amount of power to the charging station until the state of charge is less than a discharge threshold or the electric vehicle is charged.\n, determining, by a controller disposed in the battery system, a state of charge of a plurality of battery packs disposed in the battery system; and, discharging energy from the plurality of battery packs to provide the first portion of the predetermined amount of power to the charging station until the state of charge is less than a discharge threshold or the electric vehicle is charged., 17. The method of claim 16, wherein providing the first portion of the predetermined amount of power from the battery system comprises:\npreventing the plurality of battery packs from providing energy to the charging station in response to determining that the state of charge is below the discharge threshold.\n, preventing the plurality of battery packs from providing energy to the charging station in response to determining that the state of charge is below the discharge threshold., 18. The method of claim 17, further comprising:\nadding energy to the plurality of battery packs from an electric power grid until the state of charge exceeds a charge threshold.\n, adding energy to the plurality of battery packs from an electric power grid until the state of charge exceeds a charge threshold. | US | United States | Active | B | True |
| 59 | Offset vehicle crash elements \n | US10700313B2 | The present application is a continuation of U.S. Non-Provisional application Ser. No. 15/690,854, entitled “OFFSET VEHICLE CRASH ELEMENTS”, filed on Aug. 30, 2017, which claims priority to U.S. Provisional Application No. 62/384,298, entitled “ELECTRIC VEHICLE COMPONENTS”, filed on Sep. 7, 2016, the entire disclosures of which are hereby incorporated by reference for all purposes.\nVehicle manufacturers have added a number of new structural features to vehicles to improve safety and/or performance. Many of these structural features are applicable to electric, hybrid, and non-electric vehicles equally, while others place a greater emphasis on the vehicle motor type, such as a vehicle base plate with increased thickness for protecting an electric car battery over a specific region of the vehicle. Structural improvements that increase either safety or performance without a significant compromise of the other remain important objectives of vehicle manufacturers.\nElectric vehicles are becoming an increasingly viable alternative to traditional vehicles with internal combustion engines. Electric vehicles may have advantages in their compactness, simplicity of design, and in being potentially more environmentally friendly depending on the means by which the electricity used in the vehicle was originally generated. The prospect of using renewable energy sources to power automobiles in place of gasoline has obvious advantages as oil reserves across the globe become increasingly depleted.\nIn a first embodiment of the present disclosure, an electric vehicle is provided. The electric vehicle may include a vehicle battery for powering the electric vehicle. The vehicle battery may include a battery top surface and a battery side surface. The battery top surface and the battery side surface may form an angle along a battery corner of the vehicle battery. The electric vehicle may include a crash elements structure. The crash elements structure may include an upper structure including a first upper shell coupled vertically above a first lower shell such that a first set of apertures are formed between the first upper shell and the first lower shell. The upper structure may be coupled vertically above the battery top surface. The crash elements structure may include a lower structure including a second upper shell coupled vertically above a second lower shell such that a second set of apertures are formed between the second upper shell and the second lower shell. The lower structure may be coupled laterally to the side of the battery side surface and vertically below the upper structure.\nIn some embodiments, each of the first set of apertures and each the second set of apertures may be hexagonal. In some embodiments, the crash elements structure may include a first set of covers coupled laterally to the side of the first set of apertures and a second set of covers coupled laterally to the side of the second set of apertures. In some embodiments, the upper structure may be vertically symmetrical such that the first upper shell and the first lower shell are identical in shape and size. In some embodiments, the lower structure may be vertically symmetrical such that the second upper shell and the second lower shell are identical in shape and size. In some embodiments, each of the first upper shell, first lower shell, second upper shell, and second lower shell may include a plurality of planar surfaces coupled in series. In some embodiments, at least two of the plurality of planar surfaces of the first upper shell may be directly coupled vertically above at least two of the plurality of planar surfaces of the first lower shell. In some embodiments, at least two of the plurality of planar surfaces of the second upper shell may be directly coupled vertically above at least two of the plurality of planar surfaces of the second lower shell.\nIn some embodiments, the crash elements structure may include a “W” structure. The “W” structure may include a first side being substantially vertical and coupling laterally to the side of the upper structure. The “W” structure may include a second side being substantially horizontal and coupling vertically below the upper structure and vertically above the battery top surface. The “W” structure may include a third side being substantially vertical and coupling laterally to the side of the battery side surface and laterally to the side of the lower structure. The “W” structure may include a fourth side being substantially horizontal and coupling vertically below the lower structure. In some embodiments, a gap of at least 5 mm may exist between the third side of the “W” structure and the battery side surface. In some embodiments, the crash elements structure is made of carbon fiber.\nIn a second embodiment of the present disclosure, a crash elements structure for an electric vehicle powered by a vehicle battery is provided. The crash elements structure may include an upper structure including a first upper shell coupled vertically above a first lower shell such that a first set of apertures are formed between the first upper shell and the first lower shell. The upper structure may be coupled vertically above a battery top surface. The crash elements structure may include a lower structure including a second upper shell coupled vertically above a second lower shell such that a second set of apertures are formed between the second upper shell and the second lower shell. The lower structure may be coupled laterally to the side of a battery side surface and vertically below the upper structure. The battery top surface and the battery side surface may form an angle along a battery corner of the vehicle battery.\nIn some embodiments, each of the first set of apertures and each the second set of apertures may be hexagonal. In some embodiments, the crash elements structure may include a first set of covers coupled laterally to the side of the first set of apertures and a second set of covers coupled laterally to the side of the second set of apertures. In some embodiments, the upper structure may be vertically symmetrical such that the first upper shell and the first lower shell are identical in shape and size. In some embodiments, the lower structure may be vertically symmetrical such that the second upper shell and the second lower shell are identical in shape and size. In some embodiments, each of the first upper shell, first lower shell, second upper shell, and second lower shell may include a plurality of planar surfaces coupled in series. In some embodiments, at least two of the plurality of planar surfaces of the first upper shell may be directly coupled vertically above at least two of the plurality of planar surfaces of the first lower shell. In some embodiments, at least two of the plurality of planar surfaces of the second upper shell may be directly coupled vertically above at least two of the plurality of planar surfaces of the second lower shell.\nIn some embodiments, the crash elements structure may include a “W” structure. The “W” structure may include a first side being substantially vertical and coupling laterally to the side of the upper structure. The “W” structure may include a second side being substantially horizontal and coupling vertically below the upper structure and vertically above the battery top surface. The “W” structure may include a third side being substantially vertical and coupling laterally to the side of the battery side surface and laterally to the side of the lower structure. The “W” structure may include a fourth side being substantially horizontal and coupling vertically below the lower structure. In some embodiments, a gap of at least 5 mm may exist between the third side of the “W” structure and the battery side surface. In some embodiments, the crash elements structure is made of carbon fiber.\nIn a third embodiment of the present disclosure, a method for receiving an impact force related to a vehicle collision is provided. The method may include receiving, by the lower structure, a first force related to the impact force. The method may include receiving, by the upper structure, a second force related to the impact force. The method may include transferring a first portion of the first force received by the lower structure to the “W” structure. The method may include transferring a second portion of the second force received by the upper structure to the “W” structure. The method may include transferring a third portion of the force received by the “W” structure to a support structure coupled vertically above the battery top surface and laterally to the side of the upper structure.\nThe accompanying drawings, which are included to provide a further understanding of the invention, are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the detailed description serve to explain the principles of the invention. No attempt is made to show structural details of the invention in more detail than may be necessary for a fundamental understanding of the invention and various ways in which it may be practiced.\n FIG. 1 illustrates a generalized transportation apparatus, according to an embodiment of the present disclosure.\n FIG. 2 illustrates a perspective view of a vehicle battery and a crash elements structure, according to an embodiment of the present disclosure.\n FIG. 3 illustrates a perspective view of a crash elements structure, according to an embodiment of the present disclosure.\n FIG. 4 illustrates a perspective view of a crash elements structure, according to an embodiment of the present disclosure.\n FIG. 5 illustrates a perspective view of a vehicle battery and a crash elements structure, according to an embodiment of the present disclosure.\n FIG. 6 illustrates a front view of a vehicle battery and a crash elements structure, according to an embodiment of the present disclosure.\n FIG. 7 illustrates simulation results of an electric vehicle with a crash elements structure, according to an embodiment of the present disclosure.\n FIG. 8 illustrates a method for receiving an impact force related to a vehicle collision, according to an embodiment of the present disclosure.\nIn the appended figures, similar components and/or features may have the same numerical reference label. Further, various components of the same type may be distinguished by following the reference label by a letter that distinguishes among the similar components and/or features. If only the first numerical reference label is used in the specification, the description is applicable to any one of the similar components and/or features having the same first numerical reference label irrespective of the letter suffix.\nEmbodiments of the present disclosure relate to a structure situated in an electric vehicle for reducing the effects of a vehicle collision. Specifically, the structure may be situated near a vehicle battery to reduce damage to it. This structure may be referred to herein as a crash elements structure. Safety benefits of the crash elements structure include, but are not limited to: (1) increased protection and accommodation of the vehicle battery and (2) increased efficiency of transfer and absorption of energy/force stemming from a front, side, or angled impact to the vehicle's body structure, lessening the potential impact applied to the vehicle battery. In electric vehicles, an increased emphasis is placed on protection of the electric battery as damage to battery cells can cause explosion and fires within the vehicle. The problem is compounded due to the large amount of space batteries must occupy within electric vehicles in order to maintain practical driving ranges. Therefore, vehicle alterations that provide increased protection along edges and corners of the vehicle battery are advantageous.\nIn some embodiments, the crash elements structure includes an upper structure positioned above and laterally offset from a lower structure. From a front perspective, the upper and lower structures have a trapezoidal shape that widens toward the center of the vehicle. The upper and lower structures include several shells coupled together to form hexagonal apertures. The specific arrangement of the shells in conjunction with the arrangement of the upper and lower structures can improve the transfer of energy through the crash elements structure in the event of a collision.\nIn some embodiments, the crash elements structure includes a “W” structure that interfaces between the vehicle battery and the upper and lower structures. In the event of a collision, the “W” structure may receive energy from the upper and lower structures and transfer a portion of that energy to a support structure situated above the vehicle battery. The “W” structure may be tightly coupled with the battery corner or may be positioned such that a horizontal gap exists between the “W” structure and the battery side surface. Simulation results disclosed herein demonstrate an improvement in functionality of the crash elements structure when the “W” structure is positioned such that the gap is present. In addition to the “W” structure, the crash elements structure may include three different “S” structures to further improve functionality.\n FIG. 1 illustrates a generalized transportation apparatus 100, according to an embodiment of the present disclosure. Transportation apparatus 100 may include any apparatus that moves in distance. Examples of transportation apparatus 100 may include a vehicle such as a car, a bus, a train, a truck, a tram, or any other type of vehicle; may include a vessel such as a boat, a ship, a barge, a ferry or any other type of watercraft; may include an aircraft such as an airplane, a helicopter, a spaceship, or any other type of aircraft; or may include any other transportation apparatus. In some embodiments, transportation apparatus 100 is an electrical automobile. As shown, transportation apparatus 100 may include a cabin 150 with a volume.\nAs shown in FIG. 1, transportation apparatus 100 may comprise one or more steering wheels 152 in cabin 150. Although only one steering wheel 152 is shown in FIG. 1, this is not intended to be limiting. In some examples, transportation apparatus 100 may include more than one steering wheel 152. For example, it is contemplated that transportation apparatus 100 may be an aircraft that comprises at least a main steering wheel 152 for the main pilot and at least a secondary steering wheel 152 for a co-pilot.\nAs also shown in FIG. 1, one or more users 154 may be arranged to occupy their corresponding positions in cabin 150. Users 154 may include one or more drivers that control the movement or navigation of transportation apparatus 100, one or more passengers, and/or any other type of users 154. In this example, user 154 a is a driver that controls the driving of transportation apparatus 100, while other users 154, e.g., users 154 b-d, are passengers. As still shown, there may be multiple rows of users 154 within cabin 150 of transportation apparatus 100.\n FIG. 2 illustrates a perspective view of a vehicle battery 102 coupled with a crash elements structure 110, according to an embodiment of the present disclosure. Although the crash elements structure 110 is shown in FIG. 2 as being situated in an electric vehicle, in other embodiments the crash elements structure 110 may be implemented in any of the transportation apparatus described in reference to FIG. 1. In some embodiments, the vehicle battery 102 may include a battery top surface 104 and a battery side surface 106 that may be considered as being integrated with the vehicle battery 102, or may be considered as being separate components. For example, the battery top surface 104 and the battery side surface 106 may be composed of a durable material such as aluminum or steel. The battery top surface 104 and the battery side surface 106 may form an angle along a battery corner 108. The angle formed may be 75 degrees, 90 degrees, 105 degrees, and the like. The crash elements structure 110 may be positioned at the battery corner 108 such that the crash elements structure 110 encompasses the battery corner 108 over a length of the vehicle battery 102 in the longitudinal direction. As will be described, the crash elements structure 110 may be coupled directly to or indirectly to the battery top surface 104 and the battery side surface 106.\n FIG. 3 illustrates a perspective view of the crash elements structure 110, according to an embodiment of the present disclosure. The crash elements structure 110 may include an upper structure 112 and a lower structure 114. The upper structure 112 may include an upper shell 116 a coupled vertically above a lower shell 118 a. The upper shell 116 a and the lower shell 118 a may be vertically symmetrical such that they are identical in shape and size and are vertically flipped versions of each other. The upper shell 116 a and the lower shell 118 a may each include a plurality of planar surfaces coupled in series. Some of the planar surfaces of the upper shell 116 a may be directly coupled vertically above some of the planar surfaces of the lower shell 118 a such that a set of apertures 119 a are formed between the upper shell 116 a and the lower shell 118 a. The set of apertures 119 a may be hexagonal (as shown in FIG. 3), or may be some other shape.\nSimilar to the upper structure 112, in some embodiments the lower structure 114 may include an upper shell 116 b coupled vertically above a lower shell 118 b. The upper shell 116 b and the lower shell 118 b may be vertically symmetrical such that they are identical in shape and size and are vertically flipped versions of each other. The upper shell 116 b and the lower shell 118 b may each include a plurality of planar surfaces coupled in series. Some of the planar surfaces of the upper shell 116 b may be directly coupled vertically above some of the planar surfaces of the lower shell 118 b such that a set of apertures 119 b are formed between the upper shell 116 b and the lower shell 118 b. The set of apertures 119 b may be hexagonal (as shown in FIG. 3), or may be some other shape.\nIn some embodiments, the upper structure 112 may be longer in the vertical direction, shorter in the lateral direction and may have the same length in the longitudinal direction as the lower structure 114. The lengths of the structures may be constrained in the longitudinal direction due to various features of the vehicle, such as the front door, the rear door, the wheel well, among others. The length of the upper structure 112 may be greater in the vertical direction due to the relatively low position of the vehicle battery 102 within the electric vehicle 100. The length of the lower structure 114 may be greater in the lateral direction to increase the energy absorption capacity of the lower structure 114 in the event of a collision. In some embodiments, the shapes of the structures may be further modified from that shown in FIG. 3 to improve energy transfer and absorption.\n FIG. 4 illustrates a perspective view of the crash elements structure 110, according to an embodiment of the present disclosure. In some embodiments, a set of covers 120 a are coupled laterally to the side of the set of apertures 119 a, and a set of covers 120 b are coupled laterally to the side of the set of apertures 119 b. The set of covers 120 may be coupled to the set of apertures 119 by coupling to the edges of the upper shells 116 and the lower shells 118. One purpose of the set of covers 120 is to more evenly distribute an incoming force across the upper shells 116 and the lower shells 118 of the crash elements structure 110.\n FIG. 5 illustrates a perspective view and FIG. 6 illustrates a front view of the vehicle battery 102 and the crash elements structure 110, according to an embodiment of the present disclosure. From the side view, the upper structure 112 and the lower structure 114 have a trapezoidal shape that widens on the sides closer to the vehicle battery 102. The upper structure 112 may be laterally offset from the lower structure 114 from anywhere between 0% to 100%, 0% corresponding to the upper structure 112 being completely vertically above the lower structure 114 and 100% corresponding to all of the upper structure 112 being closer laterally to the vehicle battery 102 than any part of the lower structure 114. In the embodiment shown in FIG. 5, the upper structure 112 is approximately 30% laterally offset from the lower structure 114. In the embodiment shown in FIG. 6, the upper structure 112 is approximately 50% laterally offset from the lower structure 114. In some embodiments, the crash elements structure 110 has a desired performance in a range of approximately 20%-60%.\nIn some embodiments, the crash elements structure 110 includes a “W” structure 122 that interfaces between the vehicle battery 102, the upper structure 112, and the lower structure 114. One purpose of the “W” structure 122 is to channel the energy received by the upper structure 112 and the lower structure 114 away from the vehicle battery 102 and toward a support structure 130 positioned above the vehicle battery 102. The support structure 130 may be coupled vertically above the battery top surface 104 and laterally to the side of the “W” structure 122 as shown in FIGS. 5 and 6. The support structure 130 is ideally a component with a large energy absorption capacity. The support structure 130 may be coupled with additional components within the electric vehicle 100, such as the vehicle's body structure, so that energy is channeled away from the electric battery 102.\nIn some embodiments, the “W” structure 122 includes at least four sides. A first side of the “W” structure 122 may be substantially vertical and may couple laterally to the side of the upper structure 112 and laterally to the side of the support structure 130. A second side of the “W” structure 122 may be substantially horizontal and may couple vertically below the upper structure 112 and vertically above the battery top surface 104. A third side of the “W” structure 122 may be substantially vertical and may couple laterally to the side of the lower structure 114 and laterally to the side of the battery side surface 106. A fourth side of the “W” structure 122 may be substantially horizontal and may couple vertically below the lower structure 114. The first, second, third, and fourth sides of the “W” structure 122 may be planar and may form 90 degree angles with respect to each other.\nIn some embodiments, a gap 132 is positioned between the third side of the “W” structure 122 and the battery side surface 106. The gap 132 may be an air gap or may be filled with material as long as the filled material is weaker than the material of the “W” structure 122, i.e., the material of the gap 132 is collapsible at a lower force than the material of the “W” structure 122. The gap 132 may be 1 mm, 2 mm, 5 mm, 10 mm, and the like. One purpose of the gap 132 is to allow the “W” structure 122 to channel energy away from the vehicle battery 102 and toward the support structure 130. Simulation results (shown in FIG. 7) demonstrate that the crash elements structure 110 has an improved performance when the gap 132 is 5 mm.\nIn some embodiments, additional components and structures may be added to the crash elements structure 110 to improve its performance. For example, in some embodiments, the crash elements structure 110 may include a first “S” structure 124, a second “S” structure 126, and a third “S” structure 128 for channeling energy away from the vehicle battery 102. The first “S” structure 124 may couple laterally to the side of the “W” structure 122, laterally to the side of the lower structure 114, vertically above the lower structure 114, vertically below the upper structure 112, and laterally to the side of the second “S” structure 126. The second “S” structure 126 may couple laterally to the side of the first “S” structure 124, vertically above the lower structure 114, vertically below the upper structure 112, and laterally to the side of the third “S” structure 128. The third “S” structure 128 may couple laterally to the side of the second “S” structure 126, vertically above the lower structure 114, laterally to the side of the upper structure 112, and laterally to the side of a vehicle side 134.\nIn some embodiments, the second “S” structure 126 and the third “S” structure 128 may couple vertically above a concave portion of the upper shell 116 b of the lower structure 114. This is illustrated in FIG. 6 by the overlapped portions of the second “S” structure 126 with the lower structure 114 and of the third “S” structure 128 with the lower structure 114. In contrast, in some embodiments, the first “S” structure 124 and the second “S” structure 126 may couple vertically below a convex portion of the lower shell 118 a of the upper structure 112. The “S” structures provide several benefits to the functionality of the crash elements structure 110. First, the “S” structures may provide lateral containment of the upper structure 112 (between the “W” structure 122 and the third “S” structure 128) which reduces the amount of torque applied to the “W” structure in the event of a collision and instead provides a more linear transfer of energy to the support structure 130. Second, the “S” structures redistribute energy from the lower structure 114 to the upper structure 112 by “grappling” the upper structure 112 via the third “S” structure 128. Third, the “S” structures may be made from a more durable material than the upper structure 112 and the lower structure 114, such as steel or aluminum, which may cause an impact force applied to the vehicle side 134 to initially bypass the upper structure 112 and travel through the “S” structures and the “W” structure 122 to the support structure 130. Initially bypassing the upper structure 112 may be beneficial because the support structure 130 may have superior energy absorption properties.\n FIG. 7 illustrates simulation results for the electric vehicle 100 with the crash elements structure 110, according to an embodiment of the present disclosure. The simulation results show the incremental distance traveled by a pole into the electric vehicle 100 during a side impact. The crash elements structure 110 was modeled using 1 mm and 5 mm for the gap 132. The lesser amount of pole intrusion using a 5 mm gap indicates that the crash elements structure 110 has an improved performance when the gap 132 is 5 mm.\n FIG. 8 illustrates a method 800 for receiving an impact force related to a vehicle collision, according to an embodiment of the present disclosure. At step 802, a vehicle collision occurs. The collision may be a head-on (front), side, or angled impact, or an impact from some other direction. At step 804, the lower structure 114 receives a first force related to the impact force. At step 806, the upper structure 112 receives a second force related to the impact force. At step 808, a first portion of the first force received by the lower structure 114 is transferred to the “W” structure 122. At step 810, a second portion of the second force received by the upper structure 112 is transferred to the “W” structure 122. At step 812, a third portion of the force received by the “W” structure 122 is transferred to the support structure 130.\nThe methods, systems, and devices discussed above are examples. Various configurations may omit, substitute, or add various procedures or components as appropriate. For instance, in alternative configurations, the methods may be performed in an order different from that described, and/or various stages may be added, omitted, and/or combined. Also, features described with respect to certain configurations may be combined in various other configurations. Different aspects and elements of the configurations may be combined in a similar manner. Also, technology evolves and, thus, many of the elements are examples and do not limit the scope of the disclosure or claims.\nSpecific details are given in the description to provide a thorough understanding of exemplary configurations including implementations. However, configurations may be practiced without these specific details. For example, well-known circuits, processes, algorithms, structures, and techniques have been shown without unnecessary detail in order to avoid obscuring the configurations. This description provides example configurations only, and does not limit the scope, applicability, or configurations of the claims. Rather, the preceding description of the configurations will provide those skilled in the art with an enabling description for implementing described techniques. Various changes may be made in the function and arrangement of elements without departing from the spirit or scope of the disclosure.\nAlso, configurations may be described as a process which is depicted as a flow diagram or block diagram. Although each may describe the operations as a sequential process, many of the operations can be performed in parallel or concurrently. In addition, the order of the operations may be rearranged. A process may have additional steps not included in the figure. Furthermore, examples of the methods may be implemented by hardware, software, firmware, middleware, microcode, hardware description languages, or any combination thereof When implemented in software, firmware, middleware, or microcode, the program code or code segments to perform the necessary tasks may be stored in a non-transitory computer-readable medium such as a storage medium. Processors may perform the described tasks.\nHaving described several example configurations, various modifications, alternative constructions, and equivalents may be used without departing from the spirit of the disclosure. For example, the above elements may be components of a larger system, wherein other rules may take precedence over or otherwise modify the application of the technology. Also, a number of steps may be undertaken before, during, or after the above elements are considered. Accordingly, the above description does not bind the scope of the claims.\nAs used herein and in the appended claims, the singular forms “a”, “an”, and “the” include plural references unless the context clearly dictates otherwise. Thus, for example, reference to “a user” includes a plurality of such users, and reference to “the processor” includes reference to one or more processors and equivalents thereof known to those skilled in the art, and so forth.\nAlso, the words “comprise”, “comprising”, “contains”, “containing”, “include”, “including”, and “includes”, when used in this specification and in the following claims, are intended to specify the presence of stated features, integers, components, or steps, but they do not preclude the presence or addition of one or more other features, integers, components, steps, acts, or groups.\n 100—Electric Vehicle/Transportation Apparatus\n 102—Vehicle Battery\n 104—Battery Top Surface\n 106—Battery Side Surface\n 108—Battery Corner\n 110—Crash Elements Structure\n 112—Upper Structure\n 114—Lower Structure\n 116—Upper Shells\n 116 a—Upper Shell (of Upper Structure, i.e., “First Upper Shell”)\n 116 b—Upper Shell (of Lower Structure, i.e., “Second Upper Shell”)\n 118—Lower Shells\n 118 a—Lower Shell (of Upper Structure, i.e., “First Lower Shell”)\n 118 b—Lower Shell (of Lower Structure, i.e., “Second Lower Shell”)\n 119—Set of Apertures\n 119 a—Set of Apertures (of Upper Structure, i.e., “First Set of Apertures”)\n 119 b—Set of Apertures (of Lower Structure, i.e., “Second Set of Apertures”)\n 120—Set of Covers\n 120 a—Set of Covers (of Upper Structure, i.e., “First Set of Covers”)\n 120 b—Set of Covers (of Lower Structure, i.e., “Second Set of Covers”)\n 122—“W” Structure\n 124—First “S” Structure\n 126—Second “S” Structure\n 128—Third “S” Structure\n 130—Support Structure\n 132—Gap\n 134—Vehicle Side\n 150—Cabin\n 152—Steering Wheel\n 154—Users\n | A crash elements structure in an electric vehicle for reducing the damage to a vehicle battery caused by a vehicle collision. The crash elements structure may be situated near a corner of the vehicle battery, and may channel energy received by the vehicle away from the vehicle battery. The crash elements structure includes an upper structure positioned above and laterally offset from a lower structure, and a “W” structure that interfaces between the vehicle battery and the upper and lower structures. The upper and lower structures include several shells coupled together to form hexagonal apertures. The specific arrangement of the shells and the upper and lower structures influences the transfer of energy through the crash elements structure in the event of a collision. | US:16/034,371 | https://patentimages.storage.googleapis.com/24/8a/f8/203f25e3b5a97a/US10700313.pdf | US:10700313 | Jens Maier | Thunder Power Electric Vehicle Ltd | US:2728479, US:4227593, US:4566237, US:5175041, US:6372322, US:6540275, US:20100109353:A1, US:20120021301:A1, DE:102010024320:A1, US:20120103714:A1, US:20120112479:A1, DE:102011102412:A1, DE:102013102502:A1, DE:102014107388:A1, US:20160167544:A1, US:20160233467:A1, US:20160229308:A1, US:20180069205:A1, US:20180102515:A1, US:10044006, US:10044007 | 2020-06-30 | 2020-06-30 | 1. An electric vehicle comprising:\na vehicle battery for powering the electric vehicle, the vehicle battery including a battery top surface and a battery side surface, the battery top surface and the battery side surface forming an angle along a battery corner of the vehicle battery; and\na crash elements structure comprising:\nan upper structure coupled vertically above the battery top surface;\na lower structure coupled laterally to the side of the battery side surface and vertically below the upper structure; and\na “W” structure including:\na first side being substantially vertical and coupled laterally to the side of the upper structure;\na second side being substantially horizontal and coupled vertically below the upper structure and vertically above the battery top surface;\na third side being substantially vertical and coupled laterally to the side of the battery side surface and laterally to the side of the lower structure; and\na fourth side being substantially horizontal and coupled vertically below the lower structure.\n\n\n, a vehicle battery for powering the electric vehicle, the vehicle battery including a battery top surface and a battery side surface, the battery top surface and the battery side surface forming an angle along a battery corner of the vehicle battery; and, a crash elements structure comprising:\nan upper structure coupled vertically above the battery top surface;\na lower structure coupled laterally to the side of the battery side surface and vertically below the upper structure; and\na “W” structure including:\na first side being substantially vertical and coupled laterally to the side of the upper structure;\na second side being substantially horizontal and coupled vertically below the upper structure and vertically above the battery top surface;\na third side being substantially vertical and coupled laterally to the side of the battery side surface and laterally to the side of the lower structure; and\na fourth side being substantially horizontal and coupled vertically below the lower structure.\n\n, an upper structure coupled vertically above the battery top surface;, a lower structure coupled laterally to the side of the battery side surface and vertically below the upper structure; and, a “W” structure including:\na first side being substantially vertical and coupled laterally to the side of the upper structure;\na second side being substantially horizontal and coupled vertically below the upper structure and vertically above the battery top surface;\na third side being substantially vertical and coupled laterally to the side of the battery side surface and laterally to the side of the lower structure; and\na fourth side being substantially horizontal and coupled vertically below the lower structure.\n, a first side being substantially vertical and coupled laterally to the side of the upper structure;, a second side being substantially horizontal and coupled vertically below the upper structure and vertically above the battery top surface;, a third side being substantially vertical and coupled laterally to the side of the battery side surface and laterally to the side of the lower structure; and, a fourth side being substantially horizontal and coupled vertically below the lower structure., 2. The electric vehicle of claim 1, wherein:\nthe upper structure includes a first upper shell coupled vertically above a first lower shell such that a first set of apertures are formed between the first upper shell and the first lower shell; and\nthe lower structure includes a second upper shell coupled vertically above a second lower shell such that a second set of apertures are formed between the second upper shell and the second lower shell.\n, the upper structure includes a first upper shell coupled vertically above a first lower shell such that a first set of apertures are formed between the first upper shell and the first lower shell; and, the lower structure includes a second upper shell coupled vertically above a second lower shell such that a second set of apertures are formed between the second upper shell and the second lower shell., 3. The electric vehicle of claim 2, wherein each of the first set of apertures and each the second set of apertures are hexagonal., 4. The electric vehicle of claim 2, wherein the crash elements structure further comprises a first set of covers coupled laterally to the side of the first set of apertures and a second set of covers coupled laterally to the side of the second set of apertures., 5. The electric vehicle of claim 2, wherein the upper structure is vertically symmetrical such that the first upper shell and the first lower shell are identical in shape and size, and wherein the lower structure is vertically symmetrical such that the second upper shell and the second lower shell are identical in shape and size., 6. The electric vehicle of claim 5, wherein:\neach of the first upper shell, first lower shell, second upper shell, and second lower shell comprise a plurality of planar surfaces coupled in series;\nat least two of the plurality of planar surfaces of the first upper shell are directly coupled vertically above at least two of the plurality of planar surfaces of the first lower shell; and\nat least two of the plurality of planar surfaces of the second upper shell are directly coupled vertically above at least two of the plurality of planar surfaces of the second lower shell.\n, each of the first upper shell, first lower shell, second upper shell, and second lower shell comprise a plurality of planar surfaces coupled in series;, at least two of the plurality of planar surfaces of the first upper shell are directly coupled vertically above at least two of the plurality of planar surfaces of the first lower shell; and, at least two of the plurality of planar surfaces of the second upper shell are directly coupled vertically above at least two of the plurality of planar surfaces of the second lower shell., 7. The electric vehicle of claim 1, wherein the third side of the “W” structure and the battery side surface are separated by a gap., 8. The electric vehicle of claim 7, wherein the gap is at least 5 mm., 9. The electric vehicle of claim 7, wherein the gap is an air-filled gap., 10. The electric vehicle of claim 1, wherein the crash elements structure is made of carbon fiber., 11. A crash elements structure for an electric vehicle powered by a vehicle battery, the crash elements structure comprising:\nan upper structure coupled vertically above a battery top surface of the vehicle battery;\na lower structure coupled laterally to the side of a battery side surface of the vehicle battery and vertically below the upper structure; and\na “W” structure including:\na first side being substantially vertical and coupled laterally to the side of the upper structure;\na second side being substantially horizontal and coupled vertically below the upper structure and vertically above the battery top surface;\na third side being substantially vertical and coupled laterally to the side of the battery side surface and laterally to the side of the lower structure; and\na fourth side being substantially horizontal and coupled vertically below the lower structure.\n\n, an upper structure coupled vertically above a battery top surface of the vehicle battery;, a lower structure coupled laterally to the side of a battery side surface of the vehicle battery and vertically below the upper structure; and, a “W” structure including:\na first side being substantially vertical and coupled laterally to the side of the upper structure;\na second side being substantially horizontal and coupled vertically below the upper structure and vertically above the battery top surface;\na third side being substantially vertical and coupled laterally to the side of the battery side surface and laterally to the side of the lower structure; and\na fourth side being substantially horizontal and coupled vertically below the lower structure.\n, a first side being substantially vertical and coupled laterally to the side of the upper structure;, a second side being substantially horizontal and coupled vertically below the upper structure and vertically above the battery top surface;, a third side being substantially vertical and coupled laterally to the side of the battery side surface and laterally to the side of the lower structure; and, a fourth side being substantially horizontal and coupled vertically below the lower structure., 12. The crash elements structure of claim 11, wherein:\nthe upper structure includes a first upper shell coupled vertically above a first lower shell such that a first set of apertures are formed between the first upper shell and the first lower shell; and\nthe lower structure includes a second upper shell coupled vertically above a second lower shell such that a second set of apertures are formed between the second upper shell and the second lower shell.\n, the upper structure includes a first upper shell coupled vertically above a first lower shell such that a first set of apertures are formed between the first upper shell and the first lower shell; and, the lower structure includes a second upper shell coupled vertically above a second lower shell such that a second set of apertures are formed between the second upper shell and the second lower shell., 13. The crash elements structure of claim 12, wherein each of the first set of apertures and each the second set of apertures are hexagonal., 14. The crash elements structure of claim 12, wherein the crash elements structure further comprises a first set of covers coupled laterally to the side of the first set of apertures and a second set of covers coupled laterally to the side of the second set of apertures., 15. The crash elements structure of claim 12, wherein the upper structure is vertically symmetrical such that the first upper shell and the first lower shell are identical in shape and size, and wherein the lower structure is vertically symmetrical such that the second upper shell and the second lower shell are identical in shape and size., 16. The crash elements structure of claim 15, wherein:\neach of the first upper shell, first lower shell, second upper shell, and second lower shell comprise a plurality of planar surfaces coupled in series;\nat least two of the plurality of planar surfaces of the first upper shell are directly coupled vertically above at least two of the plurality of planar surfaces of the first lower shell; and\nat least two of the plurality of planar surfaces of the second upper shell are directly coupled vertically above at least two of the plurality of planar surfaces of the second lower shell.\n, each of the first upper shell, first lower shell, second upper shell, and second lower shell comprise a plurality of planar surfaces coupled in series;, at least two of the plurality of planar surfaces of the first upper shell are directly coupled vertically above at least two of the plurality of planar surfaces of the first lower shell; and, at least two of the plurality of planar surfaces of the second upper shell are directly coupled vertically above at least two of the plurality of planar surfaces of the second lower shell., 17. The crash elements structure of claim 11, wherein the third side of the “W” structure and the battery side surface are separated by a gap., 18. The crash elements structure of claim 17, wherein the gap is at least 5 mm., 19. The crash elements structure of claim 17, wherein the gap is an air-filled gap., 20. The crash elements structure of claim 11, wherein the crash elements structure is made of carbon fiber. | US | United States | Active | B | True |
| 60 | 缆上控制盒、电动车辆充电方法及供应设备通信控制器 \n | CN107554318B | NaN | 本发明涉及缆上控制盒、电动车辆充电方法及供应设备通信控制器。安装在电动车辆(EV)充电线缆上的缆上控制盒(ICCB)，对如连接到EV的电源插座和插入口的EV执行导电式充电，缆上控制盒包括至少一个处理器、第一通信模块、第二通信模块，以及存储由至少一个处理器执行的指令的存储器。此外，指令经配置以使第一通信模块通过与EV的电动车辆通信控制器(EVCC)通信来收集关于EV的信息；并且使第二通信模块将关于EV的信息发送到供应设备通信控制器(SECC)。由此，与定义导电式充电过程的标准相比，可以以经济的方式对EV充电。 | CN:201710531718.7A | https://patentimages.storage.googleapis.com/25/85/df/1030d60656a70d/CN107554318B.pdf | CN:107554318:B | 金志烜, 梁昌旻, 李韶珍 | Hyundai Motor Co | NaN | Not available | 2022-07-19 | 1.一种安装在电动车辆充电线缆上的缆上控制盒ICCB，包括：, 至少一个处理器；, 存储器，存储由所述至少一个处理器执行的指令；, 第一通信模块，被配置为通过与电动车辆EV的电动车辆通信控制器EVCC通信来收集关于所述EV的信息；以及, 第二通信模块，被配置为将关于所述电动车辆的信息发送到供应设备通信控制器SECC，其中，所述至少一个处理器被配置为：, 从所述EVCC接收用于建立通信连接的信号或第一请求消息，所述通信连接由电力线通信PLC执行；, 向所述EVCC发送用于确认所述第一请求消息的第一响应消息；, 向所述SECC发送用于无线通信连接的第二请求消息；以及, 从所述SECC接收响应于所述第二请求消息的第二响应消息，, 其中，所述SECC将所述SECC的标识符和所述EV的标识符EV ID发送到管理安装在每个家庭、建筑物、充电站或公寓住房中的物理插座或充电座的社区服务器，从所述社区服务器接收所述社区服务器的标识符或由所述社区服务器管理的公寓住房的标识符，并通过无线通信连接将所述社区服务器的标识符发送到所述EVCC，所述社区服务器的标识符和所述EVID从所述EVCC发送到电网服务器，, 其中，所述电网服务器将所述EV ID发送到所述社区服务器，并从所述社区服务器识别由所述EV ID指示的关于所述EV的充电准备状态的信息，并且, 其中，所述社区服务器与认证服务器合作，对由所述EV ID指示的所述EV或由所述EVID指示的所述EV的用户执行认证。, 2.根据权利要求1所述的缆上控制盒，进一步包括用于累积地测量充入到所述电动车辆中的电量的电度表。, 3.根据权利要求1所述的缆上控制盒，其中，所述电力线通信遵从根据国际标准化组织15118-3或国际标准化组织12139的协议。, 4.根据权利要求1所述的缆上控制盒，其中，所述无线通信连接包括遵从根据国际标准化组织15118-8的协议的无线保真通信。, 5.根据权利要求3所述的缆上控制盒，其中，所述至少一个处理器进一步经配置以根据来自所述EVCC的信号电平衰减表征通信连接请求，基于信号电平衰减表征通信与所述EVCC建立通信连接。, 6.一种在供应设备通信控制器SECC中执行的导电式电动车辆充电方法，包括：, 从安装在电动车辆充电线缆上的缆上控制盒ICCB接收用于与所述ICCB建立无线通信连接的第二请求消息，其中，所述ICCB从电动车辆通信控制器EVCC接收用于建立通信连接的信号或第一请求消息，并向所述EVCC发送用于确认第一请求消息的第一响应消息，所述通信连接由电力线通信PLC执行；, 向所述ICCB发送响应于所述第二请求消息的第二响应消息；, 接收关于连接到所述电动车辆充电线缆的电动车辆EV的信息；, 将包括在关于所述EV的信息中的所述EV的标识符EV ID和所述SECC的标识符发送到管理安装在每个家庭、建筑物、充电站或公寓住房中的物理插座或充电座的社区服务器；, 从所述社区服务器接收所述社区服务器的标识符或由所述社区服务器管理的公寓住房的标识符；以及, 通过无线通信连接将所述社区服务器的标识符发送到所述EVCC，所述社区服务器的标识符和所述EV ID从所述EVCC发送到电网服务器，, 其中，所述电网服务器将所述EV ID发送到所述社区服务器，并从所述社区服务器识别由所述EV ID指示的关于所述EV的充电准备状态的信息，并且, 其中，所述社区服务器与认证服务器合作，对由所述EV ID指示的所述EV或由所述EVID指示的所述EV的用户执行认证。, 7.根据权利要求6所述的导电式电动车辆充电方法，其中，使用根据国际标准化组织15118-8的无线保真通信协议建立所述无线通信连接。, 8.根据权利要求6所述的导电式电动车辆充电方法，进一步包括：, 从所述EVCC接收根据充电回路的充电信息；, 将所接收的充电信息和关于所述EV的信息发送到所述社区服务器；, 从所述EVCC接收充电完成消息；以及, 向所述社区服务器发送计费请求消息，所述计费请求消息包括所述EV中充入的能量的量和所述EV ID；, 其中，所述充电信息包括下列项中的至少一项：由所述EV请求的电量、指示当电池充满电时预期的能量的量的充电状态SOC、以及指示当充电过程完成时预期的能量的量的SOC，并且, 其中，关于所述EV的信息包括EV的状态信息、EV的容许最大电流、EV的容许最大电压、以及EV的电池的最大能量容量中的至少一项，所述状态信息包括在EV的电池中充入的能量的量和EV的充电模式中的至少一项。, 9.一种供应设备通信控制器SECC，包括：, 至少一个处理器，存储由所述至少一个处理器执行的指令的存储器，以及连接到所述至少一个处理器的通信模块，, 其中，所述指令经配置以：, 使所述通信模块从安装在电动车辆充电线缆上的缆上控制盒ICCB接收用于与所述ICCB建立无线通信连接的第二请求消息，其中，所述ICCB从电动车辆通信控制器EVCC接收用于建立通信连接的信号或第一请求消息，并向所述EVCC发送用于确认所述第一请求消息的第一响应消息，所述通信连接由电力线通信PLC执行；, 向所述ICCB发送响应于所述第二请求消息的第二响应消息；, 接收关于连接到所述电动车辆充电线缆的电动车辆EV的信息；, 使所述通信模块将包括在关于所述EV的所述信息中的所述EV的标识符EV ID 和所述SECC的标识符发送到管理安装在每个家庭、建筑物、充电站或公寓住房中的物理插座或充电座的社区服务器；, 使所述通信模块从所述社区服务器接收所述社区服务器的标识符或由所述社区服务器管理的公寓住房的标识符；以及, 使所述通信模块通过无线通信连接将所述社区服务器的标识符发送到所述EVCC，所述社区服务器的标识符和所述EV ID从所述EVCC发送到电网服务器；, 其中，所述电网服务器将所述EV ID发送到所述社区服务器，并从所述社区服务器识别由所述EV ID指示的关于所述EV的充电准备状态的信息，并且, 其中，所述社区服务器与认证服务器合作，对由所述EV ID指示的所述EV或由所述EVID指示的所述EV的用户执行认证。, 10.根据权利要求9所述的供应设备通信控制器，其中，使用根据国际标准化组织15118-8的无线保真通信协议建立所述无线通信连接。, 11.根据权利要求9所述的供应设备通信控制器，其中，所述指令进一步经配置以：, 使所述通信模块从所述EVCC接收根据充电回路的充电信息；, 使所述通信模块将所接收的充电信息和关于所述EV的信息发送到所述社区服务器；, 使所述通信模块从所述EVCC接收充电完成消息；以及, 使所述通信模块向所述社区服务器发送计费请求消息，所述计费请求消息包括所述EV中充入的能量的量和所述EV ID；, 其中，所述充电信息包括下列项中的至少一项：由所述EV请求的电量、指示当电池充满电时预期的能量的量的充电状态SOC、以及指示当充电过程完成时预期的能量的量的SOC，并且, 其中，关于所述EV的信息包括EV的状态信息、EV的容许最大电流、EV的容许最大电压、以及EV的电池的最大能量容量中的至少一项，所述状态信息包括在EV的电池中充入的能量的量和EV的充电模式中的至少一项。 | CN | China | Active | B | True |
| 61 | 电动汽车动力电池温度管理方法 \n | CN105789719B | 技术领域本发明涉及电动汽车领域，特别涉及一种电动汽车的动力电池温度管理方法。背景技术电动汽车是以电池作为储能系统的，目前采用的电池的主流是锂离子电池。锂离子电池的性能受温度的影响。比如电池在低温环境下，充放电倍率性能和可用容量都大大下降，同时启动困难。而在高温环境下，电池的寿命会急剧的下降，温度超过60度后，可能引起锂离子电池中SEI膜的损坏，造成电池不可逆的损伤。温度更高时电池电解液中的有机溶剂会发生分解反应而引起热失控，可能发生安全事故。即使在正常使用情况下，若电池模组的特定部分发热，可能会导致整体电池模组发热，这就必须要求对电池的温度进行良好的管理。现有的电池管理技术，会对电池的温度设置两到三个控制数值，温度达到某个设定的限定高温时，电池管理系统限制电池的输出功率。温度再高到某个特定温度后，电池管理系统会禁止电池的充放电使用。电池在使用的过程中的温度变化会给电动汽车的行驶造成影响温度会发生变化。在低温环境下，电池的温度会在车辆不使用的情况下降到环境温度，此时锂离子电池无法进行充电。发明内容本发明主要是解决现有技术所存在的技术问题，从而提供一种电池温度管理方法，能够更好地实现车辆用电策略以满足车辆行驶要求，避免或减少因为电池温度影响而导致车辆使用条件受限。本发明的上述技术问题主要是通过下述技术方案得以解决的：一种电动汽车动力电池温度管理方法，包含①电池温度推演方法：管理系统根据电池温度、环境温度、电池工作模式和散热加热策略来推算电池温度变化的趋势；②电池温度调整到最佳工作区域方法：管理系统根据推算的电池温度变化趋势调节电池使用策略、散热加热策略，在对行驶速度和加减速影响尽量小的前提下，迫使电池温度的变化趋势趋向电池的最佳工作范围；③防止电池温度过高管理方法：按照电池温度推算方法推算出电池在工作模式和环境温度下，开启最大的散热能力时电池温度依然可能过高，这时候调整电池使用策略，在避免电池温度过高的同时，对车辆的行驶平均速度和加减速性能的影响尽可能小；④防止电池温度过低管理方法：管理系统根据推算的电池温度变化提示充电时机，在电池温度趋近可充电温度的下限时，开启加热措施，使电池温度保持在可充电范围内，在电池本身无电可用以保持电池温度在可充电范围内时，提醒用户优先充电。作为本发明较佳的实施例，电池温度推演方法：管理系统根据电池的充放电电流情况确定电池工作模式。作为本发明较佳的实施例，电池温度调整到最佳工作区域方法：根据动力电池温度变化趋势，计算电池在采用散热加热措施与否后的电池温度变化趋势，选择电池散热加热策略，使电池温度保持在最佳工作区域内，或接近最佳工作区域。作为本发明较佳的实施例，防止电池温度过高管理方法：如果电池温度超过最佳工作温度区域上限，且开启最大散热能力后，推算的电池温度仍将上升，则调整电池使用策略，使电池温度回落到最佳使用温度范围内；如果在电池使用策略允许调整范围内，电池温度仍将升高，并超过保护温度。则推算改变电池工况后的电池温度变化趋势，选择使电池温度不超过保护温度的策略。作为本发明较佳的实施例，防止电池温度过低管理方法：在车辆静止且环境温度低于电池正常可充电的温度下限时，推算电池的温度变化趋势，给出电池降低到可充电温度下限的估算时间；在电池电量不足以支持加热保温措施的情况下，提前一定时间提示用户优先充电；在电池电量足以支持加热保温措施的情况下，给出下降到可充电温度的估算时间以及加热保温的能耗。作为本发明较佳的实施例，电池管理系统通过分布的温度探测点采集动力电池系统内的电池温度和环境温度。本发明的电动汽车动力电池温度管理方法，具有如下特点：1、最大限度的将电池温度保持在最佳工作范围内；2、将电池使用策略、散热加热策略系统结合，保证电池的工作稳定性；3、除用户无法充电的特殊情况，能够避免温度过低导致车辆无法充电。附图说明为了更清楚地说明本发明实施例或现有技术中的技术方案，下面将对实施例或现有技术描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本发明的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。图1为本发明实施例电动汽车的动力电池温度管理方法的流程图；图2为本发明实施例防止电动汽车电池温度过低管理方法的流程图；图3为本发明实施例防止电动汽车电池温度过低管理方法的流程图。具体实施方式下面结合附图对本发明的优选实施例进行详细阐述，以使本发明的优点和特征能更易于被本领域技术人员理解，从而对本发明的保护范围做出更为清楚明确的界定。如图1所示，图1为电动汽车的动力电池温度管理方法的流程图，该方法主要包括：S110 温度传感器对电池和环境温度进行采集。在电池处于工作状态时，通过设置在电池内部和外部的温度感应探头探测温度数据，温度管理系统对这些温度数据进行收集。S120 确定工况推算温度变化趋势采取策略管理系统根据电池的充放电电流情况确定电池处于放电过程还是充电过程，并记录电流大小数据。管理系统结合电池内部外部的温度数据和电池充放电电流数据推算在未来一段时间内电池的温度变化趋势。S130 预测电池过高温度管理系统将预测的温度变化趋势和电池的理想工作温度进行比较，如果在未来一段时间内电池温度会持续升高，接近或者超过电池理想工作温度（比如理想工作温度为5-50℃）的上限，则要启动加强散热程序。S131 加强散热根据温度管理系统预测的温度变化趋势，为了避免出现电池温度过高的状况，当温度上升到一个设定值例如45℃的时候，则温度管理系统启动加强散热装置，比如硅油液冷外循环或电子风扇冷却。当电池温度降低到一个设定值例如25摄氏度的时候，加强散热装置关闭。S140预测电池过低温度管理系统将预测的温度变化趋势和电池的理想工作温度进行比较，如果在未来一段时间内电池温度会持续降低，接近或者超过电池理想工作温度（比如理想工作温度为5-50℃）的下限，则要启动加强加热程序。S141 加强加热根据温度管理系统预测的温度变化趋势，为了避免出现电池温度过低的状况，当温度下降到一个设定值例如8℃的时候，则温度管理系统启动加强加热装置，比如发动机热水加热或独立电加热。当电池温度升高到一个设定值例如25摄氏度的时候，加强加热装置关闭。如图2所示，图2为防止电动汽车电池温度过低管理方法的流程图, 该方法主要包括：S210 准备充电电动汽车熄火后，电池组停止工作且电量不足的情况下，需要准备充电。S220 环境温度采集温度管理系统通过设置在电池外部的温度传感器采集环境温度数据，同时也通过设置在电池内部的温度传感器采集温度数据。S230 环境温度低于充电下限温度温度管理系统将收集的环境温度数据和电池充电下限温度例如-20℃进行比较，当环境温度高于-20℃的时候，则电池组在不工作的情况下不会低于这个环境温度，可正常进入S231 开始充电。S240 推算出电池温度下降到充电温度下限的时候环境温度如果过低例如-30℃，则电动车在不工作的情况下电池温度会逐渐降低，直到低于电池充电下限温度-20℃，这时电池无法进行充电。温度管理系统根据温度传感器测量的环境温度、电池温度推算出电池从当前温度下降到电池充电下限温度-20℃所要的时间，向电动汽车驾驶者发出警示。如图3所示，图3为防止电动汽车电池温度过低管理方法的流程图, 该方法主要包括：S310 电池电量判断温度管理系统通过电池组电压电流的测量数据来判断电池电量的多少。S320 电池电量不足保持加热保温温度管理系统将电池电量与保持加热保温所需能耗进行比较，当电池电量小于加热保温所需能耗的时候，会提前一段时间比如30分钟提醒使用者进行充电即S321。S330 给出下降到可充电温度的估算时间以及维持当下加热保温的能耗当电池电量大于加热保温所需能耗的时候，温度管理系统根据电池当前电量、加热保温所需能耗量、电池温度、最低可充电温度计算出当前温度下降到最低可充电温度所要的时间，以及加热保温所要的能耗。以上仅仅以一个实施方式来说明本发明的设计思路，在系统允许的情况下，本发明可以扩展为同时外接更多的功能模块，从而最大限度扩展其功能。以上所述，仅为本发明的具体实施方式，但本发明的保护范围并不局限于此，任何不经过创造性劳动想到的变化或替换，都应涵盖在本发明的保护范围之内。因此，本发明的保护范围应该以权利要求书所限定的保护范围为准。 | 本发明公开了一种电动汽车动力电池温度管理方法,包含电池温度推演方法、电池温度调整到最佳工作区域方法、防止电池温度过高管理方法、防止电池温度过低管理方法。管理系统根据电池的充放电电流情况确定电池工作模式，根据动力电池温度变化趋势，计算电池在采用散热加热措施与否后的电池温度变化趋势，选择电池散热加热策略，使电池温度保持在最佳工作区域内，或接近最佳工作区域。本发明的电动汽车动力电池温度管理方法，具有如下特点：最大限度的将电池温度保持在最佳工作范围内；将电池使用策略、散热加热策略系统结合，保证电池的工作稳定性；除用户无法充电的特殊情况，能够避免温度过低导致车辆无法充电。 | CN:201610316595.0A | https://patentimages.storage.googleapis.com/dc/69/3e/50d1983c73e097/CN105789719B.pdf | CN:105789719:B | 王世强, 李竞克, 方兰兰, 张卫林, 熊金峰, 李江, 李春 | King Long United Automotive Industry Suzhou Co Ltd | NaN | Not available | 2020-07-31 | 1.一种电动汽车动力电池温度管理方法，其特征在于，包括：, (1)电池温度推演方法：管理系统根据电池温度、环境温度、电池工作模式和散热加热策略推算电池温度变化的趋势，具体步骤包括：, S110在电池处于工作状态时，温度传感器对电池温度和环境温度进行采集；, S120管理系统根据电池的充放电电流情况确定电池处于放电过程还是充电过程，并记录电流大小数据，结合电池温度、环境温度和电池充放电电流数据推算在未来一段时间内电池的温度变化趋势；, (2)电池温度调整到最佳工作区域方法：管理系统根据推算的电池温度变化趋势调节电池使用策略、散热加热策略，使电池温度的变化趋势趋向电池的最佳工作范围，具体步骤包括：, S130管理系统将预测的温度变化趋势和电池的理想工作温度进行比较，如果在未来一段时间内电池温度会持续升高，接近或者超过50℃时，启动加强散热装置；, S131根据管理系统预测的温度变化趋势，当温度上升到45℃时，启动加强散热装置，当电池温度降低到25℃时，关闭加强散热装置；, 如果电池温度超过最佳工作温度区域上限，且开启最大散热能力后，推算的电池温度仍将上升，则调整电池使用策略，使电池温度回落到最佳使用温度范围内；如果在电池使用策略允许调整范围内，电池温度仍将升高，并超过保护温度，则推算改变电池工况后的电池温度变化趋势，选择使电池温度不超过保护温度的策略；, S140管理系统将预测的温度变化趋势和电池的理想工作温度进行比较，如果在未来一段时间内电池温度会持续降低，接近或者超过5℃时，启动加强加热装置；, S141根据管理系统预测的温度变化趋势，当温度下降到8℃时，启动加强加热装置，当电池温度升高到25℃时，关闭加强加热装置；, 步骤S130、S140中，所述理想工作温度为5-50℃；, (3)管理系统根据推算的电池温度变化提示充电时机，具体步骤包括：, S210电动汽车熄火后，电池组停止工作且电量不足的情况下，需要准备充电；, S220管理系统通过设置在电池外部的温度传感器采集环境温度数据，同时也通过设置在电池内部的温度传感器采集温度数据；, S230管理系统将采集的环境温度数据和电池充电下限温度-20℃进行比较，当环境温度高于电池充电下限温度-20℃时，则电池组在不工作的情况下不会低于这个环境温度，可正常进入S231开始充电；, S240环境温度如果过低达到-30℃时，则电动车在不工作的情况下电池温度会逐渐降低，直到低于电池充电下限温度-20℃，这时电池无法进行充电，管理系统根据温度传感器测量的环境温度、电池温度推算出电池从当前温度下降到电池充电下限温度-20℃所要的时间，向电动汽车驾驶者发出警示；, S310管理系统通过电池组电压电流的测量数据来判断电池电量的多少；, S320管理系统将电池电量与保持加热保温所需能耗进行比较，当电池电量小于加热保温所需能耗时，提前30分钟提醒使用者进行充电；, S330当电池电量大于加热保温所需能耗时，管理系统根据电池当前电量、加热保温所需能耗量、电池温度、最低可充电温度计算出当前温度下降到最低可充电温度所要的时间以及加热保温所要的能耗。 | CN | China | Active | H | True |
| 62 | System and method to utilize waste heat from power electronics to heat high voltage battery \n | US10730403B2 | This application generally relates to a thermal management system for a traction battery and power electronics components in an electrified vehicle.\nElectrified vehicles include components and systems that require temperature management. For example, temperature of an engine is regulated by flowing coolant through the engine and using a radiator to reduce the temperature of the coolant. Hybrid vehicles include additional components for which temperature management is beneficial. For example, performance of traction batteries and power electronics modules may depend on maintaining the temperatures below or above a certain limit. Additional cooling systems may be installed in the vehicle to provide thermal management for traction batteries and power electronics modules.\nA system for a vehicle includes a controller that pre-heats a coolant in a power electronics loop via heat transfer between the coolant and an electronic component that powers an electric machine in response to an ambient temperature being less than a threshold and a coolant temperature being less than a battery temperature. The controller further, in response to the coolant temperature exceeding the battery temperature, pumps the coolant through a battery loop. The electronic component may be an inverter system or a DC/DC converter. The controller may be further configured to operate a battery at reduced power limits in response to the battery temperature being less than a second threshold. The power electronics loop may include a coolant pump, an electronic coolant temperature sensor, a proportional valve, a battery bypass, a DC/DC converter and an inverter system. The battery loop may include a coolant pump, a battery coolant temperature sensor, a proportional valve, a battery chiller, a battery, a DC/DC converter and an inverter system.\nA method of heating a battery of a vehicle includes pre-heating a coolant in a power electronics loop via heat transfer between the coolant and an electronic component configured to power an electric machine in response to an ambient temperature being less than a threshold and a coolant temperature being less than a battery temperature. The method also includes pumping the coolant through a battery loop in response to the coolant temperature exceeding the battery temperature. The electronic component may be an inverter system or a DC/DC converter. The power electronics loop may include a coolant pump, a battery coolant temperature sensor, a proportional valve, a battery bypass, a DC/DC converter and an inverter system. The battery loop may include a coolant pump, a battery coolant temperature sensor, a proportional valve, a battery chiller, a battery, a DC/DC converter and an inverter system.\nA battery thermal system for a vehicle has a battery loop including a coolant pump, a battery coolant temperature sensor, an electronic component, a coolant proportional valve, and a battery. The system also includes a controller that, in response to a coolant temperature being less than a battery temperature, activates the coolant proportional valve such that coolant flow through the battery loop bypasses the battery, and in response to the coolant temperature exceeding the battery temperature, activates the coolant proportional valve such that coolant flow through the battery loop does not bypass the battery. The system may further include a power electronics loop including an electronic coolant temperature sensor, a DC/DC converter, and an inverter system. The controller may further be configured to pre-heat coolant in the power electronics loop via heat transfer between the coolant and the electronic component in response to an ambient temperature being less than a threshold and the coolant temperature being less than the battery temperature. The power electronics loop may further include the coolant pump. The DC/DC converter or the inverter system may be the electronic component. The coolant proportional valve may have a proportional transition and be able to allow a variable coolant flow. The electronic component may be an inverter system or a DC/DC converter. The controller may be further configured to operate the battery at reduced power limits in response to the battery temperature being less than a threshold.\n FIG. 1 is a schematic diagram of a vehicle.\n FIG. 2A is a schematic diagram of a battery heating loop of a thermal management system.\n FIG. 2B is a schematic diagram of a power electronics heating loop of the thermal management system.\n FIG. 3 is a flow chart for controlling the thermal management system of FIGS. 2A and 2B.\nEmbodiments of the present disclosure are described herein. It is to be understood, however, that the disclosed embodiments are merely examples and other embodiments can take various and alternative forms. The figures are not necessarily to scale; some features could be exaggerated or minimized to show details of particular components. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a representative basis for teaching one skilled in the art to variously employ the present invention. As those of ordinary skill in the art will understand, various features illustrated and described with reference to any one of the figures can be combined with features illustrated in one or more other figures to produce embodiments that are not explicitly illustrated or described. The combinations of features illustrated provide representative embodiments for typical applications. Various combinations and modifications of the features consistent with the teachings of this disclosure, however, could be desired for particular applications or implementations.\nElectrified vehicles including full hybrid electric vehicles (FHEVs), hybrid electric vehicles (HEVs), battery electric vehicles (BEVs), and plug-in hybrid-electric vehicles (PHEVs) with plug-in capability have heating systems that may consume a substantial portion of the vehicle's power. The electrified vehicle's fuel economy or electric range may decline due to the additional energy demanded by the heating system. This is because electric vehicles may not generate as much heat as compared with a conventional gasoline engine vehicle.\nThe performance of electrified vehicles depends on the performance and temperature of a high-voltage traction battery. The traction battery or battery pack stores energy that is used by electrified vehicles. In colder temperatures, the HEV battery pack may perform poorly due to a higher internal resistance in the battery pack. The battery pack may need to be pre-heated to achieve better performance power. Here, a thermal management system preheats a coolant using a power electronics coolant loop with a DC/DC converter and an inverter system when the coolant temperature is less than the battery temperature. The DC/DC converter may have bipolar junction transistors that heat a coolant loop, and the heat is captured by the coolant. After the coolant temperature is greater than the battery temperature, the heated coolant may flow through the battery allowing for a more optimized battery performance power.\nThe thermal management system in an HEV may be implemented to control a range of temperatures for the battery. The thermal management system may use air, liquid, or refrigerant for cooling or heating. The thermal management system may either be active or passive. A passive thermal management system uses the ambient environment air to cool or heat the battery pack. By using an active thermal management system, waste heat may be reused from power electronics to heat the battery pack. A thermal management system can be controlled to scavenge waste heat, thus improving vehicle fuel economy for optimal performance. Additionally, by heating the battery pack using hot fluid instead of an active heating element, vehicle weight and electrical energy are reduced since fewer components are used.\n FIG. 1 depicts an electrified vehicle 112 that may be a FHEV, HEV, BEV, or PHEV. The full hybrid electric vehicle 112 may comprise one or more electric machines 114 mechanically coupled to a hybrid transmission 116. The electric machines 114 may operate as a motor or a generator. Additionally, the hybrid transmission 116 is mechanically coupled to an engine 118. The hybrid transmission 116 is also mechanically coupled to a drive shaft 120 that is mechanically coupled to the wheels 122. The electric machines 114 can provide acceleration and deceleration capability when the engine 118 is turned on or off. The electric machines 114 may also act as generators and can provide fuel economy benefits by recovering energy that would normally be lost as heat in a friction braking system. The electric machines 114 may also reduce vehicle emissions by allowing the engine 118 to operate at more efficient speeds and allowing the hybrid electric vehicle 112 to be operated in electric mode with the engine 118 off under certain conditions. In one example, the hybrid vehicle 112 may be a battery electric vehicle (BEV) that operates with or without the engine 118.\nA traction battery or battery pack 124 stores energy that can be used by the electric machines 114. The vehicle battery pack 124 may provide a high voltage direct current (DC) output. The traction battery 124 may be electrically coupled to one or more power electronics modules 126. One or more contactors 142 may isolate the traction battery 124 from other components when opened and connect the traction battery 124 to other components when closed. The power electronics module 126 is also electrically coupled to the electric machines 114 and provides the ability to bi-directionally transfer energy between the traction battery 124 and the electric machines 114. For example, the traction battery 124 may provide a DC voltage while the electric machines 114 may operate with a three-phase alternating current (AC) to function. The power electronics module 126 may convert the DC voltage to a three-phase AC current to operate the electric machines 114. In a regenerative mode, the power electronics module 126 may convert the three-phase AC current from the electric machines 114 acting as generators to the DC voltage compatible with the traction battery 124.\nThe hybrid electric vehicle 112 may include a variable-voltage converter (VVC) 152 electrically coupled between the traction battery 124 and the power electronics module 126. The VVC 152 may be a DC/DC boost converter configured to increase or boost the voltage provided by the traction battery 124. By increasing the voltage, current requirements may be decreased leading to a reduction in wiring size for the power electronics module 126 and the electric machines 114. Further, the electric machines 114 may be operated with better efficiency and lower losses.\nIn addition to providing energy for propulsion, the traction battery 124 may provide energy for other vehicle electrical systems. The hybrid electric vehicle 112 may include a DC/DC converter module 128 that converts the high voltage DC output of the traction battery 124 to a low voltage DC supply that is compatible with low-voltage vehicle loads. An output of the DC/DC converter module 128 may be electrically coupled to an auxiliary battery 130 (e.g., 12V battery) for charging the auxiliary battery 130. The low-voltage systems may be electrically coupled to the auxiliary battery 130. One or more electrical loads 146 may be coupled to the high-voltage bus. The electrical loads 146 may have an associated controller that operates and controls the electrical loads 146 when appropriate. Examples of electrical loads 146 may be a fan, an electric heating element and/or an air-conditioning compressor.\nThe hybrid electric vehicle 112 may be configured to recharge the traction battery 124 from an external power source 136. The external power source 136 may be a connection to an electrical outlet. The external power source 136 may be electrically coupled to a charger or electric vehicle supply equipment (EVSE) 138. The external power source 136 may be an electrical power distribution network or grid as provided by an electric utility company. The EVSE 138 may provide circuitry and controls to regulate and manage the transfer of energy between the power source 136 and the hybrid electric vehicle 112. The external power source 136 may provide DC or AC electric power to the EVSE 138. The EVSE 138 may have a charge connector 140 for plugging into a charge port 134 of the vehicle 112. The charge port 134 may be any type of port configured to transfer power from the EVSE 138 to the vehicle 112. The charge port 134 may be electrically coupled to a charger or on-board power conversion module 132. The power conversion module 132 may condition the power supplied from the EVSE 138 to provide the proper voltage and current levels to the traction battery 124. The power conversion module 132 may interface with the EVSE 138 to coordinate the delivery of power to the hybrid electric vehicle 112. The EVSE connector 140 may have pins that mate with corresponding recesses of the charge port 134. Alternatively, various components described as being electrically coupled or connected may transfer power using a wireless inductive coupling.\nOne or more wheel brakes 144 may be provided for decelerating the hybrid electric vehicle 112 and preventing motion of the hybrid electric vehicle 112. The wheel brakes 144 may be hydraulically actuated, electrically actuated, or some combination thereof. The wheel brakes 144 may be a part of a brake system 150. The brake system 150 may include other components to operate the wheel brakes 144. For simplicity, the figure depicts a single connection between the brake system 150 and one of the wheel brakes 144. A connection between the brake system 150 and the other wheel brakes 144 is implied. The brake system 150 may include a controller to monitor and coordinate the brake system 150. The brake system 150 may monitor the brake components and control the wheel brakes 144 for vehicle deceleration. The brake system 150 may respond to driver commands and may also operate autonomously to implement features such as stability control. The controller of the brake system 150 may implement a method of applying a requested brake force when requested by another controller or sub-function.\nElectronic modules in the hybrid electric vehicle 112 may communicate via one or more vehicle networks. The vehicle network may include a plurality of channels for communication. One channel of the vehicle network may be a serial bus such as a Controller Area Network (CAN). One of the channels of the vehicle network may include an Ethernet network defined by the Institute of Electrical and Electronics Engineers (IEEE) 802 family of standards. Additional channels of the vehicle network may include discrete connections between modules and may include power signals from the auxiliary battery 130. Different signals may be transferred over different channels of the vehicle network. For example, video signals may be transferred over a high-speed channel (e.g., Ethernet) while control signals may be transferred over CAN or discrete signals. The vehicle network may include any hardware and software components that aid in transferring signals and data between modules. The vehicle network is not shown in FIG. 1 but it may be implied that the vehicle network may connect to any electronic module that is present in the hybrid electric vehicle 112. A vehicle system controller (VSC) 148 may be present to coordinate the operation of the various components.\n FIG. 2A depicts a portion of the hybrid electric vehicle 112 (FIG. 1) including a thermal management system 200 for controlling the temperature of the traction battery 124 and power electronics components 234. In one example, the power electronics components 234 include the power electronics module 126 and the VVC 152 (FIG. 1). The hybrid electric vehicle 112 may include a coolant loop 250 that is configured to route a coolant to the power electronics components 234 and the traction battery 124 for thermal management. The thermal management system 200 may include the components and subsystems described herein.\nThe thermal management system 200 may be configured to provide heating for the battery 124 of the hybrid electric vehicle 112. Although not described in the application, there is also a cooling mode to provide cooling for the traction battery 124. When in the cooling mode, a TBCV 2-way coolant valve (TBCV) 224 is open in response to a battery temperature exceeding a threshold and flows coolant to a radiator 216. The TBCV 224 may be in a closed position when in a heating and pre-heating mode. In one configuration, coolant flows through a battery loop 232 (FIG. 2A) during the heating mode. In another mode of operation, coolant flows through the power electronics loop 332 (FIG. 2B) during the pre-heat mode. The temperature of the battery coolant is determined and temperature sensors communicate with a coolant proportional valve 208 to switch the operation from either the heating mode or the pre-heat mode. The mode of operation will be illustrated using the thermal management system 200.\nThe thermal management system 200 may include a thermal controller that manages and controls operation of the various components of the thermal management system 200. The thermal controller may be a single or multiple controllers in which the functionality is focused on a single controller or is distributed throughout multiple controllers. The thermal management system 200 may include one or more temperature sensors. In one example, the temperature sensors are battery coolant temperature sensors 210 and 204. The battery coolant temperature sensors 210 and 204 may provide a temperature reading for a battery coolant. The thermal controller may receive the inputs of the temperature sensor to direct the flow of the battery coolant temperature to a coolant channel of the traction battery 124. The coolant bypass valve 208 directs coolant to the traction battery 124 when the coolant temperature exceeds a temperature threshold.\nBy controlling the flow of coolant, various vehicle components benefit by control of the temperature. For example, the traction battery 124 may perform best in a particular temperature range. The optimal temperature range may affect the battery power capability and the battery life. By operating within the temperature range, battery life and capability may be maintained. In addition, the temperature of the power electronics module 126 and VVC 152 may need to be kept below a limit temperature to prolong the useful life of these components. Moreover, improved vehicle fuel economy can be achieved at certain battery temperatures.\nThe coolant loop 250 is configured to route coolant through the power electronics components 234 and the traction battery 124. The power electronic components 234 and the traction battery 124 may be in the same coolant loop 250. Such a configuration reduces cost as an active heating element is not necessary and additional components such as pumps, cooling lines, and valves are not present. The coolant loop 250 may include pipes, lines, tubes, channels, and connectors through which the coolant may flow. The coolant loop 250 may include a number of paths through which coolant may be flowed. The paths through which coolant may flow may be controlled by various valves to be described herein. Each of the paths may include any conduits and connections as necessary to facilitate the flow of coolant through the associated path.\nThe traction battery 124 may include a battery heat exchanger 202 that is configured to transfer heat to and from the traction battery 124. The battery heat exchanger 202 may transfer heat between the traction battery 124 and a coolant flowing through the battery heat exchanger 202. In one example, the battery heat exchanger 202 may transfer heat from the coolant to the traction battery 124 if the coolant temperature is greater than the traction battery temperature.\nThe thermal management system 200 may include a battery chiller 206. The battery chiller 206 may be part of the vehicle's air-conditioning system and is used to cool the coolant flowing to the battery heat exchanger 202. One or more valves may be present in the refrigerant lines to direct refrigerant to the air-conditioning system and/or the battery chiller 206. The battery chiller 206 may operate to reduce the temperature of the coolant entering the battery heat exchanger 202.\nThe power electronics components 234 may contain the VVC 152 and may also include a VVC heat exchanger that is configured to transfer heat to and from the VVC 152. The VVC heat exchanger may transfer heat between the VVC 152 and a coolant flowing through the VVC heat exchanger. The VVC heat exchanger may transfer heat from the coolant to the VVC 152 when the coolant temperature is greater than a temperature of the VVC 152. The VVC heat exchanger may transfer heat from the VVC 152 to the coolant when the coolant temperature is less than the VVC temperature.\nSimilarly, the power electronics components 234 may also contain an inverter system controller (ISC) and may include an ISC heat exchanger 226 that is configured to transfer heat to and from the ISC 126. The ISC heat exchanger 226 may transfer heat between the ISC 126 and a coolant flowing through the ISC heat exchanger 226. The ISC heat exchanger 226 may transfer heat from the coolant to the ISC 126 when the coolant temperature is greater than the ISC temperature. The ISC heat exchanger 226 may transfer heat from the ISC 126 to the coolant when the coolant temperature is less than the ISC temperature.\nThe thermal management system 200 may include a traction battery coolant pump (TBCP) 212 that is configured to flow coolant in the coolant loop 250. The TBCP 212 may be controlled by adjusting a voltage or current input to cause rotation at a desired speed. In some configurations, the TBCP 212 may be configured to operate at variable speeds to vary the flow rate of coolant through the coolant loop 250. The operation of the coolant loop 250 may be such that coolant flowing through either loop may traverse through selected paths and return to the TBCP 212 for continued recirculation through the coolant loop 250.\nThe thermal management system 200 may include a radiator 216 within the coolant loop 250. The coolant loop 250 may define a radiator path that routes coolant through the radiator 216. The TBCV 224 may be in the radiator path and may be configured to route the coolant to the radiator 216. As coolant flows through the radiator 216, heat from the coolant is transferred to air passing by the radiator 216. A fan 220 nearby the radiator 216 may be configured to increase heat rejected from the coolant. In one example, the fan 220 may be an electric fan. In another example, the fan 220 may be a belt driven fan wherein the fan 220 is connected to a crank shaft of the engine 118 (FIG. 1). An ambient temperature sensor 222 is located nearby the fan 220. The ambient temperature sensor 222 may be configured to be mechanically or electrically coupled to the thermal controller and receives instructions from the thermal controller. The radiator 216 may include a series of channels through which coolant flows from one side of the radiator 216 to another side. In between the channels, metal may be formed in a corrugated pattern that increases a surface area for heat transfer. Typically, coolant exiting the radiator 216 is at a lower temperature than coolant entering the radiator 216.\nThe coolant proportional valve 208 is configured to selectively route coolant in the coolant loop 250 to the battery loop 232 or the power electronics loop 332. In one example, the battery loop 232 includes the traction battery 124, the battery chiller 206, and the power electronics components 234. The coolant proportional valve 208 may include a solenoid coupled to a valve mechanism such that a position of the coolant proportional valve 208 may be controlled by the thermal controller. For example, a coolant proportional valve signal may be output from the thermal controller to control the position of the coolant proportional valve 208. In one mode, the coolant proportional valve 208 may have a binary mode. In the binary mode, the coolant proportional valve 208 is either open or closed. In another mode, the coolant proportional valve 208 may have a variable mode. In the variable mode, the coolant proportional valve 208 may adjust the proportion of coolant flow in both the battery loop 232 and the power electronics loop 332. For example, the coolant proportional valve 208 may also be configured to proportion large amounts of coolant to the battery loop 232 and small amounts of coolant to the power electronics loop 332. In another example, the coolant proportional valve 208 may flow 50% of the coolant to the battery loop 232 and 50% of the coolant to the power electronics loop 332. In yet another example, the variable mode may be used when the coolant proportional valve 208 is controlled to flow a small amount of coolant to the battery loop 232 to heat up the traction battery 124 in order increase the battery temperature faster.\nThe thermal management system 200 may include temperature sensors that are placed in various locations to measure battery temperatures and/or coolant temperatures. An electronic coolant temperature sensor 210 may be configured to measure a temperature of coolant in the coolant loop 250. In one example, the electronic coolant temperature sensor 210 may be located near the coolant proportional valve 208 and the TBCP 212. In another example, the electronic coolant temperature sensor 210 may be located downstream the coolant proportional valve 208 and upstream the TBCP 212.\nThe battery coolant temperature sensor 204 may be configured to measure a temperature of coolant before the coolant flows upstream of the traction battery 124. In one example, the battery coolant temperature sensor 204 may be located upstream the battery heat exchanger 202 and downstream the battery chiller 206 to measure the temperature of the coolant after the coolant passes through the battery chiller 206.\nA battery temperature sensor 228 may be configured to measure the temperature associated with the traction battery 124. By way of example, the battery temperature sensor 228 may be configured to measure a temperature at a location within the traction battery 124 that is indicative of a temperature of cells that make up the traction battery 124. The temperature output of the battery temperature sensor 228 may be compared to a pre-determined temperature wherein further action may be taken. When the coolant temperature is greater than the pre-determined temperature, the coolant proportional valve flows the coolant to the traction battery 124. When the coolant temperature is below the pre-determined threshold, the coolant proportional valve switches into a coolant bypass mode. The temperature sensors 204, 210, and 228 may be electrically coupled to a controller or a multitude of controllers. For example, each of the temperature sensors may be electrically coupled to the thermal controller.\nWhen configured to flow liquid in the battery loop 232, the coolant proportional valve 208 may route coolant to the battery loop 232. The battery loop 232 may define a battery path that routes coolant through the traction battery heat exchanger and the battery chiller 206 in addition through the VVC heat exchanger and the ISC heat exchanger 226. When configured to flow liquid in the power electronics loop 332, the coolant proportional valve 208 may route coolant to the power electronics loop 332. The power electronics loop 332 may define a power electronics path that routes coolant through the VVC heat exchanger and the ISC heat exchanger 226, bypassing the battery chiller 206 and the traction battery 124. In both the battery loop position and the power electronics loop position, the power electronics loop 332 may route coolant through the VVC heat exchanger and the ISC heat exchanger 226.\nIn another mode of operation of the thermal management system 200, as shown in FIG. 2B, coolant flows through the coolant loop 250 during a pre-heat mode. This may be useful during a vehicle cold start. During a vehicle cold start, the traction battery 124 may be operated at a temperature lower than an optimal operating temperature. When the traction battery 124 is less than an optimal operating temperature range, the traction battery 124 may be heated using heat generated by the power electronics components 234. In this example, the hybrid vehicle 112 (FIG. 1) places the power electronics components 234 in the power electronics loop 332 that bypasses the traction battery 124 and battery chiller 206. The coolant proportional valve 208 directs the coolant to a chiller bypass 230 and to the power electronics components 234. The power electronics loop 332 routes coolant through the VVC heat exchanger and the ISC heat exchanger 226 to heat the coolant and pre-heat the traction battery 124. The coolant is circulated through the power electronics loop 332 until the coolant temperature is greater than the battery temperature. The TBCV 224 is configured to direct coolant to a radiator bypass 231 to bypass the radiator 216 in the power electronics loop 332.\nThe electronic coolant temperature sensor 210 may be configured to measure a temperature of coolant in the power electronics loop 332. The electronic coolant temperature sensor 210 is located near the coolant proportional valve 208 and the TBCP 212, for example. By placing the electronic coolant temperature sensor 210 upstream of the coolant proportional valve 208, the temperature of the coolant can be determined. Once the coolant temperature is determined to be above a pre-determined threshold, the coolant proportional valve 208 may be switched to the battery loop 232. In one example, the pre-determined threshold is a pre-determined temperature range. The pre-determined temperature may be a temperature less than a normal operating temperature of the power electronics components 234 in the power electronics loop 332. In another example, the pre-determined threshold is a pre-determined time.\n FIG. 3 depicts a flowchart for a possible sequence of operations that may be implemented in a controller (e.g., the system controller 148) to control operation of the thermal management system. The operations may be implemented and executed in the thermal controller. At operation 400, the HEV is turned on. A battery heating request 402 is subsequently sent. The tract battery requests heating if the battery temperature is below a calibrated battery temperature where the traction battery would operate at reduce power limits. If the traction battery does not need to be heated, the instruction is sent back to step 400 to continuously check to see if the traction battery needs to be heated. If the traction battery needs to be heated, step 404 proceeds. A battery coolant sensor may measure the battery coolant temperature in the battery path 232. A battery temperature sensor may measure a temperature of the traction battery 124. The thermal controller may receive signals representing the temperature of both the battery coolant temperature and the battery temperature. At step 404, the thermal controller may check if the battery coolant temperature is greater than the battery temperature.\nAt step 404, the thermal controller may check for a vehicle cold-start condition. If the coolant temperature is less than the battery temperature, pre-heating of the power electronics loop 332 occurs at step 406. The TBCP pump 212 is turned on at step 408 and flows the coolant through a coolant channel. At step 410, the radiator bypass valve 224 may be positioned to prevent coolant flow to the radiator 216. The coolant proportional valve 208 in response to the coolant temperature being less than a battery temperature is switched to bypass the battery loop 232 and flows the coolant in the power electronics loop 332, bypassing the battery 124 at step 412.\nConditions to exit the power electronics loop 332 are checked and, if satisfied, heating of the battery loops occurs at step 416. For example, one condition may be if the coolant temperature exceeds the battery temperature. The TBCP 212 is turned on at operation 418 and flows the coolant through the coolant channel. The radiator bypass valve 224 is then positioned to prevent coolant flow to the radiator 216 in operation 420. The | A thermal management system for a vehicle includes a controller. The controller pre-heats a coolant in a power electronics loop via heat transfer between the coolant and an electronic component in response to an ambient temperature being less than a threshold and a coolant temperature being less than a battery temperature. The controller also pumps the coolant through a battery loop in response to the coolant temperature exceeding the battery temperature. | US:15/608,220 | https://patentimages.storage.googleapis.com/89/f9/4b/a47c92ee04ef06/US10730403.pdf | US:10730403 | Angel Fernando Porras, Timothy Noah Blatchley, Kenneth J. Jackson, Randy Lee Mallari | Ford Global Technologies LLC | US:5624003, US:7789176, US:20120235640:A1, US:20140174708:A1, US:20130111932:A1, US:20140110097:A1 | Not available | 2020-08-04 | 1. A battery thermal system for a vehicle comprising:\na battery loop including a coolant pump, a battery coolant temperature sensor, an electronic component, a coolant proportional valve, and a battery, wherein the battery loop does not receive heat from an engine;\na power electronics loop including an electronic coolant temperature sensor, a DC/DC converter, and an inverter system; and\na controller programmed to\nin response to a battery coolant temperature being less than a battery' temperature, activate the coolant proportional valve such that coolant flow through the battery loop bypasses the battery,\nin response to the battery coolant temperature exceeding the battery temperature, activate the coolant proportional valve such that coolant flow through the battery loop does not bypass the battery,\nin response to an ambient temperature being less than a threshold and the coolant temperature being less than the battery temperature, pre-heat coolant in the power electronics loop via heat transfer between the coolant and the electronic component.\n, a battery loop including a coolant pump, a battery coolant temperature sensor, an electronic component, a coolant proportional valve, and a battery, wherein the battery loop does not receive heat from an engine;, a power electronics loop including an electronic coolant temperature sensor, a DC/DC converter, and an inverter system; and, a controller programmed to, in response to a battery coolant temperature being less than a battery' temperature, activate the coolant proportional valve such that coolant flow through the battery loop bypasses the battery,, in response to the battery coolant temperature exceeding the battery temperature, activate the coolant proportional valve such that coolant flow through the battery loop does not bypass the battery,, in response to an ambient temperature being less than a threshold and the coolant temperature being less than the battery temperature, pre-heat coolant in the power electronics loop via heat transfer between the coolant and the electronic component., 2. The battery thermal system of claim 1, wherein the power electronics loop further includes the coolant pump., 3. The battery' thermal system of claim 1, wherein the DC/DC converter or the inverter system is the electronic component., 4. The battery thermal system of claim 1, wherein the coolant proportional valve has a proportional transition and is able to allow a variable coolant flow., 5. The battery thermal system of claim 1, wherein the electronic component is an inverter system or a DC/DC converter., 6. The battery thermal system of claim 1, wherein the controller is further configured to operate the battery at reduced power limits in response to the battery temperature being less than a threshold. | US | United States | Active | B | True |
| 63 | 用于车辆电池管理的系统和方法及其车辆 \n | CN108202609B | NaN | 本文公开了一种用于车辆电池管理的系统和方法及其车辆。电力网络服务器包括控制器和存储要在控制器中执行的程序的存储器。程序包括用于从车辆收集与电池的能量消耗有关的信息和与车辆状态有关的信息的指令，将基于环境温度的能量消耗转换为基于参考温度的已知能量消耗的指令，基于转换的已知能量消耗来计算考虑了当前环境温度的充电或放电能量的量的指令，基于充电或放电能量的量和剩余能量的量设定充电或放电电流的范围的指令，以及基于设定的充电或放电电流的范围来管理电池的指令。 | CN:201710542118.0A | https://patentimages.storage.googleapis.com/1b/b7/d5/727617c4e99518/CN108202609B.pdf | CN:108202609:B | 高圭范 | Hyundai Motor Co | CN:103190051:A, JP:2012050236:A, JP:2013208045:A, CN:105277890:A, CN:105691383:A, CN:105275627:A, CN:205790267:U | Not available | 2022-07-12 | 1.一种用于车辆电池管理的系统，所述系统包括：, 电力网络服务器，包括控制器和存储器，所述存储器存储将要在所述控制器中执行的程序，所述程序包括指令，用于：, 从所述车辆收集与所述电池的能量消耗有关的信息和与车辆状态有关的信息，, 将基于环境温度的能量消耗转换为基于参考温度的已知能量消耗，, 基于转换的已知能量消耗来计算考虑了当前环境温度的充电或放电能量的量，, 基于所述充电或放电能量的量和剩余能量的量来设定充电或放电电流的范围，以及, 基于设定的充电或放电电流的范围来管理所述电池，, 其中所述电力网络服务器配置为：在预定电力高峰时段中通过将能量从电池传输到外部设备来控制所述电池的放电，并且在每小时电费率低于预定电费率时通过所述外部设备来控制所述电池的充电。, 2.根据权利要求1所述的系统，其中，所述程序包括进一步的指令，用于：, 将当前充电水平与充电完成时间点处的充电水平之间的能量差设定为所述电池的充电量。, 3.根据权利要求2所述的系统，其中，所述程序包括进一步的指令，用于：, 根据所述充电量并且基于以下方式的充电电流率来对所述电池进行充电，其中，所述方式计算充电完成时间点处的充电水平下的能量与当前充电水平下的保留能量之间的差值，并将所述充电电流率计算为等于计算出的差值除以最小电费率时间段。, 4.根据权利要求3所述的系统，其中，所述程序包括进一步的指令，用于：, 基于所述充电电流率来对所述电池进行充电，其中，基于所述电池的温度来改变所述充电电流率。, 5.根据权利要求1所述的系统，其中，所述程序包括进一步的指令，用于：, 将当前充电水平与放电完成时间点处的充电水平之间的能量差设定为所述电池的放电量。, 6.根据权利要求5所述的系统，其中，所述程序包括进一步的指令，用于：, 根据所述放电量并基于以下方式的放电电流率来使所述电池放电，其中，所述方式计算当前充电水平下的保留能量与放电完成时间点处的充电水平下的能量之间的差值，并且将所述放电电流率计算为等于计算出的差值除以最大电费率时间段。, 7.根据权利要求6所述的系统，其中，所述程序包括进一步的指令，用于：, 基于所述放电电流率来使所述电池放电，其中，基于所述电池的温度来改变所述放电电流率。, 8.根据权利要求1所述的系统，其中，所述程序包括进一步的指令，用于：, 在所述电池闲置时，通过将所述电池的温度与参考温度和环境温度中的至少一个进行比较来控制所述车辆的电池的温度升高或降低。, 9.根据权利要求1所述的系统，还包括：, 车辆，配置为向所述电力网络服务器发送与所述电池的能量消耗和所述车辆的状态有关的信息，并且根据从所述电力网络服务器发送的电池的控制信号来控制所述车辆中装配的对应组件的操作。, 10.一种用于车辆电池管理的方法，所述方法包括：, 在预定电力高峰时段中通过将能量从电池传输到外部设备来控制所述电池的放电；, 在每小时电费率低于预定电费率时通过所述外部设备来控制所述电池的充电；, 其中车辆的电池的放电和充电包括：, 收集与车辆的电池的能量消耗有关的信息和与车辆状态有关的信息；, 将基于环境温度的能量消耗转换为基于参考温度的已知能量消耗；, 基于转换的已知能量消耗来计算基于当前环境温度的充电或放电能量的量；, 基于所述充电或放电能量的量和剩余能量的量来设定充电或放电电流的范围；以及, 基于设定的充电或放电电流的范围来管理所述电池。, 11. 根据权利要求10所述的方法，其中，管理所述电池包括：, 将当前充电水平与充电完成时间点处的充电水平之间的能量差设定为所述电池的充电量；以及, 基于充电电流率，根据所述充电量对所述电池充电。, 12.根据权利要求11所述的方法，其中，基于所述充电电流率对所述电池充电包括：, 根据所述电池的温度来改变所述充电电流率，并且根据改变的充电电流率来对所述电池充电。, 13.根据权利要求11所述的方法，其中，基于所述充电电流率对所述电池充电包括：, 计算所述充电电流率；, 检测所述车辆的电池风扇是否正在运行；, 如果检测结果显示所述车辆的电池风扇正在运行，则将所述充电电流率降低至第一参考率；, 检测所述车辆的电动水泵是否正在运行；, 如果检测结果显示所述电动水泵正在运行，则将所述充电电流率降低至第二参考率；, 检测所述车辆的散热器风扇是否正在运行；以及, 如果检测结果显示所述车辆的散热器风扇正在运行，则将所述充电电流率降低至第三参考率。, 14. 根据权利要求10所述的方法，其中，管理所述电池包括：, 将当前充电水平与放电完成时间点处的充电水平之间的能量差设定为所述电池的放电量；以及, 基于放电电流率，根据所述放电量使所述电池放电。, 15.根据权利要求14所述的方法，其中，基于所述放电电流率使所述电池放电包括：, 根据所述电池的温度来改变所述放电电流率，并且基于改变的放电电流率来使所述电池放电。, 16.根据权利要求14所述的方法，其中，基于所述放电电流率使所述电池放电包括：, 计算所述放电电流率；, 检测所述车辆的电池风扇是否正在运行；, 如果检测结果显示所述车辆的电池风扇正在运行，则将所述放电电流降低至第一参考值；, 检测所述车辆的电动水泵是否正在运行；, 如果检测结果显示所述电动水泵正在运行，则将所述放电电流降低至第二参考值；, 检测所述车辆的散热器风扇是否正在运行；以及, 如果检测结果显示所述车辆的散热器风扇正在运行，则将所述放电电流降低至第三参考值。, 17.根据权利要求10所述的方法，其中，管理所述电池的状态包括：, 确定所述电池的温度是否低于第一参考温度；, 响应于确定所述电池的温度不低于所述第一参考温度，确定所述电池的温度是否超过环境温度和第二参考温度；, 如果确定所述电池的温度超过所述环境温度和所述第二参考温度，则控制所述车辆的电池风扇被启动；, 确定所述电池的温度是否超过所述环境温度和第三参考温度；, 如果确定所述电池的温度超过所述环境温度和所述第三参考温度，则控制所述车辆的电动水泵被启动；, 确定所述电池的温度是否超过所述环境温度和第四参考温度；以及, 如果确定所述电池的温度超过所述环境温度和所述第四参考温度，则控制所述车辆的散热器风扇被启动。, 18.根据权利要求17所述的方法，还包括：, 响应于确定所述电池的温度低于第一参考温度，控制所述电池的温度升高。, 19.一种车辆，包括：, 通信器，配置为与外部设备以及电力网络服务器和充电设备进行有线或无线通信；, 电池，配置为在连接至所述充电设备时进行充电和放电；, 温度传感器，配置为检测所述电池的温度和环境温度；以及, 控制器，配置为：, 在预定电力高峰时段中通过将能量从所述电池传输到所述外部设备来控制所述电池的放电，, 在每小时电费率低于预定电费率时控制所述电池的充电，, 收集并向所述电力网络服务器发送与所述电池的能量消耗、所述电池的温度和所述环境温度中的至少一个有关的信息，并且根据从所述电力网络服务器发送的电池控制信号来管理所述电池的状况，, 其中所述电力网络服务器将基于环境温度的能量消耗转换为基于参考温度的已知能量消耗，基于转换的已知能量消耗来计算考虑了当前环境温度的充电或放电能量的量，基于所述充电或放电能量的量和剩余能量的量来设定充电或放电电流的范围，并且基于设定的充电或放电电流的范围来发送所述电池控制信号。, 20.根据权利要求19所述的车辆，还包括：, 电池风扇，配置为通过吹风来冷却所述电池；, 散热器风扇，配置为通过吹风来冷却散热器；以及, 电动水泵，配置为通过冷却剂的循环来冷却所述电池的热量，其中，所述控制器配置为根据从所述电力网络服务器发送的电池控制信号来操作所述电池风扇、所述散热器风扇和所述电动水泵中的至少一个。 | CN | China | Active | B | True |
| 64 | Hybrid and electric vehicle battery pack maintenance device \n | US11548404B2 | The present application is a Divisional application of U.S. application Ser. No. 13/827,128, filed Mar. 14, 2013 which is based on and claims the benefit of U.S. provisional patent application Ser. No. 61/665,555, filed Jun. 28, 2012, the content of which is hereby incorporated by reference in its entirety.\nThe present invention relates to electric vehicles of the type which use battery packs for storing electricity which is used to power the vehicle. This includes both hybrid and purely electric vehicles. More specifically, the present invention relates to the maintenance of such battery packs used in electric vehicles.\nTraditionally, automotive vehicles have used internal combustion engines as their power source. However, vehicles which are electrically powered are finding widespread use. Such vehicle can provide increased fuel efficiency and can be operated using alternative energy sources.\nSome types of electric vehicles are completely powered using electric motors and electricity. Other types of electric vehicles include an internal combustion engine. The internal combustion engine can be used to generate electricity and supplement the power delivered by the electric motor. These types of vehicles are known as “hybrid” electric vehicles.\nOperation of an electric vehicle requires a power source capable of providing large amounts of electricity. Typically, electric vehicles store electricity in large battery packs which consist of a plurality of batteries. These batteries may be formed by a number of individual cells, or may themselves be individual cells, depending on the configuration of the battery and battery pack. The packs are large, replacement can be expensive and they can be difficult to access and maintain.\nThe present invention includes a battery pack maintenance device for performing maintenance on battery packs of hybrid and/or electrical vehicles (referred herein generally as electric vehicles). In various embodiments, the device includes one or more loads for connecting to a battery pack for use in discharging the battery pack, and/or charging circuitry for use in charging the battery pack. Input/output circuitry can be provided for communicating with circuitry of in the battery pack and/or circuitry of the vehicle.\n FIG. 1 is a simplified block diagram of a battery maintenance device in accordance with the present invention coupled to an electric vehicle.\n FIG. 2 is a more detailed block diagram of the battery maintenance device of FIG. 1 .\n FIG. 3 is an electrical schematic diagram of a controllable load for use in the battery maintenance device of FIG. 2 .\n FIG. 4 is a diagram which illustrates one example arrangement of components within the battery maintenance device to promote cooling of such components.\n FIG. 5 is a diagram of a plug having an additional load resistance.\nMaintenance of automotive vehicles with internal combustion engines is a well-known art. Procedures are known for servicing the internal combustion engine of the vehicles, the drive train, the battery (which is generally used to start the vehicle and operate the electrical devices within the vehicle); and the fuel storage and distribution system. In contrast, widespread use of electrical vehicles is a relatively new phenomenon and there is an ongoing need for improved procedures for performing maintenance on the batteries of such vehicles. For example, when a traditional vehicle with an internal combustion engine is involved in an accident, it is typical to drain the gasoline or other fuel from the vehicle for safety purposes. In contrast, when an electrical vehicle is involved in an accident, the battery pack of the vehicle may contain a relatively large amount of energy, and may even be in a fully charged state. It is not at all apparent how the battery pack can be discharged as there are many different types of battery pack, as well as various techniques used to access the packs. Further, after an accident, systems of the vehicle may not be functioning properly and may prevent maintenance from being performed on the battery pack whereby the battery pack cannot be discharged using normal procedures. In one aspect, the present invention provides an apparatus and method for safely accessing the battery pack of an electrical vehicle and discharges the battery pack. However, the present invention is not limited to this configuration and may be used generally to perform maintenance on the battery pack of an electric vehicle.\nThe device of the present invention can be used to “de-power” the battery pack of an electric vehicle or provide other maintenance on the battery pack including charging the battery pack. In general, this activity can be problematic for a number of reasons. First, different types of electric vehicles use different types of battery packs. The configuration, voltages, and connection to such packs vary greatly. Further, the vehicle itself typically includes “intelligence” to control the charging and discharging, as well as monitoring the status of the battery pack. Further still, some battery packs themselves include “intelligence” to control the charging and discharging of the battery pack as well as monitor the status of the battery pack. The device of the present invention is capable of interfacing with a databus of the vehicle and/or a databus of the battery pack in order to control and monitor operation of the battery pack. Again, the connection to these databuses varies greatly between vehicles. Further still, the data format and specific data varies between vehicles. The problem of performing maintenance on a battery pack is exacerbated when a vehicle has been in an accident. The battery pack may be physically difficult to access and it may be difficult to obtain electrical connections to the battery pack and/or vehicle for discharging the battery as well as for communicating over the vehicle or battery pack databus. Depending on the damage which occurs during an accident, the battery pack may be isolated for safety reasons. This isolation presents another challenge in accessing the battery pack. Further, the circuitry of the maintenance device must be capable of operating with the relatively high DC voltages, for example 400 Volts, which are present in electrical vehicle battery packs. These high voltages must be isolated from the logic and control circuitry of the device as well as the operator. Additionally, in one aspect, the device also includes a charger function for use in charging some or all of the cells of a battery pack in order to place the battery pack into service.\nElectric vehicles typically includes “contactors” which are electrically operated relays (switches) used to selectively couple the high voltage from the battery pack to the powerful electric motors used in the drive train of the vehicle. In order to access the battery pack from a location on the vehicle, it is necessary for these contactors to be closed to complete the electrical circuit. However, in an accident, the controlling electronics of the vehicle and/or battery pack will typically disconnect (open) the contactors for safety purposes in order to isolate the battery pack from the vehicle. Thus, in one embodiment, the present invention communicates with the controller of the electrical vehicle or battery pack, or directly with the contactors, to cause the contactors to close and thereby provide access to the high voltage of the battery pack. When communicating with the control system of the vehicle, the device of the present invention can provide information to the vehicle system indicating that it is appropriate for the contactors to close. Thus, failure indications or other errors, including errors associated with a vehicle being in an accident, must be suppressed. Instead, information is provided to the vehicle system by the battery pack maintenance device which indicates that it is appropriate for the contactors to be closed.\n FIG. 1 is a simplified block diagram showing battery pack maintenance device 100 coupled to an electric vehicle 102. The vehicle 102 is illustrated in a simple block diagram and includes a battery pack 104 used to power the vehicle 102 including providing power to motor(s) 106 of the vehicle. The vehicle 102 includes a vehicle controller 108 coupled to a databus 110 of the vehicle. The controller 108 receives information regarding operation of the vehicle through sensors 112 and controls operation of the vehicle through outputs 114. Further, the battery pack 104 is illustrated as including its own optional controller 120 which monitors operation of the battery pack 104 using battery pack sensors 122.\nDuring operation, the electric vehicle 102 is controlled by the controller 108, for example, based upon input from a driver through operator I/O 109. Operator I/O 109 can comprise, for example, a foot accelerator input, a brake input, an input indicating an position of a steering wheel, information related to a desired gearing ratio for a drive train, outputs related to operation of the vehicle such as speed, charging information, amount of energy which remains in the battery pack 104, diagnostic information, etc. The controller 108 can control operation of the electric motors 106 to propel the vehicle, as well as monitor and control other systems of the vehicle 102. The controller 120 of battery pack 104 can be used to monitor the operation of the battery pack 104. For example, the sensors 122 may include temperature sensors configured to disconnect the batteries of the battery pack if a threshold temperature is exceeded. Other example sensors include current or voltage sensors, which can be used to monitor charge of the battery pack 104. FIG. 1 also illustrates contactor relays 130 of the vehicle 102 which are used to selectively decouple the battery pack 104 from systems of the vehicle 102 as discussed above. For example, the controller 108 can provide a signal to cause the contactors 130 to close thereby connecting the battery pack 104 to electrical systems of the vehicle 102.\nBattery pack maintenance device 100 includes a main unit 150 which couples to the vehicle through a low voltage junction box 152 and a high voltage junction box 154. These junction boxes 152, 154 are optional and other techniques may be used for coupling the maintenance device 100 to the vehicle 102. Maintenance device 100 includes a microprocessor 160, I/O circuitry 162 and memory 164 which contains, for example, programming instructions for use by microprocessor 160. The I/O circuitry 162 can be used to both user input, output, remote input, output as well as input and output with vehicle 102. The maintenance device 100 includes a controllable load 170 for use in discharging the battery pack 104. An optional charging source 171 is also provided and can be used in situations in which it is desirable to charge the battery pack 104, for example, to perform maintenance on the battery pack 104. The high voltage junction box 154 is used to provide an electrical connection between terminals of the battery pack 104 and the maintenance device main unit 150. Using this connection, batteries within the battery pack 104 can be discharged using the load 170 or charged using the charging source 171. Similarly, low voltage junction box 152 is used by battery pack maintenance device 100 to couple to low voltage systems of the electric vehicle 102. Such systems include the databus 110 of the vehicle, sensors 112, outputs 114, etc. Through this connection, as discussed above, the maintenance device 100 can gather information regarding the condition of systems within the vehicle 102 including the battery pack 104, and can control operation of systems within the vehicle 102. Similarly, through this connection, the outputs from sensors 112 can be changed or altered whereby altered sensor outputs can be provided to controller 108. This can be used, for example, to cause controller 108 to receive information indicating that the vehicle 102 or battery pack 104 is in a condition which is different than from what the sensors 112 are actually sensing. For example, this connection can be used to cause the contactors 130 to close to thereby provide an electrical connection to the battery pack 104. Further, the low voltage junction box 152 can be used to couple to the controller 120 and/or sensors 122 of the battery pack 104. The junction boxes 152, 154 couple to vehicle 102 through the use of an appropriate connector. The particular connector which is used can be selected based upon the specific type of vehicle 102 and the type of connections which are available to an operator. For example, OBD II connection can be used to couple to the databus 110 of the vehicle. Other plugs or adapters may be used to couple to sensors 112 or outputs 114. A particularly style plug may be available for coupling the high voltage junction box 154 to the battery pack 104. If there are no contactors which are available or if they cannot be accessed or are unresponsive, in one configuration clips or other types of clamp on or selectively connectable contactors can be used to perform the coupling.\n FIG. 2 is a simplified block diagram of a battery pack maintenance device 100 in accordance with one example embodiment of the present invention. The device includes microprocessor 160 which operates in accordance with instructions stored in a memory 164. A power supply is used to provide power to the device. The power supply 180 can be coupled to an AC power source, such as a wall outlet or other high power source, for use in charging the battery pack 104 of the vehicle 102. Additionally, the power supply 180 can be coupled to a DC power source, such as a 12 Volt battery, if the device 100 is only used for discharging of the vehicle battery pack 104. For example, in addition to the battery pack 104, many electric vehicles also include a standard 12 Volt automotive battery. This 12 Volt automotive battery can be used to power maintenance device 100. The microprocessor communicates with an operator using an operator input/output 182. Other input/output circuitry 184 is provided for use in physically connecting to a data communication link such as an RS232, USB connection, Ethernet, etc. An optional wireless I/O circuit 186 is also provided for use in communicating in accordance with wireless technologies such as WiFi techniques, Bluetooth®, Zigbee®, etc. Low voltage input/output circuitry 190 is provided for use in communicating with the databus of the vehicle 108, the databus of the battery pack 104, or receiving other inputs or providing outputs to the vehicle 102. Examples include the CAN communication protocol, OBDII, etc. Additionally, contact closures or other voltage inputs or outputs can be applied to the vehicle using the low voltage I/O circuitry 190. FIG. 2 also illustrates an operator shut off switch 192 which can be activated to immediately disconnect the high voltage control 170 from the battery 104 using disconnect switch 194. Other circuit configurations can be used to implement this shut off capability. This configuration allows an operator to perform an emergency shut off or otherwise immediately disconnect the device 100 from the battery if desired.\nThe low voltage junction box 152 also provides an optional power output. This power can be used, for example, to power components of the vehicle 102 if the vehicle 102 has lost power. This can be useful, for example, to provide power to the controller 108 of the vehicle 102 such that information may be gathered from the vehicle and various components of the vehicle can be controlled such as the contactors 130.\nIn one configuration, the connection between the high voltage control circuitry 170 and the high voltage junction box 154 is through Kelvin type connectors. This can be used to eliminate the voltage drop which occurs when large currents are drawn through wiring thereby provide more accurate voltage measurements. The actual connection between the junction box 154 and the battery pack 104 need not be through a Kelvin connection if the distance between the junction box 154 and the battery pack 104 is sufficiently short for the voltage drop across the connection leads to be negligible. Isolation circuitry such as fuses may be provided in the junction box 154 to prevent the application of a high voltage or current to the maintenance device 100 and thereby protect circuitry in the device. Similarly, the low voltage junction box 152 and/or the low voltage I/O 190 may include isolation circuitry such as optical isolators, inductors to provide inductive coupling, or other techniques. The low voltage junction box 152 may also include an optional user output and/or input 196. For example, this may be a display which can be observed by an operator. An example display includes an LED display, or individual LEDs, which provides an indication to the operator regarding the functioning of the low voltage junction box, the vehicle, or the battery pack. This can be used to visually inform an operator regarding the various functions being performed by the low voltage junction box, voltages detected by the low voltage junction box. A visual output and/or input 198 can be provided on the high voltage junction box 154.\nThe appropriate high voltage junction box 154 and low voltage junction box 152 can be selected based upon the particular vehicle 102 or battery pack 104 being inspected. Similarly, the junction boxes 152, 154 can be selected based upon the types of connections which are available in a particular situation. For example, if the vehicle his damaged, it may be impossible to couple to the battery pack 104 through available connectors. Instead, a junction box 154 can be employed which includes connection probes which can be coupled directly to the battery pack 104. Further still, if such a connection is not available or is damaged, connectors can be provided for coupling to individual cells or batteries within the battery pack 104.\nThe use of the low voltage and high voltage junction boxes 152, 154 are advantageous for a number of reasons. The junction boxes can be used to provide a standardized connection to the circuitry of the maintenance device 100. From a junction box 152, 154, specialized connectors can be provided for use with different types of vehicles and/or battery packs. Similarly, different types of junction boxes 152, 154 can be utilized for different vehicles and/or battery packs. The junction boxes 152, 154 allow a single set cable connection to extend between the device 100 and a remote location. This provides better cable management, ease of use, and increased accuracy.\nIn addition to use as a load for discharging the battery, the high voltage control circuitry may also optionally include a charging for use in charging the battery.\n FIG. 3 is a schematic diagram of controllable load 170. In FIG. 3 , a number of isolated gate bipolar transistors (IGBT) 220A, 220B, 220C, and 220D are shown and controlled by a gate connection to microprocessor 160. The IGBTs 220A-D connect to load resistors 222A, 222B, 224A, and 224B. As illustrated in FIG. 3 , the four load resistors are 33 OHM resistors. Using the transistors 220A-D, the resistors 222A, B and 224A, B can be coupled in various series-parallel configurations in order to apply different loads to the battery pack 104. In this way, the load applied to the battery pack 104 is controllable by microprocessor 160. In one aspect, the present invention includes isolated gate bipolar transistors (IGBT) to selectively couple loads to the battery pack 104 for discharging the pack. An IGBT is a transistor configured with four semiconducting layers arranged as PNPN. A metal oxide semiconductor is arranged to provide a gate. The configuration provides a transistor which is controlled easily in a manner similar to a field effect transistor but which is also capable of switching large currents like a bipolar transistor.\nWhen the device 100 is coupled to a vehicle 102 which has been in an accident, the device can perform various tests on the vehicle 102 to determine the condition of the vehicle and the battery. For example, in one aspect, the device 100 detects a leakage between the positive and negative terminals of the battery pack 102 and the ground or chassis of the vehicle 102. For example, a wheat stone bridge circuit 230 can be used between the positive and negative terminals of the battery pack 104 with one of the legs of the bridge connected to ground.\nDuring discharging of the vehicle battery pack 104, data can be collected from the battery pack. For example, battery packs typically include sensors 122 such as voltage, current and temperature sensors arranged to collect data from various locations within the battery pack. This information can be obtained by the maintenance device 100 via the coupling to the databus 110. During discharge, any abnormal parameters measured by the sensors can be used to control the discharge. For example, if the battery pack 104 is experiencing excessive heating, the discharge rate can be reduced until the battery temperature returns to an acceptable level. If any of the internal temperature sensors of the battery pack are not functioning, an external battery pack temperature sensor can be used to detect the temperature of the battery pack. Similarly, if cells within the pack are experiencing an abnormally high current discharge, the discharge rate can be reduced. Further still, if such data cannot be obtained because the sensors are damages or the databus is damaged or inaccessible, the maintenance device 100 can automatically enter a slow/safe discharge state to ensure that the battery is not damaged.\nWhen placing a battery pack 104 into service, the maintenance device 100 can identify individual cells or batteries within the pack 104 which are more or less charged than other cells. Thus, the individual cells or batteries within a pack can be balanced whereby they all have substantially the same charge capacity and/or state of charge as the other cells or batteries within the pack.\nIn another aspect of the present invention, the maintenance device 100 is capable of providing a “jump start” to a hybrid electric vehicle 102. For example, if the internal combustion engine of a hybrid electric vehicle is started using power directly from the battery pack and if the charge of the battery pack 104 is too low, there is insufficient energy available to start the engine. The maintenance device 100 of the present invention can be used to provide sufficient power to a starter motor of the internal combustion engine for starting the engine. Once the internal combustion engine is running, the engine itself is used to charge the battery pack 104.\nIn FIG. 3 , a voltage sensor 232 is connected across the wheat stone bridge 230. Further, the bridge is optionally connected to electrical ground through switch 234. Any voltage detected by voltage sensor 232 across the bridge 230 is an indication that there is a current leak between the positive and/or negative terminals of the battery pack 104 and the electrical ground or chassis of the vehicle 102. The voltage sensor 232 can provide an output to microprocessor 130 and used to alert an operator of a potentially dangerous situation and indicate that the battery pack 104 must be disconnected from the vehicle 102 before further maintenance is performed.\n FIG. 3 also illustrates a relay 226 which is used to isolate the load resistances 222/224 from the battery pack until a discharge is commanded by the microprocessor 160. The voltage across the battery pack 104 can be measured using a voltage sensor 242 connected in series with a resistance 240. The output from sensor 242 is provided to microprocessor 160 for use in performing maintenance in the battery pack 104.\nDuring operation, the components of the device 100 may experience a great deal of heating. An air flow cooling system can be used to dissipate the heat. FIG. 4 shows one such configuration. As illustrated in FIG. 4 , the air flow moves from the low power electronics 300, passed the high power electronics 302 and over the load resistors 222A, B and 224A, B. The air flow then leaves the housing of the device 100. In FIG. 4 , the air flow is controlled by fans 304. The fans 304 can be controlled using microprocessor 160 whereby their speed can be adjusted as needed based upon measurements from temperature sensors 306 which can be placed at various locations within the housing of device 100. In this configuration, hot air generated by the load resistance is immediately blown out of the housing rather than past any components.\nSome electrical vehicles include what is referred to as a “pre-charge contactor.” The pre-charge contactor can be used to charge capacitances of the vehicle at a slow and controlled rate prior to switching in the main contactor 130 shown in FIG. 1 . This prevents excessive current discharge from the battery pack when the main contactor is activated and the pack is directly coupled to the loads of the vehicle including the traction module of the vehicle which is used to control electric motors of the vehicle.\nIn another aspect, some or all of the information obtained during testing and discharge of a battery pack 104 is retrieved and stored, for example in the memory 164 shown in FIG. 1 , for subsequent access. This information can be offloaded to another device, for example a USB drive or the like, or transmitted over a network connection. This can be particularly useful to examine information retrieved after a vehicle has experienced an accident. The information can be information which is downloaded from the controller 108 of the vehicle 102 and may also be information related to how the vehicle battery pack 104 was discharged and removed of service.\nIn another aspect, more than one maintenance device 100 can be coupled to a battery pack 104 and the multiple devices can be configured to work in tandem. More specifically, the devices 100 can be coupled using the input/output circuitry 184 shown in FIG. 2 whereby one of the devices 100 operates as a master and one or more other devices 100 operate as slaves under the control of the master device. This arrangement can be used to increase the rate at which a battery pack 104 is discharged. In such a configuration, a bridgeable power supply may also be employed.\n FIG. 5 is a simplified diagram showing a removable plug 350 which can be selectively coupled to battery pack maintenance device 100. Removable plug 350 includes a 5 OHM resistor 352 configured to connect in parallel through connectors 354 and 356. Removable plug 350 includes a magnet 360 configured to actuate a reed switch 362. Reed switch 362 connects to microprocessor 160 whereby microprocessor 160 can sense the presence of the plug 350. When plug 350 is coupled to device 100, the resistance of one or more of the 33 OHM resistors 222A,B and 224 A,B can be changed because the resistor is in series with the 5 OHM resistor yielding a resistance of about 4.3 OHMs. However, any configuration desired can be provided. This allows the device 100 to apply a smaller resistance to the battery pack 104 thereby increasing the discharge rate if desired. For example, a particular battery pack may be of a sufficiently low voltage to allow for an increased current draw to thereby increase the rate at which the battery pack 104 is discharged. Using reed switch 362, the microprocessor 160 is able to detect the presence of the plug 350 whereby calculations which rely on the value of applied load resistance can be compensated appropriately. Although only a single resistor 352 is shown, the plug 350 may include any number of resistors to be placed in parallel with load resistances in the device 100. Preferably plug 350 includes a cooling mechanism to reduce the heating of resistor 352. For example, the plug 350 may include metal or other heat conducting fins or the like. A fan may also be employed. The fan may be the same cooling fan used in device 100 or, plug 350 may optionally include its own fan. In another embodiment, the alternative resistance values are located within the main unit, and are switched into circuit using the removable plug.\nAs discussed above, in some configurations the present invention can be arranged to measure a dynamic parameter of the battery pack. On such a configuration, a forcing function is applied to the battery pack and a dynamic parameter such as dynamic conductance, resistance, admittance, etc. can be determined based upon a change in the voltage across the battery pack and the current flowing through the battery pack. The forcing function can be any type of function which has a time varying aspect including an AC signal or a transient signal.\nIn another aspect of the present invention, an emergency shut off switch is provided on the housing of the device. This is illustrated in FIG. 1 . The emergency shut off can be a physical switch which directly disconnects the device from the vehicle, for example by disconnecting the device from the high voltage junction box or the battery pack. This configuration can be important should an operator observe a problem with respect to the discharging of the battery pack. This allows the operator to immediately disconnect the device from the battery pack with a signal physical switch without relying on any intermediary control systems. Similarly, one or more of the circuit boards within the device can include temperature sensors. Should the temperature of components within the device approach or exceed specified limits, the microprocessor can reduce the discharge rate or completely stop the discharge of the battery pack. Other features to detect possible failure can be included including “watchdog” circuitry associated with components of the device. The watchdog circuit is arranged to periodically receive a signal from circuitry of the device indicating the circuitry is operating properly. If the watchdog circuitry does not receive the signal, it can be assumed that a component has failed. This can be used to completely shut down the device or be used as a trigger to restart the circuitry.\nAs discussed above, in one aspect the maintenance device can be configured to “balance” individual cells within the battery pack. The balancing can be performed by selecting cells or individual batteries within the pack which have similar storage capacity and state of charge. The charging feature of the device can be used to increase the charge of a cell or battery to that of other cells or batteries. Similarly, the maintenance device can be used to discharge individual cells or batteries to a level similar to that of other cells or batteries within the pack.\nIn another aspect, the device of FIG. 1 includes an ambient temperature sensor. The microprocessor can use information from the ambient temperature sensor in determining how the battery pack should be discharged. For example, if the ambient temperature is high, the discharge rate can be reduced.\nDuring discharge of the battery pack, the discharge profile can be monitored to ensure proper operation. For example, if the voltage of the battery suddenly drops, this can be an indication that a component within the battery has failed or a short circuit has occurred.\nThe charging circuitry of the device can use a stacked switch mode power supply configuration. For example, a series of fixed voltage power supplies can be stacked with the base power supply having an adjustable voltage output. This configuration allows a continuous controllability of the voltage output from the stacked power supply by turning one supply on at a time and providing finer control with the adjustable power supply. Further, the use of a stacked power supply can be used to reduce the current inrush when the power supply is activated. More specifically, individual supplies in the stacked power supply can be turned on sequentially to reduce the instantaneous current inrush. Additionally, current limiters can be used to reduce the current inrush. Diodes can be configured across the outputs of each power supply in such that they are configured to not conduct. The diodes can be used to prevent back feeding of the power supply from the battery pack.\nAs discussed above, different types of junction boxes and connection cables can be used based upon the particular type of vehicle and battery pack under maintenance. The microprocessor can provide information to the operator prompting the operator to use the appropriate junction box or cable. This can be ba | The present invention includes a battery maintenance device for performing maintenance on battery packs of hybrid and/or electrical vehicles (referred herein generally as electric vehicles). In various embodiments, the device includes one or more loads for connecting to a battery pack for use in discharging the battery pack, and/or charging circuitry for use in charging the battery pack. Input/output circuitry can be provided for communicating with circuitry of in the battery pack and/or circuitry of the vehicle. | US:16/056,991 | https://patentimages.storage.googleapis.com/39/09/ae/b36f43384f0f20/US11548404.pdf | US:11548404 | Kevin I. Bertness | Midtronics Inc | US:85553, US:2000665, US:2254846, US:2417940, US:2437772, US:2514745, US:2689939, US:2727221, US:3025455, US:3178686, US:3223969, US:3215194, US:3267452, US:3356936, US:3607673, US:3562634, US:3753094, US:3593099, US:3889248, US:3652341, US:3676770, US:3704439, US:3699433, US:3729989, US:3886443, JP:S5216550:B1, US:3873911, US:3796124, US:3876931, US:3750011, US:3776177, US:3745441, US:3811089, US:3969667, US:3906329, US:3857082, US:3808522, US:3808401, US:3808573, US:3879654, US:3886426, US:3979664, US:3816805, US:3989544, US:3850490, US:3909708, US:4023882, US:3936744, US:3920284, US:3939400, US:4056764, US:3997830, US:3946299, US:3947757, US:3984762, US:3984768, US:4053824, US:4024953, US:4008619, US:4126874, US:4086531, US:4057313, US:4047091, US:4070624, US:4106025, US:4114083, US:4112351, US:4160916, US:4193025, US:4178546, US:4280457, US:4176315, US:4392101, GB:2029586:A, US:4218745, US:4351405, US:4297639, US:4207611, US:4207610, US:4217645, US:4379989, EP:0022450:A1, DE:2926716:B1, US:4307342, US:4369407, US:4295468, US:4322685, US:4315204, US:4379990, US:4352067, US:4316185, US:4665370, US:4361809, GB:2088159:A, US:4412169, US:4385269, US:4363407, US:4441359, US:4544312, US:4423379, US:4408157, US:4424491, US:4396880, US:4514694, US:4360780, US:4459548, US:4423378, US:4425791, US:4390828, US:4520353, US:4709202, JP:S5917893:A, JP:S5917894:A, JP:S5917892:A, US:4521498, US:4564798, US:4707795, JP:S59215674:A, US:4626765, US:4502000, US:4637359, US:4743855, EP:0154016:A1, US:4560230, JP:S60225078:A, US:4633418, US:4659977, US:4678998, US:4620767, US:4680528, US:4719428, US:4679000, US:4949046, US:4643511, US:4667143, US:4663580, US:4773011, JP:S62180284:A, US:4781629, US:D299909:S, US:4667279, US:4888716, US:4686442, US:4710861, JP:S6327776:A, US:4697134, US:4745349, US:6271643, US:4983086, US:4956597, US:RE37677:E1, US:4849700, US:4723656, US:4874679, US:4933845, US:5179335, US:5004979, US:4926330, US:4907176, US:4913116, US:4885523, US:5508599, US:4816768, US:4947124, US:4965738, US:5168208, US:4825170, US:4881038, US:4826457, US:4912416, US:4820966, US:4876495, US:4968941, US:5528148, US:4847547, US:5159272, US:4901007, US:5087881, US:4932905, US:5281919, US:4937528, US:4968942, US:4929931, US:4931738, US:5434495, EP:0391694:A2, US:5034893, US:5047722, US:5037778, US:5144248, US:5339018, US:5160881, US:5345384, US:4934957, US:5426371, US:5254952, US:5300874, US:4969834, US:5144218, US:5083076, US:5130658, US:5032825, DE:4007883:A1, JP:H03274479:A, JP:H03282276:A, US:5187382, US:5037335, US:D330338:S, JP:H048636:A, US:5745044, US:5170124, US:5095223, US:5223747, US:5030916, US:5412323, JP:H0495788:A, GB:2246916:A, US:5338515, US:5140269, US:5126675, EP:0476405:A1, JP:H04131779:A, US:5633985, US:5432429, US:5164653, US:5081565, US:5563496, US:5585416, US:5347163, US:5332927, US:5365453, US:5504674, US:5194799, US:5204611, US:5167529, US:5302902, US:5278759, US:5295078, US:5108320, US:5214385, US:5449997, US:5241275, JP:H04372536:A, US:5109213, US:5325041, US:5365160, US:5214370, US:5321626, US:5357519, US:5202617, US:6009369, US:5650937, US:5384540, US:5321231, JP:H05211724:A, US:5596261, US:5321627, US:5266880, GB:2266150:A, US:5381096, US:5821756, US:5572136, US:5585728, WO:1993022666:A1, US:5352968, US:5309052, US:5313152, US:5432426, US:5747189, US:5685734, US:5323337, US:5449996, US:5281920, WO:1994005069:A1, US:5442274, US:5296823, US:5336993, US:5457377, US:5656920, US:5469043, US:5426416, US:5349535, US:5343380, US:5387871, US:5903716, US:5717336, US:5537967, US:5315287, EP:0637754:A1, US:5485090, US:5631831, GB:2275783:A, US:5298797, US:5486123, US:5425041, US:5462439, US:5369364, US:5394093, US:5546317, US:5825174, US:5550485, US:5445026, US:5548273, US:5410754, US:5331268, US:6075339, US:5435185, US:5430645, US:5589292, US:5432025, JP:H07128414:A, US:5402007, US:5562501, US:5453027, US:5451881, US:5654623, US:5459660, US:5412308, US:5951229, US:5711648, US:5927938, US:5589757, US:5583416, US:5707015, US:5642031, US:5555498, US:5596260, US:5631536, US:5573611, US:5519383, US:5871858, WO:1996001456:A1, US:5598098, US:6005489, WO:1996006747:A2, US:6271748, US:6545599, US:20020044050:A1, US:5939855, US:5578915, US:5606242, US:5621298, US:5488300, US:5778326, US:5832396, US:5869951, US:5796239, US:5789899, US:5691621, US:5644212, US:5592094, US:5652501, US:5541489, US:5739667, US:5808469, US:5773962, US:5614788, US:5602462, US:5818201, US:5744962, WO:1996028846:A1, US:5574355, US:5780980, US:5592093, US:5561380, US:5705929, RU:2089015:C1, US:6533316, US:20010048215:A1, US:6738697, US:20020027346:A1, US:20030009270:A1, US:20050273218:A1, US:6037749, WO:1997001103:A1, US:6091238, US:5760587, US:6184656, US:5699050, US:5884202, US:5872453, US:7287001, US:6055468, US:5793359, JP:H0961505:A, US:6097193, US:5661368, US:5653659, US:5712795, US:5701089, US:5754417, EP:0772056:A1, US:5637978, US:5684678, US:5865638, US:5732074, US:5710503, US:6031354, US:5862515, US:5747967, US:5677077, US:6150793, US:5717937, US:5747909, US:5912534, US:6411098, US:5969625, US:5820407, US:5818234, US:5978805, US:5870018, WO:1997044652:A1, US:5757192, US:5946605, US:5939861, FR:2749397:A1, US:5675234, US:7003410, US:7940052, US:20050035752:A1, US:7295936, US:6885195, WO:1998004910:A1, US:6914413, US:20070244660:A1, US:6051976, US:7246015, US:8872517, US:7656162, US:7706991, US:6445158, US:8198900, US:20040104728:A1, US:6091245, US:20050021475:A1, US:6329793, US:5780974, JP:H1056744:A, US:5811979, US:5666040, US:6177878, US:5721688, US:6031368, DE:19638324:A1, US:5772468, US:5916287, US:6396278, US:6332113, US:5945829, US:5773978, US:5929609, WO:1998021132:A1, US:6016047, US:6064372, JP:H10232273:A, US:5895440, US:6600815, US:6310481, US:6392414, US:5914605, US:6534993, US:5953322, US:6236949, US:5872443, US:5903154, US:5850113, US:5831435, US:5826467, US:6087815, US:6114834, US:5821757, US:5961604, WO:1998058270:A1, US:6526361, US:5935180, US:5950144, US:6037745, US:6147598, US:6407554, US:6046514, US:6252942, US:6061638, US:5961561, US:6263268, US:6149653, US:5973598, JP:H11150809:A, US:6161640, JP:H11103503:A, US:6236332, US:6141608, US:20050162172:A1, US:6104167, US:6633165, US:8958998, US:7999505, US:6850037, US:7774151, US:20020153864:A1, US:20020171428:A1, US:6909287, US:7688074, US:6331762, US:7705602, US:20030090272:A1, US:6871151, US:20070159177:A1, US:8493022, WO:1999023738:A1, US:6313608, US:6081098, US:20030025481:A1, US:7003411, US:7642787, US:7126341, US:8674654, US:20060282227:A1, US:6037778, US:6081109, US:6118252, US:6072300, US:6009742, US:20020004694:A1, US:6177737, US:6100815, US:6072299, US:6137261, US:5883306, US:6008652, US:6136914, US:6005759, US:6081154, JP:H11271409:A, US:5990664, US:6167349, US:6473659, US:6100670, US:6218805, US:5955951, US:6172505, WO:1999056121:A1, US:6225898, US:6259170, US:6507196, US:6037751, US:6263322, US:6164063, US:5963012, US:6424157, US:6424158, US:6259254, US:6420852, US:6218936, EP:0982159:A2, US:6477478, GB:2353367:A, US:6002238, WO:2000016083:A1, US:6172483, US:6262563, US:6037777, US:6294896, US:6222369, US:6532425, US:6158000, US:6181545, US:6094033, US:6140797, US:6130519, US:6242921, US:6272387, US:6202739, US:5982138, US:6262692, US:6113262, JP:2001057711:A, US:6433512, US:6906624, US:6250973, US:6324042, US:6211651, US:6144185, US:6323650, US:20030078743:A1, US:20020065619:A1, US:7058525, US:20030124417:A1, US:6707303, US:20020193955:A1, US:7039533, US:6806716, US:6795782, US:20020010558:A1, US:20020130665:A1, US:7505856, US:20050218902:A1, WO:2000062049:A1, US:6456045, US:6351102, US:20020036504:A1, US:6536536, US:6359441, US:6556019, US:6316914, WO:2000067359:A1, US:6121880, US:6441585, US:20020041175:A1, US:6275008, JP:2001023037:A, US:6529723, US:6449726, US:7184866, US:6993421, US:20010012738:A1, WO:2001016615:A1, US:6495990, US:6737831, WO:2001016614:A1, US:6294897, US:6313607, US:6137269, US:6377031, US:6497209, US:6465908, US:6437957, US:6635974, US:6744149, US:6320385, US:20050254106:A9, US:6285191, US:6505507, US:6255826, US:6254438, US:6624635, US:6215275, US:6363303, US:8754653, US:6249124, US:7557586, US:6163156, US:6566883, US:6191557, US:6614349, US:20050021197:A1, US:6184655, US:6211653, US:6236186, US:6740990, WO:2001051947:A1, US:20010033169:A1, US:6466025, WO:2001059443:A1, US:6307349, US:6225808, US:6501243, US:6346795, US:20030137277:A1, US:6238253, US:6972662, US:6679212, US:7398176, US:6967484, US:8872516, US:20060217914:A1, US:8513949, US:20050057256:A1, US:6586941, US:20020003423:A1, US:8237448, US:6998847, US:7598744, US:20040036443:A1, US:7728597, US:6759849, US:7446536, US:9052366, US:20080315830:A1, US:20050231205:A1, US:20090085571:A1, US:20050212521:A1, US:7924015, US:7598743, US:20030006779:A1, US:6389337, US:20030155930:A1, US:6573685, US:20010035737:A1, US:6736941, DE:60112502:T2, US:20020021135:A1, US:20010048226:A1, US:6531848, US:D442503:S1, US:6359442, US:20020007237:A1, US:6356042, US:6732031, US:6636790, US:6628011, US:6222342, US:6856972, US:20020030495:A1, US:6577107, US:20050060070:A1, US:6242887, US:20040113494:A1, US:6304087, US:6906523, US:20020047711:A1, US:6347958, US:6456036, US:20020074398:A1, US:6629054, US:20020050163:A1, US:6909356, US:20020118111:A1, US:6448778, US:20080059014:A1, US:7848857, US:6356083, US:20050213874:A1, US:20020116140:A1, US:6534992, US:20020121901:A1, US:20020121877:A1, US:20020128985:A1, US:6388448, US:6384608, US:6611740, US:20020176010:A1, CN:2470964:Y, US:6777945, US:6570385, US:20050017726:A1, US:20030194672:A1, US:7235977, US:20040051534:A1, US:20040164706:A1, US:20020152791:A1, US:7069979, US:6961445, US:20040150494:A1, US:20040239332:A1, US:6417669, US:20040251876:A1, US:7501795, US:6788025, US:7015674, US:7479763, US:6597150, US:20040032264:A1, US:6544078, US:6469511, US:20030017753:A1, US:7883002, US:20080169818:A1, US:7272519, US:20030040873:A1, US:20030030442:A1, US:20030036909:A1, US:20030114206:A1, US:6784635, US:7376497, US:20050119809:A1, US:20030060953:A1, US:6466026, US:6621272, US:7363175, US:7034541, US:20040145371:A1, US:6941234, US:20030088375:A1, US:6531847, US:7592776, US:7198510, US:20050017952:A1, US:6599243, US:6983212, WO:2003047064:A2, US:6745153, US:6618644, US:6686542, US:20030128036:A1, US:6771073, US:6696819, US:20030128011:A1, US:20030171111:A1, US:20040113588:A1, US:20030164073:A1, US:20030169018:A1, US:20030169019:A1, WO:2003076960:A1, US:6500025, US:6930485, US:20030173971:A1, US:20030177417:A1, US:20100145780:A1, US:20030184262:A1, US:20030187556:A1, US:6805090, US:20030184264:A1, US:20030184306:A1, US:6906522, GB:2387235:A, US:20030197512:A1, US:7120488, US:20030212311:A1, US:20030214395:A1, US:20040065489:A1, US:20030224241:A1, JP:2003346909:A, US:7657386, US:7089127, US:20030236656:A1, US:7182147, US:20040000893:A1, US:20040000913:A1, US:20040002824:A1, US:20040000915:A1, US:20040002836:A1, US:6667624, US:6842707, US:20050173142:A1, US:20040000891:A1, US:20040000590:A1, US:20040002825:A1, US:6784637, US:6825669, US:20050133245:A1, US:7173182, US:20040044454:A1, US:20050025299:A1, US:7200424, US:20060102397:A1, US:6623314, US:7102556, US:20040044452:A1, US:6966676, US:20040046564:A1, US:7081755, US:7723993, US:20040049361:A1, US:20040054503:A1, US:7012433, US:20040051533:A1, US:6911825, US:20040051532:A1, US:6988053, US:7177925, US:20040064225:A1, US:20040088087:A1, US:20050096809:A1, US:6832141, US:7049822, US:20040172177:A1, WO:2004047215:A1, US:20110215767:A1, US:7667437, US:20050007068:A1, US:20070108942:A1, US:20060012330:A1, US:20040108856:A1, US:6781382, US:20040108855:A1, US:20060139167:A1, US:7619417, US:7208914, US:20040157113:A1, US:6895809, US:6888468, US:20040178185:A1, US:20040145342:A1, US:6781344, US:6796841, US:20050102073:A1, US:20040189309:A1, US:6891378, US:6933727, US:20040199343:A1, US:20040207367:A1, US:6904796, US:20060152224:A1, US:6957133, US:20040221641:A1, US:7751953, US:20040227523:A1, US:20070082652:A1, US:7129706, US:20040251907:A1, US:7408358, US:20040257084:A1, US:6913483, US:20050021294:A1, US:7209860, US:20050009122:A1, US:20050043868:A1, US:7319304, US:20050192045:A1, US:7042346, US:20050143882:A1, US:9018958, US:20110265025:A1, US:8674711, US:9255955, US:8164343, US:7154276, US:20070194793:A1, US:20160154044:A1, US:7251551, US:7184905, US:20050073314:A1, US:20050076381:A1, US:6919725, US:20080106267:A1, US:20050077904:A1, US:7977914, US:20060026017:A1, US:7116109, US:7595643, US:20050128083:A1, US:7339477, US:20060282323:A1, US:20050128902:A1, US:20050134282:A1, US:20050168226:A1, US:7212887, US:20050159847:A1, US:6845279, US:6856162, US:20050182536:A1, US:7598699, US:20050184732:A1, JP:2005238969:A, US:8449560, US:20050206346:A1, US:7729880, US:7170393, US:7453238, US:7119686, US:7777612, US:20060030980:A1, US:7596437, US:20050256617:A1, US:20050258241:A1, US:20050264296:A1, US:7642786, US:20050269880:A1, US:7772850, US:20060017447:A1, US:7425833, US:7106070, US:7098666, US:7233128, US:7209850, US:7202636, US:20060076923:A1, US:7301303, US:20120182132:A1, US:9496720, US:8704483, US:8442877, US:8344685, US:8963550, US:20060038572:A1, US:8436619, US:20090184165:A1, US:20060043976:A1, US:20060061469:A1, US:20060079203:A1, US:20060089767:A1, US:8310271, US:20060090554:A1, US:20060090555:A1, US:7538571, US:8226008, US:20060091597:A1, US:7212911, US:20060092584:A1, US:7696759, US:20060136119:A1, US:20060095230:A1, US:20080094068:A1, EP:1807710:B1, EP:1810869:A1, US:7219023, US:20070259256:A1, US:7710119, US:20060125482:A1, US:7545146, US:7684908, US:20060161390:A1, US:20060155439:A1, US:20060161313:A1, US:7498767, US:7706992, JP:2006242674:A, US:20080194984:A1, US:7679325, US:20060244457:A1, US:7990155, JP:2006331976:A, US:7504830, US:7743788, US:7698179, US:20070005201:A1, US:8024083, US:20090276115:A1, US:20140194084:A1, US:20070026916:A1, US:20070024460:A1, US:7728556, US:20070046261:A1, US:20080303529:A1, US:20070088472:A1, US:7029338, EP:1786057:A2, US:7774130, US:20080303528:A1, WO:2007075403:A2, US:20080053716:A1, US:20070182576:A1, US:20070194791:A1, US:20070205752:A1, US:20070205983:A1, US:20070210801:A1, US:7571035, US:20090273451:A1, US:20070279066:A1, US:7690573, US:20080023547:A1, US:20080036421:A1, US:7590476, US:20080064559:A1, US:20080086246:A1, US:20080087479:A1, US:20100066283:A1, US:20080103656:A1, US:20100052193:A1, US:20080179122:A1, US:7791348, US:7940053, US:7808375, US:20090006476:A1, CN:201063352:Y, WO:2009004001:A1, US:20090011327:A1, US:20090013521:A1, US:9274157, US:20110015815:A1, US:9335362, US:8306690, US:20130158782:A1, US:20160171799:A1, US:20090024419:A1, US:20090024266:A1, US:20160253852:A1, US:20090146800:A1, US:7902990, US:8203345, US:20090146610:A1, US:20090160395:A1, US:20090198372:A1, US:20090203247:A1, US:8594957, US:20090237029:A1, US:20090237086:A1, US:20090247020:A1, US:8047868, DE:102009013857:A1, US:20090251151:A1, JP:2009244166:A, US:8222868, US:20090259432:A1, US:20090265121:A1, JP:2009261174:A, US:20090311919:A1, US:7959476, WO:2010007681:A1, EP:2302724:A1, US:20100023198:A1, DE:102008036595:A1, US:20100039065:A1, US:20110161025:A1, US:20100094496:A1, WO:2010035605:A1, US:20120256494:A1, WO:2010042517:A1, US:20100088050:A1, US:20110258112:A1, US:20100117603:A1, JP:5216550:B2, JP:2010172122:A, JP:2010172142:A, US:20100214055:A1, US:20100265131:A1, US:20100314950:A1, US:20120074904:A1, US:20120256568:A1, US:20110004427:A1, US:8509212, US:20110106280:A1, US:20120293372:A1, US:9588185, US:20110218747:A1, US:9425487, US:9166261, US:8827729, US:7914350, US:20110267067:A1, US:20110273181:A1, US:20150115720:A1, US:9229062, US:20110294367:A1, US:D643759:S1, US:20190154763:A1, US:20180306867:A1, US:20190204392:A1, US:20140239964:A1, US:20110300416:A1, WO:2011153419:A2, US:20140117997:A1, US:9419311, US:20140099830:A1, US:20120041697:A1, US:9201120, US:20120046807:A1, US:20120046824:A1, US:20120062237:A1, US:8738309, US:20120086399:A1, US:20120116391:A1, WO:2012078921:A2, US:20130314041:A1, US:20140029308:A1, US:20120249069:A1, US:20120274331:A1, US:8810200, US:20130172019:A1, US:20140225622:A1, US:20130099747:A1, US:20130106596:A1, CN:103091633:A, US:20130106362:A1, US:20130115821:A1, WO:2013070850:A2, US:10429449, US:20130311124:A1, US:20130134926:A1, US:20130200855:A1, US:20130218781:A1, US:20130288706:A1, US:20130297247:A1, US:D687727:S1, US:9037394, US:20130325405:A1, US:10046649, US:20190152332:A1, US:20140002094:A1, US:20190105998:A1, US:20140002021:A1, US:20140081527:A1, US:20140374475:A1, US:20140145670:A1, US:8825272, US:20140266061:A1, US:20140260577:A1, US:20140278159:A1, US:9244100, US:9312575, US:20140354237:A1, US:20140368156:A1, US:20160232736:A1, US:20150093922:A1, US:20160336623:A1, US:9639899, US:20150168499:A1, US:20160238667:A1, US:10843574, US:20150166518:A1, US:9923289, US:20150221135:A1, US:20150239365:A1, US:9056556, US:10473555, US:20160011271:A1, US:20160091571:A1, US:10222397, US:10317468, US:20160216335:A1, US:20180009328:A1, US:20160266212:A1, US:20160285284:A1, US:20160321897:A1, US:9966676, US:20170093056:A1, US:20170146602:A1, US:20170158058:A1, US:20170373410:A1, US:10608353, US:10525841, US:20210325471:A1, US:20180113171:A1, US:20200086757:A1, CN:206658084:U, US:20200174078:A1, US:20210048374:A1, US:20210049480:A1, US:20210135462:A1, US:20210141043:A1, US:20210141021:A1, US:20210203016:A1, US:20210231737:A1 | 2023-01-10 | 2023-01-10 | 1. A maintenance device for coupling to an electric vehicle and performing maintenance on an electrical system of the electric vehicle, comprising:\na device housing;\na controller in the housing configured to control operation of the maintenance device;\na charging source which is controlled by the controller; low voltage input/output circuitry coupled to the controller;\na bus outside of the housing coupled to the low voltage input/output circuitry;\na low voltage junction box coupled to the bus outside of the housing, the junction box having a databus connection configured to couple to low voltage systems of the electric vehicle including a databus of the electric vehicle to thereby receive outputs from sensors of the electric vehicle, communicate with a controller of the electric vehicle and control operation of the vehicle during charging of a high voltage battery pack of the vehicle wherein the low voltage junction box comprises an appropriate connector selected from a plurality of connectors based upon a specific type of the electric vehicle;\na high voltage junction box having a high voltage connection configured to couple the charging source to the high voltage battery pack of the electrical system of the vehicle while operation of the vehicle is controlled by the controller;\ncommunication circuitry configured to couple to the battery pack of the electric vehicle and communicate with sensors of the battery pack that measure voltage, current and temperature;\nand wherein the controller is configured to control charging of the high voltage battery pack using the high voltage junction box while communicating with the electric vehicle through the low voltage junction box to cause contactor relays of the vehicle to close and thereby provide an electrical connection to the high voltage battery pack; and including power supply circuitry configured to be powered by a 12 volt source of the vehicle;\nwherein the high voltage connection comprises a Kelvin connection and the controller is configured to measure a dynamic parameter of the high voltage battery pack.\n, a device housing;, a controller in the housing configured to control operation of the maintenance device;, a charging source which is controlled by the controller; low voltage input/output circuitry coupled to the controller;, a bus outside of the housing coupled to the low voltage input/output circuitry;, a low voltage junction box coupled to the bus outside of the housing, the junction box having a databus connection configured to couple to low voltage systems of the electric vehicle including a databus of the electric vehicle to thereby receive outputs from sensors of the electric vehicle, communicate with a controller of the electric vehicle and control operation of the vehicle during charging of a high voltage battery pack of the vehicle wherein the low voltage junction box comprises an appropriate connector selected from a plurality of connectors based upon a specific type of the electric vehicle;, a high voltage junction box having a high voltage connection configured to couple the charging source to the high voltage battery pack of the electrical system of the vehicle while operation of the vehicle is controlled by the controller;, communication circuitry configured to couple to the battery pack of the electric vehicle and communicate with sensors of the battery pack that measure voltage, current and temperature;, and wherein the controller is configured to control charging of the high voltage battery pack using the high voltage junction box while communicating with the electric vehicle through the low voltage junction box to cause contactor relays of the vehicle to close and thereby provide an electrical connection to the high voltage battery pack; and including power supply circuitry configured to be powered by a 12 volt source of the vehicle;, wherein the high voltage connection comprises a Kelvin connection and the controller is configured to measure a dynamic parameter of the high voltage battery pack., 2. The maintenance device of claim 1 including communication circuitry configured to couple to the databus of the electric vehicle., 3. The maintenance device of claim 1 including a shut off switch configured to be actuated by an operator to disconnect the charging source from the battery pack., 4. The maintenance device of claim 1 including a load configured to selectively discharge the battery pack., 5. The maintenance device of claim 1 including a bridge circuit configured to couple to the battery pack and wherein a voltage difference across the bridge circuit is indicative of electrical current leakage from the battery pack to electrical ground., 6. The maintenance device of claim 1 wherein the controller is configured to communicate with the databus of the electric vehicle during charging of the battery pack., 7. A slave device configured to couple to the maintenance device of claim 1 the slave device including a slave charging source configured to apply a slave charge to the battery pack., 8. The slave device of claim 7 wherein the controller controls the slave charging source to thereby apply a total charge., 9. The maintenance device of claim 1 wherein the controller is electrically isolated from the charging source., 10. The maintenance device of claim 1 including a memory configured to log information related to charging of the battery pack., 11. The maintenance device of claim 1 further including an electrical load configured to electrically discharge a cell or battery of the battery pack., 12. The maintenance device of claim 4 wherein the load comprises a controllable load that includes at least two load resistances configured to the selectively electrically coupled to a battery pack., 13. The maintenance device of claim 1 wherein charging of the high voltage battery pack is controlled in response to a sensed temperature., 14. The maintenance device of claim 1 wherein the high voltage junction box comprises an appropriate connector selected from a plurality of connectors based upon a specific type of the electric vehicle., 15. The maintenance device of claim 1 wherein the databus is in accordance with an OBDII communication standard., 16. The maintenance device of claim 1 wherein the low voltage junction box includes a fuse to provide electrical isolation., 17. The maintenance device of claim 1 wherein the controller is configured to control the charging current generated by the charging source., 18. The maintenance device of claim 1 including a temperature sensor configured to sense a temperature of the high voltage battery pack., 19. The maintenance device of claim 1 wherein the controller is configured to balance a charge of a plurality of battery cells in the high voltage battery pack., 20. The maintenance device of claim 1 wherein the charging source is configured to provide a jump start to an internal combustion engine of the electrical vehicle., 21. The maintenance device of claim 1 including a fan to provide air flow through the maintenance device., 22. The maintenance device of claim 1 including an ambient temperature sensor., 23. The maintenance device of claim 1 wherein the charging source comprises a plurality of stacked power supplies., 24. The maintenance device of claim 1 including an output which provides time remaining indicator., 25. The maintenance device of claim 1 wherein the controller provides information to an operator prompting the operator to use an appropriate junction box for the electric vehicle., 26. The maintenance device of claim 1 including a memory configured to store information related to types of vehicles under test and testing and maintenance procedures., 27. The maintenance device of claim 26 wherein the memory is updateable., 28. The maintenance device of claim 1 wherein the controller couples to input/output circuitry which provides an operator with a series of menus., 29. The maintenance device of claim 23 wherein at least one of the stacked power supply has an adjustable voltage output., 30. The maintenance device of claim 23 wherein individual power supplies of the stacked power supply can be turned on sequentially to reduce an instantaneous current in rush. | US | United States | Active | B | True |
| 65 | 监控工作站、换电池站和电动汽车通过物联网组成的电池箱更换系统 \n | CN106427936B | 技术领域本发明涉及物联网、电动汽车关键部件和电动汽车整车制造领域，特别涉及一种监控工作站、电动汽车电池箱更换站和电动汽车通过物联网组成的电动汽车电池箱更换系统，还特别涉及一种电动汽车动力电池的防爆阻燃系统。背景技术1.物联网是通过射频识别(RFID)、红外感应器、全球定位系统、激光扫描器等信息传感设备，按约定的协议，把任何物品与互联网相连接，进行信息交换和通信，以实现智能化识别、定位、跟踪、监控和管理的一种网络概念。2.机器人(Robot)是自动执行工作的机器装置。它既可以接受人类指挥，又可以运行预先编排的程序，也可以根据以人工智能技术制定的原则纲领行动3.国际最先进的电源浪涌保护器(SPD)；信号线、控制线路保护器(SPD)的正弦波跟踪滤波及特殊化学封装的专利技术，包含浪涌保护和滤波技术，非常符合电磁脉冲防护的技术要求，产品具有以下优势：多级防护机制，残压可达0V。经过导流的浪涌电压一般在2.5KV～15KV之间，所配备的SPD产品应该经过多级防护后，达到极低的残压，特殊行业能够达到0伏；响应速度小于1纳秒，有效防护二次雷、感应雷以及电气内部涌流瞬态电压抑制器(简称TVS)。TVS二级管响应时间小于1纳秒；外壳采用NEMA 4标准，防水、防火、防爆、防静电；专利的正弦波ORN跟踪技术，精确消除浪涌、谐波功能；独一无二的化学封装专利技术，保障器件持久的可靠性能，特殊的化学封闭，能迅速吸收浪涌过程中产生的热量；真正的10模(全模)保护，阻断浪涌所有可能通道。线与线之间进行滤波保护，阻断了线与线、线与地所有可能的通道；混合多元化模块，热、电双保险熔断电容设计；唯一可不接地的浪涌保护产品，采用专利的正弦波跟踪技术，特殊化学封装，以及纳秒级TVS元件，十模保护以及混合多元化模块，使得该产品可以不通过接地释放能量。4.电动汽车是指以车载电源为动力，用电机驱动车轮行驶，符合道路交通、安全法规各项要求的车辆。目前电动汽车在中国发展前景良好。但是电动汽车由于其充电不方便，续航能力不足等问题，制约了电动汽车在中国以及在世界的发展，目前有快速充电技术可以在短时间内将电池电量充满，但是这种充电技术严重损害了电池的寿命，还有一种充电桩技术发展很不完善，需要专车专用充电桩，大大降低了充电桩的使用效率，在城市地下停车场大量建立换电站就能满足电动汽车续航能力的要求，电动汽车有两种换电方式：侧向换电和底盘换电，底盘换电主要指的是在汽车底部进行电池更换。5.本发明借鉴了以下专利或专利申请的优点克服了不足：5.1.CN201510067192.2电动车电池包的快换方法及快换系统。5.2.CN201420173472.2用于汽车电池包的接电器弹性密封结构。5.3.CN201320802525.8一种电池组。5.4.CN201310612437.6一种机器人机械手控制系统。5.5.CN201410053423.X计算机互联网多个机器人组成的电动汽车电池组更换系统。5.6.CN201320863239.2降低电动汽车电池组燃烧概率的电池组供电系统。6.现有的插电模式的电动汽车存在着续航能力差和车体被撞击后线路短路，造成动力电池燃烧的缺点。发明内容为了克服现有电动汽车电池箱不能自动更换、电动汽车被撞击后动力电池电路短路燃烧的缺点，本发明提供了一种监控站换电站电动汽车通过物联网组成的电池箱更换系统和电动汽车动力电池防爆阻燃系统，监控站换电站电动汽车通过物联网组成的电池箱更换系统中的第三监控工作站通过远程通信线路与第一监控工作站和第二监控工作站连接后，再通过网络交换机和智能通信终端与四柱举升机、摆渡机器人、第一码垛机器人、第二码垛机器人、第一输送线和第二输送线连接；第三监控监控工作站再通过网络连接设备、互联网、3G/4G移动系统网络、车载3G/4G无线通信模块和电动汽车车载通信装置，连接电池箱更换系统中的控制第一电池箱机器人系统和控制第二电池箱机器人系统后，控制第一电池箱和第二电池箱。监控工作站启动控制第一电池箱机器人系统和摆渡机器人卸载和安装第一电池箱和第二电池箱，监控工作站启动控制第二电池箱机器人系统和摆渡机器人卸载和安装第一电池箱和第二电池箱；第一电源浪涌保护器接地导线的第二连接点卸载和吸收了沿着第一电源线进入的大电流；第三连接点卸载和吸收了沿着第二电源线进入的大电流；第二电源浪涌保护器的第五连接点卸载和吸收了沿着第三电源线进入的大电流；第六连接点卸载和吸收了沿着第四电源线进入的大电流；第一、二信号线控制线路保护器的第一、四连接点卸载和吸收了沿第一、二控制线和BMS信号线进入的大电流，各配件的接地导线通过导电轮胎将电流导入大地。本发明解决其技术问题采用的技术方案是：电动汽车底盘上安装的电池箱更换系统包含第一电池箱放置处和第二电池箱放置处；第一电池箱放置处设置于电动汽车底盘的中前部,第二电池箱放置处设置于电动汽车底盘的中后部,使用时第一电池箱放置于第一电池箱放置处内；第二电池箱放置于第二电池箱放置处内,使得电动汽车的重心在电动汽车的中部,在电池箱悬挂支架上设置电池箱支架导线通道,第一电池箱接电器座,第二电池箱接电器插座,用螺丝通过第一固定口和第二固定口把电池箱悬挂支架安装在电池箱更换系统的内部顶板下面。在电池箱更换系统的内部安装控制第一电池箱机器人系统和控制第二电池箱机器人系统,车轮由导电的金属制成的轮毂和导电的橡胶制成的轮胎组成后,能够向地面传导各个配件接地导线上的电流。切换单元包括第一电池箱和第二电池箱；第一电池箱和第二电池箱是分别独立的动力电源配置在电动汽车上,第一电池箱的输出端和第二电池箱的输出端并联连接。第一电池箱为优先动力电源,第二电池箱为备用动力电源,切换单元被配置为：在当前供电的第一电池箱的SOC小于预定阈值时,切换到第二电池箱进行供电。SOC为State of Charge的缩写,指充电容量与额定容量的比值,用百分比表示,电池具有额定容量,在某倍率下充电一定的时间,能够得到充电容量,充电容量与额定容量的比值即为SOC,预定阈值设定为5％-8％之间。第一电池箱的输出端内部连线上设置有第一主正继电器，第一主正继电器并联第一二极管。第二电池箱的输出端内部连线上设置有第二主正继电器,第二主正继电器并联第二二极管。在正常行驶过程中,使用第一电池箱进行供电,在第一电池箱进行供电时,第一主正继电器闭合,第二主正继电器断开。第一电池箱和第二电池箱都包括多个能够单独拆卸的第一单体电池和第二单体电池,第一电池箱和第二电池箱包含多个第一单体电池和第二单体电池、系统采集板LECU和1个电池系统主控板BMU。其中系统采集板LECU主要采集每个第一单体电池和第二单体电池的电压和温度,电池系统主控板BMU主要与电池系统外围单元通讯,电池系统主控板BMU通过信号控制第一电池箱和第二电池箱内部的继电器导通或关断,同时监测总正、总负之间的电压,电池系统主控板BMU时时采集电流传感器检测的电流大小,作为计算SOC的主要依据之一,电池系统主控板检测继电器的导通和关断状态,作为安全监控条件。电动汽车行驶时切换单元被配置为：使第一主正继电器断开,第一电池箱通过第一二极管对外供电；使第二主正继电器闭合,第二电池箱通过第二主正继电器对外供电；在第二电池箱的电压大于第一电池箱的电压的条件下,单向导通的第一二极管断开。电动汽车停驶时切换单元被配置为：通过网关控制器使得第一电池箱的低压系统进入休眠模式,在电动汽车重新启动过程中启动第二电池箱的低压系统并且禁止启动第一电池箱的低压系统,从而仅通过第二电池箱供电。运行切换：当第一电池箱工作需要切换到第二电池箱时,先控制第一电池箱的第一主正继电器断开,此时通过第一二极管导通对外供电,下一步闭合第二电池箱的第二主正继电器,此时两个电池箱同时对外供电,但由于第二电池箱的电压高于第一电池箱,第一二极管反向截止,无法输出电压,也不会发生电压突变及两个电池箱之间产生电势差,由网关控制器使第一电池箱的低压系统进入休眠模式,顺利完成切换。停车切换：当第一电池箱的SOC过低时,停车后,由网关控制器使第一电池箱的低压系统进入休眠模式,重新启动时只启动第二电池箱的电气系统,完成切换。紧急情况处理：电动汽车在运行的时候,第一电池箱突然达到预警温度150°时马上进行运行切换，由第一电池箱切换到第二电池箱,第一电池箱温度超过预警温度还在升高,立即启动控制第一电池箱机器人系统开始工作,在动力装置的带动下连杆下端安装的第一托架随连杆一起做脱离第一电池箱的移动,第一托架上的第一承重平台逐渐脱离第一电池箱的第一电池箱第二固定平台,第一托架与第一电池箱脱离,第一电池箱自动脱落离开电动汽车底盘掉到路面上。第二电池箱突然达到预警温度150°时马上进行运行切换,由第二电池箱切换到第一电池箱,第二电池箱温度超过预警温度还在在升高,立即启动控制第二电池箱机器人系统开始工作,在动力装置的带动下连杆下端安装的第二托架随连杆一起做脱离第二电池箱的移动,第二托架上的第二承重平台逐渐脱离第二电池箱的第二固定平台,第二托架与第二电池箱脱离,第二电池箱自动脱落离开电动汽车底盘掉到路面上。第一电池箱和第二电池箱同时达到预警温度150°温度还在在升高并且无法控制,能够同时启动控制第一电池箱机器人系统做脱离第一电池箱的移动和控制第二电池箱机器人系统做脱离第二电池箱的移动,同时抛掉第一电池箱和第二电池箱。在控制第一电池箱机器人系统和控制第二电池箱机器人系统中,包括总控制器、液压控制器和伺服电机控制器,液压控制器和伺服电机控制器均与总控制器相接,液压控制器接有多路减压放大器,多路减压放大器接有电液比例阀,电液比例阀用于带动机械手连杆上下移动的油缸连接；伺服电机控制器接有多路伺服放大器,多路伺服放大器与用于带动连杆转动的伺服电机相连接,伺服电机通过减速箱与连杆相连接；液压控制器还接有用于检测连杆移动距离的位移传感器和用于检测油缸内液压油压力的压力传感器,伺服电机控制器还接有用于检测减速箱动力输出轴转速的光电编码器,总控制器还接有用于摄录机械手活动状况的摄像机和用于显示机械手活动状况的显示屏。液压控制器和伺服电机控制器均通过CAN总线与总控制器通信。总控制器通过RS232数据线接收遥控端指令,通过CAN总线分配任务给液压控制器和伺服电机控制器控制机械手各执行机构动作,液压控制器120的输出端连接多路减压放大器,通过电液比例阀对油缸进行控制,伺服电机控制器的输出端连接多路伺服放大器,多路伺服放大器的输出端连接伺服电机,通过伺服电机对减速箱进行控制。通过摄像机对环境进行采集,通过显示屏显示机械手的操作过程。并通过在机器人的机械手上设置位移传感器,避免自体和外界环境的碰撞。监控站换电站电动汽车通过物联网组成的电池箱更换系统分9个步骤更换第一电池箱和第二电池箱。电池箱外壳构成了第一电池箱外壳和第二电池箱外壳,电池箱外壳包括上盖和底盖，电池箱外壳底盖的前侧面嵌装有接电器插头能够构成第一接电器头或第二接电器插头,电池箱外壳的上盖长度小于底盖的底边的梯形结构。用螺丝通过多个固定口把第一温度调整板和第二温度调整板安装在电池箱更换系统的上面,第一温度调整板对应安装在第一电池箱放置处上面；第二温度调整板对应安装在第二电池箱放置处上面。第一连接管和第二连接管把第一温度调整板和第二温度调整板连接在一起,第一温度调整板上设置冷却液进口和冷却液出口。把第一电池箱放入第一电池箱外壳中,弯成弯度90°的第一屏蔽导管和第二屏蔽导管由导电导磁的金属制成固定在第一电池箱外壳的内部。在第一电池箱外壳内部安装第一信号线控制线路保护器,第一控制线和BMS信号线沿着第一屏蔽导管进入第一电池箱外壳内部前与第一信号线控制线路保护器第一导线连接在第一连接点处,第一信号线控制线路保护器第二导线与第一电池箱的电路板信号输出线连接,即第一控制线和BMS信号线与第一信号线控制线路保护器的连接方式是串联连接,第一连接点卸载和吸收了沿着第一控制线和BMS信号线进入的大电流。第一信号线控制线路保护器接地导线与第一电源浪涌保护器接地导线连接。在第一电池箱外壳内部安装第一电源浪涌保护器,第一电源线沿着第二屏蔽导管进入第一电池箱外壳内部前与第一电源浪涌保护器第一导线连接于第二连接点处,然后第一电源线与第一电池箱的正极接线柱连接；第二电源线沿着第二屏蔽导管进入第一电池箱外壳内部前与第一电源浪涌保护器第二导线连接于第三连接点处,然后第二电源线与第一电池箱的负极接线柱连接；第一电源浪涌保护器接地导线与第一电池箱插头的接地导线第四强电触头连接；第二连接点卸载和吸收了沿着第一电源线进入的大电流；第三连接点卸载和吸收了沿着第二电源线进入的大电流。在第一电池箱外壳内部安装第二电源浪涌保护器，第三电源浪涌保护器第一导线与第一电池箱的外表面连接,第三电源浪涌保护器第二导线与第一电池箱外壳的内表面连接,能够卸载和吸收沿着第一电池箱外壳感应出来的大电流。第三电源浪涌保护器接地导线与第一电源浪涌保护器接地导线连接。第一信号线控制线路保护器接地导线、第一电源浪涌保护器接地导线和第三电源浪涌保护器接地导线做等电位连接,把以上各个接地导线上的电流导入接地导线第四强电触头后再导入电动汽车的接地系统后由车轮导入大地。把第二电池箱放入第二电池箱外壳中,弯成弯度90°的第三屏蔽导管和第四屏蔽导管由导电导磁的金属制成固定在第二电池箱外壳的内部。在第二电池箱外壳内部安装第二信号线控制线路保护器,第二控制线和BMS信号线沿着第三屏蔽导管进入第二电池箱外壳内部前与第二信号线控制线路保护器第二导线连接在第四连接点处,第二线号线控制线路保护器第一导线与第一电池箱的电路板信号输出线连接,即第一控制线和BMS信号线与第二信号线控制线路保护器的连接方式是串联连接,第四连接点卸载和吸收了沿着第二控制线和BMS信号线进入的大电流。第二线号线控制线路保护器接地导线与第二电源浪涌保护器接地导线连接。把第二电池箱放入第二电池箱外壳中,弯成弯度90°的第三屏蔽导管和第四屏蔽导管由导电导磁的金属制成固定在第二电池箱外壳内部内壳上。在第二电池箱外壳内部安装第三电源浪涌保护器，第三电源线沿着第四屏蔽导管进入第二电池箱外壳内部前与第二电源浪涌保护器第二导线连接于第五连接点处,然后第三电源线与第二电池箱的正极接线柱连接；第四电源线沿着第四屏蔽导管进入第二电池箱外壳内部前与第二电源浪涌保护器第一导线连接于第六连接点处,然后第四电源线与第二电池箱的负极接线柱连接,第二电源浪涌保护器接地导线与第二接电器插头的第九强电触头连接,第五连接点卸载和吸收了沿着第三电源线进入的大电流；第六连接点卸载和吸收了沿着第四电源线进入的大电流。在第二电池箱外壳内部安装1个第四电源浪涌保护器，第四电源浪涌保护器第一导线与第二电池箱的外表面连接,第四电源浪涌保护器第二导线与第二电池箱外壳的内表面连接,第四电源浪涌保护器接地导线与第二电源浪涌保护器接地导线连接。第二电源浪涌保护器接地导线、第四电源浪涌保护器接地导线和第二线号线控制线路保护器接地导线做等电位连接,把以上各个接地导线上的电流导入第九强电触头后再导入电动汽车的接地系统后由车轮导入大地。电源浪涌保护器在电路中与电源线的连接方式是并联。电池包外壳是由边框及上盖、下盖组成，电池包外壳上盖上设有正极接线柱、负极接线柱，通过导线与每个电池连接的防过压/过流/过温电路板，电路板设有电路板信号输出线；电池包外壳的内部包括多个正、负电极分设在两端的第一单体电池和第二单体电池以相邻电池极性相反组合排列构成的电池阵列,相邻电池的正负电极通过连接片连接，在电池阵列的顶面和底面分别设有上支撑座、下支撑座，上支撑座、下支撑座通过多根支撑柱固定连接，在电路板上安装电路板保护罩，电路板信号输出线从电路板保护罩上引出。第一单体电池中正极柱和负极柱的连线与上盖的延长线和下盖延长线都成90°夹角。第一电池格排列为正六边形，第二电池格排列为二分之一个正六边形,两种排列方式放置两种第一单体电池；在上支撑座、下支撑座的凹槽底面分别与电池上下端面之间设置弹性缓冲胶垫，弹性缓冲胶垫的形状为圆环状，材料为EPDM，在连接片上贴附绝缘导热胶带。在上支撑座、下支撑座上分别设置能够卧装电池两端的凹槽，在相互连接的电池凹槽间设置能露出电池电极的连通孔。第一单体电池是正六棱柱体的结构，第一单体电池的第一边、第二边、第三边、第四边、第五边和第六边长度相等。第一单体电池和第二单体电池包括电芯、内壳、外壳、正极柱和负极柱，内壳将电芯包裹在其中，外壳包裹住内壳，正极柱和负极柱分别位于外壳的上下端面的中间位置。外壳上端面设有一盖板，盖板上设有第一注胶口，外壳的下端面与第一注胶口对应位置设有第二注胶口。内壳和外壳之间填充有高导热电子硅胶。正极柱和负极柱均套有一与正极柱和负极柱相匹配的螺母；螺母与外壳接触面之间设有垫片；正极柱的中间位置设有注液口，注液口旁还设有排气口，通过内外壳之间填满的高导热电子硅胶，能使得电芯的热扩散更加均匀，并能快速的将热量导入外壳，加快了散热速度，且能有效的提高锂电池的抗震能力和密封性。垫片用以固定电芯及用来与外壳的绝缘，提高了电绝缘性和稳定性，正极柱上设有注液口和排气口，具有锂电池电解液的注液及排气减压功能。第二单体电池结构二分之一正六棱柱体结构,第二单体电池的第七边、第八边和第九边长度相等。摆渡机器人括X轴、Z轴、R轴三个方向的自由度，依次为直线行走机构、液压举升机构和角度纠偏机构。直线行走机构位于摆渡机器人的底部，包括滑轮、万向联轴器、皮带、第一伺服电机、第一减速机和底座前端两个滑轮为机器人动力装置，与一组万向联轴器连接,后端两个滑轮为从动装置；第一伺服电机与配套的第一减速机胀套连接,通过皮带实现第一减速机与滑轮的动力传输，驱动滑轮在滑轨上直线行走。直线行走机构下端布置有三个光电开关,依次与原点挡片和前后两个极限挡片配合，提供给PLC控制系统到位开关信号，实现机器人原点搜索和复位，并杜绝其越界运行；前极限挡片、原点挡片及后极限挡片沿铺设的直线滑轨依次排列，原点挡片位于前后极限挡片中间。液压举升机构位于直线行走机构底座的上部,一级液压缸位于二级液压缸的下部,一级液压缸完全伸出后,二级液压缸开展伸缩运动；一、二级液压缸一侧分别焊接横梁并布置有防转梁,防转梁与位于一级液压缸焊接横梁及底座焊接横梁上的两个防转孔配合，防止电池箱随液压举升机构举升过程中的旋转；一、二级液压缸另一侧分别设置有齿条、编码器、挡片和第一接近开关；挡片与第一接近开关相配合，第一接近开关设置于一级液压缸焊接横梁的底端，当一级液压缸完全伸出，挡片触发第一接近开关开关信号，二级液压缸开始伸缩运动；位于二级液压缸侧面上的齿条通过齿轮与编码器啮合，通过计算编码器转数获取二级液压缸上升高度；编码器与PLC控制系统连接，PLC控制系统开始高速计数。角度纠偏机构位于液压举升机构的上端，包括安装法兰、大齿轮和小齿轮、第二伺服电机和第二减速机二级液压缸上安装有安装法兰，第二伺服电机、第二减速机、大齿轮和小齿轮依次布置于安装法兰上，第二伺服电机上端安装小齿轮，二级液压缸上安装大齿轮，大小齿轮机械啮合，随第二伺服电机驱动配合旋转。大齿轮下端布置有挡片,安装法兰上布置三个第二接近开关；大齿轮在旋转过程中依次触发旋转左右极限、原电复位开关信号,确保大齿轮在规定的范围内旋转。角度纠偏机构上端安装有电池箱托盘，大齿轮旋转圆心与电池箱托盘重心同心。电池箱托盘安装有4个限位块，与待换电动汽车电池组箱底部四个突起耦合,可实现电池外箱位置微调和可靠固定。电池箱托盘上安装有超声测距传感器168和DMP传感器,超声测距传感器用于测量电池箱托盘到待换电的电动汽车底盘的距离；DMP传感器与安装于待换电动汽车底盘上的反光板配合,搜寻计算反光板靶点位置,获取摆渡机器人与待换电动汽车的水平角度偏差。直线行走机构、液压举升机构联动，只有摆渡机器人直线行进和垂直举升到达设定位置时，角度纠偏机构才开始动作，只有角度纠偏机构上的电池箱托盘达到预期效果，液压举升机构才重新开始动作。直线行走机构、角度纠偏机构采用伺服电机驱动，驱动电机与相应的编码器连接，各编码器与相应的驱动器连接；驱动器发送位置脉冲信号给伺服电机，编码器将采集的电机旋转信息传递回驱动器，形成位置模式全闭环控制。摆渡机器人，PLC控制系统为摆渡机器人动作控制的核心部分，包括触摸屏、无线通信模块、欧姆龙PLC控制器、A/D模块、D/A模块；无线通信模块通过串口RS485与触摸屏通信，欧姆龙PLC控制器通过串口RS232与触摸屏通信，触摸屏通过工业以太网与后台监控系统通信；超声测距传感器、DMP传感器、液压比例流量阀、各编码器、接近开关、光电开关与PLC控制系统实时数据传输通信。超声测距传感器和DMP传感器与PLC控制系统中的A/D模块连接，将传感器采集的模拟信号转化为数字信号，并传送给PLC控制系统。液压比例流量阀与PLC控制系统中的D/A模块连接，将PLC控制系统的数字控制信号转化为模拟流量控制信息，实现对液压举升机构的速度控制。编码器与PLC控制系统的A/D模块连接，编码器采集二级液压缸单侧齿条的上升高度，经过计算获取二级液压缸举升距离，将该数据反馈给PLC控制系统，形成举升过程中的全闭环控制。接近开关和光电开关与PLC控制系统中的欧姆龙PLC控制器连接，实时传输摆渡机器人各自由度的极限位置信息，触发PLC控制系统的中断模式及高速计数模式，实现摆渡机器人在规定范围内的准确、快速动作。触头主体与第一电池箱接电器座连接,触头主体与第二电池箱接电器插座连接；接电器插头与第一电池箱连接，接电器插头与第二电池箱连接，在触头主体内触头连接柱右端设置有触头，接电器插头紧密抵靠该触头，触头主体内设置有弹簧，接电器插头向左推动触头时由弹簧限位。触头主体包括壳体和盖，盖设于壳体的左端，壳体的右端和盖均具有通孔。触头连接柱的左端穿设于盖的通孔内，触头设于壳体的通孔内，且触头连接柱与盖的通孔为密封连接，触头与壳体的通孔为密封连接。在壳体内触头连接柱的右端处设置有触头挡片，弹簧套设于触头连接柱外，弹簧的一端抵靠触头挡片，弹簧的另一端抵靠盖。壳体内部、盖和触头挡片形成的空间内填充设置有阻尼油。触头挡片具有阻尼孔,该阻尼孔连通位于壳体内触头挡片左右两侧的空间。触头挡片的外缘与壳体的内表面具有间隙。壳体右侧与接电器插头相对应的表面固定设置有定位螺钉，接电器插头左侧与壳体相对应的表面设置有定位孔。盖的通孔与连接柱的左端之间设置有第一密封圈，触头与壳体的通孔之间设置有第一密封圈。阻尼孔中间部分的直径小于该阻尼孔两端的直径。当安装在电池箱上的接电器插头向左移动，接电器插头插头顶住触头压缩弹簧，两接触平面紧密接触导通电源。触头功能是将电池箱的高压电导入到电动汽车，当电池箱上的接电器插头压迫触头，触头向左退缩，并随着压缩量的增加,触头与接电器插头之间的正压力加大，使它们之间紧密结合。当车辆运行中抖动或加减速时，触头有移动趋势，在壳体内加注有阻尼油，该阻尼油不导电。触头要向左移动,必须克服阻尼油的阻尼后方可移动，瞬间的移动因阻尼油的作用而无法移动，但慢速移动就可以，触头能够在外力作用下向左慢速移动，当触头向左移动时，在触头左方的油压力增高，这些油只能通过在触头上布置的阻尼孔或边缘缝隙流到前面，而这个流动只能慢速进行，如遇瞬时抖动，由于改变运动状态的时间短而无法移动。可有效避免因车辆抖动或加减速时高压触头快速移动，避免因抖动而产生瞬间导电断开，避免触头间拉弧而损坏触头。接第一电器插头底板的第一骨架内设置有一体设置的外圈和内圈双环密封环的第一密封环,第一密封环环绕设置于第一接电器插头上设置的第一强电触头、第二强电触头、第三强电触头、第四强电触头和第一信号控制线触头外。第一电池箱接电器座上的接电器盒内具有第五强电阻尼触头、第六强电阻尼触头、第七强电阻尼触头、第八强电阻尼触头、第一信号控制线接电盒、第一插座、第二插座、第三插座、第四插座和第一信号控制线插座；第一插座的导线与第七强电阻尼触头连接、第二插座的导线与第五强电阻尼触头连接、第三插座的导线与第六强电阻尼触头连接、第四插座的导线与第八强电阻尼触头连接,第一信号控制线插座的信号线与第一信号控制线接电盒连接；第一信号控制线接电盒设置有弹性部件，第一信号控制线触头推动第一信号控制线接电盒时通过该弹性部件使第一信号控制线接电盒紧贴第一信号控制线触头；第一强电触头与第一电源线连通,第二强电触头与第二电源线连通,第四强电触头与第一电池箱的第一电源浪涌保护器接地导线连通，第一信号控制线触头与第一电池箱内的第一控制线和BMS信号线连通。第二插座和第三插座与电动汽车的强电电线连接,第一信号控制线插座与电动汽车的信号控制线连接。弹性部件包括第一橡胶垫一端与接电器盒连接，该第一橡胶垫的另一端与第一电池箱接电器座连接，第一螺栓设置在橡胶垫内。第一接电器插头安装在第一电池箱前端，当控制第一电池箱机器人系统的第一托架将第一电池箱顶入第一电池箱3安装位置后，第一接电器插头与第一电池箱接电器座连接,第三强电触头推动并紧密抵靠第七强电阻尼触头，第一强电触头推动并紧密抵靠第五强电阻尼触头；第二强电触头推动并紧密抵靠第六强电阻尼触头；第四强电触头推动并紧密抵靠第八强电阻尼触头；第一信号控制线触头与第一信号控制线接电盒连接,第一密封环随着第一电池箱的移动，第一密封环的两道密封圆弧与平面结合，产生变形，在触点周围形成两道环形线密封。第一插座第一通风管连接器与电动汽车通风控制系统连接，第一插座第一通风管连接器与第一插座第一通风管连接；第一插座第一通风管与第一插座第一通风管阻尼接头座连接。第一插座第二通风管连接器与第一插座第二通风管连接；第一插座第二通风管与第一插座第二通风管阻尼接头座连接。第一进气口与第二空气进出口连接，外部空气进入空气通道后通过第一空气进出口流出而流入第一电池箱外壳内，把第一电池箱冷却之后从第一出气口排出。第一出气口和第一插座第一通风管阻尼接头座连接；第一进气口和第一插座第二通风管阻尼接头座中间是能够通风的空心结构。第一出气口和第一进气口单独被第一密封环围起来形成单独的环形密封结构后，第一密封环再把第一出气口和第一进气口从中间隔开。第二接电器插头安装在第二电池箱前端，第二电池箱接电器插座安装在电动汽车电池箱悬挂支架上，第二接电器插头底板上的第二骨架内设置有一体设置的外圈和内圈结构的第二密封环，第二密封环环绕设置于第二接电器插头上设置的第九强电触头、第十强电触头、第十一强电触头、第十二强电触头和第二信号控制线触头外，第二电池箱接电器插座上的接电器盒内具有第十三强电阻尼触头、第十四强电阻尼触头、第十五强电阻尼触头、第十六强电阻尼触头和第二信号控制线接电盒、设置第五插座、第六插座、第七插座、第八插座和第二信号控制线接电盒；第五插座的导线与第十三强电阻尼触头连接、第六插座的导线与第十四强电阻尼触头连接、第七插座的导线与第十五强电阻尼触头连接、第八插座的导线与第十六强电阻尼触头连接,第二信号控制线插座的信号线与第二信号控制线接电盒；第十强电触头与第二电池箱第三电源线连通，第十一强电触头与第二电池箱的第四电源线连接，第九强电触头与第二电池箱的第二电源浪涌保护器接地导线连通，第十二强电触头与第二电池箱的第二信号线控制线路保护器接地导线连通，第二信号控制线触头与第二电池箱的第二控制线和BMS信号线连通。第六插座和第七插座与电动汽车的强电电线连接；第二信号控制线插座与电动汽车内信号控制线连接。第二弹性部件包括第二橡胶垫一端与第二接电器盒连接，该第二橡胶垫的另一端与第二电池箱接电器插座连接，第二螺栓设置在橡胶垫内。当控制第二电池箱机器人系统的第二托架将第二电池箱顶入第二电池箱安装位置后，第二信号控制线接电盒与第二电池箱接电器插座连接时，第九强电触头253推动并紧密抵靠第十三强电阻尼触头，第十强电触头推动并紧密抵靠第十四强电阻尼触头；第十一强电触头推动并紧密抵靠第十五强电阻尼触头；第十二强电触头推动并紧密抵靠第十六强电阻尼触头；第二信号控制线触头与第二信号控制线接电盒连接。第二信号控制线接电盒设置有弹性部件，第二信号控制线触头推动第二信号控制线接电盒时通过该弹性部件使第二信号控制线接电盒紧贴第二信号控制线触头。第二密封环随着第二电池箱的移动，第二密封环的两道密封圆弧与平面结合，产生变形，在触点周围形成两道环形线密封。第二插座第一通风管连接器与电动汽车通风控制系统连接,第二插座第一通风管连接器与第二插座第一通风管连接；第二插座第一通风管与第二插座第一通风管阻尼接头座连接。第二插座第二通风管连接器与第二插座第二通风管连接；第二插座第二通风管与第二插座第二通风管阻尼接头座连接。第二插头第一进气头与第一空气进出口连接,空气进入空气通道后通过第二空气进出口流出而流入第二电池箱外壳内,把第二电池箱冷却之后从第二插头第一出气头排出。第二插座第一通风管阻尼接头座和第二插头第一出气头中间是能够通风的空心结构；第二通风管阻尼接头座第二插头第一进气头中间是能够通风的空心结构。第二插头第一出气头和第二插头第一进气头单独被第二密封环围起来形成单独的环形密封结构后,第二密封环再把第二插头第一出气头和第二插头第一进气头从中间隔开。本发明的有益效果是：监控工作站、电动汽车电池箱更换站和电动汽车通过物联网组成的电动汽车电池箱更换系统保障了电动汽车运行，电动汽车动力电池防爆阻燃系统组成了电动汽车安全系统，以上两个系统为电动汽车的普及奠定了理论和技术基础。附图说明图1是本发明电池箱更换系统在电动汽车中的局部剖视图；图2是本发明电池箱更换系统在汽车底盘上的立体图；图3是本发明电池箱更换系统示意图；图4是本发明电池箱更换系统的剖视图；图5是本发明控制第一电池箱机器人系统和控制第二电池箱机器人系统框图；图6是本发明第一电池箱的拓扑图；图7是本发明第二电池箱的拓扑图；图8是本发明第一电池箱和第二电池箱的结构图；图9是本发明监控站换电站电动汽车通过物联网组成的电池箱更换系统网络结构图；图10是本发明电动汽车电池箱更换站局部立体图；图11是本发明第一电池箱和第二电池箱的正视图；图12是本发明第一温度调整板和第二温度调整板结构图；图13是本发明第一电池箱的剖面图；图14是本发明第二电池箱的剖面图；图15是本发明电源浪涌保护器在电路中与电源线的连接方式；图16是本发明电池箱的俯视图；图17是本发明电池箱的A-A剖视图；图18是本发明电池箱去掉外壳后俯视和局部剖视结构图；图19是本发明电池箱的上支撑座的立体图；图20是本发明电池箱的下支撑座的立体图；图21是本发明正六棱柱形单体电池的剖面图；图22是本发明正六棱柱形单体电池俯视图；图23是本发明正六棱柱形单体电池二分之一结构时的俯视图；图24是本发明摆渡机器人正面结构图；图25是本发明摆渡机器人侧面结构图；图26是本发明摆渡机器人控制系统框图；图27是本发明接电器座阻尼触头结构图；图28是本发明第二接电器插头的正视图；图29是本发明第一接电器插头和第一接电器座的连接图；图30是本发明第二接电器插头和第二接电器座的连接图。具体实施方式在图1、图2和图4中,电动汽车底盘2上安装的电池箱更换系统5包含1个第一电池箱放置处32和1个第二电池箱放置处33；第一电池箱放置处32设置于电动汽车底盘2的中前部,第二电池箱放置处33设置于电动汽车底盘2的中后部,使用时第一电池箱3放置于第一电池箱放置处32内；第二电池箱4放置于第二电池箱放置处33内,使得电动汽车的重心在电动汽车1的中部,在电池箱悬挂支架220上设置1个电池箱支架导线通道49,1个第一电池箱接电器座176,1个第二电池箱接电器插座262,用螺丝通过第一固定口50和第二固定口51把电池箱悬挂支架220安装在电池箱更换系统5的内部顶板下面。在电池箱更换系统5的内部安装1个控制第一电池箱机器人系统11和1个控制第二电池箱机器人系统14,车轮10由导电的金属制成的轮毂99和导电的橡胶制成的轮胎100组成后,能够向地面传导各个配件接地导线上的电流。在图3、图6、图7和图8中,切换单元222包括第一电池箱3和第二电池箱4；第一电池箱3和第二电池箱4分别是独立动力电源配置在电动汽车1上,第一电池箱3的输出端和第二电池箱4的输出端并联连接。第一电池箱3为优先动力电源,第二电池箱4为备用动力电源,切换单元222被配置为：在当前供电的第一电池箱3的SOC小于预定阈值时,切换到第二电池箱4进行供电。SOC为State of Charge的缩写,指充电容量与额定容量的比值,用百分比表示,电池具有额定容量,在某倍率下充电一定的时间,能够得到充电容量,充电容量与额定容量的比值即为SOC,预定阈值设定为5％-8％之间。在图6中,第一电池箱3的输出端内部连线上设置有第一主正继电器7,第一主正继电器7并联第一二极管6。在图7中,第二电池箱4的输出端内部连线上设置有第二主正继电器8,第二主正继电器8并联第二二极管9。在正常行驶过程中,使用第一电池箱3进行供电,在第一电池箱3进行供电时,第一主正继电器7闭合,第二主正继电器8断开。在图8和图17中,第一电池箱3和第二电池箱4都包括多个能够单独拆卸的第一单体电池54和第二单体电池286,第一电池箱3和第二电池箱4包含多个第一单体电池54和第二单体电池286、系统采集板LECU和1个电池系统主控板BMU。其中系统采集板LECU主要采集每个第一单体电池54和第二单体电池286电压和温度,电池系统主控板BMU主要与电池系统外围单元通讯,电池系统主控板BMU通过信号控制第一电池箱3和第二电池箱4内部的继电器导通或关断,同时监测总正、总负之间的电压,电池系统主控板BMU时时采集电流传感器检测的电流大小,作为计算SOC的主要依据之一,电池系统主控板BMU检测继电器的导通和关断状态,作为安全监控条件。在图6、图7、图8、图3和图4中,电动汽车1行驶时切换单元222被配置为：使第一主正继电器7断开,第一电池箱3通过第一二极管6对外供电；使第二主正继电器8闭合,第二电池箱4通过第二主正继电器8对外供电；第二电池箱4通过第二主正继电器8对外供电；在第二电池箱4的电压大于第一电池箱3的电压的条件下,单向导通的第一二极管6断开。电动汽车1停驶时切换单元222被配置为：通过网关控制器使得第一电池箱3的低压系统进入休眠模式,在电动汽车1重新启动过程中启动第二电池箱4的低压系统并且禁止启动第一电池箱3的低压系统,从而仅通过第二电池箱4供电。运行切换：当第一电池箱3工作需要切换到第二电池箱4时,先控制第一电池箱3的第一主正继电器7断开,此时通过第一二极管6导通对外供电,下一步闭合第二电池箱4的第二主正继电器8,此时两个电池箱同时对外供电,但由于第二电池箱4的电压高于第一电池箱3,第一二极管6反向截止,无法输出电压,也不会发生电压突变及两个电池箱之间产生电势差,由网关控制器使第一电池箱3的低压系统进入休眠模式,顺利完成切换。停车切换：当第一电池箱3的SOC过低时,停车后,由网关控制器使第一电池箱3的低压系统进入休眠模式,重新启动时只启动第二电池箱4的电气系统,完成切换。紧急情况处理：电动汽车1在运行的时候,第一电池箱3突然达到预警温度150°时马上进行运行切换，由第一电池箱3切换到第二电池箱4,第一电池箱3温度超过预警温度还在升高,立即启动控制第一电池箱机器人系统11开始工作,在动力装置的带动下连杆113下端安装的第一托架108随连杆113一起做脱离第一电池箱3的移动,第一托架108上的第一承重平台257逐渐脱离第一电池箱3的第一电池箱第二固定平台226,第一托架108与第一电池箱3脱离,第一电池箱3自动脱落离开电动汽车底盘2掉到路面上。第二电池箱4突然达到预警温度150°时马上进行运行切换,由第二电池箱4切换到第一电池箱3,在第二电池箱4温度超过预警温度还在升高,立即启动控制第二电池箱机器人系统14开始工作,在动力装置的带动下连杆113下端安装的第二托架109随连杆113一起做脱离第二电池箱4的移动,第二托架109上的第二承重平台252逐渐脱离第二电池箱4的第二固定平台225,第二托架109与第二电池箱4脱离,第二电池箱4自动脱落离开电动汽车底盘2掉到路面上。第一电池箱3和第二电池箱4同时达到预警温度150°温度还在升高并且无法控制,能够同时启动控制第一电池箱机器人系统11做脱离第一电池箱3的移动和控制第二电池箱机器人系统14做脱离第二电池箱4的移动,同时抛掉第一电池箱3和第二电池箱4。在图9中,监控站换电站电动汽车通过物联网组成的电池箱更换系统300网络中的电动汽车车载装置290包括主控制模块、CAN总线通信模块、3G/4G无线通信模块288、GPS数据接收处理模块287和用户交互模块；CAN总线通信模块通过SPI总线与主控制模块双向连接,3G/4G无线通信模块288、GPS数据接收处理模块287和用户交互模块均通过串口与主控制模块双向连接。主控制模块包括主控制器和Android嵌入式操作系统；液晶屏通过液晶插口连接主控制板,用于人机交互显示。在图9和图1-图30中,第一监控工作站计算机293工作人员通过以下连接：四柱举升机101、摆渡机器人103、第一码垛机器人102、第二码垛机器人105、第一输送线107和第二输送线106通过以太网与智能通信终端317连接，智能通信终端317通过以太网与第二网络交换机316连接，第二网络交换机316通过以太网与第一网络交换机310连接，第一网络交换机310通过以太网与第一监控工作站计算机293连接，第一监控工作站计算机293通过以太网与第一网络交换机310连接，第一网络交换机310通过以太网与通信网关306连接，通信网关306通过远程通信线路与第三监控工作站292连接，第三监控工作站292通过网络连接设备295、互联网289与3G/4G无线网络291连接，3G/4G无线网络291与车载3G/4G无线通信模块288连接，车载3G/4G无线通信模块288与电动汽车车载装置主控制器290连接，电动汽车车载装置主控制器290与CAN总线通信模块303连接，控制第一电池箱机器人系统11与第一电池箱3连接，触头主体204与第一电池箱接电器座176连接，第一电池箱接电器座176与第一接电器插头175连接，第一接电器插头175与第一电池箱3的第一控制线和BMS信号线20连接，第一控制线和BMS信号线20与第一信号线控制线路保护器16的第一信号线控制线路保护器第一导线17连接，第一信号线控制线路保护器16的第一信号线控制线路保护器第二导线18与第一电池箱3的电路板信号输出线69连接；控制第二电池箱机器人系统14与第二电池箱4连接，触头主体204与第二电池箱接电器插座262连接；第二电池箱接电器插座262与第二接电器插头254连接，第二接电器插头254与第二电池箱4的第二控制线和BMS信号线40连接，第二控制线和BMS信号线40与第二信号线控制线路保护器35的第二信号线控制线路保护器第二导线37连接，第二信号线控制线路保护器第一导线36与第二电池箱4的电路板信号输出线319连接，分9个步骤更换第一电池箱3和第二电池箱4。在图9、图10、图3、图4、图5、图6和图7中,在控制第一电池箱机器人系统11和控制第二电池箱机器人系统14中,包括总控制器117、液压控制器120和伺服电机控制器127,液压控制器120和伺服电机控制器127均与总控制器117相接,液压控制器120接有多路减压放大器123,多路减压放大器123接有电液比例阀124,电液比例阀124用于带动机械手连杆113上下移动的油缸114连接；伺服电机控制器127接有多路伺服放大器125,多路伺服放大器125与用于带动连杆113转动的伺服电机115相连接,伺服电机115通过减速箱116与连杆113相连接；液压控制器120还接有用于检测连杆113移动距离的位移传感器121和用于检测油缸114内液压油压力的压力传感器122,伺服电机控制器127还接有用于检测减速箱116动力输出轴转速的光电编码器126,总控制器117还接有用于摄录机械手活动状况的摄像机118和用于显示机械手活动状况的显示屏119。液压控制器120和伺服电机控制器127均通过CAN总线与总控制器117通信。总控制器117通过RS232数据线接收遥控端指令,通过CAN总线分配任务给液压控制器120和伺服电机控制器127控制机械手各执行机构动作,液压控制器120的输出端连接多路减压放大器123,通过电液比例阀124对油缸114进行控制,伺服电机控制器127的输出端连接多路伺服放大器125,多路伺服放大器125的输出端连接伺服电机115,通过伺服电机115对减速箱116进行控制。通过摄像机118对环境进行采集,通过显示屏119显示机械手的操作过程。并通过在机器人的机械手上设置位移传感器121,避免自体和外界环境的碰撞。监控站换电站电动汽车通过物联网组成的电池箱更换系统300分9个步骤更换第一电池箱3和第二电池箱4：步骤1：要充电的电动汽车1驾驶员用电动汽车车载装置主控制器290通过3G/4G无线网络291与第三监控工作站计算机292联系,查到距离其最近的电动汽车电池箱更换站221,到达电动汽车电池箱更换站221后,把电动汽车1开上四柱举升机101,电动汽车1驾驶室内的驾驶员在电动汽车车载装置的LCD液晶屏幕上启动由第三监控工作站292控制的远程监控换电池模式。步骤2：第三监控工作站计算机292操控人员通过网络把电动汽车1的换电池箱过程移交给第一监控工作站计算机293,这时候第一监控工作站293开始进行远程监控,启动监控站换电站电动汽车通过物联网组成的电池箱更换系统300由等待状态进入工作状态,摆渡机器人103沿着钢轨104行走到电动汽车1的电池箱更换系统5下面的第一电池箱放置处32,电池箱托盘159顶住第一电池箱3,第一监控工作站293操控人员启动控制第一电池箱机器人系统11开始工作,在动力装置的带动下连杆113下端安装的第一托架108随连杆113一起做脱离第一电池箱3的移动,第一托架108上的第一承重平台257逐渐脱离第一电池箱3的第一电池箱第二固定平台226,第一托架108与第一电池箱3脱离,摆渡机器人103开始工作托着第一电池箱3脱离电池支架第一承重平台52,控制第一电池箱机器人系统11停止工作。摆渡机器人103载着第一电池箱3沿着钢轨104行走到第一码垛机器人102的卸载电池处,第一码垛机器人102把第一电池箱3卸载下来。步骤3：第一码垛机器人102抓取到充好电的第一电池箱3放到摆渡机器人103顶部电池箱托盘159上面。步骤4：摆渡机器人103沿着钢轨104行走到四柱举升机101下,摆渡机器人103完成X/Y方向定位后,机器人上升的过程利用超声测距传感器的输出与液压机构编码器的输出差值运算后,作为PID控制器的输入对比例流量阀进行PID控制,当液压机构举升至预期位置停止上升,定位准确。由第一监控工作站293向摆渡机器人103发出开始安装电动汽车第一电池箱3的指令,摆渡机器人103把电动汽车第一电池箱3顶到电池箱更换系统5上面的第一电池箱放置处32,第一监控工作站293操控人员启动控制第一电池箱机器人系统11开始工作,推着第一电池箱3移动使第一电池箱第一固定平台26逐步进入到电池支架第一承重平台52上,第一接电器插头175与第一电池箱接电器座176紧密接触,第一电池箱3安装完毕,控制第一电池箱机器人系统11停止工作。摆渡机器人103沿着钢轨104离开四柱举升机101。步骤5：摆渡机器人103沿着钢轨104行走到四柱举升机101下,到达电动汽车底盘2下面第二电池箱放置处33,电池箱托盘159顶住第二电池箱4,第一监控工作站293操控人员启动控制第二电池箱机器人系统14开始工作,在动力装置的带动下连杆113下端安装的第二托架109随连杆113一起做脱离第二电池箱4的移动,第二托架109上的第二承重平台252逐渐脱离第二电池箱4的第二固定平台225,第二托架109与第二电池箱4脱离,控制第二电池箱机器人系统14停止工作。第二电池箱4落在摆渡机器人103顶部电池箱托盘159上面,摆渡机器人103载着第二电池箱4沿着钢轨104行走到第一码垛机器人102处,第一码垛机器人102把摆渡机器人103载着的第二电池箱4卸载下来。步骤6：第一码垛机器人102抓取到充好电的第二电池箱4,放到等待的摆渡机器人103顶部电池箱托盘159上面。步骤7：摆渡机器人103沿着钢轨104行走到四柱举升机101下,摆渡机器人103完成X/Y方向定位后,机器人上升的过程利用超声测距传感器的输出与液压机构编码器的输出差值运算后,作为PID控制器的输入对比例流量阀进行PID控制,当液压机构举升至预期位置停止上升，定位准确。由第一监控工作站293向摆渡机器人103发出开始安装第二电池箱4的指令,摆渡机器人103托举着第二电池箱4到达电动汽车1电动汽车底盘2下部第二电池箱放置处33,电池箱托盘159顶住第二电池箱4到第二电池箱放置处33,第一监控工作站293操控人员启动控制第二电池箱机器人系统14开始工作,推着第二电池箱4移动使第二电池箱第一固定平台46逐步进入到电池支架第二承重台53上,第二接电器插头254与第二电池箱接电器插座262紧密接触,第二电池箱4安装完毕,控制第二电池箱机器人系统14停止工作。由第一监控工作站293向摆渡机器人103发出第二电池箱4安装完毕的指令,摆渡机器人103沿着钢轨104离开四柱举升机101。步骤8：电池更换过程结束,四柱举升机101落下,驾驶员驾驶电动汽车1驶离电动汽车电池更换站。步骤9：第一监控工作站293发出电池更换完毕信号,整个电动汽车电池箱更换站221完成原点复位。在图11中,电池箱外壳199构成了第一电池箱外壳223和第二电池箱外壳224,电池箱外壳199包括上盖200和底盖201，电池箱外壳199底盖201的前侧面嵌装有接电器插头203能够构成第一接电器插头175或第二接电器插头254,电池箱外壳199的上盖200长度小于底盖201的底边174的梯形结构。在图12中,用螺丝通过多个固定口266把第一温度调整板12和第二温度调整板13安装在电池箱更换系统5的上面,第一温度调整板12对应安装在第一电池箱放置处32上面；第二温度调整板13对应安装在第二电池箱放置处33上面。第一连接管95和第二连接管96把第一温度调整板12和第二温度调整板13连接在一起,第一温度调整板12上设置冷却液进口97和冷却液出口98。在图13和图17中,把第一电池箱3放入第一电池箱外壳223中，弯成弯度90°的1个第一屏蔽导管21和1个第二屏蔽导管22由导电导磁的金属制成固定在第一电池箱外壳223的内部。在第一电池箱外壳223内部安装1个第一信号线控制线路保护器16，第一控制线和BMS信号线20沿着第一屏蔽导管21进入第一电池箱外壳223内部前与第一信号线控制线路保护器第一导线17连接在第一连接点19处，第一信号线控制线路保护器第二导线18与第一电池箱3的电路板信号输出线69连接，即第一控制线和BMS信号线20与第一信号线控制线路保护器16的连接方式是串联连接，第一连接点19卸载和吸收了沿着第一控制线和BMS信号线20进入的大电流。第一信号线控制线路保护器接地导线15与第一电源浪涌保护器接地导线30连接。在第一电池箱外壳223内部安装1个第一电源浪涌保护器31,第一电源线23沿着第二屏蔽导管22进入第一电池箱外壳223内部前与第一电源浪涌保护器第一导线28连接于第二连接点25处,然后第一电源线23与第一电池箱3的正极接线柱66连接；第二电源线24沿着第二屏蔽导管22进入第一电池箱外壳223内部前与第一电源浪涌保护器第二导线29连接于第三连接点27处,然后第二电源线24与第一电池箱3的负极接线柱71连接；第一电源浪涌保护器接地导线30与第一接电器插头175的接地导线第四强电触头198连接；第二连接点25卸载和吸收了沿着第一电源线23进入的大电流；第三连接点27卸载和吸收了沿着第二电源线24进入的大电流。在第一电池箱外壳223内部安装1个第二电源浪涌保护器229,第三电源浪涌保护器第一导线227与第一电池箱3的外表面连接,第三电源浪涌保护器第二导线228与第一电池箱外壳223的内表面连接,能够卸载和吸收沿着第一电池箱外壳223感应出来的大电流。第三电源浪涌保护器接地导线230与第一电源浪涌保护器接地导线30连接。第一信号线控制线路保护器接地导线15、第一电源浪涌保护器接地导线30和第三电源浪涌保护器接地导线230做等电位连接,把以上各个接地导线上的电流导入接地导线第四强电触头198后再导入电动汽车1的接地系统后由车轮10导入大地。在图14和图17中，把第二电池箱4放入第二电池箱外壳224中，弯成弯度90°的1个第三屏蔽导管38和1个第四屏蔽导管41由导电导磁的金属制成固定在第二电池箱外壳224的内部。在第二电池箱外壳224内部安装1个第二信号线控制线路保护器35，第二控制线和BMS信号线40沿着第三屏蔽导管38进入第二电池箱外壳224内部前与第二信号线控制线路保护器第二导线37连接在第四连接点39处，第二信号线控制线路保护器第一导线36与第二电池箱4的电路板信号输出线69连接，即第二控制线和BMS信号线40与第二信号线控制线路保护器35的连接方式是串联连接,第四连接点39卸载和吸收了沿着第二控制线和BMS信号线40进入的大电流。第二信号线控制线路保护器接地导线34与第二电源浪涌保护器接地导线47连接。把第二电池箱4放入第二电池箱外壳224中,弯成弯度90°的第三屏蔽导管38和第四屏蔽导管41由导电导磁的金属制成固定在第二电池箱外壳224内部内壳上。在第二电池箱外壳224内部安装1个第三电源浪涌保护器48，第三电源线42沿着第四屏蔽导管41进入第二电池箱外壳224内部前与第二电源浪涌保护器第二导线238连接于第五连接点43处，然后第三电源线42与第二电池箱4的正极接线柱66连接；第四电源线44沿着第四屏蔽导管41进入第二电池箱外壳224内部前与第二电源浪涌保护器第一导线237连接于第六连接点45处,然后第四电源线29与第二电池箱4的负极接线柱71连接,第二电源浪涌保护器接地导线47与第二接电器插头254的第九强电触头253连接,第五连接点43卸载和吸收了沿着第三电源线42进入的大电流；第六连接点45卸载和吸收了沿着第四电源线44进入的大电流。在第二电池箱外壳224内部安装1个第四电源浪涌保护器234,第四电源浪涌保护器第一导线232与第二电池箱4的外表面连接,第四电源浪涌保护器第二导线233与第二电池箱外壳224的内表面连接，第四电源浪涌保护器接地导线与第二电源浪涌保护器接地导线47连接。第二电源浪涌保护器接地导线47、第四电源浪涌保护器接地导线235和第二信号线控制线路保护器接地导线34做等电位连接，把以上各个接地导线上的电流导入第九强电触头后再导入电动汽车1的接地系统后由车轮10导入大地。在图15中,电源浪涌保护器在电路中与电源线的连接方式是并联。在图16、图17和图21中，第一电池箱3的外壳63是由边框及上盖64、下盖65组成，第一电池箱3的外壳63上盖64上设有正极接线柱66、负极接线柱71，通过导线与每个电池连接的防过压/过流/过温电路板67，电路板设有电路板信号输出线69；第一电池箱3的外壳63的内部包括多个正、负电极分设在两端的第一单体电池54和第二单体电池286以相邻电池极性相反组合排列构成的电池阵列,相邻电池的正负电极通过连接片55连接，在电池阵列的顶面和底面分别设有上支撑座56、下支撑座57，上支撑座56、下支撑座57通过多根支撑柱60固定连接，在电路板67上安装电路板保护罩68，电路板信号输出线69从电路板保护罩68上引出。第一单体电池54中正极柱73和负极柱75的连线与上盖64的延长线和下盖65延长线都成90°夹角。在图16、图17和图21中，第二电池箱4的外壳63是由边框及上盖64、下盖65组成，第二电池箱4的外壳63上盖64上设有正极接线柱66、负极接线柱71，通过导线与每个电池连接的防过压/过流/过温电路板67，电路板设有电路板信号输出线319；第二电池箱4的外壳63的内部包括多个正、负电极分设在两端的第一单体电池54和第二单体电池286以相邻电池极性相反组合排列构成的电池阵列,相邻电池的正负电极通过连接片55连接，在电池阵列的顶面和底面分别设有上支撑座56、下支撑座57，上支撑座56、下支撑座57通过多根支撑柱60固定连接，在电路板67上安装电路板保护罩68，电路板信号输出线319从电路板保护罩68上引出。第一单体电池54中正极柱73和负极柱75的连线与上盖64的延长线和下盖65延长线都成90°夹角。 | 一种监控站换电站电动汽车通过物联网组成的电池箱更换系统，第一监控工作站的计算机通过网络连接设备、互联网和3G/4G移动系统网络与车载装置主控制器连接，CAN总线通信模块通过控制第一、二电池箱机器人系统与第一、二电池箱连接，第一控制线和BMS信号线与第一信号线控制线路保护器连接，第二控制线和BMS信号线与第二信号线控制线路保护器连接，第一监控工作站计算机与智能通信终端连接，智能通信终端与四柱举升机、摆渡机器人、第一、二码垛机器人、第一、二输送线连接，第三监控工作站计算机、电池箱更换站和电动汽车通过物联网完成端对端的连接，所组成的电池箱更换系统分9个步骤更换第一、二电池箱。 | CN:201510478027.6A | https://patentimages.storage.googleapis.com/de/e9/55/d342a57a7ce941/CN106427936B.pdf | CN:106427936:B | 韩磊 | Individual | CN:201907491:U, CN:104647384:A, CN:104723855:A, CN:204323021:U, CN:104709104:A | Not available | 2020-04-24 | 1.一种监控工作站、换电池站和电动汽车通过物联网组成的电池箱更换系统，其特征在于：其中的摆渡机器人(103)包括X轴、Z轴、R轴三个方向的自由度；直线行走机构(142)位于摆渡机器人(103)的底部，直线行走机构(142)包括滑轮(148)、万向联轴器(145)、皮带(149)、第一伺服电机(150)、第一减速机(151)和底座(152)；直线行走机构(142)前端两个滑轮为机器人动力装置，前端两个滑轮与一组万向联轴器连接，后端两个滑轮为从动装置；第一伺服电机(150)与配套的第一减速机(151)胀套连接，通过皮带(149)实现第一减速机(151)与滑轮(148)的动力传输，驱动滑轮(148)在滑轨上直线行走；直线行走机构(142)下端布置有三个光电开关，依次与原点挡片和前后两个极限挡片配合，提供给PLC控制系统(161)到位开关信号，实现机器人原点搜索和复位，并杜绝其越界运行；所述原点挡片、前极限挡片及后极限挡片沿铺设的直线滑轨依次排列，原点挡片位于前后极限挡片中间；液压举升机构(143)位于直线行走机构(142)底座的上部，包括两个液压缸，一级液压缸(153)位于二级液压缸(154)的下部，一级液压缸(153)完全伸出后，二级液压缸(154)开始伸缩运动；一、二级液压缸一侧分别焊接横梁并布置有防转梁，防转梁与两个分别位于一级液压缸焊接横梁及底座焊接横梁上的防转孔配合，防止电池箱随液压举升机构(143)的举升过程旋转；一、二级液压缸另一侧分别设置有齿条(146)、编码器(147)、挡片和第一接近开关；挡片与第一接近开关相配合，第一接近开关设置于一级液压缸焊接横梁的底端，当一级液压缸(153)完全伸出，挡片触发第一接近开关的开关信号，二级液压缸(154)开始伸缩运动；位于二级液压缸(154)侧面上的齿条(146)通过齿轮与编码器(147)啮合，通过计算编码器(147)转数获取二级液压缸(154)上升高度；编码器(147)与PLC控制系统(161)连接，PLC控制系统(161)开始高速计数，角度纠偏机构(144)位于液压举升机构(143)的上端，角度纠偏机构(144)包括安装法兰(155)、大齿轮和小齿轮(156)、第二伺服电机(157)和第二减速机(158)；二级液压缸(154)上安装有安装法兰(155)，第二伺服电机(157)、第二减速机(158)、大齿轮和小齿轮(156)依次布置于安装法兰(155)上，第二伺服电机(157)上端安装小齿轮，二级液压缸(154)上安装大齿轮，大小齿轮机械啮合，随第二伺服电机(157)驱动配合旋转，大齿轮下端布置有挡片，安装法兰(155)上布置三个第二接近开关；大齿轮在旋转过程中依次触发旋转左右极限、原电复位开关信号，确保大齿轮在规定的范围内旋转；角度纠偏机构(144)上端安装有电池箱托盘(159)，大齿轮旋转圆心与电池箱托盘(159)重心同心，电池箱托盘(159)安装有4个限位块(160)，与待换电动汽车(1)电池外箱底部四个突起耦合，可实现电池外箱位置微调和可靠固定，电池箱托盘(159)上安装有超声测距传感器(168)和DMP传感器(169)，超声测距传感器(168)用于测量电池箱托盘(159)到待换电的电动汽车底盘(2)的距离；DMP传感器(169)与安装于待换电动汽车底盘(2)上的反光板配合，搜寻计算反光板靶点位置，获取摆渡机器人(103)与待换电动汽车的水平角度偏差，直线行走机构(142)、液压举升机构(143)联动，只有摆渡机器人(103)直线行进和垂直举升到达设定位置时，角度纠偏机构(144)才开始动作，只有角度纠偏机构(144)上的电池箱托盘(159)达到预期效果，液压举升机构(143)才重新开始动作，直线行走机构(142)、角度纠偏机构(144)采用伺服电机驱动，伺服电机与相应的编码器连接，各编码器与相应的驱动器连接；驱动器发送位置脉冲信号给伺服电机，编码器将采集的电机旋转信息传递回驱动器，形成位置模式全闭环控制；, PLC控制系统(161)为摆渡机器人(103)动作控制的核心部分，包括触摸屏(162)、无线通信模块(163)、欧姆龙PLC控制器(164)、A/D模块(405)、D/A模块(166)；无线通信模块(163)通过串口RS485与触摸屏(162)通信，欧姆龙PLC控制器(164)通过串口RS232与触摸屏(162)通信，触摸屏(162)通过工业以太网与后台监控系统(167)通信；第一码垛机器人(102)、第二码垛机器人(105)、第一输送线(107)和第二输送线(106)通过以太网与智能通信终端(317)连接，智能通信终端(317)通过以太网与第二网络交换机(316)连接，第一网络交换机(310)通过以太网与第一监控工作站计算机(293)连接，第一监控工作站计算机(293)通过以太网与第一网络交换机(310)连接，第三监控工作站(292)通过网络连接设备(295)、互联网(289)与3G/4G无线网络(291)连接，3G/4G无线网络(291)与车载3G/4G无线通信模块(288)连接，车载3G/4G无线通信模块(288)与电动汽车车载装置主控制器(290)连接，电动汽车车载装置主控制器(290)与CAN总线通信模块(303)连接；, 在控制第一电池箱机器人系统(11)中包括总控制器(117)、液压控制器(120)和伺服电机控制器(127)；液压控制器(120)和伺服电机控制器(127)均与总控制器(117)相连接，液压控制器(120)接有多路减压放大器(123)，多路减压放大器(123)接有电液比例阀(124)，电液比例阀(124)与用于带动连杆(113)上下移动的油缸(114)连接；伺服电机控制器(127)接有多路伺服放大器(125)，多路伺服放大器(125)与用于带动连杆(113)转动的伺服电机(115)相连接，伺服电机(115)通过减速箱(116)与连杆(113)相连接；液压控制器(120)还接有用于检测连杆(113)移动距离的位移传感器(121)和用于检测油缸(114)内液压油压力的压力传感器(122)，伺服电机控制器(127)还接有用于检测减速箱(116)动力输出轴转速的光电编码器(126)，总控制器(117)还接有用于摄录机械手活动状况的摄像机(118)和用于显示机械手活动状况的显示屏(119)；液压控制器(120)和伺服电机控制器(127)均通过CAN总线与总控制器(117)通信，总控制器(117)通过RS232数据线接收遥控端指令，通过CAN总线分配任务给液压控制器(120)和伺服电机控制器(127)控制机械手各执行机构动作，液压控制器(120)的输出端连接多路减压放大器(123)，通过电液比例阀(124)对油缸(114)进行控制；伺服电机控制器(127)的输出端连接多路伺服放大器(125)，多路伺服放大器(125)的输出端连接伺服电机(115)，通过伺服电机(115)对减速箱(116)进行控制；通过摄像机(118)对环境进行采集，通过显示屏(119)显示机械手的操作过程，并通过在机器人的机械手上设置位移传感器(121)，避免自体和外界环境的碰撞；, 第一电池箱(3)和第二电池箱(4)都包括多个能够单独拆卸的第一单体电池(54)和第二单体电池(286)，第一电池箱(3)和第二电池箱(4)还包含系统采集板LECU和1个电池系统主控板BMU，其中系统采集板LECU主要采集每个第一单体电池(54)和第二单体电池(286)电压和温度，电池系统主控板BMU主要与电池系统外围单元通讯，电池系统主控板BMU通过信号控制第一电池箱(3)和第二电池箱(4)内部的继电器导通或关断，同时监测总正、总负之间的电压，电池系统主控板BMU时时采集电流传感器检测的电流大小，作为计算SOC的主要依据之一，电池系统主控板BMU检测继电器的导通和关断状态，作为安全监控条件；, 电动汽车(1)行驶时切换单元(222)被配置为：使第一主正继电器(7)断开，第一电池箱(3)通过第一二极管(6)对外供电；使第二主正继电器(8)闭合，第二电池箱(4)通过第二主正继电器(8)对外供电；在第二电池箱(4)的电压大于第一电池箱(3)的电压的条件下，单向导通的第一二极管(6)断开；电动汽车(1)停驶时切换单元(222)被配置为：通过网关控制器使得第一电池箱(3)的低压系统进入休眠模式，在电动汽车(1)重新启动过程中启动第二电池箱(4)的低压系统并且禁止启动第一电池箱(3)的低压系统，从而仅通过第二电池箱(4)供电；, 运行切换：当第一电池箱(3)工作需要切换到第二电池箱(4)时，先控制第一电池箱(3)的第一主正继电器(7)断开，此时通过第一二极管(6)导通对外供电，下一步闭合第二电池箱(4)的第二主正继电器(8)，此时两个电池箱同时对外供电，但由于第二电池箱(4)的电压高于第一电池箱(3)，第一二极管(6)反向截止，无法输出电压，也不会发生电压突变及两个电池箱之间产生电势差，由网关控制器使第一电池箱(3)的低压系统进入休眠模式，顺利完成切换；停车切换：当第一电池箱(3)的SOC过低时，停车后，由网关控制器使第一电池箱(3)的低压系统进入休眠模式，重新启动时只启动第二电池箱(4)的电气系统，完成切换；紧急情况处理：当电动汽车(1)在运行时，若第一电池箱(3)突然达到预警温度150°，马上进行运行切换，由第一电池箱(3)切换到第二电池箱(4)；若第一电池箱(3)温度超过预警温度还在升高，立即启动控制第一电池箱机器人系统(11)开始工作，在动力装置的带动下连杆(113)下端安装的第一托架(108)随连杆(113)一起做脱离第一电池箱(3)的移动，第一托架(108)上的第一承重平台(257)逐渐脱离第一电池箱(3)的第一电池箱第二固定平台(226)，第一托架(108)与第一电池箱(3)脱离，第一电池箱(3)自动脱落离开电动汽车底盘(2)掉到路面上；若第二电池箱(4)突然达到预警温度150°，马上进行运行切换，由第二电池箱(4)切换到第一电池箱(3)；若第二电池箱(4)温度超过预警温度还在升高，立即启动控制第二电池箱机器人系统(14)开始工作，在动力装置的带动下连杆(113)下端安装的第二托架(109)随连杆(113)一起做脱离第二电池箱(4)的移动，第二托架(109)上的第二承重平台(252)逐渐脱离第二电池箱(4)的第二固定平台(225)，第二托架(109)与第二电池箱(4)脱离，第二电池箱(4)自动脱落离开电动汽车底盘(2)掉到路面上；若第一电池箱(3)和第二电池箱(4)同时达到预警温度150°温度还在升高并且无法控制，能够同时启动控制第一电池箱机器人系统(11)做脱离第一电池箱(3)的移动和控制第二电池箱机器人系统(14)做脱离第二电池箱(4)的移动，同时抛掉第一电池箱(3)和第二电池箱(4)。, 2.根据权利要求1所述的监控工作站、换电池站和电动汽车通过物联网组成的电池箱更换系统，其特征在于：把第一电池箱(3)放入第一电池箱外壳(223)中，弯成弯度90°的1个第一屏蔽导管(21)和弯成弯度90°的1个第二屏蔽导管(22)由导电导磁的金属制成固定在第一电池箱外壳(223)的内部，在第一电池箱外壳(223)内部安装1个第一信号线控制线路保护器(16)，第一控制线和第一BMS信号线(20)沿着第一屏蔽导管(21)进入第一电池箱外壳(223)内部前与第一信号线控制线路保护器第一导线(17)连接在第一连接点(19)处，第一信号线控制线路保护器第二导线(18)与第一电池箱(3)的电路板信号输出线(69)连接，第一连接点(19)卸载和吸收了沿着第一控制线和第一BMS信号线(20)进入的大电流，第一信号线控制线路保护器接地导线(15)与第一电源浪涌保护器接地导线(30)连接，在第一电池箱外壳(223)内部安装1个第一电源浪涌保护器(31)，第一电源线(23)沿着第二屏蔽导管(22)进入第一电池箱外壳(223)内部前与第一电源浪涌保护器第一导线(28)连接于第二连接点(25)处，然后第一电源线(23)与第一电池箱(3)的正极接线柱(66)连接；第二电源线(24)沿着第二屏蔽导管(22)进入第一电池箱外壳(223)内部前与第一电源浪涌保护器第二导线(29)连接于第三连接点(27)处，然后第二电源线(24)与第一电池箱(3)的负极接线柱(71)连接；第一电源浪涌保护器接地导线(30)与第一接电器插头(175)的接地导线第四强电触头(198)连接；第二连接点(25)卸载和吸收了沿着第一电源线(23)进入的大电流；第三连接点(27)卸载和吸收了沿着第二电源线(24)进入的大电流，在第一电池箱外壳(223)内部安装1个第二电源浪涌保护器(229)，第三电源浪涌保护器第一导线(227)与第一电池箱(3)的外表面连接,第三电源浪涌保护器第二导线(228)与第一电池箱外壳(223)的内表面连接,能够卸载和吸收沿着第一电池箱外壳(223)感应出来的大电流，第三电源浪涌保护器接地导线(230)与第一电源浪涌保护器接地导线(30)连接，第一信号线控制线路保护器接地导线(15)、第一电源浪涌保护器接地导线(30)和第三电源浪涌保护器接地导线(230)做等电位连接,把以上各个接地导线上的电流导入接地导线第四强电触头(198)后再导入电动汽车(1)的接地系统后由车轮(10)导入大地。, 3.根据权利要求1所述的监控工作站、换电池站和电动汽车通过物联网组成的电池箱更换系统，其特征在于：把第二电池箱(4)放入第二电池箱外壳(224)中，弯成弯度90°的1个第三屏蔽导管(38)和弯成弯度90°的1个第四屏蔽导管(41)由导电导磁的金属制成固定在第二电池箱外壳(224)的内部，在第二电池箱外壳(224)内部安装1个第二信号线控制线路保护器(35)，第二控制线和第二BMS信号线(40)沿着第三屏蔽导管(38)进入第二电池箱外壳(224)内部前与第二信号线控制线路保护器第二导线(37)连接在第四连接点(39)处，第二信号线控制线路保护器第一导线(36)与第二电池箱(4)的电路板信号输出线(69)连接，第四连接点(39)卸载和吸收了沿着第二控制线和第二BMS信号线(40)进入的大电流，第二信号线控制线路保护器接地导线(34)与第二电源浪涌保护器接地导线(47)连接，把第二电池箱(4)放入第二电池箱外壳(224)中，弯成弯度90°的第三屏蔽导管(38)和第四屏蔽导管(41)由导电导磁的金属制成固定在第二电池箱外壳(224)内部内壳上，在第二电池箱外壳(224)内部安装1个第三电源浪涌保护器(48)，第三电源线(42)沿着第四屏蔽导管(41)进入第二电池箱外壳(224)内部前与第二电源浪涌保护器第二导线(238)连接于第五连接点(43)处，然后第三电源线(42)与第二电池箱(4)的正极接线柱(66)连接；第四电源线(44)沿着第四屏蔽导管(41)进入第二电池箱外壳(224)内部前与第二电源浪涌保护器第一导线(237)连接于第六连接点(45)处，然后第四电源线(44)与第二电池箱(4)的负极接线柱(71)连接，第二电源浪涌保护器接地导线(47)与第二接电器插头(254)的第九强电触头(253)连接，第五连接点(43)卸载和吸收了沿着第三电源线(42)进入的大电流；第六连接点(45)卸载和吸收了沿着第四电源线(44)进入的大电流，在第二电池箱外壳(224)内部安装1个第四电源浪涌保护器(234)，第四电源浪涌保护器第一导线(232)与第二电池箱(4)的外表面连接，第四电源浪涌保护器第二导线(233)与第二电池箱外壳(224)的内表面连接，第四电源浪涌保护器接地导线与第二电源浪涌保护器接地导线(47)连接，第二电源浪涌保护器接地导线(47)、第四电源浪涌保护器接地导线(235)和第二信号线控制线路保护器接地导线(34)做等电位连接，把以上各个接地导线上的电流导入第九强电触头后再导入电动汽车(1)的接地系统后由车轮(10)导入大地。 | CN | China | Active | B | True |
| 66 | User-scalable power unit including removable battery packs \n | US11820218B2 | This application is the U.S. national stage application of International Application No. PCT/US2017/046213 filed Aug. 10, 2017, which international application was published on Feb. 15, 2018, as International Publication WO 2018/031719 in the English language. The International Application claims priority to U.S. Provisional Patent Application 62/373,018, filed Aug. 10, 2016, U.S. Provisional Patent Application 62/420,614 filed Nov. 11, 2016, and U.S. Provisional Patent Application No. 62/501,302 filed May 4, 2017.\nThe present disclosure generally relates to a scalable power unit including multiple battery packs for use with riding vehicles and other high power applications. More specifically, the present disclosure relates to a scalable power unit that allows multiple combinations of a plurality of battery packs to be configured for use with riding vehicles while also allowing the individual battery packs to be separately removed for use with other power equipment and subsequently replaced as desired without the need for any external tools. The present disclosure is contemplated for use with riding vehicles, including but not limited to all-terrain vehicles (ATVs), riding lawn tractors, zero turn mowers, stand-on mowers, utility vehicles, crossover utility vehicles (example: Gator™), high-performance utility vehicles, forklifts, spreaders and others. Additionally, the present disclosure relates to a scalable power unit that allows multiple combinations of battery packs to be used in high power applications, such as back up power systems, standby power systems, portable power units, high power outdoor power equipment, such as snow throwers, turf care equipment (aerators, sod cutter, dethatchers), debris vacuums, pressure washers, blowers, tillers, edgers, construction equipment (concrete saws, compactors, vibrating plates), riding mowers, zero turn mowers. High power applications refer generally to applications requiring greater than 1 kW peak power. Other applications could also include lighting towers, electricity generators, inverters and air compressors.\nTraditionally, riding vehicles, such as all-terrain vehicles, utility vehicles, riding lawn tractors, ZTR mowers, forklifts and other large equipment operate utilizing an internal combustion engine that provides both the drive force for moving the vehicle and the motive force for operating auxiliary devices, such as rotating one or more cutting blades. Recent developments in battery cell technology have made it increasingly possible to power riding vehicles utilizing one or more battery packs.\nConnecting multiple battery packs together can increase the capacity of the battery power supply system. For example, connecting multiple battery packs in parallel generally increases the capacity (amp-hours) of the battery power supply system while the combined output retains the voltage level of the individual battery packs. However, if the voltages of the battery packs, when connected in parallel, are not approximately equal, charging and discharging issues can arise.\nOne such issue for parallel-connected battery packs is referred to as cross charging. Cross charging can occur when one of the battery packs is at a higher voltage, or state of charge, than the state of charge of other parallel-connected battery packs. When this occurs, current from the battery pack at the highest state of charge will begin to charge the battery packs at lower voltages. This may reduce the cycle life of the battery packs or damage the battery packs during the undesired charging and discharging.\nThe difference in charges of each of the battery packs within the parallel-connected battery pack system can occur if one or more of the battery packs are temporarily removed and used for powering other applications, such as other pieces of lawn equipment. The present disclosure attempts to address this problem by providing a power unit that includes a control unit and switchable elements to control the charging and discharging sequencing of the individual battery packs.\nThe present disclosure relates to a scalable power unit that is operable to power an electrical load, such as the motor(s) of a riding vehicle. The scalable power unit includes a number of removable and rechargeable battery packs. Each of the removable and rechargeable battery packs includes a number of battery cells joined together to generate a current and voltage output. The scalable power unit enables an end user to determine the amount of energy available from the scalable power unit by incorporating different numbers of the rechargeable battery packs.\nThe scalable power unit includes a plurality of switching elements that each can transition between an open position and a closed position to selectively provide power from the battery packs to the electrical load. A battery management system is programmed to automatically manage the state of the switching elements to both control the current draw from the number of battery packs to power the electrical load and to control the recharging of the battery packs. The battery management system can include a control unit that controls the state of the switching elements during both charging and discharging of the battery packs. The control unit of the battery management system can maintain a state of charge on each of the battery packs in balance with the other battery packs. Alternatively, the control unit of the battery management system can control the state of charge by reducing the current draw from one or more of the battery packs depending upon the current state of charge of the battery packs.\nIn one embodiment, the battery packs are received within a battery tray that has a number of individual battery slots. Each of the battery slots is sized to receive and retain one of the battery packs such that the battery packs can be inserted and removed without the use of any external tools. A switching element is associated with each of the battery slots such that the connection of the battery pack received within the battery slot to either the charging circuit or the electric load can be controlled by the battery management system.\nIn one embodiment, the switching element can include a first transistor and a second transistor where the control unit separately controls the state of the first and second transistors to control both the charging and discharging of the battery pack associated with the switching elements. The pair of first and second transistors allows the battery pack to be charged and discharged as desired.\nIn yet another contemplated embodiment, the outer housing of each of the battery packs is designed such that the battery packs can stack on top of or next to each other. When stacked, the housings provide both the electrical interconnections and the communication connections between the battery packs. One of the battery packs can be designed to be a “master” battery pack and include the control unit while the remaining battery packs are “slave” packs.\nThe scalable power unit of the present disclosure can be used to power a wide variety of electrical loads, including drive motors of a riding vehicle. The scalable power unit can be configured by the user depending upon the type of riding vehicle. Additionally, battery packs can be added and removed from the riding vehicle depending upon the use and power requirements. One or more of the battery packs can be removed and used to power other types of electrical equipment while still allowing the riding vehicle to operate. The battery packs replace into the scalable power unit to drive the riding vehicle and for recharging.\nThe drawings illustrate the best mode presently contemplated of carrying out the disclosure. In the drawings:\n FIG. 1 is a perspective view of a scalable electric power unit installed on a riding vehicle, such as a lawn tractor according to some embodiments;\n FIG. 2 is a perspective view of the scalable power unit incorporating multiple battery packs according to some embodiments;\n FIG. 3 is a view similar to FIG. 1 with one of the battery packs removed;\n FIG. 4 is an illustration of a smaller battery pack according to some embodiments that could be utilized with the scalable power unit;\n FIG. 5 is an electrical schematic illustration of the connections between the multiple battery packs, a control unit, a charging circuit and a motor according to some embodiments;\n FIG. 6 illustrates the connection of the battery packs to an electric motor according to some embodiments;\n FIG. 7 is a schematic view illustrating the charging of the multiple battery packs according to some embodiments;\n FIGS. 8A-8C are electrical schematics showing the operation of charging and discharging MOSFETS for each of a pair of battery packs according to some embodiments;\n FIG. 9 is a perspective view of an alternate embodiment of the scalable power unit incorporating multiple stacked battery packs according to some embodiments;\n FIG. 10 is a perspective view of the locking handles between the multiple stacked battery packs according to some embodiments;\n FIG. 11 is an electrical schematic illustration of the connections between the multiple stacked battery packs including master and slave battery packs according to some embodiments;\n FIG. 12 is a schematic view of a vehicle including the scalable power unit according to some embodiments;\n FIG. 13 is a schematic view of a backup power supply including the scalable power unit according to some embodiments;\n FIG. 14 is an exploded view of a stand-alone power supply including the scalable power unit according to some embodiments;\n FIG. 15 is a perspective of the power supply of FIG. 14 powering a leaf blower according to some embodiments;\n FIG. 16 is a schematic view of a portable generator including the scalable power unit according to some embodiments; and\n FIG. 17 is a schematic view of a trolling motor including the user scalable power unit according to some embodiments.\n FIG. 1 illustrates a scalable power unit 10 mounted on the back end of a lawn tractor 13 to power the motors 15 used for the rotating cutting blades as well as an electric motor or motors used to provide the motive force for the rear drive wheels 17. FIG. 2 illustrates one embodiment of the scalable power unit 10 of the present disclosure. In the embodiment shown in FIG. 2 , a scalable power unit 10 is shown. The scalable power unit 10 is meant to provide the required electrical power to drive an electric motor, such as may be used to propel a riding vehicle, which could include the lawn tractor 13 of FIG. 1 , an ATV, utility vehicle, forklift or other similar vehicle. In the embodiment shown in FIG. 2 , the scalable power unit 10 includes three battery packs 12 that are each received within a separate battery tray 14. The scalable power unit 10 enables the end user to determine the amount of energy available from the scalable power unit 10 to power an electrical load. This allows the end user to scale the energy available from the scalable power unit 10 to his/her particular needs. The scalable power unit 10 is scalable or modular by the end user so that the end user is able to scale or manage the available energy from the system by selecting and installing the number of battery packs 12 needed to suit the user's specific needs. This allows the user to scale the power unit as needed in response to the user's overall needs, and in response to the user's needs for a specific task For example, a first user with a large lawn may purchase a lawn tractor equipped with the scalable power unit 10 for providing power to an electrically powered drive system and/or an electrically powered mower blade, and purchase a number of battery packs 12 that provide sufficient power to mow the entirety of the first user's lawn (e.g., four battery packs). A second user with a smaller lawn may purchase the same lawn tractor, but with fewer battery packs, which provide sufficient power to the mow the entirety of the second user's lawn (e.g., three battery packs).\nAs indicated above, although a lawn tractor 13 is shown in FIG. 1 , the scalable power unit 10 could be used to power a wide variety of riding vehicles and end products. These vehicles and end products may include outdoor power equipment, portable jobsite equipment, standby or portable power supplies, recreational or sporting equipment, and vehicles. Outdoor power equipment includes lawn mowers, riding tractors, snow throwers, pressure washers, tillers, log splitters, zero-turn radius mowers, walk-behind mowers, riding mowers, stand-on mowers, pavement surface preparation devices, industrial vehicles such as forklifts, utility vehicles, commercial turf equipment such as blowers, vacuums, debris loaders, overseeders, power rakes, aerators, sod cutters, brush mowers, sprayers, spreaders, etc. Outdoor power equipment may, for example, use an electric motor to drive an implement, such as a rotary blade of a lawn mower, a pump of a pressure washer, the auger a snow thrower, and/or a drivetrain of the outdoor power equipment. Portable jobsite equipment includes portable light towers, mobile industrial heaters, and portable light stands. Standby or portable power supplies include standby generators, portable generators, and stand-alone power supplies such as a backpack power supply for powering handhold power tools (e.g., leaf blowers, string trimmers, etc.). Recreational or sporting equipment includes ice augers, trolling motors, fish finders, boat anchor winches, bilge pumps, and fish well aerators. Vehicles include automobiles, trucks, motorcycles and other over-the road vehicles, boats such as fishing and recreational boats, snowmobiles, golf carts, and recreational off-highway vehicles such all-terrain vehicles and utility task vehicles.\nFor outdoor power equipment, the scalable power unit 10 allows the end user to manage the run time, load capability, or other operating characteristics of the outdoor power equipment by equipping the scalable power unit 10 with more battery packs 12 as needed for one task (e.g., for a longer run time) and fewer battery packs 12 as needed for a second task (e.g., for a shorter run time). In an electric or hybrid vehicle, the scalable power unit 10 is used as a primary power supply or to supplement the main power supply, and allows the end user to manage the run time and range of the vehicle. In a backup power supply, the scalable power unit 10 allows the end user to manage the time or quantity of backup power provided by the backup power supply. Regardless of the end product or application, the end user is able to scale the total amount of available energy or energy capacity of the scalable power unit 10 by determining how many battery packs 12 (e.g., one, two, three, four, etc.) or what type of battery packs (e.g., by choosing among compatible battery packs having different voltage, battery capacity, energy capacity, or other power ratings) are necessary to meet that particular user's needs in terms of runtime, power, etc. for a particular task. This scalable energy capacity ultimately reduces costs to the end user because the user does not have to purchase more energy capacity than necessary for their specific application needs. The end user can also share battery packs among multiple applications, which reduces costs to the end user.\nEach battery pack 12 includes a number of battery cells enclosed within an outer housing. In some embodiments, the battery cells are lithium-ion cells. The cells are arranged with groups of cells connected in series (S) and with groups of cells connected in parallel (P) (e.g., in a 20S5P configuration, a 14S6P a configuration, a 13S6P configuration, etc.) By providing groups of cells arranged in parallel with one another, the battery pack 12 is able to maintain system voltage, even when experiencing losses in capacity. If the cells were only connected in series, a break amongst the series connections would cause the system voltage provided by the battery module to drop.\nHowever, by arranging cells in groups connected in series and connecting the groups in parallel, the system voltage does not drop if a series connection breaks, and if a parallel connection between groups of cells breaks, capacity is lost, but the system voltage is maintained. For the system voltage to drop, all of the parallel connections between the groups of cells would need to be broken and a break in the series connection would need to occur. Maintenance of a consistent system voltage is important for proper operation of a motor or other equipment powered by the battery pack 12. In some embodiments, the battery packs 12 may function as the prime or sole power source for the end product (e.g., outdoor power equipment, a backup or portable power supply) or as a backup or supplemental power source for the end product (e.g., a vehicle, or a backup power supply also including an alternator powered by an internal combustion engine).\nIn one configuration, the battery pack 12 includes seventy-eight cells. Each cell is rated at 3.6 volts and 2.5 amp-hours. The battery pack 12 arranges the cells in a 13S6P configuration with 13 cells connected in series in a group and six groups of cells connected in parallel. The series configuration yields a system voltage of 46.8 volts for the battery pack 12. The six parallel configuration yields fifteen amp-hours capacity for the battery pack 12. The combination of the two provides 702 watt-hours energy capacity for the battery pack.\nIn some embodiments, the battery pack 12 has the cells arranged in multiple layers. For a 13S6P configuration battery pack 12, each layer includes cells arranged in six groups and the battery pack 12 includes two layers of cells, one layer with six groups of six cells and one layer with six groups of seven cells. In this embodiment the battery pack 12 weighs about 10.75 pounds and is substantially shaped like a cube.\nIn an alternative embodiment, the cells are arranged in a single layer with six groups of thirteen cells each. In a scalable power unit 10 using four of the 13S6P configuration battery packs 12, the total energy capacity would be 2808 watt-hours (2.8 kilowatt-hours). In this embodiment the battery pack 12 weighs about 10.75 pounds and is substantially shaped like a rectangle, as shown in FIG. 2 .\nIn another configuration, the battery pack 12 includes eighty-four cells arranged in a 14S6P configuration. Using cells rated at 3.6 volts and 2.5 amp-hours, this configuration yields a voltage of 50.4 volts, 15 amp-hours of capacity and 756 watt-hours of energy capacity. In other embodiments using cells rated at 3.9 volts and 2.5 amp-hours, a 13S6P arrangement would yield a voltage of 50.7 volts, 15 amp-hours of capacity, and 760.5 watt-hours of energy. In the 14S6P configuration, the voltage would be 54.6 volts, 15 amp-hours of capacity, and 819 watt-hours of energy.\nIn another configuration, the battery pack 12 includes one hundred cells arranged in a 20S5P configuration having five groups of twenty cells each. Each group or row of twenty cells is welded or otherwise connected together in series, and each of the five groups of twenty cells is welded or connected together in parallel (e.g., by conductors). The cells used in the battery pack may be 18650 form factor cylindrical cells (18 millimeter diameter and 65 millimeter length). These cells may be available in 3.2 amp-hours, 2.9 amp-hours, 2.5 amp-hours, and other cell ratings. Using cells rated at 3.6 volts, and 3.2 amp-hours, a 20S5P configuration battery module provides a voltage of 72 volts, 16 amp-hours of capacity, and 1152 watt-hours of energy. Using cells rated at 3.6 volts, and 2.9 amp-hours, a 20S5P configuration battery module provides a voltage of 72 volts, 14.5 amp-hours of capacity, and 1044 watt-hours of energy. Using cells rated at 3.6 volts and 2.5 amp-hours, a 20S5P configuration battery pack provides a voltage of 72 volts, 12.5 amp-hours of capacity, and 900 watt-hours of energy.\nIn some embodiments, the battery pack 12 provides about one kilowatt-hour of energy (e.g., between 800 watt-hours and 1.2 kilowatt-hours) and weighs less than twenty pounds. Because the scalable power unit 10 is scalable by the end user by installing and removing battery packs 12 as needed, the battery packs 12 need to be of a manageable size and weight for the end user to lift, carry, install, remove, etc. so that the battery module is configured to provide manually portability by the user. The battery pack 12 is small enough, light enough, and graspable enough to allow the battery pack 12 to be manually portable by the user. The user does not need a lift, cart, or other carrying device to move the battery packs. Also, end products powered by the scalable power unit 10 generally scale in increments that can be measured in kilowatt-hours of energy. For example, a standard residential lawn tractor may require between two and three kilowatt-hours of energy capacity and a premium residential lawn tractor may require between three and four kilowatt-hours of energy capacity. Battery packs 12 that provide about one kilowatt-hour of energy and weigh less than twenty pounds allow the end user to easily choose between a standard configuration and premium configuration of the lawn tractor or other end product by providing a reasonable number of battery modules to achieve either configuration and battery modules of a size and weight that can be easily manipulated as needed by the end user. The battery packs 12 are interchangeable between different pieces of equipment each equipped with a scalable power unit 10 (e.g., between a lawn tractor, a vehicle, a backup power supply, a stand-alone power supply, a portable generator, and a trolling motor).\nReferring back to FIG. 2 , each of the individual battery packs 12 includes an outer housing having a handle that allows the battery packs 12 to be removed from the battery tray 14 and used with other types of equipment or in other applications. The battery packs 12 shown in FIG. 2 have a weight of approximately 13-15 pounds. In the embodiment illustrated, the battery packs 12 are each 1 kW battery packs. However, it is contemplated that different sized battery packs could be utilized while operating within the scope of the present disclosure. In the embodiment shown in FIG. 2 , each of the battery packs 12 has the same physical size and electrical capacity. However, it is also contemplated that different types of battery packs, such as the physically smaller battery pack 16 shown in FIG. 4 , could be utilized in place of the battery packs 12 or along with one or more of the battery packs 12. The battery pack 16 shown in FIG. 4 is an 80-volt lithium ion battery pack that is smaller in both physical size and capacity as compared to the battery packs 12 shown in FIG. 2 . Once again, it is contemplated that different size capacity battery packs could be utilized while operating within the scope of the present disclosure.\nIn the state shown in FIG. 3 , one of the battery packs 12 has been removed from the battery tray 14 such that one of the battery slots 18 is open. In an alternative state, two of the battery packs 12 can be removed such that two battery slots 18 are open and each can receive one of the battery packs. In some embodiments, a cover (not shown) or other protective device is provided to cover open battery slots 18 that do not have a battery pack 12 installed (e.g., when a user has elected to use a subset of the available receptacles for a particular task). Depending on the needs of a particular user, the scalable power unit 10 may have one or more unused or empty battery slots 18. The cover prevents water and debris from accumulating in the unused battery slots 18 and limits user access to the unused battery slots 18. The cover may be secured in place by the same locking mechanism as the battery packs 12.\nAlthough not fully illustrated in FIGS. 2-3 , each of the battery slots 18 will include internal contacts that provide electrical connections to each of the battery packs 12. The internal contacts will be located either on the floor of the battery slot or on one of the vertical sidewalls. The internal contacts can provide both electrical connections to the battery pack for charging and discharging as well as a point of communication to internal circuitry and components that may be contained within the battery packs.\nWhen one of the battery packs 12 is removed from the battery tray 14, the removed battery pack can be used to provide power to a wide range of other types of lawn or power equipment. These potential uses could be single stage snow throwers, turf care equipment (aerators, sod cutter, dethatchers), debris vacuums, pressure washers, blowers, tillers, edgers, construction equipment (concrete saws, compactors, vibrating plates), riding mowers or zero turn mowers. High power applications refer generally to applications requiring greater than 1 kW peak power, which could include lighting towers, electricity generators, inverters or air compressors. Since each of the battery packs 12 is preferably a 1 kW battery, such a battery or combination of batteries can be used to power a wide variety of equipment. In some embodiments, the battery pack 12 could be worn on the back of a user in a back pack (FIG. 15 ) and connected to the power equipment, such as an edger or blower, through a cord and an adapter that is received within the power equipment.\nWhen a user initially purchases a battery powered riding vehicle, the user will be able to select the number of batteries included with the purchase based upon the desired run time for the vehicle. For example, if the vehicle will be used for only short durations between charging, the run time needed may only require two of the battery packs 12, which will decrease the cost of the vehicle compared to an embodiment that needs three or four battery packs 12. If the owner finds that he/she needs additional runtime, the owner can purchase another battery pack and add the battery pack to those already being used in the battery tray. In this manner, the multi-slot battery tray 14 allows for the removal of the battery packs to power other equipment and the addition of battery packs to extend the run time of the riding vehicle. In each case, the owner is able to maximize the usefulness of the relatively large and expensive battery packs.\nIn addition to providing flexibility to the user, OEMs can select the number of battery packs needed based on the size of the vehicle and the desired run time. An OEM can then sell different “rated” vehicles depending upon the number of battery packs included with the initial purchase.\n FIG. 5 illustrates the electrical connections utilized to power one or more motors 20 and for recharging the battery packs 12 utilizing a charging circuit 22. In the embodiment shown in FIG. 5 , a control unit 24, which could be one of many different types of microprocessors or microcontrollers, is used to control the state of three individual switching elements 26 a-26 c. The state of each of the individual switching elements 26 is controlled by the control unit 24 through a control line 28. Although a single control line 28 is shown in FIG. 5 , it should be understood that multiple control lines could be utilized or a single control line 28 could be utilized while operating within the scope of the present disclosure. In addition, the switching elements 26 a-26 c could be either a single element (MOSFET, IGBT, transistor, relay, etc.) or could be a combination to two switching devices, such as shown in FIGS. 8A-8C and described in detail below.\nIn one contemplated embodiment of the present disclosure, each of the switching elements 26 is a high current MOSFET that can transition between an open and closed position through a control commands from the control unit 28. Although a MOSFET is described in one embodiment as the switching element 26, it should be understood that different types of switching elements could be utilized while operating within the scope of the present disclosure.\nAs illustrated in FIG. 5 , the first switch 26 a is connected to the electrical contacts contained within the battery slot 18 a to provide a connection between the battery pack 12 a and ground. Switch 26 b is positioned between the contacts in the battery slot 18 b and ground to control the charging and discharging of the battery pack 12 b. Finally, switch 26 c is positioned in electrical connection with the battery slot 18 c which receives the battery pack 12 c. The control unit 24 is operable to selectively open and close each of the individual switches 26 as desired to control both the charging and discharging of the battery packs 12. Since the switches 26 are contemplated as being MOSFETS, the control unit 24 can open and close the switches 26 at rapid rates to selectively control the rate of charge from the charging circuit 22 or discharge to the motor 20.\nA charging switch 30 is moved to the closed position during charging while the discharge switch 32 would be moved to the open position. Likewise, during discharge of the battery packs, the discharge switch 32 is moved to the closed position and the charging switch 30 is moved to the open position. The control unit 24 can also control the position of the switches 30, 32 to ensure that both of the switches 30, 32 are not in the closed position at the same time to prevent the charging circuit 22 from directly operating the electric motor 20.\nAlthough the control unit 24 is shown in the embodiment of FIG. 4 as being contained within the battery tray 14, it should be understood that the control unit 24 could be located at other positions or locations, including inside one of the battery packs 12. However, positioning the control unit 24 within the battery tray 14 will allow the same control unit 24 to control the switches 26 during both charging and discharging of the battery packs 12.\nIn addition to controlling the position of the switches 26, the control unit 24 is also configured to monitor the state of charge on each of the battery packs 12 in a conventional manner. One method of monitoring the state of charge on each of the battery packs 12 is to monitor the voltage of the respective battery packs utilizing a voltage sensor. In an illustrative example, the maximum state of charge of the battery packs will be 82 volts. When the output of the battery pack 12 falls to 80 volts, the battery pack will be at 80% charge. However, the determination of state of charge based on battery pack voltage is dependent on battery types, battery configurations, and other parameters. Accordingly, state of charge will be determined based on the battery pack voltage, and other relevant factors associated with the battery pack. Percent of maximum change will be used in the following discussion to illustrate the charging and discharging control by the control unit 24. By monitoring the state of charge on each of the individual battery packs 12, the control unit 24 will be able to selectively control the discharge rate of each of the individual battery packs 12 a-12 c as well as control the rate of charge of the individual battery packs 12 a-12 c. In this manner, it is contemplated that the control unit 24 would be able to maintain each of the battery packs 12 a-12 c at the same state of charge during both the discharge and charging cycles.\nIn the embodiment shown in FIG. 5 , each of the switches 26 a-26 c is a MOSFET that is positioned within the battery tray 14. However, it is contemplated that the MOSFET switch 26 could be moved into the individual battery pack 12 and be in communication with the control unit 24 through the individual battery slots 18. If the MOSFET switching element 26 were located within the battery pack 12 instead of within the battery tray 14, the MOSFET switch 26 would always move with the battery pack 12 rather than remaining within the battery tray 14. In another embodiment, both the battery pack 12 and the battery tray 14 could include switching elements.\nReferring now to FIG. 6 , thereshown is a schematic diagram illustrating the operation of the control unit 24 to selectively discharge the three battery packs 12 a, 12 b and 12 c to drive the electric motor 20, according to some embodiments. In the embodiment illustrated, battery pack 12 a is at 80% charge, battery pack 12 b is at 70% charge while battery pack 12 c is at 68% charge. This difference in the charge percentages of the battery packs could be due to unequal discharge rates or could be a result of one or more of the batt | A scalable power unit for powering one or more electric motors of a riding vehicle and/or a piece of outdoor power equipment includes a number of interconnected battery packs. The battery pack are received in a battery tray or stacked to form the scalable power unit. Each battery pack is configured to be removed and used separately or added to a combination of battery packs. A control unit selectively opens and closes switching elements to separately control the connections between the battery packs and an electrical load, such as a motor. During charging, the control unit opens and closes switching elements to control the charging rate of the individual battery packs. When the battery packs are connected to an electrical load, the control unit controls the state of the switching elements to selectively discharge the battery packs to power the riding vehicle and/or electric loads. | US:16/323,408 | https://patentimages.storage.googleapis.com/45/78/98/1618afad238a9e/US11820218.pdf | US:11820218 | Jeffrey Zeiler, Robert John Koenen, Jacob Schmalz, Albert Liu, Nick Zeidler, Scott Funke, David Procknow | Briggs and Stratton LLC | US:5867007, US:6313611, US:20070184339:A1, US:8025118, US:20100275564:A1, US:8733470, US:20130038289:A1, WO:2011120415:A1, US:20120227369:A1, US:20120274331:A1, US:20120319652:A1, US:20130183561:A1, US:20150022140:A1, US:9128159, US:20140176073:A1, DE:102013114892:A1, US:20150221993:A1, US:20150333666:A1, US:9912017, US:10485166, US:20160226263:A1, US:20180248388:A1, GB:2545922:A, US:20190214932:A1, US:20190181659:A1 | 2019-02-05 | 2023-05-09 | 1. A scalable power unit operable to power a riding vehicle, comprising:\na plurality of removable rechargeable battery packs coupled to a power bus, wherein an electrical load is electrically connected to the power bus;\na plurality of switching elements, each controllable to operate in one of an open condition and a closed condition to allow current flow to and from the power bus; and\na battery management system including a plurality of internal control units, wherein at least one of the plurality of internal control units is positioned within each of the plurality of battery packs, wherein one internal control unit of the plurality of internal control units is a master control unit configured to automatically manage the condition of the plurality of switching elements to control the current flow from each of the plurality of battery packs to the electrical load, and to control discharge rates of each of the plurality of battery packs, wherein the master control unit selectively opens and closes the switching elements to connect the battery packs to the electrical load to power the electrical load.\n, a plurality of removable rechargeable battery packs coupled to a power bus, wherein an electrical load is electrically connected to the power bus;, a plurality of switching elements, each controllable to operate in one of an open condition and a closed condition to allow current flow to and from the power bus; and, a battery management system including a plurality of internal control units, wherein at least one of the plurality of internal control units is positioned within each of the plurality of battery packs, wherein one internal control unit of the plurality of internal control units is a master control unit configured to automatically manage the condition of the plurality of switching elements to control the current flow from each of the plurality of battery packs to the electrical load, and to control discharge rates of each of the plurality of battery packs, wherein the master control unit selectively opens and closes the switching elements to connect the battery packs to the electrical load to power the electrical load., 2. The scalable power unit of claim 1, wherein the battery management system is configured to control the discharge rate of each of the plurality of battery packs to maintain a state of charge of each of the battery packs in balance with the other battery packs., 3. The scalable power unit of claim 2, wherein the battery management system is configured to maintain the state of charge of each of the battery packs in balance with the other battery packs by reducing the current draw from one or more battery packs having a lower state of charge relative to the other battery packs., 4. The scalable power unit of claim 2, wherein the battery management system operates to maintain the state of charge of each of the battery packs in balance with the other battery packs by charging one or more battery packs having a lower state of charge with current drawn from one or more other battery packs having a higher state of charge., 5. The scalable power unit of claim 1, wherein each of the plurality of switching elements is associated with one of the battery slots, and configured to be in electrical communication with a received battery pack., 6. The scalable power unit of claim 1, wherein each of the battery packs includes one of the switching elements., 7. The scalable power unit of claim 1, wherein each of the switching elements comprises a first transistor and a second transistor, wherein the control unit separately controls a state of the first and second transistors to control one of a charging and a discharging of the battery pack associated with the switching element., 8. The scalable power unit of claim 1, wherein the electric load is an electric motor., 9. The scalable power unit of claim 1, wherein each of the battery packs comprises an outer housing and a plurality of battery cells contained within the housing., 10. The scalable power unit of claim 9 wherein the outer housing of each of the plurality of battery packs is configured to receive and engage the outer housing of another battery pack such that the plurality of battery packs can be assembled in a stack., 11. The scalable power unit of claim 1, wherein each of the battery packs weighs less than 20 pounds., 12. The scalable power unit of claim 1 wherein each battery pack is rated at about 1 kilowatt-hour of energy., 13. The scalable power unit of claim 1 wherein the electric power unit is used for powering one or more drive motors of a riding vehicle. | US | United States | Active | B | True |
| 67 | Hybrid-electric vehicle plug-out mode energy management \n | US11351975B2 | This application is a division of U.S. application Ser. No. 14/057,048 filed Oct. 18, 2013, now U.S. Pat. No. 10,259,443 issued Apr. 16, 2019, the disclosure of which is hereby incorporated in its entirety by reference herein.\nThis application relates to control of a hybrid vehicle powertrain to provide power to external devices.\nHybrid vehicles combine traditional fuel-powered engines with electric motors to improve fuel economy. To achieve better fuel economy, a hybrid vehicle includes a traction battery that stores energy for use by the electric motors. During normal operation, the state of charge of the battery may fluctuate. The battery may be charged by controlling the engine and a generator to provide power to the battery. Additionally, a plug-in hybrid may recharge the battery by plugging in to an external power supply.\nA hybrid vehicle may also be adapted to provide power to loads external to the vehicle. The vehicle may have a plug-out mode where an external load can be connected to the vehicle. In the plug-out mode, the vehicle provides power to the external load. One possible application may be to provide electrical power to a house as a backup generator. For example, the vehicle power bus may be connected to an external inverter that converts DC voltage to an AC voltage compatible with household devices. The traction battery may provide the power or the engine may be operated to drive a generator to provide the external power.\nA vehicle includes an engine, a battery with terminals, and an electric machine. The vehicle further includes at least one controller programmed to, in response to a difference between a voltage across the terminals and a reference voltage in the absence of a demand for propulsive power, operate the engine at an operating point selected based on the difference such that a power output by the electric machine reduces the difference. The operating point may be selected such that, for the power output by the electric machine, fuel consumption by the engine is generally minimized. The operating point may define a torque command and a speed command for the engine. The operating point may be further selected based on a state of charge of the battery such that the power output by the electric machine generally maintains the state of charge of the battery. The operating point may be further selected based on a state of charge difference between a state of charge of the battery and a predetermined state of charge such that the power output by the electric machine reduces the state of charge difference. The at least one controller may be further programmed to operate the electric machine to cause the engine to rotate at an engine speed defined by the operating point.\nA vehicle includes an engine, and an electric machine mechanically coupled to the engine and electrically coupled to a traction battery. The vehicle further includes at least one controller programmed to, in response to a difference between a voltage associated with the traction battery and a reference voltage in the absence of a demand for propulsive power, operate the engine to drive the electric machine to output power at a level sufficient to reduce the difference such that fuel consumed by the engine is generally minimized for the level. The level may correspond to a predetermined engine operating point. The voltage associated with the traction battery may be a terminal voltage of the traction battery. The level may be further sufficient to maintain a state of charge of the traction battery. The level may be further sufficient to charge the traction battery to a predetermined state of charge. The vehicle may further include a port electrically coupled to the traction battery and configured to provide power from the traction battery or the electric machine to an external load electrically connected therewith. The voltage associated with the traction battery may be a voltage measured at the port.\nA method of controlling a vehicle by at least one controller includes selecting a power level for an electric machine based on a difference between a voltage of a high-voltage bus and a reference voltage. The method further includes selecting an operating point for an engine that generally minimizes fuel consumption at the selected power level. The method further includes operating the engine at the operating point to drive the electric machine to produce the selected power to reduce the difference. The selected power level may further maintain a state of charge of a traction battery electrically connected to the high-voltage bus. The selected power level may further drive a state of charge of a traction battery electrically connected to the high-voltage bus to a predetermined state of charge. The selecting and operating may be performed in the absence of a demand for propulsive power.\n FIG. 1 is a diagram of a plug-in hybrid-electric vehicle illustrating typical drivetrain and energy storage components.\n FIG. 2 is a diagram illustrating a possible control scheme for providing power to an external load.\n FIG. 3 is a plot illustrating the optimal operating point of the engine.\n FIG. 4 is a flowchart illustrating a possible implementation of providing power to an external load.\nEmbodiments of the present disclosure are described herein. It is to be understood, however, that the disclosed embodiments are merely examples and other embodiments can take various and alternative forms. The figures are not necessarily to scale; some features could be exaggerated or minimized to show details of particular components. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a representative basis for teaching one skilled in the art to variously employ the present invention. As those of ordinary skill in the art will understand, various features illustrated and described with reference to any one of the figures can be combined with features illustrated in one or more other figures to produce embodiments that are not explicitly illustrated or described. The combinations of features illustrated provide representative embodiments for typical applications. Various combinations and modifications of the features consistent with the teachings of this disclosure, however, could be desired for particular applications or implementations.\n FIG. 1 depicts a typical hybrid-electric vehicle (HEV). A typical hybrid-electric vehicle 12 may comprise one or more electric machines 14 mechanically connected to a hybrid transmission 16. The electric machines 14 may be operable as a motor and a generator. In addition, the hybrid transmission 16 is mechanically coupled to an engine 18. The hybrid transmission 16 may also be mechanically coupled to a drive shaft 20 that is mechanically coupled to the wheels 22. The electric machines 14 may provide propulsion and deceleration capability when the engine 18 is turned on or off. The electric machines 14 may act as generators and can provide fuel economy benefits by recovering energy that would normally be lost as heat in the friction braking system. The electric machines 14 may also provide reduced pollutant emissions since the hybrid electric vehicle 12 may be operated in an all-electric mode under certain conditions.\nIn certain modes of operation, at least one of the electric machines 14 may act as an onboard generator. The shaft of the electric machine 14 may be driven by the engine 18, either directly or through the hybrid transmission 16. The power output of the engine 18 is a function of the engine torque and the engine speed. The mechanical energy created by the engine 18 may be converted to electrical energy through the electric machine 14 acting as a generator. The power output by the electric machine 14 is a function of the electric machine speed and the electric machine torque.\nThe battery pack 24 stores energy that can be used by the electric machines 14. A vehicle battery pack or traction battery 24 typically provides a high voltage DC output. A high-voltage bus 40 may be defined for connecting loads requiring high-voltage. The battery pack 24 may be electrically coupled to the high-voltage bus 40 to provide power to and receive power from the high-voltage bus 40. The high-voltage bus 40 may represent a connection point for loads that require a connection to high-voltage power. One or more power electronics modules 26 may be electrically connected to the high-voltage bus 40 and may be configured to provide power to and receive power from the high-voltage bus 40. The power electronics module 26 may be electrically connected to the electric machines 14 and provides the ability to bi-directionally transfer energy between the high-voltage bus 40 and the electric machines 14. For example, a typical battery pack 24 may provide a DC voltage while the electric machines 14 may require a three-phase AC current to operate. The power electronics module 26 may convert the DC voltage to a three-phase AC current as required by the electric machines 14. In a regenerative mode, the power electronics module 26 may convert the three-phase AC current from the electric machines 14 acting as generators to the DC voltage required by the battery pack 24.\nIn addition to providing energy for propulsion, the battery pack 24 may provide energy for other vehicle electrical systems. A typical system may include a DC/DC converter module 28 that converts the high-voltage DC output of the battery pack 24 to a low-voltage DC supply that is compatible with other vehicle loads. The DC/DC converter module 28 may be electrically connected to the high-voltage bus 40 and be configured to provide power to and receive power from the high-voltage bus 40. Other high-voltage loads, such as compressors and electric heaters, may be connected directly to the high-voltage bus 40. In a typical vehicle, the low-voltage systems are electrically connected to an auxiliary battery (e.g., 12V) 30. The auxiliary battery 30 is depicted as a 12V battery but may be at any voltage suitable for the particular application (e.g., 24V, 48V, etc.). An all-electric vehicle may have a similar architecture but without the engine 18 and a modified transmission 16.\nThe vehicle may be a plug-in HEV in which the battery pack 24 may be recharged by an external power source 36. The external power source 36 may provide AC or DC power to the vehicle 12 by electrically connecting through a charge port 34. The charge port 34 may be any type of port configured to transfer power from the external power source 36 to the vehicle 12. The charge port 34 may be electrically connected to a power conversion module 32. The power conversion module 32 may condition the power from the external power source 36 to provide the proper voltage and current levels to the battery pack 24. In some applications, the external power source 36 may be configured to provide the proper voltage and current levels to the battery pack 24 and the power conversion module 32 may not be necessary. The functions of the power conversion module 32 may reside in the external power source 36 in some applications.\nOne or more controllers may be present in the vehicle to control the operation of the various components. A Vehicle System Controller (VSC) 44 is shown as part of the vehicle. Other controllers are not shown in the figures. The controllers may communicate with one another in any appropriate manner. A communications bus may be a wired connection that connects the controllers of the vehicle 12 such that the data may be transmitted and received between controllers. The communications bus may be a serial bus, such as a controller area network (CAN). Communications may also be via discrete hardware signals between controllers. A combination of serial and discrete communication signals may also be utilized.\nFor example, the various components within the vehicle may each have an associated controller. The engine 18 may have an associated controller to control and manage operation of the engine 18. The engine controller may monitor signals associated with the engine 18 such as engine speed and engine torque. The engine controller may control various aspects of the engine 18 operation.\nThe transmission 16 may have an associated controller to control and manage operation of the transmission 16. The transmission controller may monitor signals associated with the transmission 16 such as transmission output speed, fluid level, and gear positions. The transmission controller may control various aspects of the transmission 16 operation.\nThe Power Electronics Module 26 may have an associated controller to control and manage operation of the module and the electric machines 14. The power electronics controller may monitor signals associated with the electric machines 14, such as speed, current, voltage, and temperature. The power electronics controller may also monitor signals associated with the power electronics such as the DC bus voltage. The power electronics controller may also control various aspects of the electric machine 14 operation.\nThe battery pack 24 may have an associated controller to manage and control the operation of the battery pack 24. The battery controller may monitor signals associated with the battery pack 24, such as battery voltage, battery current, and battery temperature. The battery controller may control various aspects of the battery pack 24 operation.\nThe vehicle may have at least one controller 44 to manage and control the operation of the various components. The controller may be a Vehicle System Controller (VSC) 44. The VSC 44 may be connected to other controllers via a communications bus (not shown). The VSC 44 may coordinate the operation of the other controllers to achieve vehicle level objectives.\nIn addition to providing power for propulsion of the vehicle 12, the battery pack 24 may be configured to provide electric power to an external load 42. The external load 42 may be equipment that is off-board the vehicle or may be equipment that is on the vehicle. The external load 42 may be external to the hybrid powertrain. For example, the external load 42 could be a device that is carried by or attached to the vehicle 12 that requires power to be provided by the vehicle 12. This mode of operation is referred to as a plug-out mode of operation. In this mode, energy may be provided for external uses by plugging into the high voltage bus 40 of the vehicle. The engine 18 and electric machine 14 operated as a generator may also be used to provide power from the vehicle 12 in the absence of a demand for propulsive power.\nThe vehicle 12 may have a plug-out connector module 38 that may enable connection to the high-voltage bus 40. The plug-out connector module 38 may be controlled by a controller such as the VSC 44. The plug-out connector module or port 38 may control the delivery of high-voltage to the external load 42. The plug-out connector module 38 may enable and disable high voltage that is passed to the external load 42. The plug-out connector port 38 may have the capability to selectively connect high voltage from the high-voltage bus 40 to the external load 42. The plug-out connection port 38 may provide a connection point for connecting the external load 42 to the vehicle 12. The port 38 may provide connections for high voltage and for communications between the vehicle 12 and the external load 42. The plug-out connector port 38 may provide an indication to other controllers that an external load 42 is connected to the vehicle 12.\nIn a plug-out mode of operation, the vehicle 12 may be stationary. The engine 18 may be running to power the electric machine 14 acting as a generator. The following description is based on operating the electric machine 14 as a generator, so the term generator may be used interchangeably with the term electric machine 14 in the following description. The hybrid powertrain may be designed such that one or more of the electric machines 14 may be operated as a generator while the vehicle 12 is stationary. The electric machine 14 operating as a generator converts the mechanical power of the engine 18 into electrical power. The high-voltage bus 40 may be connected to an external device 42 through the plug-out connector port 38. For example, the external load 42 may be an external inverter that converts the DC bus voltage to an AC voltage for driving AC accessories. This mode of operation may require control of the engine 18 and electric machine 14. It may be important to control the on-board components to match the power requirements of the external load 42. Important considerations for the control may be robustness to load variations and fuel efficiency. Such a system should maintain the battery state of charge for driving purposes as well as provide sufficient power to the external loads. The issue becomes one of how to control the engine and generator to provide power to a varying external load in the most fuel efficient manner.\n FIG. 2 outlines the various functions that a plug-out mode energy management controller may perform. The functions described may be implemented by one or more of the controllers in the vehicle. One function may be to calculate a generator power request for maintaining the battery state of charge (SOC) 60. The generator power request 64 may be an amount to power to request from the electric machine 14 operating as a generator. The generator power request 64 may be configured to maintain the battery state of charge at a desired level. When the battery state of charge falls below a predetermined value, a request to provide power may be determined. If the battery state of charge is above a predetermined value, a request to provide power from the engine may not be necessary. The generator power request 64 may also be configured to increase or decrease the battery state of charge to a predetermined state of charge value.\nTo determine the power required to maintain the state of charge at a given level, the present state of charge (SOC) may be input 62. The power required to maintain a particular state of charge may be determined based on test data or analysis. The power required to maintain the battery SOC may take into account the base amount of power required when all necessary modules are powered on to operate in the plug-out mode of operation. A table or equation may be used to calculate a base output power for maintaining the state of charge, P g ref 64, at a desired level. The desired SOC level to maintain may be the present SOC level. It may also be desired to set the SOC level to be within an optimal range for the battery, in which case, the power output may be set to increase or decrease battery SOC accordingly. The base output power for maintaining the battery state of charge, P g ref 64, may also be based on a difference between the current battery state of charge 62 and a predetermined state of charge set point.\nIn a case where an external load is connected, the power required by the load 92 may not be known. The power requirement of the external load, P Load 92, may vary depending on how the external load is operated. It may be desired to adjust the base power level 64 to maintain the battery SOC according to the power drawn by the external load. The base output power, P g ref 64, may be adjusted for bus voltage variations to account for variations in the external load power 92. A bus voltage compensation value 68 may be subtracted from the base output power, P g ref 64, to determine an adjusted output power level, P g des 66. The adjusted output power level 66 may be a power value that is required to satisfy the total power demands.\nThe engine 18 and generator 14 may be controlled to provide power to the battery pack 24 to maintain the state of charge at a desired level. If the battery SOC is above a predetermined value, it may be desirable to provide the external power requirements from the battery pack 24. In this mode, the engine 18 may be turned off until such time as the battery pack 24 needs to be charged. If the battery SOC is below a threshold, it may be desirable to command generator power to increase the SOC to a desired level. The engine 18 may be operated to always provide power when an external load is connected so that battery SOC is not reduced.\nA suitable operating point for the engine 18 and generator 14 may be determined. The desired generator power level, P g des 66, may be used as an input to determine a desired engine operating point 68. Determination of the engine operating point may require that engine power losses be added to the desired generator power level 66 to compensate for inefficiencies of the engine 18. That is, for a given output power of the generator, the engine may have to provide more power to compensate for mechanical losses of the engine. Additionally, power losses within the power electronics module 26 and the generator 14 may be considered when determining the engine operating point. The engine operating point may be one that minimizes fuel consumption for the given generator power level. The operating point may be defined by a target engine speed, ωe* 70, and a target engine torque, τe* 72.\nWhen the vehicle is parked and not moving, the engine 18 and generator 14 speeds may be decoupled from the vehicle speed. The engine 18 and generator 14 may be operated at any speed that is allowed by performance constraints (e.g., noise, vibration, and harshness (NVH) constraints). The operating point of the engine 18 and the generator 14 may be selected to minimize fuel consumption of the engine 18. Selection of the engine 18 operating point may take into account the efficiency of the generator 14 and the engine 18.\nAs the desired output power 66 changes, the operating point may move along an optimal efficiency curve 162 as shown in FIG. 3. The curve shown may be one that optimizes fuel consumption. As an example, the engine may be operating presently at an engine power level, P e 150, defined by torque level, T 1 154, and engine speed level, ω 1 156. If the required external load power increases, the engine power level may be increased to support the external load. As the adjusted output power level, Pg des (66 FIG. 2) increases, the power requirement of the engine may increase by an amount ΔPe. The system may find a new operating point 152 on the optimal efficiency curve 162 that reflects the new required output power level.\nIf the system is not generating enough power to support the external load, the battery voltage may decrease below a predetermined reference voltage. Referring to FIG. 2, an error 102 between a reference voltage 96 and the battery voltage 94 may be calculated as the difference between the reference voltage 96 and the battery voltage 94. The error 102 may be used to calculate a power adjustment, ΔP g 68, that adjusts the power level to provide the external load power. When the battery voltage 94 is below the reference voltage 96, the power adjustment, ΔP g 68, may cause an increase in the adjusted output power level, P g des 66.\nThe engine power required for a given required generator power may be determined by estimating power losses of the system. A new engine power may be calculated based on the desired generator power level 66. The new engine power may be represented as the sum of the previous engine operating power and a change in engine power, ΔPe. The engine power calculation may take into account factors such as engine efficiency, electric machine losses, and electrical transmission losses. Referring to FIG. 3, the new engine power value may be used to generate a new operating point 152. The new operating point 152 may be defined by a torque level, T 2 158, and engine speed level, ω 2 160. Note that since power is the product of torque and speed, there are many possible combinations that could supply the required change, ΔPe, however, only one such point may exist on the optimal curve 162. The combination selected may be optimized based on specific criteria to minimize fuel consumption of the engine. The engine operating point may be implemented as a predetermined table of values indexed by the desired generator power output.\nReferring again to FIG. 2, once an engine operating point (70, 72) is selected, the engine 18 and generator 14 may be controlled to this operating point. The engine 18 may be operated in an engine torque control mode where the engine torque output 76 may be controlled. The engine control 74 may control the engine torque, τe 76, to the target value, τe* 72 using various methods. The engine torque 76 may be adjusted by controlling a throttle position, a spark retard, or valve timing represented by signal 104. The engine control function 74 may send control signals 104 to the appropriate devices associated with the engine 18 to control the engine 18 operation. The expected result is that the engine will supply a torque 76 to the engine crankshaft.\nThe generator torque output 78 may be controlled by operating the generator 14 in a speed control 80 mode. In a speed control mode of operation, the electric machine torque 78 may be varied to maintain a target engine speed 70. The engine speed and generator speed may be related by a gear ratio. Knowing the engine speed or the generator speed allows the other speed to be calculated. The engine speed may be measured using a sensor on the engine shaft. The generator speed may be measured using a speed sensor on the generator shaft.\nFor example, an increase in applied engine torque 76 may rotate the engine shaft which may tend to increase the engine speed and the generator speed. The generator torque 78 will tend to counteract the engine torque to prevent the engine speed 84 from straying from the target speed 70. The effect is that the generator torque, τg 78, will balance the engine torque, τe 76, to maintain the target engine speed 70. The generator torque, τg 78, may be negative when the engine is producing a positive output power. The speed control 80 may operate by adjusting the generator torque, τg 78, based on an error 114 between the commanded engine speed, ωe* 70, and the actual engine speed, ω e 84. Alternatively, the commanded engine speed may be converted to a commanded generator speed to generate an error signal in conjunction with the generator speed 84. The generator torque, τg 78, may additionally be adjusted based on an error between a commanded generator torque and the actual generator torque. A proportional and integral (PI) type of control may be used in the speed controller 80. Additional types of controllers may be used with or instead of the PI control to improve the transient speed control behavior or to satisfy other system requirements.\nThe generator speed control may output a generator torque reference, τ g 108. The generator torque reference 108 may be processed by the power electronics module 26 to control the generator current 110. The generator 14 may provide a torque 78 that is ideally equal to the generator torque reference 108.\nThe system may respond to the engine torque 76 and generator torque 78 based on the particular characteristics of the system. The engine-generator dynamics 82 will determine the actual response to the torque inputs. The engine speed, ω e 84, will vary based on the sum of the engine torque, τe 76, and the generator torque, τ g 78. Generally, the engine speed 84 will increase as the net torque applied 112 (sum of engine torque 76 and generator torque 78) is increased.\nThe power provided by the engine, P e 86, may be expressed as the product of the engine torque, τe 76, and the engine speed, ω e 84. Since there are losses in the engine due to friction and other loads required to operate the engine 18, the total electrical power generated, P g 90, may be the engine power, P e 86 reduced by the additional loads and losses, P loss 88. The losses may also include the efficiency of the generator 14 and power distribution system. The generated electrical power may provide power to the external electrical load, P load 92, and to the battery 24 to maintain the battery state of charge. The net power left 106 for the battery is the difference between the generated electrical power, P g 90, and the power used by the external load, P load 92.\nThe power supplied to or provided by the battery pack 24 may affect the battery voltage, V batt 94. Power supplied to the battery 24 may generally increase the battery voltage 94, while power provided by the battery 24 may generally decrease the battery voltage 94. The change in battery voltage 94 provides a mechanism to determine if the system is operating sufficiently to provide power to the external load.\nThe power supplied may be compensated for bus voltage variations. The external accessory power load 92 required to be provided by the generator system may be unknown. When the load power 92 is increased, more current will be drawn from the high-voltage bus and the bus voltage 94 may drop. To adapt to this variation of power usage, the desired generator output power 66 may be increased until the electric machine 14 can provide enough power so that the bus voltage 94 is maintained at a desired level. The feedback power adjustment 68 can be fed back and combined with the base power request 64. A reference voltage 96 may be subtracted from the present battery voltage, V batt 94, to determine a voltage error 102. A power adjustment, ΔP g 68, may be calculated from the voltage error 102. The power compensation 98 may be accomplished by knowing the amount of current provided by or to the battery 24. The power compensation 98 may be implemented as a table or control algorithm within a controller. The power adjustment, ΔP g 68, may be fed back to determine the operating point for the engine 18 and generator 14. In another example, the power compensation 98 may be a PI controller that attempts to maintain the battery voltage 94 at the reference value 96. In practice, many control schemes may be utilized to implement the power compensation 98.\nOnce the power adjustment, ΔP g 68, is determined, an optimal operating point comprised of a desired engine torque 72 and engine speed 70 combination can be found. An operating point may be determined that lies on the optimal curve and defines an engine torque 72 and engine speed 70 combination. The operating point may be a point where the least fuel is used for a given power output. Other optimization routines may be implemented as well.\nThe resulting operation is such that as the external power 92 demanded changes, the operating point of the engine 18 and generator 14 is adjusted to provide power to the external load and to maintain the battery voltage 94 at a given voltage 96. As the power demanded by the external load 92 changes, the battery voltage 94 may increase or decrease in response. The change in battery voltage 94 will cause the operating point of the engine 18 and generator 14 to adjust in order to provide the desired power requested 92 by the external load. An advantage of this configuration is that the power demanded 92 by the external load may be learned by the vehicle. There is no need for the external load to communicate the required amount of power; therefore, any external load may be connected so long as its power requirements are within the limits that the vehicle can provide.\n FIG. 4 shows an example of a flow chart for the control decisions of operating the powertrain in a plug-out mode. The logic may be implemented in a controller. A first check may be performed to ensure that the vehicle is in a stationary condition 200. It may be desired to ensure that there is no demand for propulsive power to prevent vehicle movement while an external load is connected. This may be done by monitoring a vehicle speed signal and/or the transmission gear selector position. The controller may determine the vehicle speed by monitoring one or more wheel speed sensors or a transmission speed sensor. The vehicle may be required to be in a park gear or mode to initiate or continue the plug-out mode. One or more of an actual transmission gear and the status of a transmission park mechanism may be monitored. In addition, the plug-out connector module may have associated hardware to detect that a plug is inserted. It may be important to detect that a plug-out connector is inserted to prevent drive-off while providing external power.\nThe system may then monitor to determine if the plug-out function has been activated 202. This may be by a switch or other i | A vehicle includes an engine, an electric machine, a battery, and at least one controller. The vehicle may further comprise a port for supplying power to a load external to the vehicle. The controller is programmed to operate the engine at a power level based on a difference between a battery voltage and a reference voltage such that a power output by the electric machine reduces the difference. The power level may define an engine operating point that minimizes fuel consumption. The operating point may be an engine torque and an engine speed. The power level may be further based on a state of charge of the battery. The electric machine may be operated to cause the engine to rotate at an engine speed corresponding to the selected power level. The difference may be caused by varying power drawn by a load external to the vehicle. | US:16/385,738 | https://patentimages.storage.googleapis.com/b4/33/48/f1f9a05decc066/US11351975.pdf | US:11351975 | Wei Liang, Mark Steven Yamazaki, XiaoYong Wang, Rajit Johri, Ryan Abraham McGee, Ming Lang Kuang | Ford Global Technologies LLC | US:1367804, US:2908852, US:3497708, US:4275344, US:4336487, US:4839576, US:5151647, US:5162720, US:5512813, US:5608309, US:5864770, US:6104160, US:6384489, US:6488107, US:6661231, US:20010043055:A1, US:6724100, US:20040126306:A1, US:20050264245:A1, US:6984946, US:20050024001:A1, JP:2004104936:A, JP:4104940:B2, US:7296648, US:20050045058:A1, US:20050242784:A1, US:7277781, US:20060164034:A1, JP:2006180658:A, JP:4353093:B2, US:7626354, US:20070032915:A1, US:20070193796:A1, US:20080053715:A1, US:7733039, US:7741805, US:20090132151:A1, US:20090229898:A1, US:20110031046:A1, US:7779616, WO:2009158224:A2, US:20130024069:A1, US:20150035356:A1, US:9859738, US:20150112522:A1, US:10259443 | 2022-06-07 | 2022-06-07 | 1. A vehicle comprising:\nan engine;\nan electric machine mechanically coupled to the engine and electrically coupled to a high-voltage bus; and\nat least one controller programmed to, in response to a difference between a voltage associated with the high-voltage bus and a reference voltage in the absence of a demand for propulsive power, operate the engine at a target torque and operate the electric machine at a torque that drives a speed of the engine to a target speed and generates power on the high-voltage bus at a level to reduce the difference.\n, an engine;, an electric machine mechanically coupled to the engine and electrically coupled to a high-voltage bus; and, at least one controller programmed to, in response to a difference between a voltage associated with the high-voltage bus and a reference voltage in the absence of a demand for propulsive power, operate the engine at a target torque and operate the electric machine at a torque that drives a speed of the engine to a target speed and generates power on the high-voltage bus at a level to reduce the difference., 2. The vehicle of claim 1 wherein the level corresponds to a predetermined engine operating point that defines the target speed and the target torque., 3. The vehicle of claim 1 wherein the voltage associated with the high-voltage bus is a terminal voltage of a traction battery that is coupled to the high-voltage bus., 4. The vehicle of claim 3 wherein the level is further defined to maintain a state of charge of the traction battery., 5. The vehicle of claim 3 wherein the level is further defined to charge the traction battery to a predetermined state of charge., 6. The vehicle of claim 1 further comprising a port electrically coupled to the high-voltage bus and configured to provide power from a traction battery coupled to the high-voltage bus or the electric machine to an external load electrically connected therewith., 7. The vehicle of claim 6 wherein the voltage associated with the high-voltage bus is a voltage measured at the port., 8. The vehicle of claim 1 wherein the level corresponds to a predetermined engine operating point that generally minimized fuel consumption of the engine., 9. The vehicle of claim 1 wherein the torque is based on an error between target speed and an actual speed of the engine., 10. The vehicle of claim 1 wherein the difference changes as an external load coupled to the high-voltage bus via a port draws power from the high-voltage bus. | US | United States | Active | B | True |
| 68 | 一种电动汽车低温充电控制系统及其控制方法 \n | WO2022021795A1 | NaN | 一种电动汽车低温充电控制系统，该系统包括：非车载充电机（101）、动力电池（103）、电池管理系统（102）、控制器（104）和PTC加热器（105）；当电池管理系统（102）判断电池（103）温度低于设定的温度阈值下限时进入动力电池（103）正常加热流程，控制器（104）判断电池（103）温度高于温度阈值上限时，电池管理系统（102）向非车载充电机（101）发送充电请求电流，进入动力电池（103）正常充电流程；控制器（104）判断动力电池（103）温度在温度阈值下限和温度阈值上限之间且满足PTC加热器（105）开启条件时，进入边充电边加热流程；该系统能够解决边充电边加热过程中因PTC（105）消耗动力电池（103）充电电能，导致动力电池（103）输入电流低于其需求值的问题，从而达到缩短低温充电时间的目的，同时能够避免动力电池（103）出现过充电，保证动力电池（103）的安全。 | PC:T/CN2020/141461 | https://patentimages.storage.googleapis.com/6e/35/b3/b5c3989c6be2af/WO2022021795A1.pdf | NaN | 王伯军, 李威, 姜瑞, 王金明, 林翰东 | 中国第一汽车股份有限公司 | CN:103457318:A, CN:106394264:A, US:20180001774:A1, CN:109703414:A, CN:109808549:A, CN:111942228:A | Not available | 2022-02-03 | 一种电动汽车低温充电控制系统，其特征在于包括：非车载充电机、动力电池、电池管理系统、控制器和PTC加热器；, 所述非车载充电机(101)接收电池管理系统的充电电流请求，为动力电池(103)充电和/或为PTC加热器(105)、直流-直流转换器(106)提供电能；, 所述电池管理系统(102)根据动力电池温度判断电池需要充电还是加热、向非车载充电机发送充电电流请求、判断动力电池实际输入电流值、判断非车载充电机输出电流值、向控制器发送禁止PTC加热器输出指令；, 所述控制器(104)负责判断PTC加热器开启关闭条件，负责控制PTC加热器开启关闭。, 所述直流-直流转换器(106)负责为系统中控制器提供低压电源。, 根据权利要求1所述的电动汽车低温充电控制系统，其特征在于所述的控制器是整车控制器。, 根据权利要求1所述的电动汽车低温充电控制系统，其特征在于所述的控制器是BMS控制器。, 根据权利要求1所述的电动汽车低温充电控制系统，其特征在于所述的控制器是空调控制器。, 一种如权利要求1所述的电动汽车低温充电控制系统的控制方法，包括下述步骤：, 步骤201、电池管理系统判断电池温度是否低于设定的温度阈值下限，是则向控制器发送加热请求，控制器控制PTC加热器开启，进入动力电池正常加热流程，否则执行步骤202，其中温度阈值下限为-20℃～-15℃；, 步骤202、电池管理系统向控制器发送充电请求；, 步骤203、控制器判断电池温度是否高于温度阈值上限，是则电池管理系统向非车载充电机发送充电请求电流，进入动力电池正常充电流程，否则执行 步骤204；其中温度阈值上限为20～25℃；, 步骤204、控制器判断是否满足边充电边加热条件，即当动力电池温度在温度阈值下限和温度阈值上限之间，并且满足PTC加热器开启条件时，控制器控制PTC加热器开启，同时电池管理系统向非车载充电机发送充电请求电流，进入边充电边加热步骤205，不满足进入动力电池正常充电流程；, 所述的PTC加热器开启条件为：同时满足电池当前需求电流值＜非车载充电机最大输出电流值、电池水温＜X℃和电池单体温差＜Y℃；水温X℃在40-55℃之间，电池单体温差Y℃在8-15℃；, 步骤205、非车载充电机和PTC加热器分别对动力电池进行充电和加热。, 根据权利要求5所述的电动汽车低温充电控制系统的控制方法，其特征在于所述步骤205边充电边加热过程中，电池管理系统首先向非车载充电机发送等于当前自身需求电流值的充电请求电流进行电池充电；充电启动后，控制器控制PTC加热器开始工作，控制器控制PTC加热器输出功率＝非车载充电机最大输出功率-电池当前需求功率-DCDC消耗功率-X，且不超过PTC加热器最大输出能力，X为PTC加热器输出功率最大误差，此时若电池管理系统判断动力电池实际输入电流低于其当前自身需求电流值，电池管理系统开始提升其对非车载充电机发送的充电请求电流，当充电请求电流I＝电池当前需求电流值I\n 1+PTC加热器消耗电流I\n 2时，充电请求电流I不再增加；当控制器判断满足PTC加热器关闭条件时，向电池管理系统发送关闭PTC加热器请求；电池管理系统收到PTC加热器关闭请求后或者判断电池实际输入电流值＞自身当前需求电流值I\n 1，将充电请求电流I降至自身需求电流值I\n 1；电池管理系统判断非车载充电机输出电流≤电池当前需求电流值后，向控制器发送PTC加热器关闭允许指令，控制器控制PTC关闭PTC加热器，加热结束。\n , 根据权利要求6所述的电动汽车低温充电控制系统的控制方法，其特征在于所述的PTC关闭条件为电池水温≥X℃，X℃在40-55℃之间。, 根据权利要求6所述的电动汽车低温充电控制系统的控制方法，其特征在于所述的PTC关闭条件为电池单体温差≥Y℃，Y℃在8-15℃之间。, 根据权利要求6所述的电动汽车低温充电控制系统的控制方法，其特征在于所述的PTC关闭条件为电池当前需求电流值≥非车载充电机最大输出电流值。 | WO | WIPO (PCT) | NaN | B | True |
| 69 | Apparatus and method for charging and discharging electric vehicle under smart grid environment \n | US11413984B2 | This application claims the benefit of priority to Korean Patent Application No. 10-2017-0055393, filed on Apr. 28, 2017 in the Korean Intellectual Property Office, the disclosure of which is hereby incorporated by reference as if fully set forth herein.\nThe disclosure relates to an apparatus and a method for charging and discharging electric vehicle, and more particularly, to an apparatus and a method for controlling a charging operation in the electric vehicle to effectively manage a power transfer between a smart grid and an electric vehicle.\nHybrid vehicles and electric vehicles are known as eco-friendly cars. Typically, a hybrid vehicle can be considered as a vehicle having two or more power sources, such as an engine and a motor, and an electric vehicle can be defined as a vehicle using a pure battery. The hybrid vehicle can turn on the generator during a running of the vehicle to self-charge the battery, and turn it into driving energy. In particular, a hybrid vehicle can use a regenerative braking system to convert a kinetic energy of an electric motor, which rotates reversely when the vehicle decelerates, into an electrical energy, store it in a battery, and use the energy stored in the battery during traveling to operate so that energy efficiency could increase.\nOn the other hand, electric vehicles are designed to be used after being charged like electronic products. However, using an electric vehicle can be very difficult if there is no infrastructure to charge the vehicle. To overcome this, a plug-in hybrid electric vehicle (PHEV) has been suggested. The plug-in hybrid vehicle (PHEV) is an energy-efficient vehicle that is halfway between a hybrid vehicle and an electric vehicle. The plug-in hybrid vehicle differs from a hybrid vehicle in that the driver plugs in the vehicle like an electric vehicle.\nPlug-in hybrid vehicles and electric vehicles require an infrastructure to charge a battery in the vehicle. In addition, compatibility of infrastructures can be an important factor for E-Mobility for electric vehicles. The infrastructure that can charge the vehicle must be capable of charging multiple types of vehicles. Methods and techniques for charging the vehicle are becoming standardized by a standardization organization.\nThe Smart Grid can graft information and communication technology (ICT) technology onto existing power grids. The smart grid may include power grids that enable to exchange real-time power information in bi-direction between a supplier and a consumer to increase or optimize energy efficiency. Herein, bi-directional power supply refers to a supply system in which electric power can be supplied and received between a power grid and a consumer in a bidirectional manner, rather than one way of power supply to a conventional stage for power generation-transmission-distribution-sales. For example, in a system where unidirectional power is supplied, a consumer may only consume electricity, while a generator may generate and supply as much as the demand. In the smart grid system, however, the Energy Storage System (ESS) of the vehicle, which is charged fully or sufficiently, can use the remaining electrical energy to sell energy to an operator of the smart grid.\nThe disclosure can provide an apparatus and a method for a bidirectional charging and discharging with an electric vehicle in a smart grid, in which an electric rate provided by a power system operator can be received via a power line communication (PLC) modem. The apparatus and the method can be for matching collected information with user's schedule to automatically calculate optimal or effective condition so as to supply and demand a power.\nFurther, the disclosure can provide an apparatus and a method for using a portable terminal (e.g., a smart phone) or an in-home terminal (e.g., a PC, a wall pad, or the like) to control or manage an effective power transfer between a house (home) and an electric vehicle based on few settings about user's or driver's utilization pattern.\nIn addition, the disclosure can provide a method and an apparatus for utilizing an On-Board Charger (OBC) mounted on a vehicle to transfer an electric power from a battery disposed in the vehicle to a battery disposed in a house (home) as well as to charge the battery mounted on the vehicle by using the battery disposed in the house. It is possible to provide a device and a method which can provide a solution about a balanced use of electric power to smoothly overcome a power supply and demand problem.\nAccording to an exemplary embodiment of the present disclosure, an in-vehicle power system includes: a charging-discharging device configured to selectively perform both a charging function for receiving and delivering a first power signal and a discharging function for transmitting a second power signal; a battery configured to store an electrical energy transferred after DC conversion of the first power signal; and a charging-discharging controller configured to control the charging-discharging device based on a user's input or a predetermined control pattern.\nThe first power signal can be a kind of AC (Alternating Current) power signal, while the second power signal can be a kind of DC (Direct Current) power signal.\nThe charging-discharging device can be coupled to a single electric power inlet, disposed in a vehicle, for receiving the first power signal and transmitting the second power signal.\nThe charging-discharging device can be coupled to both a first electric power inlet for receiving the first power signal and a second electric power inlet for transmitting the second power signal. Herein, the first electric power inlet and the second electric power inlet are disposed in a vehicle.\nThe in-vehicle power system can further include a battery management system configured to monitor a charging status and a temperature of the battery and to report monitored data to the charging-discharging controller.\nThe predetermined control pattern can be determined based on at least one of a time zone, a fee schedule on the first power signal, and an option preset for charging the battery.\nThe fee schedule on the first power signal can be varied according to the time zone. Herein, the charging-discharging device can perform the charging function when a fee is high and the discharging function when the fee is low.\nThe discharging operation can be performed only when the battery is charged beyond the minimum charging requirement which is previously set.\nThe charging operation can be performed based on the fee schedule and a charging target amount of the battery.\nThe charging-discharging device can receive a third power signal distinguishable from the first power signal when the first power signal is not supplied.\nThe third power signal can be a kind of DC power signal.\nThe user's input can be entered via an audio-video-navigation device equipped in or mounted on a vehicle. Herein, the predetermined control pattern is stored in a storage device engaged with the audio-video-navigation device.\nThe entering the user's input and setting the predetermined control pattern can be performed via a wireless communication device engaged with the audio-video-navigation device.\nThe charging-discharging controller can be capable of delivering information about at least one of the charging operation, the discharging operation, a charging status of the battery.\nAccording to another exemplary embodiment of the present disclosure, a method for charging or discharging a vehicle includes: receiving, by a controller, a first power signal in response to a fee schedule on the first power signal to charge a battery; and transmitting, by the controller, an electrical energy stored in the battery as a second power signal in response to the fee schedule when a charging status of the battery is beyond a predetermined level.\nThe receiving the first power signal can include converting the first power signal into a DC (Direct Current) power signal, and accumulating the DC power signal in the battery. Herein, the first power signal can be a kind of AC (Alternating Current) power signal.\nThe transmitting the electrical energy can be performed in response to user's input or a predetermined control pattern.\nThe predetermined control pattern can be determined based on at least one of a time zone, a fee schedule on the first power signal, and an option preset for charging the battery.\nAccording to still another exemplary embodiment of the present disclosure, a power management system for use in a house includes: a power distributor coupled to a smart grid and configured to supply a first power signal for charging a vehicle; a battery configured to store an electrical energy delivered from the power distributor; and a power transfer supply configured to receive and transmit the electrical energy between the battery and the vehicle.\nThe power transfer supply can be configured to, in response to a request from the vehicle, either transmit the electrical energy stored in the battery or receive the electrical energy from the vehicle.\nAn apparatus for charging or discharging a vehicle can include a processing system that comprises at least one data processor and at least one computer-readable memory storing a computer program. Herein, the processing system is configured to cause the apparatus to receiving a first power signal in response to a fee schedule on the first power signal so as to charge a battery; and transmit an electrical energy stored in the battery as a second power signal in response to the fee schedule when a charging status of the battery is beyond a predetermined level.\nAdvantages, objects, and features of the invention will be set forth in part in the description which follows and in part will become apparent to those having ordinary skill in the art upon examination of the following or may be learned from practice of the invention. The objectives and other advantages of the invention may be realized and attained by the structure particularly pointed out in the written description and claims hereof as well as the appended drawings.\nThe accompanying drawings, which are included to provide a further understanding of the invention and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the invention and together with the description serve to explain the principle of the invention. In the drawings:\n FIG. 1 is a diagram about power transfer using a smart grid;\n FIG. 2 describes a vehicle and a home for enabling power transfer in a smart grid;\n FIGS. 3A to 3C show charging and discharging operations corresponding to a time zone and a bill/fee;\n FIG. 4 describes a method for charging and discharging a vehicle;\n FIG. 5 shows an example of a charging operation corresponding to a bill/fee and user's setting about a charging mode; and\n FIG. 6 shows an example of power transfer according to charge and discharge modes.\nReference will now be made in detail to exemplary embodiments of the invention, examples of which are illustrated in the accompanying drawings. In the drawings, the same elements are denoted by the same reference numerals, and a repeated explanation thereof will not be given. The suffixes “module” and “unit” of elements herein are used for convenience of description and thus can be used interchangeably and do not have any distinguishable meanings or functions.\nThe terms “a” or “an”, as used herein, are defined as one or more than one. The term “another”, as used herein, is defined as at least a second or more. The terms “including” and/or “having” as used herein, are defined as comprising (i.e. open transition). The term “coupled” or “operatively coupled” as used herein, is defined as connected, although not necessarily directly, and not necessarily mechanically.\nIn the description of the invention, certain detailed explanations of related art are omitted when it is deemed that they may unnecessarily obscure the essence of the invention. The features of the invention will be more clearly understood from the accompanying drawings and should not be limited by the accompanying drawings. It is to be appreciated that all changes, equivalents, and substitutes that do not depart from the spirit and technical scope of the invention are encompassed in the invention.\nDocuments ISO/IEC 15118 and IEC 61851-1 are considered a kind of international standards for charging infrastructures. These standards are discussed and determined to improve basic compatibility or interoperability in communication procedures and signal processing procedures for efficient charging between electric vehicles and charge spots.\nFor instance, a Combo (Combined Charging System, referred as to Combo) method is a sort of charging standard for an electric vehicle (EV). A communication protocol used in the Combo, in which a normal charging and a quick or boost charging can be performed by a single connector, may be internationally standardized through a group of ISO/IEC 15118. Specifically, requirements of a physical layer and a data link layer of ISO/IEC 15118 are defined in ISO/IEC 15118-3, which can use IEEE 1901 Profile Green PHY and IEEE 802.3 MAC. The IEEE 1901 Profile Green PHY is a kind of an IEEE 1901 Profile criterion. The HomePlug Powerline Alliance determines the IEEE 1901 Profile Green PHY as HomePlug Green PHY (HPGP) based on a Power Line Communication (PLC) technology. HPGP technology is a broadband powerline communication technology using the 1.8-28 MHz band, and the communication speed can be about 10 Mbps.\nFurther, IEC 61851-1 (Electric Vehicle Conductive Charging System—Part 1: General Requirements), which is a kind of the standard of the charging system, may describe general matters such as a rated voltage and a current of the charging system, a charging connection method, a charging mode, a charging interface, and the like. IEC 61851-21-1 (Electric Vehicle Onboard Charger EMC Requirements for Conductive Connection to AC/DC Supply) may cover standards of electro-magnetic compatibility of on-board chargers, while IEC 61851-21-2 (EMC Requirements for Off Board Electric Vehicle Chargng Systems) may cover standards of electro-magnetic compatibility of DC chargers. In addition, IEC 61851-23 (DC Electric Vehicle Charging Station) may deal with developing a standard for an off-board charging system.\n FIG. 1 is a diagram about power transfer using a smart grid.\nAs shown, a user or a driver can charge his or her electric vehicle 30 in his or her home (house, household) 20 and can move from his or her home 20 to an office building 40 that is set as a destination in the electric vehicle 30. The power generating facility or power supply facility 48 can supply an electric power required by the home 20 via a power line communication network (PLC) 12.\nGenerally, the electric power supplied to the house can be used to charge the electric vehicle 30, but an electrical energy stored in the electric vehicle 30 cannot be used by the house 20. To solve this issue, if the electrical energy stored in the electric vehicle 30 can be transferred to the home 20 and consumed within the home 20, the electric power can be used more efficiently.\nThe home 20 may have an electric outlet for charging the electric vehicle 30. The electric outlet may be connected to the electric vehicle 30 during a charging operation. The user or the driver can enter basic information about ruing schedule of the electric vehicle 30 on the next day via the personal PC (tablet PC), smart phone, or the like, which can be engaged with an in-vehicle terminal such as an audio-video-navigation (AVN). Particularly, using a terminal or a communication device, the user or the driver may enter or set a location of the house as a current location of the vehicle, a destination for estimating travelling distance and time, and a departure time for recognizing when a charging operation should be ended to start to operate. By way of example but not limitation, when setting information on the running schedule of the electric vehicle 30 and the charging schedule of the electric vehicle 30 on the next day, a charging operation can be performed more efficiently.\nWhen a battery or an accumulator which is capable of charging and storing an electrical energy is disposed in, or equipped within, the home 20, an electric power can be transferred between the home 20 and the electric vehicle 30 through charging and discharging operations of the electric vehicle 30. By way of example but not limitation, a fee or a bill of the electric power supplied to the home 20 may vary depending on purpose of use or a time zone. If the electric power can be transferred between the home 20 and the electric vehicle 30, it is possible to charge the home 20 and the electric vehicle 30 at a more inexpensive time, and to transfer the electric power therebetween when it is hard to perform a charging operation.\nIt is possible to charge a battery, an accumulator, and the like disposed in the electric vehicle 30 and the home 20 at a time when the electric power is cheaper, and to use the stored electric power if necessary. For this purpose, it is necessary to inform the user of states of charge (SOC) of the battery and the accumulator which are disposed in both the electric vehicle 30 and the home 20. The state of charge (SOC) of the battery and the accumulator can be transmitted to a user or driver's terminal through a short-range wireless communication, a wireless communication technology, a wired communication technology, or the like. By way of example but not limitation, a power line communication (PLC) signal between a power line communication (PLC) modem installed in a vehicle and an in-home modem can be used to share information with user's terminal such as a wall pad in the home, a PC, a smartphone, or the like. Through user's terminal, the user or the driver can control a charging mode, a charging method, and the like.\nThe charging mode can be specifically set by the user. By way of example but not limitation, user's setting can include which charging mode is selected, such as an unconditionally full charging, a charging in response to a running schedule, a charging in response to a fee schedule of electric power, a quick, fast or boost charging, or the like, as well as requirements or conditions about the minimum state of charge (SOC) (threshold or offset value), the fee schedule allowing the minimum charging operation, or the like.\nThe power supply facility 48 may transmit a power line communication (PLC) signal including information such as an AC power and an electricity rate. The electric power supplied from the power supply facility 48 can be transmitted to a load (e.g., an electric lamp, a refrigerator, a washing machine, etc.) of the home 20 or can be supplied into the electric vehicle 30 through the distributor. The AC power supplied into the electric vehicle 30 is delivered into the battery in the vehicle via an on board charger (OBC) mounted on the vehicle. Herein, a battery management system (BMS) in the vehicle can check a status of the battery and control the charging operation.\nInformation of the power line communication (PLC) signal transmitted from the power supply facility 48 and information connected to the Internet can be converted into a power line communication (PLC) signal via a communication modem in the distributor disposed in the home 20, and then can be delivered into the electric vehicle 30.\nIn response to the information of the power line communication (PLC) signal which is transmitted to the electric vehicle 30, a power line communication (PLC) modem mounted on the electric vehicle 30 can consider an optimal condition to select a charging mode and a discharging mode. The electric vehicle 30 may perform a charging mode or a discharging mode in response to a user input or driver's input. However, according to an embodiment, the electric vehicle 30 may perform a charging mode or a discharging mode in response to according to the conditions automatically calculated by the power line communication (PLC) modem based at least on mode selection and schedule information according to the user's preference, an electric bill based on rate information included in the power line communication (PLC) signal.\nIf the rate of electric power supplied to the home is high when sufficient electrical energy is stored or accumulated in the battery mounted in the electric vehicle 30, the electric power stored in the electric vehicle 30 can be transferred to the home 20. This method can increase the economic efficiency of electric power usage in the home 20.\n FIG. 2 describes a vehicle and a home for enabling power transfer in a smart grid.\nAs shown, a power line communication network (PLC) can supply electric power to the home 20. A user or a driver can connect the electric vehicle 30 to the home 20 to charge a battery 34 mounted in the electric vehicle 30.\nMore specifically, an vehicular power device can include a charging-discharging device 32 configured to selectively perform one of a charging function for receiving and delivering a first power signal and a discharging function for transmitting a second power signal, a battery 34 configured to store the electrical energy, which is transferred after converted into a kind of DC power, and a charging-discharging controller 38 configured to control the charging-discharging device 32 in response to user's input or a predetermined control pattern.\nThe first power signal transmitted from the power line communication network 12 and delivered to the vehicle 30 via the distributor 26 disposed in the home 20 is a kind of alternating current (AC) power signal, while the second power signal transmitted from the charging-discharging device 32 may be a kind of direct current (DC) power signal. This is because the electrical energy stored in the battery 34 is in the form of DC power while a power signal transmitted through the power line communication network 12 is a sort of AC power signal. According to an embodiment, the charging-discharging device 32 may output an AC power signal, but in order that the charging-discharging device 32 outputs the AC power signal, the electrical energy stored in the battery 34 must be changed to an AC power signal again.\nThe charging-discharging device 32 may be implemented in a single module or an apparatus including a plurality of modules. Depending on design requirements of the charge reversal device 32 and the vehicle 30, the charging-discharging device 32 can be connected to a single electric power inlet, included in the vehicle 30, in order to receive the first power signal and transmit the second power signal. According to an embodiment, the charging-discharging device 32 may be connected to a first electric power inlet for receiving the first power signal in the vehicle 30 and a second electric power inlet, which is distinguishable from the first electric power inlet, for transmitting the second power signal.\nThe vehicular power device may further include a battery management system (BMS) 36 configured to monitor a state of charge and temperature of the battery 34 and report the state of charge and temperature to the charging-discharging controller 38. The BMS 36 can not only monitor a status of the battery 34 while the vehicle 30 is running, but can also report the status of the battery 34 during charging or discharging operation.\nHerein, the charging-discharging controller 38 can be configured to control an operation of the charging-discharging device 32. The charging-discharging device 32 may be controlled in response to the input of user or driver, or may correspond to a predetermined control pattern that can be previously determined based on information set by the user or the driver. By way of example but not limitation, the predetermined control pattern may be determined according to at least one of a time zone, a rate/bill for the first power signal, and an option for charging the battery.\nThe charging-discharging controller 38 can be configured to receive signals regarding an operation for charging the vehicle 30 from the distributor 26 disposed in the home 20, and to control the charging-discharging device 32 and the battery management system 36 based on received signals. The charging-discharging controller 38 can control an operation for charging the battery 34 by using a power signal delivered from an outside of the vehicle.\nThe rate/bill of the first power signal transmitted through the distributor 26 may vary according to a time zone. By way of example but not limitation, the charging-discharging device 32 can perform the charging function when the rate is low and perform the discharging function when the rate is high. The vehicle 30 can be charged at the home 20 with a domestic rate which is different from a commercial rate when charged at a charging station located on a road or in an urban. In particular, since the vehicle 30 charged at the home 20 can have much more time for charging the battery 34, it is necessary to perform the charging function in response to an amount of power supplied to the home 20 and the electric power rate. By way of example but not limitation, in a case when the distributor 26 and the charging-discharging device 32 are connected with each other a long time, the charging-discharging device 32 can charge the battery 34 in the vehicle 30 during a time when the rate of electric power is low, and avoid charging the battery 34 in the vehicle 30 when the rate is high.\nOn the other hand, when the battery 34 is charged larger than the minimum requirement of remaining state of charge, the charging-discharging device 32 may perform the discharging function corresponding to the input of a user or a driver or the predetermined control pattern. By way of example but not limitation, if the state of charge (SOC) of the battery 34 in the vehicle 30 is sufficient (e.g., 80%), the electrical energy stored in the battery 34 in the vehicle 30 can be transferred into the home 20. After the electrical energy stored in the battery 34 in the vehicle 30 is utilized first when the rate of the first power signal supplied to the home 20 through the power line communication network 12 is high, the battery 34 in the vehicle 30 can be charged later when the rate of the first power signal is low. In this case, the rates/bills for the amount of electric power consumed by both the home 20 and the vehicle 30 can be decreased or lowered.\nAs above described, in order to transfer electric power from the vehicle 30 to the home 20, the home 20 could have a battery 22. The battery 22 disposed in the home 20 can temporarily store electrical energy and can be used as a power source for a load 28, such as household appliances, lights, and etc., included in the home 20. When the rate/bill of the first power signal supplied to the home 20 is low, the distributor 26 can supply an electric power to the load 28. However, when the rate of the first power signal is high, the distributor 26 may use the electrical energy stored in either the battery 22 of the home 20 or the battery 34 in the vehicle 30 as a power source for the load 28 rather than supplying an electric power delivered from an external to the load 28.\nThe battery 34 in the vehicle 30 and the battery 22 in the home 20 can transfer the electric power in response to user's input or a predetermined control pattern. By way of example but not limitation, if the electric power may be transferred between the battery 34 in the vehicle 30 and the battery 22 in the home 20 even when the first power signal supplied to the home 20 is blocked for various reasons, the electric power can be used more efficiently. When the battery 34 in the vehicle 30 needs to be charged but the first power signal through the distributor 26 is not supplied, the electrical energy stored in the battery 22 in the home 20 may be used for charging the vehicle 30. That is, when the first power signal is not supplied, the charging-discharging device 32 can receive from the battery 22 a third power signal that is distinguishable from the first power signal. Herein, the third power signal may be a kind of DC power signal.\nThe charging-discharging device 32 can perform the charging function according to a rate/bill of electric power and a target charging amount of the battery. Sometimes, it may be hard to couple the vehicle 30 with the distributor 26 in the home 20 so as to charge the vehicle 30. In this case, the charging function using an power signal supplied from an external may be performed corresponding to user's or driver's input or a factor such as a rate included in a predetermined control pattern, a target charging amount of the battery, and the like. By way of example but not limitation, when a charging rate of the first power signal supplied to the home 20 is high and a charging target amount of the battery is set to 70% instead of 100%, the charging function may not be executed when a state of charge in the battery reaches to the charging target amount.\nThe user's input may be delivered via an audio-video-navigation device mounted on the vehicle. For the way of example but not limitation, a charging or a discharging option suitable for user's preference may be selected via an input button provided in an audio-video-navigation device, a touch screen, or the like, which is mounted on the vehicle 30. In addition, the contents inputted or set by the user or the driver can be used as a predetermined control pattern stored in a storage device engaged with the audio-video-navigation device.\nAccording to an embodiment, the user or the driver can access the charging-discharging controller 38 via a wireless communication network 14, a local area network, etc. instead of the audio-video-navigation device mounted on the vehicle. It is possible to connect a mobile terminal or a personal computer, possessed by a user or a driver, with the charging-discharging controller 38 through a wireless communication network 14, a near-field communication network, or the like. By way of example but not limitation, the user or the driver can use the charging-discharging controller 38 or the audio-video-navigation device mounted on the vehicle via the wireless communication network 14 or the local area network to determine a charging method, a charging time, a charging time zone, a charging rate/bill and so on. For example, the user or the driver can access the charging-discharging controller 38 in the vehicle 30 via the wireless communication network 14 using a computing device such as a portable terminal so as to monitor or control the charging operation and the state of charge.\nOn the other hand, the residential power management apparatus disposed in the home 20 may include a distributor 26 connected to the power line communication network to use a first power signal for charging the vehicle 30. Herein, the first power signal may comprise an alternating voltage. In addition, the home 20 may further include a battery 22 which can store electrical energy in the form of a DC voltage converted from the alternating voltage. On the other hand, it is unlikely that the converter 20 configured to convert the first power signal, which is a form of AC voltage, into the form of DC voltage, and to deliver converted signal into the battery 22 is provided in the home 20. It might be difficult to store electrical energy in the home 20 even though the battery 22 is disposed in the home 20. However, since the vehicle 30 includes the function of converting the supply power (for example, converting from AC to DC), the charging-discharging device 32 in the vehicle 30 could be used for charging the battery 22 in the home 20. That is, the battery can receive electrical energy through the charging-discharging device 32 mounted on the vehicle 30. According to an embodiment, the battery 22 in the home 20 may be coupled to a plurality of electric power inlets including a second electric power inlet used for receiving the second power signal transmitted from the vehicle 30.\nAs not shown, the residential power management apparatus may further include a battery management device capable of charging the battery 22 in response to the rate of the first power signal, and monitoring a state of charge and a temperature of the battery 22.\nIt is possible to enable bi-directional power transfer between the battery 22 in the home 20 and the battery 34 in the vehicle 30 through the charging-discharging device 32 mounted on the vehicle 30. Such bi-directional power transfer may be performed in consideration of factors such as the state of remaining ch | An in-vehicle power system includes: a charging-discharging device configured to selectively perform both a charging function for receiving and delivering a first power signal and a discharging function for transmitting a second power signal; a battery configured to store an electrical energy transferred after DC conversion of the first power signal; and a charging-discharging controller configured to control the charging-discharging device based on a user's input or a predetermined control pattern. | US:15/833,908 | https://patentimages.storage.googleapis.com/0b/ea/a8/40dca224605ba9/US11413984.pdf | US:11413984 | Chang Min Yang, Ji Hwon KIM, Young Chan Kim, Hye Jin Song | Hyundai Motor Co | US:6087806, JP:2001008380:A, US:20070282495:A1, US:20080281663:A1, US:20110204720:A1, US:20100017045:A1, US:20090229900:A1, US:20100076825:A1, US:20100164439:A1, US:20110115439:A1, US:20120286723:A1, US:20110202217:A1, US:20140203777:A1, US:8610401, US:20120169511:A1, US:20120277923:A1, US:20130103355:A1, US:20130020992:A1, US:20130024035:A1, US:20130057211:A1, US:20150042288:A1, US:9493086, US:10406927, US:20140129829:A1, KR:20140068384:A, US:20140247019:A1, US:9895990, US:9656565, US:9527399, JP:2017046421:A, US:10011183, US:10411488, US:20180236898:A1 | 2022-08-16 | 2022-08-16 | 1. An in-vehicle power system, comprising:\na charging-discharging device configured to selectively perform both a charging function for receiving and delivering a first power signal and a discharging function for transmitting a second power signal;\na battery configured to store an electrical energy transferred after DC conversion of the first power signal; and\na charging-discharging controller configured to control the charging-discharging device based on a user's input and a predetermined control pattern,\nwherein the user's input includes basic information about a running schedule of the vehicle and a charging schedule of the vehicle on the next day,\nwherein the basic information includes at least one of a current location of the vehicle, a destination of the vehicle, and a departure time of the vehicle,\nwherein the predetermined control pattern is determined based on at least one of a time zone, a fee schedule on the first power signal, and an option preset for charging the battery,\nwherein the fee schedule on the first power signal varies according to the time zone,\nwherein the charging-discharging device performs the discharging function when a fee is high and performs the charging function when the fee is low,\nwherein the discharging operation is performed only when the battery is charged beyond a preset minimum charging requirement,\nwherein the minimum charging requirement is set to 20% or 60%,\nwherein the charging function is performed differently depending on an option for charging mode set by the user,\nwherein the charging mode is selected as one of an unconditionally full charging, a full charging according to the fee schedule, a maximum amount charging, a minimum amount charging, a quick full charging, a quick maximum amount charging, and a quick minimum amount charging, and\nwherein when the charging mode set by the user is any one of the quick full charging, the quick maximum amount charging, and the quick minimum amount charging, the charging function is performed by receiving the second power signal from a battery in a house and by receiving the first power signal from a power distributor coupled to a smart grid in parallel.\n, a charging-discharging device configured to selectively perform both a charging function for receiving and delivering a first power signal and a discharging function for transmitting a second power signal;, a battery configured to store an electrical energy transferred after DC conversion of the first power signal; and, a charging-discharging controller configured to control the charging-discharging device based on a user's input and a predetermined control pattern,, wherein the user's input includes basic information about a running schedule of the vehicle and a charging schedule of the vehicle on the next day,, wherein the basic information includes at least one of a current location of the vehicle, a destination of the vehicle, and a departure time of the vehicle,, wherein the predetermined control pattern is determined based on at least one of a time zone, a fee schedule on the first power signal, and an option preset for charging the battery,, wherein the fee schedule on the first power signal varies according to the time zone,, wherein the charging-discharging device performs the discharging function when a fee is high and performs the charging function when the fee is low,, wherein the discharging operation is performed only when the battery is charged beyond a preset minimum charging requirement,, wherein the minimum charging requirement is set to 20% or 60%,, wherein the charging function is performed differently depending on an option for charging mode set by the user,, wherein the charging mode is selected as one of an unconditionally full charging, a full charging according to the fee schedule, a maximum amount charging, a minimum amount charging, a quick full charging, a quick maximum amount charging, and a quick minimum amount charging, and, wherein when the charging mode set by the user is any one of the quick full charging, the quick maximum amount charging, and the quick minimum amount charging, the charging function is performed by receiving the second power signal from a battery in a house and by receiving the first power signal from a power distributor coupled to a smart grid in parallel., 2. The in-vehicle power system according to claim 1, wherein the first power signal is an Alternating Current (AC) power signal, while the second power signal is a Direct Current (DC) power signal., 3. The in-vehicle power system according to claim 1, wherein the charging-discharging device is coupled to a single electric power inlet, which is disposed in a vehicle, for receiving the first power signal and transmitting the second power signal., 4. The in-vehicle power system according to claim 1, wherein the charging-discharging device is coupled to both a first electric power inlet for receiving the first power signal and a second electric power inlet for transmitting the second power signal, wherein the first electric power inlet and the second electric power inlet are disposed in a vehicle., 5. The in-vehicle power system according to claim 1, further comprising:\na battery management system (BMS) configured to monitor a charging status and a temperature of the battery and to report monitored data to the charging-discharging controller.\n, a battery management system (BMS) configured to monitor a charging status and a temperature of the battery and to report monitored data to the charging-discharging controller., 6. The in-vehicle power system according to claim 1, wherein the charging operation is performed based on the fee schedule and a charging target amount of the battery., 7. The in-vehicle power system according to claim 1, wherein the charging-discharging device receives a third power signal distinguishable from the first power signal when the first power signal is not supplied., 8. The in-vehicle power system according to claim 7, wherein the third power signal is a DC power signal., 9. The in-vehicle power system according to claim 1, wherein the user's input is entered via an audio-video-navigation device of a vehicle, and\nwherein the predetermined control pattern is stored in a storage engaged with the audio-video-navigation device.\n, wherein the predetermined control pattern is stored in a storage engaged with the audio-video-navigation device., 10. The in-vehicle power system according to claim 9, wherein the entering the user's input and setting the predetermined control pattern can be performed via a wireless communication device engaged with the audio-video-navigation device., 11. The in-vehicle power system according to claim 10, wherein the charging-discharging controller delivers information on at least one of the charging operation, the discharging operation, and a charging status of the battery., 12. A method for charging or discharging a battery in a vehicle, comprising:\nreceiving a user's input including basic information about a running schedule of the vehicle and a charging schedule of the vehicle on the next day;\nreceiving, by a charging-discharging device, a first power signal in response to a fee schedule on the first power signal or the user's input to charge the battery; and\ntransmitting, by the charging-discharging device, an electrical energy stored in the battery as a second power signal in response to the fee schedule when a charging status of the battery is beyond a predetermined level,\nwherein the basic information includes at least one of a current location of the vehicle, a destination of the vehicle, and a departure time of the vehicle,\nwherein the predetermined level is set to 20% or 60%,\nwherein the user's input includes an option for charging mode,\nwherein the charging mode is selected as one of an unconditionally full charging, a full charging, a maximum amount charging, a minimum amount charging, a quick full charging, a quick maximum amount charging, and a quick minimum amount charging, and\nwherein when the charging mode set by the user is any one of the quick full charging, the quick maximum amount charging, and the quick minimum amount charging, the charging function is performed by receiving the second power signal from a battery in a house and by receiving the first power signal from a power distributor coupled to a smart grid in parallel.\n, receiving a user's input including basic information about a running schedule of the vehicle and a charging schedule of the vehicle on the next day;, receiving, by a charging-discharging device, a first power signal in response to a fee schedule on the first power signal or the user's input to charge the battery; and, transmitting, by the charging-discharging device, an electrical energy stored in the battery as a second power signal in response to the fee schedule when a charging status of the battery is beyond a predetermined level,, wherein the basic information includes at least one of a current location of the vehicle, a destination of the vehicle, and a departure time of the vehicle,, wherein the predetermined level is set to 20% or 60%,, wherein the user's input includes an option for charging mode,, wherein the charging mode is selected as one of an unconditionally full charging, a full charging, a maximum amount charging, a minimum amount charging, a quick full charging, a quick maximum amount charging, and a quick minimum amount charging, and, wherein when the charging mode set by the user is any one of the quick full charging, the quick maximum amount charging, and the quick minimum amount charging, the charging function is performed by receiving the second power signal from a battery in a house and by receiving the first power signal from a power distributor coupled to a smart grid in parallel., 13. The method according to claim 12, wherein the receiving the first power signal includes:\nconverting the first power signal into a direct current (DC) power signal; and\naccumulating the DC power signal in the battery,\nwherein the first power signal is an alternating current (AC) power signal.\n, converting the first power signal into a direct current (DC) power signal; and, accumulating the DC power signal in the battery,, wherein the first power signal is an alternating current (AC) power signal., 14. The method according to claim 12, wherein the transmitting the electrical energy is performed in response to the user's input or a predetermined control pattern., 15. The method according to claim 14, wherein the predetermined control pattern is determined based on at least one of a time zone, the fee schedule on the first power signal, and an option preset for charging the battery. | US | United States | Active | H | True |
| 70 | Vehicle communications, power management, and seating systems \n | US10442300B2 | This application claims priority from the following co-pending U.S. Provisional Patent Applications 61/788,759 filed on Mar. 15, 2013, entitled SYSTEM AND METHODS FOR COMMUNICATING WITH AN ELECTRIC VEHICLE; 61/788,705 filed on Mar. 15, 2013 entitled SYSTEM AND METHODS FOR SHARING POWER BETWEEN AN ELECTRIC VEHICLE AND A WHEELCHAIR; and 61/788,631 filed on Mar. 15, 2013 entitled COMPACT VEHICLE WITH INTEGRATED SEATING AND RELATED SYSTEMS AND METHODS, the entire teachings of which are incorporated herein by reference.\nThe present disclosure generally relates to (i) systems for use by an operator of an electric vehicle to facilitate communication between the operator and the vehicle; (ii) systems for use by a vehicle operator or passenger who is in a wheelchair or similar transportation device that uses a chargeable battery to operate; and (iii) compact cars and neighborhood vehicles for use by an operator or passenger who is in a wheelchair or similar transportation device.\nPowered electric wheelchairs offer users with impaired mobility a level of independence they might not otherwise have. Users of such devices are sometimes highly reliant on their wheelchairs for even basic transportation and may not be able to transport themselves without the assistance of the wheelchair. It is very important to such users that the wheelchair does not lose power, as such an outage could leave them stranded and vulnerable while they are in the middle of transport from one location to another.\nUsers of such electric wheelchairs may also operate other electric vehicles.\nOne example of such an electric vehicle, a neighborhood electric vehicle (an NEV) is undergoing continuous development, and models continue be developed into smaller and more refined vehicles. More compact designs associated with such refinement may result in vehicles being less safe to operate, especially where those components included in the vehicle may protrude into the interior of the car. Components that protrude into the vehicle may, either during normal operation or in the event of an accident, come into contact with the body of a user, which may be undesirable in some circumstances.\nIllustrative embodiments are described in detail below with reference to the attached drawing figures, which are incorporated by reference herein and wherein:\n FIG. 1 is a schematic diagram showing a network of a plurality of electric vehicles, a net node with WI-FI or another wireless protocol, and a power source;\n FIG. 2 is a diagram of an illustrative vehicle communication subsystem that includes an onboard charger connected to a power conduit;\n FIG. 3 is a flow chart showing a process for communicating with an electric vehicle by connecting the vehicle to a network;\n FIGS. 4A and 4B are a flow chart showing a process for communicating with an electric vehicle using a base-station that networks electric vehicles and a cloud or mainframe;\n FIG. 5 is a diagram of a system for using a vehicle battery to charge a user's wheelchair battery;\n FIG. 6 is a flow chart showing a process for sharing power between a vehicle and wheelchair in accordance with the system of, for example, FIG. 5;\n FIG. 7 illustrates a side view of a compact vehicle having a hatchback style rear door transitioning from the open position to a closed position;\n FIGS. 8A and 8B are alternative, detail views of a portion of the hatchback style rear door of FIG. 7 in which a seat element is deployed to support the body of a user; and\n FIGS. 9A-9D show schematic, top views of a portion of a vehicle having different integrated seating configurations.\nThe illustrated figures are only exemplary and are not intended to assert or imply any limitation with regard to the environment, architecture, design, or process in which different embodiments maybe implemented.\nIn the following detailed description of the illustrative, non-limiting embodiments, reference is made to the accompanying drawings that form a part hereof. These illustrative embodiments are described in sufficient detail to enable those skilled in the art to practice the invention. It is understood that other embodiments may be utilized and that logical, structural, mechanical, electrical, and chemical changes may be made without departing from the spirit or scope of the invention. To avoid detail not necessary to enable those skilled in the art to practice the embodiments described herein, the description may omit certain information known to those skilled in the art. The following detailed description is not to be taken in a limiting sense, and the scope of the illustrative embodiments is defined only by the appended claims.\nUnless otherwise specified, any use of any form of the terms “connect,” “engage,” “couple,” “attach,” or any other term describing an interaction between elements is not meant to limit the interaction to direct interaction between the elements and may also include indirect interaction between the elements described. In the following discussion and in the claims, the terms “including” and “comprising” are used in an open-ended fashion and, thus, should be interpreted to mean “including, but not limited to.” Unless otherwise indicated, as used throughout this document, “or” does not require mutual exclusivity.\nAccording to a first illustrative embodiment, a system for facilitating communication between a vehicle and a user includes a vehicle having a rechargeable battery. The system also includes a communication and control subsystem communicatively coupled to the battery to gather and transmit vehicle information. Such vehicle information includes, for example, battery information and a vehicle identifier that corresponds to and identifies the vehicle. The vehicle identifier may be, for example, a Media access control (MAC) address, or similar identifier. The system also includes a charging station having charging station identification information and an electrical coupling between the charging station, a power source, aid the vehicle. The charging station may also function as a or include a communications base station that coordinates communications by and between the vehicle, charging station, and users of the system. The electrical coupling between the charging station, a power source, and the vehicle is operable to charge the battery using power received from the charging station. The electrical coupling between the power source and the rechargeable battery includes a communicative coupling. The communications and control subsystem is operable to transmit communications to a user from the vehicle and receive communications from the user to the vehicle via the communicative coupling.\nIn an embodiment, the charging station is connected to the internet or another communications network such as a wireless communications network. A user of the system may communicate with the control subsystem using a computing device, and the user may transmit a command to the control subsystem to operate the vehicle using the computing device. Such a command may be, for example, an instruction to start the vehicle motor or an instruction to start a vehicle climate control system. Alternatively, the command may be an instruction to transmit vehicle data to a recipient. The transmitted vehicle data may be, for example, data that indicates the amount of energy stored by the rechargeable battery of the vehicle or the health of a vehicle subsystem.\nThe electrical coupling described above may be any suitable communication schema and may be, for example, Power Line Communication Protocol, Power Line Carrier (PLC) communication protocol, Power Line Digital Subscriber Line (PDSL) communication protocol, mains communication, Power Line Telecom (PLT), Power Line Networking (PLN), or Broadband over Power Lines (BPL). Data transmitted using the selected communication protocol may include charging station identification information, as noted above, which may indicate location information that corresponds to the location of the charging station at which the vehicle is located.\nWith conventional internal combustion engine (“ICE”) vehicles, such as automobiles, communication with the vehicle when not in use is not often critical to the driver being able to use the car. Electric vehicles, however, differ in many respects. For example, a major difference between ICE vehicles and electric vehicles is that when the electric vehicle is plugged in, power usage is not much of a concern. When the EV is not plugged in and the vehicle is moving, however, power usage is a major concern because the vehicle operator could be temporarily stranded if the vehicle loses power. Even if a charging station is nearby, it may be time consuming to charge the vehicle's battery, whereas a user of an ICE vehicle can quickly stop at a gas station and refuel.\nThe systems and methods described herein relate, in part, to a user communicating with their EV when it is plugged in (on external power) for a variety of purposes. The EV may be plugged into a power source, such as, for example, a 110v, 220v, single or 3 phase electrical outlet along with one or more additional EVs. Each EV could be equipped with WI-FI, GPRS or another transceiver type to facilitate radio-based communication. There are, however, a number of problems with radio-based systems that communicate vehicle data. For example, to communicate by radio, the EV would need to be within radio communication range of a base station, user, or other receiver. Such proximity may be difficult to obtain when not charging at a base station or in the presence of excessive interference. Radio systems may also add a layer of complexity and cost to a vehicle.\nThis disclosure recognizes that the consumer wants to communicate with the EV primarily when it is plugged into a conventional power source. If plugged in, there are several “out of band” communication schemas that can use the power conduits for communication. There are several types of communication schemas using power transmission lines that are suitable for transmitting vehicle communication when plugged in. Such communication schemas include power line communication or Power Line Carrier (PLC), also known as Power Line Digital Subscriber Line (PDSL), mains communication, Power Line Telecom (PLT), Power Line Networking (PLN), or Broadband over Power Lines (BPL) which, as noted previously, are systems for carrying data on a conductor also used for electric power transmission. See U.S. Pat. Nos. 6,608,552; 6,278,357; 6,674,806; 6,619,532; and 5,614,811, which are herein incorporated by reference.\nIn an embodiment, a user uses their cell phone or another suitable computing device as a user interface to communicate with a base station coupled to or embedded in one or more stations. Each such charging station may have one or more EVs plugged into it, each having a transient and/or permanent unique identifier such as an IP address and/or MAC address. In an embodiment, each charging station may be coupled to one or more EVs, ten or more EVs, or one hundred or more EVs.\nUnique identifiers such as MAC addresses or other suitable identifiers may be assigned to individual vehicles in a manner similar to a vehicle identification number (VIN), and each such identifier may be referred to herein as a vehicle identifier. Similarly, station identifiers may be used to track communications with a charging station. The vehicle identifiers may be acknowledged and used to determine the identity of one or more vehicles that are in communication with the charging station. Both the vehicle identifier and the station identifier may be tracked and analyzed to respond to user queries.\nOnce communication between a vehicle and a charging station is established, the vehicle identifiers may be queried to identify vehicles that are communicating with each charging station. A similar query may also be executed by querying the station identifier to identify vehicles that are coupled to the charging station. The charging station can then provide information over the internet or an extended network to users regarding the vehicles that are communicatively coupled to the base station.\nThe vehicle identifier, which may be a MAC assignment as noted previously, allows the base-station to assign IP addresses through a dynamic host configuration protocol (DHCP) and use network address translation (NAT), in conjunction, to separate the local addresses from external addresses. This system may create a more secure environment where the base-station can filter and grant permissions to public client requests to prevent unauthorized users from communicating with a vehicle.\nAn example system that provides for the communications and networking capabilities described above is shown in FIG. 1. According to the embodiment shown in the diagram of FIG. 1, such a system 100 includes a first vehicle 102, a second vehicle 104, and a third vehicle 106. The first vehicle 102, second vehicle 104, and third vehicle 106 are electrically coupled to an electrical coupling (and communicative) 112, which may be any suitable coupling, as described above. The electrical coupling 112 couples the first vehicle 102, second vehicle 104, and third vehicle 106 to a power source 110 associated with a charging station 108. As noted above, the charging station 108 includes a communications base station that functions as a net node and is operable to communicate with a network via any suitable communications protocol, such as WI-FI, GPRS/GSM, or a wired network connection.\nIn an embodiment, when an EV plugs into a charging station 108, it registers with the resident base station. The network then knows where the EV is located (much like a cell tower). When the user wants to communicate with the EV, the user simply inputs the command and is informed if the EV is connected and if the EV received the command via the communications interface.\nIn an embodiment, a cloud network or mainframe is deployed to support base-station and vehicle updates and upgrades, such as firmware updates, software upgrades, and alerts that include useful information relating to the vehicle, such as Technical Service Bulletins. Hardware onboard the EV translates communication messages between the in-vehicle network protocol and the communication protocol occurring over the power conduit. As shown in the diagram of FIG. 2, a vehicle 200, which is analogous to any of the first vehicle 102, second vehicle 104, and third vehicle 106 described above with regard to FIG. 1, includes an onboard charger 206 for interfacing with the electrical coupling of a charging station. The onboard charger 206 provides power to a battery management system 214 that manages vehicle power and charges a battery pack 216 of the vehicle 200. The onboard charger 206 is also coupled to a network controller 204 that communicates with the various systems of the vehicle 200, which are illustrated in the diagram as a vehicle network 202. The vehicle network 202 may include, for example, a controller area network (CAN), Flexray, time-triggered protocol (TTP), TCP/IP, or another suitable communication system or bus that facilitates communication between the vehicle's microcontrollers and other devices within the vehicle 200. The selected communication system is suitable for use in automotive or electric vehicle applications and may be a message-based protocol. As considered herein, the vehicle network 202 includes one or more of the vehicle's systems, and may include an engine controller and powertrain controller, as well as interfaces for gathering data related to the vehicle's airbags, braking system, cruise control, power steering system, audio systems, windows, doors, mirrors, battery 216 and battery management system 214.\nUser commands may be issued to, for example, pre-warm or pre-cool a vehicle. In addition, a user may issue commands to allow access to manage, change or initiate a charging schedule. Information such as state of charge or maintenance status can be accessed through the communication interface, which may be accessed via the charging station 208. Where appropriate, aspects of any of the embodiments described above may be combined with aspects of any of the other embodiments described to form further examples having comparable or different properties and addressing the same or different problems.\n FIG. 3 shows a representative process 300 for updating a vehicle's software or firmware and responding to a user request using an electrical coupling between a vehicle and a charging station. The process may start 302 at any time. For example, the process may start 302 on a regular or scheduled time interval, any time the vehicle is coupled to the charging stating, upon user initiation, or at any other suitable time. After startup, the system determines whether the vehicle is plugged in to the charging station 304. If the vehicle is not plugged in, the process stops 306. If the vehicle is plugged in, the local network connection is initialized 308. Further, the process determines whether there is a connection to the base station 310, which may involve a handshake process or other affirmation that the vehicle is communicatively coupled to the base station via the electrical coupling. If no connection is established, the process may retry the validation process up to five times 332 (or any other predetermined amount of times) before stopping the process 334. If the connection is established, then the vehicle identifier (e.g, a MAC address) is shared with the base station 312 and the base station stores connection time, location data, and other applicable vehicle data 314. The process also involves a query to determine whether there have been software or firmware updates 316 by comparing the most recent versions of software and firmware stored in the vehicle to the most recent versions available over the network 318. If an update is available, then the system performs updates to the applicable software or firmware 320. If no update is needed, the vehicle reads requests, such as the types of user requests noted above, from the network 322, processes the requests 324, and sends response data to a user 326 to, for example, confirm that the request was performed. In an embodiment, after processing the request, the vehicle determines whether the charging station connection remains available 328 and continuously reads and responds to new requests while the connection remains active.\n FIG. 4 shows a representative process 400 for updating vehicles' software or firmware and responding to user requests using electrical couplings between vehicles and charging stations in a system that includes a plurality of vehicles. Like the process 300, the process 400 may start 402 at any time. For example, the process may start 402 on a regular or scheduled time interval, any time a vehicle is coupled to the charging stating, upon user initiation, or at any other suitable time. Here, a charging station initializes a connection to a cloud (an “EV cloud”) or mainframe computer that determines operation of the charging station 404 and determines whether the connection has been successfully established 406. These steps are repeated until a connection has been established unless the charging station determines that timeout criteria are met 408, in which case the station generates an error signal 410 to a user or system operator and stops 412.\nAfter a connection is established, the station checks its firmware and software versions 414 and determines whether an update is available 416. If updates are available, the updates are downloaded to local storage media and applied to the station 418. If no additional updates are available, the station establishes a local area connection to the connected vehicles 420 over the electrical coupling or power conduit. Next, the station reads the vehicle identifiers for the vehicles that are available on the local area network 422, or connected to the base station, and records the vehicle identifiers that are part of the base station's network 424. The base station also queries the EV cloud or mainframe for operating details of the connected vehicles 428 (for example, from a manufacturer's or user's database) and records the details of each vehicle to the local area network 434. The details may include software and firmware information and updates for the vehicles that are present.\nAs noted, the process 400 includes the base station determining whether software or firmware updates are available 430, determining which vehicles require which updates 432, and sending the update information to the applicable vehicles using the local area network 436. The base station determines whether all vehicles on the network are updated 438 and the update process repeats until all vehicles are updated. Following the update process, or if no updates are available, the process includes reading requests for the vehicles over the local network or via the EV cloud 440 and processing the read requests on a priority basis 442 in which requests are prioritized based on importance or the order in which they are received. Response data is then sent to confirm that the request was received and/or performed 444. The base station may then continue to monitor the population count of vehicles on its network 446. If there has been a change in the population of vehicles on the network, then the process returns to the step of reading the vehicle identifier information 442 so that any new vehicles may be updated if necessary. If there is no change in the population of the network, then the process may involve continuously determining whether updates or new requests are received to ensure that the resident vehicles are updated and have responded to user requests.\nIn a related system 500, the vehicle may include a charging controller 506 that uses the vehicle's battery to charge a battery of a user's electrically powered wheelchair or similar transportation device. As shown schematically in FIG. 5, in an embodiment, such a system includes a user interface 514, which may be any of the user interfaces described above or a vehicle-mounted use interface. The user interface 514 is communicatively coupled to a charging controller 506 having a first charging bridge 504 that couples to the wheelchair (or similar transportation device) battery 502 and a second charging bridge 508 that couples to the vehicle's battery pack 510.\nThe system 500 may be implemented in a vehicle, which may be an EV or any other type of vehicle, that transports an electric wheelchair. As referenced herein, an electric wheelchair is understood to be any type of powered mobility device, including without limitation an electric wheelchair or scooter that a person may use for transportation outside of the vehicle. The illustrative system 500 provides the capability to share power between the wheelchair battery pack 502 and vehicle battery pack 510. For example, if a wheelchair battery 502 is at 50% charge and the vehicle battery 510 is at 100% charge, the user may charge the wheelchair battery 502 while in transit to a destination, such as a meeting or event. In the event of a brief commute during which such a charging occurs, the battery charges may have balanced out somewhat so that the vehicle battery 510 is at a 90% charge and the wheelchair battery 502 is at 70% charge after the brief commute during which the charging occurs, thereby increasing the range of the wheelchair following the commute.\nIn an embodiment, the user of the vehicle may also use power from the wheelchair battery 502 to provide supplemental power to the vehicle battery 510. For example, the user may be one mile from his or her destination but about to lose all vehicle power due to a dead vehicle battery 510. In such an embodiment, the user may supplement the vehicle battery 510 with stored electrical power from the wheelchair battery 502 to get to the destination or to a roadside assistance location. Such an event would be rare, given that the vehicle battery 510 is likely to have a much higher capacity (on the order of, for example, around 15 MWh), than the wheelchair battery 502 (which may have a capacity of, for example, less than 1 MWh). None the less, such a capability may help to reduce costs and provide greater safety to users in the event of an emergency. In such an embodiment, a visual user interface may be included so that a user can monitor the charge levels on each of the batteries 502, 510 and select the amount of power they wish to transfer to the wheelchair battery from the vehicle battery, or vice versa.\nIn an embodiment, the charging controller 506 limits the discharge of vehicle battery power to the wheelchair battery 502 to maintain a power reserve in the vehicle battery 510 and reduce the chance of a user body standard. Therefore, in an embodiment, the charging controller 506 prevents deep discharge of the vehicle battery 510, which may result in damage to certain types of batteries. In an embodiment, a battery management system of the vehicle can incorporate automatic power sharing based on a variety of factors, i.e. driving style, location, battery health, etc. In addition, the charging controller 506 and related charging systems may include a voltage conversion system having, for example, a transformer to enable power to be distributed from one battery to the other at a charging voltage that is optimized for the battery receiving power.\nIn some embodiments, a control system that is integral to the battery management system allows a user to input data relating to their transportation habits to optimize the distribution of battery power between the vehicle battery 510 and wheelchair battery 502. For example, a user may input data to the control system to indicate (1) the length of their trip or average commute (to indicate, for example, that their commute is 15-30 minutes long) (2) that their destination has a charging station, or (3) whether they desire to transfer reserve power to their wheelchair battery 502 so that and the end of the trip, most of the remaining power will be allocated to the wheelchair battery 502. By transferring expected excess vehicle battery power to the wheelchair battery 502 during transit, wheelchair battery 502 may be as fully charged as possible when the user reaches the destination. Such an arrangement may be efficient for the user because he or she may then maximize use of the wheelchair battery 502 after parking their vehicle at a location where the vehicle battery 510 can be replenished without inconvenience to the user. In such an embodiment, a GPS or other location system coupled to the vehicle may indicate that the vehicle is within a certain distance of a charging station or a power outlet at the user's destination, reserve adequate power to reach the destination or charging station, and divert all remaining power to the wheelchair battery 502. Other systems and methods that relate to the interaction of such a vehicle with a GPS system are described in co-pending provisional patent application No. 61/930,299 filed Jan. 22, 2014, entitled AUTOMATED NAVIGATION AND CONFIGURATION SYSTEMS AND METHODS FOR LIMITED-ACCESS VEHICLES, the disclosure of which is hereby incorporated by reference.\nIn another embodiment, the system may be used to charge any auxiliary battery based on user input. For example, a user may divert reserve power to a laptop battery or a battery for any suitable portable device so that they can maximize their aggregated charging time when they replenish the power of their vehicle battery 510.\nAn example process 600 for implementing such a system is shown in the flowchart of FIG. 6. The process 600 starts when the vehicle is powered on 602. The charge controller next reads the state of charge from both battery systems 604. The process may also include comparing each battery system and determining the least depleted battery system 606. In addition, the process includes reading the user's desired load sharing direction 608, which may be any of the directions described above relating to the diversion of charge from one of the batteries to the other. The process also includes making a determination as to whether the selected direction of charge (for example, from the vehicle battery to the wheelchair or other auxiliary battery) is from the least depleted battery (the battery having more power) 610.\nIf the direction of charge is from the battery having more power to the battery having less power, a signal may be generated to indicate to the user that the selection is accepted 616. If, however, the direction of charge is from the battery having less power to the battery having more power, then an alternative signal or alarm may be generated to indicate to the user that the weaker battery will be further depleted if the charge direction is executed 612. The user may then decide whether to continue the charge 614 and the process will continue and indicate that the selection is accepted 616 if the user so desires. The charge controller then determines whether the charge instruction involves directing current to the wheelchair (or auxiliary) battery or to the vehicle battery 618. If the charge is to be directed to the vehicle battery, the voltage may be stepped up to direct battery power from the wheelchair battery to the vehicle battery 620. Alternatively, if the charge is to be directed to the wheelchair battery, the voltage may be stepped down to direct battery power from the vehicle battery to the wheelchair battery at a suitable charge voltage 622.\nIt is further noted that in any of the foregoing embodiments, the user will generally prefer for the interior the vehicle to be safe. Thus, as shown in FIGS. 7-9D, the shell or frame of the vehicle may be used as part of the vehicle's interior seating to economize manufacturing costs of the vehicle while also improving safety.\nAccording to an illustrative embodiment, a compact vehicle 700, such as a neighborhood electric vehicle, has a single opening hatchback door 702, which is used as the back of one or more seats 704. That is, when the hatchback door 702 closes, the seat 704 or a similar support structure such as a seat back, is positioned behind the user to provide support, not only for comfort, but for crash worthiness and safety. The seat back might include a headrest or restraints, such as latches, a seatbelt, tie-down anchors, or other suitable features for restraining or supporting the body of a user within the interior of the vehicle 700. The restraints may be pre-positioned in the back of the vehicle 700, or configured to be easily repositioned by a user (on sides or spring-aided hinges, for example). In an illustrative embodiment, the restraints are positioned exactly where the user needs them, thereby facilitating use of the restraints during safe operation of the vehicle. For example, in an embodiment, the restraints may be positioned based on the user's needs and their expected position within the vehicle 700, and may include any of the supports or restraints noted above. Further, in an illustrative embodiment, the hatchback door 702 may form a structural element of the vehicle, such as a beam or frame member to add rigidity and strength to the body of the vehicle 700. In an embodiment in which the hatchback door 702 functions as a structural element of the vehicle, a seat back or restraint may be secure and crash worthy by virtue of its formation within the frame of the vehicle 700.\nIt is noted that the integral restraint and seating elements, such as a seatback or folding seat 704 and integrated seatbelt are not confined to hatchback configurations or to back rests. For example, a hatchback door 702 may incorporate a seat back with a releasable seat element, such as a seat 704 that easily detaches from the hatchback door 702 when the operator of the vehicle does not expect to use the seat 704. This makes entry to and exit from the vehicle 700 easier for a user that will not use the seat, and decreases the likelihood of unwanted contact with the body of the user in the event of an accident. In another illustrative embodiment, the side of the vehicle 700 might include a releasable, removable, or foldable seat 704 that can be easily stowed. These features allow for greater safety, but additionally more efficient use of interior space and ease of loading.\nAccording to an illustrative embodiment, a vehicle 700 may be a NEV for operation by a person with a disability who uses a wheelchair. Depending on the type of wheelchair the operator uses, the integrated seat element 704 may include one or more elements of a trad | A system for facilitating communication between a vehicle and a user includes a vehicle having a rechargeable battery and a communication and control subsystem. The communication and control subsystem is communicatively coupled to the battery to gather and transmit vehicle information, which may include battery information and a vehicle identifier. The system also includes a charging station having a charging station identifier and an electrical coupling between the charging station, a power source, and the vehicle. The electrical coupling is operable to charge the battery and includes a communicative coupling. The control subsystem is operable to receive communications from the user via the communicative coupling. | US:15/861,405 | https://patentimages.storage.googleapis.com/b5/fa/c3/a61e3040b6023d/US10442300.pdf | US:10442300 | Charles D. Huston, Martyn T. Hunt | KLD ENERGY TECHNOLOGIES Inc | US:7191053, US:20130020875:A1, US:20120319483:A1, US:20130160086:A1, US:20130041850:A1, US:20130154561:A1 | 2019-10-15 | 2019-10-15 | 1. A system for allocating power between an electric vehicle battery and an auxiliary battery, the system comprising:\nan electric vehicle having a rechargeable battery and a power management subsystem;\nan auxiliary battery; and\na charge controller operable to distribute power between the rechargeable battery and the auxiliary battery wherein the charge controller is operable to distribute power from the rechargeable battery to the auxiliary battery in response to determining that the vehicle is within a predetermined distance of a charging station or a final destination.\n, an electric vehicle having a rechargeable battery and a power management subsystem;, an auxiliary battery; and, a charge controller operable to distribute power between the rechargeable battery and the auxiliary battery wherein the charge controller is operable to distribute power from the rechargeable battery to the auxiliary battery in response to determining that the vehicle is within a predetermined distance of a charging station or a final destination., 2. The system for allocating power of claim 1, wherein the charge controller is operable to distribute power from the rechargeable battery to the auxiliary battery in response to user input., 3. The system for allocating power of claim 1, wherein the power allocation system comprises an integral control system that allows a user to input user preferences regarding the distribution of power between the rechargeable battery and wheelchair battery, and wherein the charge controller is operable to distribute power between the rechargeable battery and auxiliary battery based on the user preferences. | US | United States | Active | B | True |
| 71 | Electric vehicle with modular removable auxiliary battery with integrated cooling \n | US10833379B2 | This application claims the benefit of U.S. Provisional Patent Application No. 62/531,847 filed Jul. 12, 2017, the entire contents of which are incorporated herein by reference.\nThe present disclosure relates to vehicles, such as electric vehicles including hybrid vehicles, and more particularly to an auxiliary battery system for electric vehicles.\nElectric automotive vehicles are of great interest for transportation applications and can provide benefits of low or zero emissions, quiet operation and reduced dependence upon fossil fuels. However, the range of typical electrical vehicles may be insufficient for some uses. The present inventors have observed a need for an improved approach for providing extended range for electric automotive vehicles.\nThe present inventors have observed a need for an auxiliary battery system for an electric automotive vehicle to increase the range of the electric vehicle, and in particular, an auxiliary battery system that can be carried by the electric vehicle, e.g., in a cargo area of the electric vehicle, and that can be efficiently cooled. The present disclosure describes an exemplary electric vehicle system including an electric vehicle and an auxiliary battery module that can be easily attached to, removed from and reattached to the electric vehicle as desired, and that can be cooled by sharing coolant of the electric vehicle's cooling system that cools the vehicle's primary powertrain electric battery. For example, liquid coolant such as ethylene glycol can be circulated through cooling lines (conduits) in the primary powertrain battery and through cooling lines in the auxiliary battery module to cool both the primary battery and the auxiliary battery, wherein, e.g., the liquid coolant for the primary power train battery and the liquid coolant for the auxiliary battery module are both cooled by a shared heat exchanger that exchanges heat between the coolant and a refrigerant. The present disclosure also describes an exemplary electric vehicle system including an electric vehicle and an auxiliary battery module that can be easily attached to, removed from and reattached to the electric vehicle as desired, and that includes its own separate and distinct refrigerant-based cooling system. When outfitted with the auxiliary battery, the electric vehicle can detect the fact that the auxiliary battery is attached to (e.g., mounted in) the electric vehicle (e.g., in cargo bed) and automatically set one of multiple predetermined feature sets, e.g., that pertain to driving performance of the electric vehicle. Such feature sets may set, for example, certain suspension characteristics appropriate for the attachment of the auxiliary battery, such as, e.g., a setting for firmness of ride of the vehicle, braking performance/sensitivity, nominal suspension height, effective steering ratio, etc. Exemplary approaches described herein may provide for both integrated cooling of the auxiliary battery and adjustment of settings that govern the ride performance of the electric vehicle when the auxiliary battery module is attached to (e.g., mounted in) the electric vehicle.\nAccording to an example, an electric vehicle system for transporting human passengers or cargo includes an electric vehicle that includes a body, a plurality of wheels, a cargo area, an electric motor for propelling the electric vehicle, and a primary battery for providing electrical power to the electric motor for propelling the electric vehicle. The electric vehicle system also includes an auxiliary battery module that is attachable to the electric vehicle for providing electrical power to the electric motor via a first electrical connector at the auxiliary battery module and a second electrical connector at the electric vehicle that mates with the first electrical connector. The auxiliary battery module is configured to be positioned in the cargo area while supplying power to the electric motor, and is configured to be removable and reattachable from the electric vehicle. The auxiliary battery module includes an integrated cooling system for cooling the auxiliary battery module during operation of the electric vehicle, the integrated cooling system including a conduit for circulating coolant within the auxiliary battery module.\nAccording to an example, an auxiliary battery module for providing electrical power to a powertrain of an electric vehicle for transporting human passengers or cargo is described. The auxiliary battery module includes: a battery housing; a battery disposed in the battery housing; support portions at the battery housing configured to securely mount the battery housing of the auxiliary battery module to support members of an electric vehicle at a cargo area of the electric vehicle using releasable fasteners or latching mechanisms to permit the auxiliary battery module to be removed from and reattached to the electric vehicle; a first electrical connector at the battery housing and electrically connected to the battery disposed in the battery housing, the first electrical connector configured to mate with a corresponding second electrical connector at the electric vehicle to permit the auxiliary battery module to power a powertrain of the electric vehicle to propel the electric vehicle; and an integrated cooling system inside the battery housing for cooling the auxiliary battery module during operation of the electric vehicle, the integrated cooling system comprising a conduit for circulating coolant within the auxiliary battery module.\nAccording to an example, a method of utilizing an auxiliary battery module with an electric vehicle, the electric vehicle suitable for transporting human occupants or cargo, is described. The method includes attaching an auxiliary battery module to an electric vehicle, the auxiliary battery module being configured to be removable from and reattachable to the electric vehicle, said attaching comprising electrically connecting the auxiliary battery module in parallel with a primary battery of the electric vehicle; providing electrical power from the auxiliary battery module to an electric motor of the electric vehicle via a first electrical connector at the auxiliary battery module and a second electrical connector at the electric vehicle that mates with the first electrical connector for propelling the electric vehicle; monitoring a temperature of the main battery of the electric vehicle and a temperature of the auxiliary battery module; and cooling the auxiliary battery module based on said monitoring with an integrated cooling system of the auxiliary battery module during operation of the electric vehicle, the integrated cooling system comprising a conduit for circulating coolant within the auxiliary battery module.\nAccording to an example, an auxiliary battery module system for an electric vehicle, the electric vehicle suitable for transporting human occupants or cargo, is described. The auxiliary battery module system includes: means for attaching an auxiliary battery module to an electric vehicle, the auxiliary battery module being configured to be removable from and reattachable to the electric vehicle, said means for attaching electrically connecting the auxiliary battery module in parallel with a primary battery of the electric vehicle; means for providing electrical power from the auxiliary battery module to an electric motor of the electric vehicle via a first electrical connector at the auxiliary battery module and a second electrical connector at the electric vehicle that mates with the first electrical connector for propelling the electric vehicle; means for monitoring a temperature of the main battery of the electric vehicle and a temperature of the auxiliary battery module; and means for cooling the auxiliary battery module based on said monitoring with an integrated cooling system of the auxiliary battery module during operation of the electric vehicle, the integrated cooling system comprising a conduit for circulating coolant within the auxiliary battery module.\n FIGS. 1A-1C illustrate an exemplary electric vehicle system including an electric vehicle with a primary battery and including a removable auxiliary battery module that can be removed from and reattached to the electric vehicle according to examples of the disclosure.\n FIG. 2 illustrates exemplary dry-break fluid connectors that may be utilized to pass coolant between an electric vehicle and an auxiliary battery module according to examples of the disclosure\n FIGS. 3A-3C illustrates exemplary attachment components for attaching an auxiliary battery module to an electric vehicle according to examples of the disclosure.\n FIGS. 4A-4C illustrate another exemplary electric vehicle system including an electric vehicle with a primary battery and including a removable auxiliary battery module that can be removed from and reattached to the electric vehicle according to examples of the disclosure.\n FIGS. 5A and 5B illustrate exemplary block diagrams of an electric vehicle and an auxiliary battery module according to examples of the disclosure.\n FIGS. 6A-6D illustrate block diagrams of exemplary thermal management systems for cooling a primary battery of an electric vehicle and an auxiliary battery module connected to the electric vehicle, wherein coolant from the electric vehicle is used to cool the auxiliary battery module according to examples of the disclosure.\n FIG. 7A illustrates an exemplary removable auxiliary battery module that can be removed from and reattached to an electric vehicle according with an integrated, independent cooling system to examples of the disclosure.\n FIGS. 7B-7D illustrate block diagrams of exemplary thermal management systems for cooling a primary battery of an electric vehicle and an auxiliary battery module connected to the electric vehicle whose thermal management systems are separate and distinct according to examples of the disclosure.\n FIG. 1A illustrates an exemplary automotive electric vehicle system comprising an electric vehicle 100 and a removable auxiliary electric battery module 102 that can be attached, removed, and reattached to the same electric vehicle 100 or a different electric vehicle to provide additional power to the powertrain of an electric vehicle for propelling the vehicle as may be desired according to an example of the disclosure. As shown in FIG. 1A, the exemplary electric automotive vehicle 100 includes a body 104, multiple wheels/tires 106, a cabin 108 sized for one or more human occupants, one or more doors 110 that provide access to the cabin 108, and a cargo area 112 (e.g., cargo bed) including a support surface 114 and side members 116 (e.g., bed sides). The electric vehicle 100 may also include a cargo area door 118 (e.g., tailgate). The electric vehicle 100 also includes one or more electric motors (not shown in FIG. 1A) for propelling the electric vehicle 100 and a primary battery (not shown in FIG. 1A) for providing electrical power to the electric motor(s) for propelling the electric vehicle 100.\nThe electric vehicle 100 is suitable for driving on roadways and may be shared among a plurality of users (drivers) or among a plurality of uses controlled by an entity (owner or other responsible entity) to permit enhanced utilization of the vehicle 100. The vehicle 100 may be configured for driving by a human driver or configured for autonomous driving without a human driver. For autonomous driving without a human driver, the vehicle can be configured with an array of sensors, including LIDAR (light detection and ranging), camera systems for acquiring real-time video imagery of obstacles and other vehicles, GPS (global positioning system), wireless communication systems for sending and receiving communications regarding road information and traffic in real-time, as well as a computer for applying driving rules and making driving decisions based on data and information acquired from the foregoing, in a suitable manner such as conventionally known in the art.\nAs shown in FIG. 1C, the exemplary auxiliary battery module 102 comprises a battery housing 103 and a battery disposed therein comprising a plurality of individual battery cells (not shown), and those battery cells may be arranged and configured within the auxiliary battery module 102 in any suitable manner such as conventionally known in the art for powertrain batteries for electric vehicles. The auxiliary battery module 102 may be configured to provide, for example, 10 kWh, 15 kWh, 20 kWh, etc., of electrical energy and may weight several hundred pounds or more. Accordingly, the battery housing 103 and any inner supports for the auxiliary battery module 102 should be constructed of sufficiently strong materials, such as metal alloys, fiber composite materials, combinations thereof, etc., so as to support the weight of the auxiliary battery module 102 and provide sufficient strength in the attachment regions thereof, to accommodate normal expected use and remain secured in potential collision events. The corresponding supporting portions of the electric vehicle 100 should likewise be constructed of such materials to sufficient strength. The main battery may be configured to provide, for example, 50 kWh, 70 kWh, 100 kWh, etc., of electrical energy, and it will be appreciated therefore that the auxiliary battery module can provide substantially additional power for increasing the range of the electric vehicle 100.\nIn the example of FIG. 1A, the auxiliary battery module 102 is configured to have a height and width approximately the same as the height and width of the cargo area 112, e.g., about 15-20 inches deep by about 48-60 inches wide, for instance, and a depth in the lengthwise direction of about 12-24 inches, for instance. This configuration permits a substantial portion of the cargo area 112 to remain available for other cargo. These dimensions are merely exemplary, and other dimensions may be used.\nAs shown in FIGS. 1A-1C, the exemplary auxiliary battery module 102 includes a battery housing 103 and a first electrical connector 120 mounted to the housing 103, and the electric vehicle 100 includes a second electrical connector 122 mounted to a forward sidewall of the cargo area 112, wherein the second electrical connector 122 mates with the first electrical connector 120 such that the auxiliary battery module 102 can provide electrical power to the electric motor(s) that propel the electric vehicle 102. In other words, both the primary battery of the electric vehicle 100 and the auxiliary battery module 102 can provide power to the electric motor(s) of the vehicle powertrain to propel the electric vehicle 100. In this regard, and as will be discussed in further detail below, the electrical connectors 120 and 122 include high- voltage connections 120 a, 120 b and 122 a, 122 b, respectively, that permit the auxiliary battery module 102 to be electrically connected in parallel with the vehicle's primary battery and may include one or more low- voltage connections 120 c and 122 c, respectively, to provide electrical connection to sensors and electrical circuitry for monitoring and control associated with operation of the auxiliary battery module 102 when attached to the electric vehicle 100.\nThe auxiliary battery module 102 can be configured to be positioned in the cargo area 112 of the electric vehicle 100 while supplying electric power to the motor(s) that propel the electric vehicle, and can be configured to be removable from and reattachable to the electric vehicle 100. In this regard, as shown in FIGS. 1A-1C, protruding support portions 121 (support members) that protrude laterally at a top side of the auxiliary battery module 102 may be placed on corresponding recessed portions 123 of the vehicle side members 116 to support the auxiliary battery module 102. For example, the auxiliary battery module 102 may be lowered onto the electric vehicle 100 via a winch with a cable and hooks that can hook onto grab areas 142 shown in FIG. 1C, or the auxiliary battery module 102 may be lowered with a winch that includes cables attached to threaded eye-bolts which may be screwed into holes 134 of the auxiliary battery module 102 in examples where those holes 134 are threaded. Alternatively, the auxiliary battery module may include bottom cutout portions in the battery housing 103 to accommodate forks of a forklift so that the auxiliary battery module 102 can lifted with a forklift and lowered onto the electric vehicle 100. Once the auxiliary battery module 102 is in proper position, fasteners such as threaded bolts may be placed through holes 134 of the auxiliary battery module 102 and fastened into receptacles such as threaded holes 132 located at the recessed portions 123 of the side members 116 to secure the auxiliary battery module 102 to the electric vehicle 100. Other latching mechanisms other than threaded bolts may be used to secure the auxiliary battery module 102, such as, for example, over-center latches with locks, tab-in-slot latching mechanisms (e.g., similar to seat belt/safety belt locking mechanisms), and electromechanical automatic cinching latches such as commonly used on vehicle door locks provided they are constructed using suitable strength/gauge materials to accommodate the weight of the auxiliary battery module 102, which may be several hundred pounds or more. Of course, the side members 116 and/or other support members of the electric vehicle 100 to which the auxiliary battery module 102 is attached should be constructed of high strength materials with suitable underlying supports to accommodate the weight of the auxiliary battery module 102 for normal expected uses and potential collision impacts. The auxiliary battery module 102 may be attached to, removed from, and reattached the electric vehicle 100, or another electric vehicle equipped to accommodate auxiliary battery modules like auxiliary battery module 102, such as for a fleet of electric vehicles that are equipped to accommodate such auxiliary battery modules 102.\nAccording to an example, as shown in FIG. 1C, and as will be discussed in further detail below, the auxiliary battery module 102 includes an integrated cooling system for cooling the auxiliary battery module 102 during operation of the vehicle, wherein the integrated cooling system comprises a first conduit portion 140 within the auxiliary battery 102 for circulating coolant within the auxiliary battery module 102. The first conduit portion 140 may wind between and among the multiple individual battery cells (not shown) of the auxiliary battery module 102, and in this regard, the first conduit portion 140 may configured as tubing (e.g., tubing of copper alloy, aluminum alloy, steel alloy, etc.) that winds among the multiple battery cells, e.g., with windings at multiple heights. Thermal contact between the first conduit portion 140 and the battery cells may be enhanced to facilitate transfer of heat between the conduit 140 and the battery cells, e.g., by disposing any suitable thermal contact material therebetween, such as thermoplastic materials with good thermal conductivity known in the art for conducting heat from and/or to battery cells. As shown in FIGS. 1A-1C, the auxiliary battery module 102 includes a first fluid connector 124 including an inlet port 124 a and an outlet port 124 b, and the electric vehicle 100 includes a complementary second fluid connector 126 that mates with the first fluid connector 124 and that includes a complementary inlet port 126 a and a complementary outlet port 126 b and to provide liquid-tight couplings that permit flow of coolant from the electric vehicle 100 into the auxiliary battery module 102 and that permits return flow of coolant from the auxiliary battery module 102 back to the electric vehicle 100. For example, the respective inlet ports and outlet ports can be provided by suitable metal flat-face, dry-break connectors, such as illustrated by connector 150 and connector 160 shown in the example of FIG. 2.\nConventional flat-face, dry-break connectors are a type of dry-break connector that permits fluid-flow systems to be separated with little to no loss of fluid. Such conventional flat-face, dry-break connectors include a releasable locking mechanism based on complementary locking features to lock first and second (e.g., male and female) ends together when coupled, such as 1) a retractable sleeve on one connector that forces a ring of metal bearings into a ring shaped groove on the other connector, 2) complementary threaded housings that screw together, or 3) a protrusion on one connector that rides in a groove on the other connector and locks with a relative rotation of the connectors. In contrast to conventional dry-break connectors that include an integrated locking mechanism via integrated locking features provided at the housings of the connectors, according to examples of the present disclosure, the first and second fluid connectors 124 and 126 can each be provided by a pair of flat-face, dry-break connectors without a locking mechanism at the first and second connectors, i.e., without locking features on the respective connector housings, such as illustrated in FIG. 2. In this regard, a connector 150 as shown in FIG. 2 may serve as inlet port 124 a, and another such connector 150 may serve as inlet port 126 a. Likewise, a connector 160 may serve as outlet port 124 b, and another such connector 160 may serve as outlet port 126 b. \n Exemplary connector 150 includes a metal housing 152, a spring loaded retractable metal sleeve 154, and a metal center rod 156. Exemplary connector 160 includes a metal housing 162, a metal sleeve, and a retractable metal piston 166. Connector 150 can be connected to connector 160 by bringing their respective faces into contact and forcing them together, whereby sleeve 164 pushes retractable sleeve 154 inward, and center rod 156 pushes piston 166 inward, such that a fluid pathway is opened between connectors 150 and 160, with a fluid-tight connection being made by internal seals. The internal seals and internal mechanisms of the connectors 150 and 160 are of a typical nature for conventional flat-face connectors known in the art. Aside from the lack of integrated locking features at the housings of connectors 150 and 160, the connectors 150 and 160 can be otherwise configured to satisfy desired performance specifications, such as, e.g., military specifications MIL-C-7413B or MIL-C-25427A. Integrated locking features need not be provided at connectors 150 and 160, e.g., at the housings 152 and 162 thereof, because the auxiliary battery module 102 is structurally secured to the electric vehicle 100 with structural fasteners or other latching mechanisms as previously described herein, thereby securing and maintaining the first and second electrical connectors 120, 122 and first and second fluid connectors 124, 126 fixed in place relative to their respective counterpart (complementary) connectors.\nTo facilitate proper positioning of the auxiliary battery module 102 relative to the electric vehicle 100 to thereby provide proper alignment of the first and second electrical connectors 120, 122 and the first and second fluid connectors 124, 126 during attachment (mounting), removal, and reattachment of the auxiliary battery module 102 in relation to the electric vehicle 100, an alignment system may be provided. In this regard, alignment guides can provided at the electric vehicle 100 that mate with alignment members at the auxiliary battery module 102 to guide the positioning of the auxiliary battery module 102 during attachment. For example, as illustrated in FIGS. 1A-1C, protruding support portions 121 of the auxiliary battery module 102 may have downward facing tapered surfaces 121 a that mate with complementary upward facing tapered surfaces 123 a of recessed portions 123 of sidewall members 116. In this way, when the auxiliary battery module 102 is lowered onto the electric vehicle 100, downward facing tapered surfaces 121 a will contact upward facing tapered surfaces 123 a, such that any lateral misalignment of the auxiliary battery module 102 relative to the supporting recessed portions 123, will undergo self-correcting alignment (self alignment). The recessed portions 123 can have a length in a lengthwise direction extending between the front and rear of the vehicle 100 that is longer, e.g., several (3, 4, 5, 6) inches longer, than a length of the protruding support portions 121 of the auxiliary battery module in the lengthwise direction. The auxiliary battery module 102 can thereby be lowered initially onto the electric vehicle rearward of its intended final position, e.g., several inches rearward, so that no vertical interference occurs between first and second electrical connectors 120 and 122 nor between first and second fluid connectors 124 and 126 as the auxiliary battery module 102 is being lowered, so as to prevent any damage to such connectors during attachment (mounting) of the auxiliary battery module 102. The auxiliary battery module 102 can then be pushed forward to engage the electrical and fluid connections and secure the auxiliary battery module 102 to the electric vehicle 100.\nTo further facilitate proper alignment of the auxiliary battery module 102, as illustrated in the example of FIGS. 1A-1C, receptacles 128 recessed into a forward sidewall of the cargo area 112, having a tapered opening portion 128 a and a cylindrical opening portion 128 b, can mate with protruding alignment members 130 at a forward sidewall of the battery housing 103 of the auxiliary battery module 102, wherein the protruding alignment members 130 have a complementary tapered portion 130 a and cylindrical portion 130 b. After the auxiliary battery module 102 is initially positioned so as to place protruding support portions 121 on recessed portions 123 of the vehicle side members 116, the auxiliary battery module 102 can then pushed forward, any misalignment of the auxiliary battery module will be corrected as the protruding cylindrical portion 130 b contacts tapered opening portion 128 a, which then guide protruding cylindrical portion 130 b into cylindrical opening portion 128 b as the auxiliary battery module 102 is pushed forward, thereby providing for proper connection and seating of the first and second electrical connectors 120, 122 and the first and second fluid connectors 124, 126. The receptacle 128 and corresponding protruding portion 130 may be configured to have sizes in a lengthwise direction extending between the front and rear of the electric vehicle 100 such that the receptacle 128 and protruding portion 130 engage and align before the respective electrical connectors 120 and 122 and respective fluid connectors 124 and 126 engage with one another, so as to ensure proper alignment and prevent damage to such connectors.\nAdditionally, according to another exemplary aspect, as shown in FIGS. 3A-3C, an insert 170 may be provided to fill the recessed portion 123 when an auxiliary battery module 102 is not attached to the electric vehicle 100. For example, the insert 170 may comprise a first (e.g., front) insert member 172 and a second (e.g., rear) insert member 174, which may be attached to the sidewall members 116 with fasteners such as threaded bolts that pass through holes in the insert 170 and can be secured into threaded holes 132. The insert 170 may be made from metal alloy (e.g., aluminum alloy), plastic materials, or composite materials, for example. As shown in FIG. 3B, the insert 170 can be removed, and an auxiliary battery module 102 can be lowered onto the electric vehicle several inches rearward of the intended final secured position of the auxiliary battery module 102. As shown in FIG. 3C, the auxiliary battery module can then be pushed forward to its final intended position and secured to the electric vehicle 100 as described above. Finally, the second (rear) insert member 174 can be inserted into the remaining gap of the recessed portion 123 so as to eliminate the gap and provide a smooth, continuous surface across the tops of the side member 116, second insert member 174, and protruding support portions 121. In this regard, it will be appreciated that insert 170 has a size and shape like that of the protruding support portions 121, and complementary to the size and shape of the recessed portion 123.\nWhile one auxiliary battery module 102 is illustrated in FIGS. 1A and 1B, multiple auxiliary battery modules 102 may be utilized and attached to (mounted in) the electric vehicle 100 and electrically connected together in parallel to provide further electrical power reserves, e.g., by placing one next to another. In such cases, one or more of the auxiliary battery modules may each be equipped with multiple electrical connectors in a manner such as described above to provide electrical connection between adjacent auxiliary battery modules 102 themselves as well as to the electric vehicle 100. Additional electrical connection considerations for such examples will be discussed below. Also, in such cases, one or more of the auxiliary battery modules may each be equipped with multiple fluid connectors in a manner such as described above to provide coolant flow between adjacent auxiliary battery modules 102 themselves as well as to the electric vehicle 100.\nAnother example of an electric vehicle system according to the disclosure is illustrated in FIGS. 4A-4C. The electric vehicle system illustrated in FIGS. 4A-4C comprises an electric vehicle 100 and another example of an auxiliary battery module 202. The electric vehicle 100 illustrated in the example of FIGS. 4A-4C is the same as the electric vehicle 100 previously described in connection with FIGS. 1A-1C and 3A-3C, and description of the electric vehicle 100 is not reproduced again here. In this example, the auxiliary battery module 202 has a different shape than the auxiliary module 102 previously described herein, the auxiliary battery module 202 having a shorter height, e.g., of about 8-12 inches, for instance, and a width and depth that about the same as the usable width and depth of the cargo area 112, e.g., about 48-60 inches by about 60-80 inches, for instance. These dimensions are merely exemplary, and other dimensions may be used.\nIn other respects, the construction and features of the auxiliary battery module 202 are like those of the auxiliary battery module 102 previously described. Briefly, the auxiliary battery module 202 includes a battery housing 203 and a battery disposed within the battery housing 203, the battery comprising a plurality of individual battery cells (not shown). The auxiliary battery module further includes a first conduit portion 240 within the auxiliary battery 202 for circulating coolant within the auxiliary battery module 202. The first conduit portion 240 may wind between and among the multiple individual battery cells (not shown) of the auxiliary battery module 202, and in this regard, the first conduit portion 240 may configured as tubing (e.g., tubing of copper alloy, aluminum alloy, steel alloy, etc.) winding among the battery cells, e.g., with windings at multiple heights. Thermal contact between the first conduit portion 240 and the battery cells may be enhanced, e.g., by disposing any suitable thermal contact material disposed therebetween, such as thermoplastic materials with good thermal conductivity known in the art for conducting heat from and/or to battery cells. As shown in FIGS. 4A-4C, the auxiliary battery module 202 includes a first fluid connector 224 including an inlet port 224 a and an outlet port 224 b, and the electric vehicle 100 includes a complementary second fluid connector 126 that mates with the first fluid connector 224. The second fluid connector 126 includes a inlet port 126 a and an outlet port 126 b complementary to those of fluid connector 224, and provide liquid-tight couplings that permits flow of coolant from the electric vehicle 100 into the auxiliary battery module 202 and that permits return flow of coolant from the auxiliary battery module 202 to the electric vehicle 100. For example, these respective inlet ports and outlet ports can be provided by metal flat-face, dry-break connectors, such as illustrated by connector 150 and connector 160 shown in the example of FIG. 2 as previously described.\nAdditionally, the exemplary auxiliary battery module 202 includes a first electrical connector 220, and the electric vehicle 100 includes a second electrical connector 122 that mates with the first electrical connector 220 s | An electric vehicle system for transporting human passengers or cargo includes an electric vehicle that includes a body, a plurality of wheels, a cargo area, an electric motor for propelling the electric vehicle, and a primary battery for providing electrical power to the electric motor for propelling the electric vehicle. An auxiliary battery module is attachable to the electric vehicle for providing electrical power to the electric motor via a first electrical connector at the auxiliary battery module and a second electrical connector at the electric vehicle that mates with the first electrical connector. The auxiliary battery module can be positioned in the cargo area while supplying power to the electric motor, and can be removable and reattachable from the electric vehicle. The auxiliary battery module includes an integrated cooling system for cooling itself during operation of the electric vehicle including a conduit therein for circulating coolant. | US:16/032,594 | https://patentimages.storage.googleapis.com/61/aa/0f/8606864f82b7c5/US10833379.pdf | US:10833379 | Robert J. Scaringe, Charles Chang, Henry Huang, Patrick Hunt | Rivian IP Holdings LLC | US:8047316, US:10476051, US:20110084664:A1, US:8471521, US:20140084832:A1, US:20160104922:A1, FR:3001341:A1, US:9290100, US:20160372805:A1, US:20150251520:A1, US:20170271727:A1, US:20160276719:A1, US:20170001493:A1, US:20170012324:A1, US:20170033337:A1, US:20170033408:A1, US:20170106724:A1, US:20170110775:A1, US:20170125861:A1, US:20170133722:A1, US:20170152957:A1, US:20180086224:A1, US:9680190, US:20180301919:A1, US:20180370013:A1 | 2020-11-10 | 2020-11-10 | 1. An electric vehicle system for transporting human passengers or cargo, the electric vehicle system comprising:\nan electric vehicle comprising a body, a plurality of wheels, a cargo area, an electric motor for propelling the electric vehicle, and a primary battery for providing electrical power to the electric motor for propelling the electric vehicle; and\nan auxiliary battery module that is attachable to the electric vehicle for providing electrical power to the electric motor via a first electrical connector at the auxiliary battery module and a second electrical connector at the electric vehicle that mates with the first electrical connector,\nthe auxiliary battery module being configured to be positioned in the cargo area while supplying power to the electric motor,\nthe auxiliary battery module being configured to be removable from and reattachable to the electric vehicle,\nthe auxiliary battery module including an integrated cooling system for cooling the auxiliary battery module during operation of the electric vehicle, the integrated cooling system comprising a conduit for circulating coolant within the auxiliary battery module, and\nwherein the conduit of the integrated cooling system of the auxiliary battery module is unconnected to a cooling system for cooling the primary battery of the electric vehicle.\n, an electric vehicle comprising a body, a plurality of wheels, a cargo area, an electric motor for propelling the electric vehicle, and a primary battery for providing electrical power to the electric motor for propelling the electric vehicle; and, an auxiliary battery module that is attachable to the electric vehicle for providing electrical power to the electric motor via a first electrical connector at the auxiliary battery module and a second electrical connector at the electric vehicle that mates with the first electrical connector,, the auxiliary battery module being configured to be positioned in the cargo area while supplying power to the electric motor,, the auxiliary battery module being configured to be removable from and reattachable to the electric vehicle,, the auxiliary battery module including an integrated cooling system for cooling the auxiliary battery module during operation of the electric vehicle, the integrated cooling system comprising a conduit for circulating coolant within the auxiliary battery module, and, wherein the conduit of the integrated cooling system of the auxiliary battery module is unconnected to a cooling system for cooling the primary battery of the electric vehicle., 2. The electric vehicle system of claim 1, wherein the conduit of the integrated cooling system of the auxiliary battery module comprises a closed coolant loop comprising a coolant line, a coolant pump configured to circulate coolant through the coolant line within the auxiliary battery module, and a degas or bleed coolant reservoir., 3. The electric vehicle system of claim 1, wherein the conduit of the integrated cooling system of the auxiliary battery module comprises a closed coolant loop comprising a coolant line, a coolant pump configured to circulate coolant through the coolant line within the auxiliary battery module., 4. The electric vehicle system of claim 2, wherein the integrated cooling system of the auxiliary battery comprises a refrigerant system configured to deliver refrigerant to a heat exchanger in the electric vehicle to cool the coolant in the coolant line., 5. An auxiliary battery module for providing electrical power to a powertrain of an electric vehicle for transporting human passengers or cargo, the auxiliary battery module comprising:\na battery housing;\na battery disposed in the battery housing;\nsupport portions at the battery housing configured to securely mount the battery housing of the auxiliary battery module to support members of an electric vehicle at a cargo area of the electric vehicle using releasable fasteners or latching mechanisms to permit the auxiliary battery module to be removed from and reattached to the electric vehicle;\na first electrical connector at the battery housing and electrically connected to the battery disposed in the battery housing, the first electrical connector configured to mate with a corresponding second electrical connector at the electric vehicle to permit the auxiliary battery module to power a powertrain of the electric vehicle to propel the electric vehicle; and\nan integrated cooling system inside the battery housing for cooling the auxiliary battery module during operation of the electric vehicle, the integrated cooling system comprising a conduit for circulating coolant within the auxiliary battery module,\nwherein the conduit of the integrated coolant system is unconnected to a conduit of a cooling system for cooling a primary battery of the electric vehicle.\n, a battery housing;, a battery disposed in the battery housing;, support portions at the battery housing configured to securely mount the battery housing of the auxiliary battery module to support members of an electric vehicle at a cargo area of the electric vehicle using releasable fasteners or latching mechanisms to permit the auxiliary battery module to be removed from and reattached to the electric vehicle;, a first electrical connector at the battery housing and electrically connected to the battery disposed in the battery housing, the first electrical connector configured to mate with a corresponding second electrical connector at the electric vehicle to permit the auxiliary battery module to power a powertrain of the electric vehicle to propel the electric vehicle; and, an integrated cooling system inside the battery housing for cooling the auxiliary battery module during operation of the electric vehicle, the integrated cooling system comprising a conduit for circulating coolant within the auxiliary battery module,, wherein the conduit of the integrated coolant system is unconnected to a conduit of a cooling system for cooling a primary battery of the electric vehicle., 6. The auxiliary battery module of claim 5, wherein the conduit of the integrated cooling system of the auxiliary battery module comprises a closed coolant loop comprising a coolant line, a coolant pump configured to circulate coolant though the coolant line within the auxiliary battery module, and a degas or bleed coolant reservoir., 7. The auxiliary battery module of claim 5, wherein the conduit of the integrated cooling system of the auxiliary battery module comprises a closed coolant loop comprising a coolant line, a coolant pump configured to circulate coolant though the coolant line within the auxiliary battery module., 8. The auxiliary battery module of claim 7, wherein the integrated cooling system of the auxiliary battery comprises a refrigerant system configured to deliver refrigerant to a heat exchanger in the electric vehicle to cool the coolant in the coolant line., 9. The electric vehicle system of claim 1, wherein the auxiliary battery module comprises a plurality of dry break connectors configured to connect the conduit of the integrated cooling system to a heat exchanger in the electric vehicle., 10. The electric vehicle system of claim 3, wherein the closed coolant loop is disposed in the electric vehicle., 11. The auxiliary battery module of claim 5, further comprising a plurality of dry break connectors configured to connect the conduit of the integrated cooling system to a heat exchanger in the electric vehicle. | US | United States | Active | H | True |
| 72 | Methods and apparatus for an active convertor dolly \n | EP4159527A1 | NaN | The disclosure is directed at an apparatus for an active converter dolly for use in a tractor-trailer configuration. In one aspect, the apparatus includes a system to connect a first trailer towed behind a towing vehicle to a second trailer. The apparatus further includes a kinetic energy recovery device for translating the mechanical motions or actions of the dolly into electricity or electrical energy so that this energy can be used to charge a battery or to power other functionality for either the dolly or the tractor-trailer. The active dolly may also operate to assist in shunting the tractor-trailer. The active dolly is operable in a number of modes to increase vehicle performance and efficiency. | EP:22209553.1A | https://patentimages.storage.googleapis.com/11/02/8d/afc50975ac4de6/EP4159527A1.pdf | NaN | Brian LAYFIELD, Amir Khajepour, Brian Fan, John Loewen | Electrans Technologies Ltd | US:6481806, EP:1826107:A2, JP:2010163005:A | 2023-03-03 | 2022-08-25 | An apparatus (14) for releasably coupling a second trailer (12b) to a first trailer (12a) that is releasably coupled to a towing vehicle (13) in a tractor-trailer vehicle configuration, the apparatus (14) comprising:\n- a frame (24);\n- a second trailer connector assembly (6) for releasably coupling the apparatus (14) to the second trailer (12b) such that the second trailer (12b) translates with the apparatus (14);\n- at least one pair of wheels (22);\n- a kinetic energy recovery device (30) adapted to recover energy from regenerative braking of at least one wheel (22) of the at least one pair of wheels (22), comprising:\n- at least one motor-generator (36), operably coupled to the at least one wheel (22), wherein the at least one motor-generator (36) is operable in:\n- a drive mode for applying motive rotational force to the at least one wheel (22); and\n- a generator mode for converting the kinetic energy to the electrical energy, the generator mode effecting deceleration of the at least one wheel (22); \n- an energy storing device (32) for storing the electrical energy; and\n- a controller (502) operably coupled to the at least one motor-generator (36) for selectively activating the drive mode or the generator mode; \n- wherein the second trailer connector assembly (6), the at least one wheel (22), and the kinetic energy recovery device (30) are cooperatively configured such that while the first trailer (12a) translates with the towing vehicle (13), and the releasable coupling of the apparatus (14) to the first trailer (12a) and to the second trailer (12b) is effected, braking by the towing vehicle (13) is with effect that the kinetic energy recovery device (30) converts kinetic energy generated by rotation of the at least one wheel (22) to electrical energy. , - a frame (24);, - a second trailer connector assembly (6) for releasably coupling the apparatus (14) to the second trailer (12b) such that the second trailer (12b) translates with the apparatus (14);, - at least one pair of wheels (22);, - a kinetic energy recovery device (30) adapted to recover energy from regenerative braking of at least one wheel (22) of the at least one pair of wheels (22), comprising:\n- at least one motor-generator (36), operably coupled to the at least one wheel (22), wherein the at least one motor-generator (36) is operable in:\n- a drive mode for applying motive rotational force to the at least one wheel (22); and\n- a generator mode for converting the kinetic energy to the electrical energy, the generator mode effecting deceleration of the at least one wheel (22); \n- an energy storing device (32) for storing the electrical energy; and\n- a controller (502) operably coupled to the at least one motor-generator (36) for selectively activating the drive mode or the generator mode; , - at least one motor-generator (36), operably coupled to the at least one wheel (22), wherein the at least one motor-generator (36) is operable in:\n- a drive mode for applying motive rotational force to the at least one wheel (22); and\n- a generator mode for converting the kinetic energy to the electrical energy, the generator mode effecting deceleration of the at least one wheel (22); , - a drive mode for applying motive rotational force to the at least one wheel (22); and, - a generator mode for converting the kinetic energy to the electrical energy, the generator mode effecting deceleration of the at least one wheel (22);, - an energy storing device (32) for storing the electrical energy; and, - a controller (502) operably coupled to the at least one motor-generator (36) for selectively activating the drive mode or the generator mode;, - wherein the second trailer connector assembly (6), the at least one wheel (22), and the kinetic energy recovery device (30) are cooperatively configured such that while the first trailer (12a) translates with the towing vehicle (13), and the releasable coupling of the apparatus (14) to the first trailer (12a) and to the second trailer (12b) is effected, braking by the towing vehicle (13) is with effect that the kinetic energy recovery device (30) converts kinetic energy generated by rotation of the at least one wheel (22) to electrical energy., The apparatus (14) of claim 1, further comprising:\na first trailer connector assembly (7) disposed at a first end (8) of the frame for releasably coupling the apparatus (14) to the first trailer (12a) such that the apparatus (14) translates with the first trailer (12a)., The apparatus (14) of claim 1,\nwherein the apparatus (14) is part of the first trailer (12a)., The apparatus (14) of any one of claims 1 to 3, further comprising a communication interface (68) for providing vehicle data (1801) from the towing vehicle (13) to the controller (502)., The apparatus (14) of claim 4,\nwherein the vehicle data (1801) comprises controller area network bus data from the towing vehicle (13)., The apparatus (14) of claim 4 or 5,\nwherein the communication interface (68) comprises a wireless communication interface., The apparatus (14) of claim 6,\nwherein the wireless communication interface is configured to communicate with an on-board diagnostics port of the towing vehicle (13)., The apparatus (14) of any one of claims 4 to 7, wherein:\n- the vehicle data (1801) comprises:\n- vehicle braking data (1802) indicating the degree of braking applied by the towing vehicle (13); and\n- vehicle speed data (1804) indicating the speed of the towing vehicle (13); and \n- the controller (502) is further configured to activate an electric-vehicle mode, comprising the drive mode of the motor-generator (36), in response to detecting:\n- that a state of charge of the energy storing device is above a charge threshold;\n- that the speed of the towing vehicle (13) is below a speed threshold; and\n- that the degree of braking applied by the driver is below a braking threshold. , - the vehicle data (1801) comprises:\n- vehicle braking data (1802) indicating the degree of braking applied by the towing vehicle (13); and\n- vehicle speed data (1804) indicating the speed of the towing vehicle (13); and , - vehicle braking data (1802) indicating the degree of braking applied by the towing vehicle (13); and, - vehicle speed data (1804) indicating the speed of the towing vehicle (13); and, - the controller (502) is further configured to activate an electric-vehicle mode, comprising the drive mode of the motor-generator (36), in response to detecting:\n- that a state of charge of the energy storing device is above a charge threshold;\n- that the speed of the towing vehicle (13) is below a speed threshold; and\n- that the degree of braking applied by the driver is below a braking threshold. , - that a state of charge of the energy storing device is above a charge threshold;, - that the speed of the towing vehicle (13) is below a speed threshold; and, - that the degree of braking applied by the driver is below a braking threshold., The apparatus (14) of any claim 8,\nwherein the charge threshold is between 10% and 40% of a full charge level of the energy storing device (32), and/or\nwherein the speed threshold is between 5 kilometers/hour and 40 kilometers/hour, and/or\nwherein the braking threshold is between 10% and 50% of a full brake activation level. , wherein the charge threshold is between 10% and 40% of a full charge level of the energy storing device (32), and/or, wherein the speed threshold is between 5 kilometers/hour and 40 kilometers/hour, and/or, wherein the braking threshold is between 10% and 50% of a full brake activation level., The apparatus (14) of claim 8 or 9,\nwherein the amount of motive rotational force applied by the at least one motor-generator (36) in electric-vehicle mode is based on the degree of braking applied by the driver., The apparatus (14) of any one of claims 8 to 10,\nwherein the controller (502) is further configured to deactivate electric-vehicle mode in response to detecting:\n- that a state of charge of the energy storing device is below the charge threshold;\n- that the speed of the towing vehicle (13) is above the speed threshold; or\n- that the degree of braking applied by the driver is above the braking threshold. , - that a state of charge of the energy storing device is below the charge threshold;, - that the speed of the towing vehicle (13) is above the speed threshold; or, - that the degree of braking applied by the driver is above the braking threshold., The apparatus (14) of any one of claims 1 to 11,\nwherein the at least one pair of wheels (22) comprises a pair of wheels (22),\nwherein the kinetic energy recovery device (30) comprises a pair of motor-generators (36), each motor-generator (36), independently, being operably coupled to one of the wheels (22) in the pair of wheels (22) and to the energy storing device (32), such that each motor-generator (36) is operable in:\n- the drive mode for applying the motive rotational force to its respective wheel (22); and\n- the generator mode for applying a regenerative braking force to its respective wheel (22) for converting mechanical energy generated by rotation of the wheel (22) to electrical energy, wherein the generated electrical energy is stored in the energy storing device (32), and\n- wherein the controller (502) for selectively activating the drive mode or the generator mode of each motor-generator (36) is configured to alter the steering of the apparatus (14) by differential motive rotational force applied by each motor-generator (36). , wherein the at least one pair of wheels (22) comprises a pair of wheels (22),, wherein the kinetic energy recovery device (30) comprises a pair of motor-generators (36), each motor-generator (36), independently, being operably coupled to one of the wheels (22) in the pair of wheels (22) and to the energy storing device (32), such that each motor-generator (36) is operable in:\n- the drive mode for applying the motive rotational force to its respective wheel (22); and\n- the generator mode for applying a regenerative braking force to its respective wheel (22) for converting mechanical energy generated by rotation of the wheel (22) to electrical energy, wherein the generated electrical energy is stored in the energy storing device (32), and\n- wherein the controller (502) for selectively activating the drive mode or the generator mode of each motor-generator (36) is configured to alter the steering of the apparatus (14) by differential motive rotational force applied by each motor-generator (36). , - the drive mode for applying the motive rotational force to its respective wheel (22); and, - the generator mode for applying a regenerative braking force to its respective wheel (22) for converting mechanical energy generated by rotation of the wheel (22) to electrical energy, wherein the generated electrical energy is stored in the energy storing device (32), and\n- wherein the controller (502) for selectively activating the drive mode or the generator mode of each motor-generator (36) is configured to alter the steering of the apparatus (14) by differential motive rotational force applied by each motor-generator (36). , - wherein the controller (502) for selectively activating the drive mode or the generator mode of each motor-generator (36) is configured to alter the steering of the apparatus (14) by differential motive rotational force applied by each motor-generator (36)., The apparatus (14) of claim 12, wherein:\n- each one of the wheels (22), independently, includes a hub; and\n- each motor-generator (36) of the pair of motor-generators (36) is disposed within the hub of the wheel (22) to which it is operably coupled. , - each one of the wheels (22), independently, includes a hub; and, - each motor-generator (36) of the pair of motor-generators (36) is disposed within the hub of the wheel (22) to which it is operably coupled., The apparatus (14) of claim 12 or 13, further comprising:\n- a first wheel speed sensor (70) operably coupled to a first wheel (102) of the pair of wheels (22) for providing first wheel speed data comprising a first wheel speed to the controller (502); and\n- a second wheel speed sensor (71) operably coupled to a second wheel (104) of the pair of wheels (22) for providing second wheel speed data comprising a second wheel speed to the controller (502), wherein the controller (502) is configured to:\n- detect a low-traction condition based on at least the first wheel speed data and the second wheel speed data; and\n- adjust the motive rotational force applied to at least one of the first wheel (102) and the second wheel (104) when the low-traction condition is detected. , - a first wheel speed sensor (70) operably coupled to a first wheel (102) of the pair of wheels (22) for providing first wheel speed data comprising a first wheel speed to the controller (502); and, - a second wheel speed sensor (71) operably coupled to a second wheel (104) of the pair of wheels (22) for providing second wheel speed data comprising a second wheel speed to the controller (502), wherein the controller (502) is configured to:\n- detect a low-traction condition based on at least the first wheel speed data and the second wheel speed data; and\n- adjust the motive rotational force applied to at least one of the first wheel (102) and the second wheel (104) when the low-traction condition is detected. , - detect a low-traction condition based on at least the first wheel speed data and the second wheel speed data; and, - adjust the motive rotational force applied to at least one of the first wheel (102) and the second wheel (104) when the low-traction condition is detected., The apparatus (14) of claim 14,\nwherein detecting the low-traction condition comprises detecting that a difference between the first wheel speed and the second wheel speed is above a predetermined threshold. | EP | European Patent Office | Pending | B | True |
| 73 | 充换电站及换电方法 \n | CN107399302B | 技术领域本发明涉及汽车充换电领域，具体涉及一种充换电站及换电方法。背景技术随着新能源汽车的普及，如何有效地为能量不足的汽车提供快速有效的能量补给成为车主和各大厂商非常关注的问题。以电动汽车为例，当前主流的电能补给方案包括充电方案和电池更换方案。其中电池更换方案是直接用满电的动力电池更换电动汽车上亏电的动力电池。相对于充电方案，电池更换方案由于可以在很短的时间完成动力电池的更换且对动力电池的使用寿命没有明显的影响，因此是电能补给的主要发展方向之一。电池更换方案一般是在充换电站内完成，具体而言，充换电站内配置有充换电架和换电平台，以及在充换电架和换电平台之间的运载满电/亏电的动力电池的换电机器人，如堆垛机/轨道导引车(Rail Guided Vehicle，RGV)。换电机器人通过在充换电架和换电平台之间预先铺设的轨道上往复行驶的方式，完成为停于换电平台上的电动汽车更换动力电池的动作。公布号为CN106143183A的发明专利申请公开了一种电动汽车小型自动充换电站，其包括换电平台、充电平台、换电系统和控制系统，换电平台、充电平台和换电系统分别与控制系统连接。其中，换电平台包括换电集装箱和容纳在换电集装箱中用于停放车辆的停车底座，充电平台包括充电集装箱和容纳在充电集装箱中用于对动力电池进行充电和存储的充电架，换电系统包括用于对停车底座上停放的车辆的动力电池进行更换的换电小车。其中，充电架包括至少一个电池存储模块以及与电池存储模块相邻设置的起降机模块，电池存储模块包括充电层、存储层、移动层。其中，移动层设置有第一导轨，换电小车能够沿所述第一导轨在水平方向上运动；起降机模块中设置有第二导轨，换电小车能够沿第二导轨在水平方向上运动，并且第二导轨能够在竖直方向上带动换电小车运动；换电平台和充电架之间设置有第三导轨，换电小车沿第三导轨在换电平台与充电架之间移动。也就是说，自动换电站通过换电小车在第一导轨、第二导轨和第三导轨上运动、以及第二导轨带动换电小车上升下降的方式，完成取送电池和为电动汽车自动换电的动作。不可避免地，上述充换电站存在着一定的问题。首先，由于换电小车只能在铺设的轨道上运动和定位，并且换电小车与动力电池的取送过程需要多次升降，这就导致了换电小车的灵活性不足、充换电站的换电效率低等问题。并且由于上述轨道的设置，使得待换电车辆还必须在换电平台上进行相应的精确定位，这无疑增加了充换电站的设计复杂度。其次，由于充换电站的设计受选址环境和供电容量的影响较大，上述充换电站在设计时需要针对不同的选址环境进行设计，并且充换电站一旦建成后由于充电架不可扩展或扩展难度大，导致增加了设计难度的同时，不能根据实际情况的进行灵活调整，也就是充换电站还存在适用性差的问题。相应地，本领域需要一种新的充换电站来解决上述问题。发明内容为了解决现有技术中的上述问题，即为了解决换电小车存在的灵活性不足、换电效率低以及充换电站存在的适用性差的问题，本发明提供了一种充换电站，该充换电站包括换电平台，其用于停放待换电车辆；存储部，其包括若干个电池存储单元，且所述若干个电池存储单元能够通过至少一种组合方式形成所述存储部；自动换电机器人，所述自动换电机器人至少能够在所述换电平台和所述存储部之间的范围内自由移动，并且在所述自动换电机器人处于所述若干个电池存储单元中的任意一个的投影位置的情形下，所述自动换电机器人能够直接从所述电池存储单元上承接动力电池或将动力电池固定于所述电池存储单元。在上述充换电站的优选技术方案中，所述电池存储单元以模块化设置，并且所述若干个电池存储单元在同一层内排布。在上述充换电站的优选技术方案中，所述充换电站还配置有能够与所述存储部电连接的充电部，所述充电部用于为所述动力电池充电。在上述充换电站的优选技术方案中，所述充电部包括充电单元，所述充电单元包括：充电柜，其与所述若干个电池存储单元分别连接，用于为所述动力电池充电；控制柜，其与所述若干个电池存储单元分别连接，用于使所述充电柜为所述动力电池充电。在上述充换电站的优选技术方案中，所述充电单元还包括水冷柜，所述水冷柜与所述若干个电池存储模块分别连接，用于冷却充电过程中的所述动力电池。在上述充换电站的优选技术方案中，所述充电部包括至少一个充电单元，所述充电单元包括：充电模块，其与至少一个所述电池存储单元连接，用于为所述动力电池提供电能；控制模块，其与至少一个所述电池存储单元连接，用于使所述充电模块为所述动力电池充电。在上述充换电站的优选技术方案中，所述充电单元还包括水冷模块，所述水冷模块与至少一个所述电池存储单元连接，用于冷却充电过程的所述动力电池。在上述充换电站的优选技术方案中，所述自动换电机器人包括电池装卸部，所述电池装卸部能够直接从所述待换电车辆上将所述动力电池取下或将所述动力电池固定于所述待换电车辆。在上述充换电站的优选技术方案中，所述电池装卸部包括：举升平台，其能够与所述待换电车辆或所述电池存储单元对接；加解锁机构，其能够在所述举升平台与所述待换电车辆对接好的情形下，使所述动力电池锁紧/脱开所述待换电车辆。在上述充换电站的优选技术方案中，所述电池存储单元配置有夹持机构，所述动力电池能够通过该夹持机构固定于所述电池存储单元。在上述充换电站的优选技术方案中，所述换电站内还预设有应急位置，所述自动换电机器人能够以自由移动的方式到达该应急位置。本发明还提供了一种充换电站的换电方法，该方法包括如下步骤：自动换电机器人到达待换电车辆的投影位置；所述自动换电机器人使亏电的动力电池脱离所述待换电车辆；所述自动换电机器人以不离地的方式使所述亏电的动力电池固定至处于空闲状态的电池储存单元；所述自动换电机器人以不离地的方式从电池存储单元上承接满电的动力电池；所述自动换电机器人使所述满电的动力电池固定于所述待换电车辆。在上述换电方法的优选技术方案中，“所述自动换电机器人以不离地的方式使所述亏电的动力电池固定至处于空闲状态的电池储存单元”的步骤进一步包括：所述自动换电机器人在所述待换电车辆的投影位置旋转第一设定角度；所述自动换电机器人移动至所述处于空闲状态的电池存储单元的投影位置；所述自动换电机器人使所述亏电的电池固定至所述处于空闲状态的电池存储单元。在上述换电方法的优选技术方案中，“所述自动换电机器人以不离地的方式从电池存储单元上承接所述满电的动力电池”的步骤进一步包括：所述自动换电机器人移动至所述电池存储单元的投影位置；使所述电池存储单元的夹持机构松开；所述自动换电机器人承接所述满电的动力电池。在上述换电方法的优选技术方案中，“所述自动换电机器人使所述满电的动力电池固定于所述待换电车辆”的步骤进一步包括：所述自动换电机器人移动至所述待换电车辆的投影位置；所述自动换电机器人在所述待换电车辆的投影位置旋转第二设定角度；所述自动换电机器人使所述满电的动力电池固定于所述待换电车辆。本领域技术人员能够理解的是，在本发明的优选技术方案中，充换电站包括换电平台、存储部、自动换电机器人。存储部包括若干个电池存储单元，自动换电机器人无需导轨便能够在换电平台和存储部之间自由移动。通过使用无需导轨的自动换电机器人代替依赖于轨道的换电小车的设置方式，可以大大增加自动换电机器人的运动灵活性，减少现有技术中换电平台和充电架之间的第三导轨以及换电平台上精定位装置的设置，从而提高换电效率。此外，电池存储单元以模块化布置，并且若干个电池存储单元采用同一层内排布的设置方式，使得自动换电机器人在取送动力电池时无需多次升降，即可完成动力电池的取送和更换的动作。这种设置方式相较于现有技术中的换电小车来说，不仅节省了换电小车在多次升降和定位过程中所用的时间，而且还简化了换电站的结构，降低了换电站的设计复杂度——即简化了现有技术中的电池存储模块中的移动层(包括第一导轨)和起降机模块(包括第二导轨)的设置，从而使充换电站可以更高效地完成为待换电车辆更换动力电池的动作，大幅提升换电效率和用户体验。而电池存储单元采用模块化的布置方式，又使得充换电站能够基于不同的应用场景进行任意调整，增加了充换电站的适用性。方案1、一种充换电站，其特征在于，所述充换电站包括：换电平台，其用于停放待换电车辆；存储部，其包括若干个电池存储单元，且所述若干个电池存储单元能够通过至少一种组合方式形成所述存储部；自动换电机器人，所述自动换电机器人至少能够在所述换电平台和所述存储部之间的范围内自由移动，并且在所述自动换电机器人处于所述若干个电池存储单元中的任意一个的投影位置的情形下，所述自动换电机器人能够直接从所述电池存储单元上承接动力电池或将动力电池固定于所述电池存储单元。方案2、根据方案1所述的充换电站，其特征在于，所述电池存储单元以模块化设置，并且所述若干个电池存储单元在同一层内排布。方案3、根据方案1或2所述的充换电站，其特征在于，所述充换电站还配置有能够与所述存储部电连接的充电部，所述充电部用于为所述动力电池充电。方案4、根据方案3所述的充换电站，其特征在于，所述充电部包括充电单元，所述充电单元包括：充电柜，其与所述若干个电池存储单元分别连接，用于为所述动力电池充电；控制柜，其与所述若干个电池存储单元分别连接，用于使所述充电柜为所述动力电池充电。方案5、根据方案4所述的充换电站，其特征在于，所述充电单元还包括水冷柜，所述水冷柜与所述若干个电池存储模块分别连接，用于冷却充电过程中的所述动力电池。方案6、根据方案3所述的充换电站，其特征在于，所述充电部包括至少一个充电单元，所述充电单元包括：充电模块，其与至少一个所述电池存储单元连接，用于为所述动力电池提供电能；控制模块，其与至少一个所述电池存储单元连接，用于使所述充电模块为所述动力电池充电。方案7、根据方案6所述的充换电站，其特征在于，所述充电单元还包括水冷模块，所述水冷模块与至少一个所述电池存储单元连接，用于冷却充电过程的所述动力电池。方案8、根据方案1或2所述的充换电站，其特征在于，所述自动换电机器人包括电池装卸部，所述电池装卸部能够直接从所述待换电车辆上将所述动力电池取下或将所述动力电池固定于所述待换电车辆。方案9、根据方案8所述的充换电站，其特征在于，所述电池装卸部包括：举升平台，其能够与所述待换电车辆或所述电池存储单元对接；加解锁机构，其能够在所述举升平台与所述待换电车辆对接好的情形下，使所述动力电池锁紧/脱开所述待换电车辆。方案10、根据方案1或2所述的充换电站，其特征在于，所述电池存储单元配置有夹持机构，所述动力电池能够通过该夹持机构固定于所述电池存储单元。方案11、根据方案1或2所述的充换电站，其特征在于，所述换电站内还预设有应急位置，所述自动换电机器人能够以自由移动的方式到达该应急位置。方案12、一种充换电站的换电方法，其特征在于，所述方法包括如下步骤：自动换电机器人到达待换电车辆的投影位置；所述自动换电机器人使亏电的动力电池脱离所述待换电车辆；所述自动换电机器人以不离地的方式使所述亏电的动力电池固定至处于空闲状态的电池储存单元；所述自动换电机器人以不离地的方式从电池存储单元上承接满电的动力电池；所述自动换电机器人使所述满电的动力电池固定于所述待换电车辆。方案13、根据方案12所述的充换电站的换电方法，其特征在于，“所述自动换电机器人以不离地的方式使所述亏电的动力电池固定至处于空闲状态的电池储存单元”的步骤进一步包括：所述自动换电机器人在所述待换电车辆的投影位置旋转第一设定角度；所述自动换电机器人移动至所述处于空闲状态的电池存储单元的投影位置；所述自动换电机器人使所述亏电的电池固定至所述处于空闲状态的电池存储单元。方案14、根据方案12所述的充换电站的换电方法，其特征在于，“所述自动换电机器人以不离地的方式从电池存储单元上承接所述满电的动力电池”的步骤进一步包括：所述自动换电机器人移动至所述电池存储单元的投影位置；使所述电池存储单元的夹持机构松开；所述自动换电机器人承接所述满电的动力电池。方案15、根据方案12所述的充换电站的换电方法，其特征在于，“所述自动换电机器人使所述满电的动力电池固定于所述待换电车辆”的步骤进一步包括：所述自动换电机器人移动至所述待换电车辆的投影位置；所述自动换电机器人在所述待换电车辆的投影位置旋转第二设定角度；所述自动换电机器人使所述满电的动力电池固定于所述待换电车辆。方案16、根据方案12所述的充换电站的换电方法，其特征在于，在“自动换电机器人到达待换电车辆的投影位置”的步骤之前，所述步骤还包括：所述待换电车辆到达换电平台。附图说明下面参照附图并结合底部换电的充换电站来描述本发明的充换电站及换电方法。附图中：图1是本发明的充换电站的结构的示意图；图2是本发明的自动换电机器人的结构示意图；图3是本发明的充换电站的仰视示意图；图4A是本发明的充电部的第一种实施方式的结构示意图；图4B是本发明的充电部的第二种实施方式的结构示意图；图5是本发明的充换电站的换电方法的流程示意图；图6A是本发明的充换电站的一种完整的换电过程的流程示意图(一)；图6B是本发明的充换电站的一种完整的换电过程的流程示意图(二)；图6C是本发明的充换电站的一种完整的换电过程的流程示意图(三)；图6D是本发明的充换电站的一种完整的换电过程的流程示意图(四)。附图标记列表1、换电平台；2、存储部；21、电池存储单元；211、夹持机构；3、充电部；31、充电单元；311、充电模块；312、控制模块；313、水冷模块；314、充电柜；315、控制柜；316、水冷柜；4、自动换电机器人；41、本体；42、行走部；431、举升平台；432、加解锁机构；44、控制部；5、电动汽车；6、动力电池。具体实施方式下面参照附图来描述本发明的优选实施方式。本领域技术人员应当理解的是，这些实施方式仅仅用于解释本发明的技术原理，并非旨在限制本发明的保护范围。例如，虽然附图中的换电平台设置于充换电站的一侧，但是这种位置关系非一成不变，本领域技术人员可以根据需要对其作出调整，以便适应具体的应用场合。需要说明的是，在本发明的描述中，术语“中心”、“上”、“下”、“左”、“右”、“竖直”、“水平”、“内”、“外”等指示的方向或位置关系的术语是基于附图所示的方向或位置关系，这仅仅是为了便于描述，而不是指示或暗示所述装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本发明的限制。此外，术语“第一”、“第二”、“第三”仅用于描述目的，而不能理解为指示或暗示相对重要性。此外，还需要说明的是，在本发明的描述中，除非另有明确的规定和限定，术语“安装”、“相连”、“连接”应做广义理解，例如，可以是固定连接，也可以是可拆卸连接，或一体地连接；可以是机械连接，也可以是电连接；可以是直接相连，也可以通过中间媒介间接相连，可以是两个元件内部的连通。对于本领域技术人员而言，可根据具体情况理解上述术语在本发明中的具体含义。首先参照图1，图1是本发明的充换电站的结构的示意图。如图1所示，本发明的充换电站主要包括换电平台1、存储部2、充电部3和自动换电机器人4。换电平台1用于停放待换电的电动汽车5，存储部2包括若干个电池存储单元21，电池存储单元21用于存储满电的动力电池6(以下简称满电电池)或亏电的动力电池6(以下简称亏电电池)，充电部3则用于为电池存储单元21上存储的动力电池6充电。自动换电机器人4则至少能够在换电平台1和存储部2之间的范围内自由移动，如在换电平台1和存储部2之间的地面上做直线运动和原地转动等。在该移动的基础上，自动换电机器人4可以完成为待换电的电动汽车5更换动力电池6的动作。如在自动换电机器人4处于任意一个电池存储单元21的投影位置时，自动换电机器人4可以直接从电池存储单元21上承接满电电池或将亏电电池固定于电池存储单元21上；在自动换电机器人4处于待换电的电动汽车5的投影位置时，自动换电机器人4又可以完成从待换电的电动汽车5上卸下亏电电池或将满电电池固定于电动汽车5上的动作。首先需要说明的是，本实施例中的满电电池与亏电电池只是用来描述动力电池6的宏观状态，并非用于描述动力电池6的两种特殊的固定状态，即电量处于百分之百的状态和电量为零的状态。本领域技术人员能够想到的是，“满电”和“亏电”的划分依据可以由服务商自由设定，如将剩余电量不小于总电量的百分之九十作为动力电池6的“满电”标准，将剩余电量小于总电量的百分之九十作为动力电池6的“亏电”的标准等。由上可知，通过在换电平台1和存储部2之间设置可自由移动的自动换电机器人4的方式，使得自动换电机器人4可以在不离地的情况下为待换电的电动汽车5更换动力电池6。换言之，自动换电机器人4的移动和定位无需借助导轨，取送电池的过程也无需多次升降，这种方式相较于背景技术中的换电小车来说，不仅提升了自动换电机器人4的运动灵活性，而且还大幅度简化了换电站的结构，降低充换电站的设计复杂度——即简化了导轨、起降机模块以及换电平台1上精定位机构的设置，从而使充换电站可以更高效地完成为待换电的电动汽车5更换动力电池6的动作，大幅提升用户的换电体验。下面参照图2和图3进一步描述本发明的充换电站。其中，图2是本发明的自动换电机器人4的结构示意图，图3是本发明的充换电站的仰视示意图。如图2所示，自动换电机器人4主要包括本体41、行走部42、电池装卸部、定位部(图中未示出)、控制部44等。其中，行走部42可以通过自身的滚动使自动换电机器人4在换电平台1和存储部2之间的地面上移动，如使用麦克纳姆轮，差速轮或者舵轮作为行走部42实现自动换电机器人4在地面上的直线运动和原地转动等。定位部至少可以获得自动换电机器人4的当前位置与待换电的电动汽车5或电池存储单元21的相对位置，如定位部能够获得自动换电机器人4的当前位置与待换电的电动汽车5上的亏电电池或电池存储单元21的满电电池之间的相对位置。控制部44则能够基于该相对位置控制行走部42动作，使自动换电机器人4精准地到达亏电电池或满电电池的投影位置，进而在到达该投影位置下，控制部44控制电池装卸部为待换电的电动汽车5进行动力电池6的更换或从电池存储单元21上承接满电电池。电池装卸部进一步包括加解锁机构432和举升平台431。其中，举升平台431能够通过举升动作，完成与电池存储单元21或电动汽车5的对接，如到达可以将亏电电池固定于电池存储单元21上的位置，或承接电池存储单元21上满电电池的位置，以及为电动汽车5更换动力电池6的位置等。加解锁机构432则能够在举升平台431到达为电动汽车5更换动力电池6的位置后，使动力电池6锁紧/脱开电动汽车5的车身。优选地，举升平台431可以由剪式举升机构驱动，剪式举升机构可以将举升平台431连同举升平台431上的动力电池6一同举起直至到达为电动汽车5更换动力电池6的位置。进一步优选地，为便于制造自动换电机器人4，节省自动换电机器人4的制造成本，本发明的自动换电机器人4可以基于现有自动导引车(Automatic Guided Vehicle，AGV)改造而成。如在现有自动导引车的基础上，保留其本体和行走部，增加定位部和电池装卸部，并升级自动导引车的原有控制部的功能，使自动换电机器人的控制部44能够与行走部和定位部形成控制闭环，即前述的“基于该相对位置控制行走部42动作，使自动换电机器人4精准地到达亏电电池或满电电池的投影位置”，从而既节省了制造成本，又可以实现本发明。进一步优选地，由于自动换电机器人4的移动无需导轨的限制，因此还可以拓展自动换电机器人4在换电安全方面的功能，如自动换电机器人4还可以在行走部42的带动下到达充换电站内预设的应急位置。也就是说，在正常换电流程的位置之外，设置一个在应急情况发生时动力电池6的临时处理位置，用于自动换电机器人4将处于异常状态的动力电池6及时运送至该位置，以便对处于异常状态的动力电池6做出及时处置。如在充换电站的某一较为安全的位置设置一个应急位置，并且该应急位置设置有用于隔离动力电池6的应急沙箱，在系统或服务人员检测到某动力电池6处于异常状态的情形下，自动换电机器人4能够在控制部44或操作人员的控制下将处于异常状态的动力电池6及时运送至该应急沙箱内，以隔离该处于异常状态的电池，避免为充换电站带来不可预知的后果。如上所述，通过上述充换电站中自动换电机器人4的设置，也就是能够自由移动且定位精准的自动换电机器人4的设置，不但可以大幅度提高自动换电机器人4的运动灵活性，提升换电效率，而且还能够简化换电平台1上精定位机构的设计以及换电平台1和存储部2之间导轨的铺设，实现充换电站的结构优化。并且，由于自动换电机器人4无轨道的设置方式，还能够拓展自动换电机器人4在安全方面的功能，提高充换电站的安全性。本领域的技术人员能还够理解的是，上述自动换电机器人4的设置形式仅仅用于阐述本发明的原理，并非旨在于限制本发明的保护范围，在不偏离本发明原理的前提下，任何能够自由移动且可精准定位的自动换电机器人4都将落入本发明的保护范围。 | 本发明涉及汽车充换电领域，具体涉及一种充换电站及换电方法。本发明旨在解决换电小车存在的灵活性不足、换电效率低以及充换电站存在的适用性差的问题。为此目的，本发明的一种充换电站包括：换电平台，其用于停放待换电车辆；存储部，其包括若干个电池存储单元，且若干个电池存储单元能够通过至少一种组合方式形成存储部；自动换电机器人，自动换电机器人至少能够在换电平台和存储部之间的范围内自由移动。通过设置可自由移动的自动换电机器人，使得自动换电机器人无需导轨即可为待换电的电动汽车更换动力电池，提升了换电机器人的运动灵活性。 | CN:201710512630.0A | https://patentimages.storage.googleapis.com/ca/98/75/39c5432e3a2994/CN107399302B.pdf | CN:107399302:B | 胡杰, 沈斐, 谭广志, 陈炯, 郝战铎 | NIO Co Ltd | CN:106143183:A | Not available | 2020-10-23 | 1.一种充换电站，其特征在于，所述充换电站包括：, 换电平台，其用于停放待换电车辆；, 存储部，其包括若干个电池存储单元，且所述若干个电池存储单元能够通过至少一种组合方式形成所述存储部；, 自动换电机器人，所述自动换电机器人至少能够在所述换电平台和所述存储部之间的范围内自由移动，并且, 在所述自动换电机器人处于所述若干个电池存储单元中的任意一个的投影位置的情形下，所述自动换电机器人能够直接从所述电池存储单元上承接动力电池或将动力电池固定于所述电池存储单元；, 其中，所述若干个电池存储单元在同一层内排布；, 其中，所述自由移动包括在所述换电平台和所述存储部之间的地面上做直线运动和原地转动；, 其中，在排布方式上，所述若干个电池存储单元之间采用最高效率排布，所述最高效率排布按照如下方法设置：, 获取所述电池存储单元的长度LB和宽度WB，以及所述存储部区域的长度LS和宽度WS；, 分别计算以及的结果，其中为向下取整运算；, 计算与的结果并将结果进行比较；, 如果则将所述电池存储单元的长度方向与所述存储部区域的长度方向以垂直的方式布置，并且在所述存储部的长度方向上布置个所述电池存储单元，在所述存储部的宽度方向上布置个所述电池存储单元；, 否则，将所述电池存储单元的长度方向与所述存储部区域的长度方向以平行的方式设置，并且在所述存储部的长度方向上布置个所述电池存储单元，在所述存储部的宽度方向上布置个所述电池存储单元。, 2.根据权利要求1所述的充换电站，其特征在于，所述电池存储单元以模块化设置。, 3.根据权利要求1或2所述的充换电站，其特征在于，所述充换电站还配置有能够与所述存储部电连接的充电部，所述充电部用于为所述动力电池充电。, 4.根据权利要求3所述的充换电站，其特征在于，所述充电部包括充电单元，所述充电单元包括：, 充电柜，其与所述若干个电池存储单元分别连接，用于为所述动力电池充电；, 控制柜，其与所述若干个电池存储单元分别连接，用于使所述充电柜为所述动力电池充电。, 5.根据权利要求4所述的充换电站，其特征在于，所述充电单元还包括水冷柜，所述水冷柜与所述若干个电池存储模块分别连接，用于冷却充电过程中的所述动力电池。, 6.根据权利要求3所述的充换电站，其特征在于，所述充电部包括至少一个充电单元，所述充电单元包括：, 充电模块，其与至少一个所述电池存储单元连接，用于为所述动力电池提供电能；, 控制模块，其与至少一个所述电池存储单元连接，用于使所述充电模块为所述动力电池充电。, 7.根据权利要求6所述的充换电站，其特征在于，所述充电单元还包括水冷模块，所述水冷模块与至少一个所述电池存储单元连接，用于冷却充电过程的所述动力电池。, 8.根据权利要求1或2所述的充换电站，其特征在于，所述自动换电机器人包括电池装卸部，所述电池装卸部能够直接从所述待换电车辆上将所述动力电池取下或将所述动力电池固定于所述待换电车辆。, 9.根据权利要求8所述的充换电站，其特征在于，所述电池装卸部包括：, 举升平台，其能够与所述待换电车辆或所述电池存储单元对接；, 加解锁机构，其能够在所述举升平台与所述待换电车辆对接好的情形下，使所述动力电池锁紧/脱开所述待换电车辆。, 10.根据权利要求1或2所述的充换电站，其特征在于，所述电池存储单元配置有夹持机构，所述动力电池能够通过该夹持机构固定于所述电池存储单元。, 11.根据权利要求1或2所述的充换电站，其特征在于，所述换电站内还预设有应急位置，所述自动换电机器人能够以自由移动的方式到达该应急位置。, 12.一种如权利要求1至11中任一项所述的充换电站的换电方法，其特征在于，所述方法包括如下步骤：, 自动换电机器人到达待换电车辆的投影位置；, 所述自动换电机器人使亏电的动力电池脱离所述待换电车辆；, 所述自动换电机器人以不离地的方式使所述亏电的动力电池固定至处于空闲状态的电池储存单元；, 所述自动换电机器人以不离地的方式从电池存储单元上承接满电的动力电池；, 所述自动换电机器人使所述满电的动力电池固定于所述待换电车辆。, 13.根据权利要求12所述的充换电站的换电方法，其特征在于，“所述自动换电机器人以不离地的方式使所述亏电的动力电池固定至处于空闲状态的电池储存单元”的步骤进一步包括：, 所述自动换电机器人在所述待换电车辆的投影位置旋转第一设定角度；, 所述自动换电机器人移动至所述处于空闲状态的电池存储单元的投影位置；, 所述自动换电机器人使所述亏电的电池固定至所述处于空闲状态的电池存储单元。, 14.根据权利要求12所述的充换电站的换电方法，其特征在于，“所述自动换电机器人以不离地的方式从电池存储单元上承接所述满电的动力电池”的步骤进一步包括：, 所述自动换电机器人移动至所述电池存储单元的投影位置；, 使所述电池存储单元的夹持机构松开；, 所述自动换电机器人承接所述满电的动力电池。, 15.根据权利要求12所述的充换电站的换电方法，其特征在于，“所述自动换电机器人使所述满电的动力电池固定于所述待换电车辆”的步骤进一步包括：, 所述自动换电机器人移动至所述待换电车辆的投影位置；, 所述自动换电机器人在所述待换电车辆的投影位置旋转第二设定角度；, 所述自动换电机器人使所述满电的动力电池固定于所述待换电车辆。, 16.根据权利要求12所述的充换电站的换电方法，其特征在于，在“自动换电机器人到达待换电车辆的投影位置”的步骤之前，所述步骤还包括：, 所述待换电车辆到达换电平台。 | CN | China | Active | B | True |
| 74 | 一种电动汽车电池箱的切换电路和电动汽车 \n | CN106080244B | 技术领域本发明涉及汽车技术领域，更具体地，涉及一种电动汽车电池箱的切换电路和电动汽车。背景技术能源短缺、石油危机和环境污染愈演愈烈，给人们的生活带来巨大影响，直接关系到国家经济和社会的可持续发展。世界各国都在积极开发新能源技术。电动汽车作为一种降低石油消耗、低污染、低噪声的新能源汽车，被认为是解决能源危机和环境恶化的重要途径。混合动力汽车同时兼顾纯电动汽车和传统内燃机汽车的优势，在满足汽车动力性要求和续驶里程要求的前提下，有效地提高了燃油经济性，降低了排放，被认为是当前节能和减排的有效路径之一。在电动汽车中，电动汽车电源驱动电动机产生动力。电动汽车电源又称为电池箱，一般由多个电源模组串联组成。电池箱的性能及寿命是影响电动汽车性能的关键因素，当电池箱出现异常时保证用电安全非常关键。另外，当因电池模组出现故障导致电池箱不能正常供电时，现有技术通常是将能源切换到燃油发动机、燃气轮机或者其他动力来源。然而，提供其他动力来源导致了高昂的成本问题。发明内容本发明的目的是提出一种电动汽车电池箱的切换电路和电动汽车，从而提高电池箱的安全性。一种电动汽车电池箱的切换电路，所述电池箱包括第一电池模组，所述切换电路包括：与第一电池模组串联的第一箱间继电器，所述第一箱间继电器的控制端与电池管理系统连接，所述第一箱间继电器基于电池管理系统的控制处于断开状态或闭合状态；与所述第一电池模组并联的第一切箱继电器，所述第一切箱继电器的控制端与所述电池管理系统连接，所述第一切箱继电器基于电池管理系统的控制处于断开状态或闭合状态。在一个实施方式中，所述电池箱还包括与第一电池模组串联的第二电池模组，所述切换电路包括：与第二电池模组串联的第二箱间继电器，所述第二箱间继电器的控制端与电池管理系统连接，所述第二箱间继电器基于电池管理系统的控制处于断开状态或闭合状态；与所述第二电池模组并联的第二切箱继电器，所述第二切箱继电器的控制端与所述电池管理系统连接，所述第二切箱继电器基于电池管理系统的控制处于断开状态或闭合状态。在一个实施方式中，所述电池箱连接预充电路，所述预充电路包括串联的预充电阻和预充继电器。在一个实施方式中，所述电池箱的正极与总正继电器连接，所述电池箱的负极与总负继电器连接。在一个实施方式中，当电池管理系统判定电池箱正常工作时，第一箱间继电器处于闭合状态，第二箱间继电器处于闭合状态，第一切箱继电器处于断开状态，第二切箱继电器处于断开状态。在一个实施方式中，当电池管理系统判定电池箱处于紧急状态时，第一箱间继电器处于断开状态和/或第二箱间继电器处于断开状态；所述紧急状态包括下列中的至少一个：电池箱供电电流高于供电电流预定值；电池箱温度高于温度预定值；电池箱绝缘性能指标低于绝缘性能指标预定值。在一个实施方式中，当电池管理系统判定第一电池模组不正常且第二电池模组正常时，第一箱间继电器处于断开状态，第一切箱继电器处于闭合状态，第二箱间继电器处于闭合状态，第二切箱继电器处于断开状态；当电池管理系统判定第二电池模组不正常且第一电池模组正常时，第二箱间继电器处于断开状态，第二切箱继电器处于闭合状态，第一箱间继电器处于闭合状态，第一切箱继电器处于断开状态。在一个实施方式中，所述电池箱进一步串联负载、熔断器和分流器。在一个实施方式中，所述电池箱还包括与第二电池模组串联的第三电池模组，所述切换电路包括：与第三电池模组串联的第三箱间继电器，所述第三箱间继电器的控制端与电池管理系统连接，所述第三箱间继电器基于电池管理系统的控制处于断开状态或闭合状态；与所述第三电池模组并联的第三切箱继电器，所述第三切箱继电器的控制端与所述电池管理系统连接，所述第三切箱继电器基于电池管理系统的控制处于断开状态或闭合状态。一种电动汽车，包括如上所述的电动汽车电池箱的切换电路。从上述技术方案可以看出，电池箱包括第一电池模组，切换电路包括：与第一电池模组串联的第一箱间继电器，第一箱间继电器的控制端与电池管理系统连接，第一箱间继电器基于电池管理系统的控制处于断开状态或闭合状态；与第一电池模组并联的第一切箱继电器，第一切箱继电器的控制端与电池管理系统连接，第一切箱继电器基于电池管理系统的控制处于断开状态或闭合状态。本发明实施方式提高了电池箱的安全性，而且当电池箱不能正常供电时还可以实现箱间应急切换。附图说明以下附图仅对本发明做示意性说明和解释，并不限定本发明的范围。图1为根据本发明电动汽车电池箱的切换电路的结构图。图2为根据本发明第一实施方式的电动汽车电池箱的切换电路的结构图。图3为图2中电池箱正常时，电动汽车电池箱的切换电路的工作示意图。图4为图2中电池箱处于紧急状态时，电动汽车电池箱的切换电路的工作示意图。图5为图2中第一电池模组不正常时，电动汽车电池箱的切换电路的工作示意图。图6为图2中第二电池模组不正常时，电动汽车电池箱的切换电路的工作示意图。具体实施方式为了对发明的技术特征、目的和效果有更加清楚的理解，现对照附图说明本发明的具体实施方式，在各图中相同的标号表示相同的部分。为了描述上的简洁和直观，下文通过描述若干代表性的实施方式来对本发明的方案进行阐述。实施方式中大量的细节仅用于帮助理解本发明的方案。但是很明显，本发明的技术方案实现时可以不局限于这些细节。为了避免不必要地模糊了本发明的方案，一些实施方式没有进行细致地描述，而是仅给出了框架。下文中，“包括”是指“包括但不限于”，“根据……”是指“至少根据……，但不限于仅根据……”。由于汉语的语言习惯，下文中没有特别指出一个成分的数量时，意味着该成分可以是一个也可以是多个，或可理解为至少一个。图1为根据本发明电动汽车电池箱的切换电路的结构图。如图1所示，电池箱包括第一电池模组11。切换电路包括：与第一电池模组11串联的第一箱间继电器12，第一箱间继电器12的控制端与电池管理系统14连接，第一箱间继电器12基于电池管理系统14的控制处于断开状态或闭合状态；与第一电池模组11并联的第一切箱继电器13，第一切箱继电器13的控制端与电池管理系统14连接，第一切箱继电器13基于电池管理系统14的控制处于断开状态或闭合状态。当电池管理系统14判定第一电池模组11正常工作时，第一箱间继电器12基于电池管理系统14的控制处于闭合状态，第一切箱继电器13基于电池管理系统14的控制处于断开状态，从而第一电池模组11的供电回路闭合。当电池管理系统14判定第一电池模组11处于紧急状态时，第一箱间继电器11基于电池管理系统14的控制处于断开状态，从而第一电池模组11的供电回路断开。实际上，电池箱一般由多个电源模组串联组成。在一个实施方式中，电池箱还包括与第一电池模组11串联的第二电池模组21，切换电路还包括：与第二电池模组21串联的第二箱间继电器22，第二箱间继电器22的控制端与电池管理系统14连接，第二箱间继电器22基于电池管理系统14的控制处于断开状态或闭合状态；与第二电池模组21并联的第二切箱继电器23，第二切箱继电器23的控制端与电池管理系统14连接，第二切箱继电器23基于电池管理系统14的控制处于断开状态或闭合状态，第二切箱继电器23与第一切箱继电器13串联。当电池管理系统14判定第一电池模组11和第二电池模组21都正常工作时，第一箱间继电器11基于电池管理系统14的控制处于闭合状态，第二箱间继电器21基于电池管理系统14的控制处于闭合状态，第一切箱继电器13基于电池管理系统14的控制处于断开状态，第二切箱继电器23基于电池管理系统14的控制处于断开状态。因此，第一电池模组11和第二电池模组21可以正常放电。当电池管理系统14判定电池箱处于紧急状态时，第一箱间继电器11基于电池管理系统14的控制处于断开状态和/或第二箱间继电器21基于电池管理系统14的控制处于断开状态，从而断开电池箱的供电回路。其中，紧急状态包括并不局限于：电池箱供电电流高于供电电流预定值；电池箱温度高于温度预定值；电池箱绝缘性能指标低于绝缘性能指标预定值，等等。可见，当电池箱处于紧急状态时，第一箱间继电器11和/或第二箱间继电器21作为备用继电器，可以实现紧急断电。当电池管理系统14判定第一电池模组11不正常且第二电池模组正常21时，第一箱间继电器12基于电池管理系统14的控制处于断开状态，第一切箱继电器13基于电池管理系统14的控制处于闭合状态，第二箱间继电器22基于电池管理系统14的控制处于闭合状态，第二切箱继电器23基于电池管理系统14的控制处于断开状态。因此，第一电池模组11被旁路，而第二电池模组21可以正常放电。当电池管理系统14判定第二电池模组21不正常且第一电池模组11正常时，第二箱间继电器22基于电池管理系统14的控制处于断开状态，第二切箱继电器23基于电池管理系统14的控制处于闭合状态，第一箱间继电器12基于电池管理系统14的控制处于闭合状态，第一切箱继电器13基于电池管理系统14的控制处于断开状态。因此，第二电池模组21被旁路，而第一电池模组11可以正常放电。总之，当电池箱正常工作时，第一箱间继电器11和第二箱间继电器21都闭合，电池箱对外正常输出电能。当电池管理系统14发现电池箱处于紧急状况需要立即断电，而总正继电器和总负继电器由于触点粘连不能断开时，第一箱间继电器11和/或第二箱间继电器21断开，因此第一箱间继电器11和第二箱间继电器21作为备用继电器，可以迅速断开大电流的放电回路，保证用电安全。另外，当电池管理系统14发现第一电池模组11(或者第二电池模组21)出现故障，不能继续串联放电，首先减小放电电流到零，然后断开第一箱间继电器11(或第二箱间继电器21)，最后闭合第一切箱继电器13(或者第二切箱继电器23)，使工作正常的第二电池模组21(或者第一电池模组11)供电，从而使得电动车继续行驶到维修场所。通过应用该方法，可以有效保证电动车高压用电安全，电池故障时仍能使电动车应急行驶一段较短距离，避免出现长时间等候。在一个实施方式中，电池箱连接预充电路，预充电路包括串联的预充电阻和预充继电器。而且，电池箱的正极与总正继电器连接，电池箱的负极与总负继电器连接。电池箱进一步串联负载、熔断器和分流器。以上详细描述了电池箱包括两个电池模组的实例。实际上，电池箱还可以进一步包括更多的电池模组。比如，在一个实施方式中，电池箱还包括与第二电池模组21串联的第三电池模组，切换电路包括：与第三电池模组串联的第三箱间继电器，第三箱间继电器的控制端与电池管理系统14连接，第三箱间继电器基于电池管理系统14的控制处于断开状态或闭合状态；与第三电池模组并联的第三切箱继电器，第三切箱继电器的控制端与电池管理系统14连接，第三切箱继电器基于电池管理系统14的控制处于断开状态或闭合状态；第三切箱继电器与第二切箱继电器和第一切箱继电器串联。本领域技术人员可以意识到，电池箱所包含的串联电池模组数还可以进一步增加。类似地，可以为新增加的电池模组串联箱间继电器，而且为新增加的电池模组并联切箱继电器。同样地，与新增加的电池模组串联的箱间继电器的控制端与电池管理系统连接，并且基于电池管理系统14的控制处于断开状态或闭合状态。而且，与新增加的电池模组并联的切箱继电器的控制端与电池管理系统连接，而且基于电池管理系统14的控制处于断开状态或闭合状态。下面结合图2-图6描述本发明实施方式的一个具体实例。图2为根据本发明第一实施方式的电动汽车电池箱的切换电路的结构图。如图2所示，电池箱包括相互串联的第一电池模组和第二电池模组。电池箱进一步串联负载、熔断器和分流器。电池箱的正极与总正继电器连接，电池箱的负极与总负继电器连接。放电回路包含电池箱、熔断器、总正继电器、负载、总负继电器和分流器。电池箱进一步连接与放电回路并联的预充电路，预充电路包括串联的预充电阻和预充继电器。切换电路包括：与第一电池模组串联的第一箱间继电器，第一箱间继电器的控制端与电池管理系统连接；与第一电池模组并联的第一切箱继电器，第一切箱继电器的控制端与电池管理系统连接。图3为图2中电池箱正常时，电动汽车电池箱的切换电路的工作示意图。由图3可见，当电池管理系统判定电池箱正常时，第一箱间继电器基于电池管理系统的控制处于闭合状态，第二箱间继电器基于电池管理系统的控制处于闭合状态，第一切箱基于电池管理系统的控制继电器处于断开状态，第二切箱继电器基于电池管理系统的控制处于断开状态。因此，第一电池模组和第二电池模组都可以正常放电，放电电流依据箭头所示方向为负载供电。图4为图2中电池箱处于紧急状态时，电动汽车电池箱的切换电路的工作示意图。由图4可见，当电池管理系统判定电池箱处于紧急状态时，第一箱间继电器基于电池管理系统的控制处于断开状态和/或第二箱间继电器基于电池管理系统的控制处于断开状态，从而断开电池箱的供电回路。其中，紧急状态包括并不局限于：电池箱供电电流高于供电电流预定值；电池箱温度高于温度预定值；电池箱绝缘性能指标低于绝缘性能指标预定值，等等。可见，当电池箱处于紧急状态需要立即断电，即使总正继电器和总负继电器由于触点粘连不能断开，第一箱间继电器和第二箱间继电器作为备用继电器，可以迅速断开大电流的放电回路，从而可以保证用电安全。图5为图2中第一电池模组不正常时，电动汽车电池箱的切换电路的工作示意图。由图5可见，当电池管理系统判定第一电池模组不正常且第二电池模组正常时，电池管理系统首先减小放电电流到零。然后，第一箱间继电器基于电池管理系统的控制处于断开状态，第一切箱继电器基于电池管理系统的控制处于闭合状态，第二箱间继电器基于电池管理系统的控制处于闭合状态，第二切箱继电器基于电池管理系统的控制处于断开状态。第一电池模组被旁路，而且第二电池模组可以正常放电。因此，当第一电池模组不正常时，工作正常的第二电池模组还可以正常供电，从而使得电动车继续行驶到维修场所。第二电池模组提供的放电电流依据箭头所示方向为负载供电。可见，当第一电池模组出现异常时，本发明实施方式无需将能源切换到燃油发动机、燃气轮机或者其他动力来源，还显著降低了成本问题。图6为图2中第二电池模组不正常时，电动汽车电池箱的切换电路的工作示意图。由图6可见，当电池管理系统判定第二电池模组不正常且第一电池模组正常时，电池管理系统首先减小放电电流到零。然后，第二箱间继电器基于电池管理系统的控制处于断开状态，第二切箱继电器基于电池管理系统的控制处于闭合状态，第一箱间继电器基于电池管理系统的控制处于闭合状态，第一切箱继电器基于电池管理系统的控制处于断开状态。第二电池模组被旁路，而且第一电池模组可以正常放电。因此，当第二电池模组不正常时，工作正常的第一电池模组还可以正常供电，从而使得电动车继续行驶到维修场所。第一电池模组提供的放电电流依据箭头所示方向为负载供电。可见，当第二电池模组出现异常时，本发明实施方式无需将能源切换到燃油发动机、燃气轮机或者其他动力来源，还显著降低了成本问题。而且，可以将本发明实施方式提出的电动汽车电池箱的切换电路应用到各种类型的电动汽车中，包括纯电动汽车(BEV)、混合动力汽车(PHEV)或燃料电池汽车(FCEV)，等等。综上所述，电池箱包括第一电池模组，切换电路包括：与第一电池模组串联的第一箱间继电器，第一箱间继电器的控制端与电池管理系统连接，第一箱间继电器基于电池管理系统的控制处于断开状态或闭合状态；与第一电池模组并联的第一切箱继电器，第一切箱继电器的控制端与电池管理系统连接，第一切箱继电器基于电池管理系统的控制处于断开状态或闭合状态。本发明实施方式提高了电池箱的安全性，而且当电池箱不能正常供电时还可以实现箱间应急切换。上文所列出的一系列的详细说明仅仅是针对本发明的可行性实施方式的具体说明，而并非用以限制本发明的保护范围，凡未脱离本发明技艺精神所作的等效实施方案或变更，如特征的组合、分割或重复，均应包含在本发明的保护范围之内。 | 本发明实施方式公开了一种电动汽车电池箱的切换电路和电动汽车。电池箱包括第一电池模组，切换电路包括：与第一电池模组串联的第一箱间继电器，第一箱间继电器的控制端与电池管理系统连接，第一箱间继电器基于电池管理系统的控制处于断开状态或闭合状态；与第一电池模组并联的第一切箱继电器，第一切箱继电器的控制端与电池管理系统连接，第一切箱继电器基于电池管理系统的控制处于断开状态或闭合状态。本发明实施方式提高了电池箱的安全性，而且当电池箱不能正常供电时还可以实现箱间应急切换。 | CN:201610546132.3A | https://patentimages.storage.googleapis.com/6d/24/95/1022a09c6f075f/CN106080244B.pdf | CN:106080244:B | 陆群, 张青岭 | Beijing Changcheng Huaguan Automobile Technology Development Co Ltd | CN:203805713:U, CN:204309619:U | Not available | 2019-03-08 | 1.一种电动汽车电池箱的切换电路，其特征在于，所述电池箱包括第一电池模组，所述切换电路包括：, 与第一电池模组串联的第一箱间继电器，所述第一箱间继电器的控制端与电池管理系统连接，所述第一箱间继电器基于电池管理系统的控制处于断开状态或闭合状态；, 与所述第一电池模组并联的第一切箱继电器，所述第一切箱继电器的控制端与所述电池管理系统连接，所述第一切箱继电器基于电池管理系统的控制处于断开状态或闭合状态；, 所述电池箱的正极与总正继电器连接，所述电池箱的负极与总负继电器连接；, 所述电池箱连接预充电路，所述预充电路包括串联的预充电阻和预充继电器；, 所述电池箱还包括与第一电池模组串联的第二电池模组，所述切换电路包括：, 与第二电池模组串联的第二箱间继电器，所述第二箱间继电器的控制端与电池管理系统连接，所述第二箱间继电器基于电池管理系统的控制处于断开状态或闭合状态；, 与所述第二电池模组并联的第二切箱继电器，所述第二切箱继电器的控制端与所述电池管理系统连接，所述第二切箱继电器基于电池管理系统的控制处于断开状态或闭合状态；, 当电池箱处于紧急状态且总正继电器和总负继电器由于触点粘连不能断开时，第一箱间继电器和/或第二箱间继电器作为总正继电器和总负继电器的备用继电器；其中第一箱间继电器串联在第一电池模组与第二电池模组之间。, 2.根据权利要求1所述的电动汽车电池箱的切换电路，其特征在于，, 当电池管理系统判定电池箱正常工作时，第一箱间继电器处于闭合状态，第二箱间继电器处于闭合状态，第一切箱继电器处于断开状态，第二切箱继电器处于断开状态。, 3.根据权利要求1所述的电动汽车电池箱的切换电路，其特征在于，, 当电池管理系统判定电池箱处于紧急状态时，第一箱间继电器处于断开状态和/或第二箱间继电器处于断开状态；所述紧急状态包括下列中的至少一个：, 电池箱供电电流高于供电电流预定值；电池箱温度高于温度预定值；电池箱绝缘性能指标低于绝缘性能指标预定值。, 4.根据权利要求1所述的电动汽车电池箱的切换电路，其特征在于，, 当电池管理系统判定第一电池模组不正常且第二电池模组正常时，第一箱间继电器处于断开状态，第一切箱继电器处于闭合状态，第二箱间继电器处于闭合状态，第二切箱继电器处于断开状态；, 当电池管理系统判定第二电池模组不正常且第一电池模组正常时，第二箱间继电器处于断开状态，第二切箱继电器处于闭合状态，第一箱间继电器处于闭合状态，第一切箱继电器处于断开状态。, 5.根据权利要求1所述的电动汽车电池箱的切换电路，所述电池箱进一步串联负载、熔断器和分流器。, 6.根据权利要求1-5中任一项所述的电动汽车电池箱的切换电路，其特征在于，所述电池箱还包括与第二电池模组串联的第三电池模组，所述切换电路包括：, 与第三电池模组串联的第三箱间继电器，所述第三箱间继电器的控制端与电池管理系统连接，所述第三箱间继电器基于电池管理系统的控制处于断开状态或闭合状态；, 与所述第三电池模组并联的第三切箱继电器，所述第三切箱继电器的控制端与所述电池管理系统连接，所述第三切箱继电器基于电池管理系统的控制处于断开状态或闭合状态。, 7.一种电动汽车，其特征在于，包括如权利要求1所述的电动汽车电池箱的切换电路。 | CN | China | Active | B | True |
| 75 | Electric vehicle charging system \n | US11515586B2 | This application claims the benefit of U.S. Provisional Application No. 62/668,239, filed May 7, 2018, which is hereby incorporated by reference.\nEmbodiments of the invention relate to the field of charging electric vehicles; and more specifically, to an electric vehicle charging system.\nAn electric vehicle (e.g., an all battery powered vehicle, a gasoline/electric battery powered vehicle hybrid, etc.) includes a set of one or more batteries or other energy storage devices that must periodically be charged. The performance and longevity of a battery is affected by non-optimal temperature (either too hot or too cold). For instance, if the battery gets too hot, battery cell life may decrease or in extreme cases, catastrophic failure such as the battery combusting may occur. Heat generation occurs during charging and discharging. When charging, excess heat generation occurs can negatively impact the performance and life of the batteries and the efficiency of charging. For instance, if the temperature of the battery exceeds a threshold, charging may be interrupted until the temperature drops below the threshold to prevent damage to the battery. More heat is generated the faster the battery is charged.\nSome electric vehicles include a cooling system for cooling the batteries. The cooling system may include a fan and a radiator and are typically used for cooling the surface or exterior of the batteries. These cooling systems are often loud (the fans emit a loud noise that can be bothersome) and require extra weight on the vehicle.\nCooling techniques that only cool the surface or exterior of the battery may not be sufficient if the battery is being charged at a high rate. For example, some electric vehicle supply equipment (EVSE) may provide 400 kW to an electric vehicle. For fast charging, some cooling systems use a liquid coolant system where coolant is passed through internal channels of the battery to directly cool the battery cells. The coolant may be provided to the battery by an external source to reduce the volume and weight of the electric vehicle.\nFuture electric vehicles, such as electric vertical take-off and landing (VTOL) aircraft, may require substantially higher amounts of power being delivered in a relatively short amount of time (e.g., 600 kW-2000 kW).\nAn external electric vehicle battery thermal management system is described. An electric vehicle thermal system provides external coolant to an internal battery thermal system of an electric vehicle. The internal battery thermal system includes a liquid-to-liquid heat exchanger to cool or warm the set of batteries of the electric vehicle. The external coolant is pumped through a first side of the heat exchanger and serves as the source to cool or heat internal coolant pumped through a second side of the heat exchanger. The external coolant and the internal coolant do not mix.\nA connector for an electric vehicle is described. The connector may include power contacts to deliver current to a battery of the electric vehicle. The connector may include multiple liquid ports for quick disconnect fittings for exchanging liquid coolant with the electric vehicle. The connector may include a cutout guide feature to fit in a raised portion of a vehicle connector inlet to provide proper orientation of the connector. The connector may include a powered insertion and retraction assistance to assist coupling of the connector with the vehicle connector inlet. The connector may include a light ring to provide status information.\nThe invention may best be understood by referring to the following description and accompanying drawings that are used to illustrate embodiments of the invention. In the drawings:\n FIG. 1 shows an exemplary electric vehicle charging system including an electric vehicle battery thermal management system, according to an embodiment;\n FIG. 2 shows an example of the thermal management provided by the EV thermal system to the electric vehicle according to an embodiment;\n FIG. 3 is a flow diagram that shows exemplary operations for providing external thermal management for a battery system of an electric vehicle in an embodiment;\n FIG. 4 shows a view of an exemplary connector and vehicle connector inlet according to an embodiment;\n FIG. 5 shows the connector of FIG. 4 in a mated state with the vehicle connector inlet;\n FIG. 6 shows a view of the connector in a perspective view;\n FIG. 7 shows a view of the connector in a front view;\n FIG. 8 shows a view of the connector inlet in a perspective view;\n FIG. 9 shows a front view of the connector inlet; and\n FIG. 10 shows an example of a barbed drawbar mechanism for grabbing the barb according to an embodiment.\nAn electric vehicle charging system is described. In an embodiment, an electric vehicle supply equipment (EVSE) provides external thermal management for a battery system of an electric vehicle. The electric vehicle includes a liquid-to-liquid heat exchanger as part of a battery thermal system to cool and/or warm the battery system of the electric vehicle. The EVSE may cause liquid coolant to be pumped through a first side of the liquid-to-liquid heat exchanger that serves as the source to supply cooling or heating to the liquid coolant in a second side of the liquid-to-liquid heat exchanger. The coolant provided through the first side of the liquid-to-liquid heat exchanger does not mix with the coolant of the electric vehicle that flows through the second side of the liquid-to-liquid heat exchanger. The coolant may be provided through a connector that connects the EVSE with the electric vehicle, where power is also supplied through that connector to the electric vehicle.\nThe EVSE includes a battery thermal controller that manages the supply of the external coolant that serves as the source of cooling or heating an internal coolant of a battery thermal system of the electric vehicle. The external coolant cools or heats the internal coolant through a liquid-to-liquid heat exchanger of a battery thermal system of the electric vehicle. The battery thermal controller may be communicatively connected with a battery management system (BMS) of the electric vehicle. The BMS knows the temperature of the battery(ies) of the battery system of the electric vehicle. The BMS can send a request to the battery thermal controller for external coolant. The request may indicate the current temperature of the battery(ies) and/or the desired temperature of the battery(ies). The battery thermal controller may transmit a response to the request that indicates an expected amount of coolant, an expected temperature of the coolant, and/or an expected temperature of the battery(ies) after providing the coolant over a certain period. The communication between the battery thermal controller and the BMS may be provided through a data communication connection between the EVSE and the electric vehicle.\nThe battery thermal controller is coupled with an electric vehicle (EV) thermal system that supplies the external coolant for cooling or heating the internal coolant of the battery thermal system of the electric vehicle. The EV thermal system may be located within the EVSE or may be located outside the EVSE. The battery thermal controller causes the EV thermal system to provide the coolant at a certain temperature.\n FIG. 1 shows an exemplary electric vehicle charging system including an electric vehicle battery thermal management system, according to an embodiment. The system includes the power supply system 100, the EV thermal system 105, the EVSE 110, and the electric vehicle 150. The power supply system 100 is used herein to describe the source of power in which the EVSE 110 is connected and supplies to the electric vehicle 150 for charging. The EVSE 110 may be receiving AC or DC power from the power supply system 100. In an embodiment, AC mains supply is converted to DC power by one or more power modules coupled to the EVSE 110.\nThe EVSE 110 is used to charge electric vehicles and provide thermal management to electric vehicles, such as the electric vehicle 150. The EVSE 110 connects to the electric vehicle 150 through the connector 140 of the cable 138 and the vehicle connector inlet 155 of the electric vehicle 150. The electric vehicle 150 is a vehicle that includes a rechargeable battery that powers propulsion of the vehicle. The electric vehicle 150 may be an all-electric vehicle that uses one or more electric motors and get their power solely from the battery system. The electric vehicle 150 may be a plug-in hybrid electric vehicle that can use a gasoline engine and an electric motor for propulsion. Example forms of the electric vehicle 150 includes an automobile, a truck, a bus, a train, an aircraft, a ship, and a tank.\nThe EVSE 110 supplies power through the cable 138 to charge the battery 152 of the electric vehicle 150. For instance, the EVSE 110 includes the charging components 125 that manage charging of the battery 152 of the electric vehicle 150. The use of the term battery herein refers to one or more batteries unless otherwise noted. The charging components 125 may include switches/relays, meter(s), and other electronics for managing charging of electric vehicles. As will be described in latter detail herein, the charging components 125 may include multiple power connections to charge multiple batteries of the electric vehicle 150 simultaneously and possibly at different current rates or voltages. The charging current is provided through charging connections made through the connector 140 and the vehicle connector inlet 155.\nThe EVSE 110 communicates with the electric vehicle 150. For instance, the EVSE 110 includes the vehicle/charger communications 120 that allows the EVSE 110 to communicate charging parameters and status with the electric vehicle 150. For instance, the vehicle/charger communications 120 may handle communication according to the J1772 standard, the CHAdeMO standard, or other communication standard. The EVSE 110 also includes the high-speed data communications 115 that may be used to exchange data of the electric vehicle 150 that is not necessarily related to managing charging. For instance, the electric vehicle 150 may send navigation information such as maps, flight plans, etc. The high-speed data communications 115 may act as a pass-through to a server. The high-speed data communications 115 may be an Ethernet connection made through the connector 140 and the connector inlet 155.\nIn an embodiment, the cable 138 is a liquid cooled cable. In such an embodiment, the EVSE 110 includes cable cooling 130 for cooling the liquid cooled cable. The cable cooling 130 may include a liquid to air heat exchanger. The liquid in the liquid cooled cable may be an antifreeze or a combination of an antifreeze and water. The liquid in the cooled cable also cools the connector contacts of the connector 140 and vehicle connector inlet 155.\nThe EVSE 110 includes the battery thermal controller 135. The battery thermal controller 135 manages the supply of external coolant for thermal management of the internal coolant of the battery thermal system 160. The battery thermal controller 135 is communicatively connected with the battery management system (BMS) 154 of the electric vehicle 150. The BMS 154 knows the status of the battery 252 including its temperature. The BMS 154 sends a request to the battery thermal controller 135 for external coolant to change the temperature of its internal coolant to change the temperature of the battery 152. The request may indicate the current temperature of the battery 152 and/or the desired temperature of the battery 152. The battery thermal controller 135 may transmit a response to the request that indicates an expected amount of coolant, an expected temperature of the coolant, and/or an expected temperature of the battery 152 after providing the external coolant over a certain period. The communication between the battery thermal controller 135 and the BMS 154 may be provided through a data communication connection carried over the cable 138.\nThe battery thermal controller 135 is coupled with the EV thermal system 105 that supplies the external coolant to change the temperature of the internal coolant of the battery thermal system 160. In effect, the EV thermal system 105 acts as a thermal reservoir for cooling or heating the battery 152. The EV thermal system 105 is shown as located outside of the EVSE 110, but it may be located within the EVSE 110 in an embodiment. The external coolant and the internal coolant may be combination of antifreeze and water (e.g., a mix of propylene glycol and water). The EV thermal system 105 may be supplying coolant for multiple electric vehicles connected with multiple EVSEs.\nThe electric vehicle 150 includes the vehicle connector inlet 155 that connects with the connector 140. An example connector 140 and vehicle connector inlet 155 will be described in greater detail later herein. The electric vehicle 150 includes the battery thermal system 160 that manages thermal management of the battery 152.\n FIG. 2 shows an example of the thermal management provided by the EV thermal system 105 to the electric vehicle 150 according to an embodiment. As shown in FIG. 2, the dotted lines indicate a logical communication connection. The arrows indicate direction of the flow of the coolant.\nThe electric vehicle 150 includes an internal battery thermal system 160 for thermal management of the battery 152. The thermal loop 262 of the battery thermal system 160 is a closed loop that interfaces with the liquid-to-liquid heat exchanger 265 and does not mix with the thermal loop 248 of the EV thermal system 105. The internal coolant of the thermal loop 262 is cooled or heated by the external coolant supplied to the liquid-to-liquid heat exchanger 265 by the EV thermal system 105 at the other side of the liquid-to-liquid heat exchanger 265. The coolants flowing through the liquid-to-liquid heat exchanger 265 do not mix, and therefore do not pass contaminants. Thus, the external coolant of the EV thermal system 105 does not directly interface with the battery 152. The pump 286 pumps the internal coolant of the thermal loop 262 through the battery 152 to cool or heat the battery 152. The coolant reservoir 288 stores the internal coolant when it is not being pumped through the battery 152. The coolant reservoir 288 is significantly smaller than the size of the cold tank 230 and hot tank 235. Although not shown in FIG. 2, the battery thermal system 160 may include a heater and/or chiller for thermal management of the internal coolant of the thermal loop 262.\nThe battery thermal system 160 of the electric vehicle 150 is not efficient enough by itself to cool or warm the battery 152 in a timely manner. However, by providing the external coolant to the liquid-to-liquid heat exchanger 265 to cool or heat the internal coolant of the thermal loop 262, the battery 152 can be cooled or warmed efficiently. Because the temperature of the internal coolant of the thermal loop 262 is modified by coolant supplied externally from the electric vehicle 150, the weight and onboard volume of the battery thermal system 160 can be kept to a minimum. Thus, instead of the electric vehicle 150 having a large air conditioner to cool the internal coolant that would increase the weight and volume requirement of the electric vehicle 150, coolant is supplied externally by the external EV thermal system 105. Further, because the external coolant provided by the EV thermal system 105 does not directly interface with the battery 152, any contaminates included in the external coolant of the EV thermal system 105 will not transfer to the battery 152. Thus, the battery thermal system 160 is less prone to contamination than if the external coolant were directly interfacing with the battery 152. This system also works well for electric vehicles that do not include radiators such as a VTOL aircraft.\nAs previously described, the battery thermal controller 135 manages the supply of the external coolant that serves as the source of cooling or heating the internal coolant of the battery thermal system 160 of the electric vehicle 150. For instance, the battery thermal controller 135 causes the EV thermal system 105 to pump coolant through the connector 140 and the vehicle connector inlet 155 to a first side of the liquid-to-liquid heat exchanger 265 of the battery thermal system 160 to supply cooling or heating to the internal coolant in a second side of the liquid-to-liquid heat exchanger 265.\nThe EV thermal system 105 includes a heat pump system 220, a cold tank 230, a hot tank 235, a pump 240, and a filter 245. The cold tank 230 stores cold coolant and the hot tank 235 stores hot coolant. The cold tank 230 and the hot tank 235 may both be insulated. The volume of the cold tank 230 and the hot tank 235 depend on the charging environment. As an example, the volume of the cold tank 230 may be 900 liters and the volume of the hot tank 230 may be less. The control valve 231 opens to allow cold coolant 251 to be released and the control valve 236 opens to allow hot coolant 253 to be released. A sensor may measure the level of the cold tank 230 and a sensor may measure the level of the hot tank 235. The cold and/or hot coolant mixes as represented by the hot/cold coolant 254 that is pumped by the pump 240. The pump 240 pumps the hot/cold coolant output 255 through the connector 140 and the connector inlet 155 through one side of the liquid-to-liquid heat exchanger 265. The rate of the external coolant being pumped may be about a liter per second.\nThe battery thermal controller 135 controls the control valve 231 and the control valve 236. The battery thermal controller 135 controls the flow of the coolant from the cold tank 230 and the hot tank 235 by varying the size of the flow passage through the control valve 231 and the control valve 236. The control valves 231 and 236 may be set to any position between fully open and fully closed. By controlling the control valves 231 and 236, the battery thermal controller 135 controls the flow rate, pressure, and temperature of the external coolant being pumped to the electric vehicle 150 by the pump 240.\nThe battery thermal controller 135 determines a desired temperature of the external coolant to be pumped to the electric vehicle 150 and causes the valve 231 and/or valve 236 to open to a set point to achieve the desired temperature. In an embodiment, the battery thermal controller 135 determines the desired temperature of the external coolant based on a requested temperature from the BMS 154. For instance, the battery thermal controller 135 may receive a request from the BMS 154 that indicates the current temperature of the battery 152 and/or the desired temperature of the battery 152. The battery thermal controller 135 determines whether the request can be granted. If it can, the battery thermal controller 135 causes the control valves 231 and/or 236 to open to a set point to meet the request. The battery thermal controller 135 may transmit a response to the request that indicates an expected amount of coolant, an expected temperature of the coolant, and/or an expected temperature of the battery 152 after providing the external coolant over a certain period. If the battery thermal controller 135 determines that the request cannot be granted, the battery thermal controller 135 may transmit a response to the request that indicates an expected amount of coolant, an expected temperature of the coolant, and/or an expected temperature of the battery 152 after providing the external coolant over a certain period in which can be fulfilled.\nThe return coolant (the hot/cold input 264) coming back through the connector 140 from the liquid-to-liquid heat exchanger 265 is filtered by the filter 245. The filter 245 removes contaminants from the coolant being returned from the electric vehicle 150. Although the filter 245 is shown as being prior to the coolant being returned to the heat pump system 220, the filter 245 may be anywhere in the loop 248 of the EV thermal system 105.\nThe heat pump system 220 causes the return coolant to be cooled and stored in the cold tank 230 and/or heated and stored in the hot tank 235. For instance, the heat pump system 220 may include a hot coil to heat the filtered hot/cold coolant 257 to make the hot coolant 252 to be stored in the hot tank 235 and include a cold coil to cool the filtered hot/cold coolant 257 to make the cold coolant 250 to be stored in the cold tank 230. If more cold coolant is needed, the coolant is run over the cold coil and put in the cold tank 230. If more hot coolant is needed, the coolant is run over the hot coil and put in the hot tank 230. The heat pump system 220 may include an exhaust fan for blowing excess heat to the environment.\nIn an embodiment, the battery thermal controller 135 instructs the heat pump system 220 whether to make hot coolant or cold coolant from the filtered hot/cold coolant 257. The battery thermal controller 135 may make this decision based on the level of cold coolant stored in the cold tank 230 and the level of hot coolant stored in the hot tank 235. This decision may be further based on an expected or estimated need. For instance, electric vehicles that have been operating immediately prior to connecting with the EVSE 110 likely have a hot battery 152 that needs to be cooled; and electric vehicles that have not been operating immediately prior to connecting with the EVSE 110 (e.g., docked with the EVSE 110 on a cold day) may have a cold battery 152 that may need to be warmed. The EVSE 110 may have access to historical information of when hot or cold coolant is needed. Additionally, or alternatively, the EVSE 110 may have access to scheduled use of the EVSE 110.\nAlthough FIG. 2 does not show a pump on the return line to help evacuate the external coolant from the electric vehicle 150, in an embodiment, the EV thermal system 105 may include an additional pump on the return line to help evacuate the external coolant from the electric vehicle 150.\n FIG. 3 is a flow diagram that shows exemplary operations for providing external thermal management for a battery system of an electric vehicle in an embodiment. The operations of FIG. 3 will be described as performed by the battery thermal controller 135 and otherwise in reference to FIGS. 2 and 1. The battery thermal controller 135 can perform additional, different, or less operations than those of FIG. 3, and the operations of FIG. 3 can be performed by different embodiments than the battery thermal controller 135.\nAt operation 310, the battery thermal controller 135 receives, from the BMS 154 of the electric vehicle 150, a request for external coolant. The external coolant is expected to be used to change the temperature of the internal coolant used by the electric vehicle 150 to change the temperature of its battery 152 (either cool or warm the battery). The request may indicate the current temperature of the battery 152 and/or the desired temperature of the battery 152. The request may be a request to provide external coolant without specifying the temperature of the battery. If the battery thermal controller 135 determines that it cannot grant the request (e.g., if not enough coolant at a determined temperature is available to be provided), the battery thermal controller 135 may transmit a response to the request that indicates an expected amount of coolant, an expected temperature of the coolant, and/or an expected temperature of the battery 152 after providing the external coolant over a certain period.\nNext, at operation 315, the battery thermal controller 135 determines the mass flow rate of coolant to release from the cold tank 230 and/or the mass flow rate of coolant to release from the hot tank 235 to pump through the thermal loop of the first side of the liquid-to-liquid heat exchanger 265. This determination is based at least in part on a determined temperature of the external coolant to be provided to the electric vehicle 150 and the thermal requirements of the electric vehicle 150.\nNext, at operation 320, the battery thermal controller 135 causes the determined mass flow rate of coolant to pump through the thermal loop of the first side of the liquid-to-liquid heat exchanger 265. For example, the battery thermal controller 135 may cause the control valve 231 and/or the control valve 236 to open to a set point to achieve the determined temperature and cause the pump 240 pump the external coolant through the thermal loop of the first side of the liquid-to-liquid heat exchanger 265. The battery thermal controller 135 may control the rate of the pump.\nNext, at operation 325, the battery thermal controller 135 determines, based at least on a level of cold coolant in the cold tank 230 and a level of hot coolant in the hot tank 235, whether to cause coolant returning from the thermal loop to be cooled and stored in the cold tank 230 or heated and stored in the hot tank 235. This determination may be further based on an expected or estimated need. For instance, electric vehicles that have been operating immediately prior to connecting with the EVSE 110 likely have a hot battery 152 that needs to be cooled; and electric vehicles that have not been operating immediately prior to connecting with the EVSE 110 (e.g., docked with the EVSE 110 on a cold day) may have a cold battery 152 that may need to be warmed. The EVSE 110 may have access to historical information of when hot or cold coolant is needed. Additionally, or alternatively, the EVSE 110 may have access to scheduled use of the EVSE 110.\nNext, at operation 330, the battery thermal controller 135 causes the return coolant to be cooled or heated accordingly. For instance, the battery thermal controller 135 instructs the heat pump system 220 to cool or heat the return coolant accordingly.\nAs previously described, the connector 140 includes connections for charging the battery 152 and connections for the external coolant provided as a source to the liquid-to-liquid heat exchanger 265. FIG. 4 shows a view of an exemplary connector 140 and vehicle connector inlet 155 according to an embodiment. The vehicle connector inlet 155 is secured to the electric vehicle 150 and is configured to mate with the connector 140. FIG. 4 shows the connector 140 in an unmated state with the vehicle connector inlet 155. FIG. 5 shows the connector 140 in a mated state with the vehicle connector inlet 155.\nThe connector 140 includes a guide feature 410 that is cutout from the connector 140 and configured to allow the raised portion 412 of the vehicle connector inlet 155 to fit in the cutout portion of the connector 140. This helps ensure the proper orientation of the connector 140 so that the connector 140 cannot be tried to be inserted upside down, for example. The connector includes a first handle portion 512 and a second handle portion 516 for use when inserting the connector 140 into the vehicle connector inlet 155.\nThe connector 140 includes the light ring 514 that provides status indication. For example, the light ring 514 may be illuminated in different color lights to indicate different status. Example status may include whether the EVSE 110 is available, whether the EVSE 110 is currently charging the electric vehicle 150, whether there is an error, whether the electric vehicle 150 is finished charging, etc.\nAlthough the cable 138 is not shown, the connector 140 includes the cable entry point 518. The connector 140 also includes the hose connection point 520 for one of the battery thermal system hoses. On the other side of the connector 140 there is a similar hose connection point for another one of the battery thermal system hoses. In an embodiment, the battery thermal system hoses are bundled with the cable 138 but not inside the jacket of the cable 138. In another embodiment, the battery thermal system hoses are inside the jacket of the cable 138.\nFeatures of the connector 140 may include a rubber over-mold surface for drop protection. For example, features that are likely to hit the ground or other surface when dropped may include a rubber over-mold surface. For example, the outside of the first handle portion 512 and the outside of the second handle portion 516 may include a rubber over-mold surface. The outside of the hose connection points may include a rubber over-mold surface.\nThe connector 140 includes a forward and reverse button 510 that is used to control a powered insertion of the connector 140 into the connector inlet 155 and a powered retraction assistance for retracting the connector 140 from the connector inlet 155. The powered insertion assistance is used to overcome the high insertion force for connecting the connector 140 to the connector inlet 155.\n FIG. 6 shows a view of the connector 140 in a perspective view and FIG. 7 shows a view of the connector 140 in a front view. FIG. 8 shows a view of the connector inlet 155 and FIG. 9 shows a front view of the connector inlet 155.\nThe connector 140 includes 8 pairs of sockets for delivering current to the battery 152. For example, the connector 140 includes the DC+1 630 socket, the DC+2 632 socket, the DC+3 634 socket, the DC+4 636 socket, the DC−1 640 socket, the DC−2 642 socket, the DC−3 644 socket, and the DC−4 646 socket. The sockets are configured to mate with the corresponding pins of the connector inlet 155. Thus, the sockets 630, 632, 634, 636, 640, 642, 644, and 646 respectively mate with the pins 830, 832, 834, 836, 840, 842, 844, and 846 of the connector inlet 155. Although 8 pairs of socket/pins are shown, more or less socket/pins may be used depending on the power requirements of the electric vehicle 150. In the example shown, there are eight pairs of socket/pins because the system has been designed to be used with an electric vehicle that has up to four separate battery packs (2 power socket/pins per battery pack). At any given time, the separate battery packs may have different charging requirements (e.g., different current rates and/or voltages). The pins 830, 832, 834, 836, 840, 842, 844, and 846 of the connector inlet 155 may be 8 mm high voltage pins. The sockets/pins may be rated at 500 amps.\nThe connector 140 includes the guide pin socket 650 that serves as an alignment point for powered insertion assistance. The powered insertion assistance, enabled through the actuation of the forward position of the forward and reverse button 510, causes a motor to grab the barb 850 of the connector inlet 155 and pull the connector 140 to the connector inlet 155. FIG. 10 shows an example of a powered insertion assistance that uses a barbed drawbar mechanism for grabbing the barb 850. The drawbar 1010 extends from the guide pin socket 650, latches on the barb 850 with a hook mechanism 1015 and pulls the hook back with a leadscrew to cause the connector 140 to be pulled into the connector inlet 155. In another embodiment, the connector 140 threads onto a threaded drawbar and screws itself into the connector inlet 155 through use of the motor.\nThe connector 140 includes the coolant ports 620 and 625 that connect to the coolant ports 820 and 825 for carrying the external coolant of the loop for cooling or heating the liquid-to-liquid heat exchanger 265. Although not shown, quick disconnects may be used to couple the coolant ports 620 and 625 with the coolant ports 820 and 825 respectively. One of the coolant ports is for output to the electric vehicle 150 and the other port is for the return coolant from the electric vehicle 150.\nThe connector includes the camera port 960 and the light port 662. In an embodiment, the connector 140 is connected to the connector inlet 155 through an autonomous system. In such a system, the light illuminates the connector inlet 155 and the camera recognizes the features of the connector inlet 155 to guide the connector 140 into the connector inlet 155.\nThe connector 140 includes the data communication sockets 720-727 that are configured to mate with the corresponding pins 920-927 of the connector inlet 155. The connector 140 includes the ground sockets 728 and 729 that are configured to mate with the corresponding pins 928 and 929 of the connector inlet 155 respectively. The data communication socket/pins are used for communicating between the EVSE 110 and the electric vehicle 150. The example connector shown includes eight data communication socket pairs because it has been designed to be used with an electric vehicle that has up to four separate battery packs (2 data communication | An external electric vehicle battery thermal management system is described. An electric vehicle thermal system provides external coolant to an internal battery thermal system of an electric vehicle. The internal battery thermal system includes a liquid-to-liquid heat exchanger to cool or warm the set of batteries of the electric vehicle. The external coolant is pumped through a first side of the heat exchanger and serves as the source to cool or heat internal coolant pumped through a second side of the heat exchanger. The external coolant and the internal coolant do not mix. | US:16/405,592 | https://patentimages.storage.googleapis.com/27/1b/26/0eeae8322047b6/US11515586B2.pdf | US:11515586 | Paul Baron Guerra, Damian S. Matthews, Pasquale Romano, David Baxter | Chargepoint Inc | US:20090256523:A1, US:20100025006:A1, US:20120025765:A1, US:20130102163:A1, US:20110291616:A1, US:20120088382:A1, CN:202025945:U, US:20120043935:A1, US:20130030622:A1, US:20130049972:A1, US:20180155046:A1, US:20150217654:A1, US:20150306974:A1, WO:2016054068:A1, US:20160221458:A1, US:20170088007:A1, US:20170232865:A1, US:20180216973:A1, US:20190217715:A1 | 2022-11-29 | 2022-11-29 | 1. A method, comprising:\nreceiving, from a battery management system of an electric vehicle, a request for an external coolant to change a temperature of a battery of the electric vehicle;\ndetermining a mass flow rate of cold coolant stored in a cold tank of an electric vehicle thermal system to pump through a first thermal loop of a first side of a liquid to liquid heat exchanger located on the electric vehicle, wherein the first thermal loop of the first side of the liquid to liquid heat exchanger does not mix with an internal coolant of a second thermal loop of a second side of the liquid to liquid heat exchanger located on the electric vehicle;\ncausing the determined mass flow rate of the cold coolant to pump through the first thermal loop of the first side of the liquid to liquid heat exchanger;\ndetermining, based at least on a level of cold coolant stored in the cold tank and a level of hot coolant stored in a hot tank and on an estimated need of the cold coolant and the hot coolant, whether to cause coolant returning from the first thermal loop to be cooled and stored in the cold tank or heated and stored in the hot tank, wherein the estimated need of the cold coolant and the hot coolant is determined based on one or more of usage history of the electrical vehicle, historical information indicating when the cold coolant and the hot coolant are needed, and a scheduled use of an electric vehicle supply equipment (EVSE); and\ncausing the coolant returning to be cooled or heated according to the determination.\n, receiving, from a battery management system of an electric vehicle, a request for an external coolant to change a temperature of a battery of the electric vehicle;, determining a mass flow rate of cold coolant stored in a cold tank of an electric vehicle thermal system to pump through a first thermal loop of a first side of a liquid to liquid heat exchanger located on the electric vehicle, wherein the first thermal loop of the first side of the liquid to liquid heat exchanger does not mix with an internal coolant of a second thermal loop of a second side of the liquid to liquid heat exchanger located on the electric vehicle;, causing the determined mass flow rate of the cold coolant to pump through the first thermal loop of the first side of the liquid to liquid heat exchanger;, determining, based at least on a level of cold coolant stored in the cold tank and a level of hot coolant stored in a hot tank and on an estimated need of the cold coolant and the hot coolant, whether to cause coolant returning from the first thermal loop to be cooled and stored in the cold tank or heated and stored in the hot tank, wherein the estimated need of the cold coolant and the hot coolant is determined based on one or more of usage history of the electrical vehicle, historical information indicating when the cold coolant and the hot coolant are needed, and a scheduled use of an electric vehicle supply equipment (EVSE); and, causing the coolant returning to be cooled or heated according to the determination., 2. The method of claim 1, wherein the request for external coolant includes a current temperature of the battery., 3. The method of claim 1, wherein the request for external coolant includes a requested temperature of the battery., 4. The method of claim 1, further comprising determining a mass flow rate of hot coolant stored in the hot tank of the electric vehicle thermal system to pump through the first thermal loop of the first side of the liquid to liquid heat exchanger., 5. The method of claim 1, wherein the external coolant is carried through a connector that connects an electric vehicle supply equipment (EVSE) with the electric vehicle., 6. The method of claim 5, wherein the connector includes a set of one or more power connections to carry power to charge the battery of the electric vehicle through the EVSE., 7. An electric vehicle, comprising:\na set of one or more batteries;\na battery thermal system that includes:\na liquid to liquid heat exchanger that is to receive on a first side of the liquid to liquid heat exchanger an external coolant from an external electric vehicle thermal system and is to receive on a second side of the liquid to liquid heat exchanger an internal coolant, wherein the external coolant flowing through the first side of the liquid to liquid heat exchanger changes a temperature of the internal coolant flowing through the second side of the liquid to liquid heat exchanger, wherein the external coolant and the internal coolant do not mix, and wherein the external coolant does not directly interface with the set of one or more batteries, and\na pump to pump the internal coolant that is output from the second side of the liquid to liquid heat exchanger through the set of one or more batteries; and\n\na connector inlet having a raised portion to mate with a cutout guide feature of a connector of an electric vehicle supply equipment (EVSE) to provide proper orientation of the connector.\n, a set of one or more batteries;, a battery thermal system that includes:\na liquid to liquid heat exchanger that is to receive on a first side of the liquid to liquid heat exchanger an external coolant from an external electric vehicle thermal system and is to receive on a second side of the liquid to liquid heat exchanger an internal coolant, wherein the external coolant flowing through the first side of the liquid to liquid heat exchanger changes a temperature of the internal coolant flowing through the second side of the liquid to liquid heat exchanger, wherein the external coolant and the internal coolant do not mix, and wherein the external coolant does not directly interface with the set of one or more batteries, and\na pump to pump the internal coolant that is output from the second side of the liquid to liquid heat exchanger through the set of one or more batteries; and\n, a liquid to liquid heat exchanger that is to receive on a first side of the liquid to liquid heat exchanger an external coolant from an external electric vehicle thermal system and is to receive on a second side of the liquid to liquid heat exchanger an internal coolant, wherein the external coolant flowing through the first side of the liquid to liquid heat exchanger changes a temperature of the internal coolant flowing through the second side of the liquid to liquid heat exchanger, wherein the external coolant and the internal coolant do not mix, and wherein the external coolant does not directly interface with the set of one or more batteries, and, a pump to pump the internal coolant that is output from the second side of the liquid to liquid heat exchanger through the set of one or more batteries; and, a connector inlet having a raised portion to mate with a cutout guide feature of a connector of an electric vehicle supply equipment (EVSE) to provide proper orientation of the connector., 8. The electric vehicle of claim 7, further comprising:\na battery management system coupled to the set of one or more batteries and communicatively coupled with a battery thermal controller external to the electric vehicle, the battery management system to transmit a request to the battery thermal controller for the external coolant.\n, a battery management system coupled to the set of one or more batteries and communicatively coupled with a battery thermal controller external to the electric vehicle, the battery management system to transmit a request to the battery thermal controller for the external coolant., 9. The electric vehicle of claim 8, wherein the request includes an indication of a current temperature of the set of one or more batteries., 10. The electric vehicle of claim 8, wherein the request includes an indication of a requested temperature of the set of one or more batteries., 11. The electric vehicle of claim 8,\nwherein the connector inlet includes a first port to receive the external coolant from the external electric vehicle thermal system and a second port to carry return coolant to the external electric vehicle thermal system.\n, wherein the connector inlet includes a first port to receive the external coolant from the external electric vehicle thermal system and a second port to carry return coolant to the external electric vehicle thermal system., 12. The electric vehicle of claim 11, wherein the connector inlet further includes one or more power connections to draw power to charge the set of one or more batteries through the EVSE., 13. A connector for an electric vehicle, comprising:\na powered insertion and retraction assistance that is to assist coupling of the connector with a vehicle connector inlet;\na cutout guide feature that is configured to fit around a raised portion of the vehicle connector inlet to provide proper orientation of the connector;\na light ring to provide status indication;\na plurality of sockets to mate with corresponding pins to deliver current to a battery of the electric vehicle; and\na plurality of liquid ports for quick disconnect fittings to exchange liquid coolant with the electric vehicle.\n, a powered insertion and retraction assistance that is to assist coupling of the connector with a vehicle connector inlet;, a cutout guide feature that is configured to fit around a raised portion of the vehicle connector inlet to provide proper orientation of the connector;, a light ring to provide status indication;, a plurality of sockets to mate with corresponding pins to deliver current to a battery of the electric vehicle; and, a plurality of liquid ports for quick disconnect fittings to exchange liquid coolant with the electric vehicle., 14. The connector of claim 13, wherein the light ring is to illuminate in different color light to indicate different status, wherein the status includes one or more of whether charging is currently occurring, whether there is an error, and whether charging is finished., 15. The connector of claim 13, further comprising:\na light port to include a light to illuminate the vehicle connector inlet;\na camera port to include a camera to recognize features of the vehicle connector inlet for use by an autonomous system in connecting the connector to the vehicle connector inlet.\n, a light port to include a light to illuminate the vehicle connector inlet;, a camera port to include a camera to recognize features of the vehicle connector inlet for use by an autonomous system in connecting the connector to the vehicle connector inlet., 16. The connector of claim 13, further comprising:\na high-speed data communication socket that is configured to mate with a corresponding high-speed data communication pin of the vehicle connector inlet.\n, a high-speed data communication socket that is configured to mate with a corresponding high-speed data communication pin of the vehicle connector inlet. | US | United States | Active | H | True |
| 76 | Electric vehicle (EV) fast recharge station and system \n | US11390176B2 | The present invention is directed to a fast or high speed electric vehicle recharge station and system, for example, for high speed recharging of electrical vehicles (EVs).\nElectric vehicles (EVs) have grown in use around the world with a strong interest in clean emissions, quiet driving, and low maintenance. Advancements in battery technology have supported improvements in vehicle speed as well as driving distance. Battery charging has improved to help support this growth and provide recharging times as low as two hours for a complete charge of large EV batteries (e.g. as in Chevrolet Volt or Tesla Model S). The push to improve recharge times has driven battery manufacturers to improve technology and provide “fast charge” capability in their batteries. The goal is to allow EV cars to recharge in close to the same time as refueling a gasoline vehicle (e.g. 10-15 minutes).\nA problem arises with fast recharging of large vehicle batteries because of the large amount of AC Power required from the utility power grid for each (or multiple) vehicle(s) during recharge. For example, a normal size sedan such as a Chevrolet Volt could require power as high as 350 KW during the recharge process to achieve targeted recharge times. This power requirement when multiplied by several vehicles being charged simultaneously would require a huge AC Power source (such as utility power grid infrastructure to support a large industrial load, followed by AC/DC conversion) at the refueling site. This type of AC Power source is not available in most locations. The power surges during refueling also cause problems with the utility companies' ability to predict power requirements in specific locations. Adding to this particular problem is the sparse locations of recharge stations. EV recharge pumps must be available at a normal gas station to allow the EV market to grow.\nTo provide sufficient power at most locations, power must be stored in a controlled, even manner using a large “electrical reservoir” or “battery reservoir” or “energy reservoir”. This electrical or battery or energy reservoir can then be used as the main recharge energy source for refueling the vehicles. Battery technology already exists to support the “reservoir” requirement. Several different battery technologies could be used including Flow Batteries and Lithium Batteries. Other electromechanical technologies such as flywheel energy storage may also be used. The battery or energy reservoir could be placed underground in a similar fashion currently used for storing gasoline in a gas station or it could be placed above ground.\nThe battery reservoir can be constantly charged in an even manner using power that already exists at a normal gas station. Using this method allows the utility company to predict the power usage and avoid power surges. For example, the battery reservoir can be recharged continuously, intermittently, or in a programmed manner from an electrical power source (e.g. existing power source, new power source, electrical power grid, power transmission line(s), power distribution system, electrical generator, fuel type electrical generator).\nThe energy stored in the reservoir can now be used as the recharge source for the electric vehicle. A recharge pump, very similar (in physical size and form) to a regular gas pump can be used to make the proper conversion of power required for charging the EV. Since the power source for EV is a DC battery and the Battery Reservoir is a DC battery, the power conversion required could simply be direct or a DC to DC conversion, avoiding the power losses with AC to DC conversions used in most battery chargers today.\nThe gas station will be able to charge their customers for recharging their EV in a similar manner as they do their gasoline customers. They will be able to work with the utility company on the costs for keeping their Battery Reservoir charged as well as amortize their costs for adding/supporting the Battery Reservoir and EV Chargers or EV Pumps (e.g. electric chargers or outlets). They can then build in profits required and charge the EV customers accordingly. This removes the burden from the utility companies from having to provide industrial sized power grid infrastructure, such as additional towers, power lines, substations, which might be impractical for most locations, or utility grid to vehicle connection, including the required power electronics.\nUsing a Battery Reservoir approach allows a normal gas station to either convert or simply add an EV Pump (e.g. refueling EV pump) or multiple pumps to provide fast charging of EV(s). This fast charging will allow EV(s) to easily travel across country just like a gasoline fueled vehicle does today, which will allow EV(s) to become more mainstream.\nThe presently described subject matter is directed to an electric recharge station.\nThe presently described subject matter is directed to an electric/gas station.\nThe presently described subject matter is directed to an improved gas station comprising or consisting of both gas pumps and electric pumps.\nThe presently described subject matter is directed to an electric recharge/gas station comprising or consisting of at least one gas pump and at least one electric pump.\nThe presently described subject matter is directed to an electric recharge/gas station comprising or consisting of at least one gas pump and at least one electric pump.\nThe presently described subject matter is directed to an electric recharge/gas station comprising or consisting of at least one gas pump and at least one electric pump, wherein the at least one gas pump is spaced apart a predetermined distance from the at least one electric pump.\nThe presently described subject matter is directed to an electric recharge/gas station comprising or consisting of at least one gas pump and at least one electric pump, wherein the at least one gas pump and at least one electric pump are a single pump unit.\nThe presently described subject matter is directed to an electric recharge/gas station comprising or consisting of at least one gas pump and at least one electric pump, wherein the at least one gas pump and at least one electric pump are separate pump units.\nThe presently described subject matter is directed to an electric recharge/gas station comprising or consisting of multiple gas pumps locate and multiple electric pumps.\nThe presently described subject matter is directed to an electric recharge/gas station comprising or consisting of multiple gas pumps locate and multiple electric pumps, wherein the gas pumps are located in at least one row and the electric pumps are located in at least one another row.\nThe presently described subject matter is directed to an electric recharge station comprising or consisting of at least one electrical reservoir.\nThe presently described subject matter is directed to an electric recharge station comprising or consisting of at least one onsite electrical reservoir.\nThe presently described subject matter is directed to an electric recharge station comprising or consisting of at least one electrical reservoir located below ground level.\nThe presently described subject matter is directed to an electric recharge station comprising or consisting of at least one electrical reservoir located above ground level.\nThe presently described subject matter is directed to a gas/electric recharge station comprising or consisting of at least one electrical reservoir.\nThe presently described subject matter is directed to a gas/electric recharge station comprising or consisting of at least one onsite electrical reservoir.\nThe presently described subject matter is directed to a gas/electric recharge station comprising or consisting of at least one electrical reservoir located below ground level.\nThe presently described subject matter is directed to a gas/electric recharge station comprising or consisting of at least one electrical reservoir located above ground level.\nThe presently described subject matter is directed to a gas/electric recharge station comprising or consisting of at least one gas tank and at least one electrical reservoir located below ground level.\nThe presently described subject matter is directed to a gas/electric recharge station comprising or consisting of at least one gas tank and at least one electrical reservoir located below ground level, wherein the at least one gas tank and at least one electrical reservoir are spaced apart at least a predetermined distance.\n FIG. 1 is a diagrammatic view of a gas/electric station according to the present invention.\n FIG. 2 is another diagrammatic view of the gas/electric station shown in FIG. 1.\n FIG. 3 is a diagrammatic view of the structure and arrangement of the gas/electric station shown in FIG. 1.\n FIG. 4 is a diagrammatic view of the structure and arrangement of a gas/electric station, for example, a portable gas/electric station for use with the gas/electric station shown in FIG. 1, or for use on a lot, for example, at a remote location.\n FIG. 5 is a diagrammatic view of a flow battery for use in the stations shown in FIGS. 1-3.\n FIG. 6 is a flow chart showing power flow from the electric reservoir (e.g. battery reservoir) to the electric pump (e.g. EV pump, EV recharger).\n FIG. 7 is a side elevational view of a gas/electric pump according to the present invention.\n FIG. 8 is a diagrammatic view for power sharing of the charging of an EV from the power source and electric reservoir.\n FIG. 9 is a diagrammatic view for power sharing of the charging an EV from the electric reservoir and the Li-ion battery of the gas/electric pump.\nA gas/electric station 10 according to the present invention is shown in FIGS. 1 and 2. The gas/electric station 10 is structured, arranged, and designed to both dispense fuel (e.g. gas, diesel, propane) and recharge EVs.\nThe gas/electric station 10 comprises multiple gas/electric pumps 12. The gas/electric pumps 12 each comprise an electric vehicle charger or EV charger and a fuel pump for refueling a vehicle with fuel (e.g. gasoline, diesel, gas, propane). The gas/electric pumps 12 each can comprise electrical components such as electrical components for charging EVs (e.g. DC-DC converter, battery(ies), Li-ion battery(ies)) and for refueling conventional internal combustion engines (e.g. fuel pump, fuel meter, fuel filter, electrical control), for example, within a housing or compartment(s) of the gas/electric pumps 12.\nThe gas/electric pumps 12 are shown in FIG. 1 as three (3) gas/electric pumps 12 per row with two (2) rows. However, more or less gas/electric pumps 12 can be provided in the rows, or more or less rows can exist.\nAs shown in FIG. 7, the gas/electric pumps 12 each have a display 14, electric charging cable 16A with an electrical connector 16B configured for EV hook up and recharging, a gas hose 18A fitted with a gas nozzle 18B, a DC-DC converter 60, and an internal Li-ion battery array 19. Alternatively, the gas/electric pumps 12 can be “electric only” or “gas only” pumps, chargers, or devices arranged to provide gas pumps spaced apart from EV chargers at various arrangement and/or locations on the premise of the gas/electric station 10.\nAgain, the gas/electric pumps 12 shown comprise the components or parts for both pumping gas and EV charging. For example, the gas/electrical pumps 12 can comprise the Li-ion battery(ies) or Li-ion battery array(s) 19, electronic controller configured to control voltage and current supplied by the Li-ion battery array or assembly 19 to the electric vehicle (EV), fuel pump components, and/or safety electronics (e.g. stop all dispensing, stop EV charging, stop fuel pumping, trigger Halon fire system, electrical spark suppression, operational lock out detection and controls for “gas only” filling mode or “electric charging only” charging mode).\nAgain, the arrangement shown in FIGS. 1 and 2, can be modified with the rows of gas/electric pumps 12 shown replaced with one or more rows of “gas only” pumps and one or more rows of “electric charging only” pumps physically spaced apart and separate same for safety reasons (e.g. to prevent fuel vapor in proximity to electric equipment and potential electrical sparks). However, the gas/electric pumps 12 can be configured or designed to provide electric spark suppression, high level of electrical grounding, redundant electrical grounding, separate compartments or containment structures for separate gas and electric operations, air venting or air or gas (e.g. nitrogen) circulation pumps to allow both gas and electric operations within the same gas/electric pumps 12. Again, the gas/electric pumps 12 can be configured or designed to only allow one mode of operation at a time, for example, with a time pause in-between operations to allow air venting or circulations pumps to remove any remaining fuel or fuel vapor to atmosphere after gas operation mode.\nThe gas/electric station 10 comprises an underground gas storage tank 20 connected to the individual gas/electric pumps 12 via a main gas supply line 22 connected to and supplying individual gas lines 24 (i.e. gas distribution arrangement and system). The gas/electric station 10 further comprises an underground electrical power reservoir 26 connected to the individual gas/electric pumps 12 via a main power line 28 connected to and supplying individual electric lines 30 (i.e. electric distribution arrangement and system). The gas/electric station 10 is anticipated to provide high speed recharging of electric vehicles (e.g. configured to recharge electrical vehicles (EVs) in 5 to 15 minutes) in a similar time frame to filling up a vehicle with gas.\nThe gas/electric station 10 comprises a first electrical power reservoirs (e.g. electric reservoir 26) and a second electrical power reservoirs (e.g. Li-ion battery(ies) locate within the gas/electric pumps 12, as shown in FIGS. 1, 2, and 7). As an alternative to the gas/electric station 10 shown in FIGS. 1 and 2, multiple gas tanks 20 and/or multiple electrical power reservoirs 26 can be provided at the gas/electric station 10 to meet greater and/or peak demands.\nThe electrical power reservoir 26 can be an apparatus or device configured to store a large amount of electrical power. For example, the electrical power reservoir 26 can be a flow battery and/or Li-ion battery (e.g. banks of batteries). For example, the electrical power reservoir can be a large flow battery connected to a series of Li-ion batteries configured to fast charging of an EV. The electrical power reservoir 26 can be designed, constructed, and sized to accommodate demand modeled based upon the forecasted number of EVs to be recharged on daily, weekly, monthly, and yearly schedules.\nThe electrical power reservoir 26 is supplied power via underground power line 32 connected to an electrical panel 34, for example, located in store 36. A high power service line 38 supplies power from a power source 40 (e.g. power grid, transmission line, transmission station, generator). A power meter 35 (e.g. located on side of store 36) can be provided to meter the incoming power from the power source 40.\nFurther, an electronic controller 41 can be provided in the power line 32 for controlling the charging of the electrical power reservoir 26 via the power line 32. For example, the electronic controller 41 can be a component or part of the electrical power reservoir 26 or a separate component or part (e.g. located on the premises of the gas/electric station 10). The electronic controller 41, for example, can be a programmable electronic controller 41.\nIn addition, an AC/DC converter 43 can be provided in the power line 32 for converting the incoming AC power into DC power for charging of the electrical power reservoir 26 via the power line 32, as shown in FIGS. 1 and 3. For example, the AC/DC converter 43 can be a component or part of the electrical power reservoir 26 or a separate component or part (e.g. located on the premises of the gas/electric station 10).\nThe electrical power reservoir 26 can be recharged in various manners. For example, the electrical power reservoir 26 is continuously charged, charged on demand, and/or charged according to a program or algorithm. For example, the charging strategy can be to charge the electrical power reservoir 26 in a manner reducing or minimizing the demand (e.g. avoiding peak demand on the power source 40) while meeting the demand for charging the forecasted number of vehicles throughout the daily schedule. The program or algorithm can be configured to learn and store data on the amount of demand at a given time during each particular day throughout the year, season (e.g. summer, fall, winter, and spring), and holidays to update and improve the forecast for demand in the future.\nThe charging of the electrical power reservoir 26 can involve continuous charging the electrical power reservoir 26 at an even or varying rate. Alternatively, the electrical power reservoir 26 can be intermittently recharged at a fixed rate, and/or charged at different rates at different period of time. In any event, the intent is to structure and arrange the gas/electric station 10 to provide enough power availability to always meet peak demands for recharging EVs at the gas/electric station 10 while minimizing peak power demands on the power source 40.\nThe gas/electric station 10 is shown in FIGS. 1-3, and/or another operation (e.g. lot located at a different location, for example, a remote location) can be fitted with electric units 126, 226, as shown in FIG. 4. The units 126, 226 shown are structured and arranged for providing electric recharging only; however, the units 126, 226 can be modify to provide both gas refueling for conventional vehicles or electric recharging for EVs. The electric units 126, 226 can be connected to and powered, for example, by electric panel 34 of the gas/electric station 10.\nThe portable version of electric units 126, 226 can be portable electric units. For example, a 20 foot mobile storage container can be fitted with an electric pump 12, and a 40 foot mobile storage container can be fitted with two (2) electric pumps 12. The portable units 126, 226 can be transported to a site (e.g. new station site, local station site, remote station site), and connected up to start operating. The portable version of the electric units 126, 226 can be particularly useful for providing temporary operation, remote operation and provide inexpensive, reusable, or repositionable operation.\nThe electric power reservoir 26 shown in FIGS. 1-3, for example, can be a flow battery 50 shown in FIG. 5. Specifically, the flow battery 50 can be structured, configured, and or designed for use as the electric power reservoir 26 in the gas/electric station 10 shown in FIGS. 1-3 or the portable versions of the electric units 126 and 226 shown in FIG. 3.\nThe flow battery 50 comprises an AQDS/AQDSH electrolyte storage tank having a circulating pump, and an HBr/Br2 electrolyte storage tank having another circulating pump along with a pair of spaced apart porous carbon electrodes separated by a proton exchange membrane. The flow battery 50 is connected to the electrical supply cable 32 (electric source) and the main power supply cables 22 leading to the gas/electric pumps 12 to supply same.\nAs shown in FIG. 6, at least one DC to DC converter 60 can receive power from the electric reservoir 26 and then supply power to the gas/electric pumps 12. The converter 60 can be a component or part of the electrical power reservoir 26 and/or a component or part of the gas/electric pumps 12.\nAgain, the electric reservoir 26 can be a one or more flow batteries 50. The open circuit voltage of a redox flow battery cell stack is directly proportional to the number of stacks in series, like any other battery.\nFor charging an EV battery, the voltage provided by the flow battery 50 must be adjustable to the level to which the EV battery needs to be charged to (e.g. may assume several different intermediate levels during the charge process). A properly designed DC-DC converter 60 (e.g. housed in the gas/electric pump 12, as shown in FIG. 7) with appropriate sensing and feedback mechanisms, following the flow battery, provides for the desired voltage to charge the EV battery. For example, Tesla Model S has a battery voltage of approximately 350 Vdc.\nThe voltage available from the electric reservoir 26 (e.g. flow battery 50) itself will depend on its configuration (i.e. number of cells in a stack, number of stacks in series). For instance, the following has been demonstrated with Vanadium flow batteries installed in 2009, including 3 cell stacks with 40 cells in each stack. The stacks are electrically connected in series, which gives a potential of about 165 V (Rises National Laboratory for Sustainable Energy Report, Rises-R-1753(EN), February 2011, Technical University of Denmark).\nThis voltage may be increased by adding more cell stacks in series. Another way to increase the voltage to the desired charge level is to use a power electronic boost converter in the DC-DC converter 60 present at the gas/electric pump 12. The choice of topology to get to the desired charge voltage will depend on the economics of each option and the physical space (real estate) required by each option.\nThe output voltage of the DC-DC converter 60 will depend on the EV model being charged, which may have vastly different battery voltages or charge port form factor. It is conceivable that the DC-DC converter power electronics may be able to provide the required voltage level for a certain range of battery voltages. If the EV battery voltage requirement is beyond what a single DC-DC converter 60 design can provide or an entirely different charge port form factor, then a different pump type 212 will need to be provided, interfacing the same electric reservoir 26 (e.g. flow battery 50).\nAny EV battery will need to be charged at a current level recommended by its manufacturer, which must not exceed a maximum current level to protect the EV battery and to limit the voltage drop in the cables connecting to the charge inlet port on the EV. The current limit function in the DC-DC converter 60 will provide that protection. If the output voltage of electric reservoir 26 (e.g. flow battery 50) is higher than the EV battery voltage, then the DC-DC converter 60 will be of the “buck” type, consisting of either MOSFET or IGBT type power electronic switches. Due to the high current involved during fast charging it would be preferred to operate the switches with a low loss switching approach, such as “zero-voltage switching” and synchronous rectification. The DC-DC converter 60 would then simply consist of the power electronic switches arranged in a “half-bridge” followed by a current limiter 61 (e.g. LC filter) to reduce the voltage ripple caused by the power electronic switching mechanism.\nIf the output voltage of the electric reservoir 26 (e.g. flow battery 50) is lower than or close to the EV battery voltage, then the DC-DC converter 60 will have a first “boost” stage, followed by a “DC link” capacitor, followed by a “buck” stage and the LC filter. The “boost” stage steps up voltage available from the flow battery to a higher voltage, which is then down-converted to the EV battery voltage as required during the charge process. The operation of both the boost and buck stage would again be done while minimizing the losses in the converter.\nThe AC-DC power converter 43 located after the AC power source 40 supplying the electrical panel 40 or the cable 32 can incorporate a rectifier 62 stage followed by a DC-DC converter 64 stage. The rectifier 62 stage is needed to convert the AC voltage to a DC voltage. The DC-DC converter 64 or converter stage 64 is required to convert the rectified (DC) voltage to the flow battery 26 voltage, as required during its charging process. The rectifier stage is typically of the full bridge “controlled rectifier” type implemented using MOSFET or IGBT type switches. The rectifier stage will be controlled to achieve “power factor correction” on its AC side to meet the power quality requirement set by the utility. The DC-DC converter 64 stage may be a “buck” type or a “boost” followed by a “buck” type, depending on whether the flow battery voltage is lower or higher, respectively, than the rectified voltage. The DC-DC converter 64 stage can include an LC filter 66 to remove the voltage ripple caused by the power electronic switching mechanism. Again, the power electronic switches will need to be operated to minimize the losses.\nThe high energy cable will be capable of safely delivering 350 KW of power to recharge the vehicle. Large copper cables must be used to manage this much power. The power will be a combination of voltage and current. Electric vehicles today are being built using batteries as high as 350-400 VDC. In the future, this voltage is going to be higher to support longer driving distances as well as faster speeds. The charge currents are expected to be 400-500 amps to provide Fast Charge success.\nThe charge cable must be made using 0000 AWG (approximately 0.5″ diameter) or larger diameter to handle the charge currents required. The interface to the vehicle must be large conductors also. One large cable or two smaller cables can be used to provide the necessary power delivery. The advantage of two cables is they would make it easier to handle between the EV power pump and the EV. The two cables connection can also be used as a safety key for the charging process. More specifically, the EV power pump must detect solid connections of both conductors to enable the charge process to begin. An “electronic safety key/lock” will also be used to insure that the connection to the pump is a valid EV ready to be charged. This safety key can be part of the pumps safety software and the EV must provide a valid response in order for the pump to be enabled. In this way, the pump will never turn high power on to the cables unless it safely and clearly determines that a valid EV is connected and ready to charge.\nThe conductors between the EV power pump and the EV must be made of highly conductive heavy gauge metal such as copper or silver and must be a low corrosion type. The connectors at the end of the pump cable must not have any exposed metal parts for safety purposes, and if two cables are used the cables must be either interchangeable or must be keyed so they cannot be improperly inserted.\nUsing high conductive cables and contacts will insure minimum energy losses during the critical charge process. It is very important that maximum energy (power×time) is delivered during the charge process.\nCharge interruption safety will also be provided to protect against accidents such as a person trying to drive away during the charge process or even environmental accidents such as earthquakes. An Inhibit signal will be provided from the pump that the EV manufacturer can use to disable the EV from driving during the charge process. But just in case the cable is accidentally pulled out of the pump during the charge process, the pump will detect this condition and shut power off so that it is not available to the outside world.\nA master shut off lever will also be provided that turns power off from the Battery Reservoir for safety purposes.\nThe high speed electric vehicle recharge station and system can include a maximum power sharing function between charging the energy reservoir and charging the EV, as shown in FIG. 8.\nIf the energy reservoir 26 used is a Redox Flow Battery 50, it cannot be charged while delivering power to the output. This is because the pump flow changes direction accordingly. Because of this limitation, it is possible to utilize the extra power normally being used for charging the Redox Flow Battery to assist in charging the actual EV.\nThis feature allows for relay switching for selecting a charging target. During the time that there is no EV at the pump, the Redox Battery can be selected and continually charged. As soon as the EV is ready to be charged, the system can switch the selection over to provide maximum charge to the EV by delivering the power that was going to the energy reservoir to the EV.\nIt is noted that the charger 43′ (FIG. 8) can comprise the AC TO DC POWER CONVERTER 43 shown in FIG. 1 along with other electrical components or part to configure the charger 43′ for charging the electric reservoir 26. Alternatively, the charge 43′ can be a different type of charger compared to the AC TO POWER CONVERTER 43.\nThis type of feature can be similarly applied to the gas/electric pump 12, as shown in FIG. 9. The DC power from the electric reservoir 26 is directed to the DC-DC converter 60. The DC-DC power from the DC-DC converter 60 can be selectively used to charge the Li-ion battery 19 or can be used to charge the EV being charged by the gas/electric pump 12. Alternatively, power from the DC-DC converter 60 and the Li-ion battery 19 can simultaneously be used to charge the EV due to the switching arrangement shown in FIG. 9.\nThe features of FIGS. 8 and 9 can be separate or combined together into the gas/electric station 10.\n | An electric vehicle (EV) charging station for fast charging (e.g. 5 to 15 minutes) an electric vehicle (EV). The EV charging station can be configured to charge multiple EVs and multiple conventional vehicles at the same time. The EV charging station can include a power source, an electric reservoir receiving power from the power source, an AC to DC power converter for receiving AC power from the power source and converting the AC power to DC power for supplying DC power to the electric reservoir, an EV charger receiving DC power from the electric reservoir; and a first DC to DC converter receiving DC power from the electrical reservoir and converting the DC power to DC power suitable for charging the electrical vehicle. | US:16/921,029 | https://patentimages.storage.googleapis.com/b5/7f/76/ecb43bfc888943/US11390176.pdf | US:11390176 | James Richard Stanfield | Noco Co | US:20130113413:A1, US:20130257146:A1, US:20140167694:A1, US:20160341773:A1 | Not available | 2022-07-19 | 1. An electric vehicle (EV) charging station for charging an electric vehicle (EV), the EV charging station comprising:\na power source;\na first electrical power reservoir receiving and storing power from the power source;\nan AC to DC power converter for receiving AC power from the power source and converting the AC power to DC power for supplying DC power to the first electrical reservoir;\na second electrical power reservoir receiving and storing power from at least one of the power source and the first electrical power reservoir; and\nan EV charger receiving power from at least one of the first electrical power reservoir and the second electrical power reservoir, and charging the electric vehicle.\n, a power source;, a first electrical power reservoir receiving and storing power from the power source;, an AC to DC power converter for receiving AC power from the power source and converting the AC power to DC power for supplying DC power to the first electrical reservoir;, a second electrical power reservoir receiving and storing power from at least one of the power source and the first electrical power reservoir; and, an EV charger receiving power from at least one of the first electrical power reservoir and the second electrical power reservoir, and charging the electric vehicle., 2. An electric vehicle (EV) charging station for charging an electric vehicle (EV), the EV charging station comprising:\na power source;\na first electrical power reservoir receiving and storing power from the power source;\nan AC to DC power converter for receiving AC power from the power source and converting the AC power to DC power for supplying DC power to the first electrical reservoir;\na second electrical power reservoir receiving and storing power from the power source and the first electrical power reservoir; and\nan EV charger receiving DC power from the first electrical power reservoir and the second electrical power reservoir, and charging the electric vehicle.\n, a power source;, a first electrical power reservoir receiving and storing power from the power source;, an AC to DC power converter for receiving AC power from the power source and converting the AC power to DC power for supplying DC power to the first electrical reservoir;, a second electrical power reservoir receiving and storing power from the power source and the first electrical power reservoir; and, an EV charger receiving DC power from the first electrical power reservoir and the second electrical power reservoir, and charging the electric vehicle., 3. An electric vehicle (EV) charging station for charging an electric vehicle (EV), the EV charging station comprising:\na power source;\na first electrical power reservoir receiving and storing power from the power source;\nan AC to DC power converter for receiving AC power from the power source and converting the AC power to DC power for supplying DC power to the first electrical reservoir;\na second electrical power reservoir receiving and storing power from the power source or the first electrical power reservoir; and\nan EV charger receiving DC power from the first electrical power reservoir or the second electrical power reservoir.\n, a power source;, a first electrical power reservoir receiving and storing power from the power source;, an AC to DC power converter for receiving AC power from the power source and converting the AC power to DC power for supplying DC power to the first electrical reservoir;, a second electrical power reservoir receiving and storing power from the power source or the first electrical power reservoir; and, an EV charger receiving DC power from the first electrical power reservoir or the second electrical power reservoir., 4. An electric vehicle (EV) charging station for charging an electric vehicle (EV), the EV charging station comprising:\na power source;\na first electrical power reservoir receiving and storing power from the power source;\nan AC to DC power converter for receiving AC power from the power source and converting the AC power to DC power for supplying DC power to the first electrical reservoir;\na second electrical power reservoir receiving and storing power from the power source and/or the first electrical power reservoir; and\nan EV charger receiving DC power from the first electrical power reservoir and/or the second electrical power reservoir.\n, a power source;, a first electrical power reservoir receiving and storing power from the power source;, an AC to DC power converter for receiving AC power from the power source and converting the AC power to DC power for supplying DC power to the first electrical reservoir;, a second electrical power reservoir receiving and storing power from the power source and/or the first electrical power reservoir; and, an EV charger receiving DC power from the first electrical power reservoir and/or the second electrical power reservoir., 5. The station according to claim 1, wherein the first electrical power reservoir comprises a flow battery., 6. The station according to claim 1, wherein the first electrical power reservoir comprises a Li-ion battery., 7. The station according to claim 1, wherein the EV charger receives power from the first electrical power reservoir and/or the second electrical power reservoir., 8. The station according to claim 6, wherein the second electrical power reservoir comprises a Li-ion battery., 9. The station according to claim 1, wherein the EV charging station further comprises one or more fuel pumps., 10. The station according to claim 1, wherein the EV charging station is configured for the EV charger to selectively receive power for charging the EV from the first electrical power reservoir or the second electrical power reservoir., 11. The station according to claim 1, wherein the EV charging station is configured for the EV charger to simultaneously receive power for charging the EV from both the first electrical power reservoir and the second electrical power reservoir., 12. The station according to claim 1, further comprising a first DC-DC converter located between the first electrical power reservoir and the EV charger., 13. The station according to claim 1, wherein the station is configured to simultaneously provide power to the first DC-DC converter from the first electrical power reservoir and the power source., 14. The station according to claim 1, further comprising an electronic controller located between the power source and first electrical power reservoir for controlling charging of the first electrical power reservoir., 15. The station according to claim 1, further comprising an EV pump, the EV pump comprising the EV charger and the second electrical power reservoir., 16. The station according to claim 15, wherein the station comprises multiple EV pumps spaced apart and arranged in rows., 17. The station according to claim 15, wherein an EV pump comprises the EV charger and a fuel pump., 18. The station according to claim 15, wherein the EV pump contains the EV charger and the second electrical power reservoir., 19. The station according to claim 15, wherein the station comprises one or more first electrical power reservoirs supplying power to multiple EV pumps each containing at least one of the second electrical power reservoir., 20. The station according to claim 15, wherein 16, wherein the station is configured so that electrical vehicles (EVs) can be located on either side or both sides of the rows when charging one or more electrical vehicles (EVs)., 21. The station according to claim 1, wherein the power source is an NC power source. | US | United States | Active | H | True |
| 77 | Electric contact device for electric vehicles and method of use \n | US10071641B2 | The present application claims the benefits of and priority, under 35 U.S.C. § 119(e), to U.S. Provisional Application Ser. No. 62/255,214, filed on Nov. 13, 2015, entitled “Electric Vehicle Systems and Operation”; 62/259,536, filed Nov. 24, 2015, entitled “Charging Transmission Line Under Roadway for Moving Electric Vehicle”; 62/266,452, filed Dec. 11, 2015, entitled “Charging Transmission Line Under Roadway for Moving Electric Vehicle”; 62/269,764, filed Dec. 18, 2015, entitled “Conditional Progressive Degradation of Electric Vehicle Power Supply System”; 62/300,606, filed Feb. 26, 2016, entitled “Charging Transmission Line Under Roadway for Moving Electric Vehicle”; and 62/310,387, filed Mar. 18, 2016, entitled “Distributed Processing Network for Rechargeable Electric Vehicle Tracking and Routing.” The entire disclosures of the applications listed above are hereby incorporated by reference, in their entirety, for all that they teach and for all purposes.\nThis application is also related to U.S. patent application Ser. No. 14/954,436, filed on Nov. 30, 2015, entitled “Electric Vehicle Roadway Charging System and Method of Use”; Ser. No. 14/954,484, filed on Nov. 30, 2015, entitled “Electric Vehicle Charging Device Positioning and Method of Use”; Ser. No. 14/979,158, filed on Dec. 22, 2015, entitled “Electric Vehicle Charging Device Alignment and Method of Use”; Ser. No. 14/981,368, filed on Dec. 28, 2015, entitled “Electric Vehicle Charging Device Obstacle Avoidance and Warning System and Method of Use”; Ser. No. 15/010,701, filed on Jan. 29, 2016, entitled “Electric Vehicle Emergency Charging System and Method of Use”; Ser. No. 15/010,921, filed on Jan. 29, 2016, entitled “Electric Vehicle Aerial Vehicle Charging System and Method of Use”; Ser. No. 15/044,940, filed on Feb. 16, 2016, entitled “Electric Vehicle Overhead Charging System and Method of Use”; Ser. No. 15/048,307, filed on Feb. 19, 2016, entitled “Electric Vehicle Charging Station System and Method of Use”; Ser. No. 15/143,083, filed on Apr. 29, 2016, entitled “Vehicle to Vehicle Charging System and Method of Use”; Ser. No. 15/145,416, filed on May 3, 2016, entitled “Electric Vehicle Optical Charging System and Method of Use”; Ser. No. 15/169,073, filed on May 31, 2016, entitled “Vehicle Charge Exchange System and Method of Use”; Ser. No. 15/170,406, filed Jun. 1, 2016, entitled “Vehicle Group Charging System and method of Use”; Ser. No. 15/196,898, filed Jun. 29, 2016, entitled “Predictive Charging System and Method of Use”; Ser. No. 15/198,034 filed Jun. 30, 2016, entitled “Integrated Vehicle Charging Panel System and Method of Use”; Ser. No. 15/223,814 filed Jul. 29, 2016, entitled “Vehicle Skin Charging System and Method of Use”; and Ser. No. 15/226,446 filed Aug. 2, 2016, entitled “Vehicle Capacitive Charging System and Method of Use”.\nThe entire disclosures of the applications listed above are hereby incorporated by reference, in their entirety, for all that they teach and for all purposes.\nThe present disclosure is generally directed to vehicle systems, in particular, toward electric and/or hybrid-electric vehicles.\nIn recent years, transportation methods have changed substantially. This change is due in part to a concern over the limited availability of natural resources, a proliferation in personal technology, and a societal shift to adopt more environmentally friendly transportation solutions. These considerations have encouraged the development of a number of new flexible-fuel vehicles, hybrid-electric vehicles, and electric vehicles.\nWhile these vehicles appear to be new they are generally implemented as a number of traditional subsystems that are merely tied to an alternative power source. In fact, the design and construction of the vehicles is limited to standard frame sizes, shapes, materials, and transportation concepts. Among other things, these limitations fail to take advantage of the benefits of new technology, power sources, and support infrastructure.\n FIG. 1 shows a vehicle in accordance with embodiments of the present disclosure;\n FIG. 2 shows a vehicle in an environment in accordance with embodiments of the present disclosure;\n FIG. 3 is a diagram of an embodiment of a data structure for storing information about a vehicle in an environment;\n FIG. 4A shows a vehicle in a user environment in accordance with embodiments of the present disclosure;\n FIG. 4B shows a vehicle in a fleet management and automated operation environment in accordance with embodiments of the present disclosure;\n FIG. 4C shows an embodiment of the instrument panel of the vehicle according to one embodiment of the present disclosure;\n FIG. 5 shows charging areas associated with an environment in accordance with embodiments of the present disclosure;\n FIG. 6 shows a vehicle in a roadway charging environment in accordance with embodiments of the present disclosure;\n FIG. 7 shows a vehicle in a robotic charging station environment in accordance with another embodiment of the present disclosure;\n FIG. 8 shows a vehicle in an overhead charging environment in accordance with another embodiment of the present disclosure;\n FIG. 9 shows a vehicle in a roadway environment comprising roadway vehicles in accordance with another embodiment of the present disclosure;\n FIG. 10 shows a vehicle in an aerial vehicle charging environment in accordance with another embodiment of the present disclosure;\n FIG. 11 shows a vehicle in an emergency charging environment in accordance with embodiments of the present disclosure;\n FIG. 12 is a perspective view of a vehicle in accordance with embodiments of the present disclosure;\n FIG. 13 is a plan view of a vehicle in accordance with at least some embodiments of the present disclosure;\n FIG. 14 is a plan view of a vehicle in accordance with embodiments of the present disclosure;\n FIG. 15 is a block diagram of an embodiment of an electrical system of the vehicle;\n FIG. 16 is a block diagram of an embodiment of a power generation unit associated with the electrical system of the vehicle;\n FIG. 17 is a block diagram of an embodiment of power storage associated with the electrical system of the vehicle;\n FIG. 18 is a block diagram of an embodiment of loads associated with the electrical system of the vehicle;\n FIG. 19. is a block diagram of an exemplary embodiment of a communications subsystem of the vehicle;\n FIG. 20 shows a vehicle in a vehicle to vehicle roadway charging environment in accordance with embodiments of the present disclosure;\n FIG. 21 is a block diagram of a charging panel control system;\n FIG. 22A shows a first state of a graphical user interface used in aligning a charging panel of an electrical vehicle to receive a charge;\n FIG. 22B shows a second state of the graphical user interface of FIG. 22A;\n FIG. 23 is a flow or process diagram of a method of vehicle to vehicle charging;\n FIG. 24 shows a vehicle and optical charging station in an optical charging environment in accordance with embodiments of the present disclosure;\n FIG. 25 is a diagram of an embodiment of a data structure for storing information about a vehicle in an optical charging environment;\n FIG. 26 is a flow or process diagram of a method of optical charging;\n FIG. 27 shows a vehicle in a charge exchange environment in accordance with embodiments of the present disclosure;\n FIG. 28A is a diagram of an embodiment of a data structure for storing information about an external charging source in a charge exchange environment;\n FIG. 28B is a diagram of an embodiment of a data structure for storing information about a receiving vehicle in a charge exchange environment;\n FIG. 29 is a flow or process diagram of a method of charge exchanging;\n FIG. 30 shows a group charging environment in accordance with embodiments of the present disclosure;\n FIG. 31 is a diagram of an embodiment of a data structure for storing information about a group charging environment;\n FIG. 32 is a flow or process diagram of a method of group charging;\n FIG. 33 shows a vehicle in a predictive charging environment in accordance with embodiments of the present disclosure;\n FIG. 34 is a diagram of an embodiment of a data structure for storing information about predictive charging in a predictive charging environment;\n FIG. 35 is a flow or process diagram of a method of predictive charging;\n FIG. 36 shows a vehicle in an integrated vehicle charging panel environment in accordance with embodiments of the present disclosure;\n FIG. 37 shows a block diagram of an integrated vehicle charging panel system;\n FIG. 38 shows a flow or process diagram of a method of use of an integrated vehicle charging panel system;\n FIG. 39A shows one embodiment of the skin charging system;\n FIG. 39B shows additional detail of the door capacitor element of the skin charging system of FIG. 39A;\n FIG. 40 shows a block diagram of one embodiment of a vehicle capacitive charging system;\n FIG. 41 shows a flow or process diagram of a method of use of a vehicle capacitive charging system;\n FIG. 42 shows a vehicle in an electric contact charging environment in accordance with embodiments of the present disclosure;\n FIG. 43A shows a vehicle in an electric contact charging environment with a particular embodiment of a contact system in accordance with embodiments of the present disclosure;\n FIG. 43B shows a vehicle in an electric contact charging environment with an alternate particular embodiment of a contact system in accordance with embodiments of the present disclosure;\n FIG. 43C shows a vehicle in an electric contact charging environment with an alternate particular embodiment of a contact system in accordance with embodiments of the present disclosure;\n FIG. 43D shows a vehicle in an electric contact charging environment with an alternate particular embodiment of a contact system in accordance with embodiments of the present disclosure; and\n FIG. 44 shows a flow or process diagram of a method of use of an electric contact charging system.\nTo assist in the understanding of the present invention the following list of components and associated numbering found in the drawings is provided herein:\n\n\n\n\n\n\n \n\n\n \n#\nComponent\n\n\n \n\n\n\n \n 10\nSystem\n\n\n \n 100\nVehicle\n\n\n \n 110\nVehicle front\n\n\n \n 120\nVehicle aft\n\n\n \n 130\nVehicle roof\n\n\n \n 140\nVehicle undercarriage\n\n\n \n 150\nVehicle interior\n\n\n \n 160\nVehicle side\n\n\n \n 210\nVehicle database\n\n\n \n 220\nVehicle driver\n\n\n \n 230\nVehicle passengers\n\n\n \n 240\nRemote operator system\n\n\n \n 250\nRoadway system\n\n\n \n 254\nRobotic charging system\n\n\n \n 258\nOverhead charging system\n\n\n \n 260\nRoadway vehicles\n\n\n \n 270\nEmergency charging vehicle system\n\n\n \n 280\nAerial vehicle charging system\n\n\n \n 290\nAutonomous environment\n\n\n \n 300\nData structure\n\n\n \n 310A-M\nData structure fields\n\n\n \n 400\nInstrument panel\n\n\n \n 410\nSteering wheel\n\n\n \n 420\nVehicle operational display\n\n\n \n 424\nAuxiliary display\n\n\n \n 428\nPower management display\n\n\n \n 432\nCharging manual controller\n\n\n \n 434\nHead-up display\n\n\n \n 504\nRoadway\n\n\n \n 516\n(Charging) Power source\n\n\n \n 520\nCharging plate\n\n\n \n 520A-C\nRoadway charging areas\n\n\n \n 530\nDirection one\n\n\n \n 532\nDirection two\n\n\n \n 540A\nParking space\n\n\n \n 540B\nTraffic controlled space\n\n\n \n 608\nCharging panel (retracted)\n\n\n \n 608′\nCharging panel (deployed)\n\n\n \n 610\nCharging panel controller\n\n\n \n 612\nEnergy storage unit\n\n\n \n 622\nCharge provider controller\n\n\n \n 624\nTransmission line\n\n\n \n 626\nVehicle sensors\n\n\n \n 700\nRobotic unit\n\n\n \n 704\nRobotic unit arm\n\n\n \n 713\nRobotic unit database\n\n\n \n 810\nTower\n\n\n \n 814\nFirst wire\n\n\n \n 818\nSecond wire\n\n\n \n 820\nPantograph\n\n\n \n 824\nOverhead contact\n\n\n \n 834\nOverhead charging data structure\n\n\n \n 910\nRoadway passive vehicles\n\n\n \n 920\nRoadway active vehicles\n\n\n \n 921\nCharging vehicle\n\n\n \n 922\nCharging vehicle arm\n\n\n \n 923\nCharging vehicle arm controller\n\n\n \n 924\nDistance Sensor\n\n\n \n 925\nReceiving vehicle\n\n\n \n1010\nTether\n\n\n \n1140\nCharging cable\n\n\n \n1150\nConnector\n\n\n \n1204\nFrame\n\n\n \n1208\nBody (Panels)\n\n\n \n1308\nPower Source\n\n\n \n1308A\nFirst Power Source\n\n\n \n1308B\nSecond Power Source\n\n\n \n1312\nElectric Motor\n\n\n \n1314\nMotor Controller\n\n\n \n1316\nBumpers\n\n\n \n1316A\nFront Bumper\n\n\n \n1316B\nRear Bumper\n\n\n \n1320\nDrive Wheel\n\n\n \n1324\nCharge Controller\n\n\n \n1328\nElectrical Interconnection\n\n\n \n1332\nRedundant Electrical Interconnection\n\n\n \n1336\nEnergy Recovery System\n\n\n \n1402\nBroken Section\n\n\n \n1404\nCharging Plug/Receptacle\n\n\n \n1408\nPower Transmission Interconnection\n\n\n \n1412\nInductive Charger\n\n\n \n1500\nElectrical system\n\n\n \n1504\nPower Generation Unit\n\n\n \n1508\nLoads\n\n\n \n1512\nBilling and Cost unit\n\n\n \n1604\nGenerator power source\n\n\n \n1608\nWired or wireless charging power source\n\n\n \n1612\nRegenerative braking system\n\n\n \n1616\nSolar array\n\n\n \n1618\nElectrical Interconnection\n\n\n \n1620\nPower source interface\n\n\n \n1624\nElectrical Interface\n\n\n \n1628\nMechanical Interface\n\n\n \n1632\nElectrical Converter\n\n\n \n1638\nConditioner\n\n\n \n1704\nBattery and/or capacitors\n\n\n \n1708\nCharge Management unit\n\n\n \n1804\nElectric motor\n\n\n \n1808\nUser interaction loads\n\n\n \n1812\nEnvironmental loads\n\n\n \n1816\nSensor loads\n\n\n \n1820\nSafety loads\n\n\n \n2000\nVehicle to vehicle charging system\n\n\n \n2100\nVehicle to vehicle control system\n\n\n \n2200\nGraphical user interface\n\n\n \n2204\nDisplay device\n\n\n \n2208\nFeedback adjustment image one\n\n\n \n2208′\nFeedback adjustment image two\n\n\n \n2212\n(Charging) Power Source centerline icon\n\n\n \n2216\n(Charging) Power Source icon\n\n\n \n2220\nCharging Plate centerline icon\n\n\n \n2224\nAlignment instruction\n\n\n \n2334\nVehicle to vehicle charging system data structure\n\n\n \n2400\nOptical charging system\n\n\n \n2410\nOptical charging station\n\n\n \n2420\nOptical charging station base\n\n\n \n2422\nOptical charging station antenna controller\n\n\n \n2424\nOptical charging station antenna\n\n\n \n2430\nOptical charging station signal\n\n\n \n2450\nOptical charge receiving vehicle\n\n\n \n2452\nReceiving vehicle antenna/PV array controller\n\n\n \n2454\nReceiving vehicle antenna\n\n\n \n2456\nReceiving vehicle PV array\n\n\n \n2458\nReceiving vehicle converter\n\n\n \n2460\nReceiving vehicle signal\n\n\n \n2470\nVehicle optical charging data structure\n\n\n \n2475A-O\nVehicle optical charging data structure fields\n\n\n \n2700\nCharge exchange system\n\n\n \n2710\nVehicle charging source\n\n\n \n2720\nCharge source database\n\n\n \n2722\nCharge source data structure\n\n\n \n2724A-M\nCharge source data structure fields\n\n\n \n2730\nHome charge source\n\n\n \n2740\nBusiness charge source\n\n\n \n2822\nReceiving vehicle data structure\n\n\n \n2824A-K\nReceiving vehicle data structure fields\n\n\n \n3000\nGroup charging system\n\n\n \n3010\nBase station\n\n\n \n3020\nBase station database\n\n\n \n3022\nBase station data structure\n\n\n \n2024A-K\nBase station data structure fields\n\n\n \n3030\nBase station business module\n\n\n \n3040\nBase station communications module\n\n\n \n3050\nRaw services/goods/materials\n\n\n \n3060\nCompetitive climate\n\n\n \n3070\nEconomic climate\n\n\n \n3080\nOther business climate\n\n\n \n3300\nPredictive charging system\n\n\n \n3310\nPredictive charging station\n\n\n \n3320\nPredictive charging database\n\n\n \n3322\nPredictive charging data structure\n\n\n \n3330\nPredictive charging analysis module\n\n\n \n3340\nPredictive charging communications module\n\n\n \n3350\nPredictive charging billing module\n\n\n \n3360\nPredictive charging user initialization module\n\n\n \n3608\nIntegrated charging panel\n\n\n \n3610\nIntegrated charging panel controller\n\n\n \n3700\nIntegrated charging panel system\n\n\n \n3710\nCharging communication\n\n\n \n3712\nCharging site\n\n\n \n3713\nSite charging source database\n\n\n \n3900\nSkin charging system\n\n\n \n3910\nDoor panel\n\n\n \n3920\nDoor capacitor\n\n\n \n3921\nDoor capacitor plate one\n\n\n \n3922\nDoor capacitor plate two\n\n\n \n3924\nDoor capacitive system\n\n\n \n4000\nCapacitive charging system\n\n\n \n4008\nCapacitor\n\n\n \n4034\nCapacitor charging display\n\n\n \n4200\nContact System\n\n\n \n4210\nContact Arm\n\n\n \n4230\nContact sensor\n\n\n \n4240\nContact controller\n\n\n \n\n\n\n\n\nThe disclosure provides a system and method of use to provide electric vehicle charging. Specifically, systems and methods to provide a charge exchange system are presented.\nIn one embodiment, a system for charging an electrical storage unit of an electrical vehicle through a contact device is disclosed, the system comprising: a contact device interconnected to the electrical storage unit of an electrical vehicle and configured to receive an electrical charge from an external power source; a contact arm interconnected to the contact device, the contact arm configured to position the contact device at a first position relative to the external power source; and a contact device controller interconnected to the contact arm and configured to control the contact arm wherein the first position is maintained; wherein the contact device receives the electrical charge from the external power source; wherein the electrical storage unit of the electrical vehicle is charged.\nIn another embodiment, a method for method for charging an electrical storage unit of an electrical vehicle through a contact device is disclosed, the method comprising: determining the electrical storage unit of the electric vehicle requires charging; positioning, by a microprocessor, a contact device at a first position relative to an external power source, the contact device interconnected to the electrical storage unit of an electrical vehicle and configured to receive an electrical charge from the external power source; receiving, through the contact device, the electrical charge from the external power source; wherein the electrical storage unit of the electrical vehicle is charged.\nIn some embodiments, the system and/or the method may further comprise: wherein the contact device engages the external power source through physical contact; wherein the contact device comprises a contact wheel, contact brush, and pantograph; wherein the contact device controller maintains the first position through feedback control; wherein the external power source is embedded in a roadway surface; further comprising a vertical distance measurement sensor configured to output a distance measurement of the distance between contact device and the external power source; wherein the vertical distance measurement sensor is disposed on at least one of the contact device, actuator and contact arm; wherein the contact device controller receives the distance measurement to enable feedback control; further comprising an actuator interconnected to at least one of the contact device and the contact arm; wherein the position of the contact device relative to the external power source is presented to a user of the electrical vehicle on a graphical user interface; wherein the graphical user interface is disposed on a mobile device; wherein the first position is selected from a vehicle database comprising desired contact device separation distance with respect to external power source types; wherein the electrical vehicle is moving relative to the external power source.\nIn further embodiments, the method may further comprise the step of measuring, by a sensor, a vertical distance measurement between the contact device and the external power source, wherein the vertical distance measurement is received by the microprocessor to position the contact device relative to the external power source.\nThe term “capacitor” means any two terminal electrical component used to store electrical energy in an electric field, to include devices comprising a pair of conductor plates separated by a dielectric.\nThe term “dielectric” means any electrical insulator that stores energy by becoming polarized.\nThe term “capacitance” means the ratio of the electrical charge on each conductor of a capacitor to the electrical potential between the conductors.\nThe term “mains electricity” and variations thereof, as used herein, refer to the general-purpose alternating-current (AC) electric power supply. In the US, mains electric power is referred to by several names including household power, household electricity, house current, powerline, domestic power, wall power, line power, AC power, city power, street power, and grid power.\nThe term “PV” means photovoltaic and generally refers to a means or method of converting light or solar energy into electricity.\nThe term “PV array” means at assembly of PV cells or modules.\nEmbodiments of the present disclosure will be described in connection with a vehicle, and in accordance with one exemplary embodiment an electric vehicle and/or hybrid-electric vehicle and associated systems.\nWith attention to FIGS. 1-44, embodiments of the electric vehicle system 10 and method of use are depicted.\nReferring to FIG. 1, the electric vehicle system comprises electric vehicle 100. The electric vehicle 100 comprises vehicle front 110, vehicle aft 120, vehicle roof 130, vehicle side 160, vehicle undercarriage 140 and vehicle interior 150.\nReferring to FIG. 2, the vehicle 100 is depicted in a plurality of exemplary environments. The vehicle 100 may operate in any one or more of the depicted environments in any combination. Other embodiments are possible but are not depicted in FIG. 2. Generally, the vehicle 100 may operate in environments which enable charging of the vehicle 100 and/or operation of the vehicle 100. More specifically, the vehicle 100 may receive a charge via one or more means comprising emergency charging vehicle system 270, aerial vehicle charging system 280, roadway system 250, robotic charging system 254 and overhead charging system 258. The vehicle 100 may interact and/or operate in an environment comprising one or more other roadway vehicles 260. The vehicle 100 may engage with elements within the vehicle 100 comprising vehicle driver 220, vehicle passengers 220 and vehicle database 210. In one embodiment, vehicle database 210 does not physically reside in the vehicle 100 but is instead accessed remotely, e.g. by wireless communication, and resides in another location such as a residence or business location. Vehicle 100 may operate autonomously and/or semi-autonomously in an autonomous environment 290 (here, depicted as a roadway environment presenting a roadway obstacle of which the vehicle 100 autonomously identifies and steers the vehicle 100 clear of the obstacle). Furthermore, the vehicle 100 may engage with a remote operator system 240, which may provide fleet management instructions or control.\n FIG. 3 is a diagram of an embodiment of a data structure 300 for storing information about a vehicle 100 in an environment. The data structure may be stored in vehicle database 210. Generally, data structure 300 identifies operational data associated with charging types 310A. The data structures 300 may be accessible by a vehicle controller. The data contained in data structure 300 enables, among other things, for the vehicle 100 to receive a charge from a given charging type.\nExemplar data comprises charging type 310A comprising a manual charging station 310J, robotic charging station 310K such as robotic charging system 254, a roadway charging system 310L such as those of roadway system 250, an emergency charging system 310M such as that of emergency charging vehicle system 270, an emergency charging system 310N such as that of aerial vehicle charging system 280, and overhead charging type 3100 such as that of overhead charging system 258.\nCompatible vehicle charging panel types 310B comprise locations on vehicle 100 wherein charging may be received, such as vehicle roof 130, vehicle side 160 and vehicle lower or undercarriage 140. Compatible vehicle storage units 310C data indicates storage units types that may receive power from a given charging type 310A. Available automation level 310D data indicates the degree of automation available for a given charging type; a high level may indicate full automation, allowing the vehicle driver 220 and/or vehicle passengers 230 to not involve themselves in charging operations, while a low level of automation may require the driver 220 and/or occupant 230 to manipulate/position a vehicle charging device to engage with a particular charging type 310A to receive charging. Charging status 310E indicates whether a charging type 310A is available for charging (i.e. is “up”) or is unavailable for charging (i.e. is “down”). Charge rate 310F provides a relative value for time to charge, while Cost 310G indicates the cost to vehicle 100 to receive a given charge. The Other data element 310H may provide additional data relevant to a given charging type 310A, such as a recommended separation distance between a vehicle charging plate and the charging source. The Shielding data element 310I indicates if electromagnetic shielding is recommended for a given charging type 310A and/or charging configuration. Further data fields 310P, 310Q are possible.\n FIG. 4A depicts the vehicle 100 in a user environment comprising vehicle database 210, vehicle driver 220 and vehicle passengers 230. Vehicle 100 further comprises vehicle instrument panel 400 to facilitate or enable interactions with one or more of vehicle database 210, vehicle driver 220 and vehicle passengers 230. In one embodiment, driver 210 interacts with instrument panel 400 to query database 210 so as to locate available charging options and to consider or weigh associated terms and conditions of the charging options. Once a charging option is selected, driver 210 may engage or operate a manual control device (e.g., a joystick) to position a vehicle charging receiver panel so as to receive a charge.\n FIG. 4B depicts the vehicle 100 in a user environment comprising a remote operator system 240 and an autonomous driving environment 290. In the remote operator system 240 environment, a fleet of electric vehicles 100 (or mixture of electric and non-electric vehicles) is managed and/or controlled remotely. For example, a human operator may dictate that only certain types of charging types are to be used, or only those charging types below a certain price point are to be used. The remote operator system 240 may comprise a database comprising operational data, such as fleet-wide operational data. In another example, the vehicle 100 may operate in an autonomous driving environment 290 wherein the vehicle 100 is operated with some degree of autonomy, ranging from complete autonomous operation to semi-automation wherein only specific driving parameters (e.g., speed control or obstacle avoidance) are maintained or controlled autonomously. In FIG. 4B, autonomous driving environment 290 depicts an oil slick roadway hazard that triggers that triggers the vehicle 100, while in an automated obstacle avoidance mode, to automatically steer around the roadway hazard.\n FIG. 4C shows one embodiment of the vehicle instrument panel 400 of vehicle 100. Instrument panel 400 of vehicle 100 comprises steering wheel 410, vehicle operational display 420 (which would provide basic driving data such as speed), one or more auxiliary displays 424 (which may display, e.g., entertainment applications such as music or radio selections), heads-up display 434 (which may provide, e.g., guidance information such as route to destination, or obstacle warning information to warn of a potential collision, or some or all primary vehicle operational data such as speed), power management display 428 (which may provide, e.g., data as to electric power levels of vehicle 100), and charging manual controller 432 (which provides a physical input, e.g. a joystick, to manual maneuver, e.g., a vehicle charging plate to a desired separation distance). One or more of displays of instrument panel 400 may be touch-screen displays. One or more displays of instrument panel 400 may be mobile devices and/or applications residing on a mobile device such as a smart phone.\n FIG. 5 depicts a charging environment of a roadway charging system 250. The charging area may be in the roadway 504, on the roadway 504, or otherwise adjacent to the roadway 504, and/or combinations thereof. This static charging area 520B may allow a charge to be transferred even while the electrical vehicle 100 is moving. For example, the static charging area 520B may include a charging transmitter (e.g., conductor, etc.) that provides a transfer of energy when in a suitable range of a receiving unit (e.g., an inductor pick up, etc.). In this example, the receiving unit may be a part of the charging panel associated with the electrical vehicle 100.\nThe static charging areas 520A, 520B may be positioned a static area such as a designated spot, pad, parking space 540A, 540B, traffic controlled space (e.g., an area adjacent to a stop sign, traffic light, gate, etc.), portion of a building, portion of a structure, etc., and/or combinations thereof. Some static charging areas may require that the electric vehicle 100 is stationary before a charge, or electrical energy transfer, is initiated. The charging of vehicle 100 may occur by any of several means comprising a plug or other protruding feature. The power source 516A, 516B may include a receptacle or other receiving feature, and/or vice versa.\nThe charging area may be a moving charging area 520C. Moving charging areas 520C may include charging areas associated with one or more portions of a vehicle, a robotic charging device, a tracked charging device, a rail charging device, etc., and/or combinations thereof. In a moving charging area 520C, the electrical vehicle 100 may be configured to receive a charge, via a charging panel, while the vehicle 100 is moving and/or while the vehicle 100 is stationary. In some embodiments, the electrical vehicle 100 may synchronize to move at the same speed, acceleration, and/or path as the moving charging area 520C. In one embodiment, the moving charging area 520C may synchronize to move at the same speed, acceleration, and/or path as the electrical vehicle 100. In any event, the synchronization may be based on an exchange of information communicated across a communications channel between the electric vehicle 100 and the charging area 520C. Additionally or alternatively, the synchronization may be based on information associated with a movement of the electric vehicle 100 and/or the moving charging area 520C. In some embodiments, the moving charging area 520C may be configured to move along a direction or path 532 from an origin position to a destination position 520C′.\nIn some embodiments, a transformer may be included to convert a power setting associated with a main power supply to a power supply used by the charging areas 520A-C. For example, the transformer may increase or decrease a voltage associated with power supplied via one or more power transmission lines.\nReferring to FIG. 6, a vehicle 100 is shown in a charging environment in accordance with embodiments of the present disclosure. The system 10 comprises a vehicle 100, an electrical storage unit 612, an external power source 516 able to provide a charge to the vehicle 100, a charging panel 608 mounted on the vehicle 100 and in electrical communication with the electrical storage unit 612, and a vehicle charging panel controller 610. The charging panel controller 610 may determine if the electrical storage unit requires charging and if conditions allow for deployment of a charging panel. The vehicle charging panel 608 may operate in at least a retracted state and a deployed state (608 and 608′ as shown is FIG. 6), and is movable by way of an armature.\nThe charging panel controller 610 may receive signals from vehicle sensors 626 to determine, for example, if a hazard is present in the path of the vehicle 100 such that deployment of the vehicle charging panel 608 is inadvisable. The charging panel controller 610 may also query vehicle database 210 comprising data structures 300 to establish other required conditions for deployment. For example, the database may provide that a particular roadway does not provide a charging service or the charging service is inactive, wherein the charging panel 108 would not be deployed.\nThe power source 516 may include at least one electrical transmission line 624 and at least one power transmitter or charging area 520. During a charge, the charging panel 608 may serve to transfer energy from the power source 516 to at least one energy storage unit 612 (e.g., battery, capacitor, power cell, etc.) of the electric vehicle 100.\n FIG. 7 shows a vehicle 100 in a charging station environment 254 in accordance with another embodiment of the present disclosure. Generally, in this embodiment of the invention, charging occurs from a robotic unit 700.\n Robotic charging unit 700 comprises one or more robotic unit arms 704, at least one robotic unit arm 704 interconnected with charging plate 520. The one or more robotic unit arms 704 manoeuver charging plate 520 relative to charging panel 608 of vehicle 100. Charging plate 520 is positioned to a desired or selectable separation distance, | A system for charging an electrical storage unit of an electric vehicle through a contact device, the system comprising: the contact device interconnected to the electrical storage unit of an electric vehicle and configured to receive an electrical charge from an external power source; a contact arm interconnected to the contact device, the contact arm configured to position the contact device at a first position relative to the external power source; and a contact device controller interconnected to the contact arm and configured to control the contact arm wherein the first position is maintained; wherein the contact device receives the electrical charge from the external power source; wherein the electrical storage unit of the electric vehicle is charged. | US:15/246,867 | https://patentimages.storage.googleapis.com/94/bf/3f/4cc13855223ea3/US10071641.pdf | US:10071641 | Christopher P. Ricci | NIO USA Inc | US:3914562, US:5563491, US:5311973, US:5431264, US:5523666, US:5821731, US:5821728, US:6792259, US:6291901, US:20090184681:A1, US:7714536, US:8841785, US:20100017249:A1, US:8465303, US:8627906, US:20120078553:A1, US:20120203410:A1, WO:2011045883:A1, US:20110148350:A1, US:20110204845:A1, WO:2011106506:A2, US:8796990, US:8776969, US:20130020162:A1, US:8763774, US:20130020163:A1, US:8768533, US:8853999, US:20130193918:A1, US:8841881, US:20120056600:A1, CN:102025184:A, US:D706212:S1, US:20140067660:A1, US:20120233062:A1, US:20130033224:A1, US:20150137801:A1, US:20130033228:A1, US:20130041850:A1, US:20130038276:A1, US:9018904, US:20130105264:A1, US:20130249682:A1, US:20130211988:A1, US:20140012448:A1, US:20140042752:A1, EP:2711876:A1, US:9124124, US:20160272074:A1, US:9120506, US:20140266042:A1, US:20160089987:A1, CN:203301194:U, US:D736716:S1, US:20150042211:A1, US:20150249362:A1, US:20150239352:A1, US:20160332524:A1, US:9809122 | 2018-09-11 | 2018-09-11 | 1. A system for charging an electrical storage unit of an electric vehicle through a contact device, the system comprising:\na contact device interconnected to the electrical storage unit of an electric vehicle and configured to receive an electrical charge from an external power source;\na contact arm interconnected to the contact device, the contact arm configured to position the contact device at a first position relative to the external power source; and\na contact device controller interconnected to the contact arm and configured to control the contact arm;\nwherein the first position is maintained;\nwherein the contact device controller maintains the first position through a feedback control;\nwherein the contact device receives the electrical charge from the external power source; and\nwherein the electrical storage unit of the electric vehicle is charged.\n, a contact device interconnected to the electrical storage unit of an electric vehicle and configured to receive an electrical charge from an external power source;, a contact arm interconnected to the contact device, the contact arm configured to position the contact device at a first position relative to the external power source; and, a contact device controller interconnected to the contact arm and configured to control the contact arm;, wherein the first position is maintained;, wherein the contact device controller maintains the first position through a feedback control;, wherein the contact device receives the electrical charge from the external power source; and, wherein the electrical storage unit of the electric vehicle is charged., 2. The system of claim 1, wherein the contact device engages the external power source through a physical contact., 3. The system of claim 2, wherein the contact device comprises a contact wheel, a contact brush, and a pantograph., 4. The system of claim 1, wherein the external power source is embedded in a roadway surface., 5. The system of claim 1, further comprising a vertical distance measurement sensor configured to output a distance measurement of a distance between contact device and the external power source., 6. The system of claim 5, wherein the vertical distance measurement sensor is disposed on at least one of the contact device, an actuator and the contact arm., 7. The system of claim 5, wherein the contact device controller receives the distance measurement to enable the feedback control., 8. The system of claim 1, further comprising an actuator interconnected to at least one of the contact device and the contact arm., 9. The system of claim 1, wherein the first position of the contact device relative to the external power source is presented to a user of the electric vehicle on a graphical user interface., 10. The system of claim 9, wherein the graphical user interface is disposed on a mobile device., 11. The system of claim 9, wherein the electric vehicle is moving relative to the external power source., 12. The system of claim 1, wherein the first position is selected from a vehicle database comprising desired contact device separation distances with respect to external power source types., 13. A method for charging an electrical storage unit of an electric vehicle through a contact device, the method comprising:\ndetermining that the electrical storage unit of the electric vehicle requires charging;\nmeasuring, by a sensor, a vertical distance measurement between a contact device interconnected to the electrical storage unit of the electric vehicle and an external power source, wherein the contact device is configured to receive an electrical charge from the external power source;\nreceiving, by a microprocessor, the vertical distance measurement measured by the sensor;\npositioning, by the microprocessor based on the vertical distance measurement received, the contact device at a first position relative to the external power source, wherein positioning the contact device at the first position relative to the external power source comprises controlling, by the microprocessor, a contact arm interconnected to the contact device, the contact arm configured to maintain the contact device at the first position relative to the external power source; and\nreceiving, through the contact device, the electrical charge from the external power source;\nwherein the electrical storage unit of the electric vehicle is charged.\n, determining that the electrical storage unit of the electric vehicle requires charging;, measuring, by a sensor, a vertical distance measurement between a contact device interconnected to the electrical storage unit of the electric vehicle and an external power source, wherein the contact device is configured to receive an electrical charge from the external power source;, receiving, by a microprocessor, the vertical distance measurement measured by the sensor;, positioning, by the microprocessor based on the vertical distance measurement received, the contact device at a first position relative to the external power source, wherein positioning the contact device at the first position relative to the external power source comprises controlling, by the microprocessor, a contact arm interconnected to the contact device, the contact arm configured to maintain the contact device at the first position relative to the external power source; and, receiving, through the contact device, the electrical charge from the external power source;, wherein the electrical storage unit of the electric vehicle is charged., 14. The method of claim 13, wherein the contact device engages the external power source through a physical contact., 15. The method of claim 14, wherein the contact device comprises a contact wheel, a contact brush, and a pantograph., 16. The method of claim 15, wherein the external power source is embedded in a roadway surface., 17. The method of claim 16, wherein the first position is selected from a vehicle database comprising desired contact device separation distances with respect to external power source types. | US | United States | Active | B60L11/182 | True |
| 78 | 电气化车辆中使用电池冷却剂泵控制电池冷却的方法 \n | CN108357333B | 本公开涉及用于操作与车辆的空调系统相关联的蒸发器的控制策略和方法。需要减少机动车辆和其它车辆中的燃料消耗和排放是众所周知的。正在研发减少或完全消除对内燃发动机的依赖的车辆。电动车辆和混合动力车辆是当前出于此目的正在研发的一种车辆类型。电动车辆和混合动力车辆包括由牵引电池供电的牵引马达。牵引电池需要热管理系统对电池单元的温度进行热调节。这样的热管理系统还可用于冷却车辆的车厢。第一个示例性实施例公开了一种用于车辆的气候控制系统，包括控制器，所述控制器与被构造为冷却车辆电池的冷却器和被构造为冷却车辆车厢的蒸发器通信。控制器被配置为基于电池冷却剂温度和目标电池冷却剂温度之间的差而输出目标冷却器泵转速，以减轻进入车厢的空气的温度波动，并响应于可用的冷却器容量而限制所述目标冷却器泵转速。第二个示例性实施例公开了一种用于车辆的气候控制系统，包括用于冷却车辆中的电池的冷却器、用于冷却车辆中的车厢的蒸发器和车辆控制器。车辆控制器与冷却器和蒸发器通信，车辆控制器被配置为生成冷却器的目标冷却器泵转速，以减轻进入车厢的空气的温度波动，所述目标冷却器泵转速与电池的温度和电池的目标温度之间的差对应。第三个示例性实施例公开了一种车辆中气候控制的方法，包括：以冷却器的目标冷却器泵转速冷却车辆的电池和车厢，所述目标转速与电池的温度和电池的目标温度之间的差对应，其中，所述目标泵转速不超过由查找表限定的限制，所述查找表通过映射负荷和所述差来识别冷却器容量。图1是示例性电动车辆的示意图。图2是车辆的气候控制系统的示意图。图3是示出用于控制空调系统的逻辑的流程图。图4是示出用于控制空调系统中的泵转速的逻辑的流程图。图5A是根据鼓风机转速和环境空气温度绘制冷却器负荷的示例性图表。图5B是根据冷却器负荷和蒸发器误差绘制冷却器可用性的示例性图表。在此描述本公开的实施例。然而，应理解，公开的实施例仅为示例，其它实施例可以采用各种可替代的形式。附图无需按比例绘制；可夸大或最小化一些特征以显示特定部件的细节。因此，在此所公开的具体结构和功能细节不应解释为限制，而仅为用于教导本领域技术人员以多种形式利用本发明的代表性基础。如本领域内的普通技术人员将理解的，参考任一附图示出和描述的各个特征可与一个或更多个其它附图中示出的特征组合以产生未明确示出或描述的实施例。示出的特征的组合为典型应用提供代表性实施例。然而，与本公开的教导一致的特征的各种组合和变型可以期望用于特定应用或实施方式。图1描绘了示例性电池电动车辆(BEV)的示意图。然而，还可在混合动力电动车辆的环境下实施特定的实施例。车辆12包括机械地连接到传动装置16的一个或更多个电机14。电机14能够作为马达或发电机操作。如果车辆是混合动力电动车辆，则传动装置16机械地连接到发动机(未示出)。传动装置16经由驱动轴20机械地连接到车轮22。电机14可提供推进和减速能力。电机14还可用作发电机并且能够通过再生制动回收能量而提供燃料经济效益。牵引电池或电池组24储存可供电机14使用的能量。牵引电池24通常提供来自牵引电池24内的一个或更多个电池单元阵列(有时称为电池单元堆)的高电压直流(DC)输出。电池单元阵列可以包括一个或更多个电池单元。电池单元(诸如棱柱形电池单元、袋式电池单元、圆柱形电池单元或任何其它类型的电池单元)将储存的化学能转换成电能。电池单元可以包括壳体、正极(阴极)和负极(阳极)。电解质可允许离子在放电期间在阳极和阴极之间移动，然后在再充电期间返回。端子可允许电流从电池单元流出以供车辆使用。可使用传感器来确定各个电池单元的温度。不同的电池组构造可适用于指示各个车辆变量，包括封装约束和功率需求。可利用热管理系统来对电池单元进行热调节。热管理系统的示例包括空气冷却系统、液体冷却系统以及空气冷却系统和液体冷却系统的组合。牵引电池24可通过一个或更多个接触器(未示出)电连接到一个或更多个电力电子模块26。所述一个或更多个接触器在打开时将牵引电池24与其它部件断开并且在闭合时将牵引电池24连接到其它部件。电力电子模块26可电连接到电机14并且能够在牵引电池24和电机14之间提供双向传输电能的能力。例如，典型的牵引电池24会提供DC电压，而电机14可能需要三相交流(AC)电压以执行其功能。电力电子模块26可根据电机14的需要而将DC电压转换成三相AC电压。在再生模式下，电力电子模块26可将来自用作发电机的电机14的三相AC电压转换成牵引电池24所需的DC电压。除了提供推进能量之外，牵引电池24还可以为其它车辆电气系统提供能量。典型的系统可包括DC/DC转换器28，其将牵引电池24的高电压DC输出转换成与其它车辆部件兼容的低电压DC供应。诸如空调压缩机和电加热器的其它高电压负载可直接连接到高电压供应而不使用DC/DC转换器模块28。在典型的车辆中，低电压系统电连接到DC/DC转换器和辅助电池30(例如，12伏电池)。电池能量控制模块(BECM)33可与牵引电池24通信。BECM 33可用作牵引电池24的控制器，并且还可包括管理每个电池单元的温度和荷电状态的电子监测系统。牵引电池24可具有温度传感器31，诸如热敏电阻或其它温度计。温度传感器31可与BECM 33通信以提供与牵引电池24有关的温度数据。BECM 33可以是包括一个或更多个其它控制器的更大的车辆控制系统的一部分。还可通过外部电源36对车辆12进行再充电。外部电源36可连接至与电网连接的电插座，或可以是本地电源(诸如，太阳能)。外部电源36电连接到车辆充电站38。充电器38可提供电路和控制以调节和管理电源36和车辆12之间的电能传输。外部电源36可向充电器38提供DC或AC电力。充电器38可具有插入到车辆12的充电端口34中的充电连接器40。充电端口34可以是被配置为将电力从充电器38传输到车辆12的任何类型的端口。充电端口34可电连接到充电器或车载电力转换模块32。电力转换模块32可调节从充电器38供应的电力以向牵引电池24提供合适的电压和电流水平。电力转换模块32可以与充电器38相接以协调输送至车辆12的电力。充电器连接器40可具有与充电端口34的相应的凹入配合的插脚。在其它实施例中，充电站可以是感应充电站。在此，车辆可包括与充电站的发射器通信以无线地接收电流的接收器。所讨论的各个部件可具有一个或更多个控制器来控制和监视部件的操作。控制器可经由串行总线(例如，控制器局域网(CAN))或经由专用线缆通信。控制器通常包括彼此协作来执行一系列操作的任何数量的微处理器、ASIC、IC、存储器(例如，FLASH、ROM、RAM、EPROM和/或EEPROM)和软件代码。控制器还包括存储在存储器内且基于计算和测试数据的预定数据或“查找表”。控制器可通过一个或更多个有线或无线车辆连接使用通用总线协议(例如，CAN或LIN)与其它车辆系统和控制器通信。如在此使用的，所提及的“控制器”指一个或更多个控制器。利用一个或更多个热管理系统来热调节牵引电池24、乘员车厢和其它车辆部件。在附图中示出并在下文描述示例性热管理系统。参照图2，车辆12包括气候控制系统50，其至少具有制冷剂子系统52和电池冷却剂子系统54。例如，各个热管理系统的各个部分可位于车辆的各个区域(诸如发动机舱和车厢)内。制冷剂子系统52在一些操作模式期间提供车厢的空气调节，在一些操作模式中还冷却电池24。制冷剂子系统52可以是使传递热能的制冷剂循环到气候控制系统50的各个部件的蒸汽压缩式热泵。制冷剂子系统52可包括车厢回路56，车厢回路56具有压缩机57、外部热交换器58(例如，冷凝器)、第一内部热交换器60(例如，前蒸发器)、第二内部热交换器62(例如，后蒸发器)、蓄液器、配件、阀门、膨胀装置和通常与制冷剂子系统相关的其它部件。蒸发器可分别具有相关联的鼓风机61。冷凝器58可位于靠近车辆前方的格栅的后面，蒸发器可设置在一个或更多个HVAC壳体内。应理解，如果制冷剂子系统52是热泵，则标记为“冷凝器”的热交换器还可用作蒸发器。风扇59可使空气在冷凝器58上循环。高压侧换能器65可在导管64中位于A/C压缩机和冷凝器之间。车厢回路56部件通过多个导管、管道、软管或线路连接成封闭回路。例如，第一导管64将流体连通的压缩机57和冷凝器58连接，第二导管66将冷凝器58连接到中间热交换器82，导管67将流体连通的蒸发器60和62与热交换器82连接。前蒸发器60经由导管68与导管67连接，后蒸发器62经由导管70与导管67连接。第一膨胀装置78设置在导管68上并控制至前蒸发器60的制冷剂流动。膨胀装置被构造为改变子系统52中的制冷剂的压力和温度。膨胀装置78可以是具有可电控关闭特征的热膨胀阀或者可以是电子膨胀阀。第二膨胀装置80设置在导管70上并控制至后蒸发器62的制冷剂流动。第二膨胀装置80可以与第一膨胀装置类似。前蒸发器60经由导管74连接到回流导管76，后蒸发器62经由导管72与回流导管76连接。回流导管76在热交换器82和蒸发器之间连接。导管77在热交换器82和压缩机57之间连接。中间热交换器82是可选的。气候控制系统50包括与各个气候控制部件进行电子通信的控制器100。图2中虚线示出了控制器100和部件之间的电连接。如上所述，控制器可经由数据总线或专用线缆与各个部件相接。蒸发器60和蒸发器62分别包括温度传感器84和温度传感器86，其被配置为向控制器100发送指示对应的蒸发器的温度的信号。利用这些温度信号和其它信号，控制器100可确定气候控制系统50的操作状况。制冷剂子系统52还包括具有冷却器90和第三膨胀装置92的冷却器制冷剂线路89。冷却器制冷剂线路89可包括在配件96处连接到导管66并连接到冷却器90的制冷剂入口侧101的供应导管94。第三膨胀装置92可以与如上所述的第一膨胀装置78类似。回流导管98可连接到电池冷却器90并连接到回流导管77。回流导管98在一端连接到冷却器的制冷剂出口侧102并在另一端与导管77连接。可选地，回流导管98可连接到电池冷却器90并经由导管76连接到车厢回路56，图2中未示出。车辆还包括以多个不同模式(诸如，电池加热模式或电池冷却模式)操作的电池热管理系统。电池热管理系统包括经由冷却器90将热散发至制冷剂子系统52的电池冷却剂子系统54(示出)，和经由散热器将热散发至环境空气的散热器回路(未示出)。根据电池冷却要求、环境空气温度和其它因素，这两个回路可以串联操作或彼此独立地操作。电池冷却剂子系统54将流体连通的牵引电池24(或电池冷板)和冷却器90连接。子系统54包括设置在第一导管106上的冷却器泵104，第一导管106连接在电池24和冷却器90的冷却剂入口侧114之间。第二导管108连接在冷却剂出口侧116和电池24之间。冷却剂入口温度传感器110靠近入口侧114设置在导管106上。传感器110被配置为向控制器100输出指示循环到冷却器90中的冷却剂的温度的信号。冷却剂出口温度传感器112靠近出口侧116设置在导管108上。传感器112被配置为向控制器100输出指示从冷却器90流出并进入电池24的冷却剂的温度的信号。电池冷却器90可具有任何适合的构造。例如，冷却器90可具有在使冷却剂子系统54和制冷剂子系统52中的热交换流体不混合的情况下促进热能传递的板翅式构造、管翅式构造或管壳式构造。在电池冷却器与车厢AC系统(诸如制冷剂子系统52)流体连通的系统中，如果AC系统不具有足够的容量来冷却处于它们各自负荷下的车厢和电池两者，则可能对车厢空气的温度产生潜在的负面影响。例如，在热天，经由AC系统同时冷却电池和乘员车厢会使车厢蒸发器的出口温度升高到超过目标温度，这使吹送到车厢中的空气变得比驾驶员请求的更暖。当车厢温度不符合需求的温度时，车厢的乘员可能会觉得不满意。由此，在组合的负荷超过容量的情况下，车辆可能需要在满足车厢需求与满足电池需求之间作出选择。在一个实施例中，可对系统进行设计以平衡车厢需求和电池需求。基于AC系统52的状况，可控制泵104的转速以及通过冷却器的冷却剂流动，以首先满足车厢的需求，同时管理留给电池冷却器的AC容量。此外，控制器可被配置为确定制冷剂系统的容量(例如，“冷却器容量”)以接受额外的热，并基于冷却器容量将适量的冷却剂输送至冷却器，并由此增加通过冷却器90的制冷剂，以提供该容量。在示出的实施例中，冷却器泵104的转速被解读为通过冷却器的冷却剂流，并且可用于控制流到冷却器90的制冷剂的百分比与(versus)经由导管68或70绕过冷却器的制冷剂的百分比。根据车厢AC系统52的状况，可控制泵转速以将百分之0和百分之100之间的冷却剂输送至冷却器。此外在另一实施例中，如果没有冷却器容量可用，则电池冷却剂系统可试图利用散热器结合风扇一起来冷却电池。在一些情况下，对于给定的电池负荷，散热器和风扇可能无法实现足够低的电池冷却剂温度。为了防止过热，控制器可对电池进行功率限制，以防止过热。由控制器100执行的控制逻辑或功能可由一个或更多个附图中的流程图或类似图表来表示。这些图提供可使用一个或更多个处理策略(诸如，事件驱动、中断驱动、多任务、多线程等)实现的代表性的控制策略和/或逻辑。如此，示出的各种步骤或功能可以以示出的顺序执行、并行执行或在一些情况下被省略。尽管并不总是明确地示出，但是本领域普通技术人员将认识到，根据所使用的特定处理策略，所示出的一个或更多个步骤或功能可以重复执行。类似地，所述的处理顺序对于实现本文所述的特征和特点而言并不是一定需要的，而是为了便于说明和描述而提供的。控制逻辑可以主要在由基于微处理器的车辆、发动机和/或动力传动系统控制器(诸如，控制器100)执行的软件中实现。当然，根据具体应用，控制逻辑可以在一个或更多个控制器中的软件、硬件或软件与硬件的组合中实现。当在软件中实现时，控制逻辑可设置在一个或更多个计算机可读存储装置或介质中，该计算机可读存储装置或介质存储有代表由计算机执行以控制车辆或其子系统的代码或指令的数据。计算机可读存储装置或介质可包括多个已知物理装置中的一个或更多个，所述物理装置使用电、磁和/或光学存储器来保存可执行指令和相关联的校准信息、操作变量等。图3是示出用于控制空调系统的逻辑的流程图300。首先，控制器可在301处通过确定是否已经接收到将要到来的用于冷却器的请求而开始。如果冷却器没有被请求，则可能不存在确定冷却器容量的需要，并基于电池需求和电池冷却回路来确定泵转速。然而，如果冷却器已经被请求，则可在303处需要确定车厢是否也正在被冷却。在305处，在车厢没有被冷却的情况下，电池会是需要被冷却的部件。可利用电池冷却剂系统的冷却器来冷却电池。由此，在步骤307处泵可以全速运行通过冷却器。由此，在309处，可响应于电池冷却剂温度误差来限定压缩机转速。电池冷却剂温度误差可以是目标电池入口冷却剂温度和实际的电池入口冷却剂温度之间的差。当冷却器在使用中时，可使用这个差来确定电池冷却需求是否被满足以及车厢是否没有被冷却(例如，通过蒸发器)。可利用使用目标电池入口冷却剂温度和实际的电池入口冷却剂温度之间的差的比例积分(PI)控制器来确定压缩机转速。在车厢被冷却的情况下，在步骤311处控制器可通过计算目标蒸发器温度和实际的蒸发器温度之间的差来确定蒸发器误差。控制器可通过利用各个输入(诸如，车厢设置点(例如，由用户设置的温度设置点)、车厢温度、环境温度、太阳能负荷和其它工况)来计算目标蒸发器温度。在步骤313处，控制器可(例如，利用图5A中的映射表)确定车厢热负荷。如下所述，车厢热负荷是鼓风机转速和环境空气温度的函数。控制器可被配置为确定AC系统的总容量、总容量中由车厢蒸发器使用的量(也称为蒸发器容量)以及可用于冷却器的冷却器容量(如果需要的话)。冷却器容量是制冷剂系统的用于从冷却器接收额外的热的储备容量。冷却器容量可以等于总系统容量减去蒸发器容量。控制器可被配置为根据车厢热负荷以及目标蒸发器温度和测量的蒸发器温度之间的温度差来确定冷却器容量。蒸发器的目标温度是基于驾驶员请求的车厢温度、环境空气温度、太阳负荷和气候控制模式的。例如，如果驾驶员请求21摄氏度的车厢温度，则控制器可包括指示2-9摄氏度范围内的目标蒸发器温度与6摄氏度的典型的目标蒸发器值之间的映射。车厢热负荷是环境空气温度和使空气在蒸发器上循环的车厢鼓风机的转速的函数。示例性高负荷发生在鼓风机为高挡(HIGH)且环境空气高于30摄氏度时，示例性低负荷发生在鼓风机为低挡(LOW)且环境空气低于20摄氏度时。热负荷还可考虑环境空气温度、车厢温度设置点、太阳负荷和车辆乘员的数量。环境空气温度可参考进入HVAC系统的进气温度。此外，该进气可直接来自车辆的外部或环境空气，或者在完全再循环设置(full recirculation setting)、部分再循环设置(partialrecirculation setting)或这两者的组合下来自于车厢。在可替代的实施例中，热负荷可考虑来自进气温度传感器的温度。在步骤315处，可确定可用于冷却器的空调(A/C)容量。可利用将冷却器容量映射为车厢热负荷和蒸发器误差的函数的查找表来确定冷却器空调可用性。冷却器空调容量可以是在步骤313处计算的车厢热负荷和在311处计算的蒸发器误差之间的函数。控制器还可确定冷却器容量是否大于零。如果冷却器容量为零，则不能使用冷却器冷却电池。由此，控制循环回到开始。如果冷却器容量大于零，则控制行进到操作317，并且控制器将冷却器容量转换成最大泵转速。在步骤317处，控制器可开始冷却车厢和电池。在步骤319处，控制器可开始计算泵转速，并输出目标泵转速。可利用诸如电池冷却剂温度和目标电池冷却剂温度的因素来计算泵转速。另外，可基于冷却剂的容量将限制设置成最大泵转速。如参照图4更加详细地描述的，可利用多个因素来确定目标泵转速。在操作321处，控制器可确定电池中各个电池单元的温度。可使用电池内的传感器确定每个电池单元的温度，并且这些传感器可以与一个或更多个控制器通信。每个电池单元各自的温度可用于确定电池中的电池单元之间的温度变化。控制器可被配置为包括用于确定温度变化的限定阈值。控制器可用于确定电池单元温度之间的变化是否增大到高于阈值。电池单元之间的温度变化可逐渐增大(grow apart)，并且电池的温度梯度可变得过大。电池单元之间的温度变化的这种增加可能需要满流量(full)的冷却剂流来冷却电池从而避免温度波动。这可能需要车辆的热管理系统优先冷却电池，而不是使电池冷却稳定地斜坡增加，以防止排放至车厢的空气的温度波动。如果电池温度是均匀的或者电池单元与电池单元之间的温度变化低于阈值，则车辆的热管理系统可使电池的冷却效果斜坡增加。这可有益于避免车厢温度大幅波动。如果电池单元的温度变化高于阈值，则在操作323处泵可以以最大转速运行或者以冷却器的容量所限定的最大转速运行。这个逻辑可防止电池温度的梯度较大，以提高电池的耐用性。在操作327处，控制器可利用查找表以使目标泵转速根据冷却器容量而随时间斜坡增加。可以以减轻车厢中的冷却作用的温度波动的方式来限定查找表。可根据由冷却器入口传感器110中的传感器测量的冷却剂温度而随时间分配斜坡增加的转速。在另一实施例中，如果冷却器入口传感器110是不可用的，则斜坡增加的转速可在有所偏移的情况下基于传感器112测量的冷却剂温度而随时间分配。这可有助于在设置的泵转速变化速率下减轻对车厢空气温度波动的影响。例如，可限定泵流量以管理冷却器的容量，以允许制冷剂系统对电池和车厢之间的温度需求作出响应。换句话说，泵转速变化速率或泵将从零增加至目标转速的速度是冷却剂温度有多热的函数。例如，如果冷却剂为50摄氏度，则泵可能用十秒达到目标转速。但如果冷却剂为30摄氏度，则泵可能用五秒达到目标转速。在操作329处，可响应于计算目标蒸发器温度和实际的蒸发器温度之间的差来限定压缩机转速。当首先请求冷却车厢时，蒸发器误差或蒸发器目标温度和实际的蒸发器温度之间的差处于其最大值，并且如果冷却器也在运行，则整个车厢冷却可能被延长。当在“仅车厢”的情况下或在车厢和冷却器同时运行时请求冷却车厢时，可利用使用目标蒸发器温度和实际的蒸发器温度之间的差的比例积分(PI)控制器来确定压缩机转速。基于电池冷却剂误差(该误差是目标电池冷却器温度和由传感器112测量的实际的电池冷却剂温度之间的差)来确定压缩机转速PI控制器处于仅冷却器的模式。此外，可根据模式而致动制冷剂阀78、80和92打开或关闭。例如，控制器可在前车厢或后车厢运行时打开阀78或80，并且若没有请求冷却器则关闭阀92。在冷却器运行时，控制器可打开阀92。另外，在仅冷却器模式期间，可关闭阀78和阀80，同时可打开膨胀阀92以允许制冷剂流到冷却器。仅冷却器控制可使冷却器泵104以全速运行，并基于电池冷却剂误差确定压缩机转速。当车厢也在运行时，可利用冷却器泵104控制电池或冷却器容量。图4示出了用于控制空调系统中的冷却器泵104的转速的逻辑的流程图。在操作401处，电池温度控制器可接收来自传感器的信息，以在操作403处确定电池冷却剂的温度。此外，控制器还可在操作404处基于限定将要处在的电池冷却剂理想温度的查找表来限定目标电池冷却剂温度，以便空调系统冷却车厢和电池两者。在操作405处，控制器可通过确定电池冷却剂温度的实际温度和目标温度之间的差来限定误差。在操作407处，PI控制器可接收用于电池冷却剂温度的误差。在操作409处，PI控制器可利用该误差产生理想的泵转速的输出或者调节泵转速。可利用查找表等将泵转速调节量映射到电池冷却剂温度的误差。虽然泵转速可以是期望的，但利用基于冷却器容量的泵转速可能并不总是可行的或有利的。在操作411处，可基于冷却器容量调节或减小最大泵转速，控制器可基于冷却器容量来限定用于设置泵转速的限幅(clip)或限制，并在操作413处产生目标泵转速命令。虽然可通过冷却器的各种容量水平来确定设置值，但在一个实施例中容量可具有多个不同的设置值。设置值可用于将冷却器容量转换成泵转速。例如，被分类为“1”的冷却器容量可对应于将25％的冷却剂输送至冷却器的泵转速。在另一示例中，如果冷却器容量被限定在最小水平(例如，水平“1”)，则冷却剂泵可以以理想转速的大约25％运行。在另一示例中，如果冷却器容量被限定在减小的水平(例如，水平“2”)(该水平可大于最小水平但小于满的水平)，则冷却剂泵可以以理想转速的大约50％运行。在另一实施例中，如果冷却器容量是满的(full)或处于比所述减小的水平高的水平，则冷却器容量用来冷却电池是绰绰有余的，并且输送过多的冷却剂通过冷却器可能使电池过冷却。因此，温度控制器将接管并且将不使用盒411上的最大限幅，但温度控制器将限定理想泵转速以与电池需求匹配。可基于目标电池入口冷却剂温度和测量的电池入口冷却剂温度之间的差来控制冷却剂泵转速。这种泵转速和设置值仅为示例而不是限制。图5A是根据鼓风机转速和环境空气温度绘制车厢负荷的示例性图表。虽然图表是示例性的，但图表指示了随着鼓风机转速百分比相比于环境空气温度的变化，车厢负荷可以改变。例如，随着鼓风机转速增加和环境空气温度升高，车厢负荷可增加。可将负荷表存储在控制器的存储器中。控制器可包括在不同的工况期间选择性地使用的一个或更多个负荷表。在该表中，负荷随着空气温度的升高和鼓风机转速的增加而增加。鼓风机转速可由百分比来表示。图5B是根据车厢负荷和车厢蒸发器误差(例如，实际的蒸发器温度和目标蒸发器温度之间的差)绘制冷却器可用性的示例性图表。如图5B所示，负荷和蒸发器误差可影响冷却器容量。在一个示例中，如果蒸发器误差高于3摄氏度，则冷却器是不可用的。在另一示例中，在不同的车厢负荷下根据蒸发器误差(2摄氏度)，冷却器可能需要在最小的冷却器容量进而在最小的泵转速下操作。如图表的左手侧所示出的，冷却器还可以是满的，例如当蒸发器误差为0.5时。最后，在另一情况下，冷却器容量可减小。虽然图表考虑了冷却器的四种情况/设置值，但可存在根据负荷和蒸发器误差而限定的其他的或减小的情况/设置值。例如，如果蒸发器误差等于零，则可冷却车厢。如果蒸发器误差较大(例如，大于3摄氏度)，则不能以期望的速率冷却车厢，或排放的空气的温度是高的。流入到车厢的空气排放温度可以与蒸发器的温度成正比。因此，任何的蒸发器温度波动会导致车厢排放空气温度的波动。因此，理想的是，当蒸发器误差接近零或低于零时，向冷却器提供容量可能是有益的。随着蒸发器误差变为正，可能需要减小冷却器容量，以使排放至车厢中的空气温度不会升高。 | 本公开涉及电气化车辆中使用电池冷却剂泵控制电池冷却的方法。一种用于车辆的气候控制系统，包括控制器，所述控制器与被构造为冷却车辆电池的冷却器和被构造为冷却车辆车厢的蒸发器通信。控制器被配置为基于电池冷却剂温度和目标电池冷却剂温度之间的差而输出目标冷却器泵转速，以减轻进入车厢的空气的温度波动，并响应于可用的冷却器容量而限制所述目标冷却器泵转速。 | CN:201810077116.3A | https://patentimages.storage.googleapis.com/51/91/c0/475d2f2a2220af/CN108357333B.pdf | CN:108357333:B | 安吉尔·弗南德·珀拉斯, 蒂莫西·诺亚·布兰兹勒, 肯尼斯·J·杰克逊 | Ford Global Technologies LLC | NaN | Not available | 2023-06-13 | 1.一种用于车辆的气候控制系统，包括：, 控制器，与被构造为冷却车辆电池的冷却器和被构造为冷却车辆车厢的蒸发器通信，控制器被配置为基于电池冷却剂温度和目标电池冷却剂温度之间的差而输出目标冷却器泵转速，以减轻蒸发器的温度波动，并响应于可用的冷却器容量而限制所述目标冷却器泵转速。, \n \n, 2.如权利要求1所述的气候控制系统，其中，响应于所述冷却器容量调节泵转速。, \n \n, 3.如权利要求2所述的气候控制系统，其中，利用将车辆的车厢热负荷与蒸发器温度和目标蒸发器温度之间的差相映射的查找表来限定所述冷却器容量。, \n \n, 4.如权利要求2所述的气候控制系统，其中，所述泵转速被确定为使得：随着冷却器容量的增加，循环中至冷却器出口的冷却剂增加。, \n \n, 5.如权利要求4所述的气候控制系统，其中，所述泵转速包括第一转速，所述第一转速被配置为响应于所述冷却器容量是满的而以第一速度输出冷却剂。, \n \n, 6.如权利要求4所述的气候控制系统，其中，所述泵转速包括第二转速，所述第二转速被配置为响应于所述冷却器容量未满而以低于第一速度的第二速度输出冷却剂。, \n \n, 7.如权利要求1所述的气候控制系统，其中，所述控制器进一步被配置为确定车辆电池中的电池单元的温度变化。, \n \n, 8.如权利要求7所述的气候控制系统，其中，所述控制器进一步被配置为响应于车辆电池中的电池单元的温度变化低于限定车辆电池中的温度梯度的温度梯度阈值而限定目标冷却器泵转速。, \n \n, 9.如权利要求7所述的气候控制系统，其中，所述控制器进一步被配置为响应于车辆电池中的电池单元的温度变化高于限定车辆电池中的温度梯度的温度梯度值而输出最大的目标冷却器泵转速。, 10.一种用于车辆的气候控制系统，包括：, 冷却器，用于冷却车辆中的电池；, 蒸发器，用于冷却车辆中的车厢；, 车辆控制器，与冷却器和蒸发器通信，并被配置为根据可用的冷却器容量生成冷却器的目标冷却器泵转速的输出，以减轻蒸发器的温度波动，所述目标冷却器泵转速与电池的温度和电池的目标温度之间的差对应。, \n \n, 11.如权利要求10所述的气候控制系统，其中，控制器被配置为利用将所述目标冷却器泵转速映射到所述差的查找表来限定所述目标冷却器泵转速。, \n \n, 12.如权利要求10所述的气候控制系统，其中，通过将车厢热负荷与蒸发器的温度和蒸发器的目标温度之间的差相映射的查找表来限定所述冷却器容量。, \n \n, 13.如权利要求10所述的气候控制系统，其中，车辆控制器进一步被配置为利用将冷却器容量与时间映射的查找表而使目标冷却器泵转速斜坡变化，以达到目标冷却器泵转速。, \n \n, 14.如权利要求10所述的气候控制系统，其中，控制器进一步被配置为响应于电池的电池单元与电池单元的温度分布超过电池单元与电池单元的温度阈值而限定目标冷却器泵转速。, \n \n, 15.如权利要求10所述的气候控制系统，其中，控制器进一步被配置为响应于冷却器容量低于冷却器容量阈值而限定目标冷却器泵转速的限制，以达到目标冷却器泵转速。, \n \n, 16.如权利要求15所述的气候控制系统，其中，响应于所述冷却器容量处在第一水平，所述限制将目标冷却器泵转速减小到第一阈值百分比。, \n \n, 17.如权利要求15所述的气候控制系统，其中，响应于所述冷却器容量处在大于第一水平的第二水平，所述限制将目标冷却器泵转速减小到大于第一阈值百分比的第二阈值百分比。, \n \n, 18.如权利要求15所述的气候控制系统，其中，响应于所述冷却器容量大于第一水平和第二水平，所述限制不使目标冷却器泵转速减小。, 19.一种车辆中气候控制的方法，包括：, 以冷却器的目标冷却器泵转速冷却车辆的电池和车厢，目标冷却器泵转速与电池的温度和电池的目标温度之间的差对应，其中，目标冷却器泵转速不超过由查找表限定的限制，所述查找表通过将车厢负荷和蒸发器温度与蒸发器目标温度之间的差相映射来识别冷却器容量。 | CN | China | Active | B | True |
| 79 | Electric battery rapid recharging system including a mobile charging station having a coolant supply line and an electrical supply line \n | US11276890B2 | This is a Continuation of U.S. patent application Ser. No. 14/235,714 filed Jun. 11, 2014 which is a National Phase of International Patent Application PCT/US2012/044218, filed Jun. 26, 2016, which claims the benefit of U.S. Provisional 61/513,189, filed Jul. 29, 2011. All of the above applications are hereby incorporated by reference herein.\nThe present invention relates generally to electric battery recharging and more specifically to an electric battery rapid recharging system and method for military and non-military applications.\nThe military uses various devices in a number of different environments and for a number of different purposes. Military devices which include an electric battery are often used in an unpredictable and unforeseeable manner and in locations where external electrical power is not readily accessible. Military devices which include an electric battery include armed and unarmed transportation vehicles, artillery devices, and other devices carried in the field by military personnel. Extra batteries may be carried in support of such military devices due to the limited energy content of electric batteries and the length of time needed to recharge electric batteries. The weight and volume of the extra batteries may impair the mobility of military devices and personnel as well as adding higher cost and disposal problems. While an increased battery energy density would reduce the weight and volume of the extra batteries, unfortunately, the availability of batteries with increased energy density is only slowly increasing. In non-military applications, extra batteries may be purchased to avoid an inconveniently long time to recharge.\nThe present invention provides a method for rapidly recharging a military device having an electric battery. The method includes rapidly recharging the military device and the recharging includes delivering coolant to the military device to cool the electric battery.\nA mobile rapid charging station is also provided. The mobile rapid charging station includes a charging source providing an electrical charge; a coolant source providing coolant; and a connector having both an electrical supply section delivering the electrical charge and a coolant supply section delivering the coolant, and capable of connecting to a military device.\nA military device is also provided. The military device includes an electric battery powering the military device, a charging connector receptacle, a coolant conduit between the electric battery and the receptacle, and an electrical power connection between the electrical battery and the receptacle.\nA non-military non-vehicular device is also provided. The non-military non-vehicular device includes an electric battery powering the non-military non-vehicular device, a charging connector receptacle, a coolant conduit between the electric battery and the receptacle and an electrical power connection between the electric battery and the receptacle.\nA method for rapidly recharging a device having an electric battery for powering the military device is also provided. The method includes moving a mobile charging station to the location of the device and rapidly recharging the electric battery using the mobile charging station. The recharging includes delivering coolant to the device to cool the electric battery during the recharging.\nA method for rapidly recharging a device having an electric battery for powering a device is also provided. The method includes moving a mobile charging station to the location of the device and rapidly recharging the electric battery to at least a 50% capacity within ten minutes. The recharging includes delivering coolant to the device to cool the electric battery during the recharging.\nA method for recharging a non-military non-vehicular device having an electric battery is also provided. The method includes recharging the non-military non-vehicular device. The recharging includes delivering coolant to the non-military non-vehicular device to cool the electric battery.\nThe present invention is described below by reference to the following drawings, in which:\n FIG. 1a schematically shows a rapid battery charging station for charging military devices powered by electric batteries according to an embodiment of the present invention;\n FIG. 1b schematically shows a mobile rapid battery charging station for charging military devices powered by electric batteries according to another embodiment of the present invention;\n FIG. 2 schematically shows an electric battery for charging according to an embodiment of the present invention;\n FIG. 3 shows a graph plotting battery temperature versus time for a three-cell battery rapidly charged at a 20 minute rate;\n FIG. 4 schematically shows coolant flowing through interconnectors of the electric battery shown in FIG. 2;\n FIG. 5 schematically shows an electric battery of a tank being charged by a rapid battery charging station;\n FIG. 6 schematically shows an electric battery of a rail gun being charged by a rapid battery charging station;\n FIG. 7 schematically shows an aircraft as a mobile rapid battery charging station; and\n FIG. 8 schematically shows a marine vehicle as a mobile rapid battery charging station.\nBecause of the unpredictable and unforeseeable manner and the remote locations in which military devices are used, it may be advantageous to power the military devices using electric batteries that are quickly recharged using rapid recharging stations that are mobile or are located at military bases. Combining the availability of rapid charging with overnight charging, may further increase the convenience and appeal of powering military devices with electric batteries. Increased production of rapidly-rechargeable electric batteries and rapid recharging stations for military purposes may also achieve economies of scale that may increase the use of rapidly-rechargeable electric batteries and rapid recharging stations in non-military vehicles and non-military non-vehicular applications.\nEmbodiments of the present invention provide high power DC electric supply charging stations capable of delivering up to 300 kW per electric battery (e.g., for 6 minutes charging of a 30 kWh electric battery) or more together with a coolant for cooling the electric battery during charging so that the battery does not overheat (up to ˜50 kW of heat for example may be expected to be generated during 6 minutes of charge time). Conventional cooling techniques, such as cooling the surface or exterior of high voltage electric batteries, may not efficiently cool the heat generated by rapid charging stations delivering up to 300 kW or more per electric battery. Because heat generated by charging is primarily generated internally within the electric battery, cooling the external surface of the electric battery is inefficient and high temperature gradients within the battery stack itself may lead to battery damage and early failure due to an undesirable rise in temperature, increasing costs and the likelihood of dangerous thermal runaway of the battery.\nFurther, embodiments of the present invention may allow for an efficient and safe method of internal battery stack cooling during high rate charging and may provide a unique and highly effective universal thermal management system. Additionally, the embodiments only add minimal onboard volume and weight to military devices powered by electric batteries because the coolant and an optional heat exchanger are external to the military devices and are applied only during charging.\n FIGS. 1a and 1b schematically show rapid charging stations 10 a, 10 b respectively for charging military devices 20 or non-military devices powered by electric batteries 30 according to embodiments of the present invention. In some preferred embodiments, military devices 20 include land combat and transportation vehicles, such as armored personnel carriers, light armored vehicles, mine protected vehicles, self-propelled howitzers, 4×4 utility vehicles, command and forward observation vehicles, self-propelled mortars, self-propelled guns, tanks 110 (as schematically shown in FIG. 5), artillery trucks, air defense command vehicles, C4i equipment, unmanned combat vehicles (i.e., drones), robots and infantry fighting vehicles. In other preferred embodiments, military devices 20 include stationary applications including battery powered back-up systems and UPS for command and control systems such as C4i and for hospitals as well as primary energy sources for artillery devices such as rail guns 120, as schematically shown in FIG. 6. In additional preferred embodiments, military devices 20 include devices carried by military personnel, such as power packs, radios, handheld computers, Global Positioning Systems and encryption devices. In even further preferred embodiments, military devices 20 include components of command stations, such as telemetry systems. In more preferred embodiments, military devices 20 include aircraft and marine vehicles.\nIn other embodiments, rapid charging stations 10 a, 10 b may be used for charging non-military devices that are powered by electric batteries. In preferred embodiments, non-military devices may include non-vehicular applications powered by batteries and examples of such non-military devices benefiting from rapid recharging include power tools, portable electronics, video cameras, UPS back-up systems, emergency lighting, computers, servers, back-up generators, telemetry systems, medical equipment and other devices powered by electric batteries may be charged by rapid charging stations 10 a, 10 b. In additional preferred embodiments, non-military devices may include electric vehicles including cars, trucks, electric boats, ships and aircraft.\n FIG. 2 shows one exemplary embodiment of electric battery 30 in more detail. Electric battery 30 may be a modular battery including a plurality of battery cells 32 separated by a plurality of internal channels 34 in battery 30 in between cells 32. Channels 34 are preferably at least partially filled with porous compressible interconnectors 36, which act to provide an electrically-conducting interconnection between adjacent cells 32 while also allowing coolant to be passed through internal channels 34 between cells 32 to cool cells 32 during charging. FIG. 4 schematically shows coolant 100 flowing through channels 34 and through interconnectors 36 of the electric battery 30. In preferred embodiments, battery 30 is the battery disclosed in U.S. Pub. No. 2009/0239130, which is hereby incorporated by reference herein, with interconnectors 36 and cells 32 being formed in the same manner as the interconnectors and the planar cell modules, respectively, disclosed in U.S. Pub. No. 2009/0239130. Cells 32 each include a positive and a negative electrode, with the positive electrodes connecting to a positive terminal 39 and the negative electrodes connecting to a negative terminal 40.\nCompressible interconnectors 36 can be made any material that has sufficient properties such as, for example a wire mesh, metal or carbon fibers retained in a compressible elastomeric matrix, or an interwoven conducting mat, consistent with the requirement for a compressible flexible electrically-conducting interconnection between adjacent cell plate module surfaces while maintaining sufficient spacing for coolant to be passed through internal channels 34 to cool cells 32 during charging. In the illustrative example in FIG. 2, six cells 32 are contained in a stacked array within an enclosure 25 which, in this embodiment, is of rectangular cross section. Although only six cells 32 are shown, battery 30 may include tens to hundreds of cells interconnected to make a very high-voltage battery stack. Enclosure 25 includes inputs and outputs, which may be automatically opened or closed, allowing coolant to be passed through channels 34.\nIn alternative preferred embodiments, interconnectors 36 may not be electrically and/or thermally conductive, but may simply be provided between cells 32 to space cells 32 apart from each other to form channels 34 between cells. In these embodiments, cells 32 may be formed as insulating pouches with conductive tabs at the ends thereof which allow coolant passing through channels 34 formed by interconnectors 36 to cool cells 32.\nThe power terminals 39, 40 connect internally to the ends of the cell module battery stack through an internal power bus 28 for the positive terminal 39 and electrically conductive enclosure 25 may serve as a negative bus 29 to negative terminal 40 or a negative bus may additionally be provided for negative terminal 40. Enclosure 25 may provided with external multipin connectors 37, 38, which may be electrically connected by sense lines to electrical feed throughs 35, for monitoring cell voltage and cell temperature, respectively. One set of multipin connectors 37, 38 may be provided for each cell 30. In order to provide cell voltage and cell temperature information for controlling the charging of battery 30, multipin connectors 37, 38 may transmit voltage and cell temperature measurements to controller 28 (FIG. 1).\nReferring back to FIGS. 1a, 1b , electric batteries 30 may be each coupled to controller 28 in military device 20, which may determine the state of battery 30 and regulate the operation and charging of batteries 30 accordingly.\nIn FIG. 1a , charging station 10 a is located on a military base 100 or a supermarket or other convenient place and is stationary or non-mobile and may be used for charging handheld military or non-military devices, which may be for example handheld computers 20 a. Charging station 10 a may include a high power charging source 12 for rapidly charging battery 30 and a coolant source 14 for supplying coolant internally to battery 30 via channels 34 (FIG. 2) as battery 30 is rapidly charged by high power charging source 12, which in a preferred embodiment is a high powered DC power source such as an AC/DC power supply connected to a standard AC electrical supply or a diesel-generator, or alternatively a battery, a bank of batteries or super capacitor capable of discharging at high rates and being recharged with off-peak electricity, which is cheaper and less likely to cause power grid disruptions. When charging source 12 includes a battery, a bank of batteries or super capacitor supplying power to battery 30, charging source 12 includes a gas or liquid cooling system as described herein for battery 30 to reduce an undesirable rise in temperature of the battery, bank of batteries or super capacitor of charging source 12. The amount of cooling required by the charging source battery 12 will depend upon the relative size of the battery, bank of batteries or super capacitor of charging source 12 compared to the battery 30 being charged. If the battery, bank of batteries or super capacitor of charging source 12 is ten times larger in battery capacity than the capacity of the battery 30 being charged then no active cooling of the battery, bank of batteries or super capacitor of charging source 12 may be required. A person may bring handheld computer 20 a to charging station 10 a, which in this embodiment is stationary, but in other embodiments may be mobile, and plug a connector 18 c of a supply line 18 of charging station 10 a into a receptacle 27 in handheld computer 20 a. In the embodiment shown in FIG. 1a , supply line 18 extends outside of a base portion 22 of rapid charging station 10 a and includes an electrical supply line 18 a coupled to high power charging source 12 and a coolant supply line 18 b coupled to coolant source 14. Connector 18 c may be inserted into receptacle 27 of handheld device 20 such that connector 18 c is temporarily locked into place in receptacle 27. After charging station 10 a begins charging, rapid charging station 10 a provides current from high power charging source 12 and coolant from coolant source 14 to battery 30 until battery 30 is sufficiently charged. In one preferred embodiment of the present invention, rapid charging station 10 a may charge battery in less than 15 minutes. During charging, sufficient coolant may be pumped from coolant source 14 through supply line 18 and coolant conduit 26 into battery 30 as current is supplied from high power charging source 12 through supply line 18 and electrical conduit 24 to absorb a portion of the heat generated within battery 30 and prevent battery 30 from being damaged or destroyed during the charging due to an undesirable rise in temperature.\nFor non-military devices rapid charging station 10 a could be located near or within a supermarket or other convenient public location for rapid charging of devices including for example electric scooters, golf carts, bicycles, laptop computers and phones. Stationary or non-mobile charging station 10 a may be sufficiently powerful to rapidly charge a much larger battery such as an electric vehicle battery, for example a 30 kWh electric vehicle, and may be used to rapidly recharge an off-board or on-board electric vehicle battery. Rapid recharging of an electric vehicle battery removed from the electric vehicle (off-board) using rapid charging station 10 a may avoid the need to replace the removed electric vehicle battery with another that is prior fully charged at a slower recharge rate thereby reducing the requirement for a large fully-charged replacement battery standing by or in inventory. These examples illustrate the benefits of embodiments the present invention for reducing the number of replacement batteries needed for a variety of battery powered military and non-military applications. The availability and convenience of rapid recharging stations diminishes the need for purchasing extra batteries and the longevity provided by the multiple rechargeability of batteries utilizing embodiments of the present invention may provide environmental and strategic benefits for the United States by reducing battery raw materials importation and processing thereof. For military applications the present invention may help reduce battery stockpiles and logistical battery inventories.\nIn FIG. 1b , charging station 10 b is a mobile charging station, a so called mule, which may be strategically moved to locations where electric batteries 30 of military devices 20 need to be rapidly charged in order to allow electric batteries 30 of military devices 20 to be rapidly charged between overnight or standard charges (i.e., charges in which batteries 30 are charged slowly by stationary charging stations for multiple hours). For example, mobile charging stations 10 b may be ground vehicles, aircraft 130, as schematically shown in FIG. 7, or marine vehicles 140, as schematically shown in FIG. 8, or may be included on or in (either integrally or removably) ground vehicles, aircraft or marine vehicles. In this embodiment, military device 20 is a command station 20 a. \nIn a further embodiment, mobile rapid recharging station 10 b is included with an Integrated Generator-Environmental Control Unit (ECU)-Trailer (ITEG or GET) for military life-support, command and control systems in forward operations centers. The cool air generated by the ECU of the ITEG or GET Trailer is passed through the channels 34 of battery 30 to cool the battery without the need for battery coolant source 14. With reference to FIG. 1b , high power charging source 12 may be the Integrated Generator of the ITEG or GET Trailer and coolant source 14 may be replaced by the ECU, allowing battery 30 to be rapidly recharged for use as a mobile rapid recharging station. Mobile charging stations of the present invention can be used to recharge batteries in non-mobile or other mobile devices including vehicles, boats, ships and aircraft. For non-military devices a mobile rapid charging station could be deployed in emergencies to distant devices with depleted battery energy such as stranded electric vehicles and remote UPS back-up facilities.\nMobile charging stations 10 b may include high power charging source 12 for rapidly charging battery 30 and coolant source 14 for supplying coolant internally to battery 30 via channels 34 (FIG. 2) as battery 30 is rapidly charged by high power charging source 12. Mobile charging station 10 b may be moved to the location of one or more of military devices 20 and connector 18 c on the end of a supply line 18 of mobile charging station 10 b may be inserted either manually or automatically or robotically into a corresponding receptacle 27 of military device 20. In the embodiment shown in FIG. 1b , supply line 18 extends outside of a base portion 22 of mobile charging station 10 b and includes an electrical supply line 18 a coupled to high power charging source 12 and a coolant supply line 18 b coupled to coolant source 14. Connector 18 c may be inserted into receptacle 27 of command station 20 b such that connector 18 c is temporarily locked into place in receptacle 27. After mobile charging station 10 b begins charging, rapid charging station 10 b provides current from high power charging source 12 and coolant from coolant source 14 to battery 30 until battery 30 is sufficiently charged. In one preferred embodiment of the present invention, mobile charging station 10 b delivers up to 300 kW to command center 20 b and may accordingly charge a 600 Volt, 30 kWh embodiment of battery 30, in approximately 6 minutes. During the approximately 6 minutes of rapid charging of the 30 kWh embodiment of battery 30, approximately 50 kW of heat may be generated by cells 32 of the 30 kWh embodiment of battery 30. Without coolant being provided preferably internally to the 30 kWh embodiment of battery 30 during such rapid charging, battery 30 may become permanently damaged or destroyed due to an undesirable rise in temperature. Accordingly, sufficient coolant may be pumped from coolant source 14 through supply line 18 and coolant conduit 26 into battery 30 as current is supplied from high power charging source 12 through supply line 18 and electrical conduit 24 to absorb a portion of the heat generated within battery 30 and prevent battery 30 from being damaged or destroyed during the charging due to an undesirable rise in temperature.\nAccordingly, a method for recharging military devices 20 each having an electric battery 30 may include moving the mobile charging station 20 b, via a ground vehicle, an aircraft or a marine vehicle, to a location of a first military device, then connecting the connector 18 c to receptacle 27 of the first military device. The first military device may be one of a land combat or transportation vehicle, a stationary artillery device, a device carried by military personnel or a component of a command station. The method may then include recharging electric battery 30 of the first military device via the mobile charging station 20 b by supplying electricity from the charging source 12. The electric battery 30 of the first military device including a plurality of cells 32 stacked inside of an enclosure 25, as shown in FIG. 2. The recharging may include delivering coolant from the coolant source 14 through the connector 18 c to the first military device to cool the electric battery 30 so that coolant flows through the enclosure 25. The method may then include moving the mobile charging station 20 b, via the ground vehicle, the aircraft or the marine vehicle, to a location of a second military device for recharging an electric battery 30 of the second military device.\nIn an alternative embodiment, in particular for use when the coolant provided by coolant source 14 is oil or another liquid, but also possibly when the coolant provided is air or another gas, a coolant return conduit may be provided in each of military devices 20 at the output ends of channels 34 to cycle the coolant that has been passed through battery 30 back through supply line 18 into coolant source 14. In this alternative embodiment, an additional coolant return line, either integral with supply line 18 or independent of supply line 18, may also be provided between military device 20 and rapid charging station 10 a, 10 b to recycle the coolant back into coolant source 14. Rapid charging stations 10 a, 10 b may then be provided with a heat exchanger for removing the heat generated within battery 30 from the recycled coolant.\nIn another alternative embodiment, instead of rapid charging stations 10 a, 10 b including single supply line 18, current from high power charging source 12 and coolant from coolant source 14 may be provided to military devices 20 separately, such that two independent supply lines are provided between rapid charging station 10 a, 10 b and military devices 20. For example, the two independent supply lines may be a cable coupled to high power charging source 12 having a connecting plug for removable attachment to an electrical receptacle coupled to electrical conduit 24 and a hose coupled to coolant source 14 having a connecting nozzle for removable attachment to a separate coolant receptacle coupled to coolant conduit 26. In further embodiments of the present invention a supply line may only be used for coolant source 14 and high power charging source 12 may wirelessly charge battery 30 through inductive charging or magnetic resonance charging. In another alternative embodiment, a separate coolant return may be provided and connected to a heat exchanger in rapid charging stations 10 a, 10 b. \nRapid charging stations 10 a, 10 b may each include a controller 70 for controlling the amount of charge supplied to battery 30 from high power charging source 12 and to control the amount of coolant supplied to battery 30 from coolant source 14 (and back into coolant source 14 in embodiments where the coolant is recycled). As military devices 20 are connected to mobile charging stations 10 a, 10 b for charging battery 30, controller 70 may be brought into communication with controller 28 of battery 30 such that controller 70 can regulate the supply of charge from high power charging source 12 and the supply of coolant from coolant source 14 according to the present state of battery 30. For example, if due to the weather conditions or the manner in which military device 20 has been driven, battery 30 is warmer or cooler than usual (for example as measured by connectors 37, 38 shown in FIG. 2), the supply rate and/or temperature of coolant from coolant source 14 may be increased or decreased accordingly. Also, if battery 30 is partially charged and only needs to be charged a small amount, controller 70 can limit the supply of charge from high power charging source 12 to below the maximum charging rate and adjust the flow rate and/or temperature of coolant from coolant source 14 to a corresponding value. Controller 70 may include a memory that correlates the amount of coolant to be supplied to the charge supplied and also optionally to the temperature of battery 30. Controller 28 may also provide controller 70 with information regarding the present chemistry and history of battery 30, as sensed at battery 30, and controller 70 may control the charging and cooling of battery 30 based on the chemistry and history of battery 30 to allow for the safest protocols for recharging battery 30. For example, an older battery 30 may not take the fastest recharging rates or may have a slightly different chemistry and may be charged by mobile charging station 10 a, 10 b according to preset charging and cooling rates stored in controller 70.\nIn one example, battery 30 is a 300 Volt electric battery weighing 100 kg and after a full charge may supply 30 kWh to military device 20. In this example, high power charging source 12 fully charges battery 30 in ten minutes, at 180 kW and battery 30 includes one hundred 3V cells 32 each having a resistance of 1 milliohm. The charging generates approximately 36 kW of heat for 10 minutes (˜6 kWh). In order to sufficiently cool battery 30 during such charging to maintain an acceptable temperature of approximately 45 degrees Celsius, coolant source 14 may provide oil (supplied at 20 degrees Celsius) at a rate of at least 0.73 liters per second (44 liters per minute) or may provide air (supplied at 0 degrees Celsius) at a rate of at least 1800 cubic feet per minute. Across the industry, electric battery charge and discharge rates are referred to using a normalization called a C-rate (C=capacity of the battery). Regardless of the size of an electric battery, a 1C rate on charge or discharge means the battery is fully charged or discharged or discharged in 1 hour. For example a C/8 rate would indicate an eight hour charge or discharge and 2C rate would indicate a half hour charge or discharge. Accordingly, for the above example of charging in ten minutes, battery 30 would have a C-rate of 6C.\nIn another example, to charge a 600 Volt, 24 kWh embodiment of battery 30 in six minutes, high power charging source 62 may be a 240 kW charger, delivering 400 Amps at 600 Volts (DC) for six minutes. Due to substantial heat losses, the power delivered may have to be much higher than if the charging was completely efficient. For example, if there were two hundred cells of 3 Volts each, with a resistance each of one milliohm, there may be 32 kW of heat generated, and an additional minute of charging (approximately seven minutes total) may be necessary.\nIn one embodiment, instead of fully charging battery 30 to 100% of its charge capacity using high power charging source 12, battery 30 may be charged by high power charging source 12 to 80% of its charge capacity in approximately five minutes. This approach of 80% charging may prevent overvoltages in some cells of battery 30. Charging over 80% of the charge capacity of battery 30 may then be accomplished if desirable by tapering down the current supplied by charging source 12 after battery 30 is charged to 80% of its charge capacity. In order to charge the 600 Volt, 24 kWh embodiment of battery 30, after being fully discharged, having two hundred cells of 3 Volts each, with a resistance each of one milliohm, to 80% capacity (19.2 kWh) in five minutes, 2.7 kWh of heat (32 kW over five minutes˜107 Joules) would be generated in battery 30. In order to sufficiently remove 2.7 kWh of heat in five minutes, oil may be passed internally through channels 34 of battery 30 at a minimum of 40 liters/min or air may be passed internally through channels 34 of battery 30 at a minimum of 1600 cubic ft/min. In order to compensate for the inherent delay in heat transfer to the coolant, in preferred embodiments of the present invention, oil or air is passed through at higher rates than the minimum. In these embodiments, for the above mentioned 600 Volt battery, oil may be passed internally through channels 34 of battery 30 at approximately 50 to 200 liters/min or air may be passed internally through channels 34 of battery 30 at approximately 2000 to 8000 cubic ft/min. The cooling rates for larger or smaller batteries may be proportionately higher or lower, respectively.\nA refrigeration unit 16 may be included in rapid charging stations 10 a, 10 b for further cooling the air or oil used to cool battery 30. In particular, refrigeration unit 16 may be particularly advantageous for cooling air and may allow air to be passed internally through channels 34 of battery 30 at rates lower than approximately 2000 to 8000 cubic ft/min.\nIn some embodiments, after battery 30 is rapidly charged by rapid charging station 10 a or 10 b, battery 30 may be internally air-cooled or heated by passing air through interconnectors 36. The air may be supplied using blown air from an existing on-board air conditioning or air-heating system (HVAC) present on certain embodiments of military device 20 (e.g., at least some of the transportation and combat vehicles). For instance, air-blown heating may be used during the coldest days of winter months for efficient and rapid battery warm up, which is advantageous because batteries loose considerable capacity at low temperatures. Then, as the battery heats up to the normal operating temperature, any waste heat generated thereafter may be used for space heating or cooling (e.g., via a small heat pump), thereby utilizing otherwise wasted energy and controlling the rising of the temperature of battery 30 during accelerating and braking transients. In an alternative embodiment, after battery 30 is charged by rapid charging stations 10 a, 10 b, battery 30 may be internally liquid-cooled or liquid-heated by passing liquid through interconnectors 36 from an on-board liquid heat-exchanger cooled or heated respectively by | A method for rapidly recharging a military or a non-military device having an electric battery is provided. The method includes recharging the military or non-military device and the recharging includes delivering coolant to the military or non-military device to cool the electric battery. A military device, a non-military non-vehicular device, a mobile charging station and a stationary charging station are also provided. | US:16/443,221 | https://patentimages.storage.googleapis.com/7f/7b/27/1f8b364bd30a94/US11276890.pdf | US:11276890 | Christopher K. Dyer, Michael L. Epstein, Duncan Culver | Lightening Energy | US:4415847, US:H777:H, JP:H10223263:A, US:6218807, US:6220955, US:20020028376:A1, US:6786226, US:20020026376:A1, US:6426606, US:6476509, US:6997173, US:20050202310:A1, US:20050246557:A1, US:20050285563:A1, US:20060022633:A1, US:20060214642:A1, US:20080277173:A1, US:20070285052:A1, US:20090256523:A1, US:20100008036:A1, US:20080238360:A1, US:20090239130:A1, US:20090273310:A1, US:20100277121:A1, US:20110181242:A1, US:20100192447:A1, US:20110120670:A1, US:20110304297:A1, US:20120018752:A1, US:20120041855:A1, US:20120089256:A1, US:20130020993:A1, US:8587253, US:9233618, US:9786961, US:20150295452:A1, US:20150054460:A1 | 2019-06-17 | 2022-03-15 | 1. A method for recharging a device having an electric battery, the method comprising:\nmoving a charging station to a location of the device and connecting the charging station to the device; and\nrecharging the electric battery by providing an electrical charge from the charging station to the electric battery, the recharging including delivering liquid or gas from the charging station to the electric battery while the electrical charge is provided to the electric battery,\nwherein the recharging of the electric battery includes transmitting cell temperature measurements to a controller of the charging station and, in response to the cell temperature measurements, increasing or decreasing the temperature of gas or liquid delivered from the charging station to the electric battery.\n, moving a charging station to a location of the device and connecting the charging station to the device; and, recharging the electric battery by providing an electrical charge from the charging station to the electric battery, the recharging including delivering liquid or gas from the charging station to the electric battery while the electrical charge is provided to the electric battery,, wherein the recharging of the electric battery includes transmitting cell temperature measurements to a controller of the charging station and, in response to the cell temperature measurements, increasing or decreasing the temperature of gas or liquid delivered from the charging station to the electric battery., 2. A method for recharging a device having an electric battery, the method comprising:\nmoving a charging station to a location of the device and connecting the charging station to the device; and\nrecharging the electric battery by providing an electrical charge from the charging station to the electric battery, the recharging including delivering liquid from the charging station to the electric battery while the electrical charge is provided to electric battery,\nwherein the recharging uses an electrical power that is more than 100 Watts,\nwherein the recharging takes less than an hour,\nwhere liquid is delivered from the charging station to the electric battery at 0.01 liters/min or greater while the electrical charge is provided to the electric battery.\n, moving a charging station to a location of the device and connecting the charging station to the device; and, recharging the electric battery by providing an electrical charge from the charging station to the electric battery, the recharging including delivering liquid from the charging station to the electric battery while the electrical charge is provided to electric battery,, wherein the recharging uses an electrical power that is more than 100 Watts,, wherein the recharging takes less than an hour,, where liquid is delivered from the charging station to the electric battery at 0.01 liters/min or greater while the electrical charge is provided to the electric battery., 3. The method as recited in claim 2 wherein the battery includes a plurality of cells spaced apart by interconnectors, the delivering liquid to the electric battery including delivering liquid to the interconnectors., 4. The method as recited in claim 2 wherein the recharging of the electric battery includes transmitting cell temperature measurements to a controller of the charging station and, in response to the cell temperature measurements, increasing or decreasing the temperature of liquid delivered from the charging station to the electric battery., 5. A method of recharging electric batteries of multiple devices using a charging station, the charging station comprising a charging source providing an electrical charge, a gas or liquid source providing gas or liquid, and a connector having both an electrical supply section outputting the electrical charge from the charging source and a gas or liquid supply section outputting the gas or liquid from the gas or liquid source, the method comprising:\nconnecting the connector to a first device;\nrecharging an electric battery of the first device by providing an electrical charge from the charging station through the connector to the electric battery of the first device, the recharging including delivering liquid or gas from the charging station through the connector to the electric battery of the first device while the electrical charge is provided to electric battery of the first device;\nremoving the connector from the first device;\nconnecting the connector to a second device; and\nrecharging an electric battery of the second device by providing an electrical charge from the charging station through the connector to the electric battery of the second device, the recharging including delivering liquid or gas from the charging station through the connector to the electric battery of the second device while the electrical charge is provided to electric battery of the second device,\nthe first and second devices each being a power tool, a portable electronic, a video camera, a UPS back-up system, an emergency lighting, a computer, a server, a back-up generator, a telemetry system or a piece of medical equipment,\nwherein the electric battery of each of the first and second devices each includes an enclosure, a plurality of cells and a plurality of interconnectors inside the enclosure, the delivering of liquid or gas to the electric battery of the first device including delivering liquid or gas into contact with the interconnectors of the electric battery of the first device, the delivering of liquid or gas to the electric battery of the second device including delivering liquid or gas into contact with the interconnectors of the electric battery of the second device,\nwherein the recharging of the electric battery of the first device includes transmitting cell temperature measurements to a controller of the charging station and, in response to the cell temperature measurements, increasing or decreasing the temperature of gas or liquid delivered from the charging station to the electric battery of the first device.\n, connecting the connector to a first device;, recharging an electric battery of the first device by providing an electrical charge from the charging station through the connector to the electric battery of the first device, the recharging including delivering liquid or gas from the charging station through the connector to the electric battery of the first device while the electrical charge is provided to electric battery of the first device;, removing the connector from the first device;, connecting the connector to a second device; and, recharging an electric battery of the second device by providing an electrical charge from the charging station through the connector to the electric battery of the second device, the recharging including delivering liquid or gas from the charging station through the connector to the electric battery of the second device while the electrical charge is provided to electric battery of the second device,, the first and second devices each being a power tool, a portable electronic, a video camera, a UPS back-up system, an emergency lighting, a computer, a server, a back-up generator, a telemetry system or a piece of medical equipment,, wherein the electric battery of each of the first and second devices each includes an enclosure, a plurality of cells and a plurality of interconnectors inside the enclosure, the delivering of liquid or gas to the electric battery of the first device including delivering liquid or gas into contact with the interconnectors of the electric battery of the first device, the delivering of liquid or gas to the electric battery of the second device including delivering liquid or gas into contact with the interconnectors of the electric battery of the second device,, wherein the recharging of the electric battery of the first device includes transmitting cell temperature measurements to a controller of the charging station and, in response to the cell temperature measurements, increasing or decreasing the temperature of gas or liquid delivered from the charging station to the electric battery of the first device., 6. A method of recharging electric batteries of multiple devices using a charging station, the charging station comprising a charging source providing an electrical charge, a gas or liquid source providing gas or liquid, and a connector having both an electrical supply section outputting the electrical charge from the charging source and a gas or liquid supply section outputting the gas or liquid from the gas or liquid source, the method comprising:\nconnecting the connector to a first device;\nrecharging an electric battery of the first device by providing an electrical charge from the charging station through the connector to the electric battery of the first device, the recharging including delivering liquid or gas from the charging station through the connector to the electric battery of the first device while the electrical charge is provided to electric battery of the first device;\nremoving the connector from the first device;\nconnecting the connector to a second device; and\nrecharging an electric battery of the second device by providing an electrical charge from the charging station through the connector to the electric battery of the second device, the recharging including delivering liquid or gas from the charging station through the connector to the electric battery of the second device while the electrical charge is provided to electric battery of the second device,\nthe first and second devices each being a power tool, a portable electronic, a video camera, a UPS back-up system, an emergency lighting, a computer, a server, a back-up generator, a telemetry system or a piece of medical equipment,\nwherein the electric battery of each of the first and second devices each includes an enclosure, a plurality of cells and a plurality of interconnectors inside the enclosure, the delivering of liquid or gas to the electric battery of the first device including delivering liquid or gas into contact with the interconnectors of the electric battery of the first device, the delivering of liquid or gas to the electric battery of the second device including delivering liquid or gas into contact with the interconnectors of the electric battery of the second device,\nwherein the interconnectors electrically connect the cells of the respective battery.\n, connecting the connector to a first device;, recharging an electric battery of the first device by providing an electrical charge from the charging station through the connector to the electric battery of the first device, the recharging including delivering liquid or gas from the charging station through the connector to the electric battery of the first device while the electrical charge is provided to electric battery of the first device;, removing the connector from the first device;, connecting the connector to a second device; and, recharging an electric battery of the second device by providing an electrical charge from the charging station through the connector to the electric battery of the second device, the recharging including delivering liquid or gas from the charging station through the connector to the electric battery of the second device while the electrical charge is provided to electric battery of the second device,, the first and second devices each being a power tool, a portable electronic, a video camera, a UPS back-up system, an emergency lighting, a computer, a server, a back-up generator, a telemetry system or a piece of medical equipment,, wherein the electric battery of each of the first and second devices each includes an enclosure, a plurality of cells and a plurality of interconnectors inside the enclosure, the delivering of liquid or gas to the electric battery of the first device including delivering liquid or gas into contact with the interconnectors of the electric battery of the first device, the delivering of liquid or gas to the electric battery of the second device including delivering liquid or gas into contact with the interconnectors of the electric battery of the second device,, wherein the interconnectors electrically connect the cells of the respective battery., 7. The method as recited in claim 6 wherein the first and second devices are each a power tool., 8. The method as recited in claim 6 wherein the first and second devices are each a computer or a server., 9. The method as recited in claim 6 wherein the first and second devices are each a back-up generator., 10. The method as recited in claim 6 wherein the first and second devices are each a piece of medical equipment., 11. The method as recited in claim 6 wherein the charging station is a mobile charging station and the method further comprises, after the removing of the connector from the first device and before the connecting of the connector to the second device, moving the charging station from a first location where the first device is located to a second location where the second device is located., 12. The method as recited in claim 6 wherein the interconnectors are flexible., 13. The method as recited in claim 6 wherein the interconnectors maintain sufficient spacing for gas or liquid to be passed through internal channels in the respective enclosure during charging., 14. The method as recited in claim 6 wherein the recharging of the electric battery of the first device includes transmitting cell temperature measurements to a controller of the charging station and, in response to the cell temperature measurements, increasing or decreasing the temperature of gas or liquid delivered from the charging station to the electric battery of the first device. | US | United States | Active | B | True |
| 80 | Electric vehicle power management system \n | CA3040133C | NaN | The present invention relates to a power management system of a pure electric vehicle powered exclusively by batteries which allows the vehicle to carry a load of up to 13 tons, where the system of the present invention is provided with five blocks: a battery system (SBAT) (3), a control and power logic unit (ULCP) (4), a traction system (STR) (5), an auxiliary system (SAX) (36), and a driver's control panel (PCM) 81, where such blocks are interconnected by two buses, CAN bus (128) and Digital/Analogical BDA (129). The battery system has two battery banks (1) and (2) in parallel which are monitored by the BMS (76). The BMS (76) checks whether the voltages at the output of the batteries are the same as the input of the inverter (8) and manages the use of the battery banks in conjunction with the eVSI (73) by operating the battery bank (1) or the battery bank (2) or both depending on the load conditions of each bank. The eVSI (73) coordinates the control and power logic unit (ULCP) (4) which, through its components, controls the flow of energy between the battery banks, the traction system (STR) (5) and the auxiliary system (SAX) (36). | CA:3040133A | https://patentimages.storage.googleapis.com/a9/f0/d5/57294f3d0d070b/CA3040133C.pdf | CA:3040133:C | Paulino HIRATSUKA | Eletra Industrial Ltda | NaN | Not available | 2023-03-21 | 1. An electric vehicle power management system that manages an electric vehicle powered only by electric propulsion with battery power, and having: regenerative electric braking, vehicle gross weight from 8 to 13 tons, net vehicle load capacity from 4 to 6 tons, vehicle power consumption from 0.8 to 1 kWh/km, autonomy from 80 to 120 km, maximum ramp from 20 to 25%, recharging time of batteries by up to 80% of a battery load capacity in 2 to 3 hours, recharging time of batteries up to 100% of the battery load capacity in 3.5 to 4.5 hours, maximum vehicle speed of 80 km/h automatic gearbox, air conditioning, and power steering characterized by comprising:- a battery system (SBAT) comprising a first bank of batteries and a second bank of batteries arranged in parallel, a battery monitoring system (BMS) module, an IHM display, a plug for connection to an external battery charger, an interface module and battery fans;- a control and power logic unit (ULCP) responsible by administration of the battery banks, a traction system, and an auxiliary system controlling an energy flow in the system;- the traction system (STR);- the auxiliary system (SAX); and - a driver's control panel (PCM);and the system is configured to work in two modes, mode of operation and mode of charging batteries;wherein all digital communications are carried out through a CAN bus and analog communications are performed through a Digital/Analogical (BDA) bus connecting the SBAT, the ULCP, the SAX, and the PCM above; Date Recue/Date Received 2022-02-16 wherein the BMS is responsible for monitoring battery levels, current and temperature of the first and second banks of batteries informing the battery levels to the ULCP that checks if the battery levels of the first and second banks of batteries are balanced, and if a charge of each battery bank is equal to or within a minimum 20% of the battery load capacity of the first and second banks of batteries, the ULCP emits an alert signal warning the driver of the vehicle in relation to a state of charge and if there is a high voltage and high load state, the ULCP adjusts the traction system with less power and reduces the power in a traction electric motor of the STR, and, when the charge reaches 10%, the BMS controls a vehicle shutdown; and if the temperature in the first and second banks of batteries is between 41 and 50 C, the BMS informs the temperature to the ULCP that turns battery blowers on, and when the temperature falls to 40 C the battery blowers are turned off; and wherein the ULCP turns on and off a connection of each battery bank with the system based on a balance status between the battery banks in the mode of operation and charging mode. , 2. The system according to claim 1 characterized by the control and power logic unit (ULCP) comprises a control, an emergency contact, a plurality of contacts including first, second, third, fourth, fifth, sixth, seventh, eighth, ninth, tenth, eleventh, twelfth, thirteenth, fourteenth, fifteenth, sixteenth, seventeenth, eighteenth, nineteenth, twentieth, twenty first, twenty second, twenty third, twenty fourth, twenty fifth, twenty sixth and twenty seventh contacts, a plurality of contactors including first, second, third, fourth, fifth, sixth, seventh, eighth, ninth and tenth contactors, a plurality of fuses including first, Date Recue/Date Received 2022-02-16 second, third, fourth, fifth and sixth fuses, a plurality of relays including first, second, third, fourth, fifth, sixth, seventh, eighth, ninth, tenth, eleventh, twelfth, thirteenth, fourteenth and fifteenth relays, a resistor, a brake sensor, a timer preload, and a relief valve for starting a compressor;the traction system (STR) comprises a traction inverter, a traction inverter controller, the traction electric motor, a gearbox, an exchange controller, and a tractor shaft wherein the gearbox is an automatic gearbox that provides six forward, a neutral position and a reverse speed and the gearbox is disposed between the traction electric motor and the tractor shaft; wherein the gearbox multiplies a torque required for the vehicle to achieve ramp-up and final-speed climb performance, and the tractor shaft provides reduction and transfer of an output torque of the traction electric motor and automatic gearbox to tires; and wherein a control module sends a signal to the traction inverter controller inhibiting the traction at a time of gear changes;the auxiliary system (SAX) comprises an auxiliary inverter, an auxiliary inverter controller, a hydraulic pump motor and air conditioning compressor, an air compressor motor, a motor of a cooling system water pump, twenty-eighth, twenty ninth and thirtieth contacts, a DC/DC converter, a converter controller, and an auxiliary battery; and the driver's control panel (PCM) comprises a body and chassis control system (eVSI), the CAN bus, the Digital/Analogical bus (BDA), an ignition switch, a "Battery Load mode" selector, a manual electro-fan switch, an electro-fan relay, a button to enable the traction inverter, a relay of a parking brake, a thirty first contact, a parking brake Date Recue/Date Received 2022-02-16 actuator, a brake pedal, an accelerator pedal, and a gear selector. , 3. A method for managing power of the system from claim 2 in an electric vehicle comprising:- connecting an ignition switch on a driver's control panel (PCM) to energize a first relay of the control and power logic unit (ULCP) of the electric vehicle, - connecting a supply of contactors and a first relay of the ULCP through: a first contact to supply an auxiliary inverter controller of an auxiliary system (SAX) and a traction inverter controller of a traction system (STR) through a second contact of the ULCP, a battery management system (BMS) through a third contact, a battery system (SBAT), through a fourth contact, a fifth contact of the ULCP, the DC/DC converter (SAX) through a sixth contact and a seventh contact of the ULCP, - checking a status and voltage of the first and second banks of batteries of the SBAT, by means of the BMS, and if these two parameters are equal to or within the minimum 20% of the battery load capacity, energizing second and third relays of the ULCP so that, by eighth and ninth contacts of the ULCP first and second contactors of the ULCP are energized, connecting the first and second banks of batteries via power contacts of the ULCP, and if there is an imbalance between the first and second banks of batteries, energizing only one of the first and second banks of batteries via a fourth relay or a fifth relay of the ULCP, and if there is a high voltage and high load state, adjusting the traction system with less power, tenth and eleventh contacts of the ULCP requiring the inverter controller to reduce power in the traction electric motor of the STR, Date Recue/Date Received 2022-02-16 - energizing the DC/DC converter of the SAX via at least one of the power contacts of the ULCP, and depending on a condition of the first and second banks of batteries, supplying power to a 24 volt DC system and maintaining loaded auxiliary batteries of the SAX, - energizing a preload timer and preload contactor of the ULCP via a timer contact of the ULCP, which in turn closes a twelfth contact of the ULCP and, through a preload resistor of the ULCP, loads filter capacitors of inverters of the STR and of the SAX, and when a voltage of the filter capacitors reaches a same voltage level as the first and second banks of batteries, a sixth relay of the ULCP is energized by the inverter controller of the STR and a thirteenth contact of the ULCP energizes a third contactor of the ULCP that connects first and second banks of batteries to the system via a first power contactor of the ULCP, - energizing a seventh relay via the third contactor and energizing the auxiliary inverter of the SAX through a thirteenth contact of the ULCP, and generating a three-phase 220VAC network by powering auxiliary motors of the SAX via fourteenth, fifteenth and sixteenth contacts of the SAX and fourth, fifth and sixth contactors of the ULCP, respectively, where control of fourteenth, fifteenth and sixteenth contacts is dependent on energizing of a seventeenth contact of a seventh relay of the ULCP that is energized when the ignition switch of the PCM is switched on, and in an event of an overload on the auxiliary motors, thermal relays are turned off by opening the fourth, fifth and sixth contactors, - energizing one or more of a relief valve for starting a first air compressor by a timed contact in 12 seconds of the auxiliary inverter by connecting the SAX, the DC/DC converter, Date Recue/Date Received 2022-02-16 a hydraulic pump, a second air compressor, and a cooling and air conditioning system, if any of these are connected to the system by a system operator, - closing an eighteenth contact of the ULCP of the eighth relay of the ULCP after the energizing the third contactor of the ULCP when a condition of the first and second banks of batteries state is satisfied, and pushing a first button of the PCM by sending a digital signal to an eVSI module of the PCM, which in turn sends a signal through a CAN bus to enable the inverter controller of the STR, satisfying conditions for the traction electric motor to start up, and - selecting a gear by a gear selector of the PCM and turning on an accelerator pedal of the PCM by energizing an eighth relay of the ULCP through nineteenth and twentieth contacts, indicating that the traction inverter of the STR is enabled and optionally activating an electro-fan of a cooling system via a switch on the PCM. , 4. The method according to claim 3, wherein a small electric braking rate is applied to the vehicle in motion when an accelerator of the PCM is released and the STR supplies electrical energy to the first and second banks of batteries. , 5. The system according to claim 2, that is configured so that, when in operation the brake pedal is pressed, an amount of electrical energy supplied to the first and second banks of batteries increases proportionally to the position of the brake pedal. , 6. The system of claim 1 that is configured so that, when the vehicle is in operation, the BMS monitors the balance, the current and the temperature of the first and second banks of batteries, and in case of failure, the SBAT energizes the Date Recue/Date Received 2022-02-16 second and third relays of the ULCP to turn off the first and second contactors of the ULCP thereby disconnecting the first and second banks of batteries from a remainder of the system. , 7. The system of claim 2 that is configured so that, if the temperature of the first and second banks of batteries is between 41 and 50 C, the BMS controls the thirteenth relay of the ULCP so that via a thirty second contact in the ULCP, the battery blowers are energized and, when the temperature falls to 40 C the battery blowers are turned off. , 8. The system of claim 1 that is configured so that if in operation the first and second banks of batteries charge reaches 20%, an alert signal warns a driver of the vehicle in relation to the state of charge, and, when the first and second banks of batteries charge reaches 10%, the BMS controls a vehicle shutdown. , 9. The system according to claim 2, that is configured so that, in operation the second relay of the ULCP initiates energizing the system and also turns off the system. , 10. The system according to claim 3, wherein the DC/DC converter of the SAX has a protection fuse at its output and the SAX includes a battery switch configured to shut off all vehicle control energy when the battery switch is opened. , 11. The system according to claim 2, further comprising an emergency button on the PCM and an emergency contact in the ULCP that, when actuated by the emergency button, turns off the second relay which, in turn opens the ninth contact, and commutates off all contactors and relays, turning off all vehicle systems. Date Recue/Date Received 2022-02-16 , 12. The method of claim 3, in which a load state of the first and second banks of batteries is determined by the steps:- switching on the ignition switch of the PCM, - pressing the battery load mode selector in the PCM, - applying a parking brake in the PCM, - energizing an eighth relay of the PCM via a twentieth contact of the ninth relay, which energizes the tenth relay of the ULCP, - connecting a plug in the SBAT after checking the first and second banks of batteries by the BMS connected via at least one of the power contacts of the ULCP, - energizing the tenth relay and a twenty first contact not allowing the third contactor of the ULCP to energize, by keeping the first power contactor of the ULCP open, by holding the traction system and auxiliary system de-energized, - sending a digital signal to the eVSI module via twenty second and twenty third contacts of the ULCP, which in turn informs an interface module of the SBAT via a CAN network that the external charger can be switched on, enabling the vehicle to recharge the first and second banks of batteries, wherein the interface module of the SBAT informs the BMS that it is in a battery load mode through an eleventh relay of the ULCP and also actuates the tenth relay of the ULCP, which in turn, connects the external charger to the vehicle through a second power contactor of the ULCP, which in turn gives feedback to the interface module of the SBAT through a twenty fourth contact that the second power contactor is energized, and the BMS sends, via the CAN, limits of load, current and voltage Date Recue/Date Received 2022-02-16 to the interface module of the SBAT which, in turn, sends this information to the external charger, - monitoring the first and second banks of batteries charge via the BMS, and when the battery load capacity reaches 100%, sending a signal to the interface module of the SBAT to disconnect the external charger, - disconnecting the plug from the external charger and deactivating the battery load mode selector. , 13. The method according to claim 12, wherein in the battery load mode, further comprises the following steps in a load interruption:- disabling the load mode selector on the PCM, turning off the ignition switch and - disconnecting the plug from the SBAT, and if the first and second banks of batteries are unbalanced, connecting one of the first and second bank of a lower battery load capacity and voltage through the BMS and starting the battery load capacity, and, when the first bank reaches the same battery load capacity state as the second bank, connecting the other one of the first and second bank in parallel via the BMS and continuing to recharge the first and second banks of batteries. , 14. The method according to claim 13, in which during the recharging, the BMS monitors current, voltage and temperature of the first and second banks of batteries, and in an event of an error, the BMS sends a message to interrupt the battery load capacity and open the power contacts of the ULCP. Date Recue/Date Received 2022-02-16 | CA | Canada | Active | B | True |
| 81 | 车载充电器与电动车辆供电设备连接的探测 \n | CN104553845B | 技术领域本发明涉及探测车辆与电动车辆供电设备的物理连接。背景技术电动以及插电式电动车辆需要连接至外部充电装置的接口。为了在车辆和充电站制造商之间推动标准接口，已经开发了行业标准。这样的一种标准是美国汽车工程师协会(SAE)电动车辆和插电式混合动力电动车辆传导式充电接口标准(J1772)。J1772标准定义了向车辆传输能量需要的充电接口和关联协议。该标准定义了鼓励所有车辆和充电站制造商遵守的通用接口。该标准定义了车辆和电动车辆供电设备(EVSE)之间的接口。根据该标准，连接至兼容EVSE的车辆应该能充电。发明内容一种车辆包括充电器和充电端口。充电端口包括被配置用于与电动车辆供电设备(EVSE)的先导控制(control pilot)和接近感应导体进行交互以在连接时分别建立接近信号和充电器与EVSE之间用于控制充电器的先导信号和指示充电端口与EVSE之间的接合状态或分离状态。车辆进一步包括至少一个控制器，该控制器被配置用于响应于有效的先导信号以及接近信号指示充电端口与EVSE之间的分离状态而阻止车辆的驾驶。为了阻止车辆的驾驶，至少一个控制器可以进一步被配置用于将禁止换挡信号通信至变速器控制器以阻止车辆从泊车挡换挡。为了阻止车辆的驾驶，至少一个控制器可以进一步被配置用于将推进停用信号通信至动力传动系统控制器以阻止发动机或电机的运转。控制器可以进一步被配置用于响应于有效的先导信号以及接近信号指示充电端口与EVSE之间的分离状态而允许牵引电池的充电。至少一个控制器可以进一步被配置用于响应于牵引电池的充电而减小用于先导信号的去抖动(debounce)时间。至少一个控制器可以进一步被配置用于响应于先导信号丢失的时间高于去抖动时间而停止牵引电池的充电。一种车辆包括充电器和充电端口。充电端口包括配置用于与电动车辆供电设备(EVSE)的先导控制和接近感应导体进行交互以在连接时分别建立接近信号和充电器和EVSE之间用于控制充电器的先导信号，其中，接近信号指示充电端口与EVSE之间的接合状态或分离状态。车辆进一步包括至少一个控制器，该控制器配置用于响应于有效的先导信号以及接近信号指示充电端口与EVSE之间的分离状态而允许牵引电池的充电。至少一个控制器可以进一步配置用于响应于有效的先导信号以及接近信号指示充电端口与EVSE之间的分离状态而阻止车辆的驾驶。至少一个控制器可以进一步被配置用于响应于牵引电池的充电而减小用于先导信号的去抖动时间。至少一个控制器可以进一步被配置用于响应于先导信号丢失的时间高于去抖动时间而停止牵引电池的充电。一种用于控制车辆的方法包括：至少一个控制器接收接近信号，其中，接近信号指示充电端口与EVSE之间的接合状态或分离状态；接收充电器与EVSE之间的先导信号；通过响应于有效的先导信号以及接近信号指示充电端口与EVSE之间的分离状态而启用牵引电池的充电。所述方法可以进一步包括响应于有效的先导信号以及接近信号指示充电端口与EVSE之间的分离状态而阻止车辆的驾驶。所述方法可以进一步包含响应于先导信号指示充电端口与EVSE之间的分离状态的时间高于去抖动时间而通过至少一个控制器探测先导信号的丢失，其中去抖动时间具有当接近信号指示充电端口与EVSE之间的接合时的第一值以及当接近信号指示充电端口与EVSE之间的分离时的第二值，第一值高于第二值。所述方法可以进一步包含响应于先导信号的丢失而通过至少一个控制器中断牵引电池的充电。根据本发明的一个实施例，至少一个控制器进一步被配置用于响应于先导信号丢失的时间高于去抖动时间而中断所述牵引电池的充电。根据本发明的一个实施例，通过至少一个控制器，响应于有效的先导信号和指示充电端口与EVSE之间的分离的接近信号而阻止车辆的驾驶。根据本发明的一个实施例，通过至少一个控制器，响应于先导信号指示充电端口与EVSE之间的分离状态的时间高于去抖动时间而探测先导信号的丢失，并且其中去抖动时间具有当接近信号指示充电端口与EVSE之间的接合状态时的第一值以及当接近信号指示充电端口与EVSE之间的分离状态时的第二值，第一值高于第二值。根据本发明的一个实施例，通过至少一个控制器，响应于先导信号的丢失而中断牵引电池的充电。附图说明图1是说明典型的传动系和能量存储部件的插电式混合动力电动车辆的示意图；图2是说明车辆和EVSE之间的典型连接接口的示意图；图3是说明车辆高电压和低电压充电系统的示例配置的示意图；图4是说明使用先导信号输入的启动电路的示例的示意图。具体实施方式本说明书描述了本发明的实施例。然而，应理解公开的实施例仅为示例，其可以多种替代形式实施。附图无需按比例绘制；可放大或缩小一些特征以显示特定部件的细节。所以，此处所公开的具体结构和功能细节不应解释为限定，而仅为教导本领域技术人员以多种形式实施本发明的代表性基础。本领域内的技术人员应理解，参考任一附图说明和描述的多个特征可与一个或多个其它附图中说明的特征组合以形成未明确说明或描述的实施例。说明的组合特征提供用于典型应用的代表实施例。然而，与本发明的教导一致的特征的多种组合和变型可以根据需要用于特定应用或实施。图1描述了典型的插电式混合动力电动车辆(HEV)。典型的插电式混合动力电动车辆12可以包含机械连接至混合动力传动装置16的一个或多个电机14。电机14能作为马达或发电机运转。此外，混合动力传动装置16机械连接至发动机18。混合动力传动装置16还可以机械连接至机械连接至车轮22的驱动轴20。当发动机18打开或关闭时电机14能提供推进和减速。电机14还用于发电机并且通过回收在摩擦制动系统中通常将作为热量损失掉的能量可以提供燃料经济性益处。由于在特定状况下可以电动模式运转混合动力电动车辆2，电机14还可以减少污染排放。牵引电池或电池组24存储电机14可以使用的能量。车辆电池组24通常提供高电压直流(DC)输出。电池组24电连接至电力电子(power electronic)模块26。电力电子模块26还电连接至电机14并且能在电池组24和电机14之间双向传输能量。例如，典型的电池组24可以提供直流电压而电机14的运转可能需要三相交流(AC)电。电力电子模块26可以将直流电压转换为电机14需要的三相交流电。在再生模式中，电力电子模块26将来自作为发电机机的电机14的三相交流电转换为电池组24需要的直流电压。本说明书中的描述同样可以应用到纯电动车辆。对于纯电动车辆，混合动力传动装置16可以是连接至电机14的变速箱并且没有发动机18。电池组24除了提供推进能量之外，还可以为其它车辆电子系统提供能量。典型的系统可以包括将电池组24的高电压DC输出转换为与其它车辆负载兼容的低电压DC电源的DC/DC转换器模块28。其它高电压负载(比如压缩器和电动加热器)可以直接连接至高电压而不需要使用DC/DC转换器模块28。在典型的车辆中，低电压系统电连接至辅助12V电池30。车辆12可以是可以通过外部电源36向电池组24再充电的电动车辆或插电式混合动力车辆。外部电源36可以是连接至电源插座的连接。外部电源36可以电连接至电动车辆供电设备(EVSE)38。EVSE38可以提供电路和控制来调整和管理电源36和车辆12之间的能量传输。外部电源36可以向EVSE38提供DC或AC电源。EVSE38可以具有用于插进车辆12的充电端口34的充电连接器40。充电端口34可以是配置用于从EVSE38传输电力至车辆12的任何类型的端口。充电端口34可以电连接至充电器或车载电力转换模块32。电力转换模块可以适配从EVSE38提供的电力以向电池组24提供适合的电压和电流水平。电力转换模块32可以与EVSE38进行交互以协调对车辆的电力传输。EVSE连接器40可以具有与充电端口34的对应凹槽(recess)匹配的管脚。EVSE38可以设计成向车辆12提供AC或DC电力。连接器40和充电协议可能在AC式和DC式EVSE38之间存在差异。提供DC电力可能需要与AC连接不同的安全措施。EVSE38也可以设计成提供两种类型的电力。EVSE38能提供不同水平的AC或DC电压。讨论的多个部件可以具有一个或多个关联的控制器来控制并监视这些部件的运转。这些控制器可以经由串联总线(例如控制器局域网(CAN))或经由分离的导线通信。图2显示根据J1772标准的充电系统的高级示意图。车辆12可以具有将EVSE38提供的电压转换为与电池24兼容的电压的车载电力转换或充电器模块32。EVSE38可以提供AC电压而电池24需要DC电压。车载充电器32可以将AC电压转换为电池24需要的DC电压。可以通过车辆12中的一个或多个控制器114以及EVSE38中的一个或多个控制器112来控制该运转。在电池24和充电器32之间，可以有一个或多个接触器142。充电接触器142可以选择性地连接充电器32的输出线路144和牵引电池24的端子。当牵引电池不充电时充电接触器142可以隔离电池24与充电器32。当需要连接至充电器输出线路144时，可以闭合接触器142以连接电池24和充电器32。可以通过一个或多个控制器114驱动的控制信号152来断开和闭合接触器142。接触器142可以利用继电器式接触器或固态(solid-state)装置来实现该功能。当充电连接器40没有连接至充电端口34时可以断开接触器142。EVSE连接器40连接至车辆充电端口34。J1772标准定义了该连接的物理属性和运转属性。EVSE38可以向车辆12提供一个或多个高功率线路106。高功率线路106可以提供高电压线路和返回路径来完成该电路。EVSE38能按需要使AC输入电力108连接到和不连接到高功率线路106。EVSE38可以具有选择性将高功率线路106连接至AC输入电力108的接触器110。可以通过EVSE控制器112驱动的控制信号154断开并闭合EVSE接触器110。接触器110可以利用继电式接触器或固态装置来实现该功能。控制信号154可以驱动继电器线圈来控制继电器。除高功率线路106之外，EVSE38可以经由多个信号线路(116、120)与车辆12进行交互以辅助控制充电处理。该信号线路是在EVSE38的控制模块112和车辆12的控制器114之间提供交互的低功率信号。EVSE控制电路112可以包括能处理输入值并在合适的情况下产生输出信号的微处理器系统。控制器(114、112)可以包括适当的模拟-数字转换电路以测量该信号的电压水平。可以监视该信号以确定EVSE连接器40是否连接至充电端口34。探测连接是重要的，因为这可以提供可以充电的指示并且还可以防止驾驶员在EVSE连接器40连接至车辆12时驾车离开。接近信号116可以定义为充电端口34和EVSE连接器40之间接合状态的指示。控制器114测量的接近输入116的电压可能基于电路中多个电阻配置而变化。除信号连接之外，可以通过EVSE连接器40提供接地连接118。接地连接118可以提供至EVSE38的接地点146的路径。对应的车辆充电端口34连接可以连接至车辆12的接地连接148。当EVSE连接器40插进充电端口34时，EVSE接地146和车辆接地148可以处于相同水平。共用接地146允许两个控制器确定相同水平的信号线路(120、116)电压。在控制器114处输入的接近探测输入116的电压随通过EVSE连接器40和车辆充电端口34中的电阻值建立的分压器网络的函数而变化。在未连接状况下，接近信号116的电压可以是由R4(124)和R5(126)组成的分压器电路相对车辆接地148的结果。在控制器114处测量的近似电压可能是5V*(R5/(R5+R4))。处于该水平的电压可以指示充电端口34和EVSE38之间的分离。当EVSE连接器40安装在充电端口34中并且管脚接触时，电阻R6(128)以及R7(132)和电阻R5(126)并联。这改变分压器网络并且改变在接近探测输入116处测量的电压。EVSE连接器40可以具有运转开关S3(130)的按钮或闭锁。当插入或取出EVSE连接器40时按钮或闭锁可以改变开关S3(130)的状态。如果开关S3(130)是断开的，则R6(128)和R7(132)的串联组合将与R5(126)并联。如果开关S3(130)闭合，则R6(128)将与R5(126)并联。每种情况下，通过控制器114测量的电压的水平将改变。通过测量接近检测管脚116的电压，车辆控制器114可以确定EVSE连接器40是否连接以及开关S3(130)的状态。总之，当充电连接器40未连接时、当充电连接器40连接而开关S3(130)断开时以及当充电连接器40连接而开关S3(130)闭合时控制器114可以读取不同的电压值。可以存在先导控制信号120。SAE标准定义了先导控制信号120的行为。先导信号120用于控制充电处理。预期车辆12和EVSE38监视先导信号120并根据该信号的状态进行响应。EVSE控制器112可以根据充电状态使先导信号120连接到+12V、-12V的输出值或者脉冲宽度调整(PWM)输出。当EVSE连接器40与充电端口34分离时，EVSE控制器112可以将先导信号120管脚连接至+12V。当连接器40与充电端口34分离时，由于先导信号120通过电池R3(138)连接至车辆接地148，因此车辆控制器114可以测量接近零电压(zero volt)的值。通过车辆控制器114测量的接近零电压的先导信号120可以指示EVSE连接器40和充电端口34之间的分离状态并且可以代表默认的车辆先导信号120。一旦EVSE连接器40接合在车辆充电端口34中，从EVSE控制器112产生的+12V可以被提供至车辆先导信号电路。当连接器40接合并连接至充电端口34时，可以通过电阻R1(134)和R3(138)形成的分压器相对于接地146定义连接器处的先导信号120电压。产生的电压可以向辆控制器114和EVSE控制器112指示连接器40连接至充电端口34并且代表有效的先导信号120。在正常状况下，接近探测信号116可以指示相同的接合状态。响应于连接已经建立，车辆器114可以闭合开关S2(140)使电阻R2(136)与电阻R3(138)并联。开关S2(140)通常可以是断开的。可以通过车辆控制器114经由控制信号158控制开关S2(140)。开关S2(140)可以是继电式或固态开关器件。车辆控制器114如果确定车辆12准备好从EVSE38接收能量则可以闭合开关S2(140)。闭合开关S2(140)的条件可以是车辆处于适当的非推进状态。该条件可以包括处于泊车状况或处于零车速。闭合开关S2(140)通过使电阻R2(136)与电阻R3(138)并联来改变通过R1(134)和R3(138)形成的分压器并且可以改变先导信号120的电压水平。控制器(112，114)可监视先导控制120电压水平以基于该电压测量确定先导信号120的当前状态。一旦确定车辆12准备好从EVSE38接收能量，EVSE控制器112可以向先导线路120提供具有定义频率的PWM信号。PWM信号的占空比可以与EVSE38能提供的电流量成比例。当PWM信号的频率和占空比在预定极限内时可以认为先导信号120是有效的。一旦车辆12准备好从EVSE38接收能量，可以闭合用于提供电力至车辆12的接触器110。J1772标准定义了握手和信号状态改变正时。作为诊断功能的一部分，车辆12可以监视高功率线路106和低功率信号线路116、120。当探测到线路中一个线路的错误状况时，可以停止充电。对于低功率信号有多个错误源。EVSE连接器40可能没有适当地接合或连接至充电端口34导致管脚之间的接触不好。EVSE连接器40的管脚可能弯曲或损坏并且与充电端口34中关联的凹槽不能正确连接。低功率信号可能在连接器40、EVSE38、充电端口34内或车辆12的其它地方短路。此外，开关(130、140)可能卡在断开或闭合位置。错误状况可能是由于磨损、寿命或其它缺陷。在正常运转期间，所有信号可以提供用于连接的一致接合状态。当一个或多个信号不正确时还可以推断接合状态。车辆控制器114的重要确定是探测EVSE连接器40何时接合到充电端口34以确定何时可以从EVSE38取用电力。该确定可以考虑比如安全和充电时间最大化之类的因素。例如，为了使有效充电最大化，如果通过可用信号可以确定连接状态则可能希望存在较少信号问题时允许充电。此外，当这些信号中的任何信号指示充电连接器40连接至车辆12时可能希望防止驾驶车辆12。车辆控制器114可以确定EVSE38何时连接至车辆12。控制器114可以从包括开关S3(130)的状态的接近探测信号116确定连接器接合状态。当探测到接近信号116时无论开关S3(130)的状态如何控制器114可以确定EVSE连接器40是接合的。此外，当探测到高功率线路106上的电压时无论接近信号116的状态如何控制器114可以确定充电插头40是连接的。当探测到有效的先导信号120时控制器114可以探测EVSE连接器40是接合的。理论上，所有信号应该指示相同的连接状态。然而，在实践中，有可能一个或多个信号可以指示不同状态或者可能没有运转。为了使有效充电最大化并且为了防止驾驶离开，可能希望一些信号存在不确定性时允许充电。接近探测输入导体116可以指示充电端口34和EVSE连接器40之间的接合状态。在接近探测输入116的正常运转期间，当EVSE连接器40插入充电端口34中时将探测到连接。假如接近探测输入116没有正确地运转，接近探测输入116可以指示EVSE连接器40和充电端口34之间当前接合状态的无效状态。例如，当EVSE连接器40接合在充电端口34中时由于管脚弯曲，接近探测输入116可能不改变电压。可以通过存在有效的先导控制信号120或者通过充电器32处存在AC电压106来确定充电端口34和EVSE连接器40之间的接合状态。在探测到用于接合状态的无效接近信号的事件中，控制器114可以阻止车辆的驾驶并且还可以允许牵引电池14的充电。控制器114可以通过多种方式阻止车辆的驾驶。可以将信号通信至变速器控制器以禁止换挡来防止驾驶员将挡位换出车辆的泊车挡。可以将推进停用信号通信至发动机控制器和电机控制器以禁止发动机和电机的运转从而可以不产生推进扭矩。此外，控制器可以在显示器150上输出指示符以向驾驶员提供连接器40与充电端口34接合的反馈。接近探测输入信号116可以基于接近输入信号116电压和开关S3(130)的状态来指示接合状态。当接近探测输入信号116的电压处于通过由电阻R4(124)和R5(126)形成的分压器定义的水平时可以探测到指示分离的状态。当电压处于电阻R4(124)以及R5(126)和R6(128)的并联组合形成的分压器定义的水平时可以探测到指示接合且开关S3(130)闭合的状态。当电压处于通过电阻R4(124)以及电阻R5(126)与电阻R6(128)和R7(132)的总和的并联组合形成的分压器定义的水平时可以探测到指示接合且开关S3(130)断开的状态。当测量的电压不接近其它电压状态中的任何者(例如接地短路或电源短路)时可以探测到不确定状态。不确定状态可以认为指示分离否则会在没有连接器实际接合时认为存在阻止驾驶车辆的永久连接。在不确定状态中，可以经由有效的先导信号120确定接合状态。不确定状态可以存储诊断代码以指示接近信号的错误状态。此外，可以从先导信号120的状态进一步确定接合状态。对于每个状态，通过接近探测输入116确定的接合状态基于不同的电压水平测量。开关S3(130)通常集成有在充电期间固定连接器40的闭锁。充电连接器40手柄上的按钮可以释放该闭锁并断开开关S3(130)。开关S3(130)通常处于闭合位置。按压按钮通常意味着将闭锁解锁使得EVSE连接器40可以移开或插入充电端口34。当按下按钮时，开关S3(130)移动至断开位置。探测到已经压下钮则允许EVSE38和车辆12准备好开始或结束充电处理。与开关S3(130)关联的物理锁定装置可能容易磨损、损坏或其它破损。在一些状况下，当接合EVSE连接器40与充电端口34时闭锁可能没有位于正确位置并且开关S3(130)可能卡在断开位置。实践中，存在开关S3(130)卡在断开或闭合位置的可能性。由于开关S3(130)可能随时间变得不可靠，可能不希望充电系统依靠开关S3(130)来控制充电处理。当连接上并充电时，开关S3(130)断开的探测可以预期EVSE连接器40与充电端口34分离而发起充电受控关闭。一旦探测到开关S3(130)断开，控制器114可以立刻停用来自充电器32的高电压输出144。控制器114可以允许开关S2(140)保持闭合预定时间段。在预定时间段之后，如果仍然探测到开关S3(130)断开，则可以断开开关S2(140)以禁止进一步的充电运转。如果开关S3(130)在预定时间量之前返回至闭合位置，则可以重新发起电力转换。此外，也可以监视接近输入116和先导信号120的状态。开关S3(130)卡在断开位置的检测需要一旦插入就监视接近探测116信号。这可以在控制器114通过先导控制信号120唤醒并且探测到有效的接近输入116时探测到。接近输入116可以指示开关S3(130)处于断开位置。当EVSE连接器40接合并连接至充电端口34时，控制器114可能希望开关S3(130)处于闭合位置。控制器114可以针对接近信号116指示开关S3(130)闭合而等待预定时间量(例如10秒)。这段时间期间，可以禁止充电并且开关S2(140)可以保持断开。预定的等待时间之后，开关S2(140)可以闭合以允许开始充电。如果在等待期间接近信号116电压指示开关S3(130)已经闭合，则可以发起正常的充电顺序。当车辆处于适当的非推进状态时控制器114可以闭合开关S2(140)。充电系统可以延迟闭合开关S2(140)直到开关S3(130)闭合以后。这可以防止EVSE接触器110的负载侧可能妨碍EVSE焊缝(weld)检查测试的高电压。当操作员执行连续的开关S3(130)动作时该条件很重要。诊断-探测和响应参考图2，非车载设备(38、40)可以具有阻止车辆12充电的诊断条件。车辆控制器114可以使用输入的状态来推断工况并执行诊断策略以允许充电并防止驾驶离开。可以启用特别的预防措施以确保安全充电运转并且必要时中断充电。车载控制器114可以监视EVSE输入状况并且在存在任何输入诊断代码时执行特定措施以减缓未充电(no charge)状况。例如，控制器114可以允许存在接近探测116电路诊断代码或存在开关S3(130)卡住时充电。控制器114可以仅在探测到有效控制先导信号120时报告连接器存在用于驾驶离开保护。控制器114可以提供用于快速电力转换停用的改善的连接器分离监视以安全地停止充电。当充电器处于就绪状况时控制器114可以探测高电压电力106的突然丢失和先导信号120的丢失。一旦探测到，控制器114可以报告未就绪并且前进至关机。当存在有效的先导信号120时该事件可以恢复以执行再启动。高电压电力106的丢失自身可以不必要设置诊断代码。当接近信号116指示接合状态时控制器114可以开始探测高电压电力106和先导信号120的丢失。可以立刻中断电力转换。控制器114可以继续探测高电压电力106和先导信号120的丢失达预定时间段以去抖动该状况(例如3秒)。预定的去抖动时间之后，控制器114可以改变至未就绪状况并且执行关机。控制器114可以通过断开开关S2(140)从EVSE处理断开连接。如果高电压电力106和先导信号120在预定的去抖动时间之前返回至正常水平，则可以再启动电力转换。可能存在的EVSE连接器40与车辆充电端口34接合但是输入指示不同接合状态的状况。先导信号120可能是有效的但是接近信号116可能指示分离状态。这种情况下，可以允许正常充电并且可以存储接近信号诊断代码用于后续的接通电源(power-on)循环。在探测到接近诊断代码之后一旦随后车辆系统启动(power-up)，控制器114可以报告之前的接近信号诊断代码。这可以建议驾驶员需要检查EVSE38可能的问题。车辆中可以提供指示符150并且控制器114可以提供输出以改变指示符的状态。指示符150可以是灯或者显示器上的状态消息。在具有相同问题的多个连续充电循环之后，可以存储永久诊断代码并且可以设置指示符150直到修复该状况。修复该状况并且按预期测量信号之后，可以从存储器清除接近信号诊断代码。当接近信号116正确地连接而开关S3(130)断开时控制器114可以探测开关S3(130)卡住。一旦监测到有效的先导信号120或者AC输入电压106而没有探测到开关S3闭合可以探测到该状况。由于当连接器40接合在充电端口34中时开关S3(130)应该闭合，初始的接近信号电压测量应该指示闭合的开关S3(130)。可以需要该状况在指示诊断代码之前存在预定时间段以去抖动该状况并且将该状况与驾驶员保持开关130断开相区别。卡住的开关S3(130)可能不会影响充电处理，因为这可以在EVSE连接器40接合并连接至充电端口34并且接近信号116处于指示接合状态的电压水平时探测到。当探测到该状况时可以允许正常充电。此外，可以不将该状况告知驾驶员除非它已在预定数量的充电循环中发生。控制器114可以探测当没有指令时存在高电压电力106。这可以通过监视高电压电力线路106并探测当指令开关S2(140)断开时的电压来探测。开关S2(140)断开通常意味着连接器40处不应该存在高电压电力106。此外，当没有有效的先导控制信号120和指示接合状态的接近探测输入116时不应该存在高电压电力106。控制器114可以向系统指示插头40是接合的并且可以设置诊断代码。充电系统可以关机以节省电力。当高电压电力106应该存在时，控制器114可能探测到其并不存在。在开关S2(140)闭合之后高电压电力106应该是可用的。开关S2(140)闭合之后控制器114可以监视高电压电力线路106一段时间。如果在预定时间量内没有探测到高电压电力106，则可以设置诊断代码。当探测到该状况时充电系统可以关机。控制器114可以探测无效的先导控制信号120。当开关S2(140)闭合并且接近输入116指示接合状态时时可以探测到无效的先导控制信号120。可以通过探测指示先导电路可能断开的零占空比来监视先导信号120的信号丢失。可以监视先导信号120较短时间以在车辆内提供电力。可以监视先导信号120以探测信号是否在操作说明书定义的正确占空比和频率范围内。可能需要在第一预定间隔存在无效信号以适当地去抖动该状况。当无效状况已经存在预定间隔时，可以中断电力转换。如果无效信号存在达到第二较长的间隔则充电系统可以关机。一旦关机，可以断开开关S2(140)并存储诊断代码。可以向驾驶员展示诊断指示150。启动时可以探测到不正确的先导信号120。在启动状况中充电系统可能是关闭的并且较高水平的先导控制120唤醒充电器。在启动期间，断开开关S2(140)并且接近信号116可以指示接合状态。当在这些状况下探测到不正确的先导信号120时，可以不发起充电并且开关S2(140)可以保持断开。如果不正确的状况存在达到预定时间量，则可以存储诊断代码并且可以向驾驶员展示诊断指示150。控制器114可以识别不正确的接近探测116信号。控制器114可以探测使得控制器不能确定EVSE连接器40是否与充电端口34接合的开路状况或短路状况。当充电端口34内发生电路中断时可以探测到该状况。可以探测到改变分压器网络的任何状况。可以怀疑与已知的电阻组合中的一者不对应的任何电压测量。不需要接合EVSE连接器40就可以探测到这样的状况。不接合EVSE连接器40就可以探测到不确定状态。此外，EVSE连接器40内的开路或短路状况可能影响分压器网络导致接近输入116的不确定状态。假设探测到先导信号120和高电压电力106正常运转，则控制器116可以仍然允许充电而不报告诊断代码。当探测到先导信号120和高电压电力106未连接或无效时可以存储诊断代码并且禁止充电。无论接近输入116的状态如何控制器114都可以允许充电。当接近输入116诊断代码存在时，开关S3(130)按钮按压探测可能不可用，因为该探测是接近输入116探测的一部分。当接近输入116未按预期运转时可以需要替代的充电中断策略。当先导信号120的状态指示从接合状态改变为分离状态时可以中断电力转换。当接近输入116指示分离状态同时存在有效的先导信号120时，可以减小用于先导信号120的去抖动时间以更快地探测EVSE连接器40的移开。例如，在正常状况下，先导控制120去抖动时间可以是5秒，即如果该状态存在达到5秒则可以允许该状态改变。当接近信号116与先导控制120关于接合状态不一致时，去抖动时间可以设置为1秒。在车辆充电开始之前可以探测到不正确的接近输入116。车辆12可以基于有效的先导信号120而开始充电。当先导信号120指示分离状态时，可以中断充电处理。可以重新插入EVSE连接器40并且假如探测到适当的先导信号120可以开始再次充电。不正确的接近输入116可以存储诊断代码并且操作者可以接收不正确接近输入116的指示150。当高电压电力106是交流电(AC)类型时，控制器114可以监视电压的频率。当先导120和接近116信号正确运转时，可以监视高电压线路106以确保存在正确的电压。先导120和接近116信号错误的优先权高于AC输入频率错误。在先导信号120存在且开关S2(140)闭合之后可以监视AC线路106预定时间。控制器114可以监视AC信号的零交叉(zerocrossing)之间的时间以确定AC输入的频率。如果频率低于40Hz或高于70Hz，则错误计数器可以增加。预定数量的频率错误之后，可以存储诊断代码。频率诊断代码不一定会影响充电处理。如果先导信号120丢失并且AC频率错误，这可能指示AC电力已经丢失。这可以触发优先权高于AC频率错误的AC电力丢失设置。充电器内部的直流-直流(DC-DC)转换器图3显示车辆充电系统的示例示意图。充电模块32从车辆外部源接收AC输入电压106。高电压牵引电池24通过一个或多个充电接触器142连接至充电器模块32。牵引电池24通过一个或多个主接触器200连接至车辆高电压总线210。车辆高电压总线210可以包括输电和回输线路，其中输电线路可以连接至牵引电池24的正极端子而回输线路可以连接至牵引电池24的负极端子。牵引电池24还可以通过预充电接触器202和预充电电阻204连接至车辆高电压总线210。可以在闭合主接触器200之前闭合预充电接触器202以限制电路中的电流流动。主DC-DC转换器28可以连接至车辆高电压总线210。主DC-DC转换器28将高电压DC转换为与12V电池30兼容的低电压DC。辅助12V电池30和主DC-DC转换器28的低电压输出可以连接至向车辆中其它模块提供12V电压的低电压总线212。低电压总线212可以包括输电和回输线路，其中输电线路可以连接至辅助电池30的正极端子而回输线路可以连接至辅助电池30的负极端子。注意当低电压系统212不是12V(例如42V)时描述的系统同样适用。控制器(图2中的114)可以控制接触器(142、200和202)以提供高电压电力至需要高电压电力的多个模块。在正常驱动状况下，可以闭合主接触器200以提供电力至高电压总线210。主接触器200可以是继电器控制的闭合时提供电力至高电压部件(例如逆变器、转换器、加热器等)的接触器。电力逆变器、加热模块和冷却模块可以连接至高电压总线210。充电器32可以经由一个或多个充电接触器142连接至高电压牵引电池24。在充电运转期间，可以闭合充电接触器142以允许将电力从充电器32提供至电池24。AC电压106提供至充电器32并通过充电器32转换为高电压DC。当闭合充电接触器142时，充电器32的电压输出可以提供至高电压牵引电池24。如果高电压部件必须运转，则在EVSE连接器(图1中的40)连接时可以同时启用主接触器200和充电接触器142。将车辆连接至非车载的EVSE需要低电压12V电力来运转车辆系统。从车辆的低电压总线212汲取电力的模块可能随时间耗尽车载的辅助电池30。向主高电压DC-DC转换器28通电可以以启用额外高电压和12V负荷以及产生不必要能量损失为代价提供支持。此外，在充电期间存在减小的12V负荷状况对于较大主高电压DC-DC转换器28可能不是最佳的，这会加剧能量损失。这些损失可能导致更长的充电时间和较低的每加仑电力的里程(MPGe)评级。充电器内部的DC-DC转换器208可以集成进充电器32模块以在充电连接器连接至车辆时直接从AC输入106支持车辆低电压总线212。这减少额外车辆系统行为的需要并产生高度优化的配置。可以适当地确定更小的充电器内部的DC-DC转换器208的尺寸并被选择用于在较轻的充电系统12V负荷状况时达到最高效率。充电器内部的DC-DC转换器208可以将来自充电模块32的高电压DC转换为与辅助12V电池30兼容的低电压DC。充电器内部的DC-DC转换器208的输出可以连接至低电压电力总线212以在充电期间向系统提供低电压电力。在正常运转期间，主DC-DC转换器28通过主接触器200连接至高电压总线210并提供电力至辅助电池30。然而，在充电期间，可能不需要闭合主接触器200。闭合主接触器200向高电压总线210上的所有模块提供高电压。这可能导致额外的电力使用，因为可能需要启用在充电期间不是必需的部件来管理高电压。此外，在充电期间，低电压总线212的电力需求可能低于正常运转期间的电力需求。可以优化主DC-DC转换器28以较高功率输出水平提供电力并且在充电运转期间需要的较低功率水平下主DC-DC转换器28会为较低效率。在充电期间可以闭合主接触器200用于乘客舱预加热和预冷却之类的特征。可以优化充电器内部的DC-DC转换器208以在低于主DC-DC转换器28的功率输出水平(例如300瓦特)下使电力转换效率最大化。在充电期间，可以启用充电器内部的DC-DC转换器208以提供电力至低电压总线212。这样设置的优点是在充电期间不必闭合主接触器200。此外，可以优化充电器内部的DC-DC转换器208以针对充电期间存在的工况和负荷使电力转换效率最大化。例如，可以针对延长的充电期间的运转而不是较短的驱动循环(drivecycle)的运转来设计转换器208。此外，充电侧的第二DC-DC转换器208可以减少主接触器200的磨损，因为在充电期间接触器200不必闭合。充电器内部的DC-DC转换器208可以配置用于具有范围上与12V辅助电池30兼容的可调节电压输出。可以调节电压输出以向辅助电池30提供适当的充电水平。可以调节电压输出以防止电池30的析气问题。电压输出可以通过另一个模块确定并且被通信至充电器内部的DC-DC转换器208。充电器内部的DC-DC转换器208的运转可以独立于高电压电池24的充电。充电器内部的DC-DC转换器208可以配置用于运转而无论充电接触器142的状态如何。这提供了额外的运转模式，其中当存在AC电压106时充电器内部DC-DC转换器208可以运转以向12V电池30充电以保持低电压总线212独立于高电压电池24的充电。充电器内部的DC-DC转换器208的运转可以是可以在高电压电池24的充电之前、期间和之后运转。系统可以延迟其它12V模块的唤醒达预定时间段以允许充电器内部的DC-DC转换器208在负荷开始之前去抖动低电压总线212。可以延迟唤醒其它模块的信号直到低电压去抖动时间段之后。例如，充电器32可以基于先导控制信号(图2中的120)而被唤醒。充电器32可以提供指示何时为了唤醒的目的向其它模块发送信号的输出。充电器内部的DC-DC转换器208相对于单个主DC-DC转换器28提供了一些优点。连接AC电力106至充电器32不需要闭合主接触器200。这减少主接触器200由于在充电期间运转导致的磨损。此外，不从连接至高电压总线210的模块汲取额外电力，这减少了从外部电源需要的电力。先导解锁(pilot latch out)信号和唤醒图4显示车辆充电控制系统可以使用的用于唤醒和关机的信号的示例。先导信号320的另一个功能是向充电器提供唤醒。车载充电系统可以包含EVSE控制先导解锁部件302以允许在高电压充电等待间隔期间或者完成高电压充电事件之后充电系统使车辆消耗的电力最小化。当车辆不需要AC电力时解锁机构302阻止EVSE先导信号320启动充电系统。仅在必要时使用非车载AC电力，从而改善充电系统效率。一旦接收到车辆范围的电力保持继电器(power sustain relay，PSR)的唤醒信号300则车辆充电控制系统可以重新连接至EVSE。车载充电器处理器312可以唤醒并且重置先导控制解锁电路302。如果充电器探测到故障状况并且不能执行电力转换也可以解锁先导控制320。先导解锁机构302可以防止先导信号320影响车辆控制器312控制的运转。先导信号320可以用于唤醒车辆控制器312。完成报告故障状况时的关闭之后当存在先导控制信号320时控制器312可以断开先导解锁302。这确保充电器在发生故障之后不会在开启状态和关闭状态之间持续循环。这也防止不必要的能量消耗以及12V电池的电量流失。在正常使用期间，当存在并处于有效状态时先导信号320唤醒控制器微处理器312。微处理器312可以是车辆控制器(图2中的114)的一部分。当EVSE连接器接合并连接时，先导信号320的电压可以处于高水平(例如EVSE向先导电路提供12V)。转变为高水平的信号可以触发车辆充电系统以唤醒并开始充电。此外，电力保持继电器(PSR)300也可以唤醒控制器312。在钥匙接通(key-on)处理期间可以激活PSR信号300以唤醒车辆中的所有模块。PSR信号300或先导信号320可以唤醒充电器控制器312。此外，控制器312可以具有允许控制器312保持应用电力直到状况适合关闭的电源闭锁信号326。一旦确定PSR300、电源闭锁326或先导控制320信号中的一者或所有，可以闭合接触器322以连接12V电池电源324和配置用于提供电力至充电控制器312的电源314。实际实施可以是执行这三个信号的或逻辑的或函数(OR function)308或等同物。在充电期间，先导信号320可以是来自EVSE控制器的PWM信号。为了防止电源314改变状态，可以通过微处理器312确定本地电源闭锁信号326。先导信号320也可以是当输入先导信号(图1中120)存在有效行为时确定的处理版本的输入先导信号(图1中120)。电源314可以将电力供给到向充电系统中包括微处理器312的部件提供电力的5V调节器318。一旦充电器控制器312启动并运转，可以读取并处理充电系统输入。当存在如上文描述的适当状况时，控制器312可以闭合开关S2(140)来启用EVSE接触器110以提供高电压电力106至充电器。AC输入电力106可以将电力供给到具有可以将电力供给到5V调节器318的输出的电源316。可以通过电源314、316中的一个或两个向5V调节器318供电。特定状况下，微控制器312可能希望关闭以防止从EVSE消耗电力。为此，可以提供先导解锁机构302。先导解锁机构302中断先导信号320和控制器312的电源启用逻辑之间的连接。示例实施可以是允许控制器断开并闭合先导信号的设置-重置闭锁(SR latch)。例如，发布闭合信号304允许先导信号120通过。发布断开信号306阻止先导信号120通过。一旦控制器312发布断开信号306或闭合信号304，状态保持直到控制器312改变。在断开状况中，先导信号320不提供唤醒至控制器312。在充电期间，当先导信号320是唤醒源时，去除先导信号320允许电源314关闭。先导解锁机构302可以具有一直提供以保持正确状态的电力324。如果先导解锁电路302断开电力324，则先导解锁电路302可以默认为闭合状态以允许先导信号320的正常运转。控制器312可以监视先导信号320并且可以去除电源锁输出326以实现关闭。为了重置先导解锁机构302，可以需要有效的PSR信号300以恢复至控制器312的电力使得可以发布闭合信号304以恢复先导信号320的正常功能。移开并再插入充电连接器可能不会恢复先导控制信号320的正常响应。响应于唤醒，控制器312可以检查PSR信号300以及先导解锁302电路的闭合304和断开306信号的状态。控制器312在确定PSR信号300之后可以确定闭合304信号以再启用正常的先导320信号功能。一些EVSE制造商已经实施了将EVSE先导控制信号(图2中的120)设置至100％占空比的暂停模式按钮。有效地暂停充电系统，因为在暂停模式中没有剩余最大时间限制。充电器可以等待EVSE改变状态并且可以不认为暂停模式是故障状态。这段时间期间，可以从EVSE消耗电力以保持12V电池。暂停模式中延长的等待可以导致充电器浪费来自12V系统的能量，因为可能要启动模块等待先导信号320以指示可以发起充电。充电等待间隔可以定义为从发起暂停模式起的时间段。充电器可以设计成在充电等待间隔超过预定时间量(例如24小时)之后采取措施以减缓进一步的电力消耗。预定的充电等待间隔之后，充电器可以通过发布断开信号306来中断先导信号320以关闭控制器312。这防止车辆无限期等待充电开始并减少从外部电源消耗的电力。先导解锁302机构是位于先导输入120处进入充电器控制器的有效开关。先导解锁机构302提供了通过先导控制信号320可切换地连接充电器的方法。开关302可以是继电器类型或者可以是固态开关器件。先导解锁机构302可以集成SR闭锁功能。该电路通过中断先导信号320停止向控制器312提供电力而运转。当确定应该停止充电运转的状况时处理器312可以断开先导解锁302。一旦断开先导解锁机构302，控制器312可以断开开关S2(140)，导致EVSE断开高电压电力继电器110并相应地调节先导信号320。车辆可以进入关闭模式以使电力消耗最小化。为了恢复运转，可以通过另一个模块启用电力保持继电器(PSR)信号300。在一个示例中，先导解锁302可以实施为SR闭锁电路。可以是其它实施方式并且所公开的仅是一个示例。当特定中断状况出现时可以(例如通过确定的断开信号306)中断先导信号320。当存在有效的先导信号320并且已经完成牵引电池的充电循环时可以中断先导信号320。当探测到阻止充电发生的充电系统状况时可以中断先导信号320。当车辆保持处于暂停模式预定时间量(例如24小时)时可以中断先导信号320。当希望延迟充电运转时可以断开先导解锁302。延迟充电运转允许用户指定特定的充电时间。延迟充电的示例可以涉及给出特定时间来控制乘客舱温度至特定温度的用户定义的乘客舱提前调节。可以将车辆插入充电器但是不会发生充电直到用户指定的时间。当等待充电时间时可能希望减少从电力设施消耗的电力。在这样的事件中，当该充电时车辆中的另一个控制器可以启用PSR信号300。当启用电力保持继电器信号300时可以重置解锁机构302。PSR信号300唤醒控制器312使得可以闭合先导解锁机构302以允许正常运转。响应于经由PSR信号300唤醒，微处理器312可以配置用于启用至先导解锁电路302的闭合信号304。这允许先导控制信号320正常运转。响应于唤醒请求而不是先导控制320，控制器312可以通过闭合该连接而中止先导信号320的中断。当电力324与先导解锁机构302断开时可以闭合解锁机构302。可以通过当充电器连接器接合在充电端口时用于唤醒充电器的任何信号并且可以不仅限于所公开的先导控制信号而应用解锁机构302。本发明公开的处理、方法或算法可通过包括任何现有的可编程电子控制单元或专用的电子控制单元的处理装置、控制器或计算机使用/实施。类似地，处理、方法或算法可存储为通过控制器或计算机以多种形式执行的数据和指令，包括但不限于永久存储在不可写的存储媒介(比如ROM设备)中并且可替代地信息可存储在可写的存储媒介(比如软盘、磁带、CD、RAM设备和其它的磁性和光学媒介)中。处理、方法或算法还可在可执行软件的对象中实施。可替代地，可以使用适当的硬件部件整体地或部分地实现该处理、方法或算法，比如专用集成电路(ASIC)、现场可编程门阵列(FPGA)、状态机(state machine)、控制器或其它硬件部件或设备，或者硬件、软件和固件部件的结合。虽然上文描述了示例实施例，但是并不意味着这些实施例描述了权利要求包含的所有可能的形式。说明书中使用的词语为描述性词语而非限定，并且应理解不脱离本发明的精神和范围可以作出各种改变。如上所述，可以组合多个实施例的特征以形成本发明没有明确描述或说明的进一步的实施例。尽管已经描述了多个实施例就一个或多个期望特性来说提供了优点或相较于其他实施例或现有技术应用更为优选，本领域技术人员应该认识到，取决于具体应用和实施，为了达到期望的整体系统属性可以对一个或多个特征或特性妥协。这些属性可包括但不限于：成本、强度、耐用性、生命周期成本、可销售性、外观、包装、尺寸、可维修性、重量、可制造性、易于装配等。因此，描述的实施例在一个或多个特性上相对于其他实施例或现有技术应用不令人满意也未超出本发明的范围，并且这些实施例可以满足特定应用。 | 本发明公开了车载充电器与电动车辆供电设备连接的探测。一种电动和插电式混合动力车辆，该车辆可以连接至电动车辆供电设备(EVSE)以对牵引电池进行再充电。现有标准定义了车辆与EVSE之间的包括先导控制和接近探测信号的信号交互。车辆可以使用这些信号的状态来探测何时与EVSE建立了连接。当信号提供冲突的状态时车辆可以指示连接。除了在接近探测信号指示接合状态的事件中，只要在存在有效的先导控制信号的情况下连接，车辆就可以阻止驾驶离开并且允许充电。可以利用先导控制信号的状态来阻止驾驶离开并允许充电。 | CN:201410527909.2A | https://patentimages.storage.googleapis.com/51/e4/72/e318080af8ae58/CN104553845B.pdf | CN:104553845:B | 马修·乔治·德岛纳, 亚瑟·M·若缇娜, 马克·J·弗尔勒, 吴波, 希尔德·安妮·和瑞曼斯, 克里斯托弗·W·贝尔 | Ford Global Technologies LLC | JP:2009065728:A, WO:2010113902:A1, CN:102315559:A, WO:2012117550:A1, CN:103107567:A, CN:103227495:A | Not available | 2019-01-01 | 1.一种车辆，包含：, 充电器；, 充电端口，包括电路，其中，所述电路被配置用于与电动车辆供电设备EVSE的先导控制和接近感应导体进行交互，以在连接时分别建立接近信号和所述充电器与EVSE之间用于控制所述充电器的先导信号，其中，接近信号指示所述充电端口与EVSE之间的接合状态或分离状态；以及, 至少一个控制器，被配置用于响应于有效的先导信号以及接近信号指示所述充电端口与EVSE之间的分离状态而阻止所述车辆的驾驶并允许牵引电池的充电，响应于所述牵引电池的充电而减小所述先导信号的去抖动时间，并且，响应于所述先导信号丢失的时间高于所述去抖动时间而中断所述牵引电池的充电。, 2.根据权利要求1所述的车辆，其特征在于，为了阻止所述车辆的驾驶，所述至少一个控制器进一步被配置用于将禁止换挡信号通信至变速器控制器，以阻止所述车辆从泊车挡换挡。, 3.根据权利要求1所述的车辆，其特征在于，为了阻止所述车辆的驾驶，所述至少一个控制器进一步被配置用于将推进停用信号通信至动力传动系统控制器，以阻止发动机或电机的运转。, 4.一种车辆，包含：, 充电器；, 充电端口，包括电路，其中，所述电路被配置用于与电动车辆供电设备EVSE的先导控制和接近感应导体进行交互，以在连接时分别建立接近信号和所述充电器与EVSE之间用于控制所述充电器的先导信号，其中，接近信号指示所述充电端口与EVSE之间的接合状态或分离状态；以及, 至少一个控制器，被配置用于响应于有效的先导信号以及接近信号指示所述充电端口与EVSE之间的分离状态而允许牵引电池的充电，响应于所述牵引电池的充电而减小所述先导信号的去抖动时间，并且，响应于所述先导信号丢失的时间高于所述去抖动时间而中断所述牵引电池的充电。, 5.根据权利要求4所述的车辆，其特征在于，所述至少一个控制器进一步被配置用于响应于所述有效的先导信号以及接近信号指示所述充电端口与EVSE之间的分离状态而阻止所述车辆的驾驶。, 6.一种控制车辆的方法，包含：, 接收接近信号，其中，接近信号指示充电端口和电动车辆供电设备EVSE之间的接合状态或分离状态；, 接收充电器与EVSE之间的先导信号；, 响应于有效的先导信号以及接近信号指示所述充电端口和EVSE之间的分离状态而启用牵引电池的充电；以及, 响应于所述牵引电池的充电而减小所述先导信号的去抖动时间；, 响应于所述先导信号丢失的时间高于所述去抖动时间而中断所述牵引电池的充电。 | CN | China | Active | B | True |
| 82 | Systems and methods for replacing a vehicle battery \n | US10144307B2 | This application claims priority under 35 U.S.C. § 119 to U.S. Provisional Application No. 62/293,220, filed on Feb. 9, 2016, and U.S. Provisional Application No. 62/300,467, filed on Feb. 26, 2016, both of which are expressly incorporated by reference herein in their entirety.\nThe present invention relates to systems and methods for replacing a vehicle battery, and, more particularly, to an infrastructure for supporting vehicles which run on replaceable batteries.\nElectric vehicles have proven to be a viable alternative to gasoline-powered cars. The increasing demand for electric vehicles has placed importance on the development of the associated technology and the planning of an infrastructure that will support the many electric vehicles that will be on the roads in the future.\nMost of the electric vehicles currently on the market were designed and manufactured according to a recharging-model, in which a vehicle uses the same, periodically-recharged battery pack over a long period of time. This model suffers from some drawbacks, however, because it requires car owners to allot an amount of time for recharging in which the car cannot be used. Further, planning must be made to ensure that the vehicle is near a charging station when the battery needs to be recharged. This limits the use of the vehicle to certain routes, ranges, and locations.\nVehicles designed and manufactured according to a battery replacement-model, on the other hand, allow a drained battery to be replaced with a charged battery, instead of recharged. These vehicles may overcome many of the problems associated with the recharging-model if an associated battery replacement process is otherwise faster than and more readily-available than the alternative recharging process. Moreover, a replacement-battery infrastructure may be more feasible and applicable for at least some implementation areas than it's recharging-model counterpart. In order to achieve these goals a viable design would include features that address issues such as standardization, safety, ease-of-use, and logistics. However, current battery replacement-model electric vehicles have yet to find solutions for many of the problems that arise in these areas.\nThe present disclosure is directed to overcoming one or more problems of the prior art.\nIn one aspect, the present disclosure is directed to a management system of a vehicle battery replacement system. The management system includes a plurality of battery replacement stations for replacing a depleted battery pack of an electric vehicle with a charged battery pack. Each battery replacement station includes a coordinating device. The management system further includes a control system in communication with the coordinating devices of the battery replacement stations and a plurality of client devices. The control system is configured to receive a request for a battery replacement operation from a client device, and select a battery replacement station of the plurality of battery replacement stations for performing the battery replacement operation.\nIn another aspect, the present disclosure is directed to a battery replacement station. The battery replacement station includes a battery pack queue including charged batteries stored at less than full charge, a charging device; and a coordinating device. The coordinating device is configured to receive a request to perform a battery replacement operation, select a charged battery to be used in the battery replacement operation; and charge the selected battery to full charge using the charging device.\nIn yet another aspect, the present disclosure is directed to a method for replacing a battery pack of an electric vehicle. The method includes receiving a request for a battery replacement operation from a client device, the request including a status information. The method also includes coordinating, by a processor, the battery replacement operation by selecting a battery replacement station for performing the battery replacement operation based on the status information. The status information may be one or more of a location of the vehicle, a remaining battery charge, historical replacement information, battery availability information, or future travel information.\nThe foregoing summary and the following detailed description will be better understood when read in conjunction with the appended drawings, which illustrate a preferred embodiment of the invention. In the drawings:\n FIG. 1 is an exploded view of an exemplary vehicle;\n FIG. 2 is an exploded view of an exemplary vehicle according to another embodiment;\n FIG. 3 is a schematic illustration of an exemplary battery replacement system; and\n FIG. 4 is a flowchart of an exemplary battery replacement process.\nDisclosed embodiments provide a management system which supports vehicles having replaceable batteries, and a customer system which allows a user to coordinate a battery replacement operation with the management system. A battery replacement infrastructure is provided having a variety of different battery replacement stations which provide different options for a user to replace their vehicle's battery. The customer system may include a client device, such as a user's smart phone or computer, or the vehicle itself, which provides a path to communicate with the management system and to coordinate a battery replacement operation at a battery replacement station. In some embodiments, the battery replacement stations are adapted to the environment in which the station is located. For example, individual on-demand service operations may be available in highly-populated areas (e.g., cities), while large battery-swap stations may be located in areas where more space is available.\nIn addition, the management and customer systems include features which enable effective implementation of the battery replacement system. Examples of these features include location-based assignment of a replacement service, a battery subscription service, and efficient battery handling procedures. The disclosed embodiments provide a system which renders battery replacement-model electric vehicles a practical and viable alternative to gasoline-powered and recharging-model electric vehicles.\n FIG. 1 is an exploded view illustrating an exemplary vehicle 10. Vehicle 10 includes at least a body 12, a chassis 14, and a battery system 16. The body 12 includes the features and components that form the passenger compartment and exterior shell of the vehicle 10. The body 12 is supported on and by the chassis 14. The chassis 14 is a skeleton frame structure which includes, for example, a plurality of interconnected frame components, such as rigid bars, plates, fasteners, etc. The chassis 14 forms a base for supporting the body 12 and which is supported off of the ground by the wheels of the vehicle 10. The chassis 14 essentially forms a bottom portion of the vehicle 10. The battery assembly 16 is integrated into the body 12 and chassis 14 and provides electrical energy to a power system of the vehicle 10 through a plurality of electrical storage devices 18 provided in one or more battery packs 20.\nConsistent with disclosed embodiments, vehicle 10 is an electric vehicle. This means that the electrical storage devices 18 provide electrical energy to a motor (not shown) for generating mechanical power to move the vehicle 10. For example, in some embodiments, vehicle 10 is an all-electric vehicle in which all or substantially all of the power generated to move vehicle 10 is provided by the electrical storage devices 18. In these embodiments, the vehicle 10 includes an engine only as a backup power source or does not include an engine. In other embodiments, vehicle 10 is a hybrid vehicle in which some of the power generated by the power system 16 is provided by the electrical storage devices 18 and a remainder of the power is provided by an engine, such as an internal combustion engine.\nIt should be understood that the battery assembly 16 includes additional components which allow the electrical storage devices 18 to be utilized to provide electrical energy to a motor to power the vehicle 10. For example, the battery assembly 16 may include electrical connections (e.g., wiring, bus bars, etc.), cooling features (e.g., cooling panels), control system components (e.g., controllers, sensors, actuators, etc.), and the like, in order to allow the vehicle 10 to operate via electrical energy.\nAs shown in FIG. 1, the battery pack 20 is generally sized and shaped to fit in a bay 22 of the chassis 14. The battery pack 20 is movable into and out of the bay 22 in order to facilitate attachment and removal of the battery pack 20 to and from the vehicle 10. An attachment mechanism 24 releasably attaches the battery pack 20 to the chassis 14. In an exemplary embodiment, the attachment mechanism 24 includes a plurality of first attachment parts 26 on the chassis 14 and a plurality of second attachment parts 28 on each battery pack 20. The first attachment parts 26 are connectable to the second attachment parts 28 in order to secure each battery pack 20 in the bay 22.\n FIG. 1 illustrates a chassis 14 which includes one large bay 22 for receiving the battery pack 20. In this embodiment, the battery pack 20 may include a rigid internal frame structure which protects the battery pack 20 from damage during a collision. In other embodiments, a plurality of rigid cross rails may separate the bay 22 into a plurality of bays for receiving a different part of the battery pack 20. The plurality of cross rails provide structural integrity to the frame structure in order to protect the battery pack 20 from damage during a collision.\n FIG. 2 illustrates an alternative embodiment in which battery assembly 16 includes a plurality of interconnected battery packs 20. The battery packs 20 may each be attached to the chassis 14 through a plurality of attachment mechanisms 24. The battery packs 20 may also be electrically connected to each other through electrical connections such that each battery pack 20 may store electrical energy in corresponding electrical storage devices 18 which may be used by a motor to move the vehicle 10.\nIn an exemplary embodiment, the battery packs 20 are connected in parallel. For example, positive terminals of each battery pack 20 may be connected to a positive terminal of an adjacent battery pack 20 and negative terminals of each battery pack 20 may be connected to a negative terminal of an adjacent battery pack 20. By virtue of being connected in parallel, the capacity rating of the sum of the two battery packs 20 is double that of just one of the battery packs 20. On the other hand, the voltage of the combined pair is the same as a single battery pack 20. In this way, the addition of battery packs 20 to a battery assembly 16 of a vehicle 10 adds additional capacity rating (additional amp hours), which provides additional range (time-in-use) to the vehicle 10. The range of the vehicle 10 is thus customizable based on the number of battery packs 20 attached thereto.\nMoreover, as this type of connection does not increase voltage, the power and speed dynamics of the vehicle will remain relatively unchanged regardless of the number of battery packs 20 added to the vehicle 10. Each battery pack 20 is preferably configured to produce sufficient voltage to adequately power an associated motor of the vehicle 10 (e.g., to allow the vehicle 10 to reach highways speeds, travel uphill, etc.).\nAs described herein, the vehicle 10 may include one or more battery packs 20 which provide electrical energy to be converted to mechanical power for moving the vehicle 10. A user (or automated system) may thus operate vehicle 10 to travel to selected destinations. As the vehicle operates, the electrical storage devices 18 in the battery packs 20 will discharge. Eventually, the electrical storage devices 18 will be depleted to the point that the vehicle 10 may no longer operate reliably. In order to bring the vehicle 10 back to an operable condition, one or more of the battery packs 20 on the vehicle must be replaced by a charged battery pack 20.\nFor the purposes of this description, a depleted battery pack is a battery pack 20 in which the electrical storage devices 18 in the battery pack are discharged below a threshold amount and a charged battery pack is a battery pack 20 in which the electrical storage devices 18 in the battery pack are charged above the threshold amount.\n FIG. 3 illustrates an exemplary replacement battery system 30 which includes a management system 32 and a customer system 34. The replacement battery system 30 is an infrastructure which provides options to a user of vehicle 10 for replacing a discharged battery pack 20 with a charged battery pack 20. The management system 32 includes a plurality of battery replacement stations 36 which serve as service locations for a battery replacement operation. Management system 32 also includes a control system 38 for coordinating with the customer system 34. The customer system 34 includes a plurality of vehicles 10. The customer system 34 further includes a plurality of client devices 40.\nEach client device 40 is a communication terminal which may be used to communicate with control system 38. For example, each client device 40 may be a different user's mobile device (e.g., smart phone, laptop, etc.) or home computer. In other embodiments, the client device 40 may be a computing device on the vehicle 10, such as an on-board computer. The client device 40 may be configured to coordinate a battery replacement operation through a mobile application, website, etc. The client devices 40 and the control system 38 may be connected by a network 42. The network 42 may include one or more of a cellular network, the Internet, WiFi, etc.\nIn an exemplary embodiment, each client device 40 may communicate with the control system 38 to coordinate a battery replacement service for a vehicle 10 at a battery replacement station 36. The control system 38 and the client devices 40 preferably include computing components (e.g., processors, memory, databases, and I/O devices) which allow a user to operate the client device 40 such that the client device 40 coordinates a battery replacement operation and provides the details of the battery replacement operation to the user. The control system 38 is configured to communicate with each battery replacement station 36 to coordinate the battery replacement operation with a selected station.\nAs shown in FIG. 3, the plurality of battery replacement stations 36 may include a first station 44, a second station 46, and a third station 48. These stations 44, 46, 48 may correspond to a different type of battery replacement stations 36. The different types of battery replacement stations 44, 46, 48 may provide different types of battery replacement services.\nFor example, the first station 44 may be a manual-service station in which a replacement battery pack 20 is delivered to a vehicle 10. For example, a service provider may deliver a charged battery pack 20 to a vehicle, replace the vehicles discharged battery pack 20 with the charged battery pack, and haul away the discharged battery pack 20. The first station 44 is thus located wherever the vehicle 10 is located when a battery replacement operation is requested (or other agreed-upon location).\nThe second station 46 may be a designated battery replacement location, such as a particular parking location on a street or in a parking lot. A vehicle 10 may stop in the parking location, wait for a service provider to perform a battery replacement operation, and drive away. The service provider may be a robotic cart which automatically performs the battery replacement operation.\nThe third station 48 may be an automated battery replacement center, such as a dedicated service center which provides battery replacement services. The third station 48 may be similar to the second station 44 in that a robotic cart may perform the battery replacement service. For example, the robotic cart may select a charged battery pack 20 from a queue, deliver it to the vehicle 10, perform the operation, and return the discharged battery pack 20 to the queue for being recharged and stored for a future battery replacement operation.\nThe disclosed battery replacement stations 36 and associated operations provide a variety of options for replacing a battery pack 20 of a vehicle 10. The different options may be applicable to different environments. For example, the first station 44 may be suitable for densely-populated areas (e.g., cities) while the second station 46 may be more suitable outside of a city where designated parking spots may be available. The third station 48 may be suitable for suburban and rural areas where space for a dedicated service center is available.\nIt should be understood that the above-described battery replacement stations 36 are exemplary and that other types of stations and services may be provided. Moreover, the location of any particular type of battery replacement station 36 is not limited. For example, a third station 48 may be located in a city and a first station 44 may be located in a rural area. The above description is merely intended to explain how a variety of different battery replacement options may be provided to adapt to the differing environments in which battery replacement operations may be needed. In this way, the use of the vehicle 10 is not limited to particular areas.\nAs shown in FIG. 3, each battery replacement station 36 may include a battery pack queue 50, a charging device 52, a coordinating device 53, and a service provider 54. The battery pack queue 50 includes a plurality of battery packs 20 awaiting placement into a vehicle 10. The charging device 52 recharges depleted battery packs 20 which are received from vehicles 10. The coordinating device 53 is a computing device (e.g., including a processor, memory, database, and/or I/O device) in communication with the control system 38. The service provider 54 may be an operator or an automated device (e.g., robotic cart) which is capable of performing a battery replacement operation.\nIn an exemplary embodiment, the battery packs 20 in the battery pack queue 50 are standardized such that they may be provided to any vehicle 10. In other embodiments, the battery packs 20 may be organized based on vehicle 10 or types of vehicles 10 that can receive the battery pack 20 (e.g., based on make, model, etc.).\nIn addition, the battery packs 20 may be modular and sized such that more than one battery pack 20 is configured to be attached to a vehicle 10 at a time. This provides additional customization and practicality to the replacement battery system 30 because a user can select a certain number of battery packs 20 to be added or subtracted during a battery replacement operation. For example, a user planning to drive a short distance may request only one or two battery packs 20 and a user planning to drive a longer distance may request three or four battery packs 20. This configuration also allows a servicing company to offer a subscription-type product to consumers, in which a selected number of battery packs 20 are allotted per payment period, for example.\nThe battery packs 20 in the battery pack queue 50 are preferably stored in a manner that is efficient and helps to maintain a long useful life for each battery pack 20. One manner in which this can be achieved is by storing the battery packs at less than a full charge. For example, the battery packs 20 may be stored at 50-90% of full charge. In a preferred embodiment, the battery packs 20 are stored at 70% of full charge. Storing a battery at full charge for an extended period of time negatively effects the useful life of the battery and may reduce an amount equal to full charge. By storing the battery packs 20 at less than full charge, the useful life of the electrical storage devices 18 (and thus the battery packs 20) is extended. A battery pack 20 may be charged to full charge (e.g., 90% charge or greater) prior to being placed into a vehicle 10 (e.g., based on an instruction from the coordinating device 53).\nIn some embodiments, the coordinating device 53 may be configured to prepare a battery pack 20 in anticipation of it being installed in a vehicle 10. For example, the coordinating device 53 may determine that a battery replacement operation is upcoming and fully charge a battery pack 20 in the battery pack queue 50. The coordinating device 53 may receive information and predict that a battery pack 20 will be required. For example, the coordinating device 53 may predict the possibility of a user requesting a battery replacement operation based on information such as the date and time, historic use patterns, an amount of charge remaining on a battery pack 20 that is in use, vehicle location or intended destination (e.g., based on user calendar or navigation system information).\nThe coordinating device 53 may be configured to alert a user via a message to a client device 40. The message may indicate information such as a need for a replacement battery pack 20, a status of a replacement battery pack 20, etc. The coordinating device 53 may further be configured to schedule a battery pack charging operation at a future time.\n FIG. 4 illustrates an exemplary battery replacement process 400. Process 400 may be performed by one or more components of the management system 32 and/or the customer system 34. For example, one or more steps of the process 400 may be performed by a processor associated with control system 38, a service provider associated with a battery replacement station 36, and/or a processor associated with a client device 40.\nPrior to the battery replacement process 400, it may be determined that a vehicle 10 is in need of a battery replacement operation. This may be determined by a user (e.g., a driver of the vehicle 10), the client device 40, the control system 38, and/or a coordinating device 53. For example, the vehicle 10 may provide data (e.g., to the user and/or the client device 40) which indicates that a battery replacement operation is needed (e.g., based on an amount of charge remaining and/or an amount of charge needed to reach an intended destination).\nIn step 410, the control system 38 receives a request for a battery replacement operation. The control system 38 may receive the request at a processor from the client device 40 via the network 42. Client device 40 may send the request based on a determination that an associated vehicle 10 requires a battery replacement and/or based on user input to the client device 40. The request may include status information. The status information may include, for example, a location of the vehicle, a remaining battery charge, historical replacement information, battery availability information, or future travel information. In some embodiments, the control system 38 may receive status information from another source. For example, the control system 38 may receive status information from a coordinating device 53 (e.g., battery availability information, predictive battery replacement information, etc.). For example, in one embodiment, the request includes a location of the client device 40 and/or the vehicle 10. In another exemplary embodiment, the request includes a desired location for the battery replacement operation to take place.\nIn step 420, the control system 38 coordinates the battery replacement operation. In one example, the control system 38 selects, by a processor, a battery replacement station 36 where the battery replacement operation is to take place. The control system 38 may communicate with coordinating devices 53 to determine the battery replacement station 36.\nIn some embodiments, the control system 38 determines the battery replacement station 36 based on the received status information. In one embodiment, the status information includes the location of the vehicle 10 (which may be assumed to be the location of the client device 40 if not provided with the request). For example, the control system 38 may identify a battery replacement station 36 closest to the vehicle 10 or otherwise based on proximity. In other embodiments, the control system 38 may determine the battery replacement station 36 based on other status information, such as a station that is selected in the request, an availability of charged battery packs 20 at various stations, a type of vehicle 20 (e.g., make, model, etc.), the date, time of day, or a desired time for the battery replacement operation, a travel plan, an associated subscription plan, etc. The selected battery replacement station 36 may be any of the stations 44, 46, 48 described herein, or may be another type of station.\nAfter the control system 38 selects a battery replacement station 36, the control system 38 sends a message to the client device 40. The message indicates when and where the battery replacement operation will take place. For example, the message may include the selected battery replacement station 36. The selected battery replacement station 36 may be a station location or a designated parking location. The client device 40 may display this information to a user.\nIn some embodiments, coordination of the battery replacement operation may include charging a battery pack 20 to full charge. As described above, the battery packs 20 in the battery pack queue 50 may be stored at less than full charge. During step 420, the control system 38 and/or coordinating device 53 may provide an instruction to charge a selected battery pack 20 to full charge such that the battery pack is ready to be installed in a vehicle 10. For example, the coordinating device 53 may receive a request from the control system 38 (or the client device 40), select a charged battery 20 to be used in the battery replacement operation, and charge the selected battery to full charge. In other embodiments, the control system 38 and/or coordinating device 53 may predict a timing of a battery replacement operation and initiate a process to prepare a battery pack 20 by charging it to full charge (e.g., 90% or greater).\nAs a result of steps 410 and 420, a battery replacement operation is coordinated between a vehicle 10 and a battery replacement station 36. This information may be provided to the user by the client device 40. In some instances, the driver then drives the vehicle 10 to the appropriate location at the appropriate time. In other instances, the vehicle's current location may be the battery replacement station 36 (e.g., as a first station 44) and the user and vehicle 10 wait until a service provider arrives. In some embodiments, the process 400 may be completed when the battery replacement operation is coordinated. In other embodiments, the process 400 further includes the step described below.\nIn step 430, the battery replacement operation is performed. The control system 38, coordinating device 53, and/or service provider 54 may perform step 430. Step 430 may include, for example, a battery pack 20 being selected from the battery pack queue 50, the battery pack 20 being delivered to the vehicle 10, the depleted battery pack 20 being removed from the vehicle 10, and the charged battery pack 20 being connected to the vehicle 10. Step 430 may also include the depleted battery pack 20 being returned to the battery pack queue 50 and recharged by the charging device 52. All or some of step 430 may be automated, such as in embodiments in which the service provider 54 is a robotic cart.\nStep 430 may depend on the type of battery replacement station 36 at which the battery replacement operation is being performed. For example, at a first station 44, the battery replacement operation may include delivering the charged battery 20 to the location of the vehicle at the time the request was received. In a second 46, 48, the battery replacement operation may include the vehicle and service provider 54 meeting at a selected location (e.g., a designated parking location or spot).\nThe battery replacement operation preferably includes attachment mechanism 24 being disconnected in relation to the depleted battery pack 20 and reattached in relation to the charged battery pack 20. The operation may also include the disconnection and connection of more than one battery packs, such as the embodiment of vehicle 10 depicted in FIG. 2. After the battery replacement operation is complete, the vehicle 10 drives away.\nThe disclosed embodiments provide a battery replacement system and associated methods which are configured to support a plurality of battery replacement-model vehicles on the roads. The disclosed system provides options for a user to replace a depleted battery pack on the vehicle, thereby allowing the vehicle to continue traveling without substantial interruption. The availability of different types of battery replacement stations allows the system to be adaptable to different environments and renders implementation more practical. Moreover, the integration of a battery replacement process through a user's client device allows for simple and efficient coordination of a battery replacement operation when needed.\nThe disclosed embodiments further allow a driver to operate a battery replacement-model vehicle without limit to location and range of travel. Moreover, the disclosed features allow for customization of the battery replacement system and the manner in which replacement battery packs are made available to customers. For example, a subscription service may be provided where a customer pays for a selected number of battery packs in advance. In embodiments in which multiple battery packs are used for a single vehicle (e.g., FIG. 2), the available services may be further customizable to allow a driver to select a number of battery packs to be connected to the vehicle at any given time.\nHaving thus described the presently preferred embodiments in detail, it is to be appreciated and will be apparent to those skilled in the art that many physical changes, only a few of which are exemplified in the detailed description of the invention, could be made without altering the inventive concepts and principles embodied therein. It is also to be appreciated that numerous embodiments incorporating only part of the preferred embodiment are possible which do not alter, with respect to those parts, the inventive concepts and principles embodied therein. The present embodiments and optional configurations are therefore to be considered in all respects as exemplary and/or illustrative and not restrictive, the scope of the invention being indicated by the appended claims rather than by the foregoing description, and all alternate embodiments and changes to this embodiment which come within the meaning and range of equivalency of said claims are therefore to be embraced therein.\n | A management system of a vehicle battery replacement system has a plurality of battery replacement stations for replacing a depleted battery pack of an electric vehicle with a charged battery pack. Each battery replacement station includes a coordinating device. The management system also has a control system in communication with the coordinating devices of the battery replacement stations and a plurality of client devices. The control system is configured to receive a request for a battery replacement operation from a client device, and select a battery replacement station of the plurality of battery replacement stations for performing the battery replacement operation. | US:15/246,856 | https://patentimages.storage.googleapis.com/d9/14/15/36fce89b975a72/US10144307.pdf | US:10144307 | Austin NEWMAN, Yadunandana Yellambalase | NIO Nextev Ltd | US:1750749, US:1000870, US:1002047, US:1000310, US:1000305, US:4317497, US:5501289, US:20030209375:A1, US:7201384, US:7507499, US:20100285344:A1, US:20060024566:A1, US:8051934, US:20100009244:A1, US:20080294283:A1, US:20090058355:A1, US:20090082957:A1, US:20090078481:A1, US:8091669, US:8409749, US:20120009804:A1, US:8322476, US:8210301, US:20110198138:A1, US:7913788, US:9045030, US:20130175829:A1, US:20120312612:A1, US:8839895, US:20140284125:A1, US:20140315064:A1, US:20140338998:A1, US:20140338999:A1, US:20140329125:A1, US:20130270864:A1, US:9490460, US:20160068195:A1, US:20160137229:A1, US:9321338, US:9630483, US:20150255764:A1, DE:202015005208:U1, US:20170225558:A1 | 2018-12-04 | 2018-12-04 | 1. A management system of a vehicle battery replacement system, comprising:\na plurality of battery replacement stations for replacing a depleted battery pack of an electric vehicle with a charged battery pack, wherein each battery replacement station includes a coordinating device, wherein the plurality of battery replacement stations includes a first station and a second station, and wherein the first station is a different type than the second station; and\na control system in communication with the coordinating devices of the battery replacement stations and a plurality of client devices, wherein the control system is configured to:\nreceive a request for a battery replacement operation from a client device; and\nselect a battery replacement station of the plurality of battery replacement stations for performing the battery replacement operation.\n\n, a plurality of battery replacement stations for replacing a depleted battery pack of an electric vehicle with a charged battery pack, wherein each battery replacement station includes a coordinating device, wherein the plurality of battery replacement stations includes a first station and a second station, and wherein the first station is a different type than the second station; and, a control system in communication with the coordinating devices of the battery replacement stations and a plurality of client devices, wherein the control system is configured to:\nreceive a request for a battery replacement operation from a client device; and\nselect a battery replacement station of the plurality of battery replacement stations for performing the battery replacement operation.\n, receive a request for a battery replacement operation from a client device; and, select a battery replacement station of the plurality of battery replacement stations for performing the battery replacement operation., 2. The management system of claim 1, wherein the request for the battery replacement operation includes a location, and the control system selects the battery replacement station based on the location., 3. The management system of claim 2, wherein the location is a location of the vehicle., 4. The management system of claim 1, wherein the first station or the second station is configured to deliver the charged battery pack to a location of the vehicle at the time the request was sent., 5. The management system of claim 1, wherein the first station or the second station includes a designated parking location for conducting the battery replacement operation., 6. The management system of claim 1, wherein the battery replacement station further includes a battery pack queue comprising charged batteries., 7. The management system of claim 6, wherein the charged batteries are stored at less than full charge, and\nwherein a coordinating device is configured to provide an instruction to charge a selected battery pack to full charge based on the request for a battery replacement operation.\n, wherein a coordinating device is configured to provide an instruction to charge a selected battery pack to full charge based on the request for a battery replacement operation., 8. The management system of claim 1, wherein the battery replacement station further includes a service provider configured to perform the battery replacement operation, wherein the service provider is a robotic cart., 9. The management system of claim 1, wherein the client device is a mobile device., 10. The management system of claim 1, wherein the client device is an on-board computer of the vehicle., 11. A battery replacement station, comprising:\na battery pack queue comprising partially-charged batteries stored at less than full charge;\na charging device; and\na coordinating device configured to:\nreceive, from a client device associated with a vehicle, a request to perform a battery replacement operation for the vehicle, wherein the request includes information about a type of the vehicle;\nselect, based on the request, a partially-charged battery from the battery pack queue to be used in the battery replacement operation for the vehicle, wherein the selected partially-charged battery is compatible with the type of the vehicle; and\ncharge, via the charging device and in response to receiving the request from the client device, the selected partially-charged battery to full charge for installation in the vehicle.\n\n, a battery pack queue comprising partially-charged batteries stored at less than full charge;, a charging device; and, a coordinating device configured to:\nreceive, from a client device associated with a vehicle, a request to perform a battery replacement operation for the vehicle, wherein the request includes information about a type of the vehicle;\nselect, based on the request, a partially-charged battery from the battery pack queue to be used in the battery replacement operation for the vehicle, wherein the selected partially-charged battery is compatible with the type of the vehicle; and\ncharge, via the charging device and in response to receiving the request from the client device, the selected partially-charged battery to full charge for installation in the vehicle.\n, receive, from a client device associated with a vehicle, a request to perform a battery replacement operation for the vehicle, wherein the request includes information about a type of the vehicle;, select, based on the request, a partially-charged battery from the battery pack queue to be used in the battery replacement operation for the vehicle, wherein the selected partially-charged battery is compatible with the type of the vehicle; and, charge, via the charging device and in response to receiving the request from the client device, the selected partially-charged battery to full charge for installation in the vehicle., 12. The battery replacement station of claim 11, wherein the partially-charged batteries are stored at approximately 70% of full charge., 13. The battery replacement station of claim 11, wherein the coordinating device is further configured to:\nschedule the battery replacement operation for the vehicle at a future time, and wherein the selected partially-charged battery is charged to full charge for installation in the vehicle prior to the future time.\n, schedule the battery replacement operation for the vehicle at a future time, and wherein the selected partially-charged battery is charged to full charge for installation in the vehicle prior to the future time., 14. A method for replacing a battery pack of an electric vehicle, comprising:\nreceiving a request for a battery replacement operation from a client device, the request including status information; and\ncoordinating, by a processor, the battery replacement operation by selecting a battery replacement station from a plurality of battery replacement stations for performing the battery replacement operation based on the status information, wherein the plurality of battery replacement stations includes a first station and a second station, and wherein the first station is a different type than the second station, and\nwherein the status information includes one or more of a location of the vehicle, a desired battery replacement station, a remaining battery charge, historical replacement information, battery availability information, or future travel information.\n, receiving a request for a battery replacement operation from a client device, the request including status information; and, coordinating, by a processor, the battery replacement operation by selecting a battery replacement station from a plurality of battery replacement stations for performing the battery replacement operation based on the status information, wherein the plurality of battery replacement stations includes a first station and a second station, and wherein the first station is a different type than the second station, and, wherein the status information includes one or more of a location of the vehicle, a desired battery replacement station, a remaining battery charge, historical replacement information, battery availability information, or future travel information., 15. The method of claim 14, further comprising sending a message to the client device, the message identifying the selected battery replacement station., 16. The method of claim 15, wherein the message identifies a designated parking spot for performing the battery replacement operation., 17. The method of claim 14, wherein the status information is a vehicle location and the battery replacement station is selected based on a proximity to the location., 18. The method of claim 14, further including performing the battery replacement operation, including removing a depleted battery pack from the vehicle and connecting a charged battery pack to the vehicle., 19. The method of claim 18, wherein performing the battery replacement operation includes delivering the charged battery pack to a location of the vehicle at the time the request was received., 20. The method of claim 18, wherein the battery replacement operation is performed by a robotic cart. | US | United States | Active | B60L11/1879 | True |
| 83 | 一种电动车下车体车架及其电动车 \n | CN112793668B | NaN | 本发明涉及了一种电动车下车体车架及其电动车，该电动车下车体车架包括包括前舱总成、前地板总成以及后地板总成，所述前地板总成包括电池安装框架、前地板面板以及电池托盘，所述电池安装框架包括两个门槛梁以及两个第一横梁，所述门槛梁的两端分别与所述前舱总成、所述后地板总成固定连接，两个所述门槛梁通过两个所述第一横梁固定连接，所述门槛梁采用空心结构，所述门槛梁被设置为防撞结构，在受到撞击时，将侧面碰撞力传递给所述前舱总成以及所述后地板总成；区别现有技术，本发明的电池框架直接参与侧面碰撞支撑结构，增加了侧面碰撞时的结构传递路径，提升了车辆被动安全性能。 | CN:202110125621.2A | https://patentimages.storage.googleapis.com/05/21/51/4009071f6e79e8/CN112793668B.pdf | CN:112793668:B | 严鑫, 林密, 詹文章, 傅振兴, 赵明, 田维 | Yudo New Energy Automobile Co Ltd | JP:2009193942:A, CN:104340282:A, EP:3345779:A1, CN:110167786:A, CN:111319682:A, CN:209505418:U, WO:2021013429:A1, CN:211568102:U | Not available | 2022-07-01 | 1.一种电动车下车体车架，其特征在于，包括前舱总成、前地板总成以及后地板总成，所述前舱总成通过所述前地板总成与所述后地板总成相连接；, 所述前地板总成包括电池安装框架、前地板面板以及电池托盘，所述电池安装框架包括两个门槛梁以及两个第一横梁，所述门槛梁的两端分别与所述前舱总成、所述后地板总成固定连接，两个所述门槛梁通过两个所述第一横梁固定连接，两个所述门槛梁与两个所述第一横梁形成用于容纳电池模组的容纳腔，所述门槛梁采用空心结构，所述门槛梁被设置为防撞结构，在受到撞击时，将侧面碰撞力传递给所述前舱总成以及所述后地板总成；, 所述前地板面板固定在所述电池安装框架上，所述电池托盘用于托住所述电池模组，所述电池托盘与所述电池安装框架的底部固定连接；, 门槛梁被设置为当电池模组设置在电池托盘上时，最靠外的电池模组的外侧与门槛梁的内侧相抵靠，电池模组被设置成当门槛梁受到的冲击力时，对门槛梁的内侧进行支撑；, 前地板面板被设置为当电池模组设置在电池托盘上时，电池模组的顶部顶靠在前地板面板的底部，汽车座椅设置在前地板面板的上方；, 电池托盘通过螺栓与电池安装框架固定连接，先将电池安装于电池托盘上，再将电池托盘通过螺栓安装于电池安装框架上。, 2.根据权利要求1所述的电动车下车体车架，其特征在于，所述前地板面板上设置有两个以上的加强梁，所述加强梁的两端分别与两个所述门槛梁相连接，所述加强梁被设置成当一个所述门槛梁受到的冲击力时，将冲击力传递给另一个门槛梁。, 3.根据权利要求1所述的电动车下车体车架，其特征在于，所述电池安装框架还包括纵梁，所述纵梁的两端分别与两个所述第一横梁相连接，所述纵梁与所述门槛梁相互平行，所述纵梁、两个所述第一横梁、两个所述门槛梁将容纳腔隔成两个子容纳腔。, 4.根据权利要求3所述的电动车下车体车架，其特征在于，所述电池安装框架还包括至少一个第二横梁，所述第二横梁的两端分别与两个所述门槛梁相连接，所述第二横梁被设置成当一个所述门槛梁受到的冲击力时，将冲击力传递给另一个门槛梁，所述第二横梁与所述第一横梁相互平行，所述第二横梁将两个所述子容纳腔隔成四个以上的子容纳腔。, 5.根据权利要求1所述的电动车下车体车架，其特征在于，所述电池安装框架采用铝合金型材制成。, 6.根据权利要求1所述的电动车下车体车架，其特征在于，两个所述门槛梁与两个所述第一横梁之间通过焊接固定。, 7.一种电动车，其特征在于，包括如权利要求1-6任意一项所述的电动车下车体车架。 | CN | China | Active | B | True |
| 84 | 一种直流充电桩控制器和充电桩控制系统 \n | CN206517091U | 技术领域本实用新型涉及充电桩领域，尤其是一种直流充电桩控制器和充电桩控制系统。背景技术电动汽车以其无污染、噪声低、能源利用率高、结构简单、维修方便等优点已经成为我国战略性新兴产业之一，在“十二五”规划纲要中，国家提出要重点发展插电式混合动力汽车、纯电动汽车和燃料电池汽车技术，开展插电式混合动力汽车、纯电动汽车研发及大规模商业化示范工程，推进产业化应用；针对于电动汽车的充电设备应运而生，国家电网也给出一系列关于电动汽车的充电设备标准。现有直流充电桩控制器中，控制充电枪在对电动汽车进行充电时，对充电时充电枪的温度、充电时的电压、充电时的电流等进行检测，以实现对充电的控制，保证充电过程中电动汽车以及用户的安全，但安全保护的功能仍不完善，不符合国家电网出台的充电设备标准。实用新型内容为了解决上述技术问题，本实用新型的目的是提供一种安全保护功能完善的直流充电桩控制器，相应地，还提供了一种充电桩控制系统。本实用新型所采用的技术方案是：一种直流充电桩控制器，包括第一主控电路、CAN通信电路、多个输入端与交流电源连接的AC-DC整流电路、接触器、接触器控制电路、电磁锁控制电路、温度检测电路、风扇控制电路、绝缘检测电路、车载电池电压采样电路、充电机电流采样电路、充电机电压采样电路、充电枪连接检测电路、漏电流检测电路、车载BMS供电控制电路、电磁锁状态检测电路和第一电源电路，所述温度检测电路包括充电桩温度检测电路和充电枪温度检测电路，所述第一电源电路为直流充电桩控制器提供工作电压；所述第一主控电路通过CAN通信电路分别与车载BMS控制系统、绝缘检测电路、AC-DC整流电路连接，所述多个AC-DC整流电路的正输出端与接触器的第一主触点端子连接，所述接触器的第二主触点端子与充电枪的正输入端连接，所述多个AC-DC整流电路的负输出端与充电枪的负输入端连接，所述接触器控制电路的输出端分别与接触器的第一线圈端子、第二线圈端子连接，所述漏电流检测电路的输出端、温度检测电路的输出端、车载电池电压采样电路的输出端、充电机电流采样电路的输出端、充电机电压采样电路的输出端、充电枪连接检测电路的输出端、电磁锁状态检测电路的输出端分别与第一主控电路的输入端连接，所述第一主控电路的输出端分别与接触器控制电路的输入端、电磁锁控制电路的输入端、风扇控制电路的输入端、车载BMS供电控制电路的输入端连接。进一步地，所述充电枪连接检测电路包括充电连接确认触头（CC1）、运算放大器和光耦，所述充电连接确认触头（CC1）的输出端与运算放大器的正相输入端连接，所述第一电源电路的输出端与运算放大器的反相输入端连接，所述运算放大器的输出端与光耦的输入端连接，所述光耦的输出端与第一主控电路的输入端连接。进一步地，所述直流充电桩控制器还包括RS485通信电路和/或RS232通信电路，所述第一主控电路分别与RS485通信电路、RS232通信电路连接。进一步地，所述直流充电桩控制器还包括泄放电阻，所述多个AC-DC整流电路的正输出端与泄放电阻的一端连接，所述多个AC-DC整流电路的负输出端与泄放电阻的另一端连接。进一步地，所述直流充电桩控制器还包括状态指示灯控制电路和/或背光灯控制电路，所述第一主控电路的输出端分别与状态指示灯控制电路的输入端、背光灯控制电路的输入端连接。进一步地，所述直流充电桩控制器还包括避雷器和/或充电桩主开关和/或急停按钮，所述避雷器包括第一避雷器和第二避雷器，所述交流电源的输出端与第一避雷器的输入端连接，所述多个AC-DC整流电路的输出端与第二避雷器的输入端连接，所述充电桩主开关的输出端与第一主控电路的输入端连接，所述接触器控制电路的输出端与急停按钮的一端连接，所述急停按钮的另一端与接触器的第一主触点端子连接。进一步地，所述直流充电桩控制器还包括接触器状态检测电路和/或避雷器状态检测电路和/或充电桩主开关状态检测电路和/或急停按钮状态检测电路，所述接触器状态检测电路的输出端、避雷器状态检测电路的输出端、充电桩主开关状态检测电路的输出端、急停按钮状态检测电路的输出端分别与第一主控电路的输入端连接。本实用新型所采用的另一技术方案是：一种充电桩控制系统，包括充电计费控制单元、充电枪和所述的直流充电桩控制器，所述充电计费控制单元包括第二主控电路、CPU卡读卡器、显示与输入电路、音频输出电路、多功能电表和第二电源电路，所述直流充电桩控制器与充电枪连接，所述第一主控电路通过CAN通信电路与第二主控电路连接，所述第二主控电路分别与CPU卡读卡器、显示与输入电路、多功能电表连接，所述第二主控电路的输出端与音频输出电路的输入端连接，所述第二电源电路的输出端与第二主控电路的输入端连接。进一步地，所述充电桩控制系统还包括通信电路，所述通信电路与第二主控电路连接，所述通信电路包括2G移动通信电路和/或3G移动通信电路和/或4G移动通信电路和/或以太网通信电路和/或蓝牙电路和/或WIFI电路。进一步地，所述充电桩控制系统还包括GPS/北斗定位电路，所述GPS/北斗定位电路通过RS232接口与第二主控电路连接。本实用新型的有益效果是：本实用新型中一种直流充电桩控制器包括温度检测电路、绝缘检测电路、车载电池电压采样电路、充电机电流采样电路、充电机电压采样电路、充电枪连接检测电路、漏电流检测电路和电磁锁状态检测电路，通过上述电路对多种充电信息进行检测，第一主控电路根据多种充电信息控制接触器控制电路、电磁锁控制电路、风扇控制电路以及车载BMS供电控制电路的工作状态，由此控制充电过程，保障充电过程中的电动汽车以及用户的安全，符合国家电网的充电设备标准；本实用新型中一种充电桩控制系统，由于具有直流充电桩控制器，其安全性能显著提高。附图说明下面结合附图对本实用新型的具体实施方式作进一步说明：图1是本实用新型中一种直流充电桩控制器的结构框图；图2是本实用新型中一种直流充电桩控制器的连接示意图；图3是本实用新型中一种直流充电桩控制器中的充电机电压采样电路、充电机电流采样电路、车载电池电压采样电路、漏电流检测电路、充电桩温度检测电路和充电枪温度检测电路的一具体实施例电路图；图4是现有技术中直流充电桩的控制导引电路图；图5是本实用新型中一种直流充电桩控制器中的充电枪连接检测电路一具体实施例电路图；图6是本实用新型中一种充电桩控制系统的一具体实施例结构框图。具体实施方式需要说明的是，在不冲突的情况下，本申请中的实施例及实施例中的特征可以相互组合。一种直流充电桩控制器，参考图1和图2，图1是本实用新型中一种直流充电桩控制器的结构框图，图2是本实用新型中一种直流充电桩控制器的连接示意图，包括第一主控电路、CAN通信电路、多个输入端与交流电源连接的AC-DC整流电路、接触器1KM、接触器控制电路、电磁锁控制电路、温度检测电路、风扇控制电路、绝缘检测电路、车载电池电压采样电路、充电机电流采样电路、充电机电压采样电路、充电枪连接检测电路、漏电流检测电路、车载BMS供电控制电路、电磁锁状态检测电路和第一电源电路，温度检测电路包括充电桩温度检测电路和充电枪温度检测电路，第一电源电路为直流充电桩控制器提供工作电压；第一主控电路通过CAN通信电路分别与车载BMS控制系统、绝缘检测电路、AC-DC整流电路连接，多个AC-DC整流电路的正输出端与接触器的第一主触点端子连接，接触器的第二主触点端子与充电枪的正输入端+ U连接，多个AC-DC整流电路的负输出端与充电枪的负输入端连接，接触器控制电路的输出端分别与接触器的第一线圈端子、第二线圈端子连接，漏电流检测电路的输出端、温度检测电路的输出端、车载电池电压采样电路的输出端、充电机电流采样电路的输出端、充电机电压采样电路的输出端、充电枪连接检测电路的输出端、电磁锁状态检测电路的输出端分别与第一主控电路的输入端连接，第一主控电路的输出端分别与接触器控制电路的输入端、电磁锁控制电路的输入端、风扇控制电路的输入端、车载BMS供电控制电路的输入端连接。本实用新型中一种直流充电桩控制器包括温度检测电路、绝缘检测电路、车载电池电压采样电路、充电机电流采样电路、充电机电压采样电路、充电枪连接检测电路、漏电流检测电路和电磁锁状态检测电路，通过上述电路对多种充电信息进行检测，第一主控电路根据检测到的多种充电信息控制接触器控制电路、电磁锁控制电路、风扇控制电路以及车载BMS供电控制电路的工作状态，由此控制充电过程，多种安全检测项目，可有效保障充电过程中的电动汽车以及用户的安全，符合国家电网的充电设备标准。参考图1、图2和图3，图1是本实用新型中一种直流充电桩控制器的结构框图，图2是本实用新型中一种直流充电桩控制器的连接示意图，图3是本实用新型中一种直流充电桩控制器中的充电机电压采样电路、充电机电流采样电路、车载电池电压采样电路、漏电流检测电路、充电桩温度检测电路和充电枪温度检测电路的一具体实施例电路图，本实施例中，第一主控电路采用STM32F105VCT6型号的单片机作为主控芯片；交流电源采用交流380V的交流电源；采用4个AC-DC整流电路实现交直流电转换，如AC-DC整流电路1M、AC-DC整流电路2M、AC-DC整流电路3M和AC-DC整流电路4M；充电机电压采样电路1、充电机电流采样电路、车载电池电压采样电路3、漏电流检测电路4均是通过传感器实现，车载电池电压采样电路3和充电机电压采样电路1采用电压传感器来实现，图2中的电压传感器2PT为车载电池电压采样电路3的电压传感器，图2中的电压传感器1PT为充电机电压采样电路1的电压传感器；充电机电流采样电路采用电流传感器来实现，如图2中的电流传感器1CT；本实施例中，充电机电流采样电路可以通过两种电流传感器实现，一种是霍尔传感器，另一种是分流器传感器，对应的测量电路分别如图3中的电路2和电路8所示；漏电流检测电路4采用漏电流检测传感器来实现，如图2中的漏电流传感器LD；充电桩温度检测电路5采用热敏电阻实现；充电桩温度检测电路包括两路检测电路，分别用于检测充电枪正负极的温度，充电枪温度检测电路可以采用两种方式实现，一种是采用热敏电阻，另一种是铂热电阻，测量电路分别如图3中的电路6和电路7所示。另外，接触器控制电路通过一保险丝RD1与接触器1KM连接，在接触器1KM的第二主触点端子A2与充电枪的正输入端+ U之间设置有第一熔断器1RD，多个AC-DC整流电路的负输出端通过第二熔断器2RD与充电枪的负输出端-U连接；在交流电源的输入端设置有一三相四线电能表DDB，用于测量充电桩总的用电量。作为技术方案的进一步改进，参考图4和图5，图4是现有技术中直流充电桩的控制导引电路图，图5是本实用新型中一种直流充电桩控制器中的充电枪连接检测电路一具体实施例电路图，充电枪连接检测电路包括充电连接确认触头（CC1）、运算放大器U1A和光耦U2及其外围电路，充电连接确认触头（CC1）的输出端与运算放大器U1A的正相输入端连接，第一电源电路的输出端与运算放大器U1A的反相输入端连接，运算放大器U1A的输出端与光耦U2的输入端连接，光耦U2的输出端与第一主控电路的输入端连接；本实施例中，运算放大器U1A采用LM2904型号的运算放大器来实现；图4中的非车载充电机控制器即直流充电桩控制器，充电枪连接检测原理是：检测点1即充电连接确认触头（CC1），充电连接确认触头（CC1）通过接口J1与运算放大器U1A连接，直流充电桩控制器中的第一电源电路与U1连接，并通过电阻R1与直流充电枪插头中的电阻R2、常闭开关S及车辆插座上的电阻R4组成一个检测回路，直流充电桩控制器通过运算放大器U1A检测CC1上的电压大小来判断充电枪是否已连接完好，当CC1上的电压检测到为 4V时，则表示充电枪与车辆与连接完好；当CC1上的电压为6V或者12V时则表示充电枪与车还未连接完好。作为技术方案的进一步改进，直流充电桩控制器还包括RS485通信电路和/或RS232通信电路，第一主控电路分别与RS485通信电路、RS232通信电路连接。RS485通信电路、RS232通信电路以及CAN通信电路作为直流充电桩的数据传输通道。进一步地，参考图2，图2是本实用新型中一种直流充电桩控制器的连接示意图，直流充电桩控制器还包括接触器KA和泄放电阻R13，多个AC-DC整流电路的正输出端与接触器KA的一端连接，接触器KA的另一端与泄放电阻R13的一端连接，多个AC-DC整流电路的负输出端与泄放电阻R13的另一端连接。第一主控电路通过控制接触器KA的通断来接入或断开泄放电阻R13，通过泄放电阻R13可以将直流充电桩中的残留电流泄放掉，防止高压充电接口漏电造成人员损伤。进一步地，直流充电桩控制器还包括状态指示灯控制电路和/或背光灯控制电路，第一主控电路的输出端分别与状态指示灯控制电路的输入端、背光灯控制电路的输入端连接。状态指示灯控制电路包括指示灯，本实施例中指示灯采用LED灯实现，通过控制多个LED灯显示不同的灯光颜色，表示直流充电桩的不同工作状态，包括电源灯、故障灯、充电灯和预约灯；背光灯控制电路包括背光灯。作为技术方案的进一步改进，直流充电桩控制器还包括避雷器和/或充电桩主开关和/或急停按钮SA，避雷器包括第一避雷器BLQ1和第二避雷器BLQ2，交流电源的输出端与第一避雷器BLQ1的输入端连接，多个AC-DC整流电路的输出端与第二避雷器BLQ2的输入端连接，充电桩主开关的输出端与第一主控电路的输入端连接，接触器控制电路的输出端与急停按钮SA的一端连接，急停按钮SA的另一端与接触器1KM的第一主触点端子A1连接。进一步地，参考图6，图6是本实用新型中一种充电桩控制系统的一具体实施例结构框图，本实施例中，第一主控电路采用STM32F105VCT6型号的单片机作为主控芯片；直流充电桩控制器还包括接触器状态检测电路和/或避雷器状态检测电路和/或充电桩主开关状态检测电路和/或急停按钮状态检测电路，接触器状态检测电路的输出端、避雷器状态检测电路的输出端、充电桩主开关状态检测电路的输出端、急停按钮状态检测电路的输出端分别与第一主控电路的输入端连接。接触器状态检测电路、避雷器状态检测电路、充电桩主开关状态检测电路、急停按钮状态检测电路均采用光耦来实现，光耦的一端与接触器、避雷器、充电桩主开关和急停按钮连接，光耦的另一端与第一主控电路的输入端连接。当接触器、避雷器、充电桩主开关和急停按钮闭合工作时，光耦导通，输入信号至第一主控电路；当接触器、避雷器、充电桩主开关和急停按钮断开不工作时，光耦不导通，不输入信号至第一主控电路。另外，第一主控电路通过控制继电器实现对接触器控制电路、电磁锁控制电路、风扇控制电路、车载BMS供电控制电路的开关控制。实际使用中，直流充电桩控制器在接收到充电启动指令后，启动电磁锁控制电路，利用电磁锁锁定充电枪，同时启动BMS供电电路控制电路给车载BMS控制系统供电，通过CAN通信电路与车载BMS控制系统通信，读取车载电池电量信息，第一主控电路根据车载电池电量信息，调整相应的充电参数，并检测充电桩绝缘、防雷、急停按钮、充电桩主开关状态及充电桩输入输出电压情况等，如果一切正常，则直流充电桩控制器启动接触器控制电路，投入泄放电阻对充电输出电压进行泄放；泄放电压完成以后，断开泄放电阻回路，控制接触器控制电路工作，接触器导通开始给用户车辆充电。充电过程中，直流充电桩控制器一直保持与车载BMS控制系统通信，根据车载BMS控制系统不断上传的电池电量信息，直流充电桩控制器不断调整充电桩的充电参数，以达到输出最符合当时车载电池的充电参数。以此同时，直流充电桩控制器不断检测车载电池电压、充电桩输出电压、充电桩输出电流、充电桩对地绝缘情况、充电枪温度、充电桩温度等，一旦电压、电流过大或者电压过小时，充电桩马上进入保护模式，停止充电；在检测到充电桩对地绝缘情况异常，或者充电枪温度过高时，充电桩立即停止充电，并且进入保护模式；如果充电桩内环境温度过高，直流充电桩控制器则马上启动风扇控制电路，驱动散热风扇工作。当充电结束时，直流充电桩控制器在接收到充电结束指令后，第一主控电路发出断开充电桩接触器断开的指令，接触器控制电路工作，输出回路接触器动作断开，接着第一主控电路控制泄放回路接触器动作，投入泄放电阻，对充电机电压泄放；泄放完成，泄放回路接触器断开，充电工作完成。一种充电桩控制系统，参考图6，图6是本实用新型中一种充电桩控制系统的一具体实施例结构框图，充电桩控制系统包括充电计费控制单元、充电枪和所述的直流充电桩控制器，充电计费控制单元包括第二主控电路、CPU卡读卡器、显示与输入电路、音频输出电路、多功能电表和第二电源电路，直流充电桩控制器与充电枪连接，第一主控电路通过CAN通信电路与第二主控电路连接，第二主控电路分别与CPU卡读卡器、显示与输入电路、多功能电表连接，第二主控电路的输出端与音频输出电路的输入端连接，第二电源电路的输出端与第二主控电路的输入端连接。本实施例中，第一主控电路采用STM32F105VCT6型号的单片机作为主控芯片；第二主控电路采用TI AM3354芯片为主控芯片并配置其他外围电路实现第二主控电路，作为充电桩控制系统的主控中心和信息处理中心，第二主控电路具有计量、计费、存储、加密、解密、控制、定位及通信等一系列功能，能实现对充电桩的启动向外供电、停止向外供电和计费等功能控制；显示与输入电路采用触摸屏来实现，不仅可进行信息显示，还可以用来输入信息；音频输出电路包括喇叭，用来播放音频信息。本实用新型中一种充电桩控制系统，由于具有直流充电桩控制器，其安全性能显著提高。进一步地，参考图6，图6是本实用新型中一种充电桩控制系统的一具体实施例结构框图，充电桩控制系统还包括通信电路，通信电路与第二主控电路连接，通信电路包括2G移动通信电路和/或3G移动通信电路和/或4G移动通信电路和/或以太网通信电路和/或蓝牙电路和/或WIFI电路。本实施例中，可以通过2G移动通信电路和/或3G移动通信电路和/或4G移动通信电路和/或以太网通信电路与后台服务器连接，方便进行数据传输，实现车联网后台对充电桩进行监控。进一步地，参考图6，图6是本实用新型中一种充电桩控制系统的一具体实施例结构框图，充电桩控制系统还包括GPS/北斗定位电路，GPS/北斗定位电路通过RS232接口与第二主控电路连接。增加GPS/北斗定位电路，方便定位充电桩控制系统的具体位置，方便后台监控。以上是对本实用新型的较佳实施进行了具体说明，但本发明创造并不限于所述实施例，熟悉本领域的技术人员在不违背本实用新型精神的前提下还可做出种种的等同变形或替换，这些等同的变形或替换均包含在本申请权利要求所限定的范围内。 | 本实用新型公开了一种直流充电桩控制器，包括第一主控电路、CAN通信电路、多个输入端与交流电源连接的AC‑DC整流电路、接触器、接触器控制电路、电磁锁控制电路、温度检测电路、风扇控制电路、绝缘检测电路、车载电池电压采样电路、充电机电流采样电路、充电机电压采样电路、充电枪连接检测电路、漏电流检测电路、车载BMS供电控制电路和电磁锁状态检测电路；还公开一种充电桩控制系统，包括第二主控电路、CPU卡读卡器、显示与输入电路、音频输出电路、多功能电表、充电枪和所述的直流充电桩控制器。本实用新型一种直流充电桩控制器和充电桩控制系统通过多种检测项目控制充电过程，保障充电过程中的电动汽车以及用户的安全，符合国家电网的充电设备标准。 | CN:201720025885.XU | https://patentimages.storage.googleapis.com/66/ef/c3/ebfae1ee2db41d/CN206517091U.pdf | CN:206517091:U | 任明利, 王永勤, 朱远明, 黄云, 谭胜良 | SHENZHEN STM TECHNOLOGY Co Ltd | NaN | Not available | 2017-09-22 | 1.一种直流充电桩控制器，其特征在于，包括第一主控电路、CAN通信电路、多个输入端与交流电源连接的AC-DC整流电路、接触器、接触器控制电路、电磁锁控制电路、温度检测电路、风扇控制电路、绝缘检测电路、车载电池电压采样电路、充电机电流采样电路、充电机电压采样电路、充电枪连接检测电路、漏电流检测电路、车载BMS供电控制电路、电磁锁状态检测电路和第一电源电路，所述温度检测电路包括充电桩温度检测电路和充电枪温度检测电路，所述第一电源电路为直流充电桩控制器提供工作电压；, 所述第一主控电路通过CAN通信电路分别与车载BMS控制系统、绝缘检测电路、AC-DC整流电路连接，所述多个AC-DC整流电路的正输出端与接触器的第一主触点端子连接，所述接触器的第二主触点端子与充电枪的正输入端连接，所述多个AC-DC整流电路的负输出端与充电枪的负输入端连接，所述接触器控制电路的输出端分别与接触器的第一线圈端子、第二线圈端子连接，所述漏电流检测电路的输出端、温度检测电路的输出端、车载电池电压采样电路的输出端、充电机电流采样电路的输出端、充电机电压采样电路的输出端、充电枪连接检测电路的输出端、电磁锁状态检测电路的输出端分别与第一主控电路的输入端连接，所述第一主控电路的输出端分别与接触器控制电路的输入端、电磁锁控制电路的输入端、风扇控制电路的输入端、车载BMS供电控制电路的输入端连接。, \n \n, 2.根据权利要求1所述的直流充电桩控制器，其特征在于，所述充电枪连接检测电路包括充电连接确认触头、运算放大器和光耦，所述充电连接确认触头的输出端与运算放大器的正相输入端连接，所述第一电源电路的输出端与运算放大器的反相输入端连接，所述运算放大器的输出端与光耦的输入端连接，所述光耦的输出端与第一主控电路的输入端连接。, \n \n \n, 3.根据权利要求1或2所述的直流充电桩控制器，其特征在于，所述直流充电桩控制器还包括RS485通信电路和/或RS232通信电路，所述第一主控电路分别与RS485通信电路、RS232通信电路连接。, \n \n, 4.根据权利要求3所述的直流充电桩控制器，其特征在于，所述直流充电桩控制器还包括泄放电阻，所述多个AC-DC整流电路的正输出端与泄放电阻的一端连接，所述多个AC-DC整流电路的负输出端与泄放电阻的另一端连接。, \n \n, 5.根据权利要求4所述的直流充电桩控制器，其特征在于，所述直流充电桩控制器还包括状态指示灯控制电路和/或背光灯控制电路，所述第一主控电路的输出端分别与状态指示灯控制电路的输入端、背光灯控制电路的输入端连接。, \n \n, 6.根据权利要求5所述的直流充电桩控制器，其特征在于，所述直流充电桩控制器还包括避雷器和/或充电桩主开关和/或急停按钮，所述避雷器包括第一避雷器和第二避雷器，所述交流电源的输出端与第一避雷器的输入端连接，所述多个AC-DC整流电路的输出端与第二避雷器的输入端连接，所述充电桩主开关的输出端与第一主控电路的输入端连接，所述接触器控制电路的输出端与急停按钮的一端连接，所述急停按钮的另一端与接触器的第一主触点端子连接。, \n \n, 7.根据权利要求6所述的直流充电桩控制器，其特征在于，所述直流充电桩控制器还包括接触器状态检测电路和/或避雷器状态检测电路和/或充电桩主开关状态检测电路和/或急停按钮状态检测电路，所述接触器状态检测电路的输出端、避雷器状态检测电路的输出端、充电桩主开关状态检测电路的输出端、急停按钮状态检测电路的输出端分别与第一主控电路的输入端连接。, 8.一种充电桩控制系统，其特征在于，包括充电计费控制单元、充电枪和权利要求1至7任一项所述的直流充电桩控制器，所述充电计费控制单元包括第二主控电路、CPU卡读卡器、显示与输入电路、音频输出电路、多功能电表和第二电源电路，所述直流充电桩控制器与充电枪连接，所述第一主控电路通过CAN通信电路与第二主控电路连接，所述第二主控电路分别与CPU卡读卡器、显示与输入电路、多功能电表连接，所述第二主控电路的输出端与音频输出电路的输入端连接，所述第二电源电路的输出端与第二主控电路的输入端连接。, \n \n, 9.根据权利要求8所述的充电桩控制系统，其特征在于，所述充电桩控制系统还包括通信电路，所述通信电路与第二主控电路连接，所述通信电路包括2G移动通信电路和/或3G移动通信电路和/或4G移动通信电路和/或以太网通信电路和/或蓝牙电路和/或WIFI电路。, \n \n \n, 10.根据权利要求8或9所述的充电桩控制系统，其特征在于，所述充电桩控制系统还包括GPS/北斗定位电路，所述GPS/北斗定位电路通过RS232接口与第二主控电路连接。 | CN | China | Expired - Fee Related | Y | True |
| 85 | Battery pack \n | US11519971B2 | This application is a continuation of U.S. patent application Ser. No. 13/239,398, filed on Sep. 22, 2011, which is a continuation of International Patent Application No. PCT/JP2010/002106 filed on Mar. 25, 2010, which claims priority to Japanese Patent Application No. 2009-080617, filed on Mar. 27, 2009, the contents of each of which are incorporated herein by reference in their entirety.\nThe present invention relates to a battery pack having a memory.\nA conventional battery pack is known that includes a plurality of battery cells and a memory in which is recorded deterioration information for each battery cell, as shown in Japanese Patent Application Publication No. 2003-17138, for example.\nSince the memory is disposed in the battery pack, after the battery pack is separated into the battery cells, the deterioration information recorded in the memory cannot be correctly associated with each corresponding battery cell.\nAccording to a first aspect related to the innovations herein, provided is a battery pack comprising a plurality of batteries; and a plurality of memories that correspond respectively to the batteries and that each record deterioration information of the corresponding battery.\nEach set of a battery and a corresponding memory may be formed integrally as a battery cell.\nEach battery may be formed by a pair of electrodes, each battery cell may include an exterior portion that shields the electrodes from the outside, and each memory may be disposed within the corresponding exterior portion.\nEach battery cell may further include a detecting section that detects at least one of current and voltage of the corresponding battery, and each memory may record the deterioration information based on at least one of the detected current and the detected voltage.\nEach battery cell may further include a deterioration information calculating section that calculates the deterioration information based on at least one of the detected current and the detected voltage.\nEach battery cell may further include an output interface that outputs the deterioration information from the memory to the outside of the battery cell.\nThe battery pack may further comprise a detecting section that detects at least one of current and voltage of each battery, and each memory may record the deterioration information based on at least one of the detected current and the detected voltage of the corresponding battery.\nThe battery pack may further comprise a deterioration information calculating section that calculates the deterioration information of each battery, based on at least one of the detected current and the detected voltage of each battery.\nEach battery cell may further include an input/output interface for inputting deterioration information from outside the battery cell into the corresponding memory and for outputting the deterioration information from the corresponding memory to the outside of the battery cell.\nEach memory may record, as the deterioration information, at least one of the number of times the corresponding battery is charged and discharged, voltage history of the corresponding battery, current history of the corresponding battery, charge-start voltage of the corresponding battery, charge-end voltage of the corresponding battery, an internal resistance value of the corresponding battery, and temperature of the corresponding battery.\nThe summary clause does not necessarily describe all necessary features of the embodiments of the present invention. The present invention may also be a sub-combination of the features described above.\n FIG. 1 shows an exemplary configuration of a battery pack 100.\n FIG. 2 shows another exemplary configuration of the battery pack 100.\n FIG. 3 shows an exemplary power supplying system 200.\n FIG. 4 shows an exemplary configuration of a power supplying apparatus 210.\n FIG. 5 shows an exemplary configuration of a vehicle 220.\n FIG. 6 shows an exemplary driving environment table 214.\n FIG. 7 shows an overview of repacking battery cells.\n FIG. 8 shows an exemplary configuration of a battery assembling apparatus 310.\n FIG. 9 shows exemplary charge curves of three battery cells 301 having different charge curves.\n FIG. 10 shows other exemplary charge curves of three battery cells 301 having different charge curves.\nHereinafter, some embodiments of the present invention will be described. The embodiments do not limit the invention according to the claims, and all the combinations of the features described in the embodiments are not necessarily essential to means provided by aspects of the invention.\n FIG. 1 shows an exemplary configuration of a battery pack 100. The battery pack 100 includes a plurality of batteries 102 and a plurality of memories 106 that correspond respectively to the batteries 102 and that each record deterioration information of the corresponding battery 102. Each battery 102 may be formed integrally with the corresponding memory 106 to create a battery cell 101. Each battery 102 is formed of a pair of electrodes. The battery 102 in each battery cell 101 is formed of a pair of electrodes, each battery cell 101 includes an exterior portion that shields the pair of electrodes from the outside, and each memory 106 is provided within a corresponding exterior portion. Each battery 102 may be a two-dimensional battery, such as a lithium-ion battery.\nEach memory 106 records the deterioration information of the corresponding battery 102. Each battery cell 101 of the battery pack 100 is detachably connected to another battery cell 101, and the battery pack 100 can be disassembled to remove each battery cell 101 without damaging the battery cells 101. For example, the battery cells 101 may be connected by screws, bolts, nuts, or the like. Instead, the battery cells 101 can be connected to each other in a fixed state by exerting pressure on the battery cells 101 without using bolts or nuts. For example, the battery cells 101 may be pressed against each other and connected by a retractable substance such as rubber. As another example, the battery cells 101 may be connected by being pressed by an exterior portion of the battery pack 100.\nEach battery cell 101 may include a voltage detecting section 103 that detects voltage of the corresponding battery 102. Each battery cell 101 may include a current detecting section 104 that detects current of the corresponding battery 102. The voltage detecting sections 103 and the current detecting sections 104 are disposed within the exterior portions of the battery cells 101. In the present Specification, the voltage detecting sections 103 and the current detecting sections 104 can be referred to generally as “detecting sections.” Each memory 106 records deterioration information of the corresponding battery 102 based on at least one of the voltage of the battery 102 and current of the battery 102 detected by the detecting sections of the corresponding battery cell 101.\nEach battery cell 101 may include a deterioration information calculating section 105 that calculates the deterioration information of the corresponding battery 102 based on the information concerning at least one of the voltage and the current detected by the corresponding detecting sections. Each memory 106 records the deterioration information calculated by the corresponding deterioration information calculating section 105. Here, the deterioration information calculating section 105 “corresponding” to a memory 106 refers to the deterioration information calculating section 105 disposed in the same battery cell 101 as the memory 106. Each deterioration information calculating section 105 may be realized by an information processing device such as a CPU. In this case, each information processing device may include a recording medium in which a prescribed program is recorded, and may function as a deterioration information calculating section 105 according to this prescribed program. As another example, each deterioration information calculating section 105 may be realized by an electric circuit or an electronic circuit. Each deterioration information calculating section 105 includes a clock circuit that measures time. For ease of explanation, the following description deals with one battery cell 101, but each battery cell 101 may have the same configuration.\nThe memory 106 may record, as the deterioration information, at least one of the number of times the battery 102 is charged and discharged, the history of the voltage of the battery 102, the history of the current of the battery 102, the voltage of the battery 102 when charging is begun, the voltage of the battery 102 when charging is finished, the internal resistance value of the battery 102 and change thereof, a charge curve of the battery 102, and a deterioration curve of the battery 102. The number of times the battery 102 is charged and discharged is measured such that a cycle of charging and discharging is counted as 1 time. In other words, the period from when the battery 102 is charged to the next charging of the battery 102 may be counted as 1 time. The charge/discharge count can be measured according to the voltage history and the current history. The deterioration information calculating section 105 may calculate the number of charge/discharge times based on the voltage history, or based on the current history.\nThe voltage history indicates the change in the voltage of the battery 102 over time. In other words, the voltage history can be obtained by recording the voltage detected by the voltage detecting section 103 over each of a plurality of predetermined periods. When recording the voltage history in the memory 106 as the deterioration information, the deterioration information calculating section 105 may record a value indicating the voltage detected by the voltage detecting section 103 over each predetermined period in the memory 106 as-is. The current history indicates the change in the current of the battery 102 over time. In other words, the current history can be obtained by recording the current detected by the current detecting section 104 over each of a plurality of predetermined periods. When recording the current history in the memory 106 as the deterioration information, the deterioration information calculating section 105 may record a value indicating the current detected by the current detecting section 104 over each predetermined period in the memory 106 as-is.\nThe voltage of the battery 102 when charging is begun can be referred to hereinafter as “charge-start voltage.” When recording the charge-start voltage in the memory 106 as the deterioration information, the deterioration information calculating section 105 records a value of the voltage detected by the voltage detecting section 103 when charging begins in the memory 106 as-is. The voltage of the battery 102 when charging is finished can be referred to hereinafter as “charge-end voltage.” When recording the charge-end voltage in the memory 106 as the deterioration information, the deterioration information calculating section 105 records a value of the voltage detected by the voltage detecting section 103 when the battery 102 is fully charged or when charging ends in the memory 106 as-is.\nThe internal resistance value of the battery 102 can be calculated based on the current and the voltage of the battery 102. When storing the internal resistance value in the memory 106 as the deterioration information, the deterioration information calculating section 105 may calculate the internal resistance value based on the voltage detected by the voltage detecting section 103 and the current detected by the current detecting section 104, and record the result in the memory 106. Change in the internal resistance value can be obtained by calculating the internal resistance value in each of a plurality of predetermined periods and storing the results. The charge curve indicates a relationship between the voltage and the charge period during charging of the battery 102. When recording the charge curve as the deterioration information, the deterioration information calculating section 105 may calculate the charge curve based on a value indicating the voltage detected by the voltage detecting section 103 from when charging is begun to when charging is finished, and may record the result in the memory 106. As another example, the deterioration information calculating section 105 may store a value indicating the voltage detected from when charging is begun to when charging is finished in the memory 106 as-is.\nThe deterioration curve indicates the deterioration history of the battery 102. The deterioration curve may indicate the change of the voltage of the battery 102 when fully charged. The deterioration curve may indicate a relationship between the number of times the battery 102 is charged and the voltage of the battery 102 when fully charged. As the number of times the battery 102 is charged increases, the voltage of the battery 102 when fully charged decreases. In other words, as the deterioration progresses, the voltage of the battery 102 when fully charged decreases. When storing the deterioration curve as the deterioration information, the deterioration information calculating section 105 may record the present number of times the battery 102 has been charged and the voltage of the battery 102 when fully charged in the memory 106. The deterioration information calculating section 105 may calculate the deterioration curve based on the information concerning the voltage of the battery 102 and the number of times the battery 102 was charged recorded in the memory 106, and record the resulting deterioration curve in the memory 106. The deterioration information calculating section 105 may calculate the deterioration curve based on the deterioration curve stored in the memory 106 and the fully-charged voltage of the battery 102 detected after a new charging, and store the resulting deterioration curve. The deterioration curve may indicate change in the internal resistance of the battery 102. As the internal resistance value of the battery 102 increases, deterioration of the battery 102 progresses. The deterioration curve may indicate a relationship between the internal resistance of the battery 102 and the number of times the battery 102 is charged. As the number of times the battery 102 is charged increases, the internal resistance of the battery 102 also increases.\nThe memory 106 may record temperature of the battery 102 as the deterioration information. The deterioration of the battery 102 changes according to the temperature of the battery 102. In this case, the battery pack 100 includes therein a temperature sensor that detects the temperatures of the batteries 102. A temperature sensor may be provided within the exterior portion of each battery cell 101. Each temperature sensor detects the temperature of the corresponding battery 102. Here, the battery 102 “corresponding” to a temperature sensor is the battery 102 within the same battery cell 101 as the temperature sensor. As another example, a temperature sensor may be provided inside the battery pack 100 but outside of the battery cells 101.\nEach battery cell 101 may include an output interface 107 for outputting the deterioration information from the memory 106 to the outside of the battery cell 101. In this way, the deterioration information stored in the memory 106 of each battery cell 101 can be read from an external apparatus.\nThe battery pack 100 of the present embodiment includes a plurality of groups that each include a plurality of battery cells 101 arranged serially, and these groups are arranged in parallel. However, this is merely one example, and the battery pack 100 may include battery cells 101 that are all connected serially or battery cells 101 that are all connected in parallel. If battery cells 101 are connected serially, the current flowing through each serially connected battery cell 101 is the same. Therefore, only one current detecting section 104 is required for each set of battery cells 101 connected serially. In this case, the current detecting section 104 may be provided outside the battery cells 101. As another example, the current detecting section 104 may be provided to one of the battery cells 101 connected serially and not to the other battery cells 101 in the same serial connection. In this case, the current detecting section 104 provided to one of the battery cells 101 may detect the current of the batteries 102 in the battery cells 101 not provided with a current detecting section 104.\nFurthermore, a voltage detecting section 103 may be provided in one of the battery cells 101 and not in the other battery cells 101 in the same serial connection. In this case, the voltage detecting section 103 provided in one of the battery cells 101 may detect the voltage of the batteries 102 in the battery cells 101 not provided with a voltage detecting section 103. A deterioration information calculating section 105 may be provided in one of the battery cells 101 and not in the other battery cells 101 in the same serial connection. In this case, the deterioration information calculating section 105 provided in one of the battery cells 101 may calculate the deterioration information for each of the batteries 102 in the battery cells 101 not provided with a deterioration information calculating section 105. In the above description, the voltage detecting sections 103, current detecting sections 104, and deterioration information calculating sections 105 are provided within the battery cells 101, but only the memories 106 must be provided in the battery cells 101, and at least one of the voltage detecting sections 103, the current detecting sections 104, and the deterioration information calculating sections 105 may be provided outside the battery cells 101.\n FIG. 2 shows another exemplary configuration of the battery pack 100. Components that are the same as those in FIG. 1 are given the same reference numerals. The battery pack 100 includes a plurality of batteries 102 and a plurality of memories 106 that correspond respectively to the batteries 102 and record the deterioration information of the corresponding batteries 102. Each battery 102 is formed integrally with the corresponding memory 106 to create a battery cell 111. Each battery 102 is formed of a pair of electrodes. Each battery cell 111 includes a battery 102 formed of a pair of electrodes and an exterior portion that shields the pair of electrodes from the outside, and each memory 106 is provided within a corresponding exterior portion. Each memory 106 records the deterioration information of the corresponding battery 102. Each battery cell 111 of the battery pack 100 is detachably connected to another battery cell 111, and the battery pack 100 can be disassembled to remove each battery cell 111 without damaging the battery cells 111.\nThe battery pack 100 may include a voltage detecting section 112 that detects the voltage of each of the batteries 102. The voltage detecting section 112 is provided within the battery pack 100 and outside of the battery cells 111. The battery pack 100 may include a plurality of voltage detecting sections 112. The battery pack 100 may include a current detecting section 113 that detects the current of each of the batteries 102. The current detecting section 113 is provided within the battery pack 100 and outside of the battery cells 111. The battery pack 100 may include a plurality of current detecting sections 113. In the present Specification, the voltage detecting sections 112 and current detecting sections 113 can be referred to generally as “detecting sections.” Each memory 106 records the deterioration information of the corresponding battery 102 based on at least one of the voltage and the current of the battery 102 detected by the detecting sections.\nEach memory 106 may record, as the deterioration information, at least one of the number of times the battery 102 is charged and discharged, the history of the voltage of the battery 102, the history of the current of the battery 102, the voltage of the battery 102 when charging is begun, the voltage of the battery 102 when charging is finished, the internal resistance value of the battery 102 and change thereof, a charge curve of the battery 102, and a deterioration curve of the battery 102. Each memory 106 may store the temperature of the battery 102 as the deterioration information. In this case, the battery pack 100 includes therein a temperature sensor that detects the temperatures of the batteries 102. The temperature sensor may be provided within the battery pack 100 and outside the battery cells 111. As another example, the battery pack 100 may include a plurality of temperature sensors corresponding respectively to the batteries 102. In this case, each temperature sensor may be provided within the exterior portion of the corresponding battery cell 111.\nThe battery pack 100 may include a deterioration information calculating section 114 that calculates the deterioration information of each battery 102 based on information concerning at least one of the detected voltage and current of the battery 102. The deterioration information calculating section 114 is provided within the battery pack 100 and outside of the battery cells 111. The deterioration information calculating section 114 may be realized by an information processing device such as a CPU or by an electrical circuit or electronic circuit, in the same manner as the deterioration information calculating section 105. Each memory 106 records the deterioration information of the corresponding battery 102. The deterioration information calculating section 114 includes a clock circuit that measures time.\nEach battery cell 111 may include an input/output interface 115 for receiving deterioration information being written to the memory 106 from outside the battery cell 111 and outputting the deterioration information from the memory 106 to the outside of the battery cell 111. As another example, each battery cell 111 may include an input interface for receiving deterioration information being written to the memory 106 from outside the battery cell 111 and a separate output interface for outputting the deterioration information from the memory 106 to the outside of the battery cell 111.\nThe deterioration information calculating section 114 records the deterioration information of the batteries 102 to the memories 106 via the input/output interfaces 115 of the battery cells 111. The deterioration information calculating section 114 records the deterioration information of each battery 102 to the memory 106 corresponding to the battery 102.\nThe voltage detecting section 112, the current detecting section 113, and the deterioration information calculating section 114 are described as being outside the battery cells 111, but instead, at least one of the voltage detecting section 112, the current detecting section 113, and the deterioration information calculating section 114 may be provided within one of the battery cells 111.\nAs described above, each memory 106 provided to a battery cell 101 records the deterioration information of the corresponding battery 102, and therefore even when the battery pack 100 is disassembled and the battery cells 101 are mixed up, it is easy to find the deterioration information for the battery 102 of each battery cell 101. In other words, even when the battery pack 100 is disassembled into individual battery cells 101, it is easy to find the deterioration information for the battery 102 of each battery cell 101.\nThe battery pack 100 described above can be used as a battery mounted in a vehicle. This vehicle battery may be formed of one or more battery packs 100. The following describes a power supplying system that includes a vehicle in which the vehicle battery is mounted and a power supplying apparatus that supplies power to the vehicle.\n FIG. 3 shows an exemplary power supplying system 200. The power supplying system 200 includes a power supplying apparatus 210, a vehicle 220, and a cable 230. The vehicle 220 includes a vehicle battery 221 and equipment 222. The vehicle 220 may be an electric vehicle or a hybrid vehicle. The vehicle 220 may be any type of vehicle in which a vehicle battery 221 is mounted. The cable 230 connects the power supplying apparatus 210 to the vehicle 220. The cable 230 conducts the power supplied by the power supplying apparatus 210 to the vehicle 220. The cable 230 may include a dedicated power line and a dedicated communication line. The dedicated power line conducts the power supplied from the power supplying apparatus 210 to the vehicle 220. The dedicated communication line transmits a control signal from the power supplying apparatus 210 to the vehicle 220. The equipment 222 adjusts the driving environment of the vehicle 220. The equipment 222 may be an air conditioner that adjusts the temperature in the vehicle 220, for example. The air conditioner adjusts the temperature within the vehicle 220 by performing at least one of heating and cooling. The equipment 222 may be a defogger that heats defogger wires provided in glass to remove mist from the glass. The equipment 222 may be a seat warmer that warms the seats of the driver or passengers.\nThe power supplying apparatus 210 may be provided in a building 240, such as a house or apartment. The power supplying apparatus 210 may supply the vehicle 220 with power from a power company via the cable 230. The power supplying apparatus 210 may include fuel batteries, solar batteries, or electric generators, and may supply the vehicle 220 with the power generated by these fuel batteries, solar batteries, or electric generators. The power supplying apparatus 210 may include a rechargeable battery and supply the vehicle 220 with power accumulated in the rechargeable battery. The power supplying apparatus 210 supplies power for charging the vehicle battery 221 of the vehicle 220. The power supplying apparatus 210 supplies the power to the vehicle 220 via the dedicated output line of the cable 230.\nThe power supplying apparatus 210 controls the equipment 222 of the vehicle 220 by transmitting a control signal via the cable 230. The power supplying apparatus 210 may control the equipment 222 according to at least one of the internal temperature and the external temperature of the vehicle 220. The power supplying apparatus 210 may control the equipment 222 based on information registered by a user for controlling the equipment 222. The power supplying apparatus 210 may control the equipment 222 based on a driving environment registered by the user. For example, the power supplying apparatus 210 may control the equipment 222 such that the internal temperature of the vehicle 220 is a temperature registered by the user. As another example, the power supplying apparatus 210 may control the equipment 222 such that the internal temperature of the vehicle 220 becomes a temperature registered by the user at a time registered by the user. The power supplying apparatus 210 may generate the control signal for controlling the equipment 222. The power supplying apparatus 210 may control the equipment 222 by transmitting the control signal thereto via the dedicated communication line of the cable 230. The cable 230 need not include the designated communication line. In this case, the power supplying apparatus 210 may control the equipment 222 by transmitting the control signal thereto via the cable 230 using power communication.\n FIG. 4 shows an exemplary configuration of the power supplying apparatus 210. The power supplying apparatus 210 includes an external temperature detecting section 211, a temperature acquiring section 212, a driving environment registering section 213, a driving environment table 214, a vehicle control section 215, a power supplying section 216, and a control section 217.\nThe external temperature detecting section 211 detects external temperature. The external temperature detecting section 211 may include a temperature sensor. The temperature acquiring section 212 acquires the external temperature detected by the external temperature detecting section 211. The temperature acquiring section 212 may acquire the temperature detected by a temperature detecting section provided to the vehicle 220. The temperature acquiring section 212 may acquire at least one of the detected external temperature and internal temperature of the vehicle 220.\nThe driving environment registering section 213 receives the driving environment input by the user. The driving environment registering section 213 registers the driving environment by recording information input by the user indicating the driving environment in the driving environment table 214. The vehicle control section 215 acquires the driving environment information input by the user from the driving environment table 214. The vehicle control section 215 may control the equipment 222 according to the acquired external temperature. When the temperature acquiring section 212 acquires the internal temperature of the vehicle 220, the vehicle control section 215 may control the equipment 222 according to the acquired internal temperature. The vehicle control section 215 may control the equipment 222 according to both the internal temperature and the external temperature. The vehicle control section 215 may control the equipment 222 according to the driving environment input by the user. The vehicle control section 215 may control the equipment 222 according to the driving environment and to the external temperature and/or the internal temperature. The vehicle control section 215 may generate a control signal for controlling the equipment 222. The vehicle control section 215 may control the equipment 222 by transmitting the control signal to the vehicle 220 via the cable 230.\nThe power supplying section 216 supplies the vehicle 220 with power from a power company via the cable 230. The power supplying section 216 supplies the vehicle 220 with the power via the dedicated power line of the cable 230. The power supplying section 216 converts the alternating current of the power company into direct current, and supplies the direct current power to the vehicle 220. The control section 217 controls each component of the power supplying apparatus 210. When a connection between the vehicle 220 and the power supplying apparatus 210 is detected, the control section 217 may control the equipment 222 using the vehicle control section 215 and supply power to the vehicle 220 using the power supplying section 216. The control section 217 may judge the vehicle 220 to be connected to the power supplying apparatus 210 when a signal is received from the vehicle 220. For example, the control section 217 may judge this connection to be established when a communication signal is sent from the control section 217 to the vehicle 220 and a response signal is sent back to the control section 217 from the vehicle 220 in response to the communication signal. The temperature acquiring section 212, the driving environment registering section 213, the driving environment table 214, the vehicle control section 215, and the control section 217 may be realized as an information processing device such as a CPU. The power supplying apparatus 210 may include a recording medium on which is recorded a prescribed program, and the information processing device may function as the power supplying apparatus 210 according to the prescribed program.\n FIG. 5 shows an exemplary configuration of the vehicle 220. The vehicle 220 includes the vehicle battery 221, the equipment 222, a power switching section 223, and an equipment control section 224. The vehicle battery 221 accumulates power for moving an electrical system such as the equipment 222 or a motor of the vehicle 220. The vehicle battery 221 may be a lithium ion battery, or another type of two-dimensional battery. The equipment 222 includes at least one of an air conditioner, a defogger, and a seat warmer.\nThe power switching section 223 switches the destination of the power supplied from the power supplying section 216 via the cable 230 to be the vehicle battery 221 or the equipment 222. The power switching section 223 supplies the power to the vehicle battery 221 until the vehicle battery 221 is fully charged. In this case, the vehicle battery 221 supplies the equipment 222 with the power accumulated therein. The power switching section 223 supplies the equipment 222 with power when the vehicle battery 221 is fully charged. In | Provided is a battery pack comprising a plurality of batteries; and a plurality of memories that correspond respectively to the batteries and that each record deterioration information of the corresponding battery. Each set of a battery and a corresponding memory may be formed integrally as a battery cell. As a result, the deterioration information of each battery cell can be known even after the battery pack is disassembled. | US:16/944,010 | https://patentimages.storage.googleapis.com/7a/7e/0e/2fd3904226ce9d/US11519971B2.pdf | US:11519971 | Hiroaki Murase, Kazuhiro Muto | Itochu Corp | JP:2727149:B2, US:5955865, US:20030076072:A1, JP:2003017138:A, US:20050035743:A1, US:20040241541:A1, US:20070134546:A1, EP:1786057:A2, US:20070108946:A1, WO:2008019765:A2, WO:2008117732:A1, US:20100153038:A1, US:20090011327:A1, US:20090013521:A1, US:20090070052:A1, US:20090112399:A1, US:20090140870:A1, US:20090145674:A1, US:20090284225:A1, US:20100102630:A1, US:20100250162:A1, US:20110234232:A1 | 2022-12-06 | 2022-12-06 | 1. A battery assembling method comprising:\ninputting information from a respective computer memory on each of a plurality of prior-used battery cells indicating a respective past charge curve and past temperature;\nselecting, as battery cells to be assembled into a battery pack, from among the plurality of prior-used battery cells, a sub-set of the plurality of prior-used battery cells having stored in the respective computer memory similar temperature and charge curves that indicate a relationship between voltage and time during a charge period, the charge period being a time period necessary for each of the plurality of prior-used battery cells to be charged from a first voltage to a second voltage that is higher than the first voltage;\nassembling the sub-set of the plurality of prior-used battery cells within the battery pack in an order from a first one of the sub-set of the plurality of prior-used battery cells having a lowest deterioration rate of the corresponding battery cell to a last one of the sub-set of the plurality of prior-used battery cells having a highest deterioration rate of the corresponding battery cell, wherein those of the plurality of prior-used battery cells not within the sub-set of the plurality of prior-used battery cells each have a shorter or longer charge period of current of the corresponding battery cell at a plurality of voltage levels of the corresponding battery cell, and a shorter or longer charge period of the voltage of the battery cell at the plurality of voltage levels of the corresponding battery cell than each of the sub-set of the plurality of prior-used battery cells, at the plurality of voltage levels of the corresponding battery cell between the discharged state and the fully charged state;\naccessing a lookup table containing information that associates charge curve information with respective designated usage purposes; and\ndesignating a usage purpose of the newly assembled battery pack based on (1) respective charge curve information stored in the computer memory corresponding to each of the sub-set of the plurality of prior-used battery cells, and (2) the table that associates the respective charge curve information with the respective designated usage purposes.\n, inputting information from a respective computer memory on each of a plurality of prior-used battery cells indicating a respective past charge curve and past temperature;, selecting, as battery cells to be assembled into a battery pack, from among the plurality of prior-used battery cells, a sub-set of the plurality of prior-used battery cells having stored in the respective computer memory similar temperature and charge curves that indicate a relationship between voltage and time during a charge period, the charge period being a time period necessary for each of the plurality of prior-used battery cells to be charged from a first voltage to a second voltage that is higher than the first voltage;, assembling the sub-set of the plurality of prior-used battery cells within the battery pack in an order from a first one of the sub-set of the plurality of prior-used battery cells having a lowest deterioration rate of the corresponding battery cell to a last one of the sub-set of the plurality of prior-used battery cells having a highest deterioration rate of the corresponding battery cell, wherein those of the plurality of prior-used battery cells not within the sub-set of the plurality of prior-used battery cells each have a shorter or longer charge period of current of the corresponding battery cell at a plurality of voltage levels of the corresponding battery cell, and a shorter or longer charge period of the voltage of the battery cell at the plurality of voltage levels of the corresponding battery cell than each of the sub-set of the plurality of prior-used battery cells, at the plurality of voltage levels of the corresponding battery cell between the discharged state and the fully charged state;, accessing a lookup table containing information that associates charge curve information with respective designated usage purposes; and, designating a usage purpose of the newly assembled battery pack based on (1) respective charge curve information stored in the computer memory corresponding to each of the sub-set of the plurality of prior-used battery cells, and (2) the table that associates the respective charge curve information with the respective designated usage purposes., 2. The battery assembling method according to claim 1, wherein:\nthe sub-set of the plurality of prior-used battery cells have similar charge periods as compared to those of the plurality of prior-used battery cells not within the sub-set of the plurality of prior-used battery cells.\n, the sub-set of the plurality of prior-used battery cells have similar charge periods as compared to those of the plurality of prior-used battery cells not within the sub-set of the plurality of prior-used battery cells., 3. The battery assembling method according to claim 1, wherein:\nthe sub-set of the plurality of prior-used battery cells have similar charge periods and similar voltages at each of a plurality of times within a charge period as compared to those of the plurality of prior-used battery cells not within the sub-set of the plurality of prior-used battery cells.\n, the sub-set of the plurality of prior-used battery cells have similar charge periods and similar voltages at each of a plurality of times within a charge period as compared to those of the plurality of prior-used battery cells not within the sub-set of the plurality of prior-used battery cells., 4. The battery assembling method according to claim 1, wherein the designated usage purposes include one selected from:\nan emergency power source;\nan electric vehicle power source; and\na personal computer power source.\n, an emergency power source;, an electric vehicle power source; and, a personal computer power source. | US | United States | Active | G | True |
| 86 | Cloud storage-based system and method for electric vehicle battery exchange \n | US11084365B2 | This application is a national stage application under 35 U.S.C. 371 and claims the benefit of PCT Application No. PCT/CN2017/076219 having an international filing date of 10 Mar. 2017, which designated the United States, which PCT application claimed the benefit of China Patent Application No. 201610158141.5 filed 18 Mar. 2016, the disclosure of each of which are incorporated herein by reference.\nThe invention relates to an electric vehicle, and in particular provides a cloud storage-based battery swap system and method for an electric vehicle.\nAt present, with the rapid popularization of new energy vehicles, especially purely electric vehicles, in the world, especially in China, problems such as a low charging speed, a small number of charging stations (charging piles), a low battery swap speed, a small number and an unreasonable distribution of battery swap stations, and users' concerns about battery pack differences have become the biggest bottleneck restricting the convenience in daily use and further popularization of electric vehicles.\nIn general, the charging speed is restricted by the electrochemical characteristics of the battery itself and the grid node power, so battery swap is an ideal choice and is more in line with the habits of traditional vehicle users. However, there are huge individual differences among batteries due to differences in manufacturers, standards, usage time, and usage environment for the batteries themselves, and in electrical and mechanical interfaces of battery packs and battery management system interfaces of vehicles. Therefore, it is the current mainstream that the construction of battery swap stations is led by one automobile manufacturer or several automobile manufacturers for joint manufacturing, rather than battery companies.\nDue to the uncertainty in vehicle's battery swap frequency and location, in order to improve the customer satisfaction, the number of spare battery packs in the battery swap station needs to be much higher than the number of electric vehicles. Therefore, reducing the cost of the battery pack itself is the only way for enterprises or organizations to rapidly expand the scale of battery swap stations and promote the application of electric vehicles. At the same time, reducing the complexity of battery swap interfaces (electrical, mechanical, or communication interfaces) is also an effective means to reduce the technical difficulty of the popularization of battery swap stations and reduce the cost.\nIn addition, when to replace the battery pack, to what point of the service life to replace the battery pack, and how much is left in the capacity to replace the battery pack should depend on the user's need. Therefore, how to calculate the cost of battery swap, how to pay more conveniently, how to ensure the user to confidently replace the pack without worrying about the quality of the replaced battery pack, and the tracking management of parameters of the battery pack throughout its life cycle are all necessary conditions to promote battery swap.\nIn summary, the existing energy supply systems for an electric vehicle has the following problems: the information about a battery pack itself is stored in a battery management system in the pack, which increases the battery pack supply cost; the information in the battery management system only interacts with the vehicle itself and cannot interact with the battery swap system; the battery pack information is not connected to the Internet, which affects the reasonable allocation and management of battery packs; the payment cannot be in close relation with information such as battery pack life and capacity; the user cannot know the distribution and supply of battery packs in real time, and cannot predict when and where to swap the battery; and the battery pack has complex interfaces, which affects the battery swap speed.\nAccordingly, there is a need in the art for a new battery swap system and method for an electric vehicle to solve the problems.\nThe invention is intended to solve the above problems in the prior art, that is, to solve the problems of the existing electric vehicles, such as inconvenient use of an energy supply system, and excessive individual difference and excessive cost of a battery pack. For this purpose, the invention provides the following technical solutions.\nSolution 1: a cloud storage-based battery swap system for an electric vehicle, comprising: a battery pack information storage apparatus for storing battery pack information of an electric vehicle; a battery pack allocation station communicating with the battery pack information storage apparatus to acquire the battery pack information in the battery pack information storage apparatus in real time; and a battery swap station, for physically storing battery packs, charging the battery packs and replacing a battery pack for the electric vehicle, and also communicating with the battery pack information storage apparatus to transmit the battery pack information in the battery swap station to the battery pack information storage apparatus.\nSolution 2: the battery swap system for an electric vehicle according to solution 1, wherein the battery pack information storage apparatus is capable of communicating with the electric vehicle to receive vehicle-mounted battery pack information from the electric vehicle.\nSolution 3: the battery swap system for an electric vehicle according to solution 2, wherein the battery pack allocation station also communicates with a user of the electric vehicle so that the user can know the distribution of battery packs in real time.\nSolution 4: the battery swap system for an electric vehicle according to solution 3, wherein the battery pack information storage apparatus is a battery pack information cloud server.\nSolution 5: the battery swap system for an electric vehicle according to solution 4, wherein the battery swap station further comprises a battery swap station battery pack data server that communicates with the battery pack information cloud server to transmit the battery pack information in the battery swap station to the battery pack information cloud server.\nSolution 6: the battery swap system for an electric vehicle according to any one of solutions 1 to 5, wherein a battery management system for each battery pack is independently disposed on a vehicle body of the electric vehicle outside the battery pack.\nSolution 7: the battery swap system for an electric vehicle according to solution 6, wherein when the battery pack is replaced, the battery swap apparatus in the battery swap station communicates with the battery management system for the battery pack.\nSolution 8: the battery swap system for an electric vehicle according to solution 7, wherein the battery swap apparatus in the battery swap station communicates with the battery management system for the battery pack via a CAN bus.\nSolution 9: the battery swap system for an electric vehicle according to any one of solutions 6 to 8, wherein the battery management system communicates with high-voltage controllers and module controllers inside the battery pack via the CAN to save the battery pack information.\nSolution 10: the battery swap system for an electric vehicle according to any one of solutions 1 to 9, wherein the battery pack information comprises a voltage, a state of charging, a state of health, a state of function, the number of relay's opening and closing actions, a service life, working conditions, information before leaving the factory, and a saved transportation history.\nSolution 11: a cloud storage-based battery swap method for an electric vehicle, comprising: storing battery pack information of an electric vehicle using a battery pack information storage apparatus; a battery pack allocation station communicating with the battery pack information storage apparatus to acquire the battery pack information in the battery pack information storage apparatus in real time; and physically storing battery packs, charging the battery packs and replacing a battery pack for the electric vehicle using a battery swap station, and the battery swap station further communicating with the battery pack information storage apparatus to transmit battery pack information in the battery swap station to the battery pack information storage apparatus.\nSolution 12: the battery swap method for an electric vehicle according to solution 11, further comprising: the battery pack information storage apparatus communicating with the electric vehicle to receive vehicle-mounted battery pack information from the electric vehicle.\nSolution 13: the battery swap method for an electric vehicle according to solution 12, further comprising: the battery pack allocation station communicating with a user of the electric vehicle so that the user can know the distribution of battery packs in real time.\nSolution 14: the battery swap method for an electric vehicle according to solution 13, wherein the battery pack information storage apparatus is a battery pack information cloud server.\nSolution 15: the battery swap method for an electric vehicle according to solution 14, wherein the battery swap station further comprises a battery swap station battery pack data server that communicates with the battery pack information cloud server to transmit the battery pack information in the battery swap station to the battery pack information cloud server.\nSolution 16: the battery swap method for an electric vehicle according to any one of solutions 11 to 15, wherein a battery management system for each battery pack is independently disposed on a vehicle body of the electric vehicle outside the battery pack.\nSolution 17: the battery swap method for an electric vehicle according to solution 16, wherein when the battery pack is replaced, the battery swap apparatus in the battery swap station communicates with the battery management system for the battery pack.\nSolution 18: the battery swap method for an electric vehicle according to solution 17, wherein the battery swap apparatus in the battery swap station communicates with the battery management system for the battery pack via the CAN.\nSolution 19: the battery swap method for an electric vehicle according to any one of solutions 16 to 18, wherein the battery management system communicates with high-voltage controllers and module controllers inside the battery pack via the CAN to save the battery pack information.\nSolution 20: the battery swap method for an electric vehicle according to any one of solutions 11 to 19, wherein the battery pack information comprises a voltage, a state of charging, a state of health, a state of function, the number of relay's opening and closing actions, a service life, working conditions, information before leaving the factory, and a saved transportation history.\nIt will be readily understood by those skilled in the art that, in the case of adopting the technical solutions of the invention, a user can communicate with a battery pack allocation station or a battery pack information cloud server through the Internet of Vehicles to know the battery pack distribution information, thereby proactively selecting battery packs with different prices, capacities and service lives according to their own needs. In addition, since the hardware of the battery management system (BMS) is disposed on the vehicle body, the invention can avoid the problems such as BMS hardware damage, software failure and information leakage caused during the use and replacement of the battery pack. At the same time, the hardware of the battery management system (BMS) is disposed on the vehicle body, which also reduces the cost of the battery pack itself and simplifies the battery swap interfaces, thereby making the large-scale construction of battery swap stations become possible.\n FIG. 1 is a schematic diagram of information transmission of a battery swap system for an electric vehicle of the invention.\n FIG. 2 is a schematic diagram of an allocation system of a battery swap system for an electric vehicle of the invention.\n FIG. 3 is a schematic diagram of a battery swap interface of a battery swap system for an electric vehicle of the invention.\nThe preferred embodiments of the invention are described below with reference to the accompanying drawings. It should be understood by those skilled in the art that these embodiments are only for explaining the basic principle of the invention, and are not intended to limit the scope of protection of the invention. For example, although the battery swap method for an electric vehicle is described in a particular order in the present application, it would have been readily understood by those skilled in the art that the method of the invention can obviously be executed in an order different from the order described above, without departing from the basic principles of the invention.\nReferring first to FIG. 1, this figure shows a schematic diagram of information transmission of a battery swap system for an electric vehicle of the invention. As shown in FIG. 1, a cloud storage-based battery swap system for an electric vehicle of the invention comprises: a battery pack information cloud server for storing battery pack information of an electric vehicle; a battery pack allocation station communicating with the battery pack information cloud server to acquire the battery pack information in real time; and a battery swap station, for physically storing battery packs, charging the battery packs and replacing a battery pack for the electric vehicle, and also communicating with the battery pack information cloud server to transmit the battery pack information in the battery swap station to the battery pack information cloud server.\nPreferably, as shown in FIG. 1, the battery pack information cloud server can also communicate with the electric vehicle to receive information about a vehicle-mounted battery pack A from the electric vehicle. In addition, the battery pack allocation station can communicate with a user of the electric vehicle so that the user can know the distribution of battery packs in real time. Furthermore, as shown in FIG. 1, the battery swap station further comprises a battery swap station battery pack data server that communicates with the battery pack information cloud server to transmit the information about a replaced battery pack B to the battery pack information cloud server.\nReferring now to FIG. 3, in the technical solutions of the invention, the battery management system (BMS) for each battery pack is independently positioned on hardware on the vehicle body of the electric vehicle outside the battery pack. This not only reduces the cost of each battery pack, but also eliminates the damage to hardware of the battery management system (BMS) during the replacement of the battery pack. Accordingly, as shown in FIG. 3, the battery management system BMS communicates with a high-voltage control unit and module controllers 1-4 inside the battery pack via the CAN for acquiring and storing the battery pack information, such as a voltage, a current, a state of relay, and temperature. When battery swap is performed in the battery swap station, the battery swap apparatus connects a battery swap station server with the vehicle-mounted BMS via the CAN to perform battery pack information interaction, that is, the power swap server acquires the information about the replaced used battery pack and transmits the information about the new battery pack to be replaced to the battery management system (BMS), and when the replaced battery pack B is under maintenance such as charging and discharging, the power station server will update the battery pack information and upload same to the battery pack information cloud server.\nIt will be readily understood by those skilled in the art that the battery pack information comprises, but is not limited to, a voltage, a state of charging (SOC), a state of health (SOH), a state of function (SOF), the number of relay's opening and closing actions, a service life, working conditions, information before leaving the factory, a saved transportation history, etc.\nIn another aspect, the invention also provides a cloud storage-based battery swap method for an electric vehicle. The method comprises: storing battery pack information of an electric vehicle using a battery pack information cloud server; a battery pack allocation station communicating with the battery pack information cloud server to acquire the battery pack information in real time; and physically storing battery packs, charging the battery packs and replacing a battery pack for the electric vehicle using a battery swap station, and the battery swap station further communicating with the battery pack information cloud server to transmit battery pack information in the battery swap station to the battery pack information cloud server. Similar to the above system solutions, the step of storing battery pack information of an electric vehicle using the battery pack information cloud server further comprises communicating the battery pack information cloud server with the electric vehicle to transmit vehicle-mounted battery pack information to the battery pack information cloud server. The method also comprises he battery pack allocation station communicating with a user of the electric vehicle so that the user can know the distribution of battery packs in real time. In addition, the battery swap station further comprises a battery swap station battery pack data server, and the method further comprises the battery swap station battery pack data server communicating with the battery pack information cloud server to transmit the battery pack information in the battery swap station to the battery pack information cloud server. The method also comprises: the battery management system for each battery pack being independently disposed on hardware on a vehicle body of the electric vehicle outside the battery pack, and the battery management system communicating with high-voltage controllers and module controllers inside the battery pack via the CAN to save the battery pack information.\nIn summary, the invention provides a complete set of solutions of batter swap software and hardware, and the overall system comprises a battery pack, a battery management system (BMS), a cloud storage system, a battery swap station interface system, etc. Each battery pack has a unique serial number (ID) before leaving the factory, which is stored in the battery pack information cloud server, and the battery pack information cloud server stores and tracks various parameters of the battery pack. In the vehicle, the battery pack is physically separated on hardware from the battery management system (BMS). Specifically, the hardware of the battery management system (BMS) is disposed on the vehicle body outside the battery pack. The battery management system (BMS) communicates with the high-voltage controllers and module controllers inside the battery pack via the CAN to save battery pack information, including a voltage, SOC, SOH, SOF, the number of relay's opening and closing actions, a service life and working conditions, information before leaving the factory, a saved transportation history, etc., and the battery management system (BMS) can interact with the battery pack information server through the Internet of Vehicles. When battery swap is performed in the battery swap station, the battery swap apparatus performs battery pack information interaction with the vehicle-mounted BMS via the CAN and, when the replaced battery pack is under maintenance such as charging and discharging, updates the battery pack information and uploads same to the battery pack information cloud server.\nIn addition, as shown in FIG. 2, the user can communicate with the battery pack allocation station or the battery pack information cloud server through the Internet of Vehicles to know the battery pack distribution information, thereby selecting battery packs with different prices, capacities and service lives according to their own needs. The user can also actively propose and upload a battery swap request to the cloud server to make an appointment for battery swap, and the battery pack allocation station makes a logistics response and assigns any one of battery swap stations 1-3 to provide the battery pack replacement service for the customer.\nFinally, the battery pack of the invention does not contain the hardware of battery management system (BMS), which avoids the problems such as hardware damage, software failure and information leakage easily caused during the use and replacement of the battery pack. At the same time, the hardware of the battery management system (BMS) is disposed on the vehicle body, which also reduces the cost of the battery pack and simplifies the battery swap interfaces, thereby making the large-scale construction of battery swap stations become possible.\nHeretofore, the technical solutions of the invention have been described with reference to the preferred embodiments shown in the accompanying drawings. However, those skilled in the art can readily understand that the scope of protection of the invention is obviously not limited to these specific embodiments. Without departing from the principle of the invention, a person skilled in the art may make equivalent modifications or substitutions to related technical features, and the technical solutions after these modifications or substitutions fall into the scope of protection of the invention.\n | Disclosed is a cloud storage-based battery swap system for an electric vehicle, which is intended to solve the problems of the existing electric vehicles, such as inconvenient use of an energy supply system, and excessive individual difference and excessive cost of a battery pack. The system comprises: a battery pack information storage apparatus for storing battery pack information of an electric vehicle; a battery pack allocation station for storing battery packs and charging the battery packs; and a battery swap station for replacing a battery pack for the electric vehicle, and communicating with the battery pack information storage apparatus to transmit the battery pack information to the battery pack information storage apparatus. In addition, a battery management system for the battery pack is disposed on the electric vehicle outside the battery pack. Also disclosed is a method for the system. The system and the method not only make the energy supply of the electric vehicle more convenient, but also reduce the battery pack supply cost, thereby making the large-scale construction of battery swap stations become possible. | US:16/086,125 | https://patentimages.storage.googleapis.com/d4/50/7c/ccf5746bd3d2bc/US11084365.pdf | US:11084365 | Fei Chen, Shijing LI, Xiaojia DENG | NIO Anhui Holding Co Ltd | US:20030002243:A1, CN:101952137:A, US:20100049737:A1, US:20100094496:A1, US:20110215758:A1, US:20120049621:A1, US:20120101755:A1, US:20120233850:A1, CN:202059188:U, US:20150127479:A1, US:20150306967:A1, CN:102970322:A, US:20140320144:A1, US:20150149015:A1, US:20160001748:A1, US:20160039299:A1, CN:105182884:A, CN:105667464:A | 2021-08-10 | 2021-08-10 | 1. A cloud storage-based battery swap system for an electric vehicle, comprising:\na battery pack information storage apparatus for storing battery pack information of an electric vehicle;\na battery pack allocation station communicating with the battery pack information storage apparatus to acquire the battery pack information in the battery pack information storage apparatus in real time; and\na battery swap station, for physically storing battery packs, charging the battery packs and replacing a battery pack for the electric vehicle, and also communicating with the battery pack information storage apparatus to transmit battery pack information in the battery swap station to the battery pack information storage apparatus, wherein a battery management system for each battery pack is independently disposed on a vehicle body of the electric vehicle outside the battery pack, when the battery pack is replaced, the battery swap apparatus in the battery swap station communicates with the battery management system for the battery pack.\n, a battery pack information storage apparatus for storing battery pack information of an electric vehicle;, a battery pack allocation station communicating with the battery pack information storage apparatus to acquire the battery pack information in the battery pack information storage apparatus in real time; and, a battery swap station, for physically storing battery packs, charging the battery packs and replacing a battery pack for the electric vehicle, and also communicating with the battery pack information storage apparatus to transmit battery pack information in the battery swap station to the battery pack information storage apparatus, wherein a battery management system for each battery pack is independently disposed on a vehicle body of the electric vehicle outside the battery pack, when the battery pack is replaced, the battery swap apparatus in the battery swap station communicates with the battery management system for the battery pack., 2. The battery swap system for an electric vehicle according to claim 1, wherein the battery pack information storage apparatus is capable of communicating with the electric vehicle to receive vehicle-mounted battery pack information from the electric vehicle., 3. The battery swap system for an electric vehicle according to claim 2, wherein the battery pack allocation station also communicates with a user of the electric vehicle so that the user can know the distribution of battery packs in real time., 4. The battery swap system for an electric vehicle according to claim 3, wherein the battery pack information storage apparatus is a battery pack information cloud server., 5. The battery swap system for an electric vehicle according to claim 4, wherein the battery swap station further comprises a battery swap station battery pack data server that communicates with the battery pack information cloud server to transmit the battery pack information in the battery swap station to the battery pack information cloud server., 6. The battery swap system for an electric vehicle according to claim 1, wherein the battery swap apparatus in the battery swap station communicates with the battery management system for the battery pack via a CAN bus., 7. The battery swap system for an electric vehicle according to claim 1, wherein the battery management system communicates with high-voltage controllers and module controllers inside the battery pack via the CAN to save the battery pack information., 8. The battery swap system for an electric vehicle according to claim 1, wherein the battery pack information comprises voltage, a state of charging, a state of health, a state of function, the number of relay's opening and closing actions, a service life, working conditions, information before leaving the factory, and a saved transportation history., 9. A cloud storage-based battery swap method for an electric vehicle, comprising:\nstoring battery pack information of an electric vehicle using a battery pack information storage apparatus;\na battery pack allocation station communicating with the battery pack information storage apparatus to acquire the battery pack information in the battery pack information storage apparatus in real time; and\nphysically storing battery packs, charging the battery packs, and replacing a battery pack for the electric vehicle using a battery swap station, the battery swap station further communicating with the battery pack information storage apparatus to transmit battery pack information in the battery swap station to the battery pack information storage apparatus, wherein a battery management system for each battery pack is independently disposed on a vehicle body of the electric vehicle outside the battery pack, when the battery pack is replaced, the battery swap apparatus in the battery swap station communicates with the battery management system for the battery pack.\n, storing battery pack information of an electric vehicle using a battery pack information storage apparatus;, a battery pack allocation station communicating with the battery pack information storage apparatus to acquire the battery pack information in the battery pack information storage apparatus in real time; and, physically storing battery packs, charging the battery packs, and replacing a battery pack for the electric vehicle using a battery swap station, the battery swap station further communicating with the battery pack information storage apparatus to transmit battery pack information in the battery swap station to the battery pack information storage apparatus, wherein a battery management system for each battery pack is independently disposed on a vehicle body of the electric vehicle outside the battery pack, when the battery pack is replaced, the battery swap apparatus in the battery swap station communicates with the battery management system for the battery pack., 10. The battery swap method for an electric vehicle according to claim 9, further comprising: the battery pack information storage apparatus communicating with the electric vehicle to receive vehicle-mounted battery pack information from the electric vehicle., 11. The battery swap method for an electric vehicle according to claim 10, further comprising: the battery pack allocation station communicating with a user of the electric vehicle so that the user can know the distribution of battery packs in real time., 12. The battery swap method for an electric vehicle according to claim 11, wherein the battery pack information storage apparatus is a battery pack information cloud server., 13. The battery swap method for an electric vehicle according to claim 12, wherein the battery swap station further comprises a battery swap station battery pack data server configured to communicate with the battery pack information cloud server to transmit the battery pack information in the battery swap station to the battery pack information cloud server., 14. The battery swap method for an electric vehicle according to claim 9, wherein the battery swap apparatus in the battery swap station communicates with the battery management system for the battery pack via the CAN., 15. The battery swap method for an electric vehicle according to claim 9, wherein the battery management system communicates with high-voltage controllers and module controllers inside the battery pack via the CAN to save the battery pack information., 16. The battery swap method for an electric vehicle according to claim 9, wherein the battery pack information comprises a voltage, a state of charging, a state of health, a state of function, the number of relay's opening and closing actions, a service life, working conditions, information before leaving the factory, and a saved transportation history. | US | United States | Active | B | True |
| 87 | 充电设备信息提供系统及电动车辆 \n | CN105270196B | 技术领域本发明涉及充电设备信息提供系统，尤其涉及EV(电动汽车)、PHEV(插电式混合动力汽车)等电动车辆的充电设备信息提供系统。背景技术在闲暇等中、利用电动车辆进行长距离移动时，考虑到由于在驾驶员不熟悉的地域进行行驶，从而无法判断应该经过哪个充电设备的状况。在这种情况下，除了利用导航系统等检索到目的地的路线，用户还需要预先对路线周边的充电设备进行检索，较为费事。作为电动车辆的充电设备信息提供系统，例如，如专利文献1所揭示的那样，已知有下述方法：移动通信终端将车辆的当前位置信息及目的地信息、动力源的剩余量发送给服务器，在服务器接收到这些信息后，服务器选择出应该对车辆进行充电的补给点，并将关于补给点的信息发送给移动通信终端。现有技术文献专利文献专利文献1：日本专利特开2013-250801号公报发明内容发明所要解决的技术问题然而，在专利文献1的方法中，除了已有的充电系统之外，还需要用于获取充电设备的信息的移动通信终端，必须使用移动通信终端来将当前位置信息、目的地信息以及动力源的剩余量发送给服务器，从而存在给用户带来负担的问题。本发明是为了解决上述问题点而完成的，其目的在于提供一种充电设备信息提供系统，能够在不增加用户负担的情况下得到最优的充电计划和充电设备信息。解决技术问题所采用的技术方案本发明所涉及的充电设备信息提供系统的特征在于，包括：电动车辆，该电动车辆利用蓄电池所蓄积的电力将电动机作为驱动源来进行行驶；充电设备，该充电设备对所述电动车辆的所述蓄电池进行充电；以及管理中心，该管理中心经由信息通信网与所述充电设备进行所述电动车辆的相关信息的收发，在所述电动车辆与所述充电设备之间，在向所述蓄电池进行充电时，进行彼此互通控制充电的信息的充电通信，所述电动车辆在向所述蓄电池进行充电的过程中，利用所述充电通信，将自身的包含有自此开始的行驶路线的旅程信息发送给所述充电设备，所述充电设备经由所述信息通信网将由所述电动车辆发送来的所述旅程信息传送给所述管理中心，所述管理中心基于从所述充电设备接受到的所述旅程信息，生成与所述电动车辆的所述行驶路线相符合的充电计划以及获取该充电计划中所包含的充电预定地处的充电设备的充电设备信息，并经由所述信息通信网发送给所述充电设备，所述充电设备通过所述充电通信将所获得的所述充电计划和所述充电设备信息传送给所述电动车辆。发明效果根据本发明所涉及的充电设备信息提供系统，使用已有的充电通信从电动车辆发送旅程信息，在管理中心进行充电计划的生成和充电设备信息的获取，从而能够在无需电动车辆中高度的计算、无需移动信息终端的情况下，避免电动车辆的充电不足。附图说明图1是表示本发明所涉及的充电设备信息提供系统的结构的示意图。图2是表示旅程信息的一个示例的图。图3是表示充电计划的一个示例的图。图4是表示充电设备信息的一个示例的图。图5是表示电动车辆的结构的框图。图6是表示充电设备的结构的框图。图7是表示管理中心的结构的框图。图8是表示电动车辆的功能模块间的信息的流通的图。图9是表示充电设备的功能模块间的信息的流通的图。图10是表示管理中心的功能模块间的信息的流通的图。图11是表示每个时间段的拥堵度与阈值的一个示例的图。图12是用于说明电动车辆中的旅程信息发送处理的流程图。图13是用于说明电动车辆中充电计划和充电设备信息的接收处理的流程图。图14是用于说明充电设备中向管理中心进行传送的传送处理的流程图。图15是用于说明充电设备中向电动车辆进行传送的传送处理的流程图。图16是用于说明管理中心的旅程信息接收处理的流程图。图17是用于说明向充电计划增加充电信息的处理的流程图。图18是示意性地表示充电范围的图。图19是表示向充电计划增加充电信息的步骤的一个示例的图。图20是用于说明管理中心在接收到可否采用充电计划的信息的情况下的处理的流程图。具体实施方式<实施方式><系统的结构>图1是表示本发明所涉及的实施方式的充电设备信息提供系统的结构的示意图。如图1所示，充电设备信息提供系统由电动车辆1、自家住宅或店铺等停车场所安装的多个充电设备2、信息通信网3以及对从充电设备2向电动车辆1的电力供给进行管理的管理中心4构成。电动车辆1例如是电动汽车(Electric Vehicle：EV)和插电式混合动力汽车(Plug-in Hybrid Electric Vehicle：PHEV)等能利用蓄电池所蓄积的电力、将电动机作为驱动源进行行驶的车辆。在电动车辆1为EV的情况下，将电动机(未图示)作为驱动源进行行驶。在电动车辆1为PHEV的情况下，将电动机和发动机(均未图示)作为驱动源进行行驶。电动车辆1中，若其电力供给口(未图示)插入有充电设备2的充电枪GN，则通过所谓的充电通信与充电设备2进行通信连接，充电设备2经由信息通信网3与管理中心4进行通信连接，上述所谓的充电通信利用使用充电电缆的电力线通信(PLC：Power LineCommunication)等来彼此互通控制充电的信息。由此，电动车辆1与充电设备2进行通信连接。电动车辆1在与充电设备2及管理中心4进行通信，从而对驱动用的蓄电池(未图示)进行充电，但预先设定有行驶路线的情况下，将包含行驶路线、蓄电池信息等的旅程信息发送给充电设备2。充电设备2在开始对电动车辆1进行充电之后，通过充电通信接收来自电动车辆1的旅程信息，然后传送给管理中心4。另外，本实施方式中的蓄电池信息表示蓄电池容量和出发时蓄电池的预定剩余量，旅程信息表示电动车辆1的当前位置即出发地、经由地、目的地、出发时刻、停留时间、蓄电池信息、蓄电池目标剩余量以及车型。图2示出包含有蓄电池信息的旅程信息的示例。如图2所示，出发地、经由地、目的地等位置信息由经度和纬度来表示，出发时蓄电池预定剩余量和蓄电池目标剩余量由相对于蓄电池的蓄电容量的比例(％)来表示。管理中心4在经由信息通信网3从充电设备2接收到电动车辆1的旅程信息后，生成电动车辆1的最优充电计划，与充电设备信息一起回送给充电设备2。充电设备2在从管理中心4接收到充电计划之后，将其传送给电动车辆1。在本实施方式中，充电计划中包含有标识符、包含充电设备的经由地、包含充电时间的停留时间、各地的充电设备2的所在地、充电时间、充电功率、充电费用、以及到目的地的预计抵达时刻的信息。充电设备信息包含有充电设备2的位置、输出以及拥堵度的信息。图3示出充电计划的一个示例，图4示出充电设备信息的一个示例。如图3所示，经由地的位置信息由经度和纬度来表示，充电设备2的所在地表示为经由地的名称。如图4所示，充电设备2的位置信息由经度和纬度来表示，拥堵度由在与电动车辆1相同的时间段预定充电的车辆的台数来表示。图2所示的旅程信息中，预定会经过经由地1和经由地2，而在图3所示的充电计划中，会经过经由地1、经由地2及经由地3。这是因为经由地2是充电预定地，在抵达经由地3之前，在经由地2处进行充电。另外，经由地3对应于旅程信息中的经由地2。电动车辆1在从充电设备2接收到充电计划后，利用车载导航等的输入输出接口(未图示)向用户呈现充电计划。在用户通过输入输出接口同意或否认充电计划后，电动车辆1将可否采用充电计划的信息发送给充电设备2。充电设备2在通过充电通信从电动车辆1接收到可否采用充电计划的信息后，将其传送给管理中心4。管理中心4在从充电设备2接收到可否采用充电计划的信息后，在采用充电计划的情况下，编入电动车辆1的充电预定，并更新充电设备信息，在不采用充电计划的情况下，撤销充电计划。<电动车辆、充电设备及管理中心的结构>下面，对电动车辆1、充电设备2及管理中心4的结构进行说明。图5是表示电动车辆1的结构的一个示例的框图。如图5所示，电动车辆1包括路线设定单元100、旅程信息通知单元101、车辆信息管理单元102、充电通信单元103以及存储单元108，作为与车内网络106相连接的结构。此外，作为充电所需的结构，包括成为充电设备2的充电枪GN的插入口、从而与外部的电力线107相连接的供电口104以及蓄电单元105，在供电口104中，内部的电力线107进行分支，在与用于电力供给的蓄电单元105相连接的同时，还与用于充电通信的充电通信单元103相连接。另外，在上述内容中，对利用使用充电电缆的PLC进行充电通信的情况进行了说明，但在使用电力线和通信线相互独立的充电电缆的充电系统的情况下也可应用本发明，在该情况下，在电动车辆1内部构成为：用于充电通信的信号线与充电通信单元103相连接。路线设定单元100具有用于输入旅程信息和呈现充电计划的输入输出IF(接口)部1000、以及进行行驶路线的设定的路线计算部1005来作为功能模块。旅程信息通知单元101具有生成向管理中心4发送的旅程信息的旅程信息生成部1002、管理从管理中心4接收到的充电计划的信息的充电信息管理部1004来作为功能模块。车辆信息管理单元102具有管理蓄电池信息的车辆信息管理部1001来作为功能模块。充电通信单元103具有经由电力线107与充电设备2进行通信的充电通信部1003来作为功能模块。存储单元108保存充电计划、充电设备信息，并且保存有由用户预先设定的、用于计算行驶路线的旅程信息即出发地、经由地、目的地、出发时刻及停留时间的信息。另外，旅程信息中还包含有电动车辆1的车型的信息。图6是表示充电设备2的结构的一个示例的框图。如图6所示，充电设备2具备充电通信单元200、传送单元201以及基础通信单元202。充电通信单元200经由电力线107与电动车辆1相连接，基础通信单元202通过外部通信线204经由信息通信网3(图1)与管理中心4(图1)相连接。传送单元201设置于充电通信单元200与基础通信单元202之间，通过信号线203与充电通信单元200和基础通信单元202相连接。充电通信单元200具有与电动车辆1之间进行充电通信的充电通信部1100来作为功能模块。基础通信单元202具有通过外部通信线204经由信息通信网3(图1)与管理中心4之间进行基础通信的基础通信部1102来作为功能模块。传送单元201具有在充电通信与基础通信之间进行通信的传送的传送部1101来作为功能模块。图7是表示管理中心4的结构的一个示例的框图。如图7所示，管理中心4具备充电计划呈现单元400、信息管理单元401、基础通信单元402、以及存储单元403。充电计划呈现单元400、信息管理单元401、基础通信单元402以及存储单元403与中心内网络404相连接，彼此互通信息。此外，基础通信单元402通过通信线405经由信息通信网3(图1)与充电设备2(图1)相连接。充电计划呈现单元400具有基于从电动车辆1接收到的旅程信息来计算行驶路线的路线计算部1204、以及基于计算得到的行驶路线来生成充电计划的充电计划生成部1202来作为功能模块。信息管理单元401具有从存储单元403获取不同车型的单位距离功耗即行驶性能信息的车辆信息管理部1201、以及进行充电设备信息的获取和更新的充电设备信息管理部1203来作为功能模块。基础通信单元402具有通过通信线405经由信息通信网3(图1)与充电设备4之间进行基础通信的基础通信部1200来作为功能模块。存储单元403保存不同车型的行驶性能信息、各充电设备2的信息，并且还保存由充电计划呈现单元400的充电计划生成部1202所生成的充电计划。<功能模块间信息的流通>接着，对电动车辆1、充电设备2及管理中心4中信息的流通进行说明。图8是表示电动车辆1的功能模块间的信息的流通的图。如图8所示，电动车辆1具有输入输出IF部1000、车辆信息管理部1001、旅程信息生成部1002、充电通信部1003、充电信息管理部1004以及路线计算部1005作为功能模块。输入输出IF部1000接受来自用户的蓄电池目标剩余量的输入。并且，从充电信息管理部1004接受经过的充电设备2的位置、充电时间、充电电量、充电费用以及拥堵度等经由充电信息，还从路线计算部1005获取经过充电设备2的行驶路线，向用户呈现行驶路线和经由充电信息，并接受由用户输入的充电计划的同意或否认。输入输出IF部1000提取出行驶路线中所包含的当前位置作为出发地。另外，图8中没有图示与用户之间信息的交换，但输入输出IF部1000只要具有下述结构即可，例如构成为与车载导航相连接，经由车载导航的显示画面来向用户进行信息呈现，用户通过对显示画面进行触摸等来输入经由充电信息的同意或否认。车辆信息管理部1001对蓄电池容量和出发时蓄电池预定剩余量等蓄电池信息进行管理，并将该信息提供给旅程信息生成部1002。旅程信息生成部1002从输入输出IF部1000获取蓄电池目标剩余量。并且，获取在存储单元108(图5)中作为旅程信息进行保存的出发地、经由地、目的地、出发时刻、停留时间，还从车辆信息管理部1001获取蓄电池信息。接着，生成包含有上述所有信息的旅程信息，将其提供给充电通信部1003，并且再次保存到存储单元108。充电通信部1003通过充电通信将从旅程信息生成部1002获得的旅程信息、以及从输入输出IF部1000获得的可否采用充电计划的信息发送给充电设备2。充电通信部1003通过充电通信从充电设备2接收充电计划和充电设备信息，并将其提供给充电信息管理部1004。充电信息管理部1004从充电通信部1003获取充电计划和充电设备信息，据此获取经由充电信息、经由地、停留时间。充电信息管理部1004从存储单元108获取旅程信息，由此获取目的地和出发时刻，从输入输出IF部1000获取同意充电计划或者否认充电计划的信息，在同意的情况下，将充电计划和充电设备信息保存到存储单元108。若否认充电计划，则充电信息管理部1004从存储单元108获取旅程信息，据此获取经由地、目的地、出发时刻和停留时间。路线计算部1005从充电信息管理部1004获取经由地、目的地、出发时刻和停留时间，计算从当前位置到目的地的行驶路线。另外，路线计算部1005使用GPS(GlobalPositioning System：全球定位系统)等对当前位置进行定位。图9是表示充电设备2的功能模块间的信息的流通的图。如图9所示，充电设备2具备充电通信部1100、传送部1101以及基础通信部1102来作为功能模块。充电通信部1100通过充电通信从电动车辆1接收旅程信息和可否采用充电计划的信息，将其提供给传送部1101，并且从传送部1101获取充电计划和充电设备信息，通过充电通信发送给电动车辆1。传送部1101从充电通信部1100获取旅程信息以及可否采用充电计划的信息，并传送给基础通信部1102。并且，从基础通信部1102获取充电计划和充电设备信息，并传送给充电通信部1100。基础通信部1102从管理中心4接收充电计划和充电设备信息，并从传送部1101获取旅程信息和可否采用充电计划的信息，并发送至管理中心4。图10是表示管理中心4的功能模块间的信息的流通的图。如图10所示，管理中心4具有基础通信部1200、车辆信息管理部1201、充电计划生成部1202、充电设备信息管理部1203以及路线计算部1204来作为功能模块。基础通信部1200从充电设备2接收旅程信息和可否采用充电计划的信息。并从充电计划生成部1202获取充电计划和充电设备信息，发送给充电设备2。车辆信息管理部1201基于从充电计划生成部1202获取到的车型的信息，从存储单元403(图7)获取相对应的行驶性能信息。充电计划生成部1202从基础通信部1200获取旅程信息，从车辆信息管理部1201获取行驶性能信息，从充电设备信息管理部1203获取充电设备信息，从路线计算部1204获取行驶路线，从而生成充电计划。并且，从基础通信部1200获取可否采用充电计划的信息，若采用，则生成充电计划中使用的充电设备2的预定使用时刻和时间，以作为充电设备2的更新信息。充电设备信息管理部1203从充电计划生成部1202获取充电范围和预计通过时刻(将在后述内容中说明)的信息，并从存储单元403(图7)获取在该充电范围内拥堵度不超过阈值的充电设备2的信息。并且，从充电计划生成部1202获取充电设备2的更新信息，基于此对存储单元403的充电设备信息的拥堵度进行更新。对于本实施方式的拥堵度，利用充电设备信息管理部1203对于各充电设备2按时间段来进行信息管理，该拥堵度由利用充电设备信息提供系统的电动车辆1的充电计划中、在相同时间段使用充电设备2的预定的车辆台数来定义。此外，拥堵度的阈值由管理中心预先设定。图11是表示某充电设备2的每个时间段的拥堵度和阈值的一个示例。图11中，示出拥堵度的峰值出现在16点到18点之间的示例，并示出阈值TH被设定为峰值时的80％左右的拥堵度的示例。路线计算部1204从充电计划生成部1202获取出发地、经由地、目的地、出发时刻和停留时间的信息，并计算经由充电设备2的行驶路线。<旅程信息发送的处理流程>使用图12所示的流程图，边参照图5，边说明电动车辆1中旅程信息的发送处理的一个示例。图12中各步骤的括号内的数字表示进行处理的功能模块的标号。将充电设备2的充电枪GN插入供电口104，由此开始使用充电电缆的充电通信，在预先进行了行驶路线的设定的情况下，输入输出IF部1000接受来自用户的蓄电池目标剩余量的信息(步骤S1)。充电通信开始后，在一定时间内用户未输入蓄电池目标剩余量的情况下，使用为了使蓄电池的电力不会不足地抵达目的地而所需的最小限的值(例如百分之几)作为蓄电池目标剩余量的信息。这里，蓄电池目标剩余量是指抵达目的地时蓄电池剩余量的目标值，若设定得较高，则抵达目的地之后可紧接着行驶至更远的地方，但有可能导致在经由地的充电电量的进一步增加，目的地的抵达时刻延迟，并且充电费用有可能变高。另一方面，若蓄电池目标剩余量设定得较低，则虽然在经由地的充电电量变得更少，到目的地的抵达时刻变早，充电费用也抑制得较低，但抵达目的地之后难以紧接着进行远距离的行驶。因此，在抵达目的地时希望处于何种充电状态由用户决定，通过采用用户能够输入蓄电池目标剩余量的结构，能够提高用户的便利性。另外，在用户输入蓄电池目标剩余量时，可以采用使用例如与输入输出IF部1000相连接的车载导航的结构。例如，若在预计行驶路线设定完毕的状态下连接充电枪GN，则在车载导航的显示画面上显示用于生成充电计划的问询画面，接受用户所进行的蓄电池目标剩余量的输入。在输入被接受后，从车载导航经由输入输出IF部1000提供的蓄电池目标剩余量的信息经由车内网络106被提供给旅程信息通知单元101。另外，当在未设定行驶路线的状态下连接充电枪GN时，在车载导航的显示画面上显示促使进行行驶路线的设定的画面，若用户据此操作车载导航，进行行驶路线的设定，则执行步骤S1以下的处理，但若一定时间内用户没有进行行驶路线的设定，或者关闭车载导航，则不利用充电设备信息提供系统，不进行以下的处理。接着在步骤S2中，车辆信息管理部1001获取蓄电池信息，在步骤S3中，旅程信息生成部1002将步骤S1和步骤S2中获得的信息增加到存储单元108的旅程信息中。另外，出发地、经由地、目的地、出发时刻、停留时间在行驶路线设定时被存储到旅程信息，但车型的信息在车辆制造时预先保存于存储单元108的旅程信息中。接着在步骤S4中，充电通信部1003从存储单元108读取出旅程信息，通过充电通信发送给充电设备2。<充电计划和充电设备信息的接收时的处理流程>接着，使用图13所示的流程图，边参照图5边说明电动车辆1中在接收充电计划和充电设备信息时的处理的一个示例。首先，在步骤S10中，充电通信部1003接收充电计划和充电设备信息。接着，在步骤S11中，充电信息管理部1004从充电计划和充电设备信息中获取例如充电设备2的位置、充电时间、充电电量、充电费用、拥堵度等经由充电信息、以及也包含充电设备2在内的经由地和停留时间。然后，在步骤S12中，充电信息管理部1004将充电计划和充电设备信息保存到存储单元108。接着，在步骤S13中，路线计算部1005在从存储单元108的旅程信息中获得的出发地、目的地、出发时刻的基础上，还基于步骤S11中获得的经由地和停留时间，计算出经过充电设备2的行驶路线。接着，在步骤S14中，输入输出IF部1000向用户显示步骤S11中获得的经由充电信息和步骤S13中计算得到的行驶路线，并在步骤S15中接受可否采用的信息的输入。若输入了采用，则在步骤S19中，充电通信部1003将包含充电计划的识别符的表示采用充电计划的信息发送至充电设备2。另一方面，在输入不采用的情况下，在步骤S16中，充电信息管理部1004撤销来自存储单元108的充电计划和充电设备信息，然后在步骤S17中，充电信息管理部1004获取存储单元108的旅程信息的经由地和停留时间。然后，在步骤S18中，路线计算部1005计算不经过充电设备2的行驶路线，在步骤S19中，充电通信部1003将包含有充电计划的识别符的表示不采用充电计划的信息发送给充电设备2。<向管理中心进行传送的处理流程>接着，使用图14所示的流程图，边参照图6边说明充电设备2中将来自电动车辆1的信息向管理中心4进行传送的传送处理的一个示例。 | 本发明可在不给用户增加负担的情况下获得最优的充电计划和充电设备信息。包括：电动车辆，利用蓄电池所蓄积的电力将电动机作为驱动源来进行行驶；充电设备，对蓄电池进行充电；以及管理中心，经由信息通信网与充电设备进行电动车辆的相关信息的收发，电动车辆与充电设备在向蓄电池进行充电时进行充电通信，电动车辆在向蓄电池进行充电的过程中，通过充电通信，将自身的包含有自此开始的行驶路线的旅程信息发送给充电设备，充电设备经由信息通信网将旅程信息传送给管理中心，管理中心基于旅程信息，生成充电计划以及充电设备信息，并经由信息通信网发送给充电设备，充电设备通过充电通信将充电计划和充电设备信息传送给电动车辆。 | CN:201510309655.1A | https://patentimages.storage.googleapis.com/40/cf/7b/53a4875a07fd78/CN105270196B.pdf | CN:105270196:B | 竹原崇成, 松永隆德, 佐竹敏英 | Mitsubishi Electric Corp | JP:4692466:B2, CN:102473351:A, CN:102770304:A, CN:103052529:A, CN:103402810:A, CN:103010040:A | Not available | 2017-10-13 | 1.一种充电设备信息提供系统，其特征在于，包括：, 电动车辆，该电动车辆利用蓄电池所蓄积的电力将电动机作为驱动源来进行行驶；, 充电设备，该充电设备对所述电动车辆的所述蓄电池进行充电；以及, 管理中心，该管理中心经由信息通信网与所述充电设备进行所述电动车辆的相关信息的收发，, 在所述电动车辆与所述充电设备之间，在向所述蓄电池进行充电时，进行彼此互通控制充电的信息的充电通信，, 所述电动车辆在向所述蓄电池进行充电的过程中，利用所述充电通信，将自身的包含有自此开始的行驶路线的旅程信息发送给所述充电设备，, 所述充电设备经由所述信息通信网将由所述电动车辆发送来的所述旅程信息传送给所述管理中心，, 所述管理中心基于从所述充电设备接受到的所述旅程信息，生成与所述电动车辆的所述行驶路线相符合的充电计划以及获取该充电计划中所包含的充电预定地处的所述电动车辆当前正在进行充电的所述充电设备的下一个充电设备的充电设备信息，并经由所述信息通信网发送给所述充电设备，, 所述充电设备通过所述充电通信将所获取到的所述充电计划和所述充电设备信息传送给所述电动车辆。, \n \n, 2.如权利要求1所述的充电设备信息提供系统，其特征在于，, 所述充电设备信息包括：, 所述充电预定地处的充电设备的拥堵度的信息，, 所述拥堵度被定义为在与所述电动车辆相同的时间段预定进行充电的其他车辆的台数。, \n \n, 3.如权利要求2所述的充电设备信息提供系统，其特征在于，, 所述管理中心基于所述拥堵度选择充电设备候补，, 在选择了多个所述充电设备候补的情况下，按每个所述充电设备候补来生成所述充电计划。, \n \n, 4.如权利要求3所述的充电设备信息提供系统，其特征在于，, 所述旅程信息包括：, 包含有所述蓄电池的容量和出发时的蓄电池预定剩余量的蓄电池信息、以及所述电动车辆的目的地和车型的信息。, \n \n, 5.如权利要求4所述的充电设备信息提供系统，其特征在于，, 所述管理中心基于根据所述车型的信息唯一得到的单位距离的功耗，计算所述蓄电池的剩余量变为阈值以下的地点，并计算以该地点为中心、以自此开始可行驶的距离为半径的圆区域作为充电范围，选择存在于该充电范围内、且所述拥堵度不超过阈值的充电设备作为所述充电设备候补。, \n \n, 6.如权利要求4所述的充电设备信息提供系统，其特征在于，, 所述旅程信息还包括：, 所述电动车辆在所述目的地处的所述蓄电池的目标剩余量即蓄电池目标剩余量的信息，, 所述蓄电池目标剩余量在所述电动车辆中进行设定。, 7.一种电动车辆，该电动车辆利用蓄电池所蓄积的电力将电动机作为驱动源来进行行驶，其特征在于，, 在所述电动车辆与对所述蓄电池进行充电的充电设备之间，在向所述蓄电池进行充电时进行充电通信，并将自身的包含有自此开始的行驶路线的旅程信息发送给所述充电设备，, 并且，通过所述充电通信，从所述充电设备接收在管理中心基于从所述充电设备传送到所述管理中心的所述旅程信息来生成的符合所述电动车辆的所述行驶路线的充电计划、以及该充电计划中所包含的充电预定地处的所述电动车辆当前正在进行充电的所述充电设备的下一个充电设备的充电设备信息。 | CN | China | Expired - Fee Related | B | True |
| 88 | Smart Battery, electric energy allocation bus system, battery charging and discharging method and electric energy allocation method \n | US10431996B2 | The present invention relates to the technical field of electric energy allocation of power systems of battery packs, and particularly relates to a smart battery, an electric energy allocation bus system, a battery charging and discharging method and an electric energy allocation method.\nBattery inconsistency is a problem which always cannot be completely solved in current battery applications, particularly battery group applications.\nBatteries are generally used in groups, several and dozens of batteries are used in groups at least, and hundreds of or even thousands of batteries are used in groups. The inconsistency among various batteries in a battery production link absolutely exists due to multiple factors such as a manufacturing process problem, material non-uniformity, incompletely identical density/mass of energy storage substances and the like. In a battery using link, an environmental temperature of each battery during charging and discharging is different due to non-uniformity of heat fields during charging and discharging of battery packs since batteries have different positions in the battery packs after the batteries are packed. The inconsistency may be gradually enlarged and even out of control in the battery using link, i.e., out-of-control overcharge and undercharge may occur during charging, and an overdischarge phenomenon of partial batteries is intensified during discharging. A discharge depth of each battery in the battery pack is inconsistent, wherein one part of batteries may be in an overdischarge state, and partial available remaining electric quantity is not used in the other part of the batteries, so that overall discharge capacity of the battery pack is decreased and overall cycle life of the battery pack is accelerated to decrease along with decrease of cycle life of one part of batteries with a maximum discharge depth, thereby causing early scrap of the battery pack. However, part of batteries in an available state are scraped together to cause waste when the whole battery pack is replaced.\nIn addition, overcharge even may cause explosion and fire accidents.\nTherefore, an existing battery pack power system needs to be equipped with a battery management system. A current battery management system has two technical solutions for eliminating inconsistency of the batteries (i.e. balancing of the battery pack). One solution is an energy-consuming type solution, i.e., externally connecting a battery with the maximum remaining electric quantity with a resistor to reduce the remaining electric quantity of the battery. The other solution is an electric energy transfer solution among batteries, i.e., performing electric energy transfer among the batteries and charging a battery with the minimum remaining electric quantity by using the battery with the maximum remaining electric quantity or charging the battery with the minimum remaining electric quantity by using the battery pack and a DC-DC converter. Defects of the former solution are as follows: energy of the batteries is wasted, endurance of the battery pack is reduced and the heat field of the battery pack is more non-uniform and unexpected, while the latter solution cannot be implemented without the DC-DC converter. However, extra electric energy consumption of the battery pack is increased due to conversion efficiency of the converter.\nFor a battery pack power system equipped with various power generation devices, usage of the power generation devices is basically at a high-voltage level for converting an output voltage of the power generation devices into a battery pack voltage, and then the battery pack is charged. Due to the inconsistency of the batteries, the electric quantity charged into each battery is unbalanced, and then the batteries are subjected to various balancing by using an existing balancing technology, causing electric energy waste. Particularly for a movable or offline battery pack power system, the electric energy waste means decrease of endurance of the battery pack.\nDue to the existence of the inconsistency of the batteries, batteries of the same brand, the same specification, the same batch and the same sorting standard may be selected as much as possible during sorting and packing of the batteries to reduce inconsistent indexes among the batteries as much as possible, thereby increasing sorting cost of the battery pack and further increasing purchasing cost of the battery pack.\nIn recent years, a charging apparatus for independently charging the batteries in the battery pack appears. Although the apparatus is not popularized and applied on a large scale, a qualitative difference is made compared with a former traditional series charging technology in general application. Tests discover that the above independent charging apparatus and technology still have defects as follows: a discharge link cannot be controlled, and all batteries in the battery pack cannot be guaranteed to have the same discharge depth; as a certain distance exists between a charger and the battery pack, line diameter specifications and quantities of charging lines are correspondingly increased; laying (including shielding) of high-current charging lines and data collection lines increases an extra space, cost and unsafe factors; and moreover, a long-distance data collection line reduces data collection precision.\nAn existing charging method generally takes “full charging” as a single objective, and under the objective, due to the inconsistency among the batteries, the traditional series charging manner may cause that some batteries in the battery pack are in overcharge and overdischarge states during charging or discharging. When the battery pack is charged by using a charger capable of independently charging each battery, an overcharge phenomenon of the battery pack can be avoided, while a phenomenon that some batteries have a large relative discharge depth, i.e. a relative overdischarge phenomenon, in the discharging process still cannot be avoided.\nA Chinese patent literature with an application publication number of CN102214938A discloses a charging control method for a rechargeable battery used for a portable computer. The charging control method comprises: acquiring a charging current control parameter of the rechargeable battery; modifying charging current of the rechargeable battery from a first charging current to a second charging current smaller than the first charging current according to the charging current control parameter; and charging the rechargeable battery by using the second charging current, thereby prolonging service life of the rechargeable battery.\nA Chinese patent literature with an application publication number of CN104052136A discloses a battery pack, a charging circuit and a charging apparatus.\nThe battery pack comprises battery blocks and a memory, wherein the battery blocks comprise battery cells; the memory stores battery information; the battery information comprises lower limit voltages of the battery blocks set according to models of the battery blocks; the charging circuit comprises a voltage measurement unit and a control unit; and the voltage measurement unit is configured to measure inter-terminal voltages of the battery blocks, and the control unit is configured to control charging according to the inter-terminal voltages measured by the voltage measurement unit.\nA Japanese patent literature with an application publication number of JP2008-220110 relates to a battery pack, a charging method and a charging system. Charging current specified by a charging voltage specified value is decreased under conditions that a maximum battery cell voltage in battery cell voltages measured from each of a plurality of battery cells is compared with a full charging voltage and the maximum battery cell voltage is higher than the full charging voltage. In addition, the charging current specified by the charging voltage specified value is increased under conditions that the maximum battery cell voltage and the full charging voltage are compared and the maximum battery cell voltage is smaller than the full charging voltage. Charging of a degraded battery to an overcharge area is prevented by using a charging method for periodically controlling during a charging period when such a charging voltage specified value is changed.\nAn international patent with an application publication number of WO2013/173195 discloses a charging system of a battery pack for an electric vehicle. The charging system comprises: a charging station electrically coupled to the battery pack, and configured to transfer charging energy to an energy storage system in a first operating mode at a maximum quick charging rate and transfer the charging energy to the energy storage system in a second operating mode at a lower charging rate; a data collection system, configured to acquire a set of data indicating state of charge (SOC) of the battery pack and one or more expected charging optimization parameters; and a station control, configured to respond to the set of the data and the expected charging optimization parameters and automatically establish a charging configuration file used for the battery pack to enable a control signal to be effective and operate the charging station in the second operating mode or enable the control signal to be effective and operate the charging station in the first operating mode.\nInfluences brought by the inconsistency of the batteries in the battery pack cannot be completely solved in the above technical solutions. Either overcharge or overdischarge or various wastes of electric energy are caused in charging and discharging processes and battery balancing process, causing that the endurance of the battery pack is decreased. Charging and discharging cycles of the batteries are increased by the electric energy conversion in the balancing process and the partial charging process, overall life of the battery pack is shortened, and sorting cost of the battery pack is increased while the sorting standard of the batteries during packing is increased as much as possible.\nThe present invention provides a smart battery, an electric energy allocation bus system, a battery charging and discharging method and an electric energy allocation method. A technical solution of the present invention overcomes defects of the prior art, so that each battery is individually controlled and integrally adjusted smartly in charging and discharging processes, so as to fundamentally solve problems of overcharge and overdischarge of partial batteries in the battery pack in the charging and discharging processes due to inconsistent batteries, reduce charging and discharging cycles of the battery pack and greatly reduce standards during battery sorting and grouping, thereby obviously prolonging the total cycle life of the battery pack, reducing electric energy waste in the charging and discharging processes and a balancing process of the battery pack, increasing endurance of the battery pack and reducing sorting and purchasing cost of the battery pack.\nIn a first aspect of the present invention, the present invention provides a smart battery comprising a battery body portion, a control unit, a connecting line, a sensor and a shell. The smart battery is made in a manner of additionally installing the control unit on a traditional battery, thereby completing collection of various data of the battery and controllable charging and discharging. The smart battery of the present invention is for independent use, use in series groups or use in series-parallel mixed groups.\nThe control unit is configured to control coordinately, acquire information, analyze statistic, control actively and give external feedback, i.e., coordinating and controlling cooperative work of all batteries in the same battery group and connected power generation devices/electrical loads, acquiring various information of all the batteries/devices in the group, performing statistic analysis and computation on the above acquired information, further adjusting charging parameters between the batteries and the devices in the group, and control of electric quantity reallocation and the like, and simultaneously performing passive feedback to external commands and actively reporting information to the outside.\nMore specifically, when controlling coordinately, the control unit coordinates and controls cooperative work of other smart batteries in a battery pack and power generation devices or electrical loads accessed to a same electric energy allocation bus through a communication interface, including: keeping clocks of all smart batteries synchronous and keeping synchronous with a clock of a superior control system of the battery pack, coordinating and determining a control unit of a certain smart battery in the battery pack as a control core of the entire battery pack, coordinating data collection and transmission of other smart batteries, coordinating calibration of data collection precision of all the batteries in the battery pack, controlling data collection types and frequencies of all batteries, upgrading programs of the control unit, and performing self-tests of the control unit of each battery.\nWhen acquiring information, the control unit is further configured to: acquire information of the battery, including voltage, current, internal resistance, temperature, environmental temperature, motion states, vibration and acceleration data through a data collection function of the control unit, acquire above information of each of other smart batteries in the same group and clock/self-testicalibration information through a communication function of the control unit, acquire voltage/current data on the electric energy allocation bus, acquire external interaction commands and environmental temperature information through the communication function of the control unit, and add time stamps on all above information and store the information.\nWhen analyzing the statistic, the control unit is configured to count, analyze and compute the number of charging and discharging cycles of each battery in the battery pack, charging and discharging depth, remaining electric quantity and deterioration degree according to the acquired information, compute charging parameters suitable for each battery according to commands, compute power supply and electricity use information accessed to the electric energy allocation bus for switching different batteries and/or power generation devices and/or electrical loads to access to the electric energy allocation bus or disconnect from the electric energy allocation bus, and add time stamps on all above information and stores the information.\nWhen control actively, the control unit is configured to perform electric quantity transfer among the batteries belonging to a same group to realize a reallocation of the remaining electric quantity among all the batteries, or to charge partial or all the batteries in the battery pack through the power supply devices accessed to the electric energy allocation bus, switch corresponding batteries and/or power generation devices and/or electrical loads to access to the electric energy allocation bus or disconnect from the electric energy allocation bus according to a statistic analysis result; the control unit is configured to adjust charging parameters dynamically based on a statistic analysis computation result and the external commands.\nWhen giving external feedback, the control unit passively answers the external interaction commands or actively issues information to an outward.\nThe control unit comprises a main control module, a storage module, a collection module, a charging module, an electric quantity transfer module, a communication module and an interaction module.\nFurther, the main control module has the functions of coordinating cooperative work of various modules of the smart battery, coordinating work of all modules of other smart batteries in the same group and connected power generation devices/electrical loads through a communication interface, communicating with a superior control system of the battery pack, reporting the data of the battery pack, and receiving and executing commands of the superior control system of the battery pack. The main functions of the main control module are described as follows:\n1. The main control module comprises a processor and a program, and realizes main functions of: counting and computing the number of charge-discharge cycles, a charge-discharge depth, a degradation degree and a relative degradation degree of each battery in the battery pack according to the read charging and discharging data of the battery, the received charging and discharging data of each battery in the battery pack and commands of a superior control system of the battery pack; computing charging parameters suitable for the battery and other batteries in the battery pack and transmitting the charging parameters to a charging unit of the battery or transmitting the charging parameters to other batteries through communication interfaces; dynamically adjusting the charging parameter of each battery in the battery pack according to the received real-time data of each battery in the battery pack, the commands of the superior control system and commands from the interaction module and transmitting the charging parameters to charging modules of other batteries in the battery pack, or receiving commands and charging parameters transmitted by main control modules of other smart batteries in the same group to drive the charging module of the battery to work; starting the electric quantity transfer module at proper time according to remaining electric quantity data of each battery in the battery pack, thereby realizing electric quantity transfer among the batteries in the battery pack; analyzing the relative degradation degree of each battery according to data of each battery in the battery pack, such as the number of cycles, the charging and discharging depths, the degradation degree, the remaining electric quantity and the like, and reporting to the superior control system of the battery pack; controlling data collection types and collection frequencies of the collection module; reading data in the storage modules of the battery and the other batteries; and correcting offset of each collection module in the same group during calibration. The program can be upgraded, wherein upgrading manners comprise upgrading through program upgrade interfaces (such as USB or TF cards and other storage cards) of the battery and upgrading through the communication module by virtue of the superior control system of the battery pack; and after one battery is upgraded, the main control modules of the other smart batteries in the same group can be upgraded, or control of the main control modules of other smart batteries in the same group is accepted to realize program upgrade.\n2. The main control module is provided with an isolating circuit used for isolating the collection module and the charging module.\n3. The main control module is provided with a real-time clock, and the clock can be calibrated in real time in communication with the other smart batteries and the superior control system of the battery pack, thereby keepingthat clocks in the battery pack and the superior control system of the battery pack are consistent.\n4. The main control module is provided with a gyroscope chip which can sense motion states of the batteries, such as current accelerations and the like, or can acquire motion states of the battery pack, such as a speed, an acceleration and the like, by virtue of communication between the gyroscope chip and the superior control system of the battery pack.\n5. The main control module has an environmental temperature collection function, can collect the environmental temperature through a temperature sensor installed on the module or outside the battery, or can acquire environmental temperature data by virtue of communication with the superior control system of the battery pack.\n6. The main control module has a self-test function and can report a self-test result to the superior control system of the battery pack.\n7. The main control module is provided with a heating/cooling interface capable of issuing a heating/cooling signal to outside, such as a control system on the battery pack or additional heating/cooling equipment, and controlling the heating/cooling equipment outside the smart battery to heat/cool the total or partial batteries of the battery pack, so that all the batteries are operated at a proper temperature.\n8. The main control module of a certain smart battery can be automatically allocated to serve as a main control module of the whole battery pack when the smart batteries are used in a group, thereby coordinating the operation of all modules of the whole battery pack; and in a preferred embodiment, only one smart battery is equipped with the main control module in the whole battery pack to save cost.\nFurther, the storage module has the function of storing the following information: partial or all information of a brand/type/manufacturing date/serial number/quality inspection number of the smart battery, charging and discharging data information including voltage/current/internal resistance/temperature and the like collected by the collection module of the battery during charging and discharging, information received by the communication interface and information stored by the main control module. All of the above information has time stamps for invoking.\nFurther, the collection module has the functions of executing the commands of the main control module or the commands from the communication module, collecting various data of the battery, such as voltage/current/internal resistance/temperature and the like according to specified collection frequency and collection kind, adding time stamps and storing into the storage module for reading. The collection module has a calibration function. The calibration interface is used to calibrate data collection accuracy of the collection module and correct collection offset to ensure consistency of data collection standards of all the batteries in the same group.\nFurther, the charging module has the functions of executing a charging command issued directly by the main control module or received by the communication module, charging the batteries according to supplied charging parameters, and adjusting the charging parameters in real time according to received latest charging parameters. Under the control of the main control module, the charging module can be cooperated with other batteries or power generation/power supply devices accessed to the electric energy allocation bus system to receive the electric energy to charge the battery. Electric isolation is made between input and output of the charging module, and the same power generation device can be adopted for simultaneously charging partial or all batteries in the battery pack with a potential relationship. The charging module selects corresponding heat dissipation devices such as natural cooling/fan cooling/liquid cooling and the like according to different powers. An overload protection apparatus is installed on the charging circuit. The charging module is connected with a power supply through a power supply interface installed on the shell.\nA full-time charging mode or a time-sharing charging mode can be selected according to battery capacity when the smart battery is manufactured, so as to control weight, volume and cost of the charging module. Therefore, the control unit adopts a full-time charging mode or a time-sharing charging mode; the full-time charging mode is to complete charging by the control unit in an entire charging process, and the time-sharing charging mode is to complete the entire charging process through traditional series charging and charging of the control unit in a relaying manner.\nIn the full-time charging mode, power of the charging module meets the maximum charging power need of the battery, and the battery is charged by the charging module in the entire process. In a high-capacity smart battery, if a full-power charging module is matched, the power and heat dissipation requirement of the charging module may increase the weight, the volume, the cost and the like of the charging module.\nIn the time-sharing charging mode, the power of the charging module is decreased, such as reduced to ⅓ of the full power, thereby decreasing the weight, the volume and the cost of the charging module. The battery pack is subjected to full-power charging during initial charging by adopting the traditional series charging manner, and a state of each battery is monitored. Along with increase of the electric quantity in the battery, when the charging power is gradually decreased to a power range of the charging module, or when a charging parameter of a certain battery is close to a critical value of the charging parameter of the battery, if a charging voltage of the certain battery is close to a charging voltage which shall be adopted by the battery and computed by the main control module, outside high-power series charging is stopped, and the charging module of the battery is used for charging. At this moment, the time-sharing charging mode does not lose control of the control unit on key charging parameters (such as conversion voltage and current/floating charging voltage and current, and the like) of the battery, so that a charging effect is completely controllable, and the weight, the volume and the cost can be decreased.\nFurther, the electric quantity transfer module has a function of externally supplying power by using the electric energy of the battery under control of the main control module or under control of the commands received by the communication module, such as charging the other batteries or supplying power to other electrical loads. Power and time of external power supply are controllable. The electric energy of the battery is used for charging the other batteries. Controllable changeover switches and isolating elements, such as isolating transformers or electric energy conversion/transfer elements with indirect contact type input ends and output ends are arranged in the electric quantity transfer module.\nHerein, the cooperative work of realizing electric energy (electric quantity) transfer by the main control module, the charging module and the electric quantity transfer module is briefly introduced. The main control module can transfer electric energy of a certain battery in the battery pack to other batteries as required, i.e., one battery in the battery pack is used for charging another battery. In other words, in the same battery pack, regardless of series charging/standby/discharging states of the battery pack, the electric quantity transfer can be realized between two batteries with a potential relationship, or all or partial batteries are charged by using the power generation devices, or a certain battery is used for individually externally supplying power. A specific process of realizing the electric quantity transfer will be further described in a technical solution portion about the electric energy allocation bus system in the description.\nThe charging module and the electric quantity transfer module are arranged in a parallel circuit between the main control module and the battery body portion.\nThe main control module, the charging module, the communication module and the electric quantity transfer module are separate and distinct.\nFurther, the communication module has the functions of transmitting data between smart batteries of the same group, between the battery pack and the superior control system of the battery pack and between other power generation devices or electrical loads accessed to the communication buses and the smart battery. Because a potential relationship exists among the batteries in the same group, electrical isolation must be made between the communication module and other modules. The communication module can support a standard wired or wireless bidirectional communication manner and select different standards such as WIFI/Bluetooth/RS485/CAN and the like according to different application occasions. The communication module is connected with other smart batteries in the same group, the superior control system of the battery pack, the power generation devices or the electrical loads through communication interfaces installed on the shell.\nThe communication module can perform bidirectional communication with all the smart batteries in the same group and the superior control system of the battery pack to exchange data through the control unit, and the electric quantity transfer among the batteries can be realized after grouping. A charging method capable of dynamically adjusting the charging parameters is adopted during charging, and a discharging method capable of realizing the electric quantity transfer among the batteries is adopted during discharging, thereby achieving balanced charging and discharging of non-overcharge during charging and non-overdischarge during discharging. Moreover, when the power generation devices are accessed to the electric energy allocation bus system, the partial or all batteries can be charged additionally, thereby increasing discharge capacity of the battery pack.\nFurther, the interaction module has the functions of displaying/setting states/parameters and the like of the smart batteries and has corresponding input keys. A manner of a display screen+keys can be adopted, and a touch screen with an input function can also be adopted. The interaction module can select a proper configuration manner according to application environments, power consumption and cost of the batteries, even can be canceled.\nThe above main control/storage/collection/charging/electric quantity transfer/communication/interaction modules and the like may be multiple separate circuit boards and can be integrated on one circuit board. Each module can be subjected to proper configuration reduction according to actual using needs to reduce the cost. A smart battery with the minimum configuration only comprises a charging module, and at this moment, a charging parameter of the smart battery is a preset charging parameter matched with the battery body.\nPower supply of the control unit can support power supply of the battery body portion, power supply of an auxiliary power supply (an additional rechargeable battery) or external power supply. The batteries included in the auxiliary power supply can be charged while the smart batteries are charged and can share a power supply of a power supply port with the charging module during external power supplying.\nThe battery body portion of the smart battery may be a battery, a battery cell or a battery pack composed of a plurality of battery cells, i.e., the battery body portion can be formed by connecting 1 battery or more than 1 battery in parallel. When the battery body portion is a lithium battery, the control unit can replace a protection circuit inside the lithium battery for saving cost. An installation position of a temperature sensor is reserved at the battery body portion to improve measurement accuracy.\nFurther, the connecting lines and the sensor in the smart battery, and a positive leading wire and a negative leading wire of the battery body portion are respectively connected with a positive binding post and a negative binding post of the shell of the smart battery. An overload protection apparatus, such as a fuse, and a current sensor, such as a diverter, are installed on the connecting circuit. The overload protection apparatus can avoid causing a secondary accident due to a short circuit of the battery when the battery fails and generates urgent situations such as traffic accidents. Specifications of the overload protection apparatus and the current sensor satisfy requirements of maximum charging and discharge current of the battery and have redundancy. A positive output end and a negative output end for the charging function, such as a positive output end and a negative output end of the charging module, and an input end for the electric quantity transfer function, such as an input end of the electric quantity transfer module, in the control unit are respectively connected with the positive leading wire and the negative leading wire of the battery body portion. The current sensor, such as the diverter, is installed on the connecting circuit and used for collecting the charging current.\nFurther, the shell of the smart battery may be an | The present disclosure discloses a smart battery, an electric energy allocation bus system, a battery charging and discharging method and an electric energy allocation method. The smart battery internally comprises a battery body portion and a control unit. The smart battery can collect various data of the battery, can be communicated with other smart batteries in a battery pack of a same group and a battery pack control system, and can realize electric quantity transfer among smart batteries of the same group through the electric quantity allocation bus, and realize electric quantity transfer among some batteries of a battery pack accessed to the electric energy allocation bus. Besides, controllable processes of charging and discharging, that is, active balanced charging and discharging, can be realized. | US:15/684,942 | https://patentimages.storage.googleapis.com/08/92/22/5a444faa373f8c/US10431996.pdf | US:10431996 | Guangchen LIU | Beijing Samevolt Co Ltd | US:5450321, US:5579513, US:6356055, US:20020062454:A1, US:20050001625:A1, US:20040199351:A1, US:20100052615:A1, US:20100301807:A1, US:20090119038:A1, US:20110100735:A1, US:20140285010:A1, US:20130300371:A1, US:20140312848:A1, US:20150227127:A1 | Not available | 2019-10-01 | 1. A smart battery used independently, or in series group, comprising:\na control unit comprising:\n(1) a main control module for coordinating cooperative work of various modules of the smart battery, coordinating work of all modules of other smart batteries in a same group and connected power generation devices/electrical loads through a communication interface, communicating with a superior control system of a battery pack, reporting data of the battery pack, and receiving and executing commands of the superior control system of the battery pack;\n(2) a charging module for executing a charging command issued directly by the main control module, charging the smart battery according to supplied charging parameters, and adjusting the supplied charging parameters in real time according to received latest charging parameters;\n(3) an electric quantity transfer module for externally supplying power by using electric energy of the smart battery under control of the main control module; and\n(4) a communication module for transmitting data between smart batteries of the same group, between the battery pack and the superior control system of the battery pack and between a power generation devices or electrical loads accessed to communication buses and the smart battery;\na battery body portion;\na connecting wire;\na sensor; and\na shell,\nwherein the control unit is configured to control coordinately, acquire information, analyze statistic, control actively and give external feedback;\nwhen controlling coordinately, the control unit coordinates and controls cooperative work of other smart batteries in a battery pack and power generation devices or electrical loads accessed to a same electric energy allocation bus through a communication interface, including: keeping clocks of all smart batteries synchronous and keeping synchronous with a clock of a superior control system of the battery pack, coordinating and determining a control unit of a certain smart battery in the battery pack, coordinating data collection and transmission of other smart batteries, coordinating calibration of data collection precision of all the batteries in the battery pack, controlling data collection types and frequencies of all batteries, upgrading programs of the control unit, and performing self-tests of the control unit of each battery;\nwhen acquiring information, the control unit is further configured to: acquire information of the battery, including voltage, current, internal resistance, temperature, environmental temperature, motion states, vibration and acceleration data through a data collection function of the control unit, acquire above information of each of other smart batteries in the same group and clock/self-test/calibration information through a communication function of the control unit, acquire voltage/current data on the electric energy allocation bus, acquire external interaction commands and environmental temperature information through the communication function of the control unit, and add time stamps on all above information and store the information;\nwhen analyzing the statistic, the control unit is configured to count, analyze and compute the number of charging and discharging cycles of each battery in the battery pack, charging and discharging depth, remaining electric quantity and deterioration degree according to the acquired information, compute charging parameters suitable for each battery according to commands, compute power supply and electricity use information accessed to the electric energy allocation bus for switching different batteries and/or power generation devices and/or electrical loads to access to the electric energy allocation bus or disconnect from the electric energy allocation bus, and add time stamps on all above information and stores the information;\nwhen control actively, the control unit is configured to perform electric quantity transfer among the batteries belonging to a same group to realize a reallocation of the remaining electric quantity among all the batteries, or to charge partial or all the batteries in the battery pack through the power supply devices accessed to the electric energy allocation bus, switch corresponding batteries and/or power generation devices and/or electrical loads to access to the electric energy allocation bus or disconnect from the electric energy allocation bus according to a statistic analysis result; the control unit is configured to adjust charging parameters dynamically based on a statistic analysis computation result and the external commands;\nwhen giving external feedback, the control unit passively answers the external interaction commands or actively issues information to an outward;\nthe control unit adopts a full-time charging mode or a time-sharing charging mode; wherein the full-time charging mode is to complete charging by the control unit in an entire charging process, and the time-sharing charging mode is to complete the entire charging process; and\nthe smart battery comprises connecting wires, a positive leading wire and a negative leading wire of the battery body portion are respectively connected with a positive binding post and a negative binding post of the shell of the smart battery, and an overload protection apparatus and a current sensor are installed on a connecting circuit; a positive output end and a negative output end for charging function and an input end for electric quantity transfer function in the control unit are respectively connected with the positive leading wire and the negative leading wire of the battery body portion; and the current sensor is installed on the connecting circuit;\nthe main control module is directly connected to the charging module, the communication module and the electric quantity transfer module, respectively;\nthe charging module and the electric quantity transfer module are in parallel connections to both the electric energy allocation bus and the battery body portion; and\nthe main control module, the charging module, the communication module and the electric quantity transfer module are separate and distinct hardware components.\n, a control unit comprising:, (1) a main control module for coordinating cooperative work of various modules of the smart battery, coordinating work of all modules of other smart batteries in a same group and connected power generation devices/electrical loads through a communication interface, communicating with a superior control system of a battery pack, reporting data of the battery pack, and receiving and executing commands of the superior control system of the battery pack;, (2) a charging module for executing a charging command issued directly by the main control module, charging the smart battery according to supplied charging parameters, and adjusting the supplied charging parameters in real time according to received latest charging parameters;, (3) an electric quantity transfer module for externally supplying power by using electric energy of the smart battery under control of the main control module; and, (4) a communication module for transmitting data between smart batteries of the same group, between the battery pack and the superior control system of the battery pack and between a power generation devices or electrical loads accessed to communication buses and the smart battery;, a battery body portion;, a connecting wire;, a sensor; and, a shell,, wherein the control unit is configured to control coordinately, acquire information, analyze statistic, control actively and give external feedback;, when controlling coordinately, the control unit coordinates and controls cooperative work of other smart batteries in a battery pack and power generation devices or electrical loads accessed to a same electric energy allocation bus through a communication interface, including: keeping clocks of all smart batteries synchronous and keeping synchronous with a clock of a superior control system of the battery pack, coordinating and determining a control unit of a certain smart battery in the battery pack, coordinating data collection and transmission of other smart batteries, coordinating calibration of data collection precision of all the batteries in the battery pack, controlling data collection types and frequencies of all batteries, upgrading programs of the control unit, and performing self-tests of the control unit of each battery;, when acquiring information, the control unit is further configured to: acquire information of the battery, including voltage, current, internal resistance, temperature, environmental temperature, motion states, vibration and acceleration data through a data collection function of the control unit, acquire above information of each of other smart batteries in the same group and clock/self-test/calibration information through a communication function of the control unit, acquire voltage/current data on the electric energy allocation bus, acquire external interaction commands and environmental temperature information through the communication function of the control unit, and add time stamps on all above information and store the information;, when analyzing the statistic, the control unit is configured to count, analyze and compute the number of charging and discharging cycles of each battery in the battery pack, charging and discharging depth, remaining electric quantity and deterioration degree according to the acquired information, compute charging parameters suitable for each battery according to commands, compute power supply and electricity use information accessed to the electric energy allocation bus for switching different batteries and/or power generation devices and/or electrical loads to access to the electric energy allocation bus or disconnect from the electric energy allocation bus, and add time stamps on all above information and stores the information;, when control actively, the control unit is configured to perform electric quantity transfer among the batteries belonging to a same group to realize a reallocation of the remaining electric quantity among all the batteries, or to charge partial or all the batteries in the battery pack through the power supply devices accessed to the electric energy allocation bus, switch corresponding batteries and/or power generation devices and/or electrical loads to access to the electric energy allocation bus or disconnect from the electric energy allocation bus according to a statistic analysis result; the control unit is configured to adjust charging parameters dynamically based on a statistic analysis computation result and the external commands;, when giving external feedback, the control unit passively answers the external interaction commands or actively issues information to an outward;, the control unit adopts a full-time charging mode or a time-sharing charging mode; wherein the full-time charging mode is to complete charging by the control unit in an entire charging process, and the time-sharing charging mode is to complete the entire charging process; and, the smart battery comprises connecting wires, a positive leading wire and a negative leading wire of the battery body portion are respectively connected with a positive binding post and a negative binding post of the shell of the smart battery, and an overload protection apparatus and a current sensor are installed on a connecting circuit; a positive output end and a negative output end for charging function and an input end for electric quantity transfer function in the control unit are respectively connected with the positive leading wire and the negative leading wire of the battery body portion; and the current sensor is installed on the connecting circuit;, the main control module is directly connected to the charging module, the communication module and the electric quantity transfer module, respectively;, the charging module and the electric quantity transfer module are in parallel connections to both the electric energy allocation bus and the battery body portion; and, the main control module, the charging module, the communication module and the electric quantity transfer module are separate and distinct hardware components., 2. The smart battery of claim 1, wherein the battery body portion is a battery or a battery module formed by more than two batteries., 3. The smart battery of claim 1, wherein the smart battery comprises an integrated or split shell; the control unit, the battery body portion, the connecting wire and the sensor are combined together; the shell is provided with exposed positive binding post and negative binding post and a plurality of interfaces, including partial or all interfaces such as an environmental temperature sensor interface, a power supply interface, an electric energy allocation bus interface, a heat dissipation interface, a calibration interface, a communication interface and a program upgrade interface; all interfaces are independent or combined into one interface. | US | United States | Expired - Fee Related | H02J7/0026 | True |
| 89 | 电动车电池的供电组件 \n | CN206658084U | 技术领域本发明涉及电动车领域，具体而言，涉及电动车电池的供电组件、充电方法、系统，及电动车。背景技术电动车(包括电动自行车、电动三轮车、电动四轮车)作为一种便捷的交通工具，越来越多的出现在了人们的日常生活中。长时间驾驶电动车之后，需要对电动车进行充电，下面对与电动车充电相关的内容进行介绍。相关技术中，电动车多使用铅酸电池供电。使用时，通常是把四只、五只甚至更多只单节铅酸电池(如每节铅酸电池为12V)串联在一起，组成48V、60V，甚至更高电压的电池组。无论在放电(车辆行驶过程)还是在充电过程中，同一个电动车中的多只电池均是串联在一起的。这种情况下，给串联电池组充电时，因为每只电池的内阻都不一样(主要是受生产工艺偏差的影响)，但串联充电时每只电池流过的电流都是一样的，这样就会造成，电池组中的多个电池的充电速度快慢不一的问题。这样多次充放电后，就会出现单只电池性能落后的情况，从而拖累整组电池性能，导致电池组整体循环寿命变短。进而，为了解决采用串联充电所导致电池组整体性能落后、寿命变短的问题，相关技术人员采用均衡放电电路来应对。具体的实现方式主要有两种。第一种是主动均衡：即通过电池之间的能量转移实现均衡；第二种是被动均衡：即把电池中存在多余的电量通过并联电阻切换成热量消耗掉。这两种方式，对于铅酸电池来说，这种均衡实现方式的成本太高，实用性不强。发明内容本发明的目的在于提供适用于给电动车电池的供电组件和给电动车电池进行充电的充电方法，以提高电动车电池的使用实用程度。第一方面，本发明实施例提供了适用于给电动车电池的供电组件，包括串联切换插头、并联切换插头和切换插座；切换插座包括相至少两个插针组，每个插针组均包括相对应的第一插针和第二插针，第一插针用于与目标车载电池的负极连接，第二插针用于与目标车载电池的正极连接；串联切换插头包括至少一个直流导电件，直流导电件的两端分别用于与前一插针组中的第一插针和后一插针组中的第二插针连接，以连通前一插针组中的第一插针和后一插针组中的第二插针，以使至少两个车载电池依次串联；并联切换插头包括第一分流导电件和第二分流导电件，第一分流导电件包括一个第一分流输入端和至少两个第一分流输出端，第一分流输入端同时与至少两个第一分流输出端相连通；第二分流导电件包括一个第二分流输入端和至少两个第二分流输出端，第二分流输入端同时与至少两个第二分流输出端相连通；第一分流输入端用于与直流电源的正极连接，第二分流输入端用于与直流电源的负极连接；第一分流输出端用于同时与至少两个第二插针连接，第二分流输出端用于同时与至少两个第一插针连接。第二方面，本发明实施例还提供了一种电动车，包括电动车外壳和如第一方面的供电组件，切换插座嵌设在电动车外壳的侧壁中。第三方面，本发明实施例还提供了一种电动车电池的充电方法，基于如第一方面的供电组件，方法包括：逐步将充电电流的电流值由第一电流值提高至第二电流值，并同时对并联连接的至少两个电动车电池进行充电；按照第二电流值，采用恒流充电的方式，对至少两个电动车电池进行充电；按照第一电压值，采用恒压充电的方式，对至少两个电动车电池进行充电；采用浮充充电方式，对至少两个电动车电池进行充电。第四方面，本发明实施例还提供了一种电动车电池的充电系统，基于如第一方面的供电组件，系统包括：升流充电模块，用于逐步将充电电流的电流值由第一电流值提高至第二电流值，并同时对并联连接的至少两个电动车电池进行充电；恒流充电模块，用于按照第二电流值，采用恒流充电的方式，对至少两个电动车电池进行充电；恒压充电模块，用于按照第一电压值，采用恒压充电的方式，对至少两个电动车电池进行充电；浮充充电模块，用于采用浮充充电方式，对至少两个电动车电池进行充电。本发明实施例提供的供电组件，采用设置了串联切换插头、并联切换插头和切换插座，与现有技术中采用均衡充电的方式，导致实现成本过高，实用性较差相比，其在需要驾驶电动车的时候，串联切换插头插在切换插座上，串联切换插头的直流导电件便与电动车电池的正负极相连，以使一个电动车上的至少两个电动车电池形成依次串联的关系，电动车电池可以正常对外界供电。在需要对电动车电池充电时，将串联切换插头从切换插座上拔下来，而后将并联切换插头插在切换插座上，这样就使得任意两个电动车电池之间的连接关系从串联调整为了并联，进而快速，且安全的切换了形式模式和充电模式，降低成本的同时，提高了实用性。本申请所提供的供电组件、充电方法尤其适用于以铅酸电池为电动车电池的电动车使用。为使本发明的上述目的、特征和优点能更明显易懂，下文特举较佳实施例，并配合所附附图，作详细说明如下。附图说明为了更清楚地说明本发明实施例的技术方案，下面将对实施例中所需要使用的附图作简单地介绍，应当理解，以下附图仅示出了本发明的某些实施例，因此不应被看作是对范围的限定，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他相关的附图。图1示出了本发明实施例所提供的供电组件的各个部件关系示意图；图2示出了本发明实施例所提供的供电组件中转换插座和电池之间连接关系的示意图；图3示出了在图2所提供的结构的基础上，增加了串联切换插头后的结构示意图；图4示出了本发明实施例所提供的供电组件中电源通过并联切换插头与切换插座连接的示意图；图5示出了本发明实施例所提供的供电组件中分流导电件的物理结构示意图；图6示出了本发明实施例所提供的供电组件中直流导电件的物理结构示意图；图7示出了相关技术中使用双刀双掷开关进行电池连接关系切换的示意图；图8示出了图5中所示的分流导电件按照AA剖面得到的剖面视图。图中，1001，分流导电件；1002，金属连接片；1003，插接件； 1004，第一翼片；1005，第二翼片；1006，连接体；1007，第二插接体；1008，第三翼片；1009，第四翼片。具体实施方式下面将结合本发明实施例中附图，对本发明实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例仅仅是本发明一部分实施例，而不是全部的实施例。通常在此处附图中描述和示出的本发明实施例的组件可以以各种不同的配置来布置和设计。因此，以下对在附图中提供的本发明的实施例的详细描述并非旨在限制要求保护的本发明的范围，而是仅仅表示本发明的选定实施例。基于本发明的实施例，本领域技术人员在没有做出创造性劳动的前提下所获得的所有其他实施例，都属于本发明保护的范围。如前文中的说明，目前相关技术中均是采用对电池的电能进行消耗的方式来使各个电池剩余电量保持在相同的水平，但这种方式并不理想，针对该种情况，本申请发明人认为应当采用并联充电、串联放电的形式来设计电动车的电能供给系统。进而，本申请提供了一种适用于给电动车电池的供电组件。如图1所示，该供电组件包括串联切换插头102、并联切换插头 103和切换插座101；切换插座101包括相至少两个插针组，每个插针组均包括相对应的第一插针和第二插针，第一插针用于与目标车载电池的负极连接，第二插针用于与目标车载电池的正极连接；串联切换插头102包括至少一个直流导电件，直流导电件的两端分别用于与前一插针组中的第一插针和后一插针组中的第二插针连接，以连通前一插针组中的第一插针和后一插针组中的第二插针，以使至少两个车载电池依次串联；并联切换插头103包括第一分流导电件和第二分流导电件，第一分流导电件包括一个第一分流输入端和至少两个第一分流输出端，第一分流输入端同时与至少两个第一分流输出端相连通；第二分流导电件包括一个第二分流输入端和至少两个第二分流输出端，第二分流输入端同时与至少两个第二分流输出端相连通；第一分流输入端用于与直流电源的正极连接，第二分流输入端用于与直流电源的负极连接；第一分流输出端用于同时与至少两个第二插针连接，第二分流输出端用于同时与至少两个第一插针连接。可见，本方案中所提供的供电组件主要由三部分组成，分别是串联切换插头102、并联切换插头103和切换插座101。实际使用中，切换插座101是直接设置在电动车上的，通常是内嵌在电动车的车体内部，且靠近电动车电池(车载电池)的，切换插座101的主要作用是与电动车电池的正极和负极连接，以便于通过操作串联切换插头 102和并联切换插头103来改变不同的电动车电池之间的连接状态 (由电动车电池的依次串联，改变为电动车电池的两两并联；或者是由电动车电池的依次并联，改变为电动车电池的依次串联)。由串联切换插头102、并联切换插头103和切换插座101组成的供电组件有两种使用状态，下面分别进行介绍：放电状态(电动车行驶状态)：当串联切换插头102插在切换插座101上之后，串联切换插头102的直流导电件便与电动车电池的正负极相连，以使一个电动车上的至少两个电动车电池形成依次串联的关系(在该种状态下，设置在同一个电动车上的电池处于串联状态，电动车可以正常的行驶)。如图2所示，示出了切换插座101与同一个电动车中的电动车电池(共5个电动车电池)进行连接的结构示意图，从该图中可以直观的看到，切换插座101上共设置有两个插针组，分别是正极插针组和负极插针组，每个插针组中均设置有5个插针，即，该切换插座101共由5个插针组构成，即第一插针组(1+和1-)、第二插针组(2+和 2-)、第三插针组(3+和3-)、第四插针组(4+和4-)和第五插针组 (5+和5-)。插针1+、2+、3+、4+和5+均是分别与电池1-5的正极连接，插针1-、2-、3-、4-和5-均是分别与电池1-5的负极连接。此时，第一插针组中的第一插针(1-)与电池1的负极连接，第一插针组中的第二插针(1+)与电池1的正极连接，其他插针组中插针的连接方式与此相似，不再赘述。具体实现时，电动车电池是设置在电动车内部的，该切换插座101可以是设置在电动车内部，优选嵌设在电动车表面。如图3所示，输出了将串联切换插头102插在了切换插座101 上之后的电路结构示意图。与图2相比，可以很明显的看出，图3 中，在切换插座101上插上了串联切换插头102后，1-与2+连接上了，2-与3+连接上了，3-与4+连接上了，4-与5+连接上了，也就是直流导电件的两端分别用于与前一插针组中的第一插针和后一插针组中的第二插针连接，以连通前一插针组中的第一插针和后一插针组中的第二插针，以使至少两个车载电池依次串联。其中，如前一插针组指的是由1+和1-组成的第一插针组，则后一插针组指的是由2+和2-组成的第二插针组；类似的，如前一插针组指的是由2+和2-组成的第一插针组，则后一插针组指的是由3+和3-组成的第二插针组。此处的连通指的是，物理上的连接，在连通之后，电流可以顺序通过前一插针组中的第一插针、直流导电件和后一插针组中的第二插针。进而，通过采用将串联切换插头102插在切换插座101上，使得电池1-5形成了依次串联的连接关系，此时，电动车中的电源电压相当于电池1-5的电压之和，比如，电池1-5的电压均相等，且每个电池的电压均为12V，则该电动车中的电源电压就为60V。当差串联切换插头102插在切换插座101上之后，电动车就可以正常行驶了。可见，串联切换插头102和切换插座101一起使用可以保证电动车能够正常运行。充电状态(对电动车电池充电)，在行驶了一段时间之后，电动车需要充电，此时，需要将串联切换插头102从切换插座101上拔下来，而后将并联切换插头103插在切换插座101上，这样就使得任意两个电动车电池之间的连接关系从串联(串联切换插头102插在切换插座101上的状态)调整为了并联(并联切换插头103插在切换插座 101上的状态)。并联切换插头103中设置有两个分流导电件1001，分别是第一分流导电件和第二分流导电件。第一分流导电件的作用是将直流电源的正极与每个第二插针连接，第二分流导电件的作用是将直流电源的负极与每个第一插针连接，从而通过第一分流导电件和第二插针的连接，将直流电源的正极与电动车电池的正极连通，以及，通过第二分流导电件和第一插针的连接，将直流电源的负极与电动车电池的负极连通。进而，在将并联切换插头103插在切换插座101上之后，外部的直流电源就可以对电动车电池进行充电了。如图4所示，示出了电源通过并联切换插头103与图3中所示的切换插座101进行连接的示意图，从图中可以很清楚的看到，在将并联切换插头103插在切换插座101上之后，切换插座101中每个第一插针(1-、2-、3-、4-和5-) 均连接起来，并与电源(即直流电源)的负极连接上，每个第二插针 (1+、2+、3+、4+和5+)均连接起来，并与电源的正极连接上。分流导电件1001(第一分流导电件，和/或第二分流导电件)的具体体现形式可以是具有一个公共输入端(第一分流输入端，和/或第二分流输入端)和至少两个输出端(第一分流输出端，和/或第二分流输出端)的电源线，每个输出端都与该公共输入端电性连接。考虑到实际进行充电的时候，其电流可能较大，使用一般的电源线无法保证使用寿命，因此，如图5所示，可以使用一个板状的金属片来作为并联切换插头103，同时金属片的上端通过导线与电源电性连接，金属片的下端制成与切换插座101中的第一插针和第二插针相适应的形状，以此来增加了分流导电件1001中分流输入端和分流输出端之间的接触面积。从图5中可以很明显的看出上端为公共的分流输入端(呈板状)，下端为分流输出端，并且，每个分流输出端均与上端的分流输入端连接上，分流输入端设计成了适合于与插针进行插接的形状。需要说明的是，本方案所提供的供电组件中，串联切换插头102、并联切换插头103和切换插座101三者是可以相分离的，并不需要时时的保持切换插座101与串联切换插头102相连接的状态(串联切换插头102插在切换插座101上)，也不需要时时的保持切换插座101 与并联切换插头103相连接的状态(并联切换插头103插在切换插座 101上)，用户可以根据使用的需要，来选择将串联切换插头102或并联切换插头103插在切换插座101上。在上述方案的基础上，本申请所提供的电动车电池供电组件，还可以增加电动车电池，和/或直流电源(如变压器)。本方案中所提供的插针、直流导电件和分流导电件1001的形状可以依据具体的使用场景进行调整，比如，直流导电件的形状可以是呈U型，该U型的直流导电件的两端分别用于与第一插针和第二插针相连接；直流导电件还可以是呈方形的板状物，该板状物的上任意两点分别用于与第一插针和第二插针相连接，这样也可以达到将第一插针和第二插针进行电性连接的目的。类似的，插针、分流导电件 1001也可以按照上述直流导电件的方式进行改进。上述说明的各个结构的具体形状均为示例，本方案的保护范围应当涵盖所有够实现其功能的结构。上述内容介绍了由串联切换插头102、并联切换插头103和切换插座101组成的供电组件的两种使用方式，分别是放电状态和充电状态。下面对本方案所提供的供电组件的其他细节进行说明。第一插针和第二插针通常均呈针状，以便于插拔操作。相对应的，直流导电件和分流导电件1001应当设置成与针状插针相对应的形状，以便于插拔。进而，本申请所提供的分流导电件1001由两部分组成，如图5所示，分别是至少两个圆柱状的插接件1003和板状的金属连接片1002，且这多个插接件1003之间平行设置，相邻的两个插接件1003之间通过金属连接片1002相连，同一个分流导电件1001 中的插接件1003和金属连接片1002一体成型；插接件1003的下端朝向远离金属连接片1002的方向伸出有柱状的第一翼片1004和第二翼片1005，第一翼片1004和第二翼片1005 对称设置，且第一翼片1004和第二翼片1005的横截面均呈圆弧状；第一翼片1004和第二翼片1005形成与第一插针和第二插针相配合的第一插接体。其中，如图5所示，第一翼片1004与第二翼片1005相近的边沿之间有一定间隔。为保证足够的电流通过率，金属连接片1002沿第一插针长度方向的长度应当大于7mm，相邻的两个插接件1003之间的金属连接片1002，沿插接件1003长度方向的截面的面积最小不小于4.1mm2。如图8所示，示出了对图5中的分流导电件1001沿AA方向进行横截所得到的截面视图，图8中的阴影部分指的就是沿插接件1003 长度方向的截面。相类似的，本申请所提供的直流导电件由两部分组成，如图6 所示，直流导电件包括U型的连接体1006和两个第二插接体1007，两个第二插接体1007分别设置在连接体1006的两端均，该第二插接体1007的构造与第一插接体的构造相同，是由对称设置的第三翼片1008和第四翼片1009组成，第三翼片1008和第四翼片1009均呈柱状，且第三翼片1008和第四翼片1009的横截面均呈圆弧状。具体的，实际使用中，应当将第一分流导电件和第二分流导电件固定设置在同一个绝缘腔体中，且第一分流导电件和第二分流导电件之间设置有绝缘物。如果直流导电件的数量为多个(当电动车电池为 2个的时候，直流导电件需要1个；当电动车电池为3个的时候，直流导电件需要2个；当电动车电池为4个的时候，直流导电件需要3 个)，则这多个直流导电件也应当固定设置在同一个绝缘腔体中，且任意两个直流导电件之间也应当填充有绝缘物。为了提高生产效率，本方案所提供的分流导电件可以一次性批量成型大量的分流导电件(包括多个插接件，相邻的两个插接件之间连接有金属连接片，且所有的插接件均与金属连接片一体成型)，使用的时候，可以根据需要使用的数量，从已经成型的大量分流导电件中裁剪出所需数量的分流导电件。一般情况下，电动自行车在启动或者加速行驶过程中，电池的输出电流是比较大的，大部分普通家用电动车的启动和加速及爬坡电流可以达到近30A，因此本方案中切换插座的每一个插针(呈柱型的针状)的最大持续通过电流都应当设计为35A。为了达到这个设计目标，切换插座的插针按照上图的花形排布，可以最大限度的保证插针之间的距离。本方案中，切换插座中的插针直径大于2.35mm，相邻的两个插针之间的距离大于3.25mm，串联切换插头上的插孔间隙2.35mm (即，相邻的两个第二插接体的轴线距离大于2.35mm)，进而保证整体的使用面积足够小，并且满足基本的安全。基于上述装置，本申请还提供了一种改进的充电方式。首先，现对相关技术中的充电方式进行简要介绍。相关技术中，针对普通的铅酸电池而言，充电器一般采用的是三段式充电模式，分为：恒流充电阶段、恒压充电阶段和浮充充电阶段。第一阶段是大电流恒流充电，直至达到终止电压，而后，进入到第二个阶段。实际使用中，每组电池在出厂时，虽然已经按照电池电压配组，但当串联在一起充电时，因为每只电池的内阻不一样，电化学反应速度也不一样，在电流一样的情况下，串联在一起的电池的电量充入速度就不一样，这就导致有的电池已经达到充电终止电压(如14.8V)，有的电池还没有达到，但充电器只能检测整组电池的电压，这种情况下，充电器会继续充电，直到整组达到终止电压(如每只14.8V，4只串联终止电压为59.2V)，这样就会出现有点电池已经过充(电压已经超过终止电压)，有的电池却还欠充(电压没有达到终止电压)。这样长时间用下去，电池组中某节或者某几节电池就出现性能落后的情况，整组电池的性能就迅速下降。经实际测试，新出厂的电池在第一次充电就会出现充电不均匀的情况，而且随着充放电次数的增加，这种不均匀会逐步严重，直到整组电池性能无法满足使用要求。目前，单只电池的循环寿命往往在600次以上，但串联成组后，循环寿命只有约300 次。蓄电池并联充电过程中存在“偏流”现象，即充电过程中流经各只电池的电流，是根据电池的本身荷电状态自动调节的。原先充电不足的电池电压较低，荷电状态较低，会自动分配到较大的充电电流；原先电压较高的电池荷电状态较高，会自动分配到较小的充电电流，最后使各只电池的荷电态趋向一致。也就是，电池组中电压落后的电池荷电状态较低，则开始充电时流经该电池的电流就会比较大。如果按照现有的普通三段式充电模式，开始直接大电流恒流充电，则大部分电流集中在荷电状态最低的电池，也就是电压落后的电池上，这样就会导致该电池的充电电流过大，从而损坏电池性能。例如12V15A充电器，如果不调整充电模式，则可能会在恒流充电开始阶段，出现某只电池充电电流很大(例如 9A，实测数据)的情况。由此可见，相关技术中的充电方式并不合理，针对该种情况，本申请提供了一种改进的充电方法(直流电源所使用的充电方法)，如图7所示，包括如下步骤：步骤2001，逐步将充电电流的电流值由第一电流值提高至第二电流值，并同时对并联连接的至少两个电动车电池进行充电(升流充电阶段)；步骤2002，按照第二电流值，采用恒流充电的方式，对至少两个电动车电池进行充电(恒流充电阶段)；步骤2003，按照第一电压值，采用恒压充电的方式，对至少两个电动车电池进行充电(恒压充电阶段)；步骤2004，采用浮充充电方式，对至少两个电动车电池进行充电(浮充充电阶段)。其中，采用步骤2001中的这种充电方式，一定程度上，利用了并联充电中，出现的“偏流”现象，先对单只落后的电池充电，让其电压尽量赶上其他电池。有利于对电池组中电能落后的电池的性能进行改善。从而改善电池组(由并联连接的多个电动车电池组成)的均一性，从而提高了整组电池的使用性能和循环寿命。步骤2002执行过程中，同时检测电动车电池所形成的电池组的并联电压，当并联电压达到终止电压(如14.5V)时，则恒流充电阶段结束，开始执行步骤2003；步骤2003执行过程中，电池组的并联电压保持在终止电压 (14.5V)基本不变，充电电流逐渐下降，充入电量继续增加，直到充电电流达到浮充转换电流(该数值设定基本可以按照额定电流的五分之一。12V15A充电器浮充转换电流设置为3A，5只电池并联，平均每只电池通过电流600mA)时，执行步骤2004。步骤2004具体按照如下方式执行，首先将并联电池组的并联电压降到浮充电压(13.8V)，然后保持此电压值不变，以小电流(小于，且接近浮充转换电流，比如，该小电流可以是浮充转换电流的 70％-95％)给电池充电，浮充预定时间(如两小时)后充电器断开，停止充电。其中，第一电流值优选为额定充电电流值三分之一，第二电流值优选为额定充电电流值；优选的，第二电流值为额定电流值的 95％-98％，更优选的，第二电流值为额定电流值的97％。具体的，步骤2001，逐步将充电电流的电流值由第一电流值提高至第二电流值，并同时对并联连接的至少两个电动车电池进行充电，可以按照如下方式执行：按照每分钟提升1A(此处的电流提高幅度是和充电器额定电流相关的，预充阶段约为10分钟，以12V15A为例，从5A提升到15A，通常每分钟需要提升1A)的速度，逐步将充电电流的电流值由第一电流值提高至第二电流值，并同时对并联连接的至少两个电动车电池进行充电。进一步，在上述提供的充电方法的基础上，在步骤2001之前，优选增加预判预充阶段，预判预充阶段按照如下的步骤实现：步骤3001，按照恒流充电的方式，以第三电流值对至少两个电动车电池进行充电；步骤3002，检测并联电压的变化程度；步骤3003，判断并联电压的变化程度是否超过预定的阈值，若是，则执行步骤2001；若否，则等待预定时间，并重新执行步骤3002。其中，步骤3001中，第三电流值优选为额定充电电流值三分之一，或者是小于且接近额定充电电流值三分之一。步骤3001和3002 分别主要执行了两个动作，一个是恒流充电，另一个是检测并联电压，这两个动作之间相互并不影响，恒流充电是一直保持的动作，检测并联电压的变化程度则可以是在步骤3001执行的同时执行的。从时间的角度上看，这两个动作可以并行，并不是按照先后顺序执行的。增加步骤3001和3002的主要原因如下：如果电池组中有单电压只落后的电池，则充电电流会首先集中在该电池(电压较低的电池) 上，而该电池本身电压低于蓄电池整组并联电压，虽然其初期电压提升较快，但整个电池组的电压基本没有明显变化。因此，当检测到并联电压的变化程度很小时(如每分钟电压升高的幅值小于30mv)，则充电器会判定电池组中存在单只落后的电池，会继续以额定电流的三分之一充电(继续执行步骤3001，并且在预定时间后，重新检测变脸电压的变化程度)，直到检测到电池组并联电压变化程度达到一定的数值后(如连续三次测得每分钟电压升高均大于30mv)，则预判预充阶段结束，进入步进均衡阶段(即执行步骤3001)。更优选的，可以使用如下步骤替代步骤3001-3002可以按照如下方式执行：步骤4001，按照恒流充电的方式，以第三电流值对至少两个电动车电池进行充电；步骤4002，多次检测并联电压的变化程度；步骤4003，判断最近预定次数的并联电压的变化程度是否均超过预定的阈值，若是，则执行步骤4001；若否，则继续执行步骤4002。与步骤3001-3003相比，步骤4001-4003降低了误判的概率，一定程度上提高了准确度。其主要是判断了最近几次的并联电压的变化程度是否均超过了阈值，这样，就避免了由于某一次电流不稳定而导致的误判的情况。相类似的，第三电流值优选为额定充电电流值三分之一，或者是小于且接近额定充电电流值三分之一。步骤4001和4002 分别主要执行了两个动作，一个是恒流充电，另一个是多次检测并联电压，这两个动作之间相互并不影响，恒流充电是一直保持的动作，检测并联电压的变化程度则可以是在步骤3001执行的同时执行的。从时间的角度上看，这两个动作可以并行，并不是按照先后顺序执行的。优选的，在上述步骤的基础上，还可以增加如下步骤：判断检测到的并联电压的历史变化程度；根据历史变化程度的数值，调整预定次数的数值，历史变化程度的数值与预定次数的数值呈负相关性。此处的历史变化程度有两种理解方式，第一种理解方式是指并联电压在第一时间点至第二时间点的变化程度，第一时间点与第二时间点之间的时间间隔大于相邻两次检测并联电压的时间间隔。也就是，历史变化程度所涵盖的时间范围更广，即，如果较长的时间段内，并联电压的变化程度比较高，也可以认为充电处于正常的阶段，此时应当降低约束条件，即减少预订次数的数值。第二种理解方式是指历史数据中，变化程度超过预定阈值的总数。某些情况下，受到检测精度的影响，检测结果可能并不十分精准，因而导致某些情况下，即使各个电池的电压已经均衡，也会导致并联电压的变化程度无法保证连续多次检测都达到阈值。进而，应对于该种情况，当变化程度超过预定阈值的总数达到预定的数量时，就可以适当的降低约束条件，即减少预订次数的数值。下面以几个具体的实验例来说明本申请所提供的方法与相关技术中已有方法的对比。实验1：挑选四只12V20AH电池，其中三只电压在12V以上，且压差小于0.02V，另一只电压比上述三只电池电压低1V。把这四只电池进行并联充电，使用12V12A并联充电器，直接进行12A恒流充电，并测试每只电池的通过电流。在充电开始时，实际测得电压落后电池的实际通过电流大于9A。随着充电的进行，单只落后电池的电流逐步减小，其他三只电池的电流逐步增加，当四只电池基本充足时，其通过电流也基本趋向一致。本实验验证了铅酸电池并联充电时的偏流现象，也充分说明，如果铅酸电池采取并联充电时，依然采取普通的三段式充电模式(包括恒流充电阶段、恒压充电阶段和浮充充电阶段)，则会因为偏流现象导致某只电池充电电流过大而损伤电池。采取本方案的五段式充电模式(包括预判预充阶段、升流充电阶段、恒流充电阶段、恒压充电阶段和浮充充电阶段)则可以很好的解决这个问题，具体对比试验件试验2。实验2：挑选四只开路电压差别较大的旧电池，按照常规串联充放电方式做了6次循环，每次放电结束静置30分钟后，测量并记录每一只电池的开路电压。然后再用本方案中的12V并联充电器进行并联充电和串联放电试验，共进行了6次循环，每次放电结束后，电池静置30分钟，然后测量并记录每一只电池的开路电压，以比较两种充电模式的实际效果，以及通过多次并联充电后四只电池之间的电压是否会逐步均衡，本来落后的电池是否会逐步改善。最终的试验数据非常好的支持了上述理论。具体试验数据如表1所示：表1\n\n\n\n\n放电次数\n第一只\n第二只\n第三只\n第四只\n\n\n1\n11.36\n11.5\n12.1\n11.98\n\n\n2\n11.41\n11.65\n12.04\n11.95\n\n\n3\n11.78\n11.76\n11.82\n11.77\n\n\n4\n11.77\n11.73\n11.83\n11.74\n\n\n5\n11.72\n11.72\n11.72\n11.7\n\n\n6\n11.69\n11.68\n11.68\n11.68 \n\n\n\n\n上表中的数据明显可以看出，经过几次并联充电后，电池之间的电压差明细缩小，电池组的均一性明显改善。同时，本来第一只和第二只电池落后于其他电池，但经过几次充放电后，已经和其他电池基本没有差异了。 | 本实用新型提供了供电组件，采用设置了串联切换插头、并联切换插头和切换插座，与现有技术中采用均衡充电的方式，导致实现成本过高，实用性较差相比，其在需要驾驶电动车的时候，串联切换插头插在切换插座上，串联切换插头的直流导电件便与电动车电池的正负极相连，以使一个电动车上的至少两个电动车电池形成依次串联的关系，电动车电池可以正常对外界供电。在需要对电动车电池充电时，将串联切换插头从切换插座上拔下来，而后将并联切换插头插在切换插座上，这样就使得任意两个电动车电池之间的连接关系从串联调整为了并联，进而快速，且安全的切换了形式模式和充电模式，降低成本的同时，提高了实用性。 | CN:201720992773.1U | https://patentimages.storage.googleapis.com/81/ae/18/aa8c662347f4d2/CN206658084U.pdf | CN:206658084:U | 赵清江, 张盘芳 | Shenzhen Meters Intelligent Electronic Technology Co Ltd | NaN | Not available | 2017-11-21 | 1.一种电动车电池的供电组件，其特征在于，包括：, 串联切换插头、并联切换插头和切换插座；, 所述切换插座包括至少两个插针组，每个所述插针组均包括相对应的第一插针和第二插针，所述第一插针用于与目标车载电池的负极连接，所述第二插针用于与目标车载电池的正极连接；, 所述串联切换插头包括至少一个直流导电件，所述直流导电件的两端分别用于与前一插针组中的第一插针和后一插针组中的第二插针连接，以连通前一插针组中的第一插针和后一插针组中的第二插针，以使至少两个车载电池依次串联；, 所述并联切换插头包括第一分流导电件和第二分流导电件，所述第一分流导电件包括一个第一分流输入端和至少两个第一分流输出端，所述第一分流输入端同时与至少两个第一分流输出端相连通；所述第二分流导电件包括一个第二分流输入端和至少两个第二分流输出端，所述第二分流输入端同时与至少两个第二分流输出端相连通；所述第一分流输入端用于与直流电源的正极连接，所述第二分流输入端用于与直流电源的负极连接；所述第一分流输出端用于同时与至少两个第二插针连接，所述第二分流输出端用于同时与至少两个第一插针连接。, \n \n, 2.根据权利要求1所述的供电组件，其特征在于，所述分流导电件包括至少两个圆柱状的插接件和板状的金属连接片，且这多个插接件之间平行设置，相邻的两个插接件之间通过金属连接片相连，同一个分流导电件中的插接件和金属连接片一体成型；, 插接件的下端朝向远离金属连接片的方向伸出有柱状的第一翼片和第二翼片，第一翼片和第二翼片对称设置，且第一翼片和第二翼片的横截面均呈圆弧状；第一翼片和第二翼片形成与所述第一插针和第二插针相配合的第一插接体。, \n \n, 3.根据权利要求1所述的供电组件，其特征在于，直流导电件包括U型的连接体和两个第二插接体，两个第二插接体分别设置在连接体的两端，该第二插接体的构造与第一插接体的构造相同，是由对称设置的第三翼片和第四翼片组成，第三翼片和第四翼片均呈柱状，且第三翼片和第四翼片的横截面均呈圆弧状。, \n \n, 4.根据权利要求1所述的供电组件，其特征在于，金属连接片沿插接件长度方向的长度大于7mm，相邻的两个插接件之间的金属连接片，沿插接件长度方向的截面的面积为4.1mm2。, \n \n, 5.根据权利要求1所述的供电组件，其特征在于，切换插座中的插针直径大于2.35mm，相邻的两个插针之间的距离大于3.25mm；所述插针包括第一插针和第二插针。, 6.一种电动车电池的供电组件，其特征在于，包括：串联切换插头和切换插座；, 所述切换插座包括相至少两个插针组，每个所述插针组均包括相对应的第一插针和第二插针，所述第一插针用于与目标车载电池的负极连接，所述第二插针用于与目标车载电池的正极连接；, 所述串联切换插头包括至少一个直流导电件，所述直流导电件的两端分别用于与前一插针组中的第一插针和后一插针组中的第二插针连接，以连通前一插针组中的第一插针和后一插针组中的第二插针，以使至少两个车载电池依次串联。, \n \n, 7.根据权利要求6所述的供电组件，其特征在于，直流导电件包括U型的连接体和两个第二插接体，两个第二插接体分别设置在连接体的两端均，该第二插接体的构造与第一插接体的构造相同，是由对称设置的第三翼片和第四翼片组成，第三翼片和第四翼片均呈柱状，且第三翼片和第四翼片的横截面均呈圆弧状。, 8.一种电动车电池的供电组件，其特征在于，包括：并联切换插头；, 所述并联切换插头包括第一分流导电件和第二分流导电件，所述第一分流导电件包括一个第一分流输入端和至少两个第一分流输出端，所述第一分流输入端同时与至少两个第一分流输出端相连通；所述第二分流导电件包括一个第二分流输入端和至少两个第二分流输出端，所述第二分流输入端同时与至少两个第二分流输出端相连通；所述第一分流输入端用于与直流电源的正极连接，所述第二分流输入端用于与直流电源的负极连接；所述第一分流输出端用于同时与至少两个第二插针连接，所述第二分流输出端用于同时与至少两个第一插针连接。, \n \n, 9.根据权利要求8所述的供电组件，其特征在于，所述分流导电件包括至少两个圆柱状的插接件和板状的金属连接片，且这多个插接件之间平行设置，相邻的两个插接件之间通过金属连接片相连，同一个分流导电件中的插接件和金属连接片一体成型；, 插接件的下端朝向远离金属连接片的方向伸出有柱状的第一翼片和第二翼片，第一翼片和第二翼片对称设置，且第一翼片和第二翼片的横截面均呈圆弧状；第一翼片和第二翼片形成与所述第一插针和第二插针相配合的第一插接体。, \n \n, 10.根据权利要求9所述的供电组件，其特征在于，金属连接片沿插接件长度方向的长度大于7mm，相邻的两个插接件之间的金属连接片，沿插接件长度方向的截面的面积为4.1mm2。 | CN | China | Active | Y | True |
| 90 | Robot assisted modular battery interchanging system \n | US9932019B2 | This application is a continuation of U.S. patent application Ser. No. 15/185,986, titled “Robot Assisted Modular Battery Interchanging System,” filed on Jun. 17, 2016, which claims priority to U.S. Provisional Application No. 62/180,686, entitled “Robot Assisted Modular Battery Interchanging System,” filed on Jun. 17, 2015, which is hereby incorporated by reference.\nThe present invention relates generally to a robotically operated vehicle charging station for an electric or extended-range electric vehicle. More particularly, a robot is programmed to interchange battery packs and modules in situ at any remote location thereby obviating the need for charging stations.\nVarious types of automotive vehicles, such as electric vehicles (EVs), extended-range electric vehicles (EREVs), and hybrid electric vehicles (HEVs) are equipped with an energy storage system that requires periodic charging. Typically, this energy storage system may be charged by connecting it to a power source, such as an alternating current (AC) supply line. While it may be advantageous to recharge the vehicle's energy storage system before or after each vehicle use, current systems require the vehicle operator to manually plug the power supply line into the vehicle. Such manual operation may not always be convenient for the vehicle operator, which may result in missed charging instances and/or subsequently degraded vehicle performance.\nVehicles have become culturally integral and indispensable to the modern economy. Unfortunately, fossil fuels—typically used to power such vehicles—have manifold drawbacks, including but not limited to: a dependence on limited foreign sources of oil and natural gas; foreign sources are often in volatile geographic locations; and, most egregious, fossil fuels produce pollution and climate change.\nOne way to address these problems is to increase the fuel economy of these vehicles. Recently, gasoline-electric hybrid vehicles have been introduced, which consume substantially less fuel than their traditional internal combustion counterparts, i.e., they have better fuel economy. However, gasoline-electric hybrid vehicles do not eliminate the need for fossil fuels, as they still require an internal combustion engine in addition to the electric motor.\nAnother way to address this problem is to use renewable resource fuels such as bio-fuels. While successful in other countries, such as Brazil, bio-fuels remain more expensive than their antiquated counterparts. Yet, more importantly, bio-fuels are equally contributing to greenhouse gasses and arguably leave a larger carbon footprint, when analyzed from the totality of production.\nA more popular approach has been to use clean[er] technologies, such as electric motors powered by fuel cells or batteries. However, many of these clean technologies are not yet practical. For example, fuel cell vehicles are still under development and are expensive. Hydrogen powered fuel cells first require the chemical extraction (via electrolysis) of diatomic hydrogen (H2) and transportation thereof inside a vehicle, which is inherently dangerous.\nThe greatest impediment to EVs, particularly to extended range EVs, has been and remains to be antediluvian battery technology. Battery technology has experienced a modicum of recent progression; however, batteries contribute as much as 40% to the cost of a new vehicle. Rechargeable battery technology has simply not advanced to the point where mass-produced and cost-effective batteries can power electric vehicles for long distances.\nPresent electro-chemical (rechargeable batteries) technology does not provide an energy density comparable to chemically stored sources. Gasoline, diesel, ethanol, methanol, etc. all have energy densities close to two orders of magnitude greater than lithium ion rechargeable batteries. Therefore, even on a typical fully charged electric vehicle battery, the electric vehicle may only be able to travel about 70 miles (EPA Nissan Leaf) before needing to be recharged. For non-hybrid vehicles, range is a strict limited factor conjuring images of becoming stranded with no charging capacity nearby.\nFurthermore, batteries can take many hours to recharge and may need to be recharged overnight. State and local government have recognized a need for charging stations to help mitigate the drawbacks (impediments, more accurately) to electric vehicle usage and proliferation. An electric vehicle charging station is an element in an infrastructure that supplies electric energy for the recharging of electric vehicles, such as plug-in electric vehicles, including all-electric cars, neighborhood electric vehicles and plug-in hybrids.\nAs plug-in hybrid electric vehicles and electric vehicle ownership is expanding, there is a growing need for widely distributed publicly accessible charging stations, some of which support faster charging at higher voltages and currents than are available from residential electric vehicle supply equipment (EVSE). Many charging stations are on-street facilities provided by electric utility companies or located at retail shopping centers and operated by many private companies. These charging stations provide one or a range of heavy duty or special connectors that conform to the variety of electric charging connector standards.\nAlas, charging stations are not ubiquitous. And, despite higher current capacity thereby reducing recharge times, quick charges may take several hours. Therefore, present EV owners must plan trips carefully and prudently. Additionally, longer trips may simply be precluded for lack of infrastructure and paucity of vehicle range.\nAccordingly, the present inventors have recognized the need for a viable “quick refuel” system. The present inventors have also recognized the desirability of a system exhibiting portability and versatility, as present charging system are geographically fixed and tied to the electrical grid. The inventors also recognize that any new system must be easily accessible and usable by any member of the general population.\nTherefore, there exists a need for user-friendly system and method for interchanging modular battery pack at any remote location. The present disclosure contemplates the novel fabrication and employment of a robotic portable device programmed to swap out vehicle batteries with minimal assistance, as well as practical methods for the application thereof and remedying these and/or other associated problems.\nThe following description and drawings set forth certain illustrative implementations of the disclosure in detail, which are indicative of several exemplary ways in which the various principles of the disclosure may be carried out. The illustrative examples, however, are not exhaustive of the many possible embodiments of the disclosure. Other objects, advantages and novel features of the disclosure will be set forth in the following detailed description of the disclosure when considered in conjunction with the drawings.\nAn aspect of the invention is directed to a portable exchange robot for exchanging a battery module in a vehicle. The robot comprises a microprocessor; a battery tray configured to hold a modular battery unit; a lift in mechanical communication with said battery tray, said lift to raise and lower said battery tray; a motor in mechanical communication with said lift and in electrical communication with said microprocessor, said motor to raise and lower said lift; a plurality of wheels that propel said portable exchange robot; a navigation system in electrical communication with said microprocessor and at least one of said plurality of wheels to drive the dispensary robot between a modular battery dispensary and a vehicle; and a wireless communication system in electrical communication with said dispensary and said vehicle.\nAnother aspect of the invention is directed to a battery dispensary robot comprising a microprocessor; a battery dispensary to retain modular battery units, said battery dispensary defined in a body of said dispensary robot; a plurality of wheels that propel said dispensary robot; and a navigation system in electrical communication with said microprocessor and at least one of said plurality of wheels to drive said battery dispensary robot to a first location proximal to a vehicle.\nAnother aspect of the invention is directed to a method of exchanging battery modules in a vehicle. The method comprises positioning a battery exchange robot under a depleted battery module of a modular battery in said vehicle; with said battery exchange robot, unloading said depleted battery module from said modular battery in said vehicle; returning said depleted battery module from said battery exchange robot to a modular battery dispensary; with said battery exchange robot, retrieving a charged battery module from said modular battery dispensary; and loading said charged battery module in said modular battery of said vehicle.\nThis overview is intended to provide an overview of subject matter of the present patent application. It is not intended to provide an exclusive or exhaustive explanation of the invention. Further limitations and disadvantages of conventional and traditional approaches will become apparent to one of skill in the art, through comparison of such systems with some aspects of the present invention as set forth in the remainder of the present application with reference to the drawings.\nFor a fuller understanding of the nature and advantages of the present invention, reference is made to the following detailed description of preferred embodiments and in connection with the accompanying drawings, in which:\n FIG. 1 projects an isometric view of a robot assisted modular battery interchanging system, in accordance with some embodiments of the disclosure provided herein;\n FIG. 2 is a side view of an exemplary, portable robotic unit used in battery removal and replacement, in accordance with some embodiments of the disclosure provided herein;\n FIG. 3 is a block diagram of an exchange robotic unit, in accordance with some embodiments of the disclosure provided herein;\n FIG. 4 is a flow chart of a method for loading a charged battery module in a vehicle, in accordance with some embodiments of the disclosure provided herein;\n FIG. 5 is a flow chart 50 of a method for unloading a depleted battery module from a vehicle, in accordance with some embodiments of the disclosure provided herein;\n FIG. 6 is a side view of an exemplary, portable primary pod/mobile operation platform used in charging and battery deployment to the portable robotic unit, in accordance with some embodiments of the disclosure provided herein;\n FIG. 7 is an isometric projection of a combined primary pod/robotic unit, in accordance with an alternative embodiment of the disclosure provided herein;\n FIG. 8 is a block diagram of a battery pod/mobile operation platform, in accordance with an alternative embodiment of the disclosure provided herein; and\n FIG. 9 projects an isometric view of a robot assisted modular battery interchanging system, in accordance with some embodiments of the present disclosure.\nThe following description and drawings set forth certain illustrative implementations of the disclosure in detail, which are indicative of several exemplary ways in which the various principles of the disclosure may be carried out. The illustrative examples, however, are not exhaustive of the many possible embodiments of the disclosure. Other objects, advantages and novel features of the disclosure are set forth in the proceeding in view of the drawings where applicable.\nThis disclosure provides a robot-assisted modular battery interchanging system compatible with electric or extended-range electric vehicles. Specifically, an autonomous robot is programmed to interchange battery packs and modules in situ at any remote location thereby obviating the need for charging stations.\nIn order to overcome the above described drawbacks, a network of moveable charge spots and battery exchange stations are deployed to provide the EV (electric vehicle) user with the ability to keep his or her vehicle charged and available for use at all times. Some embodiments provide a system and method to quickly exchange, a spent depleted (or substantially discharged) battery pack for a fully charged (or substantially fully charged) battery pack at a battery exchange station. The quick exchange is performed in a period of time significantly less than that required to recharge a battery. Thus, the long battery recharge time may no longer be relevant to a user of an electric vehicle who is traveling beyond the range of the battery.\nFurthermore, the cost of the electric vehicle can be substantially reduced because the battery of the electric vehicle can be separated from the initial cost of the vehicle. For example, the battery can be owned by a party other than the user of the vehicle, such as a financial institution or a service provider. Thus, the batteries may be treated as components of the electric recharge grid (ERG) infrastructure to be monetized over a long period of time, and not a part of the vehicle purchased by the consumer.\nA robot in this context should mean a mobile robot, which can be propelled by wheels, “legs,” or other means. The expression autonomous robot hereinafter means a robot that is self-governed such that the robot, on a given order, manages itself to find its way to a target location and carry out an ordered operation, either with or without off board computational assistance, such as that given from a battery pod, which will be discussed in greater detail later in the disclosure. Also, batteries and battery modules may be used interchangeably. Strictly speaking, battery modules are typically bundled batteries; however, this distinction is moot as both are within the scope of the present invention and functionally indistinct.\nAutonomous robots have experienced a rise in popularity recently given the success of iRobot™, a self-controlled clean robot, and the Kiva robots used at Amazon's fulfillment centers. Autonomous robots are automatically controlled. In one aspect, these robots can be arranged to automatically follow a track, which sometimes is invisible. Such robots carry means for steering along a predefined pathway. In a second more sophisticated aspect of these mobile robots, they are equipped with an onboard computer by which they perform tasks of their own by a preprogrammed calculation.\nActual path planning can also be done by a host computer, not by the robot. To program the robot the operator first defines valid points in the area where the robot is to operate. Then the robot automatically finds its way along the path with the help of sensors mounted on the robot. Since the actions of the robot always are preprogrammed, the robot cannot be regarded as being autonomous but merely automatic, both of which are consistent and within the scope of the present invention.\nEmbodiments of this disclosure provide for a means to swap an electric car's battery in an efficient, inexpensive manner without requiring significant human effort or intervention. To this end, the inventors disclose a mobile robot system comprising an autonomous mobile robot and a mobile operations platform (also called a battery pod or mobile operations platform later in the disclosure).\nThe autonomous robot carries an on-board computer and comprises means for navigation, environmental sensing, communication and battery module transportation/installation. The mobile operation platform is typically designed to perform one or a plurality of related predetermined operations, such as, dispensing charged batteries, performing electrical communication with a main server, and performing wireless communication with the autonomous robot.\nThe system is designed to dispatch the autonomous robot and mobile operations platform to a predetermined geographical location (typically remote) whereby the robot navigates to a vehicle for the purpose of interchanging depleted rechargeable batteries. In some embodiments, through assistance from the mobile operations platform, the robot performs the desired operations.\n FIG. 1 projects an isometric view of a robot assisted modular battery interchanging system 100, in accordance with some embodiments of the present disclosure. Robot assisted modular battery interchanging system 100 comprises mobile operations platform 130 and robot 120 (automobile 110 is demonstrative).\nIn the most general sense, mobile operations platform 130 is a device responsible for storing batteries, dispensing them when needed, and storing returned empty batteries. In one or more embodiments, a mobile operation platform 130 charges (or maintains pursuant to a battery tender) discharged batteries in place or simply acts as a transport container for batteries to be charged elsewhere, in other embodiments.\n Robot 120 can be either autonomous or automatic whereby it receives a more explicit instruction code set from mobile operations platform 130. In practice, robot 120 uses a relative position sensing technology 140 (such as ultrasonic multilateration, ultrasonic radar, infrared multilateration, LiDAR, or any similar technology) to locate itself relative to automobile 110. Using its location relative to a fixed point on the automobile 110 and instructions wirelessly communicated from mobile operations platform 130, robot 120 positions itself under the car preparing for battery (module) extraction. System operations and methods will be discussed in more detail later in the disclosure.\n FIG. 2 is a side view of an exemplary, portable robotic unit 200 used in battery removal and replacement, in accordance with some embodiments of the disclosure. Portable robotic unit 200 comprises battery interface 260, elevation trellis 250, and main body 220 (battery 210 is rendered for didactic purposes). Battery interface 260 engages battery 210 via affixed conic sections 240. In the present embodiment, conic sections 240 are male conical fitments which mate to similar female conical fitments disposed on the underside of battery 210. In other embodiments, these interfacing shapes can be any suitable form, such as, a pins, rods, crosses, etc. or none at all. For example, a border profile enveloping the outer boundary of the battery 210 can be used—none of the proceeding is beyond the scope of the present invention. Simple magnets or electromagnets can also be used to secure battery 210 with the provision of a small amount of ferric substance on the battery 210.\n Elevation trellis 250 lifts battery interface 260 from the main body 220, the purpose of which is to reach and interface with batteries, usually disposed underneath a vehicle in a predetermined orientation and location. In the present embodiment, a mechanism similar to a scissor jack is employed as the elevation trellis 250; however, a hydraulic jack, electric motor driven armature, or any suitable extension mechanism can be used. In the present embodiment, wheels 230 propel main body 220 to predetermined and directed locations. However, tracks that are frequently used on automatic robots can easily be substituted in other embodiments.\nIn some embodiments, main body 220 of portable robotic unit 200 further comprises a suspension, drive motor, sensor and navigation and guidance system, power supply, on-board transceiver interface for user and computer interaction as well as computational means to support these functions.\nIn embodiments featuring an autonomous mobile robot, main body 220 comprises an on-board computer, a plurality of sensors, a signaling interface a mechanical coupling interface used for recharging its own power supply and wireless communication means. The computer comprises a processor, memory means and a plurality of computer programs for controlling the robot. In the memory are stored digital maps of the present environment, navigation beacons and information of each and every operation module. The memory (and/or programming) also carries ready-to-use strategies for navigation, orientation, maneuvering, and communication as well as strategies for avoiding collisions.\nSome, most or all information and data can be preprogrammed. In other instances, information and programs can be supplied by a network, such as a wireless local area network (LAN) or the Internet, either from mobile operations platform 130 or a remote server. The sensors comprise distance measuring means, such as ultrasonic radar, LiDAR, sound measuring means, such as a microphone, and visual measurement system, such as a vision system including optics and an image sensor like an electronic device that is capable of transforming a light pattern (image) into an electric charge pattern, such as a Charge-Coupled-Device (CCD).\nThe signaling interface comprises protocols for sending and receiving signals, which carry information to and from sensors, operation modules and communication system. These signals are mainly sent on a local network from mobile operation platform 130, which also comprises a wireless network. Thus, a wireless signal comprises a plurality of parts such as address, identity and messages.\nThe communication means comprises in a first embodiment a transmitter and a receiver for wireless communication. The communication medium is preferably electromagnetic waves but may also comprise sonic or a light communication medium.\nPortable robotic unit 200 must be easily operated, without the need for complicated reprogramming. In one embodiment, the robot is responding to spoken commands or commands sent via efficient communication means from a human or another computer or processor unit. In another preferred embodiment, they have extensive on-board computing capacity to be able to work autonomously, making their own decisions without requiring continual instructions and monitoring from an operator.\nAn autonomous robot of this type is quite sophisticated. Not only is it able to determine where it is, for example by means of an odometer and an accelerometer, calibrated to known fixed points on vehicle 110 and mobile operations platform 130, but it also has a sensor and monitoring system as well as a strategy for avoiding obstacles.\nPortable robotic unit 200 preferably comprises an efficient power source, such as an on-board rechargeable battery pack. In a preferred embodiment, the autonomous robot decides on its own to go to a charging station disposed on the mobile operations platform 130 when necessary and/or when not occupied by other tasks.\nPortable robotic unit 200 normally has at least three wheels 230 to be able to stand stable in an upright position, similar to a tricycle. In a preferred embodiment, two of these wheels 230 are used for driving and the third wheel is used for steering. In another preferred embodiment, the two wheels 230 are moved separately and the third wheel is freely moveable in all direction in a horizontal plane. By rotating the two driving wheels 230 at different speeds or in a remote direction, the robot is steered by those driving wheels. In this case the third wheel may swivel around a vertical axis. In another embodiment, the third wheel has both a driving and a steering function. In this case the two other wheels are used as tracking and stabilizing wheels. If more wheels 230 are used, it would only result, especially when the ground is not flat, in one of the wheels being out of contact with the ground. If this wheel happens to be one of the driving wheels, portable robotic unit 200 cannot move correctly. This can be avoided by having suspended wheels. In another way this problem is avoided by having horizontal axis functionality between the two pairs of wheels.\n FIG. 3 is a block diagram of an exchange robotic unit 30. The robotic unit 30 includes a microprocessor 300 in electrical communication with a communications system 310, an elevation trellis 320, a weight sensor 330, a navigation system 340, a microphone 350, a power supply 360, and a memory 370. The communication system 310 includes a transceiver to communicate with the mobile operations platform, with a server over a network (e.g., a LAN, a WAN, the Internet, etc.), and/or with an arriving electric vehicle (or its passenger). The transceiver can be in electrical communication with a radio or other device to provide wireless communication. Through the communications system 310, the robotic unit 30 can receive instructions from the mobile operations platform such as which vehicle to service and/or which battery module in that vehicle needs to be replaced. The robotic unit 30 can also receive software updates over the communications system 310. The robotic unit 30 can also use the communications system 310 to transmit information to a server and/or the mobile operations platform regarding its status (e.g., whether it is idle, busy, or in need of a recharge) and its location (absolute or relative to a vehicle or a navigational landmark or beacon). The robotic unit 30 can also use the communications system 310 to transmit information to a vehicle to coordinate the exchange of battery modules.\nThe processor 300 is in electrical communication with elevation trellis 320 or other structure that the robotic unit 30 uses to exchange battery modules in a vehicle. By controlling the elevation trellis 320, the robotic unit 30 can raise or lower battery interface 260 during battery exchange. The elevation trellis 320 can be in mechanical communication with a motor or it can be in fluid communication with a pump, such for a hydraulic or pneumatic trellis.\nThe weight sensor 330 can be disposed on battery interface 260 to sense the weight placed on battery interface 260. If the weight on battery interface 260 is within a certain range, (e.g., 110 to 130 pounds), the processor 300 can determine that a battery module is disposed on battery interface 260 (e.g., if the battery module weighs 120 pounds). Likewise, if the weight on battery interface 260 is less than a certain value (e.g., 20 pounds), the processor 300 can determine that a battery module is not on battery interface 260. The processor 300 can also use the reading of weight sensor 330 during loading and unloading for example as described in FIGS. 4 and 5.\n FIG. 4 is a flow chart 40 of a method for loading a charged battery module in a vehicle. In step 400, the robotic unit is positioned under the battery unit of the vehicle, as described herein. In step 410, the robotic unit raises its lift to load the charged battery in the appropriate receptacle of the vehicle's modular battery unit. As the lift is rising, the robotic unit determines the weight on the battery tray or battery interface as sensed by weight sensor 330. At decision point 420, the robotic unit determines if the weight on the battery tray is within a predetermined range, such as 110 pounds to 130 pounds, as discussed above. If yes, flow chart 40 returns to step 410 and the robotic unit continues to raise its lift. If the weight on the battery tray is not within the predetermined range, the flow chart 40 proceeds to decision point 430.\nIn decision point 430, the robotic unit determines if the weight on the battery tray is above the predetermined range (the same range used for decision point 420). If yes, this indicates that the battery and battery tray have engaged the vehicle, in which case in step 440 the robotic unit continues to raise the lift until the weight on the battery tray reaches a threshold weight. The threshold weight can be from about 10 to about 50 pounds above the weight of the battery. In some embodiments, the threshold weight can be from about 20 to about 40 pounds above the weight of the battery, about 30 pounds above the weight of the battery, or any weight or range there between. For example, if the battery weighs 120 pounds, the threshold weight can be 150 pounds so that the battery tray applies about 30 pounds of force against the vehicle. Returning to decision point 430, if the robotic unit determines if the weight on the battery tray is not above the predetermined range, this may indicate that the battery is no longer on the battery tray (e.g., the battery fell off), in which case the robotic unit generates an error message in step 450.\nAfter the weight on the battery tray reaches the threshold weight, in step 460 the robotic unit sends a message to the vehicle that the battery module is securely placed in the open receptacle of the vehicle's modular battery unit. The vehicle then locks the battery module in the battery unit using a locking mechanism. The robotic unit then lowers the lift in step 480 and confirms that the weight on the battery tray is lower than a minimum value (e.g., 20 pounds). If yes, the robotic unit has successfully loaded the battery in the vehicle. If no, the robotic unit can return to step 400 of flow chart 40 and try again to load the battery. Alternatively, the robotic unit can stop and generate an error message, which can cause a technician to determine the root cause of the problem.\n FIG. 5 is a flow chart 50 of a method for unloading a depleted battery module from a vehicle. In step 500, the robotic unit is positioned under the battery unit of the vehicle, as described herein. In step 510, the robotic unit raises its lift to unload the depleted battery from the appropriate receptacle of the vehicle's modular battery unit. As the lift is rising, the robotic unit determines the weight on the battery tray or battery interface as sensed by weight sensor 330. At decision point 520, the robotic unit determines if the weight on the battery tray is greater than a first threshold value. The first threshold value corresponds to the weight that indicates that the battery tray is secured against the vehicle. In some embodiments, the first threshold value is 10 pounds to 20 pounds or about 15 pounds. If the weight on the battery tray is less than the first threshold value (i.e., decision point 520 is no), this indicates that the battery tray has not yet engaged with the vehicle. Accordingly, the robotic unit continues to raise the lift and monitoring the weight on the battery tray at step 510. When the weight on the battery tray is greater than the first threshold value (i.e., decision point 520 is yes), the flow chart proceeds to step 530.\nIn step 530, the robotic unit declares that the lift is in place and engaged with the vehicle. The robotic unit then stops raising the lift and sends a message directly or indirectly to the vehicle to indicate that the lift is in place. The robotic unit can send an indirect message to the vehicle via a server, a local or wide area network, or the mobile operations platform. The vehicle unlocks the depleted battery when it receives the above message from the robotic unit. In step 540, the robotic unit receives a message directly or indirectly from the vehicle that the vehicle has unlocked the battery.\nIn decision point 550, the robotic unit determines whether the weight on the battery tray is greater than a second threshold value. The second threshold value can be selected so that it indicates that the depleted battery is now resting on the battery tray of the robotic unit. For example, if the first threshold value is 10 pounds and the battery unit weighs 120 pounds, the battery tray should now weigh 130 pounds. The second threshold value can be 10 pounds less than the combined weight of the first threshold value and the battery weight, i.e., 120 pounds in the preceding example. If the weight on the battery tray is greater than or equal to the second threshold value, the robotic unit proceeds to lower the lift at step 560 and return the depleted battery to the appropriate location (e.g., mobile operations platform). If the weight on the battery tray is less than the second threshold value, the robotic unit generates an error message that indicates that the depleted battery either fell off of the battery tray or the battery has not been fully released from the vehicle.\nReturning to FIG. 3, the robotic unit also includes a navigation system 340, as described herein. The navigation system 340 can include a distance-measuring module that can include an odometer, ultrasonic radar, and/or a light detection and ranging (LiDAR) system. The navigation system 340 can also include an optical system, which can include video cameras, image sensors, and other optical equipment. The image sensors can be used to detect light patterns, which may be used as navigational beacons and/or for signaling. The optical system can also be used to scan a bar code to identify an object, such as the vehicle or battery modules.\nThe robotic unit can opt | Systems and apparatus for a robotic charging station for charging a battery of an electric vehicle. A semi-autonomous portable robot is programmed to interchange depleted rechargeable batteries disposed in an electric or hybrid vehicle. Portable battery pod dispenses batteries to semi-autonomous portable robot for swap. Semi-autonomous portable robot uses navigational sensors to transport battery to predetermined position at the battery interchange location. Battery disposition and configuration data are wirelessly communicated by battery pod to semi-autonomous portable robot. Battery pod is also in electrical communication with vehicle for timely latching and unlatching of battery modules. | US:15/667,830 | https://patentimages.storage.googleapis.com/3c/3c/11/deb3d9ca58b65a/US9932019.pdf | US:9932019 | Khaled Hassounah | AMPLE Inc | US:4102273, US:5825981, US:20040093650:A1, US:7066291, US:7139642, US:8517132, US:8006793, US:8573335, US:20110113609:A1, US:20130226345:A1, US:8868235, US:20130076902:A1, US:8869384, FR:2989522:A1, US:20150151723:A1, US:9016417, US:20160107619:A1 | 2018-04-03 | 2018-04-03 | 1. A portable exchange robot for exchanging a modular battery unit from a modular battery in a vehicle, said modular battery comprising one or more modular battery units, said robot comprising:\na microprocessor;\na battery tray configured to hold at least one of said modular battery units;\na lift in mechanical communication with said battery tray, said lift to raise and lower said battery tray;\na motor in mechanical communication with said lift and in electrical communication with said microprocessor, said motor to raise and lower said lift;\na plurality of wheels that propel said portable exchange robot;\na navigation system in electrical communication with said microprocessor and at least one of said plurality of wheels to drive the dispensary robot between a modular battery dispensary and a vehicle;\na wireless communication system operable to be in electrical communication with said modular battery dispensary and said vehicle; and\na memory in electrical communication with said microprocessor, said memory storing instructions that cause:\n(i) positioning said robot under a depleted modular battery unit in said vehicle based, at least in part, on (a) an identity of said vehicle, (b) a distribution map of the modular battery unit or units, including said depleted modular battery unit, in said vehicle relative to a vehicle reference point, and (c) an identity of said depleted modular battery unit to be exchanged;\n(ii) unloading said depleted modular battery unit from said modular battery in said vehicle, said instructions for unloading said depleted modular battery unit comprising:\n(A) raising said battery tray to engage said depleted modular battery unit;\n(B) monitoring a weight on said battery tray during said raising, said weight sensed by a weight sensor on or proximal to said battery tray;\n(C) stopping said raising when said monitored weight reaches a threshold value; and\n(D) after said stopping, sending a message to said vehicle that said battery tray has engaged said depleted modular battery unit; and\n\n(iii) returning said depleted modular battery unit to said modular battery dispensary.\n\n, a microprocessor;, a battery tray configured to hold at least one of said modular battery units;, a lift in mechanical communication with said battery tray, said lift to raise and lower said battery tray;, a motor in mechanical communication with said lift and in electrical communication with said microprocessor, said motor to raise and lower said lift;, a plurality of wheels that propel said portable exchange robot;, a navigation system in electrical communication with said microprocessor and at least one of said plurality of wheels to drive the dispensary robot between a modular battery dispensary and a vehicle;, a wireless communication system operable to be in electrical communication with said modular battery dispensary and said vehicle; and, a memory in electrical communication with said microprocessor, said memory storing instructions that cause:\n(i) positioning said robot under a depleted modular battery unit in said vehicle based, at least in part, on (a) an identity of said vehicle, (b) a distribution map of the modular battery unit or units, including said depleted modular battery unit, in said vehicle relative to a vehicle reference point, and (c) an identity of said depleted modular battery unit to be exchanged;\n(ii) unloading said depleted modular battery unit from said modular battery in said vehicle, said instructions for unloading said depleted modular battery unit comprising:\n(A) raising said battery tray to engage said depleted modular battery unit;\n(B) monitoring a weight on said battery tray during said raising, said weight sensed by a weight sensor on or proximal to said battery tray;\n(C) stopping said raising when said monitored weight reaches a threshold value; and\n(D) after said stopping, sending a message to said vehicle that said battery tray has engaged said depleted modular battery unit; and\n\n(iii) returning said depleted modular battery unit to said modular battery dispensary.\n, (i) positioning said robot under a depleted modular battery unit in said vehicle based, at least in part, on (a) an identity of said vehicle, (b) a distribution map of the modular battery unit or units, including said depleted modular battery unit, in said vehicle relative to a vehicle reference point, and (c) an identity of said depleted modular battery unit to be exchanged;, (ii) unloading said depleted modular battery unit from said modular battery in said vehicle, said instructions for unloading said depleted modular battery unit comprising:\n(A) raising said battery tray to engage said depleted modular battery unit;\n(B) monitoring a weight on said battery tray during said raising, said weight sensed by a weight sensor on or proximal to said battery tray;\n(C) stopping said raising when said monitored weight reaches a threshold value; and\n(D) after said stopping, sending a message to said vehicle that said battery tray has engaged said depleted modular battery unit; and\n, (A) raising said battery tray to engage said depleted modular battery unit;, (B) monitoring a weight on said battery tray during said raising, said weight sensed by a weight sensor on or proximal to said battery tray;, (C) stopping said raising when said monitored weight reaches a threshold value; and, (D) after said stopping, sending a message to said vehicle that said battery tray has engaged said depleted modular battery unit; and, (iii) returning said depleted modular battery unit to said modular battery dispensary., 2. The portable exchange robot of claim 1, wherein said instructions for unloading said depleted modular battery unit further comprise:\nreceiving an unlock message from said vehicle, said unlock message indicating that said vehicle has unlocked said depleted modular battery unit from said modular battery;\nmeasuring said weight on said battery tray after receiving said unlock message; and\nlowering said battery tray if said weight on said battery tray after receiving said unlock message is greater than a second threshold value.\n, receiving an unlock message from said vehicle, said unlock message indicating that said vehicle has unlocked said depleted modular battery unit from said modular battery;, measuring said weight on said battery tray after receiving said unlock message; and, lowering said battery tray if said weight on said battery tray after receiving said unlock message is greater than a second threshold value., 3. The portable exchange robot of claim 1, wherein said navigation system of said portable exchange robot includes ultrasonic radar or LiDAR., 4. The portable exchange robot of claim 3 wherein said navigation system further includes an optical system having an image sensor., 5. The portable exchange robot of claim 1, wherein said battery tray includes male conical fitments that mate to corresponding female conical fitments disposed on an underside of said at least one of said modular battery units., 6. The portable exchange robot of claim 1, wherein said lift includes an elevation trellis., 7. The portable exchange robot of claim 1, wherein said instructions for unloading said depleted modular battery unit further comprise:\nraising said battery tray to engage said depleted modular battery unit;\nreceiving an unlock message from said vehicle, said unlock message indicating that said vehicle has unlocked said depleted modular battery unit from said modular battery;\nmeasuring a weight on said battery tray after receiving said unlock message said weight measured by a weight sensor on or proximal to said battery tray; and\nlowering said battery tray if said weight on said battery tray after receiving said unlock message is greater than a threshold value.\n, raising said battery tray to engage said depleted modular battery unit;, receiving an unlock message from said vehicle, said unlock message indicating that said vehicle has unlocked said depleted modular battery unit from said modular battery;, measuring a weight on said battery tray after receiving said unlock message said weight measured by a weight sensor on or proximal to said battery tray; and, lowering said battery tray if said weight on said battery tray after receiving said unlock message is greater than a threshold value., 8. The portable exchange robot of claim 1, wherein said memory further stores instructions for transmitting status information to said modular battery dispensary, said status information comprising a status of said portable exchange robot., 9. The portable exchange robot of claim 1, wherein said memory further stores instructions for transmitting a location of said portable exchange robot to said modular battery dispensary., 10. The portable exchange robot of claim 1, wherein said location comprises a relative location., 11. The portable exchange robot of claim 10, wherein said relative location is relative to said vehicle., 12. The portable exchange robot of claim 10, wherein said relative location is relative to a navigational landmark or beacon. | US | United States | Active | B | True |
| 91 | 电动车辆的转向动力系统及其控制方法 \n | CN105584520B | 技术领域本发明涉及电动车技术领域，特别涉及一种电动车辆的转向动力系统以及一种电动车辆的转向动力系统的控制方法。背景技术目前电动车辆的转向助力系统大多都是由电动车辆上的高压系统供电，这样有利于提高转向助力系统的性能。但是，当发生高压系统突然断电时，会导致转向助力系统无法工作，造成用户较难转动方向盘，从而会给车辆驾驶带来一定的安全隐患。发明内容本发明的目的旨在至少解决上述的技术缺陷之一。为此，本发明的一个目的在于提出了一种电动车辆的转向动力系统，在高压系统异常断电时通过借助低压蓄电池的短时供电来保证电动车辆的转向电机工作，从而提高了电动车辆的驾驶安全性，充分满足用户的需要。本发明的另一个目的在于提出了一种电动车辆的转向动力系统的控制方法。为达到上述目的，本发明一方面实施例提出的一种电动车辆的转向动力系统，包括：转向电机；转向电机控制器，所述转向电机控制器与所述转向电机相连以控制所述转向电机；高压动力电池，所述高压动力电池用于输出第一电压的高压电；低压蓄电池；降压DC-DC转换器，所述降压DC-DC转换器用于在所述电动车辆的高压系统进行工作后将所述高压动力电池输出的所述第一电压的高压电转换为第二电压的低压电，以供给所述低压蓄电池；升压DC-DC转换器，所述升压DC-DC转换器用于将所述低压蓄电池输出的所述第二电压的低压电转换为所述第一电压的高压电；其中，当所述电动车辆的高压系统出现异常断电时，所述低压蓄电池通过所述升压DC-DC转换器给所述转向电机控制器供电。在本发明的一个实施例中，所述转向电机控制器包括直流母线电容和逆变器，所述直流母线电容并联在所述逆变器的直流输入端，所述转向电机控制器还用于实时检测所述直流母线电容的电压。根据本发明的一个实施例，所述降压DC-DC转换器的输入端通过第一DC-DC接触器并联在所述高压动力电池的两端，所述降压DC-DC转换器的输出端并联在所述低压蓄电池的两端，所述升压DC-DC转换器的输入端并联在所述低压蓄电池的两端，所述升压DC-DC转换器的输出端并联在所述直流母线电容的两端，所述高压动力电池还与所述直流母线电容并联。根据本发明的一个实施例，所述的电动车辆的转向动力系统还包括：电池管理器，所述电池管理器、所述转向电机控制器、所述降压DC-DC转换器和所述升压DC-DC转换器之间通过CAN总线进行通信，当所述电动车辆正常退电时，所述电池管理器通过所述CAN总线发出所述电动车辆的退电通知信息，并控制所述电动车辆的高压供电回路断开，所述转向电机控制器检测到所述直流母线电容的电压持续下降，其中，在所述电动车辆的高压系统进行工作后，所述高压动力电池单独给所述转向电机控制器供电，同时所述降压DC-DC转换器将所述高压动力电池输出的所述第一电压的高压电转换为所述第二电压的低压电以给所述低压蓄电池充电，所述升压DC-DC转换器处于待机状态；当所述直流母线电容的电压小于所述第一预设电压且所述电池管理器未发出所述退电通知信息时，所述电池管理器判断所述电动车辆的高压系统出现异常断电，并控制所述升压DC-DC转换器开始工作。根据本发明的另一个实施例，在所述电动车辆的高压系统进行工作后，所述降压DC-DC转换器和所述升压DC-DC转换器同时进行工作，所述降压DC-DC转换器将所述高压动力电池输出的所述第一电压的高压电转换为所述第二电压的直流电以供给所述低压蓄电池，所述升压DC-DC转换器将所述低压蓄电池输出的所述第二电压的低压电转换为所述第一电压的高压电以供给所述转向电机控制器，以使所述升压DC-DC转换器和所述高压动力电池同时给所述转向电机控制器供电，其中，当所述电动车辆的高压系统出现异常断电时，所述升压DC-DC转换器单独给所述转向电机控制器供电。根据本发明的一个实施例，所述的电动车辆的转向动力系统还包括：转向接触器，所述转向接触器的一端与所述高压动力电池的一端相连；二极管，所述二极管与所述转向接触器串联，其中，所述二极管的阳极与所述转向接触器的另一端相连，所述二极管的阴极与所述直流母线电容的一端相连，所述直流母线电容的另一端和所述高压动力电池的另一端相连；串联的转向预充接触器和预充电阻，所述转向预充接触器和预充电阻串联后与串联的所述二极管和转向接触器并联。其中，根据本发明的一个实施例，所述低压蓄电池还用于给所述电动车辆的低压系统供电。根据本发明的又一个实施例，所述降压DC-DC转换器的输入端通过第二DC-DC接触器并联在所述高压动力电池的两端，所述降压DC-DC转换器的输出端并联在所述低压蓄电池的两端，所述升压DC-DC转换器的输入端并联在所述低压蓄电池的两端，所述升压DC-DC转换器的输出端并联在所述直流母线电容的两端。并且，在所述电动车辆的高压系统进行工作后，所述降压DC-DC转换器和所述升压DC-DC转换器同时进行工作，所述降压DC-DC转换器将所述高压动力电池输出的所述第一电压的高压电转换为所述第二电压的直流电以供给所述低压蓄电池，所述升压DC-DC转换器将所述低压蓄电池输出的所述第二电压的低压电转换为所述第一电压的高压电以给所述转向电机控制器供电。根据本发明实施例的电动车辆的转向动力系统，在电动车辆的高压系统出现异常断电时，通过升压DC-DC转换器将低压蓄电池输出的第二电压转换为第一电压以给转向电机控制器供电，使得转向电机在高压系统异常断电后仍能够短时工作，避免电动车辆的高压系统异常断电时方向盘难以转动而带来的安全隐患，提高了电动车辆的驾驶安全性，充分满足用户的需要。为达到上述目的，本发明另一方面实施例提出了一种电动车辆的转向动力系统的控制方法，所述转向动力系统包括转向电机、转向电机控制器、高压动力电池、低压蓄电池、用于将所述高压动力电池输出的第一电压的高压电转换为第二电压的低压电的降压DC-DC转换器、用于将所述低压蓄电池输出的所述第二电压的低压电转换为所述第一电压的高压电的升压DC-DC转换器和电池管理器，其中，所述转向电机控制器包括直流母线电容和逆变器，并且所述直流母线电容并联在所述逆变器的直流输入端，所述降压DC-DC转换器的输入端通过第一DC-DC接触器并联在所述高压动力电池的两端，所述降压DC-DC转换器的输出端并联在所述低压蓄电池的两端，所述升压DC-DC转换器的输入端并联在所述低压蓄电池的两端，所述升压DC-DC转换器的输出端并联在所述直流母线电容的两端，所述高压动力电池还与所述直流母线电容并联，所述电池管理器、所述转向电机控制器、所述降压DC-DC转换器和所述升压DC-DC转换器之间通过CAN总线进行通信，所述控制方法包括以下步骤：所述转向电机控制器实时检测所述直流母线电容的电压；当所述电动车辆正常退电时，所述电池管理器通过所述CAN总线发出所述电动车辆的退电通知信息，并控制所述电动车辆的高压供电回路断开，所述转向电机控制器检测到所述直流母线电容的电压持续下降；当所述直流母线电容的电压小于所述第一预设电压时，如果所述电池管理器未发出所述退电通知信息，所述电池管理器判断所述电动车辆的高压系统出现异常断电，并控制所述升压DC-DC转换器开始工作，以使所述低压蓄电池通过所述升压DC-DC转换器给所述转向电机控制器供电。根据本发明的一个实施例，在所述电动车辆的高压系统进行工作后，所述高压动力电池单独给所述转向电机控制器供电，同时所述降压DC-DC转换器将所述高压动力电池输出的所述第一电压的高压电转换为所述第二电压的低压电以给所述低压蓄电池充电，所述升压DC-DC转换器处于待机状态。根据本发明实施例的电动车辆的转向动力系统的控制方法，在检测到直流母线电容的电压小于第一预设电压且电池管理器未发出电动车辆的退电通知信息时，电池管理器判断电动车辆的高压系统出现异常断电，并控制升压DC-DC转换器开始工作，以将低压蓄电池输出的第二电压转换为第一电压以给转向电机控制器供电，使得转向电机在高压系统异常断电后仍能够短时工作，避免电动车辆的高压系统异常断电时方向盘难以转动而带来的安全隐患，提高了电动车辆的驾驶安全性，充分满足用户的需要。本发明附加的方面和优点将在下面的描述中部分给出，部分将从下面的描述中变得明显，或通过本发明的实践了解到。附图说明本发明上述的和/或附加的方面和优点从下面结合附图对实施例的描述中将变得明显和容易理解，其中：图1为根据本发明一个实施例的电动车辆的转向动力系统的原理框图；图2为根据本发明一个实施例的电动车辆的转向动力系统的通信网络示意图；图3为根据本发明一个实施例的降压DC-DC转换器工作时的电气原理图；图4为根据本发明一个实施例的升压DC-DC转换器工作时的电气原理图；图5为根据本发明一个实施例的电动车辆的转向动力系统的工作流程图；图6为根据本发明另一个实施例的电动车辆的转向动力系统的工作原理图；图7为根据本发明又一个实施例的电动车辆的转向动力系统的工作原理图；以及图8为根据本发明实施例的电动车辆的转向动力系统的控制方法的流程图。具体实施方式下面详细描述本发明的实施例，所述实施例的示例在附图中示出，其中自始至终相同或类似的标号表示相同或类似的元件或具有相同或类似功能的元件。下面通过参考附图描述的实施例是示例性的，仅用于解释本发明，而不能解释为对本发明的限制。下文的公开提供了许多不同的实施例或例子用来实现本发明的不同结构。为了简化本发明的公开，下文中对特定例子的部件和设置进行描述。当然，它们仅仅为示例，并且目的不在于限制本发明。此外，本发明可以在不同例子中重复参考数字和/或字母。这种重复是为了简化和清楚的目的，其本身不指示所讨论各种实施例和/或设置之间的关系。此外，本发明提供了的各种特定的工艺和材料的例子，但是本领域普通技术人员可以意识到其他工艺的可应用于性和/或其他材料的使用。另外，以下描述的第一特征在第二特征之“上”的结构可以包括第一和第二特征形成为直接接触的实施例，也可以包括另外的特征形成在第一和第二特征之间的实施例，这样第一和第二特征可能不是直接接触。在本发明的描述中，需要说明的是，除非另有规定和限定，术语“安装”、“相连”、“连接”应做广义理解，例如，可以是机械连接或电连接，也可以是两个元件内部的连通，可以是直接相连，也可以通过中间媒介间接相连，对于本领域的普通技术人员而言，可以根据具体情况理解上述术语的具体含义。下面参照附图来描述根据本发明实施例提出的电动车辆的转向动力系统以及电动车辆的转向动力系统的控制方法。图1为根据本发明一个实施例的电动车辆的转向动力系统的原理框图，图2为根据本发明一个实施例的电动车辆的转向动力系统的通信网络示意图。如图1和图2所示，本发明实施例的电动车辆的转向动力系统包括：转向电机M、转向电机控制器10、高压动力电池20、低压蓄电池30、降压DC-DC转换器40、升压DC-DC转换器50和电池管理器60。如图1所示，转向电机控制器10与转向电机M相连以控制转向电机M，转向电机控制器10包括直流母线电容C即预充电容以及逆变器101，直流母线电容C并联在逆变器101的直流输入端，逆变器101的三相输出端连接到转向电机M，转向电机控制器10还用于实时检测直流母线电容C的电压。降压DC-DC转换器40用于在电动车辆的高压系统进行工作后将高压动力电池20输出的第一电压的高压电转换为第二电压例如24V的低压电，以供给低压蓄电池30，升压DC-DC转换器50用于将低压蓄电池30输出的第二电压的低压电转换为第一电压的高压电。其中，当电动车辆的高压系统出现异常断电时，低压蓄电池30通过升压DC-DC转换器50给转向电机控制器10供电。如图2所示，电池管理器60用于检测高压动力电池20的状态信息，其中，状态信息包括高压动力电池20的总电压、电流以及温度信息，电池管理器60、转向电机控制器10、降压DC-DC转换器40和升压DC-DC转换器50之间通过CAN总线进行CAN通信，转向电机控制器10实时检测直流母线电容C的电压，并通过CAN总线发送给电池管理器60和降压DC-DC转换器40，当电动车辆正常退电时，电池管理器60通过CAN总线发出电动车辆的退电通知信息，并控制电动车辆的高压供电回路断开，转向电机控制器10检测到直流母线电容C的电压持续下降，其中，在电动车辆的高压系统进行工作后，如图3所示，高压动力电池20单独给转向电机控制器10供电，同时降压DC-DC转换器40将高压动力电池20输出的第一电压的高压电转换为第二电压的低压电以给低压蓄电池30充电，升压DC-DC转换器50处于待机状态；当直流母线电容C的电压小于第一预设电压且电池管理器60未发出退电通知信息时，如图4所示，电池管理器60判断电动车辆的高压系统出现异常断电，并控制升压DC-DC转换器50开始工作，升压DC-DC转换器50将低压蓄电池30输出的第二电压的低压电转换为第一电压的高压电，供给转向电机控制器10，从而使得转向电机M可以短时工作。具体而言，高压动力电池20为安装在电动车辆上，为电动车辆提供动力输出以及为车上其他高压用电设备供电的储能设备，可进行反复充电。低压蓄电池30为安装在电动车辆上的低压储能元件，能量由高压动力电池20提供，当高压动力电池20意外断电后，由低压蓄电池30通过升压DC-DC转换器50升压后为转向电机M供电。在本发明的实施例中，低压蓄电池30还用于给电动车辆的低压系统供电。在本发明的实施例中，转向电机控制器10负责把由高压动力电池20提供的直流电转换成三相交流电，以便给转向电机M供电，可以实现对转向电机M的控制，也负责把由升压DC-DC转换器50输出的直流电转换成三相交流电，以便给转向电机M供电。转向电机M为电动车辆提供转向助力的电气设备，由转向电机控制器10供电及控制。电池管理器60具有对高压动力电池进行温度采样、电压采样、对高压动力电池充电和放电电流采样的功能，具有计算高压动力电池剩余电量的功能，并可通过CAN总线把控制信号发送给相关的电器部件，以实现对高压动力电池功能的管理。此外，当高压动力电池出现严重故障时，电池管理器60会发出电动车辆的退电通知信息，并且，当电动车辆正常退电时，电池管理器60也会发出电动车辆的退电通知信息。根据本发明的一个实施例，如图1所示，降压DC-DC转换器40的输入端通过第一DC-DC接触器K1并联在高压动力电池20的两端，降压DC-DC转换器40的输出端并联在低压蓄电池30的两端，升压DC-DC转换器50的输入端并联在低压蓄电池30的两端，升压DC-DC转换器50的输出端并联在直流母线电容C的两端，高压动力电池20还与直流母线电容C并联。并且，如图1所示，上述的电动车辆的转向动力系统还包括：转向接触器K2和二极管D，转向接触器K2的一端与高压动力电池20的一端相连，二极管D与转向接触器K2串联，其中，二极管D的阳极与转向接触器K2的另一端相连，二极管D的阴极与直流母线电容C的一端相连，直流母线电容C的另一端和高压动力电池20的另一端相连。此外，如图1所示，上述的电动车辆的转向动力系统还包括串联的转向预充接触器K3和预充电阻R，转向预充接触器K3和预充电阻R串联后与串联的二极管D和转向接触器K2并联。在本实施例中，大功率二极管D主要的作用是防止升压DC-DC转换器50给其他高压用电设备供电，预充电阻R的主要作用是在转向电机M上高压电的过程中，限制预充电流，接触器K1、K2、K3主要用于通断供电回路，由电池管理器60通过电平信号进行控制。在本发明的实施例中，直流母线电容位于转向电机控制器10内部，并联在逆变器101的直流输入端，主要体现转向电机M输入端的电压值。当直流母线电容C的电压较低时，说明转向电机M已与高压系统断开。具体地，如图3所示，正常情况下，电动车辆上高压电后，电池管理器60控制转向预充接触器K3吸合，高压动力电池20给直流母线电容C进行充电，转向电机控制器10实时检测直流母线电容C的电压，并向CAN总线发送直流母线电容C的电压信息。延时一段时间后，电池管理器60判断直流母线电容C的电压值是否大于高压动力电池20的总电压的90％，如果直流母线电容C的电压值大于高压动力电池20的总电压的90％，则控制转向接触器K2吸合，转向电机M正常工作，同时控制转向预充接触器K3断开；如果直流母线电容C的电压值小于高压动力电池的总电压的90％，则转向电机控制器10的直流母线电压过低，转向电机控制器10不能工作，即转向电机M也不能工作。根据本发明的一个实施例，当转向电机M正常工作后，电池管理器60控制第一DC-DC接触器K1吸合，降压DC-DC转换器40接收到电池管理器60发送的第一DC-DC接触器K1的吸合信息后，降压DC-DC转换器40开始工作，如图3所示，此时高压系统主要包括两个放电回路：(1)高压动力电池20的正极→转向接触器K2→二极管D→转向电机控制器10的正极→转向电机控制器10的负极→高压动力电池20的负极；(2)高压动力电池20的正极→第一DC-DC接触器K1→降压DC-DC转换器40→高压动力电池20的负极。此时，高压动力电池20给转向电机控制器10供电，转向电机M正常工作，同时电池管理器60控制降压DC-DC转换器40进行降压工作，以使高压动力电池20通过降压DC-DC转换器40给低压蓄电池30充电，升压DC-DC转换器50处于待机模式。在此过程中，只要电动车辆正常运行，高压动力电池20通过降压DC-DC转换器40就一直给低压蓄电池30充电，并且低压蓄电池30为电动车辆上的低压用电设备提供例如24V的低压直流电。在上述过程中，电池管理器60接收转向电机控制器10发送的直流母线电容C的电压信息并在满足退电条件时发出退电通知信息。当接收到直流母线电容C的电压值小于第一预设电压例如高压动力电池20的总电压的80％，并且，电池管理器60未发出退电通知信息时，电池管理器60判断电动车辆的高压系统出现异常断电，并控制升压DC-DC转换器50开始工作，如图4所示，其放电回路为：升压DC-DC转换器50的正极→转向电机控制器10的正极→转向电机控制器10的负极→升压DC-DC转换器50的负极。此时，低压蓄电池30通过升压DC-DC转换器50将第二电压的低压电转换为第一电压的高压电给转向电机控制器10供电，以控制转向电机M进行短时工作。当接收到直流母线电容C的电压值小于第一预设电压例如高压动力电池20的总电压的80％时，且电池管理器60发出退电通知信息后，则电池管理器60判断高压系统正常退电。根据本发明的一个实施例，如图5所示，上述的电动车辆的动力转向系统的具体工作流程包括：S101，给电动车辆上高压电。S102，电池管理器60控制转向预充接触器K2吸合。S103，转向电机控制器10检测直流母线电容C的电压。S104，延时一段时间。该延时时间可以根据实际情况进行标定。S105，判断直流母线电容C的电压是否大于高压动力电池20的总电压的90％。如果是，执行步骤S107；如果否，执行步骤S106。S106，转向电机控制器10的直流母线电压过低，转向电机控制器10不能工作，即转向电机M也不能工作。S107，电池管理器60控制转向接触器K2吸合，并控制转向预充接触器K3断开。S108，转向电机M开始工作。S109，电池管理器60控制第一DC-DC接触器K1吸合。S110，降压DC-DC转换器40接收到电池管理器60发送的第一DC-DC接触器K1的吸合信息。S111，降压DC-DC转换器40工作于降压模式，高压动力电池20通过降压DC-DC转换器40给低压蓄电池30充电。S112，升压DC-DC转换器40工作于待机模式。S113，升压DC-DC转换器40接收转向电机控制器10发送的直流母线电容C的电压信息。S114，判断直流母线电容C的电压是否小于高压动力电池20的总电压的80％。如果是，执行步骤S115；如果否，返回步骤S112。S115，判断电池管理器60是否发出退电通知信息。如果是，执行步骤S116；如果否，执行步骤S117。S116，电动车辆进入正常退电流程。S117，升压DC-DC转换器50工作于升压模式，低压蓄电池30通过升压DC-DC转换器50为转向电机控制器10供电。S118，判断电动车辆的车速是否小于5km/h。如果是，执行步骤S119；如果否，返回步骤S117。S119，升压DC-DC转换器50停止工作。此外，在电动车辆行驶过程中，电池管理器60一直检测高压动力电池20的状态信息，例如检测的内容可包括高压动力电池的温度是否过高、高压动力电池的电压是否过低、充电电流是否过大等，当检测到高压动力电池发生严重故障时，电池管理器60发送高压动力电池20的故障信息给仪表显示，同时控制电动车辆限功率行驶，并在延时15秒后，发送退电通知信息，以便给用户预留紧急处理时间。其中，当用户按下仪表上的断电按钮后，电池管理器60发送退电通知信息，电动车辆正常退电。图6为根据本发明另一个实施例的电动车辆的转向动力系统的工作原理图。如图6所示，此时高压系统中的降压DC-DC转换器40与升压DC-DC转换器50同时工作，主要包括三个放电回路：(1)高压动力电池20的正极→转向接触器K2→二极管D→转向电机控制器10的正极→转向电机控制器10的负极→高压动力电池20的负极；(2)高压动力电池20的正极→第一DC-DC接触器K1→降压DC-DC转换器40→高压动力电池20的负极；(3)升压DC-DC转换器50的正极→转向电机控制器10的正极→转向电机控制器10的负极→升压DC-DC转换器50的负极。在电动车辆的高压系统进行工作后，降压DC-DC转换器40将高压动力电池20输出的第一电压的高压电转换为第二电压的低压电给低压蓄电池30充电，同时升压DC-DC转换器50将低压蓄电池30输出的第二电压的低压电转换为第一电压的高压电给转向电机控制器10供电，以使升压DC-DC转换器50和高压动力电池20同时给转向电机控制器10供电，其中，当电动车辆的高压系统出现异常断电时，升压DC-DC转换器50单独给转向电机控制器10供电。在该实施例中，升压DC-DC转换器50无需判断任何条件，均处于工作状态，一旦发生高压系统异常断电，能够立即响应，实现对转向电机M无间断供电。此外，图7为根据本发明又一个实施例的电动车辆的转向动力系统的工作原理图。如图7所示，降压DC-DC转换器40的输入端通过第二DC-DC接触器K4并联在高压动力电池20的两端，降压DC-DC转换器40的输出端并联在低压蓄电池30的两端，升压DC-DC转换器50的输入端并联在低压蓄电池30的两端，升压DC-DC转换器50的输出端并联在直流母线电容C的两端，此时，高压动力电池20不再直接给转向电机控制器10供电。在电动车辆的高压系统进行工作后，降压DC-DC转换器40和升压DC-DC转换器50同时进行工作，降压DC-DC转换器40将高压动力电池20输出的第一电压的高压电转换为第二电压例如24V的直流电以供给低压蓄电池30，升压DC-DC转换器50将低压蓄电池30输出的第二电压的低压电转换为第一电压的高压电以给转向电机控制器10供电。当电动车辆的高压系统出现异常断电时，低压蓄电池30直接通过升压DC-DC转换器50给转向电机控制器10供电。在该实施例中，即使高压系统异常断电，短时间之内也不会影响转向电机控制器10正常工作，可实现转向电机M的无间断工作。综上所述，根据本发明实施例的电动车辆的转向动力系统，在电动车辆的高压系统出现异常断电时，通过升压DC-DC转换器将低压蓄电池输出的第二电压转换为第一电压以给转向电机控制器供电，使得转向电机在高压系统异常断电后仍能够短时工作，避免电动车辆的高压系统异常断电时方向盘难以转动而带来的安全隐患，提高了电动车辆的驾驶安全性，充分满足用户的需要。图8为根据本发明实施例的电动车辆的转向动力系统的控制方法的流程图。其中，如图1、图2所示，转向动力系统包括转向电机、转向电机控制器、高压动力电池、低压蓄电池、用于将高压动力电池输出的第一电压的高压电转换为第二电压的低压电的降压DC-DC转换器、用于将低压蓄电池输出的第二电压的低压电转换为第一电压的高压电的升压DC-DC转换器和电池管理器，其中，转向电机控制器包括直流母线电容和逆变器，并且直流母线电容并联在逆变器的直流输入端，降压DC-DC转换器的输入端通过第一DC-DC接触器并联在高压动力电池的两端，降压DC-DC转换器的输出端并联在低压蓄电池的两端，升压DC-DC转换器的输入端并联在低压蓄电池的两端，升压DC-DC转换器的输出端并联在直流母线电容的两端，高压动力电池还与直流母线电容并联，电池管理器、转向电机控制器、降压DC-DC转换器和升压DC-DC转换器之间通过CAN总线进行通信，控制方法包括以下步骤：S1，转向电机控制器实时检测直流母线电容的电压。S2，当电动车辆正常退电时，电池管理器通过CAN总线发出电动车辆的退电通知信息，并控制电动车辆的高压供电回路断开，转向电机控制器检测到直流母线电容的电压持续下降。S3，当直流母线电容的电压小于第一预设电压时，如果电池管理器未发出退电通知信息，电池管理器判断电动车辆的高压系统出现异常断电，并控制升压DC-DC转换器开始工作，以使低压蓄电池通过升压DC-DC转换器给转向电机控制器供电。其中，根据本发明的一个实施例，在电动车辆的高压系统进行工作后，高压动力电池单独给转向电机控制器供电，同时降压DC-DC转换器将高压动力电池输出的第一电压的高压电转换为第二电压的低压电以给低压蓄电池充电，并且升压DC-DC转换器处于待机状态。具体地，如图3、图4以及图5所示，正常情况下，电动车辆上高压电后，电池管理器控制转向预充接触器吸合，高压动力电池给直流母线电容进行充电，转向电机控制器实时检测直流母线电容的电压，并向CAN总线发送直流母线电容的电压信息。延时一段时间后，电池管理器判断直流母线电容的电压值是否大于高压动力电池的总电压的90％，如果直流母线电容的电压值大于高压动力电池的总电压的90％，则控制转向接触器吸合，转向电机正常工作，同时控制转向预充接触器断开；如果直流母线电容的电压值小于高压动力电池的总电压的90％，则转向电机控制器的直流母线电压过低，转向电机控制器不能工作，即转向电机也不能工作。根据本发明的一个实施例，当转向电机正常工作后，电池管理器控制第一DC-DC接触器吸合，降压DC-DC转换器接收到电池管理器发送的第一DC-DC接触器的吸合信息后，降压DC-DC转换器开始工作，如图3所示，此时高压动力电池给转向电机控制器供电，转向电机正常工作，同时电池管理器控制降压DC-DC转换器进行降压工作，以使高压动力电池通过降压DC-DC转换器给低压蓄电池充电，升压DC-DC转换器处于待机模式。在此过程中，只要电动车辆正常运行，高压动力电池通过降压DC-DC转换器就一直给低压蓄电池充电，并且低压蓄电池为电动车辆上的低压用电设备提供例如24V的低压直流电。在上述过程中，电池管理器接收转向电机控制器发送的直流母线电容的电压信息并在满足退电条件时发出退电通知信息。当接收到直流母线电容的电压值小于第一预设电压例如高压动力电池的总电压的80％，并且，电池管理器未发出退电通知信息时，则电池管理器判断电动车辆的高压系统出现异常断电，并控制升压DC-DC转换器开始工作，如图4所示，此时低压蓄电池通过升压DC-DC转换器将第二电压的低压电转换为第一电压的高压电给转向电机控制器供电，以控制转向电机工作。当接收到直流母线电容的电压值小于第一预设电压例如高压动力电池的总电压的80％时，且电池管理器发出退电通知信息后，则电池管理器判断高压系统正常退电。此外，在电动车辆行驶过程中，电池管理器一直检测高压动力电池的状态信息，例如检测的内容可包括高压动力电池的温度是否过高、高压动力电池的电压是否过低、充电电流是否过大等，当检测到高压动力电池发生严重故障时，电池管理器发送高压动力电池的故障信息给仪表显示，同时控制电动车辆限功率行驶，并在延时15秒后发出电动车辆的退电通知信息，以便给用户预留紧急处理时间。并且，在电动车辆正常行驶过程中，当用户按下仪表上的断电按钮后，电池管理器发出电动车辆的退电通知信息，电动车辆正常退电。根据本发明实施例的电动车辆的转向动力系统的控制方法，在检测到直流母线电容的电压小于第一预设电压且电池管理器未发出退电通知信息时，电池管理器判断电动车辆的高压系统出现异常断电，并控制升压DC-DC转换器开始工作，以将低压蓄电池输出的第二电压转换为第一电压以给转向电机控制器供电，使得转向电机在高压系统异常断电后仍能够短时工作，避免电动车辆的高压系统异常断电时方向盘难以转动而带来的安全隐患，提高了电动车辆的驾驶安全性，充分满足用户的需要。流程图中或在此以其他方式描述的任何过程或方法描述可以被理解为，表示包括一个或更多个用于实现特定逻辑功能或过程的步骤的可执行指令的代码的模块、片段或部分，并且本发明的优选实施方式的范围包括另外的实现，其中可以不按所示出或讨论的顺序，包括根据所涉及的功能按基本同时的方式或按相反的顺序，来执行功能，这应被本发明的实施例所属技术领域的技术人员所理解。在流程图中表示或在此以其他方式描述的逻辑和/或步骤，例如，可以被认为是用于实现逻辑功能的可执行指令的定序列表，可以具体实现在任何计算机可读介质中，以供指令执行系统、装置或设备(如基于计算机的系统、包括处理器的系统或其他可以从指令执行系统、装置或设备取指令并执行指令的系统)使用，或结合这些指令执行系统、装置或设备而使用。就本说明书而言，"计算机可读介质"可以是任何可以包含、存储、通信、传播或传输程序以供指令执行系统、装置或设备或结合这些指令执行系统、装置或设备而使用的装置。计算机可读介质的更具体的示例(非穷尽性列表)包括以下：具有一个或多个布线的电连接部(电子装置)，便携式计算机盘盒(磁装置)，随机存取存储器(RAM)，只读存储器(ROM)，可擦除可编辑只读存储器(EPROM或闪速存储器)，光纤装置，以及便携式光盘只读存储器(CDROM)。另外，计算机可读介质甚至可以是可在其上打印所述程序的纸或其他合适的介质，因为可以例如通过对纸或其他介质进行光学扫描，接着进行编辑、解译或必要时以其他合适方式进行处理来以电子方式获得所述程序，然后将其存储在计算机存储器中。应当理解，本发明的各部分可以用硬件、软件、固件或它们的组合来实现。在上述实施方式中，多个步骤或方法可以用存储在存储器中且由合适的指令执行系统执行的软件或固件来实现。例如，如果用硬件来实现，和在另一实施方式中一样，可用本领域公知的下列技术中的任一项或他们的组合来实现：具有用于对数据信号实现逻辑功能的逻辑门电路的离散逻辑电路，具有合适的组合逻辑门电路的专用集成电路，可编程门阵列(PGA)，现场可编程门阵列(FPGA)等。本技术领域的普通技术人员可以理解实现上述实施例方法携带的全部或部分步骤是可以通过程序来指令相关的硬件完成，所述的程序可以存储于一种计算机可读存储介质中，该程序在执行时，包括方法实施例的步骤之一或其组合。此外，在本发明各个实施例中的各功能单元可以集成在一个处理模块中，也可以是各个单元单独物理存在，也可以两个或两个以上单元集成在一个模块中。上述集成的模块既可以采用硬件的形式实现，也可以采用软件功能模块的形式实现。所述集成的模块如果以软件功能模块的形式实现并作为独立的产品销售或使用时，也可以存储在一个计算机可读取存储介质中。上述提到的存储介质可以是只读存储器，磁盘或光盘等。在本说明书的描述中，参考术语“一个实施例”、“一些实施例”、“示例”、“具体示例”、或“一些示例”等的描述意指结合该实施例或示例描述的具体特征、结构、材料或者特点包含于本发明的至少一个实施例或示例中。在本说明书中，对上述术语的示意性表述不一定指的是相同的实施例或示例。而且，描述的具体特征、结构、材料或者特点可以在任何的一个或多个实施例或示例中以合适的方式结合。尽管已经示出和描述了本发明的实施例，对于本领域的普通技术人员而言，可以理解在不脱离本发明的原理和精神的情况下可以对这些实施例进行多种变化、修改、替换和变型，本发明的范围由所附权利要求及其等同限定。 | 本发明公开了一种电动车辆的转向动力系统，包括：转向电机；转向电机控制器，转向电机控制器与转向电机相连以控制转向电机；高压动力电池，高压动力电池用于输出高压电；低压蓄电池；降压DC‑DC转换器，用于在电动车辆的高压系统进行工作后将高压动力电池输出的高压电转换为低压电，以供给低压蓄电池；升压DC‑DC转换器，用于将低压蓄电池输出的低压电转换为高压电；其中，当电动车辆的高压系统出现异常断电时，低压蓄电池通过升压DC‑DC转换器给转向电机控制器供电。该转向动力系统通过借助低压蓄电池的短时供电来提高电动车辆的驾驶安全性，充分满足用户的需要。本发明还公开了一种电动车辆的转向动力系统的控制方法。 | CN:201410653379.6A | https://patentimages.storage.googleapis.com/5c/9e/0f/75c56aa367f67c/CN105584520B.pdf | CN:105584520:B | 徐金泽, 伍星驰, 罗文刚, 张超, 王洪军, 栾振派 | BYD Co Ltd | CN:101258068:A, US:8280589, CN:101883706:A, JP:2010018183:A | Not available | 2018-09-11 | 1.一种电动车辆的转向动力系统，其特征在于，包括：, 转向电机；, 转向电机控制器，所述转向电机控制器与所述转向电机相连以控制所述转向电机；, 高压动力电池，所述高压动力电池用于输出第一电压的高压电；, 低压蓄电池；, 降压DC-DC转换器，所述降压DC-DC转换器用于在所述电动车辆的高压系统进行工作后将所述高压动力电池输出的所述第一电压的高压电转换为第二电压的低压电，以供给所述低压蓄电池；, 升压DC-DC转换器，所述升压DC-DC转换器用于将所述低压蓄电池输出的所述第二电压的低压电转换为所述第一电压的高压电；, 其中，当所述电动车辆的高压系统出现异常断电时，所述低压蓄电池通过所述升压DC-DC转换器给所述转向电机控制器供电；, 电池管理器；, 所述转向电机控制器包括直流母线电容，当所述直流母线电容的电压小于第一预设电压且所述电池管理器未发出退电通知信息时，所述电池管理器判断所述电动车辆的高压系统出现异常断电，并控制所述升压DC-DC转换器开始工作。, \n \n, 2.如权利要求1所述的电动车辆的转向动力系统，其特征在于，所述转向电机控制器还包括逆变器，所述直流母线电容并联在所述逆变器的直流输入端，所述转向电机控制器还用于实时检测所述直流母线电容的电压。, \n \n, 3.如权利要求2所述的电动车辆的转向动力系统，其特征在于，所述降压DC-DC转换器的输入端通过第一DC-DC接触器并联在所述高压动力电池的两端，所述降压DC-DC转换器的输出端并联在所述低压蓄电池的两端，所述升压DC-DC转换器的输入端并联在所述低压蓄电池的两端，所述升压DC-DC转换器的输出端并联在所述直流母线电容的两端，所述高压动力电池还与所述直流母线电容并联。, \n \n, 4.如权利要求3所述的电动车辆的转向动力系统，其特征在于，所述电池管理器、所述转向电机控制器、所述降压DC-DC转换器和所述升压DC-DC转换器之间通过CAN总线进行通信，当所述电动车辆正常退电时，所述电池管理器通过所述CAN总线发出所述电动车辆的退电通知信息，并控制所述电动车辆的高压供电回路断开，所述转向电机控制器检测到所述直流母线电容的电压持续下降，其中，, 在所述电动车辆的高压系统进行工作后，所述高压动力电池单独给所述转向电机控制器供电，同时所述降压DC-DC转换器将所述高压动力电池输出的所述第一电压的高压电转换为所述第二电压的低压电以给所述低压蓄电池充电，所述升压DC-DC转换器处于待机状态。, \n \n, 5.如权利要求3所述的电动车辆的转向动力系统，其特征在于，在所述电动车辆的高压系统进行工作后，所述降压DC-DC转换器和所述升压DC-DC转换器同时进行工作，所述降压DC-DC转换器将所述高压动力电池输出的所述第一电压的高压电转换为所述第二电压的直流电以供给所述低压蓄电池，所述升压DC-DC转换器将所述低压蓄电池输出的所述第二电压的低压电转换为所述第一电压的高压电以供给所述转向电机控制器，以使所述升压DC-DC转换器和所述高压动力电池同时给所述转向电机控制器供电，其中，, 当所述电动车辆的高压系统出现异常断电时，所述升压DC-DC转换器单独给所述转向电机控制器供电。, \n \n, 6.如权利要求3所述的电动车辆的转向动力系统，其特征在于，还包括：, 转向接触器，所述转向接触器的一端与所述高压动力电池的一端相连；, 二极管，所述二极管与所述转向接触器串联，其中，所述二极管的阳极与所述转向接触器的另一端相连，所述二极管的阴极与所述直流母线电容的一端相连，所述直流母线电容的另一端和所述高压动力电池的另一端相连。, \n \n, 7.如权利要求6所述的电动车辆的转向动力系统，其特征在于，还包括串联的转向预充接触器和预充电阻，所述转向预充接触器和预充电阻串联后与串联的所述二极管和转向接触器并联。, \n \n \n \n \n \n \n \n, 8.如权利要求1-7中任一项所述的电动车辆的转向动力系统，其特征在于，所述低压蓄电池还用于给所述电动车辆的低压系统供电。, \n \n, 9.如权利要求2所述的电动车辆的转向动力系统，其特征在于，所述降压DC-DC转换器的输入端通过第二DC-DC接触器并联在所述高压动力电池的两端，所述降压DC-DC转换器的输出端并联在所述低压蓄电池的两端，所述升压DC-DC转换器的输入端并联在所述低压蓄电池的两端，所述升压DC-DC转换器的输出端并联在所述直流母线电容的两端。, \n \n, 10.如权利要求9所述的电动车辆的转向动力系统，其特征在于，在所述电动车辆的高压系统进行工作后，所述降压DC-DC转换器和所述升压DC-DC转换器同时进行工作，所述降压DC-DC转换器将所述高压动力电池输出的所述第一电压的高压电转换为所述第二电压的直流电以供给所述低压蓄电池，所述升压DC-DC转换器将所述低压蓄电池输出的所述第二电压的低压电转换为所述第一电压的高压电以给所述转向电机控制器供电。, 11.一种电动车辆的转向动力系统的控制方法，其特征在于，所述转向动力系统包括转向电机、转向电机控制器、高压动力电池、低压蓄电池、用于将所述高压动力电池输出的第一电压的高压电转换为第二电压的低压电的降压DC-DC转换器、用于将所述低压蓄电池输出的所述第二电压的低压电转换为所述第一电压的高压电的升压DC-DC转换器和电池管理器，其中，所述转向电机控制器包括直流母线电容和逆变器，并且所述直流母线电容并联在所述逆变器的直流输入端，所述降压DC-DC转换器的输入端通过第一DC-DC接触器并联在所述高压动力电池的两端，所述降压DC-DC转换器的输出端并联在所述低压蓄电池的两端，所述升压DC-DC转换器的输入端并联在所述低压蓄电池的两端，所述升压DC-DC转换器的输出端并联在所述直流母线电容的两端，所述高压动力电池还与所述直流母线电容并联，所述电池管理器、所述转向电机控制器、所述降压DC-DC转换器和所述升压DC-DC转换器之间通过CAN总线进行通信，所述控制方法包括以下步骤：, 所述转向电机控制器实时检测所述直流母线电容的电压；, 当所述电动车辆正常退电时，所述电池管理器通过所述CAN总线发出所述电动车辆的退电通知信息，并控制所述电动车辆的高压供电回路断开，所述转向电机控制器检测到所述直流母线电容的电压持续下降；, 当所述直流母线电容的电压小于第一预设电压时，如果所述电池管理器未发出所述退电通知信息，所述电池管理器判断所述电动车辆的高压系统出现异常断电，并控制所述升压DC-DC转换器开始工作，以使所述低压蓄电池通过所述升压DC-DC转换器给所述转向电机控制器供电。, \n \n, 12.如权利要求11所述的电动车辆的转向动力系统的控制方法，其特征在于，在所述电动车辆的高压系统进行工作后，所述高压动力电池单独给所述转向电机控制器供电，同时所述降压DC-DC转换器将所述高压动力电池输出的所述第一电压的高压电转换为所述第二电压的低压电以给所述低压蓄电池充电，所述升压DC-DC转换器处于待机状态。 | CN | China | Active | B | True |
| 92 | Hybrid and electric vehicle battery pack maintenance device \n | US11668779B2 | The present application is based on and claims the benefit of U.S. provisional patent application Ser. No. 62/933,625, filed Nov. 11, 2019, the content of which is hereby incorporated by reference in its entirety.\nThe present invention relates to electric vehicles of the type which use battery packs for storing electricity which is used to power the vehicle. This includes both hybrid and purely electric vehicles. More specifically, the present invention relates to the maintenance of such battery packs used in electric vehicles.\nTraditionally, automotive vehicles have used internal combustion engines as their power source. However, vehicles which are electrically powered are finding widespread use. Such vehicles can provide increased fuel efficiency and can be operated using alternative energy sources.\nSome types of electric vehicles are completely powered using electric motors and electricity. Other types of electric vehicles include an internal combustion engine. The internal combustion engine can be used to generate electricity and supplement the power delivered by the electric motor. These types of vehicles are known as “hybrid” electric vehicles.\nOperation of an electric vehicle requires a power source capable of providing large amounts of electricity. Typically, electric vehicles store electricity in large battery packs which consist of a plurality of batteries. These batteries may be formed by a number of individual cells, or may themselves be individual cells, depending on the configuration of the battery and battery pack. The packs are large, replacement can be expensive and they can be difficult to access and maintain.\nAnother requirement may be to discharge the battery down to a fixed state of charge, say 30%, for safe transport. It is desired to perform this work as quickly as possible and as safely as possible. Further, since this work often occurs outside and away from permanent structures, lightweight portability and operation from batteries is required. These large batteries may have a fully charged voltage in the 400 VDC range, and can store as much as 100 KWh. Further, since this is an activity that is infrequently performed, an inexpensive solution is desired.\nA battery maintenance device for performing maintenance on a battery pack of an automotive vehicle powered by the battery pack includes communication circuitry configured to retrieve information related to a condition of batteries/cells of the battery pack obtained using sensors in the battery pack. Measurement circuitry couples to batteries/cells of the battery pack and obtains measurement information related to a measured condition of batteries/cells of the battery pack. A controller verifies operation of the sensors in the battery pack by comparing the retrieved information with the measurement and provides a comparison output. Output circuitry outputs an indication of a failing sensor in the battery pack based upon the comparison output.\n FIG. 1 is a simplified block diagram of a battery maintenance device in accordance with the present invention coupled to an electric vehicle.\n FIG. 2 is a more detailed block diagram of the battery maintenance device of FIG. 1 .\n FIG. 3 is an electrical schematic diagram of a controllable load for use in the battery maintenance device of FIG. 2 .\n FIG. 4 is a diagram which illustrates one example arrangement of components within the battery maintenance device to promote cooling of such components.\n FIG. 5 is a diagram of a plug having an additional load resistance.\n FIG. 6 is a perspective view of a housing having resistive loading coils in accordance with one embodiment.\n FIG. 7 is a schematic diagram of a controllable resistance load.\n FIG. 8 is a graph showing power, discharge current and temperature during battery discharge.\n FIG. 9 is a simplified schematic diagram of an example of a battery pack for use in the electric vehicle.\n FIG. 10 is a flowchart illustrating a method of repairing a battery pack or battery module, in accordance with embodiments of the present disclosure.\nMaintenance of automotive vehicles with internal combustion engines is a well-known art. Procedures are known for servicing the internal combustion engine of the vehicles, the drive train, the battery (which is generally used to start the vehicle and operate the electrical devices within the vehicle), and the fuel storage and distribution system. In contrast, widespread use of electrical vehicles is a relatively new phenomenon and there is an ongoing need for improved procedures for performing maintenance on the batteries of such vehicles. For example, when a traditional vehicle with an internal combustion engine is involved in an accident, it is typical to drain the gasoline or other fuel from the vehicle for safety purposes. In contrast, when an electrical vehicle is involved in an accident, the battery pack of the vehicle may contain a relatively large amount of energy, and may even be in a fully charged state. It is not at all apparent how the battery pack can be discharged as there are many different types of battery pack, as well as various techniques used to access the packs. Further, after an accident, systems of the vehicle may not be functioning properly and may prevent maintenance from being performed on the battery pack whereby the battery pack cannot be discharged using normal procedures. In one aspect, the present invention provides an apparatus and method for safely accessing the battery pack of an electrical vehicle and discharges the battery pack. However, the present invention is not limited to this configuration and may be used generally to perform maintenance on the battery pack of an electric vehicle.\nThe device of the present invention can be used to “de-power” the battery pack of an electric vehicle or provide other maintenance on the battery pack including charging the battery pack. In general, this activity can be problematic for a number of reasons. First, different types of electric vehicles use different types of battery packs. The configuration, voltages, and connection to such packs vary greatly. Further, the vehicle itself typically includes “intelligence” to control the charging and discharging, as well as monitoring the status of the battery pack. Further still, some battery packs themselves include “intelligence” to control the charging and discharging of the battery pack as well as monitor the status of the battery pack. The device of the present invention is capable of interfacing with a databus of the vehicle and/or a databus of the battery pack in order to control and monitor operation of the battery pack. Again, the connection to these databuses varies greatly between vehicles. Further still, the data format and specific data varies between vehicles. The problem of performing maintenance on a battery pack is exacerbated when a vehicle has been in an accident. The battery pack may be physically difficult to access and it may be difficult to obtain electrical connections to the battery pack and/or vehicle for discharging the battery as well as for communicating over the vehicle or battery pack databus. Depending on the damage which occurs during an accident, the battery pack may be isolated for safety reasons. This isolation presents another challenge in accessing the battery pack. Further, the circuitry of the maintenance device must be capable of operating with the relatively high DC voltages, for example 400 Volts, which are present in electrical vehicle battery packs. These high voltages must be isolated from the logic and control circuitry of the device as well as the operator. Additionally, in one aspect, the device also includes a charger function for use in charging some or all of the cells of a battery pack in order to place the battery pack into service.\nElectric vehicles typically include “contactors” which are electrically operated relays (switches) used to selectively couple the high voltage from the battery pack to the powerful electric motors used in the drivetrain of the vehicle. In order to access the battery pack from a location on the vehicle, it is necessary for these contactors to be closed to complete the electrical circuit. However, in an accident, the controlling electronics of the vehicle and/or battery pack will typically disconnect (open) the contactors for safety purposes in order to isolate the battery pack from the vehicle. Thus, in one embodiment, the present invention communicates with the controller of the electrical vehicle or battery pack, or directly with the contactors, to cause the contactors to close and thereby provide access to the high voltage of the battery pack. When communicating with the control system of the vehicle, the device of the present invention can provide information to the vehicle system indicating that it is appropriate for the contactors to close. Thus, failure indications or other errors, including errors associated with a vehicle being in an accident, must be suppressed. Instead, information is provided to the vehicle system by the battery pack maintenance device which indicates that it is appropriate for the contactors to be closed.\n FIG. 1 is a simplified block diagram showing battery pack maintenance device 100 coupled to an electric vehicle 102. The vehicle 102 is illustrated in a simple block diagram and includes a battery pack 104 used to power the vehicle 102 including providing power to motor(s) 106 of the vehicle. The vehicle 102 includes a vehicle controller 108 coupled to a databus 110 of the vehicle. The controller 108 receives information regarding operation of the vehicle through sensors 112 and controls operation of the vehicle through outputs 114. Further, the battery pack 104 is illustrated as including its own optional controller 120 which monitors operation of the battery pack 104 using battery pack sensors 122.\nDuring operation, the electric vehicle 102 is controlled by the controller 108, for example, based upon input from a driver through operator I/O 109. Operator I/O 109 can comprise, for example, a foot accelerator input, a brake input, an input indicating an position of a steering wheel, information related to a desired gearing ratio for a drive train, outputs related to operation of the vehicle such as speed, charging information, amount of energy which remains in the battery pack 104, diagnostic information, etc. The controller 108 can control operation of the electric motors 106 to propel the vehicle, as well as monitor and control other systems of the vehicle 102. The controller 120 of battery pack 104 can be used to monitor the operation of the battery pack 104. For example, the sensors 122 may include temperature sensors configured to disconnect the batteries of the battery pack if a threshold temperature is exceeded. Other example sensors include current or voltage sensors, which can be used to monitor charge of the battery pack 104. FIG. 1 also illustrates contactor relays 130 of the vehicle 102 which are used to selectively decouple the battery pack 104 from systems of the vehicle 102 as discussed above. For example, the controller 108 can provide a signal to cause the contactors 130 to close thereby connecting the battery pack 104 to electrical systems of the vehicle 102.\nBattery pack maintenance device 100 includes a main unit 150 which couples to the vehicle through a low voltage junction box 152 and a high voltage junction box 154. These junction boxes 152, 154 are optional and other techniques may be used for coupling the maintenance device 100 to the vehicle 102. Maintenance device 100 includes a microprocessor 160, I/O circuitry 162 and memory 164 which contains, for example, programming instructions for use by microprocessor 160. The I/O circuitry 162 can be used to provide user input, output, remote input, output as well as input and output with vehicle 102. The maintenance device 100 includes a controllable load 170 for use in discharging the battery pack 104. An optional charging source 171 is also provided and can be used in situations in which it is desirable to charge the battery pack 104, for example, to perform maintenance on the battery pack 104. The high voltage junction box 154 is used to provide an electrical connection between terminals of the battery pack 104 and the maintenance device main unit 150. Using this connection, batteries within the battery pack 104 can be discharged using the load 170 or charged using the charging source 171. Similarly, low voltage junction box 152 is used by battery pack maintenance device 100 to couple to low voltage systems of the electric vehicle 102. Such systems include the databus 110 of the vehicle, sensors 112, outputs 114, etc. Through this connection, as discussed above, the maintenance device 100 can gather information regarding the condition of systems within the vehicle 102 including the battery pack 104, and can control operation of systems within the vehicle 102. Similarly, through this connection, the outputs from sensors 112 can be changed or altered whereby altered sensor outputs can be provided to controller 108. This can be used, for example, to cause controller 108 to receive information indicating that the vehicle 102 or battery pack 104 is in a condition which is different from what the sensors 112 are actually sensing. For example, this connection can be used to cause the contactors 130 to close to thereby provide an electrical connection to the battery pack 104. Further, the low voltage junction box 152 can be used to couple to the controller 120 and/or sensors 122 of the battery pack 104.\nThe junction boxes 152, 154 couple to vehicle 102 through the use of an appropriate connector. The particular connector which is used can be selected based upon the specific type of vehicle 102 and the type of connections which are available to an operator. For example, OBD II connection can be used to couple to the databus 110 of the vehicle. Other plugs or adapters may be used to couple to sensors 112 or outputs 114. A particular style plug may be available for coupling the high voltage junction box 154 to the battery pack 104. If there are no contactors which are available or if they cannot be accessed or are unresponsive, in one configuration clips or other types of clamp on or selectively connectable contactors can be used to perform the coupling.\n FIG. 2 is a simplified block diagram of a battery pack maintenance device 100 in accordance with one example embodiment of the present invention. The device includes microprocessor 160 which operates in accordance with instructions stored in a memory 164. A power supply is used to provide power to the device. The power supply 180 can be coupled to an AC power source, such as a wall outlet or other high power source, for use in charging the battery pack 104 of the vehicle 102. Additionally, the power supply 180 can be coupled to a DC power source, such as a 12 Volt battery, if the device 100 is only used for discharging of the vehicle battery pack 104. For example, in addition to the battery pack 104, many electric vehicles also include a standard 12 Volt automotive battery. This 12 Volt automotive battery can be used to power maintenance device 100. The microprocessor communicates with an operator using an operator input/output 182. Other input/output circuitry 184 is provided for use in physically connecting to a data communication link such as an RS232, USB connection, Ethernet, etc. An optional wireless I/O circuit 186 is also provided for use in communicating in accordance with wireless technologies such as WiFi techniques, Bluetooth®, Zigbee®, etc. Low voltage input/output circuitry 190 is provided for use in communicating with the databus of the vehicle 108, the databus of the battery pack 104, or receiving other inputs or providing outputs to the vehicle 102. Examples include the CAN communication protocol, OBDII, etc. Additionally, contact closures or other voltage inputs or outputs can be applied to the vehicle using the low voltage I/O circuitry 190. FIG. 2 also illustrates an operator shut off switch 192 which can be activated to immediately disconnect the high voltage control 170 from the battery 104 using disconnect switch 194. Other circuit configurations can be used to implement this shut off capability. This configuration allows an operator to perform an emergency shut off or otherwise immediately disconnect the device 100 from the battery if desired.\nThe low voltage junction box 152 also provides an optional power output. This power can be used, for example, to power components of the vehicle 102 if the vehicle 102 has lost power. This can be useful, for example, to provide power to the controller 108 of the vehicle 102 such that information may be gathered from the vehicle and various components of the vehicle can be controlled such as the contactors 130.\nIn one configuration, the connection between the high voltage control circuitry 170 and the high voltage junction box 154 is through Kelvin type connectors. This can be used to eliminate the voltage drop which occurs when large currents are drawn through wiring thereby providing more accurate voltage measurements. The actual connection between the junction box 154 and the battery pack 104 need not be through a Kelvin connection if the distance between the junction box 154 and the battery pack 104 is sufficiently short for the voltage drop across the connection leads to be negligible. Isolation circuitry such as fuses may be provided in the junction box 154 to prevent the application of a high voltage or current to the maintenance device 100 and thereby protect circuitry in the device. Similarly, the low voltage junction box 152 and/or the low voltage I/O 190 may include isolation circuitry such as optical isolators, inductors to provide inductive coupling, or other techniques. The low voltage junction box 152 may also include an optional user output and/or input 196. For example, this may be a display which can be observed by an operator. An example display includes an LED display, or individual LEDs, which provides an indication to the operator regarding the functioning of the low voltage junction box, the vehicle, or the battery pack. This can be used to visually inform an operator regarding the various functions being performed by the low voltage junction box, voltages detected by the low voltage junction box. A visual output and/or input 198 can be provided on the high voltage junction box 154.\nThe appropriate high voltage junction box 154 and low voltage junction box 152 can be selected based upon the particular vehicle 102 or battery pack 104 being inspected. Similarly, the junction boxes 152, 154 can be selected based upon the types of connections which are available in a particular situation. For example, if the vehicle is damaged, it may be impossible to couple to the battery pack 104 through available connectors. Instead, a junction box 154 can be employed which includes connection probes which can be coupled directly to the battery pack 104. Further still, if such a connection is not available or is damaged, connectors can be provided for coupling to individual cells or batteries within the battery pack 104.\nThe use of the low voltage and high voltage junction boxes 152, 154 are advantageous for a number of reasons. The junction boxes can be used to provide a standardized connection to the circuitry of the maintenance device 100. From a junction box 152, 154, specialized connectors can be provided for use with different types of vehicles and/or battery packs. Similarly, different types of junction boxes 152, 154 can be utilized for different vehicles and/or battery packs. The junction boxes 152, 154 allow a single set cable connection to extend between the device 100 and a remote location. This provides better cable management, ease of use, and increased accuracy.\nIn addition to use as a load for discharging the battery, the high voltage control circuitry may also optionally include a charging for use in charging the battery.\n FIG. 3 is a schematic diagram of controllable load 170. In FIG. 3 , a number of isolated gate bipolar transistors (IGBT) 220A, 220B, 220C, and 220D are shown and controlled by a gate connection to microprocessor 160. The IGBTs 220A-D connect to load resistors 222A, 222B, 224A, and 224B. As illustrated in FIG. 3 , the four load resistors are 33 OHM resistors. Using the transistors 220A-D, the resistors 222A, B and 224A, B can be coupled in various series-parallel configurations in order to apply different loads to the battery pack 104. In this way, the load applied to the battery pack 104 is controllable by microprocessor 160. In one aspect, the present invention includes isolated gate bipolar transistors (IGBT) to selectively couple loads to the battery pack 104 for discharging the pack. An IGBT is a transistor configured with four semiconducting layers arranged as PNPN. A metal oxide semiconductor is arranged to provide a gate. The configuration provides a transistor which is controlled easily in a manner similar to a field effect transistor but which is also capable of switching large currents like a bipolar transistor.\nWhen the device 100 is coupled to a vehicle 102 which has been in an accident, the device 100 can perform various tests on the vehicle 102 to determine the condition of the vehicle and the battery. For example, in one aspect, the device 100 detects a leakage between the positive and negative terminals of the battery pack 102 and the ground or chassis of the vehicle 102. For example, a wheatstone bridge circuit 230 can be used between the positive and negative terminals of the battery pack 104 with one of the legs of the bridge connected to ground.\nDuring discharging of the vehicle battery pack 104, data can be collected from the battery pack. For example, battery packs typically include sensors 122 such as voltage, current and temperature sensors arranged to collect data from various locations within the battery pack. This information can be obtained by the maintenance device 100 via the coupling to the databus 110. During discharge, any abnormal parameters measured by the sensors can be used to control the discharge. For example, if the battery pack 104 is experiencing excessive heating, the discharge rate can be reduced until the battery temperature returns to an acceptable level. If any of the internal temperature sensors of the battery pack are not functioning, an external battery pack temperature sensor can be used to detect the temperature of the battery pack. Similarly, if cells within the pack are experiencing an abnormally high current discharge, the discharge rate can be reduced. Further still, if such data cannot be obtained because the sensors are damaged or the databus is damaged or inaccessible, the maintenance device 100 can automatically enter a slow/safe discharge state to ensure that the battery is not damaged.\nWhen placing a battery pack 104 into service, the maintenance device 100 can identify individual cells or batteries within the pack 104 which are more or less charged than other cells. Thus, the individual cells or batteries within a pack can be balanced whereby they all have substantially the same charge capacity and/or state of charge as the other cells or batteries within the pack.\nIn another aspect of the present invention, the maintenance device 100 is capable of providing a “jump start” to a hybrid electric vehicle 102. For example, if the internal combustion engine of a hybrid electric vehicle is started using power directly from the battery pack and if the charge of the battery pack 104 is too low, there is insufficient energy available to start the engine. The maintenance device 100 of the present invention can be used to provide sufficient power to a starter motor of the internal combustion engine for starting the engine. Once the internal combustion engine is running, the engine itself is used to charge the battery pack 104.\nIn FIG. 3 , a voltage sensor 232 is connected across the wheat stone bridge 230. Further, the bridge is optionally connected to electrical ground through switch 234. Any voltage detected by voltage sensor 232 across the bridge 230 is an indication that there is a current leak between the positive and/or negative terminals of the battery pack 104 and the electrical ground or chassis of the vehicle 102. The voltage sensor 232 can provide an output to microprocessor 130 and used to alert an operator of a potentially dangerous situation and indicate that the battery pack 104 must be disconnected from the vehicle 102 before further maintenance is performed.\n FIG. 3 also illustrates a relay 226 which is used to isolate the load resistances 222/224 from the battery pack until a discharge is commanded by the microprocessor 160. The voltage across the battery pack 104 can be measured using a voltage sensor 242 connected in series with a resistance 240. The output from sensor 242 is provided to microprocessor 160 for use in performing maintenance in the battery pack 104.\nDuring operation, the components of the device 100 may experience a great deal of heating. An air flow cooling system can be used to dissipate the heat. FIG. 4 shows one such configuration. As illustrated in FIG. 4 , the air flow moves from the low power electronics 300, passed the high power electronics 302 and over the load resistors 222A, B and 224A, B. The air flow then leaves the housing of the device 100. In FIG. 4 , the air flow is controlled by fans 304. The fans 304 can be controlled using microprocessor 160 whereby their speed can be adjusted as needed based upon measurements from temperature sensors 306 which can be placed at various locations within the housing of device 100. In this configuration, hot air generated by the load resistance is immediately blown out of the housing rather than past any components.\nSome electrical vehicles include what is referred to as a “pre-charge contactor.” The pre-charge contactor can be used to charge capacitances of the vehicle at a slow and controlled rate prior to switching in the main contactor 130 shown in FIG. 1 . This prevents excessive current discharge from the battery pack when the main contactor is activated and the pack is directly coupled to the loads of the vehicle including the traction module of the vehicle which is used to control electric motors of the vehicle.\nIn another aspect, some or all of the information obtained during testing and discharge of a battery pack 104 is retrieved and stored, for example in the memory 164 shown in FIG. 1 , for subsequent access. This information can be offloaded to another device, for example a USB drive or the like, or transmitted over a network connection. This can be particularly useful to examine information retrieved after a vehicle has experienced an accident. The information can be information which is downloaded from the controller 108 of the vehicle 102 and may also be information related to how the vehicle battery pack 104 was discharged and removed from service.\nIn another aspect, more than one maintenance device 100 can be coupled to a battery pack 104 and the multiple devices can be configured to work in tandem. More specifically, the devices 100 can be coupled using the input/output circuitry 184 shown in FIG. 2 whereby one of the devices 100 operates as a master and one or more other devices 100 operate as slaves under the control of the master device. This arrangement can be used to increase the rate at which a battery pack 104 is discharged. In such a configuration, a bridgeable power supply may also be employed.\n FIG. 5 is a simplified diagram showing a removable plug 350 which can be selectively coupled to battery pack maintenance device 100. Removable plug 350 includes a 5 OHM resistor 352 configured to connect in parallel through connectors 354 and 356. Removable plug 350 includes a magnet 360 configured to actuate a reed switch 362. Reed switch 362 connects to microprocessor 160 whereby microprocessor 160 can sense the presence of the plug 350. When plug 350 is coupled to device 100, the resistance of one or more of the 33 OHM resistors 222A,B and 224 A,B can be changed because the resistor is in series with the 5 OHM resistor yielding a resistance of about 4.3 OHMs. However, any configuration desired can be provided. This allows the device 100 to apply a smaller resistance to the battery pack 104 thereby increasing the discharge rate if desired. For example, a particular battery pack may be of a sufficiently low voltage to allow for an increased current draw to thereby increase the rate at which the battery pack 104 is discharged. Using reed switch 362, the microprocessor 160 is able to detect the presence of the plug 350 whereby calculations which rely on the value of applied load resistance can be compensated appropriately. Although only a single resistor 352 is shown, the plug 350 may include any number of resistors to be placed in parallel with load resistances in the device 100. Preferably plug 350 includes a cooling mechanism to reduce the heating of resistor 352. For example, the plug 350 may include metal or other heat conducting fins or the like. A fan may also be employed. The fan may be the same cooling fan used in device 100 or, plug 350 may optionally include its own fan. In another embodiment, the alternative resistance values are located within the main unit, and are switched into the circuit using the removable plug.\n FIG. 6 is a perspective view of another example embodiment of a controllable load 170 illustrated in a housing 402. In the configuration of FIG. 6 , resistive elements are provided using a number of resistive coils 400. In one example embodiment, these resistive coils can be the type of coils used in consumer applications such as electric clothing dryers. For example, one such coil is rated at approximately 5.3 KW at 240 volts. Note that if the rated voltage is exceeded, the coil will melt and become an open circuit. Further, it is also preferable that the coils 400 have resistances which are similar. The coils 400 are carried on supports 404 preferably made of an electric insulator capable of handling high temperatures. To assist in heat dissipation, an air flow can be provided across the coils 400 as shown in FIG. 4 .\n FIG. 7 is a simplified schematic diagram of another example embodiment of controllable load 100. In the configuration of FIG. 7 , the four coils 400 illustrated in FIG. 6 are electrically connected in a series/parallel configuration. In this configuration, switches K1, K2, K3 and K4 are provided for controlling the resistance provided by controllable load 100. These switches can be any type of switch including relays or transistor switches. In one configuration, the switches are manual switches. Switches K1 and K2 control two parallel legs of the circuit while switches K3 and K4 control the amount of resistance in series in each leg. In this configuration, a maximum discharge capability of 20 KW is provided if both switches K1 and K2 are closed and switches K3 and K4 are open. The B+ and B− connections are used for coupling to the storage battery and fusible links 406 are provided for safety. In one example configuration, if the voltage across terminals B+ and B− drops below 240 volts DC, switch K3 and/or switch K4 can then be closed to reduce the resistance applied to battery 104 and optimize the loading of the battery. FIG. 8 is a graph showing the loading performance of such an arrangement. As illustrated in FIG. 8 , the step change occurs when the resistive load provided by controllable load 100 is decreased, for example, by activating switch K2 \nAs mentioned above, the fans illustrated in FIG. 4 can be used to provide an air flow across the coils 400. In one configuration, all of the fans control circuits and relays may be operated by 12 volt DC and can be powered, for example, by an auxiliary battery or a “cigarette lighter” output from a vehicle such as a tow truck. A double insulation technique can be used proximate the load coils such that any electrical fault, for example a heater coil failure, cannot be conducted to a location outside of the housing 402. Optional temperature safety sensors 306 shown in FIG. 4 can be used. The temperature sensors 306 can be provided on both the inlet and the outlet of each heater coil and can be used to detect fan failure or blocked air flow. This configuration can also be used to detect the amount that the air is heated by the coil. In another example configuration, fusible links 404 may provide hard wired tem | A battery maintenance device for performing maintenance on a battery pack of an automotive vehicle powered by the battery pack includes communication circuitry configured to retrieve information related to condition of batteries/cells of the battery pack obtained using sensors in the battery pack. Measurement circuitry couples to batteries/cells of the battery pack and obtains measurement information related to a measured condition of batteries/cells of the battery pack. A controller verifies operation of the sensors in the battery pack by comparing the retrieved information with the measurement and provides a comparison output. Output circuitry outputs an indication of a failing sensor in the battery pack based upon the comparison output. | US:17/086,629 | https://patentimages.storage.googleapis.com/31/d6/be/164f24e7b2031e/US11668779.pdf | US:11668779 | Kevin I. Bertness | Midtronics Inc | US:85553, GB:154016:A, US:2000665, US:2254846, US:2417940, US:2437772, US:2514745, US:2689939, US:2727221, US:3025455, US:3178686, US:3223969, US:3215194, US:3267452, US:3356936, US:3607673, US:3562634, US:3753094, US:3593099, US:3889248, US:3652341, US:3676770, US:3704439, US:3699433, US:3729989, US:3886443, JP:S5216550:B1, US:3873911, US:3796124, US:3876931, US:3750011, US:3776177, US:3745441, US:3811089, US:3969667, US:3906329, US:3857082, US:3808522, US:3808401, US:3808573, US:3879654, US:3886426, US:3979664, US:3816805, US:3989544, US:3850490, US:3909708, US:4023882, US:3936744, US:3920284, US:3939400, US:4056764, US:3997830, US:3946299, US:3947757, US:3984762, US:3984768, US:4053824, US:4024953, US:4008619, US:4126874, US:4086531, US:4057313, US:4047091, US:4070624, US:4106025, US:4114083, US:4112351, US:4160916, US:4193025, US:4178546, US:4280457, US:4176315, US:4392101, GB:2029586:A, US:4218745, US:4351405, US:4297639, US:4207610, US:4207611, US:4217645, US:4379989, DE:2926716:B1, EP:0022450:A1, US:4307342, US:4369407, US:4295468, US:4322685, US:4315204, US:4379990, US:4352067, US:4316185, US:4665370, US:4361809, GB:2088159:A, US:4412169, US:4385269, US:4363407, US:4441359, US:4544312, US:4423379, US:4408157, US:4424491, US:4396880, US:4514694, US:4360780, US:4459548, US:4423378, US:4425791, US:4390828, US:4520353, US:4709202, JP:S5917893:A, JP:S5917894:A, JP:S5917892:A, US:4521498, US:4564798, US:4707795, JP:S59215674:A, US:4626765, US:4502000, US:4637359, US:4743855, US:4560230, JP:S60225078:A, US:4633418, US:4659977, US:4678998, US:4620767, US:4680528, US:4719428, US:4679000, US:4949046, US:4643511, US:4667143, US:4663580, US:4773011, JP:S62180284:A, US:4781629, US:D299909:S, US:4667279, US:4888716, US:4686442, US:4710861, JP:S6327776:A, US:4697134, US:4745349, US:6271643, US:4983086, US:4956597, US:RE37677:E1, US:4849700, US:4723656, US:4874679, US:4933845, US:5179335, US:5004979, US:4926330, US:4907176, US:4913116, US:4885523, US:5508599, US:4816768, US:4947124, US:4965738, US:5168208, US:4825170, US:4881038, US:4826457, US:4912416, US:4820966, US:4876495, US:5528148, US:4968941, US:4847547, US:5159272, US:4901007, US:5087881, US:4932905, US:4937528, US:5281919, US:4968942, US:4929931, US:4931738, US:5434495, EP:0391694:A2, US:5034893, US:5047722, US:5037778, US:5144248, US:5339018, US:5160881, US:5345384, US:4934957, US:5426371, US:5254952, US:5300874, US:4969834, US:5144218, US:5083076, US:5130658, US:5032825, DE:4007883:A1, JP:H03274479:A, JP:H03282276:A, US:5187382, US:5037335, US:D330338:S, JP:H048636:A, US:5745044, US:5170124, US:5095223, US:5223747, US:5030916, US:5412323, JP:H0495788:A, GB:2246916:A, US:5338515, US:5140269, US:5126675, EP:0476405:A1, JP:H04131779:A, US:5633985, US:5432429, US:5164653, US:5081565, US:5563496, US:5585416, US:5347163, US:5332927, US:5365453, US:5504674, US:5194799, US:5204611, US:5167529, US:5302902, US:5278759, US:5295078, US:5108320, US:5214385, US:5449997, US:5241275, JP:H04372536:A, US:5109213, US:5325041, US:5365160, US:5214370, US:5321626, US:5357519, US:5202617, US:6009369, US:5650937, US:5384540, US:5321231, US:5596261, JP:H05211724:A, US:5321627, US:5266880, GB:2266150:A, US:5381096, US:5572136, US:5821756, US:5585728, WO:1993022666:A1, US:5352968, US:5309052, US:5313152, US:5432426, US:5747189, US:5685734, US:5323337, US:5449996, US:5281920, WO:1994005069:A1, US:5442274, US:5296823, US:5336993, US:5457377, US:5656920, US:5469043, US:5426416, US:5349535, US:5343380, US:5387871, US:5903716, US:5717336, US:5537967, US:5315287, EP:0637754:A1, US:5485090, US:5631831, GB:2275783:A, US:5298797, US:5425041, US:5486123, US:5462439, US:5369364, US:5394093, US:5546317, US:5825174, US:5550485, US:5445026, US:5548273, US:5410754, US:5331268, US:6075339, US:5435185, US:5430645, US:5589292, US:5432025, JP:H07128414:A, US:5402007, US:5562501, US:5453027, US:5451881, US:5654623, US:5459660, US:5711648, US:5927938, US:5951229, US:5412308, US:5589757, US:5583416, US:5707015, US:5642031, US:5555498, US:5596260, US:5631536, US:5573611, US:5519383, US:5871858, WO:1996001456:A1, US:5598098, US:6005489, US:6271748, WO:1996006747:A2, US:20020044050:A1, US:6545599, US:5939855, US:5578915, US:5606242, US:5621298, US:5488300, US:5778326, US:5832396, US:5869951, US:5789899, US:5691621, US:5796239, US:5644212, US:5592094, US:5652501, US:5541489, US:5739667, US:5808469, US:5773962, US:5614788, US:5602462, US:5818201, US:5744962, WO:1996028846:A1, US:5574355, US:5780980, US:5592093, US:5561380, US:5705929, RU:2089015:C1, US:20030009270:A1, US:20050273218:A1, US:20010048215:A1, US:6533316, US:6738697, US:20020027346:A1, US:6037749, WO:1997001103:A1, US:6091238, US:5760587, US:6184656, US:5699050, US:5884202, US:5872453, US:7287001, US:6055468, US:5793359, JP:H0961505:A, US:6097193, US:5661368, US:5653659, US:5712795, US:5701089, US:5754417, EP:0772056:A1, US:5637978, US:5684678, US:5865638, US:5732074, US:5710503, US:6031354, US:5862515, US:5677077, US:5747967, US:6150793, US:5717937, US:5747909, US:5912534, US:6411098, US:5969625, US:5820407, US:5818234, US:5978805, US:5757192, US:5870018, WO:1997044652:A1, US:5946605, US:5939861, FR:2749397:A1, US:5675234, US:20070244660:A1, US:6051976, US:20050035752:A1, US:7706991, US:6885195, WO:1998004910:A1, US:8872517, US:6329793, US:20040104728:A1, US:7940052, US:7295936, US:7656162, US:6914413, US:6091245, US:6445158, US:20050021475:A1, US:8198900, US:7246015, US:7003410, US:5780974, JP:H1056744:A, US:5811979, US:5666040, US:6177878, US:5721688, US:6031368, DE:19638324:A1, US:5772468, US:5916287, US:6332113, US:6396278, US:5945829, US:5773978, US:5929609, WO:1998021132:A1, US:6016047, US:6064372, JP:H10232273:A, US:6600815, US:5895440, US:6534993, US:5914605, US:6392414, US:6310481, US:5953322, US:6236949, US:5872443, US:5903154, US:5850113, US:5831435, US:5826467, US:6087815, US:6114834, US:5821757, US:5961604, US:6526361, WO:1998058270:A1, US:5950144, US:5935180, US:6037745, US:6147598, US:6407554, US:6046514, US:6252942, US:6061638, US:5961561, US:6263268, US:6149653, US:5973598, JP:H11150809:A, US:6161640, JP:H11103503:A, US:6236332, US:6141608, US:20030025481:A1, US:8493022, US:6313608, US:6909287, US:6104167, US:7688074, US:6871151, US:8958998, US:6850037, US:20060282227:A1, US:20070159177:A1, US:7705602, US:6633165, US:7642787, US:20030090272:A1, US:20050162172:A1, US:7774151, US:7999505, US:6331762, US:7003411, WO:1999023738:A1, US:6081098, US:7126341, US:20020171428:A1, US:8674654, US:20020153864:A1, US:6037778, US:6081109, US:6118252, US:6072300, US:6009742, US:20020004694:A1, US:6177737, US:6100815, US:6137261, US:6072299, US:5883306, US:6008652, US:6136914, US:6005759, US:6081154, JP:H11271409:A, US:5990664, US:6167349, US:6473659, US:6100670, US:6218805, US:5955951, US:6172505, WO:1999056121:A1, US:6225898, US:6259170, US:6507196, US:6037751, US:6263322, US:6164063, US:5963012, US:6424157, US:6259254, US:6424158, US:6420852, US:6218936, EP:0982159:A2, GB:2353367:A, US:6477478, US:6294896, US:6262563, US:6172483, US:6002238, US:6037777, US:6222369, WO:2000016083:A1, US:6532425, US:6158000, US:6181545, US:6094033, US:6140797, US:6130519, US:6242921, US:6272387, US:6202739, US:5982138, US:6262692, US:6113262, JP:2001057711:A, US:6433512, US:6906624, US:6250973, US:6324042, US:6211651, US:6144185, US:20020130665:A1, US:7039533, US:20020065619:A1, US:20030078743:A1, US:6806716, US:20020193955:A1, US:20050218902:A1, US:6795782, US:20020010558:A1, US:6707303, US:20030124417:A1, US:6323650, WO:2000062049:A1, US:7505856, US:7058525, US:6351102, US:20020036504:A1, US:6456045, US:6536536, US:6556019, US:6359441, US:6316914, WO:2000067359:A1, US:6121880, US:6441585, US:20020041175:A1, US:6275008, JP:2001023037:A, US:6529723, US:6449726, US:6993421, US:7184866, US:20010012738:A1, US:6313607, US:6137269, US:6737831, US:6495990, WO:2001016614:A1, US:6294897, WO:2001016615:A1, US:6437957, US:6497209, US:6744149, US:6377031, US:6465908, US:6635974, US:20050254106:A9, US:6320385, US:6285191, US:6505507, US:6255826, US:6254438, US:6624635, US:6215275, US:6163156, US:8754653, US:6249124, US:6363303, US:7557586, US:6566883, US:6191557, US:6614349, US:20050021197:A1, US:6184655, US:6211653, US:6236186, US:6740990, WO:2001051947:A1, US:20010033169:A1, US:6466025, WO:2001059443:A1, US:6307349, US:6225808, US:6501243, US:6346795, US:20030137277:A1, US:6238253, US:6972662, US:6679212, US:7446536, US:7598743, US:20050231205:A1, US:9052366, US:7398176, US:20050212521:A1, US:20060217914:A1, US:20080315830:A1, US:8237448, US:6967484, US:6759849, US:20090085571:A1, US:8872516, US:20050057256:A1, US:7924015, US:6586941, US:8513949, US:20020003423:A1, US:20040036443:A1, US:6998847, US:7728597, US:7598744, US:20030006779:A1, US:6389337, US:20030155930:A1, US:6736941, US:20010035737:A1, US:6573685, DE:60112502:T2, US:20020021135:A1, US:20010048226:A1, US:6531848, US:D442503:S1, US:6359442, US:20020007237:A1, US:6356042, US:6636790, US:6732031, US:6222342, US:6628011, US:6856972, US:20020030495:A1, US:6577107, US:20050060070:A1, US:6242887, US:20040113494:A1, US:6304087, US:6906523, US:20020047711:A1, US:6347958, US:6456036, US:20020074398:A1, US:6629054, US:20020050163:A1, US:6909356, US:20020118111:A1, US:6448778, US:7848857, US:20080059014:A1, US:6356083, US:20050213874:A1, US:20020116140:A1, US:6534992, US:20020121901:A1, US:20020121877:A1, US:20020128985:A1, US:6388448, US:6384608, US:6611740, US:20020176010:A1, CN:2470964:Y, US:6570385, US:20050017726:A1, US:6777945, US:20030194672:A1, US:7235977, US:20040051534:A1, US:20040164706:A1, US:20020152791:A1, US:7069979, US:6961445, US:20040150494:A1, US:20040239332:A1, US:6417669, US:20040251876:A1, US:7015674, US:7501795, US:6597150, US:7479763, US:6788025, US:20040032264:A1, US:6469511, US:6544078, US:20030017753:A1, US:7883002, US:7272519, US:20030040873:A1, US:20080169818:A1, US:20030030442:A1, US:20030036909:A1, US:20030114206:A1, US:6784635, US:7376497, US:20030060953:A1, US:20050119809:A1, US:6466026, US:6621272, US:6941234, US:7363175, US:20030088375:A1, US:7034541, US:20040145371:A1, US:6531847, US:7592776, US:7198510, US:20050017952:A1, US:6599243, US:6745153, US:6983212, WO:2003047064:A2, US:6618644, US:6686542, US:20030128036:A1, US:6771073, US:20030128011:A1, US:6696819, US:20030171111:A1, US:20040113588:A1, US:20030164073:A1, US:20030169019:A1, US:20030169018:A1, WO:2003076960:A1, US:6500025, US:20030177417:A1, US:20030173971:A1, US:6930485, US:20100145780:A1, US:20030184262:A1, US:20030187556:A1, US:6805090, US:20030184264:A1, US:6906522, US:20030184306:A1, GB:2387235:A, US:20030197512:A1, US:20030212311:A1, US:7120488, US:20030214395:A1, US:20040065489:A1, US:20030224241:A1, JP:2003346909:A, US:7089127, US:7657386, US:20030236656:A1, US:20040000913:A1, US:20050173142:A1, US:20040000893:A1, US:20040000915:A1, US:6784637, US:20040002825:A1, US:20040002824:A1, US:6842707, US:20040002836:A1, US:20040000590:A1, US:20040000891:A1, US:6825669, US:7182147, US:6667624, US:7173182, US:20050133245:A1, US:20040044454:A1, US:20050025299:A1, US:7200424, US:20060102397:A1, US:6623314, US:7102556, US:20040044452:A1, US:6966676, US:7723993, US:7081755, US:20040046564:A1, US:20040049361:A1, US:6911825, US:20040051532:A1, US:20040051533:A1, US:6988053, US:7012433, US:20040054503:A1, US:7177925, US:20040064225:A1, US:20040088087:A1, US:6832141, US:20050096809:A1, US:7049822, US:20040172177:A1, WO:2004047215:A1, US:20070108942:A1, US:7667437, US:20050007068:A1, US:20110215767:A1, US:20060012330:A1, US:6781382, US:20040108856:A1, US:20040108855:A1, US:20060139167:A1, US:7619417, US:7208914, US:6895809, US:20040157113:A1, US:6888468, US:20040145342:A1, US:20040178185:A1, US:6781344, US:6796841, US:20050102073:A1, US:6891378, US:20040189309:A1, US:6933727, US:20040199343:A1, US:20040207367:A1, US:6904796, US:20060152224:A1, US:6957133, US:20040221641:A1, US:20040227523:A1, US:7751953, US:20070082652:A1, US:7129706, US:20040251907:A1, US:7408358, US:6913483, US:20040257084:A1, US:20050021294:A1, US:7209860, US:20050009122:A1, US:20050043868:A1, US:7319304, US:20050192045:A1, US:7042346, US:20050143882:A1, US:9018958, US:9255955, US:7154276, US:20070194793:A1, US:8164343, US:8674711, US:20160154044:A1, US:20110265025:A1, US:7251551, US:7184905, US:20050076381:A1, US:6919725, US:20050073314:A1, US:7977914, US:20050077904:A1, US:20080106267:A1, US:20060026017:A1, US:20050099185:A1, US:7116109, US:7595643, US:7339477, US:20050128083:A1, US:20060282323:A1, US:20050128902:A1, US:20050134282:A1, US:20050168226:A1, US:7212887, US:20050159847:A1, US:6845279, US:6856162, US:20050182536:A1, US:20050184732:A1, US:7598699, JP:2005238969:A, US:8449560, US:20050206346:A1, US:7729880, US:7170393, US:7453238, US:7777612, US:7119686, US:20060030980:A1, US:20050256617:A1, US:20050258241:A1, US:20050264296:A1, US:7642786, US:20050269880:A1, US:7772850, US:7425833, US:7106070, US:20060017447:A1, US:7098666, US:7233128, US:7209850, US:7202636, US:20060076923:A1, US:7301303, US:8963550, US:20120182132:A1, US:8704483, US:9496720, US:20090184165:A1, US:8344685, US:8442877, US:8436619, US:20060038572:A1, US:20060043976:A1, US:20060061469:A1, US:20060079203:A1, US:20060089767:A1, US:7538571, US:7212911, US:7696759, US:20060136119:A1, US:8310271, US:8226008, US:20060092584:A1, US:20060091597:A1, US:20060090555:A1, US:20060090554:A1, US:20060095230:A1, US:20080094068:A1, EP:1807710:B1, EP:1810869:A1, US:7219023, US:20070259256:A1, US:20060125482:A1, US:7710119, US:7545146, US:7684908, US:20060161390:A1, US:20060155439:A1, US:20060161313:A1, US:7498767, US:7706992, JP:2006242674:A, US:20080194984:A1, US:7679325, US:7990155, US:20060244456:A1, US:20060244457:A1, JP:2006331976:A, US:7504830, US:7743788, US:7698179, US:20070005201:A1, US:8024083, US:20090276115:A1, US:20140194084:A1, US:20070026916:A1, US:20070024460:A1, US:7728556, US:20070046261:A1, US:20080303529:A1, US:20070088472:A1, US:7029338, EP:1786057:A2, US:20080256815:A1, US:7797995, WO:2007059935:A1, US:7774130, US:20080303528:A1, WO:2007075403:A2, US:20070182576:A1, US:20080053716:A1, US:20070194791:A1, US:20070205752:A1, US:20070205983:A1, US:20070210801:A1, US:20090273451:A1, US:7571035, US:20070279066:A1, US:20080023547:A1, US:7690573, US:20080036421:A1, US:7590476, US:20080064559:A1, US:20080086246:A1, US:20080087479:A1, US:20100066283:A1, US:20080103656:A1, US:20100052193:A1, US:20080179122:A1, US:7940053, US:7791348, US:7808375, US:20090006476:A1, CN:201063352:Y, WO:2009004001:A1, US:20090011327:A1, US:20090013521:A1, US:20090024419:A1, US:8306690, US:9274157, US:20090024266:A1, US:20110015815:A1, US:20130158782:A1, US:9335362, US:20160253852:A1, US:20160171799:A1, US:20090146800:A1, US:7902990, US:8203345, US:20090146610:A1, US:20090160395:A1, US:20090198372:A1, US:20090203247:A1, US:8594957, US:20090237029:A1, US:20090237086:A1, US:20090247020:A1, US:8047868, JP:2009244166:A, US:20090251151:A1, US:8222868, US:20090259432:A1, US:20090265121:A1, JP:2009261174:A, US:7959476, US:20090311919:A1, EP:2302724:A1, WO:2010007681:A1, US:20100023198:A1, DE:102008036595:A1, US:20100039065:A1, US:20110161025:A1, US:20100094496:A1, WO:2010035605:A1, US:20120256494:A1, US:20100088050:A1, WO:2010042517:A1, US:20110258112:A1, US:20100117603:A1, JP:5216550:B2, JP:2010172142:A, JP:2010172122:A, US:20100214055:A1, US:20100265131:A1, US:20120074904:A1, US:20100314950:A1, US:20110004427:A1, US:20120256568:A1, US:8509212, US:20110106280:A1, US:20110127960:A1, US:20120293372:A1, US:9588185, US:20110218747:A1, US:9425487, US:9166261, US:8827729, US:7914350, US:20110267067:A1, US:20110273181:A1, US:20150115720:A1, US:9229062, US:20110294367:A1, US:D643759:S1, US:20190204392:A1, US:20190154763:A1, US:20140239964:A1, US:20110300416:A1, WO:2011153419:A2, US:20180306867:A1, US:20140117997:A1, US:9419311, US:20140099830:A1, US:20120041697:A1, US:9201120, US:20120046824:A1, US:20120046807:A1, US:20120062237:A1, US:8738309, US:20120086399:A1, US:20120116391:A1, WO:2012078921:A2, US:20130314041:A1, US:20140029308:A1, US:20120249069:A1, US:20120274331:A1, US:8810200, US:20130172019:A1, US:20140225622:A1, US:20130099747:A1, US:20130106596:A1, CN:103091633:A, US:20130106362:A1, US:20130115821:A1, WO:2013070850:A2, US:20130311124:A1, US:10429449, US:20130134926:A1, US:20130200855:A1, US:20130218781:A1, US:20130288706:A1, US:20130297247:A1, US:D687727:S1, US:9037394, US:20130325405:A1, US:20140002021:A1, US:20220258619:A1, US:10046649, US:11325479, US:20190105998:A1, US:20140002094:A1, US:20190152332:A1, US:20140081527:A1, US:20140374475:A1, US:20140145670:A1, US:8825272, US:20140266061:A1, US:20140260577:A1, US:9244100, US:20140278159:A1, US:9312575, US:20140354237:A1, US:20140368156:A1, US:8901888, US:20150353192:A1, US:20160232736:A1, US:20150093922:A1, US:20160336623:A1, US:9639899, US:20160238667:A1, US:10843574, US:20150166518:A1, US:20150168499:A1, US:9923289, US:20150221135:A1, US:9056556, US:20150239365:A1, US:20160011271:A1, US:10473555, US:10222397, US:20160091571:A1, US:10317468, US:20160216335:A1, US:20180009328:A1, US:20160266212:A1, US:20160285284:A1, US:20160321897:A1, US:20170093056:A1, US:9966676, US:20170146602:A1, US:20170158058:A1, US:20200274370:A1, US:10608353, US:20170373410:A1, US:10525841, US:11054480, US:20180113171:A1, US:20210325471:A1, US:20200086757:A1, CN:206658084:U, US:20220050142:A1, DE:102018001880:A1, US:20200174078:A1, US:20210048374:A1, US:20210049480:A1, US:20210135462:A1, US:11545839, US:20210141043:A1, US:20210141021:A1, US:20210203016:A1, US:20210231737:A1 | 2023-06-06 | 2023-06-06 | 1. A battery maintenance device for performing maintenance on a battery pack of an automotive vehicle powered by the battery pack, comprising:\ncommunication circuitry configured to retrieve information related to state of charge of batteries/cells of the battery pack obtained using sensors in the battery pack;\nmeasurement circuitry separate from the sensors in the battery pack configured to couple to batteries/cells of the battery pack and obtain measurement information related to a measured state of charge of batteries/cells of the battery pack;\na controller connected to the communication circuitry and the measurement circuitry configured to verify operation of the sensors in the battery pack by comparing the retrieved information with the measurement and provide a comparison output;\nand\noutput circuitry connected to the controller configured to provide an output indicative of a failing sensor, among the sensors, in the battery pack based upon the comparison output, wherein the output is used to calibrate a sensor of the battery pack.\n, communication circuitry configured to retrieve information related to state of charge of batteries/cells of the battery pack obtained using sensors in the battery pack;, measurement circuitry separate from the sensors in the battery pack configured to couple to batteries/cells of the battery pack and obtain measurement information related to a measured state of charge of batteries/cells of the battery pack;, a controller connected to the communication circuitry and the measurement circuitry configured to verify operation of the sensors in the battery pack by comparing the retrieved information with the measurement and provide a comparison output;, and, output circuitry connected to the controller configured to provide an output indicative of a failing sensor, among the sensors, in the battery pack based upon the comparison output, wherein the output is used to calibrate a sensor of the battery pack., 2. The battery maintenance device of claim 1 wherein the measurement circuitry couples to battery/cells in the battery pack using Kelvin connections., 3. The battery maintenance device of claim 1 wherein the measurement circuitry applies a resistive load to battery/cells of the battery pack., 4. The battery maintenance device of claim 1 wherein the measured state of charge of battery/cells of the battery pack comprises voltage., 5. The battery maintenance device of claim 1 wherein the measured state of charge of battery/cells of the battery pack comprises a dynamic parameter., 6. The battery maintenance device of claim 1 wherein the comparison output from the controller is indicative of the retrieved information and the measurement being within an acceptable range., 7. The battery maintenance device of claim 6 wherein the acceptable range is stored in a memory., 8. The battery maintenance device of claim 1 wherein the output is provided to an operator., 9. The battery maintenance device of claim 1 wherein the output is provided to the battery pack., 10. The battery maintenance device of claim 1 wherein the output is used to program a controller of the battery pack., 11. The battery maintenance device of claim 1 wherein the output is provided to a remote location., 12. A method of repairing a battery pack or module of a battery pack comprising:\nretrieving information related to state of charge of batteries/cells of the battery pack obtained using sensors in the battery pack;\nmeasuring a state of charge of battery/cells of the battery pack using measurement circuitry separate from the sensors in the battery pack and providing measurement information output;\nverifying operation of the sensors in the battery pack by comparing the retrieved information with the measurement information and providing a comparison output; outputting information related to a failing sensor, among the sensors, in the battery pack based on the comparison output;\ncalibrating the sensors in the battery pack based upon the comparing.\n, retrieving information related to state of charge of batteries/cells of the battery pack obtained using sensors in the battery pack;, measuring a state of charge of battery/cells of the battery pack using measurement circuitry separate from the sensors in the battery pack and providing measurement information output;, verifying operation of the sensors in the battery pack by comparing the retrieved information with the measurement information and providing a comparison output; outputting information related to a failing sensor, among the sensors, in the battery pack based on the comparison output;, calibrating the sensors in the battery pack based upon the comparing., 13. The method of claim 12 wherein the measurement circuitry couples to battery/cells in the battery pack using a Kelvin connection., 14. The method of claim 12 wherein the measuring includes applying a resistive load to battery/cells of the battery pack., 15. The method of claim 12 wherein the measured state of charge of battery/cells of the battery pack comprises voltage., 16. The method of claim 12 wherein the measured state of charge of battery/cells of the battery pack comprises a dynamic parameter., 17. The method of claim 12 wherein the comparison output is indicative of the retrieved information and the measurement being within an acceptable range., 18. The method of claim 17 wherein the acceptable range is stored in a memory. | US | United States | Active | H | True |
| 93 | Safety apparatus and protection method of secondary battery for electric vehicle using switch \n | US9865863B2 | This application is a Division of U.S. patent application Ser. No. 12/740,252, filed Apr. 28, 2010, which is the United States National Phase of International Patent Application No. PCT/KR2008/005644, filed Sep. 23, 2008, which claims the priority of Korean Patent Application No. 10-2007-0113296, filed Nov. 7, 2007, the disclosures of which are hereby incorporated by reference herein in their entirety.\nField of the Invention\nThe present invention relates to a safety apparatus of a secondary battery, and more particularly, to a safety apparatus of a secondary battery which can prevent explosion and fire of the secondary battery using a switch or a rupture switch attached on the outside of the secondary battery if a swelling degree of the secondary battery reaches a predetermined value when the secondary battery is swelled due to abnormal usage such as overcharge, short-circuit, reverse-connection and heat-exposure of large-capacity lithium polymer battery.\nDescription of Related Art\nTypically, the secondary battery is capable of being recharged and being large-scaled. Cadmium nickel, hydrogen nickel and lithium ion battery can be taken as representative examples. Amongst them, the lithium ion battery is promising as next-generation power source because it has superior characteristics such as longevity and high capacity. However, if the lithium ion battery is exposed to abnormal usage environment such as overcharge, short-circuit, reverse-connection and heat-exposure, the gas is generated within the battery due to electrochemical reaction, thereby increasing an internal pressure of the battery. The battery is swollen due to the increased internal pressure and particularly an electrolyte or an active material is partially decomposed to cause the internal pressure and temperature of the battery to be increased rapidly if the abnormal usage time such as overcharge is persisted, which results in danger of causing explosion and fire.\nIn order to verify the safety of the secondary battery, tests of overcharge, over-discharge, short-circuit and reverse-connection, as well as various heat stability tests of high temperature storage test, thermal shock test, and thermal exposure test are performed. The explosion or fire of the battery must not be included in conditions of such thermal stability tests.\nAn attempt to improve the stability of the secondary battery has been very widely made, and a method of exhausting gas generated within the secondary battery through a destruction unit of the battery case or a method of directly interrupting the battery circuit using a destruction disc within the battery has been developed. In this case, if the gas is generated in the condition such as overcharge to cause the internal pressure to exceed the design value, the spark generated at the time of destruction can serve as a source of ignition which causes explosion and a fire even though releasing the internal pressure and ensuring the stability in such a way that a sealing unit is destroyed or the power source of the battery is interrupted.\n FIG. 1(a) is a cross-sectional view of prior secondary battery stability apparatus. As shown in FIG. 1(a), a secondary battery 4 configured of a case 2 and an electrode assembly 3 is housed in the secondary battery pack 1. A needle-type projecting portion 5 is equipped on the inside of the secondary battery pack 1. If the condition such as overcharge, short-circuit and reverse voltage occurs, a temperature of the secondary battery 4 increases and thus the electrolyte or the active material within the secondary cell 4 is converted into the gas phase, which results that the secondary cell 4 is swollen up.\nIf the secondary battery 4 is swollen up above the predetermined value, the explosion and fire of the secondary cell can be prevented by breaking the seal of the secondary battery using the needle-type projecting unit 5.\nSince the prior technology of protecting the secondary battery 4 using the projecting portion 5 requires an additional production process, there are problems of decreasing productivity and not ensuring destruction reliability.\nFurther, there is a problem of contrary inconsistency that the stack portion must have sealing property and destruction property simultaneously.\nThere is a further problem in that a harmful gas is exhausted due to the explosion of the sealing unit caused by the internal pressure of the battery, which damages the electronic circuit and adversely affect the human body.\nSince the case of a pouch-type secondary battery is formed of a flexible thin plate produced by mixing the metal material such as aluminum and resin material such as polymer resin, it is difficult to structure the safety apparatus according to the prior art.\n FIG. 1(b) is a cross-sectional view of a safety apparatus of prior art rupture disc-type secondary battery. As shown in FIG. 1(b), a gas exhaust hole 7 is provided in a top portion of a cylindrical secondary battery and a cap cover 6 is separated from a cap 8 by a rupture disc 9. If an internal pressure of the cylindrical secondary battery increases, the internal pressure is delivered to the rupture disc 9 via the gas exhaust hole 7. If the internal pressure above the predetermined value is delivered, the rupture disc 9 is destroyed to cause the gas to be discharged so that a power source of the cylindrical secondary battery is interrupted, thereby preventing explosion and fire of the secondary battery.\nThe prior art using the rupture disc 9 has problems in that harmful gas is discharged when the disc is destroyed and operated and also the spark generated when the rupture disc 9 is destroyed serves as a fire source of the discharge gas, which results in fire and explosion. Further, there is a technological limit to directly interrupt the battery circuit in a case of the secondary battery for use in vehicle in which high voltage and large amount of current are applied.\nAn object of the present invention is to provide a safety apparatus of a secondary battery for use in electric vehicle using a switch which is allowed to prevent destruction due to swelling of it and prevent explosion and fire due to exhaust of harmful gas if an internal pressure the secondary battery for use in electric vehicle increases under the conditions of overcharge, short-circuit and heat-exposure when using the secondary battery for use in electric vehicle.\nIn order to obtain the above objects, a secondary battery for use in electric vehicle having at least one secondary battery stacked according to the present invention comprises a switch unit 23 provided on one surface of a first secondary battery 21; and an operation inducing unit 24 provided on one surface of a second secondary battery 22 opposite to the switch unit 23 to cause the switch unit 23 to be operated.\nFurther, the switch unit 23 is equipped with an adjacent switch 150-1 and the operation inducing unit 24 is used with a magnet so that the adjacent switch 150-1 becomes off-state by a magnetic force of the magnet 36 if the adjacent switch 150-1 is close to the magnet 36 due to a swelling of the first secondary battery 21 and the second secondary battery 22.\nFurther, The adjacent switch 150-1 has a sealing structure and a sealing case 35 has an adhesive unit provided on one surface thereof and a first joining unit 31 having elasticity connected to a first switch lead 33 and a second joining unit 32 having elasticity connected to a second switch lead 34 provided therein.\nFurther, the adjacent switch 150-1 becomes on-state if the first joining unit 31 is connected to the second joining unit 32 whereas the adjacent switch 150-1 becomes off-state if the magnet 36 is close to it and thus the first joining unit 31 is separated from the second joining unit 32 by a magnetic field of the magnet 36, and the first joining unit 31 and the second joining unit 32 return to an original state if the magnet 36 is far away from it.\nFurther, the switch unit 23 is equipped with a micro switch 160-1 and the operation inducing unit 24 is used with the second secondary battery 22 so that the micro switch 160-1 becomes off-state when the first secondary battery 21 and the second secondary battery 22 are swollen.\nFurther, the micro switch 160-1 is consisted of a first stationary contact 41 and a second stationary contact 42 connected to the third switch lead 44 and a movable contact 43 connected to the fourth switch lead 45 within a housing 48, and the movable contact 43 has a press button 47 projected to the outside of the housing 48 on one side and a spring 46 provided on the other side of same position as that of the press button 47.\nFurther, the micro switch 160-1 becomes on-state if the first stationary contact 41 is connected to the movable contact 43 whereas the micro switch 160-1 becomes off-state if the second secondary battery 22 presses the press button 47 to cause the movable contact 43 to be connected to the second stationary contact 42, and the micro switch 160-1 returns to an original state due to a force of the spring 46 if the first secondary magnet 21 and the second secondary magnet 22 return to an original state.\nA rupture switch according to the present invention comprises a first holding unit 50 attached to outside of a secondary battery for use in electric vehicle and having holding holes 50-1, 50-2 provided on one side of a “U” type metal piece for attaching and holding to the secondary battery for use in electric vehicle 110; a second holding unit 51 having a holding hole 51-1 provided on one end in other side of the “U” type metal piece for attaching and holding to the secondary battery for use in electric vehicle 110; a third holding unit 52 having a holding hole 52-1 equipped on other end in the other side of the “U” type metal piece for attaching and holding to the secondary battery for use in electric vehicle 110; a destruction unit 60 equipped in a center portion of the “U” type metal piece; and a fifth switch lead 70 and a sixth switch lead 75 attached to the second stationary unit 51 and the third stationary unit 52.\nFurther, the destruction unit 60 is consisted of a first destruction unit 61 and a second destruction unit 62, which are destroyed if the secondary battery for use in electric vehicle 110 undergoes a displacement greater than a prescribed value.\nFurther, the rupture switch 90-1 is applied with a flame-resistant insulating material having plasticity on overall surface in order to prevent diffusion of electric flame generated when the destruction unit 60 is destroyed.\nFurther, a safety apparatus of a secondary battery for use in electric vehicle using a switch according to the present invention comprises a secondary battery for use in electric vehicle 110 having at least one secondary battery stacked to supply power to an electric vehicle; a drive motor 140 generating a power of the electric vehicle; a battery controller 80 controlling a connection between the secondary battery for use in electric vehicle 110 and a power of the drive motor 140; and a switch apparatus of the secondary battery for use in electric vehicle and a rupture switch 90-1 which is connected to the battery controller 80 and is operated or destroyed in accordance with whether the secondary battery for use in electric vehicle 110 undergoes a displacement greater than a prescribed value, wherein the switch apparatus of the secondary battery for use in electric vehicle 110 and the rupture switch 90-1 control a relay connecting the secondary battery for use in electric vehicle 110 with the drive motor 140.\nFurther, the relay connecting the secondary battery for use in electric vehicle 110 with the drive motor 140 comprises a battery relay coil unit 100 connected to the switch apparatus of the secondary battery for use in electric vehicle 110 and the rupture switch 90-1 to be controlled by the battery controller 80; and a battery relay contact 105 controlling a connection between the secondary battery for use in electric vehicle 110 and the drive motor 140 using the battery relay coil unit 100.\nFurther, the battery relay contact 105 is consisted of a pair of a first battery relay contact 106 and a second battery relay contact 107, and the battery relay contact 105 has a first battery relay contact 106 and a second battery relay contact 107 operated independently by a plurality of battery relay coil units 100 in accordance with the number of control outputs outputted from an output unit 81 of the battery controller 80,\nFurther, a charging unit 12 charging power generated by the secondary battery for use in electric vehicle and an inverter unit 130 controlling a velocity and a direction of the drive motor 140 are provided on the side of the drive motor 140.\nFurther, the battery controller 80 senses operation and destruction of the switch apparatus of the secondary battery for use in electric vehicle 110 and the rupture switch 90-1 to send an alarm signal to the electric vehicle when the secondary battery for use in electric vehicle 110 undergoes a displacement greater than a prescribed value.\nFurther, the switch apparatus of the secondary battery for use in electric vehicle and the rupture switch 90-1 further comprise at least one switch apparatus of the secondary battery for use in electric vehicle and the rupture switch 90-1 to 90-n attached to outside of the secondary battery, provided between the secondary batteries, or held on a holding structure for the secondary battery provided distinctly in accordance with the number of the secondary batteries composing the secondary battery for use in electric vehicle 110.\nA protection method of a secondary battery for use in electric vehicle using a switch apparatus of the secondary battery for use in electric vehicle and a rupture switch according to the present invention comprises steps of controlling a connection between the secondary battery for use in electric vehicle 110 and a drive motor 140 and a power of the drive motor 140 by transmitting a control signal in a battery controller 80 of an electric vehicle (S10); causing the switch apparatus of the secondary battery for use in electric vehicle and the rupture switch to be operated and destroyed when the secondary battery for use in electric vehicle 110 undergoes a displacement greater than a prescribed value (S20); outputting a interrupt control signal by causing the operation and the destruction of the switch apparatus and the rupture switch 90-1 to be sensed by a battery relay coil unit 100 through a first switch lead 33, a second switch lead 34, a third switch lead 44, a fourth switch lead 45, a fifth switch lead 70, and a sixth switch lead 75 of the switch apparatus of the secondary battery for use in electric vehicle and the rupture switch (S30); transmitting the interrupt control signal to the battery relay contact 105 through a magnetic signal system in the battery relay coil unit 100 in order to control the battery relay contact 105 (S40); and controlling a relay connecting between the secondary battery for use in electric vehicle 110 and the drive motor delivering power to the electric vehicle in the battery relay contact 105 (S50).\nThe safety apparatus and the protection method of the secondary battery for use in electric vehicle using the switch according to the present invention can safely protect destruction of the secondary battery caused by overcharge, short-circuit, reverse-connection and heat exposure of the secondary battery.\nFurther, there is an advantage in that the secondary battery can be protected by indirectly interrupting charging power source applied to the secondary battery using the switch, as compared with the method of destroying the secondary battery or directly interrupting the secondary battery if the internal pressure of the secondary cell increases.\nFurther, it is possible to avoid explosion and fire caused by the gas generated due to destruction of the secondary battery.\nFurther, it is possible to prevent the human body from being adversely affected by harmful gas generated due to destruction of the secondary battery.\nThe above and other objects, features and advantages of the present invention will become apparent from the following description of preferred embodiments given in conjunction with the accompanying drawings, in which:\n FIG. 1(a) is a cross-sectional view showing a safety apparatus of a secondary battery according to prior art.\n FIG. 1(b) is a cross-sectional view showing a safety apparatus of a rupture disc-type secondary battery according to prior art.\n FIG. 2 is a conception view showing a pouch-type lithium polymer secondary battery.\n FIG. 3 is a conception view showing a switch apparatus according to the present invention.\n FIG. 4(a) is a conception view showing an adjacent switch.\n FIG. 4(b) is a state view showing on-state of the adjacent switch according to the present invention.\n FIG. 4(c) is a state view showing off-state of the adjacent switch according to the present invention.\n FIG. 5(a) is a conception view showing a micro switch.\n FIG. 5(b) is a state view showing on-state of the micro switch according to the present invention.\n FIG. 5(c) is a state view showing off-state of the micro switch according to the present invention.\n FIG. 6(a) is a conception view showing a rupture switch according to the present invention.\n FIG. 6(b) is a conception view showing the rupture switch attached to the pouch-type lithium polymer secondary battery according to the present invention.\n FIG. 7 is a battery control systematic view and a power systematic view of the electric vehicle drive motor, including a protection circuit to which the rupture switch is applied according to the present invention.\n FIG. 8 is a battery control systematic view and a power systematic view of the electric vehicle drive motor, including a protection circuit to which the adjacent switch is applied according to the present invention.\n FIG. 9 is a battery control systematic view and a power systematic view of the electric vehicle drive motor, including a protection circuit to which the micro switch is applied according to the present invention.\n FIG. 10 is a sequential view showing a method of protecting destruction of the secondary battery for use in electric vehicle according to the present invention.\n\n\n\n\n\n\n \n\n\nTable of Reference Numbers\n\n\n \n\n\n\n \n\n\n\n\n \n1: secondary battery pack\n2: case\n\n\n \n3: electrode assembly\n4: secondary battery\n\n\n \n5: projecting portion\n6: cap cover\n\n\n \n7: gas exhaust hole\n8: cap\n\n\n \n9: rupture disc\n20: pouch-type lithium\n\n\n \npolymer secondary battery\n21: first secondary\n\n\n \nbattery\n10: insulating gasket\n\n\n \n22: second secondary battery\n23: switch unit\n\n\n \n24: operation inducing unit\n31: first coupling body\n\n\n \n32: second coupling body\n33: first switch lead\n\n\n \n34: second switch lead\n35: sealing case\n\n\n \n36: magnet\n41: first stationary contact\n\n\n \n42: second stationary contact\n43: movable contact\n\n\n \n44: third switch lead\n45: fourth switch lead\n\n\n \n46: spring\n47: press button\n\n\n \n48: housing\n50: first holding unit\n\n\n \n50-1: first holding hole\n50-2: second holding hole\n\n\n \n51-1: third holding hole\n52-1: fourth holding hole\n\n\n \n51: second holing unit\n52: third holding unit\n\n\n \n60: destruction unit\n61: first destruction unit\n\n\n \n62: second destruction unit\n70: fifth switch lead\n\n\n \n75: sixth switch lead\n80: battery controller\n\n\n\n\n \n81: output unit\n\n\n \n90-1 to 90-n: rupture switches\n\n\n\n\n \n100: battery relay coil unit\n105: battery relay contact\n\n\n\n\n \n106: first battery relay contact\n\n\n \n107: second battery relay contact\n\n\n \n110: secondary battery for use in electric vehicle\n\n\n \n120: charging unit\n\n\n\n\n \n130: inverter unit\n140: drive motor\n\n\n\n\n \n150-1 to 150-n: adjacent switches\n\n\n \n160-1 to 160-n: micro switches\n\n\n \n \n\n\n\n\n\nHereinafter, a safety apparatus and a protection method of a secondary battery for use in electric vehicle using a switch according to the present invention will be described in detail with reference to accompanying drawings. The accompanying drawings are provided as an example sufficiently to deliver an idea of the present invention to the person skilled in the art. Therefore, the present invention is not bounded by the drawings presented hereinafter but can be specified in another form. Further, like reference numerals denote like element throughout the following detailed description of the invention.\nAt this time, if the technological terms and science terms used herein do not have any other definition, they have meanings that can be typically understood by the person skilled in the art. Further, known functions and structures which can unnecessary make obscure the subject matter of the present invention in the following description and accompanying drawings will be omitted.\nFirst, it will be described on a pouch-type secondary battery applied to the large capacity secondary battery according to the present invention, referring to FIG. 2.\n FIG. 2(a) is a front view of the pouch-type secondary battery, FIG. 2(b) is side view of the pouch-type secondary battery, and FIG. 2(c) is a side view illustrating that the pouch-type secondary battery is swollen due to abnormal operation such as overcharge, short-circuit and reverse connection.\nThe pouch-type lithium polymer secondary battery 20 has an air-tight structure. If the pouch-type lithium polymer secondary battery 20 is exposed to excessive state such as overcharge, short-circuit, reverse-connection and heat exposure, the pouch-type lithium polymer secondary battery 20 generates gas therein. The pouch-type lithium polymer secondary battery 20 is swollen due to the gas. If the pouch-type lithium polymer secondary battery 20 continues to be swollen, a chemical material such as an electrolyte can be discharged from inside of the pouch-type lithium polymer secondary battery 20 and fire and explosion can be happened if the chemical material is severely discharged.\nReferring to FIG. 3, it will be described on a switch apparatus of the secondary battery for use in electric vehicle according to the present invention.\nFirst, the switch apparatus of the secondary battery for use in electric vehicle is provided between the secondary batteries for use in electric vehicle in which at least one secondary battery is stacked.\nAs shown in FIG. 3, a first secondary battery 21 and a second secondary battery 22 are equipped with the switch apparatus. The switch unit 23 is provided one surface of the first secondary battery 21 and the operation inducing unit 24 is provided to operate the switch unit 24 on one surface of the second secondary battery 22 opposite to the switch unit 23.\nAt this time, if the first secondary battery 21 and the second secondary battery 22 are swollen, the switch unit 23 comes close to the operation inducing unit 24 to make the first secondary battery 21 and the second secondary battery 22 no longer swollen.\nThen, the switch unit 23 can be equipped with an adjacent switch 150-1, a micro switch 160-1 and a rupture switch 90-1.\nHereinafter, operations of the adjacent switch 150-1, the micro switch 160-1 and the rupture switch 90-1 will be described through embodiments, respectively.\nA first embodiment is directed to a safety apparatus and a protection method of the secondary battery for use in electric vehicle using the adjacent switch 150-1.\n FIG. 4(a) is a conception view of the adjacent switch; FIG. 4(b) is a state view showing on-state of the adjacent switch according to the present invention; FIG. 4(c) is a state view showing off-state of the adjacent switch according to the present invention; and FIG. 8 is a battery control systematic view and a power systematic view of the electric vehicle drive motor, including a protection circuit to which the adjacent switch is applied according to the present invention.\nAs shown in FIG. 4(a), a first coupling body 31 and a second coupling body 32 are provided within a sealing case 35 of the adjacent switch 150-1.\nAt this time, the first coupling body 31 is connected to a first switch lead 33 and the second coupling body 32 is connected to a second switch lead 34. In addition, a magnet for controlling the first coupling body 31 and the second coupling body 32 is provided together with the adjacent switch 150-1.\nMeanwhile, an operation of the adjacent switch 150-1 will be briefly described as follows:\nThe adjacent switch 150-1 becomes off-state if the magnet 36 is close to the adjacent switch 150-1, and it becomes on-state again if the magnet 36 is far away from the adjacent switch 150-1.\nReferring to FIG. 4(b) and FIG. 4(c), the on and off operation of the adjacent switch 150-1 will be described hereinafter.\nAs shown in FIG. 4(b), the adjacent switch 150-1 of on-state is provided on one surface of the first secondary battery 21 and the magnet 36 is provided on one surface of the second secondary battery 22.\nAs shown in FIG. 4(c), if the first secondary battery 21 and the second secondary battery 22 are swollen, the adjacent switch 150-1 is allowed to be close to the magnet 36. The first coupling body 31 and the second coupling body 32 which has been connected are separated by a prescribed distance due to a magnetic field of the magnet 36 so that the adjacent switch 150-1 is converted from on-state to off-state.\nThe adjacent switch 150-1 having such operational state is provided in the secondary battery for use in electric vehicle 110 to protect the destruction of the secondary battery for use in electric vehicle.\nReferring to FIG. 8, it will be described on a battery control systematic view and a power systematic view of the electric vehicle drive motor, including a protection circuit to which the adjacent switch is applied according to the present invention.\nAs shown in FIG. 8, the protection circuit is structured such that at least one adjacent switch 150-1 is provided on an output unit 81 of a battery controller 80 and a battery relay coil unit 100 is connected to the adjacent switch 150-1.\nThe power systematic view of the electric vehicle drive motor has a battery relay point of contact 105 provided between the secondary battery for use in electric vehicle 110 and the electric vehicle drive motor 140 to connect the secondary battery for use in electric vehicle 110 with the electric vehicle drive motor 140 \nFurther, a charging unit 120 for charging power generated from the secondary battery for use in electric vehicle 110 and an inverter unit 130 for controlling velocity and direction of the drive motor 140 are provided on the side of the drive motor 140.\nHerein, the relay is consisted of the battery relay coil unit 100 and the battery relay contact of point 105 to control a connection between the secondary battery for use in electric vehicle 110 and the electric vehicle drive motor 140.\nThe battery relay coil unit 100 controls a first battery relay contact 106 and a second battery relay contact 107 of the battery relay contact 105 under the control of the battery controller 80.\nFurther, a plurality of control signals outputted from the battery relay coil unit 100 in accordance with an output type of the battery controller 80 is sent to the first battery relay contact 106 and the second battery relay contact 107 to control the connection between the secondary battery for use in electric vehicle 110 and the electric vehicle drive motor 140.\nA second embodiment is directed to a safety apparatus and a protection method of the secondary battery for use in electric vehicle using the micro switch 160-1.\n FIG. 5(a) is a conception view showing a micro switch; FIG. 5(b) is a state view showing on-state of the micro switch according to the present invention; FIG. 5(c) is a state view showing off-state of the micro switch according to the present invention; and FIG. 9 is a battery control systematic view and a power systematic view of the electric vehicle drive motor, including a protection circuit to which the micro switch is applied according to the present invention.\nAs shown in FIG. 5(a), the micro switch 160-1 has a first stationary contact 41, a second contact 42 and a movable contact 43 provided within a housing 48.\nAt this time, a third switch lead 44 is connected to the movable contact 43 and a fourth lead 45 is connected to the first stationary contact 41.\nFurther, a press button 47 provided on one side of the movable contact 43 is projected to the outside of the housing 48 and a spring 46 is provided on the other side of the movable contact 43.\nHereinafter, an operation of the micro switch 160-1 will be briefly described.\nThe operation of the micro switch 160-1 becomes off-state if the press button 47 is pressed and becomes on-state again due to a force of the spring 46 if the press button 47 returns to an original state.\nReferring to FIGS. 5(b) and (c), the on and off operation-state of the micro switch 160-1 will be described.\nAs shown in FIG. 5(b), the micro switch 160-1 of on-state in that the first stationary contact 41 is connected to the movable contact 43 is provided on one side of the first secondary battery 21.\nAs shown in FIG. 5(c), if the first secondary battery 21 and the second secondary battery 22 are swollen, the second secondary battery 22 presses the press button 47 so that the movable contact 43 is separated from the first stationary contact 41 and connected to the second stationary contact 42 to cause the micro switch to be converted from on-state to off-state.\nThe above-mentioned micro switch 160-1 is included in the secondary battery for use in electric vehicle 110 to protect the destruction of the secondary battery for use in electric vehicle 110.\nReferring to FIG. 9, it will be described on a battery control systematic view and a power systematic view of the electric vehicle drive motor, including a protection circuit to which the micro switch is applied according to the present invention.\nAs shown in FIG. 9, the protection circuit is structured such that at least one micro switch 160-1 is provided on the side of an output unit 81 of a battery controller 80 and a battery relay coil unit 100 is connected to the micro switch 160-1.\nThe power systematic view of the electric vehicle drive motor has a battery relay contact 105 provided between the secondary battery for use in electric vehicle 110 and the electric vehicle drive motor 140 to connect the secondary battery for use in electric vehicle 110 with the electric vehicle drive motor 140 \nFurther, a charging unit 120 for charging power generated in the secondary battery for use in electric vehicle 110 and an inverter unit 130 for controlling velocity and direction of the drive motor 140 are provided on the side of the drive motor 140.\nHerein, the relay is consisted of the battery relay coil unit 100 and the battery relay contact 105 to control a connection between the secondary battery for use in electric vehicle 110 and the electric vehicle drive motor 140.\nThe battery relay coil unit 100 controls a first battery relay contact 106 and a second battery relay contact 107 of the battery relay contact 105 under the control of the battery controller 80.\nFurther, a plurality of independent control signals outputted from the battery relay coil unit 100 in accordance with an output type from the battery controller 80 is sent to the first battery relay contact 106 and the second battery relay contact 107 to control the connection between the secondary battery for use in electric vehicle 110 and the electric vehicle drive motor 140.\nA third embodiment is directed to a safety apparatus and a protection method of the secondary battery for use in electric vehicle using a rupture switch 90-1.\n FIG. 6(a) is a conception view of a rupture switch according to the present invention, and FIG. 6(b) is a conception view of the rupture switch attached to the pouch-type lithium polymer secondary battery.\nAs shown in FIG. 6(a), the rupture switch 90-1 is consisted of a “U” type metal piece.\nThe rupture switch 90-1 is attached on one surface of the pouch-type lithium polymer secondary battery 20 using a first holding unit 50 provided on one side of the “U” type metal piece and a second holding unit 51 and a third holding unit 52 provided on both end of the other side of the “U” type metal piece.\nThe rupture switch 90-1 is held in the pouch-type lithium polymer secondary battery 20 using a first holding hole 50-1, a second holding hole 50-2, a third holding hole 51-1 and a fourth holding hole 52-1 provided in the first holding unit 50, the second holding unit 51 and the third holding unit 52 respectively.\nThe rupture switch 90-1 is attached and held on one side of the pouch type lithium polymer secondary battery 20 and equipped with a | The present invention relates to a safety apparatus and a protection method of a secondary battery, which can prevent explosion and fire of the secondary battery using a switch or a rupture switch attached on the outside of the secondary battery if a swelling degree of the secondary battery reaches a predetermined value when the secondary battery is swelled due to abnormal usage such as overcharge, short-circuit, reverse-connection and heat-exposure of large-capacity lithium polymer battery. | US:14/506,940 | https://patentimages.storage.googleapis.com/35/06/f2/ca976bf2b84b38/US9865863.pdf | US:9865863 | Sooyeup Jang, Jeon Keun Oh | SK Innovation Co Ltd | US:5221861, JP:2000231912:A, EP:1406340:A1, US:20040247994:A1, GB:2385182:A, JP:2004319463:A, US:20070054157:A1, KR:20070083173:A, US:20070262746:A1, US:20070210752:A1, KR:20070093165:A | 2018-01-09 | 2018-01-09 | 1. A rupture switch comprising:\na first holding unit attached to the outside of a secondary battery for use in the electric vehicle and having holding holes provided on one side of a folded metal piece for attaching and holding to the secondary battery for use in the electric vehicle,\na second holding unit having a holding hole provided on one end in another side of the folded metal piece for attaching and holding to the secondary battery for use in the electric vehicle,\na third holding unit having a holding hole equipped on another end in the other side of the folded metal piece for attaching and holding to the secondary battery for use in the electric vehicle,\na destruction unit equipped in a center portion between one side and the other side of the folded metal piece,\nand a fifth switch lead and a sixth switch lead attached to the second holding unit and the third holding unit,\nwherein the rupture switch is destroyed and controls a relay connecting the secondary battery with a drive motor generating a power of the electric vehicle when the secondary battery undergoes a displacement greater than a prescribed value.\n, a first holding unit attached to the outside of a secondary battery for use in the electric vehicle and having holding holes provided on one side of a folded metal piece for attaching and holding to the secondary battery for use in the electric vehicle,, a second holding unit having a holding hole provided on one end in another side of the folded metal piece for attaching and holding to the secondary battery for use in the electric vehicle,, a third holding unit having a holding hole equipped on another end in the other side of the folded metal piece for attaching and holding to the secondary battery for use in the electric vehicle,, a destruction unit equipped in a center portion between one side and the other side of the folded metal piece,, and a fifth switch lead and a sixth switch lead attached to the second holding unit and the third holding unit,, wherein the rupture switch is destroyed and controls a relay connecting the secondary battery with a drive motor generating a power of the electric vehicle when the secondary battery undergoes a displacement greater than a prescribed value., 2. The rupture switch according to claim 1, wherein the destruction unit comprises a first destruction unit and a second destruction unit, which are destroyed if the secondary battery for use in the electric vehicle undergoes a displacement greater than a prescribed value., 3. The rupture switch according to claim 1, wherein the rupture switch is applied with a flame-resistant insulating material having plasticity on its overall surface in order to prevent diffusion of electric flame generated when the destruction unit is destroyed. | US | United States | Active | H01M2/345 | True |
| 94 | 一种纯电动重载卡车充换电系统及其使用方法 \n | CN111038302B | NaN | 本发明公开了一种纯电动重载卡车充换电系统及其使用方法，包括车辆停靠区域，转换区域，存储区域，设在车辆停靠区域及转换区域上自由移动的吊装机器人，设在转换区域及存储区域间自由移动的搬运机器人，所述转换区域至少有2个用于存放电池箱的电池架，所述存储区域至少包括一层多个水平并排放置电池箱的框架，用于电池箱的存储和充电，吊装机器人从车辆上方提取亏电电池箱放置在转换区域上，并将其上的满电电池箱吊装至车辆上，搬运机器人将电池箱在转换区域及存储区域间搬运。本发明在吊装换电的基础上引入转换区域及堆垛系统，避免了现有的吊装换电电池箱只能存放一层的缺点，大幅度增加电池箱的存储容量，同时吊装机器人及搬运机器人间的协同运动进一步的提高了换电效率。 | CN:201911242951.9A | https://patentimages.storage.googleapis.com/ae/46/3f/3ff3df8f91a413/CN111038302B.pdf | CN:111038302:B | 李永昌, 赵伟, 梁雄俊, 王俊, 王伟, 温华锋 | Shenzhen Jingzhi Machine Co Ltd | CN:204569124:U, CN:108177635:A, CN:208698743:U, CN:209583439:U, CN:110406506:A | Not available | 2022-05-20 | 1.一种纯电动重载卡车充换电系统，其特征在于，包括：, 车辆停靠区域(1)，用于停放待换电车辆(11)；, 转换区域(2)，设置在所述车辆停靠区域(1)的一侧或两侧，至少可存放2个电池箱(6)，其中一个用于放置从待换电车辆上拆卸下来的亏电电池箱(6)，另一个用于放置从存储区域(3)搬运过来的满电电池箱(6)；, 存储区域(3)，设置在所述车辆停靠区域(1)的外侧，至少包括一层可多个水平并排放置电池箱的框架，用于电池箱的存储和充电；, 吊装机器人(4)，在所述车辆停靠区域(1)及所述转换区域(2)的上方自由移动，将待换电车辆(11)上的亏电电池箱提取并放置在所述转换区域(2)上；或将所述转换区域(2)上的满电电池箱提取并放置在所述待换电车辆(11)上；, 搬运机器人(5)，在所述转换区域(2)及存储区域(3)间自由移动，将所述满电电池箱从所述存储区域(3)搬运至所述转换区域(2)，或将所述亏电电池箱从所述转换区域(2)搬运至所述存储区域(3)，所述搬运机器人(5)设在所述转换区域(2)和所述存储区域(3)之间，可沿所述存储区域(3)立面的X、Y、Z方向移动，搬运电池箱。, 2.根据权利要求1所述的一种纯电动重载卡车充换电系统，其特征在于，所述待换电车辆(11)上安装有固定电池箱的车载电池架(12)，所述车载电池架(12)包括吊装电池箱过程中起粗导向作用的下导向板(122)，起精定位作用的销(123)，与电池箱电连接的插接器(125)以及固定所述电池箱的锁止装置(124)。, 3.根据权利要求1所述的一种纯电动重载卡车充换电系统，其特征在于，所述吊装机器人(4)包括第一移动装置(41)、第二移动装置(42)、吊具(43)，所述第一移动装置(41)设置在所述车辆停靠区域(1)及所述转换区域(2 )上方桁架上，实现所述吊装机器人(4)Y方向移动，所述第二移动装置(42)设置在所述第一移动装置(41)上，实现所述吊装机器人(4)X方向移动，所述吊具与所述第二移动装置(42)通过钢丝绳连接，实现所述吊装机器人(4)Z方向移动。, 4.根据权利要求3所述的一种纯电动重载卡车充换电系统，其特征在于，所述吊具(43)包括连接所述第二移动装置(42)的吊具上架(431)、抓取所述电池箱的吊具下架(432)，以及连接所述吊具上架(431)和吊具下架(432)的回转装置(433)，用于所述吊具下架(432)的角度调整。, 5.根据权利要求4所述的一种纯电动重载卡车充换电系统，其特征在于，吊具下架(432)包括本体框架，固定设在所述本体框架外侧的导向板，固定设在所述本体框架上的旋转锁销，与所述电池箱顶部卡接。, 6.一种纯电动重载卡车充换电系统使用方法，用于权利要求1-5任意所述的一种纯电动重载卡车充换电系统，其特征在于：所述充换电步骤具体包括：, 所述吊装机器人(4)提取所述待换电车辆(11)上的亏电电池箱，并吊装放置在所述转换区域(2)内，同步的，所述搬运机器人(5)提取所述存储区域(3)上的满电电池箱搬运至所述转换区域(2)内；然后所述搬运机器人(4)提取所述转换区域(2)内刚放置的亏电电池箱搬运至所述存储区域(3)内进行充电，同步的，所述吊装机器人(4)提取所述转换区域(2)内刚放置的满电电池箱吊装至所述待换电车辆(11)上，完成换电；或，所述转换区域(2)预先放置有一个满电电池箱，所述吊装机器人(4)将亏电电池箱从所述待换电车辆上吊装至转换区域(2)后，然后将所述满电电池箱吊装至所述待换电车辆上，同步的，所述搬运机器人(5)从存储区域(3)上提取一个满电电池箱搬运至转换区域(2)内，然后将刚放置的亏电电池箱搬运至存储区域(3)上进行充电，始终保持转换区域(2)内有可供换用的满电电池箱。 | CN | China | Active | B | True |
| 95 | 一种电动汽车电池包温度的处理方法及装置 \n | CN107672465B | 技术领域本发明涉及计算机技术领域，特别是涉及一种电动汽车电池包温度的处理方法及装置。背景技术近年来，由于碳能源的耗尽以及对环境的关注不断提高，混合动力汽车及电动汽车成为了国内公众关注的焦点，而电动汽车核心部件便是车辆动力电池，涉及到电动汽车的安全性，对于车辆的动力电池而言，若电池包在夏天过度暴露在高温中操作或者外部热诱因导致电池散热不良，可能会引起车辆电池温度升高，存在电池安全隐患，因此，在电池包温度升高的同时如何更好地对电池包温度进行处理是电动汽车电池包发展的重要研究方向。现有的电动汽车电池包温度的处理通常是集中在电池包充电过程中以及电动汽车行车过程中，通过对电池包温度的处理来保持电池包工作在合适的温度。但是对于电动汽车停车下电后，各个控制器进入休眠状态，电池包温度处于未监控状态，存在一定的安全隐患，如果不及时对电池包温度进行处理，很容易出现安全事故。发明内容有鉴于此，本发明实施例提供一种电动汽车电池包温度的处理方法及装置，当监控到处于休眠状态下电动汽车电池包的温度升高后，及时对电池包进行降温处理，降低安全损失。为达到上述目的，本发明主要提供如下技术方案：一方面，本发明实施例提供了一种电动汽车电池包温度的处理方法，该方法包括：在电动汽车处于停车状态时，启动电动汽车电池包的监控管理控制器，监控所述电池包的最高温度；判断所述电池包的最高温度是否高于预设报警温度；如果是，则启动所述电动汽车电池包的冷却管理控制器来降低电池包的最高温度。进一步地，所述监控管理控制器用于管理控制电池包内不同区域的子控制器，所述子控制器用于监控所述电池包的温度，所述启动电动汽车电池包的监控管理控制器，监控所述电池包的最高温度包括：接收唤醒请求，根据唤醒请求按照预设时间间隔启动电动汽车电池包内所有区域的子控制器；根据所述电池包内不同区域的子控制器读取电池包内不同区域的温度，获取读取到的最高温度。进一步地，所述监控管理控制器用于管理控制电池包内不同区域的子控制器，所述子控制器用于监控所述电池包的温度，所述启动电动汽车电池包的监控管理控制器，监控所述电池包的最高温度包括：通过温度传感器监控电动汽车电池包内不同区域的温度变化，当监控到区域的温度变化超出预设阈值时，通过区域的唤醒电路启动电动汽车电池包内区域的子控制器，所述电池包内部不同区域对应有相应的唤醒电路，用于启动电动汽车电池包相应区域的子控制器；根据所述电池包内被唤醒区域的子控制器读取电池包内被唤醒区域的温度，获取读取到的最高温度值。进一步地，所述冷却管理控制器用于调控冷却设备收发控制指令，所述启动所述电动汽车电池包的冷却管理控制器来降低电池包的最高温度包括：接收所述冷却设备发送的闭合指令，所述闭合指令用于闭合压缩机低压继电器和高压继电器；向压缩机控制器发送制冷使能以及转速设定指令，所述制冷使能用于控制开启循环水泵和散热风扇，所述转速设定指令用于设定所述循环水泵和所述散热风扇的转速；通过启动所述循环水泵和所述散热风扇对所述电池包进行降温处理。进一步地，在所述启动所述电动汽车电池包的冷却管理控制器来降低电池包的最高温度之后，所述方法还包括：通过所述电动汽车电池包的监控管理控制器实时监控所述电池包的最高温度；当监控到所述电池包的最高温度低于预设提示温度时，关闭所述电池包的冷却管理控制器，所述预设提示温度小于所述预设报警温度。进一步地，在所述启动所述电动汽车电池包的冷却管理控制器来降低电池包的最高温度之后，所述方法还包括：通过远程服务器向用户终端发送预警信息。另一方面，本发明实施例还提供了一种电动汽车电池包温度的处理装置，该装置包括：第一监控单元，用于在电动汽车处于停车状态时，启动电动汽车电池包的监控管理控制器，监控所述电池包的最高温度；判断单元，用于判断所述电池包的最高温度是否高于预设报警温度；启动单元，用于如果所述电池包的最高温度高于预设报警温度，则启动所述电动汽车电池包的冷却管理控制器来降低电池包的最高温度。进一步地，所述监控管理控制器用于管理控制电池包内不同区域的子控制器，所述子控制器用于监控所述电池包的最高温度，所述第一监控单元包括：启动模块，用于接收唤醒请求，根据唤醒请求按照预设时间间隔启动电动汽车电池包内所有区域的子控制器；获取模块，用于根据所述电池包内不同区域的子控制器读取电池包内不同区域的温度，获取读取到的最高温度。进一步地，所述监控管理控制器用于管理控制电池包内不同区域的子控制器，所述子控制器用于监控所述电池包的最高温度，所述第一监控单元包括：启动模块，用于通过温度传感器监控电动汽车电池包内不同区域的温度变化，当监控到区域的温度变化超出预设阈值时，通过区域的唤醒电路启动电动汽车电池包内区域的子控制器，所述电池包内部不同区域对应有相应的唤醒电路，用于启动电动汽车电池包相应区域的子控制器；获取模块，用于根据所述电池包内被唤醒区域的子控制器读取电池包内被唤醒区域的温度，获取读取到的最高温度值。进一步地，所述冷却管理控制器用于调控冷却设备收发控制指令，所述启动单元包括：接收模块，用于接收所述冷却设备发送的闭合指令，所述闭合指令用于闭合压缩机低压继电器和高压继电器；发送模块，用于向压缩机控制器发送制冷使能以及转速设定指令，所述制冷使能用于控制开启循环水泵和散热风扇，所述转速设定指令用于设定所述循环水泵和所述散热风扇的转速；处理模块，用于通过启动所述循环水泵和所述散热风扇对所述电池包进行降温处理。进一步地，所述装置还包括：第二监控单元，用于通过所述电动汽车电池包的监控管理控制器实时监控所述电池包的最高温度；关闭单元，用于当监控到所述电池包的最高温度低于预设提示温度时，关闭所述电池包的冷却管理控制器，所述预设提示温度小于所述预设报警温度。进一步地，所述装置还包括：发送单元，用于通过远程服务器向用户终端发送预警信息。本发明实施例提供的一种电动汽车电池包温度的处理方法及装置，在电动汽车处于停车状态时，启动电动汽车电池包的监控管理控制器，进而对停车状态下电池包的温度进行监控，当监控到电池包的最高温度高于预设报警温度时，说明电池包局部温度过高，存在一定的安全隐患，进而启动电动汽车电池包的冷却管理控制器，及时对电池包降低进行降温处理，保证电动汽车的安全性。与现有技术中主要集中对行车工况以及充电过程的电动汽车电池包温度进行处理方法相比，本发明实施例在通过电动汽车进入停车状态后，会将休眠状态的电池包监控管理控制器唤醒，以便对停车状态下的电池包温度进行监控，并在监控到存在安全风险时及时对电池包温度进行降温处理，能够提前对电池包升温进行预警，降低了电池包由于外界温度过高自发热引起的安全隐患。上述说明仅是本发明技术方案的概述，为了能够更清楚了解本发明的技术手段，而可依照说明书的内容予以实施，并且为了让本发明的上述和其它目的、特征和优点能够更明显易懂，以下特举本发明的具体实施方式。附图说明通过阅读下文优选实施方式的详细描述，各种其他的优点和益处对于本领域普通技术人员将变得清楚明了。附图仅用于示出优选实施方式的目的，而并不认为是对本发明的限制。而且在整个附图中，用相同的参考符号表示相同的部件。在附图中：图1示出了本发明实施例提供的一种电动汽车电池包温度的处理方法流程图；图2示出了本发明实施例通的一种唤醒管理控制器对应的结构框图；图3示出了本发明实施例通的另一种唤醒管理控制器对应的结构框图；图4示出了本发明实施例提供的另一种电动汽车电池包温度的处理方法流程图；图5示出了本发明实施例提供的一种冷却管理控制器中冷却设备对应的结构框图；图6示出了本发明实施例提供的一种电动汽车电池包温度的处理装置结构示意图；图7示出了本发明实施例提供的另一种电动汽车电池包温度的处理装置结构示意图。具体实施方式下面将参照附图更详细地描述本公开的示例性实施例。虽然附图中显示了本公开的示例性实施例，然而应当理解，可以以各种形式实现本公开而不应被这里阐述的实施例所限制。相反，提供这些实施例是为了能够更透彻地理解本公开，并且能够将本公开的范围完整的传达给本领域的技术人员。本发明实施例提供一种电动汽车电池包温度的处理方法，如图1所示，所述方法包括：101、在电动汽车处于停车状态时，启动电动汽车电池包的监控管理控制器，监控所述电池包的最高温度。需要说明的是，通常情况下电动汽车处于停车状态时，电动汽车中用于监控电池包温度的电池包内各个区域的监控管理控制器处于休眠状态，此时电池包温度处于未监控状态，存在一定的安全隐患，如电动汽车外部温度过高导致热源引燃或者自发热反应，影响电池包的性能和使用寿命。对于本发明实施例可以通过唤醒的方式来启动休眠状态的监控管理控制器，这里的唤醒的方式可以为通过设置预设时间间隔来发送唤醒请求，例如对监控管理控制器使用具有定时功能的电源管理芯片，对电源管理芯片进行软件定时设置，设置每隔半小时向管理控制器发送唤醒请求，从而启动电动汽车电池包的监控管理控制器，由于电动汽车电池包的监控管理控制器用于管理电池包内不同区域的子控制器，该管理控制器会通过CAN报文唤醒各个区域的子控制器，具体唤醒管理控制器对应的结构框图如图2所示，当然频繁发送唤醒请求会过度增加电动汽车整车功耗，为了降低电动汽车的整车功耗，还可以在当采集到局部区域电池包温度高于预设阈值后通过相应区域的唤醒电路唤醒该区域的子控制器，相应子控制器也可以通过总线方式唤醒附近区域的子控制器，具体唤醒管理控制器对应的结构框图如图3所示，对于本发明实施例，还可以通过车联网服务器将用户终端与电动汽车建立绑定关系，当用户离开电动汽车后，通过用户终端开启远程管理功能，从而在用户认为需要唤醒后，通过远程管理功能向电动汽车发送唤醒指令，从而启动电动汽车电池包管理控制器，本发明实施例对唤醒的方式不进行限定。在唤醒电池包的监控管理控制器后，通过电池包的监控管理控制器能够对电动汽车电池包温度进行监控，通常情况下电池包中会有很多节电池，并分成不同的监控区域，每个区域内会设置有相应的子控制器，只有启动相应的子控制器后才会对采集到的电池包温度进行监控，从而对电动汽车电池包所有区域电池温度进行监控。需要说明的是，上述的子控制器会预先设置电池包最优的工作温度范围，通常情况下如果电池包温度在该工作温度范围内，则说明电池包处于正常状态，不会引发安全事故，如果电池包温度超过或者低于该工作温度范围，则说明电池包可能存在一定的安全隐患，需要及时对电池包温度进行控制。102、判断所述电池包的最高温度是否高于预设报警温度。其中，预设报警温度为电池包在休眠状态由于外界温度可能引发电池自生热反应的温度，即绝对不会引发电池安全故障的温度阈值，一旦高于该温度则存在发生安全故障的几率。为了保证电动汽车的安全性，进一步通过判断电池包的最高温度是否高于预设报警温度，来监控电池包的最高温度。103、如果是，则启动所述电动汽车电池包的冷却管理控制器来降低电池包的最高温度。如果电池包的最高温度高于预设报警温度，说明电池包中存在局部区域温度过高，若对温度不进行任何处理，可能会引发电池起燃，进一步启动电池包的冷却管理控制器来降低电池包的最高温度。上述电池包的冷却管理控制器用于调控冷却设备收发控制指令，该控制指令可以包括但不局限于控制压缩机供高压电的高压继电器以及压缩机供低压电的低压继电器的指令，控制循环水泵和散热风扇转速的指令，控制启动循环水泵和散热风扇的指令，本发明实施例对控制指令内容不进行限定。本发明实施例提供的一种电动汽车电池包温度的处理方法，在电动汽车处于停车状态时，启动电动汽车电池包的监控管理控制器，进而对停车状态下电池包的温度进行监控，当监控到电池包的最高温度高于预设报警温度时，说明电池包局部温度过高，存在一定的安全隐患，进而启动电动汽车电池包的冷却管理控制器，及时对电池包降低进行降温处理，保证电动汽车的安全性。与现有技术中主要集中对行车工况以及充电过程的电动汽车电池包温度进行处理方法相比，本发明实施例在通过电动汽车进入停车状态后，会将休眠状态的电池包监控管理控制器唤醒，以便对停车状态下的电池包温度进行监控，并在监控到存在安全风险时及时对电池包温度进行降温处理，能够提前对电池包升温进行预警，降低了电池包由于外界温度过高自发热引起的安全隐患。为了降低停车状态下电动汽车电池包温度过高的安全隐患，进一步地，本发明实施例提供另一种电动汽车电池包温度的处理方法，如图4所示，所述方法包括：201、在电动汽车处于停车状态时，通过温度传感器监控电动汽车电池包内不同区域的温度变化。通常情况下，电动汽车电池包会分为多个区域，每个区域有多个电池，由于电池需要在一定的温度下才能正常，因此无论是电池在工作或者空闲时有必要实时了解电池温度变化，这里对温度传感器自身特性而言，其阻值随不同区域内电池的温度变化而变化。本发明实施例在电动汽车处于停车状态时，通过温度传感器监控电动汽车电池包内不同区域的温度变化，能够保证用户在停车状态仍然可以对电动汽车电池包温度进行监控，更好地对电池包温度进行管理。202、当监控到区域的温度变化超出预设阈值时，通过区域的唤醒电路启动电动汽车电池包内区域的子控制器。当监控到某一区域的温度变化超过预设阈值时，说明该区域内电池温度变化较快，可能存在安全隐患，进一步温度传感器会将温度变化转换为变化电压，通过源滤波器进行滤波放大，得到一个稳定的电压信号，由于电池包内部不同区域对应有相应的唤醒电路，用于启动电动汽车电池包相应区域的子控制器，进而通过该电压信号触发该区域的唤醒电路，启动电动汽车电池包内相应区域的子控制器，当然如果电池包内该区域温度变化较快，可能会影响该区域附近区域的温度变化，在启动相应区域的子控制器后，可通过总线方式发送报文通知电池管理控制器启动附近区域的子控制器。需要说明的是，不同区域的电池温度变化有所不同，这里只是在某一区域温度变化超过预设阈值时才会触发该区域的唤醒电路，从而启动该区域的子控制器，并非是启动电池包内所有区域的子控制器，这样可以避免资源浪费。203、根据所述电池包内被唤醒区域的子控制器读取电池包内被唤醒区域的温度，获取读取到的最高温度值。在电动汽车停车状态下，由于外界环境会使得电池包不同区域的温度有所不同，可能局部区域温度过高或者局部区域温度过低，而局部温度过高情时可能存在安全隐患，由于被唤醒区域为监控到温度变化较快的区域，通过子控制器读取电池包内被唤醒区域的温度，从而准确读取到的最高温度值，以该最高温度值作为电动汽车电池包的最高温度值，进一步将该最高温度值与设置的预设报警温度进行比对。204、判断所述电池包的最高温度是否高于预设报警温度。其中，预设报警温度为电池包在休眠状态由于外界温度可能引发电池自生热反应的温度，即绝对不会引发电池安全故障的温度阈值，一旦高于该温度则存在发生安全故障的几率。电池包的最高温度为电池包的监控管理控制器实时监控到电池的最高温度，进一步通过判断电池包的最高温度是否高于预设报警温度，能够提前对电池升温进行预警，降低安全事故的发生。205、如果是，则启动所述电动汽车电池包的冷却管理控制器来降低电池包的最高温度。其中，电池包的冷却管理控制器用于调控冷却设备收发控制指令，该冷却管理控制器中冷却设备对应的结构框图可以如图5所示，该冷却设备包含压缩机1、蒸发器2、散热风扇3、动力电池包4、电池冷却管路5、水泵6、高压继电器7、低压继电器8、电池管理控制器10、远程服务器11、报警装置12、蓄电池13。具体在电池温度高于预设报警温度时，启动电池包的冷却管理控制器来降低电池包的最高温度可以包括但不局限于下述实现方式，首先接收冷却设备发送的闭合指令，闭合压缩机低压继电器8和高压继电器7，连通电池包4与压缩机1的高压回路以及电池包4与压缩机的低压回路，然后向压缩机1控制器发送制冷使能及转速设定指令，设定循环水泵6和散热风扇3的转速，控制开启循环水泵6和散热风扇3对电池包进行降温处理。对于本发明实施例，通过在电池温度高于预设报警温度时，启动电动汽车电池包的冷却管理控制器来降低电池包的最高温度，强制对电池包进行降温处理，从而对电池包中温度过高的区域及时进行有效散热或通风，以降低电池包的温度，保证电动汽车的安全性。206、通过远程服务器向用户终端发送预警信息。对于本发明实施例，在电动汽车电池包温度过高的时候，为了保证用户能够实时了解电动汽车的状态，通过远程服务器11向用户终端发送预警信息，告知用户电池包温度过高，需要及时对电池包温度进行处理，这里的预警信息可以为向用户终端发送用来警示用户电动汽车电池温度过高的信息，具体可以向用户终端对应安装的应用程序推送消息，本发明实施例对预警信息的推送方式不进行限定。同时在向用户发送报警信息后，还可以启动报警装置12来向周围发出报警音，用以警示周围路人。207、通过所述电动汽车电池包的监控管理控制器实时监控所述电池包的最高温度。需要说明的是，在对电池包进行降温处理后，还需要通过电动汽车电池包的监控管理控制器实时监控电池包的最高温度，进而保证电池包温度能够降到安全工作温度。208、当监控到所述电池包的最高温度低于预设提示温度时，关闭所述电池包的冷却管理控制器。其中，预设提示温度小于预设报警温度，当电池包的最高温度低于预设提示温度时，则说明电池包的温度处于安全范围，无需在对电池包的温度进行冷却处理，进而电池包的冷却管理控制器发出切断高压继电器7和低压继电器8的指令，关闭循环水泵6和散热风扇3，关闭电池包的冷却管理，同时关闭报警装置12，从而节省电池包冷却管理控制器的资源。本发明实施例的另一种电动汽车电池包温度的处理方法，在电动汽车电池包温度过高的时候，为了保证用户能够实时了解电动汽车的状态，通过远程服务器向用户终端发送预警信息，能够提前对电池包升温进行预警，另外，电池包的冷却管理控制器用于调控冷却设备收发控制指令，通过冷却管理控制器发送控制指令开启冷却管理来降低电池包的最高温度，并且在降低电池包温度的同时实时监控电池包温度，直至电池包温度低于安全工作温度后，通过冷却管理控制器发送控制指令关闭冷却管理，从而节省电池包冷却管理控制器的资源。为了实现上述方法实施例，本实施例提供一种与上述方法实施例对应的装置实施例，如图6所示，其示出了一种电动汽车电池包温度的处理装置，该装置可以包括：第一监控单元31，可以用于在电动汽车处于停车状态时，启动电动汽车电池包的监控管理控制器，监控所述电池包的最高温度；判断单元32，可以用于判断所述电池包的最高温度是否高于预设报警温度；启动单元33，可以用于如果所述电池包的最高温度高于预设报警温度，则启动所述电动汽车电池包的冷却管理控制器来降低电池包的最高温度。本发明实施例提供的一种电动汽车电池包温度的处理装置，在电动汽车处于停车状态时，启动电动汽车电池包的监控管理控制器，进而对停车状态下电池包的温度进行监控，当监控到电池包的最高温度高于预设报警温度时，说明电池包局部温度过高，存在一定的安全隐患，进而启动电动汽车电池包的冷却管理控制器，及时对电池包降低进行降温处理，保证电动汽车的安全性。与现有技术中主要集中对行车工况以及充电过程的电动汽车电池包温度进行处理方法相比，本发明实施例在通过电动汽车进入停车状态后，会将休眠状态的电池包监控管理控制器唤醒，以便对停车状态下的电池包温度进行监控，并在监控到存在安全风险时及时对电池包温度进行降温处理，能够提前对电池包升温进行预警，降低了电池包由于外界温度过高自发热引起的安全隐患。进一步地，如图7所示，本发明实施例提供了另一种电动汽车电池包温度的处理装置，所述装置还包括：发送单元34，可以用于通过远程服务器向用户终端发送预警信息；第二监控单元35，可以用于通过所述电动汽车电池包的监控管理控制器实时监控所述电池包的最高温度；关闭单元36，可以用于当监控到所述电池包的最高温度低于预设提示温度时，关闭所述电池包的冷却管理控制器，所述预设提示温度小于所述预设报警温度。进一步地，所述监控管理控制器用于管理控制电池包内不同区域的子控制器，所述子控制器用于监控所述电池包的温度，所述第一监控单元31包括：启动模块311，可以用于接收唤醒请求，根据唤醒请求按照预设时间间隔启动电动汽车电池包内所有区域的子控制器；获取模块312，可以用于根据所述电池包内不同区域的子控制器读取电池包内不同区域的温度，获取读取到的最高温度。进一步地，启动模块311，还可以用于通过温度传感器监控电动汽车电池包内不同区域的温度变化，当监控到区域的温度变化超出预设阈值时，通过区域的唤醒电路启动电动汽车电池包内区域的子控制器，所述电池包内部不同区域对应有相应的唤醒电路，用于启动电动汽车电池包相应区域的子控制器；获取模块312，还可以用于根据所述电池包内被唤醒区域的子控制器读取电池包内被唤醒区域的温度，获取读取到的最高温度值。进一步地，所述冷却管理控制器用于调控冷却设备收发控制指令，所述启动单元33包括： | 本发明公开了一种电动汽车电池包温度的处理方法及装置，涉及电动汽车技术领域，主要目的是当监控到处于休眠状态下电动汽车电池包的温度升高后，及时对电池包进行降温处理，降低安全损失。所述方法包括：在电动汽车处于停车状态时，启动电动汽车电池包的监控管理控制器，监控所述电池包的最高温度；判断所述电池包的最高温度是否高于预设报警温度；如果是，则启动所述电动汽车电池包的冷却管理控制器来降低电池包的最高温度。本发明主要用于电动汽车电池包温度的处理。 | CN:201710761823.XA | https://patentimages.storage.googleapis.com/f5/02/87/6829ba05d255a2/CN107672465B.pdf | CN:107672465:B | 陆群, 唐彩明 | Beijing Changcheng Huaguan Automobile Technology Development Co Ltd | CN:101279597:A, CN:202853761:U, CN:103715476:A, CN:106921003:A, CN:106532178:A | Not available | 2019-09-06 | 1.一种电动汽车电池包温度的处理方法，其特征在于，包括：, 在电动汽车处于停车状态时，启动电动汽车电池包的监控管理控制器，监控所述电池包的最高温度；所述监控管理控制器用于管理控制电池包内不同区域的子控制器，所述子控制器用于监控所述电池包不同区域的温度；所述子控制器包括唤醒电路，用于在采集到局部区域电池包温度高于预设阈值温度时唤醒所述子控制器，并由所述子控制器唤醒附近区域的子控制器；, 判断所述电池包的最高温度是否高于预设报警温度；, 如果是，则启动所述电动汽车电池包的冷却管理控制器来降低电池包的最高温度。, 2.根据权利要求1所述的方法，其特征在于，所述启动电动汽车电池包的监控管理控制器，监控所述电池包的最高温度包括：, 通过温度传感器监控电动汽车电池包内不同区域的温度变化，当监控到区域的温度变化超出预设阈值时，通过区域内所述子控制器中的所述唤醒电路启动电动汽车电池包内区域的所述子控制器；, 根据所述电池包内被唤醒区域的子控制器读取电池包内被唤醒区域的温度，获取读取到的最高温度值。, 3.根据权利要求1所述的方法，其特征在于，所述冷却管理控制器用于调控冷却设备收发控制指令，所述启动所述电动汽车电池包的冷却管理控制器来降低电池包的最高温度包括：, 接收所述冷却设备发送的闭合指令，所述闭合指令用于闭合压缩机低压继电器和高压继电器；, 向压缩机控制器发送制冷使能以及转速设定指令，所述制冷使能用于控制开启循环水泵和散热风扇，所述转速设定指令用于设定所述循环水泵和所述散热风扇的转速；, 通过启动所述循环水泵和所述散热风扇对所述电池包进行降温处理。, 4.根据权利要求3所述的方法，其特征在于，在所述启动所述电动汽车电池包的冷却管理控制器来降低电池包的最高温度之后，所述方法还包括：, 通过所述电动汽车电池包的监控管理控制器实时监控所述电池包的最高温度；, 当监控到所述电池包的最高温度低于预设提示温度时，关闭所述电池包的冷却管理控制器，所述预设提示温度小于所述预设报警温度。, 5.根据权利要求1-4中任一项所述的方法，其特征在于，在所述启动所述电动汽车电池包的冷却管理控制器来降低电池包的最高温度之后，所述方法还包括：, 通过远程服务器向用户终端发送预警信息。, 6.一种电动汽车电池包温度的处理装置，其特征在于，包括：, 第一监控单元，用于在电动汽车处于停车状态时，启动电动汽车电池包的监控管理控制器，监控所述电池包的最高温度；所述监控管理控制器用于管理控制电池包内不同区域的子控制器，所述子控制器用于监控所述电池包不同区域的温度；所述子控制器包括唤醒电路，用于在采集到局部区域电池包温度高于预设阈值温度时唤醒所述子控制器，并由所述子控制器唤醒附近区域的所述子控制器；, 判断单元，用于判断所述电池包的最高温度是否高于预设报警温度；, 启动单元，用于如果所述电池包的最高温度高于预设报警温度，则启动所述电动汽车电池包的冷却管理控制器来降低电池包的最高温度。, 7.根据权利要求6所述的装置，其特征在于所述第一监控单元包括：, 启动模块，用于通过温度传感器监控电动汽车电池包内不同区域的温度变化，当监控到区域的温度变化超出预设阈值时，通过区域内所述子控制器中的所述唤醒电路启动电动汽车电池包内区域的子控制器；, 获取模块，用于根据所述电池包内被唤醒区域的子控制器读取电池包内被唤醒区域的温度，获取读取到的最高温度值。, 8.根据权利要求6所述的装置，其特征在于，所述冷却管理控制器用于调控冷却设备收发控制指令，所述启动单元包括：, 接收模块，用于接收所述冷却设备发送的闭合指令，所述闭合指令用于闭合压缩机低压继电器和高压继电器；, 发送模块，用于向压缩机控制器发送制冷使能以及转速设定指令，所述制冷使能用于控制开启循环水泵和散热风扇，所述转速设定指令用于设定所述循环水泵和所述散热风扇的转速；, 处理模块，用于通过启动所述循环水泵和所述散热风扇对所述电池包进行降温处理。, 9.根据权利要求8所述的装置，其特征在于，所述装置还包括：, 第二监控单元，用于通过所述电动汽车电池包的监控管理控制器实时监控所述电池包的最高温度；, 关闭单元，用于当监控到所述电池包的最高温度低于预设提示温度时，关闭所述电池包的冷却管理控制器，所述预设提示温度小于所述预设报警温度。, 10.根据权利要求6-9中任一项所述的装置，其特征在于，所述装置还包括：, 发送单元，用于通过远程服务器向用户终端发送预警信息。 | CN | China | Active | B | True |
| 96 | 充电设备功率分配方法、存储介质及系统 \n | CN111645556B | NaN | 本发明提供一种充电设备功率分配方法、存储介质及系统，其中的方法包括：获取所有正在执行充电的充电设备的当前输出功率总和；若所述当前输出功率总和超过充电站的供电容量，则：获取每一台充电设备所对应的车辆电池的电量饱和程度；依次切断电量饱和程度最高的车辆电池所对应的充电设备，直到正在执行充电的充电设备的当前输出功率总和在所述充电站的供电容量范围内。本发明的上述方案，能够保证配电功率的最大使用效率，又保证配置功率的使用安全。 | CN:202010509686.2A | https://patentimages.storage.googleapis.com/5d/7a/7d/5d1f49277030f6/CN111645556B.pdf | CN:111645556:B | 许令波, 余海琳, 盛捷 | Beijing Didi Infinity Technology and Development Co Ltd | EP:3086975:A1, CN:104578293:A, CN:107054114:A, CN:106712166:A, CN:107872084:A, CN:109204036:A | Not available | 2022-06-21 | 1.一种充电设备功率分配方法，其特征在于，包括如下步骤：, 获取充电站的供电容量以及单台充电设备的额定充电容量；, 基于所述充电站所在地点的车流量、充电需求确定满载系数，所述满载系数大于零并且小于一；, 根据所述供电容量、所述额定充电容量和所述满载系数，通过如下方式确定所述充电站内的充电设备数量：, ；, 其中，为所述供电容量，为所述单台充电设备的额定充电容量，为所述满载系数，, 所述充电设备数量大于标准化数量N，所述标准化数量N满足：；, 获取所有正在执行充电的充电设备的当前输出功率总和；, 若所述当前输出功率总和超过充电站的供电容量，则：, 获取每一台充电设备所对应的车辆电池的电量饱和程度；, 基于所述电量饱和程度，确定处于充电的最后阶段的至少一个车辆电池；, 依次降低所述处于充电的最后阶段的车辆电池所对应的充电设备的当前输出功率至所述充电设备的输出功率下限阈值，直到正在执行充电的充电设备的当前输出功率总和在所述充电站的供电容量范围内。, 2.根据权利要求1所述的充电设备功率分配方法，其特征在于，确定满载系数，所述满载系数大于零并且小于一的步骤中:, 所述满载系数满足：0.6＜＜0.9。, 3.一种存储介质，其特征在于，所述存储介质中存储有程序指令，计算机读取所述程序指令后执行权利要求1-2任一项所述的充电设备功率分配方法。, 4.一种电子设备，其特征在于，包括至少一个处理器和至少一个存储器，至少一个所述存储器中存储有程序指令，至少一个所述处理器读取所述程序指令后执行权利要求1-2任一项所述的充电设备功率分配方法。 | CN | China | Active | B | True |
| 97 | Battery management system \n | US10625615B2 | The present application is a continuation of U.S. Nonprovisional appplication Ser. No. 15/190,455, filed on Jun. 23, 2016, which claims priority to U.S. Provisional Patent Application No. 62/272,709, filed on Dec. 30, 2015, entitled BATTERY MANAGEMENT SYSTEM, the entire disclosures of which are incorporated by reference for all purposes.\nExemplary embodiments of the present disclosure relate to battery management systems that may be used, for example, for managing power output and modes of one or more batteries in an electric vehicle.\nAn electric vehicle uses a battery pack as an energy source. To ensure that the electric vehicle operates properly, the battery pack is monitored and managed during discharge and charging, e.g. to maintain the battery pack within a certain range of temperature and other parameters. Operating within the working temperature ensures that the battery pack performs efficiently and has a long service life. Due to the large influence of temperature on the performance and the service life of the battery pack, the working temperature of the battery pack and the consistency of the working states of the battery cells within the battery pack are very important in the design of the electric vehicle and the battery pack. As such a battery management system (BMS) is typically used to manage the performance and operation of a rechargeable battery (e.g. a cell or battery pack), by protecting the battery from operating outside its working temperature, monitoring its state, and calculating and/or reporting data to other control systems in the vehicle. The BMS may also control recharging of the battery, e.g. by redirecting recovered or charger energy to the battery pack.\nWhen an electrical vehicle is turned off, may maintain operation of at least some electrical subsystems that slowly drain the battery. This can result, for example, in “leakage” of 13 mA-4 mA of current from the battery.\nExemplary embodiments of the present disclosure may address at least some of the above-noted problems. For example, according to first aspects of the disclosure, a vehicle battery management system (BMS) may be configured to start a timer when the vehicle is turned off, e.g. based on when the main power between the vehicle and the battery is interrupted or based on a signal from the vehicle control system. The BMS may further be configured to store BMS data (e.g. variable data related to operation and/or status of the battery) to an electronic storage device, and to switch the battery to a shutdown mode, when the timer reaches a predetermined value (or expires if configured as a countdown timer). In embodiments, the BMS may be further configured to load the BMS data from the electronic storage device and/or to deactivate the shutdown mode when the vehicle is turned back on, e.g. based on the main power between the vehicle and the battery being reactivated, and/or a signal from the vehicle control system indicating that the vehicle is turned “on.”\nAccording to further aspects of the invention, a vehicle battery management system (BMS), may include one or more of a main power monitor, a counter and/or a controller including a microprocessor. The main power monitor may be configured to determine when main power between a vehicle and a battery is detected, and/or when the main power between the vehicle and the battery is not detected. The counter may be configured to begin counting based at least in part on the main power monitor determining that the main power between the vehicle and the battery is not detected. The controller may be configured to store BMS data to an electronic storage device and to switch the battery to a shutdown mode based at least in part on the counter reaching a predetermined value. In embodiments, the controller may be further configured to load the BMS data from the electronic storage device and/or to deactivate the shutdown mode based at least in part on the main power monitor determining that the main power between the vehicle and the battery is detected.\nIn embodiments, the predetermined value may correspond to a time in a range between 12 hours and 36 hours; or to a time of about 24 hours.\nIn embodiments, the shutdown mode may limit a current from the battery to about 1 mA or less.\nIn embodiments, the BMS may be included in a battery pack including the battery, or it may be included in other control system(s) of the vehicle (or combinations thereof).\nIn embodiments, the controller may be configured to reset the counter based at least in part on the main power monitor determining that the main power between the vehicle and the battery is restored before activation of the shutdown mode.\nIn embodiments, the controller may be configured to adjust the predetermined value for the counter when the counter is reset based on the main power monitor determining that the main power between the vehicle and the battery is restored before activation of the shutdown mode.\nIn embodiments, the controller may be configured to switch the battery to a standby mode based at least in part on the main power monitor determining that the main power between the vehicle and the battery is not detected, the standby mode limiting a current from the battery to a range of about 6 mA to 2 mA.\nAccording to further aspects of the invention, an electric vehicle may be provided including a battery; an electric motor configured to be powered by the battery; and a vehicle battery management system (BMS). In embodiments, the BMS may include a main power monitor, configured to determine when main power between the vehicle and the battery is detected, and when the main power between the vehicle and the battery is not detected; a counter, configured to begin counting based at least in part on the main power monitor determining that the main power between the vehicle and the battery is not detected; and a controller, configured to store BMS data to an electronic storage device and to switch the battery to a shutdown mode based at least in part on the counter reaching a predetermined value. In embodiments, the controller may be configured to load the BMS data from the electronic storage device and to deactivate the shutdown mode based at least in part on the main power monitor determining that the main power between the vehicle and the battery is detected.\nIn embodiments, the controller may be configured to switch the battery to a standby mode based at least in part on the main power monitor determining that the main power between the vehicle and the battery is not detected, the standby mode limiting a current from the battery to a range of, for example, about 6 mA to 2 mA.\nIn embodiments, the controller may be configured to control operating parameters of the battery during a working mode in which power is provided from the battery to the motor.\nAdditional features, advantages, and embodiments of the invention may be set forth or apparent from consideration of the following detailed description, drawings, and claims. Moreover, it is to be understood that both the foregoing summary of the invention and the following detailed description are exemplary and intended to provide further explanation without limiting the scope of the invention claimed. The detailed description and the specific examples, however, indicate only preferred embodiments of the invention. Various changes and modifications within the spirit and scope of the invention will become apparent to those skilled in the art from this detailed description.\nThe accompanying drawings, which are included to provide a further understanding of the invention, are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the detailed description serve to explain the principles of the invention. No attempt is made to show structural details of the invention in more detail than may be necessary for a fundamental understanding of the invention and various ways in which it may be practiced. In the drawings:\n FIG. 1 is a schematic diagram of an exemplary electric vehicle motor efficiency control system according to aspects of the present disclosure.\n FIG. 2 is a schematic diagram of an exemplary battery pack according to aspects of the present disclosure.\n FIG. 3 is a schematic diagram of an exemplary BCM according to aspects of the present disclosure.\n FIG. 4 is a partial circuit diagram of an exemplary BCM subsystem according to aspects of the present disclosure.\n FIG. 5 is a flow diagram depicting aspects of an exemplary battery management method according to aspects of the present disclosure.\n FIG. 6 is a flow diagram depicting aspects of another exemplary battery management method according to aspects of the present disclosure.\nVarious example embodiments of the present disclosure will be described below with reference to the drawings constituting a part of the description. It should be understood that, although terms representing directions are used in the present disclosure, such as “front”, “rear”, “upper”, “lower”, “left”, “right”, and the like, for describing various exemplary structural parts and elements of the present disclosure, these terms are used herein only for the purpose of convenience of explanation and are determined based on the exemplary orientations shown in the drawings. Since the embodiments disclosed by the present disclosure can be arranged according to different directions, these terms representing directions are merely used for illustration and should not be regarded as limiting. Wherever possible, the same or similar reference marks used in the present disclosure refer to the same components.\nUnless defined otherwise, all technical terms used herein have the same meanings as commonly understood by one of ordinary skill in the art to which the invention pertains. The embodiments of the invention and the various features and advantageous details thereof are explained more fully with reference to the non-limiting embodiments and examples that are described and/or illustrated in the accompanying drawings and detailed in the following description. It should be noted that the features illustrated in the drawings are not necessarily drawn to scale, and features of one embodiment may be employed with other embodiments as the skilled artisan would recognize, even if not explicitly stated herein. Descriptions of well-known components and processing techniques may be omitted so as to not unnecessarily obscure the embodiments of the invention. The examples used herein are intended merely to facilitate an understanding of ways in which the invention may be practiced and to further enable those of skill in the art to practice the embodiments of the invention. Accordingly, the examples and embodiments herein should not be construed as limiting the scope of the invention, which is defined solely by the appended claims and applicable law. Moreover, it is noted that like reference numerals reference similar parts throughout the several views of the drawings.\nAs used herein, the use of the terms “about” or “approximately” should be interpreted as within 20% of a given value, unless otherwise specified. The term “substantially” should be interpreted as encompassing greater than 75% of a thing, e.g. a component that is made “substantially” of plastic would comprise greater than 75plastic.\n FIG. 1 is a schematic diagram of an exemplary electric vehicle motor efficiency control system according to aspects of the present disclosure. As shown in FIG. 1, a control system for controlling an electric vehicle may include a battery pack 110, a motor driving circuit 103, a motor 104, a sensor 105, a center console 106 (including a CPU 109), a driving input system 107, a memory 108 and the like. The battery pack 110 provides the motor 104 with operating power; the motor driving circuit 103 may be connected between the motor 104 and the battery pack 110 to transmit the power of the battery pack 110 to the motor 104, and the working state of the motor 104 may be controlled by controlling the voltage/current transmitted to the motor 104. The sensor 105 may be used for sensing the current operating parameters (e.g. the speed and the torque) of the motor 104 and sending the operating parameters to the center console 106. According to these parameters, the center console 106 can judge the current operating state of the motor 104 and send a control signal to the motor driving circuit 103 to change the voltage/current input to the motor 104, thus changing the operating state of the motor. The center console 106 may be further connected with the driving input system 107 and the memory 108. The driving input system 107 may be configured to input the target operating state of the motor 104 to the center console 106, the memory 108 may be used to store a motor operational model, and the center console 106 may be configured to read data from and write data into the motor operational model.\nIn embodiments, the battery pack 110 (and/or motor driving circuit 103 or CPU 109) may be configured with a BMS as described herein. Further details of an exemplary battery pack are shown in FIG. 2.\n FIG. 2 is a schematic diagram of an exemplary battery pack 210 according to aspects of the present disclosure. As shown in FIG. 2, battery pack 210 may include a number of BMS 205 a-205 c, each configured to manage separate batteries or cells (not shown). Battery pack 201 includes features that allow data communication between the battery pack 210 and other control subsystems, such as discussed herein. It is noted that the configuration depicted in FIG. 2 is merely exemplary, and that the information gathering and processing discussed herein can be implemented in various other ways.\nAs shown in FIG. 2, the EMS (Energy Management System) 220 collects modular information 215 from BMS (Battery Management System) 205 a-205 c, calculates and integrates the data 225, and then sends the results from the calculation(s) to VCU (Vehicle Control Unit) 230 for further judgments and/or control operations. In some examples, the battery pack 210 can implement a master-slave communication structure. EMS 220 can accumulate and collect all the data 215 from each BMS 205 a-205 c on every module, and perform data calculation and treatment. By way of further example, battery pack 210 can communicate with the VCU 230 responsive to the vehicle being activated (e.g. detecting main power between the battery and the vehicle). The battery pack 210 can also communicate with a charger (not shown) responsive to the vehicle being charged. The battery pack 210 may also communicate with a maintenance computer (not shown) responsive to UI or other software application being connected to the battery pack, e.g. to facilitate maintenance, diagnostics, etc. Additional details regarding the configuration of an individual BMS are shown in FIG. 3.\nAs shown in FIG. 3, exemplary BMS 305 may include one or more of a main power monitor 310, a counter 315, a battery pack initialization module 320, a battery pack mode switching module 325, a battery temperature senor module 330, and/or a motor temperature senor module 340. Each of the components shown in FIG. 3 may be communicatively connected to one another (or other control subsystems) via a bus, or other wired or wireless communication link. Although described in the context of a BMS 305 that is integrated in a battery pack (e.g. battery pack 210), in other examples, one of more of these components may be distributed among various other control components or subsystems discussed herein.\nIn embodiments, the main power monitor 310 may be configured as hardware and/or software that detects when a main power (e.g. 12V) is established (or discontinued) between the vehicle and the battery that the BMS 305 is managing. This may reflect, for example, the vehicle being turned “on” by a driver (for establishing), or the vehicle being turned “off” by the driver (for discontinuing). In some examples, the main power monitor 310 (or separate charging module) may be configured as hardware and/or software that detects when a charging power is established (or discontinued) between a vehicle charger and the battery that the BMS 305 is managing. It is also noted that, in some examples, the vehicle control system may generate signals that replace and/or supplement the function of the main power monitor 310. For example, the vehicle control system may generate signals based on the vehicle being turned “on” or “off,” and/or the vehicle control system may monitor the main power if the vehicle independently.\nIn embodiments, the counter 315 may be configured as hardware and/or software that responds to signals from the main power monitor (or other signal representing when the vehicle is turned “on” or “off”), and provides data to the battery pack initialization module 320 and/or the battery pack mode switching module 325. For example, the counter 315 may be configured to begin counting based at least in part on the main power monitor 310 determining that the main power between the vehicle and the battery is not detected. The counter 315 may take many forms, including various timing mechanisms and/or software routines. The BMS 305 may be configured to store BMS data to an electronic storage device (not shown) and/or to switch the battery to a shutdown mode based at least in part on the counter reaching a predetermined value. For example, the counter 315 may send counting data to the battery pack mode switching module 325, and the battery pack mode switching module 325 may be configured to initiate storage of the BMS data and/or switching the battery to a shutdown mode upon the counter reaching a predetermined value, such as the counter corresponding to a time in a range between 12 hours and 36 hours; or to a time of about 24 hours. Storing the BMS data prior to shutdown may be beneficial in allowing various subsystems to shut down without the loss of data that is necessary or beneficial for reactivation of the BMS and/or battery. By storing such data, energy requirements from the battery are thus reduced. In some examples, the shutdown mode may limit a current from the battery to about 1 mA or less.\nIn some examples, the a battery pack mode switching module 325 may also be configured to switch the battery to a standby mode based at least in part on the main power monitor 310 determining that the main power between the vehicle and the battery is not detected. The standby mode may, for example, limit battery output to certain systems, and may generally limit a current from the battery to a range of about 6 mA to 2 mA. In some examples, the standby mode may be further based on the counter 315 reaching a second predetermined value, which is less that the value for initiating the shutdown mode. For example, the standby mode may be initiated when the counter corresponds to a time of about 1 minute (or some multiple of minutes less than an hour), and the shutdown mode may be initiated when the counter corresponds to some number of hours (e.g. about 24 hours).\nIn some examples, the a battery pack mode switching module 325 (or the counter 315) may also be configured to reset the counter 315, e.g. when the main power monitor 310 detects reestablishment of the main power between the vehicle and the battery while the counter 310 is running. For example, the battery pack mode switching module 325 may be configured to send a reset signal to the counter 315, or the counter 315 may be configured to automatically reset based on a signal from the main power monitor 310.\nIn some examples, the a battery pack mode switching module 325 (or counter 315) may also be configured to adjust the predetermined counter values used to initiate the shutdown and/or standby modes. For example, if the main power monitor 310 detects reestablishment of the main power between the vehicle and the battery while the counter 310 is running, the predetermined times for initiating the shutdown and/or standby modes may be reduced by a percentage (e.g. 10%, 25% or 50%), by an amount based on the time that the main power between the vehicle and the battery is reestablished for, a portion of the time already counted, etc. This may be beneficial, for example, when the main power between the vehicle and the battery is only reestablished for a brief period of time, which may indicate that the vehicle has not been fully operated and shutdown or standby modes may be implemented without waiting for another full counter cycle.\nIn embodiments, the battery pack initialization module 320 may be configured to load the BMS data from the electronic storage device and/or to deactivate the shutdown (or standby) mode based at least in part on the main power monitor 310 determining that the main power between the vehicle and the battery is detected.\nThe BMS 305 may further include a battery temperature senor module 330, a motor temperature senor module 340, and various other modules related to monitoring and managing the operation of the battery being managed. For example, the battery temperature senor module 330 may be used to limit the output of the battery to maintain the operating temperature of the battery, and motor temperature senor module 340 may be used to manage battery heat dissipation functions. The BMS 305 may be configured to monitor and manage a range of battery-related functions, such as monitoring current in or out of the battery, the state of the battery, total voltage, voltages of individual cells, minimum and maximum cell voltage, average temperature, coolant intake temperature, coolant output temperature, temperatures of individual cells, state of charge, depth of discharge, etc. Additionally, the BMS 305 may be configured to calculate various values, such as maximum charge current, maximum discharge current, energy (kW) delivered since last charge or charge cycle, internal impedance of a cell, charge (A) delivered or stored, total energy delivered since first use, total operating time since first use, total number of cycles, etc. In some examples, any number of the detected or calculated values mentioned above may be stored (and retrieved) as BMS data.\nThe BMS 305 may be configured to protect the battery being managed by preventing (or inhibiting) it from operating outside its safe operating area, such as preventing over-current, over-voltage (e.g. during charging), under-voltage (e.g. during discharging), over-temperature, under-temperature, over-pressure, ground fault or leakage current, etc. Additional details regarding an exemplary circuit diagram for an individual BMS are shown in FIG. 4.\nAs shown in FIG. 4, BMS 305 may include circuitry 400 that provides main power 410 from the battery 420 to a vehicle (e.g. 12V), as well as a plurality of low-voltage control signal lines and monitoring channels 430-450, e.g. for communicating with a microcontroller (MCU), detecting conditions of the vehicle and/or battery. In some examples, a mcu_car_condition signal may be used in conjunction with the counter to initiate or cancel a shutdown (or standby mode). For example, when: mcu_car_condition=hi and the counter ≥24; then the BMS data may be saved, the battery pack switched to shutdown mode, and the counter reset to 0. Or, while in shutdown mode: when: mcu_car_condition=low and the counter=0; then the battery pack may be activated, and the BMS data retrieved and loaded back to the MCU.\n FIGS. 5 and 6 show flow diagrams of exemplary battery management methods according to aspects of the present invention. Each operation depicted therein may represent a sequence of operations that can be implemented in hardware or computer instructions implemented in hardware. In the context of computer instructions, the operations represent computer-executable instructions stored on one or more computer-readable storage media that, when executed by one or more physical processors, perform the recited operations. Generally, computer-executable instructions include routines, programs, objects, components, and the like that perform particular functions or implement particular data types. The order in which the operations are described is not intended to be construed as a limitation, and any number of the described operations can be combined in any order and/or in parallel to implement the processes. Additionally, any specific reference to one or more operations being capable of being performed in a different order is not to be understood as suggesting that other operations may not be performed in another order.\nAs shown in FIG. 5, a battery management method may include operations related to determining whether to enter a shutdown mode. The flow may begin with 510, in which a battery pack is initialized. This may include, for example, activating the battery via BMS or other control system, connecting the battery with the vehicle powertrain, and/or loading BMS data from a storage device in to RAM or other memory of an MCU. Initialization may also include various status checks and/or diagnostic routines to determine the health of the battery, etc. Once the battery is initialized, a check may be performed that confirms and/or monitors the presence of main power between the battery and the vehicle. The flow may proceed with 520.\nIn 520, the BMS receives a signal from the vehicle controller, or other subsystem, reflecting, for example, that the vehicle has been turned off, that main power between the vehicle and the battery has been interrupted (or reduced to a predetermined threshold), and/or battery charging has been completed. As discussed further herein, this may come, for example, from a main power monitor, BMS, or vehicle control system. The flow may proceed with 530.\nIn 530, a timing routine may be initiated based on the signal received in 520. This may include, for example, initiating a counter, or other timer, that measures the time during which the vehicle is in an “off” state, and/or during which the main power between the vehicle and the battery is absent. During 530, various monitoring routines may also be executed, e.g. to determine whether the vehicle is switched to an “on” state, and/or if the main power between the vehicle and the battery is reestablished. If such monitoring routines, or appropriate signal(s), reflect that the vehicle is switched to an “on” state, and/or if the main power between the vehicle and the battery is reestablished, the flow may return to 510, in which the battery is reinitialized, e.g. by resetting the counter, loading the BMS data from storage, and/or activating the battery, as necessary. In some examples, 530 may also be responsive to a signal indicating that battery charging has commenced, and return to 510 until charging is completed.\nIf the timing routine reaches a predetermined value during 530 (i.e. without returning to 510), the flow may proceed to 540. The predetermined value may be, for example, a counter value corresponding to a matter of hours, e.g. a time between 12 hours to 36 hours, or about 24 hours. In some examples, the predetermined value may be adjusted by the BMS based on various criteria, such as how long the vehicle was in the “on” state, how long a previous timing sequence 530 lasted, whether the signal in 520 reflected the vehicle being turned off, main power between the vehicle and the battery being interrupted (or reduced to a predetermined threshold), and/or battery charging completed, etc.\nIn 540, the BMS may initiate a battery shutdown mode, including, for example, storing BMS data in an electronic storage device, and activating a shutdown mode, e.g. in which current from the battery is reduced, or limited, to about 1 mA or less. In some examples, certain batteries and/or cells may be managed by one or more BMS in different ways during shutdown operation. For example, when multiple batteries and/or cells are available, one of them may be used to continue providing power to one or more subsystems, while others are shut down completely. In some examples, the BMS may be configured to cycle different batteries and/or cells to different shutdown levels, e.g. to distribute any necessary “leakage” to different batteries at different times, and/or based on individual battery states.\nThe shutdown mode may continue, for example, until a signal reflecting that the vehicle has been turned on, that main power between the vehicle and the battery has been restored (or increased to a predetermined threshold), and/or battery charging has been initiated, at which point the flow may return to battery initialization in 510.\nAs shown in FIG. 6, another battery management method may include operations related to determining whether to enter a standby mode, followed by a more restrictive shutdown mode. The flow may begin with 610, in which a battery pack is initialized. This may include, for example, activating the battery via BMS or other control system, connecting the battery with the vehicle powertrain, and/or loading BMS data from a storage device in to RAM or other memory of an MCU. Initialization may also include various status checks and/or diagnostic routines to determine the health of the battery, etc. Once the battery is initialized, a check may be performed that confirms and/or monitors the presence of main power between the battery and the vehicle. The flow may proceed with 620.\nIn 620, the BMS receives a signal from the vehicle controller, or other subsystem, reflecting, for example, that the vehicle has been turned off, that main power between the vehicle and the battery has been interrupted (or reduced to a predetermined threshold), and/or battery charging has been completed. As discussed further herein, this may come, for example, from a main power monitor, BMS, or vehicle control system. The flow may proceed with 630.\nIn 630, a first timing routine may be initiated based on the signal received in 620. This may include, for example, initiating a counter, or other timer, that measures the time during which the vehicle is in an “off” state, and/or during which the main power between the vehicle and the battery is absent or reduced to a predetermined level. During 630, various monitoring routines may also be executed, e.g. to determine whether the vehicle is switched to an “on” state, and/or if the main power between the vehicle and the battery is reestablished. If such monitoring routines, or appropriate signal(s), reflect that the vehicle is switched to an “on” state, and/or if the main power between the vehicle and the battery is reestablished, the flow may return to 610, in which the battery is reinitialized, e.g. by resetting the counter, loading the BMS data from storage, and/or activating the battery, as necessary. In some examples, 630 may also be responsive to a signal indicating that battery charging has commenced, and return to 610 until charging is completed.\nIf the first timing routine reaches a first predetermined value during 630 (i.e. without returning to 610), the flow may proceed to 640. The first predetermined value may be, for example, a counter value corresponding to a matter of minutes, e.g. a time between 1 to 10 minutes, or 5 minutes, an hour, or other time that is less than the second predetermined value discussed further below. In some examples, the first predetermined value may be adjusted by the BMS based on various criteria, such as operational information about the vehicle, e.g. the average speed or recurring stops of the vehicle, battery state information, whether the signal in 620 reflected the vehicle being turned off, main power between the vehicle and the battery being interrupted (or reduced to a predetermined threshold), and/or battery charging completed, etc.\nIn 640, the BMS may initiate a battery standby mode, including, for example, deactivating certain vehicle subsystems, or otherwise reducing or limiting current from the battery to about 6 mA to 2 mA. In some examples, certain batteries and/or cells may be managed by one or more BMS in different ways during standby mode. For example, when multiple batteries and/or cells are available, one of them may be used to continue providing power to one or more subsystems, while others are deactivated (or placed in a shutdown mode as described further herein). In some examples, the BMS may be configured to cycle different batteries and/or cells to different standby and/or shutdown levels, e.g. to distribute any necessary “leakage” to different batteries at different times, and/or based on individual battery states. For example, if a standby mode is indicated, a battery having the greatest charge may be selected to enter the sta | Vehicle battery management systems (BMS) and methods are described, in which the output of a vehicle battery is reduced by activating a shutdown mode. A BMS may be configured to start a timer when the vehicle is turned off, e.g. based on when the main power between the vehicle and the battery is interrupted or based on a signal from the vehicle control system. The BMS may further be configured to store BMS data (e.g. variable data related to operation and/or status of the battery) to an electronic storage device, and to switch the battery to a shutdown mode, when the timer reaches a predetermined value. The BMS may be further configured to load the BMS data from the electronic storage device and/or to deactivate the shutdown mode when the vehicle is turned back on. | US:15/914,767 | https://patentimages.storage.googleapis.com/f6/33/ff/d3f7372e661660/US10625615.pdf | US:10625615 | Ming-Chieh Cheng | Thunder Power New Energy Vehicle Development Co Ltd | US:5698967, US:6680878, US:6445163, US:20140015469:A1, US:20140009117:A1, US:20140210267:A1, US:20170052229:A1, US:20170331162:A1, US:20190242949:A1, US:20180246552:A1 | 2020-04-21 | 2020-04-21 | 1. A vehicle battery management system (BMS), comprising:\na main power monitor configured to detect a main power between a vehicle and a battery;\na counter, configured to begin counting when the main power between the vehicle and the battery is not detected by the main power monitor; and\na controller, configured to\nstore BMS data to an electronic storage device and to switch the battery to a shutdown mode when the counter reaches a predetermined value, and\nload the BMS data from the electronic storage device when the main power between the vehicle and the battery is detected by the main power monitor.\n\n, a main power monitor configured to detect a main power between a vehicle and a battery;, a counter, configured to begin counting when the main power between the vehicle and the battery is not detected by the main power monitor; and, a controller, configured to\nstore BMS data to an electronic storage device and to switch the battery to a shutdown mode when the counter reaches a predetermined value, and\nload the BMS data from the electronic storage device when the main power between the vehicle and the battery is detected by the main power monitor.\n, store BMS data to an electronic storage device and to switch the battery to a shutdown mode when the counter reaches a predetermined value, and, load the BMS data from the electronic storage device when the main power between the vehicle and the battery is detected by the main power monitor., 2. The system of claim 1, wherein the predetermined value corresponds to a time period in a range between 12 hours and 36 hours., 3. The system of claim 2, wherein the predetermined value corresponds to a time period of about 24 hours., 4. The system of claim 1, wherein the shutdown mode limits a current from the battery to about 1 mA or less., 5. The system of claim 1, wherein the BMS is included in a battery pack including the battery., 6. The system of claim 1, wherein the controller is further configured to reset the counter when the main power between the vehicle and the battery is restored before the shutdown mode is deactivated., 7. The system of claim 6, wherein the controller is further configured to adjust the predetermined value for the counter when the counter is reset when the main power between the vehicle and the battery is restored before the shutdown mode is deactivated., 8. The system of claim 1, wherein the controller is further configured to switch the battery to a standby mode based when the main power between the vehicle and the battery is not detected by the power monitor, the standby mode limiting a current from the battery to a range of about 6 mA to 2 mA., 9. An electric vehicle, comprising:\na battery;\nan electric motor configured to be powered by the battery; and\na vehicle battery management system (BMS), including:\na main power monitor configured to detect a main power between a vehicle and a battery;\n\na counter, configured to begin counting when the main power between the vehicle and the battery is not detected by the main power monitor; and\na controller, configured to\nstore BMS data to an electronic storage device and to switch the battery to a shutdown mode when the counter reaches a predetermined value, and\nload the BMS data from the electronic storage device when the main power between the vehicle and the battery is detected by the main power monitor.\n\n, a battery;, an electric motor configured to be powered by the battery; and, a vehicle battery management system (BMS), including:\na main power monitor configured to detect a main power between a vehicle and a battery;\n, a main power monitor configured to detect a main power between a vehicle and a battery;, a counter, configured to begin counting when the main power between the vehicle and the battery is not detected by the main power monitor; and, a controller, configured to\nstore BMS data to an electronic storage device and to switch the battery to a shutdown mode when the counter reaches a predetermined value, and\nload the BMS data from the electronic storage device when the main power between the vehicle and the battery is detected by the main power monitor.\n, store BMS data to an electronic storage device and to switch the battery to a shutdown mode when the counter reaches a predetermined value, and, load the BMS data from the electronic storage device when the main power between the vehicle and the battery is detected by the main power monitor., 10. The vehicle of claim 9, wherein the predetermined value corresponds to a time period in a range between 12 hours and 36 hours., 11. The vehicle of claim 10, wherein the predetermined value corresponds to a time period of about 24 hours., 12. The vehicle of claim 9, wherein the shutdown mode limits a current from the battery to about 1 mA or less., 13. The vehicle of claim 9, wherein the BMS is included in a battery pack including the battery., 14. The vehicle of claim 9, wherein the controller is further configured to reset the counter when the main power between the vehicle and the battery is restored before the shutdown mode is deactivated., 15. The vehicle of claim 14, wherein the controller is further configured to adjust the predetermined value for the counter when the counter is reset based on the main power monitor determining that the main power between the vehicle and the battery is restored before activation of the shutdown mode., 16. The vehicle of claim 9, wherein the controller is further configured to switch the battery to a standby mode when the main power between the vehicle and the battery is not detected by the power monitor, the standby mode limiting a current from the battery to a range of about 6 mA to 2 mA., 17. The vehicle of claim 9, wherein the controller is further configured to control operating parameters if the battery during a working mode in which power is provided from the battery to the motor., 18. A method of managing output of a vehicle battery, comprising:\nmonitoring a power state of a vehicle;\ndetecting a first change in the power state of the vehicle reflecting at least one of the vehicle being turned off or a battery charging being completed;\nstarting a counter based at least in part on the detection of the first change in the power state of the vehicle;\nstoring BMS data to an electronic storage device, and switching the battery to a shutdown mode when the counter reaches a predetermined value;\ndetecting a second change in the power state of the vehicle reflecting at least one of the vehicle being turned on or a battery charging being initiated;\nloading the BMS data from the electronic storage device and deactivating the shutdown mode when detecting the second change in the power state of the vehicle.\n, monitoring a power state of a vehicle;, detecting a first change in the power state of the vehicle reflecting at least one of the vehicle being turned off or a battery charging being completed;, starting a counter based at least in part on the detection of the first change in the power state of the vehicle;, storing BMS data to an electronic storage device, and switching the battery to a shutdown mode when the counter reaches a predetermined value;, detecting a second change in the power state of the vehicle reflecting at least one of the vehicle being turned on or a battery charging being initiated;, loading the BMS data from the electronic storage device and deactivating the shutdown mode when detecting the second change in the power state of the vehicle., 19. The method of claim 18, wherein the predetermined value corresponds to a time period in a range between 12 hours and 36 hours., 20. The method of claim 19, wherein the predetermined value corresponds to a time period of about 24 hours. | US | United States | Active | B | True |
| 98 | Battery charging apparatus and method for charging electric vehicle \n | US9815377B2 | This application is related to one co-pending U.S. patent application Ser. No.14/791,944 entitled “BATTERY CHARGING SYSTEM AND APPARATUS AND METHOD FOR ELECTRIC VEHICLE”, by “E-IN WU”. Such application has the same assignee as the instant application and is concurrently filed herewith. The disclosure of the above-identified applications is incorporated herein by reference.\nThe subject matter herein generally relates to a battery charging apparatus for supplying electric energy to a battery of a battery-powered electric vehicle through a receiving coupler mounted on the electric vehicle.\nRecent years have seen progress in the development of electric vehicles as means of transportation for reducing the rate of consumption of existing fuels and avoiding possible environmental pollution. Electric vehicles are powered by electric energy powered stored in and supplied from a batteries mounted in the electric vehicle. The batteries usually to be charged by a battery charging apparatus.\nMany aspects of the present disclosure are better understood with reference to the following drawings. The components in the drawings are not necessarily drawn to scale, the emphasis instead being placed upon clearly illustrating the principles of the present disclosure. Moreover, in the drawings, like reference numerals designate corresponding parts throughout the views.\n FIG. 1 illustrates an isometric view of a battery charging apparatus.\n FIG. 2 is similar to FIG. 1, but from another angle.\n FIG. 3 illustrates that a robot arm of the battery charging apparatus received in a receiving portion of the battery charging apparatus.\n FIG. 4 illustrates that a protective door of the battery charging apparatus closes the receiving portion.\n FIG. 5 is an isometric view of the battery charging apparatus supplying electric energy to an electric vehicle.\n FIG. 6 is a block diagram of an embodiment of a battery charging apparatus.\n FIG. 7 is a block diagram of an embodiment of a battery charging system applied to the battery charging apparatus.\n FIGS. 8 and 9 are a flowchart of an embodiment of a battery charging method.\n FIGS. 10 and 11 are a flowchart of another embodiment of a battery charging method.\nIt will be appreciated that for simplicity and clarity of illustration, where appropriate, reference numerals have been repeated among the different figures to indicate corresponding or analogous elements. In addition, numerous specific details are set forth in order to provide a thorough understanding of the embodiments described herein. However, it will be understood by those of ordinary skill in the art that the embodiments described herein can be practiced without these specific details. Also, the description is not to be considered as limiting the scope of the embodiments described herein. The drawings are not necessarily to scale and the proportions of certain parts may be exaggerated to better illustrate details and features of the present disclosure.\nA definition that applies throughout this disclosure will now be presented.\nThe term “coupled” is defined as connected, whether directly or indirectly through intervening components, and is not necessarily limited to physical connections. The connection can be such that the objects are permanently connected or releasably connected. The term “comprising,” when utilized, means “including, but not necessarily limited to”; it specifically indicates open-ended inclusion or membership in the so-described combination, group, series and the like.\nThe present disclosure is in relation to a battery charging apparatus for an electric vehicle. The battery charging apparatus can include a charging body, a robot arm, and a feeding coupler. The charging body can define a receiving portion. The robot arm can be movably coupled to a sidewall of the receiving portion and received in receiving portion. The feeding coupler can be coupled to the robot arm and used to supply electric power to the electric vehicle. The robot arm can be capable of extending from the receiving portion for coupling the feeding coupler to an electric vehicle.\nThe present disclosure is in relation to a battery charging method for charging an electric vehicle. The battery charging method can be described as following. An electronic charging apparatus can be provided, and the electronic charging apparatus can have a receiving portion and a protective door with a robot arm moveably within the receiving portion. The robot arm can have a feeding coupler at an end of the robot arm configured to mate with the electrical power receiving coupler of the electric vehicle. The robot arm can have a retracted position in which the robot arm is within the electronic charging apparatus. The robot arm can be stored in the receiving portion in the retracted position with the protective door closed. The electronic charging apparatus can be in response to the electric vehicle moving into proximity to a charging station. The protective door can be opened. The robot arm can be extended from the retracted position to bring the electrical connector to a position spaced from the receiving coupler of the electric vehicle. A location of the receiving coupler of the electric vehicle can be recalled, the location can be stored in a memory unit. The receiving coupler can connect to the receiving coupler can be visually confirmed. A warning can be issued in response to lack of visual confirmation. In response to visual confirmation and based on the location recalled from the memory, the robot arm can be moved to bring the feeding coupler into engagement with the receiving coupler to power the electric vehicle. The robot arm can be retracted into the retracted position.\n FIG. 1 shows a battery charging apparatus 100 for automatically supplying electric energy to an electric vehicle 200 (as shown in FIG. 5). The battery charging apparatus 100 can include a charging body 10, a robot arm 20, a feeding coupler 30 positioned on the robot arm 20, and a controller 60. The robot arm 20 can be movably mounted on the charging body 10. The controller 60 can control the robot arm 20 to couple the feeding coupler 30 with a receiving coupler 201 (as shown in FIG. 5) of the electric vehicle 200 for charging.\nThe charging body 10 can define a receiving portion 13 for receiving the robot arm 20 and the feeding coupler 30.\nThe robot arm 20 can be a multi-axis robot arm for accurately coupling the feeding coupler 30 with the receiving coupler 201. The robot arm 20 can include a first arm 21, a second arm 22, a third arm 23, a fourth arm 24, a fifth arm 25, and a sixth arm 26, and an elastic member 27. As shown in FIG. 2, a first end portion of the first arm 21 can be rotatably coupled with a sidewall of the receiving portion 13 about a first axis β1.\nReferring to FIG. 1 again, a first end portion of the second arm 22 can be rotatably coupled with a second end portion of the first arm 21 about a second axis β2. A first end portion of the third arm 23 can be rotatably coupled with a second end portion of the second arm 22 about a third axis β3. A first end portion of the fourth arm 24 can be rotatably coupled with a second end portion of the third arm 23 about a fourth axis β4. A first end portion of the fifth arm 25 can be rotatably coupled with a second end portion of the fourth arm 24 about a fifth axis β5. The first axis β1 can be substantially vertical to the sidewall of the receiving portion 13. The second axis β2 and the third axis β3 can be substantially parallel to the first axis β1. The fourth axis β4 can be substantially vertical to the first axis β1. The fifth β5 can be substantially vertical to the fourth axis β4.\nThe sixth arm 26 can be coupled to a second portion of the fifth arm 25. The feeding coupler 30 can be positioned on an end portion of the sixth arm 26 and positioned away from the fifth arm 25. The elastic member 27 can be movably sleeved on the sixth arm 26 and resist with the feeding coupler 30. The elastic member 27 can correct a position deviation when the feeding coupler 30 mates with the receiving coupler 201. The elastic member 27 can also protect the feeding coupler 30 from a cushion. The feeding coupler 30 can be moved to couple with the receiving coupler 201. In the illustrated embodiment, a driver (not shown) is positioned in the fifth arm 25, and the sixth arm 26 can be driven by the driver for pushing the feeding coupler 30 to mate with the receiving coupler 201. A rotation of the first arm 21 around the first axis β1 and a rotation of the second arm 22 around the second axis β2 can be for adjusting a height of the feeding coupler 30 and a distance between the feeding coupler 30 and the electric vehicle 200. A rotation of the third axis β3 can be used for further adjusting the height of the feeding coupler 30. A rotation of the fourth axis β4 can be for aligning the feeding coupler 30 with the electric vehicle 200, when the electric vehicle 200 stops in a tilt position relative to the charging body 10. A rotation of the fifth axis β5 can be for adjusting angles of the feeding coupler 30 relative to the electric vehicle 30. Other structures of the robot arm 20, such as reducers, connecting structures between neighbor arm structures, driving mechanisms, are not described here, for simplify.\nIn other embodiments, the third arm 23, the fourth arm 24, the fifth arm 25, and a sixth arm 26 can be omitted, the feeding coupler 30 can be directly positioned on the second arm 22. The number of the arms of the robot arm 20 and modes of motion of each arm can be designed as required.\nThe controller 60 can control the movements of the robot arm 20 and the feeding coupler 30.\n FIGS. 3 and 4 show that the battery charging apparatus 100 can further include a protective door 40. The protective door 40 can be movably mounted on the charging body 10 and positioned adjacent to the receiving portion 13 for closing the robot arm 20 and the feeding coupler 30 in the receiving portion 13, such that, when the battery charging apparatus 100 is in an unused state, the robot arm 20 and the feeding coupler 30 can be protected from dust and water. In the illustrated embodiment, the protective door 40 is a door that can be controlled to open or close by the controller 60. In the illustrative embodiment, the protective door 40 is configured to coil or roll up. In other embodiments, the protective door 40 can be designed to be other suitable doors, such as a transparent door pivotally coupled to the charging body 10, and the protective door 40 can be locked with the charging body 10.\nReferring to FIG. 2 again, the battery charging apparatus 100 can further include a camera unit 45 positioned on an end surface of the feeding coupler 30 and positioned away from the sixth arm 26. The camera unit 45 can be used for capturing images. The battery charging apparatus 100 can further include a distance sensor 47 (as shown in FIG. 6) mounted in the charging body 10 for detecting a distance between the electrical vehicle 200 and the charging body 10, then transmit a distance signal including the distance between the electrical vehicle 200 and the charging body 10 to the controller 60.\nIn other embodiments, the battery charging apparatus 100 can further include a plurality of pressure sensors (not shown) positioned on the robot arm 20. The plurality of pressure sensors can transmit information to the controller 60 when the robot arm 20 contacts some object in use, the controller 60 can determine whether the robot arm 20 stop motions according to predefined conditions. In this implementation, the controller 60 can operate based on feedback received from the plurality of pressure sensors.\nIn other embodiments, the receiving portion 13 can be omitted, and the robot arm 20 can be directly mounted on a sidewall of the charging body 10.\nAs FIG. 5 shown, the electric vehicle 200 has a charging lid 202 which covers the receiving coupler 201 via a charging lid opening and closing device (not shown).\nReferring to FIG. 6, the battery charging apparatus 100 can further include a memory unit 70 for storing information relating to receiving couplers of a plurality of models of electric vehicles. The memory unit 70 can be electrically coupled with the controller 60. The information relating to the receiving coupler 201 can include a image of a receiving coupler of a same or corresponding model as the electric vehicle 200, a image of a charging lid of the same or corresponding model as the electric vehicle 200 being in a close state, and positions of the receiving coupler in the same or corresponding model as the electric vehicle 200. The controller 60 can include a display unit 61 and a processing unit 63 electrically coupled with the display unit 61 and the memory unit 70. The display unit 61 can be a touch screen for displaying and input orders by manual. The number of the processing unit 63 can be one more for achieving efficiency. In other embodiments, the controller 60 can further include control keys for conveniently inputting.\nIn at least one embodiment, the memory unit 70 can be an internal storage system, such as a flash memory, a random access memory (RAM) for temporary storage of information, and/or a read-memory (ROM) for permanent storage of information.\nIn at least one embodiment, the memory unit 70 can also be a storage system, such as a hard disk, a storage card, or a data storage medium. The memory unit 70 can include volatile and/or non-volatile storage devices.\nIn at least one embodiment, the memory unit 70 can include two or more storage devices such that one storage device is a memory and the other storage device is a hard drive. Additionally, the memory unit 70 can be respectively located either entirely or partially external relative to the battery charging apparatus 100.\nIn at least one embodiment, the processing unit 63 can be a central processing unit, a digital signal processor, or a single chip, for example.\nReferring to FIG. 7, a battery charging system 50 applied to the controller 60 of the battery charging apparatus 100 is illustrated. Also referring to FIG. 6 again, the battery charging apparatus 100 can communicate, wireless or through a wired connection, data with a server 300. Orders can be transmitted to the server 300 via a mobile terminal 400 by users. The battery charging system 50 can include a movement control module 51, a camera module 52, a comparing module 53, and a charging control module 54. The movement control module 51, the camera module 52, the comparing module 53, and the charging control module 54 can be executed by the processing unit 63. The modules of the battery charging system 50 also can include a hardware, integrated circuits, or software and hardware combinations, such as a special-purpose processor or a general purpose processor with special-purpose firmware.\nThe movement control module 51 can be used to control the robot arm 20 of the charging apparatus 100 to move.\nThe camera module 52 can be used to obtain an image of a location of the receiving coupler 201 captured by the camera unit 45. In detail, the camera module 52 can process the image captured by the camera unit 45 for indentify.\nThe comparing module 53 can be used to compare the image with a predefined image stored by the memory unit 70. The predefined image can be an open state of the receiving coupler of a same model as the electric vehicle 200. The comparing module 53 can be used to determine whether the charging lid 202 is in the open state. The comparing module 53 can be used to generate a coupling signal, to prompt that the feeding coupler 30 couples with the receiving coupler 201 via the robot arm 20 when the image is same or corresponding to the predefined image. The comparing module 53 can be further used to generate a warning signal to warn people to open the charging lid 202 when the image is not same or corresponding to the predefined image. The warning signal can be sent to the server 300 by the battery charging apparatus 100, and then relayed to the mobile terminal 400 by the server 300. In other embodiments, the warning signal can be sent to a buzzer mounted in the battery charging apparatus 100 to emit a sound, or the warning signal can be sent to a light mounted in the battery charging apparatus 100 to emit light. In other embodiments, the compare module 53 can be further used to obtain a positional deviation between the feeding coupler 30 and the receiving coupler 201 according to the image of the receiving coupler 201. When the image of the receiving coupler 201 matches the predefined image, the movement control module 51 is capable of controlling the robot arm 20 to correct positions of the feeding coupler 30 during a movement of the robot arm 20 according to the positional deviation.\nThe charging control module 54 can be used to control the feeding coupler 30 of the battery charging apparatus 100 to output electric current. In detail, the charging control module 54 can control the feeding coupler 30 to output electric current according to a charging signal. The charging signal or an order can be input via the display unit by manual, or from the mobile terminal 400. The charging control module 54 can stop the feeding coupler 30 from output electric current when a battery of the electric vehicle 200 is fully charged. Furthermore, the charging control module 54 can stop the feeding coupler 30 outputting electric current when the charging control module 54 receives a stop signal, from a mobile terminal 400, or a stop order input via the controller 60. The charging control module 54 can be used to generate a finish signal when the feeding coupler 30 has stopped outputting current. Then, the movement control module 51 can control the robot arm 20 to retract the feeding coupler 30 from fitting engagement with the receiving coupler 201 and close the charging lid 202 according to the finish signal. The robot arm 20 can be controlled to return the receiving portion 13 or be coupled to another electrical vehicle. In other embodiments, the charging control module 54 can control the robot arm 20 to directly return receiving portion 13 without closing the charging lid 202 after finishing charging.\nThe battery charging apparatus 100 can further accept a reservation request. The reservation request can be sent to the server 300 via the mobile terminal 400. The reservation request can include vehicle information, reservation time, and a vehicle location. The vehicle information can include a license plate number, a vehicle model, an identify code and other identifying information.\nThe server 300 can store relating information of a plurality of battery charging apparatus in one or more areas, including locations of the battery charging apparatus. The server 300 can receive a working mode of each charging apparatus 100 in real time. The working mode is in a charging state or a free state for each charging apparatus. The server 300 can distribute a fitting battery charging apparatus and transmit a signal including location of the fitting battery charging apparatus to the mobile terminal 400, according to the reservation request. The fitting battery charging apparatus can be which is nearest to the electric vehicle and can supply a charging service in the reservation time of the reservation request.\nThe battery charging system 50 can further include a transmitting module 55, a receiving module 56, and an identification module 57. The transmitting module 55, the receiving module 56, and an identification module 57 can be stored by the memory unit 70 for executed by the processing unit 63.\nThe transmitting module 55 can transmit the working mode of the charging apparatus 100 in real time to the server 300.\nThe receiving module 56 can receive the reservation request and transmit to the memory unit 70.\nThe identification module 57 can be used to identify the electrical vehicle 200 to determine whether information of electric vehicle 200 and the reservation time of the electric vehicle 200 match the information of the reservation request. In detail, the identification module 57 can compare, calculate and process the information of electric vehicle 200, reservation time of the electric vehicle 200 with the reservation request. If yes, in other words, the information of electric vehicle 200 and the reservation time of the electric vehicle 200 match the information of the reservation request, the electric vehicle 200 can be allowed to be charged. Otherwise, a charging process will be ended. The information of the electric vehicle 200, such as the vehicle plate number, can be recorded in the mobile terminal 400. The identification module 57 can be used to obtain the information of the electric vehicle 200 via wireless technology, for example BLUETOOTH™, in an allowed range from the mobile terminal 400 before charging. The identification module 57 can also obtain the information of the electric vehicle 200 via internet. In at least one embodiment, the vehicle plate number can be captured by the camera unit 45, and the identification module 57 can identify the vehicle plate number based on the image captured by the camera unit 45. In other embodiments, the information of the electric vehicle 200, the real time location of the electric vehicle can be transmitted to the server 300, and then relayed to the identification module 57.\nFurthermore, a detector 500 (as shown in FIG. 5) can be positioned in a parking space corresponding to the battery charging apparatus 100. The detector 500 can detect whether the electric vehicle 200 is positioned within predetermined ranges with respect to the battery charging apparatus 100. In other words, the detector 500 can detect whether the electric vehicle 200 is positioned correctly for charging. The detector 500 can transmit a detecting signal to the movement control module 51 for starting the robot arm 20. The movement control module 51 can control the robot arm 20 move the feeding coupler 30 toward the receiving couple 201 along a predefining path, according to a predefined position of the receiving coupler of the same model as the electric vehicle 200, the predefined position of the receiving coupler of the same model as the electric vehicle 200 stored in the memory unit 70. The electric vehicle 200 usually parks in the parking space and a tire of the electric vehicle resists the stop and actuates the detector 500. If the movement control module 51 does not receive any signal from the detector 500, the robot arm 20 will not operate.\nThe battery charging system 50 can further include a protective control module 58 for adjusting opening or closing the protective door 40. The protective control module 58 can be stored by the memory unit 70 and further executed by the processing unit 63. In detail, the protective control module 58 also can control opening the protective door 40 when the movement control module 51 starts the robot arm 20. In other embodiments, the protective control module 58 also can receive the detecting signal from the detector 500.\nThe battery charging system 50 can further include a distance receiver module 59. The distance receiver module 59 can obtain a predetermined distance between the feeding coupler 30 and the electrical vehicle 200 according to the distance signal before the camera unit 45 capturing images of the receiving coupler 201.\nThe reservation request can be sent to the server 300 via the mobile terminal 400 by the user, when the electric vehicle 200 needs to be charged. The server 300 can distribute a fitting battery charging apparatus 100 and transmit a signal, according to the reservation request, including location of the fitting battery charging apparatus to the mobile terminal 400. The reservation request can be transmitted to the fitting battery charging apparatus 100 by the server 300. The server 300 can send information including the location position of the fitting battery charging apparatus 100.\nThe detector 500 can detect the electric vehicle 200 to generate the detecting signal when the electric vehicle 200 parks in the corresponding parking space to the battery charging apparatus 100. The robot arm 20 can be started and the protective door 40 can be controlled to open. The charging lid 202 can be opened by the charging lid opening and closing device or by manual. When the identification module 57 determines that vehicle information of the electric vehicle 200 and reservation time matches the reservation request, the feeding coupler 30 can be moved to the position and spaced from the electrical vehicle 200 with the predetermined distance. The camera module 52 can obtain the image of the location of the receiving coupler 201 captured by the camera unit 45. The comparing module 53 can compare the image with the predefined image stored by a memory unit 70. The movement control module 51 can control the feeding coupler 30 to couple with the receiving coupler 201 via the robot arm 20, when the image matches with the predefined image stored by a memory unit 70.\nThe charging control module 54 can control to charge the electric vehicle 200, according to the charging signal. The charging control module 54 can stop the feeding coupler 30 to output electric current when a battery of the electric vehicle 200 is on a full charge.\n FIGS. 8 and 9 illustrate an embodiment of a flowchart of a battery charging method. The battery charging method is provided by way of example, as there are a variety of ways to carry out the method. The control method described below can be carried out using the configurations illustrated in FIG. 1, for example, and various elements of these figures are referenced in explaining the example method. Each block shown in FIG. 8 represents one or more processes, methods, or subroutines carried out in the example method. Furthermore, the illustrated order of blocks is by example only and the order of the blocks can be changed. Additional blocks may be added or fewer blocks may be utilized, without departing from this disclosure. The example method can begin at block 801.\nAt block 801, a working mode of a battery charging apparatus is transmitted to a server in real time, via a transmitting module of a battery charging apparatus.\nAt block 802, a reservation request is received from the server via a receiving module of the battery charging apparatus and the reservation request is stored in a memory unit. The reservation request can include vehicle information of the electric vehicle, reservation time, and geographical location of the electric vehicle.\nAt block 803, a movement control module of the battery charging apparatus starts a robot arm of the battery charging apparatus via and a door control module of the battery charging apparatus opens a protective door of the battery charging apparatus. A detecting signal sent from a detector will be transmitted to the processing unit starting the robot arm, when the detector detects that the electric vehicle is positioned within predetermined ranges with respect to the battery charging apparatus. The detector is positioned in a parking space corresponding to the battery charging apparatus. The door control module can control open the protective door, when the movement control module starts the robot arm.\nAt block 804, a comparing module of the battery charging apparatus determines whether information of the electric vehicle and reservation time match with the reservation request. If the information of the electric vehicle and reservation time match with the reservation request, the process goes to block 805; otherwise, the process will be ended. In detail, the comparing module identifies the electric vehicle according to the information of electric vehicle, reservation time, and the reservation request.\nAt block 805, the robot arm of the battery charging apparatus is controlled to move the feeding coupler of the battery charging apparatus towards a receiving coupler of the electric vehicle via the movement control module of the battery charging apparatus, until the feeding coupler arrives at a position which is spaced from the receiving coupler with a predefined distance. The movement control module of the battery charging apparatus can obtain a predefined path for the robot arm, according to a predefined position of a receiving coupler of a same model as the electric vehicle, when the electric vehicle is positioned within predetermined ranges with respect to the battery charging apparatus. The predefined position of the receiving coupler of the same model as the waiting charging electric vehicle can be stored in a memory unit. The charging control module can control the robot arm and the feeding coupler move along the predefined path, until the feeding coupler is distanced from the receiving coupler with the predefined distance.\nAt block 806, an image of a location of the receiving coupler is obtained. The camera module controls the camera unit of the battery charging apparatus to capture the image of the location of the receiving coupler and transmit to a comparing module of the battery charging apparatus.\nAt block 807, the image of the location of the receiving coupler of the electric vehicle is compared with a predefined image, and determine whether the image of the receiving coupler match the predefined image. The predefined image is the receiving coupler of a same model as the electric vehicle, when a charging lid of the same model as the electric vehicle, is in an open state. The comparing module can determine whether the image match with the predefined image, according to the image of the location of the receiving coupler of the electric vehicle and the predefined image. If yes, the process goes to a block 808; if no, the process goes to a block 809.\nAt block 808, the feeding coupler is controlled to couple with the receiving coupler via the robot arm, when the image of the receiving coupler matches the predefined image. The movement control module controls the robot arm couple with the receiving coupler.\nAt block 809, the charging lid is warned to open and return the block 806. The comparing module sends a warning signal to warn people open the charging lid.\nAt block 810, the feeding coupler is controlled supply current to the electric vehicle. A charging control module of the battery charging apparatus can control the feeding coupler to output electric current according to a charging signal. The charging signal can be an order input via the processing unit by manual, or from the mobile terminal.\nAt block 811, the feeding coupler is stopped to output electric current. The charging control module can stop the feeding coupler output electric current when a battery of the electric vehicle has been on a full charge. Furthermore, the charging control module can stop the feeding coupler output electric current when receiving a sop signal from the processing unit by manual, or from the mobile terminal.\nAt block 812, the robot arm is controlled to release the feeding coupler from the receiving coupler, control the robot arm close the charging lid, and control the robot arm return a receiving portion of the battery charging apparatus. The charging control module controls the robot arm release the feeding coupler from the receiving coupler, controls the robot arm close the charging lid, and controls the robot arm return the receiving portion, according a finish signal from the charging control module.\nAt block 813, the protective door is controlled to close the receiving portion.\nIn other embodiments, the block 801, the block 802, the block 804 can be omitted, when the transmitting module, the receiving module, and the identification module of the battery charging apparatus are omitted.\nIn other embodiments, the block 809 can be omitted, when the battery charging apparatus does not have a function that warning to open the charging lid.\nIn other embodiments, the robot arm 20 can be started by the processing unit 63 or other signal, such as an order from the mobile terminal.\nIn other embodiments, the memory unit 70 of the battery charging apparatus can be omitted, the battery charging apparatus can couple with an outer memory unit, such that information relating to a receiving coupler of a plurality of models of electric vehicles, and other data can be stored in the outer storage.\nIn other embodiments, images of closing charging lids for the plurality of electric vehicles can be also storied in the memory unit. The charging lid is closed, when the image of the location of the receiving coupler matches with a corresponding one image for a closing charging lid of a same model as the electric ve | A battery charging apparatus for charging an electric vehicle is described. The battery charging apparatus includes a charging body, a robot arm, and a feeding coupler. The charging body defines a receiving portion. The robot arm is movably coupled to a sidewall of the receiving portion and received in receiving portion. The feeding coupler is coupled to the robot arm and used to supply electric power to the electric vehicle. The robot arm is capable of extending from the receiving portion for coupling the feeding coupler to an electric vehicle. A battery charging method for charging an electric vehicle having a receiving coupler is also described. | US:14/791,874 | https://patentimages.storage.googleapis.com/22/18/a5/b70284a584d2f7/US9815377.pdf | US:9815377 | E-In Wu | Hon Hai Precision Industry Co Ltd | US:6157162, US:6764373, US:20040182614:A1, US:20130076902:A1, US:9056555 | 2017-11-14 | 2017-11-14 | 1. A battery charging apparatus for charging an electric vehicle, comprising:\na charging body defining a receiving portion;\na robot arm movably coupled to a sidewall of the receiving portion, and received in the receiving portion, wherein the robot arm comprises a first arm, a second arm, a third arm, and a fourth arm, a first end portion of the first arm is rotatably coupled with a sidewall of the receiving portion about a first axis, a first end portion of the second arm is rotatably coupled with a second end portion of the first arm about a second axis, the second axis is substantially parallel to the first axis, a first end portion of the third arm is rotatably coupled with a second end portion of the second arm about a third axis, and the third axis is substantially parallel to the first axis, a first end portion of the fourth arm is rotatably coupled with a second end portion of the third arm about a fourth axis, and the fourth axis is substantially vertical to the first axis; and\na feeding coupler coupled to the fourth arm and configured to supply electric power to the electric vehicle; and\nwherein the robot arm is capable of extending from the receiving portion for coupling the feeding coupler to an electric vehicle.\n, a charging body defining a receiving portion;, a robot arm movably coupled to a sidewall of the receiving portion, and received in the receiving portion, wherein the robot arm comprises a first arm, a second arm, a third arm, and a fourth arm, a first end portion of the first arm is rotatably coupled with a sidewall of the receiving portion about a first axis, a first end portion of the second arm is rotatably coupled with a second end portion of the first arm about a second axis, the second axis is substantially parallel to the first axis, a first end portion of the third arm is rotatably coupled with a second end portion of the second arm about a third axis, and the third axis is substantially parallel to the first axis, a first end portion of the fourth arm is rotatably coupled with a second end portion of the third arm about a fourth axis, and the fourth axis is substantially vertical to the first axis; and, a feeding coupler coupled to the fourth arm and configured to supply electric power to the electric vehicle; and, wherein the robot arm is capable of extending from the receiving portion for coupling the feeding coupler to an electric vehicle., 2. The battery charging apparatus of claim 1, further comprising a protective door, wherein the protective door is movably coupled to the charging body and positioned adjacent to the receiving portion for closing the receiving portion., 3. The battery charging apparatus of claim 2, wherein the protective door is configured to coil or roll up., 4. The battery charging apparatus of claim 1, wherein the robot arm further comprises a fifth arm, a first end portion of the fifth arm is rotatably coupled with a second end portion of the fourth arm about a fifth axis, and the fifth axis is substantially vertical to the fourth axis., 5. The battery charging apparatus of claim 4, wherein the robot arm further comprises a sixth arm, the sixth arm is fixedly coupled to a second portion of the fifth arm, the feeding coupler is positioned on an end portion of the sixth arm and positioned away from the fifth arm., 6. The battery charging apparatus of claim 5, wherein the robot arm further comprises an elastic member, the elastic member is movably sleeved on the sixth arm and resist with the feeding coupler., 7. The battery charging apparatus of claim 1, wherein the battery charging apparatus further comprises a controller for controlling the robot arm to couple the feeding coupler with a receiving coupler of the electric vehicle., 8. The battery charging apparatus of claim 7, wherein the battery charging apparatus further comprises a camera unit coupled to the controller, the camera unit is positioned on an end surface of the feeding coupler and positioned away from the robot arm., 9. A battery charging apparatus for charging an electric vehicle comprising:\na charging body defining a receiving portion;\na robot arm movably coupled to a sidewall of the receiving portion, and received in the receiving portion, wherein the robot arm comprises a first arm, a second arm, a third arm, and a fourth arm, a first end portion of the first arm is rotatably coupled with a sidewall of the receiving portion about a first axis, a first end portion of the second arm is rotatably coupled with a second end portion of the first arm about a second axis, the second axis is substantially parallel to the first axis, a first end portion of the third arm is rotatably coupled with a second end portion of the second arm about a third axis, and the third axis is substantially parallel to the first axis, a first end portion of the fourth arm is rotatably coupled with a second end portion of the third arm about a fourth axis, and the fourth axis is substantially vertical to the first axis;\na feeding coupler coupled to the fourth arm and configured to supply electric power to the electric vehicle;\na protective door movably coupled to the charging body; and\na controller electrically coupled to the robot arm and the protective door; and\nwherein the protective door is controlled by the controller for being opened or closed, and the robot arm is capable of extending from the receiving portion for coupling the feeding coupler to an electric vehicle.\n, a charging body defining a receiving portion;, a robot arm movably coupled to a sidewall of the receiving portion, and received in the receiving portion, wherein the robot arm comprises a first arm, a second arm, a third arm, and a fourth arm, a first end portion of the first arm is rotatably coupled with a sidewall of the receiving portion about a first axis, a first end portion of the second arm is rotatably coupled with a second end portion of the first arm about a second axis, the second axis is substantially parallel to the first axis, a first end portion of the third arm is rotatably coupled with a second end portion of the second arm about a third axis, and the third axis is substantially parallel to the first axis, a first end portion of the fourth arm is rotatably coupled with a second end portion of the third arm about a fourth axis, and the fourth axis is substantially vertical to the first axis;, a feeding coupler coupled to the fourth arm and configured to supply electric power to the electric vehicle;, a protective door movably coupled to the charging body; and, a controller electrically coupled to the robot arm and the protective door; and, wherein the protective door is controlled by the controller for being opened or closed, and the robot arm is capable of extending from the receiving portion for coupling the feeding coupler to an electric vehicle., 10. The battery charging apparatus of claim 9, wherein the protective door is configured to coil or roll up., 11. The battery charging apparatus of claim 9, wherein the robot arm further comprises a fifth arm, a first end portion of the fifth arm is rotatably coupled with a second end portion of the fourth arm about a fifth axis, and the fifth axis is substantially vertical to the fourth axis., 12. The battery charging apparatus of claim 11, wherein the robot arm further comprises a sixth arm, the sixth arm is fixedly coupled to a second portion of the fifth arm, the feeding coupler is positioned on an end portion of the sixth arm and positioned away from the fifth arm., 13. The battery charging apparatus of claim 12, wherein the robot arm further comprises an elastic member, the elastic member is movably sleeved on the sixth arm and resist with the feeding coupler., 14. A battery charging method for charging an electric vehicle having a receiving coupler, comprising:\nproviding an electronic charging apparatus having a receiving portion and a protective door with a robot arm moveably within the receiving portion, the robot arm having a feeding coupler at an end of the robot arm configured to mate with the electrical power receiving coupler of the electric vehicle, the robot arm having a retracted position in which the robot arm is within the electronic charging apparatus, wherein the robot arm comprises a first arm, a second arm, a third arm, and a fourth arm, a first end portion of the first arm is rotatably coupled with a sidewall of the receiving portion about a first axis, a first end portion of the second arm is rotatably coupled with a second end portion of the first arm about a second axis, the second axis is substantially parallel to the first axis, a first end portion of the third arm is rotatably coupled with a second end portion of the second arm about a third axis, and the third axis is substantially parallel to the first axis, a first end portion of the fourth arm is rotatably coupled with a second end portion of the third arm about a fourth axis, and the fourth axis is substantially vertical to the first axis;\nstoring the robot arm in the receiving portion in the retracted position with the protective door closed;\nin response to the electric vehicle moving into proximity to a charging station:\nopening the protective door;\nextending the robot arm from the retracted position to bring the feeding coupler to a position spaced from the receiving coupler of the electric vehicle;\nrecalling from a memory a location of the receiving coupler of the electric vehicle;\nvisually confirming that the feeding coupler can connect to the receiving coupler;\nissuing a warning in response to lack of visual confirmation;\nmoving, in response to visual confirmation and based on the location recalled from the memory, the robot arm to bring the feeding coupler into engagement with the receiving coupler to power the electric vehicle; and\n\nretracting the robot arm into the retracted position.\n, providing an electronic charging apparatus having a receiving portion and a protective door with a robot arm moveably within the receiving portion, the robot arm having a feeding coupler at an end of the robot arm configured to mate with the electrical power receiving coupler of the electric vehicle, the robot arm having a retracted position in which the robot arm is within the electronic charging apparatus, wherein the robot arm comprises a first arm, a second arm, a third arm, and a fourth arm, a first end portion of the first arm is rotatably coupled with a sidewall of the receiving portion about a first axis, a first end portion of the second arm is rotatably coupled with a second end portion of the first arm about a second axis, the second axis is substantially parallel to the first axis, a first end portion of the third arm is rotatably coupled with a second end portion of the second arm about a third axis, and the third axis is substantially parallel to the first axis, a first end portion of the fourth arm is rotatably coupled with a second end portion of the third arm about a fourth axis, and the fourth axis is substantially vertical to the first axis;, storing the robot arm in the receiving portion in the retracted position with the protective door closed;, in response to the electric vehicle moving into proximity to a charging station:, opening the protective door;\nextending the robot arm from the retracted position to bring the feeding coupler to a position spaced from the receiving coupler of the electric vehicle;\nrecalling from a memory a location of the receiving coupler of the electric vehicle;\nvisually confirming that the feeding coupler can connect to the receiving coupler;\nissuing a warning in response to lack of visual confirmation;\nmoving, in response to visual confirmation and based on the location recalled from the memory, the robot arm to bring the feeding coupler into engagement with the receiving coupler to power the electric vehicle; and\n, extending the robot arm from the retracted position to bring the feeding coupler to a position spaced from the receiving coupler of the electric vehicle;, recalling from a memory a location of the receiving coupler of the electric vehicle;, visually confirming that the feeding coupler can connect to the receiving coupler;, issuing a warning in response to lack of visual confirmation;, moving, in response to visual confirmation and based on the location recalled from the memory, the robot arm to bring the feeding coupler into engagement with the receiving coupler to power the electric vehicle; and, retracting the robot arm into the retracted position. | US | United States | Expired - Fee Related | B | True |
| 99 | Route-based distance to empty calculation for a vehicle \n | US10415986B2 | This application is a continuation of U.S. patent application Ser. No. 14/474,069 to be issued as U.S. Pat. No. 9,476,719 on Oct. 25, 2016. The prior patent application and the to-be-issued patent are hereby incorporated by reference in their entirety.\nThis disclosure generally relates to an energy estimation system, apparatus, method, and process for estimating an energy consumption of an on-board vehicle battery. More particularly, the disclosure describes an energy estimation system, apparatus, method, and process for calculating a distance to empty (DTE) prediction for an on-board vehicle battery based on, at least, a known driving route segment for the vehicle and one or more energy consumption estimations for the vehicle.\nA vehicle expends energy in order to generate the propulsion for moving the vehicle along a route. The energy expended by the vehicle may be considered in terms of energy consumption by the vehicle, wherein the vehicle's energy consumption may be measured in terms of fuel consumption, electric battery consumption, or some combination of the two, as well as other type of energy consumption capable of generating the propulsion for moving the vehicle.\nFor example, a battery electric vehicle (BEV) may be propelled by operation of an electric machine configured to receive electrical power from an on-board vehicle battery. The on-board vehicle battery may be charged with electrical power from a utility grid or other off-board power source.\nA driver of such a BEV may desire to be accurately informed on the vehicle's DTE driving range during the course of a trip.\nThis application is defined by the appended claims. The description summarizes aspects of the embodiments and should not be used to limit the claims. Other implementations are contemplated in accordance with the techniques described herein, as will be apparent upon examination of the following drawings and detailed description, and such implementations are intended to be within the scope of this application.\nExemplary embodiments may provide a distance to empty (DTE) prediction tool for generating a DTE driving range prediction for a vehicle whose propulsion is generated, at least in part, by one or more on-board vehicle batteries. The DTE prediction tool may generate the DTE driving range prediction according to one or more of the features, processes, and/or methods described herein.\nThe DTE prediction tool may be configured to generate both a DTE driving range prediction based on a predicted energy consumption rate for a known driving route, as well as generate an ongoing DTE driving range prediction based on a global average energy consumption rate when the vehicle's driving route is not known.\nThe DTE prediction tool may partition a known vehicle driving route into a plurality of road segments, each with an associated length so that the DTE prediction tool may generate an energy consumption estimate for each road segment. In such embodiments, the plurality of road segments may include a first segment with a first length and a first estimated energy usage, and a second segment with a second length and a second estimated energy usage. It follows that the available battery charge of the on-board vehicle battery may be found to be enough to cover the energy consumption estimate for traversing the first segment, but not enough to traverse the entirety of the second segment. When the available battery charge is found to be less than the energy consumption estimate for traversing all of the road segments that comprise a known driving route for the vehicle, the DTE prediction tool may identify a location along the road segment where the vehicle battery is estimated to go below a minimum charge threshold (e.g., not enough charge to provide adequate energy to propel the vehicle). The DTE driving range may be further based on a correction factor implemented in a feedback loop.\nEmbodiments according to the present disclosure provide a number of advantages. For example, the present disclosure provides an accurate estimation of vehicle range. Methods according to the present disclosure provide responsive recalculations based on changes in driving patterns. In addition, methods according to the present disclosure provide continuous range estimates.\nIt follows that a vehicle capable of generating an accurate vehicle driving range is provided. The vehicle may include an electric machine configured to provide drive torque to vehicle wheels; a battery electrically coupled with and configured to provide electric power to the electric machine; a processor configured to generate a vehicle driving range based, at least in part, on a known vehicle driving route, an energy consumption estimate for the known vehicle driving route, and an available battery charge, and a display configured to present the vehicle driving range.\nIt also follows that a method for controlling an electric vehicle may be provided. The method may comprise controlling an electric machine to provide drive torque to one or more vehicle wheels, wherein the electric machine is electrically coupled to a battery that provides electric power to the electric machine; generating, by a processor, a vehicle driving range based, at least in part, on a known vehicle driving route, an energy consumption estimate for the known vehicle driving route, and an available battery charge, and controlling a display to display the vehicle driving range.\nIt also follows that a computing apparatus for controlling a vehicle may be provided. The computing apparatus may include a memory configured to store an energy consumption estimate for a known vehicle driving route; and a processor in communication with the memory, wherein the processor may be configured to: generate a vehicle driving range based, at least in part, on the known vehicle driving route, the energy consumption estimate, and an available battery charge for a vehicle battery, and control a display to display the vehicle driving range.\nFor a better understanding of the invention, reference may be made to embodiments shown in the following drawings. The components in the drawings are not necessarily to scale and related elements may be omitted so as to emphasize and clearly illustrate the novel features described herein. In addition, system components can be variously arranged, as known in the art. In the figures, like referenced numerals may refer to like parts throughout the different figures unless otherwise specified.\n FIG. 1 illustrates an exemplary block diagram of a battery electric vehicle;\n FIG. 2 illustrates an exemplary flow diagram describing a process for generating an energy consumption profile according to some embodiments;\n FIG. 3 illustrates an exemplary system for obtaining information according to some embodiments;\n FIG. 4 illustrates an exemplary flow diagram describing a process for generating an energy consumption profile according to some embodiments;\n FIG. 5 illustrates an exemplary flow chart describing a process according to some embodiments;\n FIG. 6 illustrates an exemplary flow chart describing a process according to some embodiments;\n FIG. 7 illustrates an exemplary block diagram for a method of calculating a consumption rate correction rate according to some embodiments;\n FIG. 8 illustrates an exemplary flow chart describing a process according to some embodiments;\n FIG. 9 illustrates an exemplary block diagram for a computing system that may be part of a vehicle system according to some embodiments.\nWhile the invention may be embodied in various forms, there are shown in the drawings, and will hereinafter be described, some exemplary and non-limiting embodiments, with the understanding that the present disclosure is to be considered an exemplification of the invention and is not intended to limit the invention to the specific embodiments illustrated. Not all of the depicted components described in this disclosure may be required, however, and some implementations may include additional, different, or fewer components from those expressly described in this disclosure. Variations in the arrangement and type of the components may be made without departing from the spirit or scope of the claims as set forth herein.\nIt should be noted that in some embodiments, reference may be made in this disclosure to a road segment and a route segment interchangeably.\nDue to the relative lack of adequate charging stations that may quickly charge one or more vehicle batteries of a vehicle that relies, at least in part, on the one or more vehicle batteries to power the vehicle propulsion system, it is an important goal for such vehicles (e.g., hybrid vehicles, plug-in hybrid vehicles, or battery electric vehicles) to be capable of providing an accurate distance to empty (DTE) driving range prediction. Therefore, it is one of the goals of this disclosure to provide a description of a DTE prediction tool for providing an accurate DTE driving range prediction for a vehicle.\nThe DTE prediction tool may be a program, application, and/or some combination of software and hardware that is incorporated on one or more of the components that comprise the vehicle's operating system. Further description for the DTE prediction tool and the components of the vehicle system running the DTE tool is further provided below.\nFor exemplary purposes, a vehicle according to the present disclosure may be a BEV that includes an electric machine configured to provide torque to vehicle wheels, a battery electrically coupled with and configured to provide electric power to the electric machine, a display configured to signal information to an operator, a memory unit, and a computing system. The computing system may include a processor or controller that may be configured to run the DTE prediction tool such that information stored on the memory unit is referenced in order to calculate a DTE driving range for a known driving route of the vehicle. For example, the DTE driving range may be calculated by the DTE prediction tool based on a known vehicle driving route including at least one road segment, an energy consumption estimate for the road segment, an available battery charge, and stored energy consumption data from previous drive cycles. The controller may further be configured to control the presentation of the DTE driving range on the display.\nReferring now to FIG. 1, an exemplary embodiment of a vehicle 101 (e.g., BEV) that will be referenced throughout this disclosure is illustrated in schematic form. The vehicle 101 includes a battery 12 and electric machine 14. The battery 12 may be representative of one or more batteries that includes a 12 V battery for powering one or more non-propulsion vehicle components (e.g., lighting, HVAC, displays, audio systems, infotainment systems, etc.) as well as one or more propulsion providing batteries. The vehicle 101 also includes a transmission 16, wheels 18, a computing system 20 that may be comprised of one or more processors and one or more memory units, an electrical port 22, and a display/interface 24. The computing system may be configured to run, in whole or at least in part, the DTE prediction tool described herein. The display/interface 24 may include a screen, speakers, a push button, or various other user interface elements. The electric machine 14 and wheels 18 are mechanically connected with the transmission 16 in any suitable/known fashion such that the electric machine 14 may drive the wheels 18, and the wheels 18 may drive the electric machine 14. Other arrangements that may include different configurations and/or more or less components are also possible. The battery 12 may provide energy to or receive energy from the electric machine 14. The battery 12 may also receive energy from a utility grid or other off-board power source (not shown) via the electrical port 22. The computing system 20 is in communication with and/or controls the battery 12, electric machine 14, transmission 16 and display/interface 24.\nAlthough the present description references a BEV type of vehicle, it is within the scope of the present disclosure to apply the DTE prediction tool to other types of vehicles such as hybrid electric vehicles (HEV), and conventional vehicles powered by an internal combustion engine.\nIn a vehicle, whether a battery electric vehicle (BEV), hybrid electric vehicle (HEV), or conventional vehicle powered solely by an internal combustion engine, the energy consumption rate is monitored and learned for a variety of end use features. Various examples include an instantaneous energy consumption rate display, an average consumption rate over the trip odometer, a running global average consumption rate for the current drive cycle, and a distance to empty calculation. As a general concern it is important for such calculations to be accurate.\nThe predicted energy consumption rate and the energy consumption estimates referenced herein for calculating the DTE driving range prediction may correspond to average energy consumptions for operating the vehicle's propulsion system, and/or to average energy consumptions for operating one or more non-propulsion vehicle systems and/or vehicle components.\nIt should be noted that for conventional petroleum based combustion engine types of vehicles, the predicted energy consumption rate and/or energy consumption estimate may be generated by the DTE prediction tool in terms of an amount of petroleum fuel (e.g., gasoline, diesel fuel) predicted to be consumed in gallons, liters or other amount of measurable fuel usage, and/or in terms of an energy usage amount (e.g., kWh, Joules, or other similar unit of energy usage) by one or more vehicle batteries that are included in the vehicle system. For vehicles that rely, at least in part, on one or more batteries for powering the propulsion of the vehicle, the predicted energy consumption rate and/or energy consumption estimate may be generated by the DTE prediction tool in terms of amount of battery energy predicted to be consumed in terms of an energy usage amount (e.g., kWh, Joules, or other similar unit of energy usage) by one or more vehicle batteries that are included in the vehicle system. For alternative fuel based vehicles (e.g., biodiesel, solar power, liquefied petroleum gas, compressed natural gas, neat ethanol, fuel cells), the predicted energy consumption rate and/or energy consumption estimate may be generated by the DTE prediction tool in terms of an amount of the alternative fuel predicted to be consumed. It should be noted that it is within the scope of this disclosure to apply the features of the DTE prediction tool described herein to any one of the different types of vehicles running on the different energy sources described above, or other vehicle types running on an energy source to be utilized within the foreseeable future.\nThe DTE prediction tool may generate a DTE driving range prediction based on the summation of the predicted energy consumption rate for propulsive vehicle components and non-propulsive vehicle components. For example, the DTE prediction tool may identify a known vehicle driving route, partition the known vehicle driving route into one or more road segments, and determine an energy consumption estimate for each road segment based on a predicted energy consumption rate for each road segment. The DTE prediction tool may then compare an estimated vehicle battery energy availability against the predicted energy consumption rate in order to determine whether the vehicle battery energy availability is enough for the vehicle to traverse through the known vehicle driving route. The predicted energy consumption rates may be averaged energy consumption rates that have been recorded by the DTE prediction tool during previous operation and travels of the vehicle.\nFor example, according to some embodiments, the DTE prediction tool may generate an energy consumption estimate for a particular road segment according to the process and components illustrated in FIG. 2. FIG. 2 illustrates a block diagram 200 that describes a process, and the information referenced throughout the process, for generating an energy consumption profile for a specified road segment, wherein the energy consumption profile corresponds to a total energy consumption estimate for a vehicle power supply (e.g., battery energy consumption for a HEV/PHEV or BEV, or fuel consumption for a combustion engine) that may be attributed to one or more known and/or predicted factors. Each of the potential factors that may attribute to the total energy consumption estimate for the vehicle, as represented by the energy consumption profile, is provided in more detail below with reference to the block diagram 200. Each of the components illustrated in FIG. 2 may represent software, hardware, middleware, or some combination thereof that may be included as part of the DTE prediction tool for generating the overall energy consumption profile for the vehicle 101.\nAt 201, the specified road segment may be identified from a list of one or more road segments that comprise a known driving route. Based on the road segment identified from the list, the DTE prediction tool may proceed to extract road segment information at 201. The road segment information may include, but is not limited to, posted speed limit on the identified road segment, an elevation profile for the identified road segment, current and/or predicted traffic information for the identified road segment, road condition information for the identified road segment, weather information for the identified road segment, or some other identifiable road segment attribute for the identified road segment. The road segment information may be considered external information accessed by the DTE prediction tool from a local database (e.g., database stored on a memory of the vehicle system), or accessed by the DTE prediction tool from an external source via communication through a network connection.\nFor embodiments where the road segment information is obtained from an external source, FIG. 3 illustrates an exemplary network system 300 comprised of the vehicle 101, a network 301, and an information server 302. The information server 302 may represent one or more external servers that store one or more of the road segment information described above. The DTE prediction tool may be running on the vehicle 101 such that the DTE prediction tool may control a communications interface of the vehicle system to communicate with the information server 302 via the network 301. The DTE prediction tool may control a request for the road segment information to be transmitted to the information server 302 via the network 301. In response, the information server 302 may receive the request and transmit, via the network 301, one or more of the requested road segment information back to the vehicle 101 to be received by the communications interface of the vehicle 101. Once the road segment information is received and stored on a storage unit (i.e., memory) of the vehicle system, the DTE prediction tool may then extract the road segment information, as illustrated at 201 in FIG. 2.\nIn addition, the DTE prediction tool may reference the road segment information to generate an estimated travel time for the vehicle 101 on the identified road segment. The estimated travel time may be generated by the DTE prediction tool based on an analysis of one or more of the information that comprises the road segment information. The estimated travel time may then be considered part of the extracted information at 201.\nAfter extracting the road segment information at 201, the road segment information may be referenced by the DTE prediction tool to determine individual energy consumption models. In some embodiments, additional information may also be referenced by the DTE prediction tool in determining individual energy consumption models. Further description is provided below.\nIn terms of the individual models, a base propulsion model 202 may be utilized by the DTE prediction tool to generate a base propulsion energy consumption prediction that predicts an amount of energy that may be required to propel the vehicle 101 to traverse the identified road segment at the posted speed limit. The DTE prediction tool may determine the base propulsion energy consumption prediction based on, for example, the posted speed limit information included in the road segment information, as well as in some embodiments external information related to ambient temperature and barometric pressure. The external information may be obtained from vehicle sensors that are part of the vehicle system, or alternatively, the external information may be obtained from an information server 302 as described above with reference to the obtainment of the road segment information described herein.\nThe analysis of the posted speed limit information, ambient temperature information, and barometric pressure information may further be implemented by the DTE prediction tool in terms of learned habits of the vehicle 101. It follows that during the course of operation of the vehicle 101, the DTE prediction tool may record information that identifies an average energy consumption of the vehicle 101 when traveling in terms of one or more road segment attributes. For example, the DTE prediction tool may record the average energy consumption of the vehicle 101 when the vehicle is traveling at a variety of different speeds, and/or traveling along certain road types. The DTE prediction tool may then store the average energy consumption information for the vehicle 101 as historical information within a database (e.g., stored on a memory storage unit) of the vehicle system such that the average energy consumption information may be accessed by the DTE prediction tool at a later time. Therefore, the database may include historical performance information for the vehicle 101 that describes the average energy consumption for the vehicle 101 at certain speeds, or ranges of speeds. The database may, for example, be configured to be a look-up table comprised of speeds, and/or ranges of speeds, matched up to their corresponding historical average energy consumptions for the vehicle 101. It follows that the DTE prediction tool may access this database in order to look up historical average energy consumptions for the vehicle 101 at particular speeds in order to use as the base propulsion energy consumption prediction in the base propulsion model 202.\nIn some embodiments, the DTE prediction tool may determine the base propulsion energy consumption prediction based on the historical information described above, and then further apply modifications to the base propulsion energy consumption prediction to account for the predicted effects of ambient temperature and barometric pressure on energy consumption. The modifications to the base propulsion energy consumption prediction obtained from the historical information database may be made in view of the specific ambient temperature information and barometric pressure information obtained by the base propulsion model 202.\nAfter analyzing the information as described above, the DTE prediction tool may utilize the base propulsion model 202 to generate the based propulsion energy consumption prediction (BPECP) illustrated as resulting out of the base propulsion model 202. The BPECP generated for the specified road segment may be a product of a predicted energy consumption rate (e.g., average energy consumption rate from the database) and a travel length for the specified road segment.\nThe elevation model 203 is another exemplary model that may be utilized by the DTE prediction tool. Specifically, the elevation model 203 may be utilized by the DTE prediction tool to determine an elevation energy consumption prediction that predicts the potential energy consumed and gained by the vehicle 101 as the vehicle travels up and down different heights while traversing the identified road segment. The potential energy information as well as information identifying the elevation of the identified road segment may be received within an elevation profile from the extracted road segment information at 201. In some embodiments, the elevation energy consumption prediction may also take into consideration the effects of regenerative braking systems on the vehicle 101 that may be able to recoup some of the energy consumption. The DTE prediction tool may analyze the information included in the elevation profile, and in some embodiments the effects of regenerative braking, by plugging such information into a predetermined formula for generating the elevation energy consumption prediction. The predetermined formula may consider, for example, the mass of vehicle 101, acceleration due to gravity, and the elevation information for the identified road segment.\nBased on the analysis of the elevation profile information, and in some embodiments the effects of regenerative braking, the DTE prediction tool may utilize the elevation model 203 to generate the elevation energy consumption prediction (EECP) illustrated as resulting out of the elevation model 203. The EECP generated for the specified road segment may be a product of a predicted energy consumption rate calculated according to the features described above in terms of the elevation profile information and a travel length for the specified road segment.\nThe warm up model 204 is another exemplary model that may be utilized by the DTE prediction tool. Specifically, the warm up model 204 may be utilized by the DTE prediction tool to determine a warm up energy consumption prediction that predicts the amount of energy consumed to start up the vehicle 101. For example, the warm up energy consumption prediction may correspond to a prediction of the additional energy consumed during the warm up period for the vehicle 101 due to factors including increased oil viscosity and catalyst light off. Some of the factors received by the warm up model 204 for determining the warm up energy consumption prediction may include, but not be limited to, trip distance information (i.e., road length information), initial ambient temperature information, initial tire pressure information, initial coolant temperature information, initial exhaust temperature information, and initial oil temperature information. The trip distance information corresponds to a distance traveled by the vehicle 101 since start up of the vehicle 101, wherein the trip distance information may, for example, be obtained via driver input or reference to a distance measuring component (e.g., odometer) of the vehicle system. The initial ambient temperature may, for example, be obtained from vehicle sensors included within the vehicle system, or alternatively, the initial ambient temperature may be obtained from an external information server 302, as described above. The initial tire pressure information may, for example, be obtained from one or more tire pressure monitors included within one or more of the wheels included in the vehicle system. The initial coolant temperature may, for example, be obtained from one or more temperature sensors included as part of the vehicle system. The initial exhaust temperature may, for example, be obtained from one or more temperature sensors included as part of the vehicle system. The initial oil temperature may, for example, be obtained from one or more temperature sensors included as part of the vehicle system.\nBy analyzing a combination of one or more of the input information received into the warm up model 204, the DTE prediction tool may utilize the warm up model 204 to generate the warm up energy consumption prediction (WUECP) illustrated as resulting out of the warm up model 204. The WUECP generated for the specified road segment may be a product of a predicted energy consumption rate calculated according to the features described above in terms of the warm up/trip information and a travel length for the specified road segment.\nThe auxiliary load model 205 is another exemplary model that may be utilized by the DTE prediction tool. Specifically, the auxiliary load model 205 may be utilized by the DTE prediction tool to determine an auxiliary energy consumption prediction that predicts an amount of energy required for the vehicle 101 to run various auxiliary loads during the course of traversing the identified road segment. The auxiliary loads may correspond to, but are not limited to, alternator loads or DC-to-DC converter loads resulting from headlights, interior lighting, audio system, infotainment system, speaker system, heated seats, solenoid valves, electric fans, vehicle control modules, sensors, climate blower fans, or other vehicle components that rely on a vehicle energy source (e.g., 12 Volt battery) to function. The auxiliary loads considered by the auxiliary load model 205 may correspond to one or more of the auxiliary loads the DTE prediction tool knows is currently running on the vehicle 101, one or more of the auxiliary loads the DTE prediction tool predicts will be running on the vehicle 101 during the course of traveling the identified road segment, or some combination of the two. The prediction of an auxiliary load may correspond to multiplying a distance or time the auxiliary load is predicted by the DTE prediction tool to be running during the course of the identified road segment, and a known average energy consumption for the auxiliary load.\nThe auxiliary load model 205 may further utilize learned habits of the vehicle 101 in determining the auxiliary energy consumption prediction. For example, during the course of operation of the vehicle 101, the DTE prediction tool may detect information identifying average energy consumption for powering one or more of the auxiliary loads described herein or otherwise known or capable of running on the vehicle 101. The DTE prediction tool may then store the average energy consumption rate information related to the powering of the auxiliary loads as historical information within a database (e.g., stored on a memory storage unit) of the vehicle system such that the average energy consumption information may be accessed by the DTE prediction tool at a later time. Therefore, such a database may include historical performance information for powering one or more of the vehicle components considered to be an auxiliary load on the vehicle 101. It follows that the DTE prediction tool may access this database in order to look up historical average energy consumptions for one or more auxiliary loads known or predicted by the auxiliary load model 205 to be running during the course of traveling the identified road segment.\nAs illustrated, the auxiliary load model 205 receives the estimated travel time on the identified road segment information from 201. By then multiplying the estimated travel time to each of the historical average energy consumptions for the one or more auxiliary loads known or predicted to be running on the vehicle 101 while traversing the identified road segment, the DTE prediction tool may obtain predicted energy consumption values for each of the auxiliary loads known or predicted to be running on the vehicle 101 while traversing the identified road segment. By summing each of these predicted energy consumption values, the DTE prediction tool may utilize the auxiliary load model 205 to generate the auxiliary load energy consumption prediction (ALECP) illustrated as resulting out of the auxiliary load model 205. It follows that the ALECP generated for the specified road segment may be a product of a predicted energy consumption rate calculated according to the features described above in terms of the auxiliary load information (e.g., average energy consumption rate stored in a database) and a travel length for the specified road segment.\nThe climate usage model 206 is another exemplary model that may be utilized by the DTE prediction tool. Specifically, the climate usage model 206 may be utilized by the DTE prediction tool to determine a climate usage energy consumption prediction for the vehicle 101 that relates to energy consumed by energy sources (e.g., battery or fuel) of the vehicle 101 to maintain climate control levels within the vehicle 101 while it traverses the identified road segment. For example, the climate usage model 206 may predict the amount of energy required to reach the vehicle cabin temperature set by a climate control system of the vehicle 101.\nThe climate usage model 206 may further utilize learned habits of the vehicle 101 in determining the climate usage energy consumption predi | A vehicle may include: at least one power source; a plurality of wheels; a motor configured to drive at least one of the plurality of wheels with energy stored in the power source; and at least one processor configured to: break a received route into a plurality of segments; and calculate a route energy consumption rate correction factor (RECF) of a current segment as a function of the following received values: a RECF of a previous segment, an observed energy consumption rate, and an estimated energy consumption rate. | US:15/333,003 | https://patentimages.storage.googleapis.com/6f/23/5b/56f01b806d4ec5/US10415986.pdf | US:10415986 | Jason Meyer, Sangeetha Sangameswaran | Ford Global Technologies LLC | US:20080221787:A1, JP:2009067350:A, US:20100049397:A1, US:8527122, US:8594918, US:20110238457:A1, EP:2504663:A1, US:20120004838:A1, US:20130238189:A1, US:9079507, US:20120143413:A1, US:20120176231:A1, US:20120179395:A1, US:20130151056:A1, US:20120232783:A1, US:8554473, US:9014959, US:20130046428:A1, US:20130073113:A1, US:20130079962:A1, US:20130116868:A1, KR:20130063371:A, US:20130151046:A1, US:20130253740:A1, US:9139095, US:20130311016:A1, US:20130325335:A1, US:20130332013:A1, US:20140025255:A1, US:20140046595:A1, US:8838318, US:20140143002:A1, US:9132746, US:20150183293:A1 | Not available | 2019-09-17 | 1. A vehicle comprising:\nat least one power source;\na plurality of wheels;\na motor configured to drive at least one of the plurality of wheels with energy stored in the power source; and\nat least one processor configured to:\nbreak a received route into a plurality of segments; and\ncalculate a route energy consumption rate correction factor (RECF) of a current segment with the following discrete first order filter equation:\n Rroute_corr(k)=[1−x]*Rroute_corr(k−1)+x*[R(k)−F(k)]\n\n\n\nwherein Rroute_corr is the calculated RECF, k is a discrete time index, x is a filter constant, R(k) is an observed energy consumption rate, and F(k) is an estimated energy consumption rate of the current segment.\n, at least one power source;, a plurality of wheels;, a motor configured to drive at least one of the plurality of wheels with energy stored in the power source; and, at least one processor configured to:\nbreak a received route into a plurality of segments; and\ncalculate a route energy consumption rate correction factor (RECF) of a current segment with the following discrete first order filter equation:\n Rroute_corr(k)=[1−x]*Rroute_corr(k−1)+x*[R(k)−F(k)]\n\n\n, break a received route into a plurality of segments; and, calculate a route energy consumption rate correction factor (RECF) of a current segment with the following discrete first order filter equation:\n Rroute_corr(k)=[1−x]*Rroute_corr(k−1)+x*[R(k)−F(k)]\n\n, Rroute_corr(k)=[1−x]*Rroute_corr(k−1)+x*[R(k)−F(k)]\n, wherein Rroute_corr is the calculated RECF, k is a discrete time index, x is a filter constant, R(k) is an observed energy consumption rate, and F(k) is an estimated energy consumption rate of the current segment., 2. The vehicle of claim 1, wherein the at least one processor is configured to: calculate the estimated energy consumption rate of the current segment based on a received speed limit of the current segment, a received ambient temperature, and a received barometric pressure., 3. The vehicle of claim 2, wherein the at least one processor is configured to calculate the estimated energy consumption rate of the current segment based on a received tire pressure and a received coolant temperature., 4. The vehicle of claim 2, wherein the at least one processor is configured to calculate the estimated energy consumption rate of the current segment based on a measured state of one or more vehicle windows., 5. The vehicle of claim 2, wherein the at least one processor is configured to modify the received speed limit of the current segment with a received traffic of the current segment., 6. The vehicle of claim 2, wherein the at least one processor is configured to:\ndetermine, for the current road segment, a stopping likelihood profile that estimates stopping time for the vehicle along the current road segment based on an estimated stopping probability for each traffic stop identified in road segment information for the current road segment;\ncalculate the estimated energy consumption rate of the current segment based on the stopping likelihood profile.\n, determine, for the current road segment, a stopping likelihood profile that estimates stopping time for the vehicle along the current road segment based on an estimated stopping probability for each traffic stop identified in road segment information for the current road segment;, calculate the estimated energy consumption rate of the current segment based on the stopping likelihood profile., 7. The vehicle of claim 1, wherein the at least one processor is configured to: calculate a modified energy consumption rate for the current segment based on a nominal estimated energy consumption rate of the current segment and the RECF of the current segment., 8. The vehicle of claim 1, wherein the at least one processor is configured to determine the estimated energy consumption rate based on whether the vehicle is predicted to turn at each traffic light identified in the current road segment., 9. The vehicle of claim 1, wherein the at least one processor is configured to reset at least one of the RECF of the previous segment and the RECF of the current segment to zero when a user enters a new route., 10. The vehicle of claim 1, wherein the at least one processor is configured to calculate a global energy consumption rate while traversing each segment based on a global energy consumption rate for the previous segment, the observed energy consumption rate, the estimated energy consumption rate, and a distance of the current segment., 11. The vehicle of claim 1, wherein the at least one processor is configured to:\nestimate a total energy required to traverse the received route;\ncompare the estimate to a total amount of energy stored in the at least one power source;\ncompute a distance to empty based on a route distance, the total stored energy, the estimate, and a global energy consumption rate.\n, estimate a total energy required to traverse the received route;, compare the estimate to a total amount of energy stored in the at least one power source;, compute a distance to empty based on a route distance, the total stored energy, the estimate, and a global energy consumption rate., 12. The vehicle of claim 1, wherein the at least one processor is configured to:\ncause a display of a distance to empty;\ncalculate the distance to empty based on the RECF of the current segment.\n, cause a display of a distance to empty;, calculate the distance to empty based on the RECF of the current segment., 13. The vehicle of claim 1, wherein the observed energy consumption rate and the estimated energy consumption rate are in units of watt-hours per unit of distance., 14. A vehicle comprising:\nat least one power source;\na plurality of wheels;\na motor configured to drive at least one of the plurality of wheels with energy stored in the at least one power source; and\nat least one processor configured to:\nbreak a received route into a plurality of segments;\ncalculate an estimated distance to empty, the estimated distance to empty being a value reflecting a distance until the at least one power source is exhausted, the at least one processor being configured to calculate the estimated distance to empty based on a route energy consumption rate correction factor (RECF) of a current segment, wherein the RECF of the current segment is calculated with the following discrete first order filter equation:\n Rroute_corr(k)=[1−x]*Rroute_corr(k−1)+x*[R(k)−F(k)]\n\n\n\nwherein Rroute_corr is the calculated RECF, k is a discrete time index, x is a filter constant, R(k) is an observed energy consumption rate, and F(k) is an estimated energy consumption rate of the current segment; and\ncause a display of the estimated distance to empty.\n\n, at least one power source;, a plurality of wheels;, a motor configured to drive at least one of the plurality of wheels with energy stored in the at least one power source; and, at least one processor configured to:\nbreak a received route into a plurality of segments;\ncalculate an estimated distance to empty, the estimated distance to empty being a value reflecting a distance until the at least one power source is exhausted, the at least one processor being configured to calculate the estimated distance to empty based on a route energy consumption rate correction factor (RECF) of a current segment, wherein the RECF of the current segment is calculated with the following discrete first order filter equation:\n Rroute_corr(k)=[1−x]*Rroute_corr(k−1)+x*[R(k)−F(k)]\n\n\n, break a received route into a plurality of segments;, calculate an estimated distance to empty, the estimated distance to empty being a value reflecting a distance until the at least one power source is exhausted, the at least one processor being configured to calculate the estimated distance to empty based on a route energy consumption rate correction factor (RECF) of a current segment, wherein the RECF of the current segment is calculated with the following discrete first order filter equation:\n Rroute_corr(k)=[1−x]*Rroute_corr(k−1)+x*[R(k)−F(k)]\n\n, Rroute_corr(k)=[1−x]*Rroute_corr(k−1)+x*[R(k)−F(k)]\n, wherein Rroute_corr is the calculated RECF, k is a discrete time index, x is a filter constant, R(k) is an observed energy consumption rate, and F(k) is an estimated energy consumption rate of the current segment; and\ncause a display of the estimated distance to empty.\n, cause a display of the estimated distance to empty., 15. The vehicle of claim 14,\nwherein the at least one processor is configured to: calculate a modified estimated energy consumption rate of the current segment based on a nominal estimated energy consumption rate of the current segment, the observed energy consumption rate of a previous segment, the estimated energy consumption rate of the previous segment, and the observed energy consumption rate of the current segment.\n, wherein the at least one processor is configured to: calculate a modified estimated energy consumption rate of the current segment based on a nominal estimated energy consumption rate of the current segment, the observed energy consumption rate of a previous segment, the estimated energy consumption rate of the previous segment, and the observed energy consumption rate of the current segment., 16. The vehicle of claim 14,\nwherein the at least one processor is configured to:\ncalculate the RECF of a previous segment based on the observed energy consumption rate of the previous segment and the estimated energy consumption rate of the previous segment; and\ncalculate the RECF of the current segment based on the RECF of the previous segment, the observed energy consumption rate of the current segment, and the estimated energy consumption rate of the current segment.\n\n, wherein the at least one processor is configured to:\ncalculate the RECF of a previous segment based on the observed energy consumption rate of the previous segment and the estimated energy consumption rate of the previous segment; and\ncalculate the RECF of the current segment based on the RECF of the previous segment, the observed energy consumption rate of the current segment, and the estimated energy consumption rate of the current segment.\n, calculate the RECF of a previous segment based on the observed energy consumption rate of the previous segment and the estimated energy consumption rate of the previous segment; and, calculate the RECF of the current segment based on the RECF of the previous segment, the observed energy consumption rate of the current segment, and the estimated energy consumption rate of the current segment., 17. A vehicle comprising:\nat least one power source;\na plurality of wheels;\na motor configured to drive at least one of the plurality of wheels with energy stored in the at least one power source; and\nat least one processor configured to:\nbreak a received route into a plurality of segments;\ncalculate a route energy consumption rate correction factor (RECF) of a current segment with the following discrete first order filter equation:\n Rroute_corr(k)=[1−x]*Rroute_corr(k−1)+x*[R(k)−F(k)]\n\n\n\nwherein Rroute_corr is the calculated RECF, k is a discrete time index, x is a filter constant, R(k) is an observed energy consumption rate, and F(k) is an estimated energy consumption rate of the current segment;\ncalculate an estimated distance to empty, the estimated distance to empty being a value reflecting a distance until the at least one power source is exhausted, the at least one processor being configured to calculate the estimated distance to empty based on the observed energy consumption rate of a previous segment, the estimated energy consumption rate of the previous segment, the observed energy consumption rate of the current segment, and the energy consumption estimate of the current segment;\ncause a display of the estimated distance to empty.\n\n, at least one power source;, a plurality of wheels;, a motor configured to drive at least one of the plurality of wheels with energy stored in the at least one power source; and, at least one processor configured to:\nbreak a received route into a plurality of segments;\ncalculate a route energy consumption rate correction factor (RECF) of a current segment with the following discrete first order filter equation:\n Rroute_corr(k)=[1−x]*Rroute_corr(k−1)+x*[R(k)−F(k)]\n\n\n, break a received route into a plurality of segments;, calculate a route energy consumption rate correction factor (RECF) of a current segment with the following discrete first order filter equation:\n Rroute_corr(k)=[1−x]*Rroute_corr(k−1)+x*[R(k)−F(k)]\n\n, Rroute_corr(k)=[1−x]*Rroute_corr(k−1)+x*[R(k)−F(k)]\n, wherein Rroute_corr is the calculated RECF, k is a discrete time index, x is a filter constant, R(k) is an observed energy consumption rate, and F(k) is an estimated energy consumption rate of the current segment;\ncalculate an estimated distance to empty, the estimated distance to empty being a value reflecting a distance until the at least one power source is exhausted, the at least one processor being configured to calculate the estimated distance to empty based on the observed energy consumption rate of a previous segment, the estimated energy consumption rate of the previous segment, the observed energy consumption rate of the current segment, and the energy consumption estimate of the current segment;\ncause a display of the estimated distance to empty.\n, calculate an estimated distance to empty, the estimated distance to empty being a value reflecting a distance until the at least one power source is exhausted, the at least one processor being configured to calculate the estimated distance to empty based on the observed energy consumption rate of a previous segment, the estimated energy consumption rate of the previous segment, the observed energy consumption rate of the current segment, and the energy consumption estimate of the current segment;, cause a display of the estimated distance to empty. | US | United States | Active | G | True |
| 100 | Battery module assembly for vehicle's battery pack \n | US9306194B2 | The present application is a continuation of International Application No. PCT/KR2014/003566 filed on Apr. 23, 2014, which claims priority to Korean Patent Application No. 10-2013-0047475 filed on Apr. 29, 2013 and Korean Patent Application No. 10-2013-0063090 filed on May 31, 2013 in the Republic of Korea, the disclosures of which are incorporated herein by reference.\n1. Field of the Disclosure\nThe present disclosure relates to a battery module assembly, and more particularly, to an electric connection between battery modules in a battery module assembly for a vehicle's battery pack.\n2. Description of the Related Art\nA secondary battery having good application to various product groups and good electric characteristics such as high energy density is widely applied to not only portable devices but also an electric vehicle (EV) or a hybrid electric vehicle (HEV) driven by an electric driving source. The secondary battery has a primary advantage of greatly reducing the use of fossil fuels and a secondary advantage of generating no byproduct in use of energy, and thus attracts attention as a new energy source for enhancing environment-friendly and energy-efficient properties.\nLithium ion batteries, lithium polymer batteries, nickel cadmium batteries, nickel hydrogen batteries, nickel zinc batteries or the like are widely used as secondary batteries at the present. Such a unit secondary battery cell has an operating voltage of about 2.5V to 4.2V. Therefore, if a higher output voltage is demanded, a plurality of secondary battery cells may be connected in series to configure a battery pack. In addition, according to a charge/discharge capacity demanded to the battery pack, a plurality of secondary battery cells may also be connected in parallel to configure a battery pack. Therefore, the number of secondary battery cells included in the battery pack may be various set depending on a demanded output voltage or charge/discharge capacity.\nMeanwhile, if a plurality of secondary battery cells is connected in series or in parallel to configure a battery pack, the secondary battery cells included in the battery pack should be firmly connected electrically and mechanically. Therefore, a stable and economic design is required for a battery module assembly and a battery pack in order to ensure firm connection of secondary battery cells.\nThe present disclosure is designed to solve the problems of the related art, and therefore the present disclosure is directed to providing a battery module assembly for a vehicle's battery pack.\nIn one aspect of the present disclosure, there is provided a battery module assembly having four battery modules, among which two battery modules are arranged in parallel and two battery modules are stacked and provided on the two battery modules arranged in parallel, wherein cylindrical secondary battery cells respectively included in the battery modules are electrically connected in parallel by means of plates respectively disposed at tops of the two battery modules arranged in parallel, wherein the two battery modules arranged in parallel are electrically connected in parallel by means of a lower metal plate disposed on the two battery modules arranged in parallel, wherein cylindrical secondary battery cells respectively included in the battery modules are electrically connected in parallel by means of metal plates respectively disposed at tops and bottoms of the two battery modules stacked on the two battery modules arranged in parallel, and wherein the four battery modules are electrically connected in series.\nAccording to an embodiment of the present disclosure, the metal plate may be made of any one selected from the group consisting of nickel, copper, brass and nickel-plated copper.\nAccording to an embodiment of the present disclosure, the metal plate may be connected to the cylindrical secondary battery cells included in each battery module by means of resistance welding, ultrasonic welding, laser welding or conductive adhesive.\nAccording to an embodiment of the present disclosure, the metal plate may have a thickness of 0.1 mm to 0.4 mm.\nThe battery module assembly according to the present disclosure may further include a bus bar configured to electrically connect the two battery modules arranged in parallel and the two battery modules stacked thereon. In this case, the plates respectively disposed at the tops of the two battery modules arranged in parallel may have a greater area in comparison to each battery module, a region of each plate beyond the area of the battery module may be vertically folded, and the bus bar may be interposed between the vertically folded portion and the plates respectively disposed at the bottoms of the stacked two battery modules.\nIn an aspect of the present disclosure, it is possible to provide a stable and economic battery module assembly including a plurality of secondary battery cells.\nThe accompanying drawings illustrate preferred embodiments of the present disclosure and, together with the foregoing disclosure, serve to provide further understanding of the technical spirit of the present disclosure. However, the present disclosure is not to be construed as being limited to the drawings. In the drawings:\n FIG. 1 is a perspective view showing a battery pack including a battery module assembly according to an embodiment of the present disclosure.\n FIG. 2 is an exploded perspective view showing a battery pack including a battery module assembly according to an embodiment of the present disclosure.\n FIG. 3 is a perspective view showing battery modules of the battery module assembly according to an embodiment of the present disclosure.\n FIG. 4 is a perspective view showing a 1st battery module among four battery modules included in a battery module assembly according to an embodiment of the present disclosure.\n FIG. 5 is a perspective view showing a 2nd battery module among four battery modules included in a battery module assembly according to an embodiment of the present disclosure.\n FIG. 6 is an exploded perspective view showing that the 1st and 2nd battery modules among four battery modules included in a battery module assembly according to an embodiment of the present disclosure are connected.\n FIG. 7 is an exploded perspective view showing that 3rd and 4th battery modules among four battery modules included in a battery module assembly according to an embodiment of the present disclosure are stacked.\n FIG. 8 is a perspective view showing a battery module assembly according to an embodiment of the present disclosure.\nHereinafter, preferred embodiments of the present disclosure will be described in detail with reference to the accompanying drawings. Prior to the description, it should be understood that the terms used in the specification and the appended claims should not be construed as limited to general and dictionary meanings, but interpreted based on the meanings and concepts corresponding to technical aspects of the present disclosure on the basis of the principle that the inventor is allowed to define terms appropriately for the best explanation. Therefore, the description proposed herein is just a preferable example for the purpose of illustrations only, not intended to limit the scope of the disclosure, so it should be understood that other equivalents and modifications could be made thereto without departing from the spirit and scope of the disclosure.\n FIG. 1 is a perspective view showing a battery pack 1 including a battery module assembly 50 according to an embodiment of the present disclosure.\nThe battery pack 1 depicted in FIG. 1 is a vehicle's battery pack 1 which may be mounted to a vehicle, a hybrid electric vehicle (HEV), an electric vehicle (EV) or the like.\nPreferably, the battery pack 1 may have a size according to the standards for vehicle's batteries. Therefore, the battery pack 1 may have a hexagonal shape as a whole.\nAlso preferably, the battery module assembly 50 may also have a size according to the standards for vehicle's batteries. However, the battery pack 1 and the battery module assembly 50 are not limited to the above sizes, and their lengths, widths and heights may be set in various ways.\n FIG. 2 is an exploded perspective view showing a battery pack 1 including a battery module assembly 50 according to an embodiment of the present disclosure.\nThe battery module assembly 50 according to an embodiment of the present disclosure is connected to an inner case 30 and included between an upper pack case 10 and a lower pack case 70 to configure the battery pack 1.\n FIG. 3 is a perspective view showing battery modules 60 of the battery module assembly 50 according to an embodiment of the present disclosure.\nReferring to FIG. 3, the battery module 60 is configured so that a plurality of cylindrical secondary battery cells 62 (hereinafter, also referred to as ‘cells’) is interposed between an upper frame 61 and a lower frame 63. For convenience, it will be assumed that an electrode of a cell 62 exposed toward the upper frame 61 is a high potential electrode (+), and an electrode of a cell 62 exposed toward the lower frame 63 is a low potential electrode (−). In addition, for better identification of the upper frame 61 and the lower frame 63 with naked eyes, the upper frame 61 is depicted in a dark color and the lower frame 63 is depicted in a light color.\nThe battery pack 1 according to an embodiment of the present disclosure may have an operating voltage of 12V when being used for a vehicle. In addition, a secondary battery cell 62 according to an embodiment of the present disclosure may have an operating voltage of 3V. Therefore, four battery modules 60 may be connected in series to configure a battery module assembly 50.\nHereinafter, the battery module assembly 50 composed of battery modules 60 shown in FIG. 3 will be described. For reference, the terms “upper”, “lower”, “top” and “bottom” used in the specification indicates locations based on the drawings.\nThe battery module assembly 50 according to an embodiment of the present disclosure is composed of four battery modules 60. Hereinafter, the four battery modules 60 will be classified with numbers.\n FIG. 4 is a perspective view showing a 1st battery module 60-1 among four battery modules included in the battery module assembly 50 according to an embodiment of the present disclosure.\nReferring to FIG. 4, it may be found that a plate 51 is added to an upper frame 61-1 of the battery module 60 depicted in FIG. 3. The plate 51 is made of metal and electrically connected to a high potential terminal of the battery module 60-1. Therefore, high potential terminals of the cells 62-1 included in the battery module 60-1 may be electrically connected in parallel by the plate 51.\nAccording to an embodiment of the present disclosure, the plate 51 may be made of any one selected from the group consisting of nickel, copper, brass and nickel-plated copper. These materials are just examples, and the plate 51 may be made of any kind of metal which may be easily replaced by those having ordinary skill in the art.\nAccording to an embodiment of the present disclosure, the plate 51 has a thickness of 0.1 mm to 0.4 mm. The thickness may be set in various ways in consideration of rigidity, electric conductivity or the like according to properties of the metal.\nAccording to an embodiment of the present disclosure, the plate 51 and the cells 62-1 are connected by means of resistance welding, ultrasonic welding, laser welding or conductive adhesive.\nThe entire area of the plate 51 is greater than an area of the upper frame 61-1 of the 1st battery module 60-1. In addition, a part of the plate 51, namely a region 51-a beyond the area of the upper frame 61-1 of the 1st battery module 60-1, is folded vertically. When configuring the battery module assembly 50 later, the folded region 51-a is used for mechanical and electric connection with a battery module 60-3 (see FIG. 7) stacked thereon.\n FIG. 5 is a perspective view showing a 2nd battery module 60-2 among four battery modules included in the battery module assembly 50 according to an embodiment of the present disclosure.\nReferring to FIG. 5, it may be found that the 2nd battery module 60-2 has a turn-over shape of the battery module 60 depicted in FIG. 3. In addition, it may also be found that a plate 52 is added to a lower frame 63-2 of the 2nd battery module 60-2. The plate 52 is made of metal and electrically connected to a low potential terminal of the battery module 60-2. Therefore, low potential terminals of the cells 62-2 included in the 2nd battery module 60-2 may be electrically connected in parallel by means of the plate 52.\nMaterial, thickness and welding method of the plate 52 are substantially identical to those of the plate 51 of FIG. 4.\nThe entire area of the plate 52 is greater than an area of the lower frame 63-2 of the 2nd battery module 60-2. In addition, a part of the plate 52, namely a region 52-a beyond the area of the lower frame 63-2 of the 2nd battery module 60-2, is folded vertically. When configuring the battery module assembly 50 later, the folded region 52-a is used for mechanical and electric connection with a battery module 60-4 (see FIG. 7) stacked thereon.\n FIG. 6 is an exploded perspective view showing that the 1st and 2nd battery modules 60-1, 60-2 among four battery modules included in the battery module assembly 50 according to an embodiment of the present disclosure are connected.\nReferring to FIG. 6, it may be found that a plate 53 is disposed at bottoms of the 1st and 2nd battery modules 60-1, 60-2.\nThe plate 53 is made of metal and electrically connected to the low potential terminal of the 1st battery module 60-1. Therefore, low potential terminals of the cells 62-1 included in the 1st battery module 60-1 may be electrically connected in parallel by means of the plate 53. Meanwhile, the plate 53 is made of metal and electrically connected to a high potential terminal of the 2nd battery module 60-2. Therefore, high potential terminals of the cells 62-2 included in the 2nd battery module 60-2 may be electrically connected in parallel by means of the plate 53. Simultaneously, the plate 53 has an area including both the 1st battery module 60-1 and the 2nd battery module 60-2. Therefore, the low potential terminal of the 1st battery module 60-1 and the high potential terminal of the 2nd battery module 60-2 may be electrically connected in series.\nMaterial, thickness and welding method of the plate 53 are substantially identical to those of the plate 51 of FIG. 4.\nAccording to an embodiment of the present disclosure, the entire area of the plate 53 is greater than the sum of areas of the 1st battery module 60-1 and the 2nd battery module 60-2. In addition, a part of the plate 53, namely a region 53-a beyond the sum area of the 1st battery module 60-1 and the 2nd battery module 60-2, is folded vertically. Moreover, threads 68 are formed at a side of the 1st battery module 60-1 and a side of the 2nd battery module 60-2. Therefore, a screw hole may be formed in the vertically folded region 53-a, and the plate 53 may be mechanically connected to the 1st battery module 60-1 and the 2nd battery module 60-2 by means of the threads 68 and screws.\nAccording to an embodiment of the present disclosure, in the battery module 60, connection units 67, 67-1 are formed at one side of the upper frame 61 or the lower frame 63 for a connection to another battery module.\nReferring to FIG. 3 again, the connection units 67, 67-1 formed at the sides of the upper frame 61 and the lower frame 63 of the battery module 60 are depicted. As described above, in the battery pack 1 according to an embodiment of the present disclosure, four battery modules 60 configure the battery module assembly 50 (see FIG. 2). At this time, the battery module may be mechanically coupled to another battery module 60 adjacent to a side thereof by means of the connection units 67, 67-1.\nAccording to an embodiment of the present disclosure, the connection units 67, 67-1 have ‘’ or ‘’ shape. The connection unit 67 having a ‘’ shape and the connection unit 67-1 having a ‘’ shape may be connected to each other to prevent the battery module 60 from being deviated in a horizontal direction. For this, when configuring the battery module assembly 50 battery modules 60 adjacent to each other may be arranged so that the connection unit 67 having a ‘’ shape and the connection unit 67-1 having a ‘’ shape are connected to each other.\nIf the connection units 67, 67-1 are formed at the sides of the 1st battery module 60-1 and the 2nd battery module 60-2, the 1st battery module 60-1 and the 2nd battery module 60-2 may be mechanically connected by means of the connection units 67, 67-1. The connection units 67, 67-1 enhance a mechanical coupling power among the battery modules 60 of the battery module assembly 50.\n FIG. 7 is an exploded perspective view showing that the 3rd and 4th battery modules 60-3, 60-4 among four battery modules included in the battery module assembly 50 according to an embodiment of the present disclosure are stacked.\nReferring to FIG. 7, a plate 54 is coupled to a high potential terminal of the 3rd battery module 60-3. In addition, a plate 55 is coupled to a low potential terminal of the 3rd battery module 60-3. The cells 62-3 included in the 3rd battery module 60-3 may be electrically connected in parallel by means of the plates 54, 55.\nA plate 56 is coupled to a high potential terminal of the 4th battery module 60-4. In addition, a plate 57 is coupled to a low potential terminal of the 4th battery module 60-3. The cells 62-4 included in the 4th battery module 60-4 may be electrically connected in parallel by means of the plates 56, 57.\nReferring to FIG. 7, it may be found that the 3rd battery module 60-3 and the 4th battery module 60-4 are respectively stacked on the 1st battery module 60-1 and the 2nd battery module 60-2 arranged in parallel.\nThe 3rd battery module 60-3 is electrically connected to the 1st battery module 60-1 in series. Therefore, the low potential terminal of the 3rd battery module 60-3 is stacked to be adjacent to the high potential terminal of the 1st battery module 60-1.\nIn addition, the 4th battery module 60-4 is electrically connected to the 2nd battery module 60-2 in series. Therefore, the high potential terminal of the 4th battery module 60-4 is stacked to be adjacent to the low potential terminal of the 2nd battery module 60-2.\nAccording to an embodiment of the present disclosure, a protrusion 66 is formed on a top of the upper frame 61 of the battery module 60, and an indent portion 66-1 having a shape and location corresponding to the protrusion 66 is formed in a bottom of the lower frame 63.\nReferring to FIGS. 3 to 5 again, it may be found that the protrusion 66 is formed at the top of the upper frame 61 according to an embodiment of the present disclosure, and the indent portion 66-1 having a shape and location corresponding to the protrusion 66 is formed at the bottom of the lower frame 63.\nAs described above, in the battery pack 1 according to an embodiment of the present disclosure, four battery modules 60 configure the battery module assembly 50 (see FIG. 2). At this time, when the battery modules 60-1 to 60-4 are stacked vertically, the protrusion 66 and the indent portion 66-1 may fix locations of the battery module located at the above and the battery module located at the below. In addition, when the battery modules 60-1 to 60-4 are stacked by means of the protrusion 66 and the indent portion 66-1, the battery modules 60 may be easily stacked, and it is also possible to prevent the upper battery module 60 and the lower battery module 60 from deviating from proper locations.\nWhen the protrusion 66 and the indent portion 66-1 are formed at the 1st and 3rd battery modules 60-1, 60-3, the 1st battery module 60-1 and the 3rd battery module 60-3 may be mechanically connected by means of the protrusion 66 and the indent portion 66-1. In addition, when the protrusion 66 and the indent portion 66-1 are formed at the 2nd and 4th battery modules 60-2, 60-4, the 2nd battery module 60-2 and the 4th battery module 60-4 may be mechanically connected by means of the protrusion 66 and the indent portion 66-1.\nMeanwhile, the 1st battery module 60-1 and the 3rd battery module 60-3 may be mechanically and electrically connected by means of the vertically folded region 51-a of the plate 51. In addition, the 2nd battery module 60-2 and the 4th battery module 60-4 may be mechanically and electrically connected by means of the vertically folded region 52-a of the plate 52. At this time, the mechanical connection may be made using the thread 68 formed at the lower frame of the 3rd battery module 60-3, the vertically folded region 51-a of the plate 51 and screws. Similarly, the mechanical connection may also be made using the thread 68 formed at the upper frame of the 4th battery module 60-4, the vertically folded region 51-a of the plate 51 and screws.\n FIG. 8 is a perspective view showing a battery module assembly 50 according to an embodiment of the present disclosure.\nReferring to FIG. 8, it may be found that the battery modules 60-1 to 60-4 depicted in FIGS. 4 to 7 are mechanically and electrically connected.\nAccording to an embodiment of the present disclosure, the battery modules 60 stacked vertically, namely the 1st battery module 60-1 and the 3rd battery module 60-3, and also the 2nd battery module 60-2 and the 4th battery module 60-4 are electrically connected in series by means of a bus bar 58. The bus bar 58 may also be connected between the 1st battery module 60-1 and the 3rd battery module 60-3 and between the 2nd battery module 60-2 and the 4th battery module 60-4 by means of screws.\nAccording to the present disclosure, it is possible to provide a stable and economic battery module assembly including a plurality of secondary battery cells.\nThe present disclosure has been described in detail. However, it should be understood that the detailed description and specific examples, while indicating preferred embodiments of the disclosure, are given by way of illustration only, since various changes and modifications within the spirit and scope of the disclosure will become apparent to those skilled in the art from this detailed description.\n | Disclosed is a battery module assembly for a vehicle's battery pack, which has four battery modules, among which two battery modules are arranged in parallel and two battery modules are stacked and provided on the two battery modules arranged in parallel, wherein cylindrical secondary battery cells respectively included in the battery modules are electrically connected in parallel by means of plates respectively disposed at tops of the two battery modules arranged in parallel, wherein the two battery modules arranged in parallel are electrically connected in parallel by means of a lower metal plate disposed on the two battery modules arranged in parallel, wherein cylindrical secondary battery cells respectively included in the battery modules are electrically connected in parallel by means of metal plates respectively disposed at tops and bottoms of the two battery modules stacked on the two battery modules arranged in parallel, and wherein the four battery modules are electrically connected in series. Therefore, it is possible to provide a stable and economic battery module assembly including a plurality of secondary battery cells. | US:14/548,075 | https://patentimages.storage.googleapis.com/9b/30/e2/46226340635a61/US9306194.pdf | US:9306194 | Sung-Jong Kim, Chae-Yang CHO, Soon-Ho Ahn | LG Chem Ltd | JP:2006244982:A, JP:2007095483:A, KR:20100088030:A, US:20110287287:A1, JP:2011049014:A, EP:2355205:A1, JP:2011154883:A, CN:102195023:A, CN:201708198:U, KR:20120068830:A, US:20120231309:A1, US:8507119, CN:102447081:A, US:20130002016:A1, US:20120121967:A1, CN:102468457:A, CN:203850370:U | 2016-04-05 | 2016-04-05 | 1. A battery module assembly having four battery modules, among which two battery modules are arranged side by side and two battery modules are stacked and provided on the two battery modules arranged side by side,\nwherein cylindrical secondary battery cells respectively included in the battery modules are electrically connected in parallel by means of plates respectively disposed at tops of the two battery modules arranged side by side,\nwherein the two battery modules arranged side by side are electrically connected in series by means of a lower metal plate disposed on the two battery modules arranged side by side,\nwherein cylindrical secondary battery cells respectively included in the battery modules are electrically connected in parallel by means of metal plates respectively disposed at tops and bottoms of the two battery modules stacked on the two battery modules arranged side by side, and\nwherein the four battery modules are electrically connected in series.\n, wherein cylindrical secondary battery cells respectively included in the battery modules are electrically connected in parallel by means of plates respectively disposed at tops of the two battery modules arranged side by side,, wherein the two battery modules arranged side by side are electrically connected in series by means of a lower metal plate disposed on the two battery modules arranged side by side,, wherein cylindrical secondary battery cells respectively included in the battery modules are electrically connected in parallel by means of metal plates respectively disposed at tops and bottoms of the two battery modules stacked on the two battery modules arranged side by side, and, wherein the four battery modules are electrically connected in series., 2. The battery module assembly according to claim 1,\nwherein the metal plate is made of any one selected from the group consisting of nickel,\ncopper, brass and nickel-plated copper.\n, wherein the metal plate is made of any one selected from the group consisting of nickel,, copper, brass and nickel-plated copper., 3. The battery module assembly according to claim 1,\nwherein the metal plate is connected to the cylindrical secondary battery cells included in each battery module by means of resistance welding, ultrasonic welding, laser welding or conductive adhesive.\n, wherein the metal plate is connected to the cylindrical secondary battery cells included in each battery module by means of resistance welding, ultrasonic welding, laser welding or conductive adhesive., 4. The battery module assembly according to claim 1,\nwherein the metal plate has a thickness of 0.1 mm to 0.4 mm.\n, wherein the metal plate has a thickness of 0.1 mm to 0.4 mm., 5. The battery module assembly according to claim 1, further comprising a bus bar configured to electrically connect the two battery modules arranged side by side and the two battery modules stacked thereon., 6. The battery module assembly according to claim 5,\nwherein the plates respectively disposed at the tops of the two battery modules arranged side by side have a greater area in comparison to each battery module,\nwherein a region of each plate beyond the area of the battery module is vertically folded, and\nwherein the bus bar is interposed between the vertically folded region and the plates respectively disposed at the bottoms of the stacked two battery modules.\n, wherein the plates respectively disposed at the tops of the two battery modules arranged side by side have a greater area in comparison to each battery module,, wherein a region of each plate beyond the area of the battery module is vertically folded, and, wherein the bus bar is interposed between the vertically folded region and the plates respectively disposed at the bottoms of the stacked two battery modules. | US | United States | Active | H | True |
| 101 | 一种基于电动车辆安全状态的数据传输方法、装置及电动车辆 \n | CN111246380B | 技术领域本发明涉及电动车辆领域，具体而言，涉及一种基于电动车辆安全状态的数据传输方法、装置及相应的电动车辆。背景技术电动车辆是一种环保节能的交通工具，包括电动自行车、电动摩托车等。它们使用电池为电机供电，驱动电机带动电动车辆行驶。电动车辆使用简单方便，占用空间，能源消耗低，为缓解城市道路拥堵提供了便利。但在日常使用过程中车辆有可能丢失，丢失后车辆很难寻回。目前车辆中通常会放置GPS跟踪模块，通过向用户回传GPS位置信息，方便用户或警察寻回丢失的车辆。但现有技术中GPS跟踪模块耗电量较大，很快会将电池中的电量耗尽，导致用户如果短时间内没有找到车辆就很难再获知车辆位置信息寻回车辆。发明内容本发明旨在解决现有的电动车辆在丢失后GPS信号不稳定，耗电量大，数据回传时间短的问题，造成车辆寻回困难的问题。为了解决上述技术问题，本发明第一方面提出一种基于电动车辆安全状态的数据传输方法，所述方法包括：对所述电动车辆的传感器数据进行分级，设定传感器的数据优先级，以及所述优先级与电池电量的对应关系；判断电动车辆安全状态；若所述安全状态为“安全”，则发送全部的传感器数据；否则，获取所述电池电量，根据所述电池电量发送对应的一个或多个传感器数据。根据本发明的一种优选实施方式，对所述电动车辆的传感器数据进行分级，设定传感器的数据优先级，以及所述优先级与电池电量的对应关系进一步为：基于移动基站定位的基站定位信息为核心级数据，基于卫星定位的卫星定位信息为高优先级数据，加速度数据及陀螺仪数据为中优先级数据，其他传感器数据为低优先级数据；当所述电池电量大于第一阈值时，发送全部传感器数据；和/或，当所述电池电量小于等于第一阈值时，停止发送低优先级数据；和/或，当所述电池电量小于等于第二阈值时，停止发送中优先级数据；和/或，当所述电池电量小于等于第三阈值时，停止发送高优先级数据。根据本发明的一种优选实施方式，判断电动车辆安全状态进一步包括：所述电动车辆根据传感器数据进行判断，或所述电动车辆接收云服务端发送的车辆安全状态判断。根据本发明的一种优选实施方式，所述电动车辆根据传感器数据进行判断进一步包括：在所述电动车辆设防后，基于所述电动车辆的位置信息设置电子围栏，如果所述电动车辆在未撤防状态下位置信息发生移动并且超出所述电子围栏则判断所述电动车辆状态异常，安全状态修改为异常。根据本发明的一种优选实施方式，所述电动车辆接收云服务端发送的车辆安全状态判断进一步包括：所述电动车辆与云服务端通信，接收云服务端发送的指令，当云服务端接收用户上传的车辆丢失信息，所述云服务端向所述电动车辆发送安全状态修改指令，将所述电动车辆的安全状态修改为丢失。根据本发明的一种优选实施方式，所述方法还包括：设置数据发送第一频率和数据发送第二频率；若所述安全状态为“安全”，所属电动车辆使用数据发送第一频率发送传感器数据；否则，所述电动车辆使用数据发送第二频率发送传感器数据。根据本发明的一种优选实施方式，所述数据发送第二频率比所述数据发送第一频率高。本发明的第二方面提出一种基于电动车辆安全状态的数据传输装置，所述装置包括：设置模块，用于对所述电动车辆的传感器数据进行分级，设定传感器的数据优先级，以及所述优先级与电池电量的对应关系；判断模块，用于判断电动车辆安全状态；执行模块，若所述安全状态为“安全”，则发送全部的传感器数据；否则，获取所述电池电量，根据所述电池电量发送对应的一个或多个传感器数据。根据本发明的一种优选实施方式，对所述电动车辆的传感器数据进行分级，设定传感器的数据优先级，以及所述优先级与电池电量的对应关系进一步为：基于移动基站定位的基站定位信息为核心级数据，基于卫星定位的卫星定位信息为高优先级数据，加速度数据及陀螺仪数据为中优先级数据，其他传感器数据为低优先级数据；当所述电池电量大于第一阈值时，发送全部传感器数据；和/或，当所述电池电量小于等于第一阈值时，停止发送低优先级数据；和/或，当所述电池电量小于等于第二阈值时，停止发送中优先级数据；和/或，当所述电池电量小于等于第三阈值时，停止发送高优先级数据。根据本发明的一种优选实施方式，判断电动车辆安全状态进一步包括：所述电动车辆根据传感器数据进行判断，或所述电动车辆接收云服务端发送的车辆安全状态判断。根据本发明的一种优选实施方式，所述电动车辆根据传感器数据进行判断进一步包括：在所述电动车辆设防后，基于所述电动车辆的位置信息设置电子围栏，如果所述电动车辆在未撤防状态下位置信息发生移动并且超出所述电子围栏则判断所述电动车辆状态异常，安全状态修改为异常。根据本发明的一种优选实施方式，所述电动车辆接收云服务端发送的车辆安全状态判断具体包括：所述电动车辆与云服务端通信，接收云服务端发送的指令，当云服务端接收用户上传的车辆丢失信息，所述云服务端向所述电动车辆发送安全状态修改指令，将所述电动车辆的安全状态修改为丢失。根据本发明的一种优选实施方式，所述装置还包括：频率控制模块，用于设置数据发送第一频率和数据发送第二频率，若所述安全状态为“安全”，所属电动车辆使用数据发送第一频率发送传感器数据；否则，所述电动车辆使用数据发送第二频率发送传感器数据。根据本发明的一种优选实施方式，所述数据发送第二频率比所述数据发送第一频率高。本发明的第三方面提出一种电动车辆，包括车身，还设置有基于电动车辆安全状态的数据传输装置。本发明的第四方面提出一种电子设备，包括处理器和存储器，所述存储器用于存储计算机可执行程序，当所述计算机程序被所述处理器执行时，所述处理器执行基于电动车辆安全状态的数据传输方法。本发明的第五方面提出一种计算机可读介质，存储有计算机可执行程序，所述计算机可执行程序被执行时，实现所述基于电动车辆安全状态的数据传输方法。采用该技术方案，对数据进行分级，延长了传输时间，使用户寻找车辆的时间更加充足，提高了车辆寻回的可能性。附图说明为了使本发明所解决的技术问题、采用的技术手段及取得的技术效果更加清楚，下面将参照附图详细描述本发明的具体实施例。但需声明的是，下面描述的附图仅仅是本发明的示例性实施例的附图，对于本领域的技术人员来讲，在不付出创造性劳动的前提下，可以根据这些附图获得其他实施例的附图。图1是本发明实施例中基于电动摩托车的云端互联系统的网络示意图；图2是本发明的一个实施例中电动摩托车的车辆智控系统的整体架构图；图3是本发明的一个实施例中电动摩托车的车辆智控系统一个实施例的结构框图；图4是本发明的一个实施例中电动摩托车的车辆智控系统另一具体实施例的结构框图；图5是本发明实施例中基于电动车辆安全状态的数据传输方法的流程示意图；图6是本发明实施例中基于电动车辆安全状态的数据传输装置的结构示意图；图7是本发明的一个实施例的电子设备的结构示意图；图8是本发明的一个实施例的计算机可读记录介质的示意图。具体实施方式现在将参考附图来更加全面地描述本发明的示例性实施例，虽然各示例性实施例能够以多种具体的方式实施，但不应理解为本发明仅限于在此阐述的实施例。相反，提供这些示例性实施例是为了使本发明的内容更加完整，更加便于将发明构思全面地传达给本领域的技术人员。在符合本发明的技术构思的前提下，在某个特定的实施例中描述的结构、性能、效果或者其他特征可以以任何合适的方式结合到一个或更多其他的实施例中。在对于具体实施例的介绍过程中，对结构、性能、效果或者其他特征的细节描述是为了使本领域的技术人员对实施例能够充分理解。但是，并不排除本领域技术人员可以在特定情况下，以不含有上述结构、性能、效果或者其他特征的技术方案来实施本发明。附图中的流程图仅是一种示例性的流程演示，不代表本发明的方案中必须包括流程图中的所有的内容、操作和步骤，也不代表必须按照图中所显示的的顺序执行。例如，流程图中有的操作/步骤可以分解，有的操作/步骤可以合并或部分合并，等等，在不脱离本发明的发明主旨的情况下，流程图中显示的执行顺序可以根据实际情况改变。附图中的框图一般表示的是功能实体，并不一定必然与物理上独立的实体相对应。即，可以采用软件形式来实现这些功能实体，或在一个或多个硬件模块或集成电路中实现这些功能实体，或在不同网络和/或处理单元装置和/或微控制器装置中实现这些功能实体。各附图中相同的附图标记表示相同或类似的元件、组件或部分，因而下文中可能省略了对相同或类似的元件、组件或部分的重复描述。还应理解，虽然本文中可能使用第一、第二、第三等表示编号的定语来描述各种器件、元件、组件或部分，但是这些器件、元件、组件或部分不应受这些定语的限制。也就是说，这些定语仅是用来将一者与另一者区分。例如，第一器件亦可称为第二器件，但不偏离本发明实质的技术方案。此外，术语“和/或”、“及/或”是指包括所列出项目中的任一个或多个的所有组合。图1是本发明实施例中基于电动摩托车的云端互联系统的网络示意图。在图1所示的实施例中，电动摩托车的机车端10可以通过无线网络与云服务端80进行数据交互，如图1所示。整体上，该系统基于云端互联交互模式，即系统包括有云服务端80，云服务端80与各个机车端10进行信息交互，由此形成一个由机车端10和云服务端80构成的车联网络。机车端10可以是任何可进行运程数据交互的车辆，包括电动自行车、摩托车、电动摩托车、电动滑板车，也可扩展到任何燃油、纯电动、燃料电池、混合动力的汽车、三轮车、摩托车、自行车等各种车辆。当然，为了功能扩展需要所述的车联网络除了与机车端10连接，还可以接入其它终端，包括用户的移动终端20和与机车配套的其他设备终端，例如电池41、电池充电器40、充电桩、智能头盔30等。如图2所示，本发明的车辆智控系统还包括用户终端20，用户终端20也能够与所述云服务端80进行信息交互，云服务端80还能够将来自用户终端20的控制指令发送至所述第二控制系12。第二控制系12可以接收来自用户终端20的控制指令，并将需要第一控制系11处理的控制指令转送给第一控制系11，以实现远程控制方面的应用，例如为了防盗进行远程锁定等。同时，第二控制系12还可以将来自第一控制系11的车辆运行状态数据发送给云服务端80，包括车辆的各种运行状态数据。需要说明的是，这里所说的运行状态包括车辆的环境状态、整车状态和各部件的状态，并且，不仅包括车辆在行驶时的状态，也包括车辆在关停未启动、启动未行进等各种模式下的状态。图3是本发明的基于双独立控制系的车辆智控系统一个具体实施例的结构框图。如图3所示，在该实施例中，第一控制系11包括第一电子控制单元111、电池管理模块112、身份识别模块113和传感器控制模块114。第二控制系包括第二电子控制单元121、通信及定位模块122和影像模块123。第一电子控制单元111和第二电子控制单元121连接以进行数据交换。作为具体的实施方式，第一电子控制单元111通过CANBus(ControLLer Area Net-workBus)与第二电子控制单元121连接。在其他实施方式中，二者也可以通过其他的连接线连接，本发明对于连接线的类型不作限制。两个电子控制单元通常可以由ECU(Electronic Control Unit)实现，ECU又称“行车电脑”，通过包括微处理器(CPU)、存储器(ROM、RAM)、输入/输出接口(I/O)、模数转换器(A/D)以及整形、驱动等大规模集成电路组成。但本发明也不排除其他形式的电子控制单元，只要其具备一定的数据存储及处理能力。本实施例的第一电子控制单元111连接有电池管理模块112、身份识别模块113和传感器控制模块114。所述传感器控制模块114用于连接车辆的多种传感器，包括车辆状态传感器、整车环境信息传感器、电控环境信息传感器等，收集、汇总、预处理多传感器得到的检测数据后发送给第一电子控制单元111。第一电子控制单元111将从传感器获得的原始数据或者对所述原始数据进行处理后的汇总数据通过CANBus发送至第二电子控制单元112，而第二电子控制单元112将来自第一电子控制单元111的数据转而发送给所述云服务端80。电池管理模块112和身份识别模块113属于应用模块，其分别用于用户的电池管理和身份识别。在其他的实施方式中，与第一电子控制单元111相连接的也可以是其他任何的应用模块，例如灯光控制模块、电池切换模块(双电池或多电池时)、FOC模块等。各种应用模块通常都包括传感器和执行机构，例如，身份识别模块包括用于生物特征识别的传感器，也包括用于上锁和解锁的电路等。本发明不限于具体的应用模块。第一电子控制单元111也可以将来自各应用模块的传感器获得的原始数据或者对所述原始数据进行处理后的汇总数据通过CANBus发送至第二电子控制单元121，而第二电子控制单元121将来自第一电子控制单元111的数据转而发送给所述云服务端80。该实施例中，第一电子控制单元111所控制的应用模块主要涉及车辆的行驶控制、电池管理、信息采集和人机交互等基本行车运行功能，所以第一电子控制单元111亦可称为行车监测单元。而第二电子控制单元121则主要偏向于控制车辆的联网和多媒体功能，包括与云服务端80的连接，通讯和定位、显示装置的控制、音响和影像的控制等。因此，第二电子控制单元121亦可称为感官互联单元。在该实施例中，第二电子控制单元121连接有通信模块122和影像模块123。通信及定位模块122的一方面用于与云服务端80建立连接，例如其可以是支持4G通信的移动通信模块，以便向云服务端80发送数据或从云服务端80下载控制指令。通信及定位模块122的另一方面用于与车辆配套设备建立连接，例如通过蓝牙模块与智能头盔进行连接，以获取智能头盔的状态并向智能头盔发送数据。通信及定位模块122还负责利用卫星定位或基站定位对车辆的位置进行定位。很显然，在其他的实施方式中，第二电子控制单元121还可以与其他的应用模块连接，例如显示模块。对于该实施例中的影像模块，第二电子控制单元121根据用户的操作控制影像模块采集车辆周围图像和声音，对车辆周边的环境进行记录。所述影像模块还可以根据用户的操作指令和/或来自云服务端80的控制指令控制影像模块123的进行采集。更进一步的，在该实施例中，第二电子控制单元121还用于控制通信及定位模块122，以将该其获得的车辆运行状态数据(例如表示转向灯开启状态的数据)发送到云服务端80，与云服务端建立连接的用户终端20可以实时获取该车辆的运行状态数据，由此，在用户终端上也可以实时显示车辆的当前运行状态。图4是本发明的一个实施例中电动摩托车的车辆智控系统另一具体实施例的结构框图。如图4所示，与前一实施例不同的是，该实施例的电池管理模块112连接有主电池单元1121、从电池单元1122和应急电池单元1123，用于对电动摩托车的电池进行管理。在该实施例中，电动摩托车包括多块电池，主电池和从电池用于为电动摩托车的电气系统以及动力系统提供电力，应急电池用于在车辆丢失后，主电池和从电池可能与系统切断连接，由应急电池为多个传感器以及通信及定位模块122提供电力，上传车辆位置信息和传感器采集的状态信息。所述的动力系统是指使为车辆行驶提供动力的系统，包括电动机、变速器、轮轴等。所述的电气系统是指车辆的电气设备或电气元件，包括第一控制系11和第二控制系12所包含的各类传感器、控制单元，也包括显示模块、定位模块、车辆照明设备等。在该实施例中，通过电池管理模块112管理电池系统，使得对于车辆电池系统的控制实现更加高效和智能化控制成为可能。电池管理模块112采集各电池的各种状态及信息(包括是否丢失等)，对电池状态进行监控，对电池的充电、放电、循环次数进行管理。电池管理模块112还可以采集电池的电量等各种状态，对电池的充电、放电、循环次数等进行管理，负责管理主、从电池的切换。随着电动摩托车电池数量的增加和电池管理的精细化、智能化需求的增加，电池管理需要获取更多的信息、进行更大量的数据处理，从而需要更多的资源配置。现有技术中采用通用模块对电池系统一并进行管理的方式难以适应这种变化，由此，本发明提出采用独立的电池管理模块112来对车辆的是电池系统进行统一管理。所述的电池管理模块可以由专门的数据处理设备实现，便于更多的智能设计和应用扩展。采用独立的电池管理模块还便于对于电池系统之间的线路设计进行优化和升级，例如为电池与电池管理模块之间的线路设计专门的线路或传输方式，以使车辆对于电池的管理和控制更加鲁棒和安全。图5是本发明实施例中基于电动车辆安全状态的数据传输方法的流程示意图。如图5所示，本发明提供一种基于电动车辆安全状态的数据传输方法，所述方法包括：S501、对所述电动车辆的传感器数据进行分级，设定传感器的数据优先级，以及所述优先级与电池电量的对应关系。在本实施方式中，电动车辆为电动摩托车，电动摩托车设置有主电池、从电池和应急电池。主电池和从电池为活动安装在电动摩托车的电池仓内，应急电池固定安装电动摩托车较为隐藏的位置，不容易被发现和拆卸。本实施方式中设置优先级与电池电量的对应关系主要是设置优先级与应急电池电量的对应关系。当电动摩托车丢失后，第一电子控制单元111会控制电池管理模块切断主电池、从电池与电气系统和动力系统的连接使电动摩托车无法行驶，避免他人非法使用用户的电动摩托车。此时启用应急电池，由应急电池给几个必要的传感器进行供电，获取电动摩托车的定位及车辆状态信息，通过通信及定位模块122传送到云服务端80，便于用户寻回自己的电动摩托车。由于应急电池的容量相对较小，因此对传感器采集的数据划分优先级，随着应急电池电量的降低，逐渐停止对应优先级的数据发送。优先级低的传感器数据相对来说对寻回电动车作用较小，或者耗电较高，容易快速耗尽应急电池的电量。优先级高的传感器数据相对来说寻回电动车的作用越大，耗电量越低，能够较长时间的进行数据传输。在上述技术方案的基础上，进一步地，对所述电动摩托车的传感器数据进行分级，设定传感器的数据优先级，以及所述优先级与电池电量的对应关系具体为：基于移动基站定位的基站定位信息为核心级数据，基于卫星定位的卫星定位信息为高优先级数据，加速度数据及陀螺仪数据为中优先级数据，其他传感器数据为低优先级数据；当所述电池电量大于第一阈值时，发送全部传感器数据，第一阈值例如是80％的全部电量；和/或，当所述电池电量小于等于第一阈值时，停止发送低优先级数据；和/或，当所述电池电量小于等于第二阈值时，停止发送中优先级数据，第二阈值例如是40％的全部电量；和/或，当所述电池电量小于等于第三阈值时，停止发送高优先级数据，第三阈值例如是20％的全部电量。在本实施方式中，第一阈值、第二阈值以及第三阈值可以通过用户终端20进行设定，比如在用户终端20上设定好第一阈值、第二阈值以及第三阈值的具体数值，然后上传到云服务端80，由云服务端80发动到电动摩托车进行修改。还可以用户终端20直接与电动摩托车连接，将修改第一阈值、第二阈值以及第三阈值的指令发送到电动摩托车进行修改。还可以通过电动摩托车上的旋钮和/或按钮进行修改。在本实施方式中，通信及定位系统模块122包括通信单元1221、基站定位单元1222和卫星定位单元1223，基于定位单元1222和卫星定位单元1223都能够对电动摩托车进行定位。卫星定位单元1223定位优势是精确。以GPS定位为例，只要能接收到四颗卫星的定位信号，就可以进行误差在5-10米以内的定位。而GPS定位由于卫星定位单元1223任何时刻都至少被4颗卫星覆盖，所以信号得到了很好的保证，并且由于卫星居高临下，精度也能保证在几米至几十米。缺点是GPS受天气和位置的影响较大。当遇到天气不佳卫星定位单元1223上空的云层较厚时候，或者处于高架桥下方，或者在地下车库的时候，GPS的定位就会受到相当大的影响，甚至无法进行定位服务。而且GPS定位的耗电量较大，卫星定位单元1223的工作电流在20-50毫安。基站定位单元1222的优势是方便。通过接收多个基站的数据，计算基站定位单元1222与各个基站之间的距离，利用三角公式估计算法计算具体位置，参与计算的基站的数量越多定位信息越准确。通常使用的算法为DOA(Direction Of Arrival)波达方向定位算法，TOA(Time of Arrival)到达时间定位算法以及TDOA(Time Difference of Arrival)即到达时间差定位算法。理论上说，只要计算三个基站的信号差异，就可以判断出基站定位单元1222所在的位置。因此，只要用户的电动摩托车位于移动通信网络的有效范围之内，就可以随时进行位置定位，而不受天气、高楼、位置等等的影响。但基站定位的精度略低，在郊区和农村基站数量想对较少，移动台定位在100-1000米范围内；在城区由于基站数量多信号覆盖广，定位范围为10-100米。基站定位单元1222的工作电流在1-2毫安，这样对设备的能耗及延长待机时间有重大的意义。因此在本实施方式中，将基于移动基站定位的基站定位信息设置为核心级数据，从始至终一直进行传输，即使应急电池电量还剩很少的情况也能传输很长时间，使用户有足够的时间寻找丢失的电动摩托车。基于卫星定位的卫星定位信息虽然定位精度高，但由于信号易受干扰并且耗电量大，因此设为高优先级数据。在本实施方式中，传感器控制模块114通过加速度单元1141和陀螺仪单元1142采集加速度数据和陀螺仪数据，通过通信及定位模块122发送给云服务端80。云服务端80基于定位数据以及加速度数据、陀螺仪数据可以对电动摩托车的运动轨迹进行预测，便于对丢失的电动摩托车进行拦截，但因为耗电量较大，因此将加速度数据及陀螺仪数据设为中优先级数据。在本实施方式中，其他传感器数据主要为图像采集单元1231和声音采集单元1232采集的影响数据。电动摩托车设置有摄像头和麦克风，在正常使用时，摄像头和麦克风可以作为行驶记录仪使用，记录电动摩托车行驶的影像和声音，可以作为视频采风素材或者作为交通事故的证据。当电动摩托车丢失后，通过图像采集单元1231采集电动摩托车周边的图像，通过声音采集单元1232采集电动摩托车周边的声音，方便用户根据图像信息和声音信息获取车辆目前周边环境信息，用户可以根据图像信息及声音信息寻找参照物并根据参照物寻找电动摩托车。但由于图像数据和声音数据传输需要消耗较多的电量，因此将这些数据设为低优先级数据。在应急电池电量较为充足的情况进行采集和传输。在其他实施方式中，其他传感器数据还可以为车辆行驶速度、车辆倾斜角度、是否有人乘坐、乘员体重等等数据。在本实施方式中，当应急电池电量大于80％时，发送全部传感器数据；当应急电池电量小于等于80％时，停止发送低优先级数据，即停止发送其他传感器数据；当所述电池电量小于等于40％时，停止发送中优先级数据，即停止发送加速度数据和陀螺仪数据；当所述电池电量小于等于20％时，停止发送高优先级数据，即停止发送基于卫星定位的卫星定位信息，此时仅仅传送基站定位信息。在本实施方式中，传感器数据还可以根据云服务端80发送的指令进行传送。例如，当用户根据定位信息靠近电动摩托车发送的位置信息时，为了更快的找到电动摩托车，用户可以在用户终端20上进行操作，向云服务端80发送获取图像数据的请求。云服务端80接收到用户的请求后，向电动摩托车发送获取图像数据的指令，图像采集单元1231根据指令采集电动摩托车周边的图像数据，通过通信及定位模块122发送给云服务端80，云服务端80再将图像数据转发给用户。用户根据图像数据寻找车辆。或者应急电池电量低于20％，用户根据基站定位信息无法准确定位，可以根据需要发送指令获取卫星定位信息，提高定位精度。S502、判断电动摩托车安全状态。在上述技术方案的基础上，进一步地，判断电动摩托车安全状态具体包括：所述电动摩托车根据传感器数据进行判断，或所述电动摩托车接收云服务端发送的车辆安全状态判断。 | 本发明属于车辆技术领域，具体公开了一种基于电动车辆安全状态的数据传输方法、装置及电动摩托车，所述方法包括：对所述电动摩托车的传感器数据进行分级，设定传感器的数据优先级，以及所述优先级与电池电量的对应关系；判断电动摩托车安全状态；若所述安全状态为“安全”，则发送全部的传感器数据；否则，获取所述电池电量，根据所述电池电量发送对应的传感器数据。采用该技术方案，在电动摩托车丢失后，能够较长时间的发送电动摩托车相关信息，使用户寻找电动摩托车的时间更加充足，提高寻回电动摩托车的概率。 | CN:202010127178.8A | https://patentimages.storage.googleapis.com/31/40/d0/e1cf79936dc72e/CN111246380B.pdf | CN:111246380:B | 柳科, 胡辉, 柳诗尧, 李鹏 | Shagang Technology Shanghai Co ltd | CN:108391224:A, CN:104135511:A, CN:104635703:A, CN:107534932:A, CN:108471597:A, CN:108966134:A | Not available | 2021-02-09 | 1.一种基于电动车辆安全状态的数据传输方法，其特征在于，所述方法包括：, 对所述电动车辆的传感器数据进行分级，设定传感器的数据优先级，以及所述优先级与电池电量的对应关系；, 判断电动车辆安全状态；, 若所述安全状态为“安全”，则发送全部的传感器数据；, 否则，获取所述电池电量，根据所述电池电量发送对应的一个或多个传感器数据。, 2.如权利要求1所述的数据传输方法，其特征在于，对所述电动车辆的传感器数据进行分级，设定传感器的数据优先级，以及所述优先级与电池电量的对应关系进一步为：, 基于移动基站定位的基站定位信息为核心级数据，基于卫星定位的卫星定位信息为高优先级数据，加速度数据及陀螺仪数据为中优先级数据，其他传感器数据为低优先级数据；, 当所述电池电量大于第一阈值时，发送全部传感器数据；, 或，当所述电池电量小于等于第一阈值时，停止发送低优先级数据；, 或，当所述电池电量小于等于第二阈值时，停止发送中优先级数据；, 或，当所述电池电量小于等于第三阈值时，停止发送高优先级数据。, 3.如权利要求1所述的数据传输方法，其特征在于，判断电动车辆安全状态进一步包括：, 所述电动车辆根据传感器数据进行判断，或所述电动车辆接收云服务端发送的车辆安全状态判断。, 4.如权利要求3所述的数据传输方法，其特征在于，所述电动车辆根据传感器数据进行判断进一步包括：, 在所述电动车辆设防后，基于所述电动车辆的位置信息设置电子围栏，如果所述电动车辆在未撤防状态下位置信息发生移动并且超出所述电子围栏则判断所述电动车辆状态异常，安全状态修改为异常。, 5.如权利要求3所述的数据传输方法，其特征在于，所述电动车辆接收云服务端发送的车辆安全状态判断进一步包括：, 所述电动车辆与云服务端通信，接收云服务端发送的指令，当云服务端接收用户上传的车辆丢失信息，所述云服务端向所述电动车辆发送安全状态修改指令，将所述电动车辆的安全状态修改为丢失。, 6.如权利要求1所述的数据传输方法，其特征在于，所述方法还包括：, 设置数据发送第一频率和数据发送第二频率；, 若所述安全状态为“安全”，所属电动车辆使用数据发送第一频率发送传感器数据；, 否则，所述电动车辆使用数据发送第二频率发送传感器数据。, 7.如权利要求6所述的数据传输方法，其特征在于，所述数据发送第二频率比所述数据发送第一频率高。, 8.一种基于电动车辆安全状态的数据传输装置，其特征在于，所述装置包括：, 设置模块，用于对所述电动车辆的传感器数据进行分级，设定传感器的数据优先级，以及所述优先级与电池电量的对应关系；, 判断模块，用于判断电动车辆安全状态；, 执行模块，若所述安全状态为“安全”，则发送全部的传感器数据；否则，获取所述电池电量，根据所述电池电量发送对应的一个或多个传感器数据。, 9.如权利要求8所述的数据传输装置，其特征在于，对所述电动车辆的传感器数据进行分级，设定传感器的数据优先级，以及所述优先级与电池电量的对应关系进一步为：, 基于移动基站定位的基站定位信息为核心级数据，基于卫星定位的卫星定位信息为高优先级数据，加速度数据及陀螺仪数据为中优先级数据，其他传感器数据为低优先级数据；, 当所述电池电量大于第一阈值时，发送全部传感器数据；, 或，当所述电池电量小于等于第一阈值时，停止发送低优先级数据；, 或，当所述电池电量小于等于第二阈值时，停止发送中优先级数据；, 或，当所述电池电量小于等于第三阈值时，停止发送高优先级数据。, 10.如权利要求8所述的数据传输装置，其特征在于，判断电动车辆安全状态进一步包括：, 所述电动车辆根据传感器数据进行判断，或所述电动车辆接收云服务端发送的车辆安全状态判断。, 11.如权利要求10所述的数据传输装置，其特征在于，所述电动车辆根据传感器数据进行判断进一步包括：, 在所述电动车辆设防后，基于所述电动车辆的位置信息设置电子围栏，如果所述电动车辆在未撤防状态下位置信息发生移动并且超出所述电子围栏则判断所述电动车辆状态异常，安全状态修改为异常。, 12.如权利要求10所述的数据传输装置，其特征在于，所述电动车辆接收云服务端发送的车辆安全状态判断进一步包括：, 所述电动车辆与云服务端通信，接收云服务端发送的指令，当云服务端接收用户上传的车辆丢失信息，所述云服务端向所述电动车辆发送安全状态修改指令，将所述电动车辆的安全状态修改为丢失。, 13.如权利要求8所述的数据传输装置，其特征在于，所述装置还包括：, 频率控制模块，用于设置数据发送第一频率和数据发送第二频率；, 若所述安全状态为“安全”，所属电动车辆使用数据发送第一频率发送传感器数据；, 否则，所述电动车辆使用数据发送第二频率发送传感器数据。, 14.如权利要求13所述的数据传输装置，其特征在于，所述数据发送第二频率比所述数据发送第一频率高。, 15.一种电动车辆，包括车身，其特征在于，还设置有如权利要求8-14任一权利要求所述的基于电动车辆安全状态的数据传输装置。, 16.一种电子设备，包括处理器和存储器，所述存储器用于存储计算机可执行程序，其特征在于：, 当所述计算机程序被所述处理器执行时，所述处理器执行如权利要求1-7任一权利要求所述的数据传输方法。, 17.一种计算机可读介质，存储有计算机可执行程序，其特征在于，所述计算机可执行程序被处理器执行时，实现如权利要求1-7任一所述的数据传输方法。 | CN | China | Active | H | True |
| 102 | V2g交直流混合微电网供电体系结构 \n | CN105914799B | 技术领域本发明涉及一种V2G交直流混合微电网供电体系结构，具体涉及一种应用于电动汽车充电与电网协调配合管理方面的供电体系结构。背景技术V2G（车电互联模式）是指乘用车与电网采用的是能量双向流动的控制技术，电动车不但单向接收电网能量，必要时还可以向电网提供能量支撑，是未来智能电网的坚强后盾，2015年我国的电网装机容量为2000GW, 汽车社会保有量为1.6亿辆，每年汽车增量为2000万辆，每辆汽车功率按照50KW计算，20000000*50kw=1000GW，也就是说每年新增汽车的功率就相当于半个电网的装机容量，大数据表明汽车的综合使用率只有5%，每天一小时，全社会汽车功率容量是电网容量的4倍，储能容量是电网发电量的20%，而一般发电机利用率在60%，每年4800小时，以上数据表明，未来汽车的储能体量远超过其他任何储能方式。V2G技术是新能源汽车的方向，通过V2G技术，可以平滑电动汽车充电对常规电网（可称为大电网或简称为电网）的冲击，不仅可以使充电时间和充电功率可控，必要时还可以反向向电网放电，从而缓解电网的高峰压力；V2G技术还有利于道路救援，当一部电动车没电了不需要将其拖回，只需两部V2G电动车就可以实现快速对充；采用V2G技术的电动汽车适合做灾区救援车辆、工具车，一辆50kwh满电的V2G电动汽车可以供应一个家庭一周的电量。当前采用V2G技术的电动汽车发展迅速，但电网建设和充电设施建设严重落后。主要表现在：1、配电网建设不同步，充电桩和充电站接入电网困难；2、充电桩与现有的停车位的冲突；3、充电速度慢，需要排队等候；4充电设施网点不足，尤其是偏远地区更少。发明内容为了解决现有技术的上述缺陷，本发明提供了一种V2G交直流混合微电网供电体系结构，将分布式新能源发电、电动汽车充电、电网储能和电网功率交换很好的管理起来，以平滑电动汽车充电对电网的冲击，并将电动车换电电池和车载电池作为储能手段，提高微电网对大电网的调频和调峰能力，进而提高微电网的经济效益，提高大电网的安全性和稳定性。本发明实现上述目的的技术方案是：一种V2G交直流混合微电网供电体系结构，其包括直流微电网和交流微电网，所述直流微电网包括：直流母线，所述直流母线通过直流并网装置连接大电网，或者，所述直流母线通过直流并网装置和交流微电网两条途径连接大电网，所述直流并网装置主要由相互连接的直流并网变流器和直流投切装置构成，所述直流投切装置能够在管理控制系统的控制下和/或依据设定的投切标准接通或切断直流微电网与大电网之间的连接，所述直流并网变流器为双向变流器，能够在管理控制系统的控制下和/或依据设定的送电标准实现由大电网向直流微电网送电或由直流微电网向大电网送电；分布式直流供电装置，包括一个或多个分布式直流电源，所述分布式直流供电装置中的分布式直流电源通过分布式直流电源变流器接入所述直流母线，将产生的电能送入直流母线；直流储能装置，主要由储能电池组及直流储能变流器构成，所述直流储能装置的储能电池组通过所述直流储能变流器连接所述直流母线，所述直流储能变流器为双向变流器，能够在管理控制系统的控制下进行储能电池组的直流充电（由直流母线对储能电池组充电）或直流放电（由储能电池组向直流母线送电）；直流充电桩（电动车直流充放电装置，简称充电桩），设有电动车直流充放电变流器，所述电动车直流充放电变流器的一端连接所述直流母线，另一端连接有与电动车的充电桩接口（包括电动车的充电线缆上的充电桩接头）配套的电动车接口，所述电动车直流充放电变流器为双向变流器，能够在管理控制系统的控制下或依据外部的充放电指令进行电动车电池的直流充电（由直流母线向电动车电池充电）或直流放电（由电动车电池向直流母线送电）；换电电池直流充放电装置，设有换电电池直流充放电变流器，所述换电电池直流充放电变流器的一端连接所述直流母线，另一端连接有能够连接电动车换电电池的换电电池接口装置，所述换电电池直流充放电变流器为双向变流器，能够在管理控制系统的控制下或依据外部的充放电指令进行电动车换电电池的直流充电（由直流母线向换电电池充电）或直流放电（由换电电池向直流母线送电），所述交流微电网包括：交流母线，所述交流母线通过微电网间直交流变流器连接所述直流母线，通过交流并网装置连接大电网，以分别实现交流微电网与直流网电网之间的连接和交流微电网与大电网之间的连接，所述微电网间直交流变流器为双向变流器，能够在管理控制系统的控制下和/或依据设定的送电标准实现由直流微电网向交流微电网送电或由交流微电网向直流微电网送电；交流并网装置，主要由相互连接的交流并网变流器和交流投切装置构成，所述交流投切装置能够在管理控制系统的控制下和/或依据设定条件连通或切断交流微电网与大电网之间的连接，所述交流并网变流器为双向变流器，能够在管理控制系统的控制下和/或依据设定的送电标准实现由大电网向交流微电网送电或由交流微电网向大电网送电；所述交流母线连接有或者不连接交流负载；所述交流母线连接有或者不连接分布式交流电源。在现有技术背景下，所述分布式直流电源通常可以包括分布式光伏发电系统，所述分布式光伏发电系统可以根据实际需要设置，例如，将其太阳能电池板（光伏组件）设置于车棚或/和屋顶处。所述交流负载可以包括交流充电桩（电动车交流充放电装置，简称充电桩），所述交流充电桩设有电动车交流充放电变流器，所述电动车交流充放电变流器的一端连接所述交流母线，另一端连接有与电动车的充电桩接口（包括电动车的充电线缆上的充电桩接头）配套的电动车接口，所述电动车交流充放电变流器为双向变流器，能够在管理控制系统的控制下或依据外部的充放电指令进行电动车电池的交流充电（由交流母线向电动车电池充电）或交流放电（由电动车电池向交流母线送电）。所述交流负载可以包括交流储能装置，主要由储能电池组及交流储能变流器构成，所述交流储能装置的储能电池组通过所述交流储能变流器连接所述交流母线，所述交流储能变流器为双向变流器，能够在管理控制系统的控制下进行储能电池组的交流充电（由交流母线对储能电池组充电）或交流放电（由储能电池组向交流母线送电）。所述交流负载可以包括换电电池交流充放电装置，设有换电电池交流充放电变流器，所述换电电池交流充放电变流器的一端连接所述交流母线，另一端连接有能够连接电动车换电电池的换电电池接口装置，所述换电电池交流充放电变流器为双向变流器，能够在管理控制系统的控制下或依据外部的充放电指令进行电动车换电电池的交流充电（由交流母线向换电电池充电）或交流放电（由换电电池向交流母线送电）。所述管理控制系统可以包括主控装置以及设置于所述直流微电网和所述交流微电网中的用于获得检测信号的若干检测装置，所述主控装置与各所述检测装置通信连接，对源自所述检测装置的检测信号进行分析运算，根据控制策略控制各变流器和各投切开关装置的工作状态。所述管理控制系统还可以设有通信模块并通过所述通信模块与远程服务器通信连接和/或进行网络数据传输。所述储能电池组的储能电池可以采用锂电池、铅碳电池、超级电容器和液流电池中的任意一种或多种。所述直流投切装置和/或交流投切装置可以采用相应的直流或交流网关接口柜的形式。优选的，将部分或全部接入体系的电动车换电电池用于储能调节，通过控制其充电和放电调节所在微电网（直流微电网和/或交流微电网）的网内耗电量和供电总量，当电动车换电电池的储能调节能力能够满足微电网的储能调节要求时，省略本地（微电网内）的储能装置或者不省略本地的储能装置，当微电网内设有储能装置（不省略本地的储能储能装置）时，优先采用所述储能装置进行网内耗电总量和供电总量的调节；优选的，将部分或全部接入体系的电动车电池（车载电池）用于储能调节，通过控制其充电和放电调节所在微电网的网内耗电量和供电总量，依据外部指令或依据设定标准不用于储能调节的电动车电池不用于储能调节，所述依据设定标准不用于储能调节的电动车电池至少包括采用快充模式充电的电动车电池，当微电网内设有储能装置和/或用于储能调节的电动车换电电池时，优先采用储能装置和/或用于储能调节的电动车换电电池进行网内耗电总量和供电总量的调节；优选的，依据用电安全性和微电网自身的经济原则，通过接通或切断与大电网的连接实现孤网运行或并网运行，优选的，在孤网运行状态（即直流微电网和交流微电网不接入大电网的状态）下，根据微电网自身的经济原则，通过网内储能能力调节网内耗电总量和供电总量，使网内的耗电总量与供电总量相平衡，并以下列顺序优选安排用电：第一顺序为处于快充状态的电动车电池；第二顺序为处于慢充状态的电动车电池；第三顺序为用于储能调节的电动车换电电池；第四顺序为储能电池组，同时，设定一定比例或数量的电动车换电电池为不用于储能调节的电动车换电电池，并将其列入优先安排用电的第一顺序或第二顺序，或者部分列入第一顺序，部分列入第二顺序；优选的，在并网运行状态（即直流微电网和/或交流微电网接入大电网的状态）下，根据微网自身的经济原则，通过调节网内耗电总量和供电总量为大电网进行调频和/或调峰，在大电网因负荷过大而频率下降或出现下降趋势时，减少微电网对大电网的用电量或增加微电网向大电网的送电量，在大电网因负荷过小而频率升高或出现升高趋势时，增加微电网对大电网的用电量或减少微电网向大电网的送电量，在大电网的用电高峰时，减少微电网对大电网的用电量或增微电网加向大电网的送电量，在大电网的用电低谷时，增加微电网对大电网的用电量或减少微电网向大电网的送电量。本发明的有益效果为：将分布式供电系统产生的电能接入直流微电网，配合储能系统及电动汽车充电桩形成直流微电网系统，解决了电动汽车配电网建设的问题；通过设置快充式充电桩和慢充式充电桩解决了用户的充电问题；通过交流微电网连接大电网，解决了微电网并网问题，实现与大电网之间的连接，增加本发明运行的可靠性，同时使本发明能够随时切换并网或离网运行方式，运行方式灵活；本发明分布式的微电网系统解决了充电设施网点不足的问题，有利于清洁汽车的普及。可以用电动车电池（车载电池）和换电电池作为移动式储能装置缓充电网压力，从而为分布式供电系统的间歇性可再生能源提供支持，减低CO2排放，改善分布式供电系统的并网能力。同时本发明能够为电网提供如调峰或调频等辅助服务，增加电网稳定性和可靠性，降低电力系统运营成本。直流微电网内的电流均以直流电的形式在分布式供电系统与直流母线之间、储能系统与直流母线之间、电动汽车充电桩与直流母线之间传导。采用直流电的形式直接连接于直流微电网的直流母线能够有效的减少光伏逆变和充电桩整流环节，降低系统的建设成本和运营成本，提高系统效率，提高经济效益。附图说明图1是本发明的框架结构简图；图2是本发明的供电体系结构简图。具体实施方式参见图1至图2，本发明的典型配置为：光伏+储能+充电设施+直流微电网+交流微电网+管理控制系统光伏发电:分布式光伏发电系统（简称光伏）是现有技术背景下的主要分布式直流电源，可以采用自发自用、余电上网的方式，以自发自用为主,电网调剂为辅。光伏可以是光伏车棚、屋顶光伏等多种形式，就近接入微电网，作为直流微电网中的供电装置，可以用于为电动汽车充电。中小型的光伏系统，光伏容量以30kW-500kW为宜；大型系统为500kW以上，或兆瓦级的光伏发电。储能装置:可依据现有技术或其他可能的技术，为微电网配置多种方式的储能装置（储能系统），其储能电池组可以采用任意适宜的技术，例如锂电池、铅碳电池、超级电容器和液流电池等。可以将换电池方式的电动汽车电池（电动车换电电池）纳入储能系统，其将部分或全部电动车换电电池用于储能调节，作为后备储能的装置，在专用储能装置的调节能力不足时，用于储能调节，可以根据需要设定一定比例的换电电池不用于储能，将这部分换电电池处于充好电的备用状态，以便随时更换，备用状态的换电电池数量或比例依据实际情况确定，通常应保证更换电池的需要。当换电电池的规模达到一定的程度后，如果仅仅使用换电电池足以实现储能调节要求，可以省略（不设置）储能装置，或者说全部储能电池组均采用换电电池的形式。电动车电池的充放电装置：对于直流微电网，配置直流微电网专用的直流/直流专用充电桩，可以包括快充的和慢充的两种形式，依据技术的发展，也可以在同一个充电桩上设置快充和慢充两种充电模式，以提高转换效率，降低设备成本。对于交流微电网，配置交流微电网常用的交流/直流充电桩，交流微电网的充电桩也可以包括快充的和慢充的两种形式，依据技术的发展，也可以在同一个充电桩上设置快充和慢充两种充电模式。直流微电网及直流母线：光伏、储能装置和电动车都可以以直流方式接入直流微电网，各种不同的装置设置相应的变流器，通过变流器接入直流微电网的直流母线，例如，光伏用的直流/直流变流器，储能装置用的直流/直流双向变流器，电动汽车充电桩采用的直流/直流双向变流器，并根据需要设置相应的直流配电柜、保护和计量设备等，各种双向变流器可以在管理控制系统的控制下，进行任意方向的送电，由此使得相应电池即可以充电，也可以送出电能，以便用于储能调节。交流微电网及交流母线：交流微电网作为直流微电网与大电网之间的中间环节，通过专用的交直流变流器连接直流微电网，通过网关接口柜（含快速开关）在PCC(Point ofCommon Coupling，微网并网PCC)处与大电网连接，交流微电网自身可带交流负载，包括一般的交流充电桩，交流/直流充电桩等。管理控制系统：具备交直流混和微电网的测控功能，具备与上级信息管理运营平台交互能力。其中包括能量管理（EMS）：通过记录、统计、分析系统的电力运行数据，综合管理调度新能源发电、储能、电网能量交换、电动汽车的充电和放电，使得系统的运行达到最佳状态，实现较好的经济效益。云的接口：通过无线通信模块（接口），与上级电动汽车管理平台、新能源发电管理平台、智能电网监控平台等的远程服务器相联系，可以接入网络，通过网络与各管理终端进行数据交互，以实现用户远程监视、管理。可以采用任意适宜的现有技术和其他可能的技术实现本体系结构及相应的工作方式。例如：（1）采用直流微电网技术，将光伏发电系统、储能装置、电动汽车充电桩等都连接在直流母线上，直流母线的电压范围是DC600V以减少光伏逆变和充电桩整流环节，降低系统的建设成本和运营成本，提高系统效率，提高经济效益；（2）目前在用性价比最高的铅碳电池（储能系统），今后可采用电动汽车退役再利用电池，作为配套储能，以降低成本；配置储能系统后，能够在光伏不发电的时候也可以进行充电营业；（3）如果未来采用智能电池技术，电池租赁运营模式，使得电动汽车换电方式也得到大规模推广应用，则可以利用光伏发电直接给换电电池充电，系统更加简洁、高效；（4）如果电动汽车充换电并存，在微电网系统光伏发电的情况下，优先给电动汽车充电，无充电需求时给换电电池充电，则可以减少储能配置，提高经济性；（5）以上述典型方案为基础，可以进行不同规模的V2G微电网系统组合设计。（6）在高速公路沿线，服务区周边，可建设大型兆瓦级的新式复合型V2G微电网系统。所述直流微电网的运行模式为：所述分布式供电系统将产生的电能输送至直流母线，当电动汽车充电时，所述直流微电网内的电能优先供给电动汽车充电桩以满足电动汽车充电使用，特别是当采用快充方式充电时，电动车电池通常不参与储能调节。充电模式可以由充电桩自身的充电模式限定，也可以设置能够采用快充和慢充两种模式的充电桩，由于慢充模式下的电动车电池经常不需要在接入的全部时间都进行充电，例如整夜停放的车辆，必要时可以将这些电池接入充电桩的电动车电池纳入储能调节系统，可以通过在充电桩上设置相应的按钮或输入装置，输入是否允许将该电池纳入储能调节和/或输入停车时间（时间长度）和/或应充好电的时间（用车时间）等相关数据，甚至还可以输入下次用车时需要的充电量或行程里程，由管理控制系统在相应的富裕时间内将其纳入储能调节，并保证在开车时电池是充满电的（或充电量符合使用要求）。当规模大到一定程度后，这种储能调节对于大电网的稳定运行具有实际意义，例如用于大电网的调频。当无电动汽车充电时，所述直流微电网内的电能优先供给换电电池（包括电池组）进行充电，以满足电动车换电池的需求，然后再给储能电池组进行充电，作为电能存储保证所述直流微电网的正常运行，最后再将剩余的电能输送至所述交流微电网内。可以设定一定的条件，控制纳入储能调节的储能电池、换电电池以及部分慢充状态的电动车电池（如果适宜的话）的充放电平衡点和/或充放电模式，以实现微电网自身最大的经济效益和电网系统（微电网和大电网）的稳定运行。由此，通过将换电电池等纳入储能调节，能够有效地减少储能装置的配置，同时也符合经济要求，使利益最大化。微电网与大电网之间的电能输送是双向的，大电网能够接收所述交流微电网传递的电能，也能够向所述交流微电网输送电能。由此通过与大电网的并网，即可以弥补微电网自身发电能力的不足，有可能通过微电网的储能调节能力，实现对大电网的调频和调峰。所述供电体系结构还设有管理控制系统，所述管理控制系统包括主控装置和设置在所述直流微电网和交流微电网中各设备内的检测装置，所述主控装置和所述检测装置通信连接。所述管理控制系统能够实现直流微电网和交流微电网的测控功能，通过记录、统计、分析系统的电力运行数据，综合管理调度分布式供电系统、储能系统、电动汽车充电桩以及直流微电网和交流微电网之间的能量交换，使得系统的运行达到最佳状态，实现较好的经济效益。所述管理控制系统还设有通信模块，所述管理控制系统与远程服务器通信连接。所述远程服务器包括电动汽车管理平台、新能源发电管理平台和智能电网监控平台，通过远程通信实现用户远程监控管理。各所述变流器以及管理控制系统和控制方式可以采用任意适宜的现有技术或其他技术。可以采用任意适宜的传感器或信号采集装置，采用体系内各处的相关信号甚至大电网的相关信号，送入管理控制系统进行分析运算，以根据运算结果和设定的相关标准进行控制，当接收到外部指令时，通常可以优先适应于外部指令。本发明公开的各优选和可选的技术手段，除特别说明外及一个优选或可选技术手段为另一技术手段的进一步限定外，均可以任意组合，形成若干不同的技术方案。 | 本发明涉及一种V2G交直流混合微电网供电体系结构，包括直流微电网和交流微电网，所述直流微电网包括直流母线以及分别通过各自的变流器连接所述直流母线的分布式直流供电装置、直流储能装置、直流充电桩和换电电池直流充放电装置，所述交流微电网包括交流母线以及通过其变流器连接所述交流母线的交流并网装置，所述交流母线通过微电网间直交流变流器连接所述直流母线，通过交流并网装置连接大电网本发明能够有效的减少光伏逆变和充电桩整流环节，降低系统的建设成本和运营成本，使电动车电池作为移动式储能装置缓充电网压力，增加电网稳定性和可靠性，降低电力系统运营成本。 | CN:201610283130.XA | https://patentimages.storage.googleapis.com/45/fc/3f/36dba11b4e1969/CN105914799B.pdf | CN:105914799:B | 杜宏, 孔启翔, 祝振鹏 | Bbht-Beijing Baidian Micro Grind Technology Co Ltd | EP:2684733:A1, CN:103872701:A, CN:104852406:A | Not available | 2018-12-07 | 1.一种V2G交直流混合微电网供电体系结构，其特征在于包括直流微电网和交流微电网，, 所述直流微电网包括：, 直流母线，所述直流母线通过直流并网装置连接大电网，或者，所述直流母线通过直流并网装置和交流微电网两条途径连接大电网，所述直流并网装置主要由相互连接的直流并网变流器和直流投切装置构成，所述直流投切装置能够在管理控制系统的控制下和/或依据设定的投切标准接通或切断直流微电网与大电网之间的连接，所述直流并网变流器为双向变流器，能够在管理控制系统的控制下和/或依据设定的送电标准实现由大电网向直流微电网送电或由直流微电网向大电网送电；, 分布式直流供电装置，包括一个或多个分布式直流电源，所述分布式直流供电装置中的分布式直流电源通过分布式直流电源变流器接入所述直流母线，将产生的电能送入直流母线；, 直流储能装置，主要由储能电池组及直流储能变流器构成，所述直流储能装置的储能电池组通过所述直流储能变流器连接所述直流母线，所述直流储能变流器为双向变流器，能够在管理控制系统的控制下进行储能电池组的直流充电或直流放电；, 直流充电桩，设有电动车直流充放电变流器，所述电动车直流充放电变流器的一端连接所述直流母线，另一端连接有与电动车的充电桩接口配套的电动车接口，所述电动车直流充放电变流器为双向变流器，能够在管理控制系统的控制下或依据外部的充放电指令进行电动车电池的直流充电或直流放电；, 换电电池直流充放电装置，设有换电电池直流充放电变流器，所述换电电池直流充放电变流器的一端连接所述直流母线，另一端连接有能够连接电动车换电电池的换电电池接口装置，所述换电电池直流充放电变流器为双向变流器，能够在管理控制系统的控制下或依据外部的充放电指令进行电动车换电电池的直流充电或直流放电，, 所述交流微电网包括：, 交流母线，所述交流母线通过微电网间直交流变流器连接所述直流母线，通过交流并网装置连接大电网，以分别实现交流微电网与直流网电网之间的连接和交流微电网与大电网之间的连接，所述微电网间直交流变流器为双向变流器，能够在管理控制系统的控制下和/或依据设定的送电标准实现由直流微电网向交流微电网送电或由交流微电网向直流微电网送电；, 交流并网装置，主要由相互连接的交流并网变流器和交流投切装置构成，所述交流投切装置能够在管理控制系统的控制下和/或依据设定条件连通或切断交流微电网与大电网之间的连接，所述交流并网变流器为双向变流器，能够在管理控制系统的控制下和/或依据设定的送电标准实现由大电网向交流微电网送电或由交流微电网向大电网送电；, 所述交流母线连接有或者不连接交流负载；, 所述交流母线连接有或者不连接分布式交流电源，, 将部分或全部接入体系的电动车换电电池用于储能调节，通过控制其充电和放电调节所在微电网的网内耗电量和供电总量，当电动车换电电池的储能调节能力能够满足微电网的储能调节要求时，省略本地的储能装置或者不省略本地的储能装置，当微电网内设有储能装置时，优先采用所述储能装置进行网内耗电总量和供电总量的调节；, 将部分或全部接入体系的电动车电池用于储能调节，通过控制其充电和放电调节所在微电网的网内耗电量和供电总量，依据外部指令或依据设定标准不用于储能调节的电动车电池不用于储能调节，所述依据设定标准不用于储能调节的电动车电池至少包括采用快充模式充电的电动车电池，当微电网内设有储能装置和/或用于储能调节的电动车换电电池时，优先采用储能装置和/或用于储能调节的电动车换电电池进行网内耗电总量和供电总量的调节；, 依据用电安全性和微电网自身的经济原则，通过接通或切断与大电网的连接实现孤网运行或并网运行，, 在孤网运行状态下，根据微电网自身的经济原则，通过网内储能能力调节网内耗电总量和供电总量，使网内的耗电总量与供电总量相平衡，并以下列顺序优选安排用电：第一顺序为处于快充状态的电动车电池；第二顺序为处于慢充状态的电动车电池；第三顺序为用于储能调节的电动车换电电池；第四顺序为储能电池组，同时，设定一定比例或数量的电动车换电电池为不用于储能调节的电动车换电电池，并将其列入优先安排用电的第一顺序或第二顺序，或者部分列入第一顺序，部分列入第二顺序；, 在并网运行状态下，根据微网自身的经济原则，通过调节网内耗电总量和供电总量为大电网进行调频和/或调峰，在大电网因负荷过大而频率下降或出现下降趋势时，减少微电网对大电网的用电量或增加微电网向大电网的送电量，在大电网因负荷过小而频率升高或出现升高趋势时，增加微电网对大电网的用电量或减少微电网向大电网的送电量，在大电网的用电高峰时，减少微电网对大电网的用电量或增微电网加向大电网的送电量，在大电网的用电低谷时，增加微电网对大电网的用电量或减少微电网向大电网的送电量。, \n \n, 2.如权利要求1所述的V2G交直流混合微电网供电体系结构，其特征在于所述分布式直流电源包括分布式光伏发电系统。, \n \n, 3.如权利要求1所述的V2G交直流混合微电网供电体系结构，其特征在于所述交流负载包括交流充电桩，所述交流充电桩设有电动车交流充放电变流器，所述电动车交流充放电变流器的一端连接所述交流母线，另一端连接有与电动车的充电桩接口配套的电动车接口，所述电动车交流充放电变流器为双向变流器，能够在管理控制系统的控制下或依据外部的充放电指令进行电动车电池的交流充电或交流放电。, \n \n, 4.如权利要求3所述的V2G交直流混合微电网供电体系结构，其特征在于所述交流负载包括交流储能装置，主要由储能电池组及交流储能变流器构成，所述交流储能装置的储能电池组通过所述交流储能变流器连接所述交流母线，所述交流储能变流器为双向变流器，能够在管理控制系统的控制下进行储能电池组的交流充电或交流放电。, \n \n, 5.如权利要求4所述的V2G交直流混合微电网供电体系结构，其特征在于所述交流负载包括换电电池交流充放电装置，设有换电电池交流充放电变流器，所述换电电池交流充放电变流器的一端连接所述交流母线，另一端连接有能够连接电动车换电电池的换电电池接口装置，所述换电电池交流充放电变流器为双向变流器，能够在管理控制系统的控制下或依据外部的充放电指令进行电动车换电电池的交流充电。, \n \n \n \n \n \n, 6.如权利要求1-5中任意一项所述的V2G交直流混合微电网供电体系结构，其特征在于所述管理控制系统包括主控装置以及设置于所述直流微电网和所述交流微电网中的用于获得检测信号的若干检测装置，所述主控装置与各所述检测装置通信连接，对源自所述检测装置的检测信号进行分析运算，根据控制策略控制各变流器和各投切开关装置的工作状态。, \n \n, 7.如权利要求6所述的V2G交直流混合微电网供电体系结构，其特征在于所述管理控制系统还设有通信模块并通过所述通信模块与远程服务器通信连接和/或进行网络数据传输。, \n \n \n \n \n \n, 8.如权利要求1-5中任意一项所述的V2G交直流混合微电网供电体系结构，其特征在于所述储能电池组的储能电池采用锂电池、铅碳电池、超级电容器和液流电池中的任意一种或多种。, \n \n \n \n \n \n, 9.如权利要求1-5中任意一项所述的V2G交直流混合微电网供电体系结构，其特征在于所述直流投切装置和/或交流投切装置采用相应的直流或交流网关接口柜的形式。 | CN | China | Active | H | True |
| 103 | Systems and methods of battery thermal management \n | US10870368B2 | The present disclosure relates generally to systems and methods of managing battery thermal qualities and more particularly to methods and systems of implementing dynamic thermal management of an electric vehicle battery.\nIn recent years, vehicle powering methods have changed substantially. This change is due in part to a concern over energy efficiency, utilization of renewable resources, and a societal shift to adopt more environmentally friendly power solutions. These considerations have encouraged the development of a number of new battery systems for electric vehicles.\nWhile conventional battery systems appear to be new, they are generally implemented as a number of traditional subsystems that are merely tied to an alternative power system. In fact, the design and construction of battery systems is typically limited to standard vehicle concepts. Among other things, these limitations fail to take advantage of the benefits of new technology, vehicle information systems, and processing power.\nBatteries in battery electric vehicles (“BEVs”) can store electricity allowing users of electric vehicles to travel distances. The range of a BEV is in some ways limited to the battery size as well as amount of battery energy consumption. Currently, batteries in BEVs are large, heavy and expensive. The use of large and heavy batteries in a BEV results in a BEV of an increased size. A BEV of an increased size requires large efforts to reduce battery energy consumption.\nThermal management of a battery in an electric vehicle can contribute to the overall range of a vehicle. In some cases, the range of a BEV can be reduced by up to 10-15% due to poor thermal management of the battery. As such, the thermal management of a BEV battery should be minimized to maximize vehicle range.\nAs battery size and/or capacity of BEVs increase, the power requirement per-battery cell decreases. This reduces the amount of heat generated by the battery; thus, most driving conditions do not require cooling. However, for certain use cases such as high-speed driving, continual uphill driving, DC-fast charging, and hot climates, a battery may reach a threshold temperature and active cooling may be required.\nCurrent battery thermal control schemes are reactive—sensor data and set limits are used to control cooling power to battery thermal management system. Typical conventional systems often focus on the overall control of the battery thermal management system based on known information about a vehicle, that is information gathered during the design phase of the vehicle, in which the system is characterized under a number of different situations. This results in a heuristic based approach which may lower energy usage in some situations; such an approach, however, is not optimal in many ways.\nAs BEVs become commonplace on roadways throughout the world, the threat of inefficient batteries resulting from poor thermal management becomes ever more present. The need for highly efficient battery thermal management is critical.\nThere remains a need for a more efficient battery thermal management of a BEV enabling BEVs to be more efficient and capable of travelling longer distances without being greatly increased in size. It is therefore desirable to provide a smart system of battery thermal management taking advantage of all resources accessible by a BEV.\nFor a more complete understanding of the present disclosure and its advantages, reference is now made to the following description taken in conjunction with the accompanying drawings, in which like reference numerals represent like parts:\n FIG. 1 shows a vehicle in accordance with embodiments of the present disclosure;\n FIG. 2 shows a plan view of the vehicle in accordance with at least some embodiments of the present disclosure;\n FIG. 3A is a block diagram of an embodiment of a communication environment of the vehicle in accordance with embodiments of the present disclosure;\n FIG. 3B is a block diagram of an embodiment of interior sensors within the vehicle in accordance with embodiments of the present disclosure;\n FIG. 3C is a block diagram of an embodiment of a navigation system of the vehicle in accordance with embodiments of the present disclosure;\n FIG. 4 shows an embodiment of the instrument panel of the vehicle according to one embodiment of the present disclosure;\n FIG. 5 is a block diagram of an embodiment of a communications subsystem of the vehicle;\n FIG. 6 is a block diagram of a computing environment associated with the embodiments presented herein;\n FIG. 7 is a block diagram of a computing device associated with one or more components described herein;\n FIG. 8 is a battery temperature profile in accordance with known systems;\n FIG. 9 is a block diagram of a system in accordance with one or more of the disclosed embodiments;\n FIG. 10 is an illustration of a database in accordance with one or more of the disclosed embodiments;\n FIG. 11 is an illustration of a route in accordance with one or more of the disclosed embodiments;\n FIG. 12 is a battery temperature profile in accordance with one or more of the disclosed embodiments;\n FIG. 13 is a battery temperature and estimated temperature at arrival profile in accordance with one or more of the disclosed embodiments;\n FIG. 14 is a battery temperature and estimated temperature at arrival profile in accordance with one or more of the disclosed embodiments;\n FIG. 15 is a block diagram illustration of a method in accordance with one or more of the disclosed embodiments;\n FIG. 16 is a block diagram illustration of a method in accordance with one or more of the disclosed embodiments;\n FIG. 17 is a block diagram illustration of a method in accordance with one or more of the disclosed embodiments;\n FIG. 18 is a block diagram illustration of a method in accordance with one or more of the disclosed embodiments; and\n FIG. 19 is a block diagram illustration of a method in accordance with one or more of the disclosed embodiments.\nWhat is needed is a highly-efficient battery thermal management control scheme. In some embodiments, a predictive model may be created. Data gathered from an autonomous drive platform of a BEV may be used to update such a model during a trip. A control scheme may be capable of predicting a temperature battery at an upcoming end of a trip. Using the predicted battery temperature, a decision may be made by a processor of an onboard battery management system as to whether active cooling is necessary for the route. If it is determined that cooling is not necessary, the cooling system may simply be turned off, and energy may be saved.\nEmbodiments of the present disclosure may include the use of vehicle characterization data, combined with data from a network location associated with a current operating scenario. Data used may include information such as trip duration, weather, expected route, for example from GPS, route-calculating algorithms, and weather information. Using such data, the final state of the battery may be predicted. Such a dynamic approach may optimize energy usage under all situations. Some embodiments include one or both of active warming and cooling systems.\nThese and other needs are addressed by the various embodiments and configurations of the present disclosure. The disclosure is directed generally to an intelligent vehicle battery thermal management system.\nThe phrases “plurality”, “at least one”, “one or more”, and “and/or” are open-ended expressions that are both conjunctive and disjunctive in operation. For example, each of the expressions “a plurality of A, B and C”, “# one of A, B and C”, “at least one of A, B, or C”, “one or more of A, B, and C”, “one or more of A, B, or C” and “A, B, and/or C” means A alone, B alone, C alone, A and B together, A and C together, B and C together, or A, B and C together.\nThe term “a” or “an” entity refers to one or more of that entity. As such, the terms “a” (or “an”), “one or more” and “at least one” can be used interchangeably herein. It is also to be noted that the terms “comprising”, “including”, and “having” can be used interchangeably.\nThe term “automatic” and variations thereof, as used herein, refers to any process or operation done without material human input when the process or operation is performed. However, a process or operation can be automatic even if performance of the process or operation uses human input, whether material or immaterial, received before performance of the process or operation. Human input is deemed to be material if such input influences how the process or operation will be performed. Human input that consents to the performance of the process or operation is not deemed to be “material”.\nThe term “computer-readable medium” as used herein refers to any tangible storage and/or transmission medium that participate in providing instructions to a processor for execution. Such a medium may take many forms, including but not limited to, non-volatile media, volatile media, and transmission media. Non-volatile media includes, for example, NVRAM, or magnetic or optical disks. Volatile media includes dynamic memory, such as main memory. Common forms of computer-readable media include, for example, a floppy disk, a flexible disk, hard disk, magnetic tape, or any other magnetic medium, magneto-optical medium, a CD-ROM, any other optical medium, punch cards, paper tape, any other physical medium with patterns of holes, a RAM, a PROM, and EPROM, a FLASH-EPROM, a solid state medium like a memory card, any other memory chip or cartridge, a carrier wave as described hereinafter, or any other medium from which a computer can read. A digital file attachment to e-mail or other self-contained information archive or set of archives is considered a distribution medium equivalent to a tangible storage medium. When the computer-readable media is configured as a database, it is to be understood that the database may be any type of database, such as relational, hierarchical, object-oriented, and/or the like. Accordingly, the invention is considered to include a tangible storage medium or distribution medium and prior art-recognized equivalents and successor media, in which the software implementations of the present invention are stored.\nThe term “data stream” refers to the flow of data from one or more, typically external, upstream sources to one or more downstream reports.\nThe term “dependency” or “dependent” refers to direct and indirect relationships between items. For example, item A depends on item B if one or more of the following is true: (i) A is defined in terms of B (B is a term in the expression for A); (ii) A is selected by B (B is a foreign key that chooses which A); and (iii) A is filtered by B (B is a term in a filter expression for A). The dependency is “indirect” if (i) is not true; i.e. indirect dependencies are based solely on selection (ii) and or filtering (iii).\nThe terms “determine”, “calculate” and “compute,” and variations thereof, as used herein, are used interchangeably and include any type of methodology, process, mathematical operation or technique.\nThe term “item” refers to data fields, such as those defined in reports, reporting model, views, or tables in the database.\nThe term “module” as used herein refers to any known or later developed hardware, software, firmware, artificial intelligence, fuzzy logic, or combination of hardware and software that is capable of performing the functionality associated with that element. Also, while the invention is described in terms of exemplary embodiments, it should be appreciated that individual aspects of the invention can be separately claimed.\nThe preceding is a simplified summary of the invention to provide an understanding of some aspects of the invention. This summary is neither an extensive nor exhaustive overview of the invention and its various embodiments. It is intended neither to identify key or critical elements of the invention nor to delineate the scope of the invention but to present selected concepts of the invention in a simplified form as an introduction to the more detailed description presented below. As will be appreciated, other embodiments of the invention are possible utilizing, alone or in combination, one or more of the features set forth above or described in detail below.\nAlthough the present invention is discussed with reference to BEV battery thermal management systems, it is to be understood that the invention can be applied to numerous other architectures. The present invention is intended to include these other architectures.\nEmbodiments of the present disclosure will be described in connection with a vehicle, and in some embodiments, an electric vehicle, rechargeable electric vehicle, and/or hybrid-electric vehicle and associated systems.\n FIG. 1 shows a perspective view of a vehicle 100 in accordance with embodiments of the present disclosure. The electric vehicle 100 comprises a vehicle front 110, vehicle aft or rear 120, vehicle roof 130, at least one vehicle side 160, a vehicle undercarriage 140, and a vehicle interior 150. In any event, the vehicle 100 may include a frame 104 and one or more body panels 108 mounted or affixed thereto. The vehicle 100 may include one or more interior components (e.g., components inside an interior space 150, or user space, of a vehicle 100, etc.), exterior components (e.g., components outside of the interior space 150, or user space, of a vehicle 100, etc.), drive systems, controls systems, structural components, etc.\nAlthough shown in the form of a car, it should be appreciated that the vehicle 100 described herein may include any conveyance or model of a conveyance, where the conveyance was designed for the purpose of moving one or more tangible objects, such as people, animals, cargo, and the like. The term “vehicle” does not require that a conveyance moves or is capable of movement. Typical vehicles may include but are in no way limited to cars, trucks, motorcycles, busses, automobiles, trains, railed conveyances, boats, ships, marine conveyances, submarine conveyances, airplanes, space craft, flying machines, human-powered conveyances, and the like.\nIn some embodiments, the vehicle 100 may include a number of sensors, devices, and/or systems that are capable of assisting in driving operations, e.g., autonomous or semi-autonomous control. Examples of the various sensors and systems may include, but are in no way limited to, one or more of cameras (e.g., independent, stereo, combined image, etc.), infrared (IR) sensors, radio frequency (RF) sensors, ultrasonic sensors (e.g., transducers, transceivers, etc.), RADAR sensors (e.g., object-detection sensors and/or systems), LIDAR (Light Imaging, Detection, And Ranging) systems, odometry sensors and/or devices (e.g., encoders, etc.), orientation sensors (e.g., accelerometers, gyroscopes, magnetometer, etc.), navigation sensors and systems (e.g., GPS, etc.), and other ranging, imaging, and/or object-detecting sensors. The sensors may be disposed in an interior space 150 of the vehicle 100 and/or on an outside of the vehicle 100. In some embodiments, the sensors and systems may be disposed in one or more portions of a vehicle 100 (e.g., the frame 104, a body panel, a compartment, etc.).\nThe vehicle sensors and systems may be selected and/or configured to suit a level of operation associated with the vehicle 100. Among other things, the number of sensors used in a system may be altered to increase or decrease information available to a vehicle control system (e.g., affecting control capabilities of the vehicle 100). Additionally or alternatively, the sensors and systems may be part of one or more advanced driver assistance systems (ADAS) associated with a vehicle 100. In any event, the sensors and systems may be used to provide driving assistance at any level of operation (e.g., from fully-manual to fully-autonomous operations, etc.) as described herein.\nThe various levels of vehicle control and/or operation can be described as corresponding to a level of autonomy associated with a vehicle 100 for vehicle driving operations. For instance, at Level 0, or fully-manual driving operations, a driver (e.g., a human driver) may be responsible for all the driving control operations (e.g., steering, accelerating, braking, etc.) associated with the vehicle. Level 0 may be referred to as a “No Automation” level. At Level 1, the vehicle may be responsible for a limited number of the driving operations associated with the vehicle, while the driver is still responsible for most driving control operations. An example of a Level 1 vehicle may include a vehicle in which the throttle control and/or braking operations may be controlled by the vehicle (e.g., cruise control operations, etc.). Level 1 may be referred to as a “Driver Assistance” level. At Level 2, the vehicle may collect information (e.g., via one or more driving assistance systems, sensors, etc.) about an environment of the vehicle (e.g., surrounding area, roadway, traffic, ambient conditions, etc.) and use the collected information to control driving operations (e.g., steering, accelerating, braking, etc.) associated with the vehicle. In a Level 2 autonomous vehicle, the driver may be required to perform other aspects of driving operations not controlled by the vehicle. Level 2 may be referred to as a “Partial Automation” level. It should be appreciated that Levels 0-2 all involve the driver monitoring the driving operations of the vehicle.\nAt Level 3, the driver may be separated from controlling all the driving operations of the vehicle except when the vehicle makes a request for the operator to act or intervene in controlling one or more driving operations. In other words, the driver may be separated from controlling the vehicle unless the driver is required to take over for the vehicle. Level 3 may be referred to as a “Conditional Automation” level. At Level 4, the driver may be separated from controlling all the driving operations of the vehicle and the vehicle may control driving operations even when a user fails to respond to a request to intervene. Level 4 may be referred to as a “High Automation” level. At Level 5, the vehicle can control all the driving operations associated with the vehicle in all driving modes. The vehicle in Level 5 may continually monitor traffic, vehicular, roadway, and/or environmental conditions while driving the vehicle. In Level 5, there is no human driver interaction required in any driving mode. Accordingly, Level 5 may be referred to as a “Full Automation” level. It should be appreciated that in Levels 3-5 the vehicle, and/or one or more automated driving systems associated with the vehicle, monitors the driving operations of the vehicle and the driving environment.\nAs shown in FIG. 1, the vehicle 100 may, for example, include at least one of a ranging and imaging system 112 (e.g., LIDAR, etc.), an imaging sensor 116A, 116F (e.g., camera, IR, etc.), a radio object-detection and ranging system sensors 116B (e.g., RADAR, RF, etc.), ultrasonic sensors 116C, and/or other object- detection sensors 116D, 116E. In some embodiments, the LIDAR system 112 and/or sensors may be mounted on a roof 130 of the vehicle 100. In one embodiment, the RADAR sensors 116B may be disposed at least at a front 110, aft 120, or side 160 of the vehicle 100. Among other things, the RADAR sensors may be used to monitor and/or detect a position of other vehicles, pedestrians, and/or other objects near, or proximal to, the vehicle 100. While shown associated with one or more areas of a vehicle 100, it should be appreciated that any of the sensors and systems 116A-K, 112 illustrated in FIGS. 1 and 2 may be disposed in, on, and/or about the vehicle 100 in any position, area, and/or zone of the vehicle 100.\nReferring now to FIG. 2, a plan view of a vehicle 100 will be described in accordance with embodiments of the present disclosure. In particular, FIG. 2 shows a vehicle sensing environment 200 at least partially defined by the sensors and systems 116A-K, 112 disposed in, on, and/or about the vehicle 100. Each sensor 116A-K may include an operational detection range R and operational detection angle. The operational detection range R may define the effective detection limit, or distance, of the sensor 116A-K. In some cases, this effective detection limit may be defined as a distance from a portion of the sensor 116A-K (e.g., a lens, sensing surface, etc.) to a point in space offset from the sensor 116A-K. The effective detection limit may define a distance, beyond which, the sensing capabilities of the sensor 116A-K deteriorate, fail to work, or are unreliable. In some embodiments, the effective detection limit may define a distance, within which, the sensing capabilities of the sensor 116A-K are able to provide accurate and/or reliable detection information. The operational detection angle may define at least one angle of a span, or between horizontal and/or vertical limits, of a sensor 116A-K. As can be appreciated, the operational detection limit and the operational detection angle of a sensor 116A-K together may define the effective detection zone 216A-D (e.g., the effective detection area, and/or volume, etc.) of a sensor 116A-K.\nIn some embodiments, the vehicle 100 may include a ranging and imaging system 112 such as LIDAR, or the like. The ranging and imaging system 112 may be configured to detect visual information in an environment surrounding the vehicle 100. The visual information detected in the environment surrounding the ranging and imaging system 112 may be processed (e.g., via one or more sensor and/or system processors, etc.) to generate a complete 360-degree view of an environment 200 around the vehicle. The ranging and imaging system 112 may be configured to generate changing 360-degree views of the environment 200 in real-time, for instance, as the vehicle 100 drives. In some cases, the ranging and imaging system 112 may have an effective detection limit 204 that is some distance from the center of the vehicle 100 outward over 360 degrees. The effective detection limit 204 of the ranging and imaging system 112 defines a view zone 208 (e.g., an area and/or volume, etc.) surrounding the vehicle 100. Any object falling outside of the view zone 208 is in the undetected zone 212 and would not be detected by the ranging and imaging system 112 of the vehicle 100.\nSensor data and information may be collected by one or more sensors or systems 116A-K, 112 of the vehicle 100 monitoring the vehicle sensing environment 200. This information may be processed (e.g., via a processor, computer-vision system, etc.) to determine targets (e.g., objects, signs, people, markings, roadways, conditions, etc.) inside one or more detection zones 208, 216A-D associated with the vehicle sensing environment 200. In some cases, information from multiple sensors 116A-K may be processed to form composite sensor detection information. For example, a first sensor 116A and a second sensor 116F may correspond to a first camera 116A and a second camera 116F aimed in a forward traveling direction of the vehicle 100. In this example, images collected by the cameras 116A, 116F may be combined to form stereo image information. This composite information may increase the capabilities of a single sensor in the one or more sensors 116A-K by, for example, adding the ability to determine depth associated with targets in the one or more detection zones 208, 216A-D. Similar image data may be collected by rear view cameras (e.g., sensors 116G, 116H) aimed in a rearward traveling direction vehicle 100.\nIn some embodiments, multiple sensors 116A-K may be effectively joined to increase a sensing zone and provide increased sensing coverage. For instance, multiple RADAR sensors 116B disposed on the front 110 of the vehicle may be joined to provide a zone 216B of coverage that spans across an entirety of the front 110 of the vehicle. In some cases, the multiple RADAR sensors 116B may cover a detection zone 216B that includes one or more other sensor detection zones 216A. These overlapping detection zones may provide redundant sensing, enhanced sensing, and/or provide greater detail in sensing within a particular portion (e.g., zone 216A) of a larger zone (e.g., zone 216B). Additionally or alternatively, the sensors 116A-K of the vehicle 100 may be arranged to create a complete coverage, via one or more sensing zones 208, 216A-D around the vehicle 100. In some areas, the sensing zones 216C of two or more sensors 116D, 116E may intersect at an overlap zone 220. In some areas, the angle and/or detection limit of two or more sensing zones 216C, 216D (e.g., of two or more sensors 116E, 116J, 116K) may meet at a virtual intersection point 224.\nThe vehicle 100 may include a number of sensors 116E, 116G, 116H, 116J, 116K disposed proximal to the rear 120 of the vehicle 100. These sensors can include, but are in no way limited to, an imaging sensor, camera, IR, a radio object-detection and ranging sensors, RADAR, RF, ultrasonic sensors, and/or other object-detection sensors. Among other things, these sensors 116E, 116G, 116H, 116J, 116K may detect targets near or approaching the rear of the vehicle 100. For example, another vehicle approaching the rear 120 of the vehicle 100 may be detected by one or more of the ranging and imaging system (e.g., LIDAR) 112, rear-view cameras 116G, 116H, and/or rear facing RADAR sensors 116J, 116K. As described above, the images from the rear-view cameras 116G, 116H may be processed to generate a stereo view (e.g., providing depth associated with an object or environment, etc.) for targets visible to both cameras 116G, 116H. As another example, the vehicle 100 may be driving and one or more of the ranging and imaging system 112, front-facing cameras 116A, 116F, front-facing RADAR sensors 116B, and/or ultrasonic sensors 116C may detect targets in front of the vehicle 100. This approach may provide critical sensor information to a vehicle control system in at least one of the autonomous driving levels described above. For instance, when the vehicle 100 is driving autonomously (e.g., Level 3, Level 4, or Level 5) and detects other vehicles stopped in a travel path, the sensor detection information may be sent to the vehicle control system of the vehicle 100 to control a driving operation (e.g., braking, decelerating, etc.) associated with the vehicle 100 (in this example, slowing the vehicle 100 as to avoid colliding with the stopped other vehicles). As yet another example, the vehicle 100 may be operating and one or more of the ranging and imaging system 112, and/or the side-facing sensors 116D, 116E (e.g., RADAR, ultrasonic, camera, combinations thereof, and/or other type of sensor), may detect targets at a side of the vehicle 100. It should be appreciated that the sensors 116A-K may detect a target that is both at a side 160 and a front 110 of the vehicle 100 (e.g., disposed at a diagonal angle to a centerline of the vehicle 100 running from the front 110 of the vehicle 100 to the rear 120 of the vehicle). Additionally or alternatively, the sensors 116A-K may detect a target that is both, or simultaneously, at a side 160 and a rear 120 of the vehicle 100 (e.g., disposed at a diagonal angle to the centerline of the vehicle 100).\n FIGS. 3A-3C are block diagrams of an embodiment of a communication environment 300 of the vehicle 100 in accordance with embodiments of the present disclosure. The communication system 300 may include one or more vehicle driving vehicle sensors and systems 304, sensor processors 340, sensor data memory 344, vehicle control system 348, communications subsystem 350, control data 364, computing devices 368, display devices 372, and other components 374 that may be associated with a vehicle 100. These associated components may be electrically and/or communicatively coupled to one another via at least one bus 360. In some embodiments, the one or more associated components may send and/or receive signals across a communication network 352 to at least one of a navigation source 356A, a control source 356B, or some other entity 356N.\nIn accordance with at least some embodiments of the present disclosure, the communication network 352 may comprise any type of known communication medium or collection of communication media and may use any type of protocols, such as SIP, TCP/IP, SNA, IPX, AppleTalk, and the like, to transport messages between endpoints. The communication network 352 may include wired and/or wireless communication technologies. The Internet is an example of the communication network 352 that constitutes an Internet Protocol (IP) network consisting of many computers, computing networks, and other communication devices located all over the world, which are connected through many telephone systems and other means. Other examples of the communication network 352 include, without limitation, a standard Plain Old Telephone System (POTS), an Integrated Services Digital Network (ISDN), the Public Switched Telephone Network (PSTN), a Local Area Network (LAN), such as an Ethernet network, a Token-Ring network and/or the like, a Wide Area Network (WAN), a virtual network, including without limitation a virtual private network (“VPN”); the Internet, an intranet, an extranet, a cellular network, an infra-red network; a wireless network (e.g., a network operating under any of the IEEE 802.9 suite of protocols, the Bluetooth® protocol known in the art, and/or any other wireless protocol), and any other type of packet-switched or circuit-switched network known in the art and/or any combination of these and/or other networks. In addition, it can be appreciated that the communication network 352 need not be limited to any one network type, and instead may be comprised of a number of different networks and/or network types. The communication network 352 may comprise a number of different communication media such as coaxial cable, copper cable/wire, fiber-optic cable, antennas for transmitting/receiving wireless messages, and combinations thereof.\nThe driving vehicle sensors and systems 304 may include at least one navigation 308 (e.g., global positioning system (GPS), etc.), orientation 312, odometry 316, LIDAR 320, RADAR 324, ultrasonic 328, camera 332, infrared (IR) 336, and/or other sensor or system 338. These driving vehicle sensors and systems 304 may be similar, if not identical, to the sensors and systems 116A-K, 112 described in conjunction with FIGS. 1 and 2.\nThe navigation sensor 308 may include one or more sensors having receivers and antennas that are configured to utilize a satellite-based navigation system including a network of navigation satellites capable of providing geolocation and time information to at least one component of the vehicle 100. Examples of the navigation sensor 308 as described herein may include, but are not limited to, at least one of Garmin® GLO™ family of GPS and GLONASS combination sensors, Garmin® GPS 15x™ family of sensors, Garmin® GPS 16x™ family of sensors with high-sensitivity receiver and antenna, Garmin® GPS 18x OEM family of high-sensitivity GPS sensors, Dewetron DEWE-VGPS series of GPS sensors, GlobalSat 1-Hz series of GPS sensors, other industry-equivalent navigation sensors and/or systems, and may perform navigational and/or geolocation functions using any known or future-developed standard and/or architecture.\nThe orientation sensor 312 may include one or more sensors configured to determine an orientation of the vehicle 100 relative to at least one reference point. In some embodiments, the orientation sensor 312 may include at least one pressure transducer, stress/strain gauge, accelerometer, gyroscope, and/or geomagnetic sensor. Examples of the navigation sensor 308 as described herein may include, but are not limited to, at least one of Bosch Sensortec BMX160 series low-power absolute orientation sensors, Bosch Sensortec BMX055 9-axis sensors, Bosch Sensortec BMI055 6-axis inertial sensors, Bosch Sensortec BMI160 6-axis inertial sensors, Bosch Sensortec BMF055 9-axis inertial sensors (accelerometer, gyroscope, and magnetometer) with integrated Cortex M0+ microcontroller, Bosch Sensortec BMP280 absolute barometric pressure sensors, Infineon TLV493D-A1B6 3D magnetic sensors, Infineon TLI493D-W1B6 3D magnetic sensors, Infineon TL family of 3D magnetic sensors, Murata Electronics SCC2000 series combined gyro sensor and accelerometer, Murata Electronics SCC1300 series combined gyro sensor and accelerometer, other industry-equivalent orientation sensors and/or systems | A thermal management system of a battery of an electric vehicle proactively manages the temperature of the battery based on sensor data and sets limits to control cooling and heating of the battery. Using the data gathered from an autonomous drive platform, a highly-efficient control system which uses predictive modelling can be created. A control system predicts the battery final temperature and determines if cooling and/or heating is necessary for the route. If cooling and/or heating is not necessary, the thermal management system may be simply turned off to save energy. This is a dynamic approach which should optimize energy usage under all situations using trip predictive information (from GPS, route-calculation algorithms, and weather information), and thermal model predictive controls to determine battery final temperatures. | US:15/954,286 | https://patentimages.storage.googleapis.com/68/f4/5f/92df0729d5031b/US10870368.pdf | US:10870368 | Adam H. Ing, Yadunandana Yellambalase, Rick Rajaie | NIO USA Inc | US:5490572, US:20100072946:A1, US:20100019718:A1, US:8731796, US:20130116877:A1, US:20120029724:A1, US:20140012445:A1, US:8914173, US:20140292260:A1, US:9007027, US:8676400, US:20130345945:A1, US:20140091772:A1, US:9114794, US:9457682, US:20150069829:A1, US:20150239365:A1, US:20170101030:A1, US:20150345958:A1, US:20160288659:A1, US:9987944, US:20170225586:A1, US:20180072181:A1 | 2020-12-22 | 2020-12-22 | 1. A system comprising:\na processor; and\na memory coupled to the processor and comprising computer-readable program code that when executed by the processor causes the processor to perform operations comprising:\ndetermining a current temperature of a battery of a vehicle;\ndetermining that the current temperature of the battery is within a threshold temperature range of the battery; and\nin response to determining that the current temperature of the battery is within the threshold temperature range of the battery, performing operations comprising:\ndetermining an estimated temperature at arrival of the battery;\ndetermining that the estimated temperature at arrival of the battery is within the threshold temperature range of the battery;\ndetermining an amount of time that the vehicle will be within the threshold temperature range of the battery;\ndetermining that the amount of time the vehicle will be within the threshold temperature range of the battery exceeds a maximum amount of time within the threshold temperature range of the battery; and\nin response to determining that the amount of time the vehicle will be within the threshold temperature range of the battery exceeds the maximum amount of time within the threshold temperature range of the battery, initiating a thermal management process.\n\n\n, a processor; and, a memory coupled to the processor and comprising computer-readable program code that when executed by the processor causes the processor to perform operations comprising:\ndetermining a current temperature of a battery of a vehicle;\ndetermining that the current temperature of the battery is within a threshold temperature range of the battery; and\nin response to determining that the current temperature of the battery is within the threshold temperature range of the battery, performing operations comprising:\ndetermining an estimated temperature at arrival of the battery;\ndetermining that the estimated temperature at arrival of the battery is within the threshold temperature range of the battery;\ndetermining an amount of time that the vehicle will be within the threshold temperature range of the battery;\ndetermining that the amount of time the vehicle will be within the threshold temperature range of the battery exceeds a maximum amount of time within the threshold temperature range of the battery; and\nin response to determining that the amount of time the vehicle will be within the threshold temperature range of the battery exceeds the maximum amount of time within the threshold temperature range of the battery, initiating a thermal management process.\n\n, determining a current temperature of a battery of a vehicle;, determining that the current temperature of the battery is within a threshold temperature range of the battery; and, in response to determining that the current temperature of the battery is within the threshold temperature range of the battery, performing operations comprising:\ndetermining an estimated temperature at arrival of the battery;\ndetermining that the estimated temperature at arrival of the battery is within the threshold temperature range of the battery;\ndetermining an amount of time that the vehicle will be within the threshold temperature range of the battery;\ndetermining that the amount of time the vehicle will be within the threshold temperature range of the battery exceeds a maximum amount of time within the threshold temperature range of the battery; and\nin response to determining that the amount of time the vehicle will be within the threshold temperature range of the battery exceeds the maximum amount of time within the threshold temperature range of the battery, initiating a thermal management process.\n, determining an estimated temperature at arrival of the battery;, determining that the estimated temperature at arrival of the battery is within the threshold temperature range of the battery;, determining an amount of time that the vehicle will be within the threshold temperature range of the battery;, determining that the amount of time the vehicle will be within the threshold temperature range of the battery exceeds a maximum amount of time within the threshold temperature range of the battery; and, in response to determining that the amount of time the vehicle will be within the threshold temperature range of the battery exceeds the maximum amount of time within the threshold temperature range of the battery, initiating a thermal management process., 2. The system of claim 1, further comprising determining the current temperature of the battery is not within the threshold temperature range of the battery, determining the vehicle has not arrived, and in response to determining the vehicle has not arrived, instructing the vehicle to drive without initiating the thermal management process., 3. The system of claim 1, further comprising determining the estimated temperature at arrival of the battery exceeds a maximum temperature of the battery, and cooling the battery in response to determining the estimated temperature at arrival of the battery exceeds the maximum temperature of the battery., 4. The system of claim 1, further comprising determining the estimated temperature at arrival of the battery is less than a minimum temperature of the battery, and heating the battery in response to determining the estimated temperature at arrival of the battery is less the minimum temperature of the battery., 5. The system of claim 1, wherein the estimated temperature at arrival of the battery is determined based on historical usage of the vehicle., 6. The system of claim 1, wherein the estimated temperature at arrival of the battery is determined based on weather information associated with a route of the vehicle., 7. The system of claim 1, wherein the estimated temperature at arrival of the battery is determined based on one or more data points associated with a current operating scenario., 8. The system of claim 7, wherein the one or more data points are obtained by the processor from a network location external to the vehicle., 9. The system of claim 7, wherein one or more of the one or more data points are obtained by the processor from a vehicle navigation system., 10. A method comprising:\nperforming operations on a processor of a vehicle, the operations comprising:\ndetermining a current temperature of a battery of the vehicle;\ndetermining that the current temperature of the battery is within a threshold temperature range of the battery; and\nin response to determining that the current temperature of the battery is within the threshold temperature range of the battery, the processor performs operations comprising:\ndetermining an estimated temperature at arrival of the battery;\ndetermining that the estimated temperature at arrival of the battery is within the threshold temperature range of the battery, battery;\ndetermining an amount of time the vehicle will be within the threshold temperature range of the battery;\ndetermining that the amount of time the vehicle will be within the threshold temperature range of the battery exceeds a maximum amount of time within the threshold temperature range of the battery; and\nin response to determining that the amount of time the vehicle will be within the threshold temperature range of the battery exceeds the maximum amount of time within the threshold temperature range of the battery, initiating a thermal management process.\n\n\n, performing operations on a processor of a vehicle, the operations comprising:\ndetermining a current temperature of a battery of the vehicle;\ndetermining that the current temperature of the battery is within a threshold temperature range of the battery; and\nin response to determining that the current temperature of the battery is within the threshold temperature range of the battery, the processor performs operations comprising:\ndetermining an estimated temperature at arrival of the battery;\ndetermining that the estimated temperature at arrival of the battery is within the threshold temperature range of the battery, battery;\ndetermining an amount of time the vehicle will be within the threshold temperature range of the battery;\ndetermining that the amount of time the vehicle will be within the threshold temperature range of the battery exceeds a maximum amount of time within the threshold temperature range of the battery; and\nin response to determining that the amount of time the vehicle will be within the threshold temperature range of the battery exceeds the maximum amount of time within the threshold temperature range of the battery, initiating a thermal management process.\n\n, determining a current temperature of a battery of the vehicle;, determining that the current temperature of the battery is within a threshold temperature range of the battery; and, in response to determining that the current temperature of the battery is within the threshold temperature range of the battery, the processor performs operations comprising:\ndetermining an estimated temperature at arrival of the battery;\ndetermining that the estimated temperature at arrival of the battery is within the threshold temperature range of the battery, battery;\ndetermining an amount of time the vehicle will be within the threshold temperature range of the battery;\ndetermining that the amount of time the vehicle will be within the threshold temperature range of the battery exceeds a maximum amount of time within the threshold temperature range of the battery; and\nin response to determining that the amount of time the vehicle will be within the threshold temperature range of the battery exceeds the maximum amount of time within the threshold temperature range of the battery, initiating a thermal management process.\n, determining an estimated temperature at arrival of the battery;, determining that the estimated temperature at arrival of the battery is within the threshold temperature range of the battery, battery;, determining an amount of time the vehicle will be within the threshold temperature range of the battery;, determining that the amount of time the vehicle will be within the threshold temperature range of the battery exceeds a maximum amount of time within the threshold temperature range of the battery; and, in response to determining that the amount of time the vehicle will be within the threshold temperature range of the battery exceeds the maximum amount of time within the threshold temperature range of the battery, initiating a thermal management process., 11. The method of claim 10, further comprising determining the current temperature of the battery is not within the threshold temperature range of the battery, determining the vehicle has not arrived, and in response to determining the vehicle has not arrived, instructing the vehicle to drive without initiating the thermal management process., 12. The method of claim 10, further comprising determining the estimated temperature at arrival of the battery exceeds a maximum temperature of the battery, and cooling the battery in response to determining the estimated temperature at arrival of the battery exceeds the maximum temperature of the battery., 13. The method of claim 10, further comprising determining the estimated temperature at arrival of the battery is less than a minimum temperature of the battery, and heating the battery in response to determining the estimated temperature at arrival of the battery is less the minimum temperature of the battery., 14. The method of claim 10, wherein the estimated temperature at arrival of the battery is determined based on historical usage of the vehicle., 15. The method of claim 10, wherein the estimated temperature at arrival of the battery is determined based on one or more data points associated with a current operating scenario., 16. The method of claim 15, wherein the one or more data points are obtained by the processor from a network location external to the vehicle., 17. The method of claim 15, wherein the one or more data points are obtained by the processor from a vehicle navigation system., 18. A non-transitory computer-readable storage medium having computer-readable program code embodied therewith, the computer-readable program code configured, when executed by a processor, to:\ndetermine a current temperature of a battery of a vehicle;\ndetermine if the current temperature of the battery is within a threshold temperature range of the battery; and\nin response to determining that the current temperature of the battery is within the threshold temperature range of the battery, the processor performs operations comprising:\ndetermining an estimated temperature at arrival of the battery;\ndetermining that the estimated temperature at arrival of the battery is within the threshold temperature range of the battery;\ndetermining an amount of time that the vehicle will be within the threshold temperature range of the battery;\ndetermining that the amount of time that the vehicle will be within the threshold temperature range of the battery exceeds a maximum amount of time within the threshold temperature range of the battery; and\nin response to determining that the amount of time that the vehicle will be within the threshold temperature range of the battery exceeds the maximum amount of time within the threshold temperature range of the battery, initiating a thermal management process.\n\n, determine a current temperature of a battery of a vehicle;, determine if the current temperature of the battery is within a threshold temperature range of the battery; and, in response to determining that the current temperature of the battery is within the threshold temperature range of the battery, the processor performs operations comprising:\ndetermining an estimated temperature at arrival of the battery;\ndetermining that the estimated temperature at arrival of the battery is within the threshold temperature range of the battery;\ndetermining an amount of time that the vehicle will be within the threshold temperature range of the battery;\ndetermining that the amount of time that the vehicle will be within the threshold temperature range of the battery exceeds a maximum amount of time within the threshold temperature range of the battery; and\nin response to determining that the amount of time that the vehicle will be within the threshold temperature range of the battery exceeds the maximum amount of time within the threshold temperature range of the battery, initiating a thermal management process.\n, determining an estimated temperature at arrival of the battery;, determining that the estimated temperature at arrival of the battery is within the threshold temperature range of the battery;, determining an amount of time that the vehicle will be within the threshold temperature range of the battery;, determining that the amount of time that the vehicle will be within the threshold temperature range of the battery exceeds a maximum amount of time within the threshold temperature range of the battery; and, in response to determining that the amount of time that the vehicle will be within the threshold temperature range of the battery exceeds the maximum amount of time within the threshold temperature range of the battery, initiating a thermal management process., 19. The computer-readable storage medium of claim 18, wherein the estimated temperature at arrival of the battery is determined based on one or more data points associated with a current operating scenario., 20. The computer-readable storage medium of claim 19, wherein the one or more data points are obtained by the processor from a network location external to the vehicle. | US | United States | Active | B | True |
| 104 | 用于电动车辆的设备及系统 \n | CN208848945U | 技术领域所公开的实施方案整体涉及车辆，并且具体地但不排他地讲，涉及用于用于电动车辆的设备及系统。背景技术为了满足广大客户，汽车制造商通常提供具有不同款式、大小和功能的若干种不同型号。轿车、轿跑车、掀背车、大型和小型运动型多用途车 (SUV)和卡车都是潜在出售物的示例。为了节省制造成本并降低制造复杂性，制造商希望在其出售物生产线上尽可能多地使用通用零件；可以重复使用的零件越多，成本越低，汽车价格越低，并且销量越多。理想的是，汽车制造商可在其所有出售物中重复使用主要组件，诸如车辆平台。但是尽管在具有相同轴距的车辆中可以重复使用车辆平台，可是车辆平台受到轴距变化的影响，因此难以或不可能对于具有不同轴距的型号重复使用。在电动汽车中，电池在车辆平台上占据相当大量的空间，使得电池组也受到轴距变化的影响。于是在电动车辆中，重复使用车辆平台和电池组的期望另选方案是使得车辆平台可容易地定制为不同的轴距，并且还使得可容易改变的电池组匹配车辆平台的大小变化。实用新型内容本实用新型提供一种用于电动车辆的设备及系统，能够容易地改变及调整车辆平台的轴距以适用于具有不同轴距的电动车辆。本实用新型的第一方面提供一种用于电动车辆的设备，该用于电动车辆的设备包括用于电动车辆的车辆平台的前部部分以及用于电动车辆的车辆平台的后部部分。面板将前部部分的后边缘接合到后部部分的前边缘，并且面板的长度能够变化以改变车辆平台的轴距。电池组中具有多个电池模块，并且可联接到车辆平台的下部。电池组的长度和电池模块在电池组内的布置取决于车辆平台的轴距。进一步地，所述电池组包括电池壳体，所述电池壳体包括：刚性框架，所述刚性框架形成盘状件，所述多个电池模块定位在所述盘状件内；和封盖，所述封盖的周边能够联接到所述刚性框架。进一步地，所述电池壳体是承受负载的。进一步地，所述电池壳体的所述刚性框架被附接到所述车辆平台的下侧。进一步地，用于电动车辆的设备还包括联接到所述车辆平台的所述后部部分并联接到所述电池壳体的所述刚性框架的后部的一对悬架副车架。进一步地，所述悬架副车架通过双剪力连接件联接到所述电池壳体的所述后部。进一步地，所述电池壳体能够具有第一长度或第二长度，所述第二长度短于所述第一长度。进一步地，具有所述第一长度的所述电池壳体具有按行布置的多个矩形电池模块，其中所述多个矩形电池模块的最长尺寸与所述电动车辆的纵向轴线对齐。进一步地，具有所述第二长度的所述电池壳体具有多个矩形电池模块，所述多个矩形电池模块中的一些矩形电池模块按行布置，其中所述多个矩形电池模块中的一些矩形电池模块的最长尺寸与所述电动车辆的纵向轴线对齐，并且所述多个矩形电池模块中的一些矩形电池模块以其最长尺寸垂直于所述电动车辆的所述纵向轴线来对齐。本实用新型的第二方面提供一种用于电动车辆的系统，该用于电动车辆的系统包括用于电动车辆的车辆平台。车辆平台包括车辆平台的前部部分、车辆平台的后部部分、以及将前部部分的后边缘接合到后部部分的前边缘的面板。面板的长度能够变化以改变车辆平台的轴距。其中具有多个电池模块的电池组被联接到车辆平台的下部，并且电池组的长度和电池模块在电池组内的布置取决于车辆平台的轴距。动力传动系统被联接到车辆平台的下部，并且车身被联接到车辆平台的上部。进一步地，所述电池组包括电池壳体，所述电池壳体包括：刚性框架，所述刚性框架形成盘状件，所述多个电池模块定位在所述盘状件内；和封盖，所述封盖的周边能够联接到所述刚性框架。进一步地，所述电池壳体是承受负载的。进一步地，所述电池壳体的所述刚性框架被附接到所述车辆平台的下侧。进一步地，用于电动车辆的系统还包括联接到所述车辆平台的所述后部部分并联接到所述电池壳体的所述刚性框架的后部的一对悬架副车架。进一步地，所述悬架副车架通过双剪力连接件联接到所述电池壳体的所述后部。进一步地，所述电池壳体能够具有第一长度或第二长度，所述第二长度短于所述第一长度。进一步地，具有所述第一长度的所述电池壳体具有按行布置的多个矩形电池模块，其中所述多个矩形电池模块的最长尺寸与所述电动车辆的纵向轴线对齐。进一步地，具有所述第二长度的所述电池壳体具有多个矩形电池模块，所述多个矩形电池模块中的一些矩形电池模块按行布置，其中所述多个矩形电池模块中的一些矩形电池模块的最长尺寸与所述电动车辆的纵向轴线对齐，并且所述多个矩形电池模块中的一些矩形电池模块以其最长尺寸垂直于所述电动车辆的所述纵向轴线来对齐。本实用新型的用于电动车辆的设备及系统，通过改变连接车辆平台的前部部分和后部部分的面板的长度来调整车辆平台的轴距，并且根据车辆平台的轴距调整电池组的长度和电池模块在电池组内的布置，使得车辆平台能够适用于具有不同轴距的车辆，从而不需要为不同的车辆型号设计和构建新的车辆平台，极大地降低了电动车辆的制造成本及制造复杂性。附图说明参考以下附图来描述本实用新型的非限制性和非穷举性实施方案，其中除非另外指明，否则相同附图标记在各种不同视图中指代相同的部件。图1是电动车辆的实施方案的分解图。图2是用于电动车辆的车辆平台、动力传动系和电池组的组装实施方案的透视图。图3是用于电动车辆的车辆平台的实施方案的透视图。图4-图5是用于电动车辆的车辆平台的实施方案的简化平面图。图6A-图6C一起示出用于电动车辆的电池组的实施方案。图6A是透视图，图6B是平面图，并且图6C是基本上沿着图6B中的剖面线C-C截取的剖视图。图7A和图7B是图6A-图6C所示的具有不同长度的电池组的实施方案的一对平面图。图8A-图8C一起示出附接到车辆平台的后悬架副车架之间的连接的实施方案以及电池壳体的实施方案。图8A是透视图，图8B是图8A中圈出的区域的放大图，并且图8C是基本上沿着图8B中的剖面线C-C截取的剖视图。具体实施方式描述了用于电动车辆的车辆平台的实施方案。平台的长度可被改变以调整平台的轴距。平台包括通过面板接合的前部部分和后部部分。面板被附接到前部部分的后边缘，并且附接到后部部分的前边缘，而且面板的长度可被改变以改变平台的轴距。电池组可被安装到平台的下侧。电池组包括内部具有多个电池模块的电池壳体。电池壳体的长度以及电池模块在内部的布置可被改变以调整到适应车辆平台的改变轴距。图1示出电动车辆100的实施方案。车辆100包括车辆平台102、具有电池组106的动力传动系统104、以及车身108。在组装的车辆中，平台 102被放置在动力传动系统104和电池组106的顶部上，或者换句话讲，电池组106和动力传动系统104被插入到车辆平台102的下侧中。车身108 然后在车辆平台102的顶部上固定在适当位置。图2示出电动车辆100的部分组装的实施方案，其中动力传动系统 104和电池组106在平台102内处于其操作位置，电池组106已被插入穿过平台102的底部并且在车辆平台上栓接或以其他方式固定到适当位置。图3更详细地示出车辆平台102的实施方案。车辆平台102包括前部部分302和后部部分304。前部部分302包括用于附接包括车轮、前悬架、前差速器和轴(未示出)的前动力传动系统部件的结构设置310。类似地，后部部分304包括用于附接包括车轮、后轮、后悬架、后轴、后差速器等的对应后动力传动系统部件的结构设置。前部部分302还包括用以将客舱与前舱分开并且设置用于将车身108附接到车辆平台的结构308。在图示实施方案中，后部部分304包括凸起部分312，该凸起部分被设计成适应电池组(参见图6A和图6C)的对应凸起部分。凸起部分312也可用作将车辆的后部乘客座椅安装在其上的基部。中间面板306将前部部分302接合到后部部分304。在平台102的一个实施方案中，面板306被定位在后部乘客座椅所在的位置的正前方，但是在其他实施方案中，面板306可被定位在平台中的其他地方。中间面板306的材料和设计被选择为确保面板306可承载在操作期间将经受的负载。图4-图5示出在车辆的前轮轴线406和车辆的后轮轴线408之间平行于车辆纵向轴线410具有不同轴距(即，不同距离W)的车辆平台102的实施方案。图4示出具有第一轴距W1的平台102的实施方案。在该实施方案中，前部部分302和后部部分304再次由面板306接合。面板306可接合到前部部分302的后边缘(例如通过沿着焊接线402焊接而接合)，并且类似地，面板306可通过沿着焊接线404焊接而接合到后部部分304的前边缘。当然，在其他实施方案中，可使用其他方法来将面板306接合到前部部分302和后部部分304，例如，紧固件。图5示出具有不同于图4中的第一轴距W1的第二轴距W2的车辆平台 102的实施方案。在图示实施方案中，W2短于W1，但是在其他实施方案中，W2可能长于W1。不同的车辆型号通常有不同的轴距，并且这通常需要为每个车辆型号设计和构建新的平台。为了避免为每个型号设计和构建全新的车辆平台，并且当然为了避免相关联的费用，车辆平台102可以容易地延长或缩短以适应不同的轴距。在车辆平台102中，这通过改变面板306 的长度(即，其平行于车辆纵向轴线410的尺寸)来实现。在图5的实施方案中，面板306比在图4的实施方案中更短，从而导致短于轴距W1的轴距W2。平台102的所有其他部分可保持不动，从而为不同型号的不同车身和动力传动系统提供通用的附接点。在一个实施方案中，面板306可用于将车辆平台102的轴距改变约100mm-150mm。图6A-图6C一起示出用于电动车辆100的电池组600的实施方案。图 6A是透视图，图6B是平面图，并且图6C是剖视图。电池组600包括在内部具有电池模块610的电池壳体。刚性框架602围绕并且形成电池壳体的周边。孔604允许刚性框架602，以及因此整个电池组，附接到车辆平台 102的底部。基本上平面的高强度刚性板被紧固到刚性框架602以形成电池的底部607，并且当电池组安装在车辆上时，底部607形成车辆的底部。底部607由高强度材料制成，使得电池模块610在车辆100的操作期间免受损坏。基本上垂直于底部607的侧壁606也围绕电池壳体的周边定位，以形成电池模块610可放置在其内的一种盘状件。附接点608是形成在刚性框架602的最后端处的连接叉，以允许电池壳体附接到车辆的后悬架副车架，从而利用电池壳体的结构强度来承受来自车辆100的其他部分的负载。多个电池模块610被定位在由侧壁606形成的周边内的底部607上。电池模块610按行和列来组织。如图6B所示，在图示实施方案中，行垂直于电池组轴线612延伸，而列平行于轴线612延伸。当电池组安装在车辆平台102中时，电池组轴线612将基本上与汽车轴线410对齐。在图示实施方案中，存在七个列和五个行。每个列具有四个行，除了三个中间列，所述中间列各自具有五个行。换句话讲，每个行具有7个列，除了最靠近电池组前部的行，该行仅具有三个列(即，仅三个电池模块610)。在每个行中，电池模块是矩形的并且以其最长尺寸与轴线612对齐的方式定位。图6C进一步示出电池模块610在电池壳体内的布置。在一些实施方案中，不需要所有电池模块610直接定位在底部607上，而是可以将一些电池模块堆叠在其他电池模块的顶部上。在图示实施方案中，最后一行中的电池模块形成两个模块高的叠堆，但是在其他具有堆叠的电池模块的实施方案中，该叠堆可具有三个或更多个模块。在其他实施方案中，与最后一行不同或除了最后一行之外的行可被堆叠，而不是每个行内的每个列都必须被堆叠。在另外的其他实施方案中，根本不需要电池模块堆叠。在将所有必需的电池模块定位在电池壳体中之后，可以将封盖614附接到围绕其周边的刚性框架602以形成电池模块的密封封装件。在存在电池堆叠的情况下，诸如在图示实施方案中，封盖614可包括成形为适应电池模块堆叠的零件616。图7A和图7B示出具有不同长度的电池组600和650的实施方案。电池组600装配到前轮和后轮之间的车辆平台102中(参见图2)，使得当通过改变面板306的长度来改变平台102的轴距时(参见图4-图5)，电池组600的长度也可能需要改变。电池组600与图6A-6C所示的电池组基本上相同，并且具有宽度B、长度L1、以及如前所述布置的电池模块610。电池组650具有相同的宽度B，但具有短于L1的长度L2。由于其较短的长度，电池组650具有不同数量和布置的电池模块。在电池组650中，第三行电池模块610比电池组600中的同一行少三个电池模块。并且在电池组 650中，第三行中的矩形电池模块的取向已经改变，使得电池模块的最长尺寸现在垂直于电池组轴线612，而不是如之前所述平行于该轴线。然而，其他实施方案不需要使用矩形电池模块，并且在那些实施方案中可以使用不同的模块布置。图8A-图8C示意性地示出被用作用于承载来自车辆100中的其他部件的负载的结构构件的电池组的实施方案。图8A是示出安装有电池组600和后悬架副车架802的车辆平台102(以灰色线示出)的平面图。顾名思义，后悬架副车架802附接到平台102，然后车辆的后悬架附接到悬架副车架。因此，后悬架副车架可经受相当大的负载。当安装电池组600时，每个连接叉608从电池组的后部突出到一定的位置，在该位置中连接叉可连接到形成后悬架副车架的一部分的舌状物804。通过这样做，电池壳体600承受后悬架副车架所经受的负载中的一些。图8B-图8C分别是图8A中的圆圈所示的区域的平面放大图和剖面放大图。后悬架副车架802连接到车辆平台102并且具有朝向车辆的前部突出的舌状物或其他构件804。舌状物804的尺寸被设计成使得其在形成连接叉806的分叉凸片之间延伸。将螺栓806插入穿过连接叉806的两个分叉凸片并穿过舌状物804以保持舌状物固定在连接叉中，并且因此将来自舌状物的负载穿过连接叉传递至电池壳体602。使用连接叉导致后悬架副车架 802和电池组804之间的双剪力连接件，这意味着螺栓806在舌状物804与连接叉608的凸片接合的两个位置处承载剪切负载。包括在说明书摘要中描述的内容的实施方案的以上描述不旨在是穷举性的或者将本实用新型限制为所描述的形式。如本领域技术人员将认识到的，鉴于以上详细描述，在本文中出于说明目的描述了本实用新型的具体实施方案和示例，但是各种等同修改形式在本实用新型的范围内是可能的。 | 本实用新型公开了一种用于电动车辆的设备及系统。用于电动车辆的设备包括用于电动车辆的车辆平台的前部部分以及用于所述电动车辆的车辆平台的后部部分。面板将所述前部部分的后边缘接合到所述后部部分的前边缘，并且所述面板的长度能够变化以改变所述车辆平台的轴距。电池组中具有多个电池模块，并且可联接到所述车辆平台的下部。所述电池组的长度和所述电池模块在所述电池组内的布置取决于所述车辆平台的所述轴距。 | CN:201820259186.6U | https://patentimages.storage.googleapis.com/bc/a2/a8/490fe26d517090/CN208848945U.pdf | CN:208848945:U | 保罗·托马斯, 安东尼奥·马雷斯卡, 凯文·科尼克基, 迪尔克·阿本德罗思, 周巍 | Nanjing Zhixing New Energy Automotive Technology Development Co Ltd | NaN | Not available | 2019-05-10 | 1.一种用于电动车辆的设备，其特征在于，包括：, 用于电动车辆的车辆平台的前部部分；, 用于所述电动车辆的车辆平台的后部部分；, 将所述前部部分的后边缘接合到所述后部部分的前边缘的面板，其中所述面板的长度能够变化以改变所述车辆平台的轴距；和, 电池组，所述电池组中具有多个电池模块，所述电池组被联接到所述车辆平台的下部，其中所述电池组的长度和所述电池模块在所述电池组内的布置取决于所述车辆平台的所述轴距。, 2.根据权利要求1所述的用于电动车辆的设备，其特征在于，所述电池组包括电池壳体，所述电池壳体包括：, 刚性框架，所述刚性框架形成盘状件，所述多个电池模块定位在所述盘状件内；和, 封盖，所述封盖的周边能够联接到所述刚性框架。, 3.根据权利要求2所述的用于电动车辆的设备，其特征在于，所述电池壳体是承受负载的。, 4.根据权利要求2所述的用于电动车辆的设备，其特征在于，所述电池壳体的所述刚性框架被附接到所述车辆平台的下侧。, 5.根据权利要求2所述的用于电动车辆的设备，其特征在于，还包括联接到所述车辆平台的所述后部部分并联接到所述电池壳体的所述刚性框架的后部的一对悬架副车架。, 6.根据权利要求5所述的用于电动车辆的设备，其特征在于，所述悬架副车架通过双剪力连接件联接到所述电池壳体的所述后部。, 7.根据权利要求2所述的用于电动车辆的设备，其特征在于，所述电池壳体能够具有第一长度或第二长度，所述第二长度短于所述第一长度。, 8.根据权利要求7所述的用于电动车辆的设备，其特征在于，具有所述第一长度的所述电池壳体具有按行布置的多个矩形电池模块，其中所述多个矩形电池模块的最长尺寸与所述电动车辆的纵向轴线对齐。, 9.根据权利要求7所述的用于电动车辆的设备，其特征在于，具有所述第二长度的所述电池壳体具有多个矩形电池模块，所述多个矩形电池模块中的一些矩形电池模块按行布置，其中所述多个矩形电池模块中的一些矩形电池模块的最长尺寸与所述电动车辆的纵向轴线对齐，并且所述多个矩形电池模块中的一些矩形电池模块以其最长尺寸垂直于所述电动车辆的所述纵向轴线来对齐。, 10.一种用于电动车辆的系统，其特征在于，包括：, 用于电动车辆的车辆平台，所述车辆平台包括：, 所述车辆平台的前部部分、所述车辆平台的后部部分、以及将所述前部部分的后边缘接合到所述后部部分的前边缘的面板，其中所述面板的长度能够变化以改变所述车辆平台的轴距；, 电池组，所述电池组中具有多个电池模块，所述电池组联接到所述车辆平台的下部，其中所述电池组的长度和所述电池模块在所述电池组内的布置取决于所述车辆平台的所述轴距；, 联接到所述车辆平台的所述下部的动力传动系统；, 联接到所述车辆平台的上部的车身。, 11.根据权利要求10所述的用于电动车辆的系统，其特征在于，所述电池组包括电池壳体，所述电池壳体包括：, 刚性框架，所述刚性框架形成盘状件，所述多个电池模块定位在所述盘状件内；和, 封盖，所述封盖的周边能够联接到所述刚性框架。, 12.根据权利要求11所述的用于电动车辆的系统，其特征在于，所述电池壳体是承受负载的。, 13.根据权利要求11所述的用于电动车辆的系统，其特征在于，所述电池壳体的所述刚性框架被附接到所述车辆平台的下侧。, 14.根据权利要求11所述的用于电动车辆的系统，其特征在于，还包括联接到所述车辆平台的所述后部部分并联接到所述电池壳体的所述刚性框架的后部的一对悬架副车架。, 15.根据权利要求14所述的用于电动车辆的系统，其特征在于，所述悬架副车架通过双剪力连接件联接到所述电池壳体的所述后部。, 16.根据权利要求11所述的用于电动车辆的系统，其特征在于，所述电池壳体能够具有第一长度或第二长度，所述第二长度短于所述第一长度。, 17.根据权利要求16所述的用于电动车辆的系统，其特征在于，具有所述第一长度的所述电池壳体具有按行布置的多个矩形电池模块，其中所述多个矩形电池模块的最长尺寸与所述电动车辆的纵向轴线对齐。, 18.根据权利要求16所述的用于电动车辆的系统，其特征在于，具有所述第二长度的所述电池壳体具有多个矩形电池模块，所述多个矩形电池模块中的一些矩形电池模块按行布置，其中所述多个矩形电池模块中的一些矩形电池模块的最长尺寸与所述电动车辆的纵向轴线对齐，并且所述多个矩形电池模块中的一些矩形电池模块以其最长尺寸垂直于所述电动车辆的所述纵向轴线来对齐。 | CN | China | Active | H | True |
| 105 | Power cell tracking and optimization system \n | US11535122B2 | This application claims the benefit of priority to U.S. Provisional Application No. 62/718,878, filed on Aug. 14, 2018, which is hereby incorporated by reference in its entirety.\nExamples described herein relate generally to power cell tracking and optimization systems for use in primary life power cells, second life power cells, and further applications of power cells (e.g., batteries and/or energy storage systems). Battery systems and battery-powered goods, such as electric vehicles, tools, sensors Internet of Things (IoT) devices, etc., are projected to experience significant growth in production and sales in the coming decades. For example, common forecasts for the lithium ion battery market predict growth of three to four times current production in the next decade. However, underutilization of battery potential is common.\nFor example, widespread inefficiencies exist in the full usage of battery life, resulting in common practice of disposing or recycling batteries when they still possess nearly 80% of their capacity. This approximate battery capacity coincides with what is commonly known as the end of the primary life of the battery, and recycling or disposal of these batteries at the end of their primary life can results in significant waste and environmental hazard.\nA secondary market for so-called second life batteries or battery packs alleviates the harmful effects of premature disposal or recycling of primary life batteries. However, inefficiencies in each of primary life battery monitoring, primary battery life usage, end-of-life prediction, and the selection of second-life batteries for battery packs—as well as the unreliability of battery information for used batteries and battery products—have prevented the exploitation of the full potential of batteries.\nThe disclosure herein is illustrated by way of example, and not by way of limitation, in the figures of the accompanying drawings in which like reference numerals refer to similar elements, and in which:\n FIG. 1 is a block diagram illustrating computing system implementing power cell tracking and optimization, in accordance with examples described herein;\n FIG. 2 is a flow chart describing an example method of power cell tracking and optimization, according to various examples;\n FIG. 3 is a flow chart describing an example method of monitoring power cell data in accordance with a set of optimization metrics and providing optimization recommendations and/or control commands to increase or maximize approximate battery end-of-life (ABEL) for batteries or battery-powered devices, according to example described herein;\n FIG. 4 is a flow chart describing an example method of monitoring power cell data in accordance with a set of end-of-life determination metrics and providing second-life repurposing or battery replacement recommendations, according to examples described herein;\n FIGS. 5A and 5B illustrate example user interfaces providing current battery state information (e.g., an ABEL report) and battery-check rating and certificate, according to examples described herein; and\n FIG. 6 is a block diagram that illustrates a computer system upon which examples described herein may be implemented.\nA power cell tracking and optimization system is described herein and provides a technical solution to the above-discussed problem in the field of power cell technology. The power cell tracking and optimization system can monitor and/or track power cell data from batteries, battery-powered devices, energy storage systems, etc. (e.g., of electric or hybrid automobiles). In various implementations, the system can include a database comprising data logs or profiles comprising battery information from each power cell or power cell type that the system monitors. According to examples provided herein, the power cell optimization system can receive battery data from the battery-powered devices periodically or dynamically and securely and permanently store the data in the data logs. In certain examples, the power cell optimization system can operate as an independent entity to various battery-powered product manufacturers to remain unbiased and trusted to product owners, potential battery product purchasers, manufacturers, and/or future battery purchasers.\nIn various implementations, the system can organize the battery data collected from each power cell, battery management system, or any other system that tracks, monitors, or manages power cells. For example, the system can collect or otherwise receive initial battery data from the nameplate or manufacturer of the power cell. For each power cell, these initial battery data can comprise information corresponding to the chemistry parameters of the power cell, the entity name of the producer, the type of battery cell chemistry, time of production (e.g., day, week, month, and/or year), charging and discharging temperatures, stated or estimated calendar life, estimated cycles, c-rate (e.g., a rate at which the battery is discharged relative to its maximum capacity), cell voltage (e.g., minimum and maximum voltages), energy density, depth of discharge, and any other available data from the power cell and power cell producer.\nThe system can further collect data provided from a producer and/or integrator that developed, tested, or otherwise installed the power cell into a power usage source (e.g., a vehicle or energy storage system). In addition to the above-mentioned data, these additional data can include nominal capacity of the power cell solution, usable capacity of the power cell solution, data about the setup of the battery management system (BMS) of the power cell (e.g., limitations on charging speed, discharging, etc.), general parameters about power cells and their performance for each particular battery chemistry (e.g., industry standards), and the like.\nIn certain aspects, the system can further collect time series data (e.g., atomic and/or aggregated data from the BMS of the power cell). For example, the system access data from the BMS of the power cell. These data can include current limits (e.g., minimum and maximum currents calculated by the BMS for charge and discharge directions), the current read from a direct current bus (e.g., current minimums, maximums, and averages), stack voltage of the power cell(s) (e.g., voltage minimums, maximums, and averages), cell voltage statistics (e.g., minimum, maximums, and average cell voltages of all power cells), cell voltage locations (e.g., cell number) for minimum and maximum measurements, temperature statistics (e.g., minimum, maximum, and average temperatures measured), temperature measurement locations (e.g., cell number for the minimum and maximum temperature measurements), contactor states, and the like. The system can further collect data corresponding to, for example, state of charge, state of discharge, state of health and/or other data that may be calculated by BMS. In certain implementations, the system can further collect data indicating BMS safety (e.g., a Boolean indicator indicating whether the BMS is safe or not). For example, the contactors of the power cell can automatically open if the BMS is determined to be unsafe. In addition, the system can further collect fault data of each power cell or the BMS (e.g., a bit field of BMS faults for identification).\nIn certain examples, the power cell optimization system can collect information corresponding to the deployment of the power cell(s), such as the parametric information relating to the use of the power cell (e.g., distance traveled in a respective electric vehicle, based on odometer reading), as well as the type of application which the power cell was (or is to be) used for (e.g., electric vehicle, battery electric vehicle, hybrid electric vehicle, electric bus, electric watercraft, electric airplane, electric scooter, train, forklift, energy storage systems, home storage, battery-powered sensor, industrial storage, photovoltaic connected, grid connected storage, power station, mobile phone, mobile device, IoT device, power tool, drone, and the like). In some aspects, the system can further collect data indicating the battery mode (e.g., island mode), frequency regulation, and/or time shift of a given power cell.\nThe data can be accessed or otherwise received using a controller area network (CAN) communication protocol, ModBus communication protocol (like ModBus TCP or any other) or any other communication protocol. In variations, the data can be accessed or received over one or more networks using any type of communications protocol (e.g., wireless or wired networks). For example, the power cell optimization system described herein can operate as a modular device in communication with the BMS of a power cell stack (e.g., mounted on-board the vehicle), or a remote power cell optimization system that receives data over network communications. In certain aspects, the power cell tracking and optimization system can receive the power cell data from vehicle manufacturers and/or the power cell manufacturers (e.g., producers of electric vehicles and batteries/energy storage systems). It is contemplated that the battery-powered product manufacturers and power cell manufacturers may collect and store power cell data for their manufactured products and battery systems. In this case, the power cell tracking and optimization system can connect to the data storage systems (e.g., cloud servers or central databases) of the manufacturers or trusted third-party storage service providers to acquire the power cell data.\nIn other examples, the power cell optimization system can comprise a distributed computing environment (e.g., blockchain or other distributed ledger technology) including remote and local computing systems that work together to independently collect and store battery data in a collectively guaranteed, reliable, secure, and robust manner (e.g., to determine second life information for the battery, which can be utilized for a variety of battery optimizations).\nThe power cell tracking and optimization system can include continuous and permanent recording, storage, and analyses of the above-mentioned data. According to examples described herein, the data can be transferred to central data storage, a combined central storage and distributed ledger, or a distributed ledger or blockchain (e.g., private blockchain, public blockchain, centralized blockchain, decentralized blockchain, hybrid public/private blockchain, and the like) to ensure safe and reliable storage. Additionally or alternatively, the power cell optimization system can analyze the data to determine a set of second life battery parameters indicating the usable capacity of the battery, number of cycles used, number of remaining cycles, and an approximate battery end life (ABEL) (e.g., an amount of time or remaining cycles left in the battery). For example, the determination of the approximate battery end life can be utilized as a starting point for second life battery usage.\nIn further implementations, the power cell optimization system can determine effective combinations of various batteries with different chemistries and generate a second life battery report indicating ideal combinations, which can be used by second life battery users to assemble and/or develop second life energy storage systems. For example, the power cell optimization system can categorize power cells based on ABEL calculations such that power cells with the same or similar ABELs can be assembled together in energy storage systems or battery stacks such that each power cell is utilized to its fullest potential.\nIn various examples, the data analysis and reporting can be implemented through machine learning, deep learning, statistical techniques, other forms of data analytics, neural network techniques, and/or artificial intelligence techniques to provide an accurate status of each primary life or second life power cell and to continually increase the accuracy and robustness of such determinations. In certain aspects, the power cell optimization system can collect data from new batteries (e.g., new batteries installed in electric vehicles, battery powered devices and energy storage systems), such that a full historical record of each power cell can be compiled. The power cell optimization system can be implemented through internet of things (IoT) technology to record, transfer, and store battery-related data from battery management systems, sensors, or other battery-powered devices and products in a guaranteed secure storage mechanism. For example, the power cell optimization system can utilize distributed ledger technology to ensure that the data are consistent and unalterable. As such, the data logs for each power cell can include unique identifiers indicating the source of the data (e.g., which data from which battery were collected) and time-stamps indicating when the data were collected. In addition, the data logs can include the ABEL of the power cell, which can be determined periodically (e.g., after each iteration of data collection) or dynamically (e.g., for continuous data collection implementations).\nAccording to some examples, the power cell optimization system can provide the ABEL of each power cell to requesting users (e.g., an owner or operator of a vehicle), or second life power cell assemblers or entities using the ABEL reports to assemble second life battery solutions, scenarios, energy storage systems, etc. from used batteries. In some examples, the ABEL reports can be accessed through a web interface or via a designated application executing on computing devices of the users.\nIn further implementations, the power cell tracking and optimization system described herein can operate as a direct communication service for monitoring battery conditions, performance, capacity, etc., and provide battery-powered device servicers or technicians with usage recommendations (e.g., to replace a battery, to adjust charging technique, or suggest recycling) along with contextual information regarding the history of the battery (e.g., from a full report of the battery, which is stored in the distributed ledger). In various examples, the battery-powered devices can communicate directly with the power cell tracking and management system, providing updated information regarding the battery metrics described herein (e.g., current charge, number of total charging cycles, ambient temperature, internal temperature, and the like).\nThe power cell tracking and optimization system can store this updated information on the distributed ledger, compare the updated information with previous data corresponding to the battery-powered device, determine one or more recommendations for an owner, operator, or technician of the battery-powered device, and provide the recommendation(s) accordingly (e.g., through an application program notification on a computing device of the owner, operator, or technician). As provided herein, these recommendations can be provided to decrease a degradation rate of the battery, and optimize the power output, operating conditions, performance, and ultimately the ABEL of the batteries that run the battery-powered device.\nAmong other benefits, examples described herein achieve a technical effect of optimizing power cell usage through power cell data analytics and/or machine learning techniques to determine reliable and accurate power cell usage recommendations and end-of-life for power cells, while increasing the accuracy and reliability of such determinations. In various implementations, examples described herein can leverage the advantages of distributed ledger technology to ensure robustness and immutability of data logs.\nAs provided herein, a “calendar life” of a power cell comprises the amount of time a power cell will last when used within normal boundaries. Such calendar life may also be referred to as nameplate calendar life, which is chemistry specific. For example, Lithium Titanate Oxide batteries have a calendar life of fifteen to twenty years, whereas Lithium Graphite NMC batteries have a calendar life of ten to twelve years.\nNumerous examples described herein refer to a “power cell,” which comprises any combination of batteries, battery packs, battery cells, electrochemical devices, ultracapacitors, fuel cells, solar cells (e.g., photovoltaic cells, solar water heaters, thermogalvanic cells, solar air heaters, solar thermal collectors, etc.), battery racks or battery strings, battery modules, battery containers, and other energy storage and/or deployment systems and other energy producing systems (e.g., piezoelectric sensors or devices, energy harvesting devices, crystals, etc.).\nAs further provided herein, “end-of-life,” “real end-of-life,” or “real end life” refers to the state of charge and/or state of health of a power cell being at zero percent. For primary life batteries, common practice is deemed that between 60%-80% of capacity equals the end of the primary life or simply end-of-life of the power cell. A “second life battery” comprise a power cell that has reached its primary end of life (e.g., 80% capacity for vehicle batteries and batteries/energy storage systems), but still has usable capacity for secondary use. The “approximated battery end of life” (ABEL) of a second life battery, refers to an estimated or calculated time between the primary end of life and the real end-of-life, and is the focus of the present disclosure.\nAs used herein, “distributed ledger” or “distributed ledger technology” refers to replicated, shared, and/or synchronized data spread across multiple sites. In certain aspects, the distributed ledger can comprise a central storage combined with independent remote storage resources. In variations, the distributed ledger can comprise a peer-to-peer network of storage devices, where each device replicates and stores an identical copy of the ledger (e.g., power cell logs) and updates independently. Examples of distributed ledgers can include a blockchain, various types of acyclic graphs (e.g., blockDAG or TDAG), and the like.\nAs used herein, a computing device refers to devices corresponding to servers, desktop computers, cellular devices or smartphones, personal digital assistants (PDAs), laptop computers, virtual reality (VR) or augmented reality (AR) headsets, tablet devices, etc., that can provide network connectivity and processing resources for communicating with the system over a network. A computing device can also correspond to custom hardware, in-vehicle devices, or on-board computers, such as those provided in connection with battery management systems of vehicles, energy storage systems, and the like. The computing device can also operate a designated application configured to communicate with a network service.\nOne or more examples described herein provide that methods, techniques, and actions performed by a computing device are performed programmatically, or as a computer-implemented method. Programmatically, as used herein, means through the use of code or computer-executable instructions. These instructions can be stored in one or more memory resources of the computing device. A programmatically performed step may or may not be automatic.\nOne or more examples described herein can be implemented using programmatic modules, engines, or components. A programmatic module, engine, or component can include a program, a sub-routine, a portion of a program, or a software component or a hardware component capable of performing one or more stated tasks or functions. As used herein, a module or component can exist on a hardware component independently of other modules or components. Alternatively, a module or component can be a shared element or process of other modules, programs or machines.\nSome examples described herein can generally require the use of computing devices, including processing and memory resources. For example, one or more examples described herein may be implemented, in whole or in part, on computing devices such as servers, desktop computers, cellular phones or smartphones, personal digital assistants (e.g., PDAs), laptop computers, VR or AR devices, network equipment (e.g., routers), and/or tablet computers. Memory, processing, and network resources may all be used in connection with the establishment, use, or performance of any example described herein (including with the performance of any method or with the implementation of any system).\nFurthermore, one or more examples described herein may be implemented through the use of instructions that are executable by one or more processors. These instructions may be carried on a non-transitory computer-readable medium. Machines shown or described with figures below provide examples of processing resources and computer-readable mediums on which instructions for implementing examples disclosed herein can be carried and/or executed. In particular, the numerous machines shown with examples of the invention include processors and various forms of memory for holding data and instructions. Examples of computer-readable mediums include permanent memory storage devices, such as hard drives on personal computers or servers. Other examples of computer storage mediums include portable storage units, flash memory (such as carried on smartphones, multifunctional devices, or tablets), and/or magnetic memory. Computers, terminals, network-enabled devices (e.g., mobile devices, such as cell phones) are all examples of machines and devices that utilize processors, memory, and instructions stored on computer-readable mediums. Additionally, examples may be implemented in the form of computer-programs, or a computer usable carrier medium capable of carrying such a program.\nSystem Description\n FIG. 1 is a block diagram illustrating an example computing system 100 implementing power cell tracking and optimization, according to various examples. The computing system 100 can include a power cell interface 105 that receives power cell data from the battery management systems of any one or more of various sources, such as energy storage systems 192, vehicles 194, battery manufacturers 196, or any other solution which uses a battery/power cell as a primary or secondary source of electric energy.”. Each power cell, battery stack, or energy storage system 192 can be managed by a battery management system which monitors batteries (e.g., voltage, temperature, current, etc.) and provide and calculate useful data about the status of the batteries (e.g., state of charge, state of health, etc.).\nThe battery management system can also control and manage charging and discharging of the power cells, influencing the battery performance and capacity during the life of the power cell, protecting the battery from degradation, and maintaining the battery within a certain set of safety parameters. While many examples provided with FIG. 1 and elsewhere in this application are described specifically in context of electrical vehicles 194, in variations, the examples described are applicable to other battery-powered devices 193 which utilize a battery/power cell as a primary or secondary source of electric energy (e.g., electric vehicle, battery electric vehicle, hybrid electric vehicle, electric bus, electric watercraft, electric airplane, satellites, scooter, train, forklift, energy storage systems, home storage, industrial storage, photovoltaic connected storage, grid connected storage, power station, mobile phone, mobile device, IoT device(s), power tool, drone, leaf blower, and the like).\nAs secondary batteries are used in a variety of manners, there are varying requirements for battery management systems, and battery management system topology depends what hardware and software components are used for the power cells, and can be based on the final energy storage solution and its targeted use. In various implementations, the power cell interface 105 can communicate with communication resources providing access to battery management systems of power cells (e.g., as implemented on vehicles 194, energy storage systems 192, battery-powered devices 193, power stations, or other solutions that use battery/power cell as a primary or secondary source of electric energy) to receive the power cell data. Examples as described may be applicable to monitoring power cells during first life, second life or any subsequent additional life.\nAs described herein, the power cell data can comprise nameplate information of the power cell, such as the chemistry parameters of the power cell, the entity name of the producer, the type of battery cell chemistry, time of production, temperature tolerances, stated or estimated calendar life, estimated cycles, c-rate, cell voltage ratings, energy density, depth of discharge, and any other available data from the power cell manufacturer 196. As further described herein, the power cell data can further include nominal capacity of the power cell solution (e.g., total capacity), usable capacity of the power cell solution (e.g., permitted capacity), data corresponding to the setup of the battery management system of the power cell solution (e.g., limitations on charging speed, discharging, etc.), general parameters about power cells and their performance for each particular battery chemistry (e.g., industry standards), and the like.\nIn certain aspects, the power cell data can further include time series data (e.g., atomic and/or aggregated data from the BMS of the power cell). such as current limits, the current read from a direct current bus, stack voltage of the power cell(s), cell voltage statistics, cell voltage locations, temperature statistics, temperature measurement locations, contactor states, and the like. The power cell data can further indicate a battery management system safety factor, and fault data of each power cell. In certain examples, the power cell data can further comprise information corresponding to the deployment of the power cell(s), such as the usage of the power cell, distance traveled (e.g., mileage from an odometer), and the end-user of the power cell (e.g., electric vehicle, battery electric vehicle, hybrid electric vehicle, electric bus, electric watercraft, electric airplane, scooter, train, forklift, mobile phone, mobile device, IoT device, power tool, drone, energy storage systems, home storage, industrial storage, photovoltaic connected, grid connected storage, power station, and the like). In some aspects, the power cell data can also indicate the battery mode (e.g., island mode), frequency regulation, and/or time shift.\nIn certain implementations, the power cell interface 105 can receive additional data from the battery-powered devices 193 and/or vehicles 194. For example, the power cell interface 105 can receive or otherwise assess sensor data from vehicle sensors or sensors from a battery powered device, such as diagnostic or telemetry sensors, an inertial measurement unit, positioning system, battery and/or energy storage system, and the like. Such data may also originate from the vehicle's on-board computers or memory, and can identify any faults, service requirements, current operability, and the like. In such examples, the computing system 100 can perform additional calculations with different results than ABEL, such as where power cell data is not needed as a primary or necessary source of data. For example, a vehicle manufacturer may provide data from other sensors of their vehicles, enabling the computing system 100 to calculate failures of certain spare parts or vehicle systems, and/or calculate predictive maintenance for additional components of the vehicle 194.\nThe power cell data can be accessed by the power cell interface 105 using a controller area network (CAN) communication protocol, ModBus communication protocol (like ModBus TCP), or any other communication protocol (e.g., leveraging JavaScript Object Notation (JSON) or any other communication means). In variations, the power cell data can be accessed or received by the power cell interface 105 over one or more networks 180 using any type of communications protocol (e.g., wireless or wired networks).\nIn various examples, the computing system 100 can include a power cell data compiler 120 which can organize and store the power cell data into data logs 147 of a database 145. In some aspects, the database 145 can comprise a central storage facility for the data logs 147 (e.g., big data storage). In certain examples, the power cell data compiler 120 can associate each power cell with a unique identifier (e.g., a vehicle identification number of a vehicle in which the power cell is installed). In variations, the data compiler 120 can associate each energy storage system 192, battery-powered device 193, vehicle 194, battery string, battery stack, or other end usage object in which more than one power cell is packaged, with a single unique identifier for managing the power cell data received from the power cells in the data logs 147.\nIn various aspects, the computing system 100 can further include a distributed ledger interface 115 that transmits the compiled power cell data and or the data logs 147 for each power cell or power cell package to a distributed ledger 185 (e.g., a blockchain) to ensure that the data and/or data logs 147 are secure and completely reliable. As provided herein, the distributed ledger 185 can comprise a peer-to-peer network of nodes or computing systems executing one or more consensus computer models or algorithms to ensure that the data logs 147 are replicated across the nodes.\nAccording to examples described herein, the computing system 100 can further include an end-of-life (EoL) machine learning engine 140, which can execute one or more machine learning models to determine ABELs for power cells, and to continuously improve the accuracy of these calculations. It is contemplated that the EoL machine learning engine 140 can determine an ABEL for each power cell or power cell package (e.g., of a vehicle 194) based on the historical power cell data recorded in the data logs 147 by the data compiler 120. For example, each iteration of data collection by the power cell data compiler 120 can trigger the EoL machine learning engine 140 to determine a new or updated ABEL for a given power cell of an ESS 192, battery-powered device 193, electric vehicle 194, and the like. As another example, the EoL machine learning model 140 can be triggered to determine an ABEL of a particular power cell or energy storage system 192 upon request from a user 177 or other entity that uses, views or processes output of the computing system 100.\nThe EoL machine learning engine 140 can determine ABELs for a particular power cell given the current data in the data log 147 of that power cell. As described, these data may be organized using a unique identifier for the power cell and timestamps indicating when the data were collected. Accordingly, the EoL machine learning engine 140 can determine an ABEL for a battery given the entire historical record of the battery. The EoL machine learning engine 140 can also access or receive, as learning input, new power cell data periodically or dynamically received from the battery management systems, communication or processing interface, and/or IoT chips of the usage sources (e.g., energy storage systems 192, battery-powered devices 193, electric vehicles 194, power stations, etc.). The EoL machine learning engine 140 can utilize any newly received data to confirm or adjust previous ABEL calculations for a given power cell in order to continuously improve such calculations.\nThe EoL machine learning engine 140 can comprise computational resources executing a set of machine learning models or algorithms having a goal of accurate and reliable ABEL determinations. Such ABEL determination can be utilized by primary and or secondary power cell markets to promote the full usage of power cell capacity and significantly reducing and/or eventually eliminating waste. In providing accurate, unmanipulated and immutable ABEL reports to users 177—such as prospective used vehicle owners, current vehicle 194 owners, second life battery assemblers, prospective used battery-powered device buyers, current owners of battery-powered devices 193, or other entities that may otherwise use, view or process the output of the computing system 100—the computing system 100 and distributed ledger 185 offers a technical solution to various technical problems existing in the field of secondary power cell use.\nThe ABEL reports provided by the EoL machine learning engine 140 can comprise ABEL calcu | A computing system can receive and compile power cell data, and in certain examples, the power cell data can be distributed to a distributed ledger. The computing system can further determine approximate battery end of life (ABEL) for each power cell based on a compiled historical record of power cell data. Based on the determined ABEL, the computing system can generate ABEL reports for users, determine optimal settings for a power cell or battery-powered device, and/or transmit notifications to users, to facilitate power cell usage optimization, and/or optimal repurposing or recycling timing. | US:16/539,540 | https://patentimages.storage.googleapis.com/95/a3/d5/47e25ff2895c63/US11535122.pdf | US:11535122 | Michal Sastinsky | Batterycheck SRO | US:20120075107:A1, US:20130085696:A1, US:20140019001:A1, EP:2790262:A1, US:20170358041:A1, WO:2016040823:A1, CN:105676139:A, US:20190036178:A1 | 2022-12-27 | 2022-12-27 | 1. A computing system comprising:\na network communication interface communicating, over one or more networks, with power cell sources;\none or more processors; and\none or more memory resources storing instructions that, when executed by the one or more processors, cause the computing system to:\nreceive, over the one or more networks, power cell data from the power cell sources;\nbased, at least in part, on the power cell data specific to a given power cell of the power cell sources, determine an approximate battery end of life (ABEL) for the given power cell;\ndistribute the power cell data to a distributed ledger for storage with a unique identifier for the given power cell;\nstore the ABEL of the given power cell on the distributed ledger with the unique identifier; and\ngenerate an ABEL report for the given power cell based on the determined ABEL for the given power cell;\nwherein the ABEL report comprises a trusted certificate of accuracy based on the power cell data and the ABEL being stored on the distributed ledger.\n\n, a network communication interface communicating, over one or more networks, with power cell sources;, one or more processors; and, one or more memory resources storing instructions that, when executed by the one or more processors, cause the computing system to:\nreceive, over the one or more networks, power cell data from the power cell sources;\nbased, at least in part, on the power cell data specific to a given power cell of the power cell sources, determine an approximate battery end of life (ABEL) for the given power cell;\ndistribute the power cell data to a distributed ledger for storage with a unique identifier for the given power cell;\nstore the ABEL of the given power cell on the distributed ledger with the unique identifier; and\ngenerate an ABEL report for the given power cell based on the determined ABEL for the given power cell;\nwherein the ABEL report comprises a trusted certificate of accuracy based on the power cell data and the ABEL being stored on the distributed ledger.\n, receive, over the one or more networks, power cell data from the power cell sources;, based, at least in part, on the power cell data specific to a given power cell of the power cell sources, determine an approximate battery end of life (ABEL) for the given power cell;, distribute the power cell data to a distributed ledger for storage with a unique identifier for the given power cell;, store the ABEL of the given power cell on the distributed ledger with the unique identifier; and, generate an ABEL report for the given power cell based on the determined ABEL for the given power cell;, wherein the ABEL report comprises a trusted certificate of accuracy based on the power cell data and the ABEL being stored on the distributed ledger., 2. The computing system of claim 1, wherein the power cell data is received from battery management systems., 3. The computing system of claim 2, wherein the battery management systems are included on at least one of electric vehicles, hybrid vehicles, or energy storage systems., 4. The computing system of claim 1, wherein the power cell data is received from power cell manufacturers., 5. The computing system of claim 1, wherein the executed instructions further cause the computing system to:\ndetermine contextual information for at least one of the given power cell or a user of the given power cell, the contextual information indicating at least one of a current location of the user, weather information, a schedule of the user, or traffic conditions.\n, determine contextual information for at least one of the given power cell or a user of the given power cell, the contextual information indicating at least one of a current location of the user, weather information, a schedule of the user, or traffic conditions., 6. The computing system of claim 5, wherein the executed instructions further cause the computing system to:\nbased on the contextual information and at least one of the received power cell data or the determined ABEL, determine a set of optimization configurations for the given power cell.\n, based on the contextual information and at least one of the received power cell data or the determined ABEL, determine a set of optimization configurations for the given power cell., 7. The computing system of claim 6, wherein the executed instructions further cause the computing system to:\ntransmit the set of optimization configurations to a battery management system of the given power cell for execution.\n, transmit the set of optimization configurations to a battery management system of the given power cell for execution., 8. The computing system of claim 6, wherein the executed instructions further cause the computing system to:\ntransmit a notification to a computing device of the user, the notification indicating one or more warnings or recommendations to either maximize the ABEL for the given power cell or prevent damage to the given power cell.\n, transmit a notification to a computing device of the user, the notification indicating one or more warnings or recommendations to either maximize the ABEL for the given power cell or prevent damage to the given power cell., 9. The computing system of claim 1, wherein the executed instructions cause the computing system to (i) receive, over the one or more networks, updated power cell data from the power cell sources periodically, and (ii) distribute the updated power cell data to the distributed ledger with the unique identifier for the given power cell., 10. The computing system of claim 9, wherein the executed instructions further cause the computing system to:\ndetermine, based on the updated power cell data for the given power cell, that the given power cell is operating outside a set of optimal performance ranges.\n, determine, based on the updated power cell data for the given power cell, that the given power cell is operating outside a set of optimal performance ranges., 11. The computing system of claim 10, wherein the executed instructions further cause the computing system to:\ntransmit, over the one or more networks, a set of recommendations to a computing device of a user of a battery-powered device being powered by the given power cell, the set of recommendations being provided to maximize the ABEL of the given power cell.\n, transmit, over the one or more networks, a set of recommendations to a computing device of a user of a battery-powered device being powered by the given power cell, the set of recommendations being provided to maximize the ABEL of the given power cell., 12. The computing system of claim 10, wherein the executed instructions further cause the computing system to:\ntransmit, over the one or more networks, a set of control commands to a battery-powered device being powered by the given power cell, the set of control commands causing the battery-powered device to adjust one or more operational settings in order to maximize the ABEL of the given power cell.\n, transmit, over the one or more networks, a set of control commands to a battery-powered device being powered by the given power cell, the set of control commands causing the battery-powered device to adjust one or more operational settings in order to maximize the ABEL of the given power cell., 13. The computing system of claim 12, wherein the executed instructions cause the computing system to transmit the set of control commands to an Internet of Things (IoT) chip of the battery-powered device., 14. The computing system of claim 10, wherein the executed instructions further cause the computing system to:\ndetermine, based on the updated power cell data for the given power cell, that the given power cell is within a certain threshold of its ABEL; and\ntransmit, over the one or more networks, a notification to a computing device of a user of a battery-powered device being powered by the given power cell, the notification indicating that the given power cell is within the certain threshold of its ABEL.\n, determine, based on the updated power cell data for the given power cell, that the given power cell is within a certain threshold of its ABEL; and, transmit, over the one or more networks, a notification to a computing device of a user of a battery-powered device being powered by the given power cell, the notification indicating that the given power cell is within the certain threshold of its ABEL., 15. The computing system of claim 14, wherein the notification comprises a recommendation to repurpose the given power cell as a second-life power cell or recycle the given power cell., 16. The computing system of claim 15, wherein the executed instructions further cause the computing system to:\ndetermine, from the distributed ledger, one or more additional second life power cells that each have an ABEL that is within a threshold range of the given power cell; and\nprovide, via a user interface for second-life power cell users, a set of second-life power cell packages each comprised of second life power cells that each have an ABEL that is within a threshold range of each other.\n, determine, from the distributed ledger, one or more additional second life power cells that each have an ABEL that is within a threshold range of the given power cell; and, provide, via a user interface for second-life power cell users, a set of second-life power cell packages each comprised of second life power cells that each have an ABEL that is within a threshold range of each other., 17. The computing system of claim 1, wherein the power cell data received from each of the power cell sources comprise at least one of (i) a type of battery-powered device that comprises the power cell source, or (ii) a battery chemistry of a power cell that powers the power cell source., 18. The computing system of claim 1, wherein the executed instructions further cause the computing system to:\nreceive additional data provided by the power cell sources, the additional data comprising at least one of telemetry data, diagnostic data, or sensor data from the power cell sources;\nwherein the executed instructions cause the computing system to further determine the ABEL of the given power cell based on the additional data received from the power cell sources.\n, receive additional data provided by the power cell sources, the additional data comprising at least one of telemetry data, diagnostic data, or sensor data from the power cell sources;, wherein the executed instructions cause the computing system to further determine the ABEL of the given power cell based on the additional data received from the power cell sources., 19. A non-transitory computer-readable medium storing instructions that, when executed by one or more processors, cause the one or more processors to:\nreceive, over one or more networks, power cell data from one or more power cell sources;\nbased, at least in part, on the power cell data specific to a given power cell of the one or more power cell sources, determine an approximate battery end of life (ABEL) for the given power cell;\ndetermine contextual information for at least one of the given power cell or a user of the given power cell, the contextual information indicating at least one of a current location of the user, weather information, a schedule of the user, or traffic conditions; and\nbased on the contextual information and at least one of the received power cell data or the determined ABEL, determine a set of optimization configurations for the given power cell.\n, receive, over one or more networks, power cell data from one or more power cell sources;, based, at least in part, on the power cell data specific to a given power cell of the one or more power cell sources, determine an approximate battery end of life (ABEL) for the given power cell;, determine contextual information for at least one of the given power cell or a user of the given power cell, the contextual information indicating at least one of a current location of the user, weather information, a schedule of the user, or traffic conditions; and, based on the contextual information and at least one of the received power cell data or the determined ABEL, determine a set of optimization configurations for the given power cell., 20. A computer-implemented method of maximizing approximate battery end of life (ABEL) of power cells, the method being performed by one or more processors and comprising:\nreceiving, over one or more networks, power cell data from one or more power cell sources;\nbased, at least in part, on the power cell data specific to a given power cell of the one or more power cell sources, determining an approximate battery end of life (ABEL) for the given power cell;\ndistributing the power cell data to a distributed ledger for storage with a unique identifier for the given power cell; and\nstoring the ABEL of the given power cell on the distributed ledger with the unique identifier;\nreceiving, over the one or more networks, updated power cell data from the power cell sources periodically;\ndistributing the updated power cell data to the distributed ledger with the unique identifier for the given power cell;\ndetermining, based on the updated power cell data for the given power cell, that the given power cell is operating outside a set of optimal performance ranges; and\ntransmitting, over the one or more networks, a set of recommendations to a computing device of a user of a battery-powered device being powered by the given power cell, the set of recommendations being provided to maximize the ABEL of the given power cell.\n, receiving, over one or more networks, power cell data from one or more power cell sources;, based, at least in part, on the power cell data specific to a given power cell of the one or more power cell sources, determining an approximate battery end of life (ABEL) for the given power cell;, distributing the power cell data to a distributed ledger for storage with a unique identifier for the given power cell; and, storing the ABEL of the given power cell on the distributed ledger with the unique identifier;, receiving, over the one or more networks, updated power cell data from the power cell sources periodically;, distributing the updated power cell data to the distributed ledger with the unique identifier for the given power cell;, determining, based on the updated power cell data for the given power cell, that the given power cell is operating outside a set of optimal performance ranges; and, transmitting, over the one or more networks, a set of recommendations to a computing device of a user of a battery-powered device being powered by the given power cell, the set of recommendations being provided to maximize the ABEL of the given power cell. | US | United States | Active | B | True |
| 106 | 电动车辆热管理系统和使用该系统的电动车辆 \n | CN207790351U | 相关申请的参见引用本申请是于2016年3月15日递交、申请号为201620197230.6、名称为电动车辆热管理系统和使用该系统的电动车辆的实用新型专利申请的分案。本申请要求2015年3月16日提交的美国临时专利申请No.62/133,991 和2015年4月22日提交的美国临时专利申请No.62/150,848的优先权，所述临时专利申请的全部公开内容以引用的方式并入本文，以用于达到本说明书的所有目的、用途或要求。技术领域本公开的示例性实施例涉及车辆的热管理系统，并且尤其涉及电动车辆领域。背景技术现有的电动车辆的客舱中的温度通常由空调系统调节，以为客舱中的乘员保持舒适的温度范围。此外，电池可用作电动车辆的动力源。电池也用作电动车辆内空调系统的能量源。然而，电动车辆内的空调系统通常消耗大量的电池电力，这最终影响电动车辆的续航里程。由于电动车辆的续航里程是电动车辆非常重要的方面，因此电动车辆中的电力的有效利用是期望的。实用新型内容本公开的示例性实施例可以解决至少某些上述问题。例如，根据示例性实施例，电动车辆热管理系统和使用该热管理系统的电动车辆可以有效地节省电动车辆的大量电力。根据本公开的第一方面，本公开提供了一种电动车辆热管理系统，所述系统借助于从电动车辆的电池和/或电动马达吸收的热量来加热所述电动车辆的客舱，所述系统包括第一冷却路径，其中，冷却液在所述第一冷却路径中循环，并且所述冷却液经过所述电池并与所述电池进行热交换；第二冷却路径，其中，所述冷却液在所述第二冷却路径中循环，并且所述冷却液经过所述电动马达并与所述电动马达进行热交换；第三冷却路径，其中，所述第三冷却路径包括入口和出口，并且所述入口和所述出口流体连通；并且其中，所述冷却液流经所述第一冷却路径，并且所述冷却液流经所述第二冷却路径，其中，来自所述第一冷却路径的所述冷却液和来自所述第二冷却路径的所述冷却液在所述第三冷却路径的所述入口处汇合，流经所述第三冷却路径，然后在所述第三冷却路径的所述出口处分流，以重新流入所述第一冷却路径和所述第二冷却路径。根据本公开的另外的方面，本公开提供了一种使用上述车辆热管理系统的电动车辆。该电动车辆包括客舱；电池；电驱动马达；以及热管理系统，该热管理系统被配置成借助于从该电池或该电驱动马达中的至少一个吸收的热量来加热该客舱，该热管理系统包括第一冷却路径，其中，冷却液在该第一冷却路径中循环，并且该冷却液经过该电池并与该电池进行热交换；第二冷却路径，其中，该冷却液在该第二冷却路径中循环，并且该冷却液经过该电驱动马达并与该电驱动马达进行热交换；第三冷却路径，其中，该第三冷却路径包括入口和出口，并且该入口和该出口流体连通；并且其中，来自该第一冷却路径的该冷却液和来自该第二冷却路径的该冷却液在该第三冷却路径的该入口处汇合，流经该第三冷却路径，然后在该第三冷却路径的该出口处分流，以重新流入该第一冷却路径和该第二冷却路径。根据本实用新型的又一些方面，还可以提供一种电动车辆热管理系统，所述系统借助于从电动车辆的电池和/或电动马达吸收的热量来加热所述电动车辆的客舱，所述系统包括：第一冷却路径，所述电池在所述第一冷却路径中，其中，冷却液在所述第一冷却路径中循环，并且所述冷却液经过所述电池并与所述电池进行热交换；第二冷却路径，所述电动马达在所述第二冷却路径中，其中，所述冷却液在所述第二冷却路径中循环，并且所述冷却液经过所述电动马达并与所述电动马达进行热交换，并且，其中所述第一和第二冷却路径是互相分开且独立的；以及第一散热器，其中，所述第一散热器选择性地连接至所述第一冷却路径和所述第二冷却路径中的至少一个路径，并且所述第一散热器通过散发由流经所述第一冷却路径和所述第二冷却路径中的所述至少一个路径的冷却液吸收的热量来将热源提供给所述客舱。根据本实用新型的又一些方面，还可以提供一种电动车辆，所述电动车辆包括：客舱；电池；电驱动马达；以及热管理系统，所述热管理系统被配置成借助于从所述电池或所述电驱动马达中的至少一个吸收的热量来加热所述客舱，所述热管理系统包括：第一冷却路径，所述电池在所述第一冷却路径中，其中，冷却液在所述第一冷却路径中循环，并且所述冷却液经过所述电池并与所述电池进行热交换；第二冷却路径，所述电驱动马达在所述第二冷却路径中，其中，所述冷却液在所述第二冷却路径中循环，并且所述冷却液经过所述电驱动马达并与所述电驱动马达进行热交换，并且，其中所述第一冷却路径和所述第二冷却路径是互相分开且独立的；以及第一散热器，其中，所述第一散热器选择性地连接至所述第一冷却路径和所述第二冷却路径中的至少一个路径，并且其中，所述第一散热器通过散发由流经所述第一冷却路径和所述第二冷却路径中的所述至少一个路径的冷却液吸收的热量来将热源提供给所述客舱。此外，与现有技术相比，本公开的一些实施例至少具有以下优点：在产热部件有效散热的同时，所述部件产生的热量被有效地传递到客舱，以便在需要时加热客舱。因此，可以有效地节省电动车辆的电力，从而增加电动车辆的续航里程。本实用新型的附加特征、优点和实施例可以从以下具体实施方式、附图和权利要求的考虑来阐述或显而易见。此外，应理解，本实用新型的以上实用新型内容和以下具体实施方式是示例性的，并且旨在提供进一步解释而非限制所要求保护的本实用新型的范围。然而，具体实施方式和具体实例仅指示本实用新型的优选实施例。本实用新型的精神和范围内的各种变化和修改将从此具体实施方式而变得对于本领域技术人员显而易见。附图说明附图被包括在内以提供对本实用新型的进一步理解，附图被并入此说明书中并构成此说明书的一部分、图示本实用新型的实施例并且与具体实施方式一起用来解释本实用新型的原理。并未试图更详细地展示对于本实用新型的基本理解而言可能不必要的结构细节和可能实践本实用新型的各种方式。在附图中：图1示出了根据本公开的示例性实施例的电动车辆热管理系统的简化的工作原理图；图2示出了根据本公开的示例性实施例的电动车辆热管理系统的更详细的示意图；图3示出了根据本公开的示例性实施例的电动车辆热管理系统的控制框图。具体实施方式以下将参考构成描述的一部分的附图对本公开的各种实例实施例进行描述。应该理解，虽然在本公开中使用表示方向的术语，诸如“前”、“后”、“上”、“下”、“左”、“右”等，用于描述本公开的各种示例性结构部分和元件，但是本文使用这些术语仅用于方便说明的目的，并且这些术语是基于附图中展示的示例性方位来确定的。由于本公开所公开的实施例可以根据不同的方向来布置，所以这些表示方向的术语仅用于说明而不应视为限制。在可能的情况下，本公开中使用的相同或者类似的参考标记指代相同的部件。除非另有定义，否则本文使用的所有技术术语具有与本实用新型所属领域的普通技术人员通常理解的意义相同的意义。本实用新型的实施例以及其各种特征和优点细节参照在附图中描述和/或示出并在以下描述中详述的非限制性实施例和实例来更充分地解释。应注意，附图中所示出的特征不必按比例绘制，并且如技术人员将认识到的，即使本文并未明确陈述，一个实施例的特征也可以用于其他实施例。可以省略熟知部件和处理技术的描述以免不必要地模糊本实用新型的实施例。本文使用的实例仅旨在便于对可以实践本实用新型的方式的理解和进一步使得本领域技术人员能够实践本实用新型的实施例。因此，本文的实例和实施例不应解释为限制本实用新型的范围，本实用新型的范围仅由随附权利要求和适用法律限定。此外，应注意，相同参考标记在附图的几个视图中指代类似的部分。根据本公开的示例性实施例的电动车辆热管理系统能够借助于从电池和马达散发的热量来为客舱供热。具体而言，根据一些实施例的电动车辆热管理系统可将电池和/或马达的冷却液路径连接到能够将热量散发到客舱中的散热器。此外，散热器通过由冷却液吸收的来自电池和/或马达的热量来向客舱供热。在一些实施例中，电动车辆热管理系统也可选择不向客舱供热。因此，热管理系统的示例性实施例具有各种工作模式，这些工作模式通过客舱是否需要供热和/或产生热量的部件的温度状况来确定。下面将参照图1描述这些工作模式。图1示出了根据本公开的示例性实施例的电动车辆热管理系统的简化的工作原理图。图1描绘了热管理系统如何通过电池和/或马达的散热来将供热传递到客舱。也就是说，产热部件(例如，电池和/或马达)产生的热量可以传递到客舱。如图1所示，电动车辆热管理系统可包括冷却回路，并且冷却回路可包括第一冷却路径A、第二冷却路径B和第三冷却路径C。冷却液可以在冷却路径A、B和C中的每个冷却路径中循环。第一冷却路径A中的冷却液流经电池101以与电池101进行热交换，并且第二冷却路径B中的冷却液流经马达102以与马达102进行热交换。第三冷却路径C包括入口和出口。详细地，冷却液分别流经第一冷却路径A和第二冷却路径B，并且在第三冷却路径C 的入口处汇合。接着，冷却液流经第三冷却路径C，然后在第三冷却路径C 的出口处分流，以重新流入第一冷却路径A和第二冷却路径B中的每一个。在一些实施例中，第三冷却路径C的入口可以指第一冷却路径A和第二冷却路径B中的冷却液的汇合位置，而不是固定的位置。在其它实施例中，第三冷却路径C的入口可以指固定的位置。另外，在一些实施例中，该位置可根据热管理系统的不同工作模式而变化，这可以从下面的描述看出。此外，虽然图1示出电池101连接到第一冷却路径A，并且马达102连接到第二冷却路径B，但在一些实施例中，电池101和马达102可以是其它产热部件。在一些实施例中，在第一冷却路径A和第二冷却路径B的每一个中可以设置有一个以上的产热部件。在其它实施例中，冷却回路可包括多于两个冷却路径。例如，可以在冷却回路中使用四个或五个冷却路径，每个冷却路径连接到至少一个产热部件。仍然参看图1，第一散热器103设置在电动车辆热管理系统中，第一散热器103布置在客舱1附近，并且从第一散热器散发的热量被用于向客舱1 供热或加热客舱1。第一散热器103根据不同情况以可切换的方式连接在第一冷却路径A、第二冷却路径B或第三冷却路径C中的一个路径中。第一散热器103也可与所有三个路径分离，从而实现热管理系统的不同工作模式。可以通过将阀装置布置在沿着第一冷却路径A、第二冷却路径B和第三冷却路径C的不同位置来实现工作模式之间的切换。阀装置包括布置在第一冷却路径A中的第一开关107和布置在第二冷却路径B中的第二开关108。热管理系统还可包括第二散热器113，并且第二散热器113通过开关114选择性地连接在冷却回路中或从冷却回路断开。第二散热器113可以将冷却液的热量散发到车辆外部，并且开关114可以是三向阀。当需要将电池101和/或马达102的热量散发到车辆外部时，可以通过切换开关114而将第二散热器113连接在冷却回路中。具体而言，在第一冷却路径A中，冷却液流经电池101，然后流入第一开关107。通过切换第一开关107，第一冷却路径A中的冷却液可被导向成先流经第一散热器103然后流入第三冷却路径C的入口(例如，开关114)，或者直接流入第三冷却路径C的入口(例如，绕过第一散热器103)。在第二冷却路径B中，冷却液流经马达102，然后流入第二开关108。通过切换第二开关108，第二冷却路径B中的冷却液可被导向成先流经第一散热器 103然后流入第三冷却路径C的入口(例如，开关114)，或者直接流入第三冷却路径C的入口(例如，绕过第一散热器103)。通过第一开关107和第二开关108的组合作用，热管理系统可实现各种工作模式。作为示例，第一开关107和第二开关108可使用三向阀。然而，第一开关107和第二开关108不限于为三向阀。在一些实施例中，第一开关 107和第二开关108可以是其它类型的阀。另外，在一些实施例中，第一开关107的阀或开关的类型可以不同于第二开关108的阀或开关的类型。上述切换可通过使用三向阀选择循环路径来实现。下面将参照图1详细描述热管理系统的各种工作模式。在第一工作模式中，第一散热器103可以连接在沿着第一冷却路径A的位置处，并且热管理系统仅使用从电池101散发的热量来为客舱1供热。第一开关107可以将第一散热器103与第一冷却路径A相连接，使得第一冷却路径A中的冷却液在经过第一开关107之后沿着图1中的实线流经第一散热器103，然后到达第三冷却路径C。第一散热器103可以通过第二开关108 与第二冷却路径B断开，使得第二冷却路径B中的冷却液在流经马达102之后直接沿着图1中的虚线流入第三冷却路径C。此外，开关114将第二散热器113在沿着第三冷却路径C的位置处连接在冷却回路中，使得在流经马达 102的冷却液与流经第一散热器103的冷却液汇合之后，汇合的冷却液经由开关114流入第二散热器113。因此，由冷却液从马达吸收的热量可通过第二散热器113散发到车辆外部。在第二工作模式中，第一散热器103可以连接到第二冷却路径B，并且热管理系统仅使用从马达102散发的热量来为客舱1供热。第二开关108可以将第一散热器103与第二冷却路径B相连接，使得第二冷却路径B中的冷却液在经过第二开关108之后沿着图1中的实线流经第一散热器103，然后到达第三冷却路径C。第一散热器103可以通过第一开关107与第一冷却路径A分离，使得第一冷却路径A中的冷却液在流经电池101之后沿着图1中的虚线直接流入第三冷却路径C。开关114将第二散热器113在沿着第三冷却路径C的位置处连接在冷却回路中，使得在流经电池101的冷却液与流经第一散热器103的冷却液汇合之后，汇合的冷却液经由开关114流入第二散热器113，并且由冷却液从电池101吸收的热量可通过第二散热器113散发到车辆外部。在第三工作模式中，热管理系统使用从电池101和马达102散发的热量来为客舱1供热或加热客舱1。第一开关107将第一散热器103与第一冷却路径A相连接，使得第一冷却路径A中的冷却液在经过第一开关107之后沿着图1中的实线流经第一散热器103。此外，第二开关108也将第一散热器 103与第二冷却路径B相连接，使得第二冷却路径B中的冷却液在经过第二开关108之后沿着图1中的实线流经第一散热器103。第一冷却路径A和第二冷却路径B中的冷却液在进入第一散热器103之时或之前汇合。此时，第一散热器103实际上连接在第三冷却路径C中。开关114将第二散热器113 与冷却回路断开，并且第一散热器103中汇合的冷却液在离开第一散热器 103之后沿着图1中的虚线重新流入电池和马达。在第四工作模式中，热管理系统不向客舱1供热，并且第一散热器103 与第一冷却路径A、第二冷却路径B和第三冷却路径C全部断开。第一开关 107将第一散热器103从第一冷却路径A断开，使得第一冷却路径A中的冷却液在流经电池101之后沿着图1中的虚线直接流入第三冷却路径C。此外，第二开关108也将第一散热器103从第二冷却路径B断开，使得第二冷却路径B中的冷却液在流经马达102之后沿着图1中的虚线直接流入第三冷却路径C。开关114可以将第二散热器113连接到冷却回路作为第三冷却路径C 的一部分，使得在流经电池101的冷却液与流经马达102的冷却液汇合之后，合并的冷却液经由开关114流入第二散热器113。因此，由冷却液从电池 101和马达102吸收的热量可通过第二散热器113散发到车辆外部。通过图1中的布置，从车辆的部件散发的热量可被有效地利用以加热客舱，并且同时，电池的工作温度可以不受产生热量的其它部件影响。例如，电池101对温度相对敏感。为了保证电池101有效地工作，电池101的温度需要维持在稳定的工作温度范围内。通过将电池101和马达102分别布置在两个独立的冷却路径中，可以减少马达102散热和电池101散热的相互影响。另外，通过这样的布置，第一散热器103的热源可根据不同情况选择性地由电池101或马达102提供或由电池101和马达102同时提供。因此，通过这样的布置，产生热量的部件的正常散热不受影响，并且同时，可以根据车辆的实际情况为客舱1灵活地选择热源。现在参照图2。图2示出了根据本公开的示例性实施例的电动车辆热管理系统的更详细的示意图。为简洁起见，下面将参照图2详细地描述除了如图1中所示的产生热量的部件以及第一和第二散热器之外的热管理系统中的其它部件。如图2所示，除了电池101和第一开关107之外，泵104和加热器111 也连接在第一冷却路径A中。泵104用于将冷却液泵送至第一冷却路径A中的产热部件并且确定冷却液在该路径中的流速。加热器111可被选择性地启动或停止，以选择性地对第一冷却路径中的冷却液进行热处理。在一些实施例中，加热器111的位置可以布置在电池101的上游，使得冷却液可以先流经加热器111，然后流经电池101。由于这样的布置，当电池101的温度相对较低时，加热器111可迅速地帮助升高电池101的温度。在其它实施例中，加热器111也可布置在第一冷却路径A中的其它位置或其它冷却路径中。在一些实施例中，热管理系统还包括制冷器109，其通过开关110选择性地连接在第一冷却路径A中，使得制冷器109可选择性地对第一冷却路径 A中的冷却液进行冷却处理。作为示例，开关110可适于使用两个三向阀的组合。在一些实施例中，由于电池101与马达102和其它部件相比具有较高的工作温度要求，因此制冷器109可布置成能够与第一冷却路径A进行热交换。在其它实施例中，制冷器109布置成能够与第二冷却路径B或第三冷却路径C进行热交换。除了马达102和第二开关108之外，其它产热部件112和泵105也可连接在第二冷却路径B中。泵105用于将冷却液泵送到该路径中的部件，并且确定冷却液在该路径中的流速。其它产热部件112可包括例如充电器。其它产热部件112通过第二冷却路径B散发热量。此外，当第二开关108将第二冷却路径B与第一散热器103连接时，其它发热部件112的热量也被传递到第一散热器103，从而为客舱1提供热量。在其它实施例中，其它产热部件 112也可布置在其它冷却路径中。在一些实施例中，冷却液源106还可连接在第三冷却路径C中并且用来在冷却路径中的冷却液存在损耗时将冷却液供应至冷却路径。在其它实施例中，冷却液源106也可布置在第一冷却路径A或第二冷却路径B中。下面将参照如图3所示的电动车辆热管理系统的控制框图来描述根据本公开的示例性实施例的电动车辆热管理系统的控制流程。如图3所示，电动车辆热管理系统包括客舱温度传感器204、电池温度传感器203、马达温度传感器202和控制装置201。客舱温度传感器204、电池温度传感器203和马达温度传感器202分别用于检测客舱、电池和马达的温度，并且将检测到的温度信息传送到控制装置201。电动车辆可以可选地包括用于感测沿着冷却路径的各个位置的温度的温度传感器。控制装置201根据对部件温度和外部乘客指令的综合判断来控制泵104、泵105、第一开关107、第二开关108、开关110、开关114、加热器111等的动作，以使热管理系统在各种工作模式之间进行切换。例如，当车辆处于正常行驶状态时，控制装置201首先根据由乘客发送的指示客舱是否需要供热的指令来确定是将第一散热器103连接到冷却回路还是将第二散热器113连接到冷却回路。在一些实施例中，所述指令可由乘客通过按下按钮或控制位于客舱中的转盘的旋钮来发送，但本公开不限于此。在一些实施例中，如果尚未收到来自乘客的指示客舱是否需要供热的指令，那么在默认情况下，第二散热器113可以连接到冷却回路以将由冷却回路吸收的热量散发到车辆外部，同时第一散热器103与冷却回路断开。当乘客发送指示需要向客舱供热的指令时，在一些实施例中，控制装置 201可以控制第二散热器113的开关114，以将第二散热器113与冷却回路断开，并且可以控制第一开关107和第二开关108，以将第一散热器103连接到第三冷却路径C。如上文所讨论的，在一些实施例中，电池101和马达 102可以同时用于加热客舱1。因为电池101和马达102可以同时用于为客舱供热，所以供热效率相对较高。此外，控制装置201可以根据第一冷却路径A中的冷却液和/或第二冷却路径B中的冷却液的温度来控制第一开关107、第二开关108和开关114中的每一个。例如，当第一冷却路径A中的冷却液的温度远低于第二冷却路径 B中的冷却液的温度时，控制装置201可以控制第一开关107进行切换，使得第一散热器103仅与第二冷却路径B连接。可选地，控制装置201也可以控制开关114进行切换，使得第二散热器113连接到第三冷却路径C。这样，仅从马达102散发的热量被用来加热客舱1。当第二冷却路径B中的冷却液的温度远低于第一冷却路径A中的冷却液的温度或电动车辆的电池101处于充电状态时，控制装置201可以控制第二开关108进行切换，使得第一散热器103仅与第一冷却路径A连接。可选地，控制装置201也可以控制开关 114进行切换，使得第二散热器113连接到第三冷却路径C。这样，仅从电池101散发的热量被用来加热客舱1。用于客舱的热源的选择不限于上述情况。在一些实施例中，可以根据车辆实际检测到的情况来灵活地选择控制策略，并且可以根据客舱是否需要供热和/或产生热量的部件的温度状况来选择热管理系统的不同工作模式。控制装置201也可根据由乘客发送的指示不需要向客舱供热的指令来控制第一开关107和第二开关108进行切换，使得第一散热器103与第一冷却路径、第二冷却路径和第三冷却路径全部断开，并且控制开关114进行切换，使得第二散热器113与第三冷却路径C连接。在一些示例性实施例中，控制装置201可以使用电池101的温度来确定如何控制电动车辆的各种部件。例如，电池101的温度随着车辆的行驶而持续升高，当电池101的温度达到第一预设温度(例如，40℃)时，控制装置 201控制泵104使其加速，以增加第一冷却路径A中的冷却液的流速，从而加快电池101的散热。当电池101的温度进一步升高至第二预设温度(例如，60℃)时，控制装置201控制开关110进行切换，以使制冷器109能够与第一冷却路径A进行热交换，从而快速冷却电池101。同时，控制装置201控制第二冷却路径 B中的泵105使其减速或停止，以减小第二冷却路径中的冷却液的流速。这里，冷却液的流速减小，因为此时第一冷却路径A中的冷却液的温度低于第二冷却路径B中的冷却液的温度，这样，第一冷却路径A中的冷却液可以通过第三冷却路径C流入第二冷却路径B。如果泵105的转速未降低，那么第二冷却路径B中的冷却液的温度可能被不必要地降低，因此，马达102的正常工作温度可能受到影响。此外，当马达102的温度过高时，控制装置201可以控制泵105使其加速，以增加第二冷却路径B中的冷却液的流速，从而加快马达102的散热。当车辆开始起动时，根据电池101的温度，控制装置201进一步评估电池是否需要被加热，以便将电池的温度迅速地升高至足以让电池正常运行的温度。当评估电池需要被加热时，控制装置201控制加热器111使其启动，并且加热器111的热量将帮助迅速地升高电池101的温度。此外，当客舱的温度相对较低时，或当乘客(例如，使用按钮或拨盘) 发出加热客舱的指令时，控制装置201也可控制加热器111启动，并且由加热器111提供的热量也将向客舱1供热。通过采用上述热管理系统，本公开通过使用由冷却液从电池和/或马达吸收的热量来为客舱供热，使得电动车辆的电力可被有效地利用，从而增加电动车辆的续航里程。本公开还提供了一种使用上述车辆热管理系统的电动车辆，电动车辆的其它部分可采用现有电动车辆的结构，并且该车辆热管理系统与上文提及的大致相同，这里将不再赘述。虽然已参照附图中所示的具体实施例对本公开进行了描述，但应当理解，在不脱离本公开的精神、范围和背景的情况下，由本公开提供的电动车热管理系统可具有各种变型。以上给出的描述仅仅是说明性的，而并不意味着是本实用新型的所有可能的实施例、应用或修改的排他性列表。本领域的普通技术人员还应意识到，本公开中公开的实施例中的参数可以以不同的方式改变，并且这些改变应落入本公开和权利要求的精神和范围内。因此，在不脱离本实用新型的范围和精神的情况下，本实用新型所描述的方法和系统的各种修改和变型对于本领域的技术人员将是显而易见的。 | 本申请提供了一种电动车辆热管理系统和一种使用该系统的电动车辆，其中，客舱通过从电池和/或马达散发的热量来加热，并且所述电池和所述电动马达连接在不同的冷却路径中。热量通过使用由冷却液从所述电池和/或所述马达吸收的热量而被供应至所述客舱，使得所述电动车辆的电力能够被有效地利用，从而增加所述电动车辆的续航里程。本申请提供的电动车辆热管理系统和使用该热管理系统的电动车辆可以有效地节省电动车辆的大量电力。 | CN:201621242097.8U | https://patentimages.storage.googleapis.com/5e/28/5e/63f24fe0211c2e/CN207790351U.pdf | CN:207790351:U | 郑明杰 | Thunder Power New Energy Vehicle Development Co Ltd | NaN | Not available | 2018-08-31 | 1.一种电动车辆热管理系统，所述系统借助于从电动车辆的电池和/或电动马达吸收的热量来加热所述电动车辆的客舱，其特征在于，所述系统包括：, 第一冷却路径，其中，冷却液在所述第一冷却路径中循环，并且所述冷却液经过所述电池并与所述电池进行热交换；, 第二冷却路径，其中，所述冷却液在所述第二冷却路径中循环，并且所述冷却液经过所述电动马达并与所述电动马达进行热交换；, 第三冷却路径，其中，所述第三冷却路径包括入口和出口，并且所述入口和所述出口流体连通；以及, 其中，所述冷却液流经所述第一冷却路径，并且所述冷却液流经所述第二冷却路径，, 其中，来自所述第一冷却路径的所述冷却液和来自所述第二冷却路径的所述冷却液在所述第三冷却路径的所述入口处汇合，流经所述第三冷却路径，然后在所述第三冷却路径的所述出口处分流，以重新流入所述第一冷却路径和所述第二冷却路径。, \n \n, 2.根据权利要求1所述的电动车辆热管理系统，其特征在于，还包括：, 阀装置，所述阀装置用于选择性地将第一散热器连接到所述第一冷却路径、所述第二冷却路径和所述第三冷却路径中的一个路径，或将所述第一散热器与所述第一冷却路径、所述第二冷却路径和所述第三冷却路径全部断开。, \n \n, 3.根据权利要求2所述的电动车辆热管理系统，其特征在于，, 所述阀装置包括第一开关和第二开关，, 所述第一开关布置在所述第一冷却路径中，并且所述冷却液流经所述电池，然后流入所述第一开关，, 通过所述第一开关，所述第一冷却路径中的所述冷却液选择性地在流经所述第一散热器之后流入所述第三冷却路径的所述入口或直接流入所述第三冷却路径的所述入口，, 所述第二开关布置在所述第二冷却路径中，并且所述冷却液流经所述电动马达，然后流入所述第二开关，并且, 通过所述第二开关，所述第二冷却路径中的所述冷却液选择性地在流经所述第一散热器之后流入所述第三冷却路径的所述入口或直接流入所述第三冷却路径的所述入口。, \n \n, 4.根据权利要求3所述的电动车辆热管理系统，其特征在于，还包括：, 控制装置，其中，所述控制装置根据所述电池的温度来控制所述第一开关的状态。, \n \n, 5.根据权利要求3所述的电动车辆热管理系统，其特征在于，还包括：, 控制装置，其中，所述控制装置根据所述电动马达的温度来控制所述第二开关的状态。, \n \n, 6.根据权利要求1所述的电动车辆热管理系统，其特征在于，还包括：, 控制装置；, 制冷器，其中，通过所述控制装置，所述制冷器选择性地连接在所述第一冷却路径中以与所述第一冷却路径中的所述冷却液进行热交换或与所述第一冷却路径断开。, \n \n, 7.根据权利要求1所述的电动车辆热管理系统，其特征在于，还包括：, 控制装置；以及, 泵，所述泵布置在所述第一冷却路径中，, 其中，当所述电池的温度达到第一预设温度时，所述控制装置控制所述第一冷却路径中的所述泵加速，以增加所述第一冷却路径中的所述冷却液的流速。, \n \n, 8.根据权利要求6所述的电动车辆热管理系统，其特征在于，还包括：, 泵，所述泵连接在所述第二冷却路径中；, 当所述电池的温度达到或超过第二预设温度时，所述控制装置控制所述制冷器与所述第一冷却路径进行热交换，并且控制所述第二冷却路径中的所述泵减速或停止，以减缓或停止所述第二冷却路径中的所述冷却液的流动。, \n \n, 9.根据权利要求3所述的电动车辆热管理系统，其特征在于，还包括：, 第二散热器，其中，所述第二散热器选择性地连接在所述第三冷却路径中或与所述第三冷却路径断开。, \n \n, 10.根据权利要求1所述的电动车辆热管理系统，其特征在于，还包括：, 控制装置；, 加热器，其中，所述第一冷却路径中的所述冷却液流经所述加热器；并且, 所述控制装置选择性地启动或停止所述加热器。, \n \n, 11.根据权利要求1所述的电动车辆热管理系统，其特征在于，还包括：, 冷却液源，其中，所述冷却液源连接在所述第三冷却路径中，以用于将所述第一冷却路径中的所述冷却液和所述第二冷却路径中的所述冷却液补充到所述电动车辆热管理系统。, 12.一种电动车辆，其特征在于，所述电动车辆包括：, 客舱；, 电池；, 电驱动马达；以及, 热管理系统，所述热管理系统被配置成借助于从所述电池或所述电驱动马达中的至少一个吸收的热量来加热所述客舱，所述热管理系统包括：, 第一冷却路径，其中，冷却液在所述第一冷却路径中循环，并且所述冷却液经过所述电池并与所述电池进行热交换；, 第二冷却路径，其中，所述冷却液在所述第二冷却路径中循环，并且所述冷却液经过所述电驱动马达并与所述电驱动马达进行热交换；, 第三冷却路径，其中，所述第三冷却路径包括入口和出口，并且所述入口和所述出口流体连通；以及, 其中，来自所述第一冷却路径的所述冷却液和来自所述第二冷却路径的所述冷却液在所述第三冷却路径的所述入口处汇合，流经所述第三冷却路径，然后在所述第三冷却路径的所述出口处分流，以重新流入所述第一冷却路径和所述第二冷却路径。, \n \n, 13.根据权利要求12所述的电动车辆，其特征在于，还包括：, 阀装置，所述阀装置用于选择性地将第一散热器连接到所述第一冷却路径、所述第二冷却路径和所述第三冷却路径中的一个路径，或将所述第一散热器与所述第一冷却路径、所述第二冷却路径和所述第三冷却路径全部断开。, \n \n, 14.根据权利要求13所述的电动车辆，其特征在于，, 所述阀装置包括第一开关和第二开关，, 所述第一开关布置在所述第一冷却路径中，并且所述冷却液流经所述电池，然后流入所述第一开关，, 通过所述第一开关，所述第一冷却路径中的所述冷却液选择性地在流经所述第一散热器之后流入所述第三冷却路径的所述入口或直接流入所述第三冷却路径的所述入口，, 所述第二开关布置在所述第二冷却路径中，并且所述冷却液流经所述电驱动马达，然后流入所述第二开关，并且, 通过所述第二开关，所述第二冷却路径中的所述冷却液选择性地在流经所述第一散热器之后流入所述第三冷却路径的所述入口或直接流入所述第三冷却路径的所述入口。, \n \n, 15.根据权利要求14所述的电动车辆，其特征在于，还包括：, 控制装置，其中，所述控制装置根据所述电池的温度来控制所述第一开关的状态。, \n \n, 16.根据权利要求14所述的电动车辆，其特征在于，还包括：, 控制装置，其中，所述控制装置根据所述电驱动马达的温度来控制所述第二开关的状态。, \n \n, 17.根据权利要求12所述的电动车辆，其特征在于，还包括：, 控制装置；, 制冷器，其中，通过所述控制装置，所述制冷器选择性地连接在所述第一冷却路径中以与所述第一冷却路径中的所述冷却液进行热交换或与所述第一冷却路径断开。, \n \n, 18.根据权利要求12所述的电动车辆，其特征在于，还包括：, 控制装置；以及, 泵，所述泵布置在所述第一冷却路径中，, 其中，当所述电池的温度达到第一预设温度时，所述控制装置控制所述第一冷却路径中的所述泵加速，以增加所述第一冷却路径中的所述冷却液的流速。, \n \n, 19.根据权利要求17所述的电动车辆，其特征在于，还包括：, 泵，所述泵连接在所述第二冷却路径中，, 其中，当所述电池的温度达到或超过第二预设温度时，所述控制装置控制所述制冷器以与所述第一冷却路径进行热交换，并且控制所述第二冷却路径中的所述泵减速或停止，以减缓或停止所述第二冷却路径中的所述冷却液的流动。, \n \n, 20.根据权利要求14所述的电动车辆，其特征在于，还包括：, 第二散热器，其中，所述第二散热器选择性地连接在所述第三冷却路径中或与所述第三冷却路径断开。, 21.一种电动车辆热管理系统，所述系统借助于从电动车辆的电池和/或电动马达吸收的热量来加热所述电动车辆的客舱，其特征在于，所述系统包括：, 第一冷却路径，所述电池在所述第一冷却路径中，其中，冷却液在所述第一冷却路径中循环，并且所述冷却液经过所述电池并与所述电池进行热交换；, 第二冷却路径，所述电动马达在所述第二冷却路径中，其中，所述冷却液在所述第二冷却路径中循环，并且所述冷却液经过所述电动马达并与所述电动马达进行热交换，并且，其中所述第一冷却路径和所述第二冷却路径是互相分开且独立的；以及, 第一散热器，其中，所述第一散热器选择性地连接至所述第一冷却路径和所述第二冷却路径中的至少一个路径，并且所述第一散热器通过散发由流经所述第一冷却路径和所述第二冷却路径中的所述至少一个路径的冷却液吸收的热量来将热源提供给所述客舱。, \n \n, 22.根据权利要求21所述的电动车辆热管理系统，其特征在于，还包括：, 第三冷却路径，其中，所述第三冷却路径包括入口和出口，并且所述入口和所述出口互相流体连通；以及，其中流经所述第一冷却路径的所述冷却液和流经所述第二冷却路径的所述冷却液在所述第三冷却路径的所述入口处汇合，流经所述第三冷却路径，并且在所述第三冷却路径的所述出口处重新流入所述第一冷却路径和所述第二冷却路径。, \n \n, 23.根据权利要求21所述的电动车辆热管理系统，其特征在于，还包括：, 阀装置，所述阀装置用于选择性地将所述第一散热器连接到所述第一冷却路径和所述第二冷却路径中的所述至少一个路径，所述阀装置包括第一开关和第二开关，其中, 所述第一开关布置在所述第一冷却路径中，并且在所述第一冷却路径中的所述冷却液流经所述电池，然后流入所述第一开关，并且, 所述第二开关布置在所述第二冷却路径中，并且在所述第二冷却路径中的所述冷却液流经所述电动马达，然后流入所述第二开关。, \n \n, 24.根据权利要求23所述的电动车辆热管理系统，其特征在于，还包括：, 控制装置，其中，所述控制装置根据所述电池的温度来控制所述第一开关的状态。, \n \n, 25.根据权利要求23所述的电动车辆热管理系统，其特征在于，还包括：, 控制装置，其中，所述控制装置根据所述电动马达的温度来控制所述第二开关的状态。, \n \n, 26.根据权利要求21所述的电动车辆热管理系统，其特征在于，还包括：, 控制装置；, 制冷器，其中，通过所述控制装置，所述制冷器选择性地连接在所述第一冷却路径中以与所述第一冷却路径中的所述冷却液进行热交换或与所述第一冷却路径断开。, \n \n, 27.根据权利要求21所述的电动车辆热管理系统，其特征在于，还包括：, 控制装置；以及, 泵，所述泵布置在所述第一冷却路径中，, 其中，当所述电池的温度达到第一预设温度时，所述控制装置控制所述第一冷却路径中的所述泵加速，以增加所述第一冷却路径中的所述冷却液的流速。, \n \n, 28.根据权利要求26所述的电动车辆热管理系统，其特征在于，还包括：, 泵，所述泵连接在所述第二冷却路径中；, 当所述电池的温度达到或超过第二预设温度时，所述控制装置控制所述制冷器与所述第一冷却路径进行热交换，并且控制所述第二冷却路径中的所述泵减速或停止，以减缓或停止所述第二冷却路径中的所述冷却液的流动。, \n \n, 29.根据权利要求22所述的电动车辆热管理系统，其特征在于，还包括：, 第二散热器，其中，所述第二散热器选择性地连接在所述第三冷却路径中或与所述第三冷却路径断开。, \n \n, 30.根据权利要求21所述的电动车辆热管理系统，其特征在于，还包括：, 控制装置；, 加热器，其中，所述第一冷却路径中的所述冷却液流经所述加热器；并且, 所述控制装置选择性地启动或停止所述加热器。, \n \n, 31.根据权利要求22所述的电动车辆热管理系统，其特征在于，还包括：, 冷却液源，其中，所述冷却液源连接在所述第三冷却路径中，以用于将所述第一冷却路径和所述第二冷却路径中的所述冷却液补充到所述电动车辆热管理系统。, 32.一种电动车辆，其特征在于，所述电动车辆包括：, 客舱；, 电池；, 电驱动马达；以及, 热管理系统，所述热管理系统被配置成借助于从所述电池或所述电驱动马达中的至少一个吸收的热量来加热所述客舱，所述热管理系统包括：, 第一冷却路径，所述电池在所述第一冷却路径中，其中，冷却液在所述第一冷却路径中循环，并且所述冷却液经过所述电池并与所述电池进行热交换；, 第二冷却路径，所述电驱动马达在所述第二冷却路径中，其中，所述冷却液在所述第二冷却路径中循环，并且所述冷却液经过所述电驱动马达并与所述电驱动马达进行热交换，并且，其中所述第一冷却路径和所述第二冷却路径是互相分开且独立的；以及, 第一散热器，其中，所述第一散热器选择性地连接至所述第一冷却路径和所述第二冷却路径中的至少一个路径，并且其中，所述第一散热器通过散发由流经所述第一冷却路径和所述第二冷却路径中的所述至少一个路径的冷却液吸收的热量来将热源提供给所述客舱。, \n \n, 33.根据权利要求32所述的电动车辆热管理系统，其特征在于，还包括：, 第三冷却路径，其中，所述第三冷却路径包括入口和出口，并且所述入口和所述出口互相流体连通；以及，其中流经所述第一冷却路径的所述冷却液和流经所述第二冷却路径的所述冷却液在所述第三冷却路径的所述入口处汇合，流经所述第三冷却路径，并且在所述第三冷却路径的所述出口处重新流入所述第一冷却路径和所述第二冷却路径。, \n \n, 34.根据权利要求33所述的电动车辆，其特征在于，, 阀装置，所述阀装置用于选择性地将所述第一散热器连接到所述第一冷却路径和所述第二冷却路径中的所述至少一个路径，所述阀装置包括第一开关和第二开关，其中，, 所述第一开关布置在所述第一冷却路径中，并且在所述第一冷却路径中的所述冷却液流经所述电池，然后流入所述第一开关，并且, 所述第二开关布置在所述第二冷却路径中，并且在所述第二冷却路径中的所述冷却液流经所述电驱动马达，然后流入所述第二开关。, \n \n, 35.根据权利要求34所述的电动车辆，其特征在于，还包括：, 控制装置，其中，所述控制装置根据所述电池的温度来控制所述第一开关的状态。, \n \n, 36.根据权利要求34所述的电动车辆，其特征在于，还包括：, 控制装置，其中，所述控制装置根据所述电驱动马达的温度来控制所述第二开关的状态。, \n \n, 37.根据权利要求32所述的电动车辆，其特征在于，还包括：, 控制装置；, 制冷器，其中，通过所述控制装置，所述制冷器选择性地连接在所述第一冷却路径中以与所述第一冷却路径中的所述冷却液进行热交换或与所述第一冷却路径断开。, \n \n, 38.根据权利要求32所述的电动车辆，其特征在于，还包括：, 控制装置；以及, 泵，所述泵布置在所述第一冷却路径中，, 其中，当所述电池的温度达到第一预设温度时，所述控制装置控制所述第一冷却路径中的所述泵加速，以增加所述第一冷却路径中的所述冷却液的流速。, \n \n, 39.根据权利要求37所述的电动车辆，其特征在于，还包括：, 泵，所述泵连接在所述第二冷却路径中，, 其中，当所述电池的温度达到或超过第二预设温度时，所述控制装置控制所述制冷器以与所述第一冷却路径进行热交换，并且控制所述第二冷却路径中的所述泵减速或停止，以减缓或停止所述第二冷却路径中的所述冷却液的流动。, \n \n, 40.根据权利要求33所述的电动车辆，其特征在于，还包括：, 第二散热器，其中，所述第二散热器选择性地连接在所述第三冷却路径中或与所述第三冷却路径断开。 | CN | China | Expired - Fee Related | B | True |
| 107 | Solar canopy with integral storage compartment to receive high capacity batteries \n | US9647300B2 | The present application claims priority from and the benefit of U.S. Provisional Patent Application 61/885,897, filed Oct. 2, 2013, the disclosure of which is incorporated herein by reference as if set out in full.\nThe present application is a continuation in part of International Patent Application Serial Number PCT/US14/58671, filed Oct. 1, 2014, the disclosure of which is incorporated herein by reference as if set out in full\nThe present application is related to U.S. Provisional Patent Application Ser. No. 61/537,319; 61/608,425; 61/537,346; 61/537,412; 61/608,439; and 61/621,250 and U.S. Non-Provisional patent application Ser. Nos. 13/623,515; 13/624,428; and Ser. No. 13/623,723, all of which are incorporated by reference.\nAs countries become more concerned with oil reserves, renewable energy and carbon footprints become a focus of attention. Grid power and/or local power networks attempt to address some of the concerns with renewable energy sources. However, renewable energy sources are inherently unpredictable in their output. For example, wind energy is necessarily dependent on the wind speed and direction in some cases. Solar energy is influenced by the time of day and weather conditions. Additionally, large scale renewable energy farms, such as wind turbine frames and large solar arrays are traditionally coupled to the grid power network remote from any particular residential or commercial center. Thus, problems with the traditional or conventional power grid disrupts the renewable energy power source in a manner similar to the disruption of any power.\nIn part, in view of the above, it is desirable to provide a renewable energy canopy having an integral compartment or retrofitting existing canopies with compartments to contain multiple types and shapes of high capacity batteries, which may include electric vehicle batteries that have reached end-of-life.\nThis Summary is provided to introduce a selection of concepts in a simplified form that are further described below in the Detailed Description. This Summary, and the foregoing Background, is not intended to identify key aspects or essential aspects of the claimed subject matter. Moreover, this Summary is not intended for use as an aid in determining the scope of the claimed subject matter.\nIn some aspects of the technology, a solar canopy is provided. The solar canopy powers, among other things, a high capacity battery integrated into or retrofitted to the solar canopy. The solar canopy would, through a power conditioner or directly, charge the high capacity battery, which may include specially design high capacity batteries, or one or more electrical vehicle battery (or batteries). The discharge of the high capacity battery (or batteries) would be regulated such that the discharge over a defined period, such as 24 hours/day, would be constant to facilitate supplying regulated power to a grid or residential power network. In some aspects, the technology may be provided such that the solar canopy discharges to the grid at certain predefined times, peak power times or the like.\nThese and other aspects of the present system and method will be apparent after consideration of the Detailed Description and Figures herein.\nNon-limiting and non-exhaustive embodiments of the present invention, including the preferred embodiment, are described with reference to the following figures, wherein like reference numerals refer to like parts throughout the various views unless otherwise specified.\n FIG. 1 is a perspective view of a solar canopy consistent with the technology of the present application.\n FIG. 1A is another perspective view of a solar canopy consistent with the technology of the present application.\n FIG. 2 is a perspective view of cavity chambers consistent with the technology shown in FIG. 1.\n FIG. 2A is a view of loading a chamber to a solar canopy consistent with the technology shown in FIG. 1.\n FIGS. 3-6 are perspective views of high capacity batteries including electric vehicle batteries usable with the technology of the present application.\n FIG. 7 is a perspective view of an exemplary compartment consistent with the technology of the present application.\n FIG. 8 is a perspective, partially cut-away view of a battery and battery housing consistent with the technology of the present application.\n FIG. 9 is an electrical schematic of the small units, and individual cells or batteries consistent with application of the electrical vehicle batteries used with the technology of the present application.\n FIG. 10 is a functional schematic block diagram of a power circuit consistent with the technology of the present application.\n FIG. 11 is a view of an exemplary canopy of FIG. 1 with a standalone inverter box or rack consistent with the technology of the present application.\n FIG. 12 is a functional schematic block diagram of a power circuit consistent with the technology of the present application.\n FIG. 13 is a perspective view of a rail system for allowing a retrofit compartment to be removably coupled to the solar canopy consistent with the technology of the present application.\n FIG. 14 is a view of an interface between a retrofit compartment and a portion of the solar canopy consistent with the technology of the present application.\n FIG. 15 is a perspective view of one exemplary solar canopy consistent with the technology of the present application with a portion of the solar panels cut-away to show the retrofit compartment(s) with high capacity batteries.\n FIG. 16 is a perspective view of a portion of FIG. 15 with the retrofit compartment shown in more detail.\n FIG. 17 is a perspective view of a portion of FIG. 15 with the retrofit compartment shown in more detail with a stack of electric vehicle batteries.\n FIG. 18 is a perspective view of the exemplary solar canopy of FIG. 15 with a retractable antenna shown in the deployed configuration.\n FIG. 19 is a perspective view of the exemplary solar canopy of FIG. 15 with the retractable antenna shown in the retracted configuration.\n FIG. 20 is a detail of the retracted antenna of FIG. 19.\n FIG. 21 is a perspective view of an exemplary use of the solar canopy of FIGS. 1 and 1A.\n FIG. 22 is a side elevation view of mounting a battery compartment consistent with the technology of the present application.\n FIG. 23 is a side elevation view of a battery compartment to hold electronics consistent with the technology of the present application.\n FIGS. 24 and 25 are side elevation views of a mechanism to mount a battery compartment to a solar canopy consistent with the technology of the present application.\n FIG. 26 is another side elevation view of a mechanism to mount a battery compartment to a solar canopy consistent with the technology of the present application.\n FIG. 27 is a side elevation of a solar canopy with a winch system to facilitate mounting the battery compartment to the solar canopy consistent with the technology of the present application.\n FIG. 28 is a side elevation of a heat dissipation system consistent with the technology of the present application.\n FIG. 29 is a functional block diagram of a circuit for the batteries to supply or receive power consistent with the technology of the present application.\n FIG. 29A is a functional block diagram of FIG. 29 with a switchgear consistent with the technology of the present application.\n FIG. 30 is a scaled version of FIG. 29.\n FIG. 31 is another scaled version of FIG. 29.\n FIG. 32 is a perspective view of a potential use of a solar canopy consistent with the technology of the present application.\n FIGS. 33A-D and 34 are schematic block diagrams of heat dissipation systems consistent with the technology of the present application.\n FIGS. 35 and 36 show possible contacts on compartments consistent with the technology of the present application.\n FIG. 37A-C show an elevation view of structure to mount an energy storage system to a solar canopy consistent with the technology of the present application.\n FIG. 38 show an elevation view of another structure to mount an energy storage system to a solar canopy consistent with the technology of the present application.\n FIG. 39 show a view of another structure to mount an energy storage system to a solar canopy consistent with the technology of the present application.\n FIG. 40 show a view of structure to raise, lower, and mount an energy storage system to a solar canopy consistent with the technology of the present application.\nThe technology of the present application will now be described more fully below with reference to the accompanying figures, which form a part hereof and show, by way of illustration, specific exemplary embodiments. These embodiments are disclosed in sufficient detail to enable those skilled in the art to practice the technology of the present application. However, embodiments may be implemented in many different forms and should not be construed as being limited to the embodiments set forth herein. The following detailed description is, therefore, not to be taken in a limiting sense.\nThe technology of the present application is described with specific reference to solar canopies having one or more photoelectric cells. However, the technology described herein may be used for other renewable energy sources, and the like. For example, the technology of the present application may be applicable to heliostats, wind energy generation stations, or the like. Moreover, the technology of the present application will be described with relation to exemplary embodiments. The word “exemplary” is used herein to mean “serving as an example, instance, or illustration.” Any embodiment described herein as “exemplary” is not necessarily to be construed as preferred or advantageous over other embodiments. Additionally, unless specifically identified otherwise, all embodiments described herein should be considered exemplary.\nWith reference now to FIG. 1, a solar power canopy 100 is shown. Solar power canopy 100 is shown with a central support structure 102 comprising a vertical strut 104 having an exposed portion 106 and a buried portion 108. The buried portion may be below ground or connected to a foundation of a building, parking lot, etc. In other words, the buried portion 108 may alternatively be a flanged connection to a foundation. The central support structure 102 further has two horizontal support struts 110 extending from the vertical strut 104. The vertical strut 104 and two horizontal support struts 110 form a generally “T” shaped support structure. As shown, the horizontal support struts 110 form a generally “V” shape although flat or an inverted “V” shape among other shapes are possible. A roof 112 is formed over and supported by the horizontal support struts 110. Arranged on the roof 112 are photovoltaic panels 114, which are sometimes referred to as solar panels or simply panels. The panels 114 may be directly mounted to the roof 112 or raised to provide ventilation between the roof 112 and panels 114 to facilitate heat dissipation. Other heat dissipation structure or means include, for example, vents, fans, and the like. While a specific vent, such as a slot or opening, facilitates air movement, vent should be construed broadly herein as a structure that allows the passage of air or air flow. In other words, not hermetically sealing the cavities provides that the seams formed where parts abut may provide sufficient air flow to allow the seam to act as a vent. The panels 114 may be mounted in a fixed position to the roof 112 or mounted to allow for angulation or rotation of the panels to track the suns progression through the day or the time of year.\nThe panels 114 gather light and output electricity. The panels 114 may be coupled to a power conditioner 116, which may condition the power for coupling to a power grid 1 or residential power network 1 as shown in FIG. 10. Grid 1 is used generically in the present application to refer to supplying electrical power from the solar power canopy 100 to an external unit. Such power conditioners may include a power control system (or PCS), an inverter, a converter or transformer, or the like. Power conditioners 116 to provide electrical energy from renewable energy sources to either a power grid or a residential power network are generally known in the industry and will not be further explained except as necessary for a complete understanding of the present technology. Generally, the power conditioners 116 facilitate matching the conditions for a seamless transition of energy from the renewable energy source to the grid without disrupting grid performance or providing a no-load condition. The power conditioner 116 may include a power switch (not specifically shown) to allow isolation of the canopy and the associated components from the grid 1. As shown, the power conditioner 116 may be mounted to the roof 112, contained in the battery compartment (explained further below), or contained in a standalone inverter box, or the like. In another embodiment, the power conditioner 116 may be incorporated in one or more of the central support structures 102. In still other embodiments, the inverter may be mounted in a rack associated with the bay 118 provided under one or more of the solar canopies 110. With reference to FIG. 11, a view of an exemplary canopy 100 is shown with a standalone inverter box 2 or a rack 3 for the power conditioner 116. The standalone inverter box 2 would have an electrical conduit 4 connecting the standalone inverter box 2 to the canopy 100 to allow wires and cables to connect the panels 114 to the power conditioner 116. The rack 3 may be mounted directed to the central support structure 102 with wires and cables running in the canopy 100 as required to connect the panels 114 to the power conditioner 116. With reference to FIG. 11, if the canopy 100 is provided with a standalone inverter box 2 (also known as a power conditioner box) or a rack 3, the cavity 200 shown in FIG. 1 may be fit into a box that is connectable to either the standalone inverter box 2 or rack 3 rather than the roof 112 or support structure 102.\nWhile solar canopy 100 is shown as a symmetrical structure, many alternative designs are possible including, for example, cantilever designs forming more of an inverted “L”-shape as opposed to the “Y” or “T”-shape of the canopy shown. In still other embodiments, the solar canopies may form peek or an inverted “V”-shape. Of course, these are but a few shapes of the canopies associated with the present technology.\nWith reference to FIG. 1A, another embodiment of a solar canopy 100A is shown in a side elevation and partial top view. The solar canopy 100A includes vertical supports 102A and 102A′. Beams 103A (not specifically shown) extend laterally and longitudinally between the vertical supports 102A and 102A′. As shown, the solar canopy 100A has an entry side 104A where the vertical support 102A has a longer length than the terminal side 105A support 102A′, which allows for angulation of a roof structure 106A supported by vertical supports 102A and 102A′, and beams 103A. Generally, angulation of the roof structure 106A provides for better solar reception of photovoltaic cells 107A or panels. The photovoltaic panels 107A are typically raised from the roof to allow for ventilation. The solar canopy 100A may be sized similar to the dimensions as shown in FIG. 1A, which is generally sized to fit a parked vehicle V. The dimensions, however, are exemplary and should not be considered limiting.\nIn certain embodiments, the solar canopy 100 may include an extendable antenna 5. The extendable antenna 5 may be a satellite antenna in certain embodiments, a cellular antenna in certain embodiments, or other type of radio frequency antenna. The extendable antenna 5 would be electrically coupled to a power source such as, for example, the power conditioner 116 and be powered electrically from either the solar panels 114, a high capacity battery (or batteries), or the power network such as a power grid or residential power network to allow for radio communication. In certain embodiments, a backup electrical generator may provide emergency power to the extendable antenna 5. This is especially useful in emergency conditions, such as, for example, relief efforts for hurricanes, humanitarian aid for disaster zone, war zones, and the like. The high capacity battery referred to above, as will be clear from the below, may be in certain embodiments a battery from an electrical vehicle, such as is available from Tesla, Nisson, or the like. One of ordinary skill in the art would recognize on reading the disclosure that such a high capacity battery is configured to store at a minimum approximately 75-100 kWh (kilo watt hours) of power. Generally, the term high capacity battery as used herein stores at least 100 kWh to 150 kWh, but higher and lower capacity batteries are contemplated by the technology of the present application. Generally, the minimum capacity for the technology of the present application would be approximately 10 kWh. The high capacity battery may be of many types including lithium ion, lead acid, and the like to name but two (2) types of batteries. As can be appreciated, high capacity batteries in the magnitude of 10 or more kWh produce a significant amount of heat that must be dissipated by a heat dissipation system, as will be further explained below.\n FIG. 18 shows a perspective view of the solar canopy 100 with an extendable antenna 1800. The extendable antenna 1800 is housed in this exemplary embodiment in a cavity 1802 formed in a vertical support strut 1804. The vertical support strut 1804 has a junction box 1806 electrically connecting the extendable antenna 1800 to the power source, which may be the power conditioners such as mentioned above or directly to either the batteries or the solar panels. The junction box 1806 may further comprise a port 1808, such as a USB port, conventional plug strip, or the like to allow electrically coupling emergency communication equipment to the power source. FIG. 19 shows a perspective view of the solar canopy 100 with the extendable antenna 1800 retracted. The retractable antenna 1800 includes a telescoping shaft 1810 and a deployable antenna array 1812. The deployable antenna array 1812 includes a plurality of antenna elements 1814 pivotally coupled to a linkage arm 1816 at a first end 1820. The linkage arm 1816 is pivotally coupled at a second end to the telescoping shaft 1810. The linkage arms 1816 allow the plurality of antenna elements 1814 to be retracted close to the telescoping shaft to allow for compact storage in the cavity 1802. Of course, while shown as stored in a cavity in the vertical support strut 1804, the extendable antenna 1800 could be stored in a cavity located in the horizontal support strut 110 or some other similar compartment. Additionally, rather than being telescoping, the antenna may be foldable or otherwise collapsible. FIG. 20 shows a detail of the cavity 1802 and extendable antenna 1800 in the cavity 1802 in more detail. The junction box 1806 is shown in some detail as well. The junction box 1806 may include a motor and controls to extend the extendable antenna 1800. In some embodiments, the motor and controls would be operable from a remote location. As best seen in FIG. 20, the supports may include numerous peripheral devices, such as, plug strips, lighting, emergency lighting, ports, water purification systems, and the like (none of which is specifically labeled).\nWith reference back to FIG. 1, solar power canopy 100 may include an integrated cavity 200 formed into the roof 112. The cavity 200 is shown to be sized and shaped to accept a relative flat, high capacity battery specifically designed for the solar power canopy 100 or such as the battery available from Tesla, Inc. for its Model S cars, or from Nissan, Inc. for its Leaf cars. Although other types of high capacity battery contemplated for the present technology include an electric vehicle battery (whether new, end-of-life, or refurbished), one of ordinary skill in the art would appreciate that a new or specially designed battery would be an acceptable alternative as would repurposed batteries associated with other high voltage, ampere battery system, which may be referred to as a high capacity battery as defined above. Thus, in the context of the present application, an electric vehicle battery may be considered to generically refer to a battery that may be designed for or from an electric vehicle or may be a similar battery in voltage and amperage. As mentioned above, one of ordinary skill in the art would now recognize on reading the disclosure that such high capacity batteries are configured to store in excess of 100 kWh. With specific reference to the Tesla battery pack (sometimes referred to as the Flat-Pack), the cavity 200 should have a length of about 2 to 2.5 meters, a width of about 1 to 1.6 meters, and a height of about 15 to 16 centimeters. The height may be extended a few centimeters, such as to about 20 centimeters to allow for space for air flow, space for equipment, and the like. Of course, the cavity could be expanded to accept multiple batteries along its length, width, or height. In each case, the cavity would be expanded accordingly. The cavity 200 is accessible through an opening 202. The opening 202 may include a door 204 movably coupled to the roof 112 using a hinge, an axle, or a slider. While the opening 202 is shown on one side of the canopy 100, the opening 202 could be on alternative sides to allow different or more access. Also, instead of a single cavity as shown, if multiple batteries are to be stored side-by-side, the cavity 200 may have a separation panel 206 to separate the cavities into first and second cavities 200 1 and 200 2, each of which may have an associated opening 202.\nWith reference to FIG. 2, one possible cavity 200 is shown having a single separation panel 206 to separate the cavity 200 into a first side 200 1 and a second side 200 2. As can be appreciated, the cavity 200 could be a integral to the canopy 100 above or a compartment 200 designed to be coupled to the canopy 100 as described throughout the present application. The cavity 200 is further stacked into chambers 208 1a, 208 1b, and 208 1c on the first side 200 1 and chambers 208 2a, 208 2b, and 208 2, on the second side 200 2. The cavity 200 as shown would be sized to receive six separate batteries in individual chambers. More or less chambers are possible. Furthermore, the separation panel 206 is optional as is the floor of each chamber 208 although it is preferable not to stack batteries one directly on top of the other for heat buildup. In other words, the chambers 208 may be formed by open framed structures rather than completely enclosed structures. With reference now to FIGS. 33A-D and 34, the sidewalls, separation panels, floors, and/or ceilings of chambers 208 may be formed with fluid channels, such as tubes, or plates, such as cold plates, to receive fluid to facilitate heat dissipation as will be explained further below.\nThe cavity 200 has integrated into it electric battery connector 210. Electric battery connector 210 has contacts 212 to connect an electric battery, not specifically shown, electrically to the power conditioner 116, which may include control electronics to control the charge and discharge of the electric battery. The term contacts is used generically to mean an electrical connection between two parts. A contact could be to electrical pads, plugs, pins, rods, soldered connections, ribbons, cables, busbars, or the like. The power conditioner 116 may be incorporated into the connector 210. One exemplary functional block diagram of an electrical configuration is shown in FIG. 12.\nTo facilitate the insertion and removal of the electric battery, the cavity chambers may include devices 214, as shown in chambers 208 1, and 208 2, to facilitate aligning and moving the electric batteries. The devices 214 may include rollers, bearings, rails, sliders or the like to name but a few devices. The device 214 engages the electric battery to align it with the contacts 212 and allow the battery to be inserted and removed without dragging the battery along the chamber bottom or along the surface of another battery. The contacts 212 are arranged to allow insertion of the battery to electrically connect the battery to the power conditioner 116. But, as shown in FIG. 12, the power conditioner 116 can output power from the renewable power source, such as panels 114, to the grid whether a battery is in the circuit or not. The cavity chambers also may include vents 216, of which only one is shown. The vents 216 would facilitate air flow. The battery connector 210 may include a fan module 218 to further facilitate air flow to dissipate heat and the like. The fan and vent path system will generally be referred to as forced air or forced air cooling.\nWhile the fan (or fans) 218 and vent (or vents) 216 allow for some air cooling of the high capacity batteries, the technology of the present application may generate a significant amount of heat as the batteries charge, store, and discharge energy. FIGS. 33A-D and 34 show several embodiments of heat dissipation systems. Each of the heat dissipations systems, including the fans and vents above, may be used singularly or in conjunction with one or more means for dissipating heat depending on the kWh of the batteries. For example, it is believed that simple air cooling will not be sufficient for the high capacity batteries described herein. Simple air cooling generally refers to convection to ambient air. Thus, as shown in FIG. 33A, the cavity 200 may include fluid plates 3302 on one or more sides of a battery 3304 (or battery compartment as that term is defined below). Fluid plates 3302 may be an open cavity through which fluid flows or a series of tubes or capillaries through which fluid flows contained in a plate structure. Generally the plate would need to have a high thermal conductivity. The fluid plates 3302 are coupled via pipes 3306 to a heat exchange 3308, typically a U-tube type heat exchanger. The heat exchanger 3308 has an inlet 3310 and an outlet 3312 as well as an intake 3314 and exhaust 3316. The heat dissipation system shown may further include a pump (not specifically shown) to facilitate fluid flow for cooling of the battery or compartment. Typically the fluid would be liquid water and the gas would be forced air. In some cases, however, the fluid may be other refrigerants. When used with water, the heat exchanger is sometimes referred to as a water chiller or the like. The intake 3314 and exhaust 3316 may intake ambient air to remove the heat from the fluid as it travels through the heat exchanger 3308.\nForced air cooling systems may be used as well. For example, as shown in FIGS. 33B and 33C, an air conditioning unit 3318 (or simply an air conditioner) may be installed in the cavity 200. The air conditioner 3318 may be powered by the high capacity batteries, the power conditioner, or the solar panels directly. The relatively cool air from air conditioner 3318 travels across the surfaces of the high capacity battery 3320 and exits an air exhaust 3322, which may be a vent as described above. The cavity 200 may further have an exhaust fan 3324 downstream from the air conditioner 3318 to facilitate movement of the relatively cooler air from the air conditioner 3318 across the surfaces of the high capacity battery 3320 and out the exhaust 3322 as shown in FIG. 33B. FIG. 33C shows a similar forced air cooling system having the air conditioner 3318 that causes forced air over the surfaces of high capacity battery 3320. The air flow is directed by a panels 3326 (or vanes) along one surface and back along another surface of the high capacity battery 3320 where it is recirculated through the air conditioner 3318 in a closed loop air system. In certain lower power applications, the forced air cooling may simply have a fan to force ambient air across the surfaces of the high capacity battery. As shown in FIG. 33D, a blower 3328 (or fan) may intake ambient air and force it across the surfaces of the high capacity battery 3320 and out the exhaust 3322. Alternatively, the blower 3328 may be arranged downstream of the high capacity battery 3320.\n FIG. 34 shows a heat dissipation system 3400 consistent with the technology of the present application. The heat dissipation system 3400 may be incorporated into the cavity 200 or into other parts of the solar power canopy 100. The cavity 200 in this case has multiple high capacity batteries 3402 separated by panels 3404. The ceiling 3406 and floor 3408 may comprise cold plates 3410. The term cold plate and fluid plate is used interchangibly herein. A cold plate 3410 is a metal block with channels to allow fluid circulation throughout the cold plate 3410. The cold plate 3410 should be a good thermal conductor, such as, for example, aluminum or the like. The cold plates 3410 are in fluid communication with a fluid source 3412, which may be a fluid reservoir or the output of a heat exchanger such as an evaporator as shown in this exemplary embodiment. The fluid is forced through the cold plates 3410 and the fluid source via a pump 3414. In one exemplary embodiment, the fluid is water and the pump 3414 is a water pump. Under certain conditions, water may exit the fluid source 3412 at a discharge and travel through cold plates 3410. As heat is removed from the batteries, the water may phase change to steam. The steam would be returned to the fluid source at an intake where the evaporator would condense the steam back to water by circulating a refrigerant through the evaporator to remove the heat from the steam. Thus, the heat dissipation system 3400 has a coolant loops 3416 and also a refrigerant loop 3418. The refrigerant loop 3418 generally includes a compressor 3420, a condenser 3422, an air intake manifold including a fan 3424, an air exhaust manifold, and a pump 3426. The refrigerant may be any number of refrigerants. The refrigerant is used as the cooling medium for the fluid source, which is shown as an evaporator, but could be any type of heat exchanger. The relatively hot refrigerant exits the heat exchanger and is compressed by compressor 3420 and condensed back to a liquid in condenser 3422. The relatively cool refrigerant enters the heat exchanger and the process continues. The refrigerant is cooled by the air flow through the condenser.\nAs shown in FIG. 12, above, the solar panels 114 may output power directly to the grid 1 or local power network regardless of whether a battery is placed in the system. Similarly, the high capacity battery (or Energy Storage System) may output power directly to the grid 1 or local power network regardless of a connection to another power supply. For example, with reference to FIG. 29, a functional schematic block diagram is shown connecting the high capacity battery 2902 to a power grid or local power network 2904. The high capacity battery 2902 is connected to the power grid or local power network 2904 through the power conditioner 2906, which as shown includes, for example, a power conversion system 2908 and a transformer 2910. Generally, the power conversion system 2908 provides a DC-AC inversion, DC-DC step up or down, and rectification of incoming AC to DC. The transformer 2910 provides an AC to AC conversion to grid voltage and inhibits a no-load condition on the grid. The transformer 2910, while generally used, is optional depending on the system. The power out to the grid or local power network 2904 is provided when the battery has stored sufficient energy to transfer power to the grid or local power network. When the battery lacks a sufficient store of energy, the grid, local power network, or alternative power source such as solar panels, would supply energy to the battery 2902 as storage for when needed, such as spikes in grid load or the like. With reference to FIG. 29A, the minimal system shown in FIG. 29 is shown in another aspect. FIG. 29A provides a functional schematic block diagram having the high capacity battery 2902 that may be coupled to an external load 2904A, such as the power grid or a local power network. The energy storage system 2900A includes a power conditioner 2906A, which includes, for example, a power conversion system 2908, a transformer 2910, and a switchgear 2912A electrically, operably coupling the transformer 2910 to the external load 2904A. The switchgear 2912A would be contained in the compartment, such as the battery compartmen | The technology of the present application provides a solar canopy having a cavity. The cavity defines at least one space that is sized and shaped to receive a high capacity battery, of which electric vehicle batteries are one example. The cavity includes an opening to allow access to the space. Contacts are arranged in the cavity to align with contacts of a battery inserted into the space to electrically couple the battery to the power electronics or power conditioner, which includes a power conversion system, and inverter, and a converter or transformer. The cavity also includes a heat dissipation system. | US:14/678,476 | https://patentimages.storage.googleapis.com/52/c4/fa/ca4e7f7a00065e/US9647300.pdf | US:9647300 | Jeff Thramann, Terence Davidovits, Erik Green | LT350 LLC | US:4089916, US:4030478, US:4237965, US:4245621, US:4194334, US:4241727, US:4560916, US:4595789, US:4575977, US:4718404, US:4867133, US:5091687, US:4984399, US:5187423, US:5184058, US:5349535, US:5344330, US:5644219, US:5631536, US:5857477, US:6115694, US:6178406, US:5644207, US:5711110, US:6380637, US:6165619, US:RE38850:E1, US:6521821, US:6291761, US:6167658, US:6368724, US:6218450, US:6352783, US:6922701, US:7898212, US:20040065025:A1, US:20060207192:A1, US:20050003219:A1, US:6803746, US:6748296, US:20040200522:A1, US:20050060951:A1, US:6766623, US:7152614, US:20060162617:A1, US:20050011547:A1, US:20060086382:A1, US:20070295381:A1, US:7248018, US:20060118898:A1, US:20070163634:A1, US:20070158621:A1, US:20080053716:A1, US:20070188137:A1, US:20070235077:A1, US:8513832, US:20100006140:A1, US:8313224, US:20110023931:A1, US:9121189, US:9275391 | 2017-05-09 | 2017-05-09 | 1. A canopy, comprising:\na roof;\nat least one support having a generally vertical portion and a generally horizontal portion wherein the roof is coupled to and supported by the at least one support;\na power conditioner operatively coupled to the canopy, wherein the power conditioner is configured for electrical connection to a power network; and\na cavity coupled to the canopy wherein the cavity defines at least one space, wherein each of the at least one space is sized to receive a high capacity battery, the cavity comprising:\nat least one opening operatively sized to allow the high capacity battery to be moved into and out of the cavity;\nat least one battery connector comprising at least one set of contacts operative to electrically couple the high capacity battery to the power conditioner; and\nat least one heat dissipation system, wherein the at least one heat dissipation system facilitates movement of air through the at least one space.\n\n, a roof;, at least one support having a generally vertical portion and a generally horizontal portion wherein the roof is coupled to and supported by the at least one support;, a power conditioner operatively coupled to the canopy, wherein the power conditioner is configured for electrical connection to a power network; and, a cavity coupled to the canopy wherein the cavity defines at least one space, wherein each of the at least one space is sized to receive a high capacity battery, the cavity comprising:\nat least one opening operatively sized to allow the high capacity battery to be moved into and out of the cavity;\nat least one battery connector comprising at least one set of contacts operative to electrically couple the high capacity battery to the power conditioner; and\nat least one heat dissipation system, wherein the at least one heat dissipation system facilitates movement of air through the at least one space.\n, at least one opening operatively sized to allow the high capacity battery to be moved into and out of the cavity;, at least one battery connector comprising at least one set of contacts operative to electrically couple the high capacity battery to the power conditioner; and, at least one heat dissipation system, wherein the at least one heat dissipation system facilitates movement of air through the at least one space., 2. The canopy of claim 1, wherein the canopy is a solar canopy further comprising a plurality of photovoltaic panels coupled to the roof of the solar canopy and, wherein, the power conditioner is electrically coupled to the plurality of photovoltaic panels., 3. The canopy of claim 1, wherein the power conditioner comprises a power conversion system and a transformer., 4. The canopy of claim 1, wherein the cavity further comprises at least one vent to facilitate the flow of air by the at least one heat dissipation system., 5. The canopy of claim 1, wherein the cavity has a height of no more than about 30 centimeters., 6. The canopy of claim 5, wherein the cavity has a height of no more than about 15 centimeters., 7. The canopy of claim 1, wherein the cavity is integral with the roof of the solar canopy., 8. The canopy of claim 1, wherein the cavity is integral with the at least one support., 9. The canopy of claim 1, wherein the cavity is removably coupled to the roof of the solar canopy., 10. The canopy of claim 9, wherein the roof comprises at least one rail and the cavity comprises at least one flanged surface sized to operatively couple with the at least one rail such that the cavity slides along the rail., 11. The canopy of claim 10, wherein the power conditioner is incorporated into the cavity., 12. The canopy of claim 1, wherein the power conditioner comprises a standalone inverter box and the cavity is removably coupled to the standalone inverter box., 13. The canopy of claim 1, wherein the power conditioner comprises a rack and the cavity is removably coupled to the rack., 14. The canopy of claim 1, wherein the cavity comprises a plurality of chambers and each of the plurality of chambers is operatively sized to hold a single high capacity battery., 15. The canopy of claim 7, wherein the cavity comprises a vertical component in the support and a horizontal component in the support., 16. A solar canopy, comprising:\na roof having a top side and a bottom side opposite the top side;\nat least one support having a generally vertical portion and a generally horizontal portion wherein the roof is coupled to and supported by the at least one support;\na plurality of photovoltaic panels coupled to the top side of the roof of the solar canopy;\na power conditioner electrically coupled to the plurality of photovoltaic panels, the power conditioner configured to be electrically coupled to a power network;\na pair of rails coupled to the bottom side of the roof, wherein each of the pair of rails extend in a downwardly direction forming at least a first wall; and\na retrofit compartment removably coupled to the solar canopy wherein a cavity defines at least one space, wherein each of the at least one space is sized to receive a battery, the retrofit compartment comprising:\nat least one opening operatively sized to allow the battery to be moved into and out of the retrofit compartment;\nat least one battery connector comprising at least one set of contacts operative to electrically couple the battery to the power conditioner;\nat least one vent in the retrofit compartment;\nat least one heat dissipation system, wherein the at least one heat dissipation system facilitates movement of air through the at least one space and out the vent; and\na pair of extended flanges protruding from the retrofit compartment operatively sized to engage the pair of rails, wherein the pair of rails and extended flange form a tongue and groove slide fitting.\n\n, a roof having a top side and a bottom side opposite the top side;, at least one support having a generally vertical portion and a generally horizontal portion wherein the roof is coupled to and supported by the at least one support;, a plurality of photovoltaic panels coupled to the top side of the roof of the solar canopy;, a power conditioner electrically coupled to the plurality of photovoltaic panels, the power conditioner configured to be electrically coupled to a power network;, a pair of rails coupled to the bottom side of the roof, wherein each of the pair of rails extend in a downwardly direction forming at least a first wall; and, a retrofit compartment removably coupled to the solar canopy wherein a cavity defines at least one space, wherein each of the at least one space is sized to receive a battery, the retrofit compartment comprising:\nat least one opening operatively sized to allow the battery to be moved into and out of the retrofit compartment;\nat least one battery connector comprising at least one set of contacts operative to electrically couple the battery to the power conditioner;\nat least one vent in the retrofit compartment;\nat least one heat dissipation system, wherein the at least one heat dissipation system facilitates movement of air through the at least one space and out the vent; and\na pair of extended flanges protruding from the retrofit compartment operatively sized to engage the pair of rails, wherein the pair of rails and extended flange form a tongue and groove slide fitting.\n, at least one opening operatively sized to allow the battery to be moved into and out of the retrofit compartment;, at least one battery connector comprising at least one set of contacts operative to electrically couple the battery to the power conditioner;, at least one vent in the retrofit compartment;, at least one heat dissipation system, wherein the at least one heat dissipation system facilitates movement of air through the at least one space and out the vent; and, a pair of extended flanges protruding from the retrofit compartment operatively sized to engage the pair of rails, wherein the pair of rails and extended flange form a tongue and groove slide fitting., 17. The solar canopy of claim 16, wherein the retrofit compartment comprises a heat dissipation system., 18. The solar canopy of claim 17, wherein the heat dissipation system comprises at least one fan and at least one intake and exhaust., 19. The solar canopy of claim 16, wherein the power conditioner comprises a power conversion system to control the charge and discharge of any battery stored in the retrofit compartment., 20. The solar canopy of claim 16, wherein the retrofit compartment comprises a plurality of chambers sized to receive a battery., 21. The solar canopy of claim 20, wherein the plurality of chambers have a length, width, and height and wherein the height is less than 30 centimeters., 22. The solar canopy of claim 21, wherein the height is less than 20 centimeters., 23. A solar power canopy connectable with an external load, comprising:\na solar canopy, a roof, and at least one support holding the roof above a ground space;\na plurality of photovoltaic panels coupled to the top side of the roof of the solar canopy;\na plurality of canopy mounted inter-connectable elements, wherein the plurality of canopy mounted inter-connectable elements comprise:\nat least one high capacity battery configured to store a minimum of 10 kilo watt hours, the at least one high capacity battery removably, mechanically coupled to the solar canopy;\nat least one power conditioner removably, electrically coupled to the plurality of photovoltaic panels, the at least one high capacity battery, and the external load; and\na heat dissipation system wherein the heat dissipation system comprises a forced fluid circulation system.\n\n, a solar canopy, a roof, and at least one support holding the roof above a ground space;, a plurality of photovoltaic panels coupled to the top side of the roof of the solar canopy;, a plurality of canopy mounted inter-connectable elements, wherein the plurality of canopy mounted inter-connectable elements comprise:\nat least one high capacity battery configured to store a minimum of 10 kilo watt hours, the at least one high capacity battery removably, mechanically coupled to the solar canopy;\nat least one power conditioner removably, electrically coupled to the plurality of photovoltaic panels, the at least one high capacity battery, and the external load; and\na heat dissipation system wherein the heat dissipation system comprises a forced fluid circulation system.\n, at least one high capacity battery configured to store a minimum of 10 kilo watt hours, the at least one high capacity battery removably, mechanically coupled to the solar canopy;, at least one power conditioner removably, electrically coupled to the plurality of photovoltaic panels, the at least one high capacity battery, and the external load; and, a heat dissipation system wherein the heat dissipation system comprises a forced fluid circulation system., 24. The solar power canopy of claim 23 wherein the external load is a utility power network., 25. The solar power canopy of claim 23 wherein the at least one high capacity battery is configured to store a minimum of 100 kilo watt hours., 26. The solar power canopy of claim 23 wherein the at least one high capacity battery is configured to store between 100 kilo watt hours and 200 kilo watt hours., 27. The solar power canopy of claim 23 wherein the forced fluid circulation system comprises an air conditioner., 28. The solar power canopy of claim 27 wherein the forced fluid circulation system comprises a vent and the air conditioner is in fluid communication with the vent, an air conditioner intake, and an air conditioner exhaust., 29. The solar power canopy of claim 23 wherein the air conditioner recirculates coolant air., 30. The solar power canopy of claim 23 wherein the forced fluid circulation system comprises at least one cold plate in fluid communication with a coolant source., 31. The solar power canopy of claim 30 wherein the forced fluid circulation system comprises a coolant loop and a refrigerant loop., 32. The solar power canopy of claim 23 wherein the plurality of canopy mounted inter-connectable elements are contained in a compartment mechanically, releasably coupled to the solar power canopy., 33. The solar power canopy of claim 32 wherein the compartment is configured to receive a plurality of high capacity batteries and a plurality of power conditioners., 34. The solar power canopy of claim 33 wherein each of the plurality of high capacity batteries is removable from the compartment., 35. The solar power canopy of claim 33 wherein each of the power conditioners is removable from the compartment., 36. The solar power canopy of claim 23 wherein the at least one power conditioner is removably, mechanically coupled to the solar power canopy. | US | United States | Active | H | True |
| 108 | System and method for a battery on wheels (BoW) for charging mobile battery-operated units \n | US11890957B2 | This application claims priority to, and the benefit of, U.S. Provisional Patent Application Ser. No. 63/020,872, entitled “System And Method For Battery On Wheels (BoW) For Charging Battery-Operated Units” and filed May 6, 2020, the entire disclosures of which are hereby incorporated herein by reference in their entireties for all purposes as if reproduced in their entirety herein.\nAs transportation solutions are further developed that rely at least in part on mobile battery power, there remain many barriers to large-scale implementation of at least partially battery-powered entities. This application presents various solutions to some of the barriers, in response to a long-felt need in the industry.\nApparatus, systems, and methods described herein relate generally to the use of an external battery pack on demand while a battery-operated entity is in motion. For example, according to a first embodiment wherein the battery-operated entity is an electric vehicle (EV), a Battery on Wheels (BoW) unit may be attached at the back of the EV using a magnetic or electromagnetic latch and used to power the EV as well as recharge the EV's internal battery. In some embodiments, the BoW unit may be delivered via a Mobile Charging Station (MoCS). In some embodiments, the BoW unit may be delivered using a BoW station. In some embodiments, these the MoCS may pick up discharged BoW units from one EV and recharge them for use with another EV while in motion. In some embodiments, discharged BoW may be dropped off by one EV and recharged at BoW stations for use with another EV. In some embodiments, BoW units are modular battery systems that can connect with other BoW to provide higher batter capacity, voltage, and/or charging speed.\nAccording to a second embodiment, a method that comprises receiving current charge level data from one or more mobile battery-powered entities of the plurality of mobile battery-powered entities to be charged, deploying a MoCS to the mobile battery-powered entity, receiving a discharged external battery unit from the mobile battery-powered entity, and optionally transferring a charged external battery unit to the mobile battery-powered entity.\nAccording to a third embodiment, a method that comprises receiving current charge level data from one or more mobile battery-powered entities of the plurality of mobile battery-powered entities to be charged, routing the mobile battery-powered entity to a nearby battery station, transferring a charged external battery unit to the mobile battery-powered entity, and optionally receiving one or more discharged external battery units from the mobile battery-powered entity.\nAccording to a fourth embodiment, a method that comprises receiving current charge level data from one or more mobile battery-powered entities of the plurality of mobile battery-powered entities to be charged, routing the mobile battery-powered entity to a nearby battery station, receiving a discharged external battery unit from the mobile battery-powered entity, and optionally transferring a charged external battery unit to the mobile battery-powered entity.\nAccording to a fifth example, a method can be provided that comprises determining that a mobile battery-powered entity is within a pre-determined proximity of another mobile battery-powered entity, determining a charge level and a transport speed of the mobile battery-powered entity, determining the charge level and the transport speed of the other mobile battery-powered entity, in an instance in which the charge level of the mobile battery-powered entity is below a pre-determined (e.g., configurable) charge level and less than the charge level of the other mobile battery-powered entity, causing the mobile battery-powered entity to receive an electric charge from the other mobile battery-powered entity, and in an instance in which the charge level of the other mobile battery-powered entity is below the pre-determined (e.g., configurable) charge level and less than the charge level of the other mobile battery-powered entity, causing the other mobile battery-powered entity to receive the electric charge from the mobile battery-powered entity.\nAccording to a sixth embodiment, an apparatus can be provided that comprises at least one processor and at least one memory including computer program code, the at least one memory and the computer program code configured to, with the processor, cause the apparatus to at least receive current charge level data for a plurality of mobile battery-powered entities, determine, based at least in part on the current charge level data, one or more mobile battery-powered entities of the plurality of mobile battery-powered entities to be charged, determine, based at least in part on the current charge level data, one or more other mobile battery-powered entities of the plurality of mobile battery-powered entities to be caused to charge the one or more mobile battery-powered entities; and cause, while the one or more mobile battery-powered entities and are being transported within a pre-determined proximity of the one or more other mobile battery-powered entities, the one or more other mobile battery-powered entities to charge the one or more mobile battery-powered entities.\nAccording to a seventh embodiment, a method can be provided that comprises receiving current charge level data for a plurality of mobile battery-powered entities, determining, based at least in part on the current charge level data, one or more mobile battery-powered entities of the plurality of mobile battery-powered entities to be charged, determining, based at least in part on the current charge level data, one or more other mobile battery-powered entities of the plurality of mobile battery-powered entities to be caused to charge the one or more mobile battery-powered entities, and causing, while the one or more mobile battery-powered entities and are being transported within a pre-determined proximity of the one or more other mobile battery-powered entities, the one or more other mobile battery-powered entities to charge the one or more mobile battery-powered entities.\nAccording to an eighth embodiment, a method can be provided that comprises wirelessly transmitting, from a mobile battery-powered entity while the mobile battery-powered entity is being transported through a predefined area, a current charge level to a computing device, receiving an indication from the computing device as to whether the mobile battery-powered entity is to charge another mobile battery-powered entity, to be charged by the other mobile battery-powered entity, or neither charge nor be charged by the other mobile battery-powered entity, and in an instance in which the indication received indicates that the mobile battery-powered entity is either to charge or be charged by the other mobile battery-powered entity: determining a geospatial location and a transport speed of the mobile battery-powered entity, receiving the geospatial location and the transport speed of the other mobile battery-powered entity, causing the mobile battery-powered entity to speed lock with the other mobile battery-powered entity based at least in part on the geospatial location and the transport speed of the mobile battery-powered entity and the other mobile battery-powered entity, in an instance in which the indication received indicates that the mobile battery-powered entity is to charge the other mobile battery-powered entity, causing the mobile battery-powered entity to transmit a charge to the other mobile battery-powered entity, and in an instance in which the indication received indicates that the mobile battery-powered entity is to be charged by the other mobile battery-powered entity, causing the mobile battery-powered entity to receive the charge from the other mobile battery-powered entity.\nAccording to a ninth embodiment, a method can be provided that comprises determining a charge level, a current position, and a transport speed for a mobile battery-powered entity in a transportation network; determining the charge level, the current position, and the transport speed for another mobile battery-powered entity in the mobile charging network; and, in an instance in which the charge level of the mobile battery-powered entity is below a pre-determined charge level and less than the charge level of the other mobile battery-powered entity, causing the mobile battery-powered entity to receive an electric charge from the other mobile battery-powered entity while the mobile battery-powered entity and the other mobile battery-powered entity continue traveling through the transportation network. In some embodiments, the method can further comprise determining that the mobile battery-powered entity is within a pre-determined proximity of the other mobile battery-powered entity. In some embodiments, the method can further comprise, in an instance in which the charge level of the mobile battery-powered entity is below a pre-determined charge level and less than the charge level of the other mobile battery-powered entity, transmitting route instructions and transport speed instructions to the other mobile battery-powered entity; determining whether the other mobile battery-powered entity has complied with the route instructions and the transport speed instructions; and if the other mobile battery-powered entity has complied with the route instructions and the transport speed instructions, transmitting charge transfer instructions to the other mobile battery-powered entity. In some embodiments, the method can further comprise causing the other mobile battery-powered entity to transfer an electric charge to the mobile battery-powered entity according to the charge transfer instructions. In some embodiments, the charge transfer instructions can comprise one or more of the current position of the mobile battery-powered entity, a current charge level for the mobile battery-powered entity, a charge capacity for the mobile battery-powered entity, a charge transfer rate capacity for the mobile battery-powered entity, charging cable configurational information, transport speed information for the mobile battery-powered entity, pre-determined route information for the mobile battery-powered entity, a destination for the mobile battery-powered entity, vehicle identification information for the mobile battery-powered entity, or charge transfer payment information for the mobile battery-powered entity. In some embodiments, the method can further comprise, in an instance in which the charge level of the other mobile battery-powered entity is below the pre-determined charge level and less than the charge level of the other mobile battery-powered entity, causing the other mobile battery-powered entity to receive the electric charge from the mobile battery-powered entity. In some embodiments, the method can further comprise, in an instance in which the charge levels of the mobile battery-powered entity and the other mobile battery-powered entity are both below the pre-determined charge level, causing deployment of at least one charging vehicle or at an MoCS. In some embodiments, the mobile battery-powered entity and the other mobile battery-powered entity are selected from among battery-powered terrestrial vehicles, battery-powered aerial vehicles, battery-powered aquatic vehicles, charge relay vehicles, and charge storage vehicles. In some embodiments, the method can further comprise updating a charge distribution map of the transportation network to include one or more of the charge level, current position, and transport speed for the mobile battery-powered entity and the other mobile battery-powered entity.\nAccording to a tenth embodiment, a method can be provided that comprises receiving current position information and current charge level data for a plurality of mobile battery-powered entities; determining, based at least in part on the current position information and the current charge level data, one or more mobile battery-powered entities of the plurality of mobile battery-powered entities to be charged; and determining, based at least in part on the current charge level data, one or more other mobile battery-powered entities of the plurality of mobile battery-powered entities to transfer charge to the one or more mobile battery-powered entities. In some embodiments, the method can further comprise determining whether the one or more mobile battery-powered entities are within a pre-determined proximity of corresponding ones of the one or more other mobile battery-powered entities. In some embodiments, the method can further comprise, in an instance in which the one or more mobile battery-powered entities are within the pre-determined proximity of corresponding ones of the one or more other mobile battery-powered entities, transmitting route instructions and transport speed instructions to the one or more other mobile battery-powered entities; determining whether the one or more other mobile battery-powered entities have complied with the route instructions and the transport speed instructions; and if the one or more other mobile battery-powered entities have complied with the route instructions and the transport speed instructions, transmitting charge transfer instructions to the one or more other mobile battery-powered entities. In some embodiments, the method can further comprise causing the one or more other mobile battery-powered entities to transfer an electric charge to a corresponding one of the one or more mobile battery-powered entities according to the charge transfer instructions. In some embodiments, the charge transfer instructions comprise one or more of the current position of the mobile battery-powered entity, a current charge level for the mobile battery-powered entity, a charge capacity for the mobile battery-powered entity, a charge transfer rate capacity for the mobile battery-powered entity, charging cable configurational information, transport speed information for the mobile battery-powered entity, pre-determined route information for the mobile battery-powered entity, a destination for the mobile battery-powered entity, vehicle identification information for the mobile battery-powered entity, or charge transfer payment information for the mobile battery-powered entity. In some embodiments, the method can further comprise, in an instance in which the charge levels of the mobile battery-powered entity and the other mobile battery-powered entity are both below the pre-determined charge level, causing deployment of at least one charging vehicle or at an MoCS. In some embodiments, the plurality of mobile battery-powered entities are selected from among battery-powered terrestrial vehicles, battery-powered aerial vehicles, battery-powered aquatic vehicles, charge relay vehicles, and charge storage vehicles. In some embodiments, the method can further comprise updating a charge distribution map of the transportation network to include one or more of the charge level, current position, and transport speed for the mobile battery-powered entity and the other mobile battery-powered entity.\nAccording to an eleventh embodiment, an apparatus is provided that comprises at least one processor and at least one memory including computer program code, the at least one memory and the computer program code configured to, with the processor, cause the apparatus to at least: receive current position information and current charge level data for a plurality of mobile battery-powered entities; determine, based at least in part on the current position information and the current charge level data, one or more mobile battery-powered entities of the plurality of mobile battery-powered entities to be charged; and determine, based at least in part on the current charge level data, one or more other mobile battery-powered entities of the plurality of mobile battery-powered entities to transfer charge to the one or more mobile battery-powered entities. In some embodiments, the at least one memory and the computer program code are configured to, with the processor, cause the apparatus to at least: determine whether the one or more mobile battery-powered entities are within a pre-determined proximity of corresponding ones of the one or more other mobile battery-powered entities; in an instance in which the one or more mobile battery-powered entities are within the pre-determined proximity of corresponding ones of the one or more other mobile battery-powered entities, transmit route instructions and transport speed instructions to the one or more other mobile battery-powered entities; determine whether the one or more other mobile battery-powered entities have complied with the route instructions and the transport speed instructions; and, if the one or more other mobile battery-powered entities have complied with the route instructions and the transport speed instructions, transmit charge transfer instructions to the one or more other mobile battery-powered entities. In some embodiments, the at least one memory and the computer program code are configured to, with the processor, cause the apparatus to at least: cause the one or more other mobile battery-powered entities to transfer an electric charge to a corresponding one of the one or more mobile battery-powered entities according to the charge transfer instructions, said charge transfer instructions comprising one or more of the current position of the mobile battery-powered entity, a current charge level for the mobile battery-powered entity, a charge capacity for the mobile battery-powered entity, a charge transfer rate capacity for the mobile battery-powered entity, charging cable configurational information, transport speed information for the mobile battery-powered entity, pre-determined route information for the mobile battery-powered entity, a destination for the mobile battery-powered entity, vehicle identification information for the mobile battery-powered entity, or charge transfer payment information for the mobile battery-powered entity.\nAccording to an twelfth embodiment, a method is provided for distributing charge within a system of battery-powered vehicles. In some embodiments, the method can comprise receiving current position information, destination information, and current charge level data for a plurality of mobile battery-powered entities; and determining, based upon at least the current position information, the destination information, and the current charge level data, route instructions, speed instructions, and charge transfer instructions for each of the plurality of mobile battery-powered entities. In some embodiments, the method can further comprise generating, based upon at least the current position information, the destination information, and the current charge level data, for the plurality of mobile battery-powered entities, a charge distribution map of the system. In some embodiments, the method can further comprise identifying, based upon at least the optimal route and charge transfer instructions for each of the plurality of mobile battery-powered entities and the current charge level data for the plurality of mobile battery-powered entities, one or more charge deficient regions within the system of battery-powered vehicle; and, in an instance in which one or more charge deficient regions exist, identifying one or more charging vehicles or MoCSs to deploy within the system. In some embodiments, the method can further comprise transmitting the route instructions, speed instructions, and charge transfer instructions to one or more mobile battery-powered entities of the plurality of mobile battery-powered entities; determining whether the one or more mobile battery-powered entities have complied with the route instructions and the speed instructions; and in an instance in which the one or more mobile battery-powered entities have complied with the route instructions and the speed instructions, transmitting the charge transfer instructions to the one or more mobile battery-powered entities. In some embodiments, the method can further comprise causing the one or more mobile battery-powered entities to transfer an electric charge to a corresponding one or more other mobile battery-powered entities according to the charge transfer instructions. In some embodiments, the charge transfer instructions can comprise one or more of a current position of the corresponding mobile battery-powered entity, a current charge level for the corresponding mobile battery-powered entity, a charge capacity for the corresponding mobile battery-powered entity, a charge transfer rate capacity for the corresponding mobile battery-powered entity, charging cable configurational information for the corresponding mobile battery-powered entity, transport speed information for the corresponding mobile battery-powered entity, pre-determined route information for the corresponding mobile battery-powered entity, a destination for the corresponding mobile battery-powered entity, vehicle identification information for the corresponding mobile battery-powered entity, or charge transfer payment information for the corresponding mobile battery-powered entity. In some embodiments, the plurality of mobile battery-powered entities can be selected from among battery-powered terrestrial vehicles, battery-powered aerial vehicles, battery-powered aquatic vehicles, charge relay vehicles, and charge storage vehicles. In some embodiments, the method can further comprise receiving, from the plurality of mobile battery-powered entities and the one or more charging vehicles or MoCSs, updated current position information, updated destination information, and updated current charge level data; and updating the charge distribution map of the system to include one or more of an updated charge level, an updated current position, and an updated speed for the plurality of mobile battery-powered entities and the one or more charge vehicles or MoCSs.\nAccording to a thirteenth embodiment, an apparatus can be provided for charge distribution within a system of mobile battery-powered entities. In some embodiments, the apparatus can comprise at least one processor and at least one memory including computer program code. In some embodiments, the at least one memory and the computer program code can be configured to, with the processor, cause the apparatus to at least: receive current position information, destination information, and current charge level data for a plurality of mobile battery-powered entities and one or more MoCSs; generate, based upon at least the current position information, the destination information, and the current charge level data, for the plurality of mobile battery-powered entities and the one or more MoCSs, a charge distribution map; and determine, based upon at least the charge distribution map, route instructions, speed instructions, and charge transfer instructions for one or more mobile battery-powered entities of the plurality of mobile battery-powered entities. In some embodiments, the at least one memory and the computer program code are configured to, with the processor, cause the apparatus to at least: transmit the route instructions and speed instructions to the one or more mobile battery-powered entities; determine whether the one or more mobile battery-powered entities have complied with the route instructions and the speed instructions; and, in an instance in which the one or more mobile battery-powered entities have complied with the route instructions and the speed instructions, transmit the charge transfer instructions to the one or more mobile battery-powered entities. In some embodiments, the at least one memory and the computer program code are configured to, with the processor, cause the apparatus to at least: identify, based upon at least the charge distribution map, one or more charge deficient regions within the charge distribution map; and, in an instance in which one or more charge deficient regions exist, transmit deployment instructions to the one or more charging vehicles or MoCSs.\nAccording to a fourteenth embodiment, a method can be carried out for charge distribution within a system of mobile battery-powered entities, the method comprising: monitoring, for a mobile battery-powered entity in a transportation network, a charge level and one or more of: a destination, a route, a current position, and a transport speed; in an instance in which the charge level of the mobile battery-powered entity is below a pre-determined charge level, causing one or more MoCSs to be deployed to a position nearby the current position of the mobile battery-powered entity; causing the one or more MoCSs to deploy at least one external battery unit to the current position of the mobile battery-powered entity while the battery-powered entity continues to travel through the transportation network, the deployed at least one external battery unit carrying a replenishing supply of charge; and initiating transfer of at least a portion of the replenishing supply of charge from the at least one external battery unit to the mobile battery-powered entity. In some embodiments, the method can further comprise: causing establishment of a charge transfer connection between the at least one external battery unit and the mobile battery-powered entity. In some embodiments, the method can further comprise: after a predetermined duration, causing cessation of transfer of at least the portion of the replenishing supply of charge from the at least one external battery unit to the mobile battery-powered entity. In some embodiments, the method can further comprise: causing the one or more MoCSs to, after the at least one external battery unit ceases transferring charge to the mobile battery-powered entity, collect the at least one external battery unit. In some embodiments, the method can further comprise: once the one or more MoCSs collects the at least one external battery unit, causing the one or more MoCSs to recharge the at least one external battery unit while the MoCSs continue to travel through the transportation network. In some embodiments, the method can further comprise: after the at least one external battery unit ceases transferring charge to the mobile battery-powered entity, redirecting the mobile battery-powered entity to an external battery supply and recovery station; and causing the at least one external battery unit to be disconnected from the mobile battery-powered entity. In some embodiments, the mobile battery-powered entity is selected from among battery-powered terrestrial vehicles, battery-powered aerial vehicles, battery-powered aquatic vehicles, charge relay vehicles, and charge storage vehicles. In some embodiments, the method can further comprise: updating a charge distribution map of the transportation network to include one or more of an updated level, an updated position, and an updated transport speed for the mobile battery-powered entity.\nAccording to a fifteenth embodiment, a method can be carried out for charge distribution within a transportation system. In some embodiments, the method can comprise: monitoring, for a mobile battery-powered entity in a transportation network, a charge level and one or more of: a destination, a route, a current position, and a transport speed; in an instance in which the charge level of the mobile battery-powered entity is below a pre-determined charge level, redirecting the mobile battery-powered entity to a first external battery supply and recovery station; and causing releasable coupling of at least one external battery from the external battery supply and recovery station to the mobile battery-powered entity such that, as the mobile battery-powered entity continues to travel through the transportation network, the at least one external battery transfers charge to the mobile battery-powered entity. In some embodiments, the method can further comprise: after a predetermined duration, causing cessation of the transfer of charge from the at least one external battery unit to the mobile battery-powered entity. In some embodiments, the method can further comprise: after the at least one external battery unit ceases transferring charge to the mobile battery-powered entity, redirecting the mobile battery-powered entity to a second external battery supply and recovery station; and causing the at least one external battery unit to be disconnected from the mobile battery-powered entity. In some embodiments, the method can further comprise: causing deployment of an MoCS to, after the at least one external battery unit ceases transferring charge to the mobile battery-powered entity, collect the at least one external battery unit. In some embodiments, the method can further comprise: once the MoCS collects the at least one external battery unit, causing the MoCS to recharge the at least one external battery unit while the MoCS continues to travel through the transportation network. In some embodiments, the mobile battery-powered entity is selected from among battery-powered terrestrial vehicles, battery-powered aerial vehicles, battery-powered aquatic vehicles, charge relay vehicles, and charge storage vehicles. In some embodiments, the method can further comprise: updating a charge distribution map of the transportation network to include one or more of an updated level, an updated position, and an updated transport speed for the mobile battery-powered entity.\nAccording to a sixteenth embodiment, a system can be provided that comprises: one or more MoCSs comprising one or more external battery units; and one or more computing entities configured to: monitor or receive current position information, current destination information, current route information, current speed level information, and current charge level information for a plurality of mobile battery-powered entities and one or more MoCSs, and determine, based upon one or more of the current position information, the current destination information, the current route information, the current speed level information, or the current charge level information, route instructions and charge transfer instructions for one or more of the plurality of mobile battery-powered entities and at least one of the one or more MoCSs. In some embodiments, the one or more computing entities are further configured to: in an instance in which the current charge level of at least one mobile battery-powered entity of the plurality of mobile battery-powered entities is below a pre-determined charge level, cause an MoCS of the one or more MoCSs to be deployed to a position nearby a current position of the mobile battery-powered entity, cause the MoCS to deploy at least one external battery unit of the one or more external battery unit to the current position of the mobile battery-powered entity while the battery-powered entity continues to travel through the transportation network, the deployed at least one external battery unit carrying a replenishing supply of charge; and initiate transfer of at least a portion of the replenishing supply of charge from the at least one external battery unit to the mobile battery-powered entity. In some embodiments, the one or more computing entities are further configured to: cause establishment of a charge transfer connection between the at least one external battery unit and the mobile battery-powered entity. In some embodiments, the one or more computing entities are further configured to: after a predetermined duration, cause cessation of transfer of at least the portion of the replenishing supply of charge from the at least one external battery unit to the mobile battery-powered entity. In some embodiments, the one or more computing entities are further configured to: cause the MoCS to, after the at least one external battery unit ceases transferring charge to the mobile battery-powered entity, collect the at least one external battery unit. In some embodiments, the one or more computing entities are further configured to: once the MoCS collects the at least one external battery unit, cause the MoCS to recharge the at least one external battery unit while the MoCS continues to travel through the transportation network. In some embodiments, the one or more computing entities are further configured to: after the at least one external battery unit ceases transferring charge to the mobile battery-powered entity, redirect the mobile battery-powered entity to an external battery supply and recovery station; and cause the at least one external battery unit to be disconnec | Apparatus, systems, and methods described herein relate generally to autonomous mobile units carrying a modular configurable battery system that may attach and power mobile units in transportation systems. A method can include determining charge levels, current positions, and transport speeds for an electric vehicle (EV), identifying one or more EVs in need of charging, and mobilizing a Mobile Charging Station (MoCS) to deliver one or more external batteries. A processor, with a memory including computer program code, can be configured to receive current charge level data for mobile battery-powered entities, identify one or more EVs to be charged and the proximity of both MoCS and physical battery stations, and send charging instructions to the EVs. A routing and charge transaction scheduling algorithm can be used to optimize the route of one or more battery-powered entities and to schedule charge transactions between the EV and MoCS and/or the battery station. | US:17/306,553 | https://patentimages.storage.googleapis.com/4f/ca/d0/6e2c724823d663/US11890957.pdf | US:11890957 | Prabuddha CHAKRABORTY, Swarup Bhunia, Christopher M. Vega | University of Florida Research Foundation Inc | US:10872361, US:20210110446:A1, WO:2016022646:A1, US:11091053, US:11420530, US:11376979, US:10879741, US:20210025728:A1 | 2024-02-06 | 2024-02-06 | 1. A method comprising:\nreceiving, by one or more processors and originating from a mobile battery-powered entity in a transportation system, a mobile charging request, the mobile charging request comprising at least a location of the mobile battery-powered entity;\ndetermining, by the one or more processors and based at least in part on the location of the mobile battery-powered entity, a location of each of a plurality of mobile charging stations, and a charge level of each of the plurality of mobile charging stations, a mobile charging station from among said plurality of mobile charging stations to be deployed for mobile charging of the mobile battery-powered entity; and\ncausing, by the one or more processors, deployment of the mobile charging station by sending a deployment request to the mobile charging station, the deployment request comprising at least the location of the mobile battery-powered entity.\n, receiving, by one or more processors and originating from a mobile battery-powered entity in a transportation system, a mobile charging request, the mobile charging request comprising at least a location of the mobile battery-powered entity;, determining, by the one or more processors and based at least in part on the location of the mobile battery-powered entity, a location of each of a plurality of mobile charging stations, and a charge level of each of the plurality of mobile charging stations, a mobile charging station from among said plurality of mobile charging stations to be deployed for mobile charging of the mobile battery-powered entity; and, causing, by the one or more processors, deployment of the mobile charging station by sending a deployment request to the mobile charging station, the deployment request comprising at least the location of the mobile battery-powered entity., 2. The method of claim 1, further comprising:\nreceiving, originating from the mobile charging station, an indication regarding whether the mobile charging station has reached a location within a predetermined distance of a current position of the mobile battery-powered entity such that the mobile charging station can establish electrical communication with the mobile battery-powered entity or deploy an external battery unit to be supported by a portion of the mobile battery-powered entity;\nin an instance in which said indication is an affirmative indication, causing the mobile charging station to establish electrical communication with the mobile battery-powered entity or causing the mobile charging station to deploy at least one external battery unit to the current position of the mobile battery-powered entity while the battery-powered entity continues to travel through the transportation network, the deployed at least one external battery unit carrying a replenishing supply of charge; and\ncausing transfer of at least a portion of the replenishing supply of electrical charge from the at least one external battery unit to the mobile battery-powered entity.\n, receiving, originating from the mobile charging station, an indication regarding whether the mobile charging station has reached a location within a predetermined distance of a current position of the mobile battery-powered entity such that the mobile charging station can establish electrical communication with the mobile battery-powered entity or deploy an external battery unit to be supported by a portion of the mobile battery-powered entity;, in an instance in which said indication is an affirmative indication, causing the mobile charging station to establish electrical communication with the mobile battery-powered entity or causing the mobile charging station to deploy at least one external battery unit to the current position of the mobile battery-powered entity while the battery-powered entity continues to travel through the transportation network, the deployed at least one external battery unit carrying a replenishing supply of charge; and, causing transfer of at least a portion of the replenishing supply of electrical charge from the at least one external battery unit to the mobile battery-powered entity., 3. The method of claim 1, wherein the mobile charging request further comprises charge network subscriber information associated with an operator of the mobile battery-powered entity., 4. The method of claim 3, further comprising:\ncausing transfer of a replenishing supply of electrical charge from the mobile charging station or at least one external battery unit deployed from the mobile charging station to the mobile battery-powered entity;\ntolling an amount of said replenishing supply of electrical charge transferred to the mobile battery-powered entity; and\ncharging, based at least in part on said charge network subscriber information, said operator for said amount of said replenishing supply of electrical charge transferred to the mobile battery-powered entity.\n, causing transfer of a replenishing supply of electrical charge from the mobile charging station or at least one external battery unit deployed from the mobile charging station to the mobile battery-powered entity;, tolling an amount of said replenishing supply of electrical charge transferred to the mobile battery-powered entity; and, charging, based at least in part on said charge network subscriber information, said operator for said amount of said replenishing supply of electrical charge transferred to the mobile battery-powered entity., 5. The method of claim 1, wherein the mobile charging request further comprises a destination of the mobile battery-powered entity., 6. The method of claim 5, further comprising:\ndetermining a deployment pathway of the mobile charging station deployed in the transportation network or receiving, originating from the mobile charging station, information regarding said deployment pathway;\ndetermining a destination and a desired route of the mobile battery-powered entity; and\ndetermining, based at least on the destination and the desired route of the mobile battery-powered entity and the deployment pathway of the mobile charging station, whether to modify the desired route of the mobile battery-powered entity.\n, determining a deployment pathway of the mobile charging station deployed in the transportation network or receiving, originating from the mobile charging station, information regarding said deployment pathway;, determining a destination and a desired route of the mobile battery-powered entity; and, determining, based at least on the destination and the desired route of the mobile battery-powered entity and the deployment pathway of the mobile charging station, whether to modify the desired route of the mobile battery-powered entity., 7. The method of claim 6, further comprising:\nin an instance in which said determining whether to modify is determining to modify the desired route of the mobile battery-powered entity, determining a proposed alternative route for the mobile battery-powered entity based at least in part on said destination of the mobile battery-powered entity and the deployment pathway of the mobile charging station;\ntransmitting the proposed alternative route to the mobile battery-powered entity with a request that the mobile battery-powered entity travel through said transportation network according to the proposed alternative route; and\nreceiving, from the mobile battery-powered entity, an indication of whether the mobile battery-powered entity will commence traveling through said transportation network according to the proposed alternative route.\n, in an instance in which said determining whether to modify is determining to modify the desired route of the mobile battery-powered entity, determining a proposed alternative route for the mobile battery-powered entity based at least in part on said destination of the mobile battery-powered entity and the deployment pathway of the mobile charging station;, transmitting the proposed alternative route to the mobile battery-powered entity with a request that the mobile battery-powered entity travel through said transportation network according to the proposed alternative route; and, receiving, from the mobile battery-powered entity, an indication of whether the mobile battery-powered entity will commence traveling through said transportation network according to the proposed alternative route., 8. An apparatus comprising:\nat least one processor; and\nat least one memory storing instructions thereon that, when executed by the at least one processor, cause the apparatus to perform at least:\nreceiving, originating from a mobile battery-powered entity in a transportation system, a mobile charging request, the mobile charging request comprising at least a location of the mobile battery-powered entity;\ndetermining, based at least in part on the location of the mobile battery-powered entity, a location of each of a plurality of mobile charging stations, and a charge level of each of the plurality of mobile charging stations, a mobile charging station from among said plurality of mobile charging stations to be deployed for mobile charging of the mobile battery-powered entity; and\n\ncausing deployment of the mobile charging station by sending a deployment request to the mobile charging station, the deployment request comprising at least the location of the mobile battery-powered entity.\n, at least one processor; and, at least one memory storing instructions thereon that, when executed by the at least one processor, cause the apparatus to perform at least:\nreceiving, originating from a mobile battery-powered entity in a transportation system, a mobile charging request, the mobile charging request comprising at least a location of the mobile battery-powered entity;\ndetermining, based at least in part on the location of the mobile battery-powered entity, a location of each of a plurality of mobile charging stations, and a charge level of each of the plurality of mobile charging stations, a mobile charging station from among said plurality of mobile charging stations to be deployed for mobile charging of the mobile battery-powered entity; and\n, receiving, originating from a mobile battery-powered entity in a transportation system, a mobile charging request, the mobile charging request comprising at least a location of the mobile battery-powered entity;, determining, based at least in part on the location of the mobile battery-powered entity, a location of each of a plurality of mobile charging stations, and a charge level of each of the plurality of mobile charging stations, a mobile charging station from among said plurality of mobile charging stations to be deployed for mobile charging of the mobile battery-powered entity; and, causing deployment of the mobile charging station by sending a deployment request to the mobile charging station, the deployment request comprising at least the location of the mobile battery-powered entity., 9. The apparatus of claim 8, wherein the instructions stored on the at least one memory, when executed by the at least one processor, further cause the apparatus to perform:\nreceiving, originating from the mobile charging station, an indication regarding whether the mobile charging station has reached a location within a predetermined distance of a current position of the mobile battery-powered entity such that the mobile charging station can establish electrical communication with the mobile battery-powered entity or deploy an external battery unit to be supported by a portion of the mobile battery-powered entity;\nin an instance in which said indication is an affirmative indication, causing the mobile charging station to establish electrical communication with the mobile battery-powered entity or cause the mobile charging station to deploy at least one external battery unit to the current position of the mobile battery-powered entity while the battery-powered entity continues to travel through the transportation network, the deployed at least one external battery unit carrying a replenishing supply of charge; and\ncausing transfer of at least a portion of the replenishing supply of electrical charge from the at least one external battery unit to the mobile battery-powered entity.\n, receiving, originating from the mobile charging station, an indication regarding whether the mobile charging station has reached a location within a predetermined distance of a current position of the mobile battery-powered entity such that the mobile charging station can establish electrical communication with the mobile battery-powered entity or deploy an external battery unit to be supported by a portion of the mobile battery-powered entity;, in an instance in which said indication is an affirmative indication, causing the mobile charging station to establish electrical communication with the mobile battery-powered entity or cause the mobile charging station to deploy at least one external battery unit to the current position of the mobile battery-powered entity while the battery-powered entity continues to travel through the transportation network, the deployed at least one external battery unit carrying a replenishing supply of charge; and, causing transfer of at least a portion of the replenishing supply of electrical charge from the at least one external battery unit to the mobile battery-powered entity., 10. The apparatus of claim 8, wherein the mobile charging request further comprises charge network subscriber information associated with an operator of the mobile battery-powered entity., 11. The apparatus of claim 10, wherein the instructions stored on the at least one memory, when executed by the at least one processor, further cause the apparatus at least to perform:\ncausing transfer of a replenishing supply of electrical charge from the mobile charging station or at least one external battery unit deployed from the mobile charging station to the mobile battery-powered entity;\ntolling an amount of said replenishing supply of electrical charge transferred to the mobile battery-powered entity; and\ncharging, based at least in part on said charge network subscriber information, said operator for said amount of said replenishing supply of electrical charge transferred to the mobile battery-powered entity.\n, causing transfer of a replenishing supply of electrical charge from the mobile charging station or at least one external battery unit deployed from the mobile charging station to the mobile battery-powered entity;, tolling an amount of said replenishing supply of electrical charge transferred to the mobile battery-powered entity; and, charging, based at least in part on said charge network subscriber information, said operator for said amount of said replenishing supply of electrical charge transferred to the mobile battery-powered entity., 12. The apparatus of claim 8, wherein the mobile charging request further comprises a destination of the mobile battery-powered entity., 13. The apparatus of claim 12, wherein the instructions stored on the at least one memory, when executed by the at least one processor, further cause the apparatus to perform:\ndetermining a deployment pathway of the mobile charging station deployed in the transportation network or receiving, originating from the mobile charging station, information regarding said deployment pathway;\ndetermining a destination and a desired route of the mobile battery-powered entity; and\ndetermine, based at least on the destination and the desired route of the mobile battery-powered entity and the deployment pathway of the mobile charging station, whether to modify the desired route of the mobile battery-powered entity.\n, determining a deployment pathway of the mobile charging station deployed in the transportation network or receiving, originating from the mobile charging station, information regarding said deployment pathway;, determining a destination and a desired route of the mobile battery-powered entity; and, determine, based at least on the destination and the desired route of the mobile battery-powered entity and the deployment pathway of the mobile charging station, whether to modify the desired route of the mobile battery-powered entity., 14. The apparatus of claim 13, wherein the instructions stored on the at least one memory, when executed by the at least one processor, further cause the apparatus to perform:\nin an instance in which said determination about whether to modify the desired route of the mobile battery-powered entity is an affirmative determination, determining a proposed alternative route for the mobile battery-powered entity based at least in part on said destination of the mobile battery-powered entity and the deployment pathway of the mobile charging station;\ntransmitting the proposed alternative route to the mobile battery-powered entity with a request that the mobile battery-powered entity travel through said transportation network according to the proposed alternative route; and\nreceiving, from the mobile battery-powered entity, an indication of whether the mobile battery-powered entity will commence traveling through said transportation network according to the proposed alternative route.\n, in an instance in which said determination about whether to modify the desired route of the mobile battery-powered entity is an affirmative determination, determining a proposed alternative route for the mobile battery-powered entity based at least in part on said destination of the mobile battery-powered entity and the deployment pathway of the mobile charging station;, transmitting the proposed alternative route to the mobile battery-powered entity with a request that the mobile battery-powered entity travel through said transportation network according to the proposed alternative route; and, receiving, from the mobile battery-powered entity, an indication of whether the mobile battery-powered entity will commence traveling through said transportation network according to the proposed alternative route., 15. An apparatus comprising:\nat least one processor; and\nat least one memory storing instructions thereon that, when executed by the at least one processor, cause the apparatus to perform at least:\nreceiving a mobile charging request, the mobile charging request comprising at least a location of a mobile battery-powered entity in a transportation system;\ncomparing the location of the mobile battery-powered entity to a location of respective mobile charging stations of a plurality of mobile charging stations; and\ninitiating deployment, based on at least a current charge level of one or more of the plurality of mobile charging stations and the comparing the location of the mobile battery-powered entity to the location of respective of the plurality of mobile charging stations, a particular mobile charging station from among the plurality of mobile charging stations to be deployed for mobile charging of the mobile battery-powered entity.\n\n, at least one processor; and, at least one memory storing instructions thereon that, when executed by the at least one processor, cause the apparatus to perform at least:\nreceiving a mobile charging request, the mobile charging request comprising at least a location of a mobile battery-powered entity in a transportation system;\ncomparing the location of the mobile battery-powered entity to a location of respective mobile charging stations of a plurality of mobile charging stations; and\ninitiating deployment, based on at least a current charge level of one or more of the plurality of mobile charging stations and the comparing the location of the mobile battery-powered entity to the location of respective of the plurality of mobile charging stations, a particular mobile charging station from among the plurality of mobile charging stations to be deployed for mobile charging of the mobile battery-powered entity.\n, receiving a mobile charging request, the mobile charging request comprising at least a location of a mobile battery-powered entity in a transportation system;, comparing the location of the mobile battery-powered entity to a location of respective mobile charging stations of a plurality of mobile charging stations; and, initiating deployment, based on at least a current charge level of one or more of the plurality of mobile charging stations and the comparing the location of the mobile battery-powered entity to the location of respective of the plurality of mobile charging stations, a particular mobile charging station from among the plurality of mobile charging stations to be deployed for mobile charging of the mobile battery-powered entity., 16. The apparatus of claim 15, wherein the instructions stored on the at least one memory, when executed by the at least one processor, further cause the apparatus to perform:\nsending a deployment request to the particular mobile charging station to initiating said deployment of the particular mobile charging station for mobile charging of the mobile battery-powered entity, the deployment request comprising at least the current location of the mobile battery-powered entity.\n, sending a deployment request to the particular mobile charging station to initiating said deployment of the particular mobile charging station for mobile charging of the mobile battery-powered entity, the deployment request comprising at least the current location of the mobile battery-powered entity., 17. The apparatus of claim 15, wherein the instruction stored on the at least one memory, when executed by the at least one processor, further cause the apparatus to perform:\nreceiving an indication regarding whether the particular mobile charging station has reached a location within a predetermined distance of the current position of the mobile battery-powered entity or an updated current position of the mobile battery-powered entity such that the particular mobile charging station can establish electrical communication with the mobile battery-powered entity or deploy an external battery unit to be supported by a portion of the mobile battery-powered entity;\nin an instance in which said indication is an affirmative indication, causing the particular mobile charging station to establish electrical communication with the mobile battery-powered entity or cause the particular mobile charging station to deploy at least one external battery unit to the current position or the updated current position of the mobile battery-powered entity while the mobile battery-powered entity continues to travel through the transportation network, the deployed at least one external battery unit carrying a replenishing supply of charge; and\ncausing transfer of at least a portion of the replenishing supply of electrical charge from the at least one external battery unit to the mobile battery-powered entity.\n, receiving an indication regarding whether the particular mobile charging station has reached a location within a predetermined distance of the current position of the mobile battery-powered entity or an updated current position of the mobile battery-powered entity such that the particular mobile charging station can establish electrical communication with the mobile battery-powered entity or deploy an external battery unit to be supported by a portion of the mobile battery-powered entity;, in an instance in which said indication is an affirmative indication, causing the particular mobile charging station to establish electrical communication with the mobile battery-powered entity or cause the particular mobile charging station to deploy at least one external battery unit to the current position or the updated current position of the mobile battery-powered entity while the mobile battery-powered entity continues to travel through the transportation network, the deployed at least one external battery unit carrying a replenishing supply of charge; and, causing transfer of at least a portion of the replenishing supply of electrical charge from the at least one external battery unit to the mobile battery-powered entity., 18. The apparatus of claim 15, wherein the mobile charging request further comprises charge network subscriber information associated with an operator of the mobile battery-powered entity., 19. The apparatus of claim 18, wherein the instruction stored on the at least one memory, when executed by the at least one processor, further cause the apparatus to perform:\ncausing transfer of a replenishing supply of electrical charge from the mobile charging station or at least one external battery unit deployed from the mobile charging station to the mobile battery-powered entity;\ntolling an amount of said replenishing supply of electrical charge transferred to the mobile battery-powered entity; and\ncharging, based at least in part on said charge network subscriber information, said operator for said amount of said replenishing supply of electrical charge transferred to the mobile battery-powered entity.\n, causing transfer of a replenishing supply of electrical charge from the mobile charging station or at least one external battery unit deployed from the mobile charging station to the mobile battery-powered entity;, tolling an amount of said replenishing supply of electrical charge transferred to the mobile battery-powered entity; and, charging, based at least in part on said charge network subscriber information, said operator for said amount of said replenishing supply of electrical charge transferred to the mobile battery-powered entity., 20. The apparatus of claim 15, wherein the mobile charging request further comprises a destination of the mobile battery-powered entity., 21. The apparatus of claim 20, wherein the instruction stored on the at least one memory, when executed by the at least one processor, further cause the apparatus to perform:\ndetermining a deployment pathway of the particular mobile charging station deployed in the transportation network or receiving, from the particular mobile charging station, information regarding said deployment pathway;\ndetermining a destination and a desired route of the mobile battery-powered entity based at least upon said deployment pathway of the particular mobile charging station; and\ndetermining, based at least on the destination and the desired route of the mobile battery-powered entity and the deployment pathway of the particular mobile charging station, whether the desired route of the mobile battery-powered entity should be modified to accommodate the mobile charging of the mobile battery-powered entity by the particular mobile charging station.\n, determining a deployment pathway of the particular mobile charging station deployed in the transportation network or receiving, from the particular mobile charging station, information regarding said deployment pathway;, determining a destination and a desired route of the mobile battery-powered entity based at least upon said deployment pathway of the particular mobile charging station; and, determining, based at least on the destination and the desired route of the mobile battery-powered entity and the deployment pathway of the particular mobile charging station, whether the desired route of the mobile battery-powered entity should be modified to accommodate the mobile charging of the mobile battery-powered entity by the particular mobile charging station., 22. The apparatus of claim 21, wherein the instruction stored on the at least one memory, when executed by the at least one processor, further cause the apparatus to perform:\nin an instance in which said determination about whether to modify the desired route of the mobile battery-powered entity is an affirmative determination, determining a proposed alternative route for the mobile battery-powered entity based at least in part on said destination of the mobile battery-powered entity and the deployment pathway of the mobile charging station;\ntransmitting the proposed alternative route to the mobile battery-powered entity with a request that the mobile battery-powered entity travel through said transportation network according to the proposed alternative route; and\nreceiving, from the mobile battery-powered entity, an indication of whether the mobile battery-powered entity will commence traveling through said transportation network according to the proposed alternative route.\n, in an instance in which said determination about whether to modify the desired route of the mobile battery-powered entity is an affirmative determination, determining a proposed alternative route for the mobile battery-powered entity based at least in part on said destination of the mobile battery-powered entity and the deployment pathway of the mobile charging station;, transmitting the proposed alternative route to the mobile battery-powered entity with a request that the mobile battery-powered entity travel through said transportation network according to the proposed alternative route; and, receiving, from the mobile battery-powered entity, an indication of whether the mobile battery-powered entity will commence traveling through said transportation network according to the proposed alternative route. | US | United States | Active | B | True |
| 109 | 基于蓄电池组监控与故障诊断的电动汽车充电方法及装置 \n | CN106058987B | 技术领域本发明涉及一种基于蓄电池组监控与故障诊断充电方法及装置，特别涉及一种基于蓄电池组监控与故障诊断的电动汽车充电方法及装置。背景技术随着电动汽车技术的不断发展，目前已经有越来越多的消费者开始认可并选择购买电动汽车。而影响电动汽车最为关键的因素就是电动汽车的电池寿命，而随着电动汽车的使用其电池会发生退化现象，其整个电池大约将会丢失20％的电容量。蓄电池组是电动汽车的核心，其性能决定了电动汽车的品质和使用体验，其运行环境复杂多变，蓄电池组受温度影响电池寿命将大打折扣。所以，对电动汽车蓄电池组的监控和故障诊断是亟待突破的技术障碍。对于一辆电动汽车而言，电池续航里程越大就意味着充电的频率就越低，也将直接影响建设充电装置的数量和成本。电动汽车的系统能力和现代化水平日益提高。与此同时，蓄电池的工作环境也日趋复杂，对蓄电池的可靠性和安全性提出了更高的要求，以减少重大事故的发生，保障用户的人身和财产安全。随着对电动汽车安全性和可靠性要求的进一步提高，人们不仅希望在电动汽车发生故障后能够对故障进行诊断，更加希望在只有微小异常征兆出现时就能够对故障的发展进行预测，即根据系统过去和现在的运行状态预测故障发生的时间或者判断未来的某个时刻电动汽车是否会发生故障。因此结合蓄电池组监控与故障诊断的电动汽车交流充电装置是提高电动汽车安全性和蓄电池工作可靠性并降低事故风险的有效手段。发明内容本发明目的是针对电动汽车用蓄电池工作环境复杂，蓄电池寿命受温度等因素影响大，故障易发，危害用户人身和财产安全等问题。提出了一种基于蓄电池组监控与故障诊断的电动汽车充电方法及装置。本发明解决其技术问题所采用的技术方案是：一种基于蓄电池组监控与故障诊断的电动汽车充电方法，适用于电动汽车蓄电池组的监控和检测，包括以下步骤：步骤一，在电动汽车运行过程中，监测蓄电池组的放电电压和电流出现波动或突变，采集放电过程中的电压信号和电流信号并存储，每次充电时向充电装置上传存储的数据；步骤二，充电装置对上传的数据进行处理和分类，同时删除电动汽车中的存储数据，空置存储空间；步骤三，经过状态数据处理处理和分类的数据分别进行故障诊断分析和电池寿命预测；步骤四，完成对电池寿命进行预测和对故障状态进行诊断，并反馈至给使用者；步骤五，若电池组存在重大安全隐患时，一方面向使用者发出故障预警，同时终止电池组供电；步骤六，在存在潜在故障风险时，向用户发出故障预警，使用者获取电池寿命和故障预测信息。在电动汽车运行过程中，蓄电池组的放电电压和电流会出现波动、甚至突变。电池组分析模块采集放电过程中的电压信号和电流信号，并存储在数据存储模块中，每次充电时向充电装置上传存储的数据。充电装置的状态数据处理模块对上传的数据进行处理和分类。同时删除电池组监控系统中数据存储模块的存储数据，空置存储空间。经过状态数据处理模块处理和分类的数据分别传送至故障诊断分析模块和电池寿命预测模块，对电池寿命进行预测和对故障状态进行诊断，并及时反馈至人机交互系统。人机交互系统集成人机交互接口，用户可以通过人机交互接口读取电池寿命和故障预测信息。并在存在潜在故障风险时，及时向用户发出故障预警。经过电池寿命模块和故障诊断分析模块分析之后，若电池组存在重大安全隐患时，一方面向用户发出故障预警，同时向电源管理系统发出信号，通过充电控制模块终止电池组供电。避免发生蓄电池组过充，保障电动汽车安全。本发明具有显著的技术效果和实际使用价值，能够实现在电动车充电同时分析蓄电池状态和预测寿命，并将故障和寿命状态实时反馈给用户，提高电动汽车运行安全和及时故障预警。作为优选，在步骤三中，根据故障诊断分析的分析结果给出电池组维护建议，反馈给用户，给出蓄电池维护策略的同时，调节充电电流和电压，保障蓄电池组的使用安全。作为优选，在蓄电池组充放电时，每10分钟对电池组计算一次同一单位时间内的电压变化量u，和电流变化量a，同时进行一次评估和存储，将电压变化量和电流变化量作为寿命预测评估的依据。作为优选，在步骤一中记录电压和电流突变，单位时间内电压电流发生突变的次数，并将单位时间内电压电流发生突变的次数上传至充电装置。作为优选，在充电装置中记录每次充电时间及续航里程数、环境温度和充电次数，建立历史数据信息库，根据每次充电时间及续航里程数、环境温度和充电次数、单位时间内电压电流发生突变的次数、电压变化量和电流变化量对蓄电池组进行故障诊断分析和电池寿命预测。作为优选，在一次充满电量中，续航里程降低30％以上时，应发出蓄电池组寿命终止的预警，提示用户更换新蓄电池组。作为优选，若单位时间内电压电流发生突变的次数、电压变化量和电流变化量任一数值超出设定阈值则判定蓄电池组故障命令，若单位时间内电压电流发生突变的次数、电压变化量和电流变化量数值均低于设定阈值，则根据之前的充电时间及续航里程数并根据环境温度和充电次数的加权值计算出修正后的充电时间及续航里程数，并根据修正后的充电时间及续航里程数在信息数据库中查询对应的预测电池寿命预测值，根据修正后的充电时间及续航里程数在信息数据库中查询对应的单位时间内电压电流发生突变的标准次数、标准电压变化量和标准电流变化量数值，并计算相互之间的差值，根据差值查询得到蓄电池组故障。一种基于蓄电池组监控与故障诊断的电动汽车充电装置，其特征在于：适用于电动汽车蓄电池组的监控和检测，包括以下装置：由电池组分析模块和数据存储模块构成的电池组监控系统，在电动汽车运行过程中，电池组分析模块监测蓄电池组的放电电压和电流出现波动或突变，采集放电过程中的电压信号和电流信号并存储在数据存储模块，每次充电时向充电装置上传存储的数据；状态数据处理模块，充电装置对上传的数据进行处理和分类，同时删除电动汽车中数据存储模块的存储数据，空置存储空间；故障诊断分析模块，使用经过状态数据处理处理和分类的数据进行故障诊断分析，完成对对故障状态进行诊断，并反馈至给使用者；电池寿命预测模块，使用经过状态数据处理处理和分类的数据进行电池寿命预测，完成对电池寿命进行预测，并反馈至给使用者；充电控制模块，若电池组存在重大安全隐患时，一方面向使用者发出故障预警，同时终止电池组供电；人机交互系统，在存在潜在故障风险时，向用户发出故障预警，使用者获取电池寿命和故障预测信息。作为优选，还包括电池监控管理模块，电池监控管理模块根据故障诊断分析模块的分析结果给出电池组维护建议，通过人机交互系统反馈给用户，给出蓄电池维护策略的同时，发送控制命令至充电控制模块调节充电电流和电压，保障蓄电池组的使用安全。本发明的实质性效果是：本发明具有显著的技术效果和实际使用价值，能够实现在电动车充电同时分析蓄电池状态和预测寿命，并将故障和寿命状态实时反馈给用户，提高电动汽车运行安全和及时故障预警。具体实施方式下面通过具体实施例，对本发明的技术方案作进一步的具体说明。实施例：一种基于蓄电池组监控与故障诊断的电动汽车充电方法，适用于电动汽车蓄电池组的监控和检测，包括以下步骤：步骤一，在电动汽车运行过程中，监测蓄电池组的放电电压和电流出现波动或突变，采集放电过程中的电压信号和电流信号并存储，每次充电时向充电装置上传存储的数据；步骤二，充电装置对上传的数据进行处理和分类，同时删除电动汽车中的存储数据，空置存储空间；步骤三，经过状态数据处理处理和分类的数据分别进行故障诊断分析和电池寿命预测；步骤四，完成对电池寿命进行预测和对故障状态进行诊断，并反馈至给使用者；步骤五，若电池组存在重大安全隐患时，一方面向使用者发出故障预警，同时终止电池组供电；步骤六，在存在潜在故障风险时，向用户发出故障预警，使用者获取电池寿命和故障预测信息。在步骤三中，根据故障诊断分析的分析结果给出电池组维护建议，反馈给用户，给出蓄电池维护策略的同时，调节充电电流和电压，保障蓄电池组的使用安全。在蓄电池组充放电时，每10分钟对电池组计算一次同一单位时间内的电压变化量u，和电流变化量a，同时进行一次评估和存储，将电压变化量和电流变化量作为寿命预测评估的依据。在步骤一中记录电压和电流突变，单位时间内电压电流发生突变的次数，并将单位时间内电压电流发生突变的次数上传至充电装置。在充电装置中记录每次充电时间及续航里程数、环境温度和充电次数，建立历史数据信息库，根据每次充电时间及续航里程数、环境温度和充电次数、单位时间内电压电流发生突变的次数、电压变化量和电流变化量对蓄电池组进行故障诊断分析和电池寿命预测。在一次充满电量中，续航里程降低30％以上时，应发出蓄电池组寿命终止的预警，提示用户更换新蓄电池组。若单位时间内电压电流发生突变的次数、电压变化量和电流变化量任一数值超出设定阈值则判定蓄电池组故障命令，若单位时间内电压电流发生突变的次数、电压变化量和电流变化量数值均低于设定阈值，则根据之前的充电时间及续航里程数并根据环境温度和充电次数的加权值计算出修正后的充电时间及续航里程数，并根据修正后的充电时间及续航里程数在信息数据库中查询对应的预测电池寿命预测值，根据修正后的充电时间及续航里程数在信息数据库中查询对应的单位时间内电压电流发生突变的标准次数、标准电压变化量和标准电流变化量数值，并计算相互之间的差值，根据差值查询得到蓄电池组故障。在电动汽车运行过程中，蓄电池组的放电电压和电流会出现波动、甚至突变。电池组分析模块采集放电过程中的电压信号和电流信号，并存储在数据存储模块中，每次充电时向充电装置上传存储的数据。充电装置的状态数据处理模块对上传的数据进行处理和分类。同时删除电池组监控系统中数据存储模块的存储数据，空置存储空间。经过状态数据处理模块处理和分类的数据分别传送至故障诊断分析模块和电池寿命预测模块，对电池寿命进行预测和对故障状态进行诊断，并及时反馈至人机交互系统。人机交互系统集成人机交互接口，用户可以通过人机交互接口读取电池寿命和故障预测信息。并在存在潜在故障风险时，及时向用户发出故障预警。经过电池寿命模块和故障诊断分析模块分析之后，若电池组存在重大安全隐患时，一方面向用户发出故障预警，同时向电源管理系统发出信号，通过充电控制模块终止电池组供电。避免发生蓄电池组过充，保障电动汽车安全。本发明具有显著的技术效果和实际使用价值，能够实现在电动车充电同时分析蓄电池状态和预测寿命，并将故障和寿命状态实时反馈给用户，提高电动汽车运行安全和及时故障预警。一种基于蓄电池组监控与故障诊断的电动汽车充电装置，适用于电动汽车蓄电池组的监控和检测，包括以下装置：由电池组分析模块和数据存储模块构成的电池组监控系统，在电动汽车运行过程中，电池组分析模块监测蓄电池组的放电电压和电流出现波动或突变，采集放电过程中的电压信号和电流信号并存储在数据存储模块，每次充电时向充电装置上传存储的数据；状态数据处理模块，充电装置对上传的数据进行处理和分类，同时删除电动汽车中数据存储模块的存储数据，空置存储空间；故障诊断分析模块，使用经过状态数据处理处理和分类的数据进行故障诊断分析，完成对对故障状态进行诊断，并反馈至给使用者；电池寿命预测模块，使用经过状态数据处理处理和分类的数据进行电池寿命预测，完成对电池寿命进行预测，并反馈至给使用者；充电控制模块，若电池组存在重大安全隐患时，一方面向使用者发出故障预警，同时终止电池组供电；人机交互系统，在存在潜在故障风险时，及时向用户发出故障预警，使用者获取电池寿命和故障预测信息。实施例2：还包括电池监控管理模块，电池监控管理模块根据故障诊断分析模块的分析结果给出电池组维护建议，通过人机交互系统反馈给用户，给出蓄电池维护策略的同时，发送控制命令至充电控制模块调节充电电流和电压，保障蓄电池组的使用安全。以上所述的实施例只是本发明的一种较佳的方案，并非对本发明作任何形式上的限制，在不超出权利要求所记载的技术方案的前提下还有其它的变体及改型。 | 本发明涉及一种基于蓄电池组监控与故障诊断的电动汽车充电方法，解决了现有技术的不足，包括以下步骤：在电动汽车运行过程中，监测蓄电池组的放电电压和电流出现波动或突变，采集放电过程中的电压信号和电流信号并存储，每次充电时向充电装置上传存储的数据；充电装置对上传的数据进行处理和分类，同时删除电动汽车中的存储数据，空置存储空间；经过状态数据处理处理和分类的数据分别进行故障诊断分析和电池寿命预测；完成对电池寿命进行预测和对故障状态进行诊断，并反馈至给使用者；若电池组存在重大安全隐患时，一方面向使用者发出故障预警，同时终止电池组供电；在存在潜在故障风险时，向用户发出预警，使用者获取电池寿命和故障预测信息。 | CN:201610524268.4A | https://patentimages.storage.googleapis.com/19/5c/19/cde05f226bdb0b/CN106058987B.pdf | CN:106058987:B | 何若虚 | ZHEJIANG WANMA NEW ENERGY CO Ltd | US:5477128, CN:104393647:A, CN:204719213:U | Not available | 2018-11-06 | 1.一种基于蓄电池组监控与故障诊断的电动汽车充电方法，其特征在于：适用于电动汽车蓄电池组的监控和检测，包括以下步骤：, 步骤一，在电动汽车运行过程中，监测蓄电池组的放电电压和电流出现的波动或突变，采集放电过程中的电压信号和电流信号并存储，记录电压和电流突变，单位时间内电压电流发生突变的次数，每次充电时向充电装置上传存储的数据；, 步骤二，充电装置对上传的数据进行处理和分类，同时删除电动汽车中的存储数据，空置存储空间；, 步骤三，充电装置对经过状态数据处理和分类的数据分别进行故障诊断分析和电池寿命预测；, 步骤四，完成对电池寿命进行预测和故障诊断，并反馈至给用户；, 步骤五，若蓄电池组存在重大安全隐患时，一方面向用户发出故障预警，同时终止蓄电池组供电；, 步骤六，在存在潜在故障风险时，向用户发出故障预警，用户获取电池寿命和故障预测信息；, 在蓄电池组充放电时，每10分钟对蓄电池组计算一次同一单位时间内的电压变化量u，和电流变化量a，同时进行一次评估和存储，将电压变化量和电流变化量作为寿命预测评估的依据；, 在充电装置中记录每次充电时间及续航里程数、环境温度和充电次数，建立历史数据信息库，根据每次充电时间及续航里程数、环境温度和充电次数、单位时间内电压电流发生突变的次数、电压变化量和电流变化量对蓄电池组进行故障诊断分析和电池寿命预测；, 若单位时间内电压电流发生突变的次数、电压变化量和电流变化量任一数值超出设定阈值则判定蓄电池组故障，若单位时间内电压电流发生突变的次数、电压变化量和电流变化量数值均低于设定阈值，则根据之前的充电时间及续航里程数并根据环境温度和充电次数的加权值计算出修正后的充电时间及续航里程数，并根据修正后的充电时间及续航里程数在信息数据库中查询对应的预测电池寿命预测值，根据修正后的充电时间及续航里程数在信息数据库中查询对应的单位时间内电压电流发生突变的标准次数、标准电压变化量和标准电流变化量数值，并计算单位时间内电压电流发生突变的次数与单位时间内电压电流发生突变的标准次数之间的差值、电压变化量与标准电压变化量之间的差值以及电流变化量与标准电流变化量数值之间的差值，根据差值查询得到蓄电池组故障。, \n \n, 2.根据权利要求1所述的基于蓄电池组监控与故障诊断的电动汽车充电方法，其特征在于：在步骤四中，根据故障诊断分析的分析结果给出蓄电池组维护建议，反馈给用户，给出蓄电池组维护策略的同时，调节充电电流和电压，保障蓄电池组的使用安全。, \n \n, 3.根据权利要求1所述的基于蓄电池组监控与故障诊断的电动汽车充电方法，其特征在于：在一次充满电量中，续航里程降低30％以上时，应发出蓄电池组寿命终止的预警，提示用户更换新蓄电池组。, 4.一种基于蓄电池组监控与故障诊断的电动汽车充电装置，其特征在于：, 适用于电动汽车蓄电池组的监控和检测，包括以下装置：, 由蓄电池组分析模块和数据存储模块构成的蓄电池组监控系统，在电动汽车运行过程中，蓄电池组分析模块监测蓄电池组的放电电压和电流出现波动或突变，采集放电过程中的电压信号和电流信号并存储在数据存储模块，每次充电时向充电装置上传存储的数据；, 状态数据处理模块，用于充电装置对上传的数据进行处理和分类，同时删除电动汽车中数据存储模块的存储数据，空置存储空间；, 故障诊断分析模块，用于使用经过状态数据处理和分类的数据进行故障诊断分析，完成对故障状态进行诊断，并反馈至给用户；, 电池寿命预测模块，用于使用经过状态数据处理和分类的数据进行电池寿命预测，完成对电池寿命进行预测，并反馈至给用户；, 充电控制模块，监控蓄电池组，若蓄电池组存在重大安全隐患时，一方面向用户发出故障预警，同时终止蓄电池组供电；, 人机交互系统，用于在存在潜在故障风险时，向用户发出故障预警，用户获取电池寿命和故障预测信息；, 所述基于蓄电池组监控与故障诊断的电动汽车充电装置为执行以下步骤的基于蓄电池组监控与故障诊断的电动汽车充电装置：, 步骤一，在电动汽车运行过程中，监测蓄电池组的放电电压和电流出现的波动或突变，采集放电过程中的电压信号和电流信号并存储，记录电压和电流突变，单位时间内电压电流发生突变的次数，每次充电时向充电装置上传存储的数据；, 步骤二，充电装置对上传的数据进行处理和分类，同时删除电动汽车中的存储数据，空置存储空间；, 步骤三，充电装置对经过状态数据处理和分类的数据分别进行故障诊断分析和电池寿命预测；, 步骤四，完成对电池寿命进行预测和故障诊断，并反馈至给用户；, 步骤五，若蓄电池组存在重大安全隐患时，一方面向用户发出故障预警，同时终止蓄电池组供电；, 步骤六，在存在潜在故障风险时，向用户发出故障预警，用户获取电池寿命和故障预测信息；, 在蓄电池组充放电时，每10分钟对蓄电池组计算一次同一单位时间内的电压变化量u，和电流变化量a，同时进行一次评估和存储，将电压变化量和电流变化量作为寿命预测评估的依据；, 在充电装置中记录每次充电时间及续航里程数、环境温度和充电次数，建立历史数据信息库，根据每次充电时间及续航里程数、环境温度和充电次数、单位时间内电压电流发生突变的次数、电压变化量和电流变化量对蓄电池组进行故障诊断分析和电池寿命预测；, 若单位时间内电压电流发生突变的次数、电压变化量和电流变化量任一数值超出设定阈值则判定蓄电池组故障，若单位时间内电压电流发生突变的次数、电压变化量和电流变化量数值均低于设定阈值，则根据之前的充电时间及续航里程数并根据环境温度和充电次数的加权值计算出修正后的充电时间及续航里程数，并根据修正后的充电时间及续航里程数在信息数据库中查询对应的预测电池寿命预测值，根据修正后的充电时间及续航里程数在信息数据库中查询对应的单位时间内电压电流发生突变的标准次数、标准电压变化量和标准电流变化量数值，并计算单位时间内电压电流发生突变的次数与单位时间内电压电流发生突变的标准次数之间的差值、电压变化量与标准电压变化量之间的差值以及电流变化量与标准电流变化量数值之间的差值，根据差值查询得到蓄电池组故障。, \n \n, 5.根据权利要求4所述的基于蓄电池组监控与故障诊断的电动汽车充电装置，其特征在于：还包括电池监控管理模块，电池监控管理模块根据故障诊断分析模块的分析结果给出蓄电池组维护建议，通过人机交互系统反馈给用户，给出蓄电池组维护策略的同时，发送控制命令至充电控制模块调节充电电流和电压，保障蓄电池组的使用安全。 | CN | China | Active | H | True |
| 110 | Electric vehicle charging station \n | US9770993B2 | This application claims the benefit of priority from U.S. Provisional Patent No. 61/829,601, filed May 31, 2013, which is hereby incorporated by reference in its entirety.\nThe present disclosure relates to an electric vehicle charging station for a plurality of electric vehicles.\nVarious types of automotive vehicles, such as electric vehicles (EVs), extended-range electric vehicles (EREVs), and hybrid electric vehicles (HEVs) are equipped with an energy storage system that requires periodic charging. Typically, this energy storage system may be charged by connecting it to a power source, such as an AC supply line. While it may be advantageous to re-charge the vehicle's energy storage system before or after each vehicle use, current systems require the vehicle operator to manually plug the supply line into the vehicle. Such manual operation may not always be convenient for the vehicle operator, which may result in missed charging instances and/or subsequently degraded vehicle performance.\nA vehicle charging station includes a track configured to extend across a plurality of vehicle parking spaces and a movable charging apparatus supported by the track. The movable charging apparatus is translatable along the track between the plurality of vehicle parking spaces to charge one or more vehicles. The movable charging apparatus includes a base slidably coupled with the track, an end effector in mechanical communication with the base and configured to electrically couple with an electric vehicle disposed within one of the plurality of vehicle parking spaces, and a power delivery circuit configured to receive an electrical charge from a power source and to controllably provide the electrical charge to the electric vehicle.\nThe above features and advantages and other features and advantages of the present invention are readily apparent from the following detailed description of the best modes for carrying out the invention when taken in connection with the accompanying drawings.\n FIG. 1 is a schematic plan view of an electric vehicle charging station employing a ground mounted movable charging apparatus.\n FIG. 2 is a schematic plan view of an electric vehicle charging station employing an overhead mounted movable charging apparatus.\n FIG. 3 is a schematic side view of a ground mounted movable charging apparatus.\n FIG. 4 is a schematic side view of an overhead mounted movable charging apparatus.\n FIG. 5 is a schematic, system-level flow diagram of a charging algorithm.\n FIG. 6 is a schematic flow diagram of a method of detecting the presence and identity of an electric vehicle requiring a recharge.\n FIG. 7 is a schematic flow diagram of a method of moving a charging apparatus and end effector to a vehicle requiring charging.\n FIG. 8 is a schematic flow diagram of a method of coupling an end effector with a charging receptacle of a vehicle, including opening a door covering the receptacle if needed.\n FIG. 9 is a schematic perspective view of a charging receptacle, such as may be disposed on an electric vehicle.\n FIG. 10 is a schematic perspective view of an embodiment of an end effector for a robotic charging station.\n FIG. 11 is a schematic perspective view of an embodiment of an end effector for coupling with an electric vehicle.\n FIG. 12 is an enlarged schematic perspective view of a portion of the end effector provided in FIG. 11.\n FIG. 13 is a schematic partially exploded crossectional view of the end effector provided in FIG. 11, taken along line 13-13, shown with the retractable guide in an extended state.\n FIG. 14 is a schematic crossectional view of an end effector, such as provided in FIG. 11, taken along line 13-13, shown with the retractable guide in a collapsed state.\n FIG. 15 is a schematic side view of an embodiment of an end effector including force sensing means.\n FIG. 16 is a schematic plan view of an electric vehicle charging station employing two ground mounted movable charging apparatuses.\n FIG. 17 is a schematic plan view of an electric vehicle charging station employing two overhead mounted movable charging apparatuses.\n FIG. 18 is a schematic plan view of two adjacent and interconnected electric vehicle charging stations, each employing a respective ground mounted movable charging apparatus.\n FIG. 19 is a schematic of two adjacent and interconnected electric vehicle charging stations, each employing a respective overhead mounted movable charging apparatus.\nReferring to the drawings, wherein like reference numerals are used to identify like or identical components in the various views, FIG. 1 schematically illustrates an electric vehicle charging station 10 for charging or re-charging the primary energy storage device of a plurality of electric vehicles 12. As used herein, an electric vehicle 12 may encompass any vehicle that uses an electric motor as a source of power for vehicle propulsion. While an automobile will be used as the exemplary vehicle for the purpose of this description, other vehicles may similarly be used. Some examples of electric vehicles include, but are not limited to, electric-only electric vehicles (EVs), plug-in hybrid electric vehicles (PHEVs), extended range electric vehicles (EREVs). These vehicles may include passenger cars, cross-over vehicles, sports-utility vehicles, recreational vehicles, trucks, buses, commercial vehicles, etc.\nAn electric vehicle 12 may operate by expending electrical energy from an energy storage device, such as a vehicle battery, to power an electric motor during a period of propulsion. After a prolonged period of energy depletion, the vehicle battery may require re-charging before continued propulsion may resume. Such re-charging may occur by coupling the vehicle battery to a source of electrical power either directly, or through one or more intermediate components.\nIn general, the electric vehicle charging station 10 may be a stationary apparatus that may be disposed in a parking lot or other vehicle storage area that includes a plurality of parking spaces 14 (e.g., parking garage, valet parking area, fleet vehicle storage area, etc. . . . ). As used herein, a parking space 14 is an area that is intended to receive a vehicle for a period of time. Parking spaces 14 may be delineated by visual indicators 16 provided on the ground (e.g., as with a parking lot), or by physical objects (as occurs at a conventional gas station where a plurality of gasoline pumps crudely delineate the respective parking spaces that are intended to receive a vehicle for refueling).\n FIGS. 1 and 2 each illustrate a recharging area that includes eight parking spaces 14, organized into two rows 18, 20 of four spaces 14. Each charging station 10 may include a respective track 24, 26 that extends across a plurality of the parking spaces 14 (e.g., along each row 18, 20), and allows a movable charging apparatus 28, 30 to access each vehicle 12 to facilitate selective recharging of the vehicle's battery.\nIn general, the track 24, 26 may have two general configurations, namely a ground-level track 24 (as shown in FIG. 1), and an overhead track 26 (as shown in FIG. 2). Regardless of the specific configuration, each track 24, 26 may support its respective movable charging apparatus 28, 30, and allow the charging apparatus 28, 30 to translate along the track 24, 26 to access each vehicle 12 in the station 10. As will be described in greater detail below, the charging apparatus 28, 30 may be coupled with a power supply circuit 32 and charging controller 34 that may each be used by the charging apparatus 28, 30 to recharge a battery of one or more of the parked electric vehicles 12.\n FIGS. 3 and 4 illustrate schematic examples of a ground-level track 24 and overhead track 26 (respectively) that are used to support a respective movable charging apparatus 28, 30. As shown in FIG. 3, the ground-level track 24 may be disposed on the ground 40, or substantially on the ground 40 such that the movable charging apparatus 28 is generally disposed above the track 24. The movable charging apparatus 28 may translate along the track 24, for example, using one or more wheels 42 that are configured to ride on or within a portion of the track 24. The ground-level track 24 may permit the charging apparatus 28 to physically translate between the respective vehicles 12, though may require a minimum clearance between the rows 18, 20 that is commensurate with the width of the track 24/charging apparatus 28.\nReferring to FIG. 4, the overhead track 26 may be disposed a distance 44 above the ground 40 that is, for example, between 5 and 12 feet. The charging apparatus 30 may generally hang from the track 26 such that the charging apparatus 30 is generally located between the track 26 and the ground 40. While the overhead track 26 may be beneficial from a land-use perspective by allowing the rows 18, 20 to be spaced closer together, the ground-level track 24 may require less infrastructure to implement. In one configuration the overhead track 26 may be hung from a plurality of existing light poles within the parking lot.\nRegardless of the form of the track, the movable charging apparatus 28, 30 may generally include a base 50 that is slidably coupled to the track, and an end effector 52 that is mechanically coupled to the base 50. The end effector 52 may be configured to electrically couple with one of the vehicles 12 disposed within an adjacent parking space 14. A description of various embodiments of an end effector 52 may be found below with reference to FIGS. 9-15.\nWith continued reference to FIGS. 3 and 4, in one configuration, the end effector 52 may be in mechanical communication with the base 50 through a plurality of rigid arm members 54 that may be capable of articulating and/or translating relative to each other. In other configurations, however, the end effector 52 may be mechanically coupled to the base 50 through a flexible electrical cable.\nIn a basic implementation of the present charging station 10, the end effector 52 may manually positioned/manipulated into electrical communication with a vehicle 12 by a user. For example, if a user wishes to charge his/her vehicle 12, they may slide the charging apparatus 28, 30 to an area proximate to their vehicle 12, and manually place the end effector into electrical communication with a suitable charging receptacle disposed on their vehicle (i.e., where a charging receptacle is meant to generally refer to an electrical connection/plug disposed on the vehicle and in electrical communication with an electrical storage device, such as a battery). In this implementation, any joints provided between the arm members 54 may be purely passive and may allow a user to freely manipulate the end effector 52.\nIn another configuration, the vehicle charging station 10 may be fully automated, and may be configured to robotically charge a user's vehicle 12 with minimal interaction from the user. In one configuration, the user's involvement in the charging process may be limited to providing an indication of a desired charge and/or enabling the charging apparatus 28, 30 to gain access to a charging receptacle.\nIn a robotic implementation, the position and orientation of the end effector 52 may be robotically controlled in 5 or more degrees of freedom (for example, 3 translation degrees, and 2 or more rotational degrees) through the selective actuation of one or more joint actuators disposed between one or more arm members 54. The joint actuators and resultant motion of the end effector 52 may be controlled by a robotic controller 56, such as schematically shown in FIGS. 1 and 2. While the following description generally relates to a robotic implementation of the present system 10, certain aspects may similarly be used in a manual version of the system 10 (particularly those that are implemented by the charging controller 34).\nEach of the robotic controller 56 and charging controller 34 may be embodied as one or multiple digital computers or data processing devices, having one or more microcontrollers or central processing units (CPU), read only memory (ROM), random access memory (RAM), electrically-erasable programmable read only memory (EEPROM), a high-speed clock, analog-to-digital (A/D) circuitry, digital-to-analog (D/A) circuitry, input/output (I/O) circuitry, and/or signal conditioning and buffering electronics. The robotic controller 56 and charging controller 34 may be embodied as distinct software modules within a single computing device, or may be embodied as physically separate hardware modules.\nThe charging controller 34 may be configured to automatically perform one or more charging control algorithms to carry out a charging procedure if the controller 34 determines that a vehicle requires an electric charge. In a similar manner, the robotic controller 56 may be configured to automatically perform one or more motion control algorithms to control the resultant motion of the end effector 52 via the one or more joint motors to effectuate the charging process. Each control/processing routine may be embodied as software or firmware, and may either be stored locally on the respective controller 56, 34, or may be readily assessable by the controller 56, 34.\n FIG. 5 illustrates a schematic, system-level flow diagram of a charging algorithm 60 that may be executed by the charging controller 34 in a supervisory fashion. The algorithm begins at 62 when the system 10 is energized and/or initialized. At 64 the charging controller 34 may identify the presence and/or identity of one or more vehicles 12 requiring a charge and within a predefined number of parking spaces 14. At 66, the charging controller 34 may instruct the robotic controller 56 to move the charging apparatus 28, 30/end effector 52 to the vehicle requiring charging. The robotic controller 56 may then couple the end effector 52 with a charging receptacle of the vehicle 12 at 68. Once coupled, the charging controller 34 may charge the vehicle at 70 until the vehicle reports a state of charge (SoC) above a particular threshold. Finally, at 72, the charging controller 34 may instruct the robotic controller 56 to disconnect from the vehicle 12 and return to a home position before beginning a subsequent charging procedure. FIGS. 6-8 provide additional detail on various embodiments of steps 64-68.\nOnce initialized, the charging algorithm 60 may truly begin once an electric vehicle 12 is detected and/or identified within a parking space 14, and it is determined that that particular vehicle requires charging (step 64). As further explained in FIG. 6, step 64 may include three general aspects: presence detection 80; charge determination 82; and user identification 84. Step 64 may begin at 80 when the charging controller 34 receives a sensory indication that a vehicle 12 has entered a parking space 14. The sensory indication may be from, for example, a pressure mat embedded in the ground of the parking space 14, from an ultrasound, laser, or radar proximity detector, from a visual camera associated with the charging station 10, or from an action performed by a user (e.g., push a button to indicate a request for charge).\nOnce the presence of a vehicle 12 is detected at 80, the charging controller 34 may initiate communication with the vehicle 12 at 86. The communication may be via a data link, such as for example, a satellite-based communication link, a wireless link according to an 802.11 or Bluetooth standard, a point-to-point data link, an RFID data link, or another transponder-based data link. Once a communication link is established at 86, the charging controller 34 may read vehicle battery information and state of charge at 88, compare the state of charge to a threshold at 90, and indicate a required recharge at 92 if the state of charge is below a threshold. In an alternate embodiment, a user may manually request a recharge through some manual input to the system 10 (including smartphone input, or keypad input at a terminal).\nFollowing the detection of a vehicle at 80, and the identification of a required recharge at 82, the charge controller 34 may determine the identification of a user that is associated with, is driving, or owns the vehicle 12 at 84. The user id step may allow the system 10 to account for individual energy consumption, and generate an invoice where applicable. The user identification step 84 may include wirelessly receiving a user identifier via the established communication link, or by manually prompting the user to enter billing information, such as a personal identification number, or a credit card number. Once the user is properly identified, the vehicle 12 may be placed in queue to be charged at 94.\nOnce the vehicle reaches the top of the charging queue, the charging controller 34 may instruct the robotic controller 56 to move the charging apparatus 28, 30/end effector 52 to the vehicle requiring charging (step 66 from FIG. 5). As shown in FIG. 7, step 66 may generally involve two general aspects: translating the movable charging apparatus 28, 30 to an appropriate location along the track 24, 26 (at 100); and positioning the end effector 52 proximate to a charging receptacle on the vehicle 12 (at 102).\nTo position the charging apparatus 28, 30 to an appropriate location along the track 24, 26 100, the robotic controller may actuate one or more drive wheels that may allow the charging apparatus 28, 30 to self-propel along the track 24, 26. In another embodiment, the charging apparatus 24, 26 may be coupled with a drive chain that may extend the length of the track and pull the charging apparatus to the appropriate position at the urging of a stationary drive motor. As further illustrated in FIGS. 2 and 4, in another embodiment, the charging apparatus 30 may be capable of a degree of lateral motion relative to the track 26. This lateral motion may be permissible because of the generally low typical hood clearance that may allow the charging apparatus 30 to extend over a portion of the vehicle. In this manner, the lateral motion may permit the end effector to have easier access to the charging receptacle without the need for long extension arms.\nOnce the charging apparatus 28, 30 is generally positioned in an appropriate position along the track (100) to permit the end effector 52 to move toward the vehicle charging receptacle, the robotic controller 56 may then control the one or more joint actuators (102) associated with the one or more arm members 54 to position the end effector proximate to the charge receptacle. In one embodiment, the positioning of the end effector 52 at 102 may include refining the position of the charging apparatus along the track.\nIn order to position the end effector 52 at 102, the robotic controller 56 may begin by determining the location of the charging receptacle on the vehicle 12 at 104. This may occur generally via visual identification, by receiving a signal from the vehicle via the communication link, or through a separate transponder or RFID device placed proximate to the charging receptacle. In one embodiment, the charging receptacle may be covered by a door or other selectively removable panel. An RFID chip or other transponder may be affixed to the door or placed adjacent to the receptacle to provide an indication of location.\nOnce the receptacle is located on the vehicle at 104, the robotic controller 56 may check the spacing of the vehicle 12 relative to any adjacent vehicles at 106. If the spacing is below allowable tolerances the charging routine may end at 108, and the user may be notified at 110. If the clearances are sufficient for the process to continue, the robotic controller 56 may move the end effector 52 to an area proximate to the receptacle at 112 by controlling one or more joint motors. As the end effector 52 is progressing toward the charging receptacle, the robotic controller 56 may continuously monitor sensory feedback for evidence of contact between the arm and a vehicle or other obstruction. If contact is detected, the charging process may abort.\nReferring again to FIG. 5, once the end effector 52 is generally aligned with the charging receptacle at 66, the robotic controller 56 may couple the end effector 52 with a charging receptacle of the vehicle 12 at 68. Prior to making such a connection, however, it may be necessary to open a door that covers the receptacle. As generally illustrated in FIG. 8, step 68 may begin by determining if the charging door is open (at 120). If the door is already open, the robotic controller 56 may select the appropriate end effector at 122, guide the end effector 52 towards the charging receptacle at 124, and mechanically and/or electrically couple the end effector 52 with the charging receptacle at 126.\nIn one configuration, the end effector 52 may be guided toward the charging receptacle at 124 using one or more indicia that may be perceived from the receptacle. For example, the end effector 52 may include a sensor that may receive electromagnetic radiation and/or sound pressure waves from the receptacle at 140. The robotic controller 56 may identify one or more indicia of the charging receptacle from the received radiation/waves at 142, and may use the positioning of the indicia as feedback during the final approach at 144. In one configuration, the received electromagnetic radiation may be visible light having a wavelength between 400 nm and 750 nm. Likewise, the sound pressure waves may have a frequency greater than 30 kHz (i.e., ultrasound).\nIf the charging door is not already open at 120, then the robotic controller 56 may determine at 128 if the vehicle 12 is equipped with remote door opening capabilities. If so, the robotic controller 56 may send a signal at 130 to instruct the vehicle to open the door, and then may proceed to select the appropriate end effector at 122. If the vehicle is not equipped with remote door opening capabilities, then at 132, the robotic controller 56 may manipulate the end effector 52 to manually open the door by pulling the door open or by pushing the door inward to release a click-lock feature followed by pulling it to a fully open state.\nReferring again to FIG. 5, once the end effector 52 is coupled with the charging receptacle, the charging controller 34 may charge the vehicle at 70 until the vehicle reports a state of charge (SoC) above a particular threshold. Finally, at 72, the charging controller 34 may instruct the robotic controller 56 to disconnect from the vehicle 12 and return to a home position. The charging controller 32 may monitor the total power provided to the vehicle 12 during the charging step 70, and may subsequently invoice or debit an account of the identified user.\n FIG. 9 illustrates an example of a vehicle charging plug/receptacle 160 that may be included with an electric vehicle 12. As shown, the receptacle 160 may include a plurality of electrical contacts 162 and a mechanical guide 164 to aid in the proper alignment/coupling between the end effector 52 and the receptacle 160. The mechanical guide 164, for example, may encircle the plurality of electrical contacts 162, and may have one or more locating features 166 to promote proper axial alignment.\n FIG. 10 illustrates a first embodiment of an end effector 170 that may be similar to the end effector 52 described above, and may be used to couple with the vehicle charging receptacle 160 of FIG. 9. As shown, the end effector 170 may include a plurality of electrical contacts 172 that are each configured to mate with a respective electrical contact 162 of the receptacle 160. The end effector 170 may further include a mechanical guide 174 that is adapted to fit within or over the mechanical guide 164 of the receptacle 160. A locating feature 176 of the end effector 170 may mate/engage with a similar locating feature 166 of the receptacle 160 to aid in providing proper alignment/orientation.\nAs illustrated in FIGS. 9-10, the locating feature 176 may be a keyed portion of the mechanical guide 172 that may prevent the end effector from being coupled with the receptacle in any manner except the proper orientation. The end effector 170 may further include a selectively engagable retaining clip 178 that may couple the end effector 170 to the receptacle 160. The clip 178 may both ensure proper interconnection/coupling (i.e., ensure that the end effector 170 is properly seated against the receptacle 160), and reduce the likelihood that a slight, inadvertent bump may de-seat the end effector 170.\n FIG. 11 illustrates another embodiment of an end effector 180 that may be similar to the end effector 52 described above, and may be used to selectively couple with the charging receptacle 160 of the vehicle 12. As shown, the end effector 180 may include a plurality of electrical contacts 182 that are each configured to mate with a respective electrical contact 162 of the receptacle 160.\nThe end effector 180 may include a mechanical guide 184 configured to generally surround the electrical contacts 182 and adapted to fit within or over the mechanical guide 164 of the receptacle 160. The mechanical guide 184 may include a locating feature 186 configured to mate/engage with a similar feature 166 of the receptacle 160 to aid proper alignment/orientation. As illustrated in FIGS. 9-11, the locating feature 186 may be a keyed portion of the mechanical guide 184 that may prevent the end effector 180 from being coupled with the receptacle 160 in any manner except in the proper orientation. The end effector 180 may further include a selectively engagable retaining clip 188 that may interlock with a protrusion provided on the receptacle 160. The retaining clip 188 may ensure proper electrical interconnection/coupling is established and maintained throughout the charging process (i.e., ensure that the end effector 180 is properly seated against the receptacle 160). In this manner, the clip 188 may reduce the likelihood that a slight, inadvertent bump to the connector/effector 180 or vehicle 12 may de-seat the end effector 180.\nAs generally illustrated in FIGS. 11-14, the end effector 180 may further include a retractable guide 200 that generally surrounds, or extends from the stationary mechanical guide 184, and may be adapted to further aid in aligning and orienting the connector/effector 180 with the receptacle 160. The retractable guide 200 may, for example, include an inward-facing chamfer 202 that generally extends from the leading edge 204. The chamfer 202 may be operative to funnel/translate a misaligned connector/effector 180 onto the receptacle 160. Additionally, the retractable guide 200 may include or define a slotted opening 206, which may extend from the leading edge 204 of the guide 200 toward the retaining clip 188. The slotted opening 206 may allow the protrusion of the receptacle 160 to pass unimpeded toward the base 208 of the connector/effector 180, where it may be engaged by the clip 188. The retractable guide 200 may include a secondary chamfer 210 on either side of the slotted opening 206 to funnel the protrusion toward the clip 188. In doing so, the secondary chamfer 210 may correct minor axial orientation differences between the receptacle 160 and the connector/effector 180.\nAs generally illustrated in FIGS. 13-14, the retractable guide may transition between an extended state 211, as generally shown in FIG. 13, and a collapsed state 212, as generally illustrated in FIG. 14. When in an extended state 211, the retractable guide 200 may therefore be used to fine-tune the relative positions of the connector/effector 180 and receptacle 160 before the electrical contacts 162, 182 engage each other. In this manner, the respective electrical contacts 162, 182 may suitably interconnect without any jamming/buckling. Once the end effector 180 has been properly guided into a proper relative position vis-à-vis the receptacle 160, the retractable guide 200 may transition to a collapsed state 212 against the connector base 208 to allow the end effector 180 to more fully engage the receptacle 160 without obstruction.\nIn one configuration, the retractable guide 200 may ride along one or more guide posts 213, which may allow it to collapse against the base 208. A plurality of sufficiently stiff, pre-stressed springs 214 may be disposed about the guide posts 213 and may provide some resilience against the collapsing motion and/or may allow the retractable guide 200 to extend when the connector/effector 180 is removed from the receptacle 160. During the collapsing/retracting motion, the springs 214 may be compressed between the retractable guide 200 and the base 208 of the connector/effector 180. In one configuration, the springs 214 may maintain the retractable guide 200 in an extended state 211, and with sufficient resilience/support to permit the guide 200 to accomplish its guiding function prior to collapsing. Once the end effector 180 is properly aligned, the advancement of the connector/effector 180 may exert a sufficiently strong force against the retractable guide 200 to counteract the load exerted by the springs, and may cause the springs to elastically compress.\nIn another configuration, as generally illustrated in FIGS. 11-14, the retractable guide 200 may be supported and/or locked in an extended position 211 using support legs 216, 218 that may remain in place until actively released (as shown in FIG. 14). In an embodiment, the legs 216, 218 may be pivotably connected with the retractable guide 200. The support legs 216, 218 may be pivotable between a first position (illustrated in FIG. 13) and a second position (illustrated in FIG. 14). The support legs 216, 218 may be configured to maintain the retractable guide 200 in the extended state 211 when in the first position, and configured to allow the retractable guide 200 to transition to the collapsed state 212 when pivoted to the second position. More specifically, as generally illustrated in FIG. 13, the legs 216, 218 may ordinarily extend between the retractable guide 200 and the base 208, and may prevent the retractable guide 200 from collapsing/retracting along the guide posts 213. Once the end effector 180 slides onto the receptacle 160, the receptacle 160 may contact a protrusion 218, 202 extending from each respective leg 216, 218 and cause the legs 216, 218 to pivot outward. Once pivoted out of a supporting position, the retractable guide 200 may collapse against the base portion 208.\nWhile the above description (with respect to FIGS. 9-15) describes two potential configurations of an end effector 52, other configurations may likewise be used.\nAs generally illustrated in FIG. 15, one or more force sensors 230, 232 may be included on the base 208 adjacent to each pivoting leg (e.g., leg 216). A portion of the leg 216 (or an extension thereof) may be configured to contact the force sensors 230, 232 when the leg is disposed in a supporting position between the base 208 and the guide 200. In this manner, the force sensors 230, 232 may provide an indication of the contact forces applied to the retractable guide 200 to the robotic controller 56. This feedback may be used to estimate the approximate magnitude and direction of any contact made with the retractable guide 200 or to indicate that the guide has suitably retracted and a mechanical coupling has been achieved. For example, if the retractable guide 200 is contacted off-center by the receptacle 160, the load may then be transmitted to one or more of the respective force sensors 230, 232. This feedback may be useful in determining whether the end effector 180 has been sufficiently advanced onto the receptacle 160 to cause the guide 200 to retract and establish a secure coupling. Alternatively, in a robotic context, the contact-sensitive feedback may be used to more precisely control the final approach and interconnection. In one embodiment, the force sensors 230, 232 may be force sensitive resistors that have a variable resistance depending on the amount of applied force.\nReferring again to FIGS. 1-2, in general, the vehicle charging station 10 may provide a conditioned supply of electrical power to a vehicle 12 from a power source such as an external electrical grid or a large number of solar cells. To accomplish this, the charging station 10 may include a power delivery circuit 32 that receives either one or three phase AC electrical power 33, and is configured to output either direct current (DC) electrical power, or alternating current (AC) electrical power. Depending on the nature of the external power supply, the power d | A vehicle charging station includes a track configured to extend across a plurality of vehicle parking spaces and a movable charging apparatus supported by the track. The movable charging apparatus is translatable along the track between the plurality of vehicle parking spaces to charge one or more vehicles. The movable charging apparatus includes a base slidably coupled with the track, an end effector in mechanical communication with the base and configured to electrically couple with an electric vehicle disposed within one of the plurality of vehicle parking spaces, and a power delivery circuit configured to receive an electrical charge from a power source and to controllably provide the electrical charge to the electric vehicle. | US:14/275,954 | https://patentimages.storage.googleapis.com/28/8d/5d/d1b6aabe372066/US9770993.pdf | US:9770993 | Xiang Zhao, Dalong Gao, Roland J. Menassa | GM Global Technology Operations LLC | US:5596258, US:5821731, US:6157162, US:20090079388:A1, US:7999506, US:20110077809:A1, EP:2332772:A2, CN:103038975:A, US:20130193918:A1, US:20120233062:A1, US:20120286730:A1, DE:102011079870:A1, US:20130088194:A1, WO:2013041133:A1, CN:103023091:A, US:20130076902:A1, CN:202395469:U, EP:2612785:A1, US:20130314037:A1, US:9056555 | 2017-09-26 | 2017-09-26 | 1. A vehicle charging station comprising:\na track configured to extend across a plurality of vehicle parking spaces;\na movable charging apparatus supported by the track and translatable along the track between the plurality of vehicle parking spaces, the movable charging apparatus including:\na base slidably coupled with the track; and\nan end effector in mechanical communication with the base and configured to electrically couple with an electric vehicle disposed within one of the plurality of vehicle parking spaces; and\n\na power delivery circuit configured to receive an electrical charge from a power source and to controllably provide the electrical charge to the electric vehicle.\n, a track configured to extend across a plurality of vehicle parking spaces;, a movable charging apparatus supported by the track and translatable along the track between the plurality of vehicle parking spaces, the movable charging apparatus including:\na base slidably coupled with the track; and\nan end effector in mechanical communication with the base and configured to electrically couple with an electric vehicle disposed within one of the plurality of vehicle parking spaces; and\n, a base slidably coupled with the track; and, an end effector in mechanical communication with the base and configured to electrically couple with an electric vehicle disposed within one of the plurality of vehicle parking spaces; and, a power delivery circuit configured to receive an electrical charge from a power source and to controllably provide the electrical charge to the electric vehicle., 2. The vehicle charging station of claim 1, further comprising a processor configured to:\ndetect the presence of the electric vehicle within the parking space;\ndetermine a state of charge of a traction battery associated with the electric vehicle;\ndirect the movable charging apparatus to provide an electrical charge to the electric vehicle if the state of charge is below a threshold.\n, detect the presence of the electric vehicle within the parking space;, determine a state of charge of a traction battery associated with the electric vehicle;, direct the movable charging apparatus to provide an electrical charge to the electric vehicle if the state of charge is below a threshold., 3. The vehicle charging station of claim 2, wherein the processor is further configured to:\ndetermine an identity of the detected electric vehicle within the parking space;\ndetermine an amount of an electrical charge provided to the electric vehicle by the movable charging apparatus; and\ngenerate an invoice from the determined identity and the amount of provided electrical charge.\n, determine an identity of the detected electric vehicle within the parking space;, determine an amount of an electrical charge provided to the electric vehicle by the movable charging apparatus; and, generate an invoice from the determined identity and the amount of provided electrical charge., 4. The vehicle charging station of claim 2, wherein the processor is configured to determine a state of charge of a traction battery associated with the electric vehicle through one or more wireless signals received from the vehicle., 5. The vehicle charging station of claim 1, wherein the movable charging apparatus further includes a mechanical arm coupling the end effector to the base; and\nwherein the mechanical arm includes a plurality of actuatable joints capable of moving the end effector in at least 5 degrees of freedom.\n, wherein the mechanical arm includes a plurality of actuatable joints capable of moving the end effector in at least 5 degrees of freedom., 6. The vehicle charging station of claim 5, further comprising a robotic controller coupled with the plurality of actuatable joints and configured to:\nlocate a charging receptacle on the vehicle;\nobtain access to the charging receptacle;\ncontrol the one or more of the actuatable joints to align the end effector with the charging receptacle; and\nelectrically couple the end effector with the charging receptacle.\n, locate a charging receptacle on the vehicle;, obtain access to the charging receptacle;, control the one or more of the actuatable joints to align the end effector with the charging receptacle; and, electrically couple the end effector with the charging receptacle., 7. The vehicle charging station of claim 6, wherein the robotic controller is configured to locate a charging receptacle on the vehicle by receiving a radio frequency locating signal from a location proximate to the charging receptacle., 8. The vehicle charging station of claim 6, wherein the robotic controller is configured to obtain access to the charging receptacle by providing a wireless command to the vehicle to open a charging receptacle door., 9. The vehicle charging station of claim 6, wherein the robotic controller is configured to obtain access to the charging receptacle by controlling the one or more of the actuatable joints such that the end effector opens a door that selectively covers the charging receptacle., 10. The vehicle charging station of claim 6, wherein the robotic controller is configured to locate a charging receptacle on the vehicle by:\nreceiving at least one of electromagnetic radiation and sound pressure waves; and\nidentifying indicia of the charging receptacle from the at least one of electromagnetic radiation and sound pressure waves.\n, receiving at least one of electromagnetic radiation and sound pressure waves; and, identifying indicia of the charging receptacle from the at least one of electromagnetic radiation and sound pressure waves., 11. The vehicle charging station of claim 10, wherein the electromagnetic radiation from which the indicia are identified has a wavelength in the range of 400 nm to 750 nm., 12. The vehicle charging station of claim 10, wherein the sound pressure waves from which the indicia are identified have a frequency above 30 kHz., 13. The vehicle charging station of claim 1, wherein the movable charging apparatus further includes a flexible electrical cable coupling the end effector to the base., 14. The vehicle charging station of claim 1, wherein the provided electrical charge has a voltage in the range of 200-500 VAC or 400-500 VDC., 15. The vehicle charging station of claim 1, wherein the movable charging apparatus has a total power consumption is less than 50 kW., 16. The vehicle charging station of claim 1, wherein the track is disposed on the ground., 17. The vehicle charging station of claim 1, wherein the track is disposed above the ground, such that the movable charging apparatus is substantially located between the ground and the track., 18. The vehicle charging station of claim 1, wherein the plurality of vehicle parking spaces is a first plurality of vehicle parking spaces; and\nwherein the track is disposed between the first plurality of vehicle parking spaces and a second plurality of vehicle parking spaces.\n, wherein the track is disposed between the first plurality of vehicle parking spaces and a second plurality of vehicle parking spaces., 19. The vehicle charging station of claim 1, wherein the movable charging apparatus is a first movable charging apparatus;\nfurther comprising a second movable charging apparatus supported by the track and translatable along the track; and\nwherein the first movable charging apparatus is substantially identical to the second movable charging apparatus.\n, further comprising a second movable charging apparatus supported by the track and translatable along the track; and, wherein the first movable charging apparatus is substantially identical to the second movable charging apparatus. | US | United States | Active | B60L11/1846 | True |
| 111 | 一种电动汽车智能整车热管理系统及其方法 \n | CN106004337B | 技术领域本发明属于电动汽车整车热管理领域，具体涉及一种电动汽车智能整车热管理系统及其方法，适用于电动汽车在行驶过程中的整车热管理。技术背景电动汽车以电池组作为动力来源，以电机驱动车轮行驶，对环境的影响相比于传统汽车小很多，具有良好的发展前景。但是目前电动汽车许多技术尚未成熟，尤其是目前较低的电池容量无法满足续航里程，从而许多厂商为了尽可能延长续航里程而牺牲了驾乘舒适性，即便如此由于常用的电动汽车热管理系统常常无法达到电动汽车大功率运行时的散热(加热)要求，导致电池散热(加热)不充分，缩短了电池的使用寿命，大大增加了使用成本。目前纯电动汽车电池热管理系统、电机和电机驱动热管理系统、空调热管理系统三大热管理系统在很多电动车车型中仍然常常被孤立，在独立运行中许多潜在的低品位能量互相利用的机会被浪费，进而浪费大量宝贵的电池电能。其中电池组作为电动汽车最重要的能量来源，直接影响电动汽车的性能。而电池组尤其是锂电池组对工作环境温度较为敏感，温度较高时，电池材料的老化速度加快，循环使用寿命会迅速衰减；温度较低时，电池充放电容量减小，经常在低温环境中工作，电池将会受到不可逆的容量衰减；电机和电机驱动热管理系统虽然使用环境温度范围较大，但是过高的使用温度会大大缩短电机转子的使用寿命，尤其在大功率的使用条件下有必要进行强制散热；而空调系统的运行直接影响了驾乘人员的舒适性，进而影响大众的购买意愿。不能从内燃机获取驱动压缩机运行的动力将会耗费大量电池电能。目前大部分的乘客舱与电池组加热系统均为PTC电加热，电能转化效率低，电能浪费严重。发明内容针对上述存在问题，本发明的目的是提供一种电动汽车智能整车热管理系统及其方法，使整车的热量能够充分地互相利用，减少散热加热对电池能量的需求，同时使电池组和电机电控系统在不同功率不同环境温度的行驶状态下始终保持合适的工作温度，以及各个电池单体之间的温度均衡，在保证驾乘舒适性的情况下尽量延长续航里程。可以延长电池系统的使用寿命，降低电动汽车电池系统的使用成本。本发明的目的是通过以下技术方案实现的：一种电动汽车智能整车热管理系统，由热泵空调系统、电机电控冷却系统和电池热管理系统互相耦合组成；将电机电控冷却系统、热泵空调系统以及电池热管理系统的散热需求在冷凝器处相耦合，充分利用环境冷源给整车散热。将电池组部分与热泵空调部分在三通球阀处耦合，满足电池大功率输出时的电池散热需求。将乘客舱加热系统、电池加热系统的管道相耦合，利用三通球阀改变加热流体的流动方向从而实现各种条件的加热以及热量互相利用。比较电池组换热器出口制冷剂温度与外界环境的温度，使用电磁阀控制电池组冷却液是否与外界空气进行换热。使用四通换向阀、电磁阀、三通球阀满足所有乘客舱、电池组的独立、联合或互相加热冷却的情况。其中热泵空调系统由车头换热器、四通换向阀、压缩机、乘客舱换热器、三通球阀一、三通球阀二组成，其中压缩机入口与四通换向阀D口相连，四通换向阀B口与车头换热器相连，四通换向阀C口流经三通球阀一后与乘客舱换热器相连，车头换热器和乘客舱换热器于三通球阀二处汇合；电机电控冷却系统由车头换热器、电动机、电控系统、电机水泵按顺序串联组成，其中从车头换热器流出的低温冷却液将首先冷却电控系统；电池热管理系统由车头换热器、电磁阀、水泵、电池、热管、电池换热器组成，包含两个回路及电池箱，其中外回路由电磁阀、车头换热器、水泵、电池换热器组成，内回路由水泵、三通球阀一、乘客舱换热器、三通球阀二、电池换热器组成，电池箱包括电池和热管。进一步的，电池组内部结构中热管横插在每列电池之间，剩余空间以相变材料填充，电池组与热管进行密封处理，电池组外壳为隔热材料，只有热管露出部分与外界换热。进一步的，电池组热管理系统的外部冷却介质为空调制冷剂，并可以通过三通球阀一、三通球阀二与热泵空调系统相通。进一步的，所述的车头换热器具有三个进出水通道，内部管道独立并且根据迎风顺序排序为电池组制冷剂管道、空调制冷剂管道、电控系统冷却液管道。本发明还公开了一种所述系统的电动汽车智能整车热管理方法，其具体如下：仅电池有加热需求时：压缩机开启，四通换向阀的C口作为高温高压制冷剂出口，三通球阀一的A口和B口接通，电磁阀关闭，三通球阀二的B口和C口接通；仅乘客舱有加热需求时：压缩机开启，四通换向阀的C口作为高温高压制冷剂出口，三通球阀一的A口、C口接通，电磁阀关闭，三通球阀二的A口、B口接通；乘客舱与电池都有加热需求时：压缩机开启，四通换向阀的C口作为高温高压制冷剂出口，三通球阀一全通，电磁阀关闭，三通球阀二全通；仅乘客舱有降温需求时：压缩机开启，四通换向阀的B口作为高温高压制冷剂出口，三通球阀一的A口和C口接通，电磁阀关闭，三通球阀二的A口和B口接通；仅电池有降温需求，且环境温度低于从电池换热器流出的高温制冷剂时：水泵开启，电磁阀开启，三通球阀一的B口关闭，三通球阀二的C口关闭；若冷量不足则启动压缩机，四通换向阀的B口作为高温高压制冷剂出口，三通球阀二的B口和C口接通，三通球阀一的A口和B口接通；仅电池有降温需求，且环境温度高于从电池换热器流出的高温制冷剂时：启动压缩机，电磁阀关闭，四通换向阀的B口作为高温高压制冷剂出口，三通球阀二的B口、C口接通，三通球阀一的A口、B口接通；乘客舱和电池组都有降温需求：在仅电池有降温需求的基础上(即环境温度低于或高于从电池换热器流出的高温制冷剂两件情况的操作基础上)，两个三通球阀变为全通；乘客舱有加热需求而电池组有降温需求时：水泵开启，三通球阀一的B口和C口接通，三通球阀二的A口和C口接通，利用电池的散热为乘客舱加热。乘客舱有降温需求而电池组有加热需求的情况基本不存在，所以不做特殊操作。进一步的，电池热管理系统中水泵、压缩机的转速控制为逻辑门配合PID，即在逻辑门的每个区间中由PID控制冷却液流量与压缩机转速，当电池温度低于20℃时热泵空调启用对电池组制热，当电池温度高于30℃时电池组冷却系统工作。进一步的，电池组与乘客舱的加热均是热泵加热。本发明与现有技术相比，所具有的有益效果是：本发明与现有技术相比，所具有的有益效果是：1、使整车的空调系统、电机电控系统、电池组热管理系统三大热管理系统的热量能够充分地互相利用，减少散热加热对电池能量的需求；2、使用热泵空调系统代替原有的制冷空调与PTC电加热系统，可以将电池的加热效率提升数倍；3、电池箱中的相变材料可以最大限度地保证电池单体间的温度均衡，并且在小功率运行时无需外界散热；4、分条件控制电池散热方式，充分利用外界冷源减少整车热管理系统能耗；5、除电机电控系统因为降温要求不高使用冷却液冷却外，主要的冷却介质仅为制冷剂，设计简单；6、可以分别满足电池与乘客舱加热散热的各种使用需求；7、可以在保证驾乘舒适性的情况下尽量延长续航里程，延长电池系统的使用寿命，降低电动汽车电池系统的使用成本。附图说明图1一种电动汽车智能整车热管理系统的结构示意图；图2电池组热管理控制流程图。具体实施方式如图1所示，一种电动汽车智能整车热管理系统，由热泵空调系统、电机电控冷却系统和电池热管理系统互相耦合组成；将电机电控冷却系统、热泵空调系统以及电池热管理系统的散热需求在冷凝器处相耦合，充分利用环境冷源给整车散热。将电池组部分与热泵空调部分在三通球阀处耦合，满足电池大功率输出时的电池散热需求。将乘客舱加热系统、电池加热系统的管道相耦合，利用三通球阀改变加热流体的流动方向从而实现各种条件的加热以及热量互相利用。比较电池组换热器出口制冷剂温度与外界环境的温度，使用电磁阀控制电池组冷却液是否与外界空气进行换热。使用四通换向阀、电磁阀、三通球阀满足所有乘客舱、电池组的独立、联合或互相加热冷却的情况。其中热泵空调系统由车头换热器1、四通换向阀5、压缩机6、乘客舱换热器9、三通球阀一8、三通球阀二10组成，其中压缩机6入口与四通换向阀D口相连，四通换向阀B口与车头换热器1相连，四通换向阀C口流经三通球阀一8后与乘客舱换热器9相连，车头换热器1和乘客舱换热器9于三通球阀二10处汇合；电机电控冷却系统由车头换热器1、电动机2、电控系统3、电机水泵4按顺序串联组成，其中从车头换热器1流出的低温冷却液将首先冷却电控系统；电池热管理系统由车头换热器1、电磁阀7、水泵11、电池12、热管13、电池换热器14组成，包含两个回路及电池箱，其中外回路由电磁阀7、车头换热器1、水泵11、电池换热器14组成，内回路由水泵11、三通球阀一8、乘客舱换热器9、三通球阀二10、电池换热器14组成，电池箱包括电池12和热管13。进一步的，电池组内部结构中热管13横插在每列电池之间，剩余空间以相变材料填充，电池组与热管进行密封处理，电池组外壳为隔热材料，只有热管露出部分与外界换热。根据本发明的一个实施例，电池组热管理系统的外部冷却介质为空调制冷剂，并可以通过三通球阀一8、三通球阀二10与热泵空调系统相通。根据本发明的一个实施例，所述的车头换热器具有三个进出水通道，内部管道独立并且根据迎风顺序排序为电池组制冷剂管道、空调制冷剂管道、电控系统冷却液管道。本发明还公开了一种所述系统的电动汽车智能整车热管理方法，其具体如下：1)仅电池有加热需求时：压缩机6开启，四通换向阀5的C口作为高温高压制冷剂出口，三通球阀一8的A口和B口接通，电磁阀7关闭，三通球阀二10的B口和C口接通；2)仅乘客舱有加热需求时：压缩机6开启，四通换向阀5的C口作为高温高压制冷剂出口，三通球阀一8的A口、C口接通，电磁阀7关闭，三通球阀二10的A口、B口接通；3)乘客舱与电池都有加热需求时：压缩机6开启，四通换向阀5的C口作为高温高压制冷剂出口，三通球阀一8全通，电磁阀7关闭，三通球阀二10全通；4)仅乘客舱有降温需求时：压缩机6开启，四通换向阀5的B口作为高温高压制冷剂出口，三通球阀一8的A口和C口接通，电磁阀7关闭，三通球阀二10的A口和B口接通；5)仅电池有降温需求，且环境温度低于从电池换热器14流出的高温制冷剂时：水泵11开启，电磁阀7开启，三通球阀一8的B口关闭，三通球阀二10的C口关闭；若冷量不足则启动压缩机6，四通换向阀5的B口作为高温高压制冷剂出口，三通球阀二10的B口和C口接通，三通球阀一8的A口和B口接通；6)仅电池有降温需求，且环境温度高于从电池换热器14流出的高温制冷剂时：启动压缩机6，电磁阀7关闭，四通换向阀5的B口作为高温高压制冷剂出口，三通球阀二10的B口、C口接通，三通球阀一8的A口、B口接通；7)乘客舱和电池组都有降温需求：在5)和6)的基础上两个三通球阀变为全通；8)乘客舱有加热需求而电池组有降温需求时：水泵11开启，三通球阀一8的B口和C口接通，三通球阀二10的A口和C口接通，利用电池的散热为乘客舱加热。乘客舱有降温需求而电池组有加热需求的情况基本不存在，所以不做特殊操作。如图2所示，为电池组热管理控制流程图，电池热管理系统中水泵、压缩机的转速控制为逻辑门配合PID，即在逻辑门的每个区间中由PID控制冷却液流量与压缩机转速，当电池温度低于20℃时热泵空调启用对电池组制热，当电池温度高于30℃时电池组冷却系统工作。根据本发明的一个实施例，电池组与乘客舱的加热均是热泵加热。 | 本发明公开了一种电动汽车整车智能热管理系统及其方法，由车头换热器、乘客舱换热器、电机、电控系统、电机水泵、四通换向阀、压缩机、电磁阀、两个三通球阀、蒸发器、水泵、电池组、热管、电池换热器组成。使整车的空调系统、电机电控系统、电池组热管理系统三大热管理系统的热量能够充分地互相利用，减少散热加热对电池能量的需求。可以保证各个电池单体之间的温度均衡。对电机电控系统进行液冷方式散热，并与冷凝器耦合，充分利用外界冷源减少整车热管理系统能耗。本发明可以在保证驾乘舒适性的情况下尽量延长续航里程，延长电池系统的使用寿命，降低电动汽车电池系统的使用成本。 | CN:201610523976.6A | https://patentimages.storage.googleapis.com/a6/fb/e0/3f6a65c486268e/CN106004337B.pdf | CN:106004337:B | 俞小莉, 严仁远, 黄瑞, 王俊杰, 沈天浩 | Zhejiang University ZJU | US:6138466, CN:102632790:A, CN:105691147:A, CN:105539067:A, CN:205768485:U | Not available | 2018-05-01 | 1.一种电动汽车智能整车热管理系统，由热泵空调系统、电机电控冷却系统和电池热管理系统互相耦合组成；, 其中热泵空调系统由车头换热器(1)、四通换向阀(5)、压缩机(6)、乘客舱换热器(9)、三通球阀一(8)、三通球阀二(10)组成，其中压缩机(6)入口与四通换向阀D口相连，四通换向阀B口与车头换热器(1)相连，四通换向阀C口流经三通球阀一(8)后与乘客舱换热器(9)相连，车头换热器(1)和乘客舱换热器(9)于三通球阀二(10)处汇合；, 电机电控冷却系统由车头换热器(1)、电动机(2)、电控系统(3)、电机水泵(4)按顺序串联组成，其中从车头换热器(1)流出的低温冷却液将首先冷却电控系统；, 电池热管理系统由车头换热器(1)、电磁阀(7)、水泵(11)、电池(12)、热管(13)、电池换热器(14)组成，包含两个回路及电池箱，其中外回路由电磁阀(7)、车头换热器(1)、水泵(11)、电池换热器(14)组成，内回路由水泵(11)、三通球阀一(8)、乘客舱换热器(9)、三通球阀二(10)、电池换热器(14)组成，电池箱包括电池(12)和热管(13)。, \n \n, 2.按照权利要求1所述的一种电动汽车智能整车热管理系统，其特征在于电池组内部结构中热管(13)横插在每列电池之间，剩余空间以相变材料填充，电池组与热管进行密封处理，电池组外壳为隔热材料，只有热管露出部分与外界换热。, \n \n, 3.按照权利要求1所述的一种电动汽车智能整车热管理系统，其特征在于电池组热管理系统的外部冷却介质为空调制冷剂，并可以通过三通球阀一(8)、三通球阀二(10)与热泵空调系统相通。, \n \n, 4.按照权利要求1所述的一种电动汽车智能整车热管理系统，其特征在于所述的车头换热器具有三个进出水通道，内部管道独立并且根据迎风顺序排序为电池组制冷剂管道、空调制冷剂管道、电控系统冷却液管道。, \n \n, 5.按照权利要求1所述系统的电动汽车智能整车热管理方法，其特征在于具体如下：, 1)仅电池有加热需求时：压缩机(6)开启，四通换向阀(5)的C口作为高温高压制冷剂出口，三通球阀一(8)的A口和B口接通，电磁阀(7)关闭，三通球阀二(10)的B口和C口接通；, 2)仅乘客舱有加热需求时：压缩机(6)开启，四通换向阀(5)的C口作为高温高压制冷剂出口，三通球阀一(8)的A口、C口接通，电磁阀(7)关闭，三通球阀二(10)的A口、B口接通；, 3)乘客舱与电池都有加热需求时：压缩机(6)开启，四通换向阀(5)的C口作为高温高压制冷剂出口，三通球阀一(8)全通，电磁阀(7)关闭，三通球阀二(10)全通；, 4)仅乘客舱有降温需求时：压缩机(6)开启，四通换向阀(5)的B口作为高温高压制冷剂出口，三通球阀一(8)的A口和C口接通，电磁阀(7)关闭，三通球阀二(10)的A口和B口接通；, 5)仅电池有降温需求，且环境温度低于从电池换热器(14)流出的高温制冷剂时：水泵(11)开启，电磁阀(7)开启，三通球阀一(8)的B口关闭，三通球阀二(10)的C口关闭；若冷量不足则启动压缩机(6)，四通换向阀(5)的B口作为高温高压制冷剂出口，三通球阀二(10)的B口和C口接通，三通球阀一(8)的A口和B口接通；, 6)仅电池有降温需求，且环境温度高于从电池换热器(14)流出的高温制冷剂时：启动压缩机(6)，电磁阀(7)关闭，四通换向阀(5)的B口作为高温高压制冷剂出口，三通球阀二(10)的B口、C口接通，三通球阀一(8)的A口、B口接通；, 7)乘客舱和电池组都有降温需求：在5)和6)的基础上两个三通球阀变为全通；, 8)乘客舱有加热需求而电池组有降温需求时：水泵(11)开启，三通球阀一(8)的B口和C口接通，三通球阀二(10)的A口和C口接通，利用电池的散热为乘客舱加热。, \n \n, 6.按照权利要求5所述的电动汽车整车热管理方法，其特征在于电池热管理系统中水泵、压缩机的转速控制为逻辑门配合PID，即在逻辑门的每个区间中由PID控制冷却液流量与压缩机转速，当电池温度低于20℃时热泵空调启用对电池组制热，当电池温度高于30℃时电池组冷却系统工作。, \n \n, 7.按照权利要求5所述的一种电动汽车整车热管理方法，其特征在于电池组与乘客舱的加热均是热泵加热。 | CN | China | Active | B | True |
| 112 | 电动车辆在线能耗预测方法及系统 \n | CN111452619B | NaN | 本发明公开了电动车辆在线能耗预测方法及系统，预测方法包括：载入车型信息，获取该车型平均百公里能耗P 0 ，能耗为标准驾驶风格、标准路况、非高温或低温天气下的能耗；计算能耗修正系数k e ：获取当前行驶路段的行驶过的预设数量的同车型车辆的驾驶信息，根据行驶至目的地后记录的个人驾驶风格、拥堵程度、天气进行分类，对每类中的实际耗能取平均值，进而换算出该路段的平均百公里能耗，与标准百公里能耗P 0 之比值即为不同风格、拥堵程度、天气下的k e ；计算本车辆当前百公里能耗P和续驶里程E，并在每个执行周期实时更新，其中，P＝k e P 0 ，E＝100Q·C/P，其中Q为当前电池电量百分比，C为本车电池总能量。由此，不仅考虑传统算法中的车型，增加了对驾驶行为的考虑，能耗预测更准确。 | CN:202010075168.4A | https://patentimages.storage.googleapis.com/f5/c6/36/c7385ab257dfa3/CN111452619B.pdf | CN:111452619:B | 邹渊, 张兆龙, 张旭东, 王涵, 孙逢春 | Beijing Institute of Technology BIT | DE:102012200108:A1, CN:104442825:A, EP:3104122:A1, WO:2019085719:A1, CN:110549904:A, CN:108806021:A, CN:110660214:A, CN:109532555:A | Not available | 2021-09-14 | 1.一种电动车辆在线能耗预测方法，其特征在于，包括：, 载入车型信息，获取该车型标准百公里能耗P0，该能耗为标准驾驶风格、标准路况、非高温或低温天气下的能耗；, 计算能耗修正系数ke：获取当前行驶路段的行驶过的预设数量的同车型车辆的驾驶信息，根据行驶至目的地后记录的个人驾驶风格、拥堵程度、天气进行分类，对每类中的实际耗能取平均值，进而换算出该路段的平均百公里能耗，与标准百公里能耗P0之比值即为不同风格、拥堵程度、天气下的ke，其中，驾驶风格类型包括以下四种：新手型、平稳型、标准型、激进型；, 计算本车辆的当前百公里能耗P和续驶里程E，并在每个执行周期实时更新，其中，P＝ke1P0，E＝100Q·C/P，其中，ke1为从数据库中获得的本车辆在当前驾驶风格、当前拥堵程度和当前天气下的能耗修正系数，Q为当前电池电量百分比，C为本车电池总能量，P为当前百公里能耗；, 对驾驶风格按以下方法动态更新：首先以一个执行周期为单位，获取旁车或同路段邻近车辆的平均速度、本车辆平均最大加速度，分别以V、A表示；获取本车辆当前平均速度、本车辆平均最大加速度，分别以v、a表示；对比A和a、V和v，得出当前驾驶风格类型以及当前驾驶风格类型对应的参考值Dn0；, 根据当前驾驶风格类型以及A、a、V、v计算当前驾驶风格的修正项R，当前驾驶风格的数值Dn，计算当前驾驶风格的数值Dn＝Dn0+R；, 对当前驾驶风格值Dn与上次驾驶风格Dn-1加权获得下次驾驶风格Dn+1＝k1Dn+k2Dn-1，其中k1、k2为权系数；, 其中，当驾驶风格为新手型时，参考值为0.1，修正项 , 当驾驶风格为平稳型时，参考值为0.32，修正项 , 当驾驶风格为标准型时，参考值为0.6，修正项 , 当驾驶风格为激进型时，参考值为0.8，修正项 , 2.根据权利要求1所述的电动车辆在线能耗预测方法，其特征在于，驾驶风格类型的判断方法包括：, 比较平均最大加速度，若当前的平均最大加速度大于同路段旁车的平均最大加速度值超过25％则为激进型，若当前的平均最大加速度小于同路段旁车的平均最大加速度值超过25％则为新手型；, 若当前的平均最大加速度与同路段旁车的平均最大加速度值相差不超过25％，则比较当前的平均速度与同路段旁车的平均速度，若当前的平均速度小于同路段旁车的平均速度，则为平稳型，反之，为标准型风格。, 3.根据权利要求1所述的电动车辆在线能耗预测方法，其特征在于，, 若计算中出现Dn小于等于0或Dn大于等于1，分别将当前驾驶风格Dn重置为0与1，当行程结束时，分别取k1＝0.2,k2＝0.8，代入Dn+1＝k1Dn+k2Dn-1，得到最后一次所得驾驶风格数值，即此次行程结束后的Dn+1，在下次行程时作为历史驾驶风格值使用；, 其中,当运行次数为n时，k2＝1-k1，其中，e为自然对数函数的底数；, 假定时间无穷大,k1＝0.2,k2＝0.8,行程结束存为新的Dn+1。, 4.根据权利要求1所述的电动车辆在线能耗预测方法，其特征在于，记录每次行驶前以及行驶后的电池电量，计算两者的差值ΔQ，结合本车辆的电池容量C，进而得出本车辆的总耗能信息E＝CΔQ，将总耗能信息与此次行车结束时的驾驶风格，通过网联系统传输给云端进行数据扩充。, 5.根据权利要求1所述的电动车辆在线能耗预测方法，其特征在于，, 对于拥堵程度，由第三方地图软件及全部在此路段的网联车辆数据，获取该路段平均速度数据，并获取该路段限速，其中拥堵程度被分类为：畅通、行驶缓慢、拥堵。, 6.根据权利要求5所述的电动车辆在线能耗预测方法，其特征在于，记平均车速为V，该路段限速为v0，, 若该路段的平均车速大于75％限速，即V>0.75v0，则为畅通；, 若该路段平均车速介于45％限速与75％限速之间，即0.45v0＜V＜0.75v0，则为行驶缓慢；, 若该路段平均车速小于45％限速，即V＜0.45v0，则为拥堵。, 7.根据权利要求3所述的电动车辆在线能耗预测方法，其特征在于，对于天气，使用第三方数据载入天气状况信息，天气分类包括：晴朗、雨雪天气、4级以上大风、大风与雨雪交加、零度以下的低温。, 8.一种电动车辆在线能耗预测系统，其特征在于，包括：, 车速监测模块，所述车速监测模块用于获取本车辆的平均车速以及平均最大加速度；, 网联数据模块，所述网联数据模块用于获取同车型车辆的平均速度和平均最大加速度、拥堵情况、天气；, 驾驶风格分析模块，所述驾驶风格分析模块与所述车速监测模块和所述网联数据模块通信连接，所述驾驶风格分析模块用于根据所述车速监测模块和所述网联数据模块的数据计算驾驶风格，并对驾驶风格实时更新；, 车辆信息模块，所述车辆信息模块用于存储行驶前后的电池电量、驾驶风格、百公里能耗；, 能耗计算模块，所述能耗计算模块与所述网联数据模块、所述驾驶风格分析模块、所述车辆信息模块通信连接，用于根据权利要求1-7任一项所述的电动车辆在线能耗预测方法计算百公里能耗以及续驶里程。 | CN | China | Active | B | True |
| 113 | 화재발생된 전기자동차의 배터리를 안정화시키기 위한 냉각조 \n | KR102376222B1 | NaN | 본 발명은 화재발생된 전기자동차의 배터리 안정화시키기 위한 냉각조를 제공하는 것으로서, \n방수판체(10)를 구비하고 방수판체(10)의 상부에는 좌우 방향으로 긴 형상을 갖는 리프팅튜브(14)를 전후로 2개 이상 고정결합하되 리프팅튜브(14)는 전기자동차의 앞뒤 바퀴 사이에 위치될 수 있도록 하여 리프팅튜브(14)에 공기를 넣어 팽창시킴에 따라 전기자동차의 바퀴가 바닥면으로부터 들려지도록 하고 그 상태에서 방수판체(10)를 전기자동차를 중심으로 바닥면에 펼쳐질 수 있도록 함으로써 펼쳐진 방수판체(10) 상부에 전기자동차가 위치될 수 있도록 하고, \n상기 펼쳐진 방수판체(10)의 상부에 테두리벽체(20)를 결합하되, 테두리벽체(20)는 중앙에 홀(22a)이 형성되어 전기자동차를 통과하여 바닥면에 펼쳐진 방수판체(10)와 결속이 되는 수평결속부(22)를 구비하고, 수평결속부(22)의 외곽 테두리에는 상부로 직립되는 수직벽체(24)를 일체로 결합하며, 수직벽체(24)의 상부에는 부력튜브(26)를 결합구성 하여, \n방수판체(10)와 테두리벽체(20) 서로 간의 연합으로 전기자동차를 담는 형태의 수조가 마련되게 하며, 수조 내부로 물을 채움에 따라 부력튜브(26)가 자연적으로 물의 높이(h)에 준하여 상부로 이동되고 물을 지속적으로 채움으로 수조의 높이도 높아지면서 전기자동차의 배터리가 침수되게 하여 배터리를 안정화되도록 하는 것이다. | KR:1020210075052A | https://patentimages.storage.googleapis.com/84/a1/6b/1f823ec91e03cc/KR102376222B1.pdf | KR:102376222:B1 | 임우섭, 정재한, 홍승태, 정수환, 정순용, 이진희, 윤영란, 정진혁, 진승희, 권순경 | 한국소방산업기술원 | WO:2018222046:A1, US:20190118013:A1, CN:211696959:U, KR:102197265:B1 | Not available | 2022-03-18 | 방수판체(10)를 구비하되 방수판체(10)는 상부에 좌우 방향으로 긴 형상을 갖는 리프팅튜브(14)를 전후로 2개 이상 고정결합하고, 리프팅튜브(14)는 전기자동차의 앞뒤 바퀴 사이에 위치될 수 있도록 하여 리프팅튜브(14)에 공기를 넣어 팽창시킴에 따라 전기자동차의 바퀴가 바닥면으로부터 들려지도록 하고 그 상태에서 방수판체(10)를 전기자동차를 중심으로 바닥면에 펼쳐질 수 있도록 함으로써 펼쳐진 방수판체(10) 상부에 전기자동차가 위치될 수 있도록 하며, 상기 펼쳐진 방수판체(10)의 상부에 테두리벽체(20)를 결합하되 테두리벽체(20)는 중앙에 홀(22a)이 형성되어 전기자동차를 통과하여 바닥면에 펼쳐진 방수판체(10)와 결속이 되는 수평결속부(22)를 구비하고, 수평결속부(22)의 외곽 테두리에는 상부로 직립되는 수직벽체(24)를 일체로 결합하며, 수직벽체(24)의 상부에는 부력튜브(26)를 결합구성 하여, 방수판체(10)와 테두리벽체(20) 서로 간의 연합으로 전기자동차를 담는 형태의 수조가 마련되게 하며, 수조 내부로 물을 채움에 따라 부력튜브(26)가 자연적으로 물의 높이(h)에 준하여 상부로 이동되고 물을 지속적으로 채움으로 수조의 높이도 높아지면서 전기자동차의 배터리가 침수되게 하여 배터리를 안정화시키도록 함을 특징으로 하는 화재발생된 전기자동차의 배터리를 안정화시키기 위한 냉각조. , 제1항에 있어서, 테두리벽체(20)의 수평결속부(22)와 방수판체(10) 간에 서로 접하는 면에는 각각 벨크로테이프(18)(28)를 결합하여 서로 간에 결속작업이 용이하면서도 방수기능이 강화될 수 있도록 함을 특징으로 하는 화재발생된 전기자동차의 배터리를 안정화시키기 위한 냉각조. , 제2항에 있어서, 테두리벽체(20)의 수평결속부(22)와 방수판체(10) 간의 서로 접촉하는 대응부분에는 각각 결속공(19)(29)를 형성하고 그 결속공을 통하여 결속끈으로 묶을 수 있도록 하여 결속이 보다 강화되게 하여 높은 수압에도 견딜 수 있도록 함을 특징으로 하는 화재발생된 전기자동차의 배터리를 안정화시키기 위한 냉각조. , 방수판체(10)를 구비하되 방수판체(10)는 상부에 좌우 방향으로 긴 형상을 갖는 리프팅튜브(14)를 전후로 2개 이상 고정결합하고, 리프팅튜브(14)는 전기자동차의 앞뒤 바퀴 사이에 위치될 수 있도록 하여 리프팅튜브(14)에 공기를 넣어 팽창시킴에 따라 전기자동차의 바퀴가 바닥면으로부터 들려지도록 하고 그 상태에서 방수판체(10)를 전기자동차를 중심으로 바닥면에 펼쳐질 수 있도록 함으로써 펼쳐진 방수판체(10) 상부에 전기자동차가 위치될 수 있도록 하며, 상기 펼쳐진 방수판체(10)의 상부에는 중앙에 홀(30a)이 형성되어 전기자동차를 통과하여 바닥면에 펼쳐진 방수판체(10) 상부에 얹혀질 수 있는 공기주입형 벽튜브(30)를 위치시켜 임시 벽면을 구성토록 하고, 상기 상태에서 방수판체(10) 부분 중 공기주입형 벽튜브(30)를 기준으로 외측부분에 해당하는 부분을 이용하여 공기주입형 벽튜브(30)의 바깥쪽에서 안쪽으로 감싸 말아 고정되게 함으로써 방수판체(10)와 공기주입형 튜브(30) 서로 간의 연합으로 전기자동차를 담는 형태의 수조가 마련되게 하며, 수조 내부로 물을 채움에 따라 전기자동차의 배터리가 침수되게 하여 배터리를 안정화시키도록 함을 특징으로 하는 화재발생된 전기자동차의 배터리를 안정화시키기 위한 냉각조. | KR | South Korea | NaN | A | True |
| 114 | System and method for charging a network of mobile battery-operated units on-the-go \n | US11376979B2 | This application claims priority to and the benefit of U.S. Provisional Application No. 62/807,909, filed Feb. 20, 2019 and entitled “System And Method For Charging Network Of Mobile Battery-Operated Units On-The-Go,” the entire contents of which is hereby incorporated herein by reference in its entirety for all purposes.\nAs transportation solutions are further developed that rely at least in part on mobile battery power, there remain many barriers to large-scale implementation of at least partially battery-powered entities. This application presents various solutions to some of the barriers, in response to a long-felt need in the industry.\nApparatus, systems, and methods described herein relate generally to entity-to-entity charging of mobile battery-powered entities. For example, according to a first embodiment, a method can be provided that comprises determining that a mobile battery-powered entity is within a pre-determined proximity of another mobile battery-powered entity, determining a charge level and a transport speed of the mobile battery-powered entity, determining the charge level and the transport speed of the other mobile battery-powered entity, in an instance in which the charge level of the mobile battery-powered entity is below a pre-determined (e.g., configurable) charge level and less than the charge level of the other mobile battery-powered entity, causing the mobile battery-powered entity to receive an electric charge from the other mobile battery-powered entity, and in an instance in which the charge level of the other mobile battery-powered entity is below the pre-determined (e.g., configurable) charge level and less than the charge level of the other mobile battery-powered entity, causing the other mobile battery-powered entity to receive the electric charge from the mobile battery-powered entity.\nAccording to a second embodiment, an apparatus can be provided that comprises at least one processor and at least one memory including computer program code, the at least one memory and the computer program code configured to, with the processor, cause the apparatus to at least receive current charge level data for a plurality of mobile battery-powered entities, determine, based on the current charge level data, one or more mobile battery-powered entities of the plurality of mobile battery-powered entities to be charged, determine, based on the current charge level data, one or more other mobile battery-powered entities of the plurality of mobile battery-powered entities to be caused to charge the one or more mobile battery-powered entities; and cause, while the one or more mobile battery-powered entities and are being transported within a pre-determined proximity of the one or more other mobile battery-powered entities, the one or more other mobile battery-powered entities to charge the one or more mobile battery-powered entities.\nAccording to a third embodiment, a method can be provided that comprises receiving current charge level data for a plurality of mobile battery-powered entities, determining, based on the current charge level data, one or more mobile battery-powered entities of the plurality of mobile battery-powered entities to be charged, determining, based on the current charge level data, one or more other mobile battery-powered entities of the plurality of mobile battery-powered entities to be caused to charge the one or more mobile battery-powered entities, and causing, while the one or more mobile battery-powered entities and are being transported within a pre-determined proximity of the one or more other mobile battery-powered entities, the one or more other mobile battery-powered entities to charge the one or more mobile battery-powered entities.\nAccording to a fourth embodiment, a method can be provided that comprises wirelessly transmitting, from a mobile battery-powered entity while the mobile battery-powered entity is being transported through a predefined area, a current charge level to a computing device, receiving an indication from the computing device as to whether the mobile battery-powered entity is to charge another mobile battery-powered entity, to be charged by the other mobile battery-powered entity, or neither charge nor be charged by the other mobile battery-powered entity, and in an instance in which the indication received indicates that the mobile battery-powered entity is either to charge or be charged by the other mobile battery-powered entity: determining a geospatial location and a transport speed of the mobile battery-powered entity, receiving the geospatial location and the transport speed of the other mobile battery-powered entity, causing the mobile battery-powered entity to speed lock with the other mobile battery-powered entity based on the geospatial location and the transport speed of the mobile battery-powered entity and the other mobile battery-powered entity, in an instance in which the indication received indicates that the mobile battery-powered entity is to charge the other mobile battery-powered entity, causing the mobile battery-powered entity to transmit a charge to the other mobile battery-powered entity, and in an instance in which the indication received indicates that the mobile battery-powered entity is to be charged by the other mobile battery-powered entity, causing the mobile battery-powered entity to receive the charge from the other mobile battery-powered entity.\nAccording to a fifth embodiment, a method can be provided that comprises determining a charge level, a current position, and a transport speed for a mobile battery-powered entity in a transportation network; determining the charge level, the current position, and the transport speed for another mobile battery-powered entity in the mobile charging network; and, in an instance in which the charge level of the mobile battery-powered entity is below a pre-determined charge level and less than the charge level of the other mobile battery-powered entity, causing the mobile battery-powered entity to receive an electric charge from the other mobile battery-powered entity while the mobile battery-powered entity and the other mobile battery-powered entity continue traveling through the transportation network. In some embodiments, the method can further comprise determining that the mobile battery-powered entity is within a pre-determined proximity of the other mobile battery-powered entity. In some embodiments, the method can further comprise, in an instance in which the charge level of the mobile battery-powered entity is below a pre-determined charge level and less than the charge level of the other mobile battery-powered entity, transmitting route instructions and transport speed instructions to the other mobile battery-powered entity; determining whether the other mobile battery-powered entity has complied with the route instructions and the transport speed instructions; and if the other mobile battery-powered entity has complied with the route instructions and the transport speed instructions, transmitting charge transfer instructions to the other mobile battery-powered entity. In some embodiments, the method can further comprise causing the other mobile battery-powered entity to transfer an electric charge to the mobile battery-powered entity according to the charge transfer instructions. In some embodiments, the charge transfer instructions can comprise one or more of the current position of the mobile battery-powered entity, a current charge level for the mobile battery-powered entity, a charge capacity for the mobile battery-powered entity, a charge transfer rate capacity for the mobile battery-powered entity, charging cable configurational information, transport speed information for the mobile battery-powered entity, pre-determined route information for the mobile battery-powered entity, a destination for the mobile battery-powered entity, vehicle identification information for the mobile battery-powered entity, or charge transfer payment information for the mobile battery-powered entity. In some embodiments, the method can further comprise, in an instance in which the charge level of the other mobile battery-powered entity is below the pre-determined charge level and less than the charge level of the other mobile battery-powered entity, causing the other mobile battery-powered entity to receive the electric charge from the mobile battery-powered entity. In some embodiments, the method can further comprise, in an instance in which the charge levels of the mobile battery-powered entity and the other mobile battery-powered entity are both below the pre-determined charge level, causing deployment of at least one charging vehicle or at mobile charging station. In some embodiments, the mobile battery-powered entity and the other mobile battery-powered entity are selected from among battery-powered terrestrial vehicles, battery-powered aerial vehicles, battery-powered aquatic vehicles, charge relay vehicles, and charge storage vehicles. In some embodiments, the method can further comprise updating a charge distribution map of the transportation network to include one or more of the charge level, current position, and transport speed for the mobile battery-powered entity and the other mobile battery-powered entity.\nAccording to a sixth embodiment, a method can be provided that comprises receiving current position information and current charge level data for a plurality of mobile battery-powered entities; determining, based on the current position information and the current charge level data, one or more mobile battery-powered entities of the plurality of mobile battery-powered entities to be charged; and determining, based on the current charge level data, one or more other mobile battery-powered entities of the plurality of mobile battery-powered entities to transfer charge to the one or more mobile battery-powered entities. In some embodiments, the method can further comprise determining whether the one or more mobile battery-powered entities are within a pre-determined proximity of corresponding ones of the one or more other mobile battery-powered entities. In some embodiments, the method can further comprise, in an instance in which the one or more mobile battery-powered entities are within the pre-determined proximity of corresponding ones of the one or more other mobile battery-powered entities, transmitting route instructions and transport speed instructions to the one or more other mobile battery-powered entities; determining whether the one or more other mobile battery-powered entities have complied with the route instructions and the transport speed instructions; and if the one or more other mobile battery-powered entities have complied with the route instructions and the transport speed instructions, transmitting charge transfer instructions to the one or more other mobile battery-powered entities. In some embodiments, the method can further comprise causing the one or more other mobile battery-powered entities to transfer an electric charge to a corresponding one of the one or more mobile battery-powered entities according to the charge transfer instructions. In some embodiments, the charge transfer instructions comprise one or more of the current position of the mobile battery-powered entity, a current charge level for the mobile battery-powered entity, a charge capacity for the mobile battery-powered entity, a charge transfer rate capacity for the mobile battery-powered entity, charging cable configurational information, transport speed information for the mobile battery-powered entity, pre-determined route information for the mobile battery-powered entity, a destination for the mobile battery-powered entity, vehicle identification information for the mobile battery-powered entity, or charge transfer payment information for the mobile battery-powered entity. In some embodiments, the method can further comprise, in an instance in which the charge levels of the mobile battery-powered entity and the other mobile battery-powered entity are both below the pre-determined charge level, causing deployment of at least one charging vehicle or at mobile charging station. In some embodiments, the plurality of mobile battery-powered entities are selected from among battery-powered terrestrial vehicles, battery-powered aerial vehicles, battery-powered aquatic vehicles, charge relay vehicles, and charge storage vehicles. In some embodiments, the method can further comprise updating a charge distribution map of the transportation network to include one or more of the charge level, current position, and transport speed for the mobile battery-powered entity and the other mobile battery-powered entity.\nAccording to a seventh embodiment, an apparatus is provided that comprises at least one processor and at least one memory including computer program code, the at least one memory and the computer program code configured to, with the processor, cause the apparatus to at least: receive current position information and current charge level data for a plurality of mobile battery-powered entities; determine, based on the current position information and the current charge level data, one or more mobile battery-powered entities of the plurality of mobile battery-powered entities to be charged; and determine, based on the current charge level data, one or more other mobile battery-powered entities of the plurality of mobile battery-powered entities to transfer charge to the one or more mobile battery-powered entities. In some embodiments, the at least one memory and the computer program code are configured to, with the processor, cause the apparatus to at least: determine whether the one or more mobile battery-powered entities are within a pre-determined proximity of corresponding ones of the one or more other mobile battery-powered entities; in an instance in which the one or more mobile battery-powered entities are within the pre-determined proximity of corresponding ones of the one or more other mobile battery-powered entities, transmit route instructions and transport speed instructions to the one or more other mobile battery-powered entities; determine whether the one or more other mobile battery-powered entities have complied with the route instructions and the transport speed instructions; and, if the one or more other mobile battery-powered entities have complied with the route instructions and the transport speed instructions, transmit charge transfer instructions to the one or more other mobile battery-powered entities. In some embodiments, the at least one memory and the computer program code are configured to, with the processor, cause the apparatus to at least: cause the one or more other mobile battery-powered entities to transfer an electric charge to a corresponding one of the one or more mobile battery-powered entities according to the charge transfer instructions, said charge transfer instructions comprising one or more of the current position of the mobile battery-powered entity, a current charge level for the mobile battery-powered entity, a charge capacity for the mobile battery-powered entity, a charge transfer rate capacity for the mobile battery-powered entity, charging cable configurational information, transport speed information for the mobile battery-powered entity, pre-determined route information for the mobile battery-powered entity, a destination for the mobile battery-powered entity, vehicle identification information for the mobile battery-powered entity, or charge transfer payment information for the mobile battery-powered entity.\nAccording to an eight embodiment, a method is provided for distributing charge within a system of battery-powered vehicles. In some embodiments, the method can comprise receiving current position information, destination information, and current charge level data for a plurality of mobile battery-powered entities; and determining, based upon at least the current position information, the destination information, and the current charge level data, route instructions, speed instructions, and charge transfer instructions for each of the plurality of mobile battery-powered entities. In some embodiments, the method can further comprise generating, based upon at least the current position information, the destination information, and the current charge level data, for the plurality of mobile battery-powered entities, a charge distribution map of the system. In some embodiments, the method can further comprise identifying, based upon at least the optimal route and charge transfer instructions for each of the plurality of mobile battery-powered entities and the current charge level data for the plurality of mobile battery-powered entities, one or more charge deficient regions within the system of battery-powered vehicle; and, in an instance in which one or more charge deficient regions exist, identifying one or more charging vehicles or mobile charging stations to deploy within the system. In some embodiments, the method can further comprise transmitting the route instructions, speed instructions, and charge transfer instructions to one or more mobile battery-powered entities of the plurality of mobile battery-powered entities; determining whether the one or more mobile battery-powered entities have complied with the route instructions and the speed instructions; and if the one or more mobile battery-powered entities have complied with the route instructions and the speed instructions, transmitting the charge transfer instructions to the one or more mobile battery-powered entities. In some embodiments, the method can further comprise causing the one or more mobile battery-powered entities to transfer an electric charge to a corresponding one or more other mobile battery-powered entities according to the charge transfer instructions. In some embodiments, the charge transfer instructions can comprise one or more of a current position of the corresponding mobile battery-powered entity, a current charge level for the corresponding mobile battery-powered entity, a charge capacity for the corresponding mobile battery-powered entity, a charge transfer rate capacity for the corresponding mobile battery-powered entity, charging cable configurational information for the corresponding mobile battery-powered entity, transport speed information for the corresponding mobile battery-powered entity, pre-determined route information for the corresponding mobile battery-powered entity, a destination for the corresponding mobile battery-powered entity, vehicle identification information for the corresponding mobile battery-powered entity, or charge transfer payment information for the corresponding mobile battery-powered entity. In some embodiments, the plurality of mobile battery-powered entities can be selected from among battery-powered terrestrial vehicles, battery-powered aerial vehicles, battery-powered aquatic vehicles, charge relay vehicles, and charge storage vehicles. In some embodiments, the method can further comprise receiving, from the plurality of mobile battery-powered entities and the one or more charging vehicles or mobile charging stations, updated current position information, updated destination information, and updated current charge level data; and updating the charge distribution map of the system to include one or more of an updated charge level, an updated current position, and an updated speed for the plurality of mobile battery-powered entities and the one or more charge vehicles or mobile charging stations.\nAccording to a ninth embodiment, an apparatus can be provided for charge distribution within a system of mobile battery-powered entities. In some embodiments, the apparatus can comprise at least one processor and at least one memory including computer program code. In some embodiments, the at least one memory and the computer program code can be configured to, with the processor, cause the apparatus to at least: receive current position information, destination information, and current charge level data for a plurality of mobile battery-powered entities and one or more mobile charging stations; generate, based upon at least the current position information, the destination information, and the current charge level data, for the plurality of mobile battery-powered entities and the one or more mobile charging stations, a charge distribution map; and determine, based upon at least the charge distribution map, route instructions, speed instructions, and charge transfer instructions for one or more mobile battery-powered entities of the plurality of mobile battery-powered entities. In some embodiments, the at least one memory and the computer program code are configured to, with the processor, cause the apparatus to at least: transmit the route instructions and speed instructions to the one or more mobile battery-powered entities; determine whether the one or more mobile battery-powered entities have complied with the route instructions and the speed instructions; and, in an instance in which the one or more mobile battery-powered entities have complied with the route instructions and the speed instructions, transmit the charge transfer instructions to the one or more mobile battery-powered entities. In some embodiments, the at least one memory and the computer program code are configured to, with the processor, cause the apparatus to at least: identify, based upon at least the charge distribution map, one or more charge deficient regions within the charge distribution map; and, in an instance in which one or more charge deficient regions exist, transmit deployment instructions to the one or more charging vehicles or mobile charging stations.\nThe accompanying drawings, which constitute a part of the description, illustrate embodiments of the present invention and, together with the description thereof, serve to explain the principles of the present invention.\n FIG. 1 provides an example approach for on-the-go peer-to-peer charging of vehicles along a roadway, according to some embodiments discussed herein.\n FIG. 2 provides an example approach for on-the-go peer-to-peer charging of vehicles along a roadway, according to some embodiments discussed herein.\n FIG. 3 provides an example of a system for charging a network of mobile battery-operated units on the go, according to some embodiments discussed herein.\n FIG. 4 provides an example of a system for entity-to-entity and entity-to-cloud communication, according to some embodiments discussed herein.\n FIG. 5 provides an example of a system for on-the-go entity-to-entity charging, according to some embodiments discussed herein.\n FIG. 6 provides an example of a system for on-the-go charging of entities by a mobile charging unit, according to some embodiments discussed herein.\n FIG. 7 provides an example of an approach for charging charge-depleted regions of a roadway by entity-to-entity relaying of charge from a charge-rich region via interstitial relay entities, according to some embodiments discussed herein.\n FIG. 8 provides an example of a heterogeneous network for on-the-go charging of mobile entities by an aerial charging vehicle, according to some embodiments discussed herein.\n FIG. 9 provides an example of a heterogeneous network for on-the-go entity-to-entity charging between aerial and terrestrial entities, according to some embodiments discussed herein.\n FIG. 10 provides an example of a fine-grained routing and charging transaction schedule before cloud application optimization, according to some embodiments discussed herein.\n FIG. 11 provides an example of a fine-grained routing and charging transaction schedule after cloud application optimization, according to some embodiments discussed herein.\n FIG. 12 provides an example of a fine-grained routing and charging transaction schedule before cloud optimization, according to some embodiments discussed herein.\n FIG. 13 provides an example of a fine-grained routing and charging transaction schedule after cloud optimization, according to some embodiments discussed herein.\n FIG. 14 provides an example of a fine-grained routing and charging transaction schedule before cloud optimization, according to some embodiments discussed herein.\n FIG. 15 provides an example of a fine-grained routing and charging transaction schedule after cloud optimization, according to some embodiments discussed herein.\n FIG. 16 provides an example of a charge scheduling algorithm, according to some embodiments discussed herein.\n FIG. 17 provides an example of a charge scheduling algorithm, according to some embodiments discussed herein.\n FIG. 18 provides an example of a charge scheduling algorithm, according to some embodiments discussed herein.\n FIG. 19 provides an example computing entity configured to carry out part or all of at least some of the various processes, algorithms, and methods described herein, according to some embodiments discussed herein.\n FIG. 20 provides an example computing entity configured to carry out part or all of at least some of the various processes, algorithms, and methods described herein, according to some embodiments discussed herein.\n FIG. 21 provides a process flow diagram of an example method for charging a mobile entity, according to some embodiments discussed herein.\n FIG. 22 provides a process flow diagram of an example method for governing charge transactions for a charging network, according to some embodiments discussed herein.\n FIG. 23 provides a process flow diagram of an example method for charging a mobile entity, according to some embodiments discussed herein.\n FIG. 24 provides a process flow diagram of an example method for distributing charge through a network of mobile battery-powered entities, according to some embodiments discussed herein.\n FIG. 25 illustrates an apparatus for electrically coupling two or more electric vehicles in an on-the-go charging system, according to an embodiment.\n FIG. 26 provides an example of a charge distribution map of electric charge within a distributed on-the-go charging system at a point in time, according to some embodiments discussed herein.\n FIG. 27A-FIG. 27H provide a series of charge graphs illustrating changes in battery charge level over time for exemplary EVs (FIGS. 27A-27E and FIG. 27G) and MoCS (FIGS. 27F and 27H) in an on-the-go EV charging network, according to some embodiments discussed herein.\n FIG. 28 provides a graph illustrating the percentage of EV halts for systems having a variety of MoCS-to-EV charge transfer rates, according to some embodiments.\n FIG. 29 provides a graph illustrating percentage of EV halts compared to changes in battery capacity for a variety of systems having different MoCS densities, according to some embodiments.\n FIG. 30 provides a graph illustrating how the percentage of EV halts changes as the limit on the percentage of MoCS in the network is increased, according to some embodiments.\nElectric vehicles have existed for a while but have never enjoyed mainstream adoption. Now, with a global desire to reduce the carbon footprint of transportation systems and many leading auto manufacturers entering the electric vehicle (EV) space, EVs have become more appealing and affordable. Nevertheless, the adoption of EVs remains slow, mainly due to consumer concerns regarding battery life, battery range, and limited access to charging stations. Inefficient charging cycles or complete discharge of a battery reduces its life, making it imprudent to travel the full range provided by the battery without any recharging in the middle. Even though major cities in developed countries have charging stations, the amount is still unable to support a large EV population. Charging stations in remote regions are few and far between. Most of the existing charging stations are Level-2 (220V) which typically require long waiting periods to charge a vehicle. Level-3 charging stations or DC fast charging (DCFC) (440V) stations are a faster alternative; however, they are limited and very expensive to build. With these concerns in mind, research has been conducted into several potential solutions, including innovations in EV battery technologies, but concluded that the battery range and charging time remains the most critical barrier, novel solutions like charging via solar-powered roads, however these approaches are not applicable, efficient, cost-effective, and/or politically doable in all countries, regions, or geographies.\nCurrent methods for charging a battery for a battery-powered entity (e.g., vehicle, drone, vessel, robotic system, etc.) typically require that the battery-powered vehicle be parked in a fixed location during charging, and the user of the battery-powered entity must typically initiate charging of the battery-powered entity manually. This typically requires a great deal of time for charging and reflects a large inconvenience to the user of the battery-powered entity. As a further example of current hurdles to large-scale implementation, there are currently a limited number of charging ports at fixed charging locations for battery-powered entities, meaning that use of the charging ports typically operates on a first come, first serve basis. In other words, a first battery-powered entities having a battery at 90% charge capacity might be connected by the user for any reason before a user of a second battery-powered entities having a battery at 20% charge capacity without any priority given to the battery-powered entities having a lower charge capacity. Thus, there is currently no way to determine at a system level which battery-powered entities should be charged and at which charging location. As an additional example of current hurdles to large-scale implementation, the system of battery-powered entities currently includes a variety of different entity types, however none of the various entity types can be charged at the same fixed charging location, meaning redundant charging stations might be necessary at many locations to accommodate the various entity types. Therefore, there is a long-felt need in the industry for a system, method, and apparatus for charging battery-powered entities without relying on fixed charging stations, considering the need for and optimization of charge power to battery-powered entity within complex vehicle networks, and enabling either homogeneous or heterogeneous charging of battery-powered entities while they are “on-the-go,” being transported through the system, in motion, in use, or the like.\nAs such, according to the current systems and approaches for charging EVs, EVs have a range that is limited by battery capacity and charge density, among other factors, which can restrict the effectiveness and suitability of EVs for long-distance driving. Even with enough charging stations, the charging stations are properly located along a driver's intended route, and rapid charging is used at every charging station along a driver's intended route, the travel time is impacted due to frequent, long halts for charging. Further, while the driver's intended route may have sufficient number of charging stations, all perfectly distributed and located along the driver's intended route, the driver is still forced to maintain their intended route and may not deviate unless they previously plan their deviation from the intended route to ensure there are sufficient charging stations located along the new route which deviates from the intended route.\nAlso, most of the modern high-end EVs are using Lithium-ion batteries, for which complete discharging and charging, or inefficient charging cycles can cause the Lithium-ion batteries to age at an accelerated rate. Hence, a long-distance drive without recharging the battery is undesirable for EVs. While improving the battery capacity is undoubtedly helpful, it could significantly increase the price of the EV. Besides, increasing battery capacity also may not solve the core problem of having to stop at a designated station to recharge.\nAs research continues to progress with regard to lithium-ion batteries that have a higher charge capacity or charge density, among other characteristics, the price per kilowatt-hour (kWh) for lithium-ion batteries is being reduced, but at a comparatively slow rate, making it difficult to increase the battery capacity of EVs without a drastic price increase. In addition, even drastically increasing the battery capacity of EVs will likely only solve some of the problem and may well only be possible for very high-end EVs due to the elevated cost of such advanced battery tec | Apparatus, systems, and methods described herein relate generally to on-the-go entity-to-entity charging in transportation systems. A method can include determining charge levels, current positions, and transport speeds for an electric vehicle (EV), identifying one or more EVs in need of charging, and mobilizing a nearby EV for on-the-go peer-to-peer charging. A processor, with a memory including computer program code, can be configured to receive current charge level data for mobile battery-powered entities, identify one or more EVs to be charged and one or more other EVs that have excess charge to transfer, and send charging instructions to the EVs. A routing and charge transaction scheduling algorithm can be used to optimize the route of one or more battery-powered entities and to schedule charge transactions between EVs and/or a charging entity. | US:16/782,531 | https://patentimages.storage.googleapis.com/52/ba/8c/62e51c50dbeb69/US11376979.pdf | US:11376979 | Prabuddha CHAKRABORTY, Swarup Bhunia | University of Florida Research Foundation Inc | US:20200006988:A1, US:10879741 | 2022-07-05 | 2022-07-05 | 1. A method comprising:\ndetermining a charge level, a current position, and a transport speed for a mobile battery-powered entity in a transportation network;\ndetermining the charge level, the current position, and the transport speed for another mobile battery-powered entity in the mobile charging network; and\nin an instance in which the charge level of the mobile battery-powered entity is below a pre-determined charge level and less than the charge level of the other mobile battery-powered entity, causing the mobile battery-powered entity to receive an electric charge from the other mobile battery-powered entity while the mobile battery-powered entity and the other mobile battery-powered entity continue traveling through the transportation network.\n, determining a charge level, a current position, and a transport speed for a mobile battery-powered entity in a transportation network;, determining the charge level, the current position, and the transport speed for another mobile battery-powered entity in the mobile charging network; and, in an instance in which the charge level of the mobile battery-powered entity is below a pre-determined charge level and less than the charge level of the other mobile battery-powered entity, causing the mobile battery-powered entity to receive an electric charge from the other mobile battery-powered entity while the mobile battery-powered entity and the other mobile battery-powered entity continue traveling through the transportation network., 2. The method of claim 1, further comprising:\ndetermining that the mobile battery-powered entity is within a pre-determined proximity of the other mobile battery-powered entity.\n, determining that the mobile battery-powered entity is within a pre-determined proximity of the other mobile battery-powered entity., 3. The method of claim 1, further comprising:\nin an instance in which the charge level of the mobile battery-powered entity is below a pre-determined charge level and less than the charge level of the other mobile battery-powered entity, transmitting route instructions and transport speed instructions to the other mobile battery-powered entity;\ndetermining whether the other mobile battery-powered entity has complied with the route instructions and the transport speed instructions; and\nif the other mobile battery-powered entity has complied with the route instructions and the transport speed instructions, transmitting charge transfer instructions to the other mobile battery-powered entity.\n, in an instance in which the charge level of the mobile battery-powered entity is below a pre-determined charge level and less than the charge level of the other mobile battery-powered entity, transmitting route instructions and transport speed instructions to the other mobile battery-powered entity;, determining whether the other mobile battery-powered entity has complied with the route instructions and the transport speed instructions; and, if the other mobile battery-powered entity has complied with the route instructions and the transport speed instructions, transmitting charge transfer instructions to the other mobile battery-powered entity., 4. The method of claim 3, further comprising:\ncausing the other mobile battery-powered entity to transfer an electric charge to the mobile battery-powered entity according to the charge transfer instructions.\n, causing the other mobile battery-powered entity to transfer an electric charge to the mobile battery-powered entity according to the charge transfer instructions., 5. The method of claim 4, wherein said charge transfer instructions comprise one or more of the current position of the mobile battery-powered entity, a current charge level for the mobile battery-powered entity, a charge capacity for the mobile battery-powered entity, a charge transfer rate capacity for the mobile battery-powered entity, charging cable configurational information, transport speed information for the mobile battery-powered entity, pre-determined route information for the mobile battery-powered entity, a destination for the mobile battery-powered entity, vehicle identification information for the mobile battery-powered entity, or charge transfer payment information for the mobile battery-powered entity., 6. The method of claim 1, further comprising:\nin an instance in which the charge level of the other mobile battery-powered entity is below the pre-determined charge level and less than the charge level of the other mobile battery-powered entity, causing the other mobile battery-powered entity to receive the electric charge from the mobile battery-powered entity.\n, in an instance in which the charge level of the other mobile battery-powered entity is below the pre-determined charge level and less than the charge level of the other mobile battery-powered entity, causing the other mobile battery-powered entity to receive the electric charge from the mobile battery-powered entity., 7. The method of claim 1, further comprising:\nin an instance in which the charge levels of the mobile battery-powered entity and the other mobile battery-powered entity are both below the pre-determined charge level, causing deployment of at least one charging vehicle or at mobile charging station.\n, in an instance in which the charge levels of the mobile battery-powered entity and the other mobile battery-powered entity are both below the pre-determined charge level, causing deployment of at least one charging vehicle or at mobile charging station., 8. The method of claim 1, wherein the mobile battery-powered entity and the other mobile battery-powered entity are selected from among battery-powered terrestrial vehicles, battery-powered aerial vehicles, battery-powered aquatic vehicles, charge relay vehicles, and charge storage vehicles., 9. The method of claim 1, further comprising:\nupdating a charge distribution map of the transportation network to include one or more of the charge level, current position, and transport speed for the mobile battery-powered entity and the other mobile battery-powered entity.\n, updating a charge distribution map of the transportation network to include one or more of the charge level, current position, and transport speed for the mobile battery-powered entity and the other mobile battery-powered entity., 10. A method for distributing charge within a system of battery-powered vehicles, the method comprising:\nreceiving current position information, destination information, and current charge level data for a plurality of mobile battery-powered entities; and\ndetermining, based upon at least the current position information, the destination information, and the current charge level data, route instructions, speed instructions, and charge transfer instructions for each of the plurality of mobile battery-powered entities.\n, receiving current position information, destination information, and current charge level data for a plurality of mobile battery-powered entities; and, determining, based upon at least the current position information, the destination information, and the current charge level data, route instructions, speed instructions, and charge transfer instructions for each of the plurality of mobile battery-powered entities., 11. The method of claim 10, further comprising:\ngenerating, based upon at least the current position information, the destination information, and the current charge level data, for the plurality of mobile battery-powered entities, a charge distribution map of the system.\n, generating, based upon at least the current position information, the destination information, and the current charge level data, for the plurality of mobile battery-powered entities, a charge distribution map of the system., 12. The method of claim 11, further comprising:\nidentifying, based upon at least the optimal route and charge transfer instructions for each of the plurality of mobile battery-powered entities and the current charge level data for the plurality of mobile battery-powered entities, one or more charge deficient regions within the system of battery-powered vehicle; and\nin an instance in which one or more charge deficient regions exist, identifying one or more charging vehicles or mobile charging stations to deploy within the system.\n, identifying, based upon at least the optimal route and charge transfer instructions for each of the plurality of mobile battery-powered entities and the current charge level data for the plurality of mobile battery-powered entities, one or more charge deficient regions within the system of battery-powered vehicle; and, in an instance in which one or more charge deficient regions exist, identifying one or more charging vehicles or mobile charging stations to deploy within the system., 13. The method of claim 12, further comprising:\ntransmitting the route instructions, speed instructions, and charge transfer instructions to one or more mobile battery-powered entities of the plurality of mobile battery-powered entities;\ndetermining whether the one or more mobile battery-powered entities have complied with the route instructions and the speed instructions; and\nif the one or more mobile battery-powered entities have complied with the route instructions and the speed instructions, transmitting the charge transfer instructions to the one or more mobile battery-powered entities.\n, transmitting the route instructions, speed instructions, and charge transfer instructions to one or more mobile battery-powered entities of the plurality of mobile battery-powered entities;, determining whether the one or more mobile battery-powered entities have complied with the route instructions and the speed instructions; and, if the one or more mobile battery-powered entities have complied with the route instructions and the speed instructions, transmitting the charge transfer instructions to the one or more mobile battery-powered entities., 14. The method of claim 13, further comprising:\ncausing the one or more mobile battery-powered entities to transfer an electric charge to a corresponding one or more other mobile battery-powered entities according to the charge transfer instructions.\n, causing the one or more mobile battery-powered entities to transfer an electric charge to a corresponding one or more other mobile battery-powered entities according to the charge transfer instructions., 15. The method of claim 14, wherein said charge transfer instructions comprise one or more of a current position of the corresponding mobile battery-powered entity, a current charge level for the corresponding mobile battery-powered entity, a charge capacity for the corresponding mobile battery-powered entity, a charge transfer rate capacity for the corresponding mobile battery-powered entity, charging cable configurational information for the corresponding mobile battery-powered entity, transport speed information for the corresponding mobile battery-powered entity, pre-determined route information for the corresponding mobile battery-powered entity, a destination for the corresponding mobile battery-powered entity, vehicle identification information for the corresponding mobile battery-powered entity, or charge transfer payment information for the corresponding mobile battery-powered entity., 16. The method of claim 10, wherein the plurality of mobile battery-powered entities are selected from among battery-powered terrestrial vehicles, battery-powered aerial vehicles, battery-powered aquatic vehicles, charge relay vehicles, and charge storage vehicles., 17. The method of claim 13, further comprising:\nreceiving, from the plurality of mobile battery-powered entities and the one or more charging vehicles or mobile charging stations, updated current position information, updated destination information, and updated current charge level data; and\nupdating the charge distribution map of the system to include one or more of an updated charge level, an updated current position, and an updated speed for the plurality of mobile battery-powered entities and the one or more charge vehicles or mobile charging stations.\n, receiving, from the plurality of mobile battery-powered entities and the one or more charging vehicles or mobile charging stations, updated current position information, updated destination information, and updated current charge level data; and, updating the charge distribution map of the system to include one or more of an updated charge level, an updated current position, and an updated speed for the plurality of mobile battery-powered entities and the one or more charge vehicles or mobile charging stations., 18. An apparatus comprising at least one processor and at least one memory including computer program code, the at least one memory and the computer program code configured to, with the processor, cause the apparatus to at least:\nreceive current position information, destination information, and current charge level data for a plurality of mobile battery-powered entities and one or more mobile charging stations;\ngenerate, based upon at least the current position information, the destination information, and the current charge level data, for the plurality of mobile battery-powered entities and the one or more mobile charging stations, a charge distribution map; and\ndetermine, based upon at least the charge distribution map, route instructions, speed instructions, and charge transfer instructions for one or more mobile battery-powered entities of the plurality of mobile battery-powered entities.\n, receive current position information, destination information, and current charge level data for a plurality of mobile battery-powered entities and one or more mobile charging stations;, generate, based upon at least the current position information, the destination information, and the current charge level data, for the plurality of mobile battery-powered entities and the one or more mobile charging stations, a charge distribution map; and, determine, based upon at least the charge distribution map, route instructions, speed instructions, and charge transfer instructions for one or more mobile battery-powered entities of the plurality of mobile battery-powered entities., 19. The apparatus of claim 18, wherein the at least one memory and the computer program code are configured to, with the processor, cause the apparatus to at least:\ntransmit the route instructions and speed instructions to the one or more mobile battery-powered entities;\ndetermine whether the one or more mobile battery-powered entities have complied with the route instructions and the speed instructions; and\nin an instance in which the one or more mobile battery-powered entities have complied with the route instructions and the speed instructions, transmit the charge transfer instructions to the one or more mobile battery-powered entities.\n, transmit the route instructions and speed instructions to the one or more mobile battery-powered entities;, determine whether the one or more mobile battery-powered entities have complied with the route instructions and the speed instructions; and, in an instance in which the one or more mobile battery-powered entities have complied with the route instructions and the speed instructions, transmit the charge transfer instructions to the one or more mobile battery-powered entities., 20. The apparatus of claim 19, wherein the at least one memory and the computer program code are configured to, with the processor, cause the apparatus to at least:\nidentify, based upon at least the charge distribution map, one or more charge deficient regions within the charge distribution map; and\nin an instance in which one or more charge deficient regions exist, transmit deployment instructions to the one or more charging vehicles or mobile charging stations.\n, identify, based upon at least the charge distribution map, one or more charge deficient regions within the charge distribution map; and, in an instance in which one or more charge deficient regions exist, transmit deployment instructions to the one or more charging vehicles or mobile charging stations. | US | United States | Active | B | True |
| 115 | 用于电动汽车剩余行驶里程的处理方法、装置及系统 \n | CN105235543B | 技术领域本发明涉及电动汽车电池信息处理领域，具体而言，涉及一种用于电动汽车剩余行驶里程的处理方法、装置及系统。背景技术面对日趋严重的能源短缺与环境恶化问题，纯电动汽车因具有低能耗信息、零排放、低噪音、高能源利用率、结构简单以及易于维修等优点，而受到广泛关注。然而，有限的电池容量使得电动汽车的续驶里程较短，在出行的过程中需要进行多次充电。在实际的使用中，若不能按时充电，汽车可能有中途没电而无法行驶的情况。因此，准确地估算电动汽车的续驶里程可以使驾驶员实时地获取电动汽车的剩余里程，进而合理地选择行驶路线，并及时地给汽车充电。现有技术中提供了一种电动汽车续驶里程估算方法大多以少量因素变量采取固定模型算法进行估算，估计结果不准确。针对上述获取电动汽车剩余续驶里程不准确的问题，目前尚未提出有效的解决方案。发明内容本发明实施例提供了一种用于电动汽车剩余行驶里程的处理方法、装置及系统，以至少解决获取电动汽车剩余续驶里程不准确的技术问题。根据本发明实施例的一个方面，提供了一种用于电动汽车剩余行驶里程的处理方法，该方法包括：采集与当前车辆同一车型的同车型车辆的历史单位里程能耗信息和行驶于当前车辆的当前行驶区域内的同区域车辆的当前单位里程能耗信息，其中，与当前车辆同一车型的同车型车辆中包括当前车辆，各个同区域车辆的车型与当前车辆的车型一致；基于同车型车辆的历史单位里程能耗信息和同区域车辆的当前单位里程能耗信息确定当前车辆在当前行驶区域的当前单位里程能耗信息；采集当前行驶区域的环境温度，并按照环境温度确定当前车辆的电池剩余可放出电量；根据当前车辆的当前单位里程能耗信息和当前车辆的电池剩余可放出电量获取当前车辆的剩余里程。根据本发明实施例的另一方面，还提供了一种用于电动汽车剩余行驶里程的处理装置，该装置包括：采集模块，用于采集与当前车辆同一车型的同车型车辆的历史单位里程能耗信息和行驶于当前车辆的当前行驶区域内的同区域车辆的当前单位里程能耗信息，其中，与当前车辆同一车型的同车型车辆中包括当前车辆，各个同区域车辆的车型与当前车辆的车型一致；信息获取模块，用于基于同车型车辆的历史单位里程能耗信息和同区域车辆的当前单位里程能耗信息确定当前车辆在当前行驶区域的当前单位里程能耗信息；电池信息获取模块，用于采集当前行驶区域的环境温度，并按照环境温度确定当前车辆的电池剩余可放出电量；里程确定模块，用于根据当前车辆的当前单位里程能耗信息和当前车辆的电池剩余可放出电量获取当前车辆的剩余里程。根据本发明实施例的另一方面，还提供了一种用于电动汽车剩余行驶里程的处理系统，该系统包括：数据采集平台，通过电动汽车的无线信号发送装置采集与当前车辆同一车型的同车型车辆的历史单位里程能耗信息和行驶于当前车辆的当前行驶区域内的同区域车辆的当前单位里程能耗信息，其中，与当前车辆同一车型的同车型车辆中包括当前车辆，各个同区域车辆的车型与当前车辆的车型一致；还用于采集当前行驶区域的环境温度；数据处理平台，用于基于同车型车辆的历史单位里程能耗信息和同区域车辆的当前单位里程能耗信息确定当前车辆在当前行驶区域的当前单位里程能耗信息；按照环境温度确定当前车辆的电池剩余可放出电量；根据当前车辆的当前单位里程能耗信息和当前车辆的电池剩余可放出电量获取当前车辆的剩余里程。通过上述实施例，利用与该当前车辆同车型的车辆的历史能耗、当前车辆的历史能耗以及与该车辆在同一行驶区域的同区域车辆的当前能耗确定该车在当前区域的当前能耗，并基于温度确定该当前车辆的电池剩余可放出电量，以确定当前车辆的剩余里程。在该方案中，采用多种参数(如温度)真实反映车辆在当前区域的实际能耗，可以得到更加准确可靠的结果，有效避免了纯电动汽车因续驶里程显示不准而造成驾驶员对行程的误判，无法正常行驶到有充电装置的目的地带来不必要的麻烦，提高车辆运行效率，解决了现有技术中获取电动汽车剩余续驶里程不准确的问题。附图说明此处所说明的附图用来提供对本发明的进一步理解，构成本申请的一部分，本发明的示意性实施例及其说明用于解释本发明，并不构成对本发明的不当限定。在附图中：图1是根据本发明实施例的用于电动汽车剩余行驶里程的处理方法的流程图；图2是根据本发明实施例的一种可选的用于电动汽车剩余行驶里程的处理方法的流程图；图3是根据本发明实施例的用于电动汽车剩余行驶里程的处理装置的示意图。具体实施方式为了使本技术领域的人员更好地理解本发明方案，下面将结合本发明实施例中的附图，对本发明实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例仅仅是本发明一部分的实施例，而不是全部的实施例。基于本发明中的实施例，本领域普通技术人员在没有做出创造性劳动前提下所获得的所有其他实施例，都应当属于本发明保护的范围。需要说明的是，本发明的说明书和权利要求书及上述附图中的术语“第一”、“第二”等是用于区别类似的对象，而不必用于描述特定的顺序或先后次序。应该理解这样使用的数据在适当情况下可以互换，以便这里描述的本发明的实施例能够以除了在这里图示或描述的那些以外的顺序实施。此外，术语“包括”和“具有”以及他们的任何变形，意图在于覆盖不排他的包含，例如，包含了一系列步骤或单元的过程、方法、系统、产品或设备不必限于清楚地列出的那些步骤或单元，而是可包括没有清楚地列出的或对于这些过程、方法、产品或设备固有的其它步骤或单元。根据本发明实施例，提供了一种用于电动汽车剩余行驶里程的处理方法的方法实施例，需要说明的是，在附图的流程图示出的步骤可以在诸如一组计算机可执行指令的计算机系统中执行，并且，虽然在流程图中示出了逻辑顺序，但是在某些情况下，可以以不同于此处的顺序执行所示出或描述的步骤。图1是根据本发明实施例的用于电动汽车剩余行驶里程的处理方法的流程图，如图1所示，该方法包括如下步骤：步骤S102，采集与当前车辆同一车型的同车型车辆的历史单位里程能耗信息和行驶于当前车辆的当前行驶区域内的同区域车辆的当前单位里程能耗信息，其中，与当前车辆同一车型的同车型车辆中包括当前车辆，各个同区域车辆的车型与当前车辆的车型一致。步骤S104，基于同车型车辆的历史单位里程能耗信息和同区域车辆的当前单位里程能耗信息确定当前车辆在当前行驶区域的当前单位里程能耗信息。其中，各个同区域车辆与当前车辆的距离小于预设距离。步骤S106，采集当前行驶区域的环境温度，并按照环境温度确定当前车辆的电池剩余可放出电量。步骤S108，根据当前车辆的当前单位里程能耗信息和当前车辆的电池剩余可放出电量获取当前车辆的剩余里程。通过上述实施例，利用与该当前车辆同车型的车辆的历史能耗、当前车辆的历史能耗以及与该车辆在同一行驶区域的同区域车辆的当前能耗确定该车在当前区域的当前能耗，并基于温度确定该当前车辆的电池剩余可放出电量，以确定当前车辆的剩余里程。在该方案中，采用多种参数(如温度)真实反映车辆在当前区域的实际能耗，可以得到更加准确可靠的结果，有效避免了纯电动汽车因续驶里程显示不准而造成驾驶员对行程的误判，无法正常行驶到有充电装置的目的地带来不必要的麻烦，提高车辆运行效率，解决了现有技术中获取电动汽车剩余续驶里程不准确的问题。可选地，基于同车型车辆的历史单位里程能耗信息和同区域车辆的当前单位里程能耗信息确定当前车辆在当前行驶区域的当前单位里程能耗信息包括：获取同车型车辆的历史单位里程能耗值、当前车辆的历史单位里程能耗值以及当前行驶区域内所有同区域车辆的当前单位里程能耗值，其中，同车型车辆的历史单位里程能耗信息包括同车型车辆的历史单位里程能耗值，同区域车辆的当前单位里程能耗信息包括同区域车辆的当前单位里程能耗值；将各个同车型车辆的历史单位里程能耗值的平均值确定为同车型车辆的历史平均单位里程能耗值；将各个同区域车辆的当前单位里程能耗值的平均值确定为同区域车辆的当前平均单位里程能耗值；利用预先设置的线性关系计算同车型车辆的历史平均单位里程能耗值、同区域车辆的当前平均单位里程能耗值以及当前车辆的历史单位里程能耗值对应的当前车辆的当前单位里程能耗值，其中，当前车辆的当前单位里程能耗信息包括当前车辆的当前单位里程能耗值。可选地，按照同车型车辆的历史平均单位里程能耗值和当前车辆的历史单位里程能耗值确定当前车辆的能耗系数可以确定当前车辆在所有同车型车辆中的能耗排名。在上述实施例中，可以基于当前车辆的历史单位里程能耗信息、与当前车辆同一车型的同车型车辆的历史单位里程能耗信息可以准确判断当前车辆的能耗水平，并进一步获取当前车辆在当前行驶区域的单位里程能耗值，从而在确定当前车辆剩余里程时考虑到了当前车辆的当前行驶区域的路况、当前车辆的驾驶员驾驶习惯，参考了多因素真实道路行驶数据反馈计算剩余续驶里程，得出结果更加真实可靠。在上述实施例中，通过互联大数据，用车辆当前区域行驶工况、驾驶员驾驶习惯、环境温度、电池衰减程度等多因素真实道路行驶数据反馈计算剩余续驶里程，因此得出结果更加真实可靠，有效避免了纯电动汽车因续驶里程显示不准而造成驾驶员对行程的误判，无法正常行驶到有充电装置的目的地带来不必要的麻烦，提高车辆运行效率。具体地，利用预先设置的线性关系计算同区域车辆的当前平均单位里程能耗值以及当前车辆的历史单位里程能耗值对应的当前车辆的当前单位里程能耗值包括：基于如下的预先设置的线性关系确定当前车辆的当前单位里程能耗值P，P＝Pc*Pa1/Ps，其中，Pc用于表示同车型车辆的历史平均单位里程能耗值，Pa1用于表示当前车辆的历史单位里程能耗值，Ps用于表示同区域车辆的当前平均单位里程能耗值。根据本发明的上述实施例，采集当前行驶区域的环境温度，并按照环境温度确定当前车辆的电池剩余可放出电量可以包括：从温度衰减系数表中读取与当前行驶区域的环境温度对应的电池容量温度衰减系数η，其中，温度衰减系数表中保存有环境温度与电池容量温度衰减系数的对应关系；通过如下预设函数确定当前车辆的电池循环寿命系数β，预设函数为β＝X*(N-X)*(100％-D％)/N+D％，其中，X表示当前车辆的电池当前充放电次数，N表示当前车辆的电池循环充放电次数，D％用于表示当前车辆的电池剩余容量，该电池剩余容量用百分比表示；通过Wa＝W*E％*η*β获取当前车辆的电池剩余可放出电量Wa，E％表示当前车辆的电池荷电状态，W表示当前车辆的电池标称电量。在上述实施例中，当车辆正常行驶过程中，运行后台通过某一车辆近期历史平时行驶能耗、当前行驶区域一般车辆能耗值、本车辆在所有监控车辆中的能耗排名、当天气温值、车辆剩余电量等因素综合通过算法估算剩余续驶里程，本发明通过互联大数据理论精确优化纯电动汽车续驶里程估算方法，有效避免了纯电动汽车因续驶里程显示不准而造成驾驶员对行程的误判，无法正常行驶到有充电装置的目的地带来不必要的麻烦，提高车辆运行效率。可选地，根据当前车辆的当前单位里程能耗信息和当前车辆的电池剩余可放出电量获取当前车辆的剩余里程包括：通过公式S＝Wa/P计算当前车辆的剩余里程，其中，Wa表示当前车辆的电池剩余可放出电量，P用于表示当前车辆的当前单位里程能耗值。需要进一步说明的是，在根据当前车辆的当前单位里程能耗信息和当前车辆的电池剩余可放出电量获取当前车辆的剩余里程之后，方法还包括：通过当前车辆的仪表显示剩余里程。在当前车辆的仪表上显示该剩余里程，可以提醒当前车辆的驾驶员根据该剩余里程进行动作，如充电、变更行驶路线。下面结合图2详述本发明的实施例，如图2所示，该实施例可以通过如下步骤实现：步骤S201：通过大数据采集平台采集与当前车辆同一车型的所有车辆的车辆行驶信息。具体地，后台监控平台通过无线信号接收装置接收车载无线信号发送装置的信号，实时采集所有与当前车辆同一车型车辆行驶状态下的单位里程能耗、当前行驶区域位置、当前行驶区域环境温度、电池荷电状态(剩余容量与其完全充电状态的容量的比值，简称SOC)E％；电池标称电量W根据车辆出厂信息获得。步骤S202：计算当前车辆的历史单位里程能耗值和同车型车辆的历史平均单位里程能耗值。具体地，统计所有车在其之前1000公里(可以是其他值，取值范围为100～5000公里，1000公里为推荐值)内的历史平均单位里程能耗Pa，当前车辆(如1号车)的历史平均单位里程能耗值为Pa1，2号车的历史平均单位里程能耗计为Pa2，以此类推，并求所有车辆历史单位里程能耗的平均数Ps。步骤S203：计算当前行驶区域内的所有同区域车辆的当前平均单位里程能耗值Pc。具体地，筛选当前车辆方圆2公里内(即当前行驶区域)的同一车型的车辆的当前单位里程能耗值，并求平均值Pc，其代表这个行驶区域内交通工况影响能耗的平均水平。步骤S204：计算当前车辆在当前行驶区域内的当前单位里程能耗值。具体地，如1号车，通过将1号车的历史平均单位里程能耗Pa1与所有车辆历史单位里程能耗的平均数Ps相比，则可以在排除由于驾驶习惯、传动系统老化等各种因素，得出1号车在所有同一车型车辆中的能耗水平(可以用能耗系数表示)，再将1号车的能耗水平乘以当前区域所有车辆能耗平均值Pc，则可近似得出本车当前区域的当前单位里程能耗P；因此，计算公式为P＝Pc*Pa1/Ps。步骤S205：计算当前车辆的电池循环寿命系数。具体地，电池循环寿命系数β根据电池循环次数及寿命百分比获得，如某电池的循环充放电N次，在对该电池进行当前充放电次数X次后，测得电池容量衰减至标称容量的D％(用于表示电池的电池剩余容量)，则电池循环寿命系数β＝当前充放电次数X*(N-X)*(100％-D％)/N+D％。步骤S206：计算当前车辆的电池容量温度衰减系数。具体地，电池容量温度衰减系数η可以根据本车当前行驶区域环境温度，查表得到。如温度大于25℃时系数为1,0℃时为0.9，-10℃时为0.8；具体表根据不同电池标定获得。其中上述的表可以为温度衰减系数表。步骤S207：计算当前车辆的电池剩余可放出电量。具体地，电池剩余可放出电量Wa一般的计算方法为电池标称电量W乘以当前的电池SOC，但是循环寿命及电池温度对电池剩余可放出电量均有影响，因此在此基础上乘以电池容量温度衰减系数η以及电池循环寿命系数β；电池剩余可放出电量Wa的计算公式为Wa＝W*E％*η*β。步骤S208：计算当前车辆的剩余里程。具体地，某车剩余里程等于本车电池剩余可放出电量除以当前区域的单位里程能耗，即S＝Wa/P。步骤S209：将剩余里程通过当前车辆的仪表显示。具体地，可以将所计算所得剩余里程S对应发送至该车仪表显示，提醒驾驶员剩余可行驶里程。通过上述实施例，有效避免了纯电动汽车因续驶里程显示不准而造成驾驶员对行程的误判，无法正常行驶到有充电装置的目的地带来不必要的麻烦，提高车辆运行效率；同时，本发明通过互联大数据理论，用多因素真实道路行驶数据反馈计算剩余续驶里程，因此得出结果更加真实可靠。根据本发明的上述实施例，还提供了一种用于电动汽车剩余行驶里程的处理装置，该处理装置包括如图3所示的：采集模块10、信息获取模块30、电池信息获取模块50以及里程确定模块70。其中，采集模块，用于采集与当前车辆同一车型的同车型车辆的历史单位里程能耗信息和行驶于当前车辆的当前行驶区域内的同区域车辆的当前单位里程能耗信息，其中，与当前车辆同一车型的同车型车辆中包括当前车辆，各个同区域车辆的车型与当前车辆的车型一致。信息获取模块，用于基于同车型车辆的历史单位里程能耗信息和同区域车辆的当前单位里程能耗信息确定当前车辆在当前行驶区域的当前单位里程能耗信息。其中，各个同区域车辆与当前车辆的距离小于预设距离。电池信息获取模块，用于采集当前行驶区域的环境温度，并按照环境温度确定当前车辆的电池剩余可放出电量。里程确定模块，用于根据当前车辆的当前单位里程能耗信息和当前车辆的电池剩余可放出电量获取当前车辆的剩余里程。通过上述实施例，利用与该当前车辆同车型的车辆的历史能耗、当前车辆的历史能耗以及与该车辆在同一行驶区域的同区域车辆的当前能耗确定该车在当前区域的当前能耗，并基于温度确定该当前车辆的电池剩余可放出电量，以确定当前车辆的剩余里程。在该方案中，采用多种参数(如温度)真实反映车辆在当前区域的实际能耗，可以得到更加准确可靠的结果，有效避免了纯电动汽车因续驶里程显示不准而造成驾驶员对行程的误判，无法正常行驶到有充电装置的目的地带来不必要的麻烦，提高车辆运行效率，解决了现有技术中获取电动汽车剩余续驶里程不准确的问题。可选地，信息获取模块可以包括：第一能耗信息获取子模块，用于获取同车型车辆的历史单位里程能耗值、当前车辆的历史单位里程能耗值以及当前行驶区域内所有同区域车辆的当前单位里程能耗值，其中，同车型车辆的历史单位里程能耗信息包括同车型车辆的历史单位里程能耗值，同区域车辆的当前单位里程能耗信息包括同区域车辆的当前单位里程能耗值；第二能耗信息获取子模块，用于将各个同车型车辆的历史单位里程能耗值的平均值确定为同车型车辆的历史平均单位里程能耗值；还用于将各个同区域车辆的当前单位里程能耗值的平均值确定为同区域车辆的当前平均单位里程能耗值；第三能耗信息获取子模块，用于利用预先设置的线性关系计算同车型车辆的历史平均单位里程能耗值、同区域车辆的当前平均单位里程能耗值以及当前车辆的历史单位里程能耗值对应的当前车辆的当前单位里程能耗值。其中，当前车辆的当前单位里程能耗信息包括当前车辆的当前单位里程能耗值。可选地，按照同车型车辆的历史平均单位里程能耗值和当前车辆的历史单位里程能耗值确定当前车辆的能耗系数可以确定当前车辆在所有同车型车辆中的能耗排名，基于该排名确定能耗系数。在上述实施例中，可以基于当前车辆的历史单位里程能耗信息、与当前车辆同一车型的同车型车辆的历史单位里程能耗信息可以准确判断当前车辆的能耗水平，并进一步获取当前车辆在当前行驶区域的单位里程能耗值，从而在确定当前车辆剩余里程时考虑到了当前车辆的当前行驶区域的路况、当前车辆的驾驶员驾驶习惯，参考了多因素真实道路行驶数据反馈计算剩余续驶里程，得出结果更加真实可靠。具体地，第三能耗信息获取子模块包括：能耗计算子模块，用于基于如下的预先设置的线性关系确定当前车辆的当前单位里程能耗值P，P＝Pc*Pa1/Ps，其中，Pc用于表示同车型车辆的历史平均单位里程能耗值，Pa1用于表示当前车辆的历史单位里程能耗值，Ps用于表示同区域车辆的当前平均单位里程能耗值。可选地，电池信息获取模块包括：第一系数计算子模块，用于从温度衰减系数表中读取与当前行驶区域的环境温度对应的电池容量温度衰减系数η，其中，温度衰减系数表中保存有环境温度与电池容量温度衰减系数的对应关系；第二系数计算子模块，用于通过如下预设函数确定当前车辆的电池循环寿命系数β，预设函数为：β＝X*(N-X)*(100％-D％)/N+D％，其中，X表示当前车辆的电池当前充放电次数，N表示当前车辆的电池循环充放电次数，D％用于表示当前车辆的电池剩余容量；剩余可放出电量计算子模块，用于通过Wa＝W*E％*η*β获取当前车辆的电池剩余可放出电量Wa，E％表示当前车辆的电池荷电状态，W表示当前车辆的电池标称电量。在上述实施例中，当车辆正常行驶过程中，运行后台通过某一车辆近期历史平时行驶能耗、当前行驶区域一般车辆能耗值、本车辆在所有监控车辆中的能耗排名、当天气温值、车辆剩余电量等因素综合通过算法估算剩余续驶里程，本发明通过互联大数据理论精确优化纯电动汽车续驶里程估算方法，有效避免了纯电动汽车因续驶里程显示不准而造成驾驶员对行程的误判，无法正常行驶到有充电装置的目的地带来不必要的麻烦，提高车辆运行效率。根据本发明的上述实施例，里程确定模块可以包括：里程计算子模块，用于通过公式S＝Wa/P计算当前车辆的剩余里程，其中，Wa表示当前车辆的电池剩余可放出电量，P用于表示当前车辆的当前单位里程能耗值。需要说明的是，装置还可以包括：显示模块，用于在根据当前车辆的当前单位里程能耗信息和当前车辆的电池剩余可放出电量获取当前车辆的剩余里程之后，通过当前车辆的仪表显示剩余里程。在当前车辆的仪表上显示该剩余里程，可以提醒当前车辆的驾驶员根据该剩余里程进行动作，如充电、变更行驶路线。本发明还提供了一种用于电动汽车剩余行驶里程的处理系统，该系统包括：数据采集平台，通过电动汽车的无线信号发送装置采集与当前车辆同一车型的同车型车辆的历史单位里程能耗信息和行驶于当前车辆的当前行驶区域内的同区域车辆的当前单位里程能耗信息，其中，与当前车辆同一车型的同车型车辆中包括当前车辆，各个同区域车辆的车型与当前车辆的车型一致，还用于采集当前行驶区域的环境温度；数据处理平台，用于基于同车型车辆的历史单位里程能耗信息和同区域车辆的当前单位里程能耗信息确定当前车辆在当前行驶区域的当前单位里程能耗信息；按照环境温度确定当前车辆的电池剩余可放出电量；根据当前车辆的当前单位里程能耗信息和当前车辆的电池剩余可放出电量获取当前车辆的剩余里程。通过本发明，在真实交通状态下，确定同一辆车的单位平均行驶能耗信息是，参考了驾驶员驾驶习惯、道路工况、环境温度等多重因素，在确定电池剩余可放出能量是，也参考了电池温度、电池寿命衰减、剩余SOC等因素，比现有的估计方法大多以少量因素变量采取固定的模型算法进行估算的方式，处理结果更加精确。上述本发明实施例序号仅仅为了描述，不代表实施例的优劣。在本发明的上述实施例中，对各个实施例的描述都各有侧重，某个实施例中没有详述的部分，可以参见其他实施例的相关描述。在本申请所提供的几个实施例中，应该理解到，所揭露的技术内容，可通过其它的方式实现。其中，以上所描述的装置实施例仅仅是示意性的，例如单元的划分，可以为一种逻辑功能划分，实际实现时可以有另外的划分方式，例如多个单元或组件可以结合或者可以集成到另一个系统，或一些特征可以忽略，或不执行。另一点，所显示或讨论的相互之间的耦合或直接耦合或通信连接可以是通过一些接口，单元或模块的间接耦合或通信连接，可以是电性或其它的形式。作为分离部件说明的单元可以是或者也可以不是物理上分开的，作为单元显示的部件可以是或者也可以不是物理单元，即可以位于一个地方，或者也可以分布到多个单元上。可以根据实际的需要选择其中的部分或者全部单元来实现本实施例方案的目的。另外，在本发明各个实施例中的各功能单元可以集成在一个处理单元中，也可以是各个单元单独物理存在，也可以两个或两个以上单元集成在一个单元中。上述集成的单元既可以采用硬件的形式实现，也可以采用软件功能单元的形式实现。集成的单元如果以软件功能单元的形式实现并作为独立的产品销售或使用时，可以存储在一个计算机可读取存储介质中。基于这样的理解，本发明的技术方案本质上或者说对现有技术做出贡献的部分或者该技术方案的全部或部分可以以软件产品的形式体现出来，该计算机软件产品存储在一个存储介质中，包括若干指令用以使得一台计算机设备(可为个人计算机、服务器或者网络设备等)执行本发明各个实施例所述方法的全部或部分步骤。而前述的存储介质包括：U盘、只读存储器(ROM，Read-Only Memory)、随机存取存储器(RAM，Random Access Memory)、移动硬盘、磁碟或者光盘等各种可以存储程序代码的介质。以上所述仅是本发明的优选实施方式，应当指出，对于本技术领域的普通技术人员来说，在不脱离本发明原理的前提下，还可以做出若干改进和润饰，这些改进和润饰也应视为本发明的保护范围。 | 本发明公开了一种用于电动汽车剩余行驶里程的处理方法、装置及系统。其中，该方法包括：采集与当前车辆同一车型的同车型车辆的历史单位里程能耗信息和行驶于当前车辆的当前行驶区域内的同区域车辆的当前单位里程能耗信息，其中，与当前车辆同一车型的同车型车辆中包括当前车辆；基于同车型车辆的历史单位里程能耗信息和同区域车辆的当前单位里程能耗信息确定当前车辆在当前行驶区域的当前单位里程能耗信息；采集当前行驶区域的环境温度，并按照环境温度确定当前车辆的电池剩余可放出电量；根据当前车辆的当前单位里程能耗信息和当前车辆的电池剩余可放出电量获取当前车辆的剩余里程。本发明解决了获取电动汽车剩余续驶里程不准确的技术问题。 | CN:201510708763.6A | https://patentimages.storage.googleapis.com/60/b2/08/a79647807124b8/CN105235543B.pdf | CN:105235543:B | 柯南极, 朱波, 饶淼涛, 李媛 | Beijing Electric Vehicle Co Ltd | CN:103234544:A, CN:103605885:A, CN:104842797:A | Not available | 2017-11-14 | 1.一种用于电动汽车剩余行驶里程的处理方法，其特征在于，包括：, 采集与当前车辆同一车型的同车型车辆的历史单位里程能耗信息和行驶于所述当前车辆的当前行驶区域内的同区域车辆的当前单位里程能耗信息，其中，所述与当前车辆同一车型的同车型车辆中包括所述当前车辆，各个所述同区域车辆的车型与所述当前车辆的车型一致；, 基于所述同车型车辆的历史单位里程能耗信息和所述同区域车辆的当前单位里程能耗信息确定所述当前车辆在所述当前行驶区域的当前单位里程能耗信息；, 采集所述当前行驶区域的环境温度，并按照所述环境温度确定所述当前车辆的电池剩余可放出电量；, 根据所述当前车辆的当前单位里程能耗信息和所述当前车辆的电池剩余可放出电量获取所述当前车辆的剩余里程。, \n \n, 2.根据权利要求1所述的方法，其特征在于，基于所述同车型车辆的历史单位里程能耗信息和所述同区域车辆的当前单位里程能耗信息确定所述当前车辆在所述当前行驶区域的当前单位里程能耗信息包括：, 获取所述同车型车辆的历史单位里程能耗值、所述当前车辆的历史单位里程能耗值以及所述当前行驶区域内的同区域车辆的当前单位里程能耗值，其中，所述同车型车辆的历史单位里程能耗信息包括所述同车型车辆的历史单位里程能耗值，所述同区域车辆的当前单位里程能耗信息包括所述同区域车辆的当前单位里程能耗值；, 将各个所述同车型车辆的历史单位里程能耗值的平均值确定为所述同车型车辆的历史平均单位里程能耗值；, 将各个所述同区域车辆的当前单位里程能耗值的平均值确定为所述同区域车辆的当前平均单位里程能耗值；, 利用预先设置的线性关系计算所述同车型车辆的历史平均单位里程能耗值、所述同区域车辆的当前平均单位里程能耗值以及所述当前车辆的历史单位里程能耗值对应的所述当前车辆的当前单位里程能耗值，, 其中，所述当前车辆的当前单位里程能耗信息包括所述当前车辆的当前单位里程能耗值。, \n \n, 3.根据权利要求2所述的方法，其特征在于，利用预先设置的线性关系计算所述同车型车辆的历史平均单位里程能耗值、所述同区域车辆的当前平均单位里程能耗值以及所述当前车辆的历史单位里程能耗值对应的所述当前车辆的当前单位里程能耗值包括：, 基于如下的所述预先设置的线性关系确定所述当前车辆的当前单位里程能耗值P，P＝Pc*Pa1/Ps，其中，Pc用于表示所述同车型车辆的历史平均单位里程能耗值，Pa1用于表示所述当前车辆的历史单位里程能耗值，Ps用于表示所述同区域车辆的当前平均单位里程能耗值。, \n \n, 4.根据权利要求1所述的方法，其特征在于，采集所述当前行驶区域的环境温度，并按照所述环境温度确定所述当前车辆的电池剩余可放出电量包括：, 从温度衰减系数表中读取与所述当前行驶区域的环境温度对应的电池容量温度衰减系数η，其中，温度衰减系数表中保存有环境温度与电池容量温度衰减系数的对应关系；, 通过如下预设函数确定所述当前车辆的电池循环寿命系数β，所述预设函数为：β＝X*(N-X)*(100％-D％)/N+D％，其中，X表示所述当前车辆的电池当前充放电次数，N表示所述当前车辆的电池循环充放电次数，D％用于表示所述当前车辆的电池剩余容量；, 通过Wa＝W*E％*η*β获取所述当前车辆的电池剩余可放出电量Wa，E％表示所述当前车辆的电池荷电状态，W表示所述当前车辆的电池标称电量。, \n \n, 5.根据权利要求1所述的方法，其特征在于，根据所述当前车辆的当前单位里程能耗信息和所述当前车辆的电池剩余可放出电量获取所述当前车辆的剩余里程包括：, 通过公式S＝Wa/P计算所述当前车辆的剩余里程，其中，Wa表示所述当前车辆的电池剩余可放出电量，P用于表示所述当前车辆的当前单位里程能耗值。, \n \n \n \n \n \n, 6.根据权利要求1至5中任一项所述的方法，其特征在于，在根据所述当前车辆的当前单位里程能耗信息和所述当前车辆的电池剩余可放出电量获取所述当前车辆的剩余里程之后，所述方法还包括：, 通过所述当前车辆的仪表显示所述剩余里程。, 7.一种获取电动汽车剩余行驶里程的装置，其特征在于，包括：, 采集模块，用于采集与当前车辆同一车型的同车型车辆的历史单位里程能耗信息和行驶于所述当前车辆的当前行驶区域内的同区域车辆的当前单位里程能耗信息，其中，所述与当前车辆同一车型的同车型车辆中包括所述当前车辆，各个所述同区域车辆的车型与所述当前车辆的车型一致；, 信息获取模块，用于基于所述同车型车辆的历史单位里程能耗信息和所述同区域车辆的当前单位里程能耗信息确定所述当前车辆在所述当前行驶区域的当前单位里程能耗信息；, 电池信息获取模块，用于采集所述当前行驶区域的环境温度，并按照所述环境温度确定所述当前车辆的电池剩余可放出电量；, 里程确定模块，用于根据所述当前车辆的当前单位里程能耗信息和所述当前车辆的电池剩余可放出电量获取所述当前车辆的剩余里程。, \n \n, 8.根据权利要求7所述的装置，其特征在于，所述信息获取模块包括：, 第一能耗信息获取子模块，用于获取所述同车型车辆的历史单位里程能耗值、所述当前车辆的历史单位里程能耗值以及所述当前行驶区域内的同区域车辆的当前单位里程能耗值，其中，所述同车型车辆的历史单位里程能耗信息包括所述同车型车辆的历史单位里程能耗值，所述同区域车辆的当前单位里程能耗信息包括所述同区域车辆的当前单位里程能耗值；, 第二能耗信息获取子模块，用于将各个所述同车型车辆的历史单位里程能耗值的平均值确定为所述同车型车辆的历史平均单位里程能耗值；还用于将各个所述同区域车辆的当前单位里程能耗值的平均值确定为所述同区域车辆的当前平均单位里程能耗值；, 第三能耗信息获取子模块，用于利用预先设置的线性关系计算所述同车型车辆的历史平均单位里程能耗值、所述同区域车辆的当前平均单位里程能耗值以及所述当前车辆的历史单位里程能耗值对应的所述当前车辆的当前单位里程能耗值，其中，所述当前车辆的当前单位里程能耗信息包括所述当前车辆的当前单位里程能耗值。, \n \n, 9.根据权利要求8所述的装置，其特征在于，第三能耗信息获取子模块包括：, 能耗计算子模块，用于基于如下的所述预先设置的线性关系确定所述当前车辆的当前单位里程能耗值P，P＝Pc*Pa1/Ps，其中，Pc用于表示所述同车型车辆的历史平均单位里程能耗值，Pa1用于表示所述当前车辆的历史单位里程能耗值，Ps用于表示所述同区域车辆的当前平均单位里程能耗值。, \n \n, 10.根据权利要求7所述的装置，其特征在于，所述电池信息获取模块包括：, 第一系数计算子模块，用于从温度衰减系数表中读取与所述当前行驶区域的环境温度对应的电池容量温度衰减系数η，其中，温度衰减系数表中保存有环境温度与电池容量温度衰减系数的对应关系；, 第二系数计算子模块，用于通过如下预设函数确定所述当前车辆的电池循环寿命系数β，预设函数为β＝X*(N-X)*(100％-D％)/N+D％，其中，X表示所述当前车辆的电池当前充放电次数，N表示所述当前车辆的电池循环充放电次数，D％用于表示所述当前车辆的电池剩余容量；, 剩余可放出电量计算子模块，用于通过Wa＝W*E％*η*β获取所述当前车辆的电池剩余可放出电量Wa，E％表示所述当前车辆的电池荷电状态，W表示所述当前车辆的电池标称电量。, \n \n, 11.根据权利要求7所述的装置，其特征在于，所述里程确定模块包括：, 里程计算子模块，用于通过公式S＝Wa/P计算所述当前车辆的剩余里程，其中，Wa表示所述当前车辆的电池剩余可放出电量，P用于表示所述当前车辆的当前单位里程能耗值。, \n \n \n \n \n \n, 12.根据权利要求7至11中任一项所述的装置，其特征在于，所述装置还包括：, 显示模块，用于在根据所述当前车辆的当前单位里程能耗信息和所述当前车辆的电池剩余可放出电量获取所述当前车辆的剩余里程之后，通过所述当前车辆的仪表显示所述剩余里程。, 13.一种用于电动汽车剩余行驶里程的处理系统，其特征在于，包括：, 数据采集平台，通过电动汽车的无线信号发送装置采集与当前车辆同一车型的同车型车辆的历史单位里程能耗信息和行驶于所述当前车辆的当前行驶区域内的同区域车辆的当前单位里程能耗信息，其中，所述与当前车辆同一车型的同车型车辆中包括所述当前车辆，各个所述同区域车辆的车型与所述当前车辆的车型一致；还用于采集所述当前行驶区域的环境温度；, 数据处理平台，用于基于所述同车型车辆的历史单位里程能耗信息和所述同区域车辆的当前单位里程能耗信息确定所述当前车辆在所述当前行驶区域的当前单位里程能耗信息；按照所述环境温度确定所述当前车辆的电池剩余可放出电量；根据所述当前车辆的当前单位里程能耗信息和所述当前车辆的电池剩余可放出电量获取所述当前车辆的剩余里程。 | CN | China | Active | Y | True |
| 116 | Methods for providing electric vehicles with access to exchangeable batteries and methods for locating, accessing and reserving batteries \n | US9129272B2 | The present application is a continuation application of U.S. patent application Ser. No. 13/452,882, filed on Apr. 22, 2012, and entitled on “Electric Vehicle (EV) Range Extending Charge Systems, Distributed Networks of Charge Kiosks, and Charge Locating Mobile Apps,” which claims priority to U.S. Provisional Patent Application No. 61/478,436, filed on Apr. 22, 2011, and entitled “Electric Vehicle (EV) Range Extending Charge Systems, Distributed Networks of Charge Kiosks, and Charge Locating Mobile Apps”, all of which are incorporated by reference.\nThis application is related to U.S. patent application Ser. No. 13/452,881 entitled “Methods and Systems for Processing Charge Availability and Route Paths for Obtaining Charge for Electric Vehicles”, filed on Apr. 22, 2012, and which is herein incorporated by reference.\nThe present invention relates to systems and methods that enable operators of electric vehicles (EV) to extend their range by utilizing auxiliary charging batteries. Also disclosed are systems for defining a network of charge dispensing kiosks, and mobile applications for obtaining information about available dispensing kiosks, availability of charge, reservations for charge, and purchasing of charge remotely.\nElectric vehicles have been utilized for transportation purposes and recreational purposes for quite some time. Electric vehicles require a battery that powers an electric motor, and in turn propels the vehicle in the desired location. The drawback with electric vehicles is that the range provided by batteries is limited, and the infrastructure available to users of electric vehicles is substantially reduced compared to fossil fuel vehicles. For instance, fossil fuel vehicles that utilize gasoline and diesel to operate piston driven motors represent a majority of all vehicles utilized by people around the world. Consequently, fueling stations are commonplace and well distributed throughout areas of transportation, providing for easy refueling at any time. For this reason, fossil fuel vehicles are generally considered to have unlimited range, provided users refuel before their vehicles reach empty.\nOn the other hand, owners of electric vehicles must carefully plan their driving routes and trips around available recharging stations. For this reason, many electric vehicles on the road today are partially electric and partially fossil fuel burning. For those vehicles that are pure electric, owners usually rely on charging stations at their private residences, or specialty recharging stations. However specialty recharging stations are significantly few compared to fossil fuel stations. In fact, the scarcity of recharging stations in and around populated areas has caused owners of electric vehicles to coin the phrase “range anxiety,” to connote the possibility that their driving trips may be limited in range, or that the driver of the electric vehicle will be stranded without recharging options. It is this problem of range anxiety that prevents more than electric car enthusiasts from switching to pure electric cars, and abandoning their expensive fossil fuel powered vehicles.\nIt is in this context that embodiments of the invention arise.\nEmbodiments are described with reference to methods and systems for providing auxiliary charging mechanisms that can be integrated or coupled to a vehicle, to supplement the main battery of a vehicle. The auxiliary charging mechanism can be in the form of an auxiliary battery compartment that can receive a plurality of charged batteries. The auxiliary battery compartment can be charged without the vehicle, and can be installed or placed in the vehicle to provide supplemental charge to the vehicles main battery. Thus, if the main battery becomes drained/used, the auxiliary battery compartment, having a plurality of charged batteries, can resume providing charge to the vehicle.\nIn one embodiment, the auxiliary battery compartment is configured to hold a plurality of smaller batteries, referred to herein as “volt bars.” A volt bar should also be interchangeably viewed to be a “charge unit.” The charge unit is a physical structure that holds charge, as does a battery. A charge unit can also be a fraction of charge, which may be contained in a physical structure.\nBroadly speaking, a volt bar is a battery that can be inserted into an auxiliary battery carrier. The auxiliary battery carrier, or compartment, can be lifted by human and placed into a vehicle, such as the trunk of the vehicle. The auxiliary charging carrier can then be removed from the vehicle to provide charge to the volt bars contained within the auxiliary battery carrier. For instance, owners of electric vehicles can purchase an auxiliary battery carrier and fill the auxiliary battery carrier with a plurality of volt bars.\nIn one embodiment, the user will charge all of the volt bars by charging the auxiliary battery carrier before the auxiliary battery carrier is placed into the vehicle. In one embodiment, the auxiliary battery carrier, and its volt bars can be charged utilizing the charge provided from the main battery. For instance, if the vehicle is charged overnight utilizing the primary charging receptacle, and the auxiliary battery carrier is connected to the vehicle (containing volt bars), the volt bars in the auxiliary battery carrier will also be charged. In one embodiment, once the main battery and the vehicle are charged, the charge will then be transferred to the volt bars contained in the auxiliary battery carrier. As such, charging the vehicle will accomplish the task of charging the main battery as well as the auxiliary battery carrier that includes a plurality of volt bars. In another embodiment, the volt bars can be directly inserted into slots defined on the vehicle itself. In this example, manufacturers will design compartments that can accept one or more volt bars, thus eliminating the need for an auxiliary battery carrier. The compartments can be on the side of a vehicle with or without a door, in the trunk, in the passenger compartment, etc. So long as volt bars can be accepted into a receptacle and the volt bar(s) can provide charge to the vehicle or axillary charge to the main battery, the placement of the volt bar(s) is, in one embodiment, a design configuration.\nIn one embodiment, the volt bars utilized in the auxiliary battery carrier can be replaced with fresh batteries purchased while the user of the electric vehicle is on a trip or a distance from the user's home base. For instance, volt bars can be sold utilizing a kiosk system. The kiosk system would, in one embodiment, store available volt bars that can be purchased by drivers of electric vehicles while away from their home base. For example, the kiosk system will provide one or a plurality of receptacles for receiving volt bars that are depleted in charge, and dispense charged volt bars to users desiring to extend the range of their trip. The kiosk, in one embodiment, will be coupled to a power source that can then recharge the volt bars and make them available to other users that trade in their charge de-pleaded volt bars.\nIf the user wishes to purchase a volt bar without first returning a charged the depleted volt bar, the user can be charged a separate fee that is higher than if the user had returned a depleted volt bar. The kiosk system would preferably be connected to the Internet so that users of electric vehicles could access an application that would identify locations of kiosk systems with available volt bars. In one embodiment, the application would include software that communicates with an application sitting in a central hub that manages all of the kiosk systems deployed in the field. The kiosk systems will also report the status of available volt bars, volt bars returned and in charging mode, available charging slots, inventory of volt bars, discounts available at particular kiosk systems, and potential damage to volt bars that have been returned. By compiling this information, the kiosk system can interface with the central hub, which provides information to users accessing an Internet application (mobile application), so that users can locate the closest kiosk system or the closest kiosk system having discounts.\nIn one embodiment, the discounts provided by the specific kiosk systems can be programmed based on the desire to sell more volt bars at certain kiosk systems with excess inventory, or to encourage virtual routing of volt bars throughout geographic regions. For example, if trends are detected by software operating on the central hub that volt bars are migrating from East to West, a depleted inventory may be found in the East. To encourage load-balancing of inventory, discounts can be provided in the West, which would then cause migration of volt bars toward the east. In one embodiment, each of the kiosk systems would be enabled with software that communicates with the central hub, and the software would be utilized to provide the most efficient information regarding inventory, and operational statistics of each kiosk system deployed throughout a geographic region (e.g., geo-location)\nIn another embodiment, each kiosk system may be configured with an interface that receives payment data from the users. Example payment receipts may include credit card swiping interfaces, touchscreens for facilitating Internet payment options (PayPal), coupon verification, and communication of deals with friends through a social networking application. These applications can be facilitated by software operating at the kiosk station, or by software executing on the users mobile device, or a combination of both. In still another embodiment, each of the volt bars that are installed in the various kiosk stations will be tracked using tracking identifiers. In one embodiment, without limitation, the tracking can be facilitated using RFID tags. The RFID tags can be tracked as users purchase, return, and charge the depleted volt bars at the various kiosk stations.\nAdditionally, the volt bars will include memory for storing information regarding number of charges, the health of the battery cells, the current charging levels, and other information. Additionally, the volt bars can store information regarding the various kiosk stations that the volt bars have been previously been installed in, or received from. All of this information can be obtained by the software running at the kiosk station, and communicated to the central hub. The central hub can therefore use this information to monitor the health of the various volt bars and can inject new volt bars into the system at various locations when it is detected that the inventory is reaching its end of life.\nIn still another embodiment, the central hub can direct maintenance vehicles to remove damaged volt bars from kiosks, or insert new volt bars at certain kiosk locations. Because the central hub will know the frequency of volt bar utilization at each of the kiosk locations, the central hub can dispatch maintenance vehicles and personnel to the most optimal location in the network of kiosk stations.\nIn another embodiment, a system for providing auxiliary charge to a main battery of an electric vehicles is provided. The system includes an auxiliary battery for holding a plurality of charge units, the auxiliary battery being connectable to the main battery of the electric vehicle, the plurality of charge units being rechargeable and being replaceable from within the auxiliary battery, such that replacing particular ones of the plurality of charge units with charge units with more charge increases a total charge of the auxiliary battery. Also provided is a kiosk for storing a plurality of charge units, the kiosk having, (i) slots for storing and recharging the plurality of charge units; (ii) control systems for communicating over a network, the control system includes logic for identifying inventory of charging units in the kiosk and logic for processing payments and fee adjustments for charge units provided or received in the slots of the kiosk. The system also includes a display for providing an interface for enabling transactions to provide or receive charge units to customers. The system further provides a central processing center that communicates with, (i) a plurality of said kiosk over a network, the central processing center configured to provide for centralized rate changes to prices to charge for the charge units at each of the plurality of kiosks, wherein changing the price of the charge units is specific to each of the kiosks and is based on a plurality of metrics, including availability at each kiosk and discounts, and (ii) a plurality of vehicles, the plurality of vehicles being provided with access to availability information of charge units at each of said kiosks, the availability information being custom provided to the plurality of vehicles based on geo-location.\nAnother embodiment is for a method for providing charge options to drivers of electric vehicles. The method includes receiving data concerning charge providing availability from charge locations, receiving a request from processing logic of an electric vehicle, the request identifying a desire to obtain charge, and determining a current location of the electric vehicle. The method further includes determining identification of charge locations in proximity to the electric vehicle and determining any sponsored rewards offered by the charge locations. The method communicates to the electric vehicle a path to one of the charge locations, the path identifying a sponsored reward offered at the charge location for the path.\nYet another embodiment, a computer processed method for providing charge options to drivers of electric vehicles is provided. The electric vehicles have wireless access to a computer network. The method includes receiving data concerning charge providing availability from charge locations and receiving data concerning sponsored rewards offered by the charge locations and rules for offering the sponsored rewards. The method receives a request from processing logic of an electric vehicle, and the request identifies a desire to obtain charge in route between a current location of the vehicle and a destination location. The method includes generating a plurality of paths that can be traversed by the electric vehicle between the current location and the destination location, where each of the paths identify possible charge locations at which the electric vehicle can be charged. Each of the possible charge locations identifying any sponsored rewards offered if the electric vehicle obtains charge at the possible charge locations. The method includes forwarding the plurality of paths as options to the user of the electric vehicle via a user interface. The sponsored rewards are identified to the user to enable tradeoffs between length of path and reward obtained.\nIn still other embodiments, electric vehicles that use replaceable and exchangeable batteries, applications for communicating with a service that provides access to kiosks of batteries, and methods and systems for finding charged batteries, reserving batteries, and paying for use of the batteries, are disclosed. One example is an electric vehicle having an electric motor and at least two receptacle slots formed in the electric vehicle. The receptacle slots having at least one connection to the electric motor and at least two batteries configured for hand-insertion into the receptacle slots to enable electrical engagement of the batteries with the at least one connection when disposed in the receptacle slots and each of the batteries are further configured for hand-removal out of the receptacle slots. The vehicle further includes wireless communication circuitry configured for wireless communication between the electric vehicle and a device when linked for wireless communication with an application of the device. A computer on-board the electric vehicle is interfaced with the wireless communications circuitry and is configured to interface with the batteries via the connection to the receptacle slots to access a level of charge of the batteries present in the receptacle slots to enable data regarding the level of charge to be accessed by the application. A display panel of the electric vehicle is configured to display information regarding the level of charge of the batteries in the receptacle slots.\nThe invention may best be understood by reference to the following description taken in conjunction with the accompanying drawings.\n FIG. 1 illustrates a broad embodiment of a vehicle having a main battery and an auxiliary battery carrier, in accordance with one embodiment of the present invention.\n FIG. 2 illustrates a more detailed picture of the auxiliary battery carrier, designed to receive one or more batteries (volt bars), in accordance with one embodiment of the present invention.\n FIG. 3 illustrates a detailed block diagram of a vehicle interfaced with an auxiliary battery carrier, and interfaced directly with a main battery of the vehicle while being interfaced with a CPU, in accordance with one embodiment of the present invention.\n FIG. 4 illustrates a detailed diagram of a vehicle having a main battery that is replaceable or rechargeable, and interfaced with an auxiliary battery carrier, in accordance with one embodiment of the present invention.\n FIG. 5 illustrates another detailed diagram of a main battery of the vehicle, partitioned into a plurality of segments, in accordance with one embodiment of the present invention.\n FIG. 6 illustrates a main battery of a vehicle capable of being interfaced with an auxiliary battery carrier that can receive volt bars, and can be interfaced to a power source, in accordance with one embodiment of the present invention.\n FIG. 7 illustrates an embodiment where the main battery is interfaced with the auxiliary battery carrier, and a CPU controls the flow of charge between the two, depending on their level of charge, in accordance with one embodiment of the present invention.\n FIG. 8 illustrates another embodiment where the main battery of the vehicle is being directly charged, and the auxiliary battery is charged once the CPU detects that the main battery has been fully charged, in accordance with one embodiment of the present invention.\n FIG. 9 illustrates an embodiment where the auxiliary battery is triggered to start being accessed by the main battery once the main battery reaches a particular depletion level, in accordance with one embodiment of the present invention.\n FIG. 10 illustrates another embodiment where the main battery and the auxiliary battery are each capable of providing power to a motor directly, without transferring charge between either of the batteries, in accordance with one embodiment of the present invention.\n FIG. 11 illustrates an embodiment of the volt bar (battery) that is dimensionally sized to fit within a slot of the auxiliary battery carrier, in accordance with one embodiment of the present invention.\n FIG. 12 illustrates the auxiliary battery carrier with a plurality of slots capable of receiving one or more volt bars that will be charged once placed in one of the slots, in accordance one embodiment of the present invention.\n FIG. 13 a illustrates a kiosk system that can receive volt bars in a used condition (depleted), can charge depleted volt bars to a suitable charge level, and can dispense fully charged volt bars from the kiosk (referred to herein as a volt box), in accordance with one embodiment of the present invention.\n FIG. 13 b illustrates a detailed diagram of the face panel of the kiosk system of FIG. 13 a, which represents one example interface of the kiosk, in accordance with one embodiment of the present invention.\n FIG. 13 c illustrates one example form factor of a battery service module, that can output or receive volt bars in a service station environment (potentially alongside a conventional fossil fuel pump or nearby location), in accordance with one embodiment of the present invention.\n FIG. 13 d illustrates an example battery service kiosk that can be expandable in a modular form by adding or subtracting kiosk units to satisfy demand at particular locations, in accordance with one embodiment of the present invention.\n FIG. 13 e illustrates one example logic diagram for processing battery data associated with batteries received at the kiosk, batteries dispensed at the kiosk, and associated payment transactions, in accordance with one embodiment of the present invention.\n FIG. 14 a illustrates one embodiment of an interface including a plurality of indicators at a volt box, that can receive and dispense volt bars for use by electric vehicles (in auxiliary battery carriers, or pre-manufactured slots in the vehicle), in accordance with one embodiment of the present invention.\n FIG. 14 b illustrates another embodiment of a volt box (kiosk location) that additionally includes one or more charging cables that can be directly connected to an electric vehicles plug for efficient recharging at a remote location away from the user's base location (home), in accordance with one embodiment of the present invention.\n FIG. 15 illustrates an embodiment where in auxiliary battery carrier can be charged from any number of sources, and the volt bars can be used to charge and power any number of electric vehicles, or electric equipment, in accordance with one embodiment of the present invention.\n FIG. 16 a illustrates one embodiment of the present invention that allows for volt box location (kiosk location) tracking of inventory and tracking of movement of volt bars among the various kiosk locations (defining the service network), in accordance with one embodiment of the present invention.\n FIG. 16 b illustrates another embodiment where volt box locations can be in communication with a central hub, where the central hub collects information regarding the number of empty, ready, charged, and otherwise utilized volt bars that can be purchased/rented by users at the volt box (kiosk) locations, in accordance with one embodiment of the present invention.\n FIG. 17 illustrates an example data structure and data communication transferred between a central hub and a volt box, and periodic automatic push-update of volt box memory data, in accordance one embodiment of the present invention.\n FIG. 18 illustrates another embodiment of a data structure (providing data) to a hub processing center (that communicates with full box stations) and the exchange of information, such as reservation data, in accordance with one embodiment of the present invention. In one embodiment, the hub is a type of central processing center, and the central processing center can have one or more processing systems and the systems can be localized or distributed and interconnected in any location in the world.\n FIG. 19 illustrates another embodiment of a mobile/network reservation transaction and the transfer of data between the mobile application, the hub processing center, and the memory of a volt box (computing system managing the kiosk), in accordance with one embodiment of the present invention.\n FIG. 20 a illustrates an embodiment of logic that tracks information regarding the status of volt bars in the various kiosk stations, interfacing with mobile smart phone applications, load-balancing algorithms, and service route information, in accordance with one embodiment of the present invention.\n FIG. 20 b illustrates an example data exchange between a volt box and the central hub for periodic updates, exception alerts and database updating including but not limited to load balancing and heat-map schemas, in accordance with one embodiment of the present invention.\n FIG. 20 c illustrates an example data structure used in the processing, action, reply and logging of action requests from volt boxes in the field in accordance with one embodiment of the present invention.\n FIG. 20 d describes one method of incentive driven virtual load balancing and rebalancing of volt bars in a given network of volt boxes in given regions, in accordance with one embodiment of the present invention.\n FIG. 21 illustrates a volt box use case in which a user requests to exchange volt bars where the number of return volt bars equal the requested volt bars, as well as logic for confirming validity of the request, exception handling, re-routing of the request and remote reservation for the request, in accordance with one embodiment of the present invention.\n FIG. 22 illustrates one method of purchase and volt bar dispensing as requested in FIG. 21, communication of volt bar with volt box and damage detection with transaction results transmitted to the central hub, in accordance with one embodiment of the present invention.\n FIG. 23 illustrates one method of volt box-to-volt box reservation with pre-payment and reservation completion through the central hub, in accordance with one embodiment of the present invention.\n FIG. 24 illustrates a volt box use case in which a user requests to purchase volt bars without exchange, as well as logic for confirming validity of the request, exception handling, re-routing of the request and remote reservation for the request, in accordance with one embodiment of the present invention.\n FIG. 25 illustrates one method of purchase and volt bar dispensing as requested in FIG. 24, communication of volt bar with volt box and damage detection with transaction results transmitted to the central hub, in accordance with one embodiment of the present invention.\n FIG. 26 illustrates one method of volt box-to-volt box reservation for the requested transaction in FIG. 24 with pre-payment and reservation completion through the central hub, in accordance with one embodiment of the present invention.\n FIG. 27 illustrates a volt box use case in which a user requests to purchase volt bars with an un-even volt bar exchange, as well as logic for confirming validity of the request, exception handling, re-routing of the request and remote reservation for the request, in accordance with one embodiment of the present invention.\n FIG. 28 illustrates one method of purchase and volt bar dispensing as requested in FIG. 27, communication of volt bar with volt box and damage detection with transaction results transmitted to the central hub, in accordance with one embodiment of the present invention.\n FIG. 29 illustrates one method of volt box-to-volt box reservation for the requested transaction in FIG. 27 with pre-payment and reservation completion through the central hub, in accordance with one embodiment of the present invention.\n FIG. 30 illustrates a volt box use case in which a user requests to return volt bars for deposit refund, as well as logic for confirming validity of the request, exception handling, in accordance with one embodiment of the present invention.\n FIG. 31 illustrates one method of volt bar return where the volt box used for return validates the number of volt bars requested to be returned, the condition of each volt bar tendered, validity of volt bar ownership as well as the calculation of refund, deposit of refund and service requests along with transaction results transmitted to the central hub, in accordance with one embodiment of the present invention.\n FIG. 32 illustrates a volt box use case in which a user requests to purchase charging time at a volt box location, as well as logic for confirming validity of the request, exception handling, re-routing of the request and remote reservation for the request, in accordance with one embodiment of the present invention.\n FIG. 33 illustrates one method of volt box-to-volt box reservation for the requested transaction in FIG. 32 with pre-payment and reservation completion through the central hub, in accordance with one embodiment of the present invention.\n FIG. 34 illustrates one method of volt box location charge time purchase, visual user cues and central hub update procedure, in accordance with one embodiment of the present invention.\n FIG. 35 illustrates and example instance of a computer or mobile application used for two way communication, administration, metric analysis, commerce gateway, loyalty reward status and administration among other customizable functionality working in conjunction with the volt box network and central hub as viewed by the user and dependent on details of the user's account, in accordance with one embodiment of the present invention.\n FIGS. 36A-36C illustrate example locations for placing an auxiliary battery in a vehicle and communication with an existing vehicle or one retrofitted to receive additional batteries of varying sizes or form factors, in accordance with one embodiment of the present invention.\n FIGS. 37A-C illustrates internet cloud processing for route generation and charge availability, for vehicles (or internet connected devices) that connect to the cloud (e.g., network processing connected to the internet and storage), in accordance with one embodiment of the present invention.\n FIG. 38 illustrates an example system that monitors systems and data associated with a vehicle, and methods and systems for processing such information to provide live interactive data for informed decision making, in accordance with one embodiment of the present invention. In one embodiment, the system of FIG. 38 can rich data, including data from systems that collect operational information. Such operational information is sometimes referred to as a vehicles “black box.” Thus, the data is not limited to black box data, but also data obtained from the Internet, data input by the user and data collected from car manufacturers and social networks.\n FIGS. 39 and 40 illustrate examples of a paths taken by electric vehicles and options for receiving charge along that paths, the paths can be sponsored or not sponsored, and metrics concerning the paths are provided to drivers of the EVs, and the charge can be either connections to charge stations (for conventional charging of the native vehicle battery) or stocking/restocking of volt bars to augment the native battery or both, in accordance with one embodiment of the present invention.\nEmbodiments are described methods and systems for providing auxiliary charging mechanisms that can be integrated or coupled to a vehicle, to supplement the main battery of a vehicle. The auxiliary charging mechanism can be in the form of an auxiliary battery compartment that can receive a plurality of charged batteries. The auxiliary battery compartment can be charged with or without the vehicle, and can be installed or placed in the vehicle to provide supplemental charge to the vehicles main battery. Thus, if the main battery becomes depleted, the auxiliary battery compartment, having a plurality of charged batteries, can resume providing charge to the vehicle.\n FIG. 1 illustrates a broad embodiment of a vehicle having a main battery and an auxiliary battery carrier, in accordance with one embodiment of the present invention. As shown, a vehicle 10 is provided with a main battery 14. Main battery 14 can be installed in any configuration on a vehicle, and as shown, the main battery 14 is preferably installed near a lower section of vehicle 10. Installation of the battery 14 near the lower section (i.e., underneath section) will enable automated handling for replacement of main battery 14. For example, main battery 14 may be removed by automated handling equipment when vehicle 10 reaches a battery replacement location, or shop.\nAlternatively, main battery 14 can be placed in any location suitable for ergonomic placement on, attached, or integrated with body structures of vehicle 10. Although vehicle 10 is illustrated to be a car, vehicle 10 can take on any configuration such as, a sports car, a utility car, a truck, a pickup, an industrial vehicle, a delivery vehicle, a 3 wheeled vehicle, a 2 wheeled vehicle, etc. In one embodiment, vehicle 10 can be a 100% electric vehicle, a partial electric vehicle and fossil fuel powered vehicle (hybrid), or variations thereof.\n Vehicle 10 is illustrated with a charging port 17 that couples to main battery 14. Charging port 17 will enable standardized charging of vehicle 10 at designated charging stations, such as power charger 18. Power charger 18 can be installed at the vehicles home-base, or can be installed at various locations designated for charging for a fee.\nIn one embodiment, an auxiliary battery carrier 16 can be inserted into a compartment of the vehicle 10 and is configured for electrical connection to main battery 14. Auxiliary battery carrier 16, in one embodiment, is con | Electric vehicles that use replaceable and exchangeable batteries, applications for communicating with a service that provides access to kiosks of batteries, and methods and systems for finding charged batteries, reserving batteries, and paying for use of the batteries, are disclosed. One example is a method for receiving, by a server, a request from a user associated with user account to locate batteries usable to power an electric vehicle. The request is for a geographic location and the user account is associated with a service that enables access to exchange batteries have reduced charge for batteries that have increased charge. The sever processing information regarding an inventory of available batteries at each of a plurality of kiosks, and each of the kiosks is at a respective kiosk location and each kiosk having receptacle slots for storing and charging batteries. The method also includes sending, by the server, data identifying at least one kiosk location proximate to the geographic location. The data including at least one battery available for exchange at the at least one kiosk location and options for reserving said at least one battery available for exchange. | US:14/602,256 | https://patentimages.storage.googleapis.com/ee/bb/b7/2d9177d4921748/US9129272.pdf | US:9129272 | Angel A. Penilla, Albert S. Penilla | Angel A. Penilla | US:1387848, US:3690397, US:3799063, US:3867682, US:4052655, US:4102273, US:4087895, US:4132174, US:4162445, US:4216839, US:4309644, US:4383210, US:4433278, US:4347472, US:4405891, US:4389608, US:4450400, US:4532418, US:6252380, US:4815840, JP:H0731008:B2, US:4789047, JP:H0736504:B2, US:5121112, US:5049802, US:5339250, US:5132666, US:5187423, US:5184058, US:5642270, US:5202617, US:5596261, US:5563491, US:5441122, US:5492190, US:6081205, US:5297664, US:5343970, US:5349535, US:5487002, US:5306999, US:5315227, US:7850351, US:5449995, US:5327066, US:6727809, US:6067008, US:5422624, US:5596258, US:5585205, US:6937140, US:5434781, US:5488283, US:5627752, US:5549443, US:5555502, US:5631536, US:5548200, US:5892598, EP:0693813:A1, US:5612606, US:5778326, US:5974136, US:5636145, US:5701706, US:5815824, US:5594318, US:5790976, US:5544784, US:7650210, US:7630802, US:8036788, US:5595271, US:5694019, US:5916285, JP:H09119839:A, US:6175789, US:6085131, US:6014597, US:5736833, US:5691695, US:5666102, US:6016882, US:5898282, WO:1998021132:A1, JP:H10170293:A, US:6330497, US:20020064258:A1, US:20060182241:A1, US:6466658, US:6049745, US:5760569, US:6177879, JP:H10307952:A, JP:H1149079:A, JP:H1151681:A, US:6370475, US:6151539, JP:H11176487:A, US:6586866, JP:H11205914:A, US:20060287783:A1, US:5998963, US:6236333, US:6234932, US:6741036, JP:2000102102:A, JP:2000102103:A, US:6456041, US:7289611, US:7379541, US:20030209375:A1, US:6177867, US:6915869, US:6789733, US:20030205619:A1, JP:2000341868:A5, JP:4319289:B2, US:6498457, US:8262268, US:20130002876:A1, US:6850898, US:6330499, US:6301531, JP:2001128301:A, US:6511192, US:6434465, US:6373380, US:8713121, US:7039389, US:20030153278:A1, US:6403251, US:20030163434:A1, US:6307349, US:6794849, US:20030137277:A1, US:6765495, US:7201384, US:8527135, US:6515580, US:6225776, US:6416209, US:6899268, US:6629024, US:6480767, US:20040046506:A1, US:20020070851:A1, US:20040064235:A1, US:20020085043:A1, US:8072318, US:20020133273:A1, US:6487477, US:6498454, US:20040236615:A1, US:6922629, US:7376497, US:6952795, JP:2003118397:A, US:6614204, US:7495543, US:20080097904:A1, US:20030141840:A1, US:7392068, US:6822560, JP:2003262525:A, US:7778746, US:20030234325:A1, US:20050231119:A1, US:20120028680:A1, US:7131005, US:7010682, KR:20040005146:A, US:7567166, US:6940254, US:8027843, US:20040093155:A1, US:20040092253:A1, US:20050044245:A1, US:7565396, US:20040246119:A1, US:7674536, US:20040265671:A1, US:20050021190:A1, US:7269416, US:7084781, US:20050035741:A1, JP:2005067453:A, US:20050110460:A1, US:7415332, US:20110279257:A1, US:20060047380:A1, US:20060125620:A1, US:7868591, US:7013205, US:7908020, US:8412401, US:7532965, US:20060282381:A1, US:20080180027:A1, US:20060208850:A1, US:7869576, US:7761307, US:8483775, US:7617893, US:20070035397:A1, US:7751945, US:20090092864:A1, US:7740092, US:20070068714:A1, US:20070090921:A1, US:20070126395:A1, US:20140172727:A1, US:20070159297:A1, US:7948207, US:7796052, TW:I315116:B, US:20080155008:A1, US:20070282495:A1, US:20100013434:A1, US:7402978, US:20080040129:A1, US:20080052145:A1, US:20080039979:A1, US:7949435, US:20080040295:A1, US:20080040223:A1, US:20090066287:A1, US:20080039989:A1, US:20090043519:A1, US:20080086411:A1, US:8118132, TW:200836452:A, US:8694328, US:8106631, US:20080203973:A1, US:20080228613:A1, US:7885893, US:7683771, US:8333492, US:20080281663:A1, US:20080294283:A1, US:20100052588:A1, US:20090011639:A1, US:7698078, US:20080312782:A1, US:20090021385:A1, US:20120025765:A1, US:20090021213:A1, US:20090024872:A1, US:8301365, US:20100169008:A1, US:20100057306:A1, US:20090030712:A1, US:20090033456:A1, US:20090058355:A1, US:7693609, US:8818622, US:8006973, US:20090076913:A1, WO:2009039454:A1, US:20090082957:A1, US:20110071932:A1, US:8054048, US:20090210357:A1, US:20090091291:A1, US:20090112394:A1, US:20100017045:A1, US:20090144001:A1, US:8366371, US:20090157289:A1, US:20090164473:A1, US:7979198, US:20100280956:A1, US:20090177580:A1, US:7956570, US:20090174365:A1, JP:2009171647:A, JP:2009171646:A, US:20120316671:A1, US:8437908, EP:2101390:A2, US:20090240575:A1, US:20120218128:A1, US:20140236463:A1, US:20090287578:A1, US:8063762, US:20090313033:A1, US:20090313032:A1, US:7991665, US:20090313174:A1, US:20090313034:A1, US:8266075, US:20090313104:A1, US:20090313098:A1, US:8836281, US:20090312903:A1, US:20110187521:A1, US:20100017249:A1, KR:20100012401:A, US:20100049639:A1, US:20100049737:A1, US:20100049396:A1, US:20100049610:A1, US:8725551, US:8103391, US:20100049533:A1, US:8392065, US:20100112843:A1, US:20100094496:A1, US:20100141206:A1, US:8013571, US:8164300, US:7993155, US:20110303509:A1, US:8006793, WO:2010033517:A2, US:8229625, US:7979147, US:20100089547:A1, US:8706394, US:20100114798:A1, US:20100161481:A1, US:20100161482:A1, US:8068952, US:20110279083:A1, US:20100198508:A1, US:20100198513:A1, US:20100201482:A1, US:20100211340:A1, US:20100211643:A1, JP:2010191636:A, JP:2010200405:A, US:20110309929:A1, US:8825222, US:20100222939:A1, EP:2230146:A2, US:20120158229:A1, US:20100268426:A1, US:8508188, JP:2010269686:A, US:20100304349:A1, TW:M379789:U, TW:201044266:A, TW:M371880:U, TW:201043986:A, US:20100308989:A1, WO:2010143483:A1, US:20120074903:A1, US:20110029157:A1, US:20110025267:A1, US:20110031929:A1, US:20110032110:A1, US:20120229056:A1, KR:100971278:B1, US:20140300739:A1, US:20110074351:A1, US:20110077809:A1, US:8294420, US:20110074350:A1, KR:20110041783:A, KR:20110004292:U, TW:M379269:U, US:20110112969:A1, US:20110106329:A1, US:20110112710:A1, US:20110114798:A1, US:20110130885:A1, US:8635091, JP:2011126452:A, JP:2011131631:A, US:20110148346:A1, JP:2011142704:A, US:20120268068:A1, US:8552686, US:20110169447:A1, US:20110191265:A1, US:20110193522:A1, US:20110200193:A1, US:20110202218:A1, US:8256553, US:20110202476:A1, US:8490005, US:8483907, US:20110224900:A1, TW:M385047:U, US:20110246252:A1, US:20130024306:A1, US:8819414, US:20130093384:A1, US:20110270480:A1, US:20130282254:A1, WO:2011138205:A1, US:20130046457:A1, US:20130119898:A1, US:8336664, US:8035341, US:20120013300:A1, US:20120019196:A1, US:20120019204:A1, US:20130127416:A1, US:20130127247:A1, US:8643329, US:20120038473:A1, US:20120041624:A1, US:8482255, US:20120053754:A1, EP:2428939:A1, US:20120062361:A1, US:20140019280:A1, US:20120068817:A1, US:8760432, US:20120078413:A1, US:7986126, US:8405347, US:8660734, US:8751271, US:8799037, US:20120109519:A1, US:20120105197:A1, US:8326259, US:20120123670:A1, US:20130280018:A1, US:20120136743:A1, US:20120136802:A1, US:20120158244:A1, US:20120179323:A1, US:8686864, US:20120194346:A1, US:20110160992:A1, US:20120229085:A1, US:20120233077:A1, US:20120232965:A1, US:20120248868:A1, US:20120259665:A1, US:20120256588:A1, US:20120262002:A1, US:20120268076:A1, US:20120268242:A1, US:20140042968:A1, US:20120296512:A1, US:20140066049:A1, US:20120280654:A1, US:8589019, WO:2012160557:A2, WO:2012160407:A1, US:20120303397:A1, US:8265816, US:20120306445:A1, US:20120310713:A1, US:8624719, US:20130021162:A1, US:20130020139:A1, US:8350526, US:20130253746:A1, US:20140028089:A1, US:20130027183:A1, US:20130030630:A1, US:20130026972:A1, US:20130030581:A1, US:20130033203:A1, US:20140203077:A1, US:20130037339:A1, US:20140214321:A1, WO:2013024483:A3, WO:2013024484:A1, US:8816845, US:20130103236:A1, US:20130074411:A1, US:20130090795:A1, US:20130181582:A1, US:20130093271:A1, US:20130093368:A1, US:20130110296:A1, US:20130099892:A1, US:20130110653:A1, US:8521599, US:20130110632:A1, US:20130116892:A1, WO:2013074819:A1, US:20130204466:A1, US:20130144520:A1, US:8818725, US:20130145065:A1, US:20130132307:A1, US:20130135093:A1, WO:2013080211:A1, WO:2013102894:A1, US:20130179057:A1, WO:2013108246:A2, US:8527146, WO:2013118113:A3, US:20130241720:A1, WO:2013142154:A1, US:20130254097:A1, US:20140021908:A1, WO:2013144951:A1, US:20130300554:A1, US:20130317693:A1, US:20130317694:A1, US:20130338820:A1, US:20130328387:A1, US:20130342363:A1, US:20140002015:A1, US:20140028255:A1, US:20140047107:A1, US:20140089016:A1, US:8630741, US:20140106726:A1, US:20140118107:A1, US:20140120829:A1, US:8717170, US:20140125355:A1, US:20140142783:A1, US:20140163774:A1, US:20140164559:A1, US:20140163771:A1, US:8751065, US:20140172192:A1, US:20140172265:A1, US:20140179353:A1, US:20140200742:A1, US:20140207333:A1, US:20140214261:A1, US:20140218189:A1, US:20140232331:A1, US:20140236414:A1, US:20140253018:A1, US:20140278089:A1, US:20140277936:A1 | 2019-04-02 | 2019-04-02 | 1. A computer-implemented method, comprising:\nreceiving, by a server, a request from a user associated with user account to locate batteries usable to power an electric vehicle, the request being for a geographic location and the user account is associated with a service that enables access to exchange batteries having reduced charge for batteries having increased charge at a plurality of kiosks;\naccessing, by the server, information regarding an inventory of available batteries at each of the plurality of kiosks, each of the kiosks being at a respective kiosk location and each kiosk having receptacle slots for one or more of holding, charging and/or dispensing batteries;\nsending, by the server, data identifying at least one kiosk location proximate to the geographic location, the data including identification of at least one battery available for exchange at the at least one kiosk location and options for reserving said at least one battery available for exchange;\nreceiving, by the server, a request to reserve the at least one battery available for exchange at the at least one kiosk location, the request to reserve being associated to the user account of the user; and\nreceiving, by the server, data indicative that the reserved at least one battery has been dispensed by the at least one kiosk and at least one reduced charge battery was received by the at least one kiosk to complete an exchange of the at least one battery at the at least one kiosk.\n, receiving, by a server, a request from a user associated with user account to locate batteries usable to power an electric vehicle, the request being for a geographic location and the user account is associated with a service that enables access to exchange batteries having reduced charge for batteries having increased charge at a plurality of kiosks;, accessing, by the server, information regarding an inventory of available batteries at each of the plurality of kiosks, each of the kiosks being at a respective kiosk location and each kiosk having receptacle slots for one or more of holding, charging and/or dispensing batteries;, sending, by the server, data identifying at least one kiosk location proximate to the geographic location, the data including identification of at least one battery available for exchange at the at least one kiosk location and options for reserving said at least one battery available for exchange;, receiving, by the server, a request to reserve the at least one battery available for exchange at the at least one kiosk location, the request to reserve being associated to the user account of the user; and, receiving, by the server, data indicative that the reserved at least one battery has been dispensed by the at least one kiosk and at least one reduced charge battery was received by the at least one kiosk to complete an exchange of the at least one battery at the at least one kiosk., 2. The computer-implemented method of claim 1, wherein the information regarding an inventory of available batteries at each of the plurality of kiosks is received upon request for data by the server to each of the plurality of kiosks, or received upon receiving pushed data from the plurality of kiosks at the server, wherein exchange of the information is over a network that includes or is connected to the Internet., 3. The computer-implemented method of claim 1, wherein pricing for exchanging batteries at each of the plurality of kiosks is set by the server, wherein pricing for exchanging batteries at each of the plurality of kiosks is set lower or higher at particular kiosks to influence load-balancing of batteries among the plurality of kiosks, wherein the load-balancing occurs when kiosks having fewer batteries receive batteries from kiosks having more batteries., 4. The computer-implemented method of claim 1, wherein the sending, by the server, of data identifying at least one kiosk location proximate to the geographic location further includes providing access to a map identifying the at least one kiosk location, the map having including data regarding one or more of social networking data regarding the kiosk location, real-time information about at least one kiosk location, deals at particular kiosks, coupons or pricing at the at least one kiosk location., 5. The computer-implemented method of claim 1, wherein each of the batteries being for insertion in the electric vehicle having at least one receptacle slot integrated in the electric vehicle, the at least one receptacle slot providing a connection for providing power to an electric motor of the electric vehicle, the electric vehicle being one of a two-wheel vehicle, or a three-wheel vehicle, or a four-wheel vehicle, or a motorcycle, or a car, or a truck, or a pickup, or a utility car, or a delivery vehicle, or an industrial vehicle., 6. The computer-implemented method of claim 1, wherein the request from the user account is processed via one of a website, or an application, or a mobile application, or a mobile smartphone application, and the server is provided with access to the Internet., 7. The computer-implemented method of claim 1, wherein each of the plurality of kiosk is part of a network of kiosks, wherein each of the kiosks has a geographic address in a country, or in a particular county, or in a particular state, or in a particular city, or on particular street addresses, or combinations of two or more thereof;\nwherein the server is configured to utilize a mapping function to enable access to generate a map that shows locations of select ones of the plurality of kiosks and pricing or availability of batteries.\n, wherein the server is configured to utilize a mapping function to enable access to generate a map that shows locations of select ones of the plurality of kiosks and pricing or availability of batteries., 8. The computer-implemented method of claim 1, wherein each of the kiosks include a computer with communication capabilities for connecting to a network, the network enabling data exchange between the server and computers of each of the kiosks, wherein a computer of particular ones of the kiosks or the server enabling identification of batteries that are damaged or enables confiscation of damaged batteries to prevent dispensing of damaged batteries at any one of the plurality of kiosks., 9. The computer-implemented method of claim 8,\nwherein the communication capabilities for connecting to the network is via one or more of a non-wireless connection, or radio connection, or Wi-Fi™ connection, or Bluetooth™ connection, or a near field communication (NFC) connection, or a combination of two or more thereof;\nwherein the network includes or is interconnected to the Internet.\n, wherein the communication capabilities for connecting to the network is via one or more of a non-wireless connection, or radio connection, or Wi-Fi™ connection, or Bluetooth™ connection, or a near field communication (NFC) connection, or a combination of two or more thereof;, wherein the network includes or is interconnected to the Internet., 10. The computer-implemented method of claim 1, further comprising,\ndetermining that the reserved at least one of the batteries at the at least one kiosk location have not been picked up at or dispensed by the at least one kiosk after an allotted period of time;\nreleasing the reserved at least one of the batteries at the at least one kiosk location as available for another user to reserve or access after the releasing.\n, determining that the reserved at least one of the batteries at the at least one kiosk location have not been picked up at or dispensed by the at least one kiosk after an allotted period of time;, releasing the reserved at least one of the batteries at the at least one kiosk location as available for another user to reserve or access after the releasing., 11. The computer-implemented method of claim 1, further comprising, identifying, by the server, an advertisement associated with select ones of the plurality of batteries, the advertisement being physically applied to a battery, or electronically applied to a battery, or electronically added or updated to an LCD screen of a battery;\nprocessing, by the server, use of the advertisement, for sponsors of the advertisements.\n, processing, by the server, use of the advertisement, for sponsors of the advertisements., 12. The computer-implemented method of claim 1, further comprising,\nprocessing, by the server, metrics related to interactions by the user account with the plurality of kiosks over a period of time;\nenabling access, by the server, to the user account from a mobile application, or an application, or a website, to view the metrics related to the interactions, or manage payments, or modify settings of the user account, or use or redeem credits or coupons or discounts, or communicate with a social network regarding at least one of the plurality of kiosks.\n, processing, by the server, metrics related to interactions by the user account with the plurality of kiosks over a period of time;, enabling access, by the server, to the user account from a mobile application, or an application, or a website, to view the metrics related to the interactions, or manage payments, or modify settings of the user account, or use or redeem credits or coupons or discounts, or communicate with a social network regarding at least one of the plurality of kiosks., 13. The computer-implemented method of claim 1, further comprising,\ndetermining that a first of the kiosk locations is low on battery inventory or needs more batteries;\ndetermining that a second of the kiosk locations is not low on battery inventory or does not need more batteries;\nsending a request to a service technician to route or move batteries from the second kiosk location to the first kiosk location.\n, determining that a first of the kiosk locations is low on battery inventory or needs more batteries;, determining that a second of the kiosk locations is not low on battery inventory or does not need more batteries;, sending a request to a service technician to route or move batteries from the second kiosk location to the first kiosk location., 14. The computer-implemented method of claim 1, further comprising,\nenabling access, by the server, to the user account from a mobile application to communicate with a social network, wherein the social network enables posting or making comments and/or likes regarding one or more of the plurality of kiosks.\n, enabling access, by the server, to the user account from a mobile application to communicate with a social network, wherein the social network enables posting or making comments and/or likes regarding one or more of the plurality of kiosks., 15. The computer-implemented method of claim 1, wherein the server is configured to process notifications to the user account or other user accounts, the notifications include data regarding one of sales or discounts at particular ones of the plurality of kiosks, the notifications being viewable from an application of a computer or a mobile device or a website., 16. The computer-implemented method of claim 1, further comprising,\nprocessing, by the server, information for the user account, the information regarding use of batteries over a period of time, or a history battery use, or loyalty points available or used, or gifts available or used, or deals of the day, or discounts used or available, or rewards, or history of kiosks used, or carbon footprint from using particular batteries of select ones of the plurality of kiosks, or a travel range or distance provided by one or more batteries, or payment data, or payment history, or account administration, or customization functions, or suggested speeds to conserve energy, or mapping functions, or social networking functions, or traffic information, or combinations of two or more thereof;\nwherein the information is accessible for the user account via an application of a wireless mobile device, or a computer, or a website, or a device having access to the Internet.\n, processing, by the server, information for the user account, the information regarding use of batteries over a period of time, or a history battery use, or loyalty points available or used, or gifts available or used, or deals of the day, or discounts used or available, or rewards, or history of kiosks used, or carbon footprint from using particular batteries of select ones of the plurality of kiosks, or a travel range or distance provided by one or more batteries, or payment data, or payment history, or account administration, or customization functions, or suggested speeds to conserve energy, or mapping functions, or social networking functions, or traffic information, or combinations of two or more thereof;, wherein the information is accessible for the user account via an application of a wireless mobile device, or a computer, or a website, or a device having access to the Internet., 17. A computer-implemented method, comprising:\nreceiving, by a server, a request from a user associated with user account to locate batteries usable to power an electric vehicle, the request being for a geographic location and the user account is associated with a service that enables access to exchange batteries having reduced charge for batteries having increased charge at a plurality of kiosks, the sever processing information regarding an inventory of available batteries at each of the plurality of kiosks, each of the kiosks being at a respective kiosk location and each kiosk having receptacle slots for storing and charging batteries;\nsending, by the server, data identifying at least one kiosk location proximate to the geographic location, the data including identification of at least one battery available for exchange at the at least one kiosk location and options for reserving said at least one battery available for exchange;\nreceiving, by the server, a request to reserve the at least one battery available for exchange at the at least one kiosk location, the request to reserve being associated to the user account of the user; and\nreleasing the reserved at least one of the batteries at the at least one kiosk location when the at least one of the batteries has not been picked up after an allotted period of time has expired.\n, receiving, by a server, a request from a user associated with user account to locate batteries usable to power an electric vehicle, the request being for a geographic location and the user account is associated with a service that enables access to exchange batteries having reduced charge for batteries having increased charge at a plurality of kiosks, the sever processing information regarding an inventory of available batteries at each of the plurality of kiosks, each of the kiosks being at a respective kiosk location and each kiosk having receptacle slots for storing and charging batteries;, sending, by the server, data identifying at least one kiosk location proximate to the geographic location, the data including identification of at least one battery available for exchange at the at least one kiosk location and options for reserving said at least one battery available for exchange;, receiving, by the server, a request to reserve the at least one battery available for exchange at the at least one kiosk location, the request to reserve being associated to the user account of the user; and, releasing the reserved at least one of the batteries at the at least one kiosk location when the at least one of the batteries has not been picked up after an allotted period of time has expired., 18. The computer-implemented method of claim 17, wherein the information regarding an inventory of available batteries at each of the plurality of kiosks is received upon request for data by the server to each of the plurality of kiosks, or received upon receiving pushed data from the plurality of kiosks at the server, wherein exchange of the information is over a network that includes or is interconnected to the Internet., 19. The computer-implemented method of claim 17, further comprising,\nprocessing, by the server, information for the user account, the information regarding use of batteries over a period of time, or a history battery use, or loyalty points available or used, or gifts available or used, or deals of the day, or discounts used or available, or rewards, or history of kiosks used, or carbon footprint from using particular batteries of select ones of the plurality of kiosks, or a travel range or distance provided by one or more batteries, or payment data, or payment history, or account administration, or customization functions, or suggested speeds to conserve energy, or mapping functions, or social networking functions, or traffic information, or combinations of two or more thereof;\nwherein the information is accessible for the user account via an application of a wireless mobile device, or a computer, or a website, or a device having access to the Internet.\n, processing, by the server, information for the user account, the information regarding use of batteries over a period of time, or a history battery use, or loyalty points available or used, or gifts available or used, or deals of the day, or discounts used or available, or rewards, or history of kiosks used, or carbon footprint from using particular batteries of select ones of the plurality of kiosks, or a travel range or distance provided by one or more batteries, or payment data, or payment history, or account administration, or customization functions, or suggested speeds to conserve energy, or mapping functions, or social networking functions, or traffic information, or combinations of two or more thereof;, wherein the information is accessible for the user account via an application of a wireless mobile device, or a computer, or a website, or a device having access to the Internet., 20. A computer-implemented method, comprising:\nreceiving, by a server, a request from a user associated with user account to locate batteries usable to power an electric vehicle, the request being for a geographic location and the user account is associated with a service that enables access to exchange batteries having reduced charge for batteries having increased charge at a plurality of kiosks;\naccessing, by the server, information regarding an inventory of available batteries at each of the plurality of kiosks, each of the kiosks being at a respective kiosk location and each kiosk having receptacle slots for one or more of holding, charging and/or dispensing batteries;\nsending, by the server, data identifying at least one kiosk location proximate to the geographic location, the data including identification of at least one battery available for exchange at the at least one kiosk location and options for reserving said at least one battery available for exchange;\nreceiving, by the server, a request to reserve the at least one battery available for exchange at the at least one kiosk location, the request to reserve being associated to the user account of the user;\nreceiving, by the server, data indicative that the reserved at least one battery has been dispensed by the at least one kiosk and at least one reduced charge battery was received by the at least one kiosk to complete an exchange of the at least one battery at the at least one kiosk;\nprocessing, by the server, metrics related to interactions by the user account with one or more of the plurality of kiosks over a period of time;\nenabling access, by the server, to the user account from a mobile application, or an application, or a website, or the electric vehicle to view the metrics related to the interactions, or manage payments, or modify settings of the user account, or use or redeem credits or coupons or discounts, or communicate with a social network regarding at least one of the plurality of kiosks;\nwherein the server is configured to process notifications to the user account or other user accounts, the notifications include data regarding one of sales or discounts at particular ones of the plurality of kiosks, the notifications being viewable from the mobile application, or the application, or the website, or the electric vehicle, or a computer;\nwherein each of the batteries being for insertion in the electric vehicle having at least one receptacle slot integrated in the electric vehicle, the at least one receptacle slot providing a connection for providing power to an electric motor of the electric vehicle, the electric vehicle being one of a two-wheel vehicle, or a three-wheel vehicle, or a four-wheel vehicle, or a motorcycle, or a car, or a truck, or a pickup, or a utility car, or a delivery vehicle, or an industrial vehicle. \n, receiving, by a server, a request from a user associated with user account to locate batteries usable to power an electric vehicle, the request being for a geographic location and the user account is associated with a service that enables access to exchange batteries having reduced charge for batteries having increased charge at a plurality of kiosks;, accessing, by the server, information regarding an inventory of available batteries at each of the plurality of kiosks, each of the kiosks being at a respective kiosk location and each kiosk having receptacle slots for one or more of holding, charging and/or dispensing batteries;, sending, by the server, data identifying at least one kiosk location proximate to the geographic location, the data including identification of at least one battery available for exchange at the at least one kiosk location and options for reserving said at least one battery available for exchange;, receiving, by the server, a request to reserve the at least one battery available for exchange at the at least one kiosk location, the request to reserve being associated to the user account of the user;, receiving, by the server, data indicative that the reserved at least one battery has been dispensed by the at least one kiosk and at least one reduced charge battery was received by the at least one kiosk to complete an exchange of the at least one battery at the at least one kiosk;, processing, by the server, metrics related to interactions by the user account with one or more of the plurality of kiosks over a period of time;, enabling access, by the server, to the user account from a mobile application, or an application, or a website, or the electric vehicle to view the metrics related to the interactions, or manage payments, or modify settings of the user account, or use or redeem credits or coupons or discounts, or communicate with a social network regarding at least one of the plurality of kiosks;, wherein the server is configured to process notifications to the user account or other user accounts, the notifications include data regarding one of sales or discounts at particular ones of the plurality of kiosks, the notifications being viewable from the mobile application, or the application, or the website, or the electric vehicle, or a computer;, wherein each of the batteries being for insertion in the electric vehicle having at least one receptacle slot integrated in the electric vehicle, the at least one receptacle slot providing a connection for providing power to an electric motor of the electric vehicle, the electric vehicle being one of a two-wheel vehicle, or a three-wheel vehicle, or a four-wheel vehicle, or a motorcycle, or a car, or a truck, or a pickup, or a utility car, or a delivery vehicle, or an industrial vehicle. | US | United States | Active | B | True |
| 117 | 基于路径信息的纯电动汽车剩余里程模型预测方法 \n | CN109733248B | 技术领域本发明涉及一种基于路径信息的纯电动汽车剩余里程模型预测方法，属于新能源汽车技术领域。背景技术纯电动汽车(Battery Electric Vehicle，BEV)在能耗和排放方面对比传统的内燃机汽车有明显的优势，如动力性好，行驶噪声小，节能和零排放等。但是，由于受到电池技术发展的限制，电动汽车的续驶里程还较短并且充电时间较长。纯电动汽车驾驶员会担心他们在当前剩余能量下是否能抵达目的地，这被称为“里程焦虑”，里程焦虑是目前限制电动汽车接受程度的主要因素之一。显然，安装大容量电池，快速充电和建立更多的充电站是有效缓解和解决“里程焦虑”的有效手段，但是，由于受到目前技术水平和资金条件的限制，这些方法仍需要较长的时间才能实现。另外一种有效的手段是“精确的剩余行驶里程预测”，驾驶员可以通过预测的“剩余行驶里程”(Remaining Driving Range，RDR)判断车辆是否能抵达目的地，并提前对行程和充电地点进行规划。此外，准确的里程预测也是电动汽车能量管理的基础，依据剩余行驶里程，BEV能量管理系统可以合理优化电能的使用，提高电动汽车的行驶里程，这也会缓解驾驶员的“里程焦虑”。目前，许多研究者提出了多种BEV能耗和RDR预测方法，这些方法基本上可以分成两类：基于历史数据的RDR预测和基于模型的RDR预测。基于历史数据的RDR预测方法是目前商业运行的BEV上常用的RDR预测方法。这种方法对一段时间的历史能耗数据进行统计，假定未来的能耗和当前能耗相近，计算出当前的能量消耗率，然后根据电池荷电状态(Stateof Charge，SOC)估算出剩余能量，最后得到预测的剩余行驶里程。这种方法的优点是计算简单，实时性好并且易于实现。所以，大多数电动汽车的RDR预测都采用这种方法。但是，这种方法的缺点是：当未来工况发生较大的变化时，这种预测的误差会变大甚至预测结果完全无法信赖。BEV能耗受到许多因素的影响，如工况(车速)，驾驶员驾驶行为(驾驶风格)，坡度，温度，电池SOC，电池健康状态(State of Health，SOH)，风速，路面条件等。其中，工况(车速)是影响能耗的最主要因素之一，在不同类型的工况下，如城市、城郊和高速等，电动汽车能耗存在巨大的差别，显然当工况条件发生变化时，基于历史数据的RDR预测必然会失效。发明内容为了解决现有技术存在的上述问题，本发明提供一种基于路径信息的纯电动汽车剩余里程模型预测方法。对一定数量的驾驶员历史行驶数据进行分析，提取路径信息，生成符合驾驶员行为特征的状态转移概率矩阵(Transition Probability Matrix，TPM)；然后基于未来路径的道路信息和相应的TPM，基于马尔科夫随机理论，生成一种受到未来道路信息控制的预测工况(车速)。接下来，基于电动汽车性能试验，建立电动汽车精确能耗模型，该模型考虑了温度、坡度、电池荷电状态(SOC)等主要影响能耗和RDR的因素。从车载传感器、天气预报系统、电子地图中获取路径信息，并对车辆模型中的相关参数进行模型估计，将第一步生成的预测车速输入到该能耗模型中，实现BEV能耗和剩余行驶里程的准确预测。本发明的目的是通过以下技术方案实现的：一种基于路径信息的纯电动汽车剩余里程模型预测方法，包括以下步骤：步骤一、建立车速预测模型以生成未来路径预测车速：对一定数量的驾驶员历史行驶数据进行分析，提取路径信息，生成符合驾驶员行为特征的状态转移概率矩阵；基于未来路径的道路信息和相应的状态转移概率矩阵，基于马尔科夫随机理论，生成受到未来道路信息控制的预测车速；步骤二、建立参数估计模型，对影响汽车能耗及剩余行驶里程的行驶参数进行估计；步骤三、建立RDR计算模型以预测车辆剩余行驶里程：RDR计算模型包括：能耗预测模型、剩余能量预测模型以及剩余行驶里程显示模型；能耗预测模型以车速预测模型得到的预测车速和参数估计模型估算的行驶参数作为模型输入，计算出车辆能量消耗率；剩余能量预测模型用于预估车辆电池剩余能量；综合车辆能量消耗率及电池剩余能量即可预测车辆剩余行驶里程，并通过剩余行驶里程显示模型进行显示。本发明的有益效果在于：(1)本发明将历史工况和未来路径信息相结合，同时考虑了驾驶员驾驶特征和路径信息特征，进行可控随机工况预测。该方法实时性好，准确度高，驾驶员行为特征适应性好。(2)驾驶员历史工况数据经处理后成为以驾驶风格和道路类型为索引的马尔科夫概率转移矩阵，存储量小，计算方便，并可实时更新。随行驶里程增加，概率转移矩阵对驾驶员驾驶行为特征代表性增强，但存储量保持不变；当储存的道路类型增加时，预测准确性大幅提高，存储量仅小幅增加，适应车载系统要求。(3)所提出的BEV能耗模型考虑了温度、坡度、电池荷电状态(SOC)等道路信息对能耗的影响，并对模型参数进行精确估计。该模型采用逆向建模方法，基于车辆性能试验，综合考虑了车辆行驶能耗，动力系统传动损失，辅助系统能耗和再生制动回收能量等，模型精度高，计算量小，实时性好。附图说明本发明的具体实施方式将在下文通过结合应用示例进行详细阐述。图1是BEV及能量管理系统硬件结构；图2是剩余行驶里程预测算法架构；图3是汽车受力平衡图；图4是不同转速下传动系统损失功率与电机输入功率关系试验曲线；图5是电池开路电压与SOC关系试验曲线；图6是车速生成算法流程图；图7是某城市道路试验路径及路径信息；图8为某城市道路试验车速及路径信息；图9为城市“二类”道路工况片段；图10为城市“二类”道路加速及减速阶段；图11为加速阶段车速数据网格化及生成TPMs示意图；图12为城市“二类”道路加速及减速阶段TPMs；图13为城市道路参考工况及预测车速；图14为工况段生成算法示意图；图15为不同驾驶员城市道路能耗实测与预测曲线；图16为城市道路RDR实际与预测曲线。具体实施方式下面结合附图对本发明做进一步说明。以下实例将有助于本领域的技术人员进一步理解本发明，但不以任何形式限制本发明。图1是BEV剩余行驶里程预测系统硬件结构。本例中的BEV动力系统由电机、电机控制器(Motor Control Unit，MCU)电池、电池管理单元(BMU)和减速器等组成。为了实现剩余里程预测功能，在该BEV上装有车载GPS导航系统(GVNS)、智能交通系统(ITS)、地理信息系统(GIS)，以及天气预报系统(Weather Report System，WRS)等。信息融合处理器的功能是从上述系统中获取所需的路径信息，并对这些信息进行数据采集、存储、清洗和格式对齐等，将不同格式不同类型的路径信息融合成能够被能量本发明提出的RDR预测算法在能量管理单元中(EMU)运行，该单元的作用是对BEV能耗进行估算，计算剩余行驶里程和BEV能量管理。EMU通过CAN线与BMU和MCU通信，协调和优化BEV能量使用。图2为剩余行驶里程预测算法架构，该架构包含三个部分：第一部分(Part1)RDR(剩余行驶里程)计算模型，该模型的功能是计算BEV能量消耗率和电池剩余能量，并计算剩余行驶里程，最后根据行驶需求显示剩余行驶里程预测结果。该部分包括3个子模型：能耗预测模型(车辆模型)、剩余能量预测模型(电池模型)和剩余行驶里程显示模型。第二部分(Part2)参数估计模型，该部分模型是对RDR计算模型所需的行驶参数，如整车质量、路面坡度和空气密度等进行估计。该部分模型中包含上述参数的估计模型。第三部分(Part3)车速预测模型，又称工况预测模型。车速是参数估计模型和RDR预测模型的输入。车速预测模型依据未来路径信息及驾驶员历史行驶数据，基于马尔科夫随机理论，生成未来路径预测车速。将车速预测模型得到的预测车速和参数估计模型估算的行驶参数输入到RDR计算模型中，最终得到RDR的预测值，并显示在仪表板上，准确的RDR预测可以有效缓解驾驶员的“里程焦虑”。下面以实例的方式依次介绍上述三部分模型。Part 1RDR计算模型(1)能耗预测模型(车辆模型)本例中的目标车辆是一款小型纯电动轿车，其整备质量为1060kg、最高车速130km/h、电池容量为91Ah，在69km/h匀速行驶条件下，其续驶里程可达228km。该车结构如附图1所示，在车辆行驶过程中，能量消耗可分为三个部分：第一部分是电机和传动系统的能耗损失，如图1中A-B点所示；第二部分为克服行驶阻力消耗的能量，如图1中C点所示；第三部分为辅助系统能耗，如图1中D点所示。另外，还需要去除再生制动系统回收的能量。采用逆向建模方法建立能耗预测模型，即模型的输入为车速，输出为电池输出功率Pbat(W)，即\n\n其中，Fw(N)为汽车驱动力，如图6中的汽车受力平衡图所示，其与汽车行驶阻力相等，即Fw＝Fr+Faero+Fg+Fm；v(m/s)为车辆行驶速度，由Part3的车速预测模型得到；Ppt_loss(W)为BEV传动系统损失功率；Paux(W)是电附件消耗功率。滚动阻力Fr(N)可由下式计算Fr＝frmvgcos(αslop) (1.2)其中fr为滚动阻力系数，受环境温度和路面类型的影响，该系数将由Part2中的滚动阻力系数估算模型得到；Mv(kg)为BEV整车质量，由Part2中的整车质量估算模型得到；g(m/s2)为重力加速度，取9.81m/s2；αslop(rad)为路面坡度，由Part2的路面坡度估算模型得到。空气阻力Faero(N)为\n\n其中ρ(kg/m3)为空气密度，取为1.29kg/m3；Af(m2)为汽车的迎风面积，本例中目标车辆的迎风面积为1.97m2；Cd是空气阻力系数，本例中取为0.3；Vwin(m/s)是行驶方向上的风速，由天气预报系统获得。坡度阻力Fg(N)为Fg＝mvgsin(αslop) (1.4)加速阻力Fm(N)为\n\n这里Jw(kg·m2)为车轮转动惯量，为0.75kgm2；Jm(kg·m2)为电机转动惯量，为0.0384kgm2；r(m)为轮胎半径，为0.278m；ig是变速箱传动比，为8.654；dv/dt(m/s2)是纵向汽车加速度，有车速微分得到，车速由Part3的车速预测模型得到。系统损失功率Ppt_loss(W)可由测功机实验测得，其值为电机输出功率Pelec(W)和转鼓机械功率Pmec(W)之差Ppt_loss＝Pelec-Pmec (1.6)图4为目标车辆不同转速下传动系统损失功率与电机输入功率关系试验曲线。为了简化计算，采用拟合方程对传动系统损失功率进行描述。采用Matlab参数估计工具箱对图4的试验曲线进行拟合，获得拟合公式并优化得到拟合参数。由于驱动模式和再生制动模式的拟合公式结构不同，所以分别采用经验公式进行拟合，即\n\n其中，电机转矩Tm(N·m)为Tm＝Fwr/ig (1.8)电机转速为\n\nPc(W)为电机空转损失功率，经验公式为Pc＝c1·v3+c2·v2+c3·v+c4 (1.10)其中，ai(i＝1～4)，bi(i＝1～2)，ci(i＝1～4)为拟合系数。本例中目标车辆传动系统损失功率拟合公式为在加速行驶模式\n\n在再生制动模式\n\n其中：Pc＝0.06v3-4.85v2+116.93v+170 (1.13)电附件能耗Paux(W)具有很大的随机性，本例中采用在多种循环工况下电附件平均能耗作为电附件能耗，即Paux＝Paux_avg (1.14)其中，Paux_avg(W)为在多种循环工况下电附件系统平均能耗，取为210W。最后得到BEV能量消耗率eavg(kW/km)，即\n\n其中Sr(m)为路径长度，从导航系统中获取。(2)剩余能量预测模型(电池模型)由于电池是复杂的电化学系统，电池剩余能量在不同的工况下会存在很大差异。在剩余能量预测模型中，本发明考虑了电池健康状态(state of health，SoH)以及电池温度等对电池剩余能量的影响。电池剩余能量Erue(kWh)可由下式计算Erue＝Q0·SoH·CtempUt,nom·(SOC-SOCend,nom) (1.16)其中，Q0(Ah)为新电池额定容量，取为91Ah；Ctemp为电池温度修正系数，由电池特性试验确定；Ut,nom(V)为电池额定端电压；SOCend，nom为最低电池放电SOC；SoH为电池健康状态，定义为\n\n其中，Qbat(Ah)为当前电池额定容量。SoH与电池充放电循环次数有关，可由电池试验确定SoH与充放电循环次数的关系，并从电池管理系统获取当前电池的SoH。采用简单的电池内阻模型对式(1.16)的电池SOC进行估算，电池开路电压为Voc＝Vout+IR (1.18)其中，Vout(V)为电池输出电压；I(A)为电池输出电流；R(Ω)为电池内阻。电池开路电压与SOC的关系曲线由电池试验确定，如图5所示。电池内阻R和放电电流I之间的关系可由电池充放电试验确定，拟合式为R＝d1|I|3+d2|I|2+d3|I|+d4 (1.19)其中，di(i＝1～4)为拟合系数，依据试验曲线，由Matlab参数估计工具箱优化得到，即R＝-3.84×10-7|I|3+2.04×10-5|I|2-3.7×10-3|I|+0.41 (1.20)电池输出功率Pbat(W)为Pbat＝VoutI＝VocI-I2R (1.21)采用安时法对SOC进行估计，即\n\n(3)剩余行驶里程显示模型从能耗预测模型和剩余能量预测模型中分别计算得到能量消耗率eavg和电池剩余能量Erue后，由下式可以计算得到当前时刻t2的剩余行驶里程RDRcal(km)，即\n\n另一种剩余行驶里程的计算方法为\n\n其中，RDRcal(t1)为在过去t1时刻的采用式(1.23)计算得到的RDR预测结果；ΔLcum(t1,t2)为从t1到t2时刻行驶过的实际距离，由实际车速积分得到。由式(1.23)得到的RDRcal能够如实的反应当前车辆的能量状态和车辆能量消耗情况。它能够对驾驶循环工况的变化做出快速的响应。然而，在工况突然变化时，采用这种方法预测的RDR结果会出现较大的跳变，这种剧烈的变化会引起驾驶员的焦虑影响驾驶体验。由式(1.24)计算得到的RDRcum是连续平缓的变化的，但是，它无法反应工况变化对RDR的影响，预测的最终结果将出现较大的误差。为了综合上述两种RDR的预测方法优点并克服其缺点，用于最终显示的RDR预测结果RDRdis(km)可由下式计算RDRdis(t2)＝wdisRDRcal(t2)+(1-wdis)RDRcum(t2) (1.25)其中，wdis为权重系数，取值范围为[0,1]。设计者可以根据具体的RDR显示需求选择该系数的值。 | 本发明公开了一种基于路径信息的纯电动汽车剩余里程模型预测方法，包括以下步骤：对驾驶员历史行驶数据进行分析，提取路径信息，生成符合驾驶员行为特征的状态转移概率矩阵；基于未来路径的道路信息和相应的状态转移概率矩阵，生成预测车速；建立参数估计模型，对影响汽车能耗及剩余行驶里程的行驶参数进行估计；建立RDR计算模型以预测车辆剩余行驶里程，能耗预测模型以车速预测模型得到的预测车速和参数估计模型估算的行驶参数作为模型输入，计算出车辆能量消耗率；剩余能量预测模型用于预估车辆电池剩余能量；综合车辆能量消耗率及电池剩余能量即可预测车辆剩余行驶里程，并通过剩余行驶里程显示模型进行显示。 | CN:201910018307.7A | https://patentimages.storage.googleapis.com/4f/18/fa/6831f4618da421/CN109733248B.pdf | CN:109733248:B | 郭建华, 王引航, 刘纬纶, 刘翠, 石大排, 刘昨非, 刘康杰, 初亮 | Jilin University | WO:2015094807:A1 | Not available | 2020-07-24 | 1.一种基于路径信息的纯电动汽车剩余里程模型预测方法，其特征在于，包括以下步骤：, 步骤一、建立车速预测模型以生成未来路径预测车速：对一定数量的驾驶员历史行驶数据进行分析，提取路径信息，生成符合驾驶员行为特征的状态转移概率矩阵；基于未来路径的道路信息和相应的状态转移概率矩阵，生成受到未来道路信息控制的预测车速；, 包括以下步骤：, 1)依据驾驶员的历史车速数据和路径信息，生成该驾驶员在不同路面上的转移概率矩阵：, 1.1)工况数据采集与路径信息提取，分别进行实车工况数据采集和驾驶员工况数据采集，对驾驶员驾驶风格进行评价和分类，驾驶员在某类型道路i上的驾驶风格指标Jd(i)为：, Jd(i)＝w1·eavg(i)+w2vm(i)+w3vmax(i)+w4aam(i)+w5abm(i), 其中，eavg为该驾驶员在该类型道路上的平均能耗率，(kW/km)；vm为平均速度，(km/h)；vmax为最大速度，(km/h)；aam为平均加速度，(m/s2)；abm为平均减速度(绝对值)，(m/s2)；w1～5为权系数；, 1.2)依据道路类型划分行驶工况段；, 1.3)分类后的工况片段继续分割成加速阶段和减速阶段并计算加速度段距离比；, 1.4)阶段工况数据网格化：将同一驾驶员在同类道路上的加速接段和减速接段车速数据集中在一起，并对上述车速数据重新网格化和插值；, 1.5)对网格化后的阶段工况数据进行扫描，统计状态转移数；, 1.6)生成转移概率矩阵；, 2)基于未来的路径信息结合TPMs生成预测车速：, 2.1)从车载系统中获取车辆未来路径坐标与路径信息；, 2.2)根据路径坐标以及路径信息生成参考工况，参考工况显示了道路类型、长度、平均车速以及节点位置，2个节点之间即为一个工况片段；, 2.3)在生成参考工况后，系统对当前车辆驾驶员的驾驶风格进行识别并匹配相应类型的转移概率矩阵；, 2.4)依据参考工况，依次生成各类型道路上的工况段；, 2.5)进行工况段整合与滤波；, 2.6)生成预测车速曲线：当道路类型变化时，选择相应的转移概率矩阵，依次生成各路段车速曲线，直到预测车速距离与未来路径长度相等为止；, 步骤二、建立参数估计模型，对影响汽车能耗及剩余行驶里程的行驶参数进行估计；, 步骤三、建立RDR计算模型以预测车辆剩余行驶里程：RDR计算模型包括：能耗预测模型、剩余能量预测模型以及剩余行驶里程显示模型；能耗预测模型以车速预测模型得到的预测车速和参数估计模型估算的行驶参数作为模型输入，计算出车辆能量消耗率；剩余能量预测模型用于预估车辆电池剩余能量；综合车辆能量消耗率及电池剩余能量即可预测车辆剩余行驶里程，并通过剩余行驶里程显示模型进行显示。, 2.如权利要求1所述的一种基于路径信息的纯电动汽车剩余里程模型预测方法，其特征在于，所述步骤二参数估计模型对行驶参数进行估计具体包括：, 1)滚动阻力系数初值估计：, 滚动阻力系数初值fr0拟合公式为, \n\n, 其中，ei(i＝1～3)为拟合系数，ki为路面类型修正系数；, 2)路面坡度计算：, 通过地理信息系统和GPS路径经纬度可以计算得到路面坡度aslop(rad)，即, \n\n, 其中，Δh(m)为两个连续测量点之间的高度差；, 3)整车质量及滚动阻力系数动态估算：, 基于递推最小二乘估计算法动态估算整车质量mv和滚动阻力系数fr，, 在车辆行驶过程中，电机输出功率Pm(W)为, \n\n, 其中，Tm(N·m)为电机转矩；为电机转速；Fr(N)为滚动阻力；Faero(N)为空气阻力；Fg(N)为坡度阻力；Fm(N)为加速阻力；Ffric(N)为车轮处的传动系统摩擦力；, 将上式写成线性估计的标准型为, \n\n, 其中，, \n\n, \n\n, \n\n, 其中，Jw(kg·m2)为车轮转动惯量；r(m)为轮胎半径；ig是变速箱传动比；ax(m/s2)是纵向汽车加速度；v(m/s)为车辆行驶速度；, g(m/s2)为重力加速度；α(rad)为路面坡度；fr为滚动阻力系数；m(kg)为BEV整车质量；, 使下式最小：, \n\n, 其递归解为, \n\n, 其中，, \n\n, \n\n, 3.如权利要求1所述的一种基于路径信息的纯电动汽车剩余里程模型预测方法，其特征在于，所述步骤三中能耗预测模型的建立过程为：, 采用逆向建模方法建立能耗预测模型，模型的输入为车速，输出为电池输出功率Pbat(W)，即： , 其中，Fw(N)为汽车驱动力；v(m/s)为车辆行驶速度，由所述车速预测模型得到；, 滚动阻力Fr(N)由下式计算：, Fr＝frmvgcos(αslop), 式中，fr为滚动阻力系数，mv(kg)为整车质量，αslop(rad)为路面坡度，均由所述参数估计模型计算得到；g(m/s2)为重力加速度；, 空气阻力Faero(N)由下式计算：, \n\n, 式中，ρ(kg/m3)为空气密度；Af(m2)为汽车的迎风面积；Cd是空气阻力系数；Vwin(m/s)是行驶方向上的风速；, 坡度阻力Fg(N)由下式计算：, Fg＝mvgsin(αslop), 加速阻力Fm(N)由下式计算：, \n\n, 式中，Jw(kg·m2)为车轮转动惯量；Jm(kg·m2)为电机转动惯量；r(m)为轮胎半径；ig是变速箱传动比；dv/dt(m/s2)是纵向汽车加速度；, Ppt_loss(W)为车辆传动系统损失功率；, Paux(W)为电附件消耗功率。, 4.如权利要求1所述的一种基于路径信息的纯电动汽车剩余里程模型预测方法，其特征在于，所述步骤三中剩余能量预测模型的建立过程为：, 电池剩余能量Erue(kWh)可由下式计算：, Erue＝Q0·SoH·CtempUt,nom·(SOC-SOCend,nom), 其中，Q0(Ah)为新电池额定容量；Ctemp为电池温度修正系数；Ut,nom(V)为电池额定端电压；SOC为电池荷电状态；SOCend，nom为最低电池放电SOC；SoH为电池健康状态，定义为：, \n\n, 式中，Qbat(Ah)为当前电池额定容量；, 采用安时法对SOC进行估计：, \n\n, 式中，I(A)为电池输出电流。, 5.如权利要求1所述的一种基于路径信息的纯电动汽车剩余里程模型预测方法，其特征在于，所述步骤三中剩余行驶里程的计算方法为：, 从所述能耗预测模型和所述剩余能量预测模型中分别计算得到能量消耗率eavg和电池剩余能量Erue后，由下式可以计算得到当前时刻t2的剩余行驶里程RDRcal(km)，即, \n\n, 进一步由下式计算：, \n\n, 其中，RDRcal(t1)为在过去t1时刻的RDR预测结果；ΔLcum(t1,t2)为从t1到t2时刻行驶过的实际距离，由实际车速积分得到；, 最终显示的RDR预测结果RDRdis(km)可由下式计算：, RDRdis(t2)＝wdisRDRcal(t2)+(1-wdis)RDRcum(t2), 其中，wdis为权重系数，取值范围为[0,1]。 | CN | China | Expired - Fee Related | Y | True |
| 118 | 电动车的电池组 \n | CN208157589U | 技术领域本实用新型涉及一种电动车的电池组，且更具体地涉及一种能够提高电池元件模块的冷却效率的电动车的电池组。背景技术影响使用化石燃料(例如汽油和柴油)的车辆的最严重问题之一是造成的空气污染。作为解决这个问题的方案，人们正在关注使用可充电或放电的次级电池作为车辆的动力源。因此，例如，已经开发了仅使用电池移动的电动车(EV)，以及共同使用电池和现有发动机的混合电动车(HEV)，其中一些已被商业化。尽管镍金属氢(Ni-MH)电池主要用作例如EV和HEV的电源的次级电池，但是最近已经尝试使用例如锂离子电池。为了用作例如EV和HEV的动力源，次级电池必须具有高输出和大容量。为此，可以将多个小次级电池(单元电池)彼此串联连接，或者在一些情况下可以彼此串联或并联连接，以便构成电池元件模块(battery cell module，电池模块)。图1是示出根据现有技术的电动车的电池组的一个示例的概念图，图2 是示出构成图1的电池组的电池元件模块的透视图，图3是表示图2的电池元件模块的分解立体图，图4a和图4b是表示可归因于电池元件模块的形状的冷却性能的劣化的概念图。如图1至图3所示，根据现有技术的电动车的电池组的一个示例包括：框架组件5A和5B，其彼此并联布置，以便在电池载体(未示出)内安装多个电池元件模块20A、30A和40A；设置在框架组件5A和5B上方的安装托盘7；以及电池组盖10，其覆盖电池载体的顶部和电池元件模块20A、30A 和40A，这些电池元件模块彼此平行地水平布置，或者在托盘7之上竖直地相互堆叠。此处，各电池元件模块20A、30A和40A的下侧设有冷却板20B、30B 和40B，以便移除电池元件模块20A、30A和40A产生的热量。冷却板20B、 30B和40B通过冷却剂软管(未示出)接收冷却剂来冷却电池元件模块20A、 30A和40A。如图2和图3所示，每个电池元件模块100；20A、30A或40A均包括：多个次级电池110，它们竖直直立且彼此在左右方向的一较长长度平行地布置；以及第一端板120A和第二端板120B，其布置在电池元件模块的相对两端，且分别联接到最外侧的次级电池110，以便与其紧密接触。电池元件模块100具有左右方向较长的大致矩形形状，且内部电路板(ICB)130被布置在除第一端板120A和第二端板120B之外的其余侧表面部分。在左右方向上彼此平行设置一较长长度的次级电池110中，每个单元电池由作为阳极的电池111和作为阴极的电池112组成。各个电池由多个纵向穿入电池的拐角部中的长螺栓140彼此附接，以便构成单个电池元件模块 100。然而，如图4a和图4b所示，在根据现有技术的电动车的电池组的示例中，电池元件模块100；20A、30A或40A与设置为冷却电池元件模块100； 20A、30A或40A的冷却板8；20B、30B或40B之间会形成规定的间隙G，这是因为电池载体内限定的接收空间的形状或电池元件模块100；20A、30A 或40A的由于本身重量造成下表面的变形。该间隙会降低冷却性能。更具体地，如图4a所示，尽管设有热垫9以防止在电池元件模块100； 20A、30A或40A与冷却板8；20B、30B或40B的下表面之间形成间隙，但在电池元件模块100；20A、30A或40A的下表面成形为向上凸起的情况下，与电池元件模块100；20A、30A或40A的下表面接触的冷却板8；20B、30B 或40B的中心部会由于其本身重量而下垂，这是因为冷却板8；20B、30B或40B在左右方向上较长。因此，降低冷却性能的间隙就会形成在热垫9的上表面与电池元件模块100；20A、30B或40A的下表面之间。另外，如图4b 所示，在电池元件模块100；20A、30A或40A的下表面形成为向下凹入的情况下，电池元件模块100；20A、30A或40A的相对的左右端部可由于其本身重量而下垂。因此，如上所述的间隙可形成在热垫9的上表面与电池元件模块100；20A、30B或40A的下表面之间，这引起冷却性能的减弱。实用新型内容\n技术问题\n因此，本实用新型被设计为解决上述问题，本实用新型的目的是提供一种电动车的电池组，其能够改善冷却性能而不管电池元件模块的形状如何，且在车辆行驶时减少来自路面的振动传递。\n技术方案\n为实现上述目的，根据本实用新型的一个方案，提供一种电动车的电池组，其包括：电池元件模块；电池接纳区，其中设有构造为支撑电池元件模块的元件模块支撑单元；冷却板，其设置在电池元件模块与元件模块支撑单元之间，冷却板的形状对应于电池元件模块的形状；以及间隙防止垫，其被构造为当电池元件模块被固定在电池接纳区中时，防止在冷却板与电池元件模块之间形成间隙。此处，冷却板可具有一上表面，该上表面被构造为与电池元件模块的下表面形成紧密接触，以便支撑该下表面，且冷却板可具有一下表面，该下表面被构造为由元件模块支撑单元支撑，且间隙防止垫设置在除元件模块支撑单元以外的区域。此外，间隙防止垫可包括至少一个间隙防止垫，该至少一个间隙防止垫位于与元件模块支撑单元不同的高度处且由与元件模块支撑单元不同的材料形成，且至少一个间隙防止垫可与冷却板接触。此外，间隙防止垫可包括至少一个间隙防止垫，该至少一个间隙防止垫位于与元件模块支撑单元不同的高度处或由与元件模块支撑单元不同的材料形成，且至少一个间隙防止垫可与冷却板接触。此外，在用于将电池元件模块与元件模块支撑单元彼此固定的紧固构件之中，间隙防止垫可位于纵向相对的两端的最外侧紧固构件之间。此外，间隙防止垫可位于支撑电池元件模块的下表面同时围绕元件模块支撑单元的一位置。此外，电池接纳区的底表面可形成有垫安置凹部，间隙防止垫位于且联接于垫安置凹部中。此外，电池组还可包括空调模块，空调模块包括压缩机、冷凝器、膨胀器、和蒸发器，且冷却板可具有入口和出口，入口构造为接收从空调模块的一侧分出的制冷剂，出口构造为将已与电池元件模块进行热交换的冷却剂供应到空调模块的其余侧。此外，电池组还可包括内部热交换器，其构造为与从以下任一路径分出的制冷剂进行热交换：压缩机与冷凝器之间的路径、冷凝器与膨胀器之间的路径、膨胀器与蒸发器之间的路径、以及蒸发器与压缩机之间的路径；以及泵，其构造为将已与内部热交换器进行热交换的盐水引导至冷却板，且冷却板可具有用于引入和排放盐水的入口和出口。此外，电池组还可包括冷却供应软管和冷却排放软管，该冷却供应软管和冷却排放软管分别连接到冷却板的入口和出口，以便将制冷剂或盐水引入和排出冷却板的内部，且冷却供应软管和冷却排放软管数量可设置为对应于电池元件模块的数量，且流过冷却供应软管和冷却排放软管的制冷剂或盐水的流量受控，以便与所述电池元件模块的容量成比例。同时，根据本实用新型的另一方案，提供一种电动车的电池组，其包括：电池元件模块；电池载体，其具有接纳空间，电池元件模块被接纳在该接纳空间中，电池载体使用紧固构件固定到车体；元件模块支撑单元，其设置在电池载体中的接纳空间的底部；冷却板，其被叠放在元件模块支撑单元上；热垫，其被插入在电池元件模块与冷却板之间，以便将电池元件模块中产生的热量传递到冷却板；以及间隙防止垫，其设置在电池载体中的接纳空间的底部上，以便与元件模块支撑单元合作支撑冷却板的一部分下表面，从而防止在电池元件模块的下表面与热垫之间形成间隙，且防止在热垫与冷却板之间形成间隙。此处，间隙防止垫可位于安装孔中，该安装孔形成在元件模块支撑单元的支撑冷却板的下表面的中心部的位置处。此外，间隙防止垫可包括布置在安装孔中的至少两个或更多个间隙防止垫。此外，间隙防止垫可定位为支撑冷却板的相对左右两端。此外，间隙防止垫的上表面可高于元件模块支撑单元的上表面。此外，间隙防止垫可设置在电池载体中的接纳空间的底部，以便围绕元件模块支撑单元的边缘。此外，电池载体中的接纳空间的底部可设有垫安置凹部，间隙防止垫位于且联接于垫安置凹部中。此外，间隙防止垫可由弹性材料形成。此外，间隙防止垫可由弹簧、橡胶、以及泡沫塑料中的任一种形成。此外，电池组还可包括：冷却供应软管，其构造为将制冷剂或盐水供应到冷却板中；以及冷却排放软管，其构造为将已进行热交换的冷却剂或盐水从冷却板排放，其中，冷却板包括：入口，其构造为接纳来自冷却供应软管的制冷剂或盐水；以及出口，其构造为将已进行热交换的制冷剂或盐水从冷却排放软管排出。技术效果根据本实用新型的一个示例性实施例的电动车的电池组可以实现如下效果。首先，即使在电池元件模块的下表面成形为向上凸出或向下凹陷的情况下，也可以执行向冷却板的转移热量而没有间隙，这可以防止冷却性能的下降。其次，间隙防止垫由弹性材料形成，从而用于减轻车辆行驶时来自路面产生的振动。本实用新型的效果不限于上述效果，本领域技术人员从权利要求书的描述中可以清楚地了解上文未提及的其它效果。附图说明从以下结合附图的详细描述中，将更清楚地理解本实用新型的以上和其它目的、特征和其他优点，在附图中：图1是示出根据现有技术的电动车的电池组的一个示例的概念图；图2是示出构成图1的电池组的电池元件模块的立体图；图3是图2的电池元件模块的分解立体图；图4a和图4b是示出电池元件模块的形状引起冷却性能的下降的概念图；图5是示出根据本实用新型的示例性实施例的电动车的电池组的立体图；图6是示出图5的电动车用电池组的分解立体图；图7a至图7d是示出根据本实用新型的示例性实施例的电动车的电池组的组装顺序的视图；图8a是沿图7b的线A-A截取的剖视图；图8b是沿图7d的线B-B截取的剖视图；图9a至9c是示出在根据本实用新型的示例性实施例的电动车的电池组的构成元件中，根据第一实施例的间隙防止垫的各种应用形状的立体图；图10是示出在根据本实用新型的示例性实施例的电动车的电池组的构成元件中，根据第二实施例的间隙防止垫的分解立体图；以及图11是示出图10的电池元件模块的安装状态的剖视图。具体实施方式在下文中，将参照附图详细描述根据本实用新型的电动车的电池组的示例性实施例。图5是示出根据本实用新型的示例性实施例的电动车的电池组的立体图。图6是示出图5的电动车的电池组的分解立体图。图7a至图7b是示出根据本实用新型的示例性实施例的电动车的电池组的组装顺序的视图。图8a 是沿图7b的线A-A截取的剖视图，图8b是沿图7d的线B-B截取的剖视图。在本实用新型的示例性实施例中，如图5至图7d所示，电动车的电池组200包括：电池元件模块220和230；电池接纳区(参见图5的附图标记 210)，其中接收被构造为支撑电池元件模块220和230的电池元件模块支撑单元240；冷却板400，其设置在电池元件模块220和230与电池元件模块支撑单元240之间，冷却板400的形状对应于电池元件模块220和230；以及间隙防止垫300，其被构造为当电池元件模块220和230被固定在电池接纳区中时，防止冷却板400与电池元件模块220和230之间形成间隙。此处，如下文描述的，“电池接纳区”可以是表示具有开放上侧的电池载体210的术语。在下文中，术语“电池接纳区”用于表示接收上述电池元件模块220和230的整个空间，具有电池接纳区的构成元件大致被称为“电池载体210"。更具体地，在本实用新型的示例性实施例中，电动车的电池组200可包括：电池元件模块220和230；电池载体210，其限定接纳电池元件模块220 和230的接纳空间，并经由紧固构件(未示出)固定到车体；元件模块支撑单元240，其设置在电池载体210的接纳空间的底部；冷却板400，其堆叠在元件模块支撑单元240上；热垫500，其插入在电池元件模块220和230 与冷却板400之间，以便将电池元件模块220和230产生的热量传递到冷却板400；以及间隙防止垫300，其设置在电池载体210中的接纳空间的底部，以便与元件模块支撑单元240合作支撑冷却板400的一部分下表面，间隙防止垫300用于防止电池元件模块220和230的下表面与热垫500之间以及热垫500与冷却板400之间形成间隙。在“背景技术”部分所述的电池元件模块220和230中，多个次级电池 (单元电池：元件)彼此组装以构成单个模块。单个模块足以提供驾驶车辆所需的电力并使其能够充电、放电。各个电池元件模块220和230采用在左右方向上较长的大致矩形水平横截面的长方体的形式，并且是多个次级电池的组件。每个电池元件模块220 和230的下表面可呈这样的总体形状：使得其基于电池载体210中的接纳空间的底部形状朝向中心向上凸出或向下凹陷，或者可呈平坦的整体形状。元件模块支撑单元240由金属或塑料材料形成。元件模块支撑单元240 的数量与电池元件模块220和230的数量相等，其被布置在电池载体210 中的接纳空间的底部，且用于固定电池元件模块220和230的位置。上述每个元件模块支撑单元240设置在电池载体210中的接纳空间的底部上，使得其上表面与间隙防止垫300的高度相同或高度略有不同，因此大体用于支撑冷却板400的下表面。此处，冷却板400的上表面与每个电池元件模块220或230的下表面紧密接触，以便支撑下表面。冷却板400的下表面可以由元件模块支撑单元 240支撑，且还可以由位于除元件模块支撑单元240之外的区域的间隙防止垫300支撑，而非由元件模块支撑单元240支撑。如图6所示，间隙防止垫300可以设置在电池接纳区上且联接到电池接纳区，更确切地说，设置在垫安置凹部205上且联接到垫安置凹部205，垫安置凹部205形成在电池载体210中的接纳空间的底部。垫安置凹部205用于防止在间隙防止垫300位于其中且与之联接后形成水平间隙，并且指示根据下面将描述的各种实施例的间隙防止垫300的精确的联接位置。冷却板400可以具有规定的厚度，以允许冷却剂(未示出)被引入其一侧，且在冷却板400内部循环和进行热交换之后从其另一侧排放。冷却板 400的形状可近似对应于电池元件模块220或230的下表面，以确保在电池元件模块220或230的整个下表面上均匀地发生热交换。冷却板400通过移走电池元件模块220或230中产生的热来冷却电池元件。虽然被引入冷却板400中的流体可以是气相流体或液相流体，但是在气相流体的情况下，通过使用例如鼓风机而将空气同时吹送到整个电池元件模块220或230是有利的。因此，在本实用新型的示例性实施例中，移动到如冷却板400的受限部分的流体将被描述为限于液相流体，且允许作为冷却剂的任何种类的液相流体。例如，虽然在附图中未示出，但是根据本实用新型的示例性实施例，电动车的电池组200还包括空调模块，该空调模块包括压缩机、冷凝器、膨胀器和蒸发器，且分别设置在上述电池接纳区的外部。冷却板400可构造为从空调模块的一侧供应冷却剂，然后在与电池元件模块220或230进行热交换之后再供应到空调模块的另一侧。在另一个示例中，尽管未示出，但是根据本实用新型的示例性实施例，电动车的电池组200还可包括内部热交换器，其构造为与以下任一路径分出的制冷剂进行热交换，这些路径为从压缩机与冷凝器之间的路径、冷凝器与膨胀器之间的路径、膨胀器与蒸发器之间的路径、以及蒸发器与压缩机之间的路径；以及泵(未示出)，其构造为将经由内部热交换器进行热交换的盐水引导到冷却板400。此时，盐水大致用作与电池元件模块220和230进行热交换的热交换流体。众所周知，盐水是进行间接冷冻操作的中间材料，可以是例如氯化钙、氯化钠或氯化镁的水溶液，并可以是用作热交换介质的冷却水，与直接执行热交换的制冷剂不一样。如图6所示，冷却板400可具有：入口411，冷却剂或盐水被引入该入口；以及出口413，从该出口排放冷却剂或盐水。如图7b和图7d所示，安装在电池载体210内的接纳空间内部和外部的冷却供应软管600A和冷却排放软管600B可以分别连接到冷却板400的入口411和出口413，以便能够供应或排放冷却剂或盐水。这里，通过冷却板400的入口411和出口413，冷却供应软管600A和冷却排放软管600B可以连接到空调模块，以便能够直接引入空调模块的冷却剂，且冷却供应软管600A和冷却排放软管600B可以连接到内部热交换器，以便能够直接引入内部热交换器的盐水。此外，在设有两个或更多个电池元件模块220、230的情况下，冷却供应软管600A和冷却排放软管600B的数量可以与电池元件模块220、230的数量相等，且在冷却供应软管600A和冷却排放软管600B内流动的冷却剂或盐水的流量可控，以便与各个电池元件模块220和230的容量成比例。通过单独控制阀(未示出)的已知控制技术可以用来控制冷却剂或盐水的流量。同时，热垫500插入在电池元件模块220或230与冷却板400之间，且用于防止电池元件模块220或230的下表面与冷却板400的上表面之间形成间隙，且将电池元件模块220或230的下表面提供的热量传递到冷却板400。因此，热垫500可以由具有高传热效率的材料形成，且可以由柔性材料形成，其可以支撑电池元件模块220或230的重量，从而防止在电池元件模块220 或230的下表面与冷却板400之间形成降低传热性能的间隙。间隔防止垫300与上述元件模块支撑单元240一同设置在电池载体210 的接纳空间的底部，且用于防止在电池元件模块220或230的下表面与热垫 500之间或在热垫500与冷却板400之间形成间隙。这用于防止热垫500的一部分与电池元件模块220或230的下表面分离，或者防止冷却板400与热垫500的一部分分离，这在冷却板400的一部分由于冷却板400的重量而下垂时引起，因为冷却板400呈纵向长形以便对应于电池元件模块220或230的下表面，且冷却板400的内部填充有冷却剂或盐水。以下将参照附图(特别是图7a至图7d)简要描述根据本实用新型的示例性实施例的具有上述结构的电动车的电池组200的装配过程。首先，如图7a所示，元件模块支撑单元240设置且联接于在电池载体 210中的接纳空间的底部。此时，元件模块支撑单元240的数量可等于设置在电池载体210中的接纳空间的底部上的电池元件模块220和230的数量。此外，如图7a所示，间隔防止垫300(限于下文将描述的第一实施例的间隙防止垫300)位于安装孔242中，安装孔242形成在各元件模块支撑单元240中。间隙防止垫300可使用紧固构件(未示出)联接到电池载体 210中的接纳空间的底部，当然也可以例如粘合剂的粘合构件联接。随后，如图7b所示，冷却板400使用例如螺栓的紧固构件423联接到电池载体210中的接纳空间的底部，以便覆盖元件模块支撑单元240和间隙防止垫300。随后，如图7c所示，热垫500和电池元件模块220和230被按顺序地相互堆叠放在冷却板400上。此时，电池元件模块220和230可使用例如螺栓的紧固构件223直接联接到电池载体210中的接纳空间的底部，以便消除冷却板400、热垫500与电池元件模块220和230的下表面之间的间隙。以这种方式，当元件模块支撑单元240、间隙防止垫300、冷却板400、热垫500、以及电池元件模块220和230被相互叠放在电池载体210中的接纳空间中时，如图7d所示，一个电池组就完成组装了。同时，间隙防止垫300可以实施为下文将描述的两个实施例。图9a至图9c是示出在根据本实用新型的示例性实施例的电动车的电池组的构成元件中，根据第一实施例的间隙防止垫的各种应用形状的立体图。图10是示出在根据本实用新型的示例性实施例的电动车的电池组的构成元件中，根据第二实施例的间隙防止垫的分解立体图。图11是示出图10的电池元件模块的安装状态的剖视图。如图6所示，根据第一实施例的间隙防止垫300具有的重要技术特征是，元件模块支撑单元240包括安装孔242，安装孔242形成在元件模块支撑单元240的用于支撑冷却板400的下表面的中心部的位置处。此外，根据第一实施例的间隙防止垫300可成形为位于最外侧紧固构件 423之间，最外侧紧固构件423是在将电池元件模块220或230和元件模块支撑单元240彼此固定的多个紧固构件423中位于相对的纵向两端的紧固构件。更具体地，呈近似矩形的安装孔242竖直地形成在元件模块支撑单元240 的中心中，从而露出电池载体210中的接纳空间的一部分底部，且根据第一实施例的间隙防止垫300设置在安装孔242中。此处，根据第一实施例的间隙防止垫300可形成在不同的高度处和/或可由与元件模块支撑单元240不同的材料形成。间隔防止垫300的上表面的高度可以比元件模块支撑单元240的上表面的高度更高，且可以由弹性模量高于元件模块支撑单元240的材料形成。如图9a至图9c所示，根据上述第一实施例的间隙防止垫300可以包括布置在安装孔242中的两个或更多个间隙防止垫300。也就是说，如图9a所示，两个间隙防止垫300B可以在呈矩形的安装孔242中彼此沿纵向的一较长距离平行地布置。如图9b所示，两个间隙防止垫300C可以沿纵向或与纵向正交的方向上彼此平行布置。如图9c所示，四个间隙防止垫300B可以在纵向上和与纵向正交的方向上彼此平行布置。同时，如图10所示，根据第二实施例的间隙防止垫300'的技术结构是，其定位为支撑冷却板400的相对的左右两端。更具体地，如图10所示的根据第二实施例的间隙防止垫300'可设置在电池载体210中的接纳空间的底部上，以便围绕元件模块支撑单元240'的边缘。此外，根据第二实施例的间隙防止垫300'可成形和定位为在围绕元件模块支撑单元240'的同时支撑电池元件模块220或230的下表面。此处，按照与根据第一实施例的间隙防止垫300相同的方式，根据第二实施例的间隙防止垫300'可形成在与元件模块支撑单元240'不同的高度处和/或可由与元件模块支撑单元240'不同的材料形成。间隙防止垫300'的上表面可比元件模块支撑单元240'的上表面更高，且可由弹性模量高于元件模块支撑单元240'的材料形成。同时，根据第一实施例和第二实施例的间隙防止垫300和300'可由弹性材料形成。更具体地说，间隙防止垫300和300'可以由弹簧、橡胶、和泡沫塑料中的任何一种形成，从而有效地弹性支撑冷却板400，冷却板400设置为表面接触电池元件模块220和230的下表面且对应于电池元件模块220 和230的下表面的形状。如图8a和图8b所示，下面将通过示例来描述根据第一实施例的间隙防止垫300的情况。当具有平坦下表面的电池元件模块220或230设置在根据第一实施例的间隙防止垫300所设置的位置处时，首先，根据第一实施例的间隙防止垫300在接纳来自电池元件模块220或230的中心部的重量时收缩，直至电池元件模块220或230的相对的左右两端的重量由元件模块支撑单元240支撑。因此，电池元件模块220或230以与原始形式相同的平坦状态安装，这可以防止在电池元件模块220或230的下表面与热垫500之间以及在热垫500与冷却板400之间形成间隙。此外，尽管图8a和图8b中未示出，但在设置根据第一实施例的间隙防止垫300的情况下，当具有向上凸起的下表面的电池元件模块220或230 被叠放在间隙防止垫300上时，首先，根据第一实施例的间隙防止垫300 在接纳来自电池元件模块220或230的中心部的重量时收缩。然而，由于电池元件模块220或230的下表面向上凸起，所以根据第一实施例的间隙防止垫300的收缩程度减小。因此，可以防止在电池元件模块220或230的下表面与热垫500之间以及在热垫500与冷却板400之间形成间隙，同时保持电池元件模块220或230的下表面的形状具有原始形状。类似地，尽管图8a和图8b中未示出，但在设置根据第一实施例的间隙防止垫300的情况下，当具有向下凹陷的下表面的电池元件模块220或230 被叠放在间隙防止垫300上时，首先，根据第一实施例的间隙防止垫300 在接纳来自电池元件模块220或230的中心部的重量时收缩，直至元件模块支撑单元240支撑电池元件模块220和230的相对左右两端的重量，这样能够防止在电池元件模块220或230的下表面与热垫500之间以及在热垫500 和冷却板400之间形成间隙，同时保持电池元件模块220或230的下表面的形状具有原始形状。此外，如图10所示，下面将通过示例描述根据第二实施例的间隙防止垫300'的情况。当具有平坦的下表面的电池元件模块220或230被叠放在设有根据第二实施例的间隙防止垫300'的位置时，首先，根据第二实施例的间隙防止垫300'在接纳电池元件模块220或230的相对左右两端的重量时收缩，直至其高度变得与中心元件模块支撑单元240'的高度相同，从而继续允许电池元件模块220或230被安装在如同其原始形状的平坦状态。以此方式，可防止在电池元件模块220或230的下表面与热垫500之间以及在热垫500 与冷却板400之间形成间隙。此外，尽管图10中未示出，但在设置根据第二实施例的间隙防止垫300' 的情况下，当具有向上凸起的下表面的电池元件模块220或230被叠放在根据第二实施例的间隙防止垫300'上时，首先，根据第二实施例的间隙防止垫 300'在接纳来自电池元件模块220或230的相对左右两端的重量时会收缩，直至电池元件模块220或230的中心部的重量由元件模块支撑单元240'支撑，由此可以防止在电池元件模块220或230的下表面与热垫500之间以及在热垫500与冷却板400之间形成间隙，同时保持电池元件模块220或230 的下表面的形状。类似地，尽管图10中未示出，但在设置根据第二实施例的间隙防止垫 300'的情况下，当具有向下凹陷的下表面的电池元件模块220或230被叠放在根据第二实施例的间隙防止垫300'上时，首先，根据第二实施例的间隙防止垫300'在接纳来自电池元件模块220或230的相对左右两端的重量时收缩，直至电池元件模块220或230的中心部的重量由元件模块支撑单元240' 支撑，这引起间隙防止垫300'的收缩程度减小。总之，可以防止在电池元件模块220或230的下表面与热垫500之间以及在热垫500与冷却板400之间形成间隙，同时保持具有原始形状的电池元件模块220或230的下表面的形状。根据本实用新型的具有上述结构的电动车的电池组200的一个示例性实施例，通过使用间隙防止垫300和300'来防止在电池元件模块200和230 与热垫500之间以及在热垫500与冷却板400之间形成间隙，同时保持电池元件模块220和230的形状的结果是，可以防止冷却性能降低。此外，间隙防止垫300和300'被构造为弹性地支撑电池元件模块220和 230的下表面，因为其容易收到例如振动，从而防止电池元件模块220和230 的耐久性减弱。虽然已经示出和描述了根据本实用新型的电动车的电池组的优选实施例，但是本实用新型不限于上述特定实施例，本领域技术人员能够进行修改、添加和替换而不脱离如所附权利要求书公开的本实用新型的范围和精神。所有的修改、添加和替代不应独立于本实用新型的技术精神或前景来理解。 | 公开了一种电动车的电池组，其包括：电池元件模块；电池接纳区，其中设有构造为支撑电池元件模块的元件模块支撑单元；冷却板，其设置在电池元件模块与元件模块支撑单元之间，冷却板的形状对应于电池元件模块的形状；以及间隙防止垫，构造为当电池元件模块被固定在电池接纳区中时，防止在冷却板与电池元件模块之间形成间隙，由此防止减弱冷却性能和耐久性。 | CN:201690000506.5U | https://patentimages.storage.googleapis.com/0f/e6/60/cf85c4d717a94f/CN208157589U.pdf | CN:208157589:U | 方承贤, 金拂辉, 李相贤 | LG Electronics Inc | NaN | Not available | 2018-11-27 | 1.一种电动车的电池组，其特征在于，包括：, 电池元件模块；, 电池接纳区，其中设有构造为支撑所述电池元件模块的元件模块支撑单元；, 冷却板，其设置在所述电池元件模块与所述元件模块支撑单元之间，所述冷却板的形状对应于所述电池元件模块的形状；以及, 间隙防止垫，其被构造为当所述电池元件模块被固定在所述电池接纳区中时，防止在所述冷却板与所述电池元件模块之间形成间隙。, \n \n, 2.根据权利要求1所述的电池组，其特征在于，所述冷却板具有一上表面，所述冷却板的上表面构造为与所述电池元件模块的下表面形成紧密接触，以便支撑所述下表面，以及, 其中，所述冷却板具有一下表面，所述冷却板的下表面构造为由所述元件模块支撑单元支撑，且所述间隙防止垫设置在所述元件模块支撑单元以外的区域。, \n \n, 3.根据权利要求1所述的电池组，其特征在于，所述间隙防止垫包括至少一个间隙防止垫，所述至少一个间隙防止垫位于与所述元件模块支撑单元不同的高度处且由与所述元件模块支撑单元不同的材料形成，且所述至少一个间隙防止垫与所述冷却板接触。, \n \n, 4.根据权利要求1所述的电池组，其特征在于，所述间隙防止垫包括至少一个间隙防止垫，所述至少一个间隙防止垫位于与所述元件模块支撑单元不同的高度处或由与所述元件模块支撑单元不同的材料形成，且所述至少一个间隙防止垫与所述冷却板接触。, \n \n \n, 5.根据权利要求3或4所述的电池组，其特征在于，在用于将所述电池元件模块与所述元件模块支撑单元彼此固定的紧固构件之中，所述间隙防止垫位于纵向相对的两端的最外侧紧固构件之间。, \n \n \n, 6.根据权利要求3或4所述的电池组，其特征在于，所述间隙防止垫位于支撑所述电池元件模块的下表面同时围绕所述元件模块支撑单元的一位置。, \n \n \n, 7.根据权利要求1或2所述的电池组，其特征在于，所述电池接纳区的底表面形成有垫安置凹部，所述间隙防止垫位于且联接于所述垫安置凹部中。, \n \n, 8.根据权利要求1所述的电池组，其特征在于，所述电池组还包括空调模块，所述空调模块包括压缩机、冷凝器、膨胀器、和蒸发器，, 其中，所述冷却板具有入口和出口，所述入口构造为接收从所述空调模块的一侧分出的制冷剂，所述出口构造为将已与所述电池元件模块进行热交换的冷却剂供应到所述空调模块的其余侧。, \n \n, 9.根据权利要求1所述的电池组，其特征在于，所述电池组还包括：, 内部热交换器，其构造为与从以下任一路径分出的制冷剂进行热交换，这些路径有：压缩机与冷凝器之间的路径、所述冷凝器与膨胀器之间的路径、所述膨胀器与蒸发器之间的路径、以及所述蒸发器与所述压缩机之间的路径；以及, 泵，其构造为将已与所述内部热交换器进行热交换的盐水引导至所述冷却板，, 其中，所述冷却板具有用于引入和排放所述盐水的入口和出口。, \n \n \n, 10.根据权利要求8或9所述的电池组，其特征在于，所述电池组还包括冷却供应软管和冷却排放软管，所述冷却供应软管和冷却排放软管分别连接到所述冷却板的入口和出口，以便将制冷剂或盐水引入和排出所述冷却板的内部，, 其中，所述冷却供应软管和所述冷却排放软管的数量设置为对应于所述电池元件模块的数量，且流过所述冷却供应软管和冷却排放软管的制冷剂或盐水的流量受控，以便与所述电池元件模块的容量成比例。, 11.一种电动车的电池组，其特征在于，包括：, 电池元件模块；, 电池载体，其具有接纳空间，所述电池元件模块被接纳在所述接纳空间中，所述电池载体使用紧固构件固定到车体；, 元件模块支撑单元，其设置在所述电池载体中的接纳空间的底部；, 冷却板，其被叠放在所述元件模块支撑单元上；, 热垫，其被插入所述电池元件模块与所述冷却板之间，以便将所述电池元件模块中产生的热量传递到所述冷却板；以及, 间隙防止垫，其设置在所述电池载体中的接纳空间的底部，以便与所述元件模块支撑单元合作支撑所述冷却板的一部分下表面，从而防止在所述电池元件模块的下表面与所述热垫之间形成间隙，且防止在所述热垫与所述冷却板之间形成间隙。, \n \n, 12.根据权利要求11所述的电池组，其特征在于，所述间隙防止垫位于安装孔中，所述安装孔形成在所述元件模块支撑单元的支撑所述冷却板的下表面的中心部的位置处。, \n \n, 13.根据权利要求12所述的电池组，其特征在于，所述间隙防止垫包括布置在所述安装孔中的至少两个或更多个间隙防止垫。, \n \n, 14.根据权利要求11所述的电池组，其特征在于，所述间隙防止垫定位为支撑所述冷却板的相对左右两端。, \n \n \n, 15.根据权利要求11或14所述的电池组，其特征在于，所述间隙防止垫的上表面高于所述元件模块支撑单元的上表面。, \n \n, 16.根据权利要求15所述的电池组，其特征在于，所述间隙防止垫设置在所述电池载体中的接纳空间的底部，以便围绕所述元件模块支撑单元的边缘。, \n \n, 17.根据权利要求16所述的电池组，其特征在于，所述电池载体中的接纳空间的底部设有垫安置凹部，所述间隙防止垫位于且联接于所述垫安置凹部中。, \n \n, 18.根据权利要求11所述的电池组，其特征在于，所述间隙防止垫是由弹性材料形成的材料。, \n \n, 19.根据权利要求11所述的电池组，其特征在于，所述间隙防止垫是由弹簧、橡胶、以及泡沫塑料中的任一种形成的材料。, \n \n, 20.根据权利要求11所述的电池组，其特征在于，所述电池组还包括：冷却供应软管，其构造为将制冷剂或盐水供应到所述冷却板中；以及冷却排放软管，其构造为将已进行热交换的冷却剂或盐水从所述冷却板排出，, 其中，所述冷却板包括：, 入口，其构造为接纳来自所述冷却供应软管的制冷剂或盐水；以及, 出口，其构造为从所述冷却排放软管排放已经进行过热交换的制冷剂或盐水。 | CN | China | Expired - Fee Related | H | True |
| 119 | 基于区块链的电动汽车电池更换系统 \n | CN108001428B | 技术领域这里讨论的实施例涉及基于区块链的电动汽车电池更换系统和方法。背景技术区块链技术起源于比特币。区块链可被视为一种以去中心化方式进行操作的分布式数据库。区块链技术通过使用数据加密、时间戳、分布式共识和经济激励等手段，在分布式系统中的交易节点无需互相信任的情况下，实现基于去中心化的点对点交易、协调与协作，从而解决中心化机构普遍存在的高成本、低效率和数据存储不安全等问题。随着近年来比特币的发展和普及，区块链作为一种新形式的具有普适性的分布式底层架构，可以应用于金融、经济、科技甚至政治等各个领域。以车载电池为动力源，通过电机进行驱动的电动汽车(electric vehicle：EV)已变得越来越普及。为此，建设了用于为电动汽车更换电池的换电站，电动汽车可以在换电站将电力已耗尽的电池更换成充满电的电池并支付或收取相应的费用。在电动汽车电池更换系统中，存在两个需要解决的问题，即信任问题和效率问题。信任问题是如何保证电池信息的安全性和可信性，而效率问题是如何在电动汽车和换电站之间快速有效地完成有关电池更换的交易。发明内容在下文中将给出关于本公开的简要概述，以便提供关于本公开的某些方面的基本理解。应当理解，这个概述并不是关于本公开的穷举性概述。它并不是意图确定本公开的关键或重要部分，也不是意图限定本公开的范围。其目的仅仅是以简化的形式给出某些概念，以此作为稍后论述的更详细描述的前序。为了解决电动汽车电池更换系统的信任问题和效率问题，本发明人提出了基于区块链的电动汽车电池更换系统。通过将区块链技术应用于电动汽车电池更换系统，可以利用区块链的不可篡改性在电池更换过程中将电池信息存储在区块链上来解决信任问题；并且可以利用区块链技术中的智能合约实现与电池更换有关的自动交易，并且通过调节区块链的性能参数来优化交易过程，从而解决效率问题。根据本公开的一个方面，提供了一种基于区块链的电动汽车电池更换系统。该电动汽车电池更换系统包括：获取单元，从电动汽车获取电动汽车处的待更换的第一电池的电池信息，从换电站获取换电站处的用于更换第一电池的第二电池的电池信息，并且将所获取的电池信息输入到电动汽车电池更换系统的区块链的智能合约；评估单元，基于获取单元获取的第一电池和第二电池的电池信息利用智能合约评估第一电池的价值和第二电池的价值；更换单元，基于评估单元评估的第一电池的价值和第二电池的价值，将第一电池更换为第二电池并且将更新的第一电池和第二电池的电池信息以及与电池更换交易相关的交易信息存储在区块链中；调整单元，根据电动汽车和换电站之间的电池更换交易的交易延迟时间来调整区块链的性能参数。根据本公开的另一方面，提供了一种基于区块链的电动汽车电池更换方法，包括：获取步骤，用于从电动汽车获取电动汽车处的待更换的第一电池的电池信息，从换电站获取换电站处的用于更换第一电池的第二电池的电池信息，并且将所获取的电池信息输入到区块链的智能合约；评估步骤，用于基于所获取的第一电池和第二电池的电池信息利用智能合约评估第一电池的价值和第二电池的价值；更换步骤，用于基于所评估的第一电池的价值和第二电池的价值，将第一电池更换为第二电池并且将更新的第一电池和第二电池的电池信息以及与电池更换交易相关的交易信息存储在区块链中；以及调整步骤，用于根据电动汽车和换电站之间的电池更换交易的交易延迟时间来调整区块链的性能参数。附图说明参照下面结合附图对本公开实施例的说明，会更加容易地理解本公开的以上和其它目的、特点和优点。附图中的部件不是成比例绘制的，而只是为了示出本公开的原理。在附图中，相同的或类似的技术特征或部件将采用相同或类似的附图标记来表示。图1是示出了根据本公开的一个实施例的电动汽车电池更换系统的配置的框图；图2是示出了根据本公开的实施例的电动汽车电池更换系统进行的电池更换过程的示意图；图3示出了根据本公开的实施例的与电动汽车放电过程相关的电池信息的数据结构以及智能合约的示意图；图4示出了根据本公开的实施例的与换电站充电过程相关的电池信息的数据结构以及智能合约的示意图；图5示出了根据本公开的一个实施例的用于确定计算电池使用率的权重的层次分析方法的流程图；图6示出了根据本公开的一个实施例的根据电池品牌相同的其他电池的使用信息调整电池市场价格的方法的流程图；图7示出了根据本公开的一个实施例的动态调整挖矿困难度的方法的流程图；以及图8示出了根据本公开的一个实施例的电动汽车电池更换方法的流程图。具体实施方式在下文中将结合附图对本公开的示例性实施例进行描述。为了清楚和简明起见，在说明书中并未描述实际实施方式的所有特征。然而，应该了解，在开发任何这种实际实施方式的过程中可以做出很多特定于实施方式的决定，以便实现开发人员的具体目标，并且这些决定可能会随着实施方式的不同而有所改变。在此，还需要说明的一点是，为了避免因不必要的细节而模糊了本公开，在附图中仅仅示出了与根据本公开的方案密切相关的部件，而省略了与本公开关系不大的其他细节。根据本公开，电动汽车和换电站作为节点组成区块链的点对点(peer to peer)分布式网络，其中换电站是该分布式网络的矿工节点，而电动汽车仅作为交易节点。在电动汽车电池更换系统中存在电池在换电站处进行充电的充电过程、电动汽车在行驶过程中使用电池的放电过程以及电动汽车在换电站处更换电池的更换过程。在电池的更换过程中，关于电动汽车的待更换的电池和换电站处用于更换的电池的信息被更新并且存储在区块链中。此外，关于电池更换交易的信息也被存储在区块链中。图1是图示了根据本公开的一个实施例的电动汽车电池更换系统100的配置的框图。电动汽车电池更换系统100包括获取单元101、评估单元102、更换单元103和调整单元104。根据本公开的实施例，获取单元101从电动汽车获取电动汽车处的待更换的第一电池的电池信息，从换电站获取换电站处的用于更换第一电池的第二电池的电池信息，并且将所获取的电池信息输入到电动汽车电池更换系统的区块链的智能合约。评估单元102基于获取单元101获取的第一电池和第二电池的电池信息利用智能合约评估第一电池的价值和第二电池的价值。更换单元103基于评估单元102评估的第一电池的价值和第二电池的价值，将第一电池更换为第二电池并且将更新的第一电池和第二电池的电池信息以及与电池更换交易相关的交易信息存储在区块链中。调整单元104根据电动汽车和换电站之间的交易延迟时间来调整区块链的性能参数。图2是示出了根据本公开的实施例的电动汽车电池更换系统100进行的电池更换过程的示意图。如图2所示，在电动汽车EV行驶过程中，为电动汽车的电动机提供电力的第一电池放电，关于第一电池的放电的信息被实时存储在电动汽车中。相应地，换电站为第二电池充电，关于充电的信息被实时存储在换电站中。当电动汽车进入换电站以将第一电池更换为第二电池时，从电动汽车和换电站分别获取关于第一电池和第二电池的电池信息作为区块链的智能合约的输入，用于分别计算第一电池和第二电池的价值，并且基于所计算的第一电池和第二电池的价值来进行电池的更换。经更新的第一电池和第二电池的电池信息以及关于更换过程的信息被存储在区块链中。由于区块链本身的不可篡改性，将电池信息和相关的交易信息存储在区块链中可以极大地提高电池自身的可信性。例如，如果电动汽车的车主私自篡改电池的充放电次数以期获取其电池的更高价值，则在该电动汽车进入换电站更换电池时，从区块链获取的关于该电动汽车的电池的信息与从该电动汽车获取的电池的信息不一致，则换电站可以拒绝该交易。同理，如果换电站对电池信息进行篡改，则电动汽车的车主同样可以拒绝该交易。此外，由于区块链的本质，区块链的区块内容的更新速度与区块链自身的某些性能参数相关。具体而言，只有在作为矿工节点的换电站生成新的区块时才能对区块内容进行更新，因此本公开提出了根据电池更换交易耗用的时间来自适应地调整的区块链的性能参数，从而提高电动汽车电池更换系统的总体效率。在本公开的基于区块链的电动汽车电池更换系统中，电池更换交易耗用的时间与区块链的挖矿时间、区块传播时间和剪枝时间相关联。通过对区块链的这些时间相关性能参数进行调整，可以提高电动汽车电池更换系统的总体效率。下面对构成电动汽车电池更换系统100的获取单元101、评估单元102、更换单元103和调整单元104的功能分别进行详细描述。获取单元101的功能根据本公开的实施例，当电动汽车进入换电站以将电动汽车的第一电池更换为已在换电站充电的第二电池时，获取单元101可以从电动汽车获取电动汽车处的待更换的第一电池的电池信息，从换电站获取换电站处的用于更换第一电池的第二电池的电池信息，并且将所获取的电池信息输入到电动汽车电池更换系统的区块链的智能合约。根据本公开的实施例，第一电池和第二电池的电池信息可以包括电池基本信息、电池状态信息、电池使用信息、电池钱包信息等。例如，电池基本信息可以包括电池身份(诸如电池的序列号)、电池品牌、电池生产时间、电池最大使用寿命、电池最大充电次数、电池最大放电次数等。电池基本信息是不可更改的。例如，电池状态信息可以包括电池充电或放电的开始时间和结束时间、电池充电或放电时的电压和/或电流、电池充电或放电的能量、电池的电量、电池事件信息等(诸如指示电池当前进行的是充电操作还是放电操作)。例如，电池使用信息可以包括电池当前充电次数、电池当前放电次数、当前拥有该电池的电动汽车的身份(诸如电动汽车的车牌号)或换电站的身份(诸如换电站的编号)等。例如，电池钱包信息可以包括电池的价值、电池当前所有者的账户信息等。包括上述电池基本信息、电池状态信息、电池使用信息和电池钱包信息的电池信息根据电池的使用，即电池的充电和放电而被更新，并且在换电站处进行电池更换交易之后被存储在区块链中。根据本公开的实施例，获取单元101可以验证从电动汽车和换电站获取的第一电池和第二电池的电池信息的真实性。例如，根据本公开的一个实施例，获取单元101可以将所获取的电池信息与区块链中存储的电池信息进行比较来验证所获取的电池信息的真实性。例如，如果电池当前充电次数或电池当前放电次数与区块链存储的电池当前充电次数或电池当前放电次数不一致，则可以认为电池信息被篡改过，则电动汽车电池更换系统可以拒绝该次电池更换交易。当电动汽车使用第一电池行驶时，电动汽车的第一电池的发生变化的电池信息可以被实时存储在电动汽车中，当在电动汽车进入换电站更换电池时，即利用区块链技术进行电池交易时，获取单元101获取的电动汽车的第一电池的部分电池信息可以用作区块链的智能合约的输入，通过智能合约计算第一电池的完整电池信息。图3示出了根据本公开的实施例的与电动汽车放电过程相关的电池信息的数据结构以及智能合约的示意图。例如，如图3所示，在电动汽车的行驶过程中，电动汽车的第一电池进行放电。在第一电池的放电过程中，电动汽车处的电表检测第一电池放电时的电压和电流以及放电的开始时间和结束时间，智能合约根据下式(1)计算第一电池放电的能量。电池放电的能量＝放电电压×放电电流×(放电结束时间-放电开始时间) (1)在该充电过程中，电池状态信息发生了变化。相应地，电池使用信息也发生了变化，例如智能合约使电池当前放电次数加1。相应地，在换电站对第二电池进行充电时，换电站的第二电池的发生变化的电池信息可以被实时存储在换电站中，当在电动汽车进入换电站更换电池时，即利用区块链技术进行电池交易时，获取单元101获取的换电站的第二电池的部分电池信息可以用作区块链的智能合约的输入，通过智能合约计算第二电池的完整电池信息。图4示出了根据本公开的实施例的与换电站充电过程相关的电池信息的数据结构和智能合约的示意图。例如，如图4所示，在换电站处进行的第二电池的充电过程中，换电站处的电表检测对第二电池进行充电时的电压和电流以及充电的开始时间和结束时间，智能合约根据下式(2)计算第二电池进行充电的能量。电池充电的能量＝充电电压×充电电流×(充电结束时间-充电开始时间) (2)在该充电过程中，电池状态信息发生了变化。相应地，电池使用信息也发生了变化，例如智能合约使电池当前充电次数加1。应注意，以上说明的关于第一电池和第二电池的电池信息仅是示例，并且本公开不限于此。例如，根据本公开的一个实施例，获取单元101还可以从区块链获取关于与电池品牌相同的其他电池的使用信息。例如，获取单元101可以从区块链获取在电动汽车电池更换系统中的与第一电池和第二电池的品牌相同的所有其他电池的使用信息。例如，假设电池的品牌是Brand1，获取单元101可以从区块链获取所有具有品牌Brand1的电池的电池当前充电次数的总和和电池当前放电次数的总和，作为与电池品牌相同的所有其他电池的使用信息。评估单元102的功能根据本公开的实施例，评估单元102可以基于获取单元101获取的第一电池和第二电池的电池信息利用智能合约评估第一电池的价值和第二电池的价值。根据本公开的一个实施例，评估单元102可以利用智能合约基于获取单元101获取的第一电池和第二电池的电池信息中包括的电池生产时间、电池最大使用寿命、电池最大充电次数、电池最大放电次数、电池当前充电次数和电池当前放电次数根据下式(3)来计算电池的使用率并且根据电池的使用率计算电池的价值。使用率＝w1×(当前时间-电池生产时间)/电池最大使用寿命+w2×电池当前充电次数/电池最大充电次数+w3×电池当前放电次数/电池最大放电次数 (3)其中w1反映电池使用时间在电池使用率中所占的权重，w2反映电池当前充电次数在电池使用率中所占的权重，并且w3反映电池当前放电次数在电池使用率中所占的权重。根据本公开的一个实施例，可以采用层次分析方法确定用于计算电池使用率的权重w1、w2、w3。图5示出了根据本公开的一个实施例的用于确定计算电池使用率的权重的层次分析方法500的流程图。如图5所示，方法500开始于步骤S501。在步骤S502中，构建比较矩阵A。比较矩阵A具有如下形式：\n\n其中a1表示w2相比于w1的重要程度、a2表示w3相比于w1的重要程度。a1和a2的取值可以根据应用场景和实际情况确定。在步骤S503中，计算矩阵A的最大特征根λmax。在S504中，根据下式(4)计算一致性比率CR：CR＝(λmax-n)/(n-2)/RI (4)其中n是矩阵的阶数，在矩阵A的情况下，n取值为3；并且RI是随机一致性指标，在矩阵A为3阶方阵的情况下，RI取值为0.58。在步骤S505中，确定一致性比率CR是否小于0.1。如果在步骤S505中确定一致性比率CR小于0.1，则方法500前往步骤S506，其中计算矩阵A的特征向量并且对其进行归一化，从而得到向量w＝[w1,w2,w3]。随后，该方法结束于步骤S508。如果在步骤S505中确定一致性比率CR不小于0.1，即等于或大于0.1，则方法500前往步骤S507，其中对比较矩阵A进行调整，即调整a1和a2的取值。随后，重复步骤S503至S505，直至一致性比率CR小于0.1。根据本公开的一个实施例，评估单元102可以利用智能合约基于第一电池的使用率根据下式(5)计算第一电池的价值。第一电池的价值＝(1-第一电池的使用率)×第一电池的电池市场价格 (5)此外，评估单元102可以利用智能合约基于第二电池的使用率根据下式(6)计算第二电池的价值。第二电池的价值＝(1-第二电池的使用率)×第一电池的电池市场价格+第二电池的电池充电的能量×单位电能价格 (6)根据本公开的一个实施例，评估单元102可以基于获取单元101从区块链获取的关于与电池品牌相同的其他电池的使用信息利用智能合约对电池市场价格进行适应性调整。例如，评估单元102可以基于获取单元101从区块链获取所有相同品牌的电池的电池当前充电次数的总和和电池当前放电次数的总和来调整电池市场价格。由于在电动汽车电池更换系统中可能流通不同品牌的电池，这些电池的性能可能存在差异，导致电动汽车的车主可能偏好于某种品牌的电池，因而会更倾向于使用该种品牌的电池。通常，电池在未被使用的情况下仍会以缓慢的速度放电，如果换电站处的电池长期未被使用，则需要对电池重新充电以在需要时能够立即用于更换电动汽车上的电池。因此，对于不太受欢迎的电池品牌，其当前充电次数可能显著高于当前放电次数。基于该原因，可以通过参考在电动汽车电池更换系统中流通的相同品牌的所有其他电池的使用信息来对电池市场价格进行调整。图6示出了根据本公开的一个实施例的根据电池品牌相同的其他电池的使用信息调整电池市场价格的方法600的流程图。方法600开始于步骤S601。随后，在步骤S602中，确定电池品牌相同的所有其他电池的电池当前充电次数的总和是否大于这些电池的电池当前放电次数的总和。如果在步骤S602中确定电池当前充电次数的总和大于电池当前放电次数的总和，则在步骤S603中将电池市场价格下调预定价格。如果在步骤S602中确定电池当前充电次数的总和不大于电池当前放电次数的总和，则在步骤S604中确定电池当前充电次数的总和是否小于电池当前放电次数的总和。如果在步骤S604中确定电池当前充电次数的总和小于电池当前放电次数的总和，则在步骤S605将电池市场价格上调预定价格。如果在步骤S604中确定电池当前充电次数的总和不小于电池当前放电次数的总和，即电池当前充电次数的总和等于电池当前放电次数的总和，则在步骤S606中使电池市场价格保持不变。随后，方法600结束于步骤S607。通过上述方法600，可以根据市场情况动态地调整电池市场价格，从而更为准确且合理地评估电池的价值。更换单元103的功能根据本公开的实施例，更换单元103可以基于评估单元102评估的第一电池的价值和第二电池的价值，将第一电池更换为第二电池并且将更新的第一电池和第二电池的电池信息以及与电池更换交易相关的交易信息存储在区块链中。更换单元103可以计算第一电池的价值与第二电池的价值之间的差，从而完成电池更换交易。此外，更换单元103可以将更新的第一电池和第二电池的电池信息存储在区块链中。例如，第一电池和第二电池的所有者发生了互换，因此更换单元103需要将第一电池的电池信息中的指示放电的事件信息更新为指示充电的事件信息，将第二电池的电池信息中的指示充电的事件信息更新为指示放电的事件信息。此外，更换单元103需要将第一电池的电池信息中的指示第一电池的所有者信息从电动汽车更新为换电站。同样地，更换单元103需要将第二电池的电池信息中的指示第二电池的所有者信息从换电站更新为电动汽车。此外，更换单元103需要对电池的所有者的账户信息进行更新，即相应地加上或者减去第一电池的价值与第二电池的价值之间的差。更换单元103还可以将关于电池更换交易的信息存储到区块链中。例如，更换单元103可以在区块链中存储进行电池更换交易的时间、进行电池更换交易的电动汽车和换电站的身份信息等。调整单元104的功能根据本公开的实施例，调整单元104可以根据电动汽车和换电站之间的交易延迟时间来调整区块链的性能参数。当电动汽车进入换电站以进行将电动汽车处的第一电池更换为换电站处的第二电池的电池更换交易时，已被更新的第一电池和第二电池的电池信息以及与电池更换交易相关的信息在存储到区块链中之后，电池更换交易被确认并且完成。由于只有在作为区块链的矿工节点的换电站生成新的区块时，区块链中的信息才能被更新，因此换电站的挖矿速度直接影响电池更换交易的交易延迟时间。为了提高电池更换交易的效率，本公开提出了根据电池更换交易的交易延迟时间来调整区块链的性能参数，从而提高电池更换交易的效率。交易延迟时间主要由区块链的三个时间相关性能参数确定，即作为区块链的矿工节点的换电站的挖矿时间、新生成的区块在分布式网络中传播的区块传播时间以及在区块链出现分支时用于剪除分支的剪枝时间。具体地，根据区块链技术的基本原理，矿工节点的挖矿过程是通过解决一个数学问题找到新的区块的过程。首先对区块链的最后一个区块的块头(block header)进行哈希计算，如果所得到的哈希值小于给定的目标值，则生成一个新的区块并且将其链接到区块链中。因此，挖矿时间和挖矿困难度与哈希计算的哈希值成反比。具体地，该关系可以通过下式(7)表达。挖矿时间＝挖矿困难度/(哈希率×232) (7)通常，哈希率由矿工节点的硬件条件决定。在哈希率不变的情况下，挖矿时间取决于挖矿困难度。此外，根据区块链技术的基本原理，在某一矿工节点生成新的区块时需要将该新生成的区块向全网进行广播以在整个分布式网络中对该新生成的区块达成共识。新生成的区块在分布式网络中传播的区块传播时间由分布式网络中的某一矿工节点生成新的区块的时间与分布式网络中的其他节点中最晚接收到该新生成的区块的时间之间的时间差决定。剪枝时间取决于分布式网络的网络拓扑、通信速度等因素。此外，根据区块链技术的基本原理，分布式网络中的两个或更多个矿工节点可能同时生成新的区块，导致区块链出现分支。为了解决这一问题，后续生成新的区块的矿工节点总是将新生成的区块链接到累计挖矿工作量最大的区块链分支上，从而剪除其他分支。因而，在出现区块链分支时，需要耗用剪枝时间用于剪除区块链的分支。显然，在不存在区块链分支的情况下，剪枝时间等于零。因此，在根据本公开的基于区块链的电动汽车电池更换系统中，电池更换交易的交易延迟时间与挖矿时间、区块传播时间和剪枝时间的总和相关。根据本公开的一个实施例，调整单元104设定目标交易延迟时间，在电池更换交易的交易延迟时间大于目标交易延迟时间的情况下，对换电站的挖矿困难度进行调整，从而缩短电池更换交易的交易延迟时间，以提高电池更换交易的效率。图7示出了根据本公开的一个实施例的动态调整挖矿困难度的方法700的流程图。方法700开始于步骤S701。在步骤S702中，调整单元104检测电池更换交易的交易延迟时间。例如，可以通过检测电动汽车提出电池更换交易请求开始直到电池更换交易完成并且相关的电池信息和交易信息存储到区块链中所耗用的时间来确定交易延迟时间。如上文所述，该交易延迟时间与挖矿时间、区块传播时间和剪枝时间的总和相关。在步骤S703中，调整单元104将检测到的交易延迟时间与目标交易延迟时间进行比较。目标交易延迟时间可以根据应用环境等而被预先设定。在步骤S703中确定交易延迟时间大于目标交易延迟时间的情况下，在步骤S704中降低挖矿困难度。例如，使挖矿困难度减去1。随后，方法700结束于步骤S705。在步骤S703中确定交易延迟时间小于或等于目标交易延迟时间的情况下，不对挖矿困难度进行调整，并且方法700结束于步骤S705。通过调整单元104对挖矿困难度的调整，可以缩短挖矿时间，从而使更新的第一电池和第二电池的电池信息以及与电池更换交易相关的信息更快地存储在区块链中，以缩短完成电池更换交易的时间，提高电池更换交易的效率。下面根据图8描述根据本公开的一个实施例的电动汽车电池更换方法。图8示出了根据本公开的一个实施例的电动汽车电池更换方法800的流程图。 | 本公开涉及基于区块链的电动汽车电池更换系统和方法。根据本公开的电动汽车电池更换系统包括：获取单元，从电动汽车获取电动汽车处的待更换的第一电池的电池信息，从换电站获取换电站处的用于更换第一电池的第二电池的电池信息，并且将所获取的电池信息输入到区块链的智能合约；评估单元，基于所获取的电池信息利用智能合约评估第一电池和第二电池的价值；更换单元，基于第一电池和第二电池的价值，将第一电池更换为第二电池并且将更新的第一电池和第二电池的电池信息以及与电池更换交易相关的交易信息存储在区块链中；调整单元，根据电池更换交易的交易延迟时间来调整区块链的性能参数。 | CN:201610972011.5A | https://patentimages.storage.googleapis.com/42/05/0c/1779ade40b09de/CN108001428B.pdf | CN:108001428:B | 杨振华, 皮冰锋, 孙俊 | Fujitsu Ltd | CN:102484384:A, US:8970341, CN:103269107:A, CN:105912618:A | Not available | 2019-05-14 | 1.一种基于区块链的电动汽车电池更换系统，包括：, 获取单元，被配置成从电动汽车获取所述电动汽车处的待更换的第一电池的电池信息，从换电站获取所述换电站处的用于更换所述第一电池的第二电池的电池信息，并且将所获取的电池信息输入到所述电动汽车电池更换系统的区块链的智能合约；, 评估单元，被配置成基于所述获取单元获取的所述第一电池和所述第二电池的电池信息利用所述智能合约评估所述第一电池的价值和所述第二电池的价值；, 更换单元，基于所述评估单元评估的所述第一电池的价值和所述第二电池的价值，将所述第一电池更换为所述第二电池并且将更新的所述第一电池和所述第二电池的电池信息以及与电池更换交易相关的交易信息存储在所述区块链中；以及, 调整单元，根据所述电动汽车和所述换电站之间的电池更换交易的交易延迟时间来调整所述区块链的性能参数。, 2.根据权利要求1所述的电动汽车电池更换系统，其中，, 所述获取单元被进一步配置成通过将所获取的电池信息与所述区块链中存储的电池信息进行比较来验证所获取的电池信息的真实性。, 3.根据权利要求1所述的电动汽车电池更换系统，其中，, 所述电池信息包括电池基本信息、电池状态信息、电池使用信息、电池钱包信息。, 4.根据权利要求1所述的电动汽车电池更换系统，其中，, 所述获取单元被进一步配置成从所述区块链获取在所述电动汽车电池更换系统中的与所述第一电池和所述第二电池的品牌相同的所有其他电池的使用信息。, 5.根据权利要求1所述的电动汽车电池更换系统，其中，, 所述评估单元被进一步配置成利用所述智能合约基于所述获取单元获取的所述第一电池和所述第二电池的电池信息中包括的电池生产时间、电池最大使用寿命、电池最大充电次数、电池最大放电次数、电池当前充电次数和电池当前放电次数根据下式来计算电池的使用率并且根据电池的使用率计算电池的价值：, 使用率＝w1×(当前时间-电池生产时间)/电池最大使用寿命+w2×电池当前充电次数/电池最大充电次数+w3×电池当前放电次数/电池最大放电次数，, 其中w1反映电池使用时间在电池使用率中所占的权重，w2反映电池当前充电次数在电池使用率中所占的权重，并且w3反映电池当前放电次数在电池使用率中所占的权重。, 6.根据权利要求5所述的电动汽车电池更换系统，其中，, 采用层次分析方法确定用于计算电池使用率的权重w1、w2、w3。, 7.根据权利要求5所述的电动汽车电池更换系统，其中，, 所述评估单元被进一步配置成利用所述智能合约基于所述第一电池的使用率根据下式计算所述第一电池的价值：, 第一电池的价值＝(1-第一电池的使用率)×第一电池的电池市场价格,以及, 所述评估单元利用所述智能合约基于所述第二电池的使用率根据下式计算所述第二电池的价值：, 第二电池的价值＝(1-第二电池的使用率)×第一电池的电池市场价格+第二电池的电池充电的能量×单位电能价格。, 8.根据权利要求7所述的电动汽车电池更换系统，其中，, 所述评估单元被进一步配置成基于所述获取单元从所述区块链获取的关于与电池品牌相同的其他电池的使用信息利用所述智能合约对电池市场价格进行适应性调整。, 9.根据权利要求1所述的电动汽车电池更换系统，其中，, 所述调整单元被进一步配置成设定目标交易延迟时间，在电池更换交易的交易延迟时间大于所述目标交易延迟时间的情况下，降低所述换电站的挖矿困难度。, 10.一种基于区块链的电动汽车电池更换方法，包括：, 获取步骤，用于从电动汽车获取所述电动汽车处的待更换的第一电池的电池信息，从换电站获取所述换电站处的用于更换所述第一电池的第二电池的电池信息，并且将所获取的电池信息输入到区块链的智能合约；, 评估步骤，用于基于所获取的所述第一电池和所述第二电池的电池信息利用所述智能合约评估所述第一电池的价值和所述第二电池的价值；, 更换步骤，用于基于所评估的所述第一电池的价值和所述第二电池的价值，将所述第一电池更换为所述第二电池并且将更新的所述第一电池和所述第二电池的电池信息以及与电池更换交易相关的交易信息存储在所述区块链中；以及, 调整步骤，用于根据所述电动汽车和所述换电站之间的电池更换交易的交易延迟时间来调整所述区块链的性能参数。 | CN | China | Active | B | True |
| 120 | 用于电动汽车的逆变器 \n | CN110014863B | NaN | 本发明提供一种用于电动汽车的逆变器，该逆变器具有以下特征：该逆变器(10)被配置成一方面连接到该电动汽车的牵引电池(11)，而另一方面连接到该电动汽车的三相电动机(12)；该逆变器(10)被配置成在该三相电动机(12)的星形接点(25)连接到充电站(35)时对该牵引电池(11)充电；并且该逆变器(10)包括用于在超过该逆变器(10)的运行极限时中断充电的低压侧开关(13)。本发明还提供一种对应的电动汽车。 | CN:201811167300.3A | https://patentimages.storage.googleapis.com/61/7e/21/eac1efa79344be/CN110014863B.pdf | CN:110014863:B | S·格茨, T·吕特耶 | Dr Ing HCF Porsche AG | JP:2003088093:A, JP:2014087145:A, CN:104092273:A, CN:107206904:A, JP:2017184362:A | Not available | 2022-11-15 | 1.一种用于电动汽车(30)的逆变器(10)，, 其特征在于以下特征：, -该逆变器(10)被配置成一方面连接到该电动汽车(30)的至少一个牵引电池(11)，而另一方面连接到该电动汽车(30)的至少一个三相电动机(12)；, -该逆变器(10)被配置成在该至少一个三相电动机(12)的星形接点(25)连接到充电站(35)时对该至少一个牵引电池(11)充电；并且, -该逆变器(10)包括用于在超过该逆变器(10)的预定运行极限时中断充电的低压侧开关(13)；, -该逆变器(10)包括用于测量该三相电动机(12)的相电流的电流传感器(23，24)，并且, -该运行极限与这些相电流相关。, 2.根据权利要求1所述的逆变器(10)，, 其特征在于以下特征：, -该逆变器(10)包括用于调节相电流的调节器(14)，并且, -这些调节器(14)连接到这些开关(13)。, 3.根据权利要求1或2所述的逆变器(10)，, 其特征在于以下特征：, -该逆变器(10)包括用于使该三相电动机(12)放电的放电装置(15)，并且, -该逆变器(10)被配置成在超过该运行极限时启用该放电装置(15)。, 4.根据权利要求3所述的逆变器(10)，, 其特征在于以下特征中的至少一者：, -该放电装置(15)包括硬件过压检测器(16)，或者, -该放电装置(15)包括电子控制系统(17)。, 5.根据权利要求1或2所述的逆变器(10)，, 其特征在于以下特征：, -这些电流传感器(23，24)包括阈值开关(18)，并且, -这些阈值开关(18)分别包括滤波器(19)、放大器(20)、施密特触发器(21)和数字输入端(22)。, 6.根据权利要求1或2所述的逆变器(10)，, 其特征在于以下特征中的至少一者：, -这些电流传感器(23，24)包括直流传感器(23)，并且, -这些电流传感器(23，24)包括交流传感器(24)。, 7.一种电动汽车(30)，, 其特征在于以下特征：, -该电动汽车(30)包括根据权利要求1至6之一所述的逆变器(10)、牵引电池(11)、以及三相电动机(12)，并且, -该逆变器(10)一方面连接到该牵引电池(11)，而另一方面连接到该三相电动机(12)。, 8.根据权利要求7所述的电动汽车(30)，, 其特征在于以下特征：, -该电动汽车(30)包括直流充电插座(26，33)，并且, -该直流充电插座(26，33)被配置成使星形接点(25)经由线缆(34)连接到该充电站(35)。, 9.根据权利要求7或8所述的电动汽车(30)，, 其特征在于以下特征：, -该电动汽车(30)具有驱动桥(28)，并且, -该驱动桥(28)承载该三相电动机(12)。, 10.一种用于根据权利要求7至9之一所述的电动汽车(30)的充电方法，, 其特征在于以下特征：, -在检测故障情况时停用至少一个开关(13)。, 11.根据权利要求10所述的充电方法，, 其特征在于，存在至少两类故障情况。, 12.根据权利要求10所述的充电方法，, 其特征在于以下特征：, 至少在出现以下事件之一时存在故障情况：, -DC中间电路电压U电池超过预定极限值；, -至少一个电池接触器(29)断开。, 13.根据权利要求11所述的充电方法，, 其特征在于以下特征：, -在第一类故障情况中的故障情况终止时，继续进行充电。, 14.根据权利要求11至13之一所述的充电方法，, 其特征在于以下特征：, -在第二类故障情况中的故障情况终止时，不继续进行充电。, 15.根据权利要求14所述的充电方法，, 其特征在于以下特征：, -在第二类故障情况下，启用放电。, 16.根据权利要求15所述的充电方法，, 其中，通过硬件检测第二类故障情况。, 17.根据权利要求10至13之一所述的充电方法，, 其特征在于以下特征：, -通过该开关(13)中断对该牵引电池(11)的充电，并且根据硬件和软件方面的规则继续进行充电。, 18.根据权利要求10至13之一所述的充电方法，, 其特征在于以下特征：, -在通过至少一个开关(13)中断对该牵引电池(11)的充电时，能够进行各种故障响应并且这些能够进行的故障响应包括阻断这些开关(13)、启用放电、通过这些开关(13)的占空比或占空因数来减少电流激励、以及适配充电桩的充电要求。, 19.根据权利要求10至13之一所述的充电方法，, 其中，在充电过程中，至少在出现以下事件之一时存在故障情况：, -测量同一变量或处于固定数学关系的至少两个电流传感器和/或电压传感器的测量值相差超过预定值或预定百分比；, -至少一个传感器的测量值离开预定范围；, -至少一个传感器的测量值具有高于预定极限的噪声分量；, -至少一个传感器失效；, -这些充电桩与车辆的至少一个控制系统之间的通信失效；, -插头的连接断开；, -该逆变器的至少一个控制系统与至少一个上级控制系统之间的通信失效；, -该逆变器的至少一个控制系统在预定时间内未从上级控制系统接收到信号；, -至少一个接触器断开。 | CN | China | Active | H | True |
| 121 | Passive flux bridge for charging electric vehicles \n | US10668829B2 | The present disclosure relates generally to wireless power transfer, and more specifically to wireless electric vehicle charging (WEVC) systems.\nWireless power transfer is the transmission of electrical energy from a power source to an electrical load without the use of conductors, such as interconnecting wires. Wireless power is a generic term that refers to a number of different power transmission technologies that use time-varying electric, magnetic, or electromagnetic fields. In wireless power transfer, a wireless transmitter connected to a power source transmits field energy across an intervening space to one or more receivers, where it is converted back to an electric current and then used. Wireless transmission is useful to power electrical devices in cases where interconnecting wires are inconvenient, hazardous, or are not possible. However, current wireless power transfer systems suffer from inefficiencies related to misalignment, high costs, and hazards due to intervening objects.\nSystems and methods are described for a passive flux bridge for charging electric vehicles. In particular, a mobile apparatus includes ferrite to channel and steer magnetic flux between a base power-transfer system and a vehicle power-transfer system of an electric vehicle. This can increase both power transfer and efficiency of power transfer between the base and vehicle power-transfer systems.\nIn an example aspect, a mobile apparatus for wireless power transfer is disclosed. The mobile apparatus includes mobility components and ferrite. The mobility components are configured to enable movement of the apparatus and positioning of the apparatus proximate to a vehicle power-transfer system of an electric vehicle. The ferrite is configured to passively channel magnetic flux between a base power-transfer system and the vehicle power-transfer system to wirelessly charge a battery of the electric vehicle.\nIn an example aspect, a method for increasing a power coupling between a vehicle power-transfer system of an electric vehicle and a base power-transfer system is disclosed. The method includes positioning a mobile apparatus directly between a base coil of the base power-transfer system and a vehicle coil of the vehicle power-transfer system, in which the mobile apparatus includes ferrite configured to passively channel magnetic flux between the base power-transfer system and the vehicle power-transfer system to wirelessly charge a battery of the electric vehicle. The method further includes orienting the ferrite to directionally position the ferrite between the vehicle coil and the base coil and steer the magnetic flux from the base power-transfer system toward the vehicle power-transfer system.\nIn an example aspect, a mobile base power-transfer apparatus is disclosed that includes ferrite and a first coil. The ferrite is configured to channel magnetic flux induced by a magnetic field. The first coil is configured to generate the magnetic field based on an electric current running through the first coil. The first coil is also configured to be removably positioned proximate to a second coil of another base power-transfer apparatus to provide a combined magnetic field that is greater than the magnetic field generated by the first coil. In addition, the electric current running through the first coil is synchronized with a current running through the second coil, and the electric current running through the first coil runs in a first direction that is opposite a second direction of the current running through the second coil.\nIn an example aspect, a mobile power-transfer apparatus is disclosed. The mobile power-transfer apparatus includes one or more mobility components. The mobility components are configured to enable movement of the apparatus and positioning of the apparatus proximate to a vehicle power-transfer system of an electric vehicle. The mobile power-transfer apparatus also includes a channeling means for passively channeling magnetic flux between a base power-transfer system and the vehicle power-transfer system. The channeling means comprises elements arranged to steer the magnetic flux from the base power-transfer system toward the vehicle power-transfer system when the vehicle power-transfer system is misaligned with the base power-transfer system.\n FIG. 1 illustrates an example implementation of a passive flux bridge used with a wireless electric vehicle charging system.\n FIG. 2 illustrates an example implementation of a passive flux bridge from FIG. 1 in more detail.\n FIG. 3 illustrates an example implementation of a passive flux bridge with extendable height.\n FIG. 4 illustrates example implementation of a passive flux bridge redirecting magnetic flux.\n FIG. 5 illustrates an example implementation of a mobile apparatus for providing wireless charging to an electric vehicle.\n FIG. 6. illustrates an example implementation of a mobile apparatus for charging an electric vehicle.\n FIG. 7A illustrates an example implementation of a mobile apparatus positioned in a track that enables one-dimensional movement for aligning with a vehicle power-transfer apparatus of an electric vehicle.\n FIG. 7B illustrates a top view and a side view of another example implementation of a mobile apparatus positioned in a track that enables movement for aligning with a vehicle power-transfer apparatus of an electric vehicle.\n FIG. 8 illustrates an example implementation of a reconfigurable base pad that can be mechanically split.\n FIG. 9 illustrates an example implementation of a reconfigurable base pad that can be topologically split.\n FIG. 10 illustrates an example implementation that combines multiple base pads to charge a same electric vehicle.\n FIG. 11 illustrates an example implementation of a mobile apparatus with foreign object detection and living object protection systems.\n FIG. 12 depicts a flow diagram of an example process for increasing a power coupling between a vehicle power-transfer system and a base power-transfer system.\n FIG. 13 is a diagram of an exemplary wireless power transfer system for charging an electric vehicle.\n FIG. 14 is a schematic diagram of exemplary components of a wireless power transfer system of FIG. 13.\n FIG. 15 is a functional block diagram showing exemplary components of wireless power transfer system of FIG. 13.\nWirelessly transferring power involves transferring energy through electric fields, magnetic fields, electromagnetic fields, or otherwise from a transmitter to a receiver without the use of physical electrical conductors (e.g., power may be transferred through free space). The power output into a wireless field (e.g., a magnetic field) may be received, captured by, or coupled by a “receiver element” to achieve power transfer.\nIn a WEVC system, various factors contribute to strengthening or weakening a power coupling between power-transfer systems, such as base and vehicle inductive power transfer systems, referred to herein as a “base pad” and a “vehicle pad”, respectively. For example, misalignment between the base pad and the vehicle pad decreases the power coupling, which reduces a level of charging of the electric vehicle. Physical distance between the base pad and the vehicle pad also decreases the power coupling. For example, the power coupling for a high-clearance vehicle may be weaker than for a lower-clearance vehicle due to the greater distance between the base pad and the vehicle pad in the high-clearance vehicle. Another factor that can contribute to affect the power coupling is interoperability between base and vehicle pads. For example, the power coupling is decreased when the base and vehicle pads have differing coil topologies (e.g., circular coil versus a double-D coil). Different coil topologies have different polarizations, which are sensitive to different orientations of the magnetic field and couple differently based on the direction of the magnetic field.\nThe techniques described in this document include a mobile apparatus configured to act as a passive flux bridge to reorient or direct a magnetic field between base and vehicle power-transfer systems. Misalignment between base and vehicle power-transfer systems can be minimized or prevented, and power coupling improved by positioning a material with high magnetic permeability and electrical resistivity, such as ferrite, between the base and vehicle power-transfer systems. Orienting the ferrite appropriately can redirect the charging magnetic field toward the vehicle power-transfer system to more-efficiently charge the vehicle, when compared to techniques that rely on a user aligning the vehicle power-transfer system with the base power-transfer system. Aspects of the disclosure also increase the level of charging by decreasing or minimizing an air gap between the base power-transfer system and the vehicle power-transfer system by placing the passive flux bridge directly between the base and vehicle power-transfer systems. In addition, the passive flux bridge can increase coupling between base and vehicle power-transfer systems when those systems do not have matching coil topologies. For example, the position and orientation of the passive flux bridge can be selected to particularly redirect the magnetic field from one coil topology to another (e.g., double-D topology to circular topology). In this way, the ferrite is configured to steer the magnetic field effective to change the direction of the magnetic field, based on the position and orientation of the ferrite.\n FIG. 1 illustrates an example implementation 100 of a wireless electric vehicle charging system, such as wireless electric vehicle charging (WEVC) system 102. The WEVC system 102 includes a base power-transfer system, such as base pad 104, and a vehicle power-transfer system, such as vehicle pad 106 in a vehicle. The WEVC system 102 transfers energy from a power source (e.g., base pad 104) to a remote system (e.g., vehicle pad 106). The energy is transferred via a magnetic field generated by current running through an inductive coil at the base pad 104 and received by an inductive coil at the vehicle pad 106. In implementations, the base pad 104 is in a fixed location in or on the ground 108. The vehicle pad 106 is fixed to a vehicle, such as vehicle 110. According to movement of the vehicle 110, the vehicle pad 106 can move relative to the base pad 104 and can be stationary when the vehicle 110 is stationary. To charge the vehicle 110, a user may park the vehicle 110 such that the vehicle pad 106 is substantially aligned with the base pad 104. Perfect alignment, however, can be difficult to achieve, even by a self-driving vehicle. Further, optimal power coupling can be difficult to achieve when using the base pad 104 to charge various different vehicles that have differing clearance heights and/or differing coil topologies.\nA passive flux bridge, such as passive flux bridge 112, is illustrated as being positioned between the base pad 104 and the vehicle pad 106. The flux bridge 112 is considered “passive” because it may not be connected to either the base pad 104 or the vehicle pad 106. Rather, the flux bridge 112 may be independent of both the base pad 104 and the vehicle pad 106. In aspects, the flux bridge 112 may be passive based on having no power source or other active circuitry. When the vehicle pad 106 is misaligned, the vehicle pad 106 captures less of the magnetic field, resulting in less power usable to charge the vehicle 110. The passive flux bridge 112 is implemented to increase power coupling between the base pad 104 and the vehicle pad 106, effectively increasing a level of charging of the vehicle 110. This is achieved based on the passive flux bridge 112 steering magnetic flux 114 of a magnetic field generated by the base pad 104 toward the vehicle pad 106 of the vehicle 110. The steering (e.g., redirection and reorientation) of the magnetic flux 114 reduces negative effects of the misalignment by causing more of the magnetic field to reach its destination (e.g., the vehicle pad 106).\nThe flux bridge 112 can be implemented as a mobile apparatus that is separate and remote from the base pad 104 and the vehicle pad 106. The mobile apparatus can move laterally across the ground 108, independently of user interaction, to position itself appropriately between the base pad 104 and the vehicle pad 106. As will be described in more detail below, the flux bridge 112 may have an extendable height to minimize an air gap between the base pad 104 and the vehicle pad 106. The flux bridge 112 includes a magnetically permeable and electrically resistive material that channels the magnetic flux induced by the magnetic field and, based on an orientation of the material, steers the flux 114 to redirect the magnetic field from the base pad 104 toward the vehicle pad 106. In some aspects and as further described below in reference to FIG. 5, the flux bridge 112 may include an additional vehicle pad (not shown) for coupling with the base pad 104, and an additional base pad (not shown) for coupling with the vehicle pad 106. The additional base and vehicle pads in the flux bridge 112 act as repeaters to extend the magnetic flux. Based on the positioning of the base and vehicle pads within the flux bridge 112, the magnetic flux 114 can be extended vertically, horizontally, or both.\nThe discussion now turns to FIG. 2, which is an example implementation 200 of a passive flux bridge from FIG. 1 in more detail. The passive flux bridge 112 includes mobility components, such as wheels 202, that enable movement and positioning of the flux bridge 112. Any suitable mobility components can be used, examples of which include a continuous track or a pulley system. The movement can be autonomous, using a controller that controls a motor configured to operate the mobility components. The flux bridge can also include one or more sensors to detect a location of the base pad 104 and a location of the vehicle pad 106. The sensors can also be used to detect the location of the flux bridge 112 relative to the base pad 104 and/or the vehicle pad 106. More specifically, the flux bridge 112 can detect a location of a base coil 204 in the base pad 104 and a location of a vehicle coil 206 in the vehicle pad 106. The location of the vehicle coil 206 or vehicle pad 106 may be a relative to the base coil 204 or base pad 104, or relative to the flux bridge 112. Using these locations, the flux bridge 112 can position itself directly between the base coil 204 and the vehicle coil 206. Alternatively, a user can manually move the mobile apparatus to position and orient the flux bridge 112 between the base coil 204 and the vehicle coil 206, without using the controller or operating the motor.\nIn addition, the flux bridge 112 may include a material with high magnetic permeability and electrical resistivity, such as ferrite 208, that is usable to channel the flux induced by the magnetic field. The ferrite 208 can include one or more ferrite pieces 210 that are arranged to channel the flux from one end (e.g., bottom) of the flux bridge 112 to another end (e.g., top) of the flux bridge 112. In implementations, the ferrite pieces 210 may be oriented at some acute or obtuse angle from ground 108 such that the ferrite pieces 210 are not perpendicular or parallel to the ground 108, but are oriented at an angle between zero and 90 degrees from the ground 108 or between 90 degrees and 180 degrees from ground. Using a suitable angle (e.g., 20, 25, 30, 35, or 40 degrees) from vertical, the ferrite 208 steers the flux 114 to alter an original direction of the magnetic field from the base pad 104 (e.g., orient the magnetic field away from its natural path) and directs the magnetic field toward the vehicle pad 106. Steering the flux in this way reduces the amount of stray portions of the magnetic field and focuses more flux 114 of the magnetic field toward the vehicle coil 206 of the vehicle pad 106, in comparison to conventional techniques that use only a base pad and a vehicle pad with no intermediary assistance. This focusing can increase both power transfer and efficiency of power transfer.\n FIG. 3 illustrates an example implementation 300 of a passive flux bridge with an extendable height. In FIG. 3, two example scenarios, e.g., scenario 302-1 and scenario 302-2, are illustrated. In scenario 300-1, the flux bridge 112 is positioned between the vehicle coil 206 of the vehicle pad 106 and the base coil 204 of the base pad 104. An air gap 304 exists between the vehicle coil 206 and a top surface of the flux bridge 112, based on a clearance height of the vehicle relative to a height 306-1 of the flux bridge 112. Another air gap 308 exists between the base coil 204 and a bottom surface of the flux bridge 112 based on a clearance height of the flux bridge 112 itself. Generally, gaseous fluids (e.g., air) have an extremely high magnetic reluctance as compared to ferrite. Consequently, reluctance of a flux path through each of the gaps 304, 308 is higher than the reluctance of the flux path through the ferrite 208. Because of this, a flux power coupling between the base coil 204 and the flux bridge 112 over the gap 308, and between the flux bridge 112 and the vehicle coil 206 over the gap 304, is weaker as the gaps 304, 308 increase in size. Consequently, reducing the size of these air gaps can increase the safe level of charging of the electric vehicle.\nAccordingly, the flux bridge 112 includes an arrangement of ferrite 208 that is extendable in at least one dimension, e.g., an extension in length. For example, the ferrite 208 in scenario 302-1 is arranged in an alternating pattern with a first set of ferrite pieces 310 coupled to a top portion 312 of the flux bridge 112 and a second set of ferrite pieces 314 coupled to a bottom portion 316 of the flux bridge 112. The first set of ferrite pieces 310 interlock with the second set of ferrite pieces 314. In the scenario 302-1, the first set of ferrite pieces 310 overlap the second set of ferrite pieces 314 by a substantial amount, such as an amount greater than half of a length of a ferrite piece.\nIn scenario 300-2, the flux bridge has been adjusted to an extended height 306-2. For example, the top portion 312 of the flux bridge 112 can be raised up to reduce the size of the air gap 304 between the vehicle coil 206 and the top surface of the flux bridge 112. As the top portion 312 rises, the amount of overlap between the first set of ferrite pieces 310 and the second set of ferrite pieces 314 decreases, which also extends an effective length of the ferrite 208. The flux can continue to pass from the second set of ferrite pieces 314 to the first set of ferrite pieces 310 based on the proximity of the first set to the second set. The flux bridge 112 is designed to minimize the air gap between the first set of ferrite pieces 310 and the second set of ferrite pieces 314 to minimize reluctance.\nIn addition, the wheels 202 can be rotatably connected to the bottom portion 316 of the flux bridge 112, such that the position of the wheels 202 can move relative to the bottom portion 316 of the flux bridge 112, outwardly or inwardly. As the wheels 202 move, the air gap 308 between the base coil 204 and the bottom surface of the flux bridge 112 is reduced. Alternatively, the wheels 202 can retract into a cavity of a housing of the flux bridge 112.\nOne or both of these height adjustments (e.g., raised height, lowered base) can be performed by the flux bridge 112 autonomously, via a remote control (user-operated or machine-operated). Alternatively, one or both of the height adjustments can be performed with user intervention.\n FIG. 4 illustrates another example implementation 400 of a passive flux bridge that steers magnetic flux and redirects a magnetic field. The example implementation 400 illustrates a configuration of the flux bridge 112 from FIG. 1 in which the ferrite 208 is oriented at an acute angle 402 from a vertical axis 404 (e.g., axis normal to ground), such that the ferrite is positioned non-orthogonally to the base coil 204 or the vehicle coil 206. Any suitable angle 402 can be used (e.g., 15, 20, 25, 30, or 35 degrees). The angle 402 may be fixed or may be adjustable.\nBecause the ferrite 208 channels magnetic flux 114 from one end to an opposing end, the ferrite 208 can steer the magnetic field based on the orientation of the ferrite 208. In the example implementation 400, the ferrite 208 is elongated and rotatably offset from vertical by the angle 402. When the magnetic field generated by the base coil 204 couples with the ferrite 208 in the flux bridge 112, magnetic flux 114 travels lengthwise along the ferrite 208 and exits the flux bridge 112 through the top surface based on the orientation of the ferrite 208. In one example, the ferrite has an elongated structure and is positioned to have a longitudinal axis of the ferrite directed between the base coil 204 and the vehicle coil 206, which may allow magnetic flux to travel lengthwise along the ferrite directly to the vehicle coil 206 from the base coil 204. In other examples, however, the ferrite includes other shapes, such as spherical, cubed, discoid, and so on. Accordingly, the ferrite can have any suitable shape to increase coupling between the vehicle coil 206 and the base coil 204.\nUsing these techniques, the flux bridge 112 can decrease negative effects of misalignment between the vehicle coil 206 and the base coil 204 and increase a power coupling between the vehicle power-transfer system (e.g., vehicle pad 106) and the base power-transfer system (e.g., base pad 104), by steering the magnetic flux 114 from the base coil 204 directly towards the misaligned vehicle coil 206. In at least one implementation, the flux bridge 112 can also extend its height to decrease the size of air gaps between the flux bridge 112 and the vehicle coil 206. Further, the flux bridge 112 can decrease its own clearance height to decrease the size of the air gap between the flux bridge 112 and the base coil 204.\nUsing appropriate hinges, servos, sensors, and controllers, the flux bridge 112 can adjust the angle 402 depending on the amount of misalignment between the base coil 204 and the vehicle coil 206. Further, the mobility components provide mobility for the flux bridge 112 to position itself, such that the ferrite is oriented in the appropriate direction between the base coil 204 and the vehicle coil 206.\n FIG. 5 illustrates an example implementation 500 of a mobile apparatus for providing wireless charging to an electric vehicle. The example implementation 500 depicts two scenarios 502-1, 502-2, each including an apparatus 504. In aspects, the apparatus 504 is an instance of the passive flux bridge 112 of FIG. 1. In scenario 502-1, an apparatus 504 is equipped with power-transfer repeater system configured to extend power transfer from the base pad 104 to the vehicle pad 106. The power-transfer repeater system may include at least two tuned and connected power-transfer systems, such as repeater pads 506-1, 506-2. An active repeater converts power to direct current (DC) and then back to alternating current (AC) at the other end. For example, the base pad 104 transfers power to the repeater pad 506-1 via a magnetic field, which induces an alternating current in the repeater pad 506-1. The repeater pad 506-1 converts the alternating current to DC power and sends the DC power to the repeater pad 506-2 via a connection, such as wire 508. The repeater pad 506-2 then converts the DC power back to AC to generate a magnetic field and transfer power to the vehicle pad 106. In this way, the apparatus 504 can act as a flux extender to extend the flux horizontally to enable the base pad 104 to charge an electric vehicle positioned in a next parking stall or that is otherwise not aligned with the base pad 104. In aspects, the apparatus 504 may be horizontally extendable such that a distance between the repeater pads 506-1, 506-2 can be adjusted. This allows for adaptability in adjusting to different horizontal distances between the vehicle pad 106 that is misaligned with the base pad 104.\nIn scenario 502-2, the apparatus 504 includes repeater pads 506-1, 506-2 positioned to enable the apparatus 504 to extend the flux vertically to fill an air gap between the base pad 104 and the vehicle pad 106. As described above, reducing the air gap may increase power coupling, increase efficiency and improve power transfer between the base and vehicle power-transfer systems.\nConsider now FIG. 6, which illustrates an example implementation 600 of a mobile apparatus for charging an electric vehicle. In aspects, a mobile apparatus, such as cart 602 can be partially inserted underneath the electric vehicle 110 to align a base pad 104 disposed on the cart 602 with a vehicle pad 106 of the vehicle 110. The cart 602 may be battery powered, such as by including battery 604, or tethered via a power cable to a power source. In this way, the mobile apparatus can be used to charge the electric vehicle 110 at locations where a stationary base pad that is mounted on, flush with, or buried under ground is not available or accessible. In at least some aspects, the cart 602 may include a receiver pad 606 that, when aligned with a stationary base pad on or in the ground, is usable to charge the battery 604. For example, the receiver pad 606 operates similarly to the vehicle pad 106 to charge the battery 604. This may occur when the cart 602 is not actively charging the vehicle 110.\nIn aspects, the mobile apparatus (e.g., cart 602) may be sized similarly to the apparatus 504 of FIG. 5 such that the mobile apparatus is capable of being positioned completely underneath the vehicle 110. Further, the mobile apparatus can be used to sequentially charge multiple electric vehicles located in a parking lot. For example, the mobile apparatus can include a controller that receives sensor signals indicating multiple electric vehicles parked in nearby stalls. The mobile apparatus can then automatically move underneath one of the electric vehicles and align itself with the vehicle pad of that electric vehicle to charge a battery of the electric vehicle. After a duration of time or an amount of charge to that vehicle, the mobile apparatus can move to another vehicle to begin charging that other vehicle. In some aspects, the controller can schedule an amount of time to charge the electric vehicle based on a variety of different factors, examples of which include a state of charge of the electric vehicle, an estimated distance that the electric vehicle is to be driven, a priority status of the electric vehicle, a number of passengers scheduled to ride in the electric vehicle, and so on. The controller may be able to schedule a vehicle according to different priorities. For example, a user may be able to pay more (e.g., different charging prices per kWh) for a higher priority and the controller may be able to prioritize which vehicle is charged and in what order based on an amount of money paid for the charge.\n FIG. 7A illustrates an example implementation 700A of a mobile apparatus positioned in a track that enables one-dimensional movement for aligning with a vehicle power-transfer system of an electric vehicle. The illustrated example includes a mobile apparatus 702, which may be an instance of the passive flux bridge 112 of FIG. 1. In aspects, the mobile apparatus 702 may be an instance of a base pad, such as the base pad 104, which is mechanically movable. The apparatus 702 is connected to a power source 704 via a cable 706 and disposed within a track 708 that is positioned laterally across multiple parking stalls. Here, the mobile apparatus 702 can be used to share a single charging system across several electric vehicles, such as vehicles 710-1, 710-2, and 710-3, positioned in adjacent parking stalls. To make charging more convenient, the mobile apparatus 702 can operate automatically and without user intervention.\nIn some aspects, the mobile apparatus 702 can slide or move within the track 708. The track 708 is positioned laterally across parking stalls 712-1, 712-2, 712-3. The track 708 may be placed on, or coupled to, the parking surface. Alternatively, the track 708 may be embedded in the parking surface. The mobile apparatus 702 can be disposed within the track 708 and configured to move along the track 708. If the track 708 is straight, then the mobile apparatus 702 can move along a longitudinal axis of the track 708. In some aspects, the track 708 may be curved to correspond to a particular arrangement of parking stalls. In a curved track, the mobile apparatus 702 can move along the curved direction of the curved track. In addition, the mobile apparatus 702 can move along the track 708 in a variety of different ways. For example, the mobile apparatus 702 can utilize mobility components, such as wheels or a continuous track, e.g., tank tread, to move along a flat surface of the track 708 or rails within the track 708. Alternatively, the mobile apparatus 702 may move based on one or more cables attached to a pulley system that pull the mobile apparatus 702 back and forth along the track 708. Accordingly, the mobile apparatus 702 may move along the track 708 using a variety of different techniques.\nIn some aspects, a flexible cover can be used to cover the track 708 or an area in which the mobile apparatus 702 may move underneath the electric vehicles 710. The mobile apparatus 702 can include rollers or low-friction material to enable movement underneath the cover and under the vehicles 710. In some implementations, the cover may be used without the track 708. The vehicles 710 may drive over the cover and if a wheel of a stationary vehicle remains stationary on the cover, the mobile apparatus 702 can lift the wheel by moving under the cover and under the wheel. Accordingly, the mobile apparatus can move along the track underneath vehicles parked in the parking stalls to align itself appropriately with a vehicle pad of any one of those vehicles and charge that vehicle.\n FIG. 7B illustrates a top view and a side view of another example implementation 700B of a mobile apparatus 702 positioned in a track that enables movement for aligning with a vehicle power-transfer apparatus of an electric vehicle. The apparatus 702 is connected to a power source 704 (see side view) via a cable 706. Like in FIG. 7A, the mobile apparatus 702 can be used to share a single charging system across several electric vehicles, such as vehicles 710-1, 710-2, 710-3, and 710-4. The mobile apparatus 702 is configured to rotate around a center (manually or electronically—including automatically and without user intervention) to selectively wirelessly charge one of the vehicles 710-1, 710-2, 710-3, or 710-4 as described herein.\nIn an aspect, the side view shows a potential implementation that includes a compartment 720 configured to house the mobile apparatus 702. In certain aspects, the mobile apparatus 702 may be configured to additionally move up and down within the compartment to improve coupling based on the technology of the vehicle pad or type of vehicle. For example, the mobile apparatus 702 may be configured to lift into a charging position when a particular vehicle is selected.\n FIG. 8 illustrates an example implementation 800 of a reconfigurable mobile apparatus that can be mechanically split to charge multiple electric vehicles. The example implementation 800 includes two scenarios 802-1, 802-2 describing different modular formations of a reconfigurable mobile apparatus 804. Scenario 802-1 illustrates a top view of the mobile apparatus 804 having two separate conductors, such as coil 806 and coil 808, wound to form a double-D (DD) coil topology. Here, the coils 806, 808 are positioned within a parking stall 810 to charge a vehicle 812 positioned in the parking stall 810.\nIn aspects, the coils 806, 808 are modularly connected, such that the coils 806, 808 can be separated from one another to mechanically form two separate circular coils 806 and 808, as shown in scenario 802-2. In the scenario 802-2, the coil 806 has been moved to another location, such as parking stall 814, away from the coil 808 to charge a different vehicle (not shown) located in the parking stall 814. In this case, two WEVC charging stations (each with a circular coil) are created with one DD pad. This may be useful in certain scenarios where a parking lot has an insufficient number of base pads compared to the number of vehicles that need to be charged. Accordingly, when there are more vehicles than base pads, some of the DD coils ma | Systems and methods are described for a passive flux bridge for charging electric vehicles. These systems and methods include a mobile apparatus including mobility components and a material with high magnetic permeability and electrical resistivity. In aspects, the mobility components, e.g., wheels or continuous track, are configured to enable movement of the apparatus and positioning of the apparatus proximate to a vehicle power-transfer apparatus of an electric vehicle. The magnetically permeable and electrically resistive material, e.g., ferrite, is configured to passively channel magnetic flux between a base power-transfer system and the vehicle power-transfer system to wirelessly charge a battery of the electric vehicle. | US:15/971,577 | https://patentimages.storage.googleapis.com/cd/b2/3f/e7d4e96f23938c/US10668829B2.pdf | US:10668829 | William Henry Von Novak, III, Cody Wheeland, Jonathan Beaver, Xi Gong, Chang-Yu Huang, Martin Thienel | WiTricity Corp | US:20120119575:A1, US:20110254503:A1, US:20120161696:A1, US:20120262002:A1, US:20140333256:A1, US:20170018963:A1, US:20160068069:A1, KR:20160108962:A, US:20190023139:A1, US:20180290550:A1, CN:206394452:U, US:9731614, US:20180178666:A1, US:20190097471:A1 | Not available | 2020-06-02 | 1. A mobile apparatus for wireless power transfer, the mobile apparatus comprising: one or more mobility components configured to enable movement of the apparatus and positioning of the apparatus proximate to a vehicle power-transfer system of an electric vehicle; and ferrite configured to passively channel magnetic flux between a base power-transfer system and the vehicle power-transfer system to wirelessly charge a battery of the electric vehicle, and the mobile apparatus being separate from both the electric vehicle and the base power-transfer system., 2. The mobile apparatus as described in claim 1, wherein the ferrite is configured to redirect magnetic flux from a base coil of the base power-transfer system when a vehicle coil of the vehicle power-transfer system is misaligned with the base coil., 3. The mobile apparatus as described in claim 1, further comprising one or more sensors configured to detect a position of the apparatus relative to the base power-transfer system., 4. The mobile apparatus as described in claim 3, wherein the one or more sensors are further configured to detect a location of at least one of the base power-transfer system or the vehicle power-transfer system., 5. The mobile apparatus as described in claim 3, wherein the one or more sensors are configured to detect foreign metal objects or living objects located in an area overlapping the base power-transfer system., 6. The mobile apparatus as described in claim 1, further comprising a controller configured to automatically:\ndetect misalignment between a base coil of the base power-transfer system and a vehicle coil the vehicle power-transfer system; and\ncause a motor to operate the one or more mobility components to orient the apparatus to a position that increases a power coupling between the base power-transfer system and the vehicle power-transfer system by steering magnetic flux from the base coil toward the vehicle coil.\n, detect misalignment between a base coil of the base power-transfer system and a vehicle coil the vehicle power-transfer system; and, cause a motor to operate the one or more mobility components to orient the apparatus to a position that increases a power coupling between the base power-transfer system and the vehicle power-transfer system by steering magnetic flux from the base coil toward the vehicle coil., 7. The mobile apparatus as described in claim 1, further comprising at least one power-transfer repeater system configured to extend power transfer from the base power-transfer system to the vehicle power-transfer system., 8. The mobile apparatus of claim 1, wherein the ferrite is oriented at an acute angle or an obtuse angle from ground., 9. The mobile apparatus of claim 1, wherein the ferrite is positioned to alter an original direction of a magnetic field generated by the base power-transfer system., 10. The mobile apparatus of claim 1, wherein the ferrite is positioned to have a longitudinal axis of the ferrite directed between a base coil of the base power-transfer system and a vehicle coil of the vehicle power-transfer system., 11. The mobile apparatus of claim 1, wherein the apparatus is formed from non-metallic materials., 12. The mobile apparatus of claim 1, further comprising a controller configured to schedule an amount of time to charge the electric vehicle based on one or more of a state of charge of the electric vehicle, an estimated distance that the electric vehicle is to be driven, a priority status of the electric vehicle, or a number of passengers scheduled to ride in the electric vehicle., 13. The mobile apparatus of claim 1, further comprising one or more cleaning elements configured to clear an area overlapping the base power-transfer system of foreign objects., 14. The mobile apparatus of claim 13, wherein the one or more cleaning elements include at least one of a brush or an air jet., 15. The mobile apparatus of claim 1, wherein the apparatus is configured to prevent foreign objects from entering an area overlapping the base power-transfer system., 16. The mobile apparatus of claim 1, wherein the ferrite is extendable in at least one dimension., 17. A method for increasing a power coupling between a vehicle power-transfer system of an electric vehicle and a base power-transfer system, the method comprising: positioning a mobile apparatus, which is separate from both the vehicle power-transfer system and the base power transfer system, directly between a base coil of the base power-transfer system and a vehicle coil of the vehicle power-transfer system, the mobile apparatus including ferrite configured to passively channel magnetic flux between the base power-transfer system and the vehicle power-transfer system to wirelessly charge a battery of the electric vehicle; and orienting the ferrite to directionally position the ferrite between the vehicle coil and the base coil and steer the magnetic flux from the base power-transfer system toward the vehicle power-transfer system., 18. The method as described in claim 17, further comprising:\ndetecting misalignment between the vehicle coil and the base coil based on sensor data from one or more sensors; and\norienting the ferrite based on the misalignment.\n, detecting misalignment between the vehicle coil and the base coil based on sensor data from one or more sensors; and, orienting the ferrite based on the misalignment., 19. The method as described in claim 17, wherein the ferrite is positioned non-orthogonally to the base coil or the vehicle coil., 20. The method as described in claim 17, further comprising extending a height of the mobile apparatus to reduce a size of an air gap between the base power-transfer system and the vehicle power-transfer system and increase a power coupling between the base power-transfer system and the vehicle power-transfer system, the ferrite including a first set of ferrite pieces and a second set of ferrite pieces that interlock with the first set of ferrite pieces, and extending the height of the mobile apparatus includes decreasing an amount of overlap between interlocking or overlapping ferrite pieces to extend an effective length of the ferrite., 21. The method as described in claim 17, further comprising:\ndetecting one or more foreign metal objects or living objects located in an area overlapping the base coil; and\ninitiating one or more cleaning elements to clear the area overlapping the base coil of the one or more foreign metal objects or living objects.\n, detecting one or more foreign metal objects or living objects located in an area overlapping the base coil; and, initiating one or more cleaning elements to clear the area overlapping the base coil of the one or more foreign metal objects or living objects., 22. The method as described in claim 17, further comprising:\ndetecting a location of the base coil and a relative location of the vehicle coil based on sensor data from one or more sensors of the mobile apparatus; and\ncontrolling a motor that operates one or more mobility components of the mobile apparatus to position the mobile apparatus between the base coil and the vehicle coil.\n, detecting a location of the base coil and a relative location of the vehicle coil based on sensor data from one or more sensors of the mobile apparatus; and, controlling a motor that operates one or more mobility components of the mobile apparatus to position the mobile apparatus between the base coil and the vehicle coil., 23. A mobile base power-transfer apparatus comprising:\nferrite configured to channel magnetic flux induced by a magnetic field; and\na first coil configured to generate the magnetic field based on an electric current running through the first coil, the first coil configured to be removably positioned proximate to a second coil of another base power-transfer apparatus to provide a combined magnetic field that is greater than the magnetic field generated by the first coil, the electric current running through the first coil being synchronized with a current running through the second coil, the electric current running through the first coil in a first direction that is opposite a second direction of the current running through the second coil.\n, ferrite configured to channel magnetic flux induced by a magnetic field; and, a first coil configured to generate the magnetic field based on an electric current running through the first coil, the first coil configured to be removably positioned proximate to a second coil of another base power-transfer apparatus to provide a combined magnetic field that is greater than the magnetic field generated by the first coil, the electric current running through the first coil being synchronized with a current running through the second coil, the electric current running through the first coil in a first direction that is opposite a second direction of the current running through the second coil., 24. The mobile base power-transfer apparatus as described in claim 23, further comprising:\none or more mobility components configured to enable movement and positioning of the mobile base power-transfer apparatus proximate to or away from the other base power-transfer apparatus; and\none or more motors configured to operate the one or more mobility components.\n, one or more mobility components configured to enable movement and positioning of the mobile base power-transfer apparatus proximate to or away from the other base power-transfer apparatus; and, one or more motors configured to operate the one or more mobility components., 25. The mobile base power-transfer apparatus as described in claim 23, wherein the first coil is configured to charge an electric vehicle at a predefined level of charging based on the magnetic field, and wherein the combined magnetic field is usable to charge the electric vehicle at a second level of charging that is greater than the predefined level of charging. | US | United States | Active | B | True |
| 122 | Methods and systems for electric vehicle (EV) charge units and systems for processing connections to charge units after charging is complete \n | US10411487B2 | The present application is a continuation application of U.S. application Ser. No. 14/281,892, filed on May 20, 2014, entitled “Methods for Finding Electric Vehicle (EV) Charge Units, Status Notifications and Discounts Sponsored by Merchants Local to Charge Units,” which is a continuation application of U.S. application Ser. No. 13/797,974, filed on Mar. 12, 2013, entitled “Methods and Systems for Electric Vehicle (EV) Charge Location Color-Coded Charge State Indicators, Cloud Applications and User Notifications,” which claims priority to U.S. Provisional Patent Application No. 61/745,729, filed on Dec. 24, 2012, and entitled “Methods and Systems For Electric Vehicle (EV) Charging, Charging Systems, Internet Applications and User Notifications,” which are herein incorporated by reference.\nU.S. application Ser. No. 14/281,892 is a continuation-in-part of U.S. application Ser. No. 13/452,882, filed Apr. 22, 2012, and entitled “Electric Vehicle (EV) Range Extending Charge Systems, Distributed Networks Of Charge Kiosks, And Charge Locating Mobile Apps,” which claims priority to U.S. Provisional Application No. 61/478,436, filed on Apr. 22, 2011, all of which are incorporated herein by reference.\nThe present invention relates to systems and methods that enable operators of electric vehicles (EV) to obtain charge and remain in charging spots after charging has finished. In some examples, users accounts can pay a fee to remain connected to a charging unit after the charging has finished.\nElectric vehicles have been utilized for transportation purposes and recreational purposes for quite some time. Electric vehicles require a battery that powers an electric motor, and in turn propels the vehicle in the desired location. The drawback with electric vehicles is that the range provided by batteries is limited, and the infrastructure available to users of electric vehicles is substantially reduced compared to fossil fuel vehicles. For instance, fossil fuel vehicles that utilize gasoline and diesel to operate piston driven motors represent a majority of all vehicles utilized by people around the world. Consequently, fueling stations are commonplace and well distributed throughout areas of transportation, providing for easy refueling at any time. For this reason, fossil fuel vehicles are generally considered to have unlimited range, provided users refuel before their vehicles reach empty.\nOn the other hand, owners of electric vehicles must carefully plan their driving routes and trips around available recharging stations. For this reason, many electric vehicles on the road today are partially electric and partially fossil fuel burning. For those vehicles that are pure electric, owners usually rely on charging stations at their private residences, or specialty recharging stations. However specialty recharging stations are significantly few compared to fossil fuel stations. In fact, the scarcity of recharging stations in and around populated areas has caused owners of electric vehicles to coin the phrase “range anxiety,” to connote the possibility that their driving trips may be limited in range, or that the driver of the electric vehicle will be stranded without recharging options. It is this problem of range anxiety that prevents more than electric car enthusiasts from switching to pure electric cars, and abandoning their expensive fossil fuel powered vehicles.\nIt is in this context that embodiments of the invention arise.\nIn one embodiment, methods, systems, charge units, computer readable media, and combinations thereof are provided, to enable color coding of charging units (CUs), to provide a visual indication to users of when a CU is available, unavailable, in progress, out of service, etc. In other embodiments, methods, systems and computer readable media is provided for finding charge units and identifying discounts are the identified charge units. The discounts can, in some embodiments, be provided by merchants that may be proximate or local to a charge unit. For example, the discount can be in the form of discount for the charge purchased or obtained at the charge unit or discounts for goods or services offered a location of the merchant.\nIn one embodiment, a method is provided that includes receiving data, at a server, indicative that a user account has accessed a charging unit for charging an electric vehicle. The charging unit has an indicator that identifies an active charging status while the electric vehicle is connected to the charging unit for charging a battery of the vehicle using the charging unit. The charging unit is configured to identify a complete charging status when the electric vehicle is finished charging said battery using the charging unit. The method includes receiving data, at the server, indicative of a status of charge of the electric vehicle during the charging. Sending a notification to a device having access to the user account, regarding said status of charge during the charging of the electric vehicle. The notification identifies a current level of charge of the battery of the electric vehicle and optionally an estimate of a time remaining to finish charging the battery of the electric vehicle. The method includes receiving an instruction, from the device, to maintain the vehicle connected to the charging unit for a set period of time after the battery of the electric vehicle is finished charging. The server is configured to sends data to the charge unit to allow the electric vehicle to maintain connected to the charging unit even when the battery of electric vehicle has reached the complete charging status.\nIn one embodiment, a method is provided. The method includes receiving data, at a server, indicative that a user account has accessed a charging unit for charging an electric vehicle. The charging unit has an indicator that identifies an active charging status while the electric vehicle is charging using the charging unit and identifies a complete charging status when the electric vehicle is finished charging using the charging unit. The method also includes receiving data, at the server, indicative of a status of charge of the electric vehicle during the charging. The method sends a notification to a device having access to the user account regarding status of charging during the charging of the electric vehicle. The notification identifying a current level of charge of the electric vehicle and an estimate of a time remaining to finish charging of the electric vehicle. The method further including receiving an instruction, from the device, to maintain the indicator of the charging unit in the active charging status for a set period of time after the electric vehicle is finished charging.\nIn some implementations, the method further includes receiving the instruction at the server and sending data to the CU to maintain the indicator of the charging unit in the active charging status.\nIn some implementations, the indicator is a feature of the CU that illuminates to display a color. The color that is displayed is indicative of the status of charge of the electric vehicle during the charging. And further, wherein the color is defined by one or more colors depending on the status of charge of the electric vehicle, and wherein at least one or more of the colors represents the active charging status, and wherein at least one or more of the colors represents the complete charging status.\nIn some implementations, the notification is saved to the user account for access from an application or a website via the device, the device being one of a mobile device, vehicle electronics of the vehicle, or a computer. In this example, the user account is accessible via the internet that provides communication to the server and storage associated with the server.\nIn some implementations, the access of the charging unit for charging the electric vehicle includes receiving payment via the user account, the user account having access to a history of charge activity.\nIn some implementations, a user interface of the device or a user interface of the electric vehicle receives data from the server to surface an application when the electric vehicle is determined to have arrived at the CU, the application being configured to provide options to login or accept to proceed with an automatic payment for charging the electric vehicle.\nIn some implementations, the current level of charge sent to the device is sent so that a user interface of the device shows a graphic of the current level as the current level changes to become more charged or finished charging.\nIn some implementations, the estimate of the time to charge is dynamically calculated based on a current charge level of the electric vehicle and a charging rate capability of the CU.\nIn some implementations, the instruction from the device includes data enabling payment of a fee charged to the user account to enable the maintaining the indicator of the charging unit in the active charging status.\nIn some implementations, the set period of time is based on a fee paid via the user account or paid by a sponsoring merchant that is local or proximate to the CU.\nIn some implementations, the indicator is a light emitting diode (LED) with a color shade that changes to different colors, or a colored LED, or a plurality of colored LEDs that turn on at different times depending on the status of charge.\nIn some implementations, the CU includes a message function to enable users proximate to the CU to send a message to the user account requesting that the electric vehicle be moved when the indicator identifies the complete charging status.\nIn one embodiment, a method is provided. The method includes receiving, at a server, a request from a device to find a one or more charge units for charging an electric vehicle at a geographic location. The method also includes accessing, by the server, a first database to identify charge units that are associated with the geographic location. The method then accesses, by the server, a second database to identify discounts available at the charge units identified to be associated with the geographic location, wherein one of the identified discounts on one of the charge units is provided by a first merchant having a business location proximate to the one of the charge units. The method then includes sending, by the server, data to the device that identifies one or more of the charge units that are associated with the geographic location. The data further includes information regarding identified discounts available at one or more of the identified charge units.\nIn some implementations, the identified discounts include discounts for goods or services offered by the first merchant at the business location or credit for charged used at the charge unit, or a credit for future electric vehicle charge or goods or servers, or a combination thereof.\nIn some implementations, the method further includes sending, by the server, data to enable access for charging for the electric vehicle at the charge unit and monitoring charge used at the charge unit, wherein at least one of the identified discounts is provided before, during or after the charge is used for charging the electric vehicle.\nIn some implementations, the request by the device is provided via an application executed on the device, or via a website accessed by the device, or via a user account accessed by the device, and wherein the device is one of a portable device or a device of a vehicle, and wherein the server is provided with access to one or more storage devices that store at least the first and second databases.\nIn some implementations, the identified discounts vary over time, wherein discounts increase dynamically by predefined amounts when charge pumps experience less use and reduce dynamically by predefined amounts when the charge pumps experience more use.\nIn some implementations, the one of the identified discounts is additionally provided by a second merchant, such that the first merchant and the second merchant share the discount provided at the one of the charge units, and wherein the second merchant has a business location proximate to the one of the charge units.\nIn one implementation, a method is provided, which includes receiving, at a server, a request from a device to find a one or more charge units for charging an electric vehicle at a geographic location. The method includes accessing, by the server, a first database to identify charge units that are associated with the geographic location. The method then accesses, by the server, a second database to identify discounts available at the charge units identified to be associated with the geographic location, wherein one or more of the identified discounts on one of the charge units is shared by a first merchant and a second merchant having respective business locations proximate to the one of the charge units. The method also includes sending, by the server, data to the device that identifies one or more of the charge units that are associated with the geographic location. The data further including information regarding identified discounts available at one or more of the identified charge units. The method includes sending, by the server, data to enable access for charging for the electric vehicle at the charge unit and monitoring charge used at the charge unit, wherein at least one of the identified discounts is provided before, during or after the charge is used for charging the electric vehicle. In some implementations, the request by the device is provided via an application executed on the device, or via a website accessed by the device, or via a user account accessed by the device. In some implementations, the device is one of a portable device or a vehicle device configured for accessing the internet. In some implementations, the server is provided with access to one or more storage devices that store at least the first and second databases.\nIn some implementations, the identified discounts include discounts for goods or services offered by the first merchant or the second merchant, or discounts to provide credit for charged used at the charge unit, or discounts provided via the user account. In some implementations, the user account is an account managed by a cloud service that provides access to one or more web pages for a plurality of users, each of said users being able to access their respective user accounts using the device over the internet.\nIn one embodiment, a method for managing charge status of an electric vehicle (EV) at a charge unit (CU) is provided. The method includes detecting connection of a charging connector of the charge unit to a vehicle charge port of the EV. The method also includes receiving charge status of the EV while the charging connector is connected to the CU and activating a light at the CU. The light is set to a color that is indicative of the charge status of the EV. The method then includes changing the color of the light as the charge status of the EV changes. The method executed by a processor at a charge unit or on cloud processing logic over the Internet, or combinations thereof.\nIn one embodiment, detecting connection includes establishing initiation of data exchange between the EV and CU, the exchange of data can be through a data line in the charging connector or a wireless link between the EV and CU.\nIn one embodiment, the charge status includes determining a level of charge of a battery of the EV.\nIn one embodiment, the light at the CU is either connected to the CU or is proximate to the CU, and the color is set by a color shade on a light, a light emitting diode (LED) with a color shared that moves to different colors, a colored LED, or a plurality of colored LEDs that turn on a different times depending on the desired color for the charge status.\nIn one embodiment, a color is assigned to levels of charge of the vehicle, including a color to indicate a full level of charge of the EV, and wherein, a notification is generated and sent to a user account that was used to obtained charge for the EV at the CU.\nIn one embodiment, the notification is sent for one of a progress of charge, or to indicate that the EV has reached the full level of charge.\nIn one embodiment, the method also includes enabling a user account that was used to obtained charge for the EV at the CU to pay a fee, from a remote device, to change the color of the CU to a non-full state even when the EV is at the full level.\nIn one embodiment, the method also includes enabling sending a notification to a user account that was used to obtained charge for the EV at the CU, the notification providing a status of charge of the EV.\nIn one embodiment, the status of charge of the EV is published to a user account that is accessible over the Internet using a device having access to the Internet.\nIn one embodiment the color is illustrated on a graphical user interface on a display, when the user account is accessed to view the status of charge of the EV.\nIn one embodiment the CU includes a push notification function to enable users proximate to the CU to send a notification to the user account requesting that the EV be moved when the color indicates that the EV has reached a full state of charge and is not moved from a spot that is occupying the CU.\nIn one embodiment, the method also includes receiving a request from a local EV to locate a CU, and an available CU is activated to blink the color to enable visual identification from an area proximate to the CU.\nIn one embodiment, the method is executed by a CU having electronics, communication links to the Internet to access cloud processing logic, or can be executed partially by cloud processing logic and logic of the CU, or also process can be made or assisted by processing logic of electronics of the EV connected to the CU, or combinations thereof. Computer readable media can also be provided, which will hold processing instructions for carrying out any one of the method operations, as instructions, or by circuit or chips that are programmed to execute instructions or chips or circuits that communicate with a network, such as the internet.\n FIG. 1 illustrates a charge unit having a color indicator, which projects the charge state of an electric vehicle (EV) connected to the CU, in accordance with one embodiment.\n FIG. 2 illustrates an example of a charge bank of CUs, and various color indicators, and codes for notifying users of charge state, in accordance with one embodiment.\n FIG. 3 illustrates an example of a user mobile device, and notifications that can be provided, along with color indicators, in accordance with one embodiment.\n FIG. 4 illustrates an example of color codes used in a parking area, where color is used to identify open spaces with CUs that are available, in accordance with one embodiment.\n FIG. 5 illustrates an example flow chart of a method, to provide color indicators on CUs, notifications for status, remote pay to extend use of a CU, in accordance with one embodiment.\n FIG. 6 shows an example of a user with a mobile device approaching a CU, next to an EV, in accordance with one embodiment of the present invention.\n FIG. 7 shows a user accessing a QR code of the CU, in accordance with one embodiment.\n FIG. 8 shows an example screen with instructions, so the user can sync with the device and select the level of charge, in accordance with one embodiment.\n FIG. 9 shows a vehicle arriving at a charging slot, in accordance with one embodiment.\n FIG. 10 shows a user scanning a QR code to sync with a CU, in accordance with one embodiment.\n FIGS. 11-13 illustrate examples of connecting a CU to an EV and interfacing with the CU via a mobile device, in accordance with one embodiment.\n FIG. 14 shows an example of access to a user account, and payment options and discounts provided or associated with local merchants proximate to the CU, in accordance with one embodiment.\n FIG. 15 shows an example where a user can receive notification during charge sessions and ways of paying or buying goods to say in the slot when charge is complete, in accordance with one embodiment.\n FIG. 16 illustrates an example of a user's device obtaining a code from a CU at a charge unit install point (CUIP), in accordance with one embodiment.\n FIG. 17 illustrates an APP of a device making connection to charge cloud services, in accordance with one embodiment.\n FIG. 18 illustrates an example process when a user logs in to an App, and the App provides the user, Bob, with information about his vehicle, in accordance with one embodiment.\n FIG. 19 further shows a parking structure, which can include one or more floors and ceiling charge cords, in accordance with one embodiment.\n FIG. 20 illustrates an example of a vehicle having multiple charge cells (e.g., batteries B1 and B2), in accordance with one embodiment.\n FIG. 21 illustrates an example where multiple CUs can be connected to multiple charge units (e.g., segmented batteries) of an EV, in accordance with one embodiment.\n FIG. 22 shows how tracking the CEs, the data can be monitored by power stations to calculate grid local metrics.\n FIG. 23 illustrates a clustering of discounts for proximate located businesses that provide discounts, promotions, or deals to CUs next to the businesses, in accordance with one embodiment.\n FIG. 24 illustrates an example of a GUI screen to allow businesses to establish clustered promotions, by locating CUs and defining promotions, in accordance with one embodiment.\nIn one embodiment, method are provided to enable color coding of charging units (CUs), to provide a visual indication to users of when a CU is available, unavailable, in progress, out of service, etc. The visual indicators, in one embodiment are color coded. The color coding can, in one embodiment, be visible to drivers or users in proximity to the CU. In other embodiments, the color indicators can also be published to the internet to allow remote users to quickly identify proximate CUs and identify their current use state. In other embodiments, users, via applications (on mobile devices or on the vehicle) can identify proximate CUs, their status, make reservations for particular CUs, and receive notifications of the progress. In one embodiment, be making reservations head of arriving at a CU, the user is best assured of having access to connect the EV to the CU, so that the charging process can be optimized.\nEmbodiments are also provided for finding charge units and identifying discounts that are identified proximate to charge units. The discounts can, in some examples, be provided by merchants that may be proximate or local to a charge unit. In one example, proximate and local may be a distance that is walkable from the charge unit, such as to allow the driver to walk to the merchant's location while the electric vehicle charges and then return. In specific examples, walkable may be a distance that is less than about 30 minutes of human walking (e.g., each way to and from the CU and the merchant). In other embodiments, the walking distance is less than about 15 minutes of human walking, each way. In still another embodiment, the distance is less than about 5 minutes of human walking, each way . . . . The discount can be in the form of a discount for the charge purchased or obtained at the charge unit or discounts for goods or services offered a location of the merchant. The method executed by a processor at a charge unit or by a cloud processing logic, or by a server or servers or over the Internet, or combinations thereof.\nA number of embodiments are described below, with reference to specific inventive topics and/or sub-embodiments that relate to electric vehicles, charging methods, wireless device synchronization to exchange information regarding charging events, cloud based processing technologies to share charge availability information, discounts across a charge supply grid, geo-location mapping and charge finding, user interfaces, charge unit identification systems, user interfaces to unify acquisition of charge, reservation of charge, charge units with color indicators to signal charge status and availability, charge supply systems and infrastructure for connecting charge to electric vehicles (EVs), cloud based databases and distributed data centers for tracking charge usage and sharing charge usage with charge providers, utilities, drivers of EVs, owners of charge units (CUs) and owners or managers of charge unit install points (CUIPs).\nIn one implementation, the listed embodiments may be viewed broadly to define separate defined embodiments. In other implementation, the listed embodiments may be combined with one or more of the respectively listed embodiments to define unified embodiments.\nPayment for charge can, in one embodiment, be unified by a process or application that shares charge activity and provides revenue back to the suppliers of the CU. Payment can further be unified by enabling wireless payment at a CU. In one example, when an EV reaches a location of a CU, an application can be surfaced to the electronics of the vehicle or to a user's portable device. The application can provide the user with options to login or simply accept to proceed with automatic payment for charge consumed at the CU. Cloud services, which may run one or more applications, can maintain logs for the user to show historical charge activities and costs.\nOn the CU side, the supplier of the charge can also receive payment from the EV drivers and can be provided with metrics of charge utilization at one or more CUs in a network of CUs owned or operated by the CU supplier.\nUtility companies or power suppliers can also be provided with metrics of charge use at various CUs, historical charge loads, and times of peak and lows for the various geographically distributed CUs. Utilities can therefore manage power supplies and power rates more effectively and can further populate real time cost per charge rates to EV users, which may discourage EV users from seeking charge during peak or more expensive times of day.\nIn one embodiment, methods and systems are provided, which include charge units (CUs), which include a color indicator on the charge unit (or station) or next to the charge unit. The color indicator, in one embodiment, is visible so that people in the parking lot or vicinity of charging can identify if cars that are connected to a charge station are already charged (or status of charging) and simply taking up space. The charge color indicator can be any color and can be provided with letters or signs to also communicate information, such as CU available, CU busy, CU out of service, CU in progress. The information can also be for information about the EV charging state, such as empty, 10% charged, 20% charged, 30% charged 70% charged, 100% charged, etc. If a color is used, example colors can be yellow 10A (see FIG. 1) to indicate less than 20% full, orange 10B to communicate ˜50% full, light red 10C to communicate ˜90% full, red 10D to communicate 100% full (or no service available).\nThe lights can be activated by a method or circuit to turn on or off, blink, pulse, trigger, or control operation. The lighting can be incandescent lighting, lighting with color coded shields, light emitting diodes (LEDs), colored LEDs, and the color can change from one color to another as the charging of an EV progresses (e.g., from yellow to RED, when full). When users drive up to an area or a parking lot with charge stations (or location of charge), EVs connected to the stations publicly show their fill state. If an EV is full, for example, it will be evident that the EV is simply taking up a space.\nIf the car (e.g., EV) is taking up space and the owner of the EV walked away, a color code at the charge station can be activated. In one embodiment, when an EV is connected to a CU, the user can be provided a code for the CU. The code can be, for example, a QR code, a number, a key, a bar code, etc. In addition to the code being used by the user of the EV, this code can also be used by any person to cause cloud services to send a ping or notification to the user/owner of the car.\nFor instance, if the user has left temporarily to shop while the car charges, the user may return quickly upon being notified that the charging is complete or is about to complete. As noted, this notification may be in addition to an automatic notification of charge state or completion. That is, an additional notification may be sent by frustrated users that may want to park in the spot that is taken up by the car. To avoid abuse, the notification may be limited to a set number of notifications.\nIn one embodiment, the charge stations may have an ID (like a QR Code, number, text ID, etc.) that the user can use to sync to when plugging in the car. The ID can be used to notify the user when the charge level reaches full or progresses to charge. If the user does not come back to move the car, the user can pay a fee to stay in the spot to avoid citation. In one embodiment, by paying a fee (e.g., remotely by a mobile device), the color indicator on the charge spot can be kept at a color that is other than full. This will signal to others in the area that the user taking up the spot is legitimately taking up the spot.\nIn one embodiment, the user may be parked/plugged in at a charge unit (CU) located at or proximate to a store (the CU at that location is registered as a charge unit install point (CUIP)). In this embodiment, the store (e.g., a Target™) can give the user a discount on the charge or space time if they buy X in the store, etc. This method allows for proximate retailers to sponsor EV drivers to park proximate to the retailers. This sponsorship or promotion can be published to cloud services, which allows EV users to know when such promotions are available. If the user of the EV is looking for charge and the user also needs particular services, and publishing discounts or promotions will allow EV drivers to select certain CUs over other CUs.\nIn another embodiment, the user may be at work and plugged in to the employer's charge spot. If the user leaves the car plugged in past the time it needs to fill and charge the battery of the electric vehicle (EV), that user may be taking up space that could be used by other co-workers. In one embodiment, when the user plugs into the CU, the user can capture the ID of the CU and register to that charge session. In this manner, the user can be provided notifications as the charge level progresses. The notifications can be by application icons, buzzing, sounds, texts, phone calls, instant messaging, etc. At the time the CU is connected to the user's EV, the user can define how notifications will be sent to the user. The color indicator of the CU can also change as the EV progresses to charged. The same color indicators can be transferred to the owner of the EV as the colors progress to the various colors of charge. In one embodiment, notifications allow users to move their vehicles timely, to allow others to use the CU. In addition, the color indicators provide a way to locally alert people driving EVs if the CUs are actually being used fairly in a particular location, whether private or pubic.\n FIG. 1 shows how one user can identify the color state of a CU while the EV progresses to a charge state. In FIG. 2, a charge bank A, can be a location where more than one CU is arranged for charging EVs. If a user drives up to a charge bank A and sees that all slots are taken and the color indicators on the CUs show in-progress charging, the user can capture or input a code of the charge bank A. The code can be used to communicate progress information back to the user while the user waits for a charging spot to open up. Instead of having to be physically present to see the charge state of the CUs in charge bank A, the user can login to cloud services to find charge bank A. As shown in FIG. 3, from a remote location, therefore, a user can see the CUs that are located at the charge bank A, and also see the color indicators of each CU. This can be used ahead of time by the driver of the EV to determine whether he/she wishes to go to charge bank A for charge. For instance, if it looks like spots are available now or the vehicles are nearly all full, the user can opt to drive to the EV to obtain charge from charge bank A.\nCloud services can also provide an approximation of when a CU will be available at bank A, or any other location. Still further, an EV driver can be provided with a list of CUs in the geo-location of the vehicle, based on which CUs will be available.\nNotificati | Methods, systems, charge units, computer readable media, and combinations thereof are provided. One example method includes receiving data, at a server, indicative that a user account has accessed a charging unit for charging an electric vehicle. The charging unit has an indicator that identifies an active charging status while the electric vehicle is connected to the charging unit for charging a battery of the electric vehicle using the charging unit. The charging unit is configured to identify a complete charging status when the electric vehicle is finished charging said battery using the charging unit. The method includes receiving data, at the server, indicative of a status of charge of the electric vehicle during the charging. Sending a notification to a device having access to the user account, regarding said status of charge during the charging of the electric vehicle. The notification identifies a current level of charge of the battery of the electric vehicle and optionally an estimate of a time remaining to finish charging the battery of the electric vehicle. The method includes receiving an instruction, from the device, to maintain the electric vehicle connected to the charging unit for a set period of time after the battery of the electric vehicle is finished charging. The server is configured to sends data to the charge unit to allow the electric vehicle to maintain connected to the charging unit even when the battery of electric vehicle has reached the complete charging status. | US:15/384,314 | https://patentimages.storage.googleapis.com/ed/56/60/11e6929bc5f2c7/US10411487.pdf | US:10411487 | Angel A. Penilla, Albert S. Penilla | Emerging Automotive LLC | US:3690397, US:3799063, US:3867682, US:4052655, US:4102273, US:4132174, US:4162445, US:4309644, US:4383210, US:4433278, US:4347472, US:4405891, US:4389608, US:4450400, US:4532418, US:6252380, US:4815840, US:4789047, US:5121112, US:5049802, US:5132666, US:5184058, US:5642270, US:5202617, US:5563491, US:5492190, US:5441122, US:6081205, US:5297664, US:5343970, US:5487002, US:5306999, US:5315227, US:7850351, US:5449995, US:6727809, US:5327066, US:5422624, US:6067008, US:5596258, US:5585205, US:6937140, US:5434781, US:5488283, US:5627752, US:5549443, US:5555502, US:5548200, US:5892598, US:5612606, US:5778326, US:5974136, US:5636145, US:5701706, US:5594318, US:5790976, US:7630802, US:7650210, US:8036788, US:5595271, US:5694019, US:5916285, US:6175789, US:6085131, US:6014597, US:5736833, US:5666102, US:5691695, US:6330497, US:20060182241:A1, US:6466658, US:20020064258:A1, US:6049745, US:5760569, US:6370475, US:6151539, US:6586866, US:20060287783:A1, US:5998963, US:6236333, US:6234932, US:6741036, US:6456041, US:7289611, US:7379541, US:6915869, US:6789733, US:20030205619:A1, US:20130002876:A1, US:8262268, US:6850898, US:6330499, US:6301531, US:6511192, US:6434465, US:8713121, US:6373380, US:20030153278:A1, US:7039389, US:6307349, US:6794849, US:20030137277:A1, US:6765495, US:7201384, US:8527135, US:6225776, US:6416209, US:6629024, US:6480767, US:20040046506:A1, US:20040064235:A1, US:20020085043:A1, US:8072318, US:20020133273:A1, US:6487477, US:6498454, US:6922629, US:7376497, US:6614204, US:20080097904:A1, US:7778746, US:20030234325:A1, US:20050231119:A1, US:20120028680:A1, US:6940254, US:8027843, US:20040093155:A1, US:20040092253:A1, US:20050044245:A1, US:7565396, US:7674536, US:20040265671:A1, US:20050021190:A1, US:7269416, US:7084781, US:20060125620:A1, US:7013205, US:7532965, US:20060282381:A1, US:20080180027:A1, US:7869576, US:8483775, US:7751945, US:20090101421:A1, US:7740092, US:20090092864:A1, US:20070068714:A1, US:20070126395:A1, US:20140172727:A1, US:7796052, US:20080155008:A1, US:20070282495:A1, US:20100013434:A1, US:7402978, US:20080040129:A1, US:20080039989:A1, US:7949435, US:20090066287:A1, US:20080039979:A1, US:20080040223:A1, US:20080040295:A1, US:20090043519:A1, US:20080052145:A1, US:20080086411:A1, US:8694328, US:20080203973:A1, US:7885893, US:20080228613:A1, US:7683771, US:8333492, US:20080281663:A1, US:20080294283:A1, US:20090011639:A1, US:20080312782:A1, US:20090021385:A1, US:7698078, US:20120025765:A1, US:20090021213:A1, US:20100169008:A1, US:20100057306:A1, US:20090030712:A1, US:20090058355:A1, US:7693609, US:8818622, US:20090076913:A1, US:20090082957:A1, US:8054048, US:20090091291:A1, US:20090210357:A1, US:20100017045:A1, US:8366371, US:20090144001:A1, US:20090157289:A1, US:20090164473:A1, US:7979198, US:20100280956:A1, US:20090177580:A1, US:20090174365:A1, US:7956570, US:20120316671:A1, US:20120218128:A1, US:20140236463:A1, US:20090287578:A1, US:20090313032:A1, US:20090313033:A1, US:20090313098:A1, US:20090312903:A1, US:7991665, US:20090313034:A1, US:8836281, US:20090313174:A1, US:8266075, US:20090313104:A1, US:20110187521:A1, US:20100017249:A1, US:20110175569:A1, US:20100049533:A1, US:20100049610:A1, US:20100049396:A1, US:20100049737:A1, US:20100049639:A1, US:8103391, US:8725551, US:8392065, US:20100141206:A1, US:20100112843:A1, US:8006793, US:8706394, US:20100161481:A1, US:20100161482:A1, US:20110279083:A1, US:20100198513:A1, US:20100198508:A1, US:20100211643:A1, US:20100211340:A1, US:20110309929:A1, US:8825222, US:20100222939:A1, US:20100268426:A1, US:8508188, US:20100304349:A1, US:20120074903:A1, US:20110032110:A1, US:20120229056:A1, US:20140300739:A1, US:20110074351:A1, US:20110077809:A1, US:8294420, US:20110074350:A1, US:20110112969:A1, US:20110106329:A1, US:20110130885:A1, US:8635091, US:20120268068:A1, US:8552686, US:20110191265:A1, US:20110193522:A1, US:20110202218:A1, US:8256553, US:8490005, US:8483907, US:20110246252:A1, US:8819414, US:8336664, US:20120013300:A1, US:20120019204:A1, US:20130127247:A1, US:8643329, US:20120041624:A1, US:8482255, US:20120053754:A1, US:20140019280:A1, US:8760432, US:7986126, US:8405347, US:8660734, US:8751271, US:8799037, US:20120105197:A1, US:20120123670:A1, US:20130280018:A1, US:20120136743:A1, US:20120136802:A1, US:20120158244:A1, US:20120179323:A1, US:8686864, US:20120233077:A1, US:20120229085:A1, US:20120232965:A1, US:20120262002:A1, US:20120268076:A1, US:20120268242:A1, US:20140042968:A1, US:20120296512:A1, US:20140066049:A1, US:20120280654:A1, US:8589019, US:20120303397:A1, US:8265816, US:20120306445:A1, US:20120310713:A1, US:8624719, US:20130021162:A1, US:20130020139:A1, US:20130253746:A1, US:8350526, US:20130029595:A1, US:20140203077:A1, US:20140214321:A1, US:20130037339:A1, US:8816845, US:20130103236:A1, US:20130110296:A1, US:20130099892:A1, US:20130110653:A1, US:8521599, US:20130110632:A1, US:20130144520:A1, US:20130204466:A1, US:20130145065:A1, US:8818725, US:20130135093:A1, US:20130179057:A1, US:8527146, US:20130241720:A1, US:20140021908:A1, US:20130300554:A1, US:20130317693:A1, US:20130317694:A1, US:20130338820:A1, US:20130328387:A1, US:20130342363:A1, US:20140002015:A1, US:20140047107:A1, US:20140089016:A1, US:8630741, US:20140106726:A1, US:20140118107:A1, US:20140120829:A1, US:8717170, US:20140125355:A1, US:20140142783:A1, US:20140164559:A1, US:20140163774:A1, US:20140163771:A1, US:20140172192:A1, US:8751065, US:20140172265:A1, US:20140179353:A1, US:20140200742:A1, US:20140207333:A1, US:20140214261:A1, US:20140218189:A1, US:20140232331:A1, US:20140236414:A1, US:20140253018:A1, US:20140278089:A1, US:20140277936:A1 | 2023-03-14 | 2023-03-14 | 1. A method, comprising,\nreceiving data, at a server, indicative that a user account has accessed a charging unit for charging an electric vehicle, the charging unit having an indicator that identifies an active charging status while the electric vehicle is connected to the charging unit for charging a battery of the electric vehicle using the charging unit, the charging unit is configured to identify a complete charging status when the electric vehicle is finished charging said battery using the charging unit, the indicator used to publically inform charging status of the charging unit that is provided for public use;\nreceiving data, at the server, indicative of a status of charge of the electric vehicle during the charging;\nsending a notification to a device having access to the user account regarding said status of charge during the charging of the electric vehicle, the notification identifying a current level of charge of the battery of the electric vehicle and an estimate of a time remaining to finish charging the battery of the electric vehicle; and\nreceiving an instruction, from the device, to maintain the electric vehicle connected to the charging unit for a set period of time after the battery of the electric vehicle is finished charging;\nwherein the instruction is received at the server, the server then sends data to the charging unit to allow the electric vehicle to maintain connected to the charging unit even when the battery of the electric vehicle has reached the complete charging status and to change the indicator to charging, the method being executed by a processor.\n, receiving data, at a server, indicative that a user account has accessed a charging unit for charging an electric vehicle, the charging unit having an indicator that identifies an active charging status while the electric vehicle is connected to the charging unit for charging a battery of the electric vehicle using the charging unit, the charging unit is configured to identify a complete charging status when the electric vehicle is finished charging said battery using the charging unit, the indicator used to publically inform charging status of the charging unit that is provided for public use;, receiving data, at the server, indicative of a status of charge of the electric vehicle during the charging;, sending a notification to a device having access to the user account regarding said status of charge during the charging of the electric vehicle, the notification identifying a current level of charge of the battery of the electric vehicle and an estimate of a time remaining to finish charging the battery of the electric vehicle; and, receiving an instruction, from the device, to maintain the electric vehicle connected to the charging unit for a set period of time after the battery of the electric vehicle is finished charging;, wherein the instruction is received at the server, the server then sends data to the charging unit to allow the electric vehicle to maintain connected to the charging unit even when the battery of the electric vehicle has reached the complete charging status and to change the indicator to charging, the method being executed by a processor., 2. The method of claim 1, wherein the notification is saved to the user account for access from an application or a website via the device, the device being one of a mobile device, vehicle electronics of the electric vehicle, or a computer,\nwherein the user account is accessible via the internet that provides communication to the server.\n, wherein the user account is accessible via the internet that provides communication to the server., 3. The method of claim 1, wherein the access of the charging unit for charging the battery of the electric vehicle includes receiving payment via the user account, the user account having access to a history of charge activity., 4. The method of claim 1, wherein a user interface of the device or a user interface of the electric vehicle receives data from the server to surface an application or interface when the electric vehicle is determined to have arrived at the charging unit, the application being configured to provide options to login or accept to proceed with an automatic payment for charging the battery of the electric vehicle., 5. The method of claim 1, wherein the current level of charge sent to the device is sent so that a user interface of the device shows a graphic or indicator of the current level of charge as the current level of charge changes to become more charged or finishes charging., 6. The method of claim 1, wherein the estimate of the time to charge is dynamically calculated based on a current charge level of the battery of the electric vehicle and a charging rate of the charge unit., 7. The method of claim 1, wherein the instruction from the device includes data enabling payment of a fee to maintain the electric vehicle connected to the charging unit after the battery of the vehicle has reached the complete charging status., 8. The method of claim 1, wherein the set period of time is based on a fee paid via the user account or paid by a sponsoring merchant that is local or proximate to the charge unit., 9. The method of claim 1, wherein the charge unit includes a message function to enable users proximate to the charge unit to send a message to the user account requesting that the electric vehicle be moved when the battery of the electric vehicle has reached the complete charging status., 10. A non-transitory computer readable media having computer executable program instructions for managing communication between a charge unit and a user device, comprising,\nprogram instructions for receiving data indicative that a user account has accessed the charging unit for charging an electric vehicle, the charging unit having an indicator that identifies an active charging status while the electric vehicle is connected to the charging unit for charging a battery of the electric vehicle using the charging unit, the charging unit is configured to identify a complete charging status when the electric vehicle is finished charging said battery using the charging unit, the indicator used to publically inform charging status of the charging unit that is provided for public use;\nprogram instructions for receiving data indicative of a status of charge of the electric vehicle during the charging;\nprogram instructions for sending a notification to a device having access to the user account regarding said status of charge during the charging of the electric vehicle, the notification identifying a current level of charge of the battery of the electric vehicle and an estimate of a time remaining to finish charging the battery of the electric vehicle; and\nprogram instructions for receiving an instruction, from the device, to maintain the vehicle connected to the charging unit for a set period of time after the battery of the electric vehicle is finished charging;\nprogram instructions for sending data to the charge unit to allow the electric vehicle to maintain connected to the charging unit even when the battery of the electric vehicle has reached the complete charging status and to change the indicator to charging.\n, program instructions for receiving data indicative that a user account has accessed the charging unit for charging an electric vehicle, the charging unit having an indicator that identifies an active charging status while the electric vehicle is connected to the charging unit for charging a battery of the electric vehicle using the charging unit, the charging unit is configured to identify a complete charging status when the electric vehicle is finished charging said battery using the charging unit, the indicator used to publically inform charging status of the charging unit that is provided for public use;, program instructions for receiving data indicative of a status of charge of the electric vehicle during the charging;, program instructions for sending a notification to a device having access to the user account regarding said status of charge during the charging of the electric vehicle, the notification identifying a current level of charge of the battery of the electric vehicle and an estimate of a time remaining to finish charging the battery of the electric vehicle; and, program instructions for receiving an instruction, from the device, to maintain the vehicle connected to the charging unit for a set period of time after the battery of the electric vehicle is finished charging;, program instructions for sending data to the charge unit to allow the electric vehicle to maintain connected to the charging unit even when the battery of the electric vehicle has reached the complete charging status and to change the indicator to charging., 11. The non-transitory computer readable media of claim 10, wherein the notification is saved to the user account for access from an application or a website via the device, the device being one of a mobile device, vehicle electronics of the electric vehicle, or a computer, and the user account is accessible via the internet that provides communication to a server., 12. The non-transitory computer readable media of claim 10, wherein the access of the charging unit for charging the battery of the electric vehicle includes receiving payment via the user account, the user account having access to a history of charge activity., 13. The non-transitory computer readable media of claim 10, wherein a user interface of the device or a user interface of the electric vehicle receives data from a server to surface an application or interface when the electric vehicle is determined to have arrived at the charge unit, the application being configured to provide options to login or accept to proceed with an automatic payment for charging the battery of the electric vehicle., 14. The non-transitory computer readable media of claim 10, wherein the current level of charge sent to the device is sent so that a user interface of the device shows a graphic or indicator of the current level of charge as the current level of charge changes to become more charged or finishes charging., 15. The non-transitory computer readable media of claim 10, wherein the estimate of the time to charge is dynamically calculated based on a current charge level of the battery of the electric vehicle and a charging rate of the charge unit., 16. The non-transitory computer readable media of claim 10, wherein the instruction from the device includes data enabling payment of a fee to enable the maintaining of the electric vehicle connected to the charging unit after the battery of the electric vehicle has reached the complete charging status., 17. The non-transitory computer readable media of claim 10, wherein the set period of time is based on a fee paid via the user account or paid by a sponsoring merchant that is local or proximate to the charge unit., 18. The non-transitory computer readable media of claim 10, wherein the charge unit includes a message function to enable users proximate to the charge unit to send a message to the user account requesting that the electric vehicle be moved when the battery of the electric vehicle has reached the complete charging status., 19. A charging unit for providing charge to an electric vehicle, comprising,\nelectronics of the charge unit configured to send data to a server indicative that a user account has accessed the charging unit for charging the electric vehicle, the charging unit having an indicator that identifies an active charging status while the electric vehicle is connected to the charging unit for charging a battery of the electric vehicle using the charging unit, the electronics of the charging unit is configured to identify a complete charging status when the electric vehicle is finished charging said battery using the charging unit, the indicator used to publically inform charging status of the charging unit that is provided for public use;\nthe data sent by electronics of the charge unit being indicative of a status of charge of the electric vehicle during the charging that includes a current level of charge of the battery to enable the server to send a notification to a device having access to the user account regarding said status of charge during the charging of the electric vehicle, the notification identifying the current level of charge of the battery of the electric vehicle; and\nthe electronics of the charge unit is configured to receive instructions to enable the electric vehicle to remain connected to the charging unit for a set period of time after the battery of the electric vehicle is finished charging and instructions to change the indicator to charging.\n, electronics of the charge unit configured to send data to a server indicative that a user account has accessed the charging unit for charging the electric vehicle, the charging unit having an indicator that identifies an active charging status while the electric vehicle is connected to the charging unit for charging a battery of the electric vehicle using the charging unit, the electronics of the charging unit is configured to identify a complete charging status when the electric vehicle is finished charging said battery using the charging unit, the indicator used to publically inform charging status of the charging unit that is provided for public use;, the data sent by electronics of the charge unit being indicative of a status of charge of the electric vehicle during the charging that includes a current level of charge of the battery to enable the server to send a notification to a device having access to the user account regarding said status of charge during the charging of the electric vehicle, the notification identifying the current level of charge of the battery of the electric vehicle; and, the electronics of the charge unit is configured to receive instructions to enable the electric vehicle to remain connected to the charging unit for a set period of time after the battery of the electric vehicle is finished charging and instructions to change the indicator to charging., 20. The charging unit of claim 19, wherein the charging unit enables the electric vehicle to remain in a parking spot that is proximate to the charging unit and remain connected to the charging unit, which such enablement is subsequent to a payment received to remain in the parking spot after the battery of the electric vehicle has finished charging;\nwherein the payment is made via said user account or by a merchant that is proximate to the charging unit.\n, wherein the payment is made via said user account or by a merchant that is proximate to the charging unit. | US | United States | Active | H | True |
| 123 | Battery management system for electric vehicles \n | US10328805B1 | This application is a non-provisional patent application of and claims the benefit to U.S. Provisional Patent Application No. 62/208,525, filed Aug. 21, 2015, and titled “Battery Management System for Electric Vehicles,” the disclosure of which is hereby incorporated herein by reference in its entirety.\nThis disclosure relates generally to battery management systems for electric vehicles, and, in particular, systems for managing the replaceable batteries in autonomous electric aerial vehicles.\nElectric vehicles have been gaining popularity in the last few decades. While electric powered cars have grabbed the spotlight, there has also been a huge increase in the popularity of battery-powered Unmanned Aerial Vehicles (UAVs). These electric UAVs are used not only by hobbyists and recreational flyers, but also by governments and businesses, for purposes such as surveillance, mapping, and most recently, aerial delivery.\nEmbodiments discussed herein are related to methods and systems for managing rechargeable and replaceable batteries used in electric vehicles to minimize battery capacity degradation and improve efficiency.\nOne embodiment of a battery management system includes a battery monitoring system and a battery manager. The battery monitoring system determines battery properties for each of a plurality of batteries. The battery manager is configured to receive mission information for an electric vehicle, determine a mission energy requirement based on the mission information, and receive the battery information from the battery monitoring system. It determines a predicted capacity degradation for each of the plurality of batteries based on the received battery information and the mission energy requirement and selects one or more batteries to be coupled to the electric vehicle based on the predicted capacity degradation and the mission energy requirement.\nOne embodiment of a method for selecting a battery for an electric vehicle comprises electronically receiving mission information describing a route to be travelled by the electric vehicle and electronically determining a mission energy requirement for the electric vehicle based at least partially on the mission information. A battery from a plurality of batteries is selected based on at least an energy storage capacity of the battery and the mission energy requirement.\nThe method may also select a battery based on a predicted capacity degradation of the battery, which may be determined based on a computer model that takes a charge level of the battery and the mission energy requirement as input parameters.\nThe figures use like reference numerals to identify like elements. A letter after a reference numeral, such as “100a,” indicates that the text refers specifically to the element having that particular reference numeral. A reference numeral in the text without a following letter, such as “100,” refers to any or all of the elements in the figures bearing that reference numeral (e.g. “100” in the text refers to reference numerals “100a” and/or “100b” in the figures).\n FIG. 1A is a diagram illustrating components of an unmanned aerial system (UAS) and entities that may interface with it, according to one example embodiment.\n FIG. 1B is a diagram illustrating a UAV launch process, according to one example embodiment.\n FIG. 2A is a diagram illustrating components of a UAV, according to one example embodiment.\n FIG. 2B is a diagram illustrating a process for rerouting a flight, according to one example embodiment.\n FIG. 3A is a diagram illustrating components of a distribution center, according to one example embodiment.\n FIG. 3B is a diagram illustrating components of a battery management system, according to one example embodiment.\n FIG. 3C is a diagram illustrating a process for selecting one or more batteries for an electric vehicle, according to one example embodiment.\n FIG. 4 is a diagram illustrating components of a global services system of a UAS, according to one example embodiment.\nWhile the present disclosure has been described with reference to various embodiments, it will be understood that these embodiments are illustrative and that the scope of the disclosure is not limited to them. Many variations, modifications, additions, and improvements are possible. Modules and procedures may be separated or combined in different ways in various embodiments, or described with different terminology. Moreover, embodiments are not mutually exclusive, and characteristics, steps, systems, or other aspects of any embodiment may be combined with any those of any other embodiment, regardless of whether those embodiments were discussed together or otherwise indicated to be a single embodiment. Moreover, characteristics, steps, systems, or other aspects that are described as a single embodiment may be omitted from that embodiment. These and other variations, modifications, additions, and improvements may fall within the scope of the disclosure as defined in the claims that follow.\nThis document describes an electric vehicle system for monitoring and managing electric vehicles, including a battery management system to manage the batteries used by the electric vehicles in order to optimize system efficiency.\nIn particular, as the popularity of electric vehicles has increased, the problems and limitations of rechargeable electric batteries have become more apparent. Systems using rechargeable batteries face many hurdles, including both battery expense and battery capacity degradation. Although battery cost has been falling in recent years, battery expense is still a major factor in the cost of many electric vehicles.\nBattery capacity degradation is the reduction in the amount of energy that a given rechargeable battery can store, which occurs when the battery is repeatedly charged and discharged over a period of time. Since electric motors typically have fewer moving parts than internal combustion engines, battery degradation is often the major factor in the depreciation of electric vehicles.\nIn this disclosure, the system for monitoring and managing electric vehicles and their batteries is primarily illustrated by way of a practical embodiment in the form of an Unmanned Aerial System (UAS) that operates fixed-wing electric UAVs. But alternative embodiments using different electric vehicles (both autonomous and manually operated) may also be practical, such as electric automobiles, electric boats, etc.\nUnless otherwise noted, the present description of the autonomous vehicle system in connection with the UAS applies equally to other forms of vehicles. Nevertheless, details that apply to other forms of electric vehicles may be noted where they are helpful or illustrative.\nThe UAS system described herein provides a platform for performing various target functions, including, but not limited to, package delivery, data capture, mapping, surveillance, and infrastructure provisioning. While specific embodiments of the UAS system are described herein, some embodiments may comprise systems and methods that are not generally relevant to every target function. One skilled in the art will readily recognize the relevance of a recited system or method in relation to the target functions.\nUnmanned Aerial System (UAS)\nThe UAS disclosed in this document is an example implementation of an electric vehicle system with a battery management system designed to optimize the use of vehicle batteries. In this embodiment the electric vehicle system corresponds to the UAS, while the individual electric vehicles correspond to fixed-wing UAVs. Moreover, as used herein, the term “autonomous” may refer to operations of an unmanned vehicle that are performed by the vehicle without user intervention and/or control, as well as to describe vehicles that are designed to operate without human intervention and/or control for all or portions of their missions. Accordingly, a vehicle and/or a system may be described as autonomous even though a human operator may choose to override the vehicle's autonomous control.\n FIG. 1A illustrates an embodiment of a UAS and interfacing entities. In this embodiment, the UAS 100 receives a service request from a service requestor 104 and deploys a UAV 102 to fulfill that request. In the event that the UAV 102 encounters a situation that its onboard automation cannot understand or handle (or a human operator becomes aware of a situation that warrants human intervention), the UAS 100 is able to provide human intervention by selecting a remote vehicle operator 108 who can issue commands to the UAV 102. In this embodiment, the UAS 100 comprises a distribution center 101, a UAV 102, and global services 103.\nThe service requestor 104 is a human user or an autonomous system that issues a service request to the UAS 100. In the case where the service requestor 104 is a human user, that user may use a remote client device such as a mobile phone, tablet, or personal computer to issue the request. A service request is an instruction to the UAS 100 to provide some service at the destination site 105. The destination site 105 may be any designated location, such as a portion of open ground, a building, a mailing address, a global positioning system (GPS) coordinate, or a slice of airspace. In some embodiments, the destination site 105 is the location of a beacon device. The beacon device may be any device that emits a signal that can be used to track or identify a location, such as for example a transponder, a mobile phone, etc. The destination site 105 may also be designated by identifying a particular object, such as, for example, a designated vehicle, a mailbox, a delivery pad, or some other target object that can be tracked to indicate a target location for a service. In another embodiment, the destination site 105 is the location of the service requestor 104, although this need not be the case. Although one service requestor 104 and one destination site 105 are illustrated in this embodiment, in practice there can be many service requestors 104 and destination sites 105.\nThe requested service may be any service that can be provided from an airborne platform. For example, in one embodiment, the service request issued by the service requestor 104 is a request to deliver a package containing a specific payload to the destination site 105. In another embodiment, the service request is a request to capture image data using a camera mounted on the UAV 102, at the destination site 105 or along a route to and from the destination site 105. In yet another embodiment, the service request is a request to provide an Internet access point at the destination site 105 using a Wi-Fi gateway mounted on the UAV 102. Many other services can be provided using the UAS 100 at the destination site 105, such as package pickup, surveillance, mapping, data capture using UAV-mounted instruments, etc.\nThe UAV 102 is an Unmanned Aerial Vehicle. The UAV 102 can be implemented using a variety of systems and airframes. Almost any practical flying platform can be used as the vehicle base for the UAV 102, including gliders, airplanes, balloons, helicopters, etc. In one embodiment, the UAV 102 is implemented using a fixed-wing aircraft with redundant propulsion systems that is optimized for long-range flight. In another embodiment, the UAV 102 is implemented using a quad-rotor aircraft that is optimized for short-range flight and vertical takeoff and landing. In yet another embodiment, the UAV 102 is implemented using a hybrid fixed-wing aircraft, with engines or motors that can be tilted, capable of both long-range flight and vertical takeoff and landing. In another embodiment, the UAV 102 is implemented using a fixed-wing aircraft with fixed horizontally oriented motors (e.g., electric motors) and/or engines (e.g., reciprocating or turbine engines), configured to provide horizontal thrust, and separate fixed vertically oriented engines or motors configured to provide vertical thrust. For simplicity, the UAVs described herein are described as being equipped with motors. However, this is not intended to limit the descriptions and concepts set forth herein to motors, and any description relating to motors may apply to engines as well. The UAV 102 may also be implemented using a lighter than-air-platform such as a balloon, blimp, or other dirigible. One purpose of the UAV 102 in the UAS 100 is to serve as a flexible platform that can be rapidly deployed on demand, with minimum human involvement.\nAlthough the UAV 102 is an autonomous vehicle that is designed to operate without human assistance in most scenarios, it may occasionally require the intervention of a human controller or pilot. For instance, a global systems operator 106 or a distribution center operator 107 may issue a recall command to the UAV 102 while it is on a mission, due to some external issue, such as inclement weather, a canceled delivery, etc. The UAV 102 may also proactively request human assistance while it is on its mission. For example, the UAV 102 may encounter an environment where its vision and/or navigation algorithms cannot produce a path with a high degree of reliability. In such a scenario, the UAV 102 will send a request for assistance to the global services 103. The global services 103 will select a remote vehicle operator 108 to handle the situation, and that operator can send the UAV 102 one or more commands to help it navigate its environment.\nThe UAV 102 may carry any suitable payloads, depending on the nature of the service request received from the service requestor 104. Components of the UAV 102 are explained in more detail in the description for FIG. 2. Although a single UAV 102 is depicted in FIG. 1, there may be more than one UAV 102 in a UAS 100.\nThe distribution center 101 is a fixed or mobile facility that facilitates the launch, recharge, communications, repair, and payload logistics for the UAV 102. The distribution center 101 is explained in further detail in the description for FIG. 3A. Although a single distribution center 101 is shown in FIG. 1A, there may be more than one distribution center 101 in the UAS 100. In one embodiment, each UAV 102 in the UAS 100 is based at a single distribution center 101, and is repaired, reloaded, and recharged at that distribution center 101. In another embodiment, each UAV 102 can be repaired, reloaded, and recharged at any distribution center 101 in the UAS 100, and UAVs 102 may be routed between distribution centers 101 based on the logistical requirements of current service requests and the projected requirements for future service requests. Each distribution center 101 may have a launcher system that is capable of automated, reliable, high-volume launches of UAVs 102.\nThe global services 103 may be comprised of one or more computer server systems, running software services (i.e. computer software programs), accessible through the Internet, which provide offsite support, administration, air traffic control, communications, data storage and logistics functions for the distribution centers 101 and the UAVs 102. In one embodiment, the global services 103 route a service request from a service requestor 104 to a distribution center 101 that is geographically adjacent to (or in relative geographic proximity to) the destination site 105.\nThe global services 103 may also receive requests for assistance from the UAV 102 while it is on its mission. Based on such requests, the global services 103 will select a remote vehicle operator 108 from a pool of operators, and provide data about the UAV 102's environment to the remote vehicle operator 108. Based on this provided data, the remote vehicle operator 108 can provide one or more commands to the UAV 102 to help it surmount any problems that its on-board intelligence cannot handle. The global services 103 are explained in more detail in the description for FIG. 4.\nThe global system operator 106 may be a human user that monitors and operates the UAS 100 to ensure the correct and efficient functioning of the system. For example, in some embodiments, the global system operator 106 may monitor the UAS 100 through the computer servers of the global services 103, to ensure that a distribution center 101 has the appropriate payload in stock to fulfill a service request from a service requestor 104. In one example embodiment, the global system operator 106 may use the global services 103 to route new stock of a particular payload to a distribution center 101 in anticipation of that payload stock being depleted.\nThere may be more than one global system operator 106, and the global system operators 106 may monitor and provide services for multiple distribution centers 101, UAVs 102, and service requestors 104.\nThe distribution center operator 107 is a human user that monitors and operates the distribution center 101. The distribution center operator 107 may ensure that the UAS 100 components that are local to the distribution center 101 function correctly. This includes the UAVs 102 based at the distribution center 101, as well as other components such as launchers, rechargers, payloads, etc. The distribution center 101 provides systems and methods to facilitate the tasks of the distribution center operator 107. For example, in some embodiments, the distribution center operator 107 operating a distribution center 101 is provided with an operator interface that allows her to determine the inventory of each type of payload at that distribution center 101, and that enables her to order more of any type of payload that is in short supply. The distribution center operator 107 may also operate the launcher system located at that distribution center 101. Operating the launching system may include loading UAVs 102 onto the launcher in preparation for launch, as well as monitoring the launcher via the operator interface. The distribution center systems and methods that facilitate the distribution center operator 107's work are explained in more detail in the description for FIG. 3A.\nThe remote vehicle operator 108 is a human user that receives information about the UAV 102 from the global services 103 and may issue commands to the UAV 102 to help it complete its mission. In one embodiment of the system there is a pool of available remote vehicle operators 108 that can provide assistance to any UAV 102 in the system. When the global services 103 receive a request for assistance from a UAV 102, it selects from among the available remote vehicle operators 108 and routes the request to that operator. The remote vehicle operator 108 reviews information about the circumstances of the UAV 102 and sends one or more commands to the UAV 102. Based on these commands, the UAV 102 takes actions that help it to complete its mission. In one embodiment, the roles of the global system operators 106 and the remote vehicle operators 108 are merged.\n FIG. 1B illustrates one embodiment of a UAV launch process implemented by the UAS 100. As an initial step the global services 103 of the UAS 100 receive 150 a service request from a service requestor 104. The service request specifies a destination site 105, which designates the location where the service is to be delivered. As described herein, the service request may also include payload information, corresponding to a payload requested by the service requestor. The global services 103 then select 151 a suitable distribution center 101 from which to fulfill the service request. In some embodiments, the global services 103 select 151 the distribution center 101 from which to fulfill the service request by determining the distribution center 101 that is closest to the location of the destination site 105. In another embodiment, the global services 103 select 151 a distribution center 101 to fulfill the service request by taking into account both the proximity of the distribution center 101 to the destination site 105 as well as an inventory at the distribution center 101 that indicates the availability of a payload specified in the service request. For example, if the service request is a request to deliver a specific type of item to the destination site 105, the global services 103 will select the distribution center 101 from those distribution centers that are near the destination site 105 and have the requested item in their inventory. Other factors can also be used to select a distribution center 101, such as, for example, the local weather conditions and air traffic at the distribution centers 101.\nOnce a distribution center 101 is selected 151, at least a portion of the information in the service request is sent 152 to that distribution center 101. In addition to the destination site location and payload information, the service request may contain other information that is useful at the distribution center 101 for the fulfillment of the service request. For example, in some embodiments, the service request further comprises a time designating when the service request should be fulfilled at the destination site 105.\nA UAV 102 can be selected 153 to fly a mission to fulfill the request, either during the distribution center selection process or afterwards. The UAV 102 that will fly the mission may be selected 153 based on one or more criteria that are relevant to the service request and/or system efficiency. For example, in one embodiment, the UAV 102 is selected 153 based on the charge level of its battery and the distance to the destination site 105. In another embodiment, the UAV 102 is selected 153 based on the instruments that are installed on its airframe and a type of data capture specified in the service request. In yet another embodiment, the UAV 102 is selected 153 based on a package in its payload matching a package specified for delivery in the service request.\nIn an alternative embodiment, the UAS 100 does not select from pre-configured UAVs for a given mission. Instead, either the distribution center 101 or the global services 103 determine a set of components that are required to complete the service request, and the distribution center 101 causes a UAV comprising the required components to be assembled for the mission. For example, if the destination site 105 is a certain distance from the distribution center 101, the UAV for the mission can be configured with a suitable battery pack and motors to complete a round-trip flight to that destination.\nThe selection 153 of the UAV 102 may occur after the selection 151 of the distribution center, or may be used as a factor in selecting 151 the distribution center 101. For example, the distribution center 101 may be selected 151 from only those distribution centers that have a particular type of UAV airframe, UAV battery, or UAV motor, based on the weight of a payload required by the service request.\nOnce the UAV 102 is selected 153 for the mission, mission data is generated 154 for it. The mission data is information that enables the UAV 102 to navigate to the destination site 105 and fulfill the service request. In some embodiments, the mission data includes GPS coordinates for the destination site 105 as well as flight corridor information facilitating navigation to those GPS coordinates. The flight corridor information is discussed in more detail in the descriptions for FIG. 2A and FIG. 3A. Further details related to the mission data are discussed in the descriptions for FIG. 2A, FIG. 3A, and FIG. 4. After the mission data is generated 154, it is uploaded into a database on the UAV 102.\nOnce the mission data is generated and uploaded 154, the UAV 102 is launched 155. From the time the UAV 102 is launched and until it lands again, it is considered to be on a mission to complete the service request. In one embodiment, the UAV 102 may be launched with a mission to fulfill more than a single service request. In another embodiment, at least a part of the mission data is uploaded and perhaps even generated, after the UAV 102 is launched 155.\nUnmanned Aerial Vehicle (UAV)\nIn this disclosure, the embodiment of the electric vehicle system described is a UAS 100, where the individual electric vehicles are UAVs 102.\n FIG. 2A is a block diagram of a UAV 102 according to one example embodiment. The UAV 102 is an aircraft system with hardware and software modules that enable it to fulfill service requests with little or no human supervision. In one embodiment, the UAV 102 is comprised of a commercially available airframe that is modified to include additional hardware and software modules that enable it to fly autonomously and complete a service request. In another embodiment, the UAV 102 is comprised of a purpose-built airframe with integrated hardware and software modules that enable autonomous operation. The embodiment of the UAV 102 illustrated in FIG. 2A comprises a mission planner 200, a flight controller 201, a sensor system 202, a communications system 203, an actuator control system 204, a propulsion management system 205, a payload management system 206, and a safety system 207. In an embodiment of the UAV 102, two or more of the modules mentioned above may be combined into a single hardware component to reduce complexity, improve reliability, reduce weight, and/or reduce cost. For instance, in one example embodiment, the mission planner 200 and the flight controller 201 may be implemented using software modules that run on the same System On Chip (SOC) hardware.\nAlthough not depicted in the figure, the modules of the UAV 102 are interconnected via at least one communications bus. The bus allows the modules to communicate with each other to receive and send information and commands. The bus may be implemented using any of the methods known to those with familiarity in aviation and vehicle engineering. For example, the bus may be implemented using the Controller Area Network (CAN) standard. To improve the reliability of the system, embodiments may use additional redundant buses. For example, a dual-CAN bus can be implemented to prevent a bus failure from causing the UAV to lose control.\nThe mission planner 200 is a module that provides the other modules of the UAV 102 with high-level directives and goals; the execution of these directives and goals causes the UAV 102 to fulfill a service request. The goals and directives produced by the mission planner 200 are communicated to the other modules of the UAV 102, which may then take other actions to complete a mission, including the generation of additional directives and goals for other modules of the system.\nFor instance, in one embodiment, the mission planner 200 determines a set of waypoints that the UAV 102 may traverse in order to reach a destination site 105, and provides the location of a first waypoint to the flight controller 201 as a goal, along with a directive to fly to that location. In this embodiment, the flight controller 201 may then, in turn, compute the orientation and propulsion needed to move the UAV 102 towards the goal location; the flight controller 201 may also generate further directives for other modules, such as, for example, for the actuator control system 204 and for the propulsion management system 205. The directives sent to the actuator control system 204 and the propulsion management system 205 may cause them to take actions that change the orientation of the UAV 102 and propel it towards the goal location. As a result of the actions taken by various modules in the UAV 102 in response to the directives and goals of the mission planner 200, the UAV 102 will fly to the designated first waypoint. Once that goal is achieved, the mission planner 200 may send new goals and directives to the other modules, such that the UAV 102 flies to a second waypoint, and a third waypoint, and so on, until the higher-level goal of reaching the destination site 105 is fulfilled.\nBesides movement directives, the mission planner 200 may issue other directives to the modules of the UAV 102 that cause actions such as dropping of a payload, capturing of image data, transmitting of data, etc. The mission planner 200 may also receive commands from the global services 103, from human operators, or from third-party controllers (such as air traffic controllers), and may issue directives to the UAV 102 modules based on these commands. For instance, in one example embodiment, the mission planner 200, on board a UAV 102, may receive a command from a human operator to fly back to a distribution center 101 due to an approaching storm. In response to this command, the mission planner 200 will produce new goals and directives that are sent to other modules in the UAV 102, and as a result of these new goals and directives, the UAV 102 will change course and return to the distribution center 101.\nIn one embodiment, the mission planner 200 comprises a finite state machine 208. The finite state machine 208 is a data structure that organizes when and under what circumstances the mission planner 200 issues goals and directives to the other components of the UAV 102, during the course of the UAV 102's mission. Conceptually, the finite state machine 208 comprises a plurality of vehicle states and corresponding valid transitions between those states. At least one of the vehicle states is active at all times during the UAV 102's mission. The mission planner 200 broadcasts goals and directives, over the communications bus, to the other modules of the UAV 102, based on the current vehicle state. The finite state machine 208 transitions from one vehicle state to another vehicle state as the mission progresses, and when the finite state machine 208 enters a new vehicle state, the mission planner 200 may broadcast new goals and directives to the other modules of the UAV 102. For example, in one embodiment, the UAV 102 includes the vehicle states: launch, nominal flight, hold position, deliver package, return, and landing. In this embodiment, the mission planner 200 may begin the mission in the launch state. In the launch state the mission planner may give the flight controller 201 the goal of making the UAV 102 take off. Based on that goal, the flight controller 201 may increase the thrust provided by the motors and may lower the flaps on the wings by issuing directives to the actuator control system 204 and the propulsion management system 205. Once the vehicle is airborne, the finite state machine 208 may transition to the nominal flight state. In the nominal flight state, the mission planner 200 may send the flight controller 201 a directive to fly to a particular goal destination. Once the UAV 102 reaches the destination, the finite state machine 208 may transition to the deliver package state. Based on the deliver package state, the mission planner 200 may send directives to both the flight controller 201 and the payload management system 206, such that the destination site is safely approached, and the payload is released.\nThe finite state machine 208 may be represented using a variety of different data structures and can be implemented using a variety of hardware, software, or hybrid hardware-software methods. In one embodiment the finite state machine 208 is implemented by creating a technical specification defining the vehicle states and valid state transitions, and then compiling the technical specification to produce an executable or object code that represent the defined states and transitions. In this embodiment, the executable or object code can be stored in a computer storage medium—such as random access memory, hard disc storage, flash memory—in the UAV 102. In another embodiment the technical specification may be translated into a hardware design that can be implemented using one or more hardware modules.\nThe mission planner 200 is provided with mission data prior to the launch of the UAV 102 from the distribution center 101. The mission data includes information that enables the mission planner 200 to locate the destination site 105, to determine an appropriate route to that location, and to perform any request-specific actions required to complete the service request. For example, in some embodiments, the mission planner 200 is provided with a destination location, a route to the destination location, and a series of points along the route where images are to be captured with an on-board camera.\nIn some embodiments, the mission data includes a local skymap for an area of operation. The area of operation is a geographic region that encompasses the distribution center 101 and the destination site 105. The local skymap includes information about a plurality of flight corridors within the area of operation. In some embodiments, the local skymap is | An electric vehicle system includes a battery management system that optimizes the performance and useful life of vehicle batteries by selecting the optimal batteries in an inventory for each electric vehicle mission based on the mission energy requirements, the energy storage capacities of batteries, and the predicted performance degradation of batteries. | US:14/872,974 | https://patentimages.storage.googleapis.com/dd/a2/94/5fa4a9f94dbca7/US10328805.pdf | US:10328805 | Keenan Wyrobek, James Laird Martz, III, Keller Rinaudo | Zipline International Inc | US:5790976, US:9233620, US:20150239365:A1, US:20160064960:A1 | 2019-06-25 | 2019-06-25 | 1. A method for selecting a battery for an electric vehicle, comprising:\ndetermining a predicted energy storage capacity degradation value of a battery by reducing an initial energy storage capacity value of the battery based at least on a number of charge cycles experienced by the battery;\nelectronically receiving mission information describing a route to be travelled by the electric vehicle;\nelectronically determining a mission energy requirement for the electric vehicle based at least partially on the mission information;\nselecting the battery from a plurality of batteries based at least on the predicted energy storage capacity degradation of the battery and the mission energy requirement;\ncharging the selected battery based at least partially on the mission energy requirement; and\ninstalling the battery in the electric vehicle.\n, determining a predicted energy storage capacity degradation value of a battery by reducing an initial energy storage capacity value of the battery based at least on a number of charge cycles experienced by the battery;, electronically receiving mission information describing a route to be travelled by the electric vehicle;, electronically determining a mission energy requirement for the electric vehicle based at least partially on the mission information;, selecting the battery from a plurality of batteries based at least on the predicted energy storage capacity degradation of the battery and the mission energy requirement;, charging the selected battery based at least partially on the mission energy requirement; and, installing the battery in the electric vehicle., 2. The method of claim 1, further comprising activating a human-readable indicator associated with the selected battery., 3. The method of claim 1, further comprising charging the selected battery based at least partially on the mission energy requirement., 4. The method of claim 1, wherein the predicted capacity degradation of the battery is determined based on a computer model that takes a charge level of the battery and the mission energy requirement as input parameters., 5. The method of claim 1, wherein reducing the initial energy storage capacity value of the battery based at least on the number of charge cycles experienced by the battery includes reducing the initial energy storage capacity value by a particular amount for each of the charge cycles., 6. The method of claim 5, wherein the particular amount is based on a reduction of energy storage capacity that was observed historically in similar batteries., 7. The method of claim 1, wherein determining the predicted energy storage capacity degradation value of the battery further comprises reducing an initial energy storage capacity value of the battery based at least on a temperate at which the battery was discharged. | US | United States | Active | B60L11/1809 | True |
| 124 | Electric vehicle carousel battery exchange/charging system \n | US9187004B1 | The present invention relates to a system that can be implemented in roadside stations to enable owners of electrically-powered vehicles to exchange depleted or discharged batteries with charged batteries, thereby improving their mobility.\nThe widespread adoption of vehicles powered by electrical batteries has been impeded by their limited mobility. An owner can use an electrically-powered vehicle (hereinafter “electric vehicle”) to drive to work, to shop, and to perform errands, but he must keep in mind his distance from his power source, which is typically his garage. The vehicle's battery is plugged into the home's power source in the evening so that it can be charged overnight. While the vehicle serves its purpose for commuting and for local trips, presently it cannot be depended upon by a driver to use when driving long distances or when taking a vacation away from home.\nA need exists for roadside stations which enable the owner of an electrical vehicle to exchange his vehicle's discharged or depleted batteries with charged batteries, in a short amount of time.\nThe present invention is designed to increase the popularity of electric vehicles by providing their owners with unlimited mobility, security and confidence, namely by providing service stations that will keep the batteries in their vehicles charged at all times.1 1Presently, manufacturers use stationary batteries in their electrically-powered vehicles. The present invention anticipates the move to portable electrical batteries or battery modules.\nThe present invention envisions a network of service stations that will be conveniently located on highways. Current wireless technology can be used to monitor an electrical battery's power level as it discharges and to locate nearby service stations. When the battery reaches a pre-determined “low” level, the driver will be alerted to stop at a service station to exchange the battery for a charged batter. Ideally, the information regarding the vehicle's make and model and its particular battery is transmitted to the service station, so that the automated system can come into play to implement the battery exchange process.\nWhen the driver reaches the service station, he will be instructed to enter a particular lane and drive onto a track conveyor. The automated process positions the vehicle on the conveyor, which carries the vehicle to the carousel station. The driver releases the cover of the battery compartment, and a robotic arm extracts the depleted battery from the compartment, pulling it out onto the carousel. The carousel then rotates to the next position, where a charged battery has been conveyed by the process described infra. The robotic arm pushes the battery into the empty battery compartment. The process is repeated if there is more than one battery to be exchanged. After the battery or batteries have been exchanged, the vehicle is conveyed to the exit lane, and the driver closes the cover of the battery compartment and exits the service station.\nThe process for selecting and delivering the correct battery to the vehicle is also an automated process. A computer will receive the information transmitted by the electrically-powered vehicle regarding the type of vehicle and battery. The computer will direct the movements of an overhead crane, which will select a battery platform and secure it in place by lowering it into a pin and eyelet. A robotic arm pulls the correct battery from its charging compartment onto the platform. The platform with the battery will be transported to an out-going gravity conveyor. The battery reaches the conveyor belt, which will transport the battery to its position on the carousel, where a robotic arm will place it into the battery compartment of the waiting vehicle.\nAn object of the present invention is to increase the public's demand for using electric vehicles.\nAnother object of the present invention is to provide owners of electric vehicles with the ability to exchange their vehicles' depleted electrical batteries, no matter what size or type, for charged electrical batteries.\nYet another object of the present invention is to provide service stations that can process the battery exchanges in as little time as the task of re-fueling a vehicle's gas tank, making such exchanges both easy and convenient.\nA still further object of the present invention is to provide service stations that can charge depleted batteries so that they are ready for reinstallation into another electric vehicle.\nOne more object of the present invention is to provide a system and service stations which can be conveniently located on highways, thereby improving the mobility of electric vehicles.\n FIG. 1 is a top plan view of the battery exchange/charging system of the present invention.\n FIG. 2 is a side plan view of battery exchange/charging system of the present invention, showing the gravity-actuated conveyer for transporting the batteries and the robotic arms for removing/installing the batteries out of and into vehicles.\n FIG. 3 is a detail view showing the removal of a battery from the outgoing conveyor belt onto the carousel\n FIG. 4 is a detail view showing the installation of a battery from the incoming conveyor belt onto the transportation platform.\n FIG. 5 is a detail view showing the installation of a battery from the transportation platform into the battery-charging module.\n FIG. 6 is a detail view showing the removal of a battery from the battery-charging module onto the transportation platform.\n FIG. 7 is a detail view showing both the removal of a battery from the vehicle onto the carousel and the installation of a battery from the carousel into the vehicle.\n FIG. 8 is a detail view showing the removal of a battery from the transportation platform onto the outbound conveyor belt going to the carousel.\n FIG. 9 is a detail view showing the removal of a battery from the carousel to the incoming conveyor belt going towards the battery racks.\n FIG. 10 is a side view of the transportation platform showing its alignment with the transportation platform landing area.\n FIG. 10A is a detail view showing one of the hooks on an end of a cable hung from one of the dual winches, the hook being attached to an eyelet attached to a corner of the transportation platform, a system of four such connections being used to align the transportation platform\n FIG. 11 is a front plan view of the transportation platform showing its alignment with the transportation platform landing area.\n FIG. 11A is a detail view showing the insertion of an alignment pin used to insure that the transportation platform is properly positioned with the conveyor belt.\n FIG. 12 is a top plan view of the battery charging racks and the transportation platform.\n FIG. 13 is a front plan view of the battery charging racks and the transportation platform.\n FIG. 14 is partial side plan view of the carousel and one of the robotic/mechanical arms.\n FIG. 15 is a detail view of the DC motor mounting bracket and the chain and sprocket interconnection for the rotation of the carousel.\n FIG. 16 is a detail view of the battery charging module along with the self-aligning guides.\nThe system of the present invention is designed to incorporate a linear movement of a depleted battery from the time it is removed from a vehicle until the time, after re-charging, that it is re-introduced into a similar electric vehicle.\nAs shown in FIG. 1, the exchange/charging system of the present invention comprises a horizontal, circular, rotating carousel 1 with an even number of rectangular roller conveyor sections 7 (here shown as 7A, 7B, 7C, 7D, 7E, 7F, 7G, 7H, 71, 7J, 7K, and 7L). A stationary circular platform 6 supports several pedestals 4 (here 4A, 4B, and 4C), each of which holds a robotic/mechanical arm 2 (here 2A, 2B, and 2C). There will be three or four robotic/mechanical arms 2, depending on the configuration of the system. The robotic/mechanical arms 2 are used to either remove or install a battery 14 from or into an electric vehicle 13, using its blade 3 (here 3A, 3B, and 3C), which is inserted into the slot 15 of the battery 14. The batteries 14 are transported between the transportation platform landing area 11 and the carousel 1 on curved, roller-type, gravity-actuated, conveyor belts (here 9, 10), each having a belt-driven section 5 that insures that the transportation platform landing area 11 and a particular conveyor section 7 on the carousel 1 are properly positioned before the battery 14 moves onto one or the other.\nIn operation, a vehicle 13 will stop next to the carousel 1 at roller conveyor section 7A. The robotic/mechanical arm 2A reaches out and removes the depleted battery 14 from the vehicle 13, depositing it onto empty roller conveyor section 7A of the carousel 1. The carousel 1 advances and the robotic/mechanical arm 2B pushes the depleted battery 14 onto the return conveyor belt 9, where it glides up to and then onto the motorized belt-driven section 5. When the transportation platform 12, reaches the transportation platform landing area 11, the battery 14 is transferred to the transportation platform 12. The transportation platform 12 lifts the battery 14 and aligns it with the designated empty battery-charging module 30, and the battery 14 is deposited into the designated battery charging module 30. The transportation platform 12 then aligns with a charged battery 14, which is moved onto the transportation platform 12 and taken to the outgoing transportation platform landing area 11, where the charged battery 14 is slid off onto the outgoing conveyor belt 10. When the battery 14 arrives at the carousel 1, the robotic/mechanical arm 2C reaches out and pulls the battery 14 onto the carousel 1. Meanwhile the transportation platform 12 traverses the width of the building, returning to the return conveyor belt 9, transportation platform landing area 11. The carousel 1 advances until the correct charged battery 14 is aligned with the vehicle, and a robotic arm 2 installs the battery 14. The vehicle 13 drives away and the next vehicle pulls into the space vacated by the previous vehicle 13 and the process starts again with this vehicle. This simple system is designed for speed, efficiency and completely automated operation.\n FIG. 2 shows a side plan view of the present invention, showing the robotic arms 2A, 2C and the carousel 1. Conveyor section 7E receives batteries carried down the outgoing conveyor belt 10 with belt-driven section 5. The lower portion of the transportation platform 12 with ceiling-mounted robotic/mechanical arm 17 is supported by four cables 36, which provide for its vertical movement by winding or unwinding the two dual drum winches 35 mounted underneath the assembly, shown in detail in FIG. 10. The transportation platform 12 travels horizontally along the side of the battery rack 8 by rolling on I-beams 25.\nIn FIG. 3, the blade 3 of a robotic/mechanical arm 2 has been inserted into the slot 15 of a charged battery 14 located on the outgoing conveyor belt 10, and the robotic arm 2 will pull the battery 14 onto a conveyor section 7 of the carousel 1 with the assistance of the motorized belt-driven section 5.\nAs shown in FIG. 4, the depleted battery 14 is being pushed onto the transportation platform 12 with the assistance of the motorized belt-driven section 5, and the blade 37 of the ceiling-mounted robotic/mechanical arm 17 is being inserted into a slot 38 in the battery 14 to pull or lift the battery 14 onto the transportation platform 12.\nAs shown in FIG. 5, once the depleted battery 14 is positioned on the transportation platform 12, the transportation platform 12 will carry the depleted battery 14 to a predetermined battery charging module 30 and, using a pushing motion, the robotic/mechanical arm 17 will deposit the depleted battery 14 into the appropriate battery charging module 30.\nAs shown in FIG. 6, after depositing the depleted battery 14 into the battery charging module 30, the transportation platform 12 will then move to the next predetermined battery charging module 30 and the robotic/mechanical arm 17 will remove the charged battery 14 from the battery charging module 30 with a pulling motion and deposit the charged battery 14 onto the transportation platform 12.\n FIG. 7 shows both the removal of the battery 14 from the vehicle 13 onto a conveyor section 7 of the carousel 1 and the installation of the battery from the carousel 1 into the vehicle 13, in both instances using the robotic/mechanical arm 2.\nOnce the transportation platform 12 is positioned at the transportation platform landing area 11, a charged battery 14 will be pushed onto the outgoing gravity-motivated conveyor belt 10 by the robotic/mechanical arm 17, as shown in FIG. 8.\nAs shown in FIG. 9, the blade 3 of the robotic/mechanical arm 2 has been inserted into the slot 15 of the depleted battery 14 resting on a conveyor section 7 on the carousel 1, directly aligned with the return conveyor belt 9. The arm 2 pushes the battery 14 onto the return conveyor belt 9, where it will slowly glide towards the battery rack 8.\nReferring to FIG. 10 and FIG. 11, the transportation platform 12 is designed to travel horizontally on the two I-beams 25 alongside the battery rack 8 (not shown). The upper portion of the transportation platform 12 has four steel wheels 26 with bearings. Each pair of wheels 26 is attached to a round steel bar axle 24, with a collar 27 on either side of each wheel 26. Below the axles 24, a first steel plate 20A is attached by eight U-bolts 23, four pairs of two each, to the axles 24. Welded to the underside of the first steel plate 20A are two steel angle pieces 22A, one along each edge. The upper portions of four vertical steel bars 21 are welded to the steel angle pieces 22. A second steel plate 20B forming the bottom of the upper portion of the transportation platform 12 is welded to steel angle pieces 22B. The lower portion of vertical steel bars 21 are welded to steel angles 22B, to complete the upper portion of the transportation platform 12.\nWelded to the underside of the second steel plate 20B are two dual drum winches 35. Attached to each of the four winch cables 36 is a steel hook 29, which is attached to a steel eyelet 28 (see detail FIG. 10A) that has been welded to the upperside of a third steel plate 20C. Welded horizontally to the underside of the third steel plate 20C are two steel angles 22C, one along each edge. The upper portion of the vertical steel bars 21 are welded to the steel angle pieces 22C. A fourth steel plate 20D forming the bottom of the lower portion of the transportation platform 12 is welded to steel angle pieces 22D. The lower portion of the vertical steel bars 21 are welded to steel angle pieces 22D, to complete the lower portion of the transportation platform 12.\nA single roller conveyor section 40 has been welded onto the upperside of the fourth steel plate 20D in order to assist in the placement of the battery 14 (not shown). The arm support 39 of the ceiling-mounted robotic/mechanical arm 17 has been welded to the underside of the third steel plate 20C as shown in FIG. 10 and FIG. 11. The robotic/mechanical arm 17 will be used for the installation/removal of the batteries 14 to and from the transportation platform 12.\nThe transportation platform 12 incorporates two electromagnets 16, each one attached to a steel bar 21, facing the battery rack 8. The electromagnets 16 will be energized once the transportation platform 12 is positioned in front of the battery charging module 30 into or out of which the battery 14 is to be installed or removed (not shown) in order to stabilize the movement of the transportation platform 12.\nThe alignment of the transportation platform 12 at the transportation platform landing area 11 is accomplished using four pins 18, each of which will be inserted into a pre-drilled hole 41 in the steel plate 46 of the transportation platform landing area support 34, as shown in FIG. 11A. This section can be reinforced using steel bar supports. The transportation platform landing area support 34 will be recessed in order for the transportation platform 12 to align properly with the return conveyor belt 9 and the outgoing conveyor belt 10.\nAs shown in FIG. 12 and FIG. 13, the battery rack 8 is constructed from horizontal I-beams 42 welded to vertical I-beam support columns 43. The battery rack 8 will run the width of the building between the transportation platform landing areas 11, as shown in FIG. 13. Welded between the support columns 43 and connecting them are plate steel panels 44. Battery charging modules 30 are placed along the plate steel panels 44 and secured; they provide a place for the batteries 14 to receive a charge. (The battery charging systems will be supplied by the manufacturers of the batteries.) The battery rack 8 will be capable of charging all electric vehicle batteries, regardless of their size. The battery charging module 30 depicts a front and overhead view of a normal battery charging module 30. The battery charging module 30A is designed for charging a smaller-sized battery, with an insert 45 specifically designed to allow for charging any size battery 14; it insures that the battery charging module 30A maintains the proper alignment for use with the transportation platform 12, as shown in FIG. 12.\nThe transportation platform 12 will be driven using a DC motor 19 affixed to a sprocket 31 and chain 32. The chain 32 will be welded to the upper steel plate 20A (not visible in this view) of the transportation platform 12 and looped around an adjacent sprocket 31 at the other end of the battery rack 8, as shown in FIG. 13. To insure that the chain 32 maintains the proper tension, a chain tensioner 33 will be incorporated.\nAs seen in FIG. 14 and FIG. 15, the carousel 1 makes it possible to exchange batteries 14 quickly and efficiently. The carousel 1 will be supported using a steel plate platform 50 welded to an I-beam support frame 51, as shown in FIG. 14. The carousel 1 will ride on roller bearing assembly 52 consisting of two pieces, the roller bearing ring 53 and the bearing race ring 54. The roller bearing ring 53 will be welded to the underside of the carousel 1, and the bearing race ring 54 will be welded to the topside of the steel plate platform 50, as shown in FIG. 15. The carousel 1 will require two roller bearing assemblies 52, one at its outer diameter and one at the inner diameter. The carousel 1 will be driven by a DC motor 60 fitted with a sprocket 61 and inserted into a chain 62 welded to the outside circumference of the carousel's steel plate platform plate 50, as shown in FIG. 14. The support for the DC motor 60 will be an I-beam support column 63 welded to a steel angle mounting bracket 64, as shown in FIG. 15.\nTo insure that the batteries 14 are properly aligned during the complete process, guides can be incorporated at every transition point so that the positioning of the battery 14 will remain exact, as shown in FIG. 16.\nOwners of electric battery vehicles can plan to take long automobile trips using Wi-Fi and GPS technology, and relying on the exchange stations utilizing the battery exchange system of the present invention. At the beginning of the trip, the battery is fully charge. The vehicle's computer monitors the battery level and is in constant cellular communications with all the surrounding exchange stations along the route. After approximately 225 miles, the vehicle's computer alerts the driver that the battery has 25% capacity remaining. The driver has no concerns because the computer has also notified him of all the stations within the area that have a fully charged battery for his vehicle. Once the driver makes his choice, the GPS directs the driver to the appropriate station. As the driver approaches the station, the computer directs the driver to the lane in which he will enter for the battery exchange to take place. The appropriate battery has already been pulled from the charging rack, and, as the automobile pulls up to the exchange carousel, the driver's battery is the next in line. The robotic arm whisks away the depleted battery and installs the fully-charged battery in a matter of minutes, and, for a small fee the driver pulls away. If, for some reason, a fully-charged battery was not available, the depleted battery would be exchanged with a partially-charged one, approximately 75% to 90% capacity, and the fee would reflect this. The driver could complete his journey with little or no inconvenience. Because the system of the present invention is designed to be fully automated, stations would never need to be closed and, in case of power failure, a backup generator would suffice. When planning his trip, a driver could book hotel reservations at a hotel with charging terminals so as to avoid having to worry about having his vehicle's battery charged for local travel. The next morning the battery would be fully charged.\nAlthough the present invention has been described with reference to preferred embodiments, it will be understood by those skilled in the art that additions, modifications, substitutions, deletions and other changes not specifically described are possible, and that the details herein are to be interpreted as illustrative and not as self-limiting. The preferred embodiment describes the system of the present invention as it would operate utilizing the configuration of a single-lane carousel and a single battery exchange station. This configuration works well for small volumes of traffic, but can be expanded with the addition of multiple service islands. To satisfy higher volumes of traffic flow and the need for a quick turnaround, a configuration using a single carousel with two lanes could be built, whereby cars would travel in opposite directions. An additional robotic/mechanical arm 2 would be incorporated to service the vehicle occupying the second lane. Other configurations are also possible. For instance, in areas with extremely high volumes of traffic, each island could incorporate two carousels, with a central battery rack in between them, with each carousel incorporating an additional robotic/mechanical arm 2, allowing servicing of four vehicles at a time. The operation of the transportation platform would be synchronized to make sure the correct charged batteries are sent to the correct automobile for installation.\n | A system providing a driver of an electric vehicle with the ability to exchange a depleted battery with a charged battery. Information regarding the status of an electric battery is transmitted to service stations, and information is returned to a driver indicating the location of a service station with a charged battery. The driver enters the station and is automatically positioned next to a rotating carousel. A robotic arm removes the depleted battery from the vehicle and pulls it onto the carousel, which rotates and deposits the battery onto a return conveyor belt, which carries the battery to a transportation platform for movement to a battery rack for charging. The transportation platform removes a charged battery from the battery rack and carries it to an outgoing conveyor belt, which carries it to the carousel, which rotates until the battery is next to the vehicle for insertion by the robotic arm. | US:14/678,341 | https://patentimages.storage.googleapis.com/43/8c/99/88998f96fe2eef/US9187004.pdf | US:9187004 | Harold William Davis | Individual | US:4334819, US:4450400, US:5951229, US:5452983, US:5612606, US:5668460, US:5760569, US:5998963, US:6094028, US:7201384, US:7004710, US:8710795, US:8164300, US:20110106294:A1, US:20140250653:A1 | Not available | 2015-11-17 | 1. A system for exchanging a removable depleted battery from a battery-powered electric vehicle and replacing the depleted battery with a charged battery, the system comprising:\na horizontal circular rotating carousel disposed around a circular central platform, the carousel supporting a plurality of radial rectangular roller conveyor sections, each of said conveyor sections extending from an outer circumference of the central platform to an outer circumference of the carousel;\na plurality of robotic arms mounted on an upper surface of the central platform, each of said robotic arms having means for lifting the removable depleted battery from the vehicle and replacing it with a charged battery;\na return conveyor belt disposed between the outer circumference of the carousel and a first transportation platform landing area, the return conveyor belt used for transporting the depleted battery from a first roller conveyor section to the first transportation platform landing area;\nan outgoing conveyor belt disposed between the outer circumference of the carousel and a second transportation platform area, the outgoing conveyor belt designed for transporting the charged battery from the second transportation platform landing area to a second roller conveyor section;\na battery storage rack having a plurality of charging modules for charging depleted batteries and storing charged batteries;\na transportation platform located adjacent to the battery storage rack, the transportation platform used for transporting the depleted battery from the first transportation platform landing area to one of the modules in the battery storage rack for charging and for removing the charged battery from one of the modules in the battery storage rack and transporting the charged battery to the second transportation platform landing area.\n, a horizontal circular rotating carousel disposed around a circular central platform, the carousel supporting a plurality of radial rectangular roller conveyor sections, each of said conveyor sections extending from an outer circumference of the central platform to an outer circumference of the carousel;, a plurality of robotic arms mounted on an upper surface of the central platform, each of said robotic arms having means for lifting the removable depleted battery from the vehicle and replacing it with a charged battery;, a return conveyor belt disposed between the outer circumference of the carousel and a first transportation platform landing area, the return conveyor belt used for transporting the depleted battery from a first roller conveyor section to the first transportation platform landing area;, an outgoing conveyor belt disposed between the outer circumference of the carousel and a second transportation platform area, the outgoing conveyor belt designed for transporting the charged battery from the second transportation platform landing area to a second roller conveyor section;, a battery storage rack having a plurality of charging modules for charging depleted batteries and storing charged batteries;, a transportation platform located adjacent to the battery storage rack, the transportation platform used for transporting the depleted battery from the first transportation platform landing area to one of the modules in the battery storage rack for charging and for removing the charged battery from one of the modules in the battery storage rack and transporting the charged battery to the second transportation platform landing area., 2. The system of claim 1 which further includes:\nmeans for automatically positioning the electric vehicle next to the rotating carousel.\n, means for automatically positioning the electric vehicle next to the rotating carousel., 3. The system of claim 1 wherein the transportation platform has a ceiling and which further comprises:\na ceiling-mounted robotic arm for moving the battery.\n, a ceiling-mounted robotic arm for moving the battery., 4. The system of claim 1 which further comprises:\na system of horizontal I-beams and wheels mounted above the transportation platform for moving the transportation platform horizontally; and\na system of dual-drum winches and cables mounted above the transportation platform for moving the transportation platform vertically.\n, a system of horizontal I-beams and wheels mounted above the transportation platform for moving the transportation platform horizontally; and, a system of dual-drum winches and cables mounted above the transportation platform for moving the transportation platform vertically., 5. The system of claim 1 which further comprises:\na first direct current motor affixed to a sprocket and chain assembly, the motor driving the transportation platform.\n, a first direct current motor affixed to a sprocket and chain assembly, the motor driving the transportation platform., 6. The system of claim 1 which further comprises:\nan insert disposed in a charging module for a small battery.\n, an insert disposed in a charging module for a small battery., 7. The system of claim 1 which further comprises:\ntwo roller bearing assemblies upon which the carousel rides; and\na second direct current motor for driving the carousel. \n, two roller bearing assemblies upon which the carousel rides; and, a second direct current motor for driving the carousel. | US | United States | Expired - Fee Related | B | True |
| 125 | Estimated state of charge determination \n | US11752895B1 | This application is a continuation of U.S. patent application Ser. No. 16/904,956, filed Jun. 18, 2020, and titled “ESTIMATED STATE OF CHARGE DETERMINATION,” which application claims benefit of U.S. Provisional Patent Application No. 63/018,763, filed May 1, 2020, and titled “ESTIMATED STATE OF CHARGE DETERMINATION.” The entire disclosure of each of the above items is hereby made part of this specification as if set forth fully herein and incorporated by reference for all purposes, for all that it contains.\nAny and all applications for which a foreign or domestic priority claim is identified in the Application Data Sheet as filed with the present application are hereby incorporated by reference under 37 CFR 1.57.\nEmbodiments of the present disclosure relate to vehicle gateway devices, sensors, systems, and methods that allow for efficient monitoring, management, data acquisition, and data processing for vehicles and/or fleets. Embodiments of the present disclosure further relate to devices, systems, and methods that provide interactive graphical user interfaces for vehicle and/or fleet monitoring and management.\nThe approaches described in this section are approaches that could be pursued, but not necessarily approaches that have been previously conceived or pursued. Therefore, unless otherwise indicated, it should not be assumed that any of the approaches described in this section qualify as prior art merely by virtue of their inclusion in this section.\nMost modern vehicles have a vehicle bus. A vehicle bus is an internal communications network that connects components, such as a car's electronic controllers, within a vehicle. Example protocols that a vehicle bus can use include, but are not limited to, Controller Area Network (CAN), Local Interconnect Network (LIN), OBD-II or OBD2, and/or J1939. The vehicle bus can have an interface that enables an external device to access the vehicle's electronic controllers. In particular, the external device can access vehicle diagnostics, such as fuel level, engine revolutions per minute (RPM), speed, engine torque, engine load, brake use, etc. The vehicle diagnostic data can be voluminous. Moreover, the vehicle diagnostic data can be retrieved substantially in real-time and at a high frequency, such as every millisecond. Additional devices that can collect data from a vehicle include cameras and sensors, such as dashboard cameras and temperature monitors.\nThe systems, methods, and devices described herein each have several aspects, no single one of which is solely responsible for its desirable attributes. Without limiting the scope of this disclosure, several non-limiting features will now be described briefly.\nCommercial vehicle fleets use large amounts of fuel and energy. Due to the complexity and diversity of the activities of vehicles in a commercial fleet, it can be very difficult to determine why and how the fuel and energy are used, let alone how to increase the efficiency with which the fuel and energy are used. Additionally, the data related to the activities of vehicles in a commercial fleet can be voluminous. Therefore, just collecting the data related to those activities can be very technically difficult.\nAdvantageously, various embodiments of the present disclosure may overcome various disadvantages of prior systems and methods. A vehicle gateway device can be attached to each vehicle in the fleet. The vehicle gateway gathers data related to operation of the vehicle, in addition to location data and other data related to the vehicle. The vehicle gateway device gathers vehicle metric data from the vehicle (e.g., every millisecond). The gathered metric data can be bucketed and aggregated over time, and periodically (e.g., every 5 minutes) the bucketed data, along with location data and other data related to the vehicle, can be transmitted to a management server.\nThe management server can receive the data from the vehicle gateway devices for many vehicles and over extended periods of time. The management server can aggregate and analyze the received data in various ways. For example, data may be analyzed per vehicle, per vehicle characteristic, per driver, per driver characteristic, per fleet, per cohort, or the like. The data may be used to determine vehicle fuel/energy efficiencies, correlations among vehicle metrics and fuel/energy efficiencies, a fuel/energy efficiency score, safety measurements, correlations among vehicle metrics and safety measurements, a safety score, among others. Additionally, comparisons, trends, correlations, recommendations, route optimizations, and the like may be determined. Further, reports, alerts, and various interactive graphical user interfaces may be generated.\nAccording to various embodiments of the present disclosure, a vehicle gateway device can receive, over a period of time, raw vehicle data via a vehicle interface with a vehicle. An example period of time could be one, two, or five minutes. Example vehicle interfaces can include, but are not limited to, J1939 or OBD2. The vehicle gateway device can determine vehicle metrics from the raw vehicle data. Example vehicle metrics can include or be related to fuel level, engine RPM, traveling speed, traveling distance, traveling time, accelerator use/position, brake use, cruise control use, coasting, idling, etc. The vehicle gateway device can determine corresponding vehicle metric buckets for each of the vehicle metrics. In the case of an engine RPM metric, example buckets can include a 0-800 RPM bucket, an 800-1700 RPM bucket, and a greater than 1700 RPM bucket. In the case of a cruise control metric, example buckets can include a cruise-control “on” bucket and a cruise-control “off” bucket. Additional example vehicle metric buckets are described in further detail below. The vehicle gateway device can aggregate, over the period of time, the vehicle metrics into the corresponding vehicle metric buckets to generate aggregated bucketed vehicle metric data. In the engine RPM metric example with a time period of five minutes, the vehicle gateway device can aggregate one minute and thirty seconds in the 0-800 RPM bucket and the remaining time in the 800-1700 RPM bucket. In response to determining that an aggregation time threshold is met, the vehicle gateway device can transmit, to a receiving server system, the aggregated bucketed vehicle metric data.\nAccording to various embodiments of the present disclosure, a system can include a vehicle gateway device and a computing device. The vehicle gateway device can be configured to gather and transmit vehicle metric data associated with a first vehicle. The computing device can be configured to receive vehicle metric data from vehicle gateway devices associated with respective vehicles. The computing device can determine, from the vehicle metric data, fuel/energy usage of the plurality of vehicles over various periods of time. The computing device can determine correlations among one or more other vehicle metrics and the fuel/energy usage of the plurality of vehicles over the various periods of time. The computing device can determine weightings of the one or more other vehicle metrics based at least in part on the determined correlations. The computing device can receive, from the vehicle gateway device, the vehicle metric data associated with the first vehicle. The computing device can determine, based on the determined weightings and the vehicle metric data, a fuel/energy efficiency score associated with the first vehicle. The computing device can cause the fuel/energy efficiency score to be provided in an alert, report, or interactive graphical user interface.\nAccording to various embodiments of the present disclosure, a system can include a vehicle gateway device and a computing device. The vehicle gateway device can be configured to gather and transmit vehicle metric data associated with a first vehicle. The computing device can be configured to receive vehicle metric data from vehicle gateway devices associated with respective vehicles. The computing device can determine, from driver history data, safety of the vehicles over various periods of time. The computing device can determine correlations among one or more vehicle metrics from the vehicle metric data and the safety of the plurality of vehicles over the various periods of time. The computing device can determine weightings of the one or more other vehicle metrics based at least in part on the determined correlations. The computing device can receive, from the vehicle gateway device, the vehicle metric data associated with the first vehicle. The computing device can determine, based on the determined weightings and the vehicle metric data, a safety score associated with the first vehicle. The computing device can cause the safety score to be provided in an alert, report, or interactive graphical user interface.\nAccording to various embodiments of the present disclosure, a system can include a vehicle gateway device and a computing device. The vehicle gateway device can be configured to gather and transmit vehicle metric data associated with a vehicle. The computing device can be configured to receive the vehicle metric data from the vehicle gateway device. The computing device can receive, from the vehicle gateway device, first vehicle metric data associated with the vehicle. The computing device can receive, such as by accessing, a plurality of vehicle metric data for the vehicle. The plurality of vehicle metric data can be for one or more periods of time that are different than the period of time for the first vehicle metric data. The computing device can generate aggregated vehicle metric data from the plurality of vehicle metric data and the first vehicle metric data based on some filtering criteria. Example filtering criteria can include one or more specific period of times and/or one or more specific vehicle metrics. The computing device can determine, from the aggregated vehicle metric data, a plurality of fuel/energy efficiency indicators. Example fuel/energy efficiency indicators can indicate, but are not limited to indicating, cruise control use, use of coasting, a particular type of use of the accelerator pedal, idling, anticipation, and/or particular RPM range(s), which can be represented as a percentage or some other indicator. The computing device can determine, based on weightings and the plurality of fuel/energy efficiency indicators, a fuel/energy efficiency score associated with the vehicle. The computing device can cause the fuel/energy efficiency score to be provided in an alert, report, or interactive graphical user interface.\nAccording to various embodiments of the present disclosure, a system can include a vehicle gateway device and a computing device. The vehicle gateway device can be configured to gather and transmit vehicle metric data associated with a vehicle. The computing device can be configured to receive the vehicle metric data from the vehicle gateway device. The computing device can receive, from the vehicle gateway device, first vehicle metric data associated with the vehicle. The computing device can receive, such as by accessing, a plurality of vehicle metric data for the vehicle. The plurality of vehicle metric data can be for one or more periods of time that are different than the period of time for the first vehicle metric data. The computing device can generate aggregated vehicle metric data from the plurality of vehicle metric data and the first vehicle metric data based on some filtering criteria. Example filtering criteria can include one or more specific period of times and/or one or more specific vehicle metrics. The computing device can determine, from the aggregated vehicle metric data, a plurality of safety indicators. Example safety indicators can indicate, but are not limited to indicating, cruise control use, a particular type of use of the accelerator pedal, vehicle speed, and/or anticipation, which can be represented as a percentage or some other indicator. The computing device can determine, based on weightings and the plurality of fuel/energy efficiency indicators, a fuel/energy efficiency score associated with the vehicle. The computing device can cause the fuel/energy efficiency score to be provided in an alert, report, or interactive graphical user interface.\nIn various embodiments, the vehicle gateway device can decode or translate the raw vehicle data based at least in part on rules specifically related to the vehicle. The vehicle gateway device can store the vehicle metrics.\nIn various embodiments, the vehicle gateway device can determine, over the period of time, location data. Further in response to determining that the aggregation time threshold is met, the vehicle gateway device can transmit, to the receiving server system, the location data.\nIn various embodiments, the vehicle gateway device can receive, over the period of time, additional data from one or more sensor devices. Further in response to determining that the aggregation time threshold is met, the vehicle gateway device can transmit, to the receiving server system, the additional data.\nIn various embodiments, the vehicle metrics can be associated with at least one of: cruise control, coasting, accelerator pedal, idling, battery state, anticipation, engine rotations per minute, motor rotations per minute, or motor power. The vehicle metric buckets associated with cruise control can include at least: cruise control on, and cruise control off. The vehicle metric buckets associated with coasting can include at least: coasting true, and coasting false. The vehicle metric bucket of coasting true can be determined when each of the following is true: engine torque is zero, vehicle speed is greater than zero, brake pedal is not engaged, and accelerator pedal is not engaged. The vehicle metric buckets associated with the accelerator pedal can include at least: accelerator pedal engagement over 95 percent, and accelerator pedal engagement less than or equal to 95 percent. The vehicle metric bucket of accelerator pedal engagement over 95 percent can be determined based on at least one of: engine torque, or engine load. The vehicle metric buckets associated with idling can include at least: idle true, and idle false. The vehicle metric buckets associated with anticipation can include at least: any brake event, and quick brake event. The vehicle metric bucket of quick brake event can be determined when the accelerator pedal is disengaged and the brake pedal is subsequently engaged in approximately less than one second. The vehicle metric buckets associated with engine rotations per minute (RPM) can include at least one of: an RPM band of approximately 800-1700 RPM, or an RPM band starting from a low of approximately 700-900 RPM to a high of approximately 1600-1800 RPM. The vehicle metrics can include at least accelerator pedal engagements over 95 percent and quick brake events. Quick brake events can be determined when the accelerator pedal is disengaged and the brake pedal is subsequently engaged in approximately less than one second.\nIn various embodiments, the determined weightings are further customizable by a user. The vehicles can be related to the first vehicle by at least one of: a vehicle characteristic, a driver, a driver characteristic, a fleet, or a cohort.\nAccording to various embodiments of the present disclosure, a system can include a computing device. The system can further include a vehicle gateway device. The computing device and/or the vehicle gateway device can include a computer readable storage medium having program instructions embodied therewith; and one or more processors configured to execute the program instructions to cause the computing device to perform any of the aspects described above and/or below.\nThe vehicle gateway device can be configured to transmit charge records associated with a battery from a vehicle. The computing device can be configured to receive charge records for the battery, where each record from the plurality of charge records can include: (i) a start state of charge, (ii) an end state of charge, and (iii) an amount of energy charged. The computing device can determine a customized charge estimate function for the battery based at least in part on the start state of charge, the end state of charge, and the amount of energy charged for the plurality of charge records for the battery. The computing device can receive an approximate start time for a current charge of the battery, a last state of charge for the battery, and a current time. While the vehicle gateway device is unable to transmit vehicle battery data associated with the current charge of the battery, computing device can calculate an estimated charge time from at least the approximate start time and the current time; estimate a current state of charge based at least in part on: the last state of charge, the estimated charge time, and the customized charge estimate function for the battery; and cause presentation of the current state of charge in a graphical user interface.\nThe vehicle gateway device can be configured to transmit historical vehicle battery data associated with a battery from a vehicle. The computing device can be configured to receive the historical vehicle battery data. The computing device can determine, from the historical vehicle battery data, (i) data indicative of an amount of energy charged relative to a capacity of the battery and (ii) an amount of energy charged relative to a period of time. The computing device can determine a customized charge estimate function for the battery based at least in part on (i) the data indicative of the amount of energy charged relative to the capacity of the battery and (ii) the amount of energy charged relative to the period of time. The computing device can receive an approximate start time for a current charge of the battery, a last state of charge for the battery, and a current time. While the vehicle gateway device is unable to transmit vehicle battery data associated with the current charge of the battery, computing device can calculate an estimated charge time from at least the approximate start time and the current time; estimate a current state of charge based at least in part on: the last state of charge, the estimated charge time, and the customized charge estimate function for the battery; and cause presentation of the current state of charge in a graphical user interface.\nAccording to various embodiments of the present disclosure, a method can include receiving, from a vehicle gateway device, historical vehicle battery data associated with a battery from a vehicle. The method can further include determining, from the historical vehicle battery data, (i) data indicative of an amount of energy charged relative to a capacity of the battery and (ii) an amount of energy charged relative to a period of time. The method can further include determining a customized charge estimate function for the battery based at least in part on (i) the data indicative of the amount of energy charged relative to the capacity of the battery and (ii) the amount of energy charged relative to the period of time. The method can further include receiving an approximate start time for a current charge of the battery; receiving a last state of charge for the battery; and receiving a current time. While the vehicle gateway device is unable to transmit vehicle battery data associated with the current charge of the battery, the method can further include: calculating an estimated charge time from at least the approximate start time and the current time; estimating a current state of charge based at least in part on: the last state of charge, the estimated charge time, and the customized charge estimate function for the battery; and causing presentation of the current state of charge in a graphical user interface.\nIn various embodiments, the vehicle gateway device can be further configured to receive, via a vehicle interface, historical vehicle battery data from a battery management system of the vehicle. The vehicle gateway device can be further configured to determine, from the historical vehicle battery data, at least some of the charge records.\nIn various embodiments, the computing device can be further configured to determine a graph from the last state of charge, the approximate start time, the current time, and the customized charge estimate function for the battery. The computing device can be further configured to cause presentation of a visualization of the graph in the graphical user interface.\nIn various embodiments, the computing device can be further configured to apply a charge alert condition to the current state of charge. In response to determining that the charge alert condition is satisfied, the computing device can be further configured to transmit a charge alert indicating that the charge alert condition is satisfied.\nIn various embodiments, determining that the charge alert condition is satisfied can further include: identifying that the current state of charge is above a predefined charge level threshold.\nIn various embodiments, large amounts of data may be automatically and dynamically gathered and analyzed in response to user inputs and configurations, and the analyzed data may be efficiently presented to users. Thus, in some embodiments, the systems, devices, configuration capabilities, graphical user interfaces, and the like described herein are more efficient as compared to previous systems, etc.\nFurther, as described herein, according to various embodiments systems and or devices may be configured and/or designed to generate graphical user interface data useable for rendering the various interactive graphical user interfaces described. The graphical user interface data may be used by various devices, systems, and/or software programs (for example, a browser program), to render the interactive graphical user interfaces. The interactive graphical user interfaces may be displayed on, for example, electronic displays. A management server can provide an analysis graphical user interface that allows a user to review the vehicle metrics, vehicle and/or driver scores (such as fuel/energy efficiency scores and/or safety scores), and/or summary data in substantially real-time. As new vehicle metrics are received, the graphical user interface can dynamically update, such as by recalculating vehicle scores and/or driver scores.\nAdditionally, it has been noted that design of computer user interfaces “that are useable and easily learned by humans is a non-trivial problem for software developers.” (Dillon, A. (2003) User Interface Design. MacMillan Encyclopedia of Cognitive Science, Vol. 4, London: MacMillan, 453-458.) The present disclosure describes various embodiments of interactive and dynamic graphical user interfaces that are the result of significant development. This non-trivial development has resulted in the graphical user interfaces described herein which may provide significant cognitive and ergonomic efficiencies and advantages over previous systems. The interactive and dynamic graphical user interfaces include improved human-computer interactions that may provide reduced mental workloads, improved decision-making, improved capabilities, reduced work stress, and/or the like, for a user. For example, user interaction with the interactive graphical user interface via the inputs described herein may provide an optimized display of, and interaction with, vehicle gateway devices, and may enable a user to more quickly and accurately access, navigate, assess, and digest analyses, vehicle metric data, and/or the like, than previous systems.\nFurther, the interactive and dynamic graphical user interfaces described herein are enabled by innovations in efficient interactions between the user interfaces and underlying systems and components. For example, disclosed herein are improved methods of receiving user inputs (including methods of interacting with, and selecting, received data), translation and delivery of those inputs to various system components (e.g., vehicle gateway devices or management server(s)), automatic and dynamic execution of complex processes in response to the input delivery (e.g., execution of processes to calculate vehicle and/or driver scores), automatic interaction among various components and processes of the system, and automatic and dynamic updating of the user interfaces (to, for example, display the vehicle metrics, vehicle scores, and/or driver scores). The interactions and presentation of data via the interactive graphical user interfaces described herein may accordingly provide cognitive and ergonomic efficiencies and advantages over previous systems.\nVarious embodiments of the present disclosure provide improvements to various technologies and technological fields, and practical applications of various technological features and advancements. Some existing systems are limited in various ways, and various embodiments of the present disclosure provide significant improvements over such systems, and practical applications of such improvements. For example, existing diagnostic systems can generate voluminous amounts of data. Transmitting the generated data over a network in substantially real-time can be impractical. Rather, as described herein, the techniques and solutions of the present disclosure can overcome the issue(s) by aggregating data at the vehicle level and transmitting the aggregated data substantially in real-time. Transmitting aggregated data from the vehicle gateway device to the management server can improve computer and/or network performance. As another example, some existing systems are unable to report a state of charge of a vehicle's battery while the battery is charging because some vehicle's electronic controller(s) and/or computer may be in an off state while charging. Thus, in some existing systems, a user of a fleet management system may view the state of a battery charge and see that state jump from an initial charge level to a final charge level as the vehicle's electronic controller(s) and/or computer changes to an on state. An improved system can address this technical limitation by determining an estimated charge level of a battery based on historical battery data for the particular battery/vehicle. Thus, the system can present an estimated charge level of a vehicle to an administrator even while a vehicle's battery is charging and the vehicle's electronic controller(s) and/or computer is in an off state.\nAdditionally, various embodiments of the present disclosure are inextricably tied to, and provide practical applications of, computer technology. In particular, various embodiments rely on detection of user inputs via graphical user interfaces, calculation of updates to displayed electronic data based on user inputs, automatic processing of received data, and presentation of updates to displayed data and analyses via interactive graphical user interfaces. Such features and others are intimately tied to, and enabled by, computer, vehicle diagnostic, and vehicle gateway technology, and would not exist except for computer, vehicle diagnostic, and vehicle gateway technology. For example, the vehicle reporting and management functionality and interactions with displayed data described below in reference to various embodiments cannot reasonably be performed by humans alone, without the computer and vehicle gateway technology upon which they are implemented. Further, the implementation of the various embodiments of the present disclosure via computer technology enables many of the advantages described herein, including more efficient interaction with, and presentation and analysis of, various types of electronic data, including fleet management data, and the like.\nFurther, by virtue of electronic communication with vehicle diagnostic systems and devices, various embodiments of the present disclosure are inextricably tied to, and provide practical applications of, computer vehicle technology. For example, the vehicle gateway devices described herein connect to vehicles via protocol(s), such as Controller Area Network (CAN), Local Interconnect Network (LIN), OBD-II or OBD2, and/or J1939. Moreover, the data collected is inherently tied to vehicles, such as, as fuel level, engine revolutions per minute (RPM), speed, engine torque, engine load, brake use, etc. Various embodiments rely on interpreting and processing the raw vehicle data. Accordingly, some of the solutions and techniques described herein are intimately tied to, and enabled by, computer, vehicle diagnostic, and vehicle gateway technology, and would not exist except for computer, vehicle diagnostic, and vehicle gateway technology.\nVarious combinations of the above and below recited features, embodiments, and aspects are also disclosed and contemplated by the present disclosure.\nAdditional embodiments of the disclosure are described below in reference to the appended claims, which may serve as an additional summary of the disclosure.\nIn various embodiments, systems and/or computer systems are disclosed that comprise a computer readable storage medium having program instructions embodied therewith, and one or more processors configured to execute the program instructions to cause the one or more processors to perform operations comprising one or more aspects of the above- and/or below-described embodiments (including one or more aspects of the appended claims).\nIn various embodiments, computer-implemented methods are disclosed in which, by one or more processors executing program instructions, one or more aspects of the above- and/or below-described embodiments (including one or more aspects of the appended claims) are implemented and/or performed.\nIn various embodiments, computer program products comprising a computer readable storage medium are disclosed, wherein the computer readable storage medium has program instructions embodied therewith, the program instructions executable by one or more processors to cause the one or more processors to perform operations comprising one or more aspects of the above- and/or below-described embodiments (including one or more aspects of the appended claims).\nThe following drawings and the associated descriptions are provided to illustrate embodiments of the present disclosure and do not limit the scope of the claims. Aspects and many of the attendant advantages of this disclosure will become more readily appreciated as the same become better understood by reference to the following detailed description, when taken in conjunction with the accompanying drawings, wherein:\n FIG. 1 illustrates a block diagram of an example operating environment in which one or more aspects of the present disclosure may operate, according to various embodiments of the present disclosure.\n FIG. 2 illustrates a block diagram including an example implementation of a management device, according to various embodiments of the present disclosure.\n FIG. 3 illustrates a block diagram of an example vehicle gateway device, according to various embodiments of the present disclosure.\n FIGS. 4A-4B are flowcharts illustrating example methods and functionality related to efficient data aggregation on a vehicle gateway device, according to various embodiments of the present disclosure.\n FIGS. 5A-5B are flowcharts illustrating example methods and functionality related to processing vehicle-related data and using the processed data, according to various embodiments of the present disclosure.\n FIG. 6 illustrates an example interactive graphical user interface for searching/presenting vehicles and/or associated vehicle metadata, according to various embodiments of the present disclosure.\n FIG. 7A illustrates an example interactive graphical user interface for presenting vehicle metadata, according to various embodiments of the present disclosure.\n FIGS. 7B-7C illustrate example visualizations of battery charge metrics, according to various embodiments of the present disclosure.\n FIGS. 8A-8B illustrate example interactive graphical user interfaces for analyzing driver efficiency, according to various embodiments of the present disclosure.\n FIG. 9 illustrates an example interactive graphical user interface for analyzing vehicle fuel/energy usage, according to various embodiments of the present disclosure.\n FIGS. 10A-10B illustrate example interactive graphical user interfaces for analyzing vehicle charging, according to various embodiments of the present disclosure.\n FIG. 11 illustrates another example i | A system receives historical vehicle battery data from a gateway device connected to a vehicle. Some vehicles with plug-in rechargeable batteries recommend/require that the vehicle computer be turned off when recharging. Thus, obtaining a current state of charge while a vehicle is charging can be difficult because the vehicle computer can be off. While the vehicle/gateway device is unable to transmit current battery data, the systems estimate a battery charge from the historical data. | US:17/932,088 | https://patentimages.storage.googleapis.com/a1/f5/0a/80cdec101ec5e0/US11752895.pdf | US:11752895 | Alexander Thomas Govan, Alvin Wu, Benjamin Chang, Jennifer Zhang, Katherine Lee | Samsara Inc | US:5917433, US:6452487, US:20020061758:A1, US:20050286774:A1, US:20060167591:A1, US:20170263049:A1, US:9477639, US:20090240427:A1, US:20080319602:A1, US:20100049639:A1, US:20120235625:A1, US:20200342506:A1, US:20110205048:A1, US:8633672, US:20110276265:A1, US:20130244210:A1, US:20120201277:A1, US:20150044641:A1, US:20120262104:A1, US:20160375780:A1, US:20150074091:A1, US:20120303397:A1, US:10173544, US:20140159660:A1, US:9024744, US:20130162421:A1, US:20140303826:A1, US:20170039784:A1, US:20140012492:A1, US:20140095061:A1, US:20140195106:A1, US:20140098060:A1, US:20140223090:A1, US:20140278108:A1, US:20140354227:A1, US:20140354228:A1, US:20160343091:A1, US:20160311423:A1, US:20150226563:A1, US:20150283912:A1, US:10623899, US:10652335, US:20160167643:A1, US:20160275376:A1, US:20160288744:A1, US:20170102463:A1, US:20170140603:A1, US:10033706, US:20190327613:A1, US:10390227, US:10206107, US:9445270, US:10085149, US:20190174158:A1, US:20190003848:A1, US:20170286838:A1, US:20170291611:A1, US:20180025636:A1, US:20170332199:A1, US:20170345283:A1, US:20170361462:A1, US:20170366935:A1, US:20180001771:A1, US:20180012196:A1, US:20180063576:A1, US:20180093672:A1, US:20180262724:A1, US:20190286948:A1, US:20200139847:A1, US:20190118655:A1, US:10459444, US:10173486, US:20200389415:A1, US:10102495, US:10196071, US:20200150739:A1, US:10579123, US:20190244301:A1, US:20190318419:A1, US:20190327590:A1, US:20200074397:A1, US:20200162489:A1, US:11128130, US:11558449, US:11451610, US:10609114, US:11451611, US:11349901, US:11184422, US:11127130, US:20200342611:A1, US:20200342274:A1, US:20200342235:A1, US:20200344301:A1, US:20200342230:A1, US:20200371773:A1, US:10827324, US:20210006950:A1, US:10843659, US:11122488, US:11137744, US:11190373, US:11479142, US:11046205, US:11158177, US:11188046, US:11341786, US:11352013, US:11131986, US:11365980, US:11132853, US:11126910, US:11356605, US:11356909, US:11386325, US:11352014, US:11522857 | 2023-12-26 | 2023-12-26 | 1. A system comprising:\na computer readable storage medium having program instructions embodied therewith; and\none or more processors configured to execute the program instructions to cause the system, to:\nreceive, from a vehicle gateway device associated with a vehicle, information related to the vehicle including at least: an approximate start time for a current recharge of a battery of the vehicle, and a last state of charge for the battery;\nreceive a state of charge request from a device other than the vehicle;\nin response to receiving the state of charge request:\ncalculate an estimated recharge time from at least the approximate start time and a current time, and\nestimate a current state of charge based at least in part on: the last state of charge, the estimated recharge time, and a customized charge estimate function for the battery; and\n\ngenerate and cause display of a graphical user interface on a device separate from the vehicle, the graphical user interface including at least:\nthe current state of charge,\na map-based visualization of a route the vehicle has traveled, the route of the vehicle determined from vehicle location information received from the vehicle gateway device,\na graph-based visualization of metrics associated with the vehicle, wherein the graph-based visualization includes values of the metrics over time, and\na metric selector configured with a plurality of selectable options and configured to, in response to user inputs selecting the selectable options, update the graph-based visualization.\n\n\n, a computer readable storage medium having program instructions embodied therewith; and, one or more processors configured to execute the program instructions to cause the system, to:\nreceive, from a vehicle gateway device associated with a vehicle, information related to the vehicle including at least: an approximate start time for a current recharge of a battery of the vehicle, and a last state of charge for the battery;\nreceive a state of charge request from a device other than the vehicle;\nin response to receiving the state of charge request:\ncalculate an estimated recharge time from at least the approximate start time and a current time, and\nestimate a current state of charge based at least in part on: the last state of charge, the estimated recharge time, and a customized charge estimate function for the battery; and\n\ngenerate and cause display of a graphical user interface on a device separate from the vehicle, the graphical user interface including at least:\nthe current state of charge,\na map-based visualization of a route the vehicle has traveled, the route of the vehicle determined from vehicle location information received from the vehicle gateway device,\na graph-based visualization of metrics associated with the vehicle, wherein the graph-based visualization includes values of the metrics over time, and\na metric selector configured with a plurality of selectable options and configured to, in response to user inputs selecting the selectable options, update the graph-based visualization.\n\n, receive, from a vehicle gateway device associated with a vehicle, information related to the vehicle including at least: an approximate start time for a current recharge of a battery of the vehicle, and a last state of charge for the battery;, receive a state of charge request from a device other than the vehicle;, in response to receiving the state of charge request:\ncalculate an estimated recharge time from at least the approximate start time and a current time, and\nestimate a current state of charge based at least in part on: the last state of charge, the estimated recharge time, and a customized charge estimate function for the battery; and\n, calculate an estimated recharge time from at least the approximate start time and a current time, and, estimate a current state of charge based at least in part on: the last state of charge, the estimated recharge time, and a customized charge estimate function for the battery; and, generate and cause display of a graphical user interface on a device separate from the vehicle, the graphical user interface including at least:\nthe current state of charge,\na map-based visualization of a route the vehicle has traveled, the route of the vehicle determined from vehicle location information received from the vehicle gateway device,\na graph-based visualization of metrics associated with the vehicle, wherein the graph-based visualization includes values of the metrics over time, and\na metric selector configured with a plurality of selectable options and configured to, in response to user inputs selecting the selectable options, update the graph-based visualization.\n, the current state of charge,, a map-based visualization of a route the vehicle has traveled, the route of the vehicle determined from vehicle location information received from the vehicle gateway device,, a graph-based visualization of metrics associated with the vehicle, wherein the graph-based visualization includes values of the metrics over time, and, a metric selector configured with a plurality of selectable options and configured to, in response to user inputs selecting the selectable options, update the graph-based visualization., 2. The system of claim 1, wherein the one or more processors are configured to execute the program instructions to further cause the system to:\nfurther in response to receiving the state of charge request: determine a graph from the last state of charge, the approximate start time, the current time, and the customized charge estimate function for the battery, wherein the graph provides a visualization of an estimated state of charge of the battery over a period of time including the current time; and\nin response to a first user input to the metric selector, update the graph-based visualization in the graphical user interface to display the graph.\n, further in response to receiving the state of charge request: determine a graph from the last state of charge, the approximate start time, the current time, and the customized charge estimate function for the battery, wherein the graph provides a visualization of an estimated state of charge of the battery over a period of time including the current time; and, in response to a first user input to the metric selector, update the graph-based visualization in the graphical user interface to display the graph., 3. The system of claim 2, wherein the one or more processors are configured to execute the program instructions to further cause the system to:\nin response to a second user input to the metric selector, update the graph-based visualization in the graphical user interface to display a graph of a state of charge of the vehicle over time as reported by the vehicle gateway device.\n, in response to a second user input to the metric selector, update the graph-based visualization in the graphical user interface to display a graph of a state of charge of the vehicle over time as reported by the vehicle gateway device., 4. The system of claim 1, wherein the one or more processors are configured to execute the program instructions to further cause the system to:\napply a charge alert condition to the current state of charge; and\nin response to determining that the charge alert condition is satisfied, transmit a charge alert indicating that the charge alert condition is satisfied.\n, apply a charge alert condition to the current state of charge; and, in response to determining that the charge alert condition is satisfied, transmit a charge alert indicating that the charge alert condition is satisfied., 5. The system of claim 4, wherein determining that the charge alert condition is satisfied further comprises:\nidentifying that the current state of charge is above a predefined charge level threshold.\n, identifying that the current state of charge is above a predefined charge level threshold., 6. The system of claim 1, wherein the one or more processors are configured to execute the program instructions to further cause the system to:\nreceive, from the vehicle gateway device, a plurality of charge records for the battery, wherein each record from the plurality of charge records comprises: (i) a start state of charge, (ii) an end state of charge, and (iii) an amount of energy charged into the battery during charging up of the battery; and\ndetermine the customized charge estimate function for the battery based at least in part on the start state of charge, the end state of charge, and the amount of energy charged into the battery for the plurality of charge records for the battery.\n, receive, from the vehicle gateway device, a plurality of charge records for the battery, wherein each record from the plurality of charge records comprises: (i) a start state of charge, (ii) an end state of charge, and (iii) an amount of energy charged into the battery during charging up of the battery; and, determine the customized charge estimate function for the battery based at least in part on the start state of charge, the end state of charge, and the amount of energy charged into the battery for the plurality of charge records for the battery., 7. The system of claim 6 further comprising:\nthe vehicle gateway device configured to transmit the plurality of charge records associated with the battery from the vehicle.\n, the vehicle gateway device configured to transmit the plurality of charge records associated with the battery from the vehicle., 8. The system of claim 7, wherein the vehicle gateway device is further configured to:\nreceive, via a vehicle interface, historical vehicle battery data from a battery management system of the vehicle; and\ndetermine, from the historical vehicle battery data, at least some of the plurality of charge records.\n, receive, via a vehicle interface, historical vehicle battery data from a battery management system of the vehicle; and, determine, from the historical vehicle battery data, at least some of the plurality of charge records., 9. The system of claim 1, wherein the one or more processors are configured to execute the program instructions to further cause the system to:\nreceive, from the vehicle gateway device, historical vehicle battery data;\ndetermine, from the historical vehicle battery data, (i) data indicative of an amount of energy charged into the battery relative to a capacity of the battery and (ii) an amount of energy charged into the battery relative to a period of time; and\ndetermine the customized charge estimate function for the battery based at least in part on (i) the data indicative of the amount of energy into the battery charged relative to the capacity of the battery and (ii) the amount of energy charged into the battery relative to the period of time.\n, receive, from the vehicle gateway device, historical vehicle battery data;, determine, from the historical vehicle battery data, (i) data indicative of an amount of energy charged into the battery relative to a capacity of the battery and (ii) an amount of energy charged into the battery relative to a period of time; and, determine the customized charge estimate function for the battery based at least in part on (i) the data indicative of the amount of energy into the battery charged relative to the capacity of the battery and (ii) the amount of energy charged into the battery relative to the period of time., 10. The system of claim 9 further comprising:\nthe vehicle gateway device configured to transmit the historical vehicle battery data associated with the battery from the vehicle.\n, the vehicle gateway device configured to transmit the historical vehicle battery data associated with the battery from the vehicle., 11. The system of claim 10, wherein the vehicle gateway device is further configured to:\nreceive, via a vehicle interface, the historical vehicle battery data from a battery management system of the vehicle.\n, receive, via a vehicle interface, the historical vehicle battery data from a battery management system of the vehicle., 12. A computer-implemented method comprising:\nby one or more computing devices:\nreceiving, from a vehicle gateway device associated with a vehicle, information related to the vehicle including at least: an approximate start time for a current recharge of a battery of the vehicle, and a last state of charge for the battery;\nreceiving a state of charge request from a device other than the vehicle;\nin response to receiving the state of charge request:\ncalculating an estimated recharge time from at least the approximate start time and a current time, and\nestimating a current state of charge based at least in part on: the last state of charge, the estimated recharge time, and a customized charge estimate function for the battery; and\n\ngenerating and causing display of a graphical user interface on a device separate from the vehicle, the graphical user interface including at least:\nthe current state of charge,\na map-based visualization of a route the vehicle has traveled, the route of the vehicle determined from vehicle location information received from the vehicle gateway device,\na graph-based visualization of metrics associated with the vehicle, wherein the graph-based visualization includes values of the metrics over time, and\na metric selector configured with a plurality of selectable options and configured to, in response to user inputs selecting the selectable options, update the graph-based visualization.\n\n\n, by one or more computing devices:\nreceiving, from a vehicle gateway device associated with a vehicle, information related to the vehicle including at least: an approximate start time for a current recharge of a battery of the vehicle, and a last state of charge for the battery;\nreceiving a state of charge request from a device other than the vehicle;\nin response to receiving the state of charge request:\ncalculating an estimated recharge time from at least the approximate start time and a current time, and\nestimating a current state of charge based at least in part on: the last state of charge, the estimated recharge time, and a customized charge estimate function for the battery; and\n\ngenerating and causing display of a graphical user interface on a device separate from the vehicle, the graphical user interface including at least:\nthe current state of charge,\na map-based visualization of a route the vehicle has traveled, the route of the vehicle determined from vehicle location information received from the vehicle gateway device,\na graph-based visualization of metrics associated with the vehicle, wherein the graph-based visualization includes values of the metrics over time, and\na metric selector configured with a plurality of selectable options and configured to, in response to user inputs selecting the selectable options, update the graph-based visualization.\n\n, receiving, from a vehicle gateway device associated with a vehicle, information related to the vehicle including at least: an approximate start time for a current recharge of a battery of the vehicle, and a last state of charge for the battery;, receiving a state of charge request from a device other than the vehicle;, in response to receiving the state of charge request:\ncalculating an estimated recharge time from at least the approximate start time and a current time, and\nestimating a current state of charge based at least in part on: the last state of charge, the estimated recharge time, and a customized charge estimate function for the battery; and\n, calculating an estimated recharge time from at least the approximate start time and a current time, and, estimating a current state of charge based at least in part on: the last state of charge, the estimated recharge time, and a customized charge estimate function for the battery; and, generating and causing display of a graphical user interface on a device separate from the vehicle, the graphical user interface including at least:\nthe current state of charge,\na map-based visualization of a route the vehicle has traveled, the route of the vehicle determined from vehicle location information received from the vehicle gateway device,\na graph-based visualization of metrics associated with the vehicle, wherein the graph-based visualization includes values of the metrics over time, and\na metric selector configured with a plurality of selectable options and configured to, in response to user inputs selecting the selectable options, update the graph-based visualization.\n, the current state of charge,, a map-based visualization of a route the vehicle has traveled, the route of the vehicle determined from vehicle location information received from the vehicle gateway device,, a graph-based visualization of metrics associated with the vehicle, wherein the graph-based visualization includes values of the metrics over time, and, a metric selector configured with a plurality of selectable options and configured to, in response to user inputs selecting the selectable options, update the graph-based visualization., 13. The computer-implemented method of claim 12 further comprising:\nby the one or more computing devices:\nfurther in response to receiving the state of charge request: determining a graph from the last state of charge, the approximate start time, the current time, and the customized charge estimate function for the battery, wherein the graph provides a visualization of an estimated state of charge of the battery over a period of time including the current time; and\nin response to a first user input to the metric selector, updating the graph-based visualization in the graphical user interface to display the graph.\n\n, by the one or more computing devices:\nfurther in response to receiving the state of charge request: determining a graph from the last state of charge, the approximate start time, the current time, and the customized charge estimate function for the battery, wherein the graph provides a visualization of an estimated state of charge of the battery over a period of time including the current time; and\nin response to a first user input to the metric selector, updating the graph-based visualization in the graphical user interface to display the graph.\n, further in response to receiving the state of charge request: determining a graph from the last state of charge, the approximate start time, the current time, and the customized charge estimate function for the battery, wherein the graph provides a visualization of an estimated state of charge of the battery over a period of time including the current time; and, in response to a first user input to the metric selector, updating the graph-based visualization in the graphical user interface to display the graph., 14. The computer-implemented method of claim 13 further comprising:\nby the one or more computing devices:\nin response to a second user input to the metric selector, updating the graph-based visualization in the graphical user interface to display a graph of a state of charge of the vehicle over time as reported by the vehicle gateway device.\n\n, by the one or more computing devices:\nin response to a second user input to the metric selector, updating the graph-based visualization in the graphical user interface to display a graph of a state of charge of the vehicle over time as reported by the vehicle gateway device.\n, in response to a second user input to the metric selector, updating the graph-based visualization in the graphical user interface to display a graph of a state of charge of the vehicle over time as reported by the vehicle gateway device., 15. The computer-implemented method of claim 12 further comprising:\nby the one or more computing devices:\napplying a charge alert condition to the current state of charge; and\nin response to determining that the charge alert condition is satisfied, transmitting a charge alert indicating that the charge alert condition is satisfied.\n\n, by the one or more computing devices:\napplying a charge alert condition to the current state of charge; and\nin response to determining that the charge alert condition is satisfied, transmitting a charge alert indicating that the charge alert condition is satisfied.\n, applying a charge alert condition to the current state of charge; and, in response to determining that the charge alert condition is satisfied, transmitting a charge alert indicating that the charge alert condition is satisfied., 16. The computer-implemented method of claim 15, wherein determining that the charge alert condition is satisfied further comprises:\nidentifying that the current state of charge is above a predefined charge level threshold.\n, identifying that the current state of charge is above a predefined charge level threshold., 17. The computer-implemented method of claim 12 further comprising:\nby the one or more computing devices:\nreceiving, from the vehicle gateway device, a plurality of charge records for the battery, wherein each record from the plurality of charge records comprises: (i) a start state of charge, (ii) an end state of charge, and (iii) an amount of energy charged into the battery during charging up of the battery; and\ndetermining the customized charge estimate function for the battery based at least in part on the start state of charge, the end state of charge, and the amount of energy charged into the battery for the plurality of charge records for the battery.\n\n, by the one or more computing devices:\nreceiving, from the vehicle gateway device, a plurality of charge records for the battery, wherein each record from the plurality of charge records comprises: (i) a start state of charge, (ii) an end state of charge, and (iii) an amount of energy charged into the battery during charging up of the battery; and\ndetermining the customized charge estimate function for the battery based at least in part on the start state of charge, the end state of charge, and the amount of energy charged into the battery for the plurality of charge records for the battery.\n, receiving, from the vehicle gateway device, a plurality of charge records for the battery, wherein each record from the plurality of charge records comprises: (i) a start state of charge, (ii) an end state of charge, and (iii) an amount of energy charged into the battery during charging up of the battery; and, determining the customized charge estimate function for the battery based at least in part on the start state of charge, the end state of charge, and the amount of energy charged into the battery for the plurality of charge records for the battery., 18. The computer-implemented method of claim 12 further comprising:\nby the one or more computing devices:\nreceiving, from the vehicle gateway device, historical vehicle battery data;\ndetermining, from the historical vehicle battery data, (i) data indicative of an amount of energy charged into the battery relative to a capacity of the battery and (ii) an amount of energy charged into the battery relative to a period of time; and\ndetermining the customized charge estimate function for the battery based at least in part on (i) the data indicative of the amount of energy into the battery charged relative to the capacity of the battery and (ii) the amount of energy charged into the battery relative to the period of time.\n\n, by the one or more computing devices:\nreceiving, from the vehicle gateway device, historical vehicle battery data;\ndetermining, from the historical vehicle battery data, (i) data indicative of an amount of energy charged into the battery relative to a capacity of the battery and (ii) an amount of energy charged into the battery relative to a period of time; and\ndetermining the customized charge estimate function for the battery based at least in part on (i) the data indicative of the amount of energy into the battery charged relative to the capacity of the battery and (ii) the amount of energy charged into the battery relative to the period of time.\n, receiving, from the vehicle gateway device, historical vehicle battery data;, determining, from the historical vehicle battery data, (i) data indicative of an amount of energy charged into the battery relative to a capacity of the battery and (ii) an amount of energy charged into the battery relative to a period of time; and, determining the customized charge estimate function for the battery based at least in part on (i) the data indicative of the amount of energy into the battery charged relative to the capacity of the battery and (ii) the amount of energy charged into the battery relative to the period of time. | US | United States | Active | B | True |
| 126 | 电动车辆、电动车辆的主动安全控制系统及其控制方法 \n | CN105691241B | 技术领域本发明涉及电动车辆技术领域，特别涉及一种电动车辆的主动安全控制系统、一种电动车辆的主动安全控制系统的控制方法以及一种电动车辆。背景技术ESP(Electronic Stability Program，电子车辆稳定控制系统)是一种能够在极限工况下帮助驾驶员保持车辆稳定的汽车电子控制系统。通常它由传感器系统(包括方向盘转角传感器、横摆角速度传感器、侧向加速度传感器、轮速传感器)、液压执行系统以及ECU(Electronic Control Unit，电子控制单元)组成。ESP的基本原理是根据驾驶员的操纵意图，通过对处于临界稳定状态的汽车实施纵向动力学控制(间接的侧向力控制)，从而避免车辆进入不可控的非稳定状态，同时也力争保证车辆在极限工况下的操纵特性与日常驾驶线性区工况下相一致，使驾驶员可赖其以往线性区的驾驶经验对车辆进行操作，达到控制车辆的目的。目前在传统车辆上，液压制动系统是必不可少的，因此目前车辆上的ESP是在液压制动的基础上实现对车辆的稳定控制，但是，液压制动系统较为复杂，并且响应慢、成本高。发明内容本申请是基于发明人对以下问题的认识和研究作出的：相关技术中提出了一种汽车电子稳定控制系统，其包括：若干车轮、若干传感器、电源、控制单元，所述的传感器将感应到的信号发送给控制单元，该系统还包括与车轮集成在一起的轮边电机，所述轮边电机与电源通过动力线连接、所述的控制单元发送控制信号给轮边电机。该方案利用轮边电机的制动功能来替代原来的液压制动执行系统，达到ESP的控制效果。由此可知，全轮驱动的电动汽车可以利用电机的制动回馈特性进行横摆力矩控制，可以取代液压ESP的作用。但是，电动汽车的高续航里程、高性能要求导致整车质量、整车转动惯量也越来越大，与车轮集成在一起的轮毂电机由于布置空间的限制，无法提供足够的再生制动力，因而在主动控制横摆力矩的提供上存在天然劣势；并且从整车动力学角度来看，相关技术中的汽车电子稳定控制系统只能从制动的角度对车辆进行横摆控制，车辆的操稳性能并不理想，降低了车辆的安全性。本发明的目的旨在至少解决上述的技术缺陷之一。为此，本发明的第一个目的在于提出一种电动车辆的主动安全控制系统，以解决现有液压电子稳定控制系统存在的系统复杂、成本高、响应速度慢的问题，并且可大大提升车辆的操稳性和安全性。本发明的第二个目的在于提出一种电动车辆。本发明的第三个目的在于提出一种电动车辆的主动安全控制系统的控制方法。为达到上述目的，本发明第一方面实施例提出的一种电动车辆的主动安全控制系统，电动车辆包括：多个车轮、分别与所述多个车轮连接多个变速器、分别与所述多个变速器相连以分别与所述多个车轮对应的多个电机、用于检测所述多个车轮的轮速以生成轮速信号的轮速检测模块、用于检测所述电动车辆的方向信息的方向盘转角传感器、用于检测所述电动车辆的偏航信息的偏航率传感器以及电池包，所述主动安全控制系统包括：获取模块，与所述轮速检测模块、所述方向盘转角传感器、所述偏航率传感器、所述电池包和所述多个电机相连，用于获取所述轮速信号、所述电动车辆的方向信息、所述电动车辆的偏航信息、所述电池包的状态信息和所述多个电机的状态信息；状态确定模块，用于根据所述轮速信号、所述电动车辆的方向信息以及所述电动车辆的偏航信息，确定所述电动车辆的状态，所述电动车辆的状态包括所述电动车辆发生侧滑且处于侧滑极限区间之前和所述电动车辆处于侧滑极限区间；控制模块，用于根据所述电池包的状态信息、所述多个电机的状态信息、所述电动车辆的状态生成控制指令，并将所述控制指令下发给至少一个电机，以使得所述至少一个电机根据所述控制指令对对应的至少一个车轮进行控制，其中当所述电动车辆发生侧滑且处于侧滑极限区间之前时，所述控制指令使得所述至少一个电机对对应的至少一个车轮进行驱动控制；当所述电动车辆处于侧滑极限区间时，所述控制指令使得所述至少一个电机对对应的至少一个车轮进行制动控制。根据本发明实施例的电动车辆的主动安全控制系统，在电动车辆发生侧滑且处于侧滑极限区间之前电机控制器控制主动安全控制系统进入驱动力横摆控制模式，以利用电机的驱动力来对电动车辆进行横摆控制，纠正电动车辆的姿态，提高电动车辆过弯速度，避免制动带来的车速下降，提升电动车辆的操稳性；在电动车辆处于侧滑极限区间时电机控制器控制主动安全控制系统同时进入驱动力横摆控制模式和制动力横摆控制模式，以利用相应电机的驱动力和制动力来对电动车辆进行横摆控制，使得电动车辆更迅速地进入稳定状态，提升电动车辆的安全性。因此，本发明实施例的电动车辆的主动安全控制系统设置了全轮轮边电机加变速器加传动轴的驱动架构，不仅有利于空间布置，还能显著提高电动车辆的驱动、制动回馈能力，从而解决了现有液压电子稳定控制系统存在的系统复杂、成本高、响应速度慢的问题，并且还可大大提升车辆的操稳性和安全性。为达到上述目的，本发明第二方面实施例提出了一种电机控制器，其包括上述的电动车辆的主动安全控制系统。为达到上述目的，本发明第三方面实施例提出了一种电动车辆，其包括上述的电动车辆的主动安全控制系统。根据本发明实施例的电动车辆，在发生侧滑且处于侧滑极限区间之前控制主动安全控制系统进入驱动力横摆控制模式，以利用电机的驱动力来进行横摆控制，纠正电动车辆的姿态，提高过弯速度，避免制动带来的车速下降，提升了操稳性；在处于侧滑极限区间时控制主动安全控制系统同时进入驱动力横摆控制模式和制动力横摆控制模式，以利用相应电机的驱动力和制动力来进行横摆控制，从而能够更迅速地进入稳定状态，提升了安全性。为达到上述目的，本发明第四方面实施例提出了一种电动车辆的控制方法，所述电动车辆包括：多个车轮、分别与所述多个变速器相连以分别与所述多个车轮连接多个变速器、分别与所述多个车轮对应的多个电机、用于检测所述多个车轮的轮速以生成轮速信号的轮速检测模块、用于检测所述电动车辆的方向信息的方向盘转角传感器、用于检测所述电动车辆的偏航信息的偏航率传感器以及电池包，所述控制方法包括以下步骤：获取所述轮速信号、所述电动车辆的方向信息、所述电动车辆的偏航信息、所述电池包的状态信息以及所述多个电机的状态信息；根据所述轮速信号、所述电动车辆的方向信息以及所述电动车辆的偏航信息，确定所述电动车辆的状态，所述电动车辆的状态包括所述电动车辆发生侧滑且处于侧滑极限区间之前和电动车辆处于侧滑极限区间；根据所述电池包的状态信息、所述多个电机的状态信息、所述电动车辆的状态生成控制指令，并将所述控制指令下发给至少一个电机，以使得所述至少一个电机根据所述控制指令对对应的至少一个车轮进行控制，其中当所述电动车辆发生侧滑且处于侧滑极限区间之前时，所述控制指令使得所述至少一个电机对对应的至少一个车轮进行驱动控制；当所述电动车辆处于侧滑极限区间时，所述控制指令使得所述至少一个电机对对应的至少一个车轮进行制动控制。根据本发明实施例的电动车辆的主动安全控制系统的控制方法，在电动车辆发生侧滑且处于侧滑极限区间之前控制主动安全控制系统进入驱动力横摆控制模式，以利用电机的驱动力来对电动车辆进行横摆控制，纠正电动车辆的姿态，提高电动车辆过弯速度，避免制动带来的车速下降，提升电动车辆的操稳性；在电动车辆处于侧滑极限区间时控制主动安全控制系统同时进入驱动力横摆控制模式和制动力横摆控制模式，以利用相应电机的驱动力和制动力来对电动车辆进行横摆控制，使得电动车辆更迅速地进入稳定状态，提升电动车辆的安全性。为达到上述目的，本发明还提出的一种电动车辆的主动安全控制系统，包括：四个车轮；四个变速器，每个所述变速器通过传动轴与每个所述车轮连接；四个独立控制的电机，每个所述电机与每个所述变速器相连；轮速检测模块，所述轮速检测模块用于检测所述电动车辆的轮速以生成轮速信号；方向盘转角传感器和偏航率传感器模组；电池包；电机控制器，所述电机控制器通过高压线与所述电池包和所述四个电机分别相连，且所述电机控制器与所述轮速检测模块、所述方向盘转角传感器和偏航率传感器模组进行通信，所述电机控制器根据所述方向盘转角传感器和偏航率传感器模组发送的所述电动车辆的状态信号、所述轮速信号、所述电池包的状态信息以及所述四个电机的状态信息生成控制指令以对所述四个电机进行控制，其中，在所述电动车辆发生侧滑且处于侧滑极限区间之前所述电机控制器控制所述主动安全控制系统进入驱动力横摆控制模式，在所述电动车辆处于所述侧滑极限区间时所述电机控制器控制所述主动安全控制系统同时进入所述驱动力横摆控制模式和制动力横摆控制模式。在一实施例中，所述轮速检测模块包括四个轮速传感器和/或四个旋变传感器。在一实施例中，所述偏航率传感器模组包括横摆角速度传感器、纵向加速度传感器和侧向加速度传感器。在一实施例中，在所述电动车辆行驶过程中，所述电机控制器根据所述方向盘转角传感器检测的方向盘转角信号和所述轮速信号实时计算所述电动车辆的目标横摆角速度，并将所述目标横摆角速度与所述横摆角速度传感器检测的所述电动车辆的实际横摆角速度进行比较以获得横摆角速度差值△ψ′，同时所述电机控制器根据所述轮速信号、所述方向盘转角信号、所述电动车辆的实际横摆角速度和所述侧向加速度传感器检测的所述电动车辆的侧向加速度计算所述电动车辆的后轴侧偏角，以及所述电机控制器根据所述目标横摆角速度和所述电动车辆的实际横摆角速度通过利用所述电动车辆的整车转动惯量以实时计算所述电动车辆的目标横摆力矩与实际横摆力矩之间的横摆力矩差值△M，其中，当所述横摆角速度差值△ψ′大于第一预设角速度且小于等于第二预设角速度或者所述后轴侧偏角大于第一预设角度且小于等于第二预设角度时，所述电机控制器控制所述主动安全控制系统进入驱动力横摆控制模式；当所述横摆角速度差值△ψ′大于所述第二预设角速度或者所述后轴侧偏角大于所述第二预设角度时，所述电机控制器控制所述主动安全控制系统同时进入所述驱动力横摆控制模式和所述制动力横摆控制模式。在一实施例中，当所述主动安全控制系统进入所述驱动力横摆控制模式后，所述电机控制器通过利用整车动力学模型和轮胎模型，根据所述电动车辆在当前状态下所述四个车轮的驱动力计算得到第一反向横摆力矩，并根据所述第一反向横摆力矩对所述电动车辆进行横摆控制以校正所述电动车辆的姿态；当所述主动安全控制系统同时进入所述驱动力横摆控制模式和所述制动力横摆控制模式后，所述电机控制器通过利用所述整车动力学模型和所述轮胎模型，根据所述电动车辆在当前状态下所述四个车轮的驱动力和制动力计算得到第二反向横摆力矩以抵消所述横摆力矩差值△M，以使所述电动车辆进入稳定状态。在一实施例中，当所述电机控制器判断所述电动车辆处于转向不足状态且所述电动车辆发生前轮侧滑时，其中，如果所述横摆角速度差值△ψ′大于所述第一预设角速度且小于等于所述第二预设角速度，所述电机控制器控制所述四个车轮中左后轮对应的电机增加驱动力；如果所述横摆角速度差值△ψ′大于所述第二预设角速度，所述电机控制器控制所述左后轮对应的电机增加驱动力，同时控制所述四个车轮中右后轮对应的电机进行制动。在一实施例中，当所述电机控制器判断所述电动车辆处于过度转向状态且所述电动车辆发生后轮侧滑时，其中，如果所述后轴侧偏角大于所述第一预设角度且小于等于所述第二预设角度，所述电机控制器控制所述四个车轮中右前轮对应的电机增加驱动力；如果所述后轴侧偏角大于所述第二预设角度，所述电机控制器控制所述右前轮对应的电机增加驱动力，同时控制所述四个车轮中左前轮对应的电机进行制动。为达到上述目的，本发明还提出的一种电动车辆的主动安全控制系统的控制方法，包括以下步骤：检测所述电动车辆的轮速以生成轮速信号，并检测所述电动车辆的状态信号；根据所述电动车辆的状态信号、所述轮速信号、所述电动车辆的电池包的状态信息以及所述电动车辆的四个电机的状态信息生成控制指令以对所述四个电机进行控制，其中，在所述电动车辆发生侧滑且处于侧滑极限区间之前控制所述主动安全控制系统进入驱动力横摆控制模式，在所述电动车辆处于所述侧滑极限区间时控制所述主动安全控制系统同时进入所述驱动力横摆控制模式和制动力横摆控制模式。在一实施例中，所述电动车辆的状态信号包括方向盘转角信号、所述电动车辆的实际横摆角速度和所述电动车辆的侧向加速度。在一实施例中，在所述电动车辆行驶过程中，根据所述方向盘转角信号和所述轮速信号实时计算所述电动车辆的目标横摆角速度，并将所述目标横摆角速度与所述电动车辆的实际横摆角速度进行比较以获得横摆角速度差值△ψ′，同时还根据所述轮速信号、所述方向盘转角信号、所述电动车辆的实际横摆角速度和所述电动车辆的侧向加速度计算所述电动车辆的后轴侧偏角，以及根据所述目标横摆角速度和所述电动车辆的实际横摆角速度通过利用所述电动车辆的整车转动惯量以实时计算所述电动车辆的目标横摆力矩与实际横摆力矩之间的横摆力矩差值△M，其中，当所述横摆角速度差值△ψ′大于第一预设角速度且小于等于第二预设角速度或者所述后轴侧偏角大于第一预设角度且小于等于第二预设角度时，控制所述主动安全控制系统进入驱动力横摆控制模式；当所述横摆角速度差值△ψ′大于所述第二预设角速度或者所述后轴侧偏角大于所述第二预设角度时，控制所述主动安全控制系统同时进入所述驱动力横摆控制模式和所述制动力横摆控制模式。在一实施例中，当所述主动安全控制系统进入所述驱动力横摆控制模式后，通过利用整车动力学模型和轮胎模型，根据所述电动车辆在当前状态下所述四个车轮的驱动力计算得到第一反向横摆力矩，并根据所述第一反向横摆力矩对所述电动车辆进行横摆控制以校正所述电动车辆的姿态；当所述主动安全控制系统同时进入所述驱动力横摆控制模式和所述制动力横摆控制模式后，通过利用所述整车动力学模型和所述轮胎模型，根据所述电动车辆在当前状态下所述四个车轮的驱动力和制动力计算得到第二反向横摆力矩以抵消所述横摆力矩差值△M，以使所述电动车辆进入稳定状态。在一实施例中，当判断所述电动车辆处于转向不足状态且所述电动车辆发生前轮侧滑时，其中，如果所述横摆角速度差值△ψ′大于所述第一预设角速度且小于等于所述第二预设角速度，控制所述电动车辆的四个车轮中左后轮对应的电机增加驱动力；如果所述横摆角速度差值△ψ′大于所述第二预设角速度，控制所述左后轮对应的电机增加驱动力，同时控制所述四个车轮中右后轮对应的电机进行制动。在一实施例中，当判断所述电动车辆处于过度转向状态且所述电动车辆发生后轮侧滑时，其中，如果所述后轴侧偏角大于所述第一预设角度且小于等于所述第二预设角度，控制所述电动车辆的四个车轮中右前轮对应的电机增加驱动力；如果所述后轴侧偏角大于所述第二预设角度，控制所述右前轮对应的电机增加驱动力，同时控制所述四个车轮中左前轮对应的电机进行制动。本发明附加的方面和优点将在下面的描述中部分给出，部分将从下面的描述中变得明显，或通过本发明的实践了解到。附图说明本发明上述的和/或附加的方面和优点从下面结合附图对实施例的描述中将变得明显和容易理解，其中：图1为根据本发明实施例的电动车辆的主动安全控制系统的结构框图；图2为根据本发明实施例的包括用于电动车辆的主动安全控制系统的电动车辆的示意图；图3和4为根据本发明一个实施例的电动车辆转向不足时主动安全控制系统对电动车辆进行主动安全控制的示意图；图5和6为根据本发明另一个实施例的电动车辆过度转向时主动安全控制系统对电动车辆进行主动安全控制的示意图；以及图7为根据本发明实施例的电动车辆的主动安全控制系统的控制方法的流程图。具体实施方式下面详细描述本发明的实施例，所述实施例的示例在附图中示出，其中自始至终相同或类似的标号表示相同或类似的元件或具有相同或类似功能的元件。下面通过参考附图描述的实施例是示例性的，仅用于解释本发明，而不能解释为对本发明的限制。下文的公开提供了许多不同的实施例或例子用来实现本发明的不同结构。为了简化本发明的公开，下文中对特定例子的部件和设置进行描述。当然，它们仅仅为示例，并且目的不在于限制本发明。此外，本发明可以在不同例子中重复参考数字和/或字母。这种重复是为了简化和清楚的目的，其本身不指示所讨论各种实施例和/或设置之间的关系。此外，本发明提供了的各种特定的工艺和材料的例子，但是本领域普通技术人员可以意识到其他工艺的可应用于性和/或其他材料的使用。另外，以下描述的第一特征在第二特征之“上”的结构可以包括第一和第二特征形成为直接接触的实施例，也可以包括另外的特征形成在第一和第二特征之间的实施例，这样第一和第二特征可能不是直接接触。在本发明的描述中，需要说明的是，除非另有规定和限定，术语“安装”、“相连”、“连接”应做广义理解，例如，可以是机械连接或电连接，也可以是两个元件内部的连通，可以是直接相连，也可以通过中间媒介间接相连，对于本领域的普通技术人员而言，可以根据具体情况理解上述术语的具体含义。下面参照附图来描述根据本发明实施例提出的电动车辆的主动安全控制系统、电动车辆的主动安全控制系统的控制方法以及具有该主动安全控制系统的电动车辆。图1为根据本发明实施例的电动车辆的主动安全控制系统的结构框图。其中，电动车辆包括：多个车轮、分别与所述多个车轮连接多个变速器、分别与所述多个变速器相连以分别与多个车轮对应的多个电机、用于检测多个车轮的轮速以生成轮速信号的轮速检测模块、用于检测电动车辆的方向信息的方向盘转角传感器、用于检测电动车辆的偏航信息的偏航率传感器以及电池包。如图1所示，该主动安全控制系统包括：获取模块11，与电动车辆的轮速检测模块、方向盘转角传感器、偏航率传感器、电池包和多个电机相连，用于获取轮速信号、电动车辆的方向信息、电动车辆的偏航信息、电池包的状态信息和多个电机的状态信息；其中，偏航率传感器可以包括横摆角速度传感器、纵向加速度传感器和侧向加速度传感器。电动车辆的方向信息可以为由方向盘转角传感器检测的方向盘转角信号，电动车辆的偏航信息包括：由横摆角速度传感器检测的实际横摆角速度以及由侧向加速度传感器检测的侧向加速度。状态确定模块12，用于根据轮速信号、电动车辆的方向信息以及电动车辆的偏航信息，确定电动车辆的状态，电动车辆的状态包括：电动车辆发生侧滑且处于侧滑极限区间之前以及电动车辆处于侧滑极限区间；在一实施例中，状态确定模块12可以进一步用于：根据方向盘转角信号和轮速信号计算电动车辆的目标横摆角速度；具体的，可以通过以下公式来计算目标横摆角速度Ψ‘target： 其中，Vx为纵向车速，δ为前轮转角，L为轴距，Vch为特征车速；根据轮速信号、方向盘转角信号、实际横摆角速度以及侧向加速度计算电动车辆的后轴侧偏角；具体的，可以通过以下公式来计算后轴侧偏角αr：\n\n其中，β为质为心侧偏角，Lr为质心与后轴的距离，Ψ′为实际横摆角速度，Vx为纵向车速；获取目标横摆角速度与实际横摆角速度的横摆角速度差值△ψ′；在横摆角速度差值△ψ′大于第一预设角速度且小于等于第二预设角速度，或后轴侧偏角大于第一预设角度且小于等于第二预设角度时，确定电动车辆发生侧滑且处于侧滑极限区间之前；在横摆角速度差值△ψ′大于第二预设角速度或者后轴侧偏角大于第二预设角度时，确定电动车辆处于侧滑极限区间。仅作为示例，当横摆角速度差值满足0.2rad/s＞△ψ′＞0.1rad/s时，可以认为电动车辆发生侧滑且处于侧滑极限区间之前；而当横摆角速度差值满足△ψ′＞0.2rad/s时，可以认为电动车辆处于侧滑极限区间。控制模块13，用于根据电池包的状态信息、多个电机的状态信息、电动车辆的状态生成控制指令，并将控制指令下发给至少一个电机，以使得至少一个电机根据控制指令对对应的至少一个车轮进行控制，其中当电动车辆发生侧滑且处于侧滑极限区间之前时，控制指令使得至少一个电机对对应的至少一个车轮进行驱动控制；当电动车辆侧滑极限区间时，控制指令使得至少一个电机对对应的至少一个车轮进行制动控制。在一实施例中，控制模块13可以进一步用于：获取多个车轮的驱动力；获取多个车辆的制动力；根据目标横摆角速度和电动车辆的整车转动惯量计算电动车辆的目标横摆力矩，并获取目标横摆力矩与实际横摆力矩之间的横摆力矩差值△M，其中实际横摆力矩由横摆角速度传感器检测得到；其中，可以通过以下公式来计算目标横摆力矩Mtarget：Mtarget＝I×Ψ′target 其中，I为整车绕Z轴的转动惯量。可以通过以下公式来计算横摆力矩差值△M：ΔM＝I×(Ψ'target-Ψ')；在电动车辆发生侧滑且处于侧滑极限区间之前时，根据电池包的状态信息、多个电机的状态信息、多个车轮的驱动力和横摆力矩差值△M计算得到第一反向横摆力矩，并将第一反向横摆力矩下发给至少一个电机，以使得至少一个电机根据第一反向横摆力矩控制对应的至少一个车轮进行驱动；在电动车辆处于侧滑极限区间时，根据电池包的状态信息、多个电机的状态信息、多个车轮的驱动力、多个车轮的制动力和横摆力矩差值△M计算得到第二反向横摆力矩，并将第二反向横摆力矩下发给至少一个电机，以使得至少一个电机根据第二反向横摆力矩控制对应的至少一个车轮进行制动。由于电动车辆的车轮的驱动或制动所提供的横摆力矩并不完全相同，在选择车轮进行控制时，通常选择出力最多的车轮进行控制。在一实施例中，电动车轮可以包括左前轮、右前轮、左后轮和右后轮时。如果发生侧滑的车轮为前车轮且所述电动车辆右转时，控制模块13可以用于在电动车辆发生侧滑且处于侧滑极限区间之前时，根据电池包的状态信息、多个电机的状态信息、多个车轮的驱动力和横摆力矩差值△M计算左后轮所需的第一驱动力，并将第一驱动力下发给左后轮对应的电机，以使得左后轮对应的电机根据第一驱动力控制左后轮；在电动车辆处于侧滑极限区间时，根据电池包的状态信息、多个电机的状态信息、多个车轮的驱动力、多个车轮的制动力和横摆力矩差值△M，计算左后轮所需的第二驱动力以及右后轮所需的第一制动力，并将第二驱动力下发给左后轮对应的电机以及将第一制动力下发给右后轮对应的电机，以使得左后轮对应的电机根据第二驱动力控制左后轮，右后轮对应的电机根据第一制动力控制右后轮。如果发生侧滑的车轮为前车轮且所述电动车辆左转时，控制模块13可以用于在电动车辆发生侧滑且处于侧滑极限区间之前时，根据电池包的状态信息、多个电机的状态信息、多个车轮的驱动力和横摆力矩差值△M计算右后轮所需的第一驱动力，并将第一驱动力下发给右后轮对应的电机，以使得右后轮对应的电机根据第一驱动力控制右后轮；在电动车辆处于侧滑极限区间时，根据电池包的状态信息、多个电机的状态信息、多个车轮的驱动力、多个车轮的制动力和横摆力矩差值△M，计算右后轮所需的第二驱动力以及左后轮所需的第一制动力，并将第二驱动力下发给右后轮对应的电机以及将第一制动力下发给左后轮对应的电机，以使得右后轮对应的电机根据第二驱动力控制右后轮，左后轮对应的电机根据第一制动力控制左后轮。如果发生侧滑的车轮为后车轮且所述电动车辆右转时，控制模块13可以用于在电动车辆发生侧滑且处于侧滑极限区间之前时，根据电池包的状态信息、多个电机的状态信息、多个车轮的驱动力和横摆力矩差值△M，计算右前轮所需的第三驱动力，并将第三驱动力下发给右前轮对应的电机，以使得右前轮对应的电机根据第三驱动力控制右前轮；在电动车辆处于侧滑极限区间时，根据电池包的状态信息、多个电机的状态信息、多个车轮的驱动力、多个车轮的制动力和横摆力矩差值△M，计算右前轮所需的第四驱动力以及左前轮所需的第二制动力，并将第四驱动力下发给右前轮对应的电机以及将第二制动力下发给左前轮对应的电机，以使得右前轮对应的电机根据第四驱动力控制右前轮，左前轮对应的电机根据第二制动力控制左前轮。如果发生侧滑的车轮为后车轮且所述电动车辆左转时，控制模块13可以用于在电动车辆发生侧滑且处于侧滑极限区间之前时，根据电池包的状态信息、多个电机的状态信息、多个车轮的驱动力和横摆力矩差值△M，计算左前轮所需的第三驱动力，并将第三驱动力下发给左前轮对应的电机，以使得左前轮对应的电机根据第三驱动力控制左前轮；在电动车辆处于侧滑极限区间时，根据电池包的状态信息、多个电机的状态信息、多个车轮的驱动力、多个车轮的制动力和横摆力矩差值△M，计算左前轮所需的第四驱动力以及右前轮所需的第二制动力，并将第四驱动力下发给左前轮对应的电机以及将第二制动力下发给右前轮对应的电机，以使得左前轮对应的电机根据第四驱动力控制左前轮，右前轮对应的电机根据第二制动力控制右前轮。在一实施例中，用于电动车辆的主动安全控制系统可以集成在电动车辆的电机控制器中。上述的主动安全控制系统可以作为单独的模块，安装在电动车辆中，可以集成在电动车辆的电机控制器中，作为电机控制器的一部分应用。本发明还提供了一种电机控制器，包括上述的用于电动车辆的主动安全控制系统。本发明还提出了一种电动车辆，包括上述的用于电动车辆的主动安全控制系统。如图2所示，示出了根据本发明实施例的包括用于电动车辆的主动安全控制系统的电动车辆的示意图。如图2所示，该电动车辆的包括：四个车轮5、四个变速器4、四个独立控制的电机3、轮速检测模块100、方向盘转角传感器7、偏航率传感器6、电池包1、四根传动轴8、电机控制器2以及主动安全控制系统200。其中，每个变速器4通过传动轴8与每个车轮5连接，每个电机3与每个变速4器相连。轮速检测模块100用于检测电动车辆的轮速以生成轮速信号，电机控制器2通过高压线与电池包1和四个电机3分别相连，且电机控制器2与轮速检测模块100、方向盘转角传感器7和偏航率传感器6进行通信，电机控制器2根据方向盘转角传感器7和偏航率传感器6发送的电动车辆的状态信号、轮速信号、电池包的状态信息以及四个电机的状态信息生成控制指令以对四个电机3进行控制，其中，在电动车辆发生侧滑且处于侧滑极限区间之前电机控制器2控制主动安全控制系统200进入驱动力横摆控制模式，即对电动车辆的车轮进行驱动控制；在电动车辆处于侧滑极限区间时电机控制器2控制主动安全控制系统200进入制动力横摆控制模式，即对电动车辆的车轮进行制动控制，优选地同时进入驱动力横摆控制模式和制动力横摆控制模式，即对电动车辆的某些车轮进行驱动控制，对某些车轮进行制动控制。具体而言，如图2所示，方向盘转角传感器7和偏航率传感器6通过CAN网络将感应到电动车辆的状态信号发送给电机控制器2。轮速检测模块100可包括四个轮速传感器10和/或四个旋变传感器9。四个旋变传感器9和四个轮速传感器10可通过硬线或CAN网络连接至电机控制器2，两者均能提供测量轮速功能，并且可以选择任意一套轮速测量系统，也可以同时使用两套轮速测量系统，相互校验，这样如出现一套轮速传感器失效时，则以另一套测量的轮速作为判断依据。如图2所示，本发明实施例的电动车辆的主动安全控制系统200就是采用四个旋变传感器9和四个轮速传感器10分别组成的两套轮速测量系统。四个电机3独立控制，互不影响，每个电机3与每个变速器4固连在一起，每个变速器4与每个车轮5通过传动轴8进行连接。因此说，在本发明的实施例中，电机控制器2接收到方向盘转角传感器7、偏航率传感器6、旋变传感器9、轮速传感器10、电池包1、四个电机3等各个部件的状态信号后，判断电动车辆的整车姿态及路面状况。在需要对电动车辆进行姿态调整时，电机控制器2依据方向盘转角传感器7、偏航率传感器6、旋变传感器9、轮速传感器10检测的数据，通过计算获得相应的控制信息，同时根据电池包1的状态，四个电机3的能力，发出控制指令，让四个电机3发出驱动力矩或制动力矩，改变车轮端的力矩，达到电机控制器2制定的目标数据，同时使电动车辆达到稳定状态。在执行过程中，电机控制器2实时监控方向盘转角传感器7、偏航率传感器6、旋变传感器9、轮速传感器10、电池包1、四个电机3等部件的状态，通过接收到的参数进行判断，并实时调整目标参数，同时向四个电机3发出控制指令。根据本发明的一个实施例，偏航率传感器包括横摆角速度传感器、纵向加速度传感器和侧向加速度传感器。并且，在电动车辆行驶过程中，电机控制器2根据方向盘转角传感器7检测的方向盘转角信号和轮速信号实时计算电动车辆的目标横摆角速度，并将目标横摆角速度与横摆角速度传感器检测的电动车辆的实际横摆角速度进行比较以获得横摆角速度差值△ψ′，同时电机控制器2根据轮速信号、方向盘转角信号、电动车辆的实际横摆角速度和侧向加速度传感器检测的电动车辆的侧向加速度计算电动车辆的后轴侧偏角β，以及电机控制器2根据目标横摆角速度和电动车辆的实际横摆角速度通过利用电动车辆的整车转动惯量以实时计算电动车辆的目标横摆力矩与实际横摆力矩之间的横摆力矩差值△M。其中，在电机控制器2中还设有横摆角速度差值门限ψ1即第一预设角速度、后轴侧偏角门限值β1即第一预设角度(电机驱动介入横摆控制门限)以及横摆角速度差值门限ψ2即第二预设角速度、后轴侧偏角门限值β2即第二预设角度(电机制动介入横摆控制门限，即ESP介入门限)。需要说明的是，在本发明的实施例中，如果横摆角速度差值△ψ′小于第一预设角速度或者后轴侧偏角小于第一预设角度，说明电动车辆未发生侧滑，整车非常稳定，无需主动安全控制系统200介入控制；如果横摆角速度差值△ψ′大于第一预设角速度且小于等于第二预设角速度或者后轴侧偏角大于第一预设角度且小于等于第二预设角度，说明电动车辆发生侧滑且处于侧滑极限区间之前，需要控制主动安全控制系统200进入驱动力横摆控制模式；如果横摆角速度差值△ψ′大于第二预设角速度或者后轴侧偏角大于第二预设角度，说明电动车辆发生处于侧滑极限区间，需要控制主动安全控制系统200同时进入驱动力横摆控制模式和制动力横摆控制模式。其中，当横摆角速度差值△ψ′大于第一预设角速度且小于等于第二预设角速度或者后轴侧偏角大于第一预设角度且小于等于第二预设角度时，说明电动车辆发生侧滑且处于侧滑极限区间之前，电机控制器2控制主动安全控制系统200进入驱动力横摆控制模式。并且当主动安全控制系统200进入驱动力横摆控制模式后，电机控制器2通过利用整车动力学模型和轮胎模型，根据电动车辆在当前状态下四个车轮的驱动力计算得到第一反向横摆力矩(与△M方向相反)，并根据第一反向横摆力矩对电动车辆进行横摆控制以校正电动车辆的姿态，即言，电机控制器2计算得到每个车轮对应的可利用的主动控制横摆力矩值，并根据计算得到的四个可利用的主动控制横摆力矩值选择对最大的一个或两个可利用的主动控制横摆力矩值对应的车轮增加驱动力以进行横摆力矩控制，从而可提升电动车辆的过弯速度，纠正电动车辆的姿态，提升电动车辆的操稳性。其中，需要说明的是，同一个车轮的力矩方向会随着车辆姿态变化，例如T1时刻的左前轮力矩可用，T2时刻左前轮力矩可能起反作用，就不能使用，因此，四个车轮的反向横摆力矩是瞬态的，简单概括为可利用的主动控制横摆力矩。当横摆角速度差值△ψ′大于第二预设角速度或者后轴侧偏角大于第二预设角度时，可认为电动车辆进入了极限附着侧滑工况即处于侧滑极限区间，电机控制器2控制主动安全控制系统200同时进入驱动力横摆控制模式和制动力横摆控制模式。并且当主动安全控制系统200同时进入驱动力横摆控制模式和制动力横摆控制模式后，电机控制器2通过利用整车动力学模型和轮胎模型，根据电动车辆在当前状态下四个车轮的驱动力和制动力计算得到第二反向横摆力矩以抵消横摆力矩差值△M，以使电动车辆进入稳定状态，相比传统的ESP，可更迅速地使电动车辆进入稳定状态。图3和图4示出了电动车辆处于转向不足状态，其中图3示出电动车辆左转时转向不足，图4示出电动车辆右转时转向不足。根据本发明的一个实施例，如图3所示,当所述电动车辆处于左转转向不足状态且所述电动车辆发生前轮侧滑时，其中，如果所述横摆角速度差值△ψ′大于所述第一预设角速度且小于等于所述第二预设角速度，控制所述电动车辆的四个车轮中右后轮对应的电机增加驱动力；如果所述横摆角速度差值△ψ′大于所述第二预设角速度，控制所述右后轮对应的电机增加驱动力，同时控制所述四个车轮中左后轮对应的电机进行制动。根据本发明的一个实施例，如图4所示,当所述电动车辆处于右转转向不足状态且所述电动车辆发生前轮侧滑时，如果横摆角速度差值△ψ′大于第一预设角速度且小于等于第二预设角速度，电机控制器2控制四个车轮中左后轮对应的电机增加驱动力，保证驱动力产生的主动横摆力矩M＝-△M，提升电动车辆的过弯速度，提升电动车辆的操稳特性；如果横摆角速度差值△ψ′大于第二预设角速度，电机控制器2控制左后轮对应的电机增加驱动力，同时控制四个车轮中右后轮对应的电机进行制动，保证主动横摆力矩M＝-△M，使电动车辆尽快进入稳定状态。其中，当电动车辆实际横摆角速度与目标横摆角速度的偏差大于设定的门限值，但后轮侧偏角没有达到设定的门限值，说明前轮转向不足。图5和图6示出了电动车辆处于过度转向的状态，其中图5示出电动车辆左转时过度转向，图6示出电动车辆右转时过度转向。当电动车辆处于过度转向的状态时，电动车辆的后轮发生侧滑。根据本发明的一个实施例，如图5所示,当电动车辆处于左转过度转向状态且电动车辆发生后轮侧滑时，其中，如果所述后轴侧偏角大于所述第一预设角度且小于等于所述第二预设角度，控制所述电动车辆的四个车轮中左前轮对应的电机增加驱动力；如果所述后轴侧偏角大于所述第二预设角度，控制所述左前轮对应的电机增加驱动力，同时控制所述四个车轮中右前轮对应的电机进行制动。根据本发明的一个实施例，如图6所示，当电动车辆处于右转过度转向状态且电动车辆发生后轮侧滑时，其中，如果后轴侧偏角大于第一预设角度且小于等于第二预设角度，电机控制器2控制四个车轮中右前轮对应的电机增加驱动力，保证驱动力产生的主动横摆力矩M＝-△M，提升电动车辆的过弯速度，提升电动车辆的操稳特性；如果后轴侧偏角大于第二预设角度，电机控制器2控制右前轮对应的电机增加驱动力，同时控制四个车轮中左前轮对应的电机进行制动，保证主动横摆力矩M＝-△M，使电动车辆尽快进入稳定状态。其中，当后轮侧偏角达到设定的门限值，但电动车辆的实际横摆角速度与目标横摆角速度的偏差没有达到设定的门限值，说明后轮转向过度。根据本发明实施例的电动车辆的主动安全控制系统，在电动车辆发生侧滑且处于侧滑极限区间之前电机控制器控制主动安全控制系统进入驱动力横摆控制模式，以利用电机的驱动力来对电动车辆进行横摆控制，纠正电动车辆的姿态，提高电动车辆过弯速度，避免制动带来的车速下降，提升电动车辆的操稳性；在电动车辆处于侧滑极限区间时电机控制器控制主动安全控制系统同时进入驱动力横摆控制模式和制动力横摆控制模式，以利用相应电机的驱动力和制动力来对电动车辆进行横摆控制，使得电动车辆更迅速地进入稳定状态，提升电动车辆的安全性。因此，本发明实施例的电动车辆的主动安全控制系统设置了全轮轮边电机加变速器加传动轴的驱动架构，不仅有利于空间布置，还能显著提高电动车辆的驱动、制动回馈能力，从而解决了现有液压电子稳定控制系统存在的系统复杂、成本高、响应速度慢的问题，并且还可大大提升车辆的操稳性和安全性。根据本发明实施例的电动车辆，在发生侧滑且处于侧滑极限区间之前控制主动安全控制系统进入驱动力横摆控制模式，以利用电机的驱动力来进行横摆控制，纠正电动车辆的姿态，提高过弯速度，避免制动带来的车速下降，提升了操稳性；在处于侧滑极限区间时控制主动安全控制系统同时进入驱动力横摆控制模式和制动力横摆控制模式，以利用相应电机的驱动力和制动力来进行横摆控制，从而能够更迅速地进入稳定状态，提升了安全性。图7为根据本发明实施例的电动车辆的主动安全控制系统的控制方法的流程图。其中，该主动安全控制系统可以为上述实施例描述的电动车辆的主动安全控制系统。如图7所示，该电动车辆的主动安全控制系统的控制方法包括以下步骤：S701，获取轮速信号、电动车辆的方向信息、电动车辆的偏航信息、电池包的状态信息以及多个电机的状态信息。其中，电动车辆的偏航信息包括电动车辆的实际横摆角速度和电动车辆的侧向加速度。电动车辆的方向信息可通过方向盘转角传感器检测得到，电动车辆的实际横摆角速度和电动车辆的侧向加速度可通过偏航率传感器检测得到。S702，根据轮速信号、电动车辆的方向信息以及电动车辆的偏航信息，确定电动车辆的状态，电动车辆的状态包括：电动车辆发生侧滑且处于侧滑极限区间之前以及电动车辆处于侧滑极限区间。S703，根据电池包的状态信息、多个电机的状态信息、电动车辆的状态生成控制指令，并将控制指令下发给至少一个电机，以使得至少一个电机根据控制指令对对应的至少一个车轮进行控制，其中当电动车辆发生侧滑且处于侧滑极限区间之前时，控制指令使得至少一个电机对对应的至少一个车轮进行驱动控制；当电动车辆处于侧滑极限区间时，控制指令使得至少一个电机对对应的至少一个车轮进行制动控制。根据本发明的一个实施例，在电动车辆行驶过程中，根据方向盘转角信号和轮速信号实时计算电动车辆的目标横摆角速度，并将目标横摆角速度与电动车辆的实际横摆角速度进行比较以获得横摆角速度差值△ψ′，同时还根据轮速信号、方向盘转角信号、电动车辆的实际横摆角速度和电动车辆的侧向加速度计算电动车辆的后轴侧偏角，以及根据目标横摆角速度和电动车辆的实际横摆角速度通过利用电动车辆的整车转动惯量以实时计算电动车辆的目标横摆力矩与实际横摆力矩之间的横摆力矩差值△M，其中，当横摆角速度差值△ψ′大于第一预设角速度且小于等于第二预设角速度或者后轴侧偏角大于第一预设角度且小于等于第二预设角度时，说明电动车辆发生侧滑且处于侧滑极限区间之前，控制主动安全控制系统进入驱动力横摆控制模式；当横摆角速度差值△ψ′大于第二预设角速度或者后轴侧偏角大于第二预设角度时，可认为电动车辆进入了极限附着侧滑工况即处于侧滑极限区间，控制主动安全控制系统同时进入驱动力横摆控制模式和制动力横摆控制模式。并且，当主动安全控制系统进入驱动力横摆控制模式后，通过利用整车动力学模型和轮胎模型，根据电动车辆在当前状态下四个车轮的驱动力计算得到第一反向横摆力矩，并根据第一反向横摆力矩对电动车辆进行横摆控制以校正电动车辆的姿态；当主动安全控制系统同时进入驱动力横摆控制模式和制动力横摆控制模式后，通过利用整车动力学模型和轮胎模型，根据电动车辆在当前状态下四个车轮的驱动力和制动力计算得到第二反向横摆力矩以抵消横摆力矩差值△M，以使电动车辆进入稳定状态。根据本发明的一个实施例，如图3所示,当所述电动车辆处于左转转向不足状态且所述电动车辆发生前轮侧滑时，其中，如果所述横摆角速度差值△ψ′大于所述第一预设角速度且小于等于所述第二预设角速度，控制所述电动车辆的四个车轮中右后轮对应的电机增加驱动力；如果所述横摆角速度差值△ψ′大于所述第二预设角速度，控制所述右后轮对应的电机增加驱动力，同时控制所述四个车轮中左后轮对应的电机进行制动。根据本发明的一个实施例，如图4所示,当判断电动车辆处于右转转向不足状态且电动车辆发生前轮侧滑时，其中，如果横摆角速度差值△ψ′大于第一预设角速度且小于等于第二预设角速度，控制电动车辆的四个车轮中左后轮对应的电机增加驱动力；如果横摆角速度差值△ψ′大于第二预设角速度，控制左后轮对应的电机增加驱动力，同时控制四个车轮中右后轮对应的电机进行制动。根据本发明的一个实施例，如图5所示,当电动车辆处于左转过度转向状态且电动车辆发生后轮侧滑时，其中，如果所述后轴侧偏角大于所述第一预设角度且小于等于所述第二预设角度，控制所述电动车辆的四个车轮中左前轮对应的电机增加驱动力；如果所述后轴侧偏角大于所述第二预设角度，控制所述左前轮对应的电机增加驱动力，同时控制所述四个车轮中右前轮对应的电机进行制动。根据本发明的另一个实施例，如图6所示，当判断电动车辆处于右转过度转向状态且电动车辆发生后轮侧滑时，其中，如果后轴侧偏角大于第一预设角度且小于等于第二预设角度，控制电动车辆的四个车轮中右前轮对应的电机增加驱动力；如果后轴侧偏角大于第二预设角度，控制右前轮对应的电机增加驱动力，同时控制四个车轮中左前轮对应的电机进行制动。根据本发明实施例的电动车辆的主动安全控制系统的控制方法，在电动车辆发生侧滑且处于侧滑极限区间之前控制主动安全控制系统进入驱动力横摆控制模式，以利用电机的驱动力来对电动车辆进行横摆控制，纠正电动车辆的姿态，提高电动车辆过弯速度，避免制动带来的车速下降，提升电动车辆的操稳性；在电动车辆处于侧滑极限区间时控制主动安全控制系统同时进入驱动力横摆控制模式和制动力横摆控制模式，以利用相应电机的驱动力和制动力来对电动车辆进行横摆控制，使得电动车辆更迅速地进入稳定状态，提升电动车辆的安全性。流程图中或在此以其他方式描述的任何过程或方法描述可以被理解为，表示包括一个或更多个用于实现特定逻辑功能或过程的步骤的可执行指令的代码的模块、片段或部分，并且本发明的优选实施方式的范围包括另外的实现，其中可以不按所示出或讨论的顺序，包括根据所涉及的功能按基本同时的方式或按相反的顺序，来执行功能，这应被本发明的实施例所属技术领域的技术人员所理解。在流程图中表示或在此以其他方式描述的逻辑和/或步骤，例如，可以被认为是用于实现逻辑功能的可执行指令的定序列表，可以具体实现在任何计算机可读介质中，以供指令执行系统、装置或设备(如基于计算机的系统、包括处理器的系统或其他可以从指令执行系统、装置或设备取指令并执行指令的系统)使用，或结合这些指令执行系统、装置或设备而使用。就本说明书而言，"计算机可读介质"可以是任何可以包含、存储、通信、传播或传输程序以供指令执行系统、装置或设备或结合这些指令执行系统、装置或设备而使用的装置。计算机可读介质的更具体的示例(非穷尽性列表)包括以下：具有一个或多个布线的电连接部(电子装置)，便携式计算机盘盒(磁装置)，随机存取存储器(RAM)，只读存储器(ROM)，可擦除可编辑只读存储器(EPROM或闪速存储器)，光纤装置，以及便携式光盘只读存储器(CDROM)。另外，计算机可读介质甚至可以是可在其上打印所述程序的纸或其他合适的介质，因为可以例如通过对纸或其他介质进行光学扫描，接着进行编辑、解译或必要时以其他合适方式进行处理来以电子方式获得所述程序，然后将其存储在计算机存储器中。 | 本发明公开了一种电动车辆、电动车辆的主动安全控制系统及其控制方法，其中电动车辆包括：多个车轮、分别与多个车轮对应的多个电机、生成轮速信号的轮速检测模块、检测电动车辆的方向信息的方向盘转角传感器、检测电动车辆的偏航信息的偏航率传感器及电池包，主动安全控制系统包括：获取模块，获取轮速信号、电动车辆的方向信息、电动车辆的偏航信息、电池包的状态信息和多个电机的状态信息；状态确定模块，确定电动车辆的状态；控制模块，生成控制指令并下发给至少一个电机，以在发生侧滑且处于侧滑极限区间之前时，使得至少一个电机对对应的至少一个车轮进行驱动控制；在处于侧滑极限区间时，使得至少一个电机对对应的至少一个车轮进行制动控制。 | CN:201510946688.7A | https://patentimages.storage.googleapis.com/3e/60/88/8f59eff16699a5/CN105691241B.pdf | CN:105691241:B | 廉玉波, 罗红斌, 张金涛, 杨冬生, 吕海军 | BYD Co Ltd | CN:101353011:A, CN:102837616:A, CN:202827302:U, CN:102975717:A | Not available | 2019-01-11 | 1.一种用于电动车辆的主动安全控制系统，所述电动车辆包括：多个车轮、分别与所述多个车轮连接多个变速器、分别与所述多个变速器相连以分别与所述多个车轮对应的多个电机、用于检测所述多个车轮的轮速以生成轮速信号的轮速检测模块、用于检测所述电动车辆的方向信息的方向盘转角传感器、用于检测所述电动车辆的偏航信息的偏航率传感器以及电池包，所述主动安全控制系统包括：, 获取模块，与所述轮速检测模块、所述方向盘转角传感器、所述偏航率传感器、所述电池包和所述多个电机相连，用于获取所述轮速信号、所述电动车辆的方向信息、所述电动车辆的偏航信息、所述电池包的状态信息和所述多个电机的状态信息；, 状态确定模块，用于根据所述轮速信号、所述电动车辆的方向信息以及所述电动车辆的偏航信息，确定所述电动车辆的状态，所述电动车辆的状态包括所述电动车辆发生侧滑且处于侧滑极限区间之前，以及所述电动车辆处于所述侧滑极限区间；, 控制模块，用于根据所述电池包的状态信息、所述多个电机的状态信息、所述电动车辆的状态生成控制指令，并将所述控制指令下发给至少一个电机，以使得所述至少一个电机根据所述控制指令对对应的至少一个车轮进行控制，其中当所述电动车辆发生侧滑且处于所述侧滑极限区间之前时，所述控制指令使得所述至少一个电机对对应的至少一个车轮进行驱动控制；当所述电动车辆处于所述侧滑极限区间时，所述控制指令使得所述至少一个电机对对应的至少一个车轮进行制动控制。, 2.如权利要求1所述的主动安全控制系统，其特征在于，当所述电动车辆处于所述侧滑极限区间时，所述控制模块生成的所述控制指令使得一个电机对对应的一个车轮进行制动控制，并使得另一个电机对对应的另一个车轮进行驱动控制。, 3.如权利要求1所述的主动安全控制系统，其特征在于，所述轮速检测模块包括轮速传感器和/或旋变传感器。, 4.如权利要求1所述的主动安全控制系统，其特征在于，所述偏航率传感器包括横摆角速度传感器、纵向加速度传感器和侧向加速度传感器。, 5.如权利要求4所述的主动安全控制系统，其特征在于，所述电动车辆的方向信息为由所述方向盘转角传感器检测的方向盘转角信号，所述电动车辆的偏航信息包括：由所述横摆角速度传感器检测的实际横摆角速度以及由所述侧向加速度传感器检测的侧向加速度；, 所述状态确定模块进一步用于：, 根据所述方向盘转角信号和所述轮速信号计算所述电动车辆的目标横摆角速度；, 根据所述轮速信号、所述方向盘转角信号、所述实际横摆角速度以及所述侧向加速度计算所述电动车辆的后轴侧偏角；, 获取所述目标横摆角速度与所述实际横摆角速度的横摆角速度差值△ψ′；, 在所述横摆角速度差值△ψ′大于第一预设角速度且小于等于第二预设角速度，或所述后轴侧偏角大于第一预设角度且小于等于第二预设角度时，确定所述电动车辆发生侧滑且处于所述侧滑极限区间之前；在所述横摆角速度差值△ψ′大于所述第二预设角速度或者所述后轴侧偏角大于所述第二预设角度时，确定所述电动车辆处于所述侧滑极限区间。, 6.如权利要求5所述的主动安全控制系统，其特征在于，所述控制模块进一步用于：, 获取所述多个车轮的驱动力；, 获取多个车辆的制动力；, 根据所述目标横摆角速度和所述电动车辆的整车转动惯量计算所述电动车辆的目标横摆力矩，并获取所述目标横摆力矩与实际横摆力矩之间的横摆力矩差值△M，其中所述实际横摆力矩由所述横摆角速度传感器检测得到；, 在所述电动车辆发生侧滑且处于所述侧滑极限区间之前时，根据所述电池包的状态信息、所述多个电机的状态信息、所述多个车轮的驱动力和所述横摆力矩差值△M计算得到第一反向横摆力矩，并将所述第一反向横摆力矩下发给所述至少一个电机，以使得所述至少一个电机根据所述第一反向横摆力矩控制对应的所述至少一个车轮进行驱动；在所述电动车辆处于所述侧滑极限区间时，根据所述电池包的状态信息、所述多个电机的状态信息、所述多个车轮的驱动力、所述多个车轮的制动力和所述横摆力矩差值△M计算得到第二反向横摆力矩，并将所述第二反向横摆力矩下发给所述至少一个电机，以使得所述至少一个电机根据所述第二反向横摆力矩控制对应的所述至少一个车轮进行制动。, 7.如权利要求6所述的主动安全控制系统，其特征在于，所述多个车轮包括：左前轮、右前轮、左后轮和右后轮。, 8.如权利要求7所述的主动安全控制系统，其特征在于，当发生侧滑的车轮为前车轮且所述电动车辆右转时，所述控制模块进一步用于：, 在所述电动车辆发生侧滑且处于所述侧滑极限区间之前时，根据所述电池包的状态信息、所述多个电机的状态信息、所述多个车轮的驱动力和所述横摆力矩差值△M计算左后轮所需的第一驱动力，并将所述第一驱动力下发给所述左后轮对应的电机，以使得所述左后轮对应的电机根据所述第一驱动力控制所述左后轮；, 在所述电动车辆处于所述侧滑极限区间时，根据所述电池包的状态信息、所述多个电机的状态信息、所述多个车轮的驱动力、所述多个车轮的制动力和所述横摆力矩差值△M，计算所述左后轮所需的第二驱动力以及右后轮所需的第一制动力，并将所述第二驱动力下发给所述左后轮对应的电机以及将所述第一制动力下发给所述右后轮对应的电机，以使得所述左后轮对应的电机根据所述第二驱动力控制所述左后轮，所述右后轮对应的电机根据所述第一制动力控制所述右后轮。, 9.如权利要求7所述的主动安全控制系统，其特征在于，当发生侧滑的车轮为前车轮且所述电动车辆左转时，所述控制模块进一步用于：, 在所述电动车辆发生侧滑且处于所述侧滑极限区间之前时，根据所述电池包的状态信息、所述多个电机的状态信息、所述多个车轮的驱动力和所述横摆力矩差值△M计算右后轮所需的第一驱动力，并将所述第一驱动力下发给所述右后轮对应的电机，以使得所述右后轮对应的电机根据所述第一驱动力控制所述右后轮；, 在所述电动车辆处于所述侧滑极限区间时，根据所述电池包的状态信息、所述多个电机的状态信息、所述多个车轮的驱动力、所述多个车轮的制动力和所述横摆力矩差值△M，计算所述右后轮所需的第二驱动力以及左后轮所需的第一制动力，并将所述第二驱动力下发给所述右后轮对应的电机以及将所述第一制动力下发给所述左后轮对应的电机，以使得所述右后轮对应的电机根据所述第二驱动力控制所述右后轮，所述左后轮对应的电机根据所述第一制动力控制所述左后轮。, 10.如权利要求7所述的主动安全控制系统，其特征在于，当发生侧滑的车轮为后车轮且所述电动车辆右转时，所述控制模块进一步用于：, 在所述电动车辆发生侧滑且处于所述侧滑极限区间之前时，根据所述电池包的状态信息、所述多个电机的状态信息、所述多个车轮的驱动力和所述横摆力矩差值△M，计算右前轮所需的第三驱动力，并将所述第三驱动力下发给所述右前轮对应的电机，以使得所述右前轮对应的电机根据所述第三驱动力控制所述右前轮；, 在所述电动车辆处于所述侧滑极限区间时，根据所述电池包的状态信息、所述多个电机的状态信息、所述多个车轮的驱动力、所述多个车轮的制动力和所述横摆力矩差值△M，计算所述右前轮所需的第四驱动力以及所述左前轮所需的第二制动力，并将所述第四驱动力下发给所述右前轮对应的电机以及将所述第二制动力下发给所述左前轮对应的电机，以使得所述右前轮对应的电机根据所述第四驱动力控制所述右前轮，所述左前轮对应的电机根据所述第二制动力控制所述左前轮。, 11.如权利要求7所述的主动安全控制系统，其特征在于，当发生侧滑的车轮为后车轮且所述电动车辆左转时，所述控制模块进一步用于：, 在所述电动车辆发生侧滑且处于所述侧滑极限区间之前时，根据所述电池包的状态信息、所述多个电机的状态信息、所述多个车轮的驱动力和所述横摆力矩差值△M，计算左前轮所需的第三驱动力，并将所述第三驱动力下发给所述左前轮对应的电机，以使得所述左前轮对应的电机根据所述第三驱动力控制所述左前轮；, 在所述电动车辆处于所述侧滑极限区间时，根据所述电池包的状态信息、所述多个电机的状态信息、所述多个车轮的驱动力、所述多个车轮的制动力和所述横摆力矩差值△M，计算所述左前轮所需的第四驱动力以及所述右前轮所需的第二制动力，并将所述第四驱动力下发给所述左前轮对应的电机以及将所述第二制动力下发给所述右前轮对应的电机，以使得所述左前轮对应的电机根据所述第四驱动力控制所述左前轮，所述右前轮对应的电机根据所述第二制动力控制所述右前轮。, 12.一种如权利要求1-11中任一项所述的主动安全控制系统，其特征在于，所述主动安全控制系统集成在所述电动车辆的电机控制器中。, 13.一种电机控制器，其特征在于，包括如权利要求1-11中任一项所述的用于电动车辆的主动安全控制系统。, 14.一种电动车辆，其特征在于，包括：, 四个车轮；, 四个变速器，分别通过传动轴与所述四个车轮连接；, 四个电机，分别与所述四个变速器连接；, 轮速检测模块，分别与所述四个车轮连接，用于检测所述四个车轮的轮速以生成轮速信号；, 方向盘转角传感器，用于检测所述电动车辆的方向信息；, 偏航率传感器，用于检测所述电动车辆的偏航信息；, 电池包；以及, 如权利要求1-12中任一项所述的用于电动车辆的主动安全控制系统。, 15.如权利要求14所述的电动车辆，其特征在于，每个电机与每个变速器固连。, 16.一种用于电动车辆的主动安全控制系统的控制方法，所述电动车辆包括：多个车轮、分别与所述多个车轮连接多个变速器、分别与所述多个变速器相连以分别与所述多个车轮对应的多个电机、用于检测所述多个车轮的轮速以生成轮速信号的轮速检测模块、用于检测所述电动车辆的方向信息的方向盘转角传感器、用于检测所述电动车辆的偏航信息的偏航率传感器以及电池包，所述控制方法包括以下步骤：, 获取所述轮速信号、所述电动车辆的方向信息、所述电动车辆的偏航信息、所述电池包的状态信息以及所述多个电机的状态信息；, 根据所述轮速信号、所述电动车辆的方向信息以及所述电动车辆的偏航信息，确定所述电动车辆的状态，所述电动车辆的状态包括所述电动车辆发生侧滑且处于侧滑极限区间之前和所述电动车辆处于所述侧滑极限区间；, 根据所述电池包的状态信息、所述多个电机的状态信息、所述电动车辆的状态生成控制指令，并将所述控制指令下发给至少一个电机，以使得所述至少一个电机根据所述控制指令对对应的至少一个车轮进行控制，其中当所述电动车辆发生侧滑且处于所述侧滑极限区间之前时，所述控制指令使得所述至少一个电机对对应的至少一个车轮进行驱动控制；当所述电动车辆处于所述侧滑极限区间时，所述控制指令使得所述至少一个电机对对应的至少一个车轮进行制动控制。, 17.如权利要求16所述的控制方法，其特征在于，当所述电动车辆处于所述侧滑极限区间时，生成的所述控制指令使得一个电机对对应的一个车轮进行制动控制，并使得另一个电机对对应的另一个车轮进行驱动控制。, 18.如权利要求16或17所述的控制方法，其特征在于，所述轮速检测模块包括轮速传感器和/或旋变传感器。, 19.如权利要求16或17所述的控制方法，其特征在于，所述电动车辆的方向信息为方向盘转角信号，所述电动车辆的偏航信息所述电动车辆的实际横摆角速度和侧向加速度；, 所述根据所述轮速信号、所述电动车辆的方向信息以及所述电动车辆的偏航信息，确定所述电动车辆的状态包括：, 根据所述方向盘转角信号和所述轮速信号计算所述电动车辆的目标横摆角速度；, 根据所述轮速信号、所述方向盘转角信号、所述实际横摆角速度以及所述侧向加速度计算所述电动车辆的后轴侧偏角；, 获取所述目标横摆角速度与所述实际横摆角速度的横摆角速度差值△ψ′；, 在所述横摆角速度差值△ψ′大于第一预设角速度且小于等于第二预设角速度，或所述后轴侧偏角大于第一预设角度且小于等于第二预设角度时，确定所述电动车辆发生侧滑且处于所述侧滑极限区间之前；在所述横摆角速度差值△ψ′大于所述第二预设角速度或者所述后轴侧偏角大于所述第二预设角度时，确定所述电动车辆处于所述侧滑极限区间。, 20.如权利要求19所述的控制方法，其特征在于，根据所述电池包的状态信息、所述多个电机的状态信息、所述电动车辆的状态生成控制指令，并将所述控制指令下发给至少一个电机，以使得所述至少一个电机根据所述控制指令对对应的至少一个车轮进行控制包括：, S1：获取所述多个车轮的驱动力以及所述多个车轮的制动力；, S2：根据所述目标横摆角速度和所述电动车辆的整车转动惯量计算所述电动车辆的目标横摆力矩，并获取所述目标横摆力矩与实际横摆力矩之间的横摆力矩差值△M，其中所述实际横摆力矩由所述偏航率传感器检测得到；, S3：在所述电动车辆发生侧滑且处于所述侧滑极限区间之前时，根据所述电池包的状态信息、所述多个电机的状态信息、所述多个车轮的驱动力和所述横摆力矩差值△M计算得到第一反向横摆力矩，并将所述第一反向横摆力矩下发给所述至少一个电机，以使得所述至少一个电机根据所述第一反向横摆力矩控制对应的所述至少一个车轮进行驱动；在所述电动车辆处于所述侧滑极限区间时，根据所述电池包的状态信息、所述多个电机的状态信息、所述多个车轮的驱动力、所述多个车轮的制动力和所述横摆力矩差值△M计算得到第二反向横摆力矩，并将所述第二反向横摆力矩下发给所述至少一个电机，以使得所述至少一个电机根据所述第二反向横摆力矩控制对应的所述至少一个车轮进行制动。, 21.如权利要求20所述的控制方法，其特征在于，所述多个车轮包括：左前轮、右前轮、左后轮和右后轮。, 22.如权利要求21所述的控制方法，其特征在于，当发生侧滑的车轮为前车轮且所述电动车辆右转时，所述步骤S3包括：, 在所述电动车辆处于发生侧滑且处于所述侧滑极限区间之前时，根据所述电池包的状态信息、所述多个电机的状态信息、所述多个车轮的驱动力和所述横摆力矩差值△M计算左后轮所需的第一驱动力，并将所述第一驱动力下发给所述左后轮对应的电机，以使得所述左后轮对应的电机根据所述第一驱动力控制所述左后轮；, 在所述电动车辆处于所述侧滑极限区间时，根据所述电池包的状态信息、所述多个电机的状态信息、所述多个车轮的驱动力、所述多个车轮的制动力和所述横摆力矩差值△M，计算所述左后轮所需的第二驱动力以及右后轮所需的第一制动力，并将所述第二驱动力下发给所述左后轮对应的电机以及将所述第一制动力下发给所述右后轮对应的电机，以使得所述左后轮对应的电机根据所述第二驱动力控制所述左后轮，所述右后轮对应的电机根据所述第一制动力控制所述右后轮。, 23.如权利要求21所述的控制方法，其特征在于，当发生侧滑的车轮为前车轮且所述电动车辆左转时，所述步骤S3包括：, 在所述电动车辆发生侧滑且处于所述侧滑极限区间之前时，根据所述电池包的状态信息、所述多个电机的状态信息、所述多个车轮的驱动力和所述横摆力矩差值△M计算右后轮所需的第一驱动力，并将所述第一驱动力下发给所述右后轮对应的电机，以使得所述右后轮对应的电机根据所述第一驱动力控制所述右后轮；, 在所述电动车辆处于所述侧滑极限区间时，根据所述电池包的状态信息、所述多个电机的状态信息、所述多个车轮的驱动力、所述多个车轮的制动力和所述横摆力矩差值△M，计算所述右后轮所需的第二驱动力以及左后轮所需的第一制动力，并将所述第二驱动力下发给所述右后轮对应的电机以及将所述第一制动力下发给所述左后轮对应的电机，以使得所述右后轮对应的电机根据所述第二驱动力控制所述右后轮，所述左后轮对应的电机根据所述第一制动力控制所述左后轮。, 24.如权利要求21所述的控制方法，其特征在于，当发生侧滑的车轮为后车轮且所述电动车辆右转时，所述步骤S3包括：, 在所述电动车辆处于发生侧滑且处于所述侧滑极限区间之前时，根据所述电池包的状态信息、所述多个电机的状态信息、所述多个车轮的驱动力和所述横摆力矩差值△M，计算右前轮所需的第三驱动力，并将所述第三驱动力下发给所述右前轮对应的电机，以使得所述右前轮对应的电机根据所述第三驱动力控制所述右前轮；, 在所述电动车辆处于所述侧滑极限区间时，根据所述电池包的状态信息、所述多个电机的状态信息、所述多个车轮的驱动力、所述多个车轮的制动力和所述横摆力矩差值△M，计算所述右前轮所需的第四驱动力以及所述左前轮所需的第二制动力，并将所述第四驱动力下发给所述右前轮对应的电机以及将所述第二制动力下发给所述左前轮对应的电机，以使得所述右前轮对应的电机根据所述第四驱动力控制所述右前轮，所述左前轮对应的电机根据所述第二制动力控制所述左前轮。, 25.如权利要求21所述的控制方法，其特征在于，当发生侧滑的车轮为后车轮且所述电动车辆左转时，所述步骤S3包括：, 在所述电动车辆发生侧滑且处于所述侧滑极限区间之前时，根据所述电池包的状态信息、所述多个电机的状态信息、所述多个车轮的驱动力和所述横摆力矩差值△M，计算左前轮所需的第三驱动力，并将所述第三驱动力下发给所述左前轮对应的电机，以使得所述左前轮对应的电机根据所述第三驱动力控制所述左前轮；, 在所述电动车辆处于所述侧滑极限区间时，根据所述电池包的状态信息、所述多个电机的状态信息、所述多个车轮的驱动力、所述多个车轮的制动力和所述横摆力矩差值△M，计算所述左前轮所需的第四驱动力以及所述右前轮所需的第二制动力，并将所述第四驱动力下发给所述左前轮对应的电机以及将所述第二制动力下发给所述右前轮对应的电机，以使得所述左前轮对应的电机根据所述第四驱动力控制所述左前轮，所述右前轮对应的电机根据所述第二制动力控制所述右前轮。, 26.一种电动车辆的主动安全控制系统，其特征在于，包括：, 四个车轮；, 四个变速器，每个所述变速器通过传动轴与每个所述车轮连接；, 四个独立控制的电机，每个所述电机与每个所述变速器相连；, 轮速检测模块，所述轮速检测模块用于检测所述电动车辆的轮速以生成轮速信号；, 方向盘转角传感器和偏航率传感器模组；, 电池包；, 电机控制器，所述电机控制器与所述电池包和所述四个电机分别相连，且所述电机控制器与所述轮速检测模块、所述方向盘转角传感器和偏航率传感器模组进行通信，所述电机控制器根据所述方向盘转角传感器和偏航率传感器模组发送的所述电动车辆的状态信号、所述轮速信号、所述电池包的状态信息以及所述四个电机的状态信息生成控制指令以对所述四个电机进行控制，其中，在所述电动车辆发生侧滑且处于侧滑极限区间之前所述电机控制器控制所述主动安全控制系统进入驱动力横摆控制模式，在所述电动车辆处于所述侧滑极限区间时所述电机控制器控制所述主动安全控制系统同时进入所述驱动力横摆控制模式和制动力横摆控制模式。, 27.如权利要求26所述的电动车辆的主动安全控制系统，其特征在于，所述轮速检测模块包括四个轮速传感器和/或四个旋变传感器。, 28.如权利要求26或27所述的电动车辆的主动安全控制系统，其特征在于，所述偏航率传感器模组包括横摆角速度传感器、纵向加速度传感器和侧向加速度传感器。, 29.如权利要求28所述的电动车辆的主动安全控制系统，其特征在于，在所述电动车辆行驶过程中，所述电机控制器根据所述方向盘转角传感器检测的方向盘转角信号和所述轮速信号实时计算所述电动车辆的目标横摆角速度，并将所述目标横摆角速度与所述横摆角速度传感器检测的所述电动车辆的实际横摆角速度进行比较以获得横摆角速度差值△ψ′，同时所述电机控制器根据所述轮速信号、所述方向盘转角信号、所述电动车辆的实际横摆角速度和所述侧向加速度传感器检测的所述电动车辆的侧向加速度计算所述电动车辆的后轴侧偏角，以及所述电机控制器根据所述目标横摆角速度和所述电动车辆的实际横摆角速度通过利用所述电动车辆的整车转动惯量以实时计算所述电动车辆的目标横摆力矩与实际横摆力矩之间的横摆力矩差值△M，其中，, 当所述横摆角速度差值△ψ′大于第一预设角速度且小于等于第二预设角速度或者所述后轴侧偏角大于第一预设角度且小于等于第二预设角度时，所述电机控制器控制所述主动安全控制系统进入驱动力横摆控制模式；, 当所述横摆角速度差值△ψ′大于所述第二预设角速度或者所述后轴侧偏角大于所述第二预设角度时，所述电机控制器控制所述主动安全控制系统同时进入所述驱动力横摆控制模式和所述制动力横摆控制模式。, 30.如权利要求29所述的电动车辆的主动安全控制系统，其特征在于，, 当所述主动安全控制系统进入所述驱动力横摆控制模式后，所述电机控制器通过利用整车动力学模型和轮胎模型，根据所述电动车辆在当前状态下所述四个车轮的驱动力计算得到第一反向横摆力矩，并根据所述第一反向横摆力矩对所述电动车辆进行横摆控制以校正所述电动车辆的姿态；, 当所述主动安全控制系统同时进入所述驱动力横摆控制模式和所述制动力横摆控制模式后，所述电机控制器通过利用所述整车动力学模型和所述轮胎模型，根据所述电动车辆在当前状态下所述四个车轮的驱动力和制动力计算得到第二反向横摆力矩以抵消所述横摆力矩差值△M，以使所述电动车辆进入稳定状态。, 31.如权利要求29所述的电动车辆的主动安全控制系统，其特征在于，当所述电机控制器判断所述电动车辆处于转向不足状态且所述电动车辆发生前轮侧滑时，其中，, 如果所述横摆角速度差值△ψ′大于所述第一预设角速度且小于等于所述第二预设角速度，所述电机控制器控制所述四个车轮中左后轮对应的电机增加驱动力；, 如果所述横摆角速度差值△ψ′大于所述第二预设角速度，所述电机控制器控制所述左后轮对应的电机增加驱动力，同时控制所述四个车轮中右后轮对应的电机进行制动。, 32.如权利要求29所述的电动车辆的主动安全控制系统，其特征在于，当所述电机控制器判断所述电动车辆处于过度转向状态且所述电动车辆发生后轮侧滑时，其中，, 如果所述后轴侧偏角大于所述第一预设角度且小于等于所述第二预设角度，所述电机控制器控制所述四个车轮中右前轮对应的电机增加驱动力；, 如果所述后轴侧偏角大于所述第二预设角度，所述电机控制器控制所述右前轮对应的电机增加驱动力，同时控制所述四个车轮中左前轮对应的电机进行制动。, 33.一种电动车辆，其特征在于，包括如权利要求26-32中任一项所述的电动车辆的主动安全控制系统。, 34.一种电动车辆的主动安全控制系统的控制方法，其特征在于，包括以下步骤：, 检测所述电动车辆的轮速以生成轮速信号，并检测所述电动车辆的状态信号；, 根据所述电动车辆的状态信号、所述轮速信号、所述电动车辆的电池包的状态信息以及所述电动车辆的四个电机的状态信息生成控制指令以对所述四个电机进行控制，其中，在所述电动车辆发生侧滑且处于侧滑极限区间之前控制所述主动安全控制系统进入驱动力横摆控制模式，在所述电动车辆处于所述侧滑极限区间时控制所述主动安全控制系统同时进入所述驱动力横摆控制模式和制动力横摆控制模式。, 35.如权利要求34所述的电动车辆的主动安全控制系统的控制方法，其特征在于，所述电动车辆的状态信号包括方向盘转角信号、所述电动车辆的实际横摆角速度和所述电动车辆的侧向加速度。, 36.如权利要求35所述的电动车辆的主动安全控制系统的控制方法，其特征在于，在所述电动车辆行驶过程中，根据所述方向盘转角信号和所述轮速信号实时计算所述电动车辆的目标横摆角速度，并将所述目标横摆角速度与所述电动车辆的实际横摆角速度进行比较以获得横摆角速度差值△ψ′，同时还根据所述轮速信号、所述方向盘转角信号、所述电动车辆的实际横摆角速度和所述电动车辆的侧向加速度计算所述电动车辆的后轴侧偏角，以及根据所述目标横摆角速度和所述电动车辆的实际横摆角速度通过利用所述电动车辆的整车转动惯量以实时计算所述电动车辆的目标横摆力矩与实际横摆力矩之间的横摆力矩差值△M，其中，, 当所述横摆角速度差值△ψ′大于第一预设角速度且小于等于第二预设角速度或者所述后轴侧偏角大于第一预设角度且小于等于第二预设角度时，控制所述主动安全控制系统进入驱动力横摆控制模式；, 当所述横摆角速度差值△ψ′大于所述第二预设角速度或者所述后轴侧偏角大于所述第二预设角度时，控制所述主动安全控制系统同时进入所述驱动力横摆控制模式和所述制动力横摆控制模式。, 37.如权利要求36所述的电动车辆的主动安全控制系统的控制方法，其特征在于，, 当所述主动安全控制系统进入所述驱动力横摆控制模式后，通过利用整车动力学模型和轮胎模型，根据所述电动车辆在当前状态下四个车轮的驱动力计算得到第一反向横摆力矩，并根据所述第一反向横摆力矩对所述电动车辆进行横摆控制以校正所述电动车辆的姿态；, 当所述主动安全控制系统同时进入所述驱动力横摆控制模式和所述制动力横摆控制模式后，通过利用所述整车动力学模型和所述轮胎模型，根据所述电动车辆在当前状态下所述四个车轮的驱动力和制动力计算得到第二反向横摆力矩以抵消所述横摆力矩差值△M，以使所述电动车辆进入稳定状态。, 38.如权利要求36所述的电动车辆的主动安全控制系统的控制方法，其特征在于，当判断所述电动车辆处于转向不足状态且所述电动车辆发生前轮侧滑时，其中，, 如果所述横摆角速度差值△ψ′大于所述第一预设角速度且小于等于所述第二预设角速度，控制所述电动车辆的四个车轮中左后轮对应的电机增加驱动力；, 如果所述横摆角速度差值△ψ′大于所述第二预设角速度，控制所述左后轮对应的电机增加驱动力，同时控制所述四个车轮中右后轮对应的电机进行制动。, 39.如权利要求36所述的电动车辆的主动安全控制系统的控制方法，其特征在于，当判断所述电动车辆处于过度转向状态且所述电动车辆发生后轮侧滑时，其中，, 如果所述后轴侧偏角大于所述第一预设角度且小于等于所述第二预设角度，控制所述电动车辆的四个车轮中右前轮对应的电机增加驱动力；, 如果所述后轴侧偏角大于所述第二预设角度，控制所述右前轮对应的电机增加驱动力，同时控制所述四个车轮中左前轮对应的电机进行制动。 | CN | China | Active | B | True |
| 127 | Battery thermal management system and methods of use \n | US10369899B2 | This application claims the benefit under 35 U.S.C. § 119(e) to U.S. Provisional Application No. 62/042,734, titled “BATTERY THERMAL MANAGEMENT SYSTEM AND METHODS OF USE,” filed Aug. 27, 2014, which is herein incorporated by reference in its entirety and for all purposes.\nOne important component of electrical vehicles is the secondary battery system, which provides power to the vehicle and determines vehicle performance. In many applications, this battery is a lithium secondary battery, for example, a solid state lithium secondary battery. Secondary batteries, as opposed to primary batteries, are rechargeable.\nLithium ion and lithium metal batteries are useful in automotive applications because of their high specific energy and energy density, long cycle life, high round trip efficiency, low self-discharge, and long shelf life. However, some of these batteries exhibit poor low temperature performance, for example, low power output despite having a high energy density. For example, it has been reported that lithium ion cells can lose up to 88% of their room temperature capacity at below −40° C. (See, for example, E. J. Plichta and W. K. Behl, in Proceedings of the 38th Power Sources Conference, Cherry Hill, N.J., p. 444 (1998)).\nFurthermore, some next-generation battery technologies and designs are moving in the direction of improving energy density, but may have lower power availability at low or moderate temperatures. Such next-generation batteries may need to be warmed up to 40, 60, or perhaps even 80 degrees Celsius to provide full power.\nOne strategy to increase low temperature battery performance includes pre-warming of the battery system before use of the battery. As the battery temperature increases, the battery performance increases accordingly and often exponentially so. Pre-warming the battery increases the power available when the vehicle/battery is used.\nThe instant disclosure sets forth methods and systems using novel inputs and combinations of inputs to predictively pre-warm a battery with large lead times (e.g., minutes instead of seconds) and with high probability of correctness. The instant disclosure sets forth methods and systems for predicting sufficiently large lead times before an expected drive while minimizing energy losses from early or excessive pre-heating. The instant disclosure sets forth methods, systems, and apparatuses for heating Li-secondary batteries, in some cases to temperatures beyond that which was thought useful (or even possible for stability reasons) for previously known batteries.\nThe instant disclosure sets forth methods, systems, and apparatuses for pre-heating a lithium secondary battery so that the battery has a predetermined performance at the time that it is actually used in an electric vehicle and without using more energy from the battery than is necessary to achieve this predetermined performance. The instant disclosure sets forth methods, systems, and apparatuses for pre-heating a lithium secondary battery so that the battery has a predetermined performance at the time that it is actually used in an electric vehicle and using the minimum amount of energy from the battery necessary to achieve this predetermined performance. In a number of embodiments, dynamic heating techniques may be used, for example to take advantage of heating that may occur after a drive begins, and/or to take advantage of additional information about the drive. As used herein, dynamic refers to more than one heating step, a heating step having varied heat settings throughout the heating step, more than one heating step wherein at least two heating steps are of different durations (i.e., time), a series of heating steps at either or both different heat settings or heat durations, or combinations thereof.\nIn one aspect of the embodiments herein, a secondary battery thermal management system is provided, the system including: at least one temperature sensor for determining a temperature of a battery in a vehicle, the battery being a secondary battery; at least one receiver for receiving at least one of a plurality of input parameters; a module configured to send control signals to either the battery or a heating device, wherein the signals result in heating of the battery to temperatures optimized for a predicted vehicle use; wherein the module determines the temperatures optimized for the predicted vehicle use and a heating lead time of at least a minute or more based on the determined temperatures and at least one of the plurality of input parameters.\nIn various embodiments, the module is selected from a computer, a programmed chip, a battery management system, a controller in series with a potentiostat, a controller in series with a thermocouple, a resistive heater, a computer or electronic device which controls a resistive heater, an inductive heater, a computer or electronic device which controls an inductive heater, a convective heater, a computer or electronic device which controls a convective heater, or similar devices for heating a battery or the area or space in which a battery is housed.\nIn various embodiments, the battery is a lithium ion secondary battery (e.g., a solid state secondary battery). In some such cases, the lithium ion secondary battery includes a cathode including conversion chemistry active materials. In some embodiments, the lithium ion secondary battery may include a cathode including lithium intercalation chemistry active materials. In a number of embodiments, the receiver may be configured to receive wireless signals. The wireless signals may be selected from the group consisting of Bluetooth signals, cellular signals, Wi-Fi signals, wireless communication device signals, network towers signals, tablets signals, smartphones signals, home security system signals, 3G device transmissions, 4G device transmissions, and combinations thereof.\nThe plurality of input parameters may be selected from any available source of inputs. In some embodiments, the plurality of input parameters are selected from the group consisting of: vehicle use information, location information, drive types, temperature information, heating device/battery/vehicle information, weather information, driver inputs, user information, external information, traffic information, calendar information, charging equipment availability information, and combinations thereof.\nVehicle use information may in some cases be selected from the group consisting of statistical probability of drive starts as a function of previous drive start, drive times, time of drive starts, drive lengths, drive routes, geography of drives, driving pattern information, past battery warming conditions, past vehicle performance conditions, past battery performance conditions, feedback information, and combinations thereof.\nLocation information may in some cases be selected from the group consisting of driver location, passenger location, driver location with respect to vehicle location, passenger location with respect to vehicle location, GPS location of user's smartphone, GPS/Wi-Fi/cellular location of fob, proximity of fob to vehicle, GPS/Wi-Fi/cellular location of vehicle key, proximity of vehicle key to vehicle, user's proximity to the vehicle, location of the vehicle, driver location with respect to home, driver location with respect to airport, driver location with respect to work place, driver location with respect to common drive locations, driver location with respect to preselected destinations, driver location with respect to saved destinations, and combinations thereof. Drive type information may in some cases be selected from the group consisting of start location of drives, end location of drives, total distance of drives, average distance of drives, velocity of drives, average velocity of drives, traffic conditions of drives, and combinations thereof.\nTemperature information in some cases may be selected from the group consisting of battery temperature, ambient temperature, vehicle temperature, and combinations thereof. Heating device/battery/vehicle information may be selected from the group consisting of battery energy capacity, state of charge of battery, battery self-discharge rate, a relationship between two or more of power of battery, temperature of battery, state of charge of battery, and age of battery, a thermal time constant for the battery, capacity of the heating device, efficiency of the heating device, powertrain of vehicle, thermal system configuration of vehicle, motor power of vehicle, powertrain efficiency of vehicle, vehicle minimum power output level for safe driving, and combinations thereof.\nWeather information in various embodiments may be selected from the group consisting of current weather conditions, past weather conditions, historical weather conditions, weather forecast, temperature, precipitation, visibility, and combinations thereof. Driver inputs may in some embodiments be selected from the group consisting of immediate start instructions, delayed start instructions, start cancellation instructions, a user-specified performance level, and combinations thereof. User information may in some cases be selected from the group consisting of driver's calendar information, passenger's calendar information, smartphone information, Google-Now information, historical use information, and combinations thereof\nExternal information may in some embodiments be selected from the group consisting of information acquired from emails on user's wireless communication device, information acquired from texts on user's smartphone, and combinations thereof. Traffic information may in various embodiments be selected from the group consisting of traffic conditions, road conditions, construction conditions, detour conditions, and combinations thereof. Calendar information may in some cases be selected from the group consisting of day of the week, month of the year, holiday information, and combinations thereof, optionally in combination with a user specified performance level, and combinations thereof. Calendar information may in some cases be selected from appointments or reminders included in an electronic calendar associated with a user of an electric vehicle. Charging equipment availability information may be selected from the group consisting of availability of charging equipment at vehicle's current location, availability of charging equipment at vehicle's expected destination, and combinations thereof, optionally in combination with a status of an additional transportation provider and/or a status of an additional transit option, and combinations thereof.\nIn a number of embodiments, the plurality of input parameters may be selected from the group consisting of inputs that are personal to a user/vehicle, inputs that are generally applicable, inputs that are historical, inputs that are current, inputs that are sensed, inputs that are referenced, and combinations thereof. In various embodiments, a particular subset of input parameters may be used, as described and claimed herein.\nThe heating lead time may be longer in some cases, for example at least about 1 minute, at least about 2 minutes, at least about 5 minutes, at least about ten minutes, at least about 15 minutes, at least about 30 minutes, etc. In some cases the heating lead time may have an upper limit, for example about 1 hour or 2 hours.\nIn a number of embodiments, the system further includes a heating device for heating the battery. The system may also include a data storage device, for example for storing information selected from the group consisting of vehicle use, battery heating characteristics, battery performance as a function of temperature, and combinations thereof. The system may further include a temperature sensor for determining an ambient temperature in proximity to the battery. The system may also include a device for comparing and/or analyzing various types of information. In one embodiment, the device compares and/or analyzes at least one of past predicted start times with respect to actual start times, predicted probability of start times with respect to actual probability of start times, and combinations thereof. Alternatively or in addition, the device may compare and/or analyze predicted/actual drive locations and/or predicted/actual heat power ratings, etc. The device that performs this comparison/analysis may be the same as the module described above.\nIn a number of embodiments, the signals cause a heat emitting element to emit heat so that the battery heats to the minimum heat level required for a performance level predicted by the module and/or selected by the user.\nIn another aspect of the disclosed embodiments, an apparatus for controllably pre-heating a vehicle battery device, the apparatus including at least one temperature sensor for determining a temperature of a battery in a vehicle, the battery being a secondary battery; at least one receiver for receiving at least one of a plurality of input parameters; a module configured to send control signals to either the battery or a heating device, wherein the signals result in heating of the battery to temperatures optimized for a predicted vehicle use; wherein the module determines the temperatures optimized for the predicted vehicle use and a heating lead time of at least a minute or more based on the determined temperatures and at least one of the plurality of input parameters. In certain embodiments, the apparatus may include various features as described herein with respect to the system.\nIn another aspect of the disclosed embodiments, a method for secondary battery thermal management in a vehicle is provided, the method comprising: determining a temperature of a battery and optionally the ambient air temperature; analyzing a plurality of input parameters; providing or determining a vehicle start time and probability of correctness; providing a control signal to either the battery, or a heating device, to heat the battery dynamically to temperatures optimized for a predicted vehicle use; wherein the control signal comprises a heating power rating and a heating lead time of at least a minute or more based on the determined temperatures and at least one of a plurality of input parameters; optionally comparing vehicle start time probability of correctness with the actual vehicle start time, and adjusting an algorithm for providing the vehicle start time; thereby providing thermal management for the battery.\nIn various embodiments, the plurality of input parameters are selected from the input parameters listed above and throughout the specification.\nThese and other features will be described below with reference to the associated drawings.\n FIG. 1A presents a chart showing cell power capability for various temperatures for a typical lithium-ion battery.\n FIG. 1B depicts one example of a pre-heating prediction process.\n FIG. 2 illustrates one categorization of various input parameters that may be used.\n FIG. 3A depicts various inputs and outputs that may be used in determining whether, when, and how much to pre-heat a battery in certain embodiments.\n FIG. 3B depicts an example showing particular inputs and outputs related to FIG. 3A.\n FIG. 4 depicts a further example describing various inputs and outputs that may be used in determining if, when, and how much to pre-heat a battery according to an embodiment.\n FIGS. 5A-5F illustrate various confidence levels that a drive will begin at relevant times based on different input parameters.\n FIGS. 6A and 6B depict charts describing dynamically pre-heating a battery according to certain embodiments.\n FIG. 7 illustrates various probability weighted routes that a user may take from home to work according to some embodiments.\n FIG. 8 presents numerous examples illustrating the probability that an upcoming drive will utilize the various depicted power levels.\n FIG. 9 illustrates a diagram of a thermal management and thermal control system.\nIn the following description, numerous specific details are set forth in order to provide a thorough understanding of the presented embodiments. The disclosed embodiments may be practiced without some or all of these specific details. In other instances, well-known elements have not been described in detail to not unnecessarily obscure the disclosed embodiments. While the disclosed embodiments will be described in conjunction with the specific embodiments, it will be understood that it is not intended to limit the disclosed embodiments.\nAs used herein, the phrase “type of drive” refers to the location, and velocity-related conditions associated with the drive, such as start location, end location, route taken, power level needed to drive at relevant velocities (e.g., power levels for minimum safe driving, urban driving, highway driving, enthusiast driving, etc.), GPS information and geography of the route, traffic information during expected time of the drive, availability of charging equipment at the beginning and end of drive, and other related metrics.\nAs used herein, the phrase “historical information” refers to information that is based on past conditions, such as when a user has previously used a vehicle, where the vehicle has been driven and at what performance levels the vehicle has been driven. Other examples of historical information relate to historical conditions such as traffic conditions, weather conditions, etc. Historical information may be binned and analyzed in any appropriate way including annually, monthly, weekly, and daily/hourly.\nAs used herein, the phrase “feedback” includes a comparison of the predicted level of heating or performance to the actual level of heating or performance and optionally an adjustment of the system so that the subsequent predictions better match the actual levels. In various embodiments, machine learning techniques may be applied to carry out this comparison and improve future predictions.\nAs noted in the Background section, many batteries exhibit poor power performance at low temperatures. This power performance issue is especially relevant in the context of high energy density battery materials. Poor low temperature performance can be unsafe, for example, when merging an electric vehicle onto a freeway. If the vehicle does not have sufficient power from the battery, the vehicle may not be able to get up to a proper merging speed. Poor low temperature performance can also be undesirable to consumers when high performance vehicle characteristics, for example for pleasure driving or vehicle contests, are desired.\n FIG. 1A presents a graph illustrating the cell power capability vs. temperature for a typical lithium battery. The cell power capability is reported in terms of a percent, where 100% means that the battery is operating at its maximum power level. In this example, the full power is not available until the battery reaches a temperature of about 25° C. At a temperature of about 0° C., only about 35% of the power is available, and at a temperature of about −20° C., only about 10% of the power is available. Although the particular values differ for different battery designs, the large decrease in power capability at low temperatures (e.g., below about 0° C.) is common.\nConsequently, original equipment manufacturers (OEMs) often provide more power and/or capacity in the battery system than is required during most temperature conditions, so that the battery also performs well in certain low temperature conditions. Such designs unnecessarily add cost, weight, and volume to the powertrain of an electric vehicle. For example, a typical battery cell for an electric vehicle may be capable of peak power of at least about 5 times its energy rating above +20° C., but only about 0.5-1.0 times its energy rating at −20° C. Thus, a 24 kWh battery system for an electric vehicle would provide on the order of 12-24 kW of peak power at −20° C. If the minimum level of power required for safe driving is set at 30 kW (common for electric vehicles, though this threshold could vary), such a vehicle might not be safely driven at all without pre-heating the battery to some degree.\nVehicles need various power levels for driving, but typically over 90% of drivers drive no more aggressively than EPA's standard US06 driving cycle. A typical vehicle needs peak power of around 80 kW to complete the cycle. As an example, a 24 kWh battery system per above would have to be at a temperature of over 5° C. to have sufficient power for the US06 cycle. If battery cells were at a temperature below 5° C., the vehicle would not provide sufficient power to drive the cycle. Even if battery cells are at a relatively warm temperature of 10° C. or 15° C., it's often desirable to warm the battery cells further to 20° C. or above to enable full power capability of 120 kW.\nOne method for addressing the low power output at low temperatures involves pre-heating the battery, which raises the temperature of the batteries before the vehicle is used for driving. Raising the battery temperature before use allows the batteries to operate in the higher temperature/improved power capability region shown in FIG. 1A. Pre-warming also allows for the use of lower cost, higher energy density, lower power cells (i.e., low power-to-energy ratio) in the battery system which, in turn, reduces cost, weight, and volume of the battery system without sacrificing performance.\nHeating a battery, however, requires energy. It is wasteful to heat a battery for improved performance unless the battery will actually be used once it is heated. Heating a battery also requires time, often on the order of minutes or more. When not connected to an external power source, e.g., a charging station, the rate at which a battery can heat is limited by the battery and the battery heating elements. Certain types of lithium ion batteries typically require several minutes of warming.\nCurrently known methods for pre-heating a battery are limited in application and do not reliably provide a sufficient lead time (e.g., several minutes or more) for a cold soaked battery system to pre-heat to the desired temperatures associated with full performance, particularly for certain types of drive applications. Example methods for pre-heating are discussed further in the following patents and patent applications, each of which is herein incorporated by reference in its entirety: U.S. Pat. Nos. 6,271,648; 6,624,615; 7,154,068; U.S. patent application Ser. No. 13/879,565, filed Jul. 16, 2011, and titled “METHOD FOR DETERMINING THE RANGE OF A MOTOR VEHICLE”; and P.C.T. Application No. PCT/US2009/001916, filed Mar. 26, 2009, and titled “SYSTEM AND METHOD FOR BATTERY PRE-HEATING.”\nMost known methods fail to heat batteries to a sufficiently hot temperature by the time the batteries are actually used because the pre-heating is not initiated with a sufficient lead time. Furthermore, it would be wasteful to expend energy unnecessarily and heat a battery too far in advance of an actual drive and then maintain this level of heating until an actual drive occurred.\nCertain methods for pre-heating electric vehicle batteries are based on the proximity of a user to the battery. However, these methods only provide seconds of warm-up time, which is insufficient to significantly warm the battery for particular performance conditions by the time the battery is actually used. Some methods have been proposed to predict drive start times using statistical analysis of repetitive drives. However, these methods are also insufficient in that they don't provide sufficiently long lead times or have relatively low probability of success. This low success level is due to the fact that many drives are not repetitive, and that even repetitive drives may vary. Thus, these methods frequently result in false predictions, wasted energy, and insufficient lead times. Also, a battery heated above ambient temperature will lose energy due to radiative heat loss, and such loss is wasteful up until the time when the battery is actually used. Furthermore, energy used to heat beyond the battery's optimal temperature is wasteful. Wasted energy from the aforementioned early or excessive pre-heating ultimately results in wasted cost (e.g., when the battery is plugged into a charging station) and limited driving range (e.g., when the battery is not plugged in and the battery supplies the energy for pre-heating).\nAs such, a problem exists in the secondary battery field related to predictively pre-heating a battery so that a desired battery temperature and associated battery performance is achieved when the battery is actually used, and so that power is not wasted unnecessarily. Another problem exists related to dynamically heating a secondary battery so that the battery operates at relevant (and changing) levels of performance during a drive, e.g., initial start and also five minutes into a particular drive. Another problem exists related to methods and systems for accurately predicting whether, when, and how much to pre-heat a battery, where the pre-heating begins several minutes or more in advance of the battery's use.\nPre-heating can be beneficial for various battery types including conventional insertion-type lithium-ion batteries as well as newer high energy density battery materials. Area specific resistance (e.g., resistance at the interface between cathode active material and electrolyte) and bulk conductivity are both a function of temperature. Pre-heating is particularly important for certain solid-state lithium ion rechargeable batteries because of conductivity limitations of solid state electrolyte and/or lower surface area interfaces (e.g., a planar interface between a cathode and solid state electrolyte) that may result in cell power limitations, especially at cold temperatures. High energy density battery materials using conversion materials, and methods of manufacturing such materials and fabricating them into batteries are further discussed in the following Patents and Patent Applications, each of which is incorporated by reference in its entirety: U.S. patent application Ser. No. 14/207,493, filed on Mar. 12, 2014, titled “IRON, FLUORINE, SULFUR COMPOUNDS FOR BATTERY CELL POSITIVE ELECTRODES”; U.S. patent application Ser. No. 13/922,214, filed on Jun. 19, 2013, and titled “NANOSTRUCTURED MATERIALS FOR ELECTROCHEMICAL CONVERSION REACTIONS”; U.S. patent application Ser. No. 14/146,728, filed Jan. 3, 2014, and titled “THIN FILM LITHIUM CONDUCTING POWDER MATERIAL DEPOSITION FROM FLUX”; and U.S. patent application Ser. No. 14/221,957, filed Mar. 21, 2014, and titled “METHOD FOR FORMING METAL FLUORIDE MATERIAL.”\nVarious embodiments herein relate to methods for predicting whether, when, and how much to pre-heat a battery. The methods may be used to predictively heat a battery with at least a minute of lead time. In some cases a lead time is at least about 1 minute, at least about 2 minutes, at least about 5 minutes, at least about 10 minutes, at least about 15 minutes, at least about 30 minutes, or at least about 1 hour. An optimal lead time will depend on the instant conditions when pre-heating occurs. The methods may use various input parameters for determining whether or not to pre-heat at a given time. Generally speaking, the methods involve determining a likely vehicle start time and an associated level of confidence that a drive will start at that time, determining a probability threshold at which pre-warming should occur, and performing pre-warming if the determined confidence level is greater than the determined probability threshold. The methods may also involve predicting the level of power that is required for a predicted drive and pre-warming the battery to a temperature that enables the battery to operate at the level of power predicted to be required, such that the battery is heated to an optimal temperature at the predicted start time.\n FIG. 1B depicts one implementation of a pre-heating prediction process. Various input parameters are analyzed to predict the likelihood of driving at a particular time (e.g., an expected start time). This likelihood is often referred to herein as the confidence level. The input parameters are also used to determine the power required for an expected drive at the particular time (assuming such drive occurs), as well as an associated pre-heating lead time. The lead time is based on the power required (which determines a desired final temperature after preheating) and the current temperature of the battery, as well as battery characteristics such as the heat capacity of the battery materials. A probability threshold may be statically defined or calculated based on the input parameters. The probability threshold is applied against the determined likelihood of starting a drive at the particular time. If the likelihood of driving (i.e., confidence level) meets or exceeds the probability threshold, a decision to pre-heat is made. The pre-heating parameters are controlled based in part on the power predicted to be needed for the drive, as noted above. If the likelihood of driving is lower than the probability threshold, a decision to not pre-heat is made, and no further action is taken at that time.\nA number of options are available for pre-heating the battery, and the embodiments herein are not limited to any particular heating method. In some examples, the battery heats itself internally by discharging stored energy to another sink of electrical energy, and generating heat internally through the battery's internal resistance. This method is particularly effective at low battery temperatures, when the battery requires the most heating.\nIn these or other examples, the battery may provide electrical power to an external heating element, such as an electrical resistance heater, and the battery is heated by direct thermal contact with the heating element, or indirectly by thermal contact with another fluid or object heated by the heating element. A fluidic heat exchange system may be used in some cases.\nIn some examples, the battery is heated, directly or indirectly, by heat emitted from a combustion engine of a plug-in hybrid vehicle. Such heating may be particularly useful for raising the temperature of a battery while driving. This may be beneficial where an initial portion of the drive requires low power (e.g., using surface streets to drive toward the highway) and a later portion of the drive requires higher power (e.g., driving on the highway). Other methods of heating or cooling a battery are set forth in the following Patent Applications, each of which is herein incorporated by reference in its entirety: International PCT Patent Application No. PCT/US2015/010179, filed Jan. 5, 2015, and titled “THERMAL MANAGEMENT SYSTEMS FOR VEHICLES WITH ELECTRIC POWERTRAINS”; International PCT Patent Application No. PCT/US14/61761, filed Oct. 22, 2014, and titled “THERMAL AND ELECTRICAL CONNECTIONS FOR BATTERY SYSTEMS”; and U.S. Nonprovisional patent application Ser. No. 13/763,636, filed Feb. 9, 2013, and titled “BATTERY SYSTEM WITH SELECTIVE THERMAL MANAGEMENT.”\nIn certain examples, the battery provides electrical power to a device, such as a compressor, which drives a thermodynamic cycle and generates heat that is used to heat the battery, directly or indirectly by thermal contact with another fluid or object.\nIn some examples, the battery is heated by energy sourced from another energy storage system or another source of electrical power in the vehicle or outside the vehicle, and directed to a heater. Examples of such energy storage systems and sources of electrical power may include an additional battery, a plug-in station, and the like.\nIn certain cases, a heater of 3-15 kW, for example 5-10 kW may be utilized in a battery system for use in warming the battery before or during driving. In some examples, the battery is heated by any combination of the above methods.\nThe disclosed methods are applicable to any battery that requires pre-heating for improved performance. Many solid state batteries should be at least about 10° C., or at least about 15° C., or at least about 20° C. to perform well (e.g., at full power), and thus benefit from pre-heating when the batteries are cooler than these temperatures. These methods are applicable to battery cells, batteries, battery packs, and collections of batteries and battery packs. In some solid state batteries, such as those having conversion active material cathodes, the batteries should be at least about 10° C., or at least about 15° C., or at least about 20° C., or at least about 30° C., or at least about 40° C., or at least about | Set forth herein are systems and methods for determining battery heating conditions and pre-heating lead times of at least a minute or more, based on input parameters and sets of input parameters, to predictively and dynamically heat a secondary battery so that the battery has a specific power output and performance level when used in an electric or hybrid vehicle application. | US:15/608,836 | https://patentimages.storage.googleapis.com/1d/d8/e8/ee788775342257/US10369899.pdf | US:10369899 | Kevin Hettrich, Tomasz Wojcik | Quantumscape Corp | US:4189528, US:5369351, US:5482790, US:5618641, JP:3585992:B2, US:6641942, US:20010040061:A1, US:6942944, US:20020022178:A1, US:6271648, US:20030008205:A1, US:20030184307:A1, US:6624615, US:20040180263:A1, US:20050084754:A1, US:20050248313:A1, US:7154068, US:20060240318:A1, US:7148637, US:20070087266:A1, US:20070166574:A1, US:20090325043:A1, US:20080213652:A1, US:20080299451:A1, US:20100297483:A1, US:7761198, WO:2009001916:A1, US:20100258063:A1, US:20090123820:A1, US:20100273042:A1, US:7933695, US:20090239130:A1, WO:2009120369:A2, US:20090243538:A1, US:20100082227:A1, US:20100089547:A1, US:20120046815:A1, US:7936150, US:20100273044:A1, JP:2010281561:A, US:20120148889:A1, US:20120126753:A1, US:20110076521:A1, US:20120295142:A1, DE:102009046567:A1, US:20110159351:A1, US:8343642, US:20110177383:A1, US:20130022848:A1, US:20110267007:A1, US:20130101878:A1, US:8190320, US:8543270, US:8471521, US:20130218447:A1, US:20130230759:A1, US:9321340, US:20120158228:A1, US:9106077, US:20130059172:A1, WO:2012144148:A1, US:20140038009:A1, US:20140041826:A1, JP:2012236577:A, US:20140023905:A1, US:20130004804:A1, US:20140227597:A1, US:20130103240:A1, CN:202507950:U, US:20130280610:A1, US:20140170493:A1, US:20150258875:A1, US:20140070013:A1, US:20140117291:A1, WO:2014061761:A1, US:20150255998:A1, US:20140227568:A1, US:20140272564:A1, US:20140265554:A1, US:20140279723:A1, US:20140284526:A1, US:20160068123:A1, US:20160082860:A1, WO:2015010179:A1, US:20150037626:A1, WO:2015031908:A1, WO:2015076944:A1, WO:2015054320:A2, WO:2015103548:A1, US:20150243974:A1, US:20160049655:A1, US:20160059733:A1, US:20160164135:A1, WO:2016106321:A1, US:9393921 | 2023-06-13 | 2023-06-13 | 1. A method for secondary battery thermal management in a vehicle, the method comprising:\nusing input parameters;\npredicting a plurality of performance requirements for a battery of the vehicle using a respective plurality of sets of values for the input parameters and a weighting factor assigned to each of the input parameters;\nfor at least one of the predicted performance requirements, sending a control signal to a heating device or the battery for heating the battery according to the at least one of the predicted performance requirements;\nlogging a plurality of actual performance requirements; and\nrefining a predictive capability for battery performance requirements including, for each actual performance requirement, modifying the weighting factors assigned to the input parameters as a function of the respective actual performance requirement and predicted performance requirement.\n, using input parameters;, predicting a plurality of performance requirements for a battery of the vehicle using a respective plurality of sets of values for the input parameters and a weighting factor assigned to each of the input parameters;, for at least one of the predicted performance requirements, sending a control signal to a heating device or the battery for heating the battery according to the at least one of the predicted performance requirements;, logging a plurality of actual performance requirements; and, refining a predictive capability for battery performance requirements including, for each actual performance requirement, modifying the weighting factors assigned to the input parameters as a function of the respective actual performance requirement and predicted performance requirement., 2. The method of claim 1, wherein an actual performance requirement comprises an actual battery duty cycle and/or an actual driving record for the vehicle., 3. The method of claim 1, wherein the predicting step further includes, for each of the predicted performance requirements,\ndetermining a pre-warming threshold for the predicted performance requirement, the pre-warming threshold reflecting at least a battery power demand and energy availability for pre-heating,\nwherein the pre-warming threshold is determined from a summation of products of the weighting factors and a binary number representing the presence or absence of the value for the corresponding input parameter,\ncomparing the pre-warming threshold to a confidence level, the confidence level reflecting a likelihood that the vehicle will be driven at a predicted start time, and\nif the confidence level is greater than the pre-warming threshold, sending the control signal according to the at least one predicted performance requirement.\n, determining a pre-warming threshold for the predicted performance requirement, the pre-warming threshold reflecting at least a battery power demand and energy availability for pre-heating,, wherein the pre-warming threshold is determined from a summation of products of the weighting factors and a binary number representing the presence or absence of the value for the corresponding input parameter,, comparing the pre-warming threshold to a confidence level, the confidence level reflecting a likelihood that the vehicle will be driven at a predicted start time, and, if the confidence level is greater than the pre-warming threshold, sending the control signal according to the at least one predicted performance requirement., 4. The method of claim 3, wherein the confidence level is determined from one or more of calendar information, a cell phone message, historical drive times, a weather forecast, a battery status, driver inputs, an upcoming drive type, a destination type, and a time of day., 5. The method of claim 1, wherein the pre-warming threshold is determined from one or more of a battery state of charge (SoC), a location of the vehicle, a battery temperature, a user input driving preference, whether the battery is currently being externally charged, a length of an expected drive, current electricity price, and a type of expected drive., 6. The method of claim 1, wherein the input parameters comprise one or more of:\nvehicle use information selected from the group consisting of statistical probability of drive starts as a function of previous drive start, drive times, time of drive starts, drive lengths, drive routes, geography of drives, driving pattern information, past battery warming conditions, past vehicle performance conditions, past battery performance conditions, feedback information, and combinations thereof,\nlocation information selected from the group consisting of driver location, passenger location, driver location with respect to vehicle location, passenger location with respect to vehicle location, GPS location of user's smartphone, GPS/Wi-Fi/cellular location of fob, proximity of fob to vehicle, GPS/Wi-Fi/cellular location of vehicle key, proximity of vehicle key to vehicle, user's proximity to the vehicle, location of the vehicle, driver location with respect to home, driver location with respect to airport, driver location with respect to work place, driver location with respect to common drive locations, driver location with respect to preselected destinations, driver location with respect to saved destinations, and combinations thereof,\ndrive types selected from the group consisting of start location of drives, end location of drives, total distance of drives, average distance of drives, velocity of drives, average velocity of drives, traffic conditions of drives, and combinations thereof,\ntemperature information selected from the group consisting of battery temperature, ambient temperature, vehicle temperature, and combinations thereof,\nheating device, battery, and/or vehicle information selected from the group consisting of battery energy capacity, state of charge of battery, battery self-discharge rate, a relationship between two or more of power of battery, temperature of battery, state of charge of battery, and age of battery, a thermal time constant for the battery, capacity of the heating device, efficiency of the heating device, powertrain of vehicle, thermal system configuration of vehicle, motor power of vehicle, powertrain efficiency of vehicle, vehicle minimum power output level for safe driving, and combinations thereof,\nweather information selected from the group consisting of current weather conditions, weather forecast, temperature, precipitation, visibility, and combinations thereof,\ndriver inputs selected from the group consisting of immediate start instructions, delayed start instructions, start cancellation instructions, a user-specified performance level, and combinations thereof,\nuser information selected from the group consisting of driver's calendar information, passenger's calendar information, smartphone information, historical use information, and combinations thereof,\nexternal information selected from the group consisting of information acquired from emails on user's wireless communication device, information acquired from texts on user's smartphone, and combinations thereof,\ntraffic information selected from the group consisting of traffic conditions, road conditions, construction conditions, detour conditions, and combinations thereof,\ncalendar information selected from the group consisting of day of the week, month of the year, holiday information, and combinations thereof, optionally in combination with a user specified performance level,\ncharging equipment availability information selected from the group consisting of availability of charging equipment at vehicle's current location, availability of charging equipment at vehicle's expected destination, and combinations thereof, optionally in combination with a status of an additional transportation provider and/or a status of an additional transit option,\nand combinations thereof.\n\n, vehicle use information selected from the group consisting of statistical probability of drive starts as a function of previous drive start, drive times, time of drive starts, drive lengths, drive routes, geography of drives, driving pattern information, past battery warming conditions, past vehicle performance conditions, past battery performance conditions, feedback information, and combinations thereof,, location information selected from the group consisting of driver location, passenger location, driver location with respect to vehicle location, passenger location with respect to vehicle location, GPS location of user's smartphone, GPS/Wi-Fi/cellular location of fob, proximity of fob to vehicle, GPS/Wi-Fi/cellular location of vehicle key, proximity of vehicle key to vehicle, user's proximity to the vehicle, location of the vehicle, driver location with respect to home, driver location with respect to airport, driver location with respect to work place, driver location with respect to common drive locations, driver location with respect to preselected destinations, driver location with respect to saved destinations, and combinations thereof,, drive types selected from the group consisting of start location of drives, end location of drives, total distance of drives, average distance of drives, velocity of drives, average velocity of drives, traffic conditions of drives, and combinations thereof,, temperature information selected from the group consisting of battery temperature, ambient temperature, vehicle temperature, and combinations thereof,, heating device, battery, and/or vehicle information selected from the group consisting of battery energy capacity, state of charge of battery, battery self-discharge rate, a relationship between two or more of power of battery, temperature of battery, state of charge of battery, and age of battery, a thermal time constant for the battery, capacity of the heating device, efficiency of the heating device, powertrain of vehicle, thermal system configuration of vehicle, motor power of vehicle, powertrain efficiency of vehicle, vehicle minimum power output level for safe driving, and combinations thereof,, weather information selected from the group consisting of current weather conditions, weather forecast, temperature, precipitation, visibility, and combinations thereof,, driver inputs selected from the group consisting of immediate start instructions, delayed start instructions, start cancellation instructions, a user-specified performance level, and combinations thereof,, user information selected from the group consisting of driver's calendar information, passenger's calendar information, smartphone information, historical use information, and combinations thereof,, external information selected from the group consisting of information acquired from emails on user's wireless communication device, information acquired from texts on user's smartphone, and combinations thereof,, traffic information selected from the group consisting of traffic conditions, road conditions, construction conditions, detour conditions, and combinations thereof,, calendar information selected from the group consisting of day of the week, month of the year, holiday information, and combinations thereof, optionally in combination with a user specified performance level,, charging equipment availability information selected from the group consisting of availability of charging equipment at vehicle's current location, availability of charging equipment at vehicle's expected destination, and combinations thereof, optionally in combination with a status of an additional transportation provider and/or a status of an additional transit option,\nand combinations thereof.\n, and combinations thereof., 7. The method of claim 1, wherein for each of the predicted performance requirements, further including the steps of:\ndetermining one or more power levels required from the battery for matching the predicted performance requirement, and\ncalculating a respective one or more battery temperatures for each of the one or more power levels, and\nwherein the generated at least one control signal for heating the battery contains the respective one or more calculated battery temperatures.\n, determining one or more power levels required from the battery for matching the predicted performance requirement, and, calculating a respective one or more battery temperatures for each of the one or more power levels, and, wherein the generated at least one control signal for heating the battery contains the respective one or more calculated battery temperatures., 8. The method of claim 1, wherein at least one of the predicted performance requirements comprises a plurality of types of driving, such that\na respective plurality of power levels are determined for matching with each of the types of driving, and\na respective plurality of optimal battery temperatures are calculated for each of the power levels.\n, a respective plurality of power levels are determined for matching with each of the types of driving, and, a respective plurality of optimal battery temperatures are calculated for each of the power levels., 9. The method of claim 8, wherein a single predicted driving route comprises the plurality of power levels and respective plurality of calculated optimal battery temperatures., 10. The method of claim 9, wherein the plurality of driving types is city driving and highway driving., 11. A secondary battery thermal management system, comprising:\na vehicle including a battery;\ninstructions for performing the method according to claim 1;\na processor configured for executing the instructions, wherein the control signal is sent to a heating device or to the battery to initiate a heating of the battery; and\na memory device recording the logged plurality of actual performance requirements.\n, a vehicle including a battery;, instructions for performing the method according to claim 1;, a processor configured for executing the instructions, wherein the control signal is sent to a heating device or to the battery to initiate a heating of the battery; and, a memory device recording the logged plurality of actual performance requirements., 12. The system of claim 11, wherein the vehicle battery is a lithium ion secondary battery., 13. The system of claim 12, wherein the lithium ion secondary battery comprises a cathode comprising conversion chemistry active materials., 14. The system of claim 12, wherein the lithium ion secondary battery comprises a cathode comprising lithium intercalation chemistry active materials., 15. The system of claim 11, wherein the vehicle battery is a secondary battery comprising a solid state electrolyte., 16. The system of claim 11, wherein the system includes a battery control module comprising the processor and the memory device., 17. The system of claim 11, the battery control module further comprising:\na communication interface for receiving signals from external devices and/or sensors, wherein values for the input parameters are received from the from external devices and/or sensors,\nwherein the battery control module is configured to send the control signals to a heating element for heating the vehicle battery.\n, a communication interface for receiving signals from external devices and/or sensors, wherein values for the input parameters are received from the from external devices and/or sensors,, wherein the battery control module is configured to send the control signals to a heating element for heating the vehicle battery., 18. The system of claim 11, wherein the processor and/or the memory device is included with the vehicle. | US | United States | Active | B60L11/1875 | True |
| 128 | Systems and methods using artificial intelligence for routing electric vehicles \n | US11422000B2 | This application is a continuation of U.S. Ser. No. 17/087,412 filed on Nov. 2, 2020, which is a continuation of U.S. Ser. No. 16/299,673 filed on Mar. 12, 2019, U.S. Pat. No. 10,866,108 issued on Dec. 15, 2020, which is a continuation of U.S. Ser. No. 15/439,673 filed on Feb. 22, 2017, U.S. Pat. No. 10,288,439 issued on May 14, 2019, which are all incorporated herein by reference in their entirety.\nConcerns over the impact of the increasing use of fossil fuels on the environment have led to multiple initiatives to provide electric vehicles (EVs) for many modes of automotive transportation. Critical considerations include the design and implementation of EV automotive drive trains, battery technology suitable for powering EVs, technology for charging such batteries, and the impact of widespread use of EV's on power generation and distribution of power necessary to meet the demand that increased use of EV's will present. Another important consideration is the management of EV traffic flow on roadways and highways to ensure acceptable performance of automotive transportation with increased EV usage.\nIt has been estimated that the worldwide use of EV's reached around 700,000 in 2015 with 275,000 EV's in the United States. Commercial models include the Nissan LEAF and Chevrolet Volt. An important goal of EV programs is a reduction of air pollution caused by fossil fuel transportation means. EV offers several advantages, including lower CO2 emissions, low petroleum usage and lower operating noise.\nThe price paid for these advantages is decreased automotive operating range. It has been reported that pure electric vehicles powered only by battery have a range of up to about 100 miles. Plug-in hybrid electric vehicles have a battery range of about 10 miles, but revert to a standard internal combustion engine when that range is reached. Extended range electric vehicles have a battery range of about 50 miles and include internal combustion engine driven generator to increase to increase that range. See, e.g., T. Denton, “Electric and Hybrid Vehicles,” Routledge, 2016.\nThis limited driving range is a particular concern sometimes referred to as “range anxiety.” Drivers are concerned that they may not have enough stored energy to reach their destination or even to carry out every day routine driving to and from multiple locations.\nLithium-ion technology is currently the preferred battery technology for EV's. Lithium-ion batteries have been the battery of choice for many consumer electronic products, including mobile cell phones, laptop computers and tablets. The automotive application is particularly challenging requiring system control technology that ensures safe operation and mechanical design to ensure proper operation in the hostile automotive environment. Thermal design considerations are important to keep operation within specified temperature ranges. See, id., and, e.g., T Horiba, “Lithium-Ion Battery Systems,” Proceeding of the IEEE, June 2014, pp. 939-950.\nClearly, extending the range of EV's requires systems and methods for recharging or replacing of the vehicle batteries. Multiple considerations are involved and various alternatives exist for such charging. Most EV's are charged at home. Businesses may also offer charging stations for employees and/or visitors. Public charging stations along road ways are also being considered and in some cases implemented. AC charging is the standard charging method. Chargers may be based on single phase AC (alternating current), three phase AC or higher power DC (direct current) technology. Charging time for a 100-km range for lower power single phase AC systems has been reported at 6-8 hours. More powerful three phase AC systems may provide comparable charging in 20-30 minutes. High power DC systems may provide such charging in as little as 10 minutes. Multiple charging cable configurations have been standardized by the IEC (International Electrotechnical Commission). See, e.g., T. Denton, “Electric and Hybrid Vehicles,” Routledge, 2016, pp. 107-110.\nAnother potential technology for EV battery charging is Wireless Power Transfer (WPT). Possible implementations include stationary WPT where the vehicle is parked and dynamic WPT for use along roadways when the vehicle is in motion. WPT relies upon magnetic induction and requires no cabling between the vehicle and the WPT charging mechanism. Charging is accomplished from a fixed or roadside primary coil to a secondary coil of a stationary or moving vehicle. See Id. pp. 116-122; see also, N. Shinohara, “Wireless Power Transfer via Radio Waves,” John Wiley and Sons, 2014; see also V. Prasanth, et. al. “Green Energy based Inductive Self-Healing Highways of the Future,” IEEE Transportation Electrification Conference and Expo (ITEC), 2016.\nAn important new development in automotive vehicle transportation is that of autonomous or driverless cars. Such driverless or self-driving cars are capable of sensing their environment and navigating with limited and sometimes no human driver control. Driverless cars make use of various technologies for sensing roadways, obstacles, traffic control signals, signage and other vehicles that may share a roadway being traveled. While such driverless vehicles are just now being introduced, predictions are that this mode of transportation will grow in the near future. EV driverless vehicles may require special considerations when choosing routes of travel to avoid more challenging roadways or congestion that may present difficult or more challenging sensory issues for the vehicle. Appropriate routes of travel for vehicles with drivers may not be appropriate for driverless vehicles. At the same time, the systems and methods of the present invention are applicable to such driverless vehicles with appropriate databases and navigation programs that account for the safety requirements of such vehicles.\nThe critical needs for improved systems and methods for managing charging of electric vehicles has led to various technological suggestions for allocation and placement of charging stations, integration with navigation systems, the use of Wireless Power Transfer (WPT), and the use of mathematical modeling of system design and operation. In addition to the above citations, exemplary prior art systems and methods attempting to address certain aspects these needs include the following:\n\n | The present invention provides specific systems, methods and algorithms based on artificial intelligence expert system technology for determination of preferred routes of travel for electric vehicles (EVs). The systems, methods and algorithms provide such route guidance for battery-operated EVs in-route to a desired destination, but lacking sufficient battery energy to reach the destination from the current location of the EV. The systems and methods of the present invention disclose use of one or more specifically programmed computer machines with artificial intelligence expert system battery energy management and navigation route control. Such specifically programmed computer machines may be located in the EV and/or cloud-based or remote computer/data processing systems for the determination of preferred routes of travel, including intermediate stops at designated battery charging or replenishing stations. Expert system algorithms operating on combinations of expert defined parameter subsets for route selection are disclosed. Specific fuzzy logic methods are also disclosed based on defined potential route parameters with fuzzy logic determination of crisp numerical values for multiple potential routes and comparison of those crisp numerical values for selection of a particular route. Application of the present invention systems and methods to autonomous or driver-less EVs is also disclosed. | US:17/227,184 | https://patentimages.storage.googleapis.com/b9/98/45/d86ac614441264/US11422000.pdf | US:11422000 | Robert D. Pedersen | Individual | US:20040022416:A1, US:6487477, US:20060129313:A1, US:20090063680:A1, US:20080319597:A1, US:20090312903:A1, US:20100114798:A1, US:20130138542:A1, US:8170737, US:20120136574:A1, US:20110022254:A1, US:20110191220:A1, US:9103686, US:20110288765:A1, US:20110301806:A1, US:9026347, US:20120109519:A1, US:20130339072:A1, US:20120166012:A1, US:20120179359:A1, US:20120179323:A1, US:20110160992:A1, US:9112382, US:20140052373:A1, US:9346365, US:9335179, US:20120296678:A1, US:20130009765:A1, US:8880238, US:20130041850:A1, US:20130226441:A1, US:20130346902:A1, US:8965669, US:20140371969:A1, US:20140032034:A1, US:9302594, US:20140142770:A1, US:9170118, US:20140188304:A1, US:20140278104:A1, US:9333873, US:20140354228:A1, US:20140379183:A1, US:20150045985:A1, US:9156369, US:9199548, US:20150106001:A1, US:20150149221:A1, US:20150158486:A1, US:9714837, US:20150241233:A1, US:20150253144:A1, US:20150266356:A1, US:20160052413:A1, US:20160068121:A1, US:20160075247:A1, US:20160091338:A1, US:20160126732:A1, US:20160332616:A1, US:10372142, US:9610853, US:9713962, US:9739624, US:20170245127:A1, US:20170262790:A1, US:20180017399:A1, US:20180035606:A1, US:20180086264:A1, US:20180174449:A1, US:20180238698:A1, US:20190114564:A1, US:20190294173:A1, US:20200101976:A1, US:20200104966:A1 | 2022-08-23 | 2022-08-23 | 1. A method for routing a driverless or autonomous EV (Electric Vehicle) from a current location of said driverless or autonomous EV to a specified destination location of said driverless or autonomous EV utilizing a specifically programmed computer system, said method comprising:\n(a) a step of storing in an electronic memory of said specifically programmed computer system artificial intelligence software program code further comprising expert system software program code for said driverless or autonomous EV battery energy management and route guidance control, said expert system software program code defining propositional logic statement relationships between battery energy management parameters and route guidance parameters based on parameter membership in subset ranges defined by one or more experts having expertise in battery energy management, route guidance, or expert system propositional logic, and further wherein expert system technology may be used to program decision making capability based on inputs from experts with particular EV technology knowledge, battery efficiencies and range considerations knowledge, and expert knowledge of the impact of multiple factors such as roadway conditions, weather conditions, traffic conditions, accidents or other dangerous situations, or other motorists parameters that may affect decisions and selection of the best route of travel for the EV to reach appropriate battery charging or replenishment stations and the ultimate specified destination of the EV;\n(b) a step of storing in said electronic memory of said specifically programmed computer system one or more of said driverless or autonomous EV descriptive or status information, EV energy requirements, EV battery specification information, EV battery energy status or EV required charging time;\n(c) a step of storing in said electronic memory of said specifically programmed computer system said driverless or autonomous EV operational and/or history files of said EV;\n(d) a step of storing in said electronic memory of said specifically programmed computer system said current location of said driverless or autonomous EV and said specified destination location of said driverless or autonomous EV;\n(e) a step of identifying said driverless or autonomous EV using RFID (radio frequency identification);\n(f) a step of executing said artificial intelligence program code of said specifically programmed computer system with said expert system software program code comprising expert system battery energy management and route guidance control including comparing current driverless or autonomous EV battery energy to one or more battery energy management expert defined battery energy thresholds;\n(g) a step of transmitting from said driverless or autonomous EV location information and specified destination location information to a cloud or remote computer data processing system when said driverless or autonomous EV battery energy is less than a threshold selected from said one or more battery energy management expert defined battery energy thresholds;\n(h) a step of said driverless or autonomous EV receiving artificial intelligence derived route guidance information from said cloud or remote computer data processing system for one or more potential routes of travel for said driverless or autonomous EV to reach one or more battery charging or battery replacement stations and, after battery charging or replacement, to continue on to said specified destination location;\n(i) a step of artificial intelligence evaluation of said driverless or autonomous EV potential routes of travel by said specifically programmed computer system with said artificial intelligence evaluation based at least in part on route guidance and battery energy management parameter memberships in parameter subsets with expert system propositional logic parameter relationships defined by one or more experts having expertise in battery energy management, route guidance, or expert system propositional logic; and,\n(j) a step of artificial intelligence selection of a particular driverless or autonomous EV route of travel by said specifically programmed computer system based at least in part on comparisons of results from said artificial intelligence evaluations of potential EV routes of travel.\n, (a) a step of storing in an electronic memory of said specifically programmed computer system artificial intelligence software program code further comprising expert system software program code for said driverless or autonomous EV battery energy management and route guidance control, said expert system software program code defining propositional logic statement relationships between battery energy management parameters and route guidance parameters based on parameter membership in subset ranges defined by one or more experts having expertise in battery energy management, route guidance, or expert system propositional logic, and further wherein expert system technology may be used to program decision making capability based on inputs from experts with particular EV technology knowledge, battery efficiencies and range considerations knowledge, and expert knowledge of the impact of multiple factors such as roadway conditions, weather conditions, traffic conditions, accidents or other dangerous situations, or other motorists parameters that may affect decisions and selection of the best route of travel for the EV to reach appropriate battery charging or replenishment stations and the ultimate specified destination of the EV;, (b) a step of storing in said electronic memory of said specifically programmed computer system one or more of said driverless or autonomous EV descriptive or status information, EV energy requirements, EV battery specification information, EV battery energy status or EV required charging time;, (c) a step of storing in said electronic memory of said specifically programmed computer system said driverless or autonomous EV operational and/or history files of said EV;, (d) a step of storing in said electronic memory of said specifically programmed computer system said current location of said driverless or autonomous EV and said specified destination location of said driverless or autonomous EV;, (e) a step of identifying said driverless or autonomous EV using RFID (radio frequency identification);, (f) a step of executing said artificial intelligence program code of said specifically programmed computer system with said expert system software program code comprising expert system battery energy management and route guidance control including comparing current driverless or autonomous EV battery energy to one or more battery energy management expert defined battery energy thresholds;, (g) a step of transmitting from said driverless or autonomous EV location information and specified destination location information to a cloud or remote computer data processing system when said driverless or autonomous EV battery energy is less than a threshold selected from said one or more battery energy management expert defined battery energy thresholds;, (h) a step of said driverless or autonomous EV receiving artificial intelligence derived route guidance information from said cloud or remote computer data processing system for one or more potential routes of travel for said driverless or autonomous EV to reach one or more battery charging or battery replacement stations and, after battery charging or replacement, to continue on to said specified destination location;, (i) a step of artificial intelligence evaluation of said driverless or autonomous EV potential routes of travel by said specifically programmed computer system with said artificial intelligence evaluation based at least in part on route guidance and battery energy management parameter memberships in parameter subsets with expert system propositional logic parameter relationships defined by one or more experts having expertise in battery energy management, route guidance, or expert system propositional logic; and,, (j) a step of artificial intelligence selection of a particular driverless or autonomous EV route of travel by said specifically programmed computer system based at least in part on comparisons of results from said artificial intelligence evaluations of potential EV routes of travel., 2. The method of claim 1, further comprising a step of said driverless or autonomous EV accessing battery replacement station database information including replacement battery availability, battery types and battery interchangeability information., 3. The method of claim 1, wherein said battery comprises lithium-Ion technology., 4. The method of claim 1, further comprising a step of charging said driverless or autonomous EV battery with a single phase AC charger, a three phase AC charger, or a DC charger., 5. The method of claim 1, further comprising a step of charging the battery of said driverless or autonomous EV using Wireless Power Transfer (WPT) technology, wherein said WPT operates when said EV is stationary or parked, or wherein WPT is used along roadways when said driverless or autonomous EV is in motion., 6. The method of claim 5, wherein said WPT relies upon magnetic induction and requires no cabling between the EV and the WPT charging mechanism with charging accomplished from a fixed or roadside primary coil or embedded roadway primary induction source to a secondary WPT induction receiver or secondary coil of a stationary or moving driverless or autonomous EV., 7. The method of claim 1, wherein the step of said driverless or autonomous EV receiving artificial intelligence derived route guidance information from said cloud or remote computer data processing system for one or more potential routes of travel further comprises route guidance information specifically chosen for said driverless or autonomous EV based on the safety requirements of said EV thereby avoiding more challenging roadways or congestion that present difficult or more challenging sensory issues for said EV., 8. The method of claim 1, further comprising a step of navigating said driverless or autonomous EV with limited or no human driver control and further comprising sensing with cameras, radar, or lidar roadway features, obstacles, traffic control signals, signage, or other vehicles that may share a roadway being traveled by said EV., 9. The method of claim 1, further comprising a step of said driverless or autonomous EV using database information and navigation programs including navigation route information for roadways or routes especially recommended for driverless or autonomous EVs to assist in operation of said driverless or autonomous EVs comprising roadway markings, signs, electronic signals, night lighting features or similar such marking or control capabilities., 10. The method of claim 1, further comprising a step of selection of alternate routes for said driverless or autonomous EV in need of battery replacement or replenishment based on evaluation of road outages, road repairs or other dangerous roadway situations., 11. The method of claim 1, further comprising a step of evaluating driverless or autonomous EV route guidance information comprising actual or probable requests for route guidance including battery charging or replacement station usage from other EVs traveling within a defined radius or distance from said EV position., 12. The method of claim 1, further comprising a step of communicating said driverless or autonomous EV identity from an EV RFID (radio frequency identification) tag device to an RFID tag reader located external to said EV and further wherein the driverless or autonomous EV RFID tag device is powered by externally generated electromagnetic energy waves emitted from a source located external to said EV., 13. The method of claim 12, further comprising a step of transmitting information from said RFID tag device including said EV battery charge level or EV status information., 14. The method of claim 1, further comprising a step of tracking coordinate locations and movements of said driverless or autonomous EV using a GPS (Global Positioning System) receiver based on signals received by said driverless or autonomous EV from multiple geostationary GPS satellites to derive multiple distances from said multiple geostationary GPS satellites to said driverless or autonomous EV for use in calculations of said driverless or autonomous EV coordinate locations., 15. The method of claim 14, further comprising a step of using route maps and said driverless or autonomous EV location information to verify that the EV is traveling on established highways or roadway routes and further to provide markings of EV coordinate location as a function of time along those highways or routes., 16. The method of claim 1, further comprising a step of deriving said driverless or autonomous EV location information based on measuring distance of said EV from multiple cellular telephone towers or other known fixed locations using signals transmitted from said multiple cellular telephone towers or other known fixed locations and received by said EV with EV location calculations made using said received signals., 17. The method of claim 1, wherein the step of artificial intelligence evaluation of said driverless or autonomous EV potential routes of travel comprises travel time route guidance parameters including queuing or waiting time at battery charging or replacement stations., 18. A method for routing a driverless or autonomous EV (Electric Vehicle) from a current location of said driverless or autonomous EV to a specified destination location of said driverless or autonomous EV utilizing a specifically programmed computer system, said method comprising:\n(a) a step of storing in an electronic memory of said specifically programmed computer system artificial intelligence software program code further comprising fuzzy logic expert system software program code for said driverless or autonomous EV battery energy management and route guidance control, said fuzzy logic expert system software program code defining fuzzy logic propositional logic statement relationships between battery energy management parameters and route guidance parameters based on parameter membership in overlapping subset ranges defined by one or more experts having expertise in battery energy management, route guidance, or fuzzy logic expert system propositional logic;\n(b) a step of storing in said electronic memory of said specifically programmed computer system one or more of said driverless or autonomous EV descriptive or status information, EV energy requirements, EV battery specification information, EV battery energy status, or EV required charging time;\n(c) a step of storing in said electronic memory of said specifically programmed computer system said driverless or autonomous EV operational or history files of said EV;\n(d) a step of storing in said electronic memory of said specifically programmed computer system a current location of said driverless or autonomous EV and a specified destination location of said driverless or autonomous EV;\n(e) a step of identifying said driverless or autonomous EV using RFID (radio frequency identification);\n(f) a step of executing said artificial intelligence program code of said specifically programmed computer system with said fuzzy logic expert system software program code comprising fuzzy logic expert system battery energy management and route guidance control including comparing current driverless or autonomous EV battery energy to one or more selected battery energy management expert defined battery energy thresholds;\n(g) a step of transmitting from said driverless or autonomous EV location information and destination location information to a cloud or remote computer data processing system when said driverless or autonomous EV battery energy is less than said one or more selected battery energy management expert defined battery energy thresholds;\n(h) a step of said driverless or autonomous EV receiving artificial intelligence derived route guidance information from said cloud or remote computer data processing system for one or more potential routes of travel for said driverless or autonomous EV to reach one or more battery charging or battery replacement stations and, after battery charging or replacement, to continue on to said destination location;\n(i) a step of artificial intelligence evaluation of said driverless or autonomous EV potential routes of travel by said specifically programmed computer system with said artificial intelligence evaluation based at least in part on route guidance and battery energy management parameter memberships in overlapping fuzzy logic parameter subsets with fuzzy logic expert system propositional logic parameter relationships defined by one or more experts having expertise in battery energy management, route guidance, or fuzzy logic expert system propositional logic; and,\n(j) a step of artificial intelligence selection of a particular driverless or autonomous EV route of travel by said specifically programmed computer system based at least in part on fuzzy logic comparisons of results from said artificial intelligence evaluations of potential EV routes of travel.\n, (a) a step of storing in an electronic memory of said specifically programmed computer system artificial intelligence software program code further comprising fuzzy logic expert system software program code for said driverless or autonomous EV battery energy management and route guidance control, said fuzzy logic expert system software program code defining fuzzy logic propositional logic statement relationships between battery energy management parameters and route guidance parameters based on parameter membership in overlapping subset ranges defined by one or more experts having expertise in battery energy management, route guidance, or fuzzy logic expert system propositional logic;, (b) a step of storing in said electronic memory of said specifically programmed computer system one or more of said driverless or autonomous EV descriptive or status information, EV energy requirements, EV battery specification information, EV battery energy status, or EV required charging time;, (c) a step of storing in said electronic memory of said specifically programmed computer system said driverless or autonomous EV operational or history files of said EV;, (d) a step of storing in said electronic memory of said specifically programmed computer system a current location of said driverless or autonomous EV and a specified destination location of said driverless or autonomous EV;, (e) a step of identifying said driverless or autonomous EV using RFID (radio frequency identification);, (f) a step of executing said artificial intelligence program code of said specifically programmed computer system with said fuzzy logic expert system software program code comprising fuzzy logic expert system battery energy management and route guidance control including comparing current driverless or autonomous EV battery energy to one or more selected battery energy management expert defined battery energy thresholds;, (g) a step of transmitting from said driverless or autonomous EV location information and destination location information to a cloud or remote computer data processing system when said driverless or autonomous EV battery energy is less than said one or more selected battery energy management expert defined battery energy thresholds;, (h) a step of said driverless or autonomous EV receiving artificial intelligence derived route guidance information from said cloud or remote computer data processing system for one or more potential routes of travel for said driverless or autonomous EV to reach one or more battery charging or battery replacement stations and, after battery charging or replacement, to continue on to said destination location;, (i) a step of artificial intelligence evaluation of said driverless or autonomous EV potential routes of travel by said specifically programmed computer system with said artificial intelligence evaluation based at least in part on route guidance and battery energy management parameter memberships in overlapping fuzzy logic parameter subsets with fuzzy logic expert system propositional logic parameter relationships defined by one or more experts having expertise in battery energy management, route guidance, or fuzzy logic expert system propositional logic; and,, (j) a step of artificial intelligence selection of a particular driverless or autonomous EV route of travel by said specifically programmed computer system based at least in part on fuzzy logic comparisons of results from said artificial intelligence evaluations of potential EV routes of travel., 19. The method of claim 18 wherein said route evaluation criteria includes relative predictions of considered route travel parameters including energy required by said driverless or autonomous EV to travel to said destination and travel time of said driverless or autonomous EV to said destination based on defined fuzzy sets with possible overlapping parameter ranges and further wherein said fuzzy logic expert system decisions are based on calculation of a degree of membership in defined fuzzy sets for particular considered route evaluation parameters., 20. The method of claim 19 further comprising a step of defuzzifying multiple fuzzy logic degree of membership results to derive crisp numerical route selection indices values for particular routes considered and further comprising selecting a particular recommended route of travel from among multiple such potential routes by comparing said derived crisp numerical route selection indices values for considered routes. | US | United States | Active | G | True |
| 129 | Vehicle bi-directional power inverter system and method \n | US10569658B2 | This application is a continuation of U.S. patent application Ser. No. 15/370,644, filed on Dec. 6, 2016, which is currently under allowance, which is a continuation of U.S. patent application Ser. No. 12/712,493, filed on Feb. 25, 2010, which is now U.S. Pat. No. 9,545,851, Issued on Jan. 17, 2017, the disclosure of which are hereby incorporated by reference in their entirety for all purposes.\nThe present invention generally relates to a power system for a vehicle. More specifically, the present invention relates to a power system for a vehicle that includes circuitry for selectively receiving power from an electrical power grid or generating electrical power to be delivered to the power grid. The power system can also be communicatively coupled to a power plant network through the electrical grid.\nThis section is intended to introduce the reader to various aspects of art which may be related to various aspects of the present invention which are described and/or claimed below. This discussion is believed to be helpful in providing the reader with background information to facilitate a better understanding of the various aspects of the present invention. Accordingly, it should be understood that these statements are to be read in this light, and not as admissions of prior art.\nElectric vehicles have increased in popularity in recent years. Electric vehicles and plug-in hybrid electric vehicles may be useful for reducing dependency on fossil fuels and increasing fuel efficiency. Electric and plug-in electric vehicles generally receive electrical power through a power grid provided by an electric utility. Thus, a typical electric vehicle may include an AC to DC inverter for receiving AC power from the grid to charge the vehicle battery.\nAn exemplary embodiment of the present invention provides a bi-directional inverter of a vehicle. The bi-directional inverter may include an alternating current (AC) to direct current (DC) inverter configured to receive AC power from a power grid and generate DC power on a DC bus operatively coupled to a vehicle battery. The bi-directional inverter may also include a DC to AC inverter configured to receive DC power from the DC bus and generate AC power delivered to the power grid. The bi-directional inverter may also include an energy management system operatively coupled to the AC to DC inverter and the DC to AC inverter and configured to selectively operate the bi-directional inverter in a charging mode or a generation mode. Additionally, the bi-directional inverter may include a power line communications (PLC) coupler configured to transfer electronic data between the energy management system and a power plant network through the power grid.\nIn some embodiments, the bi-directional inverter may include a second PLC coupler communicatively coupled to a vehicle network, the vehicle network configured to receive electronic communications from the power plant network through the power grid. In such embodiments, a user interface operatively coupled to the vehicle network and configured to enable a user to interface with the energy management system interfacing with the energy management system may include generating a charge/generation schedule based, at least in part, on an electricity rate provided by the power plant network through the power grid and storing the charge/generation schedule to the energy management system. Furthermore, in some embodiments, the electronic communications between the power plant network, the vehicle network, and the energy management system are conducted through a TCP/IP-based communications protocol.\nIn some exemplary embodiments, the energy management system is configured to automatically generate a charge/generation schedule based, at least in part, on electricity rates received from the power plant network through the power grid. In some exemplary embodiments, an input of the AC to DC inverter is operatively coupled to a vehicle AC generator electrically that is coupled in series between the power grid and the AC to DC inverter and configured to power the DC bus through the AC to DC inverter. In some exemplary embodiments, the DC to AC inverter comprises a DC switching circuit configured to generate a sinusoidal output waveform.\nAnother exemplary embodiment of the present invention provides a vehicle that includes a battery configured to provide power to a vehicle propulsion system. The vehicle also includes an AC to DC inverter configured to receive AC power from a power grid and generate DC power on a DC bus. The vehicle also includes a DC to AC inverter configured to receive DC power from the DC bus and generate AC power delivered to the power grid. The vehicle also includes an energy management system operatively coupled to the AC to DC inverter and the DC to AC inverter and configured to selectively operate the bi-directional inverter in a charging mode or a generation mode. Furthermore, the energy management system is configured to communicate with a power plant network through the power grid.\nIn some exemplary embodiments, the vehicle may also include a vehicle network communicatively coupled to the power grid for communicating with the power plant network and the energy management system. In such embodiments, a first PLC coupler may be configured to transfer electronic data between the energy management system and the power grid and a second PLC coupler may be configured to transfer electronic data between the vehicle network and the power grid. Furthermore, the electronic communications between the power plant network, the vehicle network, and the energy management system may be conducted through a TCP/IP-based communications protocol.\nIn some exemplary embodiments, the vehicle may include a user interface communicatively coupled to the vehicle network, wherein the user interface may be used to initiate the charging mode and the generation mode through the energy management system. In some exemplary embodiments, the user interface may be configured to display information received from the power plant network, the information including an electricity rate schedule. In some exemplary embodiments, a global positioning system (GPS) navigation system is communicatively coupled to the vehicle network and configured to send travel data to the energy management system, wherein the energy management system is configured to automatically determine a charge/generation schedule, based, at least in part, on the travel data.\nAnother exemplary embodiment of the present invention provides a method of managing power usage in a vehicle. The method may include receiving electronic data from a power plant network through a power grid and switching a power system of the vehicle to a generation mode or charging mode based, at least in part, on the electronic communications received from the power plant network through the power grid. The generation mode causes the vehicle to draw DC electrical power from a vehicle battery and generate an AC output power delivered to the power grid. The charging mode causes the vehicle to draw AC electrical power from the power grid and generate DC electrical power for charging the vehicle battery. In such exemplary embodiments, the receiving the electronic data may include receiving an electricity rate from the power plant network or receiving an instruction from the power plant network instructing the power system of the vehicle to initiate or terminate a charge mode or generation mode depending, at least in part, on a combined electrical demand on the power grid.\nIn some exemplary embodiments, the method may include determining a charge/generation schedule based, at least in part, on an electricity rate schedule provided by the power plant network through the power grid. In some exemplary embodiments, the method may include switching a power system of the vehicle to a generation mode or charging mode based, at least in part, on input provided by a user through a user interface communicatively coupled to the power grid.\nThe above-mentioned and other features and advantages of the present invention, and the manner of attaining them, will become apparent and be better understood by reference to the following description of one embodiment of the invention in conjunction with the accompanying drawings, wherein:\n FIG. 1 is a block diagram of a vehicle power system 100 with a bi-directional inverter 102, in accordance with an exemplary embodiment of the present invention; and\n FIG. 2 is a process flow chart illustrating a method 200 for operating a power system of a vehicle, in accordance with an exemplary embodiment.\nCorresponding reference characters indicate corresponding parts throughout the several views. The exemplifications set out herein illustrate a preferred embodiment of the invention, in one form, and such exemplifications are not to be construed as limiting in any manner the scope of the invention.\nOne or more specific embodiments of the present invention will be described below. In an effort to provide a concise description of these embodiments, not all features of an actual implementation are described in the specification. It should be appreciated that in the development of any such actual implementation, as in any engineering or design project, numerous implementation-specific decisions may be made to achieve the developers' specific goals, such as compliance with system-related and business-related constraints, which may vary from one implementation to another. Moreover, it should be appreciated that such a development effort might be complex and time consuming, but would nevertheless be a routine undertaking of design, fabrication, and manufacture for those of ordinary skill having the benefit of this disclosure.\nExemplary embodiments of the present invention relate to a power system for an electric vehicle, for example, a plug-in hybrid electric vehicle, and the like. The power system may include a bi-direction inverter that is capable of operating in a charging mode and a generation mode. During the charging mode the bi-direction inverter provides AC to DC conversion for charging a vehicle battery(s) from an electrical grid. During generation mode the bi-direction inverter provides DC to AC conversion for generating power that is delivered back to the electrical grid. The power system may also include control circuitry for selectively switching the power system between the charging mode and a generation mode. Additionally, the power system may communicate with a communications network of an electricity provider to receive a variety of information, such as electricity rates. Information received from the communications network may be used by the control circuitry to determine whether to operate the power system in the charging mode or generation mode. Furthermore, the power system may include PLC circuitry that enables the power system to communicate with the communications network through an electrical power grid such as Smart Grid. As used herein, the term “Smart Grid” is used to refer to an electrical grid that enables an electric utility to manage power usage of devices coupled to the electrical grid by communicating with the devices through the electrical grid.\n FIG. 1 is a block diagram of a vehicle power system 100 with a bi-directional inverter 102, in accordance with an exemplary embodiment. The bi-directional inverter 102 may be coupled to a power grid 104. Accordingly, the bi-directional inverter 102 may include an electrical connector that enables the user of the vehicle to couple the power system 100 to the power grid 104 when the vehicle is stationary. The power grid 104 may be any suitable electrical distribution network provided, for example, by an electric power utility or other electrical generation and distribution facility. In some embodiments, the electrical grid may be a Smart Grid that provides electrical power as well as electronic communications.\nThe bi-directional inverter 102 may be coupled to a vehicle battery 106 that is used to store energy used by a vehicle propulsion system such as an electric motor. The vehicle battery 106 may be any suitable vehicle battery, for example, a 420 Volt lithium fluoride battery. Furthermore, the vehicle battery 106 may include a plurality of batteries. The bi-directional inverter 102 may also be coupled to a vehicle AC generator 108, such as an alternator, which may generate single-phase AC power used to charge the battery 106, for example, when the vehicle is mobile. Additionally, when the vehicle in coupled to the power grid 104 and operating in generation mode, the vehicle AC generator 108 may be used to provide the electrical power that is delivered to the power grid 104.\nThe bi-directional inverter 102 may include an AC to DC inverter 110, for converting AC power received from the power grid 104 or the vehicle AC generator 108 into DC electrical power that is delivered to a DC bus 112. The AC to DC inverter 110 may include any suitable circuitry for converting AC power into DC power, for example, a step-up transformer, a rectifier, and the like. In some embodiments, the AC to DC inverter 110 may include a switched-mode power supply, a silicon-controlled rectifier (SCR) for a crowbar protection circuit, a bridge rectifier, and the like. In a switched-mode configuration, the AC to DC inverter 110 may include solid-state switches such as metal-oxide semiconductor field-effect transistors (MOSFETs) for a DC boost circuit. The AC to DC inverter 110 may also include circuitry for reducing noise on the DC bus 112, for example, capacitors, inductors, and the like. The input of the AC to DC inverter 110 may be coupled to the power grid 104 through a single-phase 110 Volt electrical connection, as shown in FIG. 1, which is generally available in most vehicle garages. However, various other electrical configurations may also be used to couple the AC to DC inverter 110 to the power grid 104. Additionally, an input of the AC to DC inverter 110 may also be coupled to the output of the vehicle AC generator 108 in a single-phase configuration, as shown in FIG. 1. The output of the AC to DC inverter 110 may be coupled to the DC bus 112, which is also coupled to the battery 106. During charge mode, the AC to DC inverter 110 receives AC power from the power grid 104 and provides DC power to the DC bus 112 for charging the vehicle battery 106.\nThe bi-directional inverter 102 may also include a DC to AC inverter 114 for generating AC power that may be delivered to the power grid 104. The DC to AC inverter 114 may include any suitable AC inverter for converting the DC power provided by the DC bus 112 into AC power that may be delivered to the electrical grid 104. For example, the DC to AC inverter 114 may include an SCR inverter, a insulated gate bipolar transistor (IGBT) inverter, a silicon-carbide Field Effect Transistor (SiC FET) inverter, a gallium nitride Metal Semiconductor Field Effect Transistors (GaN MESFET) inverter, as well as other rectifiers that utilize high-power semiconductor switching devices. In some embodiments, the DC to AC inverter 114 may be pulse width modulated. In such embodiments, the DC to AC inverter 114 may generate a sinusoidal output waveform that may reduce electromagnetic interference in the bi-directional inverter 102 as compared to a square wave output. In this way, a signal-to-noise ratio of the electronic data transmitted over the power grid 104 or within the bi-directional inverter 102 may be reduced. The input of the DC to AC inverter 114 may be coupled to the output of the AC to DC inverter 110 through the DC bus 112. The output of the DC to AC inverter 114 may be optionally coupled to the power grid 104. During generation mode, the DC to AC inverter 114 may receive DC power from the DC bus 112 and deliver AC power to the power grid 104. For example, the DC to AC generator may provide 2 to 10 Kilowatt, 110 Volt AC power to the power grid 104. Furthermore, during generation mode, the DC bus 112 may be powered by the battery 106 or the vehicle AC generator 108.\nA number of PLC coupler 116 in the bi-directional inverter 102 may serve as a data interface between the power grid 104 and various electronic devices included in the bi-directional inverter 102. The PLC coupler 116 may provide high-speed data transmission over the power grid 104, for example, 200 to 400 megabit per second. In some exemplary embodiments, the PLC coupler 116 may comprise an HD-PLC coupler available from Panasonic Corporation. Communication between the power grid 104 and the devices in the bi-directional inverter 102 may be based on any of a large number of network technologies. The specific network technology chosen for a given application may vary based on design considerations for the specific application. By way of example, a TCP/IP communications protocol may be used. In some embodiments, a fixed Internet protocol (IP) address may be assigned to the vehicle. In this way, a user's vehicle may be easily identified through the power grid 104.\nAn energy management system 118 may be included in the bi-directional inverter 102 for controlling its operating mode. The energy management system 118 may include a processor, a tangible machine-readable memory, and other circuitry used to selectively switch the bi-directional inverter 102 to the charge mode or generation mode. Accordingly, the energy management system 118 may send control signals to the AC to DC inverter 110 and the DC to AC inverter 114. For example, the energy management system 118 may send switch control signals to the DC to AC inverter 114 to generate the AC power delivered to the power grid 104. Additionally, the energy management system 118 may send switch control signals to the AC to DC inverter 110 to generating the DC voltage output to the DC bus 112.\nThe energy management system 118 may be communicatively coupled to the power grid 104 through a PLC coupler 116. In some embodiments, a router 120 may pass data between the energy management system 118 and the PLC coupler 116. The router 120 may be an Ethernet router for transmitting TCP/IP packet information to and from the power grid 104 through the PLC coupler 116. The energy management system 118 may be communicatively coupled through the power grid 104 to a power plant network 122, which serves as a communications center of the power plant. The power plant network 122 may be communicatively coupled to the power grid 104 through another PLC coupler 116 and router 120 combination, as shown in FIG. 1.\nThrough the power grid 104, the energy management system 118 may receive data from the power plant network 122. For example, the energy management system 118 may receive data that relates to electrical rates, electricity availability, and the like. The energy management system 118 may use data received from the power plant network 122 to determine the operating mode of the bi-directional inverter 102. For example, the energy management system 118 may initiate the charge mode during off-peak electricity usage periods, during which the overall demand on the power grid 104 may be lower and the electricity rates may be reduced. The energy management system 118 may initiate generation mode during electrical shortages or during peak electricity usage periods, during which the demand on the power grid 104 may be higher and the electricity rates increased; thus, increasing the amount of money credited back to the customer.\nIn some exemplary embodiments, the energy management system 118 may also receive operational commands from the power plant network 122. For example, during electricity shortages the power plant network 122 may send commands to the energy management system 118 instructing the energy management system 118 to terminate the charge mode, activate the generation mode, or vice versa.\nIn some exemplary embodiments, the energy management system 118 may generate a log of various energy usage characteristics of the bi-directional inverter 102. For example, the log may include information such as battery charge history, energy usage history of the vehicle, and the like. The energy management system 118 log may also include details of prior charge/generation periods, such as the amount of power received from or delivered to the power grid 104, the electricity rates incurred from or charged to the electrical utility, and the like. Information in the log may be viewed by the vehicle user, as described below.\nIn some exemplary embodiments, the bi-directional inverter 102 may be coupled to a vehicle network 124. In some embodiments, the vehicle network 124 may include a PLC bus that uses a TCP/IP based communications protocol and provides both data communications and DC power to the devices coupled to the vehicle network 124. The vehicle network 124 may be coupled to the to the power grid 104 through a PLC coupler 116 and network interface controller (NIC) 126, as shown in FIG. 1. In some embodiments, the NIC 126 may be an Ethernet-over-power (EOP) adapter that provides data communications over the PLC bus.\nThe vehicle network 124 may provide connectivity between a variety of devices in the vehicle. For example, the vehicle network 124 may provide electronic communications between various media devices, such as a DVD player, a vehicle audio system, rear view camera, vehicle instrument cluster, global positioning system (GPS) navigation system, a wireless network, and the like. Additionally, the vehicle network 124 may also enable devices coupled to the vehicle network 124 to communicate with the energy management system 118 and the power plant network 122.\nIn some exemplary embodiments, the vehicle network 124 may be coupled to a user interface 128 that enables the vehicle user to manage the energy usage of the vehicle. In some exemplary embodiments, the user interface 128 may be provided in a vehicle infotainment interface. As used herein, the term “infotainment interface” refers to an in-vehicle information and entertainment system that combines a fixed user interface with information and entertainment sources located in the vehicle, such as a vehicle audio system, DVD player, GPS navigation system, and the like. In some embodiments, the user interface 128 may receive data from the power plant network 122 through the power grid 104. For example, the user interface 128 may receive data about current or future expected electricity rates, rate schedules, and the like. The user interface 128 may also receive information regarding the user's account with the electrical utility. For example, the user interface 128 may receive information such as an account statement, an amount due for electricity used or owed for electricity provided, and the like. The connection to the power plant network 122 may also enable the user to manage the account, for example, paying an outstanding balance, changing a rate plan, and the like.\nIn some exemplary embodiments, the user interface 128 may also be used to communicate with the energy management system 118 through the PLC coupler 116 coupled to the power grid 104. In some embodiments, the energy management system 118 may provide energy management data to the user interface 128. For example, the energy management system 118 may send data to the user interface 128 regarding the current operating mode of the bi-directional inverter 102, current battery charge and the like. Additionally, the energy management data may include information stored to the log generated by the energy management system 118 as discussed above. In this way, the user may be able to view data related to the energy usage of the vehicle, for example, time and duration of previous charge/generation periods, the electricity rate applied during previous charge/generation periods, and the like.\nThe user interface 128 may also be used to manage a charge/generation schedule that may, at least in part, control when the energy management system 118 initiates or terminates the charge and generation modes. In such embodiments, the user may view a rate schedule provided by the power plant network 122, the rate schedule indicating the electricity rates charges for different days or different times of day. Based on this information and future expected energy needs, the user may manually create or alter the charge/generation schedule through the user interface 128. The charge/generation schedule may be stored to the energy management system 118. In some embodiments, the energy management system 118 may be generated automatically by the energy management system 118, based on the information provided by the power plant network 122. In such embodiments, the energy management system 118 may be configured to provide the optimize power usage, based on the electricity rates indicated by the power plant network 122. For example, the energy management system 118 may be configured to initiate the charging mode when rates are low and initiate the generation mode when rates are high.\nIn some exemplary embodiments, the energy management system 118 may also receive travel data from the instrument cluster or the GPS navigation system coupled to the vehicle network 124. For example, the travel data may include a recorded driving history, for example, information regarding prior trips such as distance, driving time, electricity usage, average speed, vehicle usage periods, and the like. The travel data may also include future trips, which may be received from a trip-planning feature of the GPS navigation system. The driving history and future trips may be used by the energy management system 118 to estimate future energy needs and automatically determine a charge/generation schedule that optimizes energy usage. For example, if the driving history or future trips suggest that the vehicle is likely to use a large amount of electricity, the energy management system 118 may compute a charge/generation schedule that provides a full battery charge when the vehicle will likely to be used. If the driving history or future trips suggest minimal vehicle usage such as short trips to and from work, the energy management system 118 may compute a charge/generation schedule that sells excess stored battery charge back to the power grid 104, for example, during peak electricity usage periods. The charge/generation schedule automatically generated by the energy management system 118 may also be manually altered by the user through the user interface 128.\n FIG. 2 is a process flow chart illustrating a method 200 for operating a power system of a vehicle, in accordance with an exemplary embodiment. The method may begin at block 202, wherein the bi-directional inverter 102 receives electronic data from the power plant network 122 through the power grid 104. For example, as discussed above, the bi-directional inverter 102 may receive information about electricity rates, such as the current electricity rate, an electricity rate schedule, and the like. In some embodiments, the bi-directional inverter 102 may receive instructions from the power plant network 122 that instruct the bi-directional inverter 102 to initiate or terminate the charge mode or generation mode. For example, the power plant may instruct the bi-directional inverter 102 to terminate charge mode or initiate generation mode if the combined demand on the power grid 104 exceeds the electrical generation capability of the power plant.\nThe process flow may then advance to block 204, wherein the bi-directional inverter 102 may be switched to a generation mode or charging mode based, at least in part, on the electronic communications received from the power plant network 122 through the power grid 104. For example, the bi-directional inverter 102 may switch to a generation mode or charging mode in response to a command from the power plant network 122 to switch to the corresponding mode. In embodiments wherein the data received from the power plant network 122 is a current electricity rate, the bi-directional inverter 102 may switch to a generation mode or charging mode based on the electricity rate. For example, if the current electricity rate rises above a specified threshold, the bi-directional inverter 102 may switch to a generation mode. Conversely, if the current electricity rate falls below a specified threshold, the bi-directional inverter 102 may switch to a charging mode. The specified thresholds may be specified by the user and programmed into energy management system 118. Furthermore, in embodiments wherein the data received from the power plant network 122 includes future electricity rates, the future electricity rates may be used to generate a charge/generation schedule, as discussed above in relation to FIG. 1. The energy management system 118 may then switch the bi-directional inverter to the charge mode or the generation mode in accordance with the charge/generation schedule.\nWhile the invention may be susceptible to various modifications and alternative forms, specific embodiments have been shown by way of example in the drawings and have been described in detail herein. However, it should be understood that the invention is not intended to be limited to the particular forms disclosed. Rather, the invention is to cover all modifications, equivalents and alternatives falling within the spirit and scope of the invention as defined by the following appended claims.\n | An exemplary embodiment of the present invention provides a bi-directional inverter of a vehicle. The bi-directional inverter may include an alternating current (AC) to direct current (DC) inverter configured to receive AC power from a power grid and generate DC power on a DC bus operatively coupled to a vehicle battery. The bi-directional inverter may also include a DC to AC inverter configured to receive DC power from the DC bus and generate AC power delivered to the power grid. The bi-directional inverter may also include an energy management system operatively coupled to the AC to DC inverter and the DC to AC inverter and configured to selectively operate the bi-directional inverter in a charging mode or a generation mode. Additionally, the bi-directional inverter may include a power line communications (PLC) coupler configured to transfer electronic data between the energy management system and a power plant network through the power grid. | US:15/897,447 | https://patentimages.storage.googleapis.com/38/81/52/00ed27c101470b/US10569658.pdf | US:10569658 | Jesus Manotas, JR. | Panasonic Automotive Systems Company of America | US:9545851, US:9925881 | 2020-02-25 | 2020-02-25 | 1. A vehicle, comprising:\na vehicle power system including:\nan alternating current (AC) to direct current (DC) inverter configured to receive AC power from a power grid and generate DC power on a DC bus operatively coupled to a vehicle battery;\na DC to AC inverter configured to receive DC power from the DC bus and generate AC power delivered to the power grid; and\nan energy management system operatively coupled to the AC to DC inverter and the DC to AC inverter and configured to selectively operate the vehicle power system in a charging mode or a generation mode;\n\nwherein the energy management system is configured to automatically generate a charge/generation schedule based, at least in part, on electronic data received from a power plant network through the power grid.\n, a vehicle power system including:\nan alternating current (AC) to direct current (DC) inverter configured to receive AC power from a power grid and generate DC power on a DC bus operatively coupled to a vehicle battery;\na DC to AC inverter configured to receive DC power from the DC bus and generate AC power delivered to the power grid; and\nan energy management system operatively coupled to the AC to DC inverter and the DC to AC inverter and configured to selectively operate the vehicle power system in a charging mode or a generation mode;\n, an alternating current (AC) to direct current (DC) inverter configured to receive AC power from a power grid and generate DC power on a DC bus operatively coupled to a vehicle battery;, a DC to AC inverter configured to receive DC power from the DC bus and generate AC power delivered to the power grid; and, an energy management system operatively coupled to the AC to DC inverter and the DC to AC inverter and configured to selectively operate the vehicle power system in a charging mode or a generation mode;, wherein the energy management system is configured to automatically generate a charge/generation schedule based, at least in part, on electronic data received from a power plant network through the power grid., 2. The vehicle of claim 1, wherein the vehicle power system further comprises a PLC coupler communicatively coupled to a vehicle network, the vehicle network configured to receive electronic communications from the power plant network through the power grid., 3. The vehicle of claim 2, wherein the vehicle power system comprises a user interface operatively coupled to the vehicle network and configured to enable a user to interface with the energy management system., 4. The vehicle of claim 3, wherein interfacing with the energy management system comprises generating a charge/generation schedule based, at least in part, on the electronic data provided by the power plant network through the power grid and storing the charge/generation schedule to the energy management system., 5. The vehicle of claim 2, wherein the electronic communications between the power plant network, the vehicle network, and the energy management system are conducted through a TCP/IP-based communications protocol., 6. The vehicle of claim 1, wherein an input of the AC to DC inverter is operatively coupled to a vehicle AC generator electrically that is coupled in series between the power grid and the AC to DC inverter and configured to power the DC bus through the AC to DC inverter., 7. The vehicle of claim 1, wherein the DC to AC inverter comprises a switched-mode power supply configured to generate a sinusoidal output waveform., 8. The vehicle of claim 1, wherein the electronic data include rates of monetary costs of electricity., 9. A vehicle, comprising:\na vehicle power system including a bi-directional inverter, the bi-directional inverter having:\nan alternating current (AC) to direct current (DC) inverter configured to receive AC power from a power grid and generate DC power on a DC bus operatively coupled to a vehicle battery;\na DC to AC inverter configured to receive DC power from the DC bus and generate AC power delivered to the power grid; and\nan energy management system operatively coupled to the AC to DC inverter and the DC to AC inverter and configured to selectively operate the bi-directional inverter in a charging mode or a generation mode;\n\nwherein the energy management system is configured to automatically generate a charge/generation schedule based, at least in part, on electronic data received from a power plant network through the power grid.\n, a vehicle power system including a bi-directional inverter, the bi-directional inverter having:\nan alternating current (AC) to direct current (DC) inverter configured to receive AC power from a power grid and generate DC power on a DC bus operatively coupled to a vehicle battery;\na DC to AC inverter configured to receive DC power from the DC bus and generate AC power delivered to the power grid; and\nan energy management system operatively coupled to the AC to DC inverter and the DC to AC inverter and configured to selectively operate the bi-directional inverter in a charging mode or a generation mode;\n, an alternating current (AC) to direct current (DC) inverter configured to receive AC power from a power grid and generate DC power on a DC bus operatively coupled to a vehicle battery;, a DC to AC inverter configured to receive DC power from the DC bus and generate AC power delivered to the power grid; and, an energy management system operatively coupled to the AC to DC inverter and the DC to AC inverter and configured to selectively operate the bi-directional inverter in a charging mode or a generation mode;, wherein the energy management system is configured to automatically generate a charge/generation schedule based, at least in part, on electronic data received from a power plant network through the power grid., 10. The vehicle of claim 9, wherein the bi-directional inverter comprises a user interface operatively coupled to the vehicle network and configured to enable a user to interface with the energy management system., 11. The vehicle of claim 9, wherein an input of the AC to DC inverter is operatively coupled to a vehicle AC generator electrically that is coupled in series between the power grid and the AC to DC inverter and configured to power the DC bus through the AC to DC inverter., 12. The vehicle of claim 9, wherein the DC to AC inverter comprises a switched-mode power supply configured to generate a sinusoidal output waveform., 13. The vehicle of claim 9, further comprising a power line communications (PLC) coupler configured to transfer electronic information between the energy management system and the power plant network., 14. The vehicle of claim 13, wherein the electronic data include rates of costs of electricity., 15. A vehicle, comprising:\na vehicle power system including:\nan alternating current (AC) to direct current (DC) inverter configured to receive AC power from a power grid and generate DC power on a DC bus operatively coupled to a vehicle battery;\na DC to AC inverter configured to receive DC power from the DC bus and generate AC power delivered to the power grid;\nan energy management system operatively coupled to the AC to DC inverter and the DC to AC inverter and configured to selectively operate the vehicle power system in a charging mode or a generation mode; and\na power line communications (PLC) coupler configured to transfer electronic data between the energy management system and a power plant network through the power grid;\n\nwherein the energy management system is configured to automatically generate a charge/generation schedule based, at least in part, on electronic data received from the power plant network through the power grid.\n, a vehicle power system including:\nan alternating current (AC) to direct current (DC) inverter configured to receive AC power from a power grid and generate DC power on a DC bus operatively coupled to a vehicle battery;\na DC to AC inverter configured to receive DC power from the DC bus and generate AC power delivered to the power grid;\nan energy management system operatively coupled to the AC to DC inverter and the DC to AC inverter and configured to selectively operate the vehicle power system in a charging mode or a generation mode; and\na power line communications (PLC) coupler configured to transfer electronic data between the energy management system and a power plant network through the power grid;\n, an alternating current (AC) to direct current (DC) inverter configured to receive AC power from a power grid and generate DC power on a DC bus operatively coupled to a vehicle battery;, a DC to AC inverter configured to receive DC power from the DC bus and generate AC power delivered to the power grid;, an energy management system operatively coupled to the AC to DC inverter and the DC to AC inverter and configured to selectively operate the vehicle power system in a charging mode or a generation mode; and, a power line communications (PLC) coupler configured to transfer electronic data between the energy management system and a power plant network through the power grid;, wherein the energy management system is configured to automatically generate a charge/generation schedule based, at least in part, on electronic data received from the power plant network through the power grid., 16. The vehicle of claim 15, wherein the vehicle power system comprises a second PLC coupler communicatively coupled to a vehicle network, the vehicle network configured to receive electronic communications from the power plant network through the power grid., 17. The vehicle of claim 16, wherein the vehicle power system comprises a user interface operatively coupled to the vehicle network and configured to enable a user to interface with the energy management system, and wherein the interfacing with the energy management system comprises generating a charge/generation schedule based, at least in part, on the electronic communications provided by the power plant network through the power grid and storing the charge/generation schedule to the energy management system., 18. The vehicle of claim 16, wherein the electronic communications between the power plant network, the vehicle network, and the energy management system are conducted through a TCP/IP-based communications protocol., 19. The vehicle of claim 15, wherein an input of the AC to DC inverter is operatively coupled to a vehicle AC generator electrically that is coupled in series between the power grid and the AC to DC inverter and configured to power the DC bus through the AC to DC inverter., 20. The vehicle of claim 15, wherein the electronic data include monetary costs of electricity. | US | United States | Active | B60L11/1812 | True |
| 130 | Vehicle battery pack support device \n | US11548363B2 | The present invention relates to a vehicle battery pack support device.\nDevelopment of electrically driven vehicles such as an electric vehicle that uses a motor as a drive power source in place of an engine, i.e., an internal combustion engine, and a hybrid vehicle that uses both the internal combustion engine and motor, has progressed in the prior art in view of environmental impact reduction. These electrically driven vehicles each, in particular, have a drive battery mounted thereon to drive the motor, and, with the battery supplying electric power to the motor, power necessary to run the vehicle is obtained. In recent years, development of such electrically driven vehicles has also progressed in the field of commercial vehicles such as trucks. For example, PTL 1 discloses a retention structure with which a drive battery pack is retained at a ladder frame of an electric truck.\nAn electric truck such as the one mentioned above has a larger vehicle weight than a passenger car, hence, the electric truck has to have a large, high-capacity battery pack mounted thereon in order to secure a sufficient travel distance. When the battery pack has a length greater in the vehicle width direction than that of the ladder frame, the battery pack is suspended at the ladder frame by a support device connected to a surface on the outer side of the ladder frame of the vehicle in the vehicle width direction.\nHowever, in such a support device, in order to secure sufficient reliability in supporting a large battery pack, the support device has to be composed of robust components, and this may lead to an increase in weight. Moreover, the distance between side rails of the ladder frame, at which the battery pack is suspended, differs depending on vehicle class, hence, if the support device is to be designed and produced for each vehicle class, the cost of the support device may increase accordingly.\nThe present invention has been made in view of the circumstance, and an object thereof is to provide a vehicle battery pack support device that is applicable to various vehicle classes and allows weight reduction and cost reduction.\nThe vehicle battery pack support device according to the present, invention is a vehicle battery pack support device for suspending a battery pack at a side rail constituting a ladder frame of a vehicle, and includes: a frame-side bracket secured, by bolts, to an outer side face of the side rail at a plurality of bolt fastening parts arrayed in a grid arrangement; an elastic coupling part elastically coupling the battery pack and the frame-side bracket; and a spacer interposed between the outer side face of the side rail and the frame-side bracket. The spacer includes a plurality of columnar members corresponding to the plurality of bolt fastening parts, and a connecting part connecting the plurality of columnar members.\nThe vehicle battery pack support device suspends a battery pack at the ladder frame of a vehicle using the frame-side bracket, which is connected to an outer side face of the side rail, and the elastic coupling part. With the spacer, which has a width corresponding to a spacing distance between the side rail and the frame-side bracket, being interposed therebetween, no change in configuration is needed other than that in the spacer even when there are variations in distance between the side rails, depending vehicle classes.\nThe spacer is provided with a plurality of columnar members that support bolts, which are fixed to the side rail, around bolt through holes the bolts pass through, and these columnar members are formed as a unified one piece by connecting parts. Therefore, as compared to spacers individually provided to the bolts, process of fixing spacers to each of the side rails can be implemented simpler. Moreover, since the columnar members and connecting parts of the spacer ensure the connection strength with which the heavy battery pack is suspended at the ladder frame, parts other than these can be formed as hollow parts. Accordingly, the vehicle battery pack support device according to the present invention is applicable to various classes of vehicles and allows weight reduction and cost reduction.\n FIG. 1 is a schematic top plan view illustrating an entire configuration of a vehicle on which a vehicle battery pack support device according to the present invention is mounted.\n FIG. 2 is a perspective view illustrating a configuration and a form of connection of the support device that connects a side rail and the battery pack.\n FIG. 3 is a perspective view indicating the structure of a spacer in the support device.\n FIG. 4 is a schematic rear view illustrating a form of connection of the support device that connects the side rail and the battery pack.\nBelow, one embodiment of the present invention will be described in detail with reference to the drawings. It should be understood that the present invention is not limited to the contents described below, and can be embodied with suitable modifications as long as the gist thereof is not changed. Moreover, the drawings used for the explanation of the embodiment all provide diagrammatic illustrations of constituent elements with partial exaggeration, enlargement, diminution, omission and the like for the sake of better understanding, hence they may not necessarily precisely represent the scales, shapes and the like of the constituent elements.\n FIG. 1 is a schematic top plan view illustrating an entire configuration of a vehicle 1 on which a vehicle battery pack support device according to the present invention is mounted. As illustrated in FIG. 1 , the vehicle 1 according to this embodiment is an electric truck including a ladder frame 10, a cab 20, a cargo box 30, a wheel mechanism 40, a drive unit 50, a drive power supply part 60, a battery pack 70, and a plurality of support devices 80 as “vehicle battery pack support devices”. Note, FIG. 1 illustrates the vehicle 1 in top plan view as viewed from above and seen through the cab 20 and cargo box 30.\nAlthough the vehicle 1 in this embodiment is assumed to be an electric car equipped with an electric motor (motor 51 to be described later) as the drive power source, the vehicle may be a hybrid car that additionally includes an engine. Moreover, the vehicle 1 is not limited to an electric truck but may be another commercial vehicle equipped with a battery that drives the vehicle, such as an electric garbage truck.\nThe ladder frame 10 has side rails 11 and a plurality of cross members 12. The side rails 11 extend along a front to back direction X of the vehicle 1 and include a left side rail 11L and a right side rail 11R that are arranged parallel to each other side by side in the vehicle width direction Y. The plurality of cross members 12 connect the left side rail 11L and right side rail 11R. Namely, the ladder frame 10 configures a frame known as a ladder type. The ladder frame 10 supports the cab 20, cargo box 30, drive unit 50, drive power supply part 60, battery pack 70, and other heavy goods loaded on the vehicle 1.\nThe cab 20 is a structure including a driver's seat (not shown) that is provided above a front part of the ladder frame 10. The cargo box 30, on the other hand, is a structure loaded with cargo or the like transported by the vehicle 1, and provided above a rear part of the ladder frame 10.\nThe wheel mechanism 40 is composed of left and right front wheels 41 positioned in the front part of the vehicle, a front axle 42 that is the axle of the two front wheels 41, two rear wheels 43 on left and right positioned in the rear part of the vehicle, and a rear axle 44 that is the axle of the rear wheels 43. In the vehicle according to this embodiment, the drive force is transmitted such that the rear wheels 43 function as drive wheels to cause the vehicle 1 to run. The wheel mechanism 40 is suspended at the ladder frame 10 via a suspension mechanism (not shown) and supports the weight of the vehicle 1.\nThe drive unit 50 has a motor 51, a reduction gear 52, and a differential gear 53. The motor 51 generates a drive force necessary for causing the vehicle 1 to run, with an alternate alternating current supplied from the drive power supply part 60 to be described later. The reduction gear 52 includes a plurality of gears (not shown), and outputs the rotational torque input from the motor 51 to the differential gear 53 at a reduced rate. The differential gear 53 distributes the power input from the reduction gear 52 to left and right rear wheels 43. Namely, the drive unit 50 transmits the drive power to the rear axle 44 by reducing the drive torque from the motor 51 to a rotation speed suitable for the vehicle to run via the reduction gear 52 and differential gear 53. The drive unit 50 thus allows the rear wheels 43 to rotate via the rear axle 44 to enable the vehicle 1 to run.\nThe drive power supply part 60 is a device known as an inverter, which delivers power from the battery pack 70 to the motor 51 by converting a direct current to an alternating current, and controls the rotational speed of the motor 51 in accordance with the operation of the acceleration pedal of the vehicle 1.\nThe battery pack 70 is a rechargeable battery that supplies electric power to the motor 51 as an energy source for causing the vehicle 1 to run. The battery pack 70 includes a plurality of relatively large and high-capacity battery modules not shown) inside to store electric power required for the vehicle 1. Here, the battery pack 70 in this embodiment is arranged to extend over the space between the left side rail 11L and the right side rail 11R and below the side rails 11, and has an inverted T-shaped cross section in a plane vertical to the front to back direction of the vehicle X.\nThe support device 80 is a connecting member for suspending the battery pack 70 at the ladder frame 10, as will be described later in detail. In this embodiment, three each support devices 80 (total of six) are provided on both sides in the vehicle width direction Y of the ladder frame 10. Note, the number of the support devices 80 may be changed as suited in accordance with the weight and size of the battery pack 70.\n FIG. 2 is a perspective view illustrating a configuration and a form of connection of the support device 80 that connects the side rail 11 and the battery pack 70. FIG. 2 , more particularly, is a perspective view of one support device 80 connected to the left side rail 11L as viewed diagonally from front left of the vehicle 1.\nHere, the side rail 11 has a shape in which a web 11 w forming a flat surface vertical to the vehicle width direction Y is continuous with two flanges 11 f forming flat surfaces vertical to a vehicle height direction Z. The web 11 w includes bolt fastening parts 11H formed as through holes in a grid arrangement for allowing bolts 11B to be fastened to suspend various heavy goods at the vehicle 1.\nThe support device 80 includes a frame-side bracket 81, a battery-side bracket 82, an elastic coupling part 83, and a spacer 84.\nThe frame-side bracket 81 is a metal member to be connected to an outer side face of the side rail 11, i.e., the web 11 w, with a plurality of bolts 11B. Namely, the frame-side bracket 31 is connected to the outer side face of the side rail 11 via the spacer 84 in a flat surface part vertical to the vehicle width direction Y. The frame-side bracket 31 is also connected to the elastic coupling part 83 in a flat surface part vertical to th vehicle height direction Z.\nThe battery-side bracket 82 is a metal member connected to an outer side face in the vehicle width direction Y of the battery pack 70 for suspending the battery pack 70 on the outer side of the side rail 11 in the vehicle width direction Y.\nThe elastic coupling part 83 elastically connects vertically the frame-side bracket 81 and the battery-side bracket 82 in the vehicle height direction Z and includes a part known as a rubber bushing that absorbs the stress caused by the relative displacement therebetween.\nThe spacer 84 is a metal member to be interposed between the side rail 11 and the frame-side bracket 31 when their connecting surfaces are spaced apart. Therefore, if the side rail 11 and the frame-side bracket 31 are not spaced apart, the spacer 84 is not necessary.\nAs described above, the battery pack 70 in the vehicle 1 of this embodiment is suspended at the side rails 11 by the support devices 80 including the battery-side bracket 82, elastic coupling part 83, frame-side bracket 81, and spacer 84. Therefore, even when the side rails 11 are subjected to stresses caused by torsion and deflection as the vehicle 1 runs, the elastic coupling part 83 can reduce the risk of such stresses being transmitted to the battery pack 70 with its dampening effect.\n FIG. 3 is a perspective view indicating the structure of the spacer 34 in the support device 80. More particularly, FIG. 3 illustrates the full view of the spacer 84, which is only partly visible in FIG. 2 .\nThe spacer 84 includes a plurality of columnar members 90, a plurality of connecting parts 91, and a plurality of lower extensions 94, with these components being integrally formed by aluminum extrusion, for example.\nThe plurality of columnar members 90 are aligned in the X-Z plane at intervals corresponding to the intervals of the plurality of bolt fastening parts 11H formed in the web 11 w of the side rail 11 in a grid arrangement. Here, in chic embodiment, there are three columnar members 90 along the longitudinal direction of the vehicle X and four columnar members along the vehicle height direction Z in a matrix arrangement. The number and arrangement of the plurality of columnar members are not limited to this and may be changed suitably in accordance with various conditions.\nThe plurality of connecting parts 91 are connecting portions that allow for integral formation of the plurality of columnar members 90, and each of the connecting parts 91 connects two columnar members 90 adjacent each other in the longitudinal direction of the vehicle X and in the vehicle height direction Z. Note, the plurality of connecting parts 91 only need to connect all the columnar members 90 of the spacer 84 together, and two adjacent columnar members 90 need not necessarily be connected directly. Accordingly, there are formed hollow parts 95 in the spacer 84 among the plurality of connecting parts 91.\nThe lower extensions 94 are parts that extend downward in the vehicle height direction from the columnar members 90 arranged lowermost in the vehicle height direction Z and define the height of the bottom surface of the spacer 84. The erects of the lower extensions 94 will be described later.\nThe plurality of columnar members 90 each include a circular bolt end surface 92 on the end face in the vehicle width direction Y, and a bolt through hole 93 at the center of the bolt end surface 92 extending through in the vehicle width direction Y. This allows the spacer 84 to be sandwiched between the side rail 11 and the frame-side bracket 81 from both sides in the vehicle width direction Y, with bolts 11B passing through the bolt through holes 93 integrally fixing them together.\nSince the spacer 84 is formed by aluminum extrusion, for example, as mentioned above, the width W the vehicle width direction Y can be readily adjusted in accordance with the spacing between the side rail 11 and the frame-side bracket 81. Even when there are variations in this spacing, the width W can be determined by the position of cutting the extrusion-molded aluminum, which allows for common use of metal molds for forming spacers 84.\nThe spacer 84, by supporting the bolts 11B between the side rail 11 and the frame-side bracket 81, helps increase the reliability to withstand the stress applied to the bolts 11B caused by the weight of the battery pack 70. Moreover, parts of the spacer 84 that are redundant in terms of improvement of reliability are formed as hollow parts 95, so that a weight reduction can be achieved.\n FIG. 4 is a schematic rear view illustrating a form of connection of the support device 80 that connects the side rail 11 and the battery pack 70. More particularly, FIG. 4 presents a diagrammatic plan view of the battery pack 70 suspended at the side rails 11 by the support devices 80 as viewed from the back in the longitudinal direction of the vehicle X.\nThe battery pack 70 mounted on the vehicle 1 is suspended at the side rails 11 using the battery-side brackets 82, elastic coupling parts 83, frame-side brackets 81, and spacers 84, as described above, on both sides in the vehicle width direction Y. Note, the spacing between the left side rail 11B, and the right side rail 11R of the side rails 11 differs depending on the class of the vehicle 1. Therefore, the support device 80 adjusts this spacing by means of the width W in the vehicle width direction Y of the spacer 84.\nHere, the frame-side bracket 81 is connected to the side rail 11 in the vehicle width direction Y via the spacer 84 with bolts 11B, and connected to the elastic coupling part 83 below in the vehicle height direction Z. Therefore, stress applied to the spacer 84 and the frame-side bracket 81 concentrates on the shortest path between the side rail 11 and the elastic coupling part 83.\nThe plurality of columnar members 90 described above of the spacer 84 are connected to the outer side face of the side rail 11 such as to correspond to the plurality of bolt fastening parts 11H formed in the web 11 w of the side rail 11. Here, since the lower extensions 94 are formed below the plurality of columnar members 90 in the vehicle height direction Z, the lower extensions 94 of the spacer 84 extend downward further than the bottom surface of the side rails 11 in the vehicle height direction Z. Therefore, the lower extensions 94 provided in parts where stress concentrates allow the spacer 84 to have an increased durability against the stress.\nAs described above, the support device 80 according to the present invention is provided with a spacer 84 having a width W in accordance with the spacing distance between the outer side face of the side rail 11 and the frame-side bracket 81 for suspending the battery pack 70 at the side rails 11 of the vehicle. Therefore, even when there are variations the spacing between the left side rail 11L and the right side rail 11R for various vehicle classes, it is not necessary to design and produce support devices 80 by taking the variations into account, hence costs can be reduced.\nMoreover, the spacer 84 of the support device 80 according to the present invention includes a plurality of columnar members 90 connected together by connecting parts 91, while redundant parts in terms of the support of weight of the battery pack 70 are formed as hollow parts 95, which allows we t reduction and cost reduction.\nMoreover, the spacer 84 of the support device 80 according to the present invention is formed by extrusion molding, for example, and this allows a metal mold to be used in common for formation of a variety of widths W, enabling a reduction in design and production costs. Accordingly, the vehicle battery pack support device 80 according to the present invention is applicable to various classes of vehicles and allows weight reduction and cost reduction.\nWhile one embodiment has been described above, the present invention is not limited to the embodiment described above. For example, the spacer 84 is described to be formed by extrusion molding in the embodiment above, but other forming methods such as draw forming and casting may be adopted. Moreover, the embodiment described above illustrates one form in which bolts 11B are passed through all the bolt through holes 93 provided to the spacer 84. As long as the reliability of connection to the side rails 11 is ensured, a connecting method that does not use some of the bolt through holes 93 may be applied.\n | A vehicle battery pack support device applicable to various classes of vehicles and allowing weight reduction and cost reduction. The vehicle battery pack support device suspends a battery pack at a side rail constituting a ladder frame of a vehicle and includes a frame-side bracket secured by bolts to an outer side face of the side rail at a plurality of bolt fastening parts thereof arrayed in a grid arrangement. An elastic coupling part elastically couples the battery pack and the frame-side bracket. A spacer is interposed between the outer side face of the side rail and the frame-side bracket. The spacer includes a plurality of columnar members corresponding to the plurality of bolt fastening parts and a connecting part that connects the plurality of columnar members. | US:17/255,338 | https://patentimages.storage.googleapis.com/4d/d2/ee/0869648f5f8045/US11548363.pdf | US:11548363 | Naotatsu KUMAGAI | Daimler Truck AG | US:3708028, JP:S4915112:A, US:4013300, US:4357027, US:4365681, US:5593167, JP:H08324453:A, JP:H11120975:A, JP:2004071281:A, US:7350610, US:7122989, US:7398849, US:7712563, FR:2929223:A1, US:8596682, JP:2010036901:A, US:8517131, JP:2016113063:A, JP:2017071253:A, CN:108430834:A, EP:3392091:A1, US:20180366703:A1, WO:2017194034:A1, US:11043714 | Not available | 2023-01-10 | 1. A vehicle battery pack support device for suspending a battery pack at a side rail constituting a ladder frame of a vehicle, comprising:\na frame-side bracket securable by bolts to an outer side face of the side rail at a plurality of bolt fastening parts of the outer side face of the side rail which the plurality of bolt fastening parts are arrayed in a grid arrangement;\nan elastic coupling part, wherein the battery pack and the frame-side bracket are elastically coupleable by the elastic coupling part; and\na spacer interposable between the outer side face of the side rail and the frame-side bracket,\nwherein the spacer has a lower extension in a vehicle height direction, wherein the lower extension extends downward further than a bottom surface of the side rail in the vehicle height direction when the spacer is interposed between the outer side face of the side rail and the frame-side bracket.\n, a frame-side bracket securable by bolts to an outer side face of the side rail at a plurality of bolt fastening parts of the outer side face of the side rail which the plurality of bolt fastening parts are arrayed in a grid arrangement;, an elastic coupling part, wherein the battery pack and the frame-side bracket are elastically coupleable by the elastic coupling part; and, a spacer interposable between the outer side face of the side rail and the frame-side bracket,, wherein the spacer has a lower extension in a vehicle height direction, wherein the lower extension extends downward further than a bottom surface of the side rail in the vehicle height direction when the spacer is interposed between the outer side face of the side rail and the frame-side bracket., 2. A vehicle, comprising:\na vehicle battery pack support device, wherein the vehicle battery pack support device suspends a battery pack at a side rail constituting a ladder frame of the vehicle and wherein the vehicle battery pack support device includes:\na frame-side bracket secured by bolts to an outer side face of the side rail at a plurality of bolt fastening parts of the outer side face of the side rail which the plurality of bolt fastening parts are arrayed in a grid arrangement;\nan elastic coupling part, wherein the battery pack and the frame-side bracket are elastically coupled by the elastic coupling part; and\na spacer interposed between the outer side face of the side rail and the frame-side bracket,\nwherein the spacer has a lower extension in a vehicle height direction, wherein the lower extension extends downward further than a bottom surface of the side rail in the vehicle height direction.\n, a vehicle battery pack support device, wherein the vehicle battery pack support device suspends a battery pack at a side rail constituting a ladder frame of the vehicle and wherein the vehicle battery pack support device includes:, a frame-side bracket secured by bolts to an outer side face of the side rail at a plurality of bolt fastening parts of the outer side face of the side rail which the plurality of bolt fastening parts are arrayed in a grid arrangement;, an elastic coupling part, wherein the battery pack and the frame-side bracket are elastically coupled by the elastic coupling part; and, a spacer interposed between the outer side face of the side rail and the frame-side bracket,, wherein the spacer has a lower extension in a vehicle height direction, wherein the lower extension extends downward further than a bottom surface of the side rail in the vehicle height direction., 3. The vehicle battery pack support device according to claim 1, wherein the spacer has a plurality of columnar members that correspond to the plurality of bolt fastening parts and a connecting part that connects the plurality of columnar members., 4. The vehicle battery pack support device according to claim 3, wherein a part of the spacer interposable between the outer side face of the side rail and the frame-side bracket is comprised of the plurality of columnar members and the connecting part., 5. The vehicle according to claim 2, wherein the spacer has a plurality of columnar members that correspond to the plurality of bolt fastening parts and a connecting part that connects the plurality of columnar members., 6. The vehicle according to claim 5, wherein a part of the spacer interposed between the outer side face of the side rail and the frame-side bracket is comprised of the plurality of columnar members and the connecting part. | US | United States | Active | B | True |
| 131 | Thermal management systems and heat exchangers for battery thermal modulation \n | US11407330B2 | This application claims priority to and the benefit of U.S. Provisional Patent Application No. 62/677,824 filed May 30, 2018; and U.S. Provisional Patent Application No. 62/744,294 filed Oct. 11, 2018; the contents of which are incorporated herein by reference.\nThe present disclosure relates to thermal management of rechargeable batteries within an energy storage system of a battery electric vehicle (BEV) or hybrid electric vehicle (HEV), and particularly to systems and heat exchangers adapted for rapidly warming up the rechargeable batteries under cold start conditions, and for cooling the rechargeable batteries once they reach their desired operating temperature range.\nEnergy storage systems such as those used in BEVs and HEVs comprise rechargeable batteries, such as lithium-ion batteries. A typical rechargeable battery for a BEV or HEV will comprise a number of battery modules which are electrically connected together in series and/or in parallel to provide the battery with the desired system voltage and capacity. Each battery module comprises a plurality of battery cells which are electrically connected together in series and/or parallel, wherein the battery cells may be in the form of pouch cells, prismatic cells or cylindrical cells. The operation of the battery may be endothermic or exothermic, depending on temperature conditions.\nThese rechargeable batteries suffer performance, range, reliability and life reduction losses when operated or charged at temperatures much below 0° C., and especially below −5° C. Ideally, the rechargeable battery should be brought to a temperature of about 5-20° C. as quickly as possible from a cold start. However, the amount of energy required to heat the battery to this temperature range can be considerable, and the time required for heating too long. For example, it can take up to 30 minutes and 6.12 MJ (1.7 kWhr) of energy to heat a 16 kW battery from −30° C. to 10° C.\nThere is a need for thermal management systems and heat exchangers which will decrease heating time and energy consumption of the energy storage system under cold start conditions, and which will cool the energy storage system once it reaches its operating temperature range.\nIn accordance with an aspect of the present disclosure, there is provided a thermal management system for a vehicle having an energy storage system including a plurality of rechargeable battery units.\nAccording to an aspect, the thermal management system comprises a battery cooling/heating subsystem, comprising a circulation loop for circulating a first volume of the heat transfer fluid throughout the battery cooling/heating subsystem. The circulation loop comprises a plurality of conduits for transporting the heat transfer fluid.\nAccording to an aspect, the thermal management system further comprises a plurality of battery heat exchangers provided in the circulation loop. Each of the battery heat exchangers is in thermal contact with one or more of the battery units, each of the battery heat exchangers having an internal fluid flow passage and plurality of fluid openings including an inlet and an outlet of the internal fluid flow passage.\nAccording to an aspect, the thermal management system further comprises an electric heating element integrated with a first battery heat exchanger of the plurality of battery heat exchangers so as to heat the heat transfer fluid flowing through the internal fluid flow passage of the first heat exchanger.\nAccording to an aspect, the thermal management system further comprises a sub-loop of the circulation loop. The sub-loop comprises one or more of the conduits, which are in fluid flow communication with the inlet and outlet of the fluid flow passage of the first battery heat exchanger. The sub-loop further comprises the internal fluid flow passage of the first battery heat exchanger.\nAccording to an aspect, the sub-loop is adapted for circulation of a second volume of the heat transfer fluid, wherein the second volume is less than the first volume and comprises a volume of the fluid flow passage of the first battery heat exchanger.\nIn accordance with another aspect of the present disclosure, there is provided a battery heat exchanger which comprises a first plate having an inner surface and an outer surface; a second plate having an inner surface and an outer surface, wherein the first and second plates are joined together with their inner surfaces in opposed facing relation to one another, and with portions of the inner surfaces being spaced apart from one another.\nAccording to an aspect, the battery heat exchanger further comprises a plurality of fluid flow passages adapted for flow of a heat transfer fluid, and located between the spaced apart portions of the inner surfaces of the first and second plates.\nAccording to an aspect, the battery heat exchanger further comprises an inlet port for supplying the heat transfer fluid to the plurality of fluid flow passages; an outlet port for discharging the heat transfer fluid from the plurality of fluid flow passages; an inlet manifold in fluid communication with the inlet port and the plurality of fluid flow passages, the inlet manifold defining a fluid distribution chamber in which the heat transfer fluid supplied through the inlet port is distributed to the plurality of fluid flow passages; and an outlet manifold in fluid communication with the outlet port and the plurality of fluid flow passages, the outlet manifold defining a fluid collection chamber in which the heat transfer fluid discharged through the outlet port is collected from the plurality of fluid flow passages.\nAccording to an aspect, the battery heat exchanger further comprises an electric heating element having an area; and an external heater support surface on which the electric heating element is provided and having an area which is the same as the area of the electric heating element, wherein the external heater support surface is directly opposite to an internal surface of the first battery heat exchanger which at least partly defines one or both of the inlet manifold and the outlet manifold.\nExemplary embodiments of the present disclosure will now be described, by way of example, with reference to the accompanying drawings, in which:\n FIG. 1 is an exploded perspective view of a heat exchanger according to a first embodiment;\n FIG. 2 is a top plan view of the heat exchanger of FIG. 1, with the first plate removed;\n FIG. 3 is a transverse cross-section along line 3-3′ of FIG. 2;\n FIG. 4 is a longitudinal cross-section along line 4-4′ of FIG. 2;\n FIG. 5 is a bottom plan view of the heat exchanger of FIG. 1;\n FIG. 6 is a top plan view showing a variation of the heat exchanger of FIG. 1;\n FIG. 7 is an exploded perspective view of a heat exchanger according to a second embodiment;\n FIG. 8 is a top plan view of the second plate of the heat exchanger of FIG. 7;\n FIG. 9 is a longitudinal cross-section along line 9-9′ of FIG. 7;\n FIG. 10 is an exploded perspective view of a heat exchanger according to a third embodiment;\n FIG. 11 is a top plan view of the second plate of the heat exchanger of FIG. 10;\n FIG. 12 is a longitudinal cross-section along line 12-12′ of FIG. 10;\n FIG. 13 is a top perspective view of a heat exchanger according to a fourth embodiment;\n FIG. 14 is a side elevation view of the heat exchanger of FIG. 13;\n FIG. 15 is a bottom plan view of the heat exchanger of FIG. 13;\n FIG. 16 is a partial top plan view of a heat exchanger according to a fifth embodiment;\n FIG. 17 is a partial top plan view of a heat exchanger according to a sixth embodiment;\n FIG. 18 is a longitudinal cross-section along line 18-18′ of FIG. 17;\n FIG. 18A is a top perspective view of a heat exchanger according to a seventh embodiment;\n FIG. 19 is a schematic illustration of a thermal management system according to a first embodiment;\n FIG. 20 is a schematic illustration of a portion of another thermal management system;\n FIG. 21 is a perspective view of a battery module incorporating ICE plate heat exchangers;\n FIG. 22 is a close-up of a portion of the battery module of FIG. 21;\n FIG. 23 is an exploded view of a portion of the battery module of FIG. 21;\n FIG. 24 is a schematic top plan view of the battery module of FIG. 21; and\n FIG. 25 is a close-up of a modified front end plate of the battery module of FIG. 21;\n FIG. 26 is a schematic front view of a portion of a modified battery module having a saddle heater; and\n FIG. 27 is a partial view of the saddle heater of FIG. 26;\n FIG. 28 illustrates a thermal management system according to a second embodiment, in a first mode of operation;\n FIG. 29 illustrates the thermal management system of FIG. 28, in a second mode of operation;\n FIG. 30 illustrates the thermal management system of FIG. 28, in a third mode of operation;\n FIG. 31 illustrates a thermal management system according to a third embodiment, in a first mode of operation;\n FIG. 32 illustrates the thermal management system of FIG. 31, in a second mode of operation;\n FIG. 33 illustrates the thermal management system of FIG. 31, in a third mode of operation;\n FIG. 34 illustrates a thermal management system according to a fourth embodiment, in a first mode of operation;\n FIG. 35 illustrates the thermal management system of FIG. 34, in a second mode of operation;\n FIG. 36 illustrates a thermal management system according to a fifth embodiment;\n FIG. 37 illustrates a thermal management system according to a sixth embodiment;\n FIG. 38 illustrates a thermal management system according to a seventh embodiment, in a first mode of operation;\n FIG. 39 illustrates the thermal management system of FIG. 38, in a second mode of operation;\n FIG. 40 illustrates a thermal management system according to an eighth embodiment, in a first mode of operation;\n FIG. 41 illustrates the thermal management system of FIG. 40, in a second mode of operation;\n FIG. 42 illustrates a thermal management system according to a ninth embodiment;\n FIG. 43 illustrates a thermal management system according to a tenth embodiment, in a first mode of operation; and\n FIG. 44 illustrates the thermal management system according to the tenth embodiment, in a second mode of operation.\n FIGS. 1 to 4 illustrate a heat exchanger 10 according to a first embodiment, adapted for heating and cooling a portion of the rechargeable battery of a BEV or HEV, as further discussed below.\n Heat exchanger 10 comprises a first plate 12 having an inner surface 14 and an opposite outer surface 16. In the present embodiment the first plate 12 and the inner and outer surfaces 14, 16 are substantially flat and planar.\n Heat exchanger 10 further comprises a second plate 18 having an inner surface 20 and an opposite outer surface 22. The second plate 18 of heat exchanger 10 is shaped, for example by stamping, drawing or molding, such that it has a generally flat, planar base 24 surrounded on all sides by a raised peripheral sidewall 26 extending from the base 24 to a planar flange 28 defining a planar peripheral sealing surface 30 on the inner surface 20 of second plate 18.\nThe first and second plates 12, 18 are sealingly joined together with their inner surfaces 14, 20 in opposed facing relation to one another, and with portions of the inner surfaces 14, 20 being spaced apart from one another. In particular, in the present embodiment, the planar peripheral sealing surface 30 on the inner surface 20 of second plate 18 is sealingly joined to a planar, peripheral sealing surface 32 on the inner surface 14 of first plate 12, and with portions of the inner surfaces 14, 20 inward of respective sealing surfaces 32, 30 being spaced apart from one another.\nThe first and second plates 12, 18 may be comprised of aluminum or alloys thereof, and may be joined together by brazing in a brazing oven. Although the first and second plates 12, 18 are shown as having the same or similar thickness, the first plate 12 may comprise a heat sink having a thickness which is greater than that of the second plate 18.\n Heat exchanger 10 further comprises a plurality of fluid flow passages 34 adapted for flow of a heat transfer fluid, and located between the spaced apart portions of the inner surfaces 14, 20 of the first and second plates 12, 18. The shapes and arrangement of the fluid flow passages 34 are variable, and are not limited by the present disclosure. For example, in the present embodiment, the individual fluid flow passages 34 are straight, and extend in a lengthwise or longitudinal direction between opposite ends of the heat exchanger 10. The fluid flow passages 34 each have a first end 36 and a second end 38. The first and second ends 36, 38 of fluid flow passages 34 are open and are located proximate to opposite ends of the heat exchanger 10. Where the heat exchanger 10 is used for heating and/or cooling a portion of a rechargeable vehicle battery, the area of heat exchanger 10 occupied by fluid flow passages 34 at least generally corresponds to an area of the external surface of heat exchanger 10 which will be in thermal contact with at least one battery cell and/or battery, module of the vehicle battery.\n Heat exchanger 10 further comprises a first fluid port 40 and a second fluid port 42, each of which may either be the inlet port or the outlet port. In the following description the first fluid port 40 is sometimes referred to as the “inlet port”, and the second fluid port 42 is sometimes referred to as the “outlet port”. The first fluid port 40 is provided for supplying the heat transfer fluid to the first ends 36 of the plurality of fluid flow passages 34, while the outlet port 42 is provided for discharging the heat transfer fluid from the second ends 38 of the plurality of fluid flow passages 34. In the present embodiment, the inlet and outlet ports 40, 42 are spaced apart in the longitudinal direction and are located proximate to opposite ends of the heat exchanger 10. More specifically, the inlet port 40 is located between the first ends 36 of the fluid flow passages 34 and the sealingly joined surfaces 30, 32 at one end of the heat exchanger 10, and the outlet port 42 is located between the second ends 38 of the fluid flow passages 34 and the sealingly joined surfaces 30, 32 at the other end of the heat exchanger 10.\nFurther, in the present embodiment, the inlet and outlet ports 40, 42 of heat exchanger 10 comprise apertures in the first plate 12 and are located inwardly of the planar peripheral sealing surface 32 thereof.\n Heat exchanger 10 further comprises a first manifold 44 and a second manifold 46, which are designated the “inlet manifold” and the “outlet manifold” in the following description. The inlet manifold 44 is in fluid communication with the inlet port 40 and with the plurality of fluid flow passages 34 through the first ends 36 thereof. The inlet manifold 44 defines a fluid distribution chamber in which the heat transfer fluid supplied through the inlet port 40 is distributed to the first ends 36 of the plurality of fluid flow passages 34. In the present embodiment, the inlet manifold 44 is defined as the space bounded on its top and bottom by the inner surfaces 14, 20 of the first and second plates 12, 18, and bounded along its edges by the sealing surfaces 32, 30 of plates 12, 18, and by the first ends 36 of the plurality of fluid flow passages 34.\nSimilarly, the outlet manifold 46 is in fluid communication with the outlet port 42 and with the plurality of fluid flow passages 34, through the second ends 38 thereof. The outlet manifold 46 defines a fluid collection chamber in which the heat transfer fluid discharged from the second ends 38 of fluid flow passages 34 is collected before being discharged through the outlet port 42. In the present embodiment, the outlet manifold 46 is defined as the space bounded on its top and bottom by the inner surfaces 14, 20 of the first and second plates 12, 18, and bounded along its edges by the sealing surfaces 32, 30 of plates 12, 18, and the second ends 38 of the plurality of fluid flow passages 34.\nThe first fluid port 40 of heat exchanger 10 is provided with a first tubular fitting 48 and the second fluid port 42 is provided with a second tubular fitting 50, the fittings 48, 50 allowing flow communication between the fluid flow passages 34 and a fluid circulation system (not shown) of the vehicle. In the following description the first tubular fitting 48 is sometimes referred to as the “inlet fitting”, and the second tubular fitting 50 is sometimes referred to as the “outlet fitting”.\n Heat exchanger 10 further comprises at least one electric heating element 52 which is provided on an external heater support surface 54, wherein the area of the electric heating element 52 is the same as the area of the heater support surface 54, such that each support surface. 54 is defined as a portion of the external surface of heat exchanger 10 which is occupied by an electric heating element 52. In the present embodiment the external surface of heat exchanger 10 includes the outer surfaces 16, 22 of first and second plates 12, 18.\nEach electric heating element 52 and its corresponding external heater support surface 54 are located directly opposite to an internal surface of the heat exchanger 10 which at least partly defines one or both of the inlet manifold 44 and the outlet manifold 46. The inventors have found that partial or complete alignment of the electric heating element 52 and the external heater support surface 54 with one or both of the manifolds 44, 46 provides a more uniform temperature distribution throughout the area of the heat exchanger 10, within the heat transfer fluid flowing through the heat exchanger 10, and throughout the external surface of heat exchanger 10, as compared to locating the electric heating element 52 and the external heater support surface 54 only between the ends 36, 38 of fluid flow passages 34. Where the heat exchanger 10 is used for heating one or more battery cells and/or battery modules of a rechargeable vehicle battery which is/are in thermal contact with the external surface of the heat exchanger 10, a uniform temperature distribution throughout the area of heat exchanger 10 ensures uniform heating of the battery cell(s) and/or battery module(s), and avoids hot spots which could negatively affect battery performance and longevity.\nIn the embodiment of FIGS. 2 to 4, the external heater support surface 54 on which electric heating element 52 is provided is part of the outer surface 22 of second plate 18, and specifically a portion of the outer surface 22 which is directly opposite to a portion of the inner surface 20 which defines the bottom wall of first manifold 44, which may either be the inlet manifold or outlet manifold. With the electric heating element 52 and the external heater support surface 54 provided in this location, the electric heating element 52 will heat the fluid as it passes through the inlet manifold 44.\nIn a variant of the first embodiment shown in the bottom plan view of FIG. 5, heat exchanger 10 has an external heater support surface 54 and electric heating element 52 which are part of the outer surface 16 or 22 of the first or second plate 12 or 18, and specifically a portion of the outer surface 16 or 22 which is directly opposite to a portion of the inner surface 14 which defines the top or bottom wall of the second manifold 46. For example, FIG. 5 shows an external heater support surface 54 and a second heating element 52 (in dotted lines) which are located directly opposite to a portion of the inner surface 20 which defines the bottom wall of second manifold 46. Either one or both of the heating elements 52 may be provided in heat exchanger 10.\nIn another variant of the first embodiment shown in the top plan view of FIG. 6, a pair of external heater support surfaces 54 and a pair of electric heating elements 52 are provided on the outer surface 16 of first plate 12, either in addition to or instead of the external heater support surface(s) 54 and electric heating element(s) 52 provided on the second plate 18. In particular, the external heater support surfaces 54 and electric heating elements 52 of FIG. 6 are provided on a portion of the outer surface 16 which is directly opposite to a portion of the inner surface 14 which defines the top wall of the second manifold 46, which may be the inlet or outlet manifold. In this location the electric heating element 52 will heat the fluid as it passes through the second manifold 46.\nAs shown in FIG. 6, the locations of the inlet and outlet ports 40, 42 and fittings 48, 50 may interfere with locating the electric heating element 52 and external heater support surface 54 on the first plate 12, opposite to the first and/or second manifold 44, 46. Accordingly, the external heater support surfaces 54 and electric heating elements 52 are provided on either side of the fitting 50 in FIG. 6. To avoid this interference, the fittings 48, 50 projecting from the first plate 12 may be replaced by “side entry” ports and fittings located along the edges of heat exchanger 10 as is known in the art.\nIn some embodiments, a portion of the electric heating element 52 and external heater support surface 54 may overlap the area of heat exchanger 10 occupied by fluid flow passages 34. For example, as shown in FIG. 5, the electric heating element 52 and external heater support surface 54 (in dotted lines) provided at second manifold 46 overlap the second end 38 of the fluid flow passages 34.\nThe electric heating element 52 may comprise a surface film heater comprising one or more layers, as described in commonly assigned International Patent Application No. PCT/CA 2019/050283 filed on Mar. 7, 2019 and entitled “Heat Exchanger With Integrated Electrical Heating Element”, and incorporated herein by reference in its entirety. The electric heating element 52 will typically include at least one layer of conductive material through which an electric current is supplied to the heating element 52, and at least one layer of a resistive material to convert the electric current into heat energy. Where the heat exchanger 10 is comprised of aluminum or an aluminum alloy, the electric heating element 52 may comprise a surface film heater which is capable of bonding directly to an aluminum substrate, and which may be applied to the external heater support surface 54 by a screen printing process, as described more completely in above-mentioned US Provisional Patent Application No. PCT/CA 2019/050283 and in U.S. Pat. No. 8,653,423, which is also incorporated herein by reference in its entirety.\n Heat exchanger 10 may further comprise a turbulence-enhancing insert 58 such as a corrugated fin or a turbulizer in order to provide increased turbulence and surface area for heat transfer, thereby enhancing heat transfer from the electrical heating element. 52 to the fluid in fluid flow passages 34. The turbulence-enhancing insert 58 also provides structural support for the first and second plates 12, 18, thereby enhancing rigidity of the heat exchanger 10. Also, as further described below, the turbulence-enhancing insert 58 defines the plurality of fluid flow passages 34 of heat exchanger 10.\nAs used herein, the terms “fin” and “turbulizer” are intended to refer to corrugated turbulence-enhancing inserts 58 having a plurality of ridges or crests 60 connected by side walls 62, with the ridges being rounded or flat. As defined herein, a “fin” has continuous ridges whereas a “turbulizer” has ridges which are interrupted along their length to provide a tortuous flow path. Turbulizers are sometimes referred to as offset or lanced strip fins, and examples of such turbulizers are described in U.S. Pat. No. Re. 35,890 (So) and U.S. Pat. No. 6,273,183 (So et al.). The patents to So and So et al. are incorporated herein by reference in their entireties.\nIn heat exchanger 10, the turbulence-enhancing insert 58 comprises a corrugated fin which is oriented inside the space between plates 12, 18 with its ridges 60 arranged parallel to the direction of fluid flow through the fluid flow passage 34 (i.e. the longitudinal direction), with each ridge 60 being in contact with the inner surface 14 or 20 of the first or second plate 12 or 18, such that adjacent fluid flow passages 34 are separated from one another by the side walls 62. In some embodiments, the ridges 60 of the turbulence-enhancing insert 58 are metallurgically bonded to the inner surfaces 14, 20 of first and second plates 12, 18.\nIn use, one or more battery cells and/or battery modules are mounted on or placed in contact with the outer surface 16 of the first plate 12 and/or the outer surface 22 of the second plate 18, in areas of outer surfaces 16 and/or 22 corresponding to the area of the plurality of fluid flow passages 34. Heat exchanger 10 comprises a “cold plate” in which the outer surface 16 of the first plate 12 provides a flat upper surface upon which one or more battery cells and/or battery modules is supported in thermal contact with the outer surface 16.\nWhen it is desired to use heat exchanger 10 to heat the battery cells and/or modules supported thereon, an electrical power supply 56 provides electrical energy to the electric heating element 52 through conductive leads 64, 66 while heat transfer fluid is circulated through the fluid flow passages 34. When it is desired to use heat exchanger 10 to cool the battery cells and/or modules supported thereon, electrical power supply 56 is de-activated such that heat is no longer produced by the electrical heating element 52, while a heat transfer fluid of lower temperature than the battery cells and/or modules is circulated through the fluid flow passage 34 to absorb heat generated by the battery cells and/or modules. Accordingly, in cooling mode, the heat exchanger 10 functions as a conventional cold plate heat exchanger 10 for battery cooling.\nReferring now to FIGS. 7 to 9, there is shown a “counterflow” heat exchanger 68 according to a second embodiment. Heat exchanger 68 shares a number of elements in common with heat exchanger 10 described above, and like elements are identified by like reference numerals. In heat exchanger 68 the first port 40 and second port 42 are arranged along or adjacent to one edge of the battery heat exchanger 68.\n Heat exchanger 68 is a “cold plate” heat exchanger, comprising a generally flat first plate 12 (also referred to herein as “cover plate”) having inner and outer surfaces 14, 16 and a formed second plate 18 (also referred to herein as “base plate”) having inner and outer surfaces 20, 22. The outer surface 16 of first plate 12 defines a generally flat surface upon which a plurality of battery cells and/or battery modules 2 are stacked, and which therefore serves as the primary heat transfer surface of the heat exchanger 10.\nThe second plate 18 has a central, generally planar base 24 surrounded by a raised peripheral side wall 26 extending from the base 24 to a planar flange 28 defining a planar peripheral sealing surface 30 on the inner surface 20 of second plate 18. The planar base 24 of second plate 18 is provided with a plurality of spaced apart ribs 70 which define (in combination with inner surface 14 of first plate 12) the plurality of fluid flow passages 34. The ribs 70 extend upwardly out of the plane of the planar base 24 and have a sufficient height such that the flat or rounded top surface of each rib 70 defines a sealing surface which is substantially co-planar with the sealing surface 30 of planar flange 28. During assembly of heat exchanger 68, the sealing surface 30 of planar flange 28 and the sealing surfaces of the ribs 70 are sealingly joined to the inner surface 14 of first plate 12, such that the inner surface 14 of first plate 12 defines the top walls of the fluid flow passages 34, the planar base 24 of second plate 18 defines the bottom walls of the fluid flow passages 34, and the ribs 70 and peripheral side wall 26 together define the sides of the fluid flow passages 34.\nThe second plate 18 has a first end 72 and a second end 74 which are longitudinally spaced apart, with the first and second ports 40, 42 being proximate to the first end 72. Each rib 70 has a first end 76 proximate to the first end 72 and an opposite second end 78 proximate to the second end 74. In the present embodiment the ribs 70 are straight, however, this is not essential and depends on the requirements of the specific application.\nAs shown in FIG. 8, the second plate 18 has two types of ribs 70: (a) a plurality of first ribs 70(1), each having its first end 76 spaced from the peripheral side wall 26 at the first end 72 of second plate 18, and its second end 78 spaced from the peripheral side wall 26 at the second end 74 of the second plate 18; and (b) a plurality of second ribs 70(2), each having its first end 76 spaced from the peripheral side wall 26 at first end 72 of second plate 18, and its second end 78 joined to the peripheral side wall 26 at the second end 74 of second plate 18. The first and second plurality of ribs 70(1) and 70(2) are arranged in alternating order across the width of the second plate 18, with the first end 76 of each first rib 70(1) being joined to the first end 76 of an adjacent second rib 70(2) by a transverse rib portion 80.\nThe second plate 18 has an internal manifold area 82 defined at the first end 72 thereof, between the peripheral side wall 26 and the first ends 76 of the ribs 70(1) and 70(2), and extending across the second plate 18. Manifold area 82 is referred to as an “internal manifold area” because it is enclosed between the plates 12, 18. A plurality of turnaround areas 84 are provided at the second end 74 of second plate 18, each of which is located between the peripheral side wall 26 and the second end 78 of one of the first ribs 70(1). Adjacent turnaround areas 84 are separated by second ribs 70(2).\nWith this arrangement of first and second ribs 70(1) and 70(2) as shown in FIG. 8, the second plate 18 defines a first plurality of fluid flow passages 34(1), each extending between the internal manifold area 82 and one of the turnaround areas 84; and a second plurality of fluid flow passages 34(2), each extending between one of the turnaround areas 84 and one of the transverse rib portions 80 joining the first ends 76 of an adjacent pair of ribs 70(1), 70(2). The first and second fluid flow passages 34(1), 34(2) alternate with one another across the width of the second plate 18, thus defining the counter-flow configuration.\nThe first plate 12 has one or more first openings 86 and a plurality of spaced second openings 88 to provide fluid input and output to and from the fluid flow passages 34. In the illustrated embodiment, the one or more first openings 86 comprises a continuous transverse slot which is located directly above the internal manifold area 82 of second plate 18, such that first opening(s) 86 is in fluid communication with the open first ends 36 of the first plurality of fluid flow passages 34(1) through internal manifold area 82. Each of the second openings 88 is located directly above and in fluid flow communication with the terminal end of one of the second fluid flow passages 34(2).\n Heat exchanger 68 further comprises first and second manifold covers 90, 94 sealingly joined to the outer surface 16 of first plate 12 and respectively enclosing first and second external manifold chambers 92, 96 (FIG. 9). These chambers 92, 96 are referred to as “external manifold chambers” because they are outside the area enclosed between first plate 12 and second plate 18. The first manifold cover 90 is located directly over the first opening(s) 86 and the second manifold cover 94 is located directly over the plurality of second openings 88.\nThe first and second manifold covers 90, 94 are respectively provided with first and second ports 40, 42 and tubular fluid fittings 50, 52 to permit supply and discharge of heat transfer fluid to and from the heat exchanger 68. Manifold covers 90, 94 are elongate and extend transversely across the first plate 12 to provide fluid distribution or collection across the width of heat exchanger 68. Fluid ports 40, 42 can be formed at any location along the lengths of the respective first and second manifold covers 90, 94.\nA first manifold 44 (FIG. 9) is defined by the combined volumes of the first external manifold chamber 90 and the internal manifold area 82, which are in direct fluid communication through first opening(s) 86. It will be appreciated, however, that first external manifold | A heat exchanger such as a cold plate or ICE plate has an integrated electric heating element provided on an external heater support surface of the heat exchanger. The external heater support surface is directly opposite to an internal surface of the heat exchanger which at least partly defines one or both of the inlet manifold and the outlet manifold. A thermal management system for a vehicle having a plurality of rechargeable battery units includes a circulation loop for circulating a first volume of the heat transfer fluid, and a plurality of battery heat exchangers, including a first heat exchanger with an integrated electric heating element. A sub-loop of the circulation loop includes the internal fluid flow passage of the first heat exchanger, and is adapted for a second, smaller volume of the heat transfer fluid. | US:16/426,368 | https://patentimages.storage.googleapis.com/47/29/78/383874c06f39d3/US11407330.pdf | US:11407330 | Brian E. Cheadle, Michael J. R. Bardeleben, Doug Vanderwees | Dana Canada Corp | US:RE35890:E, US:6273182, US:7416801, US:20110070511:A1, US:7547482, US:20090317694:A1, US:7841431, US:8653423, US:20110318626:A1, US:20120070511:A1, US:20170214008:A9, US:9379392, US:20140038009:A1, US:9796241, WO:2013008882:A1, US:20130108896:A1, JP:2013098081:A, US:9373873, US:20140227568:A1, US:9553346, US:20170133731:A1, US:20150053385:A1, US:9755283, US:20150200427:A1, US:20180118174:A1, US:20160020496:A1, US:20160204486:A1, US:10005339, US:10040363, US:20170200993:A1, WO:2017218906:A1, US:20180108956:A1, CN:106532178:A, CN:106785192:A, WO:2019062590:A1 | 2022-08-09 | 2022-08-09 | 1. A thermal management system for a vehicle having an energy storage system including a plurality of rechargeable battery units, the thermal management system comprising a battery cooling/heating subsystem, comprising:\n(a) a circulation loop for circulating a first volume of heat transfer fluid throughout the battery cooling/heating subsystem, the circulation loop comprising a plurality of conduits for transporting the heat transfer fluid;\n(b) a plurality of battery heat exchangers provided in the circulation loop, wherein each of the battery heat exchangers is in thermal contact with one or more of the battery units, each of the battery heat exchangers having an internal fluid flow passage and plurality of fluid openings including an inlet and an outlet of the internal fluid flow passage;\n(c) an electric heater integrated with only a first battery heat exchanger of said plurality of battery heat exchangers so as to heat the heat transfer fluid flowing through the internal fluid flow passage of the first heat exchanger; and\n(d) a sub-loop of said circulation loop, comprising one or more of said conduits, which are in fluid flow communication with the inlet and outlet of the fluid flow passage of the first battery heat exchanger, and further comprising the internal fluid flow passage of the first battery heat exchanger;\nwherein the sub-loop is adapted for circulation of a second volume of said heat transfer fluid, wherein the second volume is less than the first volume and comprises a volume of the fluid flow passage of the first battery heat exchanger.\n\n, (a) a circulation loop for circulating a first volume of heat transfer fluid throughout the battery cooling/heating subsystem, the circulation loop comprising a plurality of conduits for transporting the heat transfer fluid;, (b) a plurality of battery heat exchangers provided in the circulation loop, wherein each of the battery heat exchangers is in thermal contact with one or more of the battery units, each of the battery heat exchangers having an internal fluid flow passage and plurality of fluid openings including an inlet and an outlet of the internal fluid flow passage;, (c) an electric heater integrated with only a first battery heat exchanger of said plurality of battery heat exchangers so as to heat the heat transfer fluid flowing through the internal fluid flow passage of the first heat exchanger; and, (d) a sub-loop of said circulation loop, comprising one or more of said conduits, which are in fluid flow communication with the inlet and outlet of the fluid flow passage of the first battery heat exchanger, and further comprising the internal fluid flow passage of the first battery heat exchanger;\nwherein the sub-loop is adapted for circulation of a second volume of said heat transfer fluid, wherein the second volume is less than the first volume and comprises a volume of the fluid flow passage of the first battery heat exchanger.\n, wherein the sub-loop is adapted for circulation of a second volume of said heat transfer fluid, wherein the second volume is less than the first volume and comprises a volume of the fluid flow passage of the first battery heat exchanger., 2. The thermal management system of claim 1, further comprising:\n(e) a primary circulation pump provided in the circulation loop for pumping the heat transfer fluid through said battery cooling/heating subsystem; and\n(f) a fluid-cooling heat exchanger provided in the circulation loop for removing heat from the heat transfer fluid circulating in the circulation loop.\n, (e) a primary circulation pump provided in the circulation loop for pumping the heat transfer fluid through said battery cooling/heating subsystem; and, (f) a fluid-cooling heat exchanger provided in the circulation loop for removing heat from the heat transfer fluid circulating in the circulation loop., 3. The thermal management system according to claim 1, wherein one of the conduits of the sub-loop comprises a short circuit flow conduit which connects the inlet and the outlet of the internal fluid flow passage of the first battery heat exchanger; and\nwherein the battery cooling/heating subsystem further comprises a secondary circulation pump provided in the sub-loop for circulating the second volume of the heat transfer fluid throughout the sub-loop.\n, wherein the battery cooling/heating subsystem further comprises a secondary circulation pump provided in the sub-loop for circulating the second volume of the heat transfer fluid throughout the sub-loop., 4. The thermal management system according to claim 2, wherein the battery cooling/heating subsystem further comprises a primary valve provided in the circulation loop for controlling flow of the heat transfer fluid to or from the plurality of battery heat exchangers; and\nwherein the primary valve is adapted for controlling flow of the heat transfer fluid to or from the primary circulation pump.\n, wherein the primary valve is adapted for controlling flow of the heat transfer fluid to or from the primary circulation pump., 5. The thermal management system according to claim 1, wherein the battery cooling/heating subsystem further comprises at least one secondary valve for controlling flow of the heat transfer fluid within the plurality of battery heat exchangers; and\nwherein a first one of said secondary valves is provided in said circulation sub-loop for controlling flow of the heat transfer fluid between the first battery heat exchanger and other battery heat exchangers in the battery cooling/heating subsystem.\n, wherein a first one of said secondary valves is provided in said circulation sub-loop for controlling flow of the heat transfer fluid between the first battery heat exchanger and other battery heat exchangers in the battery cooling/heating subsystem., 6. The thermal management system according to claim 5, wherein a second one of said secondary valves is provided between two of the battery heat exchangers located outside of said sub-loop., 7. The thermal management system according to claim 1, wherein some or all of the plurality of battery heat exchangers comprise an array of parallel-arranged heat exchangers;\nwherein the conduits of the battery cooling/heating subsystem include a plurality of main conduits and a plurality of branch conduits, wherein the inlets and outlets of the parallel-arranged heat exchangers are each connected to a main conduit through a branch conduit; and\nwherein each of the main conduits comprises a header or manifold for supply or discharge of the heat transfer fluid to or from the parallel-arranged heat exchangers.\n, wherein the conduits of the battery cooling/heating subsystem include a plurality of main conduits and a plurality of branch conduits, wherein the inlets and outlets of the parallel-arranged heat exchangers are each connected to a main conduit through a branch conduit; and, wherein each of the main conduits comprises a header or manifold for supply or discharge of the heat transfer fluid to or from the parallel-arranged heat exchangers., 8. The thermal management system according to claim 7, wherein the main conduits and/or the branch conduits are provided for balancing the flow of the heat transfer fluid to the parallel-arranged heat exchangers;\nwherein balancing the flow of the heat transfer fluid to the parallel-arranged heat exchangers includes flow restrictions in the main conduits and/or the branch conduits, wherein the flow restrictions are graduated throughout the array of parallel-arranged heat exchangers, such that there is greater flow restriction and higher pressure drop in the battery heat exchangers proximal to a primary circulation pump and lower flow restriction and lower pressure drop in the battery heat exchangers distal from the primary circulation pump; and\nwherein the flow restrictions comprise one or more of: graduated orifices, graduated conduit diameters, and/or differing degrees of local constriction or deformation of the main conduits and/or the branch conduits.\n, wherein balancing the flow of the heat transfer fluid to the parallel-arranged heat exchangers includes flow restrictions in the main conduits and/or the branch conduits, wherein the flow restrictions are graduated throughout the array of parallel-arranged heat exchangers, such that there is greater flow restriction and higher pressure drop in the battery heat exchangers proximal to a primary circulation pump and lower flow restriction and lower pressure drop in the battery heat exchangers distal from the primary circulation pump; and, wherein the flow restrictions comprise one or more of: graduated orifices, graduated conduit diameters, and/or differing degrees of local constriction or deformation of the main conduits and/or the branch conduits., 9. The thermal management system according to claim 7, wherein all of the plurality of battery heat exchangers are parallel-arranged heat exchangers;\nwherein the battery heat exchangers are arranged in a plurality of pairs, with the branch conduits of each pair of battery heat exchangers having common points of connection to the main conduits;\nwherein the battery cooling/heating subsystem further comprises a secondary valve for controlling flow of the heat transfer fluid within the plurality of battery heat exchangers; and\nwherein the secondary valve is located in one of the main conduits between two adjacent pairs of battery heat exchangers.\n, wherein the battery heat exchangers are arranged in a plurality of pairs, with the branch conduits of each pair of battery heat exchangers having common points of connection to the main conduits;, wherein the battery cooling/heating subsystem further comprises a secondary valve for controlling flow of the heat transfer fluid within the plurality of battery heat exchangers; and, wherein the secondary valve is located in one of the main conduits between two adjacent pairs of battery heat exchangers., 10. The thermal management system according to claim 9, wherein the secondary valve is provided between a first pair of said battery heat exchangers and an adjacent second pair of said battery heat exchangers; and\nwherein the first pair of said battery heat exchangers which is most proximal to or most distal from the pump.\n, wherein the first pair of said battery heat exchangers which is most proximal to or most distal from the pump., 11. The thermal management system according to claim 10, wherein the first battery heat exchanger which is integrated with the electric heater comprises one of the battery heat exchangers of the first pair; and\nwherein the battery cooling/heating subsystem further comprises a second said electric heater which is integrated with the other one of the battery heat exchangers of the first pair.\n, wherein the battery cooling/heating subsystem further comprises a second said electric heater which is integrated with the other one of the battery heat exchangers of the first pair., 12. The thermal management system according to claim 7, wherein all of the plurality of battery heat exchangers are parallel-arranged heat exchangers;\nwherein the battery heat exchangers are arranged in a plurality of pairs, with the branch conduits of each pair of battery heat exchangers having common points of connection to the main conduits;\nwherein the battery cooling/heating subsystem further comprises a secondary valve for controlling flow of the heat transfer fluid within the plurality of battery heat exchangers;\nwherein the secondary valve is provided between the battery heat exchangers of a first pair of said battery heat exchangers;\nwherein the first pair of said battery heat exchangers is most distal from a primary circulation pump;\nwherein one of the battery heat exchangers of the first pair comprises the first battery heat exchanger which is integrated with the electric heater; and\nwherein the other battery heat exchanger of the first pair is not integrated with an electric heater.\n, wherein the battery heat exchangers are arranged in a plurality of pairs, with the branch conduits of each pair of battery heat exchangers having common points of connection to the main conduits;, wherein the battery cooling/heating subsystem further comprises a secondary valve for controlling flow of the heat transfer fluid within the plurality of battery heat exchangers;, wherein the secondary valve is provided between the battery heat exchangers of a first pair of said battery heat exchangers;, wherein the first pair of said battery heat exchangers is most distal from a primary circulation pump;, wherein one of the battery heat exchangers of the first pair comprises the first battery heat exchanger which is integrated with the electric heater; and, wherein the other battery heat exchanger of the first pair is not integrated with an electric heater., 13. The thermal management system according to claim 2, wherein the plurality of battery heat exchangers includes a distal pair of battery heat exchangers, which are located distally from the primary circulation pump relative to the other battery heat exchangers of the battery cooling/heating subsystem;\nwherein the distal pair of battery heat exchangers includes said first battery heat exchanger which is integrated with the electric heater;\nwherein the distal pair of battery heat exchangers includes a second battery heat exchanger which is included in the array of parallel-arranged heat exchangers; and\nwherein the first battery heat exchanger is connected to the second battery heat exchanger of the distal pair by a pair of connecting conduits connecting a pair of fluid openings of the first battery heat exchanger to a pair of fluid openings of the second battery heat exchanger.\n, wherein the distal pair of battery heat exchangers includes said first battery heat exchanger which is integrated with the electric heater;, wherein the distal pair of battery heat exchangers includes a second battery heat exchanger which is included in the array of parallel-arranged heat exchangers; and, wherein the first battery heat exchanger is connected to the second battery heat exchanger of the distal pair by a pair of connecting conduits connecting a pair of fluid openings of the first battery heat exchanger to a pair of fluid openings of the second battery heat exchanger., 14. The thermal management system according to claim 13, wherein one of the conduits of the sub-loop comprises a short circuit flow conduit which is connected between the connecting conduits between the first and second battery heat exchangers, such that the sub-loop further includes portions of the connecting conduits extending from the short circuit flow conduit to the fluid openings of the first battery heat exchanger; and\nwherein the battery cooling/heating subsystem further comprises a secondary circulation pump provided in the sub-loop for circulating the second volume of the heat transfer fluid throughout the sub-loop.\n, wherein the battery cooling/heating subsystem further comprises a secondary circulation pump provided in the sub-loop for circulating the second volume of the heat transfer fluid throughout the sub-loop., 15. The thermal management system according to claim 7, wherein one of the conduits of the sub-loop comprises a short circuit flow conduit which connects the inlet and the outlet of the internal fluid flow passage of the first battery heat exchanger;\nwherein the battery cooling/heating subsystem further comprises a secondary valve provided in the branch conduit connected to the inlet or outlet of the first battery heat exchanger, and a secondary circulation pump provided in the sub-loop for circulating the second volume of the heat transfer fluid throughout the sub-loop;\nwherein closing the secondary valve fluidically isolates the first battery heat exchanger from a primary circulation pump and the other battery heat exchangers of said plurality of battery heat exchangers, and opening the secondary valve fluidically connects the first battery heat exchanger to the primary circulation pump and the other battery heat exchangers of said plurality of battery heat exchangers;\nwherein the battery cooling/heating subsystem further comprises a heat-generating component which is fluidically connected to the circulation loop to enable the heat transfer fluid in the circulation loop to extract heat from the heat-generating component; and\nwherein the heat-generating component comprises one or more electric components of the vehicle selected from a group consisting of a electric drive motor, a system electronics, and an electric resistance heater, or a heat exchanger for extracting heat from one or more electric components of the vehicle selected from the group consisting of the electric drive motor, the system electronics, and an electric resistance heater.\n, wherein the battery cooling/heating subsystem further comprises a secondary valve provided in the branch conduit connected to the inlet or outlet of the first battery heat exchanger, and a secondary circulation pump provided in the sub-loop for circulating the second volume of the heat transfer fluid throughout the sub-loop;, wherein closing the secondary valve fluidically isolates the first battery heat exchanger from a primary circulation pump and the other battery heat exchangers of said plurality of battery heat exchangers, and opening the secondary valve fluidically connects the first battery heat exchanger to the primary circulation pump and the other battery heat exchangers of said plurality of battery heat exchangers;, wherein the battery cooling/heating subsystem further comprises a heat-generating component which is fluidically connected to the circulation loop to enable the heat transfer fluid in the circulation loop to extract heat from the heat-generating component; and, wherein the heat-generating component comprises one or more electric components of the vehicle selected from a group consisting of a electric drive motor, a system electronics, and an electric resistance heater, or a heat exchanger for extracting heat from one or more electric components of the vehicle selected from the group consisting of the electric drive motor, the system electronics, and an electric resistance heater., 16. The thermal management system according to claim 15, wherein the vehicle has a regenerative braking module which generates electrical energy;\nwherein the heat-generating component comprises an electric resistance heater or a heat exchanger for extracting heat from an electric resistance heater; and\nwherein the electric resistance heater is powered by the electrical energy generated by the regenerative braking module.\n, wherein the heat-generating component comprises an electric resistance heater or a heat exchanger for extracting heat from an electric resistance heater; and, wherein the electric resistance heater is powered by the electrical energy generated by the regenerative braking module., 17. The thermal management system according to claim 1, wherein the first battery heat exchanger comprises:\n(a) a first plate having an inner surface and an outer surface;\n(b) a second plate having an inner surface and an outer surface, wherein the first and second plates are joined together with their inner surfaces in opposed facing relation to one another, and with portions of the inner surfaces being spaced apart from one another;\n(c) a plurality of fluid flow passages adapted for flow of the heat transfer fluid, and located between the spaced apart portions of the inner surfaces of the first and second plates;\n(d) an inlet port for supplying the heat transfer fluid to the plurality of fluid flow passages;\n(e) an outlet port for discharging the heat transfer fluid from the plurality of fluid flow passages;\n(f) an inlet manifold in fluid communication with the inlet port and the plurality of fluid flow passages, the inlet manifold defining a fluid distribution chamber in which the heat transfer fluid supplied through the inlet port is distributed to the plurality of fluid flow passages;\n(g) an outlet manifold in fluid communication with the outlet port and the plurality of fluid flow passages, the outlet manifold defining a fluid collection chamber in which the heat transfer fluid discharged through the outlet port is collected from the plurality of fluid flow passages; and\n(h) an external heater support surface on which the electric heater is provided and having an area which is the same as the area of the electric heater, wherein the external heater support surface is directly opposite to an internal surface of the first battery heat exchanger which at least partly defines one or both of the inlet manifold and the outlet manifold.\n, (a) a first plate having an inner surface and an outer surface;, (b) a second plate having an inner surface and an outer surface, wherein the first and second plates are joined together with their inner surfaces in opposed facing relation to one another, and with portions of the inner surfaces being spaced apart from one another;, (c) a plurality of fluid flow passages adapted for flow of the heat transfer fluid, and located between the spaced apart portions of the inner surfaces of the first and second plates;, (d) an inlet port for supplying the heat transfer fluid to the plurality of fluid flow passages;, (e) an outlet port for discharging the heat transfer fluid from the plurality of fluid flow passages;, (f) an inlet manifold in fluid communication with the inlet port and the plurality of fluid flow passages, the inlet manifold defining a fluid distribution chamber in which the heat transfer fluid supplied through the inlet port is distributed to the plurality of fluid flow passages;, (g) an outlet manifold in fluid communication with the outlet port and the plurality of fluid flow passages, the outlet manifold defining a fluid collection chamber in which the heat transfer fluid discharged through the outlet port is collected from the plurality of fluid flow passages; and, (h) an external heater support surface on which the electric heater is provided and having an area which is the same as the area of the electric heater, wherein the external heater support surface is directly opposite to an internal surface of the first battery heat exchanger which at least partly defines one or both of the inlet manifold and the outlet manifold., 18. The thermal management system according to claim 17, wherein the inlet and outlet manifolds of the first battery heat exchanger are at least partly located between the first and second plates, at ends of the fluid flow passages., 19. The thermal management system according to claim 17, wherein the first battery heat exchanger comprises a cold plate adapted to support one or more battery cells on the outer surface of the first plate., 20. The thermal management system according to claim 17, wherein the external heater support surface and the electric heater of the first battery heat exchanger are provided on the outer surface of the second plate or on the outer surface of the first plate., 21. The thermal management system according to claim 17, wherein the external heater support surface of the first battery heat exchanger is directly opposite to an internal surface of the first battery heat exchanger which at least partly defines the fluid flow passages., 22. The thermal management system according to claim 17, wherein the first battery heat exchanger further comprises a first manifold cover sealingly joined to the outer surface of the first plate and enclosing a first external manifold chamber which at least partially defines the inlet manifold or the outlet manifold of the first battery heat exchanger;\nwherein the first manifold cover is elongate and extends transversely across at least a portion of the first plate;\nwherein the inlet port or the outlet port is provided in the first manifold cover; and\nwherein the first manifold cover has a flat outer surface which defines the external heater support surface on which the electric heater is provided.\n, wherein the first manifold cover is elongate and extends transversely across at least a portion of the first plate;, wherein the inlet port or the outlet port is provided in the first manifold cover; and, wherein the first manifold cover has a flat outer surface which defines the external heater support surface on which the electric heater is provided., 23. The thermal management system according to claim 22, wherein the first battery heat exchanger further comprises a second manifold cover sealingly joined to the outer surface of the first plate and enclosing a second external manifold chamber which at least partially defines the inlet manifold or the outlet manifold of the first battery heat exchanger;\nwherein the second manifold cover is elongate and extends transversely across at least a portion of the first plate;\nwherein the inlet port or the outlet port is provided in the second manifold cover; and\nwherein the second manifold cover has a flat outer surface which optionally defines a second said external heater support surface on which a second said electric heater is provided.\n, wherein the second manifold cover is elongate and extends transversely across at least a portion of the first plate;, wherein the inlet port or the outlet port is provided in the second manifold cover; and, wherein the second manifold cover has a flat outer surface which optionally defines a second said external heater support surface on which a second said electric heater is provided., 24. The thermal management system according to claim 17, wherein the first battery heat exchanger further comprises a short-circuit flow conduit having first and second ends, and provided between the inlet port and the outlet port to permit short-circuit recirculating flow directly between the inlet and outlet ports; and\nwherein a secondary circulation pump is provided between the first and second ends of the short-circuit flow conduit, the secondary circulation pump being adapted for pumping a volume of heat transfer fluid contained within the first battery heat exchanger, the secondary circulation pump having an inlet which is connected to the outlet manifold through the short-circuit flow conduit, and an outlet which is connected to the inlet manifold through the short-circuit flow conduit.\n, wherein a secondary circulation pump is provided between the first and second ends of the short-circuit flow conduit, the secondary circulation pump being adapted for pumping a volume of heat transfer fluid contained within the first battery heat exchanger, the secondary circulation pump having an inlet which is connected to the outlet manifold through the short-circuit flow conduit, and an outlet which is connected to the inlet manifold through the short-circuit flow conduit., 25. The thermal management system according to claim 17, wherein the first battery heat exchanger further comprises first and second manifold covers sealingly joined to the outer surface of the first plate and respectively enclosing first and second external manifold chambers, each of which at least partially defines the inlet manifold or the outlet manifold of the first battery heat exchanger;\nwherein the first and second manifold covers are elongate and extend transversely across at least a portion of the first plate;\nwherein the inlet and outlet ports are provided in the first and second manifold covers and are located side-by-side, proximate to ends of the manifold covers and to a longitudinal edge of the first battery heat exchanger; and\nwherein the inlet and outlet ports are provided with tubular fittings having extensions which project outwardly beyond an outer edge of the first battery heat exchanger and are adapted for connection to the conduits of the circulation loop.\n, wherein the first and second manifold covers are elongate and extend transversely across at least a portion of the first plate;, wherein the inlet and outlet ports are provided in the first and second manifold covers and are located side-by-side, proximate to ends of the manifold covers and to a longitudinal edge of the first battery heat exchanger; and, wherein the inlet and outlet ports are provided with tubular fittings having extensions which project outwardly beyond an outer edge of the first battery heat exchanger and are adapted for connection to the conduits of the circulation loop., 26. The thermal management system according to claim 25, wherein a first end of a short-circuit flow conduit is connected to the tubular fitting extending from the inlet port, and the second end of the short-circuit flow conduit is connected to the tubular fitting extending from the outlet port; and\nwherein a secondary circulation pump is located outwardly of the longitudinal edge of the first battery heat exchanger.\n, wherein a secondary circulation pump is located outwardly of the longitudinal edge of the first battery heat exchanger., 27. The thermal management system according to claim 26, further comprising a short-circuit flow control valve adapted to alternately prevent and allow flow between the inlet port and/or the outlet port and the conduits of the circulation loop., 28. The thermal management system according to claim 17, wherein the first battery heat exchanger further comprises first and second manifold covers sealingly joined to the outer surface of the first plate and respectively enclosing first and second external manifold chambers, each of which at least partially defines the inlet manifold or the outlet manifold of the first battery heat exchanger;\nwherein the first and second manifold covers are elongate and extend transversely across at least a portion of the first plate;\nwherein the first and second manifold covers form part of an integrated manifold cover structure in which the first and second external manifold chambers are separated by a dividing rib;\nwherein a short-circuit flow conduit extends directly between the first and second manifold covers to directly connect the first external manifold chamber and the second external manifold chamber; and\nwherein a secondary circulation pump is housed inside a pump chamber provided between the first and second ends of the short-circuit flow conduit.\n, wherein the first and second manifold covers are elongate and extend transversely across at least a portion of the first plate;, wherein the first and second manifold covers form part of an integrated manifold cover structure in which the first and second external manifold chambers are separated by a dividing rib;, wherein a short-circuit flow conduit extends directly between the first and second manifold covers to directly connect the first external manifold chamber and the second external manifold chamber; and, wherein a secondary circulation pump is housed inside a pump chamber provided between the first and second ends of the short-circuit flow conduit., 29. The thermal management system according to claim 17, wherein the plurality of battery heat exchangers are connected together in series, wherein the inlet port of at least one of the heat exchangers is joined to an outlet opening of an adjacent one of the heat exchangers., 30. The thermal management system according to claim 1, wherein the plurality of rechargeable battery units comprises a plurality of battery cells and the plurality of battery heat exchangers comprises a plurality of ICE plate heat exchangers;\nwherein one or more of the ICE plate heat exchangers are received between adjacent battery cells;\nwherein the plurality of rechargeable battery units further comprises a support structure for supporting the plurality of ICE plate heat exchangers and the plurality of battery cells; and\nwherein the support structure includes fluid flow passages for supplying heat transfer fluid to the ICE plate heat exchangers and discharging the heat transfer fluid from the ICE plate heat exchangers, and wherein the fluid flow passages of the support structure are located under the plurality of ICE plate heat exchangers and the plurality of battery cells in a base of the support structure.\n, wherein one or more of the ICE plate heat exchangers are received between adjacent battery cells;, wherein the plurality of rechargeable battery units further comprises a support structure for supporting the plurality of ICE plate heat exchangers and the plurality of battery cells; and, wherein the support structure includes fluid flow passages for supplying heat transfer fluid to the ICE plate heat exchangers and discharging the heat transfer fluid from the ICE plate heat exchangers, and wherein the fluid flow passages of the support structure are located under | US | United States | Active | B | True |
| 132 | System and method for a range extender engine of a hybrid electric vehicle \n | US10960873B2 | The present description relates generally to methods and systems for controlling the preheating and starting of a range extender engine of a hybrid electric vehicle.\nA range extender in a hybrid electric vehicle consists of a small internal combustion engine which drives an alternator to produce electrical energy. This electrical energy supplements the electrical energy stored in a battery or other electric energy storage device, which is used primarily to power the electric motor which propels the vehicle. Range extenders are used to extend the limited range of purely electric vehicles. Because current battery technology cannot provide the required electrical energy to give a pure electric vehicle sufficient range, an electric vehicle having a range extender offers a compromise between an internal combustion powered vehicle and a pure electric vehicle. An EV with a range extender is different than a HEV because the range extender engine is an auxiliary system, primarily used if the battery state of charge (SOC) is too low to complete the trip. This compromise improves vehicle performance and extends the vehicle's range while keeping emissions minimal.\nThe range extender engine may be selectively started if the SOC of the battery is lower than required to meet driver torque demand, or if the battery SOC is not sufficient for the vehicle to reach a desired destination. If the range extender engine is started at ambient temperatures that are lower than the optimum operating temperature for engine and emissions components, such as fuel injectors, combustion chambers, oxygen sensors, catalytic converters, etc., engine performance may be degraded. For example, the range extender engine may display lower than optimum fuel efficiency, or increased engine wear, when starting due to the need to idle and warm up before the driver demanded torque can be delivered.\nOne way to increase fuel efficiency and reduce emissions upon range extender engine start-up is to preheat the engine and/or other temperature sensitive components prior to engine start. However, due the difficulty of accurately predicting range extender engine starts, implementation of such preheating methods has proven error prone and inefficient.\nOne attempt to mitigate the unpredictable nature of range extender engine starts was developed by Tamor in U.S. Pat. No. 7,021,409, although this method focuses on smoothing out transitions from one mode of operation to another, and does not consider preheating of range extender engine components. Tamor teaches a method for smoothly transitioning between modes in a parallel type hybrid vehicle by employing “anticipator” functions. The anticipator functions include predetermined mathematical relationships between system variables and predicted vehicle mode transition times. As an example, a vehicle controller may employ an anticipator function to predict, based on a throttle position and vehicle speed, if motor operation alone will soon be insufficient to provide an operator demanded torque, or if engine operation will be required at a future time.\nThe inventors herein have recognized potential issues with the above approach. As one example, the approach has a limited time range into which it can predict future engine operation (e.g., in the order of seconds of vehicle operation). This is because Tamor focuses on maximizing smoothness of transitions between operating modes in a parallel type HEV, such as between an electric motor propulsion mode and an engine propulsion mode. Such short range anticipation times may not allow sufficient time for preheating an engine or associated components, which may occur on the order of minutes. As another example, even with the anticipator function, the method of Tamor may not be able to accurately predict the engine start time. In particular, the anticipator function relies on current control variables such as current motor torque and vehicle speed to predict the start time. However, the future vehicle trajectory may vary significantly from the current trajectory based on the operator's drive history, weather conditions, road grade, etc. For example, if a driver tends to drive aggressively, including frequently applying brakes, a battery state of charge may fall faster than expected, causing the engine to be started earlier than predicted. As another example, if there is unexpected traffic, inclement weather, or an unexpected detour, the engine may need to be started earlier than predicted. If the engine start time is not accurately determined, engine preheating cannot be timely scheduled, causing engine performance to be degraded following start-up.\nThe inventors herein have realized that by using operator driving history, vehicle location, and current route information, a more accurate prediction of range extender engine start time can be made. For example, while a vehicle is operating in a mode which ensures operator demanded motor torque is provided, the range extender engine start time may be predicted based upon an anticipated operator maximum torque demand exceeding a maximum achievable motor torque at a future time, the range extender engine being started prior to said future time to provide power to meet the operator maximum torque demand. The operator maximum torque demand is anticipated based upon the operator driving history, the current route, and current route conditions, while the maximum achievable torque is based upon a predicted battery SOC at the future time. In one example, the above issues may be addressed by a method comprising: while propelling a vehicle via an electric motor along a route, adjusting a starting of pre-heating an engine based on an occurrence of torque demand to reach destination of the route exceeding electric torque capacity of the motor in a drive cycle. In this way, the start time of a range extender engine can be more accurately determined on time scales sufficient to allow for preheating, thereby reducing the issues associated with cold starting an engine.\nAs an example, a hybrid electric vehicle may be configured with an electric motor for propelling vehicle wheels. The vehicle may further include a range extender engine operated to provide just enough energy to enable the vehicle to reach a current destination with a battery SOC above a minimum threshold. Range extender engine operation provides electrical energy to charge a vehicle battery, or provide electrical energy for motor operation (thereby reducing the rate of battery SOC drop), while the motor continues to propel the vehicle. The vehicle further includes a heat exchange system for preheating one or more range extender engine components by transferring a portion of waste heat available at a plurality of waste heat sources to the one or more range extender engine components. In one example, waste heat sources include the electric motor, inverter, transmission, vehicle breaks, vehicle seat heats, cup holders, vehicle lights (headlights taillights cabin lights), etc. The portion of total available waste heat used to preheat each range extender engine component may be based on a performance benefit expected to be achieved by said preheating, and further based on the current and predicted temperatures of the one or more range extender engine components. As an example, predicted performance benefits may result from a temperature increase in one or more of the range extender engine components, and may include, a predicted reduction in engine wear (resulting from reduced friction in a warmed engine versus a cold engine), a reduction in engine emissions, or an increase in engine efficiency. As an example, predicted performance benefits may result from a temperature increase in one or more of the range extender engine components, and may include, a predicted reduction in engine wear (resulting from reduced friction in a warmed engine versus a cold engine), a reduction in engine emissions, or an increase in engine efficiency. In another example a controller of the vehicle may calculate that range extender engine efficiency will be maximized by transferring all available waste heat to the combustion chambers of the range extender engine, as opposed to transferring the available waste heat equally amongst all range extender engine components, based upon a predicted future temperature of the other range extender engine components being above a threshold temperature, and thus not requiring preheating. In another example, the vehicle controller may determine that an equal distribution of the available waste heat between the catalytic converter and oxygen sensors maximally reduces expected engine emissions upon start up, and that no heat need be transferred to the range extender combustion chambers, as these chambers will quickly increase in temperature subsequent to range extender engine start. In yet another example, based upon the current temperature of the range extender engine fuel injectors being greater than a threshold temperature, no increase in fuel injector performance is expected upon preheating, and the vehicle controller may therefore allocate no waste heat to the preheating of the fuel injectors, but instead distribute the waste heat amongst the other range extender engine components. The controller of the vehicle may estimate the duration of preheating required for one or more range extender engine components to reach a threshold temperature, where the threshold temperature is a function of the maximum achievable temperature of said component given the total available waste heat, and further based on the optimum operating temperature (or temperature range) of said component. In one example, the threshold temperature of the catalytic converter may be selected based on the temperature at which the catalytic converter maximally reduces emissions, and further based upon the highest temperature to which the catalytic converter can be preheated based on the available waste heat, such that the threshold temperature is as close to the temperature at which the catalytic converter maximally reduces emissions as can be reached using the available waste heat. The controller may initiate said preheating based on a predicted start time of the range extender engine, such that the preheating is completed within a threshold of the predicted engine start. The engine start being predicted based on a current battery SOC, an estimated running average rate of power consumption, a current route, current route conditions, and operator driving history. In one example, the range extender engine start time is predicted based on an estimated future time at which a maximum operator demanded torque first exceeds a maximum motor torque achievable based on a battery SOC at said future time. In another example, based on a current average rate of battery SOC depletion, a battery SOC at a future time is estimated, and based on the future battery SOC a maximum achievable motor torque at the future time is calculated. This estimated maximum achievable motor torque is compared to a maximum operator demanded torque, and if the estimated maximum achievable motor torque is less than the anticipated maximum operator demanded torque the range extender engine is started a threshold before said future time, such that the maximum operator demanded torque may be provided via the combined electric power output of the range extender engine and/or the vehicle battery. In yet another example, the maximum operator demanded torque at the future time is anticipated based on operator driving history and a current route, including current route conditions. More specifically, the maximum operator demanded torque is anticipated based on a 95th percentile power demand calculated from operator driving history data, this 95th percentile power demand adjusted based on the current route and route conditions (such as via an adjustment factor to account for more power intensive route or route conditions). In a more specific example, for an aggressive driver, the 95th percentile power demand may exceed the 95th percentile power demand for an average group of drivers, and thus a range extender engine may be predicted to start at an earlier time than would be the case for a less aggressive driver. In another example, a less aggressive driver's 95th percentile power demand may be significantly below the 95th percentile power demand of the average driver, and therefore the range extender engine may not need to be started until a later time, at which point the battery SOC has decreased to a lower level.\nIn this way, a range extender engine start time may be predicted far enough in advance that an improvement in engine efficiency following engine start may be achieved via initiating preheating such that preheating is completed within a threshold time before said engine start. The technical effect of predicting a range extender engine start based on a current battery SOC, an estimated running average rate of power consumption, a current route, current route conditions, and operator driving history, is that a start time of a range extender engine can be accurately predicted far enough in advance of said predicted start time that range extender engine preheating can be initiated based on said predicted start time, thereby reducing a duration of sub-optimal engine performance following range extender engine start.\nThe above advantages and other advantages, and features of the present description will be readily apparent from the following Detailed Description when taken alone or in connection with the accompanying drawings.\nIt should be understood that the summary above is provided to introduce in simplified form a selection of concepts that are further described in the detailed description. It is not meant to identify key or essential features of the claimed subject matter, the scope of which is defined uniquely by the claims that follow the detailed description. Furthermore, the claimed subject matter is not limited to implementations that solve any disadvantages noted above or in any part of this disclosure.\n FIG. 1 shows an example vehicle propulsion system of an electric vehicle with a range extender engine.\n FIG. 2 shows an example vehicle heat exchange system.\n FIG. 3 shows a high level flowchart of an example method for preheating a range extender engine and associated components.\n FIG. 4 shows a high level flowchart of an example method for predicting range extender engine start time.\n FIG. 5 shows a high level flowchart of an example method for estimating the duration of engine/component preheating.\n FIG. 6 shows a high level flowchart of an example method for operating a vehicle heat exchange system to transfer heat from waste heat sources, and/or heat reservoir, to range extender engine/components.\n FIG. 7 shows a high level flowchart of an example method for employing a phase change material and associated heat exchanger to store excess waste heat or utilize stored waste heat for preheating of range extender/components.\nThe following description relates to systems and methods for preheating a range extender engine using waste heat based on a predicted engine start time and an estimated duration of preheating. The method may be applied to hybrid vehicle propulsion systems, such as the hybrid electric vehicle system employing a range extender engine shown in FIG. 1. Specifically, the description relates to preheating the range extender engine and/or its associated components by transferring heat to those components from waste heat sources via a heat exchange system, such as the heat exchange system shown in FIG. 2. An engine controller may be configured to perform a routine, such as the example routine of FIG. 3, to preheat a range extender engine and its associated components using waste heat based on a predicted engine start time and an estimated preheating duration, such that preheating is completed within a threshold time before the predicted engine start. Engine start time may be predicted by a method such as that shown in FIG. 4, while the duration of preheating may be estimated by a method such as that shown in FIG. 5. The preheating may be conducted according to the method shown in FIG. 6, which evaluates which sources of waste heat are to be utilized, and which engine system components require heating. The heat exchange system shown in FIG. 2 may include heat exchangers associated with one or more waste heat sources, heat exchangers associated with one or more engine system components, and may also include a heat exchanger in contact with a phase change material (PCM). Operation of the heat exchange system of FIG. 2 may be controlled according to a method, such as the example method shown in FIG. 7, to store heat in this PCM when waste heat is in excess, or to utilize stored waste heat to preheat the engine/components.\n FIG. 1 illustrates an example vehicle propulsion system 100. Vehicle propulsion system 100 includes a motor 120 and a fuel burning engine 110, herein after the engine 110 is also referred to as the range extender engine 110. As a non-limiting example, engine 110 comprises an internal combustion engine and motor 120 comprises an electric motor. Motor 120 may be configured to utilize or consume a different energy source than engine 110. For example, engine 110 may consume a liquid fuel (e.g., gasoline) to produce an engine output while motor 120 may consume electrical energy to produce a motor output. A vehicle with propulsion system 100, which includes a motor for propulsion, and a range extender engine for supplemental energy generation, may be referred to as a series hybrid electric vehicle (SHEV) or an extended-range electric vehicle (EREV).\n Vehicle propulsion system 100 may utilize a variety of different operational modes depending on operating conditions encountered by the vehicle propulsion system. Some of these modes may enable engine 110 to be maintained in an off state (e.g., set to a deactivated state) where combustion of fuel at the engine is discontinued. For example, under select operating conditions, motor 120 may propel the vehicle via drive wheel 130 as indicated by arrow 122 while engine 110 is deactivated (herein also referred to as an electric-only mode). During other operating conditions, engine 110 may be set to a deactivated state (as described above) while motor 120 may be operated to charge energy storage device 150. For example, motor 120 may receive wheel torque from drive wheel 130 as indicated by arrow 122 where the motor may convert the kinetic energy of the vehicle to electrical energy for storage at energy storage device 150 as indicated by arrow 124. This operation may be referred to as regenerative braking of the vehicle. Thus, motor 120 can provide a generator function in some embodiments. However, in other embodiments, alternator 125 may instead receive wheel torque from drive wheel 130, where the alternator may convert the kinetic energy of the vehicle to electrical energy for storage at energy storage device 150 as indicated by arrow 162.\n Vehicle propulsion system 100 is configured as a series type hybrid electric vehicle propulsion system, whereby the engine is not directly coupled to a drive wheel of the vehicle and does not directly provide torque for vehicle propulsion. Rather, engine 110 may be operated to provide supplemental power to motor 120, which may in turn propel the vehicle via drive wheel 130 as indicated by arrow 122. For example, during select operating conditions, engine 110 may drive alternator 125 as indicated by arrow 116, which may in turn supply electrical energy to one or more of motor 120 as indicated by arrow 114 or energy storage device 150 as indicated by arrow 162. As another example, engine 110 may be operated to drive motor 120 which may in turn provide an alternator function to convert the engine output to electrical energy, where the electrical energy may be stored at energy storage device 150 for later use by the motor. As the range extender engine may be operated to provide supplemental power for vehicle propulsion, in some control schemes the range extender may be operated intermittently during a single drive cycle. As the range extender engine may generally be smaller than a conventional internal combustion engine, thereby having a smaller thermal mass, the temperature of one or more range extender engine components may decrease substantially between one operation cycle and the next, thus incurring a reduction in performance of said component. The current disclosure teaches systems and methods to mitigate the performance penalty incurred by one or more components of a range extender engine upon cold starting, by preheating one or more range extender engine components using waste heat, a timing of the preheating determined based on a predicted engine start, such that preheating is completed at or before the predicted start.\n Fuel system 140 may include one or more fuel tanks 144 for storing fuel on-board the vehicle. For example, fuel tank 144 may store one or more liquid fuels, including but not limited to: gasoline, diesel, and alcohol fuels. In some examples, the fuel may be stored on-board the vehicle as a blend of two or more different fuels. For example, fuel tank 144 may be configured to store a blend of gasoline and ethanol (e.g., E10, E85, etc.) or a blend of gasoline and methanol (e.g., M10, M85, etc.), whereby these fuels or fuel blends may be delivered to engine 110 as indicated by arrow 142. Still other suitable fuels or fuel blends may be supplied to range extender engine 110, where they may be combusted at the engine to produce an engine output. The engine output may be utilized to generate electricity by operating alternator 125, said electricity used to directly power motor 120, or to recharge energy storage device 150.\nIn some embodiments, energy storage device 150 may be configured to store electrical energy that may be supplied to other electrical loads residing on-board the vehicle (other than the motor), including a cabin heating and air conditioning system, engine starting system, headlights, cabin audio and video systems, etc. As a non-limiting example, energy storage device 150 may include one or more batteries and/or capacitors.\n Control system 190 may communicate with one or more of range extender engine 110, motor 120, fuel system 140, energy storage device 150, and alternator 125. Control system 190 may receive sensory feedback information from one or more of engine 110, motor 120, fuel system 140, energy storage device 150, and alternator 125. Further, control system 190 may send control signals to one or more of range extender engine 110, motor 120, fuel system 140, energy storage device 150, and alternator 125 responsive to this sensory feedback. Control system 190 may receive an indication of an operator requested output of the vehicle propulsion system from a vehicle operator 102. For example, control system 190 may receive sensory feedback from pedal position (PP) sensor 194 which communicates with pedal 192. Pedal 192 may refer schematically to a brake pedal and/or an accelerator pedal.\n Energy storage device 150 may periodically receive electrical energy from a power source 180 residing external to the vehicle (e.g., not part of the vehicle) as indicated by arrow 184. As a non-limiting example, vehicle propulsion system 100 may be configured as a plug-in hybrid electric vehicle, whereby electrical energy may be supplied to energy storage device 150 from power source 180 via an electrical energy transmission cable 182. During a recharging operation of energy storage device 150 from power source 180, electrical transmission cable 182 may electrically couple energy storage device 150 and power source 180. While the vehicle propulsion system is operated to propel the vehicle, electrical transmission cable 182 may be disconnected from the power source 180 and energy storage device 150. Control system 190 may identify and/or control the amount of electrical energy stored at the energy storage device, which may be referred to as the state of charge (SOC).\nIn other embodiments, electrical transmission cable 182 may be omitted, where electrical energy may be received wirelessly at energy storage device 150 from power source 180. For example, energy storage device 150 may receive electrical energy from power source 180 via one or more of electromagnetic induction, radio waves, and electromagnetic resonance. As such, it will be appreciated that any suitable approach may be used for recharging energy storage device 150 from a power source that does not comprise part of the vehicle. In this way, motor 120 may propel the vehicle by utilizing an energy source other than the fuel utilized by engine 110.\n Fuel system 140 may periodically receive fuel from a fuel source residing external to the vehicle. As a non-limiting example, vehicle propulsion system 100 may be refueled by receiving fuel via a fuel dispensing device 170 as indicated by arrow 172. In some embodiments, fuel tank 144 may be configured to store the fuel received from fuel dispensing device 170 until it is supplied to engine 110 for combustion. In some embodiments, control system 190 may receive an indication of the level of fuel stored at fuel tank 144 via a fuel level sensor. The level of fuel stored at fuel tank 144 (e.g., as identified by the fuel level sensor) may be communicated to the vehicle operator, for example, via a fuel gauge or indication in a vehicle instrument panel 196. The vehicle instrument panel 196 may include indicator light(s) and/or a text-based display in which messages are displayed to an operator. The vehicle instrument panel 196 may also include various input portions for receiving an operator input, such as buttons, touch screens, voice input/recognition, etc. For example, the vehicle instrument panel 196 may include a refueling button 197 which may be manually actuated or pressed by a vehicle operator to initiate refueling. For example, in response to the vehicle operator actuating refueling button 197, a fuel tank in the vehicle may be depressurized so that refueling may be performed.\nThe vehicle propulsion system 100 may also include ambient temperature sensor 198, humidity sensor 185, and engine temperature sensor 115. In one example, engine temperature sensor 115 is an engine coolant temperature (ECT) sensor wherein the engine temperature is inferred from the engine coolant temperature. In another example, engine temperature sensor 115 is a cylinder head temperature (CHT) sensor wherein the engine temperature is inferred from the cylinder head temperature. Further, vehicle propulsion system 100 may include a heat exchange system 160 for temperature control of a range extender engine. Heat exchange system 160 may include various components, such as a plurality of heat exchangers 163 associated with both a plurality of range extender engine components and a plurality of waste heat sources, temperature sensors 166 for inferring the temperatures of one or more range extender engine components and waste heat sources, a pump 164, and a coolant sump 168. Operation of heat exchange system 160 may be controlled by controller 190 according to one or more methods stored in non-transitory memory of controller 190, such as those methods described in FIG. 5, FIG. 6, and FIG. 7. In one example, heat exchange system 160 may be operated by controller 190 to transfer waste heat from one or more of the plurality of waste heat sources, to one or more of the plurality of range extender engine components via operation of pump 164, to preheat the said range extender engine components prior to a predicted engine start time.\nTurning now to FIG. 2, an example embodiment of heat exchange system 160 is shown. Heat exchange system 160 represents one possible embodiment of a heat exchange system, however it will be appreciated that other embodiments are possible. Heat exchange system 160 consists of a network of heat exchangers, each associated with one or more components of a vehicle, and each heat exchanger connected to the network via passages, pipes, or ducts such that a common fluid may flow throughout the system, thereby enabling heat transfer between the plurality of waste heat sources and range extender engine components. The heat exchange fluid within heat exchange system 160 may be a liquid or a gas, or may transition from liquid to gas at the relatively warmer temperatures within the waste heat sources, and transition from gas to liquid at the relatively cooler temperatures within the components to be preheated. In the case that the heat exchange fluid is capable of changing phase within the temperature range likely to be found within said system, fluid flow through the system may be achieved through natural convection. However, in other embodiments, such as the embodiment represented by heat exchange system 160, the heat exchange fluid may remain in a single phase, and fluid flow within the heat exchange system may be generated by action of a pump, such as pump 164.\n Heat exchange system 160 includes pump 164. Pump 164 may be a centrifugal pump or a positive displacement pump. In some embodiments, the heat exchange system may employ more than one pump, the additional pump(s) being backup pump(s), or pump(s) for flowing heat exchange fluid through only a part of the overall heat exchange system. In one example pump 164 may be an electric pump, such that pumping power is provided by an electric energy storage device, such as a battery, or capacitor. In another example, pump 164 may be driven by the vehicle motor via a belt and pulley system. In further examples, pump 164 may be provided motive power from a plurality of sources, with selection of which source, or which combination of sources provide power to pump 164 adjusted by a vehicle controller, such as controller 190, based upon vehicle operating conditions. Controller 190 may further command pump 164 to produce a specified output based upon vehicle operating conditions, ambient conditions, or one or more inferred or measured vehicle component temperatures. In one example, while the ambient temperature is below a threshold, controller 190 may command a higher output to pump 164 to provide greater flow through heat exchange system 160, thereby increasing the rate of heat transfer to vehicle components to be preheated. In another example, while the ambient temperature is above a threshold, vehicle controller 190 may command a lower output to pump 164 to provide a lesser flow through heat exchange system 160, thereby providing the requisite amount of heat transfer while consuming less energy. In another example, based on an indication that the waste heat sources are above a threshold temperature, controller 190 may command a lower output to pump 164, as a requisite amount of heat transfer can be provided at a lower flow rate, thus consuming less energy. In a converse example, based on an indication that the waste heat sources are below a threshold temperature, controller 190 may command a higher output to pump 164 in order to provide a requisite amount of heat transfer despite the lower waste heat source temperatures. Similarly, in another example, based upon an indication that the components to be preheated are below a threshold temperature, controller 190 may command a greater output to pump 164. In another example, based upon an indication that the components to be preheated are above a threshold temperature, controller 190 may command a lower output to pump 164. The above mentioned temperature thresholds may be chosen based on vehicle operating conditions, ambient conditions, or on the temperatures of one or more vehicle components or waste heat sources.\nThe pump draws heat exchange fluid from a reservoir, such as heat exchange fluid sump 168, before flowing it throughout the rest of the heat exchange system. The heat exchanger fluid sump 168 may be configured to enable periodic replacement of heat exchanger fluid with within the heat exchange system. In one example, heat exchange fluid, such as coolant, may need to be replaced every 6 months, to ensure degradation of the coolant does not reduce the efficiency of operation of the heat exchange system.\nThe heat exchange system 160 includes a plurality of heat exchangers 206-230. Each heat exchanger is in thermal contact with one or more vehicle components, such that flow of heat exchange fluid through the heat exchanger associated with a particular vehicle component facilitates heat transfer between the heat exchange fluid and said vehicle component. The plu | Methods and systems are provided for improving the operating range of an electric vehicle having an engine wherein waste heat generated during motor operation is transferred to pre-heat the engine. Engine starting is predicted based on the electrical torque demand of the vehicle relative to the actual and predicted electrical energy consumption of the electric vehicle. Prior to starting the engine to charge a battery of the motor, various engine components are pre-heated in an order that improves vehicle range while also optimizing fuel economy. | US:15/895,923 | https://patentimages.storage.googleapis.com/25/2d/40/52e4fd7f3b7368/US10960873.pdf | US:10960873 | Kenneth Miller, Thomas Leone, Gopichandra Surnilla | Ford Global Technologies LLC | US:20020024221:A1, US:7021409, US:20100170455:A1, US:20120010767:A1, US:8612082, EP:2792551:A1, US:20150158397:A1, US:20150226566:A1, US:9493089, US:20150285161:A1, US:20150298684:A1, US:20170144647:A1, US:20180209393:A1 | Not available | 2021-03-30 | 1. A method, comprising:\nwhile propelling a vehicle via an electric motor along a route in an economy mode, wherein the economy mode includes operating a range extender engine only as necessary to ensure the vehicle reaches a current destination:\npredicting a power consumption of the vehicle along the route;\ncalculating a future range extender engine start time based on a current battery state of charge (SOC), the predicted power consumption of the vehicle along the route, and a battery SOC threshold;\nestimating a duration of pre-heating based on temperatures of one or more waste heat sources; and\nadjusting a starting of pre-heating the range extender engine based on the future range extender engine start time and further based on the estimated duration of pre-heating.\n\n, while propelling a vehicle via an electric motor along a route in an economy mode, wherein the economy mode includes operating a range extender engine only as necessary to ensure the vehicle reaches a current destination:\npredicting a power consumption of the vehicle along the route;\ncalculating a future range extender engine start time based on a current battery state of charge (SOC), the predicted power consumption of the vehicle along the route, and a battery SOC threshold;\nestimating a duration of pre-heating based on temperatures of one or more waste heat sources; and\nadjusting a starting of pre-heating the range extender engine based on the future range extender engine start time and further based on the estimated duration of pre-heating.\n, predicting a power consumption of the vehicle along the route;, calculating a future range extender engine start time based on a current battery state of charge (SOC), the predicted power consumption of the vehicle along the route, and a battery SOC threshold;, estimating a duration of pre-heating based on temperatures of one or more waste heat sources; and, adjusting a starting of pre-heating the range extender engine based on the future range extender engine start time and further based on the estimated duration of pre-heating., 2. The method of claim 1, further comprising predicting the power consumption of the vehicle along the route based on one or more of driver history, a probability of HVAC operation along the route, route of travel, and route conditions including weather and traffic conditions, wherein the driver history includes average vehicle speed and frequency of acceleration and deceleration indexed as a function of the route of travel, and wherein the route conditions are retrieved from a navigation system communicatively coupled to the vehicle., 3. The method of claim 1, wherein, below the battery SOC threshold, vehicle propulsion via the electric motor is no longer possible., 4. The method of claim 1, wherein the adjusting includes starting the pre-heating of the range extender engine to raise range extender engine component temperature to a target temperature before the range extender engine start time., 5. The method of claim 1, further comprising:\ninferring a temperature of a heat reservoir, wherein the heat reservoir comprises a phase change material (PCM), and wherein the PCM is configured to transition from a liquid to a solid upon release of heat;\nresponding to the temperature of the heat reservoir being greater than a threshold temperature by:\ntransferring heat from the heat reservoir to the range extender engine prior to the range extender engine start time.\n\n, inferring a temperature of a heat reservoir, wherein the heat reservoir comprises a phase change material (PCM), and wherein the PCM is configured to transition from a liquid to a solid upon release of heat;, responding to the temperature of the heat reservoir being greater than a threshold temperature by:\ntransferring heat from the heat reservoir to the range extender engine prior to the range extender engine start time.\n, transferring heat from the heat reservoir to the range extender engine prior to the range extender engine start time., 6. The method of claim 1, wherein the one or more waste heat sources include cup holders, seats, and vehicle lights., 7. The method of claim 1, further comprising adjusting an order of transferring waste heat to a plurality of components of the range extender engine based on range extender engine component temperature relative to a corresponding target temperature., 8. The method of claim 7, wherein the plurality of components of the range extender engine includes a combustion chamber, an exhaust catalyst, and an exhaust gas oxygen sensor., 9. The method of claim 7, wherein adjusting the order includes initially transferring the waste heat to a first of the plurality of components of the range extender engine having the range extender engine component temperature closest to the corresponding target temperature, and then transferring the waste heat to a second of the plurality of components of the range extender engine having the range extender engine component temperature further from the corresponding target temperature., 10. A method, comprising:\nwhile propelling a vehicle via an electric motor along a route:\nevaluating an operator chosen operating mode of an engine; and\nresponding to the chosen operating mode of the engine being an economy mode by:\nestimating a current battery state of charge (SOC);\npredicting a future battery SOC based on the current battery SOC;\npredicting a power consumption of the vehicle along the route;\ncalculating an engine start time based on the current battery SOC, the future battery SOC, the predicted power consumption of the vehicle along the route, an estimated time to reach a current destination, and a battery state of charge (SOC) threshold, wherein below the battery SOC threshold the electric motor is unable to provide sufficient torque to propel the vehicle;\nestimating a duration of pre-heating based on temperatures of one or more waste heat sources and further based on one or more engine component temperatures; and\ntransferring waste heat generated at the one or more waste heat sources to pre-heat an engine, wherein the transferring is initiated more than the estimated duration of pre-heating before the engine start time.\n\n\n, while propelling a vehicle via an electric motor along a route:\nevaluating an operator chosen operating mode of an engine; and\nresponding to the chosen operating mode of the engine being an economy mode by:\nestimating a current battery state of charge (SOC);\npredicting a future battery SOC based on the current battery SOC;\npredicting a power consumption of the vehicle along the route;\ncalculating an engine start time based on the current battery SOC, the future battery SOC, the predicted power consumption of the vehicle along the route, an estimated time to reach a current destination, and a battery state of charge (SOC) threshold, wherein below the battery SOC threshold the electric motor is unable to provide sufficient torque to propel the vehicle;\nestimating a duration of pre-heating based on temperatures of one or more waste heat sources and further based on one or more engine component temperatures; and\ntransferring waste heat generated at the one or more waste heat sources to pre-heat an engine, wherein the transferring is initiated more than the estimated duration of pre-heating before the engine start time.\n\n, evaluating an operator chosen operating mode of an engine; and, responding to the chosen operating mode of the engine being an economy mode by:\nestimating a current battery state of charge (SOC);\npredicting a future battery SOC based on the current battery SOC;\npredicting a power consumption of the vehicle along the route;\ncalculating an engine start time based on the current battery SOC, the future battery SOC, the predicted power consumption of the vehicle along the route, an estimated time to reach a current destination, and a battery state of charge (SOC) threshold, wherein below the battery SOC threshold the electric motor is unable to provide sufficient torque to propel the vehicle;\nestimating a duration of pre-heating based on temperatures of one or more waste heat sources and further based on one or more engine component temperatures; and\ntransferring waste heat generated at the one or more waste heat sources to pre-heat an engine, wherein the transferring is initiated more than the estimated duration of pre-heating before the engine start time.\n, estimating a current battery state of charge (SOC);, predicting a future battery SOC based on the current battery SOC;, predicting a power consumption of the vehicle along the route;, calculating an engine start time based on the current battery SOC, the future battery SOC, the predicted power consumption of the vehicle along the route, an estimated time to reach a current destination, and a battery state of charge (SOC) threshold, wherein below the battery SOC threshold the electric motor is unable to provide sufficient torque to propel the vehicle;, estimating a duration of pre-heating based on temperatures of one or more waste heat sources and further based on one or more engine component temperatures; and, transferring waste heat generated at the one or more waste heat sources to pre-heat an engine, wherein the transferring is initiated more than the estimated duration of pre-heating before the engine start time., 11. The method of claim 10, further comprising starting the engine at the engine start time, and continuously operating the engine until the vehicle reaches the current destination., 12. The method of claim 10, further comprising:\npredicting a battery SOC profile over the route based on the predicted power consumption of the vehicle along the route and the current battery state of charge; and\ncalculating the engine start time based on a time at which the battery SOC profile first decreases to below the battery SOC threshold.\n, predicting a battery SOC profile over the route based on the predicted power consumption of the vehicle along the route and the current battery state of charge; and, calculating the engine start time based on a time at which the battery SOC profile first decreases to below the battery SOC threshold., 13. The method of claim 10, wherein the transferring includes transferring the waste heat from one or more of the electric motor, a battery powering the electric motor, an inverter, a phase change material heat reservoir, and an alternator to the engine via a heat exchange system including circulating coolant., 14. The method of claim 13, wherein the transferring further includes:\ntransferring the waste heat to a first engine component and then a second engine component responsive to a first fuel economy benefit of operating the engine with the first engine component hotter than the second engine component is higher than a second fuel economy benefit of operating the engine with the second engine component hotter than the first engine component; and\ntransferring the waste heat to the second engine component and then the first engine component responsive to the second fuel economy benefit being higher than the first fuel economy benefit.\n, transferring the waste heat to a first engine component and then a second engine component responsive to a first fuel economy benefit of operating the engine with the first engine component hotter than the second engine component is higher than a second fuel economy benefit of operating the engine with the second engine component hotter than the first engine component; and, transferring the waste heat to the second engine component and then the first engine component responsive to the second fuel economy benefit being higher than the first fuel economy benefit., 15. A vehicle, comprising:\nan electric motor;\na battery coupled to the electric motor;\na range extender engine coupled to the battery via an alternator;\na heat exchange system comprising a phase change material (PCM) heat reservoir; and\na controller with computer readable instructions stored in non-transitory memory for:\nwhile propelling the vehicle via the electric motor on a route:\nevaluating an operator chosen operating mode of the range extender engine; and\nresponding to the operator chosen operating mode of the range extender engine being an economy mode by:\nestimating a current battery state of charge (SOC) of the battery;\npredicting a power consumption of the vehicle along the route;\npredicting a total energy to reach the destination;\ncalculating an engine start time for the range extender engine based on the current battery SOC, the predicted power consumption of the vehicle along the route, an estimated time to reach a current destination, and a battery SOC threshold, wherein below the battery SOC threshold the electric motor is unable to provide sufficient torque to propel the vehicle; and\ntransferring waste heat from one or more of the electric motor, the battery, the PCM heat reservoir, and the alternator, to the engine via the heat exchange system before the engine start time.\n\n\n\n, an electric motor;, a battery coupled to the electric motor;, a range extender engine coupled to the battery via an alternator;, a heat exchange system comprising a phase change material (PCM) heat reservoir; and, a controller with computer readable instructions stored in non-transitory memory for:\nwhile propelling the vehicle via the electric motor on a route:\nevaluating an operator chosen operating mode of the range extender engine; and\nresponding to the operator chosen operating mode of the range extender engine being an economy mode by:\nestimating a current battery state of charge (SOC) of the battery;\npredicting a power consumption of the vehicle along the route;\npredicting a total energy to reach the destination;\ncalculating an engine start time for the range extender engine based on the current battery SOC, the predicted power consumption of the vehicle along the route, an estimated time to reach a current destination, and a battery SOC threshold, wherein below the battery SOC threshold the electric motor is unable to provide sufficient torque to propel the vehicle; and\ntransferring waste heat from one or more of the electric motor, the battery, the PCM heat reservoir, and the alternator, to the engine via the heat exchange system before the engine start time.\n\n\n, while propelling the vehicle via the electric motor on a route:\nevaluating an operator chosen operating mode of the range extender engine; and\nresponding to the operator chosen operating mode of the range extender engine being an economy mode by:\nestimating a current battery state of charge (SOC) of the battery;\npredicting a power consumption of the vehicle along the route;\npredicting a total energy to reach the destination;\ncalculating an engine start time for the range extender engine based on the current battery SOC, the predicted power consumption of the vehicle along the route, an estimated time to reach a current destination, and a battery SOC threshold, wherein below the battery SOC threshold the electric motor is unable to provide sufficient torque to propel the vehicle; and\ntransferring waste heat from one or more of the electric motor, the battery, the PCM heat reservoir, and the alternator, to the engine via the heat exchange system before the engine start time.\n\n, evaluating an operator chosen operating mode of the range extender engine; and, responding to the operator chosen operating mode of the range extender engine being an economy mode by:\nestimating a current battery state of charge (SOC) of the battery;\npredicting a power consumption of the vehicle along the route;\npredicting a total energy to reach the destination;\ncalculating an engine start time for the range extender engine based on the current battery SOC, the predicted power consumption of the vehicle along the route, an estimated time to reach a current destination, and a battery SOC threshold, wherein below the battery SOC threshold the electric motor is unable to provide sufficient torque to propel the vehicle; and\ntransferring waste heat from one or more of the electric motor, the battery, the PCM heat reservoir, and the alternator, to the engine via the heat exchange system before the engine start time.\n, estimating a current battery state of charge (SOC) of the battery;, predicting a power consumption of the vehicle along the route;, predicting a total energy to reach the destination;, calculating an engine start time for the range extender engine based on the current battery SOC, the predicted power consumption of the vehicle along the route, an estimated time to reach a current destination, and a battery SOC threshold, wherein below the battery SOC threshold the electric motor is unable to provide sufficient torque to propel the vehicle; and, transferring waste heat from one or more of the electric motor, the battery, the PCM heat reservoir, and the alternator, to the engine via the heat exchange system before the engine start time., 16. The vehicle of claim 15, wherein the controller includes further instructions for adjusting a beginning of the transferring of waste heat to pre-heat one or more engine components to a corresponding target temperature before the engine start time, and for adjusting an order of transferring the waste heat to the one or more engine components based on a temperature of each of the one or more engine components relative to the corresponding target temperature., 17. The vehicle of claim 15, wherein the controller includes further instructions to start the range extender engine at the calculated engine start time, and operate the range extender engine continuously until the vehicle reaches the current destination. | US | United States | Active | B | True |
| 133 | Power management in electric vehicles \n | US10227010B2 | The present application is a continuation of U.S. Nonprovisional application Ser. No. 14/967,364, filed Dec. 14, 2015, which is a continuation of Nonprovisional U.S. application Ser. No. 14/748,210, filed Jun. 23, 2015, which claims priority to U.S. Provisional Application No. 62/133,991, filed Mar. 16, 2015, and U.S. Provisional Application No. 62/150,848, filed Apr. 22, 2015, the entire disclosures of which are hereby incorporated by reference for all purposes.\nThe present invention relates to a power management systems for electric batteries, for example, batteries within electric vehicle motors and other electric devices.\nBattery charging and power management technologies are an important part of the development of new electric battery-powered devices, such as electric vehicles. For example, a plurality of battery modules may be the power source of an electric vehicle and may play an important role in the operation of the electric vehicle. Effective management and monitoring of the battery may be a critical technology, and thus the battery management system becomes an essential part of the electric vehicle. Battery management systems in electric vehicles may monitor battery voltage, current, temperature, and other battery parameters and conditions necessary to ensure the effective operation of the battery. Such data may be stored and provided to various control circuits and systems within the battery pack and/or within the electric device (e.g., a vehicle control unit of an electric vehicle). In some cases, battery packs may use pluralities of replaceable battery modules, creating complications and difficulties for ongoing monitoring and management of the battery modules.\nIn view of the above, the present invention relates to power management systems for electric devices, such as electric vehicles.\nCertain aspects of the present invention relate to power management system for electric vehicle. Electric vehicle power management systems may be used to manage a plurality of battery modules, and each battery module in the plurality of battery modules may comprises one or more battery cells. Such electric vehicle power management systems may comprise a plurality of battery management systems (BMS), wherein each battery management system in the plurality of battery management systems (BMS) is connected with a corresponding battery module for managing one or more battery cells in the corresponding battery module. An energy management system (EMS) may manage the plurality of battery management systems. The electric vehicle power management system may further comprise a wireless data channel consisting of one or more wireless frequency channels for data communication between the energy management system and the plurality of battery management systems. The energy management system also may include an energy management processor and an energy management communication module. Each battery management system may include a battery management processor and a battery management communication module, and also may be provided with a unique battery management system address. The energy management communication module may use the wireless frequency channel to simultaneously send a command to each of the battery management systems, and the command may carry an address identifying a currently selected battery management system. Each of the battery management communication modules may receive the command from the energy management communication module, and may use their respective battery management processors to determine whether or not to process and answer the received command based on the address in the command. The battery management processor of the currently selected battery management system may determine that judges that there is a need to process and answer the received command, and may then process and respond to the received command.\nAccording to additional aspects of the present invention, electric vehicle power management systems may be provided. The electric vehicle power management systems may be used for managing a plurality of battery modules, wherein each battery module in the plurality of battery modules comprises one or more battery cells. The electric vehicle power management systems may comprises a plurality of battery management systems (BMS), wherein each battery management system in the plurality of battery management systems corresponds to a battery module, and each battery management system may be used for managing one or more battery cells in the battery module. An energy management system (EMS) may manage the plurality of battery management systems. Electric vehicle power management systems may further comprise a wireless data channel, the wireless data channel consists of a plurality of wireless frequency channels, and each battery management system in the plurality of battery management systems may use a corresponding wireless frequency channel in the plurality of wireless frequency channels to communicate with the energy management system. The energy management system may include an energy management communication module, and each battery management system in the plurality of battery management systems (BMS) may include a battery management communication module. The energy management communication module may use the wireless frequency channels to send a command to one battery management system in the plurality of battery management systems, or to multiple battery management systems in the plurality of battery management systems simultaneously. The one or multiple battery management systems in the plurality of battery management systems may receive the command through their respective battery management communication modules, process and respond to the command after receiving the command.\nAccording to the further aspects of the present invention, battery packs of electric vehicles may be provided. Such battery packs may include a plurality of battery modules, and the battery packs may use the electric vehicle power management system according to the embodiments described herein.\nIn still further aspects of the present invention, electric vehicles may be provided, the electric vehicles including the battery pack of the electric vehicle and/or electric vehicle power management systems according to the embodiments described herein.\nVarious embodiments described herein may have certain advantages over techniques, for example, avoiding large numbers of wirings in electric vehicle battery packs and thus saving space with such battery packs. Additionally, less or none of the communication wire joints may be required in some cases, and thus battery module groups may be more convenient to replace, and vehicle stability problems resulting from loss of communication with battery modules may be more effectively prevented.\nThe present invention will be further described in detail with reference to the accompanying drawings\n FIG. 1A shows a data exchanging diagram of an electric vehicle power management system in accordance with one or more embodiments of the present invention.\n FIG. 1B shows a data exchanging diagram of the electric vehicle power management system in accordance with one or more embodiments of the present invention.\n FIG. 2 shows a hardware module diagram of the electric vehicle power management system in accordance with one or more embodiments of the present invention.\n FIG. 3A shows an internal main communication flow diagram of a battery pack using the electric vehicle power management system in accordance with one or more embodiments of the present invention.\n FIG. 3b shows an internal implementation flow diagram of the battery pack using the electric vehicle power management system in accordance with one or more embodiments of the present invention.\n FIG. 4 shows an internal communication flow schematic diagram of a battery pack using the electric vehicle power management system in accordance with one or more embodiments of the present invention.\n FIG. 5 shows an example block diagram for a computing system upon which various features of the present disclosure may be provided.\nEmbodiments of the electric vehicle power management system of the present invention will be described below with reference to the accompanying drawings.\nIn the following description, for the purposes of explanation, numerous specific details are set forth in order to provide a thorough understanding of various embodiments of the present invention. It will be apparent, however, to one skilled in the art that embodiments of the present invention may be practiced without some of these specific details. In other instances, well-known structures and devices are shown in block diagram form.\nThe ensuing description provides exemplary embodiments only, and is not intended to limit the scope, applicability, or configuration of the disclosure. Rather, the ensuing description of the exemplary embodiments will provide those skilled in the art with an enabling description for implementing an exemplary embodiment. It should be understood that various changes may be made in the function and arrangement of elements without departing from the spirit and scope of the invention as set forth in the appended claims.\nSpecific details are given in the following description to provide a thorough understanding of the embodiments. However, it will be understood by one of ordinary skill in the art that the embodiments may be practiced without these specific details. For example, circuits, systems, networks, processes, and other components may be shown as components in block diagram form in order not to obscure the embodiments in unnecessary detail. In other instances, well-known circuits, processes, algorithms, structures, and techniques may be shown without unnecessary detail in order to avoid obscuring the embodiments.\nAlso, it is noted that individual embodiments may be described as a process which is depicted as a flowchart, a flow diagram, a data flow diagram, a structure diagram, or a block diagram. Although a flowchart may describe the operations as a sequential process, many of the operations can be performed in parallel or concurrently. In addition, the order of the operations may be re-arranged. A process is terminated when its operations are completed, but could have additional steps not included in a figure. A process may correspond to a method, a function, a procedure, a subroutine, a subprogram, etc. When a process corresponds to a function, its termination can correspond to a return of the function to the calling function or the main function.\nVarious embodiments of the present invention will be described below with reference to the drawings constituting a part of the description. It should be understood that, although terms representing directions are used in the present invention, such as “front”, “rear”, “upper”, “lower”, “left”, “right”, and the like, for describing various exemplary structural parts and elements of the present invention, these terms are used herein only for the purpose of convenience of explanation and are determined based on the exemplary orientations shown in the drawings. Since the embodiments disclosed by the present invention can be arranged according to different directions, these terms representing directions are merely used for illustration and should not be regarded as limitation. Wherever possible, the same or similar reference marks used in the present invention refer to the same components.\nThe term “computer-readable medium” includes, but is not limited non-transitory media such as portable or fixed storage devices, optical storage devices, and various other mediums capable of storing, containing or carrying instruction(s) and/or data. A code segment or computer-executable instructions may represent a procedure, a function, a subprogram, a program, a routine, a subroutine, a module, a software package, a class, or any combination of instructions, data structures, or program statements. A code segment may be coupled to another code segment or a hardware circuit by passing and/or receiving information, data, arguments, parameters, or memory contents. Information, arguments, parameters, data, etc. may be passed, forwarded, or transmitted via any suitable means including memory sharing, message passing, token passing, network transmission, etc.\nFurthermore, embodiments may be implemented by hardware, software, firmware, middleware, microcode, hardware description languages, or any combination thereof. When implemented in software, firmware, middleware or microcode, the program code or code segments to perform the necessary tasks may be stored in a computer-readable medium. A processor(s) may perform the necessary tasks.\nVarious techniques (e.g., systems, circuits, methods, non-transitory computer-readable storage memory storing a plurality of instructions executable by one or more processors, etc.) are described herein relating to electric vehicle power management system for managing a plurality of battery modules in a battery pack. Such electric vehicle power management system may include a plurality of battery management systems corresponding to a plurality of battery modules, and an energy management system for managing the plurality of battery management systems. The energy management system and the plurality of battery management systems may adopt master-slave wireless communication, and may use a single wireless frequency channel or a plurality of assigned wireless frequency channels.\nIn certain embodiments described herein, a plurality of battery management systems (BMS) 132.1, 132.2, . . . , 132.n corresponding to a plurality of battery modules 131.1, 131.2, . . . , 131.n may communicate with an energy management system (EMS) 111 through wireless data channels.\n FIG. 1A shows a data exchanging diagram of an electric vehicle power management system in accordance with one or more embodiments, and FIG. 1B shows another example of a data exchanging diagram of an electric vehicle power management system in accordance with one or more embodiments. As shown in FIG. 1A and FIG. 1B, power management systems 100 described herein may manage and monitor a battery pack 101. The battery pack 101 may include a plurality of battery modules 131.1, 131.2, . . . , 131.n, each battery module 131.i (i=1, 2, . . . n) being connected with one BMS 132.i (i=1, 2, . . . n) for managing one or more battery cells in the corresponding battery module 131.i. A battery module 131.i and its corresponding BMS 132.i may form a replaceable battery module group 112.i (i=1, 2, . . . n), and in the case of malfunction of the currently used battery module group 112.i, may be replaced by an alternative battery module group.\nThe power management system 100 may further include an energy management system (EMS) 111, the EMS 111 may be used for managing the plurality of BMS 132.1, 132.2, . . . , 132.n, and the EMS 111 may be connected with the BMS 132.1, 132.2, . . . , 132.n through wireless data channels 113, 114. Since connection is achieved by the wireless data channels 113, 114, a large number of wirings are avoided, and the overall space of the battery pack 101 may be reduced. Meanwhile, as no communication wire joint may be needed, the problem of communication wire joint loss resulting from replacement of the battery module group 112.i may be potentially avoided, and thus the stability may be reinforced.\n FIG. 2 shows a hardware module diagram of the electric vehicle power management system in accordance with various embodiments. In this example, each BMS 132.i is provided with a battery management processor 211.i (i=1, 2, . . . n), a battery management memory 212.i (i=1, 2, . . . n), a battery management communication module 213.i (i=1, 2, . . . n), a voltage detection circuit 214.i (i=1, 2, . . . n) and a temperature detection circuit 215.i (i=1, 2, . . . n). Each BMS 132.i may detects such data as the voltage and temperature of the corresponding battery module 131.i in real time via the voltage detection circuit 214.i and the temperature detection circuit 215.i, and may store this data in the battery management memory 212.i. The EMS 111 may be provided with an energy management processor 201, an energy management memory 202 and an energy management communication module 203.\nIn some embodiments, a communication manner of a master-slave architecture may be used when the wireless data channels 113, 114 are used to carry out internal communication of the battery pack 101. For example, the EMS 111 may be used as a master control terminal and each BMS 132.i may be used as a slave terminal. The EMS 111 serving as the master control terminal may determine which BMS 132.i replies, to avoid a potential conflict resulting from the uncertainty of which BMS 132.i needs to communicate with the EMS 111, so as to avoid information jam. Meanwhile, due to the communication manner of the master-slave architecture, the BMS 132.1, 132.2, . . . , 132.n need not intercommunicate and may be mutually independent, so that the entire power management system will not be affected by one abnormal BMS in the plurality of BMSs.\nTo manage each BMS 132.i, the EMS 111 may need to periodically or continuously collect from each BMS 132.i the information of its corresponding battery module 131.i. In the example shown in FIG. 1A, the wireless data channel 113 used by the EMS 111 consists of one wireless frequency channel, which may be simultaneously connected with the EMS 111 and the plurality of BMS 132.1, 132.2, . . . , 132.n in order to to save resources. Each BMS 132.i may be permanently provided with a unique BMS address ID.i (i=1, 2, . . . n). By providing the address ID.i identifying a currently selected BMS in the communication information, the EMS 111 may communicate with one currently selected BMS at one time and after finishing communication with the currently selected BMS, it may communicate with a next selected BMS, and so on, until each BMS in the plurality of BMSs has communicated with the EMS 111. After one such round of communication is finished, a next round of communication may be carried out. In some embodiments, if only one wireless frequency channel is used, the conflict caused by simultaneous communication between the plurality of BMSs and the EMS 111 may be effectively avoided by this communication method.\nThe internal communication flow of the battery pack 101 using the power management system of the embodiment as shown in FIG. 1A will be described below in detail with reference to FIG. 1A, FIG. 2 and FIG. 3A. However, it should be understood that techniques described in reference to these figures are not limited to the specific systems shown in FIG. 1A and FIG. 2, but may be used in the various other embodiments described herein.\nIn step 301, at first, prior to communication, a unique BMS address ID.i (i=1, 2, . . . n) may be permanently provided to each BMS 132.i, and the ID information of all the BMSs may be stored in the energy management memory 202 of the EMS 111.\nIn step 302, prior to each round of communication, the EMS 111 may set a communication interval time, the communication interval time herein may refer to the time interval from the finishing moment of the communication between the energy management system 111 and the currently selected BMS to the starting moment of the communication between the energy management system 111 and a next selected BMS.\nStep 303 to step 306 show an abnormality verification process before the EMS 111, which may send a data command to the currently selected battery management system 132.j (j=1, 2, . . . n).\nIn step 303, the energy management processor 201 of the EMS 111 may control the energy management communication module 203 to simultaneously send a verification signal carrying the address ID.j identifying the currently selected BMS 132.j to the battery management communication modules 213.1, 213.2, . . . 213.n of all the BMS 132.1, 132.2, . . . 132.n through the wireless data channel 113.\nIn step 304, after each battery management communication module 213.i receives the verification signal from the energy management communication module 203, each battery management processor 211.i may determine whether to answer the verification signal according to the ID.j in the verification signal. Specifically, the battery management processor 211.i may compare/check whether the ID.j in the verification signal is consistent with the ID stored in the memory 212.i. If so, the BMS.i may enter step 305 to serve as the currently selected BMS 132.j to reply to the EMS 111 with a verification answer signal. If not, the BMS.i may discard the verification signal.\nIn step 306, the EMS 111 may judge/determined whether there is abnormality associated with the BMS according to the verification answer signal. The abnormal conditions may be, for example, that the EMS 111 did not receive the verification answer signal of the currently selected BMS 132.j within a preset time, or that the verification answer signal received by the EMS 111 is a messy code, or that there is an error marker in the verification answer signal received by the EMS 111, etc. If the EMS 111 determines that there is some abnormality associated with the BMS, the EMS 111 may enter a fault diagnosis flow 307.\nIn the fault diagnosis flow 307, the EMS 111 may first judge the fault type, then may determine whether to start an alarm mechanism based on the fault type. If an alarm mechanism is started, the EMS 111 may send alarm information to a vehicle control unit (VCU), which may perform follow-up fault processing, after which the EMS 111 may return to the main communication flow to carry out step 308. If it is judged that there is no need to start an alarm mechanism, the EMS 111 may terminate the fault diagnosis flow 307 and return to the main communication flow. By providing the abnormality verification process, problems arising in the process of using the wireless data channel may be effectively monitored, so as to process the fault timely and avoid the influence on the follow-up command and answer processing.\nIf the EMS 111 verifies that there is no abnormality, a request data sending flow of step 308 to step 310 may be carried out.\nSpecifically, in step 308, the energy management processor 201 of the EMS 111 may control the energy management communication module 203 to simultaneously send a request data command to the battery management communication modules 213.1, 213.2, . . . 213.n of all the BMSs 132.1, 132.2, . . . 132.n through the wireless data channel 113. The request data command may include, for example, a starting marker, the ID.j identifying the currently selected BMS 132.j, a command which requests the currently selected BMS 132.j to send such common information as the voltage, current, temperature, etc. of the corresponding battery module 131.j following the currently selected ID.j, and/or termination marker.\nIn step 309, after each battery management communication module 213.i receives the request data command from the energy management communication module 203, each battery management processor 211.i may determine whether to process and answer the command based on the ID.j in the request data command. During operation, each battery management communication module 213.i often does not need to completely receive the request data command and may only need to receive the command to the ID.j portion which identifies the currently selected BMS 132.j. After a battery management processor 211.i determines that the ID.j is consistent with the ID thereof, the battery management processor may continue to receive the command until the command ends and/or a termination marker is received. If the ID.j is not consistent with the ID thereof, the battery management processor need not continue to receive the command and may discards the request data command. In this way, the communication efficiency may be effectively improved.\nIn step 310, the battery management processor 211.j of the currently selected BMS 132.j may control the currently selected battery management communication module 213.j to reply to the EMS 111 with request data through the wireless data channel 113. after it is determined that there is a need to process and answer the request data command. In these and other embodiments, battery management processors 211 of the BMSs 132 may perform the various functions described herein via hardware circuitry and/or via computer-readable media storing computer-executable software instructions to perform the described functions.\nAfter the currently selected BMS 132.j replies to the EMS 111 with the request data, step 311 is carried out, in which the energy management processor 201 of the EMS 111 may determine whether to implement an operation on the currently selected BMS 132.j. If so, an implementation flow such as in step 312 may be carried out. The implementing operation herein refers to that the EMS 111 needs to modify the parameters of the currently selected BMS 132.j or needs the currently selected BMS 132.j to reply with additional information, such as, for example, a battery setting parameter record, etc. The additional information may include any information relating to the previous or current states of the selected BMS 132.j, but need not include the previously transmitted common information (e.g., voltage and temperature).\nThe specific flow of step 312 is illustrated in the internal implementation flow diagram of the battery pack using the first embodiment as shown in FIG. 3b . In this example, in step 3121, the EMS may send an implementation command carrying the address ID.j of the currently selected BMS 132.j to each BMS 132.i. In step 3122, each BMS 132.i may independently determine whether there is a need to answer the implementation command according to the ID. These individual determinations may be similar to the method in step 309 discussed above, in which the BMS 132.i may determine whether there is a need to answer the request data command according to the ID. In step 3123, the currently selected BMS 132.j may receive and implement the command. After the currently selected BMS 132.j implements the command, in step 3124, the main communication flow as shown in FIG. 3A may be carried out again.\nAfter the currently selected BMS 132.j has processed and responded to the command sent for the currently selected BMS 132.j, the communication of the EMS 111 with the currently selected BMS 132.j may be deemed to be finished, and step 313 is carried out. In step 313, the energy management processor 201 of the EMS 111 may determine whether is has finished sending a corresponding command to each one of the plurality of battery modules 131.1, 131.2, . . . , 131.n. If not, step 314 is carried out, in which the EMS 111 updates the address ID identifying a currently selected BMS to ID.j+1, so as to select a next currently selected BMS 132.j+1. After waiting for the interval time set in step 302, the communication with the next currently selected BMS 132.j+1 then may be started in step 303. Thus, the communication of each BMS 132.i may be determined by the EMS 111, so that the conflict resulting from the simultaneous reply to the EMS 111 by a plurality of BMSs may be effectively avoided.\nIn some cases, the EMS 111 may continuously and sequentially update the address ID of a current BMS to continuously select a next currently selected BMS until it has sent a corresponding command to each one of the plurality of BMS 132.1, 132.2, . . . , 132.n. It should be noted that, the sequentially updating herein need not be limited to that the plurality of BMS 132.1, 132.2, . . . , 132.n that needs to be sequenced according to a certain fixed sequence for communication, but refers to that the EMS non-repeatedly communicate with each one of the plurality of BMSs in each round of communication.\nWhen the EMS 111 has finished sending a corresponding command to each one of the plurality of BMSs 132.1, 132.2, . . . , 132.n, it may determine in step 313 that it has finished the current round of communication. At this point, the process may return back to step 302 to start a new round of communication.\n FIG. 1B shows another data exchanging diagram of the electric vehicle power management system according to various embodiments. The communication manner of the master-slave architecture is also adopted in this example. The difference from the embodiment shown in FIG. 1A lies in that, in this example, the wireless data channel 114 consists of a plurality of wireless frequency channels 114.1, 114.2, . . . , 114.n. Each one of the wireless frequency channels 114.1, 114.2, . . . , 114.n may correspond to a specific BMS 132.i (i=1, 2, . . . n), and the EMS 111 may communicate with each BMS 132.i by using the wireless frequency channel 114.i (i is equal to 1, 2, . . . n) corresponding to that BMS 132.i (i=1, 2, . . . n). Since each BMS 132.i may be provided with a unique wireless frequency channel 114.i, even if multiple BMSs communicate with the EMS 111 at the same time, communication collisions and/or conflict may be avoided. Moreover, addresses (ID.i) for distinguishing the battery modules, which are optional in this example, may be stored in the EMS 111. The EMS 111 may associate the address (ID.i) of each battery module with its corresponding wireless frequency channel 114.i, and in this way, the EMS 111 may send the commands of the battery modules to the battery modules through the corresponding wireless channels.\nThe internal communication flow of the battery pack 101 using the embodiment as shown in FIG. 1B will be described below in detail with reference to FIG. 2 and FIG. 4. However, it should be understood that techniques described in reference to these figures are not limited to the specific systems shown in FIG. 1B and FIG. 4, but may be used in the various other embodiments described herein.\nIn step 401, at first, prior to communication, each BMS 132.i may be permanently provided with a unique BMS address ID.i (i=1, 2, . . . n) and a unique wireless frequency channel 114.i, and the ID information of all the BMSs and the information of the corresponding wireless frequency channels may be stored in the energy management memory 202 of the EMS 111.\nIn step 402, prior to each round of communication, the EMS 111 may set a communication interval time, the communication interval time herein may refer to the time interval from the finishing moment of the current communication between the EMS 111 and the BMSs to the starting moment of the next communication between the EMS 111 and the BMSs. The energy management processor 201 may control the duration of the time interval as required.\nStep 403 to step 405 show an abnormality verification process before the EMS 111 collects from a BMS 132.i the information of its corresponding battery module 131.i. Specifically, in step 403, the energy management processor 201 of the EMS 111 may select multiple BMSs that need communication to simultaneously communicate with them, the energy management communication module 203 may send a verification signal to the battery management communication modules of the selected BMSs through their respective wireless channels. It should be noted that the multiple selected BMSs herein may or may not be all the BMSs in the battery pack 101. For example, the EMS 111 also may only select one BMS 132.i and send the verification signal to the BMS 132.i through its corresponding wireless channel 114.i. \nSince each wireless channel 114.i corresponds to a single BMS 132.i in this example, only the BMS 132.i using the wireless channel 114.i may receive the verification signal sent via the wireless channel 114.i. In step 404, after receiving the verification signal, one or more battery management communication modules may reply to the EMS 111 with their verification answer signals through their respective wireless channels. If the EMS 111 selected multiple BMSs to simultaneously communicate with them, the EMS 111 may send a same verification to these BMSs simultaneously. When these BMSs reply with verification answer signals, the EMS 111 may distinguish these verification answer signals from the multiple BMSs via their corresponding wireless frequency channels. Of course, in other embodiments, other methods can be used to distinguish the verification answer signals from the multiple BMSs. For example, the EMS 111 may send to each BMS.i a verification signal added with its corresponding address ID.i and each BMS.i may reply to the EMS 111 with a verification answer signal added with its corresponding address ID.i. In other e | Various techniques described herein relate to electric vehicle power management system for managing a plurality of battery modules in a battery pack. Such electric vehicle power management system may include a plurality of battery management systems corresponding to a plurality of battery modules, and an energy management system for managing the plurality of battery management systems. The energy management system and the plurality of battery management systems may adopt master-slave wireless communication, and may use a single wireless frequency channel or a plurality of assigned wireless frequency channels. | US:15/440,229 | https://patentimages.storage.googleapis.com/d6/76/d5/50923dc0decb26/US10227010.pdf | US:10227010 | Yu-Ting Dai | Thunder Power New Energy Vehicle Development Co Ltd | US:3930192, US:5710504, US:5666040, US:20040113589:A1, US:7332242, US:20130124038:A1, US:20080042493:A1, CN:101232179:A, US:8159191, US:20090139781:A1, US:20090146610:A1, AU:2008200543:A1, JP:2009294338:A, US:8798832, US:20110001356:A1, US:8796881, US:20130217409:A1, US:20110001456:A1, CN:102118041:A, CN:102118039:A, US:20120313562:A1, US:8564246, US:20110241623:A1, US:20130179061:A1, US:20110309796:A1, US:20120105001:A1, WO:2012030455:A2, US:20130136975:A1, US:20120116699:A1, US:20150188334:A1, US:20140017528:A1, US:20120303397:A1, US:20140021924:A1, US:20140167655:A1, US:20140354291:A1, US:20130144470:A1, US:20130221926:A1, US:20150171642:A1, CN:102709981:A, US:8571738, US:20160056510:A1, US:20140203782:A1, US:20140247135:A1, US:20140365792:A1, US:20150044522:A1, US:20150069974:A1, US:20150091698:A1, CN:204030688:U, US:20160272082:A1, CN:205657447:U, US:20160276855:A1, US:20160272084:A1, US:20160272083:A1, US:20160272085:A1, US:20160276854:A1, US:20160276638:A1, US:20160325638:A1, US:9499067, US:20160339797:A1, US:9601733, US:9610857, US:20170158059:A1, US:9783020 | 2019-03-12 | 2019-03-12 | 1. An electric vehicle power management system used for managing a plurality of battery modules, the electric vehicle power management system comprising:\na plurality of battery management systems, each said battery management system comprising a battery management processor, a battery management communication module, and a unique battery management system address, wherein each of the plurality of battery management systems has a battery management system address and is configured to manage one or more battery cells of its corresponding battery module; and\nan energy management system comprising an energy management processor and an energy management communication module, wherein the energy management system is operatively connected to the battery management systems via a set of wireless frequency channels such that the battery management system is connected to each of the plurality of the battery management systems via a wireless frequency channel that is in the set and that uniquely corresponds to the battery management system, and the energy management system is configured to:\nset a communication interval time;\n\nselect a first battery management system from the plurality of battery management systems;\ntransmit a first command to the first battery management systems using the wireless frequency channel corresponding to the first battery management system, the first command carrying an address identifying the first battery management system and requesting data from the first battery management system;\nafter the requested data from the first battery management system having been received or the communication time interval has expired, determine whether a data request has been sent to a second battery management system; and\nwhen it is determined that a data request has not been sent to the second battery management system, transmit a second command to the second battery management systems using the wireless frequency channel corresponding to the second battery management system, the second command carrying an address identifying the second battery management system and requesting data from the second battery management system.\n, a plurality of battery management systems, each said battery management system comprising a battery management processor, a battery management communication module, and a unique battery management system address, wherein each of the plurality of battery management systems has a battery management system address and is configured to manage one or more battery cells of its corresponding battery module; and, an energy management system comprising an energy management processor and an energy management communication module, wherein the energy management system is operatively connected to the battery management systems via a set of wireless frequency channels such that the battery management system is connected to each of the plurality of the battery management systems via a wireless frequency channel that is in the set and that uniquely corresponds to the battery management system, and the energy management system is configured to:\nset a communication interval time;\n, set a communication interval time;, select a first battery management system from the plurality of battery management systems;, transmit a first command to the first battery management systems using the wireless frequency channel corresponding to the first battery management system, the first command carrying an address identifying the first battery management system and requesting data from the first battery management system;, after the requested data from the first battery management system having been received or the communication time interval has expired, determine whether a data request has been sent to a second battery management system; and, when it is determined that a data request has not been sent to the second battery management system, transmit a second command to the second battery management systems using the wireless frequency channel corresponding to the second battery management system, the second command carrying an address identifying the second battery management system and requesting data from the second battery management system., 2. The electric vehicle power management system of claim 1, wherein the address identifying the second battery management system is not sequential to the address identifying the first battery management system., 3. The electric vehicle power management system of claim 2, the energy management system is further configured to determine whether each of the plurality of the battery management systems has been sent a data request, and when it is determined that each of the plurality of the battery management systems has been sent a data request, the energy management system is further configured to set the communication interval time again., 4. The electric vehicle power management system of claim 1, wherein the energy management system is configured to continuously and sequentially update the address identifying one of the plurality of battery management systems to be selected., 5. The electric vehicle power management system of claim 1, wherein the energy management system is further configured to:\nbefore transmitting the first command, transmit a verification signal to the first selected battery management system;\nreceive a response to the verification signal from the first selected battery management system; and\ndetermine whether there is an abnormality associated with the first selected battery management system based on the response received to the verification signal.\n, before transmitting the first command, transmit a verification signal to the first selected battery management system;, receive a response to the verification signal from the first selected battery management system; and, determine whether there is an abnormality associated with the first selected battery management system based on the response received to the verification signal., 6. The electric vehicle power management system of claim 5, wherein the energy management system is further configured to:\nupon determining that there is an abnormality associated with the first selected battery management system, perform a fault diagnosis process.\n, upon determining that there is an abnormality associated with the first selected battery management system, perform a fault diagnosis process., 7. The electric vehicle power management system of claim 1, wherein the energy management system is further configured to:\nidentify a first time corresponding to the termination of communications between the energy management system and the first selected battery management system; and\ndetermine a time for the transmission of the second command, based on the identified first time and the communication interval time.\n, identify a first time corresponding to the termination of communications between the energy management system and the first selected battery management system; and, determine a time for the transmission of the second command, based on the identified first time and the communication interval time., 8. The electric vehicle power management system of claim 1, further comprising:\nan external data bus connected to the energy management system, the external data bus configured to transmit communication data from the energy management system and to receive communication data for the energy management system,\nwherein the external data bus is configured for bidirectional communication with at least one of a vehicle control unit, a charging unit, or a user interface.\n, an external data bus connected to the energy management system, the external data bus configured to transmit communication data from the energy management system and to receive communication data for the energy management system,, wherein the external data bus is configured for bidirectional communication with at least one of a vehicle control unit, a charging unit, or a user interface., 9. A method for managing a plurality of battery modules, the method being implemented by an electric vehicle power management system comprising:\na plurality of battery management systems, each said battery management system comprising a battery management processor, a battery management communication module, and a unique battery management system address, wherein each of the plurality of battery management systems has a battery management system address and is configured to manage one or more battery cells of its corresponding battery module; and\nan energy management system comprising an energy management processor and an energy management communication module, wherein the energy management system is operatively connected to the battery management systems via a set of wireless frequency channels such that the battery management system is connected to each of the plurality of the battery management systems via a wireless frequency channel that is in the set and that uniquely corresponds to the battery management system; and wherein the method comprises:\nsetting a communication interval time;\nselecting a first battery management system from the plurality of battery management systems;\ntransmitting a first command to the first battery management systems using the wireless frequency channel corresponding to the first battery management system, the first command carrying an address identifying the first battery management system and requesting data from the first battery management system;\nafter the requested data from the first battery management system having been received or the communication time interval has expired, determining whether a data request has been sent to a second battery management system; and\nwhen it is determined that a data request has not been sent to the second battery management system, transmitting a second command to the second battery management systems using the wireless frequency channel corresponding to the second battery management system, the second command carrying an address identifying the second battery management system and requesting data from the second battery management system.\n, a plurality of battery management systems, each said battery management system comprising a battery management processor, a battery management communication module, and a unique battery management system address, wherein each of the plurality of battery management systems has a battery management system address and is configured to manage one or more battery cells of its corresponding battery module; and, an energy management system comprising an energy management processor and an energy management communication module, wherein the energy management system is operatively connected to the battery management systems via a set of wireless frequency channels such that the battery management system is connected to each of the plurality of the battery management systems via a wireless frequency channel that is in the set and that uniquely corresponds to the battery management system; and wherein the method comprises:, setting a communication interval time;, selecting a first battery management system from the plurality of battery management systems;, transmitting a first command to the first battery management systems using the wireless frequency channel corresponding to the first battery management system, the first command carrying an address identifying the first battery management system and requesting data from the first battery management system;, after the requested data from the first battery management system having been received or the communication time interval has expired, determining whether a data request has been sent to a second battery management system; and, when it is determined that a data request has not been sent to the second battery management system, transmitting a second command to the second battery management systems using the wireless frequency channel corresponding to the second battery management system, the second command carrying an address identifying the second battery management system and requesting data from the second battery management system., 10. The method of claim 9, wherein the address identifying the second battery management system is not sequential to the address identifying the first battery management system., 11. The method of claim 9, further comprising determining whether each of the plurality of the battery management systems has been sent a data request, and when it is determined that each of the plurality of the battery management systems has been sent a data request, the energy management system is further configured to set the communication interval time again., 12. The method of claim 9, further comprising continuously and sequentially updating the address identifying one of the plurality of battery management systems to be selected., 13. The method of claim 9, further comprising\nbefore transmitting the first command, transmitting a verification signal to the first selected battery management system;\nreceiving a response to the verification signal from the first selected battery management system; and\ndetermining whether there is an abnormality associated with the first selected battery management system based on the response received to the verification signal.\n, before transmitting the first command, transmitting a verification signal to the first selected battery management system;, receiving a response to the verification signal from the first selected battery management system; and, determining whether there is an abnormality associated with the first selected battery management system based on the response received to the verification signal., 14. The method of claim 9, further comprising:\nupon determining that there is an abnormality associated with the first selected battery management system, performing a fault diagnosis process.\n, upon determining that there is an abnormality associated with the first selected battery management system, performing a fault diagnosis process., 15. The method of claim 9, further comprising:\nidentifying a first time corresponding to the termination of communications between the energy management system and the first selected battery management system; and\ndetermining a time for the transmission of the second command, based on the identified first time and the communication interval time.\n, identifying a first time corresponding to the termination of communications between the energy management system and the first selected battery management system; and, determining a time for the transmission of the second command, based on the identified first time and the communication interval time., 16. The method of claim 9, wherein the electric vehicle power management system further comprises an external data bus connected to the energy management system, wherein the method further comprises:\ntransmitting communication data from the energy management system and to receive communication data for the energy management system through the external data bus,\nwherein the external data bus is configured for bidirectional communication with at least one of a vehicle control unit, a charging unit, or a user interface.\n, transmitting communication data from the energy management system and to receive communication data for the energy management system through the external data bus,, wherein the external data bus is configured for bidirectional communication with at least one of a vehicle control unit, a charging unit, or a user interface. | US | United States | Active | B | True |
| 134 | Regenerative braking for electric and hybrid vehicles \n | US11833928B2 | This application claims the benefit of priority as a continuation under 35 U.S.C. § 120 to U.S. application Ser. No. 16/177,070 filed Oct. 31, 2018, entitled “Regenerative Braking for Electric and Hybrid Vehicles”, which claims the benefit of priority to U.S. Provisional Application Ser. No. 62/662,826, filed Apr. 26, 2018 titled “Architecture and Systems for Electric and Hybrid All-Terrain Vehicles” and U.S. Provisional Application Ser. No. 62/579,358 filed Oct. 31, 2017 entitled “Architecture and Systems for Electric and Hybrid All-Terrain Vehicles”, the contents of each which are hereby incorporated by reference in their entirety for all purposes.\nThe present disclosure relates generally to electric or hybrid electric vehicles, such as industrial and/or all-terrain vehicles and more particularly to control systems for use therein.\nVehicles, such as hybrid-electric and all-electric vehicles may include energy recapture systems. Such energy recapture systems may include regenerative braking systems, as one possible implementation.\nVarious embodiments will be described that provide various advantages for electric and hybrid vehicles. It is appreciated that features of these various embodiments may be combined with each other in accordance with the desired system requirements. It should be understood that these embodiments may be combined with each other in various combinations.\nAdditionally, many of the examples and embodiments described herein make reference motor controllers that perform various functions and provide various functionality. According to various implementations and examples, reference is made to a motor controller available from Curtis Instruments of Mt. Kisco, N.Y. The Curtis manual for Enhanced AC Controllers for Induction Motors and Surface Permanent Magnet Motors, Software Version OS 30.0, is incorporated herein by reference. An overview of various implementations will now be described at various levels of detail.\nA first embodiment of this disclosure relates to regenerative braking systems and more particularly to controlling regenerative braking systems in various contexts.\nIncreasingly, vehicles, such as fully electric and hybrid-electric (“hybrid”) vehicles, that utilize energy recovery systems are being employed for various applications. Vehicles that implement energy recovery systems may have several benefits as compared to vehicles that lack such energy recovery systems.\nVehicular energy recovery systems take various forms, one of which is a regenerative braking system, which may take various forms. One form of a regenerative braking system utilizes a motor that is configured to act as a generator that converts mechanical energy generated from the braking process to electrical energy which may be stored in various forms. Examples of such energy storage forms may include mechanical forms, such as a flywheel, electrical forms, such as capacitors, or chemical forms, such as a battery.\nRegenerative braking systems may provide benefits to owners and operators of electric or hybrid vehicles. One such benefit may take the form of extending the overall range of the vehicle. Various other advantages result from using a regenerative braking system as well.\nRegenerative braking systems may be used in various different scenarios. For instance, a vehicle may utilize a regenerative braking system to slow a vehicle. However, current regenerative braking systems suffer from the drawback that regenerative braking systems may not apply torque from the regenerative braking system to slow the vehicle in a manner that is consistent with a driver's expectations regarding the application of the regenerative torque.\nAs a specific example of such a drawback, in many vehicles, a driver may have to manually select an amount of regenerative torque that the regenerative braking system should apply when slowing a vehicle. In many instances, the manually selected torque amount may not produce the maximum amount of energy that could theoretically be recaptured.\nAs another example, when a vehicle is going downhill, a driver of a vehicle may apply the service brakes to slow the vehicle and/or to bring the vehicle to a constant speed when neutral braking torque could instead be applied to slow the vehicle. When the driver applies service brakes to slow a vehicle going downhill, not only do the service brakes undergo unnecessary wear and heating of the service brakes that could be avoided by the application of neutral braking torque, but also energy that could be recaptured by the regenerative braking system is lost.\nOne embodiment is directed to solving problems related to optimizing the behavior of regenerative braking in various scenarios. More particularly, an embodiment is directed to determining amounts of torque to apply during regenerative braking, to maintaining a desired speed and thereby vehicle stability while performing regenerative braking without depression of the brake pedal, and to limiting use of service brakes in vehicles undergoing regenerative braking.\nThis embodiment may have particular application to a vehicle that has certain components. One such component may include a battery pack, which may act as the vehicle's energy source. Another component may take the form of one or more a drive motors, which may provide torque to drive the vehicle's axle(s). In the case that the vehicle is equipped with a regenerative braking system, the drive motor may also be configured to apply regenerative braking torque in response to a received voltage phase and magnitude, which causes the drive motor to produce a regenerative current, which may in turn be supplied to the battery pack for storage. Yet another component may take the form of a motor controller. At a high level, the motor controller may comprise a configurable computing device that may be configured to periodically obtain inputs, execute a control loop and other functions based on the obtained inputs, and finally generate one or more outputs based on the output of the executed functions.\nThe motor controller may receive inputs from, may control, and/or may otherwise be coupled to various components and systems of the vehicle. As examples, the motor controller may be coupled to and/or may control the drive motor, battery, and a set driver controls, as some non-limiting examples. The motor controller may be coupled to various other components of the vehicle as well.\nThis implementation may apply to scenarios in which a vehicle is engaged in a particular mode, such as a neutral braking mode, which occurs when a driver removes his/her foot from the accelerator, and more particularly to a downhill neutral braking mode in which the vehicle undergoes neutral braking and the motor controller of the vehicle is configured to automatically determine an amount of neutral braking torque to apply to slow the vehicle to a more or less constant speed. Further, while in the engaged mode, the vehicle may be configured to perform the functions of optimizing the amount of energy recaptured during the process of neutral braking and avoiding operation of the service brakes during the engaged mode. The process of applying a determined amount of regenerative braking torque during neutral braking and performing various other functions related to braking may take various forms.\nIn general, the techniques of this embodiment may apply to a hybrid or electric vehicle having a motor controller that is configured to determine different amounts of neutral braking torque to maximize energy recapture and to maintain an approximately constant vehicle speed when the vehicle is engaged in a particular braking mode, such as a neutral braking mode and more particularly, a downhill neutral braking mode.\nOne such input that the motor controller may receive may indicate a mode in which the vehicle is engaged. For instance, the motor controller may receive a value from a component coupled to the motor controller indicating the vehicle is engaged in a regenerative braking mode such as a neutral braking mode, also referred to as a downhill neutral braking mode. After determining that the motor controller is engaged in a neutral braking mode, the motor controller may execute one or more subroutines associated with the given neutral braking mode.\nMore particularly, after determining that the vehicle is engaged in a given neutral braking mode, such as a neutral braking mode or a downhill neutral braking mode, the motor controller may be configured to execute (e.g., periodically) a “neutral braking subroutine,” that may comprise one or more subroutines dedicated to managing the vehicle while in the given regenerative braking mode. For instance, while in the neutral braking mode, the neutral braking mode subroutine may cause the motor controller to manage various components of the vehicle, such as the drive motor, etc.\nAt a high level, a neutral braking mode subroutine may be configured to repeatedly (e.g., periodically) determine an amount of regenerative braking torque to apply to the drive motor and apply the determined amount of neutral braking torque to the drive motor to generate a regenerative braking current. In some implementations, motor controller may be configured to determine an amount of torque to apply to the drive motor to cause the vehicle to maintain an approximately constant speed and such that the regenerative current supplied by the drive motor to the vehicle's battery is maximized. The motor controller may determine an amount of torque to apply to the drive motor when the vehicle is engaged in a neutral braking mode in various manners.\nIn a particular implementation, the motor controller may be configured to access a set of neutral braking torque curves and used the curves to determine and apply the determined regenerative braking torque to the drive motor when the vehicle is engaged in a neutral braking mode, such as a downhill neutral braking mode. A neutral braking mode occurs when a vehicle undergoes neutral braking. Neutral braking occurs when the vehicle is moving and the throttle (e.g., the accelerator pedal) is reduced towards the neutral position. In a more particular case of neutral braking, such as the downhill neutral braking mode, the vehicle is both moving downhill and is undergoing neutral braking.\nIn a particular implementation, the set of one or more neutral braking torque curves may have been predefined or may be determined and defined dynamically by the motor controller. Each curve (also be referred to as a “map”) may consist of a set of points, and each given point of the curve may specify an amount (e.g., a percentage) of regenerative braking torque to apply to the drive motor based on a parameter of the vehicle, such as the vehicle's speed, a rotational velocity of the drive motor, etc. The conditions associated with selecting a given neutral braking torque curve and with determining the amount of regenerative braking torque to apply to the drive motor may take various forms.\nIn one implementation, the motor controller may select a regenerative torque curve based on a gear in which the vehicle is engaged. For example, the motor controller may select a first regenerative torque curve if the vehicle is in a first gear (e.g., a high gear) and may select a second regenerative torque curve if the vehicle is engaged in a second, different gear (e.g., a lower gear relative to the first gear).\nAccording to another implementation, the motor controller may be configured to select a neutral braking torque curve depending on a mode in which the vehicle is engaged. For example, the motor controller may be configured to select a first regenerative braking curve if the vehicle is engaged in a downhill neutral braking mode, a second regenerative braking mode if the vehicle is engaged in a different mode, such as a maximum range mode or a maximum performance mode. A vehicle may be equipped with other driving modes and may be configured to select regenerative torque curves in various other manners as well.\nThe motor controller may be configured to determine that the vehicle is engaged in the neutral braking mode based on a signal received from a component coupled to the motor controller. As an example, the motor controller may be coupled to a set of driver controls that may be operable by a driver of the vehicle, such as switches, pedals, knobs, etc. The driver may activate a control, such as a switch, to engage the neutral braking mode, such as the downhill neutral braking mode. The neutral braking mode may be activated in various other manners as well.\nAdditional detail regarding an example neutral braking mode subroutine will now be described. To begin execution of the neutral braking mode subroutine, the motor controller may obtain any input values that are relative to the neutral braking mode subroutine. Such input values may take the form of a vehicle speed value, or a rotational velocity of n motor, as some examples. If necessary, after obtaining any input values for the neutral braking mode subroutine, the motor controller may preprocess or convert the input values to a different format. For example, the motor controller may obtain an input value corresponding to a speed of the vehicle and may convert the speed value to a value indicative of a rotational velocity of the drive motor or vice versa. The motor controller may obtain various other additional input values and may convert various other values as well.\nAfter obtaining or converting the form of any inputs, the neutral braking mode subroutine may then determine an amount of regenerative braking torque to apply to the drive motor. The neutral braking mode subroutine may then cause the motor controller to apply the determined amount of regenerative braking torque to the drive motor, which results in the drive motor producing a regenerative current.\nOnce a regenerative current is generated, a second subroutine, referred to as a “drive current limit handling subroutine” subroutine may then cause the motor controller to control the regenerative current supplied to the battery pack to at least partially recharge the battery pack. The functions of determining an amount of regenerative braking torque to apply to the drive motor, causing the drive motor to apply the determined amount of regenerative torque to the drive motor, and supplying regenerative current to the battery pack may take various forms.\nThe motor controller may determine the amount of regenerative braking torque to apply to the drive motor based on the selected neutral braking torque curve. According to an implementation, the motor controller may determine the amount of regenerative braking torque to apply to the drive motor based on the selected neutral braking torque curve by using the selected neutral braking torque curve to map an input value to the curve to an output amount of regenerative braking torque as that is specified by the selected neutral braking torque curve.\nAccording to an implementation, the input to the input to the neutral braking torque curve may be a rotational velocity, such as a number of RPMs or the speed of the vehicle, which may be expressed in terms of kilometers or miles per hour, as some examples. The output of the neutral braking torque curve may be expressed in terms of a percentage of regenerative braking torque to apply to the drive motor.\nTo map an input value to an output value based on the selected neutral braking torque curve, the motor controller may execute call one or more mapping functions, which run continuously and in parallel with the neutral braking mode subroutine. Such a mapping functions may perform the task of constantly mapping input value such as a rotational velocity to the selected curve and generating an output in the form an amount of regenerative braking torque based on the selected neutral braking torque curve. In some examples, the amount of regenerative braking torque that the motor controller may apply to the drive motor may be expressed as a percentage of a maximum amount of regenerative braking torque that motor controller may apply to drive motor during regenerative braking. The amount of regenerative braking torque may be expressed in various other forms as well.\nAfter the neutral braking mode subroutine causes the motor controller to determine an amount of regenerative braking torque to apply to the drive motor, the neutral braking mode subroutine may then cause the motor controller to apply the determined amount of regenerative braking torque to the drive motor.\nAs a result of the drive motor applying the determined amount of regenerative torque to the drive motor, a regenerative braking current is generated by the drive motor. The drive current limit handling subroutine may cause the motor controller to in turn supply the regenerative braking current to the battery pack of the vehicle. The functions involving the motor controller supplying the regenerative braking current to the battery pack as part of executing the neutral braking mode subroutine may take various forms.\nAt a high level, the drive current limit handling subroutine may cause the motor controller to supply the regenerative braking current to the battery back based on an amount of charge that the battery pack can accept. A battery management system (BMS), which may be in communication with the motor controller and the battery pack via a suitable communications protocol such as a CANbus, may provide various data to the motor controller related to the operation of the battery pack, which may include an amount of current that the battery pack can accept or provide at a given time. The amount of current that the battery pack can accept or provide at a given time is but one example of data that the battery management system may provide to the motor controller. The battery management system may provide other data related to the operation of the battery pack to the motor controller as is well known by those normally skilled in that art.\nMore particularly, the battery management system may determine a charge level of the battery pack, and based on the determined charge level, may determine an amount of regenerative current that the battery pack can accept. If the battery management system determines that the battery pack is near a full charge level, the battery management system determines that the battery is able to accept a lower amount of regenerative current. If the battery management system determines that the battery pack has a low charge level, the battery management system may determine that the battery pack can accept a higher amount of regenerative current. In any case, the battery management system may periodically provide to the motor controller an amount of current that the battery pack can accept at a given time.\nIf the motor controller determines that the amount of regenerative braking current exceeds a regenerative current limit that may be based on the maximum current the battery pack can accept, the drive current limit handling subroutine may cause the drive motor to reduce the amount of regenerative current supplied to the battery pack to regenerate the battery charge level to the regenerative current limit. The motor controller may reduce the amount of regenerative current supplied to the battery pack in various manners. For instance, the motor controller may reduce the amount of regenerative current supplied to the battery pack by reducing an amount of root mean squared (RMS) AC current allowed during regeneration, which in turn reduces the amount of regenerative current supplied to the battery pack during regeneration. The motor controller may reduce the amount of regenerative current supplied to the battery pack in various other manners as well.\nVarious functions and examples with respect the regenerative braking embodiment have been described and will be described in greater detail herein.\nAn example apparatus implemented in accordance with the present disclosure includes a motor controller coupled to a drive motor and a battery pack of a vehicle, wherein the motor controller comprises a processor that is configured to: determine that the vehicle is engaged in a neutral braking mode, and after determining that the vehicle is engaged in the neutral braking mode: select a neutral braking torque curve; determine a rotational velocity of the drive motor; based on the determined rotational velocity of the drive motor, determine an amount of regenerative braking torque to apply to the drive motor based on the selected neutral braking torque curve; apply the determined amount of regenerative braking torque to the drive motor, wherein applying the determined amount of regenerative braking torque to the drive motor results in a regenerative current generated by the drive motor; and supply the regenerative current to the battery pack to at least partially recharge the battery pack.\nAnother example method implemented in accordance with the present disclosure includes determining that the vehicle is engaged in a neutral braking mode, and after determining that the vehicle is engaged in the neutral braking mode: selecting a neutral braking torque curve; determining a rotational velocity of a drive motor of the vehicle; based on the determined rotational velocity of the drive motor, determining an amount of regenerative braking torque to apply to the drive motor based on the selected neutral braking torque curve; applying the determined amount of regenerative braking torque to the drive motor, wherein applying the determined amount of regenerative braking torque to the drive motor results in a regenerative current generated by the drive motor; and supplying the regenerative current to the battery pack to at least partially recharge the battery pack.\nAn example tangible machine-readable medium has instructions stored thereon implemented in accordance with the present disclosure that when executed, cause at least one processor to determine that a vehicle is engaged in a neutral braking mode; and after determining that the vehicle is engaged in the neutral braking mode: select a neutral braking torque curve; determine a rotational velocity of a drive motor of the vehicle, based on the determined rotational velocity of the drive motor; determine an amount of regenerative braking torque to apply to the drive motor based on the selected neutral braking torque curve; apply the determined amount of regenerative braking torque to the drive motor wherein applying the determined amount of regenerative braking torque to the drive motor results in a regenerative current generated by the drive motor; and supply the regenerative current to the battery pack to at least partially recharge the battery pack.\nAnother embodiment is related to traction control of dual motor, all-wheel drive electric vehicles. The traction control system of the present embodiment is intended for dual motor all-wheel drive off-road electric drive vehicles and improves traction at low speeds under difficult road conditions of high grades and unfavorable terrain. According to various implementations, the traction control system may be used in battery-only vehicles and hybrid electric vehicles.\nThe traction control embodiment may present various advantages including, for example: (1) maximizing traction between front and rear axles on conditions of high grade and poor terrain, (2) minimizing spin and energy loss of spinning wheels, (3) automatically adjusting for forward and reverse drive on uphill grades, (4) preventing of digging-in of spinning wheels on loose sand or snow, (5) allowing untrained drivers to maneuver effectively over the most difficult terrain, (6) providing driver-selectable means to cancel the traction control, (7) providing a controllable differential, (8) providing a minimum speed for activation of traction control, and (9) utilizing a comparison between Front_RMS_Current and Rear_RMS_Current to detect cases when one wheel of the vehicle is in the air. The traction control embodiment may provide various other advantages as well.\nAnother embodiment is related to performance optimization of dual motor, all-wheel drive electric and hybrid vehicles.\nThis embodiment described herein relates to means for controlling the division of torque between the front axle and the rear axle to accommodate different vehicle speed ranges and varying terrain conditions.\nAt low vehicle speeds and difficult terrain both front and rear motors can operate at full torque for maximum traction. At higher vehicle speeds, maximum traction is no longer required and it is beneficial to reduce the torque generated by the front motor. At still higher vehicle speeds it may be desirable to reduce the front motor torque contribution to zero.\nThe torque division means may also comprise driver selected means for propelling the vehicle by the front drive motor only. These driver-selected means may also be operable to propel the vehicle by the rear drive motor only.\nThese driver-selected means may also be operable to allow the driver to select the desired torque division between front and rear axles at will, even when the vehicle is moving at high speed. The torque division means may also comprise means for automatically limiting the current drawn from the battery to safe levels commensurate with the state of the battery.\nThis disclosure also describes a regeneration and braking control embodiment. The braking and regeneration control embodiment optimizes and simplifies control of electric and parallel hybrid vehicles during extended downhill and braking operation.\nSome example advantages of the regeneration and braking control embodiment comprise switch-selectable regeneration means for extended downhill operation so vehicle speed can be maintained without depression of brake pedal. The switch-selectable regeneration means eliminates heating of service brakes and maximizes recovery of energy, allows optimized regeneration of energy during braking between front and rear wheels while maintaining vehicle stability, and controls rate of response of the brake pedal in front and or rear controller to respond rapidly at high vehicle speeds and more slowly at lower vehicle speeds. Thus, the regeneration and braking control embodiment prevents instability in the controller at very low speeds while providing required rapid response at high speeds. Additional detail of this embodiment will be described in greater detail herein.\nAnother embodiment disclosed herein relates to optimizing performance of 4WD electric drive vehicles by equalizing component temperatures. More particularly, in an all-wheel electric drive system, one of the drive axles inevitably assumes more of the load than the other axle. For example, while climbing a steep grade for extended periods, the rear drive motor and controller may tend to overheat thereby limiting vehicle performance.\nThe present embodiment provides temperature equalization methods that are operative to automatically adjust the division of power between front and rear axles depending on component temperatures.\nThis embodiment provides numerous advantages. The advantages of this embodiment include: (1) improving vehicle performance by reducing effects of automatic cutbacks of motor load, and (2) extension of vehicle component life by reducing load on higher temperature components, as some non-limiting examples.\nAnother embodiment of this disclosure relates to optimizing electric vehicle performance while preserving a required range.\nMore particularly, for any electric vehicle, the expected operating range depends on the amount of stored energy remaining in the vehicle energy storage system, the road and terrain conditions that the vehicle must traverse, and the required route including range for a safe return if desired. Electric vehicles are particularly sensitive to this issue because of the limited energy stored in the vehicle energy storage system; however, the functions related to this embodiment are applicable to hybrid-electric vehicles as well.\nThe purpose of the present invention is to provide a predictive or look-ahead method that takes into account details of the remainder of the route, including the return if desired, and advises the vehicle operator accordingly.\nIn a preferred implementation of the present embodiment, means are provided for operating with the Curtis Instruments controllers and a computationally intensive computer (Vehicle Management Unit or VMU) in a co-processor mode. Detailed computations are carried out in the co-processor and the results of these computations are communicated to the Curtis controllers which control the current supplied to the vehicle motors.\nIn an alternative implementation of the present embodiment, the predictive functions will also comprise means for automatically reducing the current or power drawn from the energy storage system to preserve the amount of energy required to return (e.g., return-to-base in military operations). Similarly, the allowed maximum performance or the vehicle may be enhanced if substantially more energy than expected remains in the battery.\nIn another alternative implementation of the present embodiment, override means are provided to allow the vehicle operator or a remote-controlled operator to apply maximum vehicle propulsion power to escape an unexpected predicament. As soon as the emergency condition is over, the override means can be operative to recalculate the remaining portion of the mission.\nIn another alternative implementation of the present embodiment, that is applicable to an electric-hybrid vehicle, predictive means are provided for unscheduled charging of the battery if a long uphill region is expected in the near future. Similarly, the battery could be partially depleted if a long downhill region is expected thereby improving overall fuel consumption and remaining range.\nThis embodiment addresses two problems: (1) the mission profile mapped according to this embodiment has been carefully mapped so the terrain and road conditions of the remaining mission are known or estimated in advance, and (2) details of the terrain and road conditions are not known in advance but the return-to-base location is known. This algorithm may use map-based GPS data of the geography and terrain conditions.\nThe system provides various advantages in that the embodiment (1) automatically provides for maximum instantaneous vehicle performance while ensuring return-to-base capability, and (2) reduces the training level required of the vehicle operator.\nThis disclosure also describes an embodiment that is related to optimizing range of vehicles, such as 4WD electric vehicles, and hybrid-electric vehicles based on control tables.\nThe performance of complex electric and hybrid-electric drive systems may be optimized by preparing control tables based on, for example, detailed simulation analysis of typical vehicle duty cycles. These control tables may then be downloaded to the Vehicle Management Unit computer (VMU) so that operation of the various power sources (e.g., battery power, engine and battery power) can be optimized to obtain, for example, maximum range or minimum fuel consumption.\nThese algorithms often require a VMU with extensive computational capabilities which may be in excess of the capability of the control computers, such as Curtis control computer, used in the vehicles of the present disclosure. As described elsewhere herein, motor controllers (e.g., Curtis controllers) communicate vehicle, battery and motor component data to the VMU. The VMU may also carry out the numerically intensive computation based on the various control tables stored therein and communicate the best solution to the (e.g., Curtis) controller(s). The controller(s) may then issue appropriate commands to the motors to provide the required power in the most efficient way possible.\nThis embodiment provides several advantages. For example, this embodiment enables use of advanced vehicle control techniques while retaining the advantages of the unique functionality of the (e.g., Curtis) motor control unit(s), and (2) reduces the training level of vehicle operators. This embodiment may provide various other advantages as well.\nAnother embodiment according to this disclosure is related to a series hybrid range extender for all-wheel drive electric vehicles. According to the present embodiment, the all-wheel drive electric vehicle may also comprise an engine, an engine driven generator and a generator controller in a series hybrid architecture to substantially increase the range of the vehicle, as shown in various figures herein.\n | A device comprises motor controller coupled to a drive motor and a battery pack of a vehicle. The motor controller comprises a processor that is configured to: determine that the vehicle is engaged in a neutral braking mode, and after determining that the vehicle is engaged in the neutral braking mode: select a neutral braking torque curve, determine a rotational velocity of the drive motor, based on the determined rotational velocity of the drive motor, determine an amount of regenerative braking torque to apply to the drive motor based on the selected neutral braking torque curve, apply the determined amount of regenerative braking torque to the drive motor, wherein applying the determined amount of regenerative braking torque to the drive motor results in a regenerative current generated by the drive motor, and supply the regenerative current to the battery pack to at least partially recharge the battery pack. | US:17/127,941 | https://patentimages.storage.googleapis.com/90/db/49/41400a32782bd1/US11833928.pdf | US:11833928 | Moshe Miller, Jonathan Drori, Yoram Zarchi | Tomcar Holding Co LLC | US:6054776, KR:20090058047:A, US:20120074960:A1, US:20150006039:A1, KR:20160084426:A, US:20160318501:A1, US:20180011483:A1, US:20180111496:A1 | 2023-12-05 | 2023-12-05 | 1. A computing system coupled to a drive motor of a vehicle, wherein the vehicle is at least partially powered by a battery pack, the computing system comprising:\nat least one processor;\nnon-transitory computer-readable medium; and\nprogram instructions stored on the non-transitory computer-readable medium that are executable by the at least one processor such that the computing system is configured to:\nbased on at least (i) an estimated distance remaining in a current trip of the vehicle and (ii) an estimated terrain profile over the estimated distance, predict a total power required to complete the current trip of the vehicle;\ndetermine a current charge level of the battery pack;\nbased on the predicted total power required to complete the current trip of the vehicle and the current charge level of the battery pack:\ndetermine a maximum drive current that can be drawn from the battery pack; and\nautomatically limit a discharge from the battery pack to the maximum drive current;\n\nreceive an indication of an override condition;\nbased on the received indication of the override condition, discontinue limiting the discharge from the battery pack to the maximum drive current;\nreceive an indication that the override condition has ended; and\nbased on receiving the indication that the override condition has ended:\ndetermine an updated charge level of the battery pack;\ndetermine an updated maximum drive current that can be drawn from the battery pack; and\nautomatically limit the discharge from the battery pack to the updated maximum drive current.\n\n\n, at least one processor;, non-transitory computer-readable medium; and, program instructions stored on the non-transitory computer-readable medium that are executable by the at least one processor such that the computing system is configured to:\nbased on at least (i) an estimated distance remaining in a current trip of the vehicle and (ii) an estimated terrain profile over the estimated distance, predict a total power required to complete the current trip of the vehicle;\ndetermine a current charge level of the battery pack;\nbased on the predicted total power required to complete the current trip of the vehicle and the current charge level of the battery pack:\ndetermine a maximum drive current that can be drawn from the battery pack; and\nautomatically limit a discharge from the battery pack to the maximum drive current;\n\nreceive an indication of an override condition;\nbased on the received indication of the override condition, discontinue limiting the discharge from the battery pack to the maximum drive current;\nreceive an indication that the override condition has ended; and\nbased on receiving the indication that the override condition has ended:\ndetermine an updated charge level of the battery pack;\ndetermine an updated maximum drive current that can be drawn from the battery pack; and\nautomatically limit the discharge from the battery pack to the updated maximum drive current.\n\n, based on at least (i) an estimated distance remaining in a current trip of the vehicle and (ii) an estimated terrain profile over the estimated distance, predict a total power required to complete the current trip of the vehicle;, determine a current charge level of the battery pack;, based on the predicted total power required to complete the current trip of the vehicle and the current charge level of the battery pack:\ndetermine a maximum drive current that can be drawn from the battery pack; and\nautomatically limit a discharge from the battery pack to the maximum drive current;\n, determine a maximum drive current that can be drawn from the battery pack; and, automatically limit a discharge from the battery pack to the maximum drive current;, receive an indication of an override condition;, based on the received indication of the override condition, discontinue limiting the discharge from the battery pack to the maximum drive current;, receive an indication that the override condition has ended; and, based on receiving the indication that the override condition has ended:\ndetermine an updated charge level of the battery pack;\ndetermine an updated maximum drive current that can be drawn from the battery pack; and\nautomatically limit the discharge from the battery pack to the updated maximum drive current.\n, determine an updated charge level of the battery pack;, determine an updated maximum drive current that can be drawn from the battery pack; and, automatically limit the discharge from the battery pack to the updated maximum drive current., 2. The computing system of claim 1, wherein the estimated distance remaining in the current trip of the vehicle comprises a return trip distance., 3. The computing system of claim 2, further comprising program instructions stored on the non-transitory computer-readable medium that are executable by the at least one processor such that the computing system is configured to:\nobtain global positioning system (GPS) data for the vehicle during the current trip of the vehicle; and\ndetermine the estimated terrain profile over the return trip distance based on the obtained GPS data for the vehicle.\n, obtain global positioning system (GPS) data for the vehicle during the current trip of the vehicle; and, determine the estimated terrain profile over the return trip distance based on the obtained GPS data for the vehicle., 4. The computing system of claim 1, wherein the estimated terrain profile over the estimated distance comprises at least one downhill region, and wherein the program instructions that are executable by the at least one processor such that the computing system is configured to predict the total power required to complete the current trip of the vehicle comprise program instructions that are executable by the at least one processor such that the computing system is configured to:\ndetermine an amount of regenerative braking current that will be supplied to the battery pack by the drive motor when the vehicle is operating in the downhill region.\n, determine an amount of regenerative braking current that will be supplied to the battery pack by the drive motor when the vehicle is operating in the downhill region., 5. The computing system of claim 4, further comprising program instructions stored on the non-transitory computer-readable medium that are executable by the at least one processor such that the computing system is configured to:\nbased on the amount of regenerative braking current that will be supplied to the battery pack by the drive motor when the vehicle is operating in the downhill region, increase the maximum drive current that can be drawn from the battery pack while the vehicle is operating in a region preceding the downhill region.\n, based on the amount of regenerative braking current that will be supplied to the battery pack by the drive motor when the vehicle is operating in the downhill region, increase the maximum drive current that can be drawn from the battery pack while the vehicle is operating in a region preceding the downhill region., 6. The computing system of claim 1, wherein the computing system is communicatively coupled to a remote computing device configured for remote control of the vehicle., 7. The computing system of claim 6, wherein the program instructions that are executable by the at least one processor such that the computing system is configured to receive the indication of the override condition comprise program instructions that are executable by the at least one processor such that the computing system is configured to:\nreceive an override signal from the remote computing device.\n, receive an override signal from the remote computing device., 8. The computing system of claim 1, wherein the program instructions that are executable by the at least one processor such that the computing system is configured to receive the indication of the override condition comprise program instructions that are executable by the at least one processor such that the computing system is configured to:\nreceive, via a user interface of the vehicle, an operator input indicating the override condition.\n, receive, via a user interface of the vehicle, an operator input indicating the override condition., 9. A non-transitory computer-readable medium, wherein the non-transitory computer-readable medium is provisioned with program instructions that, when executed by at least one processor, cause a computing system coupled to a drive motor of a vehicle to:\nbased on at least (i) an estimated distance remaining in a current trip of the vehicle and (ii) an estimated terrain profile over the estimated distance, predict a total power required to complete the current trip of the vehicle, wherein the vehicle is at least partially powered by a battery pack;\ndetermine a current charge level of the battery pack;\nbased on the predicted total power required to complete the current trip of the vehicle and the current charge level of the battery pack:\ndetermine a maximum drive current that can be drawn from the battery pack; and\nautomatically limit a discharge from the battery pack to the maximum drive current;\n\nreceive an indication of an override condition;\nbased on the received indication of the override condition, discontinue limiting the discharge from the battery pack to the maximum drive current;\nreceive an indication that the override condition has ended; and\nbased on receiving the indication that the override condition has ended:\ndetermine an updated charge level of the battery pack;\ndetermine an updated maximum drive current that can be drawn from the battery pack; and\nautomatically limit the discharge from the battery pack to the updated maximum drive current.\n\n, based on at least (i) an estimated distance remaining in a current trip of the vehicle and (ii) an estimated terrain profile over the estimated distance, predict a total power required to complete the current trip of the vehicle, wherein the vehicle is at least partially powered by a battery pack;, determine a current charge level of the battery pack;, based on the predicted total power required to complete the current trip of the vehicle and the current charge level of the battery pack:\ndetermine a maximum drive current that can be drawn from the battery pack; and\nautomatically limit a discharge from the battery pack to the maximum drive current;\n, determine a maximum drive current that can be drawn from the battery pack; and, automatically limit a discharge from the battery pack to the maximum drive current;, receive an indication of an override condition;, based on the received indication of the override condition, discontinue limiting the discharge from the battery pack to the maximum drive current;, receive an indication that the override condition has ended; and, based on receiving the indication that the override condition has ended:\ndetermine an updated charge level of the battery pack;\ndetermine an updated maximum drive current that can be drawn from the battery pack; and\nautomatically limit the discharge from the battery pack to the updated maximum drive current.\n, determine an updated charge level of the battery pack;, determine an updated maximum drive current that can be drawn from the battery pack; and, automatically limit the discharge from the battery pack to the updated maximum drive current., 10. The non-transitory computer-readable medium of claim 9, wherein the estimated distance remaining in the current trip of the vehicle comprises a return trip distance., 11. The non-transitory computer-readable medium of claim 10, wherein the non-transitory computer-readable medium is also provisioned with program instructions that, when executed by at least one processor, cause the computing system to:\nobtain global positioning system (GPS) data for the vehicle during the current trip of the vehicle; and\ndetermine the estimated terrain profile over the return trip distance based on the obtained GPS data for the vehicle.\n, obtain global positioning system (GPS) data for the vehicle during the current trip of the vehicle; and, determine the estimated terrain profile over the return trip distance based on the obtained GPS data for the vehicle., 12. The non-transitory computer-readable medium of claim 9, wherein the estimated terrain profile over the estimated distance comprises at least one downhill region, and wherein the program instructions that, when executed by at least one processor, cause the computing system to predict the total power required to complete the current trip of the vehicle comprise program instructions that, when executed by at least one processor, cause the computing system to:\ndetermine an amount of regenerative braking current that will be supplied to the battery pack by the drive motor when the vehicle is operating in the downhill region.\n, determine an amount of regenerative braking current that will be supplied to the battery pack by the drive motor when the vehicle is operating in the downhill region., 13. The non-transitory computer-readable medium of claim 12, wherein the non-transitory computer-readable medium is also provisioned with program instructions that, when executed by at least one processor, cause the computing system to:\nbased on the amount of regenerative braking current that will be supplied to the battery pack by the drive motor when the vehicle is operating in the downhill region, increase the maximum drive current that can be drawn from the battery pack while the vehicle is operating in a region preceding the downhill region.\n, based on the amount of regenerative braking current that will be supplied to the battery pack by the drive motor when the vehicle is operating in the downhill region, increase the maximum drive current that can be drawn from the battery pack while the vehicle is operating in a region preceding the downhill region., 14. The non-transitory computer-readable medium of claim 9, wherein the computing system is communicatively coupled to a remote computing device configured for remote control of the vehicle., 15. The non-transitory computer-readable medium of claim 14, wherein the program instructions that, when executed by at least one processor, cause the computing system to receive the indication of the override condition comprise program instructions that, when executed by at least one processor, cause the computing system to:\nreceive an override signal from the remote computing device.\n, receive an override signal from the remote computing device., 16. The non-transitory computer-readable medium of claim 9, wherein the program instructions that, when executed by at least one processor, cause the computing system to receive the indication of the override condition comprise program instructions that, when executed by at least one processor, cause the computing system to:\nreceive, via a user interface of the vehicle, an operator input indicating the override condition.\n, receive, via a user interface of the vehicle, an operator input indicating the override condition., 17. A method carried out by a computing system coupled to a drive motor of a vehicle, wherein the vehicle is at least partially powered by a battery pack, the method comprising:\nbased on at least (i) an estimated distance remaining in a current trip of the vehicle and (ii) an estimated terrain profile over the estimated distance, predicting a total power required to complete the current trip of the vehicle;\ndetermining a current charge level of the battery pack;\nbased on the predicted total power required to complete the current trip of the vehicle and the current charge level of the battery pack:\ndetermining a maximum drive current that can be drawn from the battery pack; and\nautomatically limiting a discharge from the battery pack to the maximum drive current;\n\nreceiving an indication of an override condition;\nbased on the received indication of the override condition, discontinue limiting the discharge from the battery pack to the maximum drive current;\nreceiving an indication that the override condition has ended; and\nbased on receiving the indication that the override condition has ended:\ndetermining an updated charge level of the battery pack;\ndetermining an updated maximum drive current that can be drawn from the battery pack; and\nautomatically limiting the discharge from the battery pack to the updated maximum drive current.\n\n, based on at least (i) an estimated distance remaining in a current trip of the vehicle and (ii) an estimated terrain profile over the estimated distance, predicting a total power required to complete the current trip of the vehicle;, determining a current charge level of the battery pack;, based on the predicted total power required to complete the current trip of the vehicle and the current charge level of the battery pack:\ndetermining a maximum drive current that can be drawn from the battery pack; and\nautomatically limiting a discharge from the battery pack to the maximum drive current;\n, determining a maximum drive current that can be drawn from the battery pack; and, automatically limiting a discharge from the battery pack to the maximum drive current;, receiving an indication of an override condition;, based on the received indication of the override condition, discontinue limiting the discharge from the battery pack to the maximum drive current;, receiving an indication that the override condition has ended; and, based on receiving the indication that the override condition has ended:\ndetermining an updated charge level of the battery pack;\ndetermining an updated maximum drive current that can be drawn from the battery pack; and\nautomatically limiting the discharge from the battery pack to the updated maximum drive current.\n, determining an updated charge level of the battery pack;, determining an updated maximum drive current that can be drawn from the battery pack; and, automatically limiting the discharge from the battery pack to the updated maximum drive current., 18. The method of claim 17, wherein the estimated distance remaining in the current trip of the vehicle comprises a return trip distance, the method further comprising:\nobtaining global positioning system (GPS) data for the vehicle during the current trip of the vehicle; and\ndetermining the estimated terrain profile over the return trip distance based on the obtained GPS data for the vehicle.\n, obtaining global positioning system (GPS) data for the vehicle during the current trip of the vehicle; and, determining the estimated terrain profile over the return trip distance based on the obtained GPS data for the vehicle., 19. The method of claim 17, wherein the estimated terrain profile over the estimated distance comprises at least one downhill region, and wherein predicting the total power required to complete the current trip of the vehicle comprises:\ndetermining an amount of regenerative braking current that will be supplied to the battery pack by the drive motor when the vehicle is operating in the downhill region.\n, determining an amount of regenerative braking current that will be supplied to the battery pack by the drive motor when the vehicle is operating in the downhill region., 20. The method of claim 17, wherein the computing system is communicatively coupled to a remote computing device configured for remote control of the vehicle, and wherein receiving the indication of the override condition comprises:\nreceiving an override signal from the remote computing device.\n, receiving an override signal from the remote computing device. | US | United States | Active | B | True |
| 135 | Underbody charging of vehicle batteries \n | US11541765B2 | This application is a continuation of and claims priority to U.S. patent application Ser. No. 15/837,862, filed on Dec. 11, 2017, the disclosure of which is incorporated by reference herein.\nElectric vehicles often rely on rechargeable batteries to supply electrical power to various components, such as electric motors. Recharging the battery may present a number of technical considerations. For example, the convenience, the duration, and the safety associated with the charging process may be important factors. For example, due to the relatively limited range of some electric vehicles, providing recharging devices at numerous and convenient locations may be a consideration. In addition, reducing the time necessary for recharging the battery may be important for some uses of electric vehicles.\nIn some conventional-charging devices where electrical connectors having pin-type connectors are used, the connectors may be insufficiently durable for frequent use. This may result in such electrical connectors being unsuitable for uses that might include thousands of connections and disconnections, such as, for example, a fleet of electric vehicles that operate in a substantially constant manner, requiring frequent charging cycles.\nThe detailed description is described with reference to the accompanying figures. In the figures, the left-most digit(s) of a reference number identifies/identify the figure in which the reference number first appears. The same reference numbers in different figures indicate similar or identical items.\n FIG. 1 is an example environment in which an example vehicle is maneuvering into position during an example recharging event.\n FIG. 2 is an example diagrammatic representation of an example vehicle recharging sequence.\n FIG. 3 is a schematic diagram of an example vehicle and an example system for charging one or more batteries coupled to the vehicle.\n FIG. 4 is an example architecture including an example battery control module and an example charge controller for implementing a system for charging one or more batteries coupled to a vehicle.\n FIG. 5 is a flow diagram of an example process for charging one or more batteries of an example vehicle.\n FIG. 6 is a flow diagram of another example process for charging one or more batteries of an example vehicle.\n FIG. 7 is a block diagram of an example computer architecture for implementing the processes described herein.\nAs noted above, some conventional charging devices include a power cable having an electrical connector for connecting with a mating electrical connector coupled to the electric vehicle so that electrical power may be supplied to the battery of the vehicle during charging. Some electrical connectors are pin-type connectors that include pins configured to fit into corresponding recesses including electrical contacts for electrically connecting the power cable to the battery of the vehicle. Although pin-type electrical connectors may be sufficient for some uses, such as residential use, for systems expected to be used frequently and by different users, thereby resulting in frequent connections and disconnections, pin-type electrical connectors may be insufficiently durable for such uses. This may result in such electrical connectors being unsuitable for uses that might include thousands of connections and disconnections, such as, for example, a fleet of electric vehicles that operate in a substantially constant manner, requiring frequent charging cycles.\nThis disclosure is generally directed to methods, apparatuses, and systems for charging one or more batteries of a vehicle having one or more electrical propulsion units. For example, a system for charging one or more batteries may include a charging box mounted to the underside of the vehicle to facilitate connection to a charge coupler from under the vehicle, with the charge coupler being configured to provide an electrical connection between an electrical power source and the charging box. A vehicle including the charging box may maneuver to a position above the charge coupler, after which electrical contacts of the charging box and the charge coupler may be brought into contact with one another. Once in contact with one another, the charge coupler and/or the charging box may be configured to provide electrical communication between the electrical power source and the one or more batteries, so that the electrical power source may increase the state of charge of one or more of the batteries. Thereafter, the electrical contacts of the charging box and the electrical contacts of the charge coupler may be separated from one another, and the vehicle may maneuver away from the position over the charge coupler. In this example manner, the one or more batteries of the vehicle may be recharged without a person manually connecting the electrical power source to the vehicle. As a result, the system does not necessarily need relatively complex electrical connectors, such as, for example, pin-type connectors, thus potentially rendering the system more durable and providing greater longevity of use. Furthermore, because a person is not required to manually connect the connectors, the connectors may be sized to be much larger, allowing much more current to flow with much lower heat created.\nThis disclosure is also generally directed to a system for charging one or more batteries of a vehicle including one or more electrical propulsion units. The system may include a charging box configured to be mounted to the underside of the vehicle to facilitate electrical connection to a charge coupler from under the vehicle. The charging box may be configured to be electrically connected to the one or more batteries to increase a state of charge of one or more of the batteries. The charging box may include a case and positive and negative electrical contacts coupled to the case and configured to be accessible from under the vehicle. Some examples of the charging box may also include a ground contact. The charging box may also include one or more electrical connectors coupled to the case and configured to provide an electrical connection between the positive electrical contact and the one or more batteries, and between the negative electrical contact and the one or more batteries.\nIn some examples, the system may also include a transmitter configured to transmit a signal to the charge coupler to activate the charge coupler to charge the one or more batteries. In some examples, the transmitter may be configured to induce electrical current in a receiver coupled to the charge coupler. For example, the system may include an electrical power transmitter configured to transmit electrical power to the charge coupler. For example, the charging box may include a transmitter, which may include a near-field communication (NFC) transmitter (or other wireless transmission protocol) configured to activate the charge coupler based at least in part on a distance between the NFC transmitter and a receiver electrically coupled to the charge coupler. In some examples, the NFC transmitter may be physically incorporated into the charging box. In some examples, the NFC transmitter may be physically incorporated into the vehicle but remotely from the charging box. In some examples, the charge coupler may include an NFC receiver, and the NFC transmitter and NFC receiver may be configured, such that electrical current is induced in the NFC receiver upon receipt of a transmission from the NFC transmitter, effectively transmitting electrical power from the NFC transmitter to the NFC receiver when the NFC transmitter and NFC receiver are within transmission range of one another. In some examples, when the current is induced and the charge coupler is activated, the circuitry in the charge coupler may control transfer of electrical power from the electrical power source to the electrical contacts of the charge coupler and thereafter to the electrical contacts of the vehicle. In some such examples, the charge coupler may be prevented from being activated until and/or unless the vehicle is positioned over the charge coupler, and in some examples, positioned so that the electrical contacts of the charging box and the electrical contacts of the charge coupler may be brought into contact with one another. This may increase the safety of the system by reducing the likelihood that a person contacts one or more of the electrical contacts of the charge coupler when the electrical contacts are energized, thereby potentially preventing electric shock. In some examples, the electrical contacts of the charge coupler are not energized until or unless the charge coupler receives a communication indicating that the vehicle is positioned over the electrical contacts of the charge coupler. In some examples, it may be sufficient to receive a threshold amount of power from the vehicle to indicate that the contacts should be energized. Other types of transmitters and receivers are contemplated. For example, visual tags (bar codes, QR codes, Augmented Reality (AR) tags, etc.), RFID, GPS, or the like may be used to determine or confirm whether the charging box and the charge coupler are within sufficient range of one another for providing electrical contact between the electrical contacts of the charging box and the electrical contacts of the charge coupler.\nIn some examples, the vehicle may include two or more batteries. For example, the vehicle may include two or more propulsion units, each including one or more electric motors and one or more batteries, for example, as explained herein. For such examples, the system may include a charge controller configured to distribute charging between the two or more batteries. For example, the charge controller may balance the respective states of charge of each of the two or more batteries. For example, the charge controller may be configured to determine which of the two or more batteries is at a relatively lower state of charge, and charge that battery until its state of charge substantially matches the state of charge of the other battery or batteries. In some examples, thereafter the charge controller may charge the two or more batteries concurrently or substantially simultaneously (e.g., within technical tolerances) until they each reach a desired state of charge. In some examples, the charge controller may be physically incorporated into the charging box. In some examples, the charge controller may be physically incorporated into the vehicle but remotely from the charging box.\nThis disclosure is also generally directed to a method for charging one or more batteries of a vehicle including one or more electrical propulsion units. The method may include maneuvering the vehicle to a position over a charge coupler configured to electrically connect one or more electrical contacts of the vehicle to an electrical power source to increase a state of charge of the one or more batteries. The method may also include providing electrical connection between the electrical contacts of the vehicle and electrical contacts coupled to a charge coupler configured to increase the state of charge of the one or more batteries. The method may further include electrically coupling the charge coupler to the one or more batteries and increasing the state of charge of the one or more batteries.\nIn some examples, the method may also include transmitting power from a transmitter electrically coupled to the vehicle to the charge coupler. For example, transmitting power may include communicating electrical power via an inductive power coupling coupled to the vehicle, for example, as described herein. Maneuvering the vehicle may include generating one or more trajectories using a perception module and/or a trajectory module associated with the vehicle, and moving the vehicle according to the one or more trajectories.\nIn some examples, maneuvering the vehicle may include identifying a marker associated with the charge coupler, generating one or more trajectories based at least in part on identifying the marker, and moving the vehicle according to the one or more trajectories. For example, the vehicle may be an autonomous vehicle including a perception module that may include one or more sensors configured to generate one or more signals indicative of the environment around the vehicle. For example, the perception module may include one of more image capture devices, one or more light detecting an ranging (LIDAR) sensors, one or more sound navigation and ranging (SONAR) sensors, one or more radio detection and ranging (RADAR) sensors, or the like, and the perception module may be configured to identify the marker and maneuver the vehicle based at least in part on the position of the marker, so that the electrical contacts of the charging box are sufficiently aligned with the electrical contacts of the charge coupler for contacting the electrical contacts to one another. For example, the vehicle may have a trajectory module configured to generate one or more trajectories for the vehicle to follow, so that the electrical contacts of the charging box and the electrical contacts of the charge coupler may be contacted to one another. In some examples, the marker may be an optical marker and/or an RF beacon. In some examples, the marker may be one or more of a physical marker (e.g., having a LIDAR reflective surface), a QR code, an AR tag, an RFID tag. Additionally, or alternatively, the system may monitor Wi-Fi signals to perform Wi-Fi simultaneous localization and mapping (SLAM), and/or any other localization method, to maneuver the vehicle to the charge coupler.\nIn some examples of the method, maneuvering the vehicle may include receiving one or more signals from a location remote from the vehicle configured to provide one or more trajectories for maneuvering the vehicle into the position over the charge coupler. For example, the vehicle may include a communication module configured to communicate via a communications network to a remotely located teleoperations system, and the teleoperations system may be configured to provide the one or more trajectories. In some examples, the teleoperations system may include an interface configured to facilitate communication between the vehicle and a human, who may provide the one or more trajectories or guidance for the perception module and/or trajectory module to determine the one or more trajectories. In some examples, an operator may control the vehicle either via a remote control, or using gestures and movements recognizable to the vehicle, to position the vehicle in a position for charging.\nIn some examples, providing electrical contact between the electrical contacts of the vehicle and the electrical contacts of the charge coupler may include one or more of lowering the vehicle or raising the charge coupler. For example, the vehicle may include active suspension configured to, for example, raise and/or lower the ride height of the vehicle, and to provide electrical contact between electrical contacts of the vehicle (e.g., the electrical contacts of the charging box) and the electrical contacts of the charge coupler, which may include lowering the vehicle via the active suspension until the electrical contacts contact one another. In some examples, the vehicle may be lowered such that the electrical contacts coupled to the vehicle remain substantially level. In some examples, the electrical contacts coupled to the vehicle may be configured to move relative to the vehicle until the electrical contacts contact one another. In some examples, the charge coupler may be configured to raise toward the underside of the vehicle so that the electrical contacts of the charge coupler are contacted with the electrical contacts of the vehicle (e.g., the electrical contacts of the charging box). For example, the charge coupler may be mounted to an actuator configured to raise the charge coupler, for example, relative to the surface on which the charge coupler is mounted (e.g., the ground or floor of a service center). In some examples, the vehicle and/or charging box may lower itself, and the charge coupler may rise toward the charging box, so that the electrical contacts contact one another.\nIn some examples, the method may also include closing one or more switches between the one or more batteries and the charge coupler, so that the electrical power from the electrical power source is supplied to the one or more batteries. For example, the vehicle (e.g., the charging box) may include a charge controller configured to facilitate electrical connection between the electrical power source and the one or more batteries. The charge controller in some examples may be configured to detect contact between the electrical contacts of the charge coupler and the electrical contacts of the charging box, and based at least in part on the detection, close the one or more switches to electrically connect the electrical power source to the one or more batteries for increasing the state of charge of the one or more batteries. In some examples, the charge controller may be configured to detect contact by one or more of receiving data from circuitry powered by receipt of the transmission from the transmitter, detecting a current, voltage, or other impedance from the inductive coupling, detecting an impedance across the electrical contacts of the vehicle, and/or detecting a temperature change.\nIn some examples, the method may also include separating the electrical contacts coupled to the vehicle from the electrical contacts coupled to the charge coupler. For example, the active suspension of the vehicle and/or an actuator coupled to the charge coupler may activate to separate the electrical contacts from one another. For example, the active suspension may raise the ride height of the vehicle and/or the actuator may lower the electrical contacts of the charge coupler, thereby separating the electrical contacts of the charging box from the electrical contacts of the charge coupler from one another. Thereafter, the vehicle may maneuver away from its position over the charge coupler.\nIn some examples, the method may also include confirming a voltage decay in the electrical contacts coupled to the vehicle following the separation of the electrical contacts from one another. For example, the charge controller may be configured to receive one or more signals from the electrical contacts of the charging box indicative of the voltage at the contacts. In some examples, if the charge controller receives one or more signals indicative that the voltage of the contacts is dropping, the charge controller will communicate one or more signals to the vehicle indicating that the vehicle may maneuver away from the charge coupler. In some examples, if the charge controller receives one or more signals indicative that the voltage of the contacts is not dropping, the charge controller will communicate one or more signals to the vehicle indicating that the vehicle should remain in position over the charge coupler. The one or more signals indicative of the failure of the voltage to drop may be an indication that the contacts of the charge coupler are still receiving electrical power from the electrical power source, and thus, the vehicle may be prevented from maneuvering away from the charge coupler, so that the electrical contacts of the charge coupler are not exposed while energized. This may provide improved safety by preventing a person from accessing the electrical contacts of the charge coupler when they are still energized.\nThis disclosure is also generally directed to a charge coupler. In some examples, the charge coupler may include a housing configured to be anchored (e.g., via an anchor) to a surface on which a vehicle is supported. In some examples, the housing may be configured to be disconnected and/or separated from the surface and moved to another location. For example, the anchor may be configured to facilitate ease of disconnection and/or separation from the surface. The charge coupler may also include an electrical connector configured to be coupled to an electrical power source. For example, the electrical power source may be a conventional charging apparatus for recharging a rechargeable battery, such as, for example, a charging apparatus having pin-type a connector that might be used to physically and electrically couple the charging apparatus to a mating connector on an electric vehicle.\nThe charge coupler may also include one or more electrical contacts coupled to the housing and configured to be electrically coupled to one or more electrical contacts coupled to a vehicle from under the vehicle. For example, the one or more electrical contacts may include one or more of a positive contact, a negative contact, or a ground contact.\nIn some examples, the charge coupler may further include a receiver configured to receive a signal for activating the charge coupler and electrically coupling the electrical power source to the one or more electrical contacts of the vehicle. For example, as mentioned above, the receiver may be configured to receive a signal configured to induce an electrical current in the receiver. For example, the receiver may include a receiver configured to induce electrical current upon receipt of a signal from an NFC transmitter coupled to the vehicle or charging box.\nIn some examples, the charge coupler may also include an actuator coupled to the housing and configured move the housing toward the one or more electrical contacts of the vehicle (e.g., mounted to the underside of the vehicle). For example, the actuator may include an electric actuator, a pneumatic actuator, a hydraulic actuator, or any other type of actuator configured to elevate the housing and/or electrical contacts toward the vehicle.\nIn some examples, the charge coupler may include a power cable coupled to the electrical connector of the charge coupler and configured to be coupled to the electrical power source. The power cable may include one or more of a positive cable, a negative cable, or a ground cable. In some examples, the charge coupler may also include a controller configured to detect whether the charge coupler is electrically coupled to the electrical power source.\nThe techniques and systems described herein may be implemented in a number of ways. Example implementations are provided below with reference to the figures.\n FIG. 1 is an example environment 100 in which an example vehicle 102 is maneuvering into position during an example recharging event. The example vehicle 102 may be any configuration of vehicle, such as, for example, a van, a sport utility vehicle, a cross-over vehicle, a truck, a bus, an agricultural vehicle, and a construction vehicle. The vehicle 102 may be powered by one or more electric motors, one or more internal combustion engines, any combination thereof (e.g., a hybrid power train), and/or any other suitable electric power sources. For the purpose of illustration, the example vehicle 102 is an at least partially electrically powered vehicle having two electrical propulsion units configured to provide the vehicle 102 with the ability to maneuver, each including a motor/inverter electrically coupled to one or more batteries configured to be recharged, as explained herein.\nAs shown in FIG. 1 , the example vehicle 102 may be configured to use a charging system 104 for charging the one or more batteries coupled to the vehicle 102 and configured to provide electrical power for operation of the vehicle 102. The charging system 104 may include a charging box 106 coupled to the vehicle 102 to facilitate electrical connection to a charge coupler 108 from under the vehicle 102. For example, charging box 106 may be configured to be electrically connected to the one or more batteries of the vehicle 102 to facilitate increasing a state of charge of the one or more of the batteries. In the example shown, the charging box 106 includes a case 110 and electrical contacts 112, and the charge coupler 108 includes a housing 114 and complimentary electrical contacts 116 configured to electrically couple the charge coupler 108 to the charging box 106 to facilitate charging of the one or more batteries coupled to the vehicle 102. For example, each of the charging box 106 and charge coupler 108 may include positive, negative, and ground contacts configured to make electrical contact with one another, respectively, when the vehicle 102 is positioned such that the charging box 106 is positioned over (and substantially aligned with, as explained herein) the charge coupler 108, and the respective electrical contacts 112 and 116 are brought into contact with one another as explained herein. In some examples, the case 110 of the charging box 106 may be formed from material configured to block electromagnetic interference. Although the electrical contacts 112 of the charging box 106 and the electrical contacts 116 of the charge coupler 108 may be complimentary, they may not necessarily have a similar size and/or shape. The electrical contacts 112 of the charging box 106 and/or the electrical contacts 116 of the charge coupler 108 may have various contact surface sizes and shapes. For example, the electrical contacts 112 and/or the electrical contacts 116 may have circular, oblong, rectangular, square, polygonal, or the like contact surface shapes. In some examples, the electrical contacts 112 of the charging box 106 and the electrical contacts 116 of the charge coupler 108 have substantially planar contact surfaces (e.g., planar within technical and/or manufacturing limits), for example, configured to provide respective complimentary planar contact surfaces for providing respective relatively large surface areas through which electrical current may flow. In some examples, the relatively larger surface areas may improve the speed and/or efficiency of the charging. In some examples, the electrical contacts 112 and/or the electrical contacts 116 may be configured to be aligned linearly along the longitudinal axis or the latitudinal axis of the vehicle 102. In some examples, the electrical contacts 112 associated with the charging box 106 may be larger (or larger in one dimension) than the electrical contacts 116 of the charge coupler 108, or vice versa. In such examples, by oversizing one contact with respect to the other, the vehicle 102 need not exactly center the contacts with respect to one another. For example, if the electrical contacts 112 are ten centimeters larger in diameter than electrical contacts 116, the vehicle 102 may move up to ten centimeters in any direction and still achieve substantially one hundred-percent contact.\nThe charge coupler 108 may be configured to be coupled to an electrical power source 118 and facilitate transfer of electrical power from the electrical power source 118 to the electrical contacts 112 of the charging box 106 when the electrical contacts 112 of the charging box 106 are brought into contact with the electrical contacts 116 of the charge coupler 108. In some examples, the electrical power source 118 may be any source of electrical power sufficient to supply electric power for charging batteries of an electrically powered vehicle, such as, for example, an electric vehicle charging station. As shown in FIG. 1 , the charge coupler 108 may include a power cable 120 coupled to an electrical connector 122 coupled to the charge coupler 108 and configured to be coupled to the electrical power source 118 to facilitate transfer of electrical power from the electrical power source 118 to the charge coupler 108. In some examples, the power cable 120 may include one or more of a positive cable, a negative cable, and a ground cable. In some examples, the electrical connector 122 may be configured to transmit one or more of data or electrical power between the charge coupler 108 and the electrical power source 118, for example, via a standard electrical connection (e.g., a standard electrical connection and/or according to a standard protocol, such as, for example, SAE J1772-CCS1, CHAdeMO, IEC-type 2, or the like).\nAs explained in more detail herein, to increase the state of charge of the one or more batteries of the vehicle 102, the vehicle 102 may be maneuvered to a position over the charge coupler 108, such that the electrical contacts 112 of the charging box 106 under the vehicle 102 are substantially aligned with the electrical contacts 116 of the charge coupler 108 (e.g., within geometric constraints of the contacts to optimize current flow). As explained herein, in some examples, the vehicle 102 may be an autonomous vehicle, and the charging system 104 may include one or more markers, such as marker 124, that may be used by the vehicle 102 maneuver into the substantially aligned position, for example, using a perception system including one or more sensors 126 to detect the marker 124. In some examples, the marker 124 may include one or more of a physical marker (e.g., having a LIDAR reflective surface), an optical marker (e.g., a QR code, an AR tag, or the like), an RFID tag, an RF beacon. In some examples, vehicle sensors, including Wi-Fi receivers, may be used to localize the vehicle using a simultaneous localization and mapping (SLAM) algorithm.\nFor example, the vehicle 102 may be a driverless vehicle, such as an autonomous vehicle configured to operate according to a Level 5 classification issued by the U.S. National Highway Traffic Safety Administration, which describes a vehicle capable of performing all safety-critical functions for the entire trip, with the driver (or occupant) not being expected to control the vehicle at any time. In such examples, because the vehicle 102 may be configured to control all functions from start to completion of the trip, including all parking functions, it may not include a driver and/or controls for driving the vehicle 102, such as a steering wheel, an acceleration pedal, and/or a brake pedal. This is merely an example, and the systems and methods described herein may be incorporated into any ground-borne, airborne, or waterborne vehicle, including those ranging from vehicles that need to be manually controlled by a driver at all times, to those that are partially or fully autonomously controlled.\nAlthough the example vehicle 102 has four wheels, the systems and methods described herein may be incorporated into vehicles having fewer or a greater number of wheels, tires, and/or tracks. The example vehicle 102 may have four-wheel steering and may operate generally with equal performance characteristics in all directions, for example, such that a first end 128 of the vehicle 102 is the front end of the vehicle 102 when travelling in a first direction 130, and such that the first end 128 becomes the rear end of the vehicle 102 when traveling in the opposite, second direction 132, as shown in FIG. 1 . Similarly, a second end 134 of the vehicle 102 is the front end of the vehicle 102 when travelling in the second direction 132, and such that the second end 134 becomes the rear end of the vehicle 102 when traveling in the opposite, first direction 130. These example characteristics may facilitate greater maneuverability, for example, in small spaces or crowded environments, such as parking lots and urban areas.\nThe vehicle 102 may travel through the environment 100, relying at least in part on sensor data indicative of objects in the environment 100 in order to determine trajectories of the vehicle 102. For example, as the vehicle 102 travels through the environment 100, one or more of the sensors 126 capture data associated with detected objects (e.g., vehicles, pedestrians, buildings, barriers, etc.). The sensors 126 may include one of more image capture devices, one or more LIDAR sensors, one or more SONAR sensors, one or more RADAR sensors, or the like. The data captured by the one or more sensors 126 may be used, for example, as input for determining trajectories for the vehicle 102.\nOnce positioned and aligned over the charge coupler 108, the electrical contacts 112 of the charging box 106 and the electrical contacts 116 of the charge coupler 108 may be brought into contact with one another, as explained herein, so that electrical power supplied by the electrical power source 118 may flow through the power cable 120 to the electrical contacts 116 of the charge coupler 108 and to the electrical contacts 112 of the charging box 106. The electrical contacts 112 of the charging box 106 may be electrically connected to the one or more batteries of the vehicle 102, and the state of charge of | A system for charging one or more batteries of a vehicle may include a charging box mounted to a vehicle to facilitate connection to a charge coupler from under the vehicle. The charge coupler may be configured to provide an electrical connection between an electrical power source and the charging box. A vehicle including the charging box may maneuver to a position above the charge coupler, after which electrical contacts of the charging box and the charge coupler may be brought into contact with one another. The charge coupler and/or the charging box may be configured to provide electrical communication between the electrical power source and the one or more batteries, so that the electrical power source may charge one or more of the batteries. Thereafter, the electrical contacts may be separated from one another, and the vehicle may maneuver away from the charge coupler. | US:16/900,779 | https://patentimages.storage.googleapis.com/d7/cb/d9/fb41b7cb241fdd/US11541765.pdf | US:11541765 | Bryan Emrys Booth, Moritz Boecker, Kyle Matthew Foley, Da Liu, Timothy David Kentley-Klay, Robert Alan Ng | Zoox Inc | US:8138718, WO:2010003021:A2, JP:2010178499:A, US:20100201309:A1, US:20120029750:A1, US:8371405, JP:2010233394:A, JP:2010246348:A, JP:2011193617:A, US:20110302078:A1, US:20120025761:A1, US:20130175987:A1, US:20130012044:A1, JP:2013055750:A, US:20150224882:A1, US:20140095026:A1, JP:2014073078:A, US:20150360577:A1, EP:3070810:A1, US:20170096073:A1, US:9527403, US:20160023565:A1, US:20170225582:A1, US:20160288656:A1, US:20170106762:A1, US:20180264963:A1, US:20190023141:A1, US:10661669, US:20190176637:A1, US:20190176633:A1 | 2023-01-03 | 2023-01-03 | 1. A charging system comprising:\na housing;\nan electrical connector coupled to the housing to receive electrical power from an electrical power source;\nan electrical contact proximate to a top surface of the housing to electrically couple a vehicle to the electrical power source; and\na receiver associated with the housing configured to receive a signal from the vehicle and to energize the electrical contact based at least in part on receipt of the signal, the receiver comprising an inductive coupling configured to receive, wirelessly, the signal, the signal comprising an amount of electrical power to power the receiver;\nwherein the receiver is configured to be powered by the signal.\n, a housing;, an electrical connector coupled to the housing to receive electrical power from an electrical power source;, an electrical contact proximate to a top surface of the housing to electrically couple a vehicle to the electrical power source; and, a receiver associated with the housing configured to receive a signal from the vehicle and to energize the electrical contact based at least in part on receipt of the signal, the receiver comprising an inductive coupling configured to receive, wirelessly, the signal, the signal comprising an amount of electrical power to power the receiver;, wherein the receiver is configured to be powered by the signal., 2. The charging system of claim 1, further comprising control circuitry to electrically connect the electrical contact to power supplied by the electrical power source, based at least in part on the signal received by the receiver,\nwherein the control circuitry is powered by the amount of electrical power received by the receiver and is electrically isolated from power provided by the electrical power source.\n, wherein the control circuitry is powered by the amount of electrical power received by the receiver and is electrically isolated from power provided by the electrical power source., 3. The charging system of claim 1, wherein the electrical contact comprises a positive electrical contact, the charging system further comprising a negative electrical contact, and a ground electrical contact., 4. The charging system of claim 1, wherein the electrical contact is a first electrical contact and is substantially planar, the charging system further comprising a second substantially planar electrical contact and a third substantially planar electrical contact., 5. The charging system of claim 1, wherein the electrical contact has a diameter of at least about 10 centimeters., 6. The charging system of claim 1, wherein the charging system is portable, the charging system further comprising an anchor to secure the housing to a surface on which the vehicle is supported., 7. The charging system of claim 1, further comprising a physical barrier comprising a resilient member at least partially enclosing the electrical contact to prevent inadvertent contact with the electrical contact during charging., 8. The charging system of claim 1, further comprising an actuator coupled to the housing to raise the electrical contact relative to a surface on which the housing is mounted., 9. The charging system of claim 1, further comprising a cleaning device disposed on a support surface proximate the housing to emit one or more of air, water, steam, cleaning solvents, a compound to remove rust, or a compound to prevent corrosion to clean an electrical contact on an underside of the vehicle., 10. A method of charging a battery of a vehicle via a charge coupler that receives power from an electrical power source, the method comprising:\nreceiving, at a receiver of the charge coupler, a signal from the vehicle, wherein the receiver comprises an inductive coupling and the signal comprises a wireless transmission of an amount of electrical power to power the receiver;\npowering the receiver from the amount of electrical power in the signal;\nbased at least in part on receiving the signal from the vehicle, electrically connecting an electrical contact of the charge coupler with an electrical contact of the vehicle; and\ntransmitting power from the electrical power source to the battery of the vehicle via the electrical contact of the charge coupler.\n, receiving, at a receiver of the charge coupler, a signal from the vehicle, wherein the receiver comprises an inductive coupling and the signal comprises a wireless transmission of an amount of electrical power to power the receiver;, powering the receiver from the amount of electrical power in the signal;, based at least in part on receiving the signal from the vehicle, electrically connecting an electrical contact of the charge coupler with an electrical contact of the vehicle; and, transmitting power from the electrical power source to the battery of the vehicle via the electrical contact of the charge coupler., 11. The method of claim 10, wherein electrically connecting the electrical contact of the charge coupler:\nis performed by control circuitry of the charge coupler which is powered by the amount of electrical power received by the receiver and is electrically isolated from power provided by the electrical power source; and\ncomprises supplying electricity from the electrical power supply to the electrical contact of the charge coupler.\n, is performed by control circuitry of the charge coupler which is powered by the amount of electrical power received by the receiver and is electrically isolated from power provided by the electrical power source; and, comprises supplying electricity from the electrical power supply to the electrical contact of the charge coupler., 12. The method of claim 10, further comprising:\ndetecting, based at least in part on the power signal, that the electrical contact of the charge coupler and the electrical contact of the vehicle are within a threshold distance of each other,\nwherein electrically connecting the electrical contact is based at least in part on detecting that the electrical contact of the charge coupler and the electrical contact of the vehicle are within the threshold distance.\n, detecting, based at least in part on the power signal, that the electrical contact of the charge coupler and the electrical contact of the vehicle are within a threshold distance of each other,, wherein electrically connecting the electrical contact is based at least in part on detecting that the electrical contact of the charge coupler and the electrical contact of the vehicle are within the threshold distance., 13. The method of claim 10, wherein electrically connecting the electrical contact of the charge coupler to the electrical contact of the vehicle further comprises at least one of:\nraising the electrical contact of the charge coupler relative to a support surface on which the charge coupler is disposed to contact the electrical contact of the vehicle; or\ntransmitting a signal to the vehicle to lower the electrical contact of the vehicle to contact the electrical contact of the charge coupler.\n, raising the electrical contact of the charge coupler relative to a support surface on which the charge coupler is disposed to contact the electrical contact of the vehicle; or, transmitting a signal to the vehicle to lower the electrical contact of the vehicle to contact the electrical contact of the charge coupler., 14. The method of claim 13, wherein electrically connecting the electrical contact of the charge coupler to the electrical contact of the vehicle is further based at least in part on detecting that the electrical contact of the charge coupler is contacting the electrical contact of the vehicle., 15. The method of claim 10, wherein the signal is a first signal, the method further comprising:\nreceiving a second signal from the vehicle initiating termination of the charging; and\nde-energizing the electrical contact of the charge coupler by disconnecting the electrical power source from the electrical contact of the charge coupler.\n, receiving a second signal from the vehicle initiating termination of the charging; and, de-energizing the electrical contact of the charge coupler by disconnecting the electrical power source from the electrical contact of the charge coupler., 16. A charge coupler comprising:\na housing;\nan electrical connector coupled to the housing to receive electrical power from an electrical power source; and\nmultiple electrical contacts proximate to a top surface of the housing to electrically couple to multiple electrical contacts on an underside of a vehicle,\nwherein the multiple electrical contacts of the charge coupler comprise three substantially planar electrical contacts aligned linearly along a length of the housing, the three substantially planar electrical contacts comprising a positive electrical contact, a negative electrical contact, and a ground electrical contact.\n, a housing;, an electrical connector coupled to the housing to receive electrical power from an electrical power source; and, multiple electrical contacts proximate to a top surface of the housing to electrically couple to multiple electrical contacts on an underside of a vehicle,, wherein the multiple electrical contacts of the charge coupler comprise three substantially planar electrical contacts aligned linearly along a length of the housing, the three substantially planar electrical contacts comprising a positive electrical contact, a negative electrical contact, and a ground electrical contact., 17. The charge coupler of claim 16, further comprising:\na receiver associated with the housing configured to receive a signal from the vehicle and to energize the multiple electrical contacts based at least in part on receipt of a signal from the vehicle, the receiver comprising an inductive coupling configured to receive, wirelessly, the signal, the signal comprising an amount of electrical power to power the receiver.\n, a receiver associated with the housing configured to receive a signal from the vehicle and to energize the multiple electrical contacts based at least in part on receipt of a signal from the vehicle, the receiver comprising an inductive coupling configured to receive, wirelessly, the signal, the signal comprising an amount of electrical power to power the receiver., 18. The charge coupler of claim 17, further comprising control circuitry to electrically connect the multiple electrical contacts to power supplied by the electrical power source, based at least in part on the signal received by the receiver,\nwherein the control circuitry is powered by the amount of electrical power received by the receiver and is electrically isolated from power provided by the electrical power source.\n, wherein the control circuitry is powered by the amount of electrical power received by the receiver and is electrically isolated from power provided by the electrical power source., 19. The charge coupler of claim 16, individual ones of the multiple electrical contacts have a diameter of at least about 10 centimeters., 20. The charge coupler of claim 16, wherein the charge coupler is portable, the charge coupler further comprising an anchor to secure the housing to a surface on which the vehicle is supported. | US | United States | Active | B | True |
| 136 | Underbody charging of vehicle batteries \n | US11034254B2 | Electric vehicles often rely on rechargeable batteries to supply electrical power to various components, such as electric motors. Recharging the battery may present a number of technical considerations. For example, the convenience, the duration, and the safety associated with the charging process may be important factors. For example, due to the relatively limited range of some electric vehicles, providing recharging devices at numerous and convenient locations may be a consideration. In addition, reducing the time necessary for recharging the battery may be important for some uses of electric vehicles.\nIn some conventional-charging devices where electrical connectors having pintype connectors are used, the connectors may be insufficiently durable for frequent use. This may result in such electrical connectors being unsuitable for uses that might include thousands of connections and disconnections, such as, for example, a fleet of electric vehicles that operate in a substantially constant manner, requiring frequent charging cycles.\nThe detailed description is described with reference to the accompanying figures. In the figures, the left-most digit(s) of a reference number identifies/identify the figure in which the reference number first appears. The same reference numbers in different figures indicate similar or identical items.\n FIG. 1 is an example environment in which an example vehicle is maneuvering into position during an example recharging event.\n FIG. 2 is an example diagrammatic representation of an example vehicle recharging sequence.\n FIG. 3 is a schematic diagram of an example vehicle and an example system for charging one or more batteries coupled to the vehicle.\n FIG. 4 is an example architecture including an example battery control module and an example charge controller for implementing a system for charging one or more batteries coupled to a vehicle.\n FIG. 5 is a flow diagram of an example process for charging one or more batteries of an example vehicle.\n FIG. 6 is a flow diagram of another example process for charging one or more batteries of an example vehicle.\n FIG. 7 is a block diagram of an example computer architecture for implementing the processes described herein.\nAs noted above, some conventional charging devices include a power cable having an electrical connector for connecting with a mating electrical connector coupled to the electric vehicle so that electrical power may be supplied to the battery of the vehicle during charging. Some electrical connectors are pin-type connectors that include pins configured to fit into corresponding recesses including electrical contacts for electrically connecting the power cable to the battery of the vehicle. Although pin-type electrical connectors may be sufficient for some uses, such as residential use, for systems expected to be used frequently and by different users, thereby resulting in frequent connections and disconnections, pin-type electrical connectors may be insufficiently durable for such uses. This may result in such electrical connectors being unsuitable for uses that might include thousands of connections and disconnections, such as, for example, a fleet of electric vehicles that operate in a substantially constant manner, requiring frequent charging cycles.\nThis disclosure is generally directed to methods, apparatuses, and systems for charging one or more batteries of a vehicle having one or more electrical propulsion units. For example, a system for charging one or more batteries may include a charging box mounted to the underside of the vehicle to facilitate connection to a charge coupler from under the vehicle, with the charge coupler being configured to provide an electrical connection between an electrical power source and the charging box. A vehicle including the charging box may maneuver to a position above the charge coupler, after which electrical contacts of the charging box and the charge coupler may be brought into contact with one another. Once in contact with one another, the charge coupler and/or the charging box may be configured to provide electrical communication between the electrical power source and the one or more batteries, so that the electrical power source may increase the state of charge of one or more of the batteries. Thereafter, the electrical contacts of the charging box and the electrical contacts of the charge coupler may be separated from one another, and the vehicle may maneuver away from the position over the charge coupler. In this example manner, the one or more batteries of the vehicle may be recharged without a person manually connecting the electrical power source to the vehicle. As a result, the system does not necessarily need relatively complex electrical connectors, such as, for example, pin-type connectors, thus potentially rendering the system more durable and providing greater longevity of use. Furthermore, because a person is not required to manually connect the connectors, the connectors may be sized to be much larger, allowing much more current to flow with much lower heat created.\nThis disclosure is also generally directed to a system for charging one or more batteries of a vehicle including one or more electrical propulsion units. The system may include a charging box configured to be mounted to the underside of the vehicle to facilitate electrical connection to a charge coupler from under the vehicle. The charging box may be configured to be electrically connected to the one or more batteries to increase a state of charge of one or more of the batteries. The charging box may include a case and positive and negative electrical contacts coupled to the case and configured to be accessible from under the vehicle. Some examples of the charging box may also include a ground contact. The charging box may also include one or more electrical connectors coupled to the case and configured to provide an electrical connection between the positive electrical contact and the one or more batteries, and between the negative electrical contact and the one or more batteries.\nIn some examples, the system may also include a transmitter configured to transmit a signal to the charge coupler to activate the charge coupler to charge the one or more batteries. In some examples, the transmitter may be configured to induce electrical current in a receiver coupled to the charge coupler. For example, the system may include an electrical power transmitter configured to transmit electrical power to the charge coupler. For example, the charging box may include a transmitter, which may include a near-field communication (NFC) transmitter (or other wireless transmission protocol) configured to activate the charge coupler based at least in part on a distance between the NFC transmitter and a receiver electrically coupled to the charge coupler. In some examples, the NFC transmitter may be physically incorporated into the charging box. In some examples, the NFC transmitter may be physically incorporated into the vehicle but remotely from the charging box. In some examples, the charge coupler may include an NFC receiver, and the NFC transmitter and NFC receiver may be configured, such that electrical current is induced in the NFC receiver upon receipt of a transmission from the NFC transmitter, effectively transmitting electrical power from the NFC transmitter to the NFC receiver when the NFC transmitter and NFC receiver are within transmission range of one another. In some examples, when the current is induced and the charge coupler is activated, the circuitry in the charge coupler may control transfer of electrical power from the electrical power source to the electrical contacts of the charge coupler and thereafter to the electrical contacts of the vehicle. In some such examples, the charge coupler may be prevented from being activated until and/or unless the vehicle is positioned over the charge coupler, and in some examples, positioned so that the electrical contacts of the charging box and the electrical contacts of the charge coupler may be brought into contact with one another. This may increase the safety of the system by reducing the likelihood that a person contacts one or more of the electrical contacts of the charge coupler when the electrical contacts are energized, thereby potentially preventing electric shock. In some examples, the electrical contacts of the charge coupler are not energized until or unless the charge coupler receives a communication indicating that the vehicle is positioned over the electrical contacts of the charge coupler. In some examples, it may be sufficient to receive a threshold amount of power from the vehicle to indicate that the contacts should be energized. Other types of transmitters and receivers are contemplated. For example, visual tags (bar codes, QR codes, Augmented Reality (AR) tags, etc.), RFID, GPS, or the like may be used to determine or confirm whether the charging box and the charge coupler are within sufficient range of one another for providing electrical contact between the electrical contacts of the charging box and the electrical contacts of the charge coupler.\nIn some examples, the vehicle may include two or more batteries. For example, the vehicle may include two or more propulsion units, each including one or more electric motors and one or more batteries, for example, as explained herein. For such examples, the system may include a charge controller configured to distribute charging between the two or more batteries. For example, the charge controller may balance the respective states of charge of each of the two or more batteries. For example, the charge controller may be configured to determine which of the two or more batteries is at a relatively lower state of charge, and charge that battery until its state of charge substantially matches the state of charge of the other battery or batteries. In some examples, thereafter the charge controller may charge the two or more batteries concurrently or substantially simultaneously (e.g., within technical tolerances) until they each reach a desired state of charge. In some examples, the charge controller may be physically incorporated into the charging box. In some examples, the charge controller may be physically incorporated into the vehicle but remotely from the charging box.\nThis disclosure is also generally directed to a method for charging one or more batteries of a vehicle including one or more electrical propulsion units. The method may include maneuvering the vehicle to a position over a charge coupler configured to electrically connect one or more electrical contacts of the vehicle to an electrical power source to increase a state of charge of the one or more batteries. The method may also include providing electrical connection between the electrical contacts of the vehicle and electrical contacts coupled to a charge coupler configured to increase the state of charge of the one or more batteries. The method may further include electrically coupling the charge coupler to the one or more batteries and increasing the state of charge of the one or more batteries.\nIn some examples, the method may also include transmitting power from a transmitter electrically coupled to the vehicle to the charge coupler. For example, transmitting power may include communicating electrical power via an inductive power coupling coupled to the vehicle, for example, as described herein. Maneuvering the vehicle may include generating one or more trajectories using a perception module and/or a trajectory module associated with the vehicle, and moving the vehicle according to the one or more trajectories.\nIn some examples, maneuvering the vehicle may include identifying a marker associated with the charge coupler, generating one or more trajectories based at least in part on identifying the marker, and moving the vehicle according to the one or more trajectories. For example, the vehicle may be an autonomous vehicle including a perception module that may include one or more sensors configured to generate one or more signals indicative of the environment around the vehicle. For example, the perception module may include one of more image capture devices, one or more light detecting an ranging (LIDAR) sensors, one or more sound navigation and ranging (SONAR) sensors, one or more radio detection and ranging (RADAR) sensors, or the like, and the perception module may be configured to identify the marker and maneuver the vehicle based at least in part on the position of the marker, so that the electrical contacts of the charging box are sufficiently aligned with the electrical contacts of the charge coupler for contacting the electrical contacts to one another. For example, the vehicle may have a trajectory module configured to generate one or more trajectories for the vehicle to follow, so that the electrical contacts of the charging box and the electrical contacts of the charge coupler may be contacted to one another. In some examples, the marker may be an optical marker and/or an RF beacon. In some examples, the marker may be one or more of a physical marker (e.g., having a LIDAR reflective surface), a QR code, an AR tag, an RFID tag. Additionally, or alternatively, the system may monitor Wi-Fi signals to perform Wi-Fi simultaneous localization and mapping (SLAM), and/or any other localization method, to maneuver the vehicle to the charge coupler.\nIn some examples of the method, maneuvering the vehicle may include receiving one or more signals from a location remote from the vehicle configured to provide one or more trajectories for maneuvering the vehicle into the position over the charge coupler. For example, the vehicle may include a communication module configured to communicate via a communications network to a remotely located teleoperations system, and the teleoperations system may be configured to provide the one or more trajectories. In some examples, the teleoperations system may include an interface configured to facilitate communication between the vehicle and a human, who may provide the one or more trajectories or guidance for the perception module and/or trajectory module to determine the one or more trajectories. In some examples, an operator may control the vehicle either via a remote control, or using gestures and movements recognizable to the vehicle, to position the vehicle in a position for charging.\nIn some examples, providing electrical contact between the electrical contacts of the vehicle and the electrical contacts of the charge coupler may include one or more of lowering the vehicle or raising the charge coupler. For example, the vehicle may include active suspension configured to, for example, raise and/or lower the ride height of the vehicle, and to provide electrical contact between electrical contacts of the vehicle (e.g., the electrical contacts of the charging box) and the electrical contacts of the charge coupler, which may include lowering the vehicle via the active suspension until the electrical contacts contact one another. In some examples, the vehicle may be lowered such that the electrical contacts coupled to the vehicle remain substantially level. In some examples, the electrical contacts coupled to the vehicle may be configured to move relative to the vehicle until the electrical contacts contact one another. In some examples, the charge coupler may be configured to raise toward the underside of the vehicle so that the electrical contacts of the charge coupler are contacted with the electrical contacts of the vehicle (e.g., the electrical contacts of the charging box). For example, the charge coupler may be mounted to an actuator configured to raise the charge coupler, for example, relative to the surface on which the charge coupler is mounted (e.g., the ground or floor of a service center). In some examples, the vehicle and/or charging box may lower itself, and the charge coupler may rise toward the charging box, so that the electrical contacts contact one another.\nIn some examples, the method may also include closing one or more switches between the one or more batteries and the charge coupler, so that the electrical power from the electrical power source is supplied to the one or more batteries. For example, the vehicle (e.g., the charging box) may include a charge controller configured to facilitate electrical connection between the electrical power source and the one or more batteries. The charge controller in some examples may be configured to detect contact between the electrical contacts of the charge coupler and the electrical contacts of the charging box, and based at least in part on the detection, close the one or more switches to electrically connect the electrical power source to the one or more batteries for increasing the state of charge of the one or more batteries. In some examples, the charge controller may be configured to detect contact by one or more of receiving data from circuitry powered by receipt of the transmission from the transmitter, detecting a current, voltage, or other impedance from the inductive coupling, detecting an impedance across the electrical contacts of the vehicle, and/or detecting a temperature change.\nIn some examples, the method may also include separating the electrical contacts coupled to the vehicle from the electrical contacts coupled to the charge coupler. For example, the active suspension of the vehicle and/or an actuator coupled to the charge coupler may activate to separate the electrical contacts from one another. For example, the active suspension may raise the ride height of the vehicle and/or the actuator may lower the electrical contacts of the charge coupler, thereby separating the electrical contacts of the charging box from the electrical contacts of the charge coupler from one another. Thereafter, the vehicle may maneuver away from its position over the charge coupler.\nIn some examples, the method may also include confirming a voltage decay in the electrical contacts coupled to the vehicle following the separation of the electrical contacts from one another. For example, the charge controller may be configured to receive one or more signals from the electrical contacts of the charging box indicative of the voltage at the contacts. In some examples, if the charge controller receives one or more signals indicative that the voltage of the contacts is dropping, the charge controller will communicate one or more signals to the vehicle indicating that the vehicle may maneuver away from the charge coupler. In some examples, if the charge controller receives one or more signals indicative that the voltage of the contacts is not dropping, the charge controller will communicate one or more signals to the vehicle indicating that the vehicle should remain in position over the charge coupler. The one or more signals indicative of the failure of the voltage to drop may be an indication that the contacts of the charge coupler are still receiving electrical power from the electrical power source, and thus, the vehicle may be prevented from maneuvering away from the charge coupler, so that the electrical contacts of the charge coupler are not exposed while energized. This may provide improved safety by preventing a person from accessing the electrical contacts of the charge coupler when they are still energized.\nThis disclosure is also generally directed to a charge coupler. In some examples, the charge coupler may include a housing configured to be anchored (e.g., via an anchor) to a surface on which a vehicle is supported. In some examples, the housing may be configured to be disconnected and/or separated from the surface and moved to another location. For example, the anchor may be configured to facilitate ease of disconnection and/or separation from the surface. The charge coupler may also include an electrical connector configured to be coupled to an electrical power source. For example, the electrical power source may be a conventional charging apparatus for recharging a rechargeable battery, such as, for example, a charging apparatus having pin-type a connector that might be used to physically and electrically couple the charging apparatus to a mating connector on an electric vehicle.\nThe charge coupler may also include one or more electrical contacts coupled to the housing and configured to be electrically coupled to one or more electrical contacts coupled to a vehicle from under the vehicle. For example, the one or more electrical contacts may include one or more of a positive contact, a negative contact, or a ground contact.\nIn some examples, the charge coupler may further include a receiver configured to receive a signal for activating the charge coupler and electrically coupling the electrical power source to the one or more electrical contacts of the vehicle. For example, as mentioned above, the receiver may be configured to receive a signal configured to induce an electrical current in the receiver. For example, the receiver may include a receiver configured to induce electrical current upon receipt of a signal from an NFC transmitter coupled to the vehicle or charging box.\nIn some examples, the charge coupler may also include an actuator coupled to the housing and configured move the housing toward the one or more electrical contacts of the vehicle (e.g., mounted to the underside of the vehicle). For example, the actuator may include an electric actuator, a pneumatic actuator, a hydraulic actuator, or any other type of actuator configured to elevate the housing and/or electrical contacts toward the vehicle.\nIn some examples, the charge coupler may include a power cable coupled to the electrical connector of the charge coupler and configured to be coupled to the electrical power source. The power cable may include one or more of a positive cable, a negative cable, or a ground cable. In some examples, the charge coupler may also include a controller configured to detect whether the charge coupler is electrically coupled to the electrical power source.\nThe techniques and systems described herein may be implemented in a number of ways. Example implementations are provided below with reference to the figures.\n FIG. 1 is an example environment 100 in which an example vehicle 102 is maneuvering into position during an example recharging event. The example vehicle 102 may be any configuration of vehicle, such as, for example, a van, a sport utility vehicle, a cross-over vehicle, a truck, a bus, an agricultural vehicle, and a construction vehicle. The vehicle 102 may be powered by one or more electric motors, one or more internal combustion engines, any combination thereof (e.g., a hybrid power train), and/or any other suitable electric power sources. For the purpose of illustration, the example vehicle 102 is an at least partially electrically powered vehicle having two electrical propulsion units configured to provide the vehicle 102 with the ability to maneuver, each including a motor/inverter electrically coupled to one or more batteries configured to be recharged, as explained herein.\nAs shown in FIG. 1, the example vehicle 102 may be configured to use a charging system 104 for charging the one or more batteries coupled to the vehicle 102 and configured to provide electrical power for operation of the vehicle 102. The charging system 104 may include a charging box 106 coupled to the vehicle 102 to facilitate electrical connection to a charge coupler 108 from under the vehicle 102. For example, charging box 106 may be configured to be electrically connected to the one or more batteries of the vehicle 102 to facilitate increasing a state of charge of the one or more of the batteries. In the example shown, the charging box 106 includes a case 110 and electrical contacts 112, and the charge coupler 108 includes a housing 114 and complimentary electrical contacts 116 configured to electrically couple the charge coupler 108 to the charging box 106 to facilitate charging of the one or more batteries coupled to the vehicle 102. For example, each of the charging box 106 and charge coupler 108 may include positive, negative, and ground contacts configured to make electrical contact with one another, respectively, when the vehicle 102 is positioned such that the charging box 106 is positioned over (and substantially aligned with, as explained herein) the charge coupler 108, and the respective electrical contacts 112 and 116 are brought into contact with one another as explained herein. In some examples, the case 110 of the charging box 106 may be formed from material configured to block electromagnetic interference. Although the electrical contacts 112 of the charging box 106 and the electrical contacts 116 of the charge coupler 108 may be complimentary, they may not necessarily have a similar size and/or shape. The electrical contacts 112 of the charging box 106 and/or the electrical contacts 116 of the charge coupler 108 may have various contact surface sizes and shapes. For example, the electrical contacts 112 and/or the electrical contacts 116 may have circular, oblong, rectangular, square, polygonal, or the like contact surface shapes. In some examples, the electrical contacts 112 of the charging box 106 and the electrical contacts 116 of the charge coupler 108 have substantially planar contact surfaces (e.g., planar within technical and/or manufacturing limits), for example, configured to provide respective complimentary planar contact surfaces for providing respective relatively large surface areas through which electrical current may flow. In some examples, the relatively larger surface areas may improve the speed and/or efficiency of the charging. In some examples, the electrical contacts 112 and/or the electrical contacts 116 may be configured to be aligned linearly along the longitudinal axis or the latitudinal axis of the vehicle 102. In some examples, the electrical contacts 112 associated with the charging box 106 may be larger (or larger in one dimension) than the electrical contacts 116 of the charge coupler 108, or vice versa. In such examples, by oversizing one contact with respect to the other, the vehicle 102 need not exactly center the contacts with respect to one another. For example, if the electrical contacts 112 are ten centimeters larger in diameter than electrical contacts 116, the vehicle 102 may move up to ten centimeters in any direction and still achieve substantially one hundred-percent contact.\nThe charge coupler 108 may be configured to be coupled to an electrical power source 118 and facilitate transfer of electrical power from the electrical power source 118 to the electrical contacts 112 of the charging box 106 when the electrical contacts 112 of the charging box 106 are brought into contact with the electrical contacts 116 of the charge coupler 108. In some examples, the electrical power source 118 may be any source of electrical power sufficient to supply electric power for charging batteries of an electrically powered vehicle, such as, for example, an electric vehicle charging station. As shown in FIG. 1, the charge coupler 108 may include a power cable 120 coupled to an electrical connector 122 coupled to the charge coupler 108 and configured to be coupled to the electrical power source 118 to facilitate transfer of electrical power from the electrical power source 118 to the charge coupler 108. In some examples, the power cable 120 may include one or more of a positive cable, a negative cable, and a ground cable. In some examples, the electrical connector 122 may be configured to transmit one or more of data or electrical power between the charge coupler 108 and the electrical power source 118, for example, via a standard electrical connection (e.g., a standard electrical connection and/or according to a standard protocol, such as, for example, SAE J1772-CCS1, CHAdeMO, IEC-type 2, or the like).\nAs explained in more detail herein, to increase the state of charge of the one or more batteries of the vehicle 102, the vehicle 102 may be maneuvered to a position over the charge coupler 108, such that the electrical contacts 112 of the charging box 106 under the vehicle 102 are substantially aligned with the electrical contacts 116 of the charge coupler 108 (e.g., within geometric constraints of the contacts to optimize current flow). As explained herein, in some examples, the vehicle 102 may be an autonomous vehicle, and the charging system 104 may include one or more markers, such as marker 124, that may be used by the vehicle 102 maneuver into the substantially aligned position, for example, using a perception system including one or more sensors 126 to detect the marker 124. In some examples, the marker 124 may include one or more of a physical marker (e.g., having a LIDAR reflective surface), an optical marker (e.g., a QR code, an AR tag, or the like), an RFID tag, an RF beacon. In some examples, vehicle sensors, including Wi-Fi receivers, may be used to localize the vehicle using a simultaneous localization and mapping (SLAM) algorithm.\nFor example, the vehicle 102 may be a driverless vehicle, such as an autonomous vehicle configured to operate according to a Level 5 classification issued by the U.S. National Highway Traffic Safety Administration, which describes a vehicle capable of performing all safety-critical functions for the entire trip, with the driver (or occupant) not being expected to control the vehicle at any time. In such examples, because the vehicle 102 may be configured to control all functions from start to completion of the trip, including all parking functions, it may not include a driver and/or controls for driving the vehicle 102, such as a steering wheel, an acceleration pedal, and/or a brake pedal. This is merely an example, and the systems and methods described herein may be incorporated into any ground-borne, airborne, or waterborne vehicle, including those ranging from vehicles that need to be manually controlled by a driver at all times, to those that are partially or fully autonomously controlled.\nAlthough the example vehicle 102 has four wheels, the systems and methods described herein may be incorporated into vehicles having fewer or a greater number of wheels, tires, and/or tracks. The example vehicle 102 may have four-wheel steering and may operate generally with equal performance characteristics in all directions, for example, such that a first end 128 of the vehicle 102 is the front end of the vehicle 102 when travelling in a first direction 130, and such that the first end 128 becomes the rear end of the vehicle 102 when traveling in the opposite, second direction 132, as shown in FIG. 1. Similarly, a second end 134 of the vehicle 102 is the front end of the vehicle 102 when travelling in the second direction 132, and such that the second end 134 becomes the rear end of the vehicle 102 when traveling in the opposite, first direction 130. These example characteristics may facilitate greater maneuverability, for example, in small spaces or crowded environments, such as parking lots and urban areas.\nThe vehicle 102 may travel through the environment 100, relying at least in part on sensor data indicative of objects in the environment 100 in order to determine trajectories of the vehicle 102. For example, as the vehicle 102 travels through the environment 100, one or more of the sensors 126 capture data associated with detected objects (e.g., vehicles, pedestrians, buildings, barriers, etc.). The sensors 126 may include one of more image capture devices, one or more LIDAR sensors, one or more SONAR sensors, one or more RADAR sensors, or the like. The data captured by the one or more sensors 126 may be used, for example, as input for determining trajectories for the vehicle 102.\nOnce positioned and aligned over the charge coupler 108, the electrical contacts 112 of the charging box 106 and the electrical contacts 116 of the charge coupler 108 may be brought into contact with one another, as explained herein, so that electrical power supplied by the electrical power source 118 may flow through the power cable 120 to the electrical contacts 116 of the charge coupler 108 and to the electrical contacts 112 of the charging box 106. The electrical contacts 112 of the charging box 106 may be electrically connected to the one or more batteries of the vehicle 102, and the state of charge of one or more of the batteries may be increased, for example, as explained in more detail herein. By providing the electrical contacts 112 of the charging box 106 coupled to the vehicle 102, so that they | A system for charging one or more batteries of a vehicle may include a charging box mounted to a vehicle to facilitate connection to a charge coupler from under the vehicle. The charge coupler may be configured to provide an electrical connection between an electrical power source and the charging box. A vehicle including the charging box may maneuver to a position above the charge coupler, after which electrical contacts of the charging box and the charge coupler may be brought into contact with one another. The charge coupler and/or the charging box may be configured to provide electrical communication between the electrical power source and the one or more batteries, so that the electrical power source may charge one or more of the batteries. Thereafter, the electrical contacts may be separated from one another, and the vehicle may maneuver away from the charge coupler. | US:15/837,820 | https://patentimages.storage.googleapis.com/5a/c9/0b/a96487994b95b2/US11034254.pdf | US:11034254 | Bryan Emrys Booth, Moritz Boecker, Kyle Matthew Foley, Robert Alan Ng, Da Liu, Timothy David Kentley-Klay | Zoox Inc | US:8138718, WO:2010003021:A2, US:20100201309:A1, US:20120029750:A1, US:20110302078:A1, US:20120025761:A1, US:20130175987:A1, US:20130012044:A1, US:20140095026:A1, US:20150360577:A1, EP:3070810:A1, US:9527403, US:20170096073:A1, US:20160023565:A1, US:20170225582:A1, US:20160288656:A1, US:20170106762:A1, US:20180264963:A1, US:20190023141:A1, US:10661669, US:20190176633:A1 | Not available | 2023-01-03 | 1. A system for charging one or more batteries of a vehicle, the system comprising:\na case coupled to a chassis of the vehicle;\none or more electrically conductive contacts coupled to the case and configured to be accessible from under the vehicle, the one or more electrically conductive contacts configured to be electrically connected to the one or more batteries to charge one or more of the batteries, the one or more electrically conductive contacts comprising a positive electrical contact and a negative electrical contact;\nan active suspension system configured to couple at least one wheel to the vehicle and to lower the chassis and, the case, and the electrically conductive contacts toward a surface supporting the vehicle; and\none or more switches configured to electrically couple the positive electrical contact and the negative electrical contact to the one or more batteries,\nwherein the case is immovably attached to the chassis, such that lowering the chassis by the active suspension lowers the case and causes the one or more electrically conductive contacts to physically contact with a charge coupler under the vehicle.\n, a case coupled to a chassis of the vehicle;, one or more electrically conductive contacts coupled to the case and configured to be accessible from under the vehicle, the one or more electrically conductive contacts configured to be electrically connected to the one or more batteries to charge one or more of the batteries, the one or more electrically conductive contacts comprising a positive electrical contact and a negative electrical contact;, an active suspension system configured to couple at least one wheel to the vehicle and to lower the chassis and, the case, and the electrically conductive contacts toward a surface supporting the vehicle; and, one or more switches configured to electrically couple the positive electrical contact and the negative electrical contact to the one or more batteries,, wherein the case is immovably attached to the chassis, such that lowering the chassis by the active suspension lowers the case and causes the one or more electrically conductive contacts to physically contact with a charge coupler under the vehicle., 2. The system of claim 1, further comprising a transmitter configured to transmit a wireless power transmission., 3. The system of claim 2, wherein:\nthe transmitter comprises an inductive electrical coupling; and\nthe one or more switches are actuated based at least in part on a signal received in response to the wireless power transmission, the signal configured at the charge coupler within a threshold distance of the system.\n, the transmitter comprises an inductive electrical coupling; and, the one or more switches are actuated based at least in part on a signal received in response to the wireless power transmission, the signal configured at the charge coupler within a threshold distance of the system., 4. The system of claim 1, wherein the system further comprises a charge controller configured to distribute charging between two or more batteries of the vehicle, and wherein the charge controller is configured to balance states of charge of the two or more batteries., 5. The system of claim 1, wherein the one or more switches are actuated, based at least in part, on a signal indicative of one or more of information received from a charge controller, a voltage difference or an impedance between the one or more contacts, or temperature., 6. A method for charging one or more batteries of a vehicle, the method comprising:\nmaneuvering the vehicle to a position over a charge coupler configured to electrically connect one or more electrical contacts of the vehicle to an electrical power source to charge the one or more batteries;\nlowering, by an active suspension, a chassis of the vehicle, a case coupled to the chassis, and the one or more electrical contacts of the vehicle coupled to the case toward the charge coupler, wherein the case is immovably attached to the chassis, such that lowering the chassis lowers the case and causes the one or more electrical contacts to physically contact with a charge coupler;\nproviding electrical connection between the electrical contacts of the vehicle and electrical contacts of the charge coupler to charge the one or more batteries;\nelectrically coupling the electrical contacts of the vehicle to the one or more batteries by actuating one or more switches; and\nreceiving electrical power from the electrical power source via the charge coupler to charge the one or more batteries.\n, maneuvering the vehicle to a position over a charge coupler configured to electrically connect one or more electrical contacts of the vehicle to an electrical power source to charge the one or more batteries;, lowering, by an active suspension, a chassis of the vehicle, a case coupled to the chassis, and the one or more electrical contacts of the vehicle coupled to the case toward the charge coupler, wherein the case is immovably attached to the chassis, such that lowering the chassis lowers the case and causes the one or more electrical contacts to physically contact with a charge coupler;, providing electrical connection between the electrical contacts of the vehicle and electrical contacts of the charge coupler to charge the one or more batteries;, electrically coupling the electrical contacts of the vehicle to the one or more batteries by actuating one or more switches; and, receiving electrical power from the electrical power source via the charge coupler to charge the one or more batteries., 7. The method of claim 6, further comprising:\ntransmitting power via an inductive coupling to the charge coupler; and\nreceiving one or more signals from the charge coupler.\n, transmitting power via an inductive coupling to the charge coupler; and, receiving one or more signals from the charge coupler., 8. The method of claim 6, wherein the one or more electrical contacts of the vehicle are configured to be accessible from under the vehicle and are sized to be larger than the electrical contacts of the charge coupler in at least one dimension., 9. The method of claim 6, wherein maneuvering the vehicle comprises generating one or more trajectories using a perception system associated with the vehicle and maneuvering the vehicle according to the one or more trajectories., 10. The method of claim 6, wherein maneuvering the vehicle comprises:\nidentifying one or more markers associated with the charge coupler;\ngenerating one or more trajectories based at least in part on identifying the marker; and\nmaneuvering the vehicle according to the one or more trajectories, and\nwherein the one or more markers comprise one or more of a physical marker, a QR code, an AR tag, an RFID tag.\n, identifying one or more markers associated with the charge coupler;, generating one or more trajectories based at least in part on identifying the marker; and, maneuvering the vehicle according to the one or more trajectories, and, wherein the one or more markers comprise one or more of a physical marker, a QR code, an AR tag, an RFID tag., 11. The method of claim 6, wherein maneuvering the vehicle comprises receiving one or more signals from a location remote from the vehicle, the one or more signals providing one or more trajectories for maneuvering the vehicle into the position over the charge coupler., 12. The method of claim 6, wherein providing electrical connection between the electrical contacts of the vehicle and the electrical contacts of the charge coupler further comprises transmitting a signal to raise the charge coupler., 13. The method of claim 6, wherein:\nlowering the vehicle is based, at least in part, on receiving a signal from the charge coupler; and\nthe one or more switches are actuated based at least in part on one or more of an impedance, voltage, or temperature measured across the electrical contacts of the vehicle to electrically couple the one or batteries of the vehicle with the electrical contacts of the vehicle.\n, lowering the vehicle is based, at least in part, on receiving a signal from the charge coupler; and, the one or more switches are actuated based at least in part on one or more of an impedance, voltage, or temperature measured across the electrical contacts of the vehicle to electrically couple the one or batteries of the vehicle with the electrical contacts of the vehicle., 14. The method of claim 7, wherein the one or more signals received from the charge coupler comprises one or more of:\na signal indicating that the charge coupler is electrically energized; or\na signal indicating that the vehicle is located within a threshold distance of the charge coupler.\n, a signal indicating that the charge coupler is electrically energized; or, a signal indicating that the vehicle is located within a threshold distance of the charge coupler., 15. The method of claim 6, wherein the one or more batteries comprises two or more batteries, and wherein charging the two or more batteries comprises:\nmonitoring one or more of a voltage or a state of charge of the two or more batteries; and\nelectrically coupling one of the two or more batteries to the electrical contacts of the vehicle based, at least in part, on the one or more of the voltage or state of charge.\n, monitoring one or more of a voltage or a state of charge of the two or more batteries; and, electrically coupling one of the two or more batteries to the electrical contacts of the vehicle based, at least in part, on the one or more of the voltage or state of charge., 16. The method of claim 13, further comprising:\nraising the vehicle to disconnect the electrical contacts coupled to the vehicle from the electrical contacts coupled to the charge coupler;\nconfirming a voltage decay in the electrical contacts coupled to the vehicle; and\nmaneuvering the vehicle away from the charge coupler based, at least in part, on the voltage decay.\n, raising the vehicle to disconnect the electrical contacts coupled to the vehicle from the electrical contacts coupled to the charge coupler;, confirming a voltage decay in the electrical contacts coupled to the vehicle; and, maneuvering the vehicle away from the charge coupler based, at least in part, on the voltage decay., 17. A vehicle comprising:\na chassis;\na case coupled to the chassis\none or more batteries;\none or more active suspension systems coupled to the chassis and one or more wheels of the vehicle, the one or more active suspension systems configured to control a distance between the chassis and a surface supporting the vehicle; and\none or more electrical contacts coupled to the case and configured to provide electrical communication between the one or more batteries of the vehicle and a charge coupler configured to electrically connect the one or more electrical contacts to an electrical power source to charge the one or more batteries, the one or more electrical contacts having a substantially planar contact surface,\nwherein the one or more electrical contacts are positioned to facilitate contact with the charge coupler from under the vehicle, and\nwherein the case is immovably attached to the chassis, such that controlling the distance between the chassis and the surface supporting the vehicle brings the electrical contacts into physical contact with the charge coupler.\n, a chassis;, a case coupled to the chassis, one or more batteries;, one or more active suspension systems coupled to the chassis and one or more wheels of the vehicle, the one or more active suspension systems configured to control a distance between the chassis and a surface supporting the vehicle; and, one or more electrical contacts coupled to the case and configured to provide electrical communication between the one or more batteries of the vehicle and a charge coupler configured to electrically connect the one or more electrical contacts to an electrical power source to charge the one or more batteries, the one or more electrical contacts having a substantially planar contact surface,, wherein the one or more electrical contacts are positioned to facilitate contact with the charge coupler from under the vehicle, and, wherein the case is immovably attached to the chassis, such that controlling the distance between the chassis and the surface supporting the vehicle brings the electrical contacts into physical contact with the charge coupler., 18. The vehicle of claim 17, further comprising a transmitter configured to activate the charge coupler., 19. The vehicle of claim 17, wherein the vehicle comprises one or more switches to electrically couple the one or more electrical contacts of the vehicle with the one or more batteries, the one or more switches actuated based, at least in part, on one or more of a voltage of the one or more batteries, a state of charge or the one or more batteries, or a signal received from the charge coupler., 20. The vehicle of claim 17, wherein the electrical contacts are substantially planar and are aligned linearly along at least one of a longitudinal axis or a latitudinal axis of the vehicle. | US | United States | Active | B | True |
| 137 | 电池组、电池充电站和充电方法 \n | CN105914806B | 相关申请的交叉引用本申请是2015年3月16日提交的题为“对电动车辆的改进(IMPROVEMENTS TOELECTRIC VEHICLES)”的申请号为62/133,991的美国临时专利申请的正式申请，且要求该美国临时专利申请的优先权。本申请也是2015年4月22日提交的题为“对电动车辆的改进(IMPROVEMENTS TO ELECTRIC VEHICLES)”的申请号为62/150，848的美国临时专利申请的正式申请，且要求该美国临时专利申请的优先权。第62/133,991和62/150,848号临时申请中每一个的全部内容出于所有目的均通过引用并入本文。技术领域本发明涉及电池，例如电动车辆电池的充电技术。特别地，本发明涉及对多组电池模块进行串联充电以及对组内的各个电池模块进行充电。背景技术电池充电技术是新型电池供电装置(如电动车辆)的研发的重要部分。例如，环境友好、节能的新能源电动车辆是汽车发展的新兴领域。电动车辆或其他电动装置内的电池可由多个串联连接的电池模块组成。例如，如果电池一共包括10个电池模块且每个电池模块提供40V的电压输出，那么当所有的电池模块串联连接起来时则可获得400V的电压输出。在一些充电系统中，这种电池模块可串联连接起来以对所有的模块一起充电。然而，在一些这样的情况下，串联充电的电池模块可能会不平衡地充电且某些单个电池模块可能并未充满，例如由于单个电池模块之间的电阻等的差异。发明内容本发明旨在解决关于对电动装置的电池内的电池模块进行充电的这些以及其他问题。本发明的一个目的是提供用于电动车辆和其他电动装置的电池组，其包括电池和电池充电系统，其中电池包括多个电池模块，每个电池模块包括(或设有)一个或多个电池单元，且多个电池模块在提供电力输出时串联连接，其中电池充电系统包括：第一充电电路，该第一充电电路对多个电池模块进行串联连接，且该第一充电电路用于对电池中的多个电池模块进行串联充电；第二充电电路，该第二充电电路被分别连接至多个电池模块，且该第二充电电路用于对多个电池模块中的至少一个电池模块进行充电。本发明的另一个目的是提供用于对电池进行充电的电池充电站，其中电池包括多个电池模块，每个电池模块包括一个或多个电池单元，且多个电池模块在提供电力输出时串联连接，其中电池充电站包括：第一充电电路，其用于对电池进行串联充电；第二充电电路，其用于对至少一个电池模块进行充电；第一充电电路与第二充电电路可相互配合地工作，或者，第一充电电路与第二充电电路独立工作。本发明的又一个目的是提供对电池进行充电的方法，其中电池包括多个电池模块，每个电池模块包括一个或多个电池单元，且多个电池模块在提供电力输出时串联连接，其中该方法包括如下步骤：1)测量电池的电压，判断是否需要对电池进行充电，如果需要，则：2)使用第一充电电路对电池中的电池模块进行串联充电；3)测量串联连接的电池模块的电压是否达到第一预定电压值；4)如果串联连接的电池模块的电压达到第一预定电压值，则测量电池中的每个电池模块的电压是否达到第二预定电压值；5)选择没有达到第二预定电压值的一个或多个电池模块；以及6)使用相应的第二充电电路对所选择的一个或多个电池模块进行充电，直至其电压达到第二预定电压值为止。在本文所述的电池组、电池充电站和充电方法的一些实施例中，至少两组独立和/或合作的充电电路被用于对电池的电池模块进行充电。例如，第一充电电路可以同时对整个电池进行串联充电，而多个第二充电电路可以根据电池中各个电池模块的电压状态独立地对各个电池模块进行充电，以解决串联充电时的不平衡的问题。附图说明图1为根据本发明的一个或多个实施例的电池充电系统的电路结构的示意图。图2为根据本发明的一个或多个实施例的控制电路的电路结构的示意图。图3为根据本发明的一个或多个实施例的电池充电站的电路结构的示意图。图4示出其上可提供本公开的各种特征的计算系统的示例性方框图。具体实施方式在下列描述中，为了进行解释，阐述了许多具体细节以提供对本发明的各种实施例的彻底理解。然而，对于本领域的技术人员来说显而易见的是，本发明的实施例可在不具有某些这些具体细节的情况下被实施。在其他情况下，以方框图的形式示出公知的结构和装置。随后的描述仅提供了示例性实施例且并不旨在限制本公开的范围、适用性或配置。相反，随后对示例性实施例的描述将向本领域的技术人员提供用于实施示例性实施例的可行描述。应当理解的是，在不脱离如在所附权利要求中阐述的本发明的精神和范围的前提下，可对各要素的功能和布置做出各种改变。在下列的描述中给出了具体的细节以提供对实施例的彻底理解。然而，本领域的普通技术人员应理解，实施例可在不具有这些具体细节的情况下被实施。例如，电路、系统、网络、过程和其他组件可被图示为方框图形式的组件，以免不必要的细节使实施例变得晦涩难懂。在其他情况下，不示出公知的电路、过程、算法、结构和技术的不必要细节以免使实施例变得晦涩难懂。另外，要注意的是各个实施例可被描述为过程，其被描述为流程表、流程图、数据流图、结构图或方框图。尽管流程图可将操作描述成顺序过程，但许多操作也可并行或同时地进行。此外，操作的顺序可被重新安排。当其操作完成时，进程终止，但也可能有未包括在图中的额外步骤。进程可能对应于方法、函数、过程、子例程、子程序等。当进程对应于函数时，其终止可对应于该函数向调用函数或主函数的一次返回。下面将参考构成本说明书的一部分的附图来描述本发明的各种实施例。应该理解的是，虽然在本发明中使用表示方向的术语，诸如“前”、“后”、“上”、“下”、“左”、“右”等来描述本发明的各种示例性结构部分和元件，但是在此使用这些术语只是为了方便说明的目的，且是基于附图中显示的示例方位而确定。由于本发明所公开的实施例可以按照不同的方向设置，所以这些表示方向的术语只是作为说明而不应视作为限制。在可能的情况下，本发明中使用的相同或者相类似的附图标记指相同的组件。术语“计算机可读介质”包括但不限于非临时性介质，如便携式或固定存储装置、光学存储装置和各种其他能够存储、包含或载有指令和/或数据的介质。代码段或计算机可执行指令可表示过程、函数、子程序、程序、例程、子例程、模块、软件包、类，或者，指令、数据结构或程序语句的任意组合。可通过传递和/或接收信息、数据、自变量、参数或存储器内容而将一个代码段耦合至另一个代码段或硬件电路。信息、自变量(arguments)、参数、数据等可经任何合适的手段，包括存储器共享、消息传递、令牌传递、网络传输等，进行传递、转发或传输。此外，实施例可由硬件、软件、固件、中间件、微代码、硬件描述语言或它们的任意组合来实施。当以软件、固件、中间件或微代码实施时，用于执行必要任务的程序代码或代码段可被存储在计算机可读介质中。处理器可执行必要的任务。本文描述了涉及电动车辆的电池组、电池和电池充电系统的各种技术(例如，系统、电路、方法、存储有多个可由一个或多个处理器执行的指令的非临时性计算机可读存储器等)。本文所描述的电池可包括多个电池模块，其中每个电池模块可包括一个或多个电池单元，且多个电池模块可在提供电力输出时串联连接。本文所描述的电池充电系统可包括充电电路，该充电电路与多个电池模块串联连接且可用于对所述电池中的所述多个电池模块进行串联充电。额外的充电电路可分别连接至所述多个电池模块，且所述额外的充电电路可用于对所述多个电池模块中的至少一个电池模块进行充电。现在参照图1，其示出了根据某些实施例的电池充电系统的电路结构的示意图。如图1所示，电池组150可包括电池充电系统10和电池110。电池110可包括多个电池模块101.1、101.2、101.3、...、101.i、...、101.N(其可被单独称为或被统称为电池模块101)，且每个电池模块101.1、101.2、101.3、...、101.i、...、101.N可由一个或多个电池单元组成(或可包括一个或多个电池单元)。电池模块101.1、101.2、101.3、...、101.i、...、101.N可串联连接在一起以形成电池110，电池110可向任何电动装置，例如电动车辆的马达，供电。在这个实例中的充电系统10还包括第一充电电路100、100’、一个或多个第二充电电路111.1、111.2、111.3、...、111.i、...、111.N(其可被单独称为或被统称为第二充电电路111)以及控制电路130。在这个实例中，第一充电电路100，100'可被连接至电池110的两端，且可用于对电池110中的多个电池模块101.1、101.2、...、101.i、...、101.N进行串联连接。电池模块101.1、101.2、101.3、...、101.i、...、101.N中的每一个还被分别连接至第二充电电路111.1、111.2、111.3、...、111.i、...、111.N中的一个，从而第二充电电路111.1、111.2、111.3、...、111.i、...、111.N可用于独立地对相应的电池模块101.i中的一个或多个电池模块进行充电。在一些实施例中，第二充电电路中的一个或多个充电电路不仅可被连接至单个电池模块，也可被串联连接至多个电池模块。例如，第二充电电路111可被串联连接至两个电池模块或三个电池模块等或多个电池模块101的任何其他子集，从而允许第二充电电路111仅对多个电池模块101的该子集进行充电。电池充电系统10可进一步包括电池电压反馈电路102、102’以及电池模块电压反馈电路121.1、121.2、121.3、...、121.i、...、121.N(其可被单独称为或被统称为电池模块电压反馈电路121)。在这个实例中，电池电压反馈电路102、102'将电池110的两端与控制电路130中的电池检测系统(EMS)210(见图2)相连。电池电压反馈电路102、102'可检测电池110的电压状态且可将反映电池110的当前电压V的电压信号发送至控制电路130。每个电池模块电压反馈电路121.i可被连接至相应的电池模块101.i的两端，以检测每个电池模块101.i的电压状态并将电压信号发送至控制电路130的电池检测系统(EMS)210。因此，在一些实施例中，可以监测整个电池110的电压状态以及每个电池模块101.i的个别电压状态。此外，在充电期间，电池充电系统10的控制电路130可通过，例如插头(图中省略)与外部的充电桩\充电站140连接。出于充电的需要，控制电路130可将充电桩\充电站140的电力分配至第一充电电路100、100'以及第二充电电路111.1、111.2、111.3、...、111.i、...、111.N。现在参照图2，其示出了根据某些实施例的控制电路的电路结构的另一个示意图。如图2所示，控制电路130可包括电池检测系统(EMS)210、处理芯片(MCU)212、一个或多个串行通信总线(例如，控制器局域网(CAN)总线)211、输入和输出端口(I\O开关)213、继电器220、221.i等。串行通信总线211可负责控制电路130中的模块之间的数据通信以及模块与外界之间的数据通信。电池检测系统210可集成在控制电路130内，且可通过串行通信总线211接收电池电压反馈电路102、102'以及电池模块电压反馈电路121.1、121.2、121.3、...、121.i、...、121.N的检测到的电压信号。电池检测系统210可将从电池电压反馈电路102和电池模块电压反馈电路121接收到的电压信号传达至处理芯片212。处理芯片212可负责控制电路130的数据计算和处理(例如，经由硬件电路和/或存储有计算机可执行的软件指令的计算机可读介质来执行功能)，并通过串行通信总线211与电池检测系统(EMS)210、输入和输出端口213和其他组件进行通信。输入和输出端口213可与处理芯片212相连且可负责将处理芯片212的控制信号发送给继电器220、221.i，以控制继电器220、221.i的工作状态。例如，在对从电池电压反馈电路102和电池模块电压反馈电路121接收到的电压信号进行处理后，处理芯片212可判定第一充电电路100和/或一个或多个第二充电电路111应被接通还是被断开。在这样的情况下，处理芯片212可将合适的控制信号发送至继电器220以接通或断开第一充电电路100、100'，以及发送至合适的继电器221(例如，被分别连接至第二充电电路111.1、111.2、111.3、...、111.i、...、111.N的继电器220、221.1、221.2、221.3、...、221.i、...、221.N中的任意一个或多个)以接通或断开相应的第二充电电路。每个继电器221.i可响应经由输入和输出端口213从处理芯片212接收到的控制信号来单独和个别地控制其相应的第二充电电路111.i的接通和断开。此外，在这个实例中，控制电路130进一步与外部的辅助充电器214、215相连以获取工作电力。具体地，控制电路130可通过串行通信总线211与辅助充电器215相连来获取工作电源。继电器220、221.i可通过输入和输出端口213与辅助充电器214相连来获取工作电力。在一些实施例中，第一充电电路100、100’和第二充电电路111.1、111.2、111.3、...、111.i、...、111.N的控制开关可对应于继电器220、221.i，该继电器可被用作电路开关来控制控制电路的接通/断开。控制开关也可以是用于控制电路的接通/断开的三极管和/或其他电气元件。在某些实施例中，处理芯片(MCU)212可以是例如AT89S51微控芯片或类似物。在这些和其他实施例中，处理芯片212可通过硬件电路和/或通过存储有计算机可执行软件指令以执行所述功能的计算机可读介质来执行本文所述的各种功能。电池电压反馈电路102、102'可实时监测电池110两端的电压V，并可将电压信号发送给电池检测系统(EMS)210。电池检测系统(EMS)210可基于所接收到的电压信号判定电池110是否需要充电。若电池需要充电，则处理芯片212可通过输入和输出端口213向继电器220发送接通信号，且继电器220可接通第一充电电路100、100'，以通过施加第一充电电压V1对电池模块101.1、101.2、...、101.i、...101.N进行串联充电。当电池检测系统(EMS)210基于周期的或连续的电压监测、通过电池电压反馈电路102、102'确定电池两端的电压V达到第一预定电压值V0 1(例如，电池110被认为完全充电时的电压),处理芯片212可向继电器220发送断开信号以断开第一充电电路100、100'。在一些情况下，可采用高电压(第一充电电压V1)对电池110进行充电，从而使充电效率更高。然而，如上面所讨论的，由于电池模块101.1、101.2、...、101.i、...、101.N的个体差异(例如，内阻差异等)，诸电池模块中的一些电池模块可能被不平衡地充电。例如，第一电池模块101.i可能未被完全充电而达到第二预定电压值V0 2(例如，电池模块被认为完全充电时的电压)。因此，单个电池模块101.i也可以独立地进行充电，如下所述。电池模块电压反馈电路121.1、121.2、121.3、...、121.i、...、121.N可被配置成分别检测每个电池模块101.i两端的电压Vi，并将检测到的电压信号发送给电池检测系统(EMS)210。电池检测系统(EMS)210可判定/判断各个电池模块中的每一个是否已达到预定的第二预定电压值V0 2。若电池检测系统(EMS)210判定一个或多个的某电池模块101.i尚未达到第二预定电压值V0 2，则处理芯片212可通过输入和输出端口213向相应的继电器221.i发送接通信号，且一个或多个第二充电电路111.i可独立地对当使用第一充电电路100、100'对电池模块进行串联充电时未完全充电的任何电池模块101.i进行充电。为了独立地对电池模块101中的一个或多个进行充电，可使用第二充电电压V2，直到电池模块的个别电压Vi达到第二预定电压值V0 2。每个个别电池模块的充电过程可以是相同的，直到所有电池模块101.1、101.2、...、101.i、...、101.N都达到第二预定电压值(V0 2)。对通过第一充电电路未完全串联充电的各个电池模块中的一个或多个电池模块的充电可使用合适的第二充电电路进行，且可在由处理芯片212的配置所控制的过程中全部同时进行或在不同时间进行(例如，按照首先从充电最少的电池模块开始的顺序进行)。如上所述，当对用于电动车辆和其他电动装置的电池进行充电时，可仅使用单个充电电路对电池进行充电且可能不对单个电池模块单独进行充电。然而，在这种情况下，每个电池模块的电量可能与其他模块不同，且当这些模块被串联以使用时，模块中的的这种电压差异可能会使整个电池的内阻增大，这会降低电池的总效率。因此，在某些实施例中，电池检测系统(EMS)210、电池电压反馈电路102、102'和电池模块电压反馈电路121.1、121.2、121.3、...、121.i、...、121.N可对电池110的电压状态以及各个电池模块的电压进行实时监测。每个个别电池模块可按至少两种不同的方式和以至少两种不同的工作电压进行充电，例如，通过第一充电电路100、100'和其各自的第二充电电路111进行充电，从而保证电池模块中的每一个都能被完全充电以提高电池110的总工作效率。此外，如上所述，第二充电电路中的一个或多个不仅可被连接至单个电池模块101，还可被串联连接至多个电池模块的子集(例如，两个电池模块、三个电池模块等)。因此，在一些情况下，可按两种以上不同的方式和以两种以上不同的工作电压对每个个别电池模块进行充电。例如，第一电池模块可使用第一充电电路进行充电，且可单独地使用仅被连接至该单个电池模块的第二充电电路进行充电，且还可使用被串联连接至包括该第一电池模块的电池模块的子集(所述子集中有两个、三个、四个等电池模块)的另一第二充电电路(未在图中示出)进行充电。在一些实施例中，第二充电电路中的一个或多个不仅可被连接至单个电池模块，还可被串联连接至多个电池模块。例如，第二充电电路111可被串联连接至两个电池模块或三个电池模块等或多个电池模块101的任何其他子集，从而允许第二充电电路111仅对多个电池模块101的该子集进行充电。现在参照图3，其示出了根据某些实施例的电池充电站的电路结构的示意图。如上面参照图1所讨论的，电池充电系统10可以是设置在电动装置(例如，电动车辆的马达)内的电路结构且可通过插头(图中省略)与外部的充电桩\充电站140相连接，从而由充电站\充电桩140提供电力。在其他实施例中，可将电池充电系统(例如，包括第一充电电路、第二充电电路、电池电压反馈电路、电池模块电压反馈电路和控制电路130等)设置在充电桩\充电站内，以得到如图3所示的电池充电站20。在电池充电站20中，可通过例如多引脚插头将第一充电电路、第二充电电路、电池电压反馈电路和电池模块电压反馈电路与电池及电池模块相连接。在这种实例中，电池充电站20的电路结构可与电池充电系统10的电路结构相似或相同。现在参照图4，其为用于可集成至或可操作性地连接至本文所述的电池组、电池模块和电池充电站以及上述的任何其他组件的计算机系统或其他计算机装置400的示例性方框图。一个或多个计算机系统或其他计算机装置400可控制上述的电动装置和/或组件的一个或多个方面。例如，一个或多个计算机装置400可用于实现如上所述的各种控制电路130、电池检测系统(EMSs)210和/或MCUs 212以及电池充电站140。因此，这种组件可包括下面参照计算机装置400所述的特征中的一些或全部特征。在一些实例中，计算机系统或其他计算机装置400可包括平板电脑、个人数据助理、智能电话、游戏控制台和/或用于控制电动车辆的专用计算机系统。前述计算装置中的任何特定的一个装置可全部或至少部分地被配置成表现出类似于计算机系统400的特征。计算机装置400被图示为包括硬件元件，所述硬件元件可经总线402进行电耦合(或可根据需要按其他方式进行通信)。硬件元件可包括处理单元，其具有一个或多个处理器404，包括但不限于一个或多个通用处理器和/或一个或多个专用处理器(如数字信号处理芯片、图形加速处理器和/或类似物)；一个或多个输入装置406，其可包括但不限于方向盘、气候控制按钮或其他用户输入接收按钮和/或类似物；以及一个或多个输出装置408，其可包括但不限于显示装置(例如，计算机屏幕)、GPS和/或类似物。计算机系统400可进一步包括一个或多个非临时性存储装置410(和/或与之通信)，其可包括但不限于本地存储器和/或网络可访问存储器和/或可包括但不限于磁盘驱动器、驱动器阵列、光学存储装置、固态存储装置，如随机存取存储器和/或只读存储器，其可以是可编程的、闪存可更新的和/或类似物。这种存储装置可被配置成实现任何适当的数据存储，包括但不限于各种文件系统、数据库结构和/或类似物。计算机装置400还可包括通信子系统412，其可包括但不限于调制解调器、网卡(无线的和/或有线的)、红外通信装置、无线通信装置和/或芯片集，例如BluetoothTM装置、802.11装置、WiFi装置、WiMax装置、蜂窝通信设施，如GSM(全球移动通信系统)、W-CDMA(宽带码分多址)、LTE(长期演进)等和/或类似物。通信子系统412可允许与网络(举例来说，如下述的网络)、其他计算机系统和/或本文所述的任何其他装置进行数据交换。在许多实施例中，计算机系统400将进一步包括工作存储器414，其可包括随机存取存储器和/或只读存储器装置，如上所述。计算机设备400还可包括软件元件，其被图示为当前位于工作存储器414内，所述软件元件包括操作系统416、装置驱动器、可执行库和/或其它代码，如一个或多个应用程序418，应用程序418可包括由各种实施例提供的计算机程序和/或可被设计为实施方法和/或配置由本文所述其他实施例所提供的系统。举例来说，针对上面所讨论的方法而描述的一个或多个和过程/或系统组件可通过可由计算机(和/或计算机内的处理器)执行的代码和/或指令来实现；在一个方面，这种代码和/或指令可随后用于配置和/或调整通用计算机(或其他装置)以根据所述的方法进行一个或多个操作。一组这些指令和/或代码可被存储在非临时性计算机可读存储介质上，例如上述的存储装置410。在一些情况下，存储介质可被结合在计算机系统内，例如计算机系统400。在其他实施例中，存储介质可与计算机系统相分离(例如，可移动介质，如闪存)和/或被提供在安装包中，从而可使用存储介质通过存储于其上的指令/代码对通用计算机进行编程、配置和/或调整。这些指令可采用可由计算机装置400执行的可执行代码的形式和/或可采用源代码和/或可安装代码的形式，该源代码和/或可安装代码一旦在计算机系统400上编译和/或安装(例如，使用各种普通可用的编译器、安装程序、压缩/解压缩实用程序等中的任何一种来进行)即为可执行代码的形式。显而易见的是可根据特定要求进行相当大的变化。例如，也可使用定制的硬件，和/或，特定的元件可实现为硬件、软件(包括便携式软件，如小程序等)或其两者中。进一步地，也可采用与其他计算装置的连接，例如网络输入/输出装置。如上面所提及的，在一个方面，一些实施例可采用计算机系统(如计算机装置400)执行根据本发明的各个实施例的方法。根据一组实施例，响应于处理器404对包含在工作存储器414内的一个或多个指令(其可被结合至操作系统416和/或其他代码，如应用程序418中)中的一个或多个序列的执行，计算机系统400执行这种方法的过程中的一些或全部。这种指令可从另一个计算机可读介质，如存储装置410中的一个或多个，被读入工作存储器414中。仅举例来说，执行被包含在工作存储器414中的指令序列可使处理器404执行本文所述方法的一个或多个程序。本文所使用的术语“机器可读介质”和“计算机可读介质”可指参与提供使机器按特定方式进行操作的数据的任何非临时性介质。在使用计算机装置400实现的一个实施例中，各种计算机可读介质可涉及将指令/代码提供至处理器404以执行和/或可用于存储和/或携带这种指令/代码。在许多实施方式中，计算机可读介质是物理和/或有形的存储介质。这种介质可采用非易失性介质或易失性介质的形式。非易失性介质可包括，例如，光盘和/或磁盘，诸如存储装置410。易失性介质可包括但不限于动态存储器，诸如工作存储器414。物理和/或有形的计算机可读介质的示例形式可包括软盘、柔性盘、硬盘、磁带或任何其他磁性介质、光盘，任何其它光学介质、ROM、RAM等、任何其他存储器芯片或卡盒，或计算机可从中读取指令和/或代码的任何其他介质。各种形式的计算机可读介质可涉及将一个或多个指令的一个或多个序列运送至处理器404以执行。举例来说，指令最初可被载于远程计算机的磁盘和/或光盘上。远程计算机可将指令加载到其动态存储器中并在传输介质上将指令作为信号发送，从而由计算机系统400接收和/或执行该指令。通信子系统412(和/或其组件)通常将接收信号，且总线402随后可将信号(和/或由信号所携带的数据、指令等)运送至工作存储器414，处理器404从该工作存储器检索和执行指令。由工作存储器414所接收的指令可在被处理器404执行之前或被执行之后被选择地存储在非临时性存储装置410中。应进一步理解的是，计算机装置400的组件可跨网络分布。例如，一些处理可使用第一处理器在一个位置执行，而其他处理可由远离第一处理器的另一个处理器执行。计算机系统400的其他组件可按类似的方式分布。因而，计算机装置400可被解释为在多个位置执行处理的分布式计算系统。在一些情况下，根据上下文，计算机系统400可被解释为单个计算装置，如独特的膝上计算机、台式计算机或类似物。某些实施例的实例在第一示例性实施例中，电动车辆的电池组(150)可包括电池(110)和电池充电系统(10)，其中电池(110)包括多个电池模块(101.1、101.2、...、101.i、...、101.N)，每个电池模块(101.i)设有一个或多个电池单元，且多个电池模块(101.1、101.2、...、101.i、...、101.N)在提供电力输出时串联连接，其中电池充电系统(10)包括：第一充电电路(100、100')，该第一充电电路(100、100’)将多个电池模块(101.1、101.2、...、101.i、...、101.N)串联连接，且该第一充电电路(100、100')用于对电池(110)中的多个电池模块(101.1、101.2、...、101.i、...、101.N)进行串联充电；第二充电电路(111.1、111.2、...、111.i、...、111.N)，该第二充电电路(111.1、111.2、...、111.i、...、111.N)分别连接至多个电池模块(101.1、101.2、...、101.i、...、101.N)，且该第二充电电路(111.1、111.2、...、111.i、...、111.N)用于对多个电池模块(101.1、101.2、...、101.i、...、101.N)中的至少一个电池模块(101.i)进行充电。第二示例性实施例可包括第一示例性实施例的电池组(150)，其中第一充电电路(100、100')和第二充电电路(111.1、111.2、...、111.i、...、111.N)可相互配合地工作，或者，第一充电电路(100、100')和第二充电电路(111.1、111.2、...、111.i、...、111.N)可独立工作。第三示例性实施例可包括第一示例性实施例的电池组(150)，其中第一充电电路(100、100')向串联连接的多个电池模块(101.1、101.2、...、101.i、...、101.N)的两端施加电压和电流以进行充电。第四示例性实施例可包括第二示例性实施例的电池组(150)，其中第二充电电路(111.1、111.2、...、111.i、...、111.N)对多个电池模块(101.1、101.2、...、101.i、...、101.N)中的一个电池模块(101.i)进行选择性地充电，该选择性充电通过对该电池模块(101.i)的两端施加电压和电流而进行。第五示例性实施例可包括第一示例性实施例的电池组(150)，其进一步包括用于选择性地接通或断开第一充电电路(100、100')或第二充电电路(111.1、111.2、...、111.i、...、111.N)的控制电路(130)。第六示例性实施例可包括第五示例性实施例的电池组(150)，其中第二充电电路(111.1、111.2、...、111.i、...、111.N)可选择电池(110)中的某个电池模块(101.i)并对所选择的电池模块(101.i)的两端进行充电。第七示例性实施例可包括第六示例性实施例的电池组(150)，其中电池充电系统(10)进一步包括电池电压反馈电路(102、102')，该电池电压反馈电路(102、102')与控制电路(130)相连且用于将反映电池(110)的当前电压的电压信号发送至控制电路(130)；多个电池模块(101.1、101.2、...、101.i、...、101.N)中的每一个连接至电池模块电压反馈电路(121.1、121.2、...、121.i、...、12l.N)且电池模块电压反馈电路(121.1、121.2、...、121.i、...、12l.N)与控制电路(130)相连且用于将反映电池模块的当前电压的电压信号发送至控制电路(130)；控制电路(130)根据电池(110)的当前电压开始或停止施加用以对串联连接的多个电池模块(101.1、101.2、...、101.i、...、101.N)的两端进行充电的电压和电流；且控制电路(130)根据每个电池模块(101.i)的当前电压选择某个电池模块(101.i)以开始或停止施加用于对所选择的电池模块(101.i)进行充电的电压和电流。第八示例性实施例可包括第七示例性实施例的电池组(150)，其中通过使用第一充电电压(V1)对电池(110)中的电池模块进行串联充电，且其中通过使用第二充电电压(V2)对电池(110)中的所选择电池模块进行独立充电。第九示例性实施例可包括第八示例性实施例的电池组(150)，第一充电电压(V1)和第二充电电压(V2)为不同的电压。第十示例性实施例可包括第一示例性实施例的电池组(150)，其中根据所选择的电池模块(101.i)的电压，第二充电电路(111.i)选择合适的电压对所选择的电池模块(101.i)进行充电，直到所选择的电池模块(101.i)达到预定电压为止。第十一示例性实施例可包括第七示例性实施例的电池组(150)，其中控制电路(130)进一步包括：电池检测系统(210)，其被连接至电池电压反馈电路(102、102')和电池模块电压反馈电路(121.1、121.2、...、121.i、...、121.N)以用于接收由电池电压反馈电路(102、102')和电池模块电压反馈电路(121.1、121.2、...、121.i、...、121.N)所发送的电压信号并控制第一充电电路(100、100’)和/或第二充电电路(111.1、111.2、...、111.i、...、111.N)的接通或断开；第一电路开关(220)，其被连接至第一充电电路(100、100')和电池检测系统(210)以在电池检测系统(210)的控制下接通或断开第一充电电路(100、100')；以及第二电路开关(221.1、221.2、221.3、...、221.i、...、221.N)，其被分别连接至第二充电电路(111.1、111.2、...、111.i、...、111.N)，以及连接至电池检测系统(210)以在电池检测系统(210)的控制下接通或断开第二充电电路(111.1、111.2、...、111.i、...、111.N)。在第十二示例性实施例中，电池充电站(20)可用于对电池(110)进行充电，其中电池(110)包括多个电池模块(101.1、101.2、...、101.i、...、101.N)，每个电池模块设有一个或多个电池单元，且多个电池模块(101.1、101.2、...、101.i、...、101.N)在提供电力输出时串联连接，其中电池充电站(20)包括：用于对电池(110)进行串联充电的第一充电电路(100、100')；用于对至少一个电池模块进行充电的第二充电电路(111.1、111.2、...、111.i、...、111.N)；第一充电电路(100、100')和第二充电电路(111.1、111.2、...、111.i、...、111.N)可相互配合地工作，或者，第一充电电路(100、100')和第二充电电路(111.1、111.2、...、111.i、...、111.N)独立地工作。第十三示例性实施例可包括第十二示例性实施例的电池充电站(20)，其中第一充电电路(100、100')施加电压和电流以对串联连接的多个电池模块(101.1、101.2、...、101.i、...、101.N)的两端进行充电。第十四示例性实施例可包括第十二示例性实施例的电池充电站(20)，其进一步包括：被设置在电池充电站(20)中且用于选择性地接通或断开第一充电电路(100、100')或第二充电电路(111.1、111.2、...、111.i、...、111.N)的控制电路(130)。在第十五示例性实施例中，可执行一种方法以对电池(110)进行充电，其中电池(110)包括多个电池模块(101.1、101.2、...、101.i、...、101.N)，每个电池模块设有一个或多个电池单元，且多个电池模块(101.1、101.2、...、101.i、...、101.N)在提供电力输出时串联连接，其中该方法包括下列步骤：1)测量电池(110)的电压(V)，判断是否需要对电池进行充电，如果需要，则2)使用第一充电电路(100、100')对电池(110)中的电池模块进行串联充电；3)测量串联连接的电池模块的电压(V)是否达到第一预定电压值(V0 1)；4)如果串联连接的电池模块的电压(V)达到第一预定电压值(V0 1)，则测量电池(110)中的每个电池模块的电压(Vi)是否达到第二预定电压值(V0 2)；5)选择没有达到第二预定电压值(V0 2)的一个或多个电池模块(101.i)；以及6)使用相应的第二充电电路(111.1、111.2、...、111.i、...、111.N)对所选择的一个或多个电池模块(101.i)进行充电，直至其电压(Vi)达到第二预定电压值(V0 2)为止。尽管参照了附图中所示的特定实施例描述了本发明，但应理解的是，本发明所提供的充电系统和充电方法可在不背离本发明的精神、范围和背景的前提下具有各种变型。本领域的普通技术人员仍应意识到，本发明所公开的实施例中的参数可按不同的方式进行改变，且这些改变均落在本发明和权利要求的精神和范围内。 | 本文所描述的各种技术涉及电动车辆的电池组、电池和电池充电系统。电池可包括多个电池模块，其中每个电池模块可设有一个或多个电池单元，且所述多个电池模块可在提供电力输出时串联连接。本文所述的电池充电系统可包括充电电路，其对多个电池模块进行串联连接且可用于对所述电池中的所述多个电池模块进行串联充电。额外的充电电路可分别连接至所述多个电池模块，且所述额外的充电电路可用于对所述多个电池模块中的至少一个电池模块进行充电。 | CN:201610146881.7A | https://patentimages.storage.googleapis.com/a3/fe/dd/cc84ed4a11b9a5/CN105914806B.pdf | CN:105914806:B | 庄继圣 | Ganzhou Chang Wei New Energy Automobile Co Ltd | CN:102118041:A, CN:102118039:A, CN:102709981:A, CN:205657447:U | Not available | 2019-06-07 | 1.一种用于电动车辆的电池组，所述电池组包括：, 电池，所述电池包括串联连接的多个电池模块；, 电池充电系统，所述电池充电系统包括：, 第一充电电路，所述第一充电电路与所述多个电池模块串联连接，并且所述第一充电电路被配置成将所述多个电池模块串联充电至第一预定电压，所述电池模块包括第一电池模块和第二电池模块；, 多个第二充电电路，其中所述多个第二充电电路中的每一个第二充电电路被连接至所述多个电池模块中相应的多个电池模块，且其中所述多个第二充电电路中的每一个第二充电电路被配置成对所述相应的多个电池模块进行充电，所述多个第二充电电路包括连接至所述第一电池模块和所述第二电池模块的第二充电电路；以及, 电池检测系统，所述电池检测系统被配置成控制选择地并且独立地对所述多个电池模块进行充电，所述控制选择地并且独立地对所述多个电池模块进行充电包括：, 使所述多个电池模块通过所述第一充电电路充电至所述第一预定电压，其中当所述多个电池模块通过所述第一充电电路被充电时，所述第二充电电路被断开；, 检测所述多个电池模块通过所述第一充电电路是否已被充电至所述第一预定电压；, 当检测到所述多个电池模块通过所述第一充电电路已被充电至所述第一预定电压时，断开所述第一充电电路，并且接通连接至所述第一电池模块和所述第二电池模块的所述第二充电电路，并且通过连接至所述第一电池模块和所述第二电池模块的所述第二充电电路将所述第一电池模块充电至第二预定电压；以及, 检测所述第一电池模块通过连接至所述第一电池模块和所述第二电池模块的所述第二充电电路是否被充电至所述第二预定电压。, 2.根据权利要求1所述的电池组，其中所述第一电池模块独立于所述多个电池模块中的任何其他电池模块被充电至所述第二预定电压。, 3.根据权利要求1所述的电池组，其中连接至所述第一电池模块和所述第二电池模块的所述第二充电电路进一步被配置成：将所述第二电池模块充电至所述第二预定电压，从而使得所述第一电池模块和所述第二电池模块一起被充电至所述第二预定电压。, 4.根据权利要求1所述的电池组，其中所述第一充电电路被配置成向串联连接的所述多个电池模块的两端施加电压和电流。, 5.根据权利要求1所述的电池组，所述电池组进一步包括：, 控制电路，所述控制电路被配置成选择性地接通和断开所述第一充电电路和所述多个第二充电电路。, 6.根据权利要求5所述的电池组，其中所述多个第二充电电路中的每一个第二充电电路被配置成对其相应的电池模块的两端进行充电。, 7.根据权利要求6所述的电池组，所述电池组进一步包括：, 电池电压反馈电路，所述电池电压反馈电路被连接至所述电池以及所述控制电路，所述电池电压反馈电路被配置成向所述控制电路发送反映所述电池的当前电压的电压信号；以及, 多个电池模块电压反馈电路，每个所述电池模块电压反馈电路被连接至所述控制电路和所述多个电池模块中的一个电池模块，其中所述电池模块电压反馈电路中的每一个电池模块电压反馈电路被配置成向所述控制电路发送反映与其相关联的电池模块的当前电压的电压信号，, 其中所述控制电路被配置成基于所述电池的所述当前电压来开始或停止施加用以对所述串联连接的多个电池模块的两端进行充电的电压和电流。, 8.根据权利要求1所述的电池组，其中所述第一预定电压和所述第二预定电压为不同的电压。, 9.根据权利要求7所述的电池组，其中：, 所述电池检测系统被连接至所述电池电压反馈电路和所述多个电池模块电压反馈电路中的每一个电池模块电压反馈电路，所述电池检测系统被配置成：接收由所述电池电压反馈电路和所述电池模块电压反馈电路所发送的所述电压信号，并控制所述第一充电电路和所述多个第二充电电路的接通或断开；, 所述控制电路包括：, 第一电路开关，所述第一电路开关被连接至所述第一充电电路和所述电池检测系统，所述第一电路开关被配置成在所述电池检测系统的控制下接通或断开所述第一充电电路；以及, 多个第二电路开关，每个所述第二电路开关被连接至相应的所述第二充电电路和连接至所述电池检测系统，所述第二电路开关被配置成在所述电池检测系统的控制下接通或断开所述第二充电电路。, 10.根据权利要求1所述的电池组，其中基于所述多个电池模块中的所述第一电池模块的电压，所述多个第二充电电路中的相应的一个充电电路被配置成选择合适的电压以对所述第一电池模块进行充电，直到所述第一电池模块达到所述第二预定电压为止。, 11.根据权利要求1所述的电池组，当检测到所述第一电池模块通过所述第二充电电路已被充电到所述第二预定电压时，通过所述第二充电电路将所述第一电池模块继续充电至第三预定电压，以及检测所述第一电池模块通过所述第二充电电路是否已被充电至所述第三预定电压。, 12.根据权利要求1所述的电池组，其中所述第二充电电路串联连接至所述相应的多个电池模块。, 13.根据权利要求1所述的电池组，其中按两种以上不同的方式和以两种以上不同的工作电压对每个个别电池模块进行充电。, 14.一种用于对包括串联连接的多个电池模块的电池进行充电的电池充电站，所述电池充电站包括：, 第一充电电路，所述第一充电电路被配置成将所述多个电池模块串联充电至第一预定电压，所述电池模块包括第一电池模块和第二电池模块；, 多个第二充电电路，所述多个第二充电电路中的每一个第二充电电路连接至所述多个电池模块中相应的多个电池模块，并且其中所述多个第二充电电路中的每一个第二充电电路被配置成对所述相应的电池模块进行充电，所述多个第二充电电路包括连接至所述第一电池模块和所述第二电池模块的第二充电电路；以及, 电池检测系统，所述电池检测系统被配置成控制选择地并且独立地对所述多个电池模块进行充电，所述控制选择地并且独立地对所述多个电池模块进行充电包括：, 使所述多个电池模块通过所述第一充电电路充电至所述第一预定电压，其中当所述多个电池模块通过所述第一充电电路被充电时，所述第二充电电路被断开；, 检测所述多个电池模块通过所述第一充电电路是否已被充电至所述第一预定电压；, 当检测到所述多个电池模块通过所述第一充电电路已被充电至所述第一预定电压时，断开所述第一充电电路，并且接通连接至所述第一电池模块和所述第二电池模块的所述第二充电电路，并且通过连接至所述第一电池模块和所述第二电池模块的所述第二充电电路将所述第一电池模块充电至第二预定电压；以及, 当检测到所述第一电池模块还未到达所述第二预定电压时，接通连接到所述第一电池模块和所述第二电池模块的所述第二充电电路，并且通过连接到所述第一电池模块和所述第二电池模块的所述第二充电电路将所述第一电池模块充电至所述第二预定电压。, 15.根据权利要求14所述的电池充电站，其中所述第一电池模块独立于所述多个电池模块中的任何其他电池模块被充电至所述第二预定电压。, 16.根据权利要求14所述的电池充电站，其中连接至所述第一电池模块和所述第二电池模块的所述第二充电电路进一步被配置成将所述第二电池模块充电至所述第二预定电压，从而使得所述第一电池模块和所述第二电池模块一起被充电至所述第二预定电压。, 17.根据权利要求14所述的电池充电站，所述电池充电站进一步包括：, 控制电路，所述控制电路被配置成选择性地接通或断开所述第一充电电路和所述第二充电电路。, 18.根据权利要求14所述的电池充电站，其中所述第二充电电路串联连接至所述相应的多个电池模块。, 19.根据权利要求14所述的电池充电站，其中按两种以上不同的方式和以两种以上不同的工作电压对每个个别电池模块进行充电。, 20.一种用于电动车辆的电池组，所述电池组包括：, 电池，所述电池包括串联连接的多个电池模块；以及, 电池充电系统，所述电池充电系统包括：, 第一充电电路，所述第一充电电路与所述多个电池模块串联连接，并且所述第一充电电路被配置成对所述多个电池模块进行串联充电，所述多个电池模块包括第一电池模块和第二电池模块；, 多个第二充电电路，其中所述多个第二充电电路中的每一个第二充电电路独立于所述第一充电电路被连接至所述多个电池模块中相应的多个电池模块，并且其中所述多个第二充电电路中的每一个第二充电电路被配置成对所述相应的多个电池模块进行充电，所述多个第二充电电路包括连接至所述第一电池模块和所述第二电池模块的第二充电电路；以及, 控制电路，所述控制电路被配置成选择性地接通和断开所述第一充电电路和所述多个第二充电电路以使得当所述多个电池模块被充电至第一预定电压时，所述控制电路被配置成断开所述第一充电电路并接通所述第二充电电路以将各个电池模块充电至第二预定电压，并且其中所述控制电路连接至充电站并被配置成将由所述充电站供应的电力分配至所述第一充电电路和所述多个第二充电电路。, 21.根据权利要求20所述的电池组，其中所述第一充电电路和所述多个第二充电电路被配置成独立工作以对所述多个电池模块进行充电。, 22.根据权利要求20所述的电池组，其中所述第一充电电路被配置成向串联连接的所述多个电池模块的两端施加电压和电流。, 23.根据权利要求20所述的电池组，其中所述多个第二充电电路中的第一个被配置成通过向所述多个电池模块中的所述第一电池模块的两端施加电压和电流而对所述第一电池模块进行充电。, 24.根据权利要求20所述的电池组，其中所述多个第二充电电路中的每一个第二充电电路被配置成对其相应的电池模块的两端进行充电。, 25.根据权利要求24所述的电池组，所述电池组进一步包括：, 电池电压反馈电路，所述电池电压反馈电路被连接至所述电池以及所述控制电路，所述电池电压反馈电路被配置成向所述控制电路发送反映所述电池的当前电压的电压信号；以及, 多个电池模块电压反馈电路，每个所述电池模块电压反馈电路被连接至所述控制电路和所述多个电池模块中的一个电池模块，其中所述电池模块电压反馈电路中的每一个电池模块电压反馈电路被配置成向所述控制电路发送反映与其相关联的电池模块的当前电压的电压信号，, 其中所述控制电路被配置成基于所述电池的所述当前电压来开始或停止施加用以对串联连接的所述多个电池模块的两端进行充电的电压和电流，以及, 其中，所述控制电路进一步被配置成：基于所述多个电池模块中的每一个电池模块的所述当前电压，选择所述多个电池模块中的电池模块以及开始或停止施加用以对所选择的所述电池模块进行充电的电压和电流。, 26.根据权利要求25所述的电池组，其中：, 所述多个电池模块由所述第一充电电路使用第一充电电压进行串联充电；以及, 所选择的所述电池模块由对应于所选择的所述电池模块的所述第二充电电路使用第二充电电压独立地进行充电。, 27.根据权利要求26所述的电池组，其中所述第一充电电压和所述第二充电电压为不同的电压。, 28.根据权利要求25所述的电池组，其中所述控制电路进一步包括：, 电池检测系统，所述电池检测系统被连接至所述电池电压反馈电路和所述多个电池模块电压反馈电路中的每一个电池模块电压反馈电路，所述电池检测系统被配置成：接收由所述电池电压反馈电路和所述电池模块电压反馈电路所发送的所述电压信号，并控制所述第一充电电路和所述多个第二充电电路的接通或断开；, 第一电路开关，所述第一电路开关被连接至所述第一充电电路和所述电池检测系统，所述第一电路开关被配置成在所述电池检测系统的控制下接通或断开所述第一充电电路；以及, 多个第二电路开关，每个所述第二电路开关被连接至相应的第二充电电路和连接至所述电池检测系统，所述第二电路开关被配置成在所述电池检测系统的控制下接通或断开所述第二充电电路。, 29.根据权利要求20所述的电池组，其中所述第二充电电路串联连接至所述相应的多个电池模块。, 30.根据权利要求20所述的电池组，其中按两种以上不同的方式和以两种以上不同的工作电压对每个个别电池模块进行充电。, 31.一种用于对包括串联连接的多个电池模块的电池进行充电的电池充电站，所述电池充电站包括：, 第一充电电路，第一充电电路被配置成对串联连接的所述多个电池模块进行串联充电，所述多个电池模块包括第一电池模块和第二电池模块；, 多个第二充电电路，每个所述第二充电电路被配置成独立于所述第一充电电路对所述多个电池模块中相应的多个电池模块进行充电，所述多个第二充电电路包括连接至所述第一电池模块和所述第二电池模块的第二充电电路；以及, 控制电路，所述控制电路被配置成选择性地接通和断开所述第一充电电路和所述多个第二充电电路以使得当所述多个电池模块被充电至第一预定电压时，所述控制电路被配置成断开所述第一充电电路并接通所述第二充电电路以将各个电池模块充电至第二预定电压，并且其中所述控制电路被连接至充电站并被配置成将由所述充电站供应的电力分配至所述第一充电电路和所述多个第二充电电路。, 32.根据权利要求31所述的电池充电站，其中所述第一充电电路和所述多个第二充电电路被配置成在对所述多个电池模块进行充电时独立地工作。, 33.根据权利要求31所述的电池充电站，其中所述第一充电电路被配置成通过向串联连接的所述多个电池模块的两端施加电压和电流而对所述多个电池模块进行串联充电。, 34.根据权利要求31所述的电池充电站，其中所述第二充电电路串联连接至所述相应的多个电池模块。, 35.根据权利要求31所述的电池充电站，其中按两种以上不同的方式和以两种以上不同的工作电压对每个个别电池模块进行充电。, 36.一种用于电动车辆的电池组，包括：, 电池，所述电池包括串联连接的多个电池模块，所述电池模块包括第一电池模块和第二电池模块；, 电池充电系统，所述电池充电系统包括：, 第一充电电路，所述第一充电电路被配置成将所述多个电池模块串联充电至第一预定电压；, 多个第二充电电路，所述多个第二充电电路中的每一个第二充电电路对应所述多个电池模块中的一个或多个，所述第二充电电路中的每一个第二充电电路被配置成将对应的电池模块单独地充电至第二预定电压，所述多个第二充电电路包括连接至所述第一电池模块和所述第二电池模块的第二充电电路；以及, 电池检测系统，所述电池检测系统被配置成控制选择地并且独立地对所述多个电池模块进行充电，所述控制选择地并且独立地对所述多个电池模块进行充电包括：, 使所述多个电池模块通过所述第一充电电路充电至所述第一预定电压；, 检测所述多个电池模块通过所述第一充电电路是否已被充电至所述第一预定电压；以及, 当检测到所述多个电池模块通过所述第一充电电路已被充电至所述第一预定电压时，断开所述第一充电电路，并且接通连接至所述第一电池模块和所述第二电池模块的所述第二充电电路，并且通过连接至所述第一电池模块和所述第二电池模块的所述第二充电电路将所述第一电池模块充电至所述第二预定电压。, 37.根据权利要求36所述的电池组，其中所述第一电池模块独立于所述多个电池模块中的任何其他电池模块被充电至所述第二预定电压。, 38.根据权利要求36所述的电池组，其中连接至所述第一电池模块和所述第二电池模块的所述第二充电电路进一步被配置成：将所述第二电池模块充电至所述第二预定电压以使得所述第一电池模块和所述第二电池模块一起被充电至所述第二预定电压。, 39.根据权利要求36所述的电池组，其中所述第一充电电路被配置成向串联连接的所述多个电池模块的两端施加电压和电流。, 40.根据权利要求36所述的电池组，所述电池组进一步包括：, 控制电路，所述控制电路被配置成选择性地接通和断开所述第一充电电路和所述多个第二充电电路。, 41.根据权利要求40所述的电池组，其中所述多个第二充电电路中的每一个第二充电电路被配置成对其相应的电池模块的两端进行充电。, 42.根据权利要求41所述的电池组，所述电池组进一步包括：, 电池电压反馈电路，所述电池电压反馈电路被连接至所述电池以及所述控制电路，所述电池电压反馈电路被配置成向所述控制电路发送反映所述电池的当前电压的电压信号；以及, 多个电池模块电压反馈电路，每个所述电池模块电压反馈电路被连接至所述控制电路和所述多个电池模块中的一个电池模块，其中所述电池模块电压反馈电路中的每一个电池模块电压反馈电路被配置成向所述控制电路发送反映与其相关联的电池模块的当前电压的电压信号，, 其中所述控制电路被配置成基于所述电池的所述当前电压来开始或停止施加用以对串联连接的所述多个电池模块的两端进行充电的电压和电流。, 43.根据权利要求36所述的电池组，其中所述第一预定电压和所述第二预定电压为不同的电压。, 44.根据权利要求42所述的电池组，其中：, 所述电池检测系统被连接至所述电池电压反馈电路和所述多个电池模块电压反馈电路中的每一个电池模块电压反馈电路，所述电池检测系统被配置成：接收由所述电池电压反馈电路和所述电池模块电压反馈电路所发送的所述电压信号，并控制所述第一充电电路和所述多个第二充电电路的接通或断开；, 所述控制电路包括：, 第一电路开关，所述第一电路开关被连接至所述第一充电电路和所述电池检测系统，所述第一电路开关被配置成在所述电池检测系统的控制下接通或断开所述第一充电电路；以及, 多个第二电路开关，每个所述第二电路开关被连接至相应的第二充电电路和连接至所述电池检测系统，所述第二电路开关被配置成在所述电池检测系统的控制下接通或断开所述第二充电电路。, 45.根据权利要求36所述的电池组，其中基于所述多个电池模块中的所述第一电池模块的电压，所述多个第二充电电路中的所述对应的充电电路被配置成选择合适的电压以对所述第一电池模块进行充电，直到所述第一电池模块达到所述第二预定电压为止。, 46.根据权利要求36所述的电池组，当检测到所述第一电池模块通过所述第二充电电路已被充电到所述第二预定电压时，通过所述第二充电电路将所述第一电池模块继续充电至第三预定电压，以及检测所述第一电池模块通过所述第二充电电路是否已被充电至所述第三预定电压。, 47.根据权利要求36所述的电池组，其中所述第二充电电路串联连接至所述对应的多个电池模块。, 48.根据权利要求36所述的电池组，其中按两种以上不同的方式和以两种以上不同的工作电压对每个个别电池模块进行充电。, 49.一种用于对包括串联连接的多个电池模块的电池进行充电的电池充电站，所述电池充电站包括：, 第一充电电路，所述第一充电电路被配置成将所述多个电池模块串联充电至第一预定电压，所述电池模块包括第一电池模块和第二电池模块；, 多个第二充电电路，所述多个第二充电电路中的每一个第二充电电路对应所述多个电池模块中的一个或多个，所述多个第二充电电路中的每一个第二充电电路被配置成将对应的电池模块单独地充电至第二预定电压，所述多个第二充电电路包括连接至所述第一电池模块和所述第二电池模块的第二充电电路；以及, 电池检测系统，所述电池检测系统被配置成控制选择地并且独立地对所述多个电池模块进行充电，所述控制选择地并且独立地对所述多个电池模块进行充电包括：, 使所述多个电池模块通过所述第一充电电路充电至所述第一预定电压；, 检测所述多个电池模块通过所述第一充电电路是否已被充电至所述第一预定电压；以及, 当检测到所述多个电池模块通过所述第一充电电路已被充电至所述第一预定电压时，断开所述第一充电电路并且接通连接至所述第一电池模块和所述第二电池模块的所述第二充电电路，并且通过连接至所述第一电池模块和所述第二电池模块的所述第二充电电路将所述第一电池模块充电至所述第二预定电压。, 50.根据权利要求49所述的电池充电站，其中所述第一电池模块独立于所述多个电池模块中的任何其他电池模块被充电至所述第二预定电压。, 51.根据权利要求49所述的电池充电站，其中连接至所述第一电池模块和所述第二电池模块的所述第二充电电路进一步被配置成将所述第二电池模块充电至所述第二预定电压，从而使得所述第一电池模块和所述第二电池模块一起被充电至所述第二预定电压。, 52.根据权利要求49所述的电池充电站，所述电池充电站进一步包括：, 控制电路，所述控制电路被配置成选择性地接通或断开所述第一充电电路和所述第二充电电路。, 53.根据权利要求49所述的电池充电站，其中所述第二充电电路串联连接至所述对应的多个电池模块。, 54.根据权利要求49所述的电池充电站，其中按两种以上不同的方式和以两种以上不同的工作电压对每个个别电池模块进行充电。 | CN | China | Expired - Fee Related | B | True |
| 138 | 模块化电动卡车系统 \n | CN211166470U | 技术领域本实用新型大体上涉及一种模块化电动卡车系统。更重要的是，本实用新型涉及可以用容易地附接至卡车车架以及从卡车车架拆卸的可互换的模块化车身部件来改装的电动卡车；并进一步提供光伏太阳能电池板，所述光伏太阳能电池板为卡车的电池充电，以用于车轮中的轮毂马达的操作运行；并且还提供了充电挂车，所述充电挂车拴系至该电动卡车，或者所述充电挂车无线追踪并跟随该电动卡车；并且还提供了具有可定制空间的内部驾驶室，在该内部驾驶室中乘客定制和集成所需的家具、照明元件、计算机装置、技术、连接和娱乐系统；并进一步为中央驾驶位置提高可视性(改善视野)并能对卡车位置提供无偏见的感知。背景技术以下背景信息可以呈现现有技术的特定方面的示例(例如但不限于，方法、事实或常识)，尽管预期有助于进一步教育读者关于现有技术的其他方面，但是不应将其解释为将本实用新型或其任何实施方式限制于其中陈述或暗示或推断的任何内容。通常，电动车辆仅依靠电池电力运行，并且不单独使用内燃机或者也不与电池组合使用以形成混合动力系统。通常，通信界面系统被包括在电动车辆中以提供完整的插头，因为电动车辆需要完全依靠电池电力来推进车辆。向电动车辆提供驱动动力的可再充电电池形成占总的车辆重量和体积的相当大的空间和重量，从而限制了车辆的运输能力，该车辆需要以其他方式保持可用。而且，在本领域中已知的是，电池能力决定了车辆的行驶范围。此外，在对用尽电的电池进行再充电时，必须使该电动车辆保持不动平均几个小时。传统上，这需要固定的充电点，这可能并不总是可获得的。其他方案涉及电气车辆。这些车辆的问题在于它们不能重新构造以承载大量的人员或负载。此外，它们没有执行多种功能的可附接的挂车。尽管上述电气车辆满足了市场的一些需求，但是仍然需要一种模块化电动卡车系统，该模块化电动卡车系统可以通过可互换的模块化车身部件进行改装，这些模块化车身部件可以轻松地附接到卡车车架上以及从卡车车架上拆卸；并且该模块化电动卡车系统进一步提供光伏太阳能电池板，所述光伏太阳能电池板为卡车的电池充电，以用于车轮中的轮毂马达的操作运行；并且该模块化电动卡车系统还提供了充电挂车，所述充电挂车拴系至该电动卡车或无线追踪并跟随该电动卡车；并且该模块化电动卡车系统还提供了具有可定制空间的内部驾驶室，在该内部驾驶室中乘客定制和集成所需的家具、照明元件、计算机装置、技术、连接和娱乐系统；并且该模块化电动卡车系统进一步为中央驾驶位置提高可视性并能对卡车位置提供无偏见的感知。实用新型内容本公开的说明性实施方式总体上涉及一种模块化电动卡车系统。该电动卡车系统具有独特的模块化设计，其中该卡车具有可缩放(可扩大或缩小)的车架，所述车架可配备有可互换的车身部件，所述可互换的车身部件可轻松安装到卡车车架的后部以及从卡车车架的后部拆卸，以改变该电动卡车的外观和功能。例如，该卡车具有可互换的车顶、厢式货车壳体和卡车车厢壳体。在另一个实施方式中，卡车可以转换成厢式货车，和/或具有可附接的延伸的后部存储隔厢，以及用于越野性能的附加的一组车轮。该电动卡车系统是100％电气的，使用至少一个光伏太阳能电池将太阳能转换为给电池充电的电力，以用于为电动卡车的车轮中的至少一个轮毂马达供能。此外，该系统通过附接到卡车的充电挂车和/或卡车的车顶、车厢或挂车上的至少一个太阳能电池板为卡车提供方便的充电装置。该系统可以利用再生制动来减速。该系统提供了一种远程控制系统，该远程控制系统还允许卡车远程地控制至少一个挂车。这可以包括自主式挂车和/或远程多牵引系统。以这种方式，驾驶员、乘客或远程用户可以控制挂车以无线地追踪并跟随该卡车。挂车可以是机动的或非机动的。在一些实施方式中，卡车具有独特的内部驾驶室，所述内部驾驶室被设计为具有可定制的空间，类似于家庭内部。内部驾驶室包括墙壁、地板、天花板和开放空间，乘客在所述空间中定制和集成所需的家具、照明元件、计算机装置、技术、连接和娱乐系统。在内部驾驶室中，驾驶员坐在中央驾驶位置。中央驾驶位置的特征在于，在驾驶室的中央位置能提高可视性并能对卡车位置提供无偏见的感知。在一个方面，所述模块化电动卡车系统包括：车架，所述车架包括由内部驾驶室限定的前部部分、由开放式卡车车厢和车顶限定的后部部分；内部驾驶室，所述内部驾驶室包括：工作上连接到前车轮的转向构件、照明部分、至少一个座椅、至少一个通信界面以及具有软件程序的计算机；至少一个模块化车身部件，所述模块化车身部件以可拆卸的方式附接到所述车架的开放式卡车车厢上；一对可转向的前车轮，所述前车轮支撑所述车架的所述前部部分；至少两个侧向地间隔开的后车轮，所述后车轮支撑所述车架的所述后部部分；至少一个轮毂马达，所述轮毂马达可与所述车轮中的至少一个车轮一起操作，每个轮毂马达可操作以驱动相应的车轮；电池，所述电池工作上连接到所述轮毂马达；至少一个挂车，所述挂车工作上连接到所述车架；远程控制系统，所述远程控制系统设置在所述内部驾驶室中，所述远程控制系统可操作以无线地控制所述挂车的操作，由此所述远程控制系统使所述挂车能够追踪和跟随所述车架；以及至少一个光伏太阳能电池板，所述光伏太阳能电池板设置在所述车顶、或所述开放式卡车车厢或所述挂车上，所述光伏太阳能电池板工作上连接到所述电池，用于给所述电池进行再充电；由此，所述软件程序可操作以控制以下项中的至少一者：所述远程控制系统、所述照明部分、所述电池和所述轮毂马达。在另一方面，该系统还包括工作上附接到车架的挂车，该挂车包括至少一个太阳能电池板。在另一方面，挂车无线地附接到车架。在另一方面，软件程序实现对挂车的自主控制。在另一方面，模块化车身部件包括厢式货车壳体。在另一方面，模块化车身部件包括卡车车厢壳体和具有不同尺寸的多个可互换的车顶。在另一方面，该系统还包括附接到车架的后部部分的至少一个附加的车轮。在另一方面，轮毂马达被包围在所述车轮中的至少一个车轮内。在另一方面，该系统还包括再生电制动电路。在另一方面，远程控制系统包括与软件程序工作上连接的收发器，该收发器可操作以发送和接收射频信号，该射频信号包括消息、位置数据、信息请求和控制代码。在另一方面，挂车自主地追踪并跟随所述车架。在另一方面，所述电制动电路工作上连接到轮毂马达，由此电制动电路引起所述车轮的电制动，由此轮毂马达产生馈送于所述电池的反电动势。本实用新型的一个目的是创造一种零排放的清洁能源卡车。另一个目的是提供一种具有可互换的车身部件的模块化电动卡车。另一个目的是通过车顶上的太阳能电池板和连接的挂车上的太阳能电池板为该卡车供能。另一个目的是允许驾驶员坐在驾驶室中的中央位置，以便具有更好的视野。另一个目的是允许驾驶室可定制，类似于家庭内部。另一个目的是允许驾驶员通过自主式挂车和远程多牵引系统来远程地控制挂车。另一个目的是提供一种可互换的后部结构和附加的车轮，该可互换的后部结构具有开放式储存用车厢，该储存用车厢可以改为厢式货车、封闭的车厢。另一个目的是提供一种制造廉价的电动卡车。在研究了以下附图和详细描述之后，本领域技术人员将清楚或明白其他系统、装置、方法、特征和优点。旨在将所有这些附加系统、方法、特征和优点包括在本说明书和附图内、包括在本公开的范围内、并且由所附权利要求保护。附图说明现在将参考附图通过示例描述本实用新型，在附图中：图1示出了根据本实用新型的实施方式的示例性模块化电动卡车系统的透视图；图2示出了根据本实用新型的实施方式的电动卡车的示例性内部驾驶室的俯视图；图3示出了根据本实用新型的实施方式的电动卡车的内部驾驶室的左侧透视图；图4示出了根据本实用新型的实施方式的电动卡车的内部驾驶室的右侧透视图；图5示出了根据本实用新型的实施方式的具有厢式货车壳体模块化车身部件的电动卡车的侧视图；图6示出了根据本实用新型的实施方式的具有卡车车厢壳体模块化车身部件的电动卡车的侧视图；图7示出了根据本实用新型的实施方式的具有延伸的卡车车厢壳体模块化车身部件的电动卡车的侧视图；图8示出了根据本实用新型的实施方式的在车顶和开放式卡车车厢上具有示例性光伏太阳能的电动卡车的侧视图；图9示出了根据本实用新型的实施方式的在卡车壳体车顶上具有示例性光伏太阳能的电动卡车的侧视图；图10示出了根据本实用新型的实施方式的在车顶上具有示例性光伏太阳能电池板的示例性充电挂车的侧视图；图11示出了根据本实用新型的实施方式的由电动卡车拖曳的示例性拴系式挂车的侧视图；图12示出了根据本实用新型的实施方式的通过远程控制系统追踪并跟随电动卡车的示例性无线式挂车的侧视图；图13示出了根据本实用新型的实施方式的在由软件程序控制的同时追踪并跟随电动卡车的多个示例性自主式挂车的侧视图；图14A-14C示出了根据本实用新型的实施方式的基准模型中的没有挂车追踪的模块化电动卡车系统的侧视图，其中，图14A示出了具有卡车车厢的基准车辆，图14B示出了卡车车厢被移除以露出下部的后部安装车厢的基准车辆，以及图14C示出了后舱、车顶和安装车厢可互换使得下部的安装车厢可以在没有轴距延伸的情况下延伸的基准车辆；图15A-15C示出了根据本实用新型的实施方式的用于基准模型的半卡车构型的模块化电动卡车系统的侧视图，其中，图15A示出了皮卡到半卡车转换的可移除的卡车车厢，图15B示出了带有延伸的车厢的卡车车厢，以及图15C示出了具有可拆卸的后部隔厢的基准车辆，该后部隔厢是机动化的并且可自主操作，使得下部的安装车厢可在没有轴距延伸的情况下延伸；图16A-16C示出了根据本实用新型的实施方式的用于半卡车的模块化电动卡车系统的侧视图，其中，图16A示出了具有可互换且可附接的开放式容器的后部隔厢的半卡车转换装置，图16B示出了可互换且可附接的开放式容器的后部隔厢的长型形式，以及图16C示出了具有可互换且可附接的开放式容器的后部隔厢以及机动化的且可自主操作的附加的可拆卸的后部隔厢的半卡车转换装置；图17A-17C示出了根据本实用新型的实施方式的用于半卡车的模块化电动卡车系统的侧视图，其中，图17A示出了具有可互换且可附接的密封容器的后部隔厢的半卡车转换装置，图17B示出了可互换且可附接的密封容器的后部隔厢的长型形式，以及图17C示出了具有可互换且可附接的密封容器的后部隔厢以及机动化的且可自主操作的附加的可拆卸的密封的后部隔厢的半卡车转换装置；图18A-18C示出了根据本实用新型的实施方式的用于半卡车的模块化电动卡车系统的侧视图，其中，图18A示出了具有可互换且可附接的集装箱式后部隔厢的半卡车转换装置，图18B示出了可互换且可附接的集装箱式后部隔厢的长型形式，以及图18C示出了具有可互换且可附接的集装箱式后部隔厢以及机动化的且可自主操作的附加的可拆卸的后部隔厢的半卡车转换装置。在整个附图的各个视图中，相似的附图标记指代相似的部件。具体实施方式以下详细描述本质上仅是示例性的，并不旨在限制所描述的实施方式或所描述的实施方式的应用和用途。如这里所使用的，词语“示例性”或“说明性”意味着“用作示例、实例或说明”。本文描述为“示例性”或“说明性”的任何实现方式不必被解释为比其他实现方式更优选或更具优势。以下描述的所有实现方式是提供的示例性实现方式，以使本领域技术人员能够制造或使用本公开的实施方式，并且不旨在限制由权利要求限定的本公开的范围。出于本文的描述的目的，术语“上”、“下”、“左”、“后”、“右”、“前”、“竖向”、“水平”及其派生词应当涉及如图1所定向的发明。此外，无意受前述技术领域、背景技术、实用新型内容或以下详细描述中所呈现的任何明示或暗示的理论的约束。还应理解，附图中示出并在以下说明书中描述的具体装置和过程仅是所附权利要求中限定的发明构思的示例性实施方式。因此，除非权利要求另有明确说明，否则与本文公开的实施方式相关的具体尺寸和其他物理特性不应被视为是限制性的。参考图1至图18C示出了模块化电动卡车系统100。模块化电动卡车系统100(下文称为“系统100”)提供了一种电动卡车120，所述电动卡车120由至少一个光伏太阳能电池板800a-d供能，并且具有可重新构造的车身车架102，车身车架102可适于接收可互换的模块化车身部件500a-c。至少一个挂车1000a-g通过拴系连接而工作上附接到电动卡车，或者远程控制追踪并跟随电动卡车车架120，或者自主地追踪并跟随电动卡车车架120。如图1中所示，电动卡车120包括车架102，例如与卡车、厢式货车或半卡车一起使用的车架102。车架102形成卡车的基底框架。外部和内部布局、结构、架构可以修改。车架102被创建为可缩放的(可扩大或缩小的)，以便容易地修改结构以创建不同形状、尺寸和类型的车辆以及集成各种动力系统、充电方法和技术，涉及如“NSC＝神经元可缩放车架”或“SC＝可缩放车架”或“NC＝神经元车架”或“SP＝可缩放平台”。在一个实施方式中，车架102由圆角矩形和/或正方形和/或由4个圆角连接的4个面表示的结构限定。这种形状是独特的，因为电动卡车被称为用作汽车应用中的架构、结构或功能的“Squargle”或“SQR”(方形化的三角形)。“Squargle”是一种能够在整个车辆中被用于但不限于照明架构(SLA＝Squargle Light Architecture(方形化的三角形照明架构))的结构。圆角矩形代表电动卡车的形状。电动卡车是独一无二的，因为神经元的特点是由Squargle象征的单元，由4个连接部(圆角)连接的四个结构(平面)创建的封闭的实体。因此，Squargle实质上是电动卡车的代表，其实质上是一种在运输行业中进行变革的汽车单元。此外，所述系统100集成有各种附件、可交换架构和结构模块以扩展行驶时的功能、固定功能、技术、性能、乘客负载能力、存储容量和整体车辆能力。在一个实施方式中，皮卡车通过移除卡车开放式车厢或用壳体覆盖卡车开放式车厢来转换为运动型多功能车(SUV)(例如，参见图6和图7)。SUV构型为内部驾驶室提供附加的覆盖范围，并且还包括附加的座椅以增加乘客容量。SUV构型类似于下面描述的厢式货车构型。例如，电动卡车120包括可缩放的车架102，所述车架102可配备有多个可互换的车身部件500a-c，所述车身部件500a-c易于附接和分离到卡车车架102的后部部分106以改变电动卡车120的外观和功能。在一个实施方式中，车架102包括朝向电动卡车120的向前运动定向的前部部分104。前部部分104由内部驾驶室200限定。车架102还包括与前部部分104并置的后部部分106。后部部分106由开放式卡车车厢108和车顶110限定。封闭的后部卡车车厢空间提供了用于多达6个乘客的额外的座椅。该封闭形状的车顶110可以容置光伏太阳能电池板800b，所述光伏太阳能电池板用于在行驶或静止在停放位置时同时给车辆电池114充电。后部开放式车厢能够拖曳附加的挂车或任何带车轮的存储结构。这种多任务的后部开放式车厢改变了电动卡车120的目的和功能，允许进行多项任务，例如：卫生、邮政递送、服务和物品的运送、货物运输、移动房屋和食品服务。现在看图2，车架102的前部部分104由内部驾驶室200限定，在该内部驾驶室200中驾驶员和乘客坐在至少一个座椅206a-c上。驾驶员坐在内部驾驶室200的前座椅206a中的中央驾驶位置。中央驾驶位置的特征在于驾驶员坐在内部驾驶室的中央位置，以增加可视性(视野)以及能对卡车位置提供无偏见的感知。乘客坐在驾驶员后面的左侧座椅206b和右侧座椅206c中。内部驾驶室200还包括转向构件202，该转向构件202工作上连接到前车轮116a、116b以用于前车轮的转向。多个后车轮118a、118b位于前车轮116-b的后面。内部驾驶室200还包括照亮仪表板的照明部分204。在一个实施方式中，照明部分204包括水平的照明架构。水平光束可以被称为“水平线(Horizon)”或“神经元水平线”，水平光束是协调下部和上部车身同时创建稳定性的强大基础的光源。在其他实施方式中，无线电和扬声器系统100、212a、212b、212c、212d也可以在内部驾驶室200中获得以用于娱乐。如图3所示，内部驾驶室200还包括至少一个通信界面210a、210b，并且在内部驾驶室中具有软件程序的计算机208允许驾驶员和乘客进一步控制所述系统100的部件和通信。通信界面可以是允许驾驶员控制电动卡车的诸如远程控制、制动能力、娱乐和其他驾驶相关功能之类的各方面的触摸屏。另外，电动卡车200是独特的，具有驾驶室前部设计，其进一步的特征在于，连续的驾驶室轮廓由短的引擎盖长度、倾斜的前挡风玻璃限定。这种独特的构型为驾驶室轮廓创造了协调的引擎盖。此外，驾驶员位置靠近或高于前车轮轴，从而允许增加后部的乘客和后部的存储空间。在系统100的一个可能的实施方式中，内部驾驶室200由驾驶空间限定，可用作移动栖息地，例如卡车系列、皮卡车、轻型到中型载重车、带有卧铺舱和移动休息室的半卡车。内部驾驶室可包括被称为“运动住宅”或“移动阁楼”或“车辆阁楼”或“动态卧铺”的卧铺舱。睡眠用舱是独特的，因为所提供的空间是可定制的，类似于被描述为“CVI＝可定制的车辆内部”的酒店房间或工作室公寓，其中驾驶员和乘客能够公开地定制车辆内部空间。因此，如图4的右侧后视图所示，驾驶员和乘客都设置有安静且舒适的带有工具以适合长时间驾驶的生活空间。由于内部驾驶室200被设计成像家一样的事实，因此该空间特别能够集成用户期望的任何附加技术，包括但不限于移动电话、平板电脑、计算机208、互联网、娱乐系统。这样的内部驾驶室通过提供现有燃机式车辆或电动车辆中未提供的灵活性和便利性，通过汽车创新对人类产生积极贡献。现在转向图5至图7，系统100提供至少一个模块化车身部件500a-d，所述模块化车身部件500a-d以可拆卸的方式附接到开放式卡车车厢108和/或车架102的车顶110。模块化车身部件可以通过螺栓、螺钉、可滑动导轨、焊接、搭扣配合关系或其组合而附接到车架102的后部部分106。在图5中所示的一个实施方式中，模块化车身部件包括前护罩500a和厢式货车壳体500b。厢式货车壳体500b将卡车转换成厢式货车。在一个示例中，皮卡车通过模块化的后部卡车车厢转换为厢式货车，所述模块化的后部卡车车厢将车厢转换成封闭的内部空间的延伸部。在图6中所示的其他实施方式中，模块化车身部件可包括卡车车厢壳体500c和具有不同尺寸的多个可互换车顶500b。卡车车厢壳体500c和可互换车顶的使用创造了可用于在后部部分106中保存物品而不受元件的影响的大型皮卡车构型。车顶500b可以具有不同的高度以适应开放式卡车车厢108的各种负载要求。图7示出了比卡车车厢壳体500c长能达到50％的长型的卡车车厢壳体500d。该长型的卡车车厢壳体500d以可拆卸的方式配合到开放式卡车车厢108的侧面。但是在一些实施方式中，开放式卡车车厢可以是长型的，以适应长型的卡车车厢壳体500d。在卡车的另一示例性模式中，皮卡车转换为半挂车式卡车。半挂车转换装置允许皮卡车移除皮卡车厢，并且用下部的后部安装车厢1406替换。以这种方式，皮卡车可以拖曳各种类型和尺寸的挂车(拖车)。例如，图14A-14C示出了用于基准模型1400的模块化电动卡车系统的侧视图，其中没有挂车追踪所述卡车。图14A示出了在后部部分具有卡车车厢1402的基准车辆1400。在较长类型的卡车中，图14B示出了其中卡车车厢1402被移除以露出下部的后部安装车厢1406的基准车辆1404。图14C示出了基准车辆1406，其中后舱、车顶和安装车厢可互换，使得下部安装车厢1410可在没有轴距延伸的情况下延伸。在该构型中，多个附加后车轮被添加到下部的安装车厢1410。在一些实施方式中，所述系统100提供支撑车架102的前部部分104的一对可转向的前车轮116a-b；另外，支撑车架102的后部部分106的至少两个侧向地间隔开的后车轮118a-b。在一些实施方式中，至少一个附加的车轮700对于车架102的后部部分106是可操作的，且邻近后车轮(图7)。附加的车轮700允许电动卡车的全车轮驱动转换。如图所示，两组间隔开的附加的车轮700位于后车轮118a-b后面。回到图1，所述系统100提供至少一个轮毂马达112a、112b，所述轮毂马达可与任何上述车轮116a-b、118a-b、700一起操作。轮毂马达112a、112b可位于车轮内。每个轮毂马达112a、112b可操作以驱动相应的车轮。在一个实施方式中，轮毂马达112a、112bs被包围在前车轮内部并可在前车轮内部操作。在另一个实施方式中，轮毂马达112a、112b被前车轮116a-b和后车轮118a-b包围并且是可操作的，从而形成全车轮驱动卡车。在一些实施方式中，所述系统100还包括用于使电动卡车120减速的再生电制动电路214。所述再生电制动电路214工作上连接到轮毂马达112a、112b，由此电制动电路引起所述车轮的电制动。在这种构型中，轮毂马达112a、112b由于制动而产生馈送给电池的反电动势。然而，在其他实施方式中，也可以使用汽车领域中已知的不同的制动装置。现在看图8，所述系统100提供至少一个光伏太阳能电池板800a-d。所述光伏太阳能电池板工作上连接到电池114，以用于给该电池再充电。太阳能电池板对工作上连接到所述车轮116a-b、118a-b、700中的至少一个轮毂马达112a、112b的电池充电。本领域技术人员将认识到，光伏太阳能电池板吸收太阳光作为能源来发电。图8分别参考设置在开放式卡车车厢108和/或车架的车顶110上的光伏太阳能电池板800a、800b。图9示出了沿着卡车车厢壳体500c的纵向放置的光伏太阳能电池板800c。并且图10示出了可在挂车1000a上工作的光伏太阳能电池板800d。然而，值得注意的是，光伏太阳能电池板800a-d的任何位置组合可以用在电动卡车120和模块化车身部件500a-c上。如上所述，电动卡车120是电气的；并因此电池114用于为电动卡车120供能。电池114工作上连接到轮毂马达112a-b。本领域技术人员将认识到，电动车辆电池与起动、照明和点火(SLI)电池不同，因为电动车辆电池被设计成在持续的时间段内供能。对于电动卡车系统，使用深循环电池代替SLI电池。所述电池可包括但不限于铅酸电池、镍金属氢化物电池、锂离子电池。现在转到图11，所述系统100可包括至少一个挂车1000a-g，所述挂车1000a-g工作上附接到所述车架102。挂车1000a-g可以以拴系的方式、无线的方式或自主构型的方式跟随车架102。在一些实施方式中，挂车可用于携带人、动物和物资。挂车1000a-g适于接收和定向至少一个太阳能电池板，以便为电池114发电。在一个实施方式中，拴系式挂车1000b通过拴系件1100、链条、缆索或本领域已知的其他拖曳机构系在车架的后部部分。在拴系式构型中，挂车1000b可以是非机动的，简单地由电动卡车的车架拉动。在一些实施方式中，多个可互换的挂车车顶1004可用于改变挂车的尺寸和形状，类似于电动卡车车架102。可互换的挂车车顶1004可具有不同的高度和空气动力学形状。在如图12所示的另一个实施方式中，无线式挂车1000c无线地附接到车架102，并用远程控制系统1200或远程多牵引系统来控制。所述挂车1000c可以在该无线式构型中机动化。远程控制系统1200设置在内部驾驶室200中，驾驶员或乘客可以容易地进入该内部驾驶室200。然而，在其他实施方式中，远程控制系统1200由远离电动卡车120的远程区域所控制。远程控制系统1200被构造为使得驾驶员、乘客或远程用户能够远程控制所述无线式挂车1000c。在一些实施方式中，远程控制系统1200包括与软件程序工作上连接的收发器1202(图12)。所述收发器1202可操作以发送和接收射频信号(无线电频率信号)，所述射频信号包括消息、位置数据、信息请求和控制代码。然而，在其他实施方式中，内部驾驶室200可以具有发射器，并且挂车可以具有接收器，如远程控制技术中已知的。以这种方式，远程控制系统1200可操作以无线地控制转向构件202、轮毂马达112a、112b和制动电路214的操作运行，以便为挂车1000c供能和使挂车1000c转向，使得无线式挂车1000c可以根据驾驶员、乘客或远程用户发送的命令追踪并跟随所述车架。在又一个实施方式中，多个自主式挂车1000d、1000e、1000f、1000g跟随并追踪该电动卡车(图13)。自主式挂车1000d-g可以彼此独立地操作，或者串联操作。如上所述，皮卡车通过移除皮卡车厢、并且用下部的后部安装车厢1406替换而转换成半挂车式卡车。以这种方式，皮卡车可以拖曳各种类型和尺寸的挂车。在半挂车式卡车转换的一种可能的用途中，图15A-15C示出了用于基准模型的半卡车构型的模块化电动卡车系统的侧视图。这里，图15A示出了具有可移除的卡车车厢1502的卡车1500。另外，图15B示出了具有卡车车厢拖曳延伸部1506的卡车1504。以及另外，图15C示出了一种卡车1504，该卡车1504具有卡车车厢拖曳延伸部1506，带有可拆卸的后部附接的拖曳延伸车厢1508，所述后部附接的拖曳延伸车厢1508是机动化的且可自主操作，使得下部的安装车厢可在没有轴距延伸的情况下延伸。在本实用新型提供的另一示例性挂车中，图16A示出了具有可互换且可附接的开放式容器的后部隔厢1602的半卡车转换式卡车1600。这可包括例如用于运载废物、土壤和垃圾的自卸卡车式挂车。图16B示出了具有长型形式的可互换且可附接的开放式容器的后部隔厢1606的卡车1604。图16C示出了一种卡车1608，该卡车1608具有半卡车转换且带有可互换且可附接的开放式容器的后部隔厢1610以及机动化且可自主操作的附加的可拆卸的后部隔厢1612。在另一种挂车样式中，用于运载液体、牛奶、天然气和油的容器式挂车可以被拖曳在卡车后面。图17A-17C示出了用于半卡车的模块化电动卡车系统的侧视图，其中，图17A示出了具有可互换且可附接的密封容器的后部隔厢1702的半卡车1700。图17B示出了具有长型形式的可互换且可附接的密封容器的后部隔厢1706的卡车1704。图17C示出了一种半卡车1708，该半卡车1708具有可互换且可附接的密封容器的后部隔厢1710和附加的可拆卸的密封的后部隔厢1712，该后部隔厢1712是机动化的且可自主操作。继续，还可以使用箱式车挂车。箱式车挂车被构造用于在移动期间携带家具、以及工业工具和材料。因此，图18A示出了具有可互换且可附接的集装箱式后部隔厢1802的半卡车1800。图18B示出了具有长型形式的可互换且可附接的集装箱式后部隔厢1806的卡车1804。图18C示出了一种半卡车1808，该半卡车1808具有可互换且可附接的集装箱式后部隔厢1810和附加的可拆卸的后部隔厢1812，该后部隔厢1812是机动化的且可自主操作。在一些实施方式中，软件程序可操作以控制自主挂车1000d-g、远程控制系统1200、照明部分204、电池114和轮毂马达112a-b。在其他实施方式中，软件程序通过与挂车中的处理器通信来实现自主挂车1000c-g的自主控制。该软件程序可以利用本领域已知的追踪部件和软件，即GPS、塔等。该系统可构造为扩展/升级软件和硬件以集成各种技术以支持性能、安全性和便利性，例如自主驾驶，和能够提供适合用户和/或基础设施的各种功能。如上所述，该系统是100％电气的，因此必须定期充电。因此，所述系统100设置独特的充电挂车1000a，该充电挂车1000a设置方便的充电电缆1002，用于对电动卡车120的电池114再充电。充电挂车1000a还可用于为需要充电的其他电动车辆充电。充电挂车1000a可以与电动卡车分开操作，或者可以附接到电动卡车的后部部分，从而在拖曳的同时对电池114进行充电。挂车1000b可具有可再充电的电池1102，所述可再充电的电池1102由充电挂车1000a上的至少一个光伏太阳能电池板800d、800e进行充电，或者由卡车车架102的车顶110或后部开放式车厢108上的太阳能电池板之一进行充电。每个车轮1104a、1104b上的轮毂马达1100a、1100b与挂车1000b中的可再充电的电池1102连接。在挂车1000a的又一个实施方式中，车架本身转换成转换后的挂车。例如，电动卡车120的主框架可用于转换成挂车。因此，所述系统100可利用挂车形状和功能的无数组合。在一些实施方式中，挂车1000a-g可以是机动的或非机动的。挂车1000a-g呈矩形结构的形状，其可以通过自主技术进一步升级，转换成自主的矩形车辆。挂车1000a-g可以用作诸如家庭的生活空间或用于诸如露营的各种户外活动，并且在旅行期间提供用于睡眠的封闭式遮蔽物。该空间可以被定制用于各种目的，例如食物卡车、运载工具、用于存储/货物的储物柜、商品弹出商店。总之，模块化电动卡车系统100提供了电动卡车120，该电动卡车120具有可缩放的车架102，该车架102可配备有可互换的模块化车身部件500a-c，该车身部件500a-c以可拆卸的方式附接到卡车车架以改变电动卡车的外观和功能。内部驾驶室200包括家具、照明元件、计算机装置和娱乐系统。驾驶员坐在增强了可视性和位置感知的中央驾驶位置。电动卡车是100％电气的；从而通过附接到卡车的充电挂车和/或卡车的车顶、车厢或挂车上的至少一个太阳能电池板为卡车提供方便的充电装置。太阳能电池板为工作上连接到车轮中的轮毂马达的电池充电。远程控制系统远程地控制至少一个挂车。挂车可以以拴系的方式、无线的方式或自主以无线的方式追踪并跟随电动卡车120。通过参考所述书面说明书、权利要求和附图，本领域技术人员将进一步理解和领会本实用新型的这些和其他优点。由于可以对所描述的本实用新型的优选实施方式进行许多修改、变化和细节上的改变，所以在前面的描述中和在附图中示出的所有内容都应被解释为说明性的而不是限制性的。因此，本实用新型的范围应由所附权利要求及其法律等同物来确定。 | 一种模块化电动卡车系统，其提供具有可缩放的车架的电动卡车，该可缩放的车架可配备有可互换的模块化车身部件，该模块化车身部件以可拆卸的方式附接到卡车车架以改变电动卡车的外观和功能。内部驾驶室包括家具、照明元件、计算机装置和娱乐系统。驾驶员坐在增强了可视性和位置感知的中央驾驶位置。电动卡车是100％电气的；从而通过附接到卡车的充电挂车和/或在卡车的车顶、车厢或挂车上的至少一个太阳能电池板为卡车提供方便的充电装置。太阳能电池板为电池充电，该电池工作上连接到车轮中的轮毂马达。远程控制系统远程地控制至少一个挂车。挂车可以拴系的方式、无线的方式或自主以无线的方式追踪并跟随该卡车。 | CN:201921485986.0U | https://patentimages.storage.googleapis.com/14/df/ba/a7125a922b2377/CN211166470U.pdf | CN:211166470:U | 爱德华·李 | Xo2lab Corp | NaN | Not available | 2020-08-04 | 1.一种模块化电动卡车系统，其特征在于，所述系统包括：, 电动卡车，所述电动卡车具有：, 车架，所述车架包括：由内部驾驶室限定的前部部分、由开放式卡车车厢和车顶限定的后部部分；, 内部驾驶室，所述内部驾驶室包括转向构件、照明部分、至少一个座椅、至少一个通信界面以及具有软件程序的计算机；, 至少一个模块化车身部件，所述模块化车身部件以可拆卸的方式附接到所述车架的所述开放式卡车车厢上；, 一对可转向的前车轮，所述前车轮支撑所述车架的所述前部部分，, 所述前车轮工作上连接到所述内部驾驶室中的所述转向构件；, 至少两个侧向地间隔开的后车轮，所述后车轮支撑所述车架的所述后部部分；, 至少一个轮毂马达，所述轮毂马达与所述车轮中的至少一个车轮一起操作，每个轮毂马达都操作成驱动相应的车轮；, 电池，所述电池工作上连接到所述轮毂马达；以及, 至少一个光伏太阳能电池板，所述光伏太阳能电池板设置在所述车顶、所述开放式卡车车厢、或者挂车上，所述光伏太阳能电池板工作上连接到所述电池，用于为所述电池进行再充电；, 其中，所述软件程序操作成控制以下项中的至少一者：所述照明部分、所述电池和所述轮毂马达。, 2.根据权利要求1所述的系统，其特征在于，还包括再生电制动电路，所述再生电制动电路工作上连接到所述轮毂马达，由此所述再生电制动电路引起所述车轮的电制动，由此所述轮毂马达产生馈送于所述电池的反电动势。, 3.根据权利要求2所述的系统，其特征在于，还包括至少一个挂车，所述挂车工作上附接到所述车架，所述至少一个挂车包括所述至少一个太阳能电池板。, 4.根据权利要求3所述的系统，其特征在于，所述挂车无线地附接到所述车架。, 5.根据权利要求4所述的系统，其特征在于，还包括远程控制系统，所述远程控制系统用于控制所述轮毂马达、所述转向构件和所述再生电制动电路。, 6.根据权利要求5所述的系统，其特征在于，所述远程控制系统包括收发器，所述收发器与所述软件程序工作上连接，所述收发器能操作成发送射频信号至所述挂车和接收来自所述挂车的射频信号，所述射频信号包括消息、位置数据、信息请求和控制代码。, 7.根据权利要求6所述的系统，其特征在于，所述软件程序能够实现所述挂车的自主控制。, 8.根据权利要求1所述的系统，其特征在于，所述挂车通过拴系件而拴系在所述车架的所述后部部分。, 9.根据权利要求1所述的系统，其特征在于，所述模块化车身部件包括前部空气护罩和厢式货车壳体。, 10.根据权利要求1所述的系统，其特征在于，所述模块化车身部件包括卡车车厢壳体和具有不同尺寸的多个可互换的车顶。, 11.根据权利要求1所述的系统，其特征在于，还包括附接到所述车架的所述后部部分的至少一个附加的车轮。, 12.根据权利要求1所述的系统，其特征在于，所述轮毂马达被包围在所述车轮的内部。, 13.根据权利要求1所述的系统，其特征在于，所述挂车包括以下项中的至少一者：延伸的卡车车厢、开放式容器、密封的容器和集装箱。, 14.一种模块化电动卡车系统，其特征在于，所述系统包括：, 电动卡车，所述电动卡车具有：, 车架，所述车架包括由内部驾驶室限定的前部部分、由开放式卡车车厢和车顶限定的后部部分；, 内部驾驶室，所述内部驾驶室包括转向构件、照明部分、至少一个座椅、至少一个通信界面、扬声器系统以及具有软件程序的计算机；, 至少一个模块化车身部件，所述模块化车身部件以可拆卸的方式附接到所述车架的所述开放式卡车车厢上；, 一对可转向的前车轮，所述前车轮支撑所述车架的所述前部部分，, 所述前车轮工作上连接到所述内部驾驶室中的所述转向构件；, 至少两个侧向地间隔开的后车轮，所述后车轮支撑所述车架的所述后部部分；, 至少一个挂车，所述挂车工作上附接到所述车架，所述挂车包括至少一个太阳能电池板；, 至少一个轮毂马达，所述轮毂马达与所述车轮中的至少一个车轮一起操作，每个轮毂马达都操作成驱动相应的车轮；, 电池，所述电池工作上连接到所述轮毂马达；, 远程控制系统，所述远程控制系统设置在所述内部驾驶室中，所述远程控制系统能操作成无线地控制所述挂车的操作，由此所述远程控制系统使所述挂车能够追踪和跟随所述车架；以及, 至少一个光伏太阳能电池板，所述光伏太阳能电池板设置在所述车顶、所述开放式卡车车厢或所述挂车上，所述光伏太阳能电池板工作上连接到所述电池，用于为所述电池进行再充电；, 其中，所述软件程序操作成控制以下项中的至少一者：所述远程控制系统、所述照明部分、所述电池和所述轮毂马达。, 15.根据权利要求14所述的系统，其特征在于，所述挂车无线地附接到所述车架。, 16.根据权利要求14所述的系统，其特征在于，所述软件程序能够实现所述挂车的自主控制。, 17.根据权利要求14所述的系统，其特征在于，所述模块化车身部件包括以下项中的至少一者：厢式货车壳体、卡车车厢壳体和具有不同尺寸的多个可互换的车顶。, 18.根据权利要求14所述的系统，其特征在于，还包括附接到所述车架的所述后部部分的至少一个附加的车轮。, 19.根据权利要求14所述的系统，其特征在于，还包括再生电制动电路，所述再生电制动电路工作上连接到所述轮毂马达，由此所述再生电制动电路引起所述车轮的电制动，由此所述轮毂马达产生馈送于所述电池的反电动势。, 20.一种模块化电动卡车系统，其特征在于，所述系统包括：, 电动卡车，所述电动卡车具有：, 车架，所述车架包括由内部驾驶室限定的前部部分、由开放式卡车车厢和车顶限定的后部部分；, 内部驾驶室，所述内部驾驶室包括转向构件、照明部分、至少一个座椅、至少一个通信界面以及具有软件程序的计算机；, 至少一个模块化车身部件，所述模块化车身部件以可拆卸的方式附接到所述车架的所述开放式卡车车厢上，并且所述至少一个模块化车身部件包括以下项中的至少一者：前部空气护罩、厢式货车壳体、卡车车厢壳体和具有不同尺寸的多个可互换的车顶；, 一对可转向的前车轮，所述前车轮支撑所述车架的所述前部部分，所述前车轮工作上连接到所述内部驾驶室中的所述转向构件；, 至少两个侧向地间隔开的后车轮，所述后车轮支撑所述车架的所述后部部分；, 至少一个附加的车轮，所述附加的车轮附接到所述车架的所述后部部分；, 至少一个挂车，所述挂车工作上附接到所述车架，所述挂车包括至少一个太阳能电池板；, 至少一个轮毂马达，所述轮毂马达与所述车轮一起操作，所述轮毂马达被包围在所述车轮的内部，每个轮毂马达都操作成驱动相应的车轮；, 再生电制动电路，所述再生电制动电路工作上连接到所述轮毂马达，所述再生电制动电路引起所述车轮的电制动；, 电池，所述电池工作上连接到所述轮毂马达，由此所述轮毂马达产生馈送于所述电池的反电动势；, 远程控制系统，所述远程控制系统设置在所述内部驾驶室中，所述远程控制系统能操作成无线地控制所述挂车的操作，由此所述远程控制系统使所述挂车能够追踪和跟随所述车架；以及, 至少一个光伏太阳能电池板，所述光伏太阳能电池板设置在所述车顶、所述开放式卡车车厢或所述挂车上，所述光伏太阳能电池板工作上连接到所述电池，用于为所述电池进行再充电；, 其中，所述软件程序操作成控制以下项中的至少一者：所述远程控制系统、所述照明部分、所述电池和所述轮毂马达。 | CN | China | Expired - Fee Related | B | True |
| 139 | Mobile charging for electric vehicles \n | US11110812B2 | This disclosure relates generally to electric vehicles and, more particularly, to mobile charging for electric vehicles.\nElectric vehicles, including fully electric vehicles and hybrid electric vehicles, employ one or more batteries to store electrical power. These batteries are typically large to ensure an adequate driving range. Such large batteries are not only expensive to produce but add significant weight to the vehicle.\nAn example electric vehicle disclosed herein includes a battery and a first charge interface for the battery disposed on an exterior surface of the electric vehicle. The first charge interface is configured to be engaged with a second charge interface on an articulating arm of a mobile charge vehicle to transfer energy from an energy source of the mobile charge vehicle to the battery while the electric vehicle is in motion.\nA mobile charge vehicle is disclosed herein for charging an electric vehicle having a battery and a first charge interface. The mobile charge vehicle includes an energy supply, an articulating arm, a second charge interface coupled to an end of the articulating arm, and a controller to move the articulating arm to engage the second charge interface with the first charge interface while the mobile charge vehicle is moving.\nAn example apparatus disclosed herein includes a first vehicle having a first charge interface disposed in a recess formed in an exterior surface of the first vehicle and a second vehicle having an articulating arm. A second charge interface is carried on an end of the articulating arm. The articulating arm is to extend the second charge interface to engage the first charge interface while the first and second vehicles are moving.\nAn example method disclosed herein includes determining whether a mobile charge vehicle is within a target distance from an electric vehicle, switching the electric vehicle into an autonomous driving mode when the mobile charge vehicle is determined to be within the target distance, and receiving energy from the mobile charge vehicle to charge a battery of the electric vehicle.\nAn electric vehicle disclosed herein includes a battery, a charge interface for the battery disposed on an exterior surface of the electric vehicle, and a charge monitoring system. The charge monitoring system is to determine when a mobile charge vehicle is within a first target distance from the electric vehicle and switch the electric vehicle into an autonomous driving mode when the mobile charge vehicle is determined to be within the first target distance.\nAn example method disclosed herein includes detecting when a mobile charge vehicle is within a first target distance from an electric vehicle, switching the electric vehicle into an autonomous driving mode when the mobile charge vehicle is detected as being within the first target distance and controlling the electric vehicle to reduce a distance between the mobile charge vehicle and the electric vehicle to a second target distance smaller than the first target distance.\n FIG. 1 illustrates an example system including an electric vehicle and an example mobile charge vehicle for charging a battery of the electric vehicle.\n FIG. 2 is a rear view of the example electric vehicle of FIG. 1 showing an example female connector for a direct connection interface.\n FIG. 3 is a top view of an example arm, in a retracted position, having an example male connector for mating with the example female connector of FIG. 2.\n FIG. 4 is a top view of the example arm of FIG. 3 in a deployed or extend position in which the example male connector is engaged with the example female connector.\n FIG. 5 is a side view of the example electric vehicle and the example mobile charge vehicle of FIG. 1 having example inductive plates for wireless charging.\n FIG. 6 is a top view of an example arm in a deployed position in which the example inductive plates of FIG. 5 are engaged.\n FIG. 7 is a flowchart representative of an example method of charging an electric vehicle with a mobile charge vehicle implemented with the example system of FIG. 1.\n FIG. 8 is a block diagram of an example processor system structured to execute example machine readable instructions represented at least in part by FIG. 7 to implement the example system of FIG. 1.\nCertain examples are shown in the above-identified figures and described in detail below. In describing these examples, like or identical reference numbers are used to identify the same or similar elements. The figures are not necessarily to scale and certain features and certain views of the figures may be shown exaggerated in scale or in schematic for clarity and/or conciseness. Additionally, several examples have been described throughout this specification. Any features from any example may be included with, a replacement for, or otherwise combined with other features from other examples.\nElectric vehicles (EVs) are becoming more prevalent. In fact, many countries are considering certain restrictions on gas vehicles, thereby increasing the demand for EVs. An EV may be a full EV, which operates entirely on electricity, or a hybrid EV, which includes two power sources: one powered by electricity and one powered by gas or some other fuel. Both full EVs and hybrid EVs employ a battery to store energy that is used to power a motor of the EV. When buying an EV, consumers typically desire the battery to contain much more power than needed to drive to a destination (e.g., work) and back (e.g., back home) in case the consumer has to make additional stops or trips. For example, many consumers desire a battery that has 2 to 3 times more battery capacity than is typically needed. For instance, a consumer that travels 50 miles to and from work will typically desire a vehicle having a charge range of at least 100-150 miles, and as much as 300 miles. As a result, EVs are manufactured with relatively large batteries to meet the consumers' demands. Not only are these large batteries expensive, but they add significant weight to the vehicle and, thus, decrease the efficiency of the vehicle. The added weight also means a more rigid chassis is needed to support the battery, which further increases manufacturing costs.\nExample methods, apparatus and articles of manufacture are disclosed herein for recharging a battery of an EV (a full EV or a hybrid EV). In some examples, charging may occur while the EV is in motion, which enables the EV to be charged between stops and more often and, thus, decreases the need for a larger battery. As a result, the EV can employ a battery having a relatively smaller capacity and, thus, smaller sized batteries can be utilized. Smaller batteries are relatively lighter and cheaper to manufacture. Therefore, the disclosed methods, apparatus and articles of manufacture reduce costs and increase fuel economy of an EV. Further, the example methods, apparatus and articles of manufacture disclosed herein enable drivers to be more confident in their driving ranges because a mobile charge operation can be performed while the EV is en route and with minimal interference to the EV.\nIn some disclosed examples, one or more mobile charge vehicles or units (MCVs) are stationed, or in motion, throughout an area, such as a city or town. If the remaining energy or charge of the battery of an EV becomes low (i.e., a charge is needed), a mobile charge operation can be requested (e.g., manually or automatically). One of the MCVs is scheduled to rendezvous with the EV at a rendezvous location (e.g., along a section of a highway). The EV includes a first charge interface for the battery that is accessible from an exterior of the EV. In particular, the first charge interface is disposed on an exterior surface of the EV (e.g., on a rear bumper of the EV). As used herein, “on an exterior surface” or “on an exterior” means on an outer most surface (e.g., flush with or protruding from the outer most surface) of a vehicle, in a recess formed in an outer most surface of a vehicle, or behind a protective cover such as a door that opens or a rubber seal that can be penetrated. Example MCVs include an articulating arm carrying a second charge interface for a battery or other source of electrical energy supply carried by the MCV. When the MCV is positioned within a target distance from the EV, the articulating arm is extended to engage the second charge interface with the first charge interface. In some examples, the engagement between the charge interfaces is a direct connection. For example, the second charge interface on the mobile charge vehicle may be a male pin connector and the first charge interface on the EV may be a female socket connector. In other examples, the first and second charge interfaces may include inductive plates for wireless charging or charging that does not require a fixed physical contact between the charge interfaces.\nIn some examples, the mobile charge vehicle includes an alignment sensor to align the second charge interface on the mobile charge vehicle with the first charge interface on the EV. In some examples, the alignment sensor is carried on the end of the arm (e.g., adjacent the second charge interface). The alignment sensor may be one or more of camera, a laser, an acoustic sensor (e.g., a sonic or ultrasound sensor), for example. In other examples, other types of alignment sensors may be employed. For example, a detection/alignment system may be employed that includes a sender (e.g., an infrared light) and a receiver (e.g., an infrared sensor).\nIn some examples, during deployment of the arm and/or during charging, the EV switches into autonomous driving mode in which the EV is self-driven. In some instances, having the EV in an autonomous driving mode ensures that the EV is driven with consideration of the MCV driving adjacent (e.g., behind) the EV. For example, the EV may be driven more cautiously to account for braking distance and/or other road and traffic conditions. In some examples, the MCV is autonomous or self-driving. In some examples, the EV and the MCV communicate driving information (e.g., a speed, a direction, a quantity of braking or accelerating, a road condition(s), a traffic condition(s), etc.) to each other to synchronize the driving of both vehicles. As such, the EV and/or the MCV may adjust their driving according to the other to maintain the vehicles within a target distance (e.g., a desired range) while the charging takes place. Once the charge is complete or a desired charge amount is reached, the arm may be retracted and the EV may continue to its desired destination.\nAn example system 100 for charging an electric vehicle (EV) 102 (e.g., a first vehicle) with a mobile charge vehicle (MCV) 104 (e.g., a second vehicle) is illustrated in FIG. 1. The EV 102 may be any vehicle (e.g., an automobile) powered at least in part by a battery or another source of stored energy (e.g., a capacitor). The electric vehicle 102 may be a full EV (e.g., powered entirely by electricity) or a hybrid EV (e.g., powered in part by a gas or fuel and in part by electricity).\nIn the illustrated example, the EV 102 includes a battery 106 (e.g., a first battery). The battery 106 may be one battery or multiple batteries that provide electrical power to a motor of the EV 102. The MCV 104 includes a battery 108 (e.g., a second battery, an energy supply) that may include one or more batteries. In some examples, the battery 108 of the MCV 104 is pre-charged. Additionally or alternatively, in some examples, the MCV 104 charges the battery 108 with the engine of the MCV 104 (e.g., via an alternator) and/or another engine (e.g., a generator) carried by the MCV 104. The MCV 104 may be a full EV, a hybrid EV, a gas powered vehicle, a fuel cell vehicle, or any other type of vehicle having an energy supply.\nTo transfer energy from the battery 108 of the MCV 104 to the battery 106 of the EV 102, the EV 102 includes a first charge interface 110 for the battery 106 and the MCV 104 includes a second charge interface 112 for the battery 108. When the first charge interface 110 and the second charge interface 112 are engaged (e.g., coupled or in close proximity), energy can be transferred from the battery 108 of the MCV 104 to the battery 106 of the EV 102. In other words, the first charge interface 110 is configured to be engaged with the second charge interface 112 to transfer electrical energy from the battery 108 of the MCV 104 to the battery 106 of the EV 102. For example, the first charge interface 110 may be a female connector and the second charge interface 112 may be a male connector, or vice versa.\nThe first charge interface 110 is to be disposed on an exterior surface of the EV 102. In the illustrated example, the first charge interface 110 is located on a rear 114 of the EV 102 (e.g., on a rear bumper, beneath the rear bumper, etc.). The second charge interface 112 is located on a front 116 of the MCV 104 (e.g., on a front bumper, beneath or above the front bumper, etc.). In particular, the second charge interface 112 is carried on an end of an articulating arm 118 that is movably coupled to the front 116 of the MCV 104. The arm 118 is controlled to move the second charge interface 112 outward and to engage the second charge interface 112 with the first charge interface 110, as disclosed in further detail herein.\nIn the illustrated example, the EV 102 includes a charge monitoring system 120 that monitors the level of energy or charge remaining in the battery 106. In some examples, the charge monitoring system 120 automatically requests a charge from an MCV (e.g., the MCV 104) when the remaining energy in the battery 106 reaches a threshold (e.g., 10% capacity). Additionally or alternatively, in some examples a user (e.g., the driver of the EV 102) requests a charge from an MCV.\nIn some examples, the system 100 operates in a plurality of modes or phases throughout a charging process. For example, the charge monitoring system 120 of the EV 102 and a charge monitoring system 122 of the MCV 104 may operate the respective vehicles in different modes. Once a charge is requested, the system 100 coordinates a rendezvous between an MCV, such as the MCV 104, and the EV 102. In some examples, multiple MCVs are stationed through an area (e.g., a city). In some examples, the MCVs are stationed at charge stations and are charging their respective batteries. In a rendezvous mode (e.g., a first mode), the charge monitoring system 122 of the selected MCV 104 navigates the MCV 104 to a rendezvous location and approaches the EV 102. Example methods, apparatus and articles of manufacture that may be implemented to coordinate a rendezvous between an MCV and an EV are disclosed in International Patent Application No. PCT/US16/34103, titled “Methods and Apparatus to Charge Electric Vehicles,” filed May 25, 2016, which is incorporated herein by reference in its entirety.\nIn the illustrated example, the EV 102 includes a global positioning system (GPS) receiver 124 and the MCV 104 includes a GPS receiver 126. A rendezvous location may be determined based on the locations of the EV 102 and the MCV 104. In some examples, the rendezvous location is a range. For example, the rendezvous location may be a quarter mile section of a highway where the MCV 104 is scheduled to meet the EV 102. In some examples, the MCV 104 is autonomously driven. The MCV 104 includes an autonomous driving system 128 that automatically drives the MCV 104 to the rendezvous location. The rendezvous location may be constantly updated based on changes in the location and/or anticipated location of the EV 102 and/or the MCV 104. As such, the EV 102 can continue to its desired location without interruption. In other examples, the MCV 104 is human driven.\nThe MCV 104 drives to the rendezvous location and approaches the rear 114 of the EV 102 until the MCV 104 is within a target distance from the EV 102. Once the MCV 104 is within a target distance of the EV 102, the system 100 operates in a deployment mode (e.g., a second mode) in which the arm 118 is deployed to engage the second charge interface 112 with the first charge interface 110. In some examples, the charge monitoring system 120 and/or the charge monitoring system 122 determines whether the MCV 104 is within the target distance based on the relative locations of the EV 102 and the MCV 104 determined by the GPS receivers 124, 126. In some examples, vehicle object detection sensors such as radar, ultrasound, camera, etc. may be used to determine the relative locations of the EV 102 and the MCV 104. Additionally or alternatively, alignment information from an alignment sensor (e.g., such as the alignment sensor 322 of FIG. 3) may be used to determine whether the MCV 104 is within the target distance from the EV 102.\nIn some examples, the target distance is based on one or more of the size of the EV 102, the size of the MCV 104, the speed of the EV 102, the speed of the MCV 104, the reachable distance of the arm 118, road conditions (e.g., potholes, icy roads, etc.), traffic conditions, etc. In some examples, the target distance is a range. For example, the target distance may be an area in which a center of the front 116 of the MCV 104 is intended to remain, such as within a distance of 3′-6′ behind the middle of the rear 114 of the EV 102, and within 2′ to either side of a middle of the rear 114 of the EV 102. In other examples, the target distance may be other ranges. Within this range, the arm 118 can operate to engage the second charge interface 112 with the first charge interface 110 for charging (as disclosed in further detail herein). In the illustrated example, the MCV 104 includes an arm controller 130 to control the arm 118 to engage the second charge interface 112 with the first charge interface 110.\nOnce the second charge interface 112 is engaged with the first charge interface 110, the system 100 operates in a charge mode (e.g., a third mode). For example, the charge monitoring system 120 of the EV 102 and the charge monitoring system 122 of the MCV 104 switch to a charge mode and energy is transferred from the battery 108 of the MCV to the battery 106 of the EV 102. In some examples, during the deployment mode and/or the charge mode, the EV 102 and/or the MCV 104 are switched to an autonomous driving mode (e.g., a self-driving mode). For instance, once the MCV 104 is within the target distance, the charge monitoring system 120 of the EV 102 may switch the EV 102 into an autonomous driving mode. Additionally or alternatively, the charge monitoring system 122 of the MCV 104 may switch to the MCV 104 into an autonomous driving mode. In the illustrated example, the EV 102 includes an autonomous driving system 132 that operates to automatically drive the EV 102. The autonomous driving system 132 drives the EV 102 based on the consideration that the MCV 102 is adjacent (e.g., behind) the EV 102. For example, the autonomous driving system 132 may drive the EV 102 at a relatively slower speed, take wider turns, allow for more room between the EV 102 and vehicles ahead (e.g., to enable the EV 102 to accelerate and decelerate at lower rates), etc. In some examples, the autonomous driving system 132 may consider road conditions (e.g., potholes, icy roads, etc.) and/or traffic conditions.\nIn some examples, after switching the EV 102 into an autonomous driving mode, the EV 102 is controlled to reduce a distance between the MCV 104 and the EV 102 to a second target distance, which is closer than the initial target distance. For example, the MCV 104 may drive to the rendezvous location and approach the rear 114 of the EV 102 until the MCV 104 is within a first target distance. The first target distance may be, for example, a range of 10′-20′. When the MCV 104 is within first target distance from the EV 102, the charge monitoring system 120 of the EV 102 switches the EV 102 into an autonomous driving mode. The EV 102 and/or the MCV 104 are then autonomously controlled (e.g., via the respective autonomous driving systems 132, 128) to reduce a distance between the EV 102 and the MCV 104 to a second target distance, which is smaller than the first target distance. For example, the second target distance may be 3′-6′. The EV 102 may reduce its speed, for example. Additionally or alternatively, the EV 102 may send driving instructions (e.g., via the communications system 134 (FIG. 1)) to the MCV 104 to reduce the distance between the MCV 104 an the EV 102. The charge monitoring system 120 and/or the charge monitoring system 122 determines whether the MCV 104 is within the second target distance (e.g., by detecting the relative locations of the EV 102 and the MCV 104 from the GPS receivers 124, 126, the alignment sensor 322, etc.). Once the MCV 104 is within the second target distance, the arm 118 may be deployed to engage the second charge interface 112 with the first charge interface 110 and energy can be transferred from the MCV 104 to the EV 102. In some examples, switching the EV 102 to the autonomous driving mode before moving the MCV 104 closer to the EV 102 (where the arm 118 is deployed) increases the safety of the process. In other examples, more than two target distances may be employed.\nAs the EV 102 drives, the MCV 104 is synchronized to drive with the EV 102 (e.g., via adaptive cruise or another autonomous control). In some examples, the MCV 104 includes one or more sensors that automatically detect a position of the EV 102 and adjusts the speed, direction, etc. of the MCV 104 to stay within the target distance. In some examples, driving information is communicated to the MCV 104 so that the MCV 104 can synchronize its driving. In the illustrated example, the EV 102 includes a communication system 134 and the MCV 104 includes a communication system 136. The communication systems 134, 136 may be, for example, dedicated short range communications (DSRC). DSRC is a two-way short-to-medium wireless communication capability that permits a high rate of data transmission. In other examples, the communication systems 134, 136 may employ Bluetooth, radio, and/or any other vehicle-to-vehicle (V2V) communication device(s). The driving information (e.g., speed, steering, anticipated braking, etc.) is transmitted from the EV 102 to the MCV 104. The autonomous driving system 128 of the MCV 104 uses the driving information to adjust its speed, steering, etc. to stay within the target distance.\nIn other examples, the EV 102 is not autonomously driven, and the driver of the EV 102 continues to control the EV 102 while in the deployment and/or charge modes. In such an example, the EV 102 includes a driving detection system 138. The driving detection system 138 receives inputs from the steering column, the position of the brake pedal, the position of the gas pedal, the speedometer, etc. The driving information is similarly transmitted to the MCV 104 so that the MCV 104 can adjust its speed, steering, etc. to remain within the target distance.\nAfter the charging is completed, the system 100 operates in a detachment mode. In some examples, the charge monitoring system 120 determines when the battery 106 is charged and requests (e.g., using the communications system 134) a disengagement. The charge monitoring system 122 uses the arm controller 130 to disengage the second charge interface 112 from the first charge interface 110. The EV 102 continues to its desired location, and the MCV 104 may then be redirected to a new destination (e.g., back to a charging station). In some examples, the EV 102 and/or the MCV 104 are switched back to manual mode. As can been seen, the EV 102 is not required to stop, slow down or alter its course during the charging process. As a result, the EV 102 can continue to its desired destination with minimal interference.\nIn some examples, energy is transferred via a direct or physical connection between the first charge interface 110 and the second charge interface 112. FIG. 2 illustrates the rear 114 of the EV 102 showing the first charge interface 110. In the illustrated example, the first charge interface 110 is implemented as a female socket connector 200 (e.g., a female connector). The first charge interface 110 is mounted in a recess 202 (e.g., a nozzle) formed in the rear 114 of the EV 102 (e.g., formed in an exterior surface of the EV 102). In the illustrated example, the recess 202 is conical, which aids in aligning or docking the second charge interface 112 with the first charge interface 110. In other examples, the recess 202 may be shaped differently. In some examples, the female socket connector 200 is not disposed in a recess (e.g., is flush or even with the rear 114 of the EV 102).\n FIG. 3 is a top view showing the arm 118 in a retracted position and FIG. 4 is a top view showing the arm 118 in a deployed position. The arm 118 may be extended between the retracted position and the deployed position during the deployment mode, for example. In the illustrated example, the arm 118 includes a first arm portion 300 rotatably coupled to the front 116 of the MCV 104 at a first joint 302. The first arm portion 300 is rotatable about the first joint 302 via a first motor 304 (e.g., an actuator). The first motor 304 also moves the first arm portion 300 vertically, such that the arm 118 can be moved up and down as desired. In the illustrated example, a second arm portion 306 is rotatably coupled to an end of the first arm portion 300 at a second joint 308. The second arm portion 306 is rotatable about the second joint 308 via second motor 310. In the illustrated example, the second charge interface 112 is rotatably coupled to an end of the second arm portion 306 at a third joint 312. The second charge interface 112 is rotatable about the third joint 312 via a third motor 314. The arm controller 130 (FIG. 1) controls the first, second and third motors 304, 310, 314 to move the second charge interface 112 toward or away from the first charge interface 110. A charge cable or cord 316 extends from the MCV 104 to the second charge interface 112 and couples the battery 108 (FIG. 1) to the second charge interface 112.\nTo bias the second charge interface 112 toward the first charge interface 110 and maintain a relatively tight connection, the arm 118 includes a shock or strut 318 having a spring 320. The spring 320 acts to absorb bounces or disturbances. In the illustrated example, the strut 318 is coupled to the end of the second arm portion 306, and the second charge interface 112 is coupled to the strut 318 (i.e., the strut is coupled between the second charge interface 112 and the second arm portion 306). The spring 320 biases the second charge interface 112 outward (e.g., away from the front 116 of the MCV 104). In some examples, the arm 118 is controlled to apply a predetermined amount of force when engaging the second charge interface 112 with the first charge interface 110, which partially or fully compresses the spring 320, as illustrated in FIG. 4. As a result, if the EV 102 and/or the MCV 104 move apart from each other, toward each other, or otherwise experience small movements relative to each other (e.g., caused by bumps in the road) the spring 320 maintains a biasing force to maintain the second charge interface 112 in engagement with the first charge interface 110. In some examples, a latch or lock (e.g., with a limited locking force or release threshold) is provided to temporarily couple the second charge interface 112 to the first charge interface 110. In other examples, no lock or latch device is provided, so that if a significant departure is experienced, the second charge interface 112 can easily break away from the first charge interface 110, thereby minimizing the likelihood of damage.\nIn some examples, an alignment sensor 322 is employed to align the second charge interface 112 with the first charge interface 110. In the illustrated example, the alignment sensor 322 is carried on the end of the arm 118 adjacent the second charge interface 112. The alignment sensor 322 detects a position or location of the first charge interface 110 and communicates the relative position between the first charge interface 110 and the second charge interface 112 to the arm controller 130 (FIG. 1), which uses the information to control the arm 118 (e.g., via the first, second and/or third motors 304, 310, 314) to move the second charge interface 112 toward the first charge interface 110. The alignment sensor 322 may be one or more of a camera, a laser, radar, a sonic sensor (e.g., an ultrasound sensor) or a maser, for example. In other examples, other types of alignment sensors may be employed. For example, the alignment sensor 322 may include a GPS receiver. The alignment sensor 322 may align the second charge interface 112 based on the relative position between the location of the alignment sensor 322 and the location of the first charge interface 110. In some examples, in addition to or as an alternative to the driving information sent from the EV 102, the alignment sensor 322 communicates the relative position to the autonomous driving system 128 of the MCV 104 so that the MCV 104 can adjust its speed, direction, etc. to stay within the target distance.\nIn some examples, the alignment sensor 322 is coupled to another other location for detecting the relative positions of the first charge interface 110 and the second charge interface 112. For instance, in some examples, the alignment sensor 322 is mounted on the EV 102, and the alignment sensor 322 detects the position of the second charge interface 112 and communicates the position (e.g., via the communication system 130 (FIG. 1)) to the MCV 104. The arm controller 130 (FIG. 1) controls the arm 118 based on the position detected by the alignment sensor 322. In some examples, multiple alignment sensors (and/or receivers) are employed.\nDepending on the location of the second charge interface 112 relative to the first charge interface 110, the arm 118 moves to engage the second charge interface 112 with the first charge interface 110. Additionally or alternatively, the speed and/or direction of the EV 102 and/or the MCV 104 may be controlled to adjust the relative position between the first charge interface 110 and the second charge interface 112. In the illustrated example, the second charge interface 112 is implemented as a male pin connector 324 (e.g., a male connector), and the first charge interface 110 is the female socket connector 200. As a result, the arm 118 is controlled to insert the male pin connector 324 into the female socket connector 200, as illustrated in FIG. 4. The conical shape of the recess 202 aids in aligning the second charge interface 112 (e.g., the male pin connector 324) with the first charge interface 110 (e.g., the female plug connector 200) as the second charge interface 112 approaches. In the illustrated example, the second charge interface 112 includes an angled or tapered surface 326. When the second charge interface 112 is moved towards the first charge interface 110, the tapered surface 326 engages the conical walls of the recess 202 to align the second charge interface 112 and the first charge interface 110.\nIn the illustrated example, the second charge interface 112 is implemented as the male pin connector 324 and the first charge interface 110 is implemented as the female socket connector 200. The male pin connector 324 may be a 2 pin connector, a 3 pin connector, a 4 pin connector, etc. In other examples, other types of direct connection connectors may be implemented, such as cylindrical connectors. In some examples, the second charge interface 112 is implemented as a female socket connector and the first charge interface 110 is implemented as a male pin connector.\n FIGS. 5 and 6 illustrate another example charge interface that may be implemented to transfer energy from the MCV 104 to the EV 102. The example charge interface employs inductive charging (e.g., wireless charging). In the illustrated example, the first charge interface 110 includes an inductive receiver plate 500 (e.g., a first plate) and the second charge interface 112 includes an inductive transmitter plate 502 (e.g., a second plate). The inductive transmitter plate 502 includes a primary coil and the inductive receiver plate 500 includes a secondary coil. To transmit power, the inductive receiver plate 500 and the inductive transmitter plate 502 are positioned close to one another (e.g., without physical contact between the plates 500, 502) or in direct contact with each other. When the inductive receiver plate 500 and the inductive | Example methods, apparatus and articles of manufacture for mobile charging of an electric vehicle are described herein. An example electric vehicle includes a battery and a first charge interface for the battery disposed on an exterior surface of the electric vehicle. The first charge interface is configured to be engaged with a second charge interface on an articulating arm of a mobile charge vehicle to transfer energy from an energy source of the mobile charge vehicle to the battery while the electric vehicle is in motion. | US:16/306,105 | https://patentimages.storage.googleapis.com/a0/c7/3d/28371f5e1cae2c/US11110812.pdf | US:11110812 | Kenneth James Miller | Ford Global Technologies LLC | US:20100201309:A1, US:9533587, US:9527394, US:9493087, US:9630516, US:9744870, US:10108202, US:20170136881:A1, US:10532663, US:20200317067:A1, US:10011181 | 2021-09-07 | 2021-09-07 | 1. An electric vehicle comprising:\na battery; and\na first charge interface for the battery disposed on an exterior surface of the electric vehicle, the first charge interface configured to be engaged with a second charge interface on an articulating arm of a mobile charge vehicle to transfer energy from an energy source of the mobile charge vehicle to the battery while the electric vehicle is in motion,\nwherein the first charge interface includes an inductive receiver plate to receive the energy from an inductive transmitter plate of the second charge interface, and\nwherein the inductive receiver plate is angled downward.\n, a battery; and, a first charge interface for the battery disposed on an exterior surface of the electric vehicle, the first charge interface configured to be engaged with a second charge interface on an articulating arm of a mobile charge vehicle to transfer energy from an energy source of the mobile charge vehicle to the battery while the electric vehicle is in motion,, wherein the first charge interface includes an inductive receiver plate to receive the energy from an inductive transmitter plate of the second charge interface, and, wherein the inductive receiver plate is angled downward., 2. The electric vehicle of claim 1, wherein the first charge interface includes a female connector to receive a male connector of the second charge interface., 3. The electric vehicle of claim 2 further including a conical recess formed in a rear of the electric vehicle, the female connector disposed in the conical recess., 4. The electric vehicle of claim 1 further including a charge monitoring system to switch the electric vehicle into an autonomous driving mode while the energy is transferred from the energy source to the battery., 5. The electric vehicle of claim 1 further including a communication system to transfer driving information to the mobile charge vehicle, the driving information including at least one of a speed of the electric vehicle, a direction of the electric vehicle, a road condition or a traffic condition., 6. A mobile charge vehicle for charging an electric vehicle having a battery and a first charge interface, the mobile charge vehicle comprising:\nan energy supply;\nan articulating arm;\na second charge interface coupled to an end of the articulating arm; and\na controller to move the articulating arm to engage the second charge interface with the first charge interface while the mobile charge vehicle is moving,\nwherein the articulating arm includes:\na first arm portion rotatably coupled to a front of the mobile charge vehicle; and\na second arm portion rotatably coupled to an end of the first arm portion, the second charge interface rotatably coupled to the second arm portion.\n\n, an energy supply;, an articulating arm;, a second charge interface coupled to an end of the articulating arm; and, a controller to move the articulating arm to engage the second charge interface with the first charge interface while the mobile charge vehicle is moving,, wherein the articulating arm includes:\na first arm portion rotatably coupled to a front of the mobile charge vehicle; and\na second arm portion rotatably coupled to an end of the first arm portion, the second charge interface rotatably coupled to the second arm portion.\n, a first arm portion rotatably coupled to a front of the mobile charge vehicle; and, a second arm portion rotatably coupled to an end of the first arm portion, the second charge interface rotatably coupled to the second arm portion., 7. The mobile charge vehicle of claim 6 further including a strut having a spring coupled between the second charge interface and the second arm portion to bias the second charge interface outward., 8. The mobile charge vehicle of claim 6, wherein the second charge interface includes an inductive transmitter plate to transfer energy to an inductive receiver plate of the first charge interface., 9. The mobile charge vehicle of claim 8, wherein a surface area of the inductive transmitter plate is smaller than a surface area of the inductive receiver plate., 10. The mobile charge vehicle of claim 8, wherein the controller is to control the articulating arm to position the inductive transmitter plate in contact with the inductive receiver plate., 11. The mobile charge vehicle of claim 8, wherein the controller is to control the articulating arm to position the inductive transmitter plate adjacent the inductive receiver plate without contacting the inductive receiver plate., 12. The mobile charge vehicle of claim 6 further including an alignment sensor carried by an end of the articulating arm to detect a location of the first charge interface., 13. The mobile charge vehicle of claim 12, wherein the alignment sensor includes at least one of a camera, a laser, an acoustic sensor or a maser., 14. An apparatus comprising:\na first vehicle having a first charge interface disposed in a recess formed in an exterior surface of the first vehicle; and\na second vehicle having an articulating arm, a second charge interface carried on an end of the articulating arm, the articulating arm to extend the second charge interface to engage the first charge interface while the first and second vehicles are moving,\nwherein the recess is conical, and the second charge interface includes a tapered surface to engage the recess when the second charge interface moves towards the first charge interface.\n, a first vehicle having a first charge interface disposed in a recess formed in an exterior surface of the first vehicle; and, a second vehicle having an articulating arm, a second charge interface carried on an end of the articulating arm, the articulating arm to extend the second charge interface to engage the first charge interface while the first and second vehicles are moving,, wherein the recess is conical, and the second charge interface includes a tapered surface to engage the recess when the second charge interface moves towards the first charge interface., 15. The apparatus of claim 14, wherein the articulating arm is disposed on a front of the second vehicle., 16. The apparatus of claim 14, wherein the articulating arm includes a strut having a spring, the second charge interface carried by the strut, the spring to bias the second charge interface toward the first charge interface when the second charge interface is engaged with the first charge interface., 17. An apparatus comprising:\na first vehicle having a first charge interface disposed in a recess formed in an exterior surface of the first vehicle; and\na second vehicle having an articulating arm, a second charge interface carried on an end of the articulating arm, the articulating arm to extend the second charge interface to engage the first charge interface while the first and second vehicles are moving,\nwherein the articulating arm includes a strut having a spring, the second charge interface carried by the strut, the spring to bias the second charge interface toward the first charge interface when the second charge interface is engaged with the first charge interface.\n, a first vehicle having a first charge interface disposed in a recess formed in an exterior surface of the first vehicle; and, a second vehicle having an articulating arm, a second charge interface carried on an end of the articulating arm, the articulating arm to extend the second charge interface to engage the first charge interface while the first and second vehicles are moving,, wherein the articulating arm includes a strut having a spring, the second charge interface carried by the strut, the spring to bias the second charge interface toward the first charge interface when the second charge interface is engaged with the first charge interface. | US | United States | Active | B | True |
| 140 | 一种基于聚类分析的电池系统在线故障诊断方法和系统 \n | WO2022151819A1 | NaN | 本发明涉及一种基于聚类分析的电池系统在线故障诊断方法和系统。本发明提供的基于聚类分析的电池系统在线故障诊断方法和系统，基于获取的电动汽车的运行数据，采用K-means聚类算法对电动汽车电池系统中的电池单体进行簇分类，然后依据分类得到的两种电池单体簇间的欧式距离，快速、准确的确定异常的电池单体，并进行电池单体序号的输出，以降低实车中电池单体故障监测的难度。 | PC:T/CN2021/129524 | https://patentimages.storage.googleapis.com/c0/ee/d3/0fa7ac0490c0d7/WO2022151819A1.pdf | NaN | 王震坡, 孙振宇, 刘鹏, 张照生, 逄昊, 尹豪 | 北京理工大学 | CN:106371021:A, CN:108254689:A, CN:111929591:A, CN:112858919:A | Not available | 2022-07-21 | 一种基于聚类分析的电池系统在线故障诊断方法，其特征在于，包括：, 获取电动汽车的运行数据；所述运行数据包括：每一电池单体的电压、电流和温度；, 根据所述运行数据形成电压矩阵；所述电压矩阵的行代表电池单体序号，所述电压矩阵的列代表时间序列；, 采用K-means聚类算法，根据所述电压矩阵将电动汽车中的电池单体分为异常电池单体簇和正常电池单体簇；, 确定所述异常电池单体簇和所述正常电池单体簇中电池单体的数量比，并分别确定所述异常电池单体簇中簇中心和所述正常电池单体簇中簇中心的相关参数；所述相关参数包括：相关系数和波动方差；, 根据所述相关参数确定所述异常电池单体簇的簇中心与所述正常电池单体簇的簇中心间的欧式距离；, 获取预设阈值；所述预设阈值包括：数量比阈值和欧式距离阈值；, 根据所述数量比与所述数量比阈值间的关系，以及所述欧式距离与所述欧式距离阈值间的关系确定异常电池单体，并输出所述异常电池单体的序号。, 根据权利要求1所述的基于聚类分析的电池系统在线故障诊断方法，其特征在于，所述采用K-means聚类算法，根据所述电压矩阵将电动汽车中的电池单体分为异常电池单体簇和正常电池单体簇，具体包括：, 根据所述电压矩阵构建样本集；所述样本集包括：多个由每一电池单体的相关系数和每一电池单体波动方差构成的元素；, 采用所述K-means聚类算法基于所述样本集将电动汽车中的电池单体分为异常电池单体簇和正常电池单体簇。, 根据权利要求2所述的基于聚类分析的电池系统在线故障诊断方法，其特征在于，所述根据所述电压矩阵构建样本集，具体包括：, 确定所述电压矩阵中相邻两个电池单体间的皮尔森相关系数；, 根据确定的相邻两个电池单体间的皮尔森相关系数确定电池单体的相关系数；, 获取每一电池单体的电压值以及所有电池单体的电压均值；, 根据所述每一电池单体的电压值以及所有电池单体的电压均值确定电池单体的波动方差；, 根据所述电池单体的相关系数和所述电池单体的波动方差构建所述样本集。, 根据权利要求3所述的基于聚类分析的电池系统在线故障诊断方法，其特征在于，所述根据所述电压值和电压均值确定电池单体的波动方差，具体包括：, 根据所述每一电池单体的电压值以及所有电池单体的电压均值对所述电池单体进行趋势化处理后，得到趋势化向量；, 根据所述趋势化向量确定电池单体的波动方差。, 一种基于聚类分析的电池系统在线故障诊断系统，其特征在于，包括：, 运行数据获取模块，用于获取电动汽车的运行数据；所述运行数据包括：每一电池单体的电压、电流和温度；, 电压矩阵形成模块，用于根据所述运行数据形成电压矩阵；所述电压矩阵的行代表电池单体序号，所述电压矩阵的列代表时间序列；, 簇分类模块，用于采用K-means聚类算法，根据所述电压矩阵将电动汽车中的电池单体分为异常电池单体簇和正常电池单体簇；, 参数确定模块，用于确定所述异常电池单体簇和所述正常电池单体簇中电池单体的数量比，并分别确定所述异常电池单体簇中簇中心和所述正常电池单体簇中簇中心的相关参数；所述相关参数包括：相关系数和波动方差；, 欧式距离确定模块，用于根据所述相关参数确定所述异常电池单体簇的簇中心与所述正常电池单体簇的簇中心间的欧式距离；, 阈值获取模块，用于获取预设阈值；所述预设阈值包括：数量比阈值和欧 式距离阈值；, 异常电池单体确定模块，用于根据所述数量比与所述数量比阈值间的关系，以及所述欧式距离与所述欧式距离阈值间的关系确定异常电池单体，并输出所述异常电池单体的序号。, 根据权利要求5所述的基于聚类分析的电池系统在线故障诊断系统，其特征在于，所述簇分类模块具体包括：, 样本集构建子模块，用于根据所述电压矩阵构建样本集；所述样本集包括：多个由每一电池单体的相关系数和每一电池单体波动方差构成的元素；, 簇分类子模块，用于采用所述K-means聚类算法基于所述样本集将电动汽车中的电池单体分为异常电池单体簇和正常电池单体簇。, 根据权利要求6所述的基于聚类分析的电池系统在线故障诊断系统，其特征在于，所述样本集构建子模块具体包括：, 皮尔森相关系数确定单元，用于确定所述电压矩阵中相邻两个电池单体间的皮尔森相关系数；, 相关系数确定单元，用于根据确定的相邻两个电池单体间的皮尔森相关系数确定电池单体的相关系数；, 电压值获取单元，用于获取每一电池单体的电压值以及所有电池单体的电压均值；, 波动方差确定单元，用于根据所述每一电池单体的电压值以及所有电池单体的电压均值确定电池单体的波动方差；, 样本集构建单元，用于根据所述电池单体的相关系数和所述电池单体的波动方差构建所述样本集。, 根据权利要求7所述的基于聚类分析的电池系统在线故障诊断系统，其特征在于，所述波动方差确定单元具体包括：, 趋势化向量确定子单元，用于根据所述每一电池单体的电压值以及所有电池单体的电压均值对所述电池单体进行趋势化处理后，得到趋势化向量；, 波动方差确定子单元，用于根据所述趋势化向量确定电池单体的波动方差。 | WO | WIPO (PCT) | NaN | G | True |
| 141 | Adaptive thermal management of an electric energy storage method and system apparatus \n | US10780786B2 | This application claims priority to U.S. patent application Ser. No. 14/035,482 filed on Sep. 24, 2013, which claims priority to U.S. Provisional Application No. 61/704,891, filed on Sep. 24, 2012, both of which are incorporated by reference herein in their entirety.\nAspects of the present disclosure generally relate to electric energy storage systems, and more particularly to thermal management of electric energy storage systems.\nElectric powered vehicles for transportation offer reduction of harmful emissions in our environment, improved fuel economy and strengthened security of energy supply. Generally speaking, electric vehicles (EVs) may include road and rail vehicles, surface and underwater vessels, electric aircraft and electric spacecraft. An EV may be powered by stored energy, generated energy, or a combination of both. Onboard energy is commonly generated using an internal combustion engine, a fuel cell, solar cells, etc. Typically, an electrical energy storage system is required to power electric vehicles. Other components that make up the rest of the drive system include traction motor(s) interfaced to the vehicle wheel system, high and low voltage power electronics, electrically powered accessories, system controls and vehicle interface.\nEnergy storage systems are created with a plurality of energy storage cells connected electrically to form a stack or module of cells configured in series or parallel to provide power and energy required for an application. Energy storage cells are typically battery cells or ultracapacitor cells. Depending on the power and energy granularity of the stack, there are stacks electrically connected in a system. In use under a typical charge/discharge duty cycle, the battery cells produce heat which must be controlled in order to maximize life of the elements and minimize the risk of thermal runaway. Electric energy storage systems may have higher performance and longer life when sufficiently cooled. Thermal management of electric energy storage systems may present unique challenges when the duty cycle of the energy storage system is variable, such as in an electric vehicle. Further, thermal management may be beneficial in other energy storage systems having variable or otherwise irregular duty cycles, such as vehicle to grid power supply, windmills, electric lifts, large user-operated electric equipment, etc.\nTo optimize the safety, reliability, performance, active thermal management systems are often incorporated into the energy storage system. Active thermal management is generally accomplished by circulating a heat exchange fluid such as air or liquid or other media, using integrated HVAC units, or hybrid internal air circulation in conjunction with a water based chiller system, or Peltier thermal electric systems. Any HVAC system that is capable of adding or removing sufficient heat to an energy storage cell can be used with this present embodiment. Examples of different cooling circuit topologies in prior art used for thermal conditioning include liquid cooling loops to liquid air heat exchanger, air circulation, internal air circulation with air/water heat exchanger, dual cooling loops connected via a water heat exchanger are some commonly used topologies.\nPrior to use, a battery system is thermally conditioned to some temperature value within the battery cell manufacturer's prescribed temperature range. Battery thermal preconditioning can be accomplished with logic that observes the ambient temperature during grid connected charging or charging from another source. The HVAC system draws power from the grid to heat the battery to an optimal temperature before charging begins. In cases when ambient temperatures are higher than the manufacturer's range, the charge control logic can cool the battery pack to desired levels before charging commences. For example, under charging scenario with low ambient temperatures, the vehicle's charge controller logic can activate a heating system interfaced to heat exchanger (4) via communication boundary (7). Under charge, pump (3) circulates fluid heated by the HVAC system connected to heat exchanger (4). In an alternate configuration an in line immersion heater is commonly incorporated into the thermal loop with various flow control devices. Prior art extends this concept to the occupants cabin of the vehicle, where pre-heating of the interior and pre-cooling of the interior is performed during charge to maximize drivers and passenger comfort and maximize vehicle range. Once the battery is preconditioned, the embodiment can be used to condition the battery if the vehicle is participating in a vehicle to grid application, or “V2G”, where the load center is the grid instead of the traction motor.\nAs an ESS is charged and discharged during use, heat is generated in the battery cells due to the cells internal resistances which ultimately results in a rise of temperature. If the heat is not rejected sufficiently fast or if the battery is allowed to operate outside of specified limits the battery will suffer reduced life, efficiency and performance, and ultimately fail. An active thermal management system is generally required to control the temperature so as to maintain the cell temperatures within an optimal temperature range. The optimal temperature range is normally prescribed by the energy storage cell manufacturer. Power is required to run the HVAC system which impacts the overall driving range and efficiency of the electric vehicle.\nIt is well known that battery life and capacity is extremely sensitive to temperature, requiring that the battery cells be operated within a well-defined temperature band. Conventional systems monitor every cell in a battery pack which increases packaging complexity and cost, and potential failure points. In addition, control methods have logic algorithms that are based on conservative threshold approach where corrective actions are based on readings that approach preset levels, which often result in an overshoot of target temperatures requiring aggressive compensation from the thermal management system, thus a reduction in efficiency. Such methods present the risk that operating limits are exceeded thus presenting a warranty issue with the battery cell supplier, reduced battery life, excess balancing required from the BMS due to thermal imbalances and swings.\nEmbodiments include a system, device, method and computer-readable medium to dynamically manage heat in an electric energy storage system.\nIn one embodiment, an apparatus comprises an energy storage system and a thermal management system. The energy storage system with an energy storage module connectable to a load. The thermal management system for regulation of operating temperature within limits prescribed by a battery manufacturer. The thermal management system is configured to an input signal measuring a parameter indicative of current drawn from a battery, to receive an input signal measuring a process parameter of cell temperature useful in the operation of the thermal management system, to receive an input signal measuring a process parameter of ambient temperature for operation of the thermal management system, to receive an input signal from a control device that requests current be drawn from the battery at a specific time, at a specified current, and to output the allowable current to be drawn to a vehicle controller.\nIn some embodiments, the input and output signals are discrete.\nIn some embodiments, the apparatus is connectable to an existing communication control network without modification of other devices on that control network.\nIn some embodiments, the apparatus may further comprise a computation device to compute an averaged current from the energy storage system, and a storage device to store a computed value to be used in calculating a temperature setpoint.\nIn some embodiments, the computation device is further configured to compute a partial differential equation or “PDE” (e.g., partial differential transient heat equation for the generation of control signal).\nIn some embodiments, the computation device is further configured to compute a multidimensional transient heat/energy equation which may also include a numerical representation of the entire thermal management system connected with the energy storage system for the generation of a control signal\nIn another embodiment, the computation device is further configured to compute a system of partial differential continuity, momentum and energy equations representing the energy storage system and the thermal management system for the generation of a control signal.\nIn some embodiments, the apparatus further comprises an actuator in the form of a dry contact, PWM signal generator, or relay center, that interfaces to the vehicle HVAC system and commands the vehicle HVAC system.\nIn some embodiments, the temperature setpoint is determined by the control expression,\n\n\n\n\n\n\n \n\n\n\n \nT_setpoint =\n\n\n \n T_setpoint_max-M*((I_AVG*α+(1−α)*I_CDR)2*R_internal \n\n\n \n / \n\n\n \n (A*(I_AVG*α+(1−α)*I_CDR)B*Acell))\n\n\n \n\n\n\n\n\nwhere,\n\n | A system, method, and computer-readable storage medium to dynamically manage heat in an electric energy storage system, such as a battery pack or ultra-capacitor pack system in a system or device having a variable electrical loads that may impact performance or life, such as in an electric vehicle. | US:15/726,397 | https://patentimages.storage.googleapis.com/46/65/55/648a9466d3bff7/US10780786.pdf | US:10780786 | Robert Del Core | Individual | US:5623232, US:20100256864:A1, US:20030118891:A1, US:20040128086:A1, US:7821282, US:20120028087:A1, US:20100290386:A1, US:20110210703:A1, US:20140067297:A1 | 2020-09-22 | 2020-09-22 | 1. A thermal management controller for a thermal management system of an energy storage system for a variable electric load, the energy storage system having a plurality of energy storage cells, the thermal management controller comprising:\na communication module communicably coupled to the thermal management system and to the energy storage system, a communication port configured to receive sensor data, performance data, and demand data of the energy storage system, and further configured to issue thermal control commands to the thermal management system;\na memory configured to store a thermal management program, performance parameters, and logged data;\na processor communicably coupled to the communication module and the memory, the processor configured to execute the thermal management program, said thermal management program configured\nto receive a current signal via the communication module that is indicative of current being supplied from the energy storage system to the variable electric load,\nto receive a thermal signal from a plurality of thermal sensors via the communication module, the thermal signal indicative of a cell temperature of at least one of the plurality of energy storage cells,\nto generate a thermal control signal by the processor that is based on an averaged current from the energy storage system to the variable electric load, and a partial differential transient heat equation, and\nto communicate the thermal control signal to the thermal management system via the communication module, said thermal control signal operative to cause the thermal management system to regulate a thermal state of at least a portion of the energy storage system.\n, a communication module communicably coupled to the thermal management system and to the energy storage system, a communication port configured to receive sensor data, performance data, and demand data of the energy storage system, and further configured to issue thermal control commands to the thermal management system;, a memory configured to store a thermal management program, performance parameters, and logged data;, a processor communicably coupled to the communication module and the memory, the processor configured to execute the thermal management program, said thermal management program configured, to receive a current signal via the communication module that is indicative of current being supplied from the energy storage system to the variable electric load,, to receive a thermal signal from a plurality of thermal sensors via the communication module, the thermal signal indicative of a cell temperature of at least one of the plurality of energy storage cells,, to generate a thermal control signal by the processor that is based on an averaged current from the energy storage system to the variable electric load, and a partial differential transient heat equation, and, to communicate the thermal control signal to the thermal management system via the communication module, said thermal control signal operative to cause the thermal management system to regulate a thermal state of at least a portion of the energy storage system., 2. A thermally managed energy storage system for a variable electric load, the thermally managed energy storage system comprising:\nan electric energy storage system including at least one energy storage module having a plurality of energy storage cells, the electric energy storage system configured to electrically couple to and power the variable electric load;\na plurality of thermal sensors configured to determine a cell temperature of at least one of the plurality of energy storage cells;\na thermal management system including a heat exchanger, a pump, and a pipe system fluidly coupled together as a closed thermal loop, the thermal management system configured to thermally condition the plurality of energy storage cells by circulating a fluid through the electric energy storage system, in response to a thermal control signal; and\na thermal management controller communicably coupled to the variable electric load, to the thermal management system, and to the plurality of sensors, the thermal management controller configured\nto receive a current signal indicative of current being supplied from the electric energy storage system to the variable electric load,\nto receive a thermal signal from the plurality of thermal sensors, the thermal signal indicative of the cell temperature of the at least one of the plurality of energy storage cells,\nto generate the thermal control signal based on an averaged current from the electric energy storage system to the variable electric load, and a partial differential transient heat equation, and\nto communicate the thermal control signal to the thermal management system.\n, an electric energy storage system including at least one energy storage module having a plurality of energy storage cells, the electric energy storage system configured to electrically couple to and power the variable electric load;, a plurality of thermal sensors configured to determine a cell temperature of at least one of the plurality of energy storage cells;, a thermal management system including a heat exchanger, a pump, and a pipe system fluidly coupled together as a closed thermal loop, the thermal management system configured to thermally condition the plurality of energy storage cells by circulating a fluid through the electric energy storage system, in response to a thermal control signal; and, a thermal management controller communicably coupled to the variable electric load, to the thermal management system, and to the plurality of sensors, the thermal management controller configured, to receive a current signal indicative of current being supplied from the electric energy storage system to the variable electric load,, to receive a thermal signal from the plurality of thermal sensors, the thermal signal indicative of the cell temperature of the at least one of the plurality of energy storage cells,, to generate the thermal control signal based on an averaged current from the electric energy storage system to the variable electric load, and a partial differential transient heat equation, and, to communicate the thermal control signal to the thermal management system., 3. The thermally managed energy storage system of claim 2, wherein the thermally managed energy storage system is integrated into an electric vehicle; and\nwherein the variable electric load is a traction motor of the electric vehicle.\n, wherein the variable electric load is a traction motor of the electric vehicle., 4. The thermally managed energy storage system of claim 3, wherein the electric energy storage system is further configured to be charged by an onboard fuel cell of the electric vehicle., 5. The thermally managed energy storage system of claim 3, wherein the electric energy storage system is further configured to be charged by an onboard internal combustion engine of the electric vehicle; and\nwherein the thermal management system is further configured to thermally condition the onboard internal combustion engine.\n, wherein the thermal management system is further configured to thermally condition the onboard internal combustion engine., 6. The thermally managed energy storage system of claim 2, wherein the variable electric load is a wind turbine generator., 7. An apparatus for an electric vehicle, the electric vehicle including an overall system controller of the electric vehicle, the apparatus comprising:\nan energy storage system with an energy storage module connectable to an electric load, the energy storage module having a battery or ultra-capacitor, the battery or ultra-capacitor having at least one cell;\na heating or cooling device including a heat exchanger, a pump, and a pipe system fluidly coupled together as a closed thermal loop, the heating or cooling device configured to heat or cool the battery or ultra-capacitor by circulating a fluid through the energy storage system, in response to a thermal control signal;\na thermal management control unit configured\nto receive a first current input signal indicative of current being supplied from the battery or ultra-capacitor to the electric load,\nto receive a second current input signal from the overall system controller of the electric vehicle, the second current input signal from the overall system controller of the electric vehicle including a request for current to be supplied from the battery or ultra-capacitor at a specific time, at a specified current,\nto receive a first temperature input signal indicative of a cell temperature of the at least one cell, the cell temperature to be used in an operation of the thermal management system,\nto receive a second temperature input signal indicative of an ambient temperature in which the battery or ultra-capacitor is operated, the ambient temperature for the operation of the thermal management system,\nto compute an averaged current from the energy storage system, and to compute a partial differential transient heat equation, for the generation of cell temperature control signals, and\nto output to the overall system controller of the electric vehicle a signal representing an allowable current to be supplied from the battery or ultra-capacitor to the electric load, and\nto output to the overall system controller of the electric vehicle the thermal control signal.\n, an energy storage system with an energy storage module connectable to an electric load, the energy storage module having a battery or ultra-capacitor, the battery or ultra-capacitor having at least one cell;, a heating or cooling device including a heat exchanger, a pump, and a pipe system fluidly coupled together as a closed thermal loop, the heating or cooling device configured to heat or cool the battery or ultra-capacitor by circulating a fluid through the energy storage system, in response to a thermal control signal;, a thermal management control unit configured, to receive a first current input signal indicative of current being supplied from the battery or ultra-capacitor to the electric load,, to receive a second current input signal from the overall system controller of the electric vehicle, the second current input signal from the overall system controller of the electric vehicle including a request for current to be supplied from the battery or ultra-capacitor at a specific time, at a specified current,, to receive a first temperature input signal indicative of a cell temperature of the at least one cell, the cell temperature to be used in an operation of the thermal management system,, to receive a second temperature input signal indicative of an ambient temperature in which the battery or ultra-capacitor is operated, the ambient temperature for the operation of the thermal management system,, to compute an averaged current from the energy storage system, and to compute a partial differential transient heat equation, for the generation of cell temperature control signals, and, to output to the overall system controller of the electric vehicle a signal representing an allowable current to be supplied from the battery or ultra-capacitor to the electric load, and, to output to the overall system controller of the electric vehicle the thermal control signal. | US | United States | Active | B | True |
| 142 | Mobile charging for electric vehicles \n | US11110812B2 | This disclosure relates generally to electric vehicles and, more particularly, to mobile charging for electric vehicles.\nElectric vehicles, including fully electric vehicles and hybrid electric vehicles, employ one or more batteries to store electrical power. These batteries are typically large to ensure an adequate driving range. Such large batteries are not only expensive to produce but add significant weight to the vehicle.\nAn example electric vehicle disclosed herein includes a battery and a first charge interface for the battery disposed on an exterior surface of the electric vehicle. The first charge interface is configured to be engaged with a second charge interface on an articulating arm of a mobile charge vehicle to transfer energy from an energy source of the mobile charge vehicle to the battery while the electric vehicle is in motion.\nA mobile charge vehicle is disclosed herein for charging an electric vehicle having a battery and a first charge interface. The mobile charge vehicle includes an energy supply, an articulating arm, a second charge interface coupled to an end of the articulating arm, and a controller to move the articulating arm to engage the second charge interface with the first charge interface while the mobile charge vehicle is moving.\nAn example apparatus disclosed herein includes a first vehicle having a first charge interface disposed in a recess formed in an exterior surface of the first vehicle and a second vehicle having an articulating arm. A second charge interface is carried on an end of the articulating arm. The articulating arm is to extend the second charge interface to engage the first charge interface while the first and second vehicles are moving.\nAn example method disclosed herein includes determining whether a mobile charge vehicle is within a target distance from an electric vehicle, switching the electric vehicle into an autonomous driving mode when the mobile charge vehicle is determined to be within the target distance, and receiving energy from the mobile charge vehicle to charge a battery of the electric vehicle.\nAn electric vehicle disclosed herein includes a battery, a charge interface for the battery disposed on an exterior surface of the electric vehicle, and a charge monitoring system. The charge monitoring system is to determine when a mobile charge vehicle is within a first target distance from the electric vehicle and switch the electric vehicle into an autonomous driving mode when the mobile charge vehicle is determined to be within the first target distance.\nAn example method disclosed herein includes detecting when a mobile charge vehicle is within a first target distance from an electric vehicle, switching the electric vehicle into an autonomous driving mode when the mobile charge vehicle is detected as being within the first target distance and controlling the electric vehicle to reduce a distance between the mobile charge vehicle and the electric vehicle to a second target distance smaller than the first target distance.\n FIG. 1 illustrates an example system including an electric vehicle and an example mobile charge vehicle for charging a battery of the electric vehicle.\n FIG. 2 is a rear view of the example electric vehicle of FIG. 1 showing an example female connector for a direct connection interface.\n FIG. 3 is a top view of an example arm, in a retracted position, having an example male connector for mating with the example female connector of FIG. 2.\n FIG. 4 is a top view of the example arm of FIG. 3 in a deployed or extend position in which the example male connector is engaged with the example female connector.\n FIG. 5 is a side view of the example electric vehicle and the example mobile charge vehicle of FIG. 1 having example inductive plates for wireless charging.\n FIG. 6 is a top view of an example arm in a deployed position in which the example inductive plates of FIG. 5 are engaged.\n FIG. 7 is a flowchart representative of an example method of charging an electric vehicle with a mobile charge vehicle implemented with the example system of FIG. 1.\n FIG. 8 is a block diagram of an example processor system structured to execute example machine readable instructions represented at least in part by FIG. 7 to implement the example system of FIG. 1.\nCertain examples are shown in the above-identified figures and described in detail below. In describing these examples, like or identical reference numbers are used to identify the same or similar elements. The figures are not necessarily to scale and certain features and certain views of the figures may be shown exaggerated in scale or in schematic for clarity and/or conciseness. Additionally, several examples have been described throughout this specification. Any features from any example may be included with, a replacement for, or otherwise combined with other features from other examples.\nElectric vehicles (EVs) are becoming more prevalent. In fact, many countries are considering certain restrictions on gas vehicles, thereby increasing the demand for EVs. An EV may be a full EV, which operates entirely on electricity, or a hybrid EV, which includes two power sources: one powered by electricity and one powered by gas or some other fuel. Both full EVs and hybrid EVs employ a battery to store energy that is used to power a motor of the EV. When buying an EV, consumers typically desire the battery to contain much more power than needed to drive to a destination (e.g., work) and back (e.g., back home) in case the consumer has to make additional stops or trips. For example, many consumers desire a battery that has 2 to 3 times more battery capacity than is typically needed. For instance, a consumer that travels 50 miles to and from work will typically desire a vehicle having a charge range of at least 100-150 miles, and as much as 300 miles. As a result, EVs are manufactured with relatively large batteries to meet the consumers' demands. Not only are these large batteries expensive, but they add significant weight to the vehicle and, thus, decrease the efficiency of the vehicle. The added weight also means a more rigid chassis is needed to support the battery, which further increases manufacturing costs.\nExample methods, apparatus and articles of manufacture are disclosed herein for recharging a battery of an EV (a full EV or a hybrid EV). In some examples, charging may occur while the EV is in motion, which enables the EV to be charged between stops and more often and, thus, decreases the need for a larger battery. As a result, the EV can employ a battery having a relatively smaller capacity and, thus, smaller sized batteries can be utilized. Smaller batteries are relatively lighter and cheaper to manufacture. Therefore, the disclosed methods, apparatus and articles of manufacture reduce costs and increase fuel economy of an EV. Further, the example methods, apparatus and articles of manufacture disclosed herein enable drivers to be more confident in their driving ranges because a mobile charge operation can be performed while the EV is en route and with minimal interference to the EV.\nIn some disclosed examples, one or more mobile charge vehicles or units (MCVs) are stationed, or in motion, throughout an area, such as a city or town. If the remaining energy or charge of the battery of an EV becomes low (i.e., a charge is needed), a mobile charge operation can be requested (e.g., manually or automatically). One of the MCVs is scheduled to rendezvous with the EV at a rendezvous location (e.g., along a section of a highway). The EV includes a first charge interface for the battery that is accessible from an exterior of the EV. In particular, the first charge interface is disposed on an exterior surface of the EV (e.g., on a rear bumper of the EV). As used herein, “on an exterior surface” or “on an exterior” means on an outer most surface (e.g., flush with or protruding from the outer most surface) of a vehicle, in a recess formed in an outer most surface of a vehicle, or behind a protective cover such as a door that opens or a rubber seal that can be penetrated. Example MCVs include an articulating arm carrying a second charge interface for a battery or other source of electrical energy supply carried by the MCV. When the MCV is positioned within a target distance from the EV, the articulating arm is extended to engage the second charge interface with the first charge interface. In some examples, the engagement between the charge interfaces is a direct connection. For example, the second charge interface on the mobile charge vehicle may be a male pin connector and the first charge interface on the EV may be a female socket connector. In other examples, the first and second charge interfaces may include inductive plates for wireless charging or charging that does not require a fixed physical contact between the charge interfaces.\nIn some examples, the mobile charge vehicle includes an alignment sensor to align the second charge interface on the mobile charge vehicle with the first charge interface on the EV. In some examples, the alignment sensor is carried on the end of the arm (e.g., adjacent the second charge interface). The alignment sensor may be one or more of camera, a laser, an acoustic sensor (e.g., a sonic or ultrasound sensor), for example. In other examples, other types of alignment sensors may be employed. For example, a detection/alignment system may be employed that includes a sender (e.g., an infrared light) and a receiver (e.g., an infrared sensor).\nIn some examples, during deployment of the arm and/or during charging, the EV switches into autonomous driving mode in which the EV is self-driven. In some instances, having the EV in an autonomous driving mode ensures that the EV is driven with consideration of the MCV driving adjacent (e.g., behind) the EV. For example, the EV may be driven more cautiously to account for braking distance and/or other road and traffic conditions. In some examples, the MCV is autonomous or self-driving. In some examples, the EV and the MCV communicate driving information (e.g., a speed, a direction, a quantity of braking or accelerating, a road condition(s), a traffic condition(s), etc.) to each other to synchronize the driving of both vehicles. As such, the EV and/or the MCV may adjust their driving according to the other to maintain the vehicles within a target distance (e.g., a desired range) while the charging takes place. Once the charge is complete or a desired charge amount is reached, the arm may be retracted and the EV may continue to its desired destination.\nAn example system 100 for charging an electric vehicle (EV) 102 (e.g., a first vehicle) with a mobile charge vehicle (MCV) 104 (e.g., a second vehicle) is illustrated in FIG. 1. The EV 102 may be any vehicle (e.g., an automobile) powered at least in part by a battery or another source of stored energy (e.g., a capacitor). The electric vehicle 102 may be a full EV (e.g., powered entirely by electricity) or a hybrid EV (e.g., powered in part by a gas or fuel and in part by electricity).\nIn the illustrated example, the EV 102 includes a battery 106 (e.g., a first battery). The battery 106 may be one battery or multiple batteries that provide electrical power to a motor of the EV 102. The MCV 104 includes a battery 108 (e.g., a second battery, an energy supply) that may include one or more batteries. In some examples, the battery 108 of the MCV 104 is pre-charged. Additionally or alternatively, in some examples, the MCV 104 charges the battery 108 with the engine of the MCV 104 (e.g., via an alternator) and/or another engine (e.g., a generator) carried by the MCV 104. The MCV 104 may be a full EV, a hybrid EV, a gas powered vehicle, a fuel cell vehicle, or any other type of vehicle having an energy supply.\nTo transfer energy from the battery 108 of the MCV 104 to the battery 106 of the EV 102, the EV 102 includes a first charge interface 110 for the battery 106 and the MCV 104 includes a second charge interface 112 for the battery 108. When the first charge interface 110 and the second charge interface 112 are engaged (e.g., coupled or in close proximity), energy can be transferred from the battery 108 of the MCV 104 to the battery 106 of the EV 102. In other words, the first charge interface 110 is configured to be engaged with the second charge interface 112 to transfer electrical energy from the battery 108 of the MCV 104 to the battery 106 of the EV 102. For example, the first charge interface 110 may be a female connector and the second charge interface 112 may be a male connector, or vice versa.\nThe first charge interface 110 is to be disposed on an exterior surface of the EV 102. In the illustrated example, the first charge interface 110 is located on a rear 114 of the EV 102 (e.g., on a rear bumper, beneath the rear bumper, etc.). The second charge interface 112 is located on a front 116 of the MCV 104 (e.g., on a front bumper, beneath or above the front bumper, etc.). In particular, the second charge interface 112 is carried on an end of an articulating arm 118 that is movably coupled to the front 116 of the MCV 104. The arm 118 is controlled to move the second charge interface 112 outward and to engage the second charge interface 112 with the first charge interface 110, as disclosed in further detail herein.\nIn the illustrated example, the EV 102 includes a charge monitoring system 120 that monitors the level of energy or charge remaining in the battery 106. In some examples, the charge monitoring system 120 automatically requests a charge from an MCV (e.g., the MCV 104) when the remaining energy in the battery 106 reaches a threshold (e.g., 10% capacity). Additionally or alternatively, in some examples a user (e.g., the driver of the EV 102) requests a charge from an MCV.\nIn some examples, the system 100 operates in a plurality of modes or phases throughout a charging process. For example, the charge monitoring system 120 of the EV 102 and a charge monitoring system 122 of the MCV 104 may operate the respective vehicles in different modes. Once a charge is requested, the system 100 coordinates a rendezvous between an MCV, such as the MCV 104, and the EV 102. In some examples, multiple MCVs are stationed through an area (e.g., a city). In some examples, the MCVs are stationed at charge stations and are charging their respective batteries. In a rendezvous mode (e.g., a first mode), the charge monitoring system 122 of the selected MCV 104 navigates the MCV 104 to a rendezvous location and approaches the EV 102. Example methods, apparatus and articles of manufacture that may be implemented to coordinate a rendezvous between an MCV and an EV are disclosed in International Patent Application No. PCT/US16/34103, titled “Methods and Apparatus to Charge Electric Vehicles,” filed May 25, 2016, which is incorporated herein by reference in its entirety.\nIn the illustrated example, the EV 102 includes a global positioning system (GPS) receiver 124 and the MCV 104 includes a GPS receiver 126. A rendezvous location may be determined based on the locations of the EV 102 and the MCV 104. In some examples, the rendezvous location is a range. For example, the rendezvous location may be a quarter mile section of a highway where the MCV 104 is scheduled to meet the EV 102. In some examples, the MCV 104 is autonomously driven. The MCV 104 includes an autonomous driving system 128 that automatically drives the MCV 104 to the rendezvous location. The rendezvous location may be constantly updated based on changes in the location and/or anticipated location of the EV 102 and/or the MCV 104. As such, the EV 102 can continue to its desired location without interruption. In other examples, the MCV 104 is human driven.\nThe MCV 104 drives to the rendezvous location and approaches the rear 114 of the EV 102 until the MCV 104 is within a target distance from the EV 102. Once the MCV 104 is within a target distance of the EV 102, the system 100 operates in a deployment mode (e.g., a second mode) in which the arm 118 is deployed to engage the second charge interface 112 with the first charge interface 110. In some examples, the charge monitoring system 120 and/or the charge monitoring system 122 determines whether the MCV 104 is within the target distance based on the relative locations of the EV 102 and the MCV 104 determined by the GPS receivers 124, 126. In some examples, vehicle object detection sensors such as radar, ultrasound, camera, etc. may be used to determine the relative locations of the EV 102 and the MCV 104. Additionally or alternatively, alignment information from an alignment sensor (e.g., such as the alignment sensor 322 of FIG. 3) may be used to determine whether the MCV 104 is within the target distance from the EV 102.\nIn some examples, the target distance is based on one or more of the size of the EV 102, the size of the MCV 104, the speed of the EV 102, the speed of the MCV 104, the reachable distance of the arm 118, road conditions (e.g., potholes, icy roads, etc.), traffic conditions, etc. In some examples, the target distance is a range. For example, the target distance may be an area in which a center of the front 116 of the MCV 104 is intended to remain, such as within a distance of 3′-6′ behind the middle of the rear 114 of the EV 102, and within 2′ to either side of a middle of the rear 114 of the EV 102. In other examples, the target distance may be other ranges. Within this range, the arm 118 can operate to engage the second charge interface 112 with the first charge interface 110 for charging (as disclosed in further detail herein). In the illustrated example, the MCV 104 includes an arm controller 130 to control the arm 118 to engage the second charge interface 112 with the first charge interface 110.\nOnce the second charge interface 112 is engaged with the first charge interface 110, the system 100 operates in a charge mode (e.g., a third mode). For example, the charge monitoring system 120 of the EV 102 and the charge monitoring system 122 of the MCV 104 switch to a charge mode and energy is transferred from the battery 108 of the MCV to the battery 106 of the EV 102. In some examples, during the deployment mode and/or the charge mode, the EV 102 and/or the MCV 104 are switched to an autonomous driving mode (e.g., a self-driving mode). For instance, once the MCV 104 is within the target distance, the charge monitoring system 120 of the EV 102 may switch the EV 102 into an autonomous driving mode. Additionally or alternatively, the charge monitoring system 122 of the MCV 104 may switch to the MCV 104 into an autonomous driving mode. In the illustrated example, the EV 102 includes an autonomous driving system 132 that operates to automatically drive the EV 102. The autonomous driving system 132 drives the EV 102 based on the consideration that the MCV 102 is adjacent (e.g., behind) the EV 102. For example, the autonomous driving system 132 may drive the EV 102 at a relatively slower speed, take wider turns, allow for more room between the EV 102 and vehicles ahead (e.g., to enable the EV 102 to accelerate and decelerate at lower rates), etc. In some examples, the autonomous driving system 132 may consider road conditions (e.g., potholes, icy roads, etc.) and/or traffic conditions.\nIn some examples, after switching the EV 102 into an autonomous driving mode, the EV 102 is controlled to reduce a distance between the MCV 104 and the EV 102 to a second target distance, which is closer than the initial target distance. For example, the MCV 104 may drive to the rendezvous location and approach the rear 114 of the EV 102 until the MCV 104 is within a first target distance. The first target distance may be, for example, a range of 10′-20′. When the MCV 104 is within first target distance from the EV 102, the charge monitoring system 120 of the EV 102 switches the EV 102 into an autonomous driving mode. The EV 102 and/or the MCV 104 are then autonomously controlled (e.g., via the respective autonomous driving systems 132, 128) to reduce a distance between the EV 102 and the MCV 104 to a second target distance, which is smaller than the first target distance. For example, the second target distance may be 3′-6′. The EV 102 may reduce its speed, for example. Additionally or alternatively, the EV 102 may send driving instructions (e.g., via the communications system 134 (FIG. 1)) to the MCV 104 to reduce the distance between the MCV 104 an the EV 102. The charge monitoring system 120 and/or the charge monitoring system 122 determines whether the MCV 104 is within the second target distance (e.g., by detecting the relative locations of the EV 102 and the MCV 104 from the GPS receivers 124, 126, the alignment sensor 322, etc.). Once the MCV 104 is within the second target distance, the arm 118 may be deployed to engage the second charge interface 112 with the first charge interface 110 and energy can be transferred from the MCV 104 to the EV 102. In some examples, switching the EV 102 to the autonomous driving mode before moving the MCV 104 closer to the EV 102 (where the arm 118 is deployed) increases the safety of the process. In other examples, more than two target distances may be employed.\nAs the EV 102 drives, the MCV 104 is synchronized to drive with the EV 102 (e.g., via adaptive cruise or another autonomous control). In some examples, the MCV 104 includes one or more sensors that automatically detect a position of the EV 102 and adjusts the speed, direction, etc. of the MCV 104 to stay within the target distance. In some examples, driving information is communicated to the MCV 104 so that the MCV 104 can synchronize its driving. In the illustrated example, the EV 102 includes a communication system 134 and the MCV 104 includes a communication system 136. The communication systems 134, 136 may be, for example, dedicated short range communications (DSRC). DSRC is a two-way short-to-medium wireless communication capability that permits a high rate of data transmission. In other examples, the communication systems 134, 136 may employ Bluetooth, radio, and/or any other vehicle-to-vehicle (V2V) communication device(s). The driving information (e.g., speed, steering, anticipated braking, etc.) is transmitted from the EV 102 to the MCV 104. The autonomous driving system 128 of the MCV 104 uses the driving information to adjust its speed, steering, etc. to stay within the target distance.\nIn other examples, the EV 102 is not autonomously driven, and the driver of the EV 102 continues to control the EV 102 while in the deployment and/or charge modes. In such an example, the EV 102 includes a driving detection system 138. The driving detection system 138 receives inputs from the steering column, the position of the brake pedal, the position of the gas pedal, the speedometer, etc. The driving information is similarly transmitted to the MCV 104 so that the MCV 104 can adjust its speed, steering, etc. to remain within the target distance.\nAfter the charging is completed, the system 100 operates in a detachment mode. In some examples, the charge monitoring system 120 determines when the battery 106 is charged and requests (e.g., using the communications system 134) a disengagement. The charge monitoring system 122 uses the arm controller 130 to disengage the second charge interface 112 from the first charge interface 110. The EV 102 continues to its desired location, and the MCV 104 may then be redirected to a new destination (e.g., back to a charging station). In some examples, the EV 102 and/or the MCV 104 are switched back to manual mode. As can been seen, the EV 102 is not required to stop, slow down or alter its course during the charging process. As a result, the EV 102 can continue to its desired destination with minimal interference.\nIn some examples, energy is transferred via a direct or physical connection between the first charge interface 110 and the second charge interface 112. FIG. 2 illustrates the rear 114 of the EV 102 showing the first charge interface 110. In the illustrated example, the first charge interface 110 is implemented as a female socket connector 200 (e.g., a female connector). The first charge interface 110 is mounted in a recess 202 (e.g., a nozzle) formed in the rear 114 of the EV 102 (e.g., formed in an exterior surface of the EV 102). In the illustrated example, the recess 202 is conical, which aids in aligning or docking the second charge interface 112 with the first charge interface 110. In other examples, the recess 202 may be shaped differently. In some examples, the female socket connector 200 is not disposed in a recess (e.g., is flush or even with the rear 114 of the EV 102).\n FIG. 3 is a top view showing the arm 118 in a retracted position and FIG. 4 is a top view showing the arm 118 in a deployed position. The arm 118 may be extended between the retracted position and the deployed position during the deployment mode, for example. In the illustrated example, the arm 118 includes a first arm portion 300 rotatably coupled to the front 116 of the MCV 104 at a first joint 302. The first arm portion 300 is rotatable about the first joint 302 via a first motor 304 (e.g., an actuator). The first motor 304 also moves the first arm portion 300 vertically, such that the arm 118 can be moved up and down as desired. In the illustrated example, a second arm portion 306 is rotatably coupled to an end of the first arm portion 300 at a second joint 308. The second arm portion 306 is rotatable about the second joint 308 via second motor 310. In the illustrated example, the second charge interface 112 is rotatably coupled to an end of the second arm portion 306 at a third joint 312. The second charge interface 112 is rotatable about the third joint 312 via a third motor 314. The arm controller 130 (FIG. 1) controls the first, second and third motors 304, 310, 314 to move the second charge interface 112 toward or away from the first charge interface 110. A charge cable or cord 316 extends from the MCV 104 to the second charge interface 112 and couples the battery 108 (FIG. 1) to the second charge interface 112.\nTo bias the second charge interface 112 toward the first charge interface 110 and maintain a relatively tight connection, the arm 118 includes a shock or strut 318 having a spring 320. The spring 320 acts to absorb bounces or disturbances. In the illustrated example, the strut 318 is coupled to the end of the second arm portion 306, and the second charge interface 112 is coupled to the strut 318 (i.e., the strut is coupled between the second charge interface 112 and the second arm portion 306). The spring 320 biases the second charge interface 112 outward (e.g., away from the front 116 of the MCV 104). In some examples, the arm 118 is controlled to apply a predetermined amount of force when engaging the second charge interface 112 with the first charge interface 110, which partially or fully compresses the spring 320, as illustrated in FIG. 4. As a result, if the EV 102 and/or the MCV 104 move apart from each other, toward each other, or otherwise experience small movements relative to each other (e.g., caused by bumps in the road) the spring 320 maintains a biasing force to maintain the second charge interface 112 in engagement with the first charge interface 110. In some examples, a latch or lock (e.g., with a limited locking force or release threshold) is provided to temporarily couple the second charge interface 112 to the first charge interface 110. In other examples, no lock or latch device is provided, so that if a significant departure is experienced, the second charge interface 112 can easily break away from the first charge interface 110, thereby minimizing the likelihood of damage.\nIn some examples, an alignment sensor 322 is employed to align the second charge interface 112 with the first charge interface 110. In the illustrated example, the alignment sensor 322 is carried on the end of the arm 118 adjacent the second charge interface 112. The alignment sensor 322 detects a position or location of the first charge interface 110 and communicates the relative position between the first charge interface 110 and the second charge interface 112 to the arm controller 130 (FIG. 1), which uses the information to control the arm 118 (e.g., via the first, second and/or third motors 304, 310, 314) to move the second charge interface 112 toward the first charge interface 110. The alignment sensor 322 may be one or more of a camera, a laser, radar, a sonic sensor (e.g., an ultrasound sensor) or a maser, for example. In other examples, other types of alignment sensors may be employed. For example, the alignment sensor 322 may include a GPS receiver. The alignment sensor 322 may align the second charge interface 112 based on the relative position between the location of the alignment sensor 322 and the location of the first charge interface 110. In some examples, in addition to or as an alternative to the driving information sent from the EV 102, the alignment sensor 322 communicates the relative position to the autonomous driving system 128 of the MCV 104 so that the MCV 104 can adjust its speed, direction, etc. to stay within the target distance.\nIn some examples, the alignment sensor 322 is coupled to another other location for detecting the relative positions of the first charge interface 110 and the second charge interface 112. For instance, in some examples, the alignment sensor 322 is mounted on the EV 102, and the alignment sensor 322 detects the position of the second charge interface 112 and communicates the position (e.g., via the communication system 130 (FIG. 1)) to the MCV 104. The arm controller 130 (FIG. 1) controls the arm 118 based on the position detected by the alignment sensor 322. In some examples, multiple alignment sensors (and/or receivers) are employed.\nDepending on the location of the second charge interface 112 relative to the first charge interface 110, the arm 118 moves to engage the second charge interface 112 with the first charge interface 110. Additionally or alternatively, the speed and/or direction of the EV 102 and/or the MCV 104 may be controlled to adjust the relative position between the first charge interface 110 and the second charge interface 112. In the illustrated example, the second charge interface 112 is implemented as a male pin connector 324 (e.g., a male connector), and the first charge interface 110 is the female socket connector 200. As a result, the arm 118 is controlled to insert the male pin connector 324 into the female socket connector 200, as illustrated in FIG. 4. The conical shape of the recess 202 aids in aligning the second charge interface 112 (e.g., the male pin connector 324) with the first charge interface 110 (e.g., the female plug connector 200) as the second charge interface 112 approaches. In the illustrated example, the second charge interface 112 includes an angled or tapered surface 326. When the second charge interface 112 is moved towards the first charge interface 110, the tapered surface 326 engages the conical walls of the recess 202 to align the second charge interface 112 and the first charge interface 110.\nIn the illustrated example, the second charge interface 112 is implemented as the male pin connector 324 and the first charge interface 110 is implemented as the female socket connector 200. The male pin connector 324 may be a 2 pin connector, a 3 pin connector, a 4 pin connector, etc. In other examples, other types of direct connection connectors may be implemented, such as cylindrical connectors. In some examples, the second charge interface 112 is implemented as a female socket connector and the first charge interface 110 is implemented as a male pin connector.\n FIGS. 5 and 6 illustrate another example charge interface that may be implemented to transfer energy from the MCV 104 to the EV 102. The example charge interface employs inductive charging (e.g., wireless charging). In the illustrated example, the first charge interface 110 includes an inductive receiver plate 500 (e.g., a first plate) and the second charge interface 112 includes an inductive transmitter plate 502 (e.g., a second plate). The inductive transmitter plate 502 includes a primary coil and the inductive receiver plate 500 includes a secondary coil. To transmit power, the inductive receiver plate 500 and the inductive transmitter plate 502 are positioned close to one another (e.g., without physical contact between the plates 500, 502) or in direct contact with each other. When the inductive receiver plate 500 and the inductive | Example methods, apparatus and articles of manufacture for mobile charging of an electric vehicle are described herein. An example electric vehicle includes a battery and a first charge interface for the battery disposed on an exterior surface of the electric vehicle. The first charge interface is configured to be engaged with a second charge interface on an articulating arm of a mobile charge vehicle to transfer energy from an energy source of the mobile charge vehicle to the battery while the electric vehicle is in motion. | US:16/306,105 | https://patentimages.storage.googleapis.com/a0/c7/3d/28371f5e1cae2c/US11110812.pdf | US:11110812 | Kenneth James Miller | Ford Global Technologies LLC | US:20100201309:A1, US:9533587, US:9527394, US:9493087, US:9630516, US:9744870, US:10108202, US:20170136881:A1, US:10532663, US:20200317067:A1, US:10011181 | 2021-09-07 | 2021-09-07 | 1. An electric vehicle comprising:\na battery; and\na first charge interface for the battery disposed on an exterior surface of the electric vehicle, the first charge interface configured to be engaged with a second charge interface on an articulating arm of a mobile charge vehicle to transfer energy from an energy source of the mobile charge vehicle to the battery while the electric vehicle is in motion,\nwherein the first charge interface includes an inductive receiver plate to receive the energy from an inductive transmitter plate of the second charge interface, and\nwherein the inductive receiver plate is angled downward.\n, a battery; and, a first charge interface for the battery disposed on an exterior surface of the electric vehicle, the first charge interface configured to be engaged with a second charge interface on an articulating arm of a mobile charge vehicle to transfer energy from an energy source of the mobile charge vehicle to the battery while the electric vehicle is in motion,, wherein the first charge interface includes an inductive receiver plate to receive the energy from an inductive transmitter plate of the second charge interface, and, wherein the inductive receiver plate is angled downward., 2. The electric vehicle of claim 1, wherein the first charge interface includes a female connector to receive a male connector of the second charge interface., 3. The electric vehicle of claim 2 further including a conical recess formed in a rear of the electric vehicle, the female connector disposed in the conical recess., 4. The electric vehicle of claim 1 further including a charge monitoring system to switch the electric vehicle into an autonomous driving mode while the energy is transferred from the energy source to the battery., 5. The electric vehicle of claim 1 further including a communication system to transfer driving information to the mobile charge vehicle, the driving information including at least one of a speed of the electric vehicle, a direction of the electric vehicle, a road condition or a traffic condition., 6. A mobile charge vehicle for charging an electric vehicle having a battery and a first charge interface, the mobile charge vehicle comprising:\nan energy supply;\nan articulating arm;\na second charge interface coupled to an end of the articulating arm; and\na controller to move the articulating arm to engage the second charge interface with the first charge interface while the mobile charge vehicle is moving,\nwherein the articulating arm includes:\na first arm portion rotatably coupled to a front of the mobile charge vehicle; and\na second arm portion rotatably coupled to an end of the first arm portion, the second charge interface rotatably coupled to the second arm portion.\n\n, an energy supply;, an articulating arm;, a second charge interface coupled to an end of the articulating arm; and, a controller to move the articulating arm to engage the second charge interface with the first charge interface while the mobile charge vehicle is moving,, wherein the articulating arm includes:\na first arm portion rotatably coupled to a front of the mobile charge vehicle; and\na second arm portion rotatably coupled to an end of the first arm portion, the second charge interface rotatably coupled to the second arm portion.\n, a first arm portion rotatably coupled to a front of the mobile charge vehicle; and, a second arm portion rotatably coupled to an end of the first arm portion, the second charge interface rotatably coupled to the second arm portion., 7. The mobile charge vehicle of claim 6 further including a strut having a spring coupled between the second charge interface and the second arm portion to bias the second charge interface outward., 8. The mobile charge vehicle of claim 6, wherein the second charge interface includes an inductive transmitter plate to transfer energy to an inductive receiver plate of the first charge interface., 9. The mobile charge vehicle of claim 8, wherein a surface area of the inductive transmitter plate is smaller than a surface area of the inductive receiver plate., 10. The mobile charge vehicle of claim 8, wherein the controller is to control the articulating arm to position the inductive transmitter plate in contact with the inductive receiver plate., 11. The mobile charge vehicle of claim 8, wherein the controller is to control the articulating arm to position the inductive transmitter plate adjacent the inductive receiver plate without contacting the inductive receiver plate., 12. The mobile charge vehicle of claim 6 further including an alignment sensor carried by an end of the articulating arm to detect a location of the first charge interface., 13. The mobile charge vehicle of claim 12, wherein the alignment sensor includes at least one of a camera, a laser, an acoustic sensor or a maser., 14. An apparatus comprising:\na first vehicle having a first charge interface disposed in a recess formed in an exterior surface of the first vehicle; and\na second vehicle having an articulating arm, a second charge interface carried on an end of the articulating arm, the articulating arm to extend the second charge interface to engage the first charge interface while the first and second vehicles are moving,\nwherein the recess is conical, and the second charge interface includes a tapered surface to engage the recess when the second charge interface moves towards the first charge interface.\n, a first vehicle having a first charge interface disposed in a recess formed in an exterior surface of the first vehicle; and, a second vehicle having an articulating arm, a second charge interface carried on an end of the articulating arm, the articulating arm to extend the second charge interface to engage the first charge interface while the first and second vehicles are moving,, wherein the recess is conical, and the second charge interface includes a tapered surface to engage the recess when the second charge interface moves towards the first charge interface., 15. The apparatus of claim 14, wherein the articulating arm is disposed on a front of the second vehicle., 16. The apparatus of claim 14, wherein the articulating arm includes a strut having a spring, the second charge interface carried by the strut, the spring to bias the second charge interface toward the first charge interface when the second charge interface is engaged with the first charge interface., 17. An apparatus comprising:\na first vehicle having a first charge interface disposed in a recess formed in an exterior surface of the first vehicle; and\na second vehicle having an articulating arm, a second charge interface carried on an end of the articulating arm, the articulating arm to extend the second charge interface to engage the first charge interface while the first and second vehicles are moving,\nwherein the articulating arm includes a strut having a spring, the second charge interface carried by the strut, the spring to bias the second charge interface toward the first charge interface when the second charge interface is engaged with the first charge interface.\n, a first vehicle having a first charge interface disposed in a recess formed in an exterior surface of the first vehicle; and, a second vehicle having an articulating arm, a second charge interface carried on an end of the articulating arm, the articulating arm to extend the second charge interface to engage the first charge interface while the first and second vehicles are moving,, wherein the articulating arm includes a strut having a spring, the second charge interface carried by the strut, the spring to bias the second charge interface toward the first charge interface when the second charge interface is engaged with the first charge interface. | US | United States | Active | B | True |
| 143 | 一种基于聚类分析的电池系统在线故障诊断方法和系统 \n | WO2022151819A1 | NaN | 本发明涉及一种基于聚类分析的电池系统在线故障诊断方法和系统。本发明提供的基于聚类分析的电池系统在线故障诊断方法和系统，基于获取的电动汽车的运行数据，采用K-means聚类算法对电动汽车电池系统中的电池单体进行簇分类，然后依据分类得到的两种电池单体簇间的欧式距离，快速、准确的确定异常的电池单体，并进行电池单体序号的输出，以降低实车中电池单体故障监测的难度。 | PC:T/CN2021/129524 | https://patentimages.storage.googleapis.com/c0/ee/d3/0fa7ac0490c0d7/WO2022151819A1.pdf | NaN | 王震坡, 孙振宇, 刘鹏, 张照生, 逄昊, 尹豪 | 北京理工大学 | CN:106371021:A, CN:108254689:A, CN:111929591:A, CN:112858919:A | Not available | 2022-07-21 | 一种基于聚类分析的电池系统在线故障诊断方法，其特征在于，包括：, 获取电动汽车的运行数据；所述运行数据包括：每一电池单体的电压、电流和温度；, 根据所述运行数据形成电压矩阵；所述电压矩阵的行代表电池单体序号，所述电压矩阵的列代表时间序列；, 采用K-means聚类算法，根据所述电压矩阵将电动汽车中的电池单体分为异常电池单体簇和正常电池单体簇；, 确定所述异常电池单体簇和所述正常电池单体簇中电池单体的数量比，并分别确定所述异常电池单体簇中簇中心和所述正常电池单体簇中簇中心的相关参数；所述相关参数包括：相关系数和波动方差；, 根据所述相关参数确定所述异常电池单体簇的簇中心与所述正常电池单体簇的簇中心间的欧式距离；, 获取预设阈值；所述预设阈值包括：数量比阈值和欧式距离阈值；, 根据所述数量比与所述数量比阈值间的关系，以及所述欧式距离与所述欧式距离阈值间的关系确定异常电池单体，并输出所述异常电池单体的序号。, 根据权利要求1所述的基于聚类分析的电池系统在线故障诊断方法，其特征在于，所述采用K-means聚类算法，根据所述电压矩阵将电动汽车中的电池单体分为异常电池单体簇和正常电池单体簇，具体包括：, 根据所述电压矩阵构建样本集；所述样本集包括：多个由每一电池单体的相关系数和每一电池单体波动方差构成的元素；, 采用所述K-means聚类算法基于所述样本集将电动汽车中的电池单体分为异常电池单体簇和正常电池单体簇。, 根据权利要求2所述的基于聚类分析的电池系统在线故障诊断方法，其特征在于，所述根据所述电压矩阵构建样本集，具体包括：, 确定所述电压矩阵中相邻两个电池单体间的皮尔森相关系数；, 根据确定的相邻两个电池单体间的皮尔森相关系数确定电池单体的相关系数；, 获取每一电池单体的电压值以及所有电池单体的电压均值；, 根据所述每一电池单体的电压值以及所有电池单体的电压均值确定电池单体的波动方差；, 根据所述电池单体的相关系数和所述电池单体的波动方差构建所述样本集。, 根据权利要求3所述的基于聚类分析的电池系统在线故障诊断方法，其特征在于，所述根据所述电压值和电压均值确定电池单体的波动方差，具体包括：, 根据所述每一电池单体的电压值以及所有电池单体的电压均值对所述电池单体进行趋势化处理后，得到趋势化向量；, 根据所述趋势化向量确定电池单体的波动方差。, 一种基于聚类分析的电池系统在线故障诊断系统，其特征在于，包括：, 运行数据获取模块，用于获取电动汽车的运行数据；所述运行数据包括：每一电池单体的电压、电流和温度；, 电压矩阵形成模块，用于根据所述运行数据形成电压矩阵；所述电压矩阵的行代表电池单体序号，所述电压矩阵的列代表时间序列；, 簇分类模块，用于采用K-means聚类算法，根据所述电压矩阵将电动汽车中的电池单体分为异常电池单体簇和正常电池单体簇；, 参数确定模块，用于确定所述异常电池单体簇和所述正常电池单体簇中电池单体的数量比，并分别确定所述异常电池单体簇中簇中心和所述正常电池单体簇中簇中心的相关参数；所述相关参数包括：相关系数和波动方差；, 欧式距离确定模块，用于根据所述相关参数确定所述异常电池单体簇的簇中心与所述正常电池单体簇的簇中心间的欧式距离；, 阈值获取模块，用于获取预设阈值；所述预设阈值包括：数量比阈值和欧 式距离阈值；, 异常电池单体确定模块，用于根据所述数量比与所述数量比阈值间的关系，以及所述欧式距离与所述欧式距离阈值间的关系确定异常电池单体，并输出所述异常电池单体的序号。, 根据权利要求5所述的基于聚类分析的电池系统在线故障诊断系统，其特征在于，所述簇分类模块具体包括：, 样本集构建子模块，用于根据所述电压矩阵构建样本集；所述样本集包括：多个由每一电池单体的相关系数和每一电池单体波动方差构成的元素；, 簇分类子模块，用于采用所述K-means聚类算法基于所述样本集将电动汽车中的电池单体分为异常电池单体簇和正常电池单体簇。, 根据权利要求6所述的基于聚类分析的电池系统在线故障诊断系统，其特征在于，所述样本集构建子模块具体包括：, 皮尔森相关系数确定单元，用于确定所述电压矩阵中相邻两个电池单体间的皮尔森相关系数；, 相关系数确定单元，用于根据确定的相邻两个电池单体间的皮尔森相关系数确定电池单体的相关系数；, 电压值获取单元，用于获取每一电池单体的电压值以及所有电池单体的电压均值；, 波动方差确定单元，用于根据所述每一电池单体的电压值以及所有电池单体的电压均值确定电池单体的波动方差；, 样本集构建单元，用于根据所述电池单体的相关系数和所述电池单体的波动方差构建所述样本集。, 根据权利要求7所述的基于聚类分析的电池系统在线故障诊断系统，其特征在于，所述波动方差确定单元具体包括：, 趋势化向量确定子单元，用于根据所述每一电池单体的电压值以及所有电池单体的电压均值对所述电池单体进行趋势化处理后，得到趋势化向量；, 波动方差确定子单元，用于根据所述趋势化向量确定电池单体的波动方差。 | WO | WIPO (PCT) | NaN | G | True |
| 144 | Adaptive thermal management of an electric energy storage method and system apparatus \n | US10780786B2 | This application claims priority to U.S. patent application Ser. No. 14/035,482 filed on Sep. 24, 2013, which claims priority to U.S. Provisional Application No. 61/704,891, filed on Sep. 24, 2012, both of which are incorporated by reference herein in their entirety.\nAspects of the present disclosure generally relate to electric energy storage systems, and more particularly to thermal management of electric energy storage systems.\nElectric powered vehicles for transportation offer reduction of harmful emissions in our environment, improved fuel economy and strengthened security of energy supply. Generally speaking, electric vehicles (EVs) may include road and rail vehicles, surface and underwater vessels, electric aircraft and electric spacecraft. An EV may be powered by stored energy, generated energy, or a combination of both. Onboard energy is commonly generated using an internal combustion engine, a fuel cell, solar cells, etc. Typically, an electrical energy storage system is required to power electric vehicles. Other components that make up the rest of the drive system include traction motor(s) interfaced to the vehicle wheel system, high and low voltage power electronics, electrically powered accessories, system controls and vehicle interface.\nEnergy storage systems are created with a plurality of energy storage cells connected electrically to form a stack or module of cells configured in series or parallel to provide power and energy required for an application. Energy storage cells are typically battery cells or ultracapacitor cells. Depending on the power and energy granularity of the stack, there are stacks electrically connected in a system. In use under a typical charge/discharge duty cycle, the battery cells produce heat which must be controlled in order to maximize life of the elements and minimize the risk of thermal runaway. Electric energy storage systems may have higher performance and longer life when sufficiently cooled. Thermal management of electric energy storage systems may present unique challenges when the duty cycle of the energy storage system is variable, such as in an electric vehicle. Further, thermal management may be beneficial in other energy storage systems having variable or otherwise irregular duty cycles, such as vehicle to grid power supply, windmills, electric lifts, large user-operated electric equipment, etc.\nTo optimize the safety, reliability, performance, active thermal management systems are often incorporated into the energy storage system. Active thermal management is generally accomplished by circulating a heat exchange fluid such as air or liquid or other media, using integrated HVAC units, or hybrid internal air circulation in conjunction with a water based chiller system, or Peltier thermal electric systems. Any HVAC system that is capable of adding or removing sufficient heat to an energy storage cell can be used with this present embodiment. Examples of different cooling circuit topologies in prior art used for thermal conditioning include liquid cooling loops to liquid air heat exchanger, air circulation, internal air circulation with air/water heat exchanger, dual cooling loops connected via a water heat exchanger are some commonly used topologies.\nPrior to use, a battery system is thermally conditioned to some temperature value within the battery cell manufacturer's prescribed temperature range. Battery thermal preconditioning can be accomplished with logic that observes the ambient temperature during grid connected charging or charging from another source. The HVAC system draws power from the grid to heat the battery to an optimal temperature before charging begins. In cases when ambient temperatures are higher than the manufacturer's range, the charge control logic can cool the battery pack to desired levels before charging commences. For example, under charging scenario with low ambient temperatures, the vehicle's charge controller logic can activate a heating system interfaced to heat exchanger (4) via communication boundary (7). Under charge, pump (3) circulates fluid heated by the HVAC system connected to heat exchanger (4). In an alternate configuration an in line immersion heater is commonly incorporated into the thermal loop with various flow control devices. Prior art extends this concept to the occupants cabin of the vehicle, where pre-heating of the interior and pre-cooling of the interior is performed during charge to maximize drivers and passenger comfort and maximize vehicle range. Once the battery is preconditioned, the embodiment can be used to condition the battery if the vehicle is participating in a vehicle to grid application, or “V2G”, where the load center is the grid instead of the traction motor.\nAs an ESS is charged and discharged during use, heat is generated in the battery cells due to the cells internal resistances which ultimately results in a rise of temperature. If the heat is not rejected sufficiently fast or if the battery is allowed to operate outside of specified limits the battery will suffer reduced life, efficiency and performance, and ultimately fail. An active thermal management system is generally required to control the temperature so as to maintain the cell temperatures within an optimal temperature range. The optimal temperature range is normally prescribed by the energy storage cell manufacturer. Power is required to run the HVAC system which impacts the overall driving range and efficiency of the electric vehicle.\nIt is well known that battery life and capacity is extremely sensitive to temperature, requiring that the battery cells be operated within a well-defined temperature band. Conventional systems monitor every cell in a battery pack which increases packaging complexity and cost, and potential failure points. In addition, control methods have logic algorithms that are based on conservative threshold approach where corrective actions are based on readings that approach preset levels, which often result in an overshoot of target temperatures requiring aggressive compensation from the thermal management system, thus a reduction in efficiency. Such methods present the risk that operating limits are exceeded thus presenting a warranty issue with the battery cell supplier, reduced battery life, excess balancing required from the BMS due to thermal imbalances and swings.\nEmbodiments include a system, device, method and computer-readable medium to dynamically manage heat in an electric energy storage system.\nIn one embodiment, an apparatus comprises an energy storage system and a thermal management system. The energy storage system with an energy storage module connectable to a load. The thermal management system for regulation of operating temperature within limits prescribed by a battery manufacturer. The thermal management system is configured to an input signal measuring a parameter indicative of current drawn from a battery, to receive an input signal measuring a process parameter of cell temperature useful in the operation of the thermal management system, to receive an input signal measuring a process parameter of ambient temperature for operation of the thermal management system, to receive an input signal from a control device that requests current be drawn from the battery at a specific time, at a specified current, and to output the allowable current to be drawn to a vehicle controller.\nIn some embodiments, the input and output signals are discrete.\nIn some embodiments, the apparatus is connectable to an existing communication control network without modification of other devices on that control network.\nIn some embodiments, the apparatus may further comprise a computation device to compute an averaged current from the energy storage system, and a storage device to store a computed value to be used in calculating a temperature setpoint.\nIn some embodiments, the computation device is further configured to compute a partial differential equation or “PDE” (e.g., partial differential transient heat equation for the generation of control signal).\nIn some embodiments, the computation device is further configured to compute a multidimensional transient heat/energy equation which may also include a numerical representation of the entire thermal management system connected with the energy storage system for the generation of a control signal\nIn another embodiment, the computation device is further configured to compute a system of partial differential continuity, momentum and energy equations representing the energy storage system and the thermal management system for the generation of a control signal.\nIn some embodiments, the apparatus further comprises an actuator in the form of a dry contact, PWM signal generator, or relay center, that interfaces to the vehicle HVAC system and commands the vehicle HVAC system.\nIn some embodiments, the temperature setpoint is determined by the control expression,\n\n\n\n\n\n\n \n\n\n\n \nT_setpoint =\n\n\n \n T_setpoint_max-M*((I_AVG*α+(1−α)*I_CDR)2*R_internal \n\n\n \n / \n\n\n \n (A*(I_AVG*α+(1−α)*I_CDR)B*Acell))\n\n\n \n\n\n\n\n\nwhere,\n\n | A system, method, and computer-readable storage medium to dynamically manage heat in an electric energy storage system, such as a battery pack or ultra-capacitor pack system in a system or device having a variable electrical loads that may impact performance or life, such as in an electric vehicle. | US:15/726,397 | https://patentimages.storage.googleapis.com/46/65/55/648a9466d3bff7/US10780786.pdf | US:10780786 | Robert Del Core | Individual | US:5623232, US:20100256864:A1, US:20030118891:A1, US:20040128086:A1, US:7821282, US:20120028087:A1, US:20100290386:A1, US:20110210703:A1, US:20140067297:A1 | 2020-09-22 | 2020-09-22 | 1. A thermal management controller for a thermal management system of an energy storage system for a variable electric load, the energy storage system having a plurality of energy storage cells, the thermal management controller comprising:\na communication module communicably coupled to the thermal management system and to the energy storage system, a communication port configured to receive sensor data, performance data, and demand data of the energy storage system, and further configured to issue thermal control commands to the thermal management system;\na memory configured to store a thermal management program, performance parameters, and logged data;\na processor communicably coupled to the communication module and the memory, the processor configured to execute the thermal management program, said thermal management program configured\nto receive a current signal via the communication module that is indicative of current being supplied from the energy storage system to the variable electric load,\nto receive a thermal signal from a plurality of thermal sensors via the communication module, the thermal signal indicative of a cell temperature of at least one of the plurality of energy storage cells,\nto generate a thermal control signal by the processor that is based on an averaged current from the energy storage system to the variable electric load, and a partial differential transient heat equation, and\nto communicate the thermal control signal to the thermal management system via the communication module, said thermal control signal operative to cause the thermal management system to regulate a thermal state of at least a portion of the energy storage system.\n, a communication module communicably coupled to the thermal management system and to the energy storage system, a communication port configured to receive sensor data, performance data, and demand data of the energy storage system, and further configured to issue thermal control commands to the thermal management system;, a memory configured to store a thermal management program, performance parameters, and logged data;, a processor communicably coupled to the communication module and the memory, the processor configured to execute the thermal management program, said thermal management program configured, to receive a current signal via the communication module that is indicative of current being supplied from the energy storage system to the variable electric load,, to receive a thermal signal from a plurality of thermal sensors via the communication module, the thermal signal indicative of a cell temperature of at least one of the plurality of energy storage cells,, to generate a thermal control signal by the processor that is based on an averaged current from the energy storage system to the variable electric load, and a partial differential transient heat equation, and, to communicate the thermal control signal to the thermal management system via the communication module, said thermal control signal operative to cause the thermal management system to regulate a thermal state of at least a portion of the energy storage system., 2. A thermally managed energy storage system for a variable electric load, the thermally managed energy storage system comprising:\nan electric energy storage system including at least one energy storage module having a plurality of energy storage cells, the electric energy storage system configured to electrically couple to and power the variable electric load;\na plurality of thermal sensors configured to determine a cell temperature of at least one of the plurality of energy storage cells;\na thermal management system including a heat exchanger, a pump, and a pipe system fluidly coupled together as a closed thermal loop, the thermal management system configured to thermally condition the plurality of energy storage cells by circulating a fluid through the electric energy storage system, in response to a thermal control signal; and\na thermal management controller communicably coupled to the variable electric load, to the thermal management system, and to the plurality of sensors, the thermal management controller configured\nto receive a current signal indicative of current being supplied from the electric energy storage system to the variable electric load,\nto receive a thermal signal from the plurality of thermal sensors, the thermal signal indicative of the cell temperature of the at least one of the plurality of energy storage cells,\nto generate the thermal control signal based on an averaged current from the electric energy storage system to the variable electric load, and a partial differential transient heat equation, and\nto communicate the thermal control signal to the thermal management system.\n, an electric energy storage system including at least one energy storage module having a plurality of energy storage cells, the electric energy storage system configured to electrically couple to and power the variable electric load;, a plurality of thermal sensors configured to determine a cell temperature of at least one of the plurality of energy storage cells;, a thermal management system including a heat exchanger, a pump, and a pipe system fluidly coupled together as a closed thermal loop, the thermal management system configured to thermally condition the plurality of energy storage cells by circulating a fluid through the electric energy storage system, in response to a thermal control signal; and, a thermal management controller communicably coupled to the variable electric load, to the thermal management system, and to the plurality of sensors, the thermal management controller configured, to receive a current signal indicative of current being supplied from the electric energy storage system to the variable electric load,, to receive a thermal signal from the plurality of thermal sensors, the thermal signal indicative of the cell temperature of the at least one of the plurality of energy storage cells,, to generate the thermal control signal based on an averaged current from the electric energy storage system to the variable electric load, and a partial differential transient heat equation, and, to communicate the thermal control signal to the thermal management system., 3. The thermally managed energy storage system of claim 2, wherein the thermally managed energy storage system is integrated into an electric vehicle; and\nwherein the variable electric load is a traction motor of the electric vehicle.\n, wherein the variable electric load is a traction motor of the electric vehicle., 4. The thermally managed energy storage system of claim 3, wherein the electric energy storage system is further configured to be charged by an onboard fuel cell of the electric vehicle., 5. The thermally managed energy storage system of claim 3, wherein the electric energy storage system is further configured to be charged by an onboard internal combustion engine of the electric vehicle; and\nwherein the thermal management system is further configured to thermally condition the onboard internal combustion engine.\n, wherein the thermal management system is further configured to thermally condition the onboard internal combustion engine., 6. The thermally managed energy storage system of claim 2, wherein the variable electric load is a wind turbine generator., 7. An apparatus for an electric vehicle, the electric vehicle including an overall system controller of the electric vehicle, the apparatus comprising:\nan energy storage system with an energy storage module connectable to an electric load, the energy storage module having a battery or ultra-capacitor, the battery or ultra-capacitor having at least one cell;\na heating or cooling device including a heat exchanger, a pump, and a pipe system fluidly coupled together as a closed thermal loop, the heating or cooling device configured to heat or cool the battery or ultra-capacitor by circulating a fluid through the energy storage system, in response to a thermal control signal;\na thermal management control unit configured\nto receive a first current input signal indicative of current being supplied from the battery or ultra-capacitor to the electric load,\nto receive a second current input signal from the overall system controller of the electric vehicle, the second current input signal from the overall system controller of the electric vehicle including a request for current to be supplied from the battery or ultra-capacitor at a specific time, at a specified current,\nto receive a first temperature input signal indicative of a cell temperature of the at least one cell, the cell temperature to be used in an operation of the thermal management system,\nto receive a second temperature input signal indicative of an ambient temperature in which the battery or ultra-capacitor is operated, the ambient temperature for the operation of the thermal management system,\nto compute an averaged current from the energy storage system, and to compute a partial differential transient heat equation, for the generation of cell temperature control signals, and\nto output to the overall system controller of the electric vehicle a signal representing an allowable current to be supplied from the battery or ultra-capacitor to the electric load, and\nto output to the overall system controller of the electric vehicle the thermal control signal.\n, an energy storage system with an energy storage module connectable to an electric load, the energy storage module having a battery or ultra-capacitor, the battery or ultra-capacitor having at least one cell;, a heating or cooling device including a heat exchanger, a pump, and a pipe system fluidly coupled together as a closed thermal loop, the heating or cooling device configured to heat or cool the battery or ultra-capacitor by circulating a fluid through the energy storage system, in response to a thermal control signal;, a thermal management control unit configured, to receive a first current input signal indicative of current being supplied from the battery or ultra-capacitor to the electric load,, to receive a second current input signal from the overall system controller of the electric vehicle, the second current input signal from the overall system controller of the electric vehicle including a request for current to be supplied from the battery or ultra-capacitor at a specific time, at a specified current,, to receive a first temperature input signal indicative of a cell temperature of the at least one cell, the cell temperature to be used in an operation of the thermal management system,, to receive a second temperature input signal indicative of an ambient temperature in which the battery or ultra-capacitor is operated, the ambient temperature for the operation of the thermal management system,, to compute an averaged current from the energy storage system, and to compute a partial differential transient heat equation, for the generation of cell temperature control signals, and, to output to the overall system controller of the electric vehicle a signal representing an allowable current to be supplied from the battery or ultra-capacitor to the electric load, and, to output to the overall system controller of the electric vehicle the thermal control signal. | US | United States | Active | B | True |
| 145 | 浮动式对位的车载蓄电池自动换电站 \n | CN108058688B | 技术领域本发明涉及电池制造技术领域，特别涉及一种保障汽车与蓄电池组装可靠性的浮动式对位的车载蓄电池自动换电站。背景技术电动汽车作为环保型的新能源汽车受到广泛关注。电动汽车的动力来自于车载电池。为了节省充电停留时间，一些电动汽车采用可拆卸的车载蓄电池。也就是说，电动汽车即将没电的时候在换电站将电量不足的旧蓄电池拆下，然后换上充满电量的新蓄电池，没电的蓄电池在换电站内进行充电然后供给其他电动汽车使用。这样一来，每辆电动汽车恢复电力只需要花费更换蓄电池的时间，而不需要充电等待时间，自然方便了司机。电动汽车的蓄电池通常是通过多个螺丝固定于汽车底盘上的，蓄电池较重，往往要有10个螺丝来进行固定。然而不同的汽车底盘和蓄电池的形状因为制造关系，精度上多少会有点误差，所以就算汽车和蓄电池都能保持水平升降，也不能确保两者对位的紧密性。特别是两者存在水平面的角度差的时候，就会出现一边螺丝紧一边螺丝松的问题，固定的不紧密会进一步影响到电量正常传输，这就属于嵌合失败。因此，有必要开发一种新式换电站来提升汽车与蓄电池对位的准确性。发明内容本发明的主要目的在于提供一种保障汽车与蓄电池组装可靠性的浮动式对位的车载蓄电池自动换电站。本发明通过如下技术方案实现上述目的：一种浮动式对位的车载蓄电池自动换电站，包括汽车定位提升机构和电池加解锁机构；所述汽车定位提升机构包括用来托承电动汽车的支撑平台，所述支撑平台上设有横穿电动汽车进出方向的两条平行的滑轨，电池加解锁机构顺着滑轨移动；所述电池加解锁机构包括顶升组件、设于顶升组件上的定位组件和设于定位组件上的多个加解锁组件；所述顶升组件包括用来固定定位组件的升降台，定位组件包括浮动支架，设于浮动支架的上方的至少两个定位销，浮动支架通过四根链条悬挂于升降台下方。具体的，所述顶升组件还包括配合滑轨的滑台、卧设于滑台上的驱动电机和连接驱动电机主轴的驱动架，滑台上设有若干导套，升降台的下方还设有若干用来穿过导套的导杆，升降台下表面的四角上各设有一顶升斜块，驱动架上枢接有四个分别配合顶升斜块的顶升轮。具体的，所述浮动支架上设有车身感应器。具体的，所述电池加解锁机构还包括能够升降的滚动组件，滚动组件由阵列排布的多组输送滚筒构成，定位组件设有供滚动组件穿过的避位孔。进一步的，所述顶升组件包括配合滑轨的滑台，滑台上表面在靠近汽车定位提升机构一侧设有挡体。具体的，所述支撑平台上设有横穿电动汽车进出方向的齿条，电池加解锁机构的底部设有齿轮组件，齿轮组件利用齿条使电池加解锁机构沿滑轨滑动。采用上述技术方案，本发明技术方案的有益效果是：1、本发明链条使定位组件是可浮动的，在车载蓄电池装上电动汽车底盘时，车载蓄电池位置就可以适应底盘的实际情况进行自动微调，避免了嵌合失败。2、顶升斜块与顶升轮之间是滑动摩擦，动作顺畅，这种四点驱动的方式也使定位组件升降较为平稳，能够提高装配精度。3、车身感应器能够表征车载蓄电池就位时电动汽车是否在正确位置。4、滚动组件能用来转移车载蓄电池，设置结构紧凑，而且进一步提高了换电站的自动化水平。5、挡体能够保证车载蓄电池移入后定位销起到定位作用，还能防止定位销受力变形。6、换电站利用齿轮啮合驱动方式实现电池加解锁机构的平移，移动速度较为平稳，不容易造成电池加解锁机构携带的车载蓄电池碰撞错位，确保车载蓄电池与电动汽车底盘的定位精度。附图说明图1为实施例车载蓄电池自动换电站的立体图；图2为图1中A位置的放大图；图3为图1中B位置的放大图；图4为实施例车身定位组件的立体图；图5为实施例电池加解锁机构的立体图；图6为说明顶升实现原理的立体图；图7为说明浮动实现原理的立体图；图8为实施例定位组件与加解锁组件的组装立体图；图9为实施例加解锁组件的立体图。图中数字表示：1-汽车定位提升机构，11-支撑平台，111-滑轨，112-齿条，113-引导架，114-护板，12-提升组件，121-提升臂，13-前轮定位组件，131-V型架，132-前轮定位辊，14-后轮定位组件，141-后轮定位辊；15a-车身定位组件，15b-车身定位组件，151-支架，1511-导轨，152-定位电机，153-定位块；2-电池加解锁机构，21-顶升组件，211-滑台，2111-挡体，2112-导套，212-驱动电机，213-驱动架，2131-顶升轮，214-升降台，2141-顶升斜块，2142-导杆，215-链条，22-滚动组件，221-输送滚筒，23-定位组件，231-浮动支架，232-定位销，233-车身感应器，24-加解锁组件，241-加解锁电机，242-衔接头，2421-腰型孔，243-批头，2431-凸耳。具体实施方式下面结合具体实施例对本发明作进一步详细说明。实施例：如图1至图9所示，本发明的一种车载蓄电池自动换电站，包括汽车定位提升机构1和电池加解锁机构2；汽车定位提升机构1包括用来托承电动汽车的支撑平台11、位于支撑平台11四角的四个提升组件12、设于支撑平台11前部的两个前轮定位组件13、设于支撑平台11后部的两个后轮定位组件14以及设于支撑平台11中间的两个车身定位组件15a、15b，一个车身定位组件15a位于两个前轮定位组件13之间，另一个车身定位组件15b位于两个前轮定位组件14之间；支撑平台11上设有横穿电动汽车进出方向的两条平行的滑轨111，电池加解锁机构2顺着滑轨111移动；电池加解锁机构2包括顶升组件21、设于顶升组件21上的定位组件23和设于定位组件23上的多个加解锁组件24；定位组件23包括至少两个定位销232；加解锁组件24包括加解锁电机241和受加解锁电机241驱动的批头243。电池加解锁机构2初始位于滑轨111内侧，电动汽车从入口开上支撑平台11，汽车的车轮分别陷入两个前轮定位组件13和两个后轮定位组件14中，完成电动汽车的初始定位；然后，前后车身定位组件15a、15b从车轮的内侧施力，在前轮定位组件13和后轮定位组件14的配合下自动完成车头方向和绝对位置的精确定位，四个提升组件12让电动汽车的车身上升，然后电池加解锁机构2沿着滑轨111移动到旧车载蓄电池的下方；然后四个提升组件12让电动汽车的车身下降，定位组件23依靠定位销232与车载蓄电池上的定位孔匹配，这样每个加解锁组件24上的批头243也能对到车载蓄电池上的相应的固定螺丝；此时加解锁电机241驱动批头243将所有固定螺丝旋松，然后四个提升组件12让电动汽车的车身上升，这样车载蓄电池就能从电动汽车的底盘拆下；然后携带旧车载蓄电池的电池加解锁机构2沿着滑轨111移出支撑平台11，在滑轨111外侧完成新旧车载蓄电池的替换；然后电池加解锁机构2沿着滑轨111移上支撑平台11，使新车载蓄电池就位；然后电动汽车下降与新车载蓄电池嵌合，加解锁组件24再将固定螺丝拧紧；完成组装后，定位组件23下降退出车身定位孔，然后电池加解锁机构2沿着滑轨111移动到电池交换位，然后四个提升组件12让电动汽车的车身下降到支撑平台11上，换电完毕的电动汽车就能开出支撑平台11，旧车载蓄电池被留在换电站重新充电。本发明可以完全取代人工换电池，工作效率高，节省了司机等待时间。如图1至图3所示，每个提升组件12都包括一个提升臂121，四个提升臂121动作独立。提升组件12依靠提升臂121将电动汽车的车身提升，在车身脱离支撑平台11后，独立动作的提升臂121能调节电动汽车的三维姿态，保证车载蓄电池能够正常送入底盘的电池仓内。如图1和图2所示，每个前轮定位组件13和每个后轮定位组件14的外侧均设有一个引导架113，引导架113为折角形。前部的一对引导架113和后部的一对引导架113都形成喇叭口形状，电动汽车不管从那一侧开上支撑平台11，车轮外侧都会受到限制，这样在初始定位中，电动汽车的车轮就能准确地落到前轮定位组件13或后轮定位组件14上方，确保精确定位能够顺利进行。如图2和图3所示，前轮定位组件13包括若干用来方便前轮侧向滑动的前轮定位辊132；后轮定位组件14包括用来方便后轮侧向滑动的若干后轮定位辊141。前轮定位辊132和后轮定位辊141使车轮停放基础是可滚动的，摩擦力低，所以能方便车身定位组件15a、15b对电动汽车的精确定位。如图1所示，前轮定位组件13还包括中部下陷的V型架131，前轮定位辊132枢接于V型架131上。因为车轮在重力作用下总有下降趋势，所以V型架131能用来限制车身定位过程当中前轮的前后位置。如图4所示，车身定位组件15a、15b包括设于支撑平台11内的支架151、固定于支架151中间的定位电机152以及设于支架151两侧的两个定位块153，支架151上设有两组用来限制定位块153移动的导轨1511，定位电机152同时驱动两个定位块153同步地沿着各自的导轨1511移动。工作中，前部的车身定位组件15a的两个定位块153会抵在两个前轮的内侧，后部的车身定位组件15b的两个定位块153会抵在两个后轮的内侧，通过定位电机152的动作，电动汽车的车头方向和侧方位置就能一起进行调整。同一个车身定位组件的两个定位块153相对位置是不变的，同步性很好，而且减少了电机数量，节省了设备成本。如图2和图3所示，支撑平台11上设有用来保护车身定位组件15a、15b的护板114。护板114能够防止电动汽车开上支撑平台11时碾压到车身定位组件15a、15b上的驱动部件，避免车身定位组件15a、15b损伤失灵。如图1所示，支撑平台11上设有横穿电动汽车进出方向的齿条112，电池加解锁机构2的底部设有齿轮组件(未标注)，齿轮组件利用齿条112使电池加解锁机构2沿滑轨111滑动。该结构利用齿轮啮合驱动方式实现电池加解锁机构2的平移，移动速度较为平稳，不容易造成电池加解锁机构2携带的车载蓄电池碰撞错位，确保车载蓄电池与电动汽车底盘的定位精度。如图5所示，电池加解锁机构2还包括能够升降的滚动组件22，滚动组件22由阵列排布的多组输送滚筒221构成，定位组件23设有供滚动组件22穿过的避位孔(未标注)。当定位组件23下降的时候，滚动组件22能够将车载蓄电池移入或移出电池加解锁机构2上方。如此设置结构紧凑，而且进一步提高了换电站的自动化水平。如图6和图7所示，顶升组件21包括配合滑轨111的滑台211、卧设于滑台211上的驱动电机212、连接驱动电机212主轴的驱动架213以及用来固定定位组件23的升降台214，滑台211上设有若干导套2112，升降台214的下方还设有若干用来穿过导套2112的导杆2142，升降台214下表面的四角上各设有一顶升斜块2141，驱动架213上枢接有四个分别配合顶升斜块2141的顶升轮2131。导套2112限制了升降台214只能做升降运动，顶升斜块2141同样只能升降运动，驱动电机212使所有顶升轮2131往同一个方向平移，与顶升轮2131接触的顶升斜块2141就能发生升降，继而实现定位组件23升降。顶升斜块2141与顶升轮2131之间是滑动摩擦，动作顺畅，这种四点驱动的方式也使定位组件23升降较为平稳，能够提高装配精度。如图5所示，滑台211上表面在靠近汽车定位提升机构1一侧设有挡体2111。在利用滚动组件22移入车载蓄电池的过程中，挡体2111能够抵住车载蓄电器的内侧，保证定位销232起到定位作用。在电池加解锁机构2往支撑平台11移动的过程中能防止定位销232侧向受力而变形，导致车载蓄电器的定位越来越不准。如图7和图8所示，定位组件23包括浮动支架231，定位销232设于浮动支架231的上方，浮动支架231通过四根链条215悬挂于升降台214下方。链条215使定位组件23是可浮动的，在车载蓄电池装上电动汽车底盘时，车载蓄电池位置就可以适应底盘的实际情况进行自动微调，避免了嵌合失败。如图5和图8所示，浮动支架231上设有车身感应器233。车身感应器233能够表征车载蓄电池就位时电动汽车是否在正确位置。如图9所示，加解锁组件24还包括固定于加解锁电机241主轴的衔接头242，批头243具有柄部(未标注)，衔接头242包括用于收容柄部的收纳腔(未标注)，收纳腔的内截面大于柄部的截面，柄部的两侧各设有一凸耳2431，衔接头242设有沿轴向开设的两个腰型孔2421，凸耳2431被收容于腰型孔2421中并使批头243无法脱开衔接头242。衔接头242作为加解锁电机241与批头243之间的衔接部件，起到了类似万向轴的作用。而收纳腔提供了批头243小范围的活动空间，这样每个加解锁组件24都能适应对象固定螺丝，以免汽车底盘或车载蓄电池固定孔的制造误差而导致各个加解锁组件24无法同步加解锁的问题。以上所述的仅是本发明的一些实施方式。对于本领域的普通技术人员来说，在不脱离本发明创造构思的前提下，还可以做出若干变形和改进，这些都属于本发明的保护范围。 | 本发明属于车辆保养技术领域，涉及一种浮动式对位的车载蓄电池自动换电站，包括用来定位和升降电动汽车的汽车定位提升机构和用来定位和更换车载蓄电池的电池加解锁机构，所述电池加解锁机构包括顶升组件、设于顶升组件上的定位组件和设于定位组件上的多个加解锁组件；所述顶升组件包括用来固定定位组件的升降台，定位组件包括浮动支架，设于浮动支架的上方的至少两个定位销，浮动支架通过四根链条悬挂于升降台下方。本发明链条使定位组件是可浮动的，在车载蓄电池装上电动汽车底盘时，车载蓄电池位置就可以适应底盘的实际情况进行自动微调，避免了嵌合失败。 | CN:201711083077.XA | https://patentimages.storage.googleapis.com/ae/3d/1f/36bea8481f2016/CN108058688B.pdf | CN:108058688:B | 吴小平, 孙庆, 牟东 | NIO Co Ltd | NaN | Not available | 2020-09-22 | 1.一种浮动式对位的车载蓄电池自动换电站，包括汽车定位提升机构和电池加解锁机构；所述汽车定位提升机构包括用来托承电动汽车的支撑平台，所述定位提升机构还包括位于所述支撑平台四角的四个提升组件，每个所述提升组件都包括一个提升臂，四个所述提升臂动作独立，所述支撑平台上设有横穿电动汽车进出方向的两条平行的滑轨，电池加解锁机构顺着滑轨移动；所述电池加解锁机构包括顶升组件、设于顶升组件上的定位组件和设于定位组件上的多个加解锁组件；其特征在于：所述顶升组件包括用来固定定位组件的升降台，定位组件包括浮动支架，设于浮动支架的上方的至少两个定位销，浮动支架通过四根链条悬挂于升降台下方。, 2.根据权利要求1所述的浮动式对位的车载蓄电池自动换电站，其特征在于：所述顶升组件还包括配合滑轨的滑台、卧设于滑台上的驱动电机和连接驱动电机主轴的驱动架，滑台上设有若干导套，升降台的下方还设有若干用来穿过导套的导杆，升降台下表面的四角上各设有一顶升斜块，驱动架上枢接有四个分别配合顶升斜块的顶升轮。, 3.根据权利要求1所述的浮动式对位的车载蓄电池自动换电站，其特征在于：所述浮动支架上设有车身感应器。, 4.根据权利要求1所述的浮动式对位的车载蓄电池自动换电站，其特征在于：所述电池加解锁机构还包括能够升降的滚动组件，滚动组件由阵列排布的多组输送滚筒构成，定位组件设有供滚动组件穿过的避位孔。, 5.根据权利要求1或4所述的浮动式对位的车载蓄电池自动换电站，其特征在于：所述顶升组件包括配合滑轨的滑台，滑台上表面在靠近汽车定位提升机构一侧设有挡体。, 6.根据权利要求1所述的浮动式对位的车载蓄电池自动换电站，其特征在于：所述支撑平台上设有横穿电动汽车进出方向的齿条，电池加解锁机构的底部设有齿轮组件，齿轮组件利用齿条使电池加解锁机构沿滑轨滑动。 | CN | China | Active | B | True |
| 146 | Vehicle on-board charger for bi-directional charging of low/high voltage batteries \n | US11491883B2 | This invention was made with Government support under IIP 1602012 awarded by the National Science Foundation. The Government has certain rights in the invention.\nThis Utility Application is a National Stage Application of PCT/US2019/026779 filed on 10 Apr. 2019, which is based on the Provisional Patent Application No. 62/655,708 filed on 10 Apr. 2018.\nThe present invention is directed to plug-in electric vehicles (PEVs), and in particular, to on-board chargers (OBCs) for PEVs.\nIn overall concept, the present invention directs itself to a compact on-board charger for efficient bi-directional charging of both low voltage (LV) battery and high voltage (HV) battery on PEVs.\nThe present invention is also directed to an integrated on-board charger adapted for a three-phase power grid connection that is capable of a bi-directional operation (from the HV and LV batteries to the grid, from the grid site to the HV and LV batteries, as well as between the HV and LV batteries, and for charging the vehicle (propulsion system) from the grid, as well as discharging the vehicle to the grid.\nIn addition, the present invention is directed to a compact, highly efficient high power three-phase on-board charger (OBC) system with a modular configuration of the On-board Charger integrated with the Auxiliary Power Module (APM) that is capable of a bi-directional power flow between multiple ports of the OBC.\nThe present invention is further directed to a three-port power electronic system with one input and two outputs which enables a unique power transfer control methodology simultaneous regulated power transfer towards both output ports from the AC power grid.\nThe present invention is also directed to the combination of different variations of triple-active bridge (TAB)-derived topologies and control routines which are capable of bi-directional operations among three different ports of the charging system in PEVs.\nThe present invention is further directed to a power management control strategy in OBCs that is capable of managing bi-directional power flow among three ports (input port and two output ports) of the power electronic system in PEVs at different loading conditions.\nIn addition, the present invention is directed to an optimization strategy for minimization of the reactive and active circulation of power among different ports of the power electronic system in PEVs, to reduce a peak current stress on MOSFET devices included in the OBC, and to ensure soft switching of all MOSFET devices of the triple-active-bridge (TAB)-based topologies.\nThe present invention also addresses an analytical predictive model to predict the phase difference between currents in the primary and secondary sides of a transformer to enhance synchronous rectification, to minimize losses in the power electronic system of PEVs, and to overcome a requirement for a high bandwidth secondary side current sensor which is achieved by a predictive model-based synchronous rectification control.\nIn addition, the present invention addresses a three-port power electronic system for PEVs with one input port and two output ports, capable of simultaneously regulating power transfer with sets of integrated transformers towards both output ports while achieving controlled regulation of output voltages.\nFurthermore, the present invention is directed to a three-phase input interface flexible for operation with a single-phase input source, and to a control routine to minimize the circulating power using an approach of a combined phase shift and duty ratio control strategy for the triple-active-bridge (TAB)-based topologies.\nIn addition, the present invention addresses an OBC capable of achieving a simultaneous charging (G2B) of two batteries (HV and LV) from a grid, grid to HV battery (G2H) charging, grid to LV battery (G2L) charging, HV battery to LV battery (H2L) charging, as well as grid to vehicle (G2V) charging, and vehicle to grid (V2G) discharging.\nElectric vehicles (EVs) and Plug-In Hybrid Electric Vehicles (PHEVs), commonly referred to herein as Plug-In Electric Vehicles (PEVs), are vehicles propelled by electricity, as opposed to the conventional vehicles which operate on organically based or other liquid/gaseous fuel. The Plug-In Electric Vehicles are composed of an energy storage sub-system (ESS), and an inverter followed by a propulsion machine for electric propulsion called a power train.\nThere is a trend among industries and researchers to focus on the electrification of transportation, especially in the field of PEVs, due to the environmental issues and the increasing market growth that can be foreseen in the coming decades. According to the report from International Energy Agency, numbers of both electric car stock and electric car sales continually keeps growing.\nElectric vehicles (EVs) operate with higher energy conversion efficiency, produce a lower level of exhaust emissions, and lower levels of acoustic noise and vibration, than conventional vehicles. The electricity for electric vehicle operation can be provided either external the vehicle and stored in the ESS, or can be produced on-board with the help of the storage source(s) contained in the ESS.\nThe battery charger is a device which converts the alternating current (AC) distributed by electric utilities to the direct current (DC) needed to recharge a battery. There are a number of different types of battery chargers based on the way they control the charging rate. Electric vehicle battery chargers may be on-board (residing in the electric vehicle) or off-board (at a fixed location outside the vehicle).\nThus, on-board chargers provide flexibility of battery charging using power outlets. However, on-board chargers contribute to additional weight, volume and cost of the car. Due to their charging power, limitations and slow charging process, it would take between 4-20 hours to fully charge a PEV battery using conventional on-board chargers. Thus, a high power charger which does not need additional bulky on-board or off-board power equipped electronic interfaces, and which would provide faster on-board charging without an additional cost and weight would be highly desirable in the PEVs industry.\nTypical on-board chargers include an AC-DC stage for rectification of the AC voltage from the power grid, a Power Factor Correction (PFC), and a DC-DC stage for battery current and voltage regulation.\nIn the on-board power electronic converter of a PEV, a conventional on-board battery charger operates independent of the propulsion machine and the propulsion inverter. This structural approach is detrimental due to additional or extra components, weight, and cost of the vehicle design. In order to reduce the size, weight and cost of the on-board chargers, different integrated chargers have been designed.\nIn recent publications, bi-directional on-board charger solutions are sought which not only charge the HV battery from the grid, but also is able to transfer the power from the battery side back to the grid. In addition to the on-board charger, a typical power interface structure for EVs also includes a separate power unit called Auxiliary Power Module (APM) operating to charge the low voltage (LV) battery.\nThe OBS and APM are two independent battery charger units incorporated in an electric vehicle (EV). The on-board charger (OBC) is the power electronics interface between the power grid and the high voltage (HV) traction battery, and the auxiliary power module (APM) is a separate power unit to charge the low voltage (LV) battery which supply consumer electronics on a vehicle, such as audio, air conditioner, lights, etc.\nTo reduce charging time and alleviate range anxiety, power ratings of the OBC and battery capacity increase with the help of three-phase power outlets, which are widely used in Europe and Asia. Moreover, many studies have been conducted on bi-directional power flow of OBC, which not only can charge the HV battery from the grid, but also can feed the power from the battery to the grid side.\nIt would be highly beneficial for PEVs to integrate both units (OBC and APM) together in order to achieve a charger design that would be capable of bi-directional operation with high efficiency, while being smaller in volume, lighter in weight, and less costly compared to those of the existing on-board chargers and auxiliary power modules combined. A compact and highly efficient bi-directional 3-phase charger that would be capable of charging both LV and HV batteries is an attractive solution for the next generation of EVs. Furthermore, this integration will address the pre-conditioning and depleted LV battery issues in EVs, as there have been many reports/concerns regarding depleted LV batteries in EVs, where a car cannot ever be started, and the LV battery is to be replaced.\nThere have been numerous attempts to the field of PEVs to integrate an Auxiliary Power Module (APM) into a bi-directional on-board charger (OBC) with different configurations.\nOne design that integrates the auxiliary power module from the grid side, as shown in FIG. 1, is presented in J. G. Pinto, et al., “Onboard Reconfigurable Battery Charger for Electric Vehicles with Traction-to-Auxiliary Mode”, in IEEE Transactions on Vehicular Technology, Vol. 63, No. 3, pp. 1104-1116, March 2014. The topology has two separate bi-directional switches (configured either with relays or back-to-back MOSFET pairs Q1-Q2, Q3-Q6). The configuration permits grid to vehicle (G2V) and vehicle-to-grid (V2G) operation. Disadvantageously, in the grid-to-vehicle charging and vehicle-to-grid discharging modes, there is no isolation between the HV battery and the grid. Q5 and Q6 form a buck converter during the grid-to-vehicle charging and a boost converter in the vehicle-to-grid discharging, which may limit the maximum allowable switching frequency due to the hard-switching.\n FIG. 2 depicts a schematic of another configuration of the charger for PEVs with the auxiliary power module connected to the battery at the DC side. This topology (suggested by R. Hou, et al., “A Primary Full-Integrated Active Filter Auxiliary Power Module in Electrified Vehicles with Single-Phase Onboard Chargers”, in IEEE Transactions on Power Electronics, vol. 32, no. 11, pp. 8393-8405, November 2017), is similar to the charger equipped with two individual units with the component count being the same as two separate power modules.\nAnother configuration, depicted in FIG. 3, is presented in X. Lu, et al., “Three-port Bidirectional CLLC Resonant Converter Based Onboard Charger for PEV Hybrid Energy Management System,” 2017 IEEE Energy Conversion Congress and Exposition (ECCE), Cincinnati, Ohio, USA, 2017, pp. 1432-1438. This topology integrates the auxiliary power module from DC side. The HV and LV batteries share the same ground. However, no isolation is provided therebetween.\nA current doubler rectifier with current ripple cancellation was proposed in J. S. Glaser, et al., “Current doubler rectifier with current ripple cancellation”, U.S. Pat. No. 7,880,577B1, issued Feb. 1, 2011. The circuit utilizes three coupled inductors on the secondary side in an E-core structure. However, disadvantageously, neither the circuit is integrated with any resonant converter, nor the operational principles of the circuit are made applicable to the resonant converter, which makes it inapplicable for LV charging applications.\nA rectifying circuit formed with dual current doublers connected in series/parallel was described in K. A. Wallace, “Dual coupled current doubler rectification circuit,” U.S. Pat. No. 5,933,338 A, Aug. 3, 1999. This circuit needs separate cores for realizing the secondary inductors and makes the converter significantly bulkier. Also, current ripple cancellation cannot be achieved by this topology, which further will require high output capacitance.\n FIG. 4 illustrates an integrated charger topology based on a three-winding integrated transformer, which is disclosed in V. Tang, et al., “An integrated Dual-Output Isolated Converter for Plug-In Electric Vehicles,” In IEEE Transactions on vehicular Technology”, Vol. 67, No. 2, pp. 966-976, February 2018. This integrated transformer allows integration between a half bridge CLLC resonant converter and a high step-down LLC resonant converter with a full bridge rectifier. The topology is capable of grid-to-vehicle, vehicle-to-grid, and HV-to-LV operations.\nAnother integrated charger topology shown in FIG. 5 is disclosed in Kominami, et al., “Power Converter and Battery Charger Using the Same”, U.S. Patent Application Publication #2014/0103860A1, Apr. 17, 2014, which is a dual active full bridge converter combined with a passive current doubler rectifier, which leaves the LV side output unregulated. Moreover, the control is focused on the noise reduction for the converter rather than on achieving power flow management.\nThree-phase on-board chargers have been widely investigated. One integration method of the OBC is to connect an add-on three-phase power electronics interface to the propulsion system, as shown in FIG. 6, and presented in C. Shi, et al., “A Three-Phase Integrated Onboard Charger for Plug-In Electric Vehicles,” In IEEE Transactions on Power Electronics, vol. 33, no. 6, pp. 4716-4725, June 2018, where the propulsion motor is used as a coupled DC inductor for the charger. However, the inductor-based integration may negatively affect the longevity of the motor.\n FIG. 7 shows a configuration in which the split-winding AC motor structure is utilized for integration (M. S. Diab, et al., “A Nine-Switch-Converter-Based Integrated Motor Drive and Battery Charger System for EVs Using Symmetrical Six-Phase Machines,” In IEEE Transactions on Industrial Electronics, vol. 63, no. 9, pp. 5326-5335, September 2016). Disadvantageously, the midpoints of motor windings are not accessible for conventional propulsion system, which needs extra effort for adjustment. This system does not provide isolation, i.e., if a galvanic isolation is mandatory, then either an electric machine with multiple isolated windings or an additional isolated DC-DC stage is required.\nTo resolve the concern caused by propulsion system integration, some studies have been conducted on multiport integration through a coupled transformer using additional windings. For instance, a three-port dual active full bridge DC/DC converter is proposed in H. Tao, et al., “Transformer-Coupled Multiport ZVS Bidirectional DC-DC Converter with Wide Input Range”, In IEEE Transactions on Power Electronics, vol. 23, no. 2, pp. 771-781, March 2008, for fuel cell and supercapacitor applications, which is shown in FIG. 8. By means of the duty ratio and phase shift control, soft-switching is achieved in this configuration with a wide input voltage range of fuel cells. However, this topology is fundamentally for the DC/DC power conversion and is not aimed for the specific charging profile of EV battery, making it inapplicable for high-power integrated OBC applications.\nIn G. Waltrich, et al., “Multiport Converter for Fast Charging of Electrical Vehicle Battery”, in IEEE Transactions on Industry Applications, vol. 48, no. 6, pp. 2129-2139, November-December 2012, a multiport converter is described with a stationary storage port to reduce the required current from the grid for charging station configuration, as shown in FIG. 9. By utilizing the star connections in the secondary of the transformers to eliminate third-order harmonics ripples, a significant reduction in the output filter is granted. However, due to large amounts of switches, complexity of this topology makes it unaffordable for high-power OBC application.\nIt would be highly desirable to provide a compact OBC free of the shortcomings of the conventional converters, which would be capable of a highly-efficient bi-directional power transfer between the power grid and HV and LV batteries, between HV and LV batteries, and between the grid and the vehicle.\nIt is therefore an object of the present invention to provide a compact single-phase and three-phase integrated on-board charger system capable of simultaneous charging of both high voltage (HV) and low voltage (LV) batteries from the power grid and which integrates the functionalities of both the on-board charger (OBC) and the auxiliary power module (APM) to achieve bi-directional operation with high efficiency.\nIt is another object of the present invention to provide a highly compact, highly efficient bi-directional three-phase on-board charger capable of simultaneous charging both low voltage (LV) and high voltage (I-IV) batteries in the electric vehicles.\nIt is a further object of the present invention to provide a three-port power electronic system for electric vehicles with one input port and two output ports capable of simultaneous regulated power transfer between the input port and the output ports while maintaining reference voltage levels.\nIn addition, it is an object of the present invention to provide a unique power flow control methodology for both a single- and three-phase integrated OBC and APM which enables simultaneous charging of HV and LV batteries from the AC grid side in a multi-port on-board charging system for electric vehicles.\nIt is a further object of the present invention to provide a combination of alternative configurations of triple-active bridge (TAB)-derived topologies and control methods which are capable of bi-directional power flow among the multiple ports of the power electronic system.\nFurthermore, it is an object of the present invention to provide a novel control and power management strategy that can manage the bi-directional power flow among three ports at different loading conditions, and an optimization strategy to minimize the reactive and active circulating power among different ports, thus reducing the peak current stress on MOSFET devices.\nFurther, it is an object of the present invention to ensure soft-switching at the MOSFETs of the triple-active-bridge (TAB)-based topologies of the charging system in EVs applications.\nIn addition, it is an object of the subject invention to create an analytical model to predict the phase difference between the primary and secondary sides' currents of a charger's transformer to enhance synchronous rectification and to minimize losses, as well as to eliminate the requirement of a high bandwidth secondary side current sensor.\nIt is still an object of the present invention to provide a charger system for EVs with a three-phase input interface flexible for operation with single-phase input source.\nIt is also an object of the present invention to provide a control methodology to minimize the circulating power using phase shift and duty ratio combined strategy for the triple-active-bridge (TAB)-based topologies for chargers of PEVs.\nIn addition, it is an object of the present invention to achieve various functionalities, namely, simultaneous charging (G2B) of HV and LV batteries from a power grid, grid to HV battery (G2H) charging, grid to LV battery (G2L) charging, HV battery to LV battery (H2L) charging, grid to vehicle (G2V) charging, and vehicle to grid (V2G) discharging in the charger in EVs.\nIn one aspect, the present invention is directed to an on-board charging system for plug-in electric vehicles (PEVs) which includes an on-board charger (OBC) having an input port operatively coupled to an alternative current (AC) power grid, a first output port operatively coupled to a first (HV) battery, and a second output port operatively coupled to a second (LV) battery. The OBC is configured for substantially simultaneous bi-directional power transfer between at least two of the input port, the first output, and the second output ports respectively.\nThe OBC is further equipped with a power transfer control sub-system integrated in the OBC and operatively coupled to the input and the first and second output ports for bi-directional regulated power transfer therebetween while maintaining reference voltage levels. The control sub-system is configured for a combined phase shift and duty ratio control at the input and the first and second output ports in a resonant-based and a pulse width modulation (PWM)-based modes of operation respectively.\nThe OBC further includes a transformer sub-system integrated therewith and operatively coupled, by a primary side to the input port, and by secondary and tertiary sides to the first and second output ports, respectively.\nA DC/DC converter is integrated in the OBC in operative coupling to the transformer sub-system where the DC/DC converter includes a first converter sub-system operatively coupled between the input port and the primary side of the transformer sub-system, a second converter sub-system operatively coupled between the secondary side of the transformer sub-system and said first output port, and a third converter sub-system operatively coupled between the secondary side of the transformer and the second output port.\nThe first, second, and third bridge sub-systems, and the transformer sub-system, preferably form a triple active bridge (TAB) converter sub-system.\nThe OBC is contemplated in numerous embodiments, and may have a configuration selected from a group including a resonant-based configuration and a pulse-width modulation (PWM)-based configuration. Each of the first and second converter sub-systems includes at least two MOSFET devices interconnected to form a half-bridge DC/DC converter circuit, or at least four MOSFET devices interconnected to form a full bridge DC-DC converter circuit. The third converter sub-system includes MOSFET devices interconnected to form a half-bridge DC/DC converter circuit, a full-bridge DC/DC converter circuit, or an active current doubler rectifier circuit.\nIn the resonance-based configuration, when each of the first and second converter sub-systems includes the half-bridge configuration, the OBC includes a resonant capacitor C1 connected between the first converter sub-system and the primary side of said transformer sub-system, and a resonant capacitor C2 connected between the secondary side of the transformer sub-system and the second converter sub-system.\nIn the resonance-based configuration, the OBC further includes resonant capacitors C1/2 and C2/2 included in the half-bridge configuration of the first and second converter sub-systems.\nIn the PWM-based configuration, the DC/DC converter further includes a first shim inductor L1 and a first DC-blocking capacitor C1, each connected between the first converter sub-system and the primary side of the transformer sub-system, a second shim inductor L2, and a second DC-blocking capacitor C2, each connected between the secondary side of the transformer sub-system and the second converter sub-system, and a third inductor L3 interconnected between the secondary side of the transformer sub-system and the third converter sub-system.\nThe subject on-board charger system, further includes a resonant inductor L1 interconnected between the first converter sub-system and the primary end of the transformer sub-system, and a resonant inductor L2 interconnected between the secondary side of said transformer sub-system and the second converter sub-system with the L1 and L2 enhancing power density of the DC/DC converter.\nA switching sub-system controls the power flow during the grid-to-vehicle charging and vehicle-to-grid discharging.\nA power interruption device (switch/relay) is connected between the first port and the input converter sub-system between the first converter sub-system and the primary side of the transformer sub-system and at the primary side of the transformer sub-system.\nThe power transfer control sub-system operates in a mode of operation selected from a group consisting of a simultaneous charging mode of operation, a reactive power flow optimization mode of operation, and a synchronous rectification mode of operation.\nIn the simultaneous charging mode of operation, the first, second, and third converter sub-systems are configured as full-bridge DC/DC converter circuits, and the power flow towards the first and second output ports and the output voltage levels V1, V2, V3 at the input port, and the first and second output ports, respectively, are controlled by independent control variables including duty rations δ1, δ2, δ3 of the full-bridge DC/DC converter circuits of the first, second and third converter sub-systems and phase angle differences φ1 and φ2, between fundamental voltage waveforms of the first and second and the first and third converter sub-systems, respectively.\nThe first converter sub-system includes Q1, Q2, Q3, Q4 MOSFET devices, the second converter sub-system includes Q5, Q6, Q7, Q8 MOSFET devices, and the third converter sub-system includes Q9, Q10, Q11, Q12 MOSFET devices.\nIn the reactive power flow optimization mode of operation, the subject control sub-system generates the variables φ2, φ3, φ3 sets=0, and determines δ to ensure a soft switching condition for the MOSFET devices.\nIn the synchronous rectifier mode of operation, the control sub-system includes a PWM generator supplying a PWMA control signal to the first converter sub-system, a generalized harmonic computational sub-system computing a phase angle difference value θSR between the gate pulses for the first and second converter sub-systems required for synchronizing with a zero current crossing of a resonant current in the second converter sub-system, a delay computational sub-system coupled to the generalized harmonic computational sub-system receiving the PWMA signal and the phase difference value θSR therefrom, and computing a gate signal PWMB based on the PWMA and θSR,\nThe delay computational sub-system supplying the gate signal PWMB to the second converter sub-system attains a synchronous rectification in the second and third converter sub-systems.\nA synchronous rectification mechanism is incorporated in the MOSFET devices Q5, Q6, Q7, and Q8 of the second converter sub-system during the grid-to-vehicle charging mode of operation, and in the MOSFET devices Q1, Q2, Q3, and Q4 of the first converter sub-system during the vehicle-to-grid discharging mode of operation.\nIn another aspect, the present invention is directed to a three-phase on-board charger system for plug-in electric vehicles (PEV), which includes a modular on-board charger (OBC) having an input port coupled to a three-phase power grid and a first and second output ports coupled to an on-board high voltage (HV) battery and an on-board low voltage (LV) battery, respectively. The modular on-board charger includes a plurality of electronic modules interconnected in a one-stage configuration, or a two-stage configuration.\nIn the two-stage configuration, the on-board charger (OBC) includes a first electronic module operatively coupled between the input port and a DC link, where the first electronic module includes a bi-directional three-phase Power Factor Correction (PFC) rectifier sub-system. A second electronic module operatively is coupled to the DC capacitor CDC of the DC link, where the second electronic module includes a plurality of MOSFET devices interconnected in a bridge sub-system. A third electronic module operatively coupled to the bridge sub-system, where the third electronic module includes an integrated transformer sub-system. A fourth electronic module operatively coupled between the integrated transformer sub-system and the first output port, where the fourth electronic module includes a rectifier sub-system for the HB battery coupled to the fourth electronic module. The OBC further includes a fifth electronic module which is operatively coupled between the integrated transformer sub-system and the second output port, where the fifth electronic module includes a rectifier sub-system for the LV battery coupled to the fifth electronic module.\nThe subject OBC also includes a control sub-system operatively coupled to the electronic modules to implement a combined phase shift-and-duty ratio-based power flow control for charging the HV and LV batteries from the power AC grid, for the HV battery to the LV battery charging, for charging the PEV from the AC power grid, and discharging the PEV to the AC power grid.\nIn the one-stage configuration, the on-board charger (OBC) includes a sixth electronic module operatively coupled to the input port, where the sixth electronic module including a single-stage AC/DC converter sub-system with the third electronic module operatively coupled to the sixth electronic module.\nThe fourth and fifth electronic modules are operatively coupled to the integrated transformer sub-system in the third electronic module, with the HV and LV batteries coupled to the first and second output ports, respectively and the control sub-system operatively coupled to the electronic modules.\nIn the two-stage configuration, the bi-directional three-phase PFC rectifier of the first electronic module may be selected from a group consisting of: a three phase boost PFC rectifier, a three-phase buck PFC rectifier, a three-phase Vienna-type PFC rectifier, a three single-phase buck PFC rectifier, and a modular multi-level converter,\nThe bridge sub-system in the second electronic module may be selected from a group consisting of: two full bridges connected in parallel, two half bridges connected in parallel, two individual half bridges, two individual full bridges, a three-phase bridge, three full bridges, and three half bridges.\nThe transformer sub-system in the third electronic module may be selected from a group consisting of: at least two separate transformers, at least two transformer sets with primary windings delta interconnected with capacitors and secondary windings interconnected in series with capacitors, and a single three-phase transformer; and\nThe rectifier sub-system of each of the fourth and fifth electronic modules, respectively, may be selected, depending on the configuration of the transformer sub-system from a group consisting of: at least two half bridges, at least two full bridges, at least two half bridges connected in parallel, and at least two full bridges connected in parallel.\nThe DC Link may be selected from a group consisting of: a split DC Link, and a non-split DC Link.\nIn the one-stage configuration, the AC/DC converter of the sixth electronic module may be selected from a group consisting of: three single-phase AC-DC converters connected in parallel, a Matrix-based three-phase AC-DC Triple Active Bridge (TAB) converter, and a SWISS-based TAB converter with split AC capacitors.\nThe transformer sub-system in the third electronic module may be selected from a group consisting of: at least two separate transformers, three transformers with primary windings delta-interconnected with capacitors and secondary windings serially connected with capacitors, and a single three-phase transformer.\nThe rectifier sub-system in the fourth and fifth electronic modules, respectively, may be selected from a group consisting of: at least two half bridges, at least two full bridges, at least two half bridges connected in parallel, and at least two full bridges connected in parallel.\nThe control sub-system executes a pulse frequency modulation (PFM) or pulse width modulation (PWM).\nIn one embodiment, where the subject OBC system has a split power flow, the two-stage configuration may include a bi-directional three-phase PFC rectifier in the first electronic module, two triple active full bridge converters connected in parallel in the second electronic module integrated with two transformers and six shim inductors of the third electronic module.\nIn an alternative implementation, the subject OBC system has a split power flow, and further includes a three-phase boost PFC rectifier in the first electronic module, and two single-phase DC/DC converters in each of the fourth and fifth electronic modules, respectively, where each single-phase DC/DC converter is integrated with a respective transformer sub-system in each split power flow.\nIn another embodiment, the subject OBC system may include a three-phase boost PFC rectifier in the first electronic module, and an integrated three-phase DC-DC converter in each of the fourth and fifth electronic modules; or a three single-phase H-bridge PFC rectifiers in the first electronic module integrated with triple active bridge (TAB) converters coupled in parallel.\nThese and other objects and advantages of the present invention will be more apparent when considered in conjunction with the Drawings and the Detailed Description of the Preferred Embodiment(s).\n FIG. 1 is a schematic diagram of a prior art integrate | Compact light-weight on-board three-port power electronic system built in various configurations of triple-active-bridge-derived topologies, including modular implementations, with control strategies capable of bi-directional power transfer among the three ports of the power electronic system, including simultaneous charging of a high voltage (HV) battery and a low voltage (LV) battery from a single phase power grid or a three-phase power grid with minimized reactive power and active circulating current, with ensured soft-switching for MOSFET devices, and with enhanced synchronous rectification and reduced power losses. | US:15/733,746 | https://patentimages.storage.googleapis.com/b5/25/54/2d8aab16ae8daa/US11491883.pdf | US:11491883 | Alireza Khaligh, Jiangheng LU, Ayan MALLIK, Shenli ZOU | University of Maryland at College Park | US:5933338, US:7560872, US:7880577, US:20120040210:A1, US:20140103860:A1, WO:2015164970:A1, US:20160016479:A1, US:9931951, US:10122285, US:20190143822:A1, US:20210399624:A1 | 2022-11-08 | 2022-11-08 | 1. An on-board charger system for plug-in electric vehicles (PEVs), the on-board charger system comprising:\nan on-board charger (OBC) having an input port operatively coupled to an alternative current (AC) power grid, a first output port operatively coupled to a first battery, and a second output port operatively coupled to a second battery, wherein said OBC is configured for substantially simultaneous bi-directional power transfer between at least two of said input port, said first output port, and said second output port, respectively,\nwherein said OBC includes:\na transformer sub-system integrated therewith and operatively coupled, by a primary side thereof to said input port, and by a secondary side thereof, to said first output port and said second output port, and\na DC/DC converter integrated in said OBC and operatively coupled to said transformer sub-system,\nwherein said DC/DC converter includes:\na first converter sub-system operatively coupled between said input port and said primary side of said transformer sub-system,\na second converter sub-system operatively coupled between said secondary side of said transformer sub-system and said first output port, and\na third converter sub-system operatively coupled between said secondary side of said transformer sub-system and said second output port; and\n\na power transfer control sub-system integrated with said OBC and operatively coupled to said input port and said first output port and said second output port for bi-directional regulated power transfer therebetween while maintaining predetermined voltage levels, said power transfer control sub-system being configured for a combined phase shift and duty ratio control at said input port and said first output port and said second output port in a resonant-based mode or a pulse-width-modulation based mode of operation.\n, an on-board charger (OBC) having an input port operatively coupled to an alternative current (AC) power grid, a first output port operatively coupled to a first battery, and a second output port operatively coupled to a second battery, wherein said OBC is configured for substantially simultaneous bi-directional power transfer between at least two of said input port, said first output port, and said second output port, respectively,, wherein said OBC includes:, a transformer sub-system integrated therewith and operatively coupled, by a primary side thereof to said input port, and by a secondary side thereof, to said first output port and said second output port, and, a DC/DC converter integrated in said OBC and operatively coupled to said transformer sub-system,, wherein said DC/DC converter includes:, a first converter sub-system operatively coupled between said input port and said primary side of said transformer sub-system,\na second converter sub-system operatively coupled between said secondary side of said transformer sub-system and said first output port, and\na third converter sub-system operatively coupled between said secondary side of said transformer sub-system and said second output port; and\n, a second converter sub-system operatively coupled between said secondary side of said transformer sub-system and said first output port, and, a third converter sub-system operatively coupled between said secondary side of said transformer sub-system and said second output port; and, a power transfer control sub-system integrated with said OBC and operatively coupled to said input port and said first output port and said second output port for bi-directional regulated power transfer therebetween while maintaining predetermined voltage levels, said power transfer control sub-system being configured for a combined phase shift and duty ratio control at said input port and said first output port and said second output port in a resonant-based mode or a pulse-width-modulation based mode of operation., 2. The on-board charger system of claim 1, wherein said first converter sub-system, said second converter sub-system, and said third converter sub-system of said DC/DC converter, and said transformer sub-system form a triple active bridge (TAB) converter sub-system., 3. The on-board charger system of claim 1, wherein said OBC has a configuration selected from a group including a resonant-based configuration and a pulse-width modulation (PWM)-based configuration,\nwherein each of said first converter sub-system and said second converter sub-system includes at least two MOSFET devices interconnected to form a half-bridge DC/DC converter circuit, or at least four MOSFET devices interconnected to form a full bridge DC-DC converter circuit, and wherein said third converter sub-system includes MOSFET devices interconnected to form a half-bridge DC/DC converter circuit, a full-bridge DC/DC converter circuit, or an active current doubler rectifier circuit.\n, wherein each of said first converter sub-system and said second converter sub-system includes at least two MOSFET devices interconnected to form a half-bridge DC/DC converter circuit, or at least four MOSFET devices interconnected to form a full bridge DC-DC converter circuit, and wherein said third converter sub-system includes MOSFET devices interconnected to form a half-bridge DC/DC converter circuit, a full-bridge DC/DC converter circuit, or an active current doubler rectifier circuit., 4. The on-board charger system of claim 3, wherein in said resonance-based configuration, when each of said first converter sub-system and said second converter sub-system includes a half-bridge configuration, said OBC includes a resonant capacitor C1 connected between said first converter sub-system and said primary side of said transformer sub-system, and a resonant capacitor C2 connected between said secondary side of said transformer sub-system and said second converter sub-system., 5. The on-board charger of claim 3, wherein, in said resonance-based configuration, said OBC further includes resonance capacitors C1/2 and C2/2 included in a half-bridge configuration of each of said first converter sub-system and said second converter sub-system, said resonant capacitors C1/2 and C2/2 being coupled to said at least two MOSFET devices, and\nwherein in said PWM-based configuration, said DC/DC converter further includes a first shim inductor L1 and a first DC-blocking capacitor C1, each coupled between said first converter sub-system and said primary side of said transformer sub-system, a second shim inductor L2, and a second DC-blocking capacitor C2, each coupled between said secondary side of said transformer sub-system and said second converter sub-system, and a third inductor L3 interconnected between said secondary side of said transformer sub-system and said third converter sub-system.\n, wherein in said PWM-based configuration, said DC/DC converter further includes a first shim inductor L1 and a first DC-blocking capacitor C1, each coupled between said first converter sub-system and said primary side of said transformer sub-system, a second shim inductor L2, and a second DC-blocking capacitor C2, each coupled between said secondary side of said transformer sub-system and said second converter sub-system, and a third inductor L3 interconnected between said secondary side of said transformer sub-system and said third converter sub-system., 6. The on-board charger system of claim 3, further comprising a resonant inductor L1 interconnected between said first converter sub-system and said primary end of said transformer sub-system, and a resonant inductor L2 interconnected between said secondary side of said transformer sub-system and said second converter sub-system, said L1 and L2 enhancing power density of said DC/DC converter., 7. The on-board charger of claim 3, further including a switching sub-system coupled between said secondary side of said transformer sub-system and said third converter sub-system, said switching sub-system controlling a power flow during a grid-to-vehicle power transfer or a vehicle-to-grid power transfer., 8. The on-board charger of claim 7, further including a power interruption device coupled between said input port and said first converter sub-system, between said first converter sub-system and said primary side of said transformer sub-system, and at said primary side of said transformer sub-system., 9. The on-board charger system of claim 3, wherein said power transfer control sub-system operates in a mode of operation selected from a group consisting of:\na simultaneous charging mode of operation,\na reactive power flow optimization mode of operation, and\na synchronous rectification mode of operation;\nwherein, in said simultaneous charging mode of operation, said first converter sub-system, said second converter sub-system, and said third converter sub-system are configured as full-bridge DC/DC converter circuits,\nwherein a power flow towards the first and second output ports and the output voltage levels V1, V2, V3 at said input port, and said first and second output ports, respectively, are controlled by independent control variables including duty rations δ1, δ2, δ3 of said full-bridge DC/DC converter circuits of said first, second and third converter sub-systems and phase angle differences φ1 and φ2, between fundamental voltage waveforms of said first and second and said first and third converter sub-systems, respectively,\nwherein said first converter sub-system includes Q1, Q2, Q3, Q4 MOSFET devices,\nsaid second converter sub-system includes Q5, Q6, Q7, Q8 MOSFET devices, and\nsaid third converter sub-system includes Q9, Q10, Q11, Q12 MOSFET devices, and wherein\nsaid power transfer control sub-system is a three-loop control structure independently controlling said control variables φ1, φ2, δ1, δ2, δ3 to generate gate pulses applied to said MOSFET devices in accordance with:\nQ1: delay=0;\nQ3: delay=π2 δ1;\nQ5: delay=φ2+δ2−δ1;\nQ7: delay=π+φ2−δ2−δ1;\nQ9: delay=φ3+δ3−δ1;\nQ11: delay=π+φ3−δ3−δ1, and\nwherein MOSFET devices Q2, Q4, Q6, and Q8 are driven with gate pulses complimentary to gate pulses applied to said MOSFET devices Q1, Q3, Q5, and Q7, respectively.\n\n, a simultaneous charging mode of operation,, a reactive power flow optimization mode of operation, and, a synchronous rectification mode of operation;, wherein, in said simultaneous charging mode of operation, said first converter sub-system, said second converter sub-system, and said third converter sub-system are configured as full-bridge DC/DC converter circuits,, wherein a power flow towards the first and second output ports and the output voltage levels V1, V2, V3 at said input port, and said first and second output ports, respectively, are controlled by independent control variables including duty rations δ1, δ2, δ3 of said full-bridge DC/DC converter circuits of said first, second and third converter sub-systems and phase angle differences φ1 and φ2, between fundamental voltage waveforms of said first and second and said first and third converter sub-systems, respectively,, wherein said first converter sub-system includes Q1, Q2, Q3, Q4 MOSFET devices,, said second converter sub-system includes Q5, Q6, Q7, Q8 MOSFET devices, and, said third converter sub-system includes Q9, Q10, Q11, Q12 MOSFET devices, and wherein, said power transfer control sub-system is a three-loop control structure independently controlling said control variables φ1, φ2, δ1, δ2, δ3 to generate gate pulses applied to said MOSFET devices in accordance with:\nQ1: delay=0;\nQ3: delay=π2 δ1;\nQ5: delay=φ2+δ2−δ1;\nQ7: delay=π+φ2−δ2−δ1;\nQ9: delay=φ3+δ3−δ1;\nQ11: delay=π+φ3−δ3−δ1, and\nwherein MOSFET devices Q2, Q4, Q6, and Q8 are driven with gate pulses complimentary to gate pulses applied to said MOSFET devices Q1, Q3, Q5, and Q7, respectively.\n, Q1: delay=0;, Q3: delay=π2 δ1;, Q5: delay=φ2+δ2−δ1;, Q7: delay=π+φ2−δ2−δ1;, Q9: delay=φ3+δ3−δ1;, Q11: delay=π+φ3−δ3−δ1, and, wherein MOSFET devices Q2, Q4, Q6, and Q8 are driven with gate pulses complimentary to gate pulses applied to said MOSFET devices Q1, Q3, Q5, and Q7, respectively., 10. The on-board charger system of claim 9, wherein, in said reactive power flow optimization mode of operation, said power transfer control sub-system generates said variables φ2, φ3, φ3, sets δ3=0, and determines δ1 for ensuring a soft switching condition for said MOSFET devices., 11. The on-board charger of claim 10, wherein, in said synchronous rectifier mode of operation, said power transfer control sub-system includes:\na PWM generator supplying a PWMA control signal to said first converter sub-system,\na generalized harmonic computational sub-system computing a phase angle difference value θSRbetween the gate pulses for said first converter sub-system and said second converter sub-system required for synchronizing with a zero current crossing of a resonant current in said second converter sub-system,\na delay computational sub-system coupled to said generalized harmonic computational sub-system receiving the PWMA control signal and said phase angle difference value θSR therefrom, and computing a gate signal PWMB based on said PWMA and θSR,\nsaid delay computational sub-system supplying said gate signal PWMB to said second converter sub-system to attain a synchronous rectification in said first converter sub-system and said second converter sub-system, and\nwherein a synchronous rectification is incorporated in said MOSFET devices Q5, Q6, Q7, and Q8 of said second converter sub-system during a grid-to-vehicle mode of operation, and in said MOSFET devices Q1, Q2, Q3, and Q4 of said first converter sub-system during a vehicle-to-grid mode of operation.\n, a PWM generator supplying a PWMA control signal to said first converter sub-system,, a generalized harmonic computational sub-system computing a phase angle difference value θSRbetween the gate pulses for said first converter sub-system and said second converter sub-system required for synchronizing with a zero current crossing of a resonant current in said second converter sub-system,, a delay computational sub-system coupled to said generalized harmonic computational sub-system receiving the PWMA control signal and said phase angle difference value θSR therefrom, and computing a gate signal PWMB based on said PWMA and θSR,, said delay computational sub-system supplying said gate signal PWMB to said second converter sub-system to attain a synchronous rectification in said first converter sub-system and said second converter sub-system, and, wherein a synchronous rectification is incorporated in said MOSFET devices Q5, Q6, Q7, and Q8 of said second converter sub-system during a grid-to-vehicle mode of operation, and in said MOSFET devices Q1, Q2, Q3, and Q4 of said first converter sub-system during a vehicle-to-grid mode of operation., 12. A three-phase on-board charger (OBC) system for plug-in electric vehicles (PEVs), the three-phase OBC system comprising:\na modular on-board charger (OBC) having an input port coupled to a three-phase alternative current (AC) power grid and a first output port and a second output port coupled to an on-board high voltage (HV) battery and an on-board low voltage (LV) battery, respectively,\nsaid modular OBC including a plurality of interconnected electronic modules and has a configuration selected from a group consisting of: a one-stage configuration and a two-stage configuration;\nwherein in said two-stage configuration, said modular OBC includes:\na first electronic module operatively coupled between said input port and a DC link, said first electronic module including a bi-directional three-phase Power Factor Correction (PFC) rectifier sub-system,\na second electronic module operatively coupled to a capacitor CDC of said DC link, said second electronic module including a plurality of MOSFET devices interconnected in a bridge sub-system,\na third electronic module operatively coupled to said bridge sub-system, said third electronic module including an integrated transformer sub-system,\na fourth electronic module operatively coupled between said integrated transformer sub-system and said first output port, wherein said fourth electronic module includes a rectifier sub-system for said on-board HV battery, said on-board HV battery being coupled to said fourth electronic module,\na fifth electronic module operatively coupled between said integrated transformer sub-system and said second output port, wherein said fifth electronic module includes a rectifier sub-system for said on-board LV battery, said on-board LV battery being coupled to said fifth electronic module, and\na control sub-system operatively coupled to said plurality of integrated electronic modules to implement a combined phase shift and duty ration based power flow control for charging said on-board HV battery and said on-board LV battery from the three-phase power AC grid, the on-board HV battery to the on-board LV battery charging, charging of the PEVs from the AC power grid, and discharging of the PEVs to the three-phase AC power grid; and\nwherein in said one-stage configuration, said modular OBC includes:\na sixth electronic module operatively coupled to said input port, said sixth electronic module including a single-stage AC/DC converter sub-system, and\nsaid third electronic module operatively coupled to said sixth electronic module,\nsaid fourth electronic module and said fifth electronic module operatively coupled to said integrated transformer sub-system in said third electronic module, with said on-board HV battery and said on-board LV battery coupled to said first output port and said second output port, respectively, and\nsaid control sub-system operatively coupled to said plurality of integrated electronic modules.\n, a modular on-board charger (OBC) having an input port coupled to a three-phase alternative current (AC) power grid and a first output port and a second output port coupled to an on-board high voltage (HV) battery and an on-board low voltage (LV) battery, respectively,, said modular OBC including a plurality of interconnected electronic modules and has a configuration selected from a group consisting of: a one-stage configuration and a two-stage configuration;, wherein in said two-stage configuration, said modular OBC includes:, a first electronic module operatively coupled between said input port and a DC link, said first electronic module including a bi-directional three-phase Power Factor Correction (PFC) rectifier sub-system,, a second electronic module operatively coupled to a capacitor CDC of said DC link, said second electronic module including a plurality of MOSFET devices interconnected in a bridge sub-system,, a third electronic module operatively coupled to said bridge sub-system, said third electronic module including an integrated transformer sub-system,, a fourth electronic module operatively coupled between said integrated transformer sub-system and said first output port, wherein said fourth electronic module includes a rectifier sub-system for said on-board HV battery, said on-board HV battery being coupled to said fourth electronic module,, a fifth electronic module operatively coupled between said integrated transformer sub-system and said second output port, wherein said fifth electronic module includes a rectifier sub-system for said on-board LV battery, said on-board LV battery being coupled to said fifth electronic module, and, a control sub-system operatively coupled to said plurality of integrated electronic modules to implement a combined phase shift and duty ration based power flow control for charging said on-board HV battery and said on-board LV battery from the three-phase power AC grid, the on-board HV battery to the on-board LV battery charging, charging of the PEVs from the AC power grid, and discharging of the PEVs to the three-phase AC power grid; and, wherein in said one-stage configuration, said modular OBC includes:, a sixth electronic module operatively coupled to said input port, said sixth electronic module including a single-stage AC/DC converter sub-system, and, said third electronic module operatively coupled to said sixth electronic module,, said fourth electronic module and said fifth electronic module operatively coupled to said integrated transformer sub-system in said third electronic module, with said on-board HV battery and said on-board LV battery coupled to said first output port and said second output port, respectively, and, said control sub-system operatively coupled to said plurality of integrated electronic modules., 13. The three-phase OBC system of claim 12, wherein, in said two-stage configuration, said bi-directional three-phase PFC rectifier sub-system of said first electronic module is selected from a group consisting of:\nthree phase boost PFC rectifier, three-phase buck PFC rectifier, three-phase Vienna-type PFC rectifier, three single-phase buck PFC rectifier, and a modular multi-level converter,\nsaid bridge sub-system in said second electronic module is selected from a group consisting of:\ntwo full bridges connected in parallel,\ntwo half bridges connected in parallel,\ntwo individual half bridges,\ntwo individual full bridges,\na three-phase bridge,\nthree full bridges, and\nthree half bridges;\nsaid transformer sub-system in said third electronic module is selected from a group consisting of:\nat least two separate transformers, at least two transformer sets with primary windings delta interconnected with capacitors and secondary windings interconnected in series with capacitors, and\na single three-phase transformer;\nsaid rectifier sub-system of each of said fourth and fifth electronic modules, respectively, is selected, depending on the configuration of the transformer sub-system from a group consisting of:\nat least two half bridges,\nat least two full bridges,\nat least two half bridges connected in parallel,\nat least two full bridges connected in parallel; and\nwherein said DC Link is selected from a group consisting of:\nsplit DC Link, and\nnon-split DC Link.\n, three phase boost PFC rectifier, three-phase buck PFC rectifier, three-phase Vienna-type PFC rectifier, three single-phase buck PFC rectifier, and a modular multi-level converter,, said bridge sub-system in said second electronic module is selected from a group consisting of:, two full bridges connected in parallel,, two half bridges connected in parallel,, two individual half bridges,, two individual full bridges,, a three-phase bridge,, three full bridges, and, three half bridges;, said transformer sub-system in said third electronic module is selected from a group consisting of:, at least two separate transformers, at least two transformer sets with primary windings delta interconnected with capacitors and secondary windings interconnected in series with capacitors, and, a single three-phase transformer;, said rectifier sub-system of each of said fourth and fifth electronic modules, respectively, is selected, depending on the configuration of the transformer sub-system from a group consisting of:, at least two half bridges,, at least two full bridges,, at least two half bridges connected in parallel,, at least two full bridges connected in parallel; and, wherein said DC Link is selected from a group consisting of:, split DC Link, and, non-split DC Link., 14. The three-phase OBC system of claim 12,\nwherein in said one-stage configuration, said AC/DC converter of said sixth electronic module is selected from a group consisting of:\nthree single-phase AC-DC converters connected in parallel,\na Matrix-based three-phase AC-DC Triple Active Bridge (TAB) converter, and\na SWISS-based TAB converter with split AC capacitors;\nwherein said transformer sub-system in said third electronic module is selected from a group consisting of:\nat least two separate transformers,\nthree transformers with primary windings delta-interconnected with capacitors and secondary windings serially connected with capacitors, and\na single three-phase transformer; and\nwherein said rectifier sub-system in said fourth and fifth electronic modules, respectively, is selected from a group consisting of:\nat least two half bridges,\nat least two full bridges,\nat least two half bridges connected in parallel, and\nat least two full bridges connected in parallel.\n, wherein in said one-stage configuration, said AC/DC converter of said sixth electronic module is selected from a group consisting of:, three single-phase AC-DC converters connected in parallel,, a Matrix-based three-phase AC-DC Triple Active Bridge (TAB) converter, and, a SWISS-based TAB converter with split AC capacitors;, wherein said transformer sub-system in said third electronic module is selected from a group consisting of:, at least two separate transformers,, three transformers with primary windings delta-interconnected with capacitors and secondary windings serially connected with capacitors, and, a single three-phase transformer; and, wherein said rectifier sub-system in said fourth and fifth electronic modules, respectively, is selected from a group consisting of:, at least two half bridges,, at least two full bridges,, at least two half bridges connected in parallel, and, at least two full bridges connected in parallel., 15. The there-phase OBC system of claim 12, wherein said control sub-system executes a pulse frequency modulation (PFM) or pulse width modulation (PWM)., 16. The three-phase OBC system of claim 12, having a splitted power flow,\nwherein said two-stage configuration includes:\na bi-directional three-phase PFC rectifier in said first electronic module,\ntwo triple active full bridge converters connected in parallel in said second electronic module integrated with two transformers and six shim inductors of said third electronic module.\n, wherein said two-stage configuration includes:, a bi-directional three-phase PFC rectifier in said first electronic module,, two triple active full bridge converters connected in parallel in said second electronic module integrated with two transformers and six shim inductors of said third electronic module., 17. The three-phase OBC system of claim 12, having a splitted power flow,\nfurther including a three-phase boost PFC rectifier in said first electronic module, and\ntwo single-phase DC/DC converters in each of said fourth electronic module and said fifth electronic module, respectively, each single-phase DC/DC converter being integrated with a respective transformer sub-system in each split power flow.\n, further including a three-phase boost PFC rectifier in said first electronic module, and, two single-phase DC/DC converters in each of said fourth electronic module and said fifth electronic module, respectively, each single-phase DC/DC converter being integrated with a respective transformer sub-system in each split power flow., 18. The three-phase OBC system of claim 17, wherein said capacitor CDC of said DC link is split in two sub-capacitors., 19. The three-phase OBC system of claim 12, further including:\na three-phase boost PFC rectifier in said first electronic module, and\nan integrated three-phase DC-DC converter in each of said fourth electronic module and said fifth electronic module.\n, a three-phase boost PFC rectifier in said first electronic module, and, an integrated three-phase DC-DC converter in each of said fourth electronic module and said fifth electronic module., 20. The three-phase OBC system of claim 12, further including three single-phase H-bridge PFC rectifiers in said first electronic module integrated with triple active bridge (TAB) converters coupled in parallel. | US | United States | Active | H | True |
| 147 | Cooling system integrated with vehicle battery tray \n | US11155150B2 | This application is a continuation-in-part application of International Application No. PCT/US2019/019964, filed Feb. 28, 2019, which claims benefit and priority to U.S. provisional application Ser. No. 62/637,155, filed Mar. 1, 2018, which are hereby incorporated herein by reference in their entireties.\nThe present disclosure generally relates to vehicle battery support structures, and more particularly to cooling systems or devices for batteries stored in such trays or structures, such as for battery packs or modules or the like that power electric and hybrid-electric vehicles.\nElectric and hybrid-electric vehicles are typically designed to locate and package battery modules on the vehicle in a manner that protects the batteries from damage when driving in various climates and environments. These batteries are also located and packaged to protect the batteries from different types of impacts. It is also relatively common for vehicle frames to locate batteries in a portion of the frame or sub-structure of the vehicle, such as between the axles and near the floor of the vehicle, which can distribute the weight of the batteries across the vehicle frame and establish a low center of gravity for the vehicle.\nThe present disclosure provides a battery tray or structure for an electric vehicle, such as an all-electric or hybrid-electric vehicle, that has a tray floor structure that may be integrated with cooling features for cooling batteries contained in or supported by the battery tray or structure. The cooling features may include liquid coolant channels that may be integrally formed in enclosed portions of the battery tray, such as within the tray floor structure or perimeter wall members of the tray, so as to provide a cooling effect to battery modules contained in the tray. Such integrally formed coolant channels may remove or reduce coolant lines that would otherwise be contained within the battery containment area of the tray. The battery tray may provide one or more tray sections that may be extruded, such as with aluminum, or pultruded, such as with a resin and composite substrate, to form a cross-sectional profile that is substantially consistent in the direction of formation, such as to provide openings that may function as coolant channels for cooling the battery modules. Also, the peripheral wall members of the battery tray may include hollow areas that are similarly configured to function as coolant channels that may be connected, such as via a coupling, with coolant channels in the floor structure. Further supplemental cooling elements, such as cooling plates, may be attached to the coolant channels to direct coolant to a desired location, such as to a side portion or an internal portion of a battery module.\nAccording to one aspect of the present disclosure, a battery support tray for a vehicle includes a tray floor structure that has an upper surface that is configured to interface with battery modules. The battery support tray also includes a plurality of cooling features that integrally extend along portions of the tray floor structure that are configured to draw heat away from the battery modules supported at the upper surface of the tray floor structure. The tray floor structure may also have a cross-sectional profile that is substantially consistent longitudinally along a length of the tray floor structure or laterally across a width of the tray floor structure, such as formed from extruding a metal, such as an aluminum alloy.\nAccording to another aspect of the present disclosure, a battery support tray for a vehicle includes a floor structure that has a plurality of enclosed coolant channels that extend within portions of the floor structure. The coolant channels are configured to carry liquid coolant that draws heat away from batteries supported at the floor structure. A frame member may be coupled with an outer portion of the floor structure, such as along an edge of the floor structure, where the frame member may include a passage that interconnects with at least one of the enclosed coolant channels for carrying the liquid coolant. Optionally, the tray floor structure may have panel sections that each include a cross-sectional profile that is substantially consistent laterally across a width of the tray floor structure, where the panel sections may attach together and extend laterally between side reinforcement members that at least partially form a peripheral sidewall that borders a battery containment area.\nAccording to yet another aspect of the present disclosure, a cooling system for a vehicle battery support tray includes a tray floor structure that is configured to support an array of battery modules. The battery support tray may also include a protective cover that is disposed over the tray floor to enclose a battery containment area for the battery modules. A plurality of coolant channels may be disposed within the tray floor structure that are configured to carry liquid coolant. The cooling system may also provide a heat exchanger may be arrange external to the battery containment area and a pump that is connected between the heat exchanger and the coolant channels for moving the liquid coolant as it draws heat away from battery modules disposed in the battery containment area. Optionally, the battery modules may include coolant channels that interconnect with the coolant channels disposed in the tray floor structure to further circulate the liquid coolant and draw heat away from battery modules.\nThese and other objects, advantages, purposes, and features of the present disclosure will become apparent upon review of the following specification in conjunction with the drawings.\n FIG. 1 is a side elevation view of a battery support tray secured at a vehicle;\n FIG. 2 is an upper perspective view of a battery support tray with a cooling system in accordance with the present disclosure;\n FIG. 2A is an exploded perspective view of the battery support tray shown in FIG. 2;\n FIG. 3 is an enlarged upper perspective view of a lateral end portion of the floor structure shown in FIG. 2A, showing interlocking seams between panel sections;\n FIG. 3A is an end elevation view of a panel section shown in FIG. 3;\n FIG. 4 is an upper perspective view of a lateral end portion of an additional example of a floor structure that shows an alternative coolant channel arrangement;\n FIG. 4A is an end elevation view of a panel section shown in FIG. 4;\n FIG. 5 is an upper perspective view of a lateral end portion of an additional example of a floor structure that shows a coolant channel disposed in a cross member;\n FIG. 5A is an end elevation view of a panel section shown in FIG. 5;\n FIG. 6 is an upper perspective view of a lateral end portion of a further example of a floor structure that shows coolant channels disposed in a cross member;\n FIG. 6A is an end elevation view of panel section shown in FIG. 6;\n FIG. 7 is a cross-sectional view of a fluid coupling interface between a frame member and a floor panel of the tray floor structure shown in FIG. 2;\n FIG. 8 is a cross-sectional upper perspective view of an additional example of a tray floor structure that attaches directly to rocker rails of a vehicle frame;\n FIG. 9 is a cross-sectional upper perspective view of yet an additional example of a tray floor structure that attaches directly to rocker rails of a vehicle frame;\n FIG. 10 is a cross-sectional upper perspective view of an additional example of a tray floor structure that shows battery cell dividers extending upward into battery modules from the tray floor structure;\n FIG. 11 is an upper perspective view of a further example of a battery support tray having an array of battery modules disposed within the battery containment area;\n FIG. 11A is an upper perspective view of the battery support tray shown in FIG. 11 with the battery modules and tray structure shown in phantom lines to show coolant channels;\n FIG. 12 is an exploded upper perspective view of a battery module shown in FIG. 10, showing coolant channels in the tray floor structure and the module end castings;\n FIG. 13 is a top plan view of the battery support tray shown in FIG. 11A;\n FIG. 13A is an enlarged view of the section denoted as section A on the battery support tray shown in FIG. 13;\n FIG. 14 is a bottom perspective view of an additional example of a battery support tray that has coolant channels and an illustrated direction of coolant follow;\n FIG. 14A is a perspective view of the direction of coolant follow shown in FIG. 14;\n FIG. 15 is a cross-sectional view of an end cap that attaches to the floor structure of the battery support tray shown in FIG. 14; and\n FIG. 16 is a bottom perspective view of another example of a battery support tray showing coolant channels that integrate plate coolers on battery modules;\n FIG. 17 is an exploded upper perspective view of a plate cooler for a battery module;\n FIG. 18 is an upper perspective view of the battery support tray shown in FIG. 16, showing coolant flow paths within engaged plate coolers;\n FIG. 19 is a coolant circuit diagram that corresponds with the coolant flow paths shown in FIG. 18; and\n FIG. 20 is an exploded upper perspective view of an additional example of a cooling system integrated with a floor structure and battery of a battery support tray.\nReferring now to the drawings and the illustrative embodiments depicted therein, a vehicle battery tray or structure 10 is provided for supporting and protecting batteries, such as battery packs or modules or the like, for an all-electric or hybrid-electric vehicle 12 (FIG. 1). The battery tray 10 may be attached or mounted at or near the lower frame or rocker rails of the vehicle frame, such as shown in FIGS. 8 and 9, so as to locate the contained battery modules 14 (FIG. 3A) generally in a central location on the vehicle 12, away from probable impact locations, and also in a location that evenly distributes the weight of the battery modules 14 and provides the vehicle with a relatively low center of gravity. The battery tray 10 may span below the vehicle 12, such as shown in FIG. 1 with a generally thin profile as defined between the upper and lower surfaces 16, 18, so as to accommodate various vehicle body types and designs. It is contemplated that the battery tray 10 may be disengaged or detached from the rocker rails or other engaged portion of the vehicle frame, such as for replacing or performing maintenance on the battery module 14 or related electrical components.\nThe battery tray 10 includes a tray floor structure 20 that may be engineered or configured to provide integral cooling features for cooling the battery modules 14 contained in or supported by the battery tray 10. The cooling features may be integrally formed in portions of the battery tray 10, such as within the tray floor structure 20 or perimeter wall members 26, so as to provide a cooling effect to battery modules 14 contained in the tray 10. As shown in FIG. 3A, the tray floor structure 20 battery support tray 10 may include an upper surface 20 a that is configured to interface with battery modules 14. The cooling features may integrally extend along portions of the tray floor structure 20 that are configured to draw or transfer heat away from the battery modules 14 supported at the upper surface 20 a of the tray floor structure 20. For example, the cooling features may extend within the tray floor structure, such as the coolant channels shown in FIGS. 2-7. As another example, the cooling features may extend downward from the tray floor structure, such as the heat sink fins shown in FIG. 8. Further, the cooling features may extend upward from the tray floor structure to more effectively transfer heat downward, such as the battery cell unit dividers shown in FIG. 10, or any combination of these or other integrally formed cooling features.\nThe tray floor structure 20 may also have a cross-sectional profile that is substantially consistent in a direction of formation, such as along a length of the tray floor structure or laterally across a width of the tray floor structure. In doing so, the cooling features may be formed with a consistent shape along the tray floor structure, such as to have a cross-sectional profile that is substantially consistent longitudinally along a length of the tray floor structure (FIG. 9) or laterally across a width of the tray floor structure (FIGS. 2-7). The tray floor structure 20 may be formed by extruding a metal, such as an aluminum alloy. It is also contemplated that additional embodiments of a tray floor structure may be formed by pultruding various types of fibers through a resin to provide a composite-based structure. Such a pultruded tray floor structure may have openings or channels formed within and along its consistent cross-sectional shape, which may function as coolant channels, such as by providing the openings or channels with pipes or conduit liners or the like.\nAs shown in FIGS. 2-7, the cooling features may include liquid coolant channels 22, 24 that may be integrally formed in enclosed portions of the battery tray 10, such as within the tray floor structure 20 or perimeter wall members 26, so as to transverse liquid coolant through the channels as part of a cooling circuit to provide a cooling effect to battery modules 14 contained in the tray 10. Such integrally formed coolant channels 22, 24 may remove or reduce coolant lines that may otherwise be contained within the battery containment area 28 of the battery tray 10 to provide liquid cooling. As shown in FIG. 2, the battery containment area 28 of the tray 10 may be at least partially surrounded or bordered by a side reinforcement member or peripheral frame member 26 that may be coupled with an outer portion of the floor structure 20, such as along a lateral edge of the floor structure 20. The peripheral frame member 26 may also include coolant passages or channels 24 that interconnects with at least one of the enclosed coolant channels 22 of the floor structure 20 for transferring the liquid coolant through the portions of the battery tray 10 desired to be cooled.\nThe battery tray 10 may provide one or more sections that may be extruded, such as with aluminum, or pultruded, such as with a resin and composite substrate, to form a cross-sectional profile that is substantially consistent in the direction of formation. As illustrated in FIG. 2A, the tray floor structure 20 may have panel sections 32 a, 32 b, 32 c, 32 d that each include the same or similar cross-sectional profile that is taken transverse to the direction of formation and that is substantially consistent laterally across a width of the tray floor structure 20. The illustrated panel sections may attach together at seams, such as via welding, where the seams may also extend laterally across the width of the tray floor structure 20. As shown in FIG. 3, the seams 30 may be an overlapping or interlocking connection, such as to assist in welding or attaching in a manner that provides a water-tight seal. The illustrated seam overlap has a flange 33 that protrudes from a lower edge area of the panel section and an upward protruding recess 34 at the lower edge area of the adjacent panel section, such that the flange 33 is configured to mate with the recess 34. The illustrated overlapping arrangement may be reversed in additional embodiments with the flange and recess at upper edge areas of the panels or may be an alternative configuration of overlapping or interlocking features.\nThe floor panel structure 20 may also include front and rear end panel sections 36 a, 36 b, such as shown in FIG. 2A to provide enclosed ends to the battery containment area 28. These end panel sections 36 a, 36 b may have a wall portion 38 that attaches with the side reinforcement members 26 to further form a sealed peripheral sidewall. Also, the end panel sections 36 a, 36 b may have a base portion 40 that attaches with the corresponding base portion of the adjacent panel section, such as to generally align the upper surfaces across the seams of the adjacent panel sections. Thus, the end panel sections 36 a, 36 b may form an overlapping or interlocking connection with the forward and rearward most interior panel sections 32 a, 32 d. The front end panel section 36 a has a recess 44 at the lower edge area of the base portion to interface and mate with the flange 33 that protrudes forward from a lower edge area of the panel section 32 a. Similarly, the rear end panel section 36 b has a flange 46 at the lower edge area of the base portion to interface and mate with the recess 34 that protrudes upward at a lower edge area of the panel section 32 d. \nThe panel sections, such as further shown in FIG. 2A, may each have a cross member 48 portion that integrally extends upward from the base portion of the panel section. The cross member portions 48 extend laterally between and engage interior surfaces of the side reinforcement members 26, such as via welding, adhesive, and/or fasteners. The structure of the cross member portion 48 may stiffen the base portion of the panel for supporting the battery weight, may provide cross-car load transfer paths for lateral impacts and the like, and may serve as a contamination barrier between sections of the battery containment area, among other potential purpose. Accordingly, the shape and thickness of the cross member portions 48 of the panels may be configured for the desire characteristics, such as based on the battery module layout, tray design, and design of the base portion of the floor structure. To provide further distribution of liquid coolant near and around the battery modules, the cross member portions 48″ of the panel sections may also provide one or more integral coolant channels 23″, such as shown at an upper edge area of the cross member portions 48″ in FIGS. 5 and 5A. As also shown in FIGS. 6 and 6A, the panel sections with integrated cross members 48″′ may be situated between panel sections without cross members. The integrated cross member 48′″ shown in FIGS. 6 and 6A has integrated coolant channels 23 in the cross member portion.\nThe panel sections may attach between the peripheral frame members 30, such as shown in FIG. 2A, where the panel that at least partially form a peripheral sidewall that borders the battery containment area 28. It is understood that the attachment of the panel sections to each other and to the side reinforcement members may be done by various forms of welding, adhesive, fasteners, or the like or combinations thereof to provide a stable and sealed attachment interface. Also, as shown in FIG. 2A, a sealing member may be disposed about the upper portion of the seam between the peripheral frame members 30 and the base portion of the panel sections 32 a, 32 b, 32 c, 32 d. To accommodate space for this sealing member, the cross-member portions may each include a notch at the interface of the cross-member portion and the base portion of the panel sections, such as shown in FIGS. 3 and 4. The peripheral frame member in additional embodiments may, however, include various cross-sectional profile shapes, thicknesses, hollow area configurations and the like.\nWith further reference to FIG. 2A, the peripheral frame member 26 may include a flange 50 at the lower edge area that engages and supports the lower lateral edges of the floor panel structure 20. The lower edge area of the peripheral frame member 30 may also include a lateral indentation 52 along the frame member for matably receiving the lateral edges of the floor panel structure 20. As shown in FIG. 7, the area provided at the lateral indention 52 also provides space for couplings or fittings 54 to engage between the coolant channels 22 in the floor structure and the coolant passages or channels 24 that extend longitudinally along the peripheral frame member 26. The couplings or fittings may be threaded, press-fit, adhered, or welded attachments or combinations thereof, such as the illustrated fitting 54 that has a threaded engagement 56 with the peripheral frame member 26 and a connection formed at the floor structure by expandable sealant adhesive 58 that may expand from the application of heat, such as heat generated by welding the floor structure 20 to the frame member 26. It is also understood that the passages or channels, such as the channel 24 extending along the peripheral frame member 26 may be integral channels that do not require any liners or inserts to function as a flow channel or may house an inserted tube or pipe or other conduit piece, such as a conduit made of rubber or plastic, which may be less susceptible to damage than relying entirely on the integrated channels.\nThe coolant channels 22 formed in the floor structure 20 may be formed in various shapes and arrangements to provide the channels at the desired locations for efficiently distributing the coolant to effectuate heat transfer from the battery modules. For example, as shown in FIGS. 3 and 3A, the channels 22 are located at a vertically offset position that is closer to the upper surface 20 a of the floor structure than the lower surface. Further, a mass of conductive material 60 is disposed between directly between the coolant channel and the upper surface, while an air gap 62 is disposed directly between the coolant channel 22 and the lower surface of the floor structure. The air gap 62 is formed by opposing support legs 64 that extend diagonally between the coolant channel 22 and a lower panel section of floor structure. As another example, as shown in FIGS. 4 and 4A, the coolant channels 22′ are similarly disposed at a vertically offset position that is closer to the upper surface 20 a′ of the floor structure than the lower surface. The material surrounding the coolant channels 22′ in FIGS. 4 and 4A is integrated with an upper panel section of the floor structure, while a spacer piece or leg 64′ is provided between the material surrounding the coolant channels and the lower panel section. Thus, there may be more conductive material provided between the coolant channel and the upper surface that supports the battery modules and the lower surface of the floor structure.\nReferring now to FIGS. 8 and 9, the tray floor structure may be mounted directly to the frame or rocker rails 166, 266. This, the supportive structure of the tray and the cooling features of the tray may be integrated with the floor structure, so as to illuminate peripheral frame members of the tray. The cooling features may integrated into the tray floor structure, for example as shown in FIG. 8 by providing downward protruding fins 168. These fins 168 can act provide heat dissipation from the batteries 114 similar to a heat sink, such as aided by air flow under the vehicle from movement of the vehicle. Also, the fins 168 can provide longitudinal stiffness to the floor structure 120, such as to otherwise reduce or eliminate demands on an outer frame structure. It is understood that the fins 168 may also or alternatively be oriented in a lateral direction relative to the vehicle and may be alternatively shaped and structured to increase surface area for airflow contact. Further, it is contemplated that structural and heat dissipating fins may be incorporated into the other illustrated floor structures disclosed herein and other various floor structures within the scope of the present disclosure.\nAnother example of a tray floor structure mounted directly to the frame or rocker rails 266 is shown in FIG. 9, which also illustrates longitudinally disposed coolant channels 222 integrally extending along the tray floor structure 220. The coolant channels 222 that are shown in FIG. 9 are provided with separate coolant lines, such as pipes or tubes, that are disposed within some of the coolant channels 222 to transfer the coolant longitudinally along the tray, such as to allow vertically oriented openings in the upper surface of the floor tray structure 220 to access the coolant lines, such as for cooling an individual battery module or set of modules.\nA shown in FIG. 10, the tray floor structure 320 may also or alternatively be integrated with the structure of the battery modules 314. The battery modules 314 illustrated in FIG. 10 include an outer housing 370 that has four walls 372 attached to the upper surface of the tray floor structure 320 and a cover 374 attached around the upper edges of the walls to enclose an array of battery cell units 376, such as pouches or the like. The tray floor structure includes dividers 378 that integrally protrude upward from the upper surface of the tray floor within the module area surrounded by the housing walls 372 and cover 374. The dividers 378 may interface with vertical surfaces of the battery cell units 376 so as to dissipate or transfer heat downward from the battery cell units into the tray floor structure, which may have integrated coolant channels 322, as shown in FIG. 10.\nFurther supplemental cooling elements, such as additional cooling lines or cooling plates, may be attached to the coolant channels formed into the floor structure to direct the coolant to a desired location, such as at an additional surface of a battery module. With reference to FIGS. 11-13A, the battery modules 414 may include end castings 480 that may be configured with an integral coolant channel 482, whereby the end castings 480 may each have couplings that engage the coolant channels in the floor structure. As shown in FIG. 12, the end casting 480 may have downward extending protrusions 484 that engage openings or ports extending through the upper surface of the floor structure 420 to interconnect with the coolant channels. The illustrated end castings 480 may be arranged as opposing walls of the battery module 414, whereby support rods 486 may extend between the end castings 480 to engage a series of vertically oriented battery cell units 476. The end castings may be drawn toward each other to hold the battery cell units together, such as by threadably tightening the rods and the rod interface with the end castings. The coolant channels extending with the end castings may connect with the coolant channels in the floor structure so that the coolant flows through the each end casting in series, such as shown in FIGS. 13 and 13A. It is contemplated that the coolant flow in additional embodiments may be differently arranged from that shown in FIG. 13, such as with different oriented flow channels disposed in the floor structure.\nAs shown in FIGS. 14 and 14A an additional embodiment shows a coolant flowing into the tray floor structure 520 at a centrally located inlet and dissipating laterally outward through a series of serpentine channels 522 that lead to outlets disposed at or near the laterally outermost portion of the tray floor structure, such as that portion that attaches with the tray peripheral walls or the vehicle frame rails. The curved ends 522 a of the serpentine channels may be provided by an end cap 588, such as shown in FIG. 15, that have curved coolant channels and through holes for connecting the end cap 588 to the floor, in a manner that aligns the openings of curved channels 522 a in the end cap with the channels in the floor, which may be extruded to provide linear coolant channels. Such an end cap 588 arranged, as shown in FIG. 14, may be utilized for various embodiments or portions of the battery tray, such as ends of the tray floor structure and plate coolers. Battery cells may heat up relatively uniformly from their core, whereby battery packs or modules may subsequently heat up from their center, such that the temperature profile may fall to its outer boundaries, as shown in the heat map overlaid on the lower surface of the tray floor structure shown in FIG. 14. Accordingly, the flow pattern shown in FIGS. 14 and 14A provide cooling flow that starts with cold coolant liquid or medium coming from external heat exchanges to the center of the tray and distributing outwards to increase cooling efficiency.\nThe cooling provided by the coolant channels integrated into the tray floor structure may be supplemented or replaced by accessory cooling systems, such as a cooling plate system 621 shown in FIGS. 18 and 19. As shown in FIG. 17, a cooling plate 690 may have an inlet 692 and an outlet 693, such as a plug that engages a hole or port in the tray floor structure. The inlet 692 and outlet 693 lead to a body 694 or housing that has a series of flow channels so as to distribute the coolant within the body of the cooling plate. The channels within the body of the cooling plate may be machines or extruded, whereby in extrusion the interior channels can be capped off at the sides with a cover 695 or plate, as shown in FIG. 17. The inlet and out may be engaged with a separate loop of coolant channels, such as shown in FIGS. 16 and 18, whereby separate loops that engage the plate coolers are integrated on each side of the tray floor structure or battery pack. The separate loops can run through a common external heat exchanger, however they may have separate flow pumps to individually control flow rates. It is understood that the size of the cooling plate can be custom to the battery module or tray design.\nAs shown in FIGS. 18 and 19, the coolant channels may be disposed within the tray floor structure that are configured to carry liquid coolant. The cooling system may also provide a heat exchanger 696 may be arrange external to the battery containment area and a pump 697 that is connected between the heat exchanger 696 and the coolant channels for moving the liquid coolant as it draws heat away from the plate coolers disposed at the battery modules in the battery containment area. A controller 698 may be connected to temperature sensors 699 at the plate coolers and to the coolant pump to regulate the coolant flow for achieving the desire temperatures at the plate coolers.\nWith reference to another example of integrating cooling features with a tray floor structure 720, such as shown in FIG. 20, a battery module 714 has an inlet 792 and an outlet 793 that are engaged with coolant channels 722 disposed in the tray floor structure 720. Instead of passing coolant through channels in the floor structure 720 to create a cold plate, the structural channels 722 in the tray structure 720 pass coolant to the battery module 714 itself. As shown in FIG. 20, the channels 722 extend laterally across the tray, similar to those shown in FIG. 3.\nAs illustrated in FIG. 20, the tray floor structure 720 may have panel sections 732 a, 732 b that each include the same or similar cross-sectional profile that is taken transverse to the direction of formation and that is substantially consistent laterally across a width of the tray floor structure 720. The illustrated panel sections may attach together at seams, such as via welding, where the seams may also extend laterally across the width of the tray floor structure 720. As shown in FIG. 20, the seams 730 may be an overlapping or interlocking connection, such as to assist in welding or attaching in a manner that provides a water-tight seal. The illustrated seam overlap has a flange 733 that protrudes from a lower edge area of the panel section and an upward protruding recess 734 at the lower edge area of the adjacent panel section, such that the flange 733 is configured to mate with the recess 734.\nThe panel sections 732 a, 732 b, such as shown in FIG. 20, may each have a cross member 748 portion that integrally extends upward from the base portion of the panel section. The structure of the cross member portion 748 may stiffen the base portion of the panel for supporting the battery weight, may provide cross-car load transfer paths for lateral impacts and the like, and may serve as a contamination barrier between sections of the battery containment area 728, among other potential purposes. Accordingly, the shape and thickness of the cross member portions 748 of the panels may be configured for the desire characteristics, such as based on the battery module layout, tray design, and design of the base portion of the floor structure.\nWith further reference to FIG. 20, the panel sections 732 a, 732 b may attach between peripheral frame members of the tray structure, where the panel that at least partially form a peripheral sidewall that borders the battery containment area. It is understood that the attachment of the panel sections to each other and to the side reinforcement members may be done by various forms of welding, adhesive, fasteners, or the like or combinations thereof to provide a stable and sealed attachmen | A battery support tray for an electric vehicle includes a tray floor structure that has an upper surface that is configured to interface with battery modules. The battery support tray also includes a plurality of cooling features that integrally extend along portions of the tray floor structure that are configured to draw heat away from the battery modules supported at the upper surface of the tray floor structure. The tray floor structure may also have a cross-sectional profile that is substantially consistent longitudinally along a length of the tray floor structure or laterally across a width of the tray floor structure, such as formed from extruding a metal, such as an aluminum alloy. | US:17/009,237 | https://patentimages.storage.googleapis.com/78/5a/98/274801c380f975/US11155150.pdf | US:11155150 | Mark Charles Stephens, Joseph Robert Matecki, Leonhard Fahreddin, Helen Weykamp | Shape Corp | US:3983952, US:3708028, US:3930552, US:4174014, US:4339015, US:4252206, GB:2081495:A, US:4317497, US:4506748, US:5015545, FR:2661281:A1, DE:4105246:A1, DE:4129351:A1, US:5198638, US:5390754, JP:H05193366:A, US:5392873, JP:H05193370:A, JP:H05201356:A, JP:2819927:B2, US:5555950, US:5678760, US:5501289, US:5833023, US:5476151, US:5561359, US:5534364, FR:2705926:A1, US:5585205, US:5513721, JP:3199296:B2, US:5567542, US:5523666, US:5585204, US:5558949, US:5378555, US:5549443, JP:3085346:B2, JP:3489186:B2, DE:4427322:A1, US:5853058, US:5612606, DE:19534427:A1, EP:0705724:A2, US:6085854, US:5620057, DE:4446257:A1, JP:H08268083:A, JP:H08276752:A, US:5866276, JP:2967711:B2, JP:3284850:B2, US:5709280, EP:0780915:A1, EP:0779668:A1, SE:507909:C2, JP:3284878:B2, US:6079984, JP:H1075504:A, JP:H10109548:A, US:5934053, JP:H10149805:A, US:6040080, US:5736272, US:6565836, US:20030188417:A1, US:5760569, US:6130003, US:6158538, US:6227322, JP:H11178115:A, US:6598691, US:6094927, US:6220380, FR:2774044:A1, US:6189635, US:6109380, JP:2000041303:A, US:6188574, FR:2782399:A1, US:6402229, US:20030209375:A1, US:6260645, US:6406812, WO:2000074964:A1, GB:2353151:A, US:6648090, US:7128999, US:6541154, US:6541151, US:20010052433:A1, US:20010046624:A1, US:7520355, US:7201384, US:6462949, JP:3286634:B2, US:20040142232:A1, US:20020066608:A1, US:7207405, US:7017361, US:20030089540:A1, US:20030230443:A1, US:7004274, US:6668957, US:7416039, JP:2004142524:A, US:6811197, US:7424926, US:6736229, US:7501793, US:7070015, US:7249644, US:20040261377:A1, FR:2861441:A1, US:20050095500:A1, US:7412309, US:7267190, US:7507499, US:20060001399:A1, US:7401669, US:20060024566:A1, US:7221123, US:7405022, US:7427156, US:7967093, US:7879480, DE:102004062932:A1, US:7323272, US:7823671, US:7807288, WO:2006100005:A2, WO:2006100006:A1, US:7687192, US:7879485, US:9065103, US:7654351, CN:100429805:C, CN:100429806:C, US:9597976, US:7661370, DE:202005018897:U1, US:8187736, US:7948207, US:9337455, US:9269934, US:7875378, US:9620826, US:7990105, US:8343647, US:20100025131:A1, JP:2007331669:A, US:9159968, US:8034476, US:7713655, US:7858229, US:8037954, US:8501344, DE:102006049269:A1, GB:2443272:A, US:7926602, US:8276697, US:8012620, EP:1939028:A1, US:7749644, US:8211564, US:20080199771:A1, US:7931105, US:20080179040:A1, US:20080280192:A1, US:7686111, US:20100173191:A1, WO:2008104356:A1, WO:2008104358:A1, WO:2008104376:A1, DE:102007011026:A1, DE:102007012893:A1, US:9614206, US:20080238152:A1, US:20100112419:A1, DE:102007017019:A1, WO:2008131935:A2, US:8006626, DE:102007021293:A1, US:9502700, US:8420245, US:9478778, US:20080311468:A1, US:7984779, US:8492016, DE:102007030542:A1, US:9263249, US:8818588, US:20090014221:A1, US:20090058355:A1, US:20100159317:A1, DE:102007044526:A1, US:8091669, US:7997368, US:8079435, DE:102008051786:A1, DE:102007050103:A1, US:8609271, US:8691414, US:8409743, US:8327962, US:7654352, US:7854282, US:8551640, US:7610978, DE:102007061562:A1, DE:102007063194:A1, WO:2009080166:A1, WO:2009080151:A1, DE:102007063187:B3, AU:2008200543:A1, US:8567543, US:8186468, DE:102008010813:A1, WO:2009103462:A1, US:8540282, DE:102008024007:A1, DE:202008006698:U1, US:20110132580:A1, US:8298698, US:8986864, US:8865332, US:8453773, US:8110300, US:8256552, US:20110104530:A1, WO:2010004192:A2, US:8658303, DE:102008034873:A1, DE:102008034880:A1, DE:102008034889:A1, DE:102008034856:A1, WO:2010012338:A1, WO:2010012342:A1, WO:2010012337:A1, DE:102008034863:A1, DE:102008034700:A1, DE:102008034860:A1, DE:102008034695:A1, US:8453778, US:8960346, US:8205702, US:8006793, US:7993155, US:8418795, WO:2010040520:A2, US:8846233, DE:102008052284:A1, US:8353374, DE:102008059969:A1, DE:102008059967:A1, DE:102008059966:A1, DE:102008059964:A1, WO:2010063365:A1, DE:102008059953:A1, DE:102008059971:A1, US:9252409, US:8439144, US:8563155, US:9530994, US:8397853, DE:102008054968:A1, WO:2010069713:A1, US:8167070, US:8163420, WO:2010076053:A1, WO:2010076055:A1, WO:2010076452:A1, US:8584780, US:8146694, US:8561743, US:8951655, US:9024572, US:20110070474:A1, US:8206846, US:8691421, US:9203064, US:20140193683:A1, US:8268469, DE:102009019384:A1, US:8846234, JP:2011006050:A, US:8210301, US:20100307848:A1, US:8794365, US:8511412, FR:2948072:A1, US:8307930, US:8323819, US:20120118653:A1, JP:2011049151:A, DE:102009035488:A1, US:20120125702:A1, US:20110036657:A1, FR:2949096:A3, EP:2467276:A1, US:9537187, DE:102010014484:A1, DE:102009040598:A1, WO:2011030041:A1, US:9579986, US:8970061, US:8304104, EP:2298690:A1, DE:102009043635:A1, US:8557425, US:8268472, US:8587907, US:9627664, US:20110123309:A1, US:20120223113:A1, US:9321433, US:20110143179:A1, US:8722224, WO:2011083980:A2, US:9381798, US:20110168461:A1, US:20120301765:A1, US:20130192908:A1, TW:I467830:B, US:8728648, JP:2011152906:A, DE:102010006514:A1, US:8841013, US:8486557, DE:102010007414:A1, DE:102010009063:A1, US:8939245, WO:2011106851:A2, WO:2011116959:A2, DE:102010012996:A1, WO:2011116801:A1, DE:102010013025:A1, DE:102010012992:A1, CN:102802983:A, WO:2011121757:A1, US:20110240385:A1, EP:2374646:A2, US:8455122, US:9281546, US:8978800, US:8820444, EP:2562065:A1, US:8465866, US:9033084, WO:2011134828:A1, WO:2011134815:A1, FR:2959454:A1, DE:102010028728:A1, US:20160361984:A1, EP:2388851:A1, US:9452686, US:9077058, US:9608244, US:9337457, FR:2961960:A1, FR:2962076:A1, US:20150344081:A1, US:9346346, US:8689919, KR:20140007063:A, US:9461454, US:20130143081:A1, US:8802259, US:9236587, US:9520624, WO:2012025710:A2, US:8733486, US:8709628, GB:2483272:A, US:9172071, KR:20120030014:A, US:8481343, US:8803477, US:9159970, US:20120091955:A1, US:9614260, US:8833495, US:8900736, US:20120103714:A1, US:8746391, CN:102452293:A, US:8371401, US:8939246, WO:2012063025:A2, US:9160214, US:8808893, WO:2012065855:A1, US:9203124, WO:2012065853:A1, US:9184477, US:20130230759:A1, US:9312579, US:20120129031:A1, US:9196882, EP:2456003:A1, WO:2012069349:A1, US:8741466, US:8980458, US:8833499, US:8286743, US:20120160583:A1, US:8739908, US:20180334022:A1, US:8875828, WO:2012084132:A2, US:8973697, US:8672354, US:8789634, US:20130284531:A1, WO:2012093233:A1, US:9156340, WO:2012097514:A1, US:9413043, US:9254871, DE:102011011698:A1, US:9023502, WO:2012114040:A1, WO:2012116608:A1, DE:102011013182:A1, WO:2012119424:A1, US:8602139, US:8739909, US:9331321, US:9034502, US:8820461, US:8862296, DE:102011016526:A1, US:9647251, DE:102011017459:A1, AT:511428:A1, US:9434270, US:9597973, FR:2975230:A1, US:8975774, DE:102011075820:A1, US:9444082, US:20130337297:A1, US:8708080, US:8905171, US:9012051, US:20120298433:A1, WO:2012163504:A2, DE:102011103990:A1, US:20120312610:A1, US:9537186, FR:2976731:A1, US:20140072856:A1, US:9564663, US:20140141298:A1, AT:511670:A1, DE:102011107007:A1, US:9004535, US:20140120406:A1, US:9306201, US:20130020139:A1, US:8708402, DE:102011080053:A1, DE:102011109011:A1, EP:2554420:A1, US:8672077, DE:102011109309:A1, WO:2013020707:A2, US:8911899, EP:2565958:A1, US:9337458, WO:2013027982:A2, DE:102011111537:A1, DE:102011112598:A1, US:9101060, EP:2758262:B1, WO:2013042628:A1, US:20140178721:A1, US:20140246259:A1, EP:2581249:A1, US:20140302360:A1, US:9481249, US:9463695, US:9308829, US:9205757, US:9192450, US:9350003, DE:102011086049:A1, FR:2982566:A1, US:20130122337:A1, US:9160042, US:20130122338:A1, US:20140262573:A1, US:9227582, US:9073426, US:8757304, US:20140284125:A1, WO:2013080008:A2, DE:102011120010:A1, US:20150104686:A1, US:20140338999:A1, US:9216638, US:20140212723:A1, US:8689918, US:9531041, US:20160339855:A1, CN:104010884:A, US:20130164580:A1, JP:2013133044:A, US:9238495, US:20150291046:A1, US:9461284, DE:102012000622:A1, US:9090218, US:8852794, EP:2620997:A1, DE:102012001596:A1, US:20140242429:A1, US:9236589, FR:2986374:A1, US:9437903, US:8936125, US:20140322583:A1, EP:2626231:A2, EP:2626233:A2, EP:2626232:A2, FR:2986910:A1, FR:2986744:A1, FR:2986911:A1, FR:2987000:A1, FR:2987001:A1, US:9136514, US:9093701, US:9373828, US:9564664, US:20150010795:A1, US:20150056481:A1, US:9277674, US:9660304, FR:2988039:A1, US:8827023, US:8835033, US:8733488, TW:I482718:B, DE:102012102657:A1, DE:102013205323:A1, DE:102013205215:A1, US:9017846, US:9321357, US:8905170, US:9457666, US:20130273829:A1, DE:102012103149:A1, US:20130270863:A1, US:9358869, US:9070926, US:9205749, US:9023503, US:20150136506:A1, US:9425628, FR:2990386:A1, US:9484592, WO:2013188680:A1, US:20150298661:A1, DE:102012012897:A1, US:20150064535:A1, US:20140017546:A1, FR:2993511:A1, FR:2994340:A1, CN:103568820:A, US:20140045026:A1, US:9412984, US:9653712, DE:102012107548:A1, US:9484564, US:9616766, US:20140072845:A1, DE:102012018057:A1, US:9231285, US:20140087228:A1, FR:2996193:A1, US:9333868, TW:201425112:A, US:9308966, US:20150259011:A1, US:8592069, US:9281505, DE:102012219301:A1, US:9561735, US:9174520, US:20150236326:A1, DE:202012104339:U1, US:20150280188:A1, FR:2998715:A1, EP:2741343:A1, US:9331366, US:9073498, FR:2999809:A1, US:8895173, US:9579983, US:20150329175:A1, US:20150329176:A1, US:20150329174:A1, US:20150314830:A1, FR:3000002:A1, US:9694772, DE:102013200562:A1, US:9337516, US:20140202671:A1, DE:102013200726:A1, DE:102013200786:A1, WO:2014114511:A1, DE:102013203102:A1, FR:3002910:A1, DE:102013102501:A1, WO:2014140463:A1, WO:2014140412:A1, US:20140272501:A1, DE:202013104224:U1, US:9660288, US:20160028056:A1, US:20160068195:A1, WO:2014183995:A1, DE:102013208996:A1, US:9102362, US:9193316, US:9623742, WO:2014191651:A2, US:20160133899:A1, US:20160087319:A1, US:20150061381:A1, FR:3007209:A1, US:9802650, US:20160156005:A1, US:20150004458:A1, US:20160149177:A1, US:20160159221:A1, US:9673495, EP:2833436:A1, DE:102013215082:A1, WO:2015018658:A1, US:20160197332:A1, US:20150053493:A1, US:20160164053:A1, US:20160204398:A1, US:20160197386:A1, US:20150060164:A1, DE:102014217188:A1, US:20150061413:A1, GB:2516120:A, US:9246148, DE:102013218674:A1, WO:2015043869:A1, US:20160226108:A1, US:20160248060:A1, US:20160248061:A1, US:9796424, US:20160236713:A1, DE:102013016797:A1, US:9327586, US:9545968, US:20160280306:A1, US:9660236, DE:102013223357:A1, US:9052168, US:9054402, FR:3014035:A1, US:9630483, US:9306247, US:9126637, US:20160375750:A1, US:20150188207:A1, DE:102014100334:A1, US:20150207115:A1, US:20150204583:A1, US:9061714, US:20160222631:A1, US:9579963, CN:106029407:A, US:9033085, US:20160368358:A1, EP:2913863:A1, US:20150243956:A1, DE:102014203715:A1, US:20150255764:A1, WO:2015149660:A1, US:20170106907:A1, FR:3019688:A1, US:9590216, US:20170047563:A1, EP:2944493:A1, KR:101565980:B1, DE:102014106949:A1, US:20170194681:A1, US:20170200925:A1, KR:101565981:B1, FR:3022402:A1, US:9434243, KR:20160001976:A, US:20160023689:A1, US:9540055, US:9450228, US:20170214018:A1, DE:102014215164:A1, DE:102014011609:A1, DE:102014011727:A1, WO:2016029084:A1, US:9623911, EP:2990247:A1, US:20160197387:A1, DE:102014112596:A1, US:20160072108:A1, US:20170232859:A1, US:9434333, US:20170144566:A1, WO:2016046147:A1, WO:2016046146:A1, WO:2016046144:A1, WO:2016046145:A1, KR:20170070080:A, DE:102014219644:A1, US:20160093856:A1, DE:102014115051:A1, DE:102014221167:A1, DE:202014008336:U1, DE:202014008335:U1, US:20170222199:A1, KR:20160055712:A, WO:2016072822:A1, US:20160137046:A1, FR:3028456:A1, US:20160141738:A1, DE:102014224545:A1, WO:2016086274:A1, US:20160167544:A1, US:20160176312:A1, DE:102015015504:A1, DE:102014019696:A1, WO:2016106658:A1, KR:20160087077:A, DE:102015200636:A1, US:9545962, US:20160207418:A1, US:20160218335:A1, US:9283837, KR:20160092902:A, US:10468645, US:20160226040:A1, US:20160229309:A1, US:20160233468:A1, US:10059382, WO:2016132280:A1, KR:20160104867:A, US:20160257219:A1, DE:102015204216:A1, US:9533546, KR:20160111231:A, US:9862427, US:9718340, KR:20160116383:A, US:10020470, US:20160308180:A1, US:20160318579:A1, US:20160347161:A1, KR:101704496:B1, US:9796293, US:9627666, WO:2016203130:A1, US:20170005371:A1, US:20170005375:A1, US:20170001507:A1, US:20170005303:A1, US:9692095, DE:202015005208:U1, US:10166883, US:20170029034:A1, CN:106410077:A, US:20180251102:A1, US:20180154754:A1, WO:2017025592:A1, US:20170054120:A1, WO:2017032571:A1, US:9643660, US:9446643, US:9487237, US:20170062782:A1, US:9533600, US:20170084890:A1, US:20170088013:A1, US:20170088178:A1, US:9789908, WO:2017060608:A1, DE:102015219558:A1, US:20170106908:A1, US:20170050533:A1, DE:102015014337:A1, KR:20170052831:A, DE:102015222171:A1, WO:2017084938:A1, US:9636984, KR:20170062845:A, KR:20170065771:A, KR:20170065854:A, KR:20170065764:A, KR:20170067240:A, WO:2017103449:A1, US:20170190243:A1, US:9673433, US:10950904, US:20170288185:A1, KR:101647825:B1, CN:205645923:U, KR:20170000325:A, US:20170331086:A1, CN:106207029:A, US:11009294, US:10985414, WO:2018033880:A2, US:20180050607:A1, US:20180062224:A1, DE:202016005333:U1, US:10720680, US:20180323409:A1, US:9969295, US:9912023, WO:2018065554:A1, US:10933726, US:20180186227:A1, US:10991996, US:20180229593:A1, US:20180233789:A1, US:10186737, WO:2018149762:A1, US:20180237075:A1, US:20180236863:A1, EP:3379598:A1, EP:3382774:A1, US:10886513, US:20180337378:A1, US:20180337374:A1, WO:2018213475:A1, US:20180337377:A1, WO:2019055658:A2, US:20190081298:A1, US:20190100090:A1, WO:2019071013:A1 | 2021-10-26 | 2021-10-26 | 1. A battery support tray for a vehicle, said battery support tray comprising:\na peripheral sidewall comprising a pair of tray frame members that border opposing sides of a battery containment area; and\na tray floor structure comprising a plurality of elongated floor sections disposed parallel and adjacent to each other and each having a length spanning between the pair of tray frame members below the battery containment area,\nwherein the plurality of elongated floor sections each comprise a cross-sectional profile that is consistent along the length of the respective elongated floor section,\nwherein the cross-sectional profile of each of the plurality of elongated floor sections comprises (i) a panel portion having an upper surface that thermally couples with battery modules in the battery containment area and (ii) a conduit portion integrally formed with the panel portion and disposed below the panel portion, and\nwherein the conduit portion of the cross-sectional profile encloses a coolant channel that integrally extends along the length of the respective elongated floor section.\n, a peripheral sidewall comprising a pair of tray frame members that border opposing sides of a battery containment area; and, a tray floor structure comprising a plurality of elongated floor sections disposed parallel and adjacent to each other and each having a length spanning between the pair of tray frame members below the battery containment area,, wherein the plurality of elongated floor sections each comprise a cross-sectional profile that is consistent along the length of the respective elongated floor section,, wherein the cross-sectional profile of each of the plurality of elongated floor sections comprises (i) a panel portion having an upper surface that thermally couples with battery modules in the battery containment area and (ii) a conduit portion integrally formed with the panel portion and disposed below the panel portion, and, wherein the conduit portion of the cross-sectional profile encloses a coolant channel that integrally extends along the length of the respective elongated floor section., 2. The battery support tray of claim 1, wherein the length of each of the plurality of elongated floor sections extends laterally across a width of the tray floor structure., 3. The battery support tray of claim 2, wherein each of the plurality of elongated floor sections comprises an aluminum extrusion., 4. The battery support tray of claim 1, wherein the coolant channels comprise a circular cross-sectional shape., 5. The battery support tray of claim 1, wherein the coolant channels are disposed at a vertically offset position that is closer to the upper surface of the tray floor structure than a lower, downward-facing surface., 6. The battery support tray of claim 1, wherein ends of the plurality of elongated floor sections are attached at the pair of tray frame members., 7. The battery support tray of claim 1, wherein the coolant channels fluidly connect with a longitudinal channel in the pair of tray frame members., 8. The battery support tray of claim 1, wherein each of the plurality of elongated floor sections comprises a cross member portion integrally extending upward from the panel portion and spanning laterally across the tray floor structure between the pair of tray frame members. | US | United States | Active | B | True |
| 148 | 전기차 충전 서비스 시스템 \n | KR101813257B1 | NaN | 본 발명의 일 실시 예에 따른 전기차 충전 서비스 시스템은 충전 서비스 플랫폼을 통해 전기차의 위치정보, 배터리 정보 및 충전요청 정보를 포함하는 이벤트 정보를 제공하는 사용자 단말; 상기 사용자 단말에서 제공한 이벤트 정보에 기초하여 상기 사용자 단말의 충전요청정보와 매칭되는 충전 서비스 정보를 제공하는 상기 충전 서비스 플랫폼을 사용자 단말로 제공하는 충전 서비스 서버; 및 상기 충전 서비스 서버에서 발생한 이벤트 정보에 기초하여 상기 사용자 단말의 위치로 이동한 후, 상기 사용자 단말에서 요청한 전기차의 배터리를 충전하는 이동식 충전 스테이션을 포함한다. | KR:1020160182387A | https://patentimages.storage.googleapis.com/a9/c9/e5/3ead076346910a/KR101813257B1.pdf | KR:101813257:B1 | 정재건, 정현 | (주)제이에이치아이 | KR:101536690:B1 | Not available | 2018-01-03 | 충전 서비스 플랫폼을 통해 전기차의 위치정보, 배터리 정보 및 충전요청 정보를 포함하는 이벤트 정보를 제공하는 사용자 단말;상기 사용자 단말에서 제공한 이벤트 정보에 기초하여 상기 사용자 단말의 충전요청정보와 매칭되는 충전 서비스 정보를 제공하는 상기 충전 서비스 플랫폼을 사용자 단말로 제공하는 충전 서비스 서버; 및상기 충전 서비스 서버에서 발생한 이벤트 정보에 기초하여 상기 사용자 단말의 위치로 이동한 후, 상기 사용자 단말에서 요청한 전기차의 배터리를 충전하는 이동식 충전 스테이션을 포함하고,상기 이동식 충전 스테이션은네트워크를 이용하여 상기 충전 서비스 서버와 연동하는 통신모듈;각각의 복수 개의 배터리 셀들로 구성된 복수 개의 배터리 팩을 저장하는 이차전지 모듈;상기 복수 개의 배터리 팩에 저장된 전기에너지로 전기차의 배터리를 충전시키는 충전 수단모듈;상기 복수 개의 배터리 팩 및 복수 개의 배터리 셀들의 상태정보 및 교체정보를 관리하는 배터리 관리모듈; 및상기 통신모듈, 상기 이차전지 모듈, 상기 충전 수단모듈 및 상기 배터리 관리모듈을 거치시켜 상기 전기차로 이동하기 위한 2륜 전동기, 4륜 전동기, 비행 가능한 무인 드론 중 어느 하나인 이송수단유닛을 포함하고,상기 배터리 관리모듈은각 배터리 팩의 배터리 셀의 정보를 수집하는 정보 수집부;상기 배터리 셀의 정보에 기초하여 상기 배터리 팩 및 배터리 저장부의 상태를 모니터링하는 모니터링부; 및상기 배터리 팩, 상기 배터리 셀 및 상기 배터리 저장부의 상태정보를 상기 충전 서비스 서버로 제공하고, 상기 충전 서비스 서버의 이벤트 정보를 수신하는 통신부를 포함하고,상기 모니터링부는상기 배터리 셀의 양단의 전압, 충방전 전류, 배터리 잔존 용량, 배터리 용량 퇴화도, 배터리 셀의 온도 중 적어도 하나 이상을 포함하는 배터리 셀의 정보에 기초하여 상기 배터리 팩의 사용가능 개수를 모니터링하고,상기 이차전지 모듈은실리콘 재질의 절연 유인 냉각 오일이 유입되는 유입구와 연통되는 제1 영역과, 상기 냉각 오일이 유출되는 유출구와 연통되는 제2 영역을 포함하고, 상기 제1 영역과 제2 영역은 일측에 연통로가 형성된 차단막에 의해 구획되는 케이스;상기 케이스의 제1 영역과 제2 영역 바닥면에 대하여 직립된 형태로 배열되고, 환봉 형태로 이루어진 상기 복수 개의 배터리 셀들; 및상기 복수 개의 배터리 셀들을 횡 방향으로 연결하는 방열 유닛을 포함하되,상기 복수 개의 배터리 셀들은 제1 영역 및 제2 영역에 각각 일정 개수 씩 한 묶음으로 나란하게 횡열로 배치되고, 상기 나란하게 횡열로 배치된 배터리 셀들은 일정 간격을 두고 종열로도 배치되고,상기 한 묶음으로 나란하게 횡열로 배치된 배터리 셀들은, 상기 배터리 셀들을 감싸는 방열 커버와, 상기 방열 커버를 연결하되, 일정 간격을 두고 이격되어 배치되어 상기 이격된 공간에 상기 냉각 오일의 유로를 형성하는 방열 핀으로 구성된 상기 방열 유닛에 의해 연결되며,상기 횡열로 배치되는 복수의 배터리 셀들에 대하여 다음 종열에 횡열로 배치되는 다른 횡열의 배터리 셀들은 옆 방향으로 위치 이동하여 지그재그 형태로 배치된 것을 특징으로 하는 전기차 충전 서비스 시스템. , 제1항에 있어서,상기 충전 서비스 서버는,통신수단을 이용하여 상기 사용자 단말 및 상기 이동식 충전 스테이션과 정보를 송수신하는 입출력부;사용자 단말에서 입력한 사용자 인증 및 전기차 정보를 등록하는 일련의 정보 및 절차를 관리하는 고객인증 관리부;상기 충전 서비스 플랫폼을 제공하는 플랫폼 제공부;상기 충전 서비스 플랫폼을 통해 사용자 단말에서 입력된 고객정보를 수집 및 관리하는 고객정보 수집부;적어도 하나 이상의 이동식 충전 스테이션의 위치정보, 상태정보를 수집 및 관리하는 충전 스테이션 관리부; 및상기 사용자 단말의 충전 서비스 요청정보에 상응하는 이동식 충전 스테이션의 상태정보를 상기 사용자 단말로 제공하는 정보처리부를 포함하는 전기차 충전 서비스 시스템. , 제2항에 있어서,상기 충전 서비스 플랫폼은,상기 전기차의 위치정보, 기종, 배터리 정보 및 충전요청 정보를 입력하기 위한 제1 정보입력 인터페이스;상기 전기차의 충전예약정보를 입력하기 위한 제2 정보입력 인터페이스;상기 충전에 따른 충전료를 결제하기 위한 결제 인터페이스; 및 충전 서비스와 관련된 사용자의 평가, 후기, 사용자들 간의 대화를 기록할 수 있는 커뮤니티 인터페이스를 포함하는 전기차 충전 서비스 시스템. , 삭제, 삭제, 삭제, 삭제, 제1항에 있어서,상기 충전 수단모듈은상기 배터리 팩과 상기 전기차의 배터리를 전기적으로 연결하기 위한 기기 연결부; 및충전 알고리즘이 프로그래밍되어 있어, 상기 전기차의 배터리 종류에 적용가능한 적어도 하나 이상의 충전방식을 선택하기 위한 충전방식 선택부를 포함하는 전기차 충전 서비스 시스템. | KR | South Korea | NaN | G | True |
| 149 | コンパクト型分布式充電・バッテリー交換・蓄電ステーション \n | JP3224278U | NaN | 【課題】充電、放電、バッテリー交換、エネルギー貯蔵の機能を有しているだけでなく、電気自動車充電システムのコストを下げ、建設面積を小さくするコンパクト型分布式充電・バッテリー交換・蓄電ステーションを提供する。【解決手段】充電・バッテリー交換・蓄電ステーションは、電気自動車のバッテリーを交換するためのバッテリー交換設備と、電気エネルギーを貯蔵するための急速交換バッテリーパックと、グリッドから急速交換バッテリーパックに充電し、急速交換バッテリーパックからグリッドに放電するための充放電設備と、充電・バッテリー交換・蓄電ステーション全体の動作状態およびグリッドの電力ピーク、電力オフピークを監視し、バッテリー交換設備での急速交換バッテリーパックの交換を制御し、充電・バッテリー交換設備の充電または放電を制御するための監視制御システムと、を含む。【選択図】図１ | JP:2019600024U | https://patentimages.storage.googleapis.com/a6/38/be/2de0fc40d6ef5f/JP3224278U.pdf | JP:3224278:U | ツァン、ジァンシン, チェン、ジォン, シュ、ホンガン, ライ、ジァンウェン, ツァオ、ジリン | ニオ・カンパニー・リミテッド | NaN | 2019-10-02 | 2019-12-12 | \n 電気自動車のバッテリーを交換するためのバッテリー交換設備と、\n 電気エネルギーを貯蔵するための急速交換バッテリーパックと、\n グリッドから前記急速交換バッテリーパックに充電し、かつ前記急速交換バッテリーパックからグリッドに放電するための充放電設備と、\n 前記バッテリー交換設備、前記急速交換バッテリーパックおよび前記充電・バッテリー交換設備に接続され、前記充電・バッテリー交換・蓄電ステーション全体の動作状態およびグリッドの電力ピーク、電力オフピークを監視し、前記バッテリー交換設備での前記急速交換バッテリーパックの交換を制御し、前記充放電設備の充電または放電を制御するための監視制御システムと、を含むことを特徴とするコンパクト型分布式充電・バッテリー交換・蓄電ステーション。\n, \n さらにコンテナを含み、前記バッテリー交換設備、前記充放電設備、前記急速交換バッテリーパックおよび前記監視制御システムは、いずれも前記コンテナ内に設けられ、前記バッテリー交換設備は、前記コンテナの内底部に取り付けられ、前記充放電設備および前記急速交換バッテリーパックは、前記コンテナ内で多層に立体的に配置され、前記監視制御システムは、前記コンテナ内の余剰スペースに取り付けられていることを特徴とする請求項１に記載のコンパクト型分布式充電・バッテリー交換・蓄電ステーション。\n, \n 少なくとも２本の充放電枝路が設けられ、前記充放電枝路間はそれぞれ互いに独立しており、前記監視制御システムが前記充放電枝路の充電および放電を制御することを特徴とする請求項２に記載のコンパクト型分布式充電・バッテリー交換・蓄電ステーション。\n, \n 前記充放電枝路はそれぞれ、前記充放電設備１つと、前記急速交換バッテリーパック１つとを含み、前記充放電設備と前記急速交換バッテリーパックとは電気的に接続されていることを特徴とする請求項３に記載のコンパクト型分布式充電・バッテリー交換・蓄電ステーション。\n, \n 前記充放電設備は、グリッドの交流電流を直流電流に変換して前記急速交換バッテリーパックに充電し、および／または前記急速交換バッテリーパックから出力された直流電流を交流電流に変換してグリッドに放電するための充放電器を含むことを特徴とする請求項４に記載のコンパクト型分布式充電・バッテリー交換・蓄電ステーション。\n, \n 前記急速交換バッテリーパックは、電気自動車の未交換のバッテリーと交換するための複数のエネルギー貯蔵バッテリーを含むことを特徴とする請求項５に記載のコンパクト型分布式充電・バッテリー交換・蓄電ステーション。\n, \n 前記コンテナ内に配置された車両急速交換ユニットが設けられていることを特徴とする請求項６に記載のコンパクト型分布式充電・バッテリー交換・蓄電ステーション。\n, \n 前記コンテナ外かつ前記コンテナの近くに配置された車両急速交換ユニットが設けられていることを特徴とする請求項６に記載のコンパクト型分布式充電・バッテリー交換・蓄電ステーション。\n, \n グリッド電圧を、前記充電・バッテリー交換・蓄電ステーションで必要とする電圧に変換するための変圧器がさらに設けられていることを特徴とする請求項８に記載のコンパクト型分布式充電・バッテリー交換・蓄電ステーション。\n, \n 前記急速交換バッテリーパックの数、蓄電状況、および／または電気自動車のバッテリーをフル充電するのに必要な時間と費用を表示するための表示装置がさらに設けられていることを特徴とする請求項９に記載のコンパクト型分布式充電・バッテリー交換・蓄電ステーション。\n | JP | Japan | Active | B | True |
| 150 | 전기 자동차 충전용 케이블 제어장치 및 대기부스를 구비한 전기 자동차 충전기 용 캐노피 \n | KR102020277B1 | NaN | 본 발명은 전기 자동차에 전기 에너지를 충전할 때 전기 자동차에 마련된 소켓파트와 접속되는 충전건과 전력공급부를 연결하는 충전 케이블의 늘어짐을 방지할 수 있고, 전기 에너지를 충전하는 동안 사용자가 별도의 공간에서 휴식을 취하면서 충전상태를 모니터링 할 수 있는 전기 자동차 충전용 케이블 제어장치 및 대기부스를 구비한 전기 자동차 충전기 용 캐노피에 관한 것이다. \n본 발명의 전기 자동차 충전기 용 캐노피는 바닥면에 설치되는 캐노피; 상기 캐노피 내측에 설치되고 전기 자동차의 배터리를 충전할 수 있는 전기를 공급하는 전력공급부; 상기 전력공급부로부터 전기에너지를 공급받아 전기 자동차로 공급하는 충전 케이블; 상기 충전 케이블을 충전시에는 현수상태로부터 탄성적으로 당겨짐이 가능하고, 충전완료시에는 당겨진 충전 케이블을 원래의 위치로 당겨 현수시키는 현수수단(suspension means); 을 포함하는 전기 자동차 충전기 용 캐노피를 제공한다. | KR:1020180003916A | https://patentimages.storage.googleapis.com/98/6d/b4/d15c0cd9c147dc/KR102020277B1.pdf | KR:102020277:B1 | 고철인 | 인우시스템 주식회사 | US:20170129356:A1 | Not available | 2019-09-11 | 바닥면에 설치되는 캐노피;상기 캐노피 내측에 설치되고 전기 자동차의 배터리를 충전할 수 있는 전기를 공급하는 전력공급부;상기 전력공급부로부터 전기에너지를 공급받아 전기 자동차로 공급하는 충전 케이블;상기 충전 케이블을 충전시에는 현수상태로부터 탄성적으로 당겨짐이 가능하고, 충전완료시에는 당겨진 충전 케이블을 원래의 위치로 당겨 현수시키는 현수수단(suspension means);을 포함하고,상기 현수수단은 하우징;상기 하우징 내부에 설치되는 모터;상기 모터의 구동축에 설치되어 함께 회전하는 제1풀리 및 제2풀리;상기 제1풀리에 권선되면서 외측단부가 상기 충전 케이블에 연결되어 충전 케이블을 당길 때 상기 제1풀리로부터 풀려 나오는 당김줄;상기 제2풀리에 일측단이 감겨지고 타측단은 탄성수단에 연결되어 상기 제1풀리의 풀림 회전방향에 반대방향으로 탄성력을 전달하는 제어줄;로 구성되고,상기 탄성수단은 케이스;상기 케이스 내부에 회전가능하게 설치되는 릴;상기 케이스에 고정되는 스프링 고정축에 일측단이 고정되고 타측단은 상기 릴의 내주면에 고정되어 상기 릴을 회전방향에서 탄성적으로 지지하는 태엽 스프링;으로 구성된 전기 자동차 충전기 용 캐노피., 바닥면에 설치되는 캐노피;상기 캐노피 내측에 설치되고 전기 자동차의 배터리를 충전할 수 있는 전기를 공급하는 전력공급부;상기 전력공급부로부터 전기에너지를 공급받아 전기 자동차로 공급하는 충전 케이블;상기 충전 케이블을 충전시에는 현수상태로부터 탄성적으로 당겨짐이 가능하고, 충전완료시에는 당겨진 충전 케이블을 원래의 위치로 당겨 현수시키는 현수수단(suspension means);상기 캐노피의 외측에 설치되는 대기부스;를 포함하고,상기 현수수단은 하우징;상기 하우징 내부에 설치되는 모터;상기 모터의 구동축에 설치되어 함께 회전하는 제1풀리 및 제2풀리;상기 제1풀리에 권선되면서 외측단부가 상기 충전 케이블에 연결되어 충전 케이블을 당길 때 상기 제1풀리로부터 풀려 나오는 당김줄;상기 제2풀리에 일측단이 감겨지고 타측단은 탄성수단에 연결되어 상기 제1풀리의 풀림 회전방향에 반대방향으로 탄성력을 전달하는 제어줄;로 구성되고,상기 탄성수단은 케이스;상기 케이스 내부에 회전가능하게 설치되는 릴;상기 케이스에 고정되는 스프링 고정축에 일측단이 고정되고 타측단은 상기 릴의 내주면에 고정되어 상기 릴을 회전방향에서 탄성적으로 지지하는 태엽 스프링;으로 구성된 전기 자동차 충전기 용 캐노피., 삭제, 삭제, 청구항 1 또는 2에 있어서,상기 탄성수단에는 태엽 스프링의 탄성력을 조절할 수 있도록 탄성력 조절수단이 더 제공된 전기 자동차 충전기 용 캐노피., 청구항 5에 있어서상기 탄성력 조절수단은 상기 태엽 스프링의 내측단부가 고정된 축에 설치되는 휠과, 상기 휠의 회전을 방지하는 스톱퍼로 이루어진 전기 자동차 충전기 용 캐노피., 청구항 6에 있어서,상기 스톱퍼는 케이스에 회동 가능하게 설치되어 상기 휠의 어느 일방향으로의 회전을 억제하는 전기 자동차 충전기 용 캐노피., 청구항 2에 있어서,상기 대기부스는 캐노피에 분리 가능하게 설치할 수 있도록 이루어진 전기 자동차 충전기 용 캐노피., 청구항 2에 있어서,상기 대기부스에는 전력공급부를 통하여 전기 자동차의 배터리를 충전할 때 충전상태가 표시되는 충전기 디스플레이 파트와 동일한 내용이 표시되는 모니터가 설치된 전기 자동차 충전기 용 캐노피., 청구항 2에 있어서,상기 대기부스에는 핸드폰을 충전할 수 있는 충전파트와 야간에 필요한 조명등이 설치된 전기 자동차 충전기 용 캐노피., 청구항 2에 있어서,상기 대기부스에는 태양광패널과, 상기 태양광패널에서 생산된 태양에너지를 전기에너지로 변환하여 저장하거나 또는 저장된 전기에너지를 대기부스의 운용에 필요한 전력으로 변환하여 공급할 수 있는 전력 공급 장치가 제공된 전기 자동차 충전기 용 캐노피. | KR | South Korea | NaN | B | True |
| 151 | 一种电动汽车接入微电网的充放电调度方法 \n | CN106026152B | 技术领域本发明涉及微电网调度领域，具体来说是一种电动汽车接入微电网的充放电调度方法。背景技术微电网是指由分布式电源和储能系统等构成的小型的配电系统，是一个能够实现自我控制、保护和管理的自治系统，既可以与大电网联网运行，也可以孤立运行，是智能电网的重要组成部分。微电网优化调度的基本目标是在满足微电网系统负荷需求的前提下，按照一定的控制策略，合理、有效地安排各台分布式电源的出力以及与配电网的交互功率，使得整个微电网的运行维护成本、排放成本等最低。随着人类社会的日益发展，能源与环境问题越来越突出，为了保障能源安全和转型低碳经济，世界各国普遍把发展电动汽车(Electric Vehicle，EV)作为解决能源与环境问题的重要途径，我国把电动汽车列为战略性新兴产业，大力推进其产业化应用。电动汽车的电池作为一种移动分散式的储能装置，既可以从电网中吸收电能，又可以向电网反馈电能，因此电动汽车可以参与电力系统的运行与控制。电动汽车的电池对于大电网来说可以达到削峰填谷的作用，提高电网的稳定性；而对用户来说合理安排电动汽车充放电可以降低用电成本，除此之外，电动汽车还可以为用户提供可靠的备用电源，减少停电带来的损失。在现有的考虑电动汽车接入微电网的优化调度方法中，往往没有考虑电动汽车电池充放电的折旧成本，不利于对电动汽车的电池进行经济管理；现实生活中电动汽车接入微电网的时间、接入时电动汽车电池的荷电状态和离开电网时电动汽车电池所需的最小的荷电状态是不同的，现有的考虑电动汽车接入微电网的调度方法没有将其考虑到优化调度模型中，不利于对实际生活中的电动汽车进行优化调度。发明内容本发明针对现有技术中存在的不足之处，提供一种电动汽车接入微电网的充放电调度方法，以期能对接入微电网的电动汽车进行充放电优化调度，从而能达到了削峰填谷的作用，提高分时电价环境下微电网运行的安全性和稳定性，并提高能源利用效率和电网运行的经济性。本发明为解决技术问题采用如下技术方案：本发明一种电动汽车接入微电网的充放电调度方法的特点包括以下步骤：步骤一、确定微电网的系统结构及各单元的特性；步骤二、建立分时电价下考虑电动汽车电池折旧成本的微电网优化调度目标函数；步骤三、确定各分布式电源和电动汽车电池的约束条件；并与所述微电网优化调度目标函数共同构成微电网优化调度模型；步骤四、确定分时电价下电动汽车接入电网的数量、起止时间、起止荷电状态和其他基础计算数据；步骤五、通过粒子群算法求解所述微电网优化调度模型，确定电动汽车接入电网时的充放电功率。本发明所述的电动汽车接入微电网的充放电调度方法的特点也在于：所述步骤一中微电网的系统结构包括：光伏发电单元PV、风力发电单元WT、柴油发电机DG、微型燃气轮机MT、电动汽车EV；各单元的特性包括：所述光伏发电单元PV的输出功率PPV，并由式(1)获得：\n\n式(1)中，GING为所述光伏发电单元PV接收的实际光照强度，GSTC为标准测试条件STC下所述光伏发电单元PV接收的光照强度，PSTC是标准测试条件STC条件下所述光伏发电单元PV的最大输出功率，k是所述光伏发电单元PV的发电温度系数，Tc是所述光伏发电单元PV的电池实际温度，Tr为所述光伏发电单元PV的电池额定温度；所述风力发电单元WT的输出功率PWT，并由式(2)获得：\n\n式(2)中，a、b分别表示所述风力发电单元WT输出功率PWT的系数；且 Vci、Vr、Vco分别表示所述风力发电单元WT的切入风速、额定风速和切出风速，Pr为所述风力发电单元WT的额定输出功率；所述柴油发电机DG的燃料成本CDG，并由式(3)获得：\n\n式(3)中，α、β、γ为所述柴油发电机DG的参数；PDG(t)为所述柴油发电机DG在t时刻的输出功率；Δt为每个时段的时长；所述微型燃气轮机MT的效率函数ηMT，并由式(4)获得：\n\n式(4)中，x、y、z、c为所述微型燃气轮机MT的参数；PR、PMT分别为所述微型燃气轮机MT的额定功率和输出功率；所述微型燃气轮机MT的成本函数CMT，并由式(5)获得：\n\n式(5)中，CGAS为供应给所述微型燃气轮机MT的天然气价格；LHV为天然气的低热值；PMT(t)为t时刻微型燃气轮机MT的输出功率；ηMT(t)为t时刻的微型燃气轮机MT的发电效率。所述步骤二中微电网的优化调度目标函数为：\n\n式(6)中，C是所述微电网总的运行费用；N为所述微电网中分布式电源的总数；T为所述微电网的调度周期的总时段数；t为时段编号；Pi(t)为第i个分布式电源在第t个时段内的输出功率；Fi(Pi(t))为第i个分布式电源在第t个时段内的燃料成本；OMi(Pi(t))为第i个分布式电源在第t个时段内的运行维护成本，并由式(7)获得：\n\n式(7)中，为第i个分布式电源的运行维护成本系数；式(6)中，CGRID为所述微电网与主电网的交易成本，并由式(8)获得：\n\n式(8)中，PGRID(t)是所述微电网在第t个时段内与所述主电网的交互电量；St表示所述主电网的在第t个时段内的电价；式(6)中，CBAT是所述电动汽车EV的电池折旧成本，并由式(9)获得：\n\n式(9)中，n为接入所述微电网的电动汽车EV的数量，CREP是所述电动汽车EV的电池更换成本，EPUT为所述电动汽车EV的在其电池寿命内总的能量吞吐量，tj1和tj2为第j辆电动车接入电网的起止时间，为第j辆电动汽车的电池在接入电网的第t个时段内的充放电功率。所述步骤三中分布式电源和电动汽车电池的约束条件为：\n\n\n\n|Pi(t)-Pi(t-1)|≤ri (12)\n\n\n\n\n\n\n\n式(10)表示功率平衡约束；Pi为第i个分布式电源的实际输出功率；PGRID为所述微电网与所述主电网的实际交互电量；PEV为所述微电网中所有电动汽车的净输出功率；PLOAD为电网用户的总负荷需求；式(11)表示所述第i个分布式电源自身发电能力的约束，分别是所述第i个分布式电源的输出功率上下限；式(12)表示所述第i个分布式电源的爬坡速率限制，Pi(t-1)为第i个分布式电源在第t-1个时段内的输出功率；ri为所述第i个分布式电源的最大爬坡速率；式(13)表示所述第j辆电动汽车的荷电状态约束；SOCj表示第j辆电动汽车的电池荷电状态；分别表示第j辆电动汽车的电池荷电状态的上下限；式(14)表示电动汽车充放电功率约束；表示第j辆电动汽车的放电功率上限；表示第j辆电动汽车的充电功率下限；式(15)表示第j辆电动汽车接入所述微电网的终止时刻的荷电状态的约束；为第j辆电动汽车在tj2时刻离开所述微电网时的荷电状态，为第j辆电动汽车离开所述微电网时满足行驶需求的最小荷电状态；式(16)为所述微电网与所述主电网间联络线的传输容量约束；为微电网向电网输送功率下限，为电网向微电网输送功率上限。所述步骤四包括：步骤4.1、根据所述主电网采用的峰谷分时电价，将一天24小时划分为峰时段、平时段、谷时段三个时段；步骤4.2、分别确定所述光伏发电单元PV、所述风力发电单元WT的出力和总需求负荷PLOAD；步骤4.3、分别确定电动汽车在其电池寿命内总的能量吞吐量EPUT，电动汽车的电池更换成本CREP，接入所述微电网的电动汽车数量为n，第j辆电动汽车接入所述微电网的起止时间tj1和tj2，接入时的荷电状态和离开微电网时所需的最小的荷电状态 步骤4.4、确定所述柴油发电机DG的参数α、β、γ、所述微型燃气轮机MT的参数x、y、z、c、额定功率PR、天然气价格CGAS、天然气的低热值LHV和接入所述微电网的第i个分布式电源的运行维护成本系数 所述步骤五包括：步骤5.1、将每一时刻柴油发电机DG、微型燃气轮机MT的发电功率、主电网与微电网的交互功率和每辆电动汽车与微电网交换的功率作为第k个粒子的一个维度，从而获得第k个粒子的维数为T(n+3)；步骤5.2、初始化粒子群算法的各个参数，包括：粒子总数M、迭代次数L、最大迭代次数Lmax，速度更新参数c1、c2，1≤L≤Lmax，并初始化L＝1；步骤5.3、确定所述步骤三中各约束条件的实际值和步骤四中的基本参数，并分别代入到粒子群算法的约束条件和目标函数中；步骤5.4、产生初始种群，获得第L代的第k个粒子的位置和速度，并根据所述步骤三中的约束条件修改粒子的位置和速度；步骤5.5、根据目标函数minC计算第k个粒子的适应度值，并从第L代M个粒子中选取最大的适应度值作为第L代的群体极值；步骤5.6、根据第L代中第k个粒子的位置和速度，分别计算第L+1代的第k个粒子的位置和速度，并根据步骤三中的约束条件修改粒子的位置和速度，从而获得第L+1代粒子群中M个粒子的位置和速度；步骤5.7、重新计算第L+1代中第k个粒子的适应度值，并与第L代中第k个粒子的适应度值进行比较，选取较大适应度值作为第L+1代第k个粒子的个体极值；并从第L+1代M个粒子的个体极值中选出最大适应度值作为第L+1代的群体极值；步骤5.8、将L+1赋值给L，判断L＜Lmax是否成立，若成立，转到步骤5.6；否则迭代停止，并得到第Lmax代的群体极值；步骤5.9、将所述第Lmax代的群体极值所对应的调度方案作为最优调度方案，从而求得满足约束条件下的电动汽车接入微电网不同时刻的充放电功率。与已有技术相比，本发明有益效果体现在：1、本发明采用的电动汽车接入微电网的充放电调度模型，是将电动汽车的电池作为一种移动分散式的储能装置接入微电网，达到了削峰填谷的作用，提高了分时电价环境下微电网运行的安全性和稳定性，同时提高了能源利用效率和电网运行的经济性。2、本发明采用的电动汽车接入微电网的充放电调度模型，不仅将电动汽车，同时将分布式电源光伏发电单元、风力发电单元、柴油发电机、微型燃气轮机纳入到微电网的优化调度模型中，完善了现有技术中只考虑电动汽车接入微电网的优化调度模型。3、本发明采用的电动汽车接入微电网的充放电调度模型，在考虑了分布式电源燃料成本、运行维护成本、微电网与主电网的交易成本的基础上，同时考虑了电动汽车电池的折旧成本，实现了对电动汽车电池的经济管理，使优化调度模型的调度目标更加合理。4、本发明采用的电动汽车接入微电网的充放电调度模型，考虑了电动汽车接入微电网的数量、各电动汽车接入的起止时间、电动汽车接入时电池的荷电状态和离开电网时电池所需的最小的荷电状态，更符合实际生活中的电动汽车接入电网的状态，由此建立起的微电网经济调度模型也更为完善。5、本发明采用的电动汽车接入微电网的充放电调度模型，采用粒子群算法进行求解，将每一时刻柴油发电机、微型燃气轮机的发电功率、主电网与微电网的交互功率和每辆电动汽车与微电网交换的功率作为粒子的一个维度，粒子群算法简单通用、鲁棒性强、精度高、收敛快，对复杂非线性问题具有良好的寻优能力。附图说明图1为本发明的整体结构图；图2为本发明的粒子群算法求解流程图。具体实施方式本实施例中，一种电动汽车接入微电网的充放电调度方法，包括以下步骤：步骤一、确定微电网的系统结构及各单元的特性；如图1所示：微电网的系统结构包括：光伏发电单元(Photovoltaic，PV)、风力发电单元(Wind Turbine，WT)、柴油发电机(Diesel Generator，DG)、微型燃气轮机(MicroTurbine，MT)、电动汽车(Electric Vehicle，EV)；各单元的特性包括：光伏发电单元PV的输出功率PPV，并由式(1)获得：\n\n式(1)中，GING为光伏发电单元PV接收的实际光照强度，GSTC为标准测试条件STC下光伏发电单元PV接收的光照强度，PSTC是标准测试条件STC条件下光伏发电单元PV的最大输出功率，k是光伏发电单元PV的发电温度系数，Tc是光伏发电单元PV的电池实际温度，Tr为光伏发电单元PV的电池额定温度；风力发电单元WT的输出功率PWT，并由式(2)获得：\n\n式(2)中，a、b分别表示风力发电单元WT输出功率PWT的系数；且 Vci、Vr、Vco分别表示风力发电单元WT的切入风速、额定风速和切出风速，Pr为风力发电单元WT的额定输出功率；其中光伏发电单元和风力发电单元都采用最大功率跟踪输出的控制方法，能够最大限度的利用太阳能和风能；柴油发电机DG的燃料成本CDG，并由式(3)获得：\n\n式(3)中，α、β、γ为柴油发电机DG的参数，由发电机类型决定，如某柴油发电机的燃料成本函数为PDG(t)为柴油发电机DG在t时刻的输出功率；Δt为每个时段的时长；微型燃气轮机MT的效率函数ηMT，并由式(4)获得：\n\n式(4)中，x、y、z、c为微型燃气轮机MT的参数，由厂家提供的效率曲线拟合而得，不同型号的燃气轮机拟合所得的参数不同，如某微型燃气轮机的效率函数为PR、PMT分别为微型燃气轮机MT的额定功率和输出功率；微型燃气轮机MT的成本函数CMT，并由式(5)获得：\n\n式(5)中，CGAS为供应给微型燃气轮机MT的天然气价格，可取单位燃气成本CGAS＝0.4；LHV为天然气的低热值，通常取9.73kwh/m3；低热值是指含有氢的燃料，燃烧后生成水蒸气，这些水蒸气如保持气态，则此时放出的热量叫做低热值；PMT(t)为t时刻微型燃气轮机MT的输出功率；ηMT(t)为t时刻的微型燃气轮机MT的发电效率。步骤二、建立分时电价下考虑电动汽车电池折旧成本的微电网优化调度目标函数；微电网的优化调度目标函数为：\n\n式(6)中，C是微电网总的运行费用；N为微电网中分布式电源的总数；T为微电网的调度周期的总时段数；t为时段编号；Pi(t)为第i个分布式电源在第t个时段内的输出功率；Fi(Pi(t))为第i个分布式电源在第t个时段内的燃料成本；OMi(Pi(t))为第i个分布式电源在第t个时段内的运行维护成本，并由式(7)获得： | 本发明公开了一种电动汽车接入微电网的充放电调度方法，包括：1、确定微电网的系统结构及各单元的特性；2、建立分时电价下考虑电动汽车电池折旧成本的微电网优化调度目标函数；3、确定各分布式电源和电动汽车电池等的约束；并与微电网优化调度目标函数共同构成微电网优化调度模型；4、确定分时电价下电动汽车接入电网的数量、起止时间、起止荷电状态和其他基础计算数据；5、通过粒子群算法求解微电网优化调度模型，确定电动汽车接入电网时的充放电功率。本发明将电动汽车的电池作为一种移动分散式的储能装置接入微电网，达到削峰填谷的作用，提高分时电价环境下微电网运行的安全性和稳定性，同时提高能源利用效率和电网运行的经济性。 | CN:201610347527.0A | https://patentimages.storage.googleapis.com/ac/b1/36/448d20622eca55/CN106026152B.pdf | CN:106026152:B | 周开乐, 陆信辉, 杨善林, 陈雯, 王琛, 孙莉, 张弛, 邵臻 | Hefei University of Technology | CN:105160451:A | Not available | 2017-06-06 | 1.一种电动汽车接入微电网的充放电调度方法，其特征在于，包括以下步骤：, 步骤一、确定微电网的系统结构及各单元的特性；, 步骤二、建立分时电价下考虑电动汽车电池折旧成本的微电网优化调度目标函数；, 步骤三、确定各分布式电源和电动汽车电池的约束条件；并与所述微电网优化调度目标函数共同构成微电网优化调度模型；, 步骤四、确定分时电价下电动汽车接入电网的数量、起止时间、起止荷电状态和其他基础计算数据；, 步骤五、通过粒子群算法求解所述微电网优化调度模型，确定电动汽车接入电网时的充放电功率；, 所述步骤一中微电网的系统结构包括：光伏发电单元PV、风力发电单元WT、柴油发电机DG、微型燃气轮机MT、电动汽车EV；, 各单元的特性包括：, 所述光伏发电单元PV的输出功率PPV，并由式(1)获得：, \n\n, 式(1)中，GING为所述光伏发电单元PV接收的实际光照强度，GSTC为标准测试条件STC下所述光伏发电单元PV接收的光照强度，PSTC是标准测试条件STC条件下所述光伏发电单元PV的最大输出功率，k是所述光伏发电单元PV的发电温度系数，Tc是所述光伏发电单元PV的电池实际温度，Tr为所述光伏发电单元PV的电池额定温度；, 所述风力发电单元WT的输出功率PWT，并由式(2)获得：, \n\n, 式(2)中，a、b分别表示所述风力发电单元WT输出功率PWT的系数；且 Vci、Vr、Vco分别表示所述风力发电单元WT的切入风速、额定风速和切出风速，Pr为所述风力发电单元WT的额定输出功率；, 所述柴油发电机DG的燃料成本CDG，并由式(3)获得：, \n\n, 式(3)中，α、β、γ为所述柴油发电机DG的参数；PDG(t)为所述柴油发电机DG在t时刻的输出功率；Δt为每个时段的时长；, 所述微型燃气轮机MT的效率函数ηMT，并由式(4)获得：, \n\n, 式(4)中，x、y、z、c为所述微型燃气轮机MT的参数；PR、PMT分别为所述微型燃气轮机MT的额定功率和输出功率；, 所述微型燃气轮机MT的成本函数CMT，并由式(5)获得：, \n\n, 式(5)中，CGAS为供应给所述微型燃气轮机MT的天然气价格；LHV为天然气的低热值；PMT(t)为t时刻微型燃气轮机MT的输出功率；ηMT(t)为t时刻的微型燃气轮机MT的发电效率；, 所述步骤二中微电网的优化调度目标函数为：, \n\n, 式(6)中，C是所述微电网总的运行费用；N为所述微电网中分布式电源的总数；T为所述微电网的调度周期的总时段数；t为时段编号；Pi(t)为第i个分布式电源在第t个时段内的输出功率；Fi(Pi(t))为第i个分布式电源在第t个时段内的燃料成本；OMi(Pi(t))为第i个分布式电源在第t个时段内的运行维护成本，并由式(7)获得：, \n\n, 式(7)中，为第i个分布式电源的运行维护成本系数；, 式(6)中，CGRID为所述微电网与主电网的交易成本，并由式(8)获得：, \n\n, 式(8)中，PGRID(t)是所述微电网在第t个时段内与所述主电网的交互电量；St表示所述主电网的在第t个时段内的电价；, 式(6)中，CBAT是所述电动汽车EV的电池折旧成本，并由式(9)获得：, \n\n, 式(9)中，n为接入所述微电网的电动汽车EV的数量，CREP是所述电动汽车EV的电池更换成本，EPUT为所述电动汽车EV的在其电池寿命内总的能量吞吐量，tj1和tj2为第j辆电动汽车接入电网的起止时间，为第j辆电动汽车的电池在接入电网的第t个时段内的充放电功率。, \n \n, 2.根据权利要求1所述的电动汽车接入微电网的充放电调度方法，其特征是，所述步骤三中分布式电源和电动汽车电池的约束条件为：, \n\n, Pi min≤Pi≤Pi max (11), |Pi(t)-Pi(t-1)|≤ri (12), \n\n, \n\n, \n\n, \n\n, 式(10)表示功率平衡约束；Pi为第i个分布式电源的实际输出功率；PGRID为所述微电网与主电网的实际交互电量；PEV为所述微电网中所有电动汽车的净输出功率；PLOAD为电网用户的总负荷需求；, 式(11)表示所述第i个分布式电源自身发电能力的约束，Pi max、Pi min分别是所述第i个分布式电源的输出功率上下限；, 式(12)表示所述第i个分布式电源的爬坡速率限制，Pi(t-1)为第i个分布式电源在第t-1个时段内的输出功率；ri为所述第i个分布式电源的最大爬坡速率；, 式(13)表示所述第j辆电动汽车的荷电状态约束；SOCj表示第j辆电动汽车的电池荷电状态；分别表示第j辆电动汽车的电池荷电状态的上下限；, 式(14)表示电动汽车充放电功率约束；表示第j辆电动汽车的放电功率上限；表示第j辆电动汽车的充电功率下限；, 式(15)表示第j辆电动汽车接入所述微电网的终止时刻的荷电状态的约束；为第j辆电动汽车在tj2时刻离开所述微电网时的荷电状态，为第j辆电动汽车离开所述微电网时满足行驶需求的最小荷电状态；, 式(16)为所述微电网与所述主电网间联络线的传输容量约束；为微电网向电网输送功率下限，为电网向微电网输送功率上限。, \n \n, 3.根据权利要求1所述的电动汽车接入微电网的充放电调度方法，其特征是，所述步骤四包括：, 步骤4.1、根据所述主电网采用的峰谷分时电价，将一天24小时划分为峰时段、平时段、谷时段三个时段；, 步骤4.2、分别确定所述光伏发电单元PV、所述风力发电单元WT的出力和总需求负荷PLOAD；, 步骤4.3、分别确定电动汽车在其电池寿命内总的能量吞吐量EPUT，电动汽车的电池更换成本CREP，接入所述微电网的电动汽车数量为n，第j辆电动汽车接入所述微电网的起止时间tj1和tj2，接入时的荷电状态和离开微电网时所需的最小的荷电状态 , 步骤4.4、确定所述柴油发电机DG的参数α、β、γ、所述微型燃气轮机MT的参数x、y、z、c、额定功率PR、天然气价格CGAS、天然气的低热值LHV和接入所述微电网的第i个分布式电源的运行维护成本系数 , \n \n, 4.根据权利要求1所述的电动汽车接入微电网的充放电调度方法，其特征是，所述步骤五包括：, 步骤5.1、将每一时刻柴油发电机DG、微型燃气轮机MT的发电功率、主电网与微电网的交互功率和每辆电动汽车与微电网交换的功率作为第k个粒子的一个维度，从而获得第k个粒子的维数为T(n+3)；, 步骤5.2、初始化粒子群算法的各个参数，包括：粒子总数M、迭代次数L、最大迭代次数Lmax，速度更新参数c1、c2，1≤L≤Lmax，并初始化L＝1；, 步骤5.3、确定所述步骤三中各约束条件的实际值和步骤四中的基本参数，并分别代入到粒子群算法的约束条件和目标函数中；, 步骤5.4、产生初始种群，获得第L代的第k个粒子的位置和速度，并根据所述步骤三中的约束条件修改粒子的位置和速度；, 步骤5.5、根据目标函数minC计算第k个粒子的适应度值，并从第L代M个粒子中选取最大的适应度值作为第L代的群体极值；, 步骤5.6、根据第L代中第k个粒子的位置和速度，分别计算第L+1代的第k个粒子的位置和速度，并根据步骤三中的约束条件修改粒子的位置和速度，从而获得第L+1代粒子群中M个粒子的位置和速度；, 步骤5.7、重新计算第L+1代中第k个粒子的适应度值，并与第L代中第k个粒子的适应度值进行比较，选取较大适应度值作为第L+1代第k个粒子的个体极值；并从第L+1代M个粒子的个体极值中选出最大适应度值作为第L+1代的群体极值；, 步骤5.8、将L+1赋值给L，判断L＜Lmax是否成立，若成立，转到步骤5.6；否则迭代停止，并得到第Lmax代的群体极值；, 步骤5.9、将所述第Lmax代的群体极值所对应的调度方案作为最优调度方案，从而求得满足约束条件下的电动汽车接入微电网不同时刻的充放电功率。 | CN | China | Active | H | True |
| 152 | Device, system and method for predicting battery consumption of electric vehicle \n | US11648849B2 | Pursuant to 35 U.S.C. § 119(a), this application claims the benefit of earlier filing date and right of priority to Korean Patent Application No. 10-2019-0144802, filed on Nov. 13, 2019, the contents of which are hereby incorporated by reference herein in its entirety.\nThe present disclosure relates to a device, a system and a method for predicting a battery consumption of an electric vehicle.\nThe vehicle is one of transportation means for moving a user riding in the vehicle in a desired direction, and a representative example of the vehicle may include an automobile. In particular, the automobile requires a driving force for the movement in order to provide the user with the convenience of movement.\nIn a related art, the automobile used an internal combustion engine to obtain the driving force, but electric vehicles driven by electric power stored in batteries have recently emerged.\nIn order to know an available time or distance of the battery embedded in the electric vehicle in the related art, the related art measured a voltage or a current of the battery itself and calculated the available time or distance based on the measured voltage or current.\nHowever, the available time or distance of the battery took no account of factors which affect the battery usage, for example, an overall state of the electric vehicle such as a driver's driving pattern, or an external environment of the electric vehicle such as weather and traffic conditions. Therefore, the available time or distance of the battery was provided inaccurately.\nAn object of the present disclosure is to address the above-described and other needs and/or problems.\nThe present disclosure provides a device, a system and a method for predicting a battery consumption of an electric vehicle considering all of information about a battery itself, information about an external environment of the electric vehicle such as weather or traffic situation, and information about an overall state of the electric vehicle such as a drive mode, the number of occupants, a weight of loaded load, etc. of the electric vehicle.\nThe present disclosure provides a device, a system and a method for predicting a battery consumption of an electric vehicle capable of setting and changing reliability of a predicted consumption of a battery by comparing an actual consumption and the predicted consumption of the battery.\nIn one aspect of the present disclosure, there is provided a battery consumption prediction device of an electric vehicle comprising a processor configured to calculate a battery consumption of the electric vehicle, wherein the processor includes a collection module configured to collect first information indicating an overall state of the electric vehicle and second information indicating an external environment of the electric vehicle and generate prediction data based on the first information and the second information, and a prediction module configured to receive the prediction data from the collection module and derive a predicted consumption of a battery.\nThe prediction module may be configured to obtain a difference between the predicted consumption and an actual consumption that is calculated by measuring in real time the battery of the electric vehicle, and an absolute value of the difference, provide a first feedback reducing a reliability of the predicted consumption if the absolute value exceeds a first value, and provide a second feedback increasing the reliability of the predicted consumption if the absolute value is equal to or less than the first value.\nThe processor may further include a learning module that is connected to be able to communicate data with each of the collection module and the prediction module. The learning module may be configured to machine-learn the first information, the second information, the predicted consumption, and the actual consumption and give the reliability to the predicted consumption according to a magnitude of the difference between the predicted consumption and the actual consumption, i.e., a magnitude of the absolute value.\nThe prediction module may be configured to output a consumption table that uses the prediction data as an input value and uses the predicted consumption as a result value.\nThe consumption table may include a first item unit into which the first information and the second information are inserted, a second item unit indicating the predicted consumption as a result of the first item unit, and a third item unit indicating the reliability of the predicted consumption displayed on the second item unit.\nThe reliability may be expressed as a natural number. The first feedback may be a feedback for adding ‘−1’ to the reliability, and the second feedback may be a feedback for adding ‘+1’ to the reliability.\nThe prediction module may be configured to output a consumption table that uses the prediction data as an input value and uses the predicted consumption as a result value, and add the first feedback and the second feedback accumulated on the reliability to calculate a feedback sum.\nThe prediction module may be configured to delete the predicted consumption corresponding to the feedback sum from the consumption table if the feedback sum is less than a second value that is set to one of −5 to −10.\nThe prediction module may be configured to add the predicted consumption corresponding to the feedback sum to the consumption table if the feedback sum is greater than a second value that is set to one of −5 to −1.\nThe first value may be set to one of 5 to 10.\nThe collection module may be connected to be able to communicate data with at least one of a sensing unit, a communication unit, an object detector, a driving operator, a vehicle driver, a location data generator, a navigation, and a main electronic control unit (ECU) of the electric vehicle. If a unit time or a unit distance has passed, the collection module may be configured to collect the first information and the second information from at least one of the sensing unit, the communication unit, the object detector, the driving operator, the vehicle driver, the location data generator, the navigation, and the main ECU of the electric vehicle.\nThe unit time may be set to one of 1 minute to 5 minutes, and the unit distance may be set to one of 1 km to 5 km.\nThe first information may include a drive mode, a drive speed, a number of occupants, a weight of loaded load, center of gravity, a rapid acceleration history and a rapid deceleration history of the electric vehicle, and a temperature, a usage period, an output, a capacity and a life of the battery.\nThe second information may include a current time, a temperature and a weather around the electric vehicle at the current time, and a traffic state of a route on which the electric vehicle is driving.\nThe battery consumption prediction device may further comprise an output unit configured to display a battery power level calculated based on the predicted consumption or the actual consumption and display a drivable distance of the electric vehicle based on the battery power level.\nIn another aspect of the present disclosure, there is provided a battery consumption prediction system of an electric vehicle comprising a collection device configured to collect first information indicating an overall state of the electric vehicle and second information indicating an external environment of the electric vehicle and generate prediction data, a prediction server configured to derive a predicted consumption of a battery based on the prediction data transmitted from the collection device, and a user equipment configured to display a result calculated by the prediction server, wherein the prediction server is configured to calculate a difference between the predicted consumption and an actual consumption of the battery of the electric vehicle and generate a feedback changing a reliability of the predicted consumption.\nThe collection device may include a processor configured to collect raw data of the electric vehicle as the first information, preprocess the first information, and generate the prediction data. The processor may be connected to be able to communicate data with at least one of a sensing unit, a communication unit, an object detector, a driving operator, a vehicle driver, a location data generator, a navigation, and a main electronic control unit (ECU) of the electric vehicle.\nThe processor may be configured to, periodically or each time the electric vehicle drives a predetermined distance, collect the raw data from at least one of the sensing unit, the communication unit, the object detector, the driving operator, the vehicle driver, the location data generator, the navigation, and the main ECU and collect the second information from an external server.\nThe first information may include a drive mode, a drive speed, a number of occupants, a weight of loaded load, center of gravity, a rapid acceleration history and a rapid deceleration history of the electric vehicle, and a temperature, a usage period, an output, a capacity and a life of the battery. The second information may include a current time, a temperature and a weather around the electric vehicle at the current time, and a traffic state of a route on which the electric vehicle is driving.\nThe prediction server may include a learning module configured to machine-learn the first information and the second information, that are factors capable of changing the predicted consumption and the actual consumption, in association with the predicted consumption and the actual consumption, and a prediction module configured to output a consumption table that uses the prediction data as an input value and uses the predicted consumption as a result value.\nThe prediction module may be configured to obtain a difference between the predicted consumption and the actual consumption that is calculated by measuring in real time the battery of the electric vehicle, and an absolute value of the difference, provide a first feedback reducing the reliability of the predicted consumption if the absolute value exceeds a first value, and provide a second feedback increasing the reliability of the predicted consumption if the absolute value is equal to or less than the first value.\nThe battery consumption prediction system may further comprise an external server configured to transmit the second information to the collection device.\nIn another aspect of the present disclosure, there is provided a method for predicting a battery consumption of an electric vehicle, the method comprising collecting first information and second information, preprocessing the first information and the second information to generate prediction data, deriving a predicted consumption of a battery of the electric vehicle using the prediction data as an input value, measuring in real time a battery power level of the electric vehicle and subtracting the real-time battery power level from an initial battery power level to calculate an actual consumption, obtaining a difference between the predicted consumption and the actual consumption and an absolute value of the difference, and evaluating a reliability of the predicted consumption according to a magnitude of the absolute value.\nThe evaluating of the reliability may comprise applying a first feedback reducing the reliability of the predicted consumption if the absolute value exceeds a first value, and applying a second feedback increasing the reliability of the predicted consumption if the absolute value is equal to or less than the first value.\nThe first value may be set to one of 5 to 10.\nThe first feedback may be a feedback for adding ‘−1’ to the reliability, and the second feedback may be a feedback for adding ‘+1’ to the reliability.\nThe deriving of the predicted consumption may comprise creating a consumption table that uses the prediction data as an input value and uses the predicted consumption as a result value, inputting the prediction data to the consumption table, outputting the predicted consumption as a result value, searching a reliability evaluation history and checking whether there is a previous reliability evaluation result corresponding to the predicted consumption output as the result value, and if the previous reliability evaluation result exists in the reliability evaluation history, giving and displaying a reliability included in the previous reliability evaluation result to the predicted consumption.\nThe method may further comprise, after evaluating the reliability, adding a first feedback and a second feedback accumulated on the reliability to calculate a feedback sum, and deleting the predicted consumption corresponding to the feedback sum from the consumption table if the feedback sum is less than a second value.\nThe second value may be set to one of −5 to −10.\nThe method may further comprise, after calculating the feedback sum, adding the predicted consumption corresponding to the feedback sum to the consumption table if the feedback sum is greater than the second value.\nThe method may further comprise, after evaluating the reliability, calculating a current battery power level of the electric vehicle based on the predicted consumption or the actual consumption, calculating a drivable distance of the electric vehicle based on the current battery power level, and displaying the drivable distance to a driver.\nThe method may further comprise, before collecting the first information and the second information, inputting a destination to a navigation of the electric vehicle, outputting at least one route for reaching the destination, and collecting third information about the route.\nThe deriving of the predicted consumption may comprise calculating a predicted battery consumption with respect to the route based on the third information, and displaying, to the driver, a total battery consumption consumed to complete the route. The third information may include a total length of the route, a type of road installed in the route, and a slope, an altitude above sea level, an altitude deviation and a terrain for each section included in the route.\nThe battery consumption prediction device, system, and method of the electric vehicle according to the present disclosure predict a battery consumption considering all factors that may affect the battery consumption, i.e., all of information about a battery itself, information about an external environment of the electric vehicle such as weather or traffic situation, and information about an overall state of the electric vehicle such as a drive mode, the number of occupants, a weight of loaded load, etc. of the electric vehicle, and thus can accurately predicts the actual consumption of the battery consumed while the electric vehicle is driving.\nFurther, the battery consumption prediction device, system, and method of the electric vehicle according to the present disclosure exclude an inaccurate predicted consumption from the learning module for deriving the predicted consumption by evaluating the reliability of the predicted consumption, and thus can provide the predicted consumption equal or similar to the actual consumption.\nThe accompanying drawings, which are included to provide a further understanding of the disclosure, illustrate embodiments of the disclosure and together with the description serve to explain the principle of the disclosure.\n FIG. 1 is a block diagram illustrating configuration of a wireless communication system to which methods proposed in the present disclosure are applicable.\n FIG. 2 illustrates an example of a signal transmission/reception method in a wireless communication system.\n FIG. 3 illustrates an example of basic operation of a user equipment and a 5G network in a 5G communication system.\n FIG. 4 illustrates a vehicle according to an embodiment of the present disclosure.\n FIG. 5 is a block diagram of an AI device according to an embodiment of the present disclosure.\n FIG. 6 illustrates a system, in which a vehicle is associated with an AI device, in accordance with an embodiment of the present disclosure.\n FIG. 7 is a block diagram illustrating configuration of a battery consumption prediction device of an electric vehicle according to a first embodiment of the present disclosure.\n FIG. 8 is a block diagram illustrating configuration of a battery consumption prediction device of an electric vehicle according to a second embodiment of the present disclosure.\n FIG. 9 is a block diagram illustrating configuration of a battery consumption prediction device of an electric vehicle according to a third embodiment of the present disclosure.\n FIG. 10 is a block diagram illustrating configuration of a battery consumption prediction system of an electric vehicle according to a first embodiment of the present disclosure.\n FIG. 11 is a block diagram illustrating configuration of a battery consumption prediction system of an electric vehicle according to a second embodiment of the present disclosure.\n FIG. 12 illustrates a consumption table of an electric vehicle battery according to an embodiment of the present disclosure.\n FIG. 13 is a flow chart illustrating a method for predicting a battery consumption of an electric vehicle according to an embodiment of the present disclosure.\n FIG. 14 is a flow chart illustrating a method for deriving a predicted battery consumption according to an embodiment of the present disclosure.\n FIG. 15 is a flow chart illustrating a method for evaluating reliability of a predicted battery consumption according to an embodiment of the present disclosure.\n FIG. 16 is a flow chart illustrating a method for displaying a drivable distance according to an embodiment of the present disclosure.\n FIG. 17 is a flow chart illustrating a method for predicting a battery consumption of an electric vehicle according to another embodiment of the present disclosure.\n FIG. 18 is a flow chart illustrating a method for deriving a predicted battery consumption according to another embodiment of the present disclosure.\nHereinafter, embodiments of the disclosure will be described in detail with reference to the attached drawings. The same or similar components are given the same reference numbers and redundant description thereof is omitted. The suffixes “module” and “unit” of elements herein are used for convenience of description and thus can be used interchangeably and do not have any distinguishable meanings or functions. Further, in the following description, if a detailed description of known techniques associated with the present disclosure would unnecessarily obscure the gist of the present disclosure, detailed description thereof will be omitted. In addition, the attached drawings are provided for easy understanding of embodiments of the disclosure and do not limit technical spirits of the disclosure, and the embodiments should be construed as including all modifications, equivalents, and alternatives falling within the spirit and scope of the embodiments.\nWhile terms, such as “first”, “second”, etc., may be used to describe various components, such components must not be limited by the above terms. The above terms are used only to distinguish one component from another.\nWhen an element is “coupled” or “connected” to another element, it should be understood that a third element may be present between the two elements although the element may be directly coupled or connected to the other element. When an element is “directly coupled” or “directly connected” to another element, it should be understood that no element is present between the two elements.\nThe singular forms are intended to include the plural forms as well, unless the context clearly indicates otherwise.\nIn addition, in the disclosure, it will be further understood that the terms “comprise” and “include” specify the presence of stated features, integers, steps, operations, elements, components, and/or combinations thereof, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or combinations.\nA. Example of Block Diagram of UE and 5G Network\n FIG. 1 is a block diagram of a wireless communication system to which methods proposed in the disclosure are applicable.\nReferring to FIG. 1 , a device (autonomous device) including an autonomous module is defined as a first communication device (910 of FIG. 1 ), and a processor 911 can perform detailed autonomous operations.\nA 5G network including another vehicle communicating with the autonomous device is defined as a second communication device (920 of FIG. 1 ), and a processor 921 can perform detailed autonomous operations.\nThe 5G network may be represented as the first communication device and the autonomous device may be represented as the second communication device.\nFor example, the first communication device or the second communication device may be a base station, a network node, a transmission terminal, a reception terminal, a wireless device, a wireless communication device, an autonomous device, or the like.\nFor example, a terminal or user equipment (UE) may include a vehicle, a cellular phone, a smart phone, a laptop computer, a digital broadcast terminal, personal digital assistants (PDAs), a portable multimedia player (PMP), a navigation device, a slate PC, a tablet PC, an ultrabook, a wearable device (e.g., a smartwatch, a smart glass and a head mounted display (HMD)), etc. For example, the HMD may be a display device worn on the head of a user. For example, the HMD may be used to realize VR, AR or MR. Referring to FIG. 1 , the first communication device 910 and the second communication device 920 include processors 911 and 921, memories 914 and 924, one or more Tx/Rx radio frequency (RF) modules 915 and 925, Tx processors 912 and 922, Rx processors 913 and 923, and antennas 916 and 926. The Tx/Rx module is also referred to as a transceiver. Each Tx/Rx module 915 transmits a signal through each antenna 926. The processor implements the aforementioned functions, processes and/or methods. The processor 921 may be related to the memory 924 that stores program code and data. The memory may be referred to as a computer-readable medium. More specifically, the Tx processor 912 implements various signal processing functions with respect to L1 (i.e., physical layer) in DL (communication from the first communication device to the second communication device). The Rx processor implements various signal processing functions of L1 (i.e., physical layer).\nUL (communication from the second communication device to the first communication device) is processed in the first communication device 910 in a way similar to that described in association with a receiver function in the second communication device 920. Each Tx/Rx module 925 receives a signal through each antenna 926. Each Tx/Rx module provides RF carriers and information to the Rx processor 923. The processor 921 may be related to the memory 924 that stores program code and data. The memory may be referred to as a computer-readable medium.\nB. Signal Transmission/Reception Method in Wireless Communication System\n FIG. 2 is a diagram showing an example of a signal transmission/reception method in a wireless communication system.\nReferring to FIG. 2 , when a UE is powered on or enters a new cell, the UE performs an initial cell search operation such as synchronization with a BS (S201). For this operation, the UE can receive a primary synchronization channel (P-SCH) and a secondary synchronization channel (S-SCH) from the BS to synchronize with the BS and acquire information such as a cell ID. In LTE and NR systems, the P-SCH and S-SCH are respectively called a primary synchronization signal (PSS) and a secondary synchronization signal (SSS). After initial cell search, the UE can acquire broadcast information in the cell by receiving a physical broadcast channel (PBCH) from the BS. Further, the UE can receive a downlink reference signal (DL RS) in the initial cell search step to check a downlink channel state. After initial cell search, the UE can acquire more detailed system information by receiving a physical downlink shared channel (PDSCH) according to a physical downlink control channel (PDCCH) and information included in the PDCCH (S202).\nMeanwhile, when the UE initially accesses the BS or has no radio resource for signal transmission, the UE can perform a random access procedure (RACH) for the BS (steps S203 to S206). To this end, the UE can transmit a specific sequence as a preamble through a physical random access channel (PRACH) (S203 and 5205) and receive a random access response (RAR) message for the preamble through a PDCCH and a corresponding PDSCH (S204 and S206). In the case of a contention-based RACH, a contention resolution procedure may be additionally performed.\nAfter the UE performs the above-described process, the UE can perform PDCCH/PDSCH reception (S207) and physical uplink shared channel (PUSCH)/physical uplink control channel (PUCCH) transmission (S208) as normal uplink/downlink signal transmission processes. Particularly, the UE receives downlink control information (DCI) through the PDCCH. The UE monitors a set of PDCCH candidates in monitoring occasions set for one or more control element sets (CORESET) on a serving cell according to corresponding search space configurations. A set of PDCCH candidates to be monitored by the UE is defined in terms of search space sets, and a search space set may be a common search space set or a UE-specific search space set. CORESET includes a set of (physical) resource blocks having a duration of one to three OFDM symbols. A network can configure the UE such that the UE has a plurality of CORESETs. The UE monitors PDCCH candidates in one or more search space sets. Here, monitoring means attempting decoding of PDCCH candidate(s) in a search space. When the UE has successfully decoded one of PDCCH candidates in a search space, the UE determines that a PDCCH has been detected from the PDCCH candidate and performs PDSCH reception or PUSCH transmission on the basis of DCI in the detected PDCCH. The PDCCH can be used to schedule DL transmissions over a PDSCH and UL transmissions over a PUSCH. Here, the DCI in the PDCCH includes downlink assignment (i.e., downlink grant (DL grant)) related to a physical downlink shared channel and including at least a modulation and coding format and resource allocation information, or an uplink grant (UL grant) related to a physical uplink shared channel and including a modulation and coding format and resource allocation information.\nAn initial access (IA) procedure in a 5G communication system will be additionally described with reference to FIG. 2 .\nThe UE can perform cell search, system information acquisition, beam alignment for initial access, and DL measurement on the basis of an SSB. The SSB is interchangeably used with a synchronization signal/physical broadcast channel (SS/PBCH) block.\nThe SSB includes a PSS, an SSS and a PBCH. The SSB is configured in four consecutive OFDM symbols, and a PSS, a PBCH, an SSS/PBCH or a PBCH is transmitted for each OFDM symbol. Each of the PSS and the SSS includes one OFDM symbol and 127 subcarriers, and the PBCH includes 3 OFDM symbols and 576 subcarriers.\nCell search refers to a process in which a UE acquires time/frequency synchronization of a cell and detects a cell identifier (ID) (e.g., physical layer cell ID (PCI)) of the cell. The PSS is used to detect a cell ID in a cell ID group and the SSS is used to detect a cell ID group. The PBCH is used to detect an SSB (time) index and a half-frame.\nThere are 336 cell ID groups and there are 3 cell IDs per cell ID group. A total of 1008 cell IDs are present. Information on a cell ID group to which a cell ID of a cell belongs is provided/acquired through an SSS of the cell, and information on the cell ID among 336 cell ID groups is provided/acquired through a PSS.\nThe SSB is periodically transmitted in accordance with SSB periodicity. A default SSB periodicity assumed by a UE during initial cell search is defined as 20 ms. After cell access, the SSB periodicity can be set to one of {5 ms, 10 ms, 20 ms, 40 ms, 80 ms, 160 ms} by a network (e.g., a BS).\nNext, acquisition of system information (SI) will be described.\nSI is divided into a master information block (MIB) and a plurality of system information blocks (SIBs). SI other than the MIB may be referred to as remaining minimum system information. The MIB includes information/parameter for monitoring a PDCCH that schedules a PDSCH carrying SIB1 (SystemInformationBlock1) and is transmitted by a BS through a PBCH of an SSB. SIB1 includes information related to availability and scheduling (e.g., transmission periodicity and SI-window size) of the remaining SIBs (hereinafter, SIBx, x is an integer equal to or greater than 2). SiBx is included in an SI message and transmitted over a PDSCH. Each SI message is transmitted within a periodically generated time window (i.e., SI-window).\nA random access (RA) procedure in a 5G communication system will be additionally described with reference to FIG. 2 .\nA random access procedure is used for various purposes. For example, the random access procedure can be used for network initial access, handover, and UE-triggered UL data transmission. A UE can acquire UL synchronization and UL transmission resources through the random access procedure. The random access procedure is classified into a contention-based random access procedure and a contention-free random access procedure. A detailed procedure for the contention-based random access procedure is as follows.\nA UE can transmit a random access preamble through a PRACH as Msg1 of a random access procedure in UL. Random access preamble sequences having different two lengths are supported. A long sequence length 839 is applied to subcarrier spacings of 1.25 kHz and 5 kHz and a short sequence length 139 is applied to subcarrier spacings of 15 kHz, 30 kHz, 60 kHz and 120 kHz.\nWhen a BS receives the random access preamble from the UE, the BS transmits a random access response (RAR) message (Msg2) to the UE. A PDCCH that schedules a PDSCH carrying a RAR is CRC masked by a random access (RA) radio network temporary identifier (RNTI) (RA-RNTI) and transmitted. Upon detection of the PDCCH masked by the RA-RNTI, the UE can receive a RAR from the PDSCH scheduled by DCI carried by the PDCCH. The UE checks whether the RAR includes random access response information with respect to the preamble transmitted by the UE, that is, Msg1. Presence or absence of random access information with respect to Msg1 transmitted by the UE can be determined according to presence or absence of a random access preamble ID with respect to the preamble transmitted by the UE. If there is no response to Msg1, the UE can retransmit the RACH preamble less than a predetermined number of times while performing power ramping. The UE calculates PRACH transmission power for preamble retransmission on the basis of most recent pathloss and a power ramping counter.\nThe UE can perform UL transmission through Msg3 of the random access procedure over a physical uplink shared channel on the basis of the random access response information. Msg3 can include an RRC connection request and a UE ID. The network can transmit Msg4 as a response to Msg3, and Msg4 can be handled as a contention resolution message on DL. The UE can enter an RRC connected state by receiving Msg4.\nC. Beam Management (BM) Procedure of 5G Communication System\nA BM procedure can be divided into (1) a DL MB procedure using an SSB or a CSI-RS and (2) a UL BM procedure using a sounding reference signal (SRS). In addition, each BM procedure can include Tx beam swiping for determining a Tx beam and Rx beam swiping for determining an Rx beam.\nThe DL BM procedure using an SSB will be described.\nConfiguration of a beam report using an SSB is performed when channel state information (CSI)/beam is configured in RRC_CONNECTED.\nA UE receives a CSI-ResourceConfig IE including CSI-S SB-ResourceS etList for SSB resources used for BM from a BS. The RRC parameter “csi-SSB-ResourceSetList” represents a list of SSB resources used for beam management and report in one resource set. Here, an SSB resource set can be set as {SSBx1, SSBx2, SSBx3, SSBx4, . . . }. An SSB index can be defined in the range of 0 to 63.\nThe UE receives the signals on SSB resources from the BS on the basis of the CSI-S SB-ResourceS etList.\nWhen CSI-RS reportConfig with respect to a report on SSBRI and reference signal received powe | A system and a method for predicting a battery consumption of an electric vehicle are disclosed. The battery consumption prediction system of the electric vehicle predicts the battery consumption considering an overall state of the electric vehicle and an external environment of the electric vehicle. The battery consumption prediction system of the electric vehicle may be associated with an artificial intelligence module, a robot, an augmented reality (AR) device, a virtual reality (VR) device, devices related to 5G services, and the like. | US:16/920,361 | https://patentimages.storage.googleapis.com/54/0e/21/a7c73c8f6b4209/US11648849.pdf | US:11648849 | Jichan MAENG, Beomoh Kim | LG Electronics Inc | US:8949629, US:20180118033:A1 | 2023-05-16 | 2023-05-16 | 1. A battery consumption prediction device of an electric vehicle, the battery consumption prediction device comprising:\nat least one processor configured to calculate a battery consumption of the electric vehicle,\nwherein the at least one processor includes:\na collection module configured to collect first information indicating an overall state of the electric vehicle and second information indicating an external environment of the electric vehicle, and generate prediction data based on the first information and the second information; and\na prediction module configured to receive the prediction data from the collection module and derive a predicted consumption of a battery of the electric vehicle,\nwherein the collection module is connected to be able to communicate with at least one of a sensing unit, a communication unit, an object detector, a driving operator, a vehicle driver, a location data generator, a navigation, or a main electronic control unit (ECU) of the electric vehicle, and\nwherein if a time interval or a distance interval has passed, the collection module is further configured to collect the first information and the second information from the at least one of the sensing unit, the communication unit, the object detector, the driving operator, the vehicle driver, the location data generator, the navigation, or the main ECU of the electric vehicle.\n, at least one processor configured to calculate a battery consumption of the electric vehicle,, wherein the at least one processor includes:, a collection module configured to collect first information indicating an overall state of the electric vehicle and second information indicating an external environment of the electric vehicle, and generate prediction data based on the first information and the second information; and, a prediction module configured to receive the prediction data from the collection module and derive a predicted consumption of a battery of the electric vehicle,, wherein the collection module is connected to be able to communicate with at least one of a sensing unit, a communication unit, an object detector, a driving operator, a vehicle driver, a location data generator, a navigation, or a main electronic control unit (ECU) of the electric vehicle, and, wherein if a time interval or a distance interval has passed, the collection module is further configured to collect the first information and the second information from the at least one of the sensing unit, the communication unit, the object detector, the driving operator, the vehicle driver, the location data generator, the navigation, or the main ECU of the electric vehicle., 2. The battery consumption prediction device of claim 1, wherein the prediction module is further configured to:\nobtain a difference between the predicted consumption and an actual consumption of the battery that is calculated by measuring the battery in real-time, and an absolute value of the difference;\nprovide a first feedback that reduces a reliability value of the predicted consumption if the absolute value of the difference exceeds a first value; and\nprovide a second feedback that increases the reliability value of the predicted consumption if the absolute value is equal to or less than the first value.\n, obtain a difference between the predicted consumption and an actual consumption of the battery that is calculated by measuring the battery in real-time, and an absolute value of the difference;, provide a first feedback that reduces a reliability value of the predicted consumption if the absolute value of the difference exceeds a first value; and, provide a second feedback that increases the reliability value of the predicted consumption if the absolute value is equal to or less than the first value., 3. The battery consumption prediction device of claim 2, wherein the at least one processor further includes a learning module that is connected to be able to communicate with the collection module and the prediction module,\nwherein the learning module is configured to machine-learn the first information, the second information, the predicted consumption, and the actual consumption, calculate the difference between the predicted consumption and the actual consumption and the absolute value of the difference, and output the reliability value of the predicted consumption according to a magnitude of the absolute value.\n, wherein the learning module is configured to machine-learn the first information, the second information, the predicted consumption, and the actual consumption, calculate the difference between the predicted consumption and the actual consumption and the absolute value of the difference, and output the reliability value of the predicted consumption according to a magnitude of the absolute value., 4. The battery consumption prediction device of claim 2, wherein the prediction module is further configured to output a consumption table that uses the prediction data as an input value and uses the predicted consumption as a result value., 5. The battery consumption prediction device of claim 4, wherein the consumption table includes:\na first item unit into which the first information and the second information are inserted;\na second item unit indicating the predicted consumption as a result of the first item unit; and\na third item unit indicating the reliability value of the predicted consumption indicated by the second item unit.\n, a first item unit into which the first information and the second information are inserted;, a second item unit indicating the predicted consumption as a result of the first item unit; and, a third item unit indicating the reliability value of the predicted consumption indicated by the second item unit., 6. The battery consumption prediction device of claim 2, wherein the reliability value is expressed as a natural number,\nwherein the first feedback is a feedback for adding ‘−1’ to the reliability value, and\nwherein the second feedback is a feedback for adding ‘+1’ to the reliability value.\n, wherein the first feedback is a feedback for adding ‘−1’ to the reliability value, and, wherein the second feedback is a feedback for adding ‘+1’ to the reliability value., 7. The battery consumption prediction device of claim 6, wherein the prediction module is further configured to:\noutput a consumption table that uses the prediction data as an input value and uses the predicted consumption as a result value; and\nadd the first feedback and the second feedback accumulated on the reliability value to calculate a feedback sum.\n, output a consumption table that uses the prediction data as an input value and uses the predicted consumption as a result value; and, add the first feedback and the second feedback accumulated on the reliability value to calculate a feedback sum., 8. The battery consumption prediction device of claim 7, wherein the prediction module is further configured to delete the predicted consumption corresponding to the feedback sum from the consumption table if the feedback sum is less than a second value that is set to a value in a range of −5 to −10., 9. The battery consumption prediction device of claim 7, wherein the prediction module is further configured to add the predicted consumption corresponding to the feedback sum to the consumption table if the feedback sum is greater than a second value that is set to a value in a range of −5 to −1., 10. The battery consumption prediction device of claim 2, wherein the first value is set to a value in a range of 5 to 10., 11. The battery consumption prediction device of claim 1, wherein the time interval is set to an interval in a range of 1 minute to 5 minutes, and\nwherein the distance interval is set to an interval in a range of 1 km to 5 km.\n, wherein the distance interval is set to an interval in a range of 1 km to 5 km., 12. The battery consumption prediction device of claim 1, wherein the first information includes a drive mode, a drive speed, a number of occupants, a weight of loaded load, a center of gravity, a rapid acceleration history and a rapid deceleration history of the electric vehicle, and a temperature, a usage period, an output, a capacity and a life of the battery., 13. The battery consumption prediction device of claim 1, wherein the second information includes a current time, a temperature and a weather condition around the electric vehicle at the current time, and a traffic state of a route on which the electric vehicle is driving., 14. The battery consumption prediction device of claim 1, further comprising an output display configured to display a battery power level calculated based on the predicted consumption or the actual consumption, and display a drivable distance of the electric vehicle based on the battery power level., 15. A battery consumption prediction system of an electric vehicle, the battery consumption prediction system comprising:\na collection device configured to collect first information indicating an overall state of the electric vehicle and second information indicating an external environment of the electric vehicle, and generate prediction data;\na prediction server configured to derive a predicted consumption of a battery of the electric vehicle based on the prediction data generated by the collection device; and\na user equipment configured to display a result calculated by the prediction server,\nwherein the prediction server is further configured to calculate a difference between the predicted consumption and an actual consumption of the battery, and generate a feedback changing a reliability value of the predicted consumption.\n, a collection device configured to collect first information indicating an overall state of the electric vehicle and second information indicating an external environment of the electric vehicle, and generate prediction data;, a prediction server configured to derive a predicted consumption of a battery of the electric vehicle based on the prediction data generated by the collection device; and, a user equipment configured to display a result calculated by the prediction server,, wherein the prediction server is further configured to calculate a difference between the predicted consumption and an actual consumption of the battery, and generate a feedback changing a reliability value of the predicted consumption., 16. The battery consumption prediction system of claim 15, wherein the collection device includes at least one processor configured to collect raw data of the electric vehicle as the first information, preprocess the first information, and generate the prediction data,\nwherein the at least one processor is connected to be able to communicate with at least one of a sensing unit, a communication unit, an object detector, a driving operator, a vehicle driver, a location data generator, a navigation, or a main electronic control unit (ECU) of the electric vehicle.\n, wherein the at least one processor is connected to be able to communicate with at least one of a sensing unit, a communication unit, an object detector, a driving operator, a vehicle driver, a location data generator, a navigation, or a main electronic control unit (ECU) of the electric vehicle., 17. The battery consumption prediction system of claim 16, wherein the at least one processor is further configured to, periodically or each time the electric vehicle drives a predetermined distance:\ncollect the raw data from at least one of the sensing unit, the communication unit, the object detector, the driving operator, the vehicle driver, the location data generator, the navigation, or the main ECU; and\ncollect the second information from an external server.\n, collect the raw data from at least one of the sensing unit, the communication unit, the object detector, the driving operator, the vehicle driver, the location data generator, the navigation, or the main ECU; and, collect the second information from an external server., 18. The battery consumption prediction system of claim 17, wherein the first information includes a drive mode, a drive speed, a number of occupants, a weight of loaded load, a center of gravity, a rapid acceleration history and a rapid deceleration history of the electric vehicle, and a temperature, a usage period, an output, a capacity and a life of the battery,\nwherein the second information includes a current time, a temperature and a weather condition around the electric vehicle at the current time, and a traffic state of a route on which the electric vehicle is driving.\n, wherein the second information includes a current time, a temperature and a weather condition around the electric vehicle at the current time, and a traffic state of a route on which the electric vehicle is driving., 19. The battery consumption prediction system of claim 15, wherein the prediction server includes:\na learning module configured to machine-learn the first information and the second information, that are factors capable of changing the predicted consumption and the actual consumption, in association with the predicted consumption and the actual consumption; and\na prediction module configured to output a consumption table that uses the prediction data as an input value and uses the predicted consumption as a result value.\n, a learning module configured to machine-learn the first information and the second information, that are factors capable of changing the predicted consumption and the actual consumption, in association with the predicted consumption and the actual consumption; and, a prediction module configured to output a consumption table that uses the prediction data as an input value and uses the predicted consumption as a result value., 20. The battery consumption prediction system of claim 19, wherein the prediction module is further configured to:\nobtain a difference between the predicted consumption and the actual consumption that is calculated by measuring the battery in real-time, and an absolute value of the difference;\nprovide a first feedback that reduces the reliability value of the predicted consumption if the absolute value of the difference exceeds a first value; and\nprovide a second feedback that increases the reliability value of the predicted consumption if the absolute value is equal to or less than the first value.\n, obtain a difference between the predicted consumption and the actual consumption that is calculated by measuring the battery in real-time, and an absolute value of the difference;, provide a first feedback that reduces the reliability value of the predicted consumption if the absolute value of the difference exceeds a first value; and, provide a second feedback that increases the reliability value of the predicted consumption if the absolute value is equal to or less than the first value., 21. The battery consumption prediction system of claim 15, further comprising an external server configured to transmit the second information to the collection device., 22. A method for predicting a battery consumption of an electric vehicle, the method comprising:\ncollecting first information and second information;\npreprocessing the first information and the second information to generate prediction data;\nderiving a predicted consumption of a battery of the electric vehicle using the prediction data as an input value;\nmeasuring in real-time a battery power level of the electric vehicle and subtracting the measured battery power level from an initial battery power level to calculate an actual consumption;\nobtaining a difference between the predicted consumption and the actual consumption and an absolute value of the difference; and\nevaluating a reliability of the predicted consumption according to a magnitude of the absolute value of the difference.\n, collecting first information and second information;, preprocessing the first information and the second information to generate prediction data;, deriving a predicted consumption of a battery of the electric vehicle using the prediction data as an input value;, measuring in real-time a battery power level of the electric vehicle and subtracting the measured battery power level from an initial battery power level to calculate an actual consumption;, obtaining a difference between the predicted consumption and the actual consumption and an absolute value of the difference; and, evaluating a reliability of the predicted consumption according to a magnitude of the absolute value of the difference., 23. The method of claim 22, wherein evaluating the reliability comprises:\napplying a first feedback that reduces a reliability value of the predicted consumption if the absolute value of the difference exceeds a first value; and\napplying a second feedback that increases the reliability value of the predicted consumption if the absolute value is equal to or less than the first value.\n, applying a first feedback that reduces a reliability value of the predicted consumption if the absolute value of the difference exceeds a first value; and, applying a second feedback that increases the reliability value of the predicted consumption if the absolute value is equal to or less than the first value., 24. The method of claim 23, wherein the first value is set to a value in a range of 5 to 10., 25. The method of claim 23, wherein the first feedback is a feedback for adding ‘−1’ to the reliability value,\nwherein the second feedback is a feedback for adding ‘+1’ to the reliability value.\n, wherein the second feedback is a feedback for adding ‘+1’ to the reliability value., 26. The method of claim 22, wherein deriving the predicted consumption comprises:\ncreating a consumption table that uses the prediction data as an input value and uses the predicted consumption as a result value;\ninputting the prediction data to the consumption table;\noutputting the predicted consumption as a result value;\nsearching a reliability evaluation history and checking whether there is a previous reliability evaluation result corresponding to the predicted consumption output as the result value; and\nif the previous reliability evaluation result exists in the reliability evaluation history, providing and displaying a reliability value included in the previous reliability evaluation result.\n, creating a consumption table that uses the prediction data as an input value and uses the predicted consumption as a result value;, inputting the prediction data to the consumption table;, outputting the predicted consumption as a result value;, searching a reliability evaluation history and checking whether there is a previous reliability evaluation result corresponding to the predicted consumption output as the result value; and, if the previous reliability evaluation result exists in the reliability evaluation history, providing and displaying a reliability value included in the previous reliability evaluation result., 27. The method of claim 22, further comprising, after evaluating the reliability:\nadding a first feedback and a second feedback accumulated on a reliability value of the predicted consumption to calculate a feedback sum; and\ndeleting the predicted consumption corresponding to the feedback sum from a consumption table if the feedback sum is less than a first value.\n, adding a first feedback and a second feedback accumulated on a reliability value of the predicted consumption to calculate a feedback sum; and, deleting the predicted consumption corresponding to the feedback sum from a consumption table if the feedback sum is less than a first value., 28. The method of claim 27, wherein the first value is set to a value in a range of −5 to −10., 29. The method of claim 27, further comprising, after calculating the feedback sum,\nadding the predicted consumption corresponding to the feedback sum to the consumption table if the feedback sum is greater than the first value.\n, adding the predicted consumption corresponding to the feedback sum to the consumption table if the feedback sum is greater than the first value., 30. The method of claim 22, further comprising, after evaluating the reliability:\ncalculating a current battery power level of the electric vehicle based on the predicted consumption or the actual consumption;\ncalculating a drivable distance of the electric vehicle based on the current battery power level; and\ndisplaying the drivable distance to a driver.\n, calculating a current battery power level of the electric vehicle based on the predicted consumption or the actual consumption;, calculating a drivable distance of the electric vehicle based on the current battery power level; and, displaying the drivable distance to a driver., 31. The method of claim 22, further comprising, before collecting the first information and the second information:\ninputting a destination to a navigation of the electric vehicle;\noutputting at least a first route for reaching the destination; and\ncollecting third information about the first route.\n, inputting a destination to a navigation of the electric vehicle;, outputting at least a first route for reaching the destination; and, collecting third information about the first route., 32. The method of claim 31, wherein deriving the predicted consumption comprises:\ncalculating a predicted battery consumption with respect to the first route based on the third information; and\ndisplaying, to the driver, a total battery consumption consumed to complete the first route,\nwherein the third information includes a total length of the first route, a type of road installed in the first route, a slope, an altitude above sea level, an altitude deviation and a terrain for each section included in the first route.\n, calculating a predicted battery consumption with respect to the first route based on the third information; and, displaying, to the driver, a total battery consumption consumed to complete the first route,, wherein the third information includes a total length of the first route, a type of road installed in the first route, a slope, an altitude above sea level, an altitude deviation and a terrain for each section included in the first route. | US | United States | Active | B | True |
| 153 | 电动汽车电池模块bms检测精度校准装置及方法 \n | CN106199479B | 技术领域本发明涉及电动汽车测试领域，特别涉及一种电动汽车电池模块BMS检测精度校准装置，以及采用该装置的电动汽车电池模块BMS检测精度校准方法。背景技术BMS(BATTERY MANAGEMENT SYSTEM，电池管理系统)是电池与用户之间的纽带，BMS能够提高电池的利用率，防止电池出现过度充电和过度放电，延长电池的使用寿命，监控电池的状态。BMS主要具备的功能包括：准确估测动力电池组的SOC(State of Charge，荷电状态)，即电池剩余电量，保证SOC维持在合理的范围内，防止由于过充电或过放电对电池造成损伤，并随时显示电动汽车储能电池的剩余能量，即储能电池的荷电状态；在电池充放电过程中，实时采集电动汽车蓄电池组中的每块电池的端电压和温度、充放电电流及电池包总电压，防止电池发生过充电或过放电现象；为动力电池组中的单体电池均衡充放电，使电池组中各个电池都达到均衡一致的状态。电动汽车以其节能、环保、静音等优点，成为我国汽车发展的重要方向。而电动汽车中最为关键的技术之一就是动力电池和电池模块的BMS。优秀的BMS可延长电动汽车电池模块的使用寿命，防止电池模块的安全事故的发生，而劣质的BMS可导致电池模块使用寿命大幅缩短甚至会导致过充电、过放电造成的安全隐患的发生，给汽车乘员的生命财产安全造成严重的威胁。因此，对于电动汽车电池模块的优秀BMS的设计就成为了电动汽车领域的重要研究课题。电动汽车电池模块的优秀的BMS中，BMS检测精度是非常重要的一环，精确的BMS检测精度会在各种细节方面将电动汽车电池模块的性能推升至很高的水平。现有的电动汽车用电池管理系统(BMS)的校准方法一般依据现有的行业标准《QC/T897-2011电动汽车用电池管理系统技术条件》规定的方法进行校准。这种方法存在一定的弊端，比如：其精度的校准一般都是在耐高温和耐低温环境后并恢复到室温时进行，这就无法真正表述电动汽车电池的BMS模块处在真正高温和低温环境中的检测精度，在如炎热夏季和寒冷冬季等工况下BMS检测精度无法获知，从而影响控制系统的控制精度。针对与此，需要对现有的电动汽车电池模块的BMS精度校准的方式进行新的修改，才能获得更宽温度范围内的BMS精度，符合真正的电动汽车环境运行工况。发明内容本发明的目的是提供一种电动汽车电池模块BMS检测精度校准装置，以及采用该装置的电动汽车电池模块BMS检测精度校准方法，以获得高于行业标准而符合电动汽车实际运行工况的BMS精度，从而为电动汽车的控制提供更可靠准确的基础，提高电动汽车的整体控制效果和运行可靠性。本发明提供了一种电动汽车电池模块BMS检测精度校准装置，包括：恒温箱；电池模块，所述电池模块位于所述恒温箱中；BMS温度采集探头，所述BMS温度采集探头位于所述恒温箱中，以采集所述恒温箱中的第一温度值；BMS从板，所述BMS从板位于所述恒温箱中，所述BMS从板连接于所述电池模块中的各个单体电池，并且所述BMS从板连接于BMS温度采集探头，以获取所述电池模块的第一电压值、第一电流值、第一SOC值、以及所述第一温度值；BMS主板，所述BMS主板位于所述恒温箱中，所述BMS主板连接于所述BMS从板，以从所述BMS从板获取所述第一电压值、第一电流值、第一SOC值和第一温度值；温度监控探头，所述温度监控探头位于所述恒温箱中，以采集所述恒温箱中的第二温度值；温度计，所述温度计位于所述恒温箱外，并电连接于所述温度监控探头，以接收并显示所述温度监控探头所采集的第二温度值；充放电设备，所述充放电设备位于所述恒温箱外，并连接于所述电池模块和所述BMS从板，以对所述电池模块进行阶梯充放电，并获取所述电池模块的第二电流值、第二电压值和第二SOC值；控制电脑，所述控制电脑位于所述恒温箱外，并连接于所述BMS主板，以从所述BMS主板接收并显示所述第一电压值、第一电流值、第一SOC值和第一温度值，修正BMS检测参数，并向所述BMS主板、BMS从板刷写修正后的BMS检测参数。进一步，所述BMS温度采集探头和所述温度监控探头位于所述恒温箱中的同一个位置。进一步，所述BMS从板、BMS主板和控制电脑通过CAN总线连接；所述电动汽车电池模块BMS精度校准装置还包括：CAN总线控制器，所述CAN总线控制器位于所述恒温箱外，并连接于所述控制电脑和BMS主板之间，以控制CAN总线的数据传输。进一步，所述BMS从板通过BMS电压采集线连接于所述电池模块中的各个单体电池，以采集所述电池模块的第一电压值；所述BMS从板中具有第一电流采集线，所述第一电流采集线的一端连接于所述电池模块，在所述电池模块进行充放电时，所述BMS从板通过采集流经所述第一电流采集线的电流以获取所述电池模块进行充放电时的第一电流值，并通过所述第一电流值对时间的积分获得所述第一SOC值。进一步，所述充放电设备的一端通过主电缆连接于所述电池模块，所述充放电设备的另一端通过主电缆连接于所述BMS从板，并且，所述充放电设备通过充放电设备电压采集线连接于所述电池模块，以采集所述电池模块的第二电压值；其中，所述主电缆中具有第二电流采集线，所述第二电流采集线连接于所述第一电流采集线的另一端，在所述电池模块进行充放电时，充放电电流顺次流经所述第一电流采集线和第二电流采集线，进而所述充放电设备通过采集流经所述第二电流采集线的电流以获取所述电池模块进行充放电时的第二电流值，并通过所述第二电流值对时间的积分获得所述第二SOC值。进一步，所述充放电设备所检测的电流精度和电压精度比BMS检测精度高3至5倍，所述温度计的检测温度精度比所述BMS的温度检测精度高3至5倍。本发明还提供了一种电动汽车电池模块BMS检测精度校准方法，采用如上任一项所述的电动汽车电池模块BMS检测精度校准装置，所述电动汽车电池模块BMS检测精度校准方法，包括：在不高于所述电池模块的最低放电温度的第一温度区间内，不对所述电池模块进行充放电操作，对所述电池模块进行实时电压采集的步骤；在所述第一温度区间内，不对所述电池模块进行充放电操作，对所述电池模块进行实时电流采集的步骤；在不低于所述电池模块的最低放电温度且不高于所述电池模块的最低充电温度的第二温度区间内，对所述电池模块进行放电操作的过程中，对所述电池模块进行实时电压采集的步骤；在所述第二温度区间内，对所述电池模块进行放电操作的过程中，对所述电池模块进行实时电流采集的步骤；在不低于所述电池模块的最低充电温度且不高于所述电池模块的最高充电温度的第三温度区间内，对所述电池模块进行放电操作的过程中，对所述电池模块进行实时电压采集的步骤；在所述第三温度区间内，对所述电池模块进行放电操作的过程中，对所述电池模块进行实时电流采集的步骤；在所述第三温度区间内，对所述电池模块进行充电操作的过程中，对所述电池模块进行实时电压采集的步骤；在所述第三温度区间内，对所述电池模块进行充电操作的过程中，对所述电池模块进行实时电流采集的步骤；在不低于所述电池模块的最高充电温度且不高于所述电池模块的最高放电温度的第四温度区间内，对所述电池模块进行放电操作的过程中，对所述电池模块进行实时电压采集的步骤；在所述第四温度区间内，对所述电池模块进行放电操作的过程中，对所述电池模块进行实时电流采集的步骤；在不低于所述电池模块的最高放电温度的第五温度区间内，不对所述电池模块进行充放电操作，对所述电池模块进行实时电压采集的步骤；在所述第五温度区间内，不对所述电池模块进行充放电操作，对所述电池模块进行实时电流采集的步骤；在所述第一温度区间、第二温度区间、第三温度区间、第四温度区间、第五温度区间进行实时温度采集的步骤；利用上述步骤所采集的第一电压值和第二电压值进行BMS电压校准的步骤；利用上述步骤所采集的第一电流值和第二电流值进行BMS电流校准的步骤；利用上述步骤所采集的第一电流值和第二电流值分别对时间的积分以获得第一SOC值和第二SOC值，并进行BMS的SOC值校准的步骤；利用上述步骤所采集的第一温度值和第二温度值进行BMS温度校准的步骤；以及，将校准后的BMS检测参数刷新至BMS主板和BMS从板的步骤。进一步，对所述电池模块进行实时电压采集、实时电流采集、实时温度采集的数据采集间隔时间为不大于1S。进一步，在所述第一温度区间、以及所述第五温度区间内，不对所述电池模块进行充放电操作，对所述电池模块进行实时电压采集的步骤，包括：在所述第一温度区间、以及所述第五温度区间内，在每间隔ΔT的温度点处，不对所述电池模块进行充放电操作，并重复执行n次以下操作，以获取n组第一电压值和n组第二电压值：在一固定长度的时间段内，从0时刻开始计时，并在相同时刻同时采集并记录所述第一电压值和第二电压值；利用上述步骤所采集的第一电压值和第二电压值进行BMS电压校准的步骤，包括在所述第一温度区间、以及所述第五温度区间内，在每间隔ΔT的温度点处，进行BMS电压校准的步骤，该步骤包括：将所有n组数据中的相同时刻所采集的n个第一电压值取平均值，获得第一电压平均值；将所有n组数据中的相同时刻所采集的n个第二电压值取平均值，获得第二电压平均值；将相同时刻的所述第一电压平均值和第二电压平均值取差值，并拟合电压平均值误差曲线和电压平均值误差公式，进而通过电压平均值误差曲线和电压平均值误差公式获得本温度点处的BMS电压修正参数；其中，n不小于3。进一步，在所述第一温度区间、以及所述第五温度区间内，不对所述电池模块进行充放电操作，对所述电池模块进行实时电流采集的步骤，包括：在所述第一温度区间、以及所述第五温度区间内，在每间隔ΔT的温度点处，不对所述电池模块进行充放电操作，实时采集并记录第一电流值和第二电流值；利用上述步骤所采集的第一电流值和第二电流值进行BMS电流校准的步骤，包括在所述第一温度区间、以及所述第五温度区间内，在每间隔ΔT的温度点处，进行BMS电流校准的步骤，该步骤包括：将本温度点处采集的所有第一电流值取平均，获得第一电流平均值；将本温度点处采集的所有第二电流值取平均，获得第二电流平均值；将所述第一电流平均值和第二电流平均值取差值，进而通过该差值获得本温度点处的BMS电流修正参数。进一步，在所述第二温度区间、所述第三温度区间、以及所述第四温度区间内，对所述电池模块进行放电操作的过程中，对所述电池模块进行实时电压采集的步骤，包括：在所述第二温度区间、所述第三温度区间、以及所述第四温度区间内，在每间隔ΔT的温度点处，重复执行n次以下操作，以获取n组第一电压值和n组第二电压值：从0时刻开始对已经充满电的所述电池模块所支持的最大放电电流ImaxD进行放电，并在每间隔Δt1时长后以ΔI的电流间隔依次减小放电电流直至I0，以进行电流的阶梯放电，在该过程中，在相同时刻同时采集并记录第一电压值和第二电压值，放电结束后，以最大充电电流ImaxC再将电池模块充满电；利用上述步骤所采集的第一电压值和第二电压值进行BMS电压校准的步骤，包括在所述第二温度区间、所述第三温度区间、以及所述第四温度区间内，在每间隔ΔT的温度点处，进行BMS电压校准的步骤，该步骤包括：将所有n组数据中的相同时刻所采集的n个第一电压值取平均值，获得第一电压平均值；将所有n组数据中的相同时刻所采集的n个第二电压值取平均值，获得第二电压平均值；将相同时刻的所述第一电压平均值和第二电压平均值取差值，并拟合电压平均值误差曲线和电压平均值误差公式，进而通过电压平均值误差曲线和电压平均值误差公式获得本温度点处放电时的BMS电压修正参数；其中，n不小于3。进一步，在所述第二温度区间、所述第三温度区间、以及所述第四温度区间内，对所述电池模块进行放电操作的过程中，对所述电池模块进行实时电流采集的步骤，包括：在所述第二温度区间、所述第三温度区间、以及所述第四温度区间内，在每间隔ΔT的温度点处，执行以下操作：从0时刻开始对已经充满电的所述电池模块所支持的最大放电电流ImaxD进行放电，并在每间隔Δt1时长后以ΔI的电流间隔依次减小放电电流直至I0，以进行电流的阶梯放电，在该过程中，在相同时刻同时采集并记录第一电流值和第二电流值；利用上述步骤所采集的第一电流值和第二电流值进行BMS电流校准的步骤，包括在所述第二温度区间、所述第三温度区间、以及所述第四温度区间内，在每间隔ΔT的温度点处，对每个放电阶梯进行BMS电流校准的步骤，该步骤包括：将本温度点处，本放电阶梯中所采集的第一电流值取平均，获得第一电流平均值；将本温度点处，本放电阶梯中所采集的第二电流值取平均，获得第二电流平均值；将所述第一电流平均值和第二电流平均值取差值，进而通过该差值获得本温度点处本放电阶梯的BMS电流修正参数。进一步，在所述第三温度区间内，对所述电池模块进行充电操作的过程中，对所述电池模块进行实时电压采集的步骤，包括：在所述第三温度区间内，在每间隔ΔT的温度点处，重复执行n次以下操作，以获取n组第一电压值和n组第二电压值：从0时刻开始对尚未充电的具有特定截止电压值的所述电池模块所支持的最大充电电流ImaxC进行充电，并在每间隔Δt2时长后以ΔI的电流间隔依次减小充电电流直至I0，以进行电流的阶梯充电，在该过程中，在相同时刻同时采集并记录第一电压值和第二电压值；利用上述步骤所采集的第一电压值和第二电压值进行BMS电压校准的步骤，包括在所述第三温度区间内，在每间隔ΔT的温度点处，进行BMS电压校准的步骤，该步骤包括：将所有n组数据中的相同时刻所采集的n个第一电压值取平均值，获得第一电压平均值；将所有n组数据中的相同时刻所采集的n个第二电压值取平均值，获得第二电压平均值；将相同时刻的所述第一电压平均值和第二电压平均值取差值，并拟合电压平均值误差曲线和电压平均值误差公式，进而通过电压平均值误差曲线和电压平均值误差公式获得本温度点处充电时的BMS电压修正参数；其中，n不小于3，n次操作中的0时刻的电池模块的特定截止电压值均相等。进一步，在所述第三温度区间内，对所述电池模块进行充电操作的过程中，对所述电池模块进行实时电流采集的步骤，包括：在所述第三温度区间内，在每间隔ΔT的温度点处，执行以下操作：从0时刻开始对尚未充电的具有特定截止电压值的所述电池模块所支持的最大充电电流ImaxC进行充电，并在每间隔Δt2时长后以ΔI的电流间隔依次减小充电电流直至I0，以进行电流的阶梯充电，在该过程中，在相同时刻同时采集并记录第一电流值和第二电流值；利用上述步骤所采集的第一电流值和第二电流值进行BMS电流校准的步骤，包括在所述第三温度区间内，在每间隔ΔT的温度点处，对每个充电阶梯进行BMS电流校准的步骤，该步骤包括：将本温度点处，本充电阶梯中所采集的第一电流值取平均，获得第一电流平均值；将本温度点处，本充电阶梯中所采集的第二电流值取平均，获得第二电流平均值；将所述第一电流平均值和第二电流平均值取差值，进而通过该差值获得本温度点处本充电阶梯的BMS电流修正参数。进一步，在所述第一温度区间、第二温度区间、第三温度区间、第四温度区间、第五温度区间进行实时温度采集的步骤，包括：在所述第一温度区间、第二温度区间、第三温度区间、第四温度区间、以及第五温度区间内，在每间隔ΔT的温度点处，在相同时刻同时采集并记录所述第一温度值和第二温度值；利用上述步骤所采集的第一温度值和第二温度值进行BMS温度校准的步骤，包括在所述第一温度区间、第二温度区间、第三温度区间、第四温度区间、以及第五温度区间内，在每间隔ΔT的温度点处，进行BMS温度校准的步骤，该步骤包括：将本温度点处采集的所有第一温度值取平均，获得第一温度平均值；将本温度点处采集的所有第二温度值取平均，获得第二温度平均值；将所述第一温度平均值和第二温度平均值取差值，进而通过该差值获得本温度点处的BMS温度修正参数。进一步，阶梯放电的最小电流I0为所述电池模块和充放电设备所支持的最小充放电电流。从上述方案可以看出，本发明的电动汽车电池模块BMS检测精度校准装置及方法，利用精度高于BMS检测设备的充放电设备以及温度采集设备，对电池模块的电流值、电压值、SOC值和温度值进行校准，并采用-40℃至85℃的宽温度范围，获得了高于行业标准而符合电动汽车实际运行工况的BMS检测精度，从而为电动汽车的控制提供了更准确的基础，提高了电动汽车的整体控制效果和控制可靠性。附图说明以下附图仅对本发明做示意性说明和解释，并不限定本发明的范围。图1为本发明的电动汽车电池模块BMS检测精度校准装置实施例结构示意图；图2为本发明的方法实施例中的环境温度与电池模块的充放电电流的关系示意图；图3为本发明的方法实施例中的阶梯方式充放电与时间的关系示意图。标号说明 | 本发明公开了一种电动汽车电池模块BMS检测精度校准装置和方法，其是将电池模块、BMS从板、BMS主板置于恒温箱内，并利用精度高于BMS设备的充放电设备和温度采集设备与BMS从板同时采集各种环境温度下的电池模块的电流值、电压值、SOC值和温度值，进而利用充放电设备和温度采集设备所采集的电流值、电压值、SOC值和温度值对BMS从板采集的电流值、电压值、SOC值和温度值进行精度校准。本发明还采用‑40℃至85℃的宽温度范围，进而获得了高于行业标准的BMS检测精度，并且得到了电动汽车处于各种环境工况的BMS检测精度，从而为电动汽车的控制提供了更可靠准确的基础，提高了电动汽车的整体控制效果。 | CN:201610565247.7A | https://patentimages.storage.googleapis.com/6a/a6/b3/30848cbf0b2324/CN106199479B.pdf | CN:106199479:B | 陆群, 陈殿领 | Beijing Changcheng Huaguan Automobile Technology Development Co Ltd | JP:2003153436:A, CN:101762800:A, CN:102169167:A, CN:102508167:A, CN:103121412:A, CN:103345163:A, CN:103713264:A, CN:103760495:A | Not available | 2019-04-05 | 1.一种电动汽车电池模块BMS检测精度校准装置，其特征在于，包括：, 恒温箱(1)；, 电池模块(2)，所述电池模块(2)位于所述恒温箱(1)中；, BMS温度采集探头(3)，所述BMS温度采集探头(3)位于所述恒温箱(1)中，以采集所述恒温箱(1)中的第一温度值；, BMS从板(4)，所述BMS从板(4)位于所述恒温箱(1)中，所述BMS从板(4)连接于所述电池模块(2)中的各个单体电池，并且所述BMS从板(4)连接于BMS温度采集探头(3)，以获取所述电池模块(2)的第一电压值、第一电流值、第一SOC值和所述第一温度值；, BMS主板(5)，所述BMS主板(5)位于所述恒温箱(1)中，所述BMS主板(5)连接于所述BMS从板(4)，以从所述BMS从板(4)获取所述第一电压值、第一电流值、第一SOC值和第一温度值；, 温度监控探头(6)，所述温度监控探头(6)位于所述恒温箱(1)中，以采集所述恒温箱(1)中的第二温度值；, 温度计(7)，所述温度计(7)位于所述恒温箱(1)外，并电连接于所述温度监控探头(6)，以接收并显示所述温度监控探头(6)所采集的第二温度值；, 充放电设备(8)，所述充放电设备(8)位于所述恒温箱(1)外，并连接于所述电池模块(2)和所述BMS从板(4)，以对所述电池模块(2)进行阶梯充放电，并获取所述电池模块(2)的第二电流值、第二电压值和第二SOC值；, 控制电脑(9)，所述控制电脑(9)位于所述恒温箱(1)外，并连接于所述BMS主板(5)，以从所述BMS主板(5)接收并显示所述第一电压值、第一电流值、第一SOC值和第一温度值，修正BMS检测参数，并向所述BMS主板(5)、BMS从板(4)刷写修正后的BMS检测参数。, 2.根据权利要求1所述的电动汽车电池模块BMS检测精度校准装置，其特征在于，所述BMS温度采集探头(3)和所述温度监控探头(6)位于所述恒温箱(1)中的同一个位置。, 3.根据权利要求1所述的电动汽车电池模块BMS检测精度校准装置，其特征在于：, 所述BMS从板(4)、BMS主板(5)和控制电脑(9)通过CAN总线(12)连接；, 所述电动汽车电池模块BMS精度校准装置还包括：, CAN总线控制器(13)，所述CAN总线控制器(13)位于所述恒温箱(1)外，并连接于所述控制电脑(9)和BMS主板(5)之间，以控制CAN总线(12)的数据传输。, 4.根据权利要求1所述的电动汽车电池模块BMS检测精度校准装置，其特征在于：, 所述BMS从板(4)通过BMS电压采集线(10)连接于所述电池模块(2)中的各个单体电池，以采集所述电池模块(2)的第一电压值；, 所述BMS从板(4)中具有第一电流采集线，所述第一电流采集线的一端连接于所述电池模块(2)，在所述电池模块(2)进行充放电时，所述BMS从板(4)通过采集流经所述第一电流采集线的电流以获取所述电池模块(2)进行充放电时的第一电流值，并通过所述第一电流值对时间的积分获得所述第一SOC值。, 5.根据权利要求4所述的电动汽车电池模块BMS检测精度校准装置，其特征在于：, 所述充放电设备(8)的一端通过主电缆(11)连接于所述电池模块(2)，所述充放电设备(8)的另一端通过主电缆(11)连接于所述BMS从板(4)，并且，所述充放电设备(8)通过充放电设备电压采集线(14)连接于所述电池模块(2)，以采集所述电池模块(2)的第二电压值；其中，, 所述主电缆(11)中具有第二电流采集线，所述第二电流采集线连接于所述第一电流采集线的另一端，在所述电池模块(2)进行充放电时，充放电电流顺次流经所述第一电流采集线和第二电流采集线，进而所述充放电设备(8)通过采集流经所述第二电流采集线的电流以获取所述电池模块(2)进行充放电时的第二电流值，并通过所述第二电流值对时间的积分获得所述第二SOC值。, 6.根据权利要求1所述的电动汽车电池模块BMS检测精度校准装置，其特征在于：, 所述充放电设备(8)所检测的电流精度和电压精度比BMS检测精度高3至5倍，所述温度计(7)的检测温度精度比所述BMS的温度检测精度高3至5倍。, 7.一种电动汽车电池模块BMS检测精度校准方法，采用如权利要求1至6任一项所述的电动汽车电池模块BMS检测精度校准装置，所述电动汽车电池模块BMS检测精度校准方法，包括：, 在不高于所述电池模块的最低放电温度且不低于所述电池模块所承受的最低温度的第一温度区间内，不对所述电池模块进行充放电操作，对所述电池模块进行实时电压采集的步骤；, 在所述第一温度区间内，不对所述电池模块进行充放电操作，对所述电池模块进行实时电流采集的步骤；, 在不低于所述电池模块的最低放电温度且不高于所述电池模块的最低充电温度的第二温度区间内，对所述电池模块进行放电操作的过程中，对所述电池模块进行实时电压采集的步骤；, 在所述第二温度区间内，对所述电池模块进行放电操作的过程中，对所述电池模块进行实时电流采集的步骤；, 在不低于所述电池模块的最低充电温度且不高于所述电池模块的最高充电温度的第三温度区间内，对所述电池模块进行放电操作的过程中，对所述电池模块进行实时电压采集的步骤；, 在所述第三温度区间内，对所述电池模块进行放电操作的过程中，对所述电池模块进行实时电流采集的步骤；, 在所述第三温度区间内，对所述电池模块进行充电操作的过程中，对所述电池模块进行实时电压采集的步骤；, 在所述第三温度区间内，对所述电池模块进行充电操作的过程中，对所述电池模块进行实时电流采集的步骤；, 在不低于所述电池模块的最高充电温度且不高于所述电池模块的最高放电温度的第四温度区间内，对所述电池模块进行放电操作的过程中，对所述电池模块进行实时电压采集的步骤；, 在所述第四温度区间内，对所述电池模块进行放电操作的过程中，对所述电池模块进行实时电流采集的步骤；, 在不低于所述电池模块的最高放电温度且不高于所述电池模块所承受的最高温度的第五温度区间内，不对所述电池模块进行充放电操作，对所述电池模块进行实时电压采集的步骤；, 在所述第五温度区间内，不对所述电池模块进行充放电操作，对所述电池模块进行实时电流采集的步骤；, 在所述第一温度区间、第二温度区间、第三温度区间、第四温度区间、第五温度区间进行实时温度采集的步骤；, 利用上述步骤所采集的第一电压值和第二电压值进行BMS电压校准的步骤；, 利用上述步骤所采集的第一电流值和第二电流值进行BMS电流校准的步骤；, 利用上述步骤所采集的第一电流值和第二电流值分别对时间的积分以获得第一SOC值和第二SOC值，并进行BMS的SOC值校准的步骤；, 利用上述步骤所采集的第一温度值和第二温度值进行BMS温度校准的步骤；以及，, 将校准后的BMS检测参数刷新至BMS主板和BMS从板的步骤。, 8.根据权利要求7所述的电动汽车电池模块BMS检测精度校准方法，其特征在于：, 对所述电池模块进行实时电压采集、实时电流采集，以及对所述第一温度值和第二温度值进行实时温度采集的数据采集间隔时间不大于1S。, 9.根据权利要求7所述的电动汽车电池模块BMS检测精度校准方法，其特征在于：, 在所述第一温度区间和所述第五温度区间内，不对所述电池模块进行充放电操作，对所述电池模块进行实时电压采集的步骤，包括：, 在所述第一温度区间和所述第五温度区间内，在每间隔ΔT的温度点处，不对所述电池模块进行充放电操作，并重复执行n次以下操作，以获取n组第一电压值和n组第二电压值：, 在一固定长度的时间段内，从0时刻开始计时，并在相同时刻同时采集并记录所述第一电压值和第二电压值；, 利用上述步骤所采集的第一电压值和第二电压值进行BMS电压校准的步骤，包括在所述第一温度区间和所述第五温度区间内，在每间隔ΔT的温度点处，进行BMS电压校准的步骤，该步骤包括：, 将所有n组数据中的相同时刻所采集的n个第一电压值取平均值，获得第一电压平均值；, 将所有n组数据中的相同时刻所采集的n个第二电压值取平均值，获得第二电压平均值；, 将相同时刻的所述第一电压平均值和第二电压平均值取差值，并拟合电压平均值误差曲线和电压平均值误差公式，进而通过电压平均值误差曲线和电压平均值误差公式获得本温度点处的BMS电压修正参数；, 其中，n不小于3。, 10.根据权利要求7所述的电动汽车电池模块BMS检测精度校准方法，其特征在于：, 在所述第一温度区间和所述第五温度区间内，不对所述电池模块进行充放电操作，对所述电池模块进行实时电流采集的步骤，包括：, 在所述第一温度区间和所述第五温度区间内，在每间隔ΔT的温度点处，不对所述电池模块进行充放电操作，实时采集并记录第一电流值和第二电流值；, 利用上述步骤所采集的第一电流值和第二电流值进行BMS电流校准的步骤，包括在所述第一温度区间和所述第五温度区间内，在每间隔ΔT的温度点处，进行BMS电流校准的步骤，该步骤包括：, 将本温度点处采集的所有第一电流值取平均，获得第一电流平均值；, 将本温度点处采集的所有第二电流值取平均，获得第二电流平均值；, 将所述第一电流平均值和第二电流平均值取差值，进而通过该差值获得本温度点处的BMS电流修正参数。, 11.根据权利要求7所述的电动汽车电池模块BMS检测精度校准方法，其特征在于：, 在所述第二温度区间、所述第三温度区间和所述第四温度区间内，对所述电池模块进行放电操作的过程中，对所述电池模块进行实时电压采集的步骤，包括：, 在所述第二温度区间、所述第三温度区间和所述第四温度区间内，在每间隔ΔT的温度点处，重复执行n次以下操作，以获取n组第一电压值和n组第二电压值：, 从0时刻开始对已经充满电的所述电池模块所支持的最大放电电流ImaxD进行放电，并在每间隔Δt1时长后以ΔI的电流间隔依次减小放电电流直至I0，以进行电流的阶梯放电，在该过程中，在相同时刻同时采集并记录第一电压值和第二电压值，放电结束后，以最大充电电流ImaxC再将电池模块充满电；, 利用上述步骤所采集的第一电压值和第二电压值进行BMS电压校准的步骤，包括在所述第二温度区间、所述第三温度区间和所述第四温度区间内，在每间隔ΔT的温度点处，进行BMS电压校准的步骤，该步骤包括：, 将所有n组数据中的相同时刻所采集的n个第一电压值取平均值，获得第一电压平均值；, 将所有n组数据中的相同时刻所采集的n个第二电压值取平均值，获得第二电压平均值；, 将相同时刻的所述第一电压平均值和第二电压平均值取差值，并拟合电压平均值误差曲线和电压平均值误差公式，进而通过电压平均值误差曲线和电压平均值误差公式获得本温度点处放电时的BMS电压修正参数；, 其中，n不小于3。, 12.根据权利要求7所述的电动汽车电池模块BMS检测精度校准方法，其特征在于：, 在所述第二温度区间、所述第三温度区间和所述第四温度区间内，对所述电池模块进行放电操作的过程中，对所述电池模块进行实时电流采集的步骤，包括：, 在所述第二温度区间、所述第三温度区间和所述第四温度区间内，在每间隔ΔT的温度点处，执行以下操作：, 从0时刻开始对已经充满电的所述电池模块所支持的最大放电电流ImaxD进行放电，并在每间隔Δt1时长后以ΔI的电流间隔依次减小放电电流直至I0，以进行电流的阶梯放电，在该过程中，在相同时刻同时采集并记录第一电流值和第二电流值；, 利用上述步骤所采集的第一电流值和第二电流值进行BMS电流校准的步骤，包括在所述第二温度区间、所述第三温度区间和所述第四温度区间内，在每间隔ΔT的温度点处，对每个放电阶梯进行BMS电流校准的步骤，该步骤包括：, 将本温度点处，本放电阶梯中所采集的第一电流值取平均，获得第一电流平均值；, 将本温度点处，本放电阶梯中所采集的第二电流值取平均，获得第二电流平均值；, 将所述第一电流平均值和第二电流平均值取差值，进而通过该差值获得本温度点处本放电阶梯的BMS电流修正参数。, 13.根据权利要求7所述的电动汽车电池模块BMS检测精度校准方法，其特征在于：, 在所述第三温度区间内，对所述电池模块进行充电操作的过程中，对所述电池模块进行实时电压采集的步骤，包括：, 在所述第三温度区间内，在每间隔ΔT的温度点处，重复执行n次以下操作，以获取n组第一电压值和n组第二电压值：, 从0时刻开始对尚未充电的具有特定截止电压值的所述电池模块所支持的最大充电电流ImaxC进行充电，并在每间隔Δt2时长后以ΔI的电流间隔依次减小充电电流直至I0，以进行电流的阶梯充电，在该过程中，在相同时刻同时采集并记录第一电压值和第二电压值；, 利用上述步骤所采集的第一电压值和第二电压值进行BMS电压校准的步骤，包括在所述第三温度区间内，在每间隔ΔT的温度点处，进行BMS电压校准的步骤，该步骤包括：, 将所有n组数据中的相同时刻所采集的n个第一电压值取平均值，获得第一电压平均值；, 将所有n组数据中的相同时刻所采集的n个第二电压值取平均值，获得第二电压平均值；, 将相同时刻的所述第一电压平均值和第二电压平均值取差值，并拟合电压平均值误差曲线和电压平均值误差公式，进而通过电压平均值误差曲线和电压平均值误差公式获得本温度点处充电时的BMS电压修正参数；, 其中，n不小于3，n次操作中的0时刻的电池模块的特定截止电压值均相等。, 14.根据权利要求7所述的电动汽车电池模块BMS检测精度校准方法，其特征在于：, 在所述第三温度区间内，对所述电池模块进行充电操作的过程中，对所述电池模块进行实时电流采集的步骤，包括：, 在所述第三温度区间内，在每间隔ΔT的温度点处，执行以下操作：, 从0时刻开始对尚未充电的所述电池模块所支持的最大充电电流ImaxC进行充电，并在每间隔Δt2时长后以ΔI的电流间隔依次减小充电电流直至I0，以进行电流的阶梯充电，在该过程中，在相同时刻同时采集并记录第一电流值和第二电流值；, 利用上述步骤所采集的第一电流值和第二电流值进行BMS电流校准的步骤，包括在所述第三温度区间内，在每间隔ΔT的温度点处，对每个充电阶梯进行BMS电流校准的步骤，该步骤包括：, 将本温度点处，本充电阶梯中所采集的第一电流值取平均，获得第一电流平均值；, 将本温度点处，本充电阶梯中所采集的第二电流值取平均，获得第二电流平均值；, 将所述第一电流平均值和第二电流平均值取差值，进而通过该差值获得本温度点处本充电阶梯的BMS电流修正参数。, 15.根据权利要求7所述的电动汽车电池模块BMS检测精度校准方法，其特征在于：, 在所述第一温度区间、第二温度区间、第三温度区间、第四温度区间、第五温度区间进行实时温度采集的步骤，包括：, 在所述第一温度区间、第二温度区间、第三温度区间、第四温度区间和第五温度区间内，在每间隔ΔT的温度点处，在相同时刻同时采集并记录所述第一温度值和第二温度值；, 利用上述步骤所采集的第一温度值和第二温度值进行BMS温度校准的步骤，包括在所述第一温度区间、第二温度区间、第三温度区间、第四温度区间和第五温度区间内，在每间隔ΔT的温度点处，进行BMS温度校准的步骤，该步骤包括：, 将本温度点处采集的所有第一温度值取平均，获得第一温度平均值；, 将本温度点处采集的所有第二温度值取平均，获得第二温度平均值；, 将所述第一温度平均值和第二温度平均值取差值，进而通过该差值获得本温度点处的BMS温度修正参数。, 16.根据权利要求7所述的电动汽车电池模块BMS检测精度校准方法，其特征在于，阶梯充放电的最小电流I0为所述电池模块和充放电设备所支持的最小充放电电流。 | CN | China | Active | G | True |
| 154 | Providing battery charge state information of electric vehicle \n | US9895992B2 | The present application is continuation application of U.S. patent application Ser. No. 14/162,265 (filed on Jan. 23, 2014), which claims priority under 35 U.S.C. § 119 to Korean Patent Application No. 10-2013-0010338 (filed on Jan. 30, 2013).\nThe present disclosure relates to managing an electric vehicle, in particular, to providing information on a battery charge state of a parked electric vehicle through at least one of one or more light lamps and one or more speakers of the parked electric vehicle.\nAn electric vehicle moves by rotating its motor using electricity stored in a battery. Such electric vehicle was developed before of the development of a typical vehicle using an internal combustion engine. However, practical limitations of the electrical vehicle caused by the weight and the time required to charge its battery hindered the full commercialization of the electric vehicle. But, the environmental concerns of using the internal combustion engine have revitalized a further development of the electric vehicle.\nThe electric vehicle is similar to other typical vehicles with internal combustions engines except that it has an electric motor instead of a combustion engine. Unlike a typical vehicle, an important issue of the electric vehicle development is to reduce the size and the weight of the battery corresponding to its energy source. Particularly, reducing the time required to charge the battery is a critical element for the full commercialization of the electric vehicle.\nAccordingly, in a case of an electric vehicle, battery management (i.e., an electric charging management) is very important in operating the electric vehicle. In practice, users may not be able to operate an electric vehicle or may have to wait for a long time if the battery management is not properly performed.\nTypically, users check a remaining battery power amount through a battery gauge of an electric vehicle. Such typical way has a limitation. For example, users are not able to check a remaining battery power amount when the electric vehicle (particularly, an electric motor of the electric vehicle) is off, or when the users are outside of the electric vehicle.\nThe development of telematics technology allowed users to control an electric vehicle or check the status of the electric vehicle through external devices. For example, users may check the status of the battery or the remaining power amount of the battery through wireless devices (e.g., a smart phone). However, such scheme using the telematics technology may require the electric vehicle to have an additional device to communicate with the wireless devices of the users, and this may cost more to users. Furthermore, when users do not carry or have such wireless devices, users may be no longer able to check the status or the remaining power amount of the battery.\nThis summary is provided to introduce a selection of concepts in a simplified form that is further described below in the Detailed Description. This summary is not intended to identify key features or essential features of the claimed subject matter, nor is it intended to be used to limit the scope of the claimed subject matter.\nEmbodiments of the present invention overcome the above disadvantages and other disadvantages not described above. Also, the present invention is not required to overcome the disadvantages described above, and an embodiment of the present invention may not overcome any of the problems described above.\nIn accordance with an aspect of the present embodiment, information on a battery charge state of a parked electric vehicle (particularly, a parked electric vehicle being in a power-off state) may be provided (or expressed) through at least one of one or more light lamps and one or more speakers of the electric vehicle, by controlling at least one of a lamp color division, a lamp blink pattern, and a sound pattern.\nIn accordance with at least one embodiment, a method may be provided for providing battery charge state information of a parked electric vehicle. The method may include receiving an external control signal for the electric vehicle, determining a battery charge state of the electric vehicle, and providing the battery charge state information by controlling at least one of (i) one or more light lamps and (ii) one or more speakers of the electric vehicle according to the battery charge state.\nThe determining may include obtaining information on a remaining battery power amount of the electric vehicle, and determining a battery charge state level based on the remaining battery power amount.\nThe obtaining may be performed at least one of upon receipt of the external control signal is received, and at a predetermined regular interval.\nThe providing the battery charge state information may include providing the battery charge state information by controlling at least one of a lamp light color, a lamp blink pattern, and a sound pattern according to the battery charge state level.\nThe method may further include transmitting information on the battery charge state level to a corresponding remote control device.\nThe one or more light lamps may be installed on at least one of an interior and exterior of the electric vehicle.\nThe one or more speaker may include at least one of a horn speaker and an anti-theft alarm speaker.\nThe electric vehicle may be in a power-off state.\nThe method may further include determining whether a warning condition is satisfied, wherein the warning condition includes at least one of (i) whether the remaining battery power amount is less than a first threshold value, and (ii) whether a decreasing rate of the remaining battery power amount exceeds a second threshold value, and providing warning information by controlling at least one of a lamp light color, a lamp blink pattern, and a sound pattern when the warning condition is satisfied.\nThe providing the warning information may include monitoring whether a remote control device is within a predetermined distance from the electric vehicle when the warning condition is satisfied, and providing the warning information by controlling the at least one of the lamp light color, the lamp blink pattern, and the sound pattern when the remote control device is within the predetermined distance.\nThe method may further include transmitting a warning notification to a corresponding remote control device.\nThe external control signal may be at least one of a door control signal, a battery check signal, a trunk control signal, a start control signal, and a vehicle location check signal.\nThe external control signal may be generated by a remote control device.\nThe remote control device is one of a wireless key device and user equipment having a remote control function for the electric vehicle.\nIn accordance with other embodiments, an apparatus may be provided for providing battery charge state information of a parked electric vehicle. The apparatus may include a battery power measurement processor and a battery charge information providing processor. The battery power measurement processor may be configured to measure a remaining battery power amount of the electric vehicle. The battery charge information providing processor may be configured (i) to determine at least one of a battery charge state level and a satisfaction of a warning condition, based on the remaining battery power amount, and (ii) to provide the battery charge state information by controlling at least one of one or more light lamps and one or more speakers of the electric vehicle according to a determination result.\nThe battery charge information providing processor may be configured to provide the battery charge state information by controlling at least one of a lamp light color, a lamp blink pattern, and a sound pattern according to the determination result.\nThe warning condition may include at least one of whether the remaining battery power amount is less than a first threshold value, and whether a decreasing rate of the remaining battery power amount exceeds a second threshold value.\nIn a case that the electric vehicle being in a power-off state includes a main battery and an auxiliary battery, the battery charge information providing processor may be configured to perform a power connection between the battery power measurement processor and the auxiliary battery, request the battery power measurement processor to measure the remaining battery power amount of the main battery, receive information on the remaining battery power amount from the battery power measurement processor, and disconnect the power connection when the remaining battery power amount information is received.\nThe battery charge information providing processor may be configured to request the battery power measurement processor to measure the remaining battery power amount at least one of (i) upon receipt of an external control signal from a corresponding remote control device, and (ii) at a predetermined regular interval. Herein, in a case that the remaining battery power amount is periodically measured, the battery charge information providing processor may be configured to determine the at least one of the battery charge state level and the satisfaction of the warning condition and to provide the battery charge state information, when an external control signal is received from the corresponding remote control device.\nIn accordance with still other embodiments, a wireless key device may be provided for providing battery charge state information of a parked electric vehicle. The wireless key device may include an output unit including at least one of one or more light lamps and one or more speakers, a communication processor configured to transmit an external control signal to the electric vehicle, and to receive at least one of battery charge state level information and warning information associated with a battery of the electric vehicle from a battery charge state providing apparatus, and a control processor configured to control at least one of (i) a lamp light color, (ii) a lamp blink pattern, and (iii) a sound pattern associated with the output unit, according to the at least one of the battery charge state level information and the warning information.\nThe above and/or other aspects of some embodiments of the present invention will become apparent and more readily appreciated from the following description of embodiments, taken in conjunction with the accompanying drawings, of which:\n FIG. 1 illustrates interworking for providing battery charge state information of an electric vehicle in accordance with at least one embodiment;\n FIG. 2 is a block diagram illustrating a battery charge state providing apparatus in accordance with at least one embodiment;\n FIG. 3 is a block diagram illustrating a detailed structure of a battery charge information providing processor in accordance with at least one embodiment;\n FIG. 4 illustrates a method of providing battery charge state information of an electric vehicle in the case that a measurement procedure of a remaining battery power is performed according to a reception of an external control signal, in accordance with at least one embodiment;\n FIG. 5 illustrates lamp control signals determined based on a remaining battery power amount in accordance with at least one embodiment;\n FIG. 6 illustrates an example of providing battery charge state information through one or more existing light lamps installed in an electric vehicle in accordance with at least one embodiment;\n FIG. 7 illustrates speaker control signals determined based on a remaining battery power amount in accordance with at least one embodiment;\n FIG. 8 illustrates another method of providing battery charge state information of an electric vehicle in the case that a measurement procedure of a remaining battery power is periodically performed, in accordance with at least one embodiment; and\n FIG. 9 is a block diagram illustrating a wireless key device in accordance with at least one embodiment.\nReference will now be made in detail to exemplary embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like reference numerals refer to like elements throughout. The embodiments are described below, in order to explain embodiments of the present invention by referring to the figures.\nThe present embodiment may provide information on a battery charge state of a parked electric vehicle (particularly, a parked electric vehicle being in a power-off state) through at least one of one or more light lamps and one or more speakers of the electric vehicle. Particularly, the present embodiment may control at least one of a lamp light color, a lamp blink pattern, and a sound pattern according to the battery charge state information such that an electric vehicle user can recognize the battery charge state away from the electric vehicle through hearing and/or vision.\n FIG. 1 illustrates interworking for providing battery charge state information of an electric vehicle in accordance with at least one embodiment.\nAs shown in FIG. 1, a battery charge state providing apparatus (e.g., 20) according to the present embodiment may provide information on a battery charge state (e.g., a remaining battery power amount) of a parked electric vehicle (e.g., 12). More specifically, when receiving a remote control signal transmitted by a wireless key device (e.g., 10), the battery charge state providing apparatus (e.g., 20) may provide battery charge state information by controlling at least one of a lamp light color, a lamp blink pattern, and a sound pattern according to the battery charge state level. Accordingly, a user of a parked electric vehicle may recognize a remaining battery power amount away from the electric vehicle through hearing and vision. Herein, the parked electric vehicle (e.g., 12) may be in a power-off state (i.e., an operation-off state). In another embodiment, even in the case that an electric motor of a parked electric vehicle remotely starts by an external control signal (e.g., a start control signal) transmitted from wireless key device 10, at least one embodiment described later (i.e., at least one embodiment described later with reference to FIG. 1 through FIG. 9) may be applied.\nWireless key device 10 may remotely control operations of an electric vehicle (e.g., 12). More specifically, wireless key device 10 may transmit a remote control signal associated with the operations of an electric vehicle (e.g., 12). Such operation of the electric vehicle (e.g., 12) may include door locking/unlocking operations, trunk opening (unlocking)/closing operations, power on/off operations, a car search operation, a battery check operation, and so forth. Accordingly, wireless key device 10 may have a plurality of function buttons associated with the operations. For example, wireless key device 10 may have at least one of a door locking button, a door unlocking button, a trunk opening button, a trunk closing button, a power on/off button, a car search button, and a battery check button. Wireless key device 10 may include a smart key. Furthermore, wireless key device 10 may receive electric vehicle information from the electric vehicle (e.g., 12). Herein, the electric vehicle information may include information on an electric vehicle state, a battery state (e.g. a remaining battery power, etc.), and/or an electric vehicle location. In other embodiments, user equipment (e.g., a wireless terminal, a smart phone, etc.) may perform the above-described operations of wireless key device 10. Accordingly, the term “remote control device” may be used as a general concept that includes a variety of devices (e.g., a wireless key device, user equipment, etc.) capable of remotely operating an electric vehicle.\nAn electric vehicle (e.g., 12) may include one or more light lamps (e.g., 120 a through 120 g), and/or one or more speakers (e.g., 122). The one or more light lamps (e.g., 120 a through 120 g), and/or one or more speakers (e.g., 122) may be employed for providing information on a remaining battery power.\nHerein, the one or more light lamps (e.g., 120 a through 120 g) may be installed at the interior and/or exterior of the electric vehicle (e.g., 12). For example, the one or more light lamps (e.g., 120 a through 120 g) may include one or more head light lamps, one or more fog lamps, one or more blinker lamps, one or more tail light lamps (e.g., break lamps), one or more room lamps, and so forth. In other embodiments, the one or more light lamps may further include one or more additional lamps for providing information on a remaining battery power. The one or more light lamps may be lamps of various types. For example, the one or more light lamps may include light bulb lamps, light-emitting diode (LED) lamps, organic light emitting diode (OLED) lamps, and so forth.\nMeanwhile, the one or more speakers may be one or more speakers installed in the electric vehicle (e.g., 12). For example, the one or more speakers (e.g., 122) may include a horn speaker, an anti-theft alarm speaker, and so forth. In other embodiments, the one or more speakers may further include one or more additional speakers for providing information on a remaining battery power.\nElectric vehicles (EVs) may include electric cars (e.g., 12), electric motorcycles, and/or electric motorbikes, but are not limited thereto.\n FIG. 2 is a block diagram illustrating a battery charge state providing apparatus in accordance with at least one embodiment.\nA user may control an operation (e.g., a door locking/unlocking) of electric vehicle 12 using wireless key device 10. For example, when a user presses a unlock button of wireless key device 10, wireless key device 10 may transmit a remote control signal corresponding to the unlock button to a corresponding electric vehicle (e.g., 12). When receiving a remote control signal (i.e., an external control signal) from wireless key device 10, battery charge state providing apparatus 20 of electric vehicle 12 may provide visual or audible information on a remaining battery power amount. More specifically, in this case, battery charge state providing apparatus 20 may express a current battery charge state by controlling at least one of (i) light colors of one or more light lamps (e.g., 120), (ii) a lamp blink pattern of the one or more light lamps (e.g., 120), and (iii) a sound pattern of one or more speakers (e.g., 122), according to a battery charge state level (e.g., a remaining battery power amount).\nAs shown in FIG. 2, battery charge state providing apparatus 12 may include battery charge information providing processor 200 and battery power measurement processor 210.\nBattery charge information providing processor 200 may provide battery charge state information, by controlling at least one of one or more light lamps and one or more speakers of an electric vehicle according to a battery charge state (e.g., a battery charge state level) of the electric vehicle. Furthermore, battery charge information providing processor 200 may transmit battery charge state level information and/or warning information to wireless key device 10 and/or user equipment. Hereinafter, battery charge state information may be used as a concept including the battery charge state level information and the warning information. In this case, battery charge information providing processor 200 may use an electric control unit (ECU) which manages and controls operations of an electric vehicle such as a driving operation, a breaking operations, and a wheel steering operation. Alternatively, the ECU may be included in battery charge information providing processor 200. Battery charge information providing processor 200 will be described in more detail with reference to FIG. 3.\nMeanwhile, battery power measurement processor 210 may measure a battery charge state of a corresponding electric vehicle (e.g., 12). In this case, battery power measurement processor 210 may use a battery management system (BMS) which manages a battery of an electric vehicle. Alternatively, the BMS may be included in battery power measurement processor 210.\n Battery unit 24 of an electric vehicle (e.g., 12) may include one battery capable of supplying an electric power required to operate the electric vehicle. Alternatively, battery unit 24 may include two or more batteries. For example, an electric car (e.g., 12) may include main battery 241 (or may be simply referred to as “battery”) and auxiliary battery 242. Herein, main battery 241 may be employed for driving an electric motor of an electric vehicle. Auxiliary battery 242 may be employed for operating a heating, ventilating, and an air conditioning (HVAC) apparatus and/or an electronic apparatus (e.g., battery charge information providing processor 200, battery power measurement processor 210, light lamps, speakers, etc.) installed in the electric vehicle. More specifically, if an electric vehicle is parked and in a power-off state, an electric power of main battery 241 may not be supplied to the electric vehicle. In this case, auxiliary battery 242 may supply an electric power to one or more constituent elements (e.g., an HVAC apparatus, battery charge information providing processor 200, battery power measurement processor 210, light lamps, speakers, etc.). In the case that an electric vehicle has an auxiliary battery (e.g., 242), an electric control unit (ECU) may receive an electric power from the auxiliary battery (e.g., 242) although the electric vehicle is in a power-off state (i.e., an operation-off state).\nFurthermore, battery charge information providing processor 200 may also receive an electric power from the auxiliary battery (e.g., 242) although the electric vehicle is in a power-off state (i.e., an operation-off state). In at least one embodiment, the electric control unit (ECU) may be included in battery charge information providing processor 200.\n FIG. 3 is a block diagram illustrating a detailed structure of a battery charge information providing processor in accordance with at least one embodiment.\nAs shown in FIG. 3, battery charge state providing apparatus 20 may include battery charge information providing processor 200 and battery power measurement processor 210. More specifically, battery charge information providing processor 200 may include communication unit 201, battery charge information obtaining unit 202, and controller 203. Operations of batter charge state providing apparatus 20 (particularly, battery charge information providing processor 200) will be described in more detail with reference to FIG. 4 through FIG. 8.\n Communication unit 201 corresponding to a sub-processor may receive an external control signal (or may be referred to as “a remote control signal”) for controlling operations of electric vehicle 12 from a remote control device (e.g., wireless key device 10, user equipment). Furthermore, communication unit 201 may transmit battery charge state level information and/or warning information (e.g., a warning notification message) to wireless key device 10 and/or user equipment. Herein, the external control signal, the battery charge state level information and/or the warning information may be transmitted/received through a wireless communication scheme. The wireless communication scheme may include a local area wireless communication scheme, a Bluetooth communication scheme, and/or an infrared light communication scheme, but is not limited thereto.\nBattery charge information obtaining unit 202 corresponding to a sub-processor may obtain remaining battery power information from battery power measurement processor 210. More specifically, battery charge information obtaining unit 202 may obtain the remaining battery power information (i) at a predetermined regular interval (i.e., periodically) or (ii) whenever an external control signal is received from wireless key device 10. In other words, battery charge information obtaining unit 202 may request battery power measurement processor 210 to measure a remaining battery power amount of a corresponding battery (e.g., main battery 241) (i) at a predetermined regular interval (i.e., periodically) or (ii) whenever an external control signal is received from wireless key device 10. In this case, battery power measurement processor 210 may measure the remaining battery power amount of the corresponding battery (e.g., main battery 241), and provide information on the measured remaining battery power amount to battery charge information obtaining unit 202. When receiving the remaining battery power amount information from battery power measurement processor 210, battery charge information obtaining unit 202 may store and manage the received remaining battery power amount information. In the case that an electric motor of an electric vehicle (e.g., 12) is off (i.e., electric vehicle 12 is in a power-off state), battery power measurement processor 210 may be disconnected from a battery (e.g., main battery 241). In this case, battery power measurement processor 210 may not receive electric power from the battery (e.g., main battery 241). Accordingly, battery charge information obtaining unit 202 may perform a power connection between battery power measurement processor 210 and another battery (e.g., auxiliary battery 242) such that another battery (e.g., auxiliary battery 242) provides electric power to battery power measurement processor 210. In this case, battery charge information obtaining unit 202 may be required to perform the power connection before or when sending a battery power measurement request to battery power measurement processor 210. When receiving the remaining battery power amount information from battery power measurement processor 210, battery charge information obtaining unit 202 may disconnect the power connection between battery power measurement processor 210 and another battery (e.g., auxiliary battery 242).\nIn addition, battery charge information obtaining unit 202 may determine a battery charge state level (e.g., “Level 1”) corresponding to a remaining battery power amount by comparing the remaining battery power amount to a plurality of battery charge state levels. Herein, the plurality of battery charge state levels will be described in more detail with reference to FIG. 5 and FIG. 7. Furthermore, battery charge information obtaining unit 202 may determine whether a warning condition is satisfied, based on remaining battery power information. Herein, the warning condition may be at least one of (i) whether the remaining battery power amount is less than a predetermined minimum value (or may be referred to as “a first threshold value”), or (ii) whether a decreasing rate of the remaining battery power amount exceeds a predetermined difference value (or may be referred to as “second threshold value”).\n Controller 203 corresponding to a sub-processor may control speaker outputs (i.e., sound outputs of one or more speakers) and/or lamp outputs (i.e., light outputs of one or more lamps) of a corresponding electric vehicle (e.g., 12), according to a battery charge state level and/or a satisfaction of the warning condition determined by battery charge information obtaining unit 202. More specifically, controller 203 may have control information (i.e., lamp/speaker control information) corresponding to each battery charge state level (see FIG. 5 and FIG. 7) and/or a warning state. Herein, the control information may include control information associated with at least one of a lamp light color, a lamp blink pattern, and a sound pattern. Accordingly, controller 203 may create at least one control signal (may be referred to as “battery charge state indication signal”) corresponding to the battery charge state level (e.g., level 2 in FIG. 5 and FIG. 7) and/or a satisfaction of the warning condition, and transmit the at least control signals to one or more light lamps 120 and/or one or more speakers 122. Controller 203 may control at least one of a lamp light color, a lamp blink pattern, and a sound pattern using the created control signal(s). For example, in the case that a remaining battery power amount corresponds to level 2 in FIG. 5 and FIG. 7, controller 203 may (i) control one or more light lamps of a corresponding electric vehicle according to a control signal (may be referred to as “a battery charge state indication signal”) shown in FIG. 5, and/or (ii) control one or more speakers according to a control signal shown in FIG. 7.\nParticularly, when the warning condition is satisfied, controller 203 may create warning information (e.g., lamp/speaker control information, or a warning notification message). Controller 203 may control one or more light lamps and/or one or more speakers according to the lamp/speaker control information. Herein, the lamp/speaker control information may be control signals corresponding to one (e.g., Level 4) of a plurality of levels shown in FIG. 5 and FIG. 7. Alternatively, the lamp/speaker control information may be control signals different from control signals shown in FIG. 5 and/or FIG. 7. In at least one embodiment, when the warning condition is satisfied, controller 203 may control one or more light lamps and/or one or more speakers of electric vehicle 12, regardless of reception of an external control signal. Alternatively, although an external control signal is not received, controller 203 may control one or more light lamps and/or one or more speakers of electric vehicle 12 when an electric vehicle user having wireless key device 10 comes to within a predetermined distance from electric vehicle 12. When the warning condition is satisfied, controller 203 may periodically (e.g., periodically within a predetermined time limit or within a predetermined number of times) control one or more light lamps and/or one or more speakers of electric vehicle 12. In other embodiments, controller 203 may control communication unit 201 to transmit battery charge state level information and/or warning information (e.g., a warning notification message) to wireless key device 10 and/or user equipment.\n FIG. 4 illustrates a method of providing battery charge state information of an electric vehicle in the case that a measurement procedure of a remaining battery power is performed according to a reception of an external control signal, in accordance with at least one embodiment. That is, FIG. 4 illustrates a method of providing battery charge state information whenever an external control signal is received from a corresponding wireless key device (e.g., 10).\nReferring to FIG. 4, at step S400, an electric vehicle user may remotely transmit an external control signal (may be referred to as “a remote control signal”) to a parked electric vehicle (e.g., electric vehicle 12), using wireless key device 10 (e.g., a smart key, etc.). Herein, the parked electric vehicle may be in a power-off state (i.e., an operation-off state). In other embodiments, even in the case that an electric motor of a parked electric vehicle remotely starts by an external control signal (e.g., a start control signal) transmitted from wireless key device 10, a method of providing battery charge state information of an electric vehicle may be applied.\nAt step S402, when receiving the external control signal from wireless key device 10, battery charge information providing processor 200 of the electric vehicle may request battery power measurement processor 210 to measure a remaining battery power amount of the electric vehicle.\nAt step S404, when receiving a request for measuring the remaining battery power amount, battery power measurement processor 210 may measure the remaining battery power amount of battery unit 24. In the case that battery unit 24 includes main battery 241 and auxiliary battery 242, battery power measurement processor 210 may measure the remaining battery power amount of main battery 241.\nAt step S406, battery power measurement processor 210 may send remaining battery power information (i.e., information of a remaining battery power amount) to battery charge information providing processor 200. For example, in the case that an electric motor of an electric vehicle (e.g., 12) is off, battery power measurement processor 210 may be disconnected from a battery (e.g., main battery 241). In this case, battery power measurement processor 210 may not receive electric power from the battery (e.g., main battery 241). Accordingly, battery charge information providing processor 200 may perform a power connection between battery power measurement processor 210 and another battery (e.g., auxiliary battery 242) | The disclosure is related to providing information on a battery charge state of a parked electric vehicle through at least one of one or more light lamps and one or more speakers of the parked electric vehicle. Particularly, the disclosure may control at least one of a lamp light color, a lamp blink pattern, and a sound pattern according to the battery charge state information such that a user can recognize the battery charge state away from the electric vehicle through hearing and/or vision. | US:14/945,533 | https://patentimages.storage.googleapis.com/7d/c7/b0/bd40eed18644e5/US9895992.pdf | US:9895992 | Dong-Seob SEO, Jung-Guen KIM, Myung-Woo Seo | KT Corp | US:6549130, JP:H0787607:A, JP:H07111702:A, US:5521443, KR:0144043:B1, JP:H10126901:A, JP:H1123681:A, KR:19990053660:A, JP:2008011586:A, US:20100072290:A1, JP:2010127166:A, KR:101011624:B1, US:20100230193:A1, KR:20110000011:A, KR:20110052773:A, KR:20120031610:A, KR:20120094303:A | 2018-02-20 | 2018-02-20 | 1. A method of providing battery charge state information of an electric vehicle, the method comprising:\nretrieving latest information among remaining battery power amount information at a predetermined period, when an external control signal for the electric vehicle is received;\ndetermining a battery charge state of the electric vehicle, based on the retrieved latest remaining battery power amount information;\ndetermining whether a warning condition is satisfied, based on the remaining battery power amount information; and\nproviding the battery charge state information by controlling at least one output device of the electric vehicle when the warning condition is satisfied.\n, retrieving latest information among remaining battery power amount information at a predetermined period, when an external control signal for the electric vehicle is received;, determining a battery charge state of the electric vehicle, based on the retrieved latest remaining battery power amount information;, determining whether a warning condition is satisfied, based on the remaining battery power amount information; and, providing the battery charge state information by controlling at least one output device of the electric vehicle when the warning condition is satisfied., 2. The method of claim 1, wherein the obtaining of the remaining battery power amount information includes:\nperforming a power connection between a battery power measurement processor and an auxiliary battery;\nsending a battery power measurement request to the battery power measurement processor;\nreceiving a measurement result of the remaining battery power amount from the battery power measurement processor; and\ndisconnecting the power connection when the measurement result is received.\n, performing a power connection between a battery power measurement processor and an auxiliary battery;, sending a battery power measurement request to the battery power measurement processor;, receiving a measurement result of the remaining battery power amount from the battery power measurement processor; and, disconnecting the power connection when the measurement result is received., 3. The method of claim 1, wherein the determining includes:\ndetermining a battery charge state level based on the retrieved latest remaining battery power amount information.\n, determining a battery charge state level based on the retrieved latest remaining battery power amount information., 4. The method of claim 3, wherein the at least one output device includes at least one of (i) one or more light lamps, and (ii) one or more speakers., 5. The method of claim 4, wherein the providing the battery charge state information includes:\nproviding the battery charge state information by controlling at least one of a lamp light color, a lamp blink pattern, and a sound pattern according to the determined battery charge state level.\n, providing the battery charge state information by controlling at least one of a lamp light color, a lamp blink pattern, and a sound pattern according to the determined battery charge state level., 6. The method of claim 3, further comprising:\ntransmitting information on the battery charge state level to a corresponding remote control device.\n, transmitting information on the battery charge state level to a corresponding remote control device., 7. The method of claim 1, wherein the electric vehicle is in a power-off state., 8. The method of claim 1, wherein the external control signal is at least one of a door control signal, a battery check signal, a trunk control signal, a start control signal, and a vehicle location check signal., 9. The method of claim 1, wherein the external control signal is generated by a remote control device, wherein the remote control device is one of (i) a wireless key device and (ii) user equipment having a remote control function for the electric vehicle., 10. A method of providing battery charge state information of an electric vehicle, the method comprising:\nobtaining information on a remaining battery power amount of the electric vehicle;\ndetermining whether a warning condition is satisfied, based on the information on the remaining battery power amount; and\nproviding warning information by controlling at least one output device of the electric vehicle when the warning condition is satisfied,\nwherein the warning condition includes at least one of (i) whether the remaining battery power amount is less than a first threshold value, and (ii) whether a decreasing rate of the remaining battery power amount exceeds a second threshold value.\n, obtaining information on a remaining battery power amount of the electric vehicle;, determining whether a warning condition is satisfied, based on the information on the remaining battery power amount; and, providing warning information by controlling at least one output device of the electric vehicle when the warning condition is satisfied,, wherein the warning condition includes at least one of (i) whether the remaining battery power amount is less than a first threshold value, and (ii) whether a decreasing rate of the remaining battery power amount exceeds a second threshold value., 11. The method of claim 10, wherein the providing the warning information includes:\nmonitoring whether a remote control device is within a predetermined distance from the electric vehicle, when the warning condition is satisfied; and\nproviding the warning information by controlling the at least one output device of the electric vehicle when the remote control device is within the predetermined distance.\n, monitoring whether a remote control device is within a predetermined distance from the electric vehicle, when the warning condition is satisfied; and, providing the warning information by controlling the at least one output device of the electric vehicle when the remote control device is within the predetermined distance., 12. The method of claim 11, wherein:\nthe remote control device is one of (i) a wireless key device, and (ii) user equipment having a remote control function for the electric vehicle;\nthe at least one output device includes at least one of (i) one or more light lamps, and (ii) one or more speakers; and\nthe providing the warning information includes providing the battery charge state information by controlling at least one of a lamp light color, a lamp blink pattern, and a sound pattern.\n, the remote control device is one of (i) a wireless key device, and (ii) user equipment having a remote control function for the electric vehicle;, the at least one output device includes at least one of (i) one or more light lamps, and (ii) one or more speakers; and, the providing the warning information includes providing the battery charge state information by controlling at least one of a lamp light color, a lamp blink pattern, and a sound pattern., 13. The method of claim 10, further comprising:\ntransmitting a warning notification to a corresponding remote control device when the warning condition is satisfied.\n, transmitting a warning notification to a corresponding remote control device when the warning condition is satisfied., 14. A method of providing battery charge state information of an electric vehicle, the method comprising:\nobtaining information on a remaining battery power amount of the electric vehicle;\ndetermining whether a battery charge state notification condition is satisfied, based on the information on the remaining battery power amount;\nmonitoring whether a remote control device is within a predetermined distance from the electric vehicle, when the battery charge state notification condition is satisfied; and\nproviding the battery charge state information by controlling at least one output device of the electric vehicle, when the remote control device is within the predetermined distance.\n, obtaining information on a remaining battery power amount of the electric vehicle;, determining whether a battery charge state notification condition is satisfied, based on the information on the remaining battery power amount;, monitoring whether a remote control device is within a predetermined distance from the electric vehicle, when the battery charge state notification condition is satisfied; and, providing the battery charge state information by controlling at least one output device of the electric vehicle, when the remote control device is within the predetermined distance., 15. The method of claim 14, wherein the battery charge state notification condition includes at least one of (i) whether the remaining battery power amount is less than a first threshold value, and (ii) whether a decreasing rate of the remaining battery power amount exceeds a second threshold value., 16. The method of claim 14, wherein:\nthe at least one output device includes at least one of (i) one or more light lamps and (ii) one or more speakers; and\nthe providing the battery charge state information includes providing the battery charge state information by controlling at least one of a lamp light color, a lamp blink pattern, and a sound pattern.\n, the at least one output device includes at least one of (i) one or more light lamps and (ii) one or more speakers; and, the providing the battery charge state information includes providing the battery charge state information by controlling at least one of a lamp light color, a lamp blink pattern, and a sound pattern., 17. An apparatus for providing battery charge state information of an electric vehicle, the apparatus comprising:\na battery power measurement processor configured to measure a remaining battery power amount of the electric vehicle; and\na battery charge information providing processor configured to:\n(i) determine whether a battery charge state notification condition is satisfied, based on the remaining battery power amount,\n(ii) monitor whether a remote control device is within a predetermined distance from the electric vehicle, when the battery charge state notification condition is satisfied, and\n(iii) provide the battery charge state information by controlling at least one output device of the electric vehicle when the remote control device is within the predetermined distance.\n\n, a battery power measurement processor configured to measure a remaining battery power amount of the electric vehicle; and, a battery charge information providing processor configured to:\n(i) determine whether a battery charge state notification condition is satisfied, based on the remaining battery power amount,\n(ii) monitor whether a remote control device is within a predetermined distance from the electric vehicle, when the battery charge state notification condition is satisfied, and\n(iii) provide the battery charge state information by controlling at least one output device of the electric vehicle when the remote control device is within the predetermined distance.\n, (i) determine whether a battery charge state notification condition is satisfied, based on the remaining battery power amount,, (ii) monitor whether a remote control device is within a predetermined distance from the electric vehicle, when the battery charge state notification condition is satisfied, and, (iii) provide the battery charge state information by controlling at least one output device of the electric vehicle when the remote control device is within the predetermined distance., 18. The apparatus of claim 17, wherein the battery charge state notification condition includes at least one of (i) whether the remaining battery power amount is less than a first threshold value, and (ii) whether a decreasing rate of the remaining battery power amount exceeds a second threshold value., 19. The apparatus of claim 17, wherein:\nthe remote control device is one of (i) a wireless key device, and (ii) user equipment having a remote control function for the electric vehicle;\nthe at least one output device includes at least one of (i) one or more light lamps, and (ii) one or more speakers; and\nthe battery charge information providing processor is configured to provide the battery charge state information by controlling at least one of a lamp light color, a lamp blink pattern, and a sound pattern.\n, the remote control device is one of (i) a wireless key device, and (ii) user equipment having a remote control function for the electric vehicle;, the at least one output device includes at least one of (i) one or more light lamps, and (ii) one or more speakers; and, the battery charge information providing processor is configured to provide the battery charge state information by controlling at least one of a lamp light color, a lamp blink pattern, and a sound pattern., 20. The apparatus of claim 17, wherein the battery charge information providing processor is configured to:\ntransmit the battery charge state information to a corresponding remote control device when the battery charge state notification condition is satisfied.\n, transmit the battery charge state information to a corresponding remote control device when the battery charge state notification condition is satisfied. | US | United States | Active | B60L11/1861 | True |
| 155 | Electric vehicle fleet charging system \n | US10173544B2 | The present application is a continuation of U.S. Non-Provisional application Ser. No. 13/481,572 filed May 25, 2012 entitled “Electric Vehicle Fleet Charging System,” which claims the benefit under 35 U.S.C. § 119(e) of the U.S. Provisional Application Ser. No. 61/490,233 filed May 26, 2011 entitled “Plug-In Electric Vehicle Fleet Charging System,” both of which are incorporated herein by reference for all purposes.\nThe present disclosure generally relates to electric vehicles, and more particularly, to a system for charging electric vehicles.\nSales of electric vehicles are expected to grow rapidly over the next five years and beyond. Established market research indicates that by 2020, electric vehicles will represent approximately 6% of new light vehicle sales in the United States (roughly 1 million vehicles). By 2020, electric vehicles will be integrated into a smart grid power distribution system, and by 2030, electric vehicles could represent 20% of new light vehicle sales in the United States. A charging system infrastructure must be deployed throughout the United States and globally to support this growth. Efficient and effective infrastructure must include leading edge communication techniques and feature fleet management capability.\nEmbodiments of the present disclosure generally provide systems for charging and managing a plurality of electric vehicles.\nThe present disclosure may be directed to a system for managing a plurality of electric vehicles comprising a plug-in module for connecting to an on-board diagnostics system of at least one of the plurality of electric vehicles, the plug-in module configured to collect and store data about the at least one of the plurality of electric vehicles; management software configured to monitor and control charging of two or more of the plurality of electric vehicles; a software application for execution on a smart device, the software application comprising a user interface for displaying system information; and a communications network for sharing information across the system, the communications network having a first communications link between the plug-in module and the management software, a second communications link between the management software and the smart device, and a third communications link between the smart device and the plug-in module. In various embodiments, the first, second, and third communications links may communicate wirelessly.\nIn an embodiment, the plug-in module may transmit the data about the at least one of the plurality of electric vehicles to the smart device via the third communications link. In another embodiment, the third communications link may comprise a WiFi connection.\nIn an embodiment, the plug-in module may transmit the vehicle data to the management software via the first communications link. In another embodiment, the first communications link may comprise a 3G/4G connection. In yet another embodiment, the first communications link may comprise a WiFi connection segment between the plug-in module and a local wireless network, and an internet connection segment between the local wireless network and the management software.\nIn an embodiment, the management software may transmit charging information to the smart device via the second communications link. In another embodiment, the second communications link may comprise a wireless 3G/4G connection.\nIn various embodiments, the data collected and stored by the plug-in module may be selected from a group consisting of: vehicle odometer reading, vehicle speed, battery charge level, and driver handling data. In an embodiment, the plug-in module may collect and store data about the at least one of the plurality of electric vehicles according to a selected schedule.\nIn an embodiment, the system information displayed by the software application may be selected from a group consisting of: availability of one or more electric vehicles; location of one or more available electric vehicles in close proximity to the smart device; distance to one or more electric vehicles; charge status of one or more electric vehicles; energy cost of one or more proximate electric vehicles; scheduled maintenance for one or more electric vehicles; and usage and handling metrics for a driver of one or more electric vehicles.\nIn yet another aspect, the present disclosure may be directed to a computer-readable medium adapted to store computer-executable instructions for supporting a management system for a plurality of electric vehicles, wherein the computer-executable instructions may comprise computer code to extract information from the management system about at least one characteristic of one or more of the plurality of electric vehicles, organize the information into a desired format, and may display the information via a user interface. In various embodiments, the computer-executable instructions may be executable on a smart device.\nIn an embodiment, the instructions to display the information may be configured to display a summary of availability and charge status of one or more of the plurality of electric vehicles. In another embodiment, the instructions to display the information may be configured to create a scrollable display of objects, each object identifying location and charge status of the one or more of the plurality of electric vehicles.\nIn various embodiments, the computer-executable instructions may further comprise computer code to calculate performance, mileage, and maintenance data for the one or more of the plurality of electric vehicles. In an embodiment, the computer-executable instructions may further comprise computer code to display administrative and driver history data for a driver of one or more of the plurality of electric vehicles.\nIn various embodiments, the information to be extracted from the management system may be collected and stored by a plug-in module for connecting to an on-board diagnostics system of the one or more of the plurality of electric vehicles. In an embodiment, the information to be extracted from the management system may be selected from the group consisting of: odometer reading, battery charge level, alarm status, maintenance alerts, and driver handling data.\nIn an embodiment, the information to be extracted from the management system may comprise electricity usage and rate data for the one or more of the plurality of electric vehicles. In various embodiments, the computer-executable instructions may further comprise code to calculate energy usage metrics for the one or more of the plurality of electric vehicles. In an embodiment, the energy usage metrics may be selected from the group consisting of: energy cost per mile, carbon emission reductions, and average miles driven between charges.\nIn an embodiment, the computer-executable instructions may further comprise computer code to calculate carbon emission reductions associated with at least one driver of the one or more of the plurality of electric vehicles. In another embodiment, the computer-executable instructions may further comprise computer code to calculate carbon emission reductions and percent of charging energy used at peak time energy cost by one or more of the plurality of electric vehicles.\nIn an embodiment, the computer-executable instructions may further comprise computer code to receive physical location data determined by the smart device. In another embodiment, the computer-executable instructions may further comprise computer code to calculate distance and direction from the smart device to the one or more of the plurality of electric vehicles.\nOther technical features may be readily apparent to one skilled in the art from the following FIG.s, descriptions and claims.\nFor a more complete understanding of this disclosure, reference is now made to the following description, taken in conjunction with the accompanying drawings, in which:\n FIG. 1 depicts a schematic view of electric vehicle charging system according to an embodiment of the present disclosure;\n FIG. 2 depicts a perspective view of a vehicle charging station according to an embodiment of the present disclosure;\n FIG. 3 depicts a perspective view of a vehicle charging station in operation to charge an electric vehicle according to an embodiment of the present disclosure;\n FIG. 4a depicts a partial frontal view of a power/control/datacomm module of a vehicle charging station according to an embodiment of the present disclosure;\n FIG. 4b depicts another partial frontal view of a power/control/datacomm module of a vehicle charging station according to an embodiment of the present disclosure;\n FIG. 5a depicts a frontal view of a graphical user interface of vehicle charging station according to an embodiment of the present disclosure;\n FIG. 5b depicts a schematic view of possible instructions provided by the graphical user interface of FIG. 5a according to an embodiment of the present disclosure;\n FIG. 6a depicts an exploded view of structure for supporting a vehicle charging station according to an embodiment of the present disclosure;\n FIG. 6b depicts an alternative structure for supporting a vehicle charging station according to an embodiment of the present disclosure;\n FIG. 7 depicts a perspective view of a system power and control module according to an embodiment of the present disclosure;\n FIG. 8 depicts a perspective view of possible conduits for directing electrical power between some components of charging system according to an embodiment of the present disclosure;\n FIG. 9 depicts a schematic view of possible power distribution amongst some components of charging system according to an embodiment of the present disclosure;\n FIG. 10 depicts a perspective view of a communications module of system power and control module according to an embodiment of the present disclosure;\n FIG. 11 depicts a schematic view focusing on a fleet management system according to an embodiment of the present disclosure;\n FIG. 12 depicts an illustrative view of possible fleet management user interface displays according to an embodiment of the present disclosure;\n FIG. 13a depicts an illustrative view of a fleet management user interface display directed to vehicle information according to an embodiment of the present disclosure;\n FIG. 13b depicts an illustrative view of another fleet management user interface display directed to vehicle information according to an embodiment of the present disclosure;\n FIG. 14a depicts an illustrative view of a fleet management user interface display directed to showing vehicle location on a map according to an embodiment of the present disclosure;\n FIG. 14b depicts an illustrative view of another fleet management user interface display directed to vehicle diagnostic information according to an embodiment of the present disclosure;\n FIG. 14b -1 depicts another illustrative view of another fleet management user interface display directed to vehicle diagnostic information according to an embodiment of the present disclosure;\n FIG. 14b -2 depicts an additional illustrative view of another fleet management user interface display directed to vehicle diagnostic information according to an embodiment of the present disclosure;\n FIG. 15 depicts an illustrative view of a possible fleet management user interface display directed to vehicle charging status and utility rate information according to an embodiment of the present disclosure;\n FIG. 16 depicts an illustrative view of a possible fleet management user interface display for monitoring and reporting system alarms according to an embodiment of the present disclosure;\n FIG. 17 depicts an illustrative view of a possible fleet management user interface display directed to generating system reports according to an embodiment of the present disclosure;\n FIG. 18a depicts an illustrative view of a possible fleet management user interface display directed to accessing usage and billing information according to an embodiment of the present disclosure;\n FIG. 18a -1 depicts an illustrative view of a possible fleet management user interface display directed to accessing usage and billing information according to an embodiment of the present disclosure;\n FIG. 18a-b depicts an illustrative view of a possible fleet management user interface display directed to accessing usage and billing information according to an embodiment of the present disclosure;\n FIG. 19a depicts an illustrative view of a fleet management application-driven interface in operation on a smart device according to an embodiment of the present disclosure;\n FIG. 19b depicts an illustrative view of a fleet management application-driven interface in operation on a smart device to view proximate electric vehicles according to an embodiment of the present disclosure;\n FIG. 19c depicts an illustrative view of a fleet management application-driven interface in operation on a smart device to view information specific to a selected vehicle according to an embodiment of the present disclosure;\n FIG. 19d depicts an illustrative view of a fleet management application-driven interface in operation on a smart device to view information specific to a selected driver according to an embodiment of the present disclosure;\n FIG. 20 depicts a schematic view of a communications network of electric vehicle charging system according to an embodiment of the present disclosure;\n FIG. 21 depicts a flow chart of logic used to optimize charge time of day according to an embodiment of the present disclosure;\n FIG. 22 depicts a schematic view of a communications link for metering power usage according to an embodiment of the present disclosure;\n FIG. 23 depicts a schematic view of possible communications links between an EV-M, FMS, and smart device according to an embodiment of the present disclosure;\n FIG. 24a depicts a schematic view of vehicle-to-grid power distribution according to an embodiment of the present disclosure;\n FIG. 24b depicts an illustrative view of a fleet management user interface display directed to providing relevant power and performance information for vehicle-to-grid operations according to an embodiment of the present disclosure;\n FIG. 24c depicts an illustrative view of using vehicle-to-grid functionality to take advantage of incentives from utility operators for reducing peak demand during peak hours according to an embodiment of the present disclosure;\n FIG. 25a depicts a schematic view of vehicle-to-fleet functionality for directing stored energy from the charging system to a fleet owner according to an embodiment of the present disclosure;\n FIG. 25b depicts a flow chart of logic used to effect vehicle-to-grid backup power for a fleet owner according to an embodiment of the present disclosure;\n FIG. 26 depicts a perspective view of a possible configuration for directing electrical power from a backup power source to the charging system according to an embodiment of the present disclosure;\n FIG. 27 depicts a perspective view of a supplemental power source for augmenting power in the charging system according to an embodiment of the present disclosure;\n FIG. 28a depicts logic for providing optimal load balancing and rotation of charge cycles as a function of utility tariffs, grid demand, and fleet demand according to an embodiment of the present disclosure;\n FIG. 28b depicts a schematic view of the logic of FIG. 28a in a vehicle fleet according to an embodiment of the present disclosure.\nEmbodiments of the present disclosure generally provide an electric vehicle charging system. As described herein, the charging system may be used to monitor, control, and provide for the distribution of electrical power from a power source to electric vehicles. In various embodiments, the system delivers power to charge electric vehicles. In an embodiment, the system provides for managing the charging of a fleet of electric vehicles. In another embodiment, the system provides for optimizing power consumption and costs associated with vehicle charging and usage. In yet another embodiment, the system allows a user to reserve and check out an electric vehicle from a fleet of electric vehicles.\n FIGS. 1-28 b illustrate representative configurations of electric vehicle charging system 100 and parts thereof. It should be understood that the components of electric vehicle charging system 100 and parts thereof shown in FIGS. 1-28 b are for illustrative purposes only, and that any other suitable components or subcomponents may be used in conjunction with or in lieu of the components comprising electric vehicle charging system 100 and the parts of electric vehicle charging system 100 described herein.\nThe present disclosure is directed to an electric vehicle charging system 100 capable of monitoring, controlling, and providing for the distribution of electrical power from a power source to an electric vehicle.\n FIG. 1 schematically depicts an embodiment of electric vehicle charging system 100. The electric vehicle charging system 100 may generally comprise a plurality of Vehicle Charging Stations 200, one or more System Power and Control Module 300, and a Fleet Management System 400 in signal-based communication with each other. Vehicle Charging Station 200 may generally comprise a plug-in interface for charging an electric or partially electric vehicle 110. System Power and Control Module 300 may generally comprise hardware and software for distributing power from a power source 120 to the Vehicle Charging System units 200. Fleet Management System 400 may generally comprise a software package that enables access, monitoring, and control of the charging system 100.\nReferring now to FIG. 2 and FIG. 3, electric vehicle charging station 100 may comprise one or more Vehicle Charging Station (VCS) 200. The VCS 200 may serve as an interface for a customer to connect to the charging system 100 and activate the charging cycle. VCS 200 may generally comprise a power input 210, a power output 220, a power/control/datacomm module (“PCD module”) 230, and a user interface 250. Power input 210 may comprise any suitable mechanism for delivering electrical power to the VCS 200. In an embodiment, A/C power may be transmitted to the VCS 200 via a power conduit 211 from System Power and Control Module 300. One having ordinary skill in the art will recognize that there are numerous methods and hardware through which electrical power may be delivered to the VCS 200. Power output 220 may comprise any suitable mechanism for transmitting power from the VCS 200 to an electric vehicle 110. In an embodiment, one or more power cables 221 may carry power from the VCS 200 to an electric vehicle 110. Each power cable 221 may further comprise a connector 222 suitable for coupling power cable 221 to electric vehicle 110, such as a SAE J1772 compliant connector. VCS 200 may further comprise one or more cable managers 224. Cable manager 224 may comprise any mechanism suitable for holding, storing, positioning, and/or retracting/extending a cable 221 from VCS 200. VCS 200 may further comprise one or more lights 225 for illuminating the surrounding area, thereby assisting a user in operating the VCS 200 and/or providing security lighting. A cable 221 may extend to and couple with an electric vehicle 110 for charging.\nReferring to FIGS. 4a and 4b , PCD module 230 of VCS 200 may comprise a suite of electronics and communications hardware and/or software capable of distributing and controlling power, monitoring alarms and status, communicating between an electric vehicle 110 and a System Power and Control Module 300, or other useful system function. In various embodiments, PCD module 230 may comprise a printed circuit board (“PCB”) having one or more input power terminals 213, one or more power converters 232, one or more output terminals 233, one or more processors 234, and one or more communications devices 240. Power from power input 210 may be routed to the PCD through input terminals 213. Power converters 232 may comprise any suitable component capable of converting AC power to DC power (for example, converting 220 VAC to 12V or 5V DC) for utilization by low voltage board components. In an embodiment, two output terminals 233 a and 233 b direct charging power (such as 220 VAC) to two power cables 221 a and 221 b used to charge two electric vehicles 110 a and 110 b. Processors 234 may comprise any suitable processing hardware, such as a Field Programmable Gate Array, and may be programmed with control logic suitable to perform the operations of the VCS 200. In an embodiment, communications devices 240 could possibly comprise a Zigbee™ wireless network device 241, an RFID wireless device 242, and/or a 3G/4G wireless modem. In another embodiment, communications devices 240 may further comprise one or more “add-on” circuit cards that may interface with PCD module 230 or another component of VCS 200. One having ordinary skill in the are should recognize that the present disclosure is not intended to be limited to the specific communications devices/protocols described herein, but rather may encompass any suitable device/protocol current known or later developed. In an embodiment, PCD module 230 may be integrated with VCS 200 as a modular plug-in device, allowing for it to be easily removed or repaired in the field.\nRFID communications device 242 of PCD 230 may be capable of sensing and identifying an RFID tag (not shown). In an embodiment, a user may carry and be personally associated with a tag. In another embodiment, tag may be integrated into and/or associated with a certain electric vehicle 110, as shown schematically in FIG. 1. RFID communications device 242 may be in communication with a library of approved RFID access codes, and may be utilized for recognizing a user, verifying a user's identity, initiating a customized greeting, retrieving user information, and/or loading automatic setup information and preferences.\nReferring now to FIG. 5a , user interface 250 of VCS 200 may comprise any suitable hardware and/or software, such as one or more displays 251 and command input mechanisms 252, through which a user may control charging activity, and/or monitor charging status and other information. In an embodiment, user interface 250 of VCS 200 may comprise a touch screen 253 featuring a graphical user interface. Touch screen 253 may accept user touch commands that may, for example, initiate charger startup, charger shutdown, and charging inquiries. In various embodiments, touch screen 253 may be configured to display a user greeting, operational instructions, charging status, paid advertising, and other useful information such as weather alerts, news items, account status, etc. FIG. 5b depicts a possible sequence of instructions and logic for charging an electric vehicle 110 as shown on a touch screen interface 253 according to an embodiment of the present disclosure. In an embodiment, PCD module 230 may support the operation of user interface 250. One having ordinary skill in the art will recognize that a variety of information and commands may be displayed and effected, respectively, using operational logic known in the art. In yet another embodiment, separate user interfaces 250 may be provided for and associated with each power output terminal 223, respectively.\nReferring to FIGS. 6a and 6b , VCS 200 may further comprise a support structure 270. Support structure 270 may comprise any suitable mechanism for positioning VCS 200 in a given location, such as a support pole, tower, or wall, and any related mounting hardware. Human factors considerations may drive the height, angle, and distance from nearby structure (such as curbs, walls, etc) at which VCS 200 is placed, and may also drive individual height placement of cable managers 224, connectors 222, and user interface 250. VCS 200 may be of a multi-piece, modular construction, allowing for it to be configured in alternative arrangements on a variety of support structures 270 to best suit the constraints and desired features of a given application, as well as to provide for enhanced manufacturability, repair, and replacement. Referring now to FIG. 6a , in an embodiment, a pole mount support structure 270 may comprise an elongated base 271 and one or more modular mechanical connectors 274. In operation, a first end 272 of pole base 271 may be coupled to the ground or other support surface, and a second end 273 may be coupled to VCS 200 using a modular connector 274 or other suitable mounting hardware. In various embodiments, components of VCS 200, such as PCD module 230 and user interface 250 may be coupled together using one or more modular connectors 274. Referring now to FIG. 6b , in another embodiment, support structure 270 may comprise a mounting pole 275, wherein PCD module 230 and user interface 250 may be coupled proximate to first end 276 (at an operable height), and coiled cables 221 may be coupled to and suspended from second end 277. Mounting pole 275 may be supported by a pole base 278 in pole-mounted embodiments, or may be coupled directly to nearby structure, such as a wall. In operation, a coiled cable 221 may be extended to an electric vehicle 110 for charging, and automatically retract to keep cables 221 off the ground and mitigate tripping hazards around VCS 200.\nReferring now to FIG. 7 and FIG. 8, electric vehicle charging system 100 may comprise a System Power and Control Module (SPCM) 300. The SPCM 300 may receive and distribute power from power source 120 to each VCS 200. SPCM 300 may also serve as a communications link and controller between each VCS 200, SPCM 300, and Fleet Management System 400. SPCM 300 may generally comprise a power input 310, a power output 320, a power meter 330, a power panel 340, and a communications module 350. Power input 310 may comprise any suitable mechanism for receiving electrical power from a power source 120, and may comprise in part a power conduit 311. Power input 310 may operate over a range of input voltages. In an embodiment, power input 310 may operate over a range of about 180 VAC to 260 VAC. One having ordinary skill in the art will recognize that there are numerous methods and hardware through which SPCM 300 may receive power from a power source 120. Power output 320 may comprise any suitable mechanism for transmitting power from the SPCM 300 to one or more VCSs 200, and may comprise one or more conduits 321. FIG. 8 depicts an embodiment in which A/C power may be transmitted to each VCS 200 via one or more power conduits 321 from System Power and Control Module 300. In various embodiments, power conduit 321 may run overhead or underground.\nReferring back to FIG. 7, power meter 330 may comprise any suitable mechanism for measuring the amount of power drawn by SPCM 300 from power input 120. In an embodiment, power meter 330 may comprise a CENTRON® Polyphase power meter. In another embodiment, power meter 330 may comprise a smart meter 331, such as an OpenWay® CENTRON® smart meter, to optimize charge times based on time of day utility rates. Smart power meter 331 may measure “time of day” power usage and may relay that data to communications module 353 (later described) via a communications link, where it can be fed to various other components of system 100. Smart power meter 331 may be synchronized with industry standard Advance Metering Initiative (AMI) protocols or other protocols.\nReferring now to FIG. 9, power panel 340 may serve to distribute power from power input 310 to power outputs 320. Power panel 340 may generally comprise a main circuit 341, one or more main circuit breakers 342, one or more branch circuits 343, and a corresponding number of branch circuit breakers 344. Main circuit 341 may comprise any suitable electrical circuit for delivering power from power input 310 to branch circuits 343. Branch circuits 343 may comprise any suitable electrical circuits for transmitting power from main circuit 341 to power outputs 320. Breakers 342, 344 may comprise any suitable circuit protection mechanisms for safely governing power through the aforementioned circuits. In various embodiments, power panel 340 may comprise circuits 341, 343 that are capable of sensing electrical load associated with battery charge levels during re-charging operations, and may adjust input voltage accordingly to safely achieve faster charge rates. In one such embodiment, a voltage metering circuit may sense battery voltage and report charge status based on this reading. An embedded software-driven lookup table may relate the determined charge level with an appropriate charge current, and the current may be adjusted accordingly. In another such embodiment, an EV-M device 113 (later described) may collect and store data from a vehicle's OBD-II port, including but not limited to, vehicle odometer reading, vehicle speed, battery charge level, and driver handling data, and wirelessly communicate battery charge level to the FMS 400. An embedded software-driven lookup table may relate the determined charge level with an appropriate charge current and the current may be adjusted accordingly. Charge sensing circuits 341, 343 may monitor functionality of hardware and software in system 100 for possible failures or alarms, and may invoke a current limit function in the event thereof. In an embodiment, the current limit function may cause a “fallback” to a guaranteed safe operational level. In another embodiment, the current limit function may cause the system 100 to shut down to prevent equipment damage or unsafe charging conditions. One having ordinary skill in the art will recognize that power panel 340 may comprise a variety of circuits 341, 343 and breakers 342, 344 and arrangements thereof for a given application.\nReferring now to FIG. 10, communications module 350 may serve as an interface for communications between each VCS 200, SPCM 300, and Fleet Management System 400. Communications module 350 may comprise one or more devices 351 capable of sending and/or receiving communication signals between SPCM 300 and VCS 200. Communications module 350 may further comprise one or more devices 352 capable of sending and/or receiving communication signals between SPCM 300 and Fleet Management System 400. In an embodiment, device 351 may comprise a relatively short-range wireless communication device, such as a Zigbee™ modem, and device 352 may comprise a relatively long-range wireless communication device, such as a cellular 3G/4G modem. Communications module 350 may further comprise a device 353 capable of sending and/or receiving communication signals between SPCM 300 and a locally-mounted smart meter 331. A processor 354 may perform various logic routines like optimizing charging schedules as a function of utility rate (in an embodiment, from smart meter 331) and adjusting charging parameters to meet charging deadlines and economy goals. In another embodiment, an “add-on” circuit card may be used to add optional communications features.\nReferring now to FIG. 11, electric vehicle charging system 100 may comprise a Fleet Management System (FMS) 400. The FMS 400 may generally comprise a software package for accessing, monitoring, and/or controlling the electric vehicle charging system 100. FMS 400 may communicate with various components of system 100 including, but not limited to, power source 120, SPCM 300, VCS 200, and electric vehicle 110. In various embodiments, FMS 400 may receive system data, send system operating instructions, and may store, sort, and report useful system operation and performance data. FMS 400 may be loaded on and accessed from a client interface 420 such as a computer terminal. A data repository 430, such as a local server or a cloud-based server, may store information reported by FMS 400, and may contain a library of approved RFID access codes and identifications of individual electric vehicles 110. A communications module 490 may be used to establish a communications link as later described. One having ordinary skill in the art will recognize that the previously described FMS 400 software and hardware implementation is merely illustrative, and is intended to incorporate any suitable alternative embodiments.\nReferring to FIG. 12, FMS 400 may feature a user interface 410. User interface 410 may assist in tasks such as accessing electric vehicle information 440 and comprehensive system information 450, tracking and reporting system alarms 460, creating standard and customizable reports 470 of user-selected data, and accessing departmental usage and billing information 480. In an embodiment, user interface 410 may provide system | An electric vehicle charging system comprises one or more system power and control modules (SPCM) and vehicle charging stations (VCS); wherein the SPCM distributes power from a power source to the VCS, and the VCS distributes power to one or more electric vehicles. Another electric vehicle charging system comprises an SPCM, VCS, a fleet management system (FMS) for monitoring and controlling the charging system, and a communications network for sharing information. A system for managing a plurality of electric vehicles comprises a plug-in module configured to collect and store information from an on-board diagnostics system of at least one of the plurality of electric vehicles, management software, a communications network, and a smart device software application for displaying system information. A computer-readable medium having computer-executable instructions for supporting a management system for a plurality of electric vehicles to extract, organize, and display information from the management system. | US:15/290,804 | https://patentimages.storage.googleapis.com/ea/98/3c/54b8a1823efa8a/US10173544.pdf | US:10173544 | Walter M. Hendrix, Scott B. Hendrix | Sierra Smart Systems LLC | US:20060052918:A1, US:20050052080:A1, US:20050096809:A1, US:20090096416:A1, US:20080004764:A1, US:20120181985:A1, US:20090246596:A1, US:20100207453:A1, US:20120013301:A1, US:20100274404:A1, DE:102009024721:A1, US:20120112696:A1, US:20120001487:A1, US:20110301807:A1, US:20130124320:A1, US:20120229082:A1 | 2019-01-08 | 2019-01-08 | 1. A system for managing a plurality of electric vehicles, the system comprising:\na first software application that is wirelessly connected to an on-board computer system of at least one of the plurality of electric vehicles, the first software application executable through a management system server and configured to collect and store data collected from the at least one of the plurality of electric vehicles in real-time while the at least one of the plurality of electric vehicles is in operation;\na second software application, executable through a management system server, that manages, monitors, and controls electric vehicle driver registrations, rental checkouts, rental returns, billing, costs, carbon emissions, and additional parameters associated with the plurality of electric vehicles;\na third software application that executes on a smart device, the third software application comprising a user interface for displaying electric vehicle driver registrations, rental checkouts, rental returns, billing, costs, carbon emissions, and additional parameters associated with the plurality of electric vehicles;\na communications network to communicate among the first software application, the second software application, the smart device executing the third software application and a utility providing electric vehicle charging energy, the communications network having a first communications link between the first software application and at least one of the plurality of electric vehicles, a second communications link between the second software application and the smart device executing the third software application, and a third communications link between the second software application and the utility providing electric vehicle charging energy; and\na non-transitory computer-readable medium residing in the management system server that stores computer-executable instructions supporting the system, the computer-executable instructions comprising computer code that extracts information items from the one or more of the plurality of electric vehicles in real-time, configures this information for use by the first software application, and wirelessly transmits the information items to the smart device executing the third software application.\n, a first software application that is wirelessly connected to an on-board computer system of at least one of the plurality of electric vehicles, the first software application executable through a management system server and configured to collect and store data collected from the at least one of the plurality of electric vehicles in real-time while the at least one of the plurality of electric vehicles is in operation;, a second software application, executable through a management system server, that manages, monitors, and controls electric vehicle driver registrations, rental checkouts, rental returns, billing, costs, carbon emissions, and additional parameters associated with the plurality of electric vehicles;, a third software application that executes on a smart device, the third software application comprising a user interface for displaying electric vehicle driver registrations, rental checkouts, rental returns, billing, costs, carbon emissions, and additional parameters associated with the plurality of electric vehicles;, a communications network to communicate among the first software application, the second software application, the smart device executing the third software application and a utility providing electric vehicle charging energy, the communications network having a first communications link between the first software application and at least one of the plurality of electric vehicles, a second communications link between the second software application and the smart device executing the third software application, and a third communications link between the second software application and the utility providing electric vehicle charging energy; and, a non-transitory computer-readable medium residing in the management system server that stores computer-executable instructions supporting the system, the computer-executable instructions comprising computer code that extracts information items from the one or more of the plurality of electric vehicles in real-time, configures this information for use by the first software application, and wirelessly transmits the information items to the smart device executing the third software application., 2. The system of claim 1 wherein each of the first, second, and third communications links communicates wirelessly., 3. The system of claim 1, the computer-executable instructions further comprising:\ncode that calculates energy usage metrics for the one or more of the plurality of electric vehicles.\n, code that calculates energy usage metrics for the one or more of the plurality of electric vehicles., 4. The system of claim 3 wherein the code calculates energy usage metrics using vehicle charge energy data extracted by the first software application and utility-supplied energy amounts extracted by the computer-executable instructions from the system for the one or more of the plurality of electric vehicles., 5. The system of claim 1, the computer-executable instructions further comprising:\ncode that calculates energy cost per mile usage metrics for the one or more of the plurality of electric vehicles.\n, code that calculates energy cost per mile usage metrics for the one or more of the plurality of electric vehicles., 6. The system of claim 5 wherein the code calculates energy cost per mile usage metrics using vehicle mileage and charge energy data extracted by the first software application and utility-supplied energy costs extracted by the computer-executable instructions from the system for the one or more of the plurality of electric vehicles., 7. The system of claim 1 wherein the data about the at least one of the plurality of electric vehicles collected and stored by the first software application is vehicle odometer reading, vehicle speed, battery charge level and driver handling data., 8. The system of claim 1 wherein the information items are availability of one or more of the plurality of electric vehicles, location relative to the smart device of the available one or more of the plurality of electric vehicles, distance to the available one or more of the plurality of electric vehicles, charge status of the available one or more of the plurality of electric vehicles, energy cost per mile for the available one or more of the plurality of electric vehicles, scheduled maintenance for the one or more of the plurality of electric vehicles, usage and handling metrics for a driver of one of the plurality of electric vehicles, average miles driven between charges for the one or more of the plurality of electric vehicles, carbon emissions, odometer readings for one or more of the plurality of electric vehicles, battery charge level for one or more of the plurality of electric vehicles, vehicle alarm status and maintenance alerts., 9. A system for managing a plurality of electric vehicles, the system comprising:\na management system server including a non-transitory computer-readable medium that stores computer-executable instructions supporting the system, the computer-executable instructions comprising computer code that (1) extracts information items from at least one of the plurality of electric vehicles in real-time while the at least one of the plurality of electric vehicles is in operation, (2) configures the information items for use by at least one software application, and (3) wirelessly transmits the information items to a smart device executing an application-driven extension, the application-driven extension comprising a user interface for displaying electric vehicle driver registrations, rental checkouts, rental returns, billing, costs, carbon emissions, and additional parameters associated with the plurality of electric vehicles managed, monitored and controlled using the management system server;\nan on-board computer system of at least one of the plurality of electric vehicles that communicates wirelessly with the management system server; and\na communications network to communicate among and between the management system server, the smart device executing the application-driven extension, and a utility providing electric vehicle charging energy.\n, a management system server including a non-transitory computer-readable medium that stores computer-executable instructions supporting the system, the computer-executable instructions comprising computer code that (1) extracts information items from at least one of the plurality of electric vehicles in real-time while the at least one of the plurality of electric vehicles is in operation, (2) configures the information items for use by at least one software application, and (3) wirelessly transmits the information items to a smart device executing an application-driven extension, the application-driven extension comprising a user interface for displaying electric vehicle driver registrations, rental checkouts, rental returns, billing, costs, carbon emissions, and additional parameters associated with the plurality of electric vehicles managed, monitored and controlled using the management system server;, an on-board computer system of at least one of the plurality of electric vehicles that communicates wirelessly with the management system server; and, a communications network to communicate among and between the management system server, the smart device executing the application-driven extension, and a utility providing electric vehicle charging energy., 10. The system of claim 9 wherein the information items are availability of one or more of the plurality of electric vehicles, location relative to the smart device of the available one or more of the plurality of electric vehicles, distance to the available one or more of the plurality of electric vehicles, charge status of the available one or more of the plurality of electric vehicles, energy cost per mile for the available one or more of the plurality of electric vehicles, scheduled maintenance for the one or more of the plurality of electric vehicles, usage and handling metrics for a driver of one of the plurality of electric vehicles, average miles driven between charges for the one or more of the plurality of electric vehicles, carbon emissions, odometer readings for one or more of the plurality of electric vehicles, battery charge level for one or more of the plurality of electric vehicles, vehicle alarm status and maintenance alerts., 11. The system of claim 9 wherein the management system server collects vehicle odometer reading, vehicle speed, battery charge level and driver handling data from the on-board computer system of the at least one of the plurality of electric vehicles., 12. A system for managing a plurality of electric vehicles, the system comprising:\na first software application that is downloaded onto an on-board computer system of at least one of the plurality of electric vehicles, the first software application configured to collect and store data collected from the at least one of the plurality of electric vehicles in real-time while the at least one of the plurality of electric vehicles is in operation;\na second software application executable through a management system server that manages, monitors, and controls electric vehicle driver registrations, rental checkouts, rental returns, billing, costs, carbon emissions, and additional parameters associated with the plurality of electric vehicles;\na third software application that executes on a smart device, the third software application comprising a user interface for displaying electric vehicle driver registrations, rental checkouts, rental returns, billing, costs, carbon emissions, and additional parameters associated with the plurality of electric vehicles;\na communications network to communicate among the first software application, the second software application, the smart device executing the third software application and a utility providing electric vehicle charging energy, the communications network having a first communications link between the first software application and at least one of the plurality of electric vehicles, a second communications link between the second software application and the smart device executing the third software application, and a third communications link between the second software application and the utility providing electric vehicle charging energy; and\na non-transitory computer-readable medium residing in the management system server that stores computer-executable instructions supporting the system, the computer-executable instructions comprising computer code that extracts information items from the one or more of the plurality of electric vehicles in real-time, configures this information for use by the first software application, and wirelessly transmits the information items to the smart device executing the third software application.\n, a first software application that is downloaded onto an on-board computer system of at least one of the plurality of electric vehicles, the first software application configured to collect and store data collected from the at least one of the plurality of electric vehicles in real-time while the at least one of the plurality of electric vehicles is in operation;, a second software application executable through a management system server that manages, monitors, and controls electric vehicle driver registrations, rental checkouts, rental returns, billing, costs, carbon emissions, and additional parameters associated with the plurality of electric vehicles;, a third software application that executes on a smart device, the third software application comprising a user interface for displaying electric vehicle driver registrations, rental checkouts, rental returns, billing, costs, carbon emissions, and additional parameters associated with the plurality of electric vehicles;, a communications network to communicate among the first software application, the second software application, the smart device executing the third software application and a utility providing electric vehicle charging energy, the communications network having a first communications link between the first software application and at least one of the plurality of electric vehicles, a second communications link between the second software application and the smart device executing the third software application, and a third communications link between the second software application and the utility providing electric vehicle charging energy; and, a non-transitory computer-readable medium residing in the management system server that stores computer-executable instructions supporting the system, the computer-executable instructions comprising computer code that extracts information items from the one or more of the plurality of electric vehicles in real-time, configures this information for use by the first software application, and wirelessly transmits the information items to the smart device executing the third software application., 13. The system of claim 12, the computer-executable instructions further comprising:\ncode that calculates energy usage metrics for the one or more of the plurality of electric vehicles.\n, code that calculates energy usage metrics for the one or more of the plurality of electric vehicles., 14. The system of claim 13 wherein the code calculates energy usage metrics using vehicle charge energy data extracted by the first software application and utility-supplied energy amounts extracted by the computer-executable instructions from the system for the one or more of the plurality of electric vehicles., 15. The system of claim 12, the computer-executable instructions further comprising:\ncode that calculates energy cost per mile usage metrics for the one or more of the plurality of electric vehicles.\n, code that calculates energy cost per mile usage metrics for the one or more of the plurality of electric vehicles., 16. The system of claim 15 wherein the code calculates energy cost per mile usage metrics using vehicle mileage and charge energy data extracted by the first software application and utility-supplied energy costs extracted by the computer-executable instructions from the system for the one or more of the plurality of electric vehicles., 17. The system of claim 12 wherein the data about the at least one of the plurality of electric vehicles collected and stored by the first software application is vehicle odometer reading, vehicle speed, battery charge level and driver handling data., 18. The system of claim 12 wherein the information items are availability of one or more of the plurality of electric vehicles, location relative to the smart device of the available one or more of the plurality of electric vehicles, distance to the available one or more of the plurality of electric vehicles, charge status of the available one or more of the plurality of electric vehicles, energy cost per mile for the available one or more of the plurality of electric vehicles, scheduled maintenance for the one or more of the plurality of electric vehicles, usage and handling metrics for a driver of one of the plurality of electric vehicles, average miles driven between charges for the one or more of the plurality of electric vehicles, carbon emissions, odometer readings for one or more of the plurality of electric vehicles, battery charge level for one or more of the plurality of electric vehicles, vehicle alarm status and maintenance alerts. | US | United States | Active | B60L11/1838 | True |
| 156 | 一种电动汽车的电池监控管理系统及其监控方法 \n | CN105904992B | 技术领域本发明涉及电动汽车安全运行技术领域，尤其涉及一种电动汽车的电池监控管理系统。背景技术电动汽车作为一种环保汽车正在推广，作为电动汽车新能源的电池组的可靠安全则关系着电动汽车发展的成败。电池的安全性问题事关人身和财产安全，特别是目前电动汽车作为电池的主要载体，一旦电池发生起火或爆炸容易造成人员伤亡。由于锂电池容量小，一辆锂电池电动车会使用几百甚至上千块锂电池，再加上锂离子比较活跃，即使在静止存放的状态下也有可能发生热失控，因此在安全性上很难控制。电动车的电池安全的提升是一个过程，需要在电极、隔膜、电解液等材料以及保护技术、保护电路等设计方面加以完善，但从锂电池本身解决还是不够的，应用中多众多电池的监控检测和管理仍是一个十分重要的问题。但目前，提高电动汽车安全性的方法除了对电池组加强保护之外，很难有实质性的技术出现。目前，车载锂离子动力电池组与用户之间的唯一纽带是电池管理系统(BMS，Battery Management System)，BMS的主要作用是估测动力电池组的荷电状态、单体电池均衡充放电等安全管理。但现有的电池管理系统(BMS)对热失控的管理不足，不能进行电池组全面的热失控检测。即现有的电动汽车的电池监控管理系统存在两方面不足：一是从电池组的统一管理方面系统行差；二是在对电池的热失控状态检测方面比较迟缓或状态确认比较模糊：在对电池热失控监控方面，BMS采用布点温度探测的方法。而车用锂离子电池组内的单体电池数量多，依靠布点探测的方法不能实现全面的热失控检测。如果在没有布置温度传感器的部位发生热失控，BMS无法发现，所以漏报率非常高。另外，当附着在电池组外表面的温度传感器探测到电池“温度显著升高”时，往往已经太晚，此时热失控已经发生并且无法控制。在现有电池管理系统中，一般由以下方式实现热失控检测：通过电池部分电极和温度传感器之间的接触来检测，在几十到几百支单体电芯组成的一个电池包中，一般设置不超过8只温度传感器。其缺点在于即若只有一只单体电池发生热失控时，也必须将温度传感器安排在所有单体电池的电池位置才能第一时间检测到，否则，如果温度传感器仅安排在一个或几个电极处，不接近于温度传感器的单体电池发生的热失控只有在下面情况下才能被检测出来：即有大量的足以抵达温度传感器的热量散发出来。此时，即使检测确认有热失控发生，但也已经形成了不可挽回的安全威胁，因为在如此的热量下，与热失控电池相邻的单体电池已到达或超过导致其引发热失控的外界温度条件，热失控连锁反应已经形成，极大可能造成极为迅猛的火灾。现有已知的系统通过部署尽量多的温度传感器来解决这些问题，然而这会导致系统成本极为昂贵，安装更加复杂，且由于极为繁杂的线束，这又降低电池组的可靠性和安全性。发明内容本发明针对上述现有技术存在的不足，提供一种检测较为准确的电动汽车的电池监控管理系统。本发明解决上述技术问题的技术方案如下：一种电动汽车的电池监控管理系统，包括整车控制系统VCU(Vehicle Control Unit)以及至少一个电池箱，所述电池箱中设有多组电池，其特征在于，所述电池箱中还设有电池检测单元BMU(Battery MonitoringUnit)及动作执行装置，所述电池检测单元BMU与所述整车控制系统VCU通过整车CAN总线电连接。所述电池检测单元BMU还与所述动作执行装置连接以输出启动信号。本发明的有益效果是：将电池状态信息通过所述电池检测单元BMU传输到所述整车控制系统VCU，使电池状态与车辆其它信息如智能仪表、油门控制、灯光控制等等一体化管理，便于驾驶人员把控操作。在上述技术方案的基础上，本发明还可以做如下改进。进一步，所述电池箱设有多个，每个所述电池箱中均设有电池检测单元BMU及动作执行装置，还包括电池管理单元BCU(Battery Control Unit)及内部CAN总线，每个所述电池检测单元BMU通过所述内部CAN总线与所述电池管理单元BCU电连接；所述电池管理单元BCU，用于接收电池检测单元BMU上传的当前电池热失控参数，根据各项参数综合判断当前热失控状态，发出预警信号，若达到启动灭火装置级别向电池检测单元BMU下达手动启动动作执行装置指令。采用上述进一步方案的有益效果是，对于比较大型的车辆，会配置许多组电池组，如电动公共车，此时增设电池管理单元BCU来对每个电池箱的信息汇总管理能使系统对热失控状态反应更快捷，管理更集中。进一步，所述电池检测单元包括数据采集模块、CPU核心处理模块、通讯传输模块及执行装置控制模块；所述数据采集模块用于采集电池箱内部的各个检测节点的当前热失控参数并传送给所述CPU核心处理模块；所述数据采集模块包括电池模组温度采集装置、电池电压电流采集装置以及电池模组环境参数采集装置；所述电池模组环境参数采集装置包括烟雾浓度传感器、气体浓度传感器、温度传感器以及火焰传感器；检测的气体主要为C0，也包括O2、C02、C2H2、CH4等气体。所述火焰传感器用于检测电池箱内出现明火的准确时刻，为后期热失控的抑制手段提供动作依据；所述CPU核心处理模块，用于接收数据采集模块传输的当前热失控参数，并对所述当前热失控参数进行分析处理以判断是否出现热失控和监测热失控过程。所述CPU核心处理模块对数据采集模块采集到的烟雾浓度、气体浓度、火焰信息、电池表面及周围温度、电池电压进行数据过滤分析处理，经过算法分析排除环境因素、热辐射等干扰因素造成的误报警，全程监测电池热失控状态。通过火焰检测确定启动灭火器的最佳时机，避免热失控连锁反应导致火灾。所述CPU核心处理模块判断出当前区域出现热失控时，向电池管理单元BCU或整车控制系统VCU发送热失控报警信息、动作信息并显示。所述通讯模块用于传输自身健康状态、热失控信息、动作信息，并用于接收BMS或VCU发出的命令。所述电池管理单元还可与汽车智能仪表进行通信，当CPU核心处理模块判断出当前区域出现热失控时，通过汽车智能仪表通知驾驶员，发出声光报警提示。另外，本电池管理系统还有手动启动动作执行装置功能。当驾驶员发现异常时，可手动启动动作执行装置，由VCU发送手动启动动作执行装置指令并传送给CPU核心处理模块执行。采用上述进一步方案的有益效果是，在检测电池模组的温度值、电池的电流电压信息的基础上，融合电池模组环境参数(烟雾、气体、周围环境温度、火焰信息)，有利于准确判断热失控的发展阶段，特别是热失控后期阶段，即检测热失控导致燃烧的准确时刻，为后期热失控的抑制手段提供动作依据，提高热失控检测的准确率。既不延误时机，又不因为过早启动灭火装置而造成损失。进一步，所述通讯传输模块为Zigbee无线传输模块、GPRS通讯模块、CAN接口模块或因特网接口模块。采用上述进一步方案的有益效果是，便于将电池箱中的热失控信号传输到汽车整车控制器(VCU)或电池管理单元(BCU)。进一步，所述执行装置控制模块，用于接收CPU核心处理模块信号，并向动作执行装置发出电压、电流和/或频率控制信号，用于启动动作执行装置。采用上述进一步方案的有益效果是，用于及时的给执行装置发送启动信号。进一步，所述动作执行装置，包括灭火装置和/或冷却装置；所述灭火装置用于接收所述CPU核心处理模块发送的处理信号，并根据信号适启动灭火装置；所述冷却装置用于接收所述CPU核心处理模块发送的处理信号，用于控制电池环境温度。采用上述进一步方案的有益效果是，可以针对不同预警等级采取相应的处理措施。进一步，还包括与所述CAN(Controller Area Network)数据总线电连接的智能仪表。采用上述进一步方案的有益效果是，将车载电池的工作状态在智能仪表上显示。本发明还公开了一种电动汽车的电池监控方法，包括如上所述的电动汽车的电池监控管理系统，其特征在于，在管理系统开始进入工作状态后，电池模组温度采集装置、电池电压电流采集装置以及电池模组环境参数采集装置同时进入监控状态，即同时进行步骤Ⅰ、Ⅱ及Ⅲ的检测过程，并通过所述CPU核心处理模块处理数据，在发现电池性能发生突变或热失控时发出预警或灭火信号，监控步骤如下：Ⅰ：(1)、通过电池模组温度采集装置获取电池模组的温度信号；(2)、CPU核心处理模块根据该温度信号判断电池模组内单体电池的温度变化速率；(3)、将所得温度变化速率与预设的速率阈值比较，如果小于速率阈值则转入开始循环；如果大于或等于阈值则：(4)、判断设定时间段内的温度变化速率是否连续超过阈值，并根据设定时间段内的温度变化速率给出预警级别初步判定；(5)、转综合判定步骤Ⅳ；Ⅱ：(1)、通过电池电压电流采集装置获取电池的电压或/和电流信号；(2)、判断电池工作状态：如在非使用状态则转入步骤(6)；如果在充电或放电的使用状态，则：(3)、计算电池参数并与标准参数比较，并进行剩余电量估算，求出剩余电量估算值；(4)、判断剩余电量估算值参数是否正常，如正常则返回开始循环状态；否则根据设定时间段内的非正常参数给出预警级别初步判定；(5)、转综合判定步骤Ⅳ；(6)、计算悬浮电压参数并判断是否发生突变；如无突变则转入开始循环步骤；如发生突变则：(7)、根据设定时间段内的悬浮电压非正常参数给出预警级别初步判定；(8)、转综合判定步骤Ⅳ：Ⅲ：(1)、通过电池模组环境参数采集装置获取环境温度值、气体浓度值、烟雾浓度值及火焰参数；(2)、对所获取的环境温度值、气体浓度值、烟雾浓度值及火焰参数提取特征值；(3)、分别判断每个所述特征值是否大于或等于相应的设定阈值；否则则返回开始继续检测，如果是大于或等于阈值，则继续判断是否为电池箱外环境影响：如果为环境影响则继续返回开始继续检测；否则转步骤(5)：(4)、在上述步骤(1)进行的同时，通过火焰传感器获取火焰信号参数，并与火焰信号阈值比较，小于阈值则转开始循环状态；大于等于火焰阈值则；(5)、根据所获取的环境温度值、气体浓度值、烟雾浓度值及火焰参数提取特征值作出预警级别初步判定；并转到综合判定步骤Ⅳ：Ⅳ(1)、将以上Ⅰ、Ⅱ及Ⅲ步骤中所获取的各项预警级别初步判定信号综合分析，给出最终预警级别，并发出相应的预警信号；(2)、当与预先设定的最终预警级别比较，达到需要启动灭火装置的级别时，在预警的同时启动灭火装置；(3)、管理系统仍然返回开始状态循环监控即时状态。采用本方法的有益效果是，既能通过监控火焰检测器的信号确定明火发生时间，又能结合其它热失控参数判断事态大小，是否误检等，从而既能采取更准确、更及时的处置措施，又能最大限度减少误报、误操作，缩小损失。附图说明图1为本发明的一种系统结构示意图；图2为本发明的另一种系统结构示意图；图3为本发明的电池检测单元结构示意图；图4为本发明的监控方法步骤流程示意图。在图1到图3中，1、电池检测单元BMU；2、执行装置；3、电池管理单元BCU；4、整车控制系统VCU；5、智能仪表；6、电池箱。具体实施方式以下结合附图对本发明的原理和特征进行描述，所举实例只用于解释本发明，并非用于限定本发明的范围。如图1到图3所示，一种电动汽车的电池监控管理系统，包括整车控制系统VCU以及至少一个电池箱6，所述电池箱6中设有多组电池，所述电池箱中还设有电池检测单元BMU1及动作执行装置2，所述电池检测单元BMU1与所述整车控制系统VCU4通过整车CAN总线电连接。所述电池检测单元BMU还与所述动作执行装置连接以输出启动信号。在新能源汽车上，所述电池箱6设有多个，每个所述电池箱6中均设有电池检测单元BMU1及动作执行装置2，还包括电池管理单元BCU3及内部CAN总线，每个所述电池检测单元BMU1通过所述内部CAN总线与所述电池管理单元BCU3电连接；所述电池管理单元BCU3用于接收电池检测单元BMU1上传的当前电池热失控参数，根据各项参数综合判断当前热失控状态，发出预警信号，若达到启动灭火装置级别向电池检测单元BMU1下达手动启动动作执行装置指令。所述电池检测单元1包括数据采集模块、CPU核心处理模块、通讯传输模块及执行装置控制模块；所述数据采集模块11用于采集电池箱内部的各个检测节点的当前热失控参数并传送给所述CPU核心处理模块12；所述数据采集模块11包括电池模组温度采集装置、电池电压电流采集装置以及电池模组环境参数采集装置；这里的电池模组温度采集装置是指安装在电池模组内的温度传感器，通常在一个电池箱中设有多个电池模组，而每个电池模组则由若干片单体电池组成，该温度传感器就安装在电池模组内；所述的电池电压电流采集装置则源于现有电池管理系统的对电池电压的检测元件。所述电池模组环境参数采集装置包括烟雾浓度传感器、气体浓度传感器、温度传感器以及火焰传感器；所述气体浓度可采集检测的气体主要为C0，也包括O2、C02、C2H2、CH4等气体。所述火焰传感器用于检测电池箱内出现明火的准确时刻，为后期热失控的抑制手段提供动作依据；所述CPU核心处理模块12，用于接收数据采集模块11传输的当前热失控参数，并对所述当前热失控参数进行分析处理以判断是否出现热失控和监测热失控过程。所述CPU核心处理模块12对数据采集模块11采集到的烟雾浓度、气体浓度、火焰信息、电池表面及周围温度、电池电压电流信息进行数据过滤分析处理，经过算法分析排除环境因素、热辐射等干扰因素造成的误报警，全程监测电池热失控状态。通过火焰检测确定启动灭火器的最佳时机，避免热失控连锁反应导致火灾。所述CPU核心处理模块11判断出当前区域出现热失控时，向电池管理单元BCU或整车控制系统VCU发送热失控报警信息、动作信息并显示。所述通讯模块13用于传输自身健康状态、热失控信息、动作信息，并用于接收BMS或VCU发出的命令。所述电池管理单元1还可与汽车智能仪表进行通信，当CPU核心处理模块判断出当前区域出现热失控时，通过汽车智能仪表通知驾驶员，发出声光报警提示。另外，本电池管理系统还有手动启动动作执行装置功能。当驾驶员发现异常时，可手动启动动作执行装置，由VCU发送手动启动动作执行装置指令并传送给CPU核心处理模块执行。所述通讯传输模块为Zigbee无线传输模块、GPRS通讯模块、CAN接口模块或因特网接口模块。所述执行装置控制模块，用于接收CPU核心处理模块信号，并向动作执行装置发出电压、电流和/或频率控制信号，用于启动动作执行装置。所述动作执行装置2，包括灭火装置和/或冷却装置；所述灭火装置用于接收所述CPU核心处理模块发送的处理信号，并根据信号适启动灭火装置；所述冷却装置用于接收所述CPU核心处理模块发送的处理信号，用于控制电池环境温度。还包括与所述CAN(Controller Area Network)数据总线电连接的智能仪表。本发明提供的系统还可与智能仪表通过CAN网络进行通信，用于当所述CPU核心处理模块12判断出当前区域出现热失控时，进行声光报警提示，及时通知驾驶员。如图4所示，本发明还公开了一种电动汽车的电池监控方法，包括如上所述的电动汽车的电池监控管理系统，其特征在于，在管理系统开始进入工作状态后，电池模组温度采集装置、电池电压电流采集装置以及电池模组环境参数采集装置同时进入监控状态，即同时进行步骤Ⅰ、Ⅱ及Ⅲ的检测过程，并通过所述CPU核心处理模块处理数据，在发现电池性能发生突变或热失控时发出预警或灭火信号，监控步骤如下：Ⅰ：(1)、通过电池模组温度采集装置获取电池模组的温度信号；(2)、CPU核心处理模块根据该温度信号判断电池模组内单体电池的温度变化速率；(3)、将所得温度变化速率与预设的速率阈值比较，如果小于速率阈值则转入开始循环；如果大于或等于阈值则：(4)、判断设定时间段内的温度变化速率是否连续超过阈值，并根据设定时间段内的温度变化速率给出预警级别初步判定；(5)、转综合判定步骤Ⅳ；Ⅱ：(1)、通过电池电压电流采集装置获取电池的电压或/和电流信号；(2)、判断电池工作状态：如在非使用状态则转入步骤(6)；如果在充电或放电的使用状态，则： | 本发明涉及电动汽车安全运行技术领域，尤其涉及一种电动汽车的电池监控管理系统，其包括整车控制系统以及至少一个电池箱，电池箱中设有多组电池，其特征在于，所述电池箱中还设有电池检测单元及动作执行装置，所述电池检测单元包括数据采集模块、CPU核心处理模块、通讯传输模块及执行装置控制模块；数据采集模块包括电池模组温度、电池电压电流以及电池模组环境参数的采集装置；本发明还公开了电池监控方法，即分别对模组温度、电流电压以及电池箱中温度、烟雾、气体及火焰等参数监控，在发现电池性能发生突变或热失控时发出预警或灭火信号：本发明通过电池模组内外各项参数的综合分析处理，能准确判断热失控的发展阶段，提高热失控检测的准确率。 | CN:201610409078.8A | https://patentimages.storage.googleapis.com/0f/ce/5e/72c655ff3e7d61/CN105904992B.pdf | CN:105904992:B | 张立磊 | Yantai Chungway New Energy Technology Co Ltd | NaN | Not available | 2018-08-24 | 1.一种电动汽车的电池监控管理系统，包括整车控制系统VCU以及至少一个电池箱，所述电池箱中设有多组电池，其特征在于，所述电池箱中还设有电池检测单元BMU及动作执行装置，所述电池检测单元BMU与所述整车控制系统VCU通过整车CAN总线电连接；所述电池检测单元BMU还与所述动作执行装置连接以输出启动信号；, 所述电池检测单元包括数据采集模块、CPU核心处理模块、通讯传输模块及执行装置控制模块；, 所述数据采集模块用于采集电池箱内部的各个检测节点的当前热失控参数并传送给所述CPU核心处理模块；, 所述数据采集模块包括电池模组温度采集装置、电池电压电流采集装置以及电池模组环境参数采集装置；, 所述电池模组环境参数采集装置包括烟雾浓度传感器、气体浓度传感器、温度传感器以及火焰传感器；, 所述火焰传感器用于检测电池箱内出现明火的准确时刻，为后期热失控的抑制手段提供动作依据；, 所述CPU核心处理模块，用于接收数据采集模块传输的当前热失控参数，并对所述当前热失控参数进行分析处理以判断是否出现热失控和监测热失控过程。, \n \n, 2.根据权利要求1所述的电动汽车的电池监控管理系统，其特征在于，所述电池箱设有多个，每个所述电池箱中均设有电池检测单元BMU及动作执行装置，还包括电池管理单元BCU及内部CAN总线，每个所述电池检测单元BMU通过所述内部CAN总线与所述电池管理单元BCU电连接；, 所述电池管理单元BCU，用于接收各个电池检测单元BMU上传的当前电池热失控参数，根据各项参数综合判断当前热失控状态，发出预警信号，若达到启动灭火装置级别向电池检测单元BMU下达启动动作执行装置指令。, \n \n \n, 3.根据权利要求1或2所述的电动汽车的电池监控管理系统，其特征在于，所述通讯传输模块为Z i gbee无线传输模块、GPRS通讯模块、CAN接口模块或因特网接口模块。, \n \n \n, 4.根据权利要求1或2所述的电动汽车的电池监控管理系统，其特征在于，所述执行装置控制模块，用于接收CPU核心处理模块信号，并向动作执行装置发出电压、电流和/或频率控制信号，用于启动动作执行装置。, \n \n, 5.根据权利要求4所述的电池监控管理系统，其特征在于，所述动作执行装置，包括灭火装置和/或冷却装置；, 所述灭火装置用于接收所述CPU核心处理模块发送的处理信号，并根据信号适启动灭火装置；, 所述冷却装置用于接收所述CPU核心处理模块发送的处理信号，用于控制电池环境温度。, \n \n, 6.根据权利要求2所述的电池监控管理系统，其特征在于，还包括与所述CAN数据总线电连接的智能仪表。, 7.一种电动汽车的电池监控方法，包括如权利要求1～6任一项所述的电动汽车的电池监控管理系统，其特征在于，在管理系统开始进入工作状态后，电池模组温度采集装置、电池电压电流采集装置以及电池模组环境参数采集装置同时进入监控状态，即同时进行步骤Ⅰ、Ⅱ及Ⅲ的检测过程，并通过所述CPU核心处理模块处理数据，在发现电池性能发生突变或热失控时发出预警或灭火信号，监控步骤如下：, Ⅰ：, (1)、通过电池模组温度采集装置获取电池模组的温度信号；, (2)、CPU核心处理模块根据该温度信号判断电池模组内单体电池的温度变化速率；, (3)、将所得温度变化速率与预设的速率阈值比较，如果小于速率阈值则转入开始循环；如果大于或等于阈值则：, (4)、判断设定时间段内的温度变化速率是否连续超过阈值，并根据设定时间段内的温度变化速率给出预警级别初步判定；, (5)、转综合判定步骤Ⅳ；, Ⅱ：, (1)、通过电池电压电流采集装置获取电池的电压或/和电流信号；, (2)、判断电池工作状态：如在非使用状态则转入步骤(6)；如果在充电或放电的使用状态，则：, (3)、计算电池参数并与标准参数比较，并进行剩余电量估算，求出剩余电量估算值；, (4)、判断剩余电量估算值参数是否正常，如正常则返回开始循环状态；否则根据设定时间段内的非正常参数给出预警级别初步判定；, (5)、转综合判定步骤Ⅳ；, (6)、计算悬浮电压参数并判断是否发生突变；如无突变则转入开始循环步骤；如发生突变则：, (7)、根据设定时间段内的悬浮电压非正常参数给出预警级别初步判定；, (8)、转综合判定步骤Ⅳ：, Ⅲ：, (1)、通过电池模组环境参数采集装置获取环境温度值、气体浓度值、烟雾浓度值及火焰参数；, (2)、对所获取的环境温度值、气体浓度值、烟雾浓度值及火焰参数提取特征值；, (3)、分别判断每个所述特征值是否大于或等于相应的设定阈值；否则则返回开始继续检测，如果是大于或等于阈值，则继续判断是否为电池箱外环境影响：如果为环境影响则继续返回开始继续检测；否则转步骤(5)：, (4)、在上述步骤(1)进行的同时，通过火焰传感器获取火焰信号参数，并与火焰信号阈值比较，小于阈值则转开始循环状态；大于等于火焰阈值则：, (5)根据所获取的环境温度值、气体浓度值、烟雾浓度值及火焰参数提取特征值作出预警级别初步判定；并转到综合判定步骤Ⅳ：, Ⅳ, (1)、将以上Ⅰ、Ⅱ及Ⅲ步骤中所获取的各项预警级别初步判定信号综合分析，给出最终预警级别，并发出相应的预警信号；, (2)、当与预先设定的最终预警级别比较，达到需要启动灭火装置的级别时，在预警的同时启动灭火装置；, (3)、管理系统仍然返回开始状态循环监控即时状态。 | CN | China | Active | B | True |
| 157 | Vehicle battery power source load control \n | US11764579B1 | This application is a division of and incorporates herein by reference application Ser. No. 16/444,280 titled Power Source Load Control filed Jun. 18, 2019, which in turn is a continuation in part of, and incorporates herein by reference in its entirety application Ser. No. 16/112,638 titled Power Source Load Control filed Aug. 24, 2018 and issued as U.S. Pat. No. 10,840,735 issued Nov. 17, 2020 which application in turn is a continuation in part of and incorporates by reference in its entirety application Ser. No. 13/481,804 filed May 26, 2012 titled Power Source Load Control and issued as U.S. Pat. No. 10,879,727 on Dec. 29, 2020 which application in turn claims benefit of, and incorporates by reference in their entirety, provisional patent applications: Genset Overload Control, application No. 61/624,360 filed Apr. 15, 2012; Load Control application No. 61/598,564 filed Feb. 14, 2012; Power Source Load Control, application No. 61/552,722 filed Oct. 28, 2011; Power Source Load Control, application No. 61/490,253 filed May 26, 2011. These applications are incorporated herein by reference in their entirety.\nThe background of the invention, summary of the invention, brief description of the Figures, detailed description of the preferred embodiment, claims and abstract are presented and described herein to a person having ordinary skill in the art to which the subject matter pertains, hereinafter sometimes referred to as person of ordinary skill or one of ordinary skill. Many people of ordinary or advanced skill in the art commonly use words, for example such as generator and load, to have language, location and context specific meaning. This usage works well for providing understanding and clarity to a person of ordinary skill, despite using words having several potential meanings. For example, valve is used in Europe in relation to vacuum tubes and in North America in relation to gaseous and fluid controls. Gas is used in the U.S. to mean gasoline and the gaseous state of a substance. One of ordinary skill will know from the language, location and context used which meaning of more than one possible meaning is intended.\nAs one example to demonstrate how the intended meaning is the known meaning to one of ordinary skill, consider a power generating device which is often referred to simply as a generator by one of ordinary skill, relying on the field of art and context of usage to supply specific meaning and limitations to the particular name generator. A person of ordinary skill writing a technical article about a backup generator used in the art of heating (or otherwise powering) a suburban home during loss of public utility power would know and intend generator to mean an electrical generator. A person of ordinary skill writing a technical article about a backup generator used in the art of heating a building in a large city during loss of public utility power would know that generator could be a steam generator. According to this example, depending on context, one of ordinary skill would know generator to mean a steam generator or an electrical generator. As another example, in the electrical power generating art generator is commonly meant to mean the generating device such as a motor or turbine and electrical alternator combination. As yet another example in the electrical art an electrical generator (often used in pre 1960's vehicles) outputs D.C. power and is distinguished from an alternator (often used in post 1960's vehicles) which creates AC power which is internally rectified to provide the needed D.C. power. Load may refer to the total load on a generator, or an individual load presented by a particular device, or may refer to the device itself which presents a load. The person of skill will recognize the meaning of generator and load from the context in which it is used.\nAs set forth in more detail in MPEP 2111.01 (January 2018 [R-08.2017] revision is referred to herein), Applicant, as his own lexicographer, intends the words and phrases used in the specification and claims to have their plain U.S. English meaning, that is, the ordinary and customary meaning given to the term by those of ordinary skill, unless it is clear from the specification that they have been given a different (including narrower) meaning. When a word or phrase for example such as a technical word or phrase has a meaning to one of ordinary skill from the location, context, usage, time frame and/or what is well known in the art to differ from the plain U.S. English meaning as of the pertinent date, Applicant intends that meaning which is known to one of ordinary skill to be used. As set out in MPEP 2182 a patent specification need not teach, and preferably omits, what is well known in the art. Thus, Applicant further notes that a meaning of a word or phrase which is well known in the art may not be specifically set forth in the instant specification other than by this note.\nIn a facility where a power source provides power to one or more devices which each present a load or loads to the power source there is a need to determine and control which and how many loads are connected in order that the total of the loads does not create an overload. Overloads are generally undesirable in that they may cause deviation from power output specifications, loss of power, damage or combinations thereof. In the above power source (generator) examples an overload could cause steam to not be hot enough, or electric voltage to be too low or have the wrong frequency. Additionally, management of the creation of power by the power source, as well as the loads connected thereto is desirable for efficient operation.\nA given power source has a maximum load handling capability dictated by the power generation and delivery path (e.g. pressure, voltage, pipe size, wire size) or a maximum output (e.g. dictated by the design of the power source and the system it is used in). For simplicity, devices that may be connected to the power source are often referred to in the art and herein as loads. For a given group of loads that are available for connection, it may be desirable to inhibit a particular individual load from being connected to the power source at a given time (e.g. preventing connection or disconnecting an already connected load) or during a given time period or to restrict the power supplied to the load (e.g. by controlling coupling), or the power consumed by the load (e.g. by controlling the load). It may also be desirable to allow a given load to be connected at a given time or during a given time period. For example, it may be desirable to inhibit the connection of a large load during times of high load demands, or to allow that load to be connected and operated only during night hours when there is ample power available and/or when fuel or energy rates are cheaper.\nOne of ordinary skill will recognize from the teachings herein that the inventive concepts given by way of example may be utilized for many types of power systems, including but not limited to hydraulic, fluid or gaseous heating, mechanical, thermal, solar, wind, liquid fuel, gas fuel, solid fuel and combinations thereof. The use of the invention with various types of systems will be known to the person of skill and in particular by use of well-known correlations between electrical, fluid, chemical and mechanical systems. For example, a voltage in an electrical system correlates to pressure in a fluid system, amperage to flow rate, wire size to pipe size, switch to valve, etc. While the present invention will be known from the teachings herein to have applicability to many forms of power sources and loads the background and teachings will be given by way of example with respect to electrical generators and loads. The electrical generators used by example often include a rotating power source and AC alternator combinations and are often referred to in the art as generator sets, gensets or simply generators as well as by a host of other names which are frequently specific to the particular type of energy source, power output and/or alternator used.\nThe connection and disconnection of power from the power source to the load is in general controlled by one or more switch and it will be understood that there are many types of switching mechanisms that may perform such connection and disconnection. When speaking of switch, switching, connection or disconnection it will be understood that such action is not meant to be restricted to a particular type of switch or connection unless the type is specifically enumerated or is apparent from the context. For example, when teaching connecting, coupling or switching power from an electrical generator to an electrical load it will be understood that the action is performed by an electrical circuit, for example a switch but the teaching is not otherwise limited to a particular type of electrical switch unless specifically enumerated. If the teaching is with respect to controlling the amount of current or load (as compared to simply switching the current or load on or off) it will be known that a simple on/off type of switch is not meant and the switch must be some sort which can control the amount of current.\nOften there are multiple types of electrical devices available to be connected to and powered by the power source. Some devices may simply be turned on and off and some devices have loads which will vary with time or environment. A maximum load can occur when all devices are powered at the same time and each device presents its individual maximum load to the power source. As a simple example, it is possible to turn on all of the lights and appliances in a house, but that rarely happens. In many systems maximum loads are rarely presented to the power source and the typical load is frequently much less than the maximum load. That causes a system design problem because it is necessary for the power source, in the present example an electric generator, to provide power to the maximum load to prevent overload but that capability generally makes powering the typical load inefficient.\nBy way of background one of ordinary skill will recognize that several factors are involved in both the amount of power that can be supplied by a power generator and the amount of power consumed by a particular device which is being powered. The output of a wind turbine is dependent on the amount of wind and the design of the turbine. A solar cell array is dependent on the amount of sunlight and the design of the array. An electrical generator is dependent on the mechanical power available to turn the alternator. For a typical liquid or gaseous fuel powered backup generator, the maximum output is dependent on the size of the internal combustion engine, the alternator and its operating conditions.\nWith respect to internal combustion engine powered electrical generators the maximum power available and transferred to a load for a given size generator is generally dependent on many factors such as the generator's internal temperature, ambient temperature, humidity, altitude and barometric pressure, type of electrical connection (e.g. voltage and single or multiple phase), power factor of the load, fuel quality, fuel delivery rate and duration of the load. Generally, the internal temperature of the engine is a factor in determining the safe maximum output of the engine and the internal temperature of the alternator is a factor in determining the safe maximum current output from the alternator. Internal temperatures of the engine and alternator are dependent on load, ambient temperature, altitude, barometric pressure and humidity, among other factors. Engine efficiency is also dependent on various fuel and air quality factors. A generator can usually withstand higher currents when it is cool but those currents will soon (often in the matter of a few minutes) cause additional internal heating which in turn limits the maximum output current. Electrical generators often have two maximum power ratings, one for generator use as a backup power source and one for use as a prime power source. The prime power maximum is usually lower in part due to the continuous operation.\nEfficient operation of such generators is usually a consideration in the selection of the generator which in turn leads to a need for the present invention to manage the load presented to the generator. As an example, consider the specifications of a Cummins model GGHE 60 kW electric power generator which includes an AC alternator which is driven by a 6.8 liter V10 internal combustion engine using natural gas as fuel. Electric power generators of this type are commonly used for backup power in large homes and small businesses to provide power in the event utility company power fails. Assume for this example that this generator is chosen to power a home which can present a maximum load of 60 kW to the generator, but a typical load is only 15 kW.\nAt the full load output of 60 kW the natural gas fuel consumption for this generator is 24.4 cubic meters per hour (m3/hour). One might think that at ¼ load this generator would burn fuel at approximately ¼ of the full load rate or 6.1 m3/hour. That assumption is incorrect however because the generator is much less efficient at ¼ load. The fuel burn rate for a 15 kW load is actually 10.6 m3/hour or about 43% of the full load rate. Among the several reasons for the inefficiency at lower loads is that the alternator and the big V10 engine's entire cooling system must be sized to handle heat output at full load. The coolant pump is pumping coolant through the engine and radiator, the fans are pulling cooling air through the alternator, across the engine and blowing air through the radiator thus performing maximum alternator and engine cooling whenever the engine is running. This cooling causes a considerable drain of engine power, even though all of that cooling is not needed for the 15 kW load. Other efficiency robbing factors such as engine friction and alternator windage are higher than needed for the typical load because of the design to handle maximum load.\nIf instead a less expensive Cummins model GGMA four cylinder generator rated at 20 kW were used as the power source, the natural gas burn rate when powering the typical 15 kW load is only 7.6 m3/hour. Using the smaller 20 kW generator is less expensive to purchase and operate and thus more efficient for the typical load. Unfortunately, the 20 kW generator is unable to handle the 60 kW maximum load, which if connected to the generator would cause the generator circuit breaker to trip and all power to the load would be lost. As will be described herein the present invention will find use in such applications where a generator is unable to power the maximum load which can otherwise be presented to it.\nWith respect to the power required by a particular load several factors may be involved depending on the load type. Several examples of varying load will be briefly described to aid in understanding the invention. It will be understood that for most devices the voltage applied from the generator is substantially constant and consequently the current drawn by the device is proportional to the load on the generator. When the voltage from the generator is substantially constant the current supplied directly corresponds to the power supplied and vice versa and either may be measured to obtain the other as is well known to one of ordinary skill. Many electric motors have a large starting current for a few seconds followed by a running current which depends on the mechanical work the motor is doing. For a motor such as one powering a vacuum cleaner that work depends on the amount of suction being created at any particular time which in turn depends on the technique of the person operating the vacuum. Heating appliances such as ovens often require more current to initially heat up than to maintain temperature once it is heated. This change is due in part to temperature dependent resistance changes of the heating elements.\nAn air conditioner will require a large starting current for a few or many seconds depending on the head pressure of the compressor pump and mass of the armature of the compressor motor and the moving components of the compressor pump. Once the compressor is up to operating speed the amount of current necessary to maintain that speed depends on the head pressure which in turn is partially dependent on the temperature of the condenser coil which in turn is dependent on ambient temperature and air density. If a compressor loses power the built-up head pressure will take several dozen seconds or even minutes to bleed off through the capillary tube or expansion valve in the evaporator and if an attempt is made to restart the compressor before that head pressure has dissipated the starting current will be very large. If the head pressure is too high it can cause the compressor motor to stall which in turn will cause one or more circuit breakers to trip and remove the voltage supply from the compressor, thus care must be taken to not start the compressor too quickly after it has stopped. This can be an issue when utility power is lost and a backup generator is started to replace that lost power.\nA battery charger used for example to charge the batteries in an electric or hybrid vehicle or the like, can change its load to the power source based on a variety of factors including the internal temperature of the batteries and their amount of charge. Generally, the charging current is decreased with increased temperature and as the batteries approach full charge. The control of battery charging current, especially in large battery arrays used with electric and hybrid vehicles and the like is well known in the art. For example, U.S. Patent Application Publication 2010/0134073 assigned to Tesla Motors, Inc. describes an elaborate manner in which battery charging current, temperature and various other factors are controlled, which Publication is incorporated herein by reference in respect to its prior art teachings. It may be noted that by controlling charging current, the maximum load drawn from the power grid or generator can be controlled.\nTesla Motors, Inc. offers a high power connector which allows its vehicle to be connected to common 240 volt AC power circuits to charge the batteries. The Tesla Motors High Power Connector, or HPC includes a maximum current selector switch that is manually set at the time of installation such that the maximum amount of current which the charger is allowed to draw from the 240 volt circuit is limited according to the capability of the circuit connection to the supply. For example, if a 40 amp circuit is used, the switch on the HPC is set to limit the HPC current draw to 32 amps. This is an important feature of the HPC because even though the charger is capable of operating with a 240 volt, 90 amp circuit for fast battery charging, many homes only have a 100 amp service connection and thus are incapable of providing current to the HPC via a 90 amp circuit without risk of overloading the service and tripping the main circuit breaker.\nReturning now to the operation of a system having a variety of loads, in order to prevent sustained overloads and decrease the possibility of a circuit breaker trip or damage to a generator, especially those used for backup power, there are prior art systems which detect when a generator is in an overload condition and switch off loads. This operation is known as load shedding. Load shedding is well known in the prior art, for example a system is described in the Rodgers et al. U.S. Patent Application Publication 2005/0116814 which Publication is incorporated herein by reference in respect to its prior art teachings. Paragraphs 70-115 are particularly pertinent. Importantly load shedding takes place when the load is connected and overload detected as described in more detail in this Publication.\nLoad managers for load shedding are commercially available, for example the Generac Nexus automatic transfer switch used in conjunction with backup power generators has a load manager option. These devices, which will be explained further below in respect to FIGS. 1-3 , operate to start a gaseous or liquid fueled backup generator to power homes and businesses whenever power from the local power company fails and transfer the load from the local power company to the generator. This Generac transfer switch contains multiple switches, a main high current switch (e.g. 400 amps) for switching between the power grid and generator as the source of power for the home or business. It includes additional low current secondary switches to provide control voltages which are used to disconnect low priority loads via load managers such as the Generac DLC load control Module (contactors) when the generator is overloaded.\nMost generator engines utilized for North American home backup systems rotate at 1800 or 3600 RPM, that rotation being coupled to an alternator that provides AC power at a standard 60 Hz frequency. When overloaded the rotation of the engine slows because the engine can not produce enough torque to keep the alternator rotating at the correct speed. The slow engine in turn causes the frequency of the AC power to decrease. The rotation and corresponding AC power frequency may drop substantially in the presence of a large overload and the engine and alternator can even attempt to rotate against their mounts, much like an automobile engine attempts to rotate against its motor mounts during heavy acceleration. The Nexus transfer switch includes technology which monitors the frequency of the AC power from the generator and sheds all of the low priority loads after the generator has been overloaded. Nonessential circuits (low priority loads) are shed by opening the secondary switches when the frequency of the AC power provided by the generator drops below 58 Hz (for 60 Hz systems). The secondary switch is used to control a circuit to apply or remove voltage to a contactor to control applying and removing a corresponding load on the generator thereby removing the overload when the contactor is opened. Importantly this load shedding takes place after the overload happens.\nFrequency detectors have tolerances which must be accounted for to avoid false tripping so there is a tradeoff in the speed of detection of off frequency condition vs. false detection due to frequency detector error or allowable momentary frequency deviation. For example, if the frequency threshold for disconnecting the load is set at 58 Hz, inaccuracies in frequency detection may cause an overload to be falsely detected and a load disconnected when no overload exists. It is possible that a combination of overload, say one which slows the frequency to 58 Hz and inaccurate frequency detection, can cause an actual overload to go undetected. Unfortunately, the overload, and possibly damage to the generator or its load, may have already happened by the time the overload is detected. Despite the various shortcomings in using power frequency as an indicator of generator overload, it will be understood from the present teachings that this is nevertheless an inexpensive manner of detecting and removing overloads, as will be taught further in connection with load limit and load switch operations.\nAs another example if an oven is turned on at the same time a storm drain pump automatically starts, it is still possible that the generator circuit breaker will trip before the overload can be detected and the excess load removed, thus all power will still be lost. Turning on an oven at night during a storm and having all power go off because the generator circuit breaker improperly tripped can be extremely troublesome, not to mention the inconvenience of having to find and reset that circuit breaker. At the least, it is inconvenient for someone in the home to turn on a device, only to have it or some other device(s) automatically disconnected from power shortly thereafter. In a home backup system that device causing the overload might be something that is needed in a timely fashion such as a medical device, lighting, a cooking appliance, a television, garage door opener or other important device. In most situations it would be better to have a non-essential load such as a vehicle battery charger turned off or limited to prevent any overload.\nIt will be understood from the present teachings that it is desirable to control the total load presented to a particular power source to keep that load at or somewhat below the maximum capability of the power source. Alternatively, it may be desirable to control the total load to keep the power source at or near its optimum power output to achieve high or maximum efficiency. As part of controlling the load to the power source it is desirable to connect some or all loads according to a priority. It is also preferred to alert the user that power is not available to power a particular device and allow the user to decide what to turn off or leave off than to have the device (and possibly several others) turned off shortly after it is turned on due to actual or potential overload. If loads are available that may but do not need to be connected and operated, it may be desirable to wait and operate them when the power source is operating well below its optimum efficiency. By waiting an increase in the efficiency of the operation is achieved with the added benefit of avoiding having to disconnect loads when the power source is operating at or somewhat below its maximum capability and an unexpected additional load is applied. Thus at least these two modes of operation are desired to be provided in order to facilitate reliability and efficiency, operation at or somewhat below maximum output capability and operation at, near or closer to optimum power source output.\nIt will be understood by one of ordinary skill that short term large loads may be allowed in that many engine driven alternator systems are designed to permit short term increases in power output above the maximum power that can be continuously delivered. As used herein and in the claims, overload means a load that if not disconnected or otherwise prevented will either cause a departure from specifications for the power output from the power source, for example such as a deviation of AC power voltage or frequency for longer than a specified time period, a loss of power such as from a tripped circuit breaker, or damage such as overheating or exceeding mechanical stress limits.\nWhen making decisions which are aimed at efficiency, one substantial consideration is the cost of providing power. If power can be obtained from the electric utility or elsewhere at lower cost during certain times, for example during the night, the invention can be utilized to control loads in a manner to best take advantage of the lower cost power. This can be done while still ensuring that the devices presenting the loads are available for use at other times if needed. Such use can include the device's intended function or use by a user, or as a load to improve power source efficiency. For example, a battery charger for charging an electric or hybrid vehicle or the like can charge the battery to a given level such as half full, immediately upon being connected. This will ensure the vehicle is quickly available for use. The remainder of the charging from half to full charge can be delayed until lower price electricity is available. The delay of the remaining charge can also be used to boost an under utilized power source such as a backup generator closer to its optimum output for improved efficiency. Thus, it is desired to control a charger to charge at a given rate as soon as connected until a first level of charge is reached and then charge at the same or another rate starting at a later time and continuing until a second level of charge is reached.\nThe delay of operating a load can be coordinated with maintenance of the power source to provide a load for the maintenance without wasting power. Most backup generators are controlled in order that they are operated periodically, with or without a load, for example 30 minutes every week. This is known as exercising and it helps to keep fluids circulating, bearings oiled, moisture dried, etc. to improve reliability. A load such as a battery charger can be delayed until an upcoming scheduled exercising when the battery is charged. Alternatively, the battery can be charged at a convenient time by rescheduling the exercising. More generally loads may be supplied with current at a first known amount (which may be an amount to achieve a particular effect such as charge rate) starting at a known time (which may be upon connection or a clock time) for a known period of time (which may be the time to achieve a particular event or a particular clock duration) followed by one or more known combinations of the above known amount, known time and known period. As one example, charging a battery at full rate until half full upon connection upon return to home in the evening then charging at the maximum available current during the time period of generator exercise followed by charging at a most efficient charging rate during off peak hours when grid power is cheap with each of the times being terminated early if the battery reaches full or some other desired charge level.\nThe invention can also be configured to allow selection of the power source to power one or more loads from among a plurality of power sources, for example a load can be powered from a low cost source such as photovoltaic solar cell panels, a wind turbine, fuel cell, flywheel or powered from the utility company power if there is insufficient sun and wind or if more power is needed than the solar panel, wind turbine and/or fuel cell can provide. This operation may be coupled with efficient utilization of sources such as to charge a vehicle battery as described above. Changing to other power sources can be accomplished by any means or method known to the person of ordinary skill, e.g. via transfer switch, parallel input connections to the load, parallel power sources.\nThe invention described herein allows efficient matching of a total load made up of individual loads to one or more power sources without overloading the power sources. The present invention will allow sizing of power sources to accommodate less than the maximum possible load and can prevent overloading of the power source by preventing a load which would otherwise immediately cause or which could lead to a future overload from being connected or alternatively by restricting the power supplied to that load and/or others. This operation is achieved by the intelligent connection and disconnection of individual loads as well as the control of the power drawn from power sources by connected individual loads and/or control of power supplied to connected individual loads as will be described in more detail below.\nMost commercial generators are well characterized for operations under various conditions, including but not limited to loading and environmental conditions, and the maximum available output power is known for any particular set of such conditions. The present invention is preferred to sense one or more of the various conditions which affect that maximum available output power and use those conditions along with the characterization of the generator to determine precisely what that maximum available output power is at a given time, what the expected available power will be at one or more times in the future as well as the present and future effect the connection of a particular load may have on available power. In that fashion the present invention can select loads to be connected to the generator or other power source to power the maximum number of loads and/or to operate nearer to or achieve optimum efficiency while at the same time monitoring the present and expected future load thus ensuring that the generator will not be overloaded instantly or during the duration of any particular connection.\nThe description of the preferred embodiment of the invention herein is made by way of example as an improvement to an electrical backup generator system to provide power to a typical home or small business in the event power from the power grid (i.e. the municipal utility power or street power) is lost. The preferred embodiment may also be utilized with more than these two (grid and backup generator) power sources, for example wind and solar power sources may be incorporated with grid and engine driven power sources. It will | A method and apparatus for managing an AC backup power source utilizing energy stored in an electric or hybrid vehicle and one or more AC loads powered thereby. The method and apparatus is preferred to be used as a home backup power system comprising a battery contained within an electric or hybrid vehicle providing DC power which is converted to AC backup power, charging the battery, monitoring the amount of power supplied to one or more loads and controlling AC power provided thereto. | US:17/503,707 | https://patentimages.storage.googleapis.com/61/77/51/8c41e9bde23a76/US11764579.pdf | US:11764579 | J. Carl Cooper | Individual | US:4888495, US:5914467, US:6313632, US:20010010032:A1, US:6285178, US:6172432, US:6181028, US:6686547, US:20030075982:A1, US:20020024332:A1, US:6891478, US:20040078153:A1, US:20020072868:A1, US:20020084697:A1, US:6671586, US:20030036822:A1, US:7338364, US:20040117330:A1, US:20040007876:A1, US:20040075343:A1, US:20070222295:A1, US:7053497, US:20040267385:A1, US:7015599, US:7208850, US:20050116814:A1, US:20070008076:A1, US:20070010916:A1, US:7379778, US:20050109387:A1, US:20050216131:A1, US:20070222294:A1, US:20060018069:A1, US:7356384, US:20060071554:A1, US:20060072262:A1, US:20110062888:A1, US:20060208574:A1, US:20060276938:A1, US:20070276547:A1, US:20070053123:A1, US:20070282547:A1, US:20090322154:A1, US:20080093851:A1, US:20080203820:A1, US:7402766, US:20090027932:A1, US:7692332, US:7863867, US:20090150100:A1, US:20090216386:A1, US:20090224690:A1, US:20090299540:A1, US:20100007300:A1, US:20100019574:A1, US:20100019507:A1, US:20100038966:A1, US:8222548, US:20120242145:A1, US:20100090532:A1, US:20110198928:A1, US:20110064445:A1, US:8324755, US:20100225167:A1, US:8159084, US:20100328850:A1, US:20110109158:A1, US:20100134073:A1, US:20110112704:A1, US:8248058, US:20110175450:A1, US:20110254370:A1, US:8736103, US:8350405, US:20110210606:A1, US:20110298286:A1, US:20130103223:A1, US:8653679, US:20120053744:A1, US:20120056436:A1, US:20120065786:A1, US:20120158196:A1, US:9281715, US:8569912, US:20120292920:A1, US:20130066482:A1, US:20130116847:A1, US:20130158726:A1, US:20130159738:A1, US:20150180236:A1, US:20130270908:A1, US:9088180, US:9312665, US:20140097683:A1, US:20140111006:A1, US:20160152154:A1, US:20150180393:A1, US:20150180367:A1, US:20150311843:A1, US:9966761, US:20160181861:A1, US:9876343, US:20170008413:A1, US:20190027933:A1, US:20170168516:A1, US:20170214225:A1, US:20190273393:A1, US:20210273453:A1, US:20200122585:A1 | 2020-11-17 | 2020-11-17 | 1. A method of operating an AC power system, the method comprising steps of:\na) coupling DC power stored in a battery in a vehicle to an inverter circuit which is located in the vehicle, coupling the inverter circuit to the AC power system, and controlling the inverter circuit to provide output power having a controlled standard AC frequency to the AC power system to power one or more loads not located in the vehicle;\nb) when the vehicle is coupled to the AC power system and AC power from an AC source is available and of acceptable quality, coupling the input of a battery charger located in the vehicle to the AC power system and drawing an amount of the AC power from the AC source, which is controlled to not exceed a known maximum amount, to charge the battery;\nc) during or after charging the battery in step b), measuring an amount of output power from the inverter circuit while supplying the one or more loads, comparing the measured amount of output power with a threshold value, wherein the threshold value is a maximum output power of the inverter circuit or a known offset from the maximum output power of the inverter circuit,\ncontrolling the inverter circuit output power to be the controlled standard AC frequency when the measured amount of output power is less than the threshold value, and\ncontrolling the inverter circuit output power to be a known different frequency when the measured amount of output power is greater than the threshold value.\n\n, a) coupling DC power stored in a battery in a vehicle to an inverter circuit which is located in the vehicle, coupling the inverter circuit to the AC power system, and controlling the inverter circuit to provide output power having a controlled standard AC frequency to the AC power system to power one or more loads not located in the vehicle;, b) when the vehicle is coupled to the AC power system and AC power from an AC source is available and of acceptable quality, coupling the input of a battery charger located in the vehicle to the AC power system and drawing an amount of the AC power from the AC source, which is controlled to not exceed a known maximum amount, to charge the battery;, c) during or after charging the battery in step b), measuring an amount of output power from the inverter circuit while supplying the one or more loads, comparing the measured amount of output power with a threshold value, wherein the threshold value is a maximum output power of the inverter circuit or a known offset from the maximum output power of the inverter circuit,\ncontrolling the inverter circuit output power to be the controlled standard AC frequency when the measured amount of output power is less than the threshold value, and\ncontrolling the inverter circuit output power to be a known different frequency when the measured amount of output power is greater than the threshold value.\n, controlling the inverter circuit output power to be the controlled standard AC frequency when the measured amount of output power is less than the threshold value, and, controlling the inverter circuit output power to be a known different frequency when the measured amount of output power is greater than the threshold value., 2. The method of claim 1 wherein the steps are performed by one or more microprocessors executing a program stored in a non-transitory digital memory., 3. The method of claim 1 wherein the AC power source is a power grid., 4. The method of claim 1 wherein the AC power source is not a utility power grid., 5. The method of claim 1 wherein the AC power source is a solar panel system which is not part of a utility power grid., 6. The method of claim 1 wherein the AC power source is a wind turbine system which is not part of a utility power grid., 7. The method of claim 1 wherein the AC power source is an internal combustion power source which is not part of a utility power grid., 8. The method of claim 1 wherein the AC power source is an engine driven generator which is not part of a utility power grid., 9. The method of claim 1 wherein the AC power source comprises one or more of a solar panel system, an internal combustion power source, and an engine driven generator which are not part of a utility power grid., 10. The method of claim 1 wherein the AC power source is a power grid, and when the vehicle is coupled to the AC power system and grid power from the power grid, which is normally provided at the controlled standard AC frequency to the one or more loads when the grid power is available and of acceptable quality, is not of suitable quality or is not available, controlling the inverter circuit to provide output power having the controlled standard AC frequency of the power grid to power the one or more loads., 11. The method of claim 1 wherein the known different frequency is lower than the standard AC frequency., 12. The method of claim 1 wherein the threshold value is the known offset less than the maximum output power of the inverter circuit that can be provided without being overloaded., 13. The method of claim 12 further comprising, in response to detecting the known different frequency, controlling a given load of the one or more loads to reduce or stop power drawn from the inverter circuit to the given load., 14. The method of claim 1 wherein the threshold value is the maximum output power of the inverter circuit or the known offset greater than the maximum output power of the inverter circuit that can be continuously provided without being overloaded., 15. The method of claim 14 further comprising, in response to detecting the known different frequency, controlling a given load of the one or more loads to reduce or stop power drawn from the inverter circuit to the given load., 16. The method of claim 1 further comprising, in response to detecting the known different frequency, controlling a given load of the one or more loads to reduce or stop power drawn from the inverter circuit to the given load., 17. The method of claim 1 further comprising selectively determining to provide a given load of the one or more loads with output power from the inverter circuit based on measurements of the timely amount of output power being provided to other loads of the one or more loads by the inverter circuit as well as the maximum output power of the inverter circuit., 18. The method of claim 1 wherein the inverter circuit and the battery charger are combined into one instrument located in the vehicle and controlled to either receive the AC power from the AC power source to charge the battery or receive DC power from the battery and provide the output power of the inverter circuit to the AC power system., 19. The method of claim 1 wherein the inverter circuit and the battery charger are combined into one instrument located in the vehicle and controlled to either receive the AC power from the AC power source to charge the battery or receive DC power from the battery and provide the output power of the inverter circuit to the AC power system, wherein the instrument has a first set of contacts which receives the AC power from the AC power source when the instrument is controlled to charge the battery and a second set of contacts which connect to the battery to output DC power to the battery, and when the instrument is controlled to operate as an inverter, the instrument receives DC power from the battery via the second set of contacts and provides output power to the one or more loads via the first set of contacts., 20. A method of operating an AC power system, the method comprising steps of:\na) coupling DC power stored in a battery which is utilized in a vehicle, which is an electric or hybrid vehicle, to an inverter circuit coupled to the AC power system, and controlling the inverter circuit to provide output power having a controlled known AC frequency to the AC power system to power one or more loads not located in the vehicle;\nb) when the vehicle is coupled to the AC power system and AC power from an AC power source is available and of acceptable quality, coupling the input of a battery charger located in the vehicle to the AC power system and drawing an amount of the AC power from the AC power source, which is controlled to not exceed a known maximum amount, to charge the battery;\nc) during or after charging the battery in step b), measuring an amount of output power from the inverter circuit while supplying the one or more loads, comparing the measured amount of output power with a threshold value, wherein the threshold value is a maximum output power of the inverter circuit or a known offset from the maximum output power of the inverter circuit,\ncontrolling the inverter circuit output power to be the controlled standard AC frequency when the measured amount of output power is less than the threshold value, and\n\ncontrolling the inverter circuit output power to be a known different frequency when the measured amount of output power is greater than the threshold value.\n, a) coupling DC power stored in a battery which is utilized in a vehicle, which is an electric or hybrid vehicle, to an inverter circuit coupled to the AC power system, and controlling the inverter circuit to provide output power having a controlled known AC frequency to the AC power system to power one or more loads not located in the vehicle;, b) when the vehicle is coupled to the AC power system and AC power from an AC power source is available and of acceptable quality, coupling the input of a battery charger located in the vehicle to the AC power system and drawing an amount of the AC power from the AC power source, which is controlled to not exceed a known maximum amount, to charge the battery;, c) during or after charging the battery in step b), measuring an amount of output power from the inverter circuit while supplying the one or more loads, comparing the measured amount of output power with a threshold value, wherein the threshold value is a maximum output power of the inverter circuit or a known offset from the maximum output power of the inverter circuit,\ncontrolling the inverter circuit output power to be the controlled standard AC frequency when the measured amount of output power is less than the threshold value, and\n, controlling the inverter circuit output power to be the controlled standard AC frequency when the measured amount of output power is less than the threshold value, and, controlling the inverter circuit output power to be a known different frequency when the measured amount of output power is greater than the threshold value., 21. The method of claim 20 wherein the steps are performed by one or more microprocessors executing a program stored in a non-transitory digital memory., 22. The method of claim 20 wherein the AC power source is a power grid., 23. The method of claim 20 wherein the AC power source is not a utility power grid., 24. The method of claim 20 wherein the AC power source is a solar panel system which is not part of a utility power grid., 25. The method of claim 20 wherein the AC power source is a wind turbine system which is not part of a utility power grid., 26. The method of claim 20 wherein the AC power source is an internal combustion power source which is not part of a utility power grid., 27. The method of claim 20 wherein the AC power source is an engine driven generator which is not part of a utility power grid., 28. The method of claim 20 wherein the AC power source comprises one or more of a solar panel system, an internal combustion power source, and an engine driven generator which are not part of a utility power grid., 29. The method of claim 20 wherein the AC power source is a power grid, and when the vehicle is coupled to the AC power system and grid power from the power grid, which is normally provided at the controlled standard AC frequency to the one or more loads when the grid power is available and of acceptable quality, is not of suitable quality or is not available, controlling the inverter circuit to provide output power having the controlled standard AC frequency of the power grid to power the one or more loads., 30. The method of claim 20 wherein the known different frequency is lower than the standard AC frequency., 31. The method of claim 20 wherein the threshold value is the known offset less than the maximum output power of the inverter circuit that can be provided without being overloaded., 32. The method of claim 31 further comprising, in response to detecting the known different frequency, controlling a given load of the one or more loads to reduce or stop power drawn from the inverter circuit to the given load., 33. The method of claim 20 wherein the threshold value is the maximum output power of the inverter circuit or the known offset greater than the maximum output power of the inverter circuit that can be continuously provided without being overloaded., 34. The method of claim 33 further comprising, in response to detecting the known different frequency, controlling a given load of the one or more loads to reduce or stop power drawn from the inverter circuit to the given load., 35. The method of claim 20 further comprising, in response to detecting the known different frequency, controlling a given load of the one or more loads to reduce or stop power drawn from the inverter circuit to the given load., 36. The method of claim 20 further comprising selectively determining to provide a given load of the one or more loads with output power from the inverter circuit based on measurements of the timely amount of output power being provided to other loads of the one or more loads by the inverter circuit as well as the maximum output power of the inverter circuit., 37. The method of claim 20 wherein the inverter circuit and the battery charger are combined into one instrument located in the vehicle and controlled to either receive the AC power from the AC power source to charge the battery or receive DC power from the battery and provide the output power of the inverter circuit to the AC power system., 38. The method of claim 20 wherein the inverter circuit and the battery charger are combined into one instrument located in the vehicle and controlled to either receive the AC power from the AC power source to charge the battery or receive DC power from the battery and provide the output power of the inverter circuit to the AC power system, wherein the instrument has a first set of contacts which receives the AC power from the AC power source when the instrument is controlled to charge the battery and a second set of contacts which connect to the battery to output DC power to the battery, and when the instrument is controlled to operate as an inverter, the instrument receives DC power from the battery via the second set of contacts and provides output power to the one or more loads via the first set of contacts., 39. A method of operating a vehicle AC power system, the method comprising steps of:\na) coupling DC power stored in a battery of an electric or hybrid vehicle to an inverter circuit coupled to an AC power system, and when the battery has at least a predetermined sufficient charge, controlling the inverter circuit to provide output power having a controlled standard AC frequency of a power grid to the AC power system to power to one or more loads not located in the vehicle;\nb) when the vehicle is coupled to the AC power system and grid power from the power grid is available and of acceptable quality, coupling the input of a battery charger to the AC power system to receive the grid power and controlling the battery charger to charge the battery;\nc) when the vehicle is coupled to the AC power system and the grid power is available and of acceptable quality, controlling the output power supplied by the inverter circuit to have the standard AC frequency which is synchronized to the frequency of the grid power, and providing the output power of the inverter circuit to the one or more loads;\nd) further controlling the inverter circuit to send output power into the power grid when an available output power of the inverter circuit exceeds an amount of power necessary to power the one or more loads while preventing and/or mitigating overloading the inverter circuit;\ne) measuring an amount of output power from the inverter circuit while supplying the one or more loads, comparing the measured amount of output power with a threshold value, wherein the threshold value is a maximum output power of the inverter circuit or a known offset from the maximum output power of the inverter circuit,\ncontrolling the inverter circuit output power to be the controlled standard AC frequency when the measured amount of output power is less than the threshold value, and\n\ncontrolling the inverter circuit output power to be a known different frequency when the measured amount of output power is greater than the threshold value.\n, a) coupling DC power stored in a battery of an electric or hybrid vehicle to an inverter circuit coupled to an AC power system, and when the battery has at least a predetermined sufficient charge, controlling the inverter circuit to provide output power having a controlled standard AC frequency of a power grid to the AC power system to power to one or more loads not located in the vehicle;, b) when the vehicle is coupled to the AC power system and grid power from the power grid is available and of acceptable quality, coupling the input of a battery charger to the AC power system to receive the grid power and controlling the battery charger to charge the battery;, c) when the vehicle is coupled to the AC power system and the grid power is available and of acceptable quality, controlling the output power supplied by the inverter circuit to have the standard AC frequency which is synchronized to the frequency of the grid power, and providing the output power of the inverter circuit to the one or more loads;, d) further controlling the inverter circuit to send output power into the power grid when an available output power of the inverter circuit exceeds an amount of power necessary to power the one or more loads while preventing and/or mitigating overloading the inverter circuit;, e) measuring an amount of output power from the inverter circuit while supplying the one or more loads, comparing the measured amount of output power with a threshold value, wherein the threshold value is a maximum output power of the inverter circuit or a known offset from the maximum output power of the inverter circuit,\ncontrolling the inverter circuit output power to be the controlled standard AC frequency when the measured amount of output power is less than the threshold value, and\n, controlling the inverter circuit output power to be the controlled standard AC frequency when the measured amount of output power is less than the threshold value, and, controlling the inverter circuit output power to be a known different frequency when the measured amount of output power is greater than the threshold value., 40. The method of claim 39 further including the steps of: f) when the grid power is not available, decoupling the AC power system from the power grid thereby leaving the output power of the inverter circuit available for powering the one or more loads., 41. The method of claim 39 further including the steps of: f) when the grid power is not available, decoupling the AC power system from the grid thereby leaving the output power of the inverter circuit available for powering the one or more loads and controlling coupling of power to, or a controlled amount of power to, a given load of the one or more loads to prevent and/or mitigate overloading of the inverter circuit., 42. The method of claim 39 wherein step c) further includes coupling of the output power of the inverter circuit to the output of a transfer switch which the one or more loads are also coupled to, and when the grid power is available and of acceptable quality, controlling the transfer switch to couple the grid power to the transfer switch output., 43. The method of claim 42 wherein the transfer switch has a first input coupled to the power grid and a second input coupled to the inverter circuit and when the grid power is available and of suitable quality, controlling the transfer switch to select the first input to couple the grid power to the transfer switch output and when the grid power is not available or not of acceptable quality, controlling the transfer switch to select the second input to couple the inverter circuit output power to the transfer switch output., 44. The method of claim 39 wherein step c) further includes coupling the output power of the inverter circuit to the output of a transfer switch which the one or more loads are also coupled to, and when the grid power is available and of acceptable quality, controlling the transfer switch to couple the grid power to the transfer switch output, and in step d) controlling the inverter circuit to provide more output power than the one or more loads are consuming thereby providing extra output power which is sent into the power grid., 45. The method of claim 44 wherein the transfer switch has a first input coupled to the power grid and a second input coupled to the inverter circuit and when the grid power is available and of suitable quality, controlling the transfer switch to select the first input to couple the grid power to the transfer switch output and when the grid power is not available or not of acceptable quality, controlling the transfer switch to select the second input to the transfer switch to couple the inverter circuit output power to the transfer switch output., 46. The method as in claim 39 wherein the inverter circuit and the battery charger are combined into one instrument and controlled to either receive the grid power to charge the battery or receive the DC power from the battery and provide the output power of the inverter circuit., 47. The method as in claim 39 wherein the inverter circuit and the battery charger are combined into one instrument and controlled to either receive the grid power to charge the battery when the battery has insufficient charge or receive the DC power from the battery and provide the output power of the inverter circuit when the battery has sufficient charge, with the instrument having a first set of contacts which are coupled to the AC power system and a second set of contacts which connect to the battery, and when the instrument is controlled to charge the battery the instrument is further controlled to receive the grid power via the first set of contacts and output DC power to the battery via the second set of contacts, and when the instrument is controlled to operate as an inverter, the instrument is further controlled to receive the DC power from the battery via the second set of contacts and provide output power via the first set of contacts., 48. The method as in claim 39 wherein the steps are executed via a single or multiple microprocessors operating to communicate with the battery and inverter circuit via a wired communications network, and in step a) the charge on the battery is monitored to ensure predetermined sufficient charge is available for driving the vehicle., 49. The method of claim 39 wherein in step a) discharge of the battery to provide the DC power stored therein to power the inverter circuit is controlled to take into account an amount of power needed for driving the vehicle., 50. The method of claim 39 wherein in step a) discharge of the battery to provide the DC power stored therein to power the inverter circuit is controlled to take into account a timing and amount of power needed for driving the vehicle., 51. The method of claim 39 wherein the vehicle includes a generator for charging the battery and wherein step a) further comprises charging of the battery from the generator controlled to take into account a timing and an amount of power needed for driving the vehicle, and in step b) the charging of the battery with grid power is controlled to take into account the timing and the amount of power needed for driving the vehicle., 52. The method of claim 39 wherein in step b) the charging of the battery is controlled to take into account a timing and an amount of battery power needed for driving the vehicle., 53. The method of claim 39 wherein in step b) the charging of the battery is controlled to take into account an amount of battery power needed to be stored for the inverter circuit in the event of grid power outages of the power grid., 54. The method of claim 39 wherein the vehicle includes an operating system and management of the battery, battery charger and inverter circuit is controlled at least in part by the operating system., 55. The method of claim 39 wherein the vehicle includes an operating system and management of the battery, battery charger and inverter circuit is controlled at least in part by the operating system via a communications network of the operating system., 56. The method of claim 39 wherein the vehicle includes an operating system and management of the battery, battery charger and inverter circuit is responsive to the operating system., 57. The method of claim 39 wherein the vehicle is utilized for backup power in a home and control of the backup power operation is combined with a home operating system of the home., 58. The method of claim 39 wherein the vehicle is utilized for backup power in a home and the control of the backup power operation is responsive to a home operating system of the home., 59. A method of operating a vehicle AC power system, the method comprising steps of:\na) when the vehicle which is a hybrid or electric vehicle is coupled to an AC power system and no grid power from a power grid is available, operating an inverter type power source which is installed in the vehicle to receive stored DC power from a vehicle battery when the vehicle battery has a predetermined sufficient amount of charge, to provide AC power having a controlled standard frequency to the AC power system to power one or more loads not located in the vehicle;\nb) when the vehicle is coupled to the AC power system and the grid power is available and of acceptable quality, controlling a battery charger to charge the vehicle battery using the grid power;\nc) when the vehicle is coupled to the AC power system and the grid power is available and of acceptable quality, controlling the inverter type power source to receive DC power from the vehicle battery and provide power to the one or more loads in parallel with the power grid or without supplying power from the power grid to reduce consumption of the grid power;\nd) when the vehicle is coupled to the AC power system where the grid power is normally available, and the grid power fails or is not of acceptable quality, disconnecting, if not already disconnected, the grid from the AC power system, provide output power from the inverter type power source to at least one of the one or more loads, measuring an amount of output power from the inverter type power source while supplying the at least one of the one or more loads, comparing the measured amount of output power with a threshold value, wherein the threshold value is a maximum output power of the inverter type power source or a known offset from the maximum output power of the inverter type power source,\ncontrolling the inverter type power source output power to be the controlled standard AC frequency when the measured amount of output power is less than the threshold value, and\n\ncontrolling the inverter type power source output power to be a known different frequency when the measured amount of output power is greater than the threshold value.\n, a) when the vehicle which is a hybrid or electric vehicle is coupled to an AC power system and no grid power from a power grid is available, operating an inverter type power source which is installed in the vehicle to receive stored DC power from a vehicle battery when the vehicle battery has a predetermined sufficient amount of charge, to provide AC power having a controlled standard frequency to the AC power system to power one or more loads not located in the vehicle;, b) when the vehicle is coupled to the AC power system and the grid power is available and of acceptable quality, controlling a battery charger to charge the vehicle battery using the grid power;, c) when the vehicle is coupled to the AC power system and the grid power is available and of acceptable quality, controlling the inverter type power source to receive DC power from the vehicle battery and provide power to the one or more loads in parallel with the power grid or without supplying power from the power grid to reduce consumption of the grid power;, d) when the vehicle is coupled to the AC power system where the grid power is normally available, and the grid power fails or is not of acceptable quality, disconnecting, if not already disconnected, the grid from the AC power system, provide output power from the inverter type power source to at least one of the one or more loads, measuring an amount of output power from the inverter type power source while supplying the at least one of the one or more loads, comparing the measured amount of output power with a threshold value, wherein the threshold value is a maximum output power of the inverter type power source or a known offset from the maximum output power of the inverter type power source,\ncontrolling the inverter type power source output power to be the controlled standard AC frequency when the measured amount of output power is less than the threshold value, and\n, controlling the inverter type power source output power to be the controlled standard AC frequency when the measured amount of output power is less than the threshold value, and, controlling the inverter type power source output power to be a known different frequency when the measured amount of output power is greater than the threshold value., 60. The method of claim 59 wherein the one or more loads include at least one load which is connected to the inverter type power source via plugging the load into an electrical outlet., 61. The method of claim 59 wherein the predetermined sufficient amount of charge is based on an amount of power needed to be available to drive the vehicle., 62. The method of claim 59 wherein the inverter type power source and the battery charger are combined into one instrument and controlled to either receive the grid power to charge the battery or receive the stored DC power and provide the AC power of the inverter type power source., 63. The method of claim 59 wherein the inverter type power source and the battery charger are combined into one instrument and controlled to either receive the grid power to charge the battery when the battery does not have the predetermined sufficient amount of charge, or controlled to receive the stored DC power and provide the AC power of the inverter type power source when the battery has the predetermined sufficient amount of charge, with the instrument having a first set of contacts which are coupled to the AC power system when the grid power is available and a second set of contacts which connect to the battery and when the instrument is charging the battery, the instrument is further controlled to receive the grid power via the first set of contacts and output DC power to the battery via the second set of contacts, and when the instrument is controlled to operate as an inverter, the instrument is further controlled to receive the stored DC power via the second set of contacts and provide the AC power of the inverter type power source via the first set of contacts., 64. The method of claim 59 including the further step: e) after the power grid has been disconnected in step d), controlling a load module to selectively disconnect or reduce the power supplied to at least one of the one or more loads to mitigate an actual and/or potential overload of the inverter type power source., 65. The method of claim 59 including the further step: e) after the power grid has been disconnected in step d), controlling a load module to selectively disconnect or reduce the power supplied to at least one of the one or more loads to permit a different one of the one or more loads to be powered by the inverter type power source without an actual and/or potential overload., 66. The method of claim 59 including the further step: e) disconnecting one of the one or more loads from the inverter type power source while leaving already powered other ones of the one or more loads connected in response to monitoring of the inverter type power source indicating an actual and/or potential one | US | United States | Active | H | True |
| 158 | Systems and methods for determining vehicle battery health \n | US10197631B2 | Automotive battery failures account for a large number of all automotive failures every year. Many of the causes of automotive battery failures are poorly understood. As a result, it can be difficult to accurately determine the health of a vehicle battery, which may include the remaining life of the battery.\nEmbodiments of the present invention will be readily understood by the following detailed description in conjunction with the accompanying drawings. To facilitate this description, like reference numerals may designate like structural elements. Embodiments of the invention are illustrated by way of example and not by way of limitation in the figures of the accompanying drawings.\n FIG. 1 illustrates an example overview of an implementation described herein;\n FIG. 2 is a diagram of an example environment in which systems and/or methods described herein may be implemented;\n FIG. 3 is a circuit diagram of an example ohmic testing device and vehicle battery;\n FIG. 4 is a flow chart illustrating an example process for collecting information relative to the health of a vehicle battery;\n FIG. 5 is a flow chart illustrating an example process for creating a data set for determining the health of a vehicle battery;\n FIG. 6 is a flow chart illustrating an example process for creating a data set by pairing certain types of collected information with other types of information;\n FIG. 7 is a flow chart illustrating an example process for determining the health of a vehicle battery;\n FIG. 8 is a diagram of an example artificial neural network (ANN) that may be implemented by an intelligence system; and\n FIG. 9 is a diagram of example components of a device.\nThe following detailed description refers to the accompanying drawings. The same reference numbers in different drawings may identify the same or similar elements. It is to be understood that other embodiments may be utilized and structural or logical changes may be made without departing from the scope of the present disclosure. Therefore, the following detailed description is not to be taken in a limiting sense, and the scope of embodiments in accordance with the present invention is defined by the appended claims and their equivalents.\nTechniques described herein may be used to provide a driver of a vehicle with an accurate assessment of the health of a vehicle battery, which may include an indication of the remaining life of the vehicle battery. For instance, a telematics device (e.g., an on-board computing device installed in the vehicle) may collect information, relevant to evaluating the health of a vehicle battery, from one or more sensors or devices within the vehicle (e.g., an ohmic tester that measures the effective resistance of the battery, a diagnostics device that monitors internal systems and ongoing operations of the vehicle, etc.). The information may be processed (e.g., by normalizing the information, removing statistical outliers, etc.) in order to generate a data set that describes the current status and conditions relating to the battery.\nThe data set may be sent to an intelligence system that may use the data set to evaluate the health of the battery, make predictions regarding the future performance of the battery, and communicate the health of the battery to the driver of the vehicle. The intelligence system may implement machine-learning techniques that enable the intelligence system to improve upon previous attempts to ascertain the health of the battery and make predictions regarding the future performance of the battery (e.g., by comparing battery health estimates and predictions with future results and by altering subsequent battery analyses accordingly). As such, systems and methods described herein may be used to accurately determine the health of a vehicle battery, communicate the health of the vehicle battery to a driver of the vehicle, and dynamically improve the methodologies used for determining vehicle battery health.\n FIG. 1 illustrates an example overview of an implementation described herein. As shown in FIG. 1, a vehicle may include a telematics device (e.g., a computing device installed within the vehicle that is capable of gathering information, relating to battery health, from various sources (at 1.1). For instance, the telematics device may obtain ohmic testing information (e.g., measurements of electrical resistance and impedance of the vehicle battery) from an ohmic testing device connected to the vehicle battery, or be installed within the battery. Alternatively, the ohmic testing device may be a re-usable, re-installable part of the battery that is re-used when switching from an old battery to a new battery. The telematics device may also collect information from other devices within the vehicle, such as a vehicle diagnostics device that monitors operating conditions within the vehicle, a geographic location device that monitors the geographic location of the vehicle, a temperature device that monitors the temperature in or around the battery, a user device of the driver that monitors barometric pressure and vehicle acceleration, etc. The telematics device may also collect information from a wireless telecommunications network, such as service records for the vehicle, performance records of the vehicle, make and model of the vehicle and/or vehicle battery, etc.\nThe telematics device may communicate the collected information to a processing server (at 1.2). The processing server may process some or all the information (e.g., by normalizing the information, removing statistical outliers, converting information from one type to another, combining two or more types of information, etc.) to generate a data set that represents the condition of the vehicle, vehicle battery, and the environment in which the vehicle battery is operating (at 1.3). The processing server may send the data set to an intelligence server (at 1.4).\nThe intelligence server may use the data set to evaluate the current health of the battery (1.5). For instance, the intelligence server may determine the remaining life of the battery and make predictions regarding the future performance of the vehicle battery (e.g., predict future voltage measurements, resistance measurements, the remaining life of the battery, etc.). The intelligence server may communicate the health of the battery and the performance predictions to the telematics device (and/or the user device) in order to inform the driver of the vehicle regarding the health of the battery (at 1.6). Additionally, at some point, the telematics device may provide feedback to the intelligence system regarding the battery health and performance predictions (e.g., whether the battery health and performance predictions were accurate) (at 1.7). The intelligence system may implement self-learning techniques based on the feedback to enable the intelligence system to improve the previous techniques used to determine the health of the battery and make performance predictions (at 1.8).\nAdditionally, the determination of battery health may be used to determine electric car range or the computed miles-per-gallon (MPG) of hybrids as a function of the ohmic measurement of each battery cell or battery. A single ohmic testing device may be used for multiple batteries; logic may be applied to switch the circuit such that the ohmic measurement can be applied to one battery at a time eliminating the need for more than one circuit when measuring multiple batteries.\n FIG. 2 is a diagram of an example environment 200 in which systems and/or methods described herein may be implemented. Environment 200 may include a vehicle that includes telematics device 210, ohmic testing device 220, vehicle battery 230, user device 240, and other sensors & devices 250. Environment 200 may also include processing system 260, intelligence system 270, external system 280, and network 290. In some implementations, one or more of the processes described herein may be performed locally at a device installed in the vehicle (e.g., without the need of a network or network device.\nTelematics device 210 may include a computing and communication device that collects information relating to vehicle battery 230 and communicates the information to processing system 260. For instance, telematics device 210 may communicate with devices and sensors in and around the vehicle. Examples of such sensors and devices may include ohmic testing device 220, user device 240, and other sensors & devices 250 (e.g., an on-board diagnostics (OBD) device, an engine control unit, a transmission electronic control unit (ECU), a cruise control ECU, a battery and recharging system ECU (e.g., for hybrid or electric vehicles), a geographic location unit (e.g., a Global Positioning System (GPS) device), an emissions sensor or device, alternator sensors or other electrical system sensors, etc).\nTelematics device 210 may communicate with the devices and sensors via an on-board device II (OBD-II) port in the vehicle, a controller area network (CAN) bus of the vehicle, and/or a wireless interface. Additionally, one or more protocols may be used to enable this communication, such as a Society of Automotive Engineers (SAE) protocol, an International Organization for Standardization (IOS) protocol, etc. Telematics device 210 may also communicate, via a wireless interface, with systems and devices that are external to the vehicle (e.g., processing system 260, intelligence system 270, and external system 280).\nTelematics device 210 may communicate with the devices and sensors of the vehicle, and/or systems and devices that are external to the vehicle, in order to collect a variety of information that may relate to determining the health of vehicle battery 230. As will be discussed in greater detail below, examples of such information may include measurements of the voltage or current of vehicle battery 230, an operational status of the vehicle (e.g., whether the vehicle engine is running, whether the vehicle is in an idle mode, whether the vehicle is moving, etc.), ohmic measurements of vehicle battery 230, environmental information (e.g., temperature, humidity, etc.), and more.\nTelematics device 210 may communicate the information to processing system 260 in order for the information to be processed into a data set upon which the health of vehicle battery 230 may be determined by intelligence system 270. In some implementations, some or all of the information may be processed by telematics device 210 instead of processing system 260. In some implementations, telematics device 210 may also receive information from intelligence system 270 regarding the determined health of vehicle battery 230 and may provide the information to a driver of the vehicle (e.g., via a multimedia system installed in the vehicle or user device 240).\nAdditionally, telematics device 210 may receive performance predictions, from processing system 260, regarding vehicle battery 230 and may provide feedback information to intelligence system 260 regarding the performance predictions. Telematics device 210 may collect, store, transmit, and receive information according to one or more communication strategies, which may be based on available bandwidth, system complexity (e.g., how many sensors and devices are involved), requests from processing system 260, requests from intelligence system 270, preselected schedules (that may be different for different types of information, under different conditions, at different times of day, etc.), dynamic or real-time adjustments to a preselected schedule, etc.\n Ohmic testing device 220 may include an electronic device capable of determining the internal resistance or impedance of vehicle battery 230. Ohmic testing device 220 may include an arrangement of circuits that are connected to vehicle battery 230 in one or more ways. For instance, ohmic testing device 220 may be an internal component of vehicle battery 230, may be physically connected to the exterior of vehicle battery 230, or may be positioned at an entirely different location within the vehicle. Ohmic testing device 220 may be built into the vehicle or installed as an after-market component. In some implementations, ohmic testing device 220 may be connected to vehicle battery 230 in such a way as to enable ohmic testing device 220 to be easily detached from vehicle battery 230 and attached to another vehicle battery (e.g., to a replacement battery or to a battery of another vehicle). For example, ohmic testing device 220 may be implemented as a relatively small and portable device that is designed to be directly connected to the terminals of a vehicle battery and that wirelessly communicates measured values using short range wireless technologies. The wireless communication of measured values may transmit to a stationary device outside the vehicle, home, or a cellular phone. Additionally or alternatively, a smartphone, a stationary device, or other device may encapsulate elements 210, 230, 240, 250, 290, 260, 270, and 280 in addition to the ohmic testing device and a short range wireless transmission of data.\n Vehicle battery 230 may include an electrical power source for powering one or more systems of the vehicle. In some implementations, vehicle battery 230 may include a lead-acid battery and/or another type of battery. Vehicle battery 230 may be part of a combustion engine vehicle, a hybrid vehicle, an electric vehicle, boat, watercraft, aircraft, or another type of vehicle.\n User device 230 may include a portable computing and communication device, such as a personal digital assistant (PDA), a smart phone, a cellular phone, a laptop computer with connectivity to a wireless telecommunications network, a tablet computer, etc. In some implementations, user device 230 may belong to a driver of the vehicle. User device 230 may connect, through a radio link, to network 290. In some implementations, user device 230 may provide user information, geographic location information, acceleration/deceleration, barometric measurements, or other types of information to telematics device 210. In some implementations, some or all of the information described above as being collected by telematics device 210 and communicated to processing system 260 may be collected and communicated to processing system 260 by user device 230.\n Processing system 260 may include one or more computation and communication devices that act to receive information from telematics device 210 and process the information into a data set that represents the condition of the vehicle, vehicle battery 230, and the environment in which vehicle battery 230 is operating. Processing the information may include normalizing the information (e.g., subtracting the mean and dividing by the standard deviation), removing statistical outliers, converting sensor signals into specific numerical values or ranges, identifying and removing anomalies (e.g., information indicative of a sensor malfunction), converting information from one type of unit of measurement to another, and making determinations based on a comparison of information and pre-selected thresholds, triggers, or other conditions. In some implementations, processing system 260 may also process the information by identifying or categorizing the information. For instance, processing system 260 may categorize information as the make and model of vehicle battery 230, identify information as ohmic testing data, weather information (e.g., humidity, temperature, etc.), vehicle operational status information, geographical location information, and more. In some implementations, some or all of the information may actually be processed by another device, such as telematics device 210, user device 230, or intelligence system 270.\n Intelligence system 270 may include one or more computation and communication devices that act to receive data sets corresponding to vehicle battery 230, determine the current health of vehicle battery 230 (e.g., the remaining battery charge life, the length of time the battery will last, the number of charge cycles the battery will last, or the likelihood that the battery will fail in the near future), and predict the future performance of vehicle battery 230 (e.g., future voltage measurements, resistance measurements, etc.). In some implementations, intelligence system 270 may communicate the health of vehicle battery 230 to a driver of the vehicle via telematics device 210 or user device 240. Further, the health of the battery may be additionally or alternatively communicated to other relevant parties, for example, the owner or operator of a vehicle fleet, a vehicle owner, an automotive dealership, or battery manufacturer. In some implementations, intelligence system 270 may implement self-learning techniques that enable the intelligence system to improve upon previous methodologies used to determine the health of vehicle battery 230 (e.g., by comparing previous predictions with subsequent results and altering prediction methodologies accordingly). Examples of such self-learning techniques may include Artificial Neural Network (ANN), Gaussian Processes Models, Support Vector Machines, Naïve Bayes Classifiers, K-Nearest Neighbor algorithms, Kernel methods, K-Means Clustering, Autoencoders (or Sparse Coding), and more. Additionally, intelligence system 270 may include historical information corresponding to historical data sets and information relating to the vehicle and/or other vehicles.\n External system 280 may include one or more computation and communication devices that act to provide information to telematics device 210, processing system 260, and/or intelligence system 270. For example, external system 280 may include a server at an automotive service station that stores records of work and repairs done on the vehicle, vehicle battery 230, and/or other sensors & devices 250. As another example, external system 280 may include a geographic tracking system (e.g., a GPS system) for monitoring the geographical location of the vehicle and recording trips made by the vehicle.\nIn yet another example, external system 280 may include a server operated by an organization that tracks and forecasts environmental conditions, such as temperature, humidity, etc. In another example, external system 280 may include a server operated by an organization that handles emergency calls (E-calls), service calls (S-calls), etc., regarding accidents and failures that have occurred to the vehicle. The collected and information stored by external system 280 may be provided to telematics device 210, processing system 260, and/or intelligence system 270 in order to improve the quantity and quality of information made available to accurately determine vehicle battery health.\n Network 290 may include one or more wired and/or wireless networks. For example, network 270 may include a cellular network (e.g., a second generation (2G) network, a third generation (3G) network, a fourth generation (4G) network, a fifth generation (5G) network, a LTE network, a GSM network, a code division multiple access (CDMA) network, an evolution-data optimized (EVDO) network, or the like), a public land mobile network (PLMN), and/or another network. Additionally, or alternatively, network 270 may include a local area network (LAN), a wireless LAN (WLAN), a wide area network (WAN), a metropolitan network (MAN), the Public Switched Telephone Network (PSTN), an ad hoc network, a managed IP network, a virtual private network (VPN), an intranet, the Internet, a fiber optic-based network, and/or a combination of these or other types of networks.\n FIG. 3 is a circuit diagram of an example implementation of ohmic testing device 220 connected to vehicle battery 230. As shown, ohmic testing device 220 may include differential amplifier U1, differential amplifier U2, capacitor C1, voltage output V1, voltage output V2, and shunt resistor RS. Vehicle battery 230 may be modeled as series resistor R1 and a parallel RC circuit (resistor R2 and capacitor C2). As taking ohmic measurements of batteries involves known technologies and techniques, only a brief description of FIG. 3 is provided herein.\nA voltage (Vapp) may be applied, via capacitor C1, to terminals of vehicle battery 230 in order to induce a current. Shunt resistor RS may be used to measure the current leaving vehicle battery 230. Differential amplifiers U1 and U2 may measure the voltage across vehicle battery 230 and shunt resistor RS, and may be capacitively coupled to block direct current (DC) signals. Voltage outputs V1 and V2 may be measured (e.g., via analog to digital converters (ADC)) as the outputs of ohmic testing device 220.\nThe modeled resistance (corresponding to resistors R1 and R2) and capacitance (corresponding to capacitor C2) of vehicle battery 230 may be estimated from a combination of voltage outputs V1 and V2 and the applied voltage signal (Vapp). The impedance of vehicle battery 230 may be determined based on the vehicle battery resistance by applying Ohm's Law to the estimated resistance and capacitance of vehicle battery 230. In some implementations, the voltage signal (Vapp) may be modified and/or applied at different times and/or at different levels in order to accurately determine the resistance, capacitance, and impedance of vehicle battery 230. Alternatively or additionally, a specific test current may be applied to battery, rather than a test voltage.\n FIG. 4 is a flow chart illustrating an example process 400 for collecting information relative to the health of vehicle battery 230. Process 400 may be implemented by telematics device 210. However, in some implementations, one or more operations of process 400 may be performed by another device, such as user device 240.\nAs shown, process 400 may include collecting ohmic testing information (block 410). For example, telematics device 210 may collect ohmic testing information from ohmic testing device 220. The ohmic testing information may include resistance data, capacitance data, voltage data, or other information relating to the health of vehicle battery 230. In some implementations, the information collected from ohmic testing device 220 may be used by telematics device 210 to calculate the impedance of vehicle battery 230. In some implementations, the impedance of vehicle battery 230 may be calculated by another device. Telematics device 210 may collect the information from ohmic testing device 220 on a per-request basis and/or according to a pre-selected schedule. Additionally, telematics device 210 may associated the ohmic testing information with other information, such as a timestamp and an operating condition of the vehicle (e.g., whether the vehicle is off, idling, or moving).\n Process 400 may include collecting vehicle information (block 420). For instance, telematics device 210 may collect vehicle information from one or more sensors or electronic devices installed in the vehicle. For instance, telematics device 210 may collect diagnostics data (e.g., diagnostic trouble codes (DTCs) indicating problems within the vehicle), engine performance data from an engine controller, automobile information (e.g., a Vehicle Identification Number (VIN), vehicle body type, make, model, etc.), instrument data (e.g., vehicle speed, engine revolutions per minute (RPMs), engine load, etc.), climate information (e.g., temperature, humidity, etc.) in and around vehicle battery 230, and more.\nAdditionally, telemantics device 210 may collect driving style data (e.g., acceleration data, deceleration data, quantity/frequency of stops, starts, or turns, etc.), emissions information, reliability information (e.g., from DTCs, engine data, etc.), and miles per gallon. Additional examples of vehicle information may include time based changes in voltage or current while the vehicle is off, voltage or current readings while the vehicle is on, the total number of vehicle starts for a designated battery, the age of the battery, statistical operation on battery voltage or current readings. The vehicle information collected by telematics device 210 may include timing information (e.g., a timestamp).\n Process 400 may include collecting user device information (block 440). For instance, telematics device 210 may collect barometric pressure information, humidity information, location information, acceleration information, and gyroscopic information. Additionally, telematics device 210 may collect information relating to an identity of the user, which may later be used to, for example, project battery health based on historic driving data (e.g., driving habits) associated with the driver. Wi-Fi or Bluetooth technology may be used to determine that the device is in the vehicle and subsequently may be used to collect information.\n Process 400 may include collecting external information (block 440). For instance, telematics device 210 may collect information from a network that is external to the vehicle, such as a wireless telecommunications network. Examples of such information may include a geographical location of the vehicle, weather information (e.g., temperature, humidity, weather forecasts, etc.), a current travel pattern of the vehicle, historical travel patterns of the vehicle and/or driver of the vehicle, durations of trips taken with vehicle battery 230 in use, current trip millage, etc. Additional examples of external information may include recall information regarding the vehicle or a part of the vehicle (e.g., a recall issued for the type of battery being used by the vehicle), service records regarding the vehicle (e.g., when the vehicle was last serviced, services provided to the vehicle (e.g., a battery alteration or replacement and/or alternator alteration or replacement), etc.).\n Process 400 may include communicating the collected information to processing system 260 (block 450). For instance, telematics device 210 may send the ohmic testing information, the vehicle information, the user device information, and the external information to processing system 260 via a wireless telecommunications network. In some implementations, the collected information may be communicated to processing system 260 according to a pre-selected schedule, in response to a trigger (e.g., the vehicle being turned on, the vehicle transitioning operational states, in response to a measured threshold (e.g., a threshold voltage level)), upon request (e.g., from processing system 260 or intelligence system 270), etc.\n Process 400 may include receiving battery health information from intelligence system 270 (block 460). For instance, telematics device 210 may receive information, from intelligence system 270, that indicates the remaining battery life of vehicle battery 230. In some implementations, the battery health information may be provided to a driver of the vehicle via a media console within the vehicle or user device 240. In some implementations, the battery health information may also include predicted performance levels of vehicle battery 230, such as predicted voltage measurements, usage information (e.g., how often vehicle battery 230 will be in use or how long the battery will be in use for a particular driving session), etc.\n Process 400 may include providing feedback regarding the vehicle battery health information (block 470). For example, based on the vehicle battery health information received from intelligence system 270, telematics device 210 may monitor vehicle battery 230 (and/or other portions of the vehicle pertaining to the vehicle battery health information) to determine whether the predictions included in the vehicle battery health information are accurate. In response to this determination, telematics device 210 may communicate feedback information to intelligence system 270 in order to inform intelligence system 270 about the accuracy of the vehicle battery health information received from intelligence system 270. As discussed below in more detail, intelligence system 270 may use the feedback information to enhance evaluative and analytical processes used to generate the vehicle battery health information.\n FIG. 5 is a flow chart illustrating an example process 500 for creating a data set for determining the health of vehicle battery 230. Process 500 may be implemented by processing system 260. However, in some implementations, one or more operations of process 500 may be performed by another device, such as telematics device 210.\n Process 500 may include receiving collected information (block 510). For instance, processing system 260 may receive ohmic testing information, vehicle information, user device information, and external information from telematics device 210. In some implementations, some or all of the collected information may be received by processing system 260 according to a pre-selected schedule, in response to a trigger (e.g., the vehicle being turned on, the vehicle transitioning operational states, in response to a measured threshold (e.g., a threshold voltage level), and/or upon request (e.g., a request from processing system 260 to telematics device 210)). Processing system 260 may receive the collected information from telematics device 210 via a wireless telecommunications network.\n Process 500 may include processing the collected information into a data set for determining vehicle battery health (block 520). For instance, processing system 260 may normalize the collected information, remove statistical outliers, convert sensor signals into specific numerical values, detect anomalies (e.g., information indicative with a sensor malfunction), convert information from one data type to another data type, and make determinations based on a comparison of the collected information and pre-selected thresholds, triggers, or other conditions. Processing system 260 may also process the collected information by identifying or categorizing the collected information. For instance, processing system 260 may categorize collected information as the make and model of vehicle battery 230, identify collected information as ohmic testing data, weather information, vehicle operational status information, geographical location information, etc. In some implementations, processing system 260 may pair certain types of the collected information to other types of collected information. Additionally or alternatively, the processing system 260 may categorize collected information based on the make, model, and/or year of the vehicle. Specifically, if no battery information in available, then relative battery information can be determined from the make, model, and/or year of the vehicle (often determined form the vehicle identification number (VIN)).\n FIG. 6 is a flow chart illustrating an example process 600 for processing collected information by pairing certain types of information with other types of information. In some implementations, process 600 may be performed by processing system 260. However, in other implementations, process 600 may be performed by another device, such as telematics device 210 or intelligence system 270.\nAs shown, process 600 may include checking if the vehicle is running (bock 605). For instance, processing system 260 may determine whether a vehicle is running based on collected information (e.g., RPMs) received from telematics device 210. When the vehicle is not running (block 610, No), process 300 may include taking an ohmic measurement of vehicle battery 230 (block 615). For instance, processing system 260 may send a request to telematics device 210 for ohmic measurements of vehicle battery 230, and telematics device 210 may respond by providing ohmic measurement information to processing system 260.\nIn some implementations, processing system 260 may already have current ohmic measurement information of battery device 210 based on collected information already received from telematics device 210. Process 600 may include storing the ohmic measurement as an engine-off ohmic value along with a timestamp (block 620). For example, when the vehicle is not running, processing system 260 may combine the ohmic measurement information with vehicle operational status information (e.g., “engine off”) and a timestamp in order to, for example, create an accurate picture of the time and context in which the ohmic measurement information was taken.\nWhen the vehicle is running (block 610, Yes), process 600 may include determining whether the vehicle is idling (block 625). For instance, processing system 260 may determine that the vehicle is idling based on the collected information from telematics device 210. When the vehicle is idli | Techniques described herein may be used to provide a driver of a vehicle with an accurate assessment of the remaining life of the vehicle battery. An on-board device may collect information from one or more sensors or devices within the vehicle. The information may be processed to generate a data set that accurately describes the current status and operating conditions of the battery. The data set may be used to evaluate the health of the battery and make predictions regarding the future performance of the battery, which may be communicated to the driver of the vehicle. Machine-learning techniques may be implemented to improve upon methodologies to evaluate the health of the battery and make predictions regarding battery performance. | US:14/727,238 | https://patentimages.storage.googleapis.com/d8/e6/cd/3e8c83bea5aba8/US10197631.pdf | US:10197631 | James Ronald Barfield, JR., Stephen Christopher Welch, Thomas Steven Taylor | Verizon Patent and Licensing Inc | US:4912416, US:5572136, US:5585728, US:5757192, US:6534992, US:8296035, US:20100026306:A1, US:20110043355:A1, US:20110224928:A1, US:20110264318:A1, US:20120029764:A1, US:20120089442:A1, US:20140019001:A1, US:20150039391:A1, US:20130262067:A1, US:20150213555:A1, US:20150326037:A1, US:20160041231:A1 | Not available | 2019-02-05 | 1. A method performed by one or more computing devices, comprising:\nreceiving, by the one or more computing devices, information corresponding to internal resistances of a battery of a vehicle;\nreceiving, by the one or more computing devices, information corresponding to at least one other operating condition, in addition to the internal resistances, corresponding to the vehicle;\nreceiving, by the one or more computing devices, information corresponding to an identity of a driver of the vehicle, the information originating from a mobile user device associated with the driver;\ndetermining, by the one or more computing devices and based on the identity, driving habits that are based on historic driving data associated with the driver;\nreceiving, by the one or more computing devices, a machine learning model that was trained, over time, based on internal resistances of a plurality of vehicles, other operating conditions of the plurality of vehicles, and driving habits of a plurality of drivers associated with the plurality of vehicles;\nevaluating, by the one or more computing devices, the machine learning model based on the internal resistances of the battery of the vehicle, the at least one other operating condition, and the driving habits of the driver to produce a prediction regarding the remaining battery life;\npresenting, by the one or more computing devices and via a display device associated with the vehicle, the prediction regarding the remaining battery life; and\nrefining, by the one or more computing devices, the machine learning model based on the internal resistances of the battery of the vehicle, the operating condition corresponding to the vehicle, and the driving habits of the driver of the vehicle, wherein the refined machine learning model is subsequently used in a prediction of remaining battery life of a battery of another vehicle.\n, receiving, by the one or more computing devices, information corresponding to internal resistances of a battery of a vehicle;, receiving, by the one or more computing devices, information corresponding to at least one other operating condition, in addition to the internal resistances, corresponding to the vehicle;, receiving, by the one or more computing devices, information corresponding to an identity of a driver of the vehicle, the information originating from a mobile user device associated with the driver;, determining, by the one or more computing devices and based on the identity, driving habits that are based on historic driving data associated with the driver;, receiving, by the one or more computing devices, a machine learning model that was trained, over time, based on internal resistances of a plurality of vehicles, other operating conditions of the plurality of vehicles, and driving habits of a plurality of drivers associated with the plurality of vehicles;, evaluating, by the one or more computing devices, the machine learning model based on the internal resistances of the battery of the vehicle, the at least one other operating condition, and the driving habits of the driver to produce a prediction regarding the remaining battery life;, presenting, by the one or more computing devices and via a display device associated with the vehicle, the prediction regarding the remaining battery life; and, refining, by the one or more computing devices, the machine learning model based on the internal resistances of the battery of the vehicle, the operating condition corresponding to the vehicle, and the driving habits of the driver of the vehicle, wherein the refined machine learning model is subsequently used in a prediction of remaining battery life of a battery of another vehicle., 2. The method of claim 1, wherein the other operating condition includes at least one of:\na humidity measurement,\na temperature measurement,\na range of humidity levels over a period of time,\na range of temperatures over a period of time,\nvoltage readings with the vehicle off versus on,\na coolant temperature minimum,\na coolant temperature maximum,\na coolant temperature average,\na barometric pressure surrounding the battery.\n, a humidity measurement,, a temperature measurement,, a range of humidity levels over a period of time,, a range of temperatures over a period of time,, voltage readings with the vehicle off versus on,, a coolant temperature minimum,, a coolant temperature maximum,, a coolant temperature average,, a barometric pressure surrounding the battery., 3. The method of claim 1, wherein the one or more computing devices include a telematics device installed in the vehicle., 4. The method of claim 1, wherein the internal resistances of the battery are derived from an ohmic testing device electrically coupled to the battery., 5. The method of claim 1, wherein evaluating the prediction regarding the remaining battery life comprises:\naccessing historical operating conditions of the battery; and\npredicting the remaining battery life of the battery based on the internal resistances of the battery, the at least one other operating condition, the driving habits of the driver, and the historical operating conditions of the battery.\n, accessing historical operating conditions of the battery; and, predicting the remaining battery life of the battery based on the internal resistances of the battery, the at least one other operating condition, the driving habits of the driver, and the historical operating conditions of the battery., 6. The method of claim 1, further comprising:\nreceiving feedback regarding the accuracy of the prediction;\nfurther refining the machine learning model based on the feedback.\n, receiving feedback regarding the accuracy of the prediction;, further refining the machine learning model based on the feedback., 7. The method of claim 1, further comprising:\ndetermining, based on another model, at least one other prediction regarding a future performance of the battery;\nproviding, to a server device, feedback regarding the accuracy of the at least one other prediction; and\nreceiving an updated version of the other model in response to providing the feedback to the server device.\n, determining, based on another model, at least one other prediction regarding a future performance of the battery;, providing, to a server device, feedback regarding the accuracy of the at least one other prediction; and, receiving an updated version of the other model in response to providing the feedback to the server device., 8. One or more computing devices comprising:\na non-transitory memory device storing a plurality of processor-executable instructions; and\na processor configured to execute the processor-executable instructions, wherein executing the processor-executable instructions causes the processor to:\nreceive information corresponding to internal resistances of a battery of a vehicle;\nreceive information corresponding to at least one other operating condition, in addition to the internal resistances, corresponding to the vehicle;\nreceive information corresponding to an identity of a driver of the vehicle, the information originating from a mobile user device associated with the driver;\ndetermine driving habits that are based on historic driving data associated with the driver;\nreceive a machine learning model that was trained, over time, on internal resistances of a plurality of vehicles, other operating conditions of the plurality of vehicles, and driving habits of a plurality of drivers associated with the plurality of vehicles;\nevaluate the model based on the internal resistances of the battery of the vehicle and the at least one other operating condition, and the driving habits of the driver to produce a prediction regarding the remaining battery life;\ncommunicate the prediction, regarding the remaining battery life, to a component of the vehicle; and\nrefine the machine learning model based on the internal resistances of the battery of the vehicle, the operating condition corresponding to the vehicle, and the driving habits of the driver of the vehicle, wherein the refined machine learning model is subsequently used in a prediction of remaining battery life of a battery of another vehicle.\n\n, a non-transitory memory device storing a plurality of processor-executable instructions; and, a processor configured to execute the processor-executable instructions, wherein executing the processor-executable instructions causes the processor to:\nreceive information corresponding to internal resistances of a battery of a vehicle;\nreceive information corresponding to at least one other operating condition, in addition to the internal resistances, corresponding to the vehicle;\nreceive information corresponding to an identity of a driver of the vehicle, the information originating from a mobile user device associated with the driver;\ndetermine driving habits that are based on historic driving data associated with the driver;\nreceive a machine learning model that was trained, over time, on internal resistances of a plurality of vehicles, other operating conditions of the plurality of vehicles, and driving habits of a plurality of drivers associated with the plurality of vehicles;\nevaluate the model based on the internal resistances of the battery of the vehicle and the at least one other operating condition, and the driving habits of the driver to produce a prediction regarding the remaining battery life;\ncommunicate the prediction, regarding the remaining battery life, to a component of the vehicle; and\nrefine the machine learning model based on the internal resistances of the battery of the vehicle, the operating condition corresponding to the vehicle, and the driving habits of the driver of the vehicle, wherein the refined machine learning model is subsequently used in a prediction of remaining battery life of a battery of another vehicle.\n, receive information corresponding to internal resistances of a battery of a vehicle;, receive information corresponding to at least one other operating condition, in addition to the internal resistances, corresponding to the vehicle;, receive information corresponding to an identity of a driver of the vehicle, the information originating from a mobile user device associated with the driver;, determine driving habits that are based on historic driving data associated with the driver;, receive a machine learning model that was trained, over time, on internal resistances of a plurality of vehicles, other operating conditions of the plurality of vehicles, and driving habits of a plurality of drivers associated with the plurality of vehicles;, evaluate the model based on the internal resistances of the battery of the vehicle and the at least one other operating condition, and the driving habits of the driver to produce a prediction regarding the remaining battery life;, communicate the prediction, regarding the remaining battery life, to a component of the vehicle; and, refine the machine learning model based on the internal resistances of the battery of the vehicle, the operating condition corresponding to the vehicle, and the driving habits of the driver of the vehicle, wherein the refined machine learning model is subsequently used in a prediction of remaining battery life of a battery of another vehicle., 9. The one or more devices of claim 8, wherein the other operating condition includes at least one of:\nmeasurements of the internal resistance measurements that are made when the engine of the vehicle is off;\nmeasurements of the internal resistance measurements that are made when the engine of the vehicle is idle, and\nmeasurements of the internal resistance measurements that are made when the engine of the vehicle is moving.\n, measurements of the internal resistance measurements that are made when the engine of the vehicle is off;, measurements of the internal resistance measurements that are made when the engine of the vehicle is idle, and, measurements of the internal resistance measurements that are made when the engine of the vehicle is moving., 10. The one or more devices of claim 8, wherein the one or more computing devices include a telematics device installed in the vehicle., 11. The one or more devices of claim 8, wherein the internal resistances of the battery are derived from an ohmic testing device that is built into the battery., 12. The one or more devices of claim 8, wherein, to evaluate the prediction regarding the remaining battery life, the circuitry is to:\naccess historical operating conditions of the battery; and\npredict the remaining battery life of the battery based on the internal resistances of the battery, the at least one other operating condition, and the historical operating conditions of the battery.\n, access historical operating conditions of the battery; and, predict the remaining battery life of the battery based on the internal resistances of the battery, the at least one other operating condition, and the historical operating conditions of the battery., 13. The one or more devices of claim 8, wherein the circuitry is further to:\nreceive feedback regarding the accuracy of the prediction;\nfurther refine the machine learning model based on the feedback.\n, receive feedback regarding the accuracy of the prediction;, further refine the machine learning model based on the feedback., 14. The one or more devices of claim 8, wherein the circuitry is further to:\ndetermine, based on another model, at least one other prediction regarding a future performance of the battery;\nprovide, to a server device, feedback regarding the accuracy of the at least one other prediction; and\nreceive an updated version of the other model in response to providing the feedback to the server device.\n, determine, based on another model, at least one other prediction regarding a future performance of the battery;, provide, to a server device, feedback regarding the accuracy of the at least one other prediction; and, receive an updated version of the other model in response to providing the feedback to the server device., 15. One or more computing devices, comprising:\na non-transitory memory device storing a plurality of processor-executable instructions; and\na processor configured to execute the processor-executable instructions, wherein executing the processor-executable instructions causes the processor to:\nreceive measurements of internal resistances of batteries installed at a plurality of vehicles;\nreceive measurements of other operating conditions, in addition to the internal resistances, relating to the plurality of vehicles;\nreceive information corresponding to identities of a plurality of drivers for the plurality of vehicles, vehicle the information originating from mobile user devices of the drivers;\ndetermining driving habits based on historic driving data associated with the drivers;\ntrain models over time, using machine learning techniques and based on the measurements of the internal resistances of batteries installed at the plurality of vehicles, the measurements of the other operating conditions, and the driving habits of the plurality of drivers, to predict battery failure in the plurality of vehicles,\nwherein training the models over time includes modifying the models over time based on:\nthe measurements of internal resistances of batteries installed at a plurality of vehicle,\nthe other operating conditions relating to the plurality of vehicles, and\nthe driving habits of the plurality of drivers; and\n\n\ntransmit at least one trained model, of the trained models, to the plurality of vehicles, for prediction of battery failure at the plurality of vehicles.\n\n, a non-transitory memory device storing a plurality of processor-executable instructions; and, a processor configured to execute the processor-executable instructions, wherein executing the processor-executable instructions causes the processor to:\nreceive measurements of internal resistances of batteries installed at a plurality of vehicles;\nreceive measurements of other operating conditions, in addition to the internal resistances, relating to the plurality of vehicles;\nreceive information corresponding to identities of a plurality of drivers for the plurality of vehicles, vehicle the information originating from mobile user devices of the drivers;\ndetermining driving habits based on historic driving data associated with the drivers;\ntrain models over time, using machine learning techniques and based on the measurements of the internal resistances of batteries installed at the plurality of vehicles, the measurements of the other operating conditions, and the driving habits of the plurality of drivers, to predict battery failure in the plurality of vehicles,\nwherein training the models over time includes modifying the models over time based on:\nthe measurements of internal resistances of batteries installed at a plurality of vehicle,\nthe other operating conditions relating to the plurality of vehicles, and\nthe driving habits of the plurality of drivers; and\n\n\ntransmit at least one trained model, of the trained models, to the plurality of vehicles, for prediction of battery failure at the plurality of vehicles.\n, receive measurements of internal resistances of batteries installed at a plurality of vehicles;, receive measurements of other operating conditions, in addition to the internal resistances, relating to the plurality of vehicles;, receive information corresponding to identities of a plurality of drivers for the plurality of vehicles, vehicle the information originating from mobile user devices of the drivers;, determining driving habits based on historic driving data associated with the drivers;, train models over time, using machine learning techniques and based on the measurements of the internal resistances of batteries installed at the plurality of vehicles, the measurements of the other operating conditions, and the driving habits of the plurality of drivers, to predict battery failure in the plurality of vehicles,\nwherein training the models over time includes modifying the models over time based on:\nthe measurements of internal resistances of batteries installed at a plurality of vehicle,\nthe other operating conditions relating to the plurality of vehicles, and\nthe driving habits of the plurality of drivers; and\n\n, wherein training the models over time includes modifying the models over time based on:\nthe measurements of internal resistances of batteries installed at a plurality of vehicle,\nthe other operating conditions relating to the plurality of vehicles, and\nthe driving habits of the plurality of drivers; and\n, the measurements of internal resistances of batteries installed at a plurality of vehicle,, the other operating conditions relating to the plurality of vehicles, and, the driving habits of the plurality of drivers; and, transmit at least one trained model, of the trained models, to the plurality of vehicles, for prediction of battery failure at the plurality of vehicles., 16. The one or more computing device of claim 15, wherein the information defining one or more of the other operating conditions includes at least one of:\na make and a model of the battery,\na battery type,\ncold cranking amps (CCAs) corresponding to the battery,\nconductance measurements paired with other battery or automotive data,\na total number of trips associated with the battery,\na humidity measurement,\na temperature measurement,\na range of humidity levels over a period of time,\na range of temperatures over a period of time,\nvoltage readings with the vehicle off versus on,\na total number of vehicle starts corresponding to the battery,\nneeded amperage for the make and the model of the battery,\ncold resets corresponding to the battery,\na minimum trip mileage,\na maximum trip mileage,\nan average trip mileage,\na float voltage minimum,\na float voltage maximum,\na float voltage average,\na coolant temperature minimum,\na coolant temperature maximum,\na coolant temperature average,\na ride time corresponding to one or more trips,\na geographical location of the vehicle,\nan engine load of the vehicle,\nrevolutions per minute corresponding to the vehicle,\na speed of the vehicle,\na temperature of the vehicle at a start of the trip,\nvariation of voltage over time,\na driving style associated with the vehicle or the driver of the vehicle,\ndifferences between periodic voltage readings,\ndifferences between periodic conductance readings or statistical derivations of measurement corresponding to a sensor of device of the vehicle,\na barometric pressure surrounding the battery,\nan acceleration of the vehicle,\na duration between an installation date of the battery and a current date,\na manufacture date of the battery,\nmeasurements of the internal resistance measurements that are made when the engine of the vehicle is off,\nmeasurements of the internal resistance measurements that are made when the engine of the vehicle is idle,\nmeasurements of the internal resistance measurements that are made when the engine of the vehicle is moving,\nrecords of service corresponding to the battery, or\nrecords of services corresponding to the vehicle.\n, a make and a model of the battery,, a battery type,, cold cranking amps (CCAs) corresponding to the battery,, conductance measurements paired with other battery or automotive data,, a total number of trips associated with the battery,, a humidity measurement,, a temperature measurement,, a range of humidity levels over a period of time,, a range of temperatures over a period of time,, voltage readings with the vehicle off versus on,, a total number of vehicle starts corresponding to the battery,, needed amperage for the make and the model of the battery,, cold resets corresponding to the battery,, a minimum trip mileage,, a maximum trip mileage,, an average trip mileage,, a float voltage minimum,, a float voltage maximum,, a float voltage average,, a coolant temperature minimum,, a coolant temperature maximum,, a coolant temperature average,, a ride time corresponding to one or more trips,, a geographical location of the vehicle,, an engine load of the vehicle,, revolutions per minute corresponding to the vehicle,, a speed of the vehicle,, a temperature of the vehicle at a start of the trip,, variation of voltage over time,, a driving style associated with the vehicle or the driver of the vehicle,, differences between periodic voltage readings,, differences between periodic conductance readings or statistical derivations of measurement corresponding to a sensor of device of the vehicle,, a barometric pressure surrounding the battery,, an acceleration of the vehicle,, a duration between an installation date of the battery and a current date,, a manufacture date of the battery,, measurements of the internal resistance measurements that are made when the engine of the vehicle is off,, measurements of the internal resistance measurements that are made when the engine of the vehicle is idle,, measurements of the internal resistance measurements that are made when the engine of the vehicle is moving,, records of service corresponding to the battery, or, records of services corresponding to the vehicle., 17. The one or more computing device of claim 15, wherein:\nthe one or more computing devices comprises at least one server device, and\nthe information corresponding to the internal resistances of the batteries and the one or more other operating conditions are received, by the at least one server device and via a wireless telecommunications network, from the plurality of vehicles.\n, the one or more computing devices comprises at least one server device, and, the information corresponding to the internal resistances of the batteries and the one or more other operating conditions are received, by the at least one server device and via a wireless telecommunications network, from the plurality of vehicles., 18. The one or more computing device of claim 15, wherein the internal resistances of the batteries are derived from ohmic testing devices electrically coupled to the batteries., 19. The one or more computing device of claim 18, wherein:\nthe information corresponding to the internal resistances of the batteries and the one or more other operating conditions are received, via a wireless telecommunications network, from telematics device installed in the plurality of vehicles.\n, the information corresponding to the internal resistances of the batteries and the one or more other operating conditions are received, via a wireless telecommunications network, from telematics device installed in the plurality of vehicles., 20. The one or more computing device of claim 15, wherein executing the processor-executable instructions causes the processor to:\nreceive feedback regarding a particular prediction of battery failure of a particular vehicle;\ndetermine a level of accuracy regarding the particular prediction based on the feedback;\nfurther update the trained model used to predict the battery failure based on the level of accuracy regarding the prediction; and\ntransmit the updated trained model, to the plurality of vehicles, for prediction of battery failures at the plurality of vehicles.\n, receive feedback regarding a particular prediction of battery failure of a particular vehicle;, determine a level of accuracy regarding the particular prediction based on the feedback;, further update the trained model used to predict the battery failure based on the level of accuracy regarding the prediction; and, transmit the updated trained model, to the plurality of vehicles, for prediction of battery failures at the plurality of vehicles. | US | United States | Active | G | True |
| 159 | Method predictive battery power limit estimation systems and methods \n | US11738663B2 | This application claims priority to and is a continuation of U.S. Nonprovisional Application Ser. No. 16/346,042, filed Apr. 29, 2019, entitled BATTERY TERMINALS FOR A LITHIUM ION BATTERY MODULE, now U.S. Pat. No. 11,208,004, which claims priority to and is a U.S. National Stage Application under 35 U.S.C. § 371 of International Application No. PCT/US17/59380, entitled “MODEL PREDICTIVE BATTERY POWER LIMIT ESTIMATION SYSTEMS AND METHODS,” filed Oct. 31, 2017, which claims priority to and the benefit of U.S. Provisional Application No. 62/415,280, entitled “INTEGRATING FEEDBACK CONTROL ALGORITHMS WITH A LITHIUM-ION BATTERY MODEL FOR REAL TIME POWER LIMIT ESTIMATION,” filed Oct. 31, 2016, which are each incorporated herein by reference in their entireties for all purposes.\nThe present disclosure generally relates to battery systems and, more specifically, to battery control systems utilized in battery systems.\nThis section is intended to introduce the reader to various aspects of art that may be related to various aspects of the present techniques, which are described and/or claimed below. This discussion is believed to be helpful in providing the reader with background information to facilitate a better understanding of the various aspects of the present disclosure. Accordingly, it should be understood that these statements are to be read in this light, and not as admissions of prior art.\nElectrical systems often include a battery system to capture (e.g., store) generated electrical energy and/or to supply electrical power. In fact, battery systems may be included in electrical systems utilized for various applications. For example, a stationary power system may include a battery system that receives electrical power output by an electrical generator and stores the electrical power as electrical energy. In this manner, the battery system may supply electrical power to electrical loads using the stored electrical energy.\nAdditionally, an electrical system in an automotive vehicle may include a battery system that supplies electrical power, for example, to provide and/or supplement the motive force (e.g., power) of the automotive vehicle. For the purpose of the present disclosure, such automotive vehicles are referred to as xEV and may include any one, any variation, and/or any combination of the following type of automotive vehicles. For example, electric vehicles (EVs) may utilize a battery-powered electric propulsion system (e.g., one or more electric motors) as the primary source of vehicular motive force. As such, a battery system in an electric vehicle may be implemented to supply electrical power to the battery-powered electric propulsion system. Additionally, hybrid electric vehicles (HEVs) may utilize a combination of a battery-powered electric propulsion system and an internal combustion engine propulsion system to produce vehicular motive force. As such, a battery system may be implemented to facilitate directly providing at least a portion of the vehicular motive force by supplying electrical power to the battery-powered electric propulsion system.\nMicro-hybrid electric vehicles (mHEVs) may use an internal combustion engine propulsion system as the primary source of vehicular motive force, but may utilize the battery system to implement “Stop-Start” techniques. In particular, a mHEV may disable its internal combustion engine while idling and crank (e.g., restart) the internal combustion engine when propulsion is subsequently desired. To facilitate implementing such techniques, the battery system may continue supplying electrical power while the internal combustion engine is disabled and supply electrical power to crank the internal combustion engine. In this manner, the battery system may indirectly supplement providing the vehicular motive force.\nTo facilitate controlling its operation, a battery system often includes a battery control system, for example, that determines a battery state, such as state-of-function (SoF), state-of-health (SoH), and/or state-of-charge (SoC). In some instances, charging and/or discharging of a battery (e.g., battery module, battery pack, or battery cell) may be controlled based at least in part on a corresponding battery state determined by the battery control system. For example, magnitude of current and/or voltage supplied to charge the battery may be controlled based at least in part on a charging power limit indicated by its corresponding state-of-function. Thus, at least in some instances, accuracy of a battery state determination by a battery control system may affect operational stability and/or operational efficiency of its corresponding battery system.\nA summary of certain embodiments disclosed herein is set forth below. It should be understood that these aspects are presented merely to provide the reader with a brief summary of these certain embodiments and that these aspects are not intended to limit the scope of this disclosure. Indeed, this disclosure may encompass a variety of aspects that may not be set forth below.\nIn one embodiment, an automotive electrical system includes a battery system that includes a battery configured to be electrically coupled to one or more electrical devices in the automotive electrical system, one or more sensors electrically coupled to the terminals of the battery, and a battery control system communicatively coupled to the one or more sensors measuring terminal voltage of the battery. The battery control system is programmed to determine a predicted internal resistance of the battery, where the predicted internal resistance based on projected operational conditions (state-of-charge, temperature, power usage, etc.). The battery control system also determines a charging power limit used to control supply of electrical power to the battery based on the predicted internal resistance when the measured terminal voltage of the battery is not greater than a lower voltage threshold. When the measured terminal voltage of the battery is greater than the lower voltage threshold, the battery control system determines a real-time internal resistance of the battery based on the measured terminal voltage of the battery and a battery model that describes a relationship between measured battery parameters and internal resistance of the battery, and determines the charging power limit based on the real-time internal resistance to facilitate improving operational reliability of the battery.\nIn a second embodiment, a method for controlling charging of a battery cell in an automotive vehicle includes determining, using a control system, measured terminal voltage of the battery cell based on sensor data, a predicted internal resistance of the battery cell, and a charging power limit. The predicted internal resistance based on projected operational conditions (state-of-charge, temperature, power usage, etc.). When the measured terminal voltage of the battery cell is not greater than a lower voltage threshold, the charging power limit is based on the predicted internal resistance of the battery cell. When the measured terminal voltage of the battery cell is greater than the lower voltage threshold, the charging power limit is based on a real-time internal resistance of the battery cell, where the real-time internal resistance of the battery cell is determined based on a battery model that relates measured operational parameters to model parameters comprising internal resistance. The control system instructs an electrical power source to adjust charging power supplied to the battery cell based on the charging power limit when a target charging power is greater than the charging power limit.\nIn a third embodiment, a tangible, non-transitory, computer-readable medium stores instructions executable by one or more processors of an automotive control system. The instructions include determining, using the one or more processors, measured terminal voltage of an automotive battery module based on sensor data, a predicted internal resistance of the automotive battery module expected to occur over a prediction horizon, a charging current limit, and instruct the automotive battery to supply electrical power to an electrical device in an automotive vehicle based on the discharging current limit. The discharging charging current limit is based on the predicted internal resistance of the automotive battery module when the measured terminal voltage of the automotive battery module is not greater than a lower voltage threshold. When the measured terminal voltage of the automotive battery module is greater than the lower voltage threshold, the discharging limit is based on a real-time internal resistance of the automotive battery module. The real-time internal resistance of the automotive battery module is determined by a battery model that relates measured battery parameters to model parameters comprising internal resistance.\nVarious aspects of the present disclosure may be better understood upon reading the following detailed description and upon reference to the drawings, in which:\n FIG. 1 is a perspective view of an automotive vehicle including a battery system, in accordance with an embodiment;\n FIG. 2 is a block diagram of the battery system of FIG. 1 , in accordance with an embodiment;\n FIG. 3 is a circuit diagram of a battery model used by the battery system of FIG. 1 , in accordance with an embodiment;\n FIG. 4 is a flow diagram of a process for operating the battery system of FIG. 1 , in accordance with an embodiment;\n FIG. 5 is a flow diagram of a process for determining operational parameters of a battery in the battery system of FIG. 1 , in accordance with an embodiment;\n FIG. 6 is a flow diagram of a process for determining state of the battery in the battery system of FIG. 1 , in accordance with an embodiment; and\n FIG. 7 is a flow diagram of a process for controlling charging of the battery in the battery system of FIG. 1 , in accordance with an embodiment.\nOne or more specific embodiments of the present disclosure will be described below. These described embodiments are only examples of the presently disclosed techniques. Additionally, in an effort to provide a concise description of these embodiments, all features of an actual implementation may not be described in the specification. It should be appreciated that in the development of any such actual implementation, as in any engineering or design project, numerous implementation-specific decisions must be made to achieve the developers' specific goals, such as compliance with system-related and business-related constraints, which may vary from one implementation to another. Moreover, it should be appreciated that such a development effort might be complex and time consuming, but may nevertheless be a routine undertaking of design, fabrication, and manufacture for those of ordinary skill having the benefit of this disclosure.\nWhen introducing elements of various embodiments of the present disclosure, the articles “a,” “an,” and “the” are intended to mean that there are one or more of the elements. The terms “comprising,” “including,” and “having” are intended to be inclusive and mean that there may be additional elements other than the listed elements. Additionally, it should be understood that references to “one embodiment” or “an embodiment” of the present disclosure are not intended to be interpreted as excluding the existence of additional embodiments that also incorporate the recited features.\nGenerally, a battery system may be implemented to capture (e.g., store) electrical energy generated by one or more electrical generators and/or to supply electrical power to one or more electrical loads using stored electrical energy. Leveraging these benefits, one or more battery systems are often included in an electrical system. In fact, battery systems may be utilized in electrical systems implemented for a wide-variety of target applications, for example, ranging from stationary power systems to vehicular (e.g., automotive) electrical systems.\nIn any case, to facilitate controlling its operation (e.g., charging and/or discharging), a battery system often includes a battery control system. In some instances, charging and/or discharging of a battery (e.g., battery module, battery pack, or battery cell) in the battery system may be controlled based at least in part on corresponding battery states, for example, by a higher-level (e.g., vehicle) control system in coordination with the battery control system. Thus, to facilitate controlling operation of the battery system, its battery control system may determine battery states by executing control applications based at least in part on operational parameters (e.g., voltage, current, and/or temperature) of the battery.\nFor example, based at least in part on current flow through the battery, the battery control system may execute a state-of-charge (SoC) application to determine (e.g., predict or estimate) open-circuit voltage (OCV) of the battery. Additionally or alternatively, based at least in part on current and/or voltage of a battery, the battery control system may execute a state-of-health (SoH) application to determine internal resistance of the battery. Additionally or alternatively, based at least in part on temperature and/or internal resistance of a battery, the battery control system may execute a state-of-function (SoF) application to determine a power (e.g., voltage and/or current) limit for charging and/or discharging the battery.\nBased at least in part on battery state, in some instances, a battery control system may directly control operation of a corresponding battery system by outputting control commands (e.g., signals) that instruct the battery system to perform one or more control actions. For example, the battery control system may output a control command that instructs a switching device electrically coupled between a battery in the battery system and an electrical generator (e.g., alternator) to switch from a closed (e.g., electrically connected) position to an open (e.g., electrically disconnected) position when state-of-charge of the battery exceeds a state-of-charge threshold. Additionally or alternatively, a battery control system may facilitate controlling operation of a corresponding battery system by communicating battery state data to a higher-level control system, which is implemented to control operation of one or more devices (e.g., equipment or machines) external from the battery system. For example, based at least in part on data indicative of battery state-of-function, a vehicle control unit may output a control command that instructs an alternator to adjust current and/or voltage of electrical power output to the battery system.\nTo facilitate improving operation of a battery system, in some instances, its battery control system may predict (e.g., estimate) battery states based at least in part on operational parameters determined via a battery (e.g., pack or cell) model, for example, to facilitate selecting between candidate control strategies (e.g., actions). In other words, the battery control system may determine modeled (e.g., predicted) operational parameters of the battery system based at least in part on the battery model. Additionally or alternatively, the battery control system may determine measured (e.g., real-time) operational parameters of the battery system based at least in part on sensor data received from one or more sensors.\nThus, at least in some instances, operation of a battery system may be controlled in different manners in response to different battery states and/or different operational parameters. As such, when operation of a battery system is controlled based on a predicted battery state determined by its battery control system, accuracy of the predicted battery state relative to a corresponding real-time battery state and/or accuracy of a modeled operational parameter relative to a measured operational parameter may affect operational reliability and/or operational efficiency of the battery system. For example, when greater than an actual charge power limit, supplying electrical power to a battery in accordance with a determined charge power limit may decrease subsequent lifespan and, thus, reliability of the battery. Additionally or alternatively, when less than an actual state-of-charge, disconnecting electrical power used to charge a battery based on a determined state-of-charge may decrease amount of captured electrical energy and, thus, operational efficiency of the battery system.\nIn some instances, modeled operational parameters of a battery system may differ from measured operational parameters, for example, due to inaccuracies in the battery model. Thus, a predicted (e.g., modeled) battery state determined based on the modeled operational parameters may also differ from a real-time (e.g., measured) battery state determined based on the measured operational parameters. Moreover, in some instances, the modeled battery state and the measured battery state may differ due to inaccuracies in a corresponding control application. At least in some instances, controlling operation when such discrepancies occur may affect operational reliability and/or operational efficiency of a battery system, for example, by resulting in a battery module being electrically disconnected before being charged up to the state-of-charge threshold, thereby limiting energy storage provided by the battery system and/or ability of the battery system to subsequently crank an internal combustion engine.\nAccordingly, the present disclosure provides techniques to facilitate improving operation of a battery system, for example, by improving accuracy of online (e.g., real-time or near real-time) battery state determination. To facilitate online battery state determination, a battery control system may receive sensor data indicative of operational parameters of a battery (e.g., battery module or battery cell) implemented in the battery system. For example, during operation of the battery system, the battery control system may receive sensor data indicative of temperature of a battery module, current flow through the battery module, terminal voltage of the battery module, and/or voltage across one or more battery cells in the battery module.\nIn some embodiments, lifespan of a battery may be improved by maintaining terminal voltage of the battery below an upper (e.g., maximum) voltage threshold. To reduce likelihood of sensor (e.g., measurement) error resulting in terminal voltage exceeding the upper voltage threshold, in some embodiments, a battery control system may begin de-rating the battery system before terminal voltage of the battery reaches the upper voltage threshold. For example, the battery control system may limit current and, thus, charging power supplied to the battery based at least in part on relationship (e.g., difference) between the terminal voltage and a lower voltage threshold.\nIn some embodiments, a battery control system may determine a power limit for charging and/or discharging a battery based at least in part on internal resistance of the battery. Generally, internal resistance of a battery is dynamic during operation and over the course of its life span. For example, the internal resistance a lithium-ion battery may increase as the battery ages. Additionally, the internal resistance of a lithium-ion battery may be inversely related to its temperature. Furthermore, the internal resistance of a lithium-ion battery may pulse (e.g., spike) during operation, for example, when the lithium ion battery is charged during regenerative braking or discharged during a start-stop operation.\nTo facilitate accounting for the dynamic nature, in some embodiments, a battery control system may predict internal resistance of a battery over a prediction horizon (e.g., period of time) based on projected operational conditions (state-of-charge, temperature, power usage, etc.). Generally, controlling charging and/or discharging of a battery in accordance with a power limit determined based at least in part on its predicted internal resistance may be sufficient to maintain voltage of the battery below the upper voltage threshold. However, in some instances (e.g., corner cases), controlling operation of the battery in this manner may affect operational efficiency of the battery system, for example, due to difference between the predicted internal resistance and actual internal resistance of the battery resulting in battery voltage rapidly oscillating if control algorithm is not properly designed. In fact, when implemented in an automotive vehicle, such battery voltage oscillations may affect drivability, for example, by causing lurches in movement of the automotive vehicle.\nTo facilitate reducing likelihood of producing rapid battery voltage oscillations, in some embodiments, a battery control system may determine a real-time (e.g., instantaneous) internal resistance based at least in part on presently determined (e.g., measured) operational parameters. For example, using a battery model, the battery control system may determine the real-time internal resistance of a battery based at least in part on presently determined current and terminal voltage of the battery. Since determined based on presently determined operational parameters, at least in some instances, the real-time internal resistance may more accurately represent the actual internal battery resistance at a specific point in time, for example, compared to a predicted internal resistance that is averaged over a longer period of time.\nNevertheless, to facilitate improving processing latency, a battery control system may generally determine power limits based on predicted internal resistance, but determine the power limits based on real-time internal resistance when charging and/or discharging based on the predicted internal resistance is expected to result in rapid battery voltage oscillations. In some embodiments, a battery control system may determine likelihood of producing rapid battery voltage oscillations based at least in part on terminal voltage of the battery. For example, when terminal voltage is greater than the lower voltage threshold, the battery control system may determine that controlling charging using a charging power limit determined based on the predicted internal resistance is expected to result in rapid battery voltage oscillations and thus, determine the charging power limit based on the real-time internal resistance.\nBy determining charging and/or discharging power limits in this manner, a battery control system may improve accuracy of its state-of-function determination. In a similar manner, the battery control system may additionally or alternatively improve accuracy of other battery state determinations. As described above, at least in some instances, improving accuracy of battery states determined by a battery control system and used to control operation of a corresponding battery system facilitate improving operational reliability and/or operational efficiency of a battery system and, thus, an electrical system in which the battery system is implemented.\nTo help illustrate, an automotive vehicle 10 with an electrical system, which includes a battery system 12, is shown in FIG. 1 . Discussion with regard to the automotive vehicle 10 is merely intended to help illustrate the techniques of the present disclosure and not to limit scope of the techniques. The automotive vehicle 10 may include the battery system 12 and an automotive electrical system that controls a vehicle console, an electric motor, and/or a generator. In some cases, the battery system 12 may include some or all of the automotive electrical system. For sake of discussion, the battery system 12 is electrically coupled to components in the automotive electrical system discussed. In some embodiments, the automotive vehicle 10 may be an xEV, which utilizes the battery system 12 to provide and/or supplement vehicular motive force, for example, used to accelerate and/or decelerate the automotive vehicle 10. In other embodiments, the automotive vehicle 10 may be a automotive vehicle 10 that produces vehicular motive force, for example, using an internal combustion engine to accelerate and/or frictional breaks to decelerate.\nA more detailed view of an example automotive electrical system including the battery system 12 is shown in FIG. 2 . In the depicted example, the battery system 12 includes a battery control system 14 and one or more battery modules 16. Additionally, the automotive electrical system may include a vehicle console 18 and a heating, ventilating, and air conditioning (HVAC) system 20. In some embodiments, the automotive electrical system may additionally or alternatively include a mechanical energy source 22 (e.g., an electric motor) operating in a motor mode.\nAdditionally, in the depicted automotive vehicle 10, the automotive electrical system may include an electrical source. In the illustrated example, the electrical source in the automotive electrical system is an alternator 24. The alternator 24 may convert mechanical energy generated by the mechanical energy source 22 (e.g., an internal combustion engine and/or rotating wheels) into electrical energy. In some embodiments, the electrical source may additionally or alternatively include the mechanical energy source 22 (e.g., an electric motor) operating in a generator mode.\nAs depicted, the automotive vehicle 10 includes a vehicle control system 26. In some embodiments, the vehicle control system 26 may generally control operation of the automotive vehicle 10 including the electrical system. Thus, in the depicted automotive vehicle 10, the vehicle control system 26 may supervise the battery control system 14, the battery module 16, the HVAC 20, the alternator 24, the vehicle console 18, and/or the mechanical energy source 22, making the vehicle control system 26 similar to a supervisory control system. However, the vehicle control system 26 may additionally control operation of other components other than the components of the electrical system, such as an internal combustion engine propulsion system.\nIn some embodiments, the battery control system 14 may additionally or alternatively control operation of the battery system 12. For example, the battery control system 14 may determine operational parameters of battery modules 16, coordinate operation of multiple battery modules 16, communicate control commands (e.g., signal) instructing the battery system 12 to perform control actions, and/or communicate with the vehicle control system 26.\nTo facilitate controlling operation of the battery system 12, the battery control system 14 may include a processor 28 and memory 30. In some embodiments, the memory 30 may include a tangible, non-transitory, computer readable medium that stores data, such as instructions executable by the processor 28, results (e.g., battery states) determined by the processor 28, and/or information (e.g., operational parameters) to be analyzed/processed by the processor 28. Thus, in such embodiments, the memory 30 may include random access memory (RAM), read only memory (ROM), rewritable non-volatile memory (e.g., flash memory), hard drives, optical discs, and the like. Additionally, the processor 28 may include one or more general purpose processing units, processing circuitry, and/or logic circuitry. For example, the processor 28 may include one or more microprocessors, one or more application-specific integrated circuits (ASICs), and/or one or more field programmable logic arrays (FPGAs).\nAdditionally, to facilitate the storing and supplying of electrical power, the battery system 12 may include one or more battery modules 16. In some embodiments, storage capacity of the battery system 12 may be based at least in part on number of battery modules 16. Additionally, in some embodiments, operational compatibility of the battery system 12 with the automotive electrical system may be based at least in part on configuration of the battery modules 16, for example, in series and/or in parallel to operate in a target voltage domain. According, in some embodiments, implementation (e.g., number and/or configuration) of the battery modules 16 and, thus, the battery system 12 may vary based at least in part on configuration and/or target application of the automotive electrical system.\nAs described above, the number and/or configuration of battery modules 16 of the battery system 12 may vary based at least in part on target application. For example, in the depicted automotive vehicle 10, the battery system 12 includes the battery module 16. In some embodiments, the battery module 16 may include one or more battery cells 32 connected in series and/or parallel with terminals of the battery module 16.\nAdditionally, in some embodiments, the battery system 12 may include multiple battery modules 16 to facilitate improving application flexibility and/or application ease. For example, the battery system 12 may include a first battery module 16 and a second battery module 16, which each includes one or more battery cells 32, connected in series and/or in parallel. It is noted that the battery system 12 may include multiple battery modules 16 to facilitate operational compatibility with multiple voltage domains. For example, the first battery module 16 may operate (e.g., receive and/or supply) using electrical power in a first (e.g., high or 48 volt) voltage domain while the second battery module 16 operates using electrical power in a second (e.g., low or 12 volt) voltage domain.\nIn any case, the battery control system 14 may be communicatively coupled to one or more sensors 34 to facilitate monitoring operation of a battery module 16 or the battery system 12 as a whole. In particular, a sensor 34 may transmit sensor data to the battery control system 14 indicative of real-time (e.g., measured) operational parameters of the battery modules 16. Thus, in some embodiments, the battery control system 14 may be communicatively coupled to one or more voltage sensors 34, one or more temperature sensors 34, and/or a variety of additional or alternative sensors 34. For example, in the depicted embodiment, the battery control system 14 may receive sensor data from the sensor 34 indicative of the voltage (e.g., terminal voltage) of the battery module 16 and/or current flow through the battery module 16.\nIn some embodiments, the battery control system 14 may process the sensor data based on instructions stored in memory 30. For example, the battery control system 14 may store a battery model 42 and a control application 44 as instructions in memory 30. As discussed above, the battery control system 14 may execute the control application 44 to determine the state of a battery (e.g., battery module 16 and/or battery cell 32) in the battery system 12. For example, the battery control system 14 may execute a state-of-function control application 44 to determine a discharge current limit and/or a charge current limit based at least in part on terminal voltage of the battery. Additionally, based at least in part on the battery state, the battery control system 14 may instruct the battery system 12 to perform one or more control actions and/or operate in different manners. For example, the battery control system 14 may instruct a switching device to switch from a closed (e.g., connected) position to an open (e.g., disconnected position) when discharge current flowing through the switching device exceeds a discharge current limit stored in memory 30.\nAdditionally, in some embodiments, the battery control system 14 may use the battery model 42 to predict operation of the battery and/or the battery system 12. In other words, battery models 42 may model behavior of the battery system 12, behavior of one or more battery cells 32, and/or behavior of one or more the battery modules 16. Accordingly, in some embodiments, the memory 30 may store one or more different battery models 42, for example, to model operation at different levels of abstraction and/or to model operation of batteries utilizing different battery chemistries. In any case, to facilitate providing real-time control, a battery model 42 may generally be computationally facile while having a high degree of predictive accuracy.\nGenerally, the battery control system 14 may use the battery model 42 to predict operational parameters of the battery in addition or as an alternative to operational parameters measured by the sensors 34. In particular, the battery control system 14 may input o | Systems and methods for improving operation of an automotive battery system including an automotive electrical system comprising a battery system that uses operational parameters. predicted internal resistance of a battery expected over a prediction horizon, and real-time internal resistance of a battery to increase performance and reliability. The battery system includes a battery electrically coupled to electrical devices in the automotive system, sensors coupled to the battery that determine terminal voltage of battery, and a battery control system communicatively coupled to sensors. The battery control system determines a charging power limit used to control supply of electrical power to the battery when charging the battery, based on predicted internal resistance when measured terminal voltage of the battery is not greater than a lower voltage threshold and based on a real-time internal resistance of the battery when the measured terminal voltage of the battery is greater than the lower voltage threshold. | US:17/524,391 | https://patentimages.storage.googleapis.com/b0/1f/40/ff769a2ffbe8b7/US11738663.pdf | US:11738663 | Zhihong Jin | CPS Technology Holdings LLC | US:20050077867:A1, JP:2006340560:A, US:20090058366:A1, US:20150177331:A1, US:20140183938:A1, US:9056556, US:20150258907:A1, US:20160107526:A1, WO:2018081818:A1, US:20190248252:A1 | 2023-08-29 | 2023-08-29 | 1. An automotive electrical system comprising a battery system, wherein the battery system comprises:\na battery comprising terminals configured to be electrically coupled to a one or more electrical devices in the automotive electrical system;\none or more sensors electrically coupled to the terminals of the battery, wherein the one or more sensors are configured to determine sensor data indicative of measured operational parameters of the battery comprising a measured terminal voltage; and\na battery control system communicatively coupled to the one or more sensors, wherein the battery control system is programmed to:\ndetermine predicted operational parameters of the battery expected to occur during a prediction horizon by projecting the measured operational parameters over the prediction horizon;\ndetermine a predicted internal resistance of the battery expected to occur during the prediction horizon based at least in part on the predicted operational parameters;\ndetermine a charging power limit used to control supply of electrical power to the battery based at least in part on the predicted internal resistance when the measured terminal voltage of the battery is not greater than a lower voltage threshold; and\nwhen the measured terminal voltage of the battery is greater than the lower voltage threshold:\ndetermine a real-time internal resistance of the battery based at least in part the measured terminal voltage of the battery and a battery model that describes relationship between the measured operational parameters and internal resistance of the battery; and\ndetermine the charging power limit based at least in part on the real-time internal resistance to facilitate improving operational reliability of the battery.\n\n\n, a battery comprising terminals configured to be electrically coupled to a one or more electrical devices in the automotive electrical system;, one or more sensors electrically coupled to the terminals of the battery, wherein the one or more sensors are configured to determine sensor data indicative of measured operational parameters of the battery comprising a measured terminal voltage; and, a battery control system communicatively coupled to the one or more sensors, wherein the battery control system is programmed to:\ndetermine predicted operational parameters of the battery expected to occur during a prediction horizon by projecting the measured operational parameters over the prediction horizon;\ndetermine a predicted internal resistance of the battery expected to occur during the prediction horizon based at least in part on the predicted operational parameters;\ndetermine a charging power limit used to control supply of electrical power to the battery based at least in part on the predicted internal resistance when the measured terminal voltage of the battery is not greater than a lower voltage threshold; and\nwhen the measured terminal voltage of the battery is greater than the lower voltage threshold:\ndetermine a real-time internal resistance of the battery based at least in part the measured terminal voltage of the battery and a battery model that describes relationship between the measured operational parameters and internal resistance of the battery; and\ndetermine the charging power limit based at least in part on the real-time internal resistance to facilitate improving operational reliability of the battery.\n\n, determine predicted operational parameters of the battery expected to occur during a prediction horizon by projecting the measured operational parameters over the prediction horizon;, determine a predicted internal resistance of the battery expected to occur during the prediction horizon based at least in part on the predicted operational parameters;, determine a charging power limit used to control supply of electrical power to the battery based at least in part on the predicted internal resistance when the measured terminal voltage of the battery is not greater than a lower voltage threshold; and, when the measured terminal voltage of the battery is greater than the lower voltage threshold:\ndetermine a real-time internal resistance of the battery based at least in part the measured terminal voltage of the battery and a battery model that describes relationship between the measured operational parameters and internal resistance of the battery; and\ndetermine the charging power limit based at least in part on the real-time internal resistance to facilitate improving operational reliability of the battery.\n, determine a real-time internal resistance of the battery based at least in part the measured terminal voltage of the battery and a battery model that describes relationship between the measured operational parameters and internal resistance of the battery; and, determine the charging power limit based at least in part on the real-time internal resistance to facilitate improving operational reliability of the battery., 2. The automotive electrical system of claim 1, comprising:\nan electrical power source electrically coupled to the terminals of the battery; and\na vehicle control system communicatively coupled to the battery control system and the electrical power source, wherein the vehicle control system is programmed to:\nreceive an indication of the charging power limit from the battery control system; and\ninstruct the electrical power source to supply electrical power to the battery in accordance with the charging power limit.\n\n, an electrical power source electrically coupled to the terminals of the battery; and, a vehicle control system communicatively coupled to the battery control system and the electrical power source, wherein the vehicle control system is programmed to:\nreceive an indication of the charging power limit from the battery control system; and\ninstruct the electrical power source to supply electrical power to the battery in accordance with the charging power limit.\n, receive an indication of the charging power limit from the battery control system; and, instruct the electrical power source to supply electrical power to the battery in accordance with the charging power limit., 3. The automotive electrical system of claim 1, wherein the battery control system is programmed to:\ncontrol charging of the battery using the charging power limit determined based at least in part on the predicted internal resistance when the measured terminal voltage of the battery is not greater than the lower voltage threshold; and\ncontrol charging of the using the charging power limit determined based at least in part on the real-time internal resistance when the measured terminal voltage of the battery is greater than the lower voltage threshold.\n, control charging of the battery using the charging power limit determined based at least in part on the predicted internal resistance when the measured terminal voltage of the battery is not greater than the lower voltage threshold; and, control charging of the using the charging power limit determined based at least in part on the real-time internal resistance when the measured terminal voltage of the battery is greater than the lower voltage threshold., 4. The automotive electrical system of claim 1, wherein:\nthe battery model comprises an RC circuit configured to describe the relationship of the internal resistance to the measured terminal voltage of the battery, current flow through the battery, and an open-circuit voltage of the battery; and\nthe internal resistance in the RC circuit comprises:\na first resistor electrically coupled in series between the open-circuit voltage and the measured terminal voltage of the battery; and\na second resistor and a capacitor electrically coupled in parallel between the open-circuit voltage and the measured terminal voltage of the battery.\n\n, the battery model comprises an RC circuit configured to describe the relationship of the internal resistance to the measured terminal voltage of the battery, current flow through the battery, and an open-circuit voltage of the battery; and, the internal resistance in the RC circuit comprises:\na first resistor electrically coupled in series between the open-circuit voltage and the measured terminal voltage of the battery; and\na second resistor and a capacitor electrically coupled in parallel between the open-circuit voltage and the measured terminal voltage of the battery.\n, a first resistor electrically coupled in series between the open-circuit voltage and the measured terminal voltage of the battery; and, a second resistor and a capacitor electrically coupled in parallel between the open-circuit voltage and the measured terminal voltage of the battery., 5. The automotive electrical system of claim 1, wherein:\nthe one or more sensors are configured to determine sensor data indicative of a measured current flow through the battery; and\nto determine the real-time internal resistance, the battery control system is programmed to:\ndetermine open-circuit voltage of the battery; and\ndetermine the real-time internal resistance of the battery based at least in part on difference between the measured terminal voltage of the battery and the open-circuit voltage of the battery divided by the measured current flow through the battery.\n\n, the one or more sensors are configured to determine sensor data indicative of a measured current flow through the battery; and, to determine the real-time internal resistance, the battery control system is programmed to:\ndetermine open-circuit voltage of the battery; and\ndetermine the real-time internal resistance of the battery based at least in part on difference between the measured terminal voltage of the battery and the open-circuit voltage of the battery divided by the measured current flow through the battery.\n, determine open-circuit voltage of the battery; and, determine the real-time internal resistance of the battery based at least in part on difference between the measured terminal voltage of the battery and the open-circuit voltage of the battery divided by the measured current flow through the battery., 6. The automotive electrical system of claim 5, wherein, to determine the open-circuit voltage of the battery, the battery control system is programmed to:\ndetermine an initial state-of-charge of the battery;\ndetermine a current state-of-charge of the battery based at least in part on current flow through the battery between the initial state-of-charge and the current state-of-charge; and\ndetermine the open-circuit voltage of the battery based at least in part on the current state-of-charge of the battery.\n, determine an initial state-of-charge of the battery;, determine a current state-of-charge of the battery based at least in part on current flow through the battery between the initial state-of-charge and the current state-of-charge; and, determine the open-circuit voltage of the battery based at least in part on the current state-of-charge of the battery., 7. The automotive electrical system of claim 5, wherein, to determine the open-circuit voltage of the battery, the battery control system is programmed to:\ninstruct the battery system to electrically disconnect the battery from the one or more electrical devices; and\ndetermine the open-circuit voltage of the battery based at least in part on the measured terminal voltage after the battery is maintained electrically disconnected from the one or more electrical devices a duration greater than a rest duration threshold.\n, instruct the battery system to electrically disconnect the battery from the one or more electrical devices; and, determine the open-circuit voltage of the battery based at least in part on the measured terminal voltage after the battery is maintained electrically disconnected from the one or more electrical devices a duration greater than a rest duration threshold., 8. The automotive electrical system of claim 1, wherein:\nthe one or more sensors are configured to determine sensor data indicative of measured current flow through the battery; and\nthe battery control system is programmed to:\ndetermine a predicted current flow through the battery expected to occur during the prediction horizon by projecting the measured current flow over the prediction horizon;\ndetermine a predicted terminal voltage of the battery expected to occur during the prediction horizon by projecting the measured terminal voltage over the prediction horizon; and\ndetermine the predicted internal resistance expected to occur during the prediction horizon based at least in part on the predicted current flow and the predicted terminal voltage.\n\n, the one or more sensors are configured to determine sensor data indicative of measured current flow through the battery; and, the battery control system is programmed to:\ndetermine a predicted current flow through the battery expected to occur during the prediction horizon by projecting the measured current flow over the prediction horizon;\ndetermine a predicted terminal voltage of the battery expected to occur during the prediction horizon by projecting the measured terminal voltage over the prediction horizon; and\ndetermine the predicted internal resistance expected to occur during the prediction horizon based at least in part on the predicted current flow and the predicted terminal voltage.\n, determine a predicted current flow through the battery expected to occur during the prediction horizon by projecting the measured current flow over the prediction horizon;, determine a predicted terminal voltage of the battery expected to occur during the prediction horizon by projecting the measured terminal voltage over the prediction horizon; and, determine the predicted internal resistance expected to occur during the prediction horizon based at least in part on the predicted current flow and the predicted terminal voltage., 9. The automotive electrical system of claim 1, comprising a temperature sensor configured to determine sensor data indicative of temperature of the battery, wherein the battery control system is programmed to adjust model parameters of the battery model based at least in part on the temperature of the battery., 10. The automotive electrical system of claim 1, wherein the battery control system is programmed to instruct the battery system to electrically disconnect the battery from the one or more electrical devices when the measured terminal voltage of the battery exceeds an upper voltage threshold greater than the lower voltage threshold to facilitate improving lifespan of the battery., 11. The automotive electrical system of claim 1, wherein the battery comprises:\na lithium-ion battery cell electrically coupled between the terminals; or\na lithium-ion battery module comprising a plurality of battery cells electrically coupled between the terminals.\n, a lithium-ion battery cell electrically coupled between the terminals; or, a lithium-ion battery module comprising a plurality of battery cells electrically coupled between the terminals., 12. A method for controlling charging of a battery cell in an automotive vehicle, comprising:\ndetermining, using a control system, a measured terminal voltage of the battery cell based at least in part on sensor data received from a first sensor;\nwhen the measured terminal voltage of the battery cell is not greater than a lower voltage threshold:\ndetermining, using the control system, a predicted terminal voltage of the battery cell expected to occur during a prediction horizon by projecting the measured terminal voltage over the prediction horizon;\ndetermining using the control system, a predicted internal resistance of the battery cell expected to occur during the prediction horizon based at least in part on the predicted terminal voltage of the battery cell; and\ndetermining, using the control system, a charging power limit based at least in part on the predicted internal resistance of the battery cell expected to occur during the prediction horizon;\nwhen the measured terminal voltage of the battery cell is greater than the lower voltage threshold:\ndetermining, using the control system, a real-time internal resistance of the battery cell based at least in part on the measured terminal voltage of the battery cell and a battery model that relates measured operational parameters to model parameters comprising internal resistance of the battery cell; and\ndetermining, using the control system, the charging power limit based at least in part on the real-time internal resistance of the battery cell; and\n\n\ninstructing, using the control system, an electrical power source to adjust charging power supplied to the battery cell based at least in part on the charging power limit when a target charging power is greater than the charging power limit.\n, determining, using a control system, a measured terminal voltage of the battery cell based at least in part on sensor data received from a first sensor;, when the measured terminal voltage of the battery cell is not greater than a lower voltage threshold:\ndetermining, using the control system, a predicted terminal voltage of the battery cell expected to occur during a prediction horizon by projecting the measured terminal voltage over the prediction horizon;\ndetermining using the control system, a predicted internal resistance of the battery cell expected to occur during the prediction horizon based at least in part on the predicted terminal voltage of the battery cell; and\ndetermining, using the control system, a charging power limit based at least in part on the predicted internal resistance of the battery cell expected to occur during the prediction horizon;\nwhen the measured terminal voltage of the battery cell is greater than the lower voltage threshold:\ndetermining, using the control system, a real-time internal resistance of the battery cell based at least in part on the measured terminal voltage of the battery cell and a battery model that relates measured operational parameters to model parameters comprising internal resistance of the battery cell; and\ndetermining, using the control system, the charging power limit based at least in part on the real-time internal resistance of the battery cell; and\n\n, determining, using the control system, a predicted terminal voltage of the battery cell expected to occur during a prediction horizon by projecting the measured terminal voltage over the prediction horizon;, determining using the control system, a predicted internal resistance of the battery cell expected to occur during the prediction horizon based at least in part on the predicted terminal voltage of the battery cell; and, determining, using the control system, a charging power limit based at least in part on the predicted internal resistance of the battery cell expected to occur during the prediction horizon;, when the measured terminal voltage of the battery cell is greater than the lower voltage threshold:\ndetermining, using the control system, a real-time internal resistance of the battery cell based at least in part on the measured terminal voltage of the battery cell and a battery model that relates measured operational parameters to model parameters comprising internal resistance of the battery cell; and\ndetermining, using the control system, the charging power limit based at least in part on the real-time internal resistance of the battery cell; and\n, determining, using the control system, a real-time internal resistance of the battery cell based at least in part on the measured terminal voltage of the battery cell and a battery model that relates measured operational parameters to model parameters comprising internal resistance of the battery cell; and, determining, using the control system, the charging power limit based at least in part on the real-time internal resistance of the battery cell; and, instructing, using the control system, an electrical power source to adjust charging power supplied to the battery cell based at least in part on the charging power limit when a target charging power is greater than the charging power limit., 13. The method of claim 12, comprising:\ndetermining, using the control system, measured current flow through the battery cell based at least in part on sensor data received from a second sensor; and\nwhen the measured terminal voltage of the battery cell is not greater than the lower voltage threshold:\ndetermining, using the control system, a predicted current flow through the battery cell expected to occur during the prediction horizon by projecting the measured current flow over the prediction horizon; and\ndetermining, using the control system, the predicted internal resistance of the battery cell expected to occur during the prediction horizon based at least in part on the predicted current flow through the battery cell.\n\n, determining, using the control system, measured current flow through the battery cell based at least in part on sensor data received from a second sensor; and, when the measured terminal voltage of the battery cell is not greater than the lower voltage threshold:\ndetermining, using the control system, a predicted current flow through the battery cell expected to occur during the prediction horizon by projecting the measured current flow over the prediction horizon; and\ndetermining, using the control system, the predicted internal resistance of the battery cell expected to occur during the prediction horizon based at least in part on the predicted current flow through the battery cell.\n, determining, using the control system, a predicted current flow through the battery cell expected to occur during the prediction horizon by projecting the measured current flow over the prediction horizon; and, determining, using the control system, the predicted internal resistance of the battery cell expected to occur during the prediction horizon based at least in part on the predicted current flow through the battery cell., 14. The method of claim 13, comprising:\ndetermining, using the control system, open-circuit voltage of the battery cell; and\ndetermining, using the control system, the real-time internal resistance of the battery cell based at least in part on difference between the measured terminal voltage of the battery cell and the open-circuit voltage of the battery cell divided by the measured current flow through the battery cell when the measured terminal voltage of the battery cell is greater than the lower voltage threshold.\n, determining, using the control system, open-circuit voltage of the battery cell; and, determining, using the control system, the real-time internal resistance of the battery cell based at least in part on difference between the measured terminal voltage of the battery cell and the open-circuit voltage of the battery cell divided by the measured current flow through the battery cell when the measured terminal voltage of the battery cell is greater than the lower voltage threshold., 15. The method of claim 14, comprising:\ndetermining, using the control system, state-of-charge of the battery cell based at least in part on the measured current flow through the battery cell; and\ndetermining, using the control system, the open-circuit voltage of the battery cell based at least in part on the state-of-charge of the battery cell.\n, determining, using the control system, state-of-charge of the battery cell based at least in part on the measured current flow through the battery cell; and, determining, using the control system, the open-circuit voltage of the battery cell based at least in part on the state-of-charge of the battery cell., 16. The method of claim 12, comprising instructing, using the control system, a switching device electrically coupled between the battery cell and the electrical power source to switch to an open position when the measured terminal voltage of the battery cell exceeds an upper voltage threshold greater than the lower voltage threshold., 17. A tangible, non-transitory, computer-readable medium storing instructions executable by one or more processors of an automotive control system, wherein the instructions comprise instructions to:\ndetermine, using the one or more processors, a measured terminal voltage of an automotive battery module based at least in part on sensor data received from a first sensor;\nwhen the measured terminal voltage of the automotive battery module is not greater than a voltage threshold:\ndetermine, using the one or more processors, a predicted terminal voltage of the automotive battery module expected to occur during a prediction horizon by projecting the measured terminal voltage over the prediction horizon;\ndetermine, using the one or more processors, a predicted internal resistance of the automotive battery module expected to occur during the prediction horizon based at least in part on the predicted terminal voltage of the automotive battery module; and\ndetermine, using the one or more processors, a discharging current limit based at least in part on the predicted internal resistance of the automotive battery module when the measured terminal voltage of the automotive battery module expected to occur during the prediction horizon\nwhen the measured terminal voltage of the automotive battery module is greater than the voltage threshold:\ndetermine, using the one or more processors, a real-time internal resistance of the automotive battery module based at least in part on the measured terminal voltage of the automotive battery module and a battery model that relates measured operational parameters to model parameters comprising internal resistance of the automotive battery module; and\ndetermine, using the one or more processors, the discharging current limit based at least in part on the real-time internal resistance of the automotive battery module; and\n\n\ninstruct, using the one or more processors, the automotive battery module to supply electrical power to an electrical device in an automotive vehicle based at least in part on the a discharging power limit.\n, determine, using the one or more processors, a measured terminal voltage of an automotive battery module based at least in part on sensor data received from a first sensor;, when the measured terminal voltage of the automotive battery module is not greater than a voltage threshold:\ndetermine, using the one or more processors, a predicted terminal voltage of the automotive battery module expected to occur during a prediction horizon by projecting the measured terminal voltage over the prediction horizon;\ndetermine, using the one or more processors, a predicted internal resistance of the automotive battery module expected to occur during the prediction horizon based at least in part on the predicted terminal voltage of the automotive battery module; and\ndetermine, using the one or more processors, a discharging current limit based at least in part on the predicted internal resistance of the automotive battery module when the measured terminal voltage of the automotive battery module expected to occur during the prediction horizon\nwhen the measured terminal voltage of the automotive battery module is greater than the voltage threshold:\ndetermine, using the one or more processors, a real-time internal resistance of the automotive battery module based at least in part on the measured terminal voltage of the automotive battery module and a battery model that relates measured operational parameters to model parameters comprising internal resistance of the automotive battery module; and\ndetermine, using the one or more processors, the discharging current limit based at least in part on the real-time internal resistance of the automotive battery module; and\n\n, determine, using the one or more processors, a predicted terminal voltage of the automotive battery module expected to occur during a prediction horizon by projecting the measured terminal voltage over the prediction horizon;, determine, using the one or more processors, a predicted internal resistance of the automotive battery module expected to occur during the prediction horizon based at least in part on the predicted terminal voltage of the automotive battery module; and, determine, using the one or more processors, a discharging current limit based at least in part on the predicted internal resistance of the automotive battery module when the measured terminal voltage of the automotive battery module expected to occur during the prediction horizon, when the measured terminal voltage of the automotive battery module is greater than the voltage threshold:\ndetermine, using the one or more processors, a real-time internal resistance of the automotive battery module based at least in part on the measured terminal voltage of the automotive battery module and a battery model that relates measured operational parameters to model parameters comprising internal resistance of the automotive battery module; and\ndetermine, using the one or more processors, the discharging current limit based at least in part on the real-time internal resistance of the automotive battery module; and\n, determine, using the one or more processors, a real-time internal resistance of the automotive battery module based at least in part on the measured terminal voltage of the automotive battery module and a battery model that relates measured operational parameters to model parameters comprising internal resistance of the automotive battery module; and, determine, using the one or more processors, the discharging current limit based at least in part on the real-time internal resistance of the automotive battery module; and, instruct, using the one or more processors, the automotive battery module to supply electrical power to an electrical device in an automotive vehicle based at least in part on the a discharging power limit., 18. The tangible, non-transitory, computer-readable medium of claim 17, comprising instructions to:\ndetermine, using the one or more processors, a measured current flow through the automotive battery module based at least in part on sensor data received from a second sensor;\ndetermine, using the one or more processors, open-circuit voltage of the automotive battery module; and\ndetermine, using the one or more processors, the real-time internal resistance of the automotive battery module based at least in part on difference between the measured terminal voltage of the automotive battery module and the open-circuit voltage of the automotive battery module divided by the measured current flow through the automotive battery module when the measured terminal voltage of the automotive battery module is not greater than the voltage threshold.\n, determine, using the one or more processors, a measured current flow through the automotive battery module based at least in part on sensor data received from a second sensor;, determine, using the one or more processors, open-circuit voltage of the automotive battery module; and, determine, using the one or more processors, the real-time internal resistance of the automotive battery module based at least in part on difference between the measured terminal voltage of the automotive battery module and the open-circuit voltage of the automotive battery module divided by the measured current flow through the automotive battery module when the measured terminal voltage of the automotive battery module is not greater than the voltage threshold., 19. The tangible, non-transitory, computer-readable medium of claim 18, comprising instructions to:\ndetermine state-of-charge of the automotive battery module based at least in part on the measured current flow through the automotive battery module; and\ndetermine the open-circuit voltage of the automotive battery module based at least in part on the state-of-charge of the automotive battery module.\n, determine state-of-charge of the automotive battery module based at least in part on the measured current flow through the automotive battery module; and, determine the open-circuit voltage of the automotive battery module based at least in part on the state-of-charge of the automotive battery module., 20. The tangible, non-transitory, computer-readable medium of claim 18, comprising instructions to, when the measured terminal voltage of the automotive battery module is not greater than the voltage threshold:\ndetermine, using the one or more processors, a predicted current flow through the automotive battery module expected to occur during the prediction horizon by projecting the measured current flow over the prediction horizon; and\ndetermine, using the one or more processors, the predicted internal resistance of the automotive battery module expected to occur during the prediction | US | United States | Active | B | True |
| 160 | Wireless battery charging system having emergency shutdown for a traction battery of an electric vehicle \n | US9827863B2 | This application claims priority to DE Application No. 10 2014 219 504.7 filed Sep. 26, 2014, the contents of which are hereby incorporated by reference in their entirety.\nThe present invention relates to the technical field of a wireless, for example induction-based, battery charging system for charging a traction battery of an electric vehicle, comprising a stationary charging apparatus for outputting electromagnetic energy and a vehicle-side, electronic circuit apparatus for receiving, converting and feeding energy into the traction battery, said circuit apparatus interacting with said stationary charging apparatus, and in this case in particular a vehicle-side system for emergency shutdown of a charging operation.\nA conventional wireless battery charging system 10 for charging a rechargeable traction battery 20 for supplying electrical energy to an electric traction motor 16 of an electric vehicle 14 is illustrated schematically in FIG. 1. The system 10 comprises a stationary charging system device 220 and a vehicle-side, electronic charging system device 26. The stationary charging system device 220 serves to transmit energy via a wireless, for example induction-based, link 12 to the vehicle-side charging system device 26 and via said vehicle-side charging system device into the traction battery 20 of the electric vehicle 14. The vehicle-side charging system device 26 in this case serves to receive, convert and feed energy into the traction battery 20.\nThe vehicle-side charging system device 26 comprises a first LC resonant circuit 28, which is designed to receive energy from the charging device 220, and a rectifier device 86 comprising a current rectifier 96 (see FIG. 2), which is designed to convert an AC electric voltage applied to its AC voltage inputs 98 and 100 (see FIG. 2) into a DC electric voltage provided at its DC voltage outputs 102 and 104 for charging the traction battery 20.\nThe stationary charging system device 220 comprises a grid supply connection 244, a control device 242 and one or more second LC resonant circuits 222. The stationary charging system device 220 is connected to the public electricity grid via the grid supply connection 244 and can draw electrical energy. Via the control device 242 or controlled thereby, the electrical energy is supplied as AC energy to one of the second LC resonant circuits 222, which is designed to convert the electrical energy into electromagnetic energy and to emit said energy so that some of the electromagnetic energy emitted is received via the wireless link 12 from the first LC resonant circuit 28 acting as receiver, is converted into electrical AC voltage energy and as such is supplied to the current rectifier 96, which converts the energy into DC energy for charging the traction battery 20. The DC voltage energy is fed from the vehicle-side charging system device 26 via the rectifier device 86 into the traction battery 20.\nIn order that a traction battery 20 can be charged wirelessly via a stationary charging device 220, the electric vehicle 14 finds a parking space where it is parked for the duration of the charging process so that the wireless link 12 can be set up from one of the second LC resonant circuits 222 of the stationary charging system device 220 to the first LC resonant circuit 28 of the vehicle-side charging system device 26. The electric vehicle 14 logs on via a likewise wireless radio link in the stationary charging system device 220 and exchanges various information with respect to the charging process with said stationary charging system device, including the state of charge of its traction battery 20, charging times, available power, power requirement, electric voltages, energy quantity and prices. Furthermore, safety-relevant data, including overvoltages, overheating and other possible system fault states and diagnosis data, are exchanged in both communications directions.\nThe two units of the battery charging system 10 which are connected wirelessly to one another, namely the stationary charging system device 220 and the electric vehicle 14, can assume states over the course of the charging process which need to be communicated to the respective other unit in order that the other unit can respond correspondingly. Examples of these states are reaching of the end of the charging on the part of the electric vehicle 14 because the maximum voltage of the traction battery 20 has been reached (“battery full”), or a communication that charging needs to be terminated, for example owing to severe cold, or because a component in the electrical vehicle 14 is at risk of being destroyed.\nFor the case where the radio link is interrupted, for example owing to an externally acting fault, or where a communication communicated by one of the two radio subscribers is interpreted incorrectly by the other radio subscriber, or where the vehicle-side or the charging device-side radio device itself has a fault, there is still no completely safe method for dealing with the fault. A termination request transmitted, for example, from the electric vehicle to the stationary charging system device would not be correctly received by said stationary charging system device or would not be received at all thereby or would be interpreted incorrectly thereby. In this case, there is the risk on the vehicle side of a system part of the battery charging system (see FIG. 1) being irreversibly destroyed or even of the possibility of more hazardous states such as a fire or an explosion, for example, occurring.\nIn order to reduce these risks, it is conceivable to provide a second, redundant transmission path. However, this possible solution results in additional complexity and costs and nevertheless does not provide complete safety, in particular for the vehicle-side system parts.\nA known approach for reducing the risks as regards the operation of the radio link involves the vehicle-side or the charging station-side radio device exchanging so-called live signals at regular time intervals, in a manner comparable to a so-called watchdog method, so that the operation and/or stability of the radio link can be checked regularly. In the event of an absence of a live signal expected at a specific time interval, the system expecting the signal can be transferred to a safe state, for example the power transmission into the wireless link can be shut down on the side of the stationary charging system device 220 or the passing-on of the received power via the current rectifier 96 into the traction battery 20 (see FIG. 2) can be shut down on the side of the electric vehicle 14.\nA further known approach for reducing risks is based on the consideration that the two radio subscribers are coupled to one another via the wireless link and one radio subscriber has at least approximate knowledge of the electrical state, including an output or drawn electric power, for example, of the respective other radio subscriber. If the present state changes drastically suddenly owing to a problem or a fault, one radio subscriber can be transferred to a safe state or “blocking state”, including, for example, primary power limitation, even without an existing communication link.\nFurther known approaches for reducing risks or for bringing about a safe state firstly include the connection of discharge resistors in the longitudinal direction of the current retransmission for relieving the current loading on respective downstream components, in the direction of the current flow, i.e. the longitudinal direction of the current retransmission from the first LC resonant circuit 28 acting as receiver via the current rectifier 96 into the traction battery 20, and secondly in the connection of actively switching interrupters, for example contactors, in the longitudinal direction of the current retransmission. Such additionally switched interrupters, in particular contactors, have the disadvantage that they are relatively large, heavy and expensive and that overvoltage peaks may occur in the first LC resonant circuit 28 during implementation of a switching operation, i.e. interruption of the current retransmission in the longitudinal direction thereof.\nOne embodiment provides a vehicle-side, electronic charging system device of a wireless battery charging system, for receiving, converting and feeding energy into a rechargeable traction battery for supplying electrical energy to an electric traction motor of an electric vehicle, wherein the traction battery can be supplied with electrical energy for charging the traction battery from an external charging system device via a wireless, in particular induction-based, link and the vehicle-side charging system device, wherein the vehicle-side charging system device comprises the following: a first LC resonant circuit comprising a first coil, which is in the form of a reception coil, is arranged and/or designed for receiving electromagnetic energy and has a first and a second connection, and also comprising a first capacitor, a first output port and a second output port, wherein the first output port is electrically conductively connected to the second output port via the first capacitor and the first coil in a series circuit or a parallel circuit thereof; and a current rectifier, which has a first and a second AC voltage input on the input side and a first and a second DC voltage output on the output side, wherein: the current rectifier is designed to convert an AC electric voltage which can be applied between the first and second AC voltage inputs into a DC electric voltage which can be provided between the first and second DC voltage outputs; the first AC voltage input is directly or indirectly electrically conductively connectable via the first output port to the first capacitor and the second AC voltage input is directly or indirectly electrically conductively connectable via the second output port to the first coil; the first DC voltage output is directly or indirectly electrically conductively connectable to a first port of the traction battery and the second DC voltage output is directly or indirectly electrically conductively connectable to a second port of the traction battery, wherein (i) the first and second DC voltage outputs of the current rectifier the first and second AC voltage inputs of the current rectifier the first and the second output ports of the first LC resonant circuit and/or (iv) the first and the second connections of the first coil are electrically conductively connectable switchably to one another via an actuable switch of a kill switch.\nIn a further embodiment, the kill switch has a third overcurrent protection device and an actuable, third switch, and wherein, in the configuration in which the first and the second output ports of the first LC resonant circuit are electrically conductively connectable switchably to one another via the actuable third switch of the kill switch, the third overcurrent protection device is connected in series on a link between the first connection of the first coil and the first output port or the third overcurrent protection device is connected in series on a link between the second connection of the first coil and the second output port of the first LC resonant circuit.\nIn a further embodiment, the kill switch has a fourth overcurrent protection device and an actuable, fourth switch, and wherein, in a configuration in which the first and second connections of the first coil are electrically conductively connectable switchably to one another via the actuable fourth switch of the kill switch, the fourth overcurrent protection device is connected in series on a link between the first connection of the first coil and the first output port or the fourth overcurrent protection device is connected in series on a link between the second connection of the first coil and the second output port of the first LC resonant circuit.\nAnother embodiment provides an electrical rectifier device for use in a vehicle-side charging system device of a wireless battery charging system, wherein the vehicle-side charging system device is designed to receive, convert and feed energy into a rechargeable traction battery for supplying electrical energy to an electric traction motor of an electric vehicle, wherein the traction battery can be supplied with electrical energy for charging the traction battery from an external charging system device via a wireless, in particular induction-based, link and the vehicle-side charging system device using the rectifier device, wherein: the rectifier device has a first and a second AC voltage input port on the input side and a first and a second DC voltage output port and a current rectifier on the output side; the current rectifier has a first and a second AC voltage input on the input side and a first and a second DC voltage output on the output side; the current rectifier is designed to convert an AC electric voltage which can be applied between the first and second AC voltage inputs into a DC electric voltage which can be provided between the first and second DC voltage outputs; the first AC voltage input port is electrically conductively connected to the first AC voltage input of the current rectifier and the second AC voltage input port is electrically conductively connected to the second AC voltage input of the current rectifier; and the first DC voltage output port is electrically conductively connected to the first DC voltage output of the current rectifier and the second DC voltage output port is electrically conductively connected to the second DC voltage output of the current rectifier, wherein: (i) the first and the second DC voltage outputs of the current rectifier and/or (ii) the first and second AC voltage inputs of the current rectifier are electrically conductively connectable switchably to one another via an actuable switch of a kill switch.\nIn a further embodiment, the kill switch has a first overcurrent protection device and an actuable, first switch, and wherein, in a configuration in which the first and second DC voltage outputs of the current rectifier are electrically conductively connectable switchably to one another via the actuable first switch of the kill switch, the first overcurrent protection device is connected in series on a link between the first DC voltage output and the first DC voltage output port or the first overcurrent protection device is connected in series on a link between the second DC voltage output and the second DC voltage output port and in conjunction with the second DC voltage output.\nIn a further embodiment, the kill switch has a second overcurrent protection device and an actuable, second switch, and wherein, in a configuration in which the first and second AC voltage inputs of the current rectifier are electrically conductively connectable switchably to one another via the actuable second switch of the kill switch, the second overcurrent protection device is connected in series on a link between the first AC voltage input and the first AC voltage input port or the second overcurrent protection device is connected in series on a link between the second AC voltage input and the second AC voltage input port.\nIn a further embodiment, a kill switch is designed in such a way that if its actuable switch is switched over from an open state to a closed state, a charging current is dissipated through its overcurrent protection device by the closed switch substantially without any resistance and, as a result, increases up to above a protection device threshold value of the overcurrent protection device, with the result that the overcurrent protection device responds and transfers from a closed state to an open state and the charging current is thus interrupted.\nIn a further embodiment, the electrical rectifier device has a control and monitoring device, which is designed to switch over a respective kill switch from an open state to a closed state when, in response to a request to terminate the charging operation which is directed and transmitted from the C&M device to an external charging system device, feedback from the external charging system device with confirmation that the charging operation has been terminated does not arrive at the C&M device within a predetermined period of time, which begins with the time of the transmission of the request.\nIn a further embodiment, the C&M device is designed to perform one or more of the following functions: monitoring a charge voltage of the traction battery, monitoring a charge current of the traction battery, monitoring a temperature of the traction battery, monitoring a temperature of the current rectifier, monitoring a temperature of an electric shock protection discharge resistor, monitoring a state signal generated by the charging device which is indicative of whether a correct state or correct operation of the charging device is present or not, monitoring an interlock signal which is routed on a first and second interlock signal line which connects the C&M device to a plug-type connector on the rectifier device side which contains the first and second AC voltage input ports, and is indicative of whether an electrical plug-type connection has been produced between the first and second output ports, on the one hand, and the first and second AC voltage input ports, on the other hand, or not, and monitoring one or more state signals fixed in advance which are indicative of whether correct operation or a correct state of the electric vehicle or correct operation or a correct state of a generating set of the electric vehicle is present or not and which are supplied to the C&M device via a vehicle bus system, to which the C&M device can be connected.\nIn a further embodiment, the C&M device is designed to transmit wirelessly a request signal to terminate the charging operation which is directed to a charging device when one of the monitoring functions discussed above detects an incorrect state or incorrect operation.\nIn a further embodiment, an actuable switch of a kill switch and/or the actuable switch of the DC-link discharge device has a semiconductor-based switch or a mechanical switch.\nIn a further embodiment, an overcurrent protection device of a kill switch has a fuse or a temperature-dependent, reversible interruption element.\nAnother embodiment provides a stationary charging system device of a wireless battery charging system, wherein said stationary charging system device is designed to transmit energy to a vehicle-side, electronic charging system device as disclosed above for charging a traction battery of an electric vehicle, and wherein said stationary charging system device is designed and has means for receiving a request signal output by the vehicle-side charging system device and evaluating the state thereof and, after a time after which the state of the signal can be interpreted as a request to the stationary charging system device to terminate a charging operation, for terminating the charging operation by ending the transmission of energy within a predetermined period of time and outputting a confirmation signal which is indicative of the fact that the charging operation has been terminated.\nIn a further embodiment, a second LC resonant circuit comprising a transmission coil for outputting electromagnetic energy, a capacitor assigned to the transmission coil and an actuable device having a switching function, such as, for example, an actuably switchable inverter, which device is arranged in series with the transmission coil and the capacitor assigned thereto or between the transmission coil and the capacitor and can be switched over from a closed state to an open state, and vice versa, wherein the stationary charging system device is designed to switch over the device with the switching function within the predetermined time from the closed state to the open state once the state of the request signal can be interpreted as a request to the stationary charging system device to terminate the charging operation.\nExample embodiments are discussed in detail below with reference to the drawings, in which:\n FIG. 1 shows a very schematized block diagram of a conventional wireless battery charging system for charging a traction battery of an electric vehicle.\n FIG. 2 shows a basic circuit diagram of an embodiment of a vehicle-side, electronic charging system device, including a rectifier device of the battery charging system comprising an emergency shutdown system in accordance with an embodiment of the invention.\n FIG. 3 shows a block circuit diagram of a control and monitoring device in an embodiment of a vehicle-side, electronic charging system device.\nEmbodiments of the present invention provide a wireless battery charging system comprising a stationary charging system device (charging station) and a vehicle-side, electronic charging system device of the battery charging system of the type mentioned at the outset for receiving, converting and feeding energy into a traction battery, wherein vehicle-side components of the system which are in particular in need of protection are protected by means of an emergency shutdown system, which acts safely and with complete current interruption, brings about a low level of additional complexity in terms of production and enables quick and inexpensive reinstatement after an emergency shutdown.\nSome embodiments provide a vehicle-side, electronic charging system device of a wireless battery charging system is provided, wherein the charging system device serves to receive, convert and feed energy into a rechargeable traction battery for supplying electrical energy to an electric traction motor of an electric vehicle. In the wireless battery charging system, electrical energy for charging the traction battery is supplied to the traction battery from an external charging system device via a wireless, in particular induction-based, link and the vehicle-side charging system device. The disclosed vehicle-side charging system device has a first LC resonant circuit and a current rectifier. The first LC resonant circuit comprises a first coil which is in the form of a reception coil, is arranged and/or designed for receiving electromagnetic energy and has a first and a second connection, and also comprises a first capacitor, a first output port and a second output port. The first output port is electrically conductively connected to the second output port via the first capacitor and the first coil in a series circuit thereof or in a parallel circuit thereof. The current rectifier has a first and a second AC voltage input on the input side and a first and a second DC voltage output on the output side and is designed to convert an AC electric voltage which can be applied between the first and second AC voltage inputs into a DC electric voltage which can be provided between the first and second DC voltage outputs. The first AC voltage input is directly or indirectly electrically conductively connectable via the first output port to the first capacitor and the second AC voltage input is directly or indirectly electrically conductively connectable via the second output port to the first coil. The first DC voltage output is directly or indirectly electrically conductively connectable to a first port of the traction battery and the second DC voltage output port is directly or indirectly electrically conductively connectable to a second port of the traction battery.\nIn accordance with particular embodiments:\n\n | A vehicle-side, electronic charging device of a wireless battery charging system receives, converts and feeds energy into a rechargeable traction battery of an electric vehicle traction motor. The traction battery is charged by an external charging system via a wireless link and the vehicle-side charging device. The vehicle-side charging device includes a first LC resonant circuit between first and second output ports, and a current rectifier having first and second AC voltage inputs and first and second DC voltage outputs. Either (i) the first and second DC voltage outputs of the current rectifier, or (ii) the first and second AC voltage inputs of the current rectifier, or (iii) the first and the second output ports of the first LC resonant circuit, or (iv) a first and a second connection of the reception coil are switchably connected to one another via an actuable kill switch. | US:14/843,817 | https://patentimages.storage.googleapis.com/40/df/43/f35e837d1d68c6/US9827863.pdf | US:9827863 | Stephan Bartz, Thoams Roehrl | Continental Automotive GmbH | US:5709291, US:6143440, JP:2011072066:A, CN:102712262:A, US:20120280655:A1, US:9590445, US:20120043931:A1, JP:2012044762:A, CN:103503261:A, US:8890477, US:20120262109:A1, US:20140132212:A1, WO:2014053742:A1, US:9461479, US:9362763, US:20160254659:A1 | 2017-11-28 | 2017-11-28 | 1. A vehicle-side, electronic charging system device of a wireless battery charging system, the vehicle-side, electronic charging system device being configured to receive, convert, and feed energy to a rechargeable traction battery for supplying electrical energy to an electric traction motor of an electric vehicle, wherein the traction battery is configured to be charged by an external charging system device via a wireless link and the vehicle-side charging system device, the vehicle-side charging system device comprising:\na first LC resonant circuit comprising:\na first coil in the form of a reception coil configured to receive electromagnetic energy and having a first connection and a second connection,\na first capacitor,\na first output port, and\na second output port,\nwherein the first output port is electrically conductively connected to the second output port via the first capacitor and the first coil, and\n\na current rectifier having a first AC voltage input and a second AC voltage input on an input side of the current rectifier, and a first DC voltage output and a second DC voltage output on an output side of the current rectifier,\nwherein the current rectifier is designed to convert an AC electric voltage applied between the first and second AC voltage inputs into a DC electric voltage which between the first and second DC voltage outputs,\nwherein the first AC voltage input is directly or indirectly electrically conductively connectable to the first capacitor via the first output port, and the second AC voltage input is directly or indirectly electrically conductively connectable to the first coil via the second output port,\nwherein the first DC voltage output is directly or indirectly electrically conductively connectable to a first port of the traction battery, and the second DC voltage output is directly or indirectly electrically conductively connectable to a second port of the traction battery, and\nwherein at least one of the following pairs of elements are electrically conductively connectable switchably to one another via an actuable switch of a kill switch:\nthe first and the second output ports of the first LC resonant circuit, or\nthe first and the second connections of the first coil.\n\n, a first LC resonant circuit comprising:\na first coil in the form of a reception coil configured to receive electromagnetic energy and having a first connection and a second connection,\na first capacitor,\na first output port, and\na second output port,\nwherein the first output port is electrically conductively connected to the second output port via the first capacitor and the first coil, and\n, a first coil in the form of a reception coil configured to receive electromagnetic energy and having a first connection and a second connection,, a first capacitor,, a first output port, and, a second output port,, wherein the first output port is electrically conductively connected to the second output port via the first capacitor and the first coil, and, a current rectifier having a first AC voltage input and a second AC voltage input on an input side of the current rectifier, and a first DC voltage output and a second DC voltage output on an output side of the current rectifier,, wherein the current rectifier is designed to convert an AC electric voltage applied between the first and second AC voltage inputs into a DC electric voltage which between the first and second DC voltage outputs,, wherein the first AC voltage input is directly or indirectly electrically conductively connectable to the first capacitor via the first output port, and the second AC voltage input is directly or indirectly electrically conductively connectable to the first coil via the second output port,, wherein the first DC voltage output is directly or indirectly electrically conductively connectable to a first port of the traction battery, and the second DC voltage output is directly or indirectly electrically conductively connectable to a second port of the traction battery, and, wherein at least one of the following pairs of elements are electrically conductively connectable switchably to one another via an actuable switch of a kill switch:\nthe first and the second output ports of the first LC resonant circuit, or\nthe first and the second connections of the first coil.\n, the first and the second output ports of the first LC resonant circuit, or, the first and the second connections of the first coil., 2. The charging system device of claim 1, wherein:\nthe kill switch has an overcurrent protection device and an actuable overcurrent switch, and\nthe first and the second output ports of the first LC resonant circuit are electrically conductively connectable switchably to one another via the actuable overcurrent switch, and\nthe overcurrent protection device is connected in series via a link between the first connection of the first coil and the first output port, or the overcurrent protection device is connected in series via a link between the second connection of the first coil and the second output port of the first LC resonant circuit.\n, the kill switch has an overcurrent protection device and an actuable overcurrent switch, and, the first and the second output ports of the first LC resonant circuit are electrically conductively connectable switchably to one another via the actuable overcurrent switch, and, the overcurrent protection device is connected in series via a link between the first connection of the first coil and the first output port, or the overcurrent protection device is connected in series via a link between the second connection of the first coil and the second output port of the first LC resonant circuit., 3. The charging system device of claim 1, wherein:\nthe kill switch has an overcurrent protection device and an actuable overcurrent switch, and\nthe first and second connections of the first coil are electrically conductively connectable switchably to one another via the actuable overcurrent switch, and\nthe overcurrent protection device is connected in series via a link between the first connection of the first coil and the first output port or the overcurrent protection device is connected in series via a link between the second connection of the first coil and the second output port of the first LC resonant circuit.\n, the kill switch has an overcurrent protection device and an actuable overcurrent switch, and, the first and second connections of the first coil are electrically conductively connectable switchably to one another via the actuable overcurrent switch, and, the overcurrent protection device is connected in series via a link between the first connection of the first coil and the first output port or the overcurrent protection device is connected in series via a link between the second connection of the first coil and the second output port of the first LC resonant circuit., 4. The charging system device of claim 1, wherein the kill switch is configured such that when the actuable switch of the kill switch is switched from an open state to a closed state, a charging current is substantially dissipated through an overcurrent protection device by the closed switch without resistance and, as a result, increases up to above a protection device threshold value of the overcurrent protection device, with the result that the overcurrent protection device responds and transfers from a closed state to an open state and the charging current is thus interrupted., 5. The charging system device of claim 1, wherein the electrical rectifier device has a control and monitoring device configured to switch a respective kill switch from an open state to a closed state when, in response to a request to terminate the charging operation which is directed and transmitted from the control and monitoring device to an external charging system device, feedback from the external charging system device with confirmation that the charging operation has been terminated does not arrive at the control and monitoring device within a predetermined period of time that begins at a time of the transmission of the request., 6. The charging system device of claim 1, wherein the control and monitoring device is configured to perform one or more of the following functions:\nmonitoring a charge voltage of the traction battery,\nmonitoring a charge current of the traction battery,\nmonitoring a temperature of the traction battery,\nmonitoring a temperature of the current rectifier,\nmonitoring a temperature of an electric shock protection discharge resistor,\nmonitoring a state signal generated by the charging device indicative of whether or not a correct state or correct operation of the charging device is present,\nmonitoring an interlock signal routed on a first and second interlock signal line that connects the control and monitoring device to a plug-type connector on the rectifier device side that contains the first and second AC voltage input ports, and is indicative of whether or not an electrical plug-type connection has been produced (a) between the first and second output ports, and (b) between the first and second AC voltage input ports, or\nmonitoring one or more predefined state signals that are indicative of whether or not correct operation or a correct state of the electric vehicle or correct operation or a correct state of a generating set of the electric vehicle is present, and which are supplied to the control and monitoring device via a vehicle bus system.\n, monitoring a charge voltage of the traction battery,, monitoring a charge current of the traction battery,, monitoring a temperature of the traction battery,, monitoring a temperature of the current rectifier,, monitoring a temperature of an electric shock protection discharge resistor,, monitoring a state signal generated by the charging device indicative of whether or not a correct state or correct operation of the charging device is present,, monitoring an interlock signal routed on a first and second interlock signal line that connects the control and monitoring device to a plug-type connector on the rectifier device side that contains the first and second AC voltage input ports, and is indicative of whether or not an electrical plug-type connection has been produced (a) between the first and second output ports, and (b) between the first and second AC voltage input ports, or, monitoring one or more predefined state signals that are indicative of whether or not correct operation or a correct state of the electric vehicle or correct operation or a correct state of a generating set of the electric vehicle is present, and which are supplied to the control and monitoring device via a vehicle bus system., 7. The charging system device of claim 6, wherein the control and monitoring device is configured to wirelessly transmit a request signal to terminate a charging operation which is directed to a charging device in response to the control and monitoring device detecting an incorrect state or incorrect operation., 8. The charging system device of claim 1, wherein the actuable switch of the kill switch or an actuable switch of an DC-link discharge device comprises a semiconductor-based switch or a mechanical switch., 9. The charging system device of claim 1, wherein an overcurrent protection device of the kill switch includes a fuse or a temperature-dependent, reversible interruption element. | US | United States | Active | B60L11/182 | True |
| 161 | On-demand rental of electric vehicles \n | US11854073B2 | This application is a continuation of U.S. patent application Ser. No. 16/382,725 entitled ON-DEMAND RENTAL OF ELECTRIC VEHICLES filed Apr. 12, 2019 which is incorporated herein by reference for all purposes, which claims priority to U.S. Provisional Patent Application No. 62/658,069 entitled ON-DEMAND RENTAL OF ELECTRIC VEHICLES filed Apr. 16, 2018 which is incorporated herein by reference for all purposes, and claims priority to U.S. Provisional Patent Application No. 62/668,070 entitled CROWDSOURCING VIRTUAL DOCKS AS PART OF A VEHICLE-SHARING SYSTEM filed May 7, 2018 which is incorporated herein by reference for all purposes.\nOn-demand vehicle-sharing provides consumers with the ability to rent vehicles instantly through a mobile device. Traditionally, human-powered vehicles such as bicycles have been the primary vehicle of choice for these vehicle-sharing programs. However, consumers may want to have access to shared use of electric vehicles as well.\nThe sharing of electric vehicles poses unique challenges when compared to sharing non-electric vehicles. For example, needing to charge vehicle batteries is an obstacle that must be overcome to have a successful electric vehicle-sharing program. In addition, on-demand vehicles not tied to a particular docking location may be left by a user at a sub-optimal or not authorized location. Further, on demand electric vehicles may become damaged and need repairs or other maintenance.\nFixed docking stations with vehicle charging capabilities could in theory be used to charge electric vehicles when not in use. However, docking stations are not ideal for vehicle-sharing models as they drastically restrict the number of locations users can pick up vehicles from, and special docking station and/or vehicle equipment, such as chargers, connectors, and power sources, would be required and could provide a disincentive to use, especially if the docking or undocking were made less convenient or more difficult for the user.\nVarious embodiments of the invention are disclosed in the following detailed description and the accompanying drawings.\n FIG. 1A is a block diagram illustrating aspects of an embodiment of a system to rent electric vehicles for use “on demand”.\n FIG. 1B is a block diagram illustrating an embodiment of a system to rent electric vehicles for use “on demand”.\n FIG. 1C is a state diagram illustrating states in which each on demand electric vehicle comprising a fleet may be, and transitions between such states, in an embodiment of a system to perform crowdsourced charging of on-demand electric vehicles.\n FIG. 2A is a flow chart illustrating an embodiment of a process to provide the ability to rent electric vehicles rental on demand.\n FIG. 2B is a flow chart illustrating an embodiment of a process to provide via a user interface information to enable a user to find electric vehicles available for rental on demand.\n FIG. 2C is a flow chart illustrating an embodiment of a process to provide via a user interface information and functionality to use an electric vehicle available for rental.\n FIG. 3A is a diagram illustrating an embodiment of a user interface to locate and rent on-demand electric vehicles.\n FIG. 3B is a diagram illustrating an embodiment of a user interface to locate and rent on-demand electric vehicles.\n FIG. 4 is a diagram illustrating an embodiment of a user interface to rent an on-demand electric vehicle or charge on-demand electric vehicles.\n FIG. 5 is a flow chart illustrating an embodiment of a process to receive and process an indication to ride an electric vehicle.\n FIG. 6 is a flow chart illustrating an embodiment of a process to perform end-of-ride processing.\n FIG. 7 is a diagram illustrating an embodiment of a user interface to provide instructions to properly park a vehicle at a specific location.\n FIG. 8A illustrates an example of mobile app display screen in an embodiment of a mobile app to facilitate on demand rental of electric vehicles.\n FIG. 8B illustrates an example of mobile app display screen in an embodiment of a mobile app to facilitate on demand rental of electric vehicles.\n FIG. 8C illustrates an example of mobile app display screen in an embodiment of a mobile app to facilitate on demand rental of electric vehicles.\n FIG. 8D illustrates an example of mobile app display screen in an embodiment of a mobile app to facilitate on demand rental of electric vehicles.\n FIG. 8E illustrates an example of mobile app display screen in an embodiment of a mobile app to facilitate on demand rental of electric vehicles.\n FIG. 8F illustrates an example of mobile app display screen in an embodiment of a mobile app to facilitate on demand rental of electric vehicles.\n FIG. 8G illustrates an example of mobile app display screen in an embodiment of a mobile app to facilitate on demand rental of electric vehicles.\n FIG. 8H illustrates an example of mobile app display screen in an embodiment of a mobile app to facilitate on demand rental of electric vehicles.\nThe invention can be implemented in numerous ways, including as a process; an apparatus; a system; a composition of matter; a computer program product embodied on a computer readable storage medium; and/or a processor, such as a processor configured to execute instructions stored on and/or provided by a memory coupled to the processor. In this specification, these implementations, or any other form that the invention may take, may be referred to as techniques. In general, the order of the steps of disclosed processes may be altered within the scope of the invention. Unless stated otherwise, a component such as a processor or a memory described as being configured to perform a task may be implemented as a general component that is temporarily configured to perform the task at a given time or a specific component that is manufactured to perform the task. As used herein, the term ‘processor’ refers to one or more devices, circuits, and/or processing cores configured to process data, such as computer program instructions.\nA detailed description of one or more embodiments of the invention is provided below along with accompanying figures that illustrate the principles of the invention. The invention is described in connection with such embodiments, but the invention is not limited to any embodiment. The scope of the invention is limited only by the claims and the invention encompasses numerous alternatives, modifications and equivalents. Numerous specific details are set forth in the following description in order to provide a thorough understanding of the invention. These details are provided for the purpose of example and the invention may be practiced according to the claims without some or all of these specific details. For the purpose of clarity, technical material that is known in the technical fields related to the invention has not been described in detail so that the invention is not unnecessarily obscured.\nOn-demand shared use of electric vehicles is disclosed. In various embodiments, each of a plurality of electric vehicles comprising a fleet transmits its geo-location data to a cloud server. A mobile app that communicates and controls rudimentary functions of the vehicle is provided. Riders use the mobile app to find and ride vehicles.\nIn various embodiments, one or more of the following requirements are met to facilitate a fleet of on-demand rentals of electric vehicles.\n\n | An indication that a ride associated with an electric vehicle has ended is received. An availability state of the electric vehicle is determined based at least on a current battery charge level of the electric vehicle and a dynamic charge threshold. Information reflecting the availability state of the electric vehicle in a set of geographic location and availability state information of vehicles comprising a fleet of electric vehicles available to be displayed is included via a user interface based at least in part on the respective availability state of the respective electric vehicles comprising the fleet of electric vehicles. | US:17/891,890 | https://patentimages.storage.googleapis.com/f3/39/31/2a61e824b29ef2/US11854073.pdf | US:11854073 | Travis VanderZanden | Bird Rides Inc | US:20020140214:A1, US:5573012, JP:2000337917:A, US:6850898, US:6947881, US:6941197, US:7181409, US:6472771, FR:2801994:B1, US:6378815, WO:2001061604:A1, US:20040012261:A1, US:20020174077:A1, US:20040075541:A1, US:20020186144:A1, EP:1271418:A1, JP:2003058989:A, US:20030078707:A1, US:20040051501:A1, US:20050144048:A1, US:20040119610:A1, US:20040108348:A1, US:20050073424:A1, JP:2004312376:A, JP:2005163522:A, JP:2005277632:A, US:20060108167:A1, KR:20070017860:A, US:20070045495:A1, US:20140172727:A1, US:20160027307:A1, US:20070168104:A1, US:20070285209:A1, JP:2007331725:A, US:20080179478:A1, US:20100056937:A1, JP:2008189261:A, US:20080201160:A1, US:20100228405:A1, US:20090052071:A1, US:7760130, US:8454528, US:20090278728:A1, US:20100094496:A1, US:20100089846:A1, US:20100075656:A1, US:9586599, US:20110054735:A1, US:20100211340:A1, US:20120000720:A1, US:20110060480:A1, US:20110184789:A1, CN:102013137:A, CN:102667655:B, US:20110112969:A1, US:8635091, US:20110148346:A1, US:8731752, JP:2011154420:A, US:20130134196:A1, US:20110213629:A1, US:20120330696:A1, US:8627990, JP:2011228841:A, US:20130179061:A1, US:20120239248:A1, US:9569966, US:8725311, US:9171268, US:9288270, US:9189900, US:9229623, US:20120286950:A1, US:8849237, US:20140249751:A1, US:20130113822:A1, US:20130030581:A1, US:20130030696:A1, US:20130070043:A1, US:20130093585:A1, US:20130099892:A1, US:20130116892:A1, US:8727192, US:20130164572:A1, US:20170008451:A1, US:20130238167:A1, US:9492099, US:8918231, US:20170316621:A1, US:20130317693:A1, US:20130321178:A1, US:20130325521:A1, US:20140039330:A1, US:20140218533:A1, US:20160176472:A1, US:20140343773:A1, US:20150291253:A1, US:8983704, US:8738212, US:20140163797:A1, US:9415833, US:9168975, US:20160023636:A1, US:20180009414:A1, US:10086796, WO:2014052329:A1, US:9738255, US:20170197584:A1, US:10434985, US:9586559, US:20150313475:A1, US:20140163774:A1, US:20140172192:A1, US:9045102, US:20150339923:A1, US:20140188310:A1, US:20140200742:A1, US:20130144482:A1, US:20150370253:A1, US:20140222298:A1, US:20140277844:A1, US:20180022358:A1, US:10499856, US:10201278, US:20170234934:A1, US:8662528, US:20150046022:A1, US:20160200276:A1, US:20150069969:A1, US:20150126818:A1, US:20160159239:A1, US:10227054, US:9228843, US:20160343068:A1, US:20170043671:A1, US:9848814, US:20160354027:A1, US:9862271, US:20150339595:A1, US:9194168, US:20170143253:A1, US:10262484, US:20160048777:A1, US:20160054438:A1, US:8998048, US:20170282828:A1, US:20160180721:A1, US:20180263502:A1, US:20170106866:A1, US:10358133, US:20170282919:A1, US:9656672, US:20160259037:A1, US:20160295427:A1, US:20180081030:A1, US:10859675, US:20160311334:A1, CN:204706096:U, US:20170039631:A1, US:20170039668:A1, US:20180101998:A1, US:20170061709:A1, US:20170097413:A1, US:20190049942:A1, US:20170296128:A1, US:9791551, US:10023266, US:20170347961:A1, WO:2017217936:A1, US:20190248439:A1, US:10109006, US:20170364995:A1, US:20180012196:A1, US:20170004712:A1, US:10473762, US:20180056791:A1, US:20180065544:A1, US:20190165590:A1, US:20200015048:A1, US:11054511, US:20180229674:A1, US:20180238698:A1, US:20230045261:A1, CN:206737501:U, US:20190016384:A1, US:10576988, US:20190046120:A1, US:20190102858:A1, US:20200383580:A1, US:10810411, US:20210005089:A1, US:20200410375:A1, US:20190311630:A1, US:20200258393:A1, US:10607492, US:20220398654:A1, US:11468503, US:20190318419:A1, WO:2019204144:A1, US:20190324446:A1, WO:2019204145:A1, US:20220155777:A1, US:11215981, US:11378671, US:20220138841:A1, US:11263690, US:20200058065:A1, US:20200124430:A1, US:10974782, US:20200180718:A1, US:20200180719:A1, US:20220039718:A1, US:11100346, US:20200210729:A1, US:20200250975:A1, US:20200356107:A1, US:20210023952:A1, US:20210035032:A1, US:20210055137:A1, US:20210053530:A1, US:20210096564:A1, US:20210116581:A1, US:20210125499:A1, US:20210128068:A1, US:20210178921:A1, US:20210190902:A1, US:20210247196:A1, US:20220188555:A1 | 2023-12-26 | 2023-12-26 | 1. A system, comprising:\na communication interface; and\na processor coupled to the communication interface and configured to:\nreceive via the communication interface an indication that a ride associated with an electric vehicle has ended;\ndetermine an availability state of the electric vehicle based at least on a current battery charge level of the electric vehicle and a dynamic charge threshold; and\ninclude information reflecting the availability state of the electric vehicle in a set of geographic location and availability state information of vehicles comprising a fleet of electric vehicles available to be displayed via a user interface based at least in part on the respective availability state of the respective electric vehicles comprising the fleet of electric vehicles, wherein the user interface is a charger user interface.\n\n, a communication interface; and, a processor coupled to the communication interface and configured to:\nreceive via the communication interface an indication that a ride associated with an electric vehicle has ended;\ndetermine an availability state of the electric vehicle based at least on a current battery charge level of the electric vehicle and a dynamic charge threshold; and\ninclude information reflecting the availability state of the electric vehicle in a set of geographic location and availability state information of vehicles comprising a fleet of electric vehicles available to be displayed via a user interface based at least in part on the respective availability state of the respective electric vehicles comprising the fleet of electric vehicles, wherein the user interface is a charger user interface.\n, receive via the communication interface an indication that a ride associated with an electric vehicle has ended;, determine an availability state of the electric vehicle based at least on a current battery charge level of the electric vehicle and a dynamic charge threshold; and, include information reflecting the availability state of the electric vehicle in a set of geographic location and availability state information of vehicles comprising a fleet of electric vehicles available to be displayed via a user interface based at least in part on the respective availability state of the respective electric vehicles comprising the fleet of electric vehicles, wherein the user interface is a charger user interface., 2. The system of claim 1, wherein the user interface is a rider user interface., 3. The system of claim 2, wherein the information reflecting with the availability state of the electric vehicle is included in the rider user interface in response to a determination that the electric vehicle is in an available state., 4. The system of claim 1, wherein the information reflecting with the availability state of the electric vehicle is included the charger user interface in response to a determination that the electric vehicle is in an unavailable state., 5. The system of claim 1, wherein the processor is configured to receive via the communication interface monitoring data associated with the electric vehicle., 6. The system of claim 5, wherein the monitoring data associated with the electric vehicle includes one or more of charge level, speed, and/or location., 7. The system of claim 1, wherein the processor is configured to determine the availability state of the electric vehicle to be an unavailable state in response to a determination that the current battery charge level is less than the dynamic charge threshold., 8. The system of claim 1, wherein the processor is configured to determine the availability state of the electric vehicle to be an available state in response to a determination that the current battery charge level is not less than the dynamic charge threshold., 9. The system of claim 1, wherein the available state of the electric vehicle transitions from an in use state to a free state., 10. The system of claim 1, wherein the dynamic charge threshold is based on one or more of time, location, or other context factors., 11. The system of claim 1, wherein the indication that a ride associated with the electric vehicle has ended includes a photo of a code or other identifier associated with the electric vehicle., 12. The system of claim 1, wherein the availability state of the electric vehicle determined based at least on whether a geo-location of the electric vehicle is inside of operational boundaries., 13. The system of claim 1, wherein the availability state of the electric vehicle determined based at least on a current time of day., 14. A method, comprising:\nreceiving an indication that a ride associated with an electric vehicle has ended;\ndetermining an availability state of the electric vehicle based at least on a current battery charge level of the electric vehicle and a dynamic charge threshold; and\nincluding information reflecting the availability state of the electric vehicle in a set of geographic location and availability state information of vehicles comprising a fleet of electric vehicles available to be displayed via a user interface based at least in part on the respective availability state of the respective electric vehicles comprising the fleet of electric vehicles, wherein the user interface is a rider user interface.\n, receiving an indication that a ride associated with an electric vehicle has ended;, determining an availability state of the electric vehicle based at least on a current battery charge level of the electric vehicle and a dynamic charge threshold; and, including information reflecting the availability state of the electric vehicle in a set of geographic location and availability state information of vehicles comprising a fleet of electric vehicles available to be displayed via a user interface based at least in part on the respective availability state of the respective electric vehicles comprising the fleet of electric vehicles, wherein the user interface is a rider user interface., 15. The method of claim 14, wherein the information reflecting with the availability state of the electric vehicle is included in the rider user interface in response to determining that the electric vehicle is in an available state., 16. A method, comprising:\nreceiving an indication that a ride associated with an electric vehicle has ended;\ndetermining an availability state of the electric vehicle based at least on a current battery charge level of the electric vehicle and a dynamic charge threshold; and\nincluding information reflecting the availability state of the electric vehicle in a set of geographic location and availability state information of vehicles comprising a fleet of electric vehicles available to be displayed via a user interface based at least in part on the respective availability state of the respective electric vehicles comprising the fleet of electric vehicles, wherein the user interface is a charger user interface.\n, receiving an indication that a ride associated with an electric vehicle has ended;, determining an availability state of the electric vehicle based at least on a current battery charge level of the electric vehicle and a dynamic charge threshold; and, including information reflecting the availability state of the electric vehicle in a set of geographic location and availability state information of vehicles comprising a fleet of electric vehicles available to be displayed via a user interface based at least in part on the respective availability state of the respective electric vehicles comprising the fleet of electric vehicles, wherein the user interface is a charger user interface., 17. The method of claim 16, wherein the charger user interface is provided in response to determining that the electric vehicle is in an unavailable state., 18. A computer program product embodied in a non-transitory computer-readable medium, comprising computer instructions for:\nreceiving an indication that a ride associated with an electric vehicle has ended;\ndetermining an availability state of the electric vehicle based at least on a current battery charge level of the electric vehicle and a dynamic charge threshold; and\nincluding information reflecting the availability state of the electric vehicle in a set of geographic location and availability state information of vehicles comprising a fleet of electric vehicles available to be displayed via a user interface based at least in part on the respective availability state of the respective electric vehicles comprising the fleet of electric vehicles, wherein the user interface is a charger user interface.\n, receiving an indication that a ride associated with an electric vehicle has ended;, determining an availability state of the electric vehicle based at least on a current battery charge level of the electric vehicle and a dynamic charge threshold; and, including information reflecting the availability state of the electric vehicle in a set of geographic location and availability state information of vehicles comprising a fleet of electric vehicles available to be displayed via a user interface based at least in part on the respective availability state of the respective electric vehicles comprising the fleet of electric vehicles, wherein the user interface is a charger user interface., 19. A computer program product embodied in a non-transitory computer-readable medium, comprising computer instructions for:\nreceiving an indication that a ride associated with an electric vehicle has ended;\ndetermining an availability state of the electric vehicle based at least on a current battery charge level of the electric vehicle and a dynamic charge threshold; and\nincluding information reflecting the availability state of the electric vehicle in a set of geographic location and availability state information of vehicles comprising a fleet of electric vehicles available to be displayed via a user interface based at least in part on the respective availability state of the respective electric vehicles comprising the fleet of electric vehicles, wherein the user interface is a rider user interface.\n, receiving an indication that a ride associated with an electric vehicle has ended;, determining an availability state of the electric vehicle based at least on a current battery charge level of the electric vehicle and a dynamic charge threshold; and, including information reflecting the availability state of the electric vehicle in a set of geographic location and availability state information of vehicles comprising a fleet of electric vehicles available to be displayed via a user interface based at least in part on the respective availability state of the respective electric vehicles comprising the fleet of electric vehicles, wherein the user interface is a rider user interface. | US | United States | Active | G | True |
| 162 | 剩余续驶里程的预估方法和电动汽车 \n | CN109941111B | 技术领域本申请涉及互联网技术领域，特别是涉及一种剩余续驶里程的预估方法和电动汽车、电子设备、存储介质。背景技术纯电动汽车以环保和节能等特点得到人们越来越多的关注，近几年随着技术的不断进步和国家的支持电动汽车的使用已深入到普通消费者中。电池剩余能量，或者说对于电动汽车来说，也称为剩余续驶里程(SOE，state of energy)，是指电动汽车的电池在当前状态下能够支撑车辆行驶的公里数。由于人们的驾驶习惯和电池的充放电特性，在驾驶电动汽车时人们会更加关注剩余续驶里程。如果能够根据电池的使用状态及环境因素准确预估电动汽车的剩余续驶里程，可以很好的解决里程焦虑等问题，对于电动汽车的使用具有非常重要的意义。发明内容鉴于上述问题，提出了本申请实施例以便提供一种克服上述问题或者至少部分地解决上述问题的一种剩余续驶里程的预估方法和电动汽车、电子设备、存储介质。为了解决上述问题，本申请公开了一种剩余续驶里程的预估方法，包括：获取电动汽车的电池的健康参数；获取所述电池当前时刻的荷电状态；采用所述荷电状态确定所述电池的剩余能量；确定所述电池的预测放电电流；确定所述电池的预测电池温度；采用所述预测放电电流和所述预测电池温度确定影响系数；采用所述健康参数、剩余能量和所述影响系数确定实际剩余能量；采用所述实际剩余能量确定剩余续驶里程。优选地，所述采用所述荷电状态确定所述电池的剩余能量的步骤，包括：获取能量映射表；采用所述荷电状态从所述能量映射表中查找到对应的剩余能量。优选地，所述确定所述电池的预测放电电流的步骤，包括：在所述电池的初始运行时，获取常用放电倍率对应的放电电流；将所述放电电流作为预测放电电流；在所述电池的运行过程中，获取当前时刻前一分钟内的平均电流；采用所述平均电流、前一预测放电电流和预设权重系数计算预测放电电流。优选地，所述确定所述电池的预测电池温度的步骤，包括：获取所述电池当前时刻的最低电池温度；确定所述电池的预测温升变化；采用所述最低电池温度和所述预测温升变化，计算预测电池温度。优选地，所述确定所述电池的预测温升变化的步骤，包括：确定所述电池的运行时间；若所述电池的运行时间达到预设时间，则获取所述电池当前时刻前，预设时间内的每一分钟的温升变化；采用所述温升变化计算出平均温升变化，作为预测温升变化。优选地，还包括：若所述电池的运行时间没有达到预设时间，则获取初始预设温升变化；获取所述电池当前时刻前，所述运行时间的每一分钟的温升变化；采用所述温升变化计算出平均温升变化；采用所述平均温升变化和所述初始预设温升变化计算预测温升变化。优选地，在所述确定所述电池的运行时间的步骤之前，还包括：在所述电动汽车的初始运行时刻，获取当前环境温度和最低电池温度；采用所述当前环境温度和所述最低电池温度选定对应的初始预设温升变化；将所述初始预设温升变化作为预测温升变化。优选地，所述采用所述预测放电电流和所述预测电池温度确定影响系数的步骤，包括：获取系数映射表；采用所述预测放电电流和所述预测电池温度，从所述系数映射表中查找到对应影响系数。本申请实施例还公开了一种电动汽车，包括：健康参数获取模块，用于获取电动汽车的电池的健康参数；荷电状态获取模块，用于获取所述电池当前时刻的荷电状态；剩余能量确定模块，用于采用所述荷电状态确定所述电池的剩余能量；预测放电电流确定模块，用于确定所述电池的预测放电电流；预测电池温度确定模块，用于确定所述电池的预测电池温度；影响系数确定模块，用于采用所述预测放电电流和所述预测电池温度确定影响系数；实际剩余能量确定模块，用于采用所述健康参数、剩余能量和所述影响系数确定实际剩余能量；剩余续驶里程确定模块，用于采用所述实际剩余能量确定剩余续驶里程。优选地，所述荷电状态获取模块，包括：能量映射表获取子模块，用于获取能量映射表；剩余能量查找子模块，用于采用所述荷电状态从所述能量映射表中查找到对应的剩余能量。优选地，所述预测放电电流确定模块，包括：放电电流获取子模块，用于在所述电池的初始运行时，获取常用放电倍率对应的放电电流；预测放电电流获得子模块，用于将所述放电电流作为预测放电电流；平均电流获取子模块，用于在所述电池的运行过程中，获取当前时刻前一分钟内的平均电流；预测放电电流计算子模块，用于采用所述平均电流、前一预测放电电流和预设权重系数计算预测放电电流。优选地，所述预测电池温度确定模块，包括：最低电池温度获取子模块，用于获取所述电池当前时刻的最低电池温度；预测温升变化确定子模块，用于确定所述电池的预测温升变化；预测电池温度计算子模块，用于采用所述最低电池温度和所述预测温升变化，计算预测电池温度。优选地，所述预测温升变化确定子模块，包括：运行时间确定单元，用于确定所述电池的运行时间；第一温升变化获取单元，用于若所述电池的运行时间达到预设时间，则获取所述电池当前时刻前，预设时间内的每一分钟的温升变化；第一预测温升变化确定单元，用于采用所述温升变化计算出平均温升变化，作为预测温升变化。优选地，所述预测温升变化确定子模块，还包括：初始预设温升变化获取单元，用于若所述电池的运行时间没有达到预设时间，则获取初始预设温升变化；第二温升变化获取单元，用于获取所述电池当前时刻前，所述运行时间的每一分钟的温升变化；平均温升变化计算单元，用于采用所述温升变化计算出平均温升变化；第二预测温升变化确定单元，用于采用所述平均温升变化和所述初始预设温升变化计算预测温升变化。优选地，所述预测温升变化确定子模块，还包括：初始预设温升变化获取单元，用于在所述电池的初始运行时刻，获取当前环境温度和最低电池温度；采用所述当前环境温度和所述最低电池温度选定对应的初始预设温升变化；第三预测温升变化确定单元，用于将所述初始预设温升变化作为预测温升变化。优选地，所述影响系数确定模块，包括：系数映射表获取子模块，用于获取系数映射表；查找子模块，用于采用所述预测放电电流和所述预测电池温度，从所述系数映射表中查找到对应影响系数。本申请实施例还公开了一种电子设备，包括：一个或多个处理器；和其上存储有指令的一个或多个机器可读介质，当由所述一个或多个处理器执行时，使得所述电子设备执行如上所述的一个或多个的方法。本申请实施例还公开了一个或多个机器可读介质，其上存储有指令，当由一个或多个处理器执行时，使得所述处理器执行如上所述的一个或多个的方法。与现有技术相比，本申请包括以下优点：本申请实施例获取电动汽车的电池的健康参数、荷电状态、预测放电电流、预测电池温度，通过荷电状态确定电池的剩余能量，通过预测放电电流和所述预测电池温度确定影响系数，以进一步根据健康参数、剩余能量和影响系数确定电池的实际剩余能量，并最终确定剩余续驶里程。本申请实施例综合考虑电池的荷电状态、放电电流变化、温升变化和健康状态等对剩余续驶里程的影响，准确计算出剩余续驶里程，改善用户体验，减少里程焦虑。附图说明图1是本申请一种剩余续驶里程的预估方法的步骤流程图；图2是本申请一种剩余续驶里程的预估流程示意图；图3是本申请一种电动汽车的结构框图。具体实施方式为使本申请的上述目的、特征和优点能够更加明显易懂，下面结合附图和具体实施方式对本申请作进一步详细的说明。电池的放电特性存在非线性的特点，同时车辆所处的环境温度、电池的放电电流的大小、电池本身的温升变化以及电池的寿命等，对电池的SOC(state of charge，电池荷电状态)有重要的影响进而影响剩余续驶里程，因此，单纯根据当前的电压电流等不能解决剩余续驶里程波动、剩余续驶里程显示数据不准等问题。具体地，不同参数对于剩余续驶里程的影响分别为：1、不同的放电倍率、不同的温度条件下，电池可放出的容量和能量是不同的，如果不考虑这两者的影响算出的剩余续驶里程并不准确。2、在冬季寒冷地区，电动汽车在行驶过程中电池的温度会逐渐升高，相同SOC条件下可使用的容量和能量也会增多，如果在当前驾驶循环的上电初期剩余续驶里程的计算没考虑温度的影响，那么可能会出现剩余续驶里程数值的跳变，这对于车辆与驾驶员的交互是很大的问题。3、随电池使用循环次数的增加电池寿命不断衰减，可使用的容量和能量不断衰减，因此(State of Health，电池的健康状态)在计算剩余续驶里程时同样需要考虑。因此，本申请提出一种剩余续驶里程的预估方法，综合考虑电池的荷电状态、电池的寿命、温升变化、驾驶工况变化等对剩余续驶里程的影响，从而准确计算出剩余续驶里程。参照图1，示出了本申请一种剩余续驶里程的预估方法的步骤流程图，所述方法具体可以包括如下步骤：步骤101，获取电动汽车的电池的健康参数。在实际应用中，通过终端设备获取电动汽车的电池的健康参数，即SOH，是指在一定条件下，电池所能充入或者放出容量与标称容量的百分比。其中，终端设备与电动汽车连接，可用于采集和处理电动汽车的各项参数。具体地，终端设备可以是指BMS(Battery Management System，电池管理系统)，BMS是电池与用户之间的纽带，对电池系统进行测量、评估、管理、保护和警示等，可用于电动汽车，电瓶车，机器人，无人机等。当然，也可是其他可用于采集和处理数据的设备，本申请实施例对此并不加以限制。步骤102，获取所述电池当前时刻的荷电状态。在本申请实施例中，通过终端设备获取电池当前时刻的荷电状态，即SOC，可反映电池的剩余容量状况，是指剩余容量占电池容量的比值，常用百分数表示。步骤103，采用所述荷电状态确定所述电池的剩余能量；电池的剩余能量与电池真实的荷电状态关联，在车辆行驶过程中，可基于电池的荷电状态实时计算对应于BOL(Begin of Life，电池初始状态)时电池的剩余能量。具体地，剩余能量是指电池在当前荷电状态和温度状态下，以一未来预测工况进行放电时可以放出的能量值，常用Kwh(千瓦时)表示。在本申请的一种优选实施例中，所述步骤103可以包括如下子步骤： | 本申请实施例提供了一种剩余续驶里程的预估方法和电动汽车，所述方法包括：获取电动汽车的电池的健康参数；获取所述电池当前时刻的荷电状态；采用所述荷电状态确定所述电池的剩余能量；确定所述电池的预测放电电流；确定所述电池的预测电池温度；采用所述预测放电电流和所述预测电池温度确定影响系数；采用所述健康参数、剩余能量和所述影响系数确定实际剩余能量；采用所述实际剩余能量确定剩余续驶里程。本申请实施例综合考虑电池的荷电状态、放电电流变化、温升变化和健康状态等对剩余续驶里程的影响，从而准确计算出剩余续驶里程。 | CN:201910351569.5A | https://patentimages.storage.googleapis.com/df/ec/5d/c95fe686b7f865/CN109941111B.pdf | CN:109941111:B | 徐淑芳 | Guangzhou Xiaopeng Motors Technology Co Ltd | NaN | Not available | 2021-02-19 | 1.一种剩余续驶里程的预估方法，其特征在于，包括：, 获取电动汽车的电池的健康参数；, 获取所述电池当前时刻的荷电状态；, 采用所述荷电状态确定所述电池的剩余能量；, 确定所述电池的预测放电电流；, 确定所述电池的预测电池温度；, 采用所述预测放电电流和所述预测电池温度确定影响系数；, 采用所述健康参数、剩余能量和所述影响系数确定实际剩余能量；, 采用所述实际剩余能量确定剩余续驶里程；, 其中，所述确定所述电池的预测电池温度的步骤，包括：, 获取所述电池当前时刻的最低电池温度；, 确定所述电池的预测温升变化；其中，所述预测温升变化为根据所述电池的运行时间进行计算；, 采用所述最低电池温度和所述预测温升变化，计算的预测电池温度；, 其中，所述确定所述电池的预测温升变化的步骤，包括：, 确定所述电池的运行时间；, 若所述电池的运行时间达到预设时间，则获取所述电池当前时刻前，预设时间内的每一分钟的温升变化；, 采用所述温升变化计算出平均温升变化，作为预测温升变化；, 其中，还包括：, 若所述电池的运行时间没有达到预设时间，则获取初始预设温升变化；, 获取所述电池当前时刻前，所述运行时间的每一分钟的温升变化；, 采用所述温升变化计算出平均温升变化；, 采用所述平均温升变化和所述初始预设温升变化计算预测温升变化；, 其中，在所述确定所述电池的运行时间的步骤之前，还包括：, 在所述电池的初始运行时刻，获取当前环境温度和最低电池温度；, 采用所述当前环境温度和所述最低电池温度选定对应的初始预设温升变化；, 将所述初始预设温升变化作为预测温升变化。, 2.根据权利要求1所述的方法，其特征在于，所述采用所述荷电状态确定所述电池的剩余能量的步骤，包括：, 获取能量映射表；, 采用所述荷电状态从所述能量映射表中查找到对应的剩余能量。, 3.根据权利要求1所述的方法，其特征在于，所述确定所述电池的预测放电电流的步骤，包括：, 在所述电池的初始运行时，获取常用放电倍率对应的放电电流；, 将所述放电电流作为预测放电电流；, 在所述电池的运行过程中，获取当前时刻前一分钟内的平均电流；, 采用所述平均电流、前一预测放电电流和预设权重系数计算预测放电电流。, 4.根据权利要求1所述的方法，其特征在于，所述采用所述预测放电电流和所述预测电池温度确定影响系数的步骤，包括：, 获取系数映射表；, 采用所述预测放电电流和所述预测电池温度，从所述系数映射表中查找到对应影响系数。, 5.一种电动汽车，其特征在于，包括：, 健康参数获取模块，用于获取电动汽车的电池的健康参数；, 荷电状态获取模块，用于获取所述电池当前时刻的荷电状态；, 剩余能量确定模块，用于采用所述荷电状态确定所述电池的剩余能量；, 预测放电电流确定模块，用于确定所述电池的预测放电电流；, 预测电池温度确定模块，用于确定所述电池的预测电池温度；, 影响系数确定模块，用于采用所述预测放电电流和所述预测电池温度确定影响系数；, 实际剩余能量确定模块，用于采用所述健康参数、剩余能量和所述影响系数确定实际剩余能量；, 剩余续驶里程确定模块，用于采用所述实际剩余能量确定剩余续驶里程；, 其中，所述预测电池温度确定模块，包括：, 最低电池温度获取子模块，用于获取所述电池当前时刻的最低电池温度；, 预测温升变化确定子模块，用于确定所述电池预测温升变化；其中，所述预测温升变化为根据所述电池的运行时间进行计算；, 预测电池温度计算子模块，用于采用所述最低电池温度和所述预测温升变化，计算预测电池温度；, 其中，所述预测温升变化确定子模块，包括：, 运行时间确定单元，用于确定所述电池的运行时间；, 第一温升变化获取单元，用于若所述电池的运行时间达到预设时间，则获取所述电池当前时刻前，预设时间内的每一分钟的温升变化；, 第一预测温升变化确定单元，用于采用所述温升变化计算出平均温升变化，作为预测温升变化；, 其中，所述预测温升变化确定子模块，还包括：, 初始预设温升变化获取单元，用于若所述电池的运行时间没有达到预设时间，则获取初始预设温升变化；, 第二温升变化获取单元，用于获取所述电池当前时刻前，所述运行时间的每一分钟的温升变化；, 平均温升变化计算单元，用于采用所述温升变化计算出平均温升变化；, 第二预测温升变化确定单元，用于采用所述平均温升变化和所述初始预设温升变化计算预测温升变化；, 其中，所述预测温升变化确定子模块，还包括：, 初始预设温升变化获取单元，用于在所述电池的初始运行时刻，获取当前环境温度和最低电池温度；采用所述当前环境温度和所述最低电池温度选定对应的初始预设温升变化；, 第三预测温升变化确定单元，用于将所述初始预设温升变化作为预测温升变化。, 6.根据权利要求5所述的电动汽车，其特征在于，所述荷电状态获取模块，包括：, 能量映射表获取子模块，用于获取能量映射表；, 剩余能量查找子模块，用于采用所述荷电状态从所述能量映射表中查找到对应的剩余能量。, 7.根据权利要求5所述的电动汽车，其特征在于，所述预测放电电流确定模块，包括：, 放电电流获取子模块，用于在所述电池的初始运行时，获取常用放电倍率对应的放电电流；, 预测放电电流获得子模块，用于将所述放电电流作为预测放电电流；, 平均电流获取子模块，用于在所述电池的运行过程中，获取当前时刻前一分钟内的平均电流；, 预测放电电流计算子模块，用于采用所述平均电流、前一预测放电电流和预设权重系数计算预测放电电流。, 8.根据权利要求5所述的电动汽车，其特征在于，所述影响系数确定模块，包括：, 系数映射表获取子模块，用于获取系数映射表；, 查找子模块，用于采用所述预测放电电流和所述预测电池温度，从所述系数映射表中查找到对应影响系数。, 9.一种电子设备，其特征在于，包括：, 一个或多个处理器；和, 其上存储有指令的一个或多个机器可读介质，当由所述一个或多个处理器执行时，使得所述电子设备执行如权利要求1-4所述的任意一 种方法。, 10.一个或多个机器可读介质，其上存储有指令，当由一个或多个处理器执行时，使得所述处理器执行如权利要求1-4所述的任意一 种方法。 | CN | China | Active | Y | True |
| 163 | 具有多个带的交通工具电池系统 \n | CN106794751B | 对其它申请的交叉引用本申请要求Kotik等人于2014年8月22日提交的标题为“STRAPS FOR RESTRAININGA BATTERY SYSTEM”的美国临时申请序列号62/040,474的优先权，其公开内容在此以引用的方式并入本文中。技术领域本公开大体上涉及汽车系统，并且更加具体地涉及用于电动交通工具的电池系统。背景技术电动交通工具中的电池系统通常遭受两种类型的载荷。交通工具的正常操作（诸如，停止和起动、加速、转弯等）会导致在电池系统上施加标称载荷。许多常规电池安装系统利用刚性底座、刚性框架或者非顺从性带。在这些类型的常规电池安装系统中，标称载荷是由电池安装系统中的标称弹性变形以及电池系统本身所吸收。然而，电池系统还遭受到显著较高的冲击载荷，诸如，在极端制动、交通工具故障或者碰撞或撞击期间。此类冲击载荷能够压倒常规安装系统的底座和带的弹性恢复力，因而电池系统经历塑性变形，这会导致对电池系统的损坏、交通工具的操作中断以及重大的安全风险。已经研发出包括安装在弹簧上的滑架或者机架的电池安装系统，该弹簧抑制作用在电池系统上的冲击载荷。然而，此类滑架在生产、安装和维护方面是昂贵的，减少接入电池系统，并且给交通工具添加不期望的重量和复杂性。因此，需要的是一种用于将电池系统安装至电动交通工具的底侧的安装系统，该安装系统充分地吸收来自冲击载荷的能量，而不会给电动交通工具添加不期望的重量、费用或复杂性。附图说明图1是根据本公开的安装至具有安装系统的电动交通工具的底侧的电池系统的示例性实施例的侧视图。图2是图1的电池安装系统的透视图。图3是图1中描绘的电池安装系统的顶视图。图4是图1中描绘的电池安装系统的底部透视图。图5是图1中描绘的电池安装系统的带的透视图。具体实施方式为了促进对本文所描述的实施例的原理的理解，现在参照如下书面说明书中的附图和描述。该参照并不旨在限制主题的范围。此公开还包括对所说明的实施例的任何变更和修改并且包括所描述的实施例的原理的其它应用，如本文件所属领域的技术人员所通常将想到的。图1描绘了根据此公开的用于电动交通工具102的电池安装系统100的侧视图，其中，容纳着电池（未示出）的电池壳体104经由多个带108安装至电动交通工具102的底侧106。带108如此配置，使得当向电池壳体施加冲击载荷时，多个带108在电池壳体104的变形之前发生变形，如下文更加详细描述的。图2图示了根据本公开的电池安装系统100的透视图。电池系统104具有底面110和一对相对的侧面116和118，该底面110平行于由第一轴线112和第二轴线114所限定的平面，该对相对的侧面116和118平行于由第一轴线112和第三轴线120所限定的平面。多个带108中的每一个配置成围绕电池壳体104延伸，并且包括第一端部部分122和第二端部部分124。第一端部部分122和第二端部部分124配置来附接至如图1中所图示的交通工具102。通常，第一端部部分122沿着第二轴线114与第二端部部分124相对，从而使带108大体上沿着第二轴线114延伸。在图1至图5中所图示的实施例中，系统100包括四个带108，这四个带108定位为沿着第一轴线112沿着电池壳体104均匀地间隔隔开。在其它实施例中，系统100包括带108的其它数量，例如，以便支撑具有相对较大重量或大小的电池壳体104。带108还能够沿着第一轴线不规则地间隔隔开，例如，以便支撑具有不规则重量分布的电池壳体104。图3图示了系统100的顶视图。第一端部部分122和第二端部部分124中的每一个限定孔126，该孔126允许端部部分122和124经由任何可接受的连接构件（未示出）附接至交通工具102，例如，螺栓、螺钉、钩等。在其它实施例中，第一端部部分122和第二端部部分124限定附接构件，该附接构件用于以独立于连接构件的方式而附接至交通工具102，诸如，配置来钩挂到交通工具102上的突出部上的环、用于形成焊接连接的焊接凸缘、夹子、夹具、或者任何其它可接受的附接构件。图4图示了系统100的底侧透视图。在此实施例中，电池壳体104由带108按照未联接的方式所支撑。在其它实施例中，带108通过任何可接受的紧固构件（未示出）附接至电池壳体，诸如，螺栓、销、焊接件等。额外地，电池壳体104包括多个引导件128，该多个引导件128用于限定带108相对于电池壳体104的位置，并且用于有利于带108与电池壳体104之间的力的传递，如在下文更加详细描述的。多个引导件128中的每一个沿着第二轴线114至少部分地围绕电池壳体104延伸，并且限定垂直于第一轴线112的壁部分130。多个带108中的每一个与多个引导件128中的相应的一个相关联，从而使每个带108至少部分地容纳在多个引导件128中的相关联的一个引导件中。在图4中所图示的实施例中，多个引导件128中的每一个包括第一通道部分132，该第一通道部分132沿着电池壳体104的底面110延伸。每个引导件128的壁部分130是第一通道部分132的壁部分130。在其它实施例中（未示出），多个引导件128中的每一个进一步包括第二通道部分和第三通道部分，该第二通道部分和该第三通道部分分别沿着横向侧116和118在大体上平行于第三轴线120的方向上延伸。在其它实施例中，其它类型的引导件128也是可接受的，包括：引导环、具有与带108的至少一部分互补的形状的从电池壳体104的突出部等。图5图示了可与图1至图4中所图示的系统100一起使用的带108的透视图。当沿着第一轴线112观察时，带108限定U型通道134，该U型通道134包括一对侧部部分136和基底部分138，该对侧部部分136大体上平行于第三轴线120延伸，该基底部分138在该对侧部部分136之间延伸并且大体上平行于第二轴线114延伸。每个侧部部分136包括在与基底部分138相对的一端上的端部部分140。U型通道134配置来支撑电池壳体104（图4）。当图4的电池壳体104容纳在U型通道134中时，基底部分138容纳在相对应的引导件128中，并且尤其是容纳在相对应的引导件128的第一通道部分132中。基底部分138的大小设置为，使得侧部部分136分别邻接电池壳体的横向侧114和116。在多个引导件128中的每一个还包括第二通道部分和第三通道部分的实施例中，当电池壳体104容纳在U型通道134中时，该对侧部部分136额外地分别容纳在第二通道部分和第三通道部分中。侧部部分136的大小还设置为，使得当端部部分140附接至交通工具102时，电池壳体104邻接交通工具102和基底部分138。U型通道134具有C型通道截面142，至少是一部分，该C型通道截面142包括一对侧壁144和基壁148，该对侧壁144远离U型通道134的内侧146向外延伸，该基壁148在该对侧壁144之间延伸并且包括内侧146。基壁148配置来装配在相对应的引导件128的至少第一通道区域132内，从而使（一个或两个）侧壁144邻接第一通道区域132的壁部分130。（一个或两个）侧壁144还配置来邻接引导件128的第二通道区域和第三通道区域（当存在时）的壁部分。系统100在交通工具的正常操作期间令人期望地将电池壳体104保持就位。换言之，多个带108配置成在交通工具102的正常操作期间在施加正常载荷的情况下与电池壳体104 一起弹性地变形。多个带108进一步配置成使得：当第一端部部分122和第二端部部分124中的每一个连接至交通工具102时，带108迫使电池壳体104抵靠交通工具102并且通过交通工具102分别与第一端部部分122和第二端部部分124之间的连接而保持张紧。在一些实施例中，交通工具102与第一端部部分122和第二端部部分124之间的连接是可调节的，以修改多个带108中的张紧量。例如，在使用螺钉来将带108的第一端部部分122和第二端部部分124附接至交通工具102的实施例中，带108中的张紧量可通过拧紧或者拧松螺钉来进行调节。多个带108中的张力使得保持电池壳体104处于压缩抵靠交通工具102。这样确保了交通工具102和多个带108在交通工具的正常操作期间弹性地支撑电池壳体104。带108中的张力还影响带108的变形行为，这是通过使引起带108屈服超过弹性变形并且将发生塑性变形所需的能量的量减小，如下文更加详细描述的。令人期望的是，带108配置成在交通工具的正常操作期间在正常载荷的作用下时弹性地变形，并且进一步配置成在冲击载荷的作用下时塑性地变形。在载荷的作用下时，元件基于该元件的刚度和载荷的大小发生变形。该变形是由于施加至元件的应力所引起的，并且对于连续元件而言，由胡克定律来描述：\n\n其中，σ是由所施加的载荷引起的应力，是元件所经历的应变或者形变，Ε是与元件的刚度或者弹性相对应的元件的弹性模量，并且i是作用载荷和形变的方向。应力σ等于作用在方向i上的力F除以沿着方向i所观察到的截面面积A。力F定义为：\n\n其中，m是元件的质量，并且a是元件所经历的加速度，例如，由于交通工具102的加速或者减速引起的加速度。由于不同的电池壳体104能够具有大量不同的质量，所以作用在系统100上的载荷可以加速度来表达，例如，冲击载荷等于至少50 g’s或者约490 m/s2。因此，在交通工具的正常操作期间所经历的正常加速度载荷导致较低的应力，并且冲击载荷的较高加速度载荷导致较高应力。电池系统104沿着任何方向通常具有比多个带108大的面积A，但也通常具有比多个带108大的质量。由于质量差异通常大于面积差异，所以在给定特定加速度a的情况下，电池壳体104通常经历比多个带108更大的应力σ。作用在元件上的应力σ越高，该元件经历的形变越大。这意味着，在所有其它因素均相等的情况下，由于电池壳体104的质量通常大于多个带108的质量，所以电池壳体104中的应力将高于带108中的应力。当所施加的载荷大到足以克服材料的弹性时，该材料不可逆转地会发生塑性变形。每种材料均具有屈服强度，通常定义为材料在不发生塑性变形的情况下可以经由弹性变形所吸收的应力量。当应力σ由于所施加的载荷而超过材料的屈服强度时，该材料将塑性地变形。为了防止电池壳体104损坏，带108令人期望地配置为在电池壳体104的塑性变形之前塑性地变形。由于向带108和电池壳体104施加了相同的加速度载荷a，所以带108的特征被选择为：当沿着第一轴线112、第二轴线114以及第三轴线120中的至少一个受到冲击载荷的作用时，允许带108在电池壳体104之前塑性地变形。特别地，多个带108配置为：在沿着第一轴线112、第二轴线114以及第三轴线120中的每一个施加至少50 g’s的冲击载荷的情况下，在电池壳体104的变形之前塑性地变形。多个带108的一个可调节的特征是屈服强度，其是通过选择用于形成带108的材料的性质所确定。换言之，可以将（一种或多种）材料选择为形成具有较低屈服强度的带108，从而使引起带108屈服所需要的应力小于电池壳体104中的应力，其中电池壳体104中的应力由于其高质量而变大。带108的可调节的另一个特征是带108的截面面积。如上文所讨论的，材料的屈服强度是以应力来表达，即，单位面积上的力。因此，修改带108的厚度会修改分布应力的面积。这反过来会影响力的量，以及因此影响带108在达到屈服强度之前能够承受的加速度载荷。然而，改变带108的厚度会影响带108沿着所有轴线的截面面积。此外，如果带108太薄，其将不能在交通工具102的正常操作期间支撑电池壳体104。进一步地，加厚带108又会令人不期望地增加带108的重量和成本。通过修改带108的截面的形状，可以调节带108的沿着特定轴线的截面面积。图5中所图示的C型通道截面142配置成沿着至少一个轴线加强带108的刚度。例如，与仅仅具有基底部分134的相同厚度的带相比，侧壁144增加了带108的截面面积，并且因此在给定特定施加载荷的情况下减小了带108所经历的应力。如上文所描述的，（一个或两个）侧壁144也配置为邻接第一通道区域132的壁部分130。这有利于多个带108与电池壳体104之间的载荷的传递，这允许多个带108在载荷作用于至少第一轴线112上时支撑电池壳体104。当载荷在弹性范围内时，（一个或两个）侧壁144确保多个带108和电池壳体104一起移动以及弹性地变形。当载荷在塑性范围内时，（一个或两个）侧壁144确保作用在电池壳体104上的载荷被传递至多个带108。也可以通过修改系统100中的带108的数量来调节多个带108的刚度。由于每个带108移独立于其它带108的方式附接至交通工具102，所以带108平行地进行作用，并且因此作用在多个带108上的应力σ总体上被限定为所施加的载荷的总力除以所有带108的在从载荷的作用方向i上所观察到的截面面积的净总和。因此，增加带108的数量会增加多个带108在达到屈服强度之前能够由其所吸收的力，并且减少带108的数量会减少多个带108在达到屈服强度之前能够由其所吸收的力。可以调节的另一个特征是带108的张力。如上文所讨论的，为了调节带108中的张力的量，可以使带108的第一端部122和第二端部124与交通工具102之间的连接变紧或者变松。张力对应于内部应力。因此，由于带108与交通工具之间的连接在带108中引起的预张力使得带108具有预应力，并且使得带108在屈服之前能够承受的额外应力的量减小。因此，多个带108可以配置成通过下列各项使得在施加至少50 g’s的冲击载荷的情况下，在电池壳体的塑性变形之前塑性地变形：选择带108的厚度、系统中的带108的数量、带108的截面、带的预张紧；以及选择具有不同屈服强度的材料以形成带108。当然，对于带108的设计冲击载荷将根据电池壳体104的配置（包括材料、质量和结构）而改变。这些特征还可以进行优化以使多个带108的成本和重量最小化。调节带108的张力还有助于载荷沿着第二轴线114在带108与电池壳体104之间的传递，即，在带108的基底部分138的邻接电池壳体104的侧面114和116的区域之间。当带108保持张紧时，带108的邻接电池壳体104的区域被迫抵靠电池壳体104。类似地，调节张力有助于载荷在带108的基底部分138的邻接电池壳体的底面110的区域之间的传递。在优选实施例中，通过将带108的第一端部部分122和第二端部部分124连接至交通工具102的底侧106上的连接点来将电池壳体104安装至交通工具102的底侧。为了防止系统100与例如交通工具102下方的道路上的杂物或者其它障碍物发生无意碰撞，交通工具102的底侧106上的连接点可以远离道路从交通工具102的底侧106是凹陷的，从而使得系统100至少部分地容纳在交通工具102的底侧106上的凹部中。在一个实施例中，系统100进一步包括附接至交通工具102的盖板（未示出），从而使得电池壳体104和多个带108由盖板和交通工具102所封闭。有利地，带108可以通过冲压或者轧制过程来形成，从而使得能够根据需要利用和成形具有均匀厚度的材料。在示例性实施例中，带108沿着第三轴线120为大约1/4英寸厚，沿着第二轴线114为大约2英寸宽，并且沿着第一轴线112为大约6英尺长，而且也设想了其它长度、宽度和厚度，诸如以用于具有不同重量和大小的电池壳体。在其它实施例中，诸如橡胶底脚等阻尼器构件（未示出）定位在如下元件中的至少一个之间：（i）端部部分122和124，（ii）电池壳体104，（iii）交通工具102的底侧106。在另一个实施例中，阻尼器构件（未示出）定位在（一个或多个）带108的基底部分138与电池壳体104之间。阻尼器构件有利地配置来抑制由于冲击载荷所产生的力，并且缓冲系统100内的电池壳体104。例如，阻尼器构件可以是诸如橡胶等的弹性材料、包括弹簧或者配置成弹性地变形的构件等。尽管图1中图示的交通工具102被描绘为汽车，但应理解到其也可以是其它交通工具，诸如，货车、卡车、公共汽车、船舶、飞机、火车、推车、施工设备以及拖车。在其它实施例中，不是将电池系统安装至电动交通工具的底侧，相反，电池安装系统约束电池系统的运动，该电池系统定位在形成交通工具的车身底部的表面的顶部上。在此实施例中，带保持张紧以便使电池系统向下保持在该表面上。在一个实施例中，该表面由固定至交通工具的结构的下托盘或者平板构成。应理解到，上述以及其它特征和功能的变型、或者其替代物可以令人期望地被组合到许多其它不同的系统、应用或者方法中。本领域的技术人员随后可以作出许多当前未预见或者未预料到的也旨在包含在本公开中的替代、修改、变化或者改进。 | 一种交通工具电池系统，所述交通工具电池系统包括电池壳体和多个带。电池壳体配置来容纳用于给交通工具供电的电池。多个带中的每一个配置成围绕所述电池壳体延伸，并且包括第一端部部分和第二端部部分，所述第一端部部分和所述第二端部部分配置来附接至交通工具。所述多个带如此配置，使得当沿着第一轴线向所述电池壳体施加冲击载荷时，所述多个带在所述电池壳体的变形之前发生变形。 | CN:201580044975.7A | https://patentimages.storage.googleapis.com/08/22/87/3ce93f202c93c3/CN106794751B.pdf | CN:106794751:B | M.科蒂克, R.舍恩赫尔, N.阿多纳基斯, J.周, M.博塔德拉 | Robert Bosch GmbH | CN:103269941:A, JP:2013103635:A, JP:2013112160:A, JP:2014101009:A | Not available | 2019-10-22 | 1.一种交通工具电池系统，其包括：, 电池壳体，其配置来容纳电池；以及, 多个带，其中：, 所述多个带中的每一个配置成围绕所述电池壳体延伸并且包括第一端部部分和第二端部部分；, 所述第一端部部分和所述第二端部部分中的每一个配置来附接至交通工具；以及, 其特征在于，所述多个带如此配置，使得当沿着第一轴线向所述电池壳体施加冲击载荷时，所述多个带在所述电池壳体的变形之前发生变形。, 2.根据权利要求1所述的系统，其中，所述多个带如此配置，使得当沿着正交于所述第一轴线的第二轴线向所述电池壳体施加冲击载荷时，所述多个带在所述电池壳体的变形之前发生变形。, 3.根据权利要求2所述的系统，其中，所述多个带如此配置，使得当沿着正交于所述第一轴线和所述第二轴线的第三轴线向所述电池壳体施加冲击载荷时，所述多个带在所述电池壳体的变形之前发生变形。, 4.根据权利要求3所述的系统，其中：, 所述电池壳体包括多个引导件；, 所述多个引导件中的每一个沿着所述第二轴线至少部分地围绕所述电池壳体延伸并且限定垂直于所述第一轴线的壁部分；, 所述多个带中的每一个与所述多个引导件中的相应的一个引导件相关联；以及, 所述多个带的变形是由所述多个带中的每一个与所述多个引导件中的所述相应的一个引导件的所述壁部分之间的接触所产生。, 5.根据权利要求4所述的系统，其中，所述多个引导件中的每一个还包括：, 在所述电池壳体中的第一通道部分，所述第一通道部分沿着所述电池壳体的第一侧延伸，且其位于由所述第一轴线和所述第二轴线所限定的平面上，其中，每个引导件的所述壁部分是所述第一通道部分的壁部分。, 6.根据权利要求5所述的系统，其中，所述多个引导件中的每一个还包括：, 在所述电池壳体中的第二通道部分，所述第二通道部分沿着所述电池壳体的第二侧延伸，且其位于由所述第一轴线和所述第三轴线所限定的平面上。, 7.根据权利要求6所述的系统，其中，所述多个引导件中的每一个还包括：, 在所述电池壳体中的第三通道部分，所述第三通道部分沿着所述电池壳体的第三侧延伸，且其平行于所述第二侧。, 8.根据权利要求7所述的系统，其中，所述多个带的所述第一端部部分和所述第二端部部分配置来使所述多个带中的每一个在已附接至所述交通工具的情况下保持张紧。, 9.根据权利要求8所述的系统，其中，所述多个带中的每一个限定U型通道，所述U型通道包括：, 基底，其接纳在所述第一通道部分中；以及, 一对侧部部分，其分别接纳在所述第二通道部分和所述第三通道部分中。, 10.根据权利要求9所述的系统，其中：, 所述U型通道具有C型通道截面，至少部分地，其包括：, 一对侧部部分，其远离所述电池壳体向外延伸并且支承抵靠所述第一通道部分的所述壁部分；以及, 背部部分，所述背部部分在所述对侧部部分之间延伸并且支撑所述电池壳体；以及, 所述C型通道配置来加强每个带沿着至少一个轴线的刚度。, 11.根据权利要求3所述的系统，其中，所述多个带配置为：在所述电池壳体的变形之前发生变形，以沿着所述第一轴线、所述第二轴线和所述第三轴线中的至少一个吸收至少490m/s2的冲击载荷。, 12.根据权利要求11所述的系统，其中，所述多个带配置为：在所述电池壳体的变形之前发生变形，以沿着所述第一轴线、所述第二轴线和所述第三轴线中的每一个吸收至少490m/s2的冲击载荷。, 13.根据权利要求1所述的系统，其中：, 所述第一端部部分和所述第二端部部分中的每一个限定孔；以及, 各自的连接构件穿过所述第一端部部分和所述第二端部部分中的每一个的所述孔，以将所述第一端部部分和所述第二端部部分附接至所述交通工具。, 14.根据权利要求13所述的系统，其中，所述各自的连接构件包括螺栓、螺钉、桩钉、夹和钩中的至少一种。, 15.根据权利要求1所述的系统，其中，所述第一端部部分和所述第二端部部分中的每一个附接至所述交通工具的底侧。, 16.根据权利要求15所述的系统，其中，所述系统至少部分地定位在所述交通工具的所述底侧中的凹部内。, 17.根据权利要求16所述的系统，其还包括盖板，所述盖板配置来覆盖所述电池壳体的背离所述交通工具的一侧。, 18.根据权利要求17所述的系统，其中，所述盖板附接至所述交通工具的所述底侧并且未附接至所述电池壳体和所述多个带。 | CN | China | Active | B | True |
| 164 | 배터리 교체용 이동 플랫폼 및 빠른 교체 시스템 \n | KR102515474B1 | NaN | 본 발명은 배터리 교체용 이동 플랫폼 및 빠른 교체 시스템을 공개한다. 여기서, 배터리 교체용 이동 플랫폼은, 배터리 교체용 이동 플랫폼을 지면에서 이동하도록 구동시키는 주행 구동부; 상기 주행 구동부에 장착되어 배터리 교체 과정에서 배터리의 승강을 구현하는 리프팅부; 및 상기 리프팅부의 상부에 장착되고, 교체할 배터리 또는 교체된 배터리를 안착시키며 배터리 교체 장치가 장착되는 배터리 장착부를 포함한다. 본 발명은 잠금 해제 장치를 이용하여 전기 자동차 바닥에 잠금된 배터리를 잠금 해제하고, 배터리 잠금 기구의 잠금 해제점을 자동으로 정렬하며, 운동 중에 자동 잠금 해제를 구현할 수 있으므로 수동 간섭이 필요 없이 전체 과정이 완전히 자동화되어 배터리의 교체 효율을 향상시킨다. 이 밖에, 이동 구동 장치를 통해 배터리 잠금 해제 위치에 대한 상부판의 각도를 조정할 수 있으므로, 배터리 교체용 이동 플랫폼 전체가 움직이지 않는 경우, 배터리의 잠금 해제점에 자동으로 적응하여 잠금 해제 효율을 더욱 향상시킨다. | KR:1020227002430A | https://patentimages.storage.googleapis.com/8b/94/89/5fd85ee8892e06/KR102515474B1.pdf | KR:102515474:B1 | 지엔핑 장, 춘화 황, 쥔챠오 저우, 밍허우 주, 샤오둥 리, 루이 쩌우, 스융 디 | 상하이 디안바 뉴 에너지 테크놀러지 코., 엘티디. | JP:2002087516:A, KR:100792542:B1, JP:5897924:B2, CN:204659694:U | Not available | 2023-03-30 | 전기 자동차의 배터리를 교체하기 위한 배터리 교체용 플랫폼에 있어서, 상기 배터리 교체용 플랫폼은, 교체된 배터리를 탑재하기 위한 상부판; 및 상기 상부판의 상면에 장착되어 전기 자동차에 장착되는 배터리 잠금 장치를 잠금 해제하기 위한 잠금 해제 장치를 포함하고, 상기 상부판의 상면에는 배터리를 위치 결정하여 장착하기 위한 브릿지 기둥이 더 장착되고, 상기 브릿지 기둥은 개구가 위로 향하는 요홈을 구비하며, 상기 브릿지 기둥에는 위치 결정 마그네틱 스틸이 장착되는 것을 특징으로 하는 배터리 교체용 플랫폼., 제1항에 있어서,상기 배터리 교체용 플랫폼은, 구동 출력단을 통해 상기 상부판에 연결 장착되고, 상기 상부판을 수평 방향으로 이동하도록 구동시키기 위한 이동 구동 장치를 더 포함하고, 상기 이동 구동 장치는 구동부 및 구동 출력단에 장착되는 스크류를 포함하고, 푸시 플레이트는 상기 상부판의 하면에 고정 장착되고, 상기 푸시 플레이트는 나사공을 통해 상기 스크류에 연결되거나 또는 상기 스크류에 씌워진 조절 너트로 고정 장착되는 것을 특징으로 하는 배터리 교체용 플랫폼., 제2항에 있어서,상기 스크류는 볼 스크류이며, 상기 너트는 볼 너트인 것을 특징으로 하는 배터리 교체용 플랫폼., 제1항에 있어서,상기 상부판의 상면에는 상기 배터리가 예정 위치에 도착했는지 여부를 감지하기 위한 센서가 더 장착되는 것을 특징으로 하는 배터리 교체용 플랫폼., 제1항에 있어서,상기 상부판의 상면에는 배터리 트레이가 장착되고, 상기 배터리 트레이의 하면에는 위치 결정 로드가 장착되며, 상기 상부판의 상면에는 스프링 고정 시트가 장착되고, 상기 위치 결정 로드와 상기 상부판 표면의 스프링 고정 시트는 배위 장착되는 것을 특징으로 하는 배터리 교체용 플랫폼., 제5항에 있어서, 상기 배터리 트레이의 상면에는 복수의 가이드판이 구비되고, 상기 가이드판에는 개구가 위로 향하고 배터리를 장착 및 고정시키기 위한 요홈이 구비되는 것을 특징으로 하는 배터리 교체용 플랫폼., 제2항에 있어서,상기 배터리 교체용 플랫폼은 상기 상부판의 하방에 장착되는 하부판을 더 포함하고, 상기 이동 구동 장치는 고정 시트를 통해 상기 하부판의 하면에 장착되고, 상기 이동 구동 장치의 구동 출력단에는 푸시 플레이트가 연결되며, 상기 푸시 플레이트는 상기 하부판의 장착 홀을 통과하여 상기 상부판의 하면에 고정되는 것을 특징으로 하는 배터리 교체용 플랫폼., 제7항에 있어서, 상기 상부판과 상기 하부판 사이에는 슬라이딩 장치가 장착되고, 상기 슬라이딩 장치는 상기 하부판의 상면에 고정되는 슬라이딩 레일 및 상기 상부판의 하면에 고정되는 슬라이딩 블록을 포함하며, 상기 슬라이딩 블록과 상기 슬라이딩 레일은 클립핑되는 것을 특징으로 하는 배터리 교체용 플랫폼., 제8항에 있어서, 상기 상부판에는 상기 슬라이딩 레일에 대응되는 위치에 상방으로 돌출되는 수용홈이 설치되고, 상기 슬라이딩 블록은 상기 수용홈 내에 고정되는 것을 특징으로 하는 배터리 교체용 플랫폼., 제9항에 있어서, 상기 상부판과 상기 하부판 사이에는 상기 상부판과 하부판 사이의 마찰력을 감소시키는 슬라이딩 플레이트가 장착되는 것을 특징으로 하는 배터리 교체용 플랫폼., 제1항에 있어서,상기 배터리 교체용 플랫폼은, 구동 출력단을 통해 상기 상부판에 연결 장착되고, 상기 상부판을 수평 방향으로 이동하도록 구동시키기 위한 이동 구동 장치; 및 상기 상부판의 하방에 장착되는 하부판을 포함하며, 상기 이동 구동 장치는 상기 상부판을 상기 하부판에 대해 수평으로 이동하도록 구동시키고, 상기 잠금 해제 장치는 이동 시트, 이동 시트의 상면에 수직으로 장착되는 잠금 해제 이젝터 핀 및 상기 이동 시트를 상부판의 평면을 따라 수평으로 이동하도록 구동시키는 구동 부재를 포함하는 것을 특징으로 하는 배터리 교체용 플랫폼., 배터리 교체용 이동 플랫폼에 있어서, 상기 배터리 교체용 이동 플랫폼은 리프팅부, 주행 구동부, 및 배터리 장착부를 포함하고, 상기 배터리 장착부는 상기 리프팅부의 상부에 장착되고, 교체할 배터리 또는 교체된 배터리를 안착시키며, 상기 배터리 장착부는 제1항 내지 제11항 중 어느 한 항에 따른 배터리 교체용 장치가 장착되고, 상기 리프팅부는 상기 주행 구동부에 장착되어 상기 배터리 교체 과정에서 상기 배터리의 승강을 구현하고, 상기 주행 구동부는 상기 배터리 교체용 이동 플랫폼을 지면에서 이동하도록 구동시키는 것을 특징으로 하는 배터리 교체용 이동 플랫폼., 빠른 교체 시스템에 있어서, 상기 빠른 교체 시스템은,전기 자동차용 교체용 배터리 및 전기 자동차에서 교체된 충전할 배터리를 안착하기 위한 배터리 랙;교체된 충전할 배터리를 배터리 랙에 장착하는 동시에 배터리 랙에서 교체용 배터리를 탈착하는 스태커 크레인; 및 제12항에 따른 배터리 교체용 이동 플랫폼을 포함하는 것을 특징으로 하는 빠른 교체 시스템. | KR | South Korea | NaN | B | True |
| 165 | Electric charge management system and method for a vehicle \n | US11192466B2 | Many new technologies for electric vehicles and hybrid vehicles are being developed to improve power management of vehicle batteries. In certain scenarios, a user of a vehicle having an energy transfer capability, for example, a Vehicle-to-Grid (V2G) capability, may want to know if surplus energy is available in vehicle batteries. Further, the user may also want to monetize the surplus energy when available. Conventional solutions may be inefficient or may even lack an enabling technology to effectively assist the user in such decisions and consequent action(s), while balancing user requirements associated with the vehicle. Thus, an advanced system may be desired for vehicles for a balanced and efficient energy management of vehicle batteries.\nFurther limitations and disadvantages of conventional and traditional approaches will become apparent to one of skill in the art, through comparison of described systems with some aspects of the present disclosure, as set forth in the remainder of the present application and with reference to the drawings.\nAn electric charge management device for a vehicle may include a display screen configured to render a user interface (UI) and circuitry. The circuitry may be configured to set a first threshold value for a first discharge level of a battery of the vehicle. The first discharge level may be greater than a zero state of charge (SOC) of the battery. The circuitry may be further configured to receive first information associated with the vehicle or a user of the vehicle. The circuitry may be further configured to set a second threshold value for a second discharge level of the battery based on the received first information and a first energy amount of the battery. The first energy amount of the battery may be required for at least one operation associated with the vehicle, where the second threshold value may be greater than the first threshold value. The circuitry may be further configured to determine a first energy cost for a second energy amount between the second discharge level and a current SOC of the battery. The circuitry may be further configured to control the vehicle to transfer the second energy amount to an external electric power system, which may be different from the electric charge management device, based on the determined first energy cost.\nAn electric charge management device for a vehicle may include a memory configured to store a value of a discharge level of a battery of the vehicle. The discharge level may be greater than a zero state of charge (SOC) of the battery, and a first energy amount between the discharge level and the zero SOC may be required for at least one operation associated with the vehicle. The electric charge management device may further include circuitry coupled with the memory. The circuitry may be configured to determine a second energy amount between the discharge level and a current SOC of the battery. The circuitry may be further configured to receive first information and second information from a server. The first information may include a first energy cost at the time of retrieval of the first information from the server, and the second information may indicate a future energy cost for a specified time period. The circuitry may be further configured to compare the first information and the second information and determine a second energy cost for the second energy amount based on the comparison. The circuitry may be further configured to control the vehicle to transfer the second energy amount to an external electric power system, which is different from the electric charge management device, based on the determined second energy cost.\nAn electric charge management method in an electric charge management device for a vehicle. The electric charge management device may include a memory configured to store a value of discharge level of a battery of the vehicle. The discharge level may be greater than a zero state of charge (SOC) of the battery, and a first energy amount between the discharge level and the zero SOC may be required for at least one operation associated with the vehicle. The electric charge management method comprising determining a second energy amount between the discharge level and a current SOC of the battery. The electric charge management method further comprising receiving user information of a user of the vehicle from a server. The electric charge management method further comprising searching manufacturer information of the vehicle and employer information associated with the user in the server, based on the received user information. The electric charge management method further comprising determining a relationship between the received user information, the manufacturer information, and the employer information. The electric charge management method further comprising determining an energy cost for the second energy amount based on the determined relationship. The electric charge management method further comprising controlling the vehicle to transfer the second energy amount to an external electric power system, which is different from the electric charge management device, based on the determined energy cost.\n FIG. 1 is a block diagram that illustrates an exemplary first network environment for an electric charge management system, in accordance with an embodiment of the disclosure.\n FIG. 2 is a block diagram that illustrates an exemplary electric charge management device, in accordance with an embodiment of the disclosure.\n FIG. 3 is a block diagram that illustrates an exemplary vehicle that includes the electric charge management device of FIG. 2, in accordance with an embodiment of the disclosure.\n FIG. 4A illustrates battery charge level information of a vehicle battery, in accordance with an embodiment of the disclosure.\n FIG. 4B illustrates battery charge level information of a vehicle battery, in accordance with an alternative embodiment of the disclosure.\n FIG. 5 illustrates an exemplary user interface of the electric charge management device of FIG. 2, for a vehicle-to-grid energy transfer, in accordance with an embodiment of the disclosure.\n FIG. 6 illustrates an exemplary charging station for a vehicle-to-grid energy transfer, in accordance with an embodiment of the disclosure.\n FIG. 7A illustrates an exemplary scenario for implementation of an electric charge management system for a vehicle-to-grid energy transfer, in accordance with an embodiment of the disclosure.\n FIG. 7B illustrates an energy transfer between a vehicle and a selected charging station, in accordance with an embodiment of the disclosure.\n FIG. 7C illustrates an energy transfer between two vehicles, in accordance with an embodiment of the disclosure.\n FIG. 8 is a block diagram that illustrates an electric charge management system using an employee-employer relation, in accordance with another embodiment of the disclosure.\n FIGS. 9A, 9B, 9C, and 9D collectively, depict a flow chart that illustrates exemplary operations for electric charge management for a vehicle, in accordance with an embodiment of the disclosure.\nVarious embodiments of the present disclosure may be found in an electric charge management system for a vehicle. The disclosed electric charge management system includes an electric charge management device. The electric charge management device facilitates a user of a vehicle (for example, an electric vehicle) to trade energy savings (in terms of Ampere-hour (Ah) capacity, a State-of-Charge (% SOC) of the vehicle battery, Kilowatt Hour (KWh), or megajoule (MJ)) to an electric power system in exchange for different benefits, such as monetary benefits, CO2 savings, and other incentives. Examples of the electric power system may include, but is not limited to an electrical power grid, a vehicle battery of other vehicles in vicinity of the user's vehicle, a charging station, an electrical power storage apparatus, or other electric power system of individual businesses or homes. The user may be incentivized to share surplus energy in a vehicle battery from the vehicle to different energy sources (i.e., electric power systems) that have an increasing demand for energy from affordable energy sources.\nThe disclosed electric charge management device may set minimum SOC requirements for a vehicle's battery, based on user input. The minimum SOC requirements may mandate to limit an amount of energy in the vehicle battery that could be shared with various electric power systems. The limitation may prevent an over-discharge of the vehicle's battery below a usable battery capacity such that a user is able to utilize the vehicle for different activities without a requirement of additional charge.\nIn some embodiments, the disclosed electric charge management device ensures a balanced estimation of threshold values based on trained artificial intelligence (AI) models. The AI models may be models that take into account various factors to suggest balanced threshold values to a user. Example of such factors may include, but are not limited to environmental information, historical travel information of the vehicle, calendar information of the user, user-preference information of the user, carbon dioxide (CO2) saving information of the vehicle, financial saving information of the user, charging-discharging information of the battery, and/or an output from a learning engine (e.g., an AI engine).\nThe disclosed electric charge management device may provide incentive benefits to the user of the vehicle by determining a relationship between the user of the vehicle and one or more of the manufacturer of the vehicle, employer-employee information of users of the vehicle, and a current and a future energy price (or cost). Based on the determined relationship, the disclosed electric charge management device ensures incentive benefits for a user or an employee (also an owner of a vehicle), where, the user or employee provides the excess energy of the vehicle battery to a vehicle battery of another vehicle owned by another user or employee having a common employer and/or a common vehicle manufacturer.\n FIG. 1 is a block diagram that illustrates an exemplary first network environment for an electric charge management system, in accordance with an embodiment of the disclosure. With reference to FIG. 1, there is shown a first network environment 100. The first network environment 100 may include an electric charge management device 102, a plurality of vehicles 104A, 1046, 104C, . . . , 104N, a plurality of electric power systems 106, a plurality of charging stations 108A and 1086, an electric grid 110, a server 112, and a network 114. There is further shown a user 116 that is associated with at least one of the plurality of vehicles 104A, 104B, 104C, . . . , 104N.\nThe electric charge management device 102 may comprise suitable logic, circuitry, interfaces, and/or code that may be configured to control the plurality of vehicles 104A, 1046, 104C, . . . , 104N to execute an energy transfer operation to at least one of the plurality of electric power systems 106, such as a Vehicle-to-Grid (V2G) energy transfer. The electric charge management device 102 may receive one or more user inputs from the user 116 and may control the energy transfer operation associated with one of the plurality of vehicles 104A, 1046, 104C, . . . , 104N based on the received one or more user inputs. The electric charge management device 102 may receive various information related to one of the plurality of vehicles 104A, 104B, 104C, . . . , 104N via a user interface (UI). In some embodiments, the electric charge management device 102 may be integrated in at least one of the plurality of vehicles 104A, 104B, 104C, . . . , 104N. The plurality of vehicles 104A, 104B, 104C, . . . , 104N may include a first vehicle 104A and a first set of vehicles 1046 to 104N. In some embodiments, the electric charge management device 102 may be integrated into the first vehicle 104A. Alternatively, each of the plurality of vehicles 104A, 104B, 104C, . . . , 104N may include the electric charge management device 102. Examples of the electric charge management device 102 may include, but are not limited to, a vehicle control system, an in-vehicle infotainment (IVI) system, in-car entertainment (ICE) system, an embedded device, a smartphone, a human-machine interface (HMI), a computer workstation, a mainframe computer, a handheld computer, a cellular/mobile phone, a consumer electronic (CE) device, a server, and other computing devices.\nThe plurality of vehicles 104A, 104B, 104C, . . . , 104N may comprise suitable logic, circuitry, interfaces, and/or code that may be configured to execute the V2G energy transfer operation, “G” corresponds to an electric power system of the plurality of electric power systems 106. Each of the plurality of vehicles 104A, 104B, 104C, . . . , 104N may communicate with the electric charge management device 102 directly or via the network 114. Each of the plurality of vehicles 104A, 1046, 104C, . . . , 104N may be configured to connect with the electric grid 110 via the plurality of charging stations 108A and 1086 to transfer the electric energy. Each of the plurality of vehicles 104A, 1046, 104C, . . . , 104N may be further configured to communicate with the server 112 via the network 114. Each of the plurality of vehicles 104A, 104B, 104C, . . . , 104N may be a non-autonomous, a semi-autonomous, or an autonomous vehicle. Examples of the plurality of vehicles 104A to 104N may include, but are not limited to, an electric vehicle, a hybrid vehicle, and/or a vehicle that uses a combination of one or more distinct renewable or non-renewable power sources. A vehicle that uses renewable or non-renewable power sources may include a fossil fuel-based vehicle, an electric propulsion-based vehicle, a hydrogen fuel-based vehicle, a solar-powered vehicle, and/or a vehicle powered by other forms of alternative energy sources.\nEach of the plurality of electric power systems 106 may comprise suitable logic, circuitry, interfaces and/or code that may be configured to receive from as well as transmit electric power to other energy sources, such as the plurality of vehicles 104A, 104B, 104C, . . . , 104N. The plurality of electric power systems 106 may include the plurality of charging stations 108A and 108B and the electric grid 110. Examples of the plurality of electric power systems 106 may include, but are not limited to power generation systems (coal, wind, nuclear, solar, hydro, etc.), electrical power grids, vehicle batteries of other vehicles in vicinity of the user's vehicle, charging stations, an electrical power storage apparatus, or other electric power system of individual businesses or homes.\nThe plurality of charging stations 108A and 108B may comprise suitable logic, circuitry, interfaces and/or code that may be configured to transfer electrical energy between each of the plurality of vehicles 104A, 1046, 104C, . . . , 104N and the electric grid 110. The plurality of charging stations 108A and 1086 may be configured to process the electric energy transferred between each of the plurality of vehicles 104A to 104N and the electric grid 110. Examples of the plurality of charging stations 108A and 108B may include, but are not limited to an electric vehicle (EV) charging station, an electric recharging point, an electronic charging station, an electric vehicle supply equipment (EVSE), a Direct Current (DC) fast charging station, a home charging station, a domestic electrical socket, a level 1 charging station, a level 2 charging station, or a level 3 charging station.\nThe electric grid 110 may be a managed network of high voltage (HV) power transmission lines, sub-stations, low voltage (LV) distribution lines, and generation facilities (e.g., power plants that deliver power on an electric grid). The electric grid may be configured to deliver electric energy to the plurality of vehicles 104A, 104B, 104C, . . . , 104N through the plurality of charging stations 108A and 108B. In some embodiments, the electric grid 110 may be configured to receive the electric energy from the plurality of vehicles 104A, 104B, 104C, . . . , 104N through the plurality of charging stations 108A and 108B. The electric grid 110 may be configured to deliver the electric energy to the plurality of vehicles 104A, 1046, 104C, . . . , 104N and the plurality of charging stations 108A and 108B through various transmission and distribution lines. Example of the electric grid 110 may include, but are not limited to, a micro-grid, a national grid, a smart grid, and other electric energy generation facilities.\nThe server 112 may comprise suitable circuitry, interfaces, and/or code that may be configured to store information associated with the electric charge management device 102 or the user 116. The server 112 may be configured to store information associated with the plurality of vehicles 104A, 104B, 104C, . . . , 104N and one or more users (such as the user 116). In some embodiments, the server 112 may be further configured to store information related to the electric grid 110 and the plurality of charging stations 108A and 108B. The server 112 may be configured to communicate with the electric charge management device 102 and the plurality of vehicles 104A, 104B, 104C, . . . , 104N, via the network 114. In some embodiments, the server 112 may be implemented as a cloud server, which may be utilized to execute various operations through web applications, cloud applications, HTTP requests, repository operations, file transfer, gaming operations, and the like. Examples of the server 112 may include, but are not limited to, an application server, a cloud server, a web server, a database server, a file server, a mainframe server, or a combination thereof.\nThe network 114 may include a communication medium through which the electric charge management device 102 may communicate with the plurality of vehicles 104A, 104B, 104C, . . . , 104N, and the server 112. Examples of the network 114 may include, but are not limited to, the Internet, a cloud network, a Long Term Evolution (LTE) network, a Wireless Local Area Network (WLAN), a Local Area Network (LAN), a telephone line (POTS), and/or a Metropolitan Area Network (MAN). Various devices in the first network environment 100 may be configured to connect to the network 114, in accordance with various wired and wireless communication protocols. Examples of such wired and wireless communication protocols may include, but are not limited to, at least one of a Transmission Control Protocol and Internet Protocol (TCP/IP), User Datagram Protocol (UDP), Hypertext Transfer Protocol (HTTP), File Transfer Protocol (FTP), ZigBee, EDGE, IEEE 802.11, light fidelity (Li-Fi), 802.16, IEEE 802.11s, IEEE 802.11g, multi-hop communication, wireless access point (AP), device to device communication, cellular communication protocols, or Bluetooth (BT) communication protocols, or a combination thereof.\nIn operation, in response to a preset instruction stored in the electric charge management device 102 or a user input, the electric charge management device 102 may be configured to present a user interface (UI) 118 to a user 116, on the electric charge management device 102. Examples of the UI 118 may include, but are not limited to a touch-based user interface, a command based user interface, a graphical user interface (GUI), a gesture based user interface, or a menu-based user interface. The presented UI 118 may include a plurality of data items related to the first vehicle 104A. Examples of the plurality of data items may include, but are not limited to, battery information associated with a state-of-charge (SOC) of a battery 120 of the first vehicle 104A, vehicle information related to operations and functionalities of the first vehicle 104A, and user information related the user 116.\nThe electric charge management device 102 may be configured to receive a first user input, from the user 116, via the presented UI 118. The received first user input may include information associated with one or more user preferences of the user 116 with respect to the first vehicle 104A. The one or more user preferences may include, but are not limited to, driving preferences, such as a preferred route, a preferred location, a preferred address, a starting point and a destination point on a map, and a landmark, and a user preference to execute one or more of the plurality of operations associated with the first vehicle 104A. Examples of the plurality of operations of the first vehicle 104A may include, but are not limited to, a heating ventilation and air conditioning (HVAC) operation, an entertainment operation, a lighting operation, a sensing operation, a vehicle configuration operation, or a propulsion operation.\nThe electric charge management device 102 may be configured to retrieve, from the server 112, first information associated with the first vehicle 104A and/or the user 116 of the first vehicle 104A. In some embodiments, the first information may be stored in the electric charge management device 102. Examples of the first information may include, but are not limited to environmental information, historical travel information of the first vehicle 104A, calendar information of the user 116, user-preference information of the user 116, or carbon dioxide (CO2) saving information of the first vehicle 104A. The first information may further include at least one of: financial saving information of the user 116, charging-discharging information of the battery of the first vehicle 104A, or navigational information of the first vehicle 104A to reach to the destination point.\nThe electric charge management device 102 may transmit vehicle identification information (such as, a unique vehicle registration number) of the first vehicle 104A to the server 112 to retrieve the first information. In some embodiments, the electric charge management device 102 may transmit user identification information of the first vehicle 104A to the server 112 to retrieve the first information. Examples of the user identification information of the user 116 may include, but are not limited to, a name of the user 116, an address of the user 116, a unique user ID, or a social security number (SSN) of the user 116.\nThe plurality of operations of the first vehicle 104A may cause a consumption of the stored electric energy from the battery 120 of the first vehicle 104A. For example, the environmental information (such as temperature) in the first information may indicate an effect on a capacity, a charge rate, and a discharge rate (C-rate) of the battery of the first vehicle 104A, which may further affect an accurate calculation of a current SOC of the battery 120. Thus, the calculation of the current SOC may vary based on variations in the temperature in external environment of the battery 120.\nThe historical travel information may indicate a past driving pattern (such as a slow speed, a fast speed, rash driving, and careful driving) of the user 116, information related to different routes previously travelled, and a usual time-period of travel of the user 116. The information related to different routes may also include traffic information. The historical travel information of the first vehicle 104A or the user 116 (with a different vehicle or a different travel resource) may also indicate an effect on a consumption of the electric energy of the battery 120 to execute the plurality of operations for different vehicles or users. The calendar information associated with the user 116 may indicate upcoming one or more meeting schedules or invites associated with the user 116. The one or more meeting schedules or invites may require that the user 116 travels one or more times between in certain routes, using the first vehicle 104A.\nThe CO2 saving information may indicate an amount by which CO2 emissions can be reduced for the first vehicle 104A by sharing stored electric energy in the battery 120 with one of the plurality of electric power systems 106, such as other electric vehicles or non-electric vehicles. Based on sharing of the stored electric energy, consumption of excess energy may be reduced (e.g., that may supply power based on fossil fuels (i.e. fuels that emit CO2 after combustion)), which may result in CO2 savings for the first vehicle 104A. Also, the CO2 saving information may indicate how much CO2 emission (in gCO2/Km) has to be achieved with the first vehicle 104A in order to efficiently reduce a carbon footprint of the first vehicle 104A.\nThe electric charge management device 102 may be configured to estimate the consumption of the required electric energy from the battery 120 based on the CO2 saving information, weight, power and performance of the first vehicle 104A. The financial saving information may indicate a preference of the user 116 related cost savings (e.g., a savings goal of “10000 USD” in “6 months”) with respect to the first vehicle 104A. In certain embodiments, the financial information may also include a potential amount by which the user 116 would prefer to reduce a total cost of ownership (TCO) of the first vehicle 104A.\nThe electric charge management device 102 may be configured to control a consumption of the electric energy from the battery 120 based on the preference of the user 116 related to the cost savings. The preference of the user 116 related to the cost savings may correspond to an energy saving mode of the first vehicle 104A. The electric charge management device 102 may be configured to alert the user 116 to turn-off certain operations of the first vehicle 104A based on the financial saving information. Further, the charging-discharging information of the battery 120 may indicate information related to a charging cycle and a discharging cycle of the battery 120 of the first vehicle 104A. Different types of batteries 120 (for example, lead battery, and lithium battery which have different information related to the charging cycle and the discharging cycle) may affect the consumption of the electric energy in the battery 120 in different ways.\nThe electric charge management device 102 may be configured to estimate a first energy amount of the battery 120 based on the received first information and the received one or more user preferences. The first energy amount may indicate a first measure of the electric energy of the battery 120, which may be required by the first vehicle 104A to execute one or more of the plurality of operations of the first vehicle 104A, in accordance with the received one or more user preferences and the received first information. The first energy amount may be estimated in different units, for example, in Kilowatt Hour (KWh), megajoule (MJ), Watts (W), ampere-hour (Ah), a state of charge (SOC) or a percentage of actual battery capacity.\nThe electric charge management device 102 may be configured to receive one or more user inputs to set threshold values for discharge levels of the battery 120. The one or more user inputs may include a first threshold value for a first discharge level of the battery 120 of the first vehicle 104A. The first discharge level may correspond to a low battery level or a low SOC of the battery 120 of the first vehicle 104A. The first discharge level may indicate how low the capacity (in Amp-Hours or % SOC) of the battery 120 can deplete and may further restrict the electric charge management device 102 to prevent the battery capacity to fall below the first threshold value. The first discharge level may be greater than a zero SOC of the battery 120 of the first vehicle 104A. For example, the first threshold value for the first discharge level may be 10% SOC of the battery 120. The electric charge management device 102 may be configured to control the depletion of the battery 120 beyond the first discharge level of the battery 120. Thus, the first threshold value for the first discharge level received by the user 116 may ensure that the capacity of the battery 120 does not deplete to the zero SOC to avoid unwanted damage to the battery 120 (e.g., caused by deep discharge of the battery 120). Such control on the battery 120 of the first vehicle 104A by the electric charge management device 102 further enhances the overall life of the battery 120 of the first vehicle 104A.\nThe one or more user inputs may further include a second threshold value for a second discharge level of the battery 120 of the first vehicle 104A. The second discharge level may be greater than the first discharge level. The electric charge management device 102 may designate an energy amount between the first discharge level and the second discharge level as the first energy amount of the battery 120 required by the first vehicle 104A to execute one or more of the plurality of operations of the first vehicle 104A, based on the received one or more user preferences and the received first information.\nThe electric charge management device 102 may be configured to receive the second threshold value as a user input from the user 116 and validate (or update) the second threshold value based on the received first information and the determined first energy amount. For example, the second threshold value may be updated (for example, 60% of SOC of the battery 120) as a sum of the first threshold value (for example, 10% SOC of the battery 120) and the first energy amount (for example, 50% SOC of the battery 120). The first discharge level and the second discharge level the battery 120, are described in detail, for example, in FIGS. 4A and 4B.\nThe electric charge management device 102 may be further configured to determine the current SOC of the battery 120 of the first vehicle 104A. The electric charge management device 102 may be configured to determine the current SOC of the battery 120 by application of at least one of a voltage-based SOC estimation technique, a hydrometer-based SOC estimation technique, a coulomb counting based estimation technique, a Kalman filtering based estimation technique, a pressure-based estimation technique, and/or an impedance-based SOC estimation technique on the battery 120.\nThe electric charge management device 102 may be further configured to compute a difference between the current SOC and the first discharge level. The difference between the current SOC and the first discharge level may be indicative of remaining battery information (e.g., battery capacity in terms of amp-hours) of the battery 120. The remaining battery information of the battery 120 may include information associated with a total amount of electric energy which may be stored in the battery 120 and may be consumed to execute one or more of the plurality of operations of the first vehicle 104A. The total amount of electric energy stored in the battery 120 may include the first energy amount required by the first vehicle 104A to execute one or more of the plurality of operations and may further include a second energy amount. The second energy amount of the battery 120 may correspond to an energy amount, between the current SOC and the second discharge level, which may be transferred to the one or more of the plurality of electric power systems 106. The second energy amount may be an excess (or surplus) energy amount of the battery 120 to be transferred to the one or more of the plurality of electric power systems 106 after the utilization of the first energy amount to execute one or more of the plurality of operations of the first vehicle 104A.\nThe electric charge management device 102 may retrieve, from the server 112, a current energy cost of electricity in the electric grid 110. The current energy cost may include a price per one unit of electricity in the electric grid 110 at the location of the electric charge management device 102 or the first vehicle 104A. The electric charge management device 102 may be configured to determine a first energy cost for the second energy amount based on the current energy cost at that location. More specifically, the first energy cost is a potential selling price (e.g., in terms of revenue) at which the excess energy stored in the battery 120 can be sold to different electric power systems 106, without an effect on daily (or usual) operations of the first vehicle 104A. In response to a user's acceptance to sell the excess energy amount of the battery 120 to the one or more of the plurality of electric power systems 106 at the first energy cost, the electric charge managem | An electric charge management device for a vehicle includes a display screen and circuitry. The circuitry sets a first threshold value for a first discharge level of a battery of the vehicle. The first discharge level is greater than a zero state of charge (SOC) of the battery. The circuitry sets a second threshold value for a second discharge level of the battery based on first information associated with the vehicle and/or a user of the vehicle. The circuitry determines a first energy cost for an energy amount between the second discharge level and a current SOC of the battery. The circuitry controls the vehicle to transfer the energy amount to an external electric power system, which is different from the electric charge management device, based on the determined first energy cost. | US:16/148,163 | https://patentimages.storage.googleapis.com/08/20/77/f3d532ffc28d9b/US11192466.pdf | US:11192466 | Ryan D. Harty, Jeremy Whaling, Robert Uyeki, Sruthi Raju Nadimpalli | Honda Motor Co Ltd | US:20090030712:A1, US:9153966, US:8478452, US:9026347, US:20130179061:A1, US:20140354235:A1, US:20160178678:A1, US:20150097512:A1, US:9457680, US:20160159239:A1, US:20170050529:A1, US:20150329003:A1, US:20160059733:A1, US:20160290305:A1, US:20160288651:A1, US:20160362013:A1, US:20170151876:A1, US:20170259683:A1, US:20180037121:A1, US:20190280509:A1, US:20190288347:A1, US:10434892, US:20180198145:A1, US:20190139326:A1, US:20190143829:A1, US:20190202292:A1, US:20210155100:A1, US:20200094691:A1 | Not available | 2021-12-07 | 1. An electric charge management device for a vehicle, comprising:\na memory configured to store a value of a discharge level of a battery of the vehicle, wherein the discharge level is greater than a zero state of charge (SOC) of the battery, and wherein a first energy amount between the discharge level and the zero SOC is required for at least one operation associated with the vehicle; and\ncircuitry coupled with the memory, configured to:\ndetermine a second energy amount between the discharge level and a current SOC of the battery;\nreceive first information and second information from a server, wherein the first information includes a first energy cost at the time of retrieval of the first information from the server, and wherein the second information indicates a future energy cost for a specified time period;\ncompare the first information and the second information;\ndetermine a second energy cost for the second energy amount based on the comparison;\ncontrol the vehicle to transfer the second energy amount to an external electric power system, which is different from the electric charge management device, based on the determined second energy cost;\ncontrol the vehicle to transfer the second energy amount to an auxiliary battery of the vehicle, based on a determination that the first energy cost in the first information is higher than the future energy cost in the second information; and\ncontrol the auxiliary battery to transfer the stored second energy amount to the external electric power system based on future date-time information included in the second information, wherein the future date-time information indicates the specified time period related to the future energy cost.\n\n\n, a memory configured to store a value of a discharge level of a battery of the vehicle, wherein the discharge level is greater than a zero state of charge (SOC) of the battery, and wherein a first energy amount between the discharge level and the zero SOC is required for at least one operation associated with the vehicle; and\ncircuitry coupled with the memory, configured to:\ndetermine a second energy amount between the discharge level and a current SOC of the battery;\nreceive first information and second information from a server, wherein the first information includes a first energy cost at the time of retrieval of the first information from the server, and wherein the second information indicates a future energy cost for a specified time period;\ncompare the first information and the second information;\ndetermine a second energy cost for the second energy amount based on the comparison;\ncontrol the vehicle to transfer the second energy amount to an external electric power system, which is different from the electric charge management device, based on the determined second energy cost;\ncontrol the vehicle to transfer the second energy amount to an auxiliary battery of the vehicle, based on a determination that the first energy cost in the first information is higher than the future energy cost in the second information; and\ncontrol the auxiliary battery to transfer the stored second energy amount to the external electric power system based on future date-time information included in the second information, wherein the future date-time information indicates the specified time period related to the future energy cost.\n\n, circuitry coupled with the memory, configured to:\ndetermine a second energy amount between the discharge level and a current SOC of the battery;\nreceive first information and second information from a server, wherein the first information includes a first energy cost at the time of retrieval of the first information from the server, and wherein the second information indicates a future energy cost for a specified time period;\ncompare the first information and the second information;\ndetermine a second energy cost for the second energy amount based on the comparison;\ncontrol the vehicle to transfer the second energy amount to an external electric power system, which is different from the electric charge management device, based on the determined second energy cost;\ncontrol the vehicle to transfer the second energy amount to an auxiliary battery of the vehicle, based on a determination that the first energy cost in the first information is higher than the future energy cost in the second information; and\ncontrol the auxiliary battery to transfer the stored second energy amount to the external electric power system based on future date-time information included in the second information, wherein the future date-time information indicates the specified time period related to the future energy cost.\n, determine a second energy amount between the discharge level and a current SOC of the battery;, receive first information and second information from a server, wherein the first information includes a first energy cost at the time of retrieval of the first information from the server, and wherein the second information indicates a future energy cost for a specified time period;, compare the first information and the second information;, determine a second energy cost for the second energy amount based on the comparison;, control the vehicle to transfer the second energy amount to an external electric power system, which is different from the electric charge management device, based on the determined second energy cost;, control the vehicle to transfer the second energy amount to an auxiliary battery of the vehicle, based on a determination that the first energy cost in the first information is higher than the future energy cost in the second information; and, control the auxiliary battery to transfer the stored second energy amount to the external electric power system based on future date-time information included in the second information, wherein the future date-time information indicates the specified time period related to the future energy cost., 2. The electric charge management device according to claim 1, wherein the circuitry is further configured to:\nextract future date-time information from the second information received from the server, wherein the future date-time information indicates the specified time period related to the future energy cost; and\ncontrol the vehicle to transfer the second energy amount to the external electric power system based on the determined second energy cost and the future date-time information.\n, extract future date-time information from the second information received from the server, wherein the future date-time information indicates the specified time period related to the future energy cost; and, control the vehicle to transfer the second energy amount to the external electric power system based on the determined second energy cost and the future date-time information., 3. The electric charge management device according to claim 1, wherein the circuitry is further configured to control the vehicle to charge the battery from the current SOC of the battery to a maximum SOC of the battery, based on a determination that the first energy cost in the first information is less than the future energy cost in the second information. | US | United States | Active | G | True |
| 166 | Methods and systems for electric vehicle (EV) charging and cloud remote access and user notifications \n | US10071643B2 | This application is a continuation of U.S. patent application Ser. No. 15,657,112, filed Jul. 22, 2017, entitled “METHODS AND SYSTEMS FOR ELECTRIC VEHICLE (EV) CHARGING AND CLOUD REMOTE ACCESS AND USER NOTIFICATIONS,”\n\n | Systems and methods for charging an electric battery of a vehicle are provided. The vehicle includes a battery for powering an electric motor of the vehicle. A controller of the vehicle is provided to interface with a battery and to enable control of charging of the battery. The vehicle includes a communications interface for enabling wireless communication with a server, and the server is configured to manage a plurality of user accounts for users. The server is one of a plurality of servers, and the servers providing access to cloud services regarding vehicle use and metrics. | US:15/787,295 | https://patentimages.storage.googleapis.com/b5/35/9a/10ddb1ece9079f/US10071643.pdf | US:10071643 | Angel A. Penilla, Albert S. Penilla | Emerging Automotive LLC | US:3690397, US:3799063, US:3867682, US:4052655, US:4102273, US:4132174, US:4162445, US:4309644, US:4383210, US:4433278, US:4347472, US:4405891, US:4389608, US:4450400, US:4532418, US:6252380, US:4815840, US:4789047, US:5121112, US:5049802, US:5132666, US:5184058, US:5642270, US:5202617, US:5563491, US:5492190, US:5441122, US:6081205, US:5297664, US:5343970, US:5487002, US:5306999, US:5315227, US:7850351, US:5449995, US:6727809, US:5327066, US:5422624, US:6067008, US:5596258, US:5585205, US:6937140, US:5434781, US:5488283, US:5627752, US:5549443, US:5555502, US:5548200, US:5892598, US:5612606, US:5778326, US:5974136, US:5636145, US:5701706, US:5594318, US:5790976, US:7650210, US:7630802, US:8036788, US:5595271, US:5694019, US:5916285, US:6175789, US:6085131, US:6014597, US:5736833, US:5666102, US:5691695, US:6330497, US:20060182241:A1, US:20020064258:A1, US:6466658, US:6049745, US:5760569, US:6370475, US:6151539, US:6586866, US:20060287783:A1, US:5998963, US:6236333, US:6234932, US:6741036, US:6456041, US:7379541, US:7289611, US:20030209375:A1, US:6915869, US:20030205619:A1, US:6789733, US:8262268, US:20130002876:A1, US:6850898, US:6330499, US:6301531, US:6511192, US:7489993, US:6434465, US:8713121, US:6373380, US:20030153278:A1, US:7039389, US:6307349, US:20030137277:A1, US:6794849, US:6765495, US:7201384, US:8527135, US:6225776, US:6416209, US:6629024, US:6480767, US:20040046506:A1, US:20040064235:A1, US:20020085043:A1, US:8072318, US:20020133273:A1, US:6487477, US:6498454, US:6922629, US:7376497, US:6614204, US:20080097904:A1, US:7778746, US:20030234325:A1, US:20050231119:A1, US:20120028680:A1, US:6940254, US:8027843, US:20040092253:A1, US:20040093155:A1, US:20050044245:A1, US:7565396, US:7674536, US:20040265671:A1, US:20050021190:A1, US:7084781, US:7269416, US:20050035741:A1, US:20060125620:A1, US:7013205, US:7532965, US:20060282381:A1, US:20080180027:A1, US:7869576, US:8483775, US:7751945, US:20070068714:A1, US:7740092, US:20090092864:A1, US:20070126395:A1, US:20140172727:A1, US:7796052, US:20080155008:A1, US:20070282495:A1, US:20100013434:A1, US:7402978, US:20080040129:A1, US:20080039979:A1, US:20080039989:A1, US:7949435, US:20080040223:A1, US:20080040295:A1, US:20090043519:A1, US:20080052145:A1, US:20090066287:A1, US:20080086411:A1, US:8694328, US:20080203973:A1, US:7885893, US:20080228613:A1, US:7683771, US:8333492, US:20080281663:A1, US:20080294283:A1, US:20090011639:A1, US:20080312782:A1, US:20090021385:A1, US:7698078, US:20120025765:A1, US:20090021213:A1, US:20100057306:A1, US:20100169008:A1, US:20090030712:A1, US:20090058355:A1, US:7693609, US:8818622, US:20090076913:A1, US:20090082957:A1, US:8054048, US:20090091291:A1, US:20090210357:A1, US:20090144001:A1, US:20100017045:A1, US:8366371, US:20090157289:A1, US:20090164473:A1, US:7979198, US:20100280956:A1, US:20090174365:A1, US:20090177580:A1, US:7956570, US:20120316671:A1, US:20120218128:A1, US:20140236463:A1, US:20090287578:A1, US:20090304101:A1, US:20090313104:A1, US:20090313098:A1, US:20090313174:A1, US:20090313033:A1, US:8266075, US:7991665, US:8836281, US:20090312903:A1, US:20090313034:A1, US:20090313032:A1, US:20110187521:A1, US:20100017249:A1, US:20100052475:A1, US:20100049639:A1, US:20100049396:A1, US:8725551, US:20100049610:A1, US:20100049533:A1, US:20100049737:A1, US:8103391, US:8392065, US:20100112843:A1, US:8006793, US:20100141206:A1, US:8706394, US:20100161482:A1, US:20100161481:A1, US:20110279083:A1, US:20100198513:A1, US:20100198508:A1, US:20100211340:A1, US:20100211643:A1, US:20110309929:A1, US:20100222939:A1, US:8253281, US:8825222, US:20100268426:A1, US:8508188, US:20100304349:A1, US:20120074903:A1, US:20110032110:A1, US:20120229056:A1, US:20140300739:A1, US:20110074351:A1, US:20110077809:A1, US:8294420, US:20110074350:A1, US:20110112969:A1, US:20110106329:A1, US:20110130885:A1, US:8635091, US:8552686, US:20120268068:A1, US:20110191265:A1, US:20110193522:A1, US:20110202218:A1, US:8256553, US:8490005, US:8483907, US:20110246252:A1, US:8819414, US:8336664, US:20120013300:A1, US:20120019204:A1, US:20130127247:A1, US:8643329, US:20120041624:A1, US:8482255, US:20120053754:A1, US:20140019280:A1, US:8760432, US:7986126, US:8405347, US:8660734, US:8751271, US:8799037, US:20120105197:A1, US:20120123670:A1, US:20130280018:A1, US:20120136743:A1, US:20120136802:A1, US:20120158244:A1, US:20120179323:A1, US:8686864, US:20120229085:A1, US:20120233077:A1, US:20120232965:A1, US:20120262002:A1, US:20120268076:A1, US:20120268242:A1, US:20140042968:A1, US:20120296512:A1, US:20140066049:A1, US:20120280654:A1, US:8589019, US:20120303397:A1, US:8265816, US:20120306445:A1, US:20120310713:A1, US:8624719, US:20130021162:A1, US:20130020139:A1, US:8350526, US:20130253746:A1, US:20140203077:A1, US:20130037339:A1, US:20140214321:A1, US:8816845, US:20130103236:A1, US:20130110296:A1, US:20130099892:A1, US:8521599, US:20130110653:A1, US:20130110632:A1, US:20130145065:A1, US:20130144520:A1, US:20130204466:A1, US:8818725, US:20130135093:A1, US:20130179057:A1, US:8527146, US:20130241720:A1, US:20140021908:A1, US:20130300554:A1, US:20130317693:A1, US:20130317694:A1, US:20130338820:A1, US:20130328387:A1, US:20130342363:A1, US:20140002015:A1, US:20140028255:A1, US:20140047107:A1, US:20140089016:A1, US:8630741, US:20140106726:A1, US:20140118107:A1, US:20140120829:A1, US:8717170, US:20140125355:A1, US:20140142783:A1, US:20140163771:A1, US:20140164559:A1, US:20140163774:A1, US:20140172192:A1, US:8751065, US:20140172265:A1, US:20140179353:A1, US:20140200742:A1, US:20140207333:A1, US:20140214261:A1, US:20140218189:A1, US:20140232331:A1, US:20140236414:A1, US:20140253018:A1, US:20140278089:A1, US:20140277936:A1 | 2018-09-11 | 2018-09-11 | 1. A system of a vehicle for charging an electric battery of the vehicle, comprising,\na battery of the vehicle;\na controller of the vehicle for interfacing with the battery and controlling an operation of charge transfer to the battery and detecting a level of charge of the battery, the controller is interfaced with electronics of the vehicle; and\na communications interface for enabling wireless communication with a server and is interfaced with said electronics, the server is configured to provide access to a plurality of user accounts for users registered with a cloud service, and said vehicle communicates with said server;\nthe electronics of the vehicle uses the communications interface, in association with a user account, to send a request, responsive to voice input on a user interface of the vehicle that communicates with the electronics of the vehicle;\nthe voice input being for selection of at least one control of the user interface to identify a charge unit, the charge unit having at least one charge connector for supplying charge to said battery of the vehicle;\nthe electronics of the vehicle is configured to identify a geo-location of the vehicle in response to receiving the request;\nthe electronics of the vehicle is configured to receive information regarding charge units having physical addresses within a proximity location of the vehicle using the identified geo-location of the vehicle;\nthe user interface is configured to use a speaker of the vehicle to produce audio output identifying one or more charge units located along a path of travel of the vehicle, the one or more charge units being selected as options using preferences associated with the user account.\n, a battery of the vehicle;, a controller of the vehicle for interfacing with the battery and controlling an operation of charge transfer to the battery and detecting a level of charge of the battery, the controller is interfaced with electronics of the vehicle; and, a communications interface for enabling wireless communication with a server and is interfaced with said electronics, the server is configured to provide access to a plurality of user accounts for users registered with a cloud service, and said vehicle communicates with said server;, the electronics of the vehicle uses the communications interface, in association with a user account, to send a request, responsive to voice input on a user interface of the vehicle that communicates with the electronics of the vehicle;, the voice input being for selection of at least one control of the user interface to identify a charge unit, the charge unit having at least one charge connector for supplying charge to said battery of the vehicle;, the electronics of the vehicle is configured to identify a geo-location of the vehicle in response to receiving the request;, the electronics of the vehicle is configured to receive information regarding charge units having physical addresses within a proximity location of the vehicle using the identified geo-location of the vehicle;, the user interface is configured to use a speaker of the vehicle to produce audio output identifying one or more charge units located along a path of travel of the vehicle, the one or more charge units being selected as options using preferences associated with the user account., 2. The system of claim 1, wherein the user account is managed by the server that is part of the cloud service., 3. The system of claim 1, wherein the server manages a database that includes said preferences for the user account and preferences for other user accounts., 4. The system of claim 3, wherein said preferences include preferences for types of promotions used for determining said options of one or more charge units., 5. The system of claim 1, wherein a list of one or more charge units is additionally displayed on a screen associated with the vehicle, in addition to being output via said speaker., 6. The system of claim 1, wherein the voice input is associated with voice output, and said voice output is said audio output by said speaker of the vehicle., 7. The system of claim 1, wherein the electronics of the vehicle is configured to enable sending a reservation request to at least one of the charge units., 8. The system of claim 1, wherein at least one of the preferences is learned based on historical data regarding one or more of past requests to identify charge units, or based on charge obtained at specific charge units, or based on discounts used at the charge units, or a combination of two or more thereof., 9. The system of claim 1, wherein the server implements an application programming interface (API) to communicate with charge units or a server that has communication with charge units., 10. The system of claim 1, wherein the level of charge is communicated to the user interface of the vehicle., 11. The system of claim 1, wherein a current state or a projected state of charge of other vehicles using one or more of the charge units is provided by the user interface to enable selection of a charge unit from the options., 12. The system of claim 1, wherein the options of charge units identifying an availability to reserve one of the charge units for an estimated arrival time., 13. The system of claim 1, wherein a route generator is configured map a path a charge unit upon selection or reservation., 14. A method for selecting a charge unit for charging a battery of an a vehicle, comprising,\ninterfacing a controller of the vehicle with the battery for controlling an operation of charge transfer to the battery and detecting a level of charge of the battery, the controller is interfaced with electronics of the vehicle; and\nenabling wireless communication with a server using a communications interface, said communications interface exchanges data with said electronics, the server is configured to provide access to a plurality of user accounts for users registered with a cloud service that is associated with said server;\nthe electronics of the vehicle uses the communications interface, in association with a user account, to send a request, responsive to voice input on a user interface of the vehicle that communicates with the electronics of the vehicle;\nthe voice input being for selection of at least one control of the user interface to locate a charge unit, the charge unit having at least one charge connector for supplying charge to said battery of the vehicle;\nthe electronics of the vehicle is configured to request identification of a geo-location of the vehicle in response to receiving the request;\nthe electronics of the vehicle is configured to receive information regarding charge units having physical addresses within a proximity location of the vehicle using the identified geo-location of the vehicle;\nthe user interface is configured to use a speaker of the vehicle to produce audio output identifying one or more charge units located along a path of travel of the vehicle, the one or more charge units being selected as options using preferences associated with the user account.\n, interfacing a controller of the vehicle with the battery for controlling an operation of charge transfer to the battery and detecting a level of charge of the battery, the controller is interfaced with electronics of the vehicle; and, enabling wireless communication with a server using a communications interface, said communications interface exchanges data with said electronics, the server is configured to provide access to a plurality of user accounts for users registered with a cloud service that is associated with said server;, the electronics of the vehicle uses the communications interface, in association with a user account, to send a request, responsive to voice input on a user interface of the vehicle that communicates with the electronics of the vehicle;, the voice input being for selection of at least one control of the user interface to locate a charge unit, the charge unit having at least one charge connector for supplying charge to said battery of the vehicle;, the electronics of the vehicle is configured to request identification of a geo-location of the vehicle in response to receiving the request;, the electronics of the vehicle is configured to receive information regarding charge units having physical addresses within a proximity location of the vehicle using the identified geo-location of the vehicle;, the user interface is configured to use a speaker of the vehicle to produce audio output identifying one or more charge units located along a path of travel of the vehicle, the one or more charge units being selected as options using preferences associated with the user account., 15. The method of claim 14, wherein the user account is managed by the server that is part of the cloud service, and the electronics of the vehicle is configured to enable sending a reservation request to at least one of the charge units, the server implements an application programming interface (API) to communicate with charge units or a server that has communication with charge units., 16. The method of claim 14, wherein the server manages a database that includes said preferences for the user account and preferences for other user accounts., 17. The method of claim 16, wherein said preferences include preferences for types of promotions used for determining said options of one or more charge units., 18. The method of claim 14, wherein a list of one or more charge units is additionally displayed on a screen associated with the vehicle, in addition to being output via said speaker., 19. The method of claim 14, wherein the voice input is associated with voice output, and said voice output is said audio output by said speaker of the vehicle., 20. The method of claim 14, wherein at least one of the preferences is learned based on historical data regarding one or more of past requests to identify charge units, or based on charge obtained at specific charge units, or based on discounts used at the charge units, or a combination of two or more thereof. | US | United States | Active | B60L11/1824 | True |
| 167 | Integrated onboard chargers for plug-in electric vehicles \n | US10562404B1 | This invention was made with Government support under ECCS1238985 awarded by NSF. The Government has certain rights in the invention.\nThis Utility Patent Application is based on the Provisional Patent Application No. 62/237,205 filed 5 Oct. 2015.\nThe present invention is directed to plug-in electric vehicles (PEVs), and more in particular to onboard chargers for PEVs.\nIn overall concept, the present invention directs itself to Level-1, Level-2 single-phase and Level-3 three-phase charging of electric vehicles using AC Propulsion machine and Propulsion inverter residing in PEVs.\nAdditionally, the present invention is directed to an onboard charger adapted for single-phase or three-phase, as well as hybrid single- and three-phase, grid connection which is integrated with the AC Propulsion machine-Inverter group of a PEV, where the bi-directional operation of the Propulsion machine-Inverter group in the PEV permits battery charging by the integrated onboard charger at the rated power of the AC Propulsion machine.\nThe present invention also is directed to an integrated onboard charger for Electrical Vehicles, such as Plug-In Electric Vehicles, which is integrated with the AC Propulsion machine in the PEVs and does not require motor/inverter rearrangement which (1) is advantageous in the reduced complexity of charging systems and enable high-power onboard charging, (2) does not require additional passive and bulky components (except for a few compact semiconductor devices), (3) avoids a need for an access to inaccessible points of the Propulsion machine windings, (4) does not cause the Propulsion machine rotation during steady-state charging, and (5) provides effective input current ripple cancellation.\nElectrical vehicles (EVs) and plug-in hybrid electric vehicles (PHEVs), cumulatively referred to herein as plug-in electric vehicles (PEVs), are vehicles propelled by electricity, as opposed to the conventional vehicles which operate on organically based fuel. The plug-in electric vehicles are composed of an energy storage sub-system (ESS), and an Inverter followed by a Propulsion machine for electric propulsion, called the powertrain.\nElectric vehicles operate with higher energy conversion efficiency, produce a lower level of exhaust emissions, and lower levels of acoustic noise and vibration, than conventional vehicles. The electricity needed for electric vehicle operation can be produced either external the vehicle and stored in the ESS, or can be produced onboard with the help of the energy storage source(s) contained in the ESS.\nIn electric vehicles (EVs), the main energy source can be assisted by one or more energy storage devices. A combination of batteries and super-capacitors are often used as energy storage sources which can be connected to a fuel cell stack in a number of ways. The voltage characteristics of the two devices must match perfectly, and only a fraction of the range of operation of the energy storage devices can be utilized. For example, in a fuel cell/battery configuration, the fuel cell must provide substantially constant power due to the fixed voltage of the battery, and in a battery/supercapacitor configuration, only a fraction of the energy exchange capability of the supercapacitor can be used.\nBattery chargers replenish the energy used by an electric vehicle much like a gasoline pump refuels a gas tank. A plug-in electric vehicle (PEV) can be recharged from an external source of electricity, such as, for example, a wall socket. The electricity stored in the rechargeable battery packs drives or contributes to driving the wheels.\nThe battery charger is a device which converts the alternating current distributed by electric utilities to the direct current needed to recharge a battery. There are a number of different types of battery chargers based on the way they control the charging rate.\nChargers are also classified by the level of power they can provide to the battery pack:\n Level 1, which is a common household type of circuit, rated to 120 V/AC and to 15 amps. Level 1 chargers use the standard household three-prong connection and are usually considered portable equipment.\nLevel 2—permanently wired electric vehicle supply equipment used specifically for electric vehicle charging and is rated up to 240 V/AC, up to 60 amps, and up to 14.4 KW.\n Level 3—permanently wired electric vehicle supply equipment used specially for electric vehicles charging and it is rated greater than 14.4 KW. Fast chargers are rated as level 3 chargers.\nElectric vehicle battery chargers may be onboard (residing in the electric vehicle) or off board (at a fixed location outside the vehicle). There are two basic coupling methods used to complete the connection between the utility power grid, the battery charger, and the vehicle connector. The first is a traditional plug (the conductive coupling). With this connection, the EV operator plugs his/her vehicle into the appropriate outlet (i.e., 110V or 220V) to begin charging. This type of coupling can be used with a charger in the car (onboard) or out of the car (off board).\nThe second type of coupling is called inductive coupling. This type of coupling uses a paddle which fits into a socket on the car. Rather than transferring the power by a direct wire connection, power is transferred by induction via a magnetic coupling between the windings of two separate coils, one in the paddle, and the other mounted in the vehicle.\nAs with many options, there are advantages and disadvantages with both onboard and off-board charger systems. If the battery charger is onboard, the batteries can be recharged anywhere there is an electric outlet. The drawback with onboard chargers is the limitation in their power output due to size and weight restrictions dictated by the vehicle design. Onboard chargers are limited in their power output only by the ability of the onboard charger to deliver the charge. The time it takes to recharge the batteries can be shortened by using a high power off board charger.\nThus, onboard chargers provide flexibility of batteries charging using single-phase power outlets. However, they contribute to additional weight, volume and cost of the car. Due to their charging power limitations and slow charging process, it would take between 4 to 20 hours to fully charge a PEV battery using conventional level-1 and level-2 onboard chargers.\nThus, a high-power charger which does not need additional bulky onboard or off-board power electronic interfaces (PEIs), and which would provide fast onboard charging, without an additional cost and weight, would be highly desirable in the PEVs industry.\nThe onboard and off-board PEIs for a conventional PEV are illustrated in FIG. 1.\nTypically, an onboard charger 10 consists of two stages: (1) an AC-DC stage 12 for rectification of the AC voltage from the grid and Power Factor Correction (PFC), and (2) a DC-DC stage 14 for battery current and voltage regulation.\nAs shown in FIG. 1, in the onboard power electronic converter of a PEV 18, the conventional onboard battery charger 10 operates independent of the Propulsion machine 20 and the Propulsion Inverter 22. This structural approach is detrimental due to addition of extra components, weight and cost of the vehicle design.\nIn order to reduce the size, weight and cost of the onboard chargers, different integrated chargers have been designed. For example, initial studies and efforts have focused on integrated non-isolated single-stage chargers that combine an AC-DC rectifier with the Propulsion machine being a DC-DC bidirectional converter (as for example presented in Y. I. Lee, et al., “Advanced Integrated Bidirectional AC/DC and DC/DC Converter for Plug-In Hybrid Electric Vehicles,” IEEE Trans. Vehicular Technology, vol. 58, no. 8, pp. 3970-3980, October 2009).\nIn comparison to two-stage converters, these single-stage topologies advantageously reduce the number and size of bulky passive components, such as inductors. However, to achieve all the required modes of operation, additional transistors and diodes are needed that increases the complexity and brings to the fore reliability issues. In addition, the propulsion machine DC-DC bidirectional converter is usually rated for much larger power level than an onboard charger. Therefore, utilizing an integrated high-power converter as a low-power converter during relatively low-power charging prevents the attainment of high efficiency operation.\nAnother group of efforts has been focused on integrated chargers using propulsion machine windings and its inverter (as presented in S. Haghbin, et al., “Grid-Connected Integrated Battery Chargers in Vehicle Applications: Review and New Solution,” IEEE Trans. Industrial Electronics, vol. 60, no. 2, pp. 459-473, February 2013; U.S. Pat. Nos. 4,920,475, 5,099,186, 5,341,075, and W. E. Rippel, et al., “Integrated Motor Drive and Recharge System”). However, the proposed topologies have drawbacks in terms of requirement for bulky add-on components, customization of propulsion machines, access to inaccessible points of the propulsion machine's windings, intensive winding/inverter rearrangement, or the propulsion machine unwanted rotation during charging.\nIn a typical three-phase PEV propulsion system, shown in FIG. 1, a bidirectional three-phase inverter 22 enables the power flow from the battery 24 to the AC Propulsion machine 20 during the propulsion mode of operation, and the battery charging during the regenerative braking. In order to acquire high driving efficiency, the voltage on the DC_link 26 of the Propulsion Inverter 22 (typically 360 V or 720 V) is preferred to be higher than the rated peak voltage of the AC Propulsion machine 20.\nFurthermore, a DC-DC bi-directional converter 28 can be used to regulate DC_link voltage with a wide range of battery voltage variations which adds to the unwanted weight and cost of the existing onboard chargers. DC-to-DC converters are used to interface the elements in the electric powertrain by boosting or chopping the voltage levels as required by the load in different regions of the EV operations. By introducing the DC-to-DC converters, the voltage variations of the devices can be selected, and the power of each device can be controlled.\nAnother shortcoming of the conventional PEV powertrains is that the only external accessible points to the AC Propulsion machine are the three phase-terminals of the AC Propulsion machine.\nIt is desirable to provide an innovative solution for high-power onboard charging of PEV batteries which alleviates the above-mentioned limitations of prior technologies.\nIt is therefore an object of the present invention to provide an onboard charging system for single-phase (level-1 and level-2) and three-phase (level-3) charging of plug-in electric vehicles (PEVs), using an AC propulsion machine and Propulsion inverter of the PEVs without addition of bulky passive components where the bi-directional operation of the Propulsion inverter supports the PEV batteries charging at the rated power of the Propulsion machine.\nIt is also an object of the present invention to provide a simple design and operational onboard battery charger integrated with the PEV's AC Propulsion machine-Propulsion Inverter Group which is (1) capable of high-power onboard battery charging with effective input current ripple cancellation, (2) does not need motor-inverter rearrangement, and (3) does not require an access to inaccessible points of the Propulsion machine's windings, and, (4) does not rotate of the Propulsion machine during steady-state charging.\nIn one aspect, the present invention is directed to an onboard charger system for charging a battery in Plug-in Electric Vehicles (PEVs). The system includes an onboard charger integrated with at least one Propulsion machine-Inverter Group of the PEV. The Propulsion Machine-Inverter Group is built with a 3-phase Alternative Current (AC) Propulsion Machine having three phase-terminals (A, B, C) and a Propulsion Inverter coupled to an input of the 3-phase AC Propulsion machine.\nThe subject onboard charger is operatively coupled between a grid (supplying AC voltage) and a battery of the PEV to charge the battery at a rated power of the 3-phase AC propulsion machine.\nThe subject onboard integrated charger can operate in a (1) propulsion mode of operation, (2) battery charging mode of operation, and (3) numerous switching sub-modes.\nA controller is operatively coupled to the Propulsion Machine-Inverter Group and configured to generate control signals in a predetermined order depending on a required mode of operation and switching sub-mode, and to supply the respective control signals to the Propulsion Machine-Inverter Group to attain an efficient charging of the battery.\nThe subject onboard charger system is adaptable for operating with an AC 1-phase grid, or an AC 3-phase grid, as well as with both 1-phase and 3-phase AC grids in a hybrid charger system's implementation.\nWhen the AC grid is a 1-phase grid, the subject integrated onboard charger is augmented by a diode bridge coupled between the grid and the Propulsion Machine-Inverter Group, as well as between at least one of the three machine phase-terminals (A, B, C) and the Propulsion Inverter, and specifically, to a negative terminal of the DC_link of the Propulsion Inverter. The 3-phase AC Propulsion machine is built with three windings (La, Lb, La), which are angularly spaced apart 120° one from another, and are supplied power, under command of the controller, in predetermined time intervals with a predetermined phase shift therebetween.\nIn the battery charging mode of operation, the diode bridge operates to rectify the AC voltage supplied by the 1-phase AC grid.\nThe Propulsion Inverter is built with a first leg, a second leg, and a third leg, each coupled to a first, second, a third winding of the 3-phase AC Propulsion Machine, respectively. The first leg of the Propulsion Inverter includes semiconductor switches S1 and S2, and corresponding diodes D1 and D2, each coupled in parallel to its respective semiconductor switches S1 or S2. The second leg includes semiconductor switches S3 and S4, and corresponding diodes D3 and D4, each coupled in parallel to its respective switch S3 or S4. The third leg includes semiconductor switches S5 and S6, and corresponding diodes D5 and D6, respectively, each coupled in parallel to its respective switch, S5, or S6.\nIn the battery charging mode of operation (and when powered by a 1-phase AC grid), the 3-phase AC Propulsion Machine's windings and the Propulsion Inverter are pulse-width-modulation (PWM) switched by the controller to operate as a two-channel interleaved boost converter. The controller operates the interleaved two of the first, second and third legs with 180° phase difference in time domain, where one of the switches S2, S4, S6, and one of corresponding diodes D1, D3, D5 form a first channel, and one of the switches S2, S4, S6 and one of corresponding diodes D1, D3, D5 form a second channel of the two-channel interleaved boost converter. Generally, the two interleaved legs are those not connected to the positive terminal of rectifier.\nThe PWM switching, as commanded by the controller, is divided into switching sub-modes I, II, III, IV. When a duty cycle D of the PWM switching 0<D<0.5, the controller PWM switches the two-channel interleaved boost controller in a periodical switching sequence I-III-II-III-I of the switching sub-modes.\nWhen the duty cycle 0.5<D<1, the controller PWM switches the two-channel interleaved boost controller in a periodical switching sequence IV-I-IV-II-IV of the switching sub-modes.\nIn the switching sub-mode I, the controller turns ON the switch S4, turns OFF the switch S6, and the diode D5 is in conducting state. In the switching sub-mode II, the controller turns the semiconductor switch S6 ON, turns OFF the switch S4, and the diode D3 is in conducting state. In the switching sub-mode III, the controller turns OFF the switches S4 and S6, and the diodes D3 and D5 are in conducting state. In the switching sub-mode IV, the controller turns ON the switches S4 and S6, and reverse biases the diodes D3 and D5.\nWhen the AC grid is a 3-phase grid, the subject battery charger system includes a unidirectional AC-DC 3-phase buck-type PWM rectifier coupled between at least one of the three machine phase-terminals (A, B, C) and a negative terminal of the DC_link of the Propulsion Inverter, and an Electromagnetic Interference (EMI) filter coupled between the 3-phase grid and the 3-phase buck-type PWM rectifier.\nIn this embodiment, the 3-windings (La, Lb, Lc) of the Propulsion Machine are utilized as a DC-inductor. The 3-phase buck-type PWM rectifier is built with semiconductor switches Q1, Q2, Q3, Q4, Q5, Q6. The switches Q1-Q6 may be in the form of any unidirectional switch, and specifically, insulated-gate-bipolar-transistors (IGBTs) each coupled in series with a freewheeling diode, or metal-oxide-semiconductor field-effect-transistors (MOSFETs) each coupled in series with a freewheeling diode, or silicon-controlled-rectifier (SCR), or combination thereof.\nIn the propulsion mode of operation, the battery provides propulsion power through the switches S1-S6 of the three-phase Propulsion Inverter.\nIn the battery charging mode of operation, a first leg containing the switches S1 and S2 of the Propulsion Inverter connected to a positive terminal of the unidirectional AC-DC 3-phase buck-type PWM rectifier are disabled, and the second and third legs containing the S4 and D3, as well as S6 and D5, respectively, form a two-channel interleaved boost converter, and D1 and D2 are reverse biased.\nDuring the battery charging mode of operation, the controller controls the semiconductor switches Q1-Q6 of the unidirectional AC-DC 3-phase buck-type rectifier with active switching sub-modes I1, I2, I3, I4, I5, I6, and zero-switching sub-modes I0 and I7 in a predetermined order. In each of the switching sub-modes, three out of the six semiconductor switches Q1-Q6 are turned ON at the same time.\nDuring the active switching sub-modes, DC current flows through respective three switches of the switches Q1-Q6, and the 3-phase AC grid, and the diode D2 is reverse biased. In the zero-switching sub-modes, the 3-phase AC grid is disconnected from the subject onboard charger.\nThe PWM switching in the embodiment with the unidirectional AC-DC 3-phase buck-type PWM rectifier is divided into switching sub-modes I, II, III, IV. When a duty cycle D of the PWM switching 0<D<0.5, the controller switches the two-channel interleaved boost controller in a periodical switching sequence I-III-II-III-I of the sub-modes.\nWhen 0.5<D<1, the controller PWM switches the two-channel interleaved boost controller in a periodical switching sequence IV-I-IV-II-IV of the sub-modes. In the switching sub-mode I, the controller turns ON the switch S4, turns OFF the switch S6, and the diode D5 is in conducting state. In the switching sub-mode II, the controller switches the switch S6 ON, turns OFF the switch S4, and the diode D3 is in the conducting state. In the switching sub-mode III, the controller turns OFF the switches S4 and S6, and the diodes D3 and D5 are in conducting state, and the switching sub-mode IV, the controller turns ON the switches S4 and S6, and reverse biases the diodes D3 and D5.\nAlternatively, for operation with a 3-phase AC grid, the subject onboard charger system may be augmented with a bidirectional AC-AC three-phase buck-boost type PWM rectifier coupled to the Propulsion Machine's three-phase-terminals (A, B, C), and an EMI filter coupled between the 3-phase AC grid and the bi-directional AC-AC three-phase buck-boost type PWM rectifier.\nThe bi-directional AC-AC three-phase buck-boost type PWM rectifier is configured with a first, a second and a third leg, each leg including a semiconductor bi-directional switch which may be configured, for example, as a pair of back-to-back connected IGBTs, or a pair of back-to-back MOSFETs, or bilateral triode thyristors (TRIACs), as well as combinations thereof.\nIn the embodiment of the subject onboard charger system using the bi-directional AC-AC three-phase buck-boost type PM rectifier, during the battery charging mode of operation, the switches S1-S6 of the first, second and third legs of the Propulsion Inverter are disabled by the controller, and the corresponding freewheeling diodes D1-D6 of the propulsion inverter are in a conducting state. In this mode, the Propulsion machine's windings La, Lb, Lc, and the freewheeling diodes D1-D6 create a three-phase buck-boost AC-DC converter.\nThe bi-directional switches G1-G6 of the first, second and third legs of the bi-directional AC-AC three-phase buck-boost type PWM rectifier are controlled in a number of switching sub-modes in a predetermined order. In each switching sub-mode, respective three out of size switches G1-G6 are turned ON.\nEach of the switching sub-modes includes a respective one of active switching modes I1-I6 (to charge a corresponding winding of the Propulsion machine), followed by a corresponding one of zero switching modes IO1-IO6 (to discharge the corresponding winding) of the Propulsion machine.\nIn the respective active switching mode, one of the back-to-back switches is turned ON, and the diode corresponding to another switch in the two back-to-back switches conducts, thus creating a uni-directional rectifier leg. In the corresponding zero switching mode, the switches G1-G6 are turned OFF, and three out of six diodes D1-D6 of the Propulsion Inverter conduct.\nThe onboard battery charger system preferably comprises a bi-directional DC-DC converter coupled between the Propulsion Inverter and the battery. The bi-directional DC-DC converter may be represented by a non-isolated converter or isolated converter. The non-isolated DC-DC converter may be used in the propulsion mode of operation, while the isolated DC-DC converter may be used in the battery charging mode of operation.\nIn another aspect, the present invention is directed to a method of charging a battery in a plug-in electric vehicle (PEV). In accordance with the method, the following steps are performed to attain the objectives:\nintegrating an onboard charger with at least one Propulsion machine-Inverter Group of a PEV, where the Propulsion machine-Inverter Group is built with a 3-phase Alternative Current (AC) Propulsion machine having three machine windings La, Lb, and Lc spaced apart angularly 120° each from the other. This defines three machine phase-terminals A, B, and C, respectively. A Propulsion Inverter is coupled to an input of the 3-phase AC Propulsion machine.\nThe method further proceeds with coupling the onboard charger between a grid supplying AC voltage and a battery to charge the battery at a rated power of the 3-phase AC propulsion machine. The AC grid may be an AC 1-phase grid or an AC 3-phase grid, as well as combinations thereof in the hybrid implementation of the PEV's subject onboard charger.\nIn the subject method, a controller is operatively coupled to the onboard charger to supply control signals to the Propulsion machine-Inverter Group in a predetermined order depending on a required mode of operation of the PEV to attain an efficient charging of the battery.\nThe method further continues with the steps of:\nconfiguring the Propulsion Inverter with a first leg, a second leg, and a third leg,\nwherein the first leg includes semiconductor switches S1 and S2, and corresponding diodes D1 and D2, respectively, the second leg includes semiconductor switches S3 and S4 and corresponding diode D3 and D4, respectively, and the third leg includes semiconductor switches S5 and S6, and corresponding diodes D5 and D6, respectively, and\ncoupling each leg to a respective winding La, Lb, Lc of the 3-phase AC Propulsion Machine, respectively.\nWhen the grid is a 1-phase grid, the method provides coupling of a diode bridge between the grid and a negative terminal of a DC_link of the Propulsion machine-Inverter Group, and between at least one of the three machine-phase-terminals A, B, C and the Propulsion Inverter.\nThe subject method proceeds with the steps of controlling the onboard charger in PWM switching sub-modes I, II, III, IV, in a predetermined order, to operate the Inverter as a two-channel interleaved boost converter.\nWhen a duty cycle D of the PWM switching 0<D<0.5, the two-channel interleaved boost is switched in a periodical switching sequence I-III-II-III-I, of the switching sub-modes.\nWhen 0.5<D<1, PWM the two-channel interleaved boost converter is switched in a periodical switching sequence IV-I-IV-II-IV of the PWM switching sub-modes.\nIn the PWM switching sub-mode I, the controller operates to turn ON the switch S4, to turn OFF the switch S6, and the diode D5 is in conducting state.\nIn the PWM switching sub-mode II, the controller operates to turn ON the switch S6, turn OFF the switch S4, and the diode D3 is in conducting state.\nIn the PWM switching sub-mode III, the controller operates to turn OFF the switches S4 and S6, and the diodes D3 and D5 are in conducting state.\nIn the PWM switching sub-mode IV, the controller operates to turn ON the switches S4 and S6, and to reverse bias the diodes D3 and D4.\nIn case of using a three-phase AC grid, the method further proceeds with the steps of:\ncoupling a unidirectional AC-DC 3-phase buck-type PWM rectifier between at least one of the three machine phase-terminals A, B, C and a negative terminal of the DC_link of the Propulsion Inverter,\ncoupling an electromagnetic interference (EMI) filter between the 3-phase grid and the 3-phase buck-type PWM rectifier, and\nutilizing the windings La, Lb, Lc of the Propulsion Machine as a DC-inductor.\nIn the subject method, the 3-phase buck-type PWM rectifier is configured with uni-directional semiconductor switches Q1. Q2. Q3, Q4. Q5, Q6, for example, in the form of insulated-gate-bipolar-transistor (IGBT) switches, each coupled in series with a freewheeling diode, or metal-oxide-semiconductor field-effect-transistors (MOSFETs), each coupled in series with a freewheeling diode, or silicon-controller rectifier (SCR) switches, or their combination.\nThe subject method continues with either operating the subject onboard charger in the propulsion mode of operation for providing propulsion power from the battery through the switches S1-S6 of the three-phase Propulsion Inverter, or\nin the battery charging mode of operation by disabling the first leg containing the switches S1 and S2 of the Propulsion Inverter connected to a positive terminal of the unidirectional AC-DC 3-phase buck-type PWM rectifier,\nforming, from the second and third legs containing the switch S4 (and diode D3) and switch S6 (and diode D5), respectively, a two-channel interleaved boost converter, and reverse biasing the diodes D1, D2,\ncontrolling, the semiconductor switches Q1-Q6 with active switching sub-modes I1, I2, I3, I4, I5, I6, and zero-switching sub-modes I0 and I7 in a predetermined order, wherein during the active switching sub-modes, a DC current flows through respective three switches of the switches Q1-Q6 and the 3-phase AC grid, and the diode D2 is reverse biased. In each of the switching sub-modes, three out of six semiconductor switches Q1-Q6 are turned ON at a time.\nIn the zero-switching sub-modes, the 3-phase grid is disconnected from the onboard charger.\nThe subject method further includes the steps of:\ncoupling a bi-directional AC-AC three-phase buck-boost type PWM rectifier to the propulsion machine's three-phase-terminals A, B, C,\nconfiguring the bi-directional AC-AC three-phase buck-boost type PWM rectifier with first, second and third legs, each leg including a bi-directional switch which may be configured as a pair of back-to-back connected IGBTs, or a pair of back-to-back connected MOSFETs, or bilateral triode thyristors (TRIACs), and\ncoupling an EMI filter between the 3-phase AC grid and the bi-directional AC-AC three-phase buck-boost type PWM rectifier.\nThe subject method further proceeds with the following steps:\nduring the battery charging mode of operation, disabling the switches S1-S6 of said first, second and third legs of the Propulsion Inverter,\nswitching the corresponding freewheeling diodes D1-D6 of the Propulsion Inverter in conducting state, and\ncontrolling the bi-directional switches G1-G6 of the first, second and third legs of the buck-boost-type PWM rectifier by the controller in a number of switching sub-modes in a predetermined order.\nIn each of the switching sub-modes, respective three of six switches G1-G6 and are turned ON, and the onboard charger is operated in a respective one of active switching sub-modes I1-I6 (to charge a corresponding winding) followed by a corresponding one of zero switching modes I01-I06 (to discharge the corresponding winding).\nIn the respective active switching sub-mode, one of the back-to-back switches is turned ON, and the diode corresponding to another switch in the two back-to-back switches is switched into conducting state, thus creating a uni-directional rectifier leg.\nIn the corresponding zero switching sub-mode, the switches G1-G6 are turned OFF, and three out of six diodes D1-D6 of the Propulsion Inverter are switched into conducting state.\nThese and other objects of the present invention will become apparent after reading further description of the preferred embodiments in conjunction with accompanying Patent Drawings in the subject Patent Application.\n FIG. 1 is a schematic representation of the conventional power electronic interface for a Plug-in Electric Vehicle;\n FIG. 2 is a schematic representation of the subject onboard charger system integrated with the PEV's three-phase AC Propulsion system;\n FIG. 3A is a cross-section of a permanent magnet synchronous machine (PMSM);\n FIG. 3B is a simplified electrical model of the PMSM;\n FIGS. 4A and 4B are electrical schemes representative of operation modes of the subject integrated onboard battery charger in the propulsion mode (FIG. 4A) and the charging mode (FIG. 4B);\n FIGS. 5A-5D are electrical diagrams representative of the switching sub-modes during battery charging mode of operation, with FIGS. 5A, 5B, 5C, and 5D corresponding to the switching sub-modes I, II, III, and IV, respectively;\n FIGS. 6A and 6B are diagrams representative of the current waveforms of the interleaved boost converter during 0<D<0.5 (FIG. 6A), and 0.5<D<1 (FIG. 6B);\n FIG. 7 is a diagram representative of the effectiveness of the input current ripple cancellation for boost and interleaved boost converters;\n FIG. 8A is a schematic representation of the dual closed-loop PFC control for the subject integrated onboard charger;\n FIG. 8B illustrates the rotor condition of a 3-phase, 4-pole (P=4) PMSM during charging;\n | An onboard charger for both single-phase (level-1 and level-2, up to 19.2 kW) and three-phase (level-3, above 20 kW) charging of a battery in Plug-in Electric Vehicles (PEVs) is integrated with the Propulsion machine-Inverter Group residing in the PEV, and is controlled to operate in propulsion and battery charging modes. The subject integrated onboard charger provides battery charging at the rated power of the Propulsion machine, does not need motor/inverter rearrangement, does not require additional bulk add-on passive components, provides an effective input current ripple cancellation, and operates without rotation of the Propulsion machine during the steady state charging. | US:15/285,062 | https://patentimages.storage.googleapis.com/c2/4c/cc/9945d7532dcb1a/US10562404.pdf | US:10562404 | Alireza Khaligh, Yichao Tang, Chuan Shi | University of Maryland at Baltimore | US:4920475, US:5099186, US:5341075, US:20120049792:A1, US:20120303397:A1, US:20150061569:A1, US:20160129794:A1 | 2020-02-18 | 2020-02-18 | 1. An onboard charger system for a battery in Plug-in Electric Vehicles (PEVs), wherein said onboard charger is operatively coupled to an AC 1-phase grid, comprising:\nan onboard charger integrated with at least one Propulsion machine-Inverter Group built with a 3-phase Alternative Current (AC) Propulsion Machine having three phase-terminals and a Propulsion Inverter coupled to an input of said 3-phase AC Propulsion machine, said onboard charger being operatively coupled between a grid supplying AC voltage and a battery to charge said battery at a rated power of said 3-phase AC Propulsion machine,\na controller supplying control signals to said Propulsion Machine-Inverter Group in a predetermined order depending on a required mode of operation of the PEV to attain efficient charging of said battery, wherein said mode of operation includes a propulsion mode of operation and a battery charging mode of operation, and\na diode bridge coupled between said 1-phase grid and said at least one Propulsion Machine-Inverter Group, and between at least one of said three phase-terminals of said Propulsion machine and said Propulsion Inverter,\nwherein said Propulsion Inverter has a DC_link operatively coupled to said battery, wherein said diode bridge is coupled to a negative terminal of said DC_link of said Propulsion Inverter, and wherein said 3-phase AC Propulsion Machine has three windings angularly spaced apart 120° one from another,\nwherein in said battery charging mode of operation, said diode bridge operates to rectify said AC voltage supplied by said 1-phase grid, wherein said 3-phase AC Propulsion Machine's windings and said Propulsion Inverter are pulse-width-modulation (PWM) switched by said controller to operate as a two-channel interleaved boost converter,\nwherein said Propulsion Inverter includes a first leg, a second leg, and a third leg, each leg coupled to a first, second, a third winding of said 3-phase AC Propulsion Machine, respectively,\nsaid first leg including switches S1 and S2, and corresponding diodes D1 and D2, each coupled in parallel to a respective one of said switches S1 and S2, respectively,\nsaid second leg including switches S3 and S4, and corresponding diodes D3 and D4, each coupled in parallel to a respective one of said switches S3 and S4, respectively, and\nsaid third leg including switches S5 and S6, and corresponding diodes D5 and D6, each coupled in parallel to a respective one of said switches S5 and S6, respectively, and wherein said controller operates two of said first, second and third legs in interleaved regime with 180° phase difference in time domain, wherein said one of switches S2, S4, S6 and one of corresponding diodes D1, D3, D5 form a first channel, and wherein said one of switches S2, S4, S6 and one of corresponding diodes D1, D3, D5 form a second channel of said interleaved boost converter,\nwherein said controller PWM switches said two-channel interleaved boost converter in switching sub-modes I, II, III, IV,\nwherein, when a duty cycle D of said PWM switching 0<D<0.5, said controller switches said two-channel interleaved boost controller in a periodical switching sequence I-III-II-III-I of the switching sub-modes,\nwherein, when 0.5<D<1, said controller switches said two-channel interleaved boost controller in a periodical switching sequence IV-I-IV-II-IV of said switching sub-modes,\nwherein in said switching sub-mode I, said controller turns ON said switch S4, and turns OFF said switch S6, and said diode D5 is in conducting state,\nwherein in said switching sub-mode II, said controller switches ON said switch S6, and turns OFF said switch S4, and said diode D3 is in conducting state,\nwherein in said switching sub-mode III, said controller turns OFF said switches S4 and S6, and said diodes D3 and D5 are in conducting state, and\nwherein in said switching sub-mode IV, said controller turns ON said switches S4 and S6, and reverse biases said diodes D3 and D4.\n, an onboard charger integrated with at least one Propulsion machine-Inverter Group built with a 3-phase Alternative Current (AC) Propulsion Machine having three phase-terminals and a Propulsion Inverter coupled to an input of said 3-phase AC Propulsion machine, said onboard charger being operatively coupled between a grid supplying AC voltage and a battery to charge said battery at a rated power of said 3-phase AC Propulsion machine,, a controller supplying control signals to said Propulsion Machine-Inverter Group in a predetermined order depending on a required mode of operation of the PEV to attain efficient charging of said battery, wherein said mode of operation includes a propulsion mode of operation and a battery charging mode of operation, and, a diode bridge coupled between said 1-phase grid and said at least one Propulsion Machine-Inverter Group, and between at least one of said three phase-terminals of said Propulsion machine and said Propulsion Inverter,, wherein said Propulsion Inverter has a DC_link operatively coupled to said battery, wherein said diode bridge is coupled to a negative terminal of said DC_link of said Propulsion Inverter, and wherein said 3-phase AC Propulsion Machine has three windings angularly spaced apart 120° one from another,, wherein in said battery charging mode of operation, said diode bridge operates to rectify said AC voltage supplied by said 1-phase grid, wherein said 3-phase AC Propulsion Machine's windings and said Propulsion Inverter are pulse-width-modulation (PWM) switched by said controller to operate as a two-channel interleaved boost converter,, wherein said Propulsion Inverter includes a first leg, a second leg, and a third leg, each leg coupled to a first, second, a third winding of said 3-phase AC Propulsion Machine, respectively,, said first leg including switches S1 and S2, and corresponding diodes D1 and D2, each coupled in parallel to a respective one of said switches S1 and S2, respectively,, said second leg including switches S3 and S4, and corresponding diodes D3 and D4, each coupled in parallel to a respective one of said switches S3 and S4, respectively, and, said third leg including switches S5 and S6, and corresponding diodes D5 and D6, each coupled in parallel to a respective one of said switches S5 and S6, respectively, and wherein said controller operates two of said first, second and third legs in interleaved regime with 180° phase difference in time domain, wherein said one of switches S2, S4, S6 and one of corresponding diodes D1, D3, D5 form a first channel, and wherein said one of switches S2, S4, S6 and one of corresponding diodes D1, D3, D5 form a second channel of said interleaved boost converter,, wherein said controller PWM switches said two-channel interleaved boost converter in switching sub-modes I, II, III, IV,, wherein, when a duty cycle D of said PWM switching 0<D<0.5, said controller switches said two-channel interleaved boost controller in a periodical switching sequence I-III-II-III-I of the switching sub-modes,, wherein, when 0.5<D<1, said controller switches said two-channel interleaved boost controller in a periodical switching sequence IV-I-IV-II-IV of said switching sub-modes,, wherein in said switching sub-mode I, said controller turns ON said switch S4, and turns OFF said switch S6, and said diode D5 is in conducting state,, wherein in said switching sub-mode II, said controller switches ON said switch S6, and turns OFF said switch S4, and said diode D3 is in conducting state,, wherein in said switching sub-mode III, said controller turns OFF said switches S4 and S6, and said diodes D3 and D5 are in conducting state, and, wherein in said switching sub-mode IV, said controller turns ON said switches S4 and S6, and reverse biases said diodes D3 and D4., 2. An onboard charger system for a battery in Plug-in Electric Vehicles (PEVs), wherein said onboard charger is operatively coupled to an AC 3-phase grid, comprising:\nan onboard charger integrated with at least one Propulsion machine-Inverter Group built with a 3-phase Alternative Current (AC) Propulsion Machine having three phase-terminals and a Propulsion Inverter coupled to an input of said 3-phase AC Propulsion machine, said onboard charger being operatively coupled between a grid supplying AC voltage and a battery to charge said battery at a rated power of said 3-phase AC Propulsion machine,\na controller supplying control signals to said Propulsion Machine-Inverter Group in a predetermined order depending on a required mode of operation of the PEV to attain efficient charging of said battery, wherein said mode of operation includes a propulsion mode of operation and a battery charging mode of operation,\na unidirectional AC-DC 3-phase buck-type PWM rectifier coupled between at least one of said three phase-terminals of said Propulsion machine and a negative terminal of the DC_link of said Propulsion Inverter, and\nan Electromagnetic Interference (EMI) filter coupled between said 3-phase grid and said 3-phase buck-type PWM rectifier,\nwherein said windings of said Propulsion Machine are utilized as a DC-inductor,\nwherein said 3-phase buck-type PWM rectifier includes semiconductor switches Q1, Q2, Q3, Q4, Q5, Q6, each switch including a switch selected from a group of unidirectional switches including insulated-gate-bipolar-transistor (IGBT) coupled in series with a freewheeling diode, metal-oxide-semiconductor field-effect-transistors (MOSFETs) coupled in series with a freewheeling diode, silicon-controlled-rectifier (SCR), and combination thereof.\n, an onboard charger integrated with at least one Propulsion machine-Inverter Group built with a 3-phase Alternative Current (AC) Propulsion Machine having three phase-terminals and a Propulsion Inverter coupled to an input of said 3-phase AC Propulsion machine, said onboard charger being operatively coupled between a grid supplying AC voltage and a battery to charge said battery at a rated power of said 3-phase AC Propulsion machine,, a controller supplying control signals to said Propulsion Machine-Inverter Group in a predetermined order depending on a required mode of operation of the PEV to attain efficient charging of said battery, wherein said mode of operation includes a propulsion mode of operation and a battery charging mode of operation,, a unidirectional AC-DC 3-phase buck-type PWM rectifier coupled between at least one of said three phase-terminals of said Propulsion machine and a negative terminal of the DC_link of said Propulsion Inverter, and, an Electromagnetic Interference (EMI) filter coupled between said 3-phase grid and said 3-phase buck-type PWM rectifier,, wherein said windings of said Propulsion Machine are utilized as a DC-inductor,, wherein said 3-phase buck-type PWM rectifier includes semiconductor switches Q1, Q2, Q3, Q4, Q5, Q6, each switch including a switch selected from a group of unidirectional switches including insulated-gate-bipolar-transistor (IGBT) coupled in series with a freewheeling diode, metal-oxide-semiconductor field-effect-transistors (MOSFETs) coupled in series with a freewheeling diode, silicon-controlled-rectifier (SCR), and combination thereof., 3. An onboard charger system for a battery in Plug-in Electric Vehicles (PEVs), wherein said onboard charger is operatively coupled to an AC 3-phase grid, comprising:\nan onboard charger integrated with at least one Propulsion machine-Inverter Group built with a 3-phase Alternative Current (AC) Propulsion Machine having three phase-terminals and a Propulsion Inverter coupled to an input of said 3-phase AC Propulsion machine, said onboard charger being operatively coupled between a grid supplying AC voltage and a battery to charge said battery at a rated power of said 3-phase AC Propulsion machine,\na controller supplying control signals to said Propulsion Machine-Inverter Group in a predetermined order depending on a required mode of operation of the PEV to attain efficient charging of said battery, wherein said mode of operation includes a propulsion mode of operation and a battery charging mode of operation,\na bidirectional AC-AC three-phase buck-boost type PWM rectifier coupled to the Propulsion Machine's three phase-terminals, and\nan EMI filter coupled between said 3-phase grid and said bi-directional AC-AC three-phase buck-boost type PWM rectifier,\nwherein said bi-directional AC-AC three-phase buck-boost type PWM rectifier includes a first leg, a second leg and a third leg, each leg including bi-directional switches selected from a group including a pair of back-to-back connected IGBTs, a pair of back-to-back MOSFETs, bilateral triode thyristors (TRIACs), and combination thereof.\n, an onboard charger integrated with at least one Propulsion machine-Inverter Group built with a 3-phase Alternative Current (AC) Propulsion Machine having three phase-terminals and a Propulsion Inverter coupled to an input of said 3-phase AC Propulsion machine, said onboard charger being operatively coupled between a grid supplying AC voltage and a battery to charge said battery at a rated power of said 3-phase AC Propulsion machine,, a controller supplying control signals to said Propulsion Machine-Inverter Group in a predetermined order depending on a required mode of operation of the PEV to attain efficient charging of said battery, wherein said mode of operation includes a propulsion mode of operation and a battery charging mode of operation,, a bidirectional AC-AC three-phase buck-boost type PWM rectifier coupled to the Propulsion Machine's three phase-terminals, and, an EMI filter coupled between said 3-phase grid and said bi-directional AC-AC three-phase buck-boost type PWM rectifier,, wherein said bi-directional AC-AC three-phase buck-boost type PWM rectifier includes a first leg, a second leg and a third leg, each leg including bi-directional switches selected from a group including a pair of back-to-back connected IGBTs, a pair of back-to-back MOSFETs, bilateral triode thyristors (TRIACs), and combination thereof., 4. The onboard charger system of claim 2, wherein in said propulsion mode of operation, said battery provides propulsion power through said switches S1-S6 of said three-phase Propulsion Inverter,\nwherein in said battery charging mode of operation, said switches S1 and S2 of said Propulsion Inverter connected to a positive terminal of said unidirectional AC-DC 3-phase buck-type PWM rectifier are disabled, wherein D1 and D2 are reverse biased, and\nwherein said second and third legs containing said S4 and D3 and S6 and D5, respectively, are controlled in the interleaved regime.\n, wherein in said battery charging mode of operation, said switches S1 and S2 of said Propulsion Inverter connected to a positive terminal of said unidirectional AC-DC 3-phase buck-type PWM rectifier are disabled, wherein D1 and D2 are reverse biased, and, wherein said second and third legs containing said S4 and D3 and S6 and D5, respectively, are controlled in the interleaved regime., 5. The onboard charger system of claim 2, wherein during said battery charging mode of operation, said controller switches said semiconductor switches Q1-Q6 in active switching sub-modes I1, I2, I3, I4, I5, I6, and zero-switching sub-modes I0 and I7 in a predetermined order, wherein in each of said switching sub-mode, three out of six semiconductor switches Q1-Q6 are turned ON at a time,\nwherein during said active switching sub-modes, a DC current flows through respective three switches of said switches Q1-Q6 and said 3-phase grid, and said diode D2 is reverse biased, and\nwherein in said zero-switching modes, said 3-phase grid is disconnected from said at least one Propulsion machine-Inverter Group.\n, wherein during said active switching sub-modes, a DC current flows through respective three switches of said switches Q1-Q6 and said 3-phase grid, and said diode D2 is reverse biased, and, wherein in said zero-switching modes, said 3-phase grid is disconnected from said at least one Propulsion machine-Inverter Group., 6. The onboard charger system of claim 5, wherein said controller PWM switches said onboard charger in switching sub-modes I, II, III, IV,\nwherein, when a duty cycle D of said PWM switching 0<D<0.5, said controller PFM switches said two-channel interleaved boost controller in a periodical switching sequence I-III-II-III-I of said modes,\nwherein, when 0.5<D<1, said controller PWM switches said two-channel interleaved boost controller in a periodical switching sequence IV-I-IV-II-IV of said sub-modes,\nwherein in said sub-mode I, said controller turns ON said switch S4, turns OFF said switch S6, and said diode D5 is in conducting state,\nwherein in said sub-mode II, said controller switches ON said switch S6, turns OFF said switch S4, and said diode D3 is in conducting state,\nwherein in said sub-mode III, said controller turns OFF said switches S4 and S6, and said diodes D3 and D5 are in conducting state, and\nwherein in said sub-mode IV, said controller turns ON said switches S4 and S6, and reverse biases said diodes D3 and D4.\n, wherein, when a duty cycle D of said PWM switching 0<D<0.5, said controller PFM switches said two-channel interleaved boost controller in a periodical switching sequence I-III-II-III-I of said modes,, wherein, when 0.5<D<1, said controller PWM switches said two-channel interleaved boost controller in a periodical switching sequence IV-I-IV-II-IV of said sub-modes,, wherein in said sub-mode I, said controller turns ON said switch S4, turns OFF said switch S6, and said diode D5 is in conducting state,, wherein in said sub-mode II, said controller switches ON said switch S6, turns OFF said switch S4, and said diode D3 is in conducting state,, wherein in said sub-mode III, said controller turns OFF said switches S4 and S6, and said diodes D3 and D5 are in conducting state, and, wherein in said sub-mode IV, said controller turns ON said switches S4 and S6, and reverse biases said diodes D3 and D4., 7. The onboard battery charger system of claim 3, wherein during said battery charging mode of operation, said switches S1-S6 of said first, second and third legs of said Propulsion Inverter are disabled by said controller, and said corresponding freewheeling diodes D1-D6 of said Propulsion Inverter are in conducting state,\nwherein said Propulsion machine windings La, Lb, Lc, and said freewheeling diodes D1-D6 create a three-phase buck-boost AC-DC converter,\nwherein the bi-directional switches G1-G6 of said first, second and third legs of said buck-boost type PWM rectifier are controlled by said controlled in a number of switching sub-modes in a predetermined order, wherein in each switching sub-mode, respective three out of six switches G1-G6 are turned ON,\nwherein each of said switching sub-modes includes a respective one of active switching modes I1-I6 to charge a corresponding winding of said Propulsion machine followed by a corresponding one of zero switching modes IO1-IO6 to discharge said corresponding winding of said Propulsion machine,\nwherein in said respective active switching sub-mode, one of said back-to-back switches is turned ON, and the diode corresponding to another switch in said two back-to-back switches conducts, thus creating a uni-directional rectifier leg, and\nwherein in said corresponding zero switching sub-mode, said switches G1-G6 are turned off, and three out of six diodes D1-D6 of said Propulsion Inverter conduct.\n, wherein said Propulsion machine windings La, Lb, Lc, and said freewheeling diodes D1-D6 create a three-phase buck-boost AC-DC converter,, wherein the bi-directional switches G1-G6 of said first, second and third legs of said buck-boost type PWM rectifier are controlled by said controlled in a number of switching sub-modes in a predetermined order, wherein in each switching sub-mode, respective three out of six switches G1-G6 are turned ON,, wherein each of said switching sub-modes includes a respective one of active switching modes I1-I6 to charge a corresponding winding of said Propulsion machine followed by a corresponding one of zero switching modes IO1-IO6 to discharge said corresponding winding of said Propulsion machine,, wherein in said respective active switching sub-mode, one of said back-to-back switches is turned ON, and the diode corresponding to another switch in said two back-to-back switches conducts, thus creating a uni-directional rectifier leg, and, wherein in said corresponding zero switching sub-mode, said switches G1-G6 are turned off, and three out of six diodes D1-D6 of said Propulsion Inverter conduct., 8. An onboard battery charger system for a battery in Plug-in Electric Vehicles (PEVs), comprising:\nan onboard charger integrated with at least one Propulsion machine-Inverter Group built with a 3-phase Alternative Current (AC) Propulsion Machine having three phase-terminals and a Propulsion Inverter coupled to an input of said 3-phase AC Propulsion machine, said onboard charger being operatively coupled between a grid supplying AC voltage and a battery to charge said battery at a rated power of said 3-phase AC Propulsion machine,\na controller supplying control signals to said Propulsion Machine-Inverter Group in a predetermined order depending on a required mode of operation of the PEV to attain efficient charging of said battery, wherein said mode of operation includes a propulsion mode of operation and a battery charging mode of operation, and\na bi-directional DC-DC converter coupled between said Propulsion Inverter and said battery,\nwherein said bi-directional DC-DC converter is a converter selected from a group consisting of: non-isolated converter, isolated converter, non-isolated converter used in said propulsion mode of operation, isolated converter used in said battery charging mode of operation, and combinations thereof.\n, an onboard charger integrated with at least one Propulsion machine-Inverter Group built with a 3-phase Alternative Current (AC) Propulsion Machine having three phase-terminals and a Propulsion Inverter coupled to an input of said 3-phase AC Propulsion machine, said onboard charger being operatively coupled between a grid supplying AC voltage and a battery to charge said battery at a rated power of said 3-phase AC Propulsion machine,, a controller supplying control signals to said Propulsion Machine-Inverter Group in a predetermined order depending on a required mode of operation of the PEV to attain efficient charging of said battery, wherein said mode of operation includes a propulsion mode of operation and a battery charging mode of operation, and, a bi-directional DC-DC converter coupled between said Propulsion Inverter and said battery,, wherein said bi-directional DC-DC converter is a converter selected from a group consisting of: non-isolated converter, isolated converter, non-isolated converter used in said propulsion mode of operation, isolated converter used in said battery charging mode of operation, and combinations thereof., 9. The onboard battery charger system of claim 8, wherein said onboard charger is operatively coupled to at least one grid selected from a group consisting of: AC 1-phase grid, AC 3-phase grid, and combination thereof., 10. An onboard charger system for a battery in Plug-In Electric Vehicles (PEVs), wherein said onboard charger is operatively coupled to an AC 3-phase grid, comprising:\nan onboard charger integrated with at least one Propulsion machine-Inverter Group built with a 3-phase Alternative Current (AC) Propulsion Machine having three phase-terminals and a Propulsion Inverter coupled to an input of said 3-phase AC Propulsion machine, said onboard charger being operatively coupled between a grid supplying AC voltage and a battery to charge said battery at a rated power of said 3-phase AC Propulsion machine, and\na controller supplying control signals to said Propulsion Machine-Inverter Group in a predetermined order depending on a required mode of operation of the PEV to attain efficient charging of said battery, wherein said mode of operation includes a propulsion mode of operation and a battery charging mode of operation.\n, an onboard charger integrated with at least one Propulsion machine-Inverter Group built with a 3-phase Alternative Current (AC) Propulsion Machine having three phase-terminals and a Propulsion Inverter coupled to an input of said 3-phase AC Propulsion machine, said onboard charger being operatively coupled between a grid supplying AC voltage and a battery to charge said battery at a rated power of said 3-phase AC Propulsion machine, and, a controller supplying control signals to said Propulsion Machine-Inverter Group in a predetermined order depending on a required mode of operation of the PEV to attain efficient charging of said battery, wherein said mode of operation includes a propulsion mode of operation and a battery charging mode of operation. | US | United States | Active | B | True |
| 168 | Light electric vehicle ride share system and method \n | US10543752B2 | This application claims the benefit of U.S. Provisional Application No. 62/151,191 filed Apr. 22, 2015, and U.S. Provisional Application No. 62/153,305 filed Apr. 27, 2015, both incorporated by reference in their entirety herein.\nThe present invention relates generally to systems and methods for ride sharing light electric vehicles and to recharging stations used in such systems.\nCommuters, travelers, and local residents alike are faced with transportation needs that have been unmet to this day. Short distance travels between transportation centers (such as bus, train, taxis, shuttle stations, etc.) and final destinations still have very few options outside of walking or driving. Additionally, government statistics show that short distance travels in the range 1 to 3 miles account for more than 50% of Urban and Suburban traffic on the road at any given time. The data further shows that 37.5% of road vehicles are actually driving 1 mile or less, which adds to the continuous roadway congestion experience for most of the 489 metropolitan areas in the United States. Public transportation systems do not extend to every street in a city or town, and doing so would only just add to the congestion problem. There is a need for a solution to urban and suburban traffic congestion which addresses the first and last mile commute problem.\nVehicle share programs, where people either share the use of their own or business vehicle or rent a vehicle from a rental company, are popular throughout the world, largely differing only in the type or model of vehicle in use. Traditional vehicle rental and ride share programs have been around for decades and all operate under the same basic model. This model uses centralized hubs, store fronts, and kiosks as locations where customers and users can travel to and rent a vehicle. To complete their rental transaction, the customer can either return the vehicle to the same location, or in many cases, to a remote satellite location. This system's methodology still requires users, in most cases, to travel to and from the point of pickup or return. Only in the largest of centralized transit hubs, such as airports, are rental vehicles, shuttles, buses, taxis and train connections available at the hub itself. In most cases, there are no direct public transit options to and from the pickup locations, making this rental model unsuitable for first and last mile transportation.\nFurthermore, in the case of a standard car rental the process can be complicated, often requiring a separate shuttle to take the user to the “over-the-counter” rental hub. Recently, several new rental models have emerged which aim to address the growing “Share” economy and make use of new mobile app technology to streamline the rental process. In the new model, the central hub is replaced with individual cars located in regular parking lots and garages throughout a metropolitan or suburban area. This reduces the operating overhead cost and enables a cost model that is in line with other commute options. Vehicles are equipped with GPS tracking devices and their locations are indicated from within a mobile app. Users select and reserve a vehicle, but still need to get to the vehicle which may be several miles away. While this model of car rental simplifies the rental process over the current standard, the vehicles are still not accessible enough to address the first and last mile problem. Moreover, this vehicle rental/sharing method does nothing to address congestion due to overcrowded roadways as it only adds cars to existing automobile traffic. Additionally, renting a car requires the user be licensed locally to be in compliance with the law.\nDirect route shuttles and buses are an alternative to renting cars for short distance travel and commuting. This solution is employed by many corporate campuses, business parks, universities, hotels, resorts, municipal and metropolitan transit authorities as well as governmental agencies to provide some level of direct short distance transportation to workers, students, and other travelers. Specifically, employers contract shuttle services to transport commuters from train and bus stations directly to company buildings. Companies continually alter shuttle routes within communities based on requests to optimize the first and last mile commute for their employees. Public transit agencies will often employ temporary bus bridges to handle added traffic due to special events. Direct route shuttles can be more effective than individual cars for curtailing traffic and individualizing first and last mile commutes, however these shuttles are still subject to the same traffic delays as all other vehicles on the road. Additionally, unless it is a door-to-door shuttle, users still need to get to the pickup location, which may be several blocks away. Once a user arrives at the shuttle pickup location, there is no guarantee that they will not have to wait for a delayed shuttle. Advances in mobile communication technology have enabled new versions of taxi and ride share services offering enhanced visibility into timing, delays, and traffic conditions. These platforms, while offering a convenient method for making ride reservations and adding ride alternatives to the standard public transportation or shuttle service offerings, at their core are no different to existing services, putting more cars on the local roads and adding to congestion.\nSome embodiments of the present invention provide methods and systems for operating an interconnected network of autonomous battery powered electric vehicle (BEV) charging stations that maintain fully charged BEVs, and in embodiments more specifically Light Electric Vehicles (LEVs) such as electric bicycles, electric scooters and two-wheeled self-balancing battery-powered vehicles, for real-time self-guided exchange or rental with little down-time to a user. By locking or otherwise disabling low charge or uncharged vehicles until the vehicle charging is complete, users are assured they are getting a vehicle that has enough charge to get them to their destination. The user can view all available vehicles and their locations using a wireless mobile device on the system network and, with appropriate permissions, reserve and unlock any available vehicle via wireless networking. Some embodiments of the present invention enable users of BEVs to re-charge vehicles away from home or in embodiments in remote locations without distributed power. According to embodiments, the invention provides a locking system that can be used to ensure the vehicle will not be removed until sufficiently re-charged or the owner or user gives permission to do so.\nAccording to some embodiments of the present invention the locations in a ride share system of docking hubs with electrical power for re-charging LEVs is determined by the commute needs (particularly last mile commute needs) of users of the ride share system as they subscribe to the ride share program which utilizes the system. Furthermore, some embodiments of the ride share systems and methods permit users to take ride share vehicles home and keep them at home overnight. In some embodiments the ride share system grows (and shrinks) by adding the same numbers of vehicles and charging stations as added users; the vehicles and charging stations are located at commute destinations, such as a workplace. Additionally, if a user has a multi-leg commute, a vehicle and station can be added for each leg of the commute making it a seamless end-to-end commute solution.\nAccording to some embodiments, a recharging hub for battery electric vehicles (BEVs) may comprise: one or more recharging bays, wherein each of the bays is configured for securing and recharging one of the BEVs, each of the bays comprising: a BEV charging adaptor, configured to make electrical connection between a rechargeable battery of the one of the BEVs and an electrical power supply of the recharging station; and a smart lock housing for securing the one of the BEVs to the recharging station.\nAccording to some embodiments, a ride share system for battery powered electric vehicles (BEVs) may comprise: a plurality of BEVs; a network server for managing an inventory of the plurality of BEVs, the inventory comprising location and battery charge levels for the plurality of BEVs; and a multiplicity of recharging hubs, each of the recharging hubs comprising one or more recharging bays, wherein each of the bays is configured for securing and recharging one of the plurality of BEVs; wherein one recharging bay per commuter is geographical located at each commuter's commute endpoint. Furthermore, the number of BEVs may correspond to the number of charging bays. Furthermore, the BEVs may be LEVs such as electric bicycles.\nAccording to further embodiments, methods of operating the ride share systems and recharging hubs are described herein.\nThese and other aspects and features of the present invention will become apparent to those ordinarily skilled in the art upon review of the following description of specific embodiments of the invention in conjunction with the accompanying figures, wherein:\n FIG. 1 shows a perspective view of a locking re-charging hub, according to some embodiments of the present invention;\n FIG. 2 shows a perspective view of a locking re-charging hub with different LEVs docked, according to some embodiments of the present invention;\n FIGS. 3 & 4 show perspective views of locking re-charging hubs configured for a single LEV, according to some embodiments of the present invention;\n FIG. 5 shows a perspective view of a locking re-charging hub with a solar array, according to some embodiments of the present invention;\n FIG. 6 shows a block diagram representation of an autonomous charging hub network, according to some embodiments of the present invention;\n FIG. 7 shows a representation of an interconnected network and the use thereof for implementation of an electric vehicle share system, according to some embodiments of the present invention;\n FIG. 8 shows logic gates and a decision tree as configured for vehicle reservations, according to some embodiments of the present invention;\n FIG. 9 shows logic gates and decision tree as configured for vehicle return or exchange, according to some embodiments of the present invention; and\n FIG. 10 shows a representation of a customized route specific bicycle rental, including keeping the bicycle overnight, according to some embodiments of the present invention.\nEmbodiments of the present invention will now be described in detail with reference to the drawings, which are provided as illustrative examples of the invention so as to enable those skilled in the art to practice the invention. Notably, the figures and examples below are not meant to limit the scope of the present invention to a single embodiment, but other embodiments are possible by way of interchange of some or all of the described or illustrated elements. Moreover, where certain elements of the present invention can be partially or fully implemented using known components, only those portions of such known components that are necessary for an understanding of the present invention will be described, and detailed descriptions of other portions of such known components will be omitted so as not to obscure the invention. In the present specification, an embodiment showing a singular component should not be considered limiting; rather, the invention is intended to encompass other embodiments including a plurality of the same component, and vice-versa, unless explicitly stated otherwise herein. Moreover, applicants do not intend for any term in the specification or claims to be ascribed an uncommon or special meaning unless explicitly set forth as such. Further, the present invention encompasses present and future known equivalents to the known components referred to herein by way of illustration.\nAdvancements in technology have made many types of transportation available in battery powered electric vehicle (BEV) formats. The existing ride share and rental industry business models are not suited for the new BEV paradigm which will put more vehicles in circulation, each with shorter range than traditional vehicles and with more frequent planned out-of-service time per vehicle for re-charging. Furthermore, Light Electric Vehicles (LEVs), such as electric bicycles, electric scooters, two-wheeled self-balancing battery-powered vehicles (such as vehicles available from Segway Inc.), etc., have a limited range and require frequent re-charging because they make use of small, lightweight batteries. There is a need for recharging stations for users of these LEVs for recharging the LEV batteries when away from home, in remote locations, and in particular for recharging stations configured for use in “last mile commute” situations and vehicle share programs.\nBarriers to mass adoption of LEVs, which provide a convenient mode of transport which can avoid and reduce congestion on highways, are: the length of time to charge the battery; the absence of large numbers of personal, shared or business operated charging hubs; and the required computerized system to manage the availability of the vehicles under charge. (It is noted that electric car charging systems are designed to use a high current charging cord and plug to charge a high capacity electric car battery. The batteries in LEVs are much smaller capacity batteries and there is a large discrepancy in the load that an electric vehicle recharging system is designed for and the much lower load charging system that is needed for LEV batteries.) Furthermore, a locking system that can be used to ensure the LEV will not be removed until re-charged or the owner or user gives permission to do so is seen by the inventors as a useful feature for enabling a system for sharing and/or recharging LEVs which has publicly accessible hubs.\nAccording to some embodiments of the present invention, a hub for LEVs comprises a battery recharging connector which also secures the LEV during recharging or until an owner or user of the LEV gives permission for the LEV to be released. FIG. 1 shows a three bay Locking Universal Re-charging Hub (LURCH) 100 comprising three autonomous digital locking units 101, where each bay comprises, a modular structural member 103 (to which the locking hardware is attached), an electronic keypad 104 (in some cases used for manual system control), a smart lock housing 105 (for securing the LEV), and a vehicle charge adapter 106 (for making electrical connection to the LEV for recharging the battery; the vehicle charge adapter may be universal or in embodiments specific to a particular LEV). A modular locking pin 107 connects together multiple modular structural members in a row. Further structural members hold the row of digital locking units at a desired height in a stable configuration, these members comprising a cross support 102, a right end panel 108, and a left end panel 109, where the cross support and the row of digital locking units are attached at either end to the end panels. Located inside the modular structural member 103 are control electronics to manage wireless communications, digital electronic lock, and charging. Power is supplied to the system externally from either standard line power or power generated/stored locally—in embodiments generated/stored at the hub—such as solar, wind, batteries, and/or combustion generator. FIG. 2 shows LEVs 220 docked in a charging hub 100, wherein the hub also comprises LEV guide tracks 110; the LEVs are shown locked in position by digital locking units 101 while recharging/awaiting a user. The LEVs 220 shown are electric scooters and a two-wheeled self-balancing battery-powered vehicle, although other LEVs may be docked at the hub for recharging and securing until required by an owner/user.\nIndividual bays made up of digital locking units can be configured in many different ways to form a recharging hub according to different embodiments—for example, a recharging hub may comprise one, two, three, or more digital locking units, which may be in a row, or otherwise, supported by a wide variety of structural members. In FIG. 3 an LEV is shown docked at a recharging hub 300 comprising a single digital locking unit 101, wherein the digital locking unit is supported by free standing vertical support members 111 attached to the modular structural member 103 on either side of the vehicle charge adapter 106. In FIG. 4 an LEV is shown docked at a recharging hub 400 comprising a single digital locking unit 101, wherein the digital locking unit is supported by free standing vertical support members 112 attached to the modular structural member 103 at either end; the LEV is also stabilized by a guide track 110.\nIn embodiments charging hubs are deployed across a defined area and set up to use whatever form of communication and power generation necessary for the location. Users of LEVs equipped with the appropriate charging adapters can approach a charging hub, select an unoccupied bay and engage the vehicle with the locking mechanism. By using the installed keypad or a wireless mobile device, the user can lock the vehicle and begin re-charging. When re-charging is complete the vehicle remains locked until digital permission to unlock the unit are granted by the user or owner. This process is conducted through custom software loaded in the electronics onboard the re-charging hub, a network server for the system of hubs, and on a user's mobile device. The software can be used to locate other re-charging hubs and reserve a re-charging location.\nIndividual digital locking unit units can be combined to form racks of charging bays that can be deployed in almost any location. These autonomous charging hubs (LURCHes) need to be powered by either local line power or can use locally generated/stored energy. For example, a solar array may be used to generate the power needed for recharging LEVs, as shown in FIG. 5. FIG. 5 shows a perspective view of a re-charging hub with a solar array, according to some embodiments of the present invention. The re-charging hub comprises a base plate 501, a wheel track 502, a locking post 503, to which one or more digital locking units 101 can be embedded and concealed (for simplicity of mechanical illustration details of the digital locking units are not shown in the figure, although digital locking units may be configured as shown in FIGS. 1-4, for example), a vertical support post 504 for the solar panel array 505, and a weatherproof enclosure 506. Many accessories can be used with the invention to gain added functionality for charging devices other than LEVs. Furthermore, standard non-electric vehicles and devices can also use the locking and charging capabilities.\n FIG. 6 shows a block diagram representation of an autonomous charging hub 601 linked to a network 602, according to some embodiments of the present invention. The hub (LURCH) 601 comprises, in this particular example, three docking bays 603, each with a corresponding digital lock 604, a power source which in this example is a solar panel array 605 connected to batteries 606, a power distribution unit 607 and control board/controller 608 with wireless communications. The controller monitors the charge level of the batteries in any BEVs docked at the hub, providing current to vehicles that need recharging. The controller is connected to the network 602 to enable sending to, and receipt of data from, a system monitoring application 609 running on a system server, and also to enable communication with a user by the use of an application running on a smart wireless mobile device or Internet connected computer 610. The controller, which monitors the charge level of the batteries in any BEVs docked at the hub, also sends notifications to the system monitoring on the server regarding the charge level of the docked BEVs.\nThe recharging hub of FIG. 6 may be used as follows; a user engages their LEV with the locking mechanism attached to the charging hub. Once in place, the user uses software on the network and the user's mobile device to exchange digital keys wirelessly and lock the vehicle. After locking, the re-charging hub re-charges the locked vehicle. When the charging is complete, the charging hub sends a message to the user (through the system network). When the user returns to the charging hub, the code or digital key is used to unlock the vehicle. The user can now leave the location of the charging hub with a fully charged LEV.\nThe autonomous locking/charging hubs described herein can be used in embodiments to enable new systems and methods for ride sharing of LEVs, such as electric bicycles.\nBicycles offer a unique opportunity to solve the first and last mile commute problem in that they are single user vehicles so there is maximum autonomy for personalizing the trip. Bicycles are also relatively compact to store and they are walkway and roadway friendly, meaning that they are accepted almost anywhere in cities, towns and even on public transportation. Bicycles require no special license and in most places no special equipment is needed to be in compliance with local laws. Bicycles costs, such as initial purchase and ongoing maintenance, are significantly lower than automobiles so a bicycle rental or rideshare business model could have much lower operational overhead costs which lowers user costs, a major barrier to widespread system adoption. Moreover, municipalities are actively adding more bike paths, designated bike routes and bike boulevards as traffic congestion grows worse in population dense regions.\nIn bicycle rental programs and share systems, the procedure for renting a vehicle uses either the “over-the-counter” rental model or a kiosk based rental model. For the over-the-counter rental model, the user goes into a store front and selects a bicycle, makes payment arrangements and ultimately returns the bike to the same store. Again, the user must arrange for transportation to and from the rental location before and after usage, so this model does not present a solution to the first and last mile problem. An alternative rental model that is gaining in popularity is the standard bike share model. In this rental model unattended racks of bikes with a rental kiosk are located close to public transportation hubs and around town in accessible centralized areas. This model serves public transit hubs well, as it offers an alternative to walking from the station provided that the user also has a satellite station to return the vehicle near their final destination. For this rental method to be maximally effective at solving the first and last mile problem, an extremely high density of installations is needed so that all users have a rental kiosk at their destination. For most users this is not a complete solution. Moreover, adoption of traditional bicycling as a commute alternative is low and will likely remain so due to the need for a significant amount of physical exertion while using a manual bike to travel distances further than a few hundred meters. In terrain that is not flat, the amount of exertion required may make this mode of commuting unusable for some individuals.\nAnother significant problem inherent with existing bike share models is the problem of system balance. An imbalance occurs when there are not enough bicycles at a station for the number of people wanting to rent them at that location. The problem is not that there aren't enough bikes in the system rather the problem is that the bikes are not at the location where the current demand is. This problem is not unique to bike share, as it is also an ever present issue in the traditional automobile rental business as well. An example of this balance problem in bike share systems occurs every day during the morning commute when commuters arrive at their destination station on a train and rent a bike to go from the train station to as close to their office as possible. After the first few commuter trains arrive, all of the rental bikes have departed the train station and are now parked at other stations away from the train. This problem of inventory flow management continues throughout the day as users move bikes throughout the system. In current rental models, there is no available method of reserving a bike in advance to guarantee it will be at a specific station at the time of need. While there is a real-time method to track where the inventory is in the system, there is no way to have a bike on demand if it is not already present at the station. Current rental models employ a fleet a trucks and cargo vans to continually move bikes throughout the day between stations to meet the demand. This method of rebalancing adds overhead cost to running the rental program and puts additional automobiles on the road to rebalance inventory in the areas where the bike share system aims to reduce the number of automobiles contributing to congestion on the roads. Without a reasonable certainty that a vehicle will be available, standard bike share is not a reliable first and last mile solution.\nEmbodiments of the present invention include methods and processes for incorporating BEVs into rental and ride share programs, as described in more detail herein. Furthermore, in embodiments the location of recharging stations is determined by the commute needs of the membership of the ride share program, also as described herein.\nAs shown in FIG. 7, an interconnected network system 700 comprises a networked server 701, autonomous locking-charging hubs 702, BEVs 703, and a smart wireless mobile device or Internet connected computer 704 with software application loaded thereon for the user 705. The networked server 701 is in continual communication with any number of autonomous locking-charging hubs 702. BEVs 703 remain locked and inaccessible while recharging at a hub 702. Using a mobile device 704 running a custom software application, individual users, renters or ride share participants can reserve a vehicle.\nAlso with reference to FIG. 7 a process for using the system may comprise:\n(1) locating by the user of a first locking-charging hub (or alternatively selecting a vehicle) using the software application;\n(2) selecting by the user of a vehicle (or if a vehicle was selected in (1), locating a first hub) using the software application;\n(3) once a vehicle and location are selected, receiving a digital key or code by the user at their smart wireless mobile device or Internet connected computer;\n(4) unlocking the selected vehicle with the digital key or code—this may be by wireless communication between the user's mobile device and the first locking-charging hub or by entering the code manually on an electronic keypad at the hub;\n(5) removing the vehicle from the first hub and using the vehicle;\n(6) locating a second locking-charging hub (which may be the same as or different to the first hub);\n(7) returning or exchanging the vehicle, or leaving the vehicle to recharge the vehicle battery, at the second hub;\n(8) wherein the returning comprises securing the vehicle in a locked re-charging bay where the vehicle is recharged;\n(9) when the vehicle re-charge is complete an automatic notification is sent to the system server by the control system of the second hub;\n(10) the system server broadcasts the availability of the charged vehicle at the second hub.\nLogic gates and decision trees as configured in FIG. 8 can be used for vehicle reservations. Logic gates and decision tree as configured in FIG. 9 can be used for vehicle return or exchange.\nAccording to embodiments of the invention large numbers of battery powered electric vehicles are placed in service, distributed across various automated locking charging hubs. A user is able to access the vehicle inventory list for all vehicles that are fully charged at each of the hub locations. From the list, the user can select a specific vehicle to reserve for use. Upon making a vehicle selection, a digital key is passed to the user through a wireless network link. Once the key is received, the user can unlock the vehicle at the chosen location and begin use. When use is completed, or the vehicle's charge is low, the user can locate the most convenient locking charging hub location using the software application and return the vehicle by docking and locking it in an unoccupied bay on the locking charging hub. Charging begins automatically and the vehicle remains locked until charging is complete and a request for use is validated with a digital key. Once locked, the user can tell the server that the vehicle has been returned and either no other action is needed or another vehicle is needed, whereby the user is able to use the software to select another vehicle and continue with the check-out process again.\nAccording to some embodiments a ride share system can comprise the following elements: a network server equipped with inventory management software and membership tracking software; a communication network between BEV users and the BEV docking hubs; locking charging hubs deployed where required by users, equipped with any form of power distribution or generation and communication links necessary for its location (examples of power generation methods include: solar, wind, fuel cell, gas generator or other types of kinetic generation); BEVs, which can be adapted to participate in the locking and charging aspects of the invention with the addition of a custom adapter to mate with the custom locking charging hub; and custom software installed on computers or wireless mobile devices which allows users to access the rental or ride share networks and reserve, return or exchange a participating vehicle and transfer digital keys and codes.\nIn some embodiments the ride share system uses wireless communications and charging hubs that generate their own power. Furthermore, some embodiments use standard line power connected to the hubs for charging and can be connected to the server using land based “wired” connections. Furthermore, in some embodiments BEVs can be replaced with any type of battery powered device, such as drones, robots, cordless electric tools, telecommunication devices, lights, cameras, audio devices, appliances, cooking devices, heaters, etc. Furthermore, use of the system of the present invention may in embodiments be extended to include recharging and sharing of any battery power tool or device.\nSome embodiments of the present invention change the rental model, making it specific to the needs of first and last mile commutes and travel. Some embodiments of the ride share system and method of the present invention can be used by companies, universities, resorts, municipalities, high density housing communities and individuals as an alternative to existing first and last mile solutions such as car rentals or car share, shuttles buses, taxi services, existing bike share programs, and walking. To begin with a company, for example, would invite employees to join the LEV ride share program and become eBike share members. For each employee enrolled, an eBike dock is located at the company to park the eBike during working hours. For each leg of an enrolled employee's commute, an additional LEV (eBike) and eBike dock will be added to the system. There is no assignment of a specific eBike to an individual, rather all of the eBikes are shared between all of the company's members. Here follow some examples of how the ride share system and method works for different types of commute.\nThe case of Company X, located in a suburban setting within a few miles from a train station used by many of its workers during their daily commute. Many of the company's employees live in the surrounding communities and others live further from the company, but within several miles of a mass transit hub.\nTo use the system an employee who lives in a city and commutes to Company X by train would do the following:\n1. Use the mobile app to reserve an eBike at the company;\n2. Go to the eBike dock at the company and use Smartphone to unlock;\n3. Use eBike to commute to transit hub;\n4. Take eBike on mass transit vehicle (Bus, train, ferry, etc.)\n5. Arrive at transit destination;\n6. Ride eBike home;\n7. Keep eBike in safe place overnight;\n8. Use eBike to commute to mass transit hub (train);\n9. Take eBike on mass transit vehicle (Bus, train, ferry, etc.)\n10. Arrive at transit destination;\n11. Use eBike to commute to company;\n12. Arrive at company and put eBike in dock.\nAn employee who lives in a neighboring community and does not need to use mass transit as part of their daily comm | Methods and systems are described for operating an interconnected network of autonomous battery powered electric vehicle (BEV) charging stations that maintain fully charged BEVs, for real-time self-guided exchange or rental with little down-time to a user. By locking or otherwise disabling low charge or uncharged vehicles until the vehicle charging is complete, users are assured they are getting a vehicle that has enough charge to get them to their destination. The user can view all available vehicles and their locations using a wireless mobile device on the system network and, with appropriate permissions, reserve and unlock any available vehicle via wireless networking. The locations in a ride share system of docking hubs with electrical power for re-charging BEVs is determined by the commute needs (particularly last mile commute needs) of users of the ride share system as they subscribe to the ride share program which utilizes the system. | US:15/136,857 | https://patentimages.storage.googleapis.com/cf/76/81/2bd2fa84329ba8/US10543752.pdf | US:10543752 | Keith Edward Moravick, Colin Aidan Roche | Swiftmile Inc | US:5841351, US:5917407, US:20100228405:A1, US:7898439, US:8061499, US:20090266673:A1, US:8536993, US:D600201:S1, US:20100171603:A1, US:8285571, EP:2261108:A2, US:D634249:S1, US:D626493:S1, US:20130314205:A1, US:20120196631:A1, US:20140067660:A1, US:D668216:S1, US:20130255336:A1, US:20140265237:A1, US:20140371962:A1, US:20140379124:A1 | 2020-01-28 | 2020-01-28 | 1. A recharging hub for battery electric vehicles (BEVs), comprising:\none or more recharging bays, wherein each of said bays is configured for securing and recharging one of said BEVs, each of said bays comprising:\na BEV charging adaptor, configured to make electrical connection between a rechargeable battery of said one of said BEVs and an electrical power supply of said recharging bay; and\na smart lock housing for securing said one of said BEVs to said recharging bay;\n\nwherein said recharging hub is configured to (a) sequester a BEV during charging to prevent use of the BEV based on a charge level of the BEV and (b) release said BEV for use according to one or more rules based on trip information, commute times, geofencing, or any combination thereof, the one or more rules for the releasing of the BEV being applied based on information associated with a user requesting to rent the BEV, the information including at least a commute schedule associated with the user.\n, one or more recharging bays, wherein each of said bays is configured for securing and recharging one of said BEVs, each of said bays comprising:\na BEV charging adaptor, configured to make electrical connection between a rechargeable battery of said one of said BEVs and an electrical power supply of said recharging bay; and\na smart lock housing for securing said one of said BEVs to said recharging bay;\n, a BEV charging adaptor, configured to make electrical connection between a rechargeable battery of said one of said BEVs and an electrical power supply of said recharging bay; and, a smart lock housing for securing said one of said BEVs to said recharging bay;, wherein said recharging hub is configured to (a) sequester a BEV during charging to prevent use of the BEV based on a charge level of the BEV and (b) release said BEV for use according to one or more rules based on trip information, commute times, geofencing, or any combination thereof, the one or more rules for the releasing of the BEV being applied based on information associated with a user requesting to rent the BEV, the information including at least a commute schedule associated with the user., 2. The recharging hub of claim 1, wherein said BEVs are light electric vehicles (LEVs)., 3. The recharging hub of claim 2, wherein said LEVs are electric bicycles., 4. The recharging hub of claim 1, wherein said one or more recharging bays further comprises an electronic keypad for entry of a security code for opening of said smart lock housing., 5. The recharging hub of claim 1, wherein said one or more recharging bays further comprises a modular structural member comprising a modular locking pin, said modular locking pin being configured to securely attach two modular structural members, said BEV charging adaptor and said smart lock being attached to said modular structural member., 6. The recharging hub of claim 1, wherein said electrical power supply is a battery connected to and recharged by a solar panel array., 7. The recharging hub of claim 1, further comprising a controller configured to control recharging of and monitor the charge level of said rechargeable batteries of said BEVs., 8. The recharging hub of claim 1, further comprising a wireless communication link for communication with a system server for managing an inventory of said BEVs., 9. The recharging hub of claim 1, further comprising a wireless communication link for communication with a system server for monitoring the charge level of said BEVs., 10. The recharging hub of claim 1, further comprising a wireless communication link for communication with a smart wireless mobile device of the user of said recharging hub., 11. The recharging hub of claim 2, wherein said LEVs are electric scooters. | US | United States | Active | B60L11/1825 | True |
| 169 | Systems providing electric vehicles with access to exchangeable batteries from available battery carriers \n | US10839451B2 | The present application is a divisional application of U.S. patent application Ser. No. 13/452,881, filed on Apr. 22, 2012, and entitled on “Methods And Systems For Processing Charge Availability And Route Paths For Obtaining Charge For Electric Vehicles,” which claims priority to U.S. Provisional Patent Application No. 61/478,436, filed on Apr. 22, 2011, and entitled “Electric Vehicle (EV) Range Extending Charge Systems, Distributed Networks of Charge Kiosks, and Charge Locating Mobile Apps”, all of which are incorporated by reference.\nThis application is related to U.S. patent application Ser. No. 13/452,882 entitled “Electric Vehicle (EV) Range Extending Charge Systems, Distributed Networks of Charge Kiosks, and Charge Locating Mobile Apps”, filed on Apr. 22, 2012, now U.S. Pat. No. 9,123,035 issued on Sep. 1, 2015, and which is herein incorporated by reference.\nThe present invention relates to systems and methods that enable operators of electric vehicles (EV) to extend their range by utilizing auxiliary charging batteries. Also disclosed are systems for defining a network of charge dispensing kiosks, and mobile applications for obtaining information about available dispensing kiosks, availability of charge, reservations for charge, and purchasing of charge remotely.\nElectric vehicles have been utilized for transportation purposes and recreational purposes for quite some time. Electric vehicles require a battery that powers an electric motor, and in turn propels the vehicle in the desired location. The drawback with electric vehicles is that the range provided by batteries is limited, and the infrastructure available to users of electric vehicles is substantially reduced compared to fossil fuel vehicles. For instance, fossil fuel vehicles that utilize gasoline and diesel to operate piston driven motors represent a majority of all vehicles utilized by people around the world. Consequently, fueling stations are commonplace and well distributed throughout areas of transportation, providing for easy refueling at any time. For this reason, fossil fuel vehicles are generally considered to have unlimited range, provided users refuel before their vehicles reach empty.\nOn the other hand, owners of electric vehicles must carefully plan their driving routes and trips around available recharging stations. For this reason, many electric vehicles on the road today are partially electric and partially fossil fuel burning. For those vehicles that are pure electric, owners usually rely on charging stations at their private residences, or specialty recharging stations. However specialty recharging stations are significantly few compared to fossil fuel stations. In fact, the scarcity of recharging stations in and around populated areas has caused owners of electric vehicles to coin the phrase “range anxiety,” to connote the possibility that their driving trips may be limited in range, or that the driver of the electric vehicle will be stranded without recharging options. It is this problem of range anxiety that prevents more than electric car enthusiasts from switching to pure electric cars, and abandoning their expensive fossil fuel powered vehicles.\nIt is in this context that embodiments of the invention arise.\nEmbodiments are described with reference to methods and systems for providing auxiliary charging mechanisms that can be integrated or coupled to a vehicle, to supplement the main battery of a vehicle. The auxiliary charging mechanism can be in the form of an auxiliary battery compartment that can receive a plurality of charged batteries. The auxiliary battery compartment can be charged without the vehicle, and can be installed or placed in the vehicle to provide supplemental charge to the vehicles main battery. Thus, if the main battery becomes drained/used, the auxiliary battery compartment, having a plurality of charged batteries, can resume providing charge to the vehicle.\nIn one embodiment, the auxiliary battery compartment is configured to hold a plurality of smaller batteries, referred to herein as “volt bars.” A volt bar should also be interchangeably viewed to be a “charge unit.” The charge unit is a physical structure that holds charge, as does a battery. A charge unit can also be a fraction of charge, which may be contained in a physical structure.\nBroadly speaking, a volt bar is a battery that can be inserted into an auxiliary battery carrier. The auxiliary battery carrier, or compartment, can be lifted by human and placed into a vehicle, such as the trunk of the vehicle. The auxiliary charging carrier can then be removed from the vehicle to provide charge to the volt bars contained within the auxiliary battery carrier. For instance, owners of electric vehicles can purchase an auxiliary battery carrier and fill the auxiliary battery carrier with a plurality of volt bars.\nIn one embodiment, a system is for managing a supply of batteries for powering an electric vehicle is provided. The system includes a battery carrier for holding a plurality of batteries. The battery carrier is connectable to a power source and the plurality of batteries are rechargeable and replaceable into and out of the battery carrier. The battery carrier includes slots for receiving the plurality of batteries and control systems for communicating over a network. The control systems are configured for identifying presence of batteries in the slots of the battery carrier and charge level of batteries present in the slots. The system further includes a server that communicates over the network with the control systems of the battery carrier. The server is part of a cloud system that manages access to user accounts. The user accounts are accessible via applications executed on user devices. The cloud system is configured to collect information regarding the presence of batteries in the slots of the battery carrier and information regarding the charge level of batteries present in the slots. The cloud system is configured to respond to a request from a user account to identify batteries that are available in the battery carrier based on information obtained by the server from the control systems of the battery carrier. The cloud system is configured to identify the battery carrier, identify a geo-location of the battery carrier, and identify availability of any one of the batteries present in the battery carrier.\nIn another embodiment, the user will charge all of the volt bars by charging the auxiliary battery carrier before the auxiliary battery carrier is placed into the vehicle. In one embodiment, the auxiliary battery carrier, and its volt bars can be charged utilizing the charge provided from the main battery. For instance, if the vehicle is charged overnight utilizing the primary charging receptacle, and the auxiliary battery carrier is connected to the vehicle (containing volt bars), the volt bars in the auxiliary battery carrier will also be charged. In one embodiment, once the main battery and the vehicle are charged, the charge will then be transferred to the volt bars contained in the auxiliary battery carrier. As such, charging the vehicle will accomplish the task of charging the main battery as well as the auxiliary battery carrier that includes a plurality of volt bars. In another embodiment, the volt bars can be directly inserted into slots defined on the vehicle itself. In this example, manufacturers will design compartments that can accept one or more volt bars, thus eliminating the need for an auxiliary battery carrier. The compartments can be on the side of a vehicle with or without a door, in the trunk, in the passenger compartment, etc. So long as volt bars can be accepted into a receptacle and the volt bar(s) can provide charge to the vehicle or axillary charge to the main battery, the placement of the volt bar(s) is, in one embodiment, a design configuration.\nIn one embodiment, the volt bars utilized in the auxiliary battery carrier can be replaced with fresh batteries purchased while the user of the electric vehicle is on a trip or a distance from the user's home base. For instance, volt bars can be sold utilizing a kiosk system. The kiosk system would, in one embodiment, store available volt bars that can be purchased by drivers of electric vehicles while away from their home base. For example, the kiosk system will provide one or a plurality of receptacles for receiving volt bars that are depleted in charge, and dispense charged volt bars to users desiring to extend the range of their trip. The kiosk, in one embodiment, will be coupled to a power source that can then recharge the volt bars and make them available to other users that trade in their charge de-pleaded volt bars.\nIf the user wishes to purchase a volt bar without first returning a charged the depleted volt bar, the user can be charged a separate fee that is higher than if the user had returned a depleted volt bar. The kiosk system would preferably be connected to the Internet so that users of electric vehicles could access an application that would identify locations of kiosk systems with available volt bars. In one embodiment, the application would include software that communicates with an application sitting in a central hub that manages all of the kiosk systems deployed in the field. The kiosk systems will also report the status of available volt bars, volt bars returned and in charging mode, available charging slots, inventory of volt bars, discounts available at particular kiosk systems, and potential damage to volt bars that have been returned. By compiling this information, the kiosk system can interface with the central hub, which provides information to users accessing an Internet application (mobile application), so that users can locate the closest kiosk system or the closest kiosk system having discounts.\nIn one embodiment, the discounts provided by the specific kiosk systems can be programmed based on the desire to sell more volt bars at certain kiosk systems with excess inventory, or to encourage virtual routing of volt bars throughout geographic regions. For example, if trends are detected by software operating on the central hub that volt bars are migrating from East to West, a depleted inventory may be found in the East. To encourage load-balancing of inventory, discounts can be provided in the West, which would then cause migration of volt bars toward the east. In one embodiment, each of the kiosk systems would be enabled with software that communicates with the central hub, and the software would be utilized to provide the most efficient information regarding inventory, and operational statistics of each kiosk system deployed throughout a geographic region (e.g., geo-location)\nIn another embodiment, each kiosk system may be configured with an interface that receives payment data from the users. Example payment receipts may include credit card swiping interfaces, touchscreens for facilitating Internet payment options (PayPal), coupon verification, and communication of deals with friends through a social networking application. These applications can be facilitated by software operating at the kiosk station, or by software executing on the users mobile device, or a combination of both. In still another embodiment, each of the volt bars that are installed in the various kiosk stations will be tracked using tracking identifiers. In one embodiment, without limitation, the tracking can be facilitated using RFID tags. The RFID tags can be tracked as users purchase, return, and charge the depleted volt bars at the various kiosk stations.\nAdditionally, the volt bars will include memory for storing information regarding number of charges, the health of the battery cells, the current charging levels, and other information. Additionally, the volt bars can store information regarding the various kiosk stations that the volt bars have been previously been installed in, or received from. All of this information can be obtained by the software running at the kiosk station, and communicated to the central hub. The central hub can therefore use this information to monitor the health of the various volt bars and can inject new volt bars into the system at various locations when it is detected that the inventory is reaching its end of life.\nIn still another embodiment, the central hub can direct maintenance vehicles to remove damaged volt bars from kiosks, or insert new volt bars at certain kiosk locations. Because the central hub will know the frequency of volt bar utilization at each of the kiosk locations, the central hub can dispatch maintenance vehicles and personnel to the most optimal location in the network of kiosk stations.\nIn another embodiment, a system for providing auxiliary charge to a main battery of an electric vehicles is provided. The system includes an auxiliary battery for holding a plurality of charge units, the auxiliary battery being connectable to the main battery of the electric vehicle, the plurality of charge units being rechargeable and being replaceable from within the auxiliary battery, such that replacing particular ones of the plurality of charge units with charge units with more charge increases a total charge of the auxiliary battery. Also provided is a kiosk for storing a plurality of charge units, the kiosk having, (i) slots for storing and recharging the plurality of charge units; (ii) control systems for communicating over a network, the control system includes logic for identifying inventory of charging units in the kiosk and logic for processing payments and fee adjustments for charge units provided or received in the slots of the kiosk. The system also includes a display for providing an interface for enabling transactions to provide or receive charge units to customers. The system further provides a central processing center that communicates with, (i) a plurality of said kiosk over a network, the central processing center configured to provide for centralized rate changes to prices to charge for the charge units at each of the plurality of kiosks, wherein changing the price of the charge units is specific to each of the kiosks and is based on a plurality of metrics, including availability at each kiosk and discounts, and (ii) a plurality of vehicles, the plurality of vehicles being provided with access to availability information of charge units at each of said kiosks, the availability information being custom provided to the plurality of vehicles based on geo-location.\nAnother embodiment is for a method for providing charge options to drivers of electric vehicles. The method includes receiving data concerning charge providing availability from charge locations, receiving a request from processing logic of an electric vehicle, the request identifying a desire to obtain charge, and determining a current location of the electric vehicle. The method further includes determining identification of charge locations in proximity to the electric vehicle and determining any sponsored rewards offered by the charge locations. The method communicates to the electric vehicle a path to one of the charge locations, the path identifying a sponsored reward offered at the charge location for the path.\nYet another embodiment, a computer processed method for providing charge options to drivers of electric vehicles is provided. The electric vehicles have wireless access to a computer network. The method includes receiving data concerning charge providing availability from charge locations and receiving data concerning sponsored rewards offered by the charge locations and rules for offering the sponsored rewards. The method receives a request from processing logic of an electric vehicle, and the request identifies a desire to obtain charge in route between a current location of the vehicle and a destination location. The method includes generating a plurality of paths that can be traversed by the electric vehicle between the current location and the destination location, where each of the paths identify possible charge locations at which the electric vehicle can be charged. Each of the possible charge locations identifying any sponsored rewards offered if the electric vehicle obtains charge at the possible charge locations. The method includes forwarding the plurality of paths as options to the user of the electric vehicle via a user interface. The sponsored rewards are identified to the user to enable tradeoffs between length of path and reward obtained.\nIn still other embodiments, electric vehicles that use replaceable and exchangeable batteries, applications for communicating with a service that provides access to kiosks of batteries, and methods and systems for finding charged batteries, reserving batteries, and paying for use of the batteries, are disclosed. One example is an electric vehicle having an electric motor and at least two receptacle slots formed in the electric vehicle. The receptacle slots having at least one connection to the electric motor and at least two batteries configured for hand-insertion into the receptacle slots to enable electrical engagement of the batteries with the at least one connection when disposed in the receptacle slots and each of the batteries are further configured for hand-removal out of the receptacle slots. The vehicle further includes wireless communication circuitry configured for wireless communication between the electric vehicle and a device when linked for wireless communication with an application of the device. A computer on-board the electric vehicle is interfaced with the wireless communications circuitry and is configured to interface with the batteries via the connection to the receptacle slots to access a level of charge of the batteries present in the receptacle slots to enable data regarding the level of charge to be accessed by the application. A display panel of the electric vehicle is configured to display information regarding the level of charge of the batteries in the receptacle slots.\nThe invention may best be understood by reference to the following description taken in conjunction with the accompanying drawings.\n FIG. 1 illustrates a broad embodiment of a vehicle having a main battery and an auxiliary battery carrier, in accordance with one embodiment of the present invention.\n FIG. 2 illustrates a more detailed picture of the auxiliary battery carrier, designed to receive one or more batteries (volt bars), in accordance with one embodiment of the present invention.\n FIG. 3 illustrates a detailed block diagram of a vehicle interfaced with an auxiliary battery carrier, and interfaced directly with a main battery of the vehicle while being interfaced with a CPU, in accordance with one embodiment of the present invention.\n FIG. 4 illustrates a detailed diagram of a vehicle having a main battery that is replaceable or rechargeable, and interfaced with an auxiliary battery carrier, in accordance with one embodiment of the present invention.\n FIG. 5 illustrates another detailed diagram of a main battery of the vehicle, partitioned into a plurality of segments, in accordance with one embodiment of the present invention.\n FIG. 6 illustrates a main battery of a vehicle capable of being interfaced with an auxiliary battery carrier that can receive volt bars, and can be interfaced to a power source, in accordance with one embodiment of the present invention.\n FIG. 7 illustrates an embodiment where the main battery is interfaced with the auxiliary battery carrier, and a CPU controls the flow of charge between the two, depending on their level of charge, in accordance with one embodiment of the present invention.\n FIG. 8 illustrates another embodiment where the main battery of the vehicle is being directly charged, and the auxiliary battery is charged once the CPU detects that the main battery has been fully charged, in accordance with one embodiment of the present invention.\n FIG. 9 illustrates an embodiment where the auxiliary battery is triggered to start being accessed by the main battery once the main battery reaches a particular depletion level, in accordance with one embodiment of the present invention.\n FIG. 10 illustrates another embodiment where the main battery and the auxiliary battery are each capable of providing power to a motor directly, without transferring charge between either of the batteries, in accordance with one embodiment of the present invention.\n FIG. 11 illustrates an embodiment of the volt bar (battery) that is dimensionally sized to fit within a slot of the auxiliary battery carrier, in accordance with one embodiment of the present invention.\n FIG. 12 illustrates the auxiliary battery carrier with a plurality of slots capable of receiving one or more volt bars that will be charged once placed in one of the slots, in accordance one embodiment of the present invention.\n FIG. 13a illustrates a kiosk system that can receive volt bars in a used condition (depleted), can charge depleted volt bars to a suitable charge level, and can dispense fully charged volt bars from the kiosk (referred to herein as a volt box), in accordance with one embodiment of the present invention.\n FIG. 13b illustrates a detailed diagram of the face panel of the kiosk system of FIG. 13a , which represents one example interface of the kiosk, in accordance with one embodiment of the present invention.\n FIG. 13c illustrates one example form factor of a battery service module, that can output or receive volt bars in a service station environment (potentially alongside a conventional fossil fuel pump or nearby location), in accordance with one embodiment of the present invention.\n FIG. 13d illustrates an example battery service kiosk that can be expandable in a modular form by adding or subtracting kiosk units to satisfy demand at particular locations, in accordance with one embodiment of the present invention.\n FIG. 13e illustrates one example logic diagram for processing battery data associated with batteries received at the kiosk, batteries dispensed at the kiosk, and associated payment transactions, in accordance with one embodiment of the present invention.\n FIG. 14a illustrates one embodiment of an interface including a plurality of indicators at a volt box, that can receive and dispense volt bars for use by electric vehicles (in auxiliary battery carriers, or pre-manufactured slots in the vehicle), in accordance with one embodiment of the present invention.\n FIG. 14b illustrates another embodiment of a volt box (kiosk location) that additionally includes one or more charging cables that can be directly connected to an electric vehicles plug for efficient recharging at a remote location away from the user's base location (home), in accordance with one embodiment of the present invention.\n FIG. 15 illustrates an embodiment where in auxiliary battery carrier can be charged from any number of sources, and the volt bars can be used to charge and power any number of electric vehicles, or electric equipment, in accordance with one embodiment of the present invention.\n FIG. 16a illustrates one embodiment of the present invention that allows for volt box location (kiosk location) tracking of inventory and tracking of movement of volt bars among the various kiosk locations (defining the service network), in accordance with one embodiment of the present invention.\n FIG. 16b illustrates another embodiment where volt box locations can be in communication with a central hub, where the central hub collects information regarding the number of empty, ready, charged, and otherwise utilized volt bars that can be purchased/rented by users at the volt box (kiosk) locations, in accordance with one embodiment of the present invention.\n FIG. 17 illustrates an example data structure and data communication transferred between a central hub and a volt box, and periodic automatic push-update of volt box memory data, in accordance one embodiment of the present invention.\n FIG. 18 illustrates another embodiment of a data structure (providing data) to a hub processing center (that communicates with full box stations) and the exchange of information, such as reservation data, in accordance with one embodiment of the present invention. In one embodiment, the hub is a type of central processing center, and the central processing center can have one or more processing systems and the systems can be localized or distributed and interconnected in any location in the world.\n FIG. 19 illustrates another embodiment of a mobile/network reservation transaction and the transfer of data between the mobile application, the hub processing center, and the memory of a volt box (computing system managing the kiosk), in accordance with one embodiment of the present invention.\n FIG. 20a illustrates an embodiment of logic that tracks information regarding the status of volt bars in the various kiosk stations, interfacing with mobile smart phone applications, load-balancing algorithms, and service route information, in accordance with one embodiment of the present invention.\n FIG. 20b illustrates an example data exchange between a volt box and the central hub for periodic updates, exception alerts and database updating including but not limited to load balancing and heat-map schemas, in accordance with one embodiment of the present invention.\n FIG. 20c illustrates an example data structure used in the processing, action, reply and logging of action requests from volt boxes in the field in accordance with one embodiment of the present invention.\n FIG. 20d describes one method of incentive driven virtual load balancing and rebalancing of volt bars in a given network of volt boxes in given regions, in accordance with one embodiment of the present invention.\n FIG. 21 illustrates a volt box use case in which a user requests to exchange volt bars where the number of return volt bars equal the requested volt bars, as well as logic for confirming validity of the request, exception handling, re-routing of the request and remote reservation for the request, in accordance with one embodiment of the present invention.\n FIG. 22 illustrates one method of purchase and volt bar dispensing as requested in FIG. 21, communication of volt bar with volt box and damage detection with transaction results transmitted to the central hub, in accordance with one embodiment of the present invention.\n FIG. 23 illustrates one method of volt box-to-volt box reservation with pre-payment and reservation completion through the central hub, in accordance with one embodiment of the present invention.\n FIG. 24 illustrates a volt box use case in which a user requests to purchase volt bars without exchange, as well as logic for confirming validity of the request, exception handling, re-routing of the request and remote reservation for the request, in accordance with one embodiment of the present invention.\n FIG. 25 illustrates one method of purchase and volt bar dispensing as requested in FIG. 24, communication of volt bar with volt box and damage detection with transaction results transmitted to the central hub, in accordance with one embodiment of the present invention.\n FIG. 26 illustrates one method of volt box-to-volt box reservation for the requested transaction in FIG. 24 with pre-payment and reservation completion through the central hub, in accordance with one embodiment of the present invention.\n FIG. 27 illustrates a volt box use case in which a user requests to purchase volt bars with an un-even volt bar exchange, as well as logic for confirming validity of the request, exception handling, re-routing of the request and remote reservation for the request, in accordance with one embodiment of the present invention.\n FIG. 28 illustrates one method of purchase and volt bar dispensing as requested in FIG. 27, communication of volt bar with volt box and damage detection with transaction results transmitted to the central hub, in accordance with one embodiment of the present invention.\n FIG. 29 illustrates one method of volt box-to-volt box reservation for the requested transaction in FIG. 27 with pre-payment and reservation completion through the central hub, in accordance with one embodiment of the present invention.\n FIG. 30 illustrates a volt box use case in which a user requests to return volt bars for deposit refund, as well as logic for confirming validity of the request, exception handling, in accordance with one embodiment of the present invention.\n FIG. 31 illustrates one method of volt bar return where the volt box used for return validates the number of volt bars requested to be returned, the condition of each volt bar tendered, validity of volt bar ownership as well as the calculation of refund, deposit of refund and service requests along with transaction results transmitted to the central hub, in accordance with one embodiment of the present invention.\n FIG. 32 illustrates a volt box use case in which a user requests to purchase charging time at a volt box location, as well as logic for confirming validity of the request, exception handling, re-routing of the request and remote reservation for the request, in accordance with one embodiment of the present invention.\n FIG. 33 illustrates one method of volt box-to-volt box reservation for the requested transaction in FIG. 32 with pre-payment and reservation completion through the central hub, in accordance with one embodiment of the present invention.\n FIG. 34 illustrates one method of volt box location charge time purchase, visual user cues and central hub update procedure, in accordance with one embodiment of the present invention.\n FIG. 35 illustrates and example instance of a computer or mobile application used for two way communication, administration, metric analysis, commerce gateway, loyalty reward status and administration among other customizable functionality working in conjunction with the volt box network and central hub as viewed by the user and dependent on details of the user's account, in accordance with one embodiment of the present invention.\n FIGS. 36A-36C illustrate example locations for placing an auxiliary battery in a vehicle and communication with an existing vehicle or one retrofitted to receive additional batteries of varying sizes or form factors, in accordance with one embodiment of the present invention.\n FIGS. 37A-C illustrates internet cloud processing for route generation and charge availability, for vehicles (or internet connected devices) that connect to the cloud (e.g., network processing connected to the internet and storage), in accordance with one embodiment of the present invention.\n FIG. 38 illustrates an example system that monitors systems and data associated with a vehicle, and methods and systems for processing such information to provide live interactive data for informed decision making, in accordance with one embodiment of the present invention. In one embodiment, the system of FIG. 38 can access rich data, including data from systems that collect operational information. Such operational information is sometimes referred to as a vehicles “black box.” Thus, the data is not limited to black box data, but also data obtained from the Internet, data input by the user and data collected from car manufacturers and social networks.\n FIGS. 39 and 40 illustrate examples of a paths taken by electric vehicles and options for receiving charge along that paths, the paths can be sponsored or not sponsored, and metrics concerning the paths are provided to drivers of the EVs, and the charge can be either connections to charge stations (for conventional charging of the native vehicle battery) or stocking/restocking of volt bars to augment the native battery or both, in accordance with one embodiment of the present invention.\nEmbodiments are described methods and systems for providing auxiliary charging mechanisms that can be integrated or coupled to a vehicle, to supplement the main battery of a vehicle. The auxiliary charging mechanism can be in the form of an auxiliary battery compartment that can receive a plurality of charged batteries. The auxiliary battery compartment can be charged with or without the vehicle, and can be installed or placed in the vehicle to provide supplemental charge to the vehicles main battery. Thus, if the main battery becomes depleted, the auxiliary battery compartment, having a plurality of charged batteries, can resume providing charge to the vehicle.\n FIG. 1 illustrates a broad embodiment of a vehicle having a main battery and an auxiliary battery carrier, in accordance with one embodiment of the present invention. As shown, a vehicle 10 is | Electric vehicles that use replaceable and exchangeable batteries and systems are provided. A system includes a battery carrier for holding a plurality of batteries. The battery carrier is connectable to a power source and the plurality of batteries are rechargeable and replaceable into and out of the battery carrier. The battery carrier includes slots for receiving the plurality of batteries and control systems for communicating over a network. The control systems are configured for identifying presence of batteries in the slots of the battery carrier and charge level of batteries present in the slots. The system further includes a server that communicates over the network with the control systems of the battery carrier. The server is part of a cloud system that manages access to user accounts. The user accounts are accessible via applications executed on user devices. | US:14/989,100 | https://patentimages.storage.googleapis.com/31/3b/c2/a393992b73dc24/US10839451.pdf | US:10839451 | Angel A. Penilla, Albert S. Penilla | Emerging Automotive LLC | US:1387848, US:3690397, US:3799063, US:3867682, US:4052655, US:4102273, US:4087895, US:4132174, US:4162445, US:4216839, US:4309644, US:4383210, US:4433278, US:4347472, US:4405891, US:4389608, US:4450400, US:4532418, US:6252380, US:4910672, US:4815840, US:4789047, US:5121112, US:5049802, US:5339250, US:5132666, US:5187423, US:5184058, US:5642270, US:5202617, US:5596261, US:5563491, US:5492190, US:5441122, US:6081205, US:5297664, US:5343970, US:5349535, US:5487002, US:5306999, US:5315227, US:7850351, US:5449995, US:6727809, US:6067008, US:5422624, US:5327066, US:5596258, JP:H0731008:A, US:5585205, JP:H0736504:A, US:6937140, US:5434781, US:5488283, US:5627752, US:5549443, US:5555502, US:5631536, US:5548200, US:5892598, EP:0693813:A1, US:5612606, US:5778326, US:5974136, US:5636145, US:5701706, US:5815824, US:5594318, US:5790976, US:5544784, US:7630802, US:8036788, US:7650210, US:5595271, US:5694019, US:5916285, JP:H09119839:A, US:6175789, US:6085131, US:6014597, US:5736833, US:5691695, US:5666102, US:6016882, US:5898282, WO:1998021132:A1, JP:H10170293:A, KR:19980045020:A, US:6330497, US:20020064258:A1, US:20060182241:A1, US:6466658, US:6049745, US:5760569, US:6177879, JP:H10307952:A, JP:H1149079:A, JP:H1151681:A, US:6370475, US:6151539, JP:H11176487:A, US:6586866, JP:H11205914:A, US:20060287783:A1, US:5998963, US:6236333, US:6234932, US:6741036, JP:2000102102:A, JP:2000102103:A, US:6456041, US:7289611, US:7379541, US:20030209375:A1, US:6177867, US:6915869, US:20030205619:A1, US:6789733, US:6498457, JP:2000341868:A, JP:4319289:B2, US:8262268, US:20130002876:A1, US:6850898, US:6330499, US:6301531, JP:2001128301:A, US:6511192, US:6434465, US:6373380, US:8713121, US:20030153278:A1, US:7039389, US:6403251, US:20030163434:A1, US:6307349, US:20030137277:A1, US:6794849, US:6765495, US:7201384, US:8527135, US:6515580, US:6225776, US:6416209, US:6899268, US:6629024, US:6480767, US:20040046506:A1, US:20020070851:A1, US:20040064235:A1, US:20020085043:A1, US:8072318, US:20020133273:A1, US:6487477, US:6498454, US:20040236615:A1, US:6922629, US:7376497, US:6952795, JP:2003118397:A, US:6614204, US:7495543, US:20080097904:A1, US:20030141840:A1, US:7945670, US:7392068, US:6822560, JP:2003262525:A, US:7778746, US:20030234325:A1, US:20050231119:A1, US:20120028680:A1, US:7010682, US:7131005, KR:20040005146:A, US:7567166, US:6940254, US:8027843, US:20040093155:A1, US:20040092253:A1, US:20040260608:A1, US:7565396, US:20050044245:A1, US:20040246119:A1, US:7674536, US:20040265671:A1, US:20050021190:A1, US:7269416, US:7084781, JP:2005067453:A, US:7415332, US:20110279257:A1, US:20060047380:A1, US:20060125620:A1, US:7868591, US:7013205, US:7908020, US:8412401, US:7532965, US:20060282381:A1, US:20080180027:A1, US:20060208850:A1, US:7869576, US:7761307, US:8483775, US:7617893, US:20070035397:A1, US:7751945, US:20070068714:A1, US:20090092864:A1, US:7740092, US:20070090921:A1, US:20070126395:A1, US:20140172727:A1, US:20070159297:A1, US:7948207, US:7796052, US:20080155008:A1, TW:I315116:B, US:20070282495:A1, US:20100013434:A1, US:7402978, US:20080040129:A1, US:20090043519:A1, US:20080040223:A1, US:20080052145:A1, US:7949435, US:20080039979:A1, US:20080039989:A1, US:20090066287:A1, US:20080040295:A1, US:20080086411:A1, US:8118132, TW:200836452:A, US:8694328, US:8106631, US:20080203973:A1, US:7885893, US:20080228613:A1, US:7683771, US:8333492, US:20080281663:A1, US:20080294283:A1, US:20100052588:A1, US:20090011639:A1, US:20080312782:A1, US:20090021385:A1, US:7698078, US:20120025765:A1, US:20090021213:A1, US:20090024872:A1, US:20100169008:A1, US:8301365, US:20100057306:A1, US:20090030712:A1, US:20090033456:A1, US:20090058355:A1, US:7693609, US:8818622, US:8006973, US:20090076913:A1, WO:2009039454:A1, US:20090082957:A1, US:20110071932:A1, US:20090210357:A1, US:8054048, US:20090091291:A1, US:20090112394:A1, US:8366371, US:20100017045:A1, US:20090144001:A1, US:20090157289:A1, US:20090164473:A1, US:7979198, US:20100280956:A1, US:7956570, US:20090177580:A1, US:20090174365:A1, JP:2009171646:A, JP:2009171647:A, US:20120316671:A1, US:8437908, EP:2101390:A2, US:20090240575:A1, US:20120218128:A1, US:20140236463:A1, US:20090287578:A1, US:8063762, US:20090312903:A1, US:7991665, US:20090313034:A1, US:8836281, US:20090313174:A1, US:20090313104:A1, US:8266075, US:20090313098:A1, US:20090313032:A1, US:20090313033:A1, US:20110187521:A1, US:20100017249:A1, KR:20100012401:A, US:8725551, US:20100049533:A1, US:8103391, US:20100049396:A1, US:20100049737:A1, US:20100049610:A1, US:20100049639:A1, US:8392065, US:20100141206:A1, US:20110303509:A1, US:8013571, US:8006793, US:20100094496:A1, US:7993155, US:8164300, WO:2010033517:A2, US:20100112843:A1, US:8229625, US:7979147, US:20100089547:A1, US:8706394, US:20100114798:A1, US:20100161481:A1, US:20100161482:A1, US:8068952, US:20110279083:A1, US:20100198513:A1, US:20100198508:A1, US:20100201482:A1, JP:2010191636:A, US:20100211340:A1, US:20100211643:A1, JP:2010200405:A, US:20110309929:A1, US:20100222939:A1, US:8825222, EP:2230146:A2, US:20120158229:A1, US:20100268426:A1, US:8508188, JP:2010269686:A, US:20100304349:A1, TW:201044266:A, TW:201043986:A, TW:M371880:U, TW:M379789:U, WO:2010143483:A1, US:20120074903:A1, US:20100308989:A1, KR:20110004292:A, US:20110029157:A1, US:20110025267:A1, US:20110031929:A1, US:20110032110:A1, US:20120229056:A1, KR:100971278:B1, US:20140300739:A1, US:20110074351:A1, US:20110077809:A1, US:8294420, US:20110074350:A1, KR:20110041783:A, TW:M379269:U, US:20110112969:A1, US:20110106329:A1, US:20110112710:A1, US:20110114798:A1, US:20110130885:A1, US:8635091, JP:2011126452:A, US:20110148346:A1, JP:2011131631:A, JP:2011142704:A, US:8552686, US:20120268068:A1, US:20110169447:A1, US:20110191265:A1, US:20110191186:A1, US:20110193522:A1, US:20110200193:A1, US:20110202218:A1, US:8256553, US:20110202476:A1, US:8483907, US:8490005, US:20110224900:A1, TW:M385047:U, US:20110246252:A1, US:20130024306:A1, US:8819414, US:20130093384:A1, US:20110270480:A1, US:20130282254:A1, US:20130046457:A1, WO:2011138205:A1, US:20130119898:A1, US:8336664, US:8035341, US:20120013300:A1, US:20120019196:A1, US:20120019204:A1, US:20130127416:A1, US:20130127247:A1, US:8643329, US:20120038473:A1, US:20120041624:A1, US:8482255, US:20120053754:A1, EP:2428939:A1, US:20120062361:A1, US:20140019280:A1, US:20120068817:A1, US:8760432, US:20120078413:A1, US:7986126, US:8405347, US:8660734, US:8799037, US:8751271, US:20120105197:A1, US:20120109519:A1, US:8326259, US:20120123670:A1, US:20130280018:A1, US:20120136802:A1, US:20120136743:A1, US:20120158244:A1, US:20120179323:A1, US:8686864, US:20120194346:A1, US:20110160992:A1, US:20120229085:A1, US:20120233077:A1, US:20120232965:A1, US:20120248868:A1, US:20120259665:A1, US:20120256588:A1, US:20120262002:A1, US:20120268076:A1, US:20120268242:A1, US:9597973, US:20140042968:A1, US:20120296512:A1, US:20140066049:A1, US:20120280654:A1, US:8589019, WO:2012160407:A1, WO:2012160557:A2, US:20120303397:A1, US:8265816, US:20120306445:A1, US:20120310713:A1, US:8624719, US:20130021162:A1, US:20130020139:A1, US:8350526, US:20130253746:A1, US:20140028089:A1, US:20130030630:A1, US:20130027183:A1, US:20130030581:A1, US:20130026972:A1, US:20130033203:A1, US:20140203077:A1, US:20130037339:A1, US:20140214321:A1, WO:2013024483:A2, WO:2013024484:A1, US:8816845, US:20130103236:A1, US:20130074411:A1, US:20130090795:A1, US:20130181582:A1, US:20130093271:A1, US:20130093368:A1, US:20130110296:A1, US:20130099892:A1, US:20130110653:A1, US:8521599, US:20130110632:A1, US:20130116892:A1, US:20130144520:A1, US:8818725, US:20130204466:A1, WO:2013074819:A1, US:20130145065:A1, US:20130132307:A1, US:20130135093:A1, WO:2013080211:A1, WO:2013102894:A1, US:20130179057:A1, WO:2013108246:A2, US:8527146, WO:2013118113:A2, US:20130241720:A1, WO:2013142154:A1, US:20130254097:A1, US:20140021908:A1, WO:2013144951:A1, US:20130300554:A1, US:20130317693:A1, US:20130317694:A1, US:20130338820:A1, US:20130328387:A1, US:20130342363:A1, US:20140002015:A1, US:20140047107:A1, US:20140089016:A1, US:8630741, US:20140106726:A1, US:20140118107:A1, US:20140120829:A1, US:8717170, US:20140125355:A1, US:20140142783:A1, US:20140164559:A1, US:20140163771:A1, US:20140163774:A1, US:20140172192:A1, US:8751065, US:20140172265:A1, US:20140179353:A1, US:20140200742:A1, US:20140207333:A1, US:20140214261:A1, US:20140218189:A1, US:20140232331:A1, US:20140236414:A1, US:20140253018:A1, US:20140278089:A1, US:20140277936:A1 | 2019-04-02 | 2019-04-02 | 1. A system for managing a supply of batteries for powering an electric vehicle, comprising:\n(a) a battery carrier, being portable, for holding a plurality of batteries, the battery carrier being connectable to a power source, the plurality of batteries being rechargeable and hand replaceable into and out of a top surface of the battery carrier and said plurality of batteries being hand removable out of the battery carrier and into two or more slots of the electric vehicle, and the battery carrier having wireless communication to enable location of the battery carrier when moved from location to location by hand, and each battery of the plurality of batteries includes a radio frequency identification (RFID) tag, the battery carrier including,\n(i) slots disposed at the top surface of the batter carrier for receiving the plurality of batteries;\n(ii) control systems for communicating over a network using the wireless communication, the control systems for identifying presence of batteries in the slots of the battery carrier and charge level of batteries present in the slots of the battery carrier, and wherein the RFID tag of each of the batteries is used by the control systems of the battery carrier for tracking a history of specific batteries present in the battery carrier,\n\n(b) a server that communicates over the network with the control systems of the battery carrier, the server being part of a cloud system that manages access to user accounts, the user accounts being accessible via applications executed on user devices,\nthe cloud system being configured to collect information regarding the presence of batteries in the slots of the battery carrier and information regarding the charge level of batteries present in the slots,\nthe cloud system is configured to respond to a request from a user account to identify batteries that are available in the battery carrier based on information obtained by the server from the control systems of the battery carrier,\nthe cloud system being configured to identify the battery carrier, identify a geo-location of the battery carrier, and identify availability of any one of the batteries present in the battery carrier.\n, (a) a battery carrier, being portable, for holding a plurality of batteries, the battery carrier being connectable to a power source, the plurality of batteries being rechargeable and hand replaceable into and out of a top surface of the battery carrier and said plurality of batteries being hand removable out of the battery carrier and into two or more slots of the electric vehicle, and the battery carrier having wireless communication to enable location of the battery carrier when moved from location to location by hand, and each battery of the plurality of batteries includes a radio frequency identification (RFID) tag, the battery carrier including,\n(i) slots disposed at the top surface of the batter carrier for receiving the plurality of batteries;\n(ii) control systems for communicating over a network using the wireless communication, the control systems for identifying presence of batteries in the slots of the battery carrier and charge level of batteries present in the slots of the battery carrier, and wherein the RFID tag of each of the batteries is used by the control systems of the battery carrier for tracking a history of specific batteries present in the battery carrier,\n, (i) slots disposed at the top surface of the batter carrier for receiving the plurality of batteries;, (ii) control systems for communicating over a network using the wireless communication, the control systems for identifying presence of batteries in the slots of the battery carrier and charge level of batteries present in the slots of the battery carrier, and wherein the RFID tag of each of the batteries is used by the control systems of the battery carrier for tracking a history of specific batteries present in the battery carrier,, (b) a server that communicates over the network with the control systems of the battery carrier, the server being part of a cloud system that manages access to user accounts, the user accounts being accessible via applications executed on user devices,, the cloud system being configured to collect information regarding the presence of batteries in the slots of the battery carrier and information regarding the charge level of batteries present in the slots,, the cloud system is configured to respond to a request from a user account to identify batteries that are available in the battery carrier based on information obtained by the server from the control systems of the battery carrier,, the cloud system being configured to identify the battery carrier, identify a geo-location of the battery carrier, and identify availability of any one of the batteries present in the battery carrier., 2. The system of claim 1, wherein one of said applications is a mobile application and user devices include mobile devices., 3. The system of claim 1, wherein the request from the user account is in response to a user input or is automatically made based on a detected status of batteries in the electric vehicle needing charge at a particular point in time., 4. The system of claim 1, wherein the application is one of a mobile app, a web application, or an application of the electric vehicle., 5. The system of claim 1,\nwherein cloud system is configured to receive data regarding operation of the electric vehicle, and the operation includes charge level of batteries in the electric vehicle, the data being usable to determine an approximate range of distance achievable using the batteries currently installed in the electric vehicle,\nthe cloud system is further configured to communicate with a plurality of other battery carriers located in distinct geo-locations,\nthe cloud system is further configured to identify options for obtaining batteries from one or more of the battery carrier or ones of the plurality of other battery carriers.\n, wherein cloud system is configured to receive data regarding operation of the electric vehicle, and the operation includes charge level of batteries in the electric vehicle, the data being usable to determine an approximate range of distance achievable using the batteries currently installed in the electric vehicle,, the cloud system is further configured to communicate with a plurality of other battery carriers located in distinct geo-locations,, the cloud system is further configured to identify options for obtaining batteries from one or more of the battery carrier or ones of the plurality of other battery carriers., 6. The system of claim 1, the cloud system is further configured to communicate with a plurality of other battery carriers located in distinct geo-locations,\nthe cloud system is further configured to identify options for obtaining batteries from one or more of the battery carrier or ones of the plurality of other battery carriers, the options being provided along with information related to one or more of discounts available, gifts available, or loyalty points available.\n, the cloud system is further configured to identify options for obtaining batteries from one or more of the battery carrier or ones of the plurality of other battery carriers, the options being provided along with information related to one or more of discounts available, gifts available, or loyalty points available., 7. The system of claim 1, the cloud system is further configured to communicate with a plurality of other battery carriers located in distinct geo-locations,\nthe cloud system is further configured to identify options for obtaining batteries from one or more of the battery carrier or ones of the plurality of other battery carriers, at least one of the options is for making a reservation for at least one of the batteries.\n, the cloud system is further configured to identify options for obtaining batteries from one or more of the battery carrier or ones of the plurality of other battery carriers, at least one of the options is for making a reservation for at least one of the batteries., 8. The system of claim 1, the cloud system is further configured to communicate with a plurality of other battery carriers located in distinct geo-locations,\nthe cloud system is further configured to identify options for obtaining batteries from one or more of the battery carrier or ones of the plurality of other battery carriers,\nwherein the cloud system is configured to communicate route options leading to the options identified from a current geo-location, the route options being associated with a map or a distance, or a reservation option, or a discount option, or combinations of two or more thereof.\n, the cloud system is further configured to identify options for obtaining batteries from one or more of the battery carrier or ones of the plurality of other battery carriers,, wherein the cloud system is configured to communicate route options leading to the options identified from a current geo-location, the route options being associated with a map or a distance, or a reservation option, or a discount option, or combinations of two or more thereof., 9. The system of claim 8, wherein each route option having the discount option includes identification of a type of discount in fee, or a discount in goods, or a discount in services or a combination of two or more thereof., 10. The system of claim 1, wherein the battery carrier is part of a network of battery carriers or kiosks, wherein each of the battery carriers has a geographic address in a country, or in a particular county, or in a particular state, or in a particular city, or on particular street addresses, or combinations of two or more thereof;\nwherein the server is configured to utilize a mapping function to enable access to generate a map that shows locations of select ones of battery carriers and pricing or availability of batteries.\n, wherein the server is configured to utilize a mapping function to enable access to generate a map that shows locations of select ones of battery carriers and pricing or availability of batteries., 11. The system of claim 1, wherein the server enables access or linking to the user account from a mobile application to communicate with a social network, wherein the social network enables posting or making comments and/or likes regarding the battery carrier., 12. The system of claim 1, further comprising,\nwherein the server is configured to process information regarding use of batteries over a period of time, or a history battery use, or loyalty points available or used, or gifts available or used, or a deal of a day, or discounts used or available, or rewards, or history of used batteries, or carbon footprint from using particular batteries, or a travel range or distance provided by one or more batteries, or payment data, or payment history, or account administration, or customization functions, or suggested speeds to conserve energy, or mapping functions, or social networking functions, or traffic information, or combinations of two or more thereof.\n, wherein the server is configured to process information regarding use of batteries over a period of time, or a history battery use, or loyalty points available or used, or gifts available or used, or a deal of a day, or discounts used or available, or rewards, or history of used batteries, or carbon footprint from using particular batteries, or a travel range or distance provided by one or more batteries, or payment data, or payment history, or account administration, or customization functions, or suggested speeds to conserve energy, or mapping functions, or social networking functions, or traffic information, or combinations of two or more thereof., 13. The system of claim 1, wherein the battery carrier is connectable to a home having the power source., 14. The system of claim 1, wherein the battery carrier is connectable to a business having the power source., 15. The system of claim 1, wherein the battery carrier is connectable to a retail store having the power source., 16. The system of claim 1, wherein the slots of the battery carrier are disposed on a top surface of the battery carrier, the slots enabling hand-insertion or hand-removal of the batteries from the battery carrier., 17. The system of claim 1, wherein the cloud system is provided with access to one or more cloud services, including a traffic service, or a route generation service, or a driver location service, or a charge kiosk location service, or a combination of two or more thereof., 18. The system of claim 1, wherein the electric vehicle is one of a two-wheel vehicle, or a three-wheel vehicle, or a four-wheel vehicle, or a motorcycle, or a car, or a truck, or a pickup, or a utility car, or a delivery vehicle, or an industrial vehicle., 19. The system of claim 1, wherein each battery of the plurality of batteries has an antenna for transmitting (Tx) and receiving (Rx) data regarding a status of the battery. | US | United States | Active | G | True |
| 170 | Adaptive system and method for optimizing a fleet of plug-in vehicles \n | US10099569B2 | The present disclosure relates to an adaptive system and method for optimizing a fleet of plug-in electric vehicles.\nHigh-voltage batteries may be used to energize electric machines in a variety of different systems. For instance, output torque from an electric machine may be used to power an input member of a transmission in a plug-in vehicle, i.e., a vehicle having a battery pack that may be recharged via a charging outlet or other off board power supply. The individual cells of a battery pack gradually age and degrade over time. As a result, battery performance parameters such as open circuit voltage, cell resistance, and state of charge may change relative to calibrated/new values. Battery degradation is therefore typically monitored by a designated controller in order to estimate the amount of electrical energy remaining in the battery pack. Electric vehicle range estimates can be generated from the estimated electrical energy and thereafter used for effective route planning, and/or to execute automatic powertrain control actions.\nSeveral factors can contribute to battery degradation and shorten battery life. For instance, battery packs that are maintained at a high state of charge level tend to degrade much faster than battery packs maintained within a lower, more optimal state of charge range. Higher battery charging currents and temperatures can also shorten battery life. Battery packs of the types typically used in plug-in vehicles are trending toward larger sizes suitable for longer all-electric driving distances, in some cases well over 200 miles on full charge. However, range anxiety and other factors such as time constraints, personal driving habits, and a limited appreciation for battery physics may lead to preferred battery charging habits that can shorten battery life. For instance, if a given fleet vehicle's normal daily electric driving range is 30-50 miles in a vehicle having a fully-charged electric operating range of 200 miles, the act of fully charging the battery pack at every charging event will result in maintenance of a high state of charge throughout the duration of ownership of the vehicle. This in turn may reduce battery life.\nA system and an adaptive method are disclosed herein that together allow a coordinator of a fleet of electric vehicles for use by consumers and extend the life of vehicle battery packs in the fleet. Over time, a controller having an adaptive algorithm monitors and learns the region's driving habits for a vehicle fleet, energy use, and battery charging behavior by retrieving data from each vehicle in a fleet. Charging of each battery pack then is automatically controlled in response to various data inputs and in accordance to an optimizing algorithm at the location control module in the controller. Life of each battery pack in the fleet is thereby extended and optimized for the vehicle's use by selectively charging the battery pack to a state of charge (SOC) level that more closely matches an optimal SOC level needed for optimizing battery life, and by selectively controlling the charging operation. Moreover, each vehicle in the fleet is designated under the system and method of the present disclosure for specific travel at a specific location based on the SOC and the adaptive algorithm in order to ensure efficient use of vehicles in a fleet by consumers.\nA system and adaptive method of the present disclosure enables an owner or coordinator of a vehicle fleet to maximize profits from the vehicle fleet. The system and adaptive method enables an owner to plan and charge fleet vehicles in advance in anticipation for a fleet vehicle need. The system and adaptive method of the present disclosure also enables an owner or coordinator of vehicle fleet to lengthen the battery life for each vehicle by preventing needless “high-level” charging of a vehicle battery, and by rotating the use of the fleet vehicles in order to allow for even distribution of fleet vehicle use.\nIn particular, an example system is disclosed herein for use in a plug-in vehicle. The system includes sensors, a global positioning system (GPS) receiver, a user interface, and a controller. The sensors are collectively operable for locating the plug-in fleet vehicle, measuring battery performance data of a battery pack of the vehicle, with the battery performance data including an open-circuit voltage, SOC level, charging current, and/or a temperature of the battery pack. The GPS receiver is operable for determining a position of the vehicle, which is then tracked over time to allow the controller to build and record a driving history for a given coordinator fleet vehicle 10. The controller, which is in communication with the fleet vehicle and the GPS receiver, is programmed to monitor degradation of the battery pack over time using the measured battery performance data.\nThe controller is further programmed to determine the driving history for a region and for each vehicle as well as the battery charging history for each vehicle using the measured battery performance data as well as a position signal from the GPS receiver, with the driving history and battery charging history identifying the days, hours, and locations during/at which each vehicle is driven and charged. Using the information received by the controller from the sensors, the controller applies a model or via an adaptive learning module to the data which then automatically controls a charging operation of each fleet vehicle battery pack by sending out a charging control signal to each vehicle based on the unique data from that fleet vehicle, and also records the measured battery performance data for the identified data bin\nA method is also disclosed herein for optimizing life of a battery pack in a plug-in vehicle fleet by rotating vehicles within a fleet. In a particular embodiment, the method includes measuring battery performance data of each battery pack in the fleet via a plurality of sensors disposed at each vehicle in the fleet, including measuring an open-circuit voltage of each battery pack in the fleet, and also determining a position for each vehicle in the fleet using a GPS receiver. The method also includes monitoring degradation of the battery pack over time via a controller using the measured battery performance data, as well as determining driving history, and present/future fleet vehicle needs as well as battery charging history for each vehicle using the measured battery performance data, real-time data, and a position signal from the GPS receiver.\nThe above noted and other features and advantages of the present disclosure are readily apparent from the following detailed description of the best modes for carrying out the disclosure when taken in connection with the accompanying drawings.\n FIG. 1 is a schematic illustration of an example plug-in vehicle having a rechargeable battery pack and a system for optimizing life of the battery pack.\n FIG. 2 is a schematic logic flow diagram for the adaptive learning module of the remote controller shown in FIG. 1.\n FIG. 3 is a flow chart which shows an example adaptive method for optimizing a fleet of electric vehicles such as the example vehicle shown in FIG. 1.\nReferring to the drawings, wherein like reference numerals are used to identify like or identical components in the various views, FIG. 1 schematically illustrates an example plug-in fleet vehicle 10 having a chassis 11, a rechargeable battery pack 12, and a controller 50. The fleet vehicle 10 also includes a global positioning system (GPS) receiver 16R operable for receiving position data from a set of GPS satellites (not shown), and for providing the controller 50 with a corresponding GPS signal 16 describing the geographic coordinates of the fleet vehicle 10 on a geocoded map, as is well known in the art.\nThe controller 50 is programmed to record the driving/charging history of for each fleet vehicle 10 as well as the fleet vehicle's 10 state of charge, and to use such information from each fleet vehicle in order for the controller to determine the appropriate charging level and to determine the location designation. Additionally, the controller 50 is programmed to automatically control a charging operation of each battery pack 12 as set forth below with reference to FIGS. 2 and 3 in a manner that helps extend the useful life of the battery pack 12.\nThe fleet vehicle 10 of FIG. 1 may include an electric powertrain (not shown) in which one or more electric machines draw electrical power from the battery pack 12 and deliver motor torque to drive wheels 14 via one or more front and/or rear drive axles 15F and/or 15R. The controller 50 via an adaptive learning module (ALM) 38 automatically executes instructions embodying a method 100 to thereby extend and optimize the life of the battery pack 12 in each fleet vehicle 10, informed in part using information contained in the GPS position signal (arrow 16) from the GPS receiver 16R as well as SOC data from the fleet vehicle 10.\nThe fleet vehicle 10 may be embodied as any mobile platform whose battery pack 12 can be selectively recharged by connection to an off-board power supply 21 such as a 120VAC or 240VAC wall outlet or electric charging station 26 (shown in FIG. 1). The fleet vehicle 10 may include an onboard charging module (OBCM) 18 of the type known the art. The OBCM 18 can be selectively connected to the power supply 21 via an electrical connector 22 and suitable electrical cables 23, as indicated by arrow A at a charging station 26. The OBCM 18 converts AC power from the power supply 21 into DC power suitable for increasing an SOC level of the battery pack 12. In various embodiments, the fleet vehicle 10 may be an extended-range electric vehicle or a battery electric vehicle, with the latter typically having an electric vehicle operating range of 40-200 miles or more on a fully charged battery pack 12 when such a battery pack 12 is new.\nAs part of the method 100, each fleet vehicle 10 may be equipped with a plurality of battery sensors 110 each operable for measuring and/or otherwise determining a corresponding performance parameter of the battery pack 12. For instance, battery sensors 112 may be used to directly measure or help determine a state of charge and may include a temperature sensor 114 operable for measuring a battery temperature, a voltage sensor 116 operable for measuring the battery voltage and/or a current sensor 118 for determining a battery current of individual battery cells or groups of battery cells (not shown) of the battery pack 12, with such values transmitted or otherwise reported to the controller 50.\nAs is known in the art, the SOC of a battery such as the battery pack 12 may be determined by different methods, such as the use of an equivalent circuit to model the battery pack 12 and account for surface charge on the various conductive plates (not shown) of the battery pack 12.\nUse of vehicle fleet management method 100 is intended to ensure optimal range and life of each of the battery packs 12 in the fleet and to optimize the locations for stationing the various plug-in vehicles by automatically adapting charging operations and driving distances according to data processed by a location allocation module in the system controller. As such, the controller 50 may record a corresponding driving history and charging history for each vehicle 10 in the fleet. Specifically, the method 100 takes into account the need to collect battery information at lower or higher SOC levels of the battery pack 12 in order to better estimate the true electrical capacity and remaining electrical range of the battery pack 12 as well as to determine how to use each vehicle in the fleet as later described. Use of the method 100 results in automatic adjustment of a normally-used SOC range via output signals 13 communicated to the OBCM 18 of each fleet vehicle when the battery pack 12 is plugged in and is actively charging.\nA coordinator of the fleet and the associated fleet vehicle 10 may be provided with an option to disable execution of the method 100, and thus control the charging operation in a particular manner, via receipt of an override signal 42 from a user interface 40, e.g., a cell phone, tablet, or touch screen. A system user can then control the charging operation by charging the battery pack 12 to a SOC after transmitting an override signal 42, such as by allowing charging of the battery pack 12 to a full SOC, thus providing the full energy capacity of the battery pack 12 in a fleet vehicle.\nThe controller 50 of FIG. 1 may be embodied as one or more distinct devices, each possibly having one or more microcontrollers or central processing units 122 and memory 120 e.g., read only memory, random access memory, and electrically-erasable programmable read only memory. The controller 50 and interactive user interface 40 may include a calendar 52, recorded charging control targets 36 as explained below, a high-speed clock, input/output circuitry, and/or any other circuitry that may be required to perform the functions described herein. In different configurations, the user interface 40 and the controller 50 may be the same device or separate devices.\nThe user interface 40 and the controller 50 may be digitally interconnected with the memory 120, and may be configured to retrieve and execute such software applications in a manner that is known in the art. Likewise, the user interface 40 may include a liquid crystal display, a light emitting diode display, an organic light emitting diode display, and/or any similar style display/monitor that may exist or that may be hereafter developed. In different embodiments, the user interface 40 may be a touch-sensitive screen of a navigation or infotainment system located in a center stack (not shown) of the fleet vehicle 10, and/or of a cell phone or other portable electronic device. A capacitive or touch-based digitizer may be integrated within the user interface 40 and operable to detect contact from a coordinator as the override signal 42 and automatically convert the digitized contact into a suitable input signal usable by the controller 50.\nAlso, the method 100 is intended to enable SOC data to be collected from each fleet vehicle 10. Needlessly maintaining SOC at a high level can degrade the battery pack 12 over time, as noted above. Therefore, method 100 is intended to prevent such unnecessary degradation while still optimizing performance of the overall vehicle fleet and each fleet vehicle 10.\nReferring to FIG. 2, which depicts logic flow through the Adaptive Learning Module 38 of FIG. 1, the controller 50 of FIG. 1 may be programmed with an adaptive learning module (ALM) 38 that optimizes charging of each battery pack 12 in a fleet among other things by designating the lowest possible charge to a fleet vehicle depending on the usage of the particular vehicle and rotating the fleet vehicle according to usage. State of charge data for the battery pack 12 of fleet vehicle 10 accordingly is collected along with other data to estimate a remaining electric vehicle operating range of the fleet vehicle 10.\nThe state of charge data 90 for the battery pack is shown in FIG. 2 as a data input to the adaptive learning module. Regional needs data 92 is also shown as a data input to the ALM 38. Regional needs data 92 may be provided by system customers as they input their reservations. Regional needs data 92 may be stored in memory module 120 of controller 50 until such data is needed for a particular fleet vehicle 10. Another input for the adaptive learning module 38 is vehicle driving history data 94, the vehicle driving history data 94 along with state of charge data 90 is gathered from a fleet vehicle 10 when it is hooked up to a charging station 26.\nThe controller 50 may also determine the control targets for the SOC or state of energy (SOE), as well as the time required (tR) and time available (tA) for achieving such targets. An example control target 36 for the SOC may be charge at 50%-50% of the battery's capacity. The time available (tA) may be determined by the controller 50 using the past driving history of the fleet vehicle such charge used for a certain drive distance. Accordingly, the adaptive learning module 38 may be programmed with a calibrated optimal state of charge (SOCOPT) for the battery pack 12, e.g., 50-60% SOC, which the controller 50 may attempt to maintain.\nThe controller 50 then determines the particular charging strategy to be implemented in a particular fleet vehicle 10 when such vehicle is hooked to a charging station 26. The method 100 of FIG. 3 of the adaptive learning module 38 may be used to implement a charging strategy. Specifically, among other things, the controller 50 may determine when to initiate charging of the battery pack 12, when to interrupt or discontinue such charging, the level of charging current to use, when to complete charging, and the state of charge level to use as a threshold for determining when charging is complete. It is understood that a fleet vehicle will typically be routed to a charging station after each route with a customer so that the fleet vehicle may communicate with the controller 50 and also be recharged according to the algorithm/method 100 of the ALM 38 if necessary. The various actions taken by the adaptive learning module 38 are explained in further detail below with reference to the method 100 depicted in FIG. 3.\nThe controller 50 may output a charging status signal 130 (shown in FIG. 1) to a vehicle interface (not shown) or to a controller interface 40 which indicates whether charging operations are pending, active, or complete, and a charging current level for a particular fleet vehicle 10. Monitoring of normal charging behavior by the controller 50 tracks locations and the number of charging events normally completed each day of the week, via the calendar 52, in an effort to further optimize life of the battery pack 12.\nReferring to FIG. 3, an embodiment of the method 100 is depicted for an example charging scenario of the battery pack 12 shown in FIG. 1. The method 100 relies on the controller 50 gathering driving history data 94 and a battery history data (including state of charge data) 90 for a fleet vehicle 10 using the measured battery data and the position signal 16 from the GPS receiver 16R of FIG. 1. The driving history data 94 and battery history data (including state of charge data) 90 identify the days, hours, and locations at which the fleet vehicle 10 was driven and/or charged the battery pack 12. In a particular region, it is understood that fleet vehicles 10 may tend to be used in a certain way on a given day, such as commuting to/from work on weekdays and traveling in a different manner on weekends, and will also tend to repeat those patterns from week to week. The calendar module 52 can be used to track actual behavior over time and control the charging operation based on such histories. This information is tracked and retained by controller 50 for each fleet vehicle 10, and such information is retained in memory module 120.\nBased on the aforementioned data, the ALM 38 of the controller 50 determines an appropriate designation for the fleet vehicle (high SOC/medium SOC/low SOC/chargeback) and then may automatically control a charging operation of the battery pack 12 via the output signal 13 of FIG. 1 until an actual SOC of the battery pack 12 is at or near a target SOC appropriate for the designation of the fleet vehicle 10—high SOC vehicle getting a high output signal 62 (shown in FIG. 3); medium SOC vehicle getting a medium output signal 64 (shown in FIG. 3); low SOC vehicle getting a low output signal 66 (shown in FIG. 3); chargeback SOC vehicle getting a chargeback output signal 78 (shown in FIG. 3).\nTherefore, in the non-limiting example shown in FIG. 3, method 100 may implement a multi-step process performed by controller 50 which is in communication with each plug-in vehicle in the fleet. The method 100 implements a first step which involves gathering data which typically occurs while a fleet vehicle 10 is plugged in for charging at a station. The fleet vehicle 10 may be routed to a charging station 26 after every route traveled. As indicated, the data gathered may include but is not limited to the SOC or battery data 90 for the fleet vehicle 10 (upon engagement of the fleet vehicle with the charging station 26) which includes historical charging information for that particular fleet vehicle. Other data, such as driving history data 94, may be gathered which includes location and travel data (positioning data) of the particular fleet vehicle 10 via the GPS.\nWithin the memory module 120 of controller 50, various data may be stored regarding the pattern and use of the fleet vehicles. Such data may include driving history data 94, reservation data (regional needs data 92) and battery data 90 as such data comes in from fleet vehicle sensors, customers and/or regional data entry for upcoming large public events. An example large public event may be the Super Bowl or a concert which may be entered into the controller so that the model/method/algorithm 100 could adjust for a spike in fleet vehicle use. Therefore, the adaptive learning module (ALM) 38 includes a model which can predict the likely use of a fleet vehicle and its route based on the aforementioned data.\nThe aforementioned regional needs data entry 92 may include an estimated number additional fleet users and likely drive patterns associated with the public event data. One non-limiting example drive pattern may be a route from one of many hotels in the area to the large public event such as a football stadium. The number of potential routes from each hotel to the event location may be based on whether the event is sold out, the capacity of the event as well as the capacity of each particular hotel. Therefore, more potential future routes may be designated for the largest hotel in the region when compared to the smallest hotel in the region.\nThe model/algorithm 100 of the Adaptive Learning Module 38 then compares the received driving history data 94 and current battery data 90 for a particular fleet vehicle 10 at a charging station 26 against the regional needs data 92—reservation data and historical data. The model/algorithm 100 identifies a potential present need for one of a low SOC vehicle/medium SOC vehicle/high SOC vehicle/chargeback vehicle, and may assign that fleet vehicle 10 to fill that future need by sending 60 an output signal 13 to the particular fleet vehicle. As shown in FIG. 1, output signal 13 may be sent to the engine control module 17, charging station 26 (remotely) and/or battery pack 12 to provide designation information for the particular fleet vehicle—new location designation. The output signal 13 may also identify level of charge to which the fleet vehicle must be charged to (or charged back to) as later described herein. The output signal 13 from the controller 50 may generally fall into one of four categories (1) a low output signal 62; (2) a medium output signal 64; (3) a high output signal 66; (4) a recharge signal 78.\nIn the event that the fleet vehicle 10 at the charging station 26 receives a low output signal 62, the ALM module 38 determines that the particular fleet vehicle 10 should be designated to address a low SOC need and accordingly, transmits 60 a low output signal 62 to the particular fleet vehicle 10. For the purposes of the present disclosure, a fleet vehicle 10 that receives a low SOC signal 62 shall be referred to as a “low SOC vehicle” where the fleet vehicle 10 is designated for use in short travel.\nIn accordance to one embodiment, it is understood that the low output signal 62 designates the fleet vehicle 10 for short travel so that the fleet vehicle 10 is charged 70 to a low level and then stationed 72 at a frequent and open “ride retrieval location” where passengers tend to take such vehicles for short distance travel. Moreover, a low SOC vehicle will only be recharged to a “lower level” (about 10%-34%) thereby preventing a full charge which could unnecessarily degrade the lifespan of the battery. When a particular vehicle has been used as a low SOC vehicle for a predetermined amount of time, the method 100 may then send 60 an output signal 13 in the form of a medium output signal 64 so that the low SOC vehicle may be recharged 74 to either a medium SOC level (via a medium output signal 64) or recharged 80 to a high SOC level (via a high output signal 66) so that the vehicle may be rotated into that corresponding portion of the fleet—by charging the fleet vehicle to the newly designated level and the new location. The benefit of rotating vehicles into a limited higher SOC status is that the system minimizes the amount of full charge applied to any one of the fleet vehicle batteries. Accordingly, the battery life for the overall fleet is increased.\nWhere the ALM 38 determines that there is a need to provide a vehicle for medium distance travel, the ALM may send 60 a medium charge signal 64 to a particular vehicle at a charging station. Medium travel distances fall within a predetermined range which is greater than the short distance travel predetermined range and long distance travel predetermined range. Therefore, the method 100 may designate 64 a fleet vehicle 10 for a medium travel distance by transmitting an output signal 13 to the fleet vehicle 10 such that the fleet vehicle stations 76 itself at a frequent and open ride retrieval location for medium distance travel after the fleet vehicle 10 has been charged to a medium state of charge (approximately 35%-65%). It is understood that these percent ranges and categories for low/medium/high are provided as non-limiting examples, and therefore, other similar categories/percent ranges may be implemented in accordance with the present disclosure.\nWhen a particular vehicle has been used as a medium SOC vehicle for a predetermined amount of time with a customer 96, the fleet vehicle 10 is routed 98 back to a charging station 26 where the fleet vehicle 10 communicates with controller 50. At this point, the method 100 may then rotate the fleet vehicle 10 to another segment (low/high) of the fleet by sending an output signal 13 to that particular fleet vehicle 10 where the fleet vehicle 10 is directed to go to a charging station 26 so that the vehicle may be recharged to a higher or lower SOC level depending on whether the fleet vehicle received a high charge signal 66 or a low charge signal 62. By changing the type of output signal 13, a fleet vehicle 10 may be rotated into different SOC levels of a fleet\nReferring back to FIGS. 1 and 3, when the ALM 38 determines 58 that there is a need to provide a fleet vehicle for long travel distances, the ALM 38 may provide 60 a new designation to the fleet vehicle 10 once the fleet vehicle is at a charging station 26. When the fleet vehicle 10 is designated for long distance travel, the fleet vehicle 10 may send 60 out a high output signal 66 to the fleet vehicle. Long travel distances fall within a predetermined range which is greater than the medium travel distance predetermined range. Therefore, upon receiving a high output signal 66, the fleet vehicle 10 is designated as a “high SOC vehicle” such that the fleet vehicle is charged to a maximum or high SOC 80, such as but not limited to a charge range of about 66% to 100%. After receiving a full or high recharge, the fleet vehicle may be directed (via the output signal 66) to station 86 itself at a frequent and available/open ride retrieval location where passengers take such vehicles for long distance travel.\nAs stated earlier, the ALM 38 determines an appropriate designation for a fleet vehicle at a charging station (shown as 58 in FIG. 3) on the various data inputs into the model. Therefore, in this example, when a particular vehicle has been used as a high SOC vehicle for a predetermined amount of time, the method may then rotate the vehicle and send an output signal 13 such that the particular fleet may be recharged back to a lower SOC level (where the output signal is a low output signal 62) for short travel, or a negligible SOC level (where the output signal 13 is a charge back signal 78) so that the vehicle may “rest.” By giving a vehicle battery an opportunity to operate at a SOC level that is lower, the vehicle battery lifespan may be lengthened compared to a vehicle battery which is always being fully recharged.\nTherefore, referring again to FIGS. 1 and 3, after completing a route with a customer (shown as 96 in FIG. 3), the controller 50 and the ALM 38 may, but not necessarily send 60 an output signal 13 which is a charge back signal 78 to the fleet vehicle 10 such that the vehicle 10 may charge back 82 to the grid completely or near completely such that the fleet vehicle 10 is designated for non-use for a period of time. When a vehicle charges back completely, the fleet vehicle 10 may be parked at a pre-determined location such as a parking lot for a predetermined period of time.\nBy adaptively controlling charging operations in a manner that is informed by demonstrated customer request data, energy usage, drive distances, and battery conditioning tasks as explained above, the method 100 may help improve the life of each battery pack 12 in each vehicle in the fleet by keeping the overall battery charge low for each fleet vehicle while optimizing the use of each plug-in vehicle in the fleet according customer needs and charges available in each vehicle. At the same time, the user interface 40 provides a coordinator with the option of quickly overriding such automatic charging control actions, whether from within the fleet vehicle 10 or via a mobile device. At the same time, by ensuring SOC battery data from each fleet vehicle is received each time a fleet vehicle 10 is recharged, the system coordinator may further benefit from a quantifiable state of health of each battery pack 12, e.g., by increasing resale value of the fleet vehicle 10. That is, faced with two otherwise identical vehicles 10, a potentially buyer of one of the vehicles 10 may opt for the fleet vehicle 10 having the battery pack 12 having the longest remaining useful life or highest state of health.\nWhile the best modes for carrying out the disclosure have been described in detail, those familiar with the art to which this disclosure relates will recognize various alternative designs and embodiments lying within the scope of the appended claims. It is intended that all matter contained in the above description and/or shown in the accompanying drawings shall be interpreted as illustrative only and not as limiting.\n | A system and method for optimizing a plug-in vehicle fleet having a plurality of battery packs across the vehicle fleet. Each vehicle includes a battery pack. The system includes sensors for measuring battery performance data and includes an open-circuit voltage, charging current, and/or temperature of the battery pack, a GPS receiver, a user interface, and a controller. The controller executes a method to monitor degradation of each battery pack using a variety of current and historical data points. The controller then controls a charging operation of each battery pack in a fleet via a charging control signal sent to a particular vehicle in the fleet. The controller also then determines the new location for each particular vehicle in a fleet. | US:15/279,571 | https://patentimages.storage.googleapis.com/e6/54/8c/50244d8983836d/US10099569.pdf | US:10099569 | Todd P. Lindemann, Danielle A. Cory, Rachel A. White, Vukasin Denic, Nicholas J. Kalweit, Eric F. Gorski | GM Global Technology Operations LLC | US:6850898, US:6941197, US:6625539, US:20090027056:A1, US:20100211340:A1, US:20110246252:A1, US:20110313603:A1, US:20120271547:A1, US:20120086395:A1, US:20120133337:A1, US:20120280653:A1, US:20120330494:A1, US:20130091083:A1, US:20140217976:A1, US:20140028254:A1, JP:2014032459:A, EP:2767431:A1, US:20140340038:A1, US:9079505, US:9056556, US:9384515, US:20160039295:A1, US:20160047862:A1, US:20160075247:A1, US:20170267116:A1, US:20180001783:A1 | Not available | 2018-10-16 | 1. A system for optimizing life of a plurality of battery packs in a fleet vehicle, the system comprising:\na battery sensor on a fleet vehicle operatively configured to measure performance data of a vehicle battery in the fleet vehicle;\na global positioning system (GPS) receiver operable for determining a position of the fleet vehicle;\na controller in communication with the battery sensor and the GPS receiver, wherein the controller is further programmed to:\ndetermine a battery charging history and a driving history for the fleet vehicle using the measured battery performance data and a position signal from the GPS receiver, wherein the driving history and the battery charging history identify the days, hours, and locations at which the vehicle was driven;\nobtain a state-of-charge for the vehicle battery;\ndetermine a system need for the fleet vehicle via an adaptive learning module;\ntransmit an output signal to at least one of the fleet vehicle and a charging station associated with the fleet vehicle, the output signal being one of a high output signal, a medium output signal, a low output signal, or a chargeback output signal;\nautomatically control a charging operation of the vehicle battery in the fleet vehicle based on the output signal; and\ndirect the fleet vehicle to a new location based on the output signal.\n\n, a battery sensor on a fleet vehicle operatively configured to measure performance data of a vehicle battery in the fleet vehicle;, a global positioning system (GPS) receiver operable for determining a position of the fleet vehicle;, a controller in communication with the battery sensor and the GPS receiver, wherein the controller is further programmed to:\ndetermine a battery charging history and a driving history for the fleet vehicle using the measured battery performance data and a position signal from the GPS receiver, wherein the driving history and the battery charging history identify the days, hours, and locations at which the vehicle was driven;\nobtain a state-of-charge for the vehicle battery;\ndetermine a system need for the fleet vehicle via an adaptive learning module;\ntransmit an output signal to at least one of the fleet vehicle and a charging station associated with the fleet vehicle, the output signal being one of a high output signal, a medium output signal, a low output signal, or a chargeback output signal;\nautomatically control a charging operation of the vehicle battery in the fleet vehicle based on the output signal; and\ndirect the fleet vehicle to a new location based on the output signal.\n, determine a battery charging history and a driving history for the fleet vehicle using the measured battery performance data and a position signal from the GPS receiver, wherein the driving history and the battery charging history identify the days, hours, and locations at which the vehicle was driven;, obtain a state-of-charge for the vehicle battery;, determine a system need for the fleet vehicle via an adaptive learning module;, transmit an output signal to at least one of the fleet vehicle and a charging station associated with the fleet vehicle, the output signal being one of a high output signal, a medium output signal, a low output signal, or a chargeback output signal;, automatically control a charging operation of the vehicle battery in the fleet vehicle based on the output signal; and, direct the fleet vehicle to a new location based on the output signal., 2. The system of claim 1 wherein the new location for the fleet vehicle is a parking lot when the output signal is the chargeback signal., 3. The system of claim 1 wherein the new location for the fleet vehicle is an open ride retrieval location for long travel distances when the output signal is the high output signal., 4. The system of claim 1 wherein the new location for the fleet vehicle is an open ride retrieval location for short travel distances when the output signal is the low output signal., 5. The system of claim 1 wherein the new location for the fleet vehicle is an open ride retrieval location for medium travel distances when the output signal is the medium output signal., 6. A method for optimizing life of a plurality of battery packs in a plug-in vehicle fleet, the method comprising:\nmeasuring battery performance data battery pack of a fleet vehicle via a plurality of sensors in the fleet vehicle, including measuring an open-circuit voltage of the battery pack;\ndetermining a position of the fleet vehicle using a global positioning system (GPS) receiver;\nmonitoring the degradation of the battery pack of the fleet vehicle over time via a controller using the measured battery performance data;\ndetermining a driving history and a battery charging history for the fleet vehicle using the measured battery performance data and a position signal from the GPS receiver, wherein the driving history and battery charging history identify the days, hours, and locations for the fleet vehicle;\ndetermining a system need for the fleet vehicle based on a regional data input, the driving history and the battery charging history for the fleet vehicle via an adaptive learning module;\ntransmitting an output signal responsive to the system need;\nautomatically controlling a charging operation of a battery pack for the plug in the vehicle via the controller based on the output signal; and\nstationing the fleet vehicle to a new location based on the output signal.\n, measuring battery performance data battery pack of a fleet vehicle via a plurality of sensors in the fleet vehicle, including measuring an open-circuit voltage of the battery pack;, determining a position of the fleet vehicle using a global positioning system (GPS) receiver;, monitoring the degradation of the battery pack of the fleet vehicle over time via a controller using the measured battery performance data;, determining a driving history and a battery charging history for the fleet vehicle using the measured battery performance data and a position signal from the GPS receiver, wherein the driving history and battery charging history identify the days, hours, and locations for the fleet vehicle;, determining a system need for the fleet vehicle based on a regional data input, the driving history and the battery charging history for the fleet vehicle via an adaptive learning module;, transmitting an output signal responsive to the system need;, automatically controlling a charging operation of a battery pack for the plug in the vehicle via the controller based on the output signal; and, stationing the fleet vehicle to a new location based on the output signal., 7. The method of claim 6, wherein the plurality of sensors includes a current sensor operable for detecting the charging current and a temperature sensor operable for measuring a temperature of the battery pack, and wherein measuring the battery performance data includes measuring the charging current and the temperature., 8. The method of claim 6, wherein the step of stationing the fleet vehicle to a new location includes directing the fleet vehicle to a parking lot when the output signal to the fleet vehicle is a chargeback signal., 9. The method of claim 6, wherein the step of stationing the fleet vehicle to a new location includes directing the fleet vehicle to an open ride retrieval location for long travel distances when the output signal to the fleet vehicle is a high output signal., 10. The method of claim 6, wherein the step of stationing the fleet vehicle to a new location includes directing the fleet vehicle to an open ride retrieval location for short travel distances when the output signal to the fleet vehicle is a low output signal., 11. The method of claim 6, wherein the step of stationing the fleet vehicle to a new location includes directing the fleet vehicle to an open ride retrieval location for medium travel distances when the output signal to the fleet vehicle is a medium output signal., 12. The method of claim 6, wherein the step of automatically controlling a charging operation of the battery pack includes adjusting the SOC for the battery pack to a high SOC when the output signal is a high output signal., 13. The method of claim 6, wherein the step of automatically controlling a charging operation of the battery pack includes adjusting the SOC for the battery pack to a low SOC when the output signal is a low output signal., 14. The method of claim 6, wherein the step of automatically controlling a charging operation of the battery pack includes adjusting the SOC for the battery pack to a medium SOC when the output signal is a medium output signal. | US | United States | Active | B60L11/1862 | True |
| 171 | 纯电动汽车的空调系统及控制方法 \n | CN105346354B | 技术领域本发明涉及电动汽车技术领域，尤其涉及一种纯电动汽车的空调系统及控制方法。背景技术基于环境、能源和技术发展的因素，节能与新能源汽车正成为各国研究的热点。作为我国战略性新兴产业之一的节能与新能源汽车得到了政府和工业界的高度重视，发展新能源汽车，尤其是具有零污染、零排放的纯电动汽车，不仅对我国能源安全、环境保护具有重大意义，同时也是我国汽车领域实现转型升级、技术突破的重要方向，是汽车领域今后发展的趋势。在纯电动汽车发展的过程中，受目前关键零部件成本制约(与同级别传统车相比其价格仍然较高)以及单次充电续驶里程较低(约为同级别传统燃油车的25％)，进而使广大民众对其接受度较低，限制了其市场普及，因此延长纯电动汽车的续驶里程以及降低成本是目前广大纯电动汽车生成厂商及研究机构研究的热点问题。其中，空调系统是汽车不可缺少的组成部分，传统燃油车中，空调压缩机通过发动机直接带动工作，而纯电动汽车的能量来源为高压动力电池，没有发动机部件，不能像燃油车那样驱动空调压缩机，因此目前纯电动汽车普遍采用电动压缩机方案实现空调功能，空调系统的运行会进一步消耗纯电动汽车的动力电能，进而影响。然而，相关的纯电动汽车存在的空调系统成本高与续驶里程短问题，因此，如何通过优化系统硬件配置降低了空调系统的成本，以及通过合理设计控制方案保证空调功能对纯电动汽车是十分重要的。发明内容本发明旨在至少在一定程度上解决相关技术中的技术问题之一。为此，本发明的一个目的在于提出一种纯电动汽车的空调系统，该通过优化系统硬件配置降低了空调系统的成本，并依托整车控制器强大的计算能力及丰富的接口资源采用集成控制方案，在实现空调功能，保证其可靠性的前提下，省去了空调面板控制器，降低了空调系统成本。本发明的第二个目的在于提出一种纯电动汽车的空调系统的控制方法。为了实现上述目的，本发明第一方面提出的纯电动汽车的空调系统，包括：包括：整车控制器、压缩机控制器、压缩机、PTC控制器、PTC加热器、冷凝器、蒸发器温度传感器和空调面板，其中，所述空调面板上设置有对鼓风机进行控制的第一旋钮、对冷暖风门进行控制的第二旋钮、对所述压缩机进行控制的第三按钮、对所述PTC加热器进行控制的第四按钮；所述空调面板，用于采集所述第一旋钮、第二旋钮、第三按钮和所述第四按钮上的按钮信号，并将所采集到的按钮信号发送给所述整车控制器；所述整车控制器，用于根据所述空调面板发送的按钮信号、所述蒸发器温度传感器所采集到的温度信号、所述电池管理系统发送的电池信息按照预设策略对所述压缩机、所述PTC加热器和所述冷凝器进行控制，以实现空调功能。根据本发明实施例的纯电动汽车的空调系统，通过在空调面板上设置有对鼓风机进行控制的第一旋钮、对冷暖风门进行控制的第二旋钮、对压缩机进行控制的第三按钮、对PTC加热器进行控制的第四按钮，并通过空调面板采集第一旋钮、第二旋钮、第三按钮和第四按钮上的按钮信号，并将所采集到的按钮信号发送给整车控制器，然后整车控制器根据空调面板发送的按钮信号、蒸发器温度传感器所采集到的温度信号、电池管理系统发送的电池信息按照预设策略对压缩机、PTC加热器和冷凝器进行控制，以实现空调功能。由此，通过优化系统硬件配置降低了空调系统的成本，并依托整车控制器强大的计算能力及丰富的接口资源采用集成控制方案，在实现空调功能，保证其可靠性的前提下，省去了空调面板控制器，降低了空调系统成本。为了实现上述目的，本发明第二方面提出的基于第一方面实施例的空调系统所进行的纯电动汽车的空调系统的控制方法，包括：所述空调面板采集所述第一旋钮、第二旋钮、第三按钮和所述第四按钮上的按钮信号，并将所采集到的按钮信号发送给所述整车控制器；所述整车控制器根据所述空调面板发送的按钮信号、所述蒸发器温度传感器所采集到的温度信号、所述电池管理系统发送的电池信息按照预设策略对所述压缩机、所述PTC加热器和所述冷凝器风扇进行控制，以实现空调功能。根据本发明实施例的纯电动汽车的空调系统的控制方法，通过空调面板采集第一旋钮、第二旋钮、第三按钮和第四按钮上的按钮信号，并将所采集到的按钮信号发送给整车控制器，然后整车控制器根据空调面板发送的按钮信号、蒸发器温度传感器所采集到的温度信号、电池管理系统发送的电池信息按照预设策略对压缩机、PTC加热器和冷凝器进行控制，以实现空调功能。由此，通过优化系统硬件配置降低了空调系统的成本，并依托整车控制器强大的计算能力及丰富的接口资源采用集成控制方案，在实现空调功能，保证其可靠性的前提下，省去了空调面板控制器，降低了空调系统成本。附图说明图1是根据本发明一个实施例的纯电动汽车的空调系统的结构示意图；图2是根据本发明另一个实施例的纯电动汽车的空调系统的结构示意图；图3是根据本发明一个实施例的纯电动汽车的空调系统的控制方法的流程图；图4是根据本发明一个实施例的行车模式下的空调控制方法的流程图；图5是根据本发明一个实施例的充电模式下的空调控制方法的流程图。附图标记：整车控制器10、压缩机控制器20、压缩机30、PTC控制器40、PTC加热器50、冷凝器60、蒸发器温度传感器70、空调面板80、仪表90、第一旋钮81、第二旋钮82、第三按钮83和第四按钮84。具体实施方式下面详细描述本发明的实施例，所述实施例的示例在附图中示出，其中自始至终相同或类似的标号表示相同或类似的元件或具有相同或类似功能的元件。下面通过参考附图描述的实施例是示例性的，旨在用于解释本发明，而不能理解为对本发明的限制。下面参考附图描述本发明实施例的纯电动汽车的空调系统及其控制方法。图1是根据本发明一个实施例的纯电动汽车的空调系统的结构示意图。如图1所示，该纯电动汽车的空调系统，包括：整车控制器10、压缩机控制器20、压缩机30、PTC(Positive Temperature Coefficien，正温度系数)控制器40、PTC加热器50、冷凝器60、蒸发器温度传感器70和空调面板80，其中，空调面板80上设置有对鼓风机进行控制的第一旋钮81、对冷暖风门进行控制的第二旋钮82、对压缩机30进行控制的第三按钮83、对PTC加热器50进行控制的第四按钮84。其中，需要说明的是，为了降低空调系统成本，空调面板80本身不具有控制器。具体地，空调面板80用于采集第一旋钮81、第二旋钮82、第三按钮83和第四按钮84上的按钮信号，并将所采集到的按钮信号发送给整车控制器10。整车控制器10用于根据空调面板80发送的按钮信号、蒸发器温度传感器70所采集到的温度信号、电池管理系统发送的电池信息按照预设策略对压缩机30、PTC加热器50和冷凝器60进行控制，以实现空调功能。其中，蒸发器温度传感器70所采集到的温度信号为电源模拟量，整车控制器10在接收到温度信号通过现有技术即可解析出该温度信号对应的温度值，该温度值即为蒸发器温度。其中，整车控制器10与纯电动汽车的电池管理系统通过CAN方式进行信息交互。在本发明的一个实施例中，整车控制器10对压缩机30进行控制的过程中，整车控制器10具体用于：如果整车控制器10根据从温度信号确定蒸发器温度小于预设温度阈值，则整车控制器10禁止启动压缩机30。如果整车控制器10根据从温度信号确定蒸发器温度大于或者等于预设温度阈值，则整车控制器10根据按钮信号、温度信号、电池信息以及预设策略生成压缩机30的第一使能命令和转速值，并通过压缩机控制器20将第一使能命令和转速值发送给压缩机30。相应地，压缩机30具体用于根据第一使能命令和转速值调整自身的工作状态。另外，在本发明的一个实施例中，整车控制器10对PTC加热器50进行控制的过程中，整车控制器10：通过PTC控制器40发送第二使能指令、从第一旋钮81采集到的按钮信号以及从第二旋钮82采集到的按钮信号发送给PTC加热器50。具体来说，PTC加热器50具体用于根据接收到的第二使能指令、从第一旋钮81采集到的按钮信号以及从第二旋钮82采集到的按钮信号调整自身的工作模式。其中，需要说明的是，上述预设策略包括控制策略、能量管理策略与空调保护策略，并且在不同车辆模式下，整车控制器10所基于的策略不同。另外，在本发明的一个实施例中，如图2所示，该纯电动汽车的空调系统还可以包括仪表90，整车控制器10还用于：在判断出纯电动汽车处于行车模式，且纯电动汽车的电池最大可放电功率大于第一预设阈值，以及动力电池的剩余电池电量大于或者等于第二预设阈值时，整车控制器10允许空调使能，即允许开启空调系统。其中，第一预设阈值和第二预设阈值均是在行车模式下预先设置的。例如，第一预设阈值为6kw，第二预设阈值为5，具体地，整车控制器10通过CAN方式从电池管理系统获取动力电池的电池信息，具体而言，整车控制器10通过CAN方式从电池管理系统获取动力电池的最大可放电功率以及剩余电池电量，然后，整车控制器10判断最大可放电功率是否大于6kw，以及剩余电池电量(SOC)是否低于5，并在判断出电池最大可放电功率大于6kw且SOC不低于5时，整车控制器10允许空调开启，否则不允许空调使能。整车控制器10通过对动力电池的最大可放电功率和剩余电池电量进行判断，可实现对动力电池的保护，以防止动力电池因空调系统工作而造成过放情况的发生。另外，在纯电动汽车处于行车模式下，且空调工作的过程中，整车控制器10还用于：对车辆剩余续驶里程进行监控，以及在监控到车辆剩余续驶里程低于第三预设阈值时，通过仪表90提示驾驶员关闭空调以来延长续驶里程。其中，第三预设阈值是在纯电动汽车处于行车模式，且允许空调使能的过程中，预先设置的在仪表90中显示提示信息的剩余续驶里程的阈值。例如，第三预设阈值为30km，在空调允许使能条件下，整车控制器10判断车辆剩余续驶里程是否低于30km，若低于该30km，则整车控制器10通过仪表90对驾驶员进行提示，以提示驾驶员可通过关闭空调系统来延长续驶里程。在纯电动汽车处于行车模式，且在空调工作的过程中，整车控制器10还根据从第一旋钮81采集到的按钮信号确定鼓风机是否处于开启状态，并在鼓风机处于开启状态时，根据从第二旋钮82采集到的按钮信号、从第三按钮83采集到的按钮信号和从第四按钮84采集到的按钮信号控制空调的工作模式。其中，在纯电动汽车处于行车模式，且在空调工作的过程中，整车控制器10根据从第二旋钮82采集到的按钮信号、从第三按钮83采集到的按钮信号和从第四按钮84采集到的按钮信号控制空调的工作模式的具体过程为：当第三按钮83与第四按钮84均未被按下或第二旋钮82处于中间状态，则整车控制器10不对压缩机30与PTC加热器50进行控制，此时空调处于待机状态；当第三按钮83被按下，则整车控制器10通过CAN网络向压缩机控制器20发送使能命令与转速值。其中，转速值是整车控制器10根据第二旋钮82所确定的冷暖风门位置计算而来的。压缩机的转速值与冷暖风门位置呈非线性关系，第二旋钮82越偏向制冷侧，则压缩机30转速越高，具体通过查表法实现。当仅第四按钮84被按下，则整车控制器10通过CAN网络向PTC控制器40发送使能命令与PTC加热器50的工作功率值。其中，PTC加热器50的工作功率值是整车控制器10根据第二旋钮82所确定的冷暖风门位置计算而来的。PTC加热器50的工作功率值与冷暖风门位置呈非线性关系，第二旋钮82越偏向制热侧，则PTC加热器50的工作功率值越高，具体通过查表法实现。当第三按钮83与第四按钮84均被按下时，则整车控制器10判断这两个按钮那个先被按下，并以先按下的按钮为准对空调进行控制。另外，若第三按钮83与第四按钮84同时被按下则整车控制器10控制空调处于待机状态，直到其中的一个按钮的“按下”状态消失。在本发明的一个实施例中，除了由驾驶员根据提示关闭空调外，在纯电动汽车处于行车模式下，且空调工作的过程中，如果整车控制器10判断出电池最大可放电功率低于第四预设阈值和/或剩余电池电量低于第五预设阈值，则整车控制器10关闭空调。其中，第四预设阈值是和第五预设阈值预先设置的。例如，第四预设阈值为5kw，第五预设阈值为3，具体地，在行车模式下，在空调工作的过程中，整车控制器10从电池管理系统中获得动力电池的电池信息，并根据所获得的电池信息判断电池最大可放电功率是否低于5kw，以及剩余电池电量(电池SOC(State ofCharge)，电池荷电状态)是否低于3，如果电池最大可放电功率低于5kw和/或者剩余电池电量低于3，则整车控制器10关闭空调，以防止动力电池因空调系统工作而造成过放。在本发明的一个实施例中，在整车控制器10判断出纯电动汽车处于充电模式时，整车控制器10还对动力电池的剩余电池电量是否大于第六预设阈值进行判断，以及在判断出动力电池的剩余电池电量大于第六预设阈值时，整车控制器10允许空调使能。其中，第六预设阈值是在充电模式下，预先设置的允许空调使用的动力电池的剩余电池电量的阈值。例如，第六预设阈值为10，在纯电动汽车上电后，整车控制器10通过现有技术判断车辆模式，当车辆处于充电模式下时，整车控制器10根据电池管理系统CAN报文获取动力电池的剩余电池电量，考虑到车辆在充电时开启空调动力电池的SOC有可能会降低(电池的输入功率低于空调系统的消耗功率)，为防止动力电池因空调系统工作而造成过放，当电池SOC低于10时，禁止空调使能，否则允许空调使能。在车辆处于充电模式下，且在空调工作的过程中，整车控制器10还根据从第一旋钮81采集到的按钮信号确定鼓风机是否处于开启状态，并在鼓风机处于开启状态时，根据从第二旋钮82采集到的按钮信号、从第三按钮83采集到的按钮信号和从第四按钮84采集到的按钮信号控制空调的工作模式。在车辆处于充电模式下，在空调工作的过程中，整车控制器10根据从第二旋钮82采集到的按钮信号、从第三按钮83采集到的按钮信号和从第四按钮84采集到的按钮信号控制空调的工作模式的具体过程为：当第三按钮83与第四按钮84均未被按下或第二旋钮82处于中间状态，则整车控制器10不对压缩机30与PTC加热器50进行控制，此时空调处于待机状态；当第三按钮83被按下，则整车控制器10通过CAN网络向压缩机控制器20发送使能命令与转速值。其中，转速值是整车控制器10根据第二旋钮82所确定的冷暖风门位置计算而来的。压缩机的转速值与冷暖风门位置呈非线性关系，第二旋钮82越偏向制冷侧，则压缩机30转速越高，具体通过查表法实现。当仅第四按钮84被按下，则整车控制器10通过CAN网络向PTC控制器40发送使能命令与PTC加热器的工作功率值。其中，PTC加热器50的工作功率值是整车控制器10根据第二旋钮82所确定的冷暖风门位置计算而来的。PTC加热器50的工作功率值与冷暖风门位置呈非线性关系，第二旋钮82越偏向制热侧，则PTC加热,50的工作功率值越高，具体通过查表法实现。当第三按钮83与第四按钮84均被按下时，则整车控制器10判断这两个按钮那个先被按下，并以先按下的按钮为准对空调进行控制。另外，若第三按钮83与第四按钮84同时被按下则整车控制器10控制空调处于待机状态，直到其中的一个按钮的“按下”状态消失。在纯电动车的车辆模式处于充电模式时，在空调工作的过程中，如果整车控制器10判断出动力电池的剩余电池电量低于第七预设阈值，则整车控制器10关闭空调。其中，第七预设阈值是系统在充电模式下，预先设置的自动关闭空调的剩余电池电量的阈值。例如，第七预设阈值为5，在充电模式下，在空调工作的过程中，整车控制器10通过CAN网络从电池管理系统中获得动力电池的剩余电池电量，并判断剩余电池电量是否低于5，如果剩余电池电量低于5，则整车控制器10关闭空调使能状态，即整车控制器10自动关闭空调，以防止动力电池因空调工作而造成过放。在本发明的一个实施例中，为了降低空调系统的成本，冷凝器60与车辆驱动系统共用散热风扇，冷凝器60与车辆驱动系统的散热器并排布置，其中，为了进一步对压缩机30进行保护以延长器使用寿命，整车控制器10还用于：在压缩机30处于工作状时，通过散热风扇对压缩机30进行散热，以及在压缩机停止工作后，控制散热风扇再对压缩机30散热预设时间段。其中，预设时间段是空调系统中预先设置的时间值，例如，预设时间段为30秒。通常在压缩机30停止工作后的一段时间内温度仍然较高，因此，当驾驶员通过第三按钮关闭压缩机30之后，整车控制器30通过压缩机控制器20将对应的关闭指令发送至压缩机30，压缩机30关闭，在压缩机30关闭后，整车控制器10控制散热风扇继续对压缩机30散热30秒，并在30秒后，整车控制器10关闭散热风扇。考虑到车辆运行过程中车上人员存在频繁操作第三按钮的可能，该种操作会导致压缩机30频繁开启，进而影响压缩机30使用寿命，为了延长压缩机30使用寿命，整车控制器10还用于：如果判断出压缩机30启停的时间间隔小于预设时间，则在延时预设时间之后向压缩机30发送第一使能命令，以根据第一使能指令启动压缩机30。其中，预设时间是空调系统中预先设置的时间值。例如，预设时间为30秒，当压缩机30出现使能需求后，首先整车控制器10判断距离上次关闭的时间是否大于30s，若满足该条件，则整车控制器10发出压缩机30使能命令，否则延时30s后发出使能命令，以实现在启动过程中，对压缩机30进行保护。根据本发明实施例的纯电动汽车的空调系统，通过在空调面板上设置有对鼓风机进行控制的第一旋钮、对冷暖风门进行控制的第二旋钮、对压缩机进行控制的第三按钮、对PTC加热器进行控制的第四按钮，并通过空调面板采集第一旋钮、第二旋钮、第三按钮和第四按钮上的按钮信号，并将所采集到的按钮信号发送给整车控制器，然后整车控制器根据空调面板发送的按钮信号、蒸发器温度传感器所采集到的温度信号、电池管理系统发送的电池信息按照预设策略对压缩机、PTC加热器和冷凝器进行控制，以实现空调功能。由此，通过优化系统硬件配置降低了空调系统的成本，并依托整车控制器强大的计算能力及丰富的接口资源采用集成控制方案，在实现空调功能，保证其可靠性的前提下，省去了空调面板控制器，降低了空调系统成本。为了实现上述实施例，本发明还提出了一种基于上述实施例描述的纯电动汽车的空调系统所进行的纯电动汽车的空调系统的控制方法。图3是根据本发明一个实施例的纯电动汽车的空调系统的控制方法的流程图。如图3所示，该纯电动汽车的空调系统的控制方法，包括以下步骤：S301，空调面板采集第一旋钮、第二旋钮、第三按钮和第四按钮上的按钮信号，并将所采集到的按钮信号发送给整车控制器。S302，整车控制器根据空调面板发送的按钮信号、蒸发器温度传感器所采集到的温度信号、电池管理系统发送的电池信息按照预设策略对压缩机、PTC加热器和冷凝器风扇进行控制，以实现空调功能。其中，需要说明的是，上述预设策略包括控制策略、能量管理策略与空调保护策略，并且在不同车辆模式下，整车控制器所基于的策略不同。通常纯电池汽车的车辆模式有两种，分别为行车模式和充电模式，在这两种模式下整车控制器控制空调所采用的策略不同。具体地，在纯电动汽车上电后，整车控制器可通过现有技术对车辆模式进行判断，以确定纯电动汽车的车辆模式是行车模式，还是充电模式，并在确定纯电动汽车的车辆模式后，整车控制器采用相应地的策略对空调系统进行控制。下面结合图4对整车控制器对纯电动汽车处于行车模式下，对空调进行控制的过程进行详情描述。图4是根据本发明一个实施例的行车模式下的空调控制方法的流程图。在行车模式下，整车控制器对空调系统进行控制的过程，可以包括：S401，整车控制器判断纯电动汽车的电池最大可放电功率是否大于第一预设阈值，以及动力电池的剩余电池电量是否大于或者等于第二预设阈值，如果电池最大可放电功率是否大于第一预设阈值，且剩余电池电量大于或者等于第二预设阈值，则执行步骤S402，否则执行步骤S403。S402，整车控制器允许空调使能。S403，整车控制器关闭空调使能。其中，第一预设阈值和第二预设阈值均是在行车模式下预先设置的。例如，第一预设阈值为6kw，第二预设阈值为5，具体地，整车控制器通过CAN方式从电池管理系统获取动力电池的电池信息，具体而言，整车控制器通过CAN方式从电池管理系统获取动力电池的最大可放电功率以及剩余电池电量，然后，整车控制器判断最大可放电功率是否大于6kw，以及剩余电池电量(SOC)是否低于5，并在判断出电池最大可放电功率大于6kw且SOC不低于5时，整车控制器允许空调开启，否则不允许空调使能。整车控制器通过对动力电池的最大可放电功率和剩余电池电量进行判断，可实现对动力电池的保护，以防止动力电池因空调系统工作而造成过放情况的发生。S404，整车控制器对车辆剩余续驶里程进行监控，以及在监控到车辆剩余续驶里程低于第三预设阈值时，通过仪表提示驾驶员关闭空调以来延长续驶里程。其中，第三预设阈值是在纯电动汽车处于行车模式，且允许空调使能的过程中，预先设置的在仪表中显示提示信息的剩余续驶里程的阈值。例如，第三预设阈值为30km，在空调允许使能条件下，整车控制器判断车辆剩余续驶里程是否低于30km，若低于该30km，则整车控制器通过仪表对驾驶员进行提示，以提示驾驶员可通过关闭空调系统来延长续驶里程。S405，整车控制器根据从第一旋钮采集到的按钮信号确定鼓风机是否处于开启状态，如果鼓风机处于开启状态，则执行步骤S406，否则执行步骤S401。具体地，如果第一旋钮处于中间状态，则鼓风机没有启动。S406，整车控制器根据从第二旋钮采集到的按钮信号、从第三按钮采集到的按钮信号和从第四按钮采集到的按钮信号控制空调的工作模式。其中，S406的具体过程为：当第三按钮与第四按钮均未被按下或第二旋钮处于中间状态，则整车控制器不对压缩机与PTC加热器进行控制，此时空调处于待机状态；当仅第三按钮被按下，则整车控制器通过CAN网络向压缩机控制器发送使能命令与转速值，以及还发送风扇需求。 | 本发明公开了一种纯电动汽车的空调系统及控制方法，该系统包括：空调面板上设置有对鼓风机进行控制的第一旋钮、对冷暖风门进行控制的第二旋钮、对压缩机进行控制的第三按钮、对PTC加热器进行控制的第四按钮；空调面板，用于采集第一旋钮、第二旋钮、第三按钮和第四按钮上的按钮信号，并将所采集到的按钮信号发送给整车控制器；整车控制器，用于根据空调面板发送的按钮信号、蒸发器温度传感器所采集到的温度信号、电池管理系统发送的电池信息按照预设策略对压缩机、PTC加热器和冷凝器进行控制，以实现空调功能。该系统在实现空调功能，保证其可靠性的前提下，省去了空调面板控制器，降低了空调系统成本。 | CN:201510708228.0A | https://patentimages.storage.googleapis.com/50/81/a1/47fedfc19c5c58/CN105346354B.pdf | CN:105346354:B | 李玮, 代康伟, 耿姝芳, 梁海强 | Beijing Electric Vehicle Co Ltd | NaN | Not available | 2018-05-04 | 1.一种纯电动汽车的空调系统，其特征在于，包括：整车控制器、压缩机控制器、压缩机、PTC控制器、PTC加热器、冷凝器、蒸发器温度传感器和空调面板，其中，, 所述空调面板上设置有对鼓风机进行控制的第一旋钮、对冷暖风门进行控制的第二旋钮、对所述压缩机进行控制的第三按钮、对所述PTC加热器进行控制的第四按钮；, 所述空调面板，用于采集所述第一旋钮、第二旋钮、第三按钮和所述第四按钮上的按钮信号，并将所采集到的按钮信号发送给所述整车控制器；, 所述整车控制器，用于根据所述空调面板发送的按钮信号、所述蒸发器温度传感器所采集到的温度信号、电池管理系统发送的电池信息按照预设策略对所述压缩机、所述PTC加热器和所述冷凝器进行控制，以实现空调功能；, 其中，所述冷凝器与车辆驱动系统共用散热风扇，所述冷凝器与所述车辆驱动系统的散热器并排布置，其中，, 所述整车控制器，还用于在所述压缩机处于工作状态时，通过所述散热风扇对所述压缩机进行散热，以及在所述压缩机停止工作后，控制所述散热风扇再对所述压缩机散热预设时间段。, \n \n, 2.如权利要求1所述的纯电动汽车的空调系统，其特征在于，, 如果所述整车控制器根据从所述温度信号确定蒸发器温度小于预设温度阈值，则所述整车控制器禁止启动所述压缩机；, 如果所述整车控制器根据从所述温度信号确定蒸发器温度大于或者等于预设温度阈值，则所述整车控制器根据所述第一旋钮、第二旋钮、第三按钮和所述第四按钮上的按钮信号、所述温度信号、所述电池信息以及预设策略生成所述压缩机的第一使能指令和转速值，并通过所述压缩机控制器将所述第一使能指令和所述转速值发送给所述压缩机；, 所述压缩机，具体用于根据所述第一使能指令和所述转速值调整自身的工作状态；, 所述整车控制器，具体用于通过所述PTC控制器发送第二使能指令、从所述第一旋钮采集到的按钮信号以及从所述第二旋钮采集到的按钮信号发送给所述PTC加热器；, 所述PTC加热器，具体用于根据接收到的所述第二使能指令、从所述第一旋钮采集到的按钮信号以及从所述第二旋钮采集到的按钮信号调整自身的工作模式。, \n \n, 3.如权利要求1所述的纯电动汽车的空调系统，其特征在于，, 如果所述整车控制器判断出所述压缩机启停的时间间隔小于预设时间，则在延时所述预设时间之后向所述压缩机发送第一使能指令，以使所述压缩机根据所述第一使能指令启动所述压缩机。, \n \n, 4.如权利要求2所述的纯电动汽车的空调系统，其特征在于，还包括：仪表，其中，, 如果所述整车控制器判断出纯电动汽车处于行车模式，且所述纯电动汽车的电池最大可放电功率大于第一预设阈值，以及动力电池的剩余电池电量大于或者等于第二预设阈值，则所述整车控制器允许空调使能，并在所述空调工作的过程中，所述整车控制器还对车辆剩余续驶里程进行监控，以及在监控到所述车辆剩余续驶里程低于第三预设阈值时，通过所述仪表提示驾驶员关闭所述空调以来延长续驶里程。, \n \n, 5.如权利要求4所述的纯电动汽车的空调系统，其特征在于，在所述空调工作的过程中，如果所述整车控制器判断出所述电池最大可放电功率低于第四预设阈值和/或所述剩余电池电量低于第五预设阈值，则所述整车控制器关闭所述空调。, \n \n, 6.如权利要求2所述的纯电动汽车的空调系统，其特征在于，, 如果所述整车控制器判断出纯电动汽车处于充电模式，且动力电池的剩余电池电量大于第六预设阈值，则所述整车控制器允许空调使能；, 在所述空调工作的过程中，所述整车控制器还根据从所述第一旋钮采集到的按钮信号确定所述鼓风机是否处于开启状态，并在所述鼓风机处于开启状态时，以及根据从所述第二旋钮采集到的按钮信号、从所述第三按钮采集到的按钮信号和从所述第四按钮采集到的按钮信号控制所述空调的工作模式。, \n \n, 7.如权利要求6所述的纯电动汽车的空调系统，其特征在于，在所述空调工作的过程中，如果所述整车控制器判断出所述动力电池的剩余电池电量低于第七预设阈值，则所述整车控制器关闭所述空调。, 8.一种使用如权利要求1-7任一项所述的纯电动汽车的空调系统所进行的纯电动汽车的空调系统的控制方法，其特征在于，包括以下步骤：, 所述空调面板采集所述第一旋钮、第二旋钮、第三按钮和所述第四按钮上的按钮信号，并将所采集到的按钮信号发送给所述整车控制器；, 所述整车控制器根据所述空调面板发送的按钮信号、所述蒸发器温度传感器所采集到的温度信号、所述电池管理系统发送的电池信息按照预设策略对所述压缩机、所述PTC加热器和所述冷凝器风扇进行控制，以实现空调功能。, \n \n, 9.如权利要求8所述的纯电动汽车的空调系统的控制方法，其特征在于，, 所述整车控制器根据所述温度信号判断蒸发器温度是否小于预设温度阈值，如果所述蒸发器温度小于预设温度阈值，则整车控制器禁止启动所述压缩机；, 如果所述整车控制器根据从所述温度信号确定蒸发器温度大于或者等于预设温度阈值，则所述整车控制器根据所述第一旋钮、第二旋钮、第三按钮和所述第四按钮上的按钮信号、所述温度信号、所述电池信息以及预设策略生成所述压缩机的第一使能指令和转速值，并通过所述压缩机控制器将所述第一使能指令和所述转速值发送给所述压缩机；, 所述压缩机根据所述第一使能指令和所述转速值调整自身的工作状态；, 所述整车控制器通过所述PTC控制器发送第二使能指令、从所述第一旋钮采集到的按钮信号以及从所述第二旋钮采集到的按钮信号发送给所述PTC加热器；, 所述PTC加热器根据接收到的所述第二使能指令、从所述第一旋钮采集到的按钮信号以及从所述第二旋钮采集到的按钮信号调整自身的工作模式；, 其中，所述冷凝器与车辆驱动系统共用散热风扇，所述冷凝器与所述车辆驱动系统的散热器并排布置，其中，, 所述整车控制器在所述压缩机处于工作状态时，通过所述散热风扇对所述压缩机进行散热；, 所述整车控制器在所述压缩机停止工作后，控制所述散热风扇再对所述压缩机散热预设时间段。, \n \n, 10.如权利要求8所述的纯电动汽车的空调系统的控制方法，其特征在于，, 如果所述整车控制器判断出所述压缩机启停的时间间隔小于预设时间，则在延时所述预设时间之后向所述压缩机发送第一使能指令，以使所述压缩机根据所述第一使能指令启动所述压缩机。, \n \n, 11.如权利要求9所述的纯电动汽车的空调系统的控制方法，其特征在于，, 如果所述整车控制器判断出纯电动汽车处于行车模式，且所述纯电动汽车的电池最大可放电功率大于第一预设阈值，以及动力电池的剩余电池电量大于或者等于第二预设阈值，则所述整车控制器允许空调使能，并在所述空调工作的过程中，所述整车控制器还对车辆剩余续驶里程进行监控，以及在监控到所述车辆剩余续驶里程低于第三预设阈值时，通过仪表提示驾驶员关闭所述空调以来延长续驶里程。, \n \n, 12.如权利要求11所述的纯电动汽车的空调系统的控制方法，其特征在于，在所述空调工作的过程中，如果所述整车控制器判断出所述电池最大可放电功率低于第四预设阈值和/或所述剩余电池电量低于第五预设阈值，则所述整车控制器关闭所述空调。, \n \n, 13.如权利要求9所述的纯电动汽车的空调系统的控制方法，其特征在于，, 如果所述整车控制器判断出纯电动汽车处于充电模式，且动力电池的剩余电池电量大于第六预设阈值，则所述整车控制器允许空调使能；, 在所述空调工作的过程中，所述整车控制器还根据从所述第一旋钮采集到的按钮信号确定所述鼓风机是否处于开启状态，并在所述鼓风机处于开启状态时，以及根据从所述第二旋钮采集到的按钮信号、从所述第三按钮采集到的按钮信号和从所述第四按钮采集到的按钮信号控制所述空调的工作模式。, \n \n, 14.如权利要求13所述的纯电动汽车的空调系统的控制方法，其特征在于，在所述空调工作的过程中，如果所述整车控制器判断出所述动力电池的剩余电池电量低于第七预设阈值，则所述整车控制器关闭所述空调。 | CN | China | Active | B | True |
| 172 | 电动汽车能量调度方法及系统 \n | CN107194530B | 技术领域本发明涉及电动汽车充/换电技术领域，具体涉及一种电动汽车能量调度方法及系统、电池架单元及换电站。背景技术电动汽车的能源补给方式主要包括充电方式和换电方式，其中，换电方式指的是采用满电的模块化电池直接置换电动汽车内的缺电电池，相比于充电方式，这种能源补给方式可以实现电动汽车的快速补能。同时，换电方式主要是在换电站内配置一定数量的备用动力电池作为换电电池，这些动力电池还可以作为可中断负荷参与电网需求侧响应，实现削峰填谷。目前，换电站主要采用集中式设计，即将动力电池按照集中布置的方式放置在换电站内，并对这些动力电池进行集中充电。这种集中式设计虽然简化了换电站的充电策略，但是随着电动汽车充电需求的增加，换电站内充电设备的容量和数量也会逐步增加，进而增加换电站的占地面积和电力容量，不利于换电站的建设与发展，也不能满足日益增加的电动汽车充电需求。发明内容为了解决现有技术中的上述问题，即为了解决集中式设计的换电站充电设备的容量和数量不易扩展的技术问题，本发明提供了一种电动汽车能量调度方法及系统、电池架单元及换电站。第一方面，本发明中一种电动汽车能量调度方法的技术方案是：确定在预设区域内对待换电电动汽车进行电池更换的主换电站；确定由所述主换电站分配到所述预设区域内能量调度区域的换电电池，并将所述换电电池配送至能量调度区域；其中，所述能量调度区域为所述预设区域内换电站所在的子区域，所述子区域包括一个或多个充电设施；控制所述能量调度区域内处于闲置状态的充电设施对所述换电电池进行充电，并将所述充电后的换电电池配送至所述主换电站。进一步地，本发明提供的一个优选技术方案为：所述确定由主换电站分配到预设区域内能量调度区域的换电电池，具体包括：获取所述充电设施的状态信息；其中，所述状态信息包括充电设施的地址、可用充电时段和充电容量；依据所述充电设施的状态信息、所述换电电池所需的充电电量和所述能量调度区域的调度策略，确定分配到能量调度区域的换电电池。进一步地，本发明提供的一个优选技术方案为：所述调度策略包括如下式所示的目标函数：min(Cs)＝min(Cc+Cr+Cd-Cb)其中，所述Cs、Cc和Cr分别为所述能量调度区域的综合成本、充电成本、换电成本，所述Cd为换电电池的配送成本，所述Cb为所述能量调度区域内换电站参与电网需求侧响应的收益。进一步地，本发明提供的一个优选技术方案为：所述预设区域包括一个或多个能量调度区域。进一步地，本发明提供的一个优选技术方案为：所述确定在预设区域内对待换电电动汽车进行电池更换的主换电站，具体包括：获取所述待换电电动汽车行驶至所述预设区域内换电站的行驶时间，并将与所述行驶时间的最小值对应的换电站设置为主换电站。进一步地，本发明提供的一个优选技术方案为：控制所述能量调度区域的换电站向电网供电，以参与电网需求侧响应，具体包括：获取所述电网所需的负荷电量、所述换电站的储存电量和所述换电电池所需的充电电量；依据所述负荷电量、储存电量和充电电量，确定向所述电网供电的一个或多个供电换电站，并控制所述供电换电站内的动力电池向电网或供电换电站的负荷供电。第二方面，本发明中一种电动汽车能量调度系统的技术方案是：主换电站确定模块，用于确定在预设区域内对待换电电动汽车进行电池更换的主换电站；换电电池分配模块，用于确定由所述主换电站分配到所述预设区域内能量调度区域的换电电池；其中，所述能量调度区域为所述预设区域内换电站所在的子区域，所述子区域包括一个或多个充电设施；换电电池充电模块，用于控制所述能量调度区域内处于闲置状态的充电设施对所述换电电池进行充电；换电电池配送设备，用于将所述换电电池分配模块分配的换电电池配送至能量调度区域，并将充电后的换电电池配送至所述主换电站。进一步地，本发明提供的一个优选技术方案为：所述主换电站确定模块包括电动汽车行驶时间采集单元和主换电站设置单元；所述电动汽车行驶时间采集单元，用于获取所述待换电电动汽车行驶至所述换电站的行驶时间；所述主换电站设置单元，用于将与所述行驶时间的最小值对应的换电站作为主换电站。进一步地，本发明提供的一个优选技术方案为：所述换电电池分配模块包括充电设施状态信息采集单元和换电电池分配单元；所述充电设施状态信息采集单元，用于获取所述充电设施的状态信息；其中，所述状态信息包括充电设施的地址、可用充电时段和充电容量；所述换电电池分配单元，用于依据所述充电设施的状态信息、所述换电电池所需的充电电量和所述能量调度区域的调度策略，确定分配到能量调度区域的换电电池。进一步地，本发明提供的一个优选技术方案为：所述系统包括电网响应控制模块，其用于控制所述能量调度区域的换电站向电网供电，以参与电网需求侧响应；所述电网响应控制模块包括电量采集单元和供电控制单元；其中，所述电量采集单元，用于获取所述电网所需的负荷电量、所述换电站的储存电量和所述换电电池所需的充电电量；所述供电控制单元，用于依据所述负荷电量、储存电量和充电电量，确定向所述电网供电的一个或多个供电换电站，并控制所述供电换电站内的动力电池向电网或供电换电站的负荷供电。优选的，本发明还提供了另一种电动汽车能量调度系统，基于计算机云控制技术，实现了对电动汽车、换电站、充电设施的统筹调度，其技术方案是：所述系统包括：云平台；调度策略中心，其与所述云平台连接，用于向所述云平台提供电动汽车能量调度策略；充电设施控制设备，其安装在充电设施上并与所述云平台通信，用于向所述云平台发送状态信息，及接收所述云平台下发的充电指令；所述充电设施控制设备依据该充电指令控制所述充电设施对换电电池进行充电；配送设备，其与所述云平台通信，用于依据所述云平台下发的配送指令，将所述换电站中的换电电池配送至充电设施，和/或将充电后的换电电池配送至所述换电站。进一步地，本发明提供的一个优选技术方案为：所述系统还包括车载电子设备；所述车载电子设备安装在电动汽车上并与所述云平台通信，用于向所述云平台发送更换电池请求，及接收所述云平台下发的换电站信息。进一步地，本发明提供的一个优选技术方案为：所述车载电子设备、充电设施控制设备和配送设备分别通过无线网络与所述云平台进行通信。进一步地，本发明提供的一个优选技术方案为：所述电动汽车能量调度策略，具体包括：确定在预设区域内对待换电电动汽车进行电池更换的主换电站；确定由所述主换电站分配到所述预设区域内能量调度区域的换电电池，并将所述换电电池配送至能量调度区域；其中，所述能量调度区域为所述预设区域内换电站所在的子区域，所述子区域包括一个或多个充电设施；控制所述能量调度区域内处于闲置状态的充电设施对所述换电电池进行充电，并将所述充电后的换电电池配送至所述主换电站。优选的，本发明还提供了一种电池架单元，可以将充电设施输出的充电电流转换为待充电电池可用的电流，其技术方案是：所述电池架单元包括电源转换模块和电池架；所述电池架单元，用于对充电设施的充电电流进行电源转换，并将所述电源转换后的充电电流传输至电池进行充电；其中，所述电源转换模块，用于对所述充电设施的充电电流进行电源转换；所述电池架包括用于放置电池的支撑平台，以及设置在所述支撑平台上的第一接口和第二接口；所述第一接口与所述电源转换模块连接，用于接收所述电源转换后的充电电流；所述第二接口与所述电池的电极端子连接，用于向所述电池传输所述充电电流。进一步地，本发明提供的一个优选技术方案为：所述电池架单元还包括监控模块；所述监控模块，用于监控所述电池的充电状态。进一步地，本发明提供的一个优选技术方案为：所述电池架单元还包括通信模块；所述通信模块通过无线网络与远程控制平台通信，用于接收所述远程控制平台下发的充电启动指令，并向其发送电池的充电状态信息。优选的，本发明还提供了一种换电站，该换电站包括动力电池充电位和上述技术方案所述的电池架单元，实现了电池与充电设施的交互通信，其技术方案是：所述动力电池充电位设置有供电电源接口；所述电池架单元可以放置于动力电池充电位，所述电池架单元中所述的电源转换模块与供电电源接口插接连接，用于对所述电池架单元中的动力电池进行充电。与现有技术相比，上述技术方案至少具有以下有益效果：1、本发明提供的一种电动汽车能量调度方法，对分布式的能量调度区域进行统筹管理，可以充分利用预设区域内所有的充电设施，不仅提高了充电设施的利用率，也减轻了换电站的充/换电压力，便于在城市等建筑资源密集地区合理建设和规划换电站，以满足日益增加的电动汽车充/换电需求。2、本发明提供的一种电动汽车能量调度系统，其主换电站确定模块和换电电池分配模块分别可以确定在预设区域内对待换电电动汽车进行换电的主换电站，及分配到能量调度区域的换电电池，换电电池充电模块可以控制处于闲置状态的充电设施对换电电池进行充电，实现了对换电电池的分布式充电，提高了对能量调度区域内闲置充电设施的利用率，进而减轻了换电站的充/换电压力。3、本发明提供的另一种电动汽车能量调度系统，基于计算机云控制技术，并通过设置云平台、调度策略中心、车载电子设备、充电设施控制设备和配送设备，实现对电动汽车、换电站、充电设施的统筹调度。4、本发明提供的一种电池架单元，其电源转换模块可以将充电设施输出的充电电流转换为待充电电池可用的电流，例如将交流电流转换为直流电流；电池架可以作为电池架单元的输出端，向电池输出充电电流；监控模块可以监测电池在充电过程中的充电状态，防止发生过流、过压和过热等故障。5、本发明提供的一种换电站，其包括上述技术方案所述的电池架单元，实现了电池与充电设施的交互通信，通过电池架单元对充电电流进行电源转换，并监控电池的充电状态，可以提高充电设施的充电效率。方案1、一种电动汽车能量调度方法，其特征在于，所述方法包括：确定在预设区域内对待换电电动汽车进行电池更换的主换电站；确定由所述主换电站分配到所述预设区域内能量调度区域的换电电池，并将所述换电电池配送至能量调度区域；其中，所述能量调度区域为所述预设区域内换电站所在的子区域，所述子区域包括一个或多个充电设施；控制所述能量调度区域内处于闲置状态的充电设施对所述换电电池进行充电，并将所述充电后的换电电池配送至所述主换电站。方案2、根据方案1所述的电动汽车能量调度方法，其特征在于，所述确定由主换电站分配到预设区域内能量调度区域的换电电池，具体包括：获取所述充电设施的状态信息；其中，所述状态信息包括充电设施的地址、可用充电时段和充电容量；依据所述充电设施的状态信息、所述换电电池所需的充电电量和所述能量调度区域的调度策略，确定分配到能量调度区域的换电电池。方案3、根据方案2所述的电动汽车能量调度方法，其特征在于，所述调度策略包括如下式所示的目标函数：min(Cs)＝min(Cc+Cr+Cd-Cb)其中，所述Cs、Cc和Cr分别为所述能量调度区域的综合成本、充电成本、换电成本，所述Cd为换电电池的配送成本，所述Cb为所述能量调度区域内换电站参与电网需求侧响应的收益。方案4、根据方案1所述的电动汽车能量调度方法，其特征在于，所述预设区域包括一个或多个能量调度区域。方案5、根据方案1或4所述的电动汽车能量调度方法，其特征在于，所述确定在预设区域内对待换电电动汽车进行电池更换的主换电站，具体包括：获取所述待换电电动汽车行驶至所述预设区域内换电站的行驶时间，并将与所述行驶时间的最小值对应的换电站设置为主换电站。方案6、根据方案1-4任一项所述的电动汽车能量调度方法，其特征在于，进一步地，所述方法还包括：控制所述能量调度区域的换电站向电网供电，以参与电网需求侧响应，具体包括：获取所述电网所需的负荷电量、所述换电站的储存电量和所述换电电池所需的充电电量；依据所述负荷电量、储存电量和充电电量，确定向所述电网供电的一个或多个供电换电站，并控制所述供电换电站内的动力电池向电网或供电换电站的负荷供电。方案7、一种电动汽车能量调度系统，其特征在于，所述系统包括：主换电站确定模块，用于确定在预设区域内对待换电电动汽车进行电池更换的主换电站；换电电池分配模块，用于确定由所述主换电站分配到所述预设区域内能量调度区域的换电电池；其中，所述能量调度区域为所述预设区域内换电站所在的子区域，所述子区域包括一个或多个充电设施；换电电池充电模块，用于控制所述能量调度区域内处于闲置状态的充电设施对所述换电电池进行充电；换电电池配送设备，用于将所述换电电池分配模块分配的换电电池配送至能量调度区域，并将充电后的换电电池配送至所述主换电站。方案8、根据方案7所述的电动汽车能量调度系统，其特征在于，所述主换电站确定模块包括电动汽车行驶时间采集单元和主换电站设置单元；所述电动汽车行驶时间采集单元，用于获取所述待换电电动汽车行驶至所述换电站的行驶时间；所述主换电站设置单元，用于将与所述行驶时间的最小值对应的换电站作为主换电站。方案9、根据方案7所述的电动汽车能量调度系统，其特征在于，所述换电电池分配模块包括充电设施状态信息采集单元和换电电池分配单元；所述充电设施状态信息采集单元，用于获取所述充电设施的状态信息；其中，所述状态信息包括充电设施的地址、可用充电时段和充电容量；所述换电电池分配单元，用于依据所述充电设施的状态信息、所述换电电池所需的充电电量和所述能量调度区域的调度策略，确定分配到能量调度区域的换电电池。方案10、根据方案7-9任一项所述的电动汽车能量调度系统，其特征在于，进一步地，所述系统包括电网响应控制模块，其用于控制所述能量调度区域的换电站向电网供电，以参与电网需求侧响应；所述电网响应控制模块包括电量采集单元和供电控制单元；其中，所述电量采集单元，用于获取所述电网所需的负荷电量、所述换电站的储存电量和所述换电电池所需的充电电量；所述供电控制单元，用于依据所述负荷电量、储存电量和充电电量，确定向所述电网供电的一个或多个供电换电站，并控制所述供电换电站内的动力电池向电网或供电换电站的负荷供电。方案11、一种电动汽车能量调度系统，其特征在于，所述系统包括：云平台；调度策略中心，其与所述云平台连接，用于向所述云平台提供电动汽车能量调度策略；充电设施控制设备，其安装在充电设施上并与所述云平台通信，用于向所述云平台发送状态信息，及接收所述云平台下发的充电指令；所述充电设施控制设备依据该充电指令控制所述充电设施对换电电池进行充电；配送设备，其与所述云平台通信，用于依据所述云平台下发的配送指令，将所述换电站中的换电电池配送至充电设施，和/或将充电后的换电电池配送至所述换电站。方案12、根据方案11所述的电动汽车能量调度系统，其特征在于，所述系统还包括车载电子设备；所述车载电子设备安装在电动汽车上并与所述云平台通信，用于向所述云平台发送更换电池请求，及接收所述云平台下发的换电站信息。方案13、根据方案11或12所述的电动汽车能量调度系统，其特征在于，所述车载电子设备、充电设施控制设备和配送设备分别通过无线网络与所述云平台进行通信。方案14、根据方案11所述的电动汽车能量调度系统，其特征在于，所述电动汽车能量调度策略，具体包括：确定在预设区域内对待换电电动汽车进行电池更换的主换电站；确定由所述主换电站分配到所述预设区域内能量调度区域的换电电池，并将所述换电电池配送至能量调度区域；其中，所述能量调度区域为所述预设区域内换电站所在的子区域，所述子区域包括一个或多个充电设施；控制所述能量调度区域内处于闲置状态的充电设施对所述换电电池进行充电，并将所述充电后的换电电池配送至所述主换电站。 | 本发明涉及一种电动汽车能量调度方法及系统，其中，所述方法可以包括确定在预设区域内对待换电电动汽车进行换电的主换电站，及分配到能量调度区域的换电电池；控制处于闲置状态的充电设施对换电电池进行充电，并将充电后的换电电池配送至主换电站。与现有技术相比，本发明对分布式的能量调度区域进行统筹管理，可以充分利用预设区域内所有的充电设施，不仅提高了充电设施的利用率，也减轻了换电站的充/换电压力，便于在城市等建筑资源密集地区合理建设和规划换电站。 | CN:201710222887.2A | https://patentimages.storage.googleapis.com/64/0d/79/a2334065cc47fa/CN107194530B.pdf | CN:107194530:B | 刘隽 | NIO Co Ltd | CN:101950998:A, CN:102074978:A, CN:202167874:U, CN:105140977:A, CN:205292584:U, CN:104908721:A, CN:105244935:A, CN:205960781:U | Not available | 2020-09-22 | 1.一种电动汽车能量调度方法，其特征在于，所述方法包括：, 确定在预设区域内对待换电电动汽车进行电池更换的主换电站；, 确定由所述主换电站分配到所述预设区域内能量调度区域的换电电池，并将所述换电电池配送至能量调度区域；其中，所述能量调度区域为所述预设区域内换电站所在的子区域，所述子区域包括一个换电站以及一个或多个位于所述换电站以外区域的充电设施；, 控制所述能量调度区域内处于闲置状态的充电设施对所述换电电池进行充电，并将所述充电后的换电电池配送至所述主换电站；, 其中，所述能量调度区域的数量是多个且所有能量调度区域组合在一起能够形成所述预设区域。, 2.根据权利要求1所述的电动汽车能量调度方法，其特征在于，所述确定由主换电站分配到预设区域内能量调度区域的换电电池，具体包括：, 获取所述充电设施的状态信息；其中，所述状态信息包括充电设施的地址、可用充电时段和充电容量；, 依据所述充电设施的状态信息、所述换电电池所需的充电电量和所述能量调度区域的调度策略，确定分配到能量调度区域的换电电池。, 3.根据权利要求2所述的电动汽车能量调度方法，其特征在于，所述调度策略包括如下式所示的目标函数：, min(Cs)＝min(Cc+Cr+Cd-Cb), 其中，所述Cs、Cc和Cr分别为所述能量调度区域的综合成本、充电成本、换电成本，所述Cd为换电电池的配送成本，所述Cb为所述能量调度区域内换电站参与电网需求侧响应的收益。, 4.根据权利要求1所述的电动汽车能量调度方法，其特征在于，所述确定在预设区域内对待换电电动汽车进行电池更换的主换电站，具体包括：, 获取所述待换电电动汽车行驶至所述预设区域内换电站的行驶时间，并将与所述行驶时间的最小值对应的换电站设置为主换电站。, 5.根据权利要求1-3任一项所述的电动汽车能量调度方法，其特征在于，进一步地，所述方法还包括：控制所述能量调度区域的换电站向电网供电，以参与电网需求侧响应，具体包括：, 获取所述电网所需的负荷电量、所述换电站的储存电量和所述换电电池所需的充电电量；, 依据所述负荷电量、储存电量和充电电量，确定向所述电网供电的一个或多个供电换电站，并控制所述供电换电站内的动力电池向电网或供电换电站的负荷供电。, 6.一种电动汽车能量调度系统，其特征在于，所述系统包括：, 主换电站确定模块，用于确定在预设区域内对待换电电动汽车进行电池更换的主换电站；, 换电电池分配模块，用于确定由所述主换电站分配到所述预设区域内能量调度区域的换电电池；其中，所述能量调度区域为所述预设区域内换电站所在的子区域，所述子区域包括一个换电站以及一个或多个位于所述换电站以外区域的充电设施；, 换电电池充电模块，用于控制所述能量调度区域内处于闲置状态的充电设施对所述换电电池进行充电；, 换电电池配送设备，用于将所述换电电池分配模块分配的换电电池配送至能量调度区域，并将充电后的换电电池配送至所述主换电站；, 其中，所述能量调度区域的数量是多个且所有能量调度区域组合在一起能够形成所述预设区域。, 7.根据权利要求6所述的电动汽车能量调度系统，其特征在于，所述主换电站确定模块包括电动汽车行驶时间采集单元和主换电站设置单元；, 所述电动汽车行驶时间采集单元，用于获取所述待换电电动汽车行驶至所述换电站的行驶时间；, 所述主换电站设置单元，用于将与所述行驶时间的最小值对应的换电站作为主换电站。, 8.根据权利要求6所述的电动汽车能量调度系统，其特征在于，所述换电电池分配模块包括充电设施状态信息采集单元和换电电池分配单元；, 所述充电设施状态信息采集单元，用于获取所述充电设施的状态信息；其中，所述状态信息包括充电设施的地址、可用充电时段和充电容量；, 所述换电电池分配单元，用于依据所述充电设施的状态信息、所述换电电池所需的充电电量和所述能量调度区域的调度策略，确定分配到能量调度区域的换电电池。, 9.根据权利要求6-8任一项所述的电动汽车能量调度系统，其特征在于，进一步地，所述系统包括电网响应控制模块，其用于控制所述能量调度区域的换电站向电网供电，以参与电网需求侧响应；所述电网响应控制模块包括电量采集单元和供电控制单元；, 其中，所述电量采集单元，用于获取所述电网所需的负荷电量、所述换电站的储存电量和所述换电电池所需的充电电量；, 所述供电控制单元，用于依据所述负荷电量、储存电量和充电电量，确定向所述电网供电的一个或多个供电换电站，并控制所述供电换电站内的动力电池向电网或供电换电站的负荷供电。, 10.一种电动汽车能量调度系统，其特征在于，所述系统包括：, 云平台；, 调度策略中心，其与所述云平台连接，用于向所述云平台提供电动汽车能量调度策略；, 充电设施控制设备，其安装在充电设施上并与所述云平台通信，用于向所述云平台发送状态信息，及接收所述云平台下发的充电指令；所述充电设施控制设备依据该充电指令控制所述充电设施对换电电池进行充电；, 配送设备，其与所述云平台通信，用于依据所述云平台下发的配送指令，将换电站中的换电电池配送至充电设施，和/或将充电后的换电电池配送至所述换电站；, 所述电动汽车能量调度策略，具体包括：, 确定在预设区域内对待换电电动汽车进行电池更换的主换电站；, 确定由所述主换电站分配到所述预设区域内能量调度区域的换电电池，并将所述换电电池配送至能量调度区域；其中，所述能量调度区域为所述预设区域内换电站所在的子区域，所述子区域包括一个换电站以及一个或多个位于所述换电站以外区域的充电设施；, 控制所述能量调度区域内处于闲置状态的充电设施对所述换电电池进行充电，并将所述充电后的换电电池配送至所述主换电站；, 其中，所述能量调度区域的数量是多个且所有能量调度区域组合在一起能够形成所述预设区域。, 11.根据权利要求10所述的电动汽车能量调度系统，其特征在于，所述系统还包括车载电子设备；所述车载电子设备安装在电动汽车上并与所述云平台通信，用于向所述云平台发送更换电池请求，及接收所述云平台下发的换电站信息。, 12.根据权利要求11所述的电动汽车能量调度系统，其特征在于，所述车载电子设备、充电设施控制设备和配送设备分别通过无线网络与所述云平台进行通信。 | CN | China | Active | G | True |
| 173 | 基于区块链的电动汽车电池管理系统、租赁及运维方法 \n | CN111369329B | NaN | 本发明涉及电动汽车技术领域，具体涉及一种基于区块链的电动汽车电池管理系统、租赁方法以及运维方法。为了解决现有技术不能充分收集利用电池运行参数并反馈给用户的问题，本发明提出一种电动汽车电池管理系统、租赁方法以及运维方法，系统包括电池包模块，用于将电动汽车使用周期内电池包的时序数据传输至智能云平台；智能云平台，用于根据时序数据以及预先获取的用户行为数据评估电池包的电池状态以及分析用户的行为状态；移动终端，用于获取用户行为数据，将用户行为数据传输至智能云平台，并接收用户行为规范化建议。本发明的方法能够为用户提供良好的驾驶行为建议以及智能化的预警与预测服务，还能够不断优化延长电池寿命。 | CN:202010243342.1A | https://patentimages.storage.googleapis.com/23/19/d6/b7217614a599c9/CN111369329B.pdf | CN:111369329:B | 刘振杰, 谭杰, 王学雷 | Shenyang Institute of Automation of CAS | CN:106652218:A, CN:110853244:A | Not available | 2021-08-31 | 1.一种基于区块链的电动汽车电池管理系统，其特征在于，包括：, 电池包模块，用于将所述电动汽车使用周期内电池包的时序数据传输至智能云平台，其中，所述时序数据包括所述电池包的电池状态信息、电池包所处环境信息以及所述电动汽车行为信息中的至少一种；每一个电池包设置有唯一的ID及私钥，ID存储在电池包，私钥存储在智能云平台的边缘层；, 智能云平台是基于工业互联网构建的系统平台，部署于区块链中，区块链中的服务节点通过5G信号获取经过数字签名的非对称加密的数据，经过解密存储到区块链中；, 所述智能云平台包括边缘层、基础设施层、数据处理层以及应用处理层；, 所述边缘层用于接收所述电池包模块传输的时序数据，并基于边缘计算、深度学习技术以及电化学模型对所述时序数据进行预处理；还用于自动对电池包进行入链认证，确保电池包是可信的接入设备；, 所述基础设施层包括多个计算集群和存储中心，用于为所述智能云平台处理所述时序数据提供计算设备和存储设备；还用于对边缘层预处理后的时序数据进行抽取、清洗、转换并存储至区块链中；, 所述数据处理层用于根据所述时序数据以及预先获取的用户行为数据，通过预设的区块链、预先训练好的电池状态评估模型评估所述电池包的电池状态，并向所述电池包模块发送电池包优化信息，以及通过所述区块链、预先训练好的用户行为分析模型分析所述用户的行为状态，并向移动终端发送用户行为规范建议；, 所述应用处理层用于接收移动终端发送的用户行为数据，和/或所述移动终端的应用程序发送的需求信息；, 移动终端，用于获取用户行为数据，将所述用户行为数据传输至所述智能云平台，并接收所述用户行为规范建议；, 其中，所述电池状态评估模型是基于深度神经网络构建的模型，并且基于预设的第一训练样本进行电池状态评估优化；, 所述用户行为分析模型是基于聚类神经网络构建的模型，并且基于预设的第二训练样本进行用户行为分析优化。, 2.根据权利要求1所述的系统，其特征在于，所述系统还包括换电站，所述换电站用于将所述换电站的运行状态信息传输至所述智能云平台，并接收所述智能云平台发送的电池包更换信息，, 其中，所述运行状态信息包括所述换电站的位置信息、所述换电站的电池包的类型信息中的至少一种；, 所述电池包更换信息包括电池包更换方式信息、用户位置信息或电池包属性信息中的至少一种。, 3.根据权利要求2所述的系统，其特征在于，所述换电站包括配送单元、更换单元和充电单元，, 所述配送单元用于根据所述电池包更换信息，将与所述电池包更换信息对应的电池包配送至目标位置，并将更换后的电池包配送至所述充电单元处充电；, 所述更换单元用于根据所述电池包更换信息更换对应的电池包。, 4.根据权利要求1所述的系统，其特征在于，所述电池包模块包括：, 电池单元，用于提供电力，其中，所述电池单元包括多个串并联组成的单体电池，并且所述电池单元与所述电动汽车采用相同的集成接口；, 边缘计算模块，用于获取所述电动汽车使用周期内电池包的时序数据，将所述时序数据传输至所述智能云平台，并且接收所述智能云平台发送的电池包优化信息，并将所述电池包优化信息发送至所述电池包管理模块；, 电池包管理模块，用于根据所述电池包优化信息控制所述电池单元的负载。, 5.根据权利要求1所述的系统，其特征在于，, 所述电池状态信息包括所述电池包的编号、所述电池包的电压、所述电池包的电流、所述电池包的输出功率、所述电池包中单个电池单元的电压、采集所述电池状态信息所处的时间中的至少一种；, 所述电池包所处环境信息包括所述电池包所在位置的经纬度、所述电池包的气压、所述电池包的温度、所述电池包的湿度中的至少一种；, 所述电动汽车行为信息包括所述电动汽车的行驶速度、电机转速、运行状态、行驶方向中的至少一种。, 6.一种基于权利要求1至5中任一项所述的基于区块链的电动汽车电池管理系统的电动汽车电池租赁方法，其特征在于，包括：, 获取目标用户的注册信息，其中，所述注册信息包括所述目标用户的身份信息、所述目标用户的驾驶车辆信息以及所述目标用户的交易账户信息；, 智能云平台对所述注册信息进行实名认证，并对认证通过的注册信息做统一的格式化处理；, 获取目标用户通过移动终端发送的电池租赁请求信息；, 根据所述电池租赁请求信息以及预先存储的所述目标用户的注册信息，通过智能云平台确定满足所述目标用户电池租赁请求的电动汽车电池所在位置信息；, 向所述目标用户发送电池出租信息，以使所述目标用户根据所述电池出租信息完成电池租赁，并将电池租赁过程中的信息作为认证的交易数据；其中，所述电池出租信息包括电动汽车电池所在位置信息；, 智能云平台利用加密算法生成私钥并对所述认证的交易数据进行数字签名认证并置于目标用户所注册使用的移动设备上，每次更换设备都需要进行重新注册认证；并将所述认证的交易数据发送至区块链中的所有服务节点，服务节点对达成共识的交易数据写入到区块链中，形成新的区块链数据；, 在所述目标用户完成电池租赁之后，利用所述新的区块链数据，结合智能合约从所述目标用户的交易账户信息中扣除电池租赁的费用。, 7.一种基于权利要求1至5中任一项所述的基于区块链的电动汽车电池管理系统的电动汽车电池运维方法，其特征在于，包括：, 在所述电动汽车电池开始使用后，获取所述电动汽车电池的电池状态信息，其中，所述电池状态信息包括所述电池包的编号、所述电池包的电压、所述电池包的电流、所述电池包的输出功率、所述电池包中单个电池单元的电压、采集所述电池状态信息所处的时间中的至少一种；, 根据所述电池状态信息，通过智能云平台获取所述电动汽车电池的运维信息，其中，所述运维信息包括所述电动汽车电池的剩余电量信息、剩余寿命信息以及故障发生概率信息中的至少一种；, 向目标用户发送所述运维信息，以使所述目标用户根据所述运维信息执行相应的操作。 | CN | China | Active | G | True |
| 174 | 大数据采集与处理系统及基于其电动汽车续航估计方法 \n | CN106908075B | 技术领域本发明涉及汽车领域的电动汽车剩余续航里程估计方法，特别是一种车载大数据采集与处理系统及基于其的电动汽车续航估计方法。背景技术纯电动汽车的续航里程只有传统内燃机汽车续航里程的20％左右，这是阻碍大多数消费者去购买电动汽车的一个主要因素。因而提供一套合理的续航里程估计方法，可以帮助驾驶者提前估计车辆的续航里程、合理地调整电动汽车的使用策略，减少电动汽车使用者对续航里程的焦虑。目前，各大汽车厂商主要从计算车辆能耗的角度出发，来进行电动汽车续航里程估计的研究。估计方法也是侧重于研究车辆行驶参数对续航里程的影响，通过台架试验、软件仿真在较为理想的条件下，计算车辆的行驶能耗，依据电池输出能耗与车辆消耗能耗相等的原则，估计车辆的续航里程。这些方法较少地涉及车辆的实际行驶工况，致使实际行驶里程与估计结果相差较大，估计结果很难对实际行驶起到指导作用。另外，近几年来，新型网联汽车迅速发展，网联化汽车融合现代通信与网络技术，可以实现车与X(人、车、路、后台等)智能信息交换共享，具备复杂的环境感知、智能决策、协同控制和执行等功能，使得汽车驾驶更加趋向于自动化，智能化。我们利用网联化汽车的一些特性，获取车辆使用时的实时数据，预估电动汽车的行驶状态，并结合车辆电池的SOC和实时云端数据，提出了一种基于大数据的网联化电动汽车剩余续航里程估计方法。发明内容本发明的主要目的是提供一种大数据采集与处理系统及基于其电动汽车续航估计方法，来对网联化纯电动汽车的续航里程进行估计，以获得新型网联化纯电动汽车准确的剩余续航里程。另外根据云端获取的实时数据，可以更好的规划车辆的使用策略，优化电动汽车的控制策略，以提高电动汽车的使用寿命。本发明的装置主要通过以下的方案实现：一种大数据采集与处理系统，其特征在于：包括车载传感器、GPS定位系统、道路信息感知系统、云端数据接收系统、数据传输处理系统及在线计算系统；所述的车载传感器用于获取车辆的实时信息；所述GPS定位系统结合卫星定位以及在线地图，进行实时的路线规划和导航；所述云端数据接收系统利用通讯网络从云端服务器接收规划路线上的道路、交通、天气及其他信息；道路感知系统包括车身检测雷达、激光、摄像头及其他感知装置，用于获取车辆周围的实时交通、环境；最终这些数据通过数据传输处理系统进行信息的交互与处理；所述在线计算系统来对车辆剩余续航里程进行估计计算，所述在线计算系统从收集数据中读取实时数据和历史数据，根据车辆模型，计算得出车辆的剩余续航里程。本发明还提供一种基于上述大数据采集与处理系统的电动汽车续航估计方法，其特征在于：包括以下步骤：S0：提供一联网的车载大数据采集与处理系统，该系统包括车载传感器、GPS定位系统、道路信息感知系统、云端数据接收系统、数据传输处理系统、在线计算系统及人机交互系统；S1：驾驶者需要根据需求，在人机交互系统中设定本次行驶的目的地，在线计算系统根据记录的车辆动力学模型，结合目的地信息以及电池剩余电量，进行粗略估计是否可以到达目的地；如果电池电量不足，不能到达，则执行S2；如果可以到达目的地，则执行S3；S2：基于网络数据，结合地图信息搜索附近的充电设施，参考行驶目的地，选择合理的充电设施，并将电池信息、充电设施距离、位置及其他信息通过人机交互系统显示给驾驶者；S3：GPS定位系统结合地图信息以及驾驶者的驾驶需求合理地规划汽车的行驶线路，并结合地图信息，获得道路信息，如坡度，距离及其他路况。相比于传统的通过台架试验、软件仿真在较为理想的条件下，计算车辆的行驶能耗，依据电池输出能耗与车辆消耗能耗相等的原则，估计车辆的续航里程，本发明基于现在的通讯和网络技术，从云端服务器获得实时道路、交通、天气等信息，然后基于这些数据来预估得到电动汽车的未来驾驶状态，更加接近于现实的状况，可以给出更加精准的预估续航里程前提条件；另外本发明中根据实际行驶状态，获得汽车在行驶过程中实时的车辆自身数据和电池的数据，并将这些实时数据结合在优化的车辆动力学模型和电池模型中，该模型也要比传统的基于电动汽车的驱动过程中的物理方程而得到的车辆动力学模型和电池模型更加精确，因此本发明可以在很大程度上提高纯电动汽车剩余续航里程的估计精度。另外根据云端获取的实时数据，更好的规划车辆的使用策略，优化电动汽车的控制策略，以提高电动汽车的使用寿命。附图说明图1为本发明实施试验装置的示意图。图2为本发明实现过程方法示意图。具体实施方式下面结合附图及实施例对本发明做进一步说明。要实现对网联化电动汽车剩余续航里程的精准估计，需要一套联网的车载大数据采集与处理系统。该系统能够从众多的资源中收集各种架构下的各种相关数据；然后进行整理和分析，将其结合在续航里程估计中。主要结构示意图参见图1。该系统主要包括：车载传感器、GPS定位系统、道路信息感知系统、云端数据接收系统、数据传输处理系统及在线计算系统。所述的车载传感器如电池传感器(IBS)、电机温度转速传感器等安装于车辆的对应位置，用于获取车辆的实时信息；GPS定位系统结合卫星定位以及在线地图，进行实时的路线规划和导航；云端数据接收系统利用现代通讯技术，从云端服务器接收规划路线上的道路、交通、天气等信息；道路感知系统主要包括车身检测雷达、激光雷达、摄像头等感知装置，用于获取车辆周围的实时交通，环境等信息；最终这些数据通过数据传输处理系统进行信息的交互与处理；车辆内还包含在线计算系统来对车辆剩余续航里程进行估计计算，该模块通过软件或者程序的形式集成于车载电脑中，通过使用MATLAB/Simulink代码，从收集数据中读取实时数据和历史数据，根据车辆模型，计算得出车辆的剩余续航里程。较佳的还包括一人机交互系统，用于设定目的地，进行导航，显示电池SOC和估计结果等信息。进一步的，该系统还需要从CAN总线和电池管理系统另外增加接入口，使得该系统可以与整车控制器以及电池管理系统连接，可以获得车辆的自身的行驶数据和电池的温度和SOC等数据。根据大数据采集与处理系统，收集车辆行驶时的各种相关数据，通过执行一个基于模型的剩余续航里程估计方法，来获得车辆的剩余续航里程估计值。该方法有两个连续的步骤，即电动汽车未来行驶状态估计和电动汽车功耗估计。首先，基于大数据采集与处理系统获取的路线的规划，道路速度限制，驾驶模式，交通，天气信息等数据，预测电动汽车未来的行驶状态。然后，根据预测的速度，预测的加速度，路线的形成，道路坡度和电动汽车的规格，电池的温度和SOC等数据，实时优化电动汽车的动力学模型和电池模型，并根据优化的模型来进行电动汽车的功耗估计，最终得到电动汽车的剩余续航里程。如图2所示，本实施例提供了一种基于大数据的估计方法，来对网联化纯电动汽车的续航里程进行精准估计。具体包括以下步骤：S0：提供一联网的车载大数据采集与处理系统，该系统包括车载传感器、GPS定位系统、道路信息感知系统、云端数据接收系统、数据传输处理系统、在线计算系统及人机交互系统；S1：驾驶者需要根据需求，在人机交互系统中设定本次行驶的目的地，在线计算系统根据记录的车辆动力学模型，结合目的地信息以及电池剩余电量，进行粗略估计是否可以到达目的地；如果电池电量不足，不能到达，则执行S2；如果可以到达目的地，则执行S3；S2：基于网络数据，结合地图信息搜索附近的充电设施，参考行驶目的地，选择合理的充电设施，并将电池信息、充电设施距离、位置及其他信息通过人机交互系统显示给驾驶者；S3：GPS定位系统结合地图信息以及驾驶者的驾驶需求合理地规划汽车的行驶线路，并结合地图信息，获得道路信息，如坡度，距离等。另外，根据这些信息GPS还可以进行基本的实时导航功能。进一步的，云端数据接收装置根据规划的路线信息，通过通信网络从云端服务器获取规划路线上的天气、道路、交通等实时数据。这些数据通过数据传输处理系统进行信息的交互和分析处理。道路信息感知系统用于感知车辆周围的道路以及交通信息，辅助驾驶者进行驾驶，并提供必要的信息。最终数据处理系统根据车辆信息，结合从云端服务器获取的规划路线上的道路、交通、天气等信息，来预估车辆未来的行驶状态，这主要包括车辆在规划的路线上行驶时，车辆的预估速度，预估加速度，预估平均速度、预估停车时间等车辆的行驶信息。进一步的，根据实际情况，结合车辆和电池的实时数据，进行电动汽车动力学模型的自适应建立。电动汽车的动力学模型是一个与电动汽车的速度，电动汽车的加速度，电动汽车的质量和道路坡度严格相关的复杂函数。因此根据数据采集与处理系统获取的实时数据，对车辆的动力学模型进行实时的更新，得到车辆的自适应模型，可以大大提高车辆剩余续航里程的估计精度。传统的车辆动力学模型可以简化为一个由道路坡度、电动汽车的速度、电动汽车的加速度和电动汽车的质量等参数组成的函数：\n\n在这里FR,FG,FI,FA,θ,m,v和a分别是滚动阻力、坡度阻力、惯性阻力、空气阻力、道路坡度、车辆质量、速度和加速度，其中模型系数α,β,γ和A分别代表滚动阻力、坡度阻力、惯性阻力和空气阻力，其中，车辆动力学模型系数可以从生产车辆的规格中找到。因为车辆动力学模型假定电机的效率为100％。如果考虑到瞬时电机效率，车辆的动力学模型就会得到一定的优化。另外该模型还忽略了传动系统和配套设施的损耗估计，虽然动力传动系统和配套设施的损耗是不可预测的，但是这方面的影响也会变得非常的显著。通过实验表明，电动汽车的功耗与电动汽车的速度是一个二次函数的关系。因此我们就建立了集成了车辆动力学模型、瞬时电机损耗模型以及传动系统和配套设施损耗模型的混合车辆动力学模型。该模型可以用以下公式表示：T＝(α+βsinθ+γa+Av2)m (2)Phybrid＝Tv+C0+C1v+C2v2+C3T2 (3)其中α,β,γ和A分别代表滚动阻力、坡度阻力、惯性阻力和空气阻力的车辆动力学模型系数，可以从生产车辆的规格中找到，θ，m,v,a分别代表道路坡度、车辆质量、速度和加速度，C0,C1,C2,C3分别为计算程序计算得出的模型多项式拟合参数。本实施例中车辆利用数据采集与处理系统，每半秒钟收集一次这辆电动汽车的功耗、速度、道路坡度等数据，车载的各种传感器用于检测汽车的各种状态信息，例如速度、倾角、加速度、电机温度等信息，结合从云端服务器获取的规划路线上的道路、交通、天气等信息，最终将这些数据汇总在数据传输处理系统中。然后在数据处理系统中进行的多元线性回归分析，通过计算获得模型中各参数的动态值，最终的得到一个精确地实时更新的自适应电动汽车动力学模型。然后，将动力学模型以及其中的参数数据存储到在线计算系统中。进一步的，通过接入电池管理系统，获取电池的信息，如电池电流、电池组电压、SOC、健康状态(SOH)、电池温度等，进行电池模型的实时更新建立。该过程可以通过使用MATLAB/Simulink代码，电池的RC等效模型在SIMULINK中叫做SimBattery。该模型是一个带有基于报告温度可调节内部电阻的RC等效电路。当前SOC值的会通过实时电压和电池的参数如SOC/SOH混合估计算法实时估计得出。此外，该算法还提供了基于实时数据和历史数据更新得到电池参数。最后，根据实时更新的车辆动力学模型和电池模型，在线计算系统参考车辆预估得到的行驶状态数据，按照设定的程序进行车辆的功耗估计。通过设定的估计计算算法，得到准确的车辆剩余续航里程估计值以及行驶结束后电池的荷电状态，即SOC值，然后在人机交互系统中给出估计的结果。如果行驶至电池电量接近最低时，不能到达目的地，该系统自动搜索附近的充电设施，并提醒使用者及时进行电量补充，然后重新进行线路规划和导航。综上所述，本发明中对网联化电动汽车进行剩余续航里程的估计方法中，基于现在的通讯和网络技术，从云端服务器获得实时道路、交通、天气等信息，然后基于这些数据来预估得到电动汽车的未来驾驶状态。相比于传统估计方法中采用的通过台架试验、软件仿真得到的较为理想的车辆行驶状态，预估得到电动汽车的未来驾驶状态，更加接近于现实的状况，可以给出更加精准的预估续航里程前提条件。本发明中根据实际行驶状态下车辆实时数据，计算的得到的车辆动力模型和电池模型，也要比传统的基于电动汽车的驱动过程中的物理方程而得到的车辆动力模型更加精确。因此，可以得出结论，本发明中的估计方法可以在很大程度上提高网联化的纯电动汽车剩余续航里程的估计精度。另外根据云端获取的实时数据，更好的规划车辆的使用策略，优化电动汽车的控制策略，以提高电动汽车的使用寿命。以上所述仅为本发明的较佳实施例，凡依本发明申请专利范围所做的均等变化与修饰，皆应属本发明的涵盖范围。 | 本发明提供大数据采集与处理系统及基于其电动汽车续航估计方法，该系统包括车载传感器、GPS定位系统、道路信息感知系统、云端数据接收系统、数据传输处理系统及在线计算系统。从云端服务器获得实时道路、交通、天气等信息，然后基于这些数据来预估得到电动汽车的未来驾驶状态。本发明中根据实际行驶状态下车辆实时数据，计算的得到的车辆动力模型和电池模型，也要比传统的基于电动汽车的驱动过程中的物理方程而得到的车辆动力模型更加精确。本发明中的估计方法可以在很大程度上提高网联化的纯电动汽车剩余续航里程的估计精度。另外根据云端获取的实时数据，更好的规划车辆的使用策略，优化电动汽车的控制策略，以提高电动汽车的使用寿命。 | CN:201710168735.9A | https://patentimages.storage.googleapis.com/4d/17/b3/31ae727bffefc1/CN106908075B.pdf | CN:106908075:B | 林歆悠, 夏玉田, 莫李平, 吴超宇, 李雪凡 | Fuzhou University | CN:103072572:A, CN:103213504:A, CN:103660984:A, CN:104973057:A, CN:105292126:A, CN:105741595:A | Not available | 2020-05-08 | 1.一种车载大数据采集与处理系统，其特征在于：包括车载传感器、GPS定位系统、道路信息感知系统、云端数据接收系统、数据传输处理系统及在线计算系统；所述的车载传感器用于获取车辆的实时信息；所述GPS定位系统结合卫星定位以及在线地图，进行实时的路线规划和导航；所述云端数据接收系统利用通讯网络从云端服务器接收规划路线上的道路、交通、天气及其他信息；道路感知系统包括车身检测雷达、激光雷达、摄像头及其他感知装置，用于获取车辆周围的实时交通、环境；最终这些数据通过数据传输处理系统进行信息的交互与处理；所述在线计算系统来对车辆剩余续航里程进行估计计算，所述在线计算系统从收集数据中读取实时数据和历史数据，根据车辆模型，计算得出车辆的剩余续航里程；, 所述的车载大数据采集与处理系统的电动汽车续航估计方法，包括以下步骤：, S0：提供一联网的车载大数据采集与处理系统，该系统包括车载传感器、GPS定位系统、道路信息感知系统、云端数据接收系统、数据传输处理系统、在线计算系统及人机交互系统；, S1：驾驶者需要根据需求，在人机交互系统中设定本次行驶的目的地，在线计算系统根据记录的车辆动力学模型，结合目的地信息以及电池剩余电量，估计是否可以到达目的地；如果电池电量不足，不能到达，则执行S2；如果可以到达目的地，则执行S3；, S2：基于网络数据，结合地图信息搜索附近的充电设施，参考行驶目的地，选择合理的充电设施，并将电池信息、充电设施距离、位置及其他信息通过人机交互系统显示给驾驶者；, S3：GPS定位系统结合地图信息以及驾驶者的驾驶需求合理地规划汽车的行驶线路，并结合地图信息，获得道路信息；, 云端数据接收系统根据规划的路线信息，并从云端服务器获取规划路线上的天气、道路、交通及其他实时数据；这些数据通过数据传输处理系统进行信息的交互和分析处理；道路信息感知系统用于感知车辆周围的道路以及交通信息，辅助驾驶者进行驾驶，并提供信息；最终数据处理系统根据车辆信息，结合从云端服务器获取的规划路线上的道路、交通、天气及其他信息，预估车辆未来的行驶状态，其包括：车辆在规划的路线上行驶时车辆的预估速度、预估加速度、预估平均速度及预估停车时间；, 所述云端数据接收系统从云端服务器获得实时道路、交通、天气信息，然后基于这些数据来预估得到电动汽车的未来驾驶状态，以可以给出更加精准的预估续航里程前提条件；, S1中的车辆动力学模型的建立包括以下步骤：, S11：建立了集成了车辆动力学模型、瞬时电机损耗模型以及传动系统和配套设施损耗模型的混合车辆动力学模型：, T＝(α+βsinθ+γa+Av2)m, Phybrid＝Tv+C0+C1v+C2v2+C3T2 , 其中α,β,γ和A分别代表滚动阻力、坡度阻力、惯性阻力和空气阻力的车辆动力学模型系数，可以从生产车辆的规格中找到，θ，m,v,a代表道路坡度、车辆质量、速度和加速度，C0,C1,C2,C3为计算程序计算得出的模型多项式拟合参数；, S12：车辆利用车载大数据采集与处理系统，高频次地定期收集电动汽车的功耗、速度、道路坡度，车载的各种传感器用于检测汽车的各种状态信息，并结合从云端服务器获取的规划路线上的道路、交通、天气及其他信息，最终将这些数据汇总在数据传输处理系统中；, S13：在数据处理系统中进行多元线性回归分析，通过计算获得模型中各参数的动态值，最终得到实时更新的自适应电动汽车动力学模型；, S14：将动力学模型以及其中的参数数据存储到在线计算系统中；, 根据实时更新的车辆动力学模型和电池模型，在线计算系统参考车辆预估得到的行驶状态数据，按照设定的程序进行车辆的功耗估计；通过设定的估计计算算法，得到准确的车辆剩余续航里程估计值以及行驶结束后电池的荷电状态，即SOC值，然后在人机交互系统中给出估计的结果；其中电池模型的建立包括以下步骤：通过接入电池管理系统，获取电池的信息，电池的信息包括电池电流、电池组电压、SOC、健康状态及电池温度，进行电池模型的实时更新建立。, 2.根据权利要求1所述的车载大数据采集与处理系统，其特征在于：还包括一人机交互系统，其用于设定目的地，导航设定，电池SOC、估计结果及其他信息显示。, 3.根据权利要求1所述的车载大数据采集与处理系统，其特征在于：还包括一用于与协调与控制车辆动力系统的整车控制器以及电池管理系统相连的外部接口；通过该接口接入车辆CAN总线，获得车辆的自身的行驶数据和电池的温度、SOC及其他数据信息；将所有的数据经过汇总，在数据传输处理系统中进行处理和分析，获得车载大数据采集与处理系统所需的参数；最后，将这些参数传送给在线计算系统，将这些参数与车辆动力学模型与电池模型相结合，以增加车辆动力学建模和剩余续航里程估计的准确性。, 4.根据权利要求1所述的一种车载大数据采集与处理系统，其特征在于：电池模型为Simulink中的SimBattery模型；当前SOC值通过实时电压和电池的参数混合估计算法实时估计得出；且该电池模型还提供了基于实时数据和历史数据更新得到电池参数。 | CN | China | Active | G | True |
| 175 | Vehicle battery pack health monitoring \n | US11585861B2 | This disclosure relates generally to batteries and in particular to battery health monitoring.\nElectrochemical cells degrade over time, especially with use. As electrochemical cells degrade they may become unusable. If electrochemical cells are included in a battery that powers an electric vehicle, it may be important to occupants of the vehicle that the battery not degrade to an unusable state. For example, the degradation of the electrochemical cells in a battery powering an electric vertical takeoff and landing (VTOL) aircraft may lead to the VTOL aircraft losing the ability to take off, fly, or land. Electrochemical cells are typically stored in regions of an electric vehicle that are obscured from view or otherwise difficult to monitor, such as within the chassis of the electric vehicle beside and behind various other components of the electric vehicle.\nEmbodiments relate to monitoring the degradation of electrochemical cells. A battery monitoring system monitors, for each of one or more cells of a plurality of cells in a battery, an amount of mechanical deformation using one or more measuring devices. Depending upon the embodiment, the one or more measuring devices can comprise at least one of a laser crossbeam detector, an impinging beam, a load cell, an interferometer, a linear variable differential transformer, and a camera.\nThe battery monitoring system determines a number of cells of the plurality of one or more monitored cells for which the monitored amount of mechanical deformation exceeds a deformation threshold. The battery monitoring system determines whether the determined number of cells exceeds a threshold number of cells with an amount of mechanical deformation exceeding the deformation threshold. Responsive to determining the determined number of cells exceeds the threshold number of cells, the battery monitoring system sends a notification that the battery is degraded beyond an acceptable limit. In an embodiment, the notification comprises preventing an electric vehicle from performing an action.\n FIG. 1 illustrates an electric VTOL aircraft according to one embodiment.\n FIG. 2 is a block diagram illustrating an electric VTOL aircraft monitoring system, according to one embodiment.\n FIG. 3 is a simplified illustration of a battery, according to one embodiment.\n FIG. 4 is a simplified illustration of detecting mechanical deformation using laser crossbeam detection, according to one embodiment.\n FIG. 5 is a simplified illustration of detecting mechanical deformation using an impinging beam, according to one embodiment.\n FIG. 6 is a simplified illustration of detecting mechanical deformation using a strain gauge, according to one embodiment.\n FIG. 7 is a simplified illustration of detecting mechanical deformation using an interferometer, according to one embodiment.\n FIG. 8 is a simplified illustration of detecting mechanical deformation using a linear variable differential transformer, according to one embodiment.\n FIG. 9 illustrates a process for monitoring battery health, according to one embodiment.\nThe figures depict embodiments of the invention for purposes of illustration only. One skilled in the art will readily recognize from the following description that alternative embodiments of the structures and methods illustrated herein may be employed without departing from the principles of the invention described herein.\nReference will now be made in detail to several embodiments, examples of which are illustrated in the accompanying figures. It is noted that wherever practicable similar or like reference numbers may be used in the figures and may indicate similar or like functionality. A letter after a reference numeral, such as “210A,” indicates that the text refers specifically to the element having that particular reference numeral. A reference numeral in the text without a following letter, such as “210”, refers to any or all of the elements in the figures bearing that reference numeral. For example, “210” refers to reference numerals “210A,” “210B,” and/or “210C” in the figures.\nMany electric vehicles, such as electric cars, boats, or aircraft, store electricity within a battery, or a battery pack that includes multiple batteries (henceforth, for the sake of this disclosure, discussion of a battery may further apply to a battery pack, and vice versa). Batteries contain electrochemical cells capable of providing electrical energy which can be used to power electric devices, including electric vehicles. Cells may be cylindrical cells, pouch cells, button cells, or prismatic cells, for example.\nElectrochemical cells (“cells”), such as lithium-ion cells, degrade over time and can eventually reach a degree of degradation where a current interrupt device (CID) activates, cutting off the degraded cell from the rest of the battery. A CID is a physical component included in a cell that interrupts the current path through the cell upon the cell attaining a threshold internal pressure. For example, a CID may include two conductive plates through which electrical current passes, where the plates physically separate upon the cell reaching or surpassing a particular threshold internal pressure. Separation of the plates breaks the cell's circuit and thereby disconnects the cell from the rest of the battery. The threshold internal pressure may be predetermined by a producer of the cell. A CID may be constructed such that it physically activates upon its cell reaching or surpassing the threshold internal pressure.\nCell degradation can involve deformation (e.g., swelling) of the cell beyond its original size and shape. For example, a cylindrical cell may swell at its circular top or bottom, a pouch cell may swell at its edges, or a prismatic cell may swell at its sides. Cells degrade over time as they age and/or are used resulting in increased internal gas pressure. The internal gas pressure within a cell may be correlated to degree of capacity and impedance degradation of the cells, both of which may impact the usability or “health” of a cell. An increase in internal pressure can be detected by measurement of cell deformation. Various causes of increases to the internal gas pressure of a cell include the electrochemical oxidation of the electrolyte within the cell and overheating of the cell. Regardless of cause, cell deformation can be correlated with decreased cell health.\nCell degradation can be exasperated by high use actions that require high rates of electric discharge by a battery. Some electric vehicles perform such high use actions, for example, an electric vertical takeoff and landing (VTOL) aircraft when attempting a takeoff or landing maneuver. During a high use action, a battery with many degraded cells can completely fail when one of the degraded cells activates its CID. Disconnecting a single degraded cell within a parallel cell array places further strain upon the other cells of that array, which can lead to cascading failure of the rest of the cells in that array resulting in a loss of power to the vehicle. In situations such as a landing maneuver by a VTOL aircraft, loss of power may prove disastrous or even fatal to occupants of the aircraft.\nAs a simplified example, a vehicle with a battery that includes two somewhat degraded cells connected in parallel attempts a high use action. The high use action causes the first cell of the two to activate its CID, placing additional strain upon the second cell to provide the high rate of electric discharge needed for the high use action. This additional strain causes the second cell, which may have been only slightly less degraded than the first cell, to progress to a degree of degradation such that it too activates its CID, leaving the vehicle with no power source. In a similar manner, the cells of a battery with any number of cells connected in parallel may undergo cascading failure during high use actions.\nUsing one or more monitoring devices to monitor cells for degradation enables detection of situations where cascading failures may occur. For example, using an optical sensor (such as a laser range finder), interferometer, strain gauge, load cell (such as shear beam, double-ended shear beam, compression, S-type, or strain gauge load cell), linear variable differential transformer (LVDT), the reflecting intensity of an impinging beam, or one or more cameras to monitor changes in cell size and shape for one or more cells of a battery. As described above, tracing mechanical deformation of cells over time likewise traces their internal pressure, which measures the state of health of the battery (e.g., degree of capacity and impedance degradation). Monitoring for breaches of empirically determined mechanical deformation thresholds can inform that the battery is at risk for cascading failure.\nFor example, if 2% of the cells in a battery are monitored, and 50% of monitored cells have swollen to at least 10% beyond initial physical dimensions, the battery may be identified as unfit for use. In this example, the monitoring devices are laser range finders placed adjacent to monitored cells. If an initial range of a given cell is 10 micrometers, and later the range is 4 micrometers, it is evident that the given cell has swelled. If a deformation threshold for a cell is 1 micrometer of change in range, the given cell has surpassed it (having swelled 6 micrometers) and is therefore degraded beyond an acceptable amount (the deformation threshold, 1 micrometer). The threshold may be based upon a likelihood that the cell activates its CID upon mechanical deformation to the threshold extent. For example, the threshold may be empirically determined such that cells with mechanical deformation of at least the threshold amount have at least an X % likelihood of activating their CID upon next use, where X is either determined based on data (e.g., historic electric vehicle data, actuarial data, etc.), or is set by an administrator of a battery monitoring system, as described below. Although lengths and distances described herein are in terms of micrometers, in alternative embodiments the sizes of various components may vary, and may be larger or smaller than those measurements included herein.\nA hardware and/or software system, referred to herein as a “battery monitoring system,” communicatively coupled with the laser range finders may track each cell, monitoring how many of the cells breach the deformation threshold. If more than a threshold number (in this case, 50%) have deformed more than the threshold amount (in this case, swelling at least 10% on a face), the battery monitoring system sends a notification that the battery is at risk for cascading failure (e.g., a notification that the battery is degraded past an acceptable limit). The number of cells monitored may be, for example, the number that are necessary to perform a high use action, or a number of cells representative of the number necessary for a high use action.\nThe battery monitoring system can provide a notification of the state of the health of the battery pack to initiate a number of actions. In a first example, the notification can be sent to the vehicle display system to display a graphical indication of the battery's state of health. In another example, the notification can be provided to a service network in order to provide data that the network can use to coordinate operation of the vehicle and to make fleet-level decisions. The network can, for example, direct the vehicle to operate within a restricted flight envelope (including limiting power requirements) so that the vehicle does not risk causing a battery failure, coordinate inspection or replacement of the battery, or determine which veritports are accessible to the vehicle given the current battery health state or available flight envelope. In an embodiment, a vertiport is a VTOL node with at least one takeoff and landing pad as well as charging infrastructure to charge batteries.\n FIG. 1 is illustrates an electric VTOL aircraft 120 according to one embodiment. In the embodiment shown in FIG. 1 , the electric VTOL aircraft 120 is a battery-powered aircraft that transitions from a vertical take-off and landing state with stacked lift propellers to a cruise state on fixed wings. Electric VTOL aircraft 120 can include various components that run on electric power, such as rotor blades, ailerons, computing systems, communications systems, and lights. The electric VTOL aircraft 120 represented in FIG. 1 includes six rotors, though in alternative embodiments the electric VTOL aircraft 120 may include any number of rotor blades, as well as fewer, different, or additional components than those represented in FIG. 1 . Although the present disclosure discusses electric VTOL aircraft 120, a person having ordinary skill in the art will recognize that the techniques described herein may equally apply to other electric vehicles with batteries, without loss of scope.\nThe electric VTOL aircraft 120 has an M-wing configuration such that the leading edge of each wing is located at an approximate midpoint of the wing. The wingspan of an electric VTOL aircraft 120 includes a cruise propeller at the end of each wing, a stacked wing propeller attached to each wing boom behind the middle of the wing, and wing control surfaces spanning the trailing edge of each wing. At the center of the wingspan is a fuselage with a passenger compartment that may be used to transport passengers and/or cargo. The electric VTOL aircraft 120 further includes two stacked tail propellers attached to the fuselage tail boom.\nDuring vertical assent of the electric VTOL aircraft 120, rotating wingtip propellers on the nacelles are pitched upward at a 90-degree angle and stacked lift propellers are deployed from the wing and tail booms to provide lift. The hinged control surfaces tilt to control rotation about the vertical axis during takeoff. As the electric VTOL aircraft 120 transitions to a cruise configuration, the nacelles rotate downward to a zero-degree position such that the wingtip propellers are able to provide forward thrust. Control surfaces return to a neutral position with the wings, tail boom, and tail, and the stacked lift propellers stop rotating and retract into cavities in the wing booms and tail boom to reduce drag during forward flight.\nDuring transition to a descent configuration, the stacked propellers are redeployed from the wing booms and tail boom and begin to rotate along the wings and tail to generate the lift required for descent. The nacelles rotate back upward to a 90-degree position and provide both thrust and lift during the transition. The hinged control surfaces on the wings are pitched downward to avoid the propeller wake, and the hinged surfaces on the tail boom and tail tilt for yaw control.\nCommercial vehicles such as the electric VTOL aircraft 120 can be used to transport people and/or cargo. For example, a fleet of electric VTOL aircraft 120 in an urban area providing on-demand aviation could drastically reduce commute times. Safety and reliability are important not only to electric VTOL aircraft 120, but aircraft in general, and are especially important for aircraft that transport passengers.\n Electric VTOL aircraft 120 are powered by electrical power stored in batteries, which degrade over time and eventually become unusable. Loss of power while in flight may be disastrous for passenger flights. Electric VTOL aircraft 120 perform high use actions regularly, such as taking off and landing, which electric VTOL aircraft 120 perform as part of each flight. High use actions have a greater risk of causing cascading failure of a battery due to the strain they place on the battery. Mitigating the chances of losing power by monitoring battery degradation thus improves both the safety and reliability of electric VTOL aircraft 120.\n FIG. 2 shows one embodiment of an electric VTOL aircraft monitoring system 200. In the embodiment shown, the electric VTOL aircraft monitoring system 200 includes three electric VTOL aircraft 210 and a server 240 connected by a network 230. Depending upon the embodiment, there may be fewer or more electric VTOL aircraft 210 than those illustrated in the figure, and one or more of them may be similar to electric VTOL aircraft 120. Furthermore, in alternative embodiments the server 240 may include more than one server 240, e.g., a distributed cloud server. Alternative embodiments may include fewer, different, or additional modules than those described herein, and may perform different or additional functionalities than those described herein. For clarity, various generic components, such as network adapters, are not described herein, and are understood to be known to a person having ordinary skill in the art.\nThe electric VTOL aircraft (“aircraft”) 210A includes a battery 212, an electric engine 218, a battery monitoring system 220A, a user interface 222, and a display 224. The aircraft 210A operates using electric energy from the battery 212 that powers the electric engine 218. A pilot of the aircraft 210A can interact with the aircraft 210A using the user interface 222, which may comprise software and/or hardware and be part of or displayed upon the display 222. The user interface 222 generates and/or maintains graphical elements, such as text, symbols, images, and/or renderings, that represent information about the electric VTOL aircraft 210A and may be displayed at the display 224. The user interface 222 receives input from the pilot, such as instructions for take-off, landing, and flying maneuvers. The aircraft 210A responds to the received input, e.g., the electric engine 218 draws electricity from the battery 212 and powers one or more actions, such as the aforementioned flying maneuvers. Depending upon the embodiment, the aircraft 210A may include more than one electric engine 218. For example, different rotors each have a corresponding electric engine.\nThe battery 212 includes a cell 214 and a measuring device 216. As described in greater detail below, the measuring device 216 measures the health of the cell 214 and informs the battery monitoring system 220A of the health of the cell. The measurements may be periodic. For example, the measuring device 216 may make a measurement of the cell 214 once per second and send the measurement to the battery monitoring system 220.\nThe battery monitoring system 220 monitors the health of the cell and performs one or more safety actions based on the information received from the measuring device 216 regarding the health of the cell. In one embodiment, the battery monitoring system 220 sets a flag indicating that the cell 214 has breached a threshold for mechanical deformation, indicating that the cell 214 may be unsuitable for continued use, e.g., charging or operation. Once the flag has been set, the battery monitoring system 220 may prevent the aircraft 210A from performing certain operations (e.g., charging, taking off, etc.) until the battery 212 has been inspected and the battery 212 or one or more cells 214 have been either repaired, replaced, or cleared for additional use, e.g., by a mechanic. Alternatively or additionally, the battery monitoring system 220A may indicate to a user of the aircraft 210A via the display 224 that the cell 302 and/or the battery 300 is unfit for use. For example, if more than a threshold number of monitored cells 214 have surpassed their mechanical deformation thresholds (and/or a corresponding number of flags have been set), the battery monitoring system 220 may alert the pilot of the aircraft 210A that the aircraft 210A is unfit for flight, or, if already in air, that an emergency landing may be necessary. The battery monitoring system 220 may perform these techniques regardless of which measuring device 216 is used, e.g., based on notifications from any of the measuring devices described below, depending upon the embodiment.\nIn an embodiment, in response to determining that the threshold number of monitored cells 214 have surpassed their mechanical deformation thresholds, the battery monitoring system 220 checks whether the aircraft 210A is in flight. If the aircraft 210A is not in flight, the battery monitoring system 220 prevents use of the aircraft 210A for take-off or flight maneuvers. The battery monitoring system 220 may reset or be overridden by user input, e.g., instructions received via the user interface 222.\nDepending upon the embodiment, the battery monitoring system 220 may exist solely upon the aircraft 210A or the server 240, or may be distributed across the aircraft 210A and the server 240. In embodiments where some or all of the battery monitoring system 220 is external to the aircraft 210A, the aircraft 210A communicates with the server 240 via the network 230, e.g., to send measurements from the measuring device 216 to the battery monitoring system 220B or to receive instructions for safety actions from the battery monitoring system 220A.\nThe network 230 may comprise any combination of local area and wide area networks employing wired or wireless communication links. For example, the network 230 includes communication links using technologies such as Ethernet, 802.11, worldwide interoperability for microwave access (WiMAX), 3G, 4G, code division multiple access (CDMA), digital subscriber line (DSL), etc. in example embodiments. Examples of networking protocols used for communicating via the network 230 can include multiprotocol label switching (MPLS), transmission control protocol/Internet protocol (TCP/IP), hypertext transport protocol (HTTP), simple mail transfer protocol (SMTP), and file transfer protocol (FTP). Data exchanged over the network 230 may be represented using any format, such as hypertext markup language (HTML) or extensible markup language (XML). In some embodiments, all or some of the communication links of the network 230 may be encrypted.\nThe server 240 supports the functioning of the aircraft 210A, such as the battery monitoring system 220. In some embodiments, the aircraft monitoring system 200 does not include the server 240 or provide the functionality described with respect to the server 240. The server 240 comprises a battery monitoring system 220B, a machine learning module 242, and a database 244. The database 244 records data pertaining to aircraft 210A, and can record data pertaining to other aircraft (e.g., electric VTOL 210B, 210C) as well. For example, the database 244 may store historic data regarding cell 214 health. The historic data may include a series of periodic entries noting the number of cells 214 that have surpassed the threshold of mechanical deformation as of the time the entry was recorded at the database 244.\nThe machine learning module 242 uses the data in the database 244, e.g., the historic data for the aircraft 210A and potentially the historic data of other aircraft 210B,C, to model various scenarios, such as cascading failure of batteries 212, correlations between measurements of mechanical deformation and the likelihood that the CID of a cell 214 activates, and so on. The machine learning module 242 may produce models that may be used to determine a threshold of acceptable mechanical deformation for the cells 214 of the aircraft 210A. For example, the machine learning module 242 may train on data from the database 244, such as data pertaining to historic incidents of cascading failure, to generate models that characterize batteries 212, e.g., with respect to mechanical deformation of cells 214 and probabilities of cascading failure. For example, the models may be used to determine a threshold of mechanical deformation such that the likelihood that a high-use action causes cascading failure of the battery 212 is less than X % given that fewer than Y % or Z number of cells 214 have surpassed the determined threshold of mechanical deformation. In an embodiment, X, Y, and Z are set by an administrator of the server 240.\n FIG. 3 is a simplified illustration of a battery 300, according to one embodiment. The battery 300 includes cells, such as cell 304. The cells are interconnected via interconnect 302. In the example of the figure, the cells are interconnected in series, except for cells 308 and 310, which are interconnected in parallel. Depending upon the embodiment, other and/or additional interconnection configurations may be present, including any number of parallel and/or series interconnects among any number of cells. Measuring devices, such as measuring device 306, are placed at a subset of cells within the battery 300, or at locations within the battery such that one or more of the cells may be monitored by the measuring device. In the example of the figure, there are four measuring devices, one per row of cells. Depending upon the embodiment, there may be one measuring device per cell, one measuring device per row, one measuring device per series element, one measuring device per some other subset of cells, a measuring device for each cell in a certain subset of cells, or so on. For example, measuring devices could be spaced periodically, such as at every fourth cell in the battery 300. As another example, for measuring devices that can each monitor more than one cell at once, the measuring devices may be situated within the battery 300 such that every other row of cells is monitored by a measuring device.\nIn the embodiment shown each cell includes a CID. As mentioned above, a CID interrupts the current passing through the cell to which it is connected if the internal gas pressure in the cell exceeds a specified threshold. For example, the CID may be a pressure valve that permanently disables the cell if the pressure exceeds the specified limit by releasing the connection of one of the terminals of the cell (either positive or negative) rendering it unusable. The battery continues to operate despite one or more cells activating CIDs. In one embodiment, upon activation of a CID, the cell is shorted; the rest of the battery continues to operate as if the shorted cell were not present. As such, if, for example, the CID included in cell 308 were to activate, the battery 300 would continue operating without the cell 308. This would place greater strain upon cell 310, which is connected in parallel with cell 308, to make up for the electric discharge lost due to the disconnection of the cell 308. If cell 310 were then to fail, the circuit would be broken, as both cells 308 and 310 would be disconnected from the circuit and there would be no path through the parallel cells.\n FIG. 4 is a simplified illustration of detecting mechanical deformation using laser crossbeam detection, according to one embodiment. Battery 400 includes a cell 402 that is connected to other cells 404. For example, battery 400 may be battery 300, where cell 402 is connected in series to cell 304, where cell 304 is one of the other cells 404. The particular structure and positioning of the components in FIG. 4 may vary depending upon the embodiment without departing from the techniques described herein.\nThe cell 402 has a CID 406 that can disconnect the cell 402 from one or more of the other cells 404, e.g., the rest of the battery 400. Degradation of the cell 402 is measured using measuring device 410. In the example of the figure, the measuring device 410 includes a laser crossbeam detector that detects when a threshold level of mechanical deformity has been reached or surpassed by the cell 402 due to its mechanical deformation as a result of degradation. In other embodiments other crossbeam detection techniques may be employed, for example, using an infrared beam instead of a laser beam.\nThe measuring device 410 generates a crossbeam 412 and detects if this crossbeam 412 is interrupted. For example, the measuring device 410 may comprise a crossbeam generating component 414 that generates the crossbeam 412 and a crossbeam receiving component 416 that detects whether the crossbeam 412 has reached it, e.g., reflected off or entered a face of the crossbeam receiving component 416.\nThe measuring device 410 is adjacent to the cell 402 such that the crossbeam 412 is at the threshold of mechanical deformity. Mechanical deformation of the cell 402 results in the cell 402 expanding beyond its initial physical dimensions. In FIG. 4 , the cell 402 is a cylindrical cell with a flat top. As the cell 402 degrades, the top mechanically deforms, bulging such that it forms a dome shape rather than a flat surface, creating a bulge of one micrometer relative to the initial dimensions of the cell. Such a bulge is exemplified in the figure at bulge 408. For example, the cell 402 is 5 micrometers long, and the top mechanically deforms by expanding one micrometer, creating a bulge that has, at its greatest extent, extended one micrometer from the original plane of the previously flat top of the cell. If the threshold level of mechanical deformity is set at one micrometer of expansion at the top, the measuring device 410 is adjacent to the cell 402 such that the crossbeam 412 is one micrometer from the top of the cell 402. As such, the measuring device 410 is set to determine when the cell 402 mechanically deforms at least the threshold amount, because such a mechanical deformation breaches the crossbeam 412. In other words, once the deformation reaches the threshold amount, the detector of the measuring device 410 will stop receiving the crossbeam 412. Because the bulge 408 bulges one micrometer out perpendicularly from the original plane of the top of the cell, the crossbeam 412 is interrupted and measuring device 410 identifies cell 402 as having surpassed the threshold of mechanical deformity.\nDepending upon the embodiment, the measuring device 410 may be used to monitor more than one cell 402 at a time. For example, in one embodiment, the measuring device 410 is adjacent to a row of cells 402 such that the crossbeam 412 is projected down the principle axis of the row at the threshold of mechanical deformity for the cells 402 in the row. If any of the cells 402 in the row reaches a degree of degradation such that a mechanical deformation breaches the crossbeam 412, the measuring device 410 detects a breach of the threshold of mechanical deformity. Thus, the system can determine that at least one of the cells 402 in the row has exceeded the threshold of mechanical deformity.\nWhen the crossbeam 412 is interrupted by the bulge 408, the measuring device 410 notifies a battery monitoring system of the electric VTOL aircraft including the battery 400 that there is a breach of the threshold of mechanical deformity.\n FIG. 5 is a simplified illustration of detecting mechanical deformation 502 using an impinging beam, according to one embodiment. Battery 500 includes a cell 502 that is connected to other cells 504. For example, battery 500 may be battery 300, where cell 502 is connected in series to cell 304, where cell 304 is one of the other cells 504. The particular structure and positioning of the components in FIG. 5 may vary depending upon the embodiment without departing from the techniques described herein.\nThe cell 502 has a CID 506 that can disconnect the cell 502 from at least one of the other cells 504, e.g., upon the cell reaching or surpassing a threshold of mechanical deformity. Degradation of the cell 502 is measured using measuring device 510. In the example of the figure, the measuring device 510 includes a laser range finder that detects when a threshold level of mechanical deformity has been reached or surpassed by the cell 502 due to its mechanical deformation as a result of degradation. In other embodiments other range finding techniques may be employed, for example, using an infrared beam instead of a laser beam 412, or another device capable of generating a beam and receiving and analyzing a reflection thereof. The measuring device 510 may include a beam production component 518 that produces the beam 512 and a beam reception component 520 that detects when the beam 512 has reached it, e.g., reflected off or entered a face of the beam reception component 520. The beam reception component 520 determines a distance to the cell 502 from the measuring device 510 based on the time it takes for the beam 512 to reach the beam reception component 520 after its emission from the beam production component 518.\nThe measuring device 510 generates the beam 512 that is used to measure the distance from the measuring device 510 to a face of the cell 502. Mechanical deformity is measured based on the range determined, by the measuring device 510, from the measuring device 510 to the face of the cell 502 at whic | Techniques are described for monitoring the degradation of electrochemical cells. A battery monitoring system monitors, for each of one or more cells of a plurality of cells in a battery, an amount of mechanical deformation using one or more measuring devices. The battery monitoring system determines a number of cells of the plurality of one or more monitored cells for which the monitored amount of mechanical deformation exceeds a deformation threshold. The battery monitoring system determines whether the determined number of cells exceeds a threshold number of cells with an amount of mechanical deformation exceeding the deformation threshold. Responsive to determining the determined number of cells exceeds the threshold number of cells, the battery monitoring system sends a notification that the battery is degraded beyond an acceptable limit. | US:16/404,945 | https://patentimages.storage.googleapis.com/5a/89/e0/5ceaa5f17a1d2d/US11585861B2.pdf | US:11585861 | Celina J. Mikolajczak | Joby Aviation Inc | US:20070298314:A1, US:20080114505:A1, US:20170309973:A1, US:20180208305:A1 | Not available | 2023-02-21 | 1. A method of operating an electric vertical takeoff and landing (VTOL) aircraft, the method comprising:\nmonitoring an amount of mechanical deformation of each cell of a plurality of cells in a battery, the monitoring of each cell of the plurality of cells in the battery being performed using a measuring device;\ndetermining, by a battery monitoring system, a number of cells of the plurality of cells for which the amount of mechanical deformation exceeds a deformation threshold;\ndetermining, by the battery monitoring system, that the determined number of cells exceeds a threshold number of cells with the amount of mechanical deformation exceeding the deformation threshold; and\nresponsive to the battery monitoring system determining that the determined number of cells exceeds the threshold number of cells, using the battery monitoring system, automatically performing one or more safety actions related to the electric vertical takeoff and landing (VTOL) aircraft, the one or more safety actions comprising preventing the electric vertical takeoff and landing (VTOL) aircraft from performing at least one of a take-off or flight maneuver.\n, monitoring an amount of mechanical deformation of each cell of a plurality of cells in a battery, the monitoring of each cell of the plurality of cells in the battery being performed using a measuring device;, determining, by a battery monitoring system, a number of cells of the plurality of cells for which the amount of mechanical deformation exceeds a deformation threshold;, determining, by the battery monitoring system, that the determined number of cells exceeds a threshold number of cells with the amount of mechanical deformation exceeding the deformation threshold; and, responsive to the battery monitoring system determining that the determined number of cells exceeds the threshold number of cells, using the battery monitoring system, automatically performing one or more safety actions related to the electric vertical takeoff and landing (VTOL) aircraft, the one or more safety actions comprising preventing the electric vertical takeoff and landing (VTOL) aircraft from performing at least one of a take-off or flight maneuver., 2. The method of claim 1, wherein the measuring device comprises at least one of laser crossbeam detector, an impinging beam, a load cell, an interferometer, a linear variable differential transformer, and a camera., 3. The method of claim 1, wherein each cell of the plurality of cells comprises a current interrupt device., 4. The method of claim 1, wherein the one or more safety actions comprises sending, using the battery monitoring system, a graphical indication to a user interface that the battery is degraded beyond an acceptable limit., 5. The method of claim 4, wherein the graphical indication is to alert a pilot perform an emergency landing of the electric vertical takeoff and landing (VTOL) aircraft. | US | United States | Active | G | True |
| 176 | Reservation management for electric vehicle charging \n | US11126932B2 | The present application claims priority under 35 U.S.C. § 119 to Korean Patent Application No. 10-2013-0023294 (filed on Mar. 5, 2013), which is hereby incorporated by reference in its entirety.\nThe present disclosure relates to an electric charging of electric vehicles and, in particular, to managing an electric charging reservation for the electric vehicles.\nAn electric vehicle moves by rotating its motor using electricity stored in a battery. Such electric vehicle was developed before of the development of a typical vehicle using an internal combustion engine. However, practical limitations of the electrical vehicle caused by the weight and the time required to charge its battery hindered the full commercialization of the electric vehicle. But, the environmental concerns of using the internal combustion engine have revitalized a further development of the electric vehicle.\nThe electric vehicle is similar to other typical vehicles with internal combustions engines except that it has an electric motor instead of a combustion engine. Unlike a typical vehicle, an important issue of the electric vehicle development is to reduce the size and the weight of the battery corresponding to its energy source. Particularly, reducing the time required to charge the battery is a critical element for the full commercialization of the electric vehicle.\nIn a case of an electric vehicle, an electric charging management is very important in operating the electric vehicle. In real life, users may be not able to operate an electric vehicle or may have to wait for a long time if the battery management is not properly performed.\nA reservation for charging an electric vehicle may enable electric vehicle users to reduce a time consumption resulting from a charging wait. However, in the case that a plurality of reservation requests are made for the same electric vehicle charging station at the same or similar time, a charging wait may occur according to situations. Particularly, many reservations for a less charging amount may result in a reservation congestion. Accordingly, reservations for charging electric vehicles may be required to be efficiently managed.\nThis summary is provided to introduce a selection of concepts in a simplified form that is further described below in the Detailed Description. This summary is not intended to identify key features or essential features of the claimed subject matter, nor is it intended to be used to limit the scope of the claimed subject matter.\nEmbodiments of the present invention overcome the above disadvantages and other disadvantages not described above. Also, the present invention is not required to overcome the disadvantages described above, and an embodiment of the present invention may not overcome any of the problems described above.\nIn accordance with an aspect of the present embodiment, a charging reservation of an electric vehicle may be managed based on at least one of a requested charging amount and a remaining battery power amount.\nIn accordance with at least one embodiment, a method may be provided for managing an electric charging reservation for an electric vehicle charging. The method may include receiving one or more charging reservation guide requests, and performing a charging reservation guide procedure associated with the one or more charging reservation guide requests, based on at least one of a requested charging amount and a remaining battery power amount.\nThe at least of the requested electric charging amount and the remaining battery power amount may be received from each corresponding electric vehicle terminal.\nThe performing may include transmitting a reservation disapproval message to a corresponding electric vehicle terminal when the requested charging amount included in each charging reservation guide request is lesser than a threshold value.\nThe performing may include transmitting a reservation disapproval message to a corresponding electric vehicle terminal when the remaining battery power amount included in each charging reservation guide request is greater than a threshold value.\nIn a case that two or more charging reservation guide requests are in a competition relationship for a same electric vehicle charging station, the performing may include determining a priority order between the two or more charging reservation guide requests, based on at least one of the requested charging amount and the remaining battery power amount.\nThe priority order may be in proportion to the requested charging amount, and is in inverse proportion to the remaining battery power amount.\nThe remaining battery power amount may be a battery power amount remaining at a time that a corresponding electric vehicle arrives at the same electric vehicle charging station.\nThe performing may include obtaining electric charger state information of the same electric vehicle charging station, from an electric charging management system, obtaining the number of available electric chargers from the electric charger state information, determining a charging reservation sequence between the two or more charging reservation guide requests, based on the number of available electric chargers, and providing charging reservation guide information including the charging reservation sequence, to each corresponding electric vehicle terminal.\nThe charging reservation guide information further may include at least one of a predicted required driving time, a required charging time, and a predicted waiting time for electric charging.\nIn accordance with at least one embodiment, a method may provide reservation guide information for an electric vehicle charging. The method may include detecting an entry of an electric vehicle to a range of a specific electric vehicle charging station, determining whether the electric vehicle can receive a charging service at a time when the electric vehicle arrives at the specific electric vehicle charging station, and providing charging reservation guide information to a corresponding electric vehicle terminal when the electric vehicle can receive the charging service. The detecting may include obtaining location information of the electric vehicle from the corresponding electric vehicle terminal, and determining whether the electric vehicle is within a range of the specific electric vehicle charging station, based on the location information.\nThe determining may include obtaining a remaining battery power amount of the electric vehicle from the corresponding electric vehicle terminal, obtaining electric charger state information of the specific electric vehicle charging station, determining an available start time associated with one or more electric chargers, based on the electric charger state information, and determining whether the electric vehicle can arrive at the specific electric vehicle charging station, before the available start time of the one or more electric chargers.\nThe available start time may be a time when the one or more electric chargers can be available.\nThe determining whether the electric vehicle can arrive at the specific electric vehicle charging station may include determining whether the electric vehicle can arrive at the specific electric vehicle charging station, based on the remaining battery power amount and the location information of the electric vehicle.\nThe electric charger state information may include charging schedule information. The charging reservation guide information may include at least one of the available start time, a predicted required driving time, and a predicted waiting time for an electric charging.\nIn accordance with at least one embodiment, a method may provide reservation alarm information for an electric vehicle charging. The method may include determining whether a remaining battery power amount of an electric vehicle is lesser than a threshold value, determining one or more electric vehicle charging stations reachable by the electric vehicle when the remaining battery power amount of an electric vehicle is lesser than the threshold value, and providing electric charging alarm information to a corresponding electric vehicle terminal.\nThe remaining battery power amount may be obtained from the corresponding electric vehicle terminal.\nThe determining one or more electric vehicle charging stations may include determining the one or more electric vehicle charging stations at which the electric vehicle can arrive, based on the remaining battery power amount and location information of the electric vehicle.\nThe method may further include obtaining electric charger state information associated with the reachable one or more electric vehicle charging stations, wherein the electric charger state information is employed for creation of the electric charging alarm information.\nThe electric charging alarm information may include at least one of a predicted required driving time, and a predicted waiting time for electric charging.\nThe above and/or other aspects of some embodiments of the present invention will become apparent and more readily appreciated from the following description of embodiments, taken in conjunction with the accompanying drawings, of which:\n FIG. 1 illustrates interworking between systems for managing a reservation service for an electric vehicle charging in accordance with at least one embodiment;\n FIG. 2 is a block diagram illustrating a structure of an electric charging reservation management system in accordance with at least one embodiment;\n FIG. 3 is a block diagram illustrating an electric vehicle terminal associated with an electric vehicle in accordance with at least one embodiment;\n FIG. 4 illustrates a method of managing an electric vehicle charging reservation based on a required charging amount in accordance with at least one embodiment;\n FIG. 5 illustrates a method of managing an electric vehicle charging reservation based on a remaining battery power amount in accordance with at least one embodiment;\n FIG. 6 illustrates a method of providing reservation guide information for an electric vehicle charging in accordance with at least one embodiment; and\n FIG. 7 illustrates a method of providing reservation alarm information for an electric vehicle charging, according to a remaining battery power amount in accordance with at least one embodiment.\nReference will now be made in detail to exemplary embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like reference numerals refer to like elements throughout. The embodiments are described below, in order to explain embodiments of the present invention by referring to the figures.\nThe present embodiment may manage a charging reservation of an electric vehicle. Particularly, the present embodiment may manage a charging reservation based on at least one of a requested charging amount and a remaining battery power amount.\n FIG. 1 illustrates interworking between systems for managing a reservation service for an electric vehicle charging in accordance with at least one embodiment.\nReferring to FIG. 1, in order to manage an electric vehicle charging reservation, electric charging reservation management system 120 according to at least one embodiment may perform may interwork with (i) electric vehicle terminal 101 associated with an electric vehicle (EV) (e.g., 100), and/or (ii) electric charging management system 130. Electric charging reservation management system 120 will be described in detail with reference to FIG. 2, and FIG. 4 to FIG. 7. Electric vehicle terminal 101 will be described in detail with reference to FIG. 3, and FIG. 4 to FIG. 7.\nAs shown in FIG. 1, such systems may communicate each other through a communication network. Herein, the communication network may include a variety of wired/wireless communication networks such as a CDMA network, a WCDMA network, a GSM network, an LTE network, an LTE-A network, a WiBro network, and/or a WiFi network, but is not limited thereto.\nElectric charging management system 131 may manage a plurality of electric vehicle (EV) charging stations 140 and 141. More specifically, electric charging management system 131 may collect and manage electric charger state information. Herein, the electric charger state information may include an electric charging schedule for each electric vehicle (EV) charging station 140 or 141, and state information of electric chargers (e.g., 1401 a through 1401 n, and/or 1411 a through 1411 n). In this case, electric charging management system 131 may manage a plurality of electric vehicle (EV) charging stations 140 and 141 independently or through a form of integration. Herein, each of the plurality of electric vehicle (EV) charging stations 140 and 141 may include a plurality of electric chargers. For example, electric vehicle (EV) charging station 140 may include electric chargers 1401 a through 1401 n. Electric vehicle (EV) charging station 141 may include electric chargers 1411 a through 1411 n. Furthermore, each of electric vehicle (EV) charging stations 140 and 141 may include electric vehicle (EV) charging station terminal (which may be referred to as “an EV charging station server”) 1400 or 1410 which enables a communication or data transmission between electric charging management system 131 and electric chargers 1401 a through 1401 n, and/or 1411 a through 1411 n. \nMeanwhile, electric charging management system 132 may be a dedicated system for managing a specific electric vehicle (EV) charging station 142. Electric vehicle (EV) charging station 142 may include electric chargers 1421 a through 1421 n. More specifically, electric charging management system 132 may collect and manage electric charger state information. Herein, the electric charger state information may include an electric charging schedule, and state information of electric chargers (e.g., 1421 a through 1421 n). Hereinafter, for convenience, electric charging management systems 131 and 132 may be collectively referred to as “electric charging management system 130.” Furthermore, electric charging management system 130 may correspond to any one of (i) electric charging management system 131, (ii) electric charging management system 132, and (iii) electric charging management systems 131 and 132, according to embodiments.\nIn other embodiments, one or more individual electric chargers (not shown in FIG. 1) may directly interwork with electric charging management system 130, in order to perform a charging reservation management. In the present specification, electric charging management system 130 may be used as a concept including the one or more individual electric chargers.\nElectric vehicles (EVs) may include electric cars (e.g., 100), electric motorcycles, and/or electric motorbikes, but are not limited thereto.\n FIG. 2 is a block diagram illustrating a structure of an electric charging reservation management system in accordance with at least one embodiment.\nAs shown in FIG. 2, electric charging reservation management system 120 according to at least one embodiment may information receiver 201, reservation management processor 202, and information transmitter 203.\n Information receiver 201 may receive (i) reservation related information and/or (ii) charging station related information. More specifically, as shown in FIG. 2, information receiver 201 may include reservation related information receiver 2011 and charging station related information receiver 2012.\nReservation related information receiver 2011 may receive a variety of reservation related information, i.e., information associated with an electric charging reservation for an electric vehicle (e.g., 100). Herein, the reservation related information may include at least one of (i) information associated with a charging reservation guide request (FIG. 4 and FIG. 5), (ii) reference information for a charging reservation guide (FIG. 6), and (iii) reference information for a charging reservation alarm (FIG. 7). For example, the information associated with the charging reservation guide request may include at least one of vehicle identification information, requested charging amount information, remaining battery power information, a search range, location information of an electric vehicle, and so forth. Herein, the vehicle identification information may represent information used to differentiate a certain electric vehicle from other electric vehicles. For example, a vehicle plate number, a vehicle identification number, an EV battery identification information, identification information of an EV terminal (e.g., 101) installed in an electric vehicle (e.g., 100), identification information (e.g., a phone number) of user equipment capable of communicating with a battery management system (BMS) of an electric vehicle, and so forth.\nCharging station related information receiver 2012 may receive electric charger state information from electric vehicle charging station 130. Herein, the electric charger state information may include at least one of charging schedule information, information on whether each electric charger properly works, and information on preoccupied electric chargers.\n Reservation management processor 202 may create a variety of information such as charging reservation guide information (FIG. 4, FIG. 5, and FIG. 6), and electric charging alarm information (FIG. 7), and/or charging reservation complete message (FIG. 4 and FIG. 5), based on (i) information (e.g., vehicle identification information, requested charging amount information, remaining battery power information, location information of an electric vehicle, etc.) received from electric vehicle terminal 101 and (ii) information (e.g., electric charger state information) received from electric charging management system 130. Operations of reservation management processor 202 will be described in detail with reference to FIG. 4 through FIG. 7. For example, operations S402, S410, S412, S416, S418, S420, S422, S424, S430, S502, S510, S512, S516, S518, S520, S522, S524, S530, S602, S604, S610, S612, S614, S616, S702, S704, S706, S708, and/or S714 may be performed in reservation management processor 202.\n Information transmitter 203 may transmit information and/or messages created by reservation management processor 202, to electric vehicle terminal 101 or electric charging management system 130. Operations of information transmitter 203 will be described in detail with reference to FIG. 4 through FIG. 7. For example, the information, requests, messages may include electric vehicle charging station information (S402, S502), a request for electric charger sate information (S406, S506, S606, S710), a reservation disapproval guide message (S414, S514), charging reservation guide information (5426, S526, S616), a charging reservation complete message (S432, S434, S532, S534), and/or electric charging alarm information (S716).\n FIG. 3 is a block diagram illustrating an electric vehicle terminal associated with an electric vehicle in accordance with at least one embodiment.\nAs shown in FIG. 3, electric vehicle (EV) terminal 101 installed (or included) an electric vehicle (e.g., 100) may include input processor 301, information obtaining processor 302, communication processor 303, display processor 304. Electric vehicle terminal 101 may perform operations described later with reference to FIG. 4 through FIG. 7. Accordingly, the detailed descriptions thereof will be omitted herein. Each constituent element of electric vehicle terminal 101 will be briefly described.\n Input processor 301 may receive a variety of input data from an electric vehicle user. Herein, the input data may include user input data (e.g., a requested charging amount) for a variety of requests (e.g., a charging reservation guide request).\n Information obtaining processor 302 may obtain remaining battery power amount information (e.g., SOC information) from a battery management system (BMS) of an electric vehicle 100. Furthermore, information obtaining processor 302 may obtain location information of a corresponding electric vehicle (e.g., 100), by interworking with a global positioning system (GPS). Herein, the location information of the corresponding electric vehicle (e.g., 100) may include location information of the electric vehicle (EV) terminal 101.\n Communication processor 303 may transmit and receive signals, data, information, and/or messages (e.g., request messages) required for performing the present embodiment, in connection with electric charging reservation management system 120 through a telecommunication network. More specifically, communication processor 303 may transmit a charging reservation guide request to electric charging management system 130. Furthermore, communication processor 303 may transmit (i) reference information for an electric charging guide and/or (ii) reference information for an electric charging alarm service, to electric charging reservation management system 120. Herein, the reference information may include vehicle identification information, remaining battery power amount information, electric vehicle location information, and so forth.\n Display processor 304 may display a variety of information received from charging reservation management system 120. Herein, the variety of information may include charging reservation guide information (see FIG. 4, FIG. 5, and Table 1), charging reservation guide information (see FIG. 6), and/or electric charging alarm information (see FIG. 7). The input processor 301 may be implemented as a touch screen of the display processor 304.\n Electric vehicle terminal 101 may be a dedicated device for an electric vehicle charging management. In other embodiments, electric vehicle terminal 101 may be a navigation terminal (i.e., a navigation terminal installed in the electric vehicle 100) which can interwork with the battery management system (BMS) of the electric vehicle 100. Alternatively, electric vehicle terminal 101 may be user equipment (e.g., a smart phone, a laptop computer, etc.) which can interwork with the battery management system (BMS) of the electric vehicle 100 and/or a global positioning system (GPS).\n FIG. 4 illustrates a method of managing an electric vehicle charging reservation based on a requested charging amount in accordance with at least one embodiment.\nReferring to FIG. 4, at steps S400 a to S400 n, electric charging reservation management system 120 (more specifically, reservation related information receiver 2011) may receive a plurality of charging reservation guide request from a plurality EV terminals 101 a through 101 n. Herein, each of the plurality of charging reservation guide requests may include vehicle identification information, information on a requested charging amount (i.e., an electric power amount to which an electric vehicle user wants to charge an electric vehicle), and/or electric vehicle location information. The requested charging amount may be expressed as a specific electric power value (e.g., 10 kWh) or a percentage (e.g., 80%) of a full charge. In other embodiments, each of the plurality of charging reservation guide requests may further include information on a currently remaining battery power amount.\nAt steps S402 a through S402 n, when receiving the charging reservation guide request, electric charging reservation management system 120 may transmit information on one or more electric vehicle (EV) charging stations based on location information of each electric vehicle, to each EV terminal 101 a, . . . , or 101 n. In other embodiments, in the case that a charging reservation guide request includes a search range, electric charging reservation management system 120 may transmit information on electric vehicle charging stations positioned within the search range.\nEach electric vehicle user may select an electric vehicle (EV) charging station for an electric charging of a corresponding electric vehicle. In this case, at steps S404 a through S404 n, each of EV terminal 101 a through EV terminals 101 n may transmit information on selection of an electric vehicle (EV) charging station, to electric charging reservation management system 120.\nAt steps S406 a through S406 n, when receiving user selection information from each of EV terminal 101 a through EV terminals 101 n, electric charging reservation management system 120 (more specifically, charging station related information receiver 2012) may transmit a request for electric charger state information, to electric charging management system 130. More specifically, electric charging reservation management system 120 may separately transmit an electric charger state information request associated with each user selection information received from each of EV terminal 101 a through EV terminals 101 n. For example, when receiving user selection information from EV terminal 101 a, electric charging reservation management system 120 may transmit a request for electric charger state information of the selected electric vehicle (EV) charging station, to a corresponding electric charging management system (e.g., electric charging management system 130).\nAt step S408 a through 408 n, electric charging reservation management system 120 (more specifically, charging station related information receiver 2012) may receive (or collect) a plurality of electric charger state information in response to each electric charger state information request from electric charging management system 130. Herein, the electric charger state information may include an electric charging schedule in a corresponding electric vehicle charging station, and/or information on corresponding electric chargers.\nAt step S410, electric charging reservation management system 120 may obtain information on available electric chargers in a corresponding electric vehicle charging station, from each electric charger state information. Herein, the available electric chargers may represent electric chargers which are not occupied by electric vehicles at a specific time (e.g., at the time when a corresponding electric vehicle arrives at a corresponding electric vehicle charging station), among electric chargers which can properly work. The available electric charger may be determined based on (i) whether a corresponding electric charger can be properly operated, and (ii) an electric charging schedule associated with the corresponding electric charger. Accordingly, the information on the available electric chargers may include the number of available electric chargers.\nAt step S412, electric charging reservation management system 120 may determine whether each requested charging amount (i.e., a requested charging amount included in each charging reservation guide request) exceeds a threshold value. Herein, the threshold value may be predetermined. In at least one embodiment, the threshold value may be predetermined by a corresponding electric vehicle charging station. In other embodiments, the reference information associated with a requested charging amount may be differently determined per electric vehicle charging station. Furthermore, a less threshold value may induce an electric vehicle user to frequently charge an electric vehicle. Particularly, the number of battery charge/discharge cycles may affect the performance and the life-cycle of an electric battery. Accordingly, the threshold value may be required to be determined as a proper value. More specifically, the threshold value may be determined based on at least one of a charging efficiency, a management convenience, a battery performance, a life-cycle of an electric battery, and profit of an electric vehicle charging station. For example, the threshold value may be determined as a percentage (e.g., 50%) of full charge or an electric power value (e.g., 10 kWh).\nAt steps S414 a through S414 n, when a corresponding requested charging amount does not exceed the threshold value (No-S412), electric charging reservation management system 120 may transmit a reservation disapproval guide message to a corresponding EV terminal (e.g., 101 a, . . . , or 101 n). For example, in the case that a requested charging amount included in a charging reservation guide request received from EV terminal 101 n does not exceed the threshold value (No-S412), electric charging reservation management system 120 may transmit a reservation disapproval guide message to EV terminal 101 n. In this case, a corresponding electric vehicle user may not make a reservation for an electric vehicle charging. In other embodiment, electric charging reservation management system 120 may discard a corresponding charging reservation guide request.\nAt step S416, when a corresponding requested charging amount exceeds the threshold value (Yes-S412), electric charging reservation management system 120 may determine whether two or more charging reservation guide requests are in a competition relationship for a same electric vehicle charging station, i.e., whether there is a competition relationship between two or more charging reservation guide requests. For example, two or more electric vehicles associated with two or more charging reservation guide requests may be predicted to arrive at the same electric vehicle charging station in the same time range. For another example, two or more charging reservation guide requests may request an electric charging service in the same time range at the same electric vehicle charging station. In this case, a competition relationship for a same electric vehicle charging station may occur. More specifically, electric charging reservation management system 120 may determine whether there is a competition relationship, based on at least one of (i) location information of two or more electric vehicles associated with two or more charging reservation guide requests, (ii) electric charger state information (e.g., a charging schedule, information on electric chargers, etc.) of a corresponding electric vehicle charging station, (iii) a predicted arrival time (i.e., a predicted arrival time to the corresponding electric vehicle charging station) the of two or more electric vehicles associated with two or more charging reservation guide requests. (iv) a requested charging amount, (v) a predicted charging time, and (vi) a time at which users wants (or requests) to charge the corresponding electric vehicle.\nAt step S420, when two or more charging reservation guide requests are in a competition for a same electric vehicle charging station (Yes-S418), i.e., when there is a competition relationship between the two or more charging reservation guide requests, electric charging reservation management system 120 may determine priority orders between the charging reservation guide requests in a competition relationship, based on corresponding requested charging amounts. More specifically, the larger the requested charging amount is, the higher priority a corresponding charging reservation guide request may have.\nMeanwhile, in the case that two or more charging reservation guide requests have the same requested charging amount, priority orders between them may be determined based on a remaining battery power amount. That is, the lesser the remaining battery power amount is, the higher priority a corresponding charging reservation guide request may have. Herein, the remaining battery power amount may be either a currently remaining battery power amount or a predicted remaining battery power amount. More specifically, each of the charging reservation guide requests (S400 a through S400 n) may further include information on the currently remaining battery power amount. In this case, electric charging reservation management system 120 may calculate the predicted remaining battery power amount (i.e., a battery power amount remaining at the time that a corresponding electric vehicle arrives at a corresponding electric vehicle charging station), using (i) the currently remaining battery power amount, (ii) location information of the corresponding electric vehicle, and (iii) location information of a corresponding electric vehicle charging station. More specifically, electric charging reservation management system 120 may calculate a battery power amount (i.e., a predicted power consumption amount) which will be consumed until the corresponding electric vehicle arrives at the corresponding electric vehicle charging station. The predicted remaining battery power amount may be obtained by subtracting the predicted power consumption amount from the currently remaining battery power amount.\nAt step S422, electric charging reservation management | The disclosure is related to managing a charging reservation of an electric vehicle. Particularly, the disclosure relates to managing an electric vehicle charging reservation based on at least one of a requested charging amount and a remaining battery power amount. | US:14/197,760 | https://patentimages.storage.googleapis.com/37/62/ab/b7b0ec48d915ea/US11126932.pdf | US:11126932 | Jin-Soo KYOUNG | KT Corp | US:20100280700:A1, US:8472979, KR:101063656:B1, JP:2012064114:A, KR:20120092755:A, KR:20120088162:A, KR:20120099977:A, US:20120233077:A1, JP:2012190407:A, US:20120245750:A1, US:8981717, US:20130179057:A1, US:9165264, US:20130342310:A1, US:8717170, US:20140125279:A1 | 2014-03-05 | 2021-09-21 | 1. A method of managing, by an electric charging reservation management system, an electric charging reservation for an electric vehicle charging, the method comprising:\nobtaining current location information from an electric vehicle terminal associated with an electric vehicle;\nreceiving a request for a search range for electric vehicle charging stations from the electric vehicle terminal;\ndetermining a distance of the electric vehicle to a specific electric vehicle charging station based on the current location information of the electric vehicle, and instructing the electric vehicle to the specific vehicle charging station;\nreceiving one or more charging reservation guide requests from one or more electric vehicle terminals, wherein each of the one or more charging reservation guide requests includes a charging amount requested by an electric vehicle user and remaining battery power amount; and\nperforming a charging reservation guide procedure associated with the one or more charging reservation guide requests, based on at least one of the requested charging amount and the remaining battery power amount,\nwherein in a case that two or more charging reservation guide requests are in a competition relationship for a same electric vehicle charging station, the performing includes:\ndetermining a priority order between the two or more charging reservation guide requests, wherein the priority order is determined such that a larger requested charging amount has a higher priority; and\nproviding charging reservation guide information including a charging reservation sequence determined based on the priority order, to each corresponding electr is vehicle terminal.\n, obtaining current location information from an electric vehicle terminal associated with an electric vehicle;, receiving a request for a search range for electric vehicle charging stations from the electric vehicle terminal;, determining a distance of the electric vehicle to a specific electric vehicle charging station based on the current location information of the electric vehicle, and instructing the electric vehicle to the specific vehicle charging station;, receiving one or more charging reservation guide requests from one or more electric vehicle terminals, wherein each of the one or more charging reservation guide requests includes a charging amount requested by an electric vehicle user and remaining battery power amount; and, performing a charging reservation guide procedure associated with the one or more charging reservation guide requests, based on at least one of the requested charging amount and the remaining battery power amount,, wherein in a case that two or more charging reservation guide requests are in a competition relationship for a same electric vehicle charging station, the performing includes:, determining a priority order between the two or more charging reservation guide requests, wherein the priority order is determined such that a larger requested charging amount has a higher priority; and, providing charging reservation guide information including a charging reservation sequence determined based on the priority order, to each corresponding electr is vehicle terminal., 2. The method of claim 1, wherein the performing includes:\ntransmitting a reservation disapproval message to a corresponding electric vehicle terminal when the requested charging amount included in each charging reservation guide request is lesser than a threshold value.\n, transmitting a reservation disapproval message to a corresponding electric vehicle terminal when the requested charging amount included in each charging reservation guide request is lesser than a threshold value., 3. The method of claim 1, wherein the performing includes:\ntransmitting a reservation disapproval message to a corresponding electric vehicle terminal\nwhen the remaining battery power amount included in each charging reservation guide request is greater than a threshold value.\n, transmitting a reservation disapproval message to a corresponding electric vehicle terminal, when the remaining battery power amount included in each charging reservation guide request is greater than a threshold value., 4. The method of claim 1, wherein in a case that the two or more charging reservation guide requests in the competition relationship include the same requested charging amount, the performing further includes:\ndetermining the priority order between the two or more charging reservation guide requests, based on the remaining battery power amount, wherein the priority order is determined such that a lesser remaining battery power amount has a higher priority.\n, determining the priority order between the two or more charging reservation guide requests, based on the remaining battery power amount, wherein the priority order is determined such that a lesser remaining battery power amount has a higher priority., 5. The method of claim 4, wherein the remaining battery power amount is a battery power amount remaining at a time that a corresponding electric vehicle arrives at the same electric vehicle charging station., 6. The method of claim 4, wherein the performing includes:\nobtaining electric charger state information of the same electric vehicle charging station, from an electric charging management system;\nobtaining the number of available electric chargers from the electric charger state information;\ndetermining the charging reservation sequence between the two or more charging reservation guide requests, based on the determined priority order and the number of available electric chargers; and\nproviding the charging reservation guide information including the charging reservation sequence, to each corresponding electric vehicle terminal.\n, obtaining electric charger state information of the same electric vehicle charging station, from an electric charging management system;, obtaining the number of available electric chargers from the electric charger state information;, determining the charging reservation sequence between the two or more charging reservation guide requests, based on the determined priority order and the number of available electric chargers; and, providing the charging reservation guide information including the charging reservation sequence, to each corresponding electric vehicle terminal., 7. The method of claim 6, wherein the charging reservation guide information further includes at least one of a predicted required driving time, a required charging time, and a predicted waiting time for electric charging., 8. The method of claim 1, wherein the determining includes:\ndetermining an available start time associated with one or more electric chargers, based on the electric charger state information; and\ndetermining whether the electric vehicle can arrive at the specific electric vehicle charging station, before the available start time of the one or more electric chargers.\n, determining an available start time associated with one or more electric chargers, based on the electric charger state information; and, determining whether the electric vehicle can arrive at the specific electric vehicle charging station, before the available start time of the one or more electric chargers., 9. The method of claim 8, wherein the available start time is a time when the one or more electric chargers can be available., 10. The method of claim 8, wherein the determining whether the electric vehicle can arrive at the specific electric vehicle charging station includes:\ndetermining whether the electric vehicle can arrive at the specific electric vehicle charging station, based on the remaining battery power amount and the location information of the electric vehicle.\n, determining whether the electric vehicle can arrive at the specific electric vehicle charging station, based on the remaining battery power amount and the location information of the electric vehicle., 11. The method of claim 8, wherein;\nthe electric charger state information includes charging schedule information; and the charging reservation guide information includes at least one of the available start time, a predicted required driving time, and a predicted waiting time for an electric charging.\n, the electric charger state information includes charging schedule information; and the charging reservation guide information includes at least one of the available start time, a predicted required driving time, and a predicted waiting time for an electric charging., 12. The method of claim 1, further comprising:\nproviding reservation alarm information for the electric vehicle charging,\nwherein the providing reservation alarm information includes:\ndetermining whether a remaining battery power amount of an electric vehicle is lesser than a threshold value;\ndetermining one or more electric vehicle charging stations reachable by the electric vehicle when the remaining battery power amount of the electric vehicle is lesser than the threshold value; and\nproviding electric charging alarm information to a corresponding electric vehicle terminal.\n, providing reservation alarm information for the electric vehicle charging,, wherein the providing reservation alarm information includes:, determining whether a remaining battery power amount of an electric vehicle is lesser than a threshold value;, determining one or more electric vehicle charging stations reachable by the electric vehicle when the remaining battery power amount of the electric vehicle is lesser than the threshold value; and, providing electric charging alarm information to a corresponding electric vehicle terminal., 13. The method of claim 12, wherein the determining one or more electric vehicle charging stations includes:\ndetermining the one or more electric vehicle charging stations at which the electric vehicle can arrive, based on the remaining battery power amount and location information of the electric vehicle.\n, determining the one or more electric vehicle charging stations at which the electric vehicle can arrive, based on the remaining battery power amount and location information of the electric vehicle., 14. The method of claim 12, further comprising:\nobtaining electric charger state information associated with the reachable one or more electric vehicle charging stations, wherein the electric charger state information is employed for creation of the electric charging alarm information.\n, obtaining electric charger state information associated with the reachable one or more electric vehicle charging stations, wherein the electric charger state information is employed for creation of the electric charging alarm information., 15. The method of claim 12, wherein the electric charging alarm information include at least one of a predicted required driving time, and a predicted waiting time for electric charging. | US | United States | Active | G06Q50/40 | True |
| 177 | 增程式电动车辆及其能量管理控制方法和装置 \n | CN106080580B | 技术领域本发明涉及电动车辆技术领域，尤其涉及一种增程式电动车辆及其能量管理控制方法和装置。背景技术相关技术中的增程式电动车辆，在对增程器进行控制时，其控制方案都比较简单、粗略，而增程式电动车辆的实际行驶情况却比较复杂、有很多因素会影响到增程器的运行，因此，相关技术中的增程式电动车辆有待改进。发明内容本发明旨在至少在一定程度上解决相关技术中的技术问题之一。为此，本发明的一个目的在于提出一种增程式电动车辆的能量管理控制方法，该方法在进行能量管理控制时考虑了影响增程器的目标功率、驱动电机的目标功率的多种因素，从而使增程器和驱动电机的控制更加精确、高效。本发明的第二个目的在于提出一种增程式电动车辆的能量管理控制装置。本发明的第三个目的在于提出一种增程式电动车辆。为了实现上述目的，本发明第一方面实施例的增程式电动车辆的能量管理控制方法，包括以下步骤：获取车辆行驶需求功率；根据所述车辆行驶需求功率计算所述增程式电动车辆中驱动电机的目标功率，并根据所述驱动电机的目标功率对所述驱动电机进行控制；获取所述增程式电动车辆的电池目标功率和系统损失功率，并根据所述电池目标功率、所述系统损失功率和所述驱动电机的目标功率计算车辆目标功率；根据所述车辆目标功率和所述增程式电动车辆中增程器的损失功率计算增程器的目标功率；根据所述增程式电动车辆中电池功率调节器的功率值对所述增程器的目标功率进行修正以获得增程器目标功率修正值；以及根据所述增程器目标功率修正值对所述增程器进行控制。根据本发明实施例的增程式电动车辆的能量管理控制方法，在进行能量管理控制时考虑了影响增程器的目标功率、驱动电机的目标功率的多种因素，从而使增程器和驱动电机的控制更加精确、高效。为了实现上述目的，本发明第二方面实施例的增程式电动车辆的能量管理控制装置，包括：需求功率获取模块，用于获取车辆行驶需求功率；驱动电机目标功率计算模块，用于根据所述车辆行驶需求功率计算所述增程式电动车辆中驱动电机的目标功率；车辆目标功率计算模块，用于获取所述增程式电动车辆的电池目标功率和系统损失功率，并根据所述电池目标功率、所述系统损失功率和所述驱动电机的目标功率计算车辆目标功率；增程器目标功率计算模块，用于根据所述车辆目标功率和所述增程式电动车辆中增程器的损失功率计算增程器的目标功率；增程器功率修正模块，用于根据所述增程式电动车辆中电池功率调节器的功率值对所述增程器的目标功率进行修正以获得增程器目标功率修正值；以及控制模块，用于根据所述增程器目标功率修正值对所述增程器进行控制，并根据所述驱动电机的目标功率对所述驱动电机进行控制。根据本发明实施例的增程式电动车辆的能量管理控制装置，在进行能量管理控制时考虑了影响增程器的目标功率、驱动电机的目标功率的多种因素，从而使增程器和驱动电机的控制更加精确、高效。为了实现上述目的，本发明第三方面实施例的增程式电动车辆，包括本发明第二方面实施例的能量管理控制装置。根据本发明实施例的增程式电动车辆，由于具有了该能量管理控制装置，在进行能量管理控制时考虑了影响增程器的目标功率、驱动电机的目标功率的多种因素，从而使增程器和驱动电机的控制更加精确、高效，提升了增程式电动车辆的驾驶体验和安全性。附图说明图1是根据本发明一个实施例的增程式电动车辆的原理示意图；图2是根据本发明一个实施例的增程式电动车辆的能量管理控制方法的流程图；图3是根据本发明一个实施例的增程式电动车辆的能量管理控制装置的方框图。附图标记：整车控制单元100、増程器控制单元200、发电机控制单元300、发动机控制单元400、驱动电机控制单元500、ISG600、发动机700、驱动电机800；需求功率获取模块10、驱动电机目标功率计算模块20、车辆目标功率计算模块30、增程器目标功率计算模块40、增程器功率修正模块50和控制模块60。具体实施方式下面详细描述本发明的实施例，所述实施例的示例在附图中示出，其中自始至终相同或类似的标号表示相同或类似的元件或具有相同或类似功能的元件。下面通过参考附图描述的实施例是示例性的，旨在用于解释本发明，而不能理解为对本发明的限制。下面结合附图描述本发明实施例的增程式电动车辆的能量管理控制方法、装置和增程式电动车辆。首先，对本发明实施例中的增程式电动车辆的结构进行说明。如图1所示，增程式电动车辆，包括：整车控制单元100、増程器控制单元200、发电机控制单元300、发动机控制单元400、驱动电机控制单元500、ISG600、发动机700、驱动电机800。其中，发电机控制单元300用于控制ISG600，发动机控制单元400用于控制发动机700，驱动电机控制单元500用于控制驱动电机800。整车控制单元100、増程器控制单元200、发电机控制单元300、发动机控制单元400和驱动电机控制单元500之间通过CAN网络进行通讯，ISG600与发动机700直连在一起。其中，整车控制单元100检测对驾驶车辆必要的全部状态信息，综合判断之后输出发动机起动停止命令信息，包括发动机紧急停机命令、发动机停机命令、发动机起动命令、发电机限制功率。増程器控制单元200根据整车控制单元的发动机起动停机命令信息控制发动机起动，发送发电机状态命令、发电机目标转速命令和允许发电机输出的最大转矩绝对值给发电机控制单元300，发送发动机停机请求、发动机起动请求给发动机控制单元400，反馈发动机起动故障标志位、増程器工况给整车控制单元100。发电机控制单元300根据増程器控制单元200命令控制ISG600工作。发动机控制单元400根据増程器控制单元200命令控制发动机700工作，并反馈发动机起动完成标志位给増程器控制单元200。驱动电机控制单元500根据整车控制单元100命令控制驱动电机800工作，并反馈驱动电机状态信息给整车控制单元100。图2是根据本发明一个实施例的增程式电动车辆的能量管理控制方法的流程图。如图2所示，本发明实施例的增程式电动车辆的能量管理控制方法，包括以下步骤：S1，获取车辆行驶需求功率。具体地，根据驾驶员对加速踏板或制动踏板的操作来判断驾驶员的驾驶意图(如，加速意图、减速意图)，进而根据驾驶员的驾驶意图获取车辆行驶需求功率。在本发明的一个实施例中，获取车辆行驶需求功率，包括：当判断驾驶员的驾驶意图为加速意图时，根据加速踏板深度、当前车速和驱动电机的转矩限制需求获取车辆行驶需求功率；或当判断驾驶员的驾驶意图为减速意图时，根据当前车速和驱动电机的转矩限制需求获取车辆行驶需求功率。具体地，当驾驶员踩下加速踏板时判断驾驶员有加速意图，此时，根据加速踏板深度和当前车速计算得出驾驶员扭矩需求，然后再经过驱动电机转矩限制需求等条件限制处理后得出车辆行驶需求功率，此时车辆行驶需求功率为正值；当驾驶员踩下制动踏板或松油门进行滑行时，判断驾驶员有减速意图，此时，根据当前车速查表得出制动回馈功率，经过驱动电机发电转矩限制需求等条件限制处理后得出车辆回馈目标功率，此时车辆行驶需求功率为负值。S2，根据车辆行驶需求功率计算增程式电动车辆中驱动电机的目标功率，并根据驱动电机的目标功率对驱动电机进行控制。在本发明的一个实施例中，根据车辆行驶需求功率计算驱动电机的目标功率，包括：根据车辆行驶需求功率和驱动电机的损失功率计算车辆行驶需求功率修正值；根据车辆行驶需求功率修正值和驱动电机的当前转速对应的驱动电机最大功率生成驱动电机的目标功率。具体地，根据车辆行驶需求功率、驱动电机的当前转速、驱动电机的损失功率等条件综合计算驱动电机的目标功率。更具体地，根据驱动电机的当前转速计算驱动电机的当前转速下的驱动电机最大功率，考虑到驱动电机的工作效率问题，车辆驱动目标功率与驱动电机损失功率叠加计算得出修正后的车辆驱动目标功率修正值，再经过当前转速下的驱动电机最大功率限制后计算得出驱动电机的目标功率。进一步地，在计算出驱动电机的目标功率后，还包括：判断当前环境温度是否小于第一预设温度；当前环境温度小于第一预设温度时，判断驱动电机的目标功率是否大于当前环境温度下电池允许放电功率；如果驱动电机的目标功率大于当前环境温度下电池允许放电功率，则将驱动电机的目标功率修正为当前环境温度下电池允许放电功率；如果驱动电机的目标功率小于或等于当前环境温度下电池允许放电功率，则保持驱动电机的目标功率不变。具体地，在考虑包括电池功率限制在内的各种限制情况下修正驱动电机的目标功率。在较低温度环境下(即当前环境温度小于第一预设温度时)，电池允许充放电功率会受到限。当电池允许放电功率小于驱动电机的目标功率时，为了保证电池的安全可靠，需要将驱动电机的目标功率修正为电池允许放电功率；若电池允许放电功率大于或等于驱动电机的目标功率，则驱动电机的目标功率不需做修正。S3，获取增程式电动车辆的电池目标功率和系统损失功率，并根据电池目标功率、系统损失功率和驱动电机的目标功率计算车辆目标功率。具体地，为满足来自车辆的车辆行驶需求功率和来自能量管理控制的电池目标功率以及整车高压附件功率需求，需要考虑驱动电机的目标功率、电池目标功率和系统损失功率等因素来计算车辆目标功率。在增程式电动车辆中，用户可以通过按键选择由纯电模式切换至增程模式，增程模式下整车会以当前SoC值作为目标SoC值，并保持当前SoC。电池目标功率可根据目标SoC值等因素计算得出。系统损失功率为整车高压系统附件的损失功率，包括空调系统、DC-DC等高压部件的损失功率。车辆目标功率则为驱动电机的目标功率、电池目标功率和系统损失功率等因素之和。S4，根据车辆目标功率和增程式电动车辆中增程器的损失功率计算增程器的目标功率。具体地，増程器的目标功率的计算需考虑増程器系统效率，由车辆目标功率与增程器的损失功率叠加后得出増程器的目标功率。S5，根据增程式电动车辆中电池功率调节器的功率值对增程器的目标功率进行修正以获得增程器目标功率修正值。在本发明的一个实施例中，S5包括：将增程器的目标功率和电池功率调节器的功率值进行叠加以获得叠加值，并根据叠加值获得增程器目标功率修正值。具体地，増程器的目标功率除了要满足整车驱动需求，整车高压附件需求等因素外，有必要根据电池功率调节器进行修正，以保证电池放电能力满足整车控制策略的需求。其中，电池目标功率与当前电池功率的差值为电池功率调节器的功率。进一步地，根据叠加值获得增程器目标功率修正值，包括：判断当前环境温度是否小于第一预设温度；如果当前环境温度大于或等于第一预设温度，则将叠加值作为增程器目标功率修正值；如果当前环境温度小于第一预设温度，则进一步判断增程式电动车辆是否在进行制动能量回收；如果增程式电动车辆在进行制动能量回收，则根据制动能量回收功率和当前环境温度下电池允许充电功率对叠加值进行限制以得到增程器目标功率修正值。具体地，考虑包括电池功率限制在内的各种限制情况下修正増程器的目标功率。当车辆未处于较低温度环境时，将步骤S4中计算得出的増程器的目标功率叠加电池功率调节器功率值即得到増程器目标功率修正值。而在较低温度环境下(即当前环境温度小于第一预设温度时)，电池允许充放电功率会受到限制，那么，会存在制动回馈过程中，制动能量回收和増程器同时对电池进行充电的情况，从而可能会存在充电功率超过电池允许充电功率的情况，可能会对电池造成损坏。在这种情况下，为了保证电池的安全可靠，需要保证制动能量回收功率和増程器发电功率之和小于电池允许充电功率。制动能量回收功率和増程器发电功率两者，优先保证制动能量回收功率，其次再保证増程器发电功率。也就是说，车辆处于较低温度环境下时，如果车辆在进行制动能量回收，需要根据电池允许充电功率和制动能量回收功率之差对叠加值进行限制以得到增程器目标功率修正值。S6，根据增程器目标功率修正值对增程器进行控制。在本发明的一个实施例中，S6包括：根据发动机燃油消耗率MAP图获取增程器燃油消耗率最优曲线图；根据增程器燃油消耗率最优曲线图和增程器目标功率修正值获取增程器的目标转速和目标转矩；根据目标转速和目标转矩对增程器进行控制。具体地，发动机和发电机(ISG)作为增程器系统的组成部分，发动机效率最优工作点未必是増程器的效率最优工作点。在发动机燃油消耗率MAP图中，综合考虑増程器系统的效率，给出増程器燃油消耗率最优曲线图，根据该増程器燃油消耗率最优曲线图计算当前的增程器目标功率修正值对应的増程器最优工作点，计算得出増程器的目标转速和目标转矩，进而根据计算出的目标转速和目标转矩对增程器的发动机和ISG电机进行控制。另外，在本发明的一个实施例中，针对低温和高原等环境，需要对增程器的目标转速和目标扭矩进行环境补偿，即分别根据水温和大气压力等环境因素对増程器的目标转速和目标转矩进行补偿控制。在本发明的实施例中，在对增程式电动车辆的能量进行管理控制时，驱动电机的目标功率的计算根据驱动电机及其控制效率进行补偿，保证驱动电机输出的有效功率能够满足整车车辆功率需求；増程器的目标功率根据电池功率调节器进行修正，可以满足能量管理对电池SoC的控制目标；在较低温度环境下，増程器的目标功率考虑电池充放电功率限制，同时优先保证制动能量回收功率，其次保证増程器的发电功率，从而能够保证电池安全可靠运行的同时，尽可能提升回收效率；増程器的目标功率根据系统效率选择増程器的最优工作点，能够保证増程器工作在系统最优工作点，而不是单纯的发动机最优工作点，一定程度上提高了増程器总体工作效率；増程器的发电目标转速和目标转矩进行根据不同环境因素进行补偿，以使对增程器的控制更加精确；驱动电机目标功率根据电池功率进行限制，从而保证电池的安全可靠。本发明实施例的增程式电动车辆的能量管理控制方法，在进行能量管理控制时考虑了影响增程器的目标功率、驱动电机的目标功率的多种因素，从而使增程器和驱动电机的控制更加精确、高效。为了实现上述目的，本发明还提出了一种增程式电动车辆的能量管理控制装置。该能量管理控制装置应用于增程式电动车辆的整车控制单元中。图3是根据本发明一个实施例的增程式电动车辆的能量管理控制装置的方框图。如图3所示，该能量管理控制装置包括：需求功率获取模块10、驱动电机目标功率计算模块20、车辆目标功率计算模块30、增程器目标功率计算模块40、增程器功率修正模块50和控制模块60。需求功率获取模块10用于获取车辆行驶需求功率。具体地，需求功率获取模块10根据驾驶员对加速踏板或制动踏板的操作来判断驾驶员的驾驶意图(如，加速意图、减速意图)，进而根据驾驶员的驾驶意图获取车辆行驶需求功率。在本发明的一个实施例中，需求功率获取模块10用于：当判断驾驶员的驾驶意图为加速意图时，根据加速踏板深度、当前车速和驱动电机的转矩限制需求获取车辆行驶需求功率；或当判断驾驶员的驾驶意图为减速意图时，根据当前车速和驱动电机的转矩限制需求获取车辆行驶需求功率。具体地，当驾驶员踩下加速踏板时需求功率获取模块10判断驾驶员有加速意图，此时，根据加速踏板深度和当前车速计算得出驾驶员扭矩需求，然后再经过驱动电机转矩限制需求等条件限制处理后得出车辆行驶需求功率，此时车辆行驶需求功率为正值；当驾驶员踩下制动踏板或松油门进行滑行时，判断驾驶员有减速意图，此时，根据当前车速查表得出制动回馈功率，经过驱动电机发电转矩限制需求等条件限制处理后得出车辆回馈目标功率，此时车辆行驶需求功率为负值。驱动电机目标功率计算模块20用于根据车辆行驶需求功率计算增程式电动车辆中驱动电机的目标功率。在本发明的一个实施例中，驱动电机目标功率计算模块20用于：根据车辆行驶需求功率和驱动电机的损失功率计算车辆行驶需求功率修正值；根据车辆行驶需求功率修正值和驱动电机的当前转速对应的驱动电机最大功率生成驱动电机的目标功率。具体地，驱动电机目标功率计算模块20根据车辆行驶需求功率、驱动电机的当前转速、驱动电机的损失功率等条件综合计算驱动电机的目标功率。更具体地，驱动电机目标功率计算模块20根据驱动电机的当前转速计算驱动电机的当前转速下的驱动电机最大功率，考虑到驱动电机的工作效率问题，车辆驱动目标功率与驱动电机损失功率叠加计算得出修正后的车辆驱动目标功率修正值，再经过当前转速下的驱动电机最大功率限制后计算得出驱动电机的目标功率。进一步地，驱动电机目标功率计算模块20还用于：判断当前环境温度是否小于第一预设温度，当前环境温度小于第一预设温度时进一步判断驱动电机的目标功率是否大于当前环境温度下电池允许放电功率，并在判断驱动电机的目标功率大于当前环境温度下电池允许放电功率时将驱动电机的目标功率修正为当前环境温度下电池允许放电功率，以及在判断驱动电机的目标功率小于或等于当前环境温度下电池允许放电功率是保持驱动电机的目标功率不变。具体地，驱动电机目标功率计算模块20在考虑包括电池功率限制在内的各种限制情况下修正驱动电机的目标功率。在较低温度环境下(即当前环境温度小于第一预设温度时)，电池允许充放电功率会受到限。当电池允许放电功率小于驱动电机的目标功率时，为了保证电池的安全可靠，驱动电机目标功率计算模块20需要将驱动电机的目标功率修正为电池允许放电功率；若电池允许放电功率大于或等于驱动电机的目标功率，则驱动电机的目标功率不需做修正。车辆目标功率计算模块30用于获取增程式电动车辆的电池目标功率和系统损失功率，并根据电池目标功率、系统损失功率和驱动电机的目标功率计算车辆目标功率。具体地，为满足来自车辆的车辆行驶需求功率和来自能量管理控制的电池目标功率以及整车高压附件功率需求，车辆目标功率计算模块30需要考虑驱动电机的目标功率、电池目标功率和系统损失功率等因素来计算车辆目标功率。在增程式电动车辆中，用户可以通过按键选择由纯电模式切换至增程模式，增程模式下整车会以当前SoC值作为目标SoC值，并保持当前SoC。电池目标功率可根据目标SoC值等因素计算得出。系统损失功率为整车高压系统附件的损失功率，包括空调系统、DC-DC等高压部件的损失功率。车辆目标功率则为驱动电机的目标功率、电池目标功率和系统损失功率等因素之和。增程器目标功率计算模块40用于根据车辆目标功率和增程式电动车辆中增程器的损失功率计算增程器的目标功率。具体地，增程器目标功率计算模块40在计算増程器的目标功率时需考虑増程器系统效率，由车辆目标功率与增程器的损失功率叠加后得出増程器的目标功率。增程器功率修正模块50用于根据增程式电动车辆中电池功率调节器的功率值对增程器的目标功率进行修正以获得增程器目标功率修正值。在本发明的一个实施例中，增程器功率修正模块50用于：将增程器的目标功率和电池功率调节器的功率值进行叠加以获得叠加值，并根据叠加值获得增程器目标功率修正值。具体地，増程器的目标功率除了要满足整车驱动需求，整车高压附件需求等因素外，增程器功率修正模块50有必要根据电池功率调节器进行修正，以保证电池放电能力满足整车控制策略的需求。其中，电池目标功率与当前电池功率的差值为电池功率调节器的功率。进一步地，增程器功率修正模块50具体用于：判断当前环境温度是否小于第一预设温度，并在判断当前环境温度大于或等于第一预设温度时将叠加值作为增程器目标功率修正值，以及在判断当前环境温度小于第一预设温度时进一步判断增程式电动车辆是否在进行制动能量回收，并在判断增程式电动车辆在进行制动能量回收时根据制动能量回收功率和当前环境温度下电池允许充电功率对叠加值进行限制以得到增程器目标功率修正值。具体地，考虑包括电池功率限制在内的各种限制情况下修正増程器的目标功率。当车辆未处于较低温度环境时，将计算得出的増程器的目标功率叠加电池功率调节器功率值即得到増程器目标功率修正值。而在较低温度环境下(即当前环境温度小于第一预设温度时)，电池允许充放电功率会受到限制，那么，会存在制动回馈过程中，制动能量回收和増程器同时对电池进行充电的情况，从而可能会存在充电功率超过电池允许充电功率的情况，可能会对电池造成损坏。在这种情况下，为了保证电池的安全可靠，需要保证制动能量回收功率和増程器发电功率之和小于电池允许充电功率。制动能量回收功率和増程器发电功率两者，优先保证制动能量回收功率，其次再保证増程器发电功率。也就是说，车辆处于较低温度环境下时，如果车辆在进行制动能量回收，需要根据电池允许充电功率和制动能量回收功率之差对叠加值进行限制以得到增程器目标功率修正值。控制模块60用于根据增程器目标功率修正值对增程器进行控制，并根据驱动电机的目标功率对驱动电机进行控制。在本发明的一个实施例中，控制模块60用于：根据发动机燃油消耗率MAP图获取增程器燃油消耗率最优曲线图，并根据增程器燃油消耗率最优曲线图和增程器目标功率修正值获取增程器的目标转速和目标转矩，以及根据目标转速和目标转矩对增程器进行控制。具体地，发动机和发电机(ISG)作为增程器系统的组成部分，发动机效率最优工作点未必是増程器的效率最优工作点。在发动机燃油消耗率MAP图中，控制模块60综合考虑増程器系统的效率，给出増程器燃油消耗率最优曲线图，根据该増程器燃油消耗率最优曲线图计算当前的增程器目标功率修正值对应的増程器最优工作点，计算得出増程器的目标转速和目标转矩，进而根据计算出的目标转速和目标转矩对增程器的发动机和ISG电机进行控制。另外，在本发明的一个实施例中，针对低温和高原等环境，需要对增程器的目标转速和目标扭矩进行环境补偿，即分别根据水温和大气压力等环境因素对増程器的目标转速和目标转矩进行补偿控制。本发明实施例的增程式电动车辆的能量管理控制装置，在进行能量管理控制时考虑了影响增程器的目标功率、驱动电机的目标功率的多种因素，从而使增程器和驱动电机的控制更加精确、高效。为了实现上述实施例，本发明还提出了一种增程式电动车辆，该增程式电动车辆，包括本发明实施例的能量管理控制装置。本发明实施例的增程式电动车辆，由于具有了该能量管理控制装置，在进行能量管理控制时考虑了影响增程器的目标功率、驱动电机的目标功率的多种因素，从而使增程器和驱动电机的控制更加精确、高效，提升了增程式电动车辆的驾驶体验和安全性。在本发明的描述中，需要理解的是，术语“中心”、“纵向”、“横向”、“长度”、“宽度”、“厚度”、“上”、“下”、“前”、“后”、“左”、“右”、“竖直”、“水平”、“顶”、“底”“内”、“外”、“顺时针”、“逆时针”、“轴向”、“径向”、“周向”等指示的方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述本发明和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本发明的限制。此外，术语“第一”、“第二”仅用于描述目的，而不能理解为指示或暗示相对重要性或者隐含指明所指示的技术特征的数量。由此，限定有“第一”、“第二”的特征可以明示或者隐含地包括至少一个该特征。在本发明的描述中，“多个”的含义是至少两个，例如两个，三个等，除非另有明确具体的限定。在本发明中，除非另有明确的规定和限定，术语“安装”、“相连”、“连接”、“固定”等术语应做广义理解，例如，可以是固定连接，也可以是可拆卸连接，或成一体；可以是机械连接，也可以是电连接；可以是直接相连，也可以通过中间媒介间接相连，可以是两个元件内部的连通或两个元件的相互作用关系，除非另有明确的限定。对于本领域的普通技术人员而言，可以根据具体情况理解上述术语在本发明中的具体含义。在本发明中，除非另有明确的规定和限定，第一特征在第二特征“上”或“下”可以是第一和第二特征直接接触，或第一和第二特征通过中间媒介间接接触。而且，第一特征在第二特征“之上”、“上方”和“上面”可是第一特征在第二特征正上方或斜上方，或仅仅表示第一特征水平高度高于第二特征。第一特征在第二特征“之下”、“下方”和“下面”可以是第一特征在第二特征正下方或斜下方，或仅仅表示第一特征水平高度小于第二特征。在本说明书的描述中，参考术语“一个实施例”、“一些实施例”、“示例”、“具体示例”、或“一些示例”等的描述意指结合该实施例或示例描述的具体特征、结构、材料或者特点包含于本发明的至少一个实施例或示例中。在本说明书中，对上述术语的示意性表述不必须针对的是相同的实施例或示例。而且，描述的具体特征、结构、材料或者特点可以在任一个或多个实施例或示例中以合适的方式结合。此外，在不相互矛盾的情况下，本领域的技术人员可以将本说明书中描述的不同实施例或示例以及不同实施例或示例的特征进行结合和组合。尽管上面已经示出和描述了本发明的实施例，可以理解的是，上述实施例是示例性的，不能理解为对本发明的限制，本领域的普通技术人员在本发明的范围内可以对上述实施例进行变化、修改、替换和变型。 | 本发明公开了一种增程式电动车辆及其能量管理控制方法和装置，该方法包括：获取车辆行驶需求功率；根据车辆行驶需求功率计算驱动电机的目标功率，并根据驱动电机的目标功率对驱动电机进行控制；获取电池目标功率和系统损失功率，并根据电池目标功率、系统损失功率和驱动电机的目标功率计算车辆目标功率；根据车辆目标功率和增程器的损失功率计算增程器的目标功率；根据电池功率调节器的功率值对增程器的目标功率进行修正以获得增程器目标功率修正值；以及根据增程器目标功率修正值对增程器进行控制。该方法在进行能量管理控制时考虑了影响增程器的目标功率、驱动电机的目标功率的多种因素，使增程器和驱动电机的控制更加精确、高效。 | CN:201610404640.8A | https://patentimages.storage.googleapis.com/67/16/32/7180ed0a8070b7/CN106080580B.pdf | CN:106080580:B | 王金龙, 易迪华, 秦兴权, 金硕, 崔天祥, 周金龙, 李从心 | Beijing Electric Vehicle Co Ltd | DE:102012000139:A1, CN:202294792:U, CN:205239172:U, CN:105584477:A | Not available | 2018-05-08 | 1.一种增程式电动车辆的能量管理控制方法，所述能量管理控制方法包括获取车辆行驶需求功率，其特征在于，还包括以下步骤：, 根据所述车辆行驶需求功率计算所述增程式电动车辆中驱动电机的目标功率，并根据所述驱动电机的目标功率对所述驱动电机进行控制；, 获取所述增程式电动车辆的电池目标功率和系统损失功率，并根据所述电池目标功率、所述系统损失功率和所述驱动电机的目标功率计算车辆目标功率；, 根据所述车辆目标功率和所述增程式电动车辆中增程器的损失功率计算增程器的目标功率；, 根据所述增程式电动车辆中电池功率调节器的功率值对所述增程器的目标功率进行修正以获得增程器目标功率修正值；以及, 根据所述增程器目标功率修正值对所述增程器进行控制。, \n \n, 2.根据权利要求1所述的增程式电动车辆的能量管理控制方法，其特征在于，所述获取车辆行驶需求功率，包括：, 当判断驾驶员的驾驶意图为加速意图时，根据加速踏板深度、当前车速和所述驱动电机的转矩限制需求获取所述车辆行驶需求功率；或, 当判断驾驶员的驾驶意图为减速意图时，根据当前车速和所述驱动电机的转矩限制需求获取所述车辆行驶需求功率。, \n \n, 3.根据权利要求1所述的增程式电动车辆的能量管理控制方法，其特征在于，所述根据所述车辆行驶需求功率计算所述驱动电机的目标功率，包括：, 根据所述车辆行驶需求功率和所述驱动电机的损失功率计算车辆行驶需求功率修正值；, 根据所述车辆行驶需求功率修正值和所述驱动电机的当前转速对应的驱动电机最大功率生成所述驱动电机的目标功率。, \n \n, 4.根据权利要求3所述的增程式电动车辆的能量管理控制方法，其特征在于，还包括：, 判断当前环境温度是否小于第一预设温度；, 当所述当前环境温度小于所述第一预设温度时，判断所述驱动电机的目标功率是否大于所述当前环境温度下电池允许放电功率；, 如果所述驱动电机的目标功率大于所述当前环境温度下电池允许放电功率，则将所述驱动电机的目标功率修正为所述当前环境温度下电池允许放电功率；, 如果所述驱动电机的目标功率小于或等于所述当前环境温度下电池允许放电功率，则保持所述驱动电机的目标功率不变。, \n \n, 5.根据权利要求1所述的增程式电动车辆的能量管理控制方法，其特征在于，所述根据所述增程式电动车辆中电池功率调节器的功率值对所述增程器的目标功率进行修正以获得增程器目标功率修正值，包括：, 将所述增程器的目标功率和所述电池功率调节器的功率值进行叠加以获得叠加值，并根据所述叠加值获得所述增程器目标功率修正值。, \n \n, 6.根据权利要求5所述的增程式电动车辆的能量管理控制方法，其特征在于，所述根据所述叠加值获得所述增程器目标功率修正值，包括：, 判断当前环境温度是否小于第一预设温度；, 如果所述当前环境温度大于或等于所述第一预设温度，则将所述叠加值作为所述增程器目标功率修正值；, 如果所述当前环境温度小于所述第一预设温度，则进一步判断所述增程式电动车辆是否在进行制动能量回收；, 如果所述增程式电动车辆在进行制动能量回收，则根据制动能量回收功率和所述当前环境温度下电池允许充电功率对所述叠加值进行限制以得到所述增程器目标功率修正值。, \n \n \n \n \n \n \n, 7.根据权利要求1-6中任一项所述的增程式电动车辆的能量管理控制方法，其特征在于，所述根据所述增程器目标功率修正值对所述增程器进行控制，包括：, 根据发动机燃油消耗率MAP图获取增程器燃油消耗率最优曲线图；, 根据所述增程器燃油消耗率最优曲线图和所述增程器目标功率修正值获取所述增程器的目标转速和目标转矩；, 根据所述目标转速和所述目标转矩对所述增程器进行控制。, 8.一种增程式电动车辆的能量管理控制装置，所述能量管理控制装置包括需求功率获取模块，用于获取车辆行驶需求功率，其特征在于，还包括：, 驱动电机目标功率计算模块，用于根据所述车辆行驶需求功率计算所述增程式电动车辆中驱动电机的目标功率；, 车辆目标功率计算模块，用于获取所述增程式电动车辆的电池目标功率和系统损失功率，并根据所述电池目标功率、所述系统损失功率和所述驱动电机的目标功率计算车辆目标功率；, 增程器目标功率计算模块，用于根据所述车辆目标功率和所述增程式电动车辆中增程器的损失功率计算增程器的目标功率；, 增程器功率修正模块，用于根据所述增程式电动车辆中电池功率调节器的功率值对所述增程器的目标功率进行修正以获得增程器目标功率修正值；以及, 控制模块，用于根据所述增程器目标功率修正值对所述增程器进行控制，并根据所述驱动电机的目标功率对所述驱动电机进行控制。, \n \n, 9.根据权利要求8所述的增程式电动车辆的能量管理控制装置，其特征在于，所述需求功率获取模块，用于：, 当判断驾驶员的驾驶意图为加速意图时，根据加速踏板深度、当前车速和所述驱动电机的转矩限制需求获取所述车辆行驶需求功率；或, 当判断驾驶员的驾驶意图为减速意图时，根据当前车速和所述驱动电机的转矩限制需求获取所述车辆行驶需求功率。, \n \n, 10.根据权利要求8所述的增程式电动车辆的能量管理控制装置，其特征在于，所述驱动电机目标功率计算模块，用于：, 根据所述车辆行驶需求功率和所述驱动电机的损失功率计算车辆行驶需求功率修正值；, 根据所述车辆行驶需求功率修正值和所述驱动电机的当前转速对应的驱动电机最大功率生成所述驱动电机的目标功率。, \n \n, 11.根据权利要求10所述的增程式电动车辆的能量管理控制装置，其特征在于，所述驱动电机目标功率计算模块，还用于：, 判断当前环境温度是否小于第一预设温度，当所述当前环境温度小于所述第一预设温度时进一步判断所述驱动电机的目标功率是否大于所述当前环境温度下电池允许放电功率，并在判断所述驱动电机的目标功率大于所述当前环境温度下电池允许放电功率时将所述驱动电机的目标功率修正为所述当前环境温度下电池允许放电功率，以及在判断所述驱动电机的目标功率小于或等于所述当前环境温度下电池允许放电功率是保持所述驱动电机的目标功率不变。, \n \n, 12.根据权利要求8所述的增程式电动车辆的能量管理控制装置，其特征在于，所述增程器功率修正模块，用于：, 将所述增程器的目标功率和所述电池功率调节器的功率值进行叠加以获得叠加值，并根据所述叠加值获得所述增程器目标功率修正值。, \n \n, 13.根据权利要求12所述的增程式电动车辆的能量管理控制装置，其特征在于，所述增程器功率修正模块，具体用于：, 判断当前环境温度是否小于第一预设温度，并在判断所述当前环境温度大于或等于所述第一预设温度时将所述叠加值作为所述增程器目标功率修正值，以及在判断所述当前环境温度小于所述第一预设温度时进一步判断所述增程式电动车辆是否在进行制动能量回收，并在判断所述增程式电动车辆在进行制动能量回收时根据制动能量回收功率和所述当前环境温度下电池允许充电功率对所述叠加值进行限制以得到所述增程器目标功率修正值。, \n \n \n \n \n \n \n, 14.根据权利要求8-13中任一项所述的增程式电动车辆的能量管理控制装置，其特征在于，所述控制模块，用于：, 根据发动机燃油消耗率MAP图获取增程器燃油消耗率最优曲线图，并根据所述增程器燃油消耗率最优曲线图和所述增程器目标功率修正值获取所述增程器的目标转速和目标转矩，以及根据所述目标转速和所述目标转矩对所述增程器进行控制。, 15.一种增程式电动车辆，其特征在于，包括：根据权利要求8-14中任一项所述的能量管理控制装置。 | CN | China | Active | B | True |
| 178 | 一种电动汽车有序充电智能管理系统及有序充电控制方法 \n | CN105871029B | 技术领域本发明属于电动汽车充电领域，尤其是涉及一种电动汽车有序充电智能管理系统及有序充电控制方法。背景技术电动汽车的电池和驱动技术以及智能电网的快速发展，为电动汽车未来快速发展和普及提供了强大动力。电动汽车大量无序、随机充电可能会加剧电网负荷波动，充电负荷与原有峰值叠力口，将形成新的负荷，对配电网带来巨大影响，使电网能量损耗和经济效益恶化。随着电动汽车的发展，采用集中控制方式对数量巨大的电动汽车进行有序充电控制将对电网电动汽车控制中心的计算能力提出很高的要求。国家激励政策和分段电价，引导大量用户利用晚间低谷进行夜间充电或延迟充电，避开高峰时段，这一方法在近期可有效实现大量充电负荷的转移，但存在一定局限性。基于以上问题，急需开发一套全面的系统，这套系统可以针对较大区域内电动汽车充电站与控制中心的实时通信速度和可靠性问题，充电站能够迅速实时采集电动汽车充电信息，并根据电网实时状态，兼顾客户的充电需求，根据充电站现有电动汽车动力电池充电状况，结合智能实时终端网络服务器数据和区域电网分时电价机制，建立基于神经网络的有序充电智能管理的控制系统，结合退役动力电池组建的移动式储能系统，对充电站内所有电动汽车动力电池的充放电时序进行智能管理和控制，实现区域电网的削峰填谷，降低充电站的购电成本，并实现电动汽车充电站运营效益最大化。发明内容本发明的目的是提供一种电动汽车有序充电智能管理系统及有序充电控制方法。为实现上述的发明目的，本发明的技术方案如下：一种电动汽车有序充电智能管理系统，包括终端网络云平台、电动汽车动力电池APP系统、有序充电控制模块、充电站管理系统、智能实时终端服务器、神经网络算法控制模块、退役电池移动式储能系统、储能逆变器；终端网络云平台：采集用户电动车动力电池使用状态、充电时刻、日行驶里程的实时数据信息，与智能实时终端服务器所采集到的信息进行信息实时交互；电动汽车动力电池APP系统：通过终端网络云平台查询就近充电站内充电桩使用情况，通过蓝牙与车载电池能量管理系统实时通信，通过无线网络或移动数据网络将所在电动汽车动力电池使用状态、充电时刻、日行驶里程信息传送至终端网络云平台，从信息交互总线调取数据经程序处理后完成用户数据查询、充电计费查询、消费金额显示、余额查询、车辆充电信息实时查询功能；有序充电控制模块：将退役电池移动式储能充放电指令下发至第一储能电池能量管理系统，将属于充电桩的信息指令下发至充电桩，充电桩再将指令发送给充电站管理系统和充电站内的电动汽车上；充电站管理系统：实时采集所有充电桩的充电和待机状态信息，通过车载电池能量管理系统获取电动汽车电池容量、电池当前荷电状态；通过信息交互总线获取用户电动汽车动力电池APP系统传输的电动汽车预期的停留时间、离开时间和离开时的电动汽车电荷状态信息；智能实时网络终端服务器：通过信息交互总线获取充电站管理系统的全部信息，包括充电桩及充电站内电动汽车的全部信息，通过信息交互总线获取第二储能电池能量管理系统的全部信息，包括储能逆变器和推移电池移动式储能系统的全部信息，通过信息交互总线获取区域电网调度信息，包括区域电网及区域电网用电负荷的全部信息，剔除全部垃圾信息，通过信息交互总线将所收集的各类信息传送至神经网络算法控制模块；神经网络算法控制模块：对通过信息交互总线得到的数据进行优化求解，得到充电站有序充电和退役电池移动式储能系统的动作指令，将得到的各类指令分别发送到有序充电控制模块；退役电池移动式储能系统：接收有序充电控制模块的储能充放电指令，经过储能逆变器发送给第二储能电池能量管理系统；储能逆变器：将退役电池移动式储能系统传输的数据信息经过处理发送给第二储能电池能量管理系统，与区域电网互相交换信息，并将第二储能电池能量管理系统和区域电网传输的信息下发给退役电池移动式储能系统，实现电池能量旋转备用或区域电网的削峰填谷的功能；一种利用电动汽车有序智能管理系统进行的有序充电控制方法，电动汽车充电负荷接入后，用户设置充电完成时间并将指令发送给充电桩，充电桩获取到电动汽车充电信息，然后发给充电站管理系统，充电站管理系统经过数据整理后再将信息发给智能实时网络终端服务器，退役电池移动式储能系统和区域电网用电负荷信息也将传送给智能网络终端服务器，智能实时网络终端服务器将指令发送给神经网络算法控制模块，同时还将所有信息传送给终端网络云平台，如果用户进行预约充电，则将电动车充电信息上传给终端网络云平台，终端网络云平台还将接受到的上传信息发送给智能网络终端服务器，神经网络算法控制模块发出指令给有序充电控制模块后进行是否满足区域电网用电负荷判断；如果区域电网满足其用电负荷，再判断充电站是否满足负荷削峰填谷需求，如果满足负荷削峰填谷则将信息发送给神经网络算法控制模块，神经网络算法控制模块经过计算后得出指令，并将指令发送给退役电池移动式储能系统配合区域电网完成削峰填谷并将此信息发送给智能实时网络终端服务器，如果不满足负荷削峰填谷，则也将信息反馈给智能网络终端服务器，智能实时网络终端服务器结合峰谷电价差问题进行计算并发出可以完成充电站效益最大化的动作指令，并实时将信息反馈给智能实时网络终端服务器；如果区域电网不满足其用电负荷需求，则将信息发送给退役电池移动式储能系统同时判断其是否满足放电需求，如果满足放电需求将指令发送给退役电池移动式储能系统配合充电站完成有序充电，同时反馈用户充电信息，如果不满足放电需求则将可完成的充电状况信息发送给用户后进行用户是否接受充电，如果接受充电则进行有序充电步骤，并将实时的用户充电信息反馈回终端服务器，退役电池移动式储能系统和充电桩等待最佳充电指令，如果用户不接受充电则进行用户是否等待充电判断，如果等待充电则等待最佳充电指令直至充电结束，如果用户不等待充电则直接进入到充电结束状态。本发明具有的优点和积极效果是：基于神经网络的电动汽车有序充电智能管理的控制系统，结合退役动力电池组建的移动式储能系统，对充电站内所有电动汽车动力电池的充放电时序进行智能管理和控制，实现区域电网的削峰填谷，降低充电站的购电成本，并实现电动汽车充电站运营效益最大化。附图说明图1是本发明的电动汽车有序充电智能管理系统构架图；图2是本发明的神经网络算法控制模块的拓扑结构图；图3是本发明的神经网络算法控制模块的算法流程图；图4是本发明的有序充电控制方法的流程图。具体实施方式下面结合具体实施例对本发明作进一步说明，但不限定本发明的保护范围。如图1所示，一种电动汽车有序充电智能管理系统，包括终端网络云平台、电动汽车动力电池APP系统、有序充电控制模块、充电站管理系统、智能实时终端服务器、神经网络算法控制模块、退役电池移动式储能系统、储能逆变器；终端网络云平台：采集用户电动车动力电池使用状态、充电时刻、日行驶里程的实时数据信息，与智能实时终端服务器所采集到的信息进行信息实时交互；电动汽车动力电池APP系统：通过终端网络云平台查询就近充电站内充电桩使用情况，通过蓝牙与车载电池能量管理系统实时通信，通过无线网络或移动数据网络将所在电动汽车动力电池使用状态、充电时刻、日行驶里程信息传送至终端网络云平台，从信息交互总线调取数据经程序处理后完成用户数据查询、充电计费查询、消费金额显示、余额查询、车辆充电信息实时查询功能；有序充电控制模块：将退役电池移动式储能充放电指令下发至第一储能电池能量管理系统，将属于充电桩的信息指令下发至充电桩，充电桩再将指令发送给充电站管理系统和充电站内的电动汽车上；充电站管理系统：实时采集所有充电桩的充电和待机状态信息，通过车载电池能量管理系统获取电动汽车电池容量、电池当前荷电状态；通过信息交互总线获取用户电动汽车动力电池APP系统传输的电动汽车预期的停留时间、离开时间和离开时的电动汽车电荷状态信息；智能实时网络终端服务器：通过信息交互总线获取充电站管理系统的全部信息，包括充电桩及充电站内电动汽车的全部信息，通过信息交互总线获取第二储能电池能量管理系统的全部信息，包括储能逆变器和推移电池移动式储能系统的全部信息，通过信息交互总线获取区域电网调度信息，包括区域电网及区域电网用电负荷的全部信息，剔除全部垃圾信息，通过信息交互总线将所收集的各类信息传送至神经网络算法控制模块；如图2、3所示，神经网络算法控制模块：对通过信息交互总线得到的数据进行优化求解，得到充电站有序充电和退役电池移动式储能系统的动作指令，将得到的各类指令分别发送到有序充电控制模块；退役电池移动式储能系统：接收有序充电控制模块的储能充放电指令，经过储能逆变器发送给第二储能电池能量管理系统；储能逆变器：将退役电池移动式储能系统传输的数据信息经过处理发送给第二储能电池能量管理系统，与区域电网互相交换信息，并将第二储能电池能量管理系统和区域电网传输的信息下发给退役电池移动式储能系统，实现电池能量旋转备用或区域电网的削峰填谷的功能。如图4所示，一种利用电动汽车有序智能管理系统进行的有序充电控制方法，电动汽车充电负荷接入后，用户设置充电完成时间并将指令发送给充电桩，充电桩获取到电动汽车充电信息，然后发给充电站管理系统，充电站管理系统经过数据整理后再将信息发给智能实时网络终端服务器，退役电池移动式储能系统和区域电网用电负荷信息也将传送给智能网络终端服务器，智能实时网络终端服务器将指令发送给神经网络算法控制模块，同时还将所有信息传送给终端网络云平台，如果用户进行预约充电，则将电动车充电信息上传给终端网络云平台，终端网络云平台还将接受到的上传信息发送给智能网络终端服务器，神经网络算法控制模块发出指令给有序充电控制模块后进行是否满足区域电网用电负荷判断；如果区域电网满足其用电负荷再判断是否满足负荷削峰填谷条件，如果满足负荷削峰填谷则将信息发送给神经网络算法控制模块，神经网络算法控制模块经过计算后得出指令，并将指令发送给退役电池移动式储能系统配合区域电网完成削峰填谷并将此信息发送给智能实时网络终端服务器，如果不满足负荷削峰填谷，则也将信息反馈给智能网络终端服务器，智能实时网络终端服务器结合峰谷电价差问题进行计算并发出可以完成充电站效益最大化的动作指令，并实时将信息反馈给智能实时网络终端服务器；如果区域电网不满足其用电负荷，则将信息发送给终端服务器，并判断退役电池移动式储能系统是否满足放电需求，如果满足放电需求将指令发送给退役电池移动式储能系统配合充电站完成有序充电，同时反馈用户充电信息，如果不满足放电需求则将预计可完成的充电状况信息发送给用户，由用户选择是否接受充电，如果接受充电则进行有序充电步骤，并将实时的用户充电信息反馈回终端服务器，退役电池移动式储能系统和充电桩等待最佳充电指令，如果用户不接受充电则进行用户是否等待充电判断，如果等待充电则等待最佳充电指令直至充电结束，如果用户不等待充电则直接进入到充电结束状态。本发明具有的优点和积极效果是：基于神经网络的有序充电智能管理的控制系统，结合退役动力电池组建的移动式储能系统，对充电站内所有电动汽车动力电池的充放电时序进行智能管理和控制，实现区域电网的削峰填谷，降低充电站的购电成本，并实现电动汽车充电站运营效益最大化。以上对本发明的实施例进行了详细说明，但所述内容仅为本发明的较佳实施例，不能被认为用于限定本发明的实施范围。凡依本发明申请范围所作的均等变化与改进等，均应仍归属于本发明的专利涵盖范围之内。 | 本发明涉及电动汽车充电领域，提供一种电动汽车有序充电智能管理系统及有序充电控制方法，其中电动汽车有序充电智能管理系统包括终端网络云平台、电动汽车动力电池APP系统、有序充电智能管理模块、充电站管理系统、智能实施网络终端服务器、神经网络算法模块、退役电池移动式储能系统、储能逆变器。该发明具有的优点在于基于神经网络的电动汽车有序充电智能管理的控制系统，结合退役动力电池组建的移动式储能系统，对充电站内所有电动汽车动力电池的充放电时序进行智能管理和控制，实现区域电网的削峰填谷，降低充电站的购电成本，并实现电动汽车充电站运营效益最大化。 | CN:201610343944.8A | https://patentimages.storage.googleapis.com/61/0e/8c/d9943dc84e1d53/CN105871029B.pdf | CN:105871029:B | 程伟, 侯小贺, 施云海, 陈亮 | Individual | EP:2056420:A1, CN:101950998:A, CN:103915869:A | Not available | 2018-08-14 | 1.一种电动汽车有序充电智能管理系统，其特征在于：包括终端网络云平台、电动汽车动力电池APP系统、有序充电控制模块、充电站管理系统、智能实时终端服务器、神经网络算法控制模块、退役电池移动式储能系统、储能逆变器；, 终端网络云平台：采集用户电动车动力电池使用状态、充电时刻、日行驶里程的实时数据信息，与智能实时终端服务器所采集到的信息进行信息实时交互；, 电动汽车动力电池APP系统：通过终端网络云平台查询就近充电站内充电桩使用情况，通过蓝牙与车载电池能量管理系统实时通信，通过无线网络或移动数据网络将所在电动汽车动力电池使用状态、充电时刻、日行驶里程信息传送至终端网络云平台，从信息交互总线调取数据经程序处理后完成用户数据查询、充电计费查询、消费金额显示、余额查询、车辆充电信息实时查询功能；, 有序充电控制模块：将退役电池移动式储能充放电指令下发至第一储能电池能量管理系统，将属于充电桩的信息指令下发至充电桩，充电桩再将指令发送给充电站管理系统和充电站内的电动汽车上；, 充电站管理系统：实时采集所有充电桩的充电和待机状态信息，通过车载电池能量管理系统获取电动汽车电池容量、电池当前荷电状态；通过信息交互总线获取用户电动汽车动力电池APP系统传输的电动汽车预期的停留时间、离开时间和离开时的电动汽车电荷状态信息；, 智能实时网络终端服务器：通过信息交互总线获取充电站管理系统的全部信息，包括充电桩及充电站内电动汽车的全部信息，通过信息交互总线获取第二储能电池能量管理系统的全部信息，包括储能逆变器和推移电池移动式储能系统的全部信息，通过信息交互总线获取区域电网调度信息，包括区域电网及区域电网用电负荷的全部信息，剔除全部垃圾信息，通过信息交互总线将所收集的各类信息传送至神经网络算法控制模块；, 神经网络算法控制模块：对通过信息交互总线得到的数据进行优化求解，得到充电站有序充电和退役电池移动式储能系统的动作指令，将得到的各类指令分别发送到有序充电控制模块；, 退役电池移动式储能系统：接收有序充电控制模块的储能充放电指令，经过储能逆变器发送给第二储能电池能量管理系统；, 储能逆变器：将退役电池移动式储能系统传输的数据信息经过处理发送给第二储能电池能量管理系统，与区域电网互相交换信息，并将第二储能电池能量管理系统和区域电网传输的信息下发给退役电池移动式储能系统，实现电池能量旋转备用或区域电网的削峰填谷的功能。, \n \n, 2.一种利用权利 要求1所述的系统进行的有序充电控制方法，其特征在于：电动汽车充电负荷接入后，用户设置充电信息并将指令发送给充电桩，充电桩获取到电动汽车充电信息，然后发给充电站管理系统，充电站管理系统经过数据整理后再将信息发给智能实时网络终端服务器，退役电池移动式储能系统和区域电网用电负荷信息也将传送给智能网络终端服务器，智能实时网络终端服务器将指令发送给神经网络算法控制模块，同时还将所有信息传送给终端网络云平台，如果用户进行预约充电，则将电动车充电信息上传给终端网络云平台，终端网络云平台还将接受到的上传信息发送给智能网络终端服务器，神经网络算法控制模块发出指令给有序充电控制模块后判断区域电网是否满足其用电负荷需求；, 如果满足区域电网用电负荷需求，再判断充电站是否具备满足负荷削峰填谷条件，如果满足负荷削峰填谷则将信息发送给神经网络算法控制模块，神经网络算法控制模块经过计算后得出指令，并将指令发送给退役电池移动式储能系统配合区域电网完成削峰填谷并将此信息发送给智能实时网络终端服务器，如果不满足负荷削峰填谷，则也将信息反馈给智能网络终端服务器，智能实时网络终端服务器结合峰谷电价差问题进行计算并发出可以完成充电站效益最大化的动作指令，并实时将信息反馈给智能实时网络终端服务器；, 如果区域电网不满足其用电负荷需求，则将信息发送给终端服务器，并判断退役电池移动式储能系统是否满足放电需求，如果满足放电需求，将指令发送给退役电池移动式储能系统配合充电站完成有序充电，同时反馈用户充电信息，如果不满足放电需求则将可完成的充电状况信息发送给用户后进行用户是否接受充电指令，如果接受充电则进行有序充电步骤，并将实时的用户充电信息反馈回服务器，退役电池移动式储能系统和充电桩等待服务器下发充电指令，如果用户不接受充电则进行用户是否等待充电判断，如果等待充电则等待最佳充电指令直至充电结束，如果用户不等待充电则直接进入到充电结束状态。 | CN | China | Expired - Fee Related | H02J7/0027 | True |
| 179 | Electric vehicle charging station adapted for the delivery of goods and services \n | US10055706B2 | The present application claims priority to U.S. Provisional Patent Application Ser. No. 61/537,346, filed Sep. 21, 2011, U.S. Provisional Patent Application Ser. No. 61/608,439, filed Mar. 8, 2012, which are both incorporated herein by reference as if set out in full.\nNone.\nThe present application for patent is related to U.S. Provisional Patent Application Ser. No. 61/537,319, filed Sep. 21, 2011, and U.S. Provisional Patent Application Ser. No. 61/537,346, filed Sep. 21, 2011, and U.S. Provisional Patent Application Ser. No. 61/537,412, filed Sep. 21, 2011, and U.S. Provisional Patent Application Ser. No. 61/621,250, filed Apr. 6, 2012, all of which are incorporated herein by reference as if set out in full.\nField\nThe technology of the present application relates generally to electric vehicle networks, and more specifically, to electric vehicle charging stations where the energy to charge the vehicle is generated using predominately renewable energy sources as well as providing ancillary services to augment and reduce the cost associated with the station. The ancillary services may be provided by certain facilities without incorporation of an electric vehicle charging capability.\nBackground\nAs countries become more concerned with oil reserves, renewable energy, and carbon footprints, electrically powered vehicles become more popular. Electrically powered vehicles have been around for some time in the form of mass transportation systems, such as, for example, subways, trolleys, and certain trains and light rail transportation vehicles. Within the last several years, hybrid and fully electric cars have become increasingly attractive, but have not generated a significant amount of demand. Such vehicles include, for example, the Toyota Prius, the Nissan Leaf, to name but two such electric vehicles.\nElectric vehicles, and particularly individual or low occupancy vehicles, have several potential benefits over gas powered internal combustion automobiles. For example, hybrid and fully electric cars generate significantly less pollution than gas powered cars. While fully electric cars produce essentially zero pollution themselves, the generation of energy to charge the cars does produce some increase in pollution, although it is difficult to attribute any specific amount to the increase in grid power. Additionally, hybrid and fully electric cars are less influenced by changes in the price of a barrel of oil, whether the oil is based on foreign or domestic production. While these are some, many other benefits exist regarding the use of hybrid or fully electric vehicles.\nWhile several advantages exist regarding electric vehicles, consumer demand for the same has been generally lower than expected in a number of major markets around the world. One of the factors resulting in lower than expected demand is simply the costs associated with the electric vehicles and, in particular, the cost of the large battery necessary to power the vehicle. Another factor resulting in the lower demand relates to the availability of electric vehicle charging stations (EVC stations). EVC stations, unlike gas stations, are not common place in most metropolitan areas, let alone less populated and rural regions. Many uses of electric vehicles use their residential power to charge the battery, which limits the available range of electric vehicles. Also, residential power requires a significant amount of time to fully charge a vehicle battery.\nTo make EVC stations more readily available, electric vehicle networks are being proposed. Generally, electric vehicle networks provide for publicly-accessible EVC stations and battery stations in particular regions. The electric vehicle networks may be, depending on the locale, privately funded or governmentally funded. For example, Better Place, Inc., a corporation organized under the laws of the State of Delaware in the United States, is a venture back company whose mission is to reduce global dependency on hydrocarbons. Better Place is building an electric vehicle network that comprises multiple EVC stations in Israel. Better Place is currently contemplating the opening of electric vehicle networks in other jurisdictions as well. Another venture similar to Better Place, Inc. is Europe's Park & Charge. Park & Charge was originally funded by a European agency, but is now operated by the Electromobile Club of Switzerland.\nHowever, even with organizations such as Better Place, Inc., Park & Charge, and others, the widespread application of EVC stations has been slow. Also, many EVC stations operate off of the electrical power grid. As much of the energy available from the electrical power grid is not renewable, and in some cases is petroleum based, even wide spread application of EVC stations connected to the grid is less than desirable as petroleum dependency and pollution reduction will in part be offset by an increase in power requirements from commercial power plants.\nIdeally, EVC stations would be powered by renewable power sources, such as, for example, photovoltaic (solar) arrays or wind turbines. The EVC stations and electric vehicle networks could further reduce petroleum dependency by supplying unused energy back to the grid.\nHowever, despite the altruistic endeavors, including those described above, the capital costs associated with placement of EVC stations that use solar or wind energy to charge the vehicles has been a hindrance in wide spread construction of EVC stations that use renewable energy. This is due, in part, to the long period of time that is required to recoup the capital construction costs by simply charging for the energy production.\nThus, against this background, there is a need to provide an improved EVC station that would augment the return on EVC stations to facilitate increased placement of renewable based EVC stations.\nThis Summary is provided to introduce a selection of concepts in a simplified and incomplete manner highlighting some of the aspects further described in the Detailed Description. This Summary, and the foregoing Background, is not intended to identify key aspects or essential aspects of the claimed subject matter. Moreover, this Summary is not intended for use as an aid in determining the scope of the claimed subject matter.\nIn some aspects of the technology of the present application, a solar canopy is provided that powers, among other things, a station. The station provides data transfer between the station and client devices of data registered with the station or registered with a remote server networked to the station. The data relates to information associated with services that may be provided to the vehicle while at the solar canopy.\nIn other aspects of the technology of the present application, the solar canopy may further be provided with the ability to couple to a battery, which may be a vehicle battery such as an electric car or electric scooter. The solar canopy would provide electrical energy either directly to the battery or through a power conditioner and, optionally, a storage facility. The solar canopy, storage facility, or power conditioner may be provided to power equipment associated with providing services such as, for example, power refrigeration units or freezer units to allow delivery of perishable and frozen goods.\nThese and other aspects of the technology of the present application will be apparent after consideration of the Detailed Description and Figures herein. It is to be understood, however, that the scope of the application shall be determined by the claims as issued and not by whether given subject matter addresses any or all issues noted in the Background or includes any features or aspects highlighted in this Summary.\n FIG. 1 is a view of a solar canopy consistent with the technology of the present application;\n FIG. 2 is a view of a pedestal consistent with the technology of the present application;\n FIG. 3 is a view of a solar canopy consistent with the technology of the present application;\n FIG. 4 is a view of a charge station consistent with the technology of the present application;\n FIG. 5 is a view of a storage box associated with the solar canopy consistent with the technology of the present application;\n FIG. 6 is a functional block diagram of a processor associated with the technology of the present application;\n FIG. 7 is a methodology associated with using the technology of the present application;\n FIG. 8 is a functional block diagram of a system capable of embodying portions of the technology of the present application; and\n FIG. 9 is another functional block diagram of a system capable of embodying portions of the technology of the present application.\nThe technology of the present patent application will now be explained with reference to various figures, tables, and the like. While the technology of the present application is described with respect to using canopy structures and solar or photovoltaic panels to produce renewable energy to charge vehicles or other batteries, the technology should not be limited to the same. In particular, one of ordinary skill in the art would now recognize that the technology is applicable to other renewable energy sources, or greener energy sources, such as, for example, wind power, as well as direct grid power supply. Moreover, the technology of the present application may be described with respect to charging large capacity batteries, such as, for example, those batteries used to power electric vehicles, but one of ordinary skill in the art will now recognize on reading the disclosure that the technology may be applicable to charging batteries for other devices, such as personal people movers, electric scooters, mobile processing devices, or the like. In still certain embodiments, facilities may be provided that do not include battery charging capability but simply the ability to supply some of the services described herein. These facilities may be stand alone facilities providing services, such as, for example, areas with little or no vehicle traffic like smaller sized gated communities, malls, or the like, or be integrated as service places associated with a larger EVC station network. Moreover, the technology of the present patent application will be described with reference to certain exemplary embodiments herein. The word “exemplary” is used herein to mean “serving as an example, instance, or illustration.” Any embodiment described herein as “exemplary” is not necessarily to be construed as preferred or advantageous over other embodiments absent a specific indication that such an embodiment is preferred or advantageous over other embodiments. Moreover, in certain instances, only a single “exemplary” embodiment is provided. A single example is not necessarily to be construed as the only embodiment. The detailed description includes specific details for the purpose of providing a thorough understanding of the technology of the present patent application. However, on reading the disclosure, it will be apparent to those skilled in the art that the technology of the present patent application may be practiced with or without these specific details. In some descriptions herein, generally understood structures and devices may be shown in block diagrams to aid in understanding the technology of the present patent application without obscuring the technology herein. In certain instances and examples herein, the term “coupled” or “in communication with” means connected using either a direct link or indirect data link as is generally understood in the art. Moreover, the connections may be wired or wireless, private or public networks, or the like.\nReferring first to FIG. 1, an electric vehicle charging structure 100 consistent with the technology of the present application is provided. The electric vehicle charging structure 100 includes one or more legs 102 to support a roof structure 104. Residing on roof structure 104 are a plurality of panels 106. In the shown exemplary structure, panels 106 are solar (photovoltaic) panels. Additionally, while shown as a 3×5 array, the panels 106 may be a single large scale panel, more, or less panels as a matter of design choice. Also, while shown fixed and relatively flat on roof structure 104, the panels 106 may be mounted at an angle to effectuate a more normal face to the sun or other light source. Also, as shown in FIG. 2, one or more of the solar panels 106 may be mounted on a pedestal 200 that allows panel 106 to rotate such that the panel is more normal to the sun or other light source. As can be appreciated, the electric vehicle charging structure 100 is provided with two ports 108 to provide access for two electric vehicles to a charge station 400. More or less ports may be provided. Also, while shown as an open port, one or more walls may be provided between the support legs 102 for privacy or protection from the elements, etc. Also, roof structure 104 may be designed to allow pivoting and rotational movement instead of mounting one or more of the solar panels 106 on pedestals 200.\nWhile electric vehicle charging structure 100 is envisioned to contain one or more solar panels, in certain embodiments, the electric vehicle charging structure 100 may comprise one or more panels 106 that are heliostats instead of photovoltaic panels. Heliostats comprise one or more mirrors or highly reflective surfaces. Heliostats reflect sunlight or other light source onto a collector and are generally used for the production of concentrated solar power. Generally, heliostats are mounted on a pedestal, such as pedestal 200, such that the heliostat reflective surface can be moved to maintain an efficient or optimum angle with the light source as the light source (typically the sun) moves throughout the day. Concentrated solar power, unlike photovoltaic panels, uses the concentrated solar energy to produce heat, typically in the form of steam or some type of gas to drive a turbine.\nReferring now to FIG. 3, another electric vehicle charging structure 300 consistent with the technology of the present application is provided. The electric vehicle charging structure 300 has permanent anchors that include support legs 320 attached to foundations 310 that have an extension 310 u under grade level, which grade is shown by the shaded portion. Support legs 320 are coupled at an upper end to a beam 330. The beam 330 has a longitudinal axis extending in a first direction 335. Supported on beams 330 are a plurality of mounting beams 340. Mounting beams 340 have a longitudinal axis extending in a second direction 345 substantially perpendicular to the first direction 335. A conventional solar panel array 350 is arranged on mounting beams 340.\nElectric vehicle charging structure 100, sometimes referred to as a solar canopy, is shown presently as a permanent or semi-permanent structure. However, it would be possible to provide wheels or the like on legs 102 to allow portability. Also, the structure may be made in a modular design to allow relatively fast disassembly and reassembly. In certain embodiments, the solar panels may be attached to collapsible structures such that the solar canopies may be expanded for use in particular locales and collapsed for storage or movement.\nWhile shown as open access structures, both structures 100 and 300 may be provided with walls and a door, such as, for example, a garage door, that may lock or be electronically controlled. In certain aspects of the technology of the present application, the bays 108 may be accessible by only certain subscribers to the electric vehicle charging network. As will be explained further below, the bay may be provided with a wireless device that establishes a communication link with a wireless device of a user attempting to access the bay. If the user has a certain membership level, loyalty, or other criteria, the bay unlocks to allow the door to open, such as by an automated door, to allow the designated user access to the bay. In certain embodiments, instead of unlocking to allow access, access may be permitted even if the membership level, loyalty, or the like is not met. For this exemplary embodiment, the improper access may result in a penalty, such as, for example, a fee to the membership account, a registered charge card, a denial of certain services, or the like.\nReferring to FIG. 4, a charge station 400 is shown in more detail. Charge station 400 includes a plug 402 and cord 404 adapted to be coupled to a battery, such as an electric car vehicle battery or another battery. The plug 402 includes a cradle 406 for the plug and a reel 408 that allows the cord to be extended and retracted. The cord is connected to the plug 402 on a first end and connected to a power conditioner 410 on a second end. The plug 402 could be either a male or a female plug. Alternatively, a plurality of plugs 402 may be provided where a certain number of plugs 402 are male and a certain number of plugs 402 are female. Also, cord 404 does not need to be extendable or retractable as the electric vehicle may have a plug that is coupled to an extendible cord. In these instances, the reel 408 may be optional and the plug 402 may be integrated to the charge station 400 without a cradle 406.\nThe power conditioner 410 provides the circuits, transformers, rectifiers, and the like necessary to convert the energy from the solar cells into a form conducive to charging the appropriate battery. Depending on the technology, the conditioning may or may not be necessary. While shown as coupled to the solar array, the power conditioner 410 may be connected to other forms of energy, such as, an electrical grid, a wind turbine generator, a concentrated solar reactor generator, etc. Additionally, the power conditioner 410 may accept inputs from multiple power sources, such as, for example, a combination of one or more of a solar array, a diesel generator, a battery, a power grid, a wind turbine, or the like. The power conditioner 410, as shown, is coupled to both plug 402 and storage facility 412. Storage facility 412 may be contained in charge station 400, removable therefrom, or accessible in some fashion, such as by opening a panel on charge station 400. Storage facility 412 may be a stand alone cabinet coupled to the charge station 400 as well. Storage facility 412 may include one or more high capacity energy storage devices (not specifically shown) to store energy when no load is attached to plug 402. Storage devices also may receive energy to store when a load is coupled via plug 402 or the like if the energy produced by the power supply is sufficient. The high capacity energy storage devices may be in certain embodiments one or more vehicle batteries, such as, for example, vehicle batteries that may hold a charge, but are considered to be at the end of life for one or more reasons. Instead of coupling plug 402 to power conditioner 410, plug 402 may connect to the storage facility 412 to supply power to vehicles or the like. In this exemplary embodiment, the energy source, such as photovoltaic panels 106, would charge the high storage capacitors or batteries in storage facility 412 and the energy to charge the vehicle battery, or the like, would be supplied via the energy stored in the storage facility 412. Notice, in certain embodiments, a cabinet may be provided with replacement vehicle batteries such that instead of charging the battery, a user could swap a drained battery for a charged battery.\nWhile not specifically shown, the EVC stations 100 may include electrical accessories that are coupled to the solar panels 106, the power conditioner 410 and/or the storage facility 412. The energy from one or more of these devices would power the electrical accessories. Such electrical accessories include the electronics to be described hereinbelow, but also could include, without limitation, automatic doors, such as a conventional residential automatic garage door, lights, cellular micro arrays or towers, refrigeration units, high volume air conditioning equipment, to name but a few samples of possible electrical accessories. The electrical accessories may include one or more processors, such as a server, chip-sets, computers, as is generally known, which will be explained in more detail below, that power, for example, a graphical user interface 414 on charge station 300. Graphical user interface (GUI) 414 (not shown in any particular detail) may allow for input of data to fields on the GUI 414 using, for example, touch, such as by a touch screen, a light pen, a keyboard, or mouse, as are conventionally known and not shown in any particular detail herein. In one embodiment, the GUI 414 may allow a user of the equipment to select a charge level (such as 120V charge, 220V charge, 440V charge or the like, while the examples are typical multiples of residential power, other derivations of power are possible). The charge levels may be associated with the type of battery to be charged, such as an electric car battery charge may be selected at 440V; whereas, a mobile processor charge may be selected at 120V. The selection may be designated by the type of device and the processor (described below) would provide the proper output to plug 402. For example, the plug 402 may be selectively coupled to a plurality of output ports on power converter 410 or a single output from power converter 410 may have a variable resistive load to control the voltage level out of the power converter 410.\nThe electrical accessories may include a server 416, a radio transceiver 418, such as a conventional micro array or cellular towers, a WiFi access port, or any other wireless devices capable of interfacing with the Internet, such as, for example, a satellite transceiver or the like. The devices may subsequently connect to the Internet as will be explained below.\n Power conditioner 410 also may be connected to the grid, as shown. Energy above the storage capability of the station may be sold to electric companies or local merchants, homes, or facilities (such as street light, signs, etc). In certain aspects, the technology of the present application may relate to directly powering street lights, traffic lights, signs, or local buildings instead of being provided with capabilities to charge electric vehicles or other batteries.\nAs can be appreciated, the capital costs associated with construction and installation of the above described solar canopies may be high and in some instances cost prohibitive. Thus, it is necessary to provide mechanisms, tools, and systems that are capable of offsetting the costs. In some embodiments, costs may be offset by a connection between the solar panels and the power grid such that extra energy may be sold to utilities. However, selling energy to the grid typically requires years before the capital costs are offset. Thus, the technology of the present application relates to providing location based services (such as the delivery of goods and services) coordinated with the solar canopy, which will be explained in more detail below. The solar canopy will have one or more processors, servers, computers, mobile computing devices, and wireless transceivers that can coordinate with customers or users of the solar canopy as will be explained. Once the server associated with the solar canopy handshakes or couples to a user's mobile or car based device, the solar canopy may provide delivery of goods, services, and the like to the user on a fee based system to offset the capitol costs of constructing the solar canopy. To reduce the capital construction costs, certain solar canopies may be provided (at least initially) without the ability to charge vehicles or other batteries. Rather the solar canopy would provide what have been described as ancillary services. Once a revenue stream is established using the ancillary services, the solar canopies may be retrofitted with the capability to charge vehicles or other batteries.\nFor the delivery of goods and services (especially goods), the EVC station 100 may include a lock box 500 as shown in FIG. 5. Lock box 500 includes a door 502 movable between an open and closed position that includes a lock 504. The lock 504 may be a conventional combination or key based lock or may be an electronic lock that is controllable by an electrical signal from a processor as will be explained further below. In one embodiment, the electronic lock may be an electromagnetic lock that is activated or deactivated based on a signal to energize the magnets (lock) or de-energize the magnets (unlock). Additionally, to allow multiple users, the lock box 500 may include a plurality of storage bins 506. The storage bins may have individual locked access and may be slidable on rails or the like to facilitate access. One or more of the storage bins may be a refrigeration bin 508. A refrigeration unit 510 containing the equipment necessary to operate refrigeration bin 508 may be contained in the lock box 500 or be a separate compartment to contain the equipment, including the compressors, heat exchangers, condensers, etc. In certain embodiments, a plurality of lock boxes may be provided such that certain of the lock boxes can be associated with the refrigeration unit 510 and others of the lock boxes can be separate from refrigeration. The refrigeration bin 508 may include a freezer section 512 or the lock box 500 may include a separate freezer bin 514.\nA processor 420, as shown in FIG. 6, may provide an interface that a client or user can interact with to order goods and/or services. Each of the processor and modules may provide a unique function and may operate using, for example, a computer system such as the computer system described below with reference to figure COMPXFIG or a network architecture as described below with reference to NETXFIG. The interface may be provided as, for example, a website with editable fields available on the GUI 414 or the interface may be associated with a client device 432 that is in communication with the processor 420. The processor 420 would be connectable to a network 440, such as the Internet, to allow the transmission of delivery requests from the processor 420 through the network 440 to the provider 442. The request may be through the Internet using a batch upload, email, text message, telephone call or the like. The request, which will be explained in more detail below, would be associated with a particular processor or structure such that the provider 442 would be able to identify a delivery location. The goods and services provided may be in any number of industries including the delivery of food, such as, for example, groceries, medicines, such as, for example, from a pharmacy, automotive supplies, such as, for example, a tune up, clothier services, such as, for example, tailor or dry-cleaning, or the like, limited only by one's imagination of potentially deliverable goods and services. The processor 420 may include a registration module 422, a request module 424, an administration module 426, a communication module 428, and a provider module 430. The processor 420 may interact with a client device 432, such as a smartphone, mobile computing device, conventional cellular telephone, or the like, to allow an application residing on the client device 432 to interact with the request module 424 to allow the purchase of goods/services via a transmission from the client device 432 instead of, for example, a GUI 414 associated with the charge station 400. The processor 420 may include any one of the identified modules, other modules; the modules may be co-located or remotely located; the modules may be combined into less or separated into other modules as required by a particular architecture.\nThe processor 420 may include a registration module 422. The registration module 422 may operate similar to a login system to identify a registered user's account. A registered user may be advantageous to allow for the user to provide a payment mechanism, such as, for example, a credit card, a pre-paid account, a paypal account, etc. In certain embodiments, the client device 432 will have a corresponding application running on the client device that will automatically register the user with the appropriate account information. Alternatively to being a registered user, a non-registered user may access the processor 420 and provide payment information at the time of requesting a good or service.\nOne of many possible advantages of being a registered user of the technology described in the present application involves earning, for example, reward points or the like. In certain embodiments, for example, multiple solar canopies may be provided in a parking area, deck, or the like. Each solar canopy may be ranked for use by bronze, silver, and gold members having certain levels of loyalty points. In this exemplary embodiment, the bronze solar canopies may be associated with less desirable parking spaces, such as those with a farther walk; whereas, gold solar canopies would be more desirable. The loyalty points awarded for use of the system may provide bronze members with access to silver and gold solar canopies having relatively better parking spaces. Also, the more use of the system may provide discounts or the like for delivery of services.\nThe processor 420 may include the request module 424. The request module 424 provides a user interface with options to search for goods or services that may be requested. The user interface may comprise, for example, a graphical user interface, such as, GUI 414, that is navigated using a mouse, a stylus, a touch screen, a keyboard or the like. Typically, the request module 424 would provide a menu of potential items and services that may be requested and/or provide for inputting key items to allow for searching meta data or the like. Key items may include images, key words, pre-set parameters etc. For example, menu items for “groceries” may be provided in the interface. Selecting the groceries menu item may provide a list of available providers. Selecting the provider may allow the user to select particular groceries, such as fruits, vegetables, cereals, breads, liquids, etc. The interface may be pushed to the client device 432 or coordinate with an application residing on client device 432. The goods and services may be selectable or searchable based on many different criteria including, for example, merchant or manufacturer name, category, country, city, state, zip code, price, proximity, etc.\nThe administration module 426 provides an administrator to manage the service provided through the structures and processor 420. The administrator module may monitor merchant and user accounts and invoice the same as required including running transactions via payment mechanisms, such as, if a non-registered user swipes a credit card or the like. The provider module 430 provides a mechanism to allow a merchant to monitor its account. The merchant would be provided a unique identification or may select a unique identification code. The provider module 430 may allow the providers to monitor the number and type of advertisements transmitted, redemptions of the advertisements, costs, times of transmissions, etc. The communication module 428 may provide communication between the various devices and networked connections. For example, the communication module 428 may coordinate the access of external websites via the network 440, such as via the Internet, may coordinate the communication to the client device 432, etc.\nIn certain aspects of the technology of the present application, the processor 420 may store in a memory, such as a system memory, the number of client devices 432 that enter and/or exit a service area of processor 420 for any given predetermined amount of time, such as a 24 hour period, a 30 minute period, a 3 day period, or the like. The service area of processor 420 for the purposes of this exemplary description of the technology may be any device that is within handshaking wireless access of the processor 420. Registering this information may allow the advertiser to identify the number of potential customers entering a particular geographical area or locale, which may be associated with even a single storefront in, for example, a mall setting. However, while it is possible to monitor the number of unique client devices 432 that enter a service area, such information is potentially limiting in that a single family of 3 or more potential customers may collectively only have a single client device 432, such as a single cellular telephone, smartphone, or other mobile computing device. Similarly, | The present application provides a solar canopy station having a processor. The processor receives requests for delivery of goods or services and transmits the delivery request to a provider along with information regarding the processor location. The provider provides the requested goods or services. The station also is provided with a mechanism to couple the solar canopy to a battery, which may be a vehicle battery such as an electric car or electric scooter. The solar canopy would provide electrical energy either directly to the battery or through a power conditioner and, optionally, a storage facility. The solar canopy, storage facility, or power conditioner may be provided to power equipment associated with providing services such as, for example, power refrigeration units or freezer units to allow delivery of perishable and frozen goods. | US:15/047,474 | https://patentimages.storage.googleapis.com/c0/b9/75/6deb9a64a6d326/US10055706.pdf | US:10055706 | Jeff Thramann | Individual | US:5563491, US:5315227, US:5816443, US:5847537, US:6253956, US:6263316, US:20030201931:A1, WO:2001018984:A1, WO:2001093551:A2, US:20020102993:A1, US:6263674, US:8011140, US:20030146235:A1, US:7047902, US:7343174, US:20070150592:A1, US:20050228583:A1, JP:2007020260:A, US:20080208680:A1, US:20080114856:A1, US:20080140520:A1, US:20110085322:A1, US:20090079388:A1, US:20110071932:A1, US:20090144150:A1, KR:20090081066:A, US:7895797, US:20090313104:A1, US:20110015934:A1, JP:2010114988:A, US:7619514, US:20100225266:A1, US:20110140656:A1, US:20110011930:A1, US:20110015821:A1, US:20110015814:A1, US:20100283426:A1, US:20110022467:A1, US:20110035261:A1, US:20110068739:A1, US:20110074346:A1, US:20110077809:A1, US:20110115425:A1, US:20110191186:A1, US:20110204847:A1, US:20120109798:A1, US:20120232714:A1 | 2018-08-21 | 2018-08-21 | 1. A method performed on at least one processor of delivering at least one of goods or services to a vehicle location of a customer, the method comprising the steps of:\nproviding a renewable energy structure that generates electrical power using at least one renewable energy source;\npowering at least one processor having a known location using electrical energy generated by the renewable energy source, the at least one processor to display a graphical user interface to a customer proximate a renewable energy structure, the graphical user interface comprising at least one interactive field;\nreceiving through the graphical user interface data input to the at least one interactive field, the data input comprising a request for delivery of at least one good or service;\ngenerating a delivery request from the data input to the at least one interactive field; and\ntransmitting from the at least one processor a delivery request to a provider,\nwherein the provider delivers the requested good or service to the known location.\n, providing a renewable energy structure that generates electrical power using at least one renewable energy source;, powering at least one processor having a known location using electrical energy generated by the renewable energy source, the at least one processor to display a graphical user interface to a customer proximate a renewable energy structure, the graphical user interface comprising at least one interactive field;, receiving through the graphical user interface data input to the at least one interactive field, the data input comprising a request for delivery of at least one good or service;, generating a delivery request from the data input to the at least one interactive field; and, transmitting from the at least one processor a delivery request to a provider,, wherein the provider delivers the requested good or service to the known location., 2. The method of claim 1 further comprising selecting the provider from a plurality of providers to process the delivery request., 3. The method of claim 2 wherein the selection is based on the provider of the plurality of providers closest to the known location., 4. The method of claim 1 wherein the delivery request comprises a request for delivery of at least one good., 5. The method of claim 4 wherein the provided renewable energy structure comprises a storage box and the method further comprises receiving the delivery of the at least one good., 6. The method of claim 5 further comprising the step of automatically locking and unlocking the storage box for the delivery and retrieval of the at least one good., 7. The method of claim 1 further comprising the step of a user registering payment information with an account to automatically pay for the delivery of the at least one good or service., 8. The method of claim 1 further comprising the step of the registering a plurality of providers wherein the step of registering the provider comprises identifying the at least one good or service each of the plurality of providers provides., 9. The method of claim 8 further comprising the step of searching the registered plurality of providers., 10. An apparatus comprising:\na renewable energy generation structure;\nat least one processor contained in the renewable energy generation structure that receives power from the renewable energy generation structure; and\na storage facility contained in the renewable energy generation structure;\nthe at least one processor comprising:\nat least one registration module to store data regarding at least one user and to store data regarding at least one provider;\na graphical user interface, the graphical user interface comprising at least one interactive field for the input of data; and\na communication module to transmit data input through the at least one interactive field to the at least one provider.\n, a renewable energy generation structure;, at least one processor contained in the renewable energy generation structure that receives power from the renewable energy generation structure; and, a storage facility contained in the renewable energy generation structure;, the at least one processor comprising:, at least one registration module to store data regarding at least one user and to store data regarding at least one provider;, a graphical user interface, the graphical user interface comprising at least one interactive field for the input of data; and, a communication module to transmit data input through the at least one interactive field to the at least one provider., 11. The apparatus of claim 10 wherein the storage facility comprises a plurality of bins., 12. The apparatus of claim 10 wherein the storage facility comprises a refrigerator., 13. The apparatus of claim 12 wherein the storage facility further comprises a freezer., 14. The apparatus of claim 10 wherein the renewable energy generation structure comprises a charging station connectable to at least one battery., 15. The apparatus of claim 14 wherein the at least one battery is a vehicle battery., 16. The apparatus of claim 10 wherein the renewable energy generation structure comprises a solar canopy., 17. The apparatus of claim 16 wherein the solar canopy comprises at least one photovoltaic cell., 18. The apparatus of claim 17 further comprising at least one imaging device, wherein the at least one imaging device provides images to the at least one processor of an imaged area and the at least one processor comprises an identification module to identify people that enter the imaged area. | US | United States | Active | G | True |
| 180 | 一种基于v2g技术的电动汽车参与电网调频控制方法 \n | CN107196318B | 技术领域本发明属于电动汽车技术领域，以及电力系统稳定运行与控制，具体涉及一种考虑电网频率运行稳定性和电力电子器件惯量缺失问题的基于V2G(Vehicle to Grid)技术的电动汽车参与电网调频控制方法。背景技术全球性的能源危机和环境污染推动了世界各国电动汽车行业的发展。电动汽车数量不断增长，为电力系统的建设和发展带来巨大挑战和机遇。一方面大量的电动汽车作为新的负荷接入电网集中充电，如果不加以管理和引导，会造成电网用电高峰增加，电网负荷过重，加大电网调峰难度，为电网规划和建设带来巨大压力。另一方面，当前电力系统大力发展新能源发电，其具有强烈的间歇性和随机性，发电量受自然环境影响较为严重。电动汽车作为移动储能设备可以作为系统备用容量，基于V2G技术实现与电网之间的能量交互，可以为电网提供一定的辅助服务，促进新能源消纳并且增强系统频率稳定，实现车网融合(Grid Integrated Vehicle，GIV)。随着以风电、光伏为主的可再生能源以及电动汽车的发展和使用，电力电子设备应用逐渐增多，电网中旋转备用容量以及转动惯量相对减少，对电网稳定性造成一定的影响。为了有效应对这一问题，必须基于V2G技术对具体的电动汽车充放电控制策略进行改进，在满足用户充电需求的同时为电网提供惯量、频率支撑。目前有学者对电动汽车充电控制策略进行改进，将虚拟同步机(Virtual synchronous machine，VSM)技术用于双向变流器控制，使得电动汽车具有与同步电机相同的有一次调频外特性，自主参与电网频率和电压调节，同时具有同步电机所特有的惯量特性，克服大规模电动汽车接入电力系统所带来的惯量缺失等问题。但是目前大部分控制策略只是将电动动力电池看成一个简单负载，并没有考虑动力电池实际充、放电过程以及其使用寿命问题；此外没有考虑加入二次调频功能，无法实现频率的无差调节。也有少量学者提出基于V2G技术的电动汽车参与电网二次调频的控制策略，但是其调频的实现需要借助于通信系统，并且需要中间代理商的参与，增加了信息传递链的长度和实现的复杂性，一定程度上造成了信息交互延时和成本的增加。因此本发明旨在基于V2G技术开发一种有效的电动汽车充放电控制方法，实现满足用户充电需求的基础上为电网提供频率、惯量、电压支撑的目标，在无通信和中间代理商的情况下实现电网频率无差调节，将在很大程度上保障电网安全稳定运行。发明内容本发明旨在基于V2G技术开发一种有效的电动汽车充放电控制方法，在满足用户充电需求的基础上为电网提供频率、惯量、电压支撑的目标，在无通信和中间代理商的情况下实现电网频率无差调节，保障电网安全稳定运行。本发明所要解决的技术问题在于，针对电动汽车大量入网以及大规模电力电子器件应用造成电力系统惯性缺失、频率不稳定的问题，结合现阶段先进的虚拟同步机控制算法，实现电动汽车参与电网调频的功能，包括一次调频以及无通信情况下二次调频。为了解决上述问题，本发明提出一种应用虚拟同步机技术并具有V2G功能的电动汽车双向充放电控制方法，具有一次调频、以及无通信情况下二次调频功能。上述控制方法采用的充放电电路为两级变换器电路，包括有PWM整流电路及配套LC滤波器和Buck-Boost变换电路，两电路通过直流母线电容进行连接。其中PWM整流电路将电网电压整流为700V直流电压，并且交流侧通过LC滤波器滤除谐波，经过网侧电感与电网相连；Buck-Boost变换电路将700V直流电压转化为60V直流电压，并直接和电动汽车相连。与双向充放电机主电路相对应，本控制方法可以分为两大模块：AC/DC控制模块和DC/DC控制模块，所述AC/DC控制模块负责控制直流母线电压维持在700V恒定值，并引入虚拟惯量、阻尼，对DC/DC功率变换做出准确响应；所述DC/DC控制模块对电动汽车动力电池进行恒压、恒流或恒功率充、放电控制，其充、放电模式根据电池状态进行灵活切换。同时将调频控制模块嵌入到DC/DC控制模块中，通过调频控制模块给出动力电池的充放电功率参考值，由变流器做出响应实现电网频率的一次、二次调节。所述AC/DC控制模块采用虚拟同步机控制技术，其包括有三个子模块：惯性阻尼模块、功率计算模块、无功-电压控制模块。所述惯性阻尼模块根据同步电机运动方程进行设计，J为虚拟惯量，Te为电磁转矩，Tm为机械转矩，Kd为阻尼系数；将电磁转矩与机械转矩和阻尼转矩做差后与惯性常数做比，并且经过积分环节，可以得到虚拟同步机的虚拟角速度ω，将虚拟角速度进行积分得到虚拟同步机交流侧电压的虚拟相位θ。机械转矩由直流母线电压PI调节器输出：其中KP和KI分别为PI控制器的比例和积分系数，Vdc*为直流母线的电压参考值(700V)，Vdc为直流母线电压的实际值，通过直流母线电压控制环实现对后级DC/DC功率需求的响应，为虚拟同步机控制提供功率参考值。所述功率计算模块主要作用是计算同步变流器交流侧产生的电磁转矩、无功功率以及交流侧输出三相电压，计算公式如下：e＝MfifωsinθTe＝Mfif<i,sinθ>Q＝-Mfifω<i,cosθ>\n\n\n\n其中：<·,·>表示点积运算，e＝[ea，eb，ec]T为虚拟同步机电动势，Mf为虚拟同步机定、转子之间的互感，if为虚拟励磁电流，θ为虚拟同步机功角，i＝[ia，ib，ic]T为虚拟同步机输入电流，Q为虚拟同步机无功输出。所述无功-电压控制模块采用改进的无功下垂控制，当交流侧电压幅值与其参考值存在误差时，即ΔV＝Vn-V≠0，改变虚拟同步机发出/吸收的无功量，计算Vn为参考电压幅值，V为实际电压幅值，ΔQ为无功变化量，Kq、Kqi为比例、积分系数。将无功参考值Qset与ΔQ的和与实际无功值做差并通过增益为1/K的积分环节计算得到虚拟同步机虚拟励磁Mfif，调节交流侧电压。所述DC/DC控制模块包含有两个子模块：变流器控制子模块和调频控制子模块。所述变流器控制子模块有三种控制方式：恒压充电、恒流充电以及恒功率充电，当正常充电时，三种控制方式根据电动汽车的电池状态进行灵活切换：如果电池处于低电量状态则采用恒功率充电使得电池电量快速上升，当充电电流达到指定值时切换为恒流充电模式，此时电池电压不断上升，当电池电压达到指定值时切换为恒压充电。此外，本发明中DC/DC变流器控制较为灵活，当处于正常充电状态时还可以采用负脉冲控制等先进控制方法。当电动汽车允许参与电网调频时，DC/DC部分采用恒功率控制方式，有效跟踪调频控制子模块给出的功率参考值。所述调频控制子模块分为一次调频和二次调频两部分。所述一次调频采用下垂控制策略，当电网频率下降时减少充电功率或提高放电功率，当电网频率上升时减小放电功率或提高充电功率。下垂控制环中在频率差计算之后加入死区环节，当电网频率偏差大于死区值，即|fn-f|>fdeath时，令Δf＝f-fn，ΔP1＝KpfΔf，其中fn为频率额定值，f为频率实际值，Δf为频率差，fdeath为一次调频响应死区值，Kpf为下垂系数，ΔP1为一次调频环节输出的功率变化值，正值表示充电功率增加，负值表示充电功率降低。通过ΔP1改变电动汽车的充放电功率，使得电网频率稳定到一定值。当频率波动范围处于很小的范围内时，一次调频控制环节不发挥作用，防止电池由于小频率扰动而充放电状态频繁变化造成电池使用寿命缩短的问题。所述二次调频控制主要根据一次调频达到稳定之后的电网频率偏差，对电动汽车“功率指令修正量”进行计算，并进一步调整电动汽车的充放电功率参考值。由于二次调频是在一次调频的基础上进行调节，因此本发明中二次调频相比于一次调频周期较长。根据包含电动汽车的有功功率-频率运行曲线以及电网有功功率-频率运行曲线，当由于电网发电功率突降或者冲击性、间歇性负荷突然增/降造成频率大幅度变化且超出正常频率允许波动范围(0.2Hz)时，即当|fn-f|>0.2Hz，计算电动汽车“功率参考修正量”ΔP2，改变电动汽车的充放电功率参考值，使得电动汽车的有功-频率运行曲线发生平移，将电网频率控制在允许的误差范围内，经过二次调频之后电网频率稳定在f’，f’的选择原则为保证动力电池在之后一次调频的过程中不超出可调功率限制，要求频率特性曲线移动条件为：也就是说运行在最小频率时，电动汽车功率刚好达到放电最大值。此时对应的负荷运行曲线与发电机运行曲线交点的横坐标为f’的最大边界值，记此处频率为f’max，f’的选择应该满足在区间[fmin,fmax]与[fmin,f’max]内。当f’max<fn时，选择f’＝f’max，当f’max>fn时，可以选择f’＝fn。因此选择f’的原则为：\n\n本发明将电动汽车看成特殊的负荷，考虑系统中其他传统负荷以及电动汽车有功功率-频率运行特性，电动汽车功率指令修正量为：当f'∈[fmin,fn-fdeath]时，ΔP2＝(Kpf+KG+KL)(f-f')当f'∈[fn-fdeath,fn+fdeath]时，ΔP2＝KG(f-f')+(Kpf+KL)(f-fn+fdeath)+KL(fn-fdeath-f')当f'∈[fn+fdeath,fmax]时，ΔP2＝KG(f-f')+2KLfdeath +(KL+Kpf)(f-f'+2fdeath)式中f’death为一次调频响应死区值，KG为发电机的功率调节率，KL为系统中常规负荷功率调节率，Kpf为电动汽车下垂系数。为了将频率准确控制在f'，本发明以ΔP2'作为ΔP2的补偿量，相当于二次调频进行了两级调节，ΔP2'在ΔP2调节的基础上进行进一步的微调。将f'与实际测量频率做差，经过积分控制器得到“修正补偿量”ΔP2'，因此，调整后的充放电功率指令为：P'set＝Pset+ΔP2+ΔP2'。由于二次调频是在一次调频的基础上进一步对充、放电功率进行调节，二次调频相比于一次调频周期较长，在每个二次调频周期中对功率指令修正量进行多次计算，最后取平均值作为电动汽车功率参考修正量。上述二次调频环节通过改变电动汽车电池充放电功率来响应电网频率变化，并将频率控制在误差允许范围内，调频改变充放电功率的同时考虑电动汽车充放电功率上下限，当充放电功率超出电动汽车合理范围时按照边界功率进行充放电。\n\n本发明的效果，通过本发明可以促进未来大规模电动汽车作为移动储能设备保障电网频率稳定性。为电网提供惯性支撑、频率支撑以及功率支撑，同时还考虑了动力电池的使用寿命等问题，基于V2G技术实现电动汽车的充放电控制。前级AC/DC控制策略采用虚拟同步机控制策略，引入虚拟惯量和阻尼环节，克服了电力电子器件响应过快，惯性缺失的问题，为电网提供惯量支撑；引入无功下垂控制，为电网提供无功支撑。后级DC/DC控制方法中既考虑了动力电池的使用寿命问题，根据动力电池的运行状态对充放电模式进行选择，同时引入一次调频和二次调频控制，根据电网的频率对电动汽车的充放电状态进行调节，将电网的频率控制在允许的误差范围内，也可以实现频率的无差控制。附图说明图1为本发明采用的硬件功率电路图。图2为本发明使用的AC/DC控制模块结构图。图3为本发明使用的DC/DC控制模块结构图。图4为电动汽车的有功功率-频率运行特性曲线图。图5为发电机有功-频率运行曲线图。图6为功率参考修正量补偿环图。图7为基于MATLAB/SIMULINK仿真平台搭建图。图8为仿真系统中电网频率以及系统与联络线中功率流动曲线图。图9为动力电池充放电功率曲线图。图10为动力电池SOC状态以及充电流电压曲线图。具体实施方式下面结合附图，对本发明进一步详细说明。本发明针对电动汽车大量入网以及大规模电力电子器件应用造成电网中惯性缺失，运行频率不稳定的问题，提供一种基于V2G技术的电动汽车双向充放电参与电网频率调节的控制方法，可以为电网提供惯性、频率支撑，实现频率无差调节。本发明采用的硬件功率电路如图1所示，两级功率变换电路包含前级PWM整流电路以及配套LC滤波器和Buck-Boost直流变换电路，两电路通过直流母线电容进行连接。其中PWM整流电路将电网电压整流为700V直流电压，并且交流侧通过LC滤波器滤除谐波，经过网侧电感与电网相连；所述Buck-Boost变换电路将700V直流电压转化为60V直流电压，并直接和电动汽车相连。本发明主要包括两个模块：如图2所示的AC/DC控制模块和如图3所示的DC/DC控制模块，其中DC/DC控制模块又可以分为两大部分：调频控制部分和变流器充电模式控制部分。调频控制分为一次调频和二次调频，一次调频通过下垂控制实现，但是考虑到动力电池使用寿命，计算频率差之后经过一个死区环节，只有当频率差超过死区设定值的时候下垂控制才会起调节作用，图4为电动汽车的有功功率-频率运行特性曲线。图5所示为将电动汽车作为特殊负荷的系统负荷以及发电机有功-频率运行曲线，二次调频根据该曲线计算功率参考修正量来修改电动汽车的充电功率参考值实现。AC/DC控制模块控制直流母线电压维持在700V恒定值，将交流侧电压控制在参考值，并将虚拟惯量引入控制中，对DC/DC处功率变换做出响应；DC/DC控制部分对电动汽车动力电池进行恒压、恒流或恒功率控制，其充电模式根据电池状态进行切换。所述AC/DC控制模块采用虚拟同步机控制技术，其包括有三个子模块：惯性、阻尼模块，功率计算模块，无功-电压控制模块。上述惯性阻尼模块根据同步电机运动方程进行设计，J为虚拟惯量，Te为电磁转矩，Tm为机械转矩，Kd为阻尼系数；将电磁转矩与机械转矩和阻尼转矩做差后与惯性常数做比，并且经过积分环节，可以得到虚拟同步机的虚拟角速度ω，将虚拟角速度进行积分得到虚拟同步机交流侧电压的虚拟相位θ。机械转矩由直流母线电压PI调节器输出：其中KP和KI分别为PI控制器的比例和积分系数，Vdc*为直流母线的电压参考值(700V)，Vdc为直流母线电压的实际值，通过直流母线电压控制环实现对后级DC/DC功率需求的响应，为虚拟同步机控制提供功率参考值。功率计算模块主要作用是计算同步变流器交流侧产生的电磁转矩、无功功率以及交流侧输出三相电压，计算公式如下：e＝MfifωsinθTe＝Mfif<i,sinθ>Q＝-Mfifω<i,cosθ>\n\n\n\n其中：<·,·>表示点积运算，e＝[ea，eb，ec]T为虚拟同步机电动势，Mf为虚拟同步机定、转子之间的互感，if为虚拟励磁电流，θ为虚拟同步机功角，i＝[ia，ib，ic]T为虚拟同步机输入电流，Q为虚拟同步机无功输出。无功-电压控制模块模采用改进的无功下垂控制，当交流侧电压幅值与其参考值存在误差时，即ΔV＝Vn-V≠0，改变虚拟同步机发出/吸收的无功量，计算Vn为参考电压幅值，V为实际电压幅值，ΔQ为无功变化量，Kq、Kqi比例、积分系数。将无功参考值Qset与ΔQ的和与实际无功值做差并通过积分环节计算得到虚拟同步机虚拟励磁Mfif，调节交流侧电压。DC/DC控制模块包含有两个子模块：变流器控制子模块和调频控制子模块。变流器字控制模块有三种控制方式：恒压、恒流以及恒功率控制，当正常充电时，三种控制方式根据电动汽车的电池状态进行灵活切换：如果电池处于低电量状态则采用恒功率充电使得电池电量快速上升，当充电电流达到指定值时切换为恒流充电模式，此时电池电压不断上升，当电池电压达到指定值时切换为恒压充电。此外，本发明中DC/DC变流器控制较为灵活，当处于正常充电状态时还可以采用负脉冲控制等先进控制方法。当电动汽车允许参与电网调频时，DC/DC部分采用恒功率控制方式，有效跟踪调频控制子模块给出的功率参考值。调频控制模块分为一次调频和二次调频，一次调频采用下垂控制策略，当电网频率下降时减少充电功率或提高放电功率，当电网频率上升时减小放电功率或提高充电功率。下垂控制环中在频率差计算之后加入死区环节，当电网频率偏差大于死区值，即|fn-f|>fdeath时，令Δf＝f-fn，ΔP1＝KpfΔf，其中fn为频率额定值，f为频率实际值，Δf为频率差，fdeath为一次调频响应死区值，Kpf为下垂系数，ΔP1为一次调频环节输出的功率变化值，正值表示充电功率增加，负值表示充电功率降低。通过ΔP1改变电动汽车的充放电功率，使得电网频率稳定到一定值。当频率波动范围处于很小的范围内时，一次调频控制环节不发挥作用，防止电池由于小频率扰动而充放电状态频繁变化造成电池使用寿命缩短的问题。二次调频控制主要根据一次调频达到稳定之后的电网频率变化，对电动汽车“功率参考修正量”进行计算，并改变电动汽车的充放电功率参考值。由于二次调频是在一次调频的基础上进行调节，二次调频相比于一次调频周期较长，本发明中设置二次调频周期为一次调频控制周期的20倍，在每个控制周期中对二次调频功率参考修正量进行20次计算，最后取平均值作为电动汽车功率参考修正量。电动汽车有功功率-频率运行曲线如图4所示，此处将电动汽车作为一种特殊负载，当其功率为负时表示处于放电工作状态，其中当频率处于死区区间[fn-fdeath，fn+fdeath]时充放电功率不发生变化，且受到电池本身限制，其充放电功率存在限制，当频率超出上述死区区间时表现下垂特性。当系统中存在有传统负载时，系统的负荷有功功率-频率运行曲线如图5所示，由额定频率fn向两边延伸，曲线斜率先变大后边小，是由于死区区间内电动汽车不表现下垂特性，且当电动汽车达到功率限值时斜率变小。根据包含电动汽车的有功功率-频率运行曲线以及电网有功功率-频率运行曲线，当由于电网发电功率突降或者冲击性、间歇性负荷突然增/降造成频率大幅度变化且超出正常频率允许波动范围(0.2Hz)时，即当|fn-f|>0.2Hz，计算电动汽车“功率参考修正量”ΔP2，改变电动汽车的充放电功率参考值，使得电动汽车的有功-频率运行曲线发生平移，将电网频率控制在允许的误差范围内，经过二次调频之后电网频率稳定在f’，f’的选择原则为保证动力电池在之后一次调频的过程中不超出可调功率限制，要求频率特性曲线移动条件为：也就是说运行在最小频率时，电动汽车功率刚好达到放电最大值，如图5所示。此时对应的负荷运行曲线与发电机运行曲线交点的横坐标为f’的最大边界值，记此处频率为f’max，f’的选择应该满足在区间[fmin,fmax]与[fmin,f’max]内。当f’max<fn时，选择f’＝f’max，当f’max>fn时，可以选择f’＝fn。因此选择f’的原则为：\n\n图5中，电动汽车最初稳定运行在A点正常充电，某一时刻电网发电功率突降，发电运行曲线由PG1降到PG2，此时电动汽车运行稳定点将由A点向B点移动，此时频率误差超出允许最大范围，选择f'作为最终运行频率。电动汽车功率设定值变化量为：当f'∈[fmin,fn-fdeath]时，ΔP2＝(Kpf+KG+KL)(f-f')当f'∈[fn-fdeath,fn+fdeath]时，ΔP2＝KG(f-f')+(Kpf+KL)(f-fn+fdeath)+KL(fn-fdeath-f')当f'∈[fn+fdeath,fmax]时，ΔP2＝KG(f-f')+2KLfdeath +(KL+Kpf)(f-f'+2fdeath)其中，KG为发电机功率调节系数。同时由图6中功率参考修正量补偿环计算得出“修正补偿量”ΔP2'，电动汽车新的充放电功率参考值为：P'set＝Pset+ΔP2+ΔP2'，使得系统频率能够准确稳定在f'。判断新的充放电功率参考值是否在电动汽车运行的正常范围内，将新的参考值与充放电功率上下限进行比较，并根据比较情况进行调整。基于MATLAB/SIMULINK仿真平台搭建图7所示的系统模型，采用本发明型控制策略控制双向充放电机，1s之前不加入二次调频控制，设置一次调频控制环节死区为±0.005Hz。0.3s时系统1中加入负载4，1s时加入二次调频控制环节，并且二次调频控制动作死区值设为±0.02Hz，设置动力电池最大充电功率为15kW，最大放电功率为10kW。图8所示为仿真系统中电网频率以及系统与联络线中功率流动曲线图，图9为动力电池充放电功率曲线图(负值表示充电，正值表示放电)，图10为动力电池SOC状态以及充电流电压曲线图(电流负值表示处于充电状态)。0.3s时系统1负载增加，发电功率不足导致系统频率下降，由于双向充放电机控制中存在一次调频控制环节，系统频率缓慢稳定到一定值，此过程中动力电池充电功率降低，充电电压电流均有所下降，SOC增长速度稍有放缓，最后充电功率稳定在4.3kW左右。1s时加入二次调频控制环节，二次调频周期为一次调频周期的20倍，取f'为49.98Hz，由于系统此时频率为49.96Hz，超过了二次调频控制动作死区设定值±0.02Hz，二次调频控制产生作用，系统频率缓慢上升，且稳定在±0.02Hz误差范围内，此过程中动力电池充电功率降低，充电电压电流均有所下降，SOC增长速度明显放缓，最后充电功率稳定在1.5kW左右。由上述仿真可知本发明可以有效的将电动汽车作为电力系统备用容量参与到电力系统调频过程中，并且频率变化过程存在一定的惯性，克服了电力电子器件动作过快的缺点，为电网提供惯量、频率支撑。本发明所提供的控制方法考虑了动力电池使用寿命、电网惯量缺失多方面问题，在满足电动汽车用户充电需求的同时为电网提供频率、惯性、电压支撑，可以在电动汽车可调用容量足够的情况下实现电网频率的无差调节。以上对本发明的技术方案进行了详细说明。显然，本发明并不局限于所描述的内容。基于本发明中的实施方式，熟悉本技术领域的人员还可据此做出多种变化，但任何与本发明等同或相类似的变化都属于本发明保护的范围。 | 本发明揭示了一种基于V2G技术的电动汽车参与电网调频控制方法，采用的充放电电路为两级变换器电路，包括有PWM整流电路及配套LC滤波器和Buck‑Boost变换电路，两电路通过直流母线电容进行连接，所述PWM整流电路将电网电压整流为700V直流电压，并且交流侧通过LC滤波器滤除谐波，经过网侧电感与电网相连；所述Buck‑Boost变换电路将700V直流电压转化为60V直流电压，并直接和电动汽车相连；所述方法使用AC/DC控制模块和DC/DC控制模块，同时将调频控制模块嵌入到DC/DC控制模块中，通过调频控制模块给出动力电池的充放电功率参考值，由变流器做出响应实现电网频率的一次、二次调节。 | CN:201710248040.1A | https://patentimages.storage.googleapis.com/2d/d1/98/a10f26be41458e/CN107196318B.pdf | CN:107196318:B | 刘其辉, 逯胜建 | North China Electric Power University | CN:104538980:A, CN:104935064:A, CN:105098941:A, CN:105207241:A, CN:105449701:A | Not available | 2020-02-07 | 1.一种基于V2G技术的电动汽车参与电网调频控制方法，其特征在于，采用的充放电电路为两级变换器电路，第一级变换器电路包括PWM整流电路及其配套的LC滤波器，第二级变换器电路包括Buck-Boost变换电路，两级变换器电路通过直流母线电容进行连接，所述PWM整流电路将电网电压整流为700V直流电压，并且交流侧通过LC滤波器滤除谐波，经过网侧电感与电网相连；所述Buck-Boost变换电路将700V直流电压转化为60V直流电压，并直接和电动汽车相连；所述方法使用AC/DC控制模块和DC/DC控制模块，同时将调频控制模块嵌入到DC/DC控制模块中，通过调频控制模块给出动力电池的充放电功率参考值，由Buck-Boost变换电路做出响应实现电网频率的一次、二次调节；所述AC/DC控制模块负责控制直流母线电压维持在700V恒定值，并引入虚拟惯量、阻尼，对DC/DC功率变换做出准确响应；所述DC/DC控制模块对电动汽车动力电池进行恒压、恒流或恒功率充、放电控制，其充、放电模式根据电池状态进行灵活切换。, 2.根据权利要求1所述方法，其特征在于，所述AC/DC控制模块采用虚拟同步机控制技术，其包括三个子模块：即，惯性阻尼模块、功率计算模块、无功-电压控制模块；, 所述惯性阻尼模块根据同步电机运动方程进行设计，J为虚拟惯量，Te为电磁转矩，Tm为机械转矩，Kd为阻尼系数，Δω为虚拟角速度ω的偏差；将电磁转矩与机械转矩和阻尼系数与虚拟角速度偏差Δω的乘积做差后与惯性常数做比，并且经过积分环节，可以得到虚拟同步机的虚拟角速度ω，将虚拟角速度进行积分得到虚拟同步机交流侧电压的虚拟相位θ，机械转矩由直流母线电压PI调节器输出：其中，KP和KI分别为PI控制器的比例和积分系数，Vdc*为直流母线的电压参考值700V，Vdc为直流母线电压的实际值，通过直流母线电压控制环实现对后级DC/DC功率需求的响应，为虚拟同步机控制提供功率参考值；, 所述功率计算模块的作用是计算PWM整流电路交流侧产生的电磁转矩、无功功率以及交流侧输出三相电压，计算公式如下：, e＝Mfifωsinθ, Te＝Mfif<i,sinθ>, Q＝-Mfifω<i,cosθ>, \n\n, \n\n, 其中：<·,·>表示点积运算，e＝[ea，eb，ec]T为虚拟同步机电动势，Mf为虚拟同步机定、转子之间的互感，if为虚拟励磁电流，θ为虚拟同步机交流侧电压的虚拟相位，i＝[ia，ib，ic]T为虚拟同步机输入电流，Q为虚拟同步机无功输出，上述a、b、c分别为a相相序、b相相序、c相相序；, 所述无功-电压控制模块采用改进的无功下垂控制，当交流侧电压幅值与其参考值存在误差时，即ΔV＝Vn-V≠0，改变虚拟同步机发出/吸收的无功量，计算Vn为参考电压幅值，V为实际电压幅值，ΔQ为无功变化量，Kq、Kqi为比例、积分系数， 将无功参考值Qset与ΔQ的和与实际无功值做差并通过增益为1/K的积分环节计算得到虚拟同步机虚拟励磁Mfif，调节交流侧电压。, 3.根据权利要求1所述方法，其特征在于，所述DC/DC控制模块包含两个子模块，即，变流器控制子模块和调频控制子模块；, 所述变流器控制子模块有三种控制方式，即，恒压充电、恒流充电以及恒功率充电，如果电池处于低电量状态则采用恒功率充电使得电池电量快速上升，当充电电流达到指定值时切换为恒流充电模式，此时电池电压不断上升，当电池电压达到指定值时切换为恒压充电；, 所述调频控制子模块分为一次调频和二次调频两部分，所述一次调频采用下垂控制，当电网频率下降时减少充电功率或提高放电功率，当电网频率上升时减小放电功率或提高充电功率；所述二次调频是根据一次调频达到稳定之后的电网频率偏差，对电动汽车“功率指令修正量”进行计算，并进一步调整电动汽车的充放电功率参考修正量。, 4.根据权利要求3所述方法，其特征在于，所述电动汽车“功率指令修正量”ΔP2为：, 当f'∈[fmin,fn-fdeath]时，, ΔP2＝(Kpf+KG+KL)(f-f'), 当f'∈[fn-fdeath,fn+fdeath]时，, ΔP2＝KG(f-f')+(Kpf+KL)(f-fn+fdeath)+KL(fn-fdeath-f'), 当f'∈[fn+fdeath,fmax]时，, ΔP2＝KG(f-f')+2KLfdeath+(KL+Kpf)(f-f'+2fdeath), 式中，fn为频率额定值，f为频率实际值，f'为二次调频之后电网频率，fmax为f’的最大边界值，fmin为f’的最小边界值，fdeath为一次调频响应死区值，KG为发电机的功率调节率，KL为系统中常规负荷功率调节率，Kpf为电动汽车下垂系数；调整后的充放电功率指令为：P’set＝Pset+ΔP2+ΔP2’，式中，Pset为调整前的充放电功率指令，ΔP2'为ΔP2的补偿量，是f'与实际测量频率做差，经过积分控制器得到。, 5.根据权利要求1所述方法，其特征在于，通过改变电动汽车电池充放电功率来响应电网频率变化，并将频率控制在误差允许范围内，调频改变充放电功率的同时考虑电动汽车充放电功率上下限，当充放电功率超出电动汽车合理范围时，按照边界功率进行充放电, \n\n | CN | China | Expired - Fee Related | H | True |
| 181 | Automotive maintenance system \n | US10473555B2 | The present application is based on and claims the benefit of U.S. provisional patent application Ser. No. 62/024,037, filed Jul. 14, 2014, the content of which is hereby incorporated by reference in its entirety.\nThe present invention relates to battery testers of the type used to test storage batteries. More specifically, the present invention relates to a battery maintenance system including a base station configured to carry components of the battery maintenance system.\nElectrical systems such as those that are used in automotive vehicles, consist of a number of discrete components or systems which are interconnected. As used herein, the term “automotive vehicle” includes both vehicles which utilize an internal combustion engine, vehicles which utilize electric motors, as well as hybrid vehicles which include both types of systems. Techniques for measuring and utilizing parameters of electrical systems of automotive vehicles are known. Examples of various types of battery testers, monitors and other related equipment are set forth in U.S. Pat. No. 3,873,911, issued Mar. 25, 1975, to Champlin; U.S. Pat. No. 3,909,708, issued Sep. 30, 1975, to Champlin; U.S. Pat. No. 4,816,768, issued Mar. 28, 1989, to Champlin; U.S. Pat. No. 4,825,170, issued Apr. 25, 1989, to Champlin; U.S. Pat. No. 4,881,038, issued Nov. 14, 1989, to Champlin; U.S. Pat. No. 4,912,416, issued Mar. 27, 1990, to Champlin; U.S. Pat. No. 5,140,269, issued Aug. 18, 1992, to Champlin; U.S. Pat. No. 5,343,380, issued Aug. 30, 1994; U.S. Pat. No. 5,572,136, issued Nov. 5, 1996; U.S. Pat. No. 5,574,355, issued Nov. 12, 1996; U.S. Pat. No. 5,583,416, issued Dec. 10, 1996; U.S. Pat. No. 5,585,728, issued Dec. 17, 1996; U.S. Pat. No. 5,589,757, issued Dec. 31, 1996; U.S. Pat. No. 5,592,093, issued Jan. 7, 1997; U.S. Pat. No. 5,598,098, issued Jan. 28, 1997; U.S. Pat. No. 5,656,920, issued Aug. 12, 1997; U.S. Pat. No. 5,757,192, issued May 26, 1998; U.S. Pat. No. 5,821,756, issued Oct. 13, 1998; U.S. Pat. No. 5,831,435, issued Nov. 3, 1998; U.S. Pat. No. 5,871,858, issued Feb. 16, 1999; U.S. Pat. No. 5,914,605, issued Jun. 22, 1999; U.S. Pat. No. 5,945,829, issued Aug. 31, 1999; U.S. Pat. No. 6,002,238, issued Dec. 14, 1999; U.S. Pat. No. 6,037,751, issued Mar. 14, 2000; U.S. Pat. No. 6,037,777, issued Mar. 14, 2000; U.S. Pat. No. 6,051,976, issued Apr. 18, 2000; U.S. Pat. No. 6,081,098, issued Jun. 27, 2000; U.S. Pat. No. 6,091,245, issued Jul. 18, 2000; U.S. Pat. No. 6,104,167, issued Aug. 15, 2000; U.S. Pat. No. 6,137,269, issued Oct. 24, 2000; U.S. Pat. No. 6,163,156, issued Dec. 19, 2000; U.S. Pat. No. 6,172,483, issued Jan. 9, 2001; U.S. Pat. No. 6,172,505, issued Jan. 9, 2001; U.S. Pat. No. 6,222,369, issued Apr. 24, 2001; U.S. Pat. No. 6,225,808, issued May 1, 2001; U.S. Pat. No. 6,249,124, issued Jun. 19, 2001; U.S. Pat. No. 6,259,254, issued Jul. 10, 2001; U.S. Pat. No. 6,262,563, issued Jul. 17, 2001; U.S. Pat. No. 6,294,896, issued Sep. 25, 2001; U.S. Pat. No. 6,294,897, issued Sep. 25, 2001; U.S. Pat. No. 6,304,087, issued Oct. 16, 2001; U.S. Pat. No. 6,310,481, issued Oct. 30, 2001; U.S. Pat. No. 6,313,607, issued Nov. 6, 2001; U.S. Pat. No. 6,313,608, issued Nov. 6, 2001; U.S. Pat. No. 6,316,914, issued Nov. 13, 2001; U.S. Pat. No. 6,323,650, issued Nov. 27, 2001; U.S. Pat. No. 6,329,793, issued Dec. 11, 2001; U.S. Pat. No. 6,331,762, issued Dec. 18, 2001; U.S. Pat. No. 6,332,113, issued Dec. 18, 2001; U.S. Pat. No. 6,351,102, issued Feb. 26, 2002; U.S. Pat. No. 6,359,441, issued Mar. 19, 2002; U.S. Pat. No. 6,363,303, issued Mar. 26, 2002; U.S. Pat. No. 6,377,031, issued Apr. 23, 2002; U.S. Pat. No. 6,392,414, issued May 21, 2002; U.S. Pat. No. 6,417,669, issued Jul. 9, 2002; U.S. Pat. No. 6,424,158, issued Jul. 23, 2002; U.S. Pat. No. 6,441,585, issued Aug. 17, 2002; U.S. Pat. No. 6,437,957, issued Aug. 20, 2002; U.S. Pat. No. 6,445,158, issued Sep. 3, 2002; U.S. Pat. Nos. 6,456,045; 6,466,025, issued Oct. 15, 2002; U.S. Pat. No. 6,465,908, issued Oct. 15, 2002; U.S. Pat. No. 6,466,026, issued Oct. 15, 2002; U.S. Pat. No. 6,469,511, issued Nov. 22, 2002; U.S. Pat. No. 6,495,990, issued Dec. 17, 2002; U.S. Pat. No. 6,497,209, issued Dec. 24, 2002; U.S. Pat. No. 6,507,196, issued Jan. 14, 2003; U.S. Pat. No. 6,534,993; issued Mar. 18, 2003; U.S. Pat. No. 6,544,078, issued Apr. 8, 2003; U.S. Pat. No. 6,556,019, issued Apr. 29, 2003; U.S. Pat. No. 6,566,883, issued May 20, 2003; U.S. Pat. No. 6,586,941, issued Jul. 1, 2003; U.S. Pat. No. 6,597,150, issued Jul. 22, 2003; U.S. Pat. No. 6,621,272, issued Sep. 16, 2003; U.S. Pat. No. 6,623,314, issued Sep. 23, 2003; U.S. Pat. No. 6,633,165, issued Oct. 14, 2003; U.S. Pat. No. 6,635,974, issued Oct. 21, 2003; U.S. Pat. No. 6,696,819, issued Feb. 24, 20144; U.S. Pat. No. 6,707,303, issued Mar. 16, 2004; U.S. Pat. No. 6,737,831, issued May 18, 2004; U.S. Pat. No. 6,744,149, issued Jun. 1, 2004; U.S. Pat. No. 6,759,849, issued Jul. 6, 2004; U.S. Pat. No. 6,781,382, issued Aug. 24, 2004; U.S. Pat. No. 6,788,025, filed Sep. 7, 2004; U.S. Pat. No. 6,795,782, issued Sep. 21, 2004; U.S. Pat. No. 6,805,090, filed Oct. 19, 2004; U.S. Pat. No. 6,806,716, filed Oct. 19, 2004; U.S. Pat. No. 6,850,037, filed Feb. 1, 2005; U.S. Pat. No. 6,850,037, issued Feb. 1, 2005; U.S. Pat. No. 6,871,151, issued Mar. 22, 2005; U.S. Pat. No. 6,885,195, issued Apr. 26, 2005; U.S. Pat. No. 6,888,468, issued May 3, 2005; U.S. Pat. No. 6,891,378, issued May 10, 2005; U.S. Pat. No. 6,906,522, issued Jun. 14, 2005; U.S. Pat. No. 6,906,523, issued Jun. 14, 2005; U.S. Pat. No. 6,909,287, issued Jun. 21, 2005; U.S. Pat. No. 6,914,413, issued Jul. 5, 2005; U.S. Pat. No. 6,913,483, issued Jul. 5, 2005; U.S. Pat. No. 6,930,485, issued Aug. 16, 2005; U.S. Pat. No. 6,933,727, issued Aug. 23, 2005; U.S. Pat. No. 6,941,234, filed Sep. 6, 2005; U.S. Pat. No. 6,967,484, issued Nov. 22, 2005; U.S. Pat. No. 6,998,847, issued Feb. 14, 2006; U.S. Pat. No. 7,003,410, issued Feb. 21, 2006; U.S. Pat. No. 7,003,411, issued Feb. 21, 2006; U.S. Pat. No. 7,012,433, issued Mar. 14, 2006; U.S. Pat. No. 7,015,674, issued Mar. 21, 2006; U.S. Pat. No. 7,034,541, issued Apr. 25, 2006; U.S. Pat. No. 7,039,533, issued May 2, 2006; U.S. Pat. No. 7,058,525, issued Jun. 6, 2006; U.S. Pat. No. 7,081,755, issued Jul. 25, 2006; U.S. Pat. No. 7,106,070, issued Sep. 12, 2006; U.S. Pat. No. 7,116,109, issued Oct. 3, 2006; U.S. Pat. No. 7,119,686, issued Oct. 10, 2006; and U.S. Pat. No. 7,126,341, issued Oct. 24, 2006; U.S. Pat. No. 7,154,276, issued Dec. 26, 2006; U.S. Pat. No. 7,198,510, issued Apr. 3, 2007; U.S. Pat. No. 7,363,175, issued Apr. 22, 2008; U.S. Pat. No. 7,208,914, issued Apr. 24, 2007; U.S. Pat. No. 7,246,015, issued Jul. 17, 2007; U.S. Pat. No. 7,295,936, issued Nov. 13, 2007; U.S. Pat. No. 7,319,304, issued Jan. 15, 2008; U.S. Pat. No. 7,363,175, issued Apr. 22, 2008; U.S. Pat. No. 7,398,176, issued Jul. 8, 2008; U.S. Pat. No. 7,408,358, issued Aug. 5, 2008; U.S. Pat. No. 7,425,833, issued Sep. 16, 2008; U.S. Pat. No. 7,446,536, issued Nov. 4, 2008; U.S. Pat. No. 7,479,763, issued Jan. 20, 2009; U.S. Pat. No. 7,498,767, issued Mar. 3, 2009; U.S. Pat. No. 7,501,795, issued Mar. 10, 2009; U.S. Pat. No. 7,505,856, issued Mar. 17, 2009; U.S. Pat. No. 7,545,146, issued Jun. 9, 2009; U.S. Pat. No. 7,557,586, issued Jul. 7, 2009; U.S. Pat. No. 7,595,643, issued Sep. 29, 2009; U.S. Pat. No. 7,598,699, issued Oct. 6, 2009; U.S. Pat. No. 7,598,744, issued Oct. 6, 2009; U.S. Pat. No. 7,598,743, issued Oct. 6, 2009; U.S. Pat. No. 7,619,417, issued Nov. 17, 2009; U.S. Pat. No. 7,642,786, issued Jan. 5, 2010; U.S. Pat. No. 7,642,787, issued Jan. 5, 2010; U.S. Pat. No. 7,656,162, issued Feb. 2, 2010; U.S. Pat. No. 7,688,074, issued Mar. 30, 2010; U.S. Pat. No. 7,705,602, issued Apr. 27, 2010; U.S. Pat. No. 7,706,992, issued Apr. 27, 2010; U.S. Pat. No. 7,710,119, issued May 4, 2010; U.S. Pat. No. 7,723,993, issued May 25, 2010; U.S. Pat. No. 7,728,597, issued Jun. 1, 2010; U.S. Pat. No. 7,772,850, issued Aug. 10, 2010; U.S. Pat. No. 7,774,151, issued Aug. 10, 2010; U.S. Pat. No. 7,777,612, issued Aug. 17, 2010; U.S. Pat. No. 7,791,348, issued Sep. 7, 2010; U.S. Pat. No. 7,808,375, issued Oct. 5, 2010; U.S. Pat. No. 7,924,015, issued Apr. 12, 2011; U.S. Pat. No. 7,940,053, issued May 10, 2011; U.S. Pat. No. 7,940,052, issued May 10, 2011; U.S. Pat. No. 7,959,476, issued Jun. 14, 2011; U.S. Pat. No. 7,977,914, issued Jul. 12, 2011; U.S. Pat. No. 7,999,505, issued Aug. 16, 2011; U.S. Pat. No. D643,759, issued Aug. 23, 2011; U.S. Pat. No. 8,164,343, issued Apr. 24, 2012; U.S. Pat. No. 8,198,900, issued Jun. 12, 2012; U.S. Pat. No. 8,203,345, issued Jun. 19, 2012; U.S. Pat. No. 8,237,448, issued Aug. 7, 2012; U.S. Pat. No. 8,306,690, issued Nov. 6, 2012; U.S. Pat. No. 8,344,685, issued Jan. 1, 2013; U.S. Pat. No. 8,436,619, issued May 7, 2013; U.S. Pat. No. 8,442,877, issued May 14, 2013; U.S. Pat. No. 8,493,022, issued Jul. 23, 2013; U.S. Pat. No. D687,727, issued Aug. 13, 2013; U.S. Pat. No. 8,513,949, issued Aug. 20, 2013; U.S. Pat. No. 8,674,654, issued Mar. 18, 2014; U.S. Pat. No. 8,674,711, issued Mar. 18, 2014; U.S. Pat. No. 8,704,483, issued Apr. 22, 2014; U.S. Pat. No. 8,738,309, issued May 27, 2014; U.S. Pat. No. 8,754,653, issued Jun. 17, 2014; U.S. Pat. No. 8,872,516, issued Oct. 28, 2014; U.S. Pat. No. 8,872,517, issued Oct. 28, 2014; U.S. Pat. No. 8,958,998, issued Feb. 17, 2015; U.S. Pat. No. 8,963,550, issued Feb. 24, 2015; U.S. Pat. No. 9,018,958, issued Apr. 28, 2015; U.S. Pat. No. 9,052,366, issued Jun. 9, 2015; U.S. Ser. No. 09/780,146, filed Feb. 9, 2001, entitled STORAGE BATTERY WITH INTEGRAL BATTERY TESTER; U.S. Ser. No. 09/756,638, filed Jan. 8, 2001, entitled METHOD AND APPARATUS FOR DETERMINING BATTERY PROPERTIES FROM COMPLEX IMPEDANCE/ADMITTANCE; U.S. Ser. No. 09/862,783, filed May 21, 2001, entitled METHOD AND APPARATUS FOR TESTING CELLS AND BATTERIES EMBEDDED IN SERIES/PARALLEL SYSTEMS; U.S. Ser. No. 09/880,473, filed Jun. 13, 2001; entitled BATTERY TEST MODULE; U.S. Ser. No. 10/109,734, filed Mar. 28, 2002, entitled APPARATUS AND METHOD FOR COUNTERACTING SELF DISCHARGE IN A STORAGE BATTERY; U.S. Ser. No. 10/263,473, filed Oct. 2, 2002, entitled ELECTRONIC BATTERY TESTER WITH RELATIVE TEST OUTPUT; U.S. Ser. No. 09/653,963, filed Sep. 1, 2000, entitled SYSTEM AND METHOD FOR CONTROLLING POWER GENERATION AND STORAGE; U.S. Ser. No. 10/174,110, filed Jun. 18, 2002, entitled DAYTIME RUNNING LIGHT CONTROL USING AN INTELLIGENT POWER MANAGEMENT SYSTEM; U.S. Ser. No. 10/258,441, filed Apr. 9, 2003, entitled CURRENT MEASURING CIRCUIT SUITED FOR BATTERIES; U.S. Ser. No. 10/681,666, filed Oct. 8, 2003, entitled ELECTRONIC BATTERY TESTER WITH PROBE LIGHT; U.S. Ser. No. 60/587,232, filed Dec. 14, 2004, entitled CELLTRON ULTRA, U.S. Ser. No. 60/653,537, filed Feb. 16, 2005, entitled CUSTOMER MANAGED WARRANTY CODE; U.S. Ser. No. 60/665,070, filed Mar. 24, 2005, entitled OHMMETER PROTECTION CIRCUIT; U.S. Ser. No. 60/694,199, filed Jun. 27, 2005, entitled GEL BATTERY CONDUCTANCE COMPENSATION; U.S. Ser. No. 60/705,389, filed Aug. 4, 2005, entitled PORTABLE TOOL THEFT PREVENTION SYSTEM, U.S. Ser. No. 11/207,419, filed Aug. 19, 2005, entitled SYSTEM FOR AUTOMATICALLY GATHERING BATTERY INFORMATION FOR USE DURING BATTERY TESTER/CHARGING, U.S. Ser. No. 60/712,322, filed Aug. 29, 2005, entitled AUTOMOTIVE VEHICLE ELECTRICAL SYSTEM DIAGNOSTIC DEVICE, U.S. Ser. No. 60/713,168, filed Aug. 31, 2005, entitled LOAD TESTER SIMULATION WITH DISCHARGE COMPENSATION, U.S. Ser. No. 60/731,881, filed Oct. 31, 2005, entitled PLUG-IN FEATURES FOR BATTERY TESTERS; U.S. Ser. No. 60/731,887, filed Oct. 31, 2005, entitled AUTOMOTIVE VEHICLE ELECTRICAL SYSTEM DIAGNOSTIC DEVICE; U.S. Ser. No. 60/751,853, filed Dec. 20, 2005, entitled BATTERY MONITORING SYSTEM; U.S. Ser. No. 60/751,853, filed Dec. 20, 2005, entitled BATTERY MONITORING SYSTEM; U.S. Ser. No. 11/356,443, filed Feb. 16, 2006, entitled ELECTRONIC BATTERY TESTER WITH NETWORK COMMUNICATION; U.S. Ser. No. 60/847,064, filed Sep. 25, 2006, entitled STATIONARY BATTERY MONITORING ALGORITHMS; U.S. Ser. No. 60/950,182, filed Jul. 17, 2007, entitled BATTERY TESTER FOR HYBRID VEHICLE; U.S. Ser. No. 60/973,879, filed Sep. 20, 2007, entitled ELECTRONIC BATTERY TESTER FOR TESTING STATIONARY BATTERIES; U.S. Ser. No. 60/992,798, filed Dec. 6, 2007, entitled STORAGE BATTERY AND BATTERY TESTER; U.S. Ser. No. 61/061,848, filed Jun. 16, 2008, entitled KELVIN CLAMP FOR ELECTRONICALLY COUPLING TO A BATTERY CONTACT; U.S. Ser. No. 12/697,485, filed Feb. 1, 2010, entitled ELECTRONIC BATTERY TESTER; U.S. Ser. No. 12/712,456, filed Feb. 25, 2010, entitled METHOD AND APPARATUS FOR DETECTING CELL DETERIORATION IN AN ELECTROCHEMICAL CELL OR BATTERY; U.S. Ser. No. 61/311,485, filed Mar. 8, 2010, entitled BATTERY TESTER WITH DATABUS FOR COMMUNICATING WITH VEHICLE ELECTRICAL SYSTEM; U.S. Ser. No. 61/313,893, filed Mar. 15, 2010, entitled USE OF BATTERY MANUFACTURE/SELL DATE IN DIAGNOSIS AND RECOVERY OF DISCHARGED BATTERIES; U.S. Ser. No. 12/769,911, filed Apr. 29, 2010, entitled STATIONARY BATTERY TESTER; U.S. Ser. No. 61/330,497, filed May 3, 2010, entitled MAGIC WAND WITH ADVANCED HARNESS DETECTION; U.S. Ser. No. 61/348,901, filed May 27, 2010, entitled ELECTRONIC BATTERY TESTER; U.S. Ser. No. 61/351,017, filed Jun. 3, 2010, entitled IMPROVED ELECTRIC VEHICLE AND HYBRID ELECTRIC VEHICLE BATTERY MODULE BALANCER; U.S. Ser. No. 12/818,290, filed Jun. 18, 2010, entitled BATTERY MAINTENANCE DEVICE WITH THERMAL BUFFER; U.S. Ser. No. 61/373,045, filed Aug. 12, 2010, entitled ELECTRONIC BATTERY TESTER FOR TESTING STATIONARY STORAGE BATTERY; U.S. Ser. No. 12/888,689, filed Sep. 23, 2010, entitled BATTERY TESTER FOR ELECTRIC VEHICLE; U.S. Ser. No. 61/411,162, filed Nov. 8, 2010, entitled ELECTRONIC BATTERY TESTER; U.S. Ser. No. 13/037,641, filed Mar. 1, 2011, entitled: MONITOR FOR FRONT TERMINAL BATTERIES; U.S. Ser. No. 13/098,661, filed May 2, 2011, entitled METHOD AND APPARATUS FOR MEASURING A PARAMETER OF A VEHICLE ELECTRICAL SYSTEM; U.S. Ser. No. 13/113,272, filed May 23, 2011, entitled ELECTRONIC STORAGE BATTERY DIAGNOSTIC SYSTEM; U.S. Ser. No. 13/152,711, filed Jun. 3, 2011, entitled BATTERY PACK MAINTENANCE FOR ELECTRIC VEHICLE; U.S. Ser. No. 13/205,949, filed Aug. 9, 2011, entitled ELECTRONIC BATTERY TESTER FOR TESTING STORAGE BATTERY; U.S. Ser. No. 61/558,088, filed Nov. 10, 2011, entitled BATTERY PACK TESTER; U.S. Ser. No. 13/357,306, filed Jan. 24, 2012, entitled STORAGE BATTERY AND BATTERY TESTER; U.S. Ser. No. 61/665,555, filed Jun. 28, 2012, entitled HYBRID AND ELECTRIC VEHICLE BATTERY MAINTENANCE DEVICE; U.S. Ser. No. 13/668,523, filed Nov. 5, 2012, entitled BATTERY TESTER FOR ELECTRIC VEHICLE; U.S. Ser. No. 13/672,186, filed Nov. 8, 2012, entitled BATTERY PACK TESTER; U.S. Ser. No. 61/777,360, filed Mar. 12, 2013, entitled DETERMINATION OF STARTING CURRENT IN AN AUTOMOTIVE VEHICLE; U.S. Ser. No. 61/777,392, filed Mar. 12, 2013, entitled DETERMINATION OF CABLE DROP DURING A STARTING EVENT IN AN AUTOMOTIVE VEHICLE; U.S. Ser. No. 13/827,128, filed Mar. 14, 2013, entitled HYBRID AND ELECTRIC VEHICLE BATTERY MAINTENANCE DEVICE; U.S. Ser. No. 61/789,189, filed Mar. 15, 2013, entitled CURRENT CLAMP WITH JAW CLOSURE DETECTION; U.S. Ser. No. 61/824,056, filed May 16, 2013, entitled BATTERY TESTING SYSTEM AND METHOD; U.S. Ser. No. 61/859,991, filed Jul. 30, 2013, entitled METHOD AND APPARATUS FOR MONITORING A PLURALITY OF STORAGE BATTERIES IN A STATIONARY BACK-UP POWER SYSTEM; U.S. Ser. No. 14/039,746, filed Sep. 27, 2013, entitled BATTERY PACK MAINTENANCE FOR ELECTRIC VEHICLE; U.S. Ser. No. 61/915,157, filed Dec. 12, 2013, entitled BATTERY TESTER AND BATTERY REGISTRATION TOOL; U.S. Ser. No. 61/928,167, filed Jan. 16, 2014, entitled BATTERY CLAMP WITH ENDOSKELETON DESIGN; U.S. Ser. No. 14/204,286, filed Mar. 11, 2014, entitled CURRENT CLAMP WITH JAW CLOSURE DETECTION; U.S. Ser. No. 14/276,276, filed May 13, 2014, entitled BATTERY TESTING SYSTEM AND METHOD; U.S. Ser. No. 62/024,037, filed Jul. 14, 2014, entitled COMBINATION SERVICE TOOL; U.S. Ser. No. 62/055,884, filed Sep. 26, 2014, entitled CABLE CONNECTOR FOR ELECTRONIC BATTERY TESTER; U.S. Ser. No. 14/565,689, filed Dec. 10, 2014, entitled BATTERY TESTER AND BATTERY REGISTRATION TOOL; U.S. Ser. No. 14/598,445, filed Jan. 16, 2015, entitled BATTERY CLAMP WITH ENDOSKELETON DESIGN; U.S. Ser. No. 62/107,648, filed Jan. 26, 2015, entitled ALTERNATOR TESTER; U.S. Ser. No. 62/137,491, filed Mar. 24, 2015, entitled BATTERY MAINTENANCE SYSTEM; U.S. Ser. No. 62/154,251, filed Apr. 29, 2015, entitled CALIBRATION AND PROGRAMMING OF IN-VEHICLE BATTERY SENSORS; U.S. Ser. No. 62/155,045, filed Apr. 30, 2015, entitled CALIBRATION AND PROGRAMMING OF IN-VEHICLE BATTERY SENSORS; U.S. Ser. No. 62/161,555, filed May 14, 2015, entitled ALTERNATOR TESTER; all of which are incorporated herein by reference in their entireties.\nThere is an ongoing need for improved testing and diagnostic equipment.\nA maintenance system for use with an electrical system of an automotive vehicle includes an electronic battery tester configured to test a battery of the automotive vehicle. The electronic battery tester includes tracking circuitry carried therein. A base station is configured to receive the electronic battery tester and includes a microprocessor configured to detect positioning of the electronic battery tester in the base station using the battery tester tracking circuitry.\n FIG. 1 is a perspective view of an automotive diagnostic or maintenance system in accordance with one example embodiment.\n FIG. 2 is a simplified block diagram of an electronic battery tester of FIG. 1.\n FIG. 3 is a simplified block diagram of an amp clamp/current sensor of FIG. 1.\n FIG. 4 is a simplified block diagram of an OBDII communicator of FIG. 1.\n FIG. 5 is a diagram showing Kelvin connectors of FIG. 1.\n FIG. 6 is a simplified block diagram of a base station shown in FIG. 1.\n FIG. 7 is a simplified schematic diagram including measurement circuitry of the electronic battery tester of FIG. 2.\nAutomotive vehicle testing and diagnostic systems are known in the art. One particularly difficult area for the use and operation of such systems is in aftermarket service centers. Typically, such service centers are required to work on many different types and makes of automotive vehicles. Further, the skill level of technicians in such establishments may vary widely. Additionally, such facilities typically operate at very high work volume. Thus, equipment may be subject to harsh conditions including rough handling as well as improper usage.\nIn order to address the above issues, the present invention provides an automotive test system which includes a number of features. The system can be built into a unitary carrying case suitable such an environment. Specifically:\n\n | A maintenance system for use with an electrical system of an automotive vehicle includes an electronic battery tester configured to test a battery of the automotive vehicle. The electronic battery tester includes tracking circuitry carried therein. A base station is configured to receive the electronic battery tester and includes a microprocessor configured to detect positioning of the electronic battery tester in the base station using the battery tester tracking circuitry. | US:14/799,120 | https://patentimages.storage.googleapis.com/94/0c/f9/48eb339c403cd6/US10473555.pdf | US:10473555 | Kevin I. Bertness | Midtronics Inc | US:85553, GB:154016:A, US:2000665, US:2254846, US:2417940, US:2437772, US:2514745, US:2727221, US:3025455, US:3178686, US:3223969, US:3215194, US:3267452, US:3356936, US:3607673, US:3562634, US:3753094, US:3593099, US:3889248, US:3652341, US:3676770, US:3704439, US:3699433, US:3729989, US:3886443, US:3873911, US:3796124, US:3876931, US:3750011, US:3776177, US:3745441, US:3811089, US:3969667, US:3906329, US:3857082, US:3808522, US:3879654, US:3886426, US:3979664, US:3816805, US:3989544, US:3850490, US:3909708, US:4023882, US:3936744, US:3920284, US:3939400, US:4056764, US:3997830, US:3946299, US:3947757, US:3984762, US:3984768, US:4053824, JP:S5216550:A, US:4024953, US:4008619, US:4126874, US:4086531, US:4057313, US:4047091, US:4070624, US:4106025, US:4114083, US:4112351, US:4160916, US:4193025, US:4178546, US:4280457, US:4176315, US:4392101, GB:2029586:A, US:4218745, US:4351405, US:4297639, US:4207611, US:4207610, US:4217645, US:4379989, EP:0022450:A1, DE:2926716:B1, US:4307342, US:4369407, US:4295468, US:4322685, US:4315204, US:4379990, US:4352067, US:4316185, US:4665370, US:4361809, GB:2088159:A, US:4412169, US:4385269, US:4363407, US:4441359, US:4544312, US:4423379, US:4408157, US:4424491, US:4396880, US:4514694, US:4360780, US:4459548, US:4423378, US:4425791, US:4390828, US:4520353, US:4709202, JP:S5917893:A, JP:S5917894:A, JP:S5917892:A, US:4521498, US:4564798, US:4707795, JP:S59215674:A, US:4626765, US:4502000, US:4637359, US:4743855, US:4560230, JP:S60225078:A, US:4633418, US:4659977, US:4678998, US:4620767, US:4680528, US:4719428, US:4679000, US:4949046, US:4643511, US:4667143, US:4663580, US:4773011, JP:S62180284:A, US:4781629, US:D299909:S, US:4667279, US:4888716, US:4686442, US:4710861, JP:S6327776:A, US:4697134, US:4745349, US:6271643, US:4983086, US:4956597, US:RE37677:E1, US:4849700, US:4723656, US:4874679, US:4933845, US:5179335, US:5004979, US:4926330, US:4907176, US:4913116, US:4885523, US:5508599, US:4816768, US:4947124, US:4965738, US:5168208, US:4881038, US:4825170, US:4826457, US:4912416, US:4820966, US:4876495, US:4968941, US:5528148, US:4847547, US:5159272, US:4901007, US:5087881, US:4932905, US:4937528, US:5281919, US:4968942, US:4929931, US:4931738, US:5434495, EP:0391694:A2, US:5034893, US:5047722, US:5037778, US:5144248, US:5339018, US:5160881, US:5345384, US:4934957, US:5426371, US:5254952, US:5300874, US:4969834, US:5144218, US:5083076, US:5130658, US:5032825, DE:4007883:A1, JP:H03274479:A, JP:H03282276:A, US:5187382, US:5037335, US:D330338:S, JP:H048636:A, US:5745044, US:5170124, US:5095223, US:5223747, US:5030916, US:5412323, JP:H0495788:A, GB:2246916:A, US:5338515, US:5140269, US:5126675, EP:0476405:A1, JP:H04131779:A, US:5633985, US:5164653, US:5081565, US:5563496, US:5585416, US:5347163, US:5332927, US:5365453, US:5504674, US:5194799, US:5204611, US:5167529, US:5302902, US:5278759, US:5295078, US:5108320, US:5214385, US:5449997, US:5241275, JP:H04372536:A, US:5109213, US:5325041, US:5365160, US:5214370, US:5321626, US:5357519, US:6009369, US:5650937, US:5384540, JP:H05211724:A, US:5596261, US:5321627, US:5266880, US:5381096, US:5585728, US:5821756, US:5572136, WO:1993022666:A1, US:5352968, US:5309052, US:5313152, US:5432426, US:5747189, US:5685734, US:5323337, US:5449996, US:5281920, WO:1994005069:A1, US:5442274, US:5296823, US:5336993, US:5457377, US:5656920, US:5469043, US:5426416, US:5349535, US:5343380, US:5387871, US:5903716, US:5717336, US:5537967, US:5315287, EP:0637754:A1, US:5485090, US:5631831, GB:2275783:A, US:5298797, US:5486123, US:5425041, US:5462439, US:5369364, US:5394093, US:5546317, US:5825174, US:5550485, US:5445026, US:5548273, US:5410754, US:5331268, US:6075339, US:5435185, US:5430645, US:5432025, JP:H07128414:A, US:5402007, US:5562501, US:5453027, US:5451881, US:5654623, US:5459660, US:5711648, US:5412308, US:5927938, US:5951229, US:5583416, US:5589757, US:5707015, US:5642031, US:5596260, US:5631536, US:5573611, US:5519383, US:5871858, WO:1996001456:A1, US:5598098, US:6005489, US:20020044050:A1, WO:1996006747:A2, US:6271748, US:6545599, US:5939855, US:5578915, US:5606242, US:5621298, US:5488300, US:5832396, US:5778326, US:5869951, US:5691621, US:5789899, US:5796239, US:5644212, US:5592094, US:5652501, US:5541489, US:5739667, US:5808469, US:5773962, US:5614788, US:5602462, US:5818201, WO:1996028846:A1, US:5744962, US:5574355, US:5780980, US:5592093, US:5561380, US:5705929, RU:2089015:C1, US:20030009270:A1, US:20010048215:A1, US:20050273218:A1, US:6533316, US:6738697, US:20020027346:A1, WO:1997001103:A1, US:6037749, US:6091238, US:6184656, US:5760587, US:5699050, US:5884202, US:5872453, US:7287001, US:6055468, US:5793359, JP:H0961505:A, US:6097193, US:5661368, US:5653659, US:5712795, US:5701089, EP:0772056:A1, US:5754417, US:5637978, US:5684678, US:5865638, US:5732074, US:6031354, US:5710503, US:5862515, US:5747967, US:5677077, US:6150793, US:5717937, US:5747909, US:5912534, US:6411098, US:5969625, US:5820407, US:5818234, US:5978805, WO:1997044652:A1, US:5757192, US:5870018, US:5939861, US:5946605, FR:2749397:A1, US:5675234, US:7940052, WO:1998004910:A1, US:7706991, US:7656162, US:7295936, US:6329793, US:8198900, US:20070244660:A1, US:7246015, US:7003410, US:20050021475:A1, US:8872517, US:20050035752:A1, US:6051976, US:6885195, US:6091245, US:6445158, US:6914413, US:20040104728:A1, US:5780974, JP:H1056744:A, US:5811979, US:5666040, US:5721688, US:6031368, DE:19638324:A1, US:5772468, US:5916287, US:5945829, US:6332113, US:6396278, US:5773978, US:5929609, WO:1998021132:A1, US:6016047, US:6064372, JP:H10232273:A, US:6600815, US:5895440, US:5914605, US:6310481, US:6534993, US:6392414, US:5953322, US:6236949, US:5872443, US:5903154, US:5850113, US:5831435, US:5826467, US:6087815, US:6114834, US:5821757, US:5961604, WO:1998058270:A1, US:6526361, US:5950144, US:5935180, US:6147598, US:6037745, US:6407554, US:6046514, US:6252942, US:6061638, US:5961561, US:6263268, US:6149653, US:5973598, JP:H11150809:A, US:6161640, JP:H11103503:A, US:6236332, US:6141608, US:6081098, US:6909287, US:7999505, US:7774151, US:20020153864:A1, US:20020171428:A1, US:7705602, US:20030025481:A1, WO:1999023738:A1, US:20030090272:A1, US:7688074, US:6331762, US:6633165, US:6313608, US:7642787, US:6850037, US:6871151, US:6104167, US:20050162172:A1, US:8958998, US:8674654, US:8493022, US:7003411, US:20070159177:A1, US:7126341, US:20060282227:A1, US:6037778, US:6081109, US:6118252, US:6072300, US:20020004694:A1, US:6177737, US:6100815, US:6072299, US:5883306, US:6008652, US:6136914, US:6005759, US:6081154, JP:H11271409:A, US:5990664, US:6167349, US:6473659, US:6100670, US:6218805, US:5955951, US:6172505, WO:1999056121:A1, US:6225898, US:6259170, US:6507196, US:6037751, US:6263322, US:6164063, US:5963012, US:6424157, US:6259254, US:6424158, US:6420852, EP:0982159:A2, US:6218936, US:6477478, GB:2353367:A, US:6002238, US:6262563, US:6294896, WO:2000016083:A1, US:6037777, US:6222369, US:6172483, US:6158000, US:6532425, US:6181545, US:6094033, US:6140797, US:6242921, US:6272387, US:6202739, US:5982138, US:6262692, US:6113262, JP:2001057711:A, US:6433512, US:6906624, US:6250973, US:6324042, US:6211651, US:6144185, US:20020065619:A1, US:20030078743:A1, US:6795782, US:7505856, WO:2000062049:A1, US:20020010558:A1, US:20050218902:A1, US:6707303, US:6323650, US:20030124417:A1, US:6806716, US:20020193955:A1, US:7039533, US:20020130665:A1, US:7058525, US:20020036504:A1, US:6456045, US:6351102, US:6536536, US:6556019, US:6359441, US:6316914, WO:2000067359:A1, US:6121880, US:6441585, US:20020041175:A1, US:6275008, JP:2001023037:A, US:6529723, US:6449726, US:7184866, US:6993421, US:20010012738:A1, US:6137269, WO:2001016614:A1, US:6294897, US:6495990, WO:2001016615:A1, US:6737831, US:6313607, US:6744149, US:6377031, US:6497209, US:6635974, US:6465908, US:6437957, US:20050254106:A9, US:6320385, US:6285191, US:6505507, US:6255826, US:6254438, US:6624635, US:6215275, US:8754653, US:6363303, US:7557586, US:6163156, US:6566883, US:6249124, US:6191557, US:6614349, US:20050021197:A1, US:6184655, US:6211653, US:6236186, US:6740990, US:20010033169:A1, WO:2001051947:A1, US:6466025, WO:2001059443:A1, US:6307349, US:6225808, US:6501243, US:6346795, US:20030137277:A1, US:6238253, US:6972662, US:6679212, US:8513949, US:20050057256:A1, US:6967484, US:7924015, US:9052366, US:7598744, US:20060217914:A1, US:6586941, US:20080315830:A1, US:7598743, US:8237448, US:8872516, US:7446536, US:7728597, US:7398176, US:6759849, US:6998847, US:20050231205:A1, US:20040036443:A1, US:20020003423:A1, US:20050212521:A1, US:20090085571:A1, US:20030006779:A1, US:6389337, US:20030155930:A1, US:20010035737:A1, US:6736941, US:20020021135:A1, US:20010048226:A1, US:6531848, US:D442503:S1, US:6359442, US:20020007237:A1, US:6356042, US:6732031, US:6636790, US:6222342, US:6628011, US:6856972, US:6577107, US:20020030495:A1, US:20050060070:A1, US:6242887, US:20040113494:A1, US:6304087, US:20020047711:A1, US:6906523, US:6347958, US:6456036, US:20020074398:A1, US:6629054, US:20020050163:A1, US:20020118111:A1, US:6909356, US:6448778, US:7848857, US:20080059014:A1, US:6356083, US:20050213874:A1, US:20020116140:A1, US:6534992, US:20020121901:A1, US:20020128985:A1, US:6388448, US:6384608, US:6611740, US:20020176010:A1, CN:2470964:Y, US:7235977, US:20030194672:A1, US:20050017726:A1, US:6777945, US:6570385, US:20040051534:A1, US:20040164706:A1, US:7069979, US:20040150494:A1, US:20040239332:A1, US:6417669, US:7501795, US:20040251876:A1, US:7015674, US:7479763, US:6788025, US:6597150, US:20040032264:A1, US:6544078, US:6469511, US:20030017753:A1, US:7883002, US:20080169818:A1, US:7272519, US:20030040873:A1, US:20030030442:A1, US:20030036909:A1, US:20030114206:A1, US:6784635, US:20050119809:A1, US:20030060953:A1, US:7376497, US:6621272, US:6466026, US:7034541, US:7363175, US:20040145371:A1, US:6941234, US:20030088375:A1, US:7592776, US:7198510, US:20050017952:A1, US:6599243, US:6983212, US:6745153, WO:2003047064:A2, US:6618644, US:6686542, US:20030128036:A1, US:6771073, US:20030128011:A1, US:6696819, US:20030171111:A1, US:20040113588:A1, US:20030164073:A1, US:20030169018:A1, US:20030169019:A1, WO:2003076960:A1, US:6500025, US:20030173971:A1, US:20030177417:A1, US:6930485, US:20100145780:A1, US:20030184262:A1, US:20030187556:A1, US:6805090, US:20030184264:A1, US:6906522, US:20030184306:A1, GB:2387235:A, US:20030197512:A1, US:7120488, US:20030212311:A1, US:20030214395:A1, US:20040065489:A1, JP:2003346909:A, US:20030224241:A1, US:7657386, US:7089127, US:20030236656:A1, US:20040000913:A1, US:6667624, US:7182147, US:20040000893:A1, US:6842707, US:20040000891:A1, US:20040002824:A1, US:20040002836:A1, US:6825669, US:20040002825:A1, US:20040000915:A1, US:6784637, US:20040000590:A1, US:20050173142:A1, US:7173182, US:20050133245:A1, US:20040044454:A1, US:20050025299:A1, US:7200424, US:20060102397:A1, US:6623314, US:7102556, US:20040044452:A1, US:6966676, US:7723993, US:20040046564:A1, US:7081755, US:20040049361:A1, US:20040051532:A1, US:6911825, US:20040054503:A1, US:7012433, US:6988053, US:20040051533:A1, US:7177925, US:20040064225:A1, US:20040088087:A1, US:20050096809:A1, US:6832141, US:7049822, US:20040172177:A1, WO:2004047215:A1, US:7667437, US:20070108942:A1, US:20110215767:A1, US:20050007068:A1, US:20060012330:A1, US:6781382, US:20040108856:A1, US:20040108855:A1, US:20060139167:A1, US:20040157113:A1, US:7619417, US:6895809, US:7208914, US:6888468, US:20040178185:A1, US:20040145342:A1, US:6781344, US:6796841, US:20050102073:A1, US:6891378, US:6933727, US:20040189309:A1, US:20040199343:A1, US:20040207367:A1, US:6904796, US:20060152224:A1, US:6957133, US:20040221641:A1, US:7751953, US:20040227523:A1, US:20070082652:A1, US:7129706, US:7408358, US:20040257084:A1, US:6913483, US:20050021294:A1, US:7209860, US:20050009122:A1, US:20050043868:A1, US:7319304, US:7042346, US:20050143882:A1, US:8164343, US:7154276, US:9018958, US:8674711, US:20070194793:A1, US:20160154044:A1, US:9255955, US:20110265025:A1, US:7251551, US:7184905, US:6919725, US:20050073314:A1, US:20050076381:A1, US:7977914, US:20080106267:A1, US:20050077904:A1, US:20060026017:A1, US:7116109, US:7595643, US:7339477, US:20050128083:A1, US:20060282323:A1, US:20050128902:A1, US:20050134282:A1, US:20050168226:A1, US:20050159847:A1, US:7212887, US:6845279, US:6856162, US:20050182536:A1, US:20050184732:A1, US:7598699, JP:2005238969:A, US:8449560, US:20050206346:A1, US:7729880, US:7170393, US:7453238, US:7777612, US:7119686, US:20060030980:A1, US:20050256617:A1, US:20050258241:A1, US:7642786, US:20050264296:A1, US:20050269880:A1, US:7772850, US:7106070, US:20060017447:A1, US:7425833, US:7098666, US:7233128, US:7209850, US:7202636, US:20060076923:A1, US:7301303, US:20090184165:A1, US:8704483, US:8963550, US:8442877, US:8344685, US:20120182132:A1, US:9496720, US:20060038572:A1, US:8436619, US:20060043976:A1, US:20060061469:A1, US:20060079203:A1, US:20060089767:A1, US:20060090554:A1, US:8310271, US:20060136119:A1, US:8226008, US:7538571, US:20060091597:A1, US:7212911, US:20060092584:A1, US:7696759, US:20060090555:A1, US:20060095230:A1, US:20080094068:A1, EP:1807710:B1, EP:1810869:A1, US:7219023, US:20070259256:A1, US:7545146, US:7710119, US:7684908, US:20060161390:A1, US:20060155439:A1, US:20060161313:A1, US:7498767, US:7706992, US:20080194984:A1, US:7679325, US:7990155, US:20060244457:A1, JP:2006331976:A, US:7743788, US:7698179, US:20070005201:A1, US:8024083, US:20090276115:A1, US:20140194084:A1, US:20070026916:A1, US:20070024460:A1, US:7728556, US:20070046261:A1, US:20080303529:A1, US:20070088472:A1, US:7029338, EP:1786057:A2, US:7774130, US:20080303528:A1, WO:2007075403:A2, US:20070182576:A1, US:20080053716:A1, US:20070205752:A1, US:20070194791:A1, US:20070205983:A1, US:20070210801:A1, US:20070279066:A1, US:7690573, US:20080023547:A1, US:20080036421:A1, US:7590476, US:20080064559:A1, US:20080086246:A1, US:20100066283:A1, US:20080103656:A1, US:20100052193:A1, US:20080179122:A1, US:7791348, US:7940053, US:7808375, US:20090006476:A1, CN:201063352:Y, WO:2009004001:A1, US:20090011327:A1, US:20090013521:A1, US:20130158782:A1, US:9274157, US:20160253852:A1, US:20160171799:A1, US:8306690, US:20110015815:A1, US:20090024266:A1, US:20090024419:A1, US:9335362, US:20090146800:A1, US:7902990, US:8203345, US:20090160395:A1, US:20090198372:A1, US:20090203247:A1, US:8594957, US:20090237086:A1, US:20090237029:A1, US:20090247020:A1, US:8047868, JP:2009244166:A, US:8222868, US:20090259432:A1, US:20090265121:A1, JP:2009261174:A, US:20090311919:A1, US:7959476, WO:2010007681:A1, EP:2302724:A1, US:20100023198:A1, DE:102008036595:A1, US:20100039065:A1, US:20110161025:A1, WO:2010035605:A1, US:20120256494:A1, WO:2010042517:A1, US:20100088050:A1, US:20100117603:A1, JP:5216550:B2, JP:2010172122:A, JP:2010172142:A, US:20100214055:A1, US:20100265131:A1, US:20100314950:A1, US:20120074904:A1, US:20110004427:A1, US:20120256568:A1, US:8509212, US:20110106280:A1, US:20120293372:A1, US:9588185, US:20110218747:A1, US:9425487, US:8827729, US:7914350, US:20110267067:A1, US:20110273181:A1, US:20150115720:A1, US:9229062, US:20110294367:A1, US:D643759:S1, US:20110300416:A1, US:20140239964:A1, WO:2011153419:A2, US:20180306867:A1, US:20140117997:A1, US:9419311, US:20140099830:A1, US:20120041697:A1, US:9201120, US:20120046807:A1, US:20120046824:A1, US:20120062237:A1, US:8738309, US:20120086399:A1, US:20120116391:A1, WO:2012078921:A2, US:20130314041:A1, US:20140029308:A1, US:20120249069:A1, US:20120274331:A1, US:20130172019:A1, US:20140225622:A1, US:20130099747:A1, CN:103091633:A, US:20130115821:A1, US:20130311124:A1, WO:2013070850:A2, US:20130218781:A1, US:20130288706:A1, US:20130297247:A1, US:D687727:S1, US:9037394, US:20130325405:A1, US:20140002021:A1, US:10046649, US:20140002094:A1, US:20140081527:A1, US:8825272, US:20140266061:A1, US:20140260577:A1, US:20140278159:A1, US:9244100, US:9312575, US:20140354237:A1, US:20150093922:A1, US:20160336623:A1, US:9639899, US:20150166518:A1, US:20160238667:A1, US:20150168499:A1, US:9923289, US:20150221135:A1, US:20160011271:A1, US:20160091571:A1, US:20160216335:A1, US:20180009328:A1, US:20160266212:A1, US:20160285284:A1, US:20160321897:A1, US:9966676, US:20170093056:A1, US:20170146602:A1, US:20170373410:A1, US:20180113171:A1, CN:206658084:U | 2019-11-12 | 2019-11-12 | 1. A maintenance device for use with an electrical system of an automotive vehicle, comprising:\na hand held electronic battery tester configured to test a battery of the automotive vehicle, the electronic battery tester including battery tester tracking circuitry carried therein which includes address information which identifies the battery tester; and\na plurality of battery tester accessories configured to optionally couple to the hand held electronic battery tester, each of the plurality of battery tester accessories including tracking circuitry;\na base station including a plurality of receiving areas configured to carry the electronic battery tester and the plurality of battery tester accessories, the base station having a microprocessor configured to detect positioning of the electronic battery tester in a receiving area of the base station using the battery tester tracking circuitry and identify the battery tester based upon the address information, and further configured to detect positioning of the plurality of battery tester accessories in the plurality of receiving area,\nwherein the electronic battery tester electrically connects to a plug in the receiving area to charge a battery of the battery tester.\n, a hand held electronic battery tester configured to test a battery of the automotive vehicle, the electronic battery tester including battery tester tracking circuitry carried therein which includes address information which identifies the battery tester; and, a plurality of battery tester accessories configured to optionally couple to the hand held electronic battery tester, each of the plurality of battery tester accessories including tracking circuitry;, a base station including a plurality of receiving areas configured to carry the electronic battery tester and the plurality of battery tester accessories, the base station having a microprocessor configured to detect positioning of the electronic battery tester in a receiving area of the base station using the battery tester tracking circuitry and identify the battery tester based upon the address information, and further configured to detect positioning of the plurality of battery tester accessories in the plurality of receiving area,, wherein the electronic battery tester electrically connects to a plug in the receiving area to charge a battery of the battery tester., 2. The maintenance device of claim 1 including electrical connectors configured to couple to the battery for use in performing a battery test., 3. The maintenance device of claim 2 wherein the electrical connectors are configured to connect to circuitry in the base station., 4. The maintenance device of claim 3 wherein the base station includes battery test circuitry., 5. The maintenance device of claim 4 wherein the battery test circuitry includes a forcing function arranged to apply a forcing function through the cables and circuitry configured to sense a response of the battery to the forcing function., 6. The maintenance device of claim 4 wherein the hand held electronic battery tester communicates with the battery test circuitry in the base station., 7. The maintenance device of claim 3 wherein the cables comprise Kelvin connectors., 8. The maintenance device of claim 3 wherein the cables are for use in providing a jump start to the automotive vehicle., 9. The maintenance device of claim 8 wherein the base station includes a battery for use in providing the jump start through the cables., 10. The maintenance device of claim 3 wherein the cables include wireless communication circuitry for communicating with at least one of the hand held electronic battery tester and the base station., 11. The maintenance device of claim 1 wherein the base station is configured to charge a battery of the hand held electronic battery tester., 12. The maintenance device of claim 1 wherein the base station is configured to receive a current sensor., 13. The maintenance device of claim 12 wherein the base station is configured to detect positioning of the current sensor in the base station using current sensor tracking circuitry., 14. The maintenance device of claim 12 wherein the current sensor includes wireless communication circuitry for communicating with at least one of the hand held electronic battery tester and the base station., 15. The maintenance device of claim 3 wherein the cables are configured to connect battery test circuitry of the hand held electronic battery tester to the battery., 16. The maintenance device of claim 12 wherein the current sensor is used for a current acceptance test., 17. The maintenance device of claim 1 including a battery for providing a memory saver to components of the automotive vehicle., 18. The maintenance device of claim 17 wherein the memory saver is applied by the hand held electronic battery tester., 19. The maintenance device of claim 17 wherein the memory saver is applied by the base station., 20. The maintenance device of claim 1 wherein the electronic battery tester and the base station include wireless communication circuitry for wireless communication therebetween., 21. The maintenance device of claim 1 wherein the base station includes wireless communication circuitry for communicating with a remote location., 22. The maintenance device of claim 21 wherein the wireless communication circuitry comprises WiFi circuitry., 23. The maintenance device of claim 21 wherein the wireless communication circuitry comprises cellular communication circuitry., 24. The maintenance device of claim 1 including an IR (infrared) temperature sensor configured to sense a temperature., 25. The maintenance device of claim 24 wherein the IR temperature sensor is contained in the hand held electronic battery tester., 26. The maintenance device of claim 24 wherein the IR temperature sensor is contained in a current sensor., 27. The maintenance device of claim 1 including a databus communication module configured to communicate with a databus of the automotive vehicle., 28. The maintenance device of claim 27 wherein the databus communication module wirelessly communicates with at least one of the electronic battery tests in the base station., 29. The maintenance device of claim 27 wherein the databus communication module includes an optical scanner., 30. The maintenance device of claim 29 wherein the optical scanner comprises a bar code scanner., 31. The maintenance device of claim 1 wherein an electronic battery test is performed based upon a VIN of the vehicle., 32. The maintenance device of claim 31 including a databus communication circuit configured to communicate with a databus of the vehicle and retrieve the VIN of the vehicle., 33. The maintenance device of claim 27 wherein the databus communication module is configured to be received in the base station and wherein the base station detects positioning of the databus communication module in the base station using databus communication module tracking circuitry., 34. The maintenance device of claim 27 wherein the databus communication module is configured to be charged by the base station., 35. The maintenance device of claim 12 wherein the current sensor is configured to be charged by the base station., 36. The maintenance device of claim 27 wherein the databus communication module is further configured to provide power to the vehicle for providing a memory saver function to the vehicle., 37. The maintenance device of claim 1 wherein at least one of the hand held electronic battery tester and the base station includes user I/O circuitry., 38. The maintenance device of claim 37 wherein the user I/O circuitry comprises a display., 39. The maintenance device of claim 37 wherein the user I/O circuitry comprises an user input. | US | United States | Active | G | True |
| 182 | 一种电动汽车身份识别系统与方法 \n | CN106882069B | 技术领域本发明充电桩技术领域，尤其涉及一种电动汽车身份识别系统与方法。背景技术随着汽车的使用量越来越多，汽车尾气给环境造成的影响也越来越严重，为了满足人们对汽车的需求，同时又减缓对环境的影响，目前，国家提倡“节能减排”，建议使用电动汽车。目前无论是油电混合型电动汽车还是纯电动汽车，其最重要的能源来自于充电，目前，国内国外都使用充电桩对电动汽车进行充电，而国内及国外的电动汽车在电动汽车充电桩设备充电过程中，充电桩设备与电动汽车充电用户交互环节较繁琐，电动汽车在需要补充电量的情况下，由驾驶人员将车驾驶到充电桩设备附近安全停车熄火后。驾驶人员或充电桩服务人员将，充电桩的充电桩枪头插入至电动汽车的直流充电接口处。传统充电桩设备要求客户进行刷充电卡，输入密码，或者扫描APP操作才开始充电。以及通过直接读取电动汽车BMS 通讯报文数据，解析报文中对应电动汽车的VIN码，但由于市场中不是所有电动汽车BMS都具有车辆VIN码，此方法具有一定局限性，这使得充电用者的用户体验非常不好，并且在团队级，或者电动汽车企业级用户充电过程中，由于目前充电桩设备本身需要刷充电卡或充电密码，充电卡及密码的丢失易造成团队电动汽车企业级用户在充电管理及财务结算过程中，出现严重的财务问题。发明内容针对上述技术中存在的不足之处，本发明提供一种电动汽车身份识别系统与方法，能够在将充电枪插入电动汽车的充电接口上后自动读取出车辆的信息，并自动进行充电身份识别，以及自动充电，充电过程简单、方便、快捷。本发明公开一种电动汽车身份识别系统，包括：充电桩控制板：植入到充电桩中，所述充电桩控制板上设置有 CAN总线接口，充电桩控制板上设置有存储器，存储器中存储有电动汽车BMS代码的数据库，所述充电桩控制板与云服务器无线连接；充电枪：设置在充电桩中，所述充电枪与充电桩控制板电连接；电池管理系统：设置在电动汽车内部，电池管理系统与电动汽车的充电接口电连接，CAN总线读取电池管理系统内的充电数据，通过 BMS代码进行身份识别与其他信息的传送，获取电动汽车唯一的数据序列号；充电桩控制板接收到电动汽车的数据序列号后与云服务器通讯；云服务器：充电桩控制板接收到BMS代码信号后，将该身份信息通过无线传输到云服务器中，并与云服务器中的数据库信息进行对比，同时，充电桩控制板也会与其内部的存储器中的数据库进行对比，查看是否信息一致，当两种方式的信息都一致时，由云服务器发送充电信息给充电桩控制板，从而给电动汽车进行充电，当信息不一致时或者信息有异常状态时，由云服务器发送禁止充电的信息给充电桩控制板，充电桩控制板接收到信息后，进行报警提醒。其中，充电枪上设置有电子锁，当充电枪插入充电接口，电子锁闭合后，充电桩控制板才开始读取电动汽车的序列号，进行身份识别。其中，在电动汽车的电池管理系统上设置有电压检测点，当充电枪插入电动汽车的充电接口后，充电枪与电压检测点连接，并将实时检测到的电压检测点的电压值传送给充电桩控制板，当检测电压检测点的电压达到预设值时，充电控制板控制充电枪上的电子锁闭合。其中，充电桩设置有多个，每个充电桩上都设置有充电桩控制板和充电枪，每个充电桩上设置有至少一个充电枪，不同的充电桩通过路由器共同连接在一个云服务器中。其中，所述BMS代码获取的信息包括电动汽车的序列号，所述电动汽车的序列号包括汽车的车牌号、车型、额定电压值、车主信息和充值信息，电动汽车充电过程中电量的实时数据通过CAN总线实时传送给充电桩控制板，充电桩控制板控制充电状态的，充电完成，充电桩控制板控制充电桩停止充电，并断开电子锁。本发明还公开一种电动汽车身份识别方法，包括以下步骤：云服务器数据备案：将车子内部的BMS代码信息录入到云服务器系统中进行备案存储；充电桩控制板与电池管理系统通讯：将充电枪插入到电动汽车的充电接口中，充电桩控制板上的CAN总线与电池管理系统连接，并读取电池管理系统中的BMS代码信号；云端数据对比：充电桩控制板接收到BMS代码信号后，将该身份信息通过无线传输到云服务器中，并与云服务器中的数据库信息进行对比，查看是否信息一致，当信息一致时，由云服务器发送充电信息给充电桩控制板，从而给电动汽车进行充电，当信息不一致时或者信息有异常状态时，由云服务器发送禁止充电的信息给充电桩控制板，充电桩控制板接收到信息后，进行报警提醒。其中，在充电桩控制板读取电动汽车的序列号之前，需要先将充电枪插入充电接口中，并将安装在充电枪上的电子锁闭合，对将充电枪与汽车的充电接口扣合，以防止充电过程中外界的晃动影响充电的正常进行。其中，充电枪上的电子锁的开启与闭合是通过检测电动汽车上的电压检测点进行的，当充电枪插入到电动汽车的充电接口，充电枪与电压检测点连接，并将实时检测到的电压检测点的电压值传送给充电桩控制板，当检测到电压检测点的电压达到预设值时，充电控制板控制充电枪上的电子锁闭合，电子锁闭合后，充电控制板读取电动汽车内部的BMS代码信号。其中，云服务器同时与多个充电桩上的充电桩控制板无线通讯，每个充电桩上的充电桩控制板上都有自己的编号，云服务器通过该编号区分不同的充电桩。其中，在云端数据对比中，通过分析BMS代码，获取电动汽车的序列号包括汽车的车牌号、车型、额定电压值、车主信息和充值信息，当汽车的车牌号、车型、额定电压值、车主信息和充值信息有一个信息不符合时则不能正常发送充电信号给充电桩控制板，只有充值金额大于0元且大于最低电量单价时，其他各项信息都符合要求时，充电桩控制板才能正常充电，并实时扣除对应充电电量的金额；充电桩控制板接收由CAN纵向实时传送的电池管理系统反应的电量值，当电量值达到饱和值时，电池管理系统发送反馈信号给充电桩控制板，充电桩控制板控制充电桩停止充电，同时自动断开电子锁，充值信息中通知扣费，并最终在充电桩上显示充电总电量和所使用的总金额。本发明的有益效果是：与现有技术相比，本发明公开一种电动汽车自动识别系统与方法，只需要将充电桩上的充电枪插入到电动汽车的充电接口中，充电枪与电池管理系统中的电压检测点连接通讯，并将检测到的电压值传送给充电桩控制板，当检测点的电压为预设值时，充电桩控制板控制充电枪的电子锁闭合，使充电枪与电动汽车连接，之后读取电动汽车的BMS对码信息，将BMS对码信息传送到云服务器中进行对比，当信息对比成功，符合条件后，云服务器发送充电信息给充电桩控制板，充电桩控制板空充电桩对电动汽车进行充电，直至充电完成，自动停止充电，自动快递电子锁，取出充电枪。整个过程自动化完成，无需人工操作，也无需人工进行充电刷卡，云服务器中的对码信息中包括汽车的车牌号、车型、额定电压值、车主信息和充值信息等，自动进行识别，充电后，根据充电的情况自动进行扣款，整个过程自动化完成，省时省力，无需在每次充电时进行刷卡，或者通过手机扫描二维码进行充电，系统自动识别车辆的信息，自动进行信息读取和自动充电，方便快捷，且更智能化，不必担心充电卡遗失给个人充电或者团体充电带来的充电不便。附图说明图1为本发明实施例身份识别系统连接示意图；图2为本发明实施例多个充电桩控制板与云服务器连接示意图；图3为本发明实施例电动汽车自动识别的方法流程图。主要元件说明：1、充电桩控制板 2、充电枪3、电池管理系统 4、云服务器。具体实施方式为了更清楚地表述本发明，下面结合附图对本发明作进一步地描述。请参阅图1，本发明公开一种电动汽车身份识别系统，包括：充电桩控制板1：植入到充电桩中，充电桩控制板1上设置有CAN 总线接口，充电桩控制板1与云服务器4无线连接；充电桩控制板1 上设置有存储器(图未示)，存储器11中存储有电动汽车BMS代码的数据库，充电桩控制板1与云服务器4无线连接通讯；充电枪2：设置在充电桩中，充电枪2与充电桩控制板1电连接；电池管理系统3：设置在电动汽车内部，电池管理系统3与电动汽车的充电接口电连接，CAN总线读取电池管理系统3内的充电数据，通过BMS代码进行身份识别与其他信息的传送，获取电动汽车唯一的数据序列号；充电桩控制板接收到电动汽车的数据序列号后与云服务器4通讯；云服务器4：内设有一个数据库，数据库中存储有已经备案并上传了采集好的电动汽车的数据序列号，当充电桩控制板接收到电动汽车唯一的数据序列号后，与云服务器4进行无线通讯，并在云服务器 4的数据库中检索对比刚刚获取到的序列号，并判断是否符合充电的要求，当读取的序列号与云服务器存储的序列号匹配，则自动充电，当读取的序列号不云服务器中的信息不匹配，则禁止充电，并报警提醒。与现有技术相比，本发明公开一种电动汽车自动识别系统与方法，多个充电桩上的充电桩控制板同时与云服务器无线通讯，请参阅图2，每个充电桩控制板上都设置有编号，如充电桩控制板1A、充电桩控制板1B、充电桩控制板1C至充电桩控制板1N，以方便云服务器同时与多个充电桩控制板1区分，并进行数据传输。在本实施例中，充电桩控制板1与云服务器4无线通讯，且与充电枪2电连接通讯，充电枪2与电池管理系统3通过CAN总线接口以接触方式连接通讯，当充电枪2被人为地从充电桩上取下来，并插入到电动汽车的充电接口，让CAN总线读取电池管理系统内的充电数据，通过BMS代码进行身份识别与其他信息的传送，获取电动汽车唯一的数据序列号；充电桩控制板1接收到电动汽车的数据序列号后有多种方式进行对比判断，一种是充电桩控制板1与云服务器通讯，并在云服务器的数据库中检索对比刚刚获取到的序列号，并判断是否符合充电的要求，当读取的序列号与云服务器存储的序列号匹配，则自动充电，当读取的序列号不云服务器中的信息不匹配，则禁止充电，并报警提醒。另一种，是充电桩控制板1将BMS代码信息与其内部设置的存储器中的数据库进行对比，当对比一致，则充电桩控制板1控制充电桩进行充电，不一致则不充电，这种方式可以单独使用，也可以在网络不通的时候，采用此种本地对比，在有网络的时候，数据库也会与云服务器通讯进行数据更新。整个过程自动化完成，无需人工操作，也无需人工进行充电刷卡，系统自动识别车辆的信息，自动进行信息读取和自动充电，方便快捷，且更智能化。在本实施例中，充电枪2上设置有电子锁，电子锁的闭合与断开时通过充电桩控制板1进行控制的，同时在电动汽车的电池管理系统中设置有电压检测点，当充电枪2插入到电动汽车的充电接口后，充电枪2余电压检测点连接通讯。在本实施例中，BMS代码获取的信息包括电动汽车的序列号，电动汽车的序列号包括汽车的车牌号、车型、额定电压值、车主信息和充值信息，电动汽车充电过程中电量的实时数据通过CAN总线实时传送给充电桩控制板1，充电桩控制板1控制充电状态的，充电完成，充电桩控制板1控制充电桩停止充电，并断开电子锁。请参阅图3，在本实施例中，电动汽车自动识别的方法，包括以下步骤：云服务器数据备案：将车子内部的BMS代码信息录入到云服务器 4的系统中进行备案存储；充电桩控制板与电池管理系统通讯：将充电枪2插入到电动汽车的充电接口中，充电桩控制板1上的CAN总线与电池管理系统3连接，当充电枪2插入到电动汽车的充电接口中后，充电枪2即与电压检测点连接通讯，充电枪2将实时检测到的电压检测点的电压信息发送给充电桩控制板1，当电压检测点的电压值达到4V时，充电桩控制板1 控制充电枪2上的电子锁闭合，使充电枪2与汽车的充电接口扣合，以防止充电过程中外界的晃动影响充电的正常进行，并开始读取电动汽车中电池管理系统3内的BMS代码信号；云端数据对比：充电桩控制板1接收到BMS代码信号后，将该身份信息通过无线传输到云服务器4中，并与云服务器4中的数据库信息进行对比，同时，充电桩控制板1也会与其内部的存储器中的数据库进行对比，查看是否信息一致，当两种方式的信息都一致时，由云服务器4发送充电信息给充电桩控制板1，从而给电动汽车进行充电，当信息不一致时或者信息有异常状态时，由云服务器4发送禁止充电的信息给充电桩控制板1，充电桩控制板1接收到信息后，进行报警提醒。在本实施例中，充电桩控制板1内部设置的存储器存储有电动汽车的BMS代码信号的数据库，充电桩控制板1与远程服务器4无线通讯，存储器中的数据库实时进行更新，当充电桩控制板1与远程服务器4断开时，充电桩读取到电动汽车的BMS代码信号时，便只与充电桩控制板内部的存储器中的数据库进行对比，并进行数据匹配，当信息匹配一致时充电桩控制板1控制充电枪进行充电。在本实施例中，BMS代码为电动汽车的序列号，该电动汽车的序列号包括汽车的车牌号、车型、额定电压值、车主信息和充值信息，当汽车的车牌号、车型、额定电压值和车主信息有一个信息不符合时则不能正常发送充电信号给充电桩控制板1，当充值信息中的充值金额为0元或者低于0元时，也不能发送充电信息，只有充值金额大于 0元，并且余额大于最低电量的单价，且其他各项信息都符合要求时，充电桩控制板1才能正常充电；在本实施例中，充值金额可以在指定的地方进行预存，也可以通过转账或者APP客户端进行充值，充电桩会自动计算充电的电量，以及该充电电量对应的充电金额，并实时直接在BMS对码中充值信息中扣除对应的金额，当余额不足0元或者最低电量的单价时，则自动停止充电，并进行报警。在本实施例中，充电桩控制板1接收由CAN 总线 实时传送的电池管理系统3的电量值，当电量值充满达到饱和值时，电池管理系统3发送反馈信号给充电桩控制板1，充电桩控制板1控制充电桩停止充电，同时自动断开电子锁，充值信息中也停止扣费，同时在充电桩上显示总的充电金额以及充电电量。本发明的优势在于：1、工作原理简单，实现容易，只需将自动识别装置分别安装在充电桩以及汽车中即可，通过充电枪插入电动汽车的充电接口中后，自动识别汽车的身份信息，并进行匹配与自动充电，操作过程简单，无需人工刷卡或者人工确认方式的信息确认，大大节省了充电流程；2、自动进行充电并提醒，无需人工守着，当充电完成，自动停止充电，并边充电边扣除相应的费用，无需人工进行付款，使用更为方便快捷，节省操作时间；整个过程自动化完成，无需人工操作，也无需人工进行充电刷卡，不必担心充电卡遗失给个人充电或者团体充电带来的充电不便；3、充电桩将获取的数据，通过充电桩自身的网络功能，将数据通过路由器传递为外网云服务器，云服务器通过其自身服务器强大计算功能，分析并判断出此唯一数据序列号是否符合自动充电请求，若其数据与云平台数据库匹配则，电动汽车可以自动进行充电流程，此方法可以直接使电动汽车自动进行核心业务许可鉴权，而省略去充电卡及智能终端微信/APP鉴权步骤，大大简化电动汽车充电流程，而实现自动充电自动结算的功能。以上公开的仅为本发明的几个具体实施例，但是本发明并非局限于此，任何本领域的技术人员能思之的变化都应落入本发明的保护范围。 | 本发明公开一种电动汽车自动识别系统与方法，只需要将充电桩上的充电枪插入到电动汽车的充电接口中，充电枪与电池管理系统中的电压检测点连接通讯，并将检测到的电压值传送给充电桩控制板，当检测点的电压为预设值时，充电桩控制板控制充电枪的电子锁闭合，使充电枪与电动汽车连接，之后读取电动汽车的BMS对码信息，将BMS对码信息传送到云服务器中进行对比，当信息对比成功，符合条件后，云服务器发送充电信息给充电桩控制板，充电桩控制板空充电桩对电动汽车进行充电，直至充电完成，自动停止充电，自动快递电子锁，取出充电枪。整个过程自动化完成，无需人工操作，也无需人工进行充电刷卡，省时省力，方便快捷。 | CN:201710135358.9A | https://patentimages.storage.googleapis.com/ce/eb/93/634ff0efec5388/CN106882069B.pdf | CN:106882069:B | 林晓东, 彭文科, 王旭, 陈伟钦, 陈乐基, 朱力军 | Guangzhou Vehicle Power Grid New Energy Co Ltd | CN:202840593:U, CN:204156542:U, WO:2016178185:A1, CN:105678908:A, CN:105676139:A, CN:106208220:A | Not available | 2018-07-27 | 1.一种电动汽车身份识别系统，其特征在于，包括：, 充电桩控制板：植入到充电桩中，所述充电桩控制板上设置有CAN总线接口，充电桩控制板上设置有存储器，存储器中存储有电动汽车BMS代码的数据库，所述充电桩控制板与云服务器无线连接；, 充电枪：设置在充电桩中，所述充电枪与充电桩控制板电连接；, 电池管理系统：设置在电动汽车内部，电池管理系统与电动汽车的充电接口电连接，CAN总线读取电池管理系统内的充电数据，通过BMS代码进行身份识别与其他信息的传送，获取电动汽车唯一的数据序列号；充电桩控制板接收到电动汽车的数据序列号后与云服务器通讯；, 云服务器：充电桩控制板接收到BMS代码信号后，将该身份信息通过无线传输到云服务器中，并与云服务器中的数据库信息进行对比，同时，充电桩控制板也会与其内部的存储器中的数据库进行对比，查看是否身份信息一致，当两种方式的身份信息都一致时，由云服务器发送充电信息给充电桩控制板，从而给电动汽车进行充电，当身份信息不一致时或者身份信息有异常状态时，由云服务器发送禁止充电信息给充电桩控制板，充电桩控制板接收到禁止充电信息后，进行报警提醒。, \n \n, 2.根据权利要求1所述的电动汽车身份识别系统，其特征在于，充电枪上设置有电子锁，当充电枪插入充电接口，电子锁闭合后，充电桩控制板才开始读取电动汽车的序列号，进行身份识别。, \n \n, 3.根据权利要求2所述的电动汽车身份识别系统，其特征在于，在电动汽车的电池管理系统上设置有电压检测点，当充电枪插入电动汽车的充电接口后，充电枪与电压检测点连接，并将实时检测到的电压检测点的电压值传送给充电桩控制板，当检测电压检测点的电压达到预设值时，充电控制板控制充电枪上的电子锁闭合。, \n \n, 4.根据权利要求1所述的电动汽车身份识别系统，其特征在于，充电桩设置有多个，每个充电桩上都设置有充电桩控制板和充电枪，每个充电桩上设置有至少一个充电枪，不同的充电桩通过路由器共同连接在一个云服务器中。, \n \n, 5.根据权利要求1所述的电动汽车身份识别系统，其特征在于，所述BMS代码获取的信息包括电动汽车的序列号，所述电动汽车的序列号包括汽车的车牌号、车型、额定电压值、车主信息和充值信息，电动汽车充电过程中电量的实时数据通过CAN总线实时传送给充电桩控制板，充电桩控制板控制充电状态，充电完成后充电桩控制板控制充电桩停止充电。, 6.一种电动汽车身份识别方法，其特征在于，包括以下步骤：, 云服务器数据备案：将电动汽车内部的BMS代码信息录入到云服务器系统中进行备案存储；, 充电桩控制板与电池管理系统通讯：将充电枪插入到电动汽车的充电接口中，充电桩控制板上的CAN总线与电池管理系统连接，并读取电池管理系统中的BMS代码信号；, 云端数据对比：充电桩控制板接收到BMS代码信号后，将该身份信息通过无线传输到云服务器中，并与云服务器中的数据库信息进行对比，查看云服务器系统中的BMS代码信息与充电桩控制板接收到的BMS代码信号是否一致，当一致时，由云服务器发送充电信息给充电桩控制板，从而给电动汽车进行充电，当云服务器系统中的BMS代码信息与充电桩控制板接收到的BMS代码信号不一致或者有异常状态时，由云服务器发送禁止充电的信息给充电桩控制板，充电桩控制板接收到禁止充电的信息后，进行报警提醒。, \n \n, 7.根据权利要求6所述的电动汽车身份识别方法，其特征在于，在充电桩控制板读取电动汽车的序列号之前，需要先将充电枪插入充电接口中，并将安装在充电枪上的电子锁闭合，对将充电枪与汽车的充电接口扣合，以防止充电过程中外界的晃动影响充电的正常进行。, \n \n, 8.根据权利要求7所述的电动汽车身份识别方法，其特征在于，充电枪上的电子锁的开启与闭合是通过检测电动汽车上的电压检测点进行的，当充电枪插入到电动汽车的充电接口，充电枪与电压检测点连接，并将实时检测到的电压检测点的电压值传送给充电桩控制板，当检测到电压检测点的电压达到预设值时，充电控制板控制充电枪上的电子锁闭合，电子锁闭合后，充电控制板读取电动汽车内部的BMS代码信号。, \n \n, 9.根据权利要求6所述的电动汽车身份识别方法，其特征在于，云服务器同时与多个充电桩上的充电桩控制板无线通讯，每个充电桩上的充电桩控制板上都有自己的编号，云服务器通过该编号区分不同的充电桩。, \n \n, 10.根据权利要求6所述的电动汽车身份识别方法，其特征在于，在云端数据对比中，通过分析BMS代码，获取电动汽车的序列号包括汽车的车牌号、车型、额定电压值、车主信息和充值信息，当汽车的车牌号、车型、额定电压值、车主信息和充值信息有一个信息不符合时则不能正常发送充电信号给充电桩控制板，只有充值金额大于0元且大于最低电量单价时，其他各项信息都符合要求时，充电桩控制板才能正常充电，并实时扣除对应充电电量的金额；充电桩控制板接收由CAN 总线 实时传送来的电池管理系统的电量值，当电量值达到饱和值时，电池管理系统发送反馈信号给充电桩控制板，充电桩控制板控制充电桩停止充电，同时自动断开电子锁，充值信息中通知扣费，并最终在充电桩上显示充电总电量和所使用的总金额。 | CN | China | Active | B | True |
| 183 | Charging system \n | US11292363B2 | The disclosure of Japanese Patent Application No. 2018-020207 filed on Feb. 7, 2018 including the specification, drawings and abstract is incorporated herein by reference in its entirety.\nThe present specification discloses a charging system that is installed outside an electric vehicle to charge an in-vehicle battery mounted in the electric vehicle.\nRecently, electric vehicles equipped with a rotating electric machine as one of traveling power sources have become widely known. Such an electric vehicle is equipped with an in-vehicle battery that gives and receives electricity to and from the rotating electric machine. When the SOC of the in-vehicle battery has become low, the in-vehicle battery is charged with electricity from outside.\nIn this regard, quick charging that can reduce the charging time of an in-vehicle battery has been proposed. In quick charging, high current flows through an in-vehicle battery and thus charging is completed in a relatively short time, while a larger amount of heat is generated by the in-vehicle battery. If the in-vehicle battery reaches an excessively high temperature due to the heat thus generated, the in-vehicle battery may deteriorate. To prevent this, a technique of cooling an in-vehicle battery during quick charging by a cooling device mounted in an electric vehicle has been proposed.\nFor example, Japanese Patent Application Publication No. 2009-83670 (JP 2009-83670 A) discloses a vehicle provided with a blower fan that blows air to a power source unit (in-vehicle battery) and an air-conditioning unit that has a compressor and generates a current of cooling air. The technique of this related art involves driving the blower fan when the temperature of the power source unit is equal to or higher than a first temperature but lower than a second temperature, and activating the compressor in addition to the blower fan when the temperature of the power source unit is equal to or higher than the second temperature. According to the technique of JP 2009-83670 A, the in-vehicle battery is not only air-cooled but also forcedly cooled with a current of cooling air generated by the compressor, which can suppress the temperature rise of the in-vehicle battery to some extent.\nA compressor used to cool a battery as described above is typically an air-conditioning compressor that is used to cool a vehicle cabin. The capacity of such an air-conditioning compressor is more or less predetermined, and is not always sufficient to cool an in-vehicle battery during quick charging. Since an electric automobile that is not equipped with an engine cannot use exhaust heat of an engine for heating, some electric automobiles are equipped with a heat-pump air conditioner. In some cases, when heating by this heat-pump air conditioner is in progress, the air-conditioning compressor cannot be used to cool the in-vehicle battery.\nThe present disclosure discloses a charging system that can more appropriately cool an in-vehicle battery during external charging.\nAn aspect of the present disclosure is a charging system that is installed outside an electric vehicle and configured to charge an in-vehicle battery mounted in the electric vehicle. The charging system includes a charger, an external cooling device, and an off-vehicle controller. The charger is configured to supply electricity to the in-vehicle battery. The external cooling device is configured to cool the in-vehicle battery. The external cooling device includes an external channel through which the external refrigerant flows, a cooling mechanism configured to cool an external refrigerant, and a heat exchanger. The external channel is provided inside the charging system. The cooling mechanism includes at least a compressor. The heat exchanger is configured to exchange heat between the cooled external refrigerant and an internal refrigerant that flows inside the electric vehicle so as to cool the in-vehicle battery or between the cooled external refrigerant and outside air that is sent to the electric vehicle so as to cool the in-vehicle battery. The off-vehicle controller is configured to control driving of the charger and the external cooling device.\nThis configuration allows the in-vehicle battery to be cooled by the external cooling device even when the capacity of the cooling device mounted in the electric vehicle is low or even while heat-pump heating is executed. Thus, the in-vehicle battery can be more appropriately cooled during external charging.\nThe electric vehicle may include an internal cooling device configured to cool the in-vehicle battery through heat exchange with outside air, and the off-vehicle controller may be configured to give a command to the electric vehicle to cool the in-vehicle battery through heat exchange with the outside air by the internal cooling device when the in-vehicle battery needs to be cooled and the temperature of the in-vehicle battery is higher than the temperature of the outside air.\nUsing outside air to cool the in-vehicle battery can reduce the electricity required to cool the in-vehicle battery.\nIn the above charging system, the off-vehicle controller may be configured to determine whether external cooling by the external cooling device is required, based on a result of a comparison between an amount of cooling by the internal cooling device and an amount of heat generation by the in-vehicle battery.\nUsing the external cooling device when the internal cooling device alone cannot provide a sufficient amount of cooling can reduce the electricity consumption and cost associated with the use of the external cooling device.\nIn the above charging system, the off-vehicle controller may be configured to allow heat from the in-vehicle battery of the electric vehicle to be used to warm up a battery of another electric vehicle when, while the electric vehicle is charged, the in-vehicle battery needs to be cooled and the temperature of the in-vehicle battery is higher than the temperature of the outside air and the electric vehicle does not need heat.\nThis configuration allows the battery of another electric vehicle to be efficiently warmed up, which can effectively prevent a delay in the rise of a charging current, limitation of electricity output at the start of running, and other inconveniences in that electric vehicle.\nIn the above charging system, when charging commands for two or more electric vehicles are input within a certain time, the off-vehicle controller may be configured to determine a waiting rank that is a rank in an order of starting charging, based on a charging time limit and an amount of heat generation per unit time of each electric vehicle.\nThis configuration allows a plurality of electric vehicles to be efficiently charged.\nThe above charging system may further include a plug that is attachable to and detachable from an inlet provided in the electric vehicle. The external cooling device may further include a bypass channel that is fluid-coupled to an in-vehicle channel which is provided inside the electric vehicle and through which the internal refrigerant flows, and that is provided so as to guide the internal refrigerant to the heat exchanger and return the internal refrigerant having passed through the heat exchanger to the in-vehicle channel. The heat exchanger may be configured to exchange heat between the cooled external refrigerant and the internal refrigerant, and the plug may have an electricity terminal through which the charger and the in-vehicle battery are electrically connected to each other, and a fluid coupler through which the bypass channel and the in-vehicle channel are fluidically coupled to each other.\nThis configuration allows the internal refrigerant to be efficiently cooled by the external cooling device.\nIn the above charging system, the charger may be configured to transmit electricity to the in-vehicle battery in a contactless manner. The external cooling device may further include an external fan that blows air to the electric vehicle. The heat exchanger may be configured to exchange heat between the external refrigerant and outside air that is blown to the electric vehicle by the external fan.\nThis configuration allows the in-vehicle battery to be appropriately cooled also in the case of contactless charging.\nThe above-described charging system can cool an in-vehicle battery by the external cooling device even when the capacity of a cooling device mounted in the electric vehicle is low or even while heat-pump heating is executed. Thus, this charging system can more appropriately cool the in-vehicle battery during external charging.\nFeatures, advantages, and technical and industrial significance of exemplary embodiments of the disclosure will be described below with reference to the accompanying drawings, in which like numerals denote like elements, and wherein:\n FIG. 1 is an image of a charging station;\n FIG. 2 is a block diagram showing the internal configuration of the charging station;\n FIG. 3 is a view showing the configuration of an internal cooling device;\n FIG. 4 is a view showing the configuration of an external cooling device;\n FIG. 5 is a flowchart showing a flow of charging at the charging station;\n FIG. 6 is a flowchart showing a flow of a cooling process during charging;\n FIG. 7 is a temperature map used as reference to determine whether cooling is required;\n FIG. 8 is a view showing another example of the internal cooling device;\n FIG. 9 is a view showing another example of the external cooling device;\n FIG. 10 is a flowchart showing another example of the flow of the cooling process during charging;\n FIG. 11 is a schematic view of a charging station adopting a contactless charging method; and\n FIG. 12 is a view showing a flow of a process within step S34.\nThe present disclosure will be described below with reference to the drawings. FIG. 1 is an image of a charging station 10. The charging station 10 is a facility that charges an in-vehicle battery 106 mounted in an electric vehicle 100, and is an example of a charging system having a plurality of charging stands 12. The electric vehicle 100 to be charged may be any vehicle that can be externally charged, for example, a hybrid vehicle that has a rotating electric machine and an engine as motive power sources, or an electric automobile that runs only on motive power from a rotating electric machine.\nThe charging station 10 has the charging stands 12 and a central control unit 20 that manages the charging stands 12. As shown in FIG. 1, each charging stand 12 has an output unit 16 that provides a user with information and an input unit 18 that receives an operation command from the user. For example, the output unit 16 is formed by a monitor, a speaker, a light, etc. that are independent of or combined with one another. For example, the input unit 18 is formed by buttons, a keyboard, a touch panel, a microphone, etc. that are independent of or combined with one another. The charging stand 12 is further provided with a charging plug 14 that is detachably attached to an inlet 102 of the electric vehicle 100. The charging plug 14 is provided not only with an electricity terminal through which electricity is transmitted to the in-vehicle battery 106, but also with a signal terminal through which electric signals are given to and received from the electric vehicle 100, and fluid couplers, to be described later, that are fluid-coupled to a channel inside the electric vehicle 100.\nThe number of the charging stands 12 provided in one charging station 10 is not particularly limited, as long as the number is one or larger. The number of the vehicles that can be charged at the same time by one charging stand 12 is not particularly limited, either, as long as the number is one or larger. Thus, one charging stand 12 may be provided with two or more each of charging plugs 14, input units 18, and output units 16. In the following, the charging station 10 having a plurality of charging stands 12 to each of which one electric vehicle 100 can be connected will be described.\n FIG. 2 is a block diagram showing the internal configuration of the charging station 10. In FIG. 2, only especially important elements among elements of the charging stand 12 and the electric vehicle 100 are shown, while many other elements are not shown. In FIG. 2, the dashed lines, long dashed-short dashed lines, and thick lines represent electric signal lines, power lines, and fluid channels, respectively.\nAs shown in FIG. 2, each charging stand 12 has a charging unit 24, an external cooling device 26, a communication interface (hereinafter referred to as a “communication I/F”) 22, the charging plug 14, and an individual control unit 28. The charging unit 24 is a unit that supplies electricity to the electric vehicle 100 based on a command from a vehicle control unit 110. For example, the charging unit 24 converts alternating-current power from a commercial power source into direct-current power and transmits this direct-current power, and includes an AC-DC converter and the like. The value of electricity supplied from the charging unit 24 can be changed as necessary. For example, a large amount of electricity is supplied when charging is required to be completed in a short time, and a small amount of electricity is charged when a temperature rise of the in-vehicle battery 106 should be avoided.\nThe communication I/F 22 converts the format of various signals to be given to and received from the electric vehicle 100 into a format suitable for communication. The individual control unit 28 of the charging stand 12 receives a signal showing a state of the electric vehicle 100 from the electric vehicle 100 through the communication I/F 22. Examples of the state of the electric vehicle 100 include the capacity, the SOC, and the temperature of the in-vehicle battery 106, and the operation status of an air-conditioning system. The individual control unit 28 of the charging stand 12 sends a command to start internal cooling, to be described later, and other commands to the electric vehicle 100 through the communication I/F 22.\nThe external cooling device 26 is a cooling device provided in the charging stand 12, and is a device that cools the in-vehicle battery 106 from outside the electric vehicle 100. While the specific configuration of the external cooling device 26 will be described in detail later, the external cooling device 26 has a channel that is fluid-coupled to an internal channel provided in the electric vehicle 100 through the charging plug 14 (to be exact, the fluid couplers provided in the charging plug 14).\nThe individual control unit 28 controls driving of the communication I/F 22, the charging unit 24, the external cooling device 26, etc., and includes, for example, a CPU that performs various calculations and a memory that stores various data and programs. The individual control unit 28 drives the charging unit 24, etc. according to a command from the central control unit 20 to charge or cool the corresponding in-vehicle battery 106. As necessary, the individual control unit 28 transmits to the central control unit 20 various data sent from the electric vehicle 100. There is a plurality of individual control units 28, and these individual control units 28 and one central control unit 20 function as an off-vehicle control unit that controls driving of the charging unit 24 and the external cooling device 26. While one individual control unit 28 is provided in each charging stand 12 in this example, the individual control unit 28 may be omitted. In this case, one central control unit 20 controls pluralities of charging units 24, external cooling devices 26, and others.\nThe electric vehicle 100 is provided with a communication I/F 104, the in-vehicle battery 106, and an internal cooling device 108. The in-vehicle battery 106 is a secondary battery that gives and receives electricity to and from a rotating electric machine provided in the electric vehicle 100. The capacity of the in-vehicle battery 106 varies widely among vehicle models. In particular, there is a several-fold to several-ten-fold difference in the capacity of the in-vehicle battery 106 between a hybrid automobile equipped with an engine and an electric automobile having no engine. Like the communication I/F 22 of the charging stand 12, the communication I/F 104 converts the format of various signals to be given to or received from the charging stand 12 into a format suitable for communication.\nThe internal cooling device 108 is a cooling device that is provided in the electric vehicle 100 to cool the in-vehicle battery 106. The internal cooling device 108 includes a channel through which an internal refrigerant for cooling the in-vehicle battery 106 flows. This channel can be fluid-connected to a channel of the charging stand 12 through the inlet 102. An air-conditioning system (not shown in FIG. 2) that cools and heats a vehicle cabin also functions as a part of the internal cooling device 108. As necessary, the internal refrigerant can be cooled by using a cooling function of the air-conditioning system, or the vehicle cabin can be heated by using the heat of the internal refrigerant.\nThe vehicle control unit 110 controls driving of the electric vehicle 100, and has a CPU that performs various calculations and a memory that stores various data and programs. The vehicle control unit 110 may be formed by a single control unit or by a combination of a plurality of control units. The memory of the vehicle control unit 110 stores the capacity and the internal resistance value of the in-vehicle battery 106, the specifications (cooling capacity, etc.) of the internal cooling device 108, and the like. In addition to these data, the memory of the vehicle control unit 110 stores the temperature, the voltage value, and the current value of the in-vehicle battery 106 and the outside air temperature that are detected by various sensors, the SOC of the in-vehicle battery 106 obtained by calculation, and the operation status of the air-conditioning system. As necessary, these various pieces of stored information are sent to the charging stand 12 through the communication I/F 104. The vehicle control unit 110 also controls driving of the internal cooling device 108 according to a command from the charging stand 12.\nNext, the configurations of the internal cooling device 108 and the external cooling device 26 will be described with reference to FIG. 3 and FIG. 4. FIG. 3 is a view showing the configuration of the internal cooling device 108, and FIG. 4 is a view showing the configuration of the external cooling device 26. First, the configuration of the internal cooling device 108 will be described. The internal cooling device 108 includes an internal channel through which the internal refrigerant flows. The internal channel includes a standard channel 150 that runs from a pump 112 through the in-vehicle battery 106 and a radiator core 114 back to the pump 112. The internal refrigerant flowing through the standard channel 150 is pumped out by the pump 112 and then exchanges heat with the in-vehicle battery 106. The internal refrigerant of which the temperature has risen as a result of heat exchange with the in-vehicle battery 106 is cooled by exchanging heat with outside air in the radiator core 114, before being used again to cool the in-vehicle battery 106. Thus, the internal cooling device 108 has an air-cooling function of cooling the internal refrigerant, and ultimately the in-vehicle battery 106, through heat exchange with outside air.\nAn outflow channel 152 and an inflow channel 154 are provided on the route of the standard channel 150 and branch off toward the inlet 102. The outflow channel 152 and the inflow channel 154 are channels that communicate with a bypass channel 32 provided in the external cooling device 26 (charging stand 12). Leading ends of the outflow channel 152 and the inflow channel 154 are connected to fluid couplers 144 provided in the inlet 102. A three-way valve V1 is provided at a point at which the outflow channel 152 branches off from the standard channel 150, and can switch the refrigerant channel. A check valve V2 is provided on the route of the inflow channel 154, and allows only a flow in a direction from the fluid coupler 144 toward the standard channel 150.\nA detour channel 155 is connected on the route of the standard channel 150. The detour channel 155 is a channel that branches off from the standard channel 150 and then runs through the leeward side of an evaporator 128 of an air-conditioning system 120 back to the standard channel 150. The detour channel 155 can receive cold air having passed through the evaporator 128. A three-way valve V3 is provided at a point at which the detour channel 155 branches off from the standard channel 150, and can switch the internal refrigerant channel.\nThe air-conditioning system 120 cools and heats the inside of the vehicle cabin. There are two types of the air-conditioning system 120: one uses exhaust heat of the engine for heating, and the other is heat-pump heating that provides heating based on the heat pump principle. Most electric automobiles that are not equipped with an engine are provided with a heat-pump air-conditioning system. FIG. 3 shows a heat-pump air-conditioning system. This air-conditioning system 120 includes: an air-conditioning compressor 122 that compresses a gaseous air-conditioning refrigerant; expansion valves Ve1, Ve2 that expand the air-conditioning refrigerant as necessary; the evaporator 128 that evaporates the air-conditioning refrigerant in a state of gas-liquid mixture and absorbs the heat; a condenser 130 that condenses the high-temperature, high-pressure gaseous air-conditioning refrigerant and releases the heat; an air-conditioning fan 124 that blows air into the vehicle cabin from the upstream side of the evaporator 128 and the condenser 130; and an external heat exchanger 142 that exchanges heat between the high-temperature, high-pressure air-conditioning refrigerant and outside air.\nTo cool the vehicle cabin, a three-way valve V4 is switched to a route running from the external heat exchanger 142 to the expansion valve Ve1 so as to send the air-conditioning refrigerant to the evaporator 128. During this cooling, the external heat exchanger 142 functions as a heat radiator that releases the heat of the air-conditioning refrigerant into the outside air. As necessary, the vehicle control unit 110 executes control for cooling the internal refrigerant, and ultimately the in-vehicle battery 106, by using the cooling function of the air-conditioning system (i.e., by driving the air-conditioning compressor 122). Specifically, during cooling, the three-way valve V3 is switched so as to allow the internal refrigerant to flow through the detour channel 155, so that the internal refrigerant is subjected to air cooled by the evaporator 128 and is thus forcedly cooled.\nTo heat the vehicle cabin, the three-way valve V4 is switched to a route running from the external heat exchanger 142 to the air-conditioning compressor 122. In this case, the air-conditioning refrigerant flows to the air-conditioning compressor 122 and the condenser 130 without passing through the evaporator 128. During this heating, the external heat exchanger 142 functions as a heat sink that takes the heat of outside air into the air-conditioning refrigerant. While this heat-pump heating is executed, the air-conditioning compressor 122 is used to heat the vehicle cabin and therefore cannot be used to cool the in-vehicle battery 106, and forced cooling cannot be executed. Most vehicles equipped with an engine, such as hybrid automobiles, adopt exhaust heat-based heating that uses the exhaust heat of the engine (not shown in FIG. 3). In this case, the air-conditioning system is provided with a heater core that exchanges heat between the exhaust heat of the engine and air inside the vehicle cabin. In the case of this exhaust heat-based heating, the air-conditioning compressor 122 can be used to cool the in-vehicle battery 106, and therefore forced cooling can be executed, even during execution of heating. Hereinafter, cooling of the in-vehicle battery 106 by the internal cooling device 108 will be referred to as “internal cooling.” As is clear from the above description, the internal cooling includes air cooling using heat exchange with outside air and forced cooling using the cooling function and involving driving the air-conditioning compressor 122, etc.\nNext, the external cooling device 26 will be described with reference to FIG. 4. The external cooling device 26 is a device that cools the in-vehicle battery 106 mounted in the electric vehicle 100 connected through the charging plug 14. The external cooling device 26 includes: the external channel 30 through which an external refrigerant flows; the bypass channel 32 into and through which the internal refrigerant flows; a compressor 34 that compresses the external refrigerant; a condenser 36 that condenses the external refrigerant and releases the heat; an expansion valve Ve3 that expands the external refrigerant; and a chiller 38 (heat exchanger) that exchanges heat between the external refrigerant and the internal refrigerant. The external channel 30 is a loop channel provided inside the charging stand 12 (outside the electric vehicle 100). The compressor 34, the condenser 36, the expansion valve Ve, and the chiller 38 are provided on the route of the external channel 30. The compressor 34, the condenser 36, and the expansion valve Ve function as cooling mechanisms that cool the external refrigerant. The external refrigerant and the internal refrigerant exchange heat with each other in the chiller 38, and thereby the internal refrigerant is cooled. The external refrigerant of which the temperature has risen as a result of heat exchange with the internal refrigerant is cooled as the compressor 34, etc. are driven.\nThe bypass channel 32 is a channel that runs through the inside of the chiller 38, and both ends of the bypass channel 32 are coupled to the fluid couplers 40 provided in the charging plug 14. When the charging plug 14 is inserted into the inlet 102, the outflow channel 152, the bypass channel 32, and the inflow channel 154 are fluid-coupled to one another through the fluid couplers 40. Each of the fluid couplers 40, 144 provided in the charging plug 14 and the inlet 102 has a valve function of being opened as the plug 14 and the inlet 102 are connected to each other and being closed as the plug 14 and the inlet 102 are disconnected, and thus prevents the refrigerant from leaking out during disconnection.\nWhen the three-way valve V1 is switched to a route running from the radiator core 114 to the fluid couplers 144 in a state where the charging plug 14 is attached to the inlet 102, the internal refrigerant flows through the bypass channel 32. With the internal refrigerant flowing through the bypass channel 32, the compressor 34, etc. are driven to forcedly cool the external refrigerant, and thus the internal refrigerant, and ultimately the in-vehicle battery 106, are cooled by the external cooling device 26. Hereinafter, cooling of the in-vehicle battery 106 by the external cooling device 26 will be referred to as “external cooling.”\nHere, in this example, the capacity (power or watt) of the external cooling device 26 is set to be significantly higher than the capacity of the internal cooling device 108. This is to allow for prompt completion of charging by appropriately cooling the in-vehicle battery 106 even when the in-vehicle battery 106 generates a larger amount of heat than the internal cooling device 108 can handle.\nSpecifically, most internal cooling devices 108 generally have a capacity of 4 kW to 5 kW. On the other hand, the amount of heat generation by the in-vehicle battery 106 can be much larger than 5 kW depending on the conditions of quick charging. For example, consider the case of an in-vehicle battery 106 that is mounted in an electric automobile having a range of 350 miles (about 564 km). The capacity of such an in-vehicle battery 106 is about 70 kWh, although it depends also on the electricity consumption rate (the running distance per kilowatt) of the electric automobile. This value is several times to several tens of times larger than the capacity of the in-vehicle battery 106 mounted in a common hybrid automobile. If this in-vehicle battery 106 is to be charged within 30 minutes, an amount of heat generation Qb by the in-vehicle battery 106 is around 8 kW, with some variation according to various conditions. This amount of heat generation Qb can be reduced by reducing charging electricity Pc supplied to the in-vehicle battery 106. However, reducing the charging electricity Pc results in a prolonged charging time tc, since the charging time tc is a value obtained by dividing a battery capacity C by the charging electricity Pc (tc=C/Pc). Thus, if one tries to quickly charge a high-capacity in-vehicle battery 106 mounted in an electric automobile or the like, the amount of heat generation Qb by the in-vehicle battery 106 significantly exceeds the cooling capacity of the internal cooling device 108 (air-conditioning system 120). As a result, the internal cooling device 108 alone cannot handle quick charging of the high-capacity in-vehicle battery 106. As described above, electric automobiles adopt heat-pump heating as the heating method. During a time when heat-pump heating is in progress, the cooling function of the air-conditioning system cannot be used and the in-vehicle battery 106 cannot be appropriately cooled.\nIn this example, therefore, the external cooling device 26 is provided in the off-vehicle charging system (charging station 10), and when necessary, the in-vehicle battery 106 is cooled by the external cooling device 26 as described above. Thus, it is possible to prevent deterioration of the in-vehicle battery 106 associated with a temperature rise, while allowing for quick charging of the in-vehicle battery 106.\nNext, the flow of charging at the charging station 10 will be described. FIG. 5 is a flowchart showing the flow of charging of the in-vehicle battery 106 at the charging station 10. The central control unit 20 checks whether there is a waiting vehicle on a constant basis (S10). A waiting vehicle refers to a vehicle which is connected to the charging stand 12 and has output a request to start charging to the charging station 10, but of which charging has not yet started. Such a waiting vehicle is given a waiting rank in advance. The waiting rank is a rank in an order of starting charging. The rule of how to determine this waiting rank will be described later. The central control unit 20 communicates with a plurality of individual control units 28 to determine whether there is a waiting vehicle.\nWhen there is a waiting vehicle, then the central control unit 20 checks whether electricity will suffice to start charging of the waiting vehicle holding the first waiting rank (S12). Specifically, while the central control unit 20 can charge a plurality of electric vehicles 100 at the same time, depending on the vehicle models of the electric vehicles 100 and the required charging conditions (time limit, etc.), the total electricity output to these electric vehicles may exceed the maximum electricity that can be output from the charging station 10. Therefore, before starting to charge the waiting vehicle holding the first waiting rank, the central control unit 20 calculates the electricity required to charge the electric vehicle 100 being currently charged and the waiting vehicle holding the first waiting rank.\nThe electricity required to charge each vehicle may be calculated at the central control unit 20 or at the individual control unit 28. In either case, the charging electricity can be calculated based on the amount of electricity charged to the in-vehicle battery 106, a time limit for charging, and whether the external cooling is required. Of these, the amount of electricity charged to the in-vehicle battery 106 can be obtained from the battery capacity and the SOC of the in-vehicle battery 106, and such pieces of information are sent from the vehicle control unit 110. The time limit for charging can be set by a user. When the user does not set the time limit, the charging station 10 may set an allowable maximum charging time (e.g., three hours) as the time limit. As will be described later, whether the external cooling is required is determined according to the amount of heat generation by the in-vehicle battery 106 (an estimated value thereo | A charging system is installed outside an electric vehicle to charge an in-vehicle battery mounted in the electric vehicle. The charging system includes a charger that supplies electricity to the in-vehicle battery, an external cooling device that cools the in-vehicle battery, and an off-vehicle controller that controls driving of the charger and the external cooling device. The external cooling device has an external channel which is provided inside the charging system and through which an external refrigerant flows, cooling mechanisms that include at least a compressor and cool the external refrigerant, and a heat exchanger that exchanges heat between the cooled external refrigerant and an internal refrigerant that flows inside the electric vehicle to cool the in-vehicle battery or outside air that is sent to the electric vehicle to cool the in-vehicle battery. | US:16/265,320 | https://patentimages.storage.googleapis.com/67/c6/5b/712980622f8098/US11292363.pdf | US:11292363 | Takayuki Shimauchi, Makoto Mimoto, Kunihiko Jinno | Toyota Motor Corp | US:4007315, JP:2008054423:A, JP:2009083670:A, WO:2009069481:A1, US:20100217485:A1, US:20140292260:A1, US:20130047616:A1, US:20140316630:A1, US:20140338376:A1, US:20130241490:A1, US:20150054460:A1, US:20150197134:A1, US:20160280207:A1, JP:2017004849:A, US:20170088005:A1, US:20170088007:A1 | 2022-04-05 | 2022-04-05 | 1. A charging system that is installed outside an electric vehicle and configured to charge an in-vehicle battery mounted in the electric vehicle, the charging system comprising:\na charger configured to supply electricity to the in-vehicle battery;\nan external cooling device configured to cool the in-vehicle battery, the external cooling device including an external channel through which an external refrigerant flows, a cooling mechanism configured to cool the external refrigerant, and a heat exchanger,\nthe external channel being provided inside the charging system,\nthe cooling mechanism including at least a compressor, and\nthe heat exchanger being configured to exchange heat between the cooled external refrigerant and an internal refrigerant that flows inside the electric vehicle so as to cool the in-vehicle battery or between the cooled external refrigerant and outside air that is sent to the electric vehicle so as to cool the in-vehicle battery; and\n\nan off-vehicle controller configured to control driving of the charger and the external cooling device, wherein\nthe electric vehicle includes an internal cooling device configured to cool the in-vehicle battery through heat exchange with outside air,\nthe off-vehicle controller is configured to control the external cooling device to cool the in-vehicle battery when the internal cooling device cannot cool the in-vehicle battery, and to control the external cooling device not to cool the in-vehicle battery when the internal cooling device can cool the in-vehicle battery, and\nwhen charging commands for two or more electric vehicles are input within a certain time, the off-vehicle controller is configured to determine a waiting rank that is a rank in an order of starting charging, based on a charging time limit and an amount of heat generation per unit time of each electric vehicle.\n, a charger configured to supply electricity to the in-vehicle battery;, an external cooling device configured to cool the in-vehicle battery, the external cooling device including an external channel through which an external refrigerant flows, a cooling mechanism configured to cool the external refrigerant, and a heat exchanger,\nthe external channel being provided inside the charging system,\nthe cooling mechanism including at least a compressor, and\nthe heat exchanger being configured to exchange heat between the cooled external refrigerant and an internal refrigerant that flows inside the electric vehicle so as to cool the in-vehicle battery or between the cooled external refrigerant and outside air that is sent to the electric vehicle so as to cool the in-vehicle battery; and\n, the external channel being provided inside the charging system,, the cooling mechanism including at least a compressor, and, the heat exchanger being configured to exchange heat between the cooled external refrigerant and an internal refrigerant that flows inside the electric vehicle so as to cool the in-vehicle battery or between the cooled external refrigerant and outside air that is sent to the electric vehicle so as to cool the in-vehicle battery; and, an off-vehicle controller configured to control driving of the charger and the external cooling device, wherein, the electric vehicle includes an internal cooling device configured to cool the in-vehicle battery through heat exchange with outside air,, the off-vehicle controller is configured to control the external cooling device to cool the in-vehicle battery when the internal cooling device cannot cool the in-vehicle battery, and to control the external cooling device not to cool the in-vehicle battery when the internal cooling device can cool the in-vehicle battery, and, when charging commands for two or more electric vehicles are input within a certain time, the off-vehicle controller is configured to determine a waiting rank that is a rank in an order of starting charging, based on a charging time limit and an amount of heat generation per unit time of each electric vehicle., 2. The charging system according to claim 1, wherein the off-vehicle controller is configured to determine whether external cooling that is cooling by the external cooling device is required, based on a result of a comparison between an amount of cooling by the internal cooling device and an amount of heat generation by the in-vehicle battery., 3. The charging system according to claim 1, wherein the off-vehicle controller is configured to allow heat from the in-vehicle battery of the electric vehicle to be used to warm up a battery of another electric vehicle when, while the electric vehicle is charged, the in-vehicle battery needs to be cooled and a temperature of the in-vehicle battery is higher than a temperature of the outside air and the electric vehicle does not need heat., 4. The charging system according to claim 1, further comprising a plug that is attachable to and detachable from an inlet provided in the electric vehicle, wherein:\nthe external cooling device further includes a bypass channel that is fluid-coupled to an in-vehicle channel which is provided inside the electric vehicle and through which the internal refrigerant flows, and that is provided so as to guide the internal refrigerant to the heat exchanger and return the internal refrigerant having passed through the heat exchanger to the in-vehicle channel;\nthe heat exchanger is configured to exchange heat between the cooled external refrigerant and the internal refrigerant; and\nthe plug has an electricity terminal through which the charger and the in-vehicle battery are electrically connected to each other, and a fluid coupler through which the bypass channel and the in-vehicle channel are fluidically coupled to each other.\n, the external cooling device further includes a bypass channel that is fluid-coupled to an in-vehicle channel which is provided inside the electric vehicle and through which the internal refrigerant flows, and that is provided so as to guide the internal refrigerant to the heat exchanger and return the internal refrigerant having passed through the heat exchanger to the in-vehicle channel;, the heat exchanger is configured to exchange heat between the cooled external refrigerant and the internal refrigerant; and, the plug has an electricity terminal through which the charger and the in-vehicle battery are electrically connected to each other, and a fluid coupler through which the bypass channel and the in-vehicle channel are fluidically coupled to each other., 5. The charging system according to claim 1, wherein:\nthe charger is configured to transmit electricity to the in-vehicle battery in a contactless manner;\nthe external cooling device further includes an external fan that blows air to the electric vehicle; and\nthe heat exchanger is configured to exchange heat between the external refrigerant and outside air that is blown to the electric vehicle by the external fan.\n, the charger is configured to transmit electricity to the in-vehicle battery in a contactless manner;, the external cooling device further includes an external fan that blows air to the electric vehicle; and, the heat exchanger is configured to exchange heat between the external refrigerant and outside air that is blown to the electric vehicle by the external fan., 6. The charging system according to claim 1, wherein:\nthe internal cooling device includes a standard channel through which the internal refrigerant flows.\n, the internal cooling device includes a standard channel through which the internal refrigerant flows., 7. The charging system according to claim 6, wherein:\nthe standard channel runs from a pump through an in-vehicle battery and a radiator core back to the pump.\n, the standard channel runs from a pump through an in-vehicle battery and a radiator core back to the pump., 8. The charging system according to claim 7, wherein:\nthe internal refrigerant, of which temperature has risen as a result of heat exchange with the in-vehicle battery, is cooled by exchanging heat with outside air in the radiator core.\n, the internal refrigerant, of which temperature has risen as a result of heat exchange with the in-vehicle battery, is cooled by exchanging heat with outside air in the radiator core., 9. A charging system that is installed outside an electric vehicle and configured to charge an in-vehicle battery mounted in the electric vehicle, the charging system comprising:\na charger configured to supply electricity to the in-vehicle battery;\nan external cooling device configured to cool the in-vehicle battery, the external cooling device including an external channel through which an external refrigerant flows, a cooling mechanism configured to cool the external refrigerant, and a heat exchanger,\nthe external channel being provided inside the charging system,\nthe cooling mechanism including at least a compressor,\nthe heat exchanger being configured to exchange heat between the cooled external refrigerant and an internal refrigerant that flows inside the electric vehicle so as to cool the in-vehicle battery or between the cooled external refrigerant and outside air that is sent to the electric vehicle so as to cool the in-vehicle battery; and\n\nan off-vehicle controller configured to control driving of the charger and the external cooling device,\nwherein when charging commands for two or more electric vehicles are input within a certain time, the off-vehicle controller is configured to determine a waiting rank that is a rank in an order of starting charging, based on a charging time limit and an amount of heat generation per unit time of each electric vehicle.\n, a charger configured to supply electricity to the in-vehicle battery;, an external cooling device configured to cool the in-vehicle battery, the external cooling device including an external channel through which an external refrigerant flows, a cooling mechanism configured to cool the external refrigerant, and a heat exchanger,\nthe external channel being provided inside the charging system,\nthe cooling mechanism including at least a compressor,\nthe heat exchanger being configured to exchange heat between the cooled external refrigerant and an internal refrigerant that flows inside the electric vehicle so as to cool the in-vehicle battery or between the cooled external refrigerant and outside air that is sent to the electric vehicle so as to cool the in-vehicle battery; and\n, the external channel being provided inside the charging system,, the cooling mechanism including at least a compressor,, the heat exchanger being configured to exchange heat between the cooled external refrigerant and an internal refrigerant that flows inside the electric vehicle so as to cool the in-vehicle battery or between the cooled external refrigerant and outside air that is sent to the electric vehicle so as to cool the in-vehicle battery; and, an off-vehicle controller configured to control driving of the charger and the external cooling device,, wherein when charging commands for two or more electric vehicles are input within a certain time, the off-vehicle controller is configured to determine a waiting rank that is a rank in an order of starting charging, based on a charging time limit and an amount of heat generation per unit time of each electric vehicle., 10. A charging system that is installed outside an electric vehicle and configured to charge an in-vehicle battery mounted in the electric vehicle, the charging system comprising:\na charger configured to supply electricity to the in-vehicle battery;\nan external cooling device configured to cool the in-vehicle battery, the external cooling device including an external channel through which an external refrigerant flows, a cooling mechanism configured to cool the external refrigerant, and a heat exchanger,\nthe external channel being provided inside the charging system,\nthe cooling mechanism including at least a compressor, and\nthe heat exchanger being configured to exchange heat between the cooled external refrigerant and an internal refrigerant that flows inside the electric vehicle so as to cool the in-vehicle battery or between the cooled external refrigerant and outside air that is sent to the electric vehicle so as to cool the in-vehicle battery; and\n\nan off-vehicle controller configured to control driving of the charger and the external cooling device, wherein\nthe electric vehicle includes an internal cooling device configured to cool the in-vehicle battery through heat exchange with outside air,\nthe off-vehicle controller is configured to control the external cooling device to cool the in-vehicle battery when the internal cooling device cannot cool the in-vehicle battery, and to control the external cooling device not to cool the in-vehicle battery when the internal cooling device can cool the in-vehicle battery, and\nthe off-vehicle controller is configured to determine that the internal cooling device cannot cool the in-vehicle battery when a heat pump heating is being executed in the electric vehicle, and to determine that the internal cooling device can cool the in-vehicle battery when the heat pump heating is not being executed in the electric vehicle.\n, a charger configured to supply electricity to the in-vehicle battery;, an external cooling device configured to cool the in-vehicle battery, the external cooling device including an external channel through which an external refrigerant flows, a cooling mechanism configured to cool the external refrigerant, and a heat exchanger,\nthe external channel being provided inside the charging system,\nthe cooling mechanism including at least a compressor, and\nthe heat exchanger being configured to exchange heat between the cooled external refrigerant and an internal refrigerant that flows inside the electric vehicle so as to cool the in-vehicle battery or between the cooled external refrigerant and outside air that is sent to the electric vehicle so as to cool the in-vehicle battery; and\n, the external channel being provided inside the charging system,, the cooling mechanism including at least a compressor, and, the heat exchanger being configured to exchange heat between the cooled external refrigerant and an internal refrigerant that flows inside the electric vehicle so as to cool the in-vehicle battery or between the cooled external refrigerant and outside air that is sent to the electric vehicle so as to cool the in-vehicle battery; and, an off-vehicle controller configured to control driving of the charger and the external cooling device, wherein, the electric vehicle includes an internal cooling device configured to cool the in-vehicle battery through heat exchange with outside air,, the off-vehicle controller is configured to control the external cooling device to cool the in-vehicle battery when the internal cooling device cannot cool the in-vehicle battery, and to control the external cooling device not to cool the in-vehicle battery when the internal cooling device can cool the in-vehicle battery, and, the off-vehicle controller is configured to determine that the internal cooling device cannot cool the in-vehicle battery when a heat pump heating is being executed in the electric vehicle, and to determine that the internal cooling device can cool the in-vehicle battery when the heat pump heating is not being executed in the electric vehicle., 11. The charging system according to claim 10, wherein:\nthe off-vehicle controller is configured to control the external cooling device to cool the in-vehicle battery when the in-vehicle battery needs to be cooled, a temperature of the in-vehicle battery is equal to or lower than a temperature of the outside air, and the heat pump heating is being executed in the electric vehicle; and\nthe off-vehicle controller is configured to control the internal cooling device to cool the in-vehicle battery when the in-vehicle battery needs to be cooled, the temperature of the in-vehicle battery is equal to or lower than the temperature of the outside air, and the heat pump heating is not being executed in the electric vehicle.\n, the off-vehicle controller is configured to control the external cooling device to cool the in-vehicle battery when the in-vehicle battery needs to be cooled, a temperature of the in-vehicle battery is equal to or lower than a temperature of the outside air, and the heat pump heating is being executed in the electric vehicle; and, the off-vehicle controller is configured to control the internal cooling device to cool the in-vehicle battery when the in-vehicle battery needs to be cooled, the temperature of the in-vehicle battery is equal to or lower than the temperature of the outside air, and the heat pump heating is not being executed in the electric vehicle. | US | United States | Active | B | True |
| 184 | 一种组合式电动汽车动力电池的热管理装置 \n | CN109860950B | 技术领域本发明属于动力电池热管理领域，涉及一种动力电池热管理技术，具体涉及一种组合式电动汽车动力电池的热管理装置。背景技术随着电动汽车的发展，其动力电池也先后经过从铅酸电池到Ni-MH电池、Li电池的发展。作为电动汽车动力电池，须保证大功率、高容量两个要求以满足电动汽车的动力和续航能力需求。而蓄电池在充放电过程中会发生复杂的化学反应，复杂的化学反应往往伴随着大量热量的产生，尤其是在夏季，大量热量的产生不仅会大大缩短蓄电池的使用寿命，更会产生过热、燃烧、爆炸等严重威胁人类自身的安全问题。而在冬季或者在高寒地区，低温会导致蓄电池放电深度不够，导致蓄电池的续航能力下降。因此，迫切需要一种在高温时能对电池进行散热，在低温时能对电池进行加热，使电动汽车动力电池性能一直保持最佳状态的电池热管理装置。目前，国内外对电动汽车动力电池的热管理研究较多，部分电动汽车动力电池已采用热管理装置对动力电池进行冷却。对比现有的国内外大多数研究，发现其存在如下的问题：电池热管理只针对动力电池的冷却或加热，且对电池冷却研究较多，电池加热研究相对较少；动力电池的冷却主要采用油冷、水冷、空冷、相变传热材料、冷板等散热方式，但每种散热方式都存在其不可避免的缺陷；多种散热方式结合的热管理系统往往结构复杂，成本高，应用于实车的样例较少。相变材料是指随温度变化而改变形态并能提供潜热的物质，将相变材料与电池模块整合，利用相变材料在固-液相变过程中具有温度稳定及较高储热密度的特性，可有效吸收动力电池的热量，使电池组在保持在和合适温度的同时保证单体电池温度的均匀性。但当相变材料完全相变后，若无法及时将其热量导出，相变材料将无法继续吸热，无法达到控制电池温度的目的。因次对于相变材料的散热至关重要。经对现有技术文献的检索发现，中国发明专利申请号201010215921.1，该技术公开了一种电池热管理的控制方法，其利用水泵驱动冷却液对动力电池进行冷却，并通过检测冷却液的温度控制水泵的启停。该电池热管理控制方法对电池的冷却效果较好且避免了水泵频繁启停所造成的能量的浪费，但该专利只阐述了一种控制电池温度的方法，对于装置的具体设计并未详细说明。中国发明专利申请号201410001591.4，该技术公开了一种基于脉动热管的电池热管理系统，其将单体电池与脉动热管组合，将蒸发端贴于电池管壁，冷凝端伸出箱外，将动力电池进行模块化散热，提高了散热效率。但热管传热机理较为复杂，设计制造相对复杂，成本高，维护困难，且由于该方法将热管的冷凝端伸出箱外，因此箱外温度的变化必将极大地影响该热管的散热效率，导致散热不稳定。中国发明专利申请号201210158911.8，该技术公开了一种用于动力电池散热冷却装置，其利用铝制空心冷板外壳、相变材料和蛇形冷管组合对动力电池进行散热，可根据温度的不同自动控制冷却装置，但是其蛇形铜管仅分布于箱体底部，将导致单体电池的不同部位出现温差，且该种方式在低温环境下将导致电池温度过低而影响低温下电池的放电深度和使用寿命。发明内容本发明旨在针对现有技术的不足，开发一种相变散热耦合液冷及低温电阻丝加热的电动汽车电池热管理装置。本发明需要解决两个技术问题，一是解决电动汽车在充放电时大电流导致的发热过快而造成电池温度升高导致电池寿命缩短的问题，二是解决在高寒地区冬季由于外界温度过低导致放电深度急剧下降的问题。本发明通过电池热管理系统，实现电动汽车动力电池在温度过高时快速冷却，在温度过低时快速升温，使电池始终在最合适的温度范围内工作，从而在提高电池放电深度的同时延长电池的使用寿命。本发明为组合式电池热管理装置，每个单体电池及其冷却、加热系统组成一个模块，整体状置可根据动力电池的多少进行模块的组合，如下图1所示。本发明解决这两个技术问题所采用的技术方案是；一种组合式电动汽车动力电池的热管理装置，其特征在于：包括相变模块、热交换模块、温度传感器、控制器、增压泵、换向阀、冷却模块和加热模块，所述相变模块包裹在动力电池四周，与动力电池进行直接热量交换，所述加热模块设于动力电池与相变模块之间，用于需要时对动力电池进行加热，所述热交换模块设于相变模块内，其设有一个冷却工质入口和一个冷却工质出口，所述温度传感器用于测量相变模块温度，所述冷却工质出口通过出口连接管道与换向阀的入口相连，所述冷却工质入口通过进口连接管道与增压泵的出口相连，增压泵的入口与冷却模块的出口相连，冷却模块的入口通过冷凝管支路与换向阀的第一出口相连，所述冷却模块用于将进入该模块的高温冷却工质冷却降温并输出，冷却工质入口还通过内循环支路直接与换向阀的第二出口相连，所述控制器接收温度传感器的温度信号，根据温度信号控制换向阀切换以及是否启动冷却模块、增压泵和加热模块。作为改进，多个动力电池组合在一起形成动力电池组，动力电池组的各个动力电池的热交换模块通过连接管串联，最终在动力电池组首尾两端形成冷却工质入口和冷却工质出口。作为改进，所述动力电池组外设有将其包裹的箱体外壳，箱体外壳与动力电池之间设有形成风冷通道的间隙，在箱体外壳两端分别设有与风冷通道相通的进风口和出风口，所述进风口和出风口分别设有通过控制器控制启闭的进风门和出风门。作为改进，所述相变模块为包裹在动力电池四周的相变材料，所述热交换模块为埋于相变材料中的蛇形铜管，，所述相变材料中掺杂有用于提供热导率的铜、石墨以及碳纤维中任意一种或者几种。作为改进，所述冷却模块包括冷凝管和冷源，所述冷凝管两端分别与换向阀的第一出口和增压泵的入口相连，所述冷源用于对经过冷凝管内的冷却工质进行降温。作为改进，所述冷源为制冷压缩机或者散热翘片。作为改进，所述加热模块为电阻丝加热片，所述电阻丝加热片通过控制器控制其启停和加热功率大小。作为改进，所述冷却工质可采用水、乙二醇、防冻液等比热容较大且熔点低的液体。一种利用上述热管理装置进行动力电池热管理方法，其特征在于，包括以下步骤：启动时，根据温度传感器检测到的温度判断热管理模式，当检测到温度高于电池的最低最适温度，通过控制器打开箱体外壳两端的进风口和出风口，此时动力电池所产生的热量被相变模块吸收，而相变模块吸收的热量通过汽车在行驶过程中的风经过风冷通道散发到外界空气中；当温度传感器检测到相变模块温度升高到其相变温度后，控制器换向阀打开冷凝管支路，之后开启增压泵，此时增压泵将带动热交换模块中的冷却工质循环流动，由于热交换模块分布于相变模块中，因此相变模块所存储的热量将通过热交换模源源不断的送往冷却模块，使相变模块始终保持相变温度，维持其散热效果，直到温度传感器检测到相变模块温度开始下降时，控制器控制增压泵关闭，控制换向阀关闭冷凝管支路，打开内循环支路，相变模块的温度降利用风冷通道逐渐下降至室温；当启动时，温度传感器检测到相变模块温度过低时，控制器控制出风口和进风口关闭，再通过控制器启动加热模块开始工作，加热模块直接对电池进行加热直到温度传感器检测到相变模块温度变化并达到相变温度时停止加热。作为改进，当加热模块加热时，通过换向阀打开内循环支路，通过冷却工质在热交换模块内循环流动，使得动力电池各部分温度均一。本发明相比现有技术具有以下优点：(1)本发明将电池组进行模块化，可根据使用电池数量的多少来进行组合，每一个模块都具有单独的冷却和加热系统，适用于不同动力需求的汽车，适用范围广，同时可根据模块组合的多少选择不同功率的增压泵或调节冷却工质的流量和流速，可利用最少的能量来降低或升高电池的温度，使能量利用最大化。(2)本发明将PCM材料(相变材料)传热与液冷、风冷散热方式耦合，利用埋于相变材料中的蛇形铜管将相变材料吸收的热量带出电池组内部，并通过冷凝管散发到外界，或在短时间运行时利用风冷将相变材料的热量带至外界保证相变材料始终保持在吸热状态。(3)本发明蛇形铜管埋于相变材料内部，且由于蛇形冷管分布于动力电池四周，因此可选择管径较小的蛇形冷管，极大地节约了电池组的安放空间。(4)本发明利用相变材料的被动冷却性能，将温度传感器置于相变材料中，利用相变材料潜热大和相变温度范围小的特点，在达到相变温度后的一段时间启动液体冷却系统，减少增压泵启停的频率，从而延长增压泵使用寿命并节约能源。(5)本发明的电池热管理装置，可以智能地管理电池模块的工作温度，使电池模块不受外界温度的影响，始终工作在适当的温度范围内，同时能够把能量消耗最低化。附图说明通过以下参考附图的详细说明，本发明的其它方面和特征变得明显。但是应当知道，该附图仅仅为解释的目的设计，而不是作为本发明的范围的限定，这是因为其应当参考附加的权利要求。还应当知道，除非另外指出，不必要依比例绘制附图，它们仅仅力图概念地说明此处描述的结构和流程。图1是无箱体外壳和相变材料的热管理装置整体示意图；图2是本发明热管理装置简化俯视图；图3是本发明热管理装置原理图；图4是本发明热管理装置工作过程流程图；图5是本发明热管理装置风冷模块示意图。图中，1-动力电池，2-蛇形铜管，3-冷却工质出口，4-U型连接管，5-冷却工质入口，6-电阻丝加热片，7-箱体外壳，8-相变材料，9-出口连接管道，10-温度传输线路，11-控制器，12-电磁阀控制线路，13-二位四通电磁阀，14-冷凝管支路，15-冷凝管，16-增压泵，17-内循环支路，18-增压泵控制线路，19-温度传感器，20-加热控制线路，21-进口连接管道，22-进风门，23-出风门，24-风冷通道，30-相变材料封装壳体。具体实施方式下面将结合本发明实施例中的附图，对本发明实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例仅仅是本发明一部分实施例，而不是全部的实施例。基于本发明中的实施例，本领域普通技术人员在没有做出创造性劳动前提下所获得的所有其他实施例，都属于本发明保护的范围。一种组合式电动汽车动力电池的热管理装置，通过相变散热耦合液冷及低温电阻丝加热进行电动汽车电池热管理，如下附图所示，包括有动力电池组，蛇形铜管2，U型连接管4，电阻丝加热片6、相变模块、控制器11、二位四通换向阀、冷凝管15、增压泵16和温度传感器19，所述动力电池组由多个动力电池1组合在一起组成，外部通过箱体外壳7包裹，箱体外壳7与动力电池1之间设有形成风冷通道的间隙24，在箱体外壳7两端分别设有与风冷通道24相通的进风口和出风口，所述进风口和出风口分别设有通过控制器11控制启闭的进风门22和出风门23，所述风冷通道24、进风门22和出风门23一起构成的风冷系统。本发明二位四通换向阀、蛇形铜管、冷凝管支路、内循环支路、冷凝管和增压泵一起组成了液冷散热系统。所述电池组可根据不同动力的电动汽车进行模块化安装和拆分，每一个动力电池1都具有单独的电池热管理模块；下面对于单独的一个电池热管理模块进行介绍：所述相变模块包裹在动力电池四周的相变材料8，相变材料8外围包裹着相变材料封装壳30，相变材料8与动力电池1进行直接热量交换，所述电阻丝加热片6的电热丝设于动力电池1与相变模块之间，用于需要时对动力电池1进行加热，所述蛇形铜管2块设于相变材料8内且分布在动力电池1四周，对于单个电池热管理模块，蛇形铜管2设有一个冷却工质入口5和一个冷却工质出口3，所述温度传感器19用于测量相变材料8温度，设于相变材料8上，所述冷却工质出口3通过出口连接管道9与二位四通电磁阀13的入口相连，所述冷却工质入口5通过进口连接管道21与增压泵16的出口相连，增压泵16的入口与冷凝管15的出口相连，冷凝管15的入口通过冷凝管支路14与二位四通电磁阀13的第一出口相连，所述冷却模块用于将进入该模块的高温冷却工质冷却降温并输出，冷却工质入口5还通过内循环支路17直接与二位四通电磁阀13的第二出口相连，所述控制器11接收温度传感器19的温度信号，根据温度信号控制二位四通电磁阀13切换是否启动冷却模块和增压泵16，以及是否启动加热模块。所述蛇形铜管2埋于相变材料8中，其在每一个模块都设有一个冷却工质入口5和一个冷却工质出口3，其分别有两种连接方式，冷却工质入口5既可与进口连接管道21相连，也可与前一个模块的冷却工质出口3通过U型连接管4相连，冷却工质出口3既可以与后一个模块的冷却工质入口5通过U型连接管4相连也可以与出口连接管道9相连。所述冷凝管支路14和内循环支路17并联与进口连接管道21串联，内循环支路17起到将冷凝管15和增压泵16旁通作用，所述出口连接管道9与二位四通电磁阀13入口相连。所述U型连接管4主要起连接两个模块间蛇形铜管2，保证量蛇形铜管2密封性的作用，其外形不限于本发明所提及的U型，但其主要作用不变。所述相变材料8覆盖于单体动力电池1四周和底面，相变的温度选择为动力电池1适宜的温度范围内(可根据不同电池选择不同相变温度的材料，一般为35～50℃)，相变材料8可选择掺杂有铜、石墨、碳纤维等可以使相变材料8热导率提高的复合相变材料，比如石蜡或者掺杂石墨的石蜡。所述电阻丝加热片6为片状，其上分布有电阻丝，贴于动力电池1的四周及底部，夹于电池与相变材料8之间；所述控制器11输入信号为温度传感器19检测到的温度信号，温度传感器19检测温度后通过温度传输线路10将温度信号传送至控制器11，控制器11根据温度信号的不同分别通过电磁阀控制线路12、增压泵控制线路18和加热控制线路20分别控制二位四通电磁阀13、增压泵16和电阻丝加热片6的工作状态。本装置具有多种工作模式，各种工作模式可通过温度传感器19和控制器11来控制转换，下面将逐一介绍。如附图4工作流程图所示：启动时，温度传感器19检测到温度高于电池的最低最适温度(如：15℃)，那么控制系统将打开进风门22和出风门23，此时动力电池1所产生的热量被相变材料8吸收，而相变材料8的热量通过汽车在行驶过程中的风经过风冷通道24散发到外界空气中。但由于空冷随外界温度影响较大，且为节约电池空间，风冷通道24设计较小，因此风冷只用于辅助散热，当外界温度较高时，风冷散热量已远超电池的产热量，此时将启用液冷散热系统。如图附3所示，当温度传感器19检测到相变材料8温度升高到其相变温度后一段时间，控制器11将控制二位四通电磁阀13打开冷凝管支路14，之后开启增压泵16，此时增压泵16将带动蛇形铜管2中的冷却液开始流动，由于蛇形铜管2分布于相变材料8中，因此相变材料8所存储的热量将通过蛇形铜管2被其中的冷却液吸收，被加热的冷却液将沿着蛇形铜管2通过出口连接管道9回流流入冷凝管15，经冷凝管15冷却过后的冷却液将重新被增压泵16压入蛇形铜管2，不断循环，使相变材料8始终保持固体状态，维持其散热效果，直到温度传感器19检测到相变材料8温度开始下降时，控制器11控制增压泵16关闭，控制二位四通电磁阀13关闭冷凝管支路14，打开内循环支路17，相变材料8的温度降利用风冷通道24逐渐下降至室温。如附图4所示，当启动时温度传感器19检测到相变材料8温度过低时(如在高寒地区)，控制器11控制出风门23和进风门22关闭，再通过加热控制电路控制电阻丝加热片6开始工作，电热丝直接对电池进行加热直到温度传感器19检测到相变材料8温度变化并达到相变温度时停止加热。当电阻丝加热时，二位四通电磁阀13打开内循环支路17，由于电池箱各处的温度不同，因此电池箱不同部位的冷却液将形成温差，导致冷却液相互混合流动，此过程可使电池箱各处的温差减小。若行驶过程中由于放电过大导致温度急剧升高，可通过打开风冷通道24的方式辅助散热，但温度下降时及时关闭风冷通道24。本发明的各种散热方式和加热方式通过温度传感器19检测并将温度信号输送至控制器11，控制器11可根据具体情况在各种散热方式之间自动切换，但本发明以液体散热为主要途径，辅助以风冷散热。采用本发明的电池热管理方法，可以在电池温度不高时直接采用相变冷却的方式来降低电池组的温度，若相变材料8的温度未达到设定值时可无需采用任何的降温措施，只需利用汽车行驶过程中的风经空冷散热系统辅助散热，只有当相变材料8的温度达到设定值一段时间后才采用液冷方式对相变材料8进行散热，此种方法极大地降低了风机的启停频率，延长了风机的使用寿命，同时降低了由于频繁启停而造成的能量的损耗。本系统控制器11中的温度设定可根据不同电池，不同地区的不同情况来进行具体的设置，使本发明适应范围广。 | 本发明公开了一种组合式电动汽车动力电池的热管理装置，每个单体电池及其冷却、加热系统组成一个模块，整体状置可根据动力电池的多少进行模块的组合。每个模块四周及底部包裹有相变材料，含有冷却工质的蛇形铜管埋于相变材料中，与冷凝管、增压泵组成装置的液冷散热系统，箱体外壳设置成可开关式并行通风的结构，散热时利用风的流动带走部分相变材料和铜管上的热量。低温时，关闭箱体外壳通风口，电池箱形成密闭空间，通过电阻丝对电池进行加热，保证电池工作与适宜温度，通过温度传感器检测相变材料的温度，利用控制器实现不同散热方式或加热模式的切换，可根据电池模块数的多少和实际环境调节冷却工质的流速，适用范围广。 | CN:201910087068.0A | https://patentimages.storage.googleapis.com/2f/f5/24/f74e933b12882e/CN109860950B.pdf | CN:109860950:B | 吴华春, 付乐群, 曹鼎钰, 李欣欢 | Wuhan University of Technology WUT | NaN | Not available | 2020-06-23 | 1.一种组合式电动汽车动力电池的热管理装置的动力电池热管理方法，其特征在于：热管理装置包括相变模块、热交换模块、温度传感器、控制器、增压泵、换向阀、冷却模块和加热模块，所述相变模块包裹在动力电池四周，与动力电池进行直接热量交换，所述加热模块设于动力电池与相变模块之间，用于需要时对动力电池进行加热，所述热交换模块设于相变模块内，其设有一个冷却工质入口和一个冷却工质出口，所述温度传感器用于测量相变模块温度，所述冷却工质出口通过出口连接管道与换向阀的入口相连，所述冷却工质入口通过进口连接管道与增压泵的出口相连，增压泵的入口与冷却模块的出口相连，冷却模块的入口通过冷凝管支路与换向阀的第一出口相连，所述冷却模块用于将进入该模块的高温冷却工质冷却降温并输出，冷却工质入口还通过内循环支路直接与换向阀的第二出口相连，所述控制器接收温度传感器的温度信号，根据温度信号控制换向阀切换以及是否启动冷却模块、增压泵和加热模块；, 多个动力电池组合在一起形成动力电池组，动力电池组的各个动力电池的热交换模块通过连接管串联，最终在动力电池组首尾两端形成冷却工质入口和冷却工质出口；所述动力电池组外设有将其包裹的箱体外壳，箱体外壳与动力电池之间设有形成风冷通道的间隙，在箱体外壳两端分别设有与风冷通道相通的进风口和出风口，所述进风口和出风口分别设有通过控制器控制启闭的进风门和出风门；, 管理方法包括以下步骤：, 启动时，根据温度传感器检测到的温度判断热管理模式，当检测到温度高于电池的最低最适温度，通过控制器打开箱体外壳两端的进风口和出风口，此时动力电池所产生的热量被相变模块吸收，而相变模块吸收的热量通过汽车在行驶过程中的风经过风冷通道散发到外界空气中；, 当温度传感器检测到相变模块温度升高到其相变温度后，控制器换向阀打开冷凝管支路，之后开启增压泵，此时增压泵将带动热交换模块中的冷却工质循环流动，由于热交换模块分布于相变模块中，因此相变模块所存储的热量将通过热交换模源源不断的送往冷却模块，使相变模块始终保持相变温度，维持其散热效果，直到温度传感器检测到相变模块温度开始下降时，控制器控制增压泵关闭，控制换向阀关闭冷凝管支路，打开内循环支路，相变模块的温度降利用风冷通道逐渐下降至室温；, 当启动时，温度传感器检测到相变模块温度过低时，控制器控制出风口和进风口关闭，再通过控制器启动加热模块开始工作，加热模块直接对电池进行加热直到温度传感器检测到相变模块温度变化并达到相变温度时停止加热。, 2.如权利要求1所述的热管理装置的动力电池热管理方法，其特征在于：所述相变模块为包裹在动力电池四周的相变材料，所述热交换模块为埋于相变材料中的蛇形铜管，所述相变材料中掺杂有用于提供热导率的铜、石墨以及碳纤维中任意一种或者几种。, 3.如权利要求2所述的热管理装置的动力电池热管理方法，其特征在于：所述冷却模块包括冷凝管和冷源，所述冷凝管两端分别与换向阀的第一出口和增压泵的入口相连，所述冷源用于对经过冷凝管内的冷却工质进行降温。, 4.如权利要求3所述的热管理装置的动力电池热管理方法，其特征在于：所述冷源为制冷压缩机或者散热翘片。, 5.如权利要求1所述的热管理装置的动力电池热管理方法，其特征在于：所述加热模块为电阻丝加热片，所述电阻丝加热片通过控制器控制其启停和加热功率大小。, 6.如权利要求1所述的热管理装置的动力电池热管理方法，其特征在于：所述冷却工质采用水、乙二醇以及防冻液中任意一种。, 7.如权利要求1所述的热管理装置的动力电池热管理方法，其特征在于：当加热模块加热时，通过换向阀打开内循环支路，通过冷却工质在热交换模块内循环流动，使得动力电池各部分温度均一。 | CN | China | Active | Y | True |
| 185 | 基于模型预测控制的电动汽车整车电池热管理方法 \n | CN111261973B | NaN | 本发明涉及一种基于模型预测控制的电动汽车整车电池热管理方法，属于新能源汽车领域。该方法包含如下主要步骤：S1:建立包含传动系统、电池包的电‑热‑老化多状态估计和冷却系统在内的系统模型；S2:设计模型预测控制器的状态估计器和代价函数；S3：将车速预测和控制系统耦合；S4：实时监测环境温度，找到和环境温度相关的最佳电池温度参考值，并与控制器耦合。本发明算法复杂度低，有着很好的可行力；同时在控制系统中考虑到了电池的温度管理、老化管理和冷却系统的能耗管理，为整车电车热管理系统提供了新思路。利用本发明方法可以进一步实现系统且高效的电池热管理策略。 | CN:202010062895.7A | https://patentimages.storage.googleapis.com/14/0c/4b/2bab139482a26a/CN111261973B.pdf | CN:111261973:B | 谢翌, 王晨阳, 胡晓松, 张扬军, 刘钊铭, 唐小林, 冯飞 | Chongqing University | CN:104733801:A, TW:M509444:U, CN:204791125:U, US:10355327, JP:2017152302:A, JP:2017212764:A, CN:107134604:A, CN:108365986:A, CN:110161423:A, CN:110532600:A, CN:110696680:A | Not available | 2022-09-23 | 1.基于模型预测控制的电动汽车整车电池热管理方法，其特征在于：该方法包含如下步骤：, S1：建立包含传动系统、电池包的电-热-老化多状态估计和冷却系统在内的电池包的热管理的系统模型；, S2：设计模型预测控制器的状态估计器和代价函数；, S3：建立车速预测模型，并将其与控制系统耦合；, S4：在不同的环境温度下，找到和环境温度相关的最佳电池温度参考值，并将其与控制系统耦合；, 所述状态估计器和代价函数的控制目标是：将电池包的温度维持在某一温度参考值，电池老化程度最小化，电池模组间的温差最小化，以及冷却系统水泵耗能最少；模型预测控制的状态估计器为：, Z＝Λx(k)+ΦU+ΨD#, Λ、Φ、和Ψ是系统模型线性化后的状态空间的系数矩阵；k表示k时刻；D是系统模型的扰动量；, 其中，, \n\n, Np是预测时域；u是系统的控制量；Z(k+i|k)是系统在k时刻，k+i预测时刻的状态输出量，包括电池的温度、SOH和模组间的温差；, 代价函数为：, \n\n, ωb、ωsoh和ωdif是不同项的权重是控制器的电池参考温度值。, 2.根据权利要求1所述的基于模型预测控制的电动汽车整车电池热管理方法，其特征在于：所述步骤S1具体包含如下步骤：, S11：建立系统模型框架，确立各个子模型之间的关系；, S12：建立由电池包驱动，满足车辆车速动态变化需求的传动系统模型；, S13：建立随电池包载荷变化的，电池的电-热-老化模型；, S14：建立电池包的冷却系统，该冷却系统是由冷板、水泵和散热器构成的单回路冷却模型。, 3.根据权利要求1所述的基于模型预测控制的电动汽车整车电池热管理方法，其特征在于：所述步骤S3包含如下步骤：, S31：对车速数据库进行分类，根据车速的特征值，即平均车速、怠速时间比例、速度方差、加速度均值和速度乘加速度方差，建立子数据库；对各个子数据库进行训练，建立响应的神经网络模型；, S32：将相邻的时段的历史车速的车速特征值作为判别依据选择响应的神经网络模型，将历史车速和特征值作为网络模型的输入，得到预测车速的初始数据；, S33：对神经网络输出数据中的异常数据进行处理，最终得到该时刻的预测数据段；, S34：将预测到的未来车速信息与控制耦合。, 4.根据权利要求3所述的基于模型预测控制的电动汽车整车电池热管理方法，其特征在于：所述步骤S4包含如下步骤：, S41：在某一特定环境温度下，做出SOH和冷却能耗的帕累托边界曲线，找到该环境温度下最佳电池温度参考值；, S42：在不同的环境温度下，做出不同的SOH和冷却能耗的帕累托边界，找到最佳温度参考值与环境温度的关系；, S43：根据实时监测到的环境温度，将合理的温度参考值输入到控制器内。 | CN | China | Active | H | True |
| 186 | Method for rapid battery exchange in electric vehicles \n | US9142866B2 | This continuation application claims the benefit of U.S. patent application Ser. No. 13/788,360, filed Mar. 7, 2013, which is herein incorporated by reference in its entirety.\nThe present invention relates generally to a system and method for the exchange of batteries in electric vehicles such as automobiles.\nElectric vehicles (including cars, trucks, sports utility vehicles, and other automobiles) have experienced an increased demand in recent years. This increase is due in part to the ever rising price of gasoline as well as the negative impact gasoline-based vehicles have on the environment. However, there are several current drawbacks to electric vehicles that make them less desirable to certain individuals relative to their gasoline-based counterparts. These drawbacks largely stem from limitations on electric vehicle batteries, including limited-mileage range and battery recharge requirements. Electric vehicles suffer from a relatively short mileage range due to, for example, restrictions with battery size and weight. Electric vehicles further suffer from the requirement of battery recharging, which interrupts travel during the recharge. During a standard battery recharge (which can take anywhere from an hour to several hours), the electric vehicle cannot be used.\nBecause of the long charge time for a standard battery recharge, direct current (DC) fast or rapid battery charging systems have been developed. While faster than standard charging, rapid charging still takes on average ten to thirty minutes or more for a complete charge. Further, it is well understood that rapidly charging a battery can significantly shorten the battery life. Since batteries are very costly, rapid charging is not suitable for everyday use.\nShared or public battery charging stations also exist (typically in urban areas) where an electric vehicle can be charged when not in use. These shared stations can utilize standard or rapid charge mechanisms. However, these shared stations suffer from the same drawbacks as with the battery charging described above. There are also concerns on the impact to the electric grid in urban areas, particularly when multiple vehicles are charging simultaneously.\nAs a result of the foregoing limitations on electric vehicles and corresponding electric vehicle battery recharging, several battery exchange systems have been developed. These known systems typically operate using a specially-designed service station that exchanges a depleted battery for a charged one. However, as described in more detail below, each of these systems suffer from several deficiencies. For example, the known systems require a complex, expensive service station that utilizes an external power source and/or external motive power to power and complete the battery exchange; the vehicle to be completely stopped and/or shut off during the battery exchange; long exchange times; and/or the depleted battery to be completely removed prior to installing a charged replacement battery; among other deficiencies.\nOne such system known in the art discloses dedicated battery-switching stations that power the exchange of a depleted battery with a freshly charged battery. The system requires vehicles with batteries located underneath the vehicle. The vehicle drives up a ramp and is aligned with a battery shuttle mechanism within a switching area of the station. Once the vehicle is stopped and turned off in the switching area, a battery shuttle engages from underneath the vehicle and rises up toward the bottom of the vehicle. The shuttle makes contact with the depleted battery in the vehicle. Once it makes contact, the shuttle releases the battery, removes it and moves it away from the vehicle. After the depleted battery is completed removed and away from the vehicle, the system installs a new charged battery into the vehicle. The depleted battery is then recharged for further use.\nAnother system known in the art discloses a battery transfer and charging system for electric vehicles with a displacement station that removes used batteries by forcing charged batteries into position within the vehicle so as to laterally displace the used batteries. The electric vehicle drives into the displacement station and stops at a specified location for the battery removal and installation in either a horizontal or vertical manner. While the vehicle is stopped and in the displacement station, the displacement station powers the removal of the used battery and replacement with a charged battery utilizing a hydraulic ram to forcefully displace the used battery.\nStill another system known in the art discloses a service center whereby an electric vehicle is driven into the service center that powers a battery exchange. Once the vehicle is stopped in the service center and shut off, the system unlocks the depleted battery from the vehicle and removes it vertically downward from the vehicle utilizing lifting means located in a pit of the service center beneath the vehicle. After the depleted battery is completely removed from the vehicle, similar to other known systems, the system installs a charged battery into the vehicle utilizing lifting means that lift the battery into place. The battery is then locked into position and the vehicle is ready for further driving.\nIn view of the foregoing and the limitations on known electric vehicle battery exchange systems, there is a need for an improved battery exchange system for the exchange of batteries in electric vehicles whereby an electric vehicle is moved through the exchange system to rapidly replace a depleted battery located in a battery bay in the vehicle's undercarriage with a charged replacement battery. During the exchange, the vehicle slowly moves forward through the exchange system. The vehicle may propel itself or may be propelled by the system. The depleted battery need not be completely removed prior to installation of the charged replacement battery. Further, the vehicle may remain powered during part or all of the exchange process as the charged replacement battery replaces the depleted battery in contact with the vehicle.\nThe present invention is a system and method for the efficient exchange of batteries in electric vehicles. A battery is located in place in a housing (such as a battery bay) in the undercarriage of the vehicle. The housing is positioned such that it does not interfere with the vehicle's drive train. The housing may be built into a new vehicle or retrofitted onto an existing vehicle on the underside of the existing vehicle. The battery is typically a standardized unit suitable for use in multiple types of vehicles. However, depending on the specific vehicle requirements and designs, multiple sizes and types of batteries (e.g., lithium-ion, lead-acid, nickel metal hydride, absorbed glass mat, gel cell, etc.) and multiple configurations of those batteries are possible.\nDuring the battery exchange, a depleted battery located in the undercarriage of the electric vehicle is exchanged with a charged battery. The exchange system itself may be located at a variety of locations, including a service station or home. In one embodiment, due in part to the simplicity of the exchange system, it may also be portable, which would advantageously allow a service vehicle (e.g., tow truck) to exchange a depleted battery of a vehicle that was unable to make it to an exchange service station, home, or other location of an exchange system (e.g., akin to a gasoline-powered vehicle running out of gas before making it to a gas service station).\nAs the vehicle propels itself forward through the exchange system, the depleted battery is unlocked from the vehicle and a charged battery slides into the vehicle's housing. The system may also propel the vehicle through the exchange utilizing tracks or other alignment mechanisms that may engage the vehicle's wheels and move the vehicle along a conveyor belt or the like on the tracks. The charged battery forces or pushes out the depleted battery from the rear of the car into a battery repository. The batteries include contacts (such as contact rails) located on one or more of its sides (e.g., top, sides, bottom, rear, front). The vehicle includes contacts (which may be, e.g., located within the housing or be part of the housing) that enable the vehicle to receive the new charge of current from the charged battery as soon as the charged battery slides into the vehicle's housing and makes physical connection with contacts of the vehicle thereby enabling the vehicle to be constantly powered during the exchange. The vehicle may be powered for part or all of the exchange by the depleted battery and/or the replacement battery as long as the vehicle has not been disabled (e.g., turned off). In the event that the vehicle has been disabled, it is possible that the vehicle may temporarily not be powered, that power may be provided through an external source, or that the exchange system may power the vehicle through the exchange. The vehicle may also include one or more capacitors or the like that provide temporary power to the vehicle during a brief period of the exchange, e.g., until one or more contacts of the charged battery make physical connection with one or more contacts of the vehicle such that the charged battery is able to provide power to the vehicle. In such an instance, the vehicle continues to be powered throughout the exchange and is able to propel itself as long as it has not been disabled.\nAfter the depleted battery has been removed, it is tested and/or recharged within a recharging system independent of the vehicle. The recharging system may be portable such that it can be located at the exchange or at some other remote location such as a home. The recharging system may be automatic or manual and may simultaneously charge multiple batteries. Once tested and/or recharged, the removed battery is returned to the exchange system for future use. The return to the exchange system may be automatic or manual. The battery exchange itself may be completed in substantially less time than it takes to fully recharge a battery.\nThese and other objects and advantages of the present invention will be apparent to those of ordinary skill in the art in view of the following detailed description in which:\n FIG. 1 depicts an overview of an electric vehicle with exchangeable battery of an illustrative embodiment of the invention;\n FIG. 2A depicts a battery within a housing of an undercarriage of an electric vehicle in a locked position of an illustrative embodiment of the invention;\n FIG. 2B depicts a battery within a housing of an undercarriage of an electric vehicle in an unlocked position of an illustrative embodiment of the invention;\n FIG. 3A depicts a detailed view of the battery's contacts of an illustrative embodiment of the invention;\n FIG. 3B depicts an overhead view of the battery connected to the vehicle of an illustrative embodiment of the invention;\n FIG. 4 depicts an overview of the battery exchange system of an illustrative embodiment of the invention;\n FIGS. 5A-C depict an overview of the rapid battery exchange process of an illustrative embodiment of the invention; and\n FIG. 6 depicts a guidance post entry channel of an exchange and/or alignment plate of an illustrative embodiment of the invention.\n FIG. 1 depicts an overview of an electric vehicle 100 with exchangeable battery 104 of an illustrative embodiment of the invention. Exchangeable battery 104 may be a depleted battery, which is generally a battery that has less than a full or complete charge. Vehicle 100 includes a housing 102 (such as a battery bay) located in the undercarriage of vehicle 100. Housing 102 fits battery 104 and connects within vehicle 100. Housing 104 is positioned within vehicle 100 so as not to interfere with the drive train of vehicle 100. Housing 104 may be built into a new vehicle 100 or retrofitted onto an existing vehicle on the underside of the existing vehicle.\nAs shown in FIG. 1, battery 104 is locked into place utilizing latches 106 a-d. Although shown as latches 106 a-d, a variety of latching or locking mechanisms are possible that latch or lock battery 104 within housing 102, such as compression, draw, barrel, square, hasps, gate, spring, toggle, swell, scissor jack, bolts, locks, hydraulic lift within the vehicle that raises and/or lowers the housing, etc. The latching or locking mechanism may be one continuous structure or separate structures within or connected to housing 102. The latching or locking mechanism may be mechanical or electrical (e.g., automated via onboard sensors, software, digital circuitry or the like).\nAn alignment post 108 may further be utilized to align vehicle 100 with the battery exchange and/or alignment plate (shown in FIG. 4) as vehicle 100 approaches the exchange. A protective cover 110 may also be provided to protect battery 104 from nature (e.g., rain, rocks, debris, etc.) when it is locked in housing 102. Protective cover 110 may be slid or swung open, dropped or extended down, retracted or otherwise moved as battery 104 is in unlocked position such that protective cover 110 does not interfere with the exchange of battery 104 with a charged replacement battery. Protective cover 110 may be opened mechanically (e.g., via a mechanical trigger) or electrically (e.g., via onboard sensors, software, digital circuitry or the like). Protective cover 110 may be separate from and connected to housing 102 or it may be part of or integrated within housing 102.\nAlthough vehicle 100 is depicted as a car, one of ordinary skill in the art will appreciate that multiple different types of vehicles can be utilized in accordance with the present invention, such as trucks, sport utility vehicles or other automobiles capable of housing a battery bay in the vehicle's undercarriage. Similarly, although only one battery is shown in vehicle 100 of FIG. 1, one of skill in the art will appreciate that multiple batteries may be used in differing configurations. For example, depending on the configuration and battery requirements of the vehicle, two or more batteries may be placed side-by-side or front-to-back. Additionally, the present invention allows for batteries of varying size and type (e.g., lithium-ion, lead-acid, nickel metal hydride, absorbed glass mat, gel cell, etc.) to be utilized depending on the vehicular requirements. The exchange system described below is designed to account for such variation.\n FIG. 2A depicts battery 104 within housing 102 of the undercarriage of electric vehicle 100 in a locked position of an illustrative embodiment of the invention. Battery 104 may be locked in place using latches 106 a-d or other locking mechanisms as described above with respect to FIG. 1. Battery 104 includes top contact rails 200 a-b and/or side contact rails 202 a-b (side contact rail 202 a is shown in FIG. 3A). In one embodiment, top contact rail 200 a is positive and top contact rail 200 b is negative. Top contact rails 200 a-b are connected to corresponding contacts 204 a-d of housing 102. For example, contacts 204 a-b may be aligned along top contact rail 200 a and contacts 204 c-d may be aligned along top contact rail 200 b. Contact rails 200 a-b may remain in physical connection with corresponding contacts 204 a-d of vehicle 100 during the battery exchange. A variety of configurations and designs of contact rails are possible. Contact rails 200 a-b and 202 a-b may be strips, channels, grooves or the like on the top/sides of battery 104 that receive and/or securely fit contacts 204 a-d within or on top of the respective contact rails. Front or rear contact rails may also be used. The contact rails may extend along all or only part of the top and/or side of the battery. As described below, each of contacts 204 a-d includes or is connected to a rod, pole, arm, cable or the like that slides along respective contact rails 200 a-b during the battery exchange. The rod, pole, arm, cable or other structure may be rigid or flexible. In this manner, contacts 204 a-d remain in contact with respective contact rails 200 a-b as battery 104 is removed from housing 102 out the rear of vehicle 100 during at least an initial part of the exchange.\n FIG. 2B depicts battery 104 within housing 102 of the undercarriage of electric vehicle 100 in an unlocked position of an illustrative embodiment of the invention. Battery 104 may be unlocked in a variety of manners, including using mechanical or electrical latches or locks, or various sensor identification systems that trigger an unlocking mechanism in or connected to housing 102 as vehicle 100 reaches a certain position within the exchange system (e.g., digital circuitry, radio frequency identification (RFID), optical identification, radar, infrared, etc.). When in unlocked position as shown in FIG. 2B, battery 104 has been slid or swung out, or dropped down from the undercarriage of vehicle 100 such that it is in physical contact with the exchange and/or alignment plate (described below in FIGS. 4, 5A-C) and can readily be removed and replaced by a charged battery. In the event that protective cover 110 has also been dropped down, battery 104 may not physically touch the exchange and/or alignment plate, but instead battery 104 rests on protective cover 110, which in turn physically touches the exchange and/or alignment plate. Battery 104 may continue to power vehicle 100 as contacts 204 a-d extend down during the unlocking process of housing 102 thereby enabling contacts 204 a-d to remain connected to contact rails 200 a-b during at least an initial part of the exchange.\n FIG. 3A depicts an alternative view of top contact rails 200 a-b and side contact rail 202 a of battery 104. Contact rail 202 b is not shown, but is located on the opposite side of contact rail 202 a. Battery 104 provides charge to vehicle 100 through contacts 204 a-d of vehicle 100. Battery 104 may also provide charge to vehicle 100 through corresponding vehicle contacts connecting to side contacts 202 a-b. One of skill in the art will appreciate that multiple contact configurations are possible within the scope of the present invention. For example, both top and side contacts may be used, only top contacts, or only side contacts. In one embodiment, there is one contact rail for each pole (negative and positive) on either the sides or the top of battery 104. When the side contacts are used, there may be two contact rails on single side or one contact rail on each side. Corresponding contacts 204 a-d of vehicle 100 are also included. One of skill in the art will also appreciate that differing numbers of vehicle contacts may also be used. An onboard sensor may be included that detects when a battery (such as battery 104) is connected to vehicle 100. A charged replacement battery (discussed below) contains similar or the same contacts to those illustrated in FIG. 3A.\n FIG. 3B depicts an overhead view of contact rails 200 a-b of battery 104 connected to contacts 204 a-d of vehicle 100. Contacts 204 a-d may be entirely within housing 102, partially within housing 102 or part of housing 102. Contacts 204 a-d include or are connected to a rod, pole, arm, cable or the like such that they can slide along contact rails 200 a-b during the battery exchange. The rods, poles, arms, cables or the like can be thought of as an extension to the contacts such that power from battery 104 can be provided through the rods, etc. and into necessary parts of vehicle 100. Contact 204 a-b are shown along positive contact rail 200 a and contacts 204 c-d are shown along negative contact rail 200 b. Contacts 204 a and 204 c are parallel to each other closer to the rear of vehicle 100. Contacts 204 b and 204 d are parallel to each other closer to the front of vehicle 100.\n FIG. 4 depicts an overview of battery exchange system 400 of an illustrative embodiment of the invention. Exchange system 400 includes an exchange and/or alignment plate 402 which aligns vehicle 100 as it approaches the exchange (shown in FIG. 6). Exchange system 400 and exchange and/or alignment plate 402 may be designed to account for varying sizes and battery configurations. Although shown as a single structure, exchange and/or alignment plate 402 may be more than one structure. Exchange system 400 further includes a battery repository 404 (such as a battery pit or depository) which houses the depleted battery as it is being removed from vehicle 100. Battery repository 404 may also be part of exchange and/or alignment plate 402. Exchange system 400 may also include tracks or the like that accept vehicle 100 as it moves into exchange system 400. The tracks may also align vehicle 100 with exchange and/or alignment plate 402. The tracks may also include a conveyor belt or other mechanism that propels vehicle 100 through the exchange. The tracks may be designed to allow for multiple sizes and types of vehicles, e.g., multiple tracks of varying width, tracks that expand/contract to align with the wheels of vehicle 100, etc. Vehicle 100 may approach the tracks and once aligned within the tracks, a wheel lock or engagement ensures that vehicle 100 remains aligned through the exchange. Vehicle 100 may be placed in neutral gear or alternatively shut off once it is on or engaged with the tracks. Also shown in FIG. 4 is a charged replacement battery 406 that is fixed into place by battery mount 408 (such as a backstop or other barrier). Mount 408 serves to keep charged replacement battery 406 in place as vehicle 100 is propelled or moves through exchange system 400. For example, mount 408 may be a plate, barrier, wall, sheet, blockade or the like that is connected to exchange and/or alignment plate 402. Mount 408 may be permanently fixed to or removable from exchange and/or alignment plate 402. In one embodiment, mount 408 is perpendicular to exchange and/or alignment plate 402. In this manner, charged replacement battery 406 pushes or forces depleted battery 104 out of the rear of the exchange and into battery repository 404. Mount 408 may move laterally along exchange and/or alignment plate 402 such that charged replacement battery 406 aligns with approaching vehicle 100. Mount 408 may drop down into exchange and/or alignment plate 402 once vehicle 100 reaches a certain point (e.g., once charged replacement battery 406 is aligned within housing 102). There may be a mechanical or electrical trigger that causes mount 408 to drop down. Mount 408 may also be designed such that it is lower than the body of vehicle 100 such that it does not interfere as vehicle 100 moves forward on the exchange.\n Alignment post 108 of vehicle 100 may further aid in alignment as vehicle 100 approaches. Charged replacement battery 406 is compatible with vehicle 100 and fits within housing 102. Charged replacement battery 406 is typically of the same type and specifications as battery 104, although it does not need to be the exact same type so long as it is compatible with vehicle 100.\n FIGS. 5A-C depict an overview of the rapid battery exchange process of an illustrative embodiment of the invention. At 500 of FIG. 5A, vehicle 100 is driven into battery exchange system 400, typically at a slow crawl (e.g., a few miles an hour). As discussed above, vehicle 100 may propel itself through the exchange, or the system itself may propel vehicle 100 through the exchange. If the exchange is moving vehicle 100 forward, vehicle 100 may be in neutral or turned off. If the system includes tracks, vehicle 100 may be aligned with the tracks. At 502, vehicle 100 reaches the exchange and/or alignment plate 402 and latches 106 a-d (or other latching or locking mechanism) are unlocked. As described above, the latching or locking mechanism can be mechanical, electrical, or a combination of the two. As latches 106 a-d are unlocked, depleted battery 104 (which remains in contact with contacts 204 a-d of vehicle 100 through contact rails 200 a-b and/or 202 a-b) swings, slides, or drops down from housing 102 and onto exchange and/or alignment plate 402. The contacts of vehicle 100 (such as contacts 204 a-d) likewise extend such that they remain physically connected to contact rails 200 a-b and/or 202 a-b of battery 104 during the initial portion of the exchange. Contacts 204 a-d include or are connected to rods or the like that swing down or extend so that they stay connected with battery 104 as housing 102 containing battery 104 is unlocked and rests on top of exchange and/or alignment plate 402. During the unlocking stage, protective cover 110 may also be slid or swung out, dropped or extended down, retracted or otherwise moved such that it does not impede with the battery exchange.\nThe unlocking of housing 102 containing battery 104 may occur as vehicle 100 drives over an unlatching or unlocking post that when in contact with one or more of latches 106 a-d serves to unlatch housing 102 from within electric vehicle 100. The unlatch post may serve as a key to unlock housing 102 containing depleted battery 104. To avoid any accidental unlocking during normal driving (e.g., over a bump or pothole), the unlatch post may be fitted to receive the latches (e.g., it may contain specially fitted grooves or the like that map to latches 106 a-d or other latching or locking structure). The unlocking of battery 104 may also occur electronically using onboard digital circuitry of vehicle 100 or other sensor systems that sense when battery 104 is within exchange and/or alignment plate 402. For example, exchange system 400 may incorporate various sensors (e.g., radar, RFID, infrared, optical such as barcodes, and the like). In one embodiment, an RFID transponder senses when vehicle 100 containing an RFID tag is within proximity of exchange system 400. Each of the unlocking mechanisms may be used alone or in conjunction with each other. For example, RFID may be used in conjunction with an unlatch post. In this manner, battery 104 is only unlocked if the RFID of vehicle 100 is sensed by exchange system 400 and vehicle 100 propels over the unlatch post.\nAt 504 of FIG. 5B, as vehicle 100 continues to progress forward within exchange system 400, depleted battery 104 on exchange and/or alignment plate 402 comes into contact with charged replacement battery 406. Contacts 204 a-d remain connected to contact rails 200 a-b of depleted battery 104 and depleted battery 104 continues to provide power to vehicle 100. Vehicle 100 may be continually powered during the exchange as long as it has not been disabled (e.g., turned off). In the event that the vehicle has been disabled, it is possible that power may be provided through an external source and/or that the exchange system powers the vehicle through the exchange.\nIn one embodiment, each of the batteries has side contacts such that when the side contacts of the respective batteries physically contact each other in parallel, charged replacement battery 406 can provide charge to vehicle 100 through depleted battery 104, which in turn is connected to contacts 204 a-d of vehicle 100 through top contact rails 200 a-b. In another embodiment with top contact rails 200 a-b, charged replacement battery 406 begins to provide charge to vehicle 100 as soon as the contact rails of charged replacement battery 406 make physical connection with one or more of corresponding contacts 204 a-d of vehicle 100. In this manner, the vehicle is always powered during the exchange process as long as it has not been disabled.\nThere may also be a temporary window during which vehicle 100 is not powered by the batteries but instead is powered by one or more capacitors or the like of vehicle 100 that provide temporary power until vehicle 100 senses charged replacement battery 406 and can provide power to vehicle 100. Once charged replacement battery 406 has been sensed, the capacitor ceases to provide charge. The capacitor may then be recharged during normal vehicle operation for future use. In one embodiment, vehicle 100 may include a small secondary battery that provides temporary power during a portion of the exchange. The secondary battery may then be recharged within vehicle 100 during normal operation such that it can be used during future exchanges. Vehicle 100 may also incorporate onboard sensors in the form of digital circuitry or similar that sense when contacts of charged replacement battery 406 are connected to corresponding contacts of vehicle 100. Vehicle 100 may also include onboard sensors that can determine whether charged replacement battery 406 includes side and/or top contacts, and adjust accordingly.\nAt 506, as depleted battery 104 on top of exchange and/or alignment plate 402 is being forced or pushed out the rear of vehicle 100 by charged replacement battery 406 on or next to mount 408 that keeps charged replacement battery 406 in place (e.g., prevents it from shifting, sliding and/or moving, etc. along the exchange), the contact rails of charged replacement battery 406 (such as contact rails 200 a-b and/or 202 a-b) come into physical connection with front contacts of vehicle 100 (such as contacts 204 b and 204 d, which include or are connected to rods, poles, arms, cables, or the like that enable the contacts to slide along the respective contact rails). Rear contacts 204 a and 204 c remain connected to contact rails 200 a-b of depleted battery 104. At this point, vehicle 100 may be powered by one or more of depleted battery 104, charged replacement battery 406 or the capacitors or secondary batteries described above. For example, vehicle 100 may temporarily be powered by one or more capacitors or the like as vehicle 100 shifts from depleted battery 104 to charged replacement battery 406 during the exchange.\nAt 508 of FIG. 5C, vehicle 100 has progressed forward by further propelling itself or by the exchange moving it forward such that charged replacement battery 406 is aligned underneath housing 102 and depleted battery 104 has been forced or pushed further toward the rear of vehicle 100 and exchange and/or alignment plate 402. Depleted battery 104 drops into battery repository 404. At 510, housing 102 is shown as being locked into place. In one embodiment, a latching or locking post (not shown; which may be the same as the unlocking or unlatching post described above) pushes latches 106 a-d or other latching or locking mechanism back into vehicle 100 so that vehicle 100 now has housing 102 containing charged replacement battery 406 locked into the undercarriage and is ready for further driving. The exchange system may also incorporate onboard sensors of vehicle 100 (e.g., RFID, radar, optical, infrared, etc.) that determine when charged replacement battery 406 is within housing 102. When in position, vehicle 100 may power the return of housing 102 into locked position (as shown in FIG. 2A). Vehicle 100 may also include a hydraulic lift or other mechanism to lock charged replacement battery 406 into place within vehicle 100. During the exchange, protective cover 110 is also returned to its locked position.\n Depleted battery 104 is then recharged using a recharging system for use in a future exchange. The recharging system may be part of the exchange system or it may be separate from the exchange system. The recharging system may be portable in a similar manner as the exchange system itself. The recharging system may be automated or manual and may simultaneously charge multiple batteries. Repository 404 may house the recharging system. Depleted battery 104 may also be passed through repository 404 into a separate recharging system connected to repository 404. Once tested and/or recharged, depleted battery 104 is returned to the exchange system for future use (and once charged, effectively becomes charged replacement battery 406). The return to the exchange system may be automated such that charged batteries are automatically placed in line for future use within the exchange. For example, if the system has multiple charged batteries, the system may utilize a conveyor-belt, ramp, shuttle or the like that automatically places charged replacement battery 406 on or next to mount 408 within exchange system 400. A user may also place a charged battery on or next to mount 408. Such a scenario is particularly useful in a portable situation described above.\n FIG. 6 depicts an overhead view of guidance post entry channel 600 of exchange and/or alignment plate 402 of an illustrative embodiment of the invention. If exchange and/or alignment plate 402 is off center relative to approaching vehicle 100, guidance post entry channel 600 moves exchange and/or alignment plate 402 to align it with approac | A system and method for the rapid exchange of batteries in an electric vehicle. The electric vehicle contains a removable battery housed in the vehicle's undercarriage. The electric vehicle moves through the exchange system either by propelling itself or by being propelled by the system. As the vehicle is propelled forward, the removable battery within the vehicle is unlocked from the vehicle and replaced with a charged battery. The charged battery forces the removable battery out of the rear of the vehicle as the vehicle moves forward through the exchange. The vehicle remains powered throughout the exchange process. Once the charged battery is aligned in position under the vehicle and connected to the vehicle through corresponding contacts, the charged battery is located into place in the vehicle's undercarriage and the vehicle is ready for additional driving. | US:14/600,232 | https://patentimages.storage.googleapis.com/b6/b9/c0/a9126a92e2b2a0/US9142866.pdf | US:9142866 | Peter C. Droste | JASPER EV TECH LLC | US:20070152630:A1, US:20090198372:A1, US:20120217077:A1, US:20120233850:A1 | 2015-09-22 | 2015-09-22 | 1. A battery exchange method comprising the steps of:\ndisengaging one or more latches of a battery house of a vehicle comprising a first battery as the vehicle moves forward such that the first battery becomes located on an exchange plate and positioned horizontally next to a second battery located on the exchange plate;\npushing the first battery over the exchange plate using the second battery;\nproviding charge to the vehicle through a connection between a first and second contact rail of the second battery and a first and second front contact shaft of the vehicle and a connection between a first and second contact rail of the first battery and a first and second rear contact shaft of the vehicle such that the vehicle remains in forward motion as the first and second batteries are exchanged; and\nreengaging the one or more latches of the battery house once the second battery is in place within the battery house.\n, disengaging one or more latches of a battery house of a vehicle comprising a first battery as the vehicle moves forward such that the first battery becomes located on an exchange plate and positioned horizontally next to a second battery located on the exchange plate;, pushing the first battery over the exchange plate using the second battery;, providing charge to the vehicle through a connection between a first and second contact rail of the second battery and a first and second front contact shaft of the vehicle and a connection between a first and second contact rail of the first battery and a first and second rear contact shaft of the vehicle such that the vehicle remains in forward motion as the first and second batteries are exchanged; and, reengaging the one or more latches of the battery house once the second battery is in place within the battery house., 2. The method according to claim 1, further comprising the step of propelling the vehicle over the exchange plate using a propelling mechanism of the vehicle., 3. The method according to claim 1, further comprising the step of aligning the vehicle with the exchange plate using at least one of an alignment plate or tracks., 4. The method according to claim 1, further comprising the step of receiving the first battery removed from the vehicle into a battery repository connected underneath the exchange plate., 5. The method according to claim 1, further comprising the step of providing charge to the vehicle through the connection between the first and second contact rail of the second battery and the first and second front contact shaft of the vehicle and a connection between the first and second contact rail of the second battery and the first and second rear contact shaft of the vehicle., 6. The method according to claim 1, wherein the first and second front and rear contact shafts are selected from the group consisting of a rod, a pole, an arm and a cable., 7. A vehicle battery exchange method comprising the steps of:\ndisengaging a first battery in a battery house on an underside of a vehicle;\nremovably fixing a second battery to an exchange plate;\naligning the first and second batteries;\npropelling the vehicle or the exchange plate such that the first battery comes in contact with and is ejected from the battery house by the second battery;\nproviding charge to the vehicle through a connection between a first and second contact rail of the second battery and a first and second front shaft of the vehicle and a connection between a first and second contact rail of the first battery and a first and second rear shaft of the vehicle such that the vehicle remains in forward motion as the first and second batteries are exchanged; and\nreengaging the second battery in the battery house.\n, disengaging a first battery in a battery house on an underside of a vehicle;, removably fixing a second battery to an exchange plate;, aligning the first and second batteries;, propelling the vehicle or the exchange plate such that the first battery comes in contact with and is ejected from the battery house by the second battery;, providing charge to the vehicle through a connection between a first and second contact rail of the second battery and a first and second front shaft of the vehicle and a connection between a first and second contact rail of the first battery and a first and second rear shaft of the vehicle such that the vehicle remains in forward motion as the first and second batteries are exchanged; and, reengaging the second battery in the battery house., 8. The method according to claim 7, further comprising the step of receiving the first battery removed from the vehicle into a battery repository connected underneath the exchange plate., 9. The method according to claim 7, further comprising the step of recharging the first battery independent of the vehicle., 10. The method according to claim 7, further comprising the step of locking the house into the vehicle once the second battery is located within the house., 11. The method according to claim 7, wherein the propelling step comprises propelling the vehicle using a propelling mechanism of the vehicle., 12. The method according to claim 7 further comprising the step of providing charge to the vehicle through the connection between the first and second contact rail of the second battery and the first and second front shaft of the vehicle and a connection between the first and second contact rail of the second battery and the first and second rear shaft of the vehicle., 13. A vehicle battery exchange method comprising the steps of:\nproviding charge to a vehicle through a connection between a first and second contact rail of a first battery and a first and second front shaft of the vehicle and a connection between the first and second contact rail of the first battery and a first and second rear shaft of the vehicle;\nremoving the first battery from an underside of the vehicle onto a surface beneath the vehicle, the first and second front and rear shafts extending from the vehicle such that the first and second front and rear shafts remain in connection with the first and second contact rail of the first battery to provide continual charge to the vehicle;\npushing the first battery over the surface using a second battery;\nproviding charge to the vehicle through a connection between a first and second contact rail of the second battery and the first and second front shaft of the vehicle and the connection between the first and second contact rail of the first battery and the first and second rear shaft of the vehicle as the vehicle propels forward over the surface; and\nengaging the second battery within the vehicle.\n, providing charge to a vehicle through a connection between a first and second contact rail of a first battery and a first and second front shaft of the vehicle and a connection between the first and second contact rail of the first battery and a first and second rear shaft of the vehicle;, removing the first battery from an underside of the vehicle onto a surface beneath the vehicle, the first and second front and rear shafts extending from the vehicle such that the first and second front and rear shafts remain in connection with the first and second contact rail of the first battery to provide continual charge to the vehicle;, pushing the first battery over the surface using a second battery;, providing charge to the vehicle through a connection between a first and second contact rail of the second battery and the first and second front shaft of the vehicle and the connection between the first and second contact rail of the first battery and the first and second rear shaft of the vehicle as the vehicle propels forward over the surface; and, engaging the second battery within the vehicle., 14. The method according to claim 13, further comprising the step of providing charge to the vehicle through the connection between the first and second contact rail of the second battery and the first and second front shaft of the vehicle and a connection between the first and second contact rail of the second battery and the first and second rear shaft of the vehicle., 15. The method according to claim 13, wherein the first and second front and rear shafts are selected from the group consisting of a rod, a pole, an arm and a cable., 16. The method according to claim 13, further comprising the step of the vehicle propelling itself during exchange of the first and second batteries., 17. The method according to claim 13, further comprising the step of aligning the vehicle with an exchange plate using at least one of an alignment plate or tracks., 18. The method according to claim 13, further comprising the step of unlocking the first battery from a housing of the vehicle., 19. The method according to claim 18, further comprising the step of locking the housing into the vehicle once the second battery is located within the housing. | US | United States | Expired - Fee Related | B | True |
| 187 | 一种电动车整车热管理系统及其控制方法 \n | CN106183789B | 技术领域本发明涉及电动车领域，涉及一种电动车整车热管理系统及其控制方法。背景技术目前，市场上电动汽车上的空调系统、电池包热管理系统及电机系统热管理系统普遍都是各自独立的，很少有将电池包的热管理系统和空调系统、电机冷却系集成在一起的，这样造成了整车热管理系统效率较低,没有达到整车热环境资源的最大利用率。并且电池包普遍采用简单的风冷系统，很少采用水冷系统的，这样在炎热或寒冷的恶劣环境下，难以保证电池包最佳工作温度，也不能保证电池间温度的一致性，影响电池的寿命和充放电性能。专利文献1(CN203553304U)中公开了一种电池热管理控制系统，包括整车控制器；通过CAN总线与整车控制器电连接的电池管理器；分别与电池管理器电连接的用于向电池包组吹风的电池风机、用于加热电池包组的加热模块、用于检测电池包组中单体电池的温度的第一温度检测器和用于检测电池用蒸发器的温度的第二温度检测器；通过CAN总线与整车控制器电连接的空调控制器；以及，分别与所述空调控制器电连接的电池用蒸发器电磁阀和空调用蒸发器电磁阀。发明内容如上述电池热管理系统，使用风冷系统加热或冷却电池，存在效率低、速度慢、电池包体积大、电池包工作温度范围小等问题。本发明所要解决的技术问题是提供一种电动车整车热管理系统，将电机冷却系统、电池热管理系统、空调系统整合成为一个整体，从而满足了电机系统及电池对自身使用温度的高要求，提高电机系统及电池的寿命和效率，也满足了用户对制冷制暖的要求。本发明所述的一种电动车整车热管理系统，包括电机冷却系统、电池热管理系统与空调系统。所述电机冷却系统包括电机系统散热器、电机、电机控制器、充电机、DCDC(直流转换器)、电机水泵；所述电池热管理系统包括电池系统散热器、电池包、热交换器、水暖加热器、电池水泵；所述空调系统为带有PTC的热泵式空调系统。所述热交换器的制冷管路附带电池膨胀阀，热交换器的制冷剂管路与蒸发器并联后与空调系统构成制冷剂循环回路；所述的水暖加热器为电动水暖加热器；所述电机冷却系统包含电机冷却一条回路，按照循环水流向依次循环通过电机水泵、充电机、DCDC、电机控制器、电机、电机散热器；所述电池热管理系统形成风冷冷却回路、强制冷却回路和加热回路，其中，强制冷却回路与加热回路为同一回路，但不能同时工作；风冷冷却回路与强制冷却/加热回路由阀门控制切换，不能同时联通。所述电池风冷冷却回路按照循环水流向依次循环通过所述电池水泵、所述水暖加热器、所述电池包、所述电池系统散热器，此循环内水暖加热器不工作；所述强制冷却按照循环水流向依次循环通过所述电池水泵、所述水暖加热器、所述电池包、所述热交换器，此循环内水暖加热器不工作；所述加热回路按照循环水流向依次循环通过所述电池水泵、所述水暖加热器、所述电池包、所述热交换器，此循环内热交换器不工作。所述的空调系统为带有PTC的热泵式空调系统，包括制冷工况与采暖工况两种工况；所述制冷工况，制冷剂顺次经过空调压缩机、室内冷凝器、室外冷凝器、储液干燥器构成，经过三通分配至热交换器与室内蒸发器，热交换器的制冷剂出口与蒸发器的制冷剂出口并联后与储液干燥罐相连；所述采暖工况，制冷剂顺次经过空调压缩机、室内冷凝器、室外冷凝器、储液干燥器构成，经过三通分配至储液干燥罐；PTC与室内冷凝器并联，温度较低时进行辅助加热；所述电机冷却系统与电池热管理系统共用补偿水罐；有益效果：本发明所述的电动车热管理系统将电机冷却、电池热管理、空调系统整合成为一个整体,以实现电池包的散热系统与空调制冷系统相互集成，提高的热管理的综合效率，并实现环境温度高时电机系统的冷却、电池系统的冷却及乘员舱内的制冷，温度低时电池包的加热及乘员舱内采暖；从而满足电机系统和电池系统对自身使用温度的高要求，提高电机系统和电池系统的寿命与效率，也满足了用户对制冷制暖的要求。附图说明图1为本发明所述的一种电动车整车热管理系统的原理图；图2为本发明所述的电机冷却回路连接图；图3为本发明所述的电池风冷回路连接图；图4为本发明所述的电池强制冷却循环图；图5为本发明所述的电池加热循环图；图6为本发明所述的空调制冷循环图；图7为本发明所述的空调采暖循环图。附图部件符号说明：1、电机水泵 2、充电机 3、DCDC 4、电机控制器 5、电机 6、电机散热器 7、电池散热器 8、电池水泵 9、水暖加热器 10、电池 11、风冷回路两通阀 12、强制冷却/加热两通阀13、室内冷凝器 14、PTC 15、电动空调压缩机 16、室外冷凝器/蒸发器 17、储液干燥罐 18、室内蒸发器 19、热交换器 20、电磁三通阀 21、空调制冷节流管 22、电池冷却膨胀阀 23、膨胀水箱具体实施方式如图1，一种电动车整车热管理系统，包括电机冷却系统、电池热管理系统与空调系统。所述电机冷却系统为独立的循环，包括电机水泵1、充电机2、DCDC 3、电机控制器4、电机5、电机散热器6、补偿水罐23；所述电池热管理系统包括电池系统散热器7、电池包10、热交换器19、电池冷却膨胀阀22、水暖加热器9、电池水泵8、第一两通阀11、第二两通阀12；所述空调系统为带有PTC的热泵式空调系统，包括电动空调压缩机15、室内冷凝器13、PTC 14、室外冷凝器/蒸发器16、储液干燥罐17、室内蒸发器18、空调制冷节流管21、电磁三通阀20。所述热交换器19的制冷剂管路与电池冷却膨胀阀22串联,所述室内蒸发器13与空调制冷节流管21串联,电池冷却膨胀阀22和空调制冷节流管21并联,热交换器19的制冷剂管路与室内蒸发器13并联后与空调系统构成制冷剂循环回路；所述补偿水罐23为电机冷却系统与电池热管理系统共用。如图2，所述电机冷却系统包含电机冷却一条回路，按照循环水流向依次循环通过电机水泵1、充电机2、DCDC 3、电机控制器4、电机5、电机散热器6；如图3，所述电池风冷冷却回路按照循环水流向依次循环通过电池水泵8、水暖加热器9、电池包10、第一两通阀11、电池散热器7，此循环内水暖加热器9不工作，第一两通阀11打开；如图4，所述电池强制冷却回路按照循环水流向依次循环通过电池水泵8、水暖加热器9、电池包10、第二两通阀12、热交换器19，此循环内水暖加热器9不工作，第二两通阀12打开，空调制冷循环启动，电池冷却膨胀阀22打开；如图5，所述电池加热回路按照循环水流向依次循环通过电池水泵8、水暖加热器9、电池包10、第二两通阀12、热交换器19，此循环内热交换器不工作，第二两通阀12打开，电池冷却膨胀阀22关闭；如图6，所述制冷循环，制冷剂顺次经过空调压缩机15、室内冷凝器13、室外冷凝器16、电磁三通阀20、空调制冷节流管21、室内蒸发器18、储液干燥罐17，此循环空调风不经过室内蒸发器13，PTC 14不工作；电池冷却膨胀阀22在电池有强制冷却需求时打开；如图7，所述采暖工况，制冷剂顺次经过制冷剂顺次经过空调压缩机15、室内冷凝器13、室外冷凝器16、电磁三通阀20、储液干燥罐17；PTC与室内冷凝器并联，温度较低时进行辅助加热：环境温度在-5℃以上时，热泵系统单独工作；环境温度在-15℃至-5℃之间时，以热泵系统为主，PTC辅助采暖工作；环境温度在-20℃至-15℃之间时，以PTC为主，热泵系统辅助采暖工作；环境温度在-20℃以下时，PTC单独工作。 | 本发明提供了一种电动车整车热管理系统，包括电机冷却系统、电池热管理系统与空调系统，所述电机冷却系统包括电机系统散热器、电机、电机控制器、充电机、DCDC、电机水泵；所述电池热管理系统包括电池系统散热器、电池包、热交换器、水暖加热器、电池水泵；所述空调系统为带有风暖PTC的热泵式空调系统。本发明实现环境温度高时电机系统的冷却、电池系统的冷却及乘员舱内的制冷，温度低时电池包的加热及乘员舱内采暖，从而满足电机系统和电池系统对自身使用温度的高要求，提高电机系统和电池系统的寿命与效率。 | CN:201610529145.XA | https://patentimages.storage.googleapis.com/31/e9/bc/0d0bec65e09851/CN106183789B.pdf | CN:106183789:B | 郭源科, 肖聪, 苏志敏, 王明, 郝天奇 | FAW Group Corp | WO:2006074778:A1, CN:202145036:U, CN:202518083:U, JP:5761083:B2, DE:102012103131:A1, CN:102941791:A, CN:203449959:U, CN:103287252:A, CN:204870439:U, CN:204956140:U, CN:205130860:U | Not available | 2018-11-13 | 1.一种电动车整车热管理系统，其特征在于，所述的热管理系统包括电机冷却系统、电池热管理系统与空调系统；, 所述电机冷却系统包括依次串联的电机系统散热器、电机、电机控制器、DCDC、充电机和电机水泵，并组成独立冷却回路；按照循环水流向依次循环通过所述电机水泵、所述充电机、所述DCDC、所述电机控制器、所述电机和所述电机系统散热器；, 所述电池热管理系统包括电池系统散热器、电池包、热交换器、水暖加热器和电池水泵，其中热交换器与强制冷却/加热两通阀串联后，与电池系统散热器并联，然后依次串联电池水泵、水暖加热器和电池包；, 所述空调系统为带有PTC的热泵式空调系统，所述热交换器的制冷管路附带电池膨胀阀，所述热交换器的制冷剂管路与室内蒸发器并联后，依次连接储液干燥罐、电动空调压缩机、室内冷凝器、室外冷凝器/蒸发器和电磁三通阀；, 所述电池热管理系统形成风冷冷却回路、强制冷却回路和加热回路；所述风冷冷却回路按照循环水流向依次循环通过所述电池水泵、所述水暖加热器、所述电池包和所述电池系统散热器，此循环内水暖加热器不工作；所述强制冷却回路按照循环水流向依次循环通过所述电池水泵、所述水暖加热器、所述电池包和所述热交换器，此循环内水暖加热器不工作；所述加热回路按照循环水流向依次循环通过所述电池水泵、所述水暖加热器、所述电池包和所述热交换器，此循环内热交换器不工作；, 所述的空调系统为带有PTC的热泵式空调系统，包括制冷工况与采暖工况两种工况；, 所述制冷工况，制冷剂顺次经过电动空调压缩机、室内冷凝器、室外冷凝器/蒸发器和储液干燥罐，经过电动三通阀分配至热交换器与室内蒸发器，热交换器的制冷剂出口与蒸发器的制冷剂出口并联后与储液干燥罐相连；, 所述采暖工况，制冷剂顺次经过空调压缩机、室内冷凝器、室外冷凝器/蒸发器和储液干燥罐，经过电动三通阀分配至储液干燥罐；所述PTC与室内冷凝器并联，当外界环境温度处于-20℃至-5℃之间，自动进行辅助加热。, \n \n, 2.根据权利要求1所述的电动车整车热管理系统，其特征在于，所述的水暖加热器为电动水暖加热器。, \n \n, 3.根据权利要求1所述的电动车整车热管理系统，其特征在于，所述强制冷却回路与加热回路为同一回路，但不能同时工作；风冷冷却回路与强制冷却/加热回路由阀门控制切换，不能同时联通。, \n \n, 4.根据权利要求1所述的电动车整车热管理系统，其特征在于，所述电机冷却系统与电池热管理系统共用补偿水罐。, \n \n, 5.根据权利要求1所述的电动车整车热管理系统的控制方法，其特征在于，包括以下几个步骤：, 所述电机冷却系统通过系统内各部件的温度值、电机温度、电机控制器温度、充电机温度、DCDC温度与冷却水温度中的任一值升高至各部件的设计温度限值时，通过控制器控制电机冷却循环启动；, 所述电池热管理系统通过电池温度选择不同的冷却或加热模式，电池单体温度高于低温冷却限值时，通过电磁阀控制冷却水流经电池系统散热器，通过散热器冷却电池；电池单体温度高于高温冷却限值时，通过电磁阀控制冷却水流经热交换器，同时空调制冷系统启动，通过中间换热器强制冷却电池；, 所述空调系统采用热泵系统，空调制冷时，室内蒸发器与电池冷却的热交换器并联，通过热交换器上附属的电磁膨胀阀控制热交换器回路的通断；空调采暖时，环境温度在-5℃以上热泵系统单独工作，环境温度在-20℃至-5℃之间热泵系统与PTC共同工作；环境温度在-20℃以下PTC单独工作。 | CN | China | Active | B | True |
| 188 | 增程式电动汽车及其模式切换控制方法和系统 \n | CN105922986B | 技术领域本发明涉及汽车技术领域，特别涉及一种增程式电动汽车的模式切换控制方法、一种增程式电动汽车的模式切换控制系统和一种增程式电动汽车。背景技术相关技术中，汽车采用的保持模式为单纯的功率跟随模式，在众多工况点，发动机的油耗率并不优于传统汽车发动机，不能充分体现混合动力汽车的优势。并且，目前汽车采用的增程模式控制策略多以发动机工作于某一固定功率点为主，对NVH(Noise、Vibration、Harshness，噪声、振动与声振粗糙度)性能的影响比较固定，而整车NVH性能又与车速有关，因而会导致汽车低速行驶时产生较大的振动和噪声，对整车驾驶的舒适性产生一定影响。发明内容本发明旨在至少在一定程度上解决相关技术中的技术问题之一。为此，本发明的第一个目的在于提出一种增程式电动汽车的模式切换控制方法，该方法能够根据动力电池SOC(State of Charge，荷电状态)、电动汽车的当前车速和电动汽车的需求功率对电动汽车进行模式切换控制，从而综合考虑增程式电动汽车的油耗和NVH性能，达到降低油耗，同时提高驾驶舒适性的目的。本发明的第二目的在于提出一种增程式电动汽车的模式切换控制系统。本发明的第三目的在于提出一种增程式电动汽车。为实现上述目的，本发明第一方面实施例提出了一种增程式电动汽车的模式切换控制方法，所述增程式电动汽车包括驱动电机、由发电机和发动机构成的增程器，所述方法包括以下步骤：获取电动汽车的油门踏板信号和制动踏板信号；对所述油门踏板信号和制动踏板信号进行扭矩需求解析以获得所述驱动电机的需求扭矩，并根据所述驱动电机的需求扭矩获取所述电动汽车的需求功率；检测所述电动汽车的动力电池SOC，并获取所述电动汽车的当前车速；根据所述动力电池SOC、所述电动汽车的当前车速和所述电动汽车的需求功率对所述电动汽车进行模式切换控制。根据本发明实施例的增程式电动汽车的模式切换控制方法，首先获取电动汽车的油门踏板信号和制动踏板信号，并对油门踏板信号和制动踏板信号进行扭矩需求解析以获得驱动电机的需求扭矩，以及根据驱动电机的需求扭矩获取电动汽车的需求功率，然后检测电动汽车的动力电池SOC，并获取电动汽车的当前车速，最后根据动力电池SOC、电动汽车的当前车速和电动汽车的需求功率对电动汽车进行模式切换控制，从而综合考虑增程式电动汽车的油耗和NVH性能，达到降低油耗，同时提高驾驶舒适性的目的。另外，根据本发明上述增程式电动汽车的模式切换控制方法还可以具有如下附加的技术特征：在本发明的一个实施例中，根据所述动力电池SOC、所述电动汽车的当前车速和所述电动汽车的需求功率对所述电动汽车进行模式切换控制，包括：判断所述电动汽车的当前车速是否小于预设的临界车速；如果所述电动汽车的当前车速小于所述预设的临界车速，则控制所述电动汽车进入功率跟随控制模式，以使所述增程器的发电功率满足所述电动汽车的需求功率。在本发明的一个实施例中，当所述电动汽车的当前车速大于等于所述预设的临界车速时，根据所述动力电池SOC、所述电动汽车的当前车速和所述电动汽车的需求功率对所述电动汽车进行模式切换控制，还包括：控制所述发动机工作于预设的最优经济区间，并判断所述电动汽车的需求功率是否大于所述预设的最优经济区间对应的功率；如果所述电动汽车的需求功率大于所述预设的最优经济区间对应的功率，则进一步判断所述动力电池SOC是否小于第一预设值；如果所述动力电池SOC小于第一预设值，则控制所述电动汽车进入所述功率跟随控制模式；如果所述动力电池SOC大于等于所述第一预设值，则控制所述电动汽车进入共同驱动控制模式，以使动力电池放电与增程器发电共同控制所述驱动电机。在本发明的一个实施例中，当所述电动汽车的需求功率小于等于所述预设的最优经济区间对应的功率时，根据所述动力电池SOC、所述电动汽车的当前车速和所述电动汽车的需求功率对所述电动汽车进行模式切换控制，还包括：判断所述动力电池SOC是否大于第二预设值，其中，所述第二预设值大于所述第一预设值；如果所述动力电池SOC大于所述第二预设值，则控制所述电动汽车进入所述功率跟随控制模式；如果所述动力电池SOC小于等于所述第二预设值，则控制所述电动汽车进入驱动充电控制模式，以使增程器发电控制所述驱动电机的同时给动力电池充电。为实现上述目的，本发明第二方面实施例提出了一种增程式电动汽车的模式切换控制系统，所述增程式电动汽车包括驱动电机、由发电机和发动机构成的增程器，所述系统包括：电池管理器，所述电池管理器用于检测所述电动汽车的动力电池SOC；发电机控制器，所述发电机控制器与所述发电机相连；发动机控制器，所述发动机控制器与所述发动机相连；驱动电机控制器，所述驱动电机控制器与所述驱动电机相连；整车控制器，所述整车控制器分别与所述电池管理器、所述发电机控制器和所述发动机控制器进行通讯，所述整车控制器内集成有与所述驱动电机控制器相连的混合动力控制模块，所述整车控制器用于获取电动汽车的油门踏板信号和制动踏板信号、所述电动汽车的当前车速，并对所述油门踏板信号和制动踏板信号进行扭矩需求解析以获得所述驱动电机的需求扭矩，以及根据所述驱动电机的需求扭矩获取所述电动汽车的需求功率，并根据所述动力电池SOC、所述电动汽车的当前车速和所述电动汽车的需求功率分别通过所述发电机控制器对所述发电机进行控制、通过所述发动机控制器对所述发动机进行控制和通过所述驱动电机控制器对所述驱动电机进行控制，以对所述电动汽车进行模式切换控制。根据本发明实施例的增程式电动汽车的模式切换控制系统，电池管理器检测电动汽车的动力电池SOC，整车控制器获取电动汽车的油门踏板信号和制动踏板信号、电动汽车的当前车速，并对油门踏板信号和制动踏板信号进行扭矩需求解析以获得驱动电机的需求扭矩，以及根据驱动电机的需求扭矩获取电动汽车的需求功率，并根据动力电池SOC、电动汽车的当前车速和电动汽车的需求功率分别通过发电机控制器对发电机进行控制、通过发动机控制器对发动机进行控制和通过混合动力控制模块对驱动电机进行控制，以对电动汽车进行模式切换控制，从而综合考虑增程式电动汽车的油耗和NVH性能，达到降低油耗，同时提高驾驶舒适性的目的。上述增程式电动汽车的模式切换控制系统还可以具有如下附加的技术特征：在本发明的一个实施例中，所述整车控制器还用于判断所述电动汽车的当前车速是否小于预设的临界车速，并在所述电动汽车的当前车速小于所述预设的临界车速时控制所述电动汽车进入功率跟随控制模式，以使所述增程器的发电功率满足所述电动汽车的需求功率。在本发明的一个实施例中，当所述电动汽车的当前车速大于等于所述预设的临界车速时，所述整车控制器还用于通过所述发动机控制器控制所述发动机工作于预设的最优经济区间，并判断所述电动汽车的需求功率是否大于所述预设的最优经济区间对应的功率，以及在所述电动汽车的需求功率大于所述预设的最优经济区间对应的功率时进一步判断所述动力电池SOC是否小于第一预设值，其中，如果所述动力电池SOC小于第一预设值，所述整车控制器则控制所述电动汽车进入所述功率跟随控制模式；如果所述动力电池SOC大于等于所述第一预设值，所述整车控制器则控制所述电动汽车进入共同驱动控制模式，以使动力电池放电与增程器发电共同控制所述驱动电机。在本发明的一个实施例中，当所述电动汽车的需求功率小于等于所述预设的最优经济区间对应的功率时，所述整车控制器还用于判断所述动力电池SOC是否大于第二预设值，其中，所述第二预设值大于所述第一预设值，如果所述动力电池SOC大于所述第二预设值，所述整车控制器则控制所述电动汽车进入所述功率跟随控制模式；如果所述动力电池SOC小于等于所述第二预设值，所述整车控制器则控制所述电动汽车进入驱动充电控制模式，以使增程器发电控制所述驱动电机的同时给动力电池充电。为了实现上述目的，本发明第三方面实施例提出了一种增程式电动汽车包括：本发明第二方面实施例的增程式电动汽车的模式切换控制系统。本发明实施例的增程式电动汽车，通过上述增程式电动汽车的模式切换控制系统，综合考虑增程式电动汽车的油耗和NVH性能，达到降低油耗，同时提高驾驶舒适性的目的。本发明附加的方面的优点将在下面的描述中部分给出，部分将从下面的描述中变得明显，或通过本发明的实践了解到。附图说明图1是根据本发明一个实施例的增程式电动汽车的模式切换控制方法的流程图。图2是根据本发明另一个实施例的增程式电动汽车的模式切换控制方法的流程图。图3是根据本发明又一个实施例的增程式电动汽车的模式切换控制方法的流程图。图4是根据本发明一个具体示例的增程式电动汽车的模式切换控制方法的流程图。图5是根据本发明一个实施例的增程式电动汽车的模式切换控制系统的方框示意图。具体实施方式下面详细描述本发明的实施例，所述实施例的示例在附图中示出，其中自始至终相同或类似的标号表示相同或类似的元件或具有相同或类似功能的元件。下面通过参考附图描述的实施例是示例性的，旨在用于解释本发明，而不能理解为对本发明的限制。下面参照附图来描述根据本发明实施例提出的增程式电动汽车及其模式切换控制方法和系统。图1是根据本发明一个实施例的增程式电动汽车的模式切换控制方法的流程图。在本发明的实施例中，增程式电动汽车包括驱动电机、由发电机和发动机构成的增程器。如图1所示，该增程式电动汽车的模式切换控制方法包括以下步骤：S1，获取电动汽车的油门踏板信号和制动踏板信号。具体地，可通过油门踏板传感器获取电动汽车的油门踏板信号，并通过制动踏板传感器获取电动汽车的制动踏板信号。S2，对油门踏板信号和制动踏板信号进行扭矩需求解析以获得驱动电机的需求扭矩，并根据驱动电机的需求扭矩获取电动汽车的需求功率。S3，检测电动汽车的动力电池SOC，并获取电动汽车的当前车速。具体地，可通过电池管理器检测电动汽车的动力电池SOC，并通过车速传感器获取电动汽车的当前车速。S4，根据动力电池SOC、电动汽车的当前车速和电动汽车的需求功率对电动汽车进行模式切换控制。在本发明的一个实施例中，如图2所示，根据动力电池SOC、电动汽车的当前车速和电动汽车的需求功率对电动汽车进行模式切换控制，可包括以下步骤：S41，判断电动汽车的当前车速是否小于预设的临界车速。其中，预设的临界车速可以根据实际情况进行标定。S42，如果电动汽车的当前车速小于预设的临界车速，则控制电动汽车进入功率跟随控制模式，以使增程器的发电功率满足电动汽车的需求功率。具体地，可通过整车控制器判断电动汽车的当前车速是否小于临界车速V1。如果判断当前车速小于临界车速V1，则说明电动汽车处于低速行驶状态，此时主要考虑NVH的影响，整车控制器控制电动汽车进入功率跟随控制模式。在电动汽车进入功率跟随控制模式后，增程器将根据电动汽车需求扭矩的多少来控制发电量的多少，即增程器的发电量等于电动汽车行驶时的功率需求，以降低增程器的发动机的负荷点，从而降低振动噪声，进而提高NVH性能。由于增程器的发电量恰好供给整车驱动行驶，不产生额外的电量，也不消耗电动汽车中动力电池的电量，因而可维持电动汽车中电池的电量。需要理解的是，在电动汽车进入功率跟随控制模式后，增程器的发动机可能不工作于最优经济区间，其中，最优经济区间是指发动机工作的最佳工况区域，在此区域内工作，发动机的油耗率最低。S43，如果电动汽车的当前车速大于或等于预设的临界车速，则控制发动机工作于预设的最优经济区间，并判断电动汽车的需求功率是否大于预设的最优经济区间对应的功率。其中，预设的最优经济区间可以根据实际情况进行标定。具体地，如果电动汽车的当前车速大于或等于预设的临界车速，则说明电动汽车处于高速行驶状态，此时增程器的发动机的负荷点较低，产生的振动噪声影响较弱，发动机可工作于高转速功率区间。即，当电动汽车处于高速行驶状态时，发动机将工作于最优经济区间，此时增程器的发电功率与电动汽车的实际功率需求不同，需要进行判断，其中，当判断增程器的发电量过剩时，可以给动力电池充电；当判断发电量不足时，可由动力电池补电。S44，如果电动汽车的需求功率大于预设的最优经济区间对应的功率，则进一步判断动力电池SOC是否小于第一预设值。其中，第一预设值可根据实际情况进行标定。S45，如果动力电池SOC小于第一预设值，则控制电动汽车进入功率跟随控制模式。具体地，当电动汽车处于高速行驶状态时，如果电动汽车的需求功率大于预设的最优经济区间对应的功率，且动力电池SOC小于第一预设值，则可控制电动汽车进入功率跟随控制模式，此时发动机工作于预设的最优经济区间以降低油耗率。其中，第一预设值可以是动力电池低电量门限值，当动力电池SOC小于电动汽车动力电池低电量门限值时，动力电池SOC需要紧急补电，并且在正常情况下不能进行放电，以免造成过渡放电危害动力电池的寿命，由此第一预设值可为防止动力电池过放电而设置，用于保护动力电池。S46，如果动力电池SOC大于等于第一预设值，则控制电动汽车进入共同驱动控制模式，以使动力电池放电与增程器发电共同控制驱动电机。具体地，如果动力电池SOC大于等于动力电池低电量门限值，则可控制电动汽车进入共同驱动控制模式，此时发动机工作于最优经济区间，当发电量不足以用于驱动电机，缺少的电量则由动力电池补充。在本发明的一个实施例中，如图3所示，当电动汽车的需求功率小于等于预设的最优经济区间对应的功率时，根据动力电池SOC、电动汽车的当前车速和电动汽车的需求功率对电动汽车进行模式切换控制，还可包括以下步骤：S47，判断动力电池SOC是否大于第二预设值，其中，第二预设值大于第一预设值，第二预设值可根据实际情况进行标定。S48，如果动力电池SOC大于第二预设值，则控制电动汽车进入功率跟随控制模式。具体地，当电动汽车处于高速行驶时，如果电动汽车的需求功率大于预设的最优经济区间对应的功率，且动力电池SOC大于第二预设值，则可控制电动汽车进入功率跟随控制模式，此时发动机工作于预设的最优经济区间以降低油耗率。其中，第二预设值可以是动力电池高电量门限值，当动力电池SOC大于电动汽车动力电池高电量门限值时，动力电池SOC不在需要充电，以免造成过渡充电危害动力电池的寿命。由此第二预设值可为防止动力电池过充电而设置，用于保护动力电池。S49，如果动力电池SOC小于等于第二预设值，则控制电动汽车进入驱动充电控制模式，以使增程器发电控制驱动电机的同时给动力电池充电。具体地，此时发电机工作于最优经济区间，且在电动汽车进入驱动充电控制模式之后，发动机产生的电量主要用于控制驱动电机，并将剩余的电量用于给电动汽车的动力电池进行充电，从而避免不必要的能源浪费，提高用户体验。综上，在本发明的实施例中，动力汽车可以预设的临界车速为依据进行工况判断，当电动汽车处于低速运行时采用功率跟随控制模式，提高NVH性能，当电动汽车处于高速运行时，发动机尽可能多的工作于最优经济区间来提高燃油经济性。根据驾驶员扭矩需求和动力电池SOC，给出最优控制策略，当扭矩需求大于经济发电(发动机工作于最优经济区间发的电)时，动力电池输出电量用于驱动电机，当扭矩需求小于经济发电时，多余的电量储存到动力电池中。为使本领域技术人员更清楚地了解本发明，图4是根据本发明一个具体示例的增程式电动汽车的模式切换控制方法的流程图。如图4所示，增程式电动汽车的模式切换控制方法可包括以下步骤：S101，电动汽车进入增程模式。S102，判断电动汽车的当前车速是否小于预设临界车速。如果是，执行步骤S103；如果否，执行步骤S104。S103，电动汽车进入功率跟随控制模式。S104，发动机工作于预设的最优经济区间。S105，判断电动汽车的需求功率是否大于预设的最优经济区间功率。如果是，执行步骤S106；如果否，执行步骤S109。S106，判断电动汽车中动力电池SOC是否小于第一预设值。如果是，执行步骤S107；如果否，执行步骤S108。S107，电动汽车进入功率跟随控制模式。S108，电动汽车进入共同驱动控制模式。S109，判断电动汽车动力电池SOC是否大于第二预设值。如果是，执行步骤S110；如果否，执行步骤S111。S110，电动汽车进入功率跟随控制模式。S111，电动汽车进入驱动充电控制模式。根据本发明实施例的增程式电动汽车的模式切换控制方法，首先获取电动汽车的油门踏板信号和制动踏板信号，并对油门踏板信号和制动踏板信号进行扭矩需求解析以获得驱动电机的需求扭矩，以及根据驱动电机的需求扭矩获取电动汽车的需求功率，然后检测电动汽车的动力电池SOC，并获取电动汽车的当前车速，最后根据动力电池SOC、电动汽车的当前车速和电动汽车的需求功率对电动汽车进行模式切换控制，从而综合考虑增程式电动汽车的油耗和NVH性能，达到降低油耗，同时提高驾驶舒适性的目的。图5是根据本发明一个实施例的增程式电动汽车的模式切换控制系统的方框示意图。在本发明的实施例中，增程式电动汽车包括驱动电机20、由发电机11和发动机12构成的增程器10。如图5所示，该增程式电动汽车的模式切换控制系统包括：电池管理器100、发电机控制器200、发动机控制器300、整车控制器400和驱动电机控制器500。其中，电池管理器100用于检测电动汽车的动力电池SOC，发电机控制器200与发电机11相连，发动机控制器300与发动机12相连。整车控制器400分别与电池管理器100、发电机控制器200和发动机控制器300进行通讯，整车控制器400内集成有与驱动电机控制器500相连的混合动力控制模块410，整车控制器400用于获取电动汽车的油门踏板信号和制动踏板信号、电动汽车的当前车速，并对油门踏板信号和制动踏板信号进行扭矩需求解析以获得驱动电机20的需求扭矩，以及根据驱动电机20的需求扭矩获取电动汽车的需求功率，并根据动力电池SOC、电动汽车的当前车速和电动汽车的需求功率分别通过发电机控制器200对发电机11进行控制、通过发动机控制器300对发动机12进行控制和通过驱动电机控制器500对驱动电机20进行控制，以对电动汽车进行模式切换控制。在本发明的一个实施例中，整车控制器400还用于判断电动汽车的当前车速是否小于预设的临界车速，并在电动汽车的当前车速小于预设的临界车速时控制电动汽车进入功率跟随控制模式，以使增程器10的发电功率满足电动汽车的需求功率。其中，预设的临界车速可以根据实际情况进行标定。具体地，可通过整车控制器400判断电动汽车的当前车速是否小于临界车速V1。如果判断当前车速小于临界车速V1，则说明电动汽车处于低速行驶状态，此时主要考虑NVH的影响，整车控制器400控制电动汽车进入功率跟随控制模式。在电动汽车进入功率跟随控制模式后，增程器10将根据电动汽车需求扭矩的多少来控制发电量的多少，即增程器10的发电量等于电动汽车行驶时的功率需求，以降低增程器10的发动机的负荷点，从而降低振动噪声，进而提高NVH性能。由于增程器10的发电量恰好供给整车驱动行驶，不产生额外的电量，也不消耗电动汽车中动力电池的电量，因而可维持电动汽车中电池的电量。需要理解的是，在电动汽车进入功率跟随控制模式后，增程器10的发动机12可能不工作于最优经济区间，其中，最优经济区间是指发动机工作的最佳工况区域，在此区域内工作，发动机12的油耗率最低。在本发明的一个实施例中，当电动汽车的当前车速大于等于预设的临界车速时，整车控制器400还用于通过发动机控制器300控制发动机12工作于预设的最优经济区间，并判断电动汽车的需求功率是否大于预设的最优经济区间对应的功率。其中，预设的最优经济区间可以根据实际情况进行标定。具体地，如果整车控制器400判断电动汽车的当前车速大于或等于预设的临界车速，则说明电动汽车处于高速行驶状态，此时增程器10的发动机12的负荷点较低，产生的振动噪声影响较弱，发动机12可工作于高转速功率区间。即，当电动汽车处于高速行驶状态时，发动机12将工作于最优经济区间，此时增程器10的发电功率与电动汽车的实际功率需求不同，需要进行判断，其中，当判断增程器10的发电量过剩时，可以给动力电池充电；当判断发电量不足时，可由动力电池补电。进一步地，在电动汽车的需求功率大于预设的最优经济区间对应的功率时可进一步判断动力电池SOC是否小于第一预设值，如果动力电池SOC小于第一预设值，整车控制器400则控制电动汽车进入功率跟随控制模式。其中，第一预设值可根据实际情况进行标定。具体地，当电动汽车处于高速行驶状态时，如果电动汽车的需求功率大于预设的最优经济区间对应的功率，且动力电池SOC小于第一预设值，整车控制器400则可控制电动汽车进入功率跟随控制模式，此时发动机12工作于预设的最优经济区间以降低油耗率。其中，第一预设值可以是动力电池低电量门限值，当动力电池SOC小于电动汽车动力电池低电量门限值时，动力电池SOC需要紧急补电，并且在正常情况下不能进行放电，以免造成过渡放电危害动力电池的寿命，由此第一预设值可为防止动力电池过放电而设置，用于保护动力电池。更进一步地，如果动力电池SOC大于等于第一预设值，整车控制器400则控制电动汽车进入共同驱动控制模式，以使动力电池放电与增程器10发电共同控制驱动电机20。具体地，如果动力电池SOC大于等于动力电池低电量门限值，整车控制器400则可控制电动汽车进入共同驱动控制模式，此时发动机12工作于最优经济区间，当发电量不足以用于驱动电机20，缺少的电量则由动力电池补充。在本发明的一个实施例中，当电动汽车的需求功率小于等于预设的最优经济区间对应的功率时，整车控制器400还用于判断动力电池SOC是否大于第二预设值，其中，第二预设值大于第一预设值，如果动力电池SOC大于第二预设值，整车控制器400则控制电动汽车进入功率跟随控制模式。其中，第二预设值可根据实际情况进行标定具体地，当电动汽车处于高速行驶时，如果电动汽车的需求功率大于预设的最优经济区间对应的功率，且动力电池SOC大于第二预设值，整车控制器400则可控制电动汽车进入功率跟随控制模式，此时发动机12工作于预设的最优经济区间以降低油耗率。其中，第二预设值可以是动力电池高电量门限值，当动力电池SOC大于电动汽车动力电池高电量门限值时，动力电池SOC不在需要充电，以免造成过渡充电危害动力电池的寿命。由此第二预设值可为防止动力电池过充电而设置，用于保护动力电池。进一步地，如果动力电池SOC小于等于第二预设值，整车控制器400则控制电动汽车进入驱动充电控制模式，以使增程器10发电控制驱动电机20的同时给动力电池充电。具体地，此时发电机12工作于最优经济区间，且在电动汽车进入驱动充电控制模式之后，发动机12产生的电量主要用于控制驱动电机20，并将剩余的电量用于给电动汽车的动力电池进行充电，从而避免不必要的能源浪费，提高用户体验。综上，在本发明的实施例中，整车控制器400可以预设的临界车速为依据进行工况判断，当电动汽车处于低速运行时采用功率跟随控制模式，提高NVH性能，当电动汽车处于高速运行时，发动机12尽可能多的工作于最优经济区间来提高燃油经济性。根据驾驶员扭矩需求和动力电池SOC，给出最优控制策略，当扭矩需求大于经济发电(发动机12工作于最优经济区间发的电)时，动力电池输出电量用于驱动电机，当扭矩需求小于经济发电时，多余的电量储存到动力电池中。根据本发明实施例的增程式电动汽车的模式切换控制系统，电池管理器检测电动汽车的动力电池SOC，整车控制器获取电动汽车的油门踏板信号和制动踏板信号、电动汽车的当前车速，并对油门踏板信号和制动踏板信号进行扭矩需求解析以获得驱动电机的需求扭矩，以及根据驱动电机的需求扭矩获取电动汽车的需求功率，并根据动力电池SOC、电动汽车的当前车速和电动汽车的需求功率分别通过发电机控制器对发电机进行控制、通过发动机控制器对发动机进行控制和通过混合动力控制模块对驱动电机进行控制，以对电动汽车进行模式切换控制，从而综合考虑增程式电动汽车的油耗和NVH性能，达到降低油耗，同时提高驾驶舒适性的目的。为了实现上述实施例，本发明还提出一种增程式电动汽车，其包括上述增程式电动汽车的模式切换控制系统。本发明实施例的增程式电动汽车，通过上述增程式电动汽车的模式切换控制系统，综合考虑增程式电动汽车的油耗和NVH性能，达到降低油耗，同时提高驾驶舒适性的目的。在本发明的描述中，需要理解的是，术语“中心”、“纵向”、“横向”、“长度”、“宽度”、“厚度”、“上”、“下”、“前”、“后”、“左”、“右”、“竖直”、“水平”、“顶”、“底”“内”、“外”、“顺时针”、“逆时针”、“轴向”、“径向”、“周向”等指示的方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述本发明和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本发明的限制。此外，术语“第一”、“第二”仅用于描述目的，而不能理解为指示或暗示相对重要性或者隐含指明所指示的技术特征的数量。由此，限定有“第一”、“第二”的特征可以明示或者隐含地包括至少一个该特征。在本发明的描述中，“多个”的含义是至少两个，例如两个，三个等，除非另有明确具体的限定。在本发明中，除非另有明确的规定和限定，术语“安装”、“相连”、“连接”、“固定”等术语应做广义理解，例如，可以是固定连接，也可以是可拆卸连接，或成一体；可以是机械连接，也可以是电连接；可以是直接相连，也可以通过中间媒介间接相连，可以是两个元件内部的连通或两个元件的相互作用关系，除非另有明确的限定。对于本领域的普通技术人员而言，可以根据具体情况理解上述术语在本发明中的具体含义。在本发明中，除非另有明确的规定和限定，第一特征在第二特征“上”或“下”可以是第一和第二特征直接接触，或第一和第二特征通过中间媒介间接接触。而且，第一特征在第二特征“之上”、“上方”和“上面”可是第一特征在第二特征正上方或斜上方，或仅仅表示第一特征水平高度高于第二特征。第一特征在第二特征“之下”、“下方”和“下面”可以是第一特征在第二特征正下方或斜下方，或仅仅表示第一特征水平高度小于第二特征。在本说明书的描述中，参考术语“一个实施例”、“一些实施例”、“示例”、“具体示例”、或“一些示例”等的描述意指结合该实施例或示例描述的具体特征、结构、材料或者特点包含于本发明的至少一个实施例或示例中。在本说明书中，对上述术语的示意性表述不必须针对的是相同的实施例或示例。而且，描述的具体特征、结构、材料或者特点可以在任一个或多个实施例或示例中以合适的方式结合。此外，在不相互矛盾的情况下，本领域的技术人员可以将本说明书中描述的不同实施例或示例以及不同实施例或示例的特征进行结合和组合。尽管上面已经示出和描述了本发明的实施例，可以理解的是，上述实施例是示例性的，不能理解为对本发明的限制，本领域的普通技术人员在本发明的范围内可以对上述实施例进行变化、修改、替换和变型。 | 本发明公开了一种增程式电动汽车及其模式切换控制方法和系统，所述增程式电动汽车包括驱动电机、由发电机和发动机构成的增程器，所述方法包括以下步骤：获取电动汽车的油门踏板信号和制动踏板信号；对油门踏板信号和制动踏板信号进行扭矩需求解析以获得驱动电机的需求扭矩，并根据驱动电机的需求扭矩获取电动汽车的需求功率；检测电动汽车的动力电池SOC，并获取电动汽车的当前车速；根据动力电池SOC、电动汽车的当前车速和电动汽车的需求功率对电动汽车进行模式切换控制，从而综合考虑增程式电动汽车的油耗和NVH性能，达到降低油耗，同时提高驾驶舒适性的目的。 | CN:201610349224.2A | https://patentimages.storage.googleapis.com/45/2f/37/00b1fd99dd9e2d/CN105922986B.pdf | CN:105922986:B | 周金龙, 易迪华, 秦兴权, 崔天祥, 王金龙, 金硕, 李从心 | Beijing Electric Vehicle Co Ltd | WO:2011072564:A1, CN:102431547:A, CN:102616148:A, CN:103707889:A, CN:104163114:A, CN:104627016:A, CN:105313711:A | Not available | 2018-10-16 | 1.一种增程式电动汽车的模式切换控制方法，其特征在于，所述增程式电动汽车包括驱动电机、由发电机和发动机构成的增程器，所述方法包括以下步骤：, 获取电动汽车的油门踏板信号和制动踏板信号；, 对所述油门踏板信号和制动踏板信号进行扭矩需求解析以获得所述驱动电机的需求扭矩，并根据所述驱动电机的需求扭矩获取所述电动汽车的需求功率；, 检测所述电动汽车的动力电池SOC，并获取所述电动汽车的当前车速；, 根据所述动力电池SOC、所述电动汽车的当前车速和所述电动汽车的需求功率对所述电动汽车进行模式切换控制，其中，, 判断所述电动汽车的当前车速是否小于预设的临界车速；, 如果所述电动汽车的当前车速小于所述预设的临界车速，则控制所述电动汽车进入功率跟随控制模式，以使所述增程器的发电功率满足所述电动汽车的需求功率；, 当所述电动汽车的当前车速大于等于所述预设的临界车速时，控制所述发动机工作于预设的最优经济区间，并判断所述电动汽车的需求功率是否大于所述预设的最优经济区间对应的功率；, 如果所述电动汽车的需求功率大于所述预设的最优经济区间对应的功率，则进一步判断所述动力电池SOC是否小于第一预设值；, 如果所述动力电池SOC小于第一预设值，则控制所述电动汽车进入所述功率跟随控制模式；, 如果所述动力电池SOC大于等于所述第一预设值，则控制所述电动汽车进入共同驱动控制模式，以使动力电池放电与增程器发电共同控制所述驱动电机。, \n \n, 2.如权利要求1所述的增程式电动汽车的模式切换控制方法，其特征在于，当所述电动汽车的需求功率小于等于所述预设的最优经济区间对应的功率时，根据所述动力电池SOC、所述电动汽车的当前车速和所述电动汽车的需求功率对所述电动汽车进行模式切换控制，还包括：, 判断所述动力电池SOC是否大于第二预设值，其中，所述第二预设值大于所述第一预设值；, 如果所述动力电池SOC大于所述第二预设值，则控制所述电动汽车进入所述功率跟随控制模式；, 如果所述动力电池SOC小于等于所述第二预设值，则控制所述电动汽车进入驱动充电控制模式，以使增程器发电控制所述驱动电机的同时给动力电池充电。, 3.一种增程式电动汽车的模式切换控制系统，其特征在于，所述增程式电动汽车包括驱动电机、由发电机和发动机构成的增程器，所述系统包括：, 电池管理器，所述电池管理器用于检测所述电动汽车的动力电池SOC；, 发电机控制器，所述发电机控制器与所述发电机相连；, 发动机控制器，所述发动机控制器与所述发动机相连；, 驱动电机控制器，所述驱动电机控制器与所述驱动电机相连；, 整车控制器，所述整车控制器分别与所述电池管理器、所述发电机控制器和所述发动机控制器进行通讯，所述整车控制器内集成有与所述驱动电机控制器相连的混合动力控制模块，所述整车控制器用于获取电动汽车的油门踏板信号和制动踏板信号、所述电动汽车的当前车速，并对所述油门踏板信号和制动踏板信号进行扭矩需求解析以获得所述驱动电机的需求扭矩，以及根据所述驱动电机的需求扭矩获取所述电动汽车的需求功率，并根据所述动力电池SOC、所述电动汽车的当前车速和所述电动汽车的需求功率分别通过所述发电机控制器对所述发电机进行控制、通过所述发动机控制器对所述发动机进行控制和通过所述驱动电机控制器对所述驱动电机进行控制，以对所述电动汽车进行模式切换控制；, 所述整车控制器，还用于判断所述电动汽车的当前车速是否小于预设的临界车速，并在所述电动汽车的当前车速小于所述预设的临界车速时控制所述电动汽车进入功率跟随控制模式，以使所述增程器的发电功率满足所述电动汽车的需求功率，其中，当所述电动汽车的当前车速大于等于所述预设的临界车速时，所述整车控制器还用于通过所述发动机控制器控制所述发动机工作于预设的最优经济区间，并判断所述电动汽车的需求功率是否大于所述预设的最优经济区间对应的功率，以及在所述电动汽车的需求功率大于所述预设的最优经济区间对应的功率时进一步判断所述动力电池SOC是否小于第一预设值，其中，, 如果所述动力电池SOC小于第一预设值，所述整车控制器则控制所述电动汽车进入所述功率跟随控制模式；, 如果所述动力电池SOC大于等于所述第一预设值，所述整车控制器则控制所述电动汽车进入共同驱动控制模式，以使动力电池放电与增程器发电共同控制所述驱动电机。, \n \n, 4.如权利要求3所述的增程式电动汽车的模式切换控制系统，其特征在于，当所述电动汽车的需求功率小于等于所述预设的最优经济区间对应的功率时，所述整车控制器还用于判断所述动力电池SOC是否大于第二预设值，其中，所述第二预设值大于所述第一预设值，, 如果所述动力电池SOC大于所述第二预设值，所述整车控制器则控制所述电动汽车进入所述功率跟随控制模式；, 如果所述动力电池SOC小于等于所述第二预设值，所述整车控制器则控制所述电动汽车进入驱动充电控制模式，以使增程器发电控制所述驱动电机的同时给动力电池充电。, 5.一种增程式电动汽车，其特征在于，包括如权利要求3-4中任一项所述的增程式电动汽车的模式切换控制系统。 | CN | China | Active | B | True |
| 189 | 电动汽车远程热管理控制方法、装置、系统及存储介质 \n | CN111769240B | NaN | 本发明公开了一种电动汽车远程热管理控制方法、装置、系统及存储介质，该方法包括：获取用户端发送的包括预计出发时间、预计目的地位置和预计驾驶模式等预约信息的预约用车指令；基于预约信息和获取到的当前停车点位置，确定待使用车辆在本次行程中的预测环境温度和预测行驶时长；基于预计驾驶模式、预测环境温度和预测行驶时长，确定本次热管理模式和本次电池目标温度；基于预计出发时间，确定本次热管理启动时间和本次热管理启动时长；通过动力域控制器根据上述确定的热管理控制信息，控制待使用车辆的热泵系统对待使用车辆进行热管理。采用本发明实施例，能在提高车辆使用的舒适性、增大车辆的续航能力的同时，减少不必要的能量浪费。 | CN:202010429477.7A | https://patentimages.storage.googleapis.com/27/89/aa/a82a0ce0d2800c/CN111769240B.pdf | CN:111769240:B | 王玮, 李超, 牛大伟 | China Express Jiangsu Technology Co Ltd | NaN | Not available | 2022-10-18 | 1.一种电动汽车远程热管理控制方法，其特征在于，包括：, 获取用户端发送的预约用车指令；其中，所述预约用车指令包括用户设置的预约信息；所述预约信息包括预计出发时间、预计目的地位置和预计驾驶模式；, 获取待使用车辆的当前停车点位置；, 基于所述预约信息和所述当前停车点位置，确定所述待使用车辆在本次行程中的预测环境温度和预测行驶时长；, 基于所述预计驾驶模式、所述预测环境温度和所述预测行驶时长，确定本次热管理模式和本次电池目标温度；, 基于所述预计出发时间，确定本次热管理启动时间和本次热管理启动时长；, 将热管理控制信息通过车载T-Box发送至所述待使用车辆的动力域控制器，使得所述动力域控制器根据所述热管理控制信息，控制所述待使用车辆的热泵系统对所述待使用车辆进行热管理；其中，所述热管理控制信息包括所述本次热管理启动时间、所述本次热管理启动时长、所述本次热管理模式和所述本次电池目标温度；所述热管理包括电池热管理；, 其中，所述基于所述预计驾驶模式、所述预测环境温度和所述预测行驶时长，确定本次热管理模式和本次电池目标温度，具体包括：, 根据所述预测环境温度、第一温度阈值和第二温度阈值之间的大小关系，确定本次热管理模式；其中，所述第一温度阈值小于或等于所述第二温度阈值；, 基于驾驶模式、热管理模式和电池最低工作温度之间的对应关系，根据所述预计驾驶模式和所述本次热管理模式，确定本次电池最低工作温度；, 根据所述预测环境温度和所述预测行驶时长，确定所述待使用车辆完成本次行程后的温度变化预测值；, 根据所述温度变化预测值和所述本次电池最低工作温度，计算本次电池目标温度。, 2.如权利要求1所述的电动汽车远程热管理控制方法，其特征在于，所述基于所述预计出发时间，确定本次热管理启动时间和本次热管理启动时长，具体包括：, 获取预约时间；, 计算所述预约时间和所述预计出发时间之间的时间差；, 根据所述时间差与时间阈值之间的大小关系，确定本次热管理启动时间和本次热管理启动时长。, 3.如权利要求1所述的电动汽车远程热管理控制方法，其特征在于，所述预约信息还包括乘员舱目标温度；, 则所述热管理控制信息还包括所述乘员舱目标温度；所述热管理还包括乘员舱热管理。, 4.如权利要求3所述的电动汽车远程热管理控制方法，其特征在于，所述将热管理控制信息通过车载T-Box发送至所述待使用车辆的动力域控制器前，还包括步骤：, 获取所述待使用车辆的乘员舱当前温度；, 获取所述待使用车辆的乘员舱温度由所述乘员舱当前温度调节到所述乘员舱目标温度的所需时长；, 根据所述所需时长，对所述本次热管理启动时间和所述本次热管理启动时长进行修正。, 5.如权利要求1所述的电动汽车远程热管理控制方法，其特征在于，所述将热管理控制信息通过车载T-Box发送至所述待使用车辆的动力域控制器前，还包括步骤：, 获取所述用户的驾驶行为数据；, 根据所述用户的驾驶行为数据，确定电池温度调整量；, 根据所述电池温度调整量，对所述本次电池目标温度进行修正。, 6.如权利要求1所述的电动汽车远程热管理控制方法，其特征在于，所述将热管理控制信息通过车载T-Box发送至所述待使用车辆的动力域控制器，使得所述动力域控制器根据所述热管理控制信息，控制所述待使用车辆的热泵系统对所述待使用车辆进行热管理后，还包括步骤：, 当到达所述预计出发时间时，判断所述待使用车辆是否进入行驶状态；, 当判断到所述待使用车辆未进入行驶状态时，通过所述车载T-Box发送热管理延时指令至所述待使用车辆的动力域控制器，使得所述动力域控制器根据所述热管理延时指令和所述热管理控制信息，控制所述待使用车辆的热泵系统对所述待使用车辆进行热管理；其中，所述热管理延时指令包括热管理延长时间。, 7.一种电动汽车远程热管理控制装置，其特征在于，包括：, 预约用车指令获取模块，用于获取用户端发送的预约用车指令；其中，所述预约用车指令包括用户设置的预约信息；所述预约信息包括预计出发时间、预计目的地位置和预计驾驶模式；, 当前停车点位置获取模块，用于获取待使用车辆的当前停车点位置；, 数据预测模块，用于基于所述预约信息和所述当前停车点位置，确定所述待使用车辆在本次行程中的预测环境温度和预测行驶时长；, 第一控制信息获取模块，用于基于所述预计驾驶模式、所述预测环境温度和所述预测行驶时长，确定本次热管理模式和本次电池目标温度；, 第二控制信息获取模块，用于基于所述预计出发时间，确定本次热管理启动时间和本次热管理启动时长；, 热管理控制模块，用于将热管理控制信息通过车载T-Box发送至所述待使用车辆的动力域控制器，使得所述动力域控制器根据所述热管理控制信息，控制所述待使用车辆的热泵系统对所述待使用车辆进行热管理；其中，所述热管理控制信息包括所述本次热管理启动时间、所述本次热管理启动时长、所述本次热管理模式和所述本次电池目标温度；所述热管理包括电池热管理；, 其中，所述第一控制信息获取模块具体包括：, 本次热管理模式确定单元，用于根据所述预测环境温度、第一温度阈值和第二温度阈值之间的大小关系，确定本次热管理模式；其中，所述第一温度阈值小于或等于所述第二温度阈值；, 电池最低工作温度确定单元，用于基于驾驶模式、热管理模式和电池最低工作温度之间的对应关系，根据所述预计驾驶模式和所述本次热管理模式，确定本次电池最低工作温度；, 温度变化预测值确定单元，用于根据所述预测环境温度和所述预测行驶时长，确定所述待使用车辆完成本次行程后的温度变化预测值；, 本次电池目标温度计算单元，用于根据所述温度变化预测值和所述本次电池最低工作温度，计算本次电池目标温度。, 8.如权利要求7所述的电动汽车远程热管理控制装置，其特征在于，所述第二控制信息获取模块具体包括：, 预约时间获取单元，用于获取预约时间；, 时间差计算单元，用于计算所述预约时间和所述预计出发时间之间的时间差；, 第二控制信息确定单元，用于根据所述时间差与时间阈值之间的大小关系，确定本次热管理启动时间和本次热管理启动时长。, 9.如权利要求7所述的电动汽车远程热管理控制装置，其特征在于，所述预约信息还包括乘员舱目标温度；, 则所述热管理控制信息还包括所述乘员舱目标温度；所述热管理还包括乘员舱热管理。, 10.如权利要求9所述的电动汽车远程热管理控制装置，其特征在于，还包括第一控制信息修正模块；, 其中，所述第一控制信息修正模块具体包括：, 乘员舱当前温度获取单元，用于获取所述待使用车辆的乘员舱当前温度；, 所需时长获取单元，用于获取所述待使用车辆的乘员舱温度由所述乘员舱当前温度调节到所述乘员舱目标温度的所需时长；, 第一信息修正单元，用于根据所述所需时长，对所述本次热管理启动时间和所述本次热管理启动时长进行修正。, 11.如权利要求7所述的电动汽车远程热管理控制装置，其特征在于，还包括第二控制信息修正模块；, 其中，所述第二控制信息修正模块具体包括：, 驾驶行为数据获取单元，用于获取所述用户的驾驶行为数据；, 电池温度调整量确定单元，用于根据所述用户的驾驶行为数据，确定电池温度调整量；, 第二信息修正单元，用于根据所述电池温度调整量，对所述本次电池目标温度进行修正。, 12.如权利要求7所述的电动汽车远程热管理控制装置，其特征在于，还包括热管理延时控制模块；, 其中，所述热管理延时控制模块具体包括：, 车辆状态判断单元，用于当到达所述预计出发时间时，判断所述待使用车辆是否进入行驶状态；, 延时控制单元，用于当判断到所述待使用车辆未进入行驶状态时，通过所述车载T-Box发送热管理延时指令至所述待使用车辆的动力域控制器，使得所述动力域控制器根据所述热管理延时指令和所述热管理控制信息，控制所述待使用车辆的热泵系统对所述待使用车辆进行热管理；其中，所述热管理延时指令包括热管理延长时间。, 13.一种电动汽车远程热管理控制系统，其特征在于，包括用户端、云平台，以及待使用车辆的车载T-Box、动力域控制器和热泵系统；其中，, 所述用户端，用于获取用户设置的预约信息，根据所述预约信息生成预约用车指令，并将所述预约用车指令发送至所述云平台；其中，所述预约信息包括预计出发时间、预计目的地位置和预计驾驶模式；, 所述云平台，包括如权利要求7-12任一项所述的电动汽车远程热管理控制装置。, 14.如权利要求13所述的电动汽车远程热管理控制系统，其特征在于，还包括所述待使用车辆的电池管理系统；其中，, 所述电池管理系统，用于在检测到所述待使用车辆与充电设备处于正常连接状态时，生成连接状态确认信息并发送至所述用户端；, 所述用户端具体包括：, 连接状态确认信息接收模块，用于接收所述连接状态确认信息；, 档位状态获取模块，用于获取所述待使用车辆的当前档位；, 预约信息获取模块，用于获取用户设置的预约信息；, 预约用车指令生成模块，用于在判断到满足预约条件时，根据所述预约信息生成预约用车指令，并将述预约用车指令发送至所述云平台；, 其中，所述预约条件包括：, 当前已接收到所述连接状态确认信息；以及，, 所述待使用车辆的当前档位为P档；以及，, 所述预计出发时间不等于预设的出发时间默认值；以及，, 当前时间与所述预计出发时间之间的时间差大于预设时间差阈值。, 15.一种电动汽车远程热管理控制装置，其特征在于，包括处理器、存储器以及存储在所述存储器中且被配置为由所述处理器执行的计算机程序，所述处理器执行所述计算机程序时实现如权利要求1-6中任意一项所述的电动汽车远程热管理控制方法。, 16.一种计算机可读存储介质，其特征在于，所述计算机可读存储介质包括存储的计算机程序，其中，在所述计算机程序运行时控制所述计算机可读存储介质所在设备执行如权利要求1-6中任意一项所述的电动汽车远程热管理控制方法。 | CN | China | Active | B | True |
| 190 | Electric work vehicle, battery pack for electric work vehicle and contactless charging system \n | US10029551B2 | This application claims priority to Japanese Patent Application Nos. 2015-224090 and 2015-224091, both filed Nov. 16, 2015, and Japanese Patent Application No. 2016-065374 filed Mar. 29, 2016, the disclosures of which are hereby incorporated in their entirety by reference.\nField of the Invention\nThe present invention relates to an electric work vehicle such as an electric mower, a battery pack for an electric work vehicle, and a contactless charging system.\nDescription of Related Art\nIn the field of passenger vehicles, electric vehicles that travel using the rotational force of an electric motor have started to become widespread. In such a case, a battery is mounted in the vehicle as the power source of the electric motor. The battery temperature needs to be kept at a suitable temperature in order to maintain the performance of the battery, and therefore a cooling structure is often included in the battery. For example, with a vehicle battery pack disclosed in JP 2014-075181 A, a battery cell group, which is multiple battery cells, and a cooling fan that allows air to flow to the battery cell group are accommodated in a case. In the case, an inlet through which air is guided from the outside into the case, and an outlet through which air is discharged to the outside of the case are formed. Air flow that occurs due to the cooling fan being driven so as to rotate passes through an air suction flow path that extends in the gaps between the battery cells and in a bottom portion space between the inner side bottom surface of the case and the bottom surface of the battery cell group. In other words, the cooling air guided from the outside of the vehicle to the inside of the case through the inlet is discharged from the outlet to the outside of the case via the air suction flow path, the bottom portion space, and the gaps between the battery cells. Furthermore, multiple heat radiating fins that protrude downward are provided on the lower surface of the case.\nHowever, in a work vehicle that travels while performing work, as with a mower, a rice transplanter, a tractor, or the like, the surrounding environment for work travel is worse compared to the surrounding environment of an automobile or the like, and if cooling air is taken in from the surroundings, waste such as cut grass or straw tends to be mixed in with the cooling air, which causes the problem of clogging of the cooling air passage.\nIn view of the foregoing circumstances, there has been demand for a battery pack having a structure that is suitable for an electric work vehicle that performs work travel in a surrounding environment in which foreign matter such as grass or straw is floating. In such a case, if multiple battery modules are included in such a battery pack, it is also important to make the temperatures of the battery modules as uniform as possible.\nWO 2013/015171 A1 discloses a lawnmower in which a left and right pair of rear wheels are driven independently by a left and right pair of motors. The left and right pair of rear wheels are supported by a rear axle case extending therebetween. A gear case extends from a central portion of the rear axle case, perpendicular to the direction in which the rear axle case extends, a left-side motor is furthermore equipped on the left side so as to extend in the vehicle lateral direction from the leading end of the gear case, and a right-side motor is furthermore equipped on the right side so as to extend in the vehicle lateral direction from the leading end of the gear case. The rotational power of the motors is transmitted to an axle mounted in the rear axle case via a power transmission mechanism mounted in the gear case. As is apparent from FIG. 2 of WO 2013/015171 A1, a left and right pair of motors that extend linearly in the vehicle body lateral direction and a rear axle case that extends linearly in the vehicle body lateral direction are joined at respective central portions by a gear case that extends in the vehicle body front-rear direction. Accordingly, the case structure in which a mechanism for transmitting the power from the motors to the rear wheels is mounted has a rather complicated shape, and causes an increase in cost. Furthermore, since the left and right pair of motors are arranged inside of the vehicle body frame and the battery is arranged between the left and right pair of motors, there is a problem in that a large-sized battery cannot be used.\nJP 2008-168869 A (or US 2009/0000839 A1 corresponding thereto) discloses a hybrid lawnmower in which a left motor that drives a left rear wheel and a right motor that drives a right rear wheel are each attached to the outside of a frame, and an engine and a battery are arranged between the left motor and the right motor. The left motor and the right motor are wheel motors, and the rear wheel axle centers match the motor rotational axis center. With this structure, the engine and the battery pack, which have large weights, are located rearward of the rear wheel axle center, as a result of which the weight balance regarding the rear wheel axle center deteriorates. However, since the center of gravity of the left motor and the right motor is substantially on the rear wheel axle center, the left motor and the right motor cannot improve the deterioration of the weight balance.\nIn view of the foregoing circumstances, there has been demand for improvement of vehicle body balance and for ensurement of sufficient battery space in an electric work vehicle including a left motor that drives a left rear wheel and a right motor that drives a right rear wheel.\nWith a forklift disclosed in JP 2014-082339 A, a primary-side contactless power supply pad (primary-side coil) laid on the ground surface and a secondary-side contactless power supply pad (secondary-side coil) that receives power through electromagnetic coupling are provided between a front wheel and a rear wheel on one side of the lower surface of the forklift. In the case where a forklift mechanism serving as a work apparatus attached to a traveling vehicle body is arranged forward of the front wheels, as with a forklift, there is relative spatial leeway below the vehicle body between the front wheels and the rear wheels, and therefore the secondary-side coil can be arranged between the front wheels and the rear wheels. The primary-side coil is provided on the ground surface or on a support platform arranged on the ground surface.\nWith an electric mower, a mower unit serving as the work apparatus attached to the traveling vehicle body is arranged forward of the rear wheels, and therefore there is little space that can be used freely below the vehicle body frame in the region forward of the rear wheels, or in other words, in the region near the ground surface. Also, because the weight of the battery pack is large, for the stability of the vehicle body, it is preferable to arrange the battery pack at a low position on the vehicle body. Because of this, in a contactless charging system used in an electric work vehicle such as an electric mower, suitable arrangement of the battery pack, the primary-side coil, and the secondary-side coil is important.\n[1] In order to solve the problem stated in the “First Related Art”, an electric work vehicle battery pack includes: a sealed battery case including a front case portion and a rear case portion; a horizontal partitioning wall that divides an interior of the front case portion into a first space and a second space in a vertical direction, and divides an interior of the rear case portion into a third space and a fourth space in the vertical direction; a battery electric unit accommodated in one of the first space, the second space, the third space and the fourth space; and a battery module accommodated in each of the remaining spaces among the first space, the second space, the third space and the fourth space.\nNote that “sealed” above does not mean that the interior space of the battery case is kept in a completely airtight state, but is used as a term with a broader meaning that encompasses a loosely airtight state in which the flow of outside air to the interior space is suppressed and the outside air temperature and the temperature of the interior space are not easily equalized.\nAlso, the phrases “first space”, “second space”, “third space”, and “fourth space” do not limit the number of divided spaces to four, and the battery case may be further divided into a fifth space, a sixth space, and the like.\nIn this configuration, the interior of the sealed battery case is divided into multiple spaces by a horizontal partitioning wall, a battery electric unit is arranged in one space, and battery modules are arranged in the remaining spaces. Thus, waste such as cut grass or straw substantially does not enter the interior of the battery case. Also, because the interior of the battery case is divided vertically by the horizontal partitioning wall, the heat emitted from the multiple battery modules is prevented from being focused on the roof region of the battery case.\nAs a particularly preferable embodiment, a circulation fan configured to create a circulated air flow that circulates through the first space, the second space, the third space and the fourth space is included. In this configuration, multiple battery modules and a circulation fan are accommodated in a sealed manner in one battery case, and by circulating the air in the case internal space using the circulation fan and suppressing the entrance of outside air by sealing the battery case, the temperature of the case internal space is uniformized while foreign matter from the outside is prevented from entering. In this case, when the electric unit and the battery modules are arranged such that the cooling air created by the circulation fan passes through the electric unit and the battery modules in sequence, the temperature distribution of the battery modules can be made as uniform as possible. Accordingly, the temperature distribution of the battery module is easier to make uniform, and the battery modules electrically operate efficiently.\nNote that the scope of the present invention extends also to an electric work vehicle in which the above-described battery pack is mounted.\n[2] In order to solve the problem stated in the “Second Related Art”, an electric work vehicle that includes a left motor and a right motor that receive a supply of power from a battery pack, and that performs travel work by using the left motor to drive a left rear wheel and using the right motor to drive a right rear wheel includes: a left frame and a right frame that extend in a vehicle body front-rear direction with an interval therebetween in a vehicle body lateral direction; a rear wheel unit having a left rear wheel arranged outside of the left frame in the vehicle body lateral direction and a right rear wheel arranged outside of the right frame in the vehicle body lateral direction; a battery pack arranged between the left rear wheel and the right rear wheel, a front end of the battery pack being located forward of an axle center of the rear wheel unit in the vehicle body front-rear direction; a left motor that is arranged above the battery pack in the periphery of the left rear wheel and is configured to receive a supply of power from the battery pack and transmit rotational power to the left rear wheel; and a right motor that is arranged above the battery pack in the periphery of the right rear wheel and is configured to receive a supply of power from the battery pack and transmit rotational power to the right rear wheel.\nWith this configuration, due to the fact that the front end portion of the battery pack is located further forward relative to the rear wheel axle, the center of gravity of the battery pack does not deviate significantly from the rear wheel axle in a side view even if the battery pack is lengthened and the rear end portion thereof is located rearward. Therefore, adverse effects that the weight of the battery pack has on the vehicle body balance of the vehicle body are reduced. Also, by arranging the left motor and the right motor above the battery pack, the space above the battery pack is used effectively, the overall length of the vehicle body is suppressed, and an increase in compactness is possible.\nIn this case, if the battery pack is arranged such that the center of gravity of the battery pack is within a rear wheel segment defined by the left rear wheel and the right rear wheel in the vehicle body front-rear direction and the vehicle body lateral direction in plan view, adverse effects that the battery pack has on the stability of the vehicle body can mostly be ignored. The rear wheel segment in this context is a rectangle that is centered about the rear axle center, which is the axle center of the rear wheels, and is obtained by using the rear wheel radius as the length of one side in the vehicle body front-rear direction and by using the interval between the left rear wheel and the right rear wheel as the length of the other side. More preferably, the center of gravity of the battery pack is located on a center line in the vehicle body front-rear direction and is within the length of the radius of the rear wheel from the rear axle center in the vehicle body front-rear direction. Accordingly, the weight of the battery pack contributes to the stability of the vehicle body.\nFrom the viewpoint of the stability of the vehicle body, it is desirable that the battery pack, which is a heavy load, is arranged at a low position. However, if the above-ground height of the battery pack is low, an inconvenience occurs in which the rear end portion of the battery pack comes into contact with the ground surface during off-road travel or uphill travel. In order to eliminate this inconvenience and ensure that the center of gravity of the battery pack is as low as possible, it is desirable to lower the above-ground height of the front portion of the battery pack and raise the above-ground height of the rear portion of the battery pack. For this reason, in a preferred embodiment of the present invention, the battery pack includes a front-side rectangular cuboid portion and a rear-side rectangular cuboid portion shifted upward relative to the front-side rectangular cuboid portion, and is formed as a level-difference three-dimensional shape having level differences on an upper surface and a lower surface of the battery pack between the front-side rectangular cuboid portion and the rear-side rectangular cuboid portion. In particular, in order to suppress contact with the ground surface during off-road travel or uphill travel, it is preferable that the rear end of the battery pack is located rearward of the rear wheel unit in the vehicle body front-rear direction, and the above-ground height of the rear end of the battery pack is configured to be higher than the above-ground height of the rear axle case.\n[3] In order to solve the problem stated in the “Third Related Art”, a contactless charging system for an electric work vehicle includes: a primary coil unit that includes a coil power supply circuit portion and a primary coil arranged above the coil power supply circuit portion, and is arranged on a ground surface; a battery pack arranged at a rear portion of a vehicle body frame, between a left and right pair of rear wheels; a secondary coil that electromagnetically couples with the primary coil; a charging circuit portion configured to rectify power from the secondary coil and supply the rectified power to the battery pack; and a coil support member for arranging the secondary coil below the battery pack.\nWith this configuration, a primary coil unit having a coil power supply circuit portion and a primary coil is arranged on a ground surface side, and a secondary coil unit that electromagnetically couples with the primary coil is attached on the vehicle body side of the electric work vehicle. With the coil support member, the secondary coil is arranged below the battery pack, which is arranged between the left and right pair of rear wheels in the rear portion of the vehicle body frame. In order to avoid contact with an obstacle that exists on the ground surface during travel, the secondary coil is arranged at a position that is as high from the ground as possible, and therefore the position of the primary coil needs to be made higher. With this configuration, the primary coil unit has a two-stage structure, the coil power supply circuit portion being arranged on the lower stage, and the primary coil unit being arranged on the upper stage. Therefore, the primary coil unit is at a high position from the ground surface, which is structurally convenient.\nThe charging circuit portion includes a rectifier through which a large current flows, and has a relatively large shape. Therefore, the charging circuit portion requires a wide and stable installation location. For this reason, in a preferred embodiment according to the present invention, the charging circuit portion is attached to an upper portion of the battery pack. Due to the fact that the outer shape of the battery pack is relatively simple, as with a rectangular cuboid or a combination of rectangular cuboids, the upper portion of the battery pack is relatively wide and flat, and therefore the charging circuit portion is stably attached to the upper portion.\nFurthermore, in one preferred embodiment of the present invention, a recessed portion is formed at a rear-side lower portion of the battery pack and the secondary coil is arranged in the recessed portion. Accordingly, the surroundings of the secondary coil are at least partially protected by the battery pack, which has a high rigidity, and therefore damage or the like caused by contact with an outside object is suppressed.\nIf the air pressure of the rear tires fluctuates or if the weight of additional freight fluctuates, the above-ground height of the secondary coil attached to the electric work vehicle side will change, and the interval between the primary coil and the secondary coil will deviate from an optimal value. This adversely affects the charging efficiency, and therefore the interval between the primary coil and the secondary coil needs to be brought near the optimal value. For this purpose, in one preferred embodiment of the present invention, the primary coil unit is provided with an elevation mechanism configured to raise and lower the primary coil. With the elevation mechanism, the above-ground height of the primary coil can be adjusted, and the interval between the primary coil and the secondary coil can be set to the optimal value.\nIn a preferred embodiment of an electric mower in which a contactless charging system is incorporated, a mower unit hangs down elevatably at a front portion of the vehicle body frame, and an electric motor unit configured to drive the rear wheels using power supplied from the battery pack via a motor power supply circuit portion is arranged forward of an axle center of the rear wheels, between the rear wheels. With this configuration, with the mower unit and the electric motor unit, it is possible to solve the problem in which the center of gravity of the vehicle body is located rearward in the vehicle body and the vehicle body balance deteriorates due to the battery pack being arranged on the rear portion of the vehicle body frame.\nFurthermore, in one preferred embodiment of the electric mower, the electric motor unit includes a left motor that drives one rear wheel via a left transmission, and a right motor that drives the other rear wheel via a right transmission, the left motor and the left transmission being arranged between the one rear wheel and the battery pack, and the right motor and the right transmission being arranged between the other rear wheel and the battery pack. With this configuration, stability of the vehicle body and compactness of the travel power transmission system are achieved by consolidating heavy loads such as the electric motor unit and the transmission, which constitute the travel power transmission system, near the axle center of the rear wheel.\nThe mower unit is near the ground surface during mowing work travel, and is pulled up to its highest position away from the ground during non-work travel. The mower unit is located forward in the vehicle body relative to the secondary coil, and therefore fulfills the role of a guard for the secondary coil during travel. For this reason, it is preferable that the lower surface of the mower unit at the highest position is set to be lower than the lower surface of the secondary coil.\nOther features and advantages will become apparent upon reading the embodiments described below with reference to the accompanying drawings.\n FIG. 1 is a diagram showing a first embodiment (same through to FIG. 9), and is a partially cut-away perspective view showing a basic structure of a battery pack.\n FIG. 2 is a side view schematically showing a relationship between the battery pack mounted in an electric work vehicle and rear wheels.\n FIG. 3 is a plan view schematically showing a relationship between the battery pack mounted in the electric work vehicle and the rear wheels.\n FIG. 4 is a side view of a riding electric mower, which is an example of an electric work vehicle.\n FIG. 5 is a plan view of the riding electric mower.\n FIG. 6 is a schematic view showing a vehicle body frame, the battery pack, and a driving mechanism for a rear wheel unit.\n FIG. 7 is a schematic view of the battery pack.\n FIG. 8 is a view in vertical section of the battery pack.\n FIG. 9 is an exploded view of a battery case.\n FIG. 10 is a diagram showing a second embodiment (same through to FIG. 16), and is a side view schematically showing a basic configuration of an electric work vehicle in which a contactless charging system is incorporated.\n FIG. 11 is a plan view schematically showing a basic configuration of the electric work vehicle in which the contactless charging system is incorporated.\n FIG. 12 is a functional block diagram showing a basic configuration of an electric circuit of the contactless charging system.\n FIG. 13 is a side view of an electric mower.\n FIG. 14 is a plan view of the electric mower.\n FIG. 15 is a perspective view showing a support structure for the battery pack, an electric motor unit, and a transmission in the vehicle body frame.\n FIG. 16 is a view in vertical section showing a region of the battery pack and the contactless charging system.\nIn the description hereinafter, unless explicitly described otherwise, a “vehicle body front-rear direction” is a direction of a vehicle body central axis (also referred to as “vehicle body longitudinal axis”) that extends in a horizontal direction along a travel direction of the vehicle body on which a battery pack is mounted. A “vehicle body lateral direction” (also referred to simply as “lateral direction”) is a direction that extends in the horizontal direction, orthogonal to the vehicle body central axis. “Front (forward)” means on the forward side in the vehicle body front-rear direction, and “rear (rearward)” means on the reverse side in the vehicle body front-rear direction. “Left (leftward)” means left when facing the vehicle body forward direction, and “right (rightward)” means right when facing the vehicle body forward direction.\nPrior to describing specific embodiments of the battery pack relating to the present invention, a basic structure of the battery pack mounted in the electric work vehicle will be described with reference to FIG. 1, and a basic arrangement of the battery pack at the time of mounting such a battery pack in the electric work vehicle will be described with reference to FIGS. 2 and 3.\nA battery pack 6 as shown in FIG. 1 includes a battery case 60, a horizontal partitioning wall 63, a battery electric unit 68 (a group of electric devices/accessories related to a battery; the collective nomination will be simply referred to as “electric unit 68” also) and multiple battery modules 6A. The battery case 60 is a sealed case including a front case portion 61 and a rear case portion 62. Note that in FIG. 1, the left side is defined as the front side (forward), and the right side is defined as the rear side (rearward). The front case portion 61 and the rear case portion 62 are not individual members, but are respective nominations of a front-side portion and a rear-side portion when considering the battery case 60 as being divided into a front-side portion and a rear-side portion. The battery case 60 is formed continuously by the front case portion 61 and the rear case portion 62. In the example as shown in FIG. 1, a region of transitioning from the front case portion 61 to the rear case portion 62 is inclined upward. Accordingly, the rear case portion 62 is shifted to the upper side relative to the front case portion 61 in the vertical direction, and the battery case 60 is a three-dimensional object having an upward level difference in the middle. This level difference is required due to restrictions on site such as an installation space or the like. Therefore, the battery case 60 may have a downward level difference, or there may be no level difference.\nThe horizontal partitioning wall 63 is a plate member that is provided so as to approximately divide the interior of the battery case 60 into two parts, namely an upper and a lower part. The interior of the front case portion 61 is divided in the up-down direction into a first space S1 and a second space S2 by the horizontal partitioning wall 63, and the interior of the rear case portion is divided in the up-down direction into a third space S3 and a fourth space S4 by the horizontal partitioning wall 63. The first space S1 and the third space S3 are in communication and form an upper portion space of the battery case. Similarly, the second space S2 and the fourth space S4 are in communication and form a lower portion space of the battery case. A front end gap G1 that allows air flow between the first space S1 and the second space S2 is formed between a front end 63 a of the horizontal partitioning wall 63 and a wall surface in front of the horizontal partitioning wall 63. A rear end gap G2 (FIG. 8) that allows air flow between the third space S3 and the fourth place S4 is formed between a rear end 63 b of the horizontal partitioning wall 63 and a wall surface behind the horizontal partitioning wall 63. Accordingly, an air circulation path is formed within the battery case 60 that extends from the first space S1, passes through the second space S2, the fourth space S4 and the third space S3, and returns to the first space S1.\nIn the example as shown in FIG. 1, the electric unit 68 is arranged in the first space S1, and one battery module 6A is arranged in each one of the second space S2, the third space S3 and the fourth space S4. The battery module 6A is formed by a number of battery cells 6 a. Furthermore, a circulation fan 69 is arranged in the first space S1 so as to send air from the first space S1 to the third space S3. Accordingly, a flow path for circulated air is created, on which air passes through the first space S1, the third space S3, the fourth space S4, the second space S2 and back to the first space S1 in the stated order. The flow of the circulated air not only cools the electric unit 68, but also uniformizes the temperatures of the second space S2, the third space S3 and the fourth space S4, in which the battery modules 6A are arranged. Accordingly, malfunction of the battery module 6A caused by non-uniformity in the temperature distribution is prevented.\nThe battery case 60 is configured to be at least partially removable or has an opening formed therein to be closed by a lid, for the purpose of maintenance inspection of the electric unit 68 or the battery modules 6A.\n FIGS. 2 and 3 are a side view and a plan view, respectively, for illustrating a basic example of mounting the battery pack 6 as shown in FIG. 1 in the electric work vehicle. The electric work vehicle includes a vehicle body frame 20 that includes a left frame 21 and a right frame 22 that extend in the vehicle body front-rear direction with an interval therebetween in the vehicle body lateral direction, and at least one crossbeam 23 that connects the left frame 21 and the right frame 22. A left front wheel 11L and a right front wheel 11R that constitute a front wheel unit are arranged at a front portion of the vehicle body frame 20. A left rear wheel 12L and a right rear wheel 12R that constitute a rear wheel unit are arranged on a rear side relative to the center of the vehicle body frame 20. Hereinafter, if there is no particular need to make a distinction, the left front wheel 11L and the right front wheel 11R will be referred to collectively as “front wheel unit 11”, and the left rear wheel 12L and the right rear wheel 12R will be referred to collectively as “rear wheel unit 12”. A rear axle center Pr extends in a vehicle body lateral direction.\nThe battery pack 6 is arranged in a rear half region of the vehicle body frame 20 between the left frame 21 and the right frame 22. In a lateral side view, the front end of the battery pack 6 is located forward of the rear axle center Pr and approximately near the front end of the rear wheel unit 12. The rear end of the battery pack 6 is located approximately at the rear end of the vehicle body frame 20. As is apparent from FIG. 3, the battery pack 6 has a width sufficient to snugly fit the battery pack 6 between the left frame 21 and the right frame 22, and extends with an equal width in the vehicle body front-rear direction. Also, as is apparent from FIG. 2, the front half portion of the battery pack 6 is in the axle space of the rear wheel unit 12. As a more preferable mode of arranging the battery pack 6, the center of gravity of the battery pack 6 is in the region between the front end and the rear end of the rear wheel unit 12 on a center line in the vehicle body front-rear direction. In other words, the center of gravity of the battery pack 6 is within the distance of the rear wheel unit 12 from the rear axle center Pr in the vehicle body front-rear direction. Accordingly, the weight of the battery pack 6 contributes to the stability (favorable balance) of the vehicle body.\nFurthermore, the battery pack 6 has a shape in which the rear case portion 62 is shifted to the upper side relative to the front case portion 61 in the up-down direction. In other words, the battery pack 6 has a three-dimensional shape constituted by a front-side rectangular cuboid portion 6F and a rear-side rectangular cuboid portion 6B, and the rear-side rectangular cuboid portion 6B protrudes upward relative to the front-side cuboid portion 6F. In other words, an upward level difference is formed on the upper surface and the lower surface of the battery pack 6.\nAccordingly, an above-ground height Hb of the rear case portion 62 of the battery pack 6 is higher than an above-ground height Hf of the front case portion 61 of the battery pack 6. In the example as shown in FIG. 2, the above-ground height Hf of the front case portion 61 is approximately the same as the above-ground height of the lower end of the rear axle case 31 of the rear wheel unit 12. The above-ground height Hb of the rear case portion 62 of the battery pack 6 is higher than the above-ground height of the rear axle case 31 and is approximately the same as the above-ground height of the rear axle center Pr. The lowest above-ground height of the vehicle body frame 20 at the portion supporting the battery pack 6 approximately coincides with the lowest above-ground height of the battery pack 6. Due to the above-ground height Hf of the front case portion 61 being set to be lower, the center of gravity of the battery pack 6 is lower, and travel stability is more preferable. Also, due to the above-ground height Hb of the rear case portion 62 being set to be higher, the rear end of the battery pack 6 or the vehicle body frame 20 is less likely to collide with the ground surface or stones during uphill travel or off-road travel.\nThe left motor 4L that transmits the rotational power to the left rear wheel 12L is arranged near the front case portion 61 of the battery pack in the periphery of the left rear wheel 12L. The right motor 4R that transmits the rotational power to the right rear wheel 12R is arranged near the rear case portion 62 in the periphery of the right rear wheel 12R. The left motor 4L and the right motor 4R are arranged at left-right symmetrical positions. In order to create spaces for arranging the left motor 4L and the right motor 4R, the porti | An electric work vehicle includes: a battery pack that is arranged between a left rear wheel arranged outside of a left frame and a right rear wheel arranged outside of a right frame, the front end of the battery pack being located forward of an axle center of a rear wheel unit; a left motor that is arranged above the battery pack, in the periphery of the left rear wheel, receives a supply of power from the battery pack, and transmits rotational power to the left rear wheel; and a right motor that is arranged above the battery pack, in the periphery of the right rear wheel, receives a supply of power from the battery pack, and transmits rotational power to the right rear wheel. | US:15/352,059 | https://patentimages.storage.googleapis.com/b0/e3/6c/49b79b67f72e13/US10029551.pdf | US:10029551 | Hirokazu Ito, Kazuo Koike, Yasuhiro Manji | Kubota Corp | US:4174014, US:4267895, US:5156225, US:5704644, US:5639571, US:7926602, US:20160029555:A1, JP:2008168869:A, US:20090000839:A1, US:20140059989:A1, US:20120095636:A1, US:20120159916:A1, US:7771865, US:20090186266:A1, US:8464817, US:8776927, US:9346346, US:8789634, US:8717761, JP:2013021987:A, WO:2013015171:A1, US:9160042, US:20140338999:A1, US:20130252059:A1, JP:2014075181:A, JP:2014082339:A | 2022-07-26 | 2022-07-26 | 1. An electric work vehicle battery pack, comprising:\na sealed battery case including a front case portion and a rear case portion;\na horizontal partitioning wall that divides an interior of the front case portion into a first space and a second space in a vertical direction, and divides an interior of the rear case portion into a third space and a fourth space in the vertical direction;\na battery electric unit accommodated in one of the first space, the second space, the third space and the fourth space; and\na battery module accommodated in each of the remaining spaces among the first space, the second space, the third space and the fourth space.\n, a sealed battery case including a front case portion and a rear case portion;, a horizontal partitioning wall that divides an interior of the front case portion into a first space and a second space in a vertical direction, and divides an interior of the rear case portion into a third space and a fourth space in the vertical direction;, a battery electric unit accommodated in one of the first space, the second space, the third space and the fourth space; and, a battery module accommodated in each of the remaining spaces among the first space, the second space, the third space and the fourth space., 2. The electric work vehicle battery pack according to claim 1, further comprising a circulation fan configured to create a circulated air flow that circulates through the first space, the second space, the third space and the fourth space., 3. The electric work vehicle battery pack according to claim 2, wherein the circulation fan is accommodated in the same space as the battery electric unit., 4. The electric work vehicle battery pack according to claim 1, wherein the rear case portion is shifted upward relative to the front case portion, and the battery case has a level-difference three-dimensional shape in which a level difference is formed between the front case portion and the rear case portion., 5. The electric work vehicle battery pack according to claim 1, wherein the battery case is provided with an opening through which the battery electric unit is exposed to the outside and which is closed by a lid., 6. The electric work vehicle battery pack according to claim 1, wherein a cooling fin is formed on a wall surface of the battery case., 7. An electric work vehicle, comprising:\na battery pack mounted on a vehicle body;\na left frame and a right frame that extend in a vehicle body front-rear direction with an interval therebetween in a vehicle body lateral direction; and\na rear wheel unit having a left rear wheel that is arranged outside in the vehicle body lateral direction of the left frame, and a right rear wheel that is arranged outside in the vehicle body lateral direction of the right frame,\nwherein the battery pack comprises:\na sealed battery case including a front case portion and a rear case portion;\na horizontal partitioning wall that divides an interior of the front case portion into a first space and a second space in a vertical direction, and divides an interior of the rear case portion into a third space and a fourth space in the vertical direction;\na battery electric unit accommodated in one of the first space, the second space, the third space and the fourth space; and\na battery module accommodated in each of the remaining spaces among the first space, the second space, the third space and the fourth space, and\na front end of the battery pack is arranged between the left rear wheel and the right rear wheel so as to be located forward of an axle center of the rear wheel unit.\n, a battery pack mounted on a vehicle body;, a left frame and a right frame that extend in a vehicle body front-rear direction with an interval therebetween in a vehicle body lateral direction; and, a rear wheel unit having a left rear wheel that is arranged outside in the vehicle body lateral direction of the left frame, and a right rear wheel that is arranged outside in the vehicle body lateral direction of the right frame,, wherein the battery pack comprises:, a sealed battery case including a front case portion and a rear case portion;, a horizontal partitioning wall that divides an interior of the front case portion into a first space and a second space in a vertical direction, and divides an interior of the rear case portion into a third space and a fourth space in the vertical direction;, a battery electric unit accommodated in one of the first space, the second space, the third space and the fourth space; and, a battery module accommodated in each of the remaining spaces among the first space, the second space, the third space and the fourth space, and, a front end of the battery pack is arranged between the left rear wheel and the right rear wheel so as to be located forward of an axle center of the rear wheel unit., 8. An electric work vehicle, comprising:\na left frame and a right frame that extend in a vehicle body front-rear direction with an interval therebetween in a vehicle body lateral direction;\na rear wheel unit having a left rear wheel arranged outside of the left frame in the vehicle body lateral direction and a right rear wheel arranged outside of the right frame in the vehicle body lateral direction;\na battery pack arranged between the left rear wheel and the right rear wheel, a front end of the battery pack being located forward of an axle center of the rear wheel unit in the vehicle body front-rear direction;\na left motor that is arranged above the front end of the battery pack at a position on a vertical axis extending between the front end of the battery pack and the left motor in the periphery of the left rear wheel and is configured to receive a supply of power from the battery pack and transmit rotational power to the left rear wheel; and\na right motor that is arranged above the front end of the battery pack at a position on a vertical axis extending between the front end of the battery pack and the right motor in the periphery of the right rear wheel and is configured to receive a supply of power from the battery pack and transmit rotational power to the right rear wheel.\n, a left frame and a right frame that extend in a vehicle body front-rear direction with an interval therebetween in a vehicle body lateral direction;, a rear wheel unit having a left rear wheel arranged outside of the left frame in the vehicle body lateral direction and a right rear wheel arranged outside of the right frame in the vehicle body lateral direction;, a battery pack arranged between the left rear wheel and the right rear wheel, a front end of the battery pack being located forward of an axle center of the rear wheel unit in the vehicle body front-rear direction;, a left motor that is arranged above the front end of the battery pack at a position on a vertical axis extending between the front end of the battery pack and the left motor in the periphery of the left rear wheel and is configured to receive a supply of power from the battery pack and transmit rotational power to the left rear wheel; and, a right motor that is arranged above the front end of the battery pack at a position on a vertical axis extending between the front end of the battery pack and the right motor in the periphery of the right rear wheel and is configured to receive a supply of power from the battery pack and transmit rotational power to the right rear wheel., 9. The electric work vehicle according to claim 8, wherein in a plan view, a center of gravity of the battery pack is located in a rear wheel segment defined by the left rear wheel and the right rear wheel in the vehicle body front-rear direction and the vehicle body lateral direction., 10. The electric work vehicle according to claim 8, wherein the battery pack includes a front-side rectangular cuboid portion and a rear-side rectangular cuboid portion shifted upward relative to the front-side rectangular cuboid portion, and has a level-difference three-dimensional shape having level differences on an upper surface and a lower surface of the battery pack between the front-side rectangular cuboid portion and the rear-side rectangular cuboid portion., 11. The electric work vehicle according to claim 8, further comprising a rear axle case through which the axle center of the rear wheel unit passes in the vehicle lateral direction,\nwherein a rear end of the battery pack is located rearward of the rear wheel unit in the vehicle body front-rear direction, and\nan above-ground height of the rear end of the battery pack is higher than an above-ground height of the rear axle case.\n, wherein a rear end of the battery pack is located rearward of the rear wheel unit in the vehicle body front-rear direction, and, an above-ground height of the rear end of the battery pack is higher than an above-ground height of the rear axle case., 12. The electric work vehicle according to claim 8, further comprising a front wheel unit including a left front wheel that is arranged on an outer side of the left frame in the vehicle body lateral direction, and a right front wheel that is arranged on an outer side of the right frame in the vehicle body lateral direction,\nwherein a mower unit is arranged between the front wheel unit and the rear wheel unit.\n, wherein a mower unit is arranged between the front wheel unit and the rear wheel unit., 13. The electric work vehicle according to claim 12, further comprising a work motor configured to supply power to the mower unit, the work motor being arranged on a front side with respect to the front end of the battery pack in the vehicle body front-rear direction., 14. The electric work vehicle according to claim 8, wherein\na left transmission case is arranged on an outer side of the left frame in the vehicle body lateral direction, the left transmission case accommodating a left transmission configured to transmit rotational power from an output shaft of the left motor to an axle of the left rear wheel, and\na right transmission case is arranged on an outer side of the right frame in the vehicle body lateral direction, the right transmission case accommodating a right transmission configured to transmit rotational power from an output shaft of the right motor to an axle of the right rear wheel.\n, a left transmission case is arranged on an outer side of the left frame in the vehicle body lateral direction, the left transmission case accommodating a left transmission configured to transmit rotational power from an output shaft of the left motor to an axle of the left rear wheel, and, a right transmission case is arranged on an outer side of the right frame in the vehicle body lateral direction, the right transmission case accommodating a right transmission configured to transmit rotational power from an output shaft of the right motor to an axle of the right rear wheel., 15. The electric work vehicle according to claim 14, wherein\nthe left transmission case is joined to the left frame along the vehicle body front-rear direction, and\nthe right transmission case is joined to the right frame along the vehicle body front-rear direction.\n, the left transmission case is joined to the left frame along the vehicle body front-rear direction, and, the right transmission case is joined to the right frame along the vehicle body front-rear direction. | US | United States | Active | B | True |
| 191 | Sistema de gestión térmica y de extinción automática de incendios de batería de vehículo \n | ES2905854T3 | Sistema de gestión térmica y de extinción automática de incendios de batería de vehículo\nCampo de la invención\nLa presente invención está relacionada con una tecnología de protección de baterías de vehículos en vehículos híbridos o eléctricos, en particular con un sistema de gestión térmica y de extinción automática de incendios de una batería de vehículo.\nAntecedentes de la invención\nPara vehículos cuya energía es proporcionada total o parcialmente por baterías de vehículo, por ejemplo, vehículos eléctricos puros o algunos tipos de vehículos híbridos, por lo general es necesario disponer en los vehículos baterías de vehículo de alta capacidad para proporcionar suficiente potencia instantánea y los mayores kilómetros de autonomía que sea posible.La batería de vehículo generará calor durante su funcionamiento, una temperatura demasiado alta influirá directamente en las prestaciones de funcionamiento y la vida útil de las baterías, e incluso genera sobrecalentamiento, desbordamiento del electrolito, incendio, explosión y otros peligros potenciales de accidentes de seguridad. Para garantizar la seguridad de la batería de vehículo, los fabricantes de vehículos y de baterías no escatiman esfuerzos para adoptar diversas medidas, por ejemplo, el diseño de diferentes estructuras anticolisión, la selección de materiales retardantes de llama, la disposición de la batería de vehículo en una posición relativamente segura y la protección de seguridad de la batería de vehículo basada en estrategias de control. Sin embargo, una vez que la batería de vehículo se ha incendiado, las medidas anteriores son básicamente inválidas. Por lo tanto, cuando la batería de vehículo está en peligro, es particularmente importante cómo garantizar la seguridad de la batería de vehículo y del vehículo para proporcionar suficiente tiempo de escape para los pasajeros y similares.Una solución relativamente buena es disponer un sistema de refrigeración para refrigerar la batería de vehículo y utilizar el sistema de refrigeración para extinguir el fuego en caso de sobrecalentamiento e incendio de la batería de vehículo como resultado de una colisión o un cortocircuito u otras razones que no se puedan controlar completamente. En cuanto a esta solución, sin embargo, el líquido refrigerante del sistema de refrigeración necesita tener simultáneamente el efecto refrigerante y la función de extinción de incendios sobre la batería de vehículo, de modo que los requisitos sobre el material del líquido refrigerante son relativamente altos. Además, si el sistema de refrigeración tiene simultáneamente el efecto de refrigeración y la función de extinción de incendios sobre la batería de vehículo, es necesario reformar el sistema de refrigeración existente, provocando de este modo como resultado que la solución global sea relativamente complicada.El documento CN 202 353 190 U describe un dispositivo de seguridad para un paquete de baterías de un vehículo eléctrico. El dispositivo de seguridad comprende un paquete de baterías, un sistema de gestión de la batería, un sensor de temperatura y un relé, donde el sensor de temperatura está conectado con el sistema de gestión de la batería y se utiliza para detectar la temperatura interna del paquete de baterías y enviar los datos adquiridos por medio de la detección al sistema de gestión de la batería, de modo que se determine si la temperatura interna del paquete de baterías alcanza o no un primer valor preestablecido; y el relé está conectado con el extremo de salida del paquete de baterías y el sistema de gestión de la batería, y se utiliza para cortar el circuito de salida del paquete de baterías de acuerdo con una instrucción del sistema de gestión de la batería cuando el sistema de gestión de la batería determina que la temperatura interna de la batería ha alcanzado el primer valor preestablecido. Mediante el dispositivo de seguridad se pueden encontrar anormalidades y se pueden tomar medidas tales como una realimentación y corte de circuito oportunos antes de que el paquete de baterías se caliente, entre en combustión y explote, de modo que se pueda prevenir de manera eficaz que un accidente empeore aún más; y además, el dispositivo de seguridad tiene una estructura simple y funciona de forma fiable.El documento CN 202 366 355 U describe un dispositivo automático de extinción de incendios para cajas de batería utilizado en un vehículo eléctrico. El dispositivo automático de extinción de incendios para cajas de batería comprende una pluralidad de cajas de batería (1), un tanque de almacenamiento de líquido a alta presión (2), una bomba de gas (3) y controladores (4), donde los controladores (4) están dispuestos en la parte superior de cada caja de batería (1); el tanque de almacenamiento de líquido (2) se llena con una mezcla líquida que se prepara mediante un agente extintor en forma de espuma y agua en una proporción determinada; la parte superior del tanque de almacenamiento de líquido (2) se comunica con la bomba de gas (3) a través de una tubería de gas; la parte inferior del tanque de almacenamiento de líquido (2) se comunica con cada caja de batería (1) a través de tuberías; una válvula electromagnética (5) está dispuesta en cada una de las tuberías que se comunican con las cajas de batería (1); un sensor de temperatura y/o un detector de humo está/están dispuesto(s) en cada caja de batería (1); y los controladores (4) están conectados respectivamente con cada sensor de temperatura y/o detector de humo, con cada válvula electromagnética (5), con una fuente de alimentación de baja tensión de 2,4V y con un disyuntor de aire de alta tensión en el vehículo eléctrico. El dispositivo automático de extinción de incendios de la caja de batería se utiliza en el vehículo eléctrico, y puede prevenir de manera eficaz que las cajas de batería se incendien o exploten. \nEl documento EP 1806807 A1 describe un paquete de baterías de tamaño mediano o grande que tiene una pluralidad de celdas unitarias. El paquete de baterías incluye un dispositivo de seguridad (dispositivo de seguridad de extinción de incendios) para rociar un material para prevenir o contener el incendio o la explosión del paquete de baterías cuando la temperatura del paquete de baterías supera el nivel de temperatura crítica amenazando la seguridad del paquete de baterías. El dispositivo de seguridad de extinción de incendios de acuerdo con la presente invención tiene el efecto de garantizar la seguridad del paquete de baterías cuando la temperatura o la tensión aumentan bruscamente total o parcialmente en el paquete de baterías debido a diversas causas, como por ejemplo la avería de un dispositivo de seguridad, y no es posible controlar el paquete de baterías solo mediante un sistema de control de funcionamiento. El documento CN 202662693 U describe un paquete de baterías a prueba de explosiones, que comprende un módulo de baterías y una caja de batería, donde el módulo de baterías consta de una pluralidad de unidades de batería; la caja de batería se utiliza para alojar al módulo de baterías y está provista de aceite de silicona en su interior; una cabina de extinción de incendios llena de agente extintor de incendios está dispuesta en la caja de batería; y un dispositivo de detección está dispuesto en la caja de la batería. De acuerdo con el esquema técnico, se puede evitar que el paquete de baterías se queme, se evita que se causen daños más graves en un entorno de uso extremo (como por ejemplo un pozo de mina), además se puede evitar que el paquete de baterías explote, y la seguridad de los usuarios se garantiza de manera eficaz.\nCompendio de la invención\nEl objeto de la presente invención es proporcionar una tecnología de gestión térmica y extinción automática de incendios de baterías de vehículo, que es una solución sencilla y conveniente.En particular, la presente invención proporciona un sistema de gestión térmica y extinción automática de incendios de una batería de vehículo, utilizado para gestionar la batería del vehículo en un vehículo híbrido o un vehículo eléctrico, que incluye los rasgos de la reivindicación 1.En consecuencia, el sistema de gestión térmica y extinción automática de incendios de la presente invención incluye: uno o más paquetes de extinción de incendios adyacentes a, o en contacto con, la batería de vehículo y llenos de un agente extintor de incendios;donde el paquete de extinción de incendios está configurado para ser abierto cuando la temperatura de la batería de vehículo es mayor que una temperatura preestablecida, de modo que el agente extintor de incendios puede ser liberado al exterior e introducido a continuación en un espacio en el que está ubicada la batería de vehículo.Además, los paquetes de extinción de incendios incluyen un paquete de extinción de incendios superior y un paquete de extinción de incendios inferior, donde el paquete de extinción de incendios superior cubre la superficie superior de cada batería de vehículo y un módulo de baterías compuesto por las baterías del vehículo, y el paquete de extinción de incendios inferior cubre la superficie inferior de cada batería de vehículo y el módulo de baterías compuesto por las baterías del vehículo.Además, el paquete de extinción de incendios superior y el paquete de extinción de incendios inferior están comunicados entre sí, y el paquete de extinción de incendios superior está conectado con una bomba en paralelo, y el agente extintor de incendios del paquete de extinción de incendios superior puede ser bombeado por la bomba para calentar o enfriar el módulo de batería; y el paquete de extinción de incendios inferior está conectado con la bomba en paralelo, y el agente extintor de incendios del paquete de extinción de incendios inferior puede ser bombeado por la bomba para calentar o enfriar el módulo de baterías.Además, un punto de fusión del material del paquete de extinción de incendios inferior es mayor que un punto de fusión del material de al menos una parte del paquete de extinción de incendios superior; y cuando la temperatura del módulo de baterías es mayor que la temperatura preestablecida, el paquete de extinción de incendios superior se abre para extinguir el fuego, el paquete de extinción de incendios inferior enfría la batería de vehículo.Preferiblemente, el material de al menos una parte del paquete de extinción superior es plástico o resina, y cuando la temperatura de la batería de vehículo es mayor que la temperatura preestablecida, la al menos una parte del paquete de extinción superior es calentada por la batería de vehículo hasta un estado fluido, de modo que el agente extintor de incendios puede ser liberado al exterior e introducido a continuación en el espacio en el que está ubicada la batería de vehículo.Preferiblemente, el punto de fusión del material de la al menos una parte del paquete de extinción de incendios superior se selecciona dentro de un rango de 85-95 °C, y el punto de fusión del material del paquete de extinción de incendios inferior es mayor que el punto de fusión del material de la al menos una parte.Preferiblemente, el plástico es plástico EVA y la resina es una aleación de ABS/PC.Preferiblemente, el agente extintor de incendios es aceite de silicona o aceite de transformador. \nPreferiblemente, el sistema de gestión térmica y extinción automática de incendios de la batería de vehículo incluye además una cubierta superior y una cubierta inferior, que están desplegadas en un cuerpo de caja del paquete de baterías. Cuando se abre la cubierta superior, el paquete de extinción de incendios superior puede estar colocado de manera que cubra el módulo de baterías o puede estar separado del módulo de baterías, y cuando se abre la cubierta inferior, el paquete de extinción de incendios inferior puede estar colocado de manera que cubra el módulo de baterías o puede estar separado del módulo de baterías.Preferiblemente, el sistema de gestión térmica y extinción automática de incendios de la batería de vehículo incluye además una capa aislante dispuesta sobre una placa de conexión de circuitos entre los módulos de baterías y/o sobre un hilo de conexión entre módulos de baterías y elementos eléctricos.Preferiblemente, la capa aislante está hecha de resina acrílica.De acuerdo con el sistema de gestión térmica y extinción automática de incendios de la batería de vehículo de la presente invención, cuando la temperatura de la batería de vehículo es mayor que la temperatura preestablecida, el paquete de extinción de incendios se abrirá, de modo que el agente extintor de incendios con el que se ha rellenado el paquete de extinción de incendios puede ser liberado al exterior e introducido a continuación en el espacio en el que está ubicada la batería de vehículo. De esta manera, cuando la batería de vehículo se incendia y se quema debido a una colisión, a un cortocircuito u otras razones anómalas, el agente extintor de incendios del paquete de extinción de incendios puede ser liberado al exterior e introducido a continuación en el espacio en el que está ubicada la batería de vehículo para extinguir el fuego, logrando de este modo los efectos de prevención automática de combustión y extinción automática de incendios de la batería de vehículo, protegiendo de manera eficaz la batería de vehículo y todo el vehículo, reservando más tiempo de escape para los pasajeros y mejorando la seguridad del vehículo. En términos generales, el sistema de gestión térmica y extinción automática de incendios de la batería de vehículo de la presente invención es de estructura simple y fiable, de bajo coste y de fuerte universalidad, y se puede montar directamente en el vehículo sin reformar el sistema de refrigeración existente de la batería de vehículo.De acuerdo con el sistema de gestión térmica y extinción automática de incendios de la batería de vehículo de la presente invención, además, los paquetes de extinción de incendios están dispuestos en las superficies superior e inferior de la batería de vehículo o del módulo de baterías, y además de la función de extinción de incendios proporcionada por el agente extintor de incendios del paquete de extinción de incendios, los propios paquetes de extinción de incendios pueden fijar o amortiguar la batería de vehículo o el módulo de baterías.De acuerdo con el sistema de gestión térmica y extinción automática de incendios de la batería de vehículo de la presente invención, además, el paquete de extinción de incendios superior y el paquete de extinción de incendios inferior que cubren las superficies superior e inferior del módulo de baterías no solo pueden desempeñar una función de extinción de incendios, además, dado que el paquete de extinción de incendios superior y el paquete de extinción de incendios inferior están conectados con la bomba en paralelo, el agente extintor de incendios del paquete de extinción de incendios superior y del paquete de extinción de incendios inferior pueden regular la temperatura de la batería de vehículo o del módulo de baterías juntos mediante el bombeo de las bombas, para calentar o enfriar el módulo de baterías a una temperatura de trabajo apropiada. Además, debido al modo de conexión en paralelo, incluso si el agente extintor de incendios en unos pocos paquetes de extinción de incendios superiores o paquetes de extinción de incendios inferiores fluye al exterior debido a una fisuración inesperada de los paquetes, las funciones de extinción de incendios y de regulación de temperatura de otros paquetes de extinción de incendios no se interrumpen. Además, según la demanda, cuando el paquete de extinción de incendios superior puede desempeñar una función de extinción de incendios superior suficiente, el paquete de extinción de incendios inferior solo puede desempeñar la función de regulación de temperatura y no necesita fisurarse para liberar el agente extintor de incendios y, en esta situación, los requisitos sobre el material del paquete de extinción de incendios inferior se pueden reducir enormemente.A continuación se proporcionará una descripción detallada de realizaciones específicas de la presente invención en combinación con dibujos y, de esta manera, los expertos en la técnica comprenderán mejor los propósitos, ventajas y rasgos anteriores y otros de la presente invención.\nBreve descripción de los dibujos\nAlgunas realizaciones específicas de la presente invención se describirán a continuación de manera ejemplar más que de manera restrictiva con referencia a los dibujos. Signos de referencia idénticos en los dibujos se refieren a componentes o partes idénticas o similares. Los expertos en la técnica deberían comprender que estos dibujos no están dibujados necesariamente a escala. En los dibujos:La Figura 1 es un diagrama esquemático de una relación de posición de un paquete de extinción de incendios y una batería de vehículo en un sistema de gestión térmica y extinción automática de incendios de la batería de vehículo de acuerdo con una realización de la presente invención;La Figura 2 es un diagrama esquemático de una relación de posición de un paquete de extinción de incendios y un módulo de baterías en un sistema de gestión térmica y extinción automática de incendios de una batería de vehículo de acuerdo con otra realización de la presente invención; \nLa Figura 3 es un diagrama esquemático de un cuerpo de caja del paquete de baterías de acuerdo con una realización de la presente invención;La Figura 4 es un diagrama esquemático de una relación de posición de un módulo de baterías y un paquete de extinción de incendios en un área de montaje del módulo de baterías de acuerdo con una realización de la presente invención;La Figura 5 es un diagrama esquemático de un principio de acuerdo con una realización de la presente invención.\nDescripción detallada de realizaciones preferidas\nLa realización de la presente invención proporciona un sistema de gestión térmica y extinción automática de incendios de una batería de vehículo 10, utilizado para gestionar la batería de vehículo 10 en un vehículo híbrido o en un vehículo eléctrico. El sistema de gestión térmica y extinción automática de incendios de la batería de vehículo incluye paquetes de extinción de incendios 20, los paquetes de extinción de incendios 20 son adyacentes a, o están en contacto con, la batería de vehículo 10, y los paquetes de extinción de incendios 20 están llenos de un agente extintor de incendios. Cuando la temperatura de la batería de vehículo 10 es mayor que una temperatura preestablecida, el paquete de extinción de incendios 20 se abre, de modo que el agente extintor de incendios puede ser liberado e introducido a continuación en un espacio en el que está ubicada la batería de vehículo 10. Aquí, ser adyacente o estar en contacto depende de la sensibilidad del material del paquete de extinción de incendios a la temperatura preestablecida. De esta manera, cuando la batería de vehículo 10 se ha incendiado y se está quemando debido a una colisión, un cortocircuito u otras razones anómalas, el agente extintor de incendios del paquete de extinción de incendios 20 puede ser liberado al exterior e introducido a continuación en el espacio en el que está ubicada la batería de vehículo 10 para extinguir el fuego, logrando de este modo los efectos de prevención de combustión y extinción de incendios automáticas de la batería de vehículo 10, protegiendo de manera eficaz la batería de vehículo 10 y todo el vehículo, reservando más tiempo de escape para los pasajeros y mejorando la seguridad del vehículo. De acuerdo con la realización, el sistema de gestión térmica y extinción automática de incendios de la batería de vehículo 10 de la presente invención es de estructura simple y fiable, de bajo coste y de fuerte universalidad, y es independiente del sistema de refrigeración de la batería de vehículo existente y, por lo tanto, no es necesario reformar el sistema de refrigeración de la batería de vehículo existente.La Figura 1 muestra un diagrama esquemático de una relación de posición del paquete de extinción de incendios 20 y la batería de vehículo 10 de acuerdo con una realización de la presente invención, y en la realización, el paquete de extinción de incendios 20 se utiliza para extinguir el fuego de una única batería de vehículo 10. De esta manera, cada batería de vehículo 10 tiene un paquete de extinción de incendios 20 correspondiente, y cuando la temperatura de la batería de vehículo 10 es mayor que la temperatura preestablecida, el paquete de extinción de incendios 20 correspondiente se abre, de modo que el agente extintor de incendios puede ser liberado e introducido a continuación en el espacio en el que está ubicada la batería de vehículo 10 para extinguir el fuego con precisión.Se puede entender que, para un vehículo híbrido o un vehículo eléctrico, las baterías de vehículo 10 generalmente están dispuestas en un cuerpo de caja 100 del paquete de baterías y están conectadas entre sí por una placa de conexión de circuitos para formar un módulo de baterías, y la batería de vehículo 10 por sí misma puede ser una única batería o un paquete de baterías compuesto por una pluralidad de baterías individuales. La Figura 2 es un diagrama esquemático de una relación de posición de un paquete de extinción de incendios y un módulo de baterías en un sistema de gestión térmica y extinción automática de incendios de una batería de vehículo de acuerdo con otra realización de la presente invención, y en la realización, el paquete de extinción de incendios 20 se utiliza para extinguir el fuego del módulo de baterías compuesto por las baterías de vehículo 10. La Figura 2 muestra de manera ejemplar un módulo de baterías compuesto por tres baterías de vehículo 10 y un paquete de extinción de incendios superior y un paquete de extinción de incendios inferior correspondientes al módulo de baterías, y la temperatura preestablecida establecida para el módulo de baterías puede ser la misma que para las baterías de vehículo 10. En otras realizaciones, también se pueden disponer más o menos baterías de vehículo 10 para formar el módulo de baterías. De forma alternativa, en otras realizaciones, también se pueden disponer más paquetes de extinción de incendios 20 correspondientes a un módulo de baterías y se pueden disponer de otras maneras diferentes a la de la Figura 2, por ejemplo, disponiéndolos adyacentes a las paredes laterales de las baterías de vehículo 10 de un módulo de baterías. La comparación entre la Figura 1 y la Figura 2 muestra que, de acuerdo con el sistema de gestión térmica y extinción automática de incendios de la batería de vehículo de la presente invención, cada batería de vehículo 10 o cada módulo de baterías tiene un paquete de extinción de incendios 20 correspondiente, y cuando la temperatura de la batería de vehículo 10 o del módulo de baterías es mayor que la temperatura preestablecida, se abre el correspondiente paquete de extinción de incendios 20, de modo que el agente extintor de incendios puede ser liberado e introducido a continuación en el espacio en el que está ubicada la batería de vehículo 10 o el módulo de baterías para extinguir el fuego de la batería de vehículo 10 o del módulo de baterías.La Figura 3 es un diagrama esquemático de un cuerpo de caja 100 del paquete de baterías de acuerdo con una realización de la presente invención. En la Figura 3, el cuerpo de caja 100 del paquete de baterías incluye tres áreas de montaje 40 del módulo de baterías, y cada área de montaje 40 del módulo de baterías está compuesta por una placa de fijación 41 del módulo de baterías, una cubierta superior 42 y una cubierta inferior (no mostrada). \nLa Figura 4 muestra un diagrama esquemático de una relación de posición del módulo de baterías 30 y el paquete de extinción de incendios 20 en un área de montaje 40 del módulo de baterías. Como se muestra en la Figura 4, el módulo de baterías 30 compuesto por cinco baterías de vehículo 10 está incluido en el área de montaje 40 del módulo de baterías, un paquete de extinción de incendios superior 21 está conectado directamente entre el módulo de baterías 30 y la cubierta superior 42, y un paquete de extinción de incendios inferior 22 está conectado directamente entre el módulo de baterías 30 y la cubierta inferior. El paquete de extinción de incendios superior 21 y el paquete de extinción de incendios inferior 22 dispuestos aquí no solo pueden detectar rápidamente la temperatura del módulo de baterías 30 para liberar el agente extintor de incendios para extinguir el fuego o enfriar, sino que también pueden fijar o amortiguar de manera efectiva el módulo de baterías 30, de modo que se pueda reducir el riesgo de incendio del módulo de baterías 30 provocado por una colisión del vehículo, y se pueda reducir el movimiento hacia arriba y hacia abajo del módulo de baterías 30 en su conjunto provocado por el traqueteo del vehículo. En el diseño, cuando la temperatura del módulo de baterías 30 es mayor que la temperatura preestablecida, al menos uno del paquete de extinción de incendios superior 21 y el paquete de extinción de incendios inferior 22 se abre, de modo que el agente extintor de incendios en el paquete de extinción de incendios puede ser liberado e introducido a continuación en el espacio en el que está ubicado el módulo de baterías 30 completo. En otras realizaciones, los paquetes de extinción de incendios 20 pueden estar conectados directamente entre cada batería de vehículo 10 del módulo de baterías 30 y la cubierta superior 42 y entre cada batería de vehículo 10 del módulo de baterías 30 y la cubierta inferior, para mitigar el movimiento hacia arriba y hacia abajo de la batería de vehículo 10 correspondiente provocado por el traqueteo del vehículo. Cuando la temperatura de la batería de vehículo 10 es mayor que la temperatura preestablecida, el paquete de extinción de incendios 20 se abre, de modo que el agente extintor de incendios del paquete de extinción de incendios 20 puede ser liberado e introducido a continuación en el espacio en el que se encuentra ubicada la batería de vehículo 10, mientras que los otros paquetes de extinción de incendios 20 no liberan el agente extintor de incendios. De esta forma, el paquete de extinción de incendios 20 puede liberar con mayor precisión el agente extintor de incendios para la única batería de vehículo 10 cuya temperatura es mayor que la temperatura preestablecida.Volviendo a la Figura 3, en la Figura 3, la cubierta superior 42 se utiliza para cubrir un módulo de baterías 30. En otras realizaciones, el tamaño de la cubierta superior 42 se puede incrementar para cubrir la superficie superior de todo el cuerpo de caja 100 del paquete de baterías. Cuando se abre la cubierta superior 42, el paquete de extinción de incendios superior 21 puede estar colocado de manera que cubra la superficie superior del módulo de baterías 30 o puede estar separado de la superficie superior del módulo de baterías 30. Cuando se abre la cubierta inferior, el paquete de extinción de incendios inferior 22 puede estar colocado de manera que cubra la superficie inferior del módulo de baterías 30 o puede estar separado de la superficie inferior del módulo de baterías. Debido al diseño de la cubierta superior 42 y de la cubierta inferior, el paquete de extinción de incendios 20 se puede cambiar convenientemente a tiempo.En la realización mostrada en la Figura 4, el punto de contacto del paquete de extinción de incendios superior 21 con la batería de vehículo 10, es decir, la parte inferior del paquete de extinción de incendios superior 21, está hecho de plástico o resina, y en otras realizaciones, el paquete de extinción de incendios superior 21 también puede estar hecho completamente de plástico o resina. El plástico o la resina se selecciona aquí porque el plástico y la resina apropiados tienen puntos de fusión más bajos. Solo como ejemplo ejemplar, cuando el material de al menos una parte del paquete de extinción de incendios superior 21 es plástico, el plástico es plástico EVA, y el punto de fusión del plástico EVA se puede mantener en aproximadamente 90 °C mediante un aditivo adecuado. Solo como ejemplo ejemplar, cuando el material de al menos una parte del paquete de extinción de incendios superior 21 es resina, la resina es una aleación de ABS/PC. La aleación de ABS/PC tiene buena resistencia mecánica y tenacidad, siendo de este modo capaz de evitar la autofisuración del paquete de extinción de incendios superior 21 provocada por una colisión. Mientras tanto, la aleación de ABS/PC tiene retardo de llama, siendo de este modo muy adecuada para fabricar el paquete de extinción de incendios superior 21 de la presente invención. Cuando la temperatura del módulo de baterías 30 es mayor que la temperatura preestablecida, al menos una parte del paquete de extinción de incendios superior 21, por ejemplo, la parte inferior del paquete de extinción de incendios superior 21 en la Figura 2, es calentada por el módulo de baterías 30 hasta un estado fluido, de modo que el agente extintor de incendios en el paquete de extinción de incendios puede ser liberado e introducido a continuación en el espacio en el que está ubicado el módulo de baterías 30. Aquí, la temperatura preestablecida se puede establecer de acuerdo con el juicio estándar de los expertos en la técnica sobre el riesgo de incendio de la batería de vehículo 10 y, por ejemplo, se puede seleccionar dentro de un rango de 85-95°C. El plástico o la resina se seleccionan como materiales con un bajo punto de fusión, y el punto de fusión se puede determinar de acuerdo con la temperatura preestablecida anterior, de modo que el plástico o la resina se puedan calentar hasta el estado fluido para permitir que el agente extintor de incendios fluya al exterior cuando la temperatura del módulo de baterías 30 supere la temperatura preestablecida. En una realización de la presente invención, el punto de fusión del material de al menos una parte del paquete de extinción de incendios superior 21 está dentro de un rango de 85-95°C, coincidiendo así con la temperatura a la que el módulo de baterías 30 tiene el riesgo de incendio. Por supuesto, en otras realizaciones, el punto de fusión del material de al menos una parte del paquete de extinción de incendios superior 21 también se puede determinar según las temperaturas a las que los diferentes módulos de baterías 30 tienen el riesgo de incendio.En la realización mostrada en la Figura 4 y en la Figura 5, el paquete de extinción de incendios inferior 22 se utiliza principalmente para refrigerar el módulo de baterías 30, de modo que el paquete de extinción de incendios inferior 22 \npuede estar hecho aquí de un material con un punto de fusión relativamente alto. O bien, el paquete de extinción de incendios inferior 22 tiene aquí un efecto de refrigeración y la función de extinción de incendios exactamente igual que el paquete de extinción de incendios superior 21, y en este momento, el punto de fusión del material del paquete de extinción de incendios inferior 22 es ligeramente mayor que el punto de fusión del material de al menos una parte del paquete de extinción de incendios superior 21. Cuando la temperatura del módulo de baterías 30 es mayor que la temperatura preestablecida, el paquete de extinción de incendios superior 21 se abre para extinguir el fuego, el paquete de extinción de incendios inferior 22 enfría la batería de vehículo 10, y si la temperatura aumenta de manera continua hasta el punto de fusión del material del paquete de extinción de incendios inferior 22, el paquete de extinción de incendios inferior 22 se fisura para extinguir el fuego. El efecto de refrigeración del paquete de extinción de incendios inferior 22 se describirá a continuación en detalle.Dado que el aceite de silicona o el aceite de transformador tienen buenas propiedades de retardo de llama y aislamiento a temperatura normal y presión normal, se selecciona el aceite de silicona o aceite de transformador para que actúe como el agente extintor de incendios en la presente invención. En caso de que el agente extintor de incendios contenga impurezas o de que el propio agente extintor de incendios sea un material conductor, cuando el agente extintor de incendios es liberado e introducido a continuación en el espacio en el que está ubicado el módulo de baterías 30, se puede inducir un suministro de potencia inestable o un incendio provocados por un cortocircuito del módulo de baterías 30. Por lo tanto, para reducir los requisitos sobre la pureza del agente extintor de incendios y la conductividad eléctrica del material, en una realización preferida de la presente invención, se disponen capas aislantes sobre una placa de con | Sistema de gestión térmica y extinción automática de incendios de una batería de vehículo (10), utilizado para gestionar la batería de vehículo en un vehículo híbrido o en un vehículo eléctrico, que comprende: paquetes de extinción de incendios (20) que están dispuestos adyacentes a, o en contacto con, la batería de vehículo (10), y llenos de un agente extintor de incendios; donde los paquetes de extinción de incendios (20) están configurados para abrirse cuando la temperatura de la batería de vehículo (10) es mayor que una temperatura preestablecida, de modo que el agente extintor de incendios puede ser liberado e introducido a continuación en un espacio en el que se encuentra ubicada la batería de vehículo; donde los paquetes de extinción de incendios (20) comprenden un paquete de extinción de incendios superior (21) y un paquete de extinción de incendios inferior (22), el paquete de extinción de incendios superior cubre la superficie superior de cada batería de vehículo (10) o un módulo de baterías (30) compuesto por las baterías de vehículo, y el paquete de extinción de incendios inferior (22) cubre la superficie inferior de cada batería de vehículo (10) o el módulo de baterías (30) compuesto por las baterías de vehículo; donde el paquete de extinción de incendios superior (21) y el paquete de extinción de incendios inferior (22) están comunicados entre sí; y caracterizado por que el paquete de extinción de incendios superior (21) está conectado con una bomba (130) en paralelo, el agente extintor de incendios en el paquete de extinción de incendios superior, que es bombeado por la bomba, puede calentar o enfriar el módulo de baterías (30), y el paquete de extinción de incendios inferior (22) está conectado con la bomba (130) en paralelo, y el agente extintor de incendios en el paquete de extinción de incendios inferior, que es bombeado por la bomba, puede calentar o enfriar el módulo de baterías (30) en el que un punto de fusión del material del paquete de extinción de incendios inferior (22) es mayor que un punto de fusión del material de al menos una parte del paquete de extinción de incendios superior (21); y en el que cuando la temperatura del módulo de baterías (30) es mayor que la temperatura preestablecida, el paquete de extinción de incendios superior (21) se abre para extinguir el fuego, el paquete de extinción de incendios inferior (22) enfría la batería de vehículo (10). | ES:14882718T | https://patentimages.storage.googleapis.com/52/cf/cf/4c4c26b4badc7f/ES2905854T3.pdf | ES:2905854:T3 | Shufu Li | Zhejiang Geely Holding Group Co Ltd | NaN | Not available | 2022-04-12 | 1. Sistema de gestión térmica y extinción automática de incendios de una batería de vehículo (10), utilizado para gestionar la batería de vehículo en un vehículo híbrido o en un vehículo eléctrico, que comprende:, paquetes de extinción de incendios (20) que están dispuestos adyacentes a, o en contacto con, la batería de vehículo (10), y llenos de un agente extintor de incendios;, donde los paquetes de extinción de incendios (20) están configurados para abrirse cuando la temperatura de la batería de vehículo (10) es mayor que una temperatura preestablecida, de modo que el agente extintor de incendios puede ser liberado e introducido a continuación en un espacio en el que se encuentra ubicada la batería de vehículo;, donde, los paquetes de extinción de incendios (20) comprenden un paquete de extinción de incendios superior (21) y un paquete de extinción de incendios inferior (22), el paquete de extinción de incendios superior cubre la superficie superior de cada batería de vehículo (10) o un módulo de baterías (30) compuesto por las baterías de vehículo, y el paquete de extinción de incendios inferior (22) cubre la superficie inferior de cada batería de vehículo (10) o el módulo de baterías (30) compuesto por las baterías de vehículo;, donde el paquete de extinción de incendios superior (21) y el paquete de extinción de incendios inferior (22) están comunicados entre sí; y, caracterizado por que, el paquete de extinción de incendios superior (21) está conectado con una bomba (130) en paralelo, el agente extintor de incendios en el paquete de extinción de incendios superior, que es bombeado por la bomba, puede calentar o enfriar el módulo de baterías (30), y el paquete de extinción de incendios inferior (22) está conectado con la bomba (130) en paralelo, y el agente extintor de incendios en el paquete de extinción de incendios inferior, que es bombeado por la bomba, puede calentar o enfriar el módulo de baterías (30) en el que un punto de fusión del material del paquete de extinción de incendios inferior (22) es mayor que un punto de fusión del material de al menos una parte del paquete de extinción de incendios superior (21); y en el que cuando la temperatura del módulo de baterías (30) es mayor que la temperatura preestablecida, el paquete de extinción de incendios superior (21) se abre para extinguir el fuego, el paquete de extinción de incendios inferior (22) enfría la batería de vehículo (10)., 2. El sistema de la reivindicación 1, en el que el material de al menos una parte del paquete de extinción de incendios superior (21) es plástico o resina, y cuando la temperatura de la batería de vehículo (10) es mayor que la temperatura preestablecida, la al menos una parte del paquete de extinción de incendios superior (21) es calentada por la batería de vehículo (10) hasta un estado fluido, de modo que el agente extintor de incendios puede ser liberado e introducido a continuación en el espacio en el que está ubicada la batería de vehículo (10)., 3. El sistema de la reivindicación 2, en el que el punto de fusión del material de la al menos una parte del paquete de extinción de incendios superior (21) se selecciona dentro de un rango de 85-95°C, y el punto de fusión del material del paquete de extinción de incendios inferior (22) es mayor que el punto de fusión del material de la al menos una parte del paquete de extinción de incendios superior., 4. El sistema de la reivindicación 2, en el que el plástico es plástico EVA y la resina es una aleación de ABS/PC. , 5. El sistema de la reivindicación 1, en el que el agente extintor de incendios es aceite de silicona o aceite de transformador., 6. El sistema de la reivindicación 1, que comprende además una cubierta superior (42) y una cubierta inferior, que están dispuestas en un cuerpo de caja (100) del paquete de baterías;, en el que el paquete de extinción de incendios superior (21) puede cubrir el módulo de baterías (30) o estar separado del módulo de baterías cuando se abre la cubierta superior, y el paquete de extinción de incendios inferior (22) puede cubrir el módulo de baterías (30) o estar separado del módulo de baterías cuando se abre la cubierta inferior., 7. El sistema de la reivindicación 1, que comprende además una capa aislante dispuesta sobre una placa de conexión de circuitos entre los módulos de baterías (30) y/o sobre un cable de conexión entre los módulos de baterías (30) y los elementos eléctricos., 8. El sistema de la reivindicación 7, en el que la capa aislante está hecha de resina acrílica. \n | ES | Spain | Active | B | True |
| 192 | Apparatus and system for providing a secondary power source for an electric vehicle \n | US10183563B2 | Priority is claimed on PCT/AU2015/050767, filed Dec. 4, 2015.\nNot Applicable\nNot Applicable\nThe present invention relates broadly to electrically powered vehicles and in particular to a system to be used in the alternative to recharging on-board batteries of electrically powered vehicles in situ.\nOil will cease to be an option in 30 years. Electricity and particularly electrically powered and energised cars, tractors and transport vehicles provides a system for solving the shortage of petroleum soon to occur.\nAt present the difficulty with most electric vehicles is that they can only travel around 170 km fully charged and if the vehicle runs out of power it takes 10-20 minutes to perform a rapid partially recharge of the batteries, (recommended only once a week as it damages them) and 6-8 hours to fully recharge. This creates a scenario called “range constraint”, in that the range of an electric vehicle is constrained by its battery capacity/life. This affects different vehicle types from cars and motorcycles to refrigerated trucks in urban areas, road transport (vans, trucks and utes), trains and in areas with little infrastructure in places like Africa, Indonesia and the Philippines—tuk tuks, tricycles, powered rickshaws and buses (Jeepnees). Agriculture also requires vast amounts of energy to plough, sow and reap crops.\nIt will be clearly understood that, if a prior art publication is referred to herein, this reference does not constitute an admission that the publication forms part of the common general knowledge in the art in Australia or in any other country.\nThe present invention is directed to an apparatus and system for providing a secondary power source for an electric vehicle, which may at least partially overcome at least one of the abovementioned disadvantages or provide the consumer with a useful or commercial choice.\nWith the foregoing in view, the present invention in one form, resides broadly in an apparatus for providing a secondary power source for an electric vehicle, the apparatus attachable to the electric vehicle and having\nIn an alternative form, the invention resides in a system for providing a secondary power source for an electric vehicle having a primary power source, the system including a unit attachable to the electric vehicle and having\nThe apparatus and system of the present invention allow an electric vehicle with a primary power source or supply to be constructed with a provision for a subsidiary fuel source, so when the primary power source or supply runs down, the subsidiary source can be swapped in for use. The electric vehicle therefore preferably has designed and built into the chassis (body), structure, programs and operating system provision:\nThere will also be:\nIn yet another alternative form, the invention resides in a system for providing a replaceable power source for an electric implement having a primary power source, the system including a unit attachable to the electric implement, the unit having\nThe command and control system will preferably include a unique identification module which maybe as simple as a computer chip or system to allow a system administrator to authorize delivery of the electrical energy from the at least one power source. Typically the at least one power source will require activation before delivery of the electrical energy from the at least one power source and an appropriate authorization and/or activation system will be provided which is based about identification of each of the at least one power source (typically a battery) within the system. This will typically be performed remotely and therefore each computer chip or system will typically have access to or be associated with at least one communication pathway. Use of the authorization and activation system and a proprietary plug to charge/connect each at least one power source within the system (the EVRE plug) will allow the system administrator to govern the system and control access and billing within the system\nThey will also preferably be uniformity of type/model and fittings across all makes of the particular vehicle type so hire services and battery resupply service stations can be established to hold, recharge and switch SSD power supplies for vehicles of each type at set intervals (normally 2-3 hours) in very short time.\nThere will preferably be a number of swappable battery systems which can attach and/or fit into enclosed or open compartments on vehicles. The batteries could include any type of battery or capacitor system that can hold and deliver the correct charge which could include lithium iodide, lead acid any type of supercapacitor that can carry sufficient charge. These could include graphene, porous carbon/fine carbon based super capacitors or proposed capacitors such as that which uses paper cut into strips then mixed with sulphuric acid at 180° C. then carbonized at 800° C. before being mixed with an electrolyte get to create a super capacitor. There will also preferably be a range of support and charging systems, transport systems and equipment delivery systems.\nIn some embodiments, the apparatus may be configured as a wheeled platform attachable to a vehicle or an unwheeled unit which has an associated delivery or mobile vehicle (manned or unmanned) for delivery of the at least one secondary electrical power storage unit to the electric vehicle having a primary power source.\nIn the present specification and claims (if any), the word “TMA” and its derivatives is used to refer to a truck mounted apparatus with wheels however the same term will be applied to all such systems including those for cars and other vehicles.\nIn the present specification and claims (if any), the word “UTMA” and its derivatives is used to refer to an unwheeled truck mounted apparatus however the same term will be applied to all such systems including those for cars and other vehicles.\nIn the present specification and claims (if any), the word “Triler” and its derivatives is used to refer to a trailer mounted apparatus.\nAs mentioned above, normally the apparatus will be provided in one of 2 preferred embodiments namely a wheeled embodiment (referred to as a TMA) and a non-wheeled embodiment (referred to as a UTMA).\nIn the wheeled configuration, it is preferred that the apparatus will be or include a wheeled platform. The wheeled platform will typically mount or carry or support one or more secondary electrical power storage units. In the wheeled configuration, the apparatus may be configured as a towable trailer or alternatively as a wheeled apparatus for transport and/or delivery of the at least one secondary electrical power storage unit.\nThe apparatus can have one or more wheel assemblies. One or more of the wheel assemblies can be deployable or stowable and movable between a stored or stowed condition and a use condition as required. Of course other motility mechanisms can be provided such as tracks or skids or the like.\nIn one preferred embodiment, the wheeled platform is provided with one rear support wheel assembly. In use, this one rear support wheel assembly will typically support the majority of the weight of the apparatus, particularly when provided in the towable trailer configuration. The rear support wheel assembly will typically be located approximately centrally across the width of the apparatus and preferably behind the centre of gravity.\nThe rear support wheel assembly may be provided with actuable brakes and/or a suspension or shock absorption assembly. The rear support wheel assembly may be movable in order to adjust for the load. In particular, the wheel assembly may be movable forwardly and rearwardly relative to the centre of gravity of the apparatus.\nOne or more deployable wheel assemblies may be provided. Preferably, any deployable wheel assemblies will be provided for temporary support of the apparatus either in conjunction with the rear support wheel assembly or for temporary support in the absence of a rear support wheel assembly. Preferably, the deployable wheel assembly will be stored or stowed when the wheeled platform is being towed by vehicle and/or attached to or mounted relative to a vehicle. The deployable wheel assemblies are typically for movement of the wheeled platform at low speeds and particularly when not attached/mounted to a vehicle.\nThe apparatus may be provided with an external housing or housing portion. For example, one or more walls may be provided within which the at least one secondary power source is located. The apparatus will preferably have at least one base wall and may have a lid for closing the housing. According to the most preferred form of trailer embodiment, the apparatus will have at least one basewall, and at least a forward and a rear wall assembly.\nThe apparatus will typically have a control panel associated with any housing or wall portion. The control panel will allow monitoring of the status of the at least one secondary power sources associated with the apparatus. It is also preferred that the apparatus will have one or more plugs or ports to allow power supply from the on-board at least one secondary power source. This power supply need not be to the electric vehicle and may be provided for other purposes. Any number of outlets and any combination of types of outlets can be provided.\nIt is also preferred that the apparatus will have one or more cameras or other mechanisms to allow a user or control system if unmanned, to judge distance between the apparatus and other objects. For example, a rear facing reversing camera may be provided. Other sensors may be provided to allow a user to judge distance to an object such as parking sensors or laser devices for example.\nAccording to one preferred embodiment, the trailer embodiment of the present invention will include a breaker or spacer assembly at a forward end of the trailer embodiment. Typically, the breaker or spacer assembly will form a portion of the forward wall assembly. The breaker or spacer assembly will typically define a volume extending across the forward end of the trailer embodiment (the vehicle end) in order to provide a buffer space in case of accidents or similar. The preferred breaker or spacer assembly will typically include a shaped plate located on a forward side of the breaker or spacer assembly. One or more shaped portions may be provided on the plate or in association with the plate. It is preferred that one or more cone structures are provided but any strengthening or shock absorption structure may be provided. One or more resilient members may be mounted in or in association with the breaker or spacer assembly in order to absorb shock or impact applied longitudinally to the preferred trailer embodiment from front to back or from back to front.\nIt is preferred that the rear of the trailer embodiment include a similar construction to the breaker or spacer assembly provided at the forward end. It is also preferred that the rear of the preferred trailer embodiment include a bumper assembly.\nThe apparatus may have an internal unit in order to hold or contain the at least one secondary power source. Normally, the internal unit will accept one or more secondary power sources such as batteries therein. The unit will typically be removable and replaceable from the apparatus. The one or more secondary power sources will typically be removable and replaceable in the unit.\nAccording to one preferred embodiment, the internal unit will typically have a number of subunits, typically one forward subunit and one rearward subunit. Each subunit will typically contain one or more batteries. It is preferred that the subunits are hinged together at an upper edge. It is also preferred that the each unit is hinged to the preferred trailer embodiment at each of the upper forward edge and an upper rearward edge. According to a most preferred embodiment, a hinge assembly will be provided at the forward edge and the rearward edge of the respective forward subunit and rearward subunit which will have a pair of hinges, one with the hinge point at the top and one with a hinge point at the bottom.\nIt is preferred that the subunits are generally rectangular in shape although the facing wall of the forward and rearward subunit will typically be angled away from one another from the preferred hinge at the upper edge toward the base of the internal unit. This will form a substantially triangular void between the subunits and this will allow the subunits to flex upwards about the preferred hinge at the upper adjacent edge. This will allow the internal unit to be inserted or removed more easily and will also provide the internal unit with the ability to flex upwardly if compressive force is applied from either the front or the rear of the trailer embodiment such as may occur in an accident similar.\nLower portions of the subunits may be provided with skid or slide members. Corresponding guides may be provided on the trailer apparatus. One or more resilient pads or spaces may be provided on an outer side of the internal unit and/or on walls of the trailer. It is particularly preferred that one or more resilient pads will be provided, preferably at a lower portion of the facing walls between the forward and rearward subunits.\nThe preferred trailer embodiment may be length adjustable. In particular, the trailer embodiment may be provided in a pair of portions, namely a front portion and a rear portion which slide together relative to one another. Normally, one portion of the base wall of this embodiment will slide within or relative to the portion of the base wall provided on the other of the front or rear portion. Preferably, the base wall of the forward portion slides at least partially within guided by the base wall of the rear portion. Normally, it is the deck members forming the base wall which will slide relative to one another with the forward wall assembly being fixed to the deck members and the rearward wall assembly being fixed to the deck members. Therefore, the trailer will normally have a substantially planar deck with a forward a breaker or spacer assembly and a rear assembly with the planar deck either being fixed or including more than one portion that can move relative to each other to define the length of the trailer. Typically, a biasing mechanism is provided to bias the ends toward one another such that the insertion of the internal unit between the forward wall and the rear wall will expand the trailer.\nThe forward wall assembly, and typically be forward side of the breaker or spacer assembly will preferably be provided with a draw assembly in order to attach the trailer embodiment to a vehicle. Preferably, a pair of draw assemblies is provided, one on either side of the midline of the trailer. Each assembly will preferably include up in order to be received in a corresponding opening on the electric vehicle. The opening can be provided as a retrofit to the electric vehicle or alternatively can be included as a part of the original equipment manufacturer.\nEach pin will typically be downwardly extending from a drop-in bracket. The pin will typically be provided substantially parallel to the forward wall of the trailer. Normally the pin will be spaced from the forward wall of the trailer. A lower portion of the pin may include one or more transverse openings in order to receive a locking pin therethrough.\nEach pin will typically be shaped. It is preferred that at least one, and more preferably a pair of cutouts are provided in the pin in order to receive portions of a locking fork in order to lock the pin in an engaged condition. The pair of cutouts will each form a pair of land portions, typically in upper land portion and a lower land portion on at least one and preferably both lateral sides of each pin. In this way, a fork with a pair of spaced apart tine members can be inserted transversely to the pin to engage with the land portions to lock the pin in position, with one tine on either side of the pin.\nA receptacle is typically provided on the electric vehicle in order to receive each pin there into. The receptacle will typically include a bore, typically a substantially vertically extending bore into which the pin is located during attachment of the apparatus to the electric vehicle. The bore may be shaped. The preferred fork will normally extend transversely to the bore and intersect with the bore. When the pin is inserted, the fork is preferably aligned with the pair of cutouts in the pin.\nA fork will typically be driven between the locked and unlocked condition. In one preferred embodiment, a motor, preferably an electric motor can be used to achieve this. One or more guides will preferably be provided in order to guide the movement of the fork during retraction and extension. Further, a locking pin may be driven through openings provided in the ends of each of the tines of the fork on the opposite side of the pin to the drive which moves the fork in the preferred embodiment. Again, a motor and preferably an electric motor can be used for movement of the locking pin. Typically, the locking pin will be inserted after the fork is engaged with the cutouts on the opposite side of the pin to the drive of the fork.\nIn an alternative embodiment, a manually actuated fork may be provided. In this embodiment, the retraction and engagement of the fork with the pin may be achieved through the provision of a lever, preferably an over centre lever which moves the fork between the locked and unlocked conditions.\nIn an alternative embodiment, the apparatus may include a self-propelled, preferably guided, wheeled platform which can be removably mounted relative to a larger vehicle and to be off the ground when mounted to the larger vehicle. In this alternative embodiment, the apparatus will typically be provided with an external housing and that external housing will normally have a number of openings therein in order to allow insertion of mounting pins to mount the apparatus relative to the vehicle. Typically the vehicle is provided with the pins and those pins are inserted into the openings and locked in order to mount the apparatus relative to the vehicle.\nPreferably a number of openings are provided in at least one sidewall or lid of the housing. In this embodiment, it is preferred that the apparatus be loaded beneath a portion of the vehicle. Therefore, the openings will typically be in an upper portion of the housing. It is preferred that openings such as these will have a convergent entryway in order to assist with alignment of the pins with the openings provided in the housing.\nThe housing may also be provided with one or more clamp openings in order to receive a rotating clamp member which is also provided in the vehicle.\nThe apparatus of this alternative embodiment will preferably have at least one extendable and retractable lifting assembly in order to lift the apparatus into position relative to the vehicle and the mounting pins and also to lower the apparatus once replacement or removal is required. Any type of extendable and retracting lifting assembly can be used, for example a linear assembly or a scissor assembly could be used.\nPreferably, four mounting pins are provided, one relative to each corner of a preferred rectangular apparatus. Consequently, it is preferred that four openings are provided in the housing.\nThe number of openings provided in the housing for the rotatable clamp members will also preferably equal the number of clamp members provided. The openings are typically clamping ports or similar which will allow engagement of the clamp members with the housing in order to hold the housing relative to the vehicle. This is normally in addition to the mounting pins that are provided. The rotatable clamp members will normally be provided as a part of a clamp assembly normally with the one or more locking bars which allow more security of engagement between the housing and to the vehicle. Typically, one or more locking bars are provided which extend transversely relative to the housing in order to lock the housing relative to the vehicle.\nThe at least one secondary power source will normally be one or more batteries and the batteries may be removable and/or loadable into the vehicle or alternatively, the vehicle may draw power from the batteries within the apparatus whilst the apparatus is mounted relative to the vehicle. In some forms, the batteries may be dispensed from the apparatus to the vehicle. In this embodiment, one or more conveying mechanisms may be provided to dispense the batteries. Additionally, there may be a release aid to release the batteries from the apparatus and/or from the vehicle. Typically the batteries are locked relative to the apparatus until they are released. The release of the batteries may require insertion of a tool but preferably, the insertion of one battery, preferably a spent battery into a receiving slot or opening in the apparatus will trigger the release of one or more replacement batteries with the requirement that a spent battery be inserted before a replacement battery can be released.\nThe apparatus of the present invention also includes a power connection assembly to connect the at least one secondary power source to the electric vehicle. Preferably, the power connection assembly can be provided on the apparatus containing the at least one secondary power source and/or on the secondary power sources themselves for connection. As mentioned above, the at least one secondary power source may be dispensed from the apparatus in order to engage with the connection to the electric vehicle or, alternatively, the connection may be made while the at least one secondary power source is in situ relative to the apparatus. Preferably, a number of at least one secondary power sources may be connected in a grid or similar within the apparatus and then the grid is connected to the electric vehicle.\nAny method or type of power connection assembly can be used. Usually, one or more connection ports are provided on the apparatus and/or on the secondary power sources in order to engage with a plug or similar to allow power to be supplied.\nThe apparatus of the present invention also includes a control device or assembly in order to control supply of electrical energy to the electric vehicle. Again, this may be provided in or on the apparatus or in the vehicle. The control device or assembly will typically allow monitoring of the status of the at least one secondary power sources. Preferably, flow of power from the apparatus to the electric vehicle may be controlled from within the electric vehicle with appropriate action taken in the apparatus as a result of changes made within the vehicle.\nIt is also preferred that remote monitoring be provided. In particular, it is preferred that a wireless connection be provided to an in vehicle display in order to convey information about the status and operation of the at least one secondary power source to the driver of the vehicle. A wired connection may be provided through the power connection assembly.\nTherefore, the present invention is directed towards providing a system and apparatus by which at least one secondary power source can be provided to an electric vehicle in order to supplement the power supply of the electric vehicle and/or replace the power supply of the electric vehicle. This can be achieved in many different ways but according to the preferred embodiment, is provided as either a towable trailer embodiment which can be towed by a vehicle such as a car, truck or motorcycle or as an apparatus adapted to be releasable mounted to a vehicle to supplement or replace the on-board power supply, and which can be provided as a pod or similar attached to a vehicle in containing a number of secondary power sources or provided as or by a delivery vehicle to deliver the secondary power sources to the vehicle for mounting relative to the vehicle either individually (such as removing and replacing the on-board power supply) or as a unit having a number of secondary power sources therein and connection assembly is allowing provision power to the vehicle.\nAny of the features described herein can be combined in any combination with any one or more of the other features described herein within the scope of the invention.\nThe reference to any prior art in this specification is not, and should not be taken as an acknowledgement or any form of suggestion that the prior art forms part of the common general knowledge.\nPreferred features, embodiments and variations of the invention may be discerned from the following Detailed Description which provides sufficient information for those skilled in the art to perform the invention. The Detailed Description is not to be regarded as limiting the scope of the preceding Summary of the Invention in any way. The Detailed Description will make reference to a number of drawings as follows:\n FIG. 1 shows a standard car triler (not connected to a vehicle) according to a preferred embodiment with the park wheels extended and the park wheel assembly locked down.\n FIG. 2 shows a version of the triler illustrated in FIG. 1 in drive mode with the wheel assembly clearly visible (and the park wheels not shown).\n FIG. 3 shows the action of the Triler illustrated in FIG. 1 in a collision.\nDiagram 4 shows a sectional view of the breaker spacer unit from the embodiment illustrated in FIG. 1.\n FIG. 5 is an isometric view of the pin receptacle cylinder assembly according to a preferred embodiment.\n FIG. 6 is a detailed view of an upper portion of the pin receptacle cylinder assembly illustrated in FIG. 5.\n FIG. 7 is a plan view of the pin receptacle cylinder assembly illustrated in FIG. 5.\n FIG. 8 shows the up-down hinge spring (UDHS) system (without the breaker spacer present) according to a preferred embodiment.\n FIG. 9 shows the cover lift system according to a preferred embodiment for lifting the plug-in cover so a TMA or UTMA can plug in.\n FIG. 10 shows an electrically activated pin locking fork (EADPLF) according to a preferred embodiment for locking a triler draw pin into the receptacle cylinder.\n FIG. 11 shows a manual version of the fork locking system according to a preferred embodiment.\n FIG. 12 shows the triler pin and attachment system for a mining equipment triler according to a preferred embodiment.\n FIG. 13 shows the van triler wheel extender for van, truck, bus and prime mover trilers according to a preferred embodiment in the retracted condition.\n FIG. 14 shows the van triler wheel extender for van, truck, bus and prime mover trilers according to a preferred embodiment in the deployed condition.\n FIG. 15 shows the storage and access positions of a spare wheel bracket for triler enabled vehicles according to a preferred embodiment.\n FIG. 16 shows an isometric view of an elasticized locking pin system according to a preferred embodiment of the present invention.\n FIG. 17 shows a side elevation view of the configuration illustrated in FIG. 16.\n FIG. 18 shows an underside view of a wheeled truck mounted apparatus of a type suitable for cars/trucks/articulated vehicles.\n FIG. 19 shows an underside of a vehicle having a roll clamp system (RCS) that holds a truck mounted apparatus under a vehicle according to a preferred embodiment.\n FIG. 20 shows a top view of the wheeled truck mounted apparatus illustrated in FIG. 18.\n FIG. 21 shows the truck mounted apparatus mounting on jacks to the underside of the truck according to a preferred embodiment.\n FIG. 22 is an example of a delivery system for delivery of replacement battery components according to an embodiment of the invention.\n FIG. 23 shows a possible suspension system for wheeled apparatus according to a preferred embodiment.\n FIG. 24 is an example of an apparatus designed for ferrying replacement secondary power sources from the charge/storage area to motorcycles according to an embodiment of the invention.\n FIG. 25 shows an example of a lower attachment arm on motorcycle trilers attaching over pins/axles on either side of the motorcycle according to an aspect of the present invention.\n FIG. 26 shows the front of car with an Engine Bay UTMA Carrier system installed according to a preferred embodiment of the present invention.\n FIG. 27 shows the configuration illustrated in FIG. 26 with the concealed UTMA carrier visible behind the front.\n FIG. 28 shows the configuration illustrated in FIG. 26 with the Engine Bay UTMA Carrier Unit extended.\n FIG. 29 shows an example of a roof rack carrier according to a preferred embodiment of the present invention.\n FIG. 30 shows an example of a motorcycle Triler according to a preferred embodiment of the present invention.\n FIG. 31 shows an example of the side Triler with draw pins that are in line with the triler wheels according to a preferred embodiment of the present invention.\n FIG. 32 shows a side view and front view of a triler draw pin according to a preferred embodiment of the present invention.\n FIG. 33 shows a TMA/UTMA powered rickshaw according to a preferred embodiment of the present invention.\n FIG. 34 shows carrier unit for an electrolyte transfer system according to a preferred embodiment of the present invention.\nAccording to a particularly preferred embodiment of the present invention, apparatus and system for providing a secondary power source for an electric vehicle are provided.\nThe apparatus for providing a secondary power source for an electric vehicle as illustrated in the Figures includes a wheeled platform attachable to the electric vehicle and having at least one secondary electrical power storage unit for storing electrical energy for delivery to the electric vehicle as required to replace the primary power source, a power connection assembly to connect to the electric vehicle and a control system to control supply to the electric vehicle.\nFor the sake of ease and simplicity, the wheeled platforms included in the present invention are referred to in this document as “trilers” or a “triler device” or a derivative.\nOne important feature of the triler devices of the preferred embodiments is that it they are a rectangular (or other) shaped battery platform which preferably attaches to the vehicle with two (2) pins (draw pins) that slot into compatible receptacle holes provided in or on the vehicle. When in use, a triler is supported at the pin end by the vehicle and at the other end by a plurality of wheels but preferably a single centralized wheel assembly that can rotate in any direction and that has the capability along with the two draw pin supports attached to the vehicle of supporting the entire weight of the triler. (On motorcycle trilers, the wheel is preferably fixed as steering is by tilting and reversing can be accomplished by pushing the motorcycle back). All electric vehicles, factory, farm and earthmoving machinery along with mining equipment, trucks and articulated vehicles can be designed with pin mounts to make them compatible with a standard triler for their type, make and model either as an OEM fitting or a retrofit configuration. Triler companies will work with bus, car/vehicle manufacturers to standardise triler products so the same model, type and size triler can be used with all makes and models of electric car/vehicle in that size and/or work configuration.\nThus vehicles of a particular type preferably have hitch points in the same designated spot on the front/rear/side of the vehicle along with cable connections and attachment places for electronic monitors. Systems will be designed so that a single person can change a Triler system singlehandedly. Systems will come in small medium, large and extra-large systems to suit vehicle types. There are also to be systems for commercial vehicles, vans, buses, single tray and rigid trucks and articulated vehicles.\n(Please note following approximate measurements are for trilers for small to medium vehicles. Vehicles that are larger and trucks; 4×4's; mine and agricultural vehicles will have higher/larger specifications and will have trilers and components that are appropriately engineered for them).\nThe pins on car Trilers are preferably approximately 20-30 mm thick and slot into pin receptacles on either side of the rear of the car. Receptacle Pin Assemblies (RPA) made up of a Receptacle Cylinder (RC) and a Receptacle Cylinder holder (RCH) can be engineered into the front/rear of the vehicle/equipment or built as an aftermarket bolt-on system. The pins are locked into positions inside the pin receptacles. There are two (2) pin locking systems. In the first is a two pronged fork that slots from the car-side of | An apparatus for providing a secondary power source for an electric vehicle and having at least one secondary electrical power storage unit for storing electrical energy for delivery to the electric vehicle as required to replace the primary power source, a power connection assembly to connect the at least one secondary power source to the electric vehicle and a control system to control supply to the electric vehicle. | US:15/532,622 | https://patentimages.storage.googleapis.com/8a/f6/07/fac55247522544/US10183563.pdf | US:10183563 | Dignan Herbert RAYNER, Ivan Herbert Godfrey RAYNER | Itc Ip Holdings No 1 Pty Ltd | CN:2199080:Y, US:6562504, US:6800393, WO:2004051781:A2, US:20070229026:A1, JP:2010200393:A, US:20110084664:A1, US:20110084665:A1, US:8314587, US:20130249276:A1, US:8941463, US:20140368156:A1, US:20150249353:A1, WO:2016086274:A1 | 2019-01-22 | 2019-01-22 | 1. A system for providing a secondary power source for an electric vehicle having a primary power source, the system comprising an apparatus attachable to the electric vehicle and having at least one secondary electrical power storage unit including a battery for storing electrical energy for delivery to the electric vehicle as required to replace the primary power source, and at least one proprietary plug associated with the apparatus, a power connection assembly to connect the apparatus to the electric vehicle, and a battery control system embedded in each storage unit and adapted to control supply to the electric vehicle, and an authorisation system to authorize delivery of the electrical energy from the storage unit, at least one communication pathway associated with the apparatus, wherein the control system undertakes an authorisation process utilising the authorisation system remotely through the at least one communication pathway before electrical energy is delivered from the storage unit, wherein the control system identities each storage unit and each proprietary plug to charge/connect each storage unit within the system in order to track the use of each storage unit for access, restricting or denial of access and billing, the apparatus being configured as a modified wheeled platform or the battery attached to the vehicle and wherein the system controls the input of power or energy into the battery and prevents unauthorized charging of the battery., 2. The system as claimed in claim 1 wherein the vehicle is a car or truck., 3. The system as claimed in claim 1 wherein the secondary power source includes a location receiver and a wireless communication device to allow the location of the secondary power source to be identified, substantially in real-time., 4. The system as claimed in claim 1 wherein the apparatus is configured as a towable trailer to be towed by the electric vehicle., 5. The system as claimed in claim 4 wherein the apparatus includes a breaker or spacer assembly at a forward end of the trailer defining a volume extending across a forward end of the trailer in order to provide a buffer space in case of accidents or similar., 6. The system as claimed in claim 4 wherein the trailer is length adjustable, provided in a pair of portions, namely a front portion and a rear portion which slide relative to one another., 7. The system as claimed in claim 4 wherein the trailer includes a forward wall assembly provided with a draw assembly in order to attach the trailer to the electric vehicle and the electric vehicle is provided with a corresponding assembly to attach., 8. The system as claimed in claim 1 wherein the apparatus is configured as a self-propelled, wheeled platform a removably mounted relative to a larger vehicle and to be off the ground when mounted to the larger vehicle., 9. The system as claimed in claim 1 further including at least one mounting assembly to mount the apparatus relative to the electric vehicle and to allow the electric vehicle to operate using electrical energy stored in the at least one secondary electrical power storage unit or an electric vehicle primary electrical power storage unit., 10. The system as claimed in claim 1 wherein the control system allows selection of the at least one secondary electrical power storage unit or the electric vehicle primary electrical power storage unit., 11. The system as claimed in any one of the preceding claims 1 to 10 wherein the apparatus includes a number of swappable battery systems which can attach to and/or fit into enclosed or open compartments on vehicles., 12. The system as claimed in claim 1 wherein the apparatus is configured as a self-propelled, wheeled platform for delivery of the at least one secondary electrical power storage unit to the electric vehicle., 13. The system as claimed in claim 1 wherein the apparatus has an internal unit in order to bold or contain the secondary power source., 14. The system as claimed in claim 13 wherein the internal unit is removable and replaceable from the apparatus., 15. The system as claimed in claim 13 wherein the secondary power source is removable and replaceable from the internal unit., 16. The system as claimed in claim 13 wherein the internal unit has a number of subunits and wherein each subunit contains one or more batteries., 17. The system of claim 1 wherein the secondary power source includes one or more batteries and the one or more batteries are removable and/or loadable into the vehicle., 18. The system as claimed in claim 1 wherein the at least one secondary electrical power storage unit comprises one or more batteries and wherein the electric vehicle draws electrical energy from the one or more batteries whilst the apparatus is mounted relative to the vehicle., 19. The system as claimed in claim 1 wherein the secondary power is connected in a grid within the apparatus and then the grid is connected to the electric vehicle., 20. The system of claim 1 wherein the control system is provided in or on the apparatus or in the electric vehicle or partially in both., 21. The system as claimed in claim 1 wherein the control system allows monitoring of the status of the secondary power source., 22. The system as claimed in claim 1 wherein a wireless connection is provided to a vehicle display to convey information about status and operation of the secondary power source to a driver of the electric vehicle., 23. The system as claimed in claim 1 wherein the apparatus is configured as a wheeled apparatus for transport and/or delivery of the at least one secondary electrical power storage unit to the electric vehicle., 24. The system as claimed in claim 1 wherein the apparatus includes one or more deployable wheel assemblies for at least temporary support of the apparatus either in conjunction with a rear support wheel assembly or for temporary support in the absence of a rear support wheel assembly., 25. The system of claim 1 wherein the apparatus is configured as an unwheeled unit which has an associated mobile delivery vehicle for delivery of the at least one secondary electrical power storage unit to the electric vehicle., 26. The system according to claim 1 wherein the control system controls, enables and authorizes access to the input of power into the battery and controls and monitors the amount of power entering the battery for accounting, charging and billing purposes., 27. The system according to claim 1 wherein the control system controls, enables and authorizes access to and monitors the output and the amount of power from the battery for charging and billing purposes., 28. The system of claim 1 wherein in the battery is a swap battery. | US | United States | Active | B | True |
| 193 | 电动汽车能量回收方法及装置 \n | CN110281776B | NaN | 本发明实施例公开了一种电动汽车能量回收方法，该方法包括：当电动汽车进入能量回收模式时，根据当前车速、当前行驶的道路的坡度信息、能量回收等级、制动开度，得到第一扭矩增益系数；根据第一扭矩增益系数和预设的基准回收扭矩，确定第一回收扭矩；根据预设的基准回收功率得到第二回收扭矩；根据第一回收扭矩、第二回收扭矩、电池允许的充电功率和电机的发电扭矩，确定电机的电机回收扭矩；控制电机输出电机回收扭矩来进行能量回收。本发明根据电动汽车的当前车速、当前行驶的道路的坡度信息、能量回收等级和制动踏板的制动开度等多个参数控制电动汽车的能量回收，提高了能量的回收效率。 | CN:201910613463.8A | https://patentimages.storage.googleapis.com/c2/02/59/695bfc63f19732/CN110281776B.pdf | CN:110281776:B | 付超, 王新树, 张飞, 高洁, 刘小峰, 王金桥, 韩友国, 汪跃中 | Chery New Energy Automobile Co Ltd | CN:104015625:A, CN:104786851:A, CN:107323272:A, CN:108515960:A, CN:108725213:A, CN:109492320:A | Not available | 2022-04-12 | 1.一种电动汽车能量回收方法，其特征在于，所述方法包括：, 判断电动汽车是否进入能量回收模式；, 当所述电动汽车进入能量回收模式时，获取所述电动汽车的当前车速、当前行驶的道路的坡度信息、能量回收等级、制动踏板的制动开度、所述电动汽车的能量回收时长、电池允许的充电功率和电机的发电扭矩；, 在车速与第一增益系数的对应关系表中，查找所述当前车速所对应的第一增益系数；, 在坡度信息与第二增益系数的对应关系表中，查找所述坡度信息所对应的第二增益系数；, 在能量回收等级与第三增益系数的对应关系表中，查找所述能量回收等级所对应的第三增益系数；, 在制动开度与第四增益系数的对应关系表中，查找所述制动开度所对应的第四增益系数；, 在能量回收时长与第五增益系数的对应关系表中，查找所述能量回收时长所对应的第五增益系数；, 将所述第一增益系数、所述第二增益系数、所述第三增益系数、所述第四增益系数和所述第五增益系数相乘，得到第一扭矩增益系数；, 将所述第一扭矩增益系数和预设的基准回收扭矩相乘，得到第一回收扭矩；, 获取所述电机的当前电机转速；, 将所述当前电机转速和预设的基准回收功率输入到回收扭矩公式中，得到第二回收扭矩，所述回收扭矩公式为：, M＝P×9550/n；, 其中，M为所述第二回收扭矩，P为所述基准回收功率，n为所述当前电机转速；, 根据所述第一回收扭矩、所述第二回收扭矩、所述电池允许的充电功率和所述电机的发电扭矩，确定电机的电机回收扭矩；, 控制所述电机输出所述电机回收扭矩来进行能量回收。, 2.根据权利要求1所述的方法，其特征在于，所述判断电动汽车是否进入能量回收模式，包括：, 获取油门信号和档位信号；, 根据所述油门信号、所述档位信号、所述当前车速和所述电池允许的充电功率判断所述电动汽车是否进入能量回收模式。, 3.根据权利要求2所述的方法，其特征在于，所述根据所述油门信号、所述档位信号、所述当前车速和所述电池允许的充电功率判断所述电动汽车是否进入能量回收模式，包括：, 当满足第一条件、第二条件、第三条件和第四条件时，则电动汽车进入能量回收模式；, 其中，所述第一条件包括：所述油门信号为未踩下油门的信号；, 所述第二条件包括：所述档位信号为前进挡信号或后退挡信号；, 所述第三条件包括：所述当前车速大于预设车速；, 所述第四条件包括：所述电池允许的充电功率大于零。, 4.根据权利要求1所述的方法，其特征在于，所述根据所述第一回收扭矩、所述第二回收扭矩、所述电池允许的充电功率和所述电机的发电扭矩，确定电机的电机回收扭矩，包括：, 根据所述电池允许的充电功率得到第三回收扭矩；, 将所述第一回收扭矩、所述第二回收扭矩、所述第三回收扭矩和所述电机的发电扭矩进行比较，得到所述第一回收扭矩、所述第二回收扭矩、所述第三回收扭矩和所述电机的发电扭矩中的最小值，将所述最小值确定为电机的电机回收扭矩。, 5.一种电动汽车能量回收装置，其特征在于，所述装置包括：, 判断模块，用于判断电动汽车是否进入能量回收模式；, 获取模块，用于当所述电动汽车进入能量回收模式时，获取所述电动汽车的当前车速、当前行驶的道路的坡度信息、能量回收等级、制动踏板的制动开度、所述电动汽车的能量回收时长、电池允许的充电功率和电机的发电扭矩；, 第一确定模块，用于在车速与第一增益系数的对应关系表中，查找所述当前车速所对应的第一增益系数；在坡度信息与第二增益系数的对应关系表中，查找所述坡度信息所对应的第二增益系数；在能量回收等级与第三增益系数的对应关系表中，查找所述能量回收等级所对应的第三增益系数；在制动开度与第四增益系数的对应关系表中，查找所述制动开度所对应的第四增益系数；在能量回收时长与第五增益系数的对应关系表中，查找能量回收时长所对应的第五增益系数；将所述第一增益系数、所述第二增益系数、所述第三增益系数、所述第四增益系数和所述第五增益系数相乘，得到第一扭矩增益系数；, 第二确定模块，用于将所述第一扭矩增益系数和预设的基准回收扭矩相乘，得到第一回收扭矩；, 第三确定模块，用于获取所述电机的当前电机转速；将所述当前电机转速和预设的基准回收功率输入到回收扭矩公式中，得到第二回收扭矩，所述回收扭矩公式为：, M＝P×9550/n；, 其中，M为所述第二回收扭矩，P为所述基准回收功率，n为所述当前电机转速；, 第四确定模块，用于根据所述第一回收扭矩、所述第二回收扭矩、所述电池允许的充电功率和所述电机的发电扭矩，确定电机的电机回收扭矩；, 控制模块，用于控制所述电机输出所述电机回收扭矩来进行能量回收。, 6.根据权利要求5所述的装置，其特征在于，所述判断模块，还用于：, 获取油门信号和档位信号；, 根据所述油门信号、所述档位信号、所述当前车速和所述电池允许的充电功率判断所述电动汽车是否进入能量回收模式。 | CN | China | Active | B | True |
| 194 | System and method for regulating a charging temperature of a vehicle battery \n | US11447037B2 | This application is a 35 U.S.C. 371 National Stage application of PCT/EP2018/083460, filed Dec. 4, 2018, and claims priority to German Application No. De 102017221829.0 filed on Dec. 4, 2017. The entire contents of the above-mentioned patent applications are incorporated herein by reference as part of the disclosure of this U.S. application.\nThe invention relates to a system and a method for optimising and regulating a charging temperature of a vehicle battery of a vehicle, and in particular to a system and a method for actively regulating a charging temperature of a vehicle battery by means of a temperature sink for optimising a range of the vehicle and/or for speeding up a charging procedure of the vehicle battery.\nElectric vehicles have an electric motor which is powered by a vehicle battery during travel. When designing electric vehicles, the battery capacity and power of the vehicle battery play a significant role. A user of the electric vehicle would like the electric vehicle to have the longest possible range whilst at the same time the shortest possible charging times for charging the vehicle battery. Conventional vehicle batteries permit, depending upon electrochemical composition, charging currents between 1 and 20 times the battery capacity of the vehicle battery, which is also referred to as the C-value. During charging of the battery, electrical currents flow and generate heat in the vehicle battery. High charging currents can result in heat generation which can heat the vehicle battery beyond a permissible temperature value. For example, conventional lithium-ion vehicle batteries are not to be heated above 50° C. Therefore, in order to avoid significant heating of vehicle batteries the battery cells of the vehicle battery which are installed in the vehicle are in part actively cooled. This temperature cooling is effected e.g. by means of an air flow or by means of a cooling liquid. US 2017/0096073 A1 describes a vehicle, in which the vehicle battery is cooled during a charging procedure by means of an externally supplied cooling liquid. DE 11 2013 004 048 describes a thermal management system for an electric vehicle, in which, inter alia, the temperature of the vehicle battery is actively regulated. DE 10 2016 109 590 describes a traction battery cooling system, in which likewise the temperature of the vehicle battery is actively regulated. In both conventional systems, the waste heat is output to the environment. Moreover, in order to increase the cooling power a cooling unit can be used in these conventional systems.\nConventional systems aim to maintain the temperature of the vehicle battery within a desired temperature range at the time of operation and of the charging procedure and to discharge the generated heat, where necessary. The system described in this invention absorbs the charging heat, which is generated by the vehicle battery at the time of the charging procedure, with the aid of the fluid mass of a coolant circuit for the vehicle battery. As a result, it is possible to store the charging heat of the vehicle battery and to maintain the temperature of the vehicle battery within a desired temperature range during the charging procedure. If it becomes necessary to heat the vehicle battery, the coolant for the vehicle battery can be heated by a heating apparatus and/or the stored waste heat from the charging procedure can be used.\nDuring a very rapid charging procedure, e.g. during a charging time of less than 20 minutes, depending upon the electrochemical composition of the vehicle battery and the design thereof, a relatively large amount of waste heat of several kilowatts of power and several kilowatt-hours of energy is produced. Therefore, with a reduced charging time the cooling power for cooling the vehicle battery must be increased disproportionately in conventional systems because, on the one hand, the heat energy quantity generated during charging increases and at the same time the charging time is reduced. In order to discharge the resulting heat quantity, a relatively high cooling power is required which also causes an increase in heat in the area directly surrounding the vehicle and at the same time produces increasing noise in the cooling fan. A further disadvantage of conventional systems is that active temperature regulation of the vehicle battery is effected only during the charging procedure and therefore the charging procedure of the vehicle battery always requires a considerable charging time or the speed of the charging procedure is limited by compliance with the maximum temperature of the battery.\nTherefore, it is an object of the present invention to provide a method and a system for regulating a charging temperature of a vehicle battery of a vehicle, in which the charging procedure for electrically charging the vehicle battery is sped up or the required charging time for charging the vehicle battery is reduced.\nAccording to a first aspect of the invention, this object is achieved by a system for regulating a charging temperature of a vehicle battery of a vehicle having the features stated in claim 1.\nAccordingly, the invention provides a system for regulating a charging temperature of a vehicle battery of a vehicle, wherein the vehicle battery is cooled by means of a fluid which circulates in a cooling circuit of the vehicle, which is controlled by a controller such that, upon reaching a charging station, the temperature of the vehicle battery is pre-controlled to a desired charging start temperature which is suitable for an electrical charging procedure for speedily charging the vehicle battery by means of the charging station.\nThe pre-temperature-controlled fluid can circulate completely in the cooling circuit of the vehicle battery or alternatively can be admixed in a secondary circuit.\nThe system in accordance with the invention results in a more rapid charging procedure in a vehicle battery in an electric vehicle which discharges and intermediately stores the waste heat produced by a fluid. Depending upon the operating profile of the vehicle and the outside temperature, the stored heat quantity can be used for controlling the temperature of an interior of a vehicle in order thereby to extend the range of the vehicle in spite of the operation of a heater for the interior. Alternatively, the generated heat quantity can be output to the area surrounding the vehicle over the period of operation, without reducing the range of the vehicle.\nBy reason of the efficient option of actively discharging the waste heat of the vehicle battery, a thermally insulated design of the vehicle battery is recommended. This is advantageous especially in the case of cold ambient temperatures in order to not allow the temperature of the vehicle battery to fall below a desired temperature and not to have to use any valuable electrical energy for a heating procedure.\nIn the case of one possible embodiment of the system in accordance with the invention, the controller of the system determines an expected remaining duration and/or remaining distance until the vehicle reaches the charging station and any resulting heat currents, to be expected, of vehicle components of the vehicle until the vehicle reaches the charging station.\nIn the case of one possible embodiment of the system in accordance with the invention, the controller calculates the expected remaining duration and/or the expected remaining distance until the charging station is reached on the basis of navigation data provided by a navigation unit of the vehicle, and/or on the basis of operational profile data of the vehicle.\nIn the case of one possible embodiment of the system in accordance with the invention, the operational profile data of the vehicle are recorded and periodically stored in a data memory of the system.\nIn the case of a further possible embodiment of the system in accordance with the invention, the controller monitors a current state of charge and an operating temperature of the vehicle battery.\nIn the case of a further possible embodiment of the system in accordance with the invention, the controller activates the cooling circuit and/or a battery heater provided on the vehicle battery in terms of the heat currents to be expected until the charging station is reached such that the monitored operating temperature of the vehicle battery on reaching the charging station corresponds to the desired charging start temperature.\nIn the case of a further possible embodiment of the system in accordance with the invention, the vehicle battery is installed in a thermally insulated installation space within the vehicle which is cooled by means of the fluid circulating within the cooling circuit.\nIn the case of a further possible embodiment of the system in accordance with the invention, the cooling circuit has a tank for holding a specified quantity of the fluid and a pump, which can be controlled by the controller, for pumping the fluid through the installation space of the vehicle battery.\nIn the case of a further possible embodiment of the system in accordance with the invention, the quantity of the fluid within the tank can, for the most part, absorb the heat quantity accumulating during the electrical charging procedure of the vehicle battery.\nIn the case of a further possible embodiment of the system in accordance with the invention, the quantity of the fluid within the installation space can be freely dimensioned between the individual battery cells.\nIn the case of a further possible embodiment of the system in accordance with the invention, the fluid located in the tank of the cooling circuit is pre-cooled to a low temperature prior to the beginning of the electrical charging procedure and is pumped by means of a pump through the installation space of the vehicle battery at the beginning of the electrical charging procedure.\nIn the case of a further possible embodiment of the system in accordance with the invention, the waste heat produced during the electrical charging procedure of the vehicle battery is used to control the temperature of a passenger compartment of the vehicle and/or other vehicle components of the vehicle.\nIn the case of a further possible embodiment of the system in accordance with the invention, the waste heat produced during the electrical charging procedure of the vehicle battery is intermediately stored via a heat pump, which is coupled to the cooling circuit, in a heat accumulator of a high temperature circuit of a drive train of the vehicle.\nIn the case of a further possible embodiment of the system in accordance with the invention, the high temperature circuit of the vehicle has a pump, which can be controlled by the controller, for pumping a fluid through the drive train and through the heat accumulator and through heating devices for a passenger compartment of the vehicle or for other vehicle components of the vehicle.\nIn the case of a further possible embodiment of the system in accordance with the invention, the quantity of the fluid circulating within the cooling circuit is dimensioned such that a maximum permissible temperature of the vehicle battery is not reached during an electrical charging of the vehicle battery from about 10% of its battery charging capacity at the beginning of the electrical charging procedure to about 80% of its battery charging capacity at the end of the electrical charging procedure.\nIn the case of a further possible embodiment of the system in accordance with the invention, the controller for setting the cooling power provided by the cooling circuit activates the power of a pump contained in the cooling circuit and/or a compressor contained in a heat pump.\nThe invention further provides, according to a further aspect, a method for regulating a charging temperature of a vehicle battery of a vehicle comprising the features stated in claim 15.\nAccordingly, the invention provides a method for regulating a charging temperature of a vehicle battery of a vehicle, wherein the vehicle battery is cooled by means of a fluid which circulates in a cooling circuit of the vehicle which is controlled such that, upon reaching a charging station, the temperature of the vehicle battery is pre-controlled to a desired charging start temperature which is suitable for an electrical charging procedure for speedily charging the vehicle battery by means of the charging station.\nPossible embodiments of the system in accordance with the invention and of the method in accordance with the invention for regulating a charging temperature of a vehicle battery of a vehicle are described in more detail hereinafter with reference to the attached figures.\nIn the drawings:\n FIG. 1A shows a block diagram to illustrate one possible embodiment of an inventive system for regulating a charging temperature of a vehicle battery of a vehicle;\n FIG. 1B shows a modification of the block diagram shown in FIG. 1A which additionally permits a secondary current circuit for mixing the fluid from the battery return with the temperature-controlled fluid from the tank;\n FIG. 2 shows a further block diagram to illustrate one possible embodiment of an inventive system for regulating a charging temperature of a vehicle battery;\n FIG. 3 shows a diagram to explain the mode of operation of one example of an embodiment of a controller which can be used within the system in accordance with the invention;\n FIG. 4 shows functional diagrams to explain the mode of operation of the system in accordance with the invention and of the method in accordance with the invention by reference to an exemplified embodiment.\nThe system (SYS) illustrated in FIG. 1A serves to regulate a charging temperature of a vehicle battery of a vehicle, in particular an electric vehicle. In the case of the exemplified embodiment illustrated in FIG. 1A, a vehicle battery 2 of a vehicle is coupled to a cooling reservoir or tank 1. The tank 1 illustrated in FIG. 1A forms a holding container for holding a fluid F. This fluid F is pumped by means of a pump 3 for cooling the vehicle battery 2 within a cooling circuit 21. The vehicle battery 2 is cooled by means of the fluid F which circulates in the cooling circuit 21 of the vehicle. The cooling circuit 21 of the vehicle is controlled by a controller 18 of the system SYS such that, upon reaching a charging station, the temperature of the vehicle battery 2 is pre-controlled to a desired charging start temperature T0. This desired charging start temperature T0 is suitable for an electrical charging procedure for speedily charging the vehicle battery 2 by means of the charging station. The desired charging start temperature T0 depends upon the electrochemical composition and upon the individual design of the vehicle battery 2 of the vehicle. In the case of one possible embodiment, the desired charging start temperature T0 is preferably about 20° C., e.g. 17° C. In the case of the exemplified embodiment illustrated in FIG. 1A, the pump 3 is activated by means of a controller 18 of the system SYS. In the case of the embodiment illustrated in FIG. 1A, the controller 18 can determine an expected remaining duration and/or remaining distance until the charging station is reached and any resulting heat currents, to be expected, of vehicle components of the vehicle until the vehicle reaches the charging station.\nIn the case of the exemplified embodiment illustrated in FIG. 1A, the controller 18 is connected to a navigation unit 20 of the vehicle. In the case of one possible embodiment, the controller 18 calculates the expected remaining duration and/or the expected remaining distance until the charging station is reached, on the basis of navigation data and on the basis of operational profile data of the vehicle. In the case of the embodiment illustrated in FIG. 1A, the navigation unit 20 provides navigation data to the controller 18, on the basis of which the expected remaining duration and/or the expected remaining distance until the charging station is reached is calculated. Furthermore, during the calculation of the remaining duration and/or the remaining distance to be expected, operational profile data of the vehicle can also be used. In one possible embodiment, this operational profile data are recorded and periodically stored in a data memory 19. In the case of the embodiment illustrated in FIG. 1A, the controller 18 can read out these operational profile data in order to also take it into consideration during the calculation of the remaining duration and/or the remaining distance to be expected until the charging station is reached.\nIn the case of one possible embodiment, the controller 18 monitors the current state of charge and an operating temperature T of the vehicle battery 2. In the case of one possible embodiment, the controller 18 can activate the cooling circuit 21 in terms of the heat currents to be expected until the charging station is reached such that, upon reaching the charging station, the operating temperature T of the vehicle battery 2 monitored thereby corresponds to the desired charging start temperature T0. For this purpose, in the case of a further possible embodiment the controller 18 can additionally use a battery heater 15 provided in the vehicle battery 2, as also illustrated in FIG. 2. Therefore, in the case of one possible embodiment, the controller 18 controls both the cooling circuit 21 for activating its pump 3 and a battery heater 15 in terms of the heat currents to be expected until the charging station is reached such that, upon reaching the charging station, the operating temperature T of the vehicle battery 2 monitored by the controller 18 corresponds to the desired charging start temperature T0, e.g. a desired charging temperature T0 of about 20° C.\nIn the case of one possible embodiment, the vehicle battery 2 can be located in a thermally insulated installation space within the vehicle which is cooled by means of the fluid F circulating within the cooling circuit 21. As can be seen in FIG. 1A, the cooling circuit 21 has a cooling reservoir or a tank 1 for holding a specified quantity of the fluid F, and the pump 3, which can be activated by the controller 18, for pumping the fluid F through the installation space of the vehicle battery 2. In the case of a preferred embodiment, the quantity m of the fluid F within the tank 1 is dimensioned such that it can, for the most part, absorb the heat quantity Q accumulating during the electrical charging procedure of the vehicle battery 2. The dimensioning of the quantity m of the fluid F is such that the fluid quantity m is large enough in order to also cool the vehicle battery 2 of the vehicle effectively without external cooling. In the case of a preferred embodiment, the fluid F located in the tank 1 of the cooling circuit 21 is pre-cooled prior to the beginning of the electrical charging procedure by the system SYS to a low temperature and at the beginning of the electrical charging procedure the fluid F is pumped by means of the pump 3 through the installation space of the vehicle battery 2.\nIn order not to cool cells of the vehicle battery 2 excessively at the beginning of the charging procedure, the heated return of the vehicle battery 2 can be mixed with the fluid F from the tank 1 via a controllable mixing valve 25. A significant advantage of the admixing is that the minimum temperature for the fluid F in the tank 1 can be selected to be considerably lower and therefore more negative thermal energy can be provisioned per unit of weight/volume. FIG. 1B shows an embodiment comprising a mixing valve 25 which can be controlled by the controller 18.\nIn the case of one possible embodiment, the waste heat produced during the electrical charging procedure of the vehicle battery 2 can be used additionally for controlling the temperature of a passenger compartment and/or other vehicle components of the vehicle. In the case of one possible embodiment, the waste heat produced during the electrical charging procedure of the vehicle battery 2 is intermediately stored via a heat pump, which is coupled to the cooling circuit 21, in a heat accumulator of a high temperature circuit 22. In the case of a preferred embodiment of the system SYS in accordance with the invention, the quantity m of the fluid F circulating within the cooling circuit 21 is dimensioned such that a maximum permissible temperature of the vehicle battery 2 is not reached during an electrical charging of the vehicle battery 2 from about 10% of its battery charging capacity at the beginning of the electrical charging procedure to about 80% of its battery charging capacity at the end of the electrical charging procedure. In order to adjust the cooling power provided by the cooling circuit 21, the controller 18 can activate the power of a fluid pump 3 contained in the cooling circuit 21, and/or of a compressor 5 contained in a heat pump.\n FIG. 2 shows a block diagram to illustrate an exemplified embodiment of the inventive system SYS for regulating a charging temperature T of a vehicle battery 2 of a vehicle. The vehicle battery 2 is located in the cooling circuit 21 which has at least one cooling reservoir or at least one tank 1 for holding a cooling fluid F. The vehicle battery 2 is cooled by means of the fluid F which circulates, in a manner driven by the pump 3, in the cooling circuit 21 of the vehicle. The controller 18 illustrated in FIG. 2 controls, inter alia, the pump 3 e.g. by means of control signals CRTL. The fluid F circulating in the cooling circuit 21 is controlled by the controller 18 with the aid of the pump 3 such that, upon reaching an electrical charging station, the temperature of the vehicle battery 2 is already pre-controlled to a desired charging start temperature T0 which is particularly suitable for an electrical charging procedure of the relevant vehicle battery 2 for speedily charging the vehicle battery 2 by means of the charging station. In the case of one possible embodiment, the vehicle battery 2 is installed in a thermally well insulated installation space within the vehicle. This installation space can be cooled or heated by means of the fluid F. The cooling reservoir or the tank 1 contains a relatively large quantity of fluid F. The quantity m of the fluid F present in the tank 1 far exceeds the quantity of fluid present in a conventional cooling circuit of a conventional system. For example, the quantity m of the fluid F circulating in the cooling circuit 21 exceeds the quantity of a fluid, circulating in a conventional cooling circuit, by a factor of 10. In the case of a preferred embodiment, the fluid F provided in the cooling circuit 21 has a relatively high specific heat capacity. In the case of a preferred embodiment, the fluid F is formed by a liquid having a high specific thermal coefficient, e.g. by water or by an aqueous alcohol solution. The liquid or the fluid F can flow by means of the pump 3 via a line system through the vehicle battery 2 installed in the vehicle and so heat is exchanged between the fluid F and the vehicle battery 2.\nThe heat output produced during charging of the vehicle battery 2.\n\nP thermal=internal resistance R*current I 2 \n\nheats the vehicle battery 2 according to the specific heat capacity and mass thereof.\n\nIf, during the charging procedure, a fluid F is circulated through the vehicle battery 2, the value of the specific heat capacity increases accordingly by the heat capacity of the fluid F.\n\n\n\n\n\nc\nSystem\n\n=\n\n\n\n\nc\nBattery\n\n*\n\nMass\nBattery\n\n\n+\n\n\nc\nFluid\n\n*\n\nMass\nFluid\n\n\n\n\n\nMass\nBattery\n\n+\n\nMass\nFluid\n\n\n\n\n\n\n\nThe thermal energy which the system can absorb is thus derived from the heat capacity and the permissible temperature difference as well as from the energy output to the environment during the electrical charging procedure. It is increased if the fluid F and/or the vehicle battery 2 is actively cooled down prior to the charging procedure. In order not to attenuate the power of the vehicle battery 2 which decreases greatly below a given temperature, the fluid F is preferably pre-cooled, without already flowing through the vehicle battery 2. Depending upon the waste heat to be absorbed, prior to the electrical charging procedure the vehicle battery 2 can be brought to a temperature which is at the lower end of the power output required for the driving operation of the vehicle.\nAfter connecting the vehicle battery 2 to the charging station, at the start of the charging procedure the pre-cooled fluid F located in the tank 1 is pumped from the tank 1 through the vehicle battery 2 with the aid of the pump 3 of the cooling circuit 21 in a manner controlled by the controller 18. The vehicle battery 2 can be connected to an external charging station via an electrical charging cable. As soon as the electrical charging procedure of the vehicle battery 2 begins, i.e. as soon as an electrical charging current flows, the pumping procedure is automatically started by the pump 3. The fluid quantity m of the fluid F present in the cooling circuit 21 is preferably dimensioned such that, during an electrical charging of the vehicle battery 2 from about 10% of its total capacity during the start of the charging procedure to 80% of its total capacity at the end of the charging procedure, the maximum permissible temperature of the vehicle battery 2 is not yet completely reached and therefore a reserve remains for possible peaks in the driving operation.\nIn the design, shown in the modification, according to FIG. 1B, the fluid F is continuously or discontinuously circulated. By opening or closing the mixing valve 25, a define quantity of the cooler fluid F from the cooling reservoir 1 is admixed with the circulating fluid F and thus the desired temperature is adjusted for the inflow of the fluid F into the vehicle battery 2.\nTypically, the average load during the driving operation is considerably below the load during the rapid charging or the charging procedure. In the case of the embodiment illustrated in FIG. 2, the controller 18 obtains navigation data from a navigation unit 20 of the vehicle and has access to operational profile data of the vehicle which can be intermediately stored in a data memory 19.\nIn the case of the embodiment of the system in accordance with the invention illustrated in FIG. 2, the cooling circuit 21 is coupled to a high temperature circuit 22 via a heat pump 4. The waste heat produced during the electrical charging procedure of the vehicle battery 2 is intermediately stored in a heat accumulator 13 of the high temperature circuit 22 of a drive train 9 of the vehicle via the heat pump 4 which is coupled to the cooling circuit 21. In the case of the exemplified embodiment illustrated in FIG. 2, the heat pump or cooling unit 4 contains a cooling compressor 5 and a diffuser 6. On both sides, the heat pump 4 or the cooling unit 4 has a heat exchanger. Located on sides of the cooling circuit 21 is a heat exchanger 8 and located on sides of the high temperature circuit 22 is a heat exchanger 7, as illustrated in FIG. 2. Controllable valves 23, 24 can be provided within the heat pump 4. The high temperature circuit 22 of the vehicle contains a pump 12, which can be activated by the controller 18, for pumping a fluid F through the drive train 9 of the electric vehicle and through the heat accumulator 13 of the high temperature circuit 22, as illustrated in FIG. 2. Furthermore, the fluid F′ in the high temperature circuit 22 is pumped through heating devices for a passenger compartment of the vehicle and for other vehicle components of the vehicle. In the case of the exemplified embodiment illustrated in FIG. 2, the high temperature circuit 22 has a cooler 10 and a fan 11 with a cooler motor which is connected to the cooler 10 and cools the circulating fluid F′ with the aid of ambient air.\nFurthermore, a slide valve 17 can be provided for controlling the outlet air for the passenger compartment. Optionally, an additional electrical heater 14 can be provided, as illustrated in FIG. 2. Furthermore, in the case of the embodiment illustrated in FIG. 2, an AC-cooler 16 can be provided for air-conditioning of the passenger compartment and can be connected to the heat pump 4.\nDuring a rapid electrical charging procedure of the vehicle battery 2 with 200 kW direct current power and a high current amplitude, more than 4 kWh thermal energy can be produced within several minutes. Without a temperature sink or active cooling, the operating temperature T of a vehicle battery 2 weighing e.g. more than 300 kg would rise by ca. 20° C. and thus increase over the permissible range for most cell types. A vehicle battery 2 with ca. 40 kg additional aqueous fluid F as the temperature sink heats up by less than 25° C. With a start temperature of about 20° C., e.g. 17° C., the vehicle battery 2 reaches an operating temperature T of less than 45° C., e.g. 40° C., at the end of the electrical charging procedure. The heat energy of ca. 3 to 6 kWh which is stored in the temperature sink can be used over the predicted time period with the aid of a heat pump 4 in order to considerably improve the range of the vehicle, in particular in a colder environment, e.g. at a colder time of the year. If the heat had to be generated from an electrically stored energy, this would consume ca. 15% of the usable energy of the vehicle battery.\nIf heat is not required in the passenger compartment of the vehicle, the heat energy can be output via the cooling circuit 21 to the surrounding area during the driving operation of the vehicle. In order to increase the cooling power, the heat pump 4 can be used with its compressor 5 and its diffuser 6 and the two heat exchangers 7, 8. This is particularly expedient when a further cooling circuit, namely the high temperature cooling circuit 22, having a dedicated cooler 10, fan 11 and pump 12 is already provided or present for inverters and drive motors of the drive train 9 with a higher temperature level.\nFor this purpose, in the case of one possible embodiment a cooling agent is circulated via the compressor 5 and the diffuser 6 of the heat pump 4 such that the fluid F outputs its heat energy and a heat accumulator 13 of the high temperature circuit 22 is heated. The heat pump or cooling unit 4 can also be used for cooling the passenger compartment of the vehicle with the aid of the AC-cooler 16. The valves 23, 24 and the cooling compressor 5 can regulate the cooling power between the fluid F and the vehicle battery 2 and also in the passenger compartment of the vehicle. If heat is required in the passenger compartment, the stored heat energy can also be used during the driving operation for the purpose of controlling the temperature of the passenger compartment. Ideally, the heat pump 4 is used for this purpose in order to increase the efficiency and reach a higher temperature level. The system can be supplemented by additional heaters 14, 15 if the heat energy stored during the charging procedure is not sufficient for controlling the temperature of the passenger compartment completely or the vehicle battery 2 is at risk of cooling below a permissible minimum temperature.\nIn the case of one possible embodiment, the regulation of the system SYS is adapted to the requirements for controlling the temperature of the passenger compartment and to the requirements for preparing the next electrical charging procedure for charging the vehicle battery 2. If e.g. the state of charge of the vehicle battery 2, which is monitored by the controller 18 using sensors, reaches a minimum state of e.g. below 25% of the battery capacity, the inventive system SYS takes measures to prepare an forthcoming rapid charging procedure for charging the vehicle battery 2. Moreover, in addition to the monitored state of charge of the vehicle battery 2, information or data from the navigation system or the navigation unit 20 can be taken into consideration. Furthermore, the distance of the vehicle from the charging stations located in the surrounding area can also be processed. Furthermore, information from the previous driving behaviour of the user can be taken into consideration in order, additionally, to estimate the average power output until the charging station is reached and until the beginning of the charging procedure. With the available information or data provided by the navigation unit 20, and on the basis of the operational profile data of the vehicle reflecting the driving behaviour of the user of the vehicle, the expected remaining duration and/or the expected remaining distance until the charging station is reached can be calculated | System for regulating a charging temperature (T) of a vehicle battery ( 2 ) of a vehicle, wherein the vehicle battery ( 2 ) is cooled by means of a fluid (F) which circulates in a cooling circuit ( 21 ) of the vehicle, which is controlled by a controller ( 18 ) such that, upon reaching a charging station, the temperature of the vehicle battery ( 2 ) is pre-controlled to a desired charging start temperature (T 0 ) which is suitable for an electrical charging procedure for speedily charging the vehicle battery ( 2 ) by means of the charging station. | US:16/769,303 | https://patentimages.storage.googleapis.com/34/e6/88/47fd4ff4b30aab/US11447037.pdf | US:11447037 | Alexander Klose, Oliver Oechsle | Klose & Oechsle GmbH | EP:2177389:A1, EP:2529979:A1, US:20140012447:A1, US:20140121866:A1, JP:2016220310:A, WO:2018009448:A1, DE:102017121371:A1, US:20180304765:A1, US:20200076020:A1 | 2022-09-20 | 2022-09-20 | 1. A system for regulating a charging temperature of a vehicle battery of a vehicle at a charging station, comprising:\na cooling circuit in the vehicle configured to cool the vehicle battery only by means of a fluid which circulates in the cooling circuit of the vehicle which is controlled by; and\na controller configured and operable to control said cooling circuit such that, upon reaching the charging station, the temperature of the vehicle battery is pre-controlled to a desired charging start temperature which is suitable for an electrical charging procedure for speedily charging the vehicle battery by means of the charging station, wherein a quantity of the fluid circulating within the cooling circuit is dimensioned such that, without external cooling a maximum permissible temperature of the vehicle battery is not reached during an electrical charging of the vehicle battery from 10% of its battery charging capacity at the beginning of the electrical charging procedure to 80% of its battery charging capacity at the end of the electrical charging procedure.\n, a cooling circuit in the vehicle configured to cool the vehicle battery only by means of a fluid which circulates in the cooling circuit of the vehicle which is controlled by; and, a controller configured and operable to control said cooling circuit such that, upon reaching the charging station, the temperature of the vehicle battery is pre-controlled to a desired charging start temperature which is suitable for an electrical charging procedure for speedily charging the vehicle battery by means of the charging station, wherein a quantity of the fluid circulating within the cooling circuit is dimensioned such that, without external cooling a maximum permissible temperature of the vehicle battery is not reached during an electrical charging of the vehicle battery from 10% of its battery charging capacity at the beginning of the electrical charging procedure to 80% of its battery charging capacity at the end of the electrical charging procedure., 2. The system as claimed in claim 1, wherein the controller is configured and operable to determine an expected remaining duration and/or remaining distance until the charging station is reached and any resulting heat currents, to be expected, of vehicle components of the vehicle until the vehicle reaches the charging station., 3. The system as claimed in claim 2, wherein the controller is configured and operable to calculate the expected remaining duration and/or the expected remaining distance until the charging station is reached on the basis of navigation data provided by a navigation unit of the vehicle, and on the basis of operational profile data of the vehicle., 4. The system as claimed in claim 3, wherein the operational profile data of the vehicle are recorded and periodically stored in a data memory., 5. The system as claimed in claim 1, wherein the controller is configured and operable to monitor a current state of charge and an operating temperature of the vehicle battery., 6. The system as claimed in claim 2, wherein the controller is configured and operable to activate the cooling circuit and/or a battery heater provided on the vehicle battery in terms of the heat currents to be expected until the charging station is reached such that the monitored operating temperature of the vehicle battery on reaching the charging station corresponds to the desired charging start temperature., 7. The system as claimed in claim 1, wherein further comprising a thermally insulated installation space in which the vehicle battery is installed in a thermally insulated installation space within the vehicle, wherein said space which is cooled by means of the fluid circulating within the cooling circuit., 8. The system as claimed in claim 1, wherein the cooling circuit has a tank for holding a specified quantity of the fluid and a pump, which can be controlled by the controller, for pumping the fluid through an installation space of the vehicle battery, wherein the quantity of the fluid within the tank can absorb a proportion of the heat energy accumulating during the electrical charging procedure of the vehicle battery., 9. The system as claimed in claim 8, wherein the fluid located in the tank of the cooling circuit is pre-cooled prior to the beginning of the electrical charging procedure to a low temperature and at the beginning of the electrical charging procedure is pumped by means of the pump through the installation space of the vehicle battery., 10. The system as claimed in claim 1, wherein a heated return from the vehicle battery can be admixed with the fluid flowing out of the tank via a controllable mixing valve controlled by said controller., 11. The system as claimed in claim 1, wherein the controller is configured and operable to set for setting the cooling power provided by the cooling circuit activates by activating the power of a pump contained in the cooling circuit and/or a compressor contained in a heat pump., 12. A method for regulating a charging temperature of a vehicle battery of a vehicle, wherein the vehicle battery is cooled by means of a fluid which circulates in a cooling circuit of the vehicle which is controlled such that, upon reaching a charging station, the temperature of the vehicle battery is pre-controlled to a desired charging start temperature which is suitable for an electrical charging procedure for speedily charging the vehicle battery by means of the charging station, wherein a quantity of the fluid circulating within the cooling circuit is dimensioned such that, without external cooling, a maximum permissible temperature of the vehicle battery is not reached during an electrical charging of the vehicle battery from 10% of its battery charging capacity at the beginning of the electrical charging procedure to 80% of its battery charging capacity at the end of the electrical charging procedure., 13. The method as claimed in claim 12, wherein the fluid located in a tank of the cooling circuit is pre-cooled prior to the beginning of the electrical charging procedure to a low temperature and at the beginning of the electrical charging procedure the fluid is pumped by means of the pump through an installation space of the vehicle battery., 14. The method as claimed in claim 13, wherein a heated return from the vehicle battery is admixed with the fluid flowing out of the tank via a controllable mixing valve. | US | United States | Active | B | True |
| 195 | 一种电动汽车自调整无线充电系统及方法 \n | CN104539033B | 技术领域本发明属于电动汽车充电技术领域，具体涉及一种电动汽车自调整无线充电系统及方法。背景技术无线电能传输技术能有效克服传统供电存在的设备移动灵活性差、环境不美观、容易产生接触火花、供电线暴露等问题，继而消除了传统供电方式存在的安全隐患问题，使整个供电过程更加安全；目前，无线输电大致可分为：电磁感应式、电磁辐射式和电磁共振式；电磁感应式传输距离近、效率低；电磁辐射式传输距离远，传输效率低，传输功率为毫瓦级；磁耦合谐振式可以在几米的范围内实现高效能量传输。由于外部条件的变化和不同电动汽车线圈的变化均会使谐振频率随之而变化，导致电能传输效率降低，因此充电装置必须适应不同电动汽车具有的不同电能接收装置，同时充电装置应按照电池的充电规律的需求对频率和位置进行自适应调节。目前，磁耦合谐振式电动汽车无线充电方式大多强调发射线圈和接收线圈对称，但是由于电动汽车生产厂家不同，汽车底盘下方的接收线圈没有统一的标准，尺寸和缠绕方式不尽相同，这就造成了无法实现发射线圈和接收线圈采用相同的谐振频率进行最大功率传输；例如：CN 102969776A等专利使用LC补偿电路对发射线圈和接收线圈的谐振参数进行补偿，使传输效率达到最大；CN 103516354A等专利采用频率跟踪方式，控制逆变器开关频率达到跟踪谐振频率的目的，但当发射接收线圈差别较大，特别是汽车停靠位置使得发射接收线圈对准位置偏差较大时，很难取得理想的补偿和跟踪效果；CN 102035239A、CN 103427464A、CN 103401320A等多个专利介绍了通过控制发射线圈的上下、或左右、或前后移动的方式使发射线圈和接收线圈或轴线对准或距离最佳，但这些专利大多使用传感器进行定位，并且仅通过机械装置移动到合适位置后就保持为静止状态，当电池充电过程中电量变化时或接收线圈参数不同时，不能根据这些变化对发射线圈的位置作实时调整，因此，当前急需一种电动汽车自调整无线充电系统，以克服上述问题。发明内容针对现有技术的缺点，本发明提出一种电动汽车自调整无线充电系统及方法，以达到操作性简单、提高充电时的安全性、可靠性、电池的使用寿命，避免有线充电方式中插拔充电设备的所造成的充电连接设备磨损，使电动车不依靠外部连接设备而实现对电池的充电，根据电池状态，调整无线电能发生装置输出功率，实现负载跟踪的控制方式的目的。一种电动汽车自调整无线充电系统，该系统包括设置于充电桩内部的无线电能发生装置和设置于电动汽车内部的无线电能接收装置；所述的无线电能发生装置包括控制器、电机驱动电路、PWM驱动电路、检测电路、频率跟踪电路、高频逆变器和无线数据通信模块，其中，无线数据通信模块的输出端连接控制器的第一输入端，检测电路的第一输出端连接控制器的第二输入端，频率跟踪电路的输出端连接控制器的第三输入端，控制器的第一输出端连接电机驱动电路输入端，控制器的第二输出端连接PWM驱动电路输入端，电网连接高频逆变器的第一输入端，PWM驱动电路的输出端连接高频逆变器的第二输入端，高频逆变器的第一输出端连接检测电路的输入端，检测电路的第二输出端连接频率跟踪电路的输入端；所述的电机驱动电路的输出端作为无线电能发生装置的第一输出端，高频逆变器的第二输出端作为无线电能发生装置的第二输出端；所述的无线电能接收装置包括电动汽车内部的电池充电控制器、能量接收单元、电池和车载无线数据通信模块，能量接收单元输出端连接电池充电控制器输入端，电池充电控制器第一输出端连接电池，电池充电控制器第二输出端连接车载无线数据通信模块；电动汽车自调整无线充电系统还包括电能传送装置；所述的电能传送装置包括升降架、用于驱动升降架的第一电机、用于驱动第二机械臂的第二电机、用于驱动第三机械臂的第三电机、用于驱动托盘的第四电机、第一机械臂、第二机械臂、第三机械臂、托盘和能量发射单元，其中，所述的第一机械臂、第二机械臂和第三机械臂均为空心圆筒结构，第一机械臂的一端固定连接于升降架的升降端，第一电机固定于升降架上，第一电机转轴的转动带动升降端上下移动，第二电机固定设置于第一机械臂的内壁，且第二电机的转轴通过齿轮与第二机械臂外侧螺纹啮合，第二电机转轴的转动带动第二机械臂在第一机械臂内腔前后移动，第二机械臂的外端固定设置有第三电机，第三电机的转轴连接第三机械臂的水平端，第三电机转轴转动带动第三机械臂在水平方向上旋转，第三机械臂的垂直端设置有第四电机，第四电机的转轴连接托盘底部，第四电机转轴的转动带动托盘在垂直方向上旋转；所述的能量发射单元设置于托盘上端。所述的能量发射单元包括激励线圈、发射线圈和初级补偿电路。所述的无线电能发生装置的第一输出端同时连接第一电机触发端、第二电机触发端、第三电机触发端和第四电机触发端，无线电能发生装置的第二输出端通过屏蔽电缆连接能量发射单元的输入端，且所述的屏蔽电缆依次穿过第一机械臂内腔、第二机械臂内腔和第三机械臂内腔。采用电动汽车自调整无线充电系统进行的充电方法，包括以下步骤：步骤1、采用电动汽车内部的车载无线数据通信模块将充电请求发送至无线电能发生装置内部的控制器中，控制器回复响应至电动汽车内部的电池充电控制器中；步骤2、电池充电控制器通过车载无线数据通信模块将电池信息发送至无线电能发生装置内部的控制器中，所述的电池信息包括电池实时端电压、电池实时充电电流、电池实时电池温度、电池最大允许充电电流、电池涓流充电电流、电池端电压最小值、变电流用电池端电压、电池过充保护电压、电池允许最高温度；步骤3、控制器判断电池实时端电压所属电压范围，具体如下：若电池实时端电压小于电池端电压最小值，则执行步骤4；若电池实时端电压大于等于电池端电压最小值且小于变电流用电池端电压，则执行步骤5；若电池实时端电压大于等于变电流用电池端电压且小于电池过充保护电压，则执行步骤6；若电池实时端电压等于电池过充保护电压，则执行步骤7；步骤4、调整高频逆变器输出端的交流电频率值并调整电能传送装置内部结构所处位置，实现最大功率跟踪的状态对电动汽车内电池进行充电，具体过程如下：步骤4-1、采用检测电路采集高频逆变器输出端电流，通过频率跟踪电路得到交流电频率值，并发送至控制器中；步骤4-2、控制器将高频逆变器输出端的交流电频率值和能量发射单元的谐振频率进行作差，并生成PWM信号控制高频逆变器中开关管的开断，调节高频逆变器输出端的交流电频率，对电动汽车内电池进行充电；步骤4-3、监测电池实时充电电流是否达到电池最大允许充电电流，若是，则保持当前高频逆变器输出端的交流电频率值不变，对电动汽车内电池进行充电并执行步骤4-4，否则，返回执行步骤4-1；步骤4-4、控制器发送控制信号至第一电机，第一电机转动带动升降架升降端上下移动，同时实时监测电路采集高频逆变器输出端的电流值，当上述电流值达到最大值时，停止第一电机的转动，获得升降架升降端的最优位置；步骤4-5、控制器发送控制信号至第二电机，第二电机转轴的转动带动第二机械臂在第一机械臂内腔前后移动，同时实时监测电路采集高频逆变器输出端的电流值，当上述电流值达到最大值时，停止第二电机的转动，获得第二机械臂的最优位置；步骤4-6、控制器发送控制信号至第三电机，第三电机转轴转动带动第三机械臂在水平方向上旋转，同时实时监测电路采集高频逆变器输出端的电流值，当上述电流值达到最大值时，停止第三电机的转动，获得第三机械臂的最优位置；步骤4-7、控制器发送控制信号至第四电机，第四电机转轴的转动带动托盘在垂直方向上旋转，同时实时监测电路采集高频逆变器输出端的电流值，当上述电流值达到最大值时，停止第四电机的转动，获得托盘的最优位置；步骤4-8、在上述获得的升降架升降端、第二机械臂、第三机械臂和托盘的最优位置处，对电动汽车内电池进行充电；步骤4-9、当电池实时端电压等于电池端电压最小值时，执行步骤5；步骤5、电池充电控制器通过车载无线数据通信模块将电动汽车电池的特性曲线发送至控制器中，控制器根据电池性能曲线调整高频逆变器输出端的交流电频率值或调整电能传送装置内部结构所处位置，实现对电动汽车内电池进行充电，具体如下：当调整高频逆变器输出端的交流电频率值时，包括以下步骤：步骤5-1、确定电池性能曲线上多个采样点，获得每个采样点的电流值，并将上述电流值作为电流目标值；步骤5-2、控制器将电池实时充电电流与电流目标值进行作差，并生成PWM信号控制高频逆变器中开关管的开断，调节高频逆变器输出端的交流电频率，使电池实时充电电流沿电池性能曲线进行变化；步骤5-3、当电池实时端电压等于变电流用电池端电压时，执行步骤6；当调整电能传送装置内部结构所处位置时，方法为：控制器发送控制信号至一个或多个电机，使电机转轴的转动带动电能传送装置内部结构位置产生变化，使电池实时充电电流沿电池性能曲线进行变化，当电池实时端电压等于变电流用电池端电压时，执行步骤6；步骤6、判断电池实时充电电流是否达到电池涓流充电电流，若是，则保持当前高频逆变器输出端的交流电频率值不变或电能传送装置内部结构位置不变，对电动汽车内电池进行充电，当电池实时端电压等于电池过充保护电压时，执行步骤7；否则，返回执行步骤5；步骤7、系统断电或控制器发送控制信号至第四电机，使托盘旋转处于垂直位置，停止对电动汽车内电池进行充电。在该方法过程中，监测电池实时电池温度，当电池实时电池温度大于电池允许最高温度时，则持续1～2分钟后，系统断电或控制器发送控制信号至第四电机，使托盘旋转处于垂直位置，停止对电动汽车内电池进行充电。本发明优点：本发明一种电动汽车自调整无线充电系统及方法，提高了电动车在充电时的安全性和可靠性，避免了有线充电方式中插拔充电设备的所造成的充电连接设备磨损，连接件设备使用寿命下降等问题；相对于有线充电系统，本发明的操作性更为简单；在发射线圈和接收线圈的距离在50cm范围内时，可实现高效率电能传输；本发明还包含变电流负载跟踪充电模式，可以按照最佳充电电流曲线进行充电，提高电池的使用寿命；无线充电与汽车型号及能量接收单元的大小、形状无关，能使电动车不依靠外部连接设备而实现对电池的充电；此外，本发明使无线电能发生装置与无线电能接收装置进行实时的通讯，并能根据电池状态，调整无线电能发生装置输出功率，实现负载跟踪的控制方式；使充电设备可靠性更高、使用寿命更长，能满足客户在对电动车充电的要求；并且本发明通过磁耦合谐振方式给电池充电，充电效率高，实用性强。附图说明图1是本发明一种实施例的电动汽车自调整无线充电系统结构框图；图2是本发明一种实施例的控制器电路原理图；图3是本发明一种实施例的能量发射单元、能量接收单元结构图，其中，图(a)为能量接收单元结构图，图(b)为能量发射单元结构图；图4为本发明一种实施例的充电方法流程图；图5为本发明一种实施例的频率跟踪控制框图；图6为本发明一种实施例的输出频率与谐振频率的比值和采样平均值的关系曲线图；图7为本发明一种实施例的无线电能传输最大功率及负载跟踪控制框图。具体实施方式下面结合附图对本发明一种实施例做进一步说明。如图1所示，本发明实施例中，电动汽车自调整无线充电系统包括设置于充电桩内部的无线电能发生装置100、设置于电动汽车内部的无线电能接收装置200和电能传送装置300；无线电能发生装置100位于充电站上，用于产生高频电能，并根据电能接收装置200的电池信息，通过电能传送装置300及磁耦合谐振方式向电能接收装置200传输电能；如图1所示，无线电能发生装置包括控制器107、电机驱动电路106、PWM驱动电路105、检测电路104、频率跟踪电路103、高频逆变器102和无线数据通信模块108，其中，无线数据通信模块108的输出端连接控制器107的第一输入端，检测电路104的第一输出端连接控制器107的第二输入端，频率跟踪电路103的输出端连接控制器107的第三输入端，控制器107的第一输出端连接电机驱动电路106输入端，控制器107的第二输出端连接PWM驱动电路105输入端，电网101连接高频逆变器102的第一输入端，PWM驱动电路105的输出端连接高频逆变器102的第二输入端，高频逆变器102的第一输出端连接检测电路104的输入端，检测电路104的第二输出端连接频率跟踪电路103的输入端；所述的电机驱动电路106的输出端作为无线电能发生装置100的第一输出端，高频逆变器102的第二输出端作为无线电能发生装置100的第二输出端；所述的无线电能发生装置100的第一输出端同时连接第一电机303触发端、第二电机305触发端、第三电机307触发端和第四电机309触发端，无线电能发生装置100的第二输出端通过屏蔽电缆连接能量发射单元311的输入端。本发明实施例中，所述的高频逆变器102采用高频肖特基整流二极管IN5817组成全桥整流器进行对电网101的220V工频交流电整流成直流电，采用MOS管IRFZ44N组成全桥逆变电路将直流电逆变成100KHz-30MHz频率可控的高频交流电。本发明实施例中，所述的频率跟踪电路103由电流电压转换电路、过零比较器、平均值电路和AD转换器构成，根据检测电路104的测量值，采用电流极性的频率跟踪方法对高频逆变器102的频率进行跟踪，并将跟踪结果送入控制器107中。本发明实施例中，所述的检测电路104包括电压采样电路和电流采样电路，用于实时检测高频逆变器102的输出电压值和输出电流值。电压采样电路使用LEM公司的霍尔电压传感器LV100作为前端检测器件，使用集成运放TL084接成直流电压信号调理电路；电流采样电路使用LEM公司的霍尔电流传感器LA58-P作为前端检测器件，使用集成运放TL084接成直流电流信号调理电路。高频逆变器102的输出电压值和输出电流值经前端器件采样后，由信号调理电路转换成1-5V标准电压信号发送给控制器107；本发明实施例中，所述的PWM驱动电路105采用IR2013作为驱动芯片，接收控制器107的信号，生成PWM信号发送至高频逆变器102中，调节高频逆变器102的输出交流电频率。本发明实施例中，所述的电机驱动电路106由4路驱动器组成，包括2路BTS7961直流减速电机驱动器、1路TB6560A步进电机驱动器和1路舵机驱动器，分别控制电能传送单元300中的用于驱动升降架的第一电机303、用于驱动第二机械臂的第二电机305、用于驱动第三机械臂的第三电机307和用于驱动托盘的第四电机309，接收控制器107的信号驱动电机调节机械臂各臂节角度和位置，从而调节能量发射单元的空间位置，改变能量发射模块和能量接收模块之间的磁耦合谐振关系，按照电池充电需要，调节无线电能传输大小。本发明实施例中，所述的控制器107获得无线数据通信模块108发送的数据，在判断电动汽车电池符合预设充电条件后(控制器预设充电条件包括电动汽车处于停车状态且电池的剩余电量低于预设电量值)，控制器107根据检测电路104和无线数据通信模块108的数据，建立传输效率与频率之间的特性关系；按照最大功率和负载跟踪集成控制策略对整个充电过程进行控制，通过PWM驱动电路105控制高频逆变器开关管频率调节输出交流电频率，通过电机驱动电路106调节机械臂节位置和角度。如图2所示，控制器107采用MSP-F149型单片机，检测电路104和无线数据通信模块108的采样值经AD转换后送入单片机处理；检测电路104测量的直流母线电流(高频逆变器输出端电流)通过频率跟踪电路103后获得交流电频率值送入单片机；单片机经过数据处理之后，对PWM驱动电路105和电机驱动电路106发送控制信号，控制高频逆变器102内部的开关管和机械臂各电机完成最大功率和负载跟踪集成控制；本发明实施例中，所述无线数据通信模块108用于接收车载无线数据通信模块204发送的充电请求信号和电池的信息；本实施例中无线数据传输网络由车载无线数据通信模块204和无线数据通信模块108组成，完成无线电能发生装置100和电能接收装置200之间的通讯，无线数据通信模块使用射频无线收发模块CC1101构成，不会受到磁耦合谐振无线电能传输网络干扰。车载无线数据通信模块204向无线电能发生装置100发送电池的当前状态信息，以及充电功率需求，无线电能发生装置100根据接收到的电池信息，做相应的调整，控制器107计算充电电量，并通过无线数据通信模块108发送给车载充电控制器202。如图1所示，无线电能接收装置200包括电动汽车内部的电池充电控制器202、能量接收单元201、电池203和车载无线数据通信模块204，能量接收单元201输出端连接电池充电控制器202输入端，电池充电控制器202第一输出端连接电池203，电池充电控制器202第二输出端连接车载无线数据通信模块204；本发明实施例中，电能接收装置200位于电动汽车上，包括电池充电控制器202(内部包括CPU、测量电路、整流电路，将拾取线圈的高频交流电进行整流)、能量接收单元201、电池203和车载无线数据通信模块204；本发明实施例中，电能接收装置200用于检测邻近区域是否有无线电能发生装置100，若有，则向无线电能发生装置100发送充电请求，并将电池信息发送至无线电能发生装置100，同时接收电能传送装置300按照最大功率和负载跟踪的能量管理集成控制方式提供的电能，实现对电动汽车内部电池的充电；本发明实施例中，所述能量接收单元201设置在电动汽车底盘上，能量接收单元201用于采用磁耦合方式通过接收线圈接收能量发射单元产生的高频电磁能，通过拾取线圈将其转化为高频电能，经充电控制器整流稳压后给电池充电；如图3中图(a)所示，能量接收单元201包括接收线圈、拾取线圈和次级频率补偿电路构成；所述的接收线圈为平面螺旋结构，拾取线圈为接收线圈的匹配线圈，拾取线圈与接收线圈之间是强磁耦合谐振；连接方式为：拾取线圈和接收线圈同平面共轴放置，拾取线圈通过屏蔽电缆连接电池充电控制器202输入端，拾取线圈连接次级频率补偿电路；次级频率补偿电路用于对拾取线圈的LC谐振参数进行补偿；如图1所示，电能传送装置300包括升降架302、用于驱动升降架的第一电机303、用于驱动第二机械臂的第二电机305、用于驱动第三机械臂的第三电机307、用于驱动托盘的第四电机309(本发明实施例中，第三电机307和第四电机309采用云台)、第一机械臂304、第二机械臂306、第三机械臂308、托盘310和能量发射单元311，其中，所述的第一机械臂304、第二机械臂306和第三机械臂308均为空心圆筒结构，第一机械臂304的一端固定连接于升降架302的升降端，第一电机303固定于升降架302上(第一电机303具体放置位置不做限定，即结合现有机械公知技术设置于升降架302上，例如：电机303固定于升降架302底端，通过转轴与齿轮的啮合带动链条移动，链条带动升降端上下移动)，第一电机303转轴的转动带动升降端上下移动100cm，第二电机305固定设置于第一机械臂304的内壁，且第二电机305的转轴通过齿轮与第二机械臂306外侧螺纹啮合，第二电机305转轴的转动带动第二机械臂306在第一机械臂304内腔前后移动50cm，第二机械臂306的外端固定设置有第三电机307，第三电机307的转轴连接第三机械臂308的水平端，第三电机307转轴转动带动第三机械臂308在水平方向上旋转±90°，第三机械臂308的垂直端设置有第四电机309，第四电机309的转轴连接托盘310底部，第四电机309转轴的转动带动托盘310在垂直方向上旋转0～90度；所述的能量发射单元311设置于托盘上端。本发明实施例中，所述电能传送装置300位于汽车底盘下方，或将汽车行驶至车架上，或将电能传送装置300位于地坑内，升降架302垂直固定在地面上，第一电机303采用步进电机或直流减速电机，第二电机305为步进电机或直流减速机，第三电机和第四电机均采用云台，云台307电机为步进电机或舵机，云台309电机为舵机。本发明实施例中，所述第一电机303连接第一机械臂304，由无线电能发生装置100中的电机驱动电路控制第一电机303转动，带动升降端在100cm范围内上下移动；第二电机305的转轴通过齿轮与第二机械臂306外侧螺纹啮合，第二电机由无线电能发生装置100中的电机驱动电路控制，带动第二机械臂306在50cm范围内前后移动；云台307由无线电能发生装置100中的电机驱动电路控制，带动第三机械臂308在平面内自由旋转，云台309由无线电能发生装置100中的电机驱动电路控制，带动托盘310在水平±90度之间自由调整角度。本发明实施例中，所述升降架302、第一机械臂304、第二机械臂306、第三机械臂308和托盘310均具有穿孔，屏蔽电缆301通过穿孔，依次进入第一机械臂304、第二机械臂306、第三机械臂308和托盘310，最终连接至能量发射单元。本发明实施例中，所述能量发射单元311和能量接收单元201线圈之间是磁耦合谐振；接收线圈与发射线圈通过耦合方式进行磁场能传输，产生相同频率的LC谐振，拾取线圈在LC谐振作用下产生高频振荡电能，如图3中图(b)所示，能量发射单元311包括激励线圈、发射线圈和初级补偿电路；所述激励线圈和发射线圈同轴同平面放置，激励线圈为发射线圈的匹配线圈，激励线圈与发射线圈之间为强磁耦合谐振，能量发射模块通过激励线圈LC谐振产生高频电磁场，再通过发射线圈进行发射；当系统在高频状态下工作时，无线电能发生装置和接收装置会消耗大量的无功功率，使得电路的功率因数降低，为了提高功率因数，需要加电容进行补偿；为了提高无线电能发生装置100和电能接收装置200之间磁耦合谐振无线电能的传输效率，本发明实施例中在高频逆变器102输出端连接初级频率补偿电路，初级频率补偿电路由串并联混合式LC网络构成，初级频率补偿电路连接激励线圈，用于对能量发射单元311的对激励线圈的LC谐振参数进行补偿，高频电能经激励线圈产生振荡磁场，发射线圈在振荡磁场中发生LC谐振，实现激励线圈和发射线圈工作在最佳谐振频率点，磁耦合谐振无线能量传输效率达到最大。本发明实施例中，激励线圈和拾取线圈由单圈多股漆包线构成，漆包线线径0.2mm，线圈为10～40股绕成，线圈为10～15股绕成，线圈直径15～20cm；发射线圈和接收线圈由多圈多股漆包线构成，漆包线线径0.2mm，每根线圈为10～20股绕成，线圈直径最大50cm；发射线圈和接收线圈品质因数Q不小于100。本发明实施例中，采用电动汽车自调整无线充电系统进行的充电方法，方法流程图如图4所示，包括以下步骤：步骤1、采用电动汽车内部的车载无线数据通信模块将充电请求发送至无线电能发生装置内部的控制器中，控制器回复响应至电动汽车内部的电池充电控制器中；本发明实施例中，当汽车驶入指定有效位置后，车载无线数据通信模块204发出充电请求信号，接收到无线数据通信模块108发出的响应信号，车内指示灯点亮。步骤2、电池充电控制器通过车载无线数据通信模块将电池信息发送至无线电能发生装置内部的控制器中，所述的电池信息包括电池实时端电压、电池实时充电电流、电池实时电池温度、电池最大允许充电电流、电池涓流充电电流、电池端电压最小值、变电流用电池端电压、电池过充保护电压、电池允许最高温度；本发明实施例中，电池充电控制器202检测电池信息，通过车载无线数据通信模块204将检测到的电池信息传送给无线数据通信模块108，送给无线电能发生装置100中的控制器107进行处理。步骤3、控制器判断电池实时端电压所属电压范围，具体如下：若电池实时端电压小于电池端电压最小值10.3V，则执行步骤4；若电池实时端电压大于等于电池端电压最小值10.3V且小于变电流用电池端电压13.2V，则执行步骤5；若电池实时端电压大于等于变电流用电池端电压13.2V且小于电池过充保护电压14.4V，则执行步骤6；若电池实时端电压等于电池过充保护电压14.4V，则执行步骤7；步骤4、调整高频逆变器输出端的交流电频率值并调整电能传送装置内部结构所处位置，实现最大功率跟踪的状态对电动汽车内电池进行充电；具体过程如下：无线电能发生装置通过磁耦合方式给无线电能接收装置传递能量，当无线电能接收装置在谐振频率工作时，不同电动汽车负载的变化会引起电路品质因数的变化，从而导致传输效率的下降，因此需要调节逆变频率来跟踪谐振频率使得传输效率最大。本发明实施例中，调整高频交流电的频率值，使其跟踪能量发射单元的谐振频率值；或调整机械臂实现能量发射单元位于能量接收单元下方的适当位置，使无线电能发生装置发出的电流达到最大；在最大功率控制状态时，首先进行谐振频率跟踪，通过检测高频逆变器102实时输出电流和电池信息，观察输出电流变化趋势；调整无线电能发生装置发出的高频交流电的频率，将其与系统的频率-效率特性比较，若输出电流增大，则保持前述高频交流电频率的调整方向，若输出电流减小，则反向调整无线电能发生装置发出的高频交流电的频率；具体步骤如下：步骤4-1、采用检测电路采集高频逆变器输出端电流，通过频率跟踪电路得到交流电频率值，并发送至控制器中；本发明实施例中，控制器105根据电池端电压与充电电流之间的关系函数IB＝f(UB)，计算当前电压下需要的充电电流；根据无线电能发生装置的实时输出电流，调整无线电能发生装置发出的高频交流电的频率；步骤4-2、控制器将高频逆变器输出端的交流电频率值和能量发射单元的谐振频率进行作差，并生成PWM信号控制高频逆变器中开关管的开断，调节高频逆变器输出端的交流电频率，对电动汽车内电池进行充电；本发明实施例中，采用电流极性跟踪法调整高频逆变器输出端的交流电频率值，具体描述为：采集直流母线电流(高频逆变器输出端电流)发送至频率跟踪电路中，如图5所示，检测电路104采样直流母线电流输入电流电压转换电路，电流电压转换电路将直流母线电流转换成电压送入过零比较器，过零比较器计算出电流小于零和大于零的时间，然后把电流的大于零和小于零的时间转换成极性信号，从过零比较器输出高低电平，将过零比较器输出高低电平输入平均值电路求出极性平均值。当高电平恒定时，平均值的大小与电路参数和工作频率有关，电路参数变化时，平均值也发生变化。因此，该平均值反映的是电路参数和工作频率的变化，平均值的最大值对应的是谐振频率。电压极性平均值经AD转换器转换成数字信号送入控制器105的输入端。本发明实施例中，输出频率与谐振频率的比值和采样平均值的关系曲线如图6所示，高频逆变器输出频率跟踪谐振频率方法，包括以下步骤：步骤4-2-1、设置谐振频率和采样平均值；步骤4-2-2、判断高频逆变器输出频率与谐振频率的关系，具体为：若高频逆变器输出频率与谐振频率相等，则此时高频逆变器输出频率与谐振频率比值为1，采样平均值为1，则不需要进行频率跟踪的控制，保持高频逆变器输出频率不变；若高频逆变器输出频率小于谐振频率，则此时高频逆变器输出频率与谐振频率比值小于1，并执行步骤4-2-3；若高频逆变器输出频率大于谐振频率，则此时高频逆变器输出频率与谐振频率比值大于1，并执行步骤4-2-6；步骤4-2-3、检测采样平均值，判断采样平均值是否远离1，若是，则执行步骤4-2-4，否则，执行步骤4-2-5；步骤4-2-4、此时高频逆变器输出频率的变化率大于0，采样平均值变化率大于0，如图6中的a点所示，a点位于谐振频率点的左侧，并且变化趋势指向谐振频率点，则保持这个变化趋势，并采用大步长逼近谐振频率；步骤4-2-5、此时高频逆变器输出频率的变化率小于0，采样平均值变化率小于0，如图6中的b点所示，b点位于谐振频率点的左侧，并且变化趋势背离谐振频率点，则使这种变化趋势变反，采用小步长逼近谐振频率；步骤4-2-6、检测采样平均值，判断采样平均值是否远离1，若是，则执行步骤4-2-7，否则，执行步骤4-2-8；步骤4-2-7、此时高频逆变器输出频率的变化率小于0，采样平均值变化率大于0，如图6中的d点所示，d点位于谐振频率点的右侧，并且变化趋势指向谐振频率点，应保持变化趋势，并采用大步长逼近谐振频率；步骤4-2-8、此时高频逆变器输出频率的变化率大于0，采样平均值变化率小于0，如图6中的c点所示，c点位于谐振频率点的右侧，并且变化趋势背离谐振频率点，应使这种变化趋势变反，并采用小步长逼近谐振频率；如图7所示，将频率跟踪电路的输出频率值和传输效率输入单片机中，得到传输效率和工作频率的关系曲线，单片机根据传输效率和工作频率的关系曲线设定的效率检测值和频率跟踪信号，产生对应频率和脉冲宽度的PWM脉宽调制控制信号，经PWM驱动电路进行隔离和功率放大，调节高频逆变器输出频率实时跟踪谐振频率，使能量发射单元和能量接收单元之间的无线电能传输效率达到最大。步骤4-3、监测电池实时充电电流是否达到电池最大允许充电电流，若是，则保持当前高频逆变器输出端的交流电频率值不变，对电动汽车内电池进行充电并执行步骤4-4，否则，返回执行步骤4-1；本发明实施例中，当电池的充电电流达到电池最大允许充电流0.1C时，或者未达到电池最大允许充电流但已达到最大时，保持此时的无线电能发生装置发出的高频交流电的频率不变；若此时充电电流大于0.1C，则通过降低高频逆变器102输出频率，减小充电电流至0.1C并保持；若充电电流小于0.1C，则保持高频逆变器102频率，当高频逆变器输出电流最大时即达到谐振频率，此时无线电能传输效率达到最大。 | 本发明一种电动汽车自调整无线充电系统及方法，属于电动汽车充电技术领域，相对于有线充电系统，本发明的操作性更为简单；在发射线圈和接收线圈的距离在50cm范围内时，可实现高效率电能传输；本发明还包含变电流负载跟踪充电模式，可以按照最佳充电电流曲线进行充电，提高电池的使用寿命；无线充电与汽车型号及能量接收单元的大小、形状无关，能使电动车不依靠外部连接设备而实现对电池的充电；此外，本发明使无线电能发生装置与无线电能接收装置进行实时的通讯，并能根据电池状态，调整无线电能发生装置输出功率，实现负载跟踪的控制方式；使充电设备可靠性更高、使用寿命更长，能满足客户在对电动车充电的要求，充电效率高，实用性强。 | CN:201510021238.7A | https://patentimages.storage.googleapis.com/0c/e4/00/e1b125684b69b3/CN104539033B.pdf | CN:104539033:B | 王安娜, 赵强, 王浩, 曲艳华, 林盛 | Northeastern University China | US:5654621, JP:2000152512:A, CN:103094813:A, CN:103516354:A, CN:103944243:A | Not available | 2016-08-24 | 1.一种电动汽车自调整无线充电系统，该系统包括设置于充电桩内部的无线电能发生装置和设置于电动汽车内部的无线电能接收装置；, 所述的无线电能发生装置包括控制器、电机驱动电路、PWM驱动电路、检测电路、频率跟踪电路、高频逆变器和无线数据通信模块，其中，无线数据通信模块的输出端连接控制器的第一输入端，检测电路的第一输出端连接控制器的第二输入端，频率跟踪电路的输出端连接控制器的第三输入端，控制器的第一输出端连接电机驱动电路输入端，控制器的第二输出端连接PWM驱动电路输入端，电网连接高频逆变器的第一输入端，PWM驱动电路的输出端连接高频逆变器的第二输入端，高频逆变器的第一输出端连接检测电路的输入端，检测电路的第二输出端连接频率跟踪电路的输入端；所述的电机驱动电路的输出端作为无线电能发生装置的第一输出端，高频逆变器的第二输出端作为无线电能发生装置的第二输出端；, 所述的无线电能接收装置包括电动汽车内部的电池充电控制器、能量接收单元、电池和车载无线数据通信模块，能量接收单元输出端连接电池充电控制器输入端，电池充电控制器第一输出端连接电池，电池充电控制器第二输出端连接车载无线数据通信模块；, 其特征在于，电动汽车自调整无线充电系统还包括电能传送装置；, 所述的电能传送装置包括升降架、用于驱动升降架的第一电机、用于驱动第二机械臂的第二电机、用于驱动第三机械臂的第三电机、用于驱动托盘的第四电机、第一机械臂、第二机械臂、第三机械臂、托盘和能量发射单元，其中，所述的第一机械臂、第二机械臂和第三机械臂均为空心圆筒结构，第一机械臂的一端固定连接于升降架的升降端，第一电机固定于升降架上，第一电机转轴的转动带动升降端上下移动，第二电机固定设置于第一机械臂的内壁，且第二电机的转轴通过齿轮与第二机械臂外侧螺纹啮合，第二电机转轴的转动带动第二机械臂在第一机械臂内腔前后移动，第二机械臂的外端固定设置有第三电机，第三电机的转轴连接第三机械臂的水平端，第三电机转轴转动带动第三机械臂在水平方向上旋转，第三机械臂的垂直端设置有第四电机，第四电机的转轴连接托盘底部，第四电机转轴的转动带动托盘在垂直方向上旋转；所述的能量发射单元设置于托盘上端。, \n \n, 2.根据权利要求1所述的电动汽车自调整无线充电系统，其特征在于，所述的能量发射单元包括激励线圈、发射线圈和初级补偿电路。, \n \n, 3.根据权利要求1所述的电动汽车自调整无线充电系统，其特征在于，所述的无线电能发生装置的第一输出端同时连接第一电机触发端、第二电机触发端、第三电机触发端和第四电机触发端，无线电能发生装置的第二输出端通过屏蔽电缆连接能量发射单元的输入端，且所述的屏蔽电缆依次穿过第一机械臂内腔、第二机械臂内腔和第三机械臂内腔。, \n \n, 4.采用权利要求1所述的电动汽车自调整无线充电系统进行的充电方法，其特征在于，包括以下步骤：, 步骤1、采用电动汽车内部的车载无线数据通信模块将充电请求发送至无线电能发生装置内部的控制器中，控制器回复响应至电动汽车内部的电池充电控制器中；, 步骤2、电池充电控制器通过车载无线数据通信模块将电池信息发送至无线电能发生装置内部的控制器中，所述的电池信息包括电池实时端电压、电池实时充电电流、电池实时电池温度、电池最大允许充电电流、电池涓流充电电流、电池端电压最小值、变电流用电池端电压、电池过充保护电压、电池允许最高温度；, 步骤3、控制器判断电池实时端电压所属电压范围，具体如下：, 若电池实时端电压小于电池端电压最小值，则执行步骤4；, 若电池实时端电压大于等于电池端电压最小值且小于变电流用电池端电压，则执行步骤5；, 若电池实时端电压大于等于变电流用电池端电压且小于电池过充保护电压，则执行步骤6；, 若电池实时端电压等于电池过充保护电压，则执行步骤7；, 步骤4、调整高频逆变器输出端的交流电频率值并调整电能传送装置内部结构所处位置，实现最大功率跟踪的状态对电动汽车内电池进行充电，具体过程如下：, 步骤4-1、采用检测电路采集高频逆变器输出端电流，通过频率跟踪电路得到交流电频率值，并发送至控制器中；, 步骤4-2、控制器将高频逆变器输出端的交流电频率值和能量发射单元的谐振频率进行作差，并生成PWM信号控制高频逆变器中开关管的开断，调节高频逆变器输出端的交流电频率，对电动汽车内电池进行充电；, 步骤4-3、监测电池实时充电电流是否达到电池最大允许充电电流，若是，则保持当前高频逆变器输出端的交流电频率值不变，对电动汽车内电池进行充电并执行步骤4-4，否则，返回执行步骤4-1；, 步骤4-4、控制器发送控制信号至第一电机，第一电机转动带动升降架升降端上下移动，同时检测电路采集高频逆变器输出端的电流值，当上述电流值达到最大值时，停止第一电机的转动，获得升降架升降端的最优位置；, 步骤4-5、控制器发送控制信号至第二电机，第二电机转轴的转动带动第二机械臂在第一机械臂内腔前后移动，同时检测电路采集高频逆变器输出端的电流值，当上述电流值达到最大值时，停止第二电机的转动，获得第二机械臂的最优位置；, 步骤4-6、控制器发送控制信号至第三电机，第三电机转轴转动带动第三机械臂在水平方向上旋转，同时检测电路采集高频逆变器输出端的电流值，当上述电流值达到最大值时，停止第三电机的转动，获得第三机械臂的最优位置；, 步骤4-7、控制器发送控制信号至第四电机，第四电机转轴的转动带动托盘在垂直方向上旋转，同时检测电路采集高频逆变器输出端的电流值，当上述电流值达到最大值时，停止第四电机的转动，获得托盘的最优位置；, 步骤4-8、在上述获得的升降架升降端、第二机械臂、第三机械臂和托盘的最优位置处，对电动汽车内电池进行充电；, 步骤4-9、当电池实时端电压等于电池端电压最小值时，执行步骤5；, 步骤5、电池充电控制器通过车载无线数据通信模块将电动汽车电池的特性曲线发送至控制器中，控制器根据电池性能曲线调整高频逆变器输出端的交流电频率值或调整电能传送装置内部结构所处位置，实现对电动汽车内电池进行充电，具体如下：, 当调整高频逆变器输出端的交流电频率值时，包括以下步骤：, 步骤5-1、确定电池性能曲线上多个采样点，获得每个采样点的电流值，并将上述电流值作为电流目标值；, 步骤5-2、控制器将电池实时充电电流与电流目标值进行作差，并生成PWM信号控制高频逆变器中开关管的开断，调节高频逆变器输出端的交流电频率，使电池实时充电电流沿电池性能曲线进行变化；, 步骤5-3、当电池实时端电压等于变电流用电池端电压时，执行步骤6；, 当调整电能传送装置内部结构所处位置时，方法为：控制器发送控制信号至一个或多个电机，使电机转轴的转动带动电能传送装置内部结构位置产生变化，使电池实时充电电流沿电池性能曲线进行变化，当电池实时端电压等于变电流用电池端电压时，执行步骤6；, 步骤6、判断电池实时充电电流是否达到电池涓流充电电流，若是，则保持当前高频逆变器输出端的交流电频率值不变或电能传送装置内部结构位置不变，对电动汽车内电池进行充电，当电池实时端电压等于电池过充保护电压时，执行步骤7；否则，返回执行步骤5；, 步骤7、系统断电或控制器发送控制信号至第四电机，使托盘旋转处于垂直位置，停止对电动汽车内电池进行充电。, \n \n, 5.根据权利要求4所述的充电方法，其特征在于，在该方法过程中，监测电池实时电池温度，当电池实时电池温度大于电池允许最高温度时，则持续1～2分钟后，系统断电或控制器发送控制信号至第四电机，使托盘旋转处于垂直位置，停止对电动汽车内电池进行充电。 | CN | China | Expired - Fee Related | NaN | True |
| 196 | 電気自動車充電システム \n | JP6516905B1 | NaN | 【課題】各家庭の充電スタンドの有効活用を図ると共に充電スタンドを利用して電気自動車の充電ネットワークを構築する。【解決手段】商用系統から供給される電力を蓄える蓄電池１２を有し、蓄電池１２内の電力を用いて電気自動車３の車載バッテリー４を充電する複数の充電スタンド１０と、複数の充電スタンド１０と通信可能に構成され、各充電スタンド１０が提供する充電サービスに関する情報を管理する管理サーバ２０と、電気自動車３と共に移動しながら管理サーバ２０から充電サービスに関する情報を受ける移動体通信端末３０とを備え、充電スタンド１０は、特定ユーザの利用に制限するパーソナルモードと一般ユーザの利用を許可する一般開放モードとを切り替え可能に構成されており、管理サーバ２０は、充電スタンド１０が一般開放モードのときに当該充電スタンド１０が提供する充電サービスに関する情報を移動体通信端末３０に提供する。【選択図】図１ | JP:2018114642A | https://patentimages.storage.googleapis.com/d1/23/93/0f65241398d05b/JP6516905B1.pdf | JP:6516905:B1 | 博 遠藤, 博 遠藤 | 株式会社Ａ−スタイル | NaN | 2018-06-15 | 2019-05-22 | \n 商用系統から供給される電力を蓄える蓄電池を有し、前記蓄電池内の電力を用いて電気自動車の車載バッテリーを充電する複数の充電スタンドと、\n 電気自動車の車載バッテリーを連続的に急速充電することが可能な商用充電スタンドである充電ステーションと、\n 通信ネットワークを介して前記複数の充電スタンド及び前記充電ステーションと通信可能に構成され、充電サービスに関する情報を管理する管理サーバと、\n 前記通信ネットワークを介して前記管理サーバと通信可能に構成され、電気自動車と共に移動しながら前記管理サーバから前記充電サービスに関する情報を受ける移動体通信端末とを備え、\n 前記充電スタンドに関連付けられた特定ユーザが外出先で前記充電ステーションを利用して電気自動車を充電したとき、当該充電ステーションは前記管理サーバに対してその旨を通知し、\n 前記管理サーバは、前記電気自動車に関連付けられた前記充電スタンドに対して前記蓄電池内の電力の売電を指示し、\n 前記充電スタンドは前記蓄電池に蓄えられている電力を逆潮流により売電することを特徴とする電気自動車充電システム。\n, \n 前記充電スタンドが売電する電力量は、前記充電ステーションの利用手数料分を加味した前記電気自動車への充電電力量よりも大きな電力量である、請求項１に記載の電気自動車充電システム。\n, \n 前記充電スタンドに関連付けられた前記特定ユーザが外出先で前記充電ステーションを利用して電気自動車を充電する予定があるとき、前記移動体通信端末は前記管理サーバに対してその旨を通知し、\n 前記管理サーバは、前記電気自動車に関連付けられた前記充電スタンドに対して前記蓄電池内の電力の売電を指示し、\n 前記充電スタンドは前記蓄電池に蓄えられている電力を逆潮流により売電する、請求項１又は２に記載の電気自動車充電システム。\n, \n 太陽光発電装置をさらに備え、\n 前記充電スタンドは、前記蓄電池に蓄えられている電力を売電した後、前記太陽光発電装置から供給される電力を前記蓄電池に蓄える、請求項３に記載の電気自動車充電システム。\n, \n 前記充電スタンドは、当該充電スタンドに関連付けられた特定ユーザの利用に制限するパーソナルモードと前記特定ユーザ以外の一般ユーザの利用を許可する一般開放モードとを切り替え可能に構成されており、\n 前記管理サーバは、前記充電スタンドが前記一般開放モードのときに当該充電スタンドが提供する前記充電サービスに関する情報を前記移動体通信端末に提供する、請求項１乃至４のいずれか一項に記載の電気自動車充電システム。\n, \n 前記充電スタンドは、\n 前記商用系統から供給される単相交流１００Ｖ又は２００Ｖの交流電力を直流電力に変換するＡＣ／ＤＣコンバータと、\n 前記蓄電池の充放電動作を制御する充放電コントローラと、\n 前記通信ネットワークに接続され、前記充電サービスに関する情報を送信する通信制御部をさらに有し、\n 前記蓄電池には、前記ＡＣ／ＤＣコンバータから供給される直流電力が蓄えられ、\n 前記充放電コントローラは、前記商用系統の電流制限値を超えないように前記蓄電池の充電動作を制御する、請求項５に記載の電気自動車充電システム。\n, \n 前記蓄電池は、前記商用系統から日中よりも安価に提供される夜間電力によってフル充電される、請求項５又は６に記載の電気自動車充電システム。\n, \n 前記移動体通信端末は、カーナビゲーション機能を有し、前記管理サーバから提供された前記充電サービスに関する情報に基づいて、前記一般開放モードに設定された充電スタンドの位置を地図上にマッピングすると共に、現在位置から前記充電スタンドまでの走行ルートを案内する、請求項５乃至７のいずれか一項に記載の電気自動車充電システム。\n, \n 前記移動体通信端末は、前記一般開放モードに設定された複数の充電スタンドの中から所定の絞り込み条件を満たす充電スタンドのみを前記地図上にマッピングする、請求項８に記載の電気自動車充電システム。\n, \n 前記移動体通信端末は、現在位置から目的の充電スタンドまでの複数の走行ルートの中から、コスト的に最低のルート又は時間的に最短のルートを、前記充電スタンドの属性情報に基づいて選択する、請求項８又は９に記載の電気自動車充電システム。\n, \n 前記充電サービスに関する情報は、売電単価、売電可能電力量、及び売電スケジュールを含む、請求項５乃至１０のいずれかに記載の電気自動車充電システム。\n, \n 前記充電スタンドは、時間の経過及び前記売電可能電力量に応じて前記売電単価を引き下げる、請求項１１に記載の電気自動車充電システム。\n, \n 前記充電サービスに関する情報は、各充電スタンドに対する新たな電気自動車の割り込み充電可能な時間帯及び割り込み充電時の売電単価をさらに含む、請求項１１又は１２に記載の電気自動車充電システム。\n, \n 商用系統から供給される電力を蓄える蓄電池を有し、前記蓄電池内の電力を用いて電気自動車の車載バッテリーを充電する複数の充電スタンドと、\n 電気自動車の車載バッテリーを連続的に急速充電することが可能な商用充電スタンドである充電ステーションと、\n 通信ネットワークを介して前記複数の充電スタンド及び前記充電ステーションと通信可能に構成され、充電サービスに関する情報を管理する管理サーバと、\n 前記通信ネットワークを介して前記管理サーバと通信可能に構成され、電気自動車と共に移動しながら前記管理サーバから前記充電サービスに関する情報を受ける移動体通信端末とを備え、\n 前記充電スタンドに関連付けられた特定ユーザが外出先で前記充電ステーションを利用して電気自動車を充電する予定があるとき、前記移動体通信端末は前記管理サーバに対してその旨を通知し、\n 前記管理サーバは、前記電気自動車に関連付けられた前記充電スタンドに対して前記蓄電池内の電力の売電を指示し、\n 前記充電スタンドは前記蓄電池に蓄えられている電力を逆潮流により売電することを特徴とする電気自動車充電システム。\n, \n 太陽光発電装置をさらに備え、\n 前記充電スタンドは、前記蓄電池に蓄えられている電力を売電した後、前記太陽光発電装置から供給される電力を前記蓄電池に蓄える、請求項１４に記載の電気自動車充電システム。\n, \n 前記充電ステーションから前記電気自動車の充電完了通知を受け取った前記管理サーバは、前記蓄電池の売電電力量と前記電気自動車の充電電力量との差分に基づいて決済処理を実施する、請求項１４又は１５に記載の電気自動車充電システム。\n | JP | Japan | Active | Y | True |
| 197 | 전기자동차 충전소의 화재진압 수조 \n | KR102431474B1 | NaN | 본 발명은 전기자동차의 충전 중 화재 발생시 효과적으로 조기에 진압하기 위한 수조를 구성하는 것으로서, \n전기자동차 충전소의 주차위치에는 진입된 차량을 빙 두르는 사각 테두리 형상의 서스(10)를 구성하되, \n서스(10)는 테두리를 따라 일정 폭과 깊이에 의해 수용홈(12a)이 형성되는 수납본체(12)가 구성되게 하여 수납본체(12) 내에는 중앙 홀(20)을 갖는 공기주입형 다단벽튜브(20)가 맞춤 수용되게 구성하며, \n수납본체(12)의 상단 개방부는 개폐커버(14)에 의해 개폐가능토록 하되, 공기주입형 다단벽튜브(20)에 공기가 주입됨에 따라 부풀어 오르면 개폐커버(14)이 자동으로 열리게 되며 부풀어 오른 공기주입형 다단벽튜브(20)에 의해 차량을 사방에서 감싸는 수조가 구성되게 하고, \n수조 내부로 물이 채워질 수 있도록 구성하여 전기자동차의 배터리가 침수되게 함으로써 배터리를 안정화시키도록 한 것이다. | KR:1020220074326A | https://patentimages.storage.googleapis.com/a9/93/32/1330c5bafb4cde/KR102431474B1.pdf | KR:102431474:B1 | 정수환 | (주)한국소방기구제작소 | KR:100306661:B1, KR:101328283:B1, WO:2018222046:A1, KR:102339405:B1, KR:102376222:B1 | Not available | 2022-08-11 | 전기자동차 충전소의 주차위치에는 진입된 차량을 빙 두르는 사각 테두리 형상의 서스(10)를 구성하되, 서스(10)는 테두리를 따라 일정 폭과 깊이에 의해 수용홈(12a)이 형성되는 수납본체(12)가 구성되게 하여 수납본체(12) 내에는 중앙 홀(20)을 갖는 공기주입형 다단벽튜브(20)가 맞춤 수용되게 구성하며, 수납본체(12)의 상단 개방부는 개폐커버(14)에 의해 개폐가능토록 하되, 공기주입형 다단벽튜브(20)에 공기가 주입됨에 따라 부풀어 오르면 개폐커버(14)이 자동으로 열리게 되며 부풀어 오른 공기주입형 다단벽튜브(20)에 의해 차량을 사방에서 감싸는 수조가 구성되게 하고, 수조 내부로 물이 채워질 수 있도록 구성하여 전기자동차의 배터리가 침수되게 함으로써 배터리를 안정화시키도록 함을 특징으로 하는 전기자동차 충전소의 화재진압 수조. , 제1항에 있어서, 개폐커버(14)는 수납본체(12)와의 결합시 경첩(16)으로 결합하여 선회에 의한 개폐가 이루어지게 하거나 ‘’형상으로 구성하여 수납본체(12)의 상단 개방부를 덮도록 구성하는 것 중 어느 하나로 구성함을 특징으로 하는 전기자동차 충전소의 화재진압 수조. | KR | South Korea | NaN | A | True |
| 198 | Vehicle dispatching system and vehicle dispatching method \n | US11738654B2 | This application is a continuation of U.S. application Ser. No. 17/357,178 filed Jun. 24, 2021, which is a continuation of U.S. application Ser. No. 16/112,869 filed Aug. 27, 2018 (allowed), which claims priority to Japanese Patent Application No. 2017-208400, filed on Oct. 27, 2017. The entire disclosures of the prior applications are considered part of the disclosure of the accompanying continuation application, and are hereby incorporated by reference.\nThe present disclosure relates to a vehicle dispatching system and vehicle dispatching method that accepts a dispatch request from a user and dispatches an autonomous vehicle to the user.\nA vehicle dispatching system in which an autonomous vehicle, a mobile terminal of a user and a server are connected through a network are disclosed in U.S. Pat. No. 9,547,307.\nNow, generally, an electric vehicle having an in-vehicle battery as an energy source is expected to be used as an autonomous vehicle for a vehicle dispatching system. However, it takes time to charge the in-vehicle battery of the electric vehicle. If a charging level when charging at a charging station is raised, a charging time becomes longer and thereby an operation rate of the autonomous vehicles goes lower. To the contrary, if the charging time is shortened, the charging level becomes lower and thereby a travelable distance of the autonomous vehicles becomes shorter.\nTherefore, by merely simple use of the vehicle dispatching system, it is hard to raise the operation rate of the autonomous vehicles used for dispatching service and also prevent the battery shortage during operation.\nThe present disclosure has been devised in view of such problems, and an object of the present disclosure is to provide a vehicle dispatching system capable of raising the operation rate of the autonomous vehicles used for dispatching service and preventing the battery shortage during operation. Another object is to provide a vehicle dispatching method capable of raising the operation rate of the autonomous vehicles used for dispatching service and preventing the battery shortage during operation.\nA vehicle dispatching system according to the present disclosure is a vehicle dispatching system that accepts a dispatch request from a user, selects an autonomous vehicle matching with the dispatch request from among a plurality of autonomous vehicles, and dispatches a selected autonomous vehicle to the user. The plurality of autonomous vehicles include a plurality of battery-mounted vehicles having an in-vehicle battery capable of being charged externally as an energy source. Each of the plurality of battery-mounted vehicles performs charging at a charging station when a charging level of the in-vehicle battery decreases. The vehicle dispatching system comprises a management server including a processor for executing programs stored in memory, the management server programmed to act as a charging planning unit that changes an upper limit charging level of the in-vehicle battery when charging at the charging station according to a time slot. According to the above configuration, the vehicle dispatching system can cope with a ride distance that changes depending on a time slot, by changing the upper limit charging level of the in-vehicle battery when charging at the charging station according to the time slot. Thereby, the vehicle operation rate is raised and the battery shortage during operation is prevented.\nThe charging planning unit may lower the upper limit charging level in a time slot that is predicted to have a large proportion of short-distance users, and may raise the upper limit charging level in a time slot that is predicted to have a large proportion of long-distance users. By lowering the upper limit charging level in the time slot that is predicted to have a large proportion of short-distance users, the vehicle operation rate is raised. By raising the upper limit charging level in the time slot that is predicted to have a large proportion of long-distance users, traveling a long distance becomes possible.\nThe charging planning unit may raise the upper limit charging level of a part of the plurality of battery-mounted vehicles in the time slot that is predicted to have a large proportion of long-distance users. Thereby, even if a long-distance user appears in the time slot that is predicted to have a large proportion of short-distance users, a battery-mounted vehicle charged with a high upper limit charging level can be dispatched to the long-distance user.\nThe management server may be programmed to further act as a dispatching planning unit. The dispatching planning unit dispatches a battery-mounted vehicle charged with a low upper limit charging level preferentially to a short-distance user, and dispatches a battery-mounted vehicle charged with a high upper limit charging level to a long-distance user, in the time slot that is predicted to have a large proportion of short-distance users, when ride distance information is included in the dispatch request. Thereby, when a user gives a dispatch request including information about his/her ride distance (e.g., getting-on place and destination) to the vehicle dispatching system, the vehicle dispatching system can dispatch a vehicle matching with both a demand from the company side to want to raise the vehicle operation rate and a demand from the user side about the ride distance, from among battery-mounted vehicles charged with a high upper limit charging level and battery-mounted vehicles charged with a low upper limit charging level.\nIn the above case, the dispatching planning unit may dispatch a battery-mounted vehicle charged with a low upper limit charging level in the time slot that is predicted to have a large proportion of short-distance users, when the ride distance information is not included in the dispatch request. This makes it unnecessary to prepare a lot of battery-mounted vehicles charged with a high upper limit charging level, and makes it possible to maintain the vehicle operation rate highly.\nThe plurality of battery-mounted vehicles used in the vehicle dispatching system according to the present disclosure may be electric vehicles having the in-vehicle battery as an only energy source, that is, pure electric vehicles. Also, the plurality of battery-mounted vehicles used in the vehicle dispatching system according to the present disclosure may be plug-in hybrid vehicles having the in-vehicle battery and an energy source other than the in-vehicle battery. In the present specification, an electric vehicle means a pure electric vehicle, and a term “battery-mounted vehicle” is used as a generic concept including “electric vehicle” and “plug-in hybrid vehicle”.\nThe plurality of battery-mounted vehicles used in the vehicle dispatching system according to the present disclosure may include electric vehicles and plug-in hybrid vehicles. That is, the battery-mounted vehicles used for dispatching service may be organized to include both electric vehicles and plug-in hybrid vehicles. In this case, for example, following embodiments may be adopted with reference to dispatching plan.\nAccording to one embodiment, the dispatching planning unit dispatches an electric vehicle preferentially to a short-distance user, and dispatches a plug-in hybrid vehicle to a long-distance user, in the time slot that is predicted to have a large proportion of short-distance users, when ride distance information is included in the dispatch request. Thereby, when a user gives a dispatch request including information about his/her ride distance (e.g., getting-on place and destination) to the vehicle dispatching system, the vehicle dispatching system can dispatch a vehicle matching with both a demand from the company side to want to suppress the energy cost and a demand from the user side about the ride distance, from among electric vehicles and plug-in hybrid vehicles.\nIn the above case, the dispatching planning unit may dispatch an electric vehicle in the time slot that is predicted to have a large proportion of short-distance users, when the ride distance information is not included in the dispatch request. This makes it unnecessary to prepare a lot of plug-in hybrid vehicles, and makes it possible to suppress the energy cost.\nAccording to another embodiment, the dispatching planning unit dispatches an electric vehicle charged with a low upper limit charging level preferentially to a short-distance user, and dispatches an electric vehicle charged with a high upper limit charging level or a plug-in hybrid vehicle to a long-distance user, in the time slot that is predicted to have a large proportion of short-distance users, when ride distance information is included in the dispatch request. Thereby, when a user gives a dispatch request including information about his/her ride distance (e.g., getting-on place and destination) to the vehicle dispatching system, the vehicle dispatching system can dispatch a vehicle matching with both a demand from the company side to want to raise the vehicle operation rate and suppress the energy cost and a demand from the user side about the ride distance, from among electric vehicles and plug-in hybrid vehicles.\nIn the above case, the dispatching planning unit may dispatch an electric vehicle charged with a high upper limit charging level preferentially to a long-distance user when a ride distance of the user is shorter than a travelable distance by the in-vehicle battery, and may dispatch a plug-in hybrid vehicle to the long-distance user when the ride distance of the user is longer than the travelable distance by the in-vehicle battery. According to this dispatching plan, an electric vehicle is used more preferentially than a plug-in hybrid vehicle. This makes it unnecessary to prepare a lot of plug-in hybrid vehicles, and makes it possible to raise the vehicle operation rate and suppress the energy cost.\nAlso, in the above case, the dispatching planning unit may dispatch an electric vehicle charged with a low upper limit charging level in the time slot that is predicted to have a large proportion of short-distance users, when the ride distance information is not included in the dispatch request. This makes it unnecessary to prepare a lot of electric vehicles charged with a high upper limit charging level, and also makes it unnecessary to prepare a lot of plug-in hybrid vehicles. Accordingly, it is possible to raise the vehicle operation rate and suppress the energy cost.\nThe vehicle dispatching system according to the present disclosure may designate a charging method at the charging station to the battery-mounted vehicles. For example, the vehicle dispatching system usually directs the battery-mounted vehicles to perform normal charging at the charging station, and, when the number of available battery-mounted vehicles is predicted to become insufficient due to increase in dispatch demand, directs the battery-mounted vehicles to perform quick charging at the charging station. Thereby, deterioration of the in-vehicle battery by the quick charging is prevented usually, and shortage of available vehicles is prevented by permitting the quick charging when dispatch demand is increased.\nAlso, the vehicle dispatching system may usually direct the battery-mounted vehicles to perform normal charging at the charging station, and, when a battery-mounted vehicle carrying a user seems not to be able to travel a necessary distance due to the battery shortage, may move the battery-mounted vehicle carrying a user to the charging station and direct the battery-mounted vehicle carrying a user to perform quick charging. Thereby, deterioration of the in-vehicle battery by the quick charging is prevented usually, and occurrence of a situation where the battery-mounted vehicle carrying a user becomes unable to travel due to the battery shortage is prevented by permitting the quick charging in case of emergency.\nA vehicle dispatching method according to the present disclosure is a vehicle dispatching method that accepts a dispatch request from a user, selects an autonomous vehicle matching with the dispatch request from among a plurality of autonomous vehicles, and dispatches a selected autonomous vehicle to the user. The vehicle dispatching method comprises: preparing, as a part of the plurality of autonomous vehicles, a plurality of battery-mounted vehicles having an in-vehicle battery capable of being charged externally as an energy source; performing charging with respect to each of the plurality of battery-mounted vehicles at a charging station when a charging level of the in-vehicle battery decreases; and changing an upper limit charging level of the in-vehicle battery when charging at the charging station according to a time slot. According to the vehicle dispatching method as above, it is possible to cope with the ride distance that changes depending on a time slot, by changing the upper limit charging level of the in-vehicle battery when charging at the charging station according to the time slot. Thereby, the vehicle operation rate is raised and the battery shortage during operation is prevented.\nAccording to the vehicle dispatching method according to the present disclosure, the upper limit charging level may be lowered in a time slot that is predicted to have a large proportion of short-distance users, and may be raised in a time slot that is predicted to have a large proportion of long-distance users. By lowering the upper limit charging level in the time slot that is predicted to have a large proportion of short-distance users, the vehicle operation rate is raised. By raising the upper limit charging level in the time slot that is predicted to have a large proportion of long-distance users, traveling a long distance becomes possible.\nAccording to the vehicle dispatching method according to the present disclosure, the upper limit charging level of a part of the plurality of battery-mounted vehicles may be raised in the time slot that is predicted to have a large proportion of long-distance users. Thereby, even if a long-distance user appears in the time slot that is predicted to have a large proportion of short-distance users, a battery-mounted vehicle charged with a high upper limit charging level can be dispatched to the long-distance user.\nAs described above, according to the vehicle dispatching system and the vehicle dispatching method according to the present disclosure, the upper limit charging level of the in-vehicle battery when charging at the charging station is changed according to a time slot so as to operate the battery-mounted vehicles with charging level appropriate to the ride distance that users require. Thereby, the vehicle operation rate is raised and the battery shortage during operation is prevented.\n FIG. 1 is a view illustrating a configuration of a vehicle dispatching system according to embodiments of the present disclosure;\n FIG. 2 is a diagram showing an example of a charging plan according to a first embodiment;\n FIG. 3 is a diagram showing a relation between a charging level and a charging time;\n FIG. 4 is a diagram showing an example of a charging plan according to a second embodiment;\n FIG. 5 is a view showing an overview of a dispatching plan according to the second embodiment;\n FIG. 6 is a flowchart illustrating processing by a management server according to the second embodiment;\n FIG. 7 is a view showing an overview of a dispatching plan according to a third embodiment;\n FIG. 8 is a flowchart illustrating processing by a management server according to the third embodiment;\n FIG. 9 is a view showing an overview of a dispatching plan according to a fourth embodiment;\n FIG. 10 is a flowchart illustrating processing by a management server according to the fourth embodiment;\n FIG. 11 is a flowchart illustrating processing by a management server according to a fifth embodiment; and\n FIG. 12 is a flowchart illustrating processing by a management server according to a sixth embodiment.\nHereunder, embodiments of the present disclosure will be described with reference to the drawings. Note that when the numerals of numbers, quantities, amounts, ranges and the like of respective elements are mentioned in the embodiments shown as follows, the present disclosure is not limited to the mentioned numerals unless specially explicitly described otherwise, or unless the disclosure is explicitly specified by the numerals theoretically. Furthermore, structures that are described in the embodiments shown as follows are not always indispensable to the disclosure unless specially explicitly shown otherwise, or unless the disclosure is explicitly specified by the structures theoretically.\nA vehicle dispatching system is a system to implement dispatching service of dispatching an autonomous vehicle to a user in accordance with a demand from the user. FIG. 1 is a view illustrating a configuration of the vehicle dispatching system 1 according to the embodiments of the present disclosure. The configuration of the vehicle dispatching system 1 will be described with reference to FIG. 1 as follows. Note that the configuration of the vehicle dispatching system 1 described herein is the configuration common to the second to sixth embodiments described below as well as the first embodiment.\nThe vehicle dispatching system 1 comprises a vehicle 40, a mobile terminal 31 that a user 30 in the vehicle dispatching system 1 possesses, and a management center 10 communicating with the vehicle 40 and the mobile terminal 31 through a network (i.e., the Internet) 2. The number of vehicles 40 constituting the vehicle dispatching system 1 is at least two. More specifically, at least two vehicles 40 belong to the vehicle dispatching system 1 operably.\nThe vehicle 40 used in the vehicle dispatching system 1 is a battery-mounted vehicle that has an in-vehicle battery 43 capable of being charged externally as an energy source. There are two kinds of battery-mounted vehicles. The one is an electric vehicle that has only a battery 43 as an energy source. The other is a plug-in hybrid vehicle that has a battery 43 and an energy source other than the battery 43. The vehicle 40 used in the vehicle dispatching system 1 may be either an electric vehicle or a plug-in hybrid vehicle. The vehicle 40 comprises a motor 44 as a power unit and supplies electric power from the battery 43 to the motor 44. A battery charger 45 to charge electric power to the battery 43 is installed in the vehicle 40. Note that the battery 43 may be at least a chargeable battery, but it is preferably a lithium ion battery.\nCharging the battery 43 can be conducted at a charging station 50. The charging station 50 has a normal charging equipment 51 to perform normal charging and a quick charging equipment 52 to perform quick charging of which the charging speed is faster than the normal charging. However, the quick charging equipment 52 is not necessarily provided at all charging stations 50. A battery charger 45 equipped in the vehicle 40 supports both charging methods of the normal charging and the quick charging. However, the normal charging using the normal charging equipment 51 is usually chosen as a charging method for the vehicle 40 from the viewpoint of protection of the battery 43.\nThe vehicle 40 is an autonomous vehicle that can travel autonomously through a root from the present location to a destination based on various information. The various information for autonomous travel includes external situation recognition information to recognize situations outside the own vehicle acquired by autonomous sensors (not shown) such as a camera sensor, a LIDAR, a millimeter wave radar and the like. Also, the various information for autonomous travel includes vehicle state recognition information to recognize conditions of the own vehicle acquired by vehicle sensors (not shown) such as a vehicle speed sensor, an acceleration sensor and the like. Furthermore, the various information for autonomous travel includes location information indicating the position of the own vehicle acquired by a GPS receiver (not shown) and map information that is contained in a map database.\nThe vehicle 40 comprises a control device 41 and a communication device 42. The control device 41 is an ECU (Electronic Control Unit) having at least one processor and at least one memory. At least one program for autonomous travel and various data are stored in the memory. When a program stored in the memory is read out and executed by the processor, various functions for autonomous travel are achieved by the control device 41. Note that the control device may comprise a plurality of ECUs.\nThe control device 41 calculates a travel root along which the own vehicle travels based on the location information of the own vehicle and the map information, and controls driving, steering, and braking of the own vehicle to make the own vehicle travel along the calculated travel route. There are various well-known methods for autonomous travel methods, and autonomous travel methods themselves are not limited in the present disclosure at all, so that the details of autonomous travel method will be omitted. The control device 41 performs autonomous traveling to a getting-on place specified by the user 30, picking up processing to pick the user 30 up at the getting-on place, autonomous traveling to the destination specified by the user 30, dropping processing to drop the user 30 off at the destination, autonomous traveling to the charging station 50, automatic charging at the charging station 50 and the like.\nThe control device 41 is configured to be connected to the network 2 using the communication device 42. The communication standard of the radio communication used by the communication device 42 may be a standard of mobile communication such as 4G, LTE, 5G and the like. The control device 41 is connected to the management center 10 through the network 2. The control device 41 controls operation of the vehicle 40 based on decisions based on the information obtained from the autonomous sensors and the vehicle sensors and instructions from the management center 10.\nThe mobile terminal 31 is a wireless communication terminal that is available for radio communication between a base station (not shown) of the network 2, for example, a smartphone. The communication standard of the radio communication used by the mobile terminal 31 may be a standard of mobile communication such as 4G, LTE, 5G and the like. An application for using the vehicle dispatching service is installed in the mobile terminal 31. By running the application, the mobile terminal 31 connects to the management center 10 through the network 2, and becomes able to request the management center 10 to dispatch the vehicle 40.\nThe management center 10 is a facility run by a company providing the vehicle dispatching service. However, it does not matter whether the management center 10 is unmanned or manned. The management center 10 may be provided with at least a management server 20. Alternatively, the management server 20 itself may be the management center 10. The management server 20 is connected to the network 2. The management server 20 is configured to communicate with the vehicle 40 and the mobile terminal 31 of the user 30 through the network 2.\nThe management server 20 receives a dispatch request sent through the network 2 from the mobile terminal 31 of the user 30. The dispatch request includes, for example, a getting-on place desired by the user 30 and ID information of the user 30. The dispatch request includes a destination specified by the user 30 too, but it is not necessarily essential. The management server 20 receives, for example, the location information and charging amount information of the vehicle 40 from the control device 41 in the vehicle 40. A picking up instruction to direct the vehicle 40 to move to the user 30 is transmitted from the management server 20 to the control device 41 in the vehicle 40. The picking up instruction includes information such as the ID information of the user 30, the getting-on place desired by the user 30 and the destination specified by the user 30. The ID information is used for person authentication between the vehicle 40 and the user 30. Also, a charging instruction to direct the vehicle 40 to move to the charging station 50 is transmitted from the management server 20 to the control device 41 in the vehicle 40. The charge instruction includes information such as the location of the charging station 50, the upper limit charging level of the battery 43 and the charging method.\nThe management server 20 is a computer having at least one processor and at least one memory. At least one program for the vehicle dispatching service and various data are stored in the memory. When a program stored in the memory is read out and executed by the processor, various functions are achieved by the management server 40. The functions achieved by the management server 20 include a function as a vehicle dispatching planning unit 21 and a function as a charging planning unit 22. The vehicle dispatching planning unit 21 plans dispatching of the vehicle 40 to the user 30. For example, the vehicle dispatching planning unit 21 dispatches the most suitable vehicle of a plurality of available vehicles 40, e.g., a vehicle that can arrive at the getting-on place desired by the user 30 earliest. The charging planning unit 22 changes the upper limit charging level when the vehicle 40 charges the battery 43 at the charging station 50 according to a time slot. Note that the management server 20 may comprise a plurality of computers.\nThe charging planning unit 22 in the management server 20 instructs the battery charger 45 in the vehicle 40 on the upper limit charging level by communication through the network 2. The charging planning unit 22 changes the upper limit charging level instructed to the battery charger 45 according to a time slot. It is statistically proved that a ride distance when the user 30 uses the vehicle dispatching service changes according to a time slot. Thus, by changing the upper limit charging level of the battery 43 when charging at the charging station 50 according to a time slot, it becomes passible to cope with the ride distance that changes depending on the time slot. Thereby, the vehicle operation rate of the vehicle 40 is raised and the battery shortage during operation is prevented.\nIn the first embodiment, the charging planning unit 22 lowers the upper limit charging level in a time slot that is predicted to have a large proportion of short-distance users, and raises the upper limit charging level in a time slot that is predicted to have a large proportion of long-distance users. For example, as shown in FIG. 2 , the upper limit charging level is set low in a daytime time slot where there are many business visitors. By lowering the upper limit charging level in the time slot that is predicted to have a large proportion of short-distance users, the vehicle operation rate is raised. On the other hand, for example, as shown in FIG. 2 , the upper limit charging level is set high in a night and early-morning time slot where there are many return visitors before the first train or after the last train. By raising the upper limit charging level in the time slot that is predicted to have a large proportion of long-distance users, traveling a long distance becomes possible.\nHere, a relation between charging level and a charging time is shown in FIG. 3 . The charging level increases in proportion to the charging time. However, according to characteristics of the battery 43, it is necessary to lower a charging current when charged state of the battery 43 gets closer to full charge. Thus, a charging speed will decrease when the charging level exceeds a threshold (a in FIG. 3 ). In the first embodiment, in the time slot that is predicted to have a large proportion of long-distance users, the upper limit charging level is set to a value that is bigger than the threshold a in order to bring the battery 43 close to full charge and to enable the vehicle travel as long as possible. In the time slot that is predicted to have a large proportion of short-distance users, the upper limit charging level is set to a value that is smaller than the threshold a in order to shorten the charging time and to raise the vehicle operation rate.\nThe battery 43, particularly a lithium-ion battery has characteristics that deterioration becomes large when it is left at high charging level. Therefore, avoiding a condition close to full charge as much as possible is desirable to prevent deterioration of the battery 43. According to the first embodiment, the upper limit charging level is changed according to a time slot so that the charging level is raised in only some time slots and is lowered positively in remaining time slots. This prevents deterioration of the battery 43 due to being left at high charging level.\nThe second embodiment is characterized by a charging plan made by the charging planning unit 22. In the second embodiment, basically as well as the first embodiment, the upper limit charging level is lowered in a time slot that is predicted to have a large proportion of short-distance users, and is raised in a time slot that is predicted to have a large proportion of long-distance users. However, in the second embodiment, exceptional setting is made to a part of the vehicles 40.\nSpecifically, the charging planning unit 22 raises the upper limit charging level instructed to the battery charger 45 in a part of the vehicles 40 in the time slot that is predicted to have a large proportion of short-distance users. For example, as shown in FIG. 4 , two kinds of settings A and B are provided. According to the setting A, the upper limit charging level is set low in a daytime time slot, and is set high in a night and early-morning time slot. According to the setting B, the upper limit charging level is set high all day. The upper limit charging level according to the setting A is instructed to a majority of the vehicles 40. The upper limit charging level according to the setting B is instructed to a minority of the vehicles 40. Thereby, even if a long-distance user appears in the time slot that is predicted to have a large proportion of short-distance users, the vehicle 40 charged with a high upper limit charging level can be dispatched to the long-distance user.\nIn the second embodiment, a dispatching plan to make use of the above described charging plan is made by the vehicle dispatching planning unit 21. FIG. 5 is a view showing an overview of the dispatching plan according to the second embodiment. In a time slot that is predicted to have a large proportion of short-distance users, the charging planning unit 22 prepares a vehicle 40A charged with a low upper limit charging level and a vehicle 40B charged with a high upper limit charging level. Hereinafter, the vehicle 40A charged with a low upper limit is referred to as “low charging level vehicle 40A”, and the vehicle 40B charged with a high upper limit is referred to as “high charging level vehicle 40B”. In FIG. 5 , the low charging level vehicle 40A is a vehicle 40 charged according to the setting A, and the high charging level vehicle 40B is a vehicle 40 charged according to the setting B. Note that an area of the oblique line portion of each vehicle 40A, 40B in FIG. 5 expresses the charging level.\nThe vehicle dispatching planning unit 21 selects a vehicle to be dispatched from among the vehicles 40A, 40B according to the ride distance that a user 30A, 30B requires in a time slot that is predicted to have a large proportion of short-distance users. In FIG. 5 , the user 30A is a user 30 requiring a short-distance ride, and the user 30B is a user 30 requiring a long-distance ride. If the dispatch request transmitted from the mobile terminal 31 includes a getting-on place and a destination, the ride distance required by the user 30A, 30B is obtained by calculating the distance from the getting-on place to the destination. Alternatively, a system may be adopted that the user 30A, 30B selects an approximate ride distance from among choices when transmitting the dispatch request.\nThe vehicle dispatching planning unit 21 compares a predetermined reference distance with the ride distance required by the user 30A, 30B. The vehicle dispatching planning unit 21 dispatches the low charging level vehicle 40A preferentially to the user 30A who requires a ride distance shorter than the reference distance, and dispatches the high chargin | The vehicle dispatching system accepts a dispatch request from a user, selects an autonomous vehicle matching with the dispatch request from among a plurality of autonomous vehicles, and dispatches a selected autonomous vehicle to the user. The plurality of autonomous vehicles include a plurality of battery-mounted vehicles having an in-vehicle battery capable of being charged externally as an energy source. Each of the plurality of battery-mounted vehicles performs charging at a charging station when a charging level of the in-vehicle battery decreases. The vehicle dispatching system comprises a management server including a processor for executing programs stored in memory, the management server programmed to act as a charging planning unit that changes an upper limit charging level of the in-vehicle battery when charging at the charging station according to a time slot. | US:18/089,824 | https://patentimages.storage.googleapis.com/3e/62/f2/475167d93e9c1d/US11738654.pdf | US:11738654 | Koji Taguchi, Makoto Morita | Toyota Motor Corp | US:20090315512:A1, US:20090192655:A1, US:9944283, JP:2009238191:A, US:20100076825:A1, US:20120091969:A1, US:20110202217:A1, CN:101814760:A, JP:2012073979:A, JP:2012153277:A, US:20130176000:A1, US:9802608, US:9102329, US:20160001671:A1, US:20150042278:A1, US:20170129354:A1, US:20150283912:A1, US:20170008416:A1, CN:105083042:A, US:20150329003:A1, US:9547307, US:9636981, US:10423161, US:9886852, US:10520939, US:20170123428:A1, US:20170132934:A1, US:9909516, US:10384676, US:20170246962:A1, US:10120378, US:9908464, US:10093320, US:10310511, CN:105788333:A, US:10067506, US:10272783, US:10353394, US:10310508, US:10384684, US:10539962, US:10640036, US:20180086223:A1, US:10625781, US:10037037, US:10546499, US:10816972, US:10576984, US:10816975, US:10317908, US:10545505, US:10996338, US:10579069, US:11052780, US:20210316628:A1 | 2023-08-29 | 2023-08-29 | 1. A vehicle dispatching system that accepts a dispatch request from a user, selects an autonomous vehicle matching with the dispatch request from among a plurality of autonomous vehicles, and dispatches a selected autonomous vehicle to the user, wherein\nthe plurality of autonomous vehicles include a plurality of battery-mounted vehicles having an in-vehicle battery capable of being charged externally as an energy source;\neach of the plurality of battery-mounted vehicles performs charging at a charging station when a charging level of the in-vehicle battery decreases; and\nthe vehicle dispatching system comprises a management server including a processor for executing programs stored in a memory, the management server programmed to act as a charging planning unit that changes an upper limit charging level of the in-vehicle battery when charging at the charging station according to a time slot,\nwherein the plurality of battery-mounted vehicles include electric vehicles having the in-vehicle battery as an only energy source and plug-in hybrid vehicles having the in-vehicle battery and an energy source other than the in-vehicle battery; and\nwherein the management server is programmed to further act as a dispatching planning unit that dispatches an electric vehicle charged with a low upper limit charging level preferentially to a short-distance user, and dispatches an electric vehicle charged with a high upper limit charging level or a plug-in hybrid vehicle to a long-distance user, in a time slot that is predicted to have a large proportion of short-distance users, when ride distance information is included in the dispatch request.\n, the plurality of autonomous vehicles include a plurality of battery-mounted vehicles having an in-vehicle battery capable of being charged externally as an energy source;, each of the plurality of battery-mounted vehicles performs charging at a charging station when a charging level of the in-vehicle battery decreases; and, the vehicle dispatching system comprises a management server including a processor for executing programs stored in a memory, the management server programmed to act as a charging planning unit that changes an upper limit charging level of the in-vehicle battery when charging at the charging station according to a time slot,, wherein the plurality of battery-mounted vehicles include electric vehicles having the in-vehicle battery as an only energy source and plug-in hybrid vehicles having the in-vehicle battery and an energy source other than the in-vehicle battery; and, wherein the management server is programmed to further act as a dispatching planning unit that dispatches an electric vehicle charged with a low upper limit charging level preferentially to a short-distance user, and dispatches an electric vehicle charged with a high upper limit charging level or a plug-in hybrid vehicle to a long-distance user, in a time slot that is predicted to have a large proportion of short-distance users, when ride distance information is included in the dispatch request., 2. The vehicle dispatching system according to claim 1,\nwherein the charging planning unit lowers the upper limit charging level in the time slot that is predicted to have a large proportion of short-distance users, and raises the upper limit charging level in a time slot that is predicted to have a large proportion of long-distance users.\n, wherein the charging planning unit lowers the upper limit charging level in the time slot that is predicted to have a large proportion of short-distance users, and raises the upper limit charging level in a time slot that is predicted to have a large proportion of long-distance users., 3. The vehicle dispatching system according to claim 2,\nwherein the charging planning unit raises the upper limit charging level of a part of the plurality of battery-mounted vehicles in the time slot that is predicted to have a large proportion of long-distance users.\n, wherein the charging planning unit raises the upper limit charging level of a part of the plurality of battery-mounted vehicles in the time slot that is predicted to have a large proportion of long-distance users., 4. The vehicle dispatching system according to claim 1,\nwherein the dispatching planning unit dispatches a battery-mounted vehicle charged with a low upper limit charging level in the time slot that is predicted to have a large proportion of short-distance users, when the ride distance information is not included in the dispatch request.\n, wherein the dispatching planning unit dispatches a battery-mounted vehicle charged with a low upper limit charging level in the time slot that is predicted to have a large proportion of short-distance users, when the ride distance information is not included in the dispatch request., 5. The vehicle dispatching system according to claim 1,\nwherein the dispatching planning unit dispatches an electric vehicle in the time slot that is predicted to have a large proportion of short-distance users, when the ride distance information is not included in the dispatch request.\n, wherein the dispatching planning unit dispatches an electric vehicle in the time slot that is predicted to have a large proportion of short-distance users, when the ride distance information is not included in the dispatch request., 6. The vehicle dispatching system according to claim 1,\nwherein the dispatching planning unit dispatches an electric vehicle charged with a high upper limit charging level preferentially to a long-distance user when a ride distance of the user is shorter than a travelable distance by the in-vehicle battery, and dispatches a plug-in hybrid vehicle to the long-distance user when the ride distance of the user is longer than the travelable distance by the in-vehicle battery.\n, wherein the dispatching planning unit dispatches an electric vehicle charged with a high upper limit charging level preferentially to a long-distance user when a ride distance of the user is shorter than a travelable distance by the in-vehicle battery, and dispatches a plug-in hybrid vehicle to the long-distance user when the ride distance of the user is longer than the travelable distance by the in-vehicle battery., 7. The vehicle dispatching system according to claim 1,\nwherein the dispatching planning unit dispatches an electric vehicle charged with a low upper limit charging level in the time slot that is predicted to have a large proportion of short-distance users, when the ride distance information is not included in the dispatch request.\n, wherein the dispatching planning unit dispatches an electric vehicle charged with a low upper limit charging level in the time slot that is predicted to have a large proportion of short-distance users, when the ride distance information is not included in the dispatch request., 8. The vehicle dispatching system according to claim 1,\nwherein the vehicle dispatching system usually directs the battery-mounted vehicles to perform normal charging at the charging station, and, when the number of available battery-mounted vehicles is predicted to become insufficient due to increase in dispatch demand, directs the battery-mounted vehicles to perform quick charging at the charging station.\n, wherein the vehicle dispatching system usually directs the battery-mounted vehicles to perform normal charging at the charging station, and, when the number of available battery-mounted vehicles is predicted to become insufficient due to increase in dispatch demand, directs the battery-mounted vehicles to perform quick charging at the charging station., 9. The vehicle dispatching system according to claim 1,\nwherein the vehicle dispatching system usually directs the battery-mounted vehicles to perform normal charging at the charging station, and, when a battery-mounted vehicle carrying a user seems not to be able to travel a necessary distance due to the battery shortage, moves the battery-mounted vehicle carrying a user to the charging station and directs the battery-mounted vehicle carrying a user to perform quick charging.\n, wherein the vehicle dispatching system usually directs the battery-mounted vehicles to perform normal charging at the charging station, and, when a battery-mounted vehicle carrying a user seems not to be able to travel a necessary distance due to the battery shortage, moves the battery-mounted vehicle carrying a user to the charging station and directs the battery-mounted vehicle carrying a user to perform quick charging., 10. A vehicle dispatching method that accepts a dispatch request from a user, selects an autonomous vehicle matching with the dispatch request from among a plurality of autonomous vehicles, and dispatches a selected autonomous vehicle to the user, the vehicle dispatching method comprising:\npreparing, as a part of the plurality of autonomous vehicles, a plurality of battery-mounted vehicles having an in-vehicle battery capable of being charged externally as an energy source;\nperforming charging with respect to each of the plurality of battery-mounted vehicles at a charging station when a charging level of the in-vehicle battery decreases;\nchanging an upper limit charging level of the in-vehicle battery when charging at the charging station according to a time slot,\nwherein the plurality of battery-mounted vehicles include electric vehicles having the in-vehicle battery as an only energy source and plug-in hybrid vehicles having the in-vehicle battery and an energy source other than the in-vehicle battery; and\ndispatching an electric vehicle charged with a low upper limit charging level preferentially to a short-distance user, and dispatching an electric vehicle charged with a high upper limit charging level or a plug-in hybrid vehicle to a long-distance user, in a time slot that is predicted to have a large proportion of short-distance users, when ride distance information is included in the dispatch request.\n, preparing, as a part of the plurality of autonomous vehicles, a plurality of battery-mounted vehicles having an in-vehicle battery capable of being charged externally as an energy source;, performing charging with respect to each of the plurality of battery-mounted vehicles at a charging station when a charging level of the in-vehicle battery decreases;, changing an upper limit charging level of the in-vehicle battery when charging at the charging station according to a time slot,, wherein the plurality of battery-mounted vehicles include electric vehicles having the in-vehicle battery as an only energy source and plug-in hybrid vehicles having the in-vehicle battery and an energy source other than the in-vehicle battery; and, dispatching an electric vehicle charged with a low upper limit charging level preferentially to a short-distance user, and dispatching an electric vehicle charged with a high upper limit charging level or a plug-in hybrid vehicle to a long-distance user, in a time slot that is predicted to have a large proportion of short-distance users, when ride distance information is included in the dispatch request., 11. The vehicle dispatching method according to claim 10,\nwherein the upper limit charging level is lowered in the time slot that is predicted to have a large proportion of short-distance users, and is raised in a time slot that is predicted to have a large proportion of long-distance users.\n, wherein the upper limit charging level is lowered in the time slot that is predicted to have a large proportion of short-distance users, and is raised in a time slot that is predicted to have a large proportion of long-distance users., 12. The vehicle dispatching method according to claim 11,\nwherein the upper limit charging level of a part of the plurality of battery-mounted vehicles is raised in the time slot that is predicted to have a large proportion of long-distance users.\n, wherein the upper limit charging level of a part of the plurality of battery-mounted vehicles is raised in the time slot that is predicted to have a large proportion of long-distance users. | US | United States | Active | B | True |
| 199 | 充换电站及充换电控制系统 \n | CN107161020B | 技术领域本发明涉及电动汽车充换电控制技术领域，具体涉及充换电站及充换电控制系统。背景技术充换电站是为电动汽车的动力电池提供充电和快速更换的能源站。目前充换电站主要采用分离的电动汽车充电和电动汽车换电，使得充换电站的集中程度较低，需具备一定的建设面积和电能供应量的情况下才能满足日益增大的电动汽车充换电需求。同时，充换电站主要采用传统的建设方式，导致充换电站的规模可扩展性较低。例如，申请号为CN201310626021.X的发明专利申请公开了一种充换电站系统，该系统采用一条总线实现间隔层和站控层之间的全部数据共享，数据交叉多，不利于对不同的间隔层设备，如充电设备和换电设备的可靠控制，及灵活扩展和安装调试。同时，该系统也未公开如何实现电动汽车有效充换电的充电策略和换电策略。发明内容为了解决现有技术中的上述问题，即为了解决充换电站的规模可扩展性、减少不同数据之间相互影响、提高可靠性的技术问题，本发明提供了一种充换电控制系统和充换电站，该充换电控制系统采用分总线方式对充电装置和换电装置进行单独控制且在站控层通过数据库实现数据共享，提高了该系统的鲁棒性。同时，该充换电控制系统的主控装置可以通过云平台获取电动汽车的充/换电请求信息，并依据该充/换电请求信息和预设充/换电策略，实现动力电池高可靠性、高智能型的换电控制。第一方面，本发明中一种充换电控制系统的技术方案是：所述充换电控制系统，包括间隔层设备和站控层设备；所述间隔层设备包括换电装置和充电装置；所述换电装置，配置为驱动换电执行机构对电动汽车进行动力电池更换；所述充电装置，配置为驱动充电设施对载能电池或电动汽车充电；所述站控层设备包括主控装置；所述主控装置通过第一类型总线与所述换电装置通信，通过第二类型总线与所述充电装置通信；所述主控装置，配置为控制所述充电装置对载能电池和/或电动汽车充电，和/或依据所述充电装置反馈的载能电池充电状态信息，确定所述电动汽车的可更换载能电池，并控制所述换电装置将所确定的可更换载能电池更换到电动汽车。进一步地，本发明提供的一个优选技术方案为：所述间隔层设备还包括环境监测装置，其通过第三类型总线与所述主控装置通信；所述环境监测装置，配置为监控所述换电装置、充电装置和所述系统内安防设备的工作状态。进一步地，本发明提供的一个优选技术方案为：第一类型总线为工业以太网总线；第二类型总线为CANBUS总线；第三类型总线为MODBUS总线。进一步地，本发明提供的一个优选技术方案为：所述系统还包括网络层设备；所述网络层设备包括云平台和能量管理装置；所述云平台，配置为监控所述系统的工作状态；所述云平台通过无线网络与所述主控装置通信，所述能量管理装置通过第二类型总线或无线网络与所述主控装置通信。进一步地，本发明提供的一个优选技术方案为：所述站控层设备还包括人机交互终端，其通过第三类型总线与所述主控装置通信。进一步地，本发明提供的一个优选技术方案为：所述主控装置包括充电管理模块；所述充电管理模块，配置为获取云平台存储的预设充电策略和云平台接收的电动汽车充电请求信息，并依据所获取的预设充电策略和电动汽车充电请求信息生成充电指令，依据所生成的充电指令控制所述充电装置对电动汽车充电；或者，配置为依据云平台下发的充电指令，控制所述充电装置对电动汽车充电；其中，所述云平台下发的充电指令为云平台依据所存储的预设充电策略和所接收的电动汽车充电请求信息于该云平台生成的充电指令；所述电动汽车充电状态信息包括电动汽车的期望出行距离、期望出行时间和动力电池状态信息。进一步地，本发明提供的一个优选技术方案为：所述预设充电策略为按照所述云平台接收电动汽车充电请求信息的时间顺序，依次控制充电装置对各电动汽车充电请求信息对应的电动汽车充电。进一步地，本发明提供的一个优选技术方案为：所述主控装置包括换电管理模块；所述换电管理模块，配置为获取云平台存储的预设换电策略和云平台接收的电动汽车换电请求信息，并依据所获取的预设换电策略和电动汽车换电请求信息生成换电指令，依据所生成的换电指令控制所述换电装置对电动汽车进行动力电池更换；或者，配置为依据云平台下发的换电指令，控制所述换电装置对电动汽车进行动力电池更换；其中，所述云平台下发的换电指令为云平台依据所存储的预设换电策略和所接收的电动汽车换电请求信息于该云平台生成的换电指令；所述电动汽车充电状态信息包括电动汽车的期望出行距离、期望出行时间和动力电池状态信息。进一步地，本发明提供的一个优选技术方案为：所述预设换电策略包括第一换电策略和第二换电策略；所述第一换电策略为按照所述云平台接收电动汽车换电请求信息的时间顺序，依次控制换电装置对各电动汽车换电请求信息对应的电动汽车进行动力电池更换；所述第二换电策略为按照各电动汽车换电请求信息中期望出行距离由大到小的顺序，依次控制换电装置对各电动汽车换电请求信息对应的电动汽车进行动力电池更换。进一步地，本发明提供的一个优选技术方案为：所述主控装置包括可更换载能电池确定模块；所述可更换载能电池确定模块，配置为依据载能电池的荷电状态选择电动汽车的可更换载能电池，具体为：选择任一荷电状态等于或大于预设荷电状态阈值的载能电池作为可更换载能电池；若所有载能电池的荷电状态均小于预设荷电状态阈值，则选择荷电状态最大值对应的载能电池作为可更换载能电池。进一步地，本发明提供的一个优选技术方案为：所述主控装置还包括鉴权模块；所述鉴权模块，配置为在所述系统的云平台无法对电动汽车进行权限认证时，获取预存储的电动汽车权限信息，并判断所述预存储的电动汽车权限信息是否包含所述电动汽车的权限请求信息：若包含则判断为权限认证通过。进一步地，本发明提供的一个优选技术方案为：所述主控装置还包括：电网监测模块，配置为监测电网所需的负荷电量，并在所述负荷电量大于预设负荷电量阈值时，控制载能电池向电网供电。进一步地，本发明提供的一个优选技术方案为：所述主控装置还包括：调试模块，配置为接收预设测试信息，并依据所述预设测试信息调整所述系统的工作状态。进一步地，本发明提供的一个优选技术方案为：所述主控装置还包括：第一无线通信模块，配置为通过无线网络与智能终端进行信息交互。进一步地，本发明提供的一个优选技术方案为：所述第一无线通信模块包括蓝牙通信模块。进一步地，本发明提供的一个优选技术方案为：所述主控装置还包括：第二无线通信模块，配置为与预设局域网进行信息交互。进一步地，本发明提供的一个优选技术方案为：所述第二无线通信模块包括Zigbee通信模块。进一步地，本发明提供的一个优选技术方案为：所述主控装置还包括：第三无线通信模块，配置为通过无线网络与电动汽车进行信息交互。进一步地，本发明提供的一个优选技术方案为：所述第三无线通信模块包括Wifi通信模块。进一步地，本发明提供的一个优选技术方案为：所述主控装置还包括：第四无线通信模块，配置为通过无线网络与所述系统的云平台进行信息交互。进一步地，本发明提供的一个优选技术方案为：所述第四无线通信模块包括3G通信模块和/或4G通信模块和/或5G通信模块和/或以太网通信模块。进一步地，本发明提供的一个优选技术方案为：所述充电装置包括：整流模块，用于将交流充电电流或直流充电电流转换为载能电池或电动汽车可用的充电电流；第一充电板，其与所述整流模块连接，用于对载能电池充电；第二充电板，其与所述整流模块连接，用于对电动汽车充电。进一步地，本发明提供的一个优选技术方案为：所述换电装置包括：换电执行机构；换电控制单元，配置为接收所述主控装置发送的可更换载能电池的状态信息，并依据所接收的状态信息向所述换电执行机构发送电池更换指令；显示单元，用于显示所述换电装置的工作状态。进一步地，本发明提供的一个优选技术方案为：所述换电执行机构包括：车辆平台，用于对电动汽车进行移动和/或举升；电池搬运装置，用于将动力电池传输至电池架或将载能电池传输至所述车辆平台；电池更换装置，其通过无线网络与所述换电控制单元连接；所述电池更换装置，用于更换电动汽车的动力电池。第二方面，本发明中一种充换电站的技术方案是：所述充换电站，包括充换电控制管理装置，所述充换电控制管理装置包括上述技术方案所述的充换电控制系统。方案1、一种充换电控制系统，包括间隔层设备和站控层设备，其特征在于，所述间隔层设备包括换电装置和充电装置；所述换电装置，配置为驱动换电执行机构对电动汽车进行动力电池更换；所述充电装置，配置为驱动充电设施对载能电池和/或电动汽车充电；所述站控层设备包括主控装置；所述主控装置通过第一类型总线与所述换电装置通信，通过第二类型总线与所述充电装置通信；所述主控装置，配置为控制所述充电装置对载能电池和/或电动汽车充电，和/或依据所述充电装置反馈的载能电池充电状态信息，确定所述电动汽车的可更换载能电池，并控制所述换电装置将所确定的可更换载能电池更换到电动汽车。方案2、根据方案1所述的充换电控制系统，其特征在于，所述间隔层设备还包括环境监测装置，其通过第三类型总线与所述主控装置通信；所述环境监测装置，配置为监控所述换电装置、充电装置和所述系统内安防设备的工作状态。方案3、根据方案1或2所述的充换电控制系统，其特征在于，第一类型总线为工业以太网总线；第二类型总线为CANBUS总线；第三类型总线为MODBUS总线。方案4、根据方案1所述的充换电控制系统，其特征在于，所述系统还包括网络层设备；所述网络层设备包括云平台和能量管理装置；所述云平台，配置为监控所述系统的工作状态；所述云平台通过无线网络与所述主控装置通信，所述能量管理装置通过第二类型总线或无线网络与所述主控装置通信。方案5、根据方案1、2或4所述的充换电控制系统，其特征在于，所述站控层设备还包括人机交互终端，其通过第三类型总线与所述主控装置通信。方案6、根据方案1、2或4所述的充换电控制系统，其特征在于，所述主控装置包括充电管理模块；所述充电管理模块，配置为获取云平台存储的预设充电策略和云平台接收的电动汽车充电请求信息，并依据所获取的预设充电策略和电动汽车充电请求信息生成充电指令，依据所生成的充电指令控制所述充电装置对电动汽车充电；或者，配置为依据云平台下发的充电指令，控制所述充电装置对电动汽车充电；其中，所述云平台下发的充电指令为云平台依据所存储的预设充电策略和所接收的电动汽车充电请求信息于该云平台生成的充电指令；所述电动汽车充电状态信息包括电动汽车的期望出行距离、期望出行时间和动力电池状态信息。方案7、根据方案6所述的充换电控制系统，其特征在于，所述预设充换电策略为按照所述云平台接收电动汽车充电请求信息的时间顺序，依次控制充电装置对各电动汽车充电请求信息对应的电动汽车充电。方案8、根据方案1、2或4所述的充换电控制系统，其特征在于， | 本发明涉及充换电站及充换电控制系统，所述系统的间隔层设备包括换电装置和充电装置，站控层设备包括主控装置；主控装置通过第一类型总线与换电装置通信，通过第二类型总线与充电装置通信；主控装置，配置为依据所接收的充电指令控制充电装置对载能电池和/或电动汽车充电，和/或依据充电装置反馈的载能电池充电状态信息，确定电动汽车的可更换载能电池，并控制换电装置将所确定的可更换载能电池更换到电动汽车。所述充电站包括所述充换电控制系统。与现有技术相比，本发明提供的充换电控制系统，有利于充换电站的充电和换电的灵活性扩展，满足了日益增加的电动汽车充换电需求。 | CN:201710337493.1A | https://patentimages.storage.googleapis.com/38/3b/53/66f3bb40fc83c7/CN107161020B.pdf | CN:107161020:B | 吴广涛, 顾宇俊 | NIO Co Ltd | NaN | Not available | 2020-10-23 | 1.一种充换电控制系统，包括间隔层设备和站控层设备，其特征在于，, 所述间隔层设备包括换电装置和充电装置；所述换电装置，配置为驱动换电执行机构对电动汽车进行动力电池更换；所述充电装置，配置为驱动充电设施对载能电池和/或电动汽车充电；, 所述站控层设备包括主控装置；所述主控装置通过第一类型总线与所述换电装置通信，通过第二类型总线与所述充电装置通信；, 所述主控装置，配置为控制所述充电装置对载能电池和/或电动汽车充电，和/或依据所述充电装置反馈的载能电池充电状态信息，确定所述电动汽车的可更换载能电池，并控制所述换电装置将所确定的可更换载能电池更换到电动汽车；, 其中，所述间隔层设备还包括环境监测装置，其通过第三类型总线与所述主控装置通信；所述环境监测装置，配置为监控所述换电装置、充电装置和所述系统内安防设备的工作状态；, 其中，所述系统还包括网络层设备；所述网络层设备包括云平台和能量管理装置；所述云平台，配置为监控所述系统的工作状态；, 所述云平台通过无线网络与所述主控装置通信，所述能量管理装置通过所述第二类型总线或无线网络与所述主控装置通信；, 其中，所述站控层设备还包括人机交互终端，其通过所述第三类型总线与所述主控装置通信；, 其中，所述第一类型总线为工业以太网总线；, 所述第二类型总线为CANBUS总线；, 所述第三类型总线为MODBUS总线。, 2.根据权利要求1所述的充换电控制系统，其特征在于，, 所述主控装置包括充电管理模块；, 所述充电管理模块，配置为获取云平台存储的预设充电策略和云平台接收的电动汽车充电请求信息，并依据所获取的预设充电策略和电动汽车充电请求信息生成充电指令，依据所生成的充电指令控制所述充电装置对电动汽车充电；或者，配置为依据云平台下发的充电指令，控制所述充电装置对电动汽车充电；, 其中，所述云平台下发的充电指令为云平台依据所存储的预设充电策略和所接收的电动汽车充电请求信息于该云平台生成的充电指令；, 所述电动汽车充电请求信息包括电动汽车的期望出行距离、期望出行时间和动力电池状态信息。, 3.根据权利要求2所述的充换电控制系统，其特征在于，, 所述预设充换电策略为按照所述云平台接收电动汽车充电请求信息的时间顺序，依次控制充电装置对各电动汽车充电请求信息对应的电动汽车充电。, 4.根据权利要求1所述的充换电控制系统，其特征在于，, 所述主控装置还包括换电管理模块；, 所述换电管理模块，配置为获取云平台存储的预设换电策略和云平台接收的电动汽车换电请求信息，并依据所获取的预设换电策略和电动汽车换电请求信息生成换电指令，依据所生成的换电指令控制所述换电装置对电动汽车进行动力电池更换；或者，配置为依据云平台下发的换电指令，控制所述换电装置对电动汽车进行动力电池更换；, 其中，所述云平台下发的换电指令为云平台依据所存储的预设换电策略和所接收的电动汽车换电请求信息于该云平台生成的换电指令；, 所述电动汽车换电请求信息包括电动汽车车主的期望出行距离、期望出行时间和动力电池状态信息。, 5.根据权利要求4所述的充换电控制系统，其特征在于，, 所述预设换电策略包括第一换电策略和第二换电策略；, 所述第一换电策略为按照所述云平台接收电动汽车换电请求信息的时间顺序，依次控制换电装置对各电动汽车换电请求信息对应的电动汽车进行动力电池更换；, 所述第二换电策略为按照各电动汽车换电请求信息中期望出行距离由大到小的顺序，依次控制换电装置对各电动汽车换电请求信息对应的电动汽车进行动力电池更换。, 6.根据权利要求1所述的充换电控制系统，其特征在于，, 所述主控装置还包括可更换载能电池确定模块；所述可更换载能电池确定模块，配置为依据载能电池的荷电状态选择电动汽车的可更换载能电池，具体为：, 选择任一荷电状态等于或大于预设荷电状态阈值的载能电池作为可更换载能电池；, 若所有载能电池的荷电状态均小于预设荷电状态阈值，则选择荷电状态最大值对应的载能电池作为可更换载能电池。, 7.根据权利要求1所述的充换电控制系统，其特征在于，, 所述主控装置还包括鉴权模块；所述鉴权模块，配置为在所述系统的云平台无法对电动汽车进行权限认证时，获取预存储的电动汽车权限信息，并判断所述预存储的电动汽车权限信息是否包含所述电动汽车的权限请求信息：若包含则判断为权限认证通过。, 8.根据权利要求1所述的充换电控制系统，其特征在于，, 所述主控装置还包括：, 电网监测模块，配置为监测电网所需的负荷电量，并在所述负荷电量大于预设负荷电量阈值时，控制载能电池向电网供电。, 9.根据权利要求1所述的充换电控制系统，其特征在于，, 所述主控装置还包括：, 调试模块，配置为接收预设测试信息，并依据所述预设测试信息调整所述系统的工作状态。, 10.根据权利要求1所述的充换电控制系统，其特征在于，, 所述主控装置还包括：, 第一无线通信模块，配置为通过无线网络与智能终端进行信息交互。, 11.根据权利要求10所述的充换电控制系统，其特征在于，, 所述第一无线通信模块包括蓝牙通信模块。, 12.根据权利要求1所述的充换电控制系统，其特征在于，, 所述主控装置还包括：, 第二无线通信模块，配置为与预设局域网进行信息交互。, 13.根据权利要求12所述的充换电控制系统，其特征在于，, 所述第二无线通信模块包括Zigbee通信模块。, 14.根据权利要求1所述的充换电控制系统，其特征在于，, 所述主控装置还包括：, 第三无线通信模块，配置为通过无线网络与电动汽车进行信息交互。, 15.根据权利要求14所述的充换电控制系统，其特征在于，, 所述第三无线通信模块包括Wifi通信模块。, 16.根据权利要求1所述的充换电控制系统，其特征在于，, 所述主控装置还包括：, 第四无线通信模块，配置为通过无线网络与所述系统的云平台进行信息交互。, 17.根据权利要求16所述的充换电控制系统，其特征在于，, 所述第四无线通信模块包括3G通信模块和/或4G通信模块和/或5G通信模块和/或以太网通信模块。, 18.根据权利要求1所述的充换电控制系统，其特征在于，, 所述充电装置包括：, 整流模块，用于将交流充电电流或直流充电电流转换为载能电池或电动汽车可用的充电电流；, 第一充电板，其与所述整流模块连接，用于对载能电池充电；, 第二充电板，其与所述整流模块连接，用于对电动汽车充电。, 19.根据权利要求1所述的充换电控制系统，其特征在于，, 所述换电装置包括：, 换电执行机构；, 换电控制单元，配置为接收所述主控装置发送的可更换载能电池的状态信息，并依据所接收的状态信息向所述换电执行机构发送电池更换指令；, 显示单元，用于显示所述换电装置的工作状态。, 20.根据权利要求19所述的充换电控制系统，其特征在于，, 所述换电执行机构包括：, 车辆平台，用于电动汽车停放和/或移动和/或举升；, 电池搬运装置，用于将动力电池传输至电池架或将载能电池传输至所述车辆平台；, 电池更换装置，其与所述换电控制单元连接；所述电池更换装置，用于更换电动汽车的动力电池。, 21.一种充换电站，包括充换电控制管理装置，其特征在于，所述充换电控制管理装置包括根据权利要求1-20中任一项所述的充换电控制系统。 | CN | China | Active | B | True |
| 200 | Vehicle battery tray with integrated battery retention and support feature \n | US11211656B2 | This application claims benefit and priority under 35 U.S.C. § 119(e) of U.S. provisional application Ser. No. 62/506,949, filed May 16, 2017 and U.S. provisional application Ser. No. 62/649,641, filed Mar. 29, 2018, which are hereby incorporated herein by reference in their entireties.\nThe present invention generally relates to vehicle battery support structures for electric and hybrid electric vehicles, and more particularly to components or structures for holding and supporting electronic components therein, such as battery packs or modules or the like.\nElectrically powered vehicles are typically designed to locate and package battery modules on the vehicle in a manner that protects the batteries from damage when driving in various climates and environments, and also that protects the batteries from different types of impacts. It is also fairly common for vehicle frames to locate batteries in a portion of the frame or sub-structure of the vehicle, such as between the axles and near the floor of the vehicle, which can distribute the weight of the batteries across the vehicle frame and establish a low center of gravity for the vehicle.\nThe present disclosure provides a battery tray for an electric vehicle, such as an all-electric or hybrid electric vehicle, where the battery tray has retention features or elements integrated with a portion of the tray or a portion of the battery modules themselves, such as in a manner that function to secure the battery modules or other components in and to the battery tray. The retention elements may be integrally formed with a portion of the battery tray to engage the battery modules disposed in the containment area of the battery tray, such as to engage peripheral or corner portions of the battery modules to secure the battery modules in a desired location, such as at a location spaced from the floor of the tray or spaced from adjacent battery modules. The retention elements may also or alternatively be integrally formed with a portion of the tray in a manner that is configured to engage a component that is disposed in the battery containment area, such as a coolant line, an electrical cable, a cooling plate, a portion of a fire suppression system, or a portion of a battery module. To further support and secure the battery modules in the battery tray, the integral retention elements may also or alternatively include a flange or extension that engages a cross member of the battery support structure, such as by fastening the flange or extension to a cross member of the battery tray that spans across the battery containment area. The retention elements may be integrally formed or molded with the portion of the tray to assist in forming a sealed battery containment area that is resistant to leaks or penetration of gases or liquids. Such integrated retention elements may improve connection reliability and also reduce the number of overall components used to make the battery tray and the associated connection and attachment points of such additional components.\nAccording to one aspect of the present disclosure, a battery tray for an electric vehicle includes a battery support structure that has a floor and a perimeter wall extending around a peripheral portion of the floor to border a battery containment area. A plurality of cross members are coupled with the perimeter wall at opposing sides of the battery support structure, where the cross members extend laterally across the battery containment area. A cover is engaged with an upper portion of the perimeter wall of the battery support structure. The cover, the floor, and/or the cross members may include a retention element that is integrally formed therewith and that is configured to engage a component that is disposed in the battery containment area. For example, the cover may include a battery retention element that has a bracing portion that is configured to engage an upper corner portion of a battery module.\nAccording to another aspect of the present disclosure, a battery tray for an electric vehicle includes a battery support structure that has a floor, a perimeter wall extending around a peripheral portion of the floor, and a plurality of cross members extending laterally across the battery containment area between opposing sides of the perimeter wall. A battery module is disposed in the battery containment area between two adjacent cross members of the plurality of cross members. At least a portion of the battery support structure or a portion of the battery module may include a retention element that is integrally formed therewith and that is configured to secure the battery module in the battery containment area.\nAccording to yet another aspect of the present disclosure, a battery tray for an electric vehicle includes a battery support structure that has a floor and a plurality of cross members extending laterally over the floor to define separated battery containment areas. At least one battery module may be disposed at one of the battery containment areas between two adjacent cross members. The battery module may include a retention element that comprises an upper flange that protrudes at least partially over and engages each of the two adjacent cross members, such as a flange that extends from an end casting of the battery module over an upper surface of the cross member.\nAccording to another aspect of the present disclosure, the battery tray for an electric vehicle includes a battery support structure that has a floor and a perimeter wall extending around a peripheral portion of the floor to border a battery containment area. A plurality of cross members are coupled with the perimeter wall at opposing sides of the battery support structure, where the cross members extend laterally across the battery containment area. A cover is engaged with an upper portion of the perimeter wall of the battery support structure, where the cover may include one or more battery retention elements that protrude downward into the battery containment area and are configured to engage battery modules disposed in the battery containment area. The battery retention elements may each include a bracing portion that is configured to engage an upper corner portion of a battery module.\nThese and other objects, advantages, purposes, and features of the present disclosure will become apparent upon review of the following specification in conjunction with the drawings.\n FIG. 1 is a side elevation view of a battery tray at a mounting location on a vehicle in accordance with the present disclosure;\n FIG. 2 is an upper perspective view of a battery tray having a cover with retention elements that secure battery modules in the battery containment area of the battery tray;\n FIG. 3 is a cross-sectional upper perspective view of the battery tray shown in FIG. 2;\n FIG. 3A is an enlarged view of a portion of the cross section shown in FIG. 3;\n FIG. 4 is an exploded upper perspective view of the battery tray shown in FIG. 3A;\n FIG. 5 is an upper plan view of the battery tray shown in FIG. 2, showing the cover removed to expose the battery modules in the tray;\n FIG. 6 is cross-sectional upper perspective view of an additional embodiment of a battery tray, showing cross members with reduced height;\n FIG. 7 is an upper perspective view of an additional embodiment of a battery tray, showing the cover exploded upward to expose the cross members and battery modules;\n FIG. 8 is a cross-sectional upper perspective view of the battery tray shown in FIG. 7, showing some of the battery modules removed to expose support elements at the floor;\n FIG. 9 is a cross-sectional view of the battery tray shown in FIG. 7;\n FIG. 10 is an upper perspective view of an additional embodiment of a battery tray, showing the cover and cross members removed;\n FIG. 11 is another upper perspective view of the battery tray shown in FIG. 10, showing the cross members and the battery modules in dashed lines;\n FIG. 12 is a cross-sectional view of the battery tray shown in FIG. 11, showing the cross members supporting a battery module away from the tray floor; and\n FIG. 13 is a cross-sectional view of an additional embodiment of a battery tray, showing the battery module suspended from upper portions of the cross members.\nReferring now to the drawings and the illustrative embodiments depicted therein, a vehicle battery tray or structure 10 may be provided for supporting and protecting batteries, such as battery packs or modules or the like, for an electric vehicle 12, such as shown in FIG. 1. The electric vehicle may be an all-electric or a hybrid electric vehicle or vehicle that is otherwise propelled or operated using stored electricity. The battery tray 10 may be attached or mounted at or near the lower frame or rocker rails of the vehicle 12, so as to locate the contained batteries or battery modules 14 (FIG. 3) generally in a central location on the vehicle 12, away from probable impact locations and also in a location that evenly distributes the weight of the batteries 14 and provides the vehicle with a relatively low center of gravity. The battery tray 10 may span below the occupant compartment at a lower portion of the vehicle 12, such as shown in FIG. 1 with a generally thin profile, so as to accommodate various vehicle body types and designs. The profile or thickness of the battery tray 10 may be defined between the upper surface 16 and the lower surfaces 18 of the tray. It is contemplated that the battery tray 10 may be disengaged or detached from the lower portion of the vehicle 12, such as for replacing or performing maintenance on the batteries 14 or related electrical components.\nThe battery modules 14 that operate an electric vehicle 12 are generally held in the battery tray 10 of the electric vehicle 12, such as shown in FIG. 3, and the battery modules 14 may be arranged to allow for associated components, such as electrical cables, coolant lines, cold plates, a fire suppression apparatus, or the like, to be arranged and protected within the battery tray 10. To secure and position these items and other conceivable ancillary components within the battery tray, such brake lines, lighting components, sensors or other vehicle-related accessories that may benefit from extending partially through or being housed in the battery tray, the present disclosure provides retention elements that are integrated with portions of the battery tray or the battery modules themselves in a manner that function to optimize packaging spaces within the battery tray. Such integrated retention elements may improve utilization of the available volume to hold battery modules and other systems and components, as efficient space utilization for these within the tray can be a significant factor in the ultimate battery capacity of an electric vehicle. Moreover, the integrated retention elements may serve a dual function of, in addition to retaining or supporting a component or accessor, also contributing to the structural performance of the battery tray, such as by functioning as an integrated stiffening feature or load bearing member. As disclosed in detail herein, the retention elements may be integrally formed or molded with portions of the tray floor, tray cover, cross members, or housings for the battery modules, among other structural portions of the battery tray.\nReferring now to FIGS. 2-5, the battery tray 10 may include a support structure 20 that has a floor 22 and a perimeter wall 24 that extends at least partially around a peripheral portion of the floor 22 to border a battery containment area 26. The battery support structure 20 may at least partially support the weight of the battery modules 14 and may provide the structural features or components that offer impact energy management, such as to absorb or direct impact forces away from or around the battery modules 14 supported in the battery tray 10. The battery tray 10 may also include cross members 28 that couple at opposing sides of the battery support structure 20, such as by attaching or integrally extending from the inside surface of the perimeter wall 24, so as to span across the battery containment area 26. The cross members 28 may each extend laterally in parallel alignment with each other and at a longitudinal spacing from each other that is configured to divide the battery containment area into areas that may each contain at least one battery module 14. The cross members 28 may be a piece of the battery support structure 20, such as shown in FIGS. 3-4, whereby the cross members 28 integrally protrude upward from the floor 22 as an integral piece with the floor 22. It is also contemplated that in additional embodiments of the battery tray that one or more of the cross members may be separately attached to a portion of the battery support structure, such as via fasteners, adhesive, or welding or the like. Furthermore, the battery support structure may be formed in multiple configurations with various materials and formation techniques, such as with metal, polymer, or composite components that are formed to provide portions of or the entire battery support structure or with other material configurations or combinations thereof.\nThe battery tray 10 may also include a cover 30 that is disposed over the battery support structure 20 to at least partially cover or enclose the battery containment area 26 provided at least partially within the battery support structure 20. For example, it is contemplated that the cover may be recessed or otherwise shaped to provide some of the battery containment area. As shown in FIGS. 2 and 3, the cover 30 may engage with an upper portion of the perimeter wall 24 of the battery support structure 20, where at least a portion of the cover 30, such as a panel portion 34 of the cover 30, is spaced from the floor 22 of the battery support structure 20 to provide a desired volume for holding the battery modules 14 and associated electrical and cooling components. In accordance with one embodiment of the integrally formed retention elements, the cover 30 may include battery bracing elements 32 that are configured to engage the battery modules 14 disposed in the battery containment area 26. The battery bracing elements 32 may protrude or extend downward into the battery containment area 26, such as shown in FIG. 3A extending downward from the panel portion 34 of the cover 30 to engage the battery modules 14 at desired locations. With the cover 30 attached over the battery support structure 20, the battery bracing elements 32 may provide secure engagement of the upper portions of the battery modules 14 relative to the battery tray 10.\nAs further shown in FIGS. 3 and 3A, the battery bracing elements 32 may be formed to engage the battery modules 14 and may be coupled with the cross members 28, such as by being in engaged contact with the batter module fasteners 38 that extend into the cross members 28 or, in an alternative embodiment, being securely attached to or at the cross members. The battery bracing elements 32 may include a channel portion 36 (FIG. 4) that couples with the battery support structure 20, such as by being disposed over or at the upper surface of one of the cross members 28. In an additional embodiment such a channel portion may be attached or engaged to a cross member with a fastener that extends between the channel portion of a portion of the battery module and a cross member of the support structure to attach the cover to the battery tray. Thus, the channel portion 36 of the battery bracing elements 32 may in contact with or be attached to a portion of the battery support structure 20, such that the portion or feature of the battery bracing element 32 that engages the battery module 14 is reinforced or supported at the battery support structure 20. It is conceivable that the channel portion of the cover may also or alternatively be attached to the battery module fasteners and/or the battery support structure with adhesive or welding or the like or combinations thereof.\nThe battery bracing elements 32 may also include a corner bracing portion 40 that extends between the channel portion 36 and the panel portion 34 of the cover 30. Thus, the battery bracing elements 32 may also be referred to as integrally formed upper battery braces. As shown in FIG. 3A, the corner bracing portion 40 may be configured to engage a portion of a battery module 14, such as at an upper corner or other portion of the battery module 14 that may have an exposed vertical and horizontal oriented surface for engagement. The bracing portions 40 shown in FIG. 4 integrally extend upward from opposing sides of the channel portion 36 and integrally interconnect with a panel portion 34 of the cover 30, so as to form a U-shaped cross section. As such, the battery bracing elements 32 may be an integral piece of the shape of the cover 30. It is contemplated that the battery retention elements may have various shapes to accommodate various engagement locations of batter modules, such as a V shape or curved member, and may not have a portion that attaches to the battery support structure. It is further contemplated that additional embodiments of the cover may have separate, non-integral brackets or alternative means of attaching the battery modules to the battery tray.\nAs shown in FIGS. 2-5, the battery support structure 20 includes a tub component 42 that may be formed or molded, such as with a sheet molding compound (SMC), a stamped metal sheet, aluminum extrusion, or like metal or composite material, to provide an interior surface that is sealed and resistant to leaks or penetration of gases or liquids, so to protect the batteries or battery modules 14 supported in the tub component 42. The tub component 42, such as shown in FIG. 4, may at least partially provide the floor 22 and the perimeter wall 24 of the support structure 20, whereby the perimeter wall 24 integrally extends upward around a peripheral edge of the floor 22 to border the battery containment area 26. The portion of the floor 22 and the perimeter wall 24 provided by the tub component 42 may together form a solid and uninterrupted interior surface, whereby the angular or curved transition between the tub component 42 of the floor 22 and the perimeter wall 24 may vary depending on the battery tray requirements, but may generally be ninety degrees, such as with an abrupt or sharp corner angle or a curved corner transition, such as shown in FIG. 4. The tub component 42 may also include at least a portion of the cross members 28 integrally formed therewith, such as those illustrated in FIGS. 2-5, as each of the cross numbers 28 may integrally interconnect with the floor 22 and opposing sides of the perimeter wall 24 so as to span laterally across the battery containment area 26. The cross members 28 shown in FIG. 4 have an inverted U-shape or hat shape that provides structural support to the floor and perimeter wall, along with providing cross-car load path structure for impact energy management. It is also contemplated that the cross members may be formed in additional embodiments of the battery tray with retention elements, as further described below. Moreover, the cross members in additional embodiments may provide alternative cross-sectional shapes and may be separate pieces attached beneath or within the tub component.\nThe tub component 42 of the battery support structure 20 shown in FIGS. 2-5 may be sufficiently structural to support the battery modules and resist impacts, such as undercarriage road debris impacts and generally horizontal vehicle impacts, whereby additional structure may be unnecessary. However, in additional embodiments, the tub component may also be supported by a frame, such as a rigid metal or composite structure, to supplement or compliment the structure of the tub component. Such a frame may include longitudinal sections that coupled at exterior sides of the tub component and may also or alternatively include lateral sections, such as sections that are disposed at the front and rear ends of the tub component. Such a frame may have integrally formed pieces, such as a single beam wrapped around the tub component, or may be separate members or beams that are attached together or separately attached to the vehicle frame, each contemplated as various shapes, designs, and frame members configurations.\nAs further illustrated in FIGS. 4 and 5, the battery modules 14 may be disposed at sections of the battery containment area 26 between the adjacent cross members 28. The battery modules 14 may be fastened directly to the battery support structure 20 to secure the battery modules in place. To provide such direct attachment, the battery modules 14 may include an end casting 44 that has another form of integrally formed retention element, which may comprise an extension or a flange 46 protruding outward from an upper portion of the battery module 14 to provide an attachment member for engaging the battery support structure 20. As shown in FIG. 5, the flanges 46 protrude forward and rearward from each of the battery modules 14 to at least partially extend over and engage an upper surface of a cross member 28 that borders a section of the containment area 26 occupied by the respective battery module 14. The flanges 46 shown in FIGS. 4 and 5 are arranged to nest the together with a flange of an adjacent battery module across the engaged cross member 28. A fastener 38 may extend though the upper flange 46 to engage the associated cross member 28, as shown in FIG. 4. It is also contemplated that the fastener hat engages the flange may also extend through the cover, such as through the channel portion of the retention element.\nThe battery modules 14 mounted in the battery tray 10 may have various configurations and designs. As shown in FIG. 4, the battery module 14 may retain a series of battery cells or plates or pouches 48 by securing the cells or pouches 48 between end castings 44, where a rod 50 may extend between the end castings 44 of each battery module 14 and through the associated cells or pouches 48. Thus, the rods 50 may be fastened at the end castings 44 to retain the cells or plates or pouches 48 and the structure of the respective battery module 14. The illustrated battery modules 14 each include two rods 50 extending through an upper corner portion of the end castings 44 in general alignment with the lateral span of the cross member 28. As shown in FIGS. 4 and 5, the flanges 46 may protrude from the end castings 44, with one of the flanges offset at least the width of the other flange protruding from the end casting 44. This offset of the flanges on the end casting may allow the flanges 46 to nest the together with an adjacent upper flange of a battery module disposed across a cross member 28 that may separate the battery modules 14. It is also contemplated that an alternatively nesting configuration may be provided for the retention elements or flanges of the battery modules.\nReferring again to FIGS. 3-5, the perimeter wall portion 24 of the battery support structure 20 may include a peripheral flange 52 that protrudes outward away from the battery containment area 26 continuously around the perimeter of the support structure 20 at the upper portion of the perimeter wall 24. The flange 52 disposed at the perimeter wall 24 of the battery support structure 20 may be used to provide a consistent upper surface for the cover 30 to attach over the battery containment area, such as shown in FIG. 3. Also, the flange 52 may include a sealing channel 54 around the upper surface to contain a gasket, sealing adhesive, and/or lip 56 of the cover 30 to provide a sealed cover connection. However, it is contemplated that the flange in additional embodiments may protrude from an alternative location and/or orientation at the perimeter wall and may be provided at a select portion or portions of the perimeter wall portion so as to provide the desired engagement with the cover and base frame, if provided.\nReferring now to FIG. 6, an additional embodiment of a battery tray 110 is shown that has a cover 130 disposed over the tub component 142 of the battery support structure 120 to at least partially cover or enclose the battery containment area 126. The cover 130 may include a downward protrusion or lip 156 that engages with a sealing channel 154 at the flange 152 that is disposed at the upper portion of the perimeter wall 124 of the battery support structure 120. The cover 130 has battery bracing elements 132 that protrude downward into the battery containment area 126 from the panel portion 134 of the cover 130 to engage the battery modules 114. As shown in the embodiment illustrated in FIG. 6, the base portion 136 of the bracing elements 132 is spaced from the cross member 128 of the battery support structure 120 to provide additional interior volume in the battery tray 110, which may be used as an air flow channel for cooling and/or may be occupied by wiring or coolant lines or other components. The bracing portion 140 of the battery bracing elements 132 integrally extends between the base portion 136 and the panel portion 134 of the cover 130 and engage an upper corner of the respective battery module 114. The embodiment shown in FIG. 6 includes a metal base frame 160 coupled at front or rear exterior sides of the tub component 142 of the battery support structure 120 in engagement with the peripheral wall 124 and the flange 152 to supplement the battery support structure 120.\nAs shown in FIGS. 7-9, an additional embodiment of the battery support structure 220 includes a tub component 242 that may be integrally formed as a single piece, such as with a sheet molding compound (SMC). The tub component 242, such as shown in FIG. 8, may include a floor 222 and a perimeter wall 224 that integrally extends upward around a peripheral edge of the floor 222 to border the battery containment area 226. The floor 222 and the perimeter wall 224 may together form a solid and uninterrupted interior surface, whereby the angular or curved transition between the floor 222 and the perimeter wall 224 may vary depending on the battery tray requirements, but may generally be ninety degrees, such as with an abrupt or sharp corner angle or a curved corner transition as shown in FIG. 9. The embodiment shown in FIGS. 7-9 also includes a metal base frame 260 disposed about the tub component 242 of the battery support structure 220 in engagement with the peripheral wall 224 and the flange 252 to supplement the battery support structure 220.\nThe tub component 242 may include integral structural features that are formed as a single piece with the tub component 242, such as to support the weight of the batteries or battery modules and to provide structure configured for impact energy management, among other functions. For example, as shown in FIG. 3, the tub component 242 includes cross member portions 228 that each integrally interconnecting with the floor portion 222 and opposing sides of the perimeter wall portion 224 so as to span laterally across the battery containment area 226. The cross member portions 228 of the tub component 242 each extend laterally in parallel alignment with each other and at a longitudinal spacing from each other that is configured to contain at least one battery module 214. Further, an integrally formed battery retention element, such as shown in FIGS. 8 and 9, may comprise a base support 262 that integrally protrudes upward from the floor 222 of the battery support structure 220 and is configured to engage and support a lower portion of a battery module or other component supported in the battery tray, such as a cold plate or other such component or apparatus. The base support 262 may integrally protrude upward from the tub component 242 and may comprises a sheet molding compound.\nThe tub component 242 shown in FIGS. 7-9 includes cross members 228 that each integrally interconnect with the floor 222 and opposing sides of the perimeter wall 224 so as to span laterally across the battery containment area 226. The cross member portions 228 may each include a forward wall section 264 and a rearward wall section 266 that may integrally interconnect with the floor portion 222 and wall portion 224 to similarly form a solid and uninterrupted interior surface. Thus, the forward and rearward wall section 264, 266 may sub-divide the battery containment area 226 into separate chambers to contain one or more battery modules 214. As shown in FIG. 8, the forward and rearward wall sections 264, 266 may also extend upward at a height that is substantially equal to the perimeter wall portion 224, such that the separate chambers of the battery containment area 226 may be isolated from each other, such as to provide prevent cross-contamination of the battery modules and to insulate the batter modules form each other.\nThe cross member portions 228, such as shown in FIGS. 7-9, may include stiffening features 268 that integrally interconnect between the forward and rearward wall sections 264, 266. The stiffening features 268 may also integrally extend upward from the floor portion 222 of the tub component 242, such as to have a generally consistent height with the forward and rearward wall sections 264, 266. The stiffening features 268 shown in FIGS. 7-9 include an x-shape when viewed from above, such that the stiffening features 268 may extend diagonally between the forward and rearward wall sections 264, 266. However, it is also contemplated that the cross members and stiffening features in additional embodiments may include additional or alternative shapes and configurations to provide the desired mass and support across the battery tray. The tub component may be configured to provide load paths along the cross member portions 228 for transferring lateral impact forces through the battery containment area 226, while generally limiting disruption to the battery modules 214 or other components supported therein.\nThe tub component 242 may also include additional integral features, such as a base support 262, which may comprise a battery support, a cold plate support, and other conceivable supportive structural features. As shown in FIGS. 8 and 9, the tub component 242 includes battery supports 270 that integrally extend upward from the floor portion 222 of the tub component 242 adjacent to and parallel with the cross member portions 228. The battery supports 270 may have a similar structural design to the cross member portions, such as shown with forward and reward wall portions and x-shaped stiffening features. The battery supports 270 may elevate the lower surface of the battery modules 214 away from the floor portion 222 of the tub component for air circulation and to provide an intrusion distance that prevents damage to the battery modules 214 from impacts to the bottom or lower surface of the battery tray 210.\nAlso, the tub component 242 may include cold plate supports 272 that integrally extend upward from the floor portion 222 of the tub component 242, such as shown in FIGS. 8 and 9 adjacent to and parallel with the battery supports 270. The cold plate supports 272 may also have a similar structural design to the cross member portions, such as shown with forward and reward wall portions and x-shaped stiffening features. The cold plate supports 272 may have a height that is configured to place a cold plate or cooling element 274 (FIG. 9), such as a thermoelectric component or a liquid cooled component, against or in thermal engagement with the lower surface of the battery module 214, such as shown in FIG. 8. However, the battery supports and cold plate supports in additional embodiments may have different designs, such as without forward and rearward walls or without stiffening features.\nReferring now to FIGS. 10-13, another embodiment of a battery tray 310 may include a battery support structure 320 that has a perimeter containment wall 324 that generally surrounds a battery containment area 326 of the battery tray 310. The perimeter containment wall 324 may be formed by perimeter reinforcement members, such as side members 376 that extend longitudinally on opposing sides of the vehicle and front and rear members 378 that extend laterally at opposing ends of the vehicle. The overall shape of the perimeter container wall 324 may be generally rectangular or square or otherwise indented around wheel wells, but may also have various other designs to accommodate the shape and structure of the corresponding vehicle. The perimeter reinforcement members may be segmented into separate beams or int | A battery tray for an electric vehicle includes a battery support structure that has a floor and a perimeter wall extending around a peripheral portion of the floor to border a battery containment area. A plurality of cross members are coupled with the perimeter wall at opposing sides of the battery support structure, where the cross members extend laterally across the battery containment area. A cover is engaged with an upper portion of the perimeter wall of the battery support structure. The cover, the floor, and/or the cross members may include a retention element that is integrally formed therewith and that is configured to engage a component that is disposed in the battery containment area. | US:15/981,068 | https://patentimages.storage.googleapis.com/ca/b5/ba/5d8180b12174b9/US11211656.pdf | US:11211656 | Joseph Robert Matecki, Mark Charles Stephens, Jeffrey McHenry, Matthew Kuipers | Shape Corp | US:3983952, US:3708028, US:3930552, US:4174014, US:4339015, US:4252206, GB:2081495:A, US:4317497, US:4506748, US:5015545, FR:2661281:A1, DE:4105246:A1, DE:4129351:A1, US:5198638, US:5390754, JP:H05193366:A, US:5392873, JP:H05193370:A, JP:H05201356:A, JP:2819927:B2, US:5555950, US:5624003, US:5501289, US:5833023, US:5476151, US:5561359, US:5534364, FR:2705926:A1, US:5585205, US:5513721, JP:3199296:B2, US:5567542, US:5523666, US:5378555, US:5558949, US:5585204, US:5549443, JP:3085346:B2, JP:3489186:B2, DE:4427322:A1, US:5853058, US:5612606, DE:19534427:A1, EP:0705724:A2, US:6085854, US:5620057, DE:4446257:A1, JP:H08268083:A, JP:H08276752:A, US:5866276, JP:2967711:B2, JP:3284850:B2, US:5709280, EP:0780915:A1, EP:0779668:A1, SE:507909:C2, JP:3284878:B2, US:6079984, JP:H1075504:A, JP:H10109548:A, US:5934053, JP:H10149805:A, US:6040080, US:5736272, US:6565836, US:20030188417:A1, US:5760569, US:6130003, US:6158538, US:6227322, JP:H11178115:A, US:6598691, US:6220380, US:6094927, FR:2774044:A1, US:6189635, US:6109380, US:6188574, JP:2000041303:A, FR:2782399:A1, US:6402229, US:6270150, US:20030209375:A1, US:6260645, US:6406812, WO:2000074964:A1, GB:2353151:A, US:6648090, US:7128999, US:6541154, US:6541151, US:20010052433:A1, US:20010046624:A1, US:7201384, US:7520355, US:6462949, JP:3286634:B2, US:20040142232:A1, US:20020066608:A1, US:7207405, US:20070020513:A1, US:7017361, US:20030089540:A1, US:20030230443:A1, US:7004274, US:6668957, US:7416039, JP:2004142524:A, US:6811197, US:7424926, US:6736229, US:7501793, US:7070015, US:7249644, US:20040261377:A1, FR:2861441:A1, US:20050095500:A1, US:7412309, US:7267190, US:7507499, US:20060001399:A1, US:7401669, US:20060024566:A1, US:7221123, US:7405022, US:7427156, US:7967093, US:7879480, DE:102004062932:A1, US:7323272, US:7807288, WO:2006100005:A2, WO:2006100006:A1, US:7687192, US:7879485, US:9065103, US:7654351, CN:100429805:C, CN:100429806:C, US:9597976, US:7661370, DE:202005018897:U1, US:8187736, US:7948207, US:9337455, US:7875378, US:9269934, US:9620826, US:7990105, US:8343647, US:20100025131:A1, JP:2007331669:A, US:9159968, US:8034476, US:7713655, US:7858229, US:8037954, US:8501344, DE:102006049269:A1, GB:2443272:A, EP:1939028:A1, US:8276697, US:7926602, US:8012620, US:7749644, US:8211564, US:20080199771:A1, US:20080179040:A1, US:7931105, US:20080280192:A1, US:7686111, WO:2008104376:A1, US:20100173191:A1, WO:2008104356:A1, WO:2008104358:A1, DE:102007011026:A1, DE:102007012893:A1, US:9614206, US:20080238152:A1, US:20100112419:A1, DE:102007017019:A1, WO:2008131935:A2, DE:102007021293:A1, US:8006626, US:9502700, US:8420245, US:9478778, US:20080311468:A1, US:7984779, US:8492016, DE:102007030542:A1, US:9263249, US:8818588, US:20090014221:A1, US:20090058355:A1, US:20100159317:A1, DE:102007044526:A1, US:8091669, US:8079435, US:7997368, DE:102008051786:A1, DE:102007050103:A1, US:8609271, US:8409743, US:8327962, US:7654352, US:7854282, US:8551640, US:7610978, DE:102007061562:A1, WO:2009080166:A1, DE:102007063194:A1, WO:2009080151:A1, DE:102007063187:B3, AU:2008200543:A1, US:8567543, US:8186468, WO:2009103462:A1, DE:102008010813:A1, US:8540282, DE:202008006698:U1, DE:102008024007:A1, US:20110132580:A1, US:8298698, US:8986864, US:8865332, US:8453773, US:8110300, US:20110104530:A1, US:8256552, WO:2010004192:A2, DE:102008034873:A1, DE:102008034856:A1, DE:102008034700:A1, US:8658303, DE:102008034695:A1, DE:102008034889:A1, WO:2010012338:A1, WO:2010012337:A1, DE:102008034863:A1, WO:2010012342:A1, DE:102008034860:A1, DE:102008034880:A1, US:8453778, US:8960346, US:8205702, US:8006793, US:7993155, US:8418795, WO:2010040520:A2, US:8846233, DE:102008052284:A1, US:8353374, DE:102008059964:A1, DE:102008059966:A1, WO:2010063365:A1, DE:102008059953:A1, DE:102008059967:A1, DE:102008059971:A1, DE:102008059969:A1, US:8439144, US:9252409, US:8563155, US:8397853, WO:2010069713:A1, DE:102008054968:A1, US:8167070, US:8163420, WO:2010076055:A1, WO:2010076053:A1, US:8584780, US:8146694, US:8561743, US:8951655, US:9024572, US:20110070474:A1, US:9203064, US:8691421, US:8206846, US:8268469, US:20140193683:A1, DE:102009019384:A1, US:8846234, JP:2011006050:A, US:20100307848:A1, US:8210301, US:8794365, US:8511412, FR:2948072:A1, US:8307930, US:8323819, US:20120118653:A1, JP:2011049151:A, DE:102009035488:A1, US:20120125702:A1, US:20110036657:A1, FR:2949096:A3, EP:2467276:A1, US:9537187, DE:102010014484:A1, DE:102009040598:A1, WO:2011030041:A1, US:9579986, US:8970061, US:8304104, EP:2298690:A1, DE:102009043635:A1, US:8268472, US:8557425, US:8587907, US:9627664, US:20110123309:A1, US:20120223113:A1, US:9321433, US:20110143179:A1, US:8722224, WO:2011083980:A2, US:9381798, US:20110168461:A1, US:20120301765:A1, US:20130192908:A1, TW:I467830:B, US:8728648, JP:2011152906:A, DE:102010006514:A1, US:8841013, US:8486557, DE:102010009063:A1, US:8939245, US:20110206967:A1, WO:2011106851:A2, WO:2011116959:A2, WO:2011116801:A1, DE:102010013025:A1, DE:102010012996:A1, DE:102010012992:A1, CN:102802983:A, WO:2011121757:A1, US:20110240385:A1, EP:2374646:A2, US:8455122, US:9281546, US:8978800, US:8820444, EP:2562065:A1, US:8465866, WO:2011134815:A1, US:9033084, WO:2011134828:A1, FR:2959454:A1, DE:102010028728:A1, US:20160361984:A1, EP:2388851:A1, US:9077058, US:9452686, US:9608244, US:9337457, FR:2961960:A1, FR:2962076:A1, US:20150344081:A1, US:9346346, US:8689919, KR:20140007063:A, US:9461454, US:20130143081:A1, US:9520624, US:9236587, US:8802259, WO:2012025710:A2, US:8733486, GB:2483272:A, US:8709628, US:9172071, KR:20120030014:A, US:8481343, US:8803477, US:9159970, US:20120091955:A1, US:9614260, US:8833495, US:8900736, US:20120103714:A1, CN:102452293:A, US:8746391, US:8371401, US:8939246, WO:2012063025:A2, US:9160214, US:8808893, US:8859126, US:9203124, WO:2012065853:A1, WO:2012065855:A1, US:9184477, US:20130230759:A1, US:9312579, EP:2456003:A1, US:20120129031:A1, US:9196882, WO:2012069349:A1, US:8741466, US:8980458, US:8875828, US:8286743, US:20180334022:A1, US:8739908, US:20120160583:A1, US:8833499, WO:2012084132:A2, US:8973697, US:8789634, US:8672354, US:20130284531:A1, WO:2012093233:A1, US:9156340, WO:2012097514:A1, US:9413043, US:9254871, DE:102011011698:A1, US:9023502, WO:2012114040:A1, WO:2012116608:A1, DE:102011013182:A1, WO:2012119424:A1, US:8602139, US:8739909, US:9331321, US:8820461, US:8862296, US:9034502, DE:102011016526:A1, US:9647251, DE:102011017459:A1, AT:511428:A1, US:9434270, US:9597973, FR:2975230:A1, US:8975774, DE:102011075820:A1, US:20130337297:A1, US:9444082, US:8905171, US:8708080, US:9012051, US:20120298433:A1, WO:2012163504:A2, DE:102011103990:A1, US:20120312610:A1, US:9537186, FR:2976731:A1, US:20140072856:A1, US:9564663, AT:511670:A1, US:20140141298:A1, DE:102011107007:A1, US:9004535, US:20140120406:A1, US:9306201, US:20130020139:A1, US:8708402, DE:102011080053:A1, DE:102011109011:A1, EP:2554420:A1, DE:102011109309:A1, US:8672077, WO:2013020707:A2, US:8911899, EP:2565958:A1, US:9337458, WO:2013027982:A2, DE:102011111537:A1, DE:102011112598:A1, US:9101060, EP:2758262:A1, WO:2013042628:A1, US:20140178721:A1, US:20140246259:A1, EP:2581249:A1, US:20140302360:A1, US:9481249, US:9205757, US:9308829, US:9463695, US:9192450, US:9350003, DE:102011086049:A1, FR:2982566:A1, US:8757304, US:9227582, US:9073426, US:20130122338:A1, US:20130122337:A1, US:20140284125:A1, US:20140262573:A1, US:20140315064:A1, US:9160042, WO:2013080008:A2, DE:102011120010:A1, US:20150104686:A1, US:20140338999:A1, US:9216638, US:20140212723:A1, US:9531041, US:8689918, US:20160339855:A1, CN:104010884:A, US:20130164580:A1, JP:2013133044:A, US:20150291046:A1, US:9238495, US:9461284, DE:102012000622:A1, US:9090218, US:8852794, EP:2620997:A1, US:20140242429:A1, US:9236589, DE:102012001596:A1, FR:2986374:A1, US:8936125, US:20140322583:A1, EP:2626232:A2, EP:2626233:A2, EP:2626231:A2, FR:2986744:A1, FR:2986911:A1, FR:2986910:A1, FR:2987000:A1, FR:2987001:A1, US:9136514, US:9373828, US:20150010795:A1, US:9564664, US:9093701, US:20150056481:A1, US:9277674, US:9660304, FR:2988039:A1, US:8827023, US:8733488, US:8835033, TW:I482718:B, DE:102012102657:A1, DE:102013205323:A1, DE:102013205215:A1, US:9321357, US:8905170, US:9017846, US:9457666, US:20130273829:A1, DE:102012103149:A1, US:20130270863:A1, US:9358869, US:9070926, US:9023503, US:9205749, US:20150136506:A1, US:9425628, FR:2990386:A1, US:9484592, WO:2013188680:A1, US:20150298661:A1, DE:102012012897:A1, US:20150064535:A1, US:8967312, US:20140017546:A1, FR:2993511:A1, FR:2994340:A1, CN:103568820:A, US:20140045026:A1, US:9412984, US:9653712, DE:102012107548:A1, US:9484564, US:9616766, US:20140072845:A1, DE:102012018057:A1, US:9231285, US:20140087228:A1, US:9333868, TW:201425112:A, FR:2996193:A1, US:9308966, US:20150259011:A1, US:8592069, US:9281505, DE:102012219301:A1, US:9561735, US:9174520, US:20150236326:A1, DE:202012104339:U1, US:20150280188:A1, FR:2998715:A1, EP:2741343:A1, US:9331366, FR:2999809:A1, US:8895173, US:20150314830:A1, US:20150329174:A1, US:20150329175:A1, US:20150329176:A1, US:9579983, FR:3000002:A1, US:9694772, DE:102013200562:A1, US:9337516, DE:102013200726:A1, US:20140202671:A1, DE:102013200786:A1, WO:2014114511:A1, DE:102013203102:A1, FR:3002910:A1, DE:102013102501:A1, WO:2014140463:A1, WO:2014140412:A1, US:20140272501:A1, DE:202013104224:U1, US:9660288, US:20160028056:A1, US:20160068195:A1, WO:2014183995:A1, DE:102013208996:A1, US:9193316, US:9102362, US:9623742, WO:2014191651:A2, US:20160133899:A1, US:20160087319:A1, US:20150061381:A1, FR:3007209:A1, US:9802650, US:20160156005:A1, US:20150004458:A1, US:20160149177:A1, US:20160159221:A1, EP:2833436:A1, US:9673495, DE:102013215082:A1, WO:2015018658:A1, US:20150053493:A1, US:20160164053:A1, US:20160197332:A1, US:20160197386:A1, US:20160204398:A1, US:20150060164:A1, DE:102014217188:A1, US:20150061413:A1, GB:2516120:A, US:9246148, DE:102013218674:A1, WO:2015043869:A1, US:20160226108:A1, US:20160248060:A1, US:20160248061:A1, US:9796424, US:20160236713:A1, DE:102013016797:A1, US:9660236, US:9327586, US:20160280306:A1, US:9545968, DE:102013223357:A1, US:9052168, US:9054402, FR:3014035:A1, US:9630483, US:9306247, US:9126637, US:20160375750:A1, US:20150188207:A1, DE:102014100334:A1, US:20150207115:A1, US:20150204583:A1, US:9061714, US:20160222631:A1, US:9579963, CN:106029407:A, US:9033085, US:20160368358:A1, EP:2913863:A1, US:20150243956:A1, DE:102014203715:A1, US:20150255764:A1, WO:2015149660:A1, US:20170106907:A1, FR:3019688:A1, US:9884597, US:9590216, US:20170047563:A1, EP:2944493:A1, KR:101565980:B1, DE:102014106949:A1, US:20170194681:A1, US:20170200925:A1, KR:101565981:B1, FR:3022402:A1, US:9434243, KR:20160001976:A, US:20160023689:A1, US:9540055, US:9450228, US:20170214018:A1, DE:102014215164:A1, DE:102014011609:A1, DE:102014011727:A1, WO:2016029084:A1, US:9623911, EP:2990247:A1, US:20160197387:A1, DE:102014112596:A1, US:20160072108:A1, US:20170232859:A1, US:9434333, US:20170144566:A1, WO:2016046146:A1, WO:2016046144:A1, KR:20170070080:A, WO:2016046147:A1, WO:2016046145:A1, DE:102014219644:A1, US:20160093856:A1, DE:102014115051:A1, DE:102014221167:A1, DE:202014008335:U1, DE:202014008336:U1, US:20170222199:A1, WO:2016072822:A1, KR:20160055712:A, US:20160137046:A1, FR:3028456:A1, US:20160141738:A1, DE:102014224545:A1, WO:2016086274:A1, US:20160167544:A1, US:20160176312:A1, DE:102015015504:A1, DE:102014019696:A1, WO:2016106658:A1, KR:20160087077:A, DE:102015200636:A1, US:9545962, US:20160207418:A1, US:20160218335:A1, KR:20160092902:A, US:9283837, US:20160226040:A1, US:20160229309:A1, US:20160233468:A1, US:10059382, WO:2016132280:A1, KR:20160104867:A, US:20160257219:A1, DE:102015204216:A1, US:9533546, KR:20160111231:A, US:9718340, KR:20160116383:A, US:20160308180:A1, US:20160318579:A1, US:20160347161:A1, KR:101704496:B1, US:9627666, WO:2016203130:A1, US:20170005375:A1, US:20170005371:A1, US:20170005303:A1, US:10131381, US:20170001507:A1, US:9692095, DE:202015005208:U1, US:10166883, US:20170029034:A1, CN:106410077:A, US:20180154754:A1, WO:2017025592:A1, US:20170054120:A1, WO:2017032571:A1, US:9643660, US:9487237, US:9446643, US:20170062782:A1, US:9533600, US:20170084890:A1, US:20170088013:A1, US:20170088178:A1, US:9789908, WO:2017060608:A1, DE:102015219558:A1, US:20170106908:A1, DE:102015014337:A1, KR:20170052831:A, US:20170050533:A1, DE:102015222171:A1, WO:2017084938:A1, US:9636984, KR:20170062845:A, KR:20170065771:A, KR:20170065764:A, KR:20170065854:A, KR:20170067240:A, WO:2017103449:A1, US:20170190243:A1, US:9673433, US:20170288185:A1, KR:101647825:B1, CN:205645923:U, KR:20170000325:A, US:20170331086:A1, CN:106207029:A, WO:2018033880:A2, US:20180050607:A1, US:20180062224:A1, DE:202016005333:U1, US:20180323409:A1, WO:2018065554:A1, US:20180186227:A1, US:20180229593:A1, US:20180233789:A1, WO:2018149762:A1, US:20200001728:A1, US:20180236863:A1, US:20180237075:A1, EP:3379598:A1, EP:3382774:A1, WO:2018213475:A1, US:20180337378:A1, US:20180337377:A1, US:10483510, US:20180337374:A1, US:20190081298:A1, WO:2019055658:A2, US:20190100090:A1, WO:2019071013:A1, US:10589614 | 2021-12-28 | 2021-12-28 | 1. A battery tray for an electric vehicle, said battery tray comprising:\na battery support structure having a floor and a perimeter wall extending around a peripheral portion of the floor to border a battery containment area;\na pair of cross members coupled at opposing lateral sides of the perimeter wall, wherein the pair of cross members extend laterally across the battery containment area at opposing longitudinal sides of a battery module disposed in the battery containment area;\na cover engaged with an upper portion of the perimeter wall of the battery support structure and spanning over the battery containment area to conceal the battery module; and\nwherein the pair of cross members each comprise an elongated beam having a unitary and consistent cross-sectional shape along a length that spans between the opposing lateral sides of the perimeter wall, the elongated beams each comprising a retention element integrally formed therewith and along a side surface of the elongated beam that faces the other elongated beam of the pair of elongated beams, the retention elements each configured to engage a component that is disposed in the battery containment area, and wherein the retention element comprises a channel integrally formed at and protruding into the side surface of each of the pair of cross members.\n, a battery support structure having a floor and a perimeter wall extending around a peripheral portion of the floor to border a battery containment area;, a pair of cross members coupled at opposing lateral sides of the perimeter wall, wherein the pair of cross members extend laterally across the battery containment area at opposing longitudinal sides of a battery module disposed in the battery containment area;, a cover engaged with an upper portion of the perimeter wall of the battery support structure and spanning over the battery containment area to conceal the battery module; and, wherein the pair of cross members each comprise an elongated beam having a unitary and consistent cross-sectional shape along a length that spans between the opposing lateral sides of the perimeter wall, the elongated beams each comprising a retention element integrally formed therewith and along a side surface of the elongated beam that faces the other elongated beam of the pair of elongated beams, the retention elements each configured to engage a component that is disposed in the battery containment area, and wherein the retention element comprises a channel integrally formed at and protruding into the side surface of each of the pair of cross members., 2. The battery tray of claim 1, wherein the retention element engages a component that is selected from the group consisting of a coolant line, an electrical cable, a portion of a fire suppression system, and a portion of the battery module disposed between the pair of cross members., 3. The battery tray of claim 1, wherein the channel extends horizontally along a length of each of the pair of cross members, and wherein the channel is configured to receive at least one of a wire, cooling line, or a support bracket of the battery module disposed in the battery containment area., 4. The battery tray of claim 1, wherein the retention element comprises a pair of channels integrally formed at the side surface of each cross member of the pair of cross members, and wherein the pairs of channels face each other and two opposing channels of the pair of channels receive a support bracket that spans between and engages each of the cross members for suspending the battery module away from the floor of the battery support structure., 5. The battery tray of claim 4, wherein the pair of cross members each include a hollow interior area that extends along the length of the pair of cross members., 6. The battery tray of claim 1, wherein the battery module is engaged with the retention elements of the pair of cross members., 7. The battery tray of claim 6, wherein the pair of cross members attach to the floor of the battery support structure., 8. The battery tray of claim 6, wherein the retention element engages a support bracket that engages and supports the battery module disposed in the battery containment area. | US | United States | Active | H | True |
| 201 | Self service vehicle diagnostics \n | US10181227B2 | The present invention relates generally to self-service vehicle diagnostics. More particularly, the present invention relates to a gas station and/or an electric vehicle charging station having integrated self-service vehicle diagnostics.\nVehicles such as automobiles may be gas powered, electric powered or a combination thereof (hybrid). After driving the vehicle for certain amount of time, the driver must fill up a gas powered vehicle with gasoline and/or charge the electric or hybrid vehicle. While filling or charging the vehicle, there is downtime for the vehicle and the driver. The downtime may range from five minutes to hours depending if the driver is filling the vehicle with gas or charging the vehicle (typically takes longer).\nMaintenance of a vehicle is important to avoid costly repairs. For example, maintaining proper alignment of the tires will prevent the tires from wearing unevenly leading to early and costly replacement of the tires. However, vehicle owners typically will not bring a vehicle in for maintenance unless it's scheduled or that there is something wrong with the vehicle. For example, if the vehicle pulls to the right while being driven, then this will prompt the owner to bring in the vehicle for an alignment.\nAccordingly, it is desirable to provide self-service vehicle diagnostic systems to take advantage of the down time at the gas or charging station.\nThe foregoing needs are met, to a great extent, by the present invention, wherein in one aspect of a system is provided that in some embodiments include a power providing station such as a gas station or an electric vehicle charging station (EVCS) that includes self-service vehicle diagnostics.\nA station for providing power to a vehicle is provided and may include, a power providing station that provides power to the vehicle via a connector, the power providing station may be configured to lock a wireless diagnostic tool or a wireless battery tester in place until released and may include a mobile payment sensor, a diagnostic bay may be configured to perform various diagnostic functions including tire depth measurement and retrieving a set diagnostic trouble code from a vehicle's electronic control unit, and a control system that may be configured to receive a payment for the various diagnostic functions and power, the control system may be further configured to receive the tire depth measurement and the set diagnostic trouble code, wherein the control system diagnoses the connected vehicle based on the received tire depth measurement and the set diagnostic trouble code, and wherein the diagnosis is sent to a driver's wireless computing device.\nIn another embodiment, an electric charging station for providing electric power to a vehicle is provided and may include a connector that may be configured to be received in the vehicle's charging receptacle to provide electric power, a mobile payment sensor that may be configured to receive a payment via a wireless computing device, a wireless diagnostic tool that may be configured to be locked in place with the electric charging station until released, a diagnostic bay that may be configured to perform various diagnostic functions including tire depth measurement and retrieving any set diagnostic trouble code from a vehicle's electronic control unit, and a control system that may be configured to receive the payment sensed by the mobile payment sensor for the various diagnostic functions and electric power, the control system further configured to receive the tire depth measurement and the set diagnostic trouble code, wherein the control system diagnoses the connected vehicle based on the received tire depth measurement and the set diagnostic trouble code, and wherein the diagnosis is sent to the wireless computing device.\nThere has thus been outlined, rather broadly, certain embodiments of the invention in order that the detailed description thereof herein may be better understood, and in order for the present contribution to the art may be better appreciated. There are, of course, additional embodiments of the invention that will be described below and which will form the subject matter of the claims appended hereto.\nIn this respect, before explaining at least one embodiment of the invention in detail, it is to be understood that the invention is not limited in its application to the details of construction and to the arrangements of the components set forth in the following description or illustrated in the drawings. The invention is capable of embodiments in addition to those described and of being practiced and carried out in various ways. Also, it is to be understood that the phraseology and terminology employed herein, as well as the abstract, are for the purpose of description and should not be regarded as limiting.\nAs such, those skilled in the art will appreciate that the conception upon which this disclosure is based may readily be utilized as a basis for the designing of other structures, methods and systems for carrying out the several purposes of the present invention. It is important, therefore, that the claims be regarded as including such equivalent constructions insofar as they do not depart from the spirit and scope of the present invention.\n FIG. 1 illustrates an exemplary electric vehicle charging station according to an embodiment of the invention.\n FIG. 2 illustrates shows arrangement for housing a diagnostic cable having a cable management system in accordance with an aspect of the invention.\n FIG. 3 illustrates a gas pump according to an embodiment of the invention.\n FIG. 4 illustrates a vehicle located within a power providing station having various self-diagnostic capabilities according to an embodiment of the invention.\n FIG. 5 illustrates a control system that may be used with the EVCS or the gas pump according to an embodiment of the invention\nThe invention will now be described with reference to the drawing figures, in which like reference numerals refer to like parts throughout. An embodiment in accordance with the present invention provides a power providing station that is capable of performing self-service vehicle diagnostics while the vehicle is at the power providing station. In some embodiments, before, during or after filling (gas) or charging (electric) the vehicle, vehicle diagnostics such as tire pressure monitoring, battery testing, wheel alignment, other vehicle diagnostic including retrieving any set diagnostic trouble codes, and safety and emissions testing and the like may be performed. By performing these services at a power providing station, vehicle diagnostic will be performed more often than simply when the driver has an issue with the vehicle. Thus, potential damaging issues may be avoided if the issues with the vehicle are detected earlier. In other embodiments, power providing station may be located at a vehicle service center such as a Toyota or General Motors dealer so that any needed service may be performed on-site.\n FIG. 1 illustrates an exemplary electric vehicle charging station 100 according to an embodiment of the invention. The electric vehicle charging station (EVCS) 100 can be any type of charging station that is capable of charging any type of electric vehicles and/or hybrid vehicles with various different levels (120V level I or 240 V level II) of charging for a predetermined amount of time. The EVCS 100 may be utilized in a power providing station 400 (FIG. 4) in order to charge a vehicle.\nThe EVCS 100 may include includes an upper housing 104 and a lower housing 108 constructed according to, for example, NEMA 4× standards. In between the upper housing 104 and the lower housing 108 may be a seal 106. The seal 106 may help ensure that water and other environmental elements are less likely to enter the EVCS 100. Additionally, the seal 106 ensures that the upper housing 104 and the lower housing 108 may align and connect with one another and form a uniform construction. The EVCS 100 also includes an attachment structure 110 that may include a plate having a plurality of apertures therein for connection to mechanical fasteners. In this regard, the mechanical fasteners may be arranged in an anchor 112 in order to fix the EVCS 100 in place.\nThe EVCS 100 includes the charging cable 118, which connects to the EVCS 100 at connection 122 at one end and to the vehicle's charging receptacle at the other end. The charging cable 118 can be any length as desired in order to reach the vehicle's charging receptacle regardless of where it is located on the vehicle.\nA touchscreen display 114 includes a sensor 130 in order to receive various forms of payments including mobile phone payments, credit cards with smart chips, and the like. The driver can interact with the touchscreen display 114 to control the various functions of the EVCS including the level charging and the amount of charging time desired for his vehicle. The sensor may be any type of sensor or a combination of sensors such as infrared, near field communication (NFC), Bluetooth, barcode reader, chip, and any other type of sensors that is utilized in mobile payments such as Apple Pay™, Google Pay™, PayPal™ and the like. Thus, the driver may use his wireless computing device 150 such as a smart phone, smart watch, smart glasses, game consoles, and the like that can display a barcode 152 or uses NFC and the like in order to make a mobile payment.\nA portable wireless vehicle diagnostic tool 116 and/or wireless battery tester 117 may be received in tool holder 120 having a wall 102 to couple with the portable wireless vehicle diagnostic tool and the wireless battery tester. The wireless vehicle diagnostic tool 116 may be the U-Scan™ and wireless battery tester 117 may the Smart Battery Tester™ both from Bosch Automotive Service Solutions Inc., located in Warren Mich. Both the wireless vehicle diagnostic tool 116 and the wireless battery tester 117 are held or locked in place until released from the tool holder 120. Any type of locking mechanism can be utilized such as a tab lock system, a casing system, a magnetic system and the like. In one embodiment, the wireless vehicle diagnostic tool 116 and the wireless battery tester 117 are held in place by super magnets known in the art (one magnet on the back of the tool and the complimentary magnet on the wall 102 or the wall 102 is a super magnet. Upon receiving a form of payment to charge the vehicle, the super magnets can be released from each other so that the wireless vehicle diagnostic tool 116 can be plugged in to a datalink connector in the vehicle in order for the tool to retrieve any set diagnostic trouble code (DTC) and/or perform vehicle diagnostics. Additionally, the ends (positive and negative) wireless battery tester 117 may be connected to a vehicle's battery in order to conduct a battery test. In another embodiment, upon receiving a form of payment, EVCS may also electronically unlock the locked screen on the wireless vehicle diagnostic tool 116 or tester 117 or enable the tool and tester to function properly.\nBy releasing the wireless vehicle diagnostic tool 116 and the wireless battery tester 117 when a payment is received, the owner of the EVCS can also charge a second payment the driver for the tool or tester in the event that either or both of the wireless vehicle diagnostic tool 116 and the wireless battery tester 117 are not returned to the EVCS 100 after charging or after a predetermined period of time such as 30 minutes, 60 minutes, one day, one week, one month and the like. Once the charging of the vehicle is completed, the wireless vehicle diagnostic tool 116 and the wireless battery tester 117 may be returned and the super magnets may be recharged in order to hold the tool and tester in the locked position.\n FIG. 2 illustrates shows arrangement for housing a diagnostic cable having a cable management system in accordance with an aspect of the invention. In particular, FIG. 2 shows an aspect of the EVCS 100 that includes a vehicle diagnostic cable management system 200 for a vehicle diagnostic cable 220. The vehicle diagnostic cable 220 is configured to mate with the datalink connector in the vehicle in order to retrieve diagnostic information including set DTCs similar to the wireless vehicle diagnostic tool 116. The vehicle diagnostic cable 220 is configured to have a connector 222 at an end to connect to the vehicle's datalink connector. In other aspects of the invention, the vehicle diagnostic cable 220 may be looped and secured on a hook 230 when not in use. The vehicle diagnostic cable management system 200 includes a support line 202 to help manage the vehicle diagnostic cable 220. In this regard, the support line 202 may hold one or more portions of the vehicle diagnostic cable 220 to keep the cable 220 off the ground, and guide it back to the EVCS 100, or the like.\nThe support line 202 may be fixed to the top of the EVCS 100, and may be configured to move with respect to EVCS 100 or the support line 202 may be configured to move into the EVCS 100. If the support line 202 is fixed to the top of EVCS 100, then the support line 202 may be configured as an elastic cord or the like. Such an arrangement may allow a user to stretch the support line 202 and move the vehicle diagnostic cable 220 to the vehicle's datalink connector, as desired. The datalink connector provides a connection to the vehicle's electronic control units (ECUs) that store diagnostic information. Once the vehicle diagnostic is completed, the vehicle diagnostic cable 220 may be easily guided to the EVCS 100 by the elastic nature of the support line 202.\nIn another aspect of the invention, the EVCS 100 may include a mechanism to move the support line 202 with respect to the EVCS 100. The vehicle diagnostic cable management system 200 may include for example, a roll system 212 to gather and maintain the support line 202 within the EVCS 100. The roll system 212 may be actuated by an actuator 214, such as a spring, electric motor, or the like. In this regard, pulling the vehicle diagnostic cable 220 away from EVCS 100 may also extend the support line 202 from the EVCS 100 and the roll system 212 as well. During this action, the support line 202 may be unrolled from the roll system 212. When use of the vehicle diagnostic cable 220 is finished, the roll system 212 may urge the support line 202 to roll onto the roll system 212 via the actuator 214 and allow the vehicle diagnostic cable 220 to be held in holder 216 in the EVCS 100. Additionally the EVCS 100 may include one or more pulleys or grommets 204, 206, 208, 210 to guide the support line 202 towards the roll system 212.\n FIG. 3 illustrates a gas pump 300 according to an embodiment of the invention. The gas pump 300 may be utilized as part of the power providing station 400. The gas pump 300 includes a fuel dispenser 302, user interface 304, mobile payment sensor 306, a display 308 and fuel grade selectors 310. The gas pump may be any pump that delivers gasoline or fuel at different grades to the gas powered or hybrid vehicle. Any type of fuel may be dispersed at the gas pump 300 including unleaded gasoline, blended gasoline, biofuels, diesel and the like. The fuel dispenser 302 is configured to be received in a fuel tank of the vehicle 402 (FIG. 4). The user interface 304 can include a touchscreen display 308 that may be used by the driver to interact with the gas pump 300 to select form of payment, to print receipts or carwash codes, to set an amount of fuel to disperse based on volume (gallons, litters, and the like) and/or an amount of value and the like.\nSimilar to the EVCS 100, the gas pump 300 may take various forms of mobile payments such as Apple Pay™, Google Pay™, PayPal™ or payments via credit cards and the like. Payments may be received via mobile payment sensor 306, which may be any type of sensor or a combination of sensors such as infrared, near field communication (NFC), Bluetooth, barcode reader, chip, and any other type of sensors that is utilized in mobile payments such as Apple Pay™, Google Pay™, PayPal™ and the like. The driver may use his wireless computing device 150 such as a smart phone, smart watch, smart glasses, game consoles, and the like that can display a barcode 152 or uses NFC and the like in order to make a mobile payment. In another embodiment, the driver may use an app 154 on the wireless computing device 150 that communicates wirelessly to the mobile payment sensor 306 or sensor 130 (EVCS) in order to make a payment.\nThe portable wireless vehicle diagnostic tool 116 and/or wireless battery tester 117 may be received in tool holder 120 having a wall 312 to couple with the portable wireless vehicle diagnostic tool and the wireless battery tester. The wireless vehicle diagnostic tool 116 may be the U-Scan™ and wireless battery tester 117 may the Smart Battery Tester™ both from Bosch Automotive Service Solutions Inc., located in Warren Mich. Like the embodiments of the EVCS 100, both the vehicle diagnostic tool 116 and the wireless battery tester 117 are held or locked in place until released from the tool holder 120. Any type of locking mechanism can be utilized such as a tab lock system, a casing system, a magnetic system and the like. In one embodiment, the vehicle diagnostic tool 116 and the wireless battery tester 117 are held in place by super magnets known in the art (one magnet on the back of the tool and the complimentary magnet on the wall 312 or the wall 312 is a super magnet. Upon receiving a form of payment to charge the vehicle, the super magnets can be released from each other so that the vehicle diagnostic tool 116 can be plugged into the datalink connector in the vehicle in order for the tool to retrieve any set diagnostic trouble code (DTC) and/or perform vehicle diagnostics. Additionally, the ends (positive and negative) of the wireless battery tester 117 may be connected to a vehicle's battery in order to conduct a battery test. In another embodiment, upon receiving a form of payment, EVCS may also electronically unlock the locked screen on the tool 116 or tester 117 or enable the tool and tester to function properly.\nBy releasing the vehicle diagnostic tool 116 and the wireless battery tester 117 when a payment is received, the owner of the gas pump 300 can also charge a second payment to the driver for the tool and tester in the event that either or both of the vehicle diagnostic tool 116 and the wireless battery tester 117 are not returned to the gas pump 300 after fueling or after a predetermined period of time, such as 30 mins, 60 minutes, one day, one week and the like. Thus, once the fueling of the vehicle is completed, the vehicle diagnostic tool 116 and the wireless battery tester 117 may be returned and the super magnets may be recharged in order to hold the tool and tester in the locked position.\n FIG. 4 illustrates a vehicle 402 located within a power providing station 400 having various self-diagnostic capabilities according to an embodiment of the invention. The power providing station 400 may include the EVCS 100 and/or the gas pump 300 and a diagnostic bay 450. The EVCS and the gas pump may be separated or may be housed as one device. The vehicle 402 may be a connected vehicle that includes a wireless computer system 406 that may communicate with the ECUs of the connected vehicle to provide the EVCS 100 and/or the gas pump 300 with diagnostic information including set DTCs. The wireless computer system 406 may communicate via a wireless connection to an external computing device, such as EVCS 100 or the gas pump 300. The wireless connection may communicate via RF (radio frequency), satellites, cellular phones (analog or digital), Bluetooth®, Wi-Fi, Infrared, ZigBee, Local Area Network (LAN), WLAN (Wireless Local Area Network), Wide Area Network (WAN), NFC (near field communication), other wireless communication configurations and standards, or a combination thereof. In another embodiment, the wireless computer system 406 allows the EVCS 100 and/or the gas pump 300 to communicate directly with the ECUs. Information including the results of diagnostic tests that are performed at the diagnostic bay 450 may be displayed on display 412 (vehicle entertainment system) of the vehicle or on the wireless computing device 150.\nIn an alternative embodiment, if the connected vehicle 402 does not have any means to retrieve and transmit diagnostic trouble codes and diagnostic information or perform battery tests, the portable wireless vehicle diagnostic tool 116 and/or wireless battery tester 117 may be utilized as discussed herein.\nThe diagnostic bay 450 may allow the driver to conduct various diagnostic tests including tread depth measurement, measuring tire pressures, battery tests, performing safety inspection, emissions testing and performing vehicle diagnostics and the like while the connected vehicle is fueling or charging. In one embodiment, the diagnostic bay 450 may be located a different location of the power providing station 400 than near an EVCS 100 or the gas pump 300.\nThe diagnostic bay 450 may include a tire tread determination system 410, in which a tire tread may be determined based on various techniques such as light, imaging, sound, gauge and the like. The tire tread determination system 410 includes at least one tire sensor 414, but may include 2 (as shown) or more tire sensor 414. In one embodiment, there is one tire sensor 414 configured and positioned to receive each tire of the connected vehicle 402.\nThe tire tread determination system 410 is configured to measure a tread depth of a tire in order to determine whether the tire needs to be replaced. The connected vehicle's 402 information, such as a VIN number or tire identifying information can be entered into the display 114 of the EVCS 100 or the user interface 304 of the gas pump 300 so that the proper tread depth information can be loaded onto the control system 500 (further discussed below). Once the VIN or other vehicle/tire identification information is entered, the control system 500 can load up a starting depth of a new tire to measure against the tire of the connected vehicle. Instructions to the driver, if needed, may be displayed on a display 412 (and/or voice) of sound system on the connected vehicle or on the wireless computing device 150. Depending on the tire tread determination system 410 used, an energy signal such as sound, light and the like is emitted and returned to a sensor to measure the various depths of the tires. Once the measured depths information is gathered and compared against the starting depth of a similar (i.e. brand, make, size) new tire, then the control system 500 can let the driver know whether the tire or tires need to be replaced and approximately how soon. Further, the measured tread depths information may also indicate that an alignment is needed or that the shocks need to be replaced.\nIn one embodiment, a diagnostic report for all of the diagnostic tests may be generated at the end of the fueling or charging of the vehicle by being printed and/or sent to the driver's wireless computing device 150. If the driver provides contact information, such as cell number, or email address to the EVCS or the gas pump or if a mobile pay service (e.g. PayPal™, Apple Pay™, Google Pay™) on the wireless computing device 150 is utilized then contact information of the wireless computing device such as mobile identification number, mobile subscription identification number, or unique device identifier and the like may also be provided to the control system 500 in order to receive the report on the wireless computing device 150. Thus, if a tire's tread depth is too shallow to drive further, the driver can be alerted to this safety issue and can be directed to a nearby tire shop or a tow truck can be ordered.\nIn still another embodiment, the vehicle's tire pressure sensors and/or the tire pressure monitoring system (TPMS) of the vehicle may be interrogated at the power providing station 400 via a tire interrogator system 420. The tire interrogator system 420 includes tire interrogator 426 that communicate via a wireless connection 428 (as discussed). The tire interrogator 426 may be mounted on rails 422 and may be manually adjustable or automatically adjustable via micro motors installed on the tire interrogator 426. The movement of the micro motors may be controlled by control system 500 so that proper interrogation of the vehicle's tire pressure sensors or TPMS system by the tire interrogator 426 is accomplished. That is some tire pressure sensors may require the tire interrogator 426 to be in close proximately in order to interrogate the tire pressure sensors and thus, adjustments may be needed for variety of vehicles (e.g. sedan, truck).\nUpon activation of the tire pressure sensors or the TPMS, the various information of the tires may be received by control system 500 including tire pressure, ID of the tire pressure sensors and on which tires each of the sensors are located in relation to the vehicle, battery or power remaining on the tire sensors and the like. The vehicle information may have been previously provided to the control system 500 or the tire interrogator system 420 may automatically interrogate the tire sensors or TPMS using various different communication means until a return signal is received. For example, ultra-high frequency such as 434 MHz or 315 MHz may be sent to the tire sensors. If manual activation through a magnet is required, then a technician or even the driver may be instructed to place the magnet near each tire sensors for activation of the sensor in order to send the tire information to the control system 500.\nIn a further embodiment, a partial safety inspection including an emission inspection may also be performed at power providing station 400. Emission inspection includes querying the ECUs of the vehicle for any emissions related issues and any set emissions related DTCs. As noted herein, DTCs and diagnostic information may be transmitted via the connected vehicle 402 through the wireless computer system 406 or via the wireless vehicle diagnostic tool 116. Thus, emissions testing may be conducted at the power providing station 400. The control system 500 receives any set emission related DTC to determine if the vehicle can pass inspection for that particular state in which the power providing station 400 is located. The control system 500 can access its database to help make this determination and send the report to the driver's wireless computing device 150.\nAdditionally, cameras 430 (or photocells) may properly positioned via mounts (not shown) to determine whether lights on the connected vehicle 402 are working in order to pass the safety inspection. Further, the cameras may also provide proof to state inspection facilities that the lights on the vehicle are working properly or may be displayed to the driver that a light is out. The vehicle's lights may include, turn lamps, headlights, back up lights, brake lights, license plate lights and the like. Although safety inspection may not be fully performed at the power providing station, it may be completed at the power providing station by an inspector (qualified attendant) for the remainder of the safety inspection and thus, saving time for the driver. Additionally, the driver may have an opportunity to fix any issues before paying for a full inspection as often inspection facilities will not provide a partial refund for failed inspections. Instructions to the driver, if needed, to turn on or activate certain lights may be displayed on the display 412 (or voice) on the connected vehicle or on the wireless computing device 150.\n Battery tester 117 may also be provided to the driver or placed on the battery by an attendant in order to perform the battery tests (e.g. heavy load) on the battery to determine any issues (e.g. not holding charge, discharging too rapidly) with the battery. The results of the test may be wireless sent to the control system 500 or the driver's wireless computing device 150. At the control system 500, warranty information about the battery or recall information may be retrieved from databases and sent to the driver. Further control system 500 may also receive the battery test information and run additional diagnostic on the data sent by the battery tester 117. The battery information may be previously entered into the control system 500 or the battery bar code is scanned, for example, by the driver's wireless computing device 150 and sent to the control system 500.\n FIG. 5 illustrates a control system 500 that may be used with the EVCS 100 or the gas pump 300 according to an embodiment of the invention. The control system may be part of the EVCS or gas pump or may be remote from them, such as a remote server. The control system 500 includes computing device 504 that may communicate, via network 502, with other remote computing devices such as remote databases or the wireless computing device 150. The computing device 504 may include various components in order to perform diagnostics, received diagnostic information, transmit diagnostic information, and control the various functions of the EVCS 100 or the gas pump 300 and the like. Example components include a processor 506, memory 508 having software 509, database 510, global positioning system (GPS) 514, payment system 516, wireless interface 518 and a bus line 512.\nThe processor 506 may be any type of processors including field programmable gate array, controller, microprocessor, application specific integrated circuit (ASIC) and the like. The processor controls the various functions of the EVCS 100 or the gas pump 300 via software 509 including receiving payments, processing and diagnosing various diagnostic information that is received such as DTCs collected from the wireless vehicle diagnostic tool 116, diagnostic cable, wireless computer system 406, battery information from the wireless battery tester 117, tread depth information from the tire tread determination system 410, tire sensor information from the tire interrogator system 420, cameras 430 and the like and generating and sending results based on the diagnostic information.\n Memory 508 includes software 509 to perform the various functions of the EVCS 100 or the gas pump 300 and includes diagnostic software (including various vehicle communication protocols (e.g. CAN)), operating systems (e.g., Apple OS, Windows, Linux) and the like. Database 510 may include all the necessary diagnostic information such as parts needed, top fixes based on retrieved diagnostic information or DTCs, warranty information, service bulletins, recalls, coupons, rebates, specials, locations of service stations, parts stores locations and the like. Based on vehicle diagnostic and retrieved set DTCs, the control system using the top fixes database can diagnose the vehicle including parts and services that may need to be performed and the urgency, if any, for the service to be performed and/or the parts to be replaced. In another embodiment, the control system 500 may communicate with a remote database to retrieve other or similar information.\n Wireless interface 518 includes various transceivers, receivers, transmitters, antennas and the like may communicate in various protocols including communication protocols used by various ECUs in the vehicle. For example, RF (radio frequency), satellites, cellular phones (analog or digital), Bluetooth®, Wi-Fi, Infrared, ZigBee, Local Area Network (LAN), WLAN (Wireless Local Area Network), Wide Area Network (WAN), NFC (near field communication), other wireless communication configurations and standards, or a combination thereof may be used by the wireless interface 518.\n Payment system 516 can be used to receive the various mobile payment systems and credit/debit card systems including the ones discussed herein. A global positioning system 514 may also be included in the computing device 504 in order to provide directions from the power providing station 400 to the nearest service stations and/or parts stores in order to fix the issues identified by the control system 500. In one embodiment, the report generated by the computing device 504 may include the diagnosis including the services and/or parts that are needed, directions to the various service stations and/or parts stores including any relevant coupons, specials and rebates. A bus line 512 is provided in order for the various components of the control system 500 to communicate with each other.\nIt should also be noted that the software implementations of the inv | A power providing station with integrated diagnostic functions is provided that includes the ability to charge or fuel a vehicle and perform various diagnostic functions. The various diagnostic functions such as tread depth measurement, battery testing, measuring tire pressures, performing safety inspection, emissions testing and performing vehicle diagnostics and the like may be performed while the vehicle is at the power providing station. The results of the diagnostic tests may be provided to the driver at the end of the charging or fueling via a wireless computing device. | US:14/985,693 | https://patentimages.storage.googleapis.com/15/15/f4/5614bf894e18f8/US10181227.pdf | US:10181227 | William W. Wittliff, III | Bosch Automotive Service Solutions LLC | US:20060142910:A1, US:20100204876:A1, US:20110029144:A1, US:20130158777:A1, EP:3139352:A1 | Not available | 2019-01-15 | 1. A station for providing electric power to a vehicle, comprising:\nan electric power providing station that provides electric power to the vehicle via a connector, the electric power providing station configured to magnetically lock a wireless diagnostic tool or a wireless battery tester in place until released and includes a mobile payment sensor, wherein when the magnetic lock is released, a locked screen is also unlocked on the wireless diagnostic tool or the wireless battery tester;\na diagnostic bay configured to perform various diagnostic functions including tire depth measurement and retrieving a set diagnostic trouble code from a vehicle's electronic control unit; and\na control system configured to receive a payment for the various diagnostic functions and power, the control system further configured to receive the tire depth measurement and the set diagnostic trouble code, wherein the control system diagnoses the vehicle based on the received tire depth measurement and the set diagnostic trouble code, and wherein the diagnosis is sent to a driver's wireless computing device.\n, an electric power providing station that provides electric power to the vehicle via a connector, the electric power providing station configured to magnetically lock a wireless diagnostic tool or a wireless battery tester in place until released and includes a mobile payment sensor, wherein when the magnetic lock is released, a locked screen is also unlocked on the wireless diagnostic tool or the wireless battery tester;, a diagnostic bay configured to perform various diagnostic functions including tire depth measurement and retrieving a set diagnostic trouble code from a vehicle's electronic control unit; and, a control system configured to receive a payment for the various diagnostic functions and power, the control system further configured to receive the tire depth measurement and the set diagnostic trouble code, wherein the control system diagnoses the vehicle based on the received tire depth measurement and the set diagnostic trouble code, and wherein the diagnosis is sent to a driver's wireless computing device., 2. The station of claim 1, wherein the wireless diagnostic tool or the wireless battery tester is released from the electric power providing station upon the payment being received for the power., 3. The station of claim 2, wherein a second payment is made if the wireless diagnostic tool or the wireless battery tester is not returned to the electric power providing station after a predetermined period of time., 4. The station of claim 1, wherein the wireless battery tester is configured to conduct a battery test on a vehicle's battery and sends the results to the driver's wireless computing device or the control system., 5. The station of claim 1, wherein the electric power providing station is an electric vehicle charging station., 6. The station of claim 1, wherein the wireless diagnostic tool retrieves vehicle diagnostic information including the set diagnostic trouble code from the vehicle and transmit the diagnostic information to the control system., 7. The station of claim 1, wherein instructions to a driver to turn on a light of the vehicle as part of a partial safety inspection is displayed on a display of the driver's wireless computing device or the vehicle., 8. The station of claim 1, wherein the diagnostic functions include an emission inspection or a partial safety inspection., 9. The station of claim 8, wherein the emission inspection includes retrieving a set emissions related diagnostic trouble code., 10. The station of claim 1, wherein the connector is an electrical connector., 11. The station of claim 1, wherein the diagnostic functions also include interrogation of a tire sensor on the vehicle via a tire interrogation system., 12. An electric charging station for providing electric power to a vehicle, comprising:\na connector configured to be received in the vehicle's charging receptacle to provide electric power;\na mobile payment sensor configured to receive a payment via a wireless computing device; a wireless diagnostic tool configured to be magnetically locked in place with the electric charging station until released, wherein when the wireless diagnostic tool is released, a locked screen is also unlocked on the wireless diagnostic tool;\na diagnostic bay configured to perform various diagnostic functions including tire depth measurement and retrieving any set diagnostic trouble code from a vehicle's electronic control unit; and\na control system configured to receive the payment sensed by the mobile payment sensor for the various diagnostic functions and electric power, the control system further configured to receive the tire depth measurement and the set diagnostic trouble code, wherein the control system diagnoses the vehicle based on the received tire depth measurement and the set diagnostic trouble code, and wherein the diagnosis is sent to the wireless computing device.\n, a connector configured to be received in the vehicle's charging receptacle to provide electric power;, a mobile payment sensor configured to receive a payment via a wireless computing device; a wireless diagnostic tool configured to be magnetically locked in place with the electric charging station until released, wherein when the wireless diagnostic tool is released, a locked screen is also unlocked on the wireless diagnostic tool;, a diagnostic bay configured to perform various diagnostic functions including tire depth measurement and retrieving any set diagnostic trouble code from a vehicle's electronic control unit; and, a control system configured to receive the payment sensed by the mobile payment sensor for the various diagnostic functions and electric power, the control system further configured to receive the tire depth measurement and the set diagnostic trouble code, wherein the control system diagnoses the vehicle based on the received tire depth measurement and the set diagnostic trouble code, and wherein the diagnosis is sent to the wireless computing device., 13. The station of claim 12 further comprising a wireless battery tester that is magnetically locked in place with the electric charging station, the wireless battery tester conducts a battery test on a vehicle's battery and sends the results to the wireless computing device or the control system., 14. The station of claim 13, wherein the wireless diagnostic tool or the wireless battery tester is released from the electric charging station upon the payment being received for the electric power., 15. The station of claim 13, wherein a second payment is made if the wireless diagnostic tool or the wireless battery tester is not returned to the electric charging station after a predetermined period of time., 16. The station of claim 12, wherein the wireless diagnostic tool retrieves vehicle diagnostic information including the set diagnostic trouble code from the vehicle and transmit the diagnostic information to the control system., 17. The station of claim 12, wherein the diagnostic functions include an emission inspection or a partial safety inspection., 18. The station of claim 17, wherein instructions to a driver to turn on a light of the vehicle as part of the partial safety inspection is displayed on a display of wireless computing device or the vehicle., 19. The station of claim 12, wherein the diagnostic functions also include interrogation of a tire sensor on the vehicle via a tire interrogation system., 20. The station of claim 12, wherein a contact information for the wireless computing device is provided when a mobile pay system on the wireless device is used to pay for the electric power. | US | United States | Active | G | True |
| 202 | 无人驾驶的用电汽车、充电桩及用于其中的充电方法 \n | CN105811513B | 技术领域本申请涉及车辆技术领域，具体涉及无人驾驶车辆领域，尤其涉及无人驾驶的用电汽车、充电桩及用于其中的充电方法。背景技术随着新能源汽车的发展，用电汽车也逐渐被消费者接受和认可，随之而来的问题在于，如何保障用电汽车的续航能力。相关技术中的用电汽车，当人们观察到用电汽车的电池电量较低时，可以通过以下人工操作完成对用电汽车的充电过程：首先通过移动终端搜索充电桩的位置，之后驾驶电动汽车至充电桩所在地，然后人工打开电动汽车的充电接口的盖板，并将充电桩的充电枪插入充电接口中，从而为电动汽车充电。然而，上述的充电过程，需要人工操作多个步骤完成，操作复杂，因此耗费的人力成本较高，并且充电效率较低。发明内容本申请的目的在于提出一种改进的无人驾驶的用电汽车、充电桩及用于其中的充电方法，来解决以上背景技术部分提到的技术问题。第一方面，本申请提供了一种无人驾驶的用电汽车，所述汽车包括：电池管理组件，用于监测电池的电量，监测从目标充电桩充电的电量和/或充电时间；汽车智能大脑，用于响应于所述电池的电量低于预定阈值，搜索充电桩信息，得到充电桩信息列表，其中，所述充电桩信息至少包括充电桩的位置信息，基于所述充电桩的位置信息，从所述充电桩信息列表中确定所述目标充电桩信息，向汽车驾驶组件发送驾驶指令以控制无人驾驶的用电汽车行驶至所述目标充电桩，向通信组件发送充电请求，所述充电请求包括用于认证资格的凭据和预设充电额度，响应于所述充电的电量和/或充电时间指示充电的额度达到预设充电额度，向通信组件发送停止充电请求；所述汽车行驶组件，用于接收所述驾驶指令并根据所述驾驶指令控制无人驾驶的用电汽车行驶至所述目标充电桩；所述通信组件，用于向所述目标充电桩发送所述充电请求，以及向所述目标充电桩发送所述停止充电请求。在一些实施例中，所述汽车智能大脑搜索的充电桩信息还包括：充电桩的空闲时间列表；以及所述汽车智能大脑进一步用于：基于无人驾驶的用电汽车的预计到达时间和预设的充电时间计算预计充电时间，计算所述预计充电时间与所述搜索到的充电桩的空闲时间列表的匹配度，基于所述匹配度，执行以下确定步骤：向具有最高匹配度的充电桩发送在预计充电时间充电的请求，响应于在预定时间内接收到同意所述请求的响应，将所述具有最高匹配度的充电桩信息确定为目标充电桩信息，响应于未在预定时间内接受到同意所述请求的响应，基于除所述最高匹配度之外的匹配度，执行所述确定步骤。在一些实施例中，所述汽车智能大脑进一步用于：基于所述无人驾驶的用电汽车的当前位置信息、行驶速度、实时路况信息、预设的路线选定规则和搜索到的充电桩的位置信息，确定所述预计到达时间。在一些实施例中，所述汽车智能大脑发送的所述充电请求还包括：充电接口的坐标；以及所述汽车还包括以下任意一项：设于所述充电接口处的坐标信号发射器，用于向所述通信组件发送所述充电接口的坐标；以及测距仪，用于检测与所述目标充电桩的位置标定物的距离，向所述汽车智能大脑发送所述距离，所述汽车智能大脑进一步用于：根据所述距离确定所述汽车的车体坐标，根据所述车体坐标和充电接口相对于车体的预设坐标，计算所述充电接口的坐标，向通信组件发送所述充电接口的坐标，所述通信组件进一步用于：将所述充电接口的坐标向所述目标充电桩发送。在一些实施例中，所述汽车还包括：盖板开闭组件，用于响应于打开指令打开充电接口的盖板，响应于关闭指令关闭所述盖板；所述汽车智能大脑进一步用于：响应于接收到同意所述充电请求的响应，向所述盖板开闭组件发送所述打开指令，响应于检测到所述充电枪已拔出，向所述盖板开闭组件发送所述关闭指令。在一些实施例中，所述汽车智能大脑进一步用于从网络数据库搜索充电桩信息；和/或所述汽车还包括：图像采集组件，用于采集图像，以及所述汽车智能大脑进一步用于：根据预先训练的充电桩识别模型识别采集的图像以得到充电桩信息。第二方面，本申请提供了一种充电桩，所述充电桩包括：通信组件，用于接收所述无人驾驶的用电汽车发送的充电请求，所述充电请求包括用于认证资格的凭据和预设充电额度；充电管理组件，用于对所述用于认证资格的凭据进行验证，响应于验证通过，向所述无人驾驶的用电汽车的电池充电，以及响应于向所述无人驾驶的用电汽车的电池充电达到预设充电额度或接收到所述无人驾驶的用电汽车发送的停止充电请求，停止向所述无人驾驶的用电汽车的电池充电。在一些实施例中，所述通信组件进一步用于：接收所述无人驾驶的用电汽车发送的在预计充电时间充电的请求；所述充电管理组件进一步用于：根据所述在预计充电时间充电的请求，检测所述预计充电时间是否包括于充电桩的空闲时间列表中；若包括，则返回同意所述在预计充电时间充电的请求，并更新所述充电空闲时间列表。在一些实施例中，所述通信组件接收的充电请求还包括：所述无人驾驶的用电汽车的充电接口的坐标；以及所述充电管理组件包括：充电枪，用于响应于接收到充电指令，向所述无人驾驶的用电汽车的电池充电，响应于接收到停充指令，停止向所述无人驾驶的用电汽车的电池充电；动作组件，用于响应于接收到动作指令，移动充电枪至插入所述充电接口，响应于接收到回复指令，拔出所述充电枪并回复所述充电枪至预定位置；以及控制器，用于响应于验证通过，向所述动作组件发送所述动作指令，向所述充电枪发送所述充电指令，响应于向所述无人驾驶的用电汽车的电池充电达到预设充电额度或接收到所述无人驾驶的用电汽车发送的停止充电请求，向所述充电枪发送所述停充指令，向所述动作组件发送所述回复指令。在一些实施例中，所述控制器进一步用于：响应于验证通过，向所述通信组件发送同意所述充电请求的响应，响应于监测到所述充电接口的盖板打开，向所述充电枪发送所述充电指令；所述通信组件进一步用于：向所述无人驾驶的用电汽车发送同意所述充电请求的响应。第三方面，本申请提供了一种用于无人驾驶的用电汽车的充电方法，所述方法包括：响应于电池的电量低于预定阈值，搜索充电桩信息，得到充电桩信息列表，其中，所述充电桩信息至少包括充电桩的位置信息；基于所述充电桩的位置信息，从所述充电桩信息列表中确定目标充电桩信息；根据目标充电桩的位置信息，控制无人驾驶的用电汽车行驶至所述目标充电桩；向所述目标充电桩发送充电请求，所述充电请求包括用于认证资格的凭据和预设充电额度；响应于从所述目标充电桩充电的额度达到预设充电额度，向所述目标充电桩发送停止充电请求。在一些实施例中，所述充电桩信息还包括：充电桩的空闲时间列表；所述基于所述充电桩的位置信息，从所述充电桩信息列表中确定目标充电桩信息包括：基于无人驾驶的用电汽车的预计到达时间和预定的充电时间计算预计充电时间，计算所述预计充电时间与所述搜索到的充电桩的空闲时间列表的匹配度，基于所述匹配度，执行以下确定步骤：向具有最高匹配度的充电桩发送在预计充电时间充电的请求，响应于在预定时间内接收到同意所述请求的响应，将所述具有最高匹配度的充电桩信息确定为目标充电桩信息，响应于未在预定时间内接受到同意所述请求的响应，基于除所述最高匹配度之外的匹配度，执行所述确定步骤。在一些实施例中，基于所述无人驾驶的用电汽车的当前位置信息、行驶速度、实时路况信息、预设的路线选定规则和搜索到的充电桩的位置信息，确定所述预计到达时间。在一些实施例中，所述路线选定规则包括以下任意一项：耗时最少规则、路程最近规则、躲避拥堵规则、避免收费规则、避免高速规则和高速优先规则。在一些实施例中，所述充电请求还包括：充电接口的坐标；以及所述向所述目标充电桩发送充电请求包括以下任意一项：由设于所述充电接口处的坐标信号发射器向所述目标充电桩发送所述充电接口的坐标；或根据设于所述无人驾驶的用电汽车上的测距仪与所述目标充电桩的位置标定物的距离，确定所述汽车的车体坐标，根据所述车体坐标和充电接口相对于车体的预设坐标，计算所述充电接口的坐标，向所述目标充电桩发送所述充电接口的坐标。在一些实施例中，所述方法还包括：响应于接收到同意所述充电请求的响应，控制充电接口的盖板打开；接收所述目标充电桩的充电枪插入所述充电接口向所述电池充电；响应于检测到所述充电枪已拔出，控制所述盖板关闭。在一些实施例中，所述搜索充电桩信息包括：从网络数据库搜索充电桩信息；和/或根据预先训练的充电桩识别模型识别采集的图像以得到充电桩信息。第四方面，本申请提供了一种用于充电桩的充电方法，所述方法包括：接收无人驾驶的用电汽车发送的充电请求，所述充电请求包括用于认证资格的凭据和预设充电额度；对所述用于认证资格的凭据进行验证；响应于验证通过，向所述无人驾驶的用电汽车的电池充电；响应于向所述无人驾驶的用电汽车的电池充电达到预设充电额度或接收到所述无人驾驶的用电汽车发送的停止充电请求，停止向所述无人驾驶的用电汽车的电池充电。在一些实施例中，所述方法还包括：根据所述无人驾驶的用电汽车发送的在预计充电时间充电的请求，检测所述预计充电时间是否包括于充电桩的空闲时间列表中；若包括，则返回同意所述在预计充电时间充电的请求，并更新所述充电空闲时间列表。在一些实施例中，所述充电请求还包括：所述无人驾驶的用电汽车的充电接口的坐标；所述响应于验证通过，向所述无人驾驶的用电汽车的电池充电包括：响应于验证通过，控制所述充电桩的充电枪运动至所述充电接口的坐标并插入所述充电接口，向所述无人驾驶的用电汽车的电池充电；所述停止向所述无人驾驶的用电汽车的电池充电包括：停止向所述无人驾驶的用电汽车的电池充电，控制所述充电枪拔出并控制所述充电枪回复至预定位置。在一些实施例中，所述响应于验证通过，向所述无人驾驶的用电汽车的电池充电包括：响应于验证通过，向所述无人驾驶的用电汽车发送同意所述充电请求的响应；响应于监测到所述充电接口的盖板打开，向所述无人驾驶的用电汽车的电池充电。本申请提供的无人驾驶的用电汽车、充电桩及用于其中的充电方法，通过响应于电池的电量低于预定阈值，搜索充电桩信息，得到充电桩信息列表，其中，所述充电桩信息至少包括充电桩的位置信息，而后基于所述充电桩的位置信息，从所述充电桩信息列表中确定目标充电桩信息，然后根据目标充电桩的位置信息，控制无人驾驶的用电汽车行驶至所述目标充电桩，然后向所述目标充电桩发送充电请求，所述充电请求包括用于认证资格的凭据和预设充电额度，最后响应于从所述目标充电桩充电的额度达到预设充电额度，向所述目标充电桩发送停止充电请求，从而实现了自动向无人驾驶的用电汽车充电的过程，无需人工操作并提高了充电效率。附图说明通过阅读参照以下附图所作的对非限制性实施例所作的详细描述，本申请的其它特征、目的和优点将会变得更明显：图1是本申请可以应用于其中的示例性系统架构图；图2是根据本申请的无人驾驶的用电汽车的一个实施例的结构示意图；图3是根据本申请的充电桩的一个实施例的结构示意图；图4是根据本申请的用于无人驾驶的用电汽车的充电方法一个实施例的流程图；图5是根据本申请的用于充电桩的充电方法的一个实施例的流程图。具体实施方式下面结合附图和实施例对本申请作进一步的详细说明。可以理解的是，此处所描述的具体实施例仅仅用于解释相关发明，而非对该发明的限定。另外还需要说明的是，为了便于描述，附图中仅示出了与有关发明相关的部分。需要说明的是，在不冲突的情况下，本申请中的实施例及实施例中的特征可以相互组合。下面将参考附图并结合实施例来详细说明本申请。图1示出了可以应用本申请的无人驾驶的用电汽车、充电桩及用于其中的充电方法的实施例的示例性系统架构100。如图1所示，系统架构100可以包括无人驾驶的用电汽车110，充电桩120和网络130。网络130用以在无人驾驶的用电汽车110和充电桩120之间提供通信链路的介质。网络130可以包括各种连接类型，例如有线、无线通信链路或者光纤电缆等等。无人驾驶的用电汽车110通过网络130与充电桩120交互，以接收响应或发送请求等。无人驾驶的用电汽车110上可以安装有汽车智能大脑、电池管理组件、汽车行驶组件和通信组件等，可选地，还可以安装有坐标信号发射器、测距仪、盖板开闭组件和图像采集组件中的一项或多项等。充电桩120可以向无人驾驶的用电汽车110提供充电服务。需要说明的是，本申请实施例所提供的网页生成方法一般由充电桩120执行，相应地，网页生成装置一般设置于充电桩120中。应该理解，图1中的无人驾驶的用电汽车、网络和充电桩的数目仅仅是示意性的。根据实现需要，可以具有任意数目的无人驾驶的用电汽车、网络和充电桩。继续参考图2，示出了根据本申请的无人驾驶的用电汽车的一个实施例的结构示意图，包括以下步骤：如图2所示，本实施例所述的无人驾驶的用电汽车200包括：电池管理组件210、汽车智能大脑220、汽车行驶组件230和通信组件240。其中，电池管理组件210，用于监测电池的电量，监测从目标充电桩充电的电量和/或充电时间；汽车智能大脑220，用于响应于电池的电量低于预定阈值，搜索充电桩信息，得到充电桩信息列表，其中，充电桩信息至少包括充电桩的位置信息，基于充电桩的位置信息，从充电桩信息列表中确定目标充电桩信息，向汽车驾驶组件发送驾驶指令以控制无人驾驶的用电汽车行驶至目标充电桩，向通信组件发送充电请求，充电请求包括用于认证资格的凭据和预设充电额度，响应于充电的电量和/或充电时间指示充电的额度达到预设充电额度，向通信组件发送停止充电请求；汽车行驶组件230，用于接收驾驶指令并根据驾驶指令控制无人驾驶的用电汽车行驶至目标充电桩；通信组件240，用于向目标充电桩发送充电请求，以及向目标充电桩发送停止充电请求。在本实施例中，电池管理组件210是用于管理电池充放电的组件，可以将电网的电能转化为电动车车载蓄电池的电能。在这里，无人驾驶的电动汽车的电池，可以为采用接触式充电方式充电的电池，也可以为采用感应耦合充电方式充电的电池。汽车智能大脑220，用于管理无人驾驶的用电汽车的运行状况，例如搜索充电桩、发送充电请求、管理充电凭据、充电额度、启动、行驶、停车和路线规划等。汽车行驶组件230，用于根据汽车智能大脑220的指令控制汽车行驶，可以包括用于控制汽车行驶的部件，例如牵引电机、电机的调速控制装置和车轮等。通信组件240，用于连接网络或与充电桩建立通信连接，可以包括但不限于3G/4G连接、WiFi连接、蓝牙连接、WiMAX连接、Zigbee连接、UWB(ultra wideband)连接、以及其他现在已知或将来开发的无线连接方式。在这里，可以用多种方法检测电池的电量，例如采用开路电压法、恒定电流电压法、内阻法、比重法、安培小时法以及开路电压法和安培小时法的结合等。在监测从目标充电桩充电的电量时，可以将充电前后的电量差作为监测到的充电的电量。这里的预定阈值为汽车智能大脑中预先设定的充电阈值，当电池的电量低于预定阈值时，也即指示电池需要充电。而在搜索充电桩时，可以通过对网络数据的搜索得到充电桩信息，也可以搜索、比对实时采集的图像与充电桩的特征信息以得到充电桩信息。例如，汽车智能大脑可以进一步用于：从网络数据库搜索充电桩信息；备选地或附加地，无人驾驶的用电汽车还可以包括：图像采集组件，用于采集图像，以及汽车智能大脑进一步用于：根据预先训练的充电桩识别模型识别采集的图像以得到充电桩信息。在从充电桩信息列表中确定目标充电桩信息时，至少可以基于实时路况信息和预先设定的路线选定规则确定，例如基于到达充电桩耗时最少路线、路程最近路线、躲避拥堵路线、避免收费路线、避免高速路线和高速优先路线等规则确定。充电请求中认证资格的凭据，是指用于验证充电身份的凭据；充电请求中的预设充电额度，是指汽车智能大脑根据目前电池需要的充电量综合时间、金额以及其它需要考虑的限制条件所提出的充电请求，例如，这里的预设充电额度，在时间和金额充足的情况下，可以为预设的充电量；在时间不足充满电量所需时间并且充电金额充足的情况下，可以为预设的充电时间；在金额不足充满电量所需金额且时间充足的情况下，可以为预设金额。为了防止无人驾驶的用电汽车到达充电桩时充电桩已被占用，在本实施例的一些可选实现方式中，汽车智能大脑搜索的充电桩信息还可以包括：充电桩的空闲时间列表；以及汽车智能大脑进一步用于：基于无人驾驶的用电汽车的预计到达时间和预设的充电时间计算预计充电时间，计算预计充电时间与搜索到的充电桩的空闲时间列表的匹配度，基于匹配度，执行以下确定步骤：向具有最高匹配度的充电桩发送在预计充电时间充电的请求，响应于在预定时间内接收到同意请求的响应，将具有最高匹配度的充电桩信息确定为目标充电桩信息，响应于未在预定时间内接受到同意请求的响应，基于除最高匹配度之外的匹配度，执行确定步骤。在这里，预计到达时间可以是汽车智能大脑根据能够影响到达时间的因素确定的预估时间。例如，在本实施例的一些可选实现方式中，汽车智能大脑进一步用于：基于无人驾驶的用电汽车的当前位置信息、行驶速度、实时路况信息、预设的路线选定规则和搜索到的充电桩的位置信息，确定预计到达时间。这里的路线选定规则可以包括但不限于将以下任意一项路线确定为选定路线：耗时最少路线、路程最近路线、躲避拥堵路线、避免收费路线、避免高速路线和高速优先路线。在无人驾驶的用电汽车到达充电桩之后，若无人驾驶的电动汽车的电池为采用接触式充电方式充电的电池，需要通知充电桩充电接口的位置，可选地，上述汽车智能大脑发送的充电请求还可以包括：充电接口的坐标；充电接口的坐标至少可以通过以下方式获得：无人驾驶的用电汽车还包括设于充电接口处的坐标信号发射器，用于向通信组件发送充电接口的坐标。或者无人驾驶的用电汽车还包括测距仪，用于检测与目标充电桩的位置标定物的距离，向汽车智能大脑发送距离；汽车智能大脑进一步用于：根据距离确定汽车的车体坐标，根据车体坐标和充电接口相对于车体的预设坐标，计算充电接口的坐标，向通信组件发送充电接口的坐标；最后由通信组件将充电接口的坐标向目标充电桩发送。在这里，若无人驾驶的用电汽车还包括测距仪，用于检测与所述目标充电桩的位置标定物的距离，那么充电桩需要包括：位置标定物，用于向无人驾驶的用电汽车提供坐标参照物。例如，若充电桩通过RFID标签矩阵提供位置标定物，则无人驾驶的用电汽车可以通过RFID读写线圈读取RFID标签矩阵以确定坐标信息；若充电桩设定四根立柱作为位置标定物，则无人驾驶的用电汽车可以通过定位雷达距四根立柱的距离确定坐标信息等。示例性的，这里的位置标定物还可以为其他形状的标定位置的装置，这里的测距仪还可以为激光测距仪、微波测距仪、红外线测距仪和视觉测距仪等测距仪中的任意一项。在向目标充电桩发送充电接口的坐标之后，若无人驾驶的用电汽车的充电接口设有盖板，则需要在充电之前打开充电接口的盖板，并在充电之后关闭充电接口的盖板。此时，汽车还可以包括：盖板开闭组件，用于响应于打开指令打开充电接口的盖板，响应于关闭指令关闭盖板；汽车智能大脑则进一步用于：响应于接收到同意充电请求的响应，向盖板开闭组件发送打开指令，响应于检测到充电枪已拔出，向盖板开闭组件发送关闭指令。这里的打开或关闭的方式包括但不限于以下一种或多种方式：滑动开闭方式、旋转开闭方式或推拉开闭方式等。本申请上述实施例实现了自动向无人驾驶的用电汽车充电的过程，无需人工操作并提高了充电效率。请参考图3，图3是根据本申请的充电桩的一个实施例的结构示意图。如图3所示，充电桩300可以包括：通信组件310，用于接收无人驾驶的用电汽车发送的充电请求，充电请求包括用于认证资格的凭据和预设充电额度；充电管理组件320，用于对用于认证资格的凭据进行验证，响应于验证通过，向无人驾驶的用电汽车的电池充电，以及响应于向无人驾驶的用电汽车的电池充电达到预设充电额度或接收到无人驾驶的用电汽车发送的停止充电请求，停止向无人驾驶的用电汽车的电池充电。在这里，若无人驾驶的用电汽车和充电桩之间的通信为点对点通信，则充电桩的通信组件与无人驾驶的用电汽车的通信组件为相互匹配的通信组件，例如两者的通信组件均为蓝牙通信组件；若无人驾驶的用电汽车和充电桩均接入网络，则无人驾驶的用电汽车的通信组件和充电桩的通信组件可以相同，例如同为wifi组件，也可以不同，例如一方为wifi组件，而另一方为4G连接组件。在本实施例的一些可选实现方式中，通信组件进一步用于：接收无人驾驶的用电汽车发送的在预计充电时间充电的请求；充电管理组件进一步用于：根据在预计充电时间充电的请求，检测预计充电时间是否包括于充电桩的空闲时间列表中；若包括，则返回同意在预计充电时间充电的请求，并更新充电空闲时间列表。在这里，若返回同意在预计充电时间充电的请求，也即表明充电空闲时间列表中的相应时间段被计划占用，为了防止后续的请求所要求占用的时间与本次计划占用的时间相冲突，需要从充电空闲时间列表中去除本次计划占用的时间，从而更新充电空闲时间列表。在本实施例的一些可选实现方式中，为了明确充电枪充电的位置，通信组件接收的充电请求还可以包括：无人驾驶的用电汽车的充电接口的坐标；以及充电管理组件包括：充电枪，用于响应于接收到充电指令，向无人驾驶的用电汽车的电池充电，响应于接收到停充指令，停止向无人驾驶的用电汽车的电池充电；动作组件，用于响应于接收到动作指令，移动充电枪至插入充电接口，响应于接收到回复指令，拔出充电枪并回复充电枪至预定位置；以及控制器，用于响应于验证通过，向动作组件发送动作指令，向充电枪发送充电指令，响应于向无人驾驶的用电汽车的电池充电达到预设充电额度或接收到无人驾驶的用电汽车发送的停止充电请求，向充电枪发送停充指令，向动作组件发送回复指令。在这里，若无人驾驶的用电汽车的充电接口的坐标来源于汽车的测距仪，那么充电桩需要包括向测距仪提供坐标参照物的位置标定物。例如充电桩通过RFID标签矩阵提供位置标定物，无人驾驶的用电汽车可以通过RFID读写线圈读取RFID标签矩阵以确定坐标信息；充电桩设定四根立柱作为位置标定物，无人驾驶的用电汽车可以通过定位雷达距四根立柱的距离确定坐标信息等。示例性的，这里的位置标定物还可以为其他形状的标定位置的装置，这里的测距仪还可以为激光测距仪、微波测距仪、红外线测距仪和视觉测距仪等测距仪中的任意一项。在本实施例的一些可选实现方式中，控制器进一步用于：响应于验证通过，向通信组件发送同意充电请求的响应，响应于监测到充电接口的盖板打开，向充电枪发送充电指令；通信组件进一步用于：向无人驾驶的用电汽车发送同意充电请求的响应。在这里，可以通过能够感知物体外形变化的多种监测仪器监测充电接口的盖板是否打开，例如通过电磁场的变化数据、超声波变化数据或图像采集组件采集的图像变化数据等监测充电接口的盖板是否打开。本申请的上述实施例提供的充电桩，通过与无人驾驶的用电汽车的配合，可以基于与上述汽车智能大脑之间的交互，实现自动向无人驾驶的用电汽车充电的过程，无需人工操作并提高了充电效率。进一步参考图4，其示出了用于无人驾驶的用电汽车的充电方法的又一个实施例的流程400。如图4所述，该用于无人驾驶的用电汽车的充电方法的流程400，包括以下步骤：在步骤401中，响应于电池的电量低于预定阈值，搜索充电桩信息，得到充电桩信息列表，其中，充电桩信息至少包括充电桩的位置信息。在步骤402中，基于充电桩的位置信息，从充电桩信息列表中确定目标充电桩信息。在步骤403中，根据目标充电桩的位置信息，控制无人驾驶的用电汽车行驶至目标充电桩。在步骤404中，向目标充电桩发送充电请求，充电请求包括用于认证资格的凭据和预设充电额度。在步骤405中，响应于从目标充电桩充电的额度达到预设充电额度，向目标充电桩发送停止充电请求。在本实施例的一些可选实现方式中，充电桩信息还包括：充电桩的空闲时间列表；基于充电桩的位置信息，从充电桩信息列表中确定目标充电桩信息包括：基于无人驾驶的用电汽车的预计到达时间和预定的充电时间计算预计充电时间，计算预计充电时间与搜索到的充电桩的空闲时间列表的匹配度，基于匹配度，执行以下确定步骤：向具有最高匹配度的充电桩发送在预计充电时间充电的请求，响应于在预定时间内接收到同意请求的响应，将具有最高匹配度的充电桩信息确定为目标充电桩信息，响应于未在预定时间内接受到同意请求的响应，基于除最高匹配度之外的匹配度，执行确定步骤。在本实施例的一些可选实现方式中，基于无人驾驶的用电汽车的当前位置信息、行驶速度、实时路况信息、预设的路线选定规则和搜索到的充电桩的位置信息，确定预计到达时间。在本实施例的一些可选实现方式中，路线选定规则包括以下任意一项：耗时最少规则、路程最近规则、躲避拥堵规则、避免收费规则、避免高速规则和高速优先规则。在本实施例的一些可选实现方式中，充电请求还包括：充电接口的坐标；以及向目标充电桩发送充电请求包括以下任意一项：由设于充电接口处的坐标信号发射器向目标充电桩发送充电接口的坐标；或根据设于无人驾驶的用电汽车上的测距仪与所述目标充电桩的位置标定物的距离，确定汽车的车体坐标，根据车体坐标和充电接口相对于车体的预设坐标，计算充电接口的坐标，向目标充电桩发送充电接口的坐标。在本实施例的一些可选实现方式中，方法还包括：响应于接收到同意充电请求的响应，控制充电接口的盖板打开；接收目标充电桩的充电枪插入充电接口向电池充电；响应于检测到充电枪已拔出，控制盖板关闭。在本实施例的一些可选实现方式中，搜索充电桩信息包括：从网络数据库搜索充电桩信息；和/或根据预先训练的充电桩识别模型识别采集的图像以得到充电桩信息。应当理解，方法400中记载的诸步骤与参考图2描述的无人驾驶的充电汽车的各个部件所完成的操作和特征相对应。由此，上文针对无人驾驶的用电汽车描述的操作和特征同样适用于方法400及其中包含的步骤，在此不再赘述。进一步参考图5，是根据本申请的用于充电桩的充电方法的一个实施例的流程图。如图5所示，本实施例所述的用于充电桩的充电方法500包括：在步骤501中，接收无人驾驶的用电汽车发送的充电请求，充电请求包括用于认证资格的凭据和预设充电额度。在步骤502中，对用于认证资格的凭据进行验证。在步骤503中，响应于验证通过，向无人驾驶的用电汽车的电池充电。在步骤504中，响应于向无人驾驶的用电汽车的电池充电达到预设充电额度或接收到无人驾驶的用电汽车发送的停止充电请求，停止向无人驾驶的用电汽车的电池充电。在本实施例的一些可选实现方式中，方法还包括：根据无人驾驶的用电汽车发送的在预计充电时间充电的请求，检测预计充电时间是否包括于充电桩的空闲时间列表中；若包括，则返回同意在预计充电时间充电的请求，并更新充电空闲时间列表。在本实施例的一些可选实现方式中，充电请求还包括：无人驾驶的用电汽车的充电接口的坐标；响应于验证通过，向无人驾驶的用电汽车的电池充电包括：响应于验证通过，控制充电桩的充电枪运动至充电接口的坐标并插入充电接口，向无人驾驶的用电汽车的电池充电；停止向无人驾驶的用电汽车的电池充电包括：停止向无人驾驶的用电汽车的电池充电，控制充电枪拔出并控制充电枪回复至预定位置。在本实施例的一些可选实现方式中，响应于验证通过，向无人驾驶的用电汽车的电池充电包括：响应于验证通过，向无人驾驶的用电汽车发送同意充电请求的响应；响应于监测到充电接口的盖板打开，向无人驾驶的用电汽车的电池充电。应当理解，方法500中记载的诸步骤与参考图3描述的充电桩中的各个部件的操作和特征相对应。由此，上文针对充电桩描述的操作和特征同样适用于方法500及其中包含的步骤，在此不再赘述。附图中的流程图和框图，图示了按照本申请各种实施例的系统、方法和计算机程序产品的可能实现的体系架构、功能和操作。在这点上，流程图或框图中的每个方框可以代表一个模块、程序段、或代码的一部分，所述模块、程序段、或代码的一部分包含一个或多个用于实现规定的逻辑功能的可执行指令。也应当注意，在有些作为替换的实现中，方框中所标注的功能也可以以不同于附图中所标注的顺序发生。例如，两个接连地表示的方框实际上可以基本并行地执行，它们有时也可以按相反的顺序执行，这依所涉及的功能而定。也要注意的是，框图和/或流程图中的每个方框、以及框图和/或流程图中的方框的组合，可以用执行规定的功能或操作的专用的基于硬件的系统来实现，或者可以用专用硬件与计算机指令的组合来实现。作为另一方面，本申请还提供了一种非易失性计算机存储介质，该非易失性计算机存储介质可以是上述实施例中所述装置中所包含的非易失性计算机存储介质；也可以是单独存在，未装配入终端中的非易失性计算机存储介质。上述非易失性计算机存储介质存储有一个或者多个程序，当所述一个或者多个程序被一个设备执行时，使得所述设备：响应于电池的电量低于预定阈值，搜索充电桩信息，得到充电桩信息列表，其中，充电桩信息至少包括充电桩的位置信息；基于充电桩的位置信息，从充电桩信息列表中确定目标充电桩信息；根据目标充电桩的位置信息，控制无人驾驶的用电汽车行驶至目标充电桩；向目标充电桩发送充电请求，充电请求包括用于认证资格的凭据和预设充电额度；响应于从目标充电桩充电的额度达到预设充电额度，向目标充电桩发送停止充电请求。以上描述仅为本申请的较佳实施例以及对所运用技术原理的说明。本领域技术人员应当理解，本申请中所涉及的发明范围，并不限于上述技术特征的特定组合而成的技术方案，同时也应涵盖在不脱离所述发明构思的情况下，由上述技术特征或其等同特征进行任意组合而形成的其它技术方案。例如上述特征与本申请中公开的(但不限于)具有类似功能的技术特征进行互相替换而形成的技术方案。 | 本申请公开了无人驾驶的用电汽车、充电桩及用于其中的充电方法。所述方法的一具体实施方式包括：响应于电池的电量低于预定阈值，搜索充电桩信息，得到充电桩信息列表，其中，充电桩信息至少包括充电桩的位置信息；基于充电桩的位置信息，从充电桩信息列表中确定目标充电桩信息；根据目标充电桩的位置信息，控制无人驾驶的用电汽车行驶至目标充电桩；向目标充电桩发送充电请求，充电请求包括用于认证资格的凭据和预设充电额度；响应于从目标充电桩充电的额度达到预设充电额度，向目标充电桩发送停止充电请求。该实施方式实现了自动向无人驾驶的用电汽车充电的过程，无需人工操作并提高了充电效率。 | CN:201610274791.6A | https://patentimages.storage.googleapis.com/32/bd/16/3f17b71618f54f/CN105811513B.pdf | CN:105811513:B | 郭晓艳 | Beijing Baidu Netcom Science and Technology Co Ltd | CN:102009625:A, DE:102012204850:A1, CN:105048522:A, CN:105048598:A, CN:105629977:A | Not available | 2019-01-11 | 1.一种无人驾驶的用电汽车，其特征在于，所述汽车包括：, 电池管理组件，用于监测电池的电量，监测从目标充电桩充电的电量和/或充电时间；, 汽车智能大脑，用于响应于所述电池的电量低于预定阈值，搜索充电桩信息，得到充电桩信息列表，其中，所述充电桩信息至少包括充电桩的位置信息，基于所述充电桩的位置信息，从所述充电桩信息列表中确定所述目标充电桩信息，向汽车行驶组件发送驾驶指令以控制无人驾驶的用电汽车行驶至所述目标充电桩，向通信组件发送充电请求，所述充电请求包括用于认证资格的凭据和预设充电额度，响应于所述充电的电量和/或充电时间指示充电的额度达到预设充电额度，向通信组件发送停止充电请求；, 所述汽车行驶组件，用于接收所述驾驶指令并根据所述驾驶指令控制无人驾驶的用电汽车行驶至所述目标充电桩；, 所述通信组件，用于向所述目标充电桩发送所述充电请求，以及向所述目标充电桩发送所述停止充电请求。, 2.根据权利要求1所述的汽车，其特征在于，所述汽车智能大脑搜索的充电桩信息还包括：充电桩的空闲时间列表；以及, 所述汽车智能大脑进一步用于：基于无人驾驶的用电汽车的预计到达时间和预设的充电时间计算预计充电时间，计算所述预计充电时间与所述搜索到的充电桩的空闲时间列表的匹配度，基于所述匹配度，执行以下确定步骤：向具有最高匹配度的充电桩发送在预计充电时间充电的请求，响应于在预定时间内接收到同意所述请求的响应，将所述具有最高匹配度的充电桩信息确定为目标充电桩信息，响应于未在预定时间内接受到同意所述请求的响应，基于除所述最高匹配度之外的匹配度，执行所述确定步骤。, 3.根据权利要求2所述的汽车，其特征在于，所述汽车智能大脑进一步用于：基于所述无人驾驶的用电汽车的当前位置信息、行驶速度、实时路况信息、预设的路线选定规则和搜索到的充电桩的位置信息，确定所述预计到达时间。, 4.根据权利要求3所述的汽车，其特征在于，所述汽车智能大脑发送的所述充电请求还包括：充电接口的坐标；以及, 所述汽车还包括以下任意一项：, 设于所述充电接口处的坐标信号发射器，用于向所述通信组件发送所述充电接口的坐标；以及所述通信组件进一步用于：将所述充电接口的坐标向所述目标充电桩发送；, 测距仪，用于检测与所述目标充电桩的位置标定物的距离，向所述汽车智能大脑发送所述距离；所述汽车智能大脑进一步用于：根据所述距离确定所述汽车的车体坐标，根据所述车体坐标和充电接口相对于车体的预设坐标，计算所述充电接口的坐标，向通信组件发送所述充电接口的坐标；以及所述通信组件进一步用于：将所述充电接口的坐标向所述目标充电桩发送。, 5.根据权利要求4所述的汽车，其特征在于，所述汽车还包括：, 盖板开闭组件，用于响应于打开指令打开充电接口的盖板，响应于关闭指令关闭所述盖板；, 所述汽车智能大脑进一步用于：响应于接收到同意所述充电请求的响应，向所述盖板开闭组件发送所述打开指令，响应于检测到充电枪已拔出，向所述盖板开闭组件发送所述关闭指令。, 6.根据权利要求1-5任意一项所述的汽车，其特征在于，所述汽车智能大脑进一步用于从网络数据库搜索充电桩信息；和/或, 所述汽车还包括：图像采集组件，用于采集图像；以及所述汽车智能大脑进一步用于：根据预先训练的充电桩识别模型识别采集的图像以得到充电桩信息。, 7.一种充电桩，其特征在于，所述充电桩包括：, 通信组件，用于接收无人驾驶的用电汽车发送的充电请求，所述充电请求包括用于认证资格的凭据和预设充电额度；, 充电管理组件，用于对所述用于认证资格的凭据进行验证，响应于验证通过，向所述无人驾驶的用电汽车的电池充电，以及响应于向所述无人驾驶的用电汽车的电池充电达到预设充电额度或接收到所述无人驾驶的用电汽车发送的停止充电请求，停止向所述无人驾驶的用电汽车的电池充电。, 8.根据权利要求7所述的充电桩，其特征在于，所述通信组件进一步用于：接收所述无人驾驶的用电汽车发送的在预计充电时间充电的请求；, 所述充电管理组件进一步用于：根据所述在预计充电时间充电的请求，检测所述预计充电时间是否包括于充电桩的空闲时间列表中；若包括，则返回同意所述在预计充电时间充电的请求，并更新所述充电空闲时间列表。, 9.根据权利要求8所述的充电桩，其特征在于，所述通信组件接收的充电请求还包括：所述无人驾驶的用电汽车的充电接口的坐标；以及, 所述充电管理组件包括：, 充电枪，用于响应于接收到充电指令，向所述无人驾驶的用电汽车的电池充电，响应于接收到停充指令，停止向所述无人驾驶的用电汽车的电池充电；, 动作组件，用于响应于接收到动作指令，移动充电枪至插入所述充电接口，响应于接收到回复指令，拔出所述充电枪并回复所述充电枪至预定位置；, 以及控制器，用于响应于验证通过，向所述动作组件发送所述动作指令，向所述充电枪发送所述充电指令，响应于向所述无人驾驶的用电汽车的电池充电达到预设充电额度或接收到所述无人驾驶的用电汽车发送的停止充电请求，向所述充电枪发送所述停充指令，向所述动作组件发送所述回复指令。, 10.根据权利要求9所述的充电桩，其特征在于，所述控制器进一步用于：, 响应于验证通过，向所述通信组件发送同意所述充电请求的响应，响应于监测到所述充电接口的盖板打开，向所述充电枪发送所述充电指令；, 所述通信组件进一步用于：向所述无人驾驶的用电汽车发送同意所述充电请求的响应。, 11.一种用于无人驾驶的用电汽车的充电方法，其特征在于，所述方法包括：, 响应于电池的电量低于预定阈值，搜索充电桩信息，得到充电桩信息列表，其中，所述充电桩信息至少包括充电桩的位置信息；, 基于所述充电桩的位置信息，从所述充电桩信息列表中确定目标充电桩信息；, 根据目标充电桩的位置信息，控制无人驾驶的用电汽车行驶至所述目标充电桩；, 向所述目标充电桩发送充电请求，所述充电请求包括用于认证资格的凭据和预设充电额度；, 响应于从所述目标充电桩充电的额度达到预设充电额度，向所述目标充电桩发送停止充电请求。, 12.根据权利要求11所述的方法，其特征在于，所述充电桩信息还包括：充电桩的空闲时间列表；, 所述基于所述充电桩的位置信息，从所述充电桩信息列表中确定目标充电桩信息包括：, 基于无人驾驶的用电汽车的预计到达时间和预定的充电时间计算预计充电时间，计算所述预计充电时间与所述搜索到的充电桩的空闲时间列表的匹配度，基于所述匹配度，执行以下确定步骤：向具有最高匹配度的充电桩发送在预计充电时间充电的请求，响应于在预定时间内接收到同意所述请求的响应，将所述具有最高匹配度的充电桩信息确定为目标充电桩信息，响应于未在预定时间内接受到同意所述请求的响应，基于除所述最高匹配度之外的匹配度，执行所述确定步骤。, 13.根据权利要求12所述的方法，其特征在于，所述方法还包括：, 基于所述无人驾驶的用电汽车的当前位置信息、行驶速度、实时路况信息、预设的路线选定规则和搜索到的充电桩的位置信息，确定所述预计到达时间。, 14.根据权利要求13所述的方法，其特征在于，所述路线选定规则包括以下任意一项：耗时最少规则、路程最近规则、躲避拥堵规则、避免收费规则、避免高速规则和高速优先规则。, 15.根据权利要求14所述的方法，其特征在于，所述充电请求还包括：充电接口的坐标；以及, 所述向所述目标充电桩发送充电请求包括以下任意一项：, 由设于所述充电接口处的坐标信号发射器向所述目标充电桩发送所述充电接口的坐标；或, 根据设于所述无人驾驶的用电汽车上的测距仪与所述目标充电桩的位置标定物的距离，确定所述汽车的车体坐标，根据所述车体坐标和充电接口相对于车体的预设坐标，计算所述充电接口的坐标，向所述目标充电桩发送所述充电接口的坐标。, 16.根据权利要求15所述的方法，其特征在于，所述方法还包括：, 响应于接收到同意所述充电请求的响应，控制充电接口的盖板打开；, 接收所述目标充电桩的充电枪插入所述充电接口向所述电池充电；, 响应于检测到所述充电枪已拔出，控制所述盖板关闭。, 17.根据权利要求11-15任意一项所述的方法，其特征在于，所述搜索充电桩信息包括：, 从网络数据库搜索充电桩信息；和/或, 根据预先训练的充电桩识别模型识别采集的图像以得到充电桩信息。, 18.一种用于充电桩的充电方法，其特征在于，所述方法包括：, 接收无人驾驶的用电汽车发送的充电请求，所述充电请求包括用于认证资格的凭据和预设充电额度；, 对所述用于认证资格的凭据进行验证；, 响应于验证通过，向所述无人驾驶的用电汽车的电池充电；, 响应于向所述无人驾驶的用电汽车的电池充电达到预设充电额度或接收到所述无人驾驶的用电汽车发送的停止充电请求，停止向所述无人驾驶的用电汽车的电池充电。, 19.根据权利要求18所述的方法，其特征在于，所述方法还包括：, 根据所述无人驾驶的用电汽车发送的在预计充电时间充电的请求，检测所述预计充电时间是否包括于充电桩的空闲时间列表中；, 若包括，则返回同意所述在预计充电时间充电的请求，并更新所述充电空闲时间列表。, 20.根据权利要求19所述的方法，其特征在于，所述充电请求还包括：所述无人驾驶的用电汽车的充电接口的坐标；, 所述响应于验证通过，向所述无人驾驶的用电汽车的电池充电包括：响应于验证通过，控制所述充电桩的充电枪运动至所述充电接口的坐标并插入所述充电接口，向所述无人驾驶的用电汽车的电池充电；, 所述停止向所述无人驾驶的用电汽车的电池充电包括：停止向所述无人驾驶的用电汽车的电池充电，控制所述充电枪拔出并控制所述充电枪回复至预定位置。, 21.根据权利要求20所述的方法，其特征在于，所述响应于验证通过，向所述无人驾驶的用电汽车的电池充电包括：, 响应于验证通过，向所述无人驾驶的用电汽车发送同意所述充电请求的响应；, 响应于监测到所述充电接口的盖板打开，向所述无人驾驶的用电汽车的电池充电。 | CN | China | Active | B | True |
| 203 | 一种电动汽车控制系统及方法 \n | CN106080206B | 技术领域本发明属于电动汽车技术领域，具体涉及一种电动汽车控制系统及方法。背景技术目前，汽车已逐渐成为生活中不可缺少的代步和交通运输工具，但传统内燃机汽车引起的能源危机与环境污染问题日益突出，电动汽车成为解决该问题的有效途径。目前市场上电动汽车整车控制系统很多，大部分是基于一个电机驱动，或者基于两个轮毂/边电机独立驱动的整车控制系统。基于一个电机驱动的整车控制系统，虽然控制方法极为简单，但是由于电机扭矩小，整车动力性能较差，即使采用扭矩较大的电机，也不能保证电机一直工作在高效率运转区，影响电机使用寿命。基于两个轮毂/边电机独立驱动的整车控制系统，虽然采用两个电机独立驱动，驱动力矩满足整车动力需求，但是在汽车急加速或者高速行驶时，也不能保证电机一直工作在高效率运转区，影响电机使用寿命，造成电池能量的损失，缩短电动汽车行驶里程。申请号为201380013639.7的发明专利，公开了一种电动汽车的驱动力控制装置，所述装置包括：两个电动机，其在前轮或后轮中的任一方的左右驱动轮分别独立产生驱动力；电动机扭矩限制部，其能够限制两个电动机的扭矩；驱动力判定部，其判定左右轮中的哪个车轮的驱动力大；电动机扭矩控制部，其在车辆转弯时，与左右轮中的驱动轮大的车轮对应的电动机受到扭矩限制的情况下，对另一方的电动机的扭矩进行增加修正，以维持左右轮的总驱动力。该发明的优点是，能够独立地对前轮或后轮中的左右两个轮进行驱动；其存在问题是不能同时驱动前轮和后轮，也不能保证电机一直工作在高效率运转区，影响电机使用寿命，电池耗电量大。发明内容为了解决现有技术中存在的上述问题，本发明提出一种电动汽车控制系统及方法。为达到上述目的，本发明采用如下技术方案：一种电动汽车控制系统，包括：整车控制器，通过自动变速器与后面两个车轮机械连接的后驱电机，后驱电机控制器，集成在后驱电机内部、通过驱动桥连接后面两个车轮的自动变速器，分别安装在前面两个车轮的轮毂内的第一轮毂电机、第二轮毂电机及第一轮毂电机控制器、第二轮毂电机控制器，传感器模块，电池及电机高压供电装置，电源管理系统。整车控制器对第一轮毂电机控制器、第二轮毂电机控制器、后驱电机控制器、电源管理系统和传感器模块输入的信号进行数据处理，输出控制指令至后驱电机控制器、第一轮毂电机控制器、第二轮毂电机控制器和电源管理系统，实现只驱动第一轮毂电机和第二轮毂电机的前轮驱动控制、只驱动后驱电机的后轮驱动控制或同时驱动第一轮毂电机、第二轮毂电机和后驱电机的四轮驱动控制以及辅助制动控制。进一步地，所述控制系统还包括用于实现整车控制器与第一轮毂电机控制器、第二轮毂电机控制器、后驱电机控制器、电源管理系统和传感器模块之间的数据通信的CAN总线。进一步地，传感器模块包括：用于测量方向盘实际转过角度的方向盘转角传感器，用于测量加速踏板实际开度的加速踏板位置传感器，用于测量制动踏板实际开度的制动踏板位置传感器。三个传感器的输出信号均输入至整车控制器。更进一步地，第一轮毂电机控制器、第二轮毂电机控制器和后驱电机控制器分别将第一轮毂电机转速传感器、第二轮毂电机转速传感器和后驱电机转速传感器(转速传感器是电机自带的)输出的转速信号和转矩信号(通过采集电机工作电流得到)反馈至整车控制器，实现闭环控制。进一步地，自动变速器包括选档机构和换档机构，在整车控制器的作用下实现自动选档和换档。进一步地，电池及电机高压供电装置用于为电机提供供电电源，包括：电池，主要由预充电电路和主充电电路组成的高压产生电路，保护电路。进一步地，电源管理系统将检测到的电池及电机高压供电装置的电池的单体电压及单体温度、整体电压、电池电压占满容量电压的百分比SOC反馈给整车控制器。整车控制器将整体电压和SOC送至汽车的电子仪表盘进行显示，根据SOC的大小发出电池电量过低提醒信号，根据电池的单体温度的大小发出电池故障报警信号，并输出控制指令至电源管理系统，由电源管理系统切断电池能量输出。一种应用所述控制系统对电动汽车进行控制的方法，包括：整车控制器对第一轮毂电机控制器、第二轮毂电机控制器、后驱电机控制器、电源管理系统和传感器模块输入的信号进行数据处理，输出控制指令至第一轮毂电机控制器、第二轮毂电机控制器、后驱电机控制器和电源管理系统，对电动汽车进行只驱动第一轮毂电机和第二轮毂电机的前轮驱动控制、只驱动后驱电机的后轮驱动控制或同时驱动第一轮毂电机、第二轮毂电机和后驱电机的四轮驱动控制以及辅助制动控制。进一步地，所述方法还包括选择驱动控制模式的步骤：通过操作驱动控制模式选择开关选择前轮驱动控制模式、后轮驱动控制模式或四轮驱动控制模式。当加速踏板位置传感器输出信号的大小超过急加速阈值时，不管电动汽车处理于哪种驱动控制模式，整车控制器都输出控制指令至后驱电机控制器、第一轮毂电机控制器和第二轮毂电机控制器，自动进行四轮驱动控制。进一步地，对电动汽车进行前轮驱动控制、后轮驱动控制或四轮驱动控制的方法包括：前轮驱动控制：整车控制器首先根据加速踏板位置传感器输出信号的大小确定第一轮毂电机和第二轮毂电机的总驱动力矩；然后根据方向盘转角传感器输出信号大小，按照方向盘转角越大第一轮毂电机和第二轮毂电机的驱动力矩差值越大的原则分配第一轮毂电机和第二轮毂电机的驱动力矩。分别向第一轮毂电机控制器和第二轮毂电机控制器发送包含驱动力矩信息的控制指令，第一轮毂电机控制器和第二轮毂电机控制器根据控制指令分别输出电机驱动信号至第一轮毂电机和第二轮毂电机。后轮驱动控制：整车控制器根据加速踏板位置传感器输出信号的大小确定后驱电机的驱动力矩，然后向后驱电机控制器发送包含驱动力矩信息的控制指令，后驱电机控制器根据控制指令输出电机驱动信号至后驱电机；整车控制器根据加速踏板位置传感器、后驱电机转速传感器输出信号的大小，确定使后驱电机工作在高效率区的自动变速器的档位，并输出控制信号至自动变速器进行自动换档。四轮驱动控制：整车控制器根据加速踏板传感器输出信号大小确定总驱动力矩，根据前、后轮(即前、后轴)的负荷比计算第一轮毂电机与第二轮毂电机的总驱动力矩和后驱电机的驱动力矩。按照前轮驱动控制所述方法获得第一轮毂电机和第二轮毂电机的驱动力矩，然后分别向第一轮毂电机控制器、第二轮毂电机控制器和后驱电机控制器发送包含驱动力矩信息的控制指令，第一轮毂电机控制器、第二轮毂电机控制器和后驱电机控制器根据控制指令分别输出电机驱动信号至第一轮毂电机、第二轮毂电机和后驱电机。整车控制器按照后轮驱动控制所述方法确定使后驱电机工作在高效率区的自动变速器的档位，并输出控制信号至自动变速器进行自动换档。自动变速器换档时后驱电机的驱动力矩出现短暂中断，在整车控制器的作用下提高第一轮毂电机和第二轮毂电机驱动力矩，使总驱动力矩不变。自动变速器换档完成后，第一轮毂电机和第二轮毂电机的驱动力矩变为与换档前一致。进一步地，确定使后驱电机工作在高效率区的自动变速器的档位的方法如下：根据加速踏板位置传感器、后驱电机转速传感器输出信号的大小，查自动变速器换档曲线得到使后驱电机工作在高效率区的自动变速器的档位。自动变速器换档曲线按照下述方法得到：将加速踏板位置传感器输出信号的范围等分成多个区间，对于每个区间的端点值，在自动变速器的每个档位下，以后驱电机的转速为横坐标、效率为纵坐标绘制转速-效率曲线，相邻两个档位间的转速-效率曲线的交点对应的后驱电机的转速即为换档点转速，后驱电机的转速为换档点转速时效率最高(即后驱电机工作在高效率区)。连接所有交点得到自动变速器换档曲线。进一步地，所述方法还包括故障监测与处理步骤：整车控制器实时监测电机的转速、转矩信号和自动变速器的档位信息。如果在设定的时间内收不到第一轮毂电机和第二轮毂电机的转速、转矩信号，说明第一轮毂电机或第一轮毂电机控制器和第二轮毂电机或第二轮毂电机控制器故障，发出故障报警信号；如果在设定的时间内收不到后驱电机的转速、转矩信号，说明后驱电机或后驱电机控制器故障，发出故障报警信号；如果自动变速器换档失败，在整车控制器作用下保持当前档位，重新进行一次换档，若换档仍未成功，发出故障报警信号；若换档成功，记录一次换档未成功故障。电源管理系统将检测到的电池及电机高压供电装置的电池的单体温度、电池电压占满容量电压的百分比SOC反馈给整车控制器。当SOC小于设定的阈值时发出电池电量过低提醒信号；当电池的单体温度超过设定的阈值时，整车控制器输出控制指令至电源管理系统，由电源管理系统切断电池能量输出，并发出故障报警信号。进一步地，所述方法还包括电机辅助制动控制步骤：整车控制器根据制动踏板位置传感器输出信号的大小确定制动力矩，并根据制动力矩的大小判断是一般制动还是紧急制动：当制动力矩的大小不超过设定的阈值时为一般制动请求，否则为紧急制动请求。采用电机制动实现一般制动控制：整车控制器根据制动力矩的大小按照每个车轮的制动力矩相同的原则确定第一轮毂电机、第二轮毂电机和/或后驱电机的制动力矩，分别向第一轮毂电机控制器、第二轮毂电机控制器和/或后驱电机控制器发送包含制动力矩信息的控制指令，第一轮毂电机控制器、第二轮毂电机控制器和/或后驱电机控制器根据控制指令，分别输出电机制动信号至第一轮毂电机、第二轮毂电机和/或后驱电机。同时，整车控制器向电源管理系统发送控制指令，电源管理系统控制电池及电机高压供电装置不再向电机提供能量，电机输出负转矩，电池及电机高压供电装置中的电池接收来自电机制动回收的能量。采取电机制动与机械制动相结合的方法实现紧急制动控制。本发明所述的电动汽车控制系统稍做改进，也可以将第一轮毂电机和第二轮毂电机应于于后面两个车轮，将集成了自动变速器的后驱电机应用于其他未驱动车轮(如前面两个车轮)。与现有技术相比，本发明具有以下有益效果：(1)本发明采用能够独立控制的第一轮毂电机和第二轮毂电机，具有传统驱动方法无法比拟的优势，能够保证两个车轮不滑转，减小了轮胎磨损，保证了电动汽车行驶的安全性；(2)本发明采用集成自动变速器的后驱电机，使后驱电机工作在高效率区，增加了后驱电机的使用寿命，有效提高了电动汽车的行驶里程；(3)本发明同时采用第一轮毂电机、第二轮毂电机和后驱电机，能够实现前轮驱动控制、后轮驱动控制或四轮驱动控制，而且在轮毂电机及轮毂电机控制器或后驱电机及后驱电机控制器发生故障时仍然能够使电动汽车正常行驶，提高了电动汽车工作的可靠性；(4)本发明采用电机辅助制动控制，增强了整车的制动性能，通过回收制动能量降低了能量损耗。附图说明图1为电动汽车控制系统组成框图。图中：1-整车控制器，2-后驱电机控制器，3-后驱电机，4-第一轮毂电机控制器，5-第二轮毂电机控制器，6-第一轮毂电机，7-第二轮毂电机，8-电源管理系统，9-电池及电机高压供电装置，10-传感器模块。具体实施方式下面结合附图和实施例对本发明做进一步说明。一种电动汽车控制系统，包括：整车控制器1，通过自动变速器与后面两个车轮机械连接的后驱电机3，后驱电机控制器2，集成在后驱电机3内部、通过驱动桥连接后面两个车轮的自动变速器，分别安装在前面两个车轮的轮毂内的第一轮毂电机6、第二轮毂电机7及第一轮毂电机控制器4、第二轮毂电机控制器5，传感器模块10，电池及电机高压供电装置9，电源管理系统8。整车控制器1对第一轮毂电机控制器4、第二轮毂电机控制器5、后驱电机控制器2、电源管理系统8和传感器模块10输入的信号进行数据处理，输出控制指令至后驱电机控制器2、第一轮毂电机控制器4、第二轮毂电机控制器5和电源管理系统8，实现只驱动第一轮毂电机6和第二轮毂电机7的前轮驱动控制、只驱动后驱电机3的后轮驱动控制或同时驱动第一轮毂电机6、第二轮毂电机7和后驱电机3的四轮驱动控制以及辅助制动控制。控制系统还包括用于实现整车控制器1与第一轮毂电机控制器4、第二轮毂电机控制器5、后驱电机控制器2、电源管理系统8和传感器模块10之间的数据通信的CAN总线。通过CAN总线，可以采集整车控制器所需的数据，也可以和其他控制器进行数据通信，还可以通过CAN总线对整车控制器进行标定和维护。通过检测CAN总线的负载率、错误帧，适当调整CAN报文的帧数、频率，可以减少通信冲突和错误，降低外部干扰，提高CAN总线的稳定性。传感器模块10包括：用于测量方向盘实际转过角度的方向盘转角传感器，用于测量加速踏板实际开度的加速踏板位置传感器，用于测量制动踏板实际开度的制动踏板位置传感器。三个传感器的输出信号均输入至整车控制器1。第一轮毂电机控制器4、第二轮毂电机控制器5和后驱电机控制器2分别将第一轮毂电机转速传感器、第二轮毂电机转速传感器和后驱电机转速传感器输出的转速信号和转矩信号反馈至整车控制器1，实现闭环控制。自动变速器为电控机械式自动变速器，包括选档机构和换档机构，在整车控制器1输出的控制信号作用下实现自动选档和换档。电池及电机高压供电装置9用于为电机提供供电电源，包括：电池，主要由预充电电路和主充电电路组成的高压产生电路，保护电路。电源管理系统8将检测到的电池及电机高压供电装置9的电池的单体电压及单体温度、整体电压、电池电压占满容量电压的百分比SOC反馈给整车控制器1。整车控制器1将整体电压和SOC送至汽车的电子仪表盘进行显示，根据SOC的大小发出电池电量过低提醒信号，根据电池的单体温度的大小发出电池故障报警信号，并输出控制指令至电源管理系统8，由电源管理系统8切断电池能量输出。一种应用所述控制系统对电动汽车进行控制的方法，包括：整车控制器1对第一轮毂电机控制器4、第二轮毂电机控制器5、后驱电机控制器2、电源管理系统8和传感器模块10输入的信号进行数据处理，输出控制指令至第一轮毂电机控制器4、第二轮毂电机控制器5、后驱电机控制器2和电源管理系统8，对电动汽车进行只驱动第一轮毂电机6和第二轮毂电机7的前轮驱动控制、只驱动后驱电机3的后轮驱动控制或同时驱动第一轮毂电机6、第二轮毂电机7和后驱电机3的四轮驱动控制以及辅助制动控制。所述方法还包括选择驱动控制模式的步骤：通过操作驱动控制模式选择开关选择前轮驱动控制模式、后轮驱动控制模式或四轮驱动控制模式。当加速踏板位置传感器输出信号的大小超过急加速阈值时，不管电动汽车处理于哪种驱动控制模式，整车控制器1都输出控制指令至后驱电机控制器2、第一轮毂电机控制器4和第二轮毂电机控制器5，自动进行四轮驱动控制。本发明提供的三种驱动控制模式因各自具有不同的特点而应用于不同的行驶情况：由于电动汽车工作在后轮驱动控制模式可以使后驱电机工作在高效率区，因此，当电动汽车正常行驶时一般都选择后轮驱动控制模式；由于电动汽车工作在前轮驱动控制模式时，第一轮毂电机6和第二轮毂电机7可以分配不同的驱动力矩，即可以对前面两个车轮进行互不影响的独立控制，因此，当电动汽车转弯或在环行道路上行驶时，一般选择前轮驱动控制模式；由于四轮驱动控制模式下三个电机同时工作，产生的驱动力矩最大，因此，当需要紧急加速时一般选择四轮驱动控制模式。四轮驱动控制模式可以通过驾驶员手动操作驱动控制模式选择开关进行选择，也可以通过大幅度踏压加速踏板进行自动选择。对电动汽车进行前轮驱动控制、后轮驱动控制或四轮驱动控制的方法包括：前轮驱动控制：整车控制器1首先根据加速踏板位置传感器输出信号的大小确定第一轮毂电机6和第二轮毂电机7的总驱动力矩；然后根据方向盘转角传感器输出信号大小，按照方向盘转角越大第一轮毂电机6和第二轮毂电机7的驱动力矩差值越大的原则分配第一轮毂电机6和第二轮毂电机7的驱动力矩。分别向第一轮毂电机控制器4和第二轮毂电机控制器5发送包含驱动力矩信息的控制指令，第一轮毂电机控制器4和第二轮毂电机控制器5根据控制指令分别输出电机驱动信号至第一轮毂电机6和第二轮毂电机7。由于进行前轮驱动控制时前面两个车轮分配不同的驱动力矩，电动汽车本身可以产生一个由外向内的横摆力矩，有效减轻驾驶员在转向行驶时操作方向盘的力矩，保证了整车行驶的安全性提高了电动汽车的操作稳定性；而且可保证两个车轮不滑转，减小了轮胎磨损，提高了行驶的安全性。后轮驱动控制：整车控制器1根据加速踏板位置传感器输出信号的大小确定后驱电机3的驱动力矩，然后向后驱电机控制器2发送包含驱动力矩信息的控制指令，后驱电机控制器2根据控制指令输出电机驱动信号至后驱电机3；整车控制器1根据加速踏板位置传感器、后驱电机转速传感器输出信号的大小，确定使后驱电机3工作在高效率区的自动变速器的档位，并输出控制信号至自动变速器进行自动换档。后轮驱动控制可以使后驱电机3工作在高效率区，增加了后驱电机的使用寿命，有效提高了电动汽车的行驶里程。四轮驱动控制：整车控制器1根据加速踏板传感器输出信号大小确定总驱动力矩，根据前、后轮(即前、后轴)的负荷比计算第一轮毂电机6与第二轮毂电机7的总驱动力矩和后驱电机3的驱动力矩。按照前轮驱动控制所述方法获得第一轮毂电机6和第二轮毂电机7的驱动力矩，然后分别向第一轮毂电机控制器4、第二轮毂电机控制器5和后驱电机控制器2发送包含驱动力矩信息的控制指令，第一轮毂电机控制器4、第二轮毂电机控制器5和后驱电机控制器2根据控制指令分别输出电机驱动信号至第一轮毂电机6、第二轮毂电机7和后驱电机3。整车控制器1按照后轮驱动控制所述方法确定使后驱电机3工作在高效率区的自动变速器的档位，并输出控制信号至自动变速器进行自动换档。自动变速器换档时后驱电机的驱动力矩出现短暂中断，此时，在整车控制器1的作用下提高第一轮毂电机6和第二轮毂电机7驱动力矩，使总驱动力矩不变。自动变速器换档完成后，第一轮毂电机6和第二轮毂电机7的驱动力矩变为与换档前一致。通过这种驱动控制，不仅有效保证汽车动力不间断，而且保证自动变速器换档时整车的总驱动力不变，提高了电动汽车的舒适性。确定使后驱电机3工作在高效率区的自动变速器的档位的方法如下：根据加速踏板位置传感器、后驱电机转速传感器输出信号的大小，查自动变速器换档曲线得到使后驱电机3工作在高效率区的自动变速器的档位。自动变速器换档曲线按照下述方法得到：将加速踏板位置传感器输出信号的范围等分成多个区间，对于每个区间的端点值，在自动变速器的每个档位下，以后驱电机3的转速为横坐标、效率为纵坐标绘制转速-效率曲线，相邻两个档位间的转速-效率曲线的交点对应的后驱电机3的转速即为换档点转速，后驱电机3的转速为换档点转速时效率最高(即后驱电机3工作在高效率区)。连接所有交点得到自动变速器换档曲线。所述方法还包括故障监测与处理步骤：整车控制器1实时监测电机的转速、转矩信号和自动变速器的档位信息。如果在设定的时间内收不到第一轮毂电机6和第二轮毂电机7的转速、转矩信号，说明第一轮毂电机6或第一轮毂电机控制器4和第二轮毂电机7或第二轮毂电机控制器5故障，发出故障报警信号；如果在设定的时间内收不到后驱电机3的转速、转矩信号，说明后驱电机3或后驱电机控制器2故障，发出故障报警信号；如果自动变速器换档失败，在整车控制器1作用下保持当前档位，重新进行一次换档，若换档仍未成功，发出故障报警信号；若换档成功，记录一次换档未成功故障。电源管理系统8将检测到的电池及电机高压供电装置9的电池的单体温度、电池电压占满容量电压的百分比SOC反馈给整车控制器1。当SOC小于设定的阈值时发出电池电量过低提醒信号；当电池的单体温度超过设定的阈值时，整车控制器1输出控制指令至电源管理系统8，由电源管理系统8切断电池能量输出，并发出故障报警信号。所述方法还包括电机辅助制动控制步骤：整车控制器1根据制动踏板位置传感器输出信号的大小确定制动力矩，并根据制动力矩的大小判断是一般制动还是紧急制动：当制动力矩的大小不超过设定的阈值时为一般制动请求，否则为紧急制动请求。采用电机制动实现一般制动控制：整车控制器1根据制动力矩的大小按照每个车轮的制动力矩相同的原则确定第一轮毂电机6、第二轮毂电机7和/或后驱电机3的制动力矩，分别向第一轮毂电机控制器4、第二轮毂电机控制器5和/或后驱电机控制器2发送包含制动力矩信息的控制指令，第一轮毂电机控制器4、第二轮毂电机控制器5和/或后驱电机控制器2根据控制指令，分别输出电机制动信号至第一轮毂电机6、第二轮毂电机7和/或后驱电机3。同时，整车控制器1向电源管理系统8发送控制指令，电源管理系统8控制电池及电机高压供电装置9不再向电机提供能量，电机输出负转矩，电池及电机高压供电装置9中的电池接收来自电机制动回收的能量。对应三种驱动控制模式，辅助制动控制模式也分为三种：前轮制动控制模式，后轮制动控制模式，四轮制动控制模式。采用电机辅助制动控制不仅能够满足驾驶员的制动要求，而且提高了能量的利用率，对原有机械制动有很好的辅助功能，增强了整车的制动性能。采取电机制动与机械制动相结合的方法实现紧急制动控制。本发明不限于上述实施方式，本领域技术人员所做出的对上述实施方式任何显而易见的改进或变更，都不会超出本发明的构思和所附权利要求的保护范围。 | 本发明涉及一种电动汽车控制系统及方法。所述系统包括：整车控制器，通过自动变速器与后面两个车轮机械连接的后驱电机，后驱电机控制器，集成在后驱电机内部通过驱动桥连接后面两个车轮的自动变速器，分别安装在前面两个车轮的轮毂内的第一轮毂电机、第二轮毂电机及第一轮毂电机控制器、第二轮毂电机控制器，传感器模块，电池及电机高压供电装置，电源管理系统。前面两个车轮可独立控制，使两个车轮不滑转，减小了轮胎磨损；采用集成自动变速器的后驱电机，使后驱电机工作在高效率区，增加了后驱电机的使用寿命，提高了行驶里程；采用四轮驱动可实现紧急加速；采用电机辅助制动控制，增强了整车的制动性能，通过回收制动能量降低了能量损耗。 | CN:201610494220.3A | https://patentimages.storage.googleapis.com/68/47/9e/9070a8188c3cbd/CN106080206B.pdf | CN:106080206:B | 李占江, 李麟, 孙明江 | Nanjing Yuebo Power System Co Ltd | NaN | Not available | 2018-06-22 | 1.一种电动汽车控制系统，其特征在于，包括：整车控制器，通过自动变速器与后面两个车轮机械连接的后驱电机，后驱电机控制器，集成在后驱电机内部、通过驱动桥连接后面两个车轮的自动变速器，分别安装在前面两个车轮的轮毂内的第一轮毂电机、第二轮毂电机及第一轮毂电机控制器、第二轮毂电机控制器，传感器模块，电池及电机高压供电装置，电源管理系统；整车控制器对第一轮毂电机控制器、第二轮毂电机控制器、后驱电机控制器、电源管理系统和传感器模块输入的信号进行数据处理，输出控制指令至后驱电机控制器、第一轮毂电机控制器、第二轮毂电机控制器和电源管理系统，实现只驱动第一轮毂电机和第二轮毂电机的前轮驱动控制、只驱动后驱电机的后轮驱动控制或同时驱动第一轮毂电机、第二轮毂电机和后驱电机的四轮驱动控制以及辅助制动控制；, 电源管理系统将检测到的电池及电机高压供电装置的电池的单体电压及单体温度、整体电压、电池电压占满容量电压的百分比SOC反馈给整车控制器；整车控制器将整体电压和SOC送至汽车的电子仪表盘进行显示，根据SOC的大小发出电池电量过低提醒信号，根据电池的单体温度的大小发出电池故障报警信号，并输出控制指令至电源管理系统，由电源管理系统切断电池能量输出。, \n \n, 2.根据权利要求1所述的电动汽车控制系统，其特征在于，所述控制系统还包括用于实现整车控制器与第一轮毂电机控制器、第二轮毂电机控制器、后驱电机控制器、电源管理系统和传感器模块之间的数据通信的CAN总线。, \n \n, 3.根据权利要求1所述的电动汽车控制系统，其特征在于，传感器模块包括：用于测量方向盘实际转过角度的方向盘转角传感器，用于测量加速踏板实际开度的加速踏板位置传感器，用于测量制动踏板实际开度的制动踏板位置传感器；三个传感器的输出信号均输入至整车控制器。, \n \n, 4.根据权利要求3所述的电动汽车控制系统，其特征在于，第一轮毂电机控制器、第二轮毂电机控制器和后驱电机控制器分别将第一轮毂电机转速传感器、第二轮毂电机转速传感器和后驱电机转速传感器输出的转速信号和转矩信号反馈至整车控制器，实现闭环控制。, \n \n, 5.根据权利要求1所述的电动汽车控制系统，其特征在于，自动变速器包括选档机构和换档机构，在整车控制器的作用下实现自动选档和换档。, \n \n, 6.根据权利要求1所述的电动汽车控制系统，其特征在于，电池及电机高压供电装置用于为电机提供供电电源，包括：电池，主要由预充电电路和主充电电路组成的高压产生电路，保护电路。, \n \n \n \n \n \n \n, 7.一种应用权利要求1～6任意一项所述控制系统对电动汽车进行控制的方法，其特征在于，包括：整车控制器对第一轮毂电机控制器、第二轮毂电机控制器、后驱电机控制器、电源管理系统和传感器模块输入的信号进行数据处理，输出控制指令至第一轮毂电机控制器、第二轮毂电机控制器、后驱电机控制器和电源管理系统，对电动汽车进行只驱动第一轮毂电机和第二轮毂电机的前轮驱动控制、只驱动后驱电机的后轮驱动控制或同时驱动第一轮毂电机、第二轮毂电机和后驱电机的四轮驱动控制以及辅助制动控制；, 对电动汽车进行前轮驱动控制、后轮驱动控制或四轮驱动控制的方法包括：, 前轮驱动控制：整车控制器首先根据加速踏板位置传感器输出信号的大小确定第一轮毂电机和第二轮毂电机的总驱动力矩；然后根据方向盘转角传感器输出信号大小，按照方向盘转角越大第一轮毂电机和第二轮毂电机的驱动力矩差值越大的原则分配第一轮毂电机和第二轮毂电机的驱动力矩；分别向第一轮毂电机控制器和第二轮毂电机控制器发送包含驱动力矩信息的控制指令，第一轮毂电机控制器和第二轮毂电机控制器根据控制指令分别输出电机驱动信号至第一轮毂电机和第二轮毂电机；, 后轮驱动控制：整车控制器根据加速踏板位置传感器输出信号的大小确定后驱电机的驱动力矩，然后向后驱电机控制器发送包含驱动力矩信息的控制指令，后驱电机控制器根据控制指令输出电机驱动信号至后驱电机；整车控制器根据加速踏板位置传感器、后驱电机转速传感器输出信号的大小，确定使后驱电机工作在高效率区的自动变速器的档位，并输出控制信号至自动变速器进行自动换档；, 四轮驱动控制：整车控制器根据加速踏板传感器输出信号大小确定总驱动力矩，根据前、后轮的负荷比计算第一轮毂电机与第二轮毂电机的总驱动力矩和后驱电机的驱动力矩；按照前轮驱动控制所述方法获得第一轮毂电机和第二轮毂电机的驱动力矩，然后分别向第一轮毂电机控制器、第二轮毂电机控制器和后驱电机控制器发送包含驱动力矩信息的控制指令，第一轮毂电机控制器、第二轮毂电机控制器和后驱电机控制器根据控制指令分别输出电机驱动信号至第一轮毂电机、第二轮毂电机和后驱电机；整车控制器按照后轮驱动控制所述方法确定使后驱电机工作在高效率区的自动变速器的档位，并输出控制信号至自动变速器进行自动换档；自动变速器换档时后驱电机的驱动力矩出现短暂中断，在整车控制器1的作用下提高第一轮毂电机6和第二轮毂电机7驱动力矩，使总驱动力矩不变；自动变速器换档完成后，第一轮毂电机6和第二轮毂电机7的驱动力矩变为与换档前一致。, \n \n, 8.根据权利要求7所述方法，其特征在于，所述方法还包括选择驱动控制模式的步骤：通过操作驱动控制模式选择开关选择前轮驱动控制模式、后轮驱动控制模式或四轮驱动控制模式；当加速踏板位置传感器输出信号的大小超过急加速阈值时，不管电动汽车处理于哪种驱动控制模式，整车控制器都输出控制指令至后驱电机控制器、第一轮毂电机控制器和第二轮毂电机控制器，自动进行四轮驱动控制。, \n \n, 9.根据权利要求7所述方法，其特征在于，确定使后驱电机工作在高效率区的自动变速器的档位的方法如下：, 根据加速踏板位置传感器、后驱电机转速传感器输出信号的大小，查自动变速器换档曲线得到使后驱电机工作在高效率区的自动变速器的档位；自动变速器换档曲线按照下述方法得到：将加速踏板位置传感器输出信号的范围等分成多个区间，对于每个区间的端点值，在自动变速器的每个档位下，以后驱电机的转速为横坐标、效率为纵坐标绘制转速-效率曲线，相邻两个档位间的转速-效率曲线的交点对应的后驱电机的转速即为换档点转速，后驱电机的转速为换档点转速时效率最高；连接所有交点得到自动变速器换档曲线。, \n \n, 10.根据权利要求7所述方法，其特征在于，所述方法还包括故障监测与处理步骤：, 整车控制器实时监测电机的转速、转矩信号和自动变速器的档位信息；如果在设定的时间内收不到第一轮毂电机和第二轮毂电机的转速、转矩信号，说明第一轮毂电机或第一轮毂电机控制器和第二轮毂电机或第二轮毂电机控制器故障，发出故障报警信号；如果在设定的时间内收不到后驱电机的转速、转矩信号，说明后驱电机或后驱电机控制器故障，发出故障报警信号；如果自动变速器换档失败，在整车控制器作用下保持当前档位，重新进行一次换档，若换档仍未成功，发出故障报警信号；若换档成功，记录一次换档未成功故障；, 电源管理系统将检测到的电池及电机高压供电装置的电池的单体温度、电池电压占满容量电压的百分比SOC反馈给整车控制器；当SOC小于设定的阈值时发出电池电量过低提醒信号；当电池的单体温度超过设定的阈值时，整车控制器输出控制指令至电源管理系统，由电源管理系统切断电池能量输出，并发出故障报警信号。, \n \n, 11.根据权利要求7所述方法，其特征在于，所述方法还包括电机辅助制动控制步骤：, 整车控制器根据制动踏板位置传感器输出信号的大小确定制动力矩，并根据制动力矩的大小判断是一般制动还是紧急制动：当所述制动力矩的大小不超过设定的阈值时为一般制动请求，否则为紧急制动请求；, 采用电机制动实现一般制动控制：整车控制器根据制动力矩的大小按照每个车轮的制动力矩相同的原则确定第一轮毂电机、第二轮毂电机和/或后驱电机的制动力矩，分别向第一轮毂电机控制器、第二轮毂电机控制器和/或后驱电机控制器发送包含制动力矩信息的控制指令，第一轮毂电机控制器、第二轮毂电机控制器和/或后驱电机控制器根据控制指令，分别输出电机制动信号至第一轮毂电机、第二轮毂电机和/或后驱电机；同时，整车控制器向电源管理系统发送控制指令，电源管理系统控制电池及电机高压供电装置不再向电机提供能量，电机输出负转矩，电池及电机高压供电装置中的电池接收来自电机制动回收的能量；, 采取电机制动与机械制动相结合的方法实现紧急制动控制。 | CN | China | Active | B | True |
| 204 | Recharging of battery electric vehicles on a smart electrical grid system \n | US11159043B2 | This application is a Continuation of, and claims the priority benefit of, U.S. application Ser. No. 13/174,227 filed Jun. 30, 2011.\nEmbodiments of the inventive subject matter generally relate to the field of electrical power, and, more particularly, to recharging of battery electric vehicles.\nBattery electric vehicles use electric motors powered by rechargeable battery packs for propulsion. Battery electric vehicles are in contrast to the conventional vehicles that use internal combustion engines for propulsion. Recharging stations are becoming more prevalent to enable operators of these battery electric vehicles to recharge their rechargeable battery packs. The recharging stations can be coupled to an electrical grid system.\nThe electrical grid systems could be strained if battery electric vehicles are plugged in en masse at times of peak electricity demand. Utilities are likely to offer discounted rates to encourage off-peak charging, especially overnight. However in a system where most vehicles can be battery electric vehicles (BEVs), charging demand will be high even during peak hours. Also, because these devices (unlike houses) are mobile, the location of the electrical need is not as predictable.\nSome example embodiments include a method for recharging a number of battery electric vehicles. The method include receiving (by a control module configured to control an electrical grid system that include a number of recharging stations that are configured to recharge the number of battery electric vehicles and from the number of battery electric vehicles) usage data that comprises a current charge level, a current location, and a planned itinerary that includes a destination. The method includes determining, by the control module, anticipated electrical loads in the number of sectors of the electrical grid system based on the usage data of the number of battery electric vehicles. The method also includes redistributing, by the control module, the electrical supply on the electrical grid system to at least one recharging station of the number of recharging stations based on the anticipated electrical loads, prior to actual usage defined by the usage data by the number of battery electric vehicles.\nSome example embodiments include a method for recharging a mass transit battery electric vehicle. The method includes receiving, by a control module and from the mass transit battery electric vehicle while in transit along a route having a number of stops for passenger pickup, a current charge level and a current location. The number of stops includes recharging stations configured to recharge the mass transit battery electric vehicle. The method includes receiving, by the control module and from a next stop of the number of stops along the route for the mass transit battery electric vehicle, an anticipated stop time at the next stop for the mass transit battery electric vehicle. The method includes determining, by the control module, a required power output to be supplied to the mass transit battery electric vehicle by the recharging station at the next stop based on the current charge level. The required power output comprises an amount of power to be supplied within the anticipated stop time at the next stop. Also, the required power output comprises the amount of power needed to satisfy a minimum amount of charge to enable the mass transit battery electric vehicle to arrive at a subsequent stop of the number of stops after the next stop. The method includes transmitting, to the recharging station at the next stop, the required power output to be supplied to the mass transit battery electric vehicle by the recharging station.\nSome example embodiments include a computer program product for recharging a number of battery electric vehicles. The computer program product includes a computer readable storage medium having computer usable program code embodied therewith. The computer usable program code includes a computer usable program code configured to receive from the number of battery electric vehicles that are to recharge at a number of recharging stations of an electrical grid system usage data. The usage data includes a current charge level, a current location, and a planned itinerary that includes a destination. The computer usable program code is configured to determine anticipated electrical loads at the number of recharging stations of the electrical grid system based on the usage data of the number of battery electric vehicles. The computer usable program code is configured to deny access to at least one recharging station of the number of recharging stations by at least one battery electric vehicle of the number of battery electric vehicles based on the anticipated electrical loads in the number of sectors of the electrical grid system.\nThe present embodiments may be better understood, and numerous objects, features, and advantages made apparent to those skilled in the art by referencing the accompanying drawings.\n FIG. 1 depicts a system for recharging a battery electric vehicle, according to some example embodiments.\n FIG. 2 depicts a segmentation of a geographical location having recharging stations for recharging battery electric vehicles, according to some example embodiments.\n FIG. 3 depicts a system for recharging mass transit battery electric vehicles at passenger stops, according to some example embodiments.\n FIG. 4 depicts a flowchart of operations for recharging battery electric vehicles, according to some example embodiments.\n FIG. 5 depicts a flowchart of operations for enhanced usage and pricing for recharging battery electric vehicles, according to some example embodiments.\n FIG. 6 depicts a flowchart of operations for recharging mass transit battery electric vehicles at passenger stops, according to some example embodiments.\n FIG. 7 depicts a computer system, according to some example embodiments.\nThe description that follows includes exemplary systems, methods, techniques, instruction sequences and computer program products that embody techniques of the present inventive subject matter. However, it is understood that the described embodiments may be practiced without these specific details. In other instances, well-known instruction instances, protocols, structures and techniques have not been shown in detail in order not to obfuscate the description.\nIn some example embodiments, an electrical grid system supplies electrical power of a network to a number of recharging stations that can be used by operators of battery electric vehicles to recharges their vehicles. In some example embodiments, the electrical grid system collects usage data from the different battery electric vehicles. The electrical grid system can receive this data based on different types of network communications (wired and wireless). For example, the system can receive this data wireless from an onboard computer of the battery electric vehicle, a smart phone of the operator that is communicatively coupled to the onboard computer of the battery electric vehicle, etc.\nIn some example embodiments, a battery electric vehicle provides its usage data (including remaining charge, current location, etc.). In response to receiving the usage data, a control module of the electrical grid system can determine vehicle current charge needs and provide the driver of the battery electric vehicle with optimal recharge locations. For example, the optimal recharge location can be the location having the least impact on the electrical grid, the location that is least expensive, the location that can recharge the quickest (the recharge time), the location have the least environmental impact, etc. While conventional Global Positioning Systems (GPSs) can provide a nearest recharging location, these conventional systems do not provide the driver with suggestions of a recharging location based on knowledge of vehicle density, price, recharge time, etc. (as described herein).\nAccordingly, some example embodiments provide an integrated approach for recharging of battery electric vehicles that includes providing information to the electrical grid system regarding a driver's potential recharging needs for their vehicle based on their location. The control module of the electrical grid system can use this data to distribute load to other parts of the electrical grid that has more capacity. The control module can distribute the load by suggesting alternative recharging locations for a vehicle and/or by denying recharging at particular recharging stations.\nThe drivers can provide their battery electric vehicle's current charge level and destination. Based on this data, the control module of the electrical grid system can dynamically shift electrical supply on the grid to anticipate localized demand. For example, if a certain number of vehicles will require recharge in certain recharging stations and the current electrical supply for these recharging stations is insufficient, the control module can shift electrical supply from other parts of its system that will be underused during this time to these recharging stations (thereby satisfying this demand that is to occur because of upcoming recharges of these vehicles). Accordingly, because these battery electric vehicles transmit their current charge level and proposed destination, the control module of the electrical grid system is able to more accurately predict the likelihood of the need for a recharging session at particular recharging stations.\nThe drivers of the battery electric vehicles can rely on a device (e.g., onboard computer) within their vehicle or a separate device (e.g., a driver's mobile device, such as a smart phone) to determine and enter the following information about the vehicle into the electrical grid system—1) current charge level, 2) current location, and 3) planned itinerary. In some example embodiments, based on this usage data provided about the battery electric vehicle, the control module of the electrical grid system determines if the driver will be unable to complete the trip defined by their planned itinerary. If the driver is unable, the control module can provide an alternative itinerary, different optimal recharging locations to recharge the vehicle, etc. In some example embodiments, the control module provides suggested recharging stations based on one or more of the following: 1) price, 2) density of vehicles at the recharging station, 3) traffic near the recharging station, 4) learned patterns established from typically-used recharging stations, 5) changes in elevations on the route, etc.\nAs further described below, some example embodiments incorporate dynamic pricing for power supplied at the charging stations. The pricing can be based on both demand and other service oriented needs. Also, some example embodiments have application to mass transit battery electric vehicles (e.g., buses, trains, etc.).\n FIG. 1 depicts a system for recharging a battery electric vehicle, according to some example embodiments. FIG. 1 depicts a system 100 that illustrates a single battery electric vehicle (a battery electric vehicle 102) and a single recharging station (a recharging station 106). The system 100 can be expanded to cover any number of battery electric vehicles and recharging stations. The system 100 also includes public utility services 114, private utility services 112, a Global Positioning System (GPS) satellite 110, and a power generator 108. A mobile device 104 can be owned by an operator of the battery electric vehicle 102 and can be various types of devices (e.g., smart phone, Personal Digital Assistant (PDA), tablet computer, notebook computer, etc.).\nThe public utility services 114 include a server 116, and the private utility services 112 include a server 118. These services can include other types of devices and computers for receiving and transmitting network communications and providing control of different parts of the system 100 (as further described below). While shown as being separate, the operations provided by the private utility services 112 and the public utility services 114 can be combined. In this example, the server 118 includes a control module 120. The control module 120 can be software, firmware, hardware or a combination thereof. For example, the control module 120 can be software that is loaded into a processor for execution therein.\nThe GPS satellite 110 transmits a GPS signal 122 to at least one of the battery electric vehicle 102 and the mobile device 104. For example, the battery electric vehicle 102 can have an onboard computer. The onboard computer and the mobile device 104 can determine a global position of the battery electric vehicle 102 based on the GPS signal 122. At least one of the battery electric vehicle 102 and the onboard computer is also communicatively coupled to the server 116 (wireless communication 124). The server 116 is communicatively coupled to the server 118. The server 118 is communicatively coupled to the power generator 108. The power generator 108 is communicatively coupled to the recharging station 106 to provide power to the recharging station 106 that is to be used for recharging battery electric vehicles. The communications between the server 116 and the server 118, the server 118 and the power generator 108 can be wired or wireless. In this example, the battery electric vehicle 102 is a distance 150 from the recharging station 106.\nIn some example embodiments, the driver of the battery electric vehicle 102 provides their battery electric vehicle's current charge level and destination to the control module 120. Based on this data, the control module 120 can dynamically shift electrical supply on the grid to anticipate localized demand. For example, if a certain number of vehicles will require recharge at the recharging station 106 and the current electrical supply for the recharging station 106 is insufficient, the control module 120 can shift electrical supply from other parts of its system that will be underused during this time to the recharging station 106 (thereby satisfying this demand that is to occur because of upcoming recharges of these vehicles). In particular, the power generator 108 can be supplying power to multiple recharging stations (not shown in FIG. 1). The control module 120 can transmit instructions to the power generator 108 to supply additional power to the recharging station 106 and supply less power to the other recharging stations. Accordingly, because these battery electric vehicles transmit their current charge level and proposed destination, the control module 120 is able to more accurately predict the likelihood of the need for a recharging session at particular recharging stations.\nUsing at least one the mobile device 104 and an integrated device (e.g., onboard computer) of the battery electric vehicle 102, the driver of the battery electric vehicle 102 provides, to the control module 120 (through the communication 124) one or more of the following: 1) current charge level, 2) current location, and 3) planned itinerary. In some example embodiments, based on this usage data provided about the battery electric vehicle 102, the control module 120 determines if the driver will be unable to complete the trip defined by their planned itinerary. If the driver is unable, the control module 102 provides an alternative itinerary, different optimal recharging locations to recharge the vehicle, etc. In some example embodiments, the control module 120 provides, to the driver, suggested recharging stations based on one or more of the following: 1) price, 2) density of vehicles at the recharging station, 3) traffic near the recharging station, 4) learned patterns established from typically-used recharging stations, 5) changes in elevations on the route, etc.\nIn some example embodiments, the control module 120 determines future charging needs of multiple battery electric vehicles (BEVs). For example, the battery electric vehicles can transmit their charging needs prior to arriving at a recharging station for a recharge session. The battery electric vehicles can also transmit an indication that a charging session is needed at a recharging station. The charging needs can be based on the current location and current charge of the battery electric vehicle and the location of a selected recharging station.\nIn some example embodiments, the driver of the battery electric vehicle 102 is provided with an interface to interact with the electrical grid system. For example, a web service or Software as a Solution (SaaS) implementation can allow for this interaction with the control module 120, the recharging station 106, etc. from any location. This interface can be provided through any type of device (e.g., smart phone, onboard computer on the battery electric vehicle, etc.).\nIn some example embodiments, the control module 120 determines a charge rate for a charge station for the battery electric vehicle 102 prior to arrival. The control module 120 can then provide this charge rate to the battery electric vehicle 102 prior to arrival. The control module 120 can make this determination of the charge rate based on the number of battery electric vehicles and amount of power needed for such vehicles currently charging at the recharging station 106, the number of battery electric vehicles and amount of power needed for such vehicles that are to arrive for charging at the recharging station 106, the time of day, the location of the recharging station 106, etc.\nThe recharging station 106 can vary the amount of power output provided to the battery electric vehicle 102. A larger power output for a given time T can cost more than a lesser power output for the same time T. In some example embodiments, this variable power output is used to provide power to the battery electric vehicle 102 in a charge time (tcharge) that satisfies a required time to reach the desired recharging station or final destination (Ttotal). Also, the time of the commute (tcommute) based on various conditions (traffic, weather, etc.) is also factor:\n\nT total =t charge +t commute \n\nAccordingly, if the time of the commute is greater because of traffic, weather, etc., the power output at the recharging station 106 can be increased to lower the charge time so that the total time can be met. Conversely, if the time of the commute is less, the power output at the recharging station 106 can be decreased to increase the charge time so that the total time can be met.\nIn some example embodiments, the control module 120 provides the driver of the battery electric vehicle 102 with environmental impact feedback information for a charging request for a selected charge session and projected impact at alternative times or recharging locations. For example, power being provided at a recharging station from solar or wind would have less environmental impact than power being provided by a different recharging station that is derived from traditional power sources (e.g., hydrocarbons).\nIn some example embodiments, the control module 120 incorporate dynamic pricing for power supplied at the recharging stations. The pricing can be based on both demand and other service oriented needs. Two common denominators for drivers of battery electric vehicles include 1) locations available for recharging, and 2) the time required to recharge. A pricing model can be based on these two denominators. In some example embodiments, the control module 120 enables a driver of a battery electric vehicle to reserve a spot at a particular recharging station for a specific time and for a specific time period. In some example embodiments, a driver of a battery electric vehicle can reserve a spot at a particular charging station for a specific time period (independent of a specific time). A driver of a battery electric vehicle can also reserve a spot at for a specific time period (independent of a specific time and independent of a particular charging station). In other words, the driver can charge their battery electric vehicle for a set time period (e.g., one hour) at any recharging location at any time. The driver of a battery vehicle can purchases these different types of recharges and be provided with some type of electronic token that is presented for redemption. For example, the driver can transmit the electronic token to the control module 120 for redemption through a wireless communication using their smart phone, the onboard computer of the battery electric vehicle, etc. This electronic token communication can also be performed in real time, directly or indirectly through an intermediary service (e.g., electronic advertisements).\nIn some example embodiments, the control module 120 varies the pricing for power based on willingness of the driver to accept an indeterminate charge time. For example, the driver of the battery electric vehicle 102 can purchase an 80% recharge of their battery electric vehicle 102 at the recharging station 106. However, the time period required to charge to 80% is indeterminate but within a certain range. Charge time can vary. For example, charge time can increase or decrease dynamically based on real time demand. Charge time can also increase or decrease dynamically based on the driver's willingness to pay a premium for preferential or unrestricted service.\nIn some example embodiments, the power distribution across multiple recharging stations dynamic and is based on a number of factors (e.g., usage, traffic density, cost, etc.). To illustrate, FIG. 2 depicts a segmentation of a geographical location having recharging stations for recharging battery electric vehicles, according to some example embodiments. A segmentation 200 can be of any type of geographical location having recharging stations therein. For example, the geographical location can be a part of a city, an entire city, a county, a state, a country, etc. In this example, the segmentation 200 includes four different sectors—a sector A 202, a sector B 204, a sector C 206, and a sector D 208. As shown, the different sectors have varying density of recharging locations and battery electric vehicles. The battery electric vehicles are not constrained to a given sector and can travel among any of the sectors.\nThe sector A 202 includes two recharging stations—a recharging station 210 and a recharging station 212. In the snapshot shown, there are six battery electric vehicles in the sector A 202—a battery electric vehicle 240, a battery electric vehicle 242, a battery electric vehicle 246, a battery electric vehicle 248, a battery electric vehicle 250, and a battery electric vehicle 252. The sector B 204 includes one recharging station—a recharging station 214. In the snapshot shown, there are two battery electric vehicles in the sector B 204—a battery electric vehicle 254 and a battery electric vehicle 256.\nThe sector C 206 includes five recharging stations—a recharging station 216, a recharging station 218, a recharging station 220, a recharging station 222, and a recharging station 224. In the snapshot shown, there are nine battery electric vehicles in the sector C 206—a battery electric vehicle 258, a battery electric vehicle 260, a battery electric vehicle 262, a battery electric vehicle 264, a battery electric vehicle 266, a battery electric vehicle 268, a battery electric vehicle 270, a battery electric vehicle 272, and a battery electric vehicle 274. The sector D 208 includes three recharging stations—a recharging station 226, a recharging station 228, and a recharging station 230. In the snapshot shown, there are two battery electric vehicles in the sector D 208—a battery electric vehicle 276 and a battery electric vehicle 278. In some example embodiments, the control module 120 (shown in FIG. 1) dynamically distributes the power to the different recharging stations based on usage data that is received from the battery electric vehicles in real time.\nThere are also other results of these battery electric vehicles transmitting their current charge level and proposed destination to the electrical grid system. For example, mobile rescue charge units can be more easily dispatched if a battery electric vehicle is stranded between recharging stations because it is out of charge. Another result can be dynamically setting preferential charging rates based on the willingness of operators to disclose this information and based on the number and density of operators who do disclose. In particular, an operator can be provided with a discounted charge rate for their disclosure. Another result can be dynamically setting preferential charging rates based on the willingness of the operators to go to an alternative recharging station (to reduce electrical load in a given sector of the electrical grid).\nIn some example embodiments, the control module 120 (see FIG. 1) leverages the knowledge of the future charging needs and locations of the battery electric vehicles to accurately project power needs some time in the future in variable increments of time. Based on this knowledge, the control module 120 redistributes power on the electrical grid that supplies power to the various recharging stations used by the battery electric vehicles. The control module 120 provides more power to specific recharging stations, sectors, etc. on the power grid or increase associated generating capacity (based on anticipation of the need rather than being reactive to power needs on the power grid). For example, based on usage data received from the different battery electric vehicles, the control module 120 shifts power being supplied to the recharging stations 226-230 in the sector D to the recharging stations 210-210 in the sector A.\nIn some example embodiments, the control module 120 (see FIG. 1) provides a location based service that determines the current power needs of a battery electric vehicle at location X and the calculated power needs of the battery electric vehicle once the destination of the desired charging station is reached (location X+ΔX). The control module 120 determines the most desirable charging station for a battery electric vehicle based on a number of factors (e.g., current charging needs, current location, environmental conditions, cost basis, etc.). For example, for the battery electric vehicle 256, the recharging station 214 is close but requires the battery electric vehicle 256 is travel up a hill, while the recharging station 226 can be farther and not require the battery electric vehicle 256 to travel up a hill. In such a situation, the control module 120 can recommend the recharging station 226 can be the most desirable recharging station for the battery electric vehicle 256.\nIn some example embodiments, the control module 120 (see FIG. 1) leverages the information about the charge time (tcharge) and the time of the compute (tcommute) for the different battery electric vehicles that use the electrical grid in order to redistribute the power at the different charging stations. In particular, the control module 120 can determine the power output at each of a selected series of recharging stations in order to fulfill the charge level requirements of itineraries of the different battery electric vehicles (taking into consideration the charge times at each station).\nIn some example embodiments, the power output at the recharging stations affects the price. For example, power output X per unit of time costs more than power output Y per same unit of time (where X is greater than Y). The pricing for power supplied at recharging stations can also be based on congestion relative to the recharging stations. The higher congestion for usage of power at the recharging station causes the price of the power supplied to increase.\nSome example embodiments have application for mass transit vehicles (e.g., buses, trains, etc.) where frequent stops are made to pickup and drop-off passengers. The passenger stops can be charging stations. To illustrate, FIG. 3 depicts a system for recharging mass transit battery electric vehicles at passenger stops, according to some example embodiments. In particular, FIG. 3 depicts a system 300 for recharging a mass transit battery electric vehicle 302.\nThe system 300 includes utility services 304 that include a server 306. These services can include other types of devices and computers for receiving and transmitting network communications and providing control of different parts of the system 300 (as further described below). The server 306 includes a control module 308. The control module 308 can be software, firmware, hardware or a combination thereof. For example, the control module 308 can be software that is loaded into a processor for execution therein.\nThe system 300 also includes a GPS satellite 310 transmits a GPS signal 322 to the mass transit battery electric vehicle 302. For example, the mass transit battery electric vehicle 302 can have an onboard computer. The onboard computer determines a global position of the mass transit battery electric vehicle 302 based on the GPS signal 322. The onboard computer of the mass transit battery electric vehicle 302 is also communicatively coupled to the server 306 (wireless communication 324).\nThe mass transit battery electric vehicle 302 has a route that includes a number of passenger stops that also serve as recharging stations for recharging the mass transit battery electric vehicle 302—a passenger stop 310, a passenger stop 312, a passenger stop 314, a passenger stop 316, a passenger stop 318, and a passenger stop 320. In this example, the mass transit battery electric vehicle 302 has a circular route. The circular route is configured such that the order of the passenger stops are the passenger stop 310, the passenger stop 312, the passenger stop 314, the passenger stop 316, the passenger stop 318, the passenger stop 320, and returning to the passenger stop 310.\nThe server 306 is communicatively coupled to each of the passenger stops. In FIG. 3, these communications are shown as a wireless communication. However, such communications can also be wired. The server 306 is communicatively coupled to the passenger stop 310 through a communication 326. The server 306 is communicatively coupled to the passenger stop 312 through a communication 328. The server 306 is communicatively coupled to the passenger stop 314 through a communication 330. The server 306 is communicatively coupled to the passenger stop 316 through a communication 332. The server 306 is communicatively coupled to the passenger stop 318 through a communication 334. The server 306 is communicatively coupled to the passenger stop 320 through a communication 336.\nIn operation, the mass transit battery electric vehicle 302 needs to maintain a certain charge level to be able to arrive at the next stop in its route. In some example embodiments, the control module 308 determines the amount of time that the mass transit battery electric vehicle 302 is to be at a passenger stop and the amount of power needed to deliver the required minimum level of charge in the time that the mass transit battery electric vehicle 302 is at the stop. For example, the minimum level of charge would be the amount of charge needed to reach the next stop. This minimum level of charge can include some reserve and can be based on various factors (e.g., traffic, weather, number of passengers, amount of power to be expended, etc.). Accordingly, the power output for a same vehicle can vary among the different stops (e.g., stop A requires 1000 volts, stop B requires 220 volts, stop C requires 750 volts, etc.). In some example embodiments, the passenger stops transmit to the control module 308 various data to enable the control module 308 to determine this minimum level of charge for the mass transit battery electric vehicle 302 at the next passenger stop. For example, all, some or only the next passenger stop transmits to the control module 308 the number of waiting passengers, the average load time for the stop, power output options, etc. A given passenger stop can transmit its data when the passenger stop is the next stop for the mass transit battery electric vehicle 302. For example, after the mass transit battery electric vehicle 302 leaves the passenger stop 310, the passenger stop transmits its data (through the communication 328) to the control module 308. In some example embodiments, the passenger stops provide average load time, number of waiting passengers, etc. based on past stops at this particular passenger stop for a particular day, time of day, etc. Alternatively or in addition, the passenger stops can provid | Some example embodiments include a method for recharging a number of battery electric vehicles. The method include receiving (by a control module configured to control an electrical grid system that include a number of recharging stations that are configured to recharge the number of battery electric vehicles and from the number of battery electric vehicles) usage data that comprises a current charge level, a current location, and a planned itinerary that includes a destination. The method includes determining anticipated electrical loads in the number of sectors of the electrical grid system based on the usage data of the number of battery electric vehicles. The method also includes redistributing the electrical supply on the electrical grid system to at least one recharging station of the number of recharging stations based on the anticipated electrical loads, prior to actual usage defined by the usage data by the number of battery electric vehicles. | US:15/610,044 | https://patentimages.storage.googleapis.com/7b/85/2a/1d2d760b630d75/US11159043.pdf | US:11159043 | Howard N. Anglin, Irgelkha Mejia, Nicholas J. Ruegger, Yvonne M. Young | International Business Machines Corp | DE:2627532:A1, US:4335847, US:4469274, US:5400246, US:5583418, US:5259445, US:5481481, US:5595342, US:5566879, US:5742516, US:5790976, US:5632614, US:5793296, US:5781024, US:5911747, US:6176436, US:6062482, US:20030102382:A1, US:20040079093:A1, US:6742349, EP:1162586:A1, US:20060049268:A1, EP:1275936:A2, US:20040117330:A1, US:20040133314:A1, US:6578770, US:20040088104:A1, US:20040259545:A1, US:20050006488:A1, US:20070043478:A1, CN:1595066:A, US:20050212681:A1, US:20060038672:A1, US:20060106510:A1, US:20070088465:A1, US:20080054082:A1, US:20080078337:A1, US:20140034284:A1, US:20100023865:A1, US:7250870, US:20070099136:A1, US:20070099137:A1, US:20090253087:A1, US:20070120693:A1, US:20070131784:A1, US:20070142927:A1, US:20070233420:A1, US:20110025556:A1, US:20080048046:A1, US:20080099570:A1, WO:2008070163:A2, US:20080182506:A1, US:20080182215:A1, US:20080203973:A1, US:20080284579:A1, US:20080290183:A1, US:20080289834:A1, US:20100019921:A1, US:20100169008:A1, US:20130095868:A1, US:20090210357:A1, US:20090243852:A1, US:20090134993:A1, US:8138690, US:20090302996:A1, US:20100039067:A1, US:20100106641:A1, US:20100082464:A1, DE:102008053141:A1, US:20100106401:A1, US:20100141205:A1, CN:101811446:A, CN:102271959:A, WO:2010081141:A2, DE:112010000433:T5, US:20110035073:A1, US:20100207772:A1, US:20130321637:A1, US:20100256846:A1, US:20100280675:A1, US:20110025267:A1, US:20110032110:A1, US:20110050168:A1, US:20110113120:A1, US:20110191265:A1, US:8090477, US:20120095614:A1, US:20120109519:A1, US:20140058567:A1, US:20130226354:A9, US:20130338839:A1, US:20140052300:A1, US:20120185105:A1, CN:102693458:A, US:20120233077:A1, US:20120253527:A1, US:20120296678:A1, US:20120305661:A1, EP:2627532:B1, US:9718371, US:20130173326:A1, SG:191209:A1, US:10513192, CA:2836001:C, US:20170259681:A1, US:20130006677:A1, CN:103562001:A, JP:2014525225:A, US:9274540, WO:2013000687:A1, US:20160137085:A1, US:20130018513:A1, US:20130054033:A1, US:20130066474:A1, US:20130085613:A1, US:20140005839:A1, US:20130173064:A1, US:20130123991:A1, US:20140088918:A1, US:20140277761:A1, US:8988232, US:20150097689:A1 | 2021-10-26 | 2021-10-26 | 1. A method for recharging a number of battery electric vehicles, the method comprising:\nreceiving, by a control module configured to control an electrical grid system that include a number of recharging stations that are configured to recharge the number of battery electric vehicles, from the number of battery electric vehicles that are to recharge at a number of recharging stations of the electrical grid system from an electrical supply provided by a power generator coupled to the electrical grid system, usage data that comprises a current charge level, a current location, and a planned itinerary that includes a destination;\ndetermining, by the control module, anticipated electrical loads at the number of recharging stations of the electrical grid system based on the usage data of the number of battery electric vehicles;\ndenying, in response to receiving a communication including the anticipated electrical loads, access to at least one recharging station of the number of recharging stations by at least one battery electric vehicle of the number of battery electric vehicles in a number of sectors of the electrical grid system; and\ntransmitting to the at least one battery electric vehicle of the number of battery electric vehicles, a recommended recharging station among the number of recharging stations for actual usage by the at least one battery electric vehicle, wherein the recommended recharging station has more recharge capacity than the recharging station that is closest to the current location of the at least one battery electric vehicle;\nreceiving, through a network communication, an electronic token from at least one of a mobile device of a driver of at least one battery electric vehicle of the number of battery electric vehicles and a device associated with the at least one battery electric vehicle; and\nresponsive to receiving the electronic token, reserving a reserved spot at the recommended recharging station to recharge the at least one battery electric vehicle, wherein reservation of the spot is for a guaranteed time period based on a monetary value of the electronic token and is unrestricted with regard to a recharging station of the number of recharging stations where the reserved spot is located and is unrestricted with regard to a time and a day.\n, receiving, by a control module configured to control an electrical grid system that include a number of recharging stations that are configured to recharge the number of battery electric vehicles, from the number of battery electric vehicles that are to recharge at a number of recharging stations of the electrical grid system from an electrical supply provided by a power generator coupled to the electrical grid system, usage data that comprises a current charge level, a current location, and a planned itinerary that includes a destination;, determining, by the control module, anticipated electrical loads at the number of recharging stations of the electrical grid system based on the usage data of the number of battery electric vehicles;, denying, in response to receiving a communication including the anticipated electrical loads, access to at least one recharging station of the number of recharging stations by at least one battery electric vehicle of the number of battery electric vehicles in a number of sectors of the electrical grid system; and, transmitting to the at least one battery electric vehicle of the number of battery electric vehicles, a recommended recharging station among the number of recharging stations for actual usage by the at least one battery electric vehicle, wherein the recommended recharging station has more recharge capacity than the recharging station that is closest to the current location of the at least one battery electric vehicle;, receiving, through a network communication, an electronic token from at least one of a mobile device of a driver of at least one battery electric vehicle of the number of battery electric vehicles and a device associated with the at least one battery electric vehicle; and, responsive to receiving the electronic token, reserving a reserved spot at the recommended recharging station to recharge the at least one battery electric vehicle, wherein reservation of the spot is for a guaranteed time period based on a monetary value of the electronic token and is unrestricted with regard to a recharging station of the number of recharging stations where the reserved spot is located and is unrestricted with regard to a time and a day., 2. The method of claim 1, further comprising dynamically varying charge rates for recharging at the number of recharging stations based on the anticipated electrical loads, wherein the charge rates are variable across the number of recharging stations., 3. The method of claim 2, further comprising:\ndetermining, by the control module, an anticipated charge rate for recharging at the number of recharging stations for at least one battery electric vehicle of the number of battery electric vehicles for the planned itinerary for the at least one battery electric vehicle, wherein the anticipated charge rate is based on the charge rates being dynamically varied based on the anticipated electrical loads; and\ntransmitting the anticipated charge rate to at least one of a device of the at least one battery electric vehicle and a mobile device associated with an operator of the at least one battery electric vehicle.\n, determining, by the control module, an anticipated charge rate for recharging at the number of recharging stations for at least one battery electric vehicle of the number of battery electric vehicles for the planned itinerary for the at least one battery electric vehicle, wherein the anticipated charge rate is based on the charge rates being dynamically varied based on the anticipated electrical loads; and, transmitting the anticipated charge rate to at least one of a device of the at least one battery electric vehicle and a mobile device associated with an operator of the at least one battery electric vehicle., 4. The method of claim 1, further comprising redistributing the electrical supply on the electrical grid system to at least one recharging station of the number of recharging stations based on the anticipated electrical loads, prior to actual usage defined by the usage data by the number of battery electric vehicles., 5. The method of claim 1, wherein the recommended recharging station provided by the control module is based on an environmental condition that comprises at least one of traffic, geographical terrain, and weather., 6. The method of claim 1, further comprising determining the recommended recharging station based, at least in part, on at least one of cost, recharge time, and environmental impact, wherein actual usage of the recommended recharging station by the at least one battery electric vehicle provides a more even distribution of the anticipated electrical loads on the electrical grid system than actual usage of the recharging station that is closest to the current location., 7. A computer program product for recharging a number of battery electric vehicles, the computer program product comprising:\na non-transitory computer readable storage medium having computer usable program code embodied therewith, the computer usable program code comprising a computer usable program code configured to:\nreceive from the number of battery electric vehicles that are to recharge at a number of recharging stations of an electrical grid system from an electrical supply provided by a power generator coupled to the electrical grid system, usage data that comprises a current charge level, a current location, and a planned itinerary that includes a destination;\ndetermine anticipated electrical loads at the number of recharging stations of the electrical grid system based on the usage data of the number of battery electric vehicles;\ndeny, in response to receiving a communication including the anticipated electrical loads, access to at least one recharging station of the number of recharging stations by at least one battery electric vehicle of the number of battery electric vehicles in a number of sectors of the electrical grid system; and\ntransmit to the at least one battery electric vehicle of the number of battery electric vehicles, a recommended recharging station among the number of recharging stations for actual usage by the at least one battery electric vehicle, wherein the recommended recharging station has more recharge capacity than the recharging station that is closest to the current location of the at least one battery electric vehicle;\nreceive, through a network communication, an electronic token from at least one of a mobile device of a driver of at least one battery electric vehicle of the number of battery electric vehicles and a device associated with the at least one battery electric vehicle; and\n\nresponsive to receipt of the electronic token, reserve a reserved spot at the recommended recharging station to recharge the at least one battery electric vehicle, wherein reservation of the spot is for a guaranteed time period based on a monetary value of the electronic token and is unrestricted with regard to a recharging station of the number of recharging stations where the reserved spot is located and is unrestricted with regard to a time and a day.\n, a non-transitory computer readable storage medium having computer usable program code embodied therewith, the computer usable program code comprising a computer usable program code configured to:\nreceive from the number of battery electric vehicles that are to recharge at a number of recharging stations of an electrical grid system from an electrical supply provided by a power generator coupled to the electrical grid system, usage data that comprises a current charge level, a current location, and a planned itinerary that includes a destination;\ndetermine anticipated electrical loads at the number of recharging stations of the electrical grid system based on the usage data of the number of battery electric vehicles;\ndeny, in response to receiving a communication including the anticipated electrical loads, access to at least one recharging station of the number of recharging stations by at least one battery electric vehicle of the number of battery electric vehicles in a number of sectors of the electrical grid system; and\ntransmit to the at least one battery electric vehicle of the number of battery electric vehicles, a recommended recharging station among the number of recharging stations for actual usage by the at least one battery electric vehicle, wherein the recommended recharging station has more recharge capacity than the recharging station that is closest to the current location of the at least one battery electric vehicle;\nreceive, through a network communication, an electronic token from at least one of a mobile device of a driver of at least one battery electric vehicle of the number of battery electric vehicles and a device associated with the at least one battery electric vehicle; and\n, receive from the number of battery electric vehicles that are to recharge at a number of recharging stations of an electrical grid system from an electrical supply provided by a power generator coupled to the electrical grid system, usage data that comprises a current charge level, a current location, and a planned itinerary that includes a destination;, determine anticipated electrical loads at the number of recharging stations of the electrical grid system based on the usage data of the number of battery electric vehicles;, deny, in response to receiving a communication including the anticipated electrical loads, access to at least one recharging station of the number of recharging stations by at least one battery electric vehicle of the number of battery electric vehicles in a number of sectors of the electrical grid system; and, transmit to the at least one battery electric vehicle of the number of battery electric vehicles, a recommended recharging station among the number of recharging stations for actual usage by the at least one battery electric vehicle, wherein the recommended recharging station has more recharge capacity than the recharging station that is closest to the current location of the at least one battery electric vehicle;, receive, through a network communication, an electronic token from at least one of a mobile device of a driver of at least one battery electric vehicle of the number of battery electric vehicles and a device associated with the at least one battery electric vehicle; and, responsive to receipt of the electronic token, reserve a reserved spot at the recommended recharging station to recharge the at least one battery electric vehicle, wherein reservation of the spot is for a guaranteed time period based on a monetary value of the electronic token and is unrestricted with regard to a recharging station of the number of recharging stations where the reserved spot is located and is unrestricted with regard to a time and a day., 8. The computer program product of claim 7, wherein the computer usable program code is configured to dynamically vary charge rates for recharging at the number of recharging stations based on the anticipated electrical loads of the electrical grid system, wherein the charge rates are variable across the number of recharging stations., 9. The computer program product of claim 8, wherein the computer usable program code is configured to:\ndetermine an anticipated charge rate for recharging at the number of recharging stations for at least one battery electric vehicle of the number of battery electric vehicles for the planned itinerary for the at least one battery electric vehicle, wherein the anticipated charge rate is based on the charge rates being dynamically varied based on the anticipated electrical loads; and\ntransmit the anticipated charge rate to at least one of a device of the at least one battery electric vehicle and a mobile device associated with a driver of the at least one battery electric vehicle.\n, determine an anticipated charge rate for recharging at the number of recharging stations for at least one battery electric vehicle of the number of battery electric vehicles for the planned itinerary for the at least one battery electric vehicle, wherein the anticipated charge rate is based on the charge rates being dynamically varied based on the anticipated electrical loads; and, transmit the anticipated charge rate to at least one of a device of the at least one battery electric vehicle and a mobile device associated with a driver of the at least one battery electric vehicle., 10. The computer program product of claim 7, wherein the computer usable program code is configured to redistribute the electrical supply on the electrical grid system to at least one recharging station of the number of recharging stations based on the anticipated electrical loads, prior to actual usage defined by the usage data by the number of battery electric vehicles., 11. The computer program product of claim 7, wherein the recommended recharging station creates a more even distribution of the anticipated electrical loads on the electrical grid system in comparison to actual usage of the recharging station that is closest to the current location of the at least one battery electric vehicle., 12. The computer program product of claim 7, wherein the recommended recharging station is based on an environmental condition that comprises at least one of traffic, geographical terrain, and weather., 13. The computer program product of claim 7, wherein recommendation of the recommended recharging station is derived from at least one of cost, recharge time, and environmental impact, wherein actual usage of the recommended recharging station by the at least one battery electric vehicle provides a more even distribution of the anticipated electrical loads on the electrical grid system than actual usage of the recharging station that is closest to the current location., 14. An apparatus for recharging battery electric vehicles, the apparatus comprising:\na processor; and\na control module executable on the processor, the control module configured to:\nreceive from the number of battery electric vehicles that are to recharge at a number of recharging stations of an electrical grid system from an electrical supply provided by a power generator coupled to the electrical grid system, usage data that comprises a current charge level, a current location, and a planned itinerary that includes a destination;\ndetermine anticipated electrical loads at the number of recharging stations of the electrical grid system based on the usage data of the number of battery electric vehicles;\ndeny, in response to receiving a communication including the anticipated electrical loads, access to at least one recharging station of the number of recharging stations by at least one battery electric vehicle of the number of battery electric vehicles in a number of sectors of the electrical grid system; and\ntransmit to the at least one battery electric vehicle of the number of battery electric vehicles, a recommended recharging station among the number of recharging stations for actual usage by the at least one battery electric vehicle, wherein the recommended recharging station has more recharge capacity than the recharging station that is closest to the current location of the at least one battery electric vehicle;\nreceive, through a network communication, an electronic token from at least one of a mobile device of a driver of at least one battery electric vehicle of the number of battery electric vehicles and a device associated with the at least one battery electric vehicle; and\nresponsive to receipt of the electronic token, reserve a reserved spot at the recommended recharging station to recharge the at least one battery electric vehicle, wherein reservation of the spot is for a guaranteed time period based on a monetary value of the electronic token and is unrestricted with regard to a recharging station of the number of recharging stations where the reserved spot is located and is unrestricted with regard to a time and a day.\n\n, a processor; and, a control module executable on the processor, the control module configured to:\nreceive from the number of battery electric vehicles that are to recharge at a number of recharging stations of an electrical grid system from an electrical supply provided by a power generator coupled to the electrical grid system, usage data that comprises a current charge level, a current location, and a planned itinerary that includes a destination;\ndetermine anticipated electrical loads at the number of recharging stations of the electrical grid system based on the usage data of the number of battery electric vehicles;\ndeny, in response to receiving a communication including the anticipated electrical loads, access to at least one recharging station of the number of recharging stations by at least one battery electric vehicle of the number of battery electric vehicles in a number of sectors of the electrical grid system; and\ntransmit to the at least one battery electric vehicle of the number of battery electric vehicles, a recommended recharging station among the number of recharging stations for actual usage by the at least one battery electric vehicle, wherein the recommended recharging station has more recharge capacity than the recharging station that is closest to the current location of the at least one battery electric vehicle;\nreceive, through a network communication, an electronic token from at least one of a mobile device of a driver of at least one battery electric vehicle of the number of battery electric vehicles and a device associated with the at least one battery electric vehicle; and\nresponsive to receipt of the electronic token, reserve a reserved spot at the recommended recharging station to recharge the at least one battery electric vehicle, wherein reservation of the spot is for a guaranteed time period based on a monetary value of the electronic token and is unrestricted with regard to a recharging station of the number of recharging stations where the reserved spot is located and is unrestricted with regard to a time and a day.\n, receive from the number of battery electric vehicles that are to recharge at a number of recharging stations of an electrical grid system from an electrical supply provided by a power generator coupled to the electrical grid system, usage data that comprises a current charge level, a current location, and a planned itinerary that includes a destination;, determine anticipated electrical loads at the number of recharging stations of the electrical grid system based on the usage data of the number of battery electric vehicles;, deny, in response to receiving a communication including the anticipated electrical loads, access to at least one recharging station of the number of recharging stations by at least one battery electric vehicle of the number of battery electric vehicles in a number of sectors of the electrical grid system; and, transmit to the at least one battery electric vehicle of the number of battery electric vehicles, a recommended recharging station among the number of recharging stations for actual usage by the at least one battery electric vehicle, wherein the recommended recharging station has more recharge capacity than the recharging station that is closest to the current location of the at least one battery electric vehicle;, receive, through a network communication, an electronic token from at least one of a mobile device of a driver of at least one battery electric vehicle of the number of battery electric vehicles and a device associated with the at least one battery electric vehicle; and, responsive to receipt of the electronic token, reserve a reserved spot at the recommended recharging station to recharge the at least one battery electric vehicle, wherein reservation of the spot is for a guaranteed time period based on a monetary value of the electronic token and is unrestricted with regard to a recharging station of the number of recharging stations where the reserved spot is located and is unrestricted with regard to a time and a day., 15. The apparatus of claim 14, wherein the control module is configured to redistribute the electrical supply on the electrical grid system to at least one recharging station of the number of recharging stations based on the anticipated electrical loads, prior to actual usage defined by the usage data by the number of battery electric vehicles., 16. The apparatus of claim 14, wherein the recommended recharging station is based on an environmental condition that comprises at least one of traffic, geographical terrain, and weather., 17. The apparatus of claim 14, wherein recommendation of the recommended recharging station is derived from at least one of cost, recharge time, and environmental impact, wherein actual usage of the recommended recharging station by the at least one battery electric vehicle provides a more even distribution of the anticipated electrical loads on the electrical grid system than actual usage of the recharging station that is closest to the current location. | US | United States | Active | H | True |
| 205 | 车辆、电池控制系统以及操作牵引电池的方法 \n | CN104859471B | 技术领域本申请总体上涉及牵引电池荷电状态和容量估计。背景技术混合动力电动车辆和纯电动车辆依靠牵引电池来提供用于推进车辆的动力。为了确保车辆的优化操作，可监测牵引电池的各种特性。一个有用的特性是：电池功率容量，指示电池在给定的时间可以供应多少电力或者可以吸收多少电力。另一个有用的特性是：电池荷电状态，指示在电池中储存的电荷的量。对于在充电/放电、将电池保持在安全的操作极限内以及使电池单元平衡期间控制电池的操作而言，电池特性是重要的。可以直接或间接测量电池特性。可以利用传感器直接测量电池电压和电流。其他的电池特定可能需要首先估计电池的一个或更多个参数。被估计的参数可包括与牵引电池相关联的电阻、电容以及电压。接着，可从所估计的电池参数中计算出电池特性。包括实现卡尔曼滤波器模型来递归地估计模型参数的许多现有技术方案适用于估计电池参数。发明内容一种用于车辆的电池控制系统包括具有多个电池单元的牵引电池和至少一个控制器。所述至少一个控制器被配置为：为牵引电池产生模型参数估计值；响应于满足持续激励条件和估计收敛条件，根据从所述模型参数估计值获得的荷电状态而操作牵引电池。当满足了下面的条件式时，可满足持续激励条件：\n\n其中，Tpe是积分间隔，Vt是端电压，Voc是开路电压，i是电流，α0和α1是预定值。当模型参数估计值中的至少一个和相对应的模型参数测量值之间的误差幅值小于预定阈值持续预定时间段时，可满足估计收敛条件。所述至少一个控制器还可被配置为：响应于持续激励条件和估计收敛条件中的至少一个未被满足，使得电池功率需求的预定数量的频率分量幅度超出预定幅值，而不影响车辆的加速度。所述至少一个控制器还可被配置为：根据从第一荷电状态和第二荷电状态获得的电池容量而操作牵引电池，其中，在从估算第一荷电状态时起检测到至少预定量的电流吞吐量之后，估算第二荷电状态。可在通常的点火循环内估算第一荷电状态和第二荷电状态。当电池温度高于预定温度时，可估算第一荷电状态和第二荷电状态。所述至少一个控制器还可被配置为：调度第一荷电状态和第二荷电状态在预定的时间窗内被估算。所述至少一个控制器还可被配置为：调度所述预定的时间窗，使得接连的预定时间窗之间的时间随着牵引电池的年龄的增加而延长。所述至少一个控制器还可被配置为：响应于持续激励条件和估计收敛条件中的至少一个在预定的时间窗内没有被满足，使得电池功率需求的预定数量的频率分量幅度超出预定幅值，而不影响车辆的加速度。一种车辆包括：具有多个电池单元的牵引电池和至少一个控制器。所述至少一个控制器被配置为：为牵引电池产生模型参数估计值；响应于不满足持续激励条件，使得电池功率需求的预定数量的频率分量幅度超出预定幅值，而不影响车辆的加速度。当不满足下面的条件式时，不会满足持续激励条件：\n\n其中，Tpe是积分间隔，Vt是端电压，Voc是开路电压，i是电流，α0和α1是预定值。所述至少一个控制器还可被配置为：响应于不满足估计收敛条件，使得电池功率需求的预定数量的频率分量幅度超出预定幅值，而不影响车辆的加速度。当模型参数估计值中的至少一个和相对应的模型参数测量值之间的误差幅值大于预定阈值时，不会满足估计收敛条件。一种操作牵引电池的方法包括：调度时间窗，在时间窗中获知电池容量。所述方法还包括：响应于在所述时间窗期间满足持续激励条件和估计收敛条件，获知第一荷电状态值，并且在电池经历预定量的电流吞吐量之后，获知第二荷电状态值。所述方法还包括：根据从所述值(即，第一荷电状态值和第二荷电状态值)获得的电池容量而操作牵引电池。当满足下面的条件式时，满足持续激励条件：\n\n其中，Tpe是积分间隔，Vt是端电压，Voc是开路电压，i是电流，α0和α1是预定值。当模型参数估计值和相对应的模型参数测量值之间的误差幅值小于预定阈值持续预定时间段时，可满足估计收敛条件。所述方法还可包括：响应于持续激励条件和估计收敛条件中的至少一个在所述时间窗内没有被满足，使得电池功率需求的预定数量的频率分量幅度超出预定幅值，而不影响车辆的加速度。当电池温度高于预定温度时，可获知第一荷电状态值和第二荷电状态值。可调度时间窗，使得接连的预定时间窗之间的时间随着牵引电池的年龄的增加而延长。附图说明图1是示出了典型的动力传动系和能量储存组件的混合动力车辆的示意图。图2是示出了包括多个电池单元且由电池控制模块监测与控制的可能的电池组布置的示意图。图3是示例性的电池单元等效电路的示意图。图4是示出了针对典型的电池单元的可能的开路电压(Voc，open-circuitvoltage)与电池荷电状态(SOC，state of charge)的关系的曲线图。图5是结合牵引电池的主动激励(active excitation)来计算电池容量的可能的方法的流程图。图6是利用牵引电池的主动激励来估计电池参数的可能的方法的流程图。图7是描绘了用于描述牵引电池的主动激励的可能的功率流的示意图。图8是利用牵引电池的主动激励来执行单元平衡的可能的方法的流程图。具体实施方式在此描述了本公开的实施例。然而，应理解的是，所公开的实施例仅为示例，并且其它实施例可以以多种和替代形式实施。附图不一定按比例绘制；可放大或缩小一些特征以示出特定组件的细节。因此，在此所公开的具体结构和功能性细节不应解释为限制，而仅为用于教导本领域技术人员多样地采用本发明的代表性基础。如本领域的普通技术人员将理解的是，参照任一附图示出和描述的多个特征可与一个或更多个其它附图中示出的特征相组合，以产生未明确示出或描述的实施例。示出的特征的组合提供用于典型应用的代表性实施例。然而，与本公开的教导一致的特征的多种组合和修改可被期望用于特定应用或实施方式。图1描绘了典型的插电式混合动力电动车辆(HEV)。典型的插电式混合动力电动车辆12可包括机械地连接至混合动力变速器16的一个或更多个电机14。电机14可能够作为电动机或发电机而操作。此外，混合动力变速器16机械地连接至发动机18。混合动力变速器16还机械地连接至驱动轴20，驱动轴20机械地连接至车轮22。当发动机18开启或关闭时，电机14可提供推进力或减速能力。电机14也用作发电机，并且可通过回收在摩擦制动系统中通常将作为热损失掉的能量而提供燃料经济性效益。通过允许发动机18在更高效的转速下运转并允许混合动力电动车辆12在发动机18在特定状况下关闭时按照电动模式运转，电机14还可以提供减少车辆排放物。牵引电池或电池组24储存可以由电机14使用的能量。车辆电池组24通常提供高压直流(DC)输出。牵引电池24可通过一个或更多个接触器42电连接至一个或更多个电力电子模块(power electronics module)26。当一个或更多个接触器42断开时，可使牵引电池24与其他组件隔绝；当一个或更多个接触器42闭合时，可使牵引电池24连接到其他组件。电力电子模块26还电连接至电机14，并且提供在牵引电池24与电机14之间双向传输能量的能力。例如，典型的牵引电池24可以提供DC电压，而电机14可能需要三相交流(AC)电流来运转。电力电子模块26可以将DC电压转换为电机14所需要的三相AC电流。在再生模式下，电力电子模块26可将来自用作发电机的电机14的三相AC电流转换为牵引电池24所需要的DC电压。在此进行的描述同样可应用于纯电动车辆。对于纯电动车辆，混合动力变速器16可以是连接至电机14的齿轮箱，并且可不存在发动机18。牵引电池24除了提供用于推进的能量之外，还可以提供用于其它的车辆电气系统的能量。典型的系统可包括将牵引电池24的高压DC输出转换为与其它的车辆负载兼容的低压DC电源的DC/DC转换器模块28。其它高压负载(诸如压缩机和电加热器)可直接连接至高压，而不需要使用DC/DC转换器模块28。低压系统电连接至辅助电池30(例如，12V电池)。车辆12可以是电动车辆或插电式混合动力车辆，在所述车辆中可以通过外部电源36对牵引电池24进行再充电。外部电源36可以连接到电插座。外部电源36可以电连接至电动车辆供应设备(EVSE)38。EVSE 38可提供电路，并进行控制以调节并管理在外部电源36与车辆12之间的能量传输。外部电源36可以向EVSE 38提供DC或AC电力。EVSE 38可以具有充电连接器40，充电连接器40用于插入到车辆12的充电端口34中。充电端口34可以是被配置为从EVSE 38向车辆12传输电力的任何类型的端口。充电端口34可以电连接至充电器或车载电力转换模块32。电力转换模块32可以调节从EVSE 38供应的电力，以向牵引电池24提供适合的电压和电流水平。电力转换模块32可以与EVSE 38进行接口连接，以协调将电力传输至车辆12。EVSE连接器40可具有引脚，所述引脚与充电端口34的相对应的凹陷紧密配合。可选地，被描述为电连接的多个组件可利用无线感应耦合来传输电力。可以设置一个或更多个车轮制动器44，以用于对车轮12减速并防止车辆12的移动。车轮制动器44可以液压致动、电致动或其特定组合。车轮制动器44可以是制动系统50的一部分。制动系统50可包括操作车轮制动器44所需的其他组件。为了简化，附图仅描绘了车轮制动器44中的一个与制动系统50之间的单个连接(single connection)。暗含了制动系统50与其他车轮制动器44之间的连接。制动系统50可包括控制器，以监测并调节制动系统50。制动系统50可监测制动组件并控制车轮制动器44，以实现期望的操作。制动系统50可对驾驶者命令做出响应，并且可以自主操作，以实现诸如稳定控制的功能。制动系统50的控制器可实现一种在另一控制器或子功能请求制动力时施加所请求的制动力的方法。一个或更多个电力负载46可连接至高压总线。电力负载46可具有相关联的控制器，所述控制器用于在适当时操作电力负载46。电力负载46的示例可以是加热模块或空调模块。所讨论的各种组件可具有一个或者更多个相关联的控制器，以控制并监测组件的操作。控制器可经由串行总线(例如，控制器局域网(CAN))或经由离散的导体进行通信。此外，可存在系统控制器48，以调节各种组件的操作。可以通过多种化学配方构建牵引电池24。典型的电池组的化学成分可以是铅酸、镍金属氢化物(NIMH)或锂离子。图2示出了N个电池单元72简单串联配置的典型的牵引电池组24。然而，其它电池组24可由任何数量的单独的电池单元按照串联或并联或它们的特定组合连接而组成。典型的系统可具有一个或更多个控制器(诸如用于监测并控制牵引电池24的性能的电池能量控制模块(BECM)76)。BECM 76可以监测多个电池组水平特性(诸如电池组电流78、电池组电压80以及电池组温度82)。BECM 76可具有非易失性存储器，使得当BECM 76处于关闭状态时，数据也可被保留。所保留的数据可以在下一个点火循环时被使用。除了测量和监测电池组水平特性外，还可测量和监测电池单元72的水平特性。例如，可以测量每个单元72的端电压(terminal voltage)、电流和温度。系统可使用传感器模块74来测量电池单元72的特性。根据性能，传感器模块74可以测量一个或多个电池单元72的特性。电池组24可利用多达Nc个传感器模块74来测量所有电池单元72的特性。每个传感器模块74可将测量值传输至BECM 76，以进行进一步处理和协调。传感器模块74可将模拟形式或数字形式的信号传输至BECM 76。在一些实施例中，传感器模块74的功能可以被集成到BECM 76中。即，传感器模块74的硬件可以被集成作为BECM 76中的电路的一部分，并且BECM76可以进行原始信号的处理。计算电池组的各种特性将会是有用的。诸如电池功率容量和电池荷电状态的量可有用于控制电池组以及从电池组接收电力的任何电负载的操作。电池功率容量是电池能够提供的功率的最大量或者电池可以接收的功率的最大量的测量值。得知电池功率容量，以管理电负载，使得所请求的功率在电池能够处理的极限内。电池组荷电状态(SOC)给出电池组中剩余多少电荷的指示。电池组SOC可以是通知驾驶者在电池组中剩余多少电荷的输出(类似于燃料计)。电池组SOC也可用于控制电动车辆或混合动力电动车辆的操作。可以通过多种方法来实现电池组SOC的计算。计算电池SOC的一种可能的方法是：执行电池组电流关于时间的积分。这是本领域公知的安培-小时积分。这一方法的一个可能的缺点是：电流测量可能存在噪声。由于这一噪声信号关于时间的积分而可能导致荷电状态的可能的不准确。电池单元可被建模为电路。图3示出了一个可能的电池单元等效电路模型(ECM)。电池单元可被建模为电压源(Voc)100，电压源(Voc)100具有相关联的电阻(102和104)和电容106。Voc100表示电池的开路电压。所述模型包括内电阻r1102、电荷转移电阻r2104和双电层电容C 106。电压V1112是由于电流114流经电路所引起的内电阻r1102两端的电压降。电压V2110是由于电流114流经r2104和C 106的并联组合所引起的所述并联组合两端的电压降。电压Vt108是电池的端子之间的电压(端电压)。由于电池单元阻抗，所以端电压Vt108可不与开路电压Voc100相同。开路电压Voc100不容易被测量，而只有电池单元的端电压108易于被测量。当在足够长的时间段内没有电流114流动时，端电压108可与开路电压100相同。需要足够长的时间段来使电池的内部动态达到稳定状态。当电流114流动时，Voc100不能被容易地测量，并且需要基于电路模型来推测Voc100的值。阻抗参数r1、r2和C的值可能是已知的或未知的。所述参数的值可取决于电池的化学特性。对于典型的锂离子电池单元来说，SOC与开路电压(Voc)之间存在使得Voc＝f(SOC)的关系。图4示出了作为SOC的函数的开路电压Voc的典型的曲线124。可以从电池特性的分析或者从电池单元的测试来确定SOC与Voc之间的关系。所述函数可以使得SOC可被计算为f1(Voc)。可以通过控制器内的查找表或等效方程式实现所述函数或反函数。曲线124的精确形状可基于锂离子电池的特定配方而变化。电压Voc可随着电池充电和放电的结果而变化。项“df(soc)/dsoc”表示曲线124的斜率。电池参数估计电池阻抗参数r1、r2和C的值可随着电池的操作状况而变化。所述值可作为电池温度的函数而变化。例如，电阻值r1和r2可随着温度升高而减小，电容C可随着温度升高而增大。所述值也可取决于电池的荷电状态。电池阻抗参数r1、r2和C的值也可随着电池的使用寿命而变化。例如，在电池的使用寿命期间，电阻值可增大。在电池的使用寿命期间，电阻的增大可以变化而作为温度和荷电状态的函数。较高的电池温度会导致电池电阻随着时间而较大的增加。例如，在一段时间内，在80℃下操作的电池的电阻会比在50℃下操作的电池的电阻增大更多。在恒定温度下，在50％荷电状态下操作的电池的电阻会比在90％荷电状态下操作的电池的电阻增大更多。这些关系可依靠电池化学特性。利用电池阻抗参数的恒定值的车辆动力率系统可能不准确地计算其他电池特性(诸如荷电状态)。实际上，可期望在车辆操作期间估计阻抗参数值，从而连续地分析参数的变化。可利用模型来估计电池的各种阻抗参数。所述模型可以是图3中的等效电路模型。所述等效电路模型的控制方程可书写如下：\n\nVt＝Voc-V2-r1*i--- (2)\n\n其中.O是电池容量，η是充电/放电效率，i是电流，是V2基于时间的导数，是Voc基于时间的导数，dVoc/dSOC是Voc基于SOC的导数。联立等式(1)至等式(3)，产生下面的等式：\n\n\n\n等式(4)和等式(5)的观测器可表示如下：\n\n\n\n其中，Vt(t)是测量的电池单元端电压，是电池单元端电压的估计值，是电池单元开路电压的估计值，是电容元件两端的电压的估计值，L是所选择的在所有的状况下使动态误差稳定的增益矩阵。上面的模型提供了开路电压和ECM的电容网两端的电压的估计。如果观测误差接近于零，则可认为估计值足够准确。上面的模型依靠阻抗参数值(诸如r1、r2和C)。为了使模型准确，需要知道具有足够准确度的参数值。由于所述参数值可随着时间变化，所以可期望估计所述参数值。从上面得到的电池参数获得模型的可能的表达式可如下：\n\n基于卡尔曼滤波器的递归参数估计方案可用于估计等式(6)和等式(7)的观测器的阻抗参数(r1、r2和C)。这些参数的离散形式可被表达为系统状态的函数，如下所示：\n\n可通过将等式(8)表示为下面的形式来实现卡尔曼滤波器递归参数估计：\n\n其中，Φ称为回归量，是参数矢量。接着，可通过下面的等式来表示卡尔曼滤波器估计方案：\n\nK(k+1)＝Q(k+1)*Φ(k+1) (12)\n\n\n\n其中，是从等式(8)得到的参数的估计值，K、Q和P是如示计算得到的，R1和R2是恒量。在利用卡尔曼滤波器算法计算参数之后，可在等式(6)和等式(7)中利用所述参数，以获得状态变量的估计值。一旦估计了Voc，则可以根据图4来确定SOC的值。也可以利用其它参数估计方案，诸如最小二乘估计。上面的参数估计需要Voc的值。可以从等式(3)计算Voc。当在电池休眠之后点火循环开始时，可以认为端电压和开路电压是相同的。端电压的测量值可用作Voc的起始值。接着，可利用等式(3)来估计作为电流的函数的开路电压。一旦得到相当准确的参数估计值，则可以使用从等式(6)和等式(7)中推导出的开路电压估计值。一个可能的模型可考虑电流(i)作为输入，电压(V2)作为状态，项(Voc-Vt)作为输出。电池阻抗参数(r1、r2和C)或其多种组合可被看作将要被识别的状态。一旦识别了电池ECM参数和其它未知量，就可以基于电池电压和电流的操作极限以及当前的电池状态来计算SOC和功率容量。可以基于单个电池单元或者基于整个电池组而测量多个值。例如，可以针对牵引电池的每个电池单元测量端电压Vt。由于相同的电流可流经每个电池单元，所以可测量整个牵引电池的电流i。不同的电池组构造可能需要测量值的不同的组合。可对每个电池单元执行估计模型，接着，可将电池单元值组合，以实现整个电池组值。另一个可能的实施方式可利用扩展卡尔曼滤波器(EKF，Extended KalmanFilter)。EKF是由下面形式的等式来控制的动态系统：xk＝f(xk-1，uk-1，wk-1) (15)zk＝h(xk，vk-1) (16)其中，xk可包括状态V2和其他电池ECM参数；uk是输入(例如，电池电流)；wk是过程噪声；zk可以是输出(例如，Voc-Vt)；vk是测量噪声。针对等效模型的控制等式的可能的一组状态可被选择如下：\n\n离散时间或连续时间内的等式(1)和等式(2)的相对应的状态空间等式可被表示为等式(3)和等式(4)的形式。基于所描述的系统模型，可设计观测器来估计扩展状态(x1、x2、x3和x4)。一旦估计了所述状态，电压和阻抗参数(V2、r1、r2和C)就可被计算为所述状态的函数，具体如下：\n\n\n\n\n\n\n\n整组EKF等式由时间更新等式和测量更新等式构成。EKF时间更新等式可将状态和协方差估计从先前时间步(time step)映射到当前时间步：\n\n\n\n其中，表示xk的先验估计(priori estimate)；表示先验估计误差协方差矩阵；AK表示函数f(x，u，w)关于x的偏导数的雅可比矩阵；PK-1表示上一步的后验估计误差矩阵(posteriori estimate error matrix)；表示矩阵AK的转置矩阵；WK表示函数f(x，u，w)关于过程噪声变量w的偏导数的雅可比矩阵；QK-1表示过程噪声协方差矩阵；表示矩阵WK的转置矩阵。可以从通过将系统等式和系统状态组合而限定的一组状态等式来构建矩阵AK。在这种情形下，输入u可包括电流测量值i。测量更新等式借助于测量来校正状态和协方差估计：\n\n\n\n\n\n其中，KK表示EKF增益；HK表示h关于x的偏导数的雅可比矩阵；是矩阵HK的转置矩阵；RK表示测量噪声协方差矩阵；VK表示h关于测量噪声变量v的偏导数的雅可比矩阵；ZK表示测量的输出值；是矩阵VK的转置矩阵。在EKF模型中，可假设电阻参数和电容参数缓慢地变化，并且导数为零。估计目标值可以用于识别电路参数的随时间变化的值。在上面的模型中，阻抗参数可被识别为：r1、r2和C。更多的综合模型可以另外将Voc估计为随时间变化的参数。其他模型构想可包括另一RC对，以表现缓慢电压恢复动态和快速电压恢复动态。这些构想可以增加模型中状态的数量。可基于所识别的参数计算其他电池特性，或者可将其他电池特性估计为模型的一部分。本领域普通技术人员可构建并实现给定一组模型等式的EKF。上述的等式系统是针对电池系统的系统模型的一个示例。其他构想也是可能的，所描述的方法将同样很好地用于其他构想。在上述示例中，i和Vt可以是测定量。可以从测定量和来自EKF的参数估计值来推导出量Voc。一旦已知了Voc，则可以基于图4计算荷电状态。得知上述参数，可以利用一个参数来计算其他电池特性。电池容量估计存在电池容量估计算法的两个主要类别。第一类别将计算建立在容量的定义(电池吞吐量(throughput)除以荷电状态(SOC)值的差异)的基础上。这一方法是基于不依赖电池容量而获得的两个单独的SOC值的获知。所述计算可被表示如下：\n\n其中，SOCi和SOCf分别是在时间Ti和Tf的荷电状态。电池吞吐量可被定义为电流关于时间段的积分。当在控制器中实现时，所述积分可由电流值乘以采样时间然后求和来替代。在现有技术中，存在利用上述构想的系统。一个现有技术的方法是获得两个点火开关接通/点火开关断开循环内的荷电状态值。对于锂离子电池，公知的是在电池休眠足够长时间后，端电压将非常接近电池的开路电压(即，Vt＝Voc)。可在点火时测量端电压，从开路电压得到荷电状态(例如，图4)。吞吐量可在每个点火循环期间被计算并被储存在非易失性存储中，以在下一个点火循环中使用。容量定义方法的准确性取决于多个因素。所述计算依靠点火开关接通循环和点火开关断开循环(两个循环)，以获得SOC差异。两个点火循环必须间隔开足够的时间，使得电池充分地休眠以及足够的电流吞吐量流经电池。结果还取决于针对开路电压值的点火电压读数。为了计算吞吐量，必须使用电流积分，电流积分包括电流传感器不准确度和电流积分误差。可能没有考虑在点火开关断开周期期间的漏电流。此外，两个点火开关循环之间的温度变化可能较大。这些不准确性的结果是：利用这一方法会导致难以准确地计算电池容量。具体地，由于所描述的不准确性，可能导致无法识别电池容量的较小的变化。电压传感器不准确度对电池容量的影响使用上述点火开关接通循环和点火开关断开循环可被表示如下： | 本发明提供一种车辆、电池控制系统以及操作牵引电池的方法。混合动力电动车辆和纯电动车辆包括由多个电池单元构成的牵引电池。控制电池系统可需要得知电池荷电状态和电池容量。可从估计的牵引电池模型参数获得所述荷电状态和电池容量值。所估计的模型参数的准确性取决于信号丰富性和估计方案的收敛性能。当满足持续激励条件和估计收敛条件时，可估计出准确的模型参数。如果不满足所述条件，则可以执行电池的主动激励，以提高满足所述条件的机会。 | CN:201510087735.7A | https://patentimages.storage.googleapis.com/d6/3a/3c/e7f287ec3fcf44/CN104859471B.pdf | CN:104859471:B | 李勇华 | Ford Global Technologies LLC | US:6356083, CN:102848930:A | Not available | 2018-11-09 | 1.一种用于车辆的电池控制系统，包括：, 牵引电池，包括多个电池单元；, 至少一个控制器，被配置为：为牵引电池产生模型参数估计值；响应于满足持续激励条件和估计收敛条件，根据从所述模型参数估计值获得的荷电状态而操作牵引电池。, \n \n, 2.根据权利要求1所述的电池控制系统，其中，当满足下面的条件式时，满足持续激励条件：, \n\n, 其中，Tpe是积分间隔，Vt是端电压，Voc是开路电压，i是电流，I是单位矩阵，α0和α1是预定值。, \n \n, 3.根据权利要求1所述的电池控制系统，其中，当模型参数估计值中的至少一个和相对应的模型参数测量值之间的误差幅值小于预定阈值持续预定时间段时，满足估计收敛条件。, \n \n, 4.根据权利要求1所述的电池控制系统，其中，所述至少一个控制器还被配置为：响应于持续激励条件和估计收敛条件中的至少一个未被满足，使得电池功率需求的预定数量的频率分量幅度超出预定幅值，而不影响车辆的加速度。, \n \n, 5.根据权利要求1所述的电池控制系统，其中，所述至少一个控制器还被配置为：根据从第一荷电状态和第二荷电状态获得的电池容量而操作牵引电池，其中，在从估算第一荷电状态时起检测到至少预定量的电流吞吐量之后，估算第二荷电状态。, \n \n, 6.根据权利要求5所述的电池控制系统，其中，在通常的点火循环内估算第一荷电状态和第二荷电状态。, \n \n, 7.根据权利要求5所述的电池控制系统，其中，当电池温度高于预定温度时，估算第一荷电状态和第二荷电状态。, \n \n, 8.根据权利要求5所述的电池控制系统，其中，所述至少一个控制器还被配置为：调度第一荷电状态和第二荷电状态在预定的时间窗内被估算。, \n \n, 9.根据权利要求8所述的电池控制系统，其中，所述至少一个控制器还被配置为：调度所述预定的时间窗，使得接连的预定时间窗之间的时间随着牵引电池的年龄的增加而延长。, \n \n, 10.根据权利要求8所述的电池控制系统，其中，所述至少一个控制器还被配置为：响应于持续激励条件和估计收敛条件中的至少一个在预定的时间窗内没有被满足，使得电池功率需求的预定数量的频率分量幅度超出预定幅值，而不影响车辆的加速度。 | CN | China | Active | B | True |
| 206 | 一种电动汽车控制系统及方法 \n | CN106080206B | 技术领域本发明属于电动汽车技术领域，具体涉及一种电动汽车控制系统及方法。背景技术目前，汽车已逐渐成为生活中不可缺少的代步和交通运输工具，但传统内燃机汽车引起的能源危机与环境污染问题日益突出，电动汽车成为解决该问题的有效途径。目前市场上电动汽车整车控制系统很多，大部分是基于一个电机驱动，或者基于两个轮毂/边电机独立驱动的整车控制系统。基于一个电机驱动的整车控制系统，虽然控制方法极为简单，但是由于电机扭矩小，整车动力性能较差，即使采用扭矩较大的电机，也不能保证电机一直工作在高效率运转区，影响电机使用寿命。基于两个轮毂/边电机独立驱动的整车控制系统，虽然采用两个电机独立驱动，驱动力矩满足整车动力需求，但是在汽车急加速或者高速行驶时，也不能保证电机一直工作在高效率运转区，影响电机使用寿命，造成电池能量的损失，缩短电动汽车行驶里程。申请号为201380013639.7的发明专利，公开了一种电动汽车的驱动力控制装置，所述装置包括：两个电动机，其在前轮或后轮中的任一方的左右驱动轮分别独立产生驱动力；电动机扭矩限制部，其能够限制两个电动机的扭矩；驱动力判定部，其判定左右轮中的哪个车轮的驱动力大；电动机扭矩控制部，其在车辆转弯时，与左右轮中的驱动轮大的车轮对应的电动机受到扭矩限制的情况下，对另一方的电动机的扭矩进行增加修正，以维持左右轮的总驱动力。该发明的优点是，能够独立地对前轮或后轮中的左右两个轮进行驱动；其存在问题是不能同时驱动前轮和后轮，也不能保证电机一直工作在高效率运转区，影响电机使用寿命，电池耗电量大。发明内容为了解决现有技术中存在的上述问题，本发明提出一种电动汽车控制系统及方法。为达到上述目的，本发明采用如下技术方案：一种电动汽车控制系统，包括：整车控制器，通过自动变速器与后面两个车轮机械连接的后驱电机，后驱电机控制器，集成在后驱电机内部、通过驱动桥连接后面两个车轮的自动变速器，分别安装在前面两个车轮的轮毂内的第一轮毂电机、第二轮毂电机及第一轮毂电机控制器、第二轮毂电机控制器，传感器模块，电池及电机高压供电装置，电源管理系统。整车控制器对第一轮毂电机控制器、第二轮毂电机控制器、后驱电机控制器、电源管理系统和传感器模块输入的信号进行数据处理，输出控制指令至后驱电机控制器、第一轮毂电机控制器、第二轮毂电机控制器和电源管理系统，实现只驱动第一轮毂电机和第二轮毂电机的前轮驱动控制、只驱动后驱电机的后轮驱动控制或同时驱动第一轮毂电机、第二轮毂电机和后驱电机的四轮驱动控制以及辅助制动控制。进一步地，所述控制系统还包括用于实现整车控制器与第一轮毂电机控制器、第二轮毂电机控制器、后驱电机控制器、电源管理系统和传感器模块之间的数据通信的CAN总线。进一步地，传感器模块包括：用于测量方向盘实际转过角度的方向盘转角传感器，用于测量加速踏板实际开度的加速踏板位置传感器，用于测量制动踏板实际开度的制动踏板位置传感器。三个传感器的输出信号均输入至整车控制器。更进一步地，第一轮毂电机控制器、第二轮毂电机控制器和后驱电机控制器分别将第一轮毂电机转速传感器、第二轮毂电机转速传感器和后驱电机转速传感器(转速传感器是电机自带的)输出的转速信号和转矩信号(通过采集电机工作电流得到)反馈至整车控制器，实现闭环控制。进一步地，自动变速器包括选档机构和换档机构，在整车控制器的作用下实现自动选档和换档。进一步地，电池及电机高压供电装置用于为电机提供供电电源，包括：电池，主要由预充电电路和主充电电路组成的高压产生电路，保护电路。进一步地，电源管理系统将检测到的电池及电机高压供电装置的电池的单体电压及单体温度、整体电压、电池电压占满容量电压的百分比SOC反馈给整车控制器。整车控制器将整体电压和SOC送至汽车的电子仪表盘进行显示，根据SOC的大小发出电池电量过低提醒信号，根据电池的单体温度的大小发出电池故障报警信号，并输出控制指令至电源管理系统，由电源管理系统切断电池能量输出。一种应用所述控制系统对电动汽车进行控制的方法，包括：整车控制器对第一轮毂电机控制器、第二轮毂电机控制器、后驱电机控制器、电源管理系统和传感器模块输入的信号进行数据处理，输出控制指令至第一轮毂电机控制器、第二轮毂电机控制器、后驱电机控制器和电源管理系统，对电动汽车进行只驱动第一轮毂电机和第二轮毂电机的前轮驱动控制、只驱动后驱电机的后轮驱动控制或同时驱动第一轮毂电机、第二轮毂电机和后驱电机的四轮驱动控制以及辅助制动控制。进一步地，所述方法还包括选择驱动控制模式的步骤：通过操作驱动控制模式选择开关选择前轮驱动控制模式、后轮驱动控制模式或四轮驱动控制模式。当加速踏板位置传感器输出信号的大小超过急加速阈值时，不管电动汽车处理于哪种驱动控制模式，整车控制器都输出控制指令至后驱电机控制器、第一轮毂电机控制器和第二轮毂电机控制器，自动进行四轮驱动控制。进一步地，对电动汽车进行前轮驱动控制、后轮驱动控制或四轮驱动控制的方法包括：前轮驱动控制：整车控制器首先根据加速踏板位置传感器输出信号的大小确定第一轮毂电机和第二轮毂电机的总驱动力矩；然后根据方向盘转角传感器输出信号大小，按照方向盘转角越大第一轮毂电机和第二轮毂电机的驱动力矩差值越大的原则分配第一轮毂电机和第二轮毂电机的驱动力矩。分别向第一轮毂电机控制器和第二轮毂电机控制器发送包含驱动力矩信息的控制指令，第一轮毂电机控制器和第二轮毂电机控制器根据控制指令分别输出电机驱动信号至第一轮毂电机和第二轮毂电机。后轮驱动控制：整车控制器根据加速踏板位置传感器输出信号的大小确定后驱电机的驱动力矩，然后向后驱电机控制器发送包含驱动力矩信息的控制指令，后驱电机控制器根据控制指令输出电机驱动信号至后驱电机；整车控制器根据加速踏板位置传感器、后驱电机转速传感器输出信号的大小，确定使后驱电机工作在高效率区的自动变速器的档位，并输出控制信号至自动变速器进行自动换档。四轮驱动控制：整车控制器根据加速踏板传感器输出信号大小确定总驱动力矩，根据前、后轮(即前、后轴)的负荷比计算第一轮毂电机与第二轮毂电机的总驱动力矩和后驱电机的驱动力矩。按照前轮驱动控制所述方法获得第一轮毂电机和第二轮毂电机的驱动力矩，然后分别向第一轮毂电机控制器、第二轮毂电机控制器和后驱电机控制器发送包含驱动力矩信息的控制指令，第一轮毂电机控制器、第二轮毂电机控制器和后驱电机控制器根据控制指令分别输出电机驱动信号至第一轮毂电机、第二轮毂电机和后驱电机。整车控制器按照后轮驱动控制所述方法确定使后驱电机工作在高效率区的自动变速器的档位，并输出控制信号至自动变速器进行自动换档。自动变速器换档时后驱电机的驱动力矩出现短暂中断，在整车控制器的作用下提高第一轮毂电机和第二轮毂电机驱动力矩，使总驱动力矩不变。自动变速器换档完成后，第一轮毂电机和第二轮毂电机的驱动力矩变为与换档前一致。进一步地，确定使后驱电机工作在高效率区的自动变速器的档位的方法如下：根据加速踏板位置传感器、后驱电机转速传感器输出信号的大小，查自动变速器换档曲线得到使后驱电机工作在高效率区的自动变速器的档位。自动变速器换档曲线按照下述方法得到：将加速踏板位置传感器输出信号的范围等分成多个区间，对于每个区间的端点值，在自动变速器的每个档位下，以后驱电机的转速为横坐标、效率为纵坐标绘制转速-效率曲线，相邻两个档位间的转速-效率曲线的交点对应的后驱电机的转速即为换档点转速，后驱电机的转速为换档点转速时效率最高(即后驱电机工作在高效率区)。连接所有交点得到自动变速器换档曲线。进一步地，所述方法还包括故障监测与处理步骤：整车控制器实时监测电机的转速、转矩信号和自动变速器的档位信息。如果在设定的时间内收不到第一轮毂电机和第二轮毂电机的转速、转矩信号，说明第一轮毂电机或第一轮毂电机控制器和第二轮毂电机或第二轮毂电机控制器故障，发出故障报警信号；如果在设定的时间内收不到后驱电机的转速、转矩信号，说明后驱电机或后驱电机控制器故障，发出故障报警信号；如果自动变速器换档失败，在整车控制器作用下保持当前档位，重新进行一次换档，若换档仍未成功，发出故障报警信号；若换档成功，记录一次换档未成功故障。电源管理系统将检测到的电池及电机高压供电装置的电池的单体温度、电池电压占满容量电压的百分比SOC反馈给整车控制器。当SOC小于设定的阈值时发出电池电量过低提醒信号；当电池的单体温度超过设定的阈值时，整车控制器输出控制指令至电源管理系统，由电源管理系统切断电池能量输出，并发出故障报警信号。进一步地，所述方法还包括电机辅助制动控制步骤：整车控制器根据制动踏板位置传感器输出信号的大小确定制动力矩，并根据制动力矩的大小判断是一般制动还是紧急制动：当制动力矩的大小不超过设定的阈值时为一般制动请求，否则为紧急制动请求。采用电机制动实现一般制动控制：整车控制器根据制动力矩的大小按照每个车轮的制动力矩相同的原则确定第一轮毂电机、第二轮毂电机和/或后驱电机的制动力矩，分别向第一轮毂电机控制器、第二轮毂电机控制器和/或后驱电机控制器发送包含制动力矩信息的控制指令，第一轮毂电机控制器、第二轮毂电机控制器和/或后驱电机控制器根据控制指令，分别输出电机制动信号至第一轮毂电机、第二轮毂电机和/或后驱电机。同时，整车控制器向电源管理系统发送控制指令，电源管理系统控制电池及电机高压供电装置不再向电机提供能量，电机输出负转矩，电池及电机高压供电装置中的电池接收来自电机制动回收的能量。采取电机制动与机械制动相结合的方法实现紧急制动控制。本发明所述的电动汽车控制系统稍做改进，也可以将第一轮毂电机和第二轮毂电机应于于后面两个车轮，将集成了自动变速器的后驱电机应用于其他未驱动车轮(如前面两个车轮)。与现有技术相比，本发明具有以下有益效果：(1)本发明采用能够独立控制的第一轮毂电机和第二轮毂电机，具有传统驱动方法无法比拟的优势，能够保证两个车轮不滑转，减小了轮胎磨损，保证了电动汽车行驶的安全性；(2)本发明采用集成自动变速器的后驱电机，使后驱电机工作在高效率区，增加了后驱电机的使用寿命，有效提高了电动汽车的行驶里程；(3)本发明同时采用第一轮毂电机、第二轮毂电机和后驱电机，能够实现前轮驱动控制、后轮驱动控制或四轮驱动控制，而且在轮毂电机及轮毂电机控制器或后驱电机及后驱电机控制器发生故障时仍然能够使电动汽车正常行驶，提高了电动汽车工作的可靠性；(4)本发明采用电机辅助制动控制，增强了整车的制动性能，通过回收制动能量降低了能量损耗。附图说明图1为电动汽车控制系统组成框图。图中：1-整车控制器，2-后驱电机控制器，3-后驱电机，4-第一轮毂电机控制器，5-第二轮毂电机控制器，6-第一轮毂电机，7-第二轮毂电机，8-电源管理系统，9-电池及电机高压供电装置，10-传感器模块。具体实施方式下面结合附图和实施例对本发明做进一步说明。一种电动汽车控制系统，包括：整车控制器1，通过自动变速器与后面两个车轮机械连接的后驱电机3，后驱电机控制器2，集成在后驱电机3内部、通过驱动桥连接后面两个车轮的自动变速器，分别安装在前面两个车轮的轮毂内的第一轮毂电机6、第二轮毂电机7及第一轮毂电机控制器4、第二轮毂电机控制器5，传感器模块10，电池及电机高压供电装置9，电源管理系统8。整车控制器1对第一轮毂电机控制器4、第二轮毂电机控制器5、后驱电机控制器2、电源管理系统8和传感器模块10输入的信号进行数据处理，输出控制指令至后驱电机控制器2、第一轮毂电机控制器4、第二轮毂电机控制器5和电源管理系统8，实现只驱动第一轮毂电机6和第二轮毂电机7的前轮驱动控制、只驱动后驱电机3的后轮驱动控制或同时驱动第一轮毂电机6、第二轮毂电机7和后驱电机3的四轮驱动控制以及辅助制动控制。控制系统还包括用于实现整车控制器1与第一轮毂电机控制器4、第二轮毂电机控制器5、后驱电机控制器2、电源管理系统8和传感器模块10之间的数据通信的CAN总线。通过CAN总线，可以采集整车控制器所需的数据，也可以和其他控制器进行数据通信，还可以通过CAN总线对整车控制器进行标定和维护。通过检测CAN总线的负载率、错误帧，适当调整CAN报文的帧数、频率，可以减少通信冲突和错误，降低外部干扰，提高CAN总线的稳定性。传感器模块10包括：用于测量方向盘实际转过角度的方向盘转角传感器，用于测量加速踏板实际开度的加速踏板位置传感器，用于测量制动踏板实际开度的制动踏板位置传感器。三个传感器的输出信号均输入至整车控制器1。第一轮毂电机控制器4、第二轮毂电机控制器5和后驱电机控制器2分别将第一轮毂电机转速传感器、第二轮毂电机转速传感器和后驱电机转速传感器输出的转速信号和转矩信号反馈至整车控制器1，实现闭环控制。自动变速器为电控机械式自动变速器，包括选档机构和换档机构，在整车控制器1输出的控制信号作用下实现自动选档和换档。电池及电机高压供电装置9用于为电机提供供电电源，包括：电池，主要由预充电电路和主充电电路组成的高压产生电路，保护电路。电源管理系统8将检测到的电池及电机高压供电装置9的电池的单体电压及单体温度、整体电压、电池电压占满容量电压的百分比SOC反馈给整车控制器1。整车控制器1将整体电压和SOC送至汽车的电子仪表盘进行显示，根据SOC的大小发出电池电量过低提醒信号，根据电池的单体温度的大小发出电池故障报警信号，并输出控制指令至电源管理系统8，由电源管理系统8切断电池能量输出。一种应用所述控制系统对电动汽车进行控制的方法，包括：整车控制器1对第一轮毂电机控制器4、第二轮毂电机控制器5、后驱电机控制器2、电源管理系统8和传感器模块10输入的信号进行数据处理，输出控制指令至第一轮毂电机控制器4、第二轮毂电机控制器5、后驱电机控制器2和电源管理系统8，对电动汽车进行只驱动第一轮毂电机6和第二轮毂电机7的前轮驱动控制、只驱动后驱电机3的后轮驱动控制或同时驱动第一轮毂电机6、第二轮毂电机7和后驱电机3的四轮驱动控制以及辅助制动控制。所述方法还包括选择驱动控制模式的步骤：通过操作驱动控制模式选择开关选择前轮驱动控制模式、后轮驱动控制模式或四轮驱动控制模式。当加速踏板位置传感器输出信号的大小超过急加速阈值时，不管电动汽车处理于哪种驱动控制模式，整车控制器1都输出控制指令至后驱电机控制器2、第一轮毂电机控制器4和第二轮毂电机控制器5，自动进行四轮驱动控制。本发明提供的三种驱动控制模式因各自具有不同的特点而应用于不同的行驶情况：由于电动汽车工作在后轮驱动控制模式可以使后驱电机工作在高效率区，因此，当电动汽车正常行驶时一般都选择后轮驱动控制模式；由于电动汽车工作在前轮驱动控制模式时，第一轮毂电机6和第二轮毂电机7可以分配不同的驱动力矩，即可以对前面两个车轮进行互不影响的独立控制，因此，当电动汽车转弯或在环行道路上行驶时，一般选择前轮驱动控制模式；由于四轮驱动控制模式下三个电机同时工作，产生的驱动力矩最大，因此，当需要紧急加速时一般选择四轮驱动控制模式。四轮驱动控制模式可以通过驾驶员手动操作驱动控制模式选择开关进行选择，也可以通过大幅度踏压加速踏板进行自动选择。对电动汽车进行前轮驱动控制、后轮驱动控制或四轮驱动控制的方法包括：前轮驱动控制：整车控制器1首先根据加速踏板位置传感器输出信号的大小确定第一轮毂电机6和第二轮毂电机7的总驱动力矩；然后根据方向盘转角传感器输出信号大小，按照方向盘转角越大第一轮毂电机6和第二轮毂电机7的驱动力矩差值越大的原则分配第一轮毂电机6和第二轮毂电机7的驱动力矩。分别向第一轮毂电机控制器4和第二轮毂电机控制器5发送包含驱动力矩信息的控制指令，第一轮毂电机控制器4和第二轮毂电机控制器5根据控制指令分别输出电机驱动信号至第一轮毂电机6和第二轮毂电机7。由于进行前轮驱动控制时前面两个车轮分配不同的驱动力矩，电动汽车本身可以产生一个由外向内的横摆力矩，有效减轻驾驶员在转向行驶时操作方向盘的力矩，保证了整车行驶的安全性提高了电动汽车的操作稳定性；而且可保证两个车轮不滑转，减小了轮胎磨损，提高了行驶的安全性。后轮驱动控制：整车控制器1根据加速踏板位置传感器输出信号的大小确定后驱电机3的驱动力矩，然后向后驱电机控制器2发送包含驱动力矩信息的控制指令，后驱电机控制器2根据控制指令输出电机驱动信号至后驱电机3；整车控制器1根据加速踏板位置传感器、后驱电机转速传感器输出信号的大小，确定使后驱电机3工作在高效率区的自动变速器的档位，并输出控制信号至自动变速器进行自动换档。后轮驱动控制可以使后驱电机3工作在高效率区，增加了后驱电机的使用寿命，有效提高了电动汽车的行驶里程。四轮驱动控制：整车控制器1根据加速踏板传感器输出信号大小确定总驱动力矩，根据前、后轮(即前、后轴)的负荷比计算第一轮毂电机6与第二轮毂电机7的总驱动力矩和后驱电机3的驱动力矩。按照前轮驱动控制所述方法获得第一轮毂电机6和第二轮毂电机7的驱动力矩，然后分别向第一轮毂电机控制器4、第二轮毂电机控制器5和后驱电机控制器2发送包含驱动力矩信息的控制指令，第一轮毂电机控制器4、第二轮毂电机控制器5和后驱电机控制器2根据控制指令分别输出电机驱动信号至第一轮毂电机6、第二轮毂电机7和后驱电机3。整车控制器1按照后轮驱动控制所述方法确定使后驱电机3工作在高效率区的自动变速器的档位，并输出控制信号至自动变速器进行自动换档。自动变速器换档时后驱电机的驱动力矩出现短暂中断，此时，在整车控制器1的作用下提高第一轮毂电机6和第二轮毂电机7驱动力矩，使总驱动力矩不变。自动变速器换档完成后，第一轮毂电机6和第二轮毂电机7的驱动力矩变为与换档前一致。通过这种驱动控制，不仅有效保证汽车动力不间断，而且保证自动变速器换档时整车的总驱动力不变，提高了电动汽车的舒适性。确定使后驱电机3工作在高效率区的自动变速器的档位的方法如下：根据加速踏板位置传感器、后驱电机转速传感器输出信号的大小，查自动变速器换档曲线得到使后驱电机3工作在高效率区的自动变速器的档位。自动变速器换档曲线按照下述方法得到：将加速踏板位置传感器输出信号的范围等分成多个区间，对于每个区间的端点值，在自动变速器的每个档位下，以后驱电机3的转速为横坐标、效率为纵坐标绘制转速-效率曲线，相邻两个档位间的转速-效率曲线的交点对应的后驱电机3的转速即为换档点转速，后驱电机3的转速为换档点转速时效率最高(即后驱电机3工作在高效率区)。连接所有交点得到自动变速器换档曲线。所述方法还包括故障监测与处理步骤：整车控制器1实时监测电机的转速、转矩信号和自动变速器的档位信息。如果在设定的时间内收不到第一轮毂电机6和第二轮毂电机7的转速、转矩信号，说明第一轮毂电机6或第一轮毂电机控制器4和第二轮毂电机7或第二轮毂电机控制器5故障，发出故障报警信号；如果在设定的时间内收不到后驱电机3的转速、转矩信号，说明后驱电机3或后驱电机控制器2故障，发出故障报警信号；如果自动变速器换档失败，在整车控制器1作用下保持当前档位，重新进行一次换档，若换档仍未成功，发出故障报警信号；若换档成功，记录一次换档未成功故障。电源管理系统8将检测到的电池及电机高压供电装置9的电池的单体温度、电池电压占满容量电压的百分比SOC反馈给整车控制器1。当SOC小于设定的阈值时发出电池电量过低提醒信号；当电池的单体温度超过设定的阈值时，整车控制器1输出控制指令至电源管理系统8，由电源管理系统8切断电池能量输出，并发出故障报警信号。所述方法还包括电机辅助制动控制步骤：整车控制器1根据制动踏板位置传感器输出信号的大小确定制动力矩，并根据制动力矩的大小判断是一般制动还是紧急制动：当制动力矩的大小不超过设定的阈值时为一般制动请求，否则为紧急制动请求。采用电机制动实现一般制动控制：整车控制器1根据制动力矩的大小按照每个车轮的制动力矩相同的原则确定第一轮毂电机6、第二轮毂电机7和/或后驱电机3的制动力矩，分别向第一轮毂电机控制器4、第二轮毂电机控制器5和/或后驱电机控制器2发送包含制动力矩信息的控制指令，第一轮毂电机控制器4、第二轮毂电机控制器5和/或后驱电机控制器2根据控制指令，分别输出电机制动信号至第一轮毂电机6、第二轮毂电机7和/或后驱电机3。同时，整车控制器1向电源管理系统8发送控制指令，电源管理系统8控制电池及电机高压供电装置9不再向电机提供能量，电机输出负转矩，电池及电机高压供电装置9中的电池接收来自电机制动回收的能量。对应三种驱动控制模式，辅助制动控制模式也分为三种：前轮制动控制模式，后轮制动控制模式，四轮制动控制模式。采用电机辅助制动控制不仅能够满足驾驶员的制动要求，而且提高了能量的利用率，对原有机械制动有很好的辅助功能，增强了整车的制动性能。采取电机制动与机械制动相结合的方法实现紧急制动控制。本发明不限于上述实施方式，本领域技术人员所做出的对上述实施方式任何显而易见的改进或变更，都不会超出本发明的构思和所附权利要求的保护范围。 | 本发明涉及一种电动汽车控制系统及方法。所述系统包括：整车控制器，通过自动变速器与后面两个车轮机械连接的后驱电机，后驱电机控制器，集成在后驱电机内部通过驱动桥连接后面两个车轮的自动变速器，分别安装在前面两个车轮的轮毂内的第一轮毂电机、第二轮毂电机及第一轮毂电机控制器、第二轮毂电机控制器，传感器模块，电池及电机高压供电装置，电源管理系统。前面两个车轮可独立控制，使两个车轮不滑转，减小了轮胎磨损；采用集成自动变速器的后驱电机，使后驱电机工作在高效率区，增加了后驱电机的使用寿命，提高了行驶里程；采用四轮驱动可实现紧急加速；采用电机辅助制动控制，增强了整车的制动性能，通过回收制动能量降低了能量损耗。 | CN:201610494220.3A | https://patentimages.storage.googleapis.com/68/47/9e/9070a8188c3cbd/CN106080206B.pdf | CN:106080206:B | 李占江, 李麟, 孙明江 | Nanjing Yuebo Power System Co Ltd | NaN | Not available | 2018-06-22 | 1.一种电动汽车控制系统，其特征在于，包括：整车控制器，通过自动变速器与后面两个车轮机械连接的后驱电机，后驱电机控制器，集成在后驱电机内部、通过驱动桥连接后面两个车轮的自动变速器，分别安装在前面两个车轮的轮毂内的第一轮毂电机、第二轮毂电机及第一轮毂电机控制器、第二轮毂电机控制器，传感器模块，电池及电机高压供电装置，电源管理系统；整车控制器对第一轮毂电机控制器、第二轮毂电机控制器、后驱电机控制器、电源管理系统和传感器模块输入的信号进行数据处理，输出控制指令至后驱电机控制器、第一轮毂电机控制器、第二轮毂电机控制器和电源管理系统，实现只驱动第一轮毂电机和第二轮毂电机的前轮驱动控制、只驱动后驱电机的后轮驱动控制或同时驱动第一轮毂电机、第二轮毂电机和后驱电机的四轮驱动控制以及辅助制动控制；, 电源管理系统将检测到的电池及电机高压供电装置的电池的单体电压及单体温度、整体电压、电池电压占满容量电压的百分比SOC反馈给整车控制器；整车控制器将整体电压和SOC送至汽车的电子仪表盘进行显示，根据SOC的大小发出电池电量过低提醒信号，根据电池的单体温度的大小发出电池故障报警信号，并输出控制指令至电源管理系统，由电源管理系统切断电池能量输出。, \n \n, 2.根据权利要求1所述的电动汽车控制系统，其特征在于，所述控制系统还包括用于实现整车控制器与第一轮毂电机控制器、第二轮毂电机控制器、后驱电机控制器、电源管理系统和传感器模块之间的数据通信的CAN总线。, \n \n, 3.根据权利要求1所述的电动汽车控制系统，其特征在于，传感器模块包括：用于测量方向盘实际转过角度的方向盘转角传感器，用于测量加速踏板实际开度的加速踏板位置传感器，用于测量制动踏板实际开度的制动踏板位置传感器；三个传感器的输出信号均输入至整车控制器。, \n \n, 4.根据权利要求3所述的电动汽车控制系统，其特征在于，第一轮毂电机控制器、第二轮毂电机控制器和后驱电机控制器分别将第一轮毂电机转速传感器、第二轮毂电机转速传感器和后驱电机转速传感器输出的转速信号和转矩信号反馈至整车控制器，实现闭环控制。, \n \n, 5.根据权利要求1所述的电动汽车控制系统，其特征在于，自动变速器包括选档机构和换档机构，在整车控制器的作用下实现自动选档和换档。, \n \n, 6.根据权利要求1所述的电动汽车控制系统，其特征在于，电池及电机高压供电装置用于为电机提供供电电源，包括：电池，主要由预充电电路和主充电电路组成的高压产生电路，保护电路。, \n \n \n \n \n \n \n, 7.一种应用权利要求1～6任意一项所述控制系统对电动汽车进行控制的方法，其特征在于，包括：整车控制器对第一轮毂电机控制器、第二轮毂电机控制器、后驱电机控制器、电源管理系统和传感器模块输入的信号进行数据处理，输出控制指令至第一轮毂电机控制器、第二轮毂电机控制器、后驱电机控制器和电源管理系统，对电动汽车进行只驱动第一轮毂电机和第二轮毂电机的前轮驱动控制、只驱动后驱电机的后轮驱动控制或同时驱动第一轮毂电机、第二轮毂电机和后驱电机的四轮驱动控制以及辅助制动控制；, 对电动汽车进行前轮驱动控制、后轮驱动控制或四轮驱动控制的方法包括：, 前轮驱动控制：整车控制器首先根据加速踏板位置传感器输出信号的大小确定第一轮毂电机和第二轮毂电机的总驱动力矩；然后根据方向盘转角传感器输出信号大小，按照方向盘转角越大第一轮毂电机和第二轮毂电机的驱动力矩差值越大的原则分配第一轮毂电机和第二轮毂电机的驱动力矩；分别向第一轮毂电机控制器和第二轮毂电机控制器发送包含驱动力矩信息的控制指令，第一轮毂电机控制器和第二轮毂电机控制器根据控制指令分别输出电机驱动信号至第一轮毂电机和第二轮毂电机；, 后轮驱动控制：整车控制器根据加速踏板位置传感器输出信号的大小确定后驱电机的驱动力矩，然后向后驱电机控制器发送包含驱动力矩信息的控制指令，后驱电机控制器根据控制指令输出电机驱动信号至后驱电机；整车控制器根据加速踏板位置传感器、后驱电机转速传感器输出信号的大小，确定使后驱电机工作在高效率区的自动变速器的档位，并输出控制信号至自动变速器进行自动换档；, 四轮驱动控制：整车控制器根据加速踏板传感器输出信号大小确定总驱动力矩，根据前、后轮的负荷比计算第一轮毂电机与第二轮毂电机的总驱动力矩和后驱电机的驱动力矩；按照前轮驱动控制所述方法获得第一轮毂电机和第二轮毂电机的驱动力矩，然后分别向第一轮毂电机控制器、第二轮毂电机控制器和后驱电机控制器发送包含驱动力矩信息的控制指令，第一轮毂电机控制器、第二轮毂电机控制器和后驱电机控制器根据控制指令分别输出电机驱动信号至第一轮毂电机、第二轮毂电机和后驱电机；整车控制器按照后轮驱动控制所述方法确定使后驱电机工作在高效率区的自动变速器的档位，并输出控制信号至自动变速器进行自动换档；自动变速器换档时后驱电机的驱动力矩出现短暂中断，在整车控制器1的作用下提高第一轮毂电机6和第二轮毂电机7驱动力矩，使总驱动力矩不变；自动变速器换档完成后，第一轮毂电机6和第二轮毂电机7的驱动力矩变为与换档前一致。, \n \n, 8.根据权利要求7所述方法，其特征在于，所述方法还包括选择驱动控制模式的步骤：通过操作驱动控制模式选择开关选择前轮驱动控制模式、后轮驱动控制模式或四轮驱动控制模式；当加速踏板位置传感器输出信号的大小超过急加速阈值时，不管电动汽车处理于哪种驱动控制模式，整车控制器都输出控制指令至后驱电机控制器、第一轮毂电机控制器和第二轮毂电机控制器，自动进行四轮驱动控制。, \n \n, 9.根据权利要求7所述方法，其特征在于，确定使后驱电机工作在高效率区的自动变速器的档位的方法如下：, 根据加速踏板位置传感器、后驱电机转速传感器输出信号的大小，查自动变速器换档曲线得到使后驱电机工作在高效率区的自动变速器的档位；自动变速器换档曲线按照下述方法得到：将加速踏板位置传感器输出信号的范围等分成多个区间，对于每个区间的端点值，在自动变速器的每个档位下，以后驱电机的转速为横坐标、效率为纵坐标绘制转速-效率曲线，相邻两个档位间的转速-效率曲线的交点对应的后驱电机的转速即为换档点转速，后驱电机的转速为换档点转速时效率最高；连接所有交点得到自动变速器换档曲线。, \n \n, 10.根据权利要求7所述方法，其特征在于，所述方法还包括故障监测与处理步骤：, 整车控制器实时监测电机的转速、转矩信号和自动变速器的档位信息；如果在设定的时间内收不到第一轮毂电机和第二轮毂电机的转速、转矩信号，说明第一轮毂电机或第一轮毂电机控制器和第二轮毂电机或第二轮毂电机控制器故障，发出故障报警信号；如果在设定的时间内收不到后驱电机的转速、转矩信号，说明后驱电机或后驱电机控制器故障，发出故障报警信号；如果自动变速器换档失败，在整车控制器作用下保持当前档位，重新进行一次换档，若换档仍未成功，发出故障报警信号；若换档成功，记录一次换档未成功故障；, 电源管理系统将检测到的电池及电机高压供电装置的电池的单体温度、电池电压占满容量电压的百分比SOC反馈给整车控制器；当SOC小于设定的阈值时发出电池电量过低提醒信号；当电池的单体温度超过设定的阈值时，整车控制器输出控制指令至电源管理系统，由电源管理系统切断电池能量输出，并发出故障报警信号。, \n \n, 11.根据权利要求7所述方法，其特征在于，所述方法还包括电机辅助制动控制步骤：, 整车控制器根据制动踏板位置传感器输出信号的大小确定制动力矩，并根据制动力矩的大小判断是一般制动还是紧急制动：当所述制动力矩的大小不超过设定的阈值时为一般制动请求，否则为紧急制动请求；, 采用电机制动实现一般制动控制：整车控制器根据制动力矩的大小按照每个车轮的制动力矩相同的原则确定第一轮毂电机、第二轮毂电机和/或后驱电机的制动力矩，分别向第一轮毂电机控制器、第二轮毂电机控制器和/或后驱电机控制器发送包含制动力矩信息的控制指令，第一轮毂电机控制器、第二轮毂电机控制器和/或后驱电机控制器根据控制指令，分别输出电机制动信号至第一轮毂电机、第二轮毂电机和/或后驱电机；同时，整车控制器向电源管理系统发送控制指令，电源管理系统控制电池及电机高压供电装置不再向电机提供能量，电机输出负转矩，电池及电机高压供电装置中的电池接收来自电机制动回收的能量；, 采取电机制动与机械制动相结合的方法实现紧急制动控制。 | CN | China | Active | B | True |
| 207 | Recharging of battery electric vehicles on a smart electrical grid system \n | US11159043B2 | This application is a Continuation of, and claims the priority benefit of, U.S. application Ser. No. 13/174,227 filed Jun. 30, 2011.\nEmbodiments of the inventive subject matter generally relate to the field of electrical power, and, more particularly, to recharging of battery electric vehicles.\nBattery electric vehicles use electric motors powered by rechargeable battery packs for propulsion. Battery electric vehicles are in contrast to the conventional vehicles that use internal combustion engines for propulsion. Recharging stations are becoming more prevalent to enable operators of these battery electric vehicles to recharge their rechargeable battery packs. The recharging stations can be coupled to an electrical grid system.\nThe electrical grid systems could be strained if battery electric vehicles are plugged in en masse at times of peak electricity demand. Utilities are likely to offer discounted rates to encourage off-peak charging, especially overnight. However in a system where most vehicles can be battery electric vehicles (BEVs), charging demand will be high even during peak hours. Also, because these devices (unlike houses) are mobile, the location of the electrical need is not as predictable.\nSome example embodiments include a method for recharging a number of battery electric vehicles. The method include receiving (by a control module configured to control an electrical grid system that include a number of recharging stations that are configured to recharge the number of battery electric vehicles and from the number of battery electric vehicles) usage data that comprises a current charge level, a current location, and a planned itinerary that includes a destination. The method includes determining, by the control module, anticipated electrical loads in the number of sectors of the electrical grid system based on the usage data of the number of battery electric vehicles. The method also includes redistributing, by the control module, the electrical supply on the electrical grid system to at least one recharging station of the number of recharging stations based on the anticipated electrical loads, prior to actual usage defined by the usage data by the number of battery electric vehicles.\nSome example embodiments include a method for recharging a mass transit battery electric vehicle. The method includes receiving, by a control module and from the mass transit battery electric vehicle while in transit along a route having a number of stops for passenger pickup, a current charge level and a current location. The number of stops includes recharging stations configured to recharge the mass transit battery electric vehicle. The method includes receiving, by the control module and from a next stop of the number of stops along the route for the mass transit battery electric vehicle, an anticipated stop time at the next stop for the mass transit battery electric vehicle. The method includes determining, by the control module, a required power output to be supplied to the mass transit battery electric vehicle by the recharging station at the next stop based on the current charge level. The required power output comprises an amount of power to be supplied within the anticipated stop time at the next stop. Also, the required power output comprises the amount of power needed to satisfy a minimum amount of charge to enable the mass transit battery electric vehicle to arrive at a subsequent stop of the number of stops after the next stop. The method includes transmitting, to the recharging station at the next stop, the required power output to be supplied to the mass transit battery electric vehicle by the recharging station.\nSome example embodiments include a computer program product for recharging a number of battery electric vehicles. The computer program product includes a computer readable storage medium having computer usable program code embodied therewith. The computer usable program code includes a computer usable program code configured to receive from the number of battery electric vehicles that are to recharge at a number of recharging stations of an electrical grid system usage data. The usage data includes a current charge level, a current location, and a planned itinerary that includes a destination. The computer usable program code is configured to determine anticipated electrical loads at the number of recharging stations of the electrical grid system based on the usage data of the number of battery electric vehicles. The computer usable program code is configured to deny access to at least one recharging station of the number of recharging stations by at least one battery electric vehicle of the number of battery electric vehicles based on the anticipated electrical loads in the number of sectors of the electrical grid system.\nThe present embodiments may be better understood, and numerous objects, features, and advantages made apparent to those skilled in the art by referencing the accompanying drawings.\n FIG. 1 depicts a system for recharging a battery electric vehicle, according to some example embodiments.\n FIG. 2 depicts a segmentation of a geographical location having recharging stations for recharging battery electric vehicles, according to some example embodiments.\n FIG. 3 depicts a system for recharging mass transit battery electric vehicles at passenger stops, according to some example embodiments.\n FIG. 4 depicts a flowchart of operations for recharging battery electric vehicles, according to some example embodiments.\n FIG. 5 depicts a flowchart of operations for enhanced usage and pricing for recharging battery electric vehicles, according to some example embodiments.\n FIG. 6 depicts a flowchart of operations for recharging mass transit battery electric vehicles at passenger stops, according to some example embodiments.\n FIG. 7 depicts a computer system, according to some example embodiments.\nThe description that follows includes exemplary systems, methods, techniques, instruction sequences and computer program products that embody techniques of the present inventive subject matter. However, it is understood that the described embodiments may be practiced without these specific details. In other instances, well-known instruction instances, protocols, structures and techniques have not been shown in detail in order not to obfuscate the description.\nIn some example embodiments, an electrical grid system supplies electrical power of a network to a number of recharging stations that can be used by operators of battery electric vehicles to recharges their vehicles. In some example embodiments, the electrical grid system collects usage data from the different battery electric vehicles. The electrical grid system can receive this data based on different types of network communications (wired and wireless). For example, the system can receive this data wireless from an onboard computer of the battery electric vehicle, a smart phone of the operator that is communicatively coupled to the onboard computer of the battery electric vehicle, etc.\nIn some example embodiments, a battery electric vehicle provides its usage data (including remaining charge, current location, etc.). In response to receiving the usage data, a control module of the electrical grid system can determine vehicle current charge needs and provide the driver of the battery electric vehicle with optimal recharge locations. For example, the optimal recharge location can be the location having the least impact on the electrical grid, the location that is least expensive, the location that can recharge the quickest (the recharge time), the location have the least environmental impact, etc. While conventional Global Positioning Systems (GPSs) can provide a nearest recharging location, these conventional systems do not provide the driver with suggestions of a recharging location based on knowledge of vehicle density, price, recharge time, etc. (as described herein).\nAccordingly, some example embodiments provide an integrated approach for recharging of battery electric vehicles that includes providing information to the electrical grid system regarding a driver's potential recharging needs for their vehicle based on their location. The control module of the electrical grid system can use this data to distribute load to other parts of the electrical grid that has more capacity. The control module can distribute the load by suggesting alternative recharging locations for a vehicle and/or by denying recharging at particular recharging stations.\nThe drivers can provide their battery electric vehicle's current charge level and destination. Based on this data, the control module of the electrical grid system can dynamically shift electrical supply on the grid to anticipate localized demand. For example, if a certain number of vehicles will require recharge in certain recharging stations and the current electrical supply for these recharging stations is insufficient, the control module can shift electrical supply from other parts of its system that will be underused during this time to these recharging stations (thereby satisfying this demand that is to occur because of upcoming recharges of these vehicles). Accordingly, because these battery electric vehicles transmit their current charge level and proposed destination, the control module of the electrical grid system is able to more accurately predict the likelihood of the need for a recharging session at particular recharging stations.\nThe drivers of the battery electric vehicles can rely on a device (e.g., onboard computer) within their vehicle or a separate device (e.g., a driver's mobile device, such as a smart phone) to determine and enter the following information about the vehicle into the electrical grid system—1) current charge level, 2) current location, and 3) planned itinerary. In some example embodiments, based on this usage data provided about the battery electric vehicle, the control module of the electrical grid system determines if the driver will be unable to complete the trip defined by their planned itinerary. If the driver is unable, the control module can provide an alternative itinerary, different optimal recharging locations to recharge the vehicle, etc. In some example embodiments, the control module provides suggested recharging stations based on one or more of the following: 1) price, 2) density of vehicles at the recharging station, 3) traffic near the recharging station, 4) learned patterns established from typically-used recharging stations, 5) changes in elevations on the route, etc.\nAs further described below, some example embodiments incorporate dynamic pricing for power supplied at the charging stations. The pricing can be based on both demand and other service oriented needs. Also, some example embodiments have application to mass transit battery electric vehicles (e.g., buses, trains, etc.).\n FIG. 1 depicts a system for recharging a battery electric vehicle, according to some example embodiments. FIG. 1 depicts a system 100 that illustrates a single battery electric vehicle (a battery electric vehicle 102) and a single recharging station (a recharging station 106). The system 100 can be expanded to cover any number of battery electric vehicles and recharging stations. The system 100 also includes public utility services 114, private utility services 112, a Global Positioning System (GPS) satellite 110, and a power generator 108. A mobile device 104 can be owned by an operator of the battery electric vehicle 102 and can be various types of devices (e.g., smart phone, Personal Digital Assistant (PDA), tablet computer, notebook computer, etc.).\nThe public utility services 114 include a server 116, and the private utility services 112 include a server 118. These services can include other types of devices and computers for receiving and transmitting network communications and providing control of different parts of the system 100 (as further described below). While shown as being separate, the operations provided by the private utility services 112 and the public utility services 114 can be combined. In this example, the server 118 includes a control module 120. The control module 120 can be software, firmware, hardware or a combination thereof. For example, the control module 120 can be software that is loaded into a processor for execution therein.\nThe GPS satellite 110 transmits a GPS signal 122 to at least one of the battery electric vehicle 102 and the mobile device 104. For example, the battery electric vehicle 102 can have an onboard computer. The onboard computer and the mobile device 104 can determine a global position of the battery electric vehicle 102 based on the GPS signal 122. At least one of the battery electric vehicle 102 and the onboard computer is also communicatively coupled to the server 116 (wireless communication 124). The server 116 is communicatively coupled to the server 118. The server 118 is communicatively coupled to the power generator 108. The power generator 108 is communicatively coupled to the recharging station 106 to provide power to the recharging station 106 that is to be used for recharging battery electric vehicles. The communications between the server 116 and the server 118, the server 118 and the power generator 108 can be wired or wireless. In this example, the battery electric vehicle 102 is a distance 150 from the recharging station 106.\nIn some example embodiments, the driver of the battery electric vehicle 102 provides their battery electric vehicle's current charge level and destination to the control module 120. Based on this data, the control module 120 can dynamically shift electrical supply on the grid to anticipate localized demand. For example, if a certain number of vehicles will require recharge at the recharging station 106 and the current electrical supply for the recharging station 106 is insufficient, the control module 120 can shift electrical supply from other parts of its system that will be underused during this time to the recharging station 106 (thereby satisfying this demand that is to occur because of upcoming recharges of these vehicles). In particular, the power generator 108 can be supplying power to multiple recharging stations (not shown in FIG. 1). The control module 120 can transmit instructions to the power generator 108 to supply additional power to the recharging station 106 and supply less power to the other recharging stations. Accordingly, because these battery electric vehicles transmit their current charge level and proposed destination, the control module 120 is able to more accurately predict the likelihood of the need for a recharging session at particular recharging stations.\nUsing at least one the mobile device 104 and an integrated device (e.g., onboard computer) of the battery electric vehicle 102, the driver of the battery electric vehicle 102 provides, to the control module 120 (through the communication 124) one or more of the following: 1) current charge level, 2) current location, and 3) planned itinerary. In some example embodiments, based on this usage data provided about the battery electric vehicle 102, the control module 120 determines if the driver will be unable to complete the trip defined by their planned itinerary. If the driver is unable, the control module 102 provides an alternative itinerary, different optimal recharging locations to recharge the vehicle, etc. In some example embodiments, the control module 120 provides, to the driver, suggested recharging stations based on one or more of the following: 1) price, 2) density of vehicles at the recharging station, 3) traffic near the recharging station, 4) learned patterns established from typically-used recharging stations, 5) changes in elevations on the route, etc.\nIn some example embodiments, the control module 120 determines future charging needs of multiple battery electric vehicles (BEVs). For example, the battery electric vehicles can transmit their charging needs prior to arriving at a recharging station for a recharge session. The battery electric vehicles can also transmit an indication that a charging session is needed at a recharging station. The charging needs can be based on the current location and current charge of the battery electric vehicle and the location of a selected recharging station.\nIn some example embodiments, the driver of the battery electric vehicle 102 is provided with an interface to interact with the electrical grid system. For example, a web service or Software as a Solution (SaaS) implementation can allow for this interaction with the control module 120, the recharging station 106, etc. from any location. This interface can be provided through any type of device (e.g., smart phone, onboard computer on the battery electric vehicle, etc.).\nIn some example embodiments, the control module 120 determines a charge rate for a charge station for the battery electric vehicle 102 prior to arrival. The control module 120 can then provide this charge rate to the battery electric vehicle 102 prior to arrival. The control module 120 can make this determination of the charge rate based on the number of battery electric vehicles and amount of power needed for such vehicles currently charging at the recharging station 106, the number of battery electric vehicles and amount of power needed for such vehicles that are to arrive for charging at the recharging station 106, the time of day, the location of the recharging station 106, etc.\nThe recharging station 106 can vary the amount of power output provided to the battery electric vehicle 102. A larger power output for a given time T can cost more than a lesser power output for the same time T. In some example embodiments, this variable power output is used to provide power to the battery electric vehicle 102 in a charge time (tcharge) that satisfies a required time to reach the desired recharging station or final destination (Ttotal). Also, the time of the commute (tcommute) based on various conditions (traffic, weather, etc.) is also factor:\n\nT total =t charge +t commute \n\nAccordingly, if the time of the commute is greater because of traffic, weather, etc., the power output at the recharging station 106 can be increased to lower the charge time so that the total time can be met. Conversely, if the time of the commute is less, the power output at the recharging station 106 can be decreased to increase the charge time so that the total time can be met.\nIn some example embodiments, the control module 120 provides the driver of the battery electric vehicle 102 with environmental impact feedback information for a charging request for a selected charge session and projected impact at alternative times or recharging locations. For example, power being provided at a recharging station from solar or wind would have less environmental impact than power being provided by a different recharging station that is derived from traditional power sources (e.g., hydrocarbons).\nIn some example embodiments, the control module 120 incorporate dynamic pricing for power supplied at the recharging stations. The pricing can be based on both demand and other service oriented needs. Two common denominators for drivers of battery electric vehicles include 1) locations available for recharging, and 2) the time required to recharge. A pricing model can be based on these two denominators. In some example embodiments, the control module 120 enables a driver of a battery electric vehicle to reserve a spot at a particular recharging station for a specific time and for a specific time period. In some example embodiments, a driver of a battery electric vehicle can reserve a spot at a particular charging station for a specific time period (independent of a specific time). A driver of a battery electric vehicle can also reserve a spot at for a specific time period (independent of a specific time and independent of a particular charging station). In other words, the driver can charge their battery electric vehicle for a set time period (e.g., one hour) at any recharging location at any time. The driver of a battery vehicle can purchases these different types of recharges and be provided with some type of electronic token that is presented for redemption. For example, the driver can transmit the electronic token to the control module 120 for redemption through a wireless communication using their smart phone, the onboard computer of the battery electric vehicle, etc. This electronic token communication can also be performed in real time, directly or indirectly through an intermediary service (e.g., electronic advertisements).\nIn some example embodiments, the control module 120 varies the pricing for power based on willingness of the driver to accept an indeterminate charge time. For example, the driver of the battery electric vehicle 102 can purchase an 80% recharge of their battery electric vehicle 102 at the recharging station 106. However, the time period required to charge to 80% is indeterminate but within a certain range. Charge time can vary. For example, charge time can increase or decrease dynamically based on real time demand. Charge time can also increase or decrease dynamically based on the driver's willingness to pay a premium for preferential or unrestricted service.\nIn some example embodiments, the power distribution across multiple recharging stations dynamic and is based on a number of factors (e.g., usage, traffic density, cost, etc.). To illustrate, FIG. 2 depicts a segmentation of a geographical location having recharging stations for recharging battery electric vehicles, according to some example embodiments. A segmentation 200 can be of any type of geographical location having recharging stations therein. For example, the geographical location can be a part of a city, an entire city, a county, a state, a country, etc. In this example, the segmentation 200 includes four different sectors—a sector A 202, a sector B 204, a sector C 206, and a sector D 208. As shown, the different sectors have varying density of recharging locations and battery electric vehicles. The battery electric vehicles are not constrained to a given sector and can travel among any of the sectors.\nThe sector A 202 includes two recharging stations—a recharging station 210 and a recharging station 212. In the snapshot shown, there are six battery electric vehicles in the sector A 202—a battery electric vehicle 240, a battery electric vehicle 242, a battery electric vehicle 246, a battery electric vehicle 248, a battery electric vehicle 250, and a battery electric vehicle 252. The sector B 204 includes one recharging station—a recharging station 214. In the snapshot shown, there are two battery electric vehicles in the sector B 204—a battery electric vehicle 254 and a battery electric vehicle 256.\nThe sector C 206 includes five recharging stations—a recharging station 216, a recharging station 218, a recharging station 220, a recharging station 222, and a recharging station 224. In the snapshot shown, there are nine battery electric vehicles in the sector C 206—a battery electric vehicle 258, a battery electric vehicle 260, a battery electric vehicle 262, a battery electric vehicle 264, a battery electric vehicle 266, a battery electric vehicle 268, a battery electric vehicle 270, a battery electric vehicle 272, and a battery electric vehicle 274. The sector D 208 includes three recharging stations—a recharging station 226, a recharging station 228, and a recharging station 230. In the snapshot shown, there are two battery electric vehicles in the sector D 208—a battery electric vehicle 276 and a battery electric vehicle 278. In some example embodiments, the control module 120 (shown in FIG. 1) dynamically distributes the power to the different recharging stations based on usage data that is received from the battery electric vehicles in real time.\nThere are also other results of these battery electric vehicles transmitting their current charge level and proposed destination to the electrical grid system. For example, mobile rescue charge units can be more easily dispatched if a battery electric vehicle is stranded between recharging stations because it is out of charge. Another result can be dynamically setting preferential charging rates based on the willingness of operators to disclose this information and based on the number and density of operators who do disclose. In particular, an operator can be provided with a discounted charge rate for their disclosure. Another result can be dynamically setting preferential charging rates based on the willingness of the operators to go to an alternative recharging station (to reduce electrical load in a given sector of the electrical grid).\nIn some example embodiments, the control module 120 (see FIG. 1) leverages the knowledge of the future charging needs and locations of the battery electric vehicles to accurately project power needs some time in the future in variable increments of time. Based on this knowledge, the control module 120 redistributes power on the electrical grid that supplies power to the various recharging stations used by the battery electric vehicles. The control module 120 provides more power to specific recharging stations, sectors, etc. on the power grid or increase associated generating capacity (based on anticipation of the need rather than being reactive to power needs on the power grid). For example, based on usage data received from the different battery electric vehicles, the control module 120 shifts power being supplied to the recharging stations 226-230 in the sector D to the recharging stations 210-210 in the sector A.\nIn some example embodiments, the control module 120 (see FIG. 1) provides a location based service that determines the current power needs of a battery electric vehicle at location X and the calculated power needs of the battery electric vehicle once the destination of the desired charging station is reached (location X+ΔX). The control module 120 determines the most desirable charging station for a battery electric vehicle based on a number of factors (e.g., current charging needs, current location, environmental conditions, cost basis, etc.). For example, for the battery electric vehicle 256, the recharging station 214 is close but requires the battery electric vehicle 256 is travel up a hill, while the recharging station 226 can be farther and not require the battery electric vehicle 256 to travel up a hill. In such a situation, the control module 120 can recommend the recharging station 226 can be the most desirable recharging station for the battery electric vehicle 256.\nIn some example embodiments, the control module 120 (see FIG. 1) leverages the information about the charge time (tcharge) and the time of the compute (tcommute) for the different battery electric vehicles that use the electrical grid in order to redistribute the power at the different charging stations. In particular, the control module 120 can determine the power output at each of a selected series of recharging stations in order to fulfill the charge level requirements of itineraries of the different battery electric vehicles (taking into consideration the charge times at each station).\nIn some example embodiments, the power output at the recharging stations affects the price. For example, power output X per unit of time costs more than power output Y per same unit of time (where X is greater than Y). The pricing for power supplied at recharging stations can also be based on congestion relative to the recharging stations. The higher congestion for usage of power at the recharging station causes the price of the power supplied to increase.\nSome example embodiments have application for mass transit vehicles (e.g., buses, trains, etc.) where frequent stops are made to pickup and drop-off passengers. The passenger stops can be charging stations. To illustrate, FIG. 3 depicts a system for recharging mass transit battery electric vehicles at passenger stops, according to some example embodiments. In particular, FIG. 3 depicts a system 300 for recharging a mass transit battery electric vehicle 302.\nThe system 300 includes utility services 304 that include a server 306. These services can include other types of devices and computers for receiving and transmitting network communications and providing control of different parts of the system 300 (as further described below). The server 306 includes a control module 308. The control module 308 can be software, firmware, hardware or a combination thereof. For example, the control module 308 can be software that is loaded into a processor for execution therein.\nThe system 300 also includes a GPS satellite 310 transmits a GPS signal 322 to the mass transit battery electric vehicle 302. For example, the mass transit battery electric vehicle 302 can have an onboard computer. The onboard computer determines a global position of the mass transit battery electric vehicle 302 based on the GPS signal 322. The onboard computer of the mass transit battery electric vehicle 302 is also communicatively coupled to the server 306 (wireless communication 324).\nThe mass transit battery electric vehicle 302 has a route that includes a number of passenger stops that also serve as recharging stations for recharging the mass transit battery electric vehicle 302—a passenger stop 310, a passenger stop 312, a passenger stop 314, a passenger stop 316, a passenger stop 318, and a passenger stop 320. In this example, the mass transit battery electric vehicle 302 has a circular route. The circular route is configured such that the order of the passenger stops are the passenger stop 310, the passenger stop 312, the passenger stop 314, the passenger stop 316, the passenger stop 318, the passenger stop 320, and returning to the passenger stop 310.\nThe server 306 is communicatively coupled to each of the passenger stops. In FIG. 3, these communications are shown as a wireless communication. However, such communications can also be wired. The server 306 is communicatively coupled to the passenger stop 310 through a communication 326. The server 306 is communicatively coupled to the passenger stop 312 through a communication 328. The server 306 is communicatively coupled to the passenger stop 314 through a communication 330. The server 306 is communicatively coupled to the passenger stop 316 through a communication 332. The server 306 is communicatively coupled to the passenger stop 318 through a communication 334. The server 306 is communicatively coupled to the passenger stop 320 through a communication 336.\nIn operation, the mass transit battery electric vehicle 302 needs to maintain a certain charge level to be able to arrive at the next stop in its route. In some example embodiments, the control module 308 determines the amount of time that the mass transit battery electric vehicle 302 is to be at a passenger stop and the amount of power needed to deliver the required minimum level of charge in the time that the mass transit battery electric vehicle 302 is at the stop. For example, the minimum level of charge would be the amount of charge needed to reach the next stop. This minimum level of charge can include some reserve and can be based on various factors (e.g., traffic, weather, number of passengers, amount of power to be expended, etc.). Accordingly, the power output for a same vehicle can vary among the different stops (e.g., stop A requires 1000 volts, stop B requires 220 volts, stop C requires 750 volts, etc.). In some example embodiments, the passenger stops transmit to the control module 308 various data to enable the control module 308 to determine this minimum level of charge for the mass transit battery electric vehicle 302 at the next passenger stop. For example, all, some or only the next passenger stop transmits to the control module 308 the number of waiting passengers, the average load time for the stop, power output options, etc. A given passenger stop can transmit its data when the passenger stop is the next stop for the mass transit battery electric vehicle 302. For example, after the mass transit battery electric vehicle 302 leaves the passenger stop 310, the passenger stop transmits its data (through the communication 328) to the control module 308. In some example embodiments, the passenger stops provide average load time, number of waiting passengers, etc. based on past stops at this particular passenger stop for a particular day, time of day, etc. Alternatively or in addition, the passenger stops can provid | Some example embodiments include a method for recharging a number of battery electric vehicles. The method include receiving (by a control module configured to control an electrical grid system that include a number of recharging stations that are configured to recharge the number of battery electric vehicles and from the number of battery electric vehicles) usage data that comprises a current charge level, a current location, and a planned itinerary that includes a destination. The method includes determining anticipated electrical loads in the number of sectors of the electrical grid system based on the usage data of the number of battery electric vehicles. The method also includes redistributing the electrical supply on the electrical grid system to at least one recharging station of the number of recharging stations based on the anticipated electrical loads, prior to actual usage defined by the usage data by the number of battery electric vehicles. | US:15/610,044 | https://patentimages.storage.googleapis.com/7b/85/2a/1d2d760b630d75/US11159043.pdf | US:11159043 | Howard N. Anglin, Irgelkha Mejia, Nicholas J. Ruegger, Yvonne M. Young | International Business Machines Corp | DE:2627532:A1, US:4335847, US:4469274, US:5400246, US:5583418, US:5259445, US:5481481, US:5595342, US:5566879, US:5742516, US:5790976, US:5632614, US:5793296, US:5781024, US:5911747, US:6176436, US:6062482, US:20030102382:A1, US:20040079093:A1, US:6742349, EP:1162586:A1, US:20060049268:A1, EP:1275936:A2, US:20040117330:A1, US:20040133314:A1, US:6578770, US:20040088104:A1, US:20040259545:A1, US:20050006488:A1, US:20070043478:A1, CN:1595066:A, US:20050212681:A1, US:20060038672:A1, US:20060106510:A1, US:20070088465:A1, US:20080054082:A1, US:20080078337:A1, US:20140034284:A1, US:20100023865:A1, US:7250870, US:20070099136:A1, US:20070099137:A1, US:20090253087:A1, US:20070120693:A1, US:20070131784:A1, US:20070142927:A1, US:20070233420:A1, US:20110025556:A1, US:20080048046:A1, US:20080099570:A1, WO:2008070163:A2, US:20080182506:A1, US:20080182215:A1, US:20080203973:A1, US:20080284579:A1, US:20080290183:A1, US:20080289834:A1, US:20100019921:A1, US:20100169008:A1, US:20130095868:A1, US:20090210357:A1, US:20090243852:A1, US:20090134993:A1, US:8138690, US:20090302996:A1, US:20100039067:A1, US:20100106641:A1, US:20100082464:A1, DE:102008053141:A1, US:20100106401:A1, US:20100141205:A1, CN:101811446:A, CN:102271959:A, WO:2010081141:A2, DE:112010000433:T5, US:20110035073:A1, US:20100207772:A1, US:20130321637:A1, US:20100256846:A1, US:20100280675:A1, US:20110025267:A1, US:20110032110:A1, US:20110050168:A1, US:20110113120:A1, US:20110191265:A1, US:8090477, US:20120095614:A1, US:20120109519:A1, US:20140058567:A1, US:20130226354:A9, US:20130338839:A1, US:20140052300:A1, US:20120185105:A1, CN:102693458:A, US:20120233077:A1, US:20120253527:A1, US:20120296678:A1, US:20120305661:A1, EP:2627532:B1, US:9718371, US:20130173326:A1, SG:191209:A1, US:10513192, CA:2836001:C, US:20170259681:A1, US:20130006677:A1, CN:103562001:A, JP:2014525225:A, US:9274540, WO:2013000687:A1, US:20160137085:A1, US:20130018513:A1, US:20130054033:A1, US:20130066474:A1, US:20130085613:A1, US:20140005839:A1, US:20130173064:A1, US:20130123991:A1, US:20140088918:A1, US:20140277761:A1, US:8988232, US:20150097689:A1 | 2021-10-26 | 2021-10-26 | 1. A method for recharging a number of battery electric vehicles, the method comprising:\nreceiving, by a control module configured to control an electrical grid system that include a number of recharging stations that are configured to recharge the number of battery electric vehicles, from the number of battery electric vehicles that are to recharge at a number of recharging stations of the electrical grid system from an electrical supply provided by a power generator coupled to the electrical grid system, usage data that comprises a current charge level, a current location, and a planned itinerary that includes a destination;\ndetermining, by the control module, anticipated electrical loads at the number of recharging stations of the electrical grid system based on the usage data of the number of battery electric vehicles;\ndenying, in response to receiving a communication including the anticipated electrical loads, access to at least one recharging station of the number of recharging stations by at least one battery electric vehicle of the number of battery electric vehicles in a number of sectors of the electrical grid system; and\ntransmitting to the at least one battery electric vehicle of the number of battery electric vehicles, a recommended recharging station among the number of recharging stations for actual usage by the at least one battery electric vehicle, wherein the recommended recharging station has more recharge capacity than the recharging station that is closest to the current location of the at least one battery electric vehicle;\nreceiving, through a network communication, an electronic token from at least one of a mobile device of a driver of at least one battery electric vehicle of the number of battery electric vehicles and a device associated with the at least one battery electric vehicle; and\nresponsive to receiving the electronic token, reserving a reserved spot at the recommended recharging station to recharge the at least one battery electric vehicle, wherein reservation of the spot is for a guaranteed time period based on a monetary value of the electronic token and is unrestricted with regard to a recharging station of the number of recharging stations where the reserved spot is located and is unrestricted with regard to a time and a day.\n, receiving, by a control module configured to control an electrical grid system that include a number of recharging stations that are configured to recharge the number of battery electric vehicles, from the number of battery electric vehicles that are to recharge at a number of recharging stations of the electrical grid system from an electrical supply provided by a power generator coupled to the electrical grid system, usage data that comprises a current charge level, a current location, and a planned itinerary that includes a destination;, determining, by the control module, anticipated electrical loads at the number of recharging stations of the electrical grid system based on the usage data of the number of battery electric vehicles;, denying, in response to receiving a communication including the anticipated electrical loads, access to at least one recharging station of the number of recharging stations by at least one battery electric vehicle of the number of battery electric vehicles in a number of sectors of the electrical grid system; and, transmitting to the at least one battery electric vehicle of the number of battery electric vehicles, a recommended recharging station among the number of recharging stations for actual usage by the at least one battery electric vehicle, wherein the recommended recharging station has more recharge capacity than the recharging station that is closest to the current location of the at least one battery electric vehicle;, receiving, through a network communication, an electronic token from at least one of a mobile device of a driver of at least one battery electric vehicle of the number of battery electric vehicles and a device associated with the at least one battery electric vehicle; and, responsive to receiving the electronic token, reserving a reserved spot at the recommended recharging station to recharge the at least one battery electric vehicle, wherein reservation of the spot is for a guaranteed time period based on a monetary value of the electronic token and is unrestricted with regard to a recharging station of the number of recharging stations where the reserved spot is located and is unrestricted with regard to a time and a day., 2. The method of claim 1, further comprising dynamically varying charge rates for recharging at the number of recharging stations based on the anticipated electrical loads, wherein the charge rates are variable across the number of recharging stations., 3. The method of claim 2, further comprising:\ndetermining, by the control module, an anticipated charge rate for recharging at the number of recharging stations for at least one battery electric vehicle of the number of battery electric vehicles for the planned itinerary for the at least one battery electric vehicle, wherein the anticipated charge rate is based on the charge rates being dynamically varied based on the anticipated electrical loads; and\ntransmitting the anticipated charge rate to at least one of a device of the at least one battery electric vehicle and a mobile device associated with an operator of the at least one battery electric vehicle.\n, determining, by the control module, an anticipated charge rate for recharging at the number of recharging stations for at least one battery electric vehicle of the number of battery electric vehicles for the planned itinerary for the at least one battery electric vehicle, wherein the anticipated charge rate is based on the charge rates being dynamically varied based on the anticipated electrical loads; and, transmitting the anticipated charge rate to at least one of a device of the at least one battery electric vehicle and a mobile device associated with an operator of the at least one battery electric vehicle., 4. The method of claim 1, further comprising redistributing the electrical supply on the electrical grid system to at least one recharging station of the number of recharging stations based on the anticipated electrical loads, prior to actual usage defined by the usage data by the number of battery electric vehicles., 5. The method of claim 1, wherein the recommended recharging station provided by the control module is based on an environmental condition that comprises at least one of traffic, geographical terrain, and weather., 6. The method of claim 1, further comprising determining the recommended recharging station based, at least in part, on at least one of cost, recharge time, and environmental impact, wherein actual usage of the recommended recharging station by the at least one battery electric vehicle provides a more even distribution of the anticipated electrical loads on the electrical grid system than actual usage of the recharging station that is closest to the current location., 7. A computer program product for recharging a number of battery electric vehicles, the computer program product comprising:\na non-transitory computer readable storage medium having computer usable program code embodied therewith, the computer usable program code comprising a computer usable program code configured to:\nreceive from the number of battery electric vehicles that are to recharge at a number of recharging stations of an electrical grid system from an electrical supply provided by a power generator coupled to the electrical grid system, usage data that comprises a current charge level, a current location, and a planned itinerary that includes a destination;\ndetermine anticipated electrical loads at the number of recharging stations of the electrical grid system based on the usage data of the number of battery electric vehicles;\ndeny, in response to receiving a communication including the anticipated electrical loads, access to at least one recharging station of the number of recharging stations by at least one battery electric vehicle of the number of battery electric vehicles in a number of sectors of the electrical grid system; and\ntransmit to the at least one battery electric vehicle of the number of battery electric vehicles, a recommended recharging station among the number of recharging stations for actual usage by the at least one battery electric vehicle, wherein the recommended recharging station has more recharge capacity than the recharging station that is closest to the current location of the at least one battery electric vehicle;\nreceive, through a network communication, an electronic token from at least one of a mobile device of a driver of at least one battery electric vehicle of the number of battery electric vehicles and a device associated with the at least one battery electric vehicle; and\n\nresponsive to receipt of the electronic token, reserve a reserved spot at the recommended recharging station to recharge the at least one battery electric vehicle, wherein reservation of the spot is for a guaranteed time period based on a monetary value of the electronic token and is unrestricted with regard to a recharging station of the number of recharging stations where the reserved spot is located and is unrestricted with regard to a time and a day.\n, a non-transitory computer readable storage medium having computer usable program code embodied therewith, the computer usable program code comprising a computer usable program code configured to:\nreceive from the number of battery electric vehicles that are to recharge at a number of recharging stations of an electrical grid system from an electrical supply provided by a power generator coupled to the electrical grid system, usage data that comprises a current charge level, a current location, and a planned itinerary that includes a destination;\ndetermine anticipated electrical loads at the number of recharging stations of the electrical grid system based on the usage data of the number of battery electric vehicles;\ndeny, in response to receiving a communication including the anticipated electrical loads, access to at least one recharging station of the number of recharging stations by at least one battery electric vehicle of the number of battery electric vehicles in a number of sectors of the electrical grid system; and\ntransmit to the at least one battery electric vehicle of the number of battery electric vehicles, a recommended recharging station among the number of recharging stations for actual usage by the at least one battery electric vehicle, wherein the recommended recharging station has more recharge capacity than the recharging station that is closest to the current location of the at least one battery electric vehicle;\nreceive, through a network communication, an electronic token from at least one of a mobile device of a driver of at least one battery electric vehicle of the number of battery electric vehicles and a device associated with the at least one battery electric vehicle; and\n, receive from the number of battery electric vehicles that are to recharge at a number of recharging stations of an electrical grid system from an electrical supply provided by a power generator coupled to the electrical grid system, usage data that comprises a current charge level, a current location, and a planned itinerary that includes a destination;, determine anticipated electrical loads at the number of recharging stations of the electrical grid system based on the usage data of the number of battery electric vehicles;, deny, in response to receiving a communication including the anticipated electrical loads, access to at least one recharging station of the number of recharging stations by at least one battery electric vehicle of the number of battery electric vehicles in a number of sectors of the electrical grid system; and, transmit to the at least one battery electric vehicle of the number of battery electric vehicles, a recommended recharging station among the number of recharging stations for actual usage by the at least one battery electric vehicle, wherein the recommended recharging station has more recharge capacity than the recharging station that is closest to the current location of the at least one battery electric vehicle;, receive, through a network communication, an electronic token from at least one of a mobile device of a driver of at least one battery electric vehicle of the number of battery electric vehicles and a device associated with the at least one battery electric vehicle; and, responsive to receipt of the electronic token, reserve a reserved spot at the recommended recharging station to recharge the at least one battery electric vehicle, wherein reservation of the spot is for a guaranteed time period based on a monetary value of the electronic token and is unrestricted with regard to a recharging station of the number of recharging stations where the reserved spot is located and is unrestricted with regard to a time and a day., 8. The computer program product of claim 7, wherein the computer usable program code is configured to dynamically vary charge rates for recharging at the number of recharging stations based on the anticipated electrical loads of the electrical grid system, wherein the charge rates are variable across the number of recharging stations., 9. The computer program product of claim 8, wherein the computer usable program code is configured to:\ndetermine an anticipated charge rate for recharging at the number of recharging stations for at least one battery electric vehicle of the number of battery electric vehicles for the planned itinerary for the at least one battery electric vehicle, wherein the anticipated charge rate is based on the charge rates being dynamically varied based on the anticipated electrical loads; and\ntransmit the anticipated charge rate to at least one of a device of the at least one battery electric vehicle and a mobile device associated with a driver of the at least one battery electric vehicle.\n, determine an anticipated charge rate for recharging at the number of recharging stations for at least one battery electric vehicle of the number of battery electric vehicles for the planned itinerary for the at least one battery electric vehicle, wherein the anticipated charge rate is based on the charge rates being dynamically varied based on the anticipated electrical loads; and, transmit the anticipated charge rate to at least one of a device of the at least one battery electric vehicle and a mobile device associated with a driver of the at least one battery electric vehicle., 10. The computer program product of claim 7, wherein the computer usable program code is configured to redistribute the electrical supply on the electrical grid system to at least one recharging station of the number of recharging stations based on the anticipated electrical loads, prior to actual usage defined by the usage data by the number of battery electric vehicles., 11. The computer program product of claim 7, wherein the recommended recharging station creates a more even distribution of the anticipated electrical loads on the electrical grid system in comparison to actual usage of the recharging station that is closest to the current location of the at least one battery electric vehicle., 12. The computer program product of claim 7, wherein the recommended recharging station is based on an environmental condition that comprises at least one of traffic, geographical terrain, and weather., 13. The computer program product of claim 7, wherein recommendation of the recommended recharging station is derived from at least one of cost, recharge time, and environmental impact, wherein actual usage of the recommended recharging station by the at least one battery electric vehicle provides a more even distribution of the anticipated electrical loads on the electrical grid system than actual usage of the recharging station that is closest to the current location., 14. An apparatus for recharging battery electric vehicles, the apparatus comprising:\na processor; and\na control module executable on the processor, the control module configured to:\nreceive from the number of battery electric vehicles that are to recharge at a number of recharging stations of an electrical grid system from an electrical supply provided by a power generator coupled to the electrical grid system, usage data that comprises a current charge level, a current location, and a planned itinerary that includes a destination;\ndetermine anticipated electrical loads at the number of recharging stations of the electrical grid system based on the usage data of the number of battery electric vehicles;\ndeny, in response to receiving a communication including the anticipated electrical loads, access to at least one recharging station of the number of recharging stations by at least one battery electric vehicle of the number of battery electric vehicles in a number of sectors of the electrical grid system; and\ntransmit to the at least one battery electric vehicle of the number of battery electric vehicles, a recommended recharging station among the number of recharging stations for actual usage by the at least one battery electric vehicle, wherein the recommended recharging station has more recharge capacity than the recharging station that is closest to the current location of the at least one battery electric vehicle;\nreceive, through a network communication, an electronic token from at least one of a mobile device of a driver of at least one battery electric vehicle of the number of battery electric vehicles and a device associated with the at least one battery electric vehicle; and\nresponsive to receipt of the electronic token, reserve a reserved spot at the recommended recharging station to recharge the at least one battery electric vehicle, wherein reservation of the spot is for a guaranteed time period based on a monetary value of the electronic token and is unrestricted with regard to a recharging station of the number of recharging stations where the reserved spot is located and is unrestricted with regard to a time and a day.\n\n, a processor; and, a control module executable on the processor, the control module configured to:\nreceive from the number of battery electric vehicles that are to recharge at a number of recharging stations of an electrical grid system from an electrical supply provided by a power generator coupled to the electrical grid system, usage data that comprises a current charge level, a current location, and a planned itinerary that includes a destination;\ndetermine anticipated electrical loads at the number of recharging stations of the electrical grid system based on the usage data of the number of battery electric vehicles;\ndeny, in response to receiving a communication including the anticipated electrical loads, access to at least one recharging station of the number of recharging stations by at least one battery electric vehicle of the number of battery electric vehicles in a number of sectors of the electrical grid system; and\ntransmit to the at least one battery electric vehicle of the number of battery electric vehicles, a recommended recharging station among the number of recharging stations for actual usage by the at least one battery electric vehicle, wherein the recommended recharging station has more recharge capacity than the recharging station that is closest to the current location of the at least one battery electric vehicle;\nreceive, through a network communication, an electronic token from at least one of a mobile device of a driver of at least one battery electric vehicle of the number of battery electric vehicles and a device associated with the at least one battery electric vehicle; and\nresponsive to receipt of the electronic token, reserve a reserved spot at the recommended recharging station to recharge the at least one battery electric vehicle, wherein reservation of the spot is for a guaranteed time period based on a monetary value of the electronic token and is unrestricted with regard to a recharging station of the number of recharging stations where the reserved spot is located and is unrestricted with regard to a time and a day.\n, receive from the number of battery electric vehicles that are to recharge at a number of recharging stations of an electrical grid system from an electrical supply provided by a power generator coupled to the electrical grid system, usage data that comprises a current charge level, a current location, and a planned itinerary that includes a destination;, determine anticipated electrical loads at the number of recharging stations of the electrical grid system based on the usage data of the number of battery electric vehicles;, deny, in response to receiving a communication including the anticipated electrical loads, access to at least one recharging station of the number of recharging stations by at least one battery electric vehicle of the number of battery electric vehicles in a number of sectors of the electrical grid system; and, transmit to the at least one battery electric vehicle of the number of battery electric vehicles, a recommended recharging station among the number of recharging stations for actual usage by the at least one battery electric vehicle, wherein the recommended recharging station has more recharge capacity than the recharging station that is closest to the current location of the at least one battery electric vehicle;, receive, through a network communication, an electronic token from at least one of a mobile device of a driver of at least one battery electric vehicle of the number of battery electric vehicles and a device associated with the at least one battery electric vehicle; and, responsive to receipt of the electronic token, reserve a reserved spot at the recommended recharging station to recharge the at least one battery electric vehicle, wherein reservation of the spot is for a guaranteed time period based on a monetary value of the electronic token and is unrestricted with regard to a recharging station of the number of recharging stations where the reserved spot is located and is unrestricted with regard to a time and a day., 15. The apparatus of claim 14, wherein the control module is configured to redistribute the electrical supply on the electrical grid system to at least one recharging station of the number of recharging stations based on the anticipated electrical loads, prior to actual usage defined by the usage data by the number of battery electric vehicles., 16. The apparatus of claim 14, wherein the recommended recharging station is based on an environmental condition that comprises at least one of traffic, geographical terrain, and weather., 17. The apparatus of claim 14, wherein recommendation of the recommended recharging station is derived from at least one of cost, recharge time, and environmental impact, wherein actual usage of the recommended recharging station by the at least one battery electric vehicle provides a more even distribution of the anticipated electrical loads on the electrical grid system than actual usage of the recharging station that is closest to the current location. | US | United States | Active | H | True |
| 208 | 车辆、电池控制系统以及操作牵引电池的方法 \n | CN104859471B | 技术领域本申请总体上涉及牵引电池荷电状态和容量估计。背景技术混合动力电动车辆和纯电动车辆依靠牵引电池来提供用于推进车辆的动力。为了确保车辆的优化操作，可监测牵引电池的各种特性。一个有用的特性是：电池功率容量，指示电池在给定的时间可以供应多少电力或者可以吸收多少电力。另一个有用的特性是：电池荷电状态，指示在电池中储存的电荷的量。对于在充电/放电、将电池保持在安全的操作极限内以及使电池单元平衡期间控制电池的操作而言，电池特性是重要的。可以直接或间接测量电池特性。可以利用传感器直接测量电池电压和电流。其他的电池特定可能需要首先估计电池的一个或更多个参数。被估计的参数可包括与牵引电池相关联的电阻、电容以及电压。接着，可从所估计的电池参数中计算出电池特性。包括实现卡尔曼滤波器模型来递归地估计模型参数的许多现有技术方案适用于估计电池参数。发明内容一种用于车辆的电池控制系统包括具有多个电池单元的牵引电池和至少一个控制器。所述至少一个控制器被配置为：为牵引电池产生模型参数估计值；响应于满足持续激励条件和估计收敛条件，根据从所述模型参数估计值获得的荷电状态而操作牵引电池。当满足了下面的条件式时，可满足持续激励条件：\n\n其中，Tpe是积分间隔，Vt是端电压，Voc是开路电压，i是电流，α0和α1是预定值。当模型参数估计值中的至少一个和相对应的模型参数测量值之间的误差幅值小于预定阈值持续预定时间段时，可满足估计收敛条件。所述至少一个控制器还可被配置为：响应于持续激励条件和估计收敛条件中的至少一个未被满足，使得电池功率需求的预定数量的频率分量幅度超出预定幅值，而不影响车辆的加速度。所述至少一个控制器还可被配置为：根据从第一荷电状态和第二荷电状态获得的电池容量而操作牵引电池，其中，在从估算第一荷电状态时起检测到至少预定量的电流吞吐量之后，估算第二荷电状态。可在通常的点火循环内估算第一荷电状态和第二荷电状态。当电池温度高于预定温度时，可估算第一荷电状态和第二荷电状态。所述至少一个控制器还可被配置为：调度第一荷电状态和第二荷电状态在预定的时间窗内被估算。所述至少一个控制器还可被配置为：调度所述预定的时间窗，使得接连的预定时间窗之间的时间随着牵引电池的年龄的增加而延长。所述至少一个控制器还可被配置为：响应于持续激励条件和估计收敛条件中的至少一个在预定的时间窗内没有被满足，使得电池功率需求的预定数量的频率分量幅度超出预定幅值，而不影响车辆的加速度。一种车辆包括：具有多个电池单元的牵引电池和至少一个控制器。所述至少一个控制器被配置为：为牵引电池产生模型参数估计值；响应于不满足持续激励条件，使得电池功率需求的预定数量的频率分量幅度超出预定幅值，而不影响车辆的加速度。当不满足下面的条件式时，不会满足持续激励条件：\n\n其中，Tpe是积分间隔，Vt是端电压，Voc是开路电压，i是电流，α0和α1是预定值。所述至少一个控制器还可被配置为：响应于不满足估计收敛条件，使得电池功率需求的预定数量的频率分量幅度超出预定幅值，而不影响车辆的加速度。当模型参数估计值中的至少一个和相对应的模型参数测量值之间的误差幅值大于预定阈值时，不会满足估计收敛条件。一种操作牵引电池的方法包括：调度时间窗，在时间窗中获知电池容量。所述方法还包括：响应于在所述时间窗期间满足持续激励条件和估计收敛条件，获知第一荷电状态值，并且在电池经历预定量的电流吞吐量之后，获知第二荷电状态值。所述方法还包括：根据从所述值(即，第一荷电状态值和第二荷电状态值)获得的电池容量而操作牵引电池。当满足下面的条件式时，满足持续激励条件：\n\n其中，Tpe是积分间隔，Vt是端电压，Voc是开路电压，i是电流，α0和α1是预定值。当模型参数估计值和相对应的模型参数测量值之间的误差幅值小于预定阈值持续预定时间段时，可满足估计收敛条件。所述方法还可包括：响应于持续激励条件和估计收敛条件中的至少一个在所述时间窗内没有被满足，使得电池功率需求的预定数量的频率分量幅度超出预定幅值，而不影响车辆的加速度。当电池温度高于预定温度时，可获知第一荷电状态值和第二荷电状态值。可调度时间窗，使得接连的预定时间窗之间的时间随着牵引电池的年龄的增加而延长。附图说明图1是示出了典型的动力传动系和能量储存组件的混合动力车辆的示意图。图2是示出了包括多个电池单元且由电池控制模块监测与控制的可能的电池组布置的示意图。图3是示例性的电池单元等效电路的示意图。图4是示出了针对典型的电池单元的可能的开路电压(Voc，open-circuitvoltage)与电池荷电状态(SOC，state of charge)的关系的曲线图。图5是结合牵引电池的主动激励(active excitation)来计算电池容量的可能的方法的流程图。图6是利用牵引电池的主动激励来估计电池参数的可能的方法的流程图。图7是描绘了用于描述牵引电池的主动激励的可能的功率流的示意图。图8是利用牵引电池的主动激励来执行单元平衡的可能的方法的流程图。具体实施方式在此描述了本公开的实施例。然而，应理解的是，所公开的实施例仅为示例，并且其它实施例可以以多种和替代形式实施。附图不一定按比例绘制；可放大或缩小一些特征以示出特定组件的细节。因此，在此所公开的具体结构和功能性细节不应解释为限制，而仅为用于教导本领域技术人员多样地采用本发明的代表性基础。如本领域的普通技术人员将理解的是，参照任一附图示出和描述的多个特征可与一个或更多个其它附图中示出的特征相组合，以产生未明确示出或描述的实施例。示出的特征的组合提供用于典型应用的代表性实施例。然而，与本公开的教导一致的特征的多种组合和修改可被期望用于特定应用或实施方式。图1描绘了典型的插电式混合动力电动车辆(HEV)。典型的插电式混合动力电动车辆12可包括机械地连接至混合动力变速器16的一个或更多个电机14。电机14可能够作为电动机或发电机而操作。此外，混合动力变速器16机械地连接至发动机18。混合动力变速器16还机械地连接至驱动轴20，驱动轴20机械地连接至车轮22。当发动机18开启或关闭时，电机14可提供推进力或减速能力。电机14也用作发电机，并且可通过回收在摩擦制动系统中通常将作为热损失掉的能量而提供燃料经济性效益。通过允许发动机18在更高效的转速下运转并允许混合动力电动车辆12在发动机18在特定状况下关闭时按照电动模式运转，电机14还可以提供减少车辆排放物。牵引电池或电池组24储存可以由电机14使用的能量。车辆电池组24通常提供高压直流(DC)输出。牵引电池24可通过一个或更多个接触器42电连接至一个或更多个电力电子模块(power electronics module)26。当一个或更多个接触器42断开时，可使牵引电池24与其他组件隔绝；当一个或更多个接触器42闭合时，可使牵引电池24连接到其他组件。电力电子模块26还电连接至电机14，并且提供在牵引电池24与电机14之间双向传输能量的能力。例如，典型的牵引电池24可以提供DC电压，而电机14可能需要三相交流(AC)电流来运转。电力电子模块26可以将DC电压转换为电机14所需要的三相AC电流。在再生模式下，电力电子模块26可将来自用作发电机的电机14的三相AC电流转换为牵引电池24所需要的DC电压。在此进行的描述同样可应用于纯电动车辆。对于纯电动车辆，混合动力变速器16可以是连接至电机14的齿轮箱，并且可不存在发动机18。牵引电池24除了提供用于推进的能量之外，还可以提供用于其它的车辆电气系统的能量。典型的系统可包括将牵引电池24的高压DC输出转换为与其它的车辆负载兼容的低压DC电源的DC/DC转换器模块28。其它高压负载(诸如压缩机和电加热器)可直接连接至高压，而不需要使用DC/DC转换器模块28。低压系统电连接至辅助电池30(例如，12V电池)。车辆12可以是电动车辆或插电式混合动力车辆，在所述车辆中可以通过外部电源36对牵引电池24进行再充电。外部电源36可以连接到电插座。外部电源36可以电连接至电动车辆供应设备(EVSE)38。EVSE 38可提供电路，并进行控制以调节并管理在外部电源36与车辆12之间的能量传输。外部电源36可以向EVSE 38提供DC或AC电力。EVSE 38可以具有充电连接器40，充电连接器40用于插入到车辆12的充电端口34中。充电端口34可以是被配置为从EVSE 38向车辆12传输电力的任何类型的端口。充电端口34可以电连接至充电器或车载电力转换模块32。电力转换模块32可以调节从EVSE 38供应的电力，以向牵引电池24提供适合的电压和电流水平。电力转换模块32可以与EVSE 38进行接口连接，以协调将电力传输至车辆12。EVSE连接器40可具有引脚，所述引脚与充电端口34的相对应的凹陷紧密配合。可选地，被描述为电连接的多个组件可利用无线感应耦合来传输电力。可以设置一个或更多个车轮制动器44，以用于对车轮12减速并防止车辆12的移动。车轮制动器44可以液压致动、电致动或其特定组合。车轮制动器44可以是制动系统50的一部分。制动系统50可包括操作车轮制动器44所需的其他组件。为了简化，附图仅描绘了车轮制动器44中的一个与制动系统50之间的单个连接(single connection)。暗含了制动系统50与其他车轮制动器44之间的连接。制动系统50可包括控制器，以监测并调节制动系统50。制动系统50可监测制动组件并控制车轮制动器44，以实现期望的操作。制动系统50可对驾驶者命令做出响应，并且可以自主操作，以实现诸如稳定控制的功能。制动系统50的控制器可实现一种在另一控制器或子功能请求制动力时施加所请求的制动力的方法。一个或更多个电力负载46可连接至高压总线。电力负载46可具有相关联的控制器，所述控制器用于在适当时操作电力负载46。电力负载46的示例可以是加热模块或空调模块。所讨论的各种组件可具有一个或者更多个相关联的控制器，以控制并监测组件的操作。控制器可经由串行总线(例如，控制器局域网(CAN))或经由离散的导体进行通信。此外，可存在系统控制器48，以调节各种组件的操作。可以通过多种化学配方构建牵引电池24。典型的电池组的化学成分可以是铅酸、镍金属氢化物(NIMH)或锂离子。图2示出了N个电池单元72简单串联配置的典型的牵引电池组24。然而，其它电池组24可由任何数量的单独的电池单元按照串联或并联或它们的特定组合连接而组成。典型的系统可具有一个或更多个控制器(诸如用于监测并控制牵引电池24的性能的电池能量控制模块(BECM)76)。BECM 76可以监测多个电池组水平特性(诸如电池组电流78、电池组电压80以及电池组温度82)。BECM 76可具有非易失性存储器，使得当BECM 76处于关闭状态时，数据也可被保留。所保留的数据可以在下一个点火循环时被使用。除了测量和监测电池组水平特性外，还可测量和监测电池单元72的水平特性。例如，可以测量每个单元72的端电压(terminal voltage)、电流和温度。系统可使用传感器模块74来测量电池单元72的特性。根据性能，传感器模块74可以测量一个或多个电池单元72的特性。电池组24可利用多达Nc个传感器模块74来测量所有电池单元72的特性。每个传感器模块74可将测量值传输至BECM 76，以进行进一步处理和协调。传感器模块74可将模拟形式或数字形式的信号传输至BECM 76。在一些实施例中，传感器模块74的功能可以被集成到BECM 76中。即，传感器模块74的硬件可以被集成作为BECM 76中的电路的一部分，并且BECM76可以进行原始信号的处理。计算电池组的各种特性将会是有用的。诸如电池功率容量和电池荷电状态的量可有用于控制电池组以及从电池组接收电力的任何电负载的操作。电池功率容量是电池能够提供的功率的最大量或者电池可以接收的功率的最大量的测量值。得知电池功率容量，以管理电负载，使得所请求的功率在电池能够处理的极限内。电池组荷电状态(SOC)给出电池组中剩余多少电荷的指示。电池组SOC可以是通知驾驶者在电池组中剩余多少电荷的输出(类似于燃料计)。电池组SOC也可用于控制电动车辆或混合动力电动车辆的操作。可以通过多种方法来实现电池组SOC的计算。计算电池SOC的一种可能的方法是：执行电池组电流关于时间的积分。这是本领域公知的安培-小时积分。这一方法的一个可能的缺点是：电流测量可能存在噪声。由于这一噪声信号关于时间的积分而可能导致荷电状态的可能的不准确。电池单元可被建模为电路。图3示出了一个可能的电池单元等效电路模型(ECM)。电池单元可被建模为电压源(Voc)100，电压源(Voc)100具有相关联的电阻(102和104)和电容106。Voc100表示电池的开路电压。所述模型包括内电阻r1102、电荷转移电阻r2104和双电层电容C 106。电压V1112是由于电流114流经电路所引起的内电阻r1102两端的电压降。电压V2110是由于电流114流经r2104和C 106的并联组合所引起的所述并联组合两端的电压降。电压Vt108是电池的端子之间的电压(端电压)。由于电池单元阻抗，所以端电压Vt108可不与开路电压Voc100相同。开路电压Voc100不容易被测量，而只有电池单元的端电压108易于被测量。当在足够长的时间段内没有电流114流动时，端电压108可与开路电压100相同。需要足够长的时间段来使电池的内部动态达到稳定状态。当电流114流动时，Voc100不能被容易地测量，并且需要基于电路模型来推测Voc100的值。阻抗参数r1、r2和C的值可能是已知的或未知的。所述参数的值可取决于电池的化学特性。对于典型的锂离子电池单元来说，SOC与开路电压(Voc)之间存在使得Voc＝f(SOC)的关系。图4示出了作为SOC的函数的开路电压Voc的典型的曲线124。可以从电池特性的分析或者从电池单元的测试来确定SOC与Voc之间的关系。所述函数可以使得SOC可被计算为f1(Voc)。可以通过控制器内的查找表或等效方程式实现所述函数或反函数。曲线124的精确形状可基于锂离子电池的特定配方而变化。电压Voc可随着电池充电和放电的结果而变化。项“df(soc)/dsoc”表示曲线124的斜率。电池参数估计电池阻抗参数r1、r2和C的值可随着电池的操作状况而变化。所述值可作为电池温度的函数而变化。例如，电阻值r1和r2可随着温度升高而减小，电容C可随着温度升高而增大。所述值也可取决于电池的荷电状态。电池阻抗参数r1、r2和C的值也可随着电池的使用寿命而变化。例如，在电池的使用寿命期间，电阻值可增大。在电池的使用寿命期间，电阻的增大可以变化而作为温度和荷电状态的函数。较高的电池温度会导致电池电阻随着时间而较大的增加。例如，在一段时间内，在80℃下操作的电池的电阻会比在50℃下操作的电池的电阻增大更多。在恒定温度下，在50％荷电状态下操作的电池的电阻会比在90％荷电状态下操作的电池的电阻增大更多。这些关系可依靠电池化学特性。利用电池阻抗参数的恒定值的车辆动力率系统可能不准确地计算其他电池特性(诸如荷电状态)。实际上，可期望在车辆操作期间估计阻抗参数值，从而连续地分析参数的变化。可利用模型来估计电池的各种阻抗参数。所述模型可以是图3中的等效电路模型。所述等效电路模型的控制方程可书写如下：\n\nVt＝Voc-V2-r1*i--- (2)\n\n其中.O是电池容量，η是充电/放电效率，i是电流，是V2基于时间的导数，是Voc基于时间的导数，dVoc/dSOC是Voc基于SOC的导数。联立等式(1)至等式(3)，产生下面的等式：\n\n\n\n等式(4)和等式(5)的观测器可表示如下：\n\n\n\n其中，Vt(t)是测量的电池单元端电压，是电池单元端电压的估计值，是电池单元开路电压的估计值，是电容元件两端的电压的估计值，L是所选择的在所有的状况下使动态误差稳定的增益矩阵。上面的模型提供了开路电压和ECM的电容网两端的电压的估计。如果观测误差接近于零，则可认为估计值足够准确。上面的模型依靠阻抗参数值(诸如r1、r2和C)。为了使模型准确，需要知道具有足够准确度的参数值。由于所述参数值可随着时间变化，所以可期望估计所述参数值。从上面得到的电池参数获得模型的可能的表达式可如下：\n\n基于卡尔曼滤波器的递归参数估计方案可用于估计等式(6)和等式(7)的观测器的阻抗参数(r1、r2和C)。这些参数的离散形式可被表达为系统状态的函数，如下所示：\n\n可通过将等式(8)表示为下面的形式来实现卡尔曼滤波器递归参数估计：\n\n其中，Φ称为回归量，是参数矢量。接着，可通过下面的等式来表示卡尔曼滤波器估计方案：\n\nK(k+1)＝Q(k+1)*Φ(k+1) (12)\n\n\n\n其中，是从等式(8)得到的参数的估计值，K、Q和P是如示计算得到的，R1和R2是恒量。在利用卡尔曼滤波器算法计算参数之后，可在等式(6)和等式(7)中利用所述参数，以获得状态变量的估计值。一旦估计了Voc，则可以根据图4来确定SOC的值。也可以利用其它参数估计方案，诸如最小二乘估计。上面的参数估计需要Voc的值。可以从等式(3)计算Voc。当在电池休眠之后点火循环开始时，可以认为端电压和开路电压是相同的。端电压的测量值可用作Voc的起始值。接着，可利用等式(3)来估计作为电流的函数的开路电压。一旦得到相当准确的参数估计值，则可以使用从等式(6)和等式(7)中推导出的开路电压估计值。一个可能的模型可考虑电流(i)作为输入，电压(V2)作为状态，项(Voc-Vt)作为输出。电池阻抗参数(r1、r2和C)或其多种组合可被看作将要被识别的状态。一旦识别了电池ECM参数和其它未知量，就可以基于电池电压和电流的操作极限以及当前的电池状态来计算SOC和功率容量。可以基于单个电池单元或者基于整个电池组而测量多个值。例如，可以针对牵引电池的每个电池单元测量端电压Vt。由于相同的电流可流经每个电池单元，所以可测量整个牵引电池的电流i。不同的电池组构造可能需要测量值的不同的组合。可对每个电池单元执行估计模型，接着，可将电池单元值组合，以实现整个电池组值。另一个可能的实施方式可利用扩展卡尔曼滤波器(EKF，Extended KalmanFilter)。EKF是由下面形式的等式来控制的动态系统：xk＝f(xk-1，uk-1，wk-1) (15)zk＝h(xk，vk-1) (16)其中，xk可包括状态V2和其他电池ECM参数；uk是输入(例如，电池电流)；wk是过程噪声；zk可以是输出(例如，Voc-Vt)；vk是测量噪声。针对等效模型的控制等式的可能的一组状态可被选择如下：\n\n离散时间或连续时间内的等式(1)和等式(2)的相对应的状态空间等式可被表示为等式(3)和等式(4)的形式。基于所描述的系统模型，可设计观测器来估计扩展状态(x1、x2、x3和x4)。一旦估计了所述状态，电压和阻抗参数(V2、r1、r2和C)就可被计算为所述状态的函数，具体如下：\n\n\n\n\n\n\n\n整组EKF等式由时间更新等式和测量更新等式构成。EKF时间更新等式可将状态和协方差估计从先前时间步(time step)映射到当前时间步：\n\n\n\n其中，表示xk的先验估计(priori estimate)；表示先验估计误差协方差矩阵；AK表示函数f(x，u，w)关于x的偏导数的雅可比矩阵；PK-1表示上一步的后验估计误差矩阵(posteriori estimate error matrix)；表示矩阵AK的转置矩阵；WK表示函数f(x，u，w)关于过程噪声变量w的偏导数的雅可比矩阵；QK-1表示过程噪声协方差矩阵；表示矩阵WK的转置矩阵。可以从通过将系统等式和系统状态组合而限定的一组状态等式来构建矩阵AK。在这种情形下，输入u可包括电流测量值i。测量更新等式借助于测量来校正状态和协方差估计：\n\n\n\n\n\n其中，KK表示EKF增益；HK表示h关于x的偏导数的雅可比矩阵；是矩阵HK的转置矩阵；RK表示测量噪声协方差矩阵；VK表示h关于测量噪声变量v的偏导数的雅可比矩阵；ZK表示测量的输出值；是矩阵VK的转置矩阵。在EKF模型中，可假设电阻参数和电容参数缓慢地变化，并且导数为零。估计目标值可以用于识别电路参数的随时间变化的值。在上面的模型中，阻抗参数可被识别为：r1、r2和C。更多的综合模型可以另外将Voc估计为随时间变化的参数。其他模型构想可包括另一RC对，以表现缓慢电压恢复动态和快速电压恢复动态。这些构想可以增加模型中状态的数量。可基于所识别的参数计算其他电池特性，或者可将其他电池特性估计为模型的一部分。本领域普通技术人员可构建并实现给定一组模型等式的EKF。上述的等式系统是针对电池系统的系统模型的一个示例。其他构想也是可能的，所描述的方法将同样很好地用于其他构想。在上述示例中，i和Vt可以是测定量。可以从测定量和来自EKF的参数估计值来推导出量Voc。一旦已知了Voc，则可以基于图4计算荷电状态。得知上述参数，可以利用一个参数来计算其他电池特性。电池容量估计存在电池容量估计算法的两个主要类别。第一类别将计算建立在容量的定义(电池吞吐量(throughput)除以荷电状态(SOC)值的差异)的基础上。这一方法是基于不依赖电池容量而获得的两个单独的SOC值的获知。所述计算可被表示如下：\n\n其中，SOCi和SOCf分别是在时间Ti和Tf的荷电状态。电池吞吐量可被定义为电流关于时间段的积分。当在控制器中实现时，所述积分可由电流值乘以采样时间然后求和来替代。在现有技术中，存在利用上述构想的系统。一个现有技术的方法是获得两个点火开关接通/点火开关断开循环内的荷电状态值。对于锂离子电池，公知的是在电池休眠足够长时间后，端电压将非常接近电池的开路电压(即，Vt＝Voc)。可在点火时测量端电压，从开路电压得到荷电状态(例如，图4)。吞吐量可在每个点火循环期间被计算并被储存在非易失性存储中，以在下一个点火循环中使用。容量定义方法的准确性取决于多个因素。所述计算依靠点火开关接通循环和点火开关断开循环(两个循环)，以获得SOC差异。两个点火循环必须间隔开足够的时间，使得电池充分地休眠以及足够的电流吞吐量流经电池。结果还取决于针对开路电压值的点火电压读数。为了计算吞吐量，必须使用电流积分，电流积分包括电流传感器不准确度和电流积分误差。可能没有考虑在点火开关断开周期期间的漏电流。此外，两个点火开关循环之间的温度变化可能较大。这些不准确性的结果是：利用这一方法会导致难以准确地计算电池容量。具体地，由于所描述的不准确性，可能导致无法识别电池容量的较小的变化。电压传感器不准确度对电池容量的影响使用上述点火开关接通循环和点火开关断开循环可被表示如下： | 本发明提供一种车辆、电池控制系统以及操作牵引电池的方法。混合动力电动车辆和纯电动车辆包括由多个电池单元构成的牵引电池。控制电池系统可需要得知电池荷电状态和电池容量。可从估计的牵引电池模型参数获得所述荷电状态和电池容量值。所估计的模型参数的准确性取决于信号丰富性和估计方案的收敛性能。当满足持续激励条件和估计收敛条件时，可估计出准确的模型参数。如果不满足所述条件，则可以执行电池的主动激励，以提高满足所述条件的机会。 | CN:201510087735.7A | https://patentimages.storage.googleapis.com/d6/3a/3c/e7f287ec3fcf44/CN104859471B.pdf | CN:104859471:B | 李勇华 | Ford Global Technologies LLC | US:6356083, CN:102848930:A | Not available | 2018-11-09 | 1.一种用于车辆的电池控制系统，包括：, 牵引电池，包括多个电池单元；, 至少一个控制器，被配置为：为牵引电池产生模型参数估计值；响应于满足持续激励条件和估计收敛条件，根据从所述模型参数估计值获得的荷电状态而操作牵引电池。, \n \n, 2.根据权利要求1所述的电池控制系统，其中，当满足下面的条件式时，满足持续激励条件：, \n\n, 其中，Tpe是积分间隔，Vt是端电压，Voc是开路电压，i是电流，I是单位矩阵，α0和α1是预定值。, \n \n, 3.根据权利要求1所述的电池控制系统，其中，当模型参数估计值中的至少一个和相对应的模型参数测量值之间的误差幅值小于预定阈值持续预定时间段时，满足估计收敛条件。, \n \n, 4.根据权利要求1所述的电池控制系统，其中，所述至少一个控制器还被配置为：响应于持续激励条件和估计收敛条件中的至少一个未被满足，使得电池功率需求的预定数量的频率分量幅度超出预定幅值，而不影响车辆的加速度。, \n \n, 5.根据权利要求1所述的电池控制系统，其中，所述至少一个控制器还被配置为：根据从第一荷电状态和第二荷电状态获得的电池容量而操作牵引电池，其中，在从估算第一荷电状态时起检测到至少预定量的电流吞吐量之后，估算第二荷电状态。, \n \n, 6.根据权利要求5所述的电池控制系统，其中，在通常的点火循环内估算第一荷电状态和第二荷电状态。, \n \n, 7.根据权利要求5所述的电池控制系统，其中，当电池温度高于预定温度时，估算第一荷电状态和第二荷电状态。, \n \n, 8.根据权利要求5所述的电池控制系统，其中，所述至少一个控制器还被配置为：调度第一荷电状态和第二荷电状态在预定的时间窗内被估算。, \n \n, 9.根据权利要求8所述的电池控制系统，其中，所述至少一个控制器还被配置为：调度所述预定的时间窗，使得接连的预定时间窗之间的时间随着牵引电池的年龄的增加而延长。, \n \n, 10.根据权利要求8所述的电池控制系统，其中，所述至少一个控制器还被配置为：响应于持续激励条件和估计收敛条件中的至少一个在预定的时间窗内没有被满足，使得电池功率需求的预定数量的频率分量幅度超出预定幅值，而不影响车辆的加速度。 | CN | China | Active | B | True |
| 209 | 用于对电动车辆充电的垂直无线电力传输系统 \n | CN104821666B | 技术领域在此公开了自动无线电力传输系统。背景技术电池操作的车辆和混合动力电动车辆可连接到外部电源以进行电池充电。车辆还可使用用于电池充电的感应充电技术。这样的感应充电技术会需要车辆内的充电线圈与外部线圈对准。为了使电力在线圈之间被有效传输，线圈应彼此对准。发明内容一种车辆包括次级充电线圈和停车辅助系统，其中，所述停车辅助系统包括收发器和至少一个控制器。所述至少一个控制器在停车模式期间输出用于辅助驾驶员避免与车辆的附近区域内的对象接触的指令，并使次级充电线圈周期性地产生用于激励远程初级充电线圈的场。在基于对所述场的响应而发起的充电模式期间，所述至少一个控制器输出用于辅助驾驶员对次级充电线圈相对于初级充电线圈的位置进行定位的指令。一种停车辅助系统包括至少一个控制器，其中，所述至少一个控制器响应于接收到触发信号而从停车模式转变为无线充电模式，其中，在停车模式下，用于辅助驾驶员避免与车辆的附近区域内的对象接触的指令被输出，在无线充电模式下，用于辅助驾驶员对车载次级充电线圈相对于非车载初级充电线圈的位置进行定位的指令被输出。所述系统还可包括：多个超声波传感器，被配置为检测传感器的附近区域中的对象，其中，指令基于来自传感器的数据。所述至少一个控制器还被编制为在停车模式期间使次级充电线圈周期性地产生用于激励初级充电线圈的场。所述至少一个控制器还被编制为输出指示车辆是处于停车模式还是处于无线充电模式的警告。所述触发信号指示初级充电线圈位于车辆的附近区域内。一种用于对车辆的驾驶员提建议的方法包括：在停车模式期间，输出用于辅助驾驶员避免与车辆的附近区域内的对象接触的指令，并使充电线圈激励信号从车辆被广播；响应于接收到对充电线圈激励信号的答复而从停车模式转变为无线充电模式；在无线充电模式期间，输出用于辅助驾驶员对车辆相对于与车辆分开的充电源的位置进行定位的指令。所述方法还可包括：在无线充电模式期间，输出指示车辆已到达相对于充电源的目标位置的警告。无线充电模式期间的所述指令可包括这样的数据：所述数据指示车辆相对于充电源的位置的表示。所述方法还可包括：输出指示车辆是处于停车模式还是处于无线充电模式的警告。附图说明图1示出示例性无线电力传输系统；图2是无线传输系统的示例性外部电源的透视图；图3是外部电源的示例性壳体部分的分解透视图；图4是示例性壳体部分的透明前视图；图5是外部电源的示例性支撑部分的透明前视图；图6A至图6C是无线电力传输系统的示例性界面；图7是用于无线电力传输系统的示例性流程图；图8是用于无线电力传输系统的另一示例性流程图。具体实施方式根据需要，在此公开本发明的详细实施例；然而，将理解的是，所公开的实施例仅是本发明的可以以各种可替代的形式实现的示例。附图不必要是按比例的；一些附图可被夸大或最小化以示出特定组件的细节。因此，在此公开的特定结构和功能细节将不被解释为限制，而是仅作为用于教导本领域技术人员以各种方式采用本发明的代表性基础。感应充电或无线充电可使用在两个线圈之间建立的电磁场来将能量从一个线圈传输到另一线圈。发送线圈和接收线圈可被感应地耦合，使得随着电流流过发送线圈，能量被发出并被传输到次级线圈。接收线圈可被连接到车辆内的电池，并且在接收线圈中接收到的电能可被用于对电池供电或充电。为了使接收线圈对装置进行充分地充电或供电，接收线圈可紧密地接近于发送线圈。线圈的彼此接近可影响电磁场的强度。也就是说，线圈越近，电磁场越强。在两个线圈之间建立了共振的情况下，所述两个线圈可被分隔较大距离但同时仍旧保持感应耦合。在车辆充电系统中，发送线圈可被包括在充电垫中，接收线圈可被包括在车辆中。次级线圈可位于车辆附近或底部。车辆可随后在充电垫上行驶，使得初级线圈和次级线圈对准。一旦被对准，初级线圈可将能量发送到次级线圈。能量可被转换并被用于对车辆电池充电。然而，充电垫可能相对大。将接收线圈集成到车辆以与充电垫中的发送线圈匹配和对准可能较难，尤其是在车辆底面受限于尺寸的情况下。通常，在现代车辆(包括混合动力车辆)下方的合适安装位置可能受发动机、排气系统、电池组和底板限制。由于对车辆底面的空间限制，接收线圈的尺寸会减小。作为减小的线圈尺寸的结果，接收线圈和发送线圈之间的偏移容忍度或未对准会极大地削弱需要发送线圈和接收线圈被精确对准而获得的结果。定位系统可被用于帮助线圈对准，但是实现起来通常很昂贵。在此所描述的是使用车辆内的现有传感器(例如，超声波传感器等)的定位系统以将车辆内的接收线圈与垂直地安装的外部充电源对准。参照图1，无线电力传输系统100可包括外部电源105和车辆115。车辆115可包括可再充电电池(未示出)和接收线圈(或次级线圈120)。车辆115还可包括如以下针对图6所描述的具有界面125的显示装置110。车辆115内的电池可被配置为经由感应充电而被充电。如以上所解释的，接收线圈120可在从外部源接收到电能时向电池发送电流。接收线圈120可从外部电源105内的发送线圈130接收能量。基架(pedestal)105可被安装到现有墙面并可使用现有墙面的电力管道。基架105还可以是使用地下电源140的自立式(free-standing)基架以对发送线圈130供电。电源140可以是交流电(AC)电源，或者可便于连接到电网(未示出)。电源140还可直接或间接连接到可再生资源，诸如太阳能板或风力涡轮机。接收线圈120可位于车辆的前牌照架或在车辆的前牌照架(license plateholder)上面。在需要前牌照(license plate)的状态下，接收线圈120可位于牌照的边上、顶部或下面。类似地，在车辆具有后牌照的情况下，处于车辆后面的任意接收线圈120可位于后牌照的边上、顶部或下面。接收线圈120可被置于非导电的保险杠罩或牌照罩下方。线圈120可被覆盖从而在不影响车辆115的美感的情况下从视野被隐藏。发送线圈130可被安装在外部电源105内并可被配置为沿x轴、y轴和z轴与接收线圈120(例如，在保险杠高度上)对准。在其它配置中，线圈120、130可被配置为在车辆115的后面对准。通过将接收线圈120置于车辆115的前面或后面，传统上对车辆下方的配置强加的设计限制可被消除(例如，空间、位置、布局等)此外，在接收线圈120和发送线圈130如在此所描述的时候，接收线圈120还可被配置作为发送线圈，发送线圈130还可被配置作为接收线圈。显示装置110可被配置为向车辆115的驾驶员或其他用户显示界面125，诸如人机交互界面(HMI)。显示装置110可位于车辆的中央控制台中。它还可位于仪表盘上。显示器可以是诸如液晶显示器(LCD)或其它类型的平板显示器(包括，但不限于，等离子显示器、发光二极管(LED)显示器等)的视觉显示装置。显示装置110还可以是被配置为显示在车辆115的挡风玻璃上的平视显示器(HUD，heads up display)。经由显示装置110显示的界面125可被配置为向驾驶员呈现关于车辆115的信息。这可包括空调(climate)信息、导航信息、媒体信息等。界面125还可被配置为呈现与车辆115的位置相关的信息以及充电状态。如图1中所示，车辆115可包括位于车辆115的前面的一对传感器145。传感器145还可在车辆115的后面。传感器145可彼此分开并且可以是超声波传感器。超声波传感器可发射高频声波并接收响应声波或回波。每个回波可被转换为能量。该能量可被用于估计车辆115距对象的距离。这些传感器145可包括在车辆115中，并可被若干车辆系统使用。在一个示例中，传感器145可被停车辅助功能使用。另外或者可选择地，传感器145可被行人保护系统使用。如在此所描述的，传感器145可被无线充电系统用来估计车辆115和外部电源105之间的距离。车辆115还可包括车辆控制器150。车辆控制器150可与传感器145、接收线圈120和显示装置110接口连接。车辆控制器150可以是车辆115内的被配置为控制各种车辆系统和功能(诸如停车辅助、被动进入被动启动、空调控制等)的功能控制器。车辆控制器150还可被配置为经由显示装置110显示特定界面125。在接收到回波时，超声波传感器145可对控制器150供应与回波相应的经过转换的能量。基于所述能量，控制器150可估计车辆115与即将到来的对象之间的距离。该距离可被车辆115内的停车辅助系统使用，以确保当平行停车时，车辆115不与另一对象(诸如杆、另一车辆等)接触。传感器145还可检测外部充电源105。控制器150可向显示装置110提供用于辅助驾驶员避免与外部对象接触的指令。如所解释的，该外部电源105可以是垂直基架105，因此可被车辆115前面的传感器145检测。另外或可选择地，传感器145可被布置在车辆115的后面。控制器150可使用由传感器145接收到的回波来估计车辆115与基架105之间的距离。在估计该距离时，控制器150可指示显示装置110提供距离的视觉指示210(其示例在图6中被示出)。该视觉指示210可帮助驾驶员到达外部充电源105和车辆115之间的合适且最佳的距离。所述最佳的距离可以是由控制器150保存的预定义距离，其中，在该距离下，初级线圈130可成功并有效地将能量发送到次级线圈120。在一些情况下，线圈越接近，电力传输得越多。因此，最佳距离可以是例如不超过10mm的距离。以下针对图6描述示例性界面125。除了界面125之外，其它指示符可被用于指示车辆115和外部电源105之间的距离。例如，可在车辆115内经由扬声器播放音频信号。这些音频指令可包括频率随距离减小而增加的钟声。信号的音量或音调可根据距离而增加或降低。另外或者可选择地，车辆115的内部光和外部光中的一个或两者可根据距离而改变。车辆控制器150可被配置为在检测到外部电源105时切换模式。例如，控制器150可被配置为从接收线圈120接收车辆115正接近垂直基架105的指示。接收线圈120可通过检测预先存在的线圈对线圈射频通信系统(coil-to-coil radio frequency communicationsystem)作为接收线圈120进入基架105附近内的结果来识别基架105。信息处理技术(IPT)系统可促使车辆115内的无线充电系统和外部基架105之间的线圈对线圈射频通信。这些射频通信可在车辆处于大约10英尺远或更远时开始。车辆控制器150可通过周期性地指示发送特定激活或请求信号来检测外部电源105。车辆控制器150可包括车辆收发器(未示出)，线圈控制器195可包括线圈收发器(未示出)。收发器可经由预定频率(例如，3kHz到300GHz之间)的无线信号彼此通信。车辆控制器150可发起与线圈控制器195的通信。这可以是以请求信号的形式。请求信号可包括诸如车辆识别号的特定数据。一旦线圈控制器195接收到请求信号，它可对车辆115进行验证并以答复信号或验证信号进行响应。一旦车辆控制器150从外部充电源105接收到确认，控制器150可进入无线充电模式。也就是说，车辆115可周期性地发送信号以尽力检测外部电源105。请求信号和答复信号可通过线圈对线圈射频通信系统被发送。图2是示例性外部电源105的透视图。电源(即，基架)105可包括发送线圈(或初级线圈)130。外部电源105可包括基座部分160、支撑部分165和壳体部分170。基座部分160可被固定在底面并可被配置为接收地下电源140(在图1中示出)。壳体部分170可被配置为安置发送线圈130。尽管没有示出，但是基架105的各个部分可以是弹簧加载的，并可被配置为在车辆115开始与基架105接触时基架105重获其应在的位置。例如，驾驶员可能越过合适的位置并碰上基架105，基架105可通过弹回原位来恢复其笔直的高度。该配置将防止损坏基架105和车辆115两者，并且延长了基架105的寿命。图3是图2的壳体部分170的分解透视图。壳体部分170可在壳壁175与遮挡物(shield)200之间限定线圈容器。遮挡物200可以是被配置为防止外部对象进入壳体部分170的保护罩(shroud)。遮挡物200可由被配置为由抵挡室外元素的材料制成。遮挡物200还可防止或极大地减少电磁场(EMF)和电磁兼容性(EMF)发射。在一个示例中，遮挡物200可以是铝。发送线圈130可由所述容器容纳并被配置为在所述容器中可移动。图4是示例性壳体部分170的透明前视图。发送线圈130可经由第一或水平调节机构180在壳体部分170内沿水平方向移动。线圈调节机构180可包括如图4中示出的齿条和齿轮机构，以将线圈130从左向右移动，并且反之亦可。发送线圈130可包括具有多个齿的齿轮185。壳壁175的底面可具有齿条190，其中，所述齿条190具有被配置为容纳齿轮185的齿的多个凹槽。调节机构180可与线圈控制器195通信。线圈控制器195可被配置为指示附件机构180将线圈沿水平x轴移动到指定位置。水平调节机构180(虽然示出为齿条190和齿轮185装配)可包括其它的用于在壳体部分170内水平移动线圈130的机构。例如，液压缸可被用于在壳体部分170内调节线圈。所述液压缸可沿x轴移动。线圈130可附着在所述液压缸或环绕液压缸。在线圈130环绕液压缸的示例中，液压缸可包括无感(non-inductive)覆盖物。其它示例性的水平调节机构180可包括具有电机的电动窗升降机构，以经由如手臂的支撑物使线圈沿x轴移动。通过允许发送线圈130可水平调节，发送线圈130可基于接收线圈120的位置移动到最佳水平位置。一旦车辆115已接近外部电源105并且到达z轴上的最佳位置(即，处于距外部电源105最佳距离内)，水平调节机构180可允许发送线圈130到达x轴上的最佳位置。参照图5，支撑部分165可包括第二垂直调节机构205。垂直调节机构205可被配置为调节壳体部分170的高度，以将发送线圈130置于相对于接收线圈120的最佳垂直位置。垂直调节机构205可包括如图5中所示出的棘轮机构。垂直调节机构205还可包括其它调节机构，诸如与水平调节机构180类似的调节机构。支撑部分165可包括允许支撑部分165的至少一部分滑向另一部分内部的套筒式机构，使得支撑部分165可展开和收缩以与可选择的高度相符。垂直调节机构205可允许沿y轴调节发送线圈130。因此，线圈130可针对变化的保险杠高度而被调节。与最佳距离和最佳水平位置相结合，实现最佳垂直位置可在三个轴中的每个轴上针对接收线圈120实现总体最佳线圈位置。图6A至图6C是用于无线电力传输系统100的示例性界面125。界面125可经由显示装置110来提供。界面125可在无线充电模式期间向用户显示指示车辆115相对于外部电源105的位置的信息。界面125可实时或接近实时地被迭代更新，使得随着车辆115接近外部电源105，所述界面被相应地更新并且合适的警告被产生。界面125可通过指示驾驶员进入外部充电源105的预定义最佳距离内来将驾驶员引导至最佳充电位置。因此，驾驶员经由所述界面接收关于车辆115和外部电源105之间的减少的距离的反馈。通过将车辆115沿z轴对准并到达最佳距离，外部电源105随后可自动将自己配置到最佳水平位置和垂直位置。图6A是具有当前车辆位置相对于最佳位置的视觉指示210的示例性界面125。视觉指示210可以是警告，并且可包括如车辆图标所示出的当前车辆位置210A和最佳位置210B。界面125还可显示外部电源图标。当前模式指示符215也可被包括在界面125中以指示车辆的当前模式。在图6的示例中，所述模式可以是“无线充电模式”。充电状态指示符220也可被包括。随着车辆115接近外部电源105，充电指示符可显示“未充电”。图6B是具有最佳距离指示符225的示例性界面125。该指示符225可以是车辆115已到达最佳距离的文本表示，或者它可以是视觉指示。在图6B的示例中，除了文本表示之外，车辆图标示出车辆115现在处于最佳距离处。一旦车辆处于最佳距离内，充电指示符220可指示：外部电源105正自动配置。这向驾驶员通知：外部电源105现在正在为了更好地与车辆115对准而进行调节。图6C是具有用于通知驾驶员车辆115当前“正在充电”的充电指示符220的示例性界面125。尽管未示出，但充电指示符220还可指示车辆被“充满电”。它还可示出指示充电量的图标。尽管图6A至图6C描绘了与外部电源图标分离的车辆图标，但是其它视觉表示可被用于向驾驶员提供引导。在一个示例中，随着车辆115接近外部电源105，红色、黄色、绿色的视觉表示可向驾驶员通知关于车辆向外部电源105接近。例如，为了指示车辆115应该向前接近外部电源105，可显示绿灯。随着车辆105接近外部电源105，可显示黄灯，该黄灯用于指示车辆正更加接近最佳距离。一旦车辆处于最佳距离内，可显示红灯，该红灯用于指示车辆应该停在它的当前位置。图7是用于系统100的示例性流程图。图7是针对车辆115和外部电源105之间的距离用于经由车辆界面125来提供反馈的示例性处理700。在块705，车辆控制器150可接收车辆115正接近外部电源105的指示。如以上所解释的，该指示可由线圈控制器195发送到车辆控制器150。线圈控制器195可通过检测预先存在的线圈对线圈射频通信系统来识别外部电源105。随着车辆115接近外部电源105，控制器150可周期性地发送激活信号。当车辆接近外部电源105时，激活信号可在控制器195被收发器接收，从而唤醒外部电源105。线圈195随后可将验证信号发送回车辆控制器150。在块710，车辆控制器150响应于接收到车辆115正接近外部电源105的指示而可进入无线充电模式。因此可在检测到外部电源105时发起无线充电模式。通过进入无线充电模式，控制器150可离开停车辅助模式。也就是说，取代帮助驾驶员保持与对象的距离，控制器150现在主动尝试拉近距外部电源105的距离。在块715，一旦车辆控制器150已进入无线充电模式，车辆控制器150可从传感器145接收位置数据。该位置数据可以是与车辆115和外部电源105之间的距离相应的能量测量。传感器145可通过发送声波并接收基于该声波的回波来接收该数据。传感器145随后可将声波转换为能量。然而，其它感测技术也可被使用。在块720，车辆控制器150可使用接收到的位置数据来确定所估计的车辆115与外部电源105之间的距离。在块725，车辆控制器150可指示显示装置110显示相对于外部电源105的车辆位置的视觉指示符。示例性的视觉指示符在图6A至图6B中被示出。在块730，车辆控制器150可确定车辆115是否处于距外部电源105的最佳距离。最佳位置可以是车辆115处于外部电源105的特定距离内的位置。例如，最佳位置可以是距离在10cm以下的任何位置。两个线圈之间的间隙可以在6cm至10cm之间，但是也可小于6cm。间隙越小，偏移量减小得越多。控制器150可将估计的距离与该预定义距离进行比较，所述预定义距离可基于接收线圈120和发送线圈130之间的针对能量在其之间交换的理想距离。所述预定义距离可以是两个线圈之间的可发送能量的最大距离。诸如车辆115内的电池类型、线圈120、130的尺寸等的因素会影响最大距离。控制器可将该预定义距离保存在车辆115本地或外部(例如，云)的数据库中。如果控制器150确定车辆115没有处于最佳位置，则所述处理返回到块715来进一步收集位置数据。如果控制器150确定车辆115处于最佳距离(即，车辆115在外部电源105的预定义距离内)，则所述处理进行到块735。因此，在到达最佳距离之前，车辆显示装置110实时或接近实时地迭代更新，以经由界面125指示车辆的位置。在块735，车辆控制器150可指示显示装置110显示最佳距离指示符225。最佳距离指示符225的示例在图6A至图6B中被示出。该处理随后可结束。图8是用于引导系统的示例性流程图。具体地讲，图8是用于一旦已到达两个线圈120、130之间的最佳距离，就将发送线圈130与次级线圈对准的示例性处理。在块805，线圈控制器195可接收已到达接收线圈120和发送线圈130之间的最佳距离的指示。该指示可经由线圈对线圈射频通信系统来自于车辆115。确认消息可经由该通信系统被发送。车辆控制器150可将确认消息发送到线圈控制器195。在块810，一旦接收到确认消息，线圈控制器195可随后在发送线圈130检测通量(flux)。所述通量可与两个线圈之间的距离相关。两个线圈之间的距离影响在所述两个线圈之间建立的电磁场的强度。所述电磁场的强度影响能量从发送线圈130传输到接收线圈120的效率。为了确定通量，发送线圈130可发送小功率信号。控制器收发器随后可对该功率信号进行响应。该响应信号可指示两个线圈120、130之间的通量的强度。线圈控制器195可知道发送线圈130的能力，并可确定在线圈120、130之间建立的场是否适合于电力传输。在块815，线圈控制器195可确定检测到的通量是否高于预定义阈值。所述预定义阈值可以是与两个线圈120、130之间的能量最佳传输(例如，发送线圈130发送能量的能力)的理想距离或对准相应的通量。例如，所述预定义阈值可表示两个线圈之间的最佳对准。该对准可包括垂直对准和水平对准两者(即，线圈在y轴和x轴上均对准)。如果通量高于所述预定义阈值，则所述处理可结束。尽管图8将处理示出为结束，但是在操作中，一旦线圈对准，发送线圈130可经由在发送线圈130和接收线圈120之间建立的电磁场来将能量传输到接收线圈120。所述能量随后可被用于对车辆电池充电。如果所述通量没有高于所述预定义阈值，则所述处理可进行到块820。在块820，线圈控制器195可指示调节机构调节发送线圈130的水平位置和垂直位置之一或两者。在一个示例中，水平调节机构180可被左右调节。在另一示例中，垂直调节机构205可被降低或升高以到达最佳位置。线圈控制器195可使线圈130左右移动。它随后还可在线圈130的新位置接收通量。如果通量降低，则控制器195可指示线圈130沿它刚来的方向(即，反方向)移回。然而，如果通量增加，则线圈130可沿相同的方向继续，直到通量停止增加为止。在另一示例中，外部充电源105可包括用于对次级线圈120定位的另外的超声波传感器。基于来自传感器的输入，控制器195可指示调节初级线圈130。所述处理进行到块810来调节发送线圈130的位置，直到到达最佳垂直和水平位置为止。一旦到达初级线圈120的最佳水平和垂直位置，可经由车辆115和基架105之间的射频通信系统将该到达的指示发送到控制器150。在确认已到达最佳位置之后，车辆可返回到停车辅助模式。另外或可选择地，在车辆到达最佳位置之前，如针对处理700所描述的，停车辅助系统可被用于到达这样的位置。也就是说，一旦外部充电源105已被车辆115识别出。停车辅助系统可被用于不必用手操作来将车辆停在距源105的期望距离处。描述了被配置为经由车辆界面向车辆的驾驶员提供位置引导的无线充电系统的示例。也就是说，所述系统可输出用于辅助驾驶员将车辆定位于相对于初级充电线圈的最佳位置的指令。发送线圈可被安装在垂直基架中，其中，所述垂直基架被配置为与车辆的保险杠内的接收线圈对准。所述基架可响应于检测到接收线圈来调节发送线圈的位置。通过将接收线圈置于车辆内或车辆的保险杠，车辆的底部部分不受通常困扰无线充电系统的空间和位置限制的影响。尽管以上描述了示例性实施例，但这些实施例并不意图描述本发明的所有可能形式。而是，在说明书中使用的词语是描述的词语而非限制，应理解，在不脱离本发明的精神和范围的情况下可进行各种改变。另外，各种实现的实施例的特征可被组合以形成本发明的进一步的实施例。计算装置(诸如控制器150、195、显示装置110等)通常包括计算机可执行指令，其中，在所述计算机可执行指令中，指令可由诸如以上所列出的一个或更多个计算装置执行。可从使用多种编程语言和/或技术(包括，但不限于，单独的或组合的JavaTM、C、C++、VisualBasic、Java Script、Perl等)创建的计算机程序来编译或解释所述计算机可执行指令。通常，处理器(例如，微处理器)从例如存储器、计算机可读介质等接收指令并运行这些指令，从而执行一个或更多个处理(包括在此描述的处理中的一个或更多个处理)。这样的指令和其它数据可使用多种计算机可读介质来存储和发送。计算机可读介质(也被称为处理器可读介质)包括参与提供可被计算机(例如，被计算机的处理器)读取的数据(例如，指令)的任意非暂时性(例如，有形)介质。这样的介质可采取多种形式，包括，但不限于，非易失性介质和易失性介质。非易失性介质可包括例如光盘或磁盘以及其他永久性存储器。易失性介质可包括例如通常组成主存储器的动态随机存取存储器(DRAM)。这样的指令可通过一个或更多个传输介质(包括同轴线缆、铜线和光纤、包括具有连接到计算机处理器的系统总线的线缆)来发送。通常形式的计算机可读介质包括，例如，软盘、软光盘、硬盘、磁带、任何其它磁介质、CD-ROM、DVD、任何其它光学介质、RAM、PROM、EPROM、FLASH-EPROM、任何其它存储器芯片或盒、或计算机可从其进行读取的任何其它介质。在此描述的数据库、数据资源库或其它数据存储可包括各种种类的用于存储、访问以及检索各种种类的数据的方案，包括分层数据库、文件系统中的文件集、合适格式的应用数据库、关联数据库管理系统(RDBMS)等。每个这样的数据存储通常被包括在采用诸如以上所提到的那些之一的计算机操作系统的计算装置内，并按照多种方式中的任意一种或更多种经由网络来访问。文件系统可从计算机操作系统来访问，并可包括以各种格式存储的文件。除了用于创建、存储、编辑和运行存储的程序的语言(诸如以上提到的PL/SQL语言)之外，RDBMS通常采用结构化查询语言(SQL)。在这些示例中，系统元件可被实现为一个或更多个计算装置(例如，服务器、个人计算机等)上的计算机可读指令(例如，软件)，被存储在与其关联的计算机可读介质(例如，盘、存储器等)上。计算机程序产品可包括存储在计算机可读介质上的这样的指令，以实现在此描述的功能。关于在此描述的处理、系统、方法、启发等，将理解，尽管这样的处理等的步骤已描述为根据特定排序顺序发生，但这样的处理能够以按照除了在此描述的顺序以外的顺序执行的步骤来实施。应该进一步理解，特定步骤能够被同时执行，其它步骤可被添加，或者在此描述的特定步骤可被省略。换句话说，这里所提供的对处理的描述是为了示出特定实施例的目的，而不应以任何方式被解释以限制权利要求。因此，将理解，上述描述意在说明，而不是限制。在阅读上述描述时，除所提供的示例以外的多个实施例和应用将是清楚的。应该不参照上述描述来确定范围，而是应该参照权利要求以及有资格为这样的权利要求的等同物的全部范围来确定范围。预期并意图使未来的发展将在这里所讨论的技术中发生，并且所公开的系统和方法将被合并到这样的未来实施例中。总之，应该理解，应用能够修改和改变。除非在此做出了对立的明确指示，否则在权利要求中使用的所有术语意图给予它们最广的合理解释以及如这里描述的技术中的技术人员已知的它们的平常含义。具体地讲，词语“第一”、“第二”等的使用可被交换。 | 一种用于对电动车辆充电的垂直无线电力传输系统。停车辅助系统可响应于接收到指示远程感应充电源处于车辆的附近区域内的信号而从停车辅助模式转变为无线充电模式。在无线充电模式期间，停车辅助系统产生用于辅助驾驶员对车辆相对于感应充电源的位置进行定位的指令。 | CN:201510059761.9A | https://patentimages.storage.googleapis.com/02/2e/87/f5c00028f11f5b/CN104821666B.pdf | CN:104821666:B | 范卡特斯瓦·阿南德·塞恩凯伦, 约翰·保罗·吉比尤, 詹姆士·A·拉斯罗普, 克里斯托弗·W·贝尔 | Ford Global Technologies LLC | CN:101277838:A, US:7671567, WO:2011132272:A1, CN:103492219:A, JP:2013150430:A, WO:2014014615:A1 | Not available | 2019-04-26 | 1.一种车辆包括：, 垂直安装的次级充电线圈；, 显示器；以及, 停车辅助系统，包括收发器和至少一个控制器，其中，所述至少一个控制器被编制为用于以下操作：, 在停车模式期间，经由显示器输出用于辅助驾驶员避免与车辆的附近区域内的对象接触的指令，并使次级充电线圈周期性地产生用于激励远程初级充电线圈的场，, 在基于对所述场的响应而发起的充电模式期间，经由显示器输出用于辅助驾驶员将垂直安装的次级充电线圈相对于初级充电线圈进行定位的指令；, 产生用于显示指示车辆是处于停车模式还是处于充电模式的警告的指令。, 2.如权利要求1所述的车辆，其中，充电模式期间的所述指令包括这样的数据：所述数据指示车辆相对于初级充电线圈的位置的表示。, 3.如权利要求2所述的车辆，其中，所述至少一个控制器还被编制为在充电模式期间输出指示次级充电线圈已到达相对于初级充电线圈的目标位置的警告。, 4.如权利要求1所述的车辆，其中，停车辅助系统包括被配置为检测车辆的附近区域内的对象的多个超声波传感器。, 5.如权利要求1所述的车辆，其中，控制器还被编制为在充电模式期间停止输出避免与对象接触的指令。, 6.一种停车辅助系统，包括：, 超声波传感器，被配置为检测车辆的附近区域内的对象；, 控制器，被编制为：, 响应于触发信号而从停车模式转变为充电模式，其中，在停车模式下，用于辅助驾驶员避免与车辆的附近区域内检测到的对象接触的指令被输出，在充电模式下，用于辅助驾驶员将次级充电线圈相对于由所述超声波传感器检测到的初级充电线圈进行定位的指令被输出；, 在所述转变期间产生用于指示模式的警告。, 7.如权利要求6所述的系统，其中，控制器还被编制为在停车模式期间使次级充电线圈周期性地产生用于激励初级充电线圈的场。, 8.如权利要求6所述的系统，其中，所述警告指示车辆是处于停车模式还是处于充电模式。, 9.如权利要求6所述的系统，其中，所述触发信号指示初级充电线圈位于车辆的附近区域内。, 10.一种用于对车辆的驾驶员提建议的方法，包括：, 由处理器进行以下操作：, 在停车模式期间，输出用于辅助驾驶员避免与车辆的附近区域内的对象接触的指令，并使充电线圈激励信号从车辆被广播；, 响应于接收到对充电线圈激励信号的答复而从停车模式转变为无线充电模式；, 产生指示所述转变的警告；, 在无线充电模式期间，输出用于辅助驾驶员将车辆的垂直充电线圈相对于与车辆分开的充电源进行定位的指令。, 11.如权利要求10所述的方法，还包括：在无线充电模式期间，输出指示车辆已到达相对于充电源的目标位置的警告。, 12.如权利要求10所述的方法，其中，无线充电模式期间的所述指令包括这样的数据：所述数据指示车辆相对于充电源的位置的表示。, 13.如权利要求12所述的方法，其中，所述警告指示车辆是处于停车模式还是处于无线充电模式。 | CN | China | Active | B | True |
| 210 | Vehicle battery tray having tub-based component \n | US11691493B2 | This application is a Continuation Application of U.S. nonprovisional patent application Ser. No. 15/980,249, filed May 15, 2018, which claims benefit and priority under 35 U.S.C. § 119(e) of U.S. provisional application Ser. No. 62/506,950, filed May 16, 2017 and U.S. provisional application Ser. No. 62/643,345, filed Mar. 15, 2018, which are hereby incorporated herein by reference in their entireties.\nThe present disclosure generally relates to vehicle battery support trays and structures, and more particularly to structural components and protective enclosures for concealing and protecting vehicle electronic components and batteries, such as battery packs or modules or the like for electric and hybrid electric vehicles.\nElectric and hybrid electric vehicles are typically designed to locate and package battery modules on the vehicle in a manner that protects the batteries from damage when driving in various climates and environments, and also that protects the batteries from different types of impacts. It is also fairly common for vehicle frames to locate batteries in a portion of the frame or sub-structure of the vehicle, such as between the axles and near the floor of the vehicle, which can distribute the weight of the batteries across the vehicle frame and establish a low center of gravity for the vehicle.\nThe present disclosure provides a battery tray for an electric vehicle, such as an all-electric or hybrid electric vehicle, where the battery tray has a tub component that may provide a perimeter wall around a battery containment area of the battery tray. The tub component may be formed or molded to provide an interior surface of the battery containment area that is sealed and resistant to leaks or penetration of gases or liquids, so to protect the batteries or battery modules contained in the battery tray. To support the weight of the batteries or battery modules and to provide structure configured for impact energy management, among other functions, the tub component may further include a separate support structure and may also or alternatively include integral structural features that are formed as a single piece with the tub component. Such integral structural features of the tub component may reduce the number of overall components used to make the battery tray and the associated connection and attachment points of such additional components that can be a risk of potential leaks or penetrations.\nAccording to one aspect of the present disclosure, a battery tray for an electric vehicle includes a tub component that has a floor portion and a perimeter wall portion that integrally extends upward around a peripheral edge of the floor portion to border a battery containment area of the tub component. A support structure may have an elongated member coupled at an exterior side of each of opposing longitudinal sections of the perimeter wall portion of the tub component. Also, the tub component may include a plurality of cross member portions that integrally interconnect with the floor portion and the perimeter wall portion so as to span laterally across the battery containment area to divide the battery containment area into separate compartments.\nAccording to another aspect of the present disclosure, a battery tray for an electric vehicle includes a tub component that has a floor portion and a perimeter wall portion that integrally extends upward around a peripheral edge of the floor portion to border a battery containment area of the tub component. The tub component may also include a plurality of cross member portions that each integrally interconnect with the floor portion and the perimeter wall portion so as to sub-divide the battery containment area into separate battery compartments. At least one of the cross member portions of the tub component may include a forward wall section and a rearward wall section, which each provide an interior surface of adjacent compartments of the battery containment area.\nAccording to yet another aspect of the present disclosure, a battery tray for an electric vehicle includes a tub component that has a floor portion and a perimeter wall portion that integrally extends upward around a peripheral edge of the floor portion to border a battery containment area. The tub component may include a plurality of cross member portions that integrally interconnect with the floor portion and opposing sides of the perimeter wall portion. The battery tray may also include a support structure that has an elongated member coupled at an exterior side of each of opposing longitudinal sections of the perimeter wall portion of the tub component. Further, the perimeter wall portion of the tub component have a flange that protrudes outward at the opposing longitudinal sections of the perimeter wall portion. A cover may attach at the flange of the tub component to enclose an upper opening of the battery containment area.\nThe battery tray of the present disclosure may provide a tub component that lines at least a portion of the interior of a battery containment area for protecting battery modules held in the battery tray. Such a tub component may provide structural support the battery tray, such that a support structure or frame may be undersize or lightened or eliminated to allow the tub component to provide a portion or fraction of the overall desired load support capability of the battery tray. The containment area of the battery tray may also be sealed with a cover around an upper edge of the tub component to enclose the battery modules in the battery tray, such as with a cover that attaches at an upper portion or flange of the tub component.\nThese and other objects, advantages, purposes, and features of the present disclosure will become apparent upon review of the following specification in conjunction with the drawings.\n FIG. 1 is a side elevation view of a battery tray at a mounting location on a vehicle in accordance with the present disclosure;\n FIG. 2 is an upper perspective view of a battery tray having a cover exploded away to show battery modules in the battery containment area of the battery tray;\n FIG. 3 is an exploded, upper perspective view of the battery tray shown in FIG. 2 , showing the battery modules exploded from the tub component of the battery tray;\n FIG. 4 is a cross-sectional, upper perspective view of the battery tray shown in FIG. 2 with the cross section taken centrally along a length of the battery tray;\n FIG. 4A is an exploded, lower perspective view of the section of the battery tray shown in FIG. 4 , showing the tub component exploded away from the support structure;\n FIG. 5 is a top view of the battery tray shown in FIG. 2 ;\n FIG. 5A is a top view of a portion the battery tray shown in FIG. 5 , taken at the area marked as VA in FIG. 5 ;\n FIG. 5B is a cross-sectional view of the battery tray shown in FIG. 5 with the cross section taken at line VB-VB shown in FIG. 5 ;\n FIG. 5C is a cross-sectional view of the battery tray shown in FIG. 5 with the cross section taken at line VC-VC shown in FIG. 5A;\n FIG. 6 is an upper perspective view of an additional embodiment of a battery tray having a cover exploded away to show the battery modules in the battery containment area;\n FIG. 7 is an upper perspective view of yet an additional embodiment of a battery tray having a cover removed to show the battery modules in the battery containment area;\n FIG. 8 is an exploded, cross-sectional, upper perspective view of the battery tray shown in FIG. 6 with the cross section taken centrally along a length of the battery tray;\n FIG. 8A is a cross-sectional, upper perspective view of the battery tray shown in FIG. 8 , showing some of the battery modules removed from the tub component of the battery tray;\n FIG. 9 is an enlarged, cross-sectional view of a rearward end portion of the battery tray shown in FIG. 8 ;\n FIG. 10 is a top view of the battery tray shown in FIG. 6 ;\n FIG. 11 is an exploded, cross-sectional, upper perspective view of an additional embodiment of a battery tray, showing the cross section taken centrally along a length of the battery tray;\n FIG. 12 is an enlarged, cross-sectional view of a rearward end portion of the battery tray shown in FIG. 11 ;\n FIG. 13 is a top view of the battery tray shown in FIG. 11 having the cover removed;\n FIG. 14 is a top view of a corner portion of an additional embodiment of a battery tray having the cover removed;\n FIG. 14A is a cross-sectional, upper perspective view of the portion of the battery tray shown in FIG. 14 , showing an internal cross member of the battery tray in dashed lines;\n FIG. 15 is a top view of a corner portion of an additional embodiment of a battery tray having the cover partially cut away;\n FIG. 15A is a cross-sectional, upper perspective view of the portion of the battery tray shown in FIG. 15 , showing a cover engaged over a tub component;\n FIG. 15B is a top view of a portion of the tub component of FIG. 15 shown outside the battery tray and having a notch that allows for fitting the corner portion shown in FIG. 15 ;\n FIG. 16 is a top view of an additional embodiment of a battery tray showing an outline of a vehicle in dashed lines and the battery tray engaged at the rocker rails of the vehicle;\n FIG. 17 is an upper perspective view of the battery tray shown in FIG. 16 ;\n FIG. 18 is a top view of the battery tray shown in FIG. 16 ;\n FIG. 19 is a cross-sectional, lower perspective view of the battery tray shown in FIG. 18 , taken at line XIX-XIX shown in FIG. 18 ;\n FIG. 20 is an upper perspective view of the section of the battery tray shown in FIG. 19 , taken from an outer side of the battery tray;\n FIG. 21 is an exploded, upper perspective view of the section of the battery tray shown in FIG. 20 , taken from the outer side of the battery tray;\n FIG. 22 is an exploded, upper perspective view of the section of the battery tray shown in FIG. 19 , taken from an inner side of the illustrated section of the battery tray;\n FIG. 23 is an elevation view of the section of the battery tray shown in FIG. 19 , taken from the inner side of the illustrated section of the battery tray;\n FIG. 24 is an enlarged view of a portion the battery tray shown in FIG. 23 , taken at the area marked as XXIV in FIG. 23 ;\n FIG. 25 is a cross-sectional view of the cross section of the battery tray shown in FIG. 23 ;\n FIG. 26 is an exploded view of the section of the battery tray shown in FIG. 25 ;\n FIG. 27 is an upper perspective view of the exploded view of the section of the battery tray shown in FIG. 26 ;\n FIG. 28 is an exploded, upper perspective view of the section of the tub component and support structure shown in FIG. 19 , taken from an inner side of the illustrated section of the battery tray;\n FIG. 29 is an elevation view of the section of the tub component and support structure shown in FIG. 19 , taken from an inner side of the illustrated section of the battery tray; and\n FIG. 30 is a cross-sectional, upper perspective view of an additional embodiment of a battery tray, showing the cross section taken centrally along a length of the battery tray.\nReferring now to the drawings and the illustrative embodiments depicted therein, a vehicle battery tray 10 may be provided for supporting and protecting batteries, such as battery packs or modules or the like, for an electric vehicle 12, such as shown in FIG. 1 . The electric vehicle may be an all-electric or a hybrid electric vehicle or vehicle that is otherwise propelled or operated using stored electricity. The battery tray 10 for housing the batteries may be attached or mounted at or near the lower frame or rocker rails of the vehicle 12, so as to locate the contained batteries or battery modules 14 (FIG. 3 ) generally in a central location on the vehicle 12, away from probable impact locations and also in a location that evenly distributes the weight of the batteries 14 and provides the vehicle with a relatively low center of gravity. The battery tray 10 may span below the occupant compartment at a lower portion of the vehicle 12, such as shown in FIG. 1 with a generally thin profile, so as to accommodate various vehicle body types and designs. The profile or thickness of the battery tray 10 may be defined between the upper surface 16 and the lower surface 18 of the battery tray 10. It is contemplated that the battery tray 10 may be disengaged or detached from the lower portion of the vehicle 12, such as for replacing or performing maintenance on the battery modules 14 or related electrical components.\nA battery tray may have various exterior dimensional requirements to accommodate a vehicle platform or frame design, such that it may be desirable to maximize the usable volume of the battery containment area within the battery tray, while cost effectively maintaining the desired impact protection and resistance to water, gases, and debris penetrating into the sealed environment around the battery modules. The battery tray 10 of the present disclosure may provide a tub component 20, such as shown in FIG. 2 , which may line or otherwise define at least a portion of the interior surface or structure of the battery containment area 22 that is occupied by the battery modules 14 and other conceivable items or components, such as electrical cables, coolant lines, cold plates, other battery cooling components, fire suppression system components, or the like. The battery tray 10 may also include a support structure 24 that is coupled at and supporting the tub component 20, such as a beam or member of a support structure 24 being attached at an exterior portion of a tub component 20. The tub component 20 may also provide structural support to the battery tray 10, such that a support structure 24 or frame may be undersize, lightened, or partially or completely eliminated to allow the tub component to provide a portion or fraction of the overall desired load support capability of the battery tray 10. The tub component 20 of the battery tray 10 may also be sealed with a cover 26 around an upper edge of the tub component 20 to at least partially enclose the battery modules 14 in the battery tray 10, as further described below.\nThe tub component 20 of the battery tray 10, such as shown in FIGS. 2-5 , may include a floor portion 28 and a perimeter wall portion 30 that integrally extends upward around a peripheral edge 32 of the floor portion 28 to border the battery containment area 22. The floor portion 28 and the perimeter wall portion 30 may together form a solid and uninterrupted interior surface. The floor portion 28 and the perimeter wall portion 30 may each include sections that are substantially planar, such as the planar panel section 28 a of the floor portion 28 and the planar longitudinal sections 30 a of perimeter wall portion 30 shown in FIG. 3 . Such planar sections may be generally perpendicular relative to each other, such that the angular transition between the floor portion 28 and the perimeter wall portion 30 may be generally ninety degrees, such as with a sharp corner angle or a curved corner transition 34 as shown in FIG. 5C. It is understood that the shape of the floor and peripheral wall portions and angle of the transition from a floor portion to a perimeter wall portion may vary in additional embodiments of the battery tray, such as depending on the battery tray design and capacity. The tub component 20 may be formed with various materials, such as the floor portion 28 and the perimeter wall portion 30 of the tub component being a single integral piece formed from a sheet of the group consisting of a sheet molding compound, an aluminum alloy, and a steel alloy.\nReferring again to the structural support of the battery tray 10, the tub component 20 may include integral structural features that are formed as a single piece with the tub component, such as to support the weight of the batteries or battery modules and to provide structure configured for impact energy management, among other functions. For example, as shown in FIG. 3 , the tub component 20 includes cross member portions 36 that each integrally interconnecting with the floor portion 28 and opposing sides of the perimeter wall portion 30. The cross member portions 36 may span laterally across the battery containment area 22 to divide the battery containment area into separate compartments, such as shown in FIG. 3 . The tub component 20 may thus be configured to direct load paths along the cross member portions 30 for transferring lateral impact forces through the battery containment area 22, while generally limiting disruption to the battery modules 14 or other electronic equipment supported therein. The cross member portions 36 of the tub component 20 may each extend laterally in parallel alignment with each other and at a longitudinal spacing from each other that is configured or sized for the defined compartment to contain at least one battery module 14. It is also contemplated that in additional embodiments of the battery tray that the cross member portions of the tub component may have various alternative shapers or configurations, such as extending through the battery containment area in a longitudinal or diagonal orientation relative to the battery tray and vehicle or being separated at a differently configured spacing.\nThe interior surface of the tub component 20 may provide or otherwise define lower and side interior surfaces of the battery containment area 22. Also, the cross member portions 36 may continuously extend upward from the floor portion 28, such that the interior surface of the separate compartments of the tub component 20 may have generally solid and uninterrupted interior surfaces for having a sealed interior volume of the batter containment area 22. As shown in FIGS. 3-5 , the cross member portions 36 of the tub component 20 may also include a forward wall 38 and a rearward wall 40 that each provide an interior surface of adjacent compartments of the battery containment area 22. The forward and rearward wall sections 38, 40 may integrally interconnect with the floor portion 28 and wall portion 30 to form a solid and uninterrupted interior surface. Thus, the forward and rearward wall sections 38, 40 may sub-divide the battery containment area 22 into the separate compartments or chambers to provide longitudinal separation between battery modules, such as to prevent cross-contamination of the battery modules and to insulate the batter modules form each other.\nMoreover, the cross member portions 36 may include stiffening features 42 that integrally interconnect between the forward and rearward wall sections 38, 40, such as shown in FIGS. 5 and 5A. Such stiffening features 42 may integrally extend upward from the floor portion 28 of the tub component 20, such that the floor portion 28 of the tub component 20 may extend between the forward and rearward wall sections 38, 40 of the cross member portions 36. Also, the stiffening features 42, such as shown in FIG. 4 , may integrally extend upward in a continuous manner along a height of the forward and rearward wall sections 38, 40. The stiffening features 42, such as those shown in FIG. 5 , may include an x-shape when viewed from above, such that the stiffening features 42 may extend diagonally between the forward and rearward wall sections 38, 40. However, it is also contemplated that the stiffening features in additional embodiments may include additional or alternative shapes and configurations to provide the desired mass and support along the cross member sections. Also, additional embodiments of the tub component may include at least one cross member portion that integrally interconnects with and extends upward form the floor portion, yet lack a section of the floor portion between the forward and rearward wall sections of the respective cross member portion.\nThe tub component may also include other integral features in addition to or in the alternative to integral structural features, such as battery supports, cold plate supports, and other conceivable integral features that can be used to support or secure the battery modules or other related components in the battery tray. As shown in FIGS. 3 and 4 , the tub component 20 includes integral battery supports comprising support posts 44 that integrally extend upward from the floor portion 24 of the tub component 20 adjacent to and generally parallel with the cross member portions 30. The battery supports 38 may elevate the lower surface of the battery modules 14 away from the floor portion 24 of the tub component for air circulation and to provide an intrusion distance that prevents damage to the battery modules 14 from impacts to the bottom or lower surface of the battery tray 10. The battery supports 38 may also have a height that is configured to support a cold plate or cooling element 47, such as a thermoelectric component or a liquid cooled component, against or in thermal engagement with the lower surface of the battery module 14, such as shown in FIG. 8 . The battery supports in additional embodiments may have various structural designs to support the battery modules or other items. Again, the tub component 20 may be formed with various materials, whereby the floor portion 28, the perimeter wall portion 30, the cross member portions 36, the support posts 44, and other features may be formed as a single integral piece from a sheet molding compound or like composite materials. With the sheet molding compound, a resin and composite material may be pressed into a die to form the desired features of the tub component, such that the integral structural features of the tub component may be formed in the direction of the press, such as in the vertical direction. It is also contemplated that the tub component may include carbon fibers, such as at a lower layer of the of the tub insert to provide additional stiffness and intrusion resistance. Moreover, additional embodiments of the tub component may include a polymeric material, such as an injection molded plastic, or stamped or formed metal.\nThe battery modules 14 mounted in the battery tray 10 may have various configurations and designs. As shown in FIG. 3 , the battery module 14 may retain a series of battery cells or plates or pouches 54 by securing the cells or pouches 54 between end castings 56, where a rod 58 may extend generally horizontally between the end castings 56 of each battery module 14 and through the associated cells or pouches 54. Thus, the rods 58 may be fastened at the end castings 56 to retain the cells or plates or pouches 54 together with the end castings 56 of the respective battery module 14. The illustrated battery modules 14 each include two rods 58 extending through an upper corner portion of the end castings 56 in general alignment with the lateral span of the cross member portions 36. Further, the end castings 56 may be secured to the tub component 20 with fasteners 57 that extend vertically to engage coaxially within the support posts 44, such as shown in FIGS. 3 and 5B. The battery compartments separated by the cross member portions 36 of the tub component 20 may each contain two battery modules of generally equal capacity, such as shown in FIG. 5 . However, more or fewer battery modules may be provided in the battery containment area of the tub, such as more or fewer modules in each compartment of the tub component. It is also contemplated that an alternative arrangement and nesting configuration may be provided for the battery modules.\nWith further reference to FIGS. 3 and 4 , the perimeter wall portion 30 of the tub component 20 may include a flange 46 that protrudes outward away from the battery containment area 22 at the opposing sides of the perimeter wall portion 30. Thus, at the opposing sides of the perimeter wall portion 30 of the tub component 20, the flange 46 may engage an upper surface of a longitudinal portion of a support structure 24. As shown in FIG. 3 , the flange 46 protrudes outward at the upper edge of the perimeter wall portion 30 and extends around the entire perimeter of the tub component 20. However, it is contemplated that the flange in additional embodiments may protrude from an alternative vertical location at the perimeter wall and may be provided at a select portion or portions of the perimeter wall portion so as to provide the desired engagement with the support structure. The flange 46 may be used to provide a consistent upper surface for a cover 26 to attach over the battery containment area 22 of the tub component. As shown in FIG. 5C, the flange 46 of the tub component 20 may include a sealing element, such as a channel or a protrusion 48, disposed around the upper surface of the flange 46 to mate with a complementary portion of the cover 26, such as a complementary sealing channel or protrusion. Also, the sealing element may include a gasket, a sealing adhesive, or like seal to provide a generally sealed cover connection that prevents gases, liquids, and debris from entering or exiting the battery containment area through an upper opening of tub component.\nThe cover 26 may seal and enclose at least a portion of the battery containment area provided in the tub component. As shown in FIG. 3 , the cover 26 include a panel with a stiffening channels 27 that extend longitudinally along the cover 26. It is also conceivable that the cover 26 may be separate panel sections that are adapted for the respective battery tray, such as with raised or recessed areas that respectively increase or decrease the effective container volume of the battery tray 10. The cover 26 may be attached over the tub component in a manner that is relatively easy to remove and that maintains the sealed battery containment area, such as via bolts or screws or other removable fasteners that may compress a gasket or other sealing member between the cover 26 and the top surface of the peripheral wall portions of the tub component 20. This allows the cover 26 to be removable for accesses the battery modules 14 or other electric components housed in the battery containment area 22 for replacement, maintenance, or inspection or the like. It is also conceivable that the cover in additional embodiments may alternatively have at least a section that is an integral portion of the floor of the vehicle occupant cabin, such that the cover panel may be secured to the upper opening of the battery tray simultaneously with attaching it to the vehicle.\nAs shown in FIGS. 2-4A, the battery tray 10 may have a support frame or structure 24 that is attached at an exterior portion of a tub component 20, such as to supplement or compliment the structure of the tub component 20. The support structure 24 may include an elongated member, such as a longitudinal section or member 50, such as shown in FIG. 2 , which is coupled at an exterior side of each of the longitudinal sections 30 a of the perimeter wall portion 30 of the tub component 20. The support structure 24 may also or alternatively include one or more laterally oriented reinforcement structures, such as a lateral section or member 52, such as shown in FIG. 3 . The lateral members 52 may attached at an end portion of the longitudinal members 50, such as to form a generally rectangular frame as shown in FIG. 3 , which is sized to engage or attach at the front and rear ends of the perimeter wall portion 30 of the tub component 20. As further shown in FIG. 3 , the longitudinal and lateral members 50, 52 of the support structure 24 may be separate members or beams that may be attached together or are separately attached to the vehicle frame. It is also contemplated that the support structure 24 may include one or more integral pieces, such as a single beam wrapped around the tub component, such as shown in FIG. 6 .\nThe illustrated support structure 24 shown in FIGS. 2-5 may be provided as a rigid metal or composite structure, such as with elongated beams that are attached together via welding, adhesive, fasteners, and/or other attachment means. The longitudinal and lateral members 50, 52 shown in FIGS. 2-5 are separate metal beams that are attached at ends thereof to form a generally rectangular frame. The members or beams of the support structure may have one or more hollow interior areas, such two hollow areas arranged with one disposed over the other, which is also referred to as a mono-leg beam. With respect to the embodiment shown in FIGS. 3 and 5C, the longitudinal members 50 of the support structure 24 may be formed from a metal sheet, such as via roll forming, to provide adjacent, vertically stacked, tubes 51 that include a common center wall disposed in a generally horizontal orientation. In forming the metal sheet into the longitudinal members, outer portions of the metal sheet that extend from opposing sides of the common center wall are bent generally simultaneously in the same rotational direction to attach respectively at opposing ends of the common center wall. With further reference to the embodiment shown in FIGS. 3 and 5C, an outboard extension beam 53 is attached along an outer surface of the tubular beam 51, where the outboard extension beam 53 has a hat or U shape, although various other shapes are contemplated such as a tube. The outboard extension beam 53 of the longitudinal members 50 may be provided to use as an attachment structure and interface with the vehicle, such as to attach at the rocker rails or similar structure of the vehicle frame.\nWith respect to the lateral members 52 of the support structure 24 shown in FIGS. 3 and 5B, the lateral members 52 may be formed from a metal sheet, such as via roll forming, to provide a single tubular beam. However, it is contemplated that the lateral members in additional embodiments may be provided with various alternative beam shapes, such as a mono-leg beam. The metal sheet or sheets that may form the beams or members of the support structure 24 may comprise a high strength steel, such as a cold worked martensitic steel, so as to be configured for absorbing and generally resisting intrusion from lateral impact forces to the battery tray 10. However, the support structure may alternatively be alternatively formed with aluminum, or other metals or materials or combinations thereof. Thus, it is contemplated that the cross-sectional shape of additional embodiments of the support structure may be altered from the illustrated embodiment, such as to be formed via pultrusion, extrusion, or the like.\nTo engage the tub component 20 at or within the support structure 24, the flange 46 of the tub component 20 may engage an upper surface of a longitudinal member 50 of the support structure 24, such that the longitudinal sections 30 a of the tub component 20 may engage the inside vertical surfaces of the longitudinal members 50 of the support structure 24. Also, at least one of the lateral members 52 may be engaged by the flange 46 of the tub component 20, such as the forward lateral member 52 shown in FIG. 3 . Thus, the cover 26 attachment at the flange 46 of the tub component 20 may allow the flange 46 to be sandwiched between the edge portion of the cover and the support structure. The tub component 20 may also include a downward facing channel 60, such as shown in FIG. 5B where a lateral member 52 may engage the downward facing channel 60 to vertically support the tub component 20. With a section of the support structure engaged with a downward facing channel of the tub component, two of the separate compartments may be disposed at opposing longitudinal sides of one of the engaged portion of the support structure.\nReferring now to FIGS. 6-10 , an additional embodiment of the battery tray 110 may also include a support structure 124 that is coupled at and supporting the tub component 120. The support structure 124 shown in FIG. 6 includes a single support beam 125 that is bent at the corners of the tub component 120 to surround the perimeter wall portion 130 (FIG. 8 ) of the tub component 120. The support beam 125 thus includes longitudinal sections 150 that couple at exterior sides of each of the longitudinal sections 150 of the perimeter wall portion 130 of the tub component 120. Also, the support beam 125 includes lateral sections 152 that extend from the bent corners of the beam at ends of the longitudinal members 150.\nThe longitudinal and lateral sections 150, 152 of the support structure 124 shown in FIGS. 6-10 are formed from the same single metal beam 125, which may have one or more hollow interior areas. As shown in FIG. 9 , the illustrated beam 125 includes two hollow areas arra | A battery tray for an electric vehicle includes a tub component that has a floor portion and a perimeter wall portion that integrally extends upward around a peripheral edge of the floor portion to border a battery containment area of the tub component. The tub component may include a plurality of cross member portions that integrally interconnect with the floor portion and the perimeter wall portion so as to span laterally across the battery containment area to divide the battery containment area into separate compartments. A support structure of the battery tray may have an elongated member coupled at an exterior side of each of opposing longitudinal sections of the perimeter wall portion of the tub component. | US:17/113,968 | https://patentimages.storage.googleapis.com/69/f4/73/352903b14c1bda/US11691493.pdf | US:11691493 | Mark Charles Stephens, Joseph Robert Matecki, Bob Brady, Matthew Kuipers, Paul Michael Roehm | Shape Corp | US:3983952, US:3708028, US:3930552, US:4174014, US:4339015, US:4252206, GB:2081495:A, US:4317497, US:4506748, US:5015545, FR:2661281:A1, DE:4105246:A1, DE:4129351:A1, US:5198638, US:5390754, JP:H05193366:A, US:5392873, JP:H05193370:A, JP:H05201356:A, JP:2819927:B2, US:5555950, US:5501289, US:5833023, US:5476151, US:5561359, JP:2774044:B2, US:5534364, FR:2705926:A1, US:5585205, US:5513721, JP:3199296:B2, US:5567542, US:5523666, US:5378555, US:5558949, US:5585204, US:5549443, JP:3085346:B2, JP:3489186:B2, DE:4427322:A1, US:5853058, US:5612606, DE:19534427:A1, EP:0705724:A2, US:6085854, US:5620057, DE:4446257:A1, JP:H08268083:A, JP:H08276752:A, US:5866276, JP:2967711:B2, JP:3284850:B2, US:5709280, EP:0779668:A1, EP:0780915:A1, SE:507909:C2, JP:3284878:B2, US:6079984, JP:H1075504:A, JP:H10109548:A, US:5934053, KR:19980035496:A, JP:H10149805:A, US:6040080, US:5736272, US:6565836, US:20030188417:A1, US:5760569, US:6130003, US:6158538, US:6227322, JP:H11178115:A, US:6094927, US:6598691, US:6220380, FR:2774044:A1, US:6189635, US:6109380, US:6188574, JP:2000041303:A, FR:2782399:A1, US:6402229, US:20030209375:A1, US:6260645, US:6406812, WO:2000074964:A1, GB:2353151:A, US:6648090, US:7128999, US:6541154, US:6541151, US:20010052433:A1, US:20010046624:A1, US:7201384, US:7520355, US:6462949, JP:3286634:B2, US:20040142232:A1, US:20020066608:A1, US:7207405, KR:20030024276:A, US:7017361, US:20030089540:A1, US:20030230443:A1, US:7004274, US:6668957, US:7416039, JP:2004142524:A, US:6811197, US:7424926, US:6736229, US:7501793, US:7070015, US:7249644, US:20040261377:A1, FR:2861441:A1, US:20050095500:A1, US:7412309, US:7267190, US:7507499, US:20060001399:A1, US:7401669, US:20060024566:A1, US:7221123, US:7405022, US:7427156, US:7879480, US:7967093, DE:102004062932:A1, US:7323272, US:7807288, US:20080318119:A1, WO:2006100006:A1, WO:2006100005:A2, US:7687192, US:7879485, US:9065103, US:7654351, CN:100429805:C, CN:100429806:C, US:9597976, US:7661370, DE:202005018897:U1, US:8187736, US:7948207, US:9620826, US:9269934, US:9337455, US:7875378, US:7990105, US:8343647, US:20100025131:A1, JP:2007331669:A, US:9159968, US:8034476, US:7713655, US:7858229, US:8037954, US:8501344, DE:102006049269:A1, GB:2443272:A, US:7749644, US:8276697, EP:1939028:A1, US:8012620, US:7926602, US:8211564, US:20080199771:A1, US:20080179040:A1, US:7931105, US:20080280192:A1, US:7686111, WO:2008104376:A1, US:20100173191:A1, WO:2008104356:A1, WO:2008104358:A1, DE:102007011026:A1, DE:102007012893:A1, US:9614206, US:20080238152:A1, US:20100112419:A1, DE:102007017019:A1, WO:2008131935:A2, DE:102007021293:A1, US:9502700, US:8006626, US:8420245, US:9478778, US:20080311468:A1, US:7984779, US:8492016, DE:102007030542:A1, US:9263249, US:8818588, US:20090014221:A1, US:20090058355:A1, US:20100159317:A1, DE:102007044526:A1, US:8079435, US:20090186266:A1, US:8091669, US:7997368, DE:102008051786:A1, DE:102007050103:A1, US:8609271, US:8409743, US:8327962, US:7654352, US:7854282, US:8551640, US:7610978, DE:102007061562:A1, DE:102007063194:A1, WO:2009080166:A1, DE:102007063187:B3, WO:2009080151:A1, AU:2008200543:A1, US:8567543, US:8186468, DE:102008010813:A1, WO:2009103462:A1, US:8540282, DE:102008024007:A1, DE:202008006698:U1, US:20110132580:A1, US:8298698, US:8986864, US:8865332, US:8453773, US:8110300, US:8256552, US:20110104530:A1, WO:2010004192:A2, WO:2010012338:A1, WO:2010012337:A1, DE:102008034889:A1, DE:102008034873:A1, DE:102008034863:A1, DE:102008034860:A1, US:8658303, DE:102008034695:A1, WO:2010012342:A1, DE:102008034856:A1, DE:102008034880:A1, DE:102008034700:A1, US:8453778, US:8960346, US:8205702, US:8006793, US:7993155, US:8418795, WO:2010040520:A2, US:8846233, DE:102008052284:A1, US:8353374, DE:102008059967:A1, DE:102008059971:A1, DE:102008059969:A1, WO:2010063365:A1, DE:102008059966:A1, DE:102008059964:A1, DE:102008059953:A1, US:8563155, US:8439144, US:9252409, US:8397853, WO:2010069713:A1, DE:102008054968:A1, US:8167070, US:8163420, WO:2010076055:A1, WO:2010076053:A1, US:8584780, WO:2010076452:A1, US:8146694, US:8561743, US:8951655, US:9024572, US:20110070474:A1, US:8691421, US:9203064, US:8206846, US:8268469, US:20140193683:A1, DE:102009019384:A1, US:8846234, JP:2011006050:A, US:20100307848:A1, US:8210301, US:8794365, US:8511412, FR:2948072:A1, US:8307930, US:8323819, US:20120118653:A1, JP:2011049151:A, DE:102009035488:A1, US:20120125702:A1, US:20110036657:A1, FR:2949096:A3, EP:2467276:A1, US:9537187, DE:102010014484:A1, DE:102009040598:A1, WO:2011030041:A1, US:9579986, US:8970061, US:8304104, EP:2298690:A1, DE:102009043635:A1, US:8557425, US:8268472, US:8587907, US:9627664, US:20110123309:A1, US:20120223113:A1, US:9321433, US:20110143179:A1, US:8722224, WO:2011083980:A2, US:9381798, US:20110168461:A1, US:20120301765:A1, US:20130192908:A1, US:8728648, TW:I467830:B, JP:2011152906:A, DE:102010006514:A1, US:8841013, US:8486557, DE:102010007414:A1, DE:102010009063:A1, US:8939245, WO:2011106851:A2, WO:2011116801:A1, DE:102010013025:A1, DE:102010012992:A1, DE:102010012996:A1, WO:2011116959:A2, CN:102802983:A, WO:2011121757:A1, US:20110240385:A1, EP:2374646:A2, US:8455122, US:9281546, US:8978800, US:8820444, EP:2562065:A1, US:8465866, US:9033084, WO:2011134815:A1, WO:2011134828:A1, FR:2959454:A1, DE:102010028728:A1, US:20160361984:A1, US:9077058, US:9452686, EP:2388851:A1, US:9608244, US:9337457, FR:2961960:A1, FR:2962076:A1, US:20150344081:A1, US:9346346, US:8689919, KR:20140007063:A, US:9461454, US:20130143081:A1, US:9520624, US:8802259, US:9236587, WO:2012025710:A2, US:8733486, US:8709628, GB:2483272:A, US:9172071, KR:20120030014:A, US:8481343, US:8803477, US:9159970, US:20120091955:A1, US:9614260, US:8833495, US:8900736, US:20120103714:A1, CN:102452293:A, US:8746391, US:8371401, US:8939246, WO:2012063025:A2, US:9160214, US:8808893, US:9203124, WO:2012065853:A1, WO:2012065855:A1, US:9184477, US:20130230759:A1, US:9312579, US:9196882, EP:2456003:A1, US:20120129031:A1, WO:2012069349:A1, US:8741466, US:8980458, US:20180334022:A1, US:8739908, US:8286743, US:8833499, US:20120160583:A1, US:8875828, WO:2012084132:A2, US:8973697, US:8672354, US:8789634, US:20130284531:A1, WO:2012093233:A1, US:9156340, WO:2012097514:A1, US:9413043, US:9254871, DE:102011011698:A1, US:9023502, WO:2012114040:A1, WO:2012116608:A1, DE:102011013182:A1, WO:2012119424:A1, US:8602139, US:8739909, US:8862296, US:9034502, US:8820461, US:9331321, DE:102011016526:A1, US:9647251, DE:102011017459:A1, AT:511428:A1, US:9597973, US:9434270, FR:2975230:A1, US:8975774, DE:102011075820:A1, US:20130337297:A1, US:9444082, US:8708080, US:8905171, US:9012051, US:20120298433:A1, WO:2012163504:A2, US:20120312610:A1, DE:102011103990:A1, US:9537186, FR:2976731:A1, US:20140072856:A1, US:9564663, US:20140141298:A1, AT:511670:A1, DE:102011107007:A1, US:9004535, US:20140120406:A1, US:9306201, US:20130020139:A1, US:8708402, DE:102011080053:A1, EP:2554420:A1, DE:102011109011:A1, DE:102011109309:A1, US:8672077, WO:2013020707:A2, US:8911899, EP:2565958:A1, US:9337458, WO:2013027982:A2, DE:102011111537:A1, DE:102011112598:A1, US:9101060, EP:2758262:A1, WO:2013042628:A1, US:20140178721:A1, US:20140246259:A1, EP:2581249:A1, US:20140302360:A1, US:9481249, US:9308829, US:9205757, US:9463695, US:9192450, US:9350003, DE:102011086049:A1, US:9160042, US:20130122338:A1, US:9073426, US:20140262573:A1, US:20130122337:A1, US:8757304, FR:2982566:A1, US:20140284125:A1, US:9227582, WO:2013080008:A2, DE:102011120010:A1, US:20150104686:A1, US:9216638, US:20140338999:A1, US:20140212723:A1, US:8689918, US:9531041, US:20160339855:A1, CN:104010884:A, US:20130164580:A1, JP:2013133044:A, US:20150291046:A1, US:9238495, DE:102012200350:A1, US:9461284, DE:102012000622:A1, US:9090218, US:8852794, EP:2620997:A1, US:20140242429:A1, US:9236589, DE:102012001596:A1, FR:2986374:A1, US:8936125, US:20140322583:A1, EP:2626233:A2, EP:2626231:A2, EP:2626232:A2, FR:2986910:A1, FR:2986744:A1, FR:2986911:A1, FR:2987000:A1, FR:2987001:A1, US:9564664, US:9136514, US:9373828, US:9093701, US:20150010795:A1, US:20150056481:A1, US:9277674, US:9660304, FR:2988039:A1, US:8827023, US:8835033, US:8733488, TW:I482718:B, DE:102012102657:A1, DE:102013205323:A1, DE:102013205215:A1, US:9457666, US:8905170, US:9017846, US:9321357, DE:102012103149:A1, US:20130273829:A1, US:20130270863:A1, US:9358869, US:9070926, US:9023503, US:20150136506:A1, US:9205749, US:9425628, FR:2990386:A1, US:9484592, WO:2013188680:A1, US:20150298661:A1, DE:102012012897:A1, US:20150064535:A1, US:20140017546:A1, FR:2993511:A1, FR:2994340:A1, CN:103568820:A, US:20140045026:A1, US:9412984, US:9653712, DE:102012107548:A1, US:9484564, US:9616766, US:20140072845:A1, DE:102012018057:A1, US:9231285, US:20140087228:A1, TW:201425112:A, FR:2996193:A1, US:9333868, US:9308966, US:20150259011:A1, US:8592069, US:9281505, DE:102012219301:A1, US:9561735, US:9174520, US:20150236326:A1, DE:202012104339:U1, US:20150280188:A1, FR:2998715:A1, EP:2741343:A1, US:9331366, US:9073498, FR:2999809:A1, US:8895173, US:9579983, US:20150314830:A1, US:20150329174:A1, US:20150329176:A1, US:20150329175:A1, FR:3000002:A1, US:9694772, DE:102013200562:A1, DE:102013200726:A1, US:9337516, US:20140202671:A1, DE:102013200786:A1, WO:2014114511:A1, DE:102013203102:A1, FR:3002910:A1, DE:102013102501:A1, WO:2014140463:A1, WO:2014140412:A1, US:20140272501:A1, DE:202013104224:U1, US:9660288, US:20160028056:A1, US:20160068195:A1, WO:2014183995:A1, DE:102013208996:A1, US:9193316, US:9102362, US:9623742, WO:2014191651:A2, US:20160133899:A1, US:20160087319:A1, US:20150061381:A1, FR:3007209:A1, US:9802650, US:20160156005:A1, US:20150004458:A1, US:20160149177:A1, US:20160159221:A1, US:9673495, EP:2833436:A1, DE:102013215082:A1, WO:2015018658:A1, US:20160164053:A1, US:20160197332:A1, US:20150053493:A1, US:20160197386:A1, US:20160204398:A1, US:20150060164:A1, DE:102014217188:A1, US:20150061413:A1, GB:2516120:A, DE:102013218674:A1, US:9246148, WO:2015043869:A1, US:20160226108:A1, US:20160248060:A1, US:20160248061:A1, US:9796424, US:20160236713:A1, DE:102013016797:A1, US:9545968, US:9660236, US:9327586, US:20160280306:A1, DE:102013223357:A1, US:9054402, US:9052168, FR:3014035:A1, US:9630483, US:9306247, US:9126637, US:20160375750:A1, US:20150188207:A1, DE:102014100334:A1, US:20150207115:A1, US:20150204583:A1, US:9061714, US:20160222631:A1, US:9579963, CN:106029407:A, US:9033085, US:20160368358:A1, EP:2913863:A1, US:20150243956:A1, DE:102014203715:A1, US:20150255764:A1, WO:2015149660:A1, US:20170106907:A1, FR:3019688:A1, US:9590216, US:20170047563:A1, EP:2944493:A1, KR:101565980:B1, DE:102014106949:A1, US:20170194681:A1, US:20170200925:A1, KR:101565981:B1, FR:3022402:A1, US:9434243, KR:20160001976:A, US:9540055, US:20160023689:A1, US:9450228, US:20170214018:A1, DE:102014215164:A1, DE:102014011609:A1, DE:102014011727:A1, WO:2016029084:A1, US:9623911, EP:2990247:A1, US:20160197387:A1, DE:102014112596:A1, US:20160072108:A1, US:20170232859:A1, US:20170144566:A1, US:9434333, WO:2016046144:A1, WO:2016046145:A1, KR:20170070080:A, WO:2016046146:A1, WO:2016046147:A1, DE:102014219644:A1, US:20160093856:A1, DE:102014115051:A1, DE:102014221167:A1, DE:202014008335:U1, DE:202014008336:U1, US:20170222199:A1, WO:2016072822:A1, KR:20160055712:A, US:20160137046:A1, FR:3028456:A1, US:20160141738:A1, DE:102014224545:A1, WO:2016086274:A1, US:20160167544:A1, US:20160176312:A1, DE:102015015504:A1, DE:102014019696:A1, WO:2016106658:A1, KR:20160087077:A, DE:102015200636:A1, US:9545962, US:20160207418:A1, US:20160218335:A1, US:9283837, KR:20160092902:A, US:20160226040:A1, US:20160229309:A1, US:10059382, US:20160233468:A1, WO:2016132280:A1, KR:20160104867:A, US:20160257219:A1, DE:102015204216:A1, KR:20160111231:A, US:9533546, US:9718340, KR:20160116383:A, US:20160308180:A1, US:20160318579:A1, US:20160347161:A1, KR:101704496:B1, US:9627666, WO:2016203130:A1, US:20170005371:A1, US:20170001507:A1, US:20170005375:A1, US:9692095, US:20170005303:A1, DE:202015005208:U1, US:20170029034:A1, CN:106410077:A, US:20180154754:A1, WO:2017025592:A1, US:20170054120:A1, WO:2017032571:A1, US:9446643, US:9643660, US:9487237, US:20170062782:A1, US:9533600, US:20170084890:A1, US:20170088013:A1, US:20170088178:A1, US:9789908, WO:2017060608:A1, DE:102015219558:A1, US:20170106908:A1, DE:102015014337:A1, US:20170050533:A1, KR:20170052831:A, DE:102015222171:A1, WO:2017084938:A1, US:9636984, KR:20170062845:A, KR:20170065771:A, KR:20170065854:A, KR:20170065764:A, KR:20170067240:A, WO:2017103449:A1, US:20170190243:A1, US:9673433, US:20170288185:A1, CN:205645923:U, KR:101647825:B1, KR:20170000325:A, US:20170331086:A1, CN:106207029:A, WO:2018033880:A2, US:20180050607:A1, US:20180062224:A1, DE:202016005333:U1, US:20180323409:A1, WO:2018065554:A1, US:20180186227:A1, US:20180229593:A1, US:20180233789:A1, US:20180236863:A1, US:20180237075:A1, WO:2018149762:A1, EP:3379598:A1, EP:3382774:A1, WO:2018213475:A1, US:20180337374:A1, US:20180337377:A1, US:20180337378:A1, US:20190081298:A1, WO:2019055658:A2, US:20190100090:A1, WO:2019071013:A1 | 2023-07-04 | 2023-07-04 | 1. A battery tray for an electric vehicle, the battery tray comprising:\na tub component defining a battery containment area, the tub component comprising:\na floor portion forming a bottom of the battery containment area,\na perimeter wall portion integrally extending upward from a peripheral edge of the floor portion and bordering the battery containment area, and\na flange portion integrally extending from an upper section of the perimeter wall portion and protruding outward from the battery containment area;\nwherein the floor portion, perimeter wall portion, and flange portion together comprise a single integral piece; and\n\na cover formed from a single distinct piece and comprising a peripheral mating surface that extends around a perimeter of the cover, wherein the peripheral mating surface is attached at the flange portion of the tub component to enclose an upper opening of the battery containment area.\n, a tub component defining a battery containment area, the tub component comprising:\na floor portion forming a bottom of the battery containment area,\na perimeter wall portion integrally extending upward from a peripheral edge of the floor portion and bordering the battery containment area, and\na flange portion integrally extending from an upper section of the perimeter wall portion and protruding outward from the battery containment area;\nwherein the floor portion, perimeter wall portion, and flange portion together comprise a single integral piece; and\n, a floor portion forming a bottom of the battery containment area,, a perimeter wall portion integrally extending upward from a peripheral edge of the floor portion and bordering the battery containment area, and, a flange portion integrally extending from an upper section of the perimeter wall portion and protruding outward from the battery containment area;, wherein the floor portion, perimeter wall portion, and flange portion together comprise a single integral piece; and, a cover formed from a single distinct piece and comprising a peripheral mating surface that extends around a perimeter of the cover, wherein the peripheral mating surface is attached at the flange portion of the tub component to enclose an upper opening of the battery containment area., 2. The battery tray of claim 1, wherein the perimeter wall portion comprises longitudinal sections that are configured to extend longitudinally relative to the electric vehicle., 3. The battery tray of claim 2, wherein the flange portion is disposed at least along the longitudinal sections of the perimeter wall portion., 4. The battery tray of claim 2, wherein the perimeter wall portion comprises lateral sections that are configured to extend laterally relative to the electric vehicle, the lateral sections void of the flange portion., 5. The battery tray of claim 2, further comprising a support structure having an elongated member attached at an exterior side of each of the longitudinal sections of the perimeter wall portion of the tub component., 6. The battery tray of claim 2, wherein the tub component comprises a cross member spanning between the longitudinal sections of the perimeter wall portion., 7. The battery tray of claim 6, wherein the cross member integrally interconnects with the floor portion and the perimeter wall portion, and wherein the cross member extends across the battery containment area to divide the battery containment area into separate compartments., 8. The battery tray of claim 1, wherein the perimeter wall portion surrounds the battery containment area, wherein the flange portion is disposed along a top end of the perimeter wall portion to form an upper peripheral edge, and wherein the cover attaches at the upper peripheral edge formed by the flange portion to seal the battery containment area., 9. The battery tray of claim 1, wherein the single integral piece of the tub component is formed from at least one of a polymer, carbon fibers, an aluminum alloy, or a steel alloy., 10. A battery tray for an electric vehicle, the battery tray comprising:\na tub component defining a battery containment area configured to hold battery modules that operate the electric vehicle; and\na cover formed from a single distinct piece,\nwherein the tub component comprises a floor portion, a perimeter wall portion integrally extending upward from and along a peripheral edge of the floor portion, and a flange portion integrally and extending from an upper section of the perimeter wall portion, wherein the flange portion engages a mating surface of the cover that is disposed along a perimeter of the cover to enclose the battery containment area; and\nwherein the floor portion, perimeter wall portion, and flange portion together comprise a single integral piece.\n, a tub component defining a battery containment area configured to hold battery modules that operate the electric vehicle; and, a cover formed from a single distinct piece,, wherein the tub component comprises a floor portion, a perimeter wall portion integrally extending upward from and along a peripheral edge of the floor portion, and a flange portion integrally and extending from an upper section of the perimeter wall portion, wherein the flange portion engages a mating surface of the cover that is disposed along a perimeter of the cover to enclose the battery containment area; and, wherein the floor portion, perimeter wall portion, and flange portion together comprise a single integral piece., 11. The battery tray of claim 10, wherein the cover encloses an upper opening of the battery containment area., 12. The battery tray of claim 10, wherein the flange portion is disposed at least along longitudinal sections of the perimeter wall portion, wherein the flange portion protrudes outward from the battery containment area along the longitudinal sections of the perimeter wall portion., 13. The battery tray of claim 12, further comprising a support structure that includes elongated members disposed at exterior sides of the longitudinal sections of the perimeter wall portion, wherein the flange portion of the tub component engages the elongated members., 14. The battery tray of claim 10, wherein the tub component comprises a cross member portion integrally extending between longitudinal sections of the perimeter wall portion, the cross member portion forming part of the single integral piece., 15. The battery tray of claim 10, wherein the single integral piece of the tub component is formed from at least one of a polymer, a sheet molding compound, an aluminum alloy, or a steel alloy., 16. A battery tray for an electric vehicle, the battery tray comprising:\na tub component defining a battery containment area;\nwherein the tub component comprises a panel portion, a perimeter wall portion integrally extending vertically from a peripheral edge of the panel portion and bordering the battery containment area, and a flange portion integrally extending outward from the perimeter wall portion;\nwherein the panel portion, the perimeter wall portion, and the flange portion together comprise a single integral piece; and\na cover formed from a single distinct piece and including a mating surface that extends continuously along a perimeter of the cover, wherein the mating surface continuously engages the flange portion along the perimeter of the cover to enclose the battery containment area.\n, a tub component defining a battery containment area;, wherein the tub component comprises a panel portion, a perimeter wall portion integrally extending vertically from a peripheral edge of the panel portion and bordering the battery containment area, and a flange portion integrally extending outward from the perimeter wall portion;, wherein the panel portion, the perimeter wall portion, and the flange portion together comprise a single integral piece; and, a cover formed from a single distinct piece and including a mating surface that extends continuously along a perimeter of the cover, wherein the mating surface continuously engages the flange portion along the perimeter of the cover to enclose the battery containment area., 17. The battery tray of claim 16, wherein the panel portion is disposed along a bottom end of the perimeter wall portion to form a bottom of the battery containment area, and wherein the flange portion is disposed along a top end of the perimeter wall portion to form an upper peripheral edge., 18. The battery tray of claim 17, wherein the cover attaches at the upper peripheral edge formed by the flange portion and seals the battery containment area., 19. The battery tray of claim 16, wherein the tub component comprises a plurality of cross member portions that integrally interconnect with the panel portion and the perimeter wall portion so as to span laterally across the battery containment area to divide the battery containment area into separate compartments., 20. The battery tray of claim 16, wherein the single integral piece of the tub component is formed from at least one of a polymer, carbon fibers, or a metal sheet. | US | United States | Active | B | True |
| 211 | 云计算网络架构的远程监控的电动汽车能源监控和补给网 \n | CN107305372B | 技术领域本发明涉及一种云计算网络架构的远程监控的电动汽车能源监控和更换网，尤其是一种融合大数据与云计算技术、物联网技术、视频识别技术和多类型监测系统架构的远程监控的电动汽车能源监控和补给网。背景技术随着全球能源危机的不断加深和日益严重的环境污染，全球各大汽车企业普遍认识到节能和减排是未来汽车技术发展的主攻方向。其中，电动汽车作为新一代的交通工具，由于其在节能减排、减少人类对传统化石资源的依赖方面具备传统汽车不可比拟的优势，越来越得到传统汽车领域的青睐，尤其是在电动汽车安全运行和监管的问题上，受到广泛关注，因此，用远程监控中心监控和更换电动汽车电池组成为电动汽车安全运行的重要组成部分。电动汽车大规模普及后，70％-80％的电动汽车将采用更换电池的方式补充能量。本发明借鉴了以下专利或专利申请的优点克服了不足：1.CN201510330809.5数字智能粮库综合管理系统；2.CN201410053423.X计算机互联网多个机器人组成的电池组更换系统；3.CN201510478027.6物联网控制的电动汽车底盘上的电池包更换和防暴系统；4.CN201510520012.1一种用于电动汽车电池管理系统的远程监控；5、CN201310549529.4机场运行指挥模拟训练系统及其模拟训练方法；6、CN201510503916.3一种电动汽车远程监控方法。发明内容为了克服现有技术中不能远程监督和更换电动汽车动力电池，造成电动汽车续航里程短的缺陷，本发明提供了一种融合大数据与云计算技术、物联网技术、视频识别技术和多类型监测系统架构的远程监控的电动汽车能源监控和补给网。本发明解决其技术问题所采用的技术方案是：远程监控中心通过远程系统包括的无线电塔、GPS导航和其它卫星、蜂窝通信塔、无线路由器、无线路由器包括WiFi、IEEE802.11和IEEE802.15、有能力的远程设备、具有无线数据连接的远程计算机系统和服务器经由远程系统接口无线通信地与电动汽车连接,远程监控中心与电动汽车的数据远程传输终端模块通过GPRS进行双向通信，数据远程传输终端模块通过CAN总线与电池管理系统、通信子模块、GPRS子模块、供电子模块和微处理器进行双向通信，实时获取电池管理系统的数据，电池管理系统与多个电池组连接，实时获取多个电池组的运行状态参数。电池更换系统包括的第一监控工作站、第二监控工作站、第三监控工作站、第一码垛机器人、第二码垛机器人、摆渡机器人、四柱举升机、钢轨、第一输送线和第二输送线通过本地工业以太网和有线无线网络连接，智能通信终端整合调度软件，调度软件和智能通信终端之间通过数字通信链路连接，前置服务器、数据服务器、打印机、配电系统通信管理机和用电信息采集终端通过本地工业以太网与电池更换系统的第一网络交换机和第二网络交换机连接，第一网络交换机和第二网络交换机通过本地工业以太网与上级系统的通信网关连接，电池更换系统的智能通信终端、第一网络交换机和第二网络交换机通过本地工业以太网与通信网关连接，电池更换系统的智能通信终端通过本地工业以太网与第一网络交换机和第二网络交换机连接，智能通信终端和电池更换系统之间通过CAN总线连接，以上设备内置的PLC(Programmable logicController，可编程序控制器)程序，能够控制电动汽车第一电池包和第二电池包的整个更换过程，故障信号、电机工作状态、温度、故障信号、功率、电压、电流、电池组温度、SOC、端电压、电流、电池连接状态和电池故障信号通过智能通信终端上传至调度软件，视频监控系统的视频服务器通过本地工业以太网与上级系统的通信网关连接，其中数据服务器能够存储监控系统历史数据，前置服务器能够采集和解析相关实时数据并转发给计算机，安防监控工作站用于视频监控系统的监视和控制，通信网关能够实现CAN总线和本地工业以太网之间的转换，网络交换机有24口，能够划分VLAN(Virtual Local Area Network)，虚拟局域网，实现客户端应用子系统、后台管理子系统、数据传输网络子系统和前端数据采集与控制子系统之间的通信，第一监控工作站、第二监控工作站和第三监控工作站是在远程监控中心出现失误后的应急备用系统。本发明的有益效果是，本发明的多个客户端应用子系统之间的通信架构成了电动汽车能源监控和补给网的远程系统，远程监控中心通过远程系统与电动汽车远程系统接口和电池更换系统连接，用远程监控中心的计算机控制电动汽车更换电池的各个步骤和实时监控电池组，降低了整个电动汽车换电系统和单个电动汽车换电池站的成本保障了电动汽车续航里程，为大规模普及电动汽车换电池模式提供了技术支持。附图说明图1是本发明云计算网络架构的远程监控的电动汽车能源监控和补给网的系统框图；图2是本发明的电动汽车电池更换站的系统框图；图3是本发明的远程监控中心的系统框图；图4是本发明的远程监控中心的系统席位构成的框图；图5是本发明的远程监控中心的满电电池供应计划编辑器框图；图6是本发明的远程监控中心的数据和语音终端的框图；图7是本发明的控制中心的框图；图8是本发明的远程监控中心的换电站操作员控制系统的结构图；图9是本发明的电动汽车内部主显示屏的示意图；图10是本发明的配置在主显示器显现的用户界面的控制系统的框图；图11是本发明的在主显示屏上显现的设置图标的框图；图12是本发明的电动汽车远程监控方法的结构示意图；图13、图14和图15是本发明的数据远程传输终端模块和BMS主控制器的框图；图16和图17是本发明的第一、二电池包的框图；图18是本发明的电动汽车底盘上的电池包更换系统的剖视图；图19是本发明的控制第一、二电池包机器人系统的框图；图20和图21是本发明的电池更换系统硬件连接示意图；图22是本发明的码垛机器人的俯视图；图23是本发明的摆渡机器人的系统机构的左视图；图24是本发明的摆渡机器人的系统机构的主视图；图25是本发明的摆渡机器人控制系统的框图；图26和图27是本发明的自动调平液压举升机的结构示意图；图28是本发明的码垛机器人主视图；图29是本发明的码垛机器人抓手结构示意图。具体实施方式在图1中，第一互联网5通过第一防火墙7与云服务器9连接，云服务器9与数据库8连接，云服务器9与云主机10连接，云服务器9通过第二防火墙11与第二互联网13连接，第二互联网13与有线、无线混合组网14连接，有线、无线混合组网14与前端数据处理与存储器16连接，前端数据处理与存储器16通过中继20与电池更换系统19连接，前端数据处理与存储器16通过中继20与视频服务器21连接。客户端应用子系统4包括远程监控中心1、电动汽车3和电动汽车远程控制接受信号系统和计算机终端及应用软件，远程监控中心1和电动汽车远程控制接受信号系统和计算机终端及应用软件提供包括实时/定时监控、记录查询、数据分析与打印、视频显示与回放在内的综合服务功能。后台管理子系统12的数据库8、云主机10、第一防火墙7和第二防火墙11与云服务器9连接并提供云计算、云管理和云存储服务对各类终端采集的数据进行自动分析并根据分析结果自动发送调节现场控制设备的指令，为跨平台的电动汽车3用户提供客户端接入服务并及时响应授权用户的监控需求，并将电动汽车电池更换站42的数据及处理结果反馈到用户端，后台管理子系统12实时对视频数据进行自动分析，若发现异常行为，后台管理子系统12及时通过客户端应用子系统4向电动汽车3用户发送预警和报警信号。数据传输网络子系统18融合了有线/无线局域网、3G/4G移动互联网、宽带互联网的网络与通信协议的综合系统，采用Protobuf规范定义电动汽车电池更换站42全部设备与管理平台之间所交换数据、指令的格式和标准，按照上层业务协议将3G模块和管理平台之间传输的数据封装成UDP和TCP数据包，并采用数据奇偶校验与消息丢失重发机制确保数据通信可靠；在电动汽车电池更换站42全部设备与管理平台的通信过程中采用基于TCP协议的传输算法。在图1和图2中，前端数据采集与控制子系统由前端控制器、前端数据处理与存储器16、监控主机、监控分机以及分布在监控现场的监控终端构成。监控主机和监控分机以及分布在监控现场的安装监控终端的有第一码垛机器人43、第二码垛机器人44、摆渡机器人45、四柱举升机341、钢轨230、第一输送线342和第二输送线343，前端控制器和前端数据处理与存储器16在接收到操控命令后，协调监控主机、监控分机和监控终端完成数据的采集、简单处理和存储功能，并及时上传数据，监控分机装配16路数据接口和控制接口，完成对16路现场数据的采集和回送控制信号调节现场设备，每路标准测控接口提供电源、地、数据三类标准总线；监控终端采用全景高点智能监控，全景高点智能监控采用全景摄像机与跟踪抓拍摄像机联动方式，在实现宏观大场景监视的同时，对监控范围内多个目标进行持续跟踪和细节信息捕捉，并能够抓拍、保存特征图片，系统能够自定义警戒区域并对进出警戒区域的运动目标数进行统计，同时对越过警戒区的物体进行实时报警，在电动汽车电池更换站42的出入区域安装摄像机，摄像机对进出的电动汽车3进行拍摄，拍摄图像保存为24位真彩色图像，格式为JPEG压缩格式；图像保存采用循环覆盖方式，车牌号码为系统进行自动图像识别的结果，所有电动汽车3的信息包括图像路径均保存在数据库8中。在图2中，电动汽车3车载装置主控制器23包括CAN总线通信模块28、3G/4G无线通信模块26、GPS数据接收处理模块25和用户交互模块22，CAN总线通信模块28通过SPI总线与主载装置主控制器23双向连接，3G/4G无线通信模块26、GPS数据接收处理模块25和用户交互模块均通过串口与车载装置主控制器23双向连接。在图3～图7中，远程监控中心1包括大屏液晶显示屏47、大屏显示控制主机49、网络交换机50、图形拼接控制器48、图形工作站46、图形工作站组控制主机53、主服务器54、二级服务器55、数据和语音终端56，大屏液晶显示屏47与大屏显示控制主机49电通信连接，大屏显示控制主机49内部安装有控制大屏液晶显示屏显示是否、显示内容、显示区域的显示控制模块，大屏液晶显示屏47和大屏显示控制主机49分别与图形拼接控制器48电通信连接，图形拼接控制器48与图形工作站46电通信连接，图形拼接控制器48内部具有从图形工作站46中调取图形、视频和音频并完成组合和拼接的调取拼接模块，网络交换机50分别与图形工作站46、图形拼接控制器48、图形工作站组控制主机53、主服务器54、二级服务器55、数据和语音终端56一一对应电通信连接，图形工作站组控制主机53分别与图形工作站46、主服务器54、二级服务器55、数据和语音终端56一一对应电通信连接，图形工作站组控制主机53内部安装有控制图形工作站中图形、视频和音频的存储、移动、显示和删除的图形控制模块，图形工作站组控制主机53内部还安装有从主服务器54、二级服务器55、数据和语音终端56中收集图形、视频和音频的图形收集模块，图形收集模块电通信连接摄像头，主服务器54和二级服务器55能够处理数据和语音终端56中的语音和数据信息。在图4中，远程监控中心1由多个席位构成，每个席位都运行相同的软件，包括有：一、电池更换协调监控席位58：通过显示软件和计划调度软件对电动汽车3更换电池的进度进行监视和控制。二、电池计划席位59：主要为电动汽车电池更换站42指挥系统处理相关电池需要信息，发布电池供应计划并协助协调电池供应状态。三、电池运输管理席位60：以软件的方式对电池分配以及电池运输车辆的调度，达到电池按计划运到各个电动汽车电池更换站42。四、应急救援指挥席位61：以换电站三维网格化的资源配置图的方式给指挥员提供换电车辆资源分配情况数据，指挥员根据展现的换电车辆分配数据协调相关的部门和单位对电动汽车电池更换站42运行时需要的换电车辆进行调度。五、换电站操作员席位62：主要具体操作电动汽车电池更换站42电池更换过程。在图5中，满电电池供应计划编辑器84用于对电池供应计划的制作，电池供应分配软件以甘特图的方式为各个电动汽车电池更换站42分配电池，并以图形的方式表现各个电动汽车电池更换站42的电池供应占用情况，电动汽车电池亏电报警自动处理软件94模块为软件模块，该软件用于接收处理电动汽车3亏电报警信息，更新电池的状态，电话软件99为软件模块，该软件用于整套系统的电话协调，满电电池分配软件64为软件模块，该软件以网格化的方式表现满电电池资源分配情况，为特殊情况的处理提供资源和方案信息，数据服务器软件模块用于该系统中相关数据的分发处理，还具有该系统中所有软件的数据管理功能。在图6中，端组中的各个席位按照该席位相应的权限和工作要求、制定计划发布控制指令，包括图形和电话音频指令的控制指令数据传输至网络交换机50，网络交换机50将控制指令数据传输至主服务器54和二级服务器55，经过主服务器54和二级服务器55的逻辑处理，然后将处理后的数据传输至图形拼接控制器48上，图形拼接控制器48智能化地实现各种数据的拼接、组合等操作，最后在大屏液晶显示屏47中显示出来，PDA控制器52发布包括图形和电话音频控制指令传输到网络交换机50，网络交换机50将控制指令数据传输至主服务器54和二级服务器55，经过主服务器54和二级服务器55的逻辑处理，然后将处理后的数据传输至图形拼接控制器48上，图形拼接控制器48智能化地实现各种数据的拼接和组合操作，最后在大屏液晶显示屏47中显示出来，在大屏液晶显示屏47能够及时地显示出各种终端以及摄像头的数据信息，便于终端各个席位的操作人员得到电动汽车电池更换站42的信息数据后，进行操作。远程监控中心1有数据终端、语音终端、图形工作站46、PDA控制器52，大屏显示控制主机49的显示控制模块具有16种显示控制模式，通过图形拼接控制器48实现大屏液晶显示屏47的16种显示模式的选取和切换，大屏液晶显示屏47为大屏幕显示器，远程监控中心1包括大屏液晶显示屏47、大屏显示控制主机49、网络交换机50、图形拼接控制器48、图形工作站46、图形工作站组控制主机53、主服务器54、二级服务器55、数据和语音终端56，网络交换机50分别与图形工作站46、图形拼接控制器48、图形工作站组控制主机53、主服务器54、二级服务器55、数据和语音终端56一一对应电通信连接；大屏液晶显示屏47用于显示图形拼接控制器48拼接后的图形、视频和音频资料，图形拼接控制器48用于从图形工作站46中调取图形、视频和音频并完成组合和拼接工作，图形工作站组控制主机53用于控制图形工作站46中图形、视频和音频的存储、移动、显示和删除操作；网络交换机50与图形工作站46、图形拼接控制器48、图形工作站组控制主机53、主服务器54、二级服务器55、数据和语音终端56之间对应的数据通讯；服务器由主服务器54和二级服务器55构成，终端由数据和语音终端56构成，主服务器54用于接收和控制数据终端的数据信息，二级服务器55用于接收和控制语音终端的语音信息；大屏显示控制主机49电通信连接有无线接收器51，无线接收器51通过无线通讯方式通信与PDA控制器52连接，数据终端发出的数据指令信息通过网络交换机50传输给主服务器54，通过主服务器54进行逻辑运算处理，将数据信息和处理结果通过大屏液晶显示屏47和数据终端的液晶显示屏显示出来，语音终端发出的语音指令信息通过网络交换机50传输给二级服务器55，通过二级服务器55进行逻辑运算处理，将语音信息和处理结果通过大屏液晶显示屏47和语音终端的液晶显示屏显示出来，PDA控制器52发出的数据、语音指令信息通过无线通讯方式传输给无线接收器51，无线接收器51将数据、语音信息通过大屏显示器控制主机49传输给图形拼接控制器48，通过主服务器54、二级服务器55的逻辑运算处理，将数据、语音信息和处理结果通过大屏液晶显示屏47和PDA控制器52的液晶显示屏显示出来，图形工作站组控制主机53通过网络交换机50将数据信息传输给主服务器54，通过主服务器54进行逻辑运算处理，将数据信息和处理结果通过大屏液晶显示屏47显示出来。在图7中，换电站操作员席位62为计算机，换电站操作员席位62内部安装有控制中心105，控制中心105与电池供应计划编辑器106、电池资源分配显示软件模块107、电动汽车电池亏电报警自动处理软件模块108、电话软件模块109、电池计划调度软件模块110和数据服务器软件模块111电连接。在图8中，远程监控中心1的电池更换协调监控席位58、电池计划席位59、电池运输管理席位60、应急救援指挥席位61和换电站操作员席位62构成如下：支撑杆113为一体化设计的弧形结构，该弧形结构从座椅115的背后搭建，向座椅前方延伸，支撑杆113的顶部为横向部112，横向部112趋于水平；视觉感知单元114与横向部112伸缩性连接，视觉感知单元114能够实现伸缩调节，支撑杆113与支撑底座119之间通过铰链铰接和通过铰轴连接，从而使得支撑杆113能够调整倾斜角度；换电站操作员可根据自身需求调节支撑杆113向前倾斜和向后倾斜；在支撑底座119上还设计有第一导轨118、第二导轨121、第三导轨120；辅助单元116与支撑底座119之间的支撑点落在第一导轨118上，使得操作单元116能够沿着第一导轨118前后移动；座椅115与支撑底座119之间的支撑点落在第三导轨120上，使得座椅115能够沿着第三导轨120前后移动，视觉感知单元114和操作单元116与各个席位运行的软件相同。在图9～图11中，远程监控中心1通过远程系统与电动汽车3连接监控电池组164，远程监控中心1通过远程系统包括的无线电塔、GPS导航和其它卫星、蜂窝通信塔2、无线路由器、无线路由器包括WiFi、IEEE802.11和IEEE802.15、有能力的远程设备、具有无线数据连接的远程计算机系统和服务器经由远程系统接口134无线通信地与电动汽车3连接,监控电池组164。主显示器123在电动汽车3的内部驾驶员座椅和前乘客座椅上的用户可访问的中心控制台122的一部分，主显示器123用于显现视觉信息和从电动汽车3内的一个和多个用户接收用户输入的用户界面设备，当电动汽车3进入远程系统的通信范围时建立与远程系统的通信链路，确定用于与远程系统交互的一个和多个选项，以及响应于电动汽车3进入通信范围而在触敏主显示器123上显示一个和多个可选择的图标，选择所显示的图标可发起用于与远程系统交互的一个和多个选项，车辆远程系统345包括控制换电池请求136、卸载第一电池包137、卸载第二电池包144、安装第一电池包138、安装第二电池包145、监控电动汽车和电池包139、监控第一电池包140、监控第二电池包146、第一电池包温度显示141和第二电池包温度显示147。在图10中，用户界面简直系统124包括用户界面设备130、通信接口132和处理电路125，处理电路125包括处理器126和存储器127，用户界面设备130包括主显示器131，主显示器131用于显现应用并提供用于与一个和多个本地和远程系统交互的详细信息和选项，主显示器131是触敏显示器，主显示器131包括能够检测基于触摸的用户输入的触敏用户输入设备，主显示器131包括多个旋钮、按钮和触觉用户输入，主显示器131由液晶显示器(LCD)、等离子体、薄膜晶体管(TFT)和阴极射线管(CRT)中任何技术构成，主显示器131是嵌入式显示器、独立显示器、便携式显示器和安装在可移动臂上的显示器。用户界面简直系统124包括通信接口132，通信接口132包括车辆系统接口133、远程系统接口134和移动设备接口135，远程系统接口134连接用户界面简直系统124和电动汽车各个系统之间的通信，远程系统接口134允许户界面简直系统124与车辆系统的GPS导航系统、引擎控制系统、传输控制系统、HVAC系统、电池监控系统、定时系统、速度控制系统和防锁制动系统通信，远程系统接口134是对电动汽车部件进行互联的电子通信网络，经由远程系统接口134连接的电动汽车车辆系统344从电动汽车传感器的速度传感器、电池温度传感器和压力传感器以及远程传感器和设备的GPS卫星和无线电塔接收输入，由电动汽车车辆系统344接收的输入经由远程系统接口134传递到户界面简直系统124，经由远程系统接口134接收的输入由上下文模块128建立电动汽车上下文，远程系统接口134能够使用USB技术、IEEE1394技术、光学技术、串行、并行端口技术和有线链路来建立有线通信链路,远程系统接口134包括配置成控制和促进车辆系统通信活动的硬件接口、收发机、总线控制器、硬件控制器和软件控制器，远程系统接口134是互联网络、控制器区域网、CAN总线、LIN总线、FlexRay总线、面向媒体的系统传输、关键字协议2000总线、串行总线、并行总线、车辆区域网、DC-BUS、IDB-1394总线、SMARTwireX总线、MOST总线、GA-NET总线和IE总线。远程系统接口134使用多个无线通信协议建立用户界面简直系统124与车辆系统344和硬件部件之间的无线通信链路，远程系统接口134经由蓝牙通信协议、IEEE802.11协议、IEEE802.15协议、IEEE802.16协议、蜂窝信号、共享无线访问协议-绳访问(SWAP-CA)协议、无线USB协议、红外协议和无线技术支持通信，用户界面简直系统124配置成经由远程系统接口134在两个和多个车辆系统344之间对信息进行路由，用户界面简直系统124经由车辆系统接口133和远程系统接口134在车辆系统344和远程系统之间对信息进行路由，用户界面简直系统124经由车辆系统接口133和移动设备接口135在车辆系统和移动设备之间对信息进行路由。通信接口132包括远程系统接口134，远程系统接口134在用户界面简直系统124和远程系统之间通信，通过远程系统与远程监控中心1之间的通信，远程系统是在电动汽车3外部能够经由远程系统接口134与用户界面简直系统124交互的系统和设备，远程系统包括无线电塔、GPS导航和其它卫星、蜂窝通信塔2、无线路由器、无线路由器包括WiFi、IEEE802.11和IEEE802.15、有能力的远程设备、具有无线数据连接的远程计算机系统和服务器、能够经由远程系统接口134无线通信的远程系统，远程系统能够在其本身当中经由远程系统接口134交换数据。用户界面简直系统124包括处理电路125、处理器126和存储器127，处理器126为通用处理器、专用集成电路(ASIC)、一个和多个现场可编程门阵列(FPGA)、CPU、GPU、一组处理部件、适当的电子处理部件，存储器127包括用于存储用于完成和促进各种过程、以及包括RAM、ROM、闪存、硬盘存储器的模块的数据和计算机代码的一个和多个设备，存储器127包括易失性存储器和非易失性存储器，存储器127包括数据库部件、对象代码部件、脚本部件，存储器127经由处理电路125通信连接到处理器126，用于执行一个和多个过程的计算机代码。在图12中，电动汽车3的车载智能终端实时采集电动汽车3的信息，电动汽车3的实时状态、告警信息，并将该信息通过网络通信传输给远程控制中心1，采集的电动汽车3的信息包括电动汽车3的BMS、VCU、电表信息和告警信息，数据网络通讯方式包括GPRS无线传输方式，远程控制中心1从车载智能终端上获取电动汽车3的GPS信息，远程控制中心1获取电动汽车3的GPS信息能够配合车辆地图服务模块153，结合车载智能终端上传的GPS信息，获取电动汽车3运行时的实时地理位置信息，通过电动汽车3的位置定位，观测电动汽车3运行的路况，以及周边的环境，距离目的地的远近程度和周边是否有电动汽车电池更换站42，从而根据告警阈值分析，择优选择电动汽车3进行处理。远程控制中心1和与车通讯互动模块156连接并获取电动汽车3的信息，结合对应的电动汽车3的配置参数、告警阈值通过远程控制中心1进行分析，形成下发给电动汽车3的指令，电动汽车3的智能终端能够直接把电动汽车3的信息数据传输给远程控制中心1，车辆前置通讯服务模块150接受来自电动汽车3的基本信息的数据，存入电动汽车3的车辆前置通讯服务模块150中的前置实时库，通过电动汽车3的车辆前置通讯服务模块150中的数据监视工具，对存入的信息进行实时监测，利用数据告警服务能够根据实际需求生成智能告警信息，电动汽车3的车辆前置通讯服务模块150中的数据迁移服务将电动汽车3的数据发送给数据迁移服务模块149进而发送给远程控制中心1，远程控制中心1接受来自上级车辆运营监控系统152对电动汽车3下发相应的远程提示和告警指令是：需要换电池、延时下降功率和需要停车。远程控制中心1对新加入的电动汽车3的信息进行分析，通过上级车辆运营监控系统152对新加入的电动汽车3下发指令，决定新电动汽车3能否入网运行，远程控制中心对告警信息进行分析，通过分析告警信息的严重程度，上级车辆运营监控系统152会依据其严重程度，对新电动汽车3下发不同的指令，决定新电动汽车3是否需要优先处理，从而保证电动汽车3的运行安全，除了对电动汽车3下发相应的指令，还能够配合电动汽车公共服务互动平台148，通过数据转发服务模块151利用以太网、RS485、CAN、GPRS等通讯方式，从远程控制中心1获取电动汽车的信息的数据，远程控制中心1与电动汽车3再次建立通讯连接，将各个指令通过网络通讯方式，传输给对各电动汽车3的车载智能终端，用户按照车载智能终端获取的指令对电动汽车3进行处理。在图13中，数据远程传输终端模块158包括供电子模块159、电池监控系统160、通信子模块161、微处理器162、GPRS子模块163、多个电池组164和电池管理系统165，供电子模块159同时和通信子模块161、微处理器162和GPRS子模块163连接，通信子模块161和微处理器162连接，微处理器162和GPRS子模块163连接，电池监控系统160和GPRS子模块163连接，电池管理系统165与多个电池组164连接，多个电池组164给电动汽车3供电，电池管理系统165用于获取多个电池组164的运行状态参数，多个电池组164的运行状态参数包括电池单体电压、多个电池组164总电压、多个电池组164充放电电流、电池温度，多个电池组164的运行状态参数用于判断电池的热电状态时否正常，这些参数被作为输入量用于多个电池组164的综合状态分析和分析SOC和SOH。供电子模块159分别与通信子模块161、微处理器162和GPRS子模块163连接，用于给通信子模块161、GPRS子模块163和微处理器162供电，供电子模块159为车载24V电源，在供电时，需要将24V直流电源进行转换后再供电，微处理器162是整个数据远程传输终端模块158的监控中心，由其完成GPRS子模块163的配置和对电池管理系统165上传数据的预处理，远程监控中心1通过GPRS子模块163与数据远程传输终端模块158进行双向通信，远程监控中心1与GPRS子模块进行双向通信，远程监控中心1在实时获取电池管理系统165数据的同时，对数据进行协议解析，直观显示给用户并提供数据的分析和回放功能。数据远程传输终端模块158采用GPRS DTU，GPRS DTU作为车载数据远程传输终端模块158搭载在BMS内部CAN网络上，数据远程传输终端模块158通过CAN总线与电池管理系统165双向通信，数据远程传输终端模块158包括通信子模块161、GPRS子模块163、供电子模块159和微处理器162，通信子模161包括一个CAN接口和至少两个串口，通信子模块161通过CAN接口与电池管理系统165通信，接收电池管理系统165上传的CAN报文信息，通信子模块161通过串口与GPRS子模块163通信，通信子模块161预留RS232接口，PC机通过该接口配置GPRS DTU，GPRS子模块163采用GPRS通信方式与远程监控中心1进行通信，通信协议采用TCP/IP协议，GPRS子模块选取SIM900A芯片实现GPRS功能。在图14和图13中，电池管理系统165包括BMS主控器166，电流采集子模块167用于采集多个电池组164的充放电电流，电压采集子模块168用于采集电池单体电压和多个电池组164的总电压，温度测量子模块169用于测量电池温度，SOC估算子模块170用于估算电池的剩余电量，保证合理地使用电池防止电池过放和过充延长电池的使用寿命，显示子模块171为触摸屏用于显示电动汽车3的运行状态参数和运行情况，充放电管理子模块172根据实际需要合理管理充放电过程，保证充放电过程的安全性，数据通信子模块173用于实现电动汽车3与车载数据远程传输终端模块158和人机交互界面的数据交换与共享，电池均衡子模块174用于判断电池单体电压是否一致，出现电池的不均衡状态时候自动进行均衡处理，电池故障诊断子模块175用于在电池发生过充和过放意外情况时提醒用户故障位置，避免更大事故和安全问题的发生，上述各个子模块单独供电，并通过系统内部CAN总线进行信息交互，电池管理系统165的BMS主控器166作为系统主节点通过内部CAN总线与电流采集子模块167、电压采集子模块168、温度测量子模块169、SOC估算子模块170、显示子模块171、充放电管理子模块172、数据通信子模块173、电池均衡子模块174和电池故障诊断子模块175进行通信，并获取电池运行状态参数的数据。在图15中，内部包括存储器179、GSM基带180、GSM射频181，外部设置有天线接口176、视频接口177、电源接口178、UART接口182、LCD接口183、SIM接口184和GPIO/键接口185。在图18、图1和图13中，远程监控中心1对电池的监控和紧急情况的处理：电动汽车3在运行时，远程监控中心1与数据远程传输终端模块158通过GPRS进行双向通信，电池管理系统165与多个电池组164连接，实时获取多个电池组164的运行状态参数，数据远程传输终端模块158通过CAN总线与电池管理系统165、通信子模块161、GPRS子模块163、供电子模块159和微处理器162进行双向通信，在实时获取电池管理系统165数据的同时，对数据进行协议解析，直观显示给用户，并提供数据的分析和回放功能，第一电池包186突然达到预警温度时，远程监控中心1马上通知用户在车载电池更换系统196上进行运行切换，由第一电池包186切换到第二电池包189，第一电池包186温度超过预警温度还在升高，远程监控中心1马上通知用户配合后，启动控制第一电池包机器人系统193开始工作，在动力装置的带动下第二机械手连杆202下端安装的第一托架203随第二机械手连杆202一起做脱离第一电池包186的移动，第一托架203上的第一承重平台210逐渐脱离第一电池包第二固定平台187，第一托架203与第一电池包186脱离，第一电池包186自动脱落离开电动汽车底盘掉到路面上，第二电池包189突然达到预警温度150°时，马上进行运行切换，由第二电池包189切换到第一电池包186，第二电池包189温度超过预警温度还在升高，远程监控中心1马上通知用户配合后，立即启动控制第二电池包机器人系统199开始工作，在动力装置的带动下第二机械手连杆197下端安装的第二托架206随第二机械手连杆197一起做脱离第二电池包189的移动，第二托架206上的第二承重平台214逐渐脱离第二电池包第二固定平台192，第二托架206与第二电池包189脱离，第二电池包189自动脱落离开电动汽车底盘掉到路面上，第一电池包186和第二电池包189同时达到预警温度150°温度还在在升高并且无法控制，远程监控中心1马上通知用户配合后，同时启动控制第一电池包机器人系统193做脱离第一电池包186的移动和第二电池包机器人系统199做脱离第二电池包189的移动，同时抛掉第一电池包186和第二电池包189。在图20、图21、图22、图1和图2中，电池更换系统19包括的第一监控工作站29、第二监控工作站30、第三监控工作站27、第一码垛机器人43、第二码垛机器人44、摆渡机器人45、四柱举升机341、钢轨230、第一输送线342和第二输送线343通过本地工业以太网和有线无线网络连接，智能通信终端41整合调度软件，调度软件和智能通信终端41之间通过数字通信链路连接，前置服务器34、数据服务器35、打印机31、配电系统通信管理机37和用电信息采集终端38通过本地工业以太网与电池更换系统19的第一网络交换机40和第二网络交换机36连接，第一网络交换机40和第二网络交换机36通过本地工业以太网与上级系统33的通信网关32连接，电池更换系统19的智能通信终端41、第一网络交换机40和第二网络交换机36通过本地工业以太网与通信网关32连接，电池更换系统19的智能通信终端41通过本地工业以太网与第一网络交换机40和第二网络交换机36连接，智能通信终端41和电池更换系统19之间通过CAN总线连接，以上设备内置的PLC(Programmable logicController，可编程序控制器)程序，能够控制电动汽车3第一电池包186和第二电池包189的整个更换过程，故障信号、电机工作状态、温度、故障信号、功率、电压、电流、电池组温度、SOC、端电压、电流、电池连接状态和电池故障信号通过智能通信终端41上传至调度软件，视频监控系统39的视频服务器21通过本地工业以太网与上级系统33的通信网关32连接，其中数据服务器35能够存储监控系统历史数据，前置服务器34能够采集和解析相关实时数据并转发给计算机，安防监控工作站用于视频监控系统39的监视和控制，通信网关32能够实现CAN总线和本地工业以太网之间的转换，网络交换机有24口，能够划分VLAN(Virtual Local Area Network)，虚拟局域网，实现客户端应用子系统4、后台管理子系统12、数据传输网络子系统18和前端数据采集与控制子系统16之间的通信，第一监控工作站29、第二监控工作站30和第三监控工作站27是在远程监控中心1出现失误后的应急备用系统。在图18～图19中，在车载电池更换系统196中，控制第一电池包机器人系统193和控制第二电池包机器人系统199包括的总控制器224、液压控制器220和伺服电机控制器225，液压控制器220和伺服电机控制器225与总控制器224连接，液压控制器220与多路减压放大器221连接，多路减压放大器221与电液比例阀222连接，电液比例阀222与带动第二机械手连杆197上下移动的油缸223连接，伺服电机控制器225与多路伺服放大器227连接，多路伺服放大器227与带动第二机械手连杆197转动的伺服电机228相连接，伺服电机228通过减速机229与第二机械手连杆197连接；液压控制器220与位移传感器21连接，液压控制器220与压力传感器218连接；位移传感器217用于检测第二机械手连杆197的移动距离，压力传感器218用于检测油缸223内液压油压力；伺服电机控制器225与光电编码器226连接，光电编码器226用于检测减速箱255动力输出轴转速，总控制器224与显示屏216连接，总控制器224与摄像机219连接，总控制器224与显示屏216连接，摄像机219用于摄录第二机械手连杆197活动状况，显示屏216用于显示第二机械手连杆197活动状况，液压控制器220通过CAN总线与总控制器224通信，伺服电机控制器225通过CAN总线与总控制器224通信，总控制器224通过RS232数据线接收遥控端指令，通过CAN总线分配任务给液压控制器220和伺服电机控制器225控制第二机械手连杆197各执行机构动作，液压控制器220的输出端与多路减压放大器221连接，通过电液比例阀222对油缸223进行控制，伺服电机控制器225的输出端与多路伺服放大器227连接，多路伺服放大器227的输出端与伺服电机228连接通过伺服电机228对减速箱229进行控制，通过摄像机219对环境进行采集，通过显示屏216显示第二机械手连杆197的操作过程，并通过在机器人的第二机械手连杆197上设置位移传感器217，避免自体和外界环境的碰撞。在图23和图24中，摆渡机器人45包括X轴、Z轴、R轴三个方向的自由度，依次为直线行走机构257、液压举升机构255和角度纠偏机构252，直线行走机构257位于摆渡机器人45的底部包括滑轮271、万向联轴器258、皮带266、第一伺服电机272、第一减速机267和底座256，前端两个滑轮为机器人动力装置与一组万向联轴器连接，后端两个滑轮为从动装置，第一伺服电机272与配套的第一减速机267胀套连接，通过皮带实现第一减速机267与滑轮271的动力传输，驱动滑轮271在钢轨230上直线行走，直线行走机构257下端布置有3个光电开关，依次与原点挡片和前后两个极限挡片配合，提供给PLC控制系统273到位开关信号，实现摆渡机器人45原点搜索和复位，并杜绝其越界运行，前极限挡片、原点挡片及后极限挡片沿铺设的直线滑轨依次排列，原点挡片位于前后极限挡片中间，液压举升机构255位于直线行走机构257底座的上部，包括两个液压伸缩缸，一级液压缸269位于二级液压缸259的下部，一级液压缸269完全伸出后，二级液压缸259开展伸缩运动，一、二级液压缸一侧分别焊接横梁并布置有防转梁，防转梁与位于一级液压缸焊接横梁及底座焊接横梁上的两个防转孔配合，防止电池随液压机构255举升过程中的旋转，一、二级液压缸另一侧分别设置有齿条254、编码器253、挡片和第一接近开关，挡片与接近开关相配合，第一接近开关设置于一级液压缸焊接横梁的底端，当一级液压缸269完全伸出，挡片触发接近开关的开关信号，二级液压缸259开始伸缩运动，位于二级液压缸259侧面上的齿条254通过齿轮与编码器253啮合，通过计算编码器253转数获取二级液压缸259上升高度，编码器253与PLC控制系统273连接，PLC控制系统273开始高速计数，角度纠偏机构252位于液压举升机构255的上端包括安装法兰260、大、小齿轮261、第二伺服电机265和第二减速机264，二级液压缸259上安装有安装法兰260，第二伺服电机265、第二减速机264、大、小齿轮261依次布置于安装法兰260上，第二伺服电机265上端安装小齿轮，二级液压缸259上安装大齿轮，大、小齿轮机械啮合，随第二伺服电机265驱动配合旋转，大齿轮下端布置有挡片，安装法兰260上布置3个第二接近开关，大齿轮在旋转过程中依次触发旋转左右极限、原电复位开关信号，确保大齿轮在规定的范围内旋转动，角度纠偏机构252上端安装有电池包托盘263，大齿轮旋转圆心与电池包托盘263重心同心，电池包托盘263安装有四个限位块262，与待换电动汽车3电池组箱底部四个突起耦合，可实现电池外箱位置微调和可靠固定，电池包托盘263上安装有超声测距传感器281和DMP传感器282，超声测距传感器281用于测量电池包托盘263到待换电电动汽车3底盘的距离，DMP传感器282与安装于待换电电动汽车3底盘上的反光板配合，搜寻计算反光板靶点位置，获取摆渡机器人45与待换电池电动汽车3的水平角度偏差，直线行走机构257、液压举升机构255联动，只有摆渡机器人45直线行进和垂直举升到达设定位置时，角度纠偏机构252才开始动作，只有角度纠偏机构252上的电池包托盘263达到预期效果，液压举升机构255才重新开始动作，直线行走机构257和角度纠偏机构252采用伺服电机驱动，驱动电机与相应的编码器连接，各编码器与相应的驱动器连接，驱动器发送位置脉冲信号给伺服电机，编码器将采集的电机旋转信息传递回驱动器，形成位置模式全闭环控制。在图25中，摆渡机器人45控制系统框图中PLC控制系统273为摆渡机器人45动作控制的核心部分，包括触摸屏284、无线通信模块285、欧姆龙PLC控制器274、A/D模块275、D/A模块276，无线通信模块285通过第二串口RS130与触摸屏284通信，欧姆龙PLC控制器274通过第一串口RS126与触摸屏284通信，触摸屏284通过工业以太网与后台监控系统283通信，超声测距传感器281、DMP传感器282、液压比例流量阀279、编码器280、接近开关277和光电开关278与PLC控制系统273实时数据传输通信，超声测距传感器281和DMP传感器282与PLC控制系统273中的A/D模块275连接，将传感器采集的模拟信号转化为数字信号并传送给PLC控制系统273，液压比例流量阀279与PLC控制系统273中的D/A模块276连接，将PLC控制系统273的数字控制信号转化为模拟流量控制信息，实现对液压举升机构255的速度控制，编码器280与PLC控制系统273的A/D模块275连接，编码器280采集二级液压缸259单侧齿条的上升高度，经过计算获取二级液压缸259举升距离，将该数据反馈给PLC控制系统273，形成举升过程中的全闭环控制，接近开关277和光电开关278与PLC控制系统273中的欧姆龙PLC控制器274连接，实时传输摆渡机器人45各自由度的极限位置信息，触发PLC控制系统273的中断模式及高速计数模式，实现摆渡机器人45在规定范围内的准确、快速动作。在图26中，四柱举升机341由第一立柱293、第二立柱288、第三立柱286、第四立柱287、悬臂梁297、横梁289、承车跑板292和上车斜板290组成，在第一立柱293和第二立柱288之间的横梁上设置开口298，便于摆渡机器人45进入四柱举升机341内部，在第三立柱286和第四立柱287之间设置横梁289，在第一立柱293、第二立柱288、第三立柱286和第四立柱287上安装移动架306，移动架306通过上下运动提升承车跑板292至合适的位置，上车斜板290与承车跑板292连接在一起，方便电动汽车3上下四柱举升机341的承车跑板292。在图27中，举升机固定架308的底部对称地设有4个以上滚动轮303，每台举升机立柱由固定架308、动力单元302、液压缸307、起重链条301、检测板300、检测开关299、移动架306、链轮座305和链轮304连接构成，固定架308的桩柱内固定连接条状检测板300，该检测板300设有等分的若干缺口，移动架306上端的底部设有检测开关299，检测开关299与检测板300相配套，当检测板300处于检测开关299检测范围内，检测开关299便能输出信号，检测板300上开有缺口，当检测开关299检测到缺口时，检测开关299不输出信号，如此往复，检测开关299产生的信号通过数据线连接控制器296并进行计算，同时将控制器296计算出的数据通过数据线连接显示面板295显示，移动架306的上端设有链轮座305及链轮304，链轮304配套起重链条301，起重链条301一端连接移动架306，另一端连接固定架308。液压缸307的一端连接固定架308的底座，另一端连接链轮座305。当液压缸307升降时，带动链轮座305上的链轮304转动，连带起重链条301运行，移动架306随之升降的同时，检测板300和检测开关299工作并产生电信号。在图28、图29和图22中，码垛机器人309将码垛机器人抓手325通过抓手连接法兰321安装在手腕基座318下部，操作控制系统通过控制电缆线，接通回转机座传动电机314、立臂传动电机243、抓手传动电机319和横臂传动电机249的电源，启动上述4个传动电机，回转机座传动电机314能够根据码垛物件位置，启动回转机座作左右180°回转，启动立臂传动电机243、横臂传动电机249通过三个平行四杆机构和三运动副机构作用使横臂248、连杆三317通过手腕基座318带动码垛夹具作上下移动，以便将所要码垛物件抓取码垛在所需位置，横臂传动电机249传动时，通过平衡块312、连杆一310传动横臂上下运动，并带动连杆三317一起上、下运动，由于横臂传动电机减速器通过平衡块安装支架安装平衡块312，在横臂248前端连接的手腕基座318下部码垛夹具在抓取码垛物件时起重量平衡作用，使码垛机器人309工作时平衡安全，立臂传动电机243工作时，根据码垛物件位置需要，带动立臂322、连杆二311前后移动，同时推动横臂248、连杆三317上、下平行移动，由于立臂322下端连接有蓄能平衡器246，立臂322在立臂传动电机243传动过程中作前后移动，横臂248作上、下移动抓取物件时，由于蓄能平衡器246设置有一组蓄能弹簧，能够起蓄能平衡缓冲作用使码垛吊装过程中工作平衡、稳定，安全可靠。码垛机器人309能够实现快速码垛第一电池包186和第二电池包189，码垛机器人负载能力500㎏以上，循环能力每小时800次以上，回转机座323安装在底座324上部，回转机座传动电机314安装在回转机座323上，回转机座传动电机314通过传动齿轮315、减速器传动回转机座323，能够在底座324上部回转，立臂322下端部连接叉两侧通过轴承、连接轴安装在回转机座323上，横臂传动电机249通过减速机安装在立臂322一侧回转机座323上，平衡块312通过平衡块安装支架313与横臂传动电机减速器相连，连杆一310下端与平衡块安装支架313通过轴承、连接轴活动连接，连杆一310上端部通过轴承、连接轴与横臂248后端活动连接，横臂248后部通过轴承、连接轴与立臂322上端部一侧活动连接，横臂248前部通过轴承、连接轴与手腕基座318相连，抓手传动电机319安装在手腕基座318上，抓手传动电机319下部连接有抓手传动电机319减速器320，抓手连接法兰321与抓手传动电机319减速器320相连，立臂传动电机243通过立臂传动电机减速器安装在立臂322另一侧回转机座323上，蓄能平衡器246通过轴承、连接轴安装在立臂322另一侧回转机座323上，蓄能平衡器246设置有弹簧、伸缩轴244，伸缩轴244前端通过轴承、连接轴与立臂322下端连接叉连接。连杆二311下端通过轴承、连接轴与回转机座323活动连接，连杆二311上端部通过轴承、连接轴与连杆支架316一端活动连接，连杆支架316另一端通过轴承、连接轴与连杆三317一端活动连接，连杆三317另一端通过轴承、连接轴与手腕基座318活动连接，连杆支架316下端部通过轴承、连接轴与立臂322上端部另一侧活动连接，连杆支架316呈三角形，设置有三个活动连接轴承孔，构成三运动副机构，立臂322、连杆一310、平衡块312与横臂248后部构成第一平行四杆机构，的横臂248、连杆三317、手腕基座318、连杆支架316构成第二平行四杆机构，的连杆二311、立臂322、连杆支架316、回转机座323，构成第三平行四杆机构，第一平行四杆机构、第二平行四杆机构、第三平行四杆机构和三运动副机构构成平衡链，码垛机器人309配套有操作控制系统采用示教器、可编程控制器进行编程控制，码垛机器人309用于第一码垛机器人43和第二码垛机器人44。在图20、图21和图2中，第一输送线342运送卸载下来的亏电的第一电池包186和第二电池包189，第二输送线343运送满电的第一电池包186和第二电池包189，第一输送线342和第二输送线343的作业区域位于第一码垛机器人43的工作半径之内，第一输送线342和第二输送线343为2条并列排列的输送线。亏电的第一电池包186运送流程：摆渡机器人45载着卸载下来的亏电的第一电池包186由四柱举升机341下沿着钢轨230轨道行走到工位一235位置准确定位，第一码垛机器人43将第一电池包186取下放到工位七233,亏电的第一电池包186随着第一输送线342流到工位五237,第二码垛机器人44使用三维扫描识别器对第一电池包186上表面进行一次扫描，扫描速度＞500mm/s，三维扫描识别器通过扫描被检测物的轮廓图，再由多个轮廓图拟合成三维图象，通过其3D检测方式，得到第一电池包186的高度及位置的三维坐标及分别与坐标系轴的夹角，再把该数据发送给第二码垛机器人44进行定位，第二码垛机器人44的控制装置PLC给三维扫描识别器一触发信号，令三维扫描识别器开始扫描，扫描结束后，得到第一电池包186的位置坐标。根据第一电池包186位置数据，第二码垛机器人44行走至工位五237位置抓取第一电池包186在工位六238位置进行码垛，码完一垛后人工叉车将整垛第一电池包186叉走。充满电的第一电池包186运送流程：整垛充满电的第一电池包186由叉车叉入到工位四240后,第二码垛机器人44将第一电池包186拆入工位三239处，第一电池包186随第二输送线343向工位二234位置流去，第一电池包186由第二输送线343输入到机器人抓取工位二234，并定位准确，摆渡机器人45沿着钢轨230轨道行走进入到工位一235，第一码垛机器人43在工位二234位置抓取电动汽车第一电池包186，放到进入到工位一235位置的摆渡机器人45顶部。亏电的第二电池包189运送流程：摆渡机器人45载着卸载下来的亏电的第二电池包189由四柱举升机341下沿着钢轨230轨道行走到工位一235位置准确定位，第一码垛机器人43将第二电池包189取下放到工位七233,亏电的第二电池包189随着第一输送线342流到工位五237,第二码垛机器人44使用三维扫描识别器对第二电池包189上表面进行一次扫描，扫描速度＞500mm/s，三维扫描识别器通过扫描被检测物的轮廓图，再由多个轮廓图拟合成三维图象，通过其3D检测方式，得到第二电池包189的高度及位置的三维坐标及分别与坐标系轴的夹角，再把该数据发送给第二码垛机器人44进行定位，第二码垛机器人44的控制装置PLC给三维扫描识别器一触发信号，令三维扫描识别器开始扫描，扫描结束后，得到第二电池包189的位置坐标。根据第二电池包189位置数据，第二码垛机器人44行走至工位五237位置抓取第二电池包189在工位六238位置进行码垛，码完一垛后人工叉车将整垛第二电池包189叉走。充满电的第二电池包189运送流程：整垛充满电的第二电池包189由叉车叉入到工位四240后,第二码垛机器人44将第二电池包189拆入工位三239处，第二电池包189随第二输送线343向工位二234位置流去，第二电池包189由第二输送线343输入到机器人抓取工位二234，并定位准确，摆渡机器人45沿着钢轨230轨道行走进入到工位一235，第一码垛机器人43在工位二234位置抓取第二电池包189，放到进入到工位一235位置的摆渡机器人45顶部。在图1～图29中，远程监控中心1更换电动汽车3底盘上的第一电池包186和第二电池包189包括以下9个步骤：第1步，要换电池的电动汽车3驾驶员，点击电动汽车3主显示屏123上的远程控制换电池请求136键，通过3G/4G网络向远程监控中心1发出换电池请求，远程监控中心1查到距离电动汽车3最近的电动汽车电池更换站42用语音和发短信告知，电动汽车3到达电动汽车电池更换站42，电动汽车3驾驶员开上四柱举升机341，电动汽车3的驾驶员在电动汽车3的主显示屏123上，点击远程控制换电池开始143键，启动远程监控中心1控制的换电池模式。第2步、远程监控中心1启动车载电池更换系统196，摆渡机器人45沿着钢轨230轨道走到电动汽车3的电动汽车底盘上的更换系统196下面的第一电池包安装位置158，电池包托盘263顶住第一电池包186，远程监控中心1操控人员远程启动在电动汽车3的主显示屏123上的卸载第一电池包137程序，控制第一电池包机器人系统193开始工作，在动力装置的带动下第二机械手连杆202下端安装的第一托架203随第二机械手连杆202一起做脱离第一电池包186的移动，第一托架203上的第一承重平台210逐渐脱离第一电池包第二固定平台187，第一托架203与第一电池包186脱离，摆渡机器人45开始工作带动托着第一电池包186脱离电池支架第一承重平台212，控制第一电池包机器人系统193停止工作，摆渡机器人45载着第一电池包186沿着钢轨230轨道走到工位一235，第一码垛机器人43把在工位一235位置的摆渡机器人45顶部电池包托盘263上面的第一电池包186抓取放到工位七233上。第3步、第一码垛机器人43抓取到充满电的第一电池包186放到摆渡机器人45顶部电池包托盘263上面。第4步、摆渡机器人45沿着钢轨230轨道行走至四柱举升机341下，摆渡机器人45完成X/Y方向定位后，机器人上升的过程利用超声测距传感器的输出与液压机构编码器的输出差值运算后，作为PID控制器的输入对比例流量阀进行PID控制，当液压机构举升至预期位置停止上升，定位准确，由远程监控中心1向摆渡机器人45发出开始安装第一电池包186的指令，摆渡机器人45把第一电池包186顶到车载电池更换系统196上面的第一电池包安装位置204,远程监控中心1操控人员启动控制第一电池包机器人系统193开始工作，推着第一电池包186移动使第一电池包第二固定平台187逐步进入到电池支架第一承重台210上，第一接电器插头188与第一电池包接电器座211紧密连接，第一电池包186安装完毕，控制第一电池包机器人系统193停止工作，摆渡机器人45沿着钢轨230轨道离开四柱举升机341。第5步、摆渡机器人45沿着钢轨230轨道行走至四柱举升机341下，到达电动汽车底盘下面第二电池包安装位置205，电池包托盘263顶住第二电池包189，远程监控中心1操控人员远程启动在电动汽车3的主显示屏123上的卸载第二电池包144程序，控制第二电池包机器人系统199开始工作，在动力装置的带动下第二机械手连杆197下端安装的第二托架206随第二机械手连杆197一起做脱离第二电池包189的移动，第二托架的第二承重平台214逐渐脱离第二电池包189的第二电池包第二固定平台192，第二托架206与第二电池包189脱离，控制第二电池包机器人系统199停止工作，第二电池包189落在摆渡机器人45的电池包托盘263上面，摆渡机器人45载着第二电池包189沿着钢轨230轨道走到工位一235，第一码垛机器人43把在工位一235位置的摆渡机器人45顶部电池包托盘263上面的第二电池包189抓取到放到工位七233上。第6步、第一码垛机器人43抓取到充好电的第二电池组包189放到等待的摆渡机器人45顶部电池包托盘263的上面。第7步、摆渡机器人45沿着摆渡机器人行走钢轨230轨道行走至四柱举升机341下，摆渡机器人45完成X/Y方向定位后，机器人上升的过程利用超声测距传感器的输出与液压机构编码器的输出差值运算后，作为PID控制器的输入对比例流量阀进行PID控制，当液压机构举升至预期位置停止上升，定位准确，由远程监控中心1向摆渡机器人45发出开始安装第二电池包189的指令，摆渡机器人45托举着第二电池包189到达电动汽车底盘下部第二电池包安装位置205，电池包托盘263顶住第二电池包189到第二电池包安装位置205，远程监控中心1操控人员启动控制第二电池包机器人系统199开始工作，推着第二电池包189移动使第二电池包第一固定平台191逐步进入到电池支架第二承重台215上，接电器第二插头190与第二电池包接电器插座213紧密接触，第二电池包189安装完毕，控制第二电池包机器人系统199停止工作，远程监控中心1向摆渡机器人45发出第二电池包189安装完毕的指令，摆渡机器人45沿着沿着摆渡机器人行走钢轨230轨道离开四柱举升机341。第8步、电池更换过程结束，四柱举升机341落下，驾驶员驾驶电动汽车3驶离电动汽车电池更换站42。第9步、远程监控中心1发出电池更换完毕信号，电动汽车电池更换站42完成原点复位。 | 本发明公开了一种云计算网络架构的远程监控的电动汽车能源监控和补给网，该网的多个客户端应用子系统之间的通信架构成了电动汽车能源监控和补给网的远程系统，远程监控中心通过远程系统与电动汽车远程系统接口和电池更换系统连接，用远程监控中心的计算机控制电动汽车更换电池的各个步骤和实时监控电池组，降低了整个电动汽车换电系统和单个电动汽车换电池站的成本保障了电动汽车续航里程，为大规模普及电动汽车换电池模式提供了技术支持。 | CN:201610297615.4A | https://patentimages.storage.googleapis.com/c0/3a/66/80ffacd1d260f3/CN107305372B.pdf | CN:107305372:B | 韩磊, 韩宛蕙 | Individual | CN:102074978:A, CN:102890482:A, CN:103414202:A, CN:104828028:A, CN:105150869:A, CN:105346405:A | Not available | 2020-06-19 | 1.一种云计算网络架构的远程控制的电动汽车能源监控和补给网，其特征是：电池更换系统(19)包括的第一监控工作站(29)、第二监控工作站(30)、第三监控工作站(27)、第一码垛机器人(43)、第二码垛机器人(44)、摆渡机器人(45)、四柱举升机(341)、钢轨(230)、第一输送线(342)和第二输送线(343)通过本地工业以太网和有线无线网络连接，智能通信终端(41)整合调度软件，调度软件和智能通信终端(41)之间通过数字通信链路连接，前置服务器(34)、数据服务器(35)、打印机(31)、配电系统通信管理机(37)和用电信息采集终端(38)通过本地工业以太网与电池更换系统(19)的第一网络交换机(40)和第二网络交换机(36)连接，第一网络交换机(40)和第二网络交换机(36)通过本地工业以太网与上级系统(33)的通信网关(32)连接，电池更换系统(19)的智能通信终端(41)、第一网络交换机(40)和第二网络交换机(36)通过本地工业以太网与通信网关(32)连接，电池更换系统(19)的智能通信终端(41)通过本地工业以太网与第一网络交换机(40)和第二网络交换机(36)连接，能够控制电动汽车(3)第一电池包(186)和第二电池包(189)的整个更换过程，电机工作状态、功率、电流、电池组温度、SOC、端电压、电池连接状态和电池故障信号通过智能通信终端(41)上传至调度软件，视频监控系统(39)的视频服务器(21)通过本地工业以太网与上级系统(33)的通信网关(32)连接，其中数据服务器(35)能够存储监控系统历史数据，前置服务器(34)能够采集和解析相关实时数据并转发给计算机，安防监控工作站用于视频监控系统(39)的监视和控制，通信网关(32)能够实现CAN总线和本地工业以太网之间的转换，网络交换机有24口，能够划分VLAN(VirtualLocalArea Network)，虚拟局域网，实现客户端应用子系统(4)、后台管理子系统(12)、数据传输网络子系统(18)和前端数据采集与控制子系统(16)之间的通信，远程监控中心(1)由多个席位构成，每个席位都运行相同的软件，包括有：, 一、电池更换协调监控席位(58)：通过显示软件和计划调度软件对电动汽车(3)更换电池的进度进行监视和控制，, 二、电池计划席位(59)：主要为电动汽车电池更换站(42)指挥系统处理相关电池需要信息，发布电池供应计划并协助协调电池供应状态，, 三、电池运输管理席位(60)：以软件的方式对电池分配以及电池运输车辆的调度，达到电池按计划运到各个电动汽车电池更换站(42)，, 四、应急救援指挥席位(61)：以换电站三维网格化的资源配置图的方式给指挥员提供换电车辆资源分配情况数据，指挥员根据展现的换电车辆分配数据协调相关的部门和单位对电动汽车电池更换站(42)运行时需要的换电车辆进行调度，, 五、换电站操作员席位(62)：具体操作电动汽车电池更换站(42)电池更换过程，, 远程监控中心(1)的换电站操作员席位(62)为计算机，换电站操作员席位(62)内部安装有控制中心(105)，控制中心(105)与电池供应计划编辑器(106)、电池资源分配显示软件模块(107)、电动汽车电池亏电报警自动处理软件模块(108)、电话软件模块(109)、电池计划调度软件模块(110)和数据服务器软件模块(111)电连接，第一监控工作站(29)、第二监控工作站(30)和第三监控工作站(27)是在远程监控中心(1)出现失误后的应急备用系统，, 远程监控中心(1)对电池的监控和紧急情况的处理：电动汽车(3)在运行时，远程监控中心(1)与数据远程传输终端模块(158)通过GPRS进行双向通信，电池管理系统(165)与多个电池组(164)连接，实时获取多个电池组(164)的运行状态参数，数据远程传输终端模块(158)通过CAN总线与电池管理系统(165)、通信子模块(161)、GPRS子模块(163)、供电子模块(159)和微处理器(162)进行双向通信，在实时获取电池管理系统(165)数据的同时，对数据进行协议解析，直观显示给用户，并提供数据的分析和回放功能，第一电池包(186)突然达到预警温度时，远程监控中心(1)马上通知用户在车载电池更换系统(196)上进行运行切换，由第一电池包(186)切换到第二电池包(189)，第一电池包(186)温度超过预警温度还在升高，远程监控中心(1)马上通知用户配合后，启动控制第一电池包机器人系统(193)开始工作，在动力装置的带动下第一 机械手连杆(202)下端安装的第一托架(203)随第一 机械手连杆(202)一起做脱离第一电池包(186)的移动，第一托架(203)上的第一承重平台(210)逐渐脱离第一电池包第一 固定平台(187)，第一托架(203)与第一电池包(186)脱离，第一电池包(186)自动脱落离开电动汽车底盘掉到路面上，第二电池包(189)突然达到预警温度150°时，马上进行运行切换，由第二电池包(189)切换到第一电池包(186)，第二电池包(189)温度超过预警温度还在升高，远程监控中心(1)马上通知用户配合后，立即启动控制第二电池包机器人系统(199)开始工作，在动力装置的带动下第二机械手连杆(197)下端安装的第二托架(206)随第二机械手连杆(197)一起做脱离第二电池包(189)的移动，第二托架(206)上的第二承重平台(214)逐渐脱离第二电池包第二固定平台(192)，第二托架(206)与第二电池包(189)脱离，第二电池包(189)自动脱落离开电动汽车底盘掉到路面上，第一电池包(186)和第二电池包(189)同时达到预警温度150°温度还在在升高并且无法控制，远程监控中心(1)马上通知用户配合后，同时启动控制第一电池包机器人系统(193)做脱离第一电池包(186)的移动和第二电池包机器人系统(199)做脱离第二电池包(189)的移动，同时抛掉第一电池包(186)和第二电池包(189)。, 2.根据权利要求1的一种云计算网络架构的远程控制的电动汽车能源监控和补给网，其特征是：前端数据采集与控制子系统由前端控制器、前端数据处理与存储器(16)、监控主机、监控分机以及分布在监控现场的监控终端构成，, 安装监控终端的有第一码垛机器人(43)、第二码垛机器人(44)、摆渡机器人(45)、钢轨(230)、四柱举升机(341)、第一输送线(342)和第二输送线(343)，, 前端控制器和前端数据处理与存储器(16)在接收到操控命令后，协调监控主机、监控分机和监控终端完成数据的采集、简单处理和存储功能，并及时上传数据，监控分机装配16路数据接口和控制接口，完成对16路现场数据的采集和回送控制信号调节现场设备，每路标准测控接口提供电源、地、数据三类标准总线；监控终端采用全景高点智能监控，全景高点智能监控采用全景摄像机与跟踪抓拍摄像机联动方式，在实现宏观大场景监视的同时，对监控范围内多个目标进行持续跟踪和细节信息捕捉，并能够抓拍、保存特征图片，系统能够自定义警戒区域并对进出警戒区域的运动目标数进行统计，同时对越过警戒区的物体进行实时报警，在电动汽车电池更换站(42)的出入区域安装摄像机，摄像机对进出的电动汽车(3)进行拍摄，拍摄图像保存为24位真彩色图像，格式为JPEG压缩格式；图像保存采用循环覆盖方式，车牌号码为系统进行自动图像识别的结果，所有电动汽车(3)的信息包括图像路径均保存在数据库(8)中。, 3.根据权利要求1的一种云计算网络架构的远程控制的电动汽车能源监控和补给网，其特征是：远程监控中心(1)与第一互联网(5)连接，第一互联网(5)通过第一防火墙(7)与云服务器(9)连接，云服务器(9)与数据库(8)连接，云服务器(9)与云主机(10)连接，云服务器(9)通过第二防火墙(11)与第二互联网(13)连接，第二互联网(13)与有线、无线混合组网(14)连接，有线、无线混合组网(14)与前端数据处理与存储器(16)连接，前端数据处理与存储器(16)通过中继(20)与电池更换系统(19)连接，前端数据处理与存储器(16)通过中继(20)与视频服务器(21)连接，, 客户端应用子系统(4)包括远程监控中心(1)、电动汽车(3)和电动汽车远程控制接受信号系统和计算机终端及应用软件，远程监控中心(1)和电动汽车远程控制接受信号系统和计算机终端及应用软件提供包括实时/定时监控、记录查询、数据分析与打印、视频显示与回放在内的综合服务功能，, 后台管理子系统(12)的数据库(8)、云主机(10)、第一防火墙(7)和第二防火墙(11)与云服务器(9)连接并提供云计算、云管理和云存储服务对各类终端采集的数据进行自动分析并根据分析结果自动发送调节现场控制设备的指令，为跨平台的电动汽车(3)用户提供客户端接入服务并及时响应授权用户的监控需求，并将电动汽车电池更换站(42)的数据及处理结果反馈到用户端，后台管理子系统(12)实时对视频数据进行自动分析，若发现异常行为，后台管理子系统(12)及时通过客户端应用子系统(4)向电动汽车(3)用户发送预警和报警信号；, 数据传输网络子系统(18)融合了有线/无线局域网、3G/4G移动互联网、宽带互联网的网络与通信协议的综合系统，采用Protobuf规范定义电动汽车电池更换站(42)全部设备与管理平台之间所交换数据、指令的格式和标准，按照上层业务协议将3G模块和管理平台之间传输的数据封装成UDP和TCP数据包，并采用数据奇偶校验与消息丢失重发机制确保数据通信可靠；在电动汽车电池更换站(42)全部设备与管理平台的通信过程中采用基于TCP协议的传输算法。, 4.根据权利要求1的一种云计算网络架构的远程控制的电动汽车能源监控和补给网，其特征是：远程监控中心(1)包括大屏液晶显示屏(47)、大屏显示控制主机(49)、网络交换机(50)、图形拼接控制器(48)、图形工作站(46)、图形工作站组控制主机(53)、主服务器(54)、二级服务器(55)、数据和语音终端(56)，大屏液晶显示屏(47)与大屏显示控制主机(49)电通信连接，大屏显示控制主机(49)内部安装有控制大屏液晶显示屏显示是否、显示内容、显示区域的显示控制模块，大屏液晶显示屏(47)和大屏显示控制主机(49)分别与图形拼接控制器(48)电通信连接，图形拼接控制器(48)与图形工作站(46)电通信连接，图形拼接控制器(48)内部具有从图形工作站(46)中调取图形、视频和音频并完成组合和拼接的调取拼接模块，网络交换机(50)分别与图形工作站(46)、图形拼接控制器(48)、图形工作站组控制主机(53)、主服务器(54)、二级服务器(55)、数据和语音终端(56)一一对应电通信连接，图形工作站组控制主机(53)分别与图形工作站(46)、主服务器(54)、二级服务器(55)、数据和语音终端(56)一一对应电通信连接，图形工作站组控制主机(53)内部安装有控制图形工作站中图形、视频和音频的存储、移动、显示和删除的图形控制模块，图形工作站组控制主机(53)内部还安装有从主服务器(54)、二级服务器(55)、数据和语音终端(56)中收集图形、视频和音频的图形收集模块，图形收集模块电通信连接摄像头，主服务器(54)和二级服务器(55)能够处理数据和语音终端(56)中的语音和数据信息。, 5.根据权利要求1的一种云计算网络架构的远程控制的电动汽车能源监控和补给网，其特征是：远程监控中心(1)有数据终端、语音终端、图形工作站(46)、PDA控制器(52)，大屏显示控制主机(49)的显示控制模块具有16种显示控制模式，通过图形拼接控制器(48)实现大屏液晶显示屏(47)的16种显示模式的选取和切换，大屏液晶显示屏(47)为大屏幕显示器，远程监控中心(1)包括大屏液晶显示屏(47)、大屏显示控制主机(49)、网络交换机(50)、图形拼接控制器(48)、图形工作站(46)、图形工作站组控制主机(53)、主服务器(54)、二级服务器(55)、数据和语音终端(56)，网络交换机(50)分别与图形工作站(46)、图形拼接控制器(48)、图形工作站组控制主机(53)、主服务器(54)、二级服务器(55)、数据和语音终端(56)一一对应电通信连接；大屏液晶显示屏(47)用于显示图形拼接控制器(48)拼接后的图形、视频和音频资料，图形拼接控制器(48)用于从图形工作站(46)中调取图形、视频和音频并完成组合和拼接工作，图形工作站组控制主机(53)用于控制图形工作站(46)中图形、视频和音频的存储、移动、显示和删除操作；网络交换机(50)与图形工作站(46)、图形拼接控制器(48)、图形工作站组控制主机(53)、主服务器(54)、二级服务器(55)、数据和语音终端(56)之间对应的数据通讯；服务器由主服务器(54)和二级服务器(55)构成，终端由数据和语音终端(56)构成，主服务器(54)用于接收和控制数据终端的数据信息，二级服务器(55)用于接收和控制语音终端的语音信息；大屏显示控制主机(49)电通信连接有无线接收器(51)，无线接收器(51)通过无线通讯方式通信与PDA控制器(52)连接，数据终端发出的数据指令信息通过网络交换机(50)传输给主服务器(54)，通过主服务器(54)进行逻辑运算处理，将数据信息和处理结果通过大屏液晶显示屏(47)和数据终端的液晶显示屏显示出来，语音终端发出的语音指令信息通过网络交换机(50)传输给二级服务器(55)，通过二级服务器(55)进行逻辑运算处理，将语音信息和处理结果通过大屏液晶显示屏(47)和语音终端的液晶显示屏显示出来，PDA控制器(52)发出的数据、语音指令信息通过无线通讯方式传输给无线接收器(51)，无线接收器(51)将数据、语音信息通过大屏显示器控制主机49传输给图形拼接控制器(48)，通过主服务器(54)、二级服务器(55)的逻辑运算处理，将数据、语音信息和处理结果通过大屏液晶显示屏(47)和PDA控制器(52)的液晶显示屏显示出来，图形工作站组控制主机(53)通过网络交换机(50)将数据信息传输给主服务器(54)，通过主服务器(54)进行逻辑运算处理，将数据信息和处理结果通过大屏液晶显示屏(47)显示出来，, 电池更换系统(19)的四柱举升机(341)由第一立柱(293)、第二立柱(288)、第三立柱(286)、第四立柱(287)、悬臂梁(297)、横梁(289)、承车跑板(292)和上车斜板(290)组成，在第一立柱(293)和第二立柱(288)之间的横梁上设置开口(298)，便于摆渡机器人(45)进入四柱举升机(341)内部，在第三立柱(286)和第四立柱(287)之间设置横梁(289)，在第一立柱(293)、第二立柱(288)、第三立柱(286)和第四立柱(287)上安装移动架(306)，移动架(306)通过上下运动提升承车跑板(292)至合适的位置，上车斜板(290)与承车跑板(292)连接在一起，方便电动汽车(3)上下四柱举升机(341)的承车跑板(292)，举升机固定架(308)的底部对称地设有4个以上滚动轮(303)，每台举升机立柱由固定架(308)、动力单元(302)、液压缸(307)、起重链条(301)、检测板(300)、检测开关(299)、移动架(306)、链轮座(305)和链轮(304)连接构成，固定架(308)的桩柱内固定连接条状检测板(300)，该检测板(300)设有等分的若干缺口，移动架(306)上端的底部设有检测开关(299)，检测开关(299)与检测板(300)相配套，当检测板(300)处于检测开关(299)检测范围内，检测开关(299)便能输出信号，检测板(300)上开有缺口，当检测开关(299)检测到缺口时，检测开关(299)不输出信号，如此往复，检测开关(299)产生的信号通过数据线连接控制器296并进行计算，同时将控制器(296)计算出的数据通过数据线连接显示面板(295)显示，移动架(306)的上端设有链轮座(305)及链轮(304)，链轮(304)配套起重链条(301)，起重链条(301)一端连接移动架(306)，另一端连接固定架(308)，液压缸(307)的一端连接固定架(308)的底座，另一端连接链轮座(305)，当液压缸(307)升降时，带动链轮座(305)上的链轮(304)转动，连带起重链条(301)运行，移动架(306)随之升降的同时，检测板(300)和检测开关(299)工作并产生电信号。, 6.根据权利要求1的一种云计算网络架构的远程控制的电动汽车能源监控和补给网，其特征是：主显示器(123)在电动汽车(3)的内部驾驶员座椅和前乘客座椅上的用户可访问的中心控制台(122)的一部分，主显示器(123)用于显现视觉信息和从电动汽车(3)内的一个和多个用户接收用户输入的用户界面设备，当电动汽车(3)进入远程系统的通信范围时建立与远程系统的通信链路，确定用于与远程系统交互的一个和多个选项，以及响应于电动汽车(3)进入通信范围而在触敏主显示器(123)上显示一个和多个可选择的图标，选择所显示的图标可发起用于与远程系统交互的一个和多个选项，车辆远程系统(345)包括控制换电池请求(136)、卸载第一电池包(137)、卸载第二电池包(144)、安装第一电池包(138)、安装第二电池包(145)、监控电动汽车和电池包139、监控第一电池包(140)、监控第二电池包(146)、第一电池包温度显示(141)和第二电池包温度显示(147)。, 7.根据权利要求1的一种云计算网络架构的远程控制的电动汽车能源监控和补给网，其特征是：用户界面简直系统(124)包括通信接口(132)，通信接口(132)包括车辆系统接口(133)、远程系统接口(134)和移动设备接口(135)，远程系统接口(134)连接用户界面简直系统(124)和电动汽车各个系统之间的通信，远程系统接口(134)允许户界面简直系统(124)与车辆系统的GPS导航系统、引擎控制系统、传输控制系统、HVAC系统、电池监控系统、定时系统、速度控制系统和防锁制动系统通信，远程系统接口(134)是对电动汽车部件进行互联的电子通信网络，经由远程系统接口(134)连接的车辆系统(344)从电动汽车传感器的速度传感器、电池温度传感器和压力传感器以及远程传感器和设备的GPS卫星和无线电塔接收输入，由车辆系统(344)接收的输入经由远程系统接口(134)传递到户界面简直系统(124)，经由远程系统接口(134)接收的输入由上下文模块(128)建立电动汽车上下文，远程系统接口(134)能够使用USB技术、IEEE1394技术、光学技术、串行、并行端口技术和有线链路来建立有线通信链路,远程系统接口(134)包括配置成控制和促进车辆系统通信活动的硬件接口、收发机、总线控制器、硬件控制器和软件控制器，远程系统接口(134)是互联网络、控制器区域网、CAN总线、LIN总线、FlexRay总线、面向媒体的系统传输、关键字协议2000总线、串行总线、并行总线、车辆区域网、DC-BUS、IDB-1394总线、SMARTwireX总线、MOST总线、GA-NET总线和IE总线，远程系统接口(134)使用多个无线通信协议建立用户界面简直系统(124)与车辆系统(344)和硬件部件之间的无线通信链路，远程系统接口(134)经由蓝牙通信协议、IEEE802.11协议、IEEE802.15协议、IEEE802.16协议、蜂窝信号、共享无线访问协议-绳访问(SWAP-CA)协议、无线USB协议、红外协议和适当的无线技术支持通信，用户界面简直系统(124)配置成经由远程系统接口(134)在两个和多个车辆系统(344)之间对信息进行路由，用户界面简直系统(124)经由车辆系统接口(133)和远程系统接口(134)在车辆系统(344)和远程系统之间对信息进行路由，用户界面简直系统(124)经由车辆系统接口(133)和移动设备接口(135)在车辆系统和移动设备之间对信息进行路由，通信接口(132)包括远程系统接口(134)，远程系统接口(134)在用户界面简直系统(124)和远程系统之间通信，通过远程系统与远程监控中心(1)之间的通信，远程系统是在电动汽车(3)外部能够经由远程系统接口(134)与用户界面简直系统(124)交互的任何系统和设备，远程系统包括无线电塔、GPS导航和其它卫星、蜂窝通信塔(2)、无线路由器、无线路由器包括WiFi、IEEE802.11和IEEE802.15、有能力的远程设备、具有无线数据连接的远程计算机系统和服务器、能够经由远程系统接口(134)无线通信的远程系统，远程系统能够在其本身当中经由远程系统接口(134)交换数据，用户界面简直系统(124)包括处理电路(125)、处理器(126)和存储器(127)，处理器(126) 为通用处理器、专用集成电路(ASIC)、一个和多个现场可编程门阵列(FPGA)、CPU、GPU、一组处理部件、适当的电子处理部件，存储器(127)包括用于存储用于完成和促进各种过程、以及包括RAM、ROM、闪存、硬盘存储器的模块的数据和计算机代码的一个和多个设备，存储器(127)包括易失性存储器和非易失性存储器，存储器(127)包括数据库部件、对象代码部件、脚本部件，存储器(127)经由处理电路(125)通信连接到处理器(126)，用于执行一个和多个过程的计算机代码。, 8.根据权利要求1的一种云计算网络架构的远程控制的电动汽车能源监控和补给网，其特征是：远程监控中心(1)通过远程系统与数据远程传输终端模块(158)进行双向通信，数据远程传输终端模块(158)包括供电子模块(159)、电池监控系统160、通信子模块(161)、微处理器(162)、GPRS子模块(163)、多个电池组(164)和电池管理系统(165)，供电子模块(159)同时和通信子模块(161)、微处理器(162)和GPRS子模块(163)连接，通信子模块(161)和微处理器(162)连接，微处理器(162)和GPRS子模块(163)连接，电池监控系统(160)和GPRS子模块(163)连接，电池管理系统(165)与多个电池组(164)连接，多个电池组(164)给电动汽车(3)供电，电池管理系统(165)用于获取多个电池组(164)的运行状态参数，多个电池组(164)的运行状态参数包括电池单体电压、多个电池组(164)总电压、多个电池组(164)充放电电流、电池温度，多个电池组(164)的运行状态参数用于判断电池的热电状态时否正常，这些参数被作为输入量用于多个电池组(164)的综合状态分析和分析SOC和SOH，供电子模块(169)分别与通信子模块(161)、微处理器(162)和GPRS子模块(163)连接，用于给通信子模块(161)、GPRS子模块(163)和微处理器(162)供电，供电子模块(169)为车载24V电源，在供电时，需要将24V直流电源进行转换后再供电，微处理器(162)是整个数据远程传输终端模块(158)的监控中心，由其完成GPRS子模块(163)的配置和对电池管理系统(165)上传数据的预处理，远程监控中心(1)通过GPRS子模块(163)与数据远程传输终端模块(158)进行双向通信，远程监控中心(1)与GPRS子模块进行双向通信，远程监控中心(1)在实时获取电池管理系统(165)数据的同时，对数据进行协议解析，直观显示给用户并提供数据的分析和回放功能，数据远程传输终端模块(158)采用GPRSDTU，GPRSDTU作为车载数据远程传输终端模块(158)搭载在BMS内部CAN网络上，数据远程传输终端模块(158)通过CAN总线与电池管理系统(165)双向通信，数据远程传输终端模块(158)包括通信子模块(161)、GPRS子模块(163)、供电子模块(159)和微处理器(162)，通信子模块 (161)包括一个CAN接口和至少两个串口，通信子模块(161)通过CAN接口与电池管理系统(165)通信，接收电池管理系统(165)上传的CAN报文信息，通信子模块(161)通过串口与GPRS子模块(163)通信，通信子模块(161)预留RS232接口，PC机通过该接口配置GPRSDTU，GPRS子模块(163)采用GPRS通信方式与远程监控中心(1)进行通信，通信协议采用TCP/IP协议，GPRS子模块选取SIM900A芯片实现GPRS功能，电池管理系统(165)包括BMS主控器(166)，电流采集子模块(167)用于采集多个电池组(164)的充放电电流，电压采集子模块(168)用于采集电池单体电压和多个电池组(164)的总电压，温度测量子模块(169)用于测量电池温度，SOC估算子模块(170)用于估算电池的剩余电量，保证合理地使用电池防止电池过放和过充延长电池的使用寿命，显示子模块(171)为触摸屏用于显示电动汽车(3)的运行状态参数和运行情况，充放电管理子模块(172)根据实际需要合理管理充放电过程，保证充放电过程的安全性，数据通信子模块(173)用于实现电动汽车(3)与车载数据远程传输终端模块(158)和人机交互界面的数据交换与共享，电池均衡子模块(174)用于判断电池单体电压是否一致，出现电池的不均衡状态时候自动进行均衡处理，电池故障诊断子模块(175)用于在电池发生过充和过放意外情况时提醒用户故障位置，避免更大事故和安全问题的发生，上述各个子模块单独供电，并通过系统内部CAN总线进行信息交互，电池管理系统(165)的BMS主控器(166)作为系统主节点通过内部CAN总线与电流采集子模块(167)、电压采集子模块(168)、温度测量子模块(169)、SOC估算子模块(170)、显示子模块(171)、充放电管理子模块(172)、数据通信子模块(173)、电池均衡子模块(174)和电池故障诊断子模块(175)进行通信并获取电池运行状态参数的数据，内部包括存储器(179)、GSM基带(180)、GSM射频(181)，外部设置有天线接口(176)、视频接口(177)、电源接口(178)、UART接口(182)、LCD接口(183)、SIM接口(184)和GPIO/键接口(185)。, 9.根据权利要求1的一种云计算网络架构的远程控制的电动汽车能源监控和补给网，其特征是：电池更换系统(19)包括的第一监控工作站(29)、第二监控工作站(30)、第三监控工作站(27)、第一码垛机器人(43)、第二码垛机器人(44)、摆渡机器人(45)、四柱举升机(341)、钢轨(230)、第一输送线(342)和第二输送线(343)通过本地工业以太网和有线无线网络连接，远程监控中心(1)端组中的各个席位按照该席位相应的权限和工作要求、制定计划发布控制指令，包括图形和电话音频指令的控制指令数据传输至网络交换机(50)，网络交换机(50)将控制指令数据传输至主服务器(54)和二级服务器(55)，经过主服务器(54)和二级服务器(55)的逻辑处理，然后将处理后的数据传输至图形拼接控制器(48)上，图形拼接控制器(48)智能化地实现各种数据的拼接、组合等操作，最后在大屏液晶显示屏(47)中显示出来，PDA控制器(52)发布包括图形和电话音频控制指令传输到网络交换机(50)，网络交换机(50)将控制指令数据传输至主服务器(54)和二级服务器(55)，经过主服务器(54)和二级服务器(55)的逻辑处理，然后将处理后的数据传输至图形拼接控制器(48)上，图形拼接控制器(48)智能化地实现各种数据的拼接和组合操作，最后在大屏液晶显示屏(47)中显示出来，在大屏液晶显示屏(47)能够及时地显示出各种终端以及摄像头的数据信息，便于终端各个席位的操作人员得到电动汽车电池更换站(42)的信息数据后进行操作；摆渡机器人(45)包括X轴、Z轴、R轴三个方向的自由度，依次为直线行走机构(257)、液压举升机构(255)和角度纠偏机构(252)，直线行走机构(257)位于摆渡机器人(45)的底部包括滑轮(271)、万向联轴器(258)、皮带(266)、第一伺服电机(272)、第一减速机(267)和底座(256)，前端两个滑轮为机器人动力装置与一组万向联轴器连接，后端两个滑轮为从动装置，第一伺服电机(272)与配套的第一减速机(267)胀套连接，通过皮带实现第一减速机(267)与滑轮(271)的动力传输，驱动滑轮(271)在钢轨(230)上直线行走，直线行走机构(257)下端布置有3个光电开关，依次与原点挡片和前后两个极限挡片配合，提供给PLC控制系统(273)到位开关信号，实现摆渡机器人(45)原点搜索和复位，并杜绝其越界运行，前极限挡片、原点挡片及后极限挡片沿铺设的直线滑轨依次排列，原点挡片位于前后极限挡片中间，液压举升机构(255)位于直线行走机构(257)底座的上部，包括两个液压伸缩缸，一级液压缸(269)位于二级液压缸(259)的下部，一级液压缸(269)完全伸出后，二级液压缸(259)开展伸缩运动，一、二级液压缸一侧分别焊接横梁并布置有防转梁，防转梁与位于一级液压缸焊接横梁及底座焊接横梁上的两个防转孔配合，防止电池随液压机构(255)举升过程中的旋转，一、二级液压缸另一侧分别设置有齿条(254)、编码器(253)、挡片和第一接近开关，挡片与接近开关相配合，第一接近开关设置于一级液压缸焊接横梁的底端，当一级液压缸(269)完全伸出，挡片触发接近开关的开关信号，二级液压缸(259)开始伸缩运动，位于二级液压缸(259)侧面上的齿条(254)通过齿轮与编码器(253)啮合，通过计算编码器(253)转数获取二级液压缸(259)上升高度，编码器(253)与PLC控制系统(273)连接，PLC控制系统(273)开始高速计数，角度纠偏机构(252)位于液压举升机构(255)的上端包括安装法兰(260)、大、小齿轮(261)、第二伺服电机(265)和第二减速机(264)，二级液压缸(259)上安装有安装法兰(260)，第二伺服电机(265)、第二减速机(264)、大、小齿轮(261)依次布置于安装法兰(260)上，第二伺服电机(265)上端安装小齿轮，二级液压缸(259)上安装大齿轮，大、小齿轮机械啮合，随第二伺服电机(265)驱动配合旋转，大齿轮下端布置有挡片，安装法兰(260)上布置3个第二接近开关，大齿轮在旋转过程中依次触发旋转左右极限、原电复位开关信号，确保大齿轮在规定的范围内旋转动，角度纠偏机构(252)上端安装有电池包托盘(263)，大齿轮旋转圆心与电池包托盘(263)重心同心，电池包托盘(263)安装有四个限位块(262)，与待换电动汽车(3)电池组箱底部四个突起耦合，可实现电池外箱位置微调和可靠固定，电池包托盘(263)上安装有超声测距传感器(281)和DMP传感器(282)，超声测距传感器(281)用于测量电池包托盘(263)到待换电电动汽车(3)底盘的距离，DMP传感器(282)与安装于待换电电动汽车(3)底盘上的反光板配合，搜寻计算反光板靶点位置，获取摆渡机器人(45)与待换电池电动汽车(3)的水平角度偏差，直线行走机构(257)、液压举升机构(255)联动，只有摆渡机器人(45)直线行进和垂直举升到达设定位置时，角度纠偏机构(252)才开始动作，只有角度纠偏机构(252)上的电池包托盘(263)达到预期效果，液压举升机构(255)才重新开始动作，直线行走机构(257)和角度纠偏机构(252)采用伺服电机驱动，驱动电机与相应的编码器连接，各编码器与相应的驱动器连接，驱动器发送位置脉冲信号给伺服电机，编码器将采集的电机旋转信息传递回驱动器，形成位置模式全闭环控制，, 摆渡机器人(45)控制系统框图中PLC控制系统(273)为摆渡机器人(45)动作控制的核心部分，包括触摸屏(284)、无线通信模块285、欧姆龙PLC控制器(274)、A/D模块(275)、D/A模块(276)，无线通信模块(285)通过第二串口RS130与触摸屏(284)通信，欧姆龙PLC控制器(274)通过第一串口RS126与触摸屏(284)通信，触摸屏(284)通过工业以太网与后台监控系统283通信，超声测距传感器(281)、DMP传感器(282)、液压比例流量阀(279)、编码器(280)、接近开关(277)和光电开关(278)与PLC控制系统(273)实时数据传输通信，超声测距传感器(281)和DMP传感器(282)与PLC控制系统(273)中的A/D模块(275)连接，将传感器采集的模拟信号转化为数字信号并传送给PLC控制系统(273)，液压比例流量阀(279)与PLC控制系统(273)中的D/A模块276连接，将PLC控制系统(273)的数字控制信号转化为模拟流量控制信息，实现对液压举升机构(255)的速度控制，编码器(280)与PLC控制系统(273)的A/D模块(275)连接，编码器(280)采集二级液压缸(259)单侧齿条的上升高度，经过计算获取二级液压缸(259)举升距离，将该数据反馈给PLC控制系统(273)，形成举升过程中的全闭环控制，接近开关(277)和光电开关(278)与PLC控制系统(273)中的欧姆龙PLC控制器(274)连接，实时传输摆渡机器人(45)各自由度的极限位置信息，触发PLC控制系统(273)的中断模式及高速计数模式，实现摆渡机器人(45)在规定范围内的准确、快速动作。, 10.根据权利要求1的一种云计算网络架构的远程控制的电动汽车能源监控和补给网，其特征是：远程监控中心(1)更换电动汽车(3)底盘上的第一电池包(186)和第二电池包(189)包括以下9个步骤：, 第1步，要换电池的电动汽车(3)驾驶员，点击电动汽车(3)主显示屏(123)上的远程控制换电池请求(136)键，通过3G/4G网络向远程监控中心(1)发出换电池请求，远程监控中心(1)查到距离电动汽车(3)最近的电动汽车电池更换站(42)用语音和发短信告知，电动汽车(3)到达电动汽车电池更换站(42)，电动汽车(3)驾驶员开上四柱举升机(341)，电动汽车(3)的驾驶员在电动汽车(3)的主显示屏(123)上，点击远程控制换电池开始键(143)，启动远程监控中心(1)控制的换电池模式，, 第2步、远程监控中心(1)启动车载电池更换系统(196)，摆渡机器人(45)沿着钢轨(230)轨道走到电动汽车(3)的车载电池更换系统(196)下面的第一电池包安装位置(158)，电池包托盘(263)顶住第一电池包(186)，远程监控中心(1)操控人员远程启动在电动汽车(3)的主显示屏(123)上的卸载第一电池包(137)程序，控制第一电池包机器人系统(193)开始工作，在动力装置的带动下第一 机械手连杆(202)下端安装的第一托架(203)随第一 机械手连杆(202)一起做脱离第一电池包(186)的移动，第一托架(203)上的第一承重平台(210)逐渐脱离第一电池包第一 固定平台(187)，第一托架(203)与第一电池包(186)脱离，摆渡机器人(45)开始工作带动托着第一电池包(186)脱离电池支架第一承重平台(212)，控制第一电池包机器人系统(193)停止工作，摆渡机器人(45)载着第一电池包(186)沿着钢轨(230)轨道走到工位一(235)，第一码垛机器人(43)把在工位一(235)位置的摆渡机器人(45)顶部电池包托盘(263)上面的第一电池包(186)抓取放到工位七(233)上，, 第3步、第一码垛机器人(43)抓取到充满电的第一电池包(186)放到摆渡机器人(45)顶部电池包托盘(263)上面，, 第4步、摆渡机器人(45)沿着钢轨(230)轨道行走至四柱举升机(341)下，摆渡机器人(45)完成X/Y方向定位后，机器人上升的过程利用超声测距传感器的输出与液压机构编码器的输出差值运算后，作为PID控制器的输入对比例流量阀进行PID控制，当液压机构举升至预期位置停止上升，定位准确，由远程监控中心(1)向摆渡机器人(45)发出开始安装第一电池包(186)的指令，摆渡机器人(45)把第一电池包(186)顶到车载电池更换系统(196) 上面的第一电池包安装位置(204),远程监控中心(1)操控人员启动控制第一电池包机器人系统(193)开始工作，推着第一电池包(186)移动使第一电池包第一 固定平台(187)逐步进入到电池支架第一承重台(210)上，第一接电器插头(188)与第一电池包接电器座(211)紧密连接，第一电池包(186)安装完毕，控制第一电池包机器人系统(193)停止工作，摆渡机器人(45)沿着钢轨(230)轨道离开四柱举升机(341)，, 第5步、摆渡机器人(45)沿着钢轨(230)轨道行走至四柱举升机(341)下，到达电动汽车底盘下面第二电池包安装位置(205)，电池包托盘(263)顶住第二电池包(189)，远程监控中心(1)操控人员远程启动在电动汽车(3)的主显示屏(123)上的卸载第二电池包(144)程序，控制第二电池包机器人系统(199)开始工作，在动力装置的带动下第二机械手连杆(197)下端安装的第二托架(206)随第二机械手连杆(197)一起做脱离第二电池包(189)的移动，第二托架的第二承重平台(214)逐渐脱离第二电池包(189)的第二电池包第二固定平台(192)，第二托架(206)与第二电池包(189)脱离，控制第二电池包机器人系统(199)停止工作，第二电池包(189)落在摆渡机器人(45)的电池包托盘(263)上面，摆渡机器人(45)载着第二电池包(189)沿着钢轨(230)轨道走到工位一(235)，第一码垛机器人(43)把在工位一(235)位置的摆渡机器人(45)顶部电池包托盘(263)上面的第二电池包(189)抓取到放到工位七(233)上，, 第6步、第一码垛机器人(43)抓取到充好电的第二电池包(189)放到等待的摆渡机器人(45)顶部电池包托盘(263)的上面，, 第7步、摆渡机器人(45)沿着摆渡机器人行走钢轨(230)轨道行走至四柱举升机(341)下，摆渡机器人(45)完成X/Y方向定位后，机器人上升的过程利用超声测距传感器的输出与液压机构编码器的输出差值运算后，作为PID控制器的输入对比例流量阀进行PID控制，当液压机构举升至预期位置停止上升，定位准确，由远程监控中心(1)向摆渡机器人(45)发出开始安装第二电池包(189)的指令，摆渡机器人(45)托举着第二电池包(189)到达电动汽车底盘下部第二电池包安装位置(205)，电池包托盘(263)顶住第二电池包(189)到第二电池包安装位置(205)，远程监控中心(1)操控人员启动控制第二电池包机器人系统(199)开始工作，推着第二电池包(189)移动使第二电池包第一固定平台(191)逐步进入到电池支架第二承重台(215)上，接电器第二插头(190)与第二电池包接电器插座(231)紧密接触，第二电池包(189)安装完毕，控制第二电池包机器人系统(199)停止工作，远程监控中心(1)向摆渡机器人(45)发出第二电池包(189)安装完毕的指令，摆渡机器人(45)沿着摆渡机器人行走钢轨(230)轨道离开四柱举升机(341)，, 第8步、电池更换过程结束，四柱举升机(341)落下，驾驶员驾驶电动汽车(3)驶离电动汽车电池更换站(42)，, 第9步、远程监控中心(1)发出电池更换完毕信号，电动汽车电池更换站(42)完成原点复位。 | CN | China | Active | G | True |
| 212 | 电池控制系统、车辆及平衡牵引电池的电池单元的方法 \n | CN104868519B | 技术领域本申请总体上涉及牵引电池单元平衡。背景技术混合动力电动车辆和纯电动车辆依靠牵引电池来提供用于推进车辆的动力。为了确保车辆的优化操作，可监测牵引电池的各种特性。一个有用的特性是：电池功率容量，指示电池在给定的时间可以供应多少电力或者可以吸收多少电力。另一个有用的特性是：电池荷电状态，指示在电池中储存的电荷的量。对于在充电/放电、将电池保持在安全的操作极限内以及使电池单元平衡期间控制电池的操作而言，电池特性是重要的。可以直接或间接测量电池特性。可以利用传感器直接测量电池电压和电流。其他的电池特定可能需要首先估计电池的一个或更多个参数。被估计的参数可包括与牵引电池相关联的电阻、电容以及电压。接着，可从所估计的电池参数中计算出电池特性。包括实现卡尔曼滤波器模型来递归地估计模型参数的许多现有技术方案适用于估计电池参数。发明内容一种电池控制系统包括：牵引电池，包括多个电池单元；至少一个控制器。所述至少一个控制器被配置为：产生电池单元的模型参数估计值；当持续激励条件和估计收敛条件被满足时，响应于电池单元之间的荷电状态差异的幅值大于预定值，根据从模型参数估计值获得的荷电状态而平衡电池单元。当满足下面的条件式时，持续激励条件可被满足：\n\n其中，Tpe是积分间隔，Vt是端电压，Voc是开路电压，i是电流，α0和α1是预定值。当模型参数估计值中的至少一个和相对应的模型参数测量值之间的误差幅值小于预定阈值持续预定时间段时，可满足估计收敛条件。所述至少一个控制器还可被配置为：在不影响车辆的加速度的情况下，响应于持续激励条件和估计收敛条件中的至少一个未被满足，使电池功率需求的预定数量的频率分量幅度超出所述预定幅值。一种车辆包括：牵引电池，包括多个电池单元；至少一个控制器。所述至少一个控制器被配置为：当持续激励条件和估计收敛条件被满足时，响应于电池单元之间的荷电状态差异的幅值大于预定值，根据从电池单元模型参数估计值获得的荷电状态而平衡电池单元。当满足下面的条件式时，可满足持续激励条件：\n\n其中，Tpe是积分间隔，Vt是端电压，Voc是开路电压，i是电流，α0和α1是预定值。当模型参数估计值中的至少一个和相对应的模型参数测量值之间的误差幅值小于预定阈值持续预定时间段时，可满足估计收敛条件。所述至少一个控制器还可被配置为：响应于电池单元之间的荷电状态差异的幅值小于预定值，结束平衡电池单元。所述至少一个控制器还可被配置为：在平衡电池单元期间，当持续激励条件和估计收敛条件被满足时，响应于电池单元之间的荷电状态差异的幅值小于预定值，结束平衡电池单元。所述至少一个控制器还可被配置为：在不影响车辆的加速度的情况下，响应于在开始电池单元平衡之后持续激励条件和估计收敛条件未被满足持续预定时间段，使电池功率需求的预定数量的频率分量幅度超出预定幅值。所述至少一个控制器还可被配置为：当持续激励条件和估计收敛条件在预定的时间被满足时，响应于电池单元之间的荷电状态差异的幅值大于预定值，在预定的时间平衡电池单元。所述至少一个控制器还可被配置为：在不影响车辆的加速度的情况下，响应于持续激励条件和估计收敛条件在预定时间未被满足，使电池功率需求的预定数量的频率分量幅度超出预定幅值。一种通过至少一个控制器来平衡牵引电池的电池单元的方法包括：在获得电池单元的第一荷电状态组之后，响应于持续激励条件和估计收敛条件被满足，基于电池单元之间的第一荷电状态的差异的幅值大于预定值，启动电池单元平衡；在获得电池单元的第二荷电状态组之后，响应于持续激励条件和估计收敛条件被满足，基于电池单元之间的第二荷电状态的差异的幅值小于预定值，结束电池单元平衡。当满足下面的条件式时，可满足持续激励条件：\n\n其中，Tpe是积分间隔，Vt是端电压，Voc是开路电压，i是电流，α0和α1是预定值。当模型参数估计值和相对应的模型参数测量值之间的误差幅值小于预定阈值持续预定时间段时，可满足估计收敛条件。所述方法还可包括：允许在预定的时间启动电池单元平衡。所述方法还可包括：在不影响车辆的加速度的情况下，响应于在所述预定的时间之前持续激励条件和估计收敛条件在预定时间间隔内未被满足，使电池功率需求的预定数量的频率分量幅度超出预定幅值。所述方法还可包括：在不影响车辆的加速度的情况下，响应于在启动电池单元平衡之后在预定量的时间内没有结束电池单元平衡，使电池功率需求的预定数量的频率分量幅度超出预定幅值。所述方法还可包括：将单个点火循环内的电池单元平衡循环的数量限制为少于预定数量的循环。附图说明图1是示出了典型的动力传动系和能量储存组件的混合动力车辆的示意图。图2是示出了包括多个电池单元且由电池控制模块监测与控制的可能的电池组布置的示意图。图3是示例性的电池单元等效电路的示意图。图4是示出了针对典型的电池单元的可能的开路电压(Voc，open-circuitvoltage)与电池荷电状态(SOC，state of charge)的关系的曲线图。图5是结合牵引电池的主动激励(active excitation)来计算电池容量的可能的方法的流程图。图6是利用牵引电池的主动激励来估计电池参数的可能的方法的流程图。图7是描绘了用于描述牵引电池的主动激励的可能的功率流的示意图。图8是利用牵引电池的主动激励来执行单元平衡的可能的方法的流程图。具体实施方式在此描述了本公开的实施例。然而，应理解的是，所公开的实施例仅为示例，并且其它实施例可以以多种和替代形式实施。附图不一定按比例绘制；可放大或缩小一些特征以示出特定组件的细节。因此，在此所公开的具体结构和功能性细节不应解释为限制，而仅为用于教导本领域技术人员多样地采用本发明的代表性基础。如本领域的普通技术人员将理解的是，参照任一附图示出和描述的多个特征可与一个或更多个其它附图中示出的特征相组合，以产生未明确示出或描述的实施例。示出的特征的组合提供用于典型应用的代表性实施例。然而，与本公开的教导一致的特征的多种组合和修改可被期望用于特定应用或实施方式。图1描绘了典型的插电式混合动力电动车辆(HEV)。典型的插电式混合动力电动车辆12可包括机械地连接至混合动力变速器16的一个或更多个电机14。电机14可能够作为电动机或发电机而操作。此外，混合动力变速器16机械地连接至发动机18。混合动力变速器16还机械地连接至驱动轴20，驱动轴20机械地连接至车轮22。当发动机18开启或关闭时，电机14可提供推进力或减速能力。电机14也用作发电机，并且可通过回收在摩擦制动系统中通常将作为热损失掉的能量而提供燃料经济性效益。通过允许发动机18在更高效的转速下运转并允许混合动力电动车辆12在发动机18在特定状况下关闭时按照电动模式运转，电机14还可以提供减少车辆排放物。牵引电池或电池组24储存可以由电机14使用的能量。车辆电池组24通常提供高压直流(DC)输出。牵引电池24可通过一个或更多个接触器42电连接至一个或更多个电力电子模块(power electronics module)26。当一个或更多个接触器42断开时，可使牵引电池24与其他组件隔绝；当一个或更多个接触器42闭合时，可使牵引电池24连接到其他组件。电力电子模块26还电连接至电机14，并且提供在牵引电池24与电机14之间双向传输能量的能力。例如，典型的牵引电池24可以提供DC电压，而电机14可能需要三相交流(AC)电流来运转。电力电子模块26可以将DC电压转换为电机14所需要的三相AC电流。在再生模式下，电力电子模块26可将来自用作发电机的电机14的三相AC电流转换为牵引电池24所需要的DC电压。在此进行的描述同样可应用于纯电动车辆。对于纯电动车辆，混合动力变速器16可以是连接至电机14的齿轮箱，并且可不存在发动机18。牵引电池24除了提供用于推进的能量之外，还可以提供用于其它的车辆电气系统的能量。典型的系统可包括将牵引电池24的高压DC输出转换为与其它的车辆负载兼容的低压DC电源的DC/DC转换器模块28。其它高压负载(诸如压缩机和电加热器)可直接连接至高压，而不需要使用DC/DC转换器模块28。低压系统电连接至辅助电池30(例如，12V电池)。车辆12可以是电动车辆或插电式混合动力车辆，在所述车辆中可以通过外部电源36对牵引电池24进行再充电。外部电源36可以连接到电插座。外部电源36可以电连接至电动车辆供应设备(EVSE)38。EVSE 38可提供电路，并进行控制以调节并管理在外部电源36与车辆12之间的能量传输。外部电源36可以向EVSE 38提供DC或AC电力。EVSE 38可以具有充电连接器40，充电连接器40用于插入到车辆12的充电端口34中。充电端口34可以是被配置为从EVSE 38向车辆12传输电力的任何类型的端口。充电端口34可以电连接至充电器或车载电力转换模块32。电力转换模块32可以调节从EVSE 38供应的电力，以向牵引电池24提供适合的电压和电流水平。电力转换模块32可以与EVSE 38进行接口连接，以协调将电力传输至车辆12。EVSE连接器40可具有引脚，所述引脚与充电端口34的相对应的凹陷紧密配合。可选地，被描述为电连接的多个组件可利用无线感应耦合来传输电力。可以设置一个或更多个车轮制动器44，以用于对车轮12减速并防止车辆12的移动。车轮制动器44可以液压致动、电致动或其特定组合。车轮制动器44可以是制动系统50的一部分。制动系统50可包括操作车轮制动器44所需的其他组件。为了简化，附图仅描绘了车轮制动器44中的一个与制动系统50之间的单个连接(single connection)。暗含了制动系统50与其他车轮制动器44之间的连接。制动系统50可包括控制器，以监测并调节制动系统50。制动系统50可监测制动组件并控制车轮制动器44，以实现期望的操作。制动系统50可对驾驶者命令做出响应，并且可以自主操作，以实现诸如稳定控制的功能。制动系统50的控制器可实现一种在另一控制器或子功能请求制动力时施加所请求的制动力的方法。一个或更多个电力负载46可连接至高压总线。电力负载46可具有相关联的控制器，所述控制器用于在适当时操作电力负载46。电力负载46的示例可以是加热模块或空调模块。所讨论的各种组件可具有一个或者更多个相关联的控制器，以控制并监测组件的操作。控制器可经由串行总线(例如，控制器局域网(CAN))或经由离散的导体进行通信。此外，可存在系统控制器48，以调节各种组件的操作。可以通过多种化学配方构建牵引电池24。典型的电池组的化学成分可以是铅酸、镍金属氢化物(NIMH)或锂离子。图2示出了N个电池单元72简单串联配置的典型的牵引电池组24。然而，其它电池组24可由任何数量的单独的电池单元按照串联或并联或它们的特定组合连接而组成。典型的系统可具有一个或更多个控制器(诸如用于监测并控制牵引电池24的性能的电池能量控制模块(BECM)76)。BECM 76可以监测多个电池组水平特性(诸如电池组电流78、电池组电压80以及电池组温度82)。BECM 76可具有非易失性存储器，使得当BECM 76处于关闭状态时，数据也可被保留。所保留的数据可以在下一个点火循环时被使用。除了测量和监测电池组水平特性外，还可测量和监测电池单元72的水平特性。例如，可以测量每个单元72的端电压(terminal voltage)、电流和温度。系统可使用传感器模块74来测量电池单元72的特性。根据性能，传感器模块74可以测量一个或多个电池单元72的特性。电池组24可利用多达Nc个传感器模块74来测量所有电池单元72的特性。每个传感器模块74可将测量值传输至BECM 76，以进行进一步处理和协调。传感器模块74可将模拟形式或数字形式的信号传输至BECM 76。在一些实施例中，传感器模块74的功能可以被集成到BECM 76中。即，传感器模块74的硬件可以被集成作为BECM 76中的电路的一部分，并且BECM76可以进行原始信号的处理。计算电池组的各种特性将会是有用的。诸如电池功率容量和电池荷电状态的量可有用于控制电池组以及从电池组接收电力的任何电负载的操作。电池功率容量是电池能够提供的功率的最大量或者电池可以接收的功率的最大量的测量值。得知电池功率容量，以管理电负载，使得所请求的功率在电池能够处理的极限内。电池组荷电状态(SOC)给出电池组中剩余多少电荷的指示。电池组SOC可以是通知驾驶者在电池组中剩余多少电荷的输出(类似于燃料计)。电池组SOC也可用于控制电动车辆或混合动力电动车辆的操作。可以通过多种方法来实现电池组SOC的计算。计算电池SOC的一种可能的方法是：执行电池组电流关于时间的积分。这是本领域公知的安培-小时积分。这一方法的一个可能的缺点是：电流测量可能存在噪声。由于这一噪声信号关于时间的积分而可能导致荷电状态的可能的不准确。电池单元可被建模为电路。图3示出了一个可能的电池单元等效电路模型(ECM)。电池单元可被建模为电压源(Voc)100，电压源(Voc)100具有相关联的电阻(102和104)和电容106。Voc 100表示电池的开路电压。所述模型包括内电阻r1 102、电荷转移电阻r2 104和双电层电容C 106。电压V1 112是由于电流114流经电路所引起的内电阻r1 102两端的电压降。电压V2 110是由于电流114流经r2 104和C 106的并联组合所引起的所述并联组合两端的电压降。电压Vt 108是电池的端子之间的电压(端电压)。由于电池单元阻抗，所以端电压Vt 108可不与开路电压Voc 100相同。开路电压Voc100不容易被测量，而只有电池单元的端电压108易于被测量。当在足够长的时间段内没有电流114流动时，端电压108可与开路电压100相同。需要足够长的时间段来使电池的内部动态达到稳定状态。当电流114流动时，Voc 100不能被容易地测量，并且需要基于电路模型来推测Voc 100的值。阻抗参数r1、r2和C的值可能是已知的或未知的。所述参数的值可取决于电池的化学特性。对于典型的锂离子电池单元来说，SOC与开路电压(Voc)之间存在使得Voc＝f(SOC)的关系。图4示出了作为SOC的函数的开路电压Voc的典型的曲线124。可以从电池特性的分析或者从电池单元的测试来确定SOC与Voc之间的关系。所述函数可以使得SOC可被计算为f-1(Voc)。可以通过控制器内的查找表或等效方程式实现所述函数或反函数。曲线124的精确形状可基于锂离子电池的特定配方而变化。电压Voc可随着电池充电和放电的结果而变化。项“df(soc)/dsoc”表示曲线124的斜率。电池参数估计电池阻抗参数r1、r2和C的值可随着电池的操作状况而变化。所述值可作为电池温度的函数而变化。例如，电阻值r1和r2可随着温度升高而减小，电容C可随着温度升高而增大。所述值也可取决于电池的荷电状态。电池阻抗参数r1、r2和C的值也可随着电池的使用寿命而变化。例如，在电池的使用寿命期间，电阻值可增大。在电池的使用寿命期间，电阻的增大可以变化而作为温度和荷电状态的函数。较高的电池温度会导致电池电阻随着时间而较大的增加。例如，在一段时间内，在80℃下操作的电池的电阻会比在50℃下操作的电池的电阻增大更多。在恒定温度下，在50％荷电状态下操作的电池的电阻会比在90％荷电状态下操作的电池的电阻增大更多。这些关系可依靠电池化学特性。利用电池阻抗参数的恒定值的车辆动力率系统可能不准确地计算其他电池特性(诸如荷电状态)。实际上，可期望在车辆操作期间估计阻抗参数值，从而连续地分析参数的变化。可利用模型来估计电池的各种阻抗参数。所述模型可以是图3中的等效电路模型。所述等效电路模型的控制方程可书写如下：\n\nVt＝Voc-V2-r1*i (2)\n\n其中，Q是电池容量，η是充电/放电效率，i是电流，是V2基于时间的导数，是Voc基于时间的导数，dVoc/dSOC是Voc基于SOC的导数。联立等式(1)至等式(3)，产生下面的等式：\n\n\n\n等式(4)和等式(5)的观测器可表示如下：\n\n\n\n其中，Vt(t)是测量的电池单元端电压，是电池单元端电压的估计值，是电池单元开路电压的估计值，是电容元件两端的电压的估计值，L是所选择的在所有的状况下使动态误差稳定的增益矩阵。上面的模型提供了开路电压和ECM的电容网两端的电压的估计。如果观测误差接近于零，则可认为估计值足够准确。上面的模型依靠阻抗参数值(诸如r1、r2和C)。为了使模型准确，需要知道具有足够准确度的参数值。由于所述参数值可随着时间变化，所以可期望估计所述参数值。从上面得到的电池参数获得模型的可能的表达式可如下：\n\n基于卡尔曼滤波器的递归参数估计方案可用于估计等式(6)和等式(7)的观测器的阻抗参数(r1、r2和C)。这些参数的离散形式可被表达为系统状态的函数，如下所示：\n\n可通过将等式(8)表示为下面的形式来实现卡尔曼滤波器递归参数估计：Y(k)＝ΦT(k)*Θ(k) (10)其中，Φ称为回归量，Θ是参数矢量。接着，可通过下面的等式来表示卡尔曼滤波器估计方案：\n\nK(k+1)＝Q(k+1)*Φ(k+1) (12)\n\n\n\n其中，是从等式(8)得到的参数的估计值，K、Q和P是如示计算得到的，R1和R2是恒量。在利用卡尔曼滤波器算法计算参数之后，可在等式(6)和等式(7)中利用所述参数，以获得状态变量的估计值。一旦估计了Voc，则可以根据图4来确定SOC的值。也可以利用其它参数估计方案，诸如最小二乘估计。上面的参数估计需要Voc的值。可以从等式(3)计算Voc。当在电池休眠之后点火循环开始时，可以认为端电压和开路电压是相同的。端电压的测量值可用作Voc的起始值。接着，可利用等式(3)来估计作为电流的函数的开路电压。一旦得到相当准确的参数估计值，则可以使用从等式(6)和等式(7)中推导出的开路电压估计值。一个可能的模型可考虑电流(i)作为输入，电压(V2)作为状态，项(Voc–Vt)作为输出。电池阻抗参数(r1、r2和C)或其多种组合可被看作将要被识别的状态。一旦识别了电池ECM参数和其它未知量，就可以基于电池电压和电流的操作极限以及当前的电池状态来计算SOC和功率容量。可以基于单个电池单元或者基于整个电池组而测量多个值。例如，可以针对牵引电池的每个电池单元测量端电压Vt。由于相同的电流可流经每个电池单元，所以可测量整个牵引电池的电流i。不同的电池组构造可能需要测量值的不同的组合。可对每个电池单元执行估计模型，接着，可将电池单元值组合，以实现整个电池组值。另一个可能的实施方式可利用扩展卡尔曼滤波器(EKF，Extended KalmanFilter)。EKF是由下面形式的等式来控制的动态系统：xk＝f(xk-1，uk-1，wk-1) (15)zk＝h(xk，vk-1) (16)其中，xk可包括状态V2和其他电池ECM参数；uk是输入(例如，电池电流)；wk是过程噪声；zk可以是输出(例如，Voc–Vt)；vk是测量噪声。针对等效模型的控制等式的可能的一组状态可被选择如下：\n\n离散时间或连续时间内的等式(1)和等式(2)的相对应的状态空间等式可被表示为等式(3)和等式(4)的形式。基于所描述的系统模型，可设计观测器来估计扩展状态(x1、x2、x3和x4)。一旦估计了所述状态，电压和阻抗参数(V2、r1、r2和C)就可被计算为所述状态的函数，具体如下：\n\n\n\n\n\n\n\n整组EKF等式由时间更新等式和测量更新等式构成。EKF时间更新等式可将状态和协方差估计从先前时间步(time step)映射到当前时间步：\n\n\n\n其中，表示xk的先验估计(priori estimate)；表示先验估计误差协方差矩阵；AK表示函数f(x,u,w)关于x的偏导数的雅可比矩阵；PK-1表示上一步的后验估计误差矩阵(posteriori estimate error matrix)；表示矩阵AK的转置矩阵；WK表示函数f(x,u,w)关于过程噪声变量w的偏导数的雅可比矩阵；QK-1表示过程噪声协方差矩阵；表示矩阵WK的转置矩阵。可以从通过将系统等式和系统状态组合而限定的一组状态等式来构建矩阵AK。在这种情形下，输入u可包括电流测量值i。测量更新等式借助于测量来校正状态和协方差估计：\n\n\n\n\n\n其中，KK表示EKF增益；HK表示h关于x的偏导数的雅可比矩阵；是矩阵HK的转置矩阵；RK表示测量噪声协方差矩阵；VK表示h关于测量噪声变量v的偏导数的雅可比矩阵；ZK表示测量的输出值；是矩阵VK的转置矩阵。在EKF模型中，可假设电阻参数和电容参数缓慢地变化，并且导数为零。估计目标值可以用于识别电路参数的随时间变化的值。在上面的模型中，阻抗参数可被识别为：r1、r2和C。更多的综合模型可以另外将Voc估计为随时间变化的参数。其他模型构想可包括另一RC对，以表现缓慢电压恢复动态和快速电压恢复动态。这些构想可以增加模型中状态的数量。可基于所识别的参数计算其他电池特性，或者可将其他电池特性估计为模型的一部分。本领域普通技术人员可构建并实现给定一组模型等式的EKF。上述的等式系统是针对电池系统的系统模型的一个示例。其他构想也是可能的，所描述的方法将同样很好地用于其他构想。在上述示例中，i和Vt可以是测定量。可以从测定量和来自EKF的参数估计值来推导出量Voc。一旦已知了Voc，则可以基于图4计算荷电状态。得知上述参数，可以利用一个参数来计算其他电池特性。电池容量估计存在电池容量估计算法的两个主要类别。第一类别将计算建立在容量的定义(电池吞吐量(throughput)除以荷电状态(SOC)值的差异)的基础上。这一方法是基于不依赖电池容量而获得的两个单独的SOC值的获知。所述计算可被表示如下：\n\n其中，SOCi和SOCf分别是在时间Ti和Tf的荷电状态。电池吞吐量可被定义为电流关于时间段的积分。当在控制器中实现时，所述积分可由电流值乘以采样时间然后求和来替代。在现有技术中，存在利用上述构想的系统。一个现有技术的方法是获得两个点火开关接通/点火开关断开循环内的荷电状态值。对于锂离子电池，公知的是在电池休眠足够长时间后，端电压将非常接近电池的开路电压(即，Vt＝Voc)。可在点火时测量端电压，从开路电压得到荷电状态(例如，图4)。吞吐量可在每个点火循环期间被计算并被储存在非易失性存储中，以在下一个点火循环中使用。容量定义方法的准确性取决于多个因素。所述计算依靠点火开关接通循环和点火开关断开循环(两个循环)，以获得SOC差异。两个点火循环必须间隔开足够的时间，使得电池充分地休眠以及足够的电流吞吐量流经电池。结果还取决于针对开路电压值的点火电压读数。为了计算吞吐量，必须使用电流积分，电流积分包括电流传感器不准确度和电流积分误差。可能没有考虑在点火开关断开周期期间的漏电流。此外，两个点火开关循环之间的温度变化可能较大。这些不准确性的结果是：利用这一方法会导致难以准确地计算电池容量。具体地，由于所描述的不准确性，可能导致无法识别电池容量的较小的变化。电压传感器不准确度对电池容量的影响使用上述点火开关接通循环和点火开关断开循环可被表示如下：\n\n | 本发明提供一种电池控制系统、车辆及平衡牵引电池的电池单元的方法。混合动力电动车辆和纯电动车辆包括由多个电池单元构成的牵引电池。在重复的充电和放电循环期间，各个电池单元的荷电状态可能彼此不同。为了优化牵引电池使用，期望使电池单元的荷电状态相同。电池单元平衡可以使荷电状态相同并使电池性能提高。为了达到合适的电池单元平衡，应该得知每个电池单元的准确的荷电状态值。当持续激励条件和估计收敛条件被满足时，可得到准确的荷电状态值。如果所述条件没有被满足，则可执行电池的主动激励，以增大满足所述条件的机会。可以根据当所述条件被满足时估计的荷电状态值而启动电池单元平衡和结束电池单元平衡。 | CN:201510087883.9A | https://patentimages.storage.googleapis.com/1c/a7/03/fb5a2b56ac13e4/CN104868519B.pdf | CN:104868519:B | 李勇华 | Ford Global Technologies LLC | CN:101641606:A, US:7973424, CN:102253342:A, CN:102455411:A | Not available | 2018-11-27 | 1.一种电池控制系统，包括：, 牵引电池，包括多个电池单元；, 至少一个控制器，被配置为：产生电池单元的模型参数估计值；当持续激励条件和估计收敛条件被满足时，响应于电池单元之间的荷电状态差异的幅值大于预定值，根据从模型参数估计值获得的荷电状态而平衡电池单元。, \n \n, 2.根据权利要求1所述的电池控制系统，其中，当满足下面的条件式时，满足持续激励条件：, \n\n, 其中，Tpe是积分间隔，Vt是端电压，Voc是开路电压，i是电流，I是单位矩阵，t0是积分间隔的起始时间，τ是时间变量，α0和α1是预定值。, \n \n, 3.根据权利要求1所述的电池控制系统，其中，当模型参数估计值中的至少一个和相对应的模型参数测量值之间的误差幅值小于预定阈值持续预定时间段时，满足估计收敛条件。, \n \n, 4.根据权利要求1所述的电池控制系统，其中，所述至少一个控制器还被配置为：在不影响车辆的加速度的情况下，响应于持续激励条件和估计收敛条件中的至少一个未被满足，使电池功率需求的预定数量的频率分量幅度超出预定幅值。 | CN | China | Active | H | True |
| 213 | Vehicle battery maintenance device \n | US11513160B2 | The present application is based on and claims the benefit of U.S. provisional patent application Ser. No. 62/772,882, filed Nov. 29, 2018, the content of which is hereby incorporated by reference in its entirety.\nThe present invention relates to battery maintenance devices of the type used to maintain or monitor a battery of an automotive vehicle. More specifically, the present invention relates to battery rating requirements associated with a particular vehicle.\nVarious types of battery testers and charging equipment are known in the art. Examples of various battery testers, chargers and monitors are forth in: U.S. Pat. No. 3,873,911, issued Mar. 25, 1975, to Champlin; U.S. Pat. No. 3,909,708, issued Sep. 30, 1975, to Champlin; U.S. Pat. No. 4,816,768, issued Mar. 28, 1989, to Champlin; U.S. Pat. No. 4,825,170, issued Apr. 25, 1989, to Champlin; U.S. Pat. No. 4,881,038, issued Nov. 14, 1989, to Champlin; U.S. Pat. No. 4,912,416, issued Mar. 27, 1990, to Champlin; U.S. Pat. No. 5,140,269, issued Aug. 18, 1992, to Champlin; U.S. Pat. No. 5,343,380, issued Aug. 30, 1994; U.S. Pat. No. 5,572,136, issued Nov. 5, 1996; U.S. Pat. No. 5,574,355, issued Nov. 12, 1996; U.S. Pat. No. 5,583,416, issued Dec. 10, 1996; U.S. Pat. No. 5,585,728, issued Dec. 17, 1996; U.S. Pat. No. 5,589,757, issued Dec. 31, 1996; U.S. Pat. No. 5,592,093, issued Jan. 7, 1997; U.S. Pat. No. 5,598,098, issued Jan. 28, 1997; U.S. Pat. No. 5,656,920, issued Aug. 12, 1997; U.S. Pat. No. 5,757,192, issued May 26, 1998; U.S. Pat. No. 5,821,756, issued Oct. 13, 1998; U.S. Pat. No. 5,831,435, issued Nov. 3, 1998; U.S. Pat. No. 5,871,858, issued Feb. 16, 1999; U.S. Pat. No. 5,914,605, issued Jun. 22, 1999; U.S. Pat. No. 5,945,829, issued Aug. 31, 1999; U.S. Pat. No. 6,002,238, issued Dec. 14, 1999; U.S. Pat. No. 6,037,751, issued Mar. 14, 2000; U.S. Pat. No. 6,037,777, issued Mar. 14, 2000; U.S. Pat. No. 6,051,976, issued Apr. 18, 2000; U.S. Pat. No. 6,081,098, issued Jun. 27, 2000; U.S. Pat. No. 6,091,245, issued Jul. 18, 2000; U.S. Pat. No. 6,104,167, issued Aug. 15, 2000; U.S. Pat. No. 6,137,269, issued Oct. 24, 2000; U.S. Pat. No. 6,163,156, issued Dec. 19, 2000; U.S. Pat. No. 6,172,483, issued Jan. 9, 2001; U.S. Pat. No. 6,172,505, issued Jan. 9, 2001; U.S. Pat. No. 6,222,369, issued Apr. 24, 2001; U.S. Pat. No. 6,225,808, issued May 1, 2001; U.S. Pat. No. 6,249,124, issued Jun. 19, 2001; U.S. Pat. No. 6,259,254, issued Jul. 10, 2001; U.S. Pat. No. 6,262,563, issued Jul. 17, 2001; U.S. Pat. No. 6,294,896, issued Sep. 25, 2001; U.S. Pat. No. 6,294,897, issued Sep. 25, 2001; U.S. Pat. No. 6,304,087, issued Oct. 16, 2001; U.S. Pat. No. 6,310,481, issued Oct. 30, 2001; U.S. Pat. No. 6,313,607, issued Nov. 6, 2001; U.S. Pat. No. 6,313,608, issued Nov. 6, 2001; U.S. Pat. No. 6,316,914, issued Nov. 13, 2001; U.S. Pat. No. 6,323,650, issued Nov. 27, 2001; U.S. Pat. No. 6,329,793, issued Dec. 11, 2001; U.S. Pat. No. 6,331,762, issued Dec. 18, 2001; U.S. Pat. No. 6,332,113, issued Dec. 18, 2001; U.S. Pat. No. 6,351,102, issued Feb. 26, 2002; U.S. Pat. No. 6,359,441, issued Mar. 19, 2002; U.S. Pat. No. 6,363,303, issued Mar. 26, 2002; U.S. Pat. No. 6,377,031, issued Apr. 23, 2002; U.S. Pat. No. 6,392,414, issued May 21, 2002; U.S. Pat. No. 6,417,669, issued Jul. 9, 2002; U.S. Pat. No. 6,424,158, issued Jul. 23, 2002; U.S. Pat. No. 6,441,585, issued Aug. 17, 2002; U.S. Pat. No. 6,437,957, issued Aug. 20, 2002; U.S. Pat. No. 6,445,158, issued Sep. 3, 2002; U.S. Pat. Nos. 6,456,045; 6,466,025, issued Oct. 15, 2002; U.S. Pat. No. 6,465,908, issued Oct. 15, 2002; U.S. Pat. No. 6,466,026, issued Oct. 15, 2002; U.S. Pat. No. 6,469,511, issued Nov. 22, 2002; U.S. Pat. No. 6,495,990, issued Dec. 17, 2002; U.S. Pat. No. 6,497,209, issued Dec. 24, 2002; U.S. Pat. No. 6,507,196, issued Jan. 14, 2003; U.S. Pat. No. 6,534,993; issued Mar. 18, 2003; U.S. Pat. No. 6,544,078, issued Apr. 8, 2003; U.S. Pat. No. 6,556,019, issued Apr. 29, 2003; U.S. Pat. No. 6,566,883, issued May 20, 2003; U.S. Pat. No. 6,586,941, issued Jul. 1, 2003; U.S. Pat. No. 6,597,150, issued Jul. 22, 2003; U.S. Pat. No. 6,621,272, issued Sep. 16, 2003; U.S. Pat. No. 6,623,314, issued Sep. 23, 2003; U.S. Pat. No. 6,633,165, issued Oct. 14, 2003; U.S. Pat. No. 6,635,974, issued Oct. 21, 2003; U.S. Pat. No. 6,696,819, issued Feb. 24, 20144; U.S. Pat. No. 6,707,303, issued Mar. 16, 2004; U.S. Pat. No. 6,737,831, issued May 18, 2004; U.S. Pat. No. 6,744,149, issued Jun. 1, 2004; U.S. Pat. No. 6,759,849, issued Jul. 6, 2004; U.S. Pat. No. 6,781,382, issued Aug. 24, 2004; U.S. Pat. No. 6,788,025, filed Sep. 7, 2004; U.S. Pat. No. 6,795,782, issued Sep. 21, 2004; U.S. Pat. No. 6,805,090, filed Oct. 19, 2004; U.S. Pat. No. 6,806,716, filed Oct. 19, 2004; U.S. Pat. No. 6,850,037, filed Feb. 1, 2005; U.S. Pat. No. 6,850,037, issued Feb. 1, 2005; U.S. Pat. No. 6,871,151, issued march 22, 2005; U.S. Pat. No. 6,885,195, issued Apr. 26, 2005; U.S. Pat. No. 6,888,468, issued May 3, 2005; U.S. Pat. No. 6,891,378, issued May 10, 2005; U.S. Pat. No. 6,906,522, issued Jun. 14, 2005; U.S. Pat. No. 6,906,523, issued Jun. 14, 2005; U.S. Pat. No. 6,909,287, issued Jun. 21, 2005; U.S. Pat. No. 6,914,413, issued Jul. 5, 2005; U.S. Pat. No. 6,913,483, issued Jul. 5, 2005; U.S. Pat. No. 6,930,485, issued Aug. 16, 2005; U.S. Pat. No. 6,933,727, issued Aug. 23, 200; U.S. Pat. No. 6,941,234, filed Sep. 6, 2005; U.S. Pat. No. 6,967,484, issued Nov. 22, 2005; U.S. Pat. No. 6,998,847, issued Feb. 14, 2006; U.S. Pat. No. 7,003,410, issued Feb. 21, 2006; U.S. Pat. No. 7,003,411, issued Feb. 21, 2006; U.S. Pat. No. 7,012,433, issued Mar. 14, 2006; U.S. Pat. No. 7,015,674, issued Mar. 21, 2006; U.S. Pat. No. 7,034,541, issued Apr. 25, 2006; U.S. Pat. No. 7,039,533, issued May 2, 2006; U.S. Pat. No. 7,058,525, issued Jun. 6, 2006; U.S. Pat. No. 7,081,755, issued Jul. 25, 2006; U.S. Pat. No. 7,106,070, issued Sep. 12, 2006; U.S. Pat. No. 7,116,109, issued Oct. 3, 2006; U.S. Pat. No. 7,119,686, issued Oct. 10, 2006; and U.S. Pat. No. 7,126,341, issued Oct. 24, 2006; U.S. Pat. No. 7,154,276, issued Dec. 26, 2006; U.S. Pat. No. 7,198,510, issued Apr. 3, 2007; U.S. Pat. No. 7,363,175, issued Apr. 22, 2008; U.S. Pat. No. 7,208,914, issued Apr. 24, 2007; U.S. Pat. No. 7,246,015, issued Jul. 17, 2007; U.S. Pat. No. 7,295,936, issued Nov. 13, 2007; U.S. Pat. No. 7,319,304, issued Jan. 15, 2008; U.S. Pat. No. 7,363,175, issued Apr. 22, 2008; U.S. Pat. No. 7,398,176, issued Jul. 8, 2008; U.S. Pat. No. 7,408,358, issued Aug. 5, 2008; U.S. Pat. No. 7,425,833, issued Sep. 16, 2008; U.S. Pat. No. 7,446,536, issued Nov. 4, 2008; U.S. Pat. No. 7,479,763, issued Jan. 20, 2009; U.S. Pat. No. 7,498,767, issued Mar. 3, 2009; U.S. Pat. No. 7,501,795, issued Mar. 10, 2009; U.S. Pat. No. 7,505,856, issued Mar. 17, 2009; U.S. Pat. No. 7,545,146, issued Jun. 9, 2009; U.S. Pat. No. 7,557,586, issued Jul. 7, 2009; U.S. Pat. No. 7,595,643, issued Sep. 29, 2009; U.S. Pat. No. 7,598,699, issued Oct. 6, 2009; U.S. Pat. No. 7,598,744, issued Oct. 6, 2009; U.S. Pat. No. 7,598,743, issued Oct. 6, 2009; U.S. Pat. No. 7,619,417, issued Nov. 17, 2009; U.S. Pat. No. 7,642,786, issued Jan. 5, 2010; U.S. Pat. No. 7,642,787, issued Jan. 5, 2010; U.S. Pat. No. 7,656,162, issued Feb. 2, 2010; U.S. Pat. No. 7,688,074, issued Mar. 30, 2010; U.S. Pat. No. 7,705,602, issued Apr. 27, 2010; U.S. Pat. No. 7,706,992, issued Apr. 27, 2010; U.S. Pat. No. 7,710,119, issued May 4, 2010; U.S. Pat. No. 7,723,993, issued May 25, 2010; U.S. Pat. No. 7,728,597, issued Jun. 1, 2010; U.S. Pat. No. 7,772,850, issued Aug. 10, 2010; U.S. Pat. No. 7,774,151, issued Aug. 10, 2010; U.S. Pat. No. 7,777,612, issued Aug. 17, 2010; U.S. Pat. No. 7,791,348, issued Sep. 7, 2010; U.S. Pat. No. 7,808,375, issued Oct. 5, 2010; U.S. Pat. No. 7,924,015, issued Apr. 12, 2011; U.S. Pat. No. 7,940,053, issued May 10, 2011; U.S. Pat. No. 7,940,052, issued May 10, 2011; U.S. Pat. No. 7,959,476, issued Jun. 14, 2011; U.S. Pat. No. 7,977,914, issued Jul. 12, 2011; U.S. Pat. No. 7,999,505, issued Aug. 16, 2011; U.S. Pat. No. D643,759, issued Aug. 23, 2011; U.S. Pat. No. 8,164,343, issued Apr. 24, 2012; U.S. Pat. No. 8,198,900, issued Jun. 12, 2012; U.S. Pat. No. 8,203,345, issued Jun. 19, 2012; U.S. Pat. No. 8,237,448, issued Aug. 7, 2012; U.S. Pat. No. 8,306,690, issued Nov. 6, 2012; U.S. Pat. No. 8,344,685, issued Jan. 1, 2013; U.S. Pat. No. 8,436,619, issued May 7, 2013; U.S. Pat. No. 8,442,877, issued May 14, 2013; U.S. Pat. No. 8,493,022, issued Jul. 23, 2013; U.S. Pat. No. D687,727, issued Aug. 13, 2013; U.S. Pat. No. 8,513,949, issued Aug. 20, 2013; U.S. Pat. No. 8,674,654, issued Mar. 18, 2014; U.S. Pat. No. 8,674,711, issued Mar. 18, 2014; U.S. Pat. No. 8,704,483, issued Apr. 22, 2014; U.S. Pat. No. 8,738,309, issued May 27, 2014; U.S. Pat. No. 8,754,653, issued Jun. 17, 2014; U.S. Pat. No. 8,872,516, issued Oct. 28, 2014; U.S. Pat. No. 8,872,517, issued Oct. 28, 2014; U.S. Pat. No. 8,958,998, issued Feb. 17, 2015; U.S. Pat. No. 8,963,550, issued Feb. 24, 2015; U.S. Pat. No. 9,018,958, issued Apr. 28, 2015; U.S. Pat. No. 9,052,366, issued Jun. 9, 2015; U.S. Pat. No. 9,201,120, issued Dec. 1, 2015; U.S. Pat. No. 9,229,062, issued Jan. 5, 20126; U.S. Pat. No. 9,244,100, issued Jan. 26, 2016; U.S. Pat. No. 9,274,157, issued Mar. 1, 2016; U.S. Pat. No. 9,312,575, issued Apr. 12, 2016; U.S. Pat. No. 9,335,362, issued May 10, 2016; U.S. Pat. No. 9,425,487, issued Aug. 23, 2016; U.S. Pat. No. 9,419,311, issued Aug. 16, 2016; U.S. Pat. No. 9,496,720, issued Nov. 15, 2016; U.S. Pat. No. 9,588,185, issued Mar. 7, 2017; U.S. Pat. No. 9,923,289, issued Mar. 20, 2018; U.S. Pat. No. 9,966,676, issued May 8, 2018; U.S. Pat. No. 10,046,649, issued Aug. 14, 2018; U.S. Pat. No. 10,222,397, issued Mar. 5, 2019; U.S. Pat. No. 10,317,468, issued Jun. 11, 2019; U.S. Pat. No. 10,429,449, issued Oct. 1, 2019; U.S. Ser. No. 09/780,146, filed Feb. 9, 2001, entitled STORAGE BATTERY WITH INTEGRAL BATTERY TESTER; U.S. Ser. No. 09/756,638, filed Jan. 8, 2001, entitled METHOD AND APPARATUS FOR DETERMINING BATTERY PROPERTIES FROM COMPLEX IMPEDANCE/ADMITTANCE; U.S. Ser. No. 09/862,783, filed May 21, 2001, entitled METHOD AND APPARATUS FOR TESTING CELLS AND BATTERIES EMBEDDED IN SERIES/PARALLEL SYSTEMS; U.S. Ser. No. 09/880,473, filed Jun. 13, 2001; entitled BATTERY TEST MODULE; U.S. Ser. No. 10/109,734, filed Mar. 28, 2002, entitled APPARATUS AND METHOD FOR COUNTERACTING SELF DISCHARGE IN A STORAGE BATTERY; U.S. Ser. No. 10/263,473, filed Oct. 2, 2002, entitled ELECTRONIC BATTERY TESTER WITH RELATIVE TEST OUTPUT; U.S. Ser. No. 09/653,963, filed Sep. 1, 2000, entitled SYSTEM AND METHOD FOR CONTROLLING POWER GENERATION AND STORAGE; U.S. Ser. No. 10/174,110, filed Jun. 18, 2002, entitled DAYTIME RUNNING LIGHT CONTROL USING AN INTELLIGENT POWER MANAGEMENT SYSTEM; U.S. Ser. No. 10/258,441, filed Apr. 9, 2003, entitled CURRENT MEASURING CIRCUIT SUITED FOR BATTERIES; U.S. Ser. No. 10/681,666, filed Oct. 8, 2003, entitled ELECTRONIC BATTERY TESTER WITH PROBE LIGHT; U.S. Ser. No. 11/207,419, filed Aug. 19, 2005, entitled SYSTEM FOR AUTOMATICALLY GATHERING BATTERY INFORMATION FOR USE DURING BATTERY TESTER/CHARGING, U.S. Ser. No. 11/356,443, filed Feb. 16, 2006, entitled ELECTRONIC BATTERY TESTER WITH NETWORK COMMUNICATION; U.S. Ser. No. 12/697,485, filed Feb. 1, 2010, entitled ELECTRONIC BATTERY TESTER; U.S. Ser. No. 12/769,911, filed Apr. 29, 2010, entitled STATIONARY BATTERY TESTER; U.S. Ser. No. 13/098,661, filed May 2, 2011, entitled METHOD AND APPARATUS FOR MEASURING A PARAMETER OF A VEHICLE ELECTRICAL SYSTEM; U.S. Ser. No. 13/152,711, filed Jun. 3, 2011, entitled BATTERY PACK MAINTENANCE FOR ELECTRIC VEHICLE; U.S. Ser. No. 14/039,746, filed Sep. 27, 2013, entitled BATTERY PACK MAINTENANCE FOR ELECTRIC VEHICLE; U.S. Ser. No. 14/565,689, filed Dec. 10, 2014, entitled BATTERY TESTER AND BATTERY REGISTRATION TOOL; U.S. Ser. No. 14/799,120, filed Jul. 14, 2015, entitled AUTOMOTIVE MAINTENANCE SYSTEM; U.S. Ser. No. 15/017,887, filed Feb. 8, 2016, entitled METHOD AND APPARATUS FOR MEASURING A PARAMETER OF A VEHICLE ELECTRICAL SYSTEM; U.S. Ser. No. 15/049,483, filed Feb. 22, 2016, entitled BATTERY TESTER FOR ELECTRIC VEHICLE; U.S. Ser. No. 15/077,975, filed Mar. 23, 2016, entitled BATTERY MAINTENANCE SYSTEM; U.S. Ser. No. 15/140,820, filed Apr. 28, 2016, entitled CALIBRATION AND PROGRAMMING OF IN-VEHICLE BATTERY SENSOR; U.S. Ser. No. 15/149,579, filed May 9, 2016, entitled BATTERY TESTER FOR ELECTRIC VEHICLE; U.S. Ser. No. 15/634,491, filed Jun. 27, 2017, entitled BATTERY CLAMP; U.S. Ser. No. 15/791,772, field Oct. 24, 2017, entitled ELECTRICAL LOAD FOR ELECTRONIC BATTERY TESTER AND ELECTRONIC BATTERY TESTER INCLUDING SUCH ELECTRICAL LOAD; U.S. Ser. No. 16/021,538, filed Jun. 28, 2018, entitled BATTERY PACK MAINTENANCE FOR ELECTRIC VEHICLE; U.S. Ser. No. 16/056,991, filed Aug. 7, 2018, entitled HYBRID AND ELECTRIC VEHICLE BATTERY PACK MAINTENANCE DEVICE, U.S. Ser. No. 16/253,526, filed Jan. 22, 2019, entitled HIGH CAPACITY BATTERY BALANCER; U.S. Ser. No. 16/253,549, filed Jan. 22, 2019, entitled HYBRID AND ELECTRIC VEHICLE BATTERY PACK MAINTENANCE DEVICE; U.S. Ser. No. 16/297,975, filed Mar. 11, 2019, entitled HIGH USE BATTERY PACK MAINTENANCE; all of which are incorporated herein by reference in their entireties.\nAn electronic battery tester or battery charger for testing or charging a storage battery including electrical connectors configured to electrically couple to a terminals of the storage battery. Circuitry couples to the electrical connectors and is configured to test or charge the storage battery. An input signal is received related to a battery which is suitable for use with the vehicle.\n FIG. 1 is a simplified block diagram showing battery test or charge circuitry coupled to an on-board databus of the vehicle.\n FIG. 2A is a simplified block diagram showing circuitry of FIG. 1 configured as a battery tester.\n FIG. 2B is a simplified block diagram showing circuitry of FIG. 1 configured as a battery charger.\n FIG. 3 is a block diagram showing a coupling between circuitry of FIG. 1 and the on-board databus of the vehicle.\n FIG. 4 is a simplified block diagram showing example steps in accordance with one configuration of the present invention.\nThe present invention provides a battery tester or charger 10 (generally referred to herein as a battery maintenance device) such as that illustrated in FIG. 1 which includes an input 12 for coupling to suitable battery information 14. Element 10 can comprise a battery test circuitry, battery charge circuitry, or a combination of both. Element 14 can include a databus, user input, automatic input, databus, etc. In one configuration, element 14 is the internal circuitry of a vehicle 15 coupled to an OBD (On-Board Diagnostics) databus or the like. Circuitry 10 is configured to couple to storage battery 16 through electrical connectors 18 to perform a battery test on battery 16 or to charge battery 16. Connectors 18 can be, for example, Kelvin type connectors. When configured as a tester, circuitry 10 can obtain a dynamic parameter of the battery using an AC forcing function. Examples include dynamic conductance, resistance, admittance, impedance, their combinations, or others. However, any type of battery test can be performed including battery testing can be used including those which involve application of large or small loads, or application of large currents or voltages such as through a charger, simple voltage measurements, etc. In one embodiment, the battery tester 10 is permanently mounted in automotive vehicle 15. Vehicle 15 can include an internal combustion engine, electric motor, or a hybrid.\nIn another configuration, circuitry 10 comprises a battery charger and is configured to charge battery 16 through electrical connections 18. Further, in some configurations, circuitry 10 includes both testing and charging functionality. These functions can operate independently or, in some configurations, can be configured to operate together.\n Databus 12 can be used to exchange information with information 14. Such information includes, for example, raw data measurements and conclusions of battery tester 10, and inputs, such as user inputs, or any information related to vehicle 15 or other information available on bus 12, along with other sensor inputs into battery tester 10. Further, 14 can control or communicate battery tester 10 through databus 12 and provide information such as a battery rating to 10 for use in performing a battery test or charging battery 16. Databus 12 can be a proprietary databus or can be in accordance with known standards such as RS232, CAN, ISA, PCI, PCMCIA, WiFi, Bluetooth, Ethernet, etc. In a specific embodiment, databus 12 is in accordance with an OBD communication protocol.\nThe circuitry 10 acquires information through databus 12 or monitors the flow of information on a databus of the vehicle. The circuit 10 can obtain information related to battery type, battery rating, charge history, etc. Additionally, if the vehicle contains an internal battery tester, information regarding battery tests or battery measurements can be obtained or monitored through bus 12. In such an embodiment, test circuit 10 does not need to perform a battery test itself, or couple to the battery.\n FIG. 1 also shows vehicle information 19. Vehicle information 19 can comprise, for example, a bar code scanner used to scan the VIN code of a vehicle, a manual user input allowing an operator to input a VIN code or other information. Such other information may include, for example, vehicle year, make and model. This information can be used to retrieve suitable battery information 14 which can comprise, for example, battery specifications provided by the vehicle manufacturer or other battery recommendations for the particular identified vehicle. The suitable battery information 14 can be a database located internally to the battery tester, or can be information retrieved from an external location such as an external server, through cloud data services, etc.\nThe battery tester is also configured to receive and installed battery information 21. This can be, for example, through a bar code scanner 21 allowing an operator to scan a UPC bar code carried on the installed battery. Other scanable codes include a 2D or a QR code. Additionally, information 21 can comprise a manual battery rating input provided by an operator or other battery information such as battery make, size and rating.\n Device 10 can also include an output 23 which provides information as discussed herein. The output can become for example, an on screen warning, on screening battery test results, printed battery test results, transmitted test results such as emailed test results or data otherwise sent to an external location including, for example, an external server/cloud data service. Elements 19 and 23 can comprise a single bar code scanner or manual input.\n FIGS. 2A and 2B is a more detailed block diagram of device 10. In FIG. 2A, circuitry 10 is configured to operate as a battery tester and includes a forcing function 40 and an amplifier 42 coupled to connectors 18. Connectors 18 are shown as Kelvin connections. The forcing function 40 can be any type of signal which has a time varying component including a transient signal. The forcing function can be through application of a load or by applying an active signal to battery 16. A response signal is sensed by amplifier 42 and provided to analog to digital converter 44 which couples to microprocessor 46. Microprocessor 46 operates in accordance with instructions stored in memory 48. Input/output (I/O) 52 is provided for coupling to the databus 12. I/O 102 can be in accordance with the desired standard or protocol as described herein. Another input/output block 50 can be used, for example, for communicating with an operator and can comprise a display and an input such as a keypad or the like as well as an imaging device such as a camera or bar code scanner.\nIn the illustrated embodiment, microprocessor 46 is configured to measure a dynamic parameter based upon the forcing function 40. This dynamic parameter can be correlated with battery condition as set forth in the above-mentioned Champlin and Midtronics, Inc. patents. However, other types of battery tests circuitry can be used in the present invention and certain aspects of the invention should not be limited to the specific embodiment illustrated herein. Although a microprocessor 46 is shown, other types of computational or other circuitry can be used to collect and place data into memory 48.\n FIG. 2B is another simplified block diagram showing circuitry 10 configured as a battery charger. In such a configuration, the microprocessor 46 couples to a digital to analog converter 60 which is used to control a power source 62. Power source 62 couples to battery 16 through connections 18. Although a digital to analog converter 60 is illustrated as controlling a power source 62, other types of control can be used, for example, a simple switch, or other control mechanisms. The power source 62 can operate in accordance with any charging technique and may include an internal power supply for charging the battery, or can be configured to couple to an external power source. One common external power source is simply the standard 120 volt, or 240 volt outlet power available in most settings. The power supply can also be used to power other aspects of circuitry 10. In one configuration the charger is separate from vehicle 15 and is not powered by an engine in the vehicle.\n FIG. 3 is a simplified block diagram showing an example configuration of battery tester/charger 10 in accordance with one embodiment of the invention. In the embodiment of FIG. 3, circuitry 10 is shown coupled to storage battery 16 through connections 18. As discussed above, this may comprise, for example, Kelvin connections. Circuitry 10 includes tester or charge circuitry 100. The circuitry 100 can be in accordance with any battery tester measurement or charging technique including those discussed above. The circuitry 100 may, in some configurations, include a microprocessor or other digital controller.\nCircuitry 100 is configured to couple to battery 16 through electrical connectors 18. The circuitry 100 receives information from communication circuitry 52. Communication circuitry 52 communicates with vehicle circuitry 65 through a connector 54 and vehicle interface 64. The communication circuitry 52 is configured to operate in accordance with communication standards. Communication circuitry 52 communicates in accordance with a communication standard over databus 12 through connector 54. In various embodiments, circuitry within device 10 is powered by power received from battery 16, from an internal power source within device 10, and/or from power received from an external source.\nDuring operation as a battery tester, circuitry 10 performs a battery test on the storage battery 16. In accordance with the present invention, the battery tester receives information from a databus or other input. The data can be used as part of the battery test such that the battery test output is a function of the data, or can be used in addition to the battery test itself. In one aspect, any type of data which is available over the on-board databus of a vehicle. Specific examples include obtaining information regarding the age of the vehicle, battery specifications, number of times that the engine of the vehicle has been started, number of times that the battery has been disconnected, the size of the alternator, and the electrical options on a vehicle. This information can also be used by the circuitry 10.\nWith the present invention, any information which is available from the onboard databus can be used in conjunction with testing and/or charging. For example, information regarding the vehicle such as a vehicle identification number (VIN), battery type, battery voltage during start, vehicle age, engine size, and other information. The connection to the OBD can be used to control idle speed of the engine, turn on loads of the vehicle and to further automate aspects of the testing. Engine speed can also be read from the OBD connection. In some configurations, the circuitry is configured to test other aspects of the vehicle such as the alternator. The onboard OBD connection to the vehicle can be used to control aspects of the vehicle for alternator testing. Trouble codes within the vehicle system can be set using the OBD connection. For example, if a high rate of charging is detected, a trouble code can be set accordingly. In some vehicles, the connection to the OBD of the vehicle can be used to reset trouble codes. For example, the occurrence of a successful charge of the battery can be used to reset a trouble code. In some vehicles, various temperatures can be obtained from the onboard databus. This temperature information can also be used in conjunction with testing or charging. Engine hours, key off statistics, alternator current output and other information can be made available.\nIn some types of hybrid vehicles that contain multiple batteries, the on-board databus can be used to access intermediary voltages within a string of batteries. This information can be used by the present invention to, for example, detect imbalances in the voltages which may occur during charging. Such an imbalance can be indicative of a failing battery within the string.\nThe present invention provides a battery test, electrical system test and/or battery charger for use with vehicles, including hybrid vehicles. The circuitry of the present invention couples to the on-board databus of a vehicle and uses information from the databus, or controls aspects of the vehicle through the databus, in conjunction with the testing or charging. In some aspects, the test or charge is a function of information retrieved from the on-board databus. In other aspects, the test or charge controls operation of components of the vehicle using the connection of the vehicle through the on-board databus.\nAlthough the various connections between components shown here are illustrated as being wire connections, the invention is also applicable with wireless connections such as using radiofrequency (RF), infrared (IR), inductive coupling or through other wireless techniques. By providing the circuitry with access to the on board database of the vehicle, additional information can be garnered regarding operation of the vehicle and, in some configurations, operation of the vehicle can be controlled or otherwise configured.\nWith the present invention, a battery specification is obtained from the input. The battery specification can be, for example, in accordance with the original manufacturing specification for a particular vehicle. This information is then used to determine if the battery in the vehicle is properly sized for the vehicle. The information can be received through a manual input, or can be received through other techniques including automatic inputs for example by receiving information from the databus of the vehicle, by communicating with a remote database, by reading a VIN code of a vehicle, by reading a barcode or an RFID tag, etc.\nSpecific input examples include an automotive battery tester having an automotive vehicle OEM (Original Equipment Manufacturer) battery rating database; vehicle identification input methods, battery under test rating input methods, and calculations to determine whether the tested battery rating is within an appropriate range to be suitable for use in the vehicle. An automotive battery tester including an OEM battery rating database, whether locally on the tester, or through a cloud connection. An automotive battery tester including an OEM vehicle identification input through barcode scanning of the VIN, manual VIN entry, or using a lookup table of year, make, model, and options. An automotive battery tester including a UPC (Universal Product Code) based battery identification database. An automotive battery tester including battery under test identification, through manual entry of battery rating, or using a barcode scanner to identify the vehicle through the battery UPC database. An automotive battery tester performing calculations based on the installed battery under test versus the OEM battery rating for the vehicle. An automotive battery tester including methods to provide the tester user with a determination of suitability of the battery under test to be used with the vehicle it is installed in. An automotive battery tester which is able to provide messaging to the user to replace the battery based on being undersized for the vehicle per the vehicle OEM battery rating. An automotive battery tester including methods to communicate suitability through on-screen results, wireless or wired printing, email, and M2M (Machine to Machine) communication. An automotive battery tester including the ability to determine and correctly identify replacement battery for undersized battery being tested.\n FIG. 4 shows a block diagram 200 showing exemplary steps in accordance with one configuration of the present invention. In block diagram 200, the procedure is initiated at start block 202. At block 204 vehicle information is retrieved. This information can be retrieved through manual entry, by reading information from a databus of the vehicle, using an optical scanner such as a bar code scanner or camera to scan a VIN of the vehicle. At block 206 the vehicle information is used to look up a recommended battery rating for the particular vehicle. This can be, for example, using a vehicle database 14 having which carries information related to suitable batteries for specific vehicles. After retrieving this information, at block 208 the specified battery rating information can be provided to a user and a display of the battery maintenance device. An optional step 210 includes scanning or otherwise entering battery information. This can be by scanning a bar code or other information carried on a battery using an optical scanner or camera or can be through a manual entry. At block 212, the entered battery rating is compared to the recommended rating. This comparison can be by an operator or can be performed internally to the battery maintenance device and the result displayed or otherwise provided to the operator.\nAt block 214, if the entered battery rating is equal to (or better than) the specified battery rating, control is passed to block 216 and a battery test is performed and the results provided to the operator. The procedure stops at end block 218. However, if the entered battery rating is less than the specified battery rating, control is passed to comparison block 220. At block 220 if the entered battery rating information is within a desired percentage of the specified battery rating, control is passed to block 216 and a battery test is performed. Alternatively, at block 222 a message is provided to an operator that the entered battery does not meet the specified requirements and a different battery can be chosen.\nOne specific example is as follows:\n1. In the case where the rating of the battery installed in the vehicle does not match the rating of the OEM (Original Equipment Manufacturer) specification (independent of the measurement & test result).\n2. Obtain the battery specification rating via VIN input method.\n3. Compare this rating with a rating which the user separately inputs.\n4. Example:\n\n | An electronic battery tester or battery charger for testing or charging a storage battery including electrical connectors configured to electrically couple to a terminals of the storage battery. Circuitry couples to the electrical connectors and is configured to test or charge the storage battery. An input signal is received related to a battery which is suitable for use with the vehicle. | US:16/695,705 | https://patentimages.storage.googleapis.com/b0/47/90/9463337e29098a/US11513160B2.pdf | US:11513160 | Andrew John Salo, III, Paul Lacroix, Brian Paul Madeley, Clifford Evyn Sewing | Midtronics Inc | US:85553, GB:154016:A, US:2000665, US:2254846, US:2417940, US:2437772, US:2514745, US:2689939, US:2727221, US:3025455, US:3178686, US:3223969, US:3215194, US:3267452, US:3356936, US:3607673, US:3562634, US:3753094, US:3593099, US:3889248, US:3652341, US:3676770, US:3704439, US:3699433, US:3729989, US:3886443, JP:S5216550:B1, US:3873911, US:3796124, US:3876931, US:3750011, US:3776177, US:3745441, US:3811089, US:3969667, US:3906329, US:3857082, US:3808522, US:3808401, US:3808573, US:3879654, US:3886426, US:3979664, US:3816805, US:3989544, US:3850490, US:3909708, US:4023882, US:3936744, US:3920284, US:3939400, US:4056764, US:3997830, US:3946299, US:3947757, US:3984762, US:3984768, US:4053824, US:4024953, US:4008619, US:4126874, US:4086531, US:4057313, US:4047091, US:4070624, US:4106025, US:4114083, US:4112351, US:4160916, US:4193025, US:4178546, US:4280457, US:4176315, US:4392101, GB:2029586:A, US:4218745, US:4351405, US:4297639, US:4207610, US:4207611, US:4217645, US:4379989, EP:0022450:A1, DE:2926716:B1, US:4307342, US:4369407, US:4295468, US:4322685, US:4315204, US:4379990, US:4352067, US:4316185, US:4665370, GB:2088159:A, US:4361809, US:4412169, US:4385269, US:4363407, US:4441359, US:4544312, US:4423379, US:4408157, US:4424491, US:4396880, US:4514694, US:4360780, US:4459548, US:4423378, US:4425791, US:4390828, US:4520353, US:4709202, JP:S5917893:A, JP:S5917894:A, JP:S5917892:A, US:4521498, US:4564798, US:4707795, JP:S59215674:A, US:4626765, US:4502000, US:4637359, US:4743855, US:4560230, JP:S60225078:A, US:4633418, US:4659977, US:4678998, US:4620767, US:4680528, US:4719428, US:4679000, US:4949046, US:4643511, US:4667143, US:4663580, US:4773011, JP:S62180284:A, US:4781629, US:D299909:S, US:4667279, US:4888716, US:4686442, US:4710861, JP:S6327776:A, US:4697134, US:4745349, US:6271643, US:4983086, US:4956597, US:RE37677:E1, US:4849700, US:4723656, US:4874679, US:4933845, US:5179335, US:5004979, US:4926330, US:4907176, US:4913116, US:4885523, US:5508599, US:4816768, US:4947124, US:4965738, US:5168208, US:4881038, US:4825170, US:4826457, US:4912416, US:4820966, US:4876495, US:4968941, US:5528148, US:4847547, US:5159272, US:4901007, US:5087881, US:4932905, US:5281919, US:4937528, US:4968942, US:4929931, US:4931738, US:5434495, EP:0391694:A2, US:5034893, US:5047722, US:5037778, US:5144248, US:5339018, US:5160881, US:5345384, US:4934957, US:5426371, US:5254952, US:5300874, US:4969834, US:5144218, US:5083076, US:5130658, US:5032825, DE:4007883:A1, JP:H03274479:A, JP:H03282276:A, US:5187382, US:5037335, US:D330338:S, JP:H048636:A, US:5745044, US:5170124, US:5095223, US:5223747, US:5030916, US:5412323, JP:H0495788:A, GB:2246916:A, US:5338515, US:5140269, US:5126675, EP:0476405:A1, JP:H04131779:A, US:5633985, US:5432429, US:5164653, US:5081565, US:5563496, US:5585416, US:5347163, US:5332927, US:5365453, US:5504674, US:5194799, US:5204611, US:5167529, US:5302902, US:5278759, US:5295078, US:5108320, US:5214385, US:5449997, US:5241275, JP:H04372536:A, US:5109213, US:5325041, US:5365160, US:5214370, US:5321626, US:5357519, US:5202617, US:6009369, US:5650937, US:5384540, US:5321231, JP:H05211724:A, US:5596261, US:5321627, GB:2266150:A, US:5266880, US:5381096, US:5572136, US:5821756, US:5585728, WO:1993022666:A1, US:5352968, US:5309052, US:5313152, US:5432426, US:5747189, US:5685734, US:5323337, US:5449996, WO:1994005069:A1, US:5281920, US:5442274, US:5296823, US:5336993, US:5457377, US:5469043, US:5656920, US:5426416, US:5349535, US:5343380, US:5387871, US:5903716, US:5717336, US:5537967, US:5315287, EP:0637754:A1, US:5485090, US:5631831, GB:2275783:A, US:5298797, US:5425041, US:5486123, US:5462439, US:5369364, US:5394093, US:5546317, US:5825174, US:5550485, US:5445026, US:5548273, US:5410754, US:5331268, US:5435185, US:6075339, US:5430645, US:5589292, US:5432025, JP:H07128414:A, US:5402007, US:5562501, US:5453027, US:5451881, US:5654623, US:5459660, US:5711648, US:5412308, US:5951229, US:5927938, US:5589757, US:5583416, US:5707015, US:5642031, US:5555498, US:5596260, US:5631536, US:5573611, US:5519383, US:5871858, WO:1996001456:A1, US:5598098, US:6005489, US:20020044050:A1, US:6545599, US:6271748, WO:1996006747:A2, US:5939855, US:5578915, US:5606242, US:5621298, US:5488300, US:5778326, US:5832396, US:5869951, US:5691621, US:5796239, US:5789899, US:5644212, US:5592094, US:5652501, US:5541489, US:5739667, US:5808469, US:5773962, US:5614788, US:5602462, US:5818201, WO:1996028846:A1, US:5744962, US:5574355, US:5780980, US:5592093, US:5561380, US:5705929, RU:2089015:C1, US:6738697, US:20050273218:A1, US:6533316, US:20030009270:A1, US:20020027346:A1, US:20010048215:A1, US:6037749, WO:1997001103:A1, US:6091238, US:6184656, US:5760587, US:5699050, US:5884202, US:5872453, US:7287001, US:6055468, US:5793359, JP:H0961505:A, US:6097193, US:5661368, US:5653659, US:5712795, US:5701089, US:5754417, EP:0772056:A1, US:5637978, US:5684678, US:5865638, US:5732074, US:6031354, US:5710503, US:5862515, US:5677077, US:5747967, US:6150793, US:5717937, US:5747909, US:5912534, US:6411098, US:5969625, US:5820407, US:5818234, US:5978805, US:5870018, WO:1997044652:A1, US:5757192, US:5939861, US:5946605, FR:2749397:A1, US:5675234, US:6914413, US:20050035752:A1, US:7656162, US:6445158, US:8198900, US:6091245, US:20070244660:A1, US:7003410, US:7295936, US:20050021475:A1, US:7246015, US:6885195, US:8872517, US:7940052, US:6051976, US:7706991, US:6329793, US:20040104728:A1, WO:1998004910:A1, US:5780974, JP:H1056744:A, US:5811979, US:5666040, US:6177878, US:5721688, US:6031368, DE:19638324:A1, US:5772468, US:5916287, US:6332113, US:6396278, US:5945829, US:5773978, US:5929609, WO:1998021132:A1, US:6016047, US:6064372, JP:H10232273:A, US:5895440, US:6600815, US:6310481, US:6534993, US:5914605, US:6392414, US:5953322, US:6236949, US:5872443, US:5903154, US:5850113, US:5831435, US:5826467, US:6087815, US:6114834, US:5821757, US:5961604, US:6526361, WO:1998058270:A1, US:5950144, US:5935180, US:6037745, US:6147598, US:6407554, US:6046514, US:6252942, US:6061638, US:5961561, US:6263268, US:6149653, US:5973598, JP:H11150809:A, US:6161640, JP:H11103503:A, US:6236332, US:6141608, US:7126341, US:8674654, US:20050162172:A1, US:7774151, US:20020171428:A1, US:20020153864:A1, US:6871151, US:7003411, US:6313608, US:6633165, US:6850037, US:6909287, US:7642787, WO:1999023738:A1, US:6104167, US:20030090272:A1, US:20070159177:A1, US:8958998, US:20030025481:A1, US:6331762, US:7705602, US:8493022, US:6081098, US:7999505, US:7688074, US:20060282227:A1, US:6037778, US:6081109, US:6118252, US:6072300, US:6009742, US:20020004694:A1, US:6177737, US:6100815, US:6137261, US:6072299, US:5883306, US:6008652, US:6136914, US:6005759, US:6081154, JP:H11271409:A, US:5990664, US:6167349, US:6473659, US:6100670, US:6218805, US:5955951, WO:1999056121:A1, US:6172505, US:6225898, US:6259170, US:6507196, US:6037751, US:6263322, US:6164063, US:5963012, US:6424157, US:6259254, US:6424158, US:6420852, US:6218936, EP:0982159:A2, GB:2353367:A, US:6477478, US:6172483, WO:2000016083:A1, US:6294896, US:6222369, US:6002238, US:6037777, US:6262563, US:6158000, US:6532425, US:6181545, US:6094033, US:6140797, US:6130519, US:6242921, US:6272387, US:6202739, US:5982138, US:6262692, US:6113262, JP:2001057711:A, US:6433512, US:6906624, US:6250973, US:6324042, US:6211651, US:6144185, US:7058525, US:6707303, US:20020065619:A1, WO:2000062049:A1, US:7039533, US:20020193955:A1, US:6323650, US:20030078743:A1, US:20030124417:A1, US:6795782, US:20020010558:A1, US:6806716, US:7505856, US:20050218902:A1, US:6456045, US:6351102, US:20020036504:A1, US:6536536, US:6556019, US:6359441, US:6316914, WO:2000067359:A1, US:6121880, US:6441585, US:20020041175:A1, US:6275008, JP:2001023037:A, US:6529723, US:6449726, US:7184866, US:6993421, US:20010012738:A1, US:6737831, WO:2001016614:A1, US:6495990, US:6313607, US:6137269, WO:2001016615:A1, US:6294897, US:6437957, US:6377031, US:6635974, US:6744149, US:6497209, US:6465908, US:6320385, US:20050254106:A9, US:6285191, US:6505507, US:6255826, US:6254438, US:6624635, US:6215275, US:6363303, US:6566883, US:8754653, US:6249124, US:7557586, US:6163156, US:6191557, US:6614349, US:20050021197:A1, US:6184655, US:6211653, US:6236186, US:6740990, WO:2001051947:A1, US:20010033169:A1, US:6466025, WO:2001059443:A1, US:6307349, US:6225808, US:6501243, US:6346795, US:20030137277:A1, US:6238253, US:6972662, US:6679212, US:20060217914:A1, US:6759849, US:20080315830:A1, US:8237448, US:7446536, US:8513949, US:6967484, US:20050212521:A1, US:7728597, US:20050057256:A1, US:7398176, US:20090085571:A1, US:8872516, US:6998847, US:20020003423:A1, US:7924015, US:7598744, US:9052366, US:7598743, US:6586941, US:20050231205:A1, US:20040036443:A1, US:20030006779:A1, US:6389337, US:20030155930:A1, US:6736941, US:6573685, US:20010035737:A1, DE:60112502:T2, US:20020021135:A1, US:20010048226:A1, US:6531848, US:D442503:S1, US:6359442, US:20020007237:A1, US:6356042, US:6636790, US:6732031, US:6222342, US:6628011, US:6856972, US:6577107, US:20020030495:A1, US:20050060070:A1, US:6242887, US:20040113494:A1, US:6304087, US:20020047711:A1, US:6906523, US:6347958, US:6456036, US:20020074398:A1, US:6629054, US:20020050163:A1, US:20020118111:A1, US:6909356, US:6448778, US:20080059014:A1, US:7848857, US:6356083, US:20050213874:A1, US:20020116140:A1, US:6534992, US:20020121901:A1, US:20020121877:A1, US:20020128985:A1, US:6384608, US:6388448, US:6611740, CN:2470964:Y, US:20020176010:A1, US:20030194672:A1, US:6777945, US:6570385, US:7235977, US:20050017726:A1, US:20040051534:A1, US:20040164706:A1, US:20020152791:A1, US:7069979, US:6961445, US:20040150494:A1, US:20040239332:A1, US:6417669, US:6788025, US:7015674, US:7479763, US:7501795, US:20040251876:A1, US:6597150, US:20040032264:A1, US:20030017753:A1, US:6544078, US:6469511, US:7883002, US:20080169818:A1, US:20030040873:A1, US:7272519, US:20030030442:A1, US:20030036909:A1, US:20030114206:A1, US:6784635, US:7376497, US:20030060953:A1, US:20050119809:A1, US:6466026, US:6621272, US:20040145371:A1, US:7363175, US:7034541, US:20030088375:A1, US:6941234, US:6531847, US:7592776, US:7198510, US:20050017952:A1, US:6599243, WO:2003047064:A2, US:6745153, US:6983212, US:6618644, US:6686542, US:20030128036:A1, US:6771073, US:20030128011:A1, US:6696819, US:20030171111:A1, US:20040113588:A1, US:20030164073:A1, US:20030169019:A1, US:20030169018:A1, WO:2003076960:A1, US:6500025, US:6930485, US:20030173971:A1, US:20030177417:A1, US:20100145780:A1, US:20030184262:A1, US:20030187556:A1, US:6805090, US:20030184264:A1, US:20030184306:A1, US:6906522, GB:2387235:A, US:20030197512:A1, US:7120488, US:20030212311:A1, US:20030214395:A1, US:20040065489:A1, US:20030224241:A1, JP:2003346909:A, US:7089127, US:7657386, US:20030236656:A1, US:20040000893:A1, US:20040000915:A1, US:20040002825:A1, US:20040002824:A1, US:20040002836:A1, US:7182147, US:6825669, US:6784637, US:20040000913:A1, US:20040000891:A1, US:20040000590:A1, US:20050173142:A1, US:6842707, US:6667624, US:7173182, US:20050133245:A1, US:20040044454:A1, US:20050025299:A1, US:7200424, US:20060102397:A1, US:6623314, US:7102556, US:20040044452:A1, US:6966676, US:7723993, US:20040046564:A1, US:7081755, US:20040049361:A1, US:20040054503:A1, US:20040051532:A1, US:6911825, US:7012433, US:20040051533:A1, US:6988053, US:7177925, US:20040064225:A1, US:20040088087:A1, US:6832141, US:20050096809:A1, US:7049822, US:20040172177:A1, WO:2004047215:A1, US:20070108942:A1, US:7667437, US:20110215767:A1, US:20050007068:A1, US:20060012330:A1, US:6781382, US:20040108856:A1, US:20040108855:A1, US:20060139167:A1, US:20040157113:A1, US:6895809, US:7208914, US:7619417, US:6888468, US:20040145342:A1, US:20040178185:A1, US:6781344, US:6796841, US:20050102073:A1, US:20040189309:A1, US:6891378, US:6933727, US:20040199343:A1, US:20040207367:A1, US:6904796, US:20060152224:A1, US:6957133, US:20040221641:A1, US:7751953, US:20040227523:A1, US:20070082652:A1, US:20040251907:A1, US:7129706, US:7408358, US:20040257084:A1, US:6913483, US:7209860, US:20050021294:A1, US:20050009122:A1, US:20050043868:A1, US:7319304, US:20050192045:A1, US:7042346, US:20050143882:A1, US:8674711, US:9255955, US:8164343, US:7154276, US:20070194793:A1, US:20110265025:A1, US:20160154044:A1, US:9018958, US:7251551, US:7184905, US:20050073314:A1, US:20050076381:A1, US:6919725, US:20050077904:A1, US:7977914, US:20080106267:A1, US:20060026017:A1, US:7595643, US:7116109, US:7339477, US:20050128083:A1, US:20060282323:A1, US:20050128902:A1, US:20050134282:A1, US:20050168226:A1, US:7212887, US:20050159847:A1, US:6845279, US:6856162, US:20050182536:A1, US:7598699, US:20050184732:A1, JP:2005238969:A, US:8449560, US:20050206346:A1, US:7729880, US:7170393, US:7453238, US:7777612, US:7119686, US:20060030980:A1, US:7596437, US:20050256617:A1, US:20050258241:A1, US:7642786, US:20050264296:A1, US:20050269880:A1, US:7772850, US:7106070, US:7425833, US:20060017447:A1, US:7098666, US:7233128, US:7209850, US:7202636, US:20060076923:A1, US:7301303, US:8344685, US:20120182132:A1, US:8436619, US:8442877, US:20060038572:A1, US:8963550, US:8704483, US:20090184165:A1, US:9496720, US:20060043976:A1, US:20060061469:A1, US:20060079203:A1, US:20060089767:A1, US:7212911, US:8310271, US:7538571, US:20060136119:A1, US:20060092584:A1, US:20060090554:A1, US:8226008, US:7696759, US:20060090555:A1, US:20060091597:A1, US:20060095230:A1, US:20080094068:A1, EP:1807710:B1, EP:1810869:A1, US:7219023, US:20070259256:A1, US:7710119, US:20060125482:A1, US:7545146, US:7684908, US:20060161390:A1, US:20060155439:A1, US:20060161313:A1, US:7498767, US:7706992, JP:2006242674:A, US:20080194984:A1, US:7679325, US:7990155, US:20060244457:A1, JP:2006331976:A, US:7504830, US:7743788, US:7698179, US:20090276115:A1, US:8024083, US:20070005201:A1, US:20140194084:A1, US:20070026916:A1, US:20070024460:A1, US:7728556, US:20070046261:A1, US:20080303529:A1, US:20070088472:A1, US:7029338, EP:1786057:A2, US:7774130, US:20080303528:A1, WO:2007075403:A2, US:20080053716:A1, US:20070182576:A1, US:20070194791:A1, US:20070205752:A1, US:20070205983:A1, US:20070210801:A1, US:7571035, US:20090273451:A1, US:20070279066:A1, US:20080023547:A1, US:7690573, US:20080036421:A1, US:7590476, US:20080064559:A1, US:20080086246:A1, US:20080087479:A1, US:20100066283:A1, US:20080103656:A1, US:20100052193:A1, US:20080179122:A1, US:7791348, US:7940053, US:7808375, US:20090006476:A1, CN:201063352:Y, WO:2009004001:A1, US:20090011327:A1, US:20090013521:A1, US:9274157, US:9335362, US:20160171799:A1, US:20160253852:A1, US:20090024266:A1, US:20130158782:A1, US:20090024419:A1, US:20110015815:A1, US:8306690, US:20090146800:A1, US:7902990, US:8203345, US:20090146610:A1, US:20090160395:A1, US:20090198372:A1, US:20090203247:A1, US:8594957, US:20090237086:A1, US:20090237029:A1, US:20090247020:A1, US:8047868, JP:2009244166:A, DE:102009013857:A1, US:20090251151:A1, US:8222868, US:20090259432:A1, US:20090265121:A1, JP:2009261174:A, US:20090311919:A1, US:7959476, WO:2010007681:A1, EP:2302724:A1, US:20100023198:A1, DE:102008036595:A1, US:20100039065:A1, US:20110161025:A1, US:20100094496:A1, WO:2010035605:A1, US:20120256494:A1, US:20100088050:A1, WO:2010042517:A1, US:20110258112:A1, US:20100117603:A1, JP:5216550:B2, JP:2010172122:A, JP:2010172142:A, US:20100214055:A1, US:20100265131:A1, US:20120074904:A1, US:20100314950:A1, US:20120256568:A1, US:20110004427:A1, US:8509212, US:20110106280:A1, US:20120293372:A1, US:9588185, US:20110218747:A1, US:9425487, US:9166261, US:8827729, US:7914350, US:20110267067:A1, US:20110273181:A1, US:20150115720:A1, US:9229062, US:20110294367:A1, US:D643759:S1, US:20190154763:A1, US:20110300416:A1, WO:2011153419:A2, US:20140239964:A1, US:20140117997:A1, US:20190204392:A1, US:20180306867:A1, US:9419311, US:20140099830:A1, US:20120041697:A1, US:9201120, US:20120046807:A1, US:20120046824:A1, US:20120062237:A1, US:8738309, US:20120086399:A1, US:20120116391:A1, WO:2012078921:A2, US:20130314041:A1, US:20140029308:A1, US:20120249069:A1, US:20120274331:A1, US:8810200, US:20130172019:A1, US:20140225622:A1, US:20130099747:A1, US:20130106596:A1, CN:103091633:A, US:20130106362:A1, US:20130115821:A1, US:20130311124:A1, WO:2013070850:A2, US:10429449, US:20130134926:A1, US:20130200855:A1, US:20130218781:A1, US:20130288706:A1, US:20130297247:A1, US:D687727:S1, US:9037394, US:20130325405:A1, US:10046649, US:20140002021:A1, US:20140002094:A1, US:20190105998:A1, US:11325479, US:20190152332:A1, US:20140081527:A1, US:20140374475:A1, US:20140145670:A1, US:8825272, US:20140266061:A1, US:20140260577:A1, US:9244100, US:20140278159:A1, US:9312575, US:20140354237:A1, US:20140368156:A1, US:20160232736:A1, US:20150093922:A1, US:20160336623:A1, US:9639899, US:20150168499:A1, US:20160238667:A1, US:20150166518:A1, US:10843574, US:9923289, US:20150221135:A1, US:9056556, US:20150239365:A1, US:20160011271:A1, US:10473555, US:10222397, US:20160091571:A1, US:20160216335:A1, US:10317468, US:20180009328:A1, US:20160266212:A1, US:20160285284:A1, US:20160321897:A1, US:20170093056:A1, US:9966676, US:20170146602:A1, US:20170158058:A1, US:10608353, US:20170373410:A1, US:10525841, US:20210325471:A1, US:20180113171:A1, US:20200086757:A1, CN:206658084:U, US:20200174078:A1, US:20210048374:A1, US:20210049480:A1, US:20210135462:A1, US:20210141043:A1, US:20210141021:A1, US:20210203016:A1, US:20210231737:A1 | 2022-11-29 | 2022-11-29 | 1. An automotive battery tester, comprising:\nan automotive vehicle identification input configured to receive automotive vehicle identification information related to an automotive vehicle which operates using a battery under test;\na battery identification input configured to receive information related to a rating of the battery under test;\nan automotive vehicle battery rating database containing a plurality of automotive vehicle identifications each associated with a battery rating requirement for a particular automotive vehicle;\nbattery test circuitry configured to couple to the battery under test and perform a battery test on the battery under test;\na display;\na microprocessor configured to:\nretrieve the battery rating requirement from the automotive vehicle battery rating database based upon the received automotive vehicle identification information;\ncompare the retrieved battery rating requirement with the rating of the battery under test;\ndisplay an output on the display if the rating of the battery under test is less than the retrieved battery rating requirement by a predetermined amount;\nperform a battery test on the battery under test using the battery test circuitry if the rating of the battery test is not less than the retrieved battery rating requirement by the predetermined amount; and\ndisplay a result of the battery test on the display.\n\n, an automotive vehicle identification input configured to receive automotive vehicle identification information related to an automotive vehicle which operates using a battery under test;, a battery identification input configured to receive information related to a rating of the battery under test;, an automotive vehicle battery rating database containing a plurality of automotive vehicle identifications each associated with a battery rating requirement for a particular automotive vehicle;, battery test circuitry configured to couple to the battery under test and perform a battery test on the battery under test;, a display;, a microprocessor configured to:\nretrieve the battery rating requirement from the automotive vehicle battery rating database based upon the received automotive vehicle identification information;\ncompare the retrieved battery rating requirement with the rating of the battery under test;\ndisplay an output on the display if the rating of the battery under test is less than the retrieved battery rating requirement by a predetermined amount;\nperform a battery test on the battery under test using the battery test circuitry if the rating of the battery test is not less than the retrieved battery rating requirement by the predetermined amount; and\ndisplay a result of the battery test on the display.\n, retrieve the battery rating requirement from the automotive vehicle battery rating database based upon the received automotive vehicle identification information;, compare the retrieved battery rating requirement with the rating of the battery under test;, display an output on the display if the rating of the battery under test is less than the retrieved battery rating requirement by a predetermined amount;, perform a battery test on the battery under test using the battery test circuitry if the rating of the battery test is not less than the retrieved battery rating requirement by the predetermined amount; and, display a result of the battery test on the display., 2. The automotive battery tester of claim 1 wherein the microprocessor is further configured to compare the battery test result with the retrieved battery rating requirement and display a result of the comparison on the display., 3. The automotive battery tester of claim 1 wherein the vehicle identification input comprises a manual input., 4. The automotive battery tester of claim 1 wherein the vehicle identification input comprises a scanner., 5. The automotive battery tester of claim 1 wherein the received information related to an automotive vehicle which operates using the battery under test comprises a VIN code., 6. The automotive battery tester of claim 1 wherein the automotive vehicle identification input comprises a databus input configured to connect to a databus of the automotive vehicle., 7. The automotive battery tester of claim 6 wherein information related to operation of the vehicle is retrieved through the databus input., 8. The automotive battery tester of claim 7 wherein the information related to operation of the vehicle comprises a number of times an engine of the vehicle has been started., 9. The automotive battery tester of claim 1 wherein the output displayed on the display if the rating of the battery under test is less than the retrieved battery rating requirement by a predetermined amount provides an indication that the battery is undersized for the automotive vehicle., 10. The automotive battery tester of claim 1 wherein the automotive vehicle identification information comprises a vehicle year, a vehicle make and a vehicle model., 11. The automotive battery tester of claim 1 wherein the automotive vehicle battery rating database is contained in a memory of the automotive battery tester., 12. The automotive battery tester of claim 1 wherein the automotive vehicle battery rating database is located at a remote location., 13. The automotive battery tester of claim 6 wherein diagnostic information in the automotive vehicle is set using the databus input. | US | United States | Active | G | True |
| 214 | Locating and aligning wireless charging elements for electric vehicles \n | US9908425B2 | The present disclosure relates in general to wirelessly charging a power source and, more particularly, to wirelessly charging electrically-powered vehicles.\nThere is a shift in vehicle technology from vehicles with gas-powered engines to electric vehicles. Electric and hybrid electric vehicles use one or more electric motors for propulsion. Such motors are powered by one or more rechargeable batteries. The charging of the batteries is a new task for drivers. Some electric vehicles can be charged by being plugged into an external source of electricity, such as a wall outlet. Some electric vehicles can be charged wirelessly. Some wireless charging systems require a driver to park the vehicle in a charging station such that a charge receiver on the vehicle is aligned with a charge transmitter at the charging station.\nIn one respect, the present disclosure is directed to a vehicle charging station. The vehicle charging station can include a housing. The vehicle charging station can also include a charge transmitter. The charge transmitter can be movable within a range of motion. The range of motion can be physically constrained by the housing. The vehicle charging station can also include a processor. The processor can be operatively connected to the charge transmitter. The processor can be configured to cause the position of the charge transmitter to be adjusted within the housing. The adjustment of the position can be based on a relative location of a charge receiver such that the charge transmitter and charge receiver are in substantial charging alignment.\nIn another respect, the present disclosure is directed to a system for wirelessly charging a vehicle. The system includes a charge receiver and a charging station. The charging station can include a housing. The charging station can also include a movable charge transmitter. The charging station can further include a sensor. The sensor can be configured to detect and communicate data relating to a presence of the charge receiver or a relative location of the charge receiver. The charging station can further include a processor. The processor can be operatively connected to receive data from the sensor. The processor can be operatively connected to the movable charge transmitter to cause the position of the charge transmitter to be adjusted within the housing based on a relative location of the charge receiver to achieve substantial charging alignment between the charge transmitter and charge receiver.\nIn still another respect, the present disclosure is directed to a method of wirelessly charging a vehicle. The method can include determining a position of a charge receiver. The method can include adjusting the position of a charge transmitter located within a housing based on the determined position of the charge receiver. The movement of the charge transmitter can be constrained by the housing. The method can also include activating the charge transmitter to transmit an electromagnetic field at least partially toward the charge receiver.\n FIG. 1 is a view of an example of a charging system;\n FIG. 2 is another view of the charging system of FIG. 1;\n FIG. 3 is a view of an example of another charging system;\n FIG. 4 is another view of the charging system of FIG. 3;\n FIG. 5 is a view of an example of a movable charge transmitter for a charging system; and\n FIG. 6 is an example of a method of wirelessly charging a battery.\nThe present disclosure is directed to wirelessly charging a power source for a vehicle. Such wireless charging can occur at a charging station. The charging station can includes a charge transmitter. The charge transmitter can be movable within a range of motion. The range of motion of the charge transmitter can be physically constrained by a housing. The housing can be located above ground level or below ground level. The charging station can include a processor operatively connected to the charge transmitter. The processor can be configured to cause the position of the charge transmitter to be adjusted within the housing based on a relative location of a charge receiver such that the charge transmitter and charge receiver are in substantial charging alignment.\nDetailed embodiments are disclosed herein; however, it is to be understood that the disclosed embodiments are intended only as exemplary. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a basis for the claims and as a representative basis for teaching one skilled in the art to variously employ the aspects herein in virtually any appropriately detailed structure. Further, the terms and phrases used herein are not intended to be limiting but rather to provide an understandable description of possible implementations. Various embodiments are shown in FIGS. 1-6, but the embodiments are not limited to the illustrated structure or application.\nIt will be appreciated that for simplicity and clarity of illustration, where appropriate, reference numerals have been repeated among the different figures to indicate corresponding or analogous elements. In addition, numerous specific details are set forth in order to provide a thorough understanding of the embodiments described herein. However, it will be understood by those of ordinary skill in the art that the embodiments described herein can be practiced without these specific details.\nReferring now to FIGS. 1 and 2, an example of a charging system 10 is shown. The charging system 10 can include a vehicle 12 and a charging station 14. Each of these elements will be described in turn below.\nThe vehicle 12 can be any suitable type of vehicle. As used herein, “vehicle” means any form of transport that is at least partially motorized. In one or more implementations, the vehicle 12 can be an automobile. While arrangements will be described herein with respect to automobiles, it will be understood that embodiments are not limited to automobiles. In one or more implementations, the vehicle 12 can be a watercraft, an aircraft, a space craft, a golf cart, a motorcycle, and/or any other form of motorized transport. In one or more arrangements, the vehicle 12 can be a battery electric vehicle, a plug-in hybrid electric vehicle, or any other form of electric vehicle.\nFurther, it should be noted that the arrangements described herein can be used in one or more non-vehicular applications. For instance, arrangements described herein can be used in connection with other devices capable of being charged wirelessly, such as a mobile device (e.g., cell phone or smart phone, tablet computer, laptop, etc.).\nThe vehicle 12 can include various elements. Some of the possible elements of the vehicle 12 are shown in FIG. 1 and will now be described. It will be understood that it is not necessary for the vehicle 12 to have all of the elements shown in FIGS. 1 and 2 or described herein. The vehicle 12 can have any combination of the various elements shown in FIGS. 1-2. Further, the vehicle 12 can have additional elements to those shown in FIG. 2. In some arrangements, vehicle 12 may not include one or more of the elements shown in FIGS. 1-2. Further, while the various elements are shown as being located within the vehicle 12 in FIGS. 1-2, it will be understood that one or more of these elements can be located external to the vehicle 12. Further, the elements shown can be physically separated by large distances.\nThe vehicle 12 can include a charge receiver 16 and a battery 18. Although the battery 18 is disclosed as an example, it should be understood that the battery can be any power source capable of energizing and/or configured to energize an electric motor. The charge receiver 16 can be operatively connected to supply electrical energy to the battery 18. The term “operatively connected,” as used throughout this description, can include direct or indirect connections, including connections without direct physical contact.\nThe vehicle 12 can also include protective circuitry (not shown) operatively connected between the charge receiver 16 and the battery 18. Such protective circuitry can prevent the battery 18 from overcharging, short-circuiting, and/or any other problems that can arise during charging. The vehicle 12 can also include current, voltage, power, and/or efficiency testing circuitry (not shown) operatively connected between the charge receiver 16 and battery 18. “Charge receiver” is defined as a component or group of components configured to receive an electromagnetic field from an electromagnetic energy source for purposes of charging a battery. In one or more arrangements, the charge receiver 16 can be a coil, a solenoid, an induction pad, and/or a resonator. In one or more arrangements, the charge receiver 16 can be any suitable inductive device capable of receiving an electromagnetic field 20 for purposes of charging the battery 18.\nThe charge receiver 16 can be configured to be movable. For example, the charge receiver 16 can be configured to be movable relative to the charging station 14. In the arrangements shown and described herein, the charge receiver 16 can be movable relative to the charging station 14 because it is attached to, connected to, and/or mounted on the vehicle 12 in any suitable location. In one or more arrangements, the charger receiver 16 can be attached to, connected to, and/or mounted on an underside portion of the vehicle, as is shown in FIGS. 1 and 2. However, it should be understood that the charge receiver 16 can be mounted on any movable device, component, or machinery that has a battery that can be electrically charged.\nThe vehicle 12 can include at least one capacitive element 22, such as a capacitor or variable capacitor. In one or more arrangements, the capacitive element 22 can be operatively connected to the charge receiver 16 to form an L-C circuit. For instance, the capacitive element 22 can be operatively connected in series or in parallel with the charge receiver 16. The capacitive element 22 and the charge receiver 16 can be operatively connected to the battery 18.\nThe battery 18 can be any component or group of components configured to receive and store electrical energy for consumption. Any suitable type of battery can be used. For example, the battery 18 can be a lead-acid battery, a nickel-metal hybride battery, lithium ion battery, or any other kind of battery that can be used to power the vehicle 12.\nThe charging station 14 can include a charge transmitter 26. “Charge transmitter” is defined as any component or group of components configured to transmit an electromagnetic field, which can be used for purposes of charging the battery. The charge transmitter 26 can be any suitable electromagnetic energy source. In one or more arrangements, the charge transmitter 26 can be a coil, a solenoid, an induction pad, and/or a resonator. The charge transmitter 26 can also include at least one capacitive element 28. The capacitive element 28 can be, for example, a capacitor or a variable capacitor. In one or more arrangements, the capacitive element 28 can be operatively connected to the charge transmitter 26 to form an L-C circuit. For instance, the capacitive element 28 can be operatively connected in series or in parallel to the charge transmitter 26 to form an L-C circuit.\nThe charge transmitter 26 can be operatively connected to a power source 30. The power source 30 can be an AC power source or a DC power source. The power source 30 can receive electrical energy from any suitable source, including, for example, an electrical power grid, a combustible engine generator, chemical energy, solar energy, and/or any other energy source that can power the charge transmitter 26.\nIn one or more arrangements, the charge transmitter 26 can be movable. The movement of the charge transmitter 26 can be achieved in any suitable manner. In one or more arrangements, the charge transmitter 26 can be provided on a movable cart 24. While arrangements described herein will be presented in connection with a movable cart, it will be understood that the present application is not limited to a cart. Indeed, the charge transmitter 26 can be movable in any suitable manner. “Movable cart” means any structure that includes a plurality of wheels and/or other elements that enable or facilitate movement of the structure on a surface. The moveable cart 24 can have any suitable form. In one or more arrangements, the movable cart 24 can generally be similar in design and/or operation to a small robotic autonomous vacuum cleaner. One example of such a vacuum cleaner of which is described in U.S. Pat. No. 8,910,342, which is incorporated herein by reference. Another example of a movable cart 24 is a small robotic vehicle described in U.S. Pat. No. 7,926,598, which is incorporated herein by reference.\nReferring now to FIG. 5, one example of the movable cart 24 is shown. The movable cart 24 can include the charge transmitter 26. The moveable cart 24 can include a capacitive element 28, at least one motor 48, and at least two wheels 50. While FIG. 5 shows the movable cart 24 as having three wheels 50 and three motors 48 driving those three wheels 50, the movable cart 24 is not limited to having all of such elements or such quantity of each element. The movable cart 24 can have any suitable configuration. The moveable cart 24 can be operatively connected to a processor 38. The movement of the movable cart 24 can be controlled by the processor 38.\nThe at least one motor 48 can be any suitable type of motor. For instance, the motor 48 can be a brushless DC motor, step DC motor, an AC motor, induction motor, and/or any other motor generally used to propel, drive, actuate, or move a small robot. The wheels 50 can be made of any suitable material. For instance, the wheels 50 can be made of rubber, plastic, foam, and/or any other material generally used for wheels. Additionally, the wheels 50 can be standard wheels, caster wheels, multidirectional roller wheels, or omni-wheels, just to name a few possibilities. The wheels 50 can be any type of wheel generally used in small robotics.\nThe at least one motor 48 and the L-C circuit of the movable cart 24 can be operatively connected to the processor 38 in any suitable manner. For instance, in one or more arrangements, the at least one motor 48 and the L-C circuit of the movable cart 24 can be operatively connected to the processor 38 via bus 52. Alternatively, the at least one motor 48 can wirelessly communicate with the processor 38. The power for the charge transmitter can be supplied directly from the power source 30 or from the processor 38. The wireless communication between the at least one motor 48 and the processor 38 may be provided by Wi-Fi technology, Bluetooth technology, RFID technology, beacon technology, or any other type of wireless communication technology, now known or later developed.\nIt should be noted that, although shown in FIG. 1 as being below ground level, the processor 38 and/or the power source 30 can be provided in any suitable location. For instance, the processor 38 and/or the power source 30 can be provided in the housing 34, on the ground, or elsewhere within the charging system 10.\nAdditionally, the movable cart 24 can include one or more sensors (not shown). “Sensor” means any device, component, and/or system that can detect, determine, assess, monitor, measure, quantify and/or sense something. The one or more sensors can be configured to detect, determine, assess, monitor, measure, quantify and/or sense in real-time. As used herein, the term “real-time” means a level of processing responsiveness that a user or system senses as sufficiently immediate for a particular process or determination to be made, or that enables the processor to keep up with some external process.\nThe one or more sensors can be positioned in any suitable location on the movable cart 24. For example, one or more sensors can be provided on an exterior surface of the movable cart 24. The sensors can be any suitable type(s) of sensors, including, for example, proximity sensors and/or pressure sensors. The sensors can be used to detect physical barrier within the housing 34 to prevent the movable cart 24 from physically contacting interior walls of the housing 34 and/or to minimize the force at which the movable cart 24 contacts the interior walls, thereby avoiding or minimizing damage sustainable to the movable cart 24. In arrangements in which there are a plurality of sensors, the sensors can work independently from each other. Alternatively, two or more of the sensors can work in combination with each other. In such case, the two or more sensors can form a sensor network.\nThe at least one sensor can be operatively connected to one or more elements of the system 10, including, for example, the processor 38 and/or the power source 30. The charging station 14 can also include at least one sensor 32. In arrangements in which there are a plurality of sensors 32, the sensors 32 can work independently from each other. Alternatively, two or more of the sensors 32 can work in combination with each other. In such case, the two or more sensors 32 can form a sensor network. The at least one sensor 32 can be operatively connected to one or more elements of the charging station 14, such as the processor 38 and/or the power source 30.\nThe sensor 32 can be any suitable type of sensor. In one or more arrangements, the sensor 32 can be a camera sensor, an infrared sensor, a radar sensor, a lidar sensor, and/or any other sensor configured to detect the presence of and/or the location of the charge receiver 16 when the charge receiver 16 is present at the charging station 14. In another arrangement, the sensor 32 can be a sensor array.\nThe one or more sensors 32 can be positioned in any suitable location in the charging station 14. As shown in FIG. 1, in one example, the sensor 32 can be mounted in front of the vehicle 12. The charging system 10 can also include a reference point (not shown) mounted, suspended, or positioned anywhere throughout the charging system 10 that is identifiable and/or detectable by the sensor 32. Thus, when the vehicle 12 parks at the charging station 14, the camera sensor 32 can capture an image of the vehicle 12 including the reference point. An image processor (not shown) can use the image to compare the location of the vehicle 12 to the reference point and obtain spatial relationships of the vehicle 12 to the sensor 32 and to the charging station 14.\nAs noted above, a plurality of sensors 32 can be used. The sensors 32 can be the same type of sensor, or one or more of the plurality of sensors 32 can be a different type than the other sensors. As shown in FIG. 2, one sensor 32 can be an infrared sensor, and another sensor 32 can be a pneumatically actuated camera sensor. “Pneumatically actuated camera sensor” as used herein means a camera that is actuated to elevate above ground level and capture an image of the area above ground. The pneumatically actuated camera sensor can be configured to rotate about its vertical axis. The infrared sensor can be mounted on a parking sign, a wall, on the ground, ceiling, or anywhere else throughout the charging system 10. The infrared sensor can detect a heat signature from many different components of the vehicle 12, including the battery 18, the charge receiver 16, or any other parts or components that are identifiable on the vehicle 12 by an infrared sensor. “Heat signature” as used herein means any temperature or change in temperature identifiable by an infrared sensor that is indicative of the presence of a vehicle that has been recently operated. For example, when an electric vehicle has recently been driven, electric motors displaced therein may have an associated heat signature because the electric motors have recently been used. Also, the batteries in an electric vehicle may also have associated heat signatures because they have recently discharged energy stored to operate the electric motors.\nWhen the infrared sensor detects the presence of the vehicle 12, the pneumatically actuated camera sensor extends out of the ground in any suitable manner. For instance, the pneumatically actuated camera sensor can be extended telescopically. The pneumatically actuated camera sensor rotates around and captures images of the underside of the vehicle 12. An image processor (not shown) can determine a relative position of the charge receiver 16 to the sensor 32. Based on this information, the relative position of the charge transmitter 26 to the charge receiver 16 can be determined.\nAgain, it will be understood that the above manners of determining a relative location between the charge transmitter 26 and the charge receiver 16 are merely provided as examples. Arrangements are not limited to the particular manner described. Indeed, any suitable manner of determining the relative location between the charge transmitter 26 and the charge receiver 16 can be used.\nThe charging station 14 can also include a housing 34. “Housing” as used herein means any structure and/or area that defines a limited range of motion for a movable charge transmitter or movable cart that is positioned or located therein. In one or more arrangements, the housing area can be isolated from the vehicle 12 itself. In one or more arrangements, the housing 34 can be a subterranean compartment, as shown in FIGS. 1-2. “Subterranean compartment” as used herein means a housing or compartment located below ground level or below the surface upon which a vehicle is supported. In one or more arrangements, the housing 34 can be a charging pad positioned at or above ground level, as shown in FIGS. 3-4.\nThe movement and/or position of the movable cart 24 can be confined by the housing 34. Accordingly, the movement and/or position of the movable cart 24 can be limited to an interior portion 36 of the housing 34. Also, a path that the movable cart 24 takes to arrive at the location where substantial charging alignment occurs can be restricted to the interior portion 36 of the housing 34. “Path” as used herein means one or more maneuvers that a movable cart can make to align a charge transmitter with a charge receiver. Examples of such maneuvers can include forward movements, reverse movements, lateral movements, and rotational movements about a substantially vertical axis or other axis of the movable cart. The movable cart can move both longitudinally (see FIG. 1) and laterally (see FIG. 2). Such movements are confined to the interior portion 36 of the housing 34.\nIn one or more arrangements, with reference to FIG. 1, the housing 34 can be, for example, formed in a sub-floor of a garage, parking structure, and/or a parking lot. The housing 34 can include bumpers (not shown) to minimize the force at which the movable cart 24 contacts the interior walls, thereby avoiding or minimizing damage sustainable to the movable cart 24. The bumpers can be made of foam, rubber, plastic, and/or any other suitable soft or shock-absorbent material. The bumpers can be positioned in any suitable location, such as around the perimeter of the interior portion 36 of the housing 34.\nThe housing 34 can also include a liner (not shown) for at least partially forming the housing 34. The liner can be used when installing the charging system 10 in a home garage, parking structure, or parking lot. “Liner” can be any structure used to at least partially define the housing when a charging station and/or a housing are being constructed. For instance, the liner can be used to at least partially define the housing 34 when the charging station 14 and/or the housing 34 are being constructed. For example, the liner can be made of wood, plastic, foam, metal, or any other material configured to insulate a compartment when pouring cement, gravel, sand, dirt and/or other ground materials to construct the charging station 14.\nThe housing 34 can include an access door (not shown). The access door can allow for maintenance and repair of the movable cart 24 within the housing 34. The access door can be positioned between the subterranean compartment shown in FIG. 1 and ambient air to allow access to the subterranean compartment. In the alternative example shown in FIG. 3, the access door can be positioned on the charging pad between ambient air and the interior portion 36 of the charging pad.\nThe charging station 14 can also include a processor 38. “Processor” means any component or group of components that are configured to execute any of the processes described herein or any form of instructions to carry out such processes or cause such processes to be performed. The processor 38 may be implemented with one or more general-purpose and/or one or more special-purpose processors. Examples of suitable processors include microprocessors, microcontrollers, DSP processors, and other circuitry that can execute software. Further examples of suitable processors include, but are not limited to, a central processing unit (CPU), an array processor, a vector processor, a digital signal processor (DSP), a field-programmable gate array (FPGA), a programmable logic array (PLA), an application specific integrated circuit (ASIC), programmable logic circuitry, and a controller. The processor 38 can include at least one hardware circuit (e.g., an integrated circuit) configured to carry out instructions contained in program code. In arrangements in which there is a plurality of processors 38, such processors can work independently from each other or one or more processors can work in combination with each other.\nThe charging station 14 can also include a communication device 40. “Communication device” as used herein means any component, group of components, device, and/or system that is capable of wirelessly transmitting and/or receiving data over a range of space. The communication device 40 can transmit and/or receive data via Wi-Fi, Bluetooth, RFID, Beacon technology, CDMA, LTE, 3G, 4G, and/or any other type of technology configured to wirelessly transmit and/or receive data. In one or more arrangements, there can also be a communication device 42 included in the vehicle 12.\nThe communication device 42 can transmit at least one identifier. “Identifier” as used herein means data indicative of a property, characteristic, status, or condition. For instance, the identifier can be the type of charge receiver, location data collected from a sensor corresponding to the location of a charge receiver relative to a charge transmitter, dimensions or size of the charge receiver, optimum voltage or current for charging a battery, data regarding whether a vehicle has been started or entered, data regarding the battery charge level, data regarding the location of the charge receiver relative to a fixed point on the vehicle identifiable by the sensors, and any other identifiers that the processor can use activate, deactivate, and/or position the movable cart within the housing.\nIn one or more arrangements, the communication device 42 can transmit a charge request signal. “Charge request signal” as used herein means any signal transmitted to initiate a charging process or to cause a charging process to be initiated. The charge request signal can be communicated to the processor 38. In one or more arrangements, the charge transmit signal can be transmitted responsive to the vehicle being placed in park, user input, and/or some other condition. Responsive to receiving the charge request signal, the processor 38 can alert the sensor 32 to collect data so that the relative location of the charge transmitter 26 to the charge receiver 16 can be determined.\nThe processor 38 can receive data from at least one source, including any of the sensors 32 directly. The communication device 42 and/or the processor 38 can transmit a target position within the interior portion 36 of the housing 34 for the movable cart 24 to achieve substantial charging alignment. “Substantial charging alignment” as used herein means the charge transmitter and charge receiver are sufficiently aligned such that sufficiently efficient charging of the vehicle battery is achieved. For instance, sufficiently efficient charging can be charging with an efficiency of 50% or more, 55% or more, 60% or more, 65% or more, 70% or more, 75% or more, 80% or more, 85% or more, 90% or more, 95% or more, just to name a few possibilities.\nWhen the charge transmitter 26 and charge receiver 16 are in substantial charging alignment, the processor 38 can cause power to be transferred from the power source 30 to the charge transmitter 26. Alternatively, the processor 38 can send a test charge signal to the charge transmitter 26. The test charge signal can include a brief activation of the charge transmitter 26 to test the charging efficiency of the charger receiver 16. In one or more arrangements, the test charge signal can be used to compare the charging efficiency to a threshold value. If the charging efficiency is at or above the threshold, the charge transmitter 26 can remain active. However, if the charging efficiency is below the threshold, the charge transmitter 26 can be deactivated and a new target position for the movable cart 24 can be determined to achieve substantial charging alignment.\nWhen the processor activates the charge transmitter 26, charging can be initiated between the charge transmitter 26 and charge receiver 16. Charging can include a transfer of electromagnetic energy from one source to another. In one or more arrangements, the charge transmitter 26 and charge receiver 16 can have substantially the same resonant frequency. The resonant frequency, fo, of an L-C circuit can be a function of the inductance, L, and capacitance, C, according to:\n f o = 1 2 π LC ( 1 ) \nThe capacitive element 28 of the movable cart 24 can have an associated capacitance C, and the charge transmitter 26 can have an associated inductance L. The capacitive element 28 and the charge transmitter 26 can have a resonant frequency fo1. Additionally, the capacitive element 22 of the vehicle 12 can have a capacitance of C′, where C′ can be any capacitance including C. The charge receiver 16 can have an inductance of L′, where L′ can be any inductance including L. Therefore, the capacitive element 22 of the vehicle 12 and the charge receiver 16 can have a resonant frequency fo2. The charging system 10 can be configured where LC≈L′C′, so that fo1≈fo2. Therefore, the charging system 10 can be configured where the charge transmitter 26 and charge receiver 16 can be substantially in resonance with one another. However, it should be understood that arrangements described herein are not limited to the charge transmitter 26 and charge receiver 16 being in resonance.\n\nWhen the charge transmitter 26 is activated, the charge transmitter 26 can output the electromagnetic field 20. In one or more arrangements, the electromagnetic field 20 can have substantially the same resonant frequency as the L-C circuit formed by the charge transmitter 26 and the capacitive element 28. The electromagnetic field 20 can interact with the charge receiver 16. In arrangements in which the charge transmitter 26 and the charge receiver 16 are substantially in resonance with each other, the charge transmitter 26 can communicate power at a greater distance than regular inductive charging without significantly compromising efficiency. The electromagnetic field 20 can induce a current in the L-C circuit formed by the charge receiver 16 and the capacitive element 22. The current induced in the L-C circuit can be communicated to the battery 18, charging the battery 18. This form of charging is known as resonance charging.\nFurther, the charge receiver 16 can be provided in any suitable location on the vehicle 12. For instance, as is shown in FIGS. 1-2, the charge receiver 16 can be provided in any suitable location on the underside of the vehicle 12. In one or more arrangements, the charge receiver 16 can be provided on the roof or a side of the vehicle 12. In such instances, the housing 34 can be suspended from the ceiling or positioned on the walls of the garage, parking structure, etc.\nReferring now to FIGS. 3-4, another example of the charging system 10 is shown. In such a system, the housing 34 can include a charging pad positioned at or above ground level. The charging pad can include the interior portion 36. The movable cart 24 can be disposed in and limited to the interior portion 36 of the charging pad. The charging pad can be made of any suitable material. For instance, the charging pad can be made of plastic, | Arrangements directed to the wireless charging of a battery, particularly a battery for an electric or hybrid electric vehicle, are described. A wireless charging system can includes a charging station and a charge receiver. The charge receiver can be provided on a vehicle. The charging station can include a movable charge transmitter. The system includes a sensor that can detect a relative position of the charge receiver. The system can include a processor operatively connected to the charge transmitter. The processor can cause the position of the charge transmitter to be adjusted within the housing based on a relative location of a charge receiver such that the charge transmitter and charge receiver are in substantial charging alignment. | US:14/789,010 | https://patentimages.storage.googleapis.com/48/91/01/e7ddbb5f076330/US9908425.pdf | US:9908425 | Danil V. Prokhorov | Toyota Motor Engineering and Manufacturing North America Inc | US:20090185036:A1, US:9698607, US:7926598, US:20100235006:A1, US:8975864, US:20130057082:A1, US:8910342, US:20140217966:A1, EP:2684733:A1, US:20150214751:A1, US:8825371, US:20160052415:A1 | Not available | 2018-03-06 | 1. A vehicle charging station comprising:\na housing;\na charge transmitter, the charge transmitter being movable within a range of motion, the range of motion being physically constrained by the housing;\nan infrared sensor configured to acquire data corresponding to a presence of a vehicle at the vehicle charging station;\nan actuatable sensor configured to deploy to an extended position in which a portion of the actuatable sensor extends above the housing for capturing data corresponding to an underside of the vehicle; and\na processor operatively connected to the charge transmitter, the infrared sensor, and the actuatable sensor, the processor being configured to:\ndetect the presence of the vehicle based on the data acquired by the infrared sensor; and\nresponsive to detecting the presence of the vehicle based on data acquired by the infrared sensor, perform the following:\ncause the actuatable sensor to deploy to the extended position;\ndetect a relative location of the charge receiver located on the underside of the vehicle and the charge transmitter located in the housing based on data captured by the actuatable sensor; and\n\ncause the position of the charge transmitter to be adjusted within the housing based on the relative location of the charge receiver located on the underside of the vehicle such that the charge transmitter and charge receiver are in substantial charging alignment, whereby the charge transmitter and charge receiver are aligned such that sufficiently efficient charging of a battery of the vehicle is achieved.\n, a housing;, a charge transmitter, the charge transmitter being movable within a range of motion, the range of motion being physically constrained by the housing;, an infrared sensor configured to acquire data corresponding to a presence of a vehicle at the vehicle charging station;, an actuatable sensor configured to deploy to an extended position in which a portion of the actuatable sensor extends above the housing for capturing data corresponding to an underside of the vehicle; and, a processor operatively connected to the charge transmitter, the infrared sensor, and the actuatable sensor, the processor being configured to:, detect the presence of the vehicle based on the data acquired by the infrared sensor; and, responsive to detecting the presence of the vehicle based on data acquired by the infrared sensor, perform the following:\ncause the actuatable sensor to deploy to the extended position;\ndetect a relative location of the charge receiver located on the underside of the vehicle and the charge transmitter located in the housing based on data captured by the actuatable sensor; and\n, cause the actuatable sensor to deploy to the extended position;, detect a relative location of the charge receiver located on the underside of the vehicle and the charge transmitter located in the housing based on data captured by the actuatable sensor; and, cause the position of the charge transmitter to be adjusted within the housing based on the relative location of the charge receiver located on the underside of the vehicle such that the charge transmitter and charge receiver are in substantial charging alignment, whereby the charge transmitter and charge receiver are aligned such that sufficiently efficient charging of a battery of the vehicle is achieved., 2. The vehicle charging station of claim 1, wherein the housing is a charging pad positioned at or above ground level., 3. The vehicle charging station of claim 1, wherein the housing is a subterranean compartment., 4. A system for wirelessly charging a vehicle carrying a charge receiver, comprising:\na charging station including:\na housing;\na cart movable within the housing and carrying a charge transmitter;\nan infrared sensor configured to detect and transmit data corresponding to a presence of a vehicle carrying a charge receiver at the charging station;\na pneumatic sensor configured to:\ndeploy to an extended position above the housing from a retracted position and,\nwhile the pneumatic sensor is in the extended position, detect and communicate data relating to an underside of the vehicle; and\na processor operatively connected to the infrared sensor, the pneumatic sensor and the cart, the processor being configured to:\ncause the pneumatic sensor to deploy to the extended position responsive to determining, based on the data received from the infrared sensor, the vehicle carrying the charge receiver is present at the charging station;\nanalyze the data relating to the underside of the vehicle to detect a relative location of the charge receiver; and\ncause the position of the cart to be adjusted within the housing based on the relative location of the charge receiver to achieve substantial charging alignment between the charge transmitter and charge receiver, whereby the charge transmitter and charge receiver are aligned such that sufficiently efficient charging of a battery of the vehicle is achieved.\n\n, a charging station including:, a housing;, a cart movable within the housing and carrying a charge transmitter;, an infrared sensor configured to detect and transmit data corresponding to a presence of a vehicle carrying a charge receiver at the charging station;, a pneumatic sensor configured to:, deploy to an extended position above the housing from a retracted position and,, while the pneumatic sensor is in the extended position, detect and communicate data relating to an underside of the vehicle; and, a processor operatively connected to the infrared sensor, the pneumatic sensor and the cart, the processor being configured to:\ncause the pneumatic sensor to deploy to the extended position responsive to determining, based on the data received from the infrared sensor, the vehicle carrying the charge receiver is present at the charging station;\nanalyze the data relating to the underside of the vehicle to detect a relative location of the charge receiver; and\ncause the position of the cart to be adjusted within the housing based on the relative location of the charge receiver to achieve substantial charging alignment between the charge transmitter and charge receiver, whereby the charge transmitter and charge receiver are aligned such that sufficiently efficient charging of a battery of the vehicle is achieved.\n, cause the pneumatic sensor to deploy to the extended position responsive to determining, based on the data received from the infrared sensor, the vehicle carrying the charge receiver is present at the charging station;, analyze the data relating to the underside of the vehicle to detect a relative location of the charge receiver; and, cause the position of the cart to be adjusted within the housing based on the relative location of the charge receiver to achieve substantial charging alignment between the charge transmitter and charge receiver, whereby the charge transmitter and charge receiver are aligned such that sufficiently efficient charging of a battery of the vehicle is achieved., 5. The system of claim 4, wherein the housing is a charging pad positioned at or above ground level., 6. The system of claim 4, wherein the housing is a subterranean compartment., 7. A method of wirelessly charging a vehicle, the method comprising:\ndetecting a presence of a charge receiver on a vehicle based on data received from an infrared sensor configured to acquire data corresponding to the presence of the vehicle;\nresponsive to the presence of the vehicle being detected based on data received from the infrared sensor, perform the following:\ndeploying an actuatable sensor to an extended position in which a portion of the actuatable sensor extends above a housing, the housing including a charge transmitter;\nacquiring, using the actuatable sensor, data corresponding to an underside of the vehicle;\ndetermining a relative location position of the charge receiver located on the underside of the vehicle and the charge transmitter included in the housing based on the data acquired by the actuatable sensor;\nadjusting the position of the charge transmitter within the housing based on the relative location of the charge receiver to achieve substantial charging alignment between the charge transmitter and charge receiver, whereby the charge transmitter and charge receiver are aligned such that sufficiently efficient charging of a battery of the vehicle is achieved determined position of the charge receiver, the movement of the charge transmitter being constrained by the housing; and\nactivating the charge transmitter to transmit an electromagnetic field at least partially toward the charge receiver.\n, detecting a presence of a charge receiver on a vehicle based on data received from an infrared sensor configured to acquire data corresponding to the presence of the vehicle;, responsive to the presence of the vehicle being detected based on data received from the infrared sensor, perform the following:, deploying an actuatable sensor to an extended position in which a portion of the actuatable sensor extends above a housing, the housing including a charge transmitter;, acquiring, using the actuatable sensor, data corresponding to an underside of the vehicle;, determining a relative location position of the charge receiver located on the underside of the vehicle and the charge transmitter included in the housing based on the data acquired by the actuatable sensor;, adjusting the position of the charge transmitter within the housing based on the relative location of the charge receiver to achieve substantial charging alignment between the charge transmitter and charge receiver, whereby the charge transmitter and charge receiver are aligned such that sufficiently efficient charging of a battery of the vehicle is achieved determined position of the charge receiver, the movement of the charge transmitter being constrained by the housing; and, activating the charge transmitter to transmit an electromagnetic field at least partially toward the charge receiver., 8. The method of claim 7, further including:\ndetecting whether the vehicle has been started; and\nresponsive to detecting that the vehicle has been started, deactivating the charge transmitter.\n, detecting whether the vehicle has been started; and, responsive to detecting that the vehicle has been started, deactivating the charge transmitter., 9. The method of claim 7, further including:\ndetecting whether the battery of the vehicle is fully charged; and\nresponsive to detecting that the battery of the vehicle is fully charged, deactivating the charge transmitter.\n, detecting whether the battery of the vehicle is fully charged; and, responsive to detecting that the battery of the vehicle is fully charged, deactivating the charge transmitter., 10. The vehicle charging station of claim 1, wherein the actuatable sensor is deployed pneumatically., 11. The vehicle charging station of claim 1, wherein the actuatable sensor extends upwardly above the housing., 12. The vehicle charging station of claim 11, wherein the actuatable sensor telescopically extends upwardly above the housing., 13. The vehicle charging station of claim 1, wherein the actuatable sensor is further configured to rotate while in the extended position., 14. The vehicle charging station of claim 1, wherein the housing is positioned beneath ground level, and wherein the actuatable sensor is configured to deploy to the extended position where the portion of the actuatable sensor is located at or above ground level., 15. The vehicle charging station of claim 1, wherein the actuatable sensor is maintained in a retracted position when the presence of the charge receiver is not detected. | US | United States | Active | B | True |
| 215 | 用于更换电动汽车电池的换电平台、换电移动平台和快换系统 \n | CN106740725B | 技术领域本发明涉及电动汽车领域，特别是涉及一种用于更换电动汽车的电池同时方便调整电池安装角度的换电平台，和采用该换电平台的换电移动平台，以及采用该换电移动平台的快换系统。背景技术现有电动汽车的电池安装方式一般分为固定式和可换式，其中固定式的电池一般固定在汽车上，充电时直接以汽车作为充电对象。而可换式的电池一般采用活动安装的方式，电池可以随时取下，以进行更换或充电，在更换或充电完毕后，再安装到车体上。电池在更换时，换电移动平台需要精确的与电动汽车底部的电池安装座进行对位，以方便解锁部件对电池安装座内的电池进行解锁，拆卸电池。此外，在安装电池时，换电移动平台同样需要精确的与电动汽车底部的电池安装座进行对位，以将电池装入。在上述过程中，如果换电平台不能一次到位，则需要进行多次来回移动调整，降低了电池的更换效率。发明内容本发明的目的是要提供一种能够自动对电动汽车上锁止的电池进行解锁，同时可调整解锁角度的换电平台，以提高电池更换效率。本发明一个进一步的目的是提供一种采用上述换电平台的换电移动平台。本发明另一个进一步的目的是要提供一种采用上述换电移动平台的快换系统。特别地，本发明一个实施方式提供用于更换电动汽车电池的换电平台，包括：上板，用于承载更换电池；解锁装置，安装在所述上板的上表面，用于对安装在电动汽车上电池锁止装置进行解锁；移动驱动装置，通过驱动输出端与所述上板连接安装，用于驱动所述上板沿水平方向移动。在本发明的一个实施方式中，所述解锁装置包括移动座，垂直安装在移动座上表面的解锁顶杆，以及驱动所述移动座沿上板平面水平移动的驱动件。在本发明的一个实施方式中，所述移动驱动装置包括驱动部、安装在驱动输出端的丝杆，在所述上板的下表面固定有推板，所述推板通过螺纹孔与所述丝杆连接，或与套在所述丝杆上的螺母固定连接。在本发明的一个实施方式中，所述丝杆为滚珠丝杆，所述螺母为滚珠螺母。在本发明的一个实施方式中，所述上板的上表面还安装有用于定位安装电池的搭桥柱，所述搭桥柱具有开口向上的凹槽，所述搭桥柱上安装有定位磁钢。在本发明的一个实施方式中，所述上板的上表面还安装有用于检测电池是否到位的传感器。在本发明的一个实施方式中，所述上板的上表面安装有电池托盘，所述电池托盘的下表面安装有定位杆，所述上板的上表面安装有弹簧固定座，所述定位杆与所述弹簧固定座配位安装。在本发明的一个实施方式中，所述电池托盘的上表面具有多个导向板，所述导向板具有开口向上以固定电池的凹槽。在本发明的一个实施方式中提供用于更换电动汽车电池的换电平台，包括前述任一项所述的上板；下板，安装在所述上板的下方，所述移动驱动装置通过固定座安装在所述下板的下表面，所述移动驱动装置的驱动输出端连接有推板，所述推板穿过所述下板的安装孔与所述上板的下表面固定，所述移动驱动装置驱动所述上板相对所述下板水平移动。在本发明的一个实施方式中，在所述上板和所述下板之间安装有滑动装置，所述滑动装置包括固定在所述下板上表面的滑动轨，和固定在所述上板的下表面的滑块，所述滑块与所述滑动轨卡合。在本发明的一个实施方式中，所述上板与所述滑动轨对应的位置设置有向上方凸起的容纳槽，所述滑块固定在所述容纳槽内。在本发明的一个实施方式中，在所述上板和所述下板之间安装有减少所述上板和所述下板之间摩擦力的滑板。在本发明的一个实施方式提供一种换电移动平台，包括：举升部，安装在所述行走驱动部上，用于在更换电池的过程中实现电池的升降；行走驱动部，用于驱动换电移动平台在地面上移动；电池安装部，安装在所述举升部的顶部，用于放置待更换的电池或更换下来的电池，所述电池安装部上安装有前述任一项所述的换电平台。在本发明的一个实施方式中提供一种快换系统，包括：电池架，摆放用于电动汽车的替换电池，和由电动汽车上更换下来的待充电池；码垛机，用于将更换下来的待充电池放入电池架，同时由电池架上取下替换电池；还包括前述的换电移动平台。本发明的换电平台能够利用解锁装置将锁止在电动汽车底部的电池进行解锁，自动对准电池锁止机构的解锁点，并在运动中实现自动解锁，整个过程完全自动化，不需要人工干涉，可提高电池的更换效率。此外，通过移动驱动装置能够调整上板相对电池解锁位置的角度，从而在整个换电移动平台不动的情况下，自动适应电池的解锁点，进一步提高解锁效率。附图说明图1是本发明一个实施方式的快换系统结构示意图；图2是图1所示换电移动平台的结构示意图；图3是本发明一个实施方式的换电平台结构示意图；图4是图3所示换电平台底部的结构示意图；图5是本发明一个实施方式的解锁装置结构示意图；图6是图5所示解锁装置的立体图；图7是本发明一个实施方式的电池托盘结构示意图；图8是图7所示电池托盘的立体图；图9是本发明一个实施方式的搭桥柱的结构示意图；图10是本发明一个实施方式的锥形杆结构示意图；图11是本发明一个实施方式的滑动装置结构示意图；图12是图3的分解状态示意图。具体实施方式如图1所示，本发明一个实施方式的快换系统100一般性地包括用于摆放电池104的电池架101、码垛机102和换电移动平台103。该电池架101摆放的电池104包括为电动汽车105更换的替换电池，和由电动汽车105上更换下来的待充电池，在电池架101上设置有由框架构成的多个摆放层，每个摆放层又分成多个电池仓位。该换电移动平台103用于将电动汽车105上的待充电池取下并运送给码垛机102，同时可由码垛机102处接收替换电池并安装到电动汽车105上；其包括可行走且能够托举电池104升降的举升装置，以及安装在举升装置上用于自动取下电动汽车105上的待充电池或自动将替换电池安装至电动汽车105上的电池安装部。该码垛机102用于将换电移动平台103更换下来的待充电池放入电池架101，同时由电池架101上取下替换电池放在换电移动平台103上；该码垛机102通过轨道实现相对电池架101水平方向和垂直方向上的移动，其包括可伸出的用于取放电池104的伸缩架。工作时，电池架101、码垛机102和换电移动平台103构成一个完整的电动汽车自动电池快换系统，可以为多辆电动汽车实现流水线电池快换作业。更换时，只要电动汽车停在指定位置处，即可在五至十分钟内完成电池的自动更换，整个更换过程完全不需要人工干预，可减少劳动强度，并大大提高了更换效率。如图2所示，本发明一个实施方式的换电移动平台103一般性地包括举升部107、电池安装部108和行走驱动部106。该行走驱动部106用于驱动整个设备在电池104的取放过程和更换过程中的移动。具体的驱动方式可以是现有的卷扬驱动、齿条齿轮驱动、滚轮驱动或轨道驱动等任意可实现换电移动平台103移动的方式。该举升部107安装在行走驱动部106上，用于在更换电池104的过程中，在电动汽车105的底部实现电池104的升降控制，包括可以在垂直方向上升降的举升装置1071，和驱动举升装置1071升降的举升驱动部1072。具体的举升装置1071可以是铰接的伸缩杆结构、导轨结构、伸缩管结构等任意能够在垂直方向上实现拉伸的现有结构。而举升驱动部1072可以是液压驱动、电力驱动、气压驱动等常规动力。该电池安装部108设置在举升装置1071的顶部，用于放置替换电池或更换下来的待充电池，该电池安装部108的上表面安装有换电平台，该换电平台上安装有解锁装置，在相应驱动装置的控制下对电动汽车上的电池锁止机构进行解锁，自动实现电动汽车105上电池104的拆卸与锁止。本实施方式的换电移动平台103在行走驱动部106的控制下移动至电动汽车105的底部，利用举升驱动部1072驱动举升装置1071上升，使电池安装部108上的解锁装置与电动汽车105底部电池安装座内的电池锁止装置接触，使待充电池解除锁止状态，再控制电池安装部108在水平方向上移动，以将解锁后的待充电池从电动汽车上脱离并直接落在电池安装部108上；再由举升驱动部1072控制举升装置1071下降，由行走驱动部106驱动换电移动平台103移动至电池架101处，由码垛机102取下待充电池，同时换上替换电池；行走驱动部106再驱动换电移动平台103移回至电动汽车105下方，利用举升驱动部1072驱动举升装置1071升起，使电池安装部108将替换电池卡入电动汽车105的电池安装座内，然后平移电池安装部108，使替换电池锁止在电池安装座内，再由举升驱动部1072通过举升装置1071降下，然后由行走驱动部106将换电移动平台103移出电动汽车105底部，至此完成一辆电动汽车105的自动电池快换过程。如图3、4、5、9所示，本发明一个实施方式的换电平台一般性地包括承载更换电池的上板10，在上板10上安装有对电动汽车上电池锁止装置进行解锁的解锁装置50，和通过驱动输出端与上板10连接的移动驱动装置31。该解锁装置50安装在上板10的上表面，包括导轨59，安装在导轨59上的移动座52，垂直安装在移动座52上表面的解锁顶杆51，驱动移动座52沿导轨59移动的驱动推杆57。该移动驱动装置31用于驱动上板10在当前位置产生水平移动，包括安装在上板10下表面的滚珠丝杆312，以及与固定点固定的用于驱动滚珠丝杆312运动的驱动装置311。这里的固定点可以是用于更换电池的换电平移平台103，其相对上板10来说是一个固定位置。在本实施方式中，换电池前，解锁装置50的驱动推杆57驱动移动座52沿导轨59在上板10的上表面水平移动，并停留在与电动汽车的电池锁止机构的解锁点对应的位置处，再驱动换电移动平台103上升，解锁顶杆51在上升过程中与电池锁止机构中的解锁点接触并顶起该解锁点以实现电池解锁。在换电过程中，如果上板10与电动汽车的电池安装位置未对位，则可以通过驱动装置311驱动滚珠丝杆312转动，使上板10相对换电移动平台103产生水平移动，从而使上板的解锁装置50与电动汽车的电池锁止机构位置实现精确对位。通过解锁顶杆51、驱动推杆57和移动座52的配合，可以控制解锁顶杆51在预定轨道上移动，并自动实现电动汽车上电池锁止机构的解锁，使电池脱离电动汽车并由换电移动平台103进行自动更换。在移动驱动装置31控制下，上板10和换电移动平台103的移动方向垂直，能够精确实现电池更换时的对位要求。上述过程完全自动化，不需要人工干涉，可以提高电池的更换效率。如图6所示，在本发明的一个实施方式中，该解锁装置50还包括中空的固定筒53，固定筒53垂直固定在移动座52的上表面，解锁顶杆51活动地安装在固定筒53内并不能脱离固定筒53，在固定筒53内放置对解锁顶杆51施加推力的弹簧532，同时被弹簧532顶在固定筒53的开口处。当解锁顶杆51与电动汽车底部的电池锁止机构接触时，可以在一定范围内回缩至固定筒53内，防止解锁顶杆51与解锁点硬性碰撞而出现损伤。在本发明的一个实施方式中，可以在固定筒53的侧壁上开设沿固定筒53轴向延伸的条形槽531，解锁顶杆51位于固定筒53内的一端设有卡入条形槽531的限位件511，解锁顶杆51在弹簧532的弹力作用下移动时，限位件511可随解锁顶杆51在条形槽531内同步滑动，以防止解锁顶杆51脱离固定筒53。为方便解锁顶杆51与解锁点接触，该解锁顶杆51位于固定筒外的一端可以为收缩的锥形端512。在本发明的一个实施方式中，可以在移动座52靠近驱动推杆57的一侧设置滑槽座55，滑槽座55上具有沿驱动推杆57伸缩方向设置的滑槽551，驱动推杆57上设有卡入该滑槽551的固定件571，驱动推杆57通过沿滑槽551滑动的固定件带动移动座52以及解锁顶杆51水平移动。该结构可以使移动座52有一个被动活动范围，即移动座52或是解锁顶杆51在遇到横向力时，可以在该滑槽551的长度范围内移动，从而可避免驱动推杆57直接连接而可能在两者之间产生的变形。在本发明的一个实施方式中，该解锁装置50还可以包括使移动座52始终保持在解锁位置的回位装置，回位装置包括安装在移动座52与驱动推杆57相对的一侧的可伸缩的弹性件58。弹性件58始终对移动座52施加一个拉力，使其位于导轨59的指定位置处，进而将解锁顶杆51限制在与解锁点对应的位置处。该弹性件58可以是弹簧一类具备弹力的部件，如弹簧。如图4所示，在本发明的一个实施方式中，为方便上板10的移动，可以在上板10的下表面上固定推板11，同时在滚珠丝杆312上套有滚珠螺母313，推板11与滚珠螺母313固定。当驱动装置311驱动滚珠丝杆312转动时，滚珠螺母313即可沿滚珠丝杆312移动，进而通过与之固定的推板11带动上板10沿水平方向上移动。上板10与滚珠丝杆312的另一种连接方式是在滚珠丝杆312的一端套接带有螺纹孔的推板11，推板11与上板10固定，驱动装置驱动滚珠丝杆312带动推板11水平移动，从而带动上板10产生水平移动。如图7、8、10所示，在本发明的一个实施方式中，在上板10的上表面还可以安装电池托盘60，电池托盘60为板状结构且在电池托盘60的中间设置有中空的安装口62，在电池托盘60的下表面上设置有定位杆61，该定位杆61为锥形杆，在电池托盘60上表面的相对两侧垂直安装有导向板64，导向板64与电池托盘60安装固定，具有开口向上的U形槽641，为了定位安装电池，在上板10的上表面还可安装有搭桥柱(导向板)，该搭桥柱64具有开口向上的凹槽，并安装有定位磁钢，该上板10的搭桥柱与电池托盘60上的导向板64配合共同承载电池。同时在上板10的上表面与锥形杆61对应的位置处设置安装了弹簧16的固定座15，安装弹簧16的孔为锥形孔，电池托盘60通过定位杆61插入对应的弹簧16内后卡入锥形孔内而安装在上板10上。在使用时，电池托盘60活动地放置在上板10上，待更换或更换下的电池放置在电池托盘60上，电池托盘60上的搭桥柱64通过U形槽641与电池侧边上的相应位置形成插接定位，电池的重量使电池托盘60完全克服弹簧16的弹力而压在上板10上，锥形杆61同时卡入锥形孔内形成稳定的固定关系，电池的底部会穿过安装口62靠近或接触上板10，以方便被上板10上安装的传感器检测到电池的状态，从而为控制单元的控制提供控制信息。为提高电池托盘60的稳定性，该定位杆61可以有四个且对称分布在电池托盘60的四个角处。如图9所示，为了解电池是否放置到位，可以在搭桥柱64上设置检测插接电池的检测装置643，检测装置643可以通过设置在搭桥柱上的安装孔642而安装在搭桥柱64上。该检测装置643可以是磁性部件或传感器。磁性部件可以与电池上相应部位的磁性部件产生互动信息，从而可确定电池是否已经放置到位。而传感器可以通过感应来确定电池是否放置到位。该安装口62可以为矩形，同时可在安装口62的四个边角处分别设置一块加强板621。加强板621可以提高整个托盘的强度。在本发明的一个实施方式中，还可以在电池托盘60的下表面的一侧垂直固定板形的卡板63，同时在上板10的上表面与卡板63对应的位置设置供卡板63插入的卡槽14。电池托盘60安装在上板10上后，卡板63即与卡槽14卡接，从而减少电池托盘60相对上板10的移动量。具体卡槽14的数量可以是两个，两个卡槽14并排的设置在上板10的上表面一侧，而卡板63同样可以设置为两个，并分别与相应的卡槽14插接。此外，为提高卡板63的强度，还可以在卡板63的一侧设置相应的强化板631，该强化板631同时与电池托盘60的下表面和卡板63垂直连接。如图3、4所示，在本发明的一个实施方式中，提供一种包括上板10和下板30的电池换电平台，上板10安装在下板30的上表面，上板10和下板30都为平面形状，在下板30的下表面固定有驱动装置311，该驱动装置通过固定座安装在该下板的下表面，滚珠丝杆312安装在驱动装置311的驱动输出端，在下板30与滚珠丝杆312对应的位置开有安装孔32，驱动装置311用于驱动穿过安装孔32的滚珠丝杆312带动推板水平移动，推板的移动带动上板10相对下板30产生水平移动。具体滚珠丝杆312与上板10的固定结构可以是：在滚珠丝杆312上套有滚珠螺母313，而在上板10的下表面固定有推板11，该滚珠螺母313与推板11固定后将滚珠丝杆312限定在上板10的下表面，或者在滚珠丝杆上套接有带有螺纹的推板，再将推板与上板10固定连接。而驱动装置311可以是伺服电机，伺服电机可以直接与滚珠丝杆312连接，也可以通过减速器与滚珠丝杆312连接。本实施方式中，上板10的上表面可以安装方便电池安装的各种部件，如解锁装置50。上板10活动地放置在下板30上，而下板30可以安装在换电移动平台103表面，而驱动装置311固定安装在下板30的下表面，该结构即可使驱动装置311在控制滚珠丝杆312转动时，本身保持不动而使上板10产生相对移动。本实施方式可以通过上板10的相对移动，调整安装电池或解锁电池时的角度，提高换电移动平台103自动更换电池的效率。如图11所示，为方便上板10的移动，在本发明的一个实施方式中，可以在上板10和下板30之间安装与滚珠丝杆312运动方向相同的滑动装置13。通过滑动装置13可以减轻上下板之间的摩擦阻力，同时使上板10的移动更平稳。具体的滑动装置13可以包括固定在下板30上表面的滑动轨131，和固定在上板10下表面上与滑动轨131卡合的滑块132。上板10在移动时，同时带动滑块132在滑动轨131上移动。为减少上板10与下板30之间的空隙，可以在上板10与滑动轨131对应的位置设置向上板10上表面凸起的容纳槽12，而滑块132则固定在容纳槽12内。安装后的滑动轨131凸出于下板30的上表面并进入上板10的容纳槽12内，而滑块132同时固定在容纳槽12内并与滑动轨131卡合连接。移动时，上板10通过容纳槽12带动滑块132相对滑动轨131移动。如图12所示，进一步地，在本发明的一个实施方式中，还可以在上板10和下板30之间安装减少上板10移动时摩擦力的滑板20。滑板20作为一个中间层可以固定在下板30上，以降低上板10在移动时的摩擦力，该滑板上具有供推板、滑轨穿过的避让孔。具体的滑板20可以采用聚四氟乙烯板。至此，本领域技术人员应认识到，虽然本文已详尽示出和描述了本发明的多个示例性实施方式，但是，在不脱离本发明精神和范围的情况下，仍可根据本发明公开的内容直接确定或推导出符合本发明原理的许多其他变型或修改。因此，本发明的范围应被理解和认定为覆盖了所有这些其他变型或修改。 | 本发明提供了用于更换电动汽车电池的换电平台、换电移动平台和快换系统，该用于更换电动汽车电池的换电平台，包括：上板，用于承载更换电池；解锁装置，安装在上板的上表面，用于对安装在电动汽车上电池锁止装置进行解锁；移动驱动装置，通过驱动输出端与上板连接安装，用于驱动上板沿水平方向移动。本发明的换电平台能够利用解锁装置将锁止在电动汽车底部的电池进行解锁，自动对准电池锁止机构的解锁点，并在运动中实现自动解锁，整个过程完全自动化，不需要人工干涉，可提高电池的更换效率。此外，通过移动驱动装置能够调整上板相对电池解锁位置的角度，从而在整个换电移动平台不动的情况下，自动适应电池的解锁点，进一步提高解锁效率。 | CN:201611259887.1A | https://patentimages.storage.googleapis.com/14/3a/b1/28e78c4c978a5b/CN106740725B.pdf | CN:106740725:B | 张建平, 邸世勇, 周军桥 | Shanghai Dianba New Energy Technology Co Ltd | DE:2657225:A1, CN:102152776:A, CN:204688081:U, CN:204801748:U, CN:105480209:A | Not available | 2020-03-17 | 1.用于更换电动汽车电池的换电平台，其特征在于，包括：, 上板，用于承载更换电池；, 解锁装置，安装在所述上板的上表面，用于对安装在电动汽车上电池锁止装置进行解锁；, 移动驱动装置，通过驱动输出端与所述上板连接安装，用于驱动所述上板沿水平方向移动；以及, 下板，安装在所述上板的下方，所述移动驱动装置驱动所述上板相对于所述下板水平移动；, 其中，所述解锁装置包括移动座，垂直安装在移动座上表面的解锁顶杆，以及驱动所述移动座沿上板平面水平移动的驱动件。, 2.根据权利要求1所述的换电平台，其特征在于，, 所述移动驱动装置包括驱动部、安装在驱动输出端的丝杆，在所述上板的下表面固定有推板，所述推板通过螺纹孔与所述丝杆连接，或与套在所述丝杆上的螺母固定连接。, 3.根据权利要求2所述的换电平台，其特征在，, 所述丝杆为滚珠丝杆，所述螺母为滚珠螺母。, 4.根据权利要求1所述的换电平台，其特征在于，, 所述上板的上表面还安装有用于定位安装电池的搭桥柱，所述搭桥柱具有开口向上的凹槽，所述搭桥柱上安装有定位磁钢。, 5.根据权利要求1所述的换电平台，其特征在于，, 所述上板的上表面还安装有用于检测电池是否到位的传感器。, 6.根据权利要求1所述的换电平台，其特征在于，, 所述上板的上表面安装有电池托盘，所述电池托盘的下表面安装有定位杆，所述上板的上表面安装有弹簧固定座，所述定位杆与所述弹簧固定座配位安装。, 7.根据权利要求6所述的换电平台，其特征在于，, 所述电池托盘的上表面具有多个导向板，所述导向板具有开口向上以固定电池的凹槽。, 8.如权利要求1-7中任一项所述的换电平台，其特征在于，, 所述移动驱动装置通过固定座安装在所述下板的下表面，所述移动驱动装置的驱动输出端连接有推板，所述推板穿过所述下板的安装孔与所述上板的下表面固定。, 9.根据权利要求8所述的换电平台，其特征在于，, 在所述上板和所述下板之间安装有滑动装置，所述滑动装置包括固定在所述下板上表面的滑动轨，和固定在所述上板的下表面的滑块，所述滑块与所述滑动轨卡合。, 10.根据权利要求9所述的换电平台，其特征在于，, 所述上板与所述滑动轨对应的位置设置有向上方凸起的容纳槽，所述滑块固定在所述容纳槽内。, 11.根据权利要求10所述的换电平台，其特征在于，, 在所述上板和所述下板之间安装有减少所述上板和所述下板之间摩擦力的滑板。, 12.换电移动平台，其特征在于，包括：举升部、行走驱动部和电池安装部；, 所述电池安装部安装在所述举升部的顶部，用于放置待更换的电池或更换下来的电池，所述电池安装部上安装有如权利要求1-11中任一项所述的换电平台；, 所述举升部安装在所述行走驱动部上，用于在更换电池的过程中实现电池的升降；, 所述行走驱动部用于驱动换电移动平台在地面上移动。, 13.快换系统，其特征在于，包括：, 电池架，摆放用于电动汽车的替换电池，和由电动汽车上更换下来的待充电池；, 码垛机，用于将更换下来的待充电池放入电池架，同时由电池架上取下替换电池；, 还包括权利要求12所述的换电移动平台。 | CN | China | Active | B | True |
| 216 | Vehicle battery unit \n | CA2984476C | NaN | In a battery unit 10 in which plural high-voltage batteries 31a to 33a are accommodated in a battery case 50, the battery case 50 includes: a bottom plate 51A on which the batteries 31a to 33a are mounted; and a cover 52 covering the batteries 31a to 33a from above. The bottom plate 51A includes a tray 54 having a plate shape, lengthwise reinforcing members 55, and brackets 53. The lengthwise reinforcing members 55 are disposed so as to connect at least adjacent brackets 53. The lengthwise reinforcing members 55 and the brackets 53 are disposed in a lattice shape with the tray 54 interposed therebetween. The batteries 31a to 33a are fixed to the lengthwise reinforcing members 55 such that a longitudinal direction thereof faces the vehicle width direction. The battery case 50 is fixed under a floor of a vehicle V by the brackets 53. | CA:2984476A | https://patentimages.storage.googleapis.com/f5/86/6e/1d401ffce91101/CA2984476C.pdf | CA:2984476:C | Shinya Nakayama, Harumi Takedomi | Honda Motor Co Ltd | NaN | 2019-08-27 | 2019-08-27 | 1. A vehicle battery unit comprising:a plurality of batteries; and a battery case that accommodates the batteries, wherein the battery case includes a bottom plate on which the batteries are mounted and a cover that covers the batteries from above, the bottom plate includes:a tray that has a plate shape, a plurality of lengthwise reinforcing members that are independently formed from the tray, that are provided on an upper surface of the tray, and that extend in a front-rear-direction of a vehicle, and a plurality of lateral reinforcing members that are independently formed from the tray, that are provided on a lower surface of the tray, and that extend in a vehicle width direction of the vehicle, the lengthwise reinforcing members are disposed so as to connect at least adjacent lateral reinforcing members, the lengthwise reinforcing members and the lateral reinforcing member are disposed in a lattice shape with the tray interposed therebetween, the batteries are fixed to upper surfaces of the lengthwise reinforcing members such that a longitudinal direction of the batteries faces the vehicle width direction, and the battery case is fixed under a floor of the vehicle by the lateral reinforcing members. , 2. The vehicle battery unit according to Claim 1, wherein in the battery case, a first battery module and a second battery module that include the batteries are disposed apart from each other in the front-rear-direction with a space portion interposed therebetween, a front seat is disposed above the first battery module, a rear seat is disposed above the second battery module, and each of the first battery module and the second battery module is disposed between a pair of the lateral reinforcing members. , 3. The vehicle battery unit according to Claim 2, wherein a high-voltage device is disposed in the space portion, and the high-voltage device is fixed to the lengthwise reinforcing member. , 4. The vehicle battery unit according to Claim 3, wherein a pair of the lateral reinforcing members are provided in a front-rear-direction of the high-voltage device, at least one cross member is provided along the lateral reinforcing member on the upper surface of the tray, and the lengthwise reinforcing member that hold the high-voltage device is fixed to the cross member. , 5. The vehicle battery unit according to Claim 4, wherein the at least one cross member is disposed so as to overlap with one of the pair of the lateral reinforcing members, which interpose the high-voltage device therebetween, in a top view, and a closed space is formed by the cross member and the one of the pair of the lateral reinforcing members. | CA | Canada | Expired - Fee Related | B | True |
| 217 | Electric vehicle battery thermal management device \n | US10471841B2 | This application is a national phase application based on PCT/FR2014/051713, filed Jul. 3, 2014.\nThe present invention relates to a device for the thermal management of a battery of electric accumulators.\nAn envisaged field of application is in particular, but not exclusively, the thermal management of lithium-ion batteries, now widely used for the storage of the electrical energy necessary for supplying power to the electric motor of electric vehicles and of hybrid vehicles. This type of battery has a plurality of electric accumulators, or cells, including a rechargeable electrochemical system intended to provide a rated voltage. These cells can be assembled together in the form of modules each including a plurality of cells connected in series or in parallel, the modules being themselves interconnected in a predetermined configuration so as to form the battery. Such a battery is usually housed in a battery housing formed by a rigid casing enclosing the assembly of cells.\nLithium-ion technology, however, requires the capability of keeping the temperature of the battery within an optimal temperature range, typically comprised between 20° C. and 35° C., so as to preserve the service life of the battery. Operation of the battery beyond this range accelerates the ageing of the battery and reduces the energy storage capacity thereof.\nThe rise in the temperature of the battery may be caused either by the rise in the ambient temperature, or by the production of heat by the battery itself, due to the internal resistance thereof. Thus, a battery that provides 40 kW of electrical power will also produce approximately 2 kW of thermal power, which must be removed.\nAn overshoot of the maximum temperature limit results in a limitation of the power demanded of the battery so as to reduce the thermal power generated and thus return the temperature to within the admissible range, this being referred to as the “derating” of the battery. The higher the ambient temperature and the power demanded of the battery, the greater the risk of “derating”. By way of indication, “derating” is applied when the temperature of the battery exceeds 48° C. It can be easily understood that “derating” reduces the performance of the vehicle in terms of speed and acceleration, which is not perceived favorably by the client.\nAlso, the traction batteries of electric vehicles and of hybrid vehicles have means for regulating their temperature. As is known, the batteries are routinely cooled by air pulsed by fans. Thus, the external air at low temperature is pulsed in the battery and escapes via the extractors after having absorbed heat by means of convection. It is understood that this cooling device reaches its limits when the ambient temperature is high and/or the thermal power generated by the battery is considerable. In fact, a small difference in temperature between the cooling air and the battery signifies a low capacity to remove the heat produced by the battery.\nIt is also known to use an air-conditioning system in order to lower the temperature of the air used to cool the battery. In this case the air firstly passes through an evaporator of an air-conditioning system before being pulsed in the battery.\nHowever, whether the battery is cooled by pulsed external air or by chilled air, these devices result in a consumption of energy by the power supply of the actuators (fan, compressor of the air-conditioning system, etc.), which reduces the autonomy of the vehicle. In the case of cooling by chilling, another disadvantage of the device is the risk of degradation of the thermal comfort in the interior of the vehicle, since some of the cooling produced by the air-conditioning system is diverted from the interior and is directed to the battery. It would be possible to remedy this second drawback by installing in the vehicle an air-conditioning system dedicated to the battery, but this would result in a rise in the cost of the vehicle.\nIn addition, a device for regulating the temperature of the battery comprising a thermal storage means directly integrated in the battery and which uses the latent heat of melting of a phase-change material (PCM) to absorb at least some of the heat generated by the cells of the battery is known from patent document US2006/0073377. In accordance with this document the cells of the battery are embedded within the phase-change material, which is disposed within the rigid casing enclosing the battery, so as to fill the empty spaces existing between the adjacent cells. Thus, the heat generated by the cells can be stored in the phase-change material in the form of latent heat so as to perform the phase change of the material. The phase change of the material results in a variation of the density and thus volume thereof. In accordance with document US2006/0073377, the use of the phase-change material in order to manage the temperature of the battery is provided within a fixed volume, corresponding to the empty spaces between the cells of the battery, whereas the material changes volume when it changes phase, so as to either store heat (melting of the material) or release the heat stored previously (solidification of the material).\nA drawback of the system for regulating the temperature of the battery described in document US2006/0073377 is that, during the cooling, the phase change involves a reduction of the volume of the material, resulting in a risk of loss of the thermal contact between the material and the cells or, at the least, a reduction of the heat exchange surfaces between the material and the cells, this being translated by a degradation of the thermal regulation performance. In addition, in the event of reheating under the effect of the heat released by the cells, the material being constrained in a fixed volume, the phase change of the material is influenced, resulting in a risk of overheating of the material and/or a risk of damage to the rigid casing enclosing the battery as a result of overpressure.\nIn this context the object of the present invention is to propose a device for the thermal regulation of a battery of accumulators, said device being devoid of at least one of the above-mentioned limitations.\nFor this purpose, the present invention proposes a device for the thermal management of a battery of electric accumulators assembled within a rigid casing, said device comprising thermal storage means integrated into said battery comprising a chamber containing a phase-change material and having a volume for exchange of heat with said accumulators which is delimited by at least part of said casing, the melting of the phase-change material being able to store heat, and the solidification of the phase-change material being able to release the heat previously stored. In accordance with the invention said chamber is equipped at its distal end with an expansion vessel able to absorb the expansions of said phase-change material as it changes phase.\nThanks to this arrangement, in solid phase, the phase-change material can fully fill the useful volume of the thermal storage chamber where the exchanges of heat occur, thus enabling an optimal thermal efficacy of the system, whilst enabling the chamber to withstand the variations in volume induced by the melting of the phase-change material, making it possible to store the heat released by the accumulators at constant temperature.\nIn accordance with further advantageous features of the thermal management device according to the invention, taken individually or in combination:\n\n | The invention relates to a device for the thermal management of a battery of electric accumulator cells assembled within a rigid casing, said device comprising thermal storage means incorporated into said battery comprising a chamber containing a phase-change material and having a volume for exchange of heat with said accumulator cells which is delimited by at least part of said casing, the melting of the phase-change material being able to store heat, and the solidification of the phase-change material being able to release the heat previously stored. According to the invention, said chamber is equipped at its distal end with an expansion vessel able to absorb the expansions of said phase-change material as it changes phase. | US:14/902,929 | https://patentimages.storage.googleapis.com/51/e8/5e/32b2c9967691c8/US10471841.pdf | US:10471841 | Rany CHOUFANY, Fahri Keretli, Amin EL BAKKALI, Igor JOVET | Renault SAS | US:3817322, US:4033130, WO:2001061778:A2, US:20010033961:A1, US:20030054230:A1, US:20060073377:A1, US:20110293986:A1, US:20120171523:A1, US:20130004806:A1, US:20140248515:A1, US:20130052490:A1, WO:2013061132:A2, US:20130192792:A1, US:20140158340:A1, US:20150140367:A1 | 2019-11-12 | 2019-11-12 | 1. A device for the thermal management of a battery of electric accumulators assembled within a rigid casing, said device comprising:\nthermal storage means integrated with said battery, the thermal storage means including:\na chamber containing a phase-change material and having a volume for exchange of heat with said accumulators which is delimited by at least part of said rigid casing, the melting of the phase-change material being able to store heat, and the solidification of the phase-change material being able to release the heat previously stored, and\nan expansion vessel, at a distal end of said chamber, able to absorb expansions of said phase-change material as the phase-change material changes phase,\nwherein an upper wall made of a heat-conducting material, which is formed by said at least one part of said rigid casing, forms a first surface for exchange of heat with said accumulators,\nwherein none of said accumulators are inside said chamber,\nwherein the rigid casing and the upper wall of said chamber are between said accumulators and the volume for exchange of heat,\nwherein said upper wall is entirely below the accumulators and supports a bottom face of the battery, and\nwherein said first surface covers an entirety of the bottom face of the battery.\n, thermal storage means integrated with said battery, the thermal storage means including:, a chamber containing a phase-change material and having a volume for exchange of heat with said accumulators which is delimited by at least part of said rigid casing, the melting of the phase-change material being able to store heat, and the solidification of the phase-change material being able to release the heat previously stored, and, an expansion vessel, at a distal end of said chamber, able to absorb expansions of said phase-change material as the phase-change material changes phase,, wherein an upper wall made of a heat-conducting material, which is formed by said at least one part of said rigid casing, forms a first surface for exchange of heat with said accumulators,, wherein none of said accumulators are inside said chamber,, wherein the rigid casing and the upper wall of said chamber are between said accumulators and the volume for exchange of heat,, wherein said upper wall is entirely below the accumulators and supports a bottom face of the battery, and, wherein said first surface covers an entirety of the bottom face of the battery., 2. The device as claimed in claim 1, wherein said expansion vessel is raised relative to said chamber and has an internal volume extending the volume for exchange of heat of said chamber from a lower end of said expansion vessel to an upper closed end of said expansion vessel, which is opposite said lower end., 3. The device as claimed in claim 1, wherein an interior of said expansion vessel is in communication with an exterior by means of a channeling open to ambient air, said channeling being arranged in an upper part of said expansion vessel., 4. The device as claimed in claim 3, wherein said channeling open to the ambient air is connected to a conduit able to raise a connection to the ambient air., 5. The device as claimed in claim 1, wherein a lower wall made of a heat-conducting material is disposed opposite said upper wall so as to close the volume for exchange of heat, said lower wall forming a second surface for exchange of heat with an exterior of said battery., 6. The device as claimed in claim 5, wherein said chamber includes heat exchange fins integrated on the first surface of said upper wall of said chamber and on the second surface of said lower wall of said chamber., 7. The device as claimed in claim 1, further comprising an active cooling system including a cooling circuit installed in said battery, equipped with means for circulating a cooling fluid through said battery., 8. The device as claimed in claim 7, wherein the active cooling system further includes control means, said control means controlling activation of said active cooling system when a temperature of said accumulators reaches a first temperature threshold (threshold1) greater than a melting point of said phase-change material and able to control the stopping of said active cooling system when the temperature of said accumulators reaches a second temperature threshold (threshold2) between the melting point of said phase-change material and said first threshold (threshold1)., 9. The device as claimed in claim 1, wherein the melting point of said phase-change material is approximately 35° C., 10. The device as claimed in claim 1, wherein said phase-change material is or includes paraffin. | US | United States | Active | B60L11/1874 | True |
| 218 | 混合动力车辆及调节车辆电池的方法 \n | CN107031374B | NaN | 公开了一种混合动力车辆及调节车辆电池的方法。一种车辆包括电池、电机、电动冷却系统以及控制器。电机被配置为利用由再生制动产生的电流对电池进行充电。电动冷却系统被构造为冷却电池。控制器被配置为响应于电池的温度高于阈值而将由再生制动产生的电流的至少一部分引导至冷却系统。 | CN:201610827389.6A | https://patentimages.storage.googleapis.com/2c/c6/3e/d4aceffe072712/CN107031374B.pdf | CN:107031374:B | 道格拉斯·雷蒙德·马丁, 托马斯·G·里昂, 肯尼思·詹姆士·米勒 | Ford Global Technologies LLC | NaN | Not available | 2021-11-05 | 1.一种车辆，包括：, 电池；, 电机，被配置为利用由再生制动产生的电流对电池进行充电；, 电动冷却系统，被配置为冷却电池，并且包括制冷剂回路，所述制冷剂回路具有使制冷剂循环通过所述制冷剂回路的电动压缩机；以及, 控制器，被配置为：响应于电池的温度高于第一阈值而将由再生制动产生的电流的至少一部分引导至电动压缩机。, 2.根据权利要求1所述的车辆，其中，第一阈值对应于对电池进行充电而期望的电池温度范围的上限。, 3.根据权利要求1所述的车辆，其中，电动冷却系统还包括被配置为接收由再生制动产生的电流的至少一部分的热电冷却器。, 4.根据权利要求1所述的车辆，其中，电动冷却系统还包括被配置为接收由再生制动产生的电流的至少一部分并使空气流过电池的电风扇。, 5.根据权利要求1所述的车辆，还包括被配置为加热电池的电加热器，其中，控制器被进一步配置为响应于电池的温度低于第二阈值而将由再生制动产生的电流的至少一部分引导至电加热器。, 6.根据权利要求5所述的车辆，其中，第二阈值对应于对电池进行充电而期望的电池温度范围的下限。, 7.根据权利要求5所述的车辆，还包括与电池流体连通的冷却剂回路，其中，电加热器被配置为加热冷却剂回路中的冷却剂。, 8.根据权利要求1所述的车辆，其中，由再生制动产生的被引导至电动压缩机的电流是总的再生制动功率中超出电池充电率极限的那部分。, 9.根据权利要求1所述的车辆，其中，所述制冷剂回路还包括被配置为冷却所述电池的蒸发器。, 10.根据权利要求9所述的车辆，其中，所述蒸发器与所述电池直接接触。 | CN | China | Active | H | True |
| 219 | Method and apparatus for electric vehicle trip and recharge planning \n | US10281296B2 | This application is a continuation of U.S. application Ser. No. 14/157,056, filed Jan. 1, 2014, now U.S. Pat. No. 9,488,493, which application is hereby incorporated by reference in its entirety.\nThe illustrative embodiments generally relate to a method and apparatus for electric vehicle trip and recharge planning.\nBattery electric vehicles (BEVs) are being championed by many governments, OEMs, and some startup companies and entrepreneurs. It is expected that many BEVs will be deployed within a year or so in the US and other countries to ascertain the potential viability of the vehicles for personal transportation.\nBecause of the generally short driving range of BEVs, ready accessibility of charging facilities and/or battery-supply infrastructure will be a prerequisite for developing a mature BEV-based transportation system. In addition, more careful planning on the part of the drivers will be helpful to avoid being stranded due to drained batteries.\nIn a first illustrative embodiment, a vehicle includes a traction battery, an interface, and at least one processor configured to present, via the interface, a message including a charge-vehicle recommendation for at least one charge station within the drive range, in response to (i) a selected destination for the vehicle lacking a charge facility for the battery and being within a drive range of the vehicle and (ii) a charge station being within the drive range.\nIn a second illustrative embodiment, a vehicle includes a traction battery, an interface, and at least one processor configured to identify charging stations within a range reachable on a current electric vehicle charge. The processor is also configured to query a database to find time-from-route and current wait-times for each charging station. The processor is further configured to present identified charging stations, including the time-from-route and wait-times for each station, in a selectable manner on the interface. Also, the processor is configured to receive a charging station selection and communicate with the selected charging station to schedule recharging\nIn a third illustrative embodiment, a method executed by a vehicle-based processor in communication with a vehicle interface and provided in a vehicle including a traction battery includes identifying charging stations within a range reachable on a current electric vehicle charge. The method also includes querying a database to find time-from-route and current wait-times for each charging station. Also, the method includes presenting identified charging stations, including the time-from-route and wait-times for each station, in a selectable manner on the vehicle interface. The method further includes receiving a charging station selection and communicating with the charging station to schedule recharging.\n FIG. 1 shows an illustrative vehicle computing system;\n FIG. 2 shows an illustrative example of an attainable trip calculation process;\n FIG. 3 shows an illustrative example of an estimated point of travel calculation process;\n FIG. 4 shows an illustrative example of a driver alert process; and\n FIG. 5 shows an illustrative example of charging station presentation process.\nAs required, detailed embodiments of the present invention are disclosed herein; however, it is to be understood that the disclosed embodiments are merely exemplary of the invention that may be embodied in various and alternative forms. The figures are not necessarily to scale; some features may be exaggerated or minimized to show details of particular components. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a representative basis for teaching one skilled in the art to variously employ the present invention.\n FIG. 1 illustrates an example block topology for a vehicle based computing system 1 (VCS) for a vehicle 31. An example of such a vehicle-based computing system 1 is the SYNC system manufactured by THE FORD MOTOR COMPANY. A vehicle enabled with a vehicle-based computing system may contain a visual front end interface 4 located in the vehicle. The user may also be able to interact with the interface if it is provided, for example, with a touch sensitive screen. In another illustrative embodiment, the interaction occurs through, button presses, audible speech and speech synthesis.\nIn the illustrative embodiment 1 shown in FIG. 1, a processor 3 controls at least some portion of the operation of the vehicle-based computing system. Provided within the vehicle, the processor allows onboard processing of commands and routines. Further, the processor is connected to both non-persistent 5 and persistent storage 7. In this illustrative embodiment, the non-persistent storage is random access memory (RAM) and the persistent storage is a hard disk drive (HDD) or flash memory.\nThe processor is also provided with a number of different inputs allowing the user to interface with the processor. In this illustrative embodiment, a microphone 29, an auxiliary input 25 (for input 33), a universal serial bus (USB) input 23, a global positioning system (GPS) input 24 and a BLUETOOTH input 15 are all provided. An input selector 51 is also provided, to allow a user to swap between various inputs. Input to both the microphone and the auxiliary connector is converted from analog to digital by a converter 27 before being passed to the processor. Although not shown, numerous of the vehicle components and auxiliary components in communication with the VCS may use a vehicle network (such as, but not limited to, a controller area network (CAN) bus) to pass data to and from the VCS (or components thereof).\nOutputs to the system can include, but are not limited to, a visual display 4 and a speaker 13 or stereo system output. The speaker is connected to an amplifier 11 and receives its signal from the processor 3 through a digital-to-analog converter 9. Output can also be made to a remote BLUETOOTH device such as personal navigation device (PND) 54 or a USB device such as vehicle navigation device 60 along the bi-directional data streams shown at 19 and 21 respectively.\nIn one illustrative embodiment, the system 1 uses the BLUETOOTH transceiver 15 to communicate 17 with a user's nomadic device 53 (e.g., cell phone, smart phone, personal digital assistant (PDA), or any other device having wireless remote network connectivity). The nomadic device can then be used to communicate 59 with a network 61 outside the vehicle 31 through, for example, communication 55 with a cellular tower 57. In some embodiments, tower 57 may be a WiFi access point.\nExemplary communication between the nomadic device and the BLUETOOTH transceiver is represented by signal 14.\nPairing a nomadic device 53 and the BLUETOOTH transceiver 15 can be instructed through a button 52 or similar input. Accordingly, the central processing unit (CPU) is instructed that the onboard BLUETOOTH transceiver will be paired with a BLUETOOTH transceiver in a nomadic device.\nData may be communicated between CPU 3 and network 61 utilizing, for example, a data-plan, data over voice, or dual-tone multi-frequency (DTMF) tones associated with nomadic device 53. Alternatively, it may be desirable to include an onboard modem 63 having antenna 18 in order to communicate 16 data between CPU 3 and network 61 over the voice band. The nomadic device 53 can then be used to communicate 59 with a network 61 outside the vehicle 31 through, for example, communication 55 with a cellular tower 57. In some embodiments, the modem 63 may establish communication 20 with the tower 57 for communicating with network 61. As a non-limiting example, modem 63 may be a USB cellular modem and communication 20 may be cellular communication.\nIn one illustrative embodiment, the processor is provided with an operating system including an API to communicate with modem application software. The modem application software may access an embedded module or firmware on the BLUETOOTH transceiver to complete wireless communication with a remote BLUETOOTH transceiver (such as that found in a nomadic device). Bluetooth is a subset of the IEEE 802 PAN (personal area network) protocols. IEEE 802 LAN (local area network) protocols include WiFi and have considerable cross-functionality with IEEE 802 PAN. Both are suitable for wireless communication within a vehicle. Another communication means that can be used in this realm is free-space optical communication (such as infrared data association (IrDA)) and non-standardized consumer infrared (IR) protocols.\nIn another embodiment, nomadic device 53 includes a modem for voice band or broadband data communication. In the data-over-voice embodiment, a technique known as frequency division multiplexing may be implemented when the owner of the nomadic device can talk over the device while data is being transferred. At other times, when the owner is not using the device, the data transfer can use the whole bandwidth (300 Hz to 3.4 kHz in one example). While frequency division multiplexing may be common for analog cellular communication between the vehicle and the internet, and is still used, it has been largely replaced by hybrids of with Code Domain Multiple Access (CDMA), Time Domain Multiple Access (TDMA), Space-Domian Multiple Access (SDMA) for digital cellular communication. These are all ITU IMT-2000 (3G) compliant standards and offer data rates up to 2 mbs for stationary or walking users and 385 kbs for users in a moving vehicle. 3G standards are now being replaced by IMT-Advanced (4G) which offers 100 mbs for users in a vehicle and 1 gbs for stationary users. If the user has a data-plan associated with the nomadic device, it is possible that the data-plan allows for broad-band transmission and the system could use a much wider bandwidth (speeding up data transfer). In still another embodiment, nomadic device 53 is replaced with a cellular communication device (not shown) that is installed to vehicle 31. In yet another embodiment, the ND 53 may be a wireless local area network (LAN) device capable of communication over, for example (and without limitation), an 802.11g network (i.e., WiFi) or a WiMax network.\nIn one embodiment, incoming data can be passed through the nomadic device via a data-over-voice or data-plan, through the onboard BLUETOOTH transceiver and into the vehicle's internal processor 3. In the case of certain temporary data, for example, the data can be stored on the HDD or other storage media 7 until such time as the data is no longer needed.\nAdditional sources that may interface with the vehicle include a personal navigation device 54, having, for example, a USB connection 56 and/or an antenna 58, a vehicle navigation device 60 having a USB 62 or other connection, an onboard GPS device 24, or remote navigation system (not shown) having connectivity to network 61. USB is one of a class of serial networking protocols. IEEE 1394 (firewire), EIA (Electronics Industry Association) serial protocols, IEEE 1284 (Centronics Port), S/PDIF (Sony/Philips Digital Interconnect Format) and USB-IF (USB Implementers Forum) form the backbone of the device-device serial standards. Most of the protocols can be implemented for either electrical or optical communication.\nFurther, the CPU could be in communication with a variety of other auxiliary devices 65. These devices can be connected through a wireless 67 or wired 69 connection. Auxiliary device 65 may include, but are not limited to, personal media players, wireless health devices, portable computers, and the like.\nAlso, or alternatively, the CPU could be connected to a vehicle based wireless router 73, using for example a WiFi 71 transceiver. This could allow the CPU to connect to remote networks in range of the local router 73.\nIn addition to having exemplary processes executed by a vehicle computing system located in a vehicle, in certain embodiments, the exemplary processes may be executed by a computing system in communication with a vehicle computing system. Such a system may include, but is not limited to, a wireless device (e.g., and without limitation, a mobile phone) or a remote computing system (e.g., and without limitation, a server) connected through the wireless device. Collectively, such systems may be referred to as vehicle associated computing systems (VACS). In certain embodiments particular components of the VACS may perform particular portions of a process depending on the particular implementation of the system. By way of example and not limitation, if a process has a step of sending or receiving information with a paired wireless device, then it is likely that the wireless device is not performing the process, since the wireless device would not “send and receive” information with itself. One of ordinary skill in the art will understand when it is inappropriate to apply a particular VACS to a given solution. In all solutions, it is contemplated that at least the vehicle computing system (VCS) located within the vehicle itself is capable of performing the exemplary processes.\nA driver-assistance system is needed to inform the driver of the driving range, and to help ensure that the driver can plan his/her trip to reach his/her destination and back in a cost/time effective manner. Furthermore, the driver-assistance system can transmit information about the vehicle location, vehicle and battery type to a battery recharging or swapping station, which can then develop efficient logistics to best serve the vehicle as necessary, and in the case where the vehicle is stranded due to battery drainage, dispatch a mobile unit to exchange the drained battery with a fully charged one.\nPrototypes of the Emotive Driver Assistance System (EDAS) can provide a framework for a driver-assistance system for BEVs, as can other vehicle computing systems. EDAS provides easy access to information from the driver, from navigation systems, from the Internet and from the drivetrain and chassis systems. It is able to learn the driver's preferences and output concise information at appropriate times when the driver is prepared to receive it and when it is useful for making a decision. The system architecture and implementation of vehicle computing systems may allow the insertion of new software or hardware devices that can take advantage of the existing infrastructure.\nSuch a software device is proposed by the illustrative embodiments to assist BEV owners and increase their satisfaction with their vehicles. EDAS or another VCS will supply the device with filtered information from the several sources so that only relevant data is considered. The data is analyzed in the software device to produce useful information that is displayed using a display, spoken dialog system and avatar.\nWhen the BEV is started with a key, a VCS may ask the driver: “What is the plan?” Because planning may be very important to BEV drivers, this establishes a planning habit that will be necessary for the driver to enjoy the vehicle. The driver may say “I need to go to the bank, the park and the beach.” The VCS may respond by saying, “I don't have enough charge for that. Could we get a charge at the beach first, then the park and then the bank?” The driver might say “How long do you need to charge at the beach?” and the car would say “One hour.” The driver would say “That will be fine. Would you reserve a charging station at the beach?” The VCS would then make the reservation over the Internet.\nTo determine the driving range of the vehicle, a separate powertrain system analysis tool will be used. The input data for this tool will be provided by (1) information regarding the state of charge of the battery, the vehicle speed and acceleration, and the ambient wind and temperature that can influence the battery performance and draining rate, and (2) information on vehicle location, travel direction relative to the wind, and terrain gradient encountered by the vehicle in its present and anticipated traveling direction. If the driver has input the travel destination, then the tool will determine the expected driving range relative to the destination. If the driver does not input a specific destination, then the analysis tool will determine the periphery of, for example, without limitation, 80% of the estimated driving range in different directions relative to the vehicle location. This periphery will be constantly updated, and as the driving range decreases, the periphery of the actual driving range will be estimated.\nThe EDAS will output a range indication that ensures the driver has a geographic visualization of the available range (see figures). It also provides the driver with the following functions: 1) the location of nearest battery charging and/or swapping stations, 2) recharging and battery swapping facility reservation system, 3) a method of requesting mobile battery swap/charge, 4) advance warning of an impending charge depletion, 5) automatic call for an emergency mobile recharge/swap.\nThe device also provides aggregated information, perhaps on a webpage, about BEVs to service providers, infrastructure planners, infrastructure operators, etc. This information can be used for several purposes, such as, but not limited to: locating concentrations of BEVs such as at sporting events where mobile battery swapping facilities may be needed; location of soon-to-be stranded vehicles that will need a mobile battery swap or a vehicle swap; locating clusters of dwellings with BEV so that facilities can be capitalized and built to service those locations; a way of advertising charging stations that home owners will provide as a service to BEV owners; and a method of locating vehicles for targeted marketing and stocking dealerships.\n FIG. 2 shows an illustrative example of an attainable trip calculation process. In this illustrative embodiment, the process can show a projected range of travel for an electric vehicle, or it can show a trip including projected likelihood of reaching an input destination. Also, in the event that the vehicle does not have sufficient power to reach a selected destination, the process can recommend a charging station and/or schedule a recharge session at the station.\nThe process receives an indication that a trip is about to begin 201. This can be, for example, the start of an ignition, a driver indication that a trip is underway, the input of a destination, or any other suitable indicia. In this example, assuming a destination has not already been entered, the process can ask the driver for an intended destination 203. The driver has the option to input a destination 205, or, if the driver has no destination in mind 205, the process can proceed to determine a driving range based on current power available in the vehicle battery(s) 207.\nWhen the vehicle is displaying a driving range, if there is no destination present, the process will show a map, which, in this example, is zoomed out enough to include the travelable range of the vehicle to be displayed 209. The map could be zoomed in further or out further as needed or desired. In addition to showing the map, the process also shows a projected range 211. This graphic demonstrates to a vehicle operator how far, in a particular direction, the vehicle is estimated to be capable of traveling. Included with the display, a projected range can be output 213, in case the map display is unclear. The projected range may also be a range that represents some percentage of the power remaining, as opposed to all the power remaining, in order to compensate for possible errors in the estimation. In at least one embodiment, the range is calculated based on a few routes in varying directions, and then the “range” in between those routes is displayed by connecting the calculated points.\nIf a destination has been input, the process may show the trip on a displayed map 215. Included in the trip display, there can be a display of the travelable range of the vehicle 217. For example, if the range is not sufficient to reach the destination, the projected range could be displayed along the route, with a marker where power may be low or projected to be out.\nIf there is sufficient power to reach a destination 219, or at least a leg of a destination, the process may continue to monitor the power situation 221 and display the trip and power status. This can be useful if unexpected drains in power occur, due to, for example, without limitation, weather, accessory usage, temperatures, traffic, etc.\nIf there is not sufficient power to reach an input destination, the process will find a charging station along or near the route and select the station for use in charging the vehicle 223. Since the power station is selected as a point where power should be less than zero, the process will calculate remaining power upon reaching the station 225 and/or calculate power needed to complete a journey. Power needed to complete a journey can include the round trip, in a single direction, to reach a next station, etc.\nCurrent power stations are often equipped with the capability to have spots reserved in advance. Since power recharge often takes longer than gasoline fill ups, such reservations can be useful to secure a spot at the station when a driver arrives. This can also aid the station in planning how to handle incoming traffic. In this illustrative example, the process can contact 227 the travel station planned as a destination in order to reserve a recharging bay or battery swap time 229.\nContact with the charging station can be made in any appropriate manner. For example, if a phone is wirelessly connected to a vehicle computing system, the process can use the phone or the vehicle computing system through the phone to contact the charging station. WiFi or any other suitable protocol for sending messages to a remote source may also be used.\nOnce the reservation is attempted, the process determines if the requested bay/swap/station is accessible 231. For example, if there is no opportunity to make a reservation, the process may reject the first attempted station and instead select a different charging station that fits within a route profile (e.g., near the route, within a reachable distance on a current charge, etc.) 233.\nIf there is at least one charging station that fits defined criteria (for example, without limitation, close enough to the route, along the route, within a reachable distance, not too far of a detour, etc.), the process will select that charging station. If there is not a possible charging station 235, the process can alert the driver 237 so that the driver knows the destination is not likely reachable and no criteria-fitting charging stations exist on the route. The criteria for charging stations can be set by an original equipment manufacturer (OEM), by a driver, by a passenger or based on any other suitable determination.\n FIG. 3 shows an illustrative example of an estimated point of travel calculation process. This exemplary process shows the estimated range of a BEV on a map, without calculating every possible route the BEV could take. By taking a sampling of some number of points, and connecting the ranges along those points, the process can generally estimate the travelable range of a BEV in most or all directions. For example, in this illustrative embodiment, the process creates a roadmap 301 of roads on which the vehicle may travel. This map can include, for example, some or all roads in a specific direction, heading, or all around the BEV.\nOnce the roadmap is created, the process will select a starting path traveling in a particular heading from a current BEV location. By estimating the range along that path 303, the process can determine an out of range destination 305 that lies in that direction. This destination will be used as an “end point” in the particular heading chosen.\nIf the process has completed radial cycling (as explained below) 307, then the process can proceed to mapping out the projected range. If all the projected points have not yet been covered 307, the process moves, for example, × degrees radially 309 and repeats the calculations.\nBy moving radially and repeating, a general map of the entire surrounding area around the BEV can be generated showing estimated ranges. If there is no major road in the direction selected after a radial move, the process may select a closest road that lies near that heading, or use other suitable criteria (including, for example, merely skipping to the next radian) to select a road along which an estimated destination can be calculated.\nOnce the process has completed a circle around the vehicle, or, for example, an arc covering a general direction of travel, the process will compute a route to each selected destination 311. These selected destinations are “out of range” destinations representing the edge of the projected travel zone. Once a route is determined, the process can determine how far along that route the BEV can actually travel, based on, for example, remaining power, weather, temperature, traffic, known driving behavior of an identified driver (identifiable by installed vehicle systems), etc.\nIf the process has completed this determination of travelable distance for all destinations 317, the process can move on. Otherwise, the process will select a next destination 315 and continue to calculate the travelable distances until paths to all destinations have been covered.\nOnce the process has determined travelable distances relating to all destinations, the process can set a series of points along the routes. One point can correspond to a maximum estimated travelable distance, and other points can correspond to, for example, percentages of travelable distance (e.g., without limitation 90%, 80%, 50%, 45%, etc.). Limits such as 80 or 90 percent may better estimate an “end point” without prematurely running out of power. Limits such as 45 or 50 percent may be useful for representing a reachable destination when a round-trip on a current charge is desired. Other suitable limits may also be set.\nPoints corresponding to particular ranges may then be connected by the process 319. This creates a map covering the whole area considered by the radial calculation process. Distances between points can be generally reflected by the lines connecting the points, so that a user can approximate where a particular vehicle may be able to travel even if the specific heading was not considered by the calculation process. A map is displayed, showing this information to a driver 321.\n FIG. 4 shows an illustrative example of a driver alert process. In this illustrative example, the process can apply the range curve, as in FIG. 3, to a map of an area surrounding a vehicle 401. Because this represents only some of the information that may be useful to a user, in this embodiment, the process also may display any charging stations that exist within the area defined by the range curve 403. These displays can help the user visually locate charging stations, and can also be used by the process to determine if charging stations are available in a direction of heading or near a destination if one is input.\nIn this example, the user has input a destination and the process first considers if the input destination is within the range curve 405. If the destination is within the range curve, then it is likely that the user can at least reach the destination without running out of power. The process also checks, however, if there is a charging station located at the destination, because the user would be left in a difficult position if they reached the destination and then had no means to recharge the vehicle, and found themselves without sufficient power to return.\nIf there is a charging station at the destination 407, the process loops, since the user can presumably reach the destination and recharge. If there is not a charging station at the destination, the process determines if there is a charging station within range 409. In this example, within range means that the station is reachable on a current charge before or after the vehicle reaches the destination (e.g., the user can charge up on the way to the destination or on the way home).\nIf there are no station within range of the destination (either along the route or reachable after the destination is reached, using a current charge), the process may provide the user with a message notifying the user that they might be stranded at the destination 411, since recharge may not be possible once the destination has been reached. If there are charging stations within range, but none at the destination, the process may inform the user that it would be a good idea to charge the vehicle before reaching the destination 413. If the user wishes to utilize a charge station within range, the process could also make a reservation at this point.\nIf the destination is not within the range curve, such that it is likely that the user will run out of power prior to reaching the destination, the process may check to see if there are charging stations within range (e.g., along the route, close, but in a different direction, reachable with the current charge, etc.) 415. If there are no stations within range, the process may inform the user that it is likely the user will be stranded on the road 417. This results from the destination being unreachable (as an estimate) and there being no reachable charging stations within range.\nIf there are charging stations within range, the process may suggest to the user that a charge be obtained at some point before the vehicle runs out of power 419. Reachable charging stations may be identified in this scenario, and reservations at one of the stations can be made by the process if the user so desires.\n FIG. 5 shows an illustrative example of charging station presentation process. In this example, one or more charging stations is detected by the process 501. The stations may have suitable criteria to be reached by the vehicle, and may also lie along a current route or heading 503.\nSince the user may not want to travel too far from a route (if the user is in a hurry, for example), the process can present the stations showing their respective distances from the route 505, determined based on the route and the station locations 503. For example, a cheaper station may be ten miles off route, but a more expensive station may lie directly along the route. In such an instance, the user may elect which station better suits the user's needs (e.g., save time or save money).\nThe process also determines a likely waiting time at each station 507. Since stations accept reservations, or may be equipped with monitoring systems that estimate how long current charging bays or battery swap bays may be in use, the process can estimate how long it is likely to take before a user can access an available bay. The waiting time at each station may be presented to the user. This can be useful, for example, if a user selected a closer station to save time. If the closer station actually had a longer wait than the travel time to the further station, the closer station may be no time saver at all. Since charging often takes longer than gas refilling, this is a reasonable possibility. The wait time may be presented to the user 509.\nThe process can then combine the estimated travel time, recharge time and wait time (or any subset of these factors) and provide an estimated total off-route time to utilize a station 511. The total time can be some subset of all possible time drains as well, for example, wait time may only be an estimate and thus may not be included, since other users can elect to leave before a projected time of departure.\nThe process will also access information relating to the costs of the various charging stations. Both the wait times and the charging costs associated with stations can be obtained from online databases that may be accessible by vehicles (or servers providing services to vehicles) and which may be updated by the various stations as conditions change. The same systems can be used to contact the various stations to schedule charging.\nIn this illustrative example, the process receives a user selection of a station 517, as well as a duration that the user would like to charge the vehicle 519. This information can be used to schedule time at the selected station. By calculating travel time to the station and total charging time, and accounting for traffic or other slowdowns, a reasonably accurate appointment for charging can be made. The process can also determine the total amount of power needed to complete a round trip, from a curre | A vehicle includes a traction battery, an interface, and at least one processor configured to present, via the interface, a message including a charge-vehicle recommendation for at least one charge station within the drive range, in response to (i) a selected destination for the vehicle lacking a charge facility for the battery and being within a drive range of the vehicle and (ii) a charge station being within the drive range. | US:15/343,964 | https://patentimages.storage.googleapis.com/5a/6b/ee/b3b72fba7ed8cb/US10281296.pdf | US:10281296 | Perry Robinson MacNeille, Oleg Yurievitch Gusikhin, David Allen Kowalski | Ford Global Technologies LLC | US:5487002, US:5790976, US:5913917, US:6487477, US:6864807, US:20030167120:A1, US:20070294026:A1, US:7659698, US:20080125958:A1, US:20080221787:A1, US:7783417, US:20080275644:A1, US:7719232, US:20100138098:A1, US:20090082957:A1, WO:2009068783:A2, US:20090157289:A1, US:20100057357:A1, US:20100063668:A1, WO:2010033517:A2, US:20100094496:A1, US:20100106401:A1, US:20100138142:A1, US:20110016063:A1, WO:2011021776:A2, US:20110060517:A1, US:20110060495:A1, WO:2011035427:A1, US:20110224900:A1, US:20110238287:A1, US:20130030630:A1, US:9744873, US:20130238162:A1, US:20130261860:A1, US:20130345976:A1, US:20140129139:A1, US:20150045985:A1, US:20150069969:A1 | 2019-05-07 | 2019-05-07 | 1. A system comprising: a processor configured to: set a point on a digital map projected as being a maximum travelable distance, on a current charge level, by a vehicle in a first direction from a present location; adjust a first direction heading radially by a predefined value; repeat the steps of setting and adjusting until a perimeter surrounding a vehicle location on the map is defined by a line connecting the set points; display the digital map, including the perimeter representing a travelable area, on a vehicle display; and responsive to a destination being outside the travelable area, notify a user that charging may be needed to reach the destination., 2. The system of claim 1, wherein the maximum travelable distance varies based on road speed limits of roads leading to a particular point., 3. The system of claim 1, wherein the maximum travelable distance varies based on the gradient of terrain traveled to reach a particular point., 4. The system of claim 1, wherein the maximum travelable distance varies based on weather conditions covering roads leading to a particular point., 5. The system of claim 4, wherein the weather conditions include wind., 6. The system of claim 5, wherein the maximum travelable distance varies based on vehicle travel direction relative to wind direction., 7. The system of claim 4, wherein the weather conditions include temperature., 8. The system of claim 1, wherein the processor is further configured to display a plurality of charging stations within the represented travelable area and within a predefined proximity to a current route, responsive to an input destination being outside the travelable range., 9. A computer-implemented method comprising: setting points on a digital map as being maximum travelable distances, on a current charge level, by a vehicle in a plurality of headings from a present location, wherein the headings radially vary at predefined radial intervals from each other around a vehicle location, such that a perimeter surrounding the vehicle location on the map is defined by a line connecting the set points; displaying the digital map, including the perimeter representing a travelable area, on a vehicle display; and responsive to a destination being outside the perimeter, notifying a user that charging may be needed to reach the destination. | US | United States | Active | G | True |
| 220 | 考虑用户行为的电动汽车光伏充电站优化调度方法 \n | CN109713696B | 技术领域本发明属于电动汽车光伏充电站技术领域，具体涉及考虑用户行为的电动汽车光伏充电站优化调度方法。背景技术随着电动汽车产量的迅速增长，其对应的充电设施规划与建设问题也引起了社会各界的广泛关注。电动汽车光伏充电站作为城市环境下实现可再生能源就地利用的典型方式，能够有效提高可再生能源利用率，降低碳排放量。在国内外多地都已开展了相关的示范工程建设。电动汽车光伏充电站系统通常由光伏电池组、储能系统、中央控制单元、DC-DC变换器、AC-DC变流器、直流母线和充电桩等部分组成。当电动汽车规模化后，为了充分发挥电动汽车光伏充电站的效益，需根据光伏发电情况和用户充电需求，执行合理的优化运行策略。随着智能量测系统的发展和普及，电动汽车不再单纯的只从大电网购电，而且可以在电价高峰时段对大电网进行售电(Vehicle to grid,V2G)。在电动汽车用户可以与大电网进行双向电能互动的情况下，需要考虑电动汽车蓄电池寿命对用户选择V2G模式的影响。而现有的电动汽车光伏充电站优化调度研究中，电动汽车蓄电池储能寿命损耗模型较为复杂，并且在电动汽车用户V2G行为中对电动汽车蓄电池寿命损耗的影响考虑的不够。发明内容本发明针对电动汽车光伏充电站系统的日前优化调度问题，基于蓄电池的实验数据，利用B样条插值函数，建立蓄电池的循环使用寿命模型。在此基础上，提出了考虑V2G模式下电动汽车蓄电池寿命对用户放电行为影响的日前优化调度方法。电动汽车光伏充电站位于居民区，以慢充的方式给电动汽车提供电能。电网电价采用峰谷分时电价，在电价高峰时段电动汽车可以向大电网售电获得收益。具体按照以下步骤实施：步骤1、由以往的光伏发电数据和天气预报数据预测第二天电动汽车光伏充电站每个时刻的光伏发电功率。步骤2、根据历史数据的分析，给出每台电动汽车蓄电池初始SOC状态、到达和停泊时间。步骤3、建立电动汽车蓄电池循环寿命与蓄电池的放电深度和环境温度之间的函数关系式。为了得到蓄电池的循环寿命与蓄电池放电深度和环境温度之间的关系，利用B样条曲线根据实测的实验数据分别对其进行拟合。为了提高曲线拟合的精度，拟合的过程都分为初始拟合和局部修正两个环节。首先利用B样条曲线拟合蓄电池放电深度与循环寿命之间的关系。由于在众多影响因素中，蓄电池放电深度对循环寿命的影响最大，因此选择三次B样条曲线对其进行拟合和修正。根据实测的实验数据，基于三次B样条对其进行初始拟合，可以得到循环寿命与实时放电深度D之间的函数关系式如(1)所示：LDb(D)＝α0·D4+α1·D3+α2·D2+α3D+α4 (1)式中，LDb为初始拟合的受放电深度影响的蓄电池循环寿命，α0，α1，α2，α3和α4为对应的系数。将拟合曲线与实验数据进行对比，找到拟合误差大于E的区域。对拟合误差大于E的区域，在初始拟合得到的曲线上对应的区域选择采样点，再次利用三次B样条曲线基于这些采样点和该区域原有的实验数据进行局部修正拟合，直到拟合结果误差小于E’的范围。从而得到局部拟合曲线的表达式如(2)所示：λ1(D)＝ε0·D4+ε1·D3+ε2·D2+ε3D+ε4 (2)式中，λ1为局部修正的受放电深度影响的蓄电池循环寿命，εi为局部修正拟合后对应的系数，其中i＝0,1,2,3,4。此时，D的取值范围为拟合误差大于E的区域。其他取值范围内λ1(D)＝0。因此，最终蓄电池放电深度D与蓄电池循环寿命LD的函数关系式如(3)所示：LD＝LDb+λ1 (3)同理，利用二次B样条曲线得到蓄电池环境温度T与循环寿命之间的初始拟合函数关系为\n\n式中，LTb为初始拟合的受温度影响的蓄电池循环寿命，为拟合多项式的系数，其中t＝0,1,2。通过拟合曲线与实验数据的对比，找到拟合误差大于S的区域，对拟合误差大于S的区域，在初始拟合得到的曲线上对应的区域选择采样点，再次利用二次B样条曲线基于这些采样点和该区域原有的实验数据进行局部修正拟合，直到拟合结果误差降低到3％以下。得到的局部修正拟合曲线的表达式如(5)所示：λ2＝κ0·T2+κ1·T+κ2 (5)其中，λ2为受环境温度影响的蓄电池循环寿命，κj为拟合多项式的系数，其中j＝0,1,2。由此，最终得到的环境温度T与蓄电池循环寿命LT关系式如(6)所示：LT＝LTb+λ2 (6)综合放电深度和温度对镍氢蓄电池的循环寿命的影响，采用权重的方法，定义蓄电池循环寿命的放电深度因子ηDOD如式(7)所示，蓄电池循环寿命的温度因子ηTEM如式(8)所示，则温度和放电深度共同影响下蓄电池循环寿命L的计算方法如式(9)所示。\n\n\n\nL＝ηDOD·ηTEMLN (9)式(7)-(9)中，LN为蓄电池的额定循环寿命。步骤4、对于在电价高峰时段停靠在电动汽车光伏充电站的电动汽车，计算每台电动汽车蓄电池此时V2G的放电损耗费用W。W可由式(10)-(11)计算得到。\n\nΓ＝L·CR (11)式中，CZ为蓄电池的初始投资；Γ为蓄电池的实际吞吐量，CR为蓄电池的额定容量。将该费用与电网提供的购电电价进行比较，若是电动汽车的放电损耗费用高于购电电价，电动汽车用户将不参与V2G模式；反之，则电动汽车用户参与V2G模式，在高峰期给电网供能，缓解电网供电压力，用户也可通过此途径获得收益。从而可以确定所有参与V2G的车辆台数。步骤5、而对于非高峰电价到达光伏充电站的电动汽车，是不参与V2G的。根据每辆电动汽车蓄电池自身荷电状态SOC，判断是否需要充电。电动汽车充电采用恒功率充电计算每一时刻需要充电的电动汽车台数，进而确定各个时刻的充电负荷。步骤6、比较每个时刻光伏发电功率与电动汽车充电负荷的大小。若光伏发电功率大于电动汽车充电负荷时，多余的光伏发电功率优先给光伏充电站自带的储能系统充电。若储能系统充满后仍有剩余功率，则光伏充电站向大电网进行售电；反之当光伏发电功率小于电动汽车充电负荷时，则优先利用储能系统给电动汽车进行充电，若仍不能满足充电负荷的需求时，则从大电网进行购电以满足光伏充电站功率平衡的要求。步骤7、本发明以储能系统蓄电池每个时刻的SOC为优化变量，以最小化光伏充电站运营成本F为调度目标，其中光伏充电站的运营成本包括光伏发电成本、储能系统充放电成本、电动汽车充放电成本和向大电网买电和卖电的成本，如式(12)所示。\n\n式中，C1、C2分别为每kW功率对应的光伏发电成本、储能设备出力成本；C3为电动汽车参与V2G每kW功率的收益费用；PPV，t为第t个时刻光伏系统的发电功率；PCD,t为第t个时刻蓄电池的出力；Csell为每kW功率对应的卖电费用；Psell,t为第t个时刻的卖电功率；Cbuy为每kW功率对应的买电费用；Pbuy,t为第t个时刻的买电功率；Pevsell,t为第t个时刻V2G的卖电功率。该优化调度方法的约束分为两类：一是设备模型约束，包括储能系统蓄电池和电动汽车蓄电池，为防止储能设备过充和过放的发生，其荷电状态SOC应满足上、下限的限制约束。另一类约束为系统运行约束，即系统在运行中应该满足的约束，这类约束包括系统运行时每个时刻都应该满足功率平衡约束和在调度周期内的初始和终止时刻储能系统蓄电池的SOC应当保持一致。步骤8、采用自适应遗传算法在寻优过程中对遗传参数进行自适应调整，并利用罚函数法来处理约束条件，得到该优化调度方法对应的优化变量和目标函数值，即储能系统蓄电池和大电网在各时段的出力以及光伏充电站总的运行成本。本发明方法具有的优点及有益结果为：1)本发明中电动汽车参与V2G模式时，考虑了电动汽车用户对电动汽车蓄电池寿命的担忧，即电动汽车还是优先满足用户的使用需求，在此基础上才会参与V2G模式提高用户受益。因此本发明中用户通过比较电动汽车蓄电池的放电损耗与电网购电电价决定电动汽车是否参与V2G模式，尽可能延长电动汽车蓄电池的循环使用寿命。在电动汽车光伏充电站的日前优化调度问题中，以此方法来考虑电动汽车蓄电池的循环寿命对用户充电行为的影响，使得优化调度的结果更接近实际。2)本发明为了准确衡量电动汽车蓄电池每次放电行为的损耗，不仅考虑了放电深度对蓄电池循环寿命的影响，还考虑环境温度对蓄电池循环寿命的影响。利用B样条插值建立了放电深度和环境温度对蓄电池循环寿命影响的数学模型，只需要少量实验数据点就可以得到较为精确的蓄电池循环寿命计算模型，从而简化了蓄电池循环寿命的计算。尽管现有文献中已有蓄电池循环寿命的模型，但是由于数据难以获取，模型过于复杂，限制了它们的使用范围。3)本发明采用自适应遗传算法在寻优过程中对遗传参数进行自适应调整，并利用罚函数法来处理约束条件，从而提高了算法的计算速度和全局搜索能力。附图说明图1是本发明所研究的电动汽车光伏充电站的结构图；图2是本发明的一个具体实例中预测得到的光伏发电功率曲线；图3是本发明的一个具体实例中20台电动汽车每台的到达和离开的时间散点图；图4是本发明对某种镍氢蓄电池放电深度与循环寿命关系的初始拟合曲线；图5是本发明的对某种镍氢蓄电池放电深度与循环寿命关系的局部修正后拟合曲线；图6是本发明对某种镍氢蓄电池环境温度与循环寿命关系的初始拟合曲线；图7是本发明的对某种镍氢蓄电池环境温度与循环寿命关系的局部修正后拟合曲线；图8本发明的一个具体实例中两种案例下的充电负荷曲线；图9是本发明的一个具体实例案例2中24小时储能系统的SOC、充放电功率和与大电网的交互功率图。具体实施方式下面结合具体实施例对本发明作进一步说明，但不应该理解为本发明上述主体范围仅限于下述实施例。在不脱离本发明上述技术思想的情况下，根据本领域普通技术知识和惯用手段，做出各种替换和变更，均应包括在本发明的保护范围内。本实施例中，电动汽车光伏充电站的结构如图1所示。该充电站包括20个充电桩，光伏发电系统额定功率100kW，存储系统额定容量300kWh。储能系统蓄电池的最小和最大SOC限制为0.2和0.95。光伏充电桩对电动汽车充电的恒定功率为3kW/h，光伏发电系统发电的价格为0.4Yuan/kWh，每次充放电的储能系统成本为0.45Yuan/kWh，电动汽车用户参与V2G模式在高峰期的补偿价格为0.73Yuan/kWh。电动汽车蓄电池的相对参数如表1所示。表1电动汽车蓄电池参数\n\n\n\n\n参数\n数值\n\n\n单台电动汽车蓄电池电压/V\n2.1\n\n\n单台电动汽车蓄电池最大容量(KWh)\n30\n\n\n电动汽车蓄电池和储能蓄电池最小SOC值\n0.20\n\n\n电动汽车蓄电池和储能蓄电池最大SOC值\n0.95\n\n\n电动汽车蓄电池额定放电深度\n0.5\n\n\n电动汽车蓄电池初始投资/Yuan\n25000\n\n\n\n\n配电网的电价是采用峰值和谷值时间电价机制，如表2所示。高峰时间为上午10:00至下午2:00以及下午5:00到下午7:00，谷值时间是从早上0:00到早上6:00。表2不同时期配电网的电价\n\n步骤1、由以往的光伏发电数据和天气预报数据预测第二天电动汽车光伏充电站每个时刻的光伏发电功率如图2所示。步骤2、根据历史数据的分析，假设电动汽车蓄电池的初始SOC服从0.4和0.6之间的均匀分布，并且储能系统的初始SOC服从0.2和0.95之间的均匀分布。前16台电动汽车的到达和离开时间在第二天的16:00-19:00和14:00-16:00之间均匀分布，后4台电动汽车的到达和离开时间在第二天的8:00-10:00和5:00-7:00之间均匀分布，如图3所示。步骤3、建立电动汽车蓄电池循环寿命与蓄电池的放电深度和环境温度之间的函数关系式。本发明研究的是以镍氢蓄电池作为动力的电动汽车。镍氢蓄电池循环寿命与蓄电池放电深度之间的实验数据如图4中圆圈所示。利用三次B样条对实验数据进行拟合得到如式(1)所示表达式中的各个系数分别为：α0＝40020，α1＝-106530，α2＝103910，α3＝-45740，α4＝8860，并将其也画在图4中。通过拟合曲线与实验数据的对比，可以看出在放电深度为0.2至0.4之间的拟合值与实际测量值之间存在超过10％的误差，因此需要对该区域进行拟合曲线的局部修正。在放电深度为0.2至0.4之间通过式(1)所得到的曲线进行多次选取采样点，结合该区域原有的实验数据，对该区域再利用三次B样条曲线进行局部修正拟合，从而得到修正曲线表达式(2)中各系数分别为：ε0＝12820，ε1＝-30350，ε2＝24770，ε3＝-7870，ε4＝720，各个点的拟合结果误差都降低到了3％以下。最终蓄电池放电深度D与电动汽车蓄电池循环寿命LD的函数关系式可由式(3)计算出，拟合曲线如图5所示。镍氢蓄电池循环寿命与电动汽车蓄电池环境温度之间的实验数据如图6中圆圈所示。利用二次B样条对实验数据进行拟合得到如式(4)所示表达式中的各个系数分别为：并将其也画在图6中。通过拟合曲线与实验数据的对比，可以看出在温度为30摄氏度和45摄氏度附近拟合值与实际测量值之间存在超过3％偏差，在温度为30摄氏度和45摄氏度附近对式(4)得到的曲线进行多次选取采样点，结合该区域原有的实验数据，对该区域再利用二次B样条曲线进行局部修正拟合，从而得到修正曲线表达式(5)中各系数分别为：κ0＝-0.1，κ1＝2.1，κ2＝-13.6，各个点的拟合结果误差降低到1％以内。最终得到的环境温度T与电动汽车蓄电池循环寿命LT关系式如(6)所示，最终拟合曲线如图7所示。步骤4、对于在电价高峰时段停靠在电动汽车光伏充电站的电动汽车，根据式(7)-(11)计算每台电动汽车蓄电池此时参与V2G的放电损耗费用W。将该费用与电网提供的购电电价进行比较，若是电动汽车的放电损耗费用高于购电电价，电动汽车用户将不参与V2G模式；反之，则电动汽车用户参与V2G模式，在高峰期给电网供能，缓解电网供电压力，用户也可通过此途径获得收益。从而可以确定所有参与V2G的车辆台数。步骤5、对于非高峰电价到达光伏充电站的电动汽车，是不参与V2G的。根据每辆电动汽车蓄电池自身荷电状态(State of Charge，SOC)，判断是否需要充电。由于充电站中的充电桩均采用恒功率直充的方式给电动汽车充电，因此根据每个时刻停留在充电站电动汽车的充放状态，即可以确定每个时刻充电站的充电负荷。步骤6、比较每个时刻光伏发电功率与电动汽车充电负荷的大小。若光伏发电功率大于电动汽车充电负荷时，多余的光伏发电功率优先给光伏充电站自带的储能系统充电。若储能系统充满后仍有剩余功率，则光伏充电站向大电网进行售点；反之当光伏发电功率小于电动汽车充电负荷时，则优先利用储能系统给电动汽车进行充电，若仍不能满足充电负荷的需求时，则从大电网进行购电以满足光伏充电站功率平衡的要求。步骤7、本发明以储能系统蓄电池每个时刻的SOC为优化变量，以最小化光伏充电站运营成本F为调度目标，其中光伏充电站的运营成本包括光伏发电成本、储能系统充放电成本、电动汽车充放电成本和向大电网买电和卖电的成本，如式(12)所示。\n\n式中，C1、C2分别为每kW功率对应的光伏发电成本、储能设备出力成本；C3为电动汽车参与V2G每kW功率的收益费用，这些数据均为已知。PPV，t为第t个时刻光伏系统的发电功率；PCD,t为第t个时刻蓄电池的出力；Csell为每kW功率对应的卖电费用；Psell,t为第t个时刻的卖电功率；Cbuy为每kW功率对应的买电费用；Pbuy,t为第t个时刻的买电功率；Pevsell,t为第t个时刻V2G的卖电功率。该优化调度方法的约束分为两类：一是设备模型约束，包括储能系统蓄电池和电动汽车蓄电池，为防止储能设备过充和过放的发生，其荷电状态SOC应满足上、下限的限制约束。另一类约束为系统运行约束，即系统在运行中应该满足的约束，这类约束包括系统运行时每个时刻都应该满足功率平衡约束和在调度周期内的初始和终止时刻储能系统蓄电池的SOC应当保持一致。SOC的限制前面也已给出。步骤8、采用自适应遗传算法在寻优过程中对遗传参数进行自适应调整，并利用罚函数法来处理约束条件，得到该优化调度方法对应的优化变量和目标函数值，即储能系统蓄电池和大电网在各时段的出力以及光伏充电站总的运行成本。在本发明中，研究了两种不同的案例。在案例1中，当电动汽车用户参与V2G模式时，不考虑放电对电动汽车蓄电池循环寿命的影响。但在案例2中，电动汽车用户将在比较补偿电价与每次放电对应的电动车蓄电池寿命损失成本后，决定是否参与V2G模式，即本发明所考虑的情况。通过考虑20台电动汽车蓄电池的充电和放电状态，可以获得电动汽车蓄电池的负荷曲线。如图8所示，两条曲线分别代表案例1和案例2中的充电负载。从图8中可以看出，在案例1的高峰期间，所有电动汽车均参与V2G模式。因此在这些时段期间充电负载为0kW。但在案例2中，电动汽车蓄电池的循环寿命损失成本将影响用户参与V2G模式的意愿，因此此时电动汽车充电负荷要高于同一时刻的情况1中的充电负荷。另一方面，由于在高峰时段期间有较少的放电功率，在其他时段，案例2中的电动汽车的充电负载小于案例1中的充电负载。本发明所考虑案例得到的24小时储能系统的SOC、充放电功率和与大电网的交互功率结果如图9所示，光伏充电站每日最低运营成本为320.33元。为了直观的表现在V2G模式下电动汽车每次放电相对应的蓄电池寿命损失的影响，在高峰时段的第16台和第17台电动汽车蓄电池电池放电损耗成本如表3所示。表3第16台和第17台电动车在高峰时段的电池放电损失成本\n\n从表3中可以很容易地得出结论，第16台电动汽车将不会在13:00和14:00参与V2G模式而第17台电动汽车将不会在14:00和19:00参与V2G模式，因为电池放电成本损失在这些时刻损耗价格大于补偿价格。还可以发现，电动汽车蓄电池的放电成本会随着放电次数的增加而增加。因此，电动汽车用户应减少放电次数，以延长电动车电池的使用寿命。当不考虑蓄电池放电损耗时，第16台电动汽车蓄电池的循环寿命是900，而在考虑电池的放电损失之后蓄电池的循环寿命延长到1214。从以上分析可以看出，考虑放电对电动汽车蓄电池寿命影响将关系到用户参与V2G模式的意愿，从而影响光伏充电站的运行成本和电动汽车蓄电池的循环寿命。因此，在光伏充电站的实际操作调度中，案例2比案例1的优化调度结果更合理，更实用。 | 本发明公开了一种考虑用户行为的电动汽车光伏充电站优化调度方法，也就是只有当购电电价高于车载蓄电池放电损耗时，电动汽车才给电网供电。为此，本发明根据实测数据，利用B样条曲线经过初步拟合和局部修正两个步骤分别建立了放电深度和环境温度对蓄电池循环寿命影响的数学模型，并利用放电深度因子和温度因子综合考虑两者对蓄电池循环寿命的影响，从而得到车载蓄电池每次放电行为所对应的放电损耗。在此基础上，以储能系统的出力和与大电网的交互功率为优化变量，系统运行成本最小为优化目标，建立了该系统的日前优化调度模型，并采用自适应遗传优化算法对其进行求解。本发明对延长电动汽车蓄电池的使用寿命和推动可再生能源发展有一定的意义。 | CN:201811332993.7A | https://patentimages.storage.googleapis.com/4e/59/ec/faf3cce256a71a/CN109713696B.pdf | CN:109713696:B | 罗平, 程晟, 陈潇瑞, 姜淏予, 闫文乐 | Hangzhou Dianzi University | CN:102385660:A, CN:103679302:A, CN:105512475:A, CN:106649962:A | Not available | 2020-09-01 | 1.考虑用户行为的电动汽车光伏充电站优化调度方法，该方法具体包括以下步骤：, 步骤1、由以往的光伏发电数据和天气预报数据预测第二天电动汽车光伏充电站每个时刻的光伏发电功率；, 步骤2、根据历史数据的分析，给出每台电动汽车蓄电池初始SOC状态、到达和停泊时间；, 步骤3、建立电动汽车蓄电池循环寿命与蓄电池的放电深度和环境温度之间的函数关系式；为了得到蓄电池的循环寿命与蓄电池放电深度和环境温度之间的关系，利用B样条曲线根据实测的实验数据分别对其进行拟合；为了提高曲线拟合的精度，拟合的过程都分为初始拟合和局部修正两个环节；, 首先利用B样条曲线拟合蓄电池放电深度与循环寿命之间的关系；由于在众多影响因素中，蓄电池放电深度对循环寿命的影响最大，因此选择三次B样条曲线对其进行拟合和修正；根据实测的实验数据，基于三次B样条对其进行初始拟合，得到循环寿命与实时放电深度D之间的函数关系式如(1)所示：, LDb(D)＝α0·D4+α1·D3+α2·D2+α3D+α4 (1), 式中，LDb为初始拟合的受放电深度影响的蓄电池循环寿命，α0，α1，α2，α3和α4为对应的系数；, 将拟合曲线与实验数据进行对比，找到拟合误差大于E的区域；对拟合误差大于E的区域，在初始拟合得到的曲线上对应的区域选择采样点，再次利用三次B样条曲线基于这些采样点和该区域原有的实验数据进行局部修正拟合，直到拟合结果误差小于E’的范围；从而得到局部拟合曲线的表达式如(2)所示：, λ1(D)＝ε0·D4+ε1·D3+ε2·D2+ε3D+ε4 (2), 式中，λ1为局部修正的受放电深度影响的蓄电池循环寿命，εi为局部修正拟合后对应的系数，其中i＝0,1,2,3,4；此时，D的取值范围为拟合误差大于E的区域；其他取值范围内λ1(D)＝0；, 因此，最终蓄电池放电深度D与蓄电池循环寿命LD的函数关系式如(3)所示：, LD＝LDb+λ1 (3), 同理，利用二次B样条曲线得到蓄电池环境温度T与循环寿命之间的初始拟合函数关系为, \n\n, 式中，LTb为初始拟合的受温度影响的蓄电池循环寿命，为拟合多项式的系数，其中t＝0,1,2；, 通过拟合曲线与实验数据的对比，找到拟合误差大于S的区域，对拟合误差大于S的区域，在初始拟合得到的曲线上对应的区域选择采样点，再次利用二次B样条曲线基于这些采样点和该区域原有的实验数据进行局部修正拟合，直到拟合结果误差降低到3％以下；得到的局部修正拟合曲线的表达式如(5)所示：, λ2＝κ0·T2+κ1·T+κ2 (5), 其中，λ2为受环境温度影响的蓄电池循环寿命，κj为拟合多项式的系数，其中j＝0,1,2；, 由此，最终得到的环境温度T与蓄电池循环寿命LT关系式如(6)所示：, LT＝LTb+λ2 (6), 综合放电深度和温度对镍氢蓄电池的循环寿命的影响，采用权重的方法，定义蓄电池循环寿命的放电深度因子ηDOD如式(7)所示，蓄电池循环寿命的温度因子ηTEM如式(8)所示，则温度和放电深度共同影响下蓄电池循环寿命L的计算方法如式(9)所示；, \n\n, \n\n, L＝ηDOD·ηTEMLN (9), 式(7)-(9)中，LN为蓄电池的额定循环寿命；, 步骤4、对于在电价高峰时段停靠在电动汽车光伏充电站的电动汽车，计算每台电动汽车蓄电池此时V2G的放电损耗费用W；W由式(10)-(11)计算得到；, \n\n, Γ＝L·CR (11), 式中，CZ为蓄电池的初始投资；Γ为蓄电池的实际吞吐量，CR为蓄电池的额定容量；, 将该费用与电网提供的补偿电价进行比较，若是电动汽车的放电损耗费用高于补偿电价，电动汽车用户将不参与V2G模式；反之，则电动汽车用户参与V2G模式，在高峰期给电网供能，缓解电网供电压力，用户也可通过此途径获得收益；从而确定所有参与V2G的车辆台数；, 步骤5、而对于非高峰电价到达光伏充电站的电动汽车，是不参与V2G的；根据每辆电动汽车蓄电池自身荷电状态SOC，判断是否需要充电；电动汽车充电采用恒功率充电计算每一时刻需要充电的电动汽车台数，进而确定各个时刻的充电负荷；, 步骤6、比较每个时刻光伏发电功率与电动汽车充电负荷的大小；若光伏发电功率大于电动汽车充电负荷时，多余的光伏发电功率优先给光伏充电站自带的储能系统充电；若储能系统充满后仍有剩余功率，则光伏充电站向大电网进行售电；反之当光伏发电功率小于电动汽车充电负荷时，则优先利用储能系统给电动汽车进行充电，若仍不能满足充电负荷的需求时，则从大电网进行购电以满足光伏充电站功率平衡的要求；, 步骤7、以储能系统蓄电池每个时刻的SOC为优化变量，以最小化光伏充电站运营成本F为调度目标，其中光伏充电站的运营成本包括光伏发电成本、储能系统充放电成本、电动汽车充放电成本和向大电网买电和卖电的成本，如式(12)所示；, \n\n, 式中，C1、C2分别为每kW功率对应的光伏发电成本、储能设备出力成本；C3为电动汽车参与V2G每kW功率的收益费用；PPV，t为第t个时刻光伏系统的发电功率；PCD,t为第t个时刻蓄电池的出力；Csell为每kW功率对应的卖电费用；Psell,t为第t个时刻的卖电功率；Cbuy为每kW功率对应的买电费用；Pbuy,t为第t个时刻的买电功率；Pevsell,t为第t个时刻V2G的卖电功率；, 该优化调度方法的约束分为两类：一是设备模型约束，包括储能系统蓄电池和电动汽车蓄电池，为防止储能设备过充和过放的发生，其荷电状态SOC应满足上、下限的限制约束；另一类约束为系统运行约束，即系统在运行中应该满足的约束，这类约束包括系统运行时每个时刻都应该满足功率平衡约束和在调度周期内的初始和终止时刻储能系统蓄电池的SOC应当保持一致；, 步骤8、采用自适应遗传算法在寻优过程中对遗传参数进行自适应调整，并利用罚函数法来处理约束条件，得到该优化调度方法对应的优化变量和目标函数值，即储能系统蓄电池和大电网在各时段的出力以及光伏充电站总的运行成本。 | CN | China | Active | Y | True |
| 221 | Generating leakage canceling current in electric vehicle charging systems \n | US10809755B1 | This application is a continuation of, and claims priority under 35 U.S.C. § 120 from, nonprovisional U.S. patent application Ser. No. 15/611,734 entitled “Generating Leakage Canceling Current In Electric Vehicle Charging Systems,” filed on Jun. 1, 2017, now U.S. Pat. No. 10,139,848. Application Ser. No. 15/611,734 in turn is a continuation of, and claims priority under 35 U.S.C. § 120 from, nonprovisional U.S. patent application Ser. No. 14/614,118 entitled “Generating Leakage Canceling Current In Electric Vehicle Charging Systems,” filed on Feb. 4, 2015, now U.S. Pat. No. 9,696,743. Application Ser. No. 14/614,118 in turn claims the benefit under 35 U.S.C. § 119 of provisional application Ser. No. 62/042,696, entitled “Generating Leakage Canceling Current In Electric Vehicle Charging Station System,” filed Aug. 27, 2014. The entire subject matter of the aforementioned patent documents is incorporated herein by reference.\nThe present disclosure relates generally to power systems involving power converters, and more specifically to methods for charging electric vehicles.\nAn electric vehicle typically includes energy storage systems that store electrical energy, such as battery packs. Power circuitry within the electric vehicle uses energy stored in the battery packs to drive an electric motor of the electric vehicle. After the energy stored in the battery packs has been depleted, the battery packs must be charged. An electric vehicle charge station couples the power circuitry of the electric vehicle to an Alternating Current (AC) power source to charge the battery packs.\nElectric vehicle charging stations usually must comply with safety regulations and standards because of the hazardous voltage and current levels available at the AC power source to the power circuitry of the electric vehicle. UL 2231 defines standards for electric vehicle charging stations and for protection devices in the charging stations. One type of protection device commonly found in a charging station is a Ground Fault Interrupter (GFI) circuit. If the GFI circuit detects imbalanced current on the charging conductors, then the GFI circuit disables the charging station and the electric vehicle battery packs stop charging. This requirement limits the common mode capacitance of vehicle circuits to a low value, which can be difficult to achieve for some vehicle designs.\nA system includes a power source, a power converter, a leakage current cancelation circuit, a load, and a ground node. The power converter is coupled to the power source and supplies the load. During operation of the power converter, a common mode current flows from the load to the ground node via a common mode capacitance. The common mode current is also referred to as a “leakage current”, and the common mode capacitance is also referred to as a “leakage capacitance”. Under certain conditions, the leakage current that flows on the ground node is undesirable. To mitigate these undesirable effects, the leakage current cancelation circuit generates a leakage cancelation current. The leakage cancelation current has a magnitude opposite the leakage current such that an instantaneous sum of the leakage cancelation current and the leakage current is substantially near zero.\nTo generate the leakage cancelation current, the leakage current cancelation circuit receives at least one signal indicative of a common mode current. The at least one signal indicative of the common mode current is received from: one or multiple input nodes of the power converter, one or multiple output nodes of the power converter, or the ground node. The leakage cancelation current uses the at least one signal indicative of the common mode current to generate the leakage cancelation current. After the leakage cancelation current is generated, the leakage cancelation current is supplied onto a node of the system thereby causing net current on the power terminals to remain substantially near zero during operation of the power converter. The leakage cancelation current may be supplied onto: one or multiple input nodes of the power converter, one or multiple output nodes of the power converter, or the ground node.\nIn one example, a novel leakage current cancelation circuit is employed in an electric vehicle charging system. The leakage current cancelation circuit is part of a charger module that includes a power converter, the leakage current cancelation circuit, a plurality of input terminals, a plurality of output terminals, and ground terminals. To charge the energy storage system disposed within the electric vehicle, the electric vehicle is plugged into an electrical vehicle charging station to initiate a charging operation. During the charging operation, the charger module receives an Alternating Current (AC) supply onto the AC input terminals, and the charger module generates and outputs positive and negative Direct Current (DC) supply signals onto the output terminals. The DC supply signals are supplied to circuitry internal to the electric vehicle, such as the energy storage system.\nDuring the charging operation, if a common mode current (or leakage current) flows from circuitry within the electric vehicle onto the ground node such that a GFI circuit of the charging station detects imbalanced current on the charging conductors, then the GFI circuit disables the charging station and the electric vehicle stops charging. Such flow of leakage current is undesirable because the electric vehicle will not charge if the GFI circuit trips and disables charging. The leakage current cancelation circuit generates and supplies a leakage cancelation current so that the leakage current is canceled and no imbalanced current on the charging conductors is detected by the GFI circuit during normal charging conditions. Normal charging conditions is used to refer to a charging condition during which no short circuit exists within the internal circuitry of the electric vehicle, no short circuit exists between the high-voltage conductors and earth ground, and the internal circuitry of the electric vehicle is operating as intended by the manufacturer. Internal circuitry includes any electronic component disposed within the electric vehicle, such as the power converter, motor inverters, system loads, or battery packs. If a short circuit condition exists, then the GFI circuit will trip and charging operation will be disabled to prevent damage to the electric vehicle circuitry. The leakage current cancelation circuit will not prevent the GFI circuit from tripping during such a short circuit condition.\nThe leakage current cancelation circuit comprises a leakage cancelation current generator and a charge injection circuit. In this example, the leakage cancelation current generator includes a microcontroller, a current reference generator circuit, and a current controlled feedback circuit. During charging operation, the current reference generator circuit receives a DC+ supply voltage signal output by the power converter onto a first input node and receives a DC− supply voltage signal output by the power converter onto a second input node. The DC+ and DC− supply voltage signals are signals indicative of the common mode current. The current reference generator circuit is controlled by the microcontroller to generate a current reference voltage signal. The current controlled feedback circuit receives the current reference voltage signal and generates the leakage cancelation current. The charge injection circuit supplies the generated leakage cancelation current onto AC input nodes of the power converter. Current on the ground node is substantially near zero due to the injected leakage cancelation current. In one example, current on the ground node is between −3.0 milliamperes and +3.0 milliamperes during charging operation under normal conditions.\nIn accordance with one novel aspect, the charger module is non-isolated from the electric vehicle charging station and power source. Accordingly, the charger module, the electric vehicle charging station, the circuitry internal to the electric vehicle, and the power source share a common ground. Isolated charger modules that include inductors, transformers, or similar type of magnetic devices are well known in the art. However, such isolated charger modules are expensive and prohibitively costly in some applications. In addition, isolated charger modules tend to be large and difficult to install in some vehicles. The non-isolated charger module, on the other hand, includes no such inductors, transformers, or magnetic devices. The power converter also does not include any inductor, transformer, or magnetic device. No inductor, transformer, or magnetic device is present in a power conversion path of the power converter. No inductor, transformer, or magnetic device is directly coupled to an output node of the power converter. This reduces the number of circuit components and complexity required to manufacture the power converter. As a result, the non-isolated charger module is significantly cheaper to manufacture than traditional isolated charger modules. Moreover, the non-isolated charger module is smaller than traditional isolated charger modules thereby yielding at least one-hundred and seventy watts of output per cubic inch of volume of the charger module.\nThe foregoing is a summary and thus contains, by necessity, simplifications, generalizations and omissions of detail; consequently it is appreciated that the summary is illustrative only. Still other methods, and structures and details are set forth in the detailed description below. This summary does not purport to define the invention. The invention is defined by the claims.\nThe accompanying drawings, where like numerals indicate like components, illustrate embodiments of the invention.\n FIG. 1 is a high-level diagram of an electric vehicle charging system 10.\n FIG. 2 is a more detailed diagram of electric vehicle charging system 10 of FIG. 1.\n FIG. 3 are waveform diagrams of the AC supply voltages and leakage current 41 during charging of electric vehicle 13.\n FIG. 4 is a perspective diagram of charging station 12 that includes cable 21 and plug 19.\n FIG. 5 is a diagram of an electrical power system 50 with a novel leakage current cancelation current 51.\n FIG. 6 is a diagram of electric vehicle charging system 80 that employs a novel leakage current cancelation circuit 81.\n FIG. 7 is a block diagram of leakage current cancelation circuit 81.\n FIG. 8 is another block diagram of leakage current cancelation circuit 81 that shows how leakage current cancelation circuit 81 prevents the GFI circuit within charging station 83 from tripping.\n FIG. 9 is another block diagram of leakage current cancelation circuit 81 that shows the current path 115 of the leakage cancelation current.\n FIG. 10 is a detailed circuit diagram of electric vehicle charging system 80 that includes the novel leakage current cancelation circuit 81.\n FIG. 11 is a diagram of a waveform 150 of leakage cancelation current 149 that is to be injected onto AC input nodes 103.\n FIG. 12 is a diagram of waveform 151 of the signal indicative of common mode current 101.\n FIG. 13 is a diagram of waveform 152 of common mode current 141 that flows on ground conductor 85 during charging mode operation.\n FIG. 14 is a diagram of output voltage of operational amplifier 137.\n FIG. 15 is a detailed circuit diagram of another embodiment of a leakage current cancelation circuit 160 that may also be employed to supply a leakage cancelation current onto AC input nodes 103.\n FIG. 16 is a diagram of another embodiment of a leakage current cancelation circuit 200 that may also be employed to supply a leakage cancelation current onto AC input nodes 103.\n FIG. 17 is a diagram of another embodiment of a leakage current cancelation circuit 220.\n FIG. 18 is a diagram of a system 230 that employs another embodiment of a charger module 231.\n FIG. 19 is an equation 250 that shows the relationship between voltages on DC+ terminal 93 and DC-terminal 95, common mode capacitances C_POS and C_NEG, and the leakage cancelation current.\n FIG. 20 is a more detailed diagram of the charger module 231.\n FIG. 21 is a more detailed diagram of the microcontroller 260 and current reference generator circuit 261.\n FIG. 22 is a detailed circuit diagram of current reference generator circuit 261.\n FIG. 23 shows an equation 321 for capacitance C_POS and an equation 322 for capacitance C_NEG.\n FIG. 24 is flowchart of a method 400 in accordance with one novel aspect.\n FIG. 25 is a block diagram of current controlled feedback circuit 262.\n FIG. 26 is a detailed circuit diagram of current controlled feedback circuit 262.\n FIG. 27 is a diagram of waveforms at various nodes of charger module 231 during charging mode operation.\n FIG. 28 is a flowchart of a method 500 in accordance with another novel aspect.\n FIG. 29 is a front view of charger module 231.\n FIG. 30 is a side view of charger module 231.\n FIG. 31 is a perspective view of charger module 231.\n FIG. 32 is a flowchart of a method of manufacture 600.\n FIG. 33 is a diagram of another embodiment of a leakage current cancelation circuit 610.\n FIG. 34 is a diagram of another embodiment of a current reference generator circuit 620.\n FIG. 35 is a diagram of another embodiment of a current reference generator circuit 643.\n FIG. 36 is a more detailed block diagram of current reference generator circuit 643.\n FIG. 37 is a diagram of another embodiment of charge injection circuit 670.\n FIG. 38 is a diagram of an electric vehicle charging station 680 having a novel leakage current cancelation circuit 681 and a conventional GFI circuit 682.\n FIG. 39 is a flowchart of a method 700 in accordance with another novel aspect.\nReference will now be made in detail to some embodiments of the invention, examples of which are illustrated in the accompanying drawings.\n FIG. 1 is a high-level diagram of an electric vehicle charging system 10. Electric vehicle charging system 10 includes an Alternating Current (AC) input source 11, an electric vehicle charging station 12, and an electric vehicle 13. In this example, electric vehicle charging station 12 is a CS-100 electric vehicle charging station available from ClipperCreek, Inc., located at 11850 Kemper Rd. # E, Auburn, Calif. 95603. In another example, electric vehicle charging station 12 is an Evr-Green 400 Electric Vehicle Charging Station available from Leviton Mfg. Company Inc., located at 201 North Service Rd., Melville, N.Y. 11747. The electric vehicle 13 comprises a power converter 14, motor inverters 15, and a system load 16. Many additional components involved in the structure and operation of electric vehicle 13 are excluded for explanatory purposes.\n Charging station 12 receives three-phase AC supply voltages from the AC input source 11 and generates charge currents. The charge currents are supplied onto a cable 21 comprising AC supply conductors 17 and a ground conductor 18. An end of the cable has a plug 19 that is insertable into a socket 20 of electric vehicle 13. After plug 19 is inserted into socket 20 of electric vehicle 13, battery packs (not shown) disposed within electric vehicle 13 are charged. For additional information on the structure and operation of the electric vehicle charging station 12, see: (1) U.S. patent publication number 2014/0015487 entitled “Electric Vehicle Supply Equipment,” filed on Sep. 12, 2013; (2) U.S. patent publication number 2012/0206100 entitled “Electric Vehicle Supply Equipment,” filed on Apr. 25, 2012; (3) U.S. patent publication number 2012/0091961 entitled “Electric Vehicle Supply Equipment With Storage Connector,” filed on Dec. 21, 2011; (4) U.S. patent publication number 2011/0169447 entitled “Electric Vehicle Supply Equipment,” filed on Jan. 11, 2010; and (5) U.S. Pat. No. 8,558,504 entitled “Electric Vehicle Supply Equipment With Timer,” filed on Jun. 23, 2010 (the entire subject matter of each of these patent documents is incorporated herein by reference).\n FIG. 2 is a more detailed diagram of electric vehicle charging system 10 of FIG. 1. Electric vehicle charging system 10 includes a Ground Fault Interrupter (GFI) circuit 25 that detects current on ground conductor 18. In this example, power converter 14 is a three-phase rectifier circuit having diodes 26, 27, 28, 29, 30, and 31. Three-phase rectifier circuit 14 is coupled to receive AC supply voltages from AC input conductors 32 and generates a positive Direct Current (DC) voltage signal 33 on DC+conductor 34 and a negative DC voltage signal 35 on DC− conductor 36. DC+ conductor 34 is also referred to as a “positive supply rail”, a “positive voltage rail”, a “DC+ rail”, a “positive supply voltage”, and a “positive rail”. Similarly, DC− conductor 36 is also referred to as a “negative supply rail”, a “negative voltage rail”, a “DC− rail”, a “negative supply voltage”, and a “negative rail”. Positive and negative DC voltage conductors 34 and 36 supply motor inverter 15 and other circuitry represented by system load 16 of electric vehicle 13.\n Capacitances 37, 38, and 39 are parasitic or EMI filter capacitances between power electronics conductors of electric vehicle 13 and vehicle chassis ground 40. A sum total of capacitances 37, 38, and 39 is referred to as a common mode capacitance of system 10. Common mode capacitance is also referred to as a “leakage capacitance”. The term “leakage capacitance” is used interchangeably with the term “common mode capacitance” throughout the instant application. A common mode current (CMC) 41 flows from circuitry of electric vehicle 13 to vehicle chassis ground 40 via capacitances 37, 38, and 39. Common mode current 41 is also referred to as “leakage current”. The term “leakage current” is used interchangeably with the term “common mode current” throughout the instant application. During charging of electric vehicle 13, plug 19 is connected to socket 20 such that AC supply conductors 17 are electrically coupled to AC input conductors 32 and ground conductor 18 is electrically coupled to vehicle chassis ground 40. Leakage current 41 flows from circuitry of electric vehicle 13 (for example, three-phase rectifier 14, motor inverter 15, and system load 16) to vehicle chassis ground 40 via capacitances 37, 38, and 39, through socket 20, through plug 19, and onto ground conductor 18.\n GFI circuit 25 of electric vehicle charging station 12 is coupled to detect a current level of leakage current 41 flowing on ground conductor 18. If GFI circuit 25 determines that a current level of leakage current 41 exceeds a pre-determined threshold current level, then the GFI circuit 25 disables charging station 12 thereby stopping charging of battery packs within electric vehicle 13. GFI circuit 25 operates in this fashion to protect the circuitry within electric vehicle 13. For example, if a electrical short is present within circuitry of electric vehicle 13, then during charging, the current level of the leakage current 41 on ground node 18 may spike exceeding the pre-determined threshold current level and preventing further damage to the circuitry within electric vehicle 13. Unfortunately, even when the circuitry within electric vehicle 13 is operating as desired, the leakage current 41 may exceed the pre-determined threshold current level causing electric vehicle charging station 12 to cease charging.\n FIG. 3 are waveform diagrams of the AC supply voltages and leakage current 41 during charging of electric vehicle 13. Waveforms 23 are the AC supply voltages on AC supply conductors 17 and AC input conductors 32 when electric vehicle 13 is plugged into charging station 12 during charging. The AC supply voltages are supplied from AC input source 11, through electric vehicle charging station 12, and onto three-phase rectifier 14 of electric vehicle 13 via cable 21, plug 19, and socket 20. Waveform 24 is leakage current 41 on vehicle chassis ground conductor 40 and ground conductor 18 during charging. In this example, GFI circuit 25 of charging station 12 is configured to interrupt charging when the current level of leakage current 41 exceeds twenty milliamps. Charging operation begins at time T0. At time T1, leakage current 41 exceeds the twenty milliamp threshold current and GFI circuit 25 of charging station 12 trips causing charging to be disabled. Waveforms 23 and 24 are dashed after time T1 showing that the electric vehicle is no longer charging.\n FIG. 4 is a perspective diagram of charging station 12 that includes cable 21 and plug 19. Cable 21 forms a protective enclosure around AC supply conductors 17, ground conductor 18, and additional signal conductors (not shown). To initiate charging, plug 19 is inserted into socket 20 of electric vehicle 13. As explained above, if GFI circuit 25 detects that the current level of leakage current 41 on ground conductor 18 exceeds the pre-determined threshold current level, then GFI circuit 25 disables charging station 12 and charging ceases.\n FIG. 5 is a diagram of an electrical power system 50 with a novel leakage current cancelation current 51. Although common mode current may present challenges in charging an electric vehicle, a skilled artisan appreciates that common mode current may be undesirable in many other applications involving power converters. Electrical power system 50 comprises leakage current cancelation circuit 51, a power converter 52, and a load 53. Power converter 52 is coupled to power supply 54 via conductors 55 and 56. Power converter 52 receives supply current signals 57 and 58 from power supply 54 and generates and outputs supply signals 59 and 60. Supply signals 59 and 60 drive load 53 via conductors 61 and 62. A first parasitic capacitance 63 is coupled between conductor 61 and a ground node 64. A second parasitic capacitance 65 is coupled between conductor 62 and the ground node 64. Summing first parasitic capacitance 63 and second parasitic capacitance 65 yields a common mode capacitance 66 of system 50. Reference numeral 67 identifies input nodes of power converter 52, and reference numeral 68 identifies output nodes of power converter 52.\nLeakage current cancelation circuit 51 includes a leakage cancelation current generator 69, at least one input node 70, and at least one output node 71. Leakage current cancelation circuit 51 receives at least one signal indicative of common mode current 72 onto at least one input node 70. The at least one signal indicative of common mode current 72 is received from input nodes 67 of power converter 52, from output nodes 68 of power converter 52, or from ground node 64. Typically, two signals indicative of common mode current are received, a first onto a first input node and a second onto a second input node. Leakage cancelation current generator 69 uses the received at least one signal indicative of common mode current 72 to generate at least one leakage cancelation current 73 onto at least one output node 71. The at least one leakage cancelation current 73 is supplied to input nodes 67 of power converter 52, to output nodes 68 of power converter 52, or to ground node 64. Depending on where the leakage cancelation currents, multiple leakage cancelation currents may be generated and supplied onto varying numbers of conductors.\nDuring operation of power converter 52, power converter supply current signals 57 and 58 flow between power converter 52 and power supply 54. Ideally, supply current signal 57 flowing into power converter 52 would have a magnitude equal to a magnitude of supply current signal 58 flowing out of power converter 52. However, due to common mode capacitance 66 of system 50, common mode current or leakage current 75 flows from conductors 61 and 62 to ground node 64 via capacitances 63 and 65. As a result, magnitudes of supply current signal 57 and supply current signal 58 are not equivalent. In typical applications, leakage current 75 is undesirable and is to be minimized.\nLeakage current cancelation circuit 51 operates to cancel leakage current 75 by generating and supplying leakage cancelation current 73 onto at least one node of electrical system 50. Leakage cancelation current 73 has a magnitude opposite that of leakage current 75 such that an instantaneous sum of leakage current 75 and leakage cancelation current 73 is substantially zero. In one example, the instantaneous sum of leakage current 75 and leakage cancelation current 73 during charging operation is within a range having a lower bound of −5.0 milliamperes and an upper bound of +5.0 milliamperes. In another example, the instantaneous sum of leakage current 75 and leakage cancelation current 73 during charging operation is within a range having a lower bound of −3.0 milliamperes and an upper bound of +3.0 milliamperes. Leakage cancelation current 73 may also be referred to as a “leakage nulling current”. Various embodiments of leakage current cancelation circuit 51 and how each embodiment operates in the electrical power system are set forth below.\n FIG. 6 is a diagram of electric vehicle charging system 80 that employs a novel leakage current cancelation circuit 81. Electric vehicle charging system 80 includes an AC input source 82, an electric vehicle charging station 83, an electric vehicle 84, and a ground conductor 85. Electric vehicle 84 comprises a novel charger module 86, motor inverters 87, and a system load 88. When electric vehicle 84 is coupled to electric vehicle charging station 83 in a charging mode, charger module 86 receives a three phase AC supply from electric vehicle charging station 83 onto terminals 89, 90, and 91 via AC input conductors 92. Charger module 86 outputs a positive DC supply voltage onto DC+ conductor 93 via terminal 94, and a negative DC supply voltage onto DC− conductor 95 via terminal 96. Ground conductor 85 is coupled to vehicle chassis ground 97 via ground terminals 98 and 99.\n Charger module 86 includes a power converter 100 and the leakage current cancelation circuit 81. In this example, power converter 100 is an AC-to-DC three phase rectifier circuit that receives an AC supply and outputs a DC supply used to power internal circuitry of electric vehicle 84. Leakage current cancelation circuit 81 receives a signal indicative of common mode current 101 from vehicle chassis ground 97 via ground terminal 99. In this example, the signal indicative of common mode current 101 is the leakage current present on vehicle chassis ground 97. Leakage current cancelation circuit 81 generates leakage cancelation currents 102 from the received signal indicative of common mode current 101 and supplies leakage cancelation currents 102 onto AC input nodes 103. As a result of supplying leakage cancelation currents 102 onto AC input nodes 103, current levels on ground conductor 85 remain below a pre-determined current level preventing charging station 83 from disabling the charging operation.\n FIG. 7 is a block diagram of leakage current cancelation circuit 81. Leakage current cancelation circuit 81 includes current sense circuitry 110, amplifier circuitry 111, and charge injection circuitry 112. Current sense circuitry 110 and amplifier circuitry 111 form the leakage cancelation current generator. Current sense circuitry 110 senses signal indicative of common mode current 101 on vehicle chassis ground 97 and generates a sensed leakage current signal 112 that is supplied to amplifier circuitry 111. Amplifier circuitry 111 generates and supplies leakage cancelation current 113 to charge injection circuitry 112. Charge injection circuitry 112 injects leakage cancelation current 113 onto AC input nodes 103. During charging mode, a current level of leakage current 114 on ground conductor 85 is maintained below the predetermined current level of the GFI circuit within charging station 83.\n FIG. 8 is another block diagram of leakage current cancelation circuit 81 that shows how leakage current cancelation circuit 81 prevents the GFI circuit within charging station 83 from tripping. Amplifier circuitry 111 is realized as a high gain amplifier. High gain amplifier 111 maintains the current level of leakage current 114 on ground conductor 85 substantially near a zero current level.\n FIG. 9 is another block diagram of leakage current cancelation circuit 81 that shows the current path 115 of the leakage cancelation current. The leakage current path 115 extends from vehicle chassis ground conductor 97, through amplifier circuitry 111, through charge injection circuitry 112, and onto AC input nodes 103.\n FIG. 10 is a detailed circuit diagram of electric vehicle charging system 80 that includes the novel leakage current cancelation circuit 81. Electric vehicle charging station 83 includes GFI circuit 120. Typically, a manufacturer of the charging station 83 sets a pre-determined current at which GFI circuit 120 is tripped in compliance with a standard, such as UL 2231. Rectifier 100 includes diodes 121, 122, 123, 124, 125, and 126. Motor inverter 87 includes a capacitor 127 that provides a model of electrical characteristics of the motor inverters. System load 88 includes a resistor 128 that provides a model of electrical characteristics of the load. Parasitic capacitance 129 represents the common mode capacitance of system 80. Leakage current cancelation circuit 81 includes transformer 130, current sense circuitry 131, amplifier circuitry 132, and charge injection circuitry 133. Transformer 130, current sense circuitry 131, and amplifier circuitry 132 form the leakage cancelation current generator. Amplifier circuitry 132 includes a voltage source 134, resistive divider network 135 and 136, amplifier 137, capacitors 138 and 139, and resistors 140 and 141. Charge injection circuitry 133 includes resistor 142 and capacitors 143, 144, and 145. The transformer has a first winding 153 and a second winding 147.\nWhen electric vehicle 84 is coupled to charging station 83 in a charging mode, current sense circuitry 131 senses a signal 146 proportional to the signal indicative of common mode current 101 through second winding 147 of transformer 130. Current sense circuitry 131 outputs signal 148 onto amplifier circuitry 132. Amplifier circuitry 132 generates a leakage cancelation current 149 from received signal 148, and amplifier circuitry 132 injects leakage cancelation current 102 onto AC input nodes 103 via charge injection circuitry 133.\n FIGS. 11-14 are waveform diagrams along various nodes of system 80 during charging mode of operation. FIG. 11 is a diagram of a waveform 150 of leakage cancelation current 149 that is to be injected onto AC input nodes 103. FIG. 12 is a diagram of waveform 151 of the signal indicative of common mode current 101. Waveform 150 is of opposite magnitude of waveform 151 such that an instantaneous sum of both waveforms is approximately zero. FIG. 13 is a diagram of waveform 152 of common mode current 141 that flows on ground conductor 85 during charging mode operation. As shown in FIG. 13, the current level of waveform 152 does not exceed the twenty milliamp GFI pre-determined current level. Because the threshold current is never exceeded, GFI circuit 120 will not disable charging station 83 during when the electric vehicle 84 is charging. FIG. 14 is a waveform diagram of an output voltage of the operational amplifier 137 of FIG. 10.\n FIG. 15 is a detailed circuit diagram of another embodiment of a leakage current cancelation circuit 160 that may also be employed to supply a leakage cancelation current onto AC input nodes 103. Leakage current cancelation circuit 160 includes current sense circuitry 161, amplifier circuitry 162, and charge injection circuitry 163. Current sense circuitry 161 and amplifier circuitry 162 form the leakage cancelation current generator. Current sense circuitry 161 includes a transformer 164 and resistor 165. Amplifier circuitry 162 comprises a voltage source 166, resistive divider network 167 and 168, capacitors 169, 170, 171, 172, 173, and 174, resistors, 177, 178, 179, 180, 181, 182, and 183, and amplifiers 184 and 185. In this example, amplifier 184 is a LT1126 Dual Decompensated Low Noise, High Speed Precision Operational Amplifier, available from Linear Technology located at 720 Sycamore Dr., Milpitas, Calif. 95035. Amplifier 185 is an OPA547 High-Voltage, High-Current Operational Amplifier available from Texas Instruments Incorporated located at 12500 TI Boulevard, Dallas, Tex. 75243. Charge injection circuit 163 includes resistor 186 and capacitors 187, 188, and 189. The signal indicative of common mode current 101 is sensed by | A system includes a power source, a power converter, a leakage current cancelation circuit, a load, and a ground node. The power converter is coupled to the power source and supplies the load. During operation of the power converter, a common mode current flows from the load to the ground node via a leakage capacitance. The leakage current cancelation circuit receives at least one signal indicative of the common mode current and generates a leakage cancelation current that is injected into at least one node of the system. The leakage cancelation current has a magnitude opposite a magnitude of the common mode current. For example, the leakage current cancelation circuit receives supply voltage signals output by the power converter, and generates and supplies the leakage cancelation current onto input nodes of the power converter such that a current level on the ground node is between −3.0 milliamperes and +3.0 milliamperes. | US:16/172,036 | https://patentimages.storage.googleapis.com/e1/3f/c8/448baa2c27924b/US10809755.pdf | US:10809755 | William Treichler, James Michael Castelaz, Grayson Zulauf | Motiv Power Systems Inc | US:3982241, US:6134126, US:6388451, US:20050206359:A1, US:20060247508:A1, US:20070029964:A1, US:20080297275:A1, US:20100066392:A1, US:9018914, US:20140197790:A1, US:20150061720:A1 | 2020-10-20 | 2020-10-20 | 1. A method of manufacture comprising:\nenclosing a power converter and a leakage current cancelation circuit in a metal enclosure thereby forming a charger module, wherein the leakage current cancelation circuit comprises a leakage cancelation current generator, wherein during operation of the power converter, a common mode current is present on a ground node, the leakage current cancelation circuit receives a signal from an input or output of the power converter or from the ground node, and the leakage cancelation current generator generates a leakage cancelation current without directly sensing the common mode current.\n, enclosing a power converter and a leakage current cancelation circuit in a metal enclosure thereby forming a charger module, wherein the leakage current cancelation circuit comprises a leakage cancelation current generator, wherein during operation of the power converter, a common mode current is present on a ground node, the leakage current cancelation circuit receives a signal from an input or output of the power converter or from the ground node, and the leakage cancelation current generator generates a leakage cancelation current without directly sensing the common mode current., 2. The method of manufacture of claim 1, wherein no inductor, transformer, or magnetic component is used by the leakage current cancelation circuit in generating the leakage cancelation current., 3. A method of manufacture comprising:\nenclosing a power converter and a leakage current cancelation circuit in a metal enclosure thereby forming a charger module, wherein the charger module includes AC input terminals spaced a distance D1 from each other, wherein a height of the charger module is less than six times the distance D1, wherein a length of the charger module is less than seven times the distance D1, and wherein a width of the charger module is less than the distance D1.\n, enclosing a power converter and a leakage current cancelation circuit in a metal enclosure thereby forming a charger module, wherein the charger module includes AC input terminals spaced a distance D1 from each other, wherein a height of the charger module is less than six times the distance D1, wherein a length of the charger module is less than seven times the distance D1, and wherein a width of the charger module is less than the distance D1., 4. The method of manufacture of claim 1, wherein during the operation of the power converter, the leakage cancelation current is supplied onto an input or output of the power converter or onto the ground node., 5. The method of manufacture of claim 1, wherein during the operation of the power converter, the power converter is supplied by a source, wherein the power converter, the leakage current cancelation circuit, and the source share common ground., 6. The method of manufacture of claim 1, wherein during the operation of the power converter, the charger module supplies a load of an electric vehicle., 7. The method of manufacture of claim 1, wherein during the operation of the power converter, the leakage cancelation current cancels the common mode current., 8. The method of manufacture of claim 1, wherein the power converter is selected from the group consisting of an AC-to-AC power converter, an AC-to-DC power converter, a DC-to-DC power converter, and a DC-to-AC power converter., 9. The method of manufacture of claim 1, wherein the leakage cancelation current generator comprises a current reference generator circuit and a current controlled feedback circuit., 10. The method of manufacture of claim 9, wherein the current reference generator circuit comprises a summing amplifier circuit, a differentiator circuit, and a voltage gain circuit., 11. The method of manufacture of claim 9, wherein the current controlled feedback circuit comprises a resistor, an output current sense circuit, and a reference current error amplifier., 12. The method of manufacture of claim 1, wherein the charger module is a non-isolated charger module., 13. The method of manufacture of claim 1, wherein the leakage current cancelation circuit further comprises a charge injection circuit., 14. A method comprising:\npackaging a power converter and a leakage current cancelation circuit into a non-isolated charger module, wherein during operation of the power converter, the leakage current cancelation circuit generates a leakage cancelation current that is supplied onto the power converter.\n, packaging a power converter and a leakage current cancelation circuit into a non-isolated charger module, wherein during operation of the power converter, the leakage current cancelation circuit generates a leakage cancelation current that is supplied onto the power converter., 15. The method of claim 14, wherein no inductor is involved in generating the leakage cancelation current., 16. The method of claim 14, wherein during operation of the power converter, the power converter is supplied by a source, and wherein the power converter, the leakage current cancelation circuit, and the source share a ground node., 17. The method of claim 16, wherein during operation of the power converter, the leakage cancelation current cancels a common mode current that is present on the ground node., 18. The method of claim 14, wherein the power converter is selected from the group consisting of an AC-to-AC power converter, an AC-to-DC power converter, a DC-to-DC power converter, and a DC-to-AC power converter., 19. The method of claim 14, wherein during operation of the power converter, the charger module supplies a load of an electric vehicle., 20. The method of claim 14, wherein the leakage current cancelation circuit comprises a leakage cancelation current generator and a charge injection circuit. | US | United States | Active | G | True |
| 222 | Battery testing system and method \n | US9312575B2 | The present application is based on and claims the benefit of U.S. provisional patent application Ser. No. 61/824,056, filed May 16, 2013, the content of which is hereby incorporated by reference in its entirety.\nThe present embodiments relate to battery testing systems and methods of the type used to test storage batteries.\nBattery testers test storage batteries to determine various conditions of a battery. For example, battery testers can be useful to determine the amount of charge a storage battery can hold (i.e. capacity of the battery) or the state of health of a storage battery.\nStorage batteries are used in various applications including remote cellular stations, electrical switching stations, hospitals, and many other installations requiring a source of backup power. Another example of an application for storage batteries is automotive vehicles, both electrical vehicles and vehicles with internal combustion engines.\nMany battery-testing techniques have been developed through the years. Midtronics, Inc. of Willowbrook, Ill. and Dr. Keith S. Champlin have been pioneers in battery testing and related technologies. Examples of their work are shown in U.S. Pat. No. 3,873,911, issued Mar. 25, 1975, to Champlin; U.S. Pat. No. 3,909,708, issued Sep. 30, 1975, to Champlin; U.S. Pat. No. 4,816,768, issued Mar. 28, 1989, to Champlin; U.S. Pat. No. 4,825,170, issued Apr. 25, 1989, to Champlin; U.S. Pat. No. 4,881,038, issued Nov. 14, 1989, to Champlin; U.S. Pat. No. 4,912,416, issued Mar. 27, 1990, to Champlin; U.S. Pat. No. 5,140,269, issued Aug. 18, 1992, to Champlin; U.S. Pat. No. 5,343,380, issued Aug. 30, 1994; U.S. Pat. No. 5,572,136, issued Nov. 5, 1996; U.S. Pat. No. 5,574,355, issued Nov. 12, 1996; U.S. Pat. No. 5,583,416, issued Dec. 10, 1996; U.S. Pat. No. 5,585,728, issued Dec. 17, 1996; U.S. Pat. No. 5,589,757, issued Dec. 31, 1996; U.S. Pat. No. 5,592,093, issued Jan. 7, 1997; U.S. Pat. No. 5,598,098, issued Jan. 28, 1997; U.S. Pat. No. 5,656,920, issued Aug. 12, 1997; U.S. Pat. No. 5,757,192, issued May 26, 1998; U.S. Pat. No. 5,821,756, issued Oct. 13, 1998; U.S. Pat. No. 5,831,435, issued Nov. 3, 1998; U.S. Pat. No. 5,871,858, issued Feb. 16, 1999; U.S. Pat. No. 5,914,605, issued Jun. 22, 1999; U.S. Pat. No. 5,945,829, issued Aug. 31, 1999; U.S. Pat. No. 6,002,238, issued Dec. 14, 1999; U.S. Pat. No. 6,037,751, issued Mar. 14, 2000; U.S. Pat. No. 6,037,777, issued Mar. 14, 2000; U.S. Pat. No. 6,051,976, issued Apr. 18, 2000; U.S. Pat. No. 6,081,098, issued Jun. 27, 2000; U.S. Pat. No. 6,091,245, issued Jul. 18, 2000; U.S. Pat. No. 6,104,167, issued Aug. 15, 2000; U.S. Pat. No. 6,137,269, issued Oct. 24, 2000; U.S. Pat. No. 6,163,156, issued Dec. 19, 2000; U.S. Pat. No. 6,172,483, issued Jan. 9, 2001; U.S. Pat. No. 6,172,505, issued Jan. 9, 2001; U.S. Pat. No. 6,222,369, issued Apr. 24, 2001; U.S. Pat. No. 6,225,808, issued May 1, 2001; U.S. Pat. No. 6,249,124, issued Jun. 19, 2001; U.S. Pat. No. 6,259,254, issued Jul. 10, 2001; U.S. Pat. No. 6,262,563, issued Jul. 17, 2001; U.S. Pat. No. 6,294,896, issued Sep. 25, 2001; U.S. Pat. No. 6,294,897, issued Sep. 25, 2001; U.S. Pat. No. 6,304,087, issued Oct. 16, 2001; U.S. Pat. No. 6,310,481, issued Oct. 30, 2001; U.S. Pat. No. 6,313,607, issued Nov. 6, 2001; U.S. Pat. No. 6,313,608, issued Nov. 6, 2001; U.S. Pat. No. 6,316,914, issued Nov. 13, 2001; U.S. Pat. No. 6,323,650, issued Nov. 27, 2001; U.S. Pat. No. 6,329,793, issued Dec. 11, 2001; U.S. Pat. No. 6,331,762, issued Dec. 18, 2001; U.S. Pat. No. 6,332,113, issued Dec. 18, 2001; U.S. Pat. No. 6,351,102, issued Feb. 26, 2002; U.S. Pat. No. 6,359,441, issued Mar. 19, 2002; U.S. Pat. No. 6,363,303, issued Mar. 26, 2002; U.S. Pat. No. 6,377,031, issued Apr. 23, 2002; U.S. Pat. No. 6,392,414, issued May 21, 2002; U.S. Pat. No. 6,417,669, issued Jul. 9, 2002; U.S. Pat. No. 6,424,158, issued Jul. 23, 2002; U.S. Pat. No. 6,441,585, issued Aug. 17, 2002; U.S. Pat. No. 6,437,957, issued Aug. 20, 2002; U.S. Pat. No. 6,445,158, issued Sep. 3, 2002; U.S. Pat. No. 6,456,045; U.S. Pat. No. 6,466,025, issued Oct. 15, 2002; U.S. Pat. No. 6,465,908, issued Oct. 15, 2002; U.S. Pat. No. 6,466,026, issued Oct. 15, 2002; U.S. Pat. No. 6,469,511, issued Nov. 22, 2002; U.S. Pat. No. 6,495,990, issued Dec. 17, 2002; U.S. Pat. No. 6,497,209, issued Dec. 24, 2002; U.S. Pat. No. 6,507,196, issued Jan. 14, 2003; U.S. Pat. No. 6,534,993; issued Mar. 18, 2003; U.S. Pat. No. 6,544,078, issued Apr. 8, 2003; U.S. Pat. No. 6,556,019, issued Apr. 29, 2003; U.S. Pat. No. 6,566,883, issued May 20, 2003; U.S. Pat. No. 6,586,941, issued Jul. 1, 2003; U.S. Pat. No. 6,597,150, issued Jul. 22, 2003; U.S. Pat. No. 6,621,272, issued Sep. 16, 2003; U.S. Pat. No. 6,623,314, issued Sep. 23, 2003; U.S. Pat. No. 6,633,165, issued Oct. 14, 2003; U.S. Pat. No. 6,635,974, issued Oct. 21, 2003; U.S. Pat. No. 6,707,303, issued Mar. 16, 2004; U.S. Pat. No. 6,737,831, issued May 18, 2004; U.S. Pat. No. 6,744,149, issued Jun. 1, 2004; U.S. Pat. No. 6,759,849, issued Jul. 6, 2004; U.S. Pat. No. 6,781,382, issued Aug. 24, 2004; U.S. Pat. No. 6,788,025, filed Sep. 7, 2004; U.S. Pat. No. 6,795,782, issued Sep. 21, 2004; U.S. Pat. No. 6,805,090, filed Oct. 19, 2004; U.S. Pat. No. 6,806,716, filed Oct. 19, 2004; U.S. Pat. No. 6,850,037, filed Feb. 1, 2005; U.S. Pat. No. 6,850,037, issued Feb. 1, 2005; U.S. Pat. No. 6,871,151, issued Mar. 22, 2005; U.S. Pat. No. 6,885,195, issued Apr. 26, 2005; U.S. Pat. No. 6,888,468, issued May 3, 2005; U.S. Pat. No. 6,891,378, issued May 10, 2005; U.S. Pat. No. 6,906,522, issued Jun. 14, 2005; U.S. Pat. No. 6,906,523, issued Jun. 14, 2005; U.S. Pat. No. 6,909,287, issued Jun. 21, 2005; U.S. Pat. No. 6,914,413, issued Jul. 5, 2005; U.S. Pat. No. 6,913,483, issued Jul. 5, 2005; U.S. Pat. No. 6,930,485, issued Aug. 16, 2005; U.S. Pat. No. 6,933,727, issued Aug. 23, 200; U.S. Pat. No. 6,941,234, filed Sep. 6, 2005; U.S. Pat. No. 6,967,484, issued Nov. 22, 2005; U.S. Pat. No. 6,998,847, issued Feb. 14, 2006; U.S. Pat. No. 7,003,410, issued Feb. 21, 2006; U.S. Pat. No. 7,003,411, issued Feb. 21, 2006; U.S. Pat. No. 7,012,433, issued Mar. 14, 2006; U.S. Pat. No. 7,015,674, issued Mar. 21, 2006; U.S. Pat. No. 7,034,541, issued Apr. 25, 2006; U.S. Pat. No. 7,039,533, issued May 2, 2006; U.S. Pat. No. 7,058,525, issued Jun. 6, 2006; U.S. Pat. No. 7,081,755, issued Jul. 25, 2006; U.S. Pat. No. 7,106,070, issued Sep. 12, 2006; U.S. Pat. No. 7,116,109, issued Oct. 3, 2006; U.S. Pat. No. 7,119,686, issued Oct. 10, 2006; and U.S. Pat. No. 7,126,341, issued Oct. 24, 2006; U.S. Pat. No. 7,154,276, issued Dec. 26, 2006; U.S. Pat. No. 7,198,510, issued Apr. 3, 2007; U.S. Pat. No. 7,363,175, issued Apr. 22, 2008; U.S. Pat. No. 7,208,914, issued Apr. 24, 2007; U.S. Pat. No. 7,246,015, issued Jul. 17, 2007; U.S. Pat. No. 7,295,936, issued Nov. 13, 2007; U.S. Pat. No. 7,319,304, issued Jan. 15, 2008; U.S. Pat. No. 7,363,175, issued Apr. 22, 2008; U.S. Pat. No. 7,398,176, issued Jul. 8, 2008; U.S. Pat. No. 7,408,358, issued Aug. 5, 2008; U.S. Pat. No. 7,425,833, issued Sep. 16, 2008; U.S. Pat. No. 7,446,536, issued Nov. 4, 2008; U.S. Pat. No. 7,479,763, issued Jan. 20, 2009; U.S. Pat. No. 7,498,767, issued Mar. 3, 2009; U.S. Pat. No. 7,501,795, issued Mar. 10, 2009; U.S. Pat. No. 7,505,856, issued Mar. 17, 2009; U.S. Pat. No. 7,545,146, issued Jun. 9, 2009; U.S. Pat. No. 7,557,586, issued Jul. 7, 2009; U.S. Pat. No. 7,595,643, issued Sep. 29, 2009; U.S. Pat. No. 7,598,699, issued Oct. 6, 2009; U.S. Pat. No. 7,598,744, issued Oct. 6, 2009; U.S. Pat. No. 7,598,743, issued Oct. 6, 2009; U.S. Pat. No. 7,619,417, issued Nov. 17, 2009; U.S. Pat. No. 7,642,786, issued Jan. 5, 2010; U.S. Pat. No. 7,642,787, issued Jan. 5, 2010; U.S. Pat. No. 7,656,162, issued Feb. 2, 2010; U.S. Pat. No. 7,688,074, issued Mar. 30, 2010; U.S. Pat. No. 7,705,602, issued Apr. 27, 2010; U.S. Pat. No. 7,706,992, issued Apr. 27, 2010; U.S. Pat. No. 7,710,119, issued May 4, 2010; U.S. Pat. No. 7,723,993, issued May 25, 2010; U.S. Pat. No. 7,728,597, issued Jun. 1, 2010; U.S. Pat. No. 7,772,850, issued Aug. 10, 2010; U.S. Pat. No. 7,774,151, issued Aug. 10, 2010; U.S. Pat. No. 7,777,612, issued Aug. 17, 2010; U.S. Pat. No. 7,791,348, issued Sep. 7, 2010; U.S. Pat. No. 7,808,375, issued Oct. 5, 2010; U.S. Pat. No. 7,924,015, issued Apr. 12, 2011; U.S. Pat. No. 7,940,053, issued May 10, 2011; U.S. Pat. No. 7,940,052, issued May 10, 2011; U.S. Pat. No. 7,959,476, issued Jun. 14, 2011; U.S. Pat. No. 7,977,914, issued Jul. 12, 2011; U.S. Pat. No. 7,999,505, issued Aug. 16, 2011; U.S. Pat. No. D643,759, issued Aug. 23, 2011; U.S. Pat. No. 8,164,343, issued Apr. 24, 2012; U.S. Pat. No. 8,198,900, issued Jun. 12, 2012; U.S. Pat. No. 8,203,345, issued Jun. 19, 2012; U.S. Pat. No. 8,237,448, issued Aug. 7, 2012; U.S. Pat. No. 8,306,690, issued Nov. 6, 2012; U.S. Pat. No. 8,344,685, issued Jan. 1, 2013; U.S. Pat. No. 8,436,619, issued May 7, 2013; U.S. Pat. No. 8,442,877, issued May 14, 2013; U.S. Pat. No. 8,493,022, issued Jul. 23, 2013; U.S. Pat. No. D687,727, issued Aug. 13, 2013; U.S. Pat. No. 8,513,949, issued Aug. 20, 2013; U.S. Ser. No. 09/780,146, filed Feb. 9, 2001, entitled STORAGE BATTERY WITH INTEGRAL BATTERY TESTER; U.S. Ser. No. 09/756,638, filed Jan. 8, 2001, entitled METHOD AND APPARATUS FOR DETERMINING BATTERY PROPERTIES FROM COMPLEX IMPEDANCE/ADMITTANCE; U.S. Ser. No. 09/862,783, filed May 21, 2001, entitled METHOD AND APPARATUS FOR TESTING CELLS AND BATTERIES EMBEDDED IN SERIES/PARALLEL SYSTEMS; U.S. Ser. No. 09/880,473, filed Jun. 13, 2001; entitled BATTERY TEST MODULE; U.S. Ser. No. 10/042,451, filed Jan. 8, 2002, entitled BATTERY CHARGE CONTROL DEVICE; U.S. Ser. No. 10/109,734, filed Mar. 28, 2002, entitled APPARATUS AND METHOD FOR COUNTERACTING SELF DISCHARGE IN A STORAGE BATTERY; U.S. Ser. No. 10/112,998, filed Mar. 29, 2002, entitled BATTERY TESTER WITH BATTERY REPLACEMENT OUTPUT; U.S. Ser. No. 10/263,473, filed Oct. 2, 2002, entitled ELECTRONIC BATTERY TESTER WITH RELATIVE TEST OUTPUT; U.S. Ser. No. 10/310,385, filed Dec. 5, 2002, entitled BATTERY TEST MODULE; U.S. Ser. No. 09/653,963, filed Sep. 1, 2000, entitled SYSTEM AND METHOD FOR CONTROLLING POWER GENERATION AND STORAGE; U.S. Ser. No. 10/174,110, filed Jun. 18, 2002, entitled DAYTIME RUNNING LIGHT CONTROL USING AN INTELLIGENT POWER MANAGEMENT SYSTEM; U.S. Ser. No. 10/258,441, filed Apr. 9, 2003, entitled CURRENT MEASURING CIRCUIT SUITED FOR BATTERIES; U.S. Ser. No. 10/681,666, filed Oct. 8, 2003, entitled ELECTRONIC BATTERY TESTER WITH PROBE LIGHT; U.S. Ser. No. 10/867,385, filed Jun. 14, 2004, entitled ENERGY MANAGEMENT SYSTEM FOR AUTOMOTIVE VEHICLE; U.S. Ser. No. 10/958,812, filed Oct. 5, 2004, entitled SCAN TOOL FOR ELECTRONIC BATTERY TESTER; U.S. Ser. No. 60/587,232, filed Dec. 14, 2004, entitled CELLTRON ULTRA, U.S. Ser. No. 60/653,537, filed Feb. 16, 2005, entitled CUSTOMER MANAGED WARRANTY CODE; U.S. Ser. No. 60/665,070, filed Mar. 24, 2005, entitled OHMMETER PROTECTION CIRCUIT; U.S. Ser. No. 60,694,199, filed Jun. 27, 2005, entitled GEL BATTERY CONDUCTANCE COMPENSATION; U.S. Ser. No. 60/705,389, filed Aug. 4, 2005, entitled PORTABLE TOOL THEFT PREVENTION SYSTEM, U.S. Ser. No. 11/207,419, filed Aug. 19, 2005, entitled SYSTEM FOR AUTOMATICALLY GATHERING BATTERY INFORMATION FOR USE DURING BATTERY TESTER/CHARGING, U.S. Ser. No. 60/712,322, filed Aug. 29, 2005, entitled AUTOMOTIVE VEHICLE ELECTRICAL SYSTEM DIAGNOSTIC DEVICE, U.S. Ser. No. 60/713,168, filed Aug. 31, 2005, entitled LOAD TESTER SIMULATION WITH DISCHARGE COMPENSATION, U.S. Ser. No. 60/731,881, filed Oct. 31, 2005, entitled PLUG-IN FEATURES FOR BATTERY TESTERS; U.S. Ser. No. 60/731,887, filed Oct. 31, 2005, entitled AUTOMOTIVE VEHICLE ELECTRICAL SYSTEM DIAGNOSTIC DEVICE; U.S. Ser. No. 11/304,004, filed Dec. 14, 2005, entitled BATTERY TESTER THAT CALCULATES ITS OWN REFERENCE VALUES; U.S. Ser. No. 60/751,853, filed Dec. 20, 2005, entitled BATTERY MONITORING SYSTEM; U.S. Ser. No. 11/304,004, filed Dec. 14, 2005, entitled BATTERY TESTER WITH CALCULATES ITS OWN REFERENCE VALUES; U.S. Ser. No. 60/751,853, filed Dec. 20, 2005, entitled BATTERY MONITORING SYSTEM; U.S. Ser. No. 11/356,443, filed Feb. 16, 2006, entitled ELECTRONIC BATTERY TESTER WITH NETWORK COMMUNICATION; U.S. Ser. No. 11/519,481, filed Sep. 12, 2006, entitled BROAD-BAND LOW-CONDUCTANCE CABLES FOR MAKING KELVIN CONNECTIONS TO ELECTROCHEMICAL CELLS AND BATTERIES; U.S. Ser. No. 60/847,064, filed Sep. 25, 2006, entitled STATIONARY BATTERY MONITORING ALGORITHMS; U.S. Ser. No. 11/641,594, filed Dec. 19, 2006, entitled METHOD AND APPARATUS FOR MEASURING A PARAMETER OF A VEHICLE ELECTRONIC SYSTEM; U.S. Ser. No. 60/950,182, filed Jul. 17, 2007, entitled BATTERY TESTER FOR HYBRID VEHICLE; U.S. Ser. No. 60/973,879, filed Sep. 20, 2007, entitled ELECTRONIC BATTERY TESTER FOR TESTING STATIONARY BATTERIES; U.S. Ser. No. 60/992,798, filed Dec. 6, 2007, entitled STORAGE BATTERY AND BATTERY TESTER; U.S. Ser. No. 61/061,848, filed Jun. 16, 2008, entitled KELVIN CLAMP FOR ELECTRONICALLY COUPLING TO A BATTERY CONTACT; U.S. Ser. No. 12/498,642, filed Jul. 7, 2009, entitled ELECTRONIC BATTERY TESTER; U.S. Ser. No. 12/697,485, filed Feb. 1, 2010, entitled ELECTRONIC BATTERY TESTER; U.S. Ser. No. 12/712,456, filed Feb. 25, 2010, entitled METHOD AND APPARATUS FOR DETECTING CELL DETERIORATION IN AN ELECTROCHEMICAL CELL OR BATTERY; U.S. Ser. No. 61/311,485, filed Mar. 8, 2010, entitled BATTERY TESTER WITH DATABUS FOR COMMUNICATING WITH VEHICLE ELECTRICAL SYSTEM; U.S. Ser. No. 61/313,893, filed Mar. 15, 2010, entitled USE OF BATTERY MANUFACTURE/SELL DATE IN DIAGNOSIS AND RECOVERY OF DISCHARGED BATTERIES; U.S. Ser. No. 12/758,407, filed Apr. 12, 2010, entitled ELECTRONIC BATTERY TESTER WITH NETWORK COMMUNICATION; U.S. Ser. No. 12/769,911, filed Apr. 29, 2010, entitled STATIONARY BATTERY TESTER; U.S. Ser. No. 61/330,497, filed May 3, 2010, entitled MAGIC WAND WITH ADVANCED HARNESS DETECTION; U.S. Ser. No. 61/348,901, filed May 27, 2010, entitled ELECTRONIC BATTERY TESTER; U.S. Ser. No. 61/351,017, filed Jun. 3, 2010, entitled IMPROVED ELECTRIC VEHICLE AND HYBRID ELECTRIC VEHICLE BATTERY MODULE BALANCER; U.S. Ser. No. 12/818,290, filed Jun. 18, 2010, entitled BATTERY MAINTENANCE DEVICE WITH THERMAL BUFFER; U.S. Ser. No. 61/373,045, filed Aug. 12, 2010, entitled ELECTRONIC BATTERY TESTER FOR TESTING STATIONERY STORAGE BATTERY; U.S. Ser. No. 12/888,689, filed Sep. 23, 2010, entitled BATTERY TESTER FOR ELECTRIC VEHICLE; U.S. Ser. No. 12/894,951, filed Sep. 30, 2010, entitled BATTERY PACK MAINTENANCE FOR ELECTRIC VEHICLES; U.S. Ser. No. 61/411,162, filed Nov. 8, 2010, entitled ELECTRONIC BATTERY TESTER; U.S. Ser. No. 13/037,641, filed Mar. 1, 2011, entitled MONITOR FOR FRONT TERMINAL BATTERIES; U.S. Ser. No. 13/037,641, filed Mar. 1, 2011, entitled: MONITOR FOR FRONT TERMINAL BATTERIES; U.S. Ser. No. 13/048,365, filed Mar. 15, 2011, entitled ELECTRONIC BATTERY TESTER WITH BATTERY AGE UNIT; U.S. Ser. No. 13/098,661, filed May 2, 2011, entitled METHOD AND APPARATUS FOR MEASURING A PARAMETER OF A VEHICLE ELECTRICAL SYSTEM; U.S. Ser. No. 13/113,272, filed May 23, 2011, entitled ELECTRONIC STORAGE BATTERY DIAGNOSTIC SYSTEM; U.S. Ser. No. 13/152,711, filed Jun. 3, 2011, entitled BATTERY PACK MAINTENANCE FOR ELECTRIC VEHICLE; U.S. Ser. No. 13/205,949, filed Aug. 9, 2011, entitled ELECTRONIC BATTERY TESTER FOR TESTING STORAGE BATTERY; U.S. Ser. No. 13/205,904, filed Aug. 9, 2011, entitled IN-VEHICLE BATTERY MONITOR; U.S. Ser. No. 13/270,828, filed Oct. 11, 2011, entitled SYSTEM FOR AUTOMATICALLY GATHERING BATTERY INFORMATION; U.S. Ser. No. 13/276,639, filed Oct. 19, 2011, entitled METHOD AND APPARATUS FOR MEASURING A PARAMETER OF A VEHICLE ELECTRICAL SYSTEM; U.S. Ser. No. 61/558,088, filed Nov. 10, 2011, entitled BATTERY PACK TESTER; U.S. Ser. No. 13/357,306, filed Jan. 24, 2012, entitled STORAGE BATTERY AND BATTERY TESTER; U.S. Ser. No. 61/665,555, filed Jun. 28, 2012, entitled HYBRID AND ELECTRIC VEHICLE BATTERY MAINTENANCE DEVICE; and U.S. Ser. No. 13/567,463, filed Aug. 6, 2012, entitled BATTERY TESTERS WITH SECONDARY FUNCTIONALITY; U.S. Ser. No. 13/668,523, filed Nov. 5, 2012, entitled BATTERY TESTER FOR ELECTRIC VEHICLE; U.S. Ser. No. 13/672,186, filed Nov. 8, 2012, entitled BATTERY PACK TESTER; U.S. Ser. No. 13/687,673, filed Nov. 28, 2012, entitled SYSTEM FOR AUTOMATICALLY GATHERING BATTERY INFORMATION; U.S. Ser. No. 61/777,360, filed Mar. 12, 2013, entitled DETERMINATION OF STARTING CURRENT IN AN AUTOMOTIVE VEHICLE; U.S. Ser. No. 61/777,392, filed Mar. 12, 2013, entitled DETERMINATION OF CABLE DROP DURING A STARTING EVENT IN AN AUTOMOTIVE VEHICLE; U.S. Ser. No. 13/827,128, filed Mar. 14, 2013, entitled HYBRID AND ELECTRIC VEHICLE BATTERY MAINTENANCE DEVICE; U.S. Ser. No. 61/789,189, filed Mar. 15, 2013, entitled CURRENT CLAMP WITH JAW CLOSURE DETECTION; U.S. Ser. No. 61/824,056, filed May 16, 2013, entitled BATTERY TESTING SYSTEM AND METHOD; U.S. Ser. No. 61/859,991, filed Jul. 30, 2013, entitled METHOD AND APPARATUS FOR MONITORING A PLURALITY OF STORAGE BATTERIES IN A STATIONARY BACK-UP POWER SYSTEM; U.S. Ser. No. 14/039,746, filed Sep. 27, 2013, entitled BATTERY PACK MAINTENANCE FOR ELECTRIC VEHICLE; U.S. Ser. No. 61/915,157, filed Dec. 12, 2013, entitled BATTERY TESTER AND BATTERY REGISTRATION TOOL; U.S. Ser. No. 61/928,167, filed Jan. 16, 2014, entitled BATTERY CLAMP WITH ENDOSKELETON DESIGN; all of which are incorporated herein by reference in their entireties.\nTypically, technicians use battery testers to determine a condition of a storage battery. Generally, battery testers indicate/display results of the test on the actual device itself when the device is coupled to the battery. This technique, however, can limit the mobility of the technician, the manipulation of generated data and storage of data.\nA battery testing system includes a battery test module configured to couple to a battery. The battery test module is further configured to measure battery parameters and transmit the measured battery parameters. The battery testing system also includes a portable tablet device configured to receive the transmitted measured battery parameters. The portable tablet device is further configured to determine a battery test result from the measured battery parameters and display the battery test result.\n FIG. 1 is a simplified block diagram illustrating a battery testing system in accordance with one embodiment.\n FIG. 2 is a simplified flow chart of a method embodiment.\n FIG. 3 is a simplified block diagram of a wireless battery test module in accordance with one embodiment.\n FIG. 4 is a simplified block diagram of a battery testing application downloading system in accordance with one embodiment.\n FIG. 5 is a simplified block diagram of an example of a portable tablet device.\nThe present embodiments relate to a battery testing system and method. Primary components of a battery testing system in accordance with one embodiment are described below in connection with FIG. 1.\n FIG. 1 is a simplified block diagram of a battery testing system 100 in accordance with one embodiment. As can be seen in FIG. 1, battery testing system 100 may include a battery test module 102 a portable tablet device 104 and a battery database storage site 106, which may be accessible to the portable tablet device via the Internet 108, for example.\n Battery test module 102 may be capable of applying test signals to the battery and obtaining battery measurement parameters in response to the applied test signals. Battery test module 102 is typically a “small” portable unit that may not include certain human interface elements such as a keypad. For example, module 102 may not include a keypad with multiple keys for entering battery-related information such as battery type, battery CCA (Cold Cranking Amp) rating information, etc. As will be described in detail further below, such information may be obtained by incorporating a suitable scanner in module 102 that is capable of reading a barcode and/or radio frequency identification (RFID) tag on the battery that includes the necessary information. Also, battery-related information may be provided to battery test module 102 by portable tablet device 104 that is described further below. In some embodiments, battery test module 102 may optionally include a test start/stop button 103 to initiate/terminate a battery test. In certain embodiments, battery test module 102 may include a light emitting diode (LED) 105 to indicate that the battery is being tested when the LED is ON, for example. In some embodiments, the LED may be a bi- or tri-colored LED in which different colors may be used to indicate, for example, module connection status (i.e., whether module 102 is properly coupled to the battery), test status (i.e., whether module 102 is obtaining proper readings/measurements from the battery), etc. In addition to, or instead of, one or more LEDs, some embodiments of battery test module 102 may include a display component (for example, a liquid-crystal display (LCD)) 107 that displays battery measurement information to a user. In such embodiments, the information that module 102 is configured to display includes battery voltage, ambient temperature and conductance. In different embodiments, no analysis of measured battery parameters may be carried out in module 102 and therefore no test results obtained from analysis of the battery parameters may be displayed by module 102.\nIn some embodiments, a battery test may not be initiated by a user from the battery test module 102, but may instead be initiated from portable tablet device 104. In some embodiments, battery test module 102 is capable of communicating battery measurement data to portable tablet device 104. In certain embodiments, this communication is carried out wirelessly. Battery test module 102 may carry out wireless communication using Bluetooth technology or may employ any other suitable wireless communication technology. In some embodiments, battery test module 102 is capable of coupling to a Universal Serial Bus (USB) port of portable tablet device 104. Battery test module 102 may receive power from a battery-under-test to which it is electrically coupled. A specific embodiment of a battery tester module 102 is described further below in connection with FIG. 3.\n Portable tablet device 104 may be any suitable portable device that includes a processor and a memory that includes battery test and analysis algorithms stored in the form of program code or instructions. The processor communicates with the memory and executes the stored instructions. Portable tablet device 104 also includes one or more components that enable the device 104 to communicate with battery test module 102 and, in some embodiments, with battery database storage site 106. In some embodiments, portable tablet device 104 may comprise a suitable mobile device operating system.\nAs noted above, storage batteries are used in various applications including remote cellular stations, electrical switching stations, hospitals, and many other installations or sites requiring a source of backup power. In some embodiments, portable tablet device 104 can include installation or site information that may comprise a map of batteries in an installation. The map can include battery identification information, battery location information, etc. In addition to battery test and analysis algorithms and the battery map, portable tablet device 104 may include software that enables battery test setup, battery test control, and display of battery test results. As noted above, portable tablet device 104 may also include a direct connection to database 106. Direct connection to database 106 may allow for historical battery data access and immediate and automatic transfer of test data to the database 106. This connection may enable tablet device 104 to provide advanced battery diagnostic capability that takes into consideration historical battery information in the database 106.\nIn some embodiments, each individual battery may include barcode and/or radio frequency identification (RFID) tags 110 that include battery identification information, battery manufacturing information, etc. In such embodiments, components 102 and/or 104 may include RFID receivers, barcode readers, etc. (denoted by reference numeral 111), to obtain information from the tags 110. In some embodiments, components 102 and/or 104 may include elements that provide the components 102 and/or 104 with the capability to program RFID tags 110 with battery test results, and other battery test related information. In some embodiments, the RFID tags 110 may include battery warranty information, stock keeping unit numbers, historical battery data, etc. All data from the RFID and/or barcode tags 110 may be obtained by components 102 and/or 104 and utilized by component 104 to provide advanced battery diagnostic information. It should be noted that portable tablet device 104 may also include software that is unrelated to battery testing. The software that is unrelated to battery testing can include one or more electronic messaging applications, spreadsheets and other business applications, games and other entertainment, social applications, etc. In general, portable tablet device 104 provides a technician with a user friendly and familiar interface to carry out battery testing and analysis. Details of one embodiment of a portable tablet device are provided further below in connection with FIG. 5.\n Database 106 may be any type of hierarchical or relational database that is known in the industry or developed in the future. Similarly, database update software may be any software that is suitable for updating the particular type of database 106. Database 106 can include one or more tables that, in turn, include several battery test data fields. The test data fields can include a battery temperature field, a battery voltage field, a battery conductance field, a battery condition field, a measurement date and time filed, etc. Database 106 can also include an additional table that stores battery maintenance and replacement information. Each maintenance/replacement record in the database can include a username, or other identification means, for the user that carried out the battery maintenance/replacement. In some embodiments, the username of a technician currently logged into a battery testing application on tablet device 104 is included in the database record each time an update to that record is carried out.\n FIG. 2 is a simplified flow diagram 200 of steps that may be involved in carrying out tests on a string of batteries in accordance with one embodiment. At step 202, site information lookup or setup on a tablet device (such as 104 of FIG. 1) is carried out. The site information lookup may involve a user entering suitable site identification information into an application on tablet device 104 and responsively obtaining a location of a battery string to be tested. In some embodiments, a photograph of the site and/or the string to be tested may be displayed on tablet device 104 in response to the entry of the site identification information. Other information such as the CCA ratings of the batteries to be tested, battery type information, etc., may be displayed in response to a lookup query. The information may be obtained from database 106 and may be used by a technician to help ensure that the correct battery string(s) will be tested. If no existing site data is obtained in response to the query based on site identification information, a “setup” operation may be carried out to update tablet device 104 with any available information about the new site at which the battery test is to be carried out. At step 204, a test sequence is initiated on the tablet device 104. The test sequence may include an order in which individual batteries in the battery string are to be tested. The order in which individual batteries are to be tested may be displayed on tablet device 104. Different steps for testing an individual battery may also be displayed on tablet device 104. Initiation of a battery test sequence may also involve clicking a button on tablet device 104 to activate the battery test interface (for example, wireless communication interface) between battery test module 102 and tablet device 104. At step 206, battery test module 102 is applied to batteries in the string and testing is carried out in accordance with instructions provided via tablet device 104. At step 208, measured battery parameters are transferred from the battery test module 102 to the tablet device 104 and displayed on the tablet device 104. At step 210, which is optional, data related to the test carried out on the battery string is automatically provided to a remote database (such as 106 of FIG. 1). At step 212, a technician reviews battery test results displayed on the tablet device 104 after the test sequence is completed.\n FIG. 3 is a simplified block diagram of an exemplary battery test module 300 in accordance with one embodiment. Module 300 is shown coupled to battery 302 which includes a positive battery terminal 304 and a negative battery terminal 306.\n Test module 300 operates in accordance with one embodiment and determines the conductance (GBAT) of battery 302 and the voltage potential (VBAT) between terminals 304 and 306 of battery 302. Test module 300 includes testing circuitry 308. Testing circuitry 308 includes a current source 310, a differential amplifier 312, an analog-to-digital converter 314 and a microprocessor 316. Amplifier 312 is capacitively coupled to battery 302 through capacitors C1 and C2. Amplifier 312 has an output connected to an input of analog-to-digital converter 314. Microprocessor 316 is connected to system clock 318, memory 320, and analog-to-digital converter 314. Microprocessor 316 is also capable of receiving an input from input device 322 and outputting information to output device 324. Output device 324 may be a transmitter that is capable of transmitting measured values obtained by battery test module 300 over a wireless communication link. The transmitted information may be received by tablet device 104 (shown in FIG. 1).\nIn operation, current source 310 is controlled by microprocessor 316 and provides a current I in the direction shown by the arrow in FIG. 3. In one embodiment, this is a square wave or a pulse. Differential amplifier 312 is connected to terminals 304 and 306 of battery 302 through capacitors C1 and C2, respectively, and provides an output related to the voltage potential difference between terminals 304 and 306. In a preferred embodiment, amplifier 312 has a high input impedance. Test module 300 includes differential amplifier 326 having inverting and noninverting inputs connected to terminals 304 and 306, respectively. Amplifier 326 is connected to measure the open circuit potential voltage (VBAT) of battery 302 between terminals 304 and 306. The output of amplifier 326 is provided to analog-to-digital converter 314 such that the voltage across terminals 304 and 306 can be measured by microprocessor 316.\n Test module 300 is connected to battery 302 through a four-point connection technique known as a Kelvin connection. This Kelvin connection allows current I to be injected into battery 302 through a first pair of terminals while the voltage V across the terminals 304 and 306 is measured by a second pair of connections. Because very little current flows through amplifier 312, the voltage drop across the inputs to amplifier 312 is substantially identical to the voltage drop across terminals 304 and 306 of battery 302. The output of differential amplifier 312 is converted to a digital format and is provided to microprocessor 316. Microprocessor 316 operates at a frequency determined by system clock 318 and in accordance with programming instructions stored in memory 320.\n Microprocessor 316 determines the conductance of battery 302 by applying a current pulse I using current source 310. Microprocessor 316 determines the change in battery voltage due to the current pulse I using amplifier 312 and analog-to-digital converter 314. The value of current I generated by current source 310 is known and is stored in memory 320. In one embodiment, current I is obtained by applying a load to battery 302. Microprocessor 316 calculates the conductance of battery 302 using the following equation:\n\nConductance=G BAT =ΔI/ΔV Equation 1\n\nwhere ΔI is the change in current flowing through battery 302 due to current source 310 and ΔV is the change in battery voltage due to applied current ΔI. A temperature sensor 328 can be thermally coupled to battery | A battery testing system includes a battery test module configured to couple to a battery. The battery test module is further configured to measure battery parameters and transmit the measured battery parameters. The battery testing system also includes a portable tablet device configured to receive the transmitted measured battery parameters. The portable tablet device is further configured to determine a battery test result from the measured battery parameters and display the battery test result. | US:14/276,276 | https://patentimages.storage.googleapis.com/23/8c/af/0c696a324882da/US9312575.pdf | US:9312575 | Todd J. Stukenberg, Thomas Kehoe, Slawomir Kielian, Zafer Mertogul | Midtronics Inc | US:85553, GB:154016:A, US:2000665, US:2417940, US:2437772, US:2514745, US:2727221, US:3025455, US:3178686, US:3223969, US:3215194, US:3267452, US:3356936, US:3607673, US:3562634, US:3753094, US:3593099, US:3889248, US:3652341, US:3676770, US:3699433, US:3729989, US:3886443, US:3873911, US:3796124, US:3876931, US:3750011, US:3776177, US:3811089, US:3969667, US:3906329, US:3857082, US:3808522, US:3886426, US:3979664, US:3816805, US:3989544, US:3850490, US:3909708, US:4023882, US:3936744, US:3920284, US:4056764, US:3997830, US:3946299, US:3947757, US:3984762, US:3984768, US:4053824, US:4024953, US:4008619, US:4126874, US:4086531, US:4057313, US:4047091, US:4070624, US:4106025, US:4114083, US:4112351, US:4160916, US:4193025, US:4178546, US:4280457, US:4392101, GB:2029586:B, US:4218745, US:4351405, US:4297639, US:4207610, US:4207611, US:4217645, US:4379989, EP:0022450:A1, DE:2926716:B1, US:4307342, US:4369407, JP:S5917893:Y2, US:4322685, JP:S5917892:Y2, US:4379990, US:4315204, US:4352067, US:4316185, US:4665370, US:4361809, GB:2088159:A, US:4412169, US:4385269, US:4363407, US:4441359, US:4423379, US:4408157, US:4424491, US:4396880, US:4514694, JP:S5917894:Y2, US:4360780, US:4459548, US:4423378, US:4425791, US:4390828, US:4520353, US:4709202, US:4521498, US:4564798, US:4707795, JP:S59215674:A, US:4637359, US:4743855, JP:S60225078:A, JP:S6327776:Y2, US:4633418, US:4659977, US:4678998, US:4620767, US:4680528, US:4719428, US:4679000, US:4949046, US:4667143, US:4663580, US:4773011, US:4781629, US:D299909:S, US:4667279, US:4888716, JP:S62180284:U, US:4686442, US:4710861, US:4697134, US:4745349, US:6271643, US:4983086, US:4956597, US:RE37677:E1, US:4849700, US:4723656, JP:H048636:Y2, US:4874679, US:4933845, US:5179335, US:5004979, US:4926330, US:4907176, US:4913116, US:4885523, US:5508599, US:4816768, US:4947124, US:4965738, US:5168208, US:4825170, US:4881038, US:4912416, US:4820966, US:4876495, US:5528148, US:4968941, US:4847547, US:5159272, US:4901007, US:5087881, US:4932905, US:4937528, US:4968942, US:5281919, US:4929931, US:4931738, US:5434495, EP:0391694:A2, US:5034893, US:5047722, US:5037778, US:5144248, US:5339018, US:5160881, US:5345384, US:4934957, US:5426371, US:5254952, US:5300874, US:4969834, US:5144218, US:5130658, US:5032825, JP:H03274479:A, JP:H03282276:A, US:5187382, US:D330338:S, US:5745044, US:5170124, US:5095223, US:5223747, US:5030916, US:5412323, JP:H0495788:A, GB:2246916:A, US:5338515, US:5140269, US:5126675, EP:0476405:A1, JP:H04131779:A, US:5633985, US:5164653, US:5081565, US:5563496, US:5585416, US:5347163, US:5332927, US:5365453, US:5504674, US:5194799, US:5204611, US:5302902, US:5278759, US:5295078, US:5108320, US:5214385, US:5449997, US:5241275, JP:H04372536:A, US:5109213, US:5325041, US:5365160, US:5214370, US:5321626, US:5357519, US:6009369, US:5650937, US:5384540, US:5596261, JP:H05211724:A, US:5321627, US:5266880, US:5381096, US:5585728, US:5572136, US:5821756, WO:1993022666:A1, US:5352968, US:5313152, US:5432426, US:5747189, US:5323337, US:5449996, US:5281920, WO:1994005069:A1, US:5442274, US:5336993, US:5457377, US:5656920, US:5469043, US:5426416, US:5343380, US:5387871, US:5903716, US:5717336, US:5537967, US:5315287, EP:0637754:A1, US:5485090, US:5631831, GB:2275783:A, US:5298797, US:5425041, US:5369364, US:5394093, US:5546317, US:5825174, US:5550485, US:5445026, US:5548273, US:5410754, US:5331268, US:6075339, US:5435185, US:5430645, US:5432025, JP:H07128414:A, US:5402007, US:5562501, US:5453027, US:5451881, US:5654623, US:5459660, US:5927938, US:5951229, US:5711648, US:5412308, US:5583416, US:5589757, US:5707015, US:5642031, US:5596260, US:5631536, US:5573611, US:5519383, US:5871858, WO:1996001456:A1, US:5598098, US:6005489, US:6271748, US:6545599, US:20020044050:A1, US:5939855, US:5578915, US:5606242, US:5621298, US:5488300, US:5778326, US:5832396, US:5869951, US:5796239, US:5691621, US:5789899, US:5644212, US:5592094, US:5652501, US:5541489, US:5739667, US:5808469, US:5773962, US:5614788, US:5602462, US:5818201, US:5744962, WO:1996028846:A1, US:5574355, US:5780980, US:5592093, US:5561380, US:5705929, RU:2089015:C1, US:6738697, US:6533316, US:20030009270:A1, US:20020027346:A1, US:20010048215:A1, WO:1997001103:A1, US:6037749, US:6091238, US:5760587, US:6184656, US:5699050, US:5884202, US:5872453, US:7287001, US:6055468, US:5793359, JP:H0961505:A, WO:1996006747:A9, US:6097193, US:5661368, US:5653659, US:5712795, US:5701089, US:5754417, EP:0772056:A1, US:5637978, US:5684678, US:5865638, US:5732074, US:5710503, US:6031354, US:5862515, US:5677077, US:5747967, US:6150793, US:5717937, US:5747909, US:5912534, US:6411098, US:5969625, US:5820407, US:5818234, US:5978805, US:5757192, WO:1997044652:A1, US:5946605, US:5939861, FR:2749397:B1, US:5675234, US:6051976, US:6914413, US:6445158, US:6091245, US:6329793, US:7706991, US:7656162, US:7246015, WO:1998004910:A1, US:7003410, US:6885195, US:7295936, US:5780974, JP:H1056744:A, US:5811979, US:5666040, US:5721688, US:6031368, DE:19638324:A1, US:5772468, US:5916287, US:6396278, US:6332113, US:5945829, US:5773978, US:5929609, WO:1998021132:A1, US:6016047, US:6064372, JP:H10232273:A, US:6600815, US:5895440, US:6310481, US:5914605, US:6534993, US:6392414, US:5953322, US:6236949, US:5872443, US:5903154, US:5850113, US:5831435, US:6087815, US:6114834, US:5821757, US:5961604, US:6526361, WO:1998058270:A1, US:5950144, US:5935180, US:6037745, US:6147598, US:6407554, US:6046514, US:6061638, US:5961561, US:6263268, US:5973598, JP:H11150809:A, US:6161640, JP:H11103503:A, US:6236332, US:6141608, US:20030025481:A1, US:7999505, US:7774151, US:7688074, US:6081098, US:7642787, US:6313608, US:7003411, US:7705602, US:6871151, US:6633165, US:20020171428:A1, US:6909287, WO:1999023738:A1, US:6104167, US:20050162172:A1, US:20070159177:A1, US:6850037, US:6331762, US:7126341, US:6037778, US:6081109, US:6072300, US:20020004694:A1, US:6177737, US:6100815, US:6072299, US:5883306, US:6008652, US:6136914, US:6005759, US:6081154, JP:H11271409:A, US:5990664, US:6167349, US:6473659, US:6100670, US:6218805, US:5955951, US:6172505, WO:1999056121:A1, US:6225898, US:6259170, US:6507196, US:6037751, US:6263322, US:6164063, US:5963012, US:6424157, US:6424158, US:6259254, US:6420852, EP:0982159:A2, US:6218936, US:6477478, US:6037777, US:6294896, US:6262563, US:6222369, US:6002238, WO:2000016083:A1, US:6172483, US:6158000, US:6532425, US:6181545, US:6094033, US:6140797, US:6272387, US:6202739, US:5982138, US:6262692, US:6113262, JP:2001057711:A, US:6433512, US:6906624, US:6250973, US:6324042, US:6211651, US:6144185, US:6323650, US:20020010558:A1, US:20020130665:A1, US:6707303, US:20030124417:A1, US:7039533, US:20030078743:A1, US:20050218902:A1, US:7058525, US:6795782, US:6806716, US:7505856, WO:2000062049:A1, US:6351102, US:20020036504:A1, US:6456045, US:6536536, US:6556019, US:6359441, WO:2000067359:A1, US:6316914, US:6121880, US:6441585, US:20020041175:A1, US:6275008, US:6529723, US:6449726, US:6993421, US:20010012738:A1, US:6313607, US:6737831, US:6294897, WO:2001016615:A1, WO:2001016614:A1, US:6137269, US:6495990, US:6465908, US:6437957, US:6497209, US:6744149, US:6377031, US:6635974, US:20050254106:A9, US:6285191, US:6505507, US:6254438, US:6624635, US:6215275, US:6363303, US:6249124, US:6566883, US:7557586, US:6163156, US:6191557, US:6614349, US:6211653, US:6236186, US:6740990, WO:2001051947:A1, US:6466025, WO:2001059443:A9, US:6307349, US:6225808, US:6346795, US:20030137277:A1, US:6238253, US:6972662, US:6679212, US:20040036443:A1, US:20020003423:A1, US:7728597, US:20050231205:A1, US:6967484, US:6998847, US:20050212521:A1, US:6586941, US:6759849, US:20050057256:A1, US:20060217914:A1, US:7924015, US:7398176, US:7598743, US:7598744, US:7446536, US:20080315830:A1, US:20090085571:A1, US:20030006779:A1, US:6389337, US:6736941, US:20010035737:A1, US:6320351, US:20020021135:A1, US:6531848, US:D442503:S1, US:6359442, US:20020007237:A1, US:6356042, US:6732031, US:6636790, US:6628011, US:6222342, US:6856972, US:20020030495:A1, US:6577107, US:20050060070:A1, US:6242887, US:6304087, US:6906523, US:20020047711:A1, US:6347958, US:6456036, US:20020074398:A1, US:20020050163:A1, US:6629054, US:20020118111:A1, US:6909356, US:6448778, US:7848857, US:20080059014:A1, US:6356083, US:20050213874:A1, US:20020116140:A1, US:6534992, US:20020121901:A1, US:20020128985:A1, US:6384608, US:6388448, US:6611740, CN:2470964:Y, US:20020176010:A1, US:6777945, US:20050017726:A1, US:6570385, US:20030194672:A1, US:7235977, US:20040051534:A1, US:20040164706:A1, US:7069979, US:20040239332:A1, US:6417669, US:7501795, US:7015674, US:20040251876:A1, US:6597150, US:7479763, US:6788025, US:20040032264:A1, US:6544078, US:20030017753:A1, US:6469511, US:7883002, US:20030040873:A1, US:7272519, US:20080169818:A1, US:20030036909:A1, US:6784635, US:20030060953:A1, US:6466026, US:6621272, US:7034541, US:7363175, US:20030088375:A1, US:6941234, US:7592776, US:7198510, US:20050017952:A1, US:6599243, WO:2003047064:A3, US:6983212, US:6745153, US:6618644, US:6686542, US:6771073, US:20030128036:A1, US:20030128011:A1, US:6696819, US:20030171111:A1, US:20040113588:A1, US:20030169018:A1, US:20030169019:A1, WO:2003076960:A1, US:6500025, US:20030177417:A1, US:6930485, US:20100145780:A1, US:20030184262:A1, US:20030187556:A1, US:6805090, US:20030184306:A1, US:6906522, GB:2387235:A, US:20030197512:A1, US:20030212311:A1, US:7120488, US:20030214395:A1, JP:2003346909:A, US:7089127, US:7657386, US:20030236656:A1, US:20040000913:A1, US:20040002825:A1, US:7182147, US:20040002824:A1, US:6825669, US:20040000893:A1, US:20050173142:A1, US:6842707, US:6784637, US:20040000915:A1, US:20040000590:A1, US:20040002836:A1, US:20040000891:A1, US:6667624, US:20040044454:A1, US:20050025299:A1, US:7200424, US:6623314, US:7102556, US:20040044452:A1, US:7081755, US:7723993, US:20040049361:A1, US:6911825, US:20040051533:A1, US:20040051532:A1, US:7012433, US:20040054503:A1, US:7177925, US:20040064225:A1, US:20040088087:A1, US:20050096809:A1, US:6832141, US:20040172177:A1, WO:2004047215:A1, US:7667437, US:20070108942:A1, US:20110215767:A1, US:20050007068:A1, US:20060012330:A1, US:6781382, US:7208914, US:7619417, US:6888468, US:20040145342:A1, US:20040178185:A1, US:6781344, US:6796841, US:20050102073:A1, US:6933727, US:20040189309:A1, US:6891378, US:20040199343:A1, US:20040207367:A1, US:6904796, US:20060152224:A1, US:6957133, US:20040227523:A1, US:7751953, US:7129706, US:7408358, US:6913483, US:20050021294:A1, US:7209860, US:20050009122:A1, US:20050043868:A1, US:7319304, US:7042346, US:20050143882:A1, US:7154276, US:8164343, US:20070194793:A1, US:7184905, US:20050073314:A1, US:20050076381:A1, US:6919725, US:7595643, US:7116109, US:7339477, US:20050128083:A1, US:20060282323:A1, US:20050128902:A1, US:20050134282:A1, US:20050168226:A1, US:7212887, US:20050159847:A1, US:6845279, US:6856162, US:20050182536:A1, US:7598699, US:7170393, US:7453238, US:7777612, US:7119686, US:20060030980:A1, US:20050256617:A1, US:20050258241:A1, US:7642786, US:7772850, US:20060017447:A1, US:7106070, US:7425833, US:7098666, US:7233128, US:7209850, US:7202636, US:20060043976:A1, US:20060089767:A1, US:20060095230:A1, US:20080094068:A1, EP:1807710:B1, EP:1810869:A1, US:7219023, US:20070259256:A1, US:7545146, US:7710119, US:7684908, US:20060161390:A1, US:20060161313:A1, US:7498767, US:7679325, US:20060244457:A1, US:7990155, JP:2006331976:A, US:7698179, US:20090276115:A1, US:20070026916:A1, US:20070024460:A1, US:7728556, US:20070046261:A1, US:20080303529:A1, US:20070088472:A1, US:7029338, US:20080303528:A1, US:20070182576:A1, US:20070194791:A1, US:20070205983:A1, US:20080036421:A1, US:7590476, US:20080086246:A1, US:7940053, US:7791348, US:7808375, US:20090006476:A1, CN:201063352:Y, US:20130158782:A1, US:8306690, US:20090024266:A1, US:20090146800:A1, US:7902990, US:20090198372:A1, US:20090247020:A1, JP:2009244166:A, WO:2010007681:A1, US:20100023198:A1, DE:102008036595:A1, US:20120256494:A1, JP:5216550:B2, US:20120074904:A1, US:20100314950:A1, US:20110004427:A1, US:8787868, US:20110273181:A1, WO:2011153419:A2, US:20120046824:A1, US:8552856, US:20130311124:A1, US:20140002094:A1 | 2016-04-12 | 2016-04-12 | 1. A battery testing system, comprising:\na battery test module configured to couple to a battery, the battery test module is further configured to measure battery parameters and to transmit the measured battery parameters; and\na portable tablet device configured to receive the transmitted measured battery parameters, the portable tablet device further configured to determine a battery test result from the measured battery parameters and display the battery test result.\n, a battery test module configured to couple to a battery, the battery test module is further configured to measure battery parameters and to transmit the measured battery parameters; and, a portable tablet device configured to receive the transmitted measured battery parameters, the portable tablet device further configured to determine a battery test result from the measured battery parameters and display the battery test result., 2. The battery testing system of claim 1 and wherein the battery test module is configured to wirelessly transmit the measured battery parameters., 3. The battery testing system of claim 2 and wherein the battery test module is configured to wirelessly transmit the measured battery parameters via a Bluetooth wireless network., 4. The battery testing system of claim 1 and wherein the battery test module is without a keypad for entering battery-related information., 5. The battery testing system of claim 1 and further comprising a remote database, wherein the portable tablet device is configured to access the remote database., 6. The battery testing system of claim 1 and wherein the battery test module comprises at least one of a barcode scanner or radio frequency identification (RFID) reader., 7. The battery testing system of claim 1 and wherein the portable tablet device comprises a user interface that enables a user to select and download battery testing applications form a remote server., 8. The battery testing system of claim 7 and wherein the user interface displays a list of the battery testing applications in response to entry of a valid username and password., 9. The battery testing system of claim 1 and wherein the portable table device is configured to initiate a battery test., 10. The battery testing system of claim 5 and wherein the portable tablet device is configured to automatically update the remote database with the battery test result., 11. A method comprising:\nconnecting a battery test module to a battery;\nmeasuring, by the battery test module, battery parameters;\ntransmitting, by the battery test module, the measured battery parameters;\nreceiving the measured battery parameters in a portable tablet device;\ndetermining, by the portable tablet device, a battery test result from the measured battery parameters; and\ndisplaying the battery test result via a display unit of the portable tablet device.\n, connecting a battery test module to a battery;, measuring, by the battery test module, battery parameters;, transmitting, by the battery test module, the measured battery parameters;, receiving the measured battery parameters in a portable tablet device;, determining, by the portable tablet device, a battery test result from the measured battery parameters; and, displaying the battery test result via a display unit of the portable tablet device., 12. The method of claim 11 and further comprising updating, by the tablet device, a remote database with the battery test result., 13. The method of claim 11 and further comprising obtaining, by the battery test module, battery information from a tag affixed to the battery., 14. The method of claim 11 and further comprising initiating a battery test by the portable tablet device., 15. The method of claim 11 and further comprising displaying, by the portable tablet device, a list of battery testing applications downloadable from a remote server., 16. The method of claim 15 and further comprising:\nreceiving, by the portable tablet device, a username and password;\nvalidating, by the portable tablet device, the username and password; and\nupon determining that the username and password are valid, downloading, by the portable tablet device, at least one of the battery testing applications form the remote server.\n, receiving, by the portable tablet device, a username and password;, validating, by the portable tablet device, the username and password; and, upon determining that the username and password are valid, downloading, by the portable tablet device, at least one of the battery testing applications form the remote server., 17. The method of claim 11 and wherein the battery is one of a plurality of batteries of a battery string to be tested, and wherein the method further comprises:\nentering site identification information into the portable tablet device, the site identification information indicative of a location of the battery string to be tested;\nobtaining, via the portable tablet device, a test sequence indicative of an order of testing the batteries in the battery string;\ninitiating, by the portable tablet device, the test sequence;\napplying a battery test module to individual ones of the batteries in the string based on the test sequence;\ntransmitting, by the test module, measured battery parameters obtained from the individual ones of the batteries in the string to the portable tablet device; and\ncomputing, by the portable tablet device, test results for the individual ones of the batteries in the battery string; and\ndisplaying the test results via the display unit of the portable tablet device.\n, entering site identification information into the portable tablet device, the site identification information indicative of a location of the battery string to be tested;, obtaining, via the portable tablet device, a test sequence indicative of an order of testing the batteries in the battery string;, initiating, by the portable tablet device, the test sequence;, applying a battery test module to individual ones of the batteries in the string based on the test sequence;, transmitting, by the test module, measured battery parameters obtained from the individual ones of the batteries in the string to the portable tablet device; and, computing, by the portable tablet device, test results for the individual ones of the batteries in the battery string; and, displaying the test results via the display unit of the portable tablet device., 18. The method of claim 17 and further comprising obtaining the test sequence from a remote database in response to entering the site identification into the portable tablet device., 19. The method of claim 18 and further comprising updating, by the tablet device, the remote database with the test results., 20. The method of claim 17 and further comprising obtaining, by the battery test module, battery information form a tag affixed to the battery. | US | United States | Active | H | True |
| 223 | Métodos para bloquear y / o desbloquear un vehículo eléctrico y aparato asociado \n | ES2848201T3 | Métodos para bloquear y / o desbloquear un vehículo eléctrico y aparato asociadoLa presente tecnología está dirigida a sistemas y métodos para bloquear y / o desbloquear un vehículo. Más en particular, la presente tecnología está dirigida a sistemas y métodos para bloquear y / o desbloquear un vehículo eléctrico basándose en la ubicación de un objeto móvil o un dispositivo móvil que lleva un usuario.Los sistemas de bloqueo de vehículos se utilizan para evitar que usuarios no autorizados accedan, operen o roben vehículos. Tradicionalmente, los usuarios pueden bloquear o desbloquear vehículos con llaves físicas. Sin embargo, bajo ciertas circunstancias, no es conveniente para los usuarios bloquear / desbloquear su vehículo con llaves tradicionales. Por ejemplo, las manos de un usuario pueden estar ocupadas y, por lo tanto, no pueden sostener / manejar / operar una llave tradicional. Por lo tanto, resulta ventajoso disponer de un sistema mejorado para abordar este problema.Por ejemplo; el documento WO 2017/182556 A1 da a conocer un sistema y un método para la inmovilización de vehículos, en particular vehículos de dos ruedas como por ejemplo motocicletas, a través de una conexión Bluetooth de un teléfono celular con una unidad de control del motor. Además, el documento US 2010/075656 A1 describe un sistema y un método para desbloquear un vehículo con un teléfono celular. Las señales inalámbricas se monitorean desde un teléfono celular. Se recibe una señal del teléfono celular. Se determina una distancia entre el teléfono celular y el vehículo. Las puertas del vehículo se desbloquean en respuesta a que el teléfono celular se acerca al vehículo. Las puertas del vehículo se bloquean en respuesta a que el teléfono celular se separa aún más del vehículo. A través del documento EP 1669264 A1 se conocen otros sistemas y métodos para bloquear y / o desbloquear un vehículo.A la vista de lo anterior, la presente invención proporciona un método para controlar un vehículo de acuerdo con la reivindicación 1 y un vehículo de acuerdo con la reivindicación 12. En las reivindicaciones dependientes se describen otras formas de realización ventajosas.Las formas de realización de la tecnología descrita se describirán y explicarán mediante el uso de los dibujos adjuntos.La Figura 1A es un diagrama esquemático que ilustra un sistema de acuerdo con formas de realización de la tecnología descrita.La Figura 1B es un diagrama esquemático que ilustra un proceso de desbloqueo de un vehículo de acuerdo con formas de realización de la tecnología descrita.La Figura 1C es un diagrama esquemático que ilustra un proceso de bloqueo de un vehículo de acuerdo con formas de realización de la tecnología descrita.La Figura 2A es un diagrama esquemático (vista superior) que ilustra múltiples trayectorias de un objeto móvil asociado con un vehículo de acuerdo con formas de realización de la tecnología descrita.La Figura 2B es un diagrama esquemático (vista superior) que ilustra múltiples zonas no concéntricas asociadas con un vehículo de acuerdo con formas de realización de la tecnología descrita.La Figura 2C es un diagrama esquemático (vista superior) que ilustra múltiples zonas con diversas formas asociadas con un vehículo de acuerdo con formas de realización de la tecnología descrita.La Figura 3A es un diagrama esquemático que ilustra diversos estados de un vehículo durante un proceso de desbloqueo automático de acuerdo con formas de realización de la tecnología descrita.La Figura 3B es un diagrama esquemático que ilustra diversos estados de un vehículo durante un proceso de desbloqueo automático de acuerdo con formas de realización de la tecnología descrita.La Figura 4 es un diagrama esquemático que ilustra un sistema de acuerdo con formas de realización de la tecnología descrita.La Figura 5 es un diagrama de flujo que ilustra un método de acuerdo con formas de realización de la tecnología descrita. \nLa Figura 6 es un diagrama de flujo que ilustra un método de acuerdo con formas de realización de la tecnología descrita.La Figura 7 es un diagrama de flujo que ilustra un método de acuerdo con formas de realización de la tecnología descrita.Los dibujos no están necesariamente dibujados a escala. Por ejemplo, las dimensiones de algunos de los elementos de las Figuras pueden ampliarse o reducirse para ayudar a mejorar la comprensión de diversas formas de realización. De manera similar, algunos componentes y / u operaciones pueden separarse en diferentes bloques o combinarse en un solo bloque con el propósito de describir algunas de las formas de realización. Además, aunque se han mostrado formas de realización específicas a modo de ejemplo en los dibujos y se han descrito en detalle a continuación, un experto en la técnica reconocerá que las modificaciones, equivalentes y alternativas entrarán dentro del alcance de las reivindicaciones adjuntas.En esta descripción, las referencias a "algunas formas de realización", "una forma de realización" o similares, significan que la característica, función, estructura o característica particular que se describe está incluida en al menos una forma de realización de la tecnología descrita. Las apariciones de tales frases en esta memoria descriptiva no necesariamente se refieren todas ellas a la misma forma de realización. Por otra parte, las formas de realización mencionadas no son necesariamente mutuamente excluyentes.La presente descripción se refiere a vehículos y métodos para permitir a un usuario desbloquear o bloquear un vehículo (por ejemplo, de dos ruedas, de tres ruedas, de cuatro ruedas, etc.) sin utilizar una llave tradicional. Cuando el usuario se acerca al vehículo, el sistema descrito se comunica con (o detecta señales de) un dispositivo móvil que lleva el usuario y a continuación determina si desbloquear el vehículo. En algunas formas de realización, el sistema descrito recibe información con respecto a las ubicaciones y / o a las trayectorias en movimiento del usuario (por ejemplo, al comunicarse con el dispositivo móvil), y a continuación determina si desbloquea o bloquea el vehículo. Por ejemplo, el sistema puede desbloquear el vehículo para el usuario si determina que el usuario se acerca al vehículo y tiene la intención de comenzar a operar el vehículo. Por ejemplo, desde las ubicaciones (por ejemplo, dentro de una distancia predeterminada del vehículo) y / o las trayectorias en movimiento del usuario, el sistema puede aprender que el usuario se acerca al vehículo o incluso se sienta en (o se para al lado) del vehículo durante un período de tiempo predeterminado (por ejemplo, 2-10 segundos), lo que sugiere que el usuario puede querer comenzar a operar el vehículo. Como otro ejemplo, si el sistema determina que el usuario está abandonando el vehículo (por ejemplo, está alejándose del vehículo, está cruzando una línea de límite, etc.), el sistema puede entonces bloquear el vehículo.El sistema descrito desbloquea el vehículo encendiendo la alimentación del vehículo (por ejemplo, proporcionada por una batería), lo que permite al usuario arrancar un motor del vehículo. En algunas formas de realización, cuando se desbloquea un vehículo, un usuario puede presionar un botón físico o virtual (por ejemplo, un botón "GO" o "INICIO" colocado / dispuesto adyacente o formado / dispuesto integralmente con un tablero del vehículo; o un Botón "GO" que se muestra en un tablero del vehículo o en una pantalla del dispositivo móvil del usuario) para arrancar el motor del vehículo. En algunas formas de realización, para arrancar el motor, el sistema puede además pedirle al usuario que realice una acción específica (por ejemplo, sujetar una palanca de freno, colocar un manillar en un cierto ángulo, etc.) junto con presionar el botón.Un aspecto de la tecnología actual incluye proporcionar un sistema de seguridad para vehículos que bloquea automáticamente un vehículo en función de la ubicación o de las trayectorias en movimiento de un usuario. Por ejemplo, cuando el usuario se aleja del vehículo, el sistema descrito puede comunicarse con (o detectar señales de) un dispositivo móvil que lleva el usuario y a continuación determina si bloquea el vehículo. A partir de las ubicaciones y / o trayectorias de movimiento del usuario, el sistema puede saber que el usuario ha abandonado el vehículo, lo que sugiere que el usuario puede querer bloquear el vehículo. En dichas formas de realización, el sistema puede bloquear el vehículo para el usuario si determina que el usuario ha abandonado el vehículo. En otras formas de realización, el sistema puede bloquear el vehículo si el sistema determina que el usuario tiene la intención de dejar el vehículo durante un período de tiempo prolongado (por ejemplo, más de 5 minutos).El sistema descrito puede bloquear el vehículo apagando la alimentación del vehículo (por ejemplo, alimentación proporcionada por una batería al motor y / u otros sistemas principales, como por ejemplo los sistemas de dirección / frenado / iluminación, del vehículo), lo que evita que el usuario arranque un motor del vehículo (a través de un componente alimentado por la batería, como por ejemplo una interfaz de usuario que se muestra en una pantalla) o que de otra forma haga funcionar el motor del vehículo. Una vez que un vehículo está bloqueado, si un usuario desea operar (por ejemplo, conducir o montar) el vehículo, el usuario necesita ser autenticado (por ejemplo, una autenticación realizada entre el sistema descrito y el dispositivo móvil de forma inalámbrica, o una señal autenticada recibida por el sistema a través de un módulo inalámbrico como por ejemplo un módulo Bluetooth, un lector de comunicación de campo cercano (NFC) o similar) para encender la alimentación del vehículo (por ejemplo, proporcionar energía eléctrica a un sistema principal / básico del vehículo) y el motor del vehículo. En algunas formas de realización, el sistema descrito puede bloquear automáticamente el vehículo cuando determina que el usuario está lejos del vehículo (por ejemplo, la distancia entre un dispositivo móvil que lleva el usuario y el vehículo es mayor que un umbral de distancia de "bloqueo automático"). Por ejemplo, cuando \nel sistema determina que el usuario está ausente (por ejemplo, fuera de una determinada zona o área) durante un tiempo específico (por ejemplo, 3-10 segundos), el sistema puede bloquear automáticamente el vehículo. En algunas formas de realización, el sistema puede determinar que el usuario está ausente basándose en el análisis de la intensidad de la señal, la calidad de la comunicación y / u otras características adecuadas, como por ejemplo las coordenadas GPS enviadas desde el dispositivo móvil.En algunas formas de realización, la tecnología descrita permite a un usuario configurar múltiples zonas y, en consecuencia, el sistema puede realizar el bloqueo automático y el desbloqueo automático basándose en estas zonas. En algunas formas de realización, las zonas se pueden determinar / configurar en función de las distancias desde un vehículo, la intensidad de la señal / las características de un dispositivo móvil que lleva un usuario, factores ambientales (por ejemplo, el vehículo está estacionado en un estacionamiento al aire libre o en un edificio), preferencias del usuario, etc.Otro aspecto de la tecnología actual incluye proporcionar un sistema que pueda gestionar de forma eficaz varios estados de un vehículo. Estos estados incluyen un estado "bloqueado" (por ejemplo, la alimentación de la batería del vehículo está apagada), un estado "Encendido Automático de Proximidad" o "Apagado Automático de Proximidad" (por ejemplo, un módulo / componente / proceso de proximidad está activado para habilitar el desbloqueo automático o el bloqueo automático de acuerdo con la ubicación o las trayectorias en movimiento de los usuarios), un estado "desbloqueado" (por ejemplo, la alimentación de la batería del vehículo está encendida pero un motor del vehículo permanece apagado), y un estado "listo para operar" (por ejemplo, tanto la alimentación de la batería como el motor del vehículo están encendidos). El sistema descrito permite a los usuarios personalizar las formas en que pueden interactuar con el vehículo y los niveles de seguridad deseados en estos diferentes estados. Las formas de realización de estos estados se comentan en detalle a continuación con referencia a las Figuras 3A y 3B.Cuando un vehículo se encuentra en el estado "bloqueado", la alimentación de la batería del vehículo está apagada (por ejemplo, un tablero del vehículo está apagado) y el motor del vehículo también está apagado. En algunas formas de realización, se utilizan uno o más bloqueos (como por ejemplo un bloqueo de manillar, bloqueo de rueda o bloqueo del sistema de transmisión) para restringir los movimientos del vehículo. En esta fase, un dispositivo de medición de distancia del vehículo (por ejemplo, un dispositivo / módulo de comunicación Bluetooth, un módulo GPS, un módulo de telecomunicaciones o componentes con funciones similares) aún puede estar activo para monitorear / buscar señales desde el dispositivo móvil de un usuario o similar. Por ejemplo, los vehículos en el estado bloqueado a menudo están estacionados y no están en funcionamiento. Cuando el dispositivo de medición de distancia de un vehículo detecta que una señal que indica que un dispositivo móvil autorizado (por ejemplo, un dispositivo móvil que está asociado con el vehículo a través de una cuenta de usuario) está dentro del alcance (por ejemplo, cerca del vehículo), el dispositivo de medición de distancia notifica al sistema que active una función "Encendido Automático de Proximidad", y a continuación el vehículo entra en el estado de "Encendido Automático de Proximidad". Para indicar la entrada de este estado, el sistema puede encender una luz indicadora. Por ejemplo, una luz "iQ" en el tablero del vehículo y una notificación en el dispositivo móvil pueden mostrar que se ha establecido una conexión Bluetooth. En algunas formas de realización, la luz indicativa puede ser una luz existente del vehículo, como por ejemplo una luz de dirección, una luz delantera, una luz intermitente, etc. En tales formas de realización, la luz indicativa puede parpadear una o más veces (por ejemplo, dos veces) para indicar la entrada en el estado de "Encendido Automático de Proximidad". La luz indicadora puede ser alimentada por una batería separada (en comparación con una batería principal del vehículo, que se utiliza para alimentar la mayoría de las partes del vehículo). En algunas formas de realización, los sonidos del vehículo también se pueden utilizar para indicar la entrada en el estado de "Encendido Automático de Proximidad" junto con la luz indicativa. En algunas formas de realización, los sonidos del vehículo solo se pueden usar para indicar la entrada en el estado de "Encendido Automático de Proximidad".Cuando un vehículo se encuentra en el estado de "Encendido Automático de Proximidad", la alimentación de la batería del vehículo (por ejemplo, la batería principal mencionada anteriormente) y el motor permanecen apagados. En esta etapa, el sistema sigue monitoreando las ubicaciones del dispositivo móvil del usuario detectado. Una vez que se cumple(n) cierto(s) criterio(s) (por ejemplo, el dispositivo móvil está lo suficientemente cerca), el sistema puede desbloquear (o bloquear) el vehículo encendiendo (o apagando) la alimentación del vehículo (por ejemplo, proporcionada por la batería principal mencionada anteriormente). En algunas formas de realización, en esta etapa, el sistema aún permite que un usuario opere el vehículo de formas predeterminadas, como por ejemplo abrir la tapa del maletero del vehículo (por ejemplo, presionando un botón de un vehículo). En algunas formas de realización, el sistema puede realizar ciertas acciones (por ejemplo, abrir automáticamente la tapa del maletero del vehículo) en este estado. En algunas formas de realización, la tapa del maletero es una tapa o cubierta configurada para cubrir o asegurar un maletero o un compartimento de almacenamiento del vehículo. En algunas formas de realización, la tapa del maletero se puede acoplar de manera operativa (por ejemplo, giratoria) al maletero de modo que la tapa del maletero se pueda operar para abrir o cerrar el maletero. En algunas formas de realización, el maletero puede utilizarse para almacenar cascos, guantes u otros engranajes para operar el vehículo. Por lo tanto, esta disposición de apertura automática de la tapa del maletero \nproporciona una manera más fácil (por ejemplo, sin operaciones adicionales como por ejemplo girar una llave o presionar un botón) para que los usuarios accedan a los cascos (u otros elementos almacenados en el maletero) antes de conducir el vehículo.En algunas formas de realización, cuando el vehículo se cambia al estado "Encendido Automático de Proximidad", se enciende la fuente de alimentación de la batería principal del vehículo (por ejemplo, enviando, desde un procesador del vehículo, una señal de activación a la batería o a una unidad de administración de energía acoplada a la batería). En algunas formas de realización, la fuente de alimentación de la batería principal puede limitarse a ciertos componentes únicamente, como por ejemplo luces indicadoras (por ejemplo, para parpadear). En este caso, el usuario del vehículo no tiene acceso a todas las funciones del vehículo.Una vez que se enciende la alimentación del vehículo, el vehículo pasa al estado "desbloqueado" (por ejemplo, alimentación de la batería encendida). En esta fase, el sistema enciende un tablero del vehículo con el que el usuario puede controlar el vehículo a través de una interfaz de usuario en el mismo. Una vez que se cumple(n) cierto(s) criterio(s) (por ejemplo, pasar una autenticación de usuario, una acción del usuario de operar un componente del vehículo de una manera predeterminada, como por ejemplo sostener una palanca de freno y presionar un botón de inicio, etc.), el sistema permite que el usuario pueda encender el motor del vehículo y el vehículo entra en el estado "listo para operar", en el que el usuario puede conducir o montar el vehículo.Cuando un usuario detiene un vehículo y a continuación apaga el motor, se activa un proceso de bloqueo automático. A continuación, el vehículo pasa del estado "listo para funcionar" al estado "desbloqueado". En algunas formas de realización, el sistema puede pasar el vehículo al estado "desbloqueado" después de que se apague el motor. En algunas formas de realización, cuando el sistema detecta que los dispositivos móviles del usuario se alejan del vehículo, el sistema puede mover el vehículo al estado "bloqueado". Más en particular, en la etapa "desbloqueada", el sistema sigue monitoreando las ubicaciones del dispositivo móvil del usuario detectado. Una vez que el sistema determina que el dispositivo móvil del usuario está fuera de alcance, el sistema puede bloquear el vehículo (por ejemplo, pasarlo al estado "bloqueado").En algunas formas de realización, el sistema puede utilizar umbrales o zonas de distancia para determinar el estado de un vehículo. Por ejemplo, el sistema puede tener un umbral de "distancia lejana" (por ejemplo, un límite externo) y un umbral de "distancia cercana" (por ejemplo, un límite interno). Cuando el sistema determina que el dispositivo móvil de un usuario está en una zona dentro del umbral de "distancia cercana", el sistema puede configurar el vehículo en el estado de "Encendido Automático de Proximidad". Cuando el sistema determina que el dispositivo móvil del usuario está dentro del umbral de "distancia cercana" desde el vehículo, el sistema puede configurar el vehículo en el estado "desbloqueado". De manera similar, cuando el sistema determina que el dispositivo móvil del usuario está lejos del vehículo más allá del umbral de "distancia lejana", el sistema puede establecer el vehículo en el estado "bloqueado". En algunas formas de realización, el sistema puede utilizar umbrales basados en otras características, como por ejemplo la intensidad de la señal, etc.En algunas formas de realización, los umbrales de "distancia lejana" y "distancia cercana" son umbrales de distancia diferentes. Las ventajas de tener dos umbrales diferentes incluyen que puede determinar eficazmente las intenciones del usuario con respecto a si bloquear o desbloquear el vehículo. Por ejemplo, cuando el usuario se mueve fuera del umbral de distancia lejana (por ejemplo, "lo suficientemente lejos" del vehículo), el sistema puede determinar con mayor precisión que el usuario tiene la intención de abandonar el vehículo para que el sistema pueda bloquear el vehículo. De manera similar, cuando el usuario se mueve dentro del umbral de distancia cercana (por ejemplo, lo suficientemente "cerca" del vehículo), el sistema puede determinar con mayor precisión que el usuario tiene la intención de operar el vehículo para que el sistema pueda desbloquear el vehículo. En algunas formas de realización, para mejorar aún más la precisión de la determinación, el presente sistema puede utilizar las trayectorias móviles del usuario para apoyar la determinación. En algunas formas de realización, según el uso práctico o la preferencia del usuario, los umbrales de "distancia lejana" y "distancia cercana" se pueden establecer cerca (o incluso superponerse) entre sí. Sin embargo, dichas formas de realización no contradicen la idea de tener dos umbrales diferentes para bloquear y desbloquear el vehículo en la presente tecnología.En algunas formas de realización, cuando un vehículo se encuentra en el estado de "Encendido Automático de Proximidad", el sistema puede proporcionar un cierto período de tiempo para que un usuario realice una acción para mover el vehículo al estado "desbloqueado". Por ejemplo, después de que el vehículo entre en el estado de “Encendido Automático de Proximidad", el sistema puede proporcionar un período de tiempo (por ejemplo, una ventana de 5 minutos) para que un usuario presione un botón" GO "que se muestra en el dispositivo móvil del usuario con el fin de confirmar que se configura el vehículo en el estado "desbloqueado" (por ejemplo, encender la batería principal). En algunas formas de realización, si el usuario no confirma o no responde dentro del período de tiempo, el sistema puede devolver el vehículo al estado "bloqueado". Si el sistema más tarde (por ejemplo, 1 minuto después de que el vehículo está bloqueado) detecta que el dispositivo móvil se mueve nuevamente hacia el vehículo, puede configurar nuevamente el vehículo en el estado de "Encendido Automático de Proximidad". En algunas formas de realización, el vehículo puede enviar una notificación al usuario (por ejemplo, enviando señales inalámbricas al dispositivo móvil y la notificación puede mostrarse mediante una aplicación o un mecanismo de notificación (por ejemplo, una luz, un altavoz, etc.) en el dispositivo móvil) con respecto al cambio \nde estado (por ejemplo, el vehículo ha pasado del estadode "Encendido Automático de Proximidad" al estado "bloqueado"). En algunas formas de realización, después de cambiar el estado del vehículo del estado de "Encendido Automático de Proximidad" al estado "bloqueado", el sistema puede verificar nuevamente la ubicación del dispositivo móvil (por ejemplo, después de 35 segundos). Si el dispositivo móvil parece permanecer cerca del vehículo, el sistema permitirá al usuario abrir un maletero del vehículo presionando una tecla de función del vehículo (por ejemplo, una llave o botón colocado / dispuesto junto a la barra del manillar del vehículo) en caso de que el usuario haya dejado accidentalmente el dispositivo móvil en el maletero.Sin embargo, en algunas formas de realización, cuando un vehículo está en el estado "desbloqueado", por motivos de seguridad, el sistema no proporciona dicha ventana de tiempo antes de que el sistema pase el vehículo al estado "bloqueado". En algunas formas de realización, cuando un vehículo está en el estado "desbloqueado", el sistema solo proporciona una ventana de tiempo corta (por ejemplo, 1-5 segundos) antes de que el sistema pase el vehículo al estado "bloqueado". En algunas formas de realización, el estado "desbloqueado" se puede denominar como un estado de "Apagado Automático de Proximidad", lo que significa que cuando el vehículo está en el estado "desbloqueado" y el sistema determina que el dispositivo móvil está lejos del "umbral de distancia alejada", el sistema puede mover el vehículo al estado" bloqueado".En algunas formas de realización, las señales recibidas de los dispositivos móviles del usuario pueden incluir señales de Bluetooth y / u otras señales de comunicación inalámbrica adecuadas. En algunas formas de realización, el sistema analiza la fuerza o las características de las señales recibidas (o información relacionada con la intensidad o las características de la conexión entre el dispositivo móvil del usuario y el sistema, como por ejemplo la información del indicador de potencia de la señal recibida (RSSI) en una señal Bluetooth, o el tiempo de ida y vuelta estimado / calculado de las señales), o información codificada (por ejemplo, información de ubicación GPS) en las señales y a continuación determina las ubicaciones y / o trayectorias en movimiento de los dispositivos móviles del usuario. En algunas formas de realización, el dispositivo móvil del usuario incluye un teléfono inteligente, un dispositivo portátil, un controlador sin llave u otros dispositivos adecuados.En algunas formas de realización, el sistema puede utilizar uno o más filtros para procesar las señales o la información recibida del dispositivo móvil del usuario. Por ejemplo, el sistema puede utilizar un filtro de paso bajo, un filtro de paso alto, un filtro de media, un filtro de estimación cuadrática lineal o de Kalman (lQe ) y una combinación de los anteriores para filtrar señales no fiables (por ejemplo, ruido). En algunas formas de realización, la información correspondiente a la distancia podría derivarse directamente (por ejemplo, a partir de la información de distancia proporcionada por el protocolo de comunicación Bluetooth 5.0). En algunas formas de realización, la información de RSSI en una conexión Bluetooth entre el dispositivo móvil del usuario y el sistema puede utilizarse para determinar la intensidad de la señal. El sistema / vehículo puede recibir de forma continuada información RSSI cuando el vehículo está en el estado de "Encendido Automático de Proximidad" o en el estado de "Apagado Automático de Proximidad". Dado que la información de RSSI se ve fuertemente afectada por las condiciones ambientales (por ejemplo, el clima, las condiciones de movimiento, los obstáculos intermedios), los filtros mencionados anteriormente se pueden utilizar para suavizar las curvas de variación RSSI, a fin de reducir la interferencia / efecto de los entornos. Por ejemplo, un módulo BLE (Bluetooth de Baja Energía) del vehículo puede realizar un filtrado (por ejemplo, un filtrado de paso bajo). Una vez que el módulo BLE recopila (o establece) 10 o 20 valores RSSI, el módulo BLE puede empaquetar los valores de RSSI filtrados en un paquete y enviarlo a un procesador (principal) del vehículo (es decir, un procesador que maneja las tareas para el sistema mencionado anteriormente). Cuando el procesador principal del vehículo recibe el paquete de los valores de RSSI filtrados, el procesador principal puede (1) descomprimir el paquete, (2) ordenar los valores RSSI de acuerdo con una secuencia de tiempo, (3) hacer otro filtrado (por ejemplo, filtrado de Kalman) a la magnitud de los valores de RSSI, y (4) realizar la determinación basada en los valores de RSSI con doble filtrado.En algunas formas de realización, el vehículo / sistema puede utilizar información medida por un sensor (por ejemplo, un sensor giroscópico, un acelerómetro, un sensor GPS, etc.) del dispositivo móvil para estimar la posición / ubicación / movimiento del dispositivo del usuario. Por ejemplo, la información medida por un sensor giroscópico y / o un acelerómetro puede utilizarse para determinar una dirección de movimiento del dispositivo móvil. Además, la información de los sensores mencionados anteriormente del dispositivo móvil también puede ayudar al sistema a verificar si el dispositivo móvil se está moviendo o no. Dado que la intensidad de la señal de la conexión entre el dispositivo móvil y el sistema / vehículo puede verse fuertemente afectada por las condiciones ambientales, si el sistema detecta una variación en la intensidad de la señal mientras la información de los sensores del dispositivo móvil indica que el dispositivo móvil ( y también el usuario) está quieto, entonces el sistema puede determinar que el usuario no se está moviendo hacia / lejos del vehículo y la variación en la intensidad de la señal puede considerarse como ruido. En algunas formas de realización, la información medida por un sensor GPS se puede utilizar para determinar la ubicación del dispositivo móvil y el vehículo (por ejemplo, se puede rastrear y almacenar cuándo se hizo funcionar la ubicación del vehículo). Por ejemplo, la ubicación de un vehículo puede almacenarse en un servidor, un componente de memoria / almacenamiento del vehículo y / o un dispositivo móvil. \nAdemás de la información del sensor o sensores del dispositivo móvil, en algunas formas de realización, el vehículo / sistema también puede utilizar otra información para respaldar su detección / determinación de la intensidad de la señal y / o distancia (por ejemplo, para mejorar la precisión). Por ejemplo, el vehículo puede incluir radar (es), Lidar (s) o una cámara panorámica (o una pluralidad de cámaras que se pueden combinar para tener un efecto panorámico) que puede recopilar información adicional (por ejemplo, información de distancia del radar / Lidars, o detección / seguimiento de objetos basado en imágenes fijas / en movimiento generadas por la cámara) como información complementaria para respaldar la detección / determinación del sistema sobre la variación de la intensidad de la señal.En algunas otras formas de realización, el vehículo puede incluir más de un transceptor inalámbricos, por ejemplo, dos transceptores Bluetooth o Bluetooth de baja energía (BLE) dispuestos en la parte delantera del vehículo y en la parte trasera del vehículo, respectivamente. Cada uno de estos transceptores se puede conectar de forma inalámbrica al dispositivo móvil del usuario respectivamente, por lo que el sistema puede recibir información / señales con respecto a la intensidad / distancia de la señal simultáneamente desde los transceptores. Como resultado, las características analizadas de los transceptores se pueden comparar y analizar más, la precisión de la determinación de la intensidad de la señal y / o la distancia se puede mejorar y las trayectorias reales del dispositivo móvil del usuario se pueden identificar más claramente.En algunas formas de realización, la presente tecnología se puede implementar como un mecanismo de seguridad complementario además de un sistema de autenticación tradicional (por ejemplo, utilizando llaves físicas o llaveros inalámbricos) en el vehículo. En algunas formas de realización, la presente tecnología se puede implementar como un sistema autónomo que se puede instalar en un vehículo. En algunas formas de realización, la presente tecnología se puede implementar como parte de un sistema de control de vehículo.La Figura 1A es un diagrama esquemático que ilustra un sistema 100 de acuerdo con formas de realización de la tecnología descrita. Tal como se muestra, el sistema 100 incluye un vehículo 101 y un dispositivo móvil 103 que lleva el usuario 10 o un dispositivo móvil 105 que lleva el usuario 12. En algunas formas de realización, el vehículo 101 puede incluir un vehículo eléctrico, un scooter eléctrico, un vehículo híbrido u otros vehículos adecuados (por ejemplo, vehículos que tienen múltiples estados de suministro de energía tal como se muestra en la Figura 3A o 3B, o vehículos que pueden ser alimentados por una o más baterías u otros dispositivos de almacenamiento de energía, como por ejemplo condensadores, células, etc.). En algunas formas de realización, el dispositivo móvil 103 o 105 puede incluir un teléfono inteligente, una tableta, una computadora portátil, un dispositivo portátil, un controlador portátil y / u otros dispositivos adecuados. El vehículo 101 incluye un procesador 1013 y un dispositivo de medición de distancia 1011 (por ejemplo, un módulo inalámbrico como por ejemplo un dispositivo / módulo de comunicación Bluetooth o componentes con funciones similares) configurado para monitorear / buscar constant | Un método (500) para controlar un vehículo (101), que comprende: recibir (501) una señal inalámbrica desde un dispositivo móvil (103, 105); analizar (503) al menos una característica de la señal inalámbrica para determinar una ubicación actual del dispositivo móvil (103, 105); desbloquear (505) el vehículo (101) en respuesta a una determinación, basada en la ubicación actual, de que el dispositivo móvil (103, 105) está dentro de un límite interno adyacente al vehículo (101), y que se recibe una primera señal desde un primer componente de entrada / salida (I / O) del vehículo (101); y bloquear (507) el vehículo (101) en respuesta a una determinación, basada en la ubicación actual, de que el dispositivo móvil (103, 105) es externo a un límite externo (109) externo al límite interno (111), en que el método comprende además: en respuesta a la determinación de que el dispositivo móvil (103, 105) se mueve a través del límite interno (111) hacia el vehículo (101), encender una pantalla del vehículo (101) alimentada por una batería del vehículo (101). | ES:19197675T | https://patentimages.storage.googleapis.com/4e/92/40/d8233d5c64c629/ES2848201T3.pdf | ES:2848201:T3 | Kenneth Edward Wall, Ming-Hsiang Lai, Chun-Sheng Hsu, Ching Chen, jia-yang Wu | Gogoro Inc | NaN | Not available | 2021-08-05 | 1. Un método (500) para controlar un vehículo (101), que comprende:, recibir (501) una señal inalámbrica desde un dispositivo móvil (103, 105); analizar (503) al menos una característica de la señal inalámbrica para determinar una ubicación actual del dispositivo móvil (103, 105);, desbloquear (505) el vehículo (101) en respuesta a una determinación, basada en la ubicación actual, de que el dispositivo móvil (103, 105) está dentro de un límite interno adyacente al vehículo (101), y que se recibe una primera señal desde un primer componente de entrada / salida (I / O) del vehículo (101); y, bloquear (507) el vehículo (101) en respuesta a una determinación, basada en la ubicación actual, de que el dispositivo móvil (103, 105) es externo a un límite externo (109) externo al límite interno (111),, en que el método comprende además:, en respuesta a la determinación de que el dispositivo móvil (103, 105) se mueve a través del límite interno (111) hacia el vehículo (101), encender una pantalla del vehículo (101) alimentada por una batería del vehículo (101)., 2. El método (500) de la reivindicación 1, que comprende además, determinar el límite interno (111) y el límite externo (109) basándose en una configuración de usuario., 3. El método (500) de la reivindicación 1,, en que la al menos una característica de la señal inalámbrica incluye una intensidad de señal y / o una distancia entre el dispositivo móvil (103, 105) y el vehículo (101)., 4. El método (500) de la reivindicación 1, que comprende además,, permitir que un motor del vehículo (101) se encienda al recibir la primera señal del primer componente de I / O y recibir una segunda señal de un segundo componente de I / O del vehículo (101) antes de recibir la primera señal, en que el primer componente de I / O es un botón físico, y en que el segundo componente de I / O es una palanca de freno, y en que la primera señal se genera en respuesta a una operación de presionar el botón físico, y en que la segunda señal se genera en respuesta a una operación de sostener la palanca de freno, o, activar el motor del vehículo (101) para que se encienda en respuesta a la determinación, en base a la ubicación actual, que el dispositivo móvil (103, 105) está dentro del límite interno (111) adyacente al vehículo (101), que la primera señal se recibe desde el primer componente de I / O del vehículo (101), y que una segunda señal se recibe de un segundo componente de I / O del vehículo (101) generalmente al mismo tiempo, en que el primer componente de I / O es un botón físico, y en que el segundo componente de I / O es una palanca de freno, y en que la primera señal se genera en respuesta a una operación de presionar el botón físico y en que la segunda señal se genera en respuesta a una operación de sujeción de la palanca de freno., 5. El método (500) de la reivindicación 1, que comprende además:, en respuesta a una determinación de que el dispositivo móvil (103, 105) se mueve a través del límite interno (111) hacia el vehículo (101), abrir una tapa del maletero del vehículo (101)., 6. El método (500) de la reivindicación 1,, en que la señal inalámbrica proviene de un componente de comunicación inalámbrica activa del dispositivo móvil (103, 105), y en que el componente de comunicación inalámbrica activa está controlado por una aplicación instalada en el dispositivo móvil (103, 105)., 7. El método (500) de la reivindicación 1,, en que en respuesta a una determinación de que el dispositivo móvil (103, 105) se mueve a través del límite interno (111) hacia el vehículo (101) o la determinación de que el dispositivo móvil (103, 105) está dentro del límite interno (111) adyacente al vehículo (101), en que el método comprende además (i) proporcionar alimentación a una luz indicadora del vehículo (101), (ii) reproducir un sonido desde un altavoz del vehículo (101), o (iii) proporcionar alimentación a un motor del vehículo (101) con el fin de provocar un movimiento del vehículo (101). \n, 8. El método (500) de la reivindicación 1, que comprende además:, verificar la ubicación actual del vehículo (101) basándose al menos parcialmente en información medida por un sensor del dispositivo móvil (103, 105)., 9. El método (500) de la reivindicación 1, que comprende además:, si la ubicación actual está dentro de un límite interno (111) adyacente al vehículo (101), permitir que un motor del vehículo (101) se encienda presionando un botón y sosteniendo una palanca de freno antes de presionar el botón o sosteniendo una palanca de freno del vehículo (101) y presionando el botón del vehículo (101)., 10. El método de la reivindicación 1, en que el bloqueo del vehículo comprende además:, bloquear el vehículo (101) desconectando la fuente de alimentación de una batería del vehículo (101)., 11. El método de la reivindicación 10, que comprende además la determinación de apagar la fuente de alimentación del vehículo (101) en respuesta a una determinación de que el dispositivo móvil (103, 105) se ha alejado del vehículo (101) a través del límite externo (109), en que preferentemente la determinación de que el dispositivo móvil (103, 105) se ha alejado del vehículo (101) se basa al menos parcialmente en analizar una trayectoria del dispositivo móvil (103, 105)., 12. Un vehículo (101), que comprende:, un módulo inalámbrico (1011) configurado para recibir una señal inalámbrica desde un dispositivo móvil (103, 105);, un procesador (1013), acoplado al módulo inalámbrico (1011) y configurado para analizar al menos una característica de la señal inalámbrica para determinar una ubicación actual del dispositivo móvil (103, 105); y, un primer componente de entrada / salida (I / O), acoplado al procesador (1013), configurado para generar una primera señal en respuesta a una acción del usuario; en que el procesador (1013) está configurado además para desbloquear el vehículo (101) en respuesta a una determinación, basada en la ubicación actual, de que el dispositivo móvil (103, 105) se encuentra dentro de un límite interno (111) adyacente al vehículo (101), y que se recibe la primera señal; y, en que el procesador (1013) está configurado además para bloquear el vehículo (101) en respuesta a una determinación, basada en la ubicación actual, de que el dispositivo móvil (103, 105) es externo a un límite externo (109) que es externo al límite interno (111), en que el procesador (1013) está configurado además para, en respuesta a la determinación de que el dispositivo móvil (103, 105) se mueve a través del límite interno (111) hacia el vehículo (101), encender una pantalla del vehículo (101) alimentada por una batería del vehículo (101)., 13. El vehículo (101) de la reivindicación 12, en que el primer componente de I / O comprende un botón físico, una pantalla táctil o una palanca de freno., 14. El vehículo (101) de la reivindicación 12, en que la al menos una característica de la señal inalámbrica incluye una intensidad de señal y / o una distancia entre el dispositivo móvil (103, 105) y el vehículo (101). \n | ES | Spain | Active | B | True |
| 224 | Opportunistic charging of hybrid vehicle battery \n | US10155511B2 | This application is a continuation of U.S. application Ser. No. 13/865,587 filed Apr. 18, 2013, now U.S. Pat. No. 9,399,461, issued Jul. 26, 2016, which, in turn, claims the benefit of U.S. provisional application Ser. No. 61/643,508, filed May 7, 2012, the disclosures of which are incorporated in their entirety by reference herein.\nThe present disclosure relates to a control strategy for a hybrid electric vehicle. In particular, the disclosure relates to a strategy for charging the electric battery using an internal combustion engine.\nVehicles commonly employ variable ratio transmissions to transfer power between an internal combustion engine and the vehicle wheels. In an automatic transmission, a controller selects the transmission ratio in response to the vehicle speed and a driver demand, usually communicated by depressing an accelerator pedal. In a Modular Hybrid Transmission (MHT) architecture, the vehicle also has a traction motor connected at the input of the transmission. The traction motor is electrically connected to a battery. The motor can be used in either a motoring mode in which energy from the battery is used to supplement the engine power or in a generating mode in which the motor converts mechanical energy into electrical energy which is stored in the battery.\nA method operates a motor while the motor is driveably connected to an engine by a first clutch and driveably disconnected from a transmission by a second clutch. The motor is operated to generate a first charging torque based on a state of charge of a battery. In response to an engine speed decreasing below a threshold, the method operates the motor to adjust the first charging torque to decrease a load on the engine. The method may further include engaging the second clutch and controlling the engine and motor to satisfy a driver demanded torque. The driver demanded torque may be based on the engine speed and an accelerator pedal position. The engine is operated to produce and engine torque based on the engine speed and the state of charge. The motor is operated to generate a second charging torque such that a sum of the second charging torque and the engine torque satisfy the driver demanded torque. In other circumstances, the motor may be operated to generate a positive torque to assist the engine in satisfying the driver demanded torque. In yet other circumstances, the motor may be operated to generate a minimum charging torque that is based on the engine speed.\nA vehicle powertrain includes an engine, a motor, first and second clutches, and a controller. The motor is electrically connected to a battery. The first clutch selectively couples the engine to the motor, The second clutch selectively couples the motor to a gearbox. While the first clutch is engaged and the second clutch is disengaged, the controller operates the motor to generate a first charging torque based on a state of charge of the battery. The controller responds to the engine speed decreasing below a threshold by adjusting the first charging torque to decrease a load on the engine. The controller may engage the second clutch and then operate the engine and the motor to satisfy a driver demanded torque. The driver demanded torque may be based on the engine speed and an accelerator pedal position. The engine is controlled to produce an engine torque based on the engine speed and the state of charge. The motor is operated to generate a second charging torque such that a sum of the engine torque and the second charging torque satisfies the driver demanded torque. In some circumstances, the controller may operate the motor to generate a positive torque to assist the engine in satisfying the driver demanded torque.\n FIG. 1 is a block diagram of an exemplary hybrid vehicle powertrain in accordance with an embodiment of the present invention.\n FIG. 2 is a flow chart illustrating an embodiment of the disclosed method.\nEmbodiments of the present disclosure are described herein. It is to be understood, however, that the disclosed embodiments are merely examples and other embodiments can take various and alternative forms. The figures are not necessarily to scale; some features could be exaggerated or minimized to show details of particular components. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a representative basis for teaching one skilled in the art to variously employ the present invention. As those of ordinary skill in the art will understand, various features illustrated and described with reference to any one of the figures can be combined with features illustrated in one or more other figures to produce embodiments that are not explicitly illustrated or described. The combinations of features illustrated provide representative embodiments for typical applications. Various combinations and modifications of the features consistent with the teachings of this disclosure, however, could be desired for particular applications or implementations.\n FIG. 1 illustrates a vehicle with a modular hybrid transmission. Solid lines connecting components in FIG. 1 indicate driveable connections which transfer power from an output of one component to an input of the other component by a mechanism that constrains the speed of the output to be proportional to the speed of the input. Driveable connection may be established, for example, by shafts or by gearing. Internal combustion engine 20 provides tractive torque during steady state operation. Traction motor 22 adds supplemental torque during transient events and can act as a generator during braking and at other times. Traction motor 22 is electrically connected to battery 24. Internal combustion engine 20 and traction motor 22 are selectively coupled by disconnect clutch 26. In other words, engine 20 and motor 22 are driveably connected when clutch 26 is engaged and are disconnected when clutch 26 is disengaged. Torque from the engine 20 and traction motor 22 are transferred by transmission gearbox 28 and differential 32 to a set of driving wheels 30. The transmission gearbox 28 selectively engages a transmission ratio such that the engine operates at an efficient speed over a wide range of vehicle speeds. The transmission can either be a step ratio transmission with a finite number of discrete ratios or a continuously variable transmission. The differential 32 permits the outside wheel to rotate slightly faster than the inside wheel as the vehicle turns a corner. Launch clutch 34 disconnects the engine 20 and the traction motor 22 from the transmission 28 and wheels 30 while the vehicle is stationary so the engine can idle. To launch the vehicle, launch clutch 34 is gradually engaged. Finally, transmission pump 36 provides hydraulic pressure to engage clutches, such as the disconnect clutch 26, the launch clutch 34, or clutches inside the transmission gearbox 28.\nAn MHT hybrid operates in several different operating modes. When the vehicle is stationary, launch clutch 34 is disengaged and the engine may either be idling or it may be off. If the engine is off, disconnect clutch 26 may also be disengaged. The traction motor may drive the transmission pump using power from the battery so that the transmission is ready when the driver indicates a desire to move. If the engine is idling, disconnect clutch 26 may be engaged. An engine controller adjusts engine torque to maintain a target idle speed. The engine controller may manipulate the throttle opening, fuel injection parameters, spark timing, etc. in order to adjust the engine torque. While the engine is idling, the traction motor may charge the battery by applying a charging torque.\nWhen the vehicle is moving, the wheels are propelled by a combination of engine power and power from the battery. A controller determines how much combined torque to deliver based on the position of the accelerator pedal and the engine speed. The controller also chooses among the various transmission gear ratios and how to divide the demanded combined torque between the engine torque and the motor torque. The torque capability and efficiency of internal combustion engines and electric motors differ substantially. The torque capability of an internal combustion engine increases with engine speed over the majority of the operating range while electric motors are capable of producing high torque at low speed and less torque at high speed. Internal combustion engines are most efficient when operated at relatively low speed and close to their maximum torque capability. Electric motors are more efficient at low torque but inefficient at very low speed and high torques.\nIn some driving conditions, the motor can propel the vehicle using energy stored in the battery. During these conditions, the engine is off and the disconnect clutch is disengaged. Since no fuel is consumed in these driving conditions, overall fuel economy improves. In other driving conditions, the motor is used to permit the engine to operate more efficiently. Internal combustion engines tend to be more efficient at slow speed. However, internal combustion engines have a limited ability to generate power when operating at a low speed. Consequently, in a non-hybrid vehicle, it is sometimes necessary to operate the engine at a faster speed to deliver the requested amount of power to the wheels. In the modular hybrid, supplementing the engine torque with motor torque sometimes permits the transmission controller to select a gear ratio such that the engine runs slower and more efficiently.\nProviding positive motor torque requires use of stored energy from the battery. Stored electrical energy is acquired by running the motor as a generator during braking maneuvers to capture energy that would otherwise be converted to heat by friction brakes. In some circumstances, the energy acquired from braking is not enough to satisfy the requirements. In such circumstances, the energy can be acquired by increasing the engine torque above the level required to propel the vehicle and operating the motor at negative torque to generate additional electrical energy. This increases the fuel usage during charging, but if done opportunistically a net fuel savings results.\nA disclosed method for determining the charging torque in an MHT vehicle is illustrated in FIG. 2. The charging torque is negative when the traction motor is absorbing power from the engine to charge the battery. A more negative value indicates more power being diverted into the battery. In decision step 40, the controller determines whether the engine is on. If not, charging using engine power is impossible, so the charging torque is set to zero at step 42. If the engine is on, the controller determines whether the vehicle is in an idle condition at decision step 44. In an idle condition, the launch clutch is disengaged and the engine is controlled to maintain a particular engine speed. In an idle condition, the charging torque is the primary engine load. During an idle condition, the charging torque is computed as a function of state of charge at step 46. When the state of charge of the battery is low, charging torque is set to a very negative value to charge the battery more rapidly. When the state of charge is high, charging torque is set to zero or a slightly negative value to maintain the charge. If the vehicle is not in an idle condition, then it must be in a driving condition. The controller calculates a minimum motor torque at step 48 based on motor speed. The minimum engine speed is set to avoid requesting a combination of motor torque and motor speed at which the motor is inefficient. At step 50, a charge torque is calculated by subtracting a function of engine speed and state of charge from the driver demanded input torque. The function is calibrated to place the engine in an efficient operating condition. If the driver demand torque is low, the resulting charge torque will be highly negative implying that the battery is charged aggressively. However, if the driver demand is high, the charging torque is set to a less negative value in order to ensure sufficient engine power is available to satisfy the propulsion requirements. If the calculated charging torque is less than (more negative than) the minimum motor torque, then the charging torque is set to the minimum motor torque at 51. If the calculated charging torque is positive, then the charging torque is set to zero at 51. At step 52, the charging torque is filtered and rate limited to avoid sudden changes. Finally, at step 54, the controller checks whether the engine speed has fallen below a minimum. If the engine is slowing down excessively, the charging torque is adjusted to unload the engine at 56 (the charging torque is made less negative). The minimum is calibrated to ensure, among other criteria, that the transmission pump produces enough hydraulic pressure to engage the clutches. Although the engine is commanded to produce enough torque to maintain engine speed, there can be delays in the engine's reaction to changes in commanded torque. Because a motor responds quicker to changes in commanded torque, it is sometimes more effective to control engine speed by controlling the load.\nThe processes, methods, or algorithms disclosed herein can be deliverable to/implemented by a processing device, controller, or computer, which can include any existing programmable electronic control unit or dedicated electronic control unit. Similarly, the processes, methods, or algorithms can be stored as data and instructions executable by a controller or computer in many forms including, but not limited to, information permanently stored on non-writable storage media such as ROM devices and information alterably stored on writeable storage media such as floppy disks, magnetic tapes, CDs, RAM devices, and other magnetic and optical media. The processes, methods, or algorithms can also be implemented in a software executable object. Alternatively, the processes, methods, or algorithms can be embodied in whole or in part using suitable hardware components, such as Application Specific Integrated Circuits (ASICs), Field-Programmable Gate Arrays (FPGAs), state machines, or other hardware components or devices, or a combination of hardware, software and firmware components.\nWhile exemplary embodiments are described above, it is not intended that these embodiments describe all possible forms encompassed by the claims. The words used in the specification are words of description rather than limitation, and it is understood that various changes can be made without departing from the spirit and scope of the disclosure. As previously described, the features of various embodiments can be combined to form further embodiments of the invention that may not be explicitly described or illustrated. While various embodiments could have been described as providing advantages or being preferred over other embodiments or prior art implementations with respect to one or more desired characteristics, those of ordinary skill in the art recognize that one or more features or characteristics can be compromised to achieve desired overall system attributes, which depend on the specific application and implementation. As such, embodiments described as less desirable than other embodiments or prior art implementations with respect to one or more characteristics are not outside the scope of the disclosure and can be desirable for particular applications.\n | A control system for a modular hybrid electric vehicle operates an internal combustion engine at a torque level above the driver demanded torque improving the engine's efficiency. A traction motor driveably connected to the engine is operated at a torque level such that the combined torque satisfies the driver demand. The traction motor torque is limited to avoid inefficient combinations of speed and torque at which the motor is inefficient. During idle operation, the traction motor is operated at a torque determined from a battery state of charge and the engine is operated to maintain a predetermined speed. If the engine speed drops below a threshold, motor torque is adjusted to reduce the load on the engine to avoid stalling. | US:15/216,747 | https://patentimages.storage.googleapis.com/5a/0d/20/d52e6bf8b6fba4/US10155511.pdf | US:10155511 | Mark Steven Yamazaki, Christopher Alan Lear, Francis Thomas Connolly | Ford Global Technologies LLC | US:5936312, US:20110184602:A1, US:20090177345:A1, US:20110190971:A1, US:20010017227:A1, US:6356817, US:6637530, US:20010004203:A1, US:6480767, US:6561296, US:20040157704:A1, US:6827167, US:7295902, US:20090318261:A1, US:7900726, US:7869913, US:8738203, US:8060268, US:8116926, US:20120302397:A1, CN:101898504:A, US:20130311029:A1, US:20150066333:A1 | 2018-12-18 | 2018-12-18 | 1. A method comprising:\nwhile a motor is driveably connected to an engine by a first clutch and driveably disconnected from a transmission gearbox by a second clutch, operating the motor to generate a first charging torque based on a state of charge of a battery; and\nin response to an engine speed decreasing below a threshold, further operating the motor to adjust the first charging torque to decrease a load on the engine.\n, while a motor is driveably connected to an engine by a first clutch and driveably disconnected from a transmission gearbox by a second clutch, operating the motor to generate a first charging torque based on a state of charge of a battery; and, in response to an engine speed decreasing below a threshold, further operating the motor to adjust the first charging torque to decrease a load on the engine., 2. The method of claim 1 further comprising:\nengaging the second clutch to driveably connect the motor to the transmission gearbox;\ncontrolling the engine to produce an engine torque based on the engine speed and the state of charge; and\nfurther operating the motor to generate a second charging torque such that a sum of the second charging torque and the engine torque satisfies a driver demanded net torque.\n, engaging the second clutch to driveably connect the motor to the transmission gearbox;, controlling the engine to produce an engine torque based on the engine speed and the state of charge; and, further operating the motor to generate a second charging torque such that a sum of the second charging torque and the engine torque satisfies a driver demanded net torque., 3. The method of claim 2 wherein the driver demanded net torque is based on the engine speed and an accelerator pedal position., 4. The method of claim 3 further comprising:\nfurther operating the motor to generate a minimum charging torque, wherein the minimum charging torque is based on the engine speed.\n, further operating the motor to generate a minimum charging torque, wherein the minimum charging torque is based on the engine speed., 5. The method of claim 3 further comprising:\nfurther operating the motor to generate a positive torque to assist the engine in satisfying the driver demanded net torque.\n, further operating the motor to generate a positive torque to assist the engine in satisfying the driver demanded net torque., 6. A vehicle powertrain comprising:\nan engine;\na motor electrically connected to a battery;\na first clutch configured to selectively couple the engine to the motor;\na second clutch configured to selectively couple the motor to a gearbox; and\na controller configured to\nwhile the first clutch is engaged and the second clutch is disengaged, operate the motor to generate a first charging torque based on a state of charge of the battery, and\nrespond to an engine speed decreasing below a threshold by adjusting the first charging torque to decrease a load on the engine.\n\n, an engine;, a motor electrically connected to a battery;, a first clutch configured to selectively couple the engine to the motor;, a second clutch configured to selectively couple the motor to a gearbox; and, a controller configured to\nwhile the first clutch is engaged and the second clutch is disengaged, operate the motor to generate a first charging torque based on a state of charge of the battery, and\nrespond to an engine speed decreasing below a threshold by adjusting the first charging torque to decrease a load on the engine.\n, while the first clutch is engaged and the second clutch is disengaged, operate the motor to generate a first charging torque based on a state of charge of the battery, and, respond to an engine speed decreasing below a threshold by adjusting the first charging torque to decrease a load on the engine., 7. The vehicle powertrain of claim 6 further wherein the controller is further configured to\nengage the second clutch,\ncontrol the engine to produce an engine torque based on the engine speed and the state of charge, and\ncontrol the motor to generate a second charging torque such that a sum of the second charging torque and the engine torque satisfies a driver demanded net torque.\n, engage the second clutch,, control the engine to produce an engine torque based on the engine speed and the state of charge, and, control the motor to generate a second charging torque such that a sum of the second charging torque and the engine torque satisfies a driver demanded net torque., 8. The vehicle powertrain of claim 7 wherein the driver demanded net torque is based on the engine speed and an accelerator pedal position., 9. The vehicle powertrain of claim 7 wherein the controller is further programmed to control the motor to generate a positive torque to assist the engine in satisfying the driver demanded net torque. | US | United States | Active | B | True |
| 225 | 一种电动汽车的电池快速更换装置 \n | CN107792024B | 本发明属于机械自动化设计制造技术领域，涉及一种电动汽车的电池快速更换装置。背景技术的汽车是人们日常生活中必不可少的交通工具，城市里的汽车保有量持续增长，除了交通拥堵给人们带来的不便外，汽车排放尾气造成的环境污染也严重影响着人们的身心健康。随着石油资源的日益枯竭和人们对环境保护的日益重视，新能源汽车越来越受到人们的欢迎。电动汽车作为以车载电源为动力，用电机驱动车轮行驶，绿色环保的交通工具得到了大量开发和实际运用。电动汽车以电动机代替燃油机，通过蓄电池供电，由电机驱动而无需变速箱，具有节能环保、操纵和维修方便、运行可靠、噪音低等优点。电池作为电动汽车上不可或缺的重要部件，为电动汽车提供动能；目前市场长的电动汽车电池普遍存在容量小，充电慢等缺点。由于受到电池技术的制约，目前能够行之有效的方式是快速更换电池，广泛建立电池更换站，使得更换电池如果加油一样方便，就能够彻底解决电动汽车行程受限、充电等待时间长等问题。中国专利(公告号：CN102139622A，公开日：2011-08-03)公开了一种电动汽车蓄电池的安装装置以及电动汽车蓄电池安装方法，该电动汽车蓄电池安装装置包括蓄电池舱体，蓄电池舱体内安装有蓄电池，蓄电池是安装在浮动式双轨直线导向系统装置上，再由浮动式双轨直线导向系统装置安装在蓄电池舱体内的；浮动式双轨直线导向系统装置包括一个导架，导架上安装有滑动部件，滑动部件可以在导架的导轨上滑动；滑动部件上固定有安装蓄电池的蓄电池安装底架；在导架上设有前限位装置和后限位装置。该安装方法依次为：将蓄电池通过一浮动式双轨直线导向系统装置安装在电动汽车的蓄电池舱内，并通过固定装置固定在蓄电池舱内；蓄电池在需要取出时松开固定装置，通过浮动式双轨直线导向系统装置将蓄电池拖出蓄电池舱，即可进行维修或加灌电解液作业；作业完毕后在利用浮动式双轨直线导向系统装置将蓄电池送入蓄电池舱内，到位后由固定装置固定。上述专利文献中采用人工方式进行搬运和更换电池，效率低，耗费人力，自动化程度低。本发明的目的是针对现有的技术存在上述问题，提出了一种电动汽车的电池快速更换装置，本发明所要解决的技术问题是：如何高效自动化的完成电动汽车的电池更换。本发明的目的可通过下列技术方案来实现：一种电动汽车的电池快速更换装置，包括停车区，其特征在于，所述停车区的一端设有竖向的隔离板，所述隔离板上开设有正对所述停车区的交换通孔，所述隔离板相对停车区的另一侧设有电池推拉机构，所述电池推拉机构包括安装平台，所述安装平台上设有支撑平台，所述安装平台上设有横向的滑轨，所述滑轨上滑动设有滑动座，所述支撑平台设置在所述滑动座上，所述安装平台上还设有能够驱动所述滑动座在滑轨上往复移动的驱动件一；所述滑动座上设有能够纵向往复移动的推拉板，所述推拉板正对所述交换通孔且能够穿过交换通孔伸入所述停车区，所述驱动推拉板在所述支撑平台上表面往复移动的驱动件二，所述推拉板的侧面设有多个吸盘；所述电池推拉机构的两侧分别设有电池输入机构和电池输出机构。其原理如下：本电池快速更换装置固定在地面上，对应特定结构的电动汽车，该电动汽车的电池插设在汽车尾端的电池安装槽内，更换电池时，将电动汽车停放在停车区，电动汽车的尾端对准交换通孔，电池输入机构上堆放充满电的电池，通过电池输入机构更换电池时，通过滑动座带动推拉板左右移送，使电动汽车上的电池后端面正对推拉板，推拉板带动吸盘朝向电池移动，吸盘吸附在电池外壳上，推拉板逆向移动，将电池拔出，并在推拉板和滑动座的带动的将更换下的电池移动至电池输出机构上移送出来；另一边通过电池输入机构将充满电的电池移送至支撑平台上，再通过推拉板和滑动座的带动移送，最终推入电动汽车尾端的电池安装槽内，锁紧后正常使用，整个过程自动化完成，大大节省了人力，提高了效率，并能够保证电池更换的准确度，通过在各地广泛建立电池更换站以及上述电池快速更换装置，自动化的快速更换电池，能够彻底解决电动汽车行程受限、充电等待时间长等问题。在上述的电动汽车的电池快速更换装置中，所述停车区的上方还设有水平的遮挡板，所述遮挡板上朝向停车区的一侧还设有传感器、烟雾报警器和喷淋头。保证汽车停放的位置准确，便于后续电池的更换，同时有效防火。在上述的电动汽车的电池快速更换装置中，所述电池推拉机构还包括底座，所述安装平台通过两组交叉臂连接在所述底座上，每组交叉臂包括支撑杆一和支撑杆二，所述支撑杆一的中部和支撑杆二的中部相铰接，所述支撑杆一的下端铰接在所述底座上，所述支撑杆一的上端设有一滚轮且该滚轮抵靠在所述安装平台的底面上，所述支撑杆二的上端铰接在所述安装平台的底面上，所述支撑杆二的下端也设有一滚轮且该滚轮抵靠在所述底座的表面上；所述底座上还设有两个能够使所述交叉臂做剪切运动的液压油缸。在上述的电动汽车的电池快速更换装置中，所述驱动件一包括伺服电机一和设置在所述安装平台上的丝杠，所述伺服电机一的输出轴与所述丝杠连接，所述丝杠沿滑轨的长度方向设置，所述滑动座上设有螺纹孔，所述丝杠穿过所述螺纹孔且与所述滑动座螺纹连接。伺服电机一正反转动带动丝杠正反转动，通过螺纹配合带动滑动座往复移动，从而带动支撑平台的横向移动。在上述的电动汽车的电池快速更换装置中，所述支撑平台的上表面排列有若干的滚珠。通过该滚珠使得电池在支撑平台上移动时更加顺畅平滑。在上述的电动汽车的电池快速更换装置中，所述驱动件二包括设置在推拉板下侧的伺服电机二和设置在所述支撑平台内的齿条，所述伺服电机二的输出轴上固设有齿轮，所述齿轮与所述齿条相啮合。在上述的电动汽车的电池快速更换装置中，所述电池输入机构和电池输出机构均包括长条形的机架，所述机架上并排设有若干个滚筒且所有滚筒能够同步转动，所有滚筒沿机架长度方向均匀间隔分布并形成输送通道，所述输送通道的一端下方设有升降台，所述升降台上设有若干个滚轴，所有滚轴的轴线方向与机架的长度方向一致且滚轴能够穿过相邻两个滚筒之间的间隙并使得滚轴的上表面高于所述滚筒的上表面，所述机架上具有所述升降台的一端外侧设有推送板且所述推送板能够在所述升降台的正上方沿机架的宽度方向往复移动。机架可以设置足够长，滚筒设置的足够多，每次滚筒上可以放置多个电池。在上述的电动汽车的电池快速更换装置中，所述推送板呈条形板体，所述推送板的长度方向与机架的长度方向一致，所述推送板的宽度方向竖直向上，所述推送板的一侧侧面上设有橡胶制成的推送垫，所述推送垫的数量至少三个且沿推送板的长度方向均匀间隔设置。通过橡胶制成的推送垫有效避免推送板与电池硬性触碰，造成损伤。在上述的电动汽车的电池快速更换装置中，所述机架的上方沿机架的宽度方向设有固设有横梁，所述横梁上沿横梁的长度方向设有滚槽，所述推送板的下侧固设有驱动电机，所述驱动电机的输出轴上连接有磙子，所述磙子位于所述滚槽内。驱动电机转动带动磙子转动，从而驱动推送板移动。在上述的电动汽车的电池快速更换装置中，所述升降台呈矩形体，所述机架上设有四个竖直朝上的气缸，四个气缸的活塞杆分别固连在所述升降台的四角底面上。通过气缸控制升降台的升降，作为替换方案，也可以使用液压缸。与现有技术相比，本发明中的电池快速更换装置自动化完成电动汽车的电池更换，大大节省了人力，提高了效率，并能够保证电池更换的准确度，通过在各地广泛建立电池更换站以及上述电池快速更换装置，自动化的快速更换电池，能够彻底解决电动汽车行程受限、充电等待时间长等问题。图1是本电池快速更换装置的立体结构示意图。图2是电池汽车的结构示意图。图3是本电池快速更换装置中电池输入机构或电池输出机构的立体结构示意图一。图4是本电池快速更换装置中电池输入机构或电池输出机构的立体结构示意图二。图5是本电池快速更换装置中电池推拉机构的立体结构示意图一。图6是本电池快速更换装置中电池推拉机构的立体结构示意图二。图中，1、停车区；2、隔离板；21、交换通孔；3、电池推拉机构；31、底座；32、安装平台；33、支撑平台；34、滑轨；35、滑动座；351、螺纹孔；36、推拉板；37、吸盘；38、交叉臂；381、支撑杆一；382、支撑杆二；383、滚轮；39、液压油缸；310、伺服电机一；311、伺服电机二；312、丝杠；313、滚珠；314、齿轮；315、齿条；4、电池输入机构；5、电池输出机构；6、遮挡板；7、机架；8、滚筒；9、输送通道；10、升降台；11、滚轴；12、推送板；13、推送垫；14、横梁；141、滚槽；15、驱动电机；16、磙子；17、气缸。以下是本发明的具体实施例并结合附图，对本发明的技术方案作进一步的描述，但本发明并不限于这些实施例。本电池快速更换装置固定在地面上，对应特定结构的电动汽车，该电动汽车的电池插设在汽车尾端的电池安装槽内，如图2所示，本电动汽车包括车身，车身的一端为前端，另一端为尾端，电池外套有电池盒，车身尾端开设有插槽，该插槽作为电池安装槽，插槽由车身的尾端向前端方向延伸，电池盒呈长方体，电池盒滑动插设在插槽内，电池盒的一端还设有卡槽，车身上具有能够插入卡槽内的卡接件；电池盒的内端固设有与电池电连接的输出端子，插槽的槽底设有能够与输出端子对接的电线触点。如图1和图2所示，本电池快速更换装置包括停车区1，停车区1的一端设有竖向的隔离板2，隔离板2上开设有正对停车区1的交换通孔21，停车区1的上方还设有水平的遮挡板6，遮挡板6上朝向停车区1的一侧还设有传感器、烟雾报警器和喷淋头；隔离板2相对停车区1的另一侧设有电池推拉机构3，电池推拉机构3包括安装平台32，安装平台32上设有支撑平台33，安装平台32上设有横向的滑轨34，滑轨34上滑动设有滑动座35，支撑平台33设置在滑动座35上，安装平台32上还设有能够驱动滑动座35在滑轨34上往复移动的驱动件一；滑动座35上设有能够纵向往复移动的推拉板36，推拉板36正对交换通孔21且能够穿过交换通孔21伸入停车区1，驱动推拉板36在支撑平台33上表面往复移动的驱动件二，推拉板36的侧面设有多个吸盘37；电池推拉机构3的两侧分别设有电池输入机构4和电池输出机构5；更换电池时，将电动汽车停放在停车区1，电动汽车的尾端对准交换通孔21，电池输入机构4上堆放充满电的电池，通过电池输入机构4更换电池时，通过滑动座35带动推拉板36左右移送，使电动汽车上的电池后端面正对推拉板36，推拉板36带动吸盘37朝向电池移动，吸盘37吸附在电池外壳上，推拉板36逆向移动，将电池拔出，并在推拉板36和滑动座35的带动的将更换下的电池移动至电池输出机构5上移送出来；另一边通过电池输入机构4将充满电的电池移送至支撑平台33上，再通过推拉板36和滑动座35的带动移送，最终推入电动汽车尾端的电池安装槽内，锁紧后正常使用，整个过程自动化完成，大大节省了人力，提高了效率，并能够保证电池更换的准确度，通过在各地广泛建立电池更换站以及上述电池快速更换装置，自动化的快速更换电池，能够彻底解决电动汽车行程受限、充电等待时间长等问题。进一步的，如图1、图5和图6所示，电池推拉机构3还包括底座31，安装平台32通过两组交叉臂38连接在底座31上，每组交叉臂38包括支撑杆一381和支撑杆二382，支撑杆一381的中部和支撑杆二382的中部相铰接，支撑杆一381的下端铰接在底座31上，支撑杆一381的上端设有一滚轮383且该滚轮383抵靠在安装平台32的底面上，支撑杆二382的上端铰接在安装平台32的底面上，支撑杆二382的下端也设有一滚轮383且该滚轮383抵靠在底座31的表面上；底座31上还设有两个能够使交叉臂38做剪切运动的液压油缸39；驱动件一包括伺服电机一310和设置在安装平台32上的丝杠312，伺服电机一310的输出轴与丝杠312连接，丝杠312沿滑轨34的长度方向设置，滑动座35上设有螺纹孔351，丝杠312穿过螺纹孔351且与滑动座35螺纹连接。伺服电机一310正反转动带动丝杠312正反转动，通过螺纹配合带动滑动座35往复移动，从而带动支撑平台33的横向移动；支撑平台33的上表面排列有若干的滚珠313。通过该滚珠313使得电池在支撑平台33上移动时更加顺畅平滑；驱动件二包括设置在推拉板36下侧的伺服电机二311和设置在支撑平台33内的齿条315，伺服电机二311的输出轴上固设有齿轮314，齿轮314与齿条315相啮合。如图1、图3和图4所示，电池输入机构4和电池输出机构5均包括长条形的机架7，机架7上并排设有若干个滚筒8且所有滚筒8能够同步转动，所有滚筒8沿机架7长度方向均匀间隔分布并形成输送通道9，输送通道9的一端下方设有升降台10，升降台10上设有若干个滚轴11，所有滚轴11的轴线方向与机架7的长度方向一致且滚轴11能够穿过相邻两个滚筒8之间的间隙并使得滚轴11的上表面高于滚筒8的上表面，机架7上具有升降台10的一端外侧设有推送板12且推送板12能够在升降台10的正上方沿机架7的宽度方向往复移动；推送板12呈条形板体，推送板12的长度方向与机架7的长度方向一致，推送板12的宽度方向竖直向上，推送板12的一侧侧面上设有橡胶制成的推送垫13，推送垫13的数量至少三个且沿推送板12的长度方向均匀间隔设置，通过橡胶制成的推送垫13有效避免推送板12与电池硬性触碰，造成损伤；机架7的上方沿机架7的宽度方向设有固设有横梁14，横梁14上沿横梁14的长度方向设有滚槽141，推送板12的下侧固设有驱动电机15，驱动电机15的输出轴上连接有磙子16，磙子16位于滚槽141内。驱动电机15转动带动磙子16转动，从而驱动推送板12移动；进一步的，升降台10呈矩形体，机架7上设有四个竖直朝上的气缸17，四个气缸17的活塞杆分别固连在升降台10的四角底面上。本文中所描述的具体实施例仅仅是对本发明精神作举例说明。本发明所属技术领域的技术人员可以对所描述的具体实施例做各种各样的修改或补充或采用类似的方式替代，但并不会偏离本发明的精神或者超越所附权利要求书所定义的范围。尽管本文较多地使用了1、停车区；2、隔离板；21、交换通孔；3、电池推拉机构；31、底座；32、安装平台；33、支撑平台；34、滑轨；35、滑动座；351、螺纹孔；36、推拉板；37、吸盘；38、交叉臂；381、支撑杆一；382、支撑杆二；383、滚轮；39、液压油缸；310、伺服电机一；311、伺服电机二；312、丝杠；313、滚珠；314、齿轮；315、齿条；4、电池输入机构；5、电池输出机构；6、遮挡板；7、机架；8、滚筒；9、输送通道；10、升降台；11、滚轴；12、推送板；13、推送垫；14、横梁；141、滚槽；15、驱动电机；16、磙子；17、气缸等术语，但并不排除使用其它术语的可能性。使用这些术语仅仅是为了更方便地描述和解释本发明的本质；把它们解释成任何一种附加的限制都是与本发明精神相违背的。 | 本发明提供了一种电动汽车的电池快速更换装置，属于自动化机械设备制造技术领域。它解决了现有电动汽车的电池不能自动更换等技术问题。本电池快速更换装置包括停车区，停车区的一端设有竖向的隔离板，隔离板上开设有正对停车区的交换通孔，隔离板相对停车区的另一侧设有电池推拉机构，电池推拉机构包括安装平台和支撑平台，安装平台上设有横向的滑轨，滑轨上滑动设有滑动座，支撑平台设置在滑动座上，安装平台上还设有能够驱动滑动座在滑轨上往复移动的驱动件一；滑动座上设有能够纵向往复移动的推拉板，推拉板的侧面设有多个吸盘。本发明中的电池自动更换装置自动化完成电动汽车的电池更换，大大节省了人力，提高了效率。 | CN:201711247539.7A | https://patentimages.storage.googleapis.com/7a/80/83/ded5b50edfead7/CN107792024B.pdf | CN:107792024:B | 杜亮 | Jiaxing Vocational and Technical College | CN:202169933:U, CN:202657003:U, CN:103303267:A, CN:105270354:A | Not available | 2023-09-29 | 1.一种电动汽车的电池快速更换装置，包括停车区（1），其特征在于，所述停车区（1）的一端设有竖向的隔离板（2），所述隔离板（2）上开设有正对所述停车区（1）的交换通孔（21），所述隔离板（2）相对停车区（1）的另一侧设有电池推拉机构（3），所述电池推拉机构（3）包括安装平台（32），所述安装平台（32）上设有支撑平台（33），所述安装平台（32）上设有横向的滑轨（34），所述滑轨（34）上滑动设有滑动座（35），所述支撑平台（33）设置在所述滑动座（35）上，所述安装平台（32）上还设有能够驱动所述滑动座（35）在滑轨（34）上往复移动的驱动件一；所述滑动座（35）上设有能够纵向往复移动的推拉板（36），所述推拉板（36）正对所述交换通孔（21）且能够穿过交换通孔（21）伸入所述停车区（1），驱动所述推拉板（36）在所述支撑平台（33）上表面往复移动的驱动件二，所述推拉板（36）的侧面设有多个吸盘（37）；所述电池推拉机构（3）的两侧分别设有电池输入机构（4）和电池输出机构（5）；所述电池输入机构（4）和电池输出机构（5）均包括长条形的机架（7），所述机架（7）上并排设有若干个滚筒（8）且所有滚筒（8）能够同步转动，所有滚筒（8）沿机架（7）长度方向均匀间隔分布并形成输送通道（9），所述输送通道（9）的一端下方设有升降台（10），所述升降台（10）上设有若干个滚轴（11），所有滚轴（11）的轴线方向与机架（7）的长度方向一致且滚轴（11）能够穿过相邻两个滚筒（8）之间的间隙并使得滚轴（11）的上表面高于所述滚筒（8）的上表面，所述机架（7）上具有所述升降台（10）的一端外侧设有推送板（12）且所述推送板（12）能够在所述升降台（10）的正上方沿机架（7）的宽度方向往复移动。, \n \n, 2.根据权利要求1所述的电动汽车的电池快速更换装置，其特征在于，所述停车区（1）的上方还设有水平的遮挡板（6），所述遮挡板（6）上朝向停车区（1）的一侧还设有传感器、烟雾报警器和喷淋头。, \n \n \n, 3.根据权利要求1或2所述的电动汽车的电池快速更换装置，其特征在于，所述电池推拉机构（3）还包括底座（31），所述安装平台（32）通过两组交叉臂（38）连接在所述底座（31）上，每组交叉臂（38）包括支撑杆一（381）和支撑杆二（382），所述支撑杆一（381）的中部和支撑杆二（382）的中部相铰接，所述支撑杆一（381）的下端铰接在所述底座（31）上，所述支撑杆一（381）的上端设有一滚轮（383）且该滚轮（383）抵靠在所述安装平台（32）的底面上，所述支撑杆二（382）的上端铰接在所述安装平台（32）的底面上，所述支撑杆二（382）的下端也设有一滚轮（383）且该滚轮（383）抵靠在所述底座（31）的表面上；所述底座（31）上还设有两个能够使所述交叉臂（38）做剪切运动的液压油缸（39）。, \n \n, 4.根据权利要求3所述的电动汽车的电池快速更换装置，其特征在于，所述驱动件一包括伺服电机一（310）和设置在所述安装平台（32）上的丝杠（312），所述伺服电机一（310）的输出轴与所述丝杠（312）连接，所述丝杠（312）沿滑轨（34）的长度方向设置，所述滑动座（35）上设有螺纹孔（351），所述丝杠（312）穿过所述螺纹孔（351）且与所述滑动座（35）螺纹连接。, \n \n, 5.根据权利要求4所述的电动汽车的电池快速更换装置，其特征在于，所述支撑平台（33）的上表面排列有若干的滚珠（313）。, \n \n, 6.根据权利要求5所述的电动汽车的电池快速更换装置，其特征在于，所述驱动件二包括设置在推拉板（36）下侧的伺服电机二（311）和设置在所述支撑平台（33）内的齿条（315），所述伺服电机二（311）的输出轴上固设有齿轮（314），所述齿轮（314）与所述齿条（315）相啮合。, \n \n, 7.根据权利要求1所述的电动汽车的电池快速更换装置，其特征在于，所述推送板（12）呈条形板体，所述推送板（12）的长度方向与机架（7）的长度方向一致，所述推送板（12）的宽度方向竖直向上，所述推送板（12）的一侧侧面上设有橡胶制成的推送垫（13），所述推送垫（13）的数量至少三个且沿推送板（12）的长度方向均匀间隔设置。, \n \n, 8.根据权利要求7所述的电动汽车的电池快速更换装置，其特征在于，所述机架（7）的上方沿机架（7）的宽度方向设有固设有横梁（14），所述横梁（14）上沿横梁（14）的长度方向设有滚槽（141），所述推送板（12）的下侧固设有驱动电机（15），所述驱动电机（15）的输出轴上连接有磙子（16），所述磙子（16）位于所述滚槽（141）内。, \n \n, 9.根据权利要求8所述的电动汽车的电池快速更换装置，其特征在于，所述升降台（10）呈矩形体，所述机架（7）上设有四个竖直朝上的气缸（17），四个气缸（17）的活塞杆分别固连在所述升降台（10）的四角底面上。 | CN | China | Active | B | True |
| 226 | Delayed battery charging for electric vehicles based on state of charge \n | US10723238B2 | The present disclosure relates to batteries for electric vehicles, including hybrid vehicles, and more particularly to systems and methods for intelligent charging of vehicle batteries to reduce battery degradation.\nElectric vehicles, including hybrid vehicles, are of great interest for transportation applications and can provide benefits of low or zero emissions, quiet operation, and reduced dependence upon fossil fuels. Conventional batteries for electric vehicles may include lithium-ion batteries, nickel-metal-hydride batteries, cobalt dioxide batteries, and others. Common challenges associated with battery systems for electric vehicles include high capital cost of the batteries themselves, reductions in charging/discharging performance over time, reduction in energy storage capacity over time, and variability in performance among batteries.\nThe present inventors have observed a need for improving the charging of batteries for electric vehicles, improving battery lifetime, and mitigating battery degradation that can occur over time. Exemplary embodiments described herein may address one or more of these needs.\nThe present inventors have observed that the proliferation of electric vehicles and the high cost of batteries for those vehicles, as well as the complexities of battery performance depending upon the manner of battery usage and the environmental conditions under which certain battery usage occurs, present a challenging technical problem of how to effectively and efficiently analyze battery behavior under different charging approaches depending on a vast potential array of intertwined historical vehicle usage situations and environmental conditions so as to select and implement a preferred charging scheme(s) for a particular battery for a given charging event given its particular historical usage and historical charging under a multitude of conditions, wherein the preferred charging scheme may enhance battery life and/or reduce overall usage cost of the battery including the electricity cost of charging balanced against other cost factors. The present inventors have observed that the opportunity exists for gathering and analyzing voluminous data regarding battery usage and battery performance under varied environmental conditions and under different charging histories for a multitude of batteries of electric vehicles, such as autonomous vehicles of a fleet, and that this vast body of data can be monitored and analyzed by suitable analytics and computer modeling on an ongoing basis (e.g., weekly, daily, hourly, minute-by-minute, essentially real time) to generate preferred charging schemes that can be applied to a particular battery at given times so as to provide a technical solution to the problem noted above.\nAccording to an example, a method of charging a battery for an electric vehicle is described. The method comprises obtaining battery usage metrics of the battery of the electric vehicle, the battery usage metrics being based upon past usage of the battery and past charging of the battery; analyzing the battery usage metrics to determine a target state of charge for a first type of vehicle usage; determining a charging scheme for the battery as a function of time to achieve the target state of charge at a first predetermined time, wherein the charging scheme includes a first time period and a second time period, the second time period beginning after the end of the first time period, wherein according to the charging scheme an average rate of delivering charge to the battery during the second time period is greater than an average rate of delivering charge to the battery during the first time period; and controlling charging circuitry for charging the battery according to the charging scheme until the battery reaches the target state of charge, wherein the target state of charge is less than a maximum state of charge for the battery.\nAccording to another example, a system for charging a battery of an electric vehicle is described. The system comprises power-input circuitry for receiving input power from a power source; charging circuitry for receiving the input power and for charging a battery of an electric vehicle; a computer processing system; and a memory coupled to the processing system. The processing system is configured to: obtain battery usage metrics of the battery of the electric vehicle, the battery usage metrics being based upon past usage of the battery and past charging of the battery; analyze the battery usage metrics to determine a target state of charge for a first type of vehicle usage; determine a charging scheme for the battery as a function of time to achieve the target state of charge at a first predetermined time, wherein the charging scheme includes a first time period and a second time period, the second time period beginning after the end of the first time period, wherein according to the charging scheme an average rate of delivering charge to the battery during the second time period is greater than an average rate of delivering charge to the battery during the first time period; and control the charging circuitry to charge the battery according to the charging scheme until the battery reaches the target state of charge, wherein the target state of charge is less than a maximum state of charge for the battery.\nAccording to another example, a non-transitory computer-readable medium comprises computer instructions adapted to cause a processing system to execute the above-described steps.\n FIGS. 1A and 1B illustrate exemplary embodiments of a battery charging system for an electric vehicle according to examples of the disclosure.\n FIG. 2 is a flow chart of an exemplary approach for charging a battery of an electric vehicle according to an example of the disclosure.\n FIG. 3 is a flow chart of an exemplary approach for determining, e.g., calculating/selecting a charging scheme for charging a battery of an electric vehicle according to an example of the disclosure where different electricity costs rates are available during a period available for charging.\n FIG. 4 is a graph illustrating several exemplary charge profiles for a battery resulting from exemplary charging schemes according to examples of the disclosure.\n FIG. 5 is a graph illustrating an exemplary charging scheme according to an example of the disclosure.\n FIG. 6 illustrates another exemplary embodiment of a battery charging system for a fleet of electric vehicles according to an example of the disclosure.\nExemplary embodiments described herein relate to charging batteries for electric vehicles, including hybrid vehicles, and to systems and methods for state-of-charge based battery charging to reduce battery degradation over time.\n FIG. 1A illustrates an exemplary embodiment of a battery charging system for an electric vehicle 100 for carrying human passengers and/or cargo according to an example of the disclosure. The vehicle may be an autonomous vehicle and/or configured to be driven by a human driver. As illustrated in FIG. 1A, the vehicle 100 with a battery pack 110 can be electrically coupled to a charging station 120 for charging the battery pack 110 via a charging cable 130 (the battery pack 110 may also be referred to herein simply as a battery 110). The charging cable 130 includes multiple electrical conductors therein and includes a suitable plug with multiple conductors at the end of the cable 130 that couples to a suitable receptacle at the vehicle 100. The electric vehicle 100 also includes a battery management system 111, onboard charging circuitry 113 and a DC/DC converter 115, which provide suitable circuitry for monitoring the state of charge (SOC) of the battery and operation of the battery and for providing the appropriate voltage level to onboard electronic systems. The vehicle 100 also includes an onboard computer 117 comprising a processing system (one or more CPUs) and a memory, and wireless transceiver(s) 119 (e.g., for cellular frequencies, Bluetooth, other wireless communication, or combinations thereof) which permit communication between the vehicle 100 (e.g., via the onboard computer 117) and a remote processing/monitoring system 170 that includes a computer system 150 (one or more computer processing units and associated memory). The remote processing/monitoring system 170 also includes suitable communications hardware including network transceivers for sending and receiving communication signals via wired and/or wireless communication and monitors the vehicle 100 and processes data regarding the vehicle's systems, usage, performance, environmental conditions, and the like. The charging station 120 may be powered by the electrical grid or some other source of electrical energy to enable the charging station 120 to charge the battery pack 110. The charging station 120 can provide substantial output power to charge the battery 100, for example, 2-5 kW, 20-25 kW, 50-55 kW, or greater than 55 kW. For relatively higher power outputs, the charging station may receive AC power at 240 V A/C or 480 V A/C and provide DC power to the electric vehicle via the charging cable.\nThe charging station 120 may include power-input circuitry 126 (e.g., a suitable wiring interface, circuit breakers or fuses, etc.) for receiving power from the grid or other high-power source, charging circuitry and controls 140 that facilitate the charging of battery 110 of the vehicle 100, and a computer system 160. The charging station also includes interface circuitry that permits the computer system 160 to communicate with and control the charging circuitry 140. The charging circuitry and controls 140 may include a variety of components for managing and controlling the charging process including, e.g., a transformer, rectifier circuitry, a charge controller for regulating current output, and a transceiver for wired and/or wireless communication, such as known in the art, for example. The charging station 120 may also include a human-machine interface 122 (HMI), such as a touch screen graphical user interface (GUI), which communicates with the charging circuitry 140, for selecting and controlling charging functionality. As would be readily understood by a person skilled in the art, similar or complementary circuits and controls may be present in the vehicle 100 to interface between the charging station 120 and the battery 110.\nThe computer system 150 (present at remote monitoring/processing system 170) and/or the computer system 160 present in the charging station 120 may work in conjunction with the charging circuitry and controls 140 to charge the battery 110 in accordance with methods and systems described herein. As illustrated, the computer system 150 and the computer system 160 may each include one or more processors 151, random access memory (RAM) 153, read only memory (ROM) 155, nonvolatile memory 157, and/or interfaces (e.g., an electrical interface coupled to a graphical user interface) 159. In some examples described herein, the methods and systems may be implemented in software and the software may be stored in one of the illustrated memories for execution by the one or more processors 151. According to one example, it may be desirable for functionality that identifies a particular charging scheme to be executed at the computer system 150 of the remote monitoring/processing system 170, since the remote/monitoring processing system may accumulate and update the most recent and relevant information regarding particular driving and charging history for the vehicle 100 and its associated battery pack 110. As noted above, such functionality may also be executed at computer system 160 at the charging station 120. Additionally, such decision functionality as described herein may be implemented at the computer system 117 at the vehicle 100. Accordingly, for the remainder of the disclosure, various functionality will be described with reference to the computer system 150 at the remote monitoring/processing system 170, but it should be understood that such functionality may optionally be carried out at the computer system 117 at the vehicle 100, the computer system 160 at the charging station 120, or may be shared among computer systems 150, 160, 117.\nThe HMI 122 communicates with the computer system 150 and can provide functionality, e.g., via a GUI, for powering on the charging circuitry 140, initiating charging, choosing and/or programming a charging scheme, choosing automatic smart charging (in which a charging profile may be selected based on historical metrics and predicted driving expectations as further described herein), overriding a default or present charging scheme, displaying to a user information about the charging process and state of charge (SOC) of the battery 110, and the like. Such functionality can also be controlled remotely though wired and/or wireless communication, for example, using a smart phone 124 or a remote computer such as a tablet executing an application (or app) to communicate with and control the charging station 120.\n FIG. 1B illustrates another example for vehicle charging according to the present disclosure wherein inductive (wireless) charging of the vehicle battery 110 is utilized. In this example, charging station 120′ comprises power-input circuitry 126 (e.g., a suitable wiring interface, circuit breakers or fuses, etc.) for receiving power from the grid or other high-power source, charging circuitry and controls 140′ including a high frequency resonant inverter, which drives an (emitting) induction coil 135 via cable 130′, and interface circuitry that permits the computer system 150 to communicate with and control the charging circuitry 140′. The charging station 120′ also includes a HMI 122′, such as a touch screen graphical user interface (GUI), which communicates with the charging circuitry 140, for selecting and controlling charging functionality. The oscillating electric field generated by induction coil 135 is coupled to a (receiving) induction coil 137 at the vehicle, the energy of which is then propagated to a high frequency rectifier and directed to the battery pack 110 for charging. Suitable high-frequency resonant invertors, (emitting) induction coils 135, (receiving) induction coils 137, and associated circuitry are known in the art, for example. The approaches described herein are applicable to both wired and wireless (inductive) charging.\nThe charging system 120, 120′ and associated computer system 150, and/or the remote monitoring/processing system 170, and/or the onboard vehicle computer system 117 may include functionality for obtaining data regarding past battery usage, past battery charging, diagnostic information regarding state of health of the battery pack 110, and vehicle usage via wired or wireless communication from the vehicle 100, e.g., via wireless transceiver(s) 119, via cables 130, 130′, or combination thereof. The battery pack 110 may have its own unique identification, such as a unique identification (ID) number or other identification code that may be electronically and/or physically readable (e.g., may be tagged with a bar code, QPC code, or the like, as well as an electronic ID). Thus, for example, in a fleet of electric vehicles 100, each vehicle may have its own unique vehicle identification number, and the battery pack 110 of each vehicle 100 may have its own unique battery identification number (e.g., so as to be able to catalog battery history uniquely for each battery 110 even where batteries 110 may be exchanged among vehicles 100). For example, battery monitoring sensors in the form of electrical circuits at the vehicle 110 may monitor battery usage such as battery discharge rate as a function of time during both driving periods and quiescent periods and such as regenerative charging as a function of time during driving. The vehicle 100 may also include a GPS unit for monitoring location, speed, and direction, accelerometers for measuring acceleration, deceleration and vibration, and various other suitable sensors for monitoring the health and status of other major systems of the vehicle and for detecting warning or fault conditions. Such data may be stored in an onboard vehicle computer system 117 with suitable memory and may be communicated to the remote monitoring system 170 and/or the computer system 150. In an example, the remote monitoring system 170, and/or the computer system 150, and/or the vehicle computer system 117 may calculate metrics based on battery usage and vehicle usage, e.g., that may relate to degrees of demand placed on the batteries and/or other vehicle systems experienced by a particular vehicle 100 and particular battery 110, which may be utilized in determining a suitable charging scheme for a given battery 110. For example, for a vehicle 100 that experiences rapid acceleration, rapid deceleration, significant jarring vibration or impacts (e.g., due to poor road conditions), high battery charging or discharging rates, extended periods at elevated battery SOC, temperature extremes, and the like, the associated battery 110 may have a shorter predicted (e.g., calculated) lifetime, and metrics based on such information can be utilized to determine (e.g., calculate, select) a suitable charging scheme for the vehicle battery 110 as will be described further herein.\n FIG. 2 is a flow chart of an exemplary approach for charging a battery 110 of an electric vehicle 100 according to an example of the disclosure. The steps need not be carried out in the specific order illustrated. Moreover, the approach may be controlled by the remote monitoring/processing system 170, the computer system 150 of the charging system 120, the vehicle computer system 117, or any combination thereof. As shown in step 210, battery usage metrics related to the vehicle battery 110 are obtained, e.g., calculated at and/or retrieved from any of the computer systems 117, 150 and/or 170 noted above, for use in determining, e.g., calculating/selecting, a suitable charging scheme for the vehicle battery 110. The battery usage metrics can be based on past usage of the battery 110 and past charging of the battery 110. In examples, the battery usage metrics may include past battery charge usage amounts by day, departure times from a residence by day, return times to the residence by day, driving time by day, at-destination charging amounts and locations (if applicable), present battery charge information, historical charge levels of the battery as a function of time, discharge rates of the battery as a function of time, and/or historical time usage of the battery, metrics indicative of such quantities, as well as calculated metrics based thereon including statistical information (e.g., average departure time for weekdays, mode (most frequent/most likely) departure time for weekdays, average charge level and average discharge rate for a time period such as such as present age; median and mode charge levels for a time period such as present age; median and mode discharge rates for a time period such as present age; time spent at a maximum SOC for a time period such as present age; percentage of present age spent at maximum SOC; time spent at maximum discharge rate; percentage of present age spent at maximum discharge rate; and any combination thereof; etc.). Additionally, vehicle usage metrics other than battery usage metrics may also be obtained regarding the vehicle 100 for use in calculating, selecting or otherwise determining a suitable charging scheme for the vehicle battery 110. Such vehicle usage metrics may include metrics indicative of, e.g., average and maximum acceleration over a time period, average and maximum deceleration over a time period, force of isolated impacts, force/intensity and frequency of vibrations, average temperature that the battery 110 has experienced (e.g., as measured by one or more temperature sensors at the battery 110), average and cumulative time (or percentage of time to date) the battery 110 has experienced a temperature at or below a predetermined low-temperature threshold (e.g., 32° F.), average and cumulative time (or percentage of time to date) the battery 110 has experienced a temperature at or above a predetermined high-temperature threshold (e.g., 100° F.), for example.\nAt step 220, the battery usage metrics are analyzed to determine a target state of charge (SOC) for the battery for a particular type of vehicle driving usage. The target SOC for a particular usage is the amount of charge that is desired in the battery at the end of the charging period, i.e., before the driving event for that particular vehicle usage begins. For instance, one type of vehicle usage may be the (predictable) daily commute usage, and another type of vehicle usage may be (less predictable) weekend usage. Yet another type of usage may be delivery use, e.g., such as in a fleet of vehicles such as autonomous vehicles. For daily commute usage, the target SOC may be calculated from metrics of prior daily charge usage on work days so to provide sufficient charge for the daily commute plus some additional “buffer” charge for possible incidental excursions, e.g., a round trip commute of 20 miles plus a “buffer” of 10 miles for unexpected incidental excursions, while also accounting for at-destination charging (if applicable) for which the amount and location of charging which may be automatically monitored by vehicle 100 electronics and recorded among the battery usage metrics. In examples, the target SOC for the battery may be less than a maximum SOC attainable of the battery. For example, the maximum SOC attainable for the battery may be considered to be 100% of the present total charge capacity of the battery, and the target SOC may be 70%, 80%, or 90% of the maximum SOC. In other examples, the target SOC may be 60%, 65%, 75%, 85%, or 95% of the maximum SOC. It will be appreciated that the total charge capacity of the battery may decrease (degrade) over time, and that the maximum SOC is considered to be 100% of whatever that total charge capacity may be at a given time in the life of the battery.\nThe historical SOC of the battery over time may affect the rate of degradation of the battery measured, e.g., in terms of the battery's ability to accept and hold a charge. Battery performance generally degrades over time. As a battery gets older, its capacity to hold charge may decrease (there may be a decrease over time in the maximum charge holding capacity attainable), and the battery may discharge faster even when not in power train use. In addition to the SOC of the battery, other factors may influence the rate of degradation of the battery. For example, the speed of charging, temperature of the battery, and usage habits can influence the rate of battery degradation. To decrease the rate of degradation of the battery over time, it may be desirable to control the SOC of the battery so as to limit the amount of time spent at the maximum SOC or other high SOC. For instance, it may be desirable to charge the vehicle battery 110 on a regular basis to only 60%, 65% or 70% of the maximum SOC and purposefully avoid charging the battery to a maximum SOC or other high SOC.\nIn step 230, the computer system 150, 160 and/or 117 receives a signal that the battery is coupled to charging circuitry 140 and available for charging, and a charging scheme for the battery is determined. Detection that the battery is coupled to charging circuitry can be accomplished by vehicle charging circuitry 113 of electrical power for charging via any suitable electrical detection circuit that senses the presence of electrical charging power. Such detection can also be done with a suitable switch, e.g., a switch at the charging receptacle on the vehicle that detects the plugging in of the charging cable 130. Upon such detection, the charging circuitry 140 and/or the vehicle charging circuitry 113 can generate a suitable signal to be received and processed by computer systems 160 and/or 117 and communicated to computer system 150, which may then also receive such a signal that the battery is coupled to charging circuitry and available for charging.\nIn this regard, the charging scheme may be calculated by a computer system 150, 160, and/or 117, e.g., using predetermined functional forms with variables determined through optimization calculations or may be selected from among multiple predetermined (precalculated) schemes based on rules-based selection criteria applied to the battery usage metrics and/or other vehicle usage metrics, for example, as will be discussed further herein. The charging scheme for the battery is a function of time and may be calculated to achieve a target SOC (e.g., 70% of maximum SOC or other calculated percentage of the maximum SOC) for the battery at the end of a predetermined time period, e.g., at which time driving is intended to commence. The SOC for the battery at any given time may be determined using any conventional charge detection circuitry, e.g., at the vehicle 100, such circuitry and functionality being known and based on, e.g., battery voltage measurements and/or current measurements (including, e.g., integration over time of charging current and discharge current), as well as associated analytical functionality in the form of software, firmware, or both for converting such measurements into state of charge determinations.\nThe charging scheme is a plan for the application of specified current and/or specified voltage as a function of time to charge the battery pack 110, and results in a desired SOC for the battery pack 110 as a function of time including a target SOC at a predetermined end time of a charging event. According to the present disclosure, exemplary charging schemes may be applied to control the time delivery of charging in ways consistent with present electrical requirements of existing batteries and associated electrical requirements of existing charging circuitry. Existing batteries for electric vehicles may require charging at certain currents (e.g., constant current) or certain voltages (e.g., constant voltage) in specified ranges, or combinations thereof, to avoid battery damage, and existing charging circuitry in the industry is presently configured to satisfy those requirements. For example, for certain existing batteries for electric vehicles, the charging current and charging voltage should be maintained within certain narrow ranges and not exceed certain values in order to prevent damage to the battery. According to the present disclosure, to achieve delivery of desired rates or amounts of charge as a function of time during a charging event, and to achieve desired SOC at the end of a charging event, approaches described herein provide for delivering desired currents and/or voltages (including those within constrained ranges based on existing physical, electrical and chemical requirements of conventional batteries) appropriately controlled in time, e.g., by controlling one or more start and stop times, duty cycles, and or pulsed application of current and voltage. Additionally, the approaches described herein are not limited to existing battery requirements and charging circuitry requirements arising from existing physical, chemical and electrical constraints of conventional batteries. As battery technology advances and as existing constraints are relaxed, the approaches described herein may be applied to new battery technology and charging circuitry as well.\nExemplary charging schemes may include a first time period and a second time period, the second time period beginning after the end of the first time period, for which an average rate of delivering charge to the battery during the second time period is greater than an average rate of delivering charge to the battery during the first time period. The average rate of delivering charge can be non-zero in the first time period and non-zero in the second time period. The first time period and the second time period need not be specific predetermined time periods determined by or programmed into one or more of the computer systems 150, 160, and 117, although they may be such. The first and second time periods may be viewed as convenient constructs for explaining the delayed charging aspect of exemplary approaches described herein that can reduce or minimize the average SOC of the battery during the charging process. In these regards, the first time period and the second time period may be the same in duration, approximately, e.g., 1 hour or less, 1 hour or more, ½-1 hour, 1-2 hours, 1-3 hours, 1-4 hours, 2 hours or less, 2 hours or more, 2-3 hours, 2-4 hours, 3 hours or less, 3 hours or more, 3-4 hours, 4 hours or less, 4 hours or more, etc., or the first and second time periods may be of different durations from among the preceding examples or other durations.\n FIG. 4 discussed later herein illustrates several examples of charge profiles of the battery 100 as a function of time resulting from exemplary charging schemes. Exemplary charging schemes for the battery 110 that provide such charge profiles may be based on one or more of: (1) average historical SOC for the battery (e.g., averaged to include both use times and quiescent, non-use times) prior to identified departure and return times from and to the residence on work days (the predictable work commute), (2) average and mode values of charge used on work days, (3) an electricity cost profile as a function of time (e.g., where peak and non-peak rates, or preferred and non-preferred rates, are applicable on a daily basis), (4) a depreciation profile of the battery, (5) battery charging characteristics (e.g., how quickly the battery accepts a charge), (6) the opportunity cost of not having the vehicle ready for use, and (7) utilization costs of other infrastructure.\nThe depreciation profile of a battery is a measure of the loss in value of the battery as a function of time, including future projections to end-of-life, and may be specified (assumed) to be a default function that is the same for batteries of a same type (e.g., and used in vehicles of a same type), or it may be particular to a specific battery and evaluated (e.g., calculated, modeled) based on a particular battery's usage and charging history. For example, the depreciation profile of the battery may be treated as a constant loss in battery value per year based on the initial cost of the battery (e.g., $25,000.00) divided by the average lifetime of similar batteries under similar usage such as private commuter usage (e.g., an assumed or statistically determined life of 8 years). In other examples, the depreciation profile can be based on particular lifetime expectations of a particular battery, which can be determined based upon a specific battery-lifetime model. For example, a battery-lifetime model may comprise a linear combination (or other combination) of weighted features determined to be significant in trial-and-error analysis of lifetime data of similar batteries based on various types of battery usage, and the weights of the features can be determined (to calibrate the model) by fitting the model to aggregated reference data for many batteries. Particular usage data associated with a specific battery may then be inserted into the calibrated model to yield a particular lifetime prediction for the specific battery 110 (e.g., 10.5 years), and the depreciation profile in terms of value lost per year may be calculated as the initial battery value divided by the predicted lifetime in years.\nThe charging scheme can be calculated or otherwise determined to provide an advantageous overall cost benefit that accounts for the potential battery-degradation cost associated with having elevated SOC for an extended time and that accounts for the potential battery-degradation cost associated with charging the battery at a high charging rate. These factors may be aspects of the depreciation profile referred to above. In other words, to promote battery life, it can be desirable to both minimize the amount of time that the battery experiences an elevated SOC and avoid high (fast) charging rates. These factors also may be considered competing factors, because use of high charging rates (which may cause more battery degradation compared to lower charging rates) may provide a benefit of reducing the amount of time the battery 110 experiences elevated SOC, and vice versa. As another example, it may be beneficial from an overall standpoint to charge the battery at higher electricity rates during times when the environment is cooler so that lower temperature of the en | Approaches for charging a battery for an electric vehicle involve obtaining battery usage metrics of the battery of the electric vehicle based upon past usage of the battery and past charging of the battery. The metrics are analyzed to determine a target state of charge (SOC) for a first type of vehicle usage and determine a charging scheme as a function of time to achieve the target SOC at a first predetermined time. The charging scheme includes a first time period and a subsequent second time period, wherein an average rate of delivering charge to the battery during the second time period is greater than an average rate of delivering charge to the battery during the first time period. The battery is charged according to the charging scheme until the battery reaches the target SOC, which is less than a maximum state of charge for the battery. | US:15/669,101 | https://patentimages.storage.googleapis.com/e7/c5/ea/b37b7812bff2de/US10723238.pdf | US:10723238 | Matthew Hortop, Patrick Hunt | Rivian IP Holdings LLC | US:20050134225:A1, US:20100141219:A1, US:8054038, US:20110191220:A1, US:20130314043:A1, US:20140132225:A1, US:9156367, US:9128510, US:9056552, US:20140217958:A1, US:20140347018:A1, US:20160190827:A1, US:20160047862:A1, US:20170129361:A1 | Not available | 2020-07-28 | 1. A method of charging a battery for an electric vehicle, the method comprising:\nobtaining battery usage metrics of the battery for the electric vehicle, the battery usage metrics being based upon past usage of the battery and past charging of the battery;\nanalyzing the battery usage metrics to determine a target state of charge for a first type of vehicle usage;\nreceiving a signal that the battery is coupled to charging circuitry and is available for charging;\ndetermining a charging scheme for the battery as a function of time to achieve the target state of charge at a first predetermined time, wherein the charging scheme includes a first time period and a second time period, the second time period beginning after the end of the first time period, wherein according to the charging scheme an average rate of delivering charge to the battery during the second time period is greater than an average rate of delivering charge to the battery during the first time period;\ndetermining the charging scheme based, at least in part, on the combination of a first electricity cost rate, a second electricity cost rate, and whether an average state of charge of the battery over a prior time period exceeds a target average state of charge of the battery; and\ncontrolling the charging circuitry for charging the battery according to the charging scheme until the battery reaches the target state of charge;\nwherein the target state of charge is less than a maximum state of charge for the battery,\nwherein the first electricity cost rate and the second electricity cost rate are available for charging at different times during the first and second time periods, the second electricity cost rate being higher than the first electricity cost rate, and wherein determining the charging scheme comprises making a determination to charge the battery such that a majority of charge is applied to the battery at the second electricity cost rate.\n, obtaining battery usage metrics of the battery for the electric vehicle, the battery usage metrics being based upon past usage of the battery and past charging of the battery;, analyzing the battery usage metrics to determine a target state of charge for a first type of vehicle usage;, receiving a signal that the battery is coupled to charging circuitry and is available for charging;, determining a charging scheme for the battery as a function of time to achieve the target state of charge at a first predetermined time, wherein the charging scheme includes a first time period and a second time period, the second time period beginning after the end of the first time period, wherein according to the charging scheme an average rate of delivering charge to the battery during the second time period is greater than an average rate of delivering charge to the battery during the first time period;, determining the charging scheme based, at least in part, on the combination of a first electricity cost rate, a second electricity cost rate, and whether an average state of charge of the battery over a prior time period exceeds a target average state of charge of the battery; and, controlling the charging circuitry for charging the battery according to the charging scheme until the battery reaches the target state of charge;, wherein the target state of charge is less than a maximum state of charge for the battery,, wherein the first electricity cost rate and the second electricity cost rate are available for charging at different times during the first and second time periods, the second electricity cost rate being higher than the first electricity cost rate, and wherein determining the charging scheme comprises making a determination to charge the battery such that a majority of charge is applied to the battery at the second electricity cost rate., 2. The method of claim 1, wherein the battery usage metrics include a metric based on a past state of charge history for the battery over a prior period of time., 3. The method of claim 2, wherein the battery usage metrics include a metric based on a past charging rate history for the battery over the prior period of time., 4. The method of claim 1, wherein the charging scheme for the battery is further based on one or more of an electricity cost profile, a maximum available charging rate, battery temperature, ambient environmental temperature, and a cost depreciation profile of the battery., 5. The method of claim 1, wherein the first electricity cost rate and the second electricity cost rate are available for charging at different times during the first and second time periods, the first electricity cost rate being lower than the second electricity cost rate, the method comprising charging the battery at the second electricity cost rate and refraining from charging the battery at the first electricity cost rate., 6. The method of claim 1, further comprising:\nanalyzing the battery usage metrics to determine another target state of charge for a second type of vehicle usage, the second type of vehicle usage being different from the first type of vehicle usage; and\ndetermining another charging scheme for the battery as a function of time to achieve the second target state of charge at a second predetermined time.\n, analyzing the battery usage metrics to determine another target state of charge for a second type of vehicle usage, the second type of vehicle usage being different from the first type of vehicle usage; and, determining another charging scheme for the battery as a function of time to achieve the second target state of charge at a second predetermined time., 7. A method of charging a battery for an electric vehicle, the method comprising:\nobtaining battery usage metrics of the battery for the electric vehicle, the battery usage metrics being based upon past usage of the battery and past charging of the battery;\nanalyzing the battery usage metrics to determine a target state of charge for a first type of vehicle usage;\nreceiving a signal that the battery is coupled to charging circuitry and is available for charging;\ndetermining a charging scheme for the battery as a function of time to achieve the target state of charge at a first predetermined time, wherein the charging scheme includes a first time period and a second time period, the second time period beginning after the end of the first time period, wherein according to the charging scheme an average rate of delivering charge to the battery during the second time period is greater than an average rate of delivering charge to the battery during the first time period; and\ncontrolling the charging circuitry for charging the battery according to the charging scheme until the battery reaches the target state of charge;\nwherein the target state of charge is less than a maximum state of charge for the battery, and\nwherein a first electricity cost rate and a second electricity cost rate are available for charging at different times during the first and second time periods, the second electricity cost rate being higher than the first electricity cost rate, and wherein determining the charging scheme comprises making a determination to charge the battery such that a majority of charge is applied to the battery at the second electricity cost rate,\nwherein the charging scheme as a function of time permits an average state of charge of the battery during the period of time the vehicle is charging to be less than a target average state of charge.\n\n, obtaining battery usage metrics of the battery for the electric vehicle, the battery usage metrics being based upon past usage of the battery and past charging of the battery;, analyzing the battery usage metrics to determine a target state of charge for a first type of vehicle usage;, receiving a signal that the battery is coupled to charging circuitry and is available for charging;, determining a charging scheme for the battery as a function of time to achieve the target state of charge at a first predetermined time, wherein the charging scheme includes a first time period and a second time period, the second time period beginning after the end of the first time period, wherein according to the charging scheme an average rate of delivering charge to the battery during the second time period is greater than an average rate of delivering charge to the battery during the first time period; and, controlling the charging circuitry for charging the battery according to the charging scheme until the battery reaches the target state of charge;, wherein the target state of charge is less than a maximum state of charge for the battery, and\nwherein a first electricity cost rate and a second electricity cost rate are available for charging at different times during the first and second time periods, the second electricity cost rate being higher than the first electricity cost rate, and wherein determining the charging scheme comprises making a determination to charge the battery such that a majority of charge is applied to the battery at the second electricity cost rate,\nwherein the charging scheme as a function of time permits an average state of charge of the battery during the period of time the vehicle is charging to be less than a target average state of charge.\n, wherein a first electricity cost rate and a second electricity cost rate are available for charging at different times during the first and second time periods, the second electricity cost rate being higher than the first electricity cost rate, and wherein determining the charging scheme comprises making a determination to charge the battery such that a majority of charge is applied to the battery at the second electricity cost rate,, wherein the charging scheme as a function of time permits an average state of charge of the battery during the period of time the vehicle is charging to be less than a target average state of charge., 8. A method of charging a battery for an electric vehicle, the method comprising:\nobtaining battery usage metrics of the battery for the electric vehicle, the battery usage metrics being based upon past usage of the battery and past charging of the battery;\nanalyzing the battery usage metrics to determine a target state of charge for a first type of vehicle usage;\nreceiving a signal that the battery is coupled to charging circuitry and is available for charging;\ndetermining a charging scheme for the battery as a function of time to achieve the target state of charge at a first predetermined time, wherein the charging scheme includes a first time period and a second time period, the second time period beginning after the end of the first time period, wherein according to the charging scheme an average rate of delivering charge to the battery during the second time period is greater than an average rate of delivering charge to the battery during the first time period;\ndetermining an initial state of charge of the battery; and\nresponsive to the initial state of charge of the battery being below a predetermined threshold, determining the charging scheme to include an initial phase for charging the battery during an initial time period to a predetermined state of charge prior to the first time period\ncontrolling the charging circuitry for charging the battery according to the charging scheme until the battery reaches the target state of charge;\nwherein the target state of charge is less than a maximum state of charge for the battery, and\nwherein a first electricity cost rate and a second electricity cost rate are available for charging at different times during the first and second time periods, the second electricity cost rate being higher than the first electricity cost rate, and wherein determining the charging scheme comprises making a determination to charge the battery such that a majority of charge is applied to the battery at the second electricity cost rate.\n\n, obtaining battery usage metrics of the battery for the electric vehicle, the battery usage metrics being based upon past usage of the battery and past charging of the battery;, analyzing the battery usage metrics to determine a target state of charge for a first type of vehicle usage;, receiving a signal that the battery is coupled to charging circuitry and is available for charging;, determining a charging scheme for the battery as a function of time to achieve the target state of charge at a first predetermined time, wherein the charging scheme includes a first time period and a second time period, the second time period beginning after the end of the first time period, wherein according to the charging scheme an average rate of delivering charge to the battery during the second time period is greater than an average rate of delivering charge to the battery during the first time period;, determining an initial state of charge of the battery; and, responsive to the initial state of charge of the battery being below a predetermined threshold, determining the charging scheme to include an initial phase for charging the battery during an initial time period to a predetermined state of charge prior to the first time period, controlling the charging circuitry for charging the battery according to the charging scheme until the battery reaches the target state of charge;, wherein the target state of charge is less than a maximum state of charge for the battery, and\nwherein a first electricity cost rate and a second electricity cost rate are available for charging at different times during the first and second time periods, the second electricity cost rate being higher than the first electricity cost rate, and wherein determining the charging scheme comprises making a determination to charge the battery such that a majority of charge is applied to the battery at the second electricity cost rate.\n, wherein a first electricity cost rate and a second electricity cost rate are available for charging at different times during the first and second time periods, the second electricity cost rate being higher than the first electricity cost rate, and wherein determining the charging scheme comprises making a determination to charge the battery such that a majority of charge is applied to the battery at the second electricity cost rate., 9. A system for charging a battery of an electric vehicle, the system comprising:\na power-input circuitry for receiving input power from power source;\na charging circuitry for receiving the input power and for charging the battery for the electric vehicle;\na processing system; and\na memory coupled to the processing system,\nthe processing system being configured to:\nobtain battery usage metrics of the battery of the electric vehicle, the battery usage metrics being based upon past usage of the battery and past charging of the battery;\nanalyze the battery usage metrics to determine a target state of charge for a first type of vehicle usage;\nreceive a signal that the battery is coupled to the charging circuitry and is available for charging;\ndetermine a charging scheme for the battery as a function of time to achieve the target state of charge at a first predetermined time, wherein the charging scheme includes a first time period and a second time period, the second time period beginning after the end of the first time period, wherein according to the charging scheme an average rate of delivering charge to the battery during the second time period is greater than an average rate of delivering charge to the battery during the first time period;\ndetermine the charging scheme based, at least in part, on the combination of a first electricity cost rate, a second electricity cost rate, and whether an average state of charge of the battery over a prior time period exceeds a target average state of charge of the battery; and\ncontrol the charging circuitry to charge the battery according to the charging scheme until the battery reaches the target state of charge;\nwherein the target state of charge is less than a maximum state of charge for the battery,\nwherein the first electricity cost rate and the second electricity cost rate are available for charging at different times during the first and second time periods, the second electricity cost rate being higher than the first electricity cost rate, and wherein determining the charging scheme comprises making a determination to charge the battery such that a majority of charge is applied to the battery at the second electricity cost rate.\n, a power-input circuitry for receiving input power from power source;, a charging circuitry for receiving the input power and for charging the battery for the electric vehicle;, a processing system; and, a memory coupled to the processing system,, the processing system being configured to:, obtain battery usage metrics of the battery of the electric vehicle, the battery usage metrics being based upon past usage of the battery and past charging of the battery;, analyze the battery usage metrics to determine a target state of charge for a first type of vehicle usage;, receive a signal that the battery is coupled to the charging circuitry and is available for charging;, determine a charging scheme for the battery as a function of time to achieve the target state of charge at a first predetermined time, wherein the charging scheme includes a first time period and a second time period, the second time period beginning after the end of the first time period, wherein according to the charging scheme an average rate of delivering charge to the battery during the second time period is greater than an average rate of delivering charge to the battery during the first time period;, determine the charging scheme based, at least in part, on the combination of a first electricity cost rate, a second electricity cost rate, and whether an average state of charge of the battery over a prior time period exceeds a target average state of charge of the battery; and, control the charging circuitry to charge the battery according to the charging scheme until the battery reaches the target state of charge;, wherein the target state of charge is less than a maximum state of charge for the battery,, wherein the first electricity cost rate and the second electricity cost rate are available for charging at different times during the first and second time periods, the second electricity cost rate being higher than the first electricity cost rate, and wherein determining the charging scheme comprises making a determination to charge the battery such that a majority of charge is applied to the battery at the second electricity cost rate., 10. The system of claim 9, wherein the battery usage metrics include a metric based on a past state of charge history for the battery over a prior period of time., 11. The system of claim 10, wherein the battery usage metrics include a metric based on a past charging rate history for the battery over the prior period of time., 12. The system of claim 9, wherein the charging scheme for the battery is further based on one or more of an electricity cost profile, a maximum available charging rate, battery temperature, ambient environmental temperature, and a cost depreciation profile of the battery., 13. The system of claim 9, wherein the first electricity cost rate and the second electricity cost rate are available for charging at different times during the first and second time periods, the first electricity cost rate being lower than the second electricity cost rate, the processing system being configured to control charging so as to charge the battery at the second electricity cost rate and refrain from charging the battery at the first electricity cost rate., 14. The system of claim 9, the processing system being configured to: analyze the battery usage metrics to determine another target state of charge for a second type of vehicle usage, the second type of vehicle usage being different from the first type of vehicle usage; and\ndetermine another charging scheme for the battery as a function of time to achieve the second target state of charge at a second predetermined time.\n, determine another charging scheme for the battery as a function of time to achieve the second target state of charge at a second predetermined time., 15. A system for charging a battery of an electric vehicle, the system comprising:\na power-input circuitry for receiving input power from power source;\na charging circuitry for receiving the input power and for charging the battery for the electric vehicle;\na processing system; and\na memory coupled to the processing system,\nthe processing system being configured to:\nobtain battery usage metrics of the battery of the electric vehicle, the battery usage metrics being based upon past usage of the battery and past charging of the battery;\nanalyze the battery usage metrics to determine a target state of charge for a first type of vehicle usage;\nreceive a signal that the battery is coupled to the charging circuitry and is available for charging;\ndetermine a charging scheme for the battery as a function of time to achieve the target state of charge at a first predetermined time, wherein the charging scheme includes a first time period and a second time period, the second time period beginning after the end of the first time period, wherein according to the charging scheme an average rate of delivering charge to the battery during the second time period is greater than an average rate of delivering charge to the battery during the first time period; and\ncontrol the charging circuitry to charge the battery according to the charging scheme until the battery reaches the target state of charge;\nwherein the target state of charge is less than a maximum state of charge for the battery,\nwherein a first electricity cost rate and a second electricity cost rate are available for charging at different times during the first and second time periods, the second electricity cost rate being higher than the first electricity cost rate, and wherein determining the charging scheme comprises making a determination to charge the battery such that a majority of charge is applied to the battery at the second electricity cost rate,\nwherein the charging scheme as a function of time permits an average state of charge of the battery during the period of time the vehicle is charging to be less than a target average state of charge.\n, a power-input circuitry for receiving input power from power source;, a charging circuitry for receiving the input power and for charging the battery for the electric vehicle;, a processing system; and, a memory coupled to the processing system,, the processing system being configured to:, obtain battery usage metrics of the battery of the electric vehicle, the battery usage metrics being based upon past usage of the battery and past charging of the battery;, analyze the battery usage metrics to determine a target state of charge for a first type of vehicle usage;, receive a signal that the battery is coupled to the charging circuitry and is available for charging;, determine a charging scheme for the battery as a function of time to achieve the target state of charge at a first predetermined time, wherein the charging scheme includes a first time period and a second time period, the second time period beginning after the end of the first time period, wherein according to the charging scheme an average rate of delivering charge to the battery during the second time period is greater than an average rate of delivering charge to the battery during the first time period; and, control the charging circuitry to charge the battery according to the charging scheme until the battery reaches the target state of charge;, wherein the target state of charge is less than a maximum state of charge for the battery,, wherein a first electricity cost rate and a second electricity cost rate are available for charging at different times during the first and second time periods, the second electricity cost rate being higher than the first electricity cost rate, and wherein determining the charging scheme comprises making a determination to charge the battery such that a majority of charge is applied to the battery at the second electricity cost rate,, wherein the charging scheme as a function of time permits an average state of charge of the battery during the period of time the vehicle is charging to be less than a target average state of charge., 16. A system for charging a battery of an electric vehicle, the system comprising:\na power-input circuitry for receiving input power from power source;\na charging circuitry for receiving the input power and for charging the battery for the electric vehicle;\na processing system; and\na memory coupled to the processing system,\nthe processing system being configured to:\nobtain battery usage metrics of the battery of the electric vehicle, the battery usage metrics being based upon past usage of the battery and past charging of the battery;\nanalyze the battery usage metrics to determine a target state of charge for a first type of vehicle usage;\nreceive a signal that the battery is coupled to the charging circuitry and is available for charging;\ndetermine a charging scheme for the battery as a function of time to achieve the target state of charge at a first predetermined time, wherein the charging scheme includes a first time period and a second time period, the second time period beginning after the end of the first time period, wherein according to the charging scheme an average rate of delivering charge to the battery during the second time period is greater than an average rate of delivering charge to the battery during the first time period;\ndetermine an initial state of charge of the battery; and\nresponsive to the initial state of charge of the battery being below a predetermined threshold, determine the charging scheme to include an initial phase for charging the battery during an initial time period to a predetermined state of charge prior to the first time period, and\ncontrol the charging circuitry to charge the battery according to the charging scheme until the battery reaches the target state of charge;\nwherein the target state of charge is less than a maximum state of charge for the battery,\nwherein a first electricity cost rate and a second electricity cost rate are available for charging at different times during the first and second time periods, the second electricity cost rate being higher than the first electricity cost rate, and wherein determining the charging scheme comprises making a determination to charge the battery such that a majority of charge is applied to the battery at the second electricity cost rate.\n\n, a power-input circuitry for receiving input power from power source;, a charging circuitry for receiving the input power and for charging the battery for the electric vehicle;, a processing system; and, a memory coupled to the processing system,, the processing system being configured to:, obtain battery usage metrics of the battery of the electric vehicle, the battery usage metrics being based upon past usage of the battery and past charging of the battery;, analyze the battery usage metrics to determine a target state of charge for a first type of vehicle usage;, receive a signal that the battery is coupled to the charging circuitry and is available for charging;, determine a charging scheme for the battery as a function of time to achieve the target state of charge at a first predetermined time, wherein the charging scheme includes a first time period and a second time period, the second time period beginning after the end of the first time period, wherein according to the charging scheme an average rate of delivering charge to the battery during the second time period is greater than an average rate of delivering charge to the battery during the first time period;, determine an initial state of charge of the battery; and, responsive to the initial state of charge of the battery being below a predetermined threshold, determine the charging scheme to include an initial phase for charging the battery during an initial time period to a predetermined state of charge prior to the first time period, and, control the charging circuitry to charge the battery according to the charging scheme until the battery reaches the target state of charge;, wherein the target state of charge is less than a maximum state of charge for the battery,\nwherein a first electricity cost rate and a second electricity cost rate are available for charging at different times during the first and second time periods, the second electricity cost rate being higher than the first electricity cost rate, and wherein determining the charging scheme comprises making a determination to charge the battery such that a majority of charge is applied to the battery at the second electricity cost rate.\n, wherein a first electricity cost rate and a second electricity cost rate are available for charging at different times during the first and second time periods, the second electricity cost rate being higher than the first electricity cost rate, and wherein determining the charging scheme comprises making a determination to charge the battery such that a majority of charge is applied to the battery at the second electricity cost rate. | US | United States | Active | B | True |
| 227 | 一种电动汽车电池共享系统 \n | CN108629663B | NaN | 本发明涉及一种电动汽车电池共享系统及共享方法,包括移动终端、车载终端、共享电池和电池服务平台；电池服务平台包括若干服务机构和共享管理云服务器，共享电池包括电量监控模块，用于监控位于电动汽车内的充电电池组电量，并与车载终端进行通讯；车载终端，接收电池剩余电量A，并在A达到阈值A1时，自动搜索电量耗尽前能够到达的预选服务机构，并形成列表进行显示；并在搜索到的预选服务机构数量B小于预设阈值B1时，发出报警信息。本发明所提供的电动汽车电池共享系统和方法，对共享电池进行监控，充分考虑用户的行驶状态，智能提供更为合理的可选择服务机构推荐，为用户提供更好的用户体验。 | CN:201810420459.5A | https://patentimages.storage.googleapis.com/77/81/99/649502357454d4/CN108629663B.pdf | CN:108629663:B | 安玉伟, 安震 | Individual | CN:103731275:A, CN:107069881:A, CN:107204077:A, CN:107554321:A, CN:107481427:A, CN:107627870:A, CN:107599882:A, CN:107933336:A, CN:107918804:A | Not available | 2021-05-28 | 1.一种电动汽车电池共享系统，包括移动终端(1)、车载终端(2)、具有唯一ID信息的共享电池和电池服务平台；所述共享电池包括集成在电池壳内的充电电池组(101)、电量监控模块(102)和定位模块(103)；所述电池服务平台包括若干用于提供共享电池更换服务和共享电池充电服务的服务机构和共享管理云服务器(4)，电动汽车上安装有车载终端(2)和可拆卸当前共享电池(301)；可被选择的充满电的待选电池(302)位于服务机构内；其特征在于，, 所述电量监控模块(102)，用于监控位于电动汽车内的充电电池组(101)电量，并与所述车载终端(2)进行通讯；, 所述车载终端(2)，设置在电动汽车上并安装有电池共享APP，接收电量监控模块(102)发送的电池剩余电量A，并在A达到阈值A1时，按照预设规则自动搜索电量耗尽前能够到达的预选服务机构，并形成列表进行显示；并在搜索到的预选服务机构数量B小于预设阈值B1时，发出报警信息；其中，所述预选服务机构为可以提供状态标签为可用的适配待选电池(302)的服务机构；, 所述移动终端(1)，安装有电池共享APP，并用于获取位于服务机构的满电待选电池(302)和支付电池共享费用；, 所述共享管理云服务器(4)，用于管理位于服务机构内的所有共享电池，并与移动终端(1)和车载终端(2)相通讯；, 所述预设规则为：对当前电动汽车的位置是否为常规位置进行判断，当判断结果为“否”时，开始按照预设时间间隔进行搜索；, 按照预设规则自动搜索电量耗尽前能够到达的预选服务机构，并形成列表进行显示，具体为：按照预设规则自动搜索电量耗尽前能够到达的预选服务机构，然后获取当前电动汽车预设时间段内的平均运行速度V，与预设运行速度V1进行对比，当V小于V1时，以当前电动汽车为圆心，按照预选服务机构与电动汽车之间的距离进行由低到高的排序，形成列表；当V大于V1时，将获取的预选服务机构根据所属道路进行分类，形成分类列表，分类列表根据电动汽车与道路之间的距离由小到大进行排序；, 位于所述服务机构内的可用状态的待选电池(302)均设置有与所述共享管理云服务器相通讯的智能锁(304)；, 所述移动终端(1)包括电池选择模块(305)，用于选择待选电池(302)，并向共享管理云服务器(4)发送电池选择请求；共享管理云服务器(4)包括用户判断模块(306)、第一费用结算模块(307)、绑定处理模块(308)和第二费用结算模块(309)；, 所述用户判断模块(306)，判断发送选择请求的移动终端(1)所对应的当前用户是否为新用户，当判断结果为否时，判断发送请求的当前用户是否具有绑定的当前共享电池(301)，当判断结果为否时，向第一费用结算模块(307)发送第一结算请求；当判断结果为是时，向第二费用结算模块(309)发送第二结算请求；, 所述第一费用结算模块(307)，接收第一结算请求，获取被选择的待选电池(302)的电池共享费用，向用户发送共享费用结算请求，并在接收到费用结算成功的反馈消息时，解锁相关共享电池的智能锁(304)；并向绑定处理模块(308)发送绑定请求；, 所述绑定处理模块(308)，用于接收绑定请求，将用户ID与被解锁待选电池(302)的ID进行绑定；还用于接收解绑请求，将用户与当前共享电池(301)进行解绑操作，并向第一费用结算模块(307)发送第一结算请求；, 所述第二费用结算模块(309)，向用户反馈当前电池结算请求，并在接收到当前电池结算成功反馈消息时，向绑定处理模块(308)发送解绑请求。, 所述电池共享费用包括一次充电所消耗的电费X、充电一次的折旧费Y和服务费Z；, 所述第二费用结算模块(309)，在向用户反馈当前电池结算请求之前，获取当前电池的共享信息，判断当前电池在与当前用户绑定之后到发出选择请求时的充电次数M，所述当前电池结算请求包括支付损耗费S请求和确认请求；S＝M*Y。, 2.如权利要求1所述的电动汽车电池共享系统，其特征在于，所述共享电池还包括通讯模块(303)，所述共享管理云服务器(4)包括共享电池管理模块(201)和定位管理模块(202)；, 所述通讯模块(303)，用于按照预设规则向共享电池管理模块(201)发送共享电池的共享信息，所述共享信息包括位置信息、电量信息、电池ID信息和绑定状态信息；, 所述共享电池管理模块(201)，用于实时更新服务机构内待选电池(302)的数据信息，所述数据信息包括共享电池状态标签、当前充电服务机构的名称、当前位置信息、历史充电次数和绑定用户信息，并在共享电池充满电后将状态标签由不可用设置为可用；, 所述定位管理模块(202)，当共享电池状态标签为可用时，开启定位模块(103)的定位功能，当共享电池状态标签为不可用时，关闭定位模块(103)的定位功能，当定位功能关闭时，共享电池不可被搜索到。, 3.如权利要求2所述的电动汽车电池共享系统，其特征在于，所述移动终端(1)和车载终端(2)均包括有预约请求模块，所述共享管理云服务器(4)还包括预约处理模块 ；, 所述预约请求模块，用于向预约处理模发送选定的预选共享电池的预约请求，预约请求中包括了当前电动汽车中所使用的当前共享电池(301)的ID信息、当前共享电池(301)剩余电量A和预选共享电池的ID信息；, 所述预约处理模，在接收预约请求之后，获取当前共享电池(301)的ID信息，并进行定位监控，根据当前共享电池(301)剩余电量预估电量耗尽前的剩余里程W；对比X与W的大小，当X≥W时接受预约请求，向移动终端(1)或车载终端(2)反馈预约成功信息，并将相应的预选共享电池的状态标签设置为不可用；当X＜W时，拒绝预约请求，并向移动终端(1)或车载终端(2)反馈预约失败信息；其中X＝X1+X2，X1为当前共享电池(301)的位置与预选共享电池所在服务机构之间的行驶里程，X2为预选共享电池所在服务机构和与其最近的服务机构之间的行驶里程。, 4.如权利要求2所述的电动汽车电池共享系统，其特征在于，所述共享管理云服务器(4)还包括数据统计模块(208)，根据共享电池发送的位置信息，判断使用状态的共享电池，统计并计算不同型号的共享电池电量与里程的关系数据。, 5.一种电动汽车电池共享方法，其特征在于，包括移动终端、车载终端、具有唯一ID信息的共享电池、和电池服务平台，所述电池服务平台包括若干用于提供共享电池更换服务和共享电池充电服务的服务机构和共享管理云服务器，电动汽车上安装有车载终端和可拆卸当前共享电池；可被选择的充满电的待选电池位于服务机构内；, S1、当前共享电池对电量进行监控，并将剩余电量A信息发送给车载终端；, S2、车载终端对当前共享电池的剩余电量A进行监控，并与阈值A1进行对比，当A达到阈值A1时，进行S3步骤；, S3、对当前电动汽车的位置是否为常规位置进行判断，当判断结果为“否”时，开始按照预设时间间隔进行搜索电量耗尽前能够到达的预选服务机构，所述预选服务机构为可以提供状态标签为可用的适配待选电池的服务机构，然后进行S4步骤和S7步骤；, S4、获取当前电动汽车预设时间段内的平均运行速度V，与预设运行速度V1进行对比，当V小于V1时，进行S5步骤；当V大于V1时，进行S6步骤；, S5、以当前电动汽车为圆心，按照预选服务机构与电动汽车之间的距离进行由低到高的排序，形成列表并在车载终端进行显示；, S6、将获取的预选服务机构根据所属道路进行分类，形成分类列表并在车载终端进行显示，分类列表根据电动汽车与道路之间的距离由小到大进行排序；, S7、将搜索到的预选服务机构数量B与阈值B1相比较，并在小于预设阈值B1时，发出报警信息；, S8、电动汽车行驶至选择的预选服务机构，通过移动终端进行待选电池的选择和费用的支付；, S9、接收到用户的费用支付成功信息后，服务机构提供共享电池更换服务；, 所述S8步骤具体为：, S801、共享管理云服务器接收到移动终端发送的电池选择请求，判断发送选择请求的移动终端所对应的当前用户是否为新用户，当判断结果为否时，进行S802步骤；, S802、判断请求用户当前是否具有绑定的当前共享电池，当判断结果为否时，进行S803步骤；当判断结果为是时，进行S805步骤；, S803、获取选择的共享电池的使用费用，向用户发送费用结算请求，并在接收到费用结算成功的反馈消息时，解锁相关共享电池的智能锁，进行S804步骤；, S804、将用户ID与被解锁共享电池的ID进行绑定；, S805、获取当前电池的共享信息，判断当前电池在与当前用户绑定之后到发出选择请求之前的充电次数M，形成当前电池结算请求，并向用户反馈，并在接收到当前电池结算成功反馈消息后，进行S806步骤；, S806、将用户与当前共享电池进行解绑操作，然后进行S803步骤；, 其中，所述共享电池的使用费用包括一次充电所消耗的电费X、充电一次的折旧费Y和服务费Z；所述当前电池结算请求包括支付损耗费S请求和确认请求；所述S＝M*Y。, 6.如权利要求5所述的电动汽车电池共享方法，其特征在于，所述方法还包括如下步骤：, S101、共享管理云服务器接收用户通过电池共享APP发送的电池预约请求，调取当前共享电池的ID信息、当前共享电池剩余电量和预选共享电池的ID信息；, S102、对当前共享电池进行定位监控，计算当前共享电池的位置与预选共享电池所在服务机构之间的行驶里程X1和预选共享电池所在服务机构和与其最近的服务机构之间的行驶里程X2，根据当前共享电池剩余电量预估电量耗尽前的剩余里程W；, S103、对比X与W的大小，当X≥W时进行S104步骤；当X＜W时进行S105步骤；, S104、向用户反馈预约成功信息，并将相应的预选共享电池的状态标签设置为不可用；, S105、拒绝预约请求，并向用户反馈预约失败信息；, 其中，当共享电池状态标签为不可用时，关闭共享电池的定位功能，当定位功能关闭时，共享电池不可被搜索到。 | CN | China | Active | G | True |
| 228 | 电池系统、管理其的方法及包括其的电动汽车 \n | CN107683222B | 技术领域本发明涉及一种电池系统，例如用于电动或混合动力的电动车辆(EV)。背景技术一种例如用于EV的电池系统需要在加速情况下提供高性能，在初始冷或热的条件下在负载下启动，提供持久耐用的服务寿命，提供高能量密度以最小化整体重量，并且在适当的保修期内保持无故障，以及具有尽可能低廉的价格。目前市场上的EV电池组由选定的电池单元化学物质的多个电池单元构成，具有作为上述所有特性的最佳折衷方案的定制性能。通常，每一类电池单元化学物质具有特定的内部阻抗或者电器串联电阻(ESR)，其根据充电/放电速度、电池的温度或年龄而变化，这些通常因电池单元化学物质之间存在差异。单一的电池单元化学物质不可能各方面都优秀，且在范围、寿命和成本方面努力提高电池性能的电池制造商可能会为充电效率妥协。为了帮助改善单一电池单元化学物质的缺点，US 2013/0141045公开了具有主电池的电池组，该主电池具有适用于大功率输送的化学物质，以及具有提供高能量密度存储的化学物质的补充电池。主电池和补充电池之间切换，并且主电池优先于补充电池。尽管，优先于补充电池对主电池进行切换，可能会导致主电池消耗殆尽，但要求使用补充电池代替主电池并暂时失去主电池的优点，直到电池组可以被充电。例如，一旦主电池被耗尽，车辆快速加速的能力将会明显受到影响，即使补充电池中仍存在着大量电荷。本发明的目的是提供一种用于全面的电池工作条件的更有效的电池系统，例如，提供一种能够在冷热结合的条件下运行良好的电池系统，在高功率需求下，其具有高能量密度，其可以提供高的循环寿命，其允许对寿终电池单元和/或缺陷电池单元进行电池局部置换，并且针对电池单元成本优化电池性能。本文所用术语“寿终电池”指的是随着时间的推移其性能显著降低并且需要更换的电池。发明内容根据本发明的一方面，提供了一种电池系统，包括:控制系统和多个子电池，子电池具有彼此不同的电池单元化学物质，从而导致彼此不同的放电特性，其中多个子电池彼此并联以向输出端传输功率，其中每个子电池包括多个用于彼此串联以形成串联电路的电池模块，并且其中控制系统被配置为将一些电池模块切换入和切换出串联电路以控制每个串联电路中连接多少个电池模块，从而控制哪些子电池对输出端贡献最大功率。相应地，每个子电池的电压电位趋向于彼此均衡，因为它们是并联的，并且子电池的不同放电特性意味着一些子电池比另一些子电池向输出端供应更多的电流(以及功率)。例如，如果具有13v的负载电压和1欧姆的内电阻的第一子电池与具有13v的负载电压和0.5欧姆的内电阻的第二子电池并联，然后将负载连接至从子电池中抽取1A电流的子电池，由于从第一电池供应0.33A电流，并且从第二电池供应0.66A电流的内电阻，将会导致子电池的电压降低到12.66V，这对本领域技术人员来说是显而易见的。为了避免疑惑，负载电压指的是当没有电流从子电池中抽出时子电池的电压。每个子电池的电池模块的进出切换调节子电池的负载电压，以控制整体功率的比例，该整体功率是由子电池输送的。继续上述示例，如果要增加第一子电池的贡献，则可以通过将另一个电池模块切换到第一子电池的串联电路来提高第一子电池的负载电压，从而将第一子电池的负载电压从13V升高到，例如13.5V。从而，由于当连接1A的负载，从第一子电池供应0.66A电流，并且从第二子电池供应0.33A时的内电阻，子电池的电压将会降低到12.833V。因此，电池模块的切换允许每个子电池通过将更多电池模块切换入子电池的串联电路中占据更多的主导地位，或者通过从子电池的串联电路中切换出电池模块变得不那么主导。相应地，该切换允许控制来自每个子电池的功率的相对比例。优选地，控制系统包括电池控制单元，其被配置为监控电池系统的总体充电状态和单个子电池的充电状态，以及基于上述控制电池模块的切换。选择哪一个子电池主宰对输出端的功率控制的能力允许电池系统在最适合该放电特性的操作状态或环境下利用特定类型的子电池的放电特性，进行更高效的运作。因此，可以实施彼此具有不同放电特性的多个子电池，将具有最适用于当前需求的放电特性的子电池切换为主导向输出端供应功率。不同的放电特性对应于不同的电池单元化学物质。可以对一个或多个电池单元化学物质类型实施多个子电池。在不利用本发明的切换的情况下，简单地并联具有相同的初始电压电位但是不同的电池单元化学物质的两个电池，通常会导致其中一个电池成为主导，并且将不会有效地加载不同电池技术的其他电池的共享。相应地，通常不能完成将具有不同化学物质的电池彼此并联，并且电池制造商常常警告不要使用彼此不同类型的组合的电池单元。例如，在包括两个子电池的电池系统中，一个具有针对高放电率的电池单元化学物质的电池和另一个具有针对高容量的电池，如果子电池之间并联并且置于高负载下，那么由该系统输送的功率将主要来自于高放电率电池，来自高容量电池间的共享将会逐渐增加，直到高放电率电池完全放电，在这种情况下，高容量电池将不能保持高负载，并且过早地关闭。然而，利用根据本发明的切换，能够通过将电池模块从具有高放电率电池的子电池中切换出来，限制来自高放电率电池间的共享，从而在需要时保留电池输送高放电电流的能力。例如，在高放电电流下，高放电率的子电池将会减少串联的电池模块的数量，从而减少其有效负载电压。随后，两种子电池技术的内电阻中的错误匹配允许两种子电池具有更均衡的放电，与其容量成比例地向负载供电。由高放电率子电池断开的串联电池越多，高容量电池被迫提供的功率越高。根据本发明的第二方面，提供了一种管理电池系统的方法，电池系统包括控制系统和多个子电池，其具有彼此不同的电池单元化学物质，从而导致不同的放电特性。多个子电池彼此并联以向输出端传输功率，其中每个子电池包括多个用于彼此串联以形成串联电路的电池模块，并且其中控制系统被配置为将一些电池模块切换进和切换出串联电路以控制每个串联电路中连接多少个电池模块，从而控制哪些子电池对输出端贡献最大功率。该方法包括测量电池的输出功率和切换电池模块使得具有最适合于测量过的输出功率的化学物质的子电池向输出端贡献最多的功率。该方法包括：响应于检测到第一子电池具有比第二子电池更低的充电状态，切换电池模块以从第二子电池向上充电第一子电池。例如，如果移除负载，可以完成高容量子电池的增加的负载电压用于再充电高放电率子电池，随着高放电率子电池的充电增加更多串联电池模块。可以控制切换以确定在子电池中串联有多少个电池模块，因此任何子电池的贡献级别可能必须接收或交付费用。例如，在寒冷天气下，电池系统可以安装子电池使得具有适用于寒冷气温的化学物质的子电池相比于其他子电池具有更多串联电池模块并且供应主要部分的功率。可选地，具有适用于长循环寿命的电池单元化学物质的子电池模块可以被配置为提供主要部分的功率，可选化学物质的子电池被切换以在高需求期间或电池将被耗尽时提供更高比例的功率。具有高能量密度的子电池或者子电池间的组合可以被切换以向其他子电池供应充电电流，以及潜在地向负载供电。例如，电池控制单元可以检测其中一个子电池何时具有低充电状态，并且响应地切换电池系统的电池模块以向具有低充电状态的子电池充电。这可以通过将至少一个电池模块切换出具有低充电状态的子电池的串联电路来实现，或者通过将至少一个电池模块切换入至少一个其他子电池的串联电路来实现，从而使得具有低充电状态的子电池可以从其他子电池抽取电流。子电池内的任何电池模块可以被切换并且将模块进出循环也将是保持电池模块内电池平衡的过程。电池模块的切换还可以提供电池组隔开有故障的电池而不需要显著地影响电池整体性能的能力。有利地，电池控制单元可以被配置为指定将与每个子电池的串联电路连接的电池模块的数量，并且每个子电池可以包括配置为接收电池模块的数量指定的子电池控制单元，并且确定哪些电池模块将连接至串联电路以组成指定的数量。相应地，控制哪些特定的电池模块连接到串联电路中可以被委托给子电池控制单元。子电池控制单元可以被配置为连续且顺序地从电池模块的总体数量中重新选择电池模块的指定数量，以将所有的电池模块保持在彼此相似的电荷水平。有故障的电池模块还可以通过子电池控制单元检测并被排除在待选择之外。每个电池模块包括控制系统的电池控制单元，被配置为从相关子电池控制单元中接收指令并根据指令将电池模块切换入和切换出相应串联电路的电池控制单元。附图说明现在将仅通过非限制性示例并参照附图描述本发明的实施例，其中：图1示出了根据本发明的实施例的电池系统的框图；图2示出了形成部分图1实施例的子电池的框图；图3示出了根据图1实施例的一个示例的电池系统中使用的电池单元化学物质的成分比例的饼形图；以及图4示出了在图3的电池系统放电时子电池充电状态的图表。这些附图不是按比例绘制的，相同或相似的附图标记表示相同或相似的特征。具体实施方式图1的框图示出了具有电池控制单元100的电池系统。电池控制单元100包括控制处理器102，其连接至数据收集单元101、使用/充电预测单元103、以及电源可用/控制单元104。控制处理器102还连接至通信总线106，并且将电池系统的当前状态信息发送至通信总线106，以通知任何连接的装置电池系统的状态。例如，在一个实施例中，图1示出的电池系统形成EV的一部分，并且通信总线106发送电池系统的整体充电状态的信息，以便显示给车辆驾驶员。电池控制单元100连接至子电池通信总线215，并且子电池通信总线215连接至N个子电池130中的每一个子电池的子电池控制单元131。电池系统包括大量子电池130，例如在一个示例中不同的子电池，N＝12，尽管N最低可以为2，用于简单的电池系统。电池系统具有用于从电池系统输出电功率的输出端107。电池控制单元100的控制处理器102连接至电池电源隔断单元105。电池电源隔断单元105是主要接触器或者其他适当的功率切换装置；由此，如果需要，输出端107可以与电池隔断。电池电源隔断单元105连接至电源总线120，并且子电池130彼此并联连接在电源总线120和电源返回总线150之间，使得子电池130全部被迫具有彼此相似的电压电平。每个子电池的子电池控制单元131是由微控制器、存储单元、以及电源隔断单元形成。除了连接至子电池通信总线215，每个子电池控制单元131还连接至电池模块通信总线214。电池模块通信总线214连接至子电池的每个电池模块的电池模块控制单元141，因此子电池控制单元131可以与电池模块140通信。每个子电池的电池模块彼此串联，形成从电源总线120电源返回总线150的串联电路。每个电池模块连接至子电池的相应开关142，用于将电池模块切换入和切换出串联电路。明显地，将附加的电池模块140切换入串联电路将会导致由子电池130呈现至电源总线120的负载电压更大，当输出端107被加载时增加与其他子电池相比由子电池供应的电流的比例。子电池控制单元131处理从电池模块140接收到的例如是放电状态信息的数据，以及校验该信息，并通过子电池通信总线215将信息发送至电池控制单元100。数据收集单元101通过子电池通信总线215从每个子电池130收集数据110、以及EV和操作环境的操作数据，其包括外部温度、近期电力需求信息、车辆加速/减速、为了确定/预测每个子电池电力需求/充电的需要的充电供应。控制处理器102处理所收集的数据101，并提供电源可用性计算，包括计算电池系统的整体充电状态。虽然图1示出了具有三个子电池130的电池系统，但是子电池N能表示电池系统内待实施的子电池的任意实际数量。至少两个子电池由不同的技术或化学物质彼此组成，使得它们具有彼此不同的放电特性。虽然图1示出了每个都具有三串子电池模块140的子电池130，但是电池模块N能表示每个子电池内待实施的电池模块的任意实际数量。电池模块的数量越大，微调电池组负载电压的灵活性越大，以微调子电池对电池的整体功率输出贡献的功率份额。电池模块数量越多还有助于限制鼓掌的电池模块的子电池的影响。图2为每个子电池130及其电池模块140的更详细的视图。子电池控制单元131包括子电池通信模块211、子电池控制器212和子电池电源隔断控制件213。子电池通信模块211连接至子电池通信总线215以与其相互通信，还连接至子电池控制器212。子电池控制器212连接至电池模块通信总线214，还连接至子电池电源隔断控制件213。子电池电源隔断控制件213控制连接在电源总线120和子电池的串联电路230的第一端231之间的开关216。如果需要的话，开关216可以用于从电源总线120断开子电池的串联电路，例如，如果子电池故障，或者如果子电池完全不需要向电源总线120供应任何功率。开关216可以是如接触器的机械装置，或如功率场效应管或类似的电子功率隔断装置。子电池控制器212通过子电池通信模块211和子电池通信总线215从电池控制单元100收集信息或接受命令。子电池控制器212还可以通过电池模块通信总线214从每个电池模块140收集信息或接收命令。基于从电池控制单元100和电池模块140接收的信息，子电池控制器212控制子电池电源隔断213、216。子电池包括许多个电池模块140，其可以被切换入和切换出串联电池模块，切换入串联电池模块的电池模块的数量越多，子电池130的负载电压越高。电池模块大体上彼此相同，因此在图2中仅详细示出了顶部电池模块“电池模块A”。每个电池模块具有两个电力终端T1和T2，其将电池模块串联在串联电路内因此电池模块可以将电功率传输至串联电路230。串联电路230具有第一端231和第二端232，可以在这两端之间切换入或切换出电池模块。第一端231通过开关216连接至电源总线120，并且第二端232连接至电源返回总线150。为了实现电池模块的进出切换，每个电池模块连接至在串联电路230和电池模块之间的电源隔断开关247，用于从串联电路连接或隔断电池模块。每个电池模块还可以连接至电源旁路开关246，其电连接至电池模块上方和下方的串联电路230。在电源隔断开关247打开以将电池模块与串联电路隔断的情况下，电源旁路开关246闭合以绕开电池模块，从而保持第一端231和第二端232之间的串联电路的连续性。开关246和247共同形成开关142，并且如果需要的话可以被实施为一个双掷开关而不是两个单独的开关。开关142由电池模块根据子电池的需要来控制，或者作为故障检测的结果且是合适的技术(场效应管、双级结式晶体管、接触器或任何其他机械或电子电源开关装置)。电源旁路开关247允许电池模块从串联的模块隔断其电池，并且以串联配置将模块上下连接，以保持连续性并绕过切换出的电池模块。可以并入电子防范技术，以允许在切换入和切换出电池模块发生期间不间断地从子电池供应。顶部电池模块“电池模块A”可以通过关闭电源隔断开关247被切换入串联电路230以将其连接至串联电路230的第一端231，并通过打开电源旁路开关246。如果通过打开电源隔断开关247和关闭电源旁路开关246将顶部电池模块切换出串联电路，那么下一个电池模块将会通过电源旁路开关246连接至串联电路的第一端231，以此类推。可以绕过任意数量的电池模块。可以通过关闭电源隔断开关247_1并打开电源旁路开关246_1将底部模块“电池模块A”切换进去，或者通过打开电源隔断开关247_1并关闭电源旁路开关246_1将其切换出去，以将串联电路连接至电源返回总线150。每个电池模块140包括串联/并联的电池单元堆叠243，其存储由电池模块保持的电荷。串联/并联电池单元堆叠243是由单电池单元技术或单一化学物质的电池单元组成，例如但不限于；锂离子、锂硫、锂锰钴、钛酸锂。串联和/或并联的电池单元的数量是1个以上，取决于电池系统的需求和子电池的实际配置，由实际电池应用的需要确定。每个串联/并联的电池单元堆叠243包括多个彼此并联的链，每个链包括多个彼此连接的电池。串联的电池越多，当从串联串移除电池模块时，子电池上的电压降越大。并联的电池越多，保持电池组容量需求所需要的电池模块的数量越少。每个电池模块控制单元141包括电池模块控制器242、连接至电池模块通信总线214的电池模块通信单元245、以及电源隔断241和控制开关246、247的电源旁路244控制器。电池模块控制器242是监控电池单元堆叠243内的电池的状态和健康的处理器，并且该处理器还可以从其接收命令并通过通信单元245和总线214将数据发送至子电池控制器212。电池模块控制器242控制电源隔断241和电源旁路244以对开关246、247切换。实施电子控制以确保当隔断开关247以防止电源模块串断路或电池模块断路情况的方式打开时，旁路开关246关闭。可选地，当实施切换时，子电池控制器212可以使用开关216从电源总线120隔断子电池以防止在负载下切换。相应地，每个子电池能够通过隔断其电源并有限地将电池模块短路来将单个电池模块切换出电池模块串联串，以连接上面的电池模块的负极T2，并连接下面的电池模块的正极T1。可以在电池模块和子电池中实施合适的电子保护装置以防止潜在的部件故障和失效。如果检测到电池模块内的故障，可以隔断该电池模块且使子电池继续运作，尽管是以较低的电压运作。当需要从故障子电池中抽取电力时，电池组控制模块可以在命令其他子电池时减少子电池的数量来进行补偿。子电池控制器212通过总线215从电池控制单元100接收命令以将指定数量的电池模块连接至串联电路230。可以根据子电池要提供的负载电压来明确电池模块的指定数量。然后，子电池控制器选择要被切换入串联电路230的电池模块140的指定数量，并通过操作与其连接的开关246、247来命令选定的电池模块通过总线214切换入串联电路230。已经从电池模块串联串移除的电池模块可以与能够被移除的其他电池模块循环地交换，目的是保持所有电池模块的充电状态平衡。例如，通过将串联子电池模块的数量从10降低到9来操作的子电池可以看到电池模块1移除了比如说5秒，然后当电池模块2移除了5秒时切换进入，然后模块3继续，直到返回重复循环的模块1，或者子电池被命令为连接所有10个电池模块。如果需要切换出两个或更多模块，那么相同的数量每5秒切换一次。相应地，可以连续且顺序地从电池模块的整体数量中重新选择指定数量的电池模块，以将电池模块都保持在彼此相似的电荷水平。显然上述给出的替代时间安排可以在替代实施例中实现。如果在电池模块内检测到故障，子电池控制单元就将该电池模块标记为故障电池模块，然后仅从非故障电池模块中选择指定数量的电池模块。电池系统可以管理任意子电池的供电，使得确定的子电池类型可以在使用时优先被耗尽，从而确保用于该任务的最佳子电池首先被耗尽。具有良好的低温性能的电池可以在冷时占据主导，具有高比功率(high specific power)的电池可以在加速时占据主导，具有高能量密度的电池可以作为储备电池，以及具有良好耐力的电池可以在正常运行条件下占据主导。图3描述了可用的电池布置，包括12个子电池130，其中1个子电池包含适用于低温的电池单元化学物质，2个子电池包含适用于传输大功率的电池单元化学物质，4个子电池包含可以提供高能量密度的电池单元化学物质，以及5个子电池包含适用于高耐力和长循环寿命的电池单元化学物质。取决于当前功率需求或者环境条件，电池控制单元100发送命令至单独的子电池以切换入或出功率模块，有效地控制任意子电池单元化学物质类型的支配。例如，在汽车应用中，大多数电动汽车拥有者在再充电之前仅仅使用了电池容量的40％，因此电池控制单元可以控制每个子电池中电池模块的切换，使得当整体电池电量大于60％时具有长久寿命的电池的子电池占据主导，因此优先于其他类型的电池而耗尽。图4表示在汽车电池使用期间特定的电池单元技术可能怎样占优势地放电。冷启动可能需要适用于低温和大功率的电池单元化学物质的优势，因此前10％放电的电池单元可能会比因为冷、功率和耐用而定制的电池单元占据更多比例。对于接下来的30％的电池放电，可能会看到高耐力电池单元产生的功率要高得多(可能会消耗60％以上)。如果电池单元在此时充电，高耐力电池将可能被消耗超过60％，反之大功率电池单元可能已经消耗了30％，冷启动电池消耗了15％以及高能量密度电池消耗了20％。由于电池单元进一步被消耗，其他电池技术的需求将会赶上，使得当该电池完全被耗尽时，切换所有技术类型的电池单元以确保它们已经完全被利用。落入本发明范围内的所描述的实施例的许多其它变型对于本领域技术人员将是显而易见的。 | 提供了一种电池系统，包括控制系统(102、131、141)和多个子电池(130)，其具有彼此不同的电池单元化学物质，从而导致彼此不同的放电特性。多个子电池(130)彼此并联，用于向输出端(107)传输功率，其中每个子电池包括多个用于彼此串联以形成串联电路的电池模块(140)。控制系统被配置为将一些电池模块(140)切换入和切换出串联电路以控制在每个串联电路中连接多少个电池模块，从而控制哪些子电池向输出端(107)贡献最多功率。本发明还提供了一种管理该电池系统的方法以及一种包括该电池系统的电动或混合动力电动汽车。 | CN:201680030808.1A | https://patentimages.storage.googleapis.com/9c/1b/09/db7c447c9192d8/CN107683222B.pdf | CN:107683222:B | C·J·黑尔 | UPGRADE TECHNOLOGY ENGINEERING Ltd | CN:100355599:C, CN:102457083:A, CN:102637915:A, JP:2012080773:A, EP:2765644:A2, FR:3010250:A1 | Not available | 2020-10-27 | 1.一种电池系统，包括：控制系统和多个子电池，所述子电池具有彼此不同的电池单元化学物质，从而产生彼此不同的放电特性，其中所述多个子电池彼此并联以向输出端输送功率，其中每个子电池包括多个彼此串联以形成串联电路的电池模块，并且其中所述控制系统被配置为将一些电池模块切换入和切换出串联电路以控制每个串联电路中连接多少个电池模块，从而控制哪些子电池对所述输出端贡献最大功率，其中所述控制系统包括电池控制单元，其被配置为控制电池模块切换进出所述串联电路，并且其中所述电池控制单元配置为将所述电池模块切换入和切换出所述串联电路，以从具有电池化学物质的子电池向所述输出端传输最大功率，所述电池化学物质最适用于所述电池系统的当前操作情形或环境。, 2.根据权利要求1所述的电池系统，其中所述电池控制单元进一步被配置为监控所述电池系统的整体充电状态，并基于该整体充电状态控制电池模块切换进出串联电路。, 3.根据权利要求1所述的电池系统，其中所述电池控制单元进一步被配置为监控每个子电池的充电状态，并基于所述子电池的充电状态控制电池模块进一步切换进出串联电路。, 4.根据权利要求1所述的电池系统，其中所述电池控制单元进一步被配置为检测其中一个子电池何时具有低充电状态，并且响应于将至少一个电池模块切换出具有低充电状态的子电池的串联电路，或者将至少一个电池模块切换入至少一个其他子电池的串联电路中，以从至少一个其他子电池中对具有低充电状态的子电池进行再充电。, 5.根据权利要求1所述的电池系统，其中所述电池控制单元进一步被配置为监控所述电池系统或周围环境的整体温度，其中一个子电池具有比另一个子电池更低的温度额定值，并且其中所述电池控制单元被配置为响应温度下降来切换电池模块，以从具有更低的温度额定值的子电池向输出端贡献更多的功率。, 6.根据权利要求1所述的电池系统，其中一个子电池具有比另一个子电池更高的最大放电额定电流，并且其中所述电池控制单元被配置为响应于在所述输出端增加的放电电流来切换电池模块，以从具有更高的最大放电额定电流的子电池向所述输出端贡献更多功率。, 7.根据权利要求1所述的电池系统，其中每个子电池包括子电池隔断开关，用于从彼此并联的多个子电池中剩下的子电池中隔断子电池的串联电路。, 8.根据权利要求1所述的电池系统，其中每个子电池包括所述控制系统的子电池控制单元，所述子电池控制单元被配置为控制哪些子电池的电池模块能够切换入所述子电池的串联电路中。, 9.根据权利要求8所述的电池系统，其中每个子电池包括所述子电池的电池模块的相应总数，其中每个子电池控制单元被配置为接收要连接在相应子电池的串联电路中的多个电池模块的指示器，以从电池模块的整体数量中选择电池模块的指定数量，并将所述选定的电池模块连接到所述串联电路中。, 10.根据权利要求9所述的电池系统，其中，连续且顺序地从电池模块的整体数量中重新选择电池模块的指定数量，以将所述电池模块都保持在彼此相似的电荷水平。, 11.根据权利要求9所述的电池系统，其中所述子电池控制单元被配置为标记相应子电池的故障电池模块，并且仅从非故障电池模块中选择指定数量的电池模块。, 12.根据权利要求1所述的电池系统，其中每个电池模块包括多个彼此并联的链，每个链包括多个彼此串联的电池。, 13.根据权利要求1所述的电池系统，其中每个电池模块连接至旁路和隔断开关，用于将所述电池模块切换入和切换出相应的串联电路。, 14.根据权利要求1所述的电池系统，其中每个电池模块包括控制系统的电池控制单元，所述电池控制单元被配置为接收指令，并根据所述指令将电池模块切换入和切换出相应的串联电路。, 15.根据权利要求1所述的电池系统，其中所述控制系统确定哪一个电池化学物质最适用于所述电池系统的当前操作情形或环境。, 16.根据权利要求1所述的电池系统，其中一个子电池具有相比于另一个子电池的化学物质适用于更低温度操作的化学物质，其中电池控制单元配置为监控所述电池系统或周围环境的整体温度，并且响应于电池系统或周围环境的低的整体温度，将所述电池模块切换入和切换出串联电路，以从适用于更冷温度操作的子电池向所述输出端贡献最大功率。, 17.一种电动或混合动力电动汽车，包括根据权利要求1所述的电池系统。, 18.一种管理电池系统的方法，所述电池系统包括：控制系统和多个子电池，所述子电池具有彼此不同的电池单元化学物质，从而导致彼此不同的放电特性，其中所述多个子电池彼此并联以向输出端输送功率，其中每个子电池包括多个用于彼此串联以形成串联电路的电池模块，并且其中所述控制系统被配置为将一些电池模块切换入和切换出串联电路以控制每个串联电路中连接多少个电池模块，从而控制哪些子电池对所述输出端贡献最大功率，其中所述方法包括测量所述电池的输出功率并切换所述电池模块使得具有最适用于测量的输出功率的子电池向所述输出端贡献最多功率。, 19.根据权利要求18所述的方法，其中所述电池系统包括子电池，其具有比另一个子电池更高的能力密度额定值，并且其中所述方法包括：响应于在所述输出端下降的放电电流来切换所述电池模块，以从具有更高能量密度额定值的子电池向输出管贡献更多功率。, 20.根据权利要求18所述的方法，其中所述方法包括：响应于检测到第一子电池具有比第二子电池明显更低的充电状态来切换电池模块，以从第二子电池向上对第一子电池进行充电。 | CN | China | Active | B | True |
| 229 | Electric vehicle battery pack protection system \n | US9054402B1 | This application is a continuation-in-part of U.S. patent application Ser. No. 14/083,476, filed 19 Nov. 2013, the disclosure of which is incorporated herein by reference for any and all purposes.\nThe present invention relates generally to electric vehicles and, more particularly, to a system for providing undercarriage protection to the battery pack of an electric vehicle.\nIn response to the demands of consumers who are driven both by ever-escalating fuel prices and the dire consequences of global warming, the automobile industry is slowly starting to embrace the need for ultra-low emission, high efficiency cars. While some within the industry are attempting to achieve these goals by engineering more efficient internal combustion engines, others are incorporating hybrid or all-electric drive trains into their vehicle line-ups. To meet consumer expectations, however, the automobile industry must not only achieve a greener drive train, but must do so while maintaining reasonable levels of performance, range, reliability, and cost.\nIn recent years there have been several incidents of a battery pack, either contained within a laptop computer or utilized in a vehicle, catching on fire. As a result, one of the primary issues impacting consumer confidence with respect to both hybrid and all-electric vehicles is the risk of a battery pack fire.\nRechargeable batteries, due to their chemistries, tend to be relatively unstable and more prone to thermal runaway than non-rechargeable batteries. Thermal runaway occurs when the battery's internal reaction rate increases to such an extent that it is generating more heat than can be withdrawn. If reaction rate and heat generation go unabated, eventually the heat generated becomes great enough to cause the battery and materials in proximity to the battery to combust. Typically thermal runaway is the result of a battery short, damage due to improper use or physical abuse, a manufacturing defect, or exposing the cell to extreme temperatures.\nHybrid and electric vehicle (EV) manufacturers use a variety of techniques to shield their battery packs from possible damage that may result from road debris or a vehicle collision. For example, in a vehicle using a relatively small battery pack such as a hybrid, the pack may be protected by placing it within the rear trunk, behind the rear seats, under the front seats, or in another comparatively well protected location. Vehicles utilizing large battery packs typically are forced to mount the pack under the car. To protect such a pack, a ballistic shield may be located between the road surface and the bottom of the pack, as disclosed in U.S. Pat. No. 8,286,743, issued 16 Oct. 2012, and U.S. Pat. No. 8,393,427, issued 12 Mar. 2013.\nAlthough the prior art teaches a variety of mounting techniques that can either be used to place the battery pack in a relatively protected region of a car or to otherwise shield the battery pack from potential harm, given the severity of the consequences accompanying a catastrophic battery pack event, further techniques for protecting an undercarriage mounted battery pack are desired. The present invention provides such a protection system.\nThe present invention provides a battery pack protection system for use with an electric vehicle in which the battery pack is mounted under the car. The system utilizes a plurality of deformable cooling conduits located between the lower surface of each of the batteries within the pack and the lower battery pack enclosure panel, with a thermal insulator interposed between the conduits and the lower enclosure panel. The thermal insulator may be comprised of a layer of thermally insulating material (e.g., air), preferably with a thermal conductivity of less than 1.0 Wm−1K−1 at 25° C., and more preferably with a thermal conductivity of less than 0.2 Wm−1K−1 at 25° C. The battery pack may further include a layer of thermally conductive material in contact with each of the deformable cooling conduits, e.g., interposed between the cooling conduits and the thermal insulator and in contact with a lower surface of each of the cooling conduits.\nThe cooling conduits, which are configured to deform and absorb impact energy when an object strikes the lower surface of the lower battery pack enclosure panel, include one or more coolant channels that may utilize either a circular or non-circular cross-section. The coolant flowing within the coolant channels flows within a plane that is substantially parallel to the lower battery pack enclosure panel. Cylindrical batteries may be used, for example batteries utilizing an 18650 form factor, and positioned within the pack such that the cylindrical axis of each of the batteries is substantially perpendicular to the lower battery pack enclosure panel. The deformable cooling conduits may be fabricated from a plastic polymer material (e.g., polyethylene, polypropylene, etc.) and the lower battery pack enclosure panel may be fabricated from a metal (e.g., aluminum, steel, etc.).\nIn another aspect, a ballistic shield may be mounted under the electric vehicle and under the battery pack, thus providing additional battery pack protection. The ballistic shield, which is typically fabricated from either a metal or a high density plastic, is mounted at some distance (e.g., between 1 and 15 centimeters) from the bottom of the battery pack enclosure. A layer of a compressible material such as an open- or closed-cell foam or an open- or closed-cell sponge may be interposed between the battery pack and the ballistic shield.\nA further understanding of the nature and advantages of the present invention may be realized by reference to the remaining portions of the specification and the drawings.\n FIG. 1 provides a perspective view of a battery pack and the vehicle chassis to which it is to be mounted;\n FIG. 2 provides a cross-sectional view of a portion of the battery pack shown in FIG. 1;\n FIG. 3 illustrates an exemplary cooling system suitable for use with the battery pack deformable cooling conduits of the invention;\n FIG. 4 illustrates an alternate exemplary cooling system suitable for use with the battery pack deformable cooling conduits of the invention;\n FIG. 5 illustrates the exemplary cooling system shown in FIG. 3 with a different coolant conduit configuration within the battery pack;\n FIG. 6 provides the cross-sectional view of the battery pack portion shown in FIG. 2 after an object strikes the bottom of the battery pack enclosure;\n FIG. 7 provides the cross-sectional view of the battery pack portion shown in FIG. 2 with the inclusion of an air gap between the cooling conduits and the battery pack enclosure;\n FIG. 8 provides the cross-sectional view of the battery pack portion shown in FIG. 2 with the inclusion of a layer of thermally insulating material located between the cooling conduits and the battery pack enclosure;\n FIG. 9 provides the cross-sectional view of the battery pack portion shown in FIG. 7 with the inclusion of a sheet of thermally conductive material in contact with the lower surfaces of the cooling conduits;\n FIG. 10 provides the cross-sectional view of the battery pack portion shown in FIG. 8 with the inclusion of a sheet of thermally conductive material in contact with the lower surfaces of the cooling conduits;\n FIG. 11 provides the cross-sectional view of the battery pack portion shown in FIG. 7 with an alternate configuration for the deformable cooling conduits;\n FIG. 12 provides the cross-sectional view of the battery pack portion shown in FIG. 7 with an alternate configuration for the deformable cooling conduits;\n FIG. 13 provides the cross-sectional view of the battery pack portion shown in FIG. 7 with an alternate configuration for the deformable cooling conduits;\n FIG. 14 provides the cross-sectional view of the battery pack portion shown in FIG. 13 with the addition of an underlying ballistic shield; and\n FIG. 15 provides the cross-sectional view of the battery pack portion shown in FIG. 14 with the addition of a compressible layer interposed between the battery pack lower panel and the ballistic shield.\nIn the following text, the terms “battery”, “cell”, and “battery cell” may be used interchangeably and may refer to any of a variety of different battery configurations and chemistries. Typical battery chemistries include, but are not limited to, lithium ion, lithium ion polymer, nickel metal hydride, nickel cadmium, nickel hydrogen, nickel zinc, and silver zinc. The terms “battery pack” and “battery pack enclosure” may be used interchangeably and refer to an enclosure containing one or more batteries electrically interconnected to achieve the desired voltage and capacity. The term “electric vehicle” as used herein may refer to an all-electric vehicle, also referred to as an EV, a plug-in hybrid vehicle, also referred to as a PHEV, or a hybrid vehicle, also referred to as a HEV, where a hybrid vehicle utilizes multiple sources of propulsion including an electric drive system.\n FIG. 1 provides a perspective view of a battery pack 101 configured to be mounted under vehicle chassis 103. It should be understood that the present invention is not limited to a specific battery pack mounting scheme, battery pack size, or battery pack configuration.\n FIG. 2 provides a cross-sectional view of a portion of battery pack 101. For purposes of clarity, battery interconnects and battery mounts are not included in this view. Visible in FIG. 2 is a portion of the upper pack enclosure panel 201, a portion of the lower pack enclosure panel 203, and a plurality of batteries 205. Note that the enclosure side panels are not shown in this view. Batteries 205 are preferably cylindrical batteries, for example batteries utilizing an 18650 form-factor, and are positioned within the battery pack so that the axis of the cylinder (i.e., the cylindrical axis) is substantially perpendicular to both lower enclosure panel 203 and the surface of the road. Interposed between the base of each cylindrical battery 205 and lower panel 203 are a plurality of deformable cooling conduits 207 through which a liquid coolant, i.e., a heat transfer medium, is pumped. As shown, in the preferred embodiment cooling conduits 207 are aligned with lower panel 203, resulting in the coolant within channels 209 flowing in a direction substantially perpendicular to the axes of the cylindrical batteries. By regulating the flow of coolant within conduits 207 and/or regulating the transfer of heat from the coolant to another temperature control system, the temperature of cells 205 may be regulated so that the cells remain within their preferred operating range.\n FIGS. 3 and 4 illustrate exemplary cooling systems that may be coupled to cooling conduits 207. In system 300 shown in FIG. 3, the coolant within conduits 207 is pumped through a radiator 301 using a pump 303. A blower fan 305 may be used to force air through radiator 301 to insure cooling when the car is stationary. In system 400 shown in FIG. 4, the coolant within conduits 207 is coupled to a thermal management system 401 via a heat exchanger 403. Preferably thermal management system 401 is a refrigeration system and as such, includes a compressor 405 to compress the low temperature vapor in refrigerant line 407 into a high temperature vapor and a condenser 409 in which a portion of the captured heat is dissipated. After passing through condenser 409, the refrigerant changes phases from vapor to liquid, the liquid remaining at a temperature below the saturation temperature at the prevailing pressure. The refrigerant then passes through a dryer 411 that removes moisture from the condensed refrigerant. After dryer 411, refrigerant line 407 is coupled to heat exchanger 403 via thermal expansion valve 413 which controls the flow rate of refrigerant into heat exchanger 403. Additionally, in the illustrated system a blower fan 415 is used in conjunction with condenser 409 to improve system efficiency. It should be understood that battery pack coolant conduits 207 may be coupled to other cooling/thermal management systems, and the cooling systems shown in FIGS. 3 and 4 are only meant to illustrate some common configurations for use with the conduits of the invention. Additionally, the geometry of cooling conduits 207 shown in FIGS. 3 and 4 is only meant to illustrate one possible configuration. For example, FIG. 5 shows the cooling system of FIG. 3 with a different conduit configuration within battery pack 101, one utilizing coolant manifolds. The invention may use other configurations as well, assuming that the conduits are placed between the batteries 205 and the lower enclosure panel 203 as previously described and illustrated.\nCooling conduits 207 serve a two-fold purpose. First, during normal operation of the vehicle and the battery pack, the coolant within conduits 207 draws heat away from batteries 205, thereby allowing the temperature of the batteries to remain within the preferred operating range. Second, during a non-normal event in which an object such as road debris from under the vehicle strikes the bottom panel 203 of pack 101, conduits 207 help to prevent catastrophic damage to the pack by absorbing energy through conduit deformation. As illustrated in FIG. 6, when an object under the vehicle is forced upwards in direction 601, the object causes the bottom enclosure panel 203 to deform as well as those portions of conduits 207 within the strike zone. As the lower panel 203 and the conduits within the strike region deform, energy is absorbed. If sufficient energy is absorbed through this process, damage to the batteries 205 within the strike region can be significantly limited, thereby potentially averting a thermal runaway event. Preferably conduits 207 are fabricated from polyethylene or a similar material which is capable of severe deformation without cracking or breaking. Additionally, by selecting an electrically non-conductive coolant, if conduits 207 do crack or break when deformed, the released coolant will not cause a short within the battery pack.\nIt will be appreciated that the thermal efficiency of the cooling system as well as the degree of protection afforded by the cooling conduits can be easily tailored to meet the design requirements for a particular vehicle. For example, in most applications cooling conduits 207 are fabricated from a thermally conductive material, thus insuring efficient transfer of heat from the batteries 205 to the battery thermal management system. However, as the inventor has found it generally desirable to limit thermal transfer between the cooling conduits 207 and the battery pack enclosure panel 203, in the preferred embodiment one or more layers of a thermal insulator are added between the conduits and the battery pack enclosure. For example, in the embodiment illustrated in FIG. 7, thermal transfer between the two structures is limited by placing an air gap 701 between cooling conduits 207 and the battery pack enclosure panel 203. In this embodiment stand-offs 703 help to insure the mechanical strength of the battery pack structure while still maintaining a sufficient air gap 701 to limit heat transfer to an acceptable level. Preferably stand-offs 703 are fabricated from a material with low thermal conductivity, for example less than 1.0 Wm−1K−1 at 25° C., and more preferably less than 0.2 Wm−1K−1 at 25° C. Stand-offs may be integral to panel 203, integral to conduits 207 (for example, extruded in the same extrusion as that used to fabricate the cooling conduits 207), or independent of both. A benefit of using an air gap 701 to separate the conduits from the lower enclosure panel, and for minimizing the number of stand-offs 703, is that when an object hits the lower surface of panel 203, the panel can deform prior to even impacting the deformable cooling conduits 207, thereby enhancing protection of batteries 205.\nIn the embodiment illustrated in FIG. 8, air gap 701 has been replaced with a layer 801 of a thermally insulating material, layer 801 preferably having a thermal conductivity of less than 1.0 Wm−1K−1 at 25° C., and more preferably of less than 0.2 Wm−1K−1 at 25° C. In one configuration, layer 801 is formed from a compressible material, thus allowing a degree of enclosure panel deformation prior to impacting conduits 207.\n FIGS. 9 and 10 illustrate modifications of the configurations shown in FIGS. 7 and 8, respectively. In these embodiments a layer 901 of thermally conductivity material, such as a sheet of aluminum, is placed in contact with the lower surface of each of the cooling conduits 207. Layer 901 transfers heat between cooling conduits, thereby helping to prevent localized heating, i.e., hot spots, for example when one battery begins to run at a higher temperature than the surrounding cells. In the embodiment illustrated in FIG. 9, layer 901 is thermally isolated from enclosure panel 203 by air gap 701 while in the embodiment illustrated in FIG. 10, sheet 901 is thermally isolated from enclosure panel 203 by low thermal conductivity sheet 801.\nIn addition to varying the thermal characteristics of the battery pack by adding one or more layers of thermally insulating and/or thermally conductive material between the cooling conduits and the battery pack enclosure, it should be understood that the configuration of the cooling conduits may also be tailored to meet the design requirements for a particular vehicle. For example and as shown in FIG. 11, by increasing the depth of the conduits, and thus the separation distance between lower enclosure panel 203 and batteries 205, a larger conduit deformation zone is provided. A larger conduit deformation zone, in turn, allows an object striking the bottom of the battery pack to deform both panel 203 and conduits 1101 to a much greater extent before the batteries are damaged. Additionally, due to the larger internal diameter of channels 1103 within conduits 1101, a greater degree of conduit deformation may occur before coolant flow within the affected conduit stops completely. An added benefit of this approach is that the larger channels within conduits 1101 provide greater cooling capacity.\n FIG. 12 illustrates another embodiment of the invention in which the number of channels 1201 within each conduit 1203 is increased and the shape of each channel has been changed to cylindrical. As a result, the compression strength of the conduits has been increased, leading to a less deformable structure. At the same time, given the size of the channels as well as the number of channels in proximity to each battery 205, during a deformation event (i.e., a collision with an object) it is less likely that all cooling will be terminated for any particular cell.\n FIG. 13 illustrates another embodiment of the invention. In this embodiment both the corners of each conduit 1301 and the corners of each channel 1303 within the conduits are rounded. As a result, the large conduit surface area in contact with the battery structures is retained while still achieving a conduit which is less likely to break during deformation.\nAs previously noted, the undercarriage crumple zone of the present invention can be tailored to meet the specific requirements for a particular vehicle design. Therefore a vehicle in which the battery pack is very exposed, for example due to a low mounting location under the vehicle, or in which the battery pack is more likely to encounter more road debris, for example in a sport utility vehicle (SUV), can be provided with more protection than a vehicle in which the battery pack is less exposed or less likely to encounter road debris. Features of the crumple zone that can be altered to achieve the desired characteristics include the number of channels per conduit, width and height of the conduits, cross-sectional shape and size of each channel, cross-sectional shape and size of each conduit, conduit wall thickness (i.e., the thickness of the wall separating the channels from the outer conduit wall), conduit material, lower enclosure panel thickness, and lower enclosure panel material. Preferably the deformable cooling conduits are made from a plastic polymer such as polyethylene or polypropylene. If desired, the material may be treated to improve thermal conductivity, while still retaining its electrically non-conductive properties. The lower enclosure panel is preferably fabricated from a metal such as aluminum or steel, although other materials may be used (e.g., a thermally insulating composite material).\nIn at least one embodiment, and as illustrated in FIG. 14, the performance of the undercarriage crumple zone is enhanced through the inclusion of a ballistic shield 1401 mounted between the lower battery pack enclosure panel 203 and the road surface (not shown). Shield 1401 absorbs some of the impact energy from road debris or other objects prior to those objects striking the outer surface of panel 203. Furthermore, by spacing shield 1401 at some distance from panel 203 as shown in the preferred embodiment, shield 1401 is less likely to be driven into the lower enclosure panel during a strike. Accordingly, while shield 1401 may be mounted to, and in contact with, panel 203, preferably it is spaced between 1 and 15 centimeters apart from panel 203. Shield 1401 may be fabricated from a metal (e.g., aluminum), although preferably a lighter weight material such as a high density plastic is used in order to lower vehicle weight.\n FIG. 15 illustrates a modification of the embodiment shown in FIG. 14. In the illustrated embodiment, a layer of a compressible material 1501 is interposed between shield 1401 and lower enclosure panel 203 to aid in impact energy absorption. Preferably layer 1501 is fabricated from an open- or closed-cell sponge or foam, for example fabricated from silicone or urethane, although other similar low density materials may be used for layer 1501. It should be understood that the It should be understood that while the embodiments illustrated in FIGS. 11-15 utilize the configuration shown in FIG. 7 as the underlying structure, these embodiments may also use a layer of thermally insulating material such as that shown in FIG. 8, or a layer of thermally insulating material as well as a thermally conductive layer placed in contact with the lower surface of each of the cooling conduits as shown in FIGS. 9 and 10.\nIt should be understood that the accompanying figures are only meant to illustrate, not limit, the scope of the invention and should not be considered to be to scale.\nSystems and methods have been described in general terms as an aid to understanding details of the invention. In some instances, well-known structures, materials, and/or operations have not been specifically shown or described in detail to avoid obscuring aspects of the invention. In other instances, specific details have been given in order to provide a thorough understanding of the invention. One skilled in the relevant art will recognize that the invention may be embodied in other specific forms, for example to adapt to a particular system or apparatus or situation or material or component, without departing from the spirit or essential characteristics thereof. Therefore the disclosures and descriptions herein are intended to be illustrative, but not limiting, of the scope of the invention.\n | A battery pack protection system is provided for use with an electric vehicle in which the battery pack is mounted under the car. The system utilizes a plurality of deformable cooling conduits located between the lower surface of each of the batteries and the lower battery pack enclosure panel, with a thermal insulator interposed between the conduits and the lower enclosure panel. A layer of thermally conductive material may be included which is interposed between the cooling conduits and the thermal insulator and in contact with a lower surface of each of the cooling conduits. The cooling conduits are configured to deform and absorb impact energy when an object, such as road debris, strikes the lower surface of the lower battery pack enclosure panel. Further protection may be achieved by positioning a ballistic shield, alone or with a layer of compressible material, under the bottom surface of the battery pack. | US:14/132,179 | https://patentimages.storage.googleapis.com/05/fe/70/093a306d373f74/US9054402.pdf | US:9054402 | Peter Dore Rawlinson | Atieva Inc | US:20020162696:A1, US:20060005695:A1, US:20040016580:A1, US:20090021052:A1, US:20100216004:A1, US:20110052960:A1, US:20130189558:A1, US:20120103714:A1, US:20120160583:A1, US:20140093766:A1, US:20130071705:A1 | 2015-06-09 | 2015-06-09 | 1. A battery pack protection system, comprising:\na battery pack mounted under an electric vehicle, wherein said battery pack is configured to house a plurality of batteries;\na plurality of deformable cooling conduits interposed between a lowermost surface of each of said plurality of batteries and an upper surface of a lower battery pack enclosure panel, wherein integral to each of said plurality of deformable cooling conduits is at least one coolant channel, and wherein said plurality of deformable cooling conduits are configured to deform and absorb impact energy when an object strikes a lower surface of said lower battery pack enclosure panel; and\na thermal insulator interposed between said plurality of deformable cooling conduits and said upper surface of said lower battery pack enclosure panel.\n, a battery pack mounted under an electric vehicle, wherein said battery pack is configured to house a plurality of batteries;, a plurality of deformable cooling conduits interposed between a lowermost surface of each of said plurality of batteries and an upper surface of a lower battery pack enclosure panel, wherein integral to each of said plurality of deformable cooling conduits is at least one coolant channel, and wherein said plurality of deformable cooling conduits are configured to deform and absorb impact energy when an object strikes a lower surface of said lower battery pack enclosure panel; and, a thermal insulator interposed between said plurality of deformable cooling conduits and said upper surface of said lower battery pack enclosure panel., 2. The battery pack protection system of claim 1, wherein said thermal insulator is comprised of a layer of a thermally insulating material with a thermal conductivity of less than 1.0 Wm−1K−1 at 25° C., 3. The battery pack protection system of claim 2, wherein said plurality of deformable cooling conduits are separated from said upper surface of said lower battery pack enclosure panel by a gap, wherein said gap is filled with said layer of said thermally insulating material, and wherein said layer of said thermally insulating material is comprised of air., 4. The battery pack protection system of claim 3, further comprising a plurality of stand-offs within said gap and separating said plurality of deformable cooling conduits from said upper surface of said lower battery pack enclosure panel., 5. The battery pack protection system of claim 1, further comprising a layer of thermally conductive material in contact with each of said plurality of deformable cooling conduits., 6. The battery pack protection system of claim 1, wherein said plurality of deformable cooling conduits are positioned within said battery pack such that coolant within said at least one coolant channel of said plurality of deformable cooling conduits flows within a plane that is substantially parallel to said upper surface of said lower battery pack enclosure panel., 7. The battery pack protection system of claim 1, wherein each of said plurality of batteries utilizes a cylindrical form factor, and wherein said plurality of batteries are positioned within said battery pack such that a cylindrical axis corresponding to each of said plurality of batteries is substantially perpendicular to said lower battery pack enclosure panel., 8. The battery pack protection system of claim 7, wherein said plurality of deformable cooling conduits are positioned within said battery pack such that coolant within said at least one coolant channel of each of said plurality of deformable cooling conduits flows within a plane that is substantially perpendicular to said cylindrical axis corresponding to each of said plurality of batteries., 9. The battery pack protection system of claim 1, wherein each of said plurality of deformable cooling conduits includes a plurality of coolant channels, and wherein each of said plurality of coolant channels has a circular cross-section., 10. The battery pack protection system of claim 1, wherein each of said plurality of deformable cooling conduits includes a plurality of coolant channels, and wherein each of said plurality of coolant channels has a non-circular cross-section., 11. The battery pack protection system of claim 1, wherein each of said plurality of deformable cooling conduits is comprised of a plastic polymer material., 12. The battery pack protection system of claim 11, wherein said plastic polymer material is selected from the group consisting of polyethylene and polypropylene., 13. The battery pack protection system of claim 1, further comprising a ballistic shield mounted under said electric vehicle and below said battery pack, wherein said ballistic shield is interposed between said battery pack and a road surface., 14. The battery pack protection system of claim 13, wherein said ballistic shield is spaced apart from said lower battery pack enclosure panel by a distance within the range of 1 centimeter to 15 centimeters., 15. The battery pack protection system of claim 13, wherein said ballistic shield is fabricated from a metal., 16. The battery pack protection system of claim 13, wherein said ballistic shield is fabricated from a high density plastic., 17. The battery pack protection system of claim 13, further comprising a layer of a compressible material interposed between said ballistic shield and said battery pack., 18. The battery pack protection system of claim 13, wherein said compressible material is selected from the group of materials consisting of open-cell sponge, open-cell foam, closed-cell sponge and closed-cell foam., 19. The battery pack protection system of claim 1, wherein said lower battery pack enclosure panel is comprised of a metal., 20. The battery pack protection system of claim 1, wherein said lower battery pack enclosure panel is comprised of a thermally insulating composite material. | US | United States | Active | H01M10/5016 | True |
| 230 | 高效电动汽车换电站 \n | CN109795459B | NaN | 一种高效电动汽车换电站，包括：停车平台及其前后的上、下坡道，所述停车平台中央设中心通孔，且，所述中心通孔前后的停车平台上对应汽车四个车轮对称设置四个安装通孔；输送辊道，穿设于所述停车平台下方；前轮对中机构、后轮对中机构，分别设置于所述停车平台上前后的安装通孔下；举升机构，包括四个举升装置，分别设置于停车平台的两侧，对应于停车平台上的四个安装通孔；两块举升板，分设于位于停车平台两侧的各两个举升装置上；至少一个电池缓存机构，设于输送辊道端侧；至少一个升降机，设置于行走轨道上，行走轨道设置于电池缓存机构的外侧，并与停车平台轴线平行；至少一个电池仓，设置于升降机的行走轨道旁侧。 | CN:201910190056.0A | https://patentimages.storage.googleapis.com/8a/eb/9f/a4a0dd9c5afbac/CN109795459B.pdf | CN:109795459:B | 杜蓬勃, 吴觉士, 吴煜志 | Zhejiang Jizhi New Energy Automobile Technology Co Ltd | CN:104842962:A, CN:106891865:A, JP:2018154190:A, CN:207496652:U, CN:207535878:U, CN:108177634:A, CN:108177635:A, CN:208469763:U, CN:109334628:A | Not available | 2023-01-17 | 1.一种高效电动汽车换电站，其特征在于，包括：, 停车平台及其前后的上、下坡道，所述停车平台中央设中心通孔，且，所述中心通孔前后的停车平台上对应汽车四个车轮对称设置四个安装通孔，所述停车平台及上坡道的上端面两侧设导向限位杆；, 输送辊道，穿设于所述停车平台下方，输送滚道轴线与所述停车平台轴线插置，输送辊道由若干输送滚筒组成，其中位于中间部分的输送滚筒外露于所述停车平台的中心通孔外；, 前轮对中机构，包括两个第一滚筒组件，分别对应设置于所述停车平台上一侧的两个安装通孔下；, 后轮对中机构，包括两个第二滚筒组件，分别对称设置于所述停车平台上一侧的两个安装通孔下；, 举升机构，包括四个举升装置，分别设置于所述停车平台的两侧，对应于停车平台上的四个安装通孔；两块举升板，分别设置于位于停车平台两侧的各两个举升装置上；, 至少一个电池缓存机构，设置于所述输送辊道端侧；, 至少一个升降机，设置于行走轨道上，该行走轨道设置于所述电池缓存机构的外侧，并与所述停车平台轴线平行；, 至少一个电池仓，设置于所述升降机的行走轨道旁侧；, 其中所述电池缓存机构包括：, 基座，为一长方体形框架结构，其前后侧为敞开，主要有上框架、下框架及两侧框架组成；, 电池缓存升降机构，设置于所述基座上；, 升降座，其为一框架，设置于所述基座内，升降座连接所述电池缓存升降机构；, 两支撑组件，分别设置于所述升降座下两侧，所述支撑组件包括：, 两滑轨及其上滑块，所述两滑轨分别通过上、下安装板分别设置于所述上框架、下框架内侧面的同一侧；, 两支撑杆，形成剪叉式结构，其中一支撑杆的上、下端部枢轴连接于所述上框架、下框架上的上、下安装板上，另一支撑杆的上、下端部分别枢轴连接于上、下安装板上两滑轨上的滑块；, 滚筒组件，设置于所述基座下框架的上端面中央，其包括若干滚筒，沿所述基座轴向并列设置于所述下框架上；所述滚筒为电动滚筒；, 四个托臂组件，两两设置于所述基座的两侧框架的上部两侧，该托臂组件包括：, 两固定板，其一侧设置于所述基座侧框架内侧；, 回转托抓，通过一转轴活动连接于所述两固定板之间，回转托抓一侧位于所述升降座下。, 2.如权利要求1所述的高效电动汽车换电站，其特征在于，设有两个电池缓存机构和两个升降机，该两个电池缓存机构设置于所述输送辊道的两端外侧，该两个升降机分别设置于所述电池缓存机构的外侧，升降机的行走轨道与所述停车平台轴线平行。, 3.如权利要求1所述的高效电动汽车换电站，其特征在于，所述前轮对中机构包括两个第一滚筒组件，分别对应设置于所述停车平台上一侧的两个安装通孔下，所述第一滚筒组件包括：, 第一底板；, 两第一滑轨及其上滑块，两第一滑轨分别设置于所述第一底板两侧；第一滑轨轴线与所述停车平台轴线垂直；, 第一对中支架，呈龙门架结构，包括连接顶板及其两侧板和可推动车轮的第一推板；所述两侧板内侧面分别连接于所述两第一滑轨上的滑块；所述连接顶板及第一支撑板外露于所述停车平台上的安装通孔；, 第一驱动电机，设置于所述第一底板中央，其输出轴连接一丝杆丝母结构，且与第一滑轨平行，所述第一对中支架的连接顶板通过连接件连接该丝母；第一驱动电机为伺服电机；, 两列第一对中滚筒，成V形布置，设置于所述第一底板上、位于两第一滑轨之间，对应所述停车平台上的安装通孔；, 所述后轮对中机构包括两个第二滚筒组件，分别对称设置于所述停车平台上一侧的两个安装通孔下，每个第二滚筒组件包括：, 第二底板；, 两第二滑轨及其上滑块，两第二滑轨分别设置于所述第二底板两侧；第二滑轨轴线与所述停车平台轴线垂直；, 移动板，设置于所述两第二滑轨上的滑块上端面；, 一列第二对中滚筒，设置于所述移动板上的内侧，对应所述停车平台上的安装通孔；, 第二对中支架，呈龙门架结构，包括连接顶板及其两侧板和可推动车轮的第二推板；所述两侧板下端分别连接于所述移动板上的外侧；所述连接顶板及第二推板外露于所述停车平台上的安装通孔；, 第二驱动电机，设置于所述第二底板中央，其输出轴与第二滑轨平行，并通过连接件连接该移动板；第二驱动电机为伺服电机。, 4.如权利要求1所述的高效电动汽车换电站，其特征在于，所述举升装置包括：, 固定底板，其上端面前部竖直设置一固定框架；, 两导轨及其上滑块，该两导轨设置于所述固定框架正面两侧；, 举升臂杆，其一侧设连接板，该连接板连接于所述两导轨上的滑块；, 两组链轮组，并列设置于所述固定框架上，每组链轮组包括上链轮、下链轮，分别通过轴承座设置于所述固定框架上下，并通过一链条联接；, 举升电机及减速机，设置于所述固定框架下部中央，位于两组链轮组之间，所述减速机的两个输出端分别联接所述链轮组的两个下链轮的轮轴；所述举升电机为伺服电机。, 5.如权利要求1所述的高效电动汽车换电站，其特征在于，所述升降机，设置于行走轨道上，其包括：, 移动小车，为一框架结构，其底部前后设行走于所述行走轨道上的车轮，其中位于前部的两车轮通过一车轮轴联接，, 行走电机及减速机，减速机输出轴联接所述车轮轴；, 升降架，为框架结构，活动设置于所述移动小车内，升降架两侧边框上下分别设置导轮，该导轮滑设于所述移动小车框架结构的两侧边框上；, 升降机构，设置于所述移动小车，并连接升降架，带动升降架上下升降；, 至少一个防坠器，设置于所述移动小车框架结构一侧，并连接所述升降架；, 至少一个伸缩货叉，设置于所述升降架内底部，所述伸缩货叉轴线与所述行走轨道轴线垂直布置。, 6.如权利要求5所述的高效电动汽车换电站，其特征在于，所述升降机构包括：, 第一主动链轮、第二主动链轮，串联设置于主动轮轴及轴承座，并安装于所述移动小车顶面一侧，所述主动轮轴一端联接一驱动装置，该主动轮轴与所述行走轨道垂直；, 第一被动链轮，通过第一轮轴及轴承座设置于所述移动小车下部一侧，位于第一主动链轮下方；, 第二被动链轮，通过第二轮轴及轴承座设置于所述移动小车顶面另一侧；, 第一链条，联接于所述第一主动链轮和第一被动链轮上；, 第二链条，其一端连接于所述升降架的一侧，另一侧绕过所述第二被动链轮和第二主动链轮，并通过一连接板连接于所述第一链条上。, 7.如权利要求6所述的高效电动汽车换电站，其特征在于，所述驱动装置包括：, 驱动电机及减速机，设置于所述移动小车顶面一侧；, 两个驱动链轮及其上驱动链条，所述两个驱动链轮分别同轴连接于所述减速机的输出轴及所述串联第一主动链轮、第二主动链轮的主动轮轴。, 8.如权利要求1所述的高效电动汽车换电站，其特征在于，所述电池缓存升降机构为链条提升机构、丝杆及其丝杆驱动电机、气缸或液压缸，其中，所述链条提升机构包括：, 两组上链轮、下链轮及其上链条，所述上、下链轮、通过轮轴座分别设置于所述基座上框架、下框架两侧的中部；, 伺服驱动电机，设置于所述基座上框架上中间，其输出端两端通过两传动轴联接上框架两侧的两上链轮轮轴。, 9.如权利要求1所述的高效电动汽车换电站，其特征在于，还设有至少两个箱式柜体，其中，, 当设有两个箱式柜体时，该两个箱式柜体垂直相交且相互连通布置，所述停车平台设置于其中一个箱式柜体，所述输送辊道跨设于该两个箱式柜体；所述前轮对中机构、后轮对中机构设置于所述停车平台上，所述举升机构位于输送辊道一侧；一个电池仓、一个升降机、一个电池缓存机构依次设置于另一所述箱式柜体内；, 当设有两个箱式柜体时，该两个箱式柜体并列布置，且该两个箱式柜体相对一侧的中部连通；所述停车平台设置于其中一个箱式柜体，所述输送辊道跨设于该两个箱式柜体；所述前轮对中机构、后轮对中机构设置于所述停车平台上，所述举升机构位于输送辊道一侧；一个电池仓、一个升降机及行走轨道、一个电池缓存机构设置于另一所述箱式柜体内，其中，所述电池缓存机构位于输送辊道外端侧，所述行走轨道沿箱式柜体长度方向设置，所述电池仓位于所述行走轨道一侧；, 当设有三个箱式柜体时，该第一～第三箱式柜体并列布置，且，该三个箱式柜体之间的中部贯通；所述停车平台设置于第一箱式柜体内，所述前轮对中机构、后轮对中机构设置于所述停车平台上，所述输送辊道跨设于第一、第二箱式柜体中部，所述举升机构位于输送辊道一侧；所述升降机及行走轨道、电池缓存机构设置于第二箱式柜体内，所述行走轨道沿第二箱式柜体长度方向设置，所述电池缓存机构位于输送辊道外端侧，所述电池仓位于第三箱式柜体内，对应所述行走轨道一侧；, 当设有四个箱式柜体时，其中，第一～第三箱式柜体并列设置于第四箱式柜体一侧；第一～第三箱式柜体之间的中部贯通，以此供所述行走轨道跨设于该三个箱式柜体内；所述电池仓设置于所述第一箱式柜体内、行走轨道一侧，所述升降机设置于所述第三箱式柜体内；第二箱式柜体与第四箱式柜体的中部贯通，所述输送辊道跨设第二箱式柜体与第四箱式柜体之间，所述电池缓存机构设置于所述第二箱式柜体内，位于所述输送辊道外端侧；所述停车平台设置于第四箱式柜体内，所述前轮对中机构、后轮对中机构设置于所述停车平台上，所述举升机构位于输送辊道一侧；, 当设有五个箱式柜体时，该第一～第五箱式柜体并列布置，且第一～第五箱式柜体之间的中部贯通；所述输送辊道跨设于第二、第三、第四箱式柜体，所述停车平台设置于第三箱式柜体内，所述前轮对中机构、后轮对中机构设置于所述停车平台上，所述举升机构位于输送辊道一侧；所述升降机及行走轨道、电池缓存机构分别设置于第二、第四箱式柜体内，所述行走轨道沿第二、第四箱式柜体长度方向设置，所述电池缓存机构位于输送辊道外端侧，所述电池仓位于第一、第五箱式柜体内，对应所述行走轨道一侧；, 当设有七个箱式柜体时，其中，第一箱式柜体的两侧各设置三个箱式柜体即第二～第七箱式柜体，第二～第四箱式柜体、第五～第七箱式柜体分别并列布置，且第二～第四箱式柜体、第五～第七箱式柜体之间的中部贯通，第二～第四箱式柜体、第五～第七箱式柜体之间中部各设置一行走轨道；第三、第六箱式柜体与第一箱式柜体中部贯通，所述输送辊道跨设于第三、第六箱式柜体与第一箱式柜体中部；所述电池仓设置于所述第一、第五箱式柜体内、行走轨道一侧，两个升降机分别设置于所述第三、第七箱式柜体内。 | CN | China | Active | Y | True |
| 231 | Electric vehicle routing system \n | US10976170B2 | This application claims priority under 35 USC § 119 to United Kingdom (GB) Application No. 1806205.9, filed on Apr. 16, 2018, the disclosure of which is incorporated herein by reference in its entirety.\nThe present disclosure relates to vehicle routing. In particular, but not exclusively, the present disclosure relates to electric vehicle routing systems.\nThere has been a broad move globally towards reducing the emissions of vehicles, which has been spurred by the need to create healthier cities and to tackle the environmental impact of travel. There have been a number of technologies developed to reduce emissions, such as hybrid drivetrains, all-electric vehicles and hydrogen cells. The following countries have already legislated against all internal combustion engine sales (including internal combustion hybrid drivetrains):\nNorway in 7 years\nNetherland, Germany and India in 12 years\nScotland in 14 years\nEngland, Wales and France in 22 years\nCurrently, more than 99% of zero emission vehicles sold globally are all-electric vehicles with less than half a percent being hydrogen cell based.\nIt is likely that over the next 5 to 20 years the adoption of electric vehicles will surge to become the dominant choice. Currently, the infrastructure to support recharging of electric vehicles is sparse and fragmented. There are few ‘fast’ chargers, and those are still far from fast compared to conventional refueling and tend to be tied to certain car marques. Despite the continued roll out of new charging infrastructure it is likely that the difficulty in navigating the charging network will remain a barrier to the widespread adoption and use of electric vehicles for some time to come.\nAs the charging network becomes more prevalent and electric vehicle ranges increase, being able to effortlessly and reliably plan trips through the charging network will remain critically important for the adoption of cheaper, lower range vehicles.\nEven once charging infrastructure is as fast and as prevalent as current petrol stations, effective route finding will still play a role in improving the energy efficiency of the entire vehicle fleet.\nEffective and accurate charge based routing is important for human drivers, and even more so for autonomous driving.\nAccording to a first aspect of the present disclosure, there is provided an electric vehicle routing system comprising: a route determination module; an electric vehicle battery status monitoring module; a road network storage database for storing data associated with a road network; a charging network storage database for storing data associated with a plurality of electric vehicle battery charging locations in the road network; and a graphical user interface (GUI) module, the route determination module being configured to: receive, via the GUI module, user input data defining, for a desired journey of a vehicle in which the vehicle routing system is installed, a start location in the road network, a destination location in the road network, and at least one waypoint in the road network; receive, from the vehicle battery status monitoring module, at least one parameter associated with a status of a battery of the vehicle; retrieve data from the road network storage database; retrieve data from the charging network storage database; on the basis of the received user input data, the data received from the vehicle battery status monitoring module, the data retrieved from the road network storage database and the data retrieved from the charging network storage database, determine at least one route in the road network from the start location to the destination location via the at least one waypoint; and transmit data associated with the at least one determined route to the GUI module, the transmitted data being operable to cause the GUI module to display data indicative of the at least one determined route.\nAccording to a second aspect of the present disclosure, there is provided a method of operating an electric vehicle routing system, the system comprising: a route determination module; an electric vehicle battery status monitoring module; a road network storage database for storing data associated with a road network; a charging network storage database for storing data associated with a plurality of electric vehicle battery charging locations in the road network; and a graphical user interface (GUI) module, the method comprising, at the route determination module: receiving, via the GUI module, user input data defining, for a desired journey of a vehicle in which the vehicle routing system is installed, a start location in the road network, a destination location in the road network, and at least one waypoint in the road network; receiving, from the vehicle battery status monitoring module, at least one parameter associated with a status of a battery of the vehicle; retrieving data from the road network storage database; retrieving data from the charging network storage database; on the basis of the received user input data, the data received from the vehicle battery status monitoring module, the data retrieved from the road network storage database and the data retrieved from the charging network storage database, determining at least one route in the road network from the start location to the destination location via the at least one waypoint; and transmitting data associated with the at least one determined route to the GUI module, the transmitted data being operable to cause the GUI module to display data indicative of the at least one determined route.\nAccording to a third aspect of the present disclosure, there is provided a non-transitory computer-readable medium comprising a set of instructions, which, when executed by a processor of a computerized device, cause the computerized device to perform a method of operating an electric vehicle routing system, the system comprising: a route determination module; an electric vehicle battery status monitoring module; a road network storage database for storing data associated with a road network; a charging network storage database for storing data associated with a plurality of electric vehicle battery charging locations in the road network; and a graphical user interface (GUI) module, the method comprising, at the route determination module: receiving, via the GUI module, user input data defining, for a desired journey of a vehicle in which the vehicle routing system is installed, a start location in the road network, a destination location in the road network, and at least one waypoint in the road network; receiving, from the vehicle battery status monitoring module, at least one parameter associated with a status of a battery of the vehicle; retrieving data from the road network storage database; retrieving data from the charging network storage database; on the basis of the received user input data, the data received from the vehicle battery status monitoring module, the data retrieved from the road network storage database and the data retrieved from the charging network storage database, determining at least one route in the road network from the start location to the destination location via the at least one waypoint; and transmitting data associated with the at least one determined route to the GUI module, the transmitted data being operable to cause the GUI module to display data indicative of the at least one determined route.\nAccording to a fourth aspect of the present disclosure, there is provided an electric vehicle routing system comprising: a route determination module; an electric vehicle battery status monitoring module; a road network storage database for storing data associated with a road network; a charging network storage database for storing data associated with a plurality of electric vehicle battery charging locations in the road network; and a graphical user interface (GUI) module, the route determination module being configured to: receive, via the GUI module, user input data defining, for a desired journey of a vehicle in which the vehicle routing system is installed, a start location in the road network, and a destination location in the road network; receive, from the vehicle battery status monitoring module, at least one parameter associated with a status of a battery of the vehicle, the at least one received parameter indicating a current temperature of the battery; retrieve data from the road network storage database; retrieve data from the charging network storage database; on the basis of the received user input data, the data received from the vehicle battery status monitoring module, the data retrieved from the road network storage database and the data retrieved from the charging network storage database, determine at least one route in the road network from the start location to the destination location; and transmit data associated with the at least one determined route to the GUI module, the transmitted data being operable to cause the GUI module to display data indicative of the at least one determined route.\nAccording to a fifth aspect of the present disclosure, there is provided an electric vehicle routing system comprising: a route determination module; an electric vehicle battery status monitoring module; a road network storage database for storing data associated with a road network; a charging network storage database for storing data associated with a plurality of electric vehicle battery charging locations in the road network; and a graphical user interface (GUI) module, the route determination module being configured to: receive, via the GUI module, user input data defining, for a desired journey of a vehicle in which the vehicle routing system is installed, a start location in the road network, and a destination location in the road network; receive, from the vehicle battery status monitoring module, at least one parameter associated with a status of a battery of the vehicle; retrieve data from the road network storage database; retrieve data from the charging network storage database; on the basis of the received user input data, the data received from the vehicle battery status monitoring module, the data retrieved from the road network storage database and the data retrieved from the charging network storage database, determine at least one route in the road network from the start location to the destination location; and transmit data associated with the at least one determined route to the GUI module, the transmitted data being operable to cause the GUI module to display data indicative of the at least one determined route.\nAccording to a sixth aspect of the present disclosure, there is provided a device for determining routes in a road network, the device comprising: a route determination module; a wireless transceiver; and a graphical user interface (GUI) module, the GUI module being configured to receive user input data defining, for a desired journey, a start location in the road network and a destination location in the road network, the wireless transceiver being configured to: receive, at least one parameter associated with a status of a battery of a vehicle; receive data from a road network storage database; and receive data from a charging network storage database associated with a plurality of electric vehicle battery charging locations in the road network, the route determination module being configured to: on the basis of the received user input data, the received at least one vehicle battery status parameter, the data received from the road network storage database and the data received from the charging network storage database, determine at least one route in the road network from the start location to the destination location; and provide data associated with the at least one determined route to the GUI module, the provided data being operable to cause the GUI module to display data indicative of the at least one determined route.\nFeatures described in relation to one embodiment of the present disclosure may be incorporated into other embodiments of the present disclosure. For example, the method of one or more embodiments may incorporate any of the features described with reference to the apparatus of one or more embodiments and vice versa.\nEmbodiments of the present disclosure will now be described by way of example only with reference to the accompanying drawings of which:\n FIG. 1 shows a system diagram according to embodiments;\n FIG. 2A shows a route plan according to embodiments;\n FIG. 2B shows a route plan according to embodiments;\n FIG. 2C shows a route plan according to embodiments;\n FIG. 2D shows a route plan according to embodiments;\n FIG. 2E shows a node network according to embodiments;\n FIG. 3 shows a route plan according to embodiments; and\n FIG. 4 shows a node network according to embodiments.\n FIG. 1 shows a system diagram according to embodiments. FIG. 1 depicts a system 100 comprising an electric vehicle routing system 102, an electric vehicle battery 118 and a server 120.\nElectric vehicle routing system 102 comprises a route determination module 104, an electric vehicle battery status monitoring module 106, a road network storage database 108, a charging network storage database 110, a graphical user interface (GUI) module 112, a Global Positioning System (GPS) module 114, and a wireless network transceiver 116. Data communication between the various components/modules of electric vehicle routing system 102 is facilitated via one or more data links/busses (not shown) connecting the components/modules to each other.\nIn embodiments, electric vehicle routing system 102 is installed in an electric vehicle (not shown). An electric motor of the electric vehicle is powered by electric vehicle battery 118. Electric vehicle battery status monitoring module 106 monitors the current charge energy of electric vehicle battery 118 via link 106A and provides data associated with a status of electric vehicle battery 118 to route determination module 104.\nRoad network storage database 108 stores data associated with a road network, for example data defining road names, road intersections, road distances, road types, etc. for roads within one or more territorial limits such as the United Kingdom road network.\nCharging network storage database 110 stores data associated with a plurality of electric vehicle battery charging locations in the road network, for example locations in the road network where one or more charging stations offer charging facilities for electric vehicle batteries.\n Route determination module 104 comprises electronic circuitry (not shown), one or more processors 104A and one or more memories 104B for providing data processing and data storage capabilities in relation to embodiments, for example embodiments involving determining routes for an electric vehicle through the road network.\n GUI module 112 provides a display capability for displaying data/information to a user of electric vehicle routing system 102. In embodiments where electric vehicle routing system 102 is installed in an electric vehicle, the user may for example be the driver of the vehicle or a passenger in the vehicle. GUI module 112 may comprise an interface which allows for capture of user input, for example a touch-screen user interface or a voice interface, for example enabling a user to specify a destination in the road network they would like to travel to in the electric vehicle. A user may also specify one or more waypoints to be visited en route. Waypoints are places that a user would like to stop at during their journey to the destination, for example where a hotel for the night is located, where a preferred restaurant for lunch is located, etc. In general, a user would not specify electric vehicle battery charging locations as waypoints.\n GPS module 114 provides electric vehicle routing system 102 with functionality to locate and track the geographical positioning of an electric vehicle in which electric vehicle routing system 102 is installed via a wireless link communication 114A with a GPS satellite network (not shown). The geographical positioning can then be used to identify a location of the vehicle in the road network.\n Wireless network transceiver 116 provides electric vehicle routing system 102 with functionality to communicate wirelessly via one or more wireless communication links 116A with one or more networks (not shown), for example mobile telephony (‘cellular’) networks, radio networks (such as for receiving Radio Data System (RDS) data on current road network traffic conditions), Wi-fi networks, the Internet, etc.\nIn embodiments, server 120 provides support services to electric vehicle routing system 102 via a wireless communication link 120C. Server 120 comprises one or more processors 120A and one or more memories 120B for use in providing support services to electric vehicle routing system 102.\nOne example support service is a road network data update service for providing updates on the road network such as new roads, road closures, etc.\nAnother example support service is a road network traffic conditions service which dynamically notifies electric vehicle routing system 102 of traffic jams, roadworks, etc. in the road network.\nAnother example support service is an electric vehicle battery charging location update service, for example for notifying electric vehicle routing system 102 of new charging locations in the road network. The electric vehicle battery charging location update service can also notify electric vehicle routing system 102 of updates in charging facilities, for example an increase in number of charging outlets at charging locations, or an upgrade (for example from slow chargers to fast chargers) to charging outlets. The electric vehicle battery charging location update service may also dynamically notify electric vehicle routing system 102 of current waiting times at charging locations.\nIn embodiments, route determination module 104 is configured to receive, via GUI module 112, user input data defining, for a desired journey of a vehicle in which the vehicle routing system is installed, a start location in the road network, a destination location in the road network, and at least one waypoint in the road network. Route determination module 104 is configured to receive, from vehicle battery status monitoring module 106, at least one parameter associated with a status of a battery of the vehicle, retrieve data from road network storage database 108, and retrieve data from charging network storage database 110. Route determination module 104 is configured to, on the basis of the received user input data, the data received from vehicle battery status monitoring module 106, the data retrieved from road network storage database 108 and the data retrieved from charging network storage database 110, determine at least one route in the road network from the start location to the destination location via the at least one waypoint. Route determination module 104 is configured to transmit data associated with the at least one determined route to GUI module 112. The data transmitted data to GUI module 112 is operable to cause GUI module 112 to display data indicative of the at least one determined route. A user is then able to follow the displayed at least one determined route in the electric vehicle.\nThe at least one parameter associated with a status of a battery of the vehicle received from vehicle battery status monitoring module 106 may for example comprise a parameter associated with a current charge energy of the vehicle battery, a current temperature of the vehicle battery, a difference from full charge energy of the vehicle battery, a difference from zero charge energy of the vehicle battery, a difference from a minimum allowed charge energy of the vehicle battery, etc. Multiple parameters associated with the battery of the vehicle may be received from vehicle battery status monitoring module 106 and used by route determination module 104 to determine at least one route in the road network from the start location to the destination location via the at least one waypoint.\n FIG. 2A shows a route plan according to embodiments. The example route plan depicted in FIG. 2A shows a user who wants to travel from a start location to a destination location. Two potential charging locations (Charger 1, Charger 2) are shown. Initially, an optimal route is determined from the start location to the destination location, for example using a conventional route finding algorithm such as Dijkstra, A*, etc.\n FIG. 2B shows a route plan according to embodiments. An optimal path from the start location to each charger and from each charger to the destination location is determined as depicted in FIG. 2B. In embodiments, the determining comprises first determining at least one first path from the start location to one or more electric vehicle battery charging locations in the plurality of electric vehicle battery charging locations. In embodiments, the determining comprises second determining at least one second path from one or more electric vehicle battery charging locations in the plurality of electric vehicle battery charging locations to the destination location. In embodiments, an electric vehicle battery charging location is defined as a function which returns the time required to get from say a charge a to say a charge b.\n FIG. 2C shows a route plan according to embodiments. An optimal route from each charger to the other is determined as depicted in FIG. 2C. In embodiments, the determining comprises third determining at least one third path from one or more electric vehicle battery charging locations in the plurality of electric vehicle battery charging locations to one or more other electric vehicle battery charging locations in the plurality of electric vehicle battery charging locations.\n FIG. 2D shows a route plan according to embodiments. One or more cost parameter details (or ‘physical cost parameters’) are then associated with each path which can be used in the calculation of the energy used to traverse them. The example embodiments of FIG. 2D depict just distance and time costs parameters for simplicity, but any number of other costs parameters may additionally or alternatively be employed. In embodiments, the determining comprises associating one or more cost parameters with the at least one first path, the at least one second path and the at least one third path. The one or more cost parameters for a given path may for example comprise one or more of a distance travelled, a time taken, an elevation change, a distance travelled in one or more compass directions, an energy saving parameter associated with an induction charging road, etc.\n FIG. 2E shows a node network according to embodiments. The details of each path are temporarily disregarded and the route plan is represented as a network of nodes (or graph) where each node (or vertex) is the start location, the destination location or a charging location, and each edge between nodes of the node network is the distance, time, etc. to traverse between nodes as depicted in FIG. 2E. In embodiments, the determining comprises representing the start location, one or more of the electric vehicle battery charging locations in the plurality of electric vehicle battery charging locations and the destination location as nodes in a node network with paths between each node. In embodiments, the determining comprises calculating a minimum cost metric from the start location node to one or more other nodes in the node network by traversing paths in the node network from the start location node to the one or more other nodes in the node network. In embodiments, the calculating comprises accumulating the one or more cost parameters associated with each traversed path.\nIn the paragraphs above describing the embodiments of FIGS. 2B to 2E, one or more charging locations/nodes are referred to. In various embodiments, the number of charging locations/nodes which are included in the one or more charging locations/nodes varies from a subset of all other charging locations/nodes to all of the other charging locations/nodes. The subset may just include a single charging locations/node or may include multiple charging locations/nodes. In some embodiments, one or more reachability heuristics are employed to limit the number/extent of the one or more charging locations/nodes; one such example heuristic could be nodes within a certain Euclidean distance of a theoretical maximum range.\nThe minimum cost from the start location node to other nodes is calculated by accumulating the current energy of the vehicle, the energy consumed and the energy charged as the node network is iterated through, for example using a breadth first search. In embodiments, the calculating comprises accumulating a plurality of cost parameters for each traversed path. In embodiments, the calculating is carried out at least in part using a breadth first search process for each cost parameter.\nThe calculating may for example be described by the following pseudocode:\n\n\n\n\n\n\n \n \n\n\n\n \nactiveVertices = [startVertex]\n\n\n \nresults = [startVertex −> Cost(startEnergy)]\n\n\n \nwhile activeVertices is not empty:\n\n\n\n\n \ncurrentVertext =\n\n\n\n\n \nactiveVertices with lowest cost in results\n\n\n\n\n \nremove currentVertex from activeVertices\n\n\n \ncurrentCost = results[currentVertex]\n\n\n \nsteps = find reachable steps from currentVertex\n\n\n\n\n \ngiven current currentCost charge and energy\n\n\n \nprofile of vehicle\n\n\n\n\n \nfor each step:\n\n\n\n\n \ncostToStep = step cost + currentCost\n\n\n \nif costToStep is more optimal than in current\n\n\n\n\n \nresults for step destination\n\n\n\n\n \nor there is no existing results for step\n\n\n\n\n \ndestination then:\n\n\n \nadd the destination to activeVertices\n\n\n \nset the cost for step destination in\n\n\n\n\n \nresults to the costToStep\n\n\n \n \n\n\n\n\n\nIn embodiments, the calculating is carried out at last in part on an initial charge energy of the battery of the vehicle. In embodiments, the calculating comprises calculating a decrease in charge energy of the battery of the vehicle due to charge energy consumed when traversing each path. In embodiments, the calculating comprises calculating an increase in charge energy of the battery of the vehicle due to charge energy added when charging the battery at each respective electric vehicle battery charging location. In embodiments, the calculating comprises identifying which path traversals are on the lowest cost route from the start location node to each other node in the node network.\nIn embodiments, the calculating is carried out at least on the basis of one or more parameters associated with a current state of the vehicle. The one or more parameters associated with a current state of the vehicle comprise one or more of vehicle battery temperature, elevation change, wind direction, and ambient temperature.\nIn embodiments, the calculating comprises dynamically calculating which path traversals are viable and which path traversals are not viable and pruning path traversals which are not viable from the node network.\nIn embodiments, the dynamic calculating comprises, for each path traversal from a given electric vehicle battery charging location node, first calculating whether the charge energy consumed traversing from the given electric vehicle battery charging location node to a given other node is greater than the maximum charge energy of the electric vehicle battery minus a minimum allowed charge energy for the electric vehicle battery, and in response to a positive first calculation, concluding that the respective path traversal is not viable.\nIn embodiments, in response to a negative first calculation, the dynamic calculating comprises second calculating whether the charge energy consumed traversing from the given electric vehicle battery charging location node to the given other node is lower than a current predicted charge energy of the electric vehicle battery minus the minimum allowed charge energy for the electric vehicle battery, and in response to a positive second calculation, concluding that the respective path traversal is viable without charging.\nIn embodiments, in response to a negative second calculation, the dynamic calculating comprises concluding that the respective path traversal is viable with a cost equal to the cost of charging the electric vehicle battery with the minimum charge energy required for reaching the given other node from the given electric vehicle battery charging location node plus the charge energy consumed traversing from the given electric vehicle battery charging location node to the given other node.\nSome embodiments may not produce an optimal route where the route contains at least one fast charger which does not give the vehicle enough range to reach the destination followed subsequently by a slower charger. Whilst embodiments will still find a route to the destination, it may be slower than if the vehicle had charged fully at the faster charger before proceeding to the slower charger. This particular scenario can be avoided by modifying the dynamic calculating such that instead of employing the following pseudocode:\n\n\n\n\n\n\n \n \n\n\n\n \n...\n\n\n \nthere is a viable route whose cost is\n\n\n \nthe edge cost plus the cost to charge\n\n\n \nfor the minimum amount of time necessary\n\n\n \nto reach the target vertex\n\n\n \n...\n\n\n \n \n\n\n\n\n\nthe following pseudocode is used instead:\n\n\n\n\n\n\n \n \n\n\n\n \n...\n\n\n \nthere is a viable route whose cost is\n\n\n \nthe edge cost plus the cost to charge\n\n\n \nfor the minimum amount of time necessary\n\n\n \nto reach the target vertex plus another\n\n\n \nviable route to a copy of the target\n\n\n \nwhose cost is the edge cost plus the\n\n\n \ncost to charge fully when the target\n\n\n \nis a slower charger\n\n\n \n...\n\n\n \n \n\n\n\n\n\nIn embodiments, the given electric vehicle battery charging location node is associated with a relatively fast charger and the given other node is associated with a relatively slow charger; in such embodiments, in response to a negative second calculation, the dynamic calculating comprises creating an additional node in the node network comprising a copy of the given other node, creating an additional viable path in the node network from the given electric vehicle battery charging location node to the additional node, and allocating, to the additional viable path, a cost equal to the cost of charging the vehicle battery to full charge energy plus the charge energy consumed traversing from the given electric vehicle battery charging location node to the given other node.\nIn embodiments, the dynamic calculating comprises, for each path traversal from a given non-electric vehicle battery charging location node, third calculating whether the charge energy consumed traversing from the given non-electric vehicle battery charging location node to another node is greater than a current predicted charge energy of the electric vehicle battery minus the minimum allowed charge energy for the electric vehicle battery, and in response to a positive third calculation, concluding that the respective path traversal is not viable, and in response to a negative third calculation, concluding that the respective path traversal is viable.\nIn embodiments, the minimum allowed charge energy for the electric vehicle battery is defined according to received user input data. The input data may be received from a user via GUI module 112. The minimum allowed charge energy may be entered by a user per journey or may be entered for multiple or all journeys by a user and stored in memory 104B. The minimum allowed charge energy may for example comprise 10% or 5% of the full charge energy of electric vehicle battery 118. The minimum allowed charge energy may for example default to a value such as 2%, 1% or 0%.\nIn embodiments, the calculating is carried out at least in part on a predicted time taken to wait for a vehicle battery charger to become available at a respective electric vehicle battery charging location. In embodiments, the cost to charge includes a prediction of the time taken to wait for a charger to become available. This prediction can be based upon the start time of the trip plus the estimate of the time to reach the charging node based upon the steps taken to reach it. This prediction could include live data from server 120 which may receive data from currently planned trips from all users and combines this with historic data on usage and wait times at each charger.\nIn embodiments, the dynamic calculating comprises allocating a cost penalty for each electric vehicle battery charging location node which is traversed. In embodime | An electric vehicle routing system comprising a route determination module configured to receive, via a graphical user interface (GUI) module, user input data defining, for a desired journey of a vehicle in which the vehicle routing system is installed, a start location in a road network, a destination location in the road network, and at least one waypoint in the road network. On the basis of the received user input data, data received from a vehicle battery status monitoring module, data retrieved from a road network storage database and data retrieved from a charging network storage database, the route determination module determines at least one route in the road network from the start location to the destination location via the at least one waypoint and transmits data associated with the at least one determined route to the GUI module. | US:16/046,755 | https://patentimages.storage.googleapis.com/08/d6/ef/32de45696f18c7/US10976170.pdf | US:10976170 | David MORGAN-BROWN | Morgan Brown Consultancy Ltd | US:5815824, US:20050228553:A1, US:20090107743:A1, US:20080262667:A1, US:20110022260:A1, US:20120158299:A1, US:20100286909:A1, US:8564454, US:20110241824:A1, US:20130046457:A1, US:20120173135:A1, US:20120173134:A1, US:8612140, US:9335179, US:20130006677:A1, US:20140156108:A1, US:20140278103:A1, US:9821791, US:20130204525:A1, US:20150073636:A1, US:20130261953:A1, US:20130342310:A1, US:20130345945:A1, US:20140107913:A1, US:20140163877:A1, US:20140288743:A1, US:20160003631:A1, US:20150045985:A1, US:20150066258:A1, US:20150226572:A1, US:20150241233:A1, US:20150266379:A1, US:20150291047:A1, US:20150354974:A1, US:20160084662:A1, US:20170088000:A1, US:20190157882:A1, US:20180045533:A1, US:20190178663:A1, US:20180157963:A1, US:20190263288:A1, US:20190294173:A1, US:20190316924:A1, US:20200164855:A1 | 2021-04-13 | 2021-04-13 | 1. An electric vehicle routing system, comprising:\na route determination module;\nan electric vehicle battery status monitoring module;\na road network storage database for storing data associated with a road network;\na charging network storage database for storing data associated with a plurality of electric vehicle battery charging locations in the road network; and\na graphical user interface (GUI) module,\nwherein the route determination module is configured to:\nreceive, via the GUI module, user input data defining, for a desired journey of a vehicle in which the electric vehicle routing system is installed, a start location in the road network, a destination location in the road network, and at least one waypoint in the road network;\nreceive, from the electric vehicle battery status monitoring module, at least one parameter associated with a status of a battery of the vehicle;\nretrieve data from the road network storage database;\nretrieve data from the charging network storage database;\nidentify a first subset of electric vehicle battery charging locations from the data retrieved from the charging network storage database to be ignored for a route determination, and a second subset of electric vehicle battery charging locations from the data retrieved from the charging network storage database to be used for the route determination;\non the basis of the received user input data, the data received from the electric vehicle battery status monitoring module, the data retrieved from the road network storage database, and the second subset of electric vehicle battery charging locations from the data retrieved from the charging network storage database, determine at least one route in the road network from the start location to the destination location via the at least one waypoint; and\ntransmit data associated with the at least one determined route to the GUI module, the transmitted data being operable to cause the GUI module to display data indicative of the at least one determined route.\n\n, a route determination module;, an electric vehicle battery status monitoring module;, a road network storage database for storing data associated with a road network;, a charging network storage database for storing data associated with a plurality of electric vehicle battery charging locations in the road network; and, a graphical user interface (GUI) module,, wherein the route determination module is configured to:\nreceive, via the GUI module, user input data defining, for a desired journey of a vehicle in which the electric vehicle routing system is installed, a start location in the road network, a destination location in the road network, and at least one waypoint in the road network;\nreceive, from the electric vehicle battery status monitoring module, at least one parameter associated with a status of a battery of the vehicle;\nretrieve data from the road network storage database;\nretrieve data from the charging network storage database;\nidentify a first subset of electric vehicle battery charging locations from the data retrieved from the charging network storage database to be ignored for a route determination, and a second subset of electric vehicle battery charging locations from the data retrieved from the charging network storage database to be used for the route determination;\non the basis of the received user input data, the data received from the electric vehicle battery status monitoring module, the data retrieved from the road network storage database, and the second subset of electric vehicle battery charging locations from the data retrieved from the charging network storage database, determine at least one route in the road network from the start location to the destination location via the at least one waypoint; and\ntransmit data associated with the at least one determined route to the GUI module, the transmitted data being operable to cause the GUI module to display data indicative of the at least one determined route.\n, receive, via the GUI module, user input data defining, for a desired journey of a vehicle in which the electric vehicle routing system is installed, a start location in the road network, a destination location in the road network, and at least one waypoint in the road network;, receive, from the electric vehicle battery status monitoring module, at least one parameter associated with a status of a battery of the vehicle;, retrieve data from the road network storage database;, retrieve data from the charging network storage database;, identify a first subset of electric vehicle battery charging locations from the data retrieved from the charging network storage database to be ignored for a route determination, and a second subset of electric vehicle battery charging locations from the data retrieved from the charging network storage database to be used for the route determination;, on the basis of the received user input data, the data received from the electric vehicle battery status monitoring module, the data retrieved from the road network storage database, and the second subset of electric vehicle battery charging locations from the data retrieved from the charging network storage database, determine at least one route in the road network from the start location to the destination location via the at least one waypoint; and, transmit data associated with the at least one determined route to the GUI module, the transmitted data being operable to cause the GUI module to display data indicative of the at least one determined route., 2. The electric vehicle routing system according to claim 1, wherein in order to determine the at least one route in the road network, the route determination module is further configured to determine at least one first path from the start location to one or more electric vehicle battery charging locations in the plurality of electric vehicle battery charging locations., 3. The electric vehicle routing system according to claim 2, wherein in order to determine the at least one route in the road network, the route determination module is further configured to determine at least one second path from one or more electric vehicle battery charging locations in the plurality of electric vehicle battery charging locations to the destination location., 4. The electric vehicle routing system according to claim 3, wherein in order to determine the at least one route in the road network, the route determination module is further configured to determine at least one third path from one or more electric vehicle battery charging locations in the plurality of electric vehicle battery charging locations to one or more other electric vehicle battery charging locations in the plurality of electric vehicle battery charging locations., 5. The electric vehicle routing system according to claim 4, wherein in order to determine the at least one route in the road network, the route determination module is further configured to associate one or more cost parameters with the at least one first path, the at least one second path, and the at least one third path., 6. The electric vehicle routing system according to claim 5, wherein the one or more cost parameters comprise one or more of:\na distance travelled,\na time taken,\nan elevation change, and\na distance travelled in one or more compass directions.\n, a distance travelled,, a time taken,, an elevation change, and, a distance travelled in one or more compass directions., 7. The electric vehicle routing system according to claim 5, wherein in order to determine the at least one route in the road network, the route determination module is further configured to:\ndetermine a node network with edges between each node in the node network comprising at least the start location, one or more of the electric vehicle battery charging locations of the plurality of electric vehicle battery charging locations, and the destination location as nodes within the node network; and\ncalculate a minimum cost metric from a start location node in the node network to one or more other nodes in the node network by calculating one or more cost parameters associated with one or more edges in the node network between the start location node and the one or more other nodes in the node network.\n, determine a node network with edges between each node in the node network comprising at least the start location, one or more of the electric vehicle battery charging locations of the plurality of electric vehicle battery charging locations, and the destination location as nodes within the node network; and, calculate a minimum cost metric from a start location node in the node network to one or more other nodes in the node network by calculating one or more cost parameters associated with one or more edges in the node network between the start location node and the one or more other nodes in the node network., 8. The electric vehicle routing system according to claim 7, wherein in order to calculate a minimum cost metric, the route determination module is further configured to use, at least in part, a breadth first search process for each cost parameter., 9. The electric vehicle routing system according to claim 7, wherein in order to calculate a minimum cost metric, the route determination module is further configured to determine an initial charge energy of the battery of the vehicle., 10. The electric vehicle routing system according to claim 7, wherein in order to calculate a minimum cost metric, the route determination module is further configured to calculate a decrease in charge energy of the battery of the vehicle due to charge energy consumed when traversing each of the edges in the node network., 11. The electric vehicle routing system according to claim 7, wherein in order to calculate a minimum cost metric, the route determination module is further configured to calculate an increase in charge energy of the battery of the vehicle due to charge energy added when charging the battery at each of the one or more of the electric vehicle battery charging locations in the plurality of electric vehicle battery charging locations., 12. The electric vehicle routing system according to claim 7, wherein in order to calculate a minimum cost metric, the route determination module is further configured to determine one or more parameters associated with a current state of the vehicle., 13. The electric vehicle routing system according to claim 12, wherein the one or more parameters associated with a current state of the vehicle comprise one or more of:\na vehicle battery temperature,\nan elevation change,\na wind direction, and\nan ambient temperature.\n, a vehicle battery temperature,, an elevation change,, a wind direction, and, an ambient temperature., 14. The electric vehicle routing system according to claim 7, wherein in order to calculate a minimum cost metric, the route determination module is further configured to identify one or more edges on a lowest cost route from the start location node to each other node in the node network., 15. The electric vehicle routing system according to claim 7, wherein in order to calculate a minimum cost metric, the route determination module is further configured to:\ndynamically calculate which of the edges in the node network are viable and which of the edges are not viable; and\nprune any edge of the edges in the node network that is not viable from the node network.\n, dynamically calculate which of the edges in the node network are viable and which of the edges are not viable; and, prune any edge of the edges in the node network that is not viable from the node network., 16. The electric vehicle routing system according to claim 15, wherein in order to dynamically calculate which of the edges in the node network are viable and which of the edges in the node network are not viable, the route determination module is further configured to, for each respective edge in the node network from a given electric vehicle battery charging location node to another node in the node network:\ndetermine that the respective edge is not viable if a charge energy consumed from the given electric vehicle battery charging location node to the another node via the respective edge is greater than a maximum charge energy of an electric vehicle battery minus a minimum allowed charge energy for the electric vehicle battery.\n, determine that the respective edge is not viable if a charge energy consumed from the given electric vehicle battery charging location node to the another node via the respective edge is greater than a maximum charge energy of an electric vehicle battery minus a minimum allowed charge energy for the electric vehicle battery., 17. The electric vehicle routing system according to claim 16, wherein the route determination module is further configured to:\ndetermine that the respective edge is not viable without charging if the charge energy consumed from the given electric vehicle battery charging location node to the another node via the respective edge is greater than a current predicted charge energy of the electric vehicle battery minus the minimum allowed charge energy for the electric vehicle battery.\n, determine that the respective edge is not viable without charging if the charge energy consumed from the given electric vehicle battery charging location node to the another node via the respective edge is greater than a current predicted charge energy of the electric vehicle battery minus the minimum allowed charge energy for the electric vehicle battery., 18. The electric vehicle routing system according to claim 17, wherein the route determination module is further configured to determine that the respective edge is viable if the charge energy consumed from the given electric vehicle battery charging location node to the another node via the respective edge is less than the maximum charge energy of the electric vehicle battery minus a minimum allowed charge energy for the electric vehicle battery, or if the charge energy consumed from the given electric vehicle battery charging location node to the another node via the respective edge is les than a current predicted charge energy of the electric vehicle battery minus the minimum allowed charge energy for the electric vehicle battery., 19. The electric vehicle routing system according to claim 17, wherein:\nthe given electric vehicle battery charging location node is associated with a first charger and the another node is associated with a second charger,\nthe first charger is configured to charge at a faster rate than the second charger, and\nin response to a determination that the charge energy consumed from the given electric vehicle battery charging location node to the another node via the respective edge is greater than a current predicted charge energy of an electric vehicle battery minus the minimum allowed charge energy for the electric vehicle battery, the route determination module is further configured to:\ncreate an additional node in the node network comprising a copy of the another node;\ncreate an additional viable edge in the node network from the given electric vehicle battery charging location node to the additional node; and\nallocate, to the additional viable edge, a cost equal to a cost of charging the electric vehicle battery to full charge energy plus the charge energy consumed traversing from the given electric vehicle battery charging location node to the another node.\n\n, the given electric vehicle battery charging location node is associated with a first charger and the another node is associated with a second charger,, the first charger is configured to charge at a faster rate than the second charger, and, in response to a determination that the charge energy consumed from the given electric vehicle battery charging location node to the another node via the respective edge is greater than a current predicted charge energy of an electric vehicle battery minus the minimum allowed charge energy for the electric vehicle battery, the route determination module is further configured to:\ncreate an additional node in the node network comprising a copy of the another node;\ncreate an additional viable edge in the node network from the given electric vehicle battery charging location node to the additional node; and\nallocate, to the additional viable edge, a cost equal to a cost of charging the electric vehicle battery to full charge energy plus the charge energy consumed traversing from the given electric vehicle battery charging location node to the another node.\n, create an additional node in the node network comprising a copy of the another node;, create an additional viable edge in the node network from the given electric vehicle battery charging location node to the additional node; and, allocate, to the additional viable edge, a cost equal to a cost of charging the electric vehicle battery to full charge energy plus the charge energy consumed traversing from the given electric vehicle battery charging location node to the another node., 20. The electric vehicle routing system according to claim 17, wherein in order to dynamically calculate which of the edges in the node network are viable and which of edges in the node network are not viable, the route determination module is further configured to, for each respective edge from a given non-electric vehicle battery charging location node to another node in the node network:\ndetermine the respective edge is not viable if the charge energy consumed from the given non-electric vehicle battery charging location node to the another node via the respective edge is greater than a current predicted charge energy of the electric vehicle battery minus the minimum allowed charge energy for the electric vehicle battery; and\ndetermine that the respective edge is viable if the charge energy consumed from the given non-electric vehicle battery charging location node to the another node via the respective edge is less than a current predicted charge energy of the electric vehicle battery minus the minimum allowed charge energy for the electric vehicle battery.\n, determine the respective edge is not viable if the charge energy consumed from the given non-electric vehicle battery charging location node to the another node via the respective edge is greater than a current predicted charge energy of the electric vehicle battery minus the minimum allowed charge energy for the electric vehicle battery; and, determine that the respective edge is viable if the charge energy consumed from the given non-electric vehicle battery charging location node to the another node via the respective edge is less than a current predicted charge energy of the electric vehicle battery minus the minimum allowed charge energy for the electric vehicle battery., 21. The electric vehicle routing system according to claim 16, wherein the minimum allowed charge energy for the electric vehicle battery is defined according to received user input data., 22. The electric vehicle routing system according to claim 7, wherein in order to calculate a minimum cost metric, the route determination module is further configured to determine a predicted time taken to wait for a vehicle battery charger to become available at the one or more of the electric vehicle battery charging locations in the plurality of electric vehicle battery charging locations., 23. The electric vehicle routing system according to claim 7, wherein in order to calculate a minimum cost metric, the route determination module is further configured to allocate a cost penalty for each electric vehicle battery charging location node in the node network., 24. The electric vehicle routing system according to claim 16, wherein the route determination module is further configured to:\nprior to receipt of the user input data, perform a partial determination of the at least one route and/or a partial calculation of the minimum cost metric; and\nafter receipt of the user input data, perform the determination of the at least one route based on the partial determination of the at least one route and/or perform the calculation of the minimum cost metric based on the partial calculation of the minimum cost metric.\n, prior to receipt of the user input data, perform a partial determination of the at least one route and/or a partial calculation of the minimum cost metric; and, after receipt of the user input data, perform the determination of the at least one route based on the partial determination of the at least one route and/or perform the calculation of the minimum cost metric based on the partial calculation of the minimum cost metric., 25. The electric vehicle routing system according to claim 7, wherein in order to determine the at least one route in the road network, the route determination module is further configured to determine a plurality of edges in the node network from a source location node to one or more copies of a destination location node with different time costs based upon one or more maximum speeds which the vehicle should not exceed., 26. The electric vehicle routing system according to claim 25, wherein the one or more maximum speeds are lower than a legal speed limit for at least an edge of the node network., 27. The electric vehicle routing system according to claim 7, wherein in order to determine the at least one route in the road network, the route determination module is further configured to:\nrepresent the at least one waypoint as a waypoint node in the node network; and\ndetermine at least one fourth path to a destination location node via the waypoint node.\n, represent the at least one waypoint as a waypoint node in the node network; and, determine at least one fourth path to a destination location node via the waypoint node., 28. The electric vehicle routing system according to claim 27, wherein in order to determine the at least one route in the road network, the route determination module is further configured to determine at least one fifth path to one or more electric vehicle battery charging location nodes via the waypoint node., 29. The electric vehicle routing system according to claim 28, wherein in order to determine the at least one route in the road network, the route determination module is further configured to:\ncreate one or more copies of one or more electric vehicle battery charging location nodes dynamically based upon whether the waypoint node has been traversed or not; and\ndetermine at least one sixth path to one or more other nodes from the one or more copies of the one or more electric vehicle battery charging location nodes.\n, create one or more copies of one or more electric vehicle battery charging location nodes dynamically based upon whether the waypoint node has been traversed or not; and, determine at least one sixth path to one or more other nodes from the one or more copies of the one or more electric vehicle battery charging location nodes., 30. The electric vehicle routing system according to claim 29, wherein:\nthe received user input data defines a plurality of waypoints, and\nin order to determine the at least one route in the road network, the route determination module is further configured to:\nrepresent one or more other waypoints of the plurality of waypoints as one or more other waypoint nodes in the node network; and\ndetermine at least one seventh path from the waypoint node to the one or more other waypoint nodes.\n\n, the received user input data defines a plurality of waypoints, and, in order to determine the at least one route in the road network, the route determination module is further configured to:\nrepresent one or more other waypoints of the plurality of waypoints as one or more other waypoint nodes in the node network; and\ndetermine at least one seventh path from the waypoint node to the one or more other waypoint nodes.\n, represent one or more other waypoints of the plurality of waypoints as one or more other waypoint nodes in the node network; and, determine at least one seventh path from the waypoint node to the one or more other waypoint nodes., 31. The electric vehicle routing system according to claim 1, wherein electric vehicle battery charging locations in the identified subset are those electric vehicle battery charging locations which are greater than a predetermined distance from a great circle lines between the start location, the at least one waypoint, and the destination location., 32. The electric vehicle routing system according to claim 31, wherein the predetermined distance comprises a theoretical maximum range of the vehicle., 33. The electric vehicle routing system according to claim 31, wherein the predetermined distance varies across a length of the desired journey., 34. The electric vehicle routing system according to claim 33, wherein the predetermined distance is reduced where electric vehicle battery charging locations are located more densely and increased where electric vehicle battery charging locations are located more sparsely., 35. The electric vehicle routing system according to claim 24, wherein in order to perform the partial determination and/or the partial calculation, the route determination module is further configured to:\ncompute a haversine distance between a first geographic coordinate and a second geographic coordinate; and\nestimate one or more of a distance, a time, and an other cost between the first geographic coordinate and the second geographic coordinate based upon the computed haversine distance.\n, compute a haversine distance between a first geographic coordinate and a second geographic coordinate; and, estimate one or more of a distance, a time, and an other cost between the first geographic coordinate and the second geographic coordinate based upon the computed haversine distance., 36. The electric vehicle routing system according to claim 24, wherein in order to perform the partial determination and/or the partial calculation, the route determination module is further configured to:\ncompute cost parameters between locations for a particular geographical area; and\ncalculate a set of weights based on the computed cost parameters,\nwherein the set of weights is configured to be applied to computed haversine distances to create a prediction of cost parameters.\n, compute cost parameters between locations for a particular geographical area; and, calculate a set of weights based on the computed cost parameters,, wherein the set of weights is configured to be applied to computed haversine distances to create a prediction of cost parameters., 37. The electric vehicle routing system according to claim 24, wherein in order to perform the partial determination and/or the partial calculation, the route determination module is further configured to:\ncompute cost parameters between a candidate set of source locations and a candidate set of target locations; and\nestimate cost parameters from a given first candidate location to a given second candidate location on the basis of:\na nearest source location to the given first candidate location, a nearest target location to the given second candidate location, a sum of an estimated cost from the given first candidate location, a pre-calculated cost from the nearest source location to the nearest target location, and an estimated cost from the nearest target location to the given first candidate location.\n\n, compute cost parameters between a candidate set of source locations and a candidate set of target locations; and, estimate cost parameters from a given first candidate location to a given second candidate location on the basis of:\na nearest source location to the given first candidate location, a nearest target location to the given second candidate location, a sum of an estimated cost from the given first candidate location, a pre-calculated cost from the nearest source location to the nearest target location, and an estimated cost from the nearest target location to the given first candidate location.\n, a nearest source location to the given first candidate location, a nearest target location to the given second candidate location, a sum of an estimated cost from the given first candidate location, a pre-calculated cost from the nearest source location to the nearest target location, and an estimated cost from the nearest target location to the given first candidate location., 38. The electric vehicle routing system according to claim 24, wherein in order to perform the partial determination and/or the partial calculation, the route determination module is further configured to:\ncompute cost parameters between a number of source locations and target locations; and\nuse the computed cost parameters to train a machine learning model.\n, compute cost parameters between a number of source locations and target locations; and, use the computed cost parameters to train a machine learning model., 39. The electric vehicle routing system according to claim 24, wherein in order to perform the partial determination and/or the partial calculation, the route determination module is further configured to:\ncompute cost parameters from a set of landmarks to all other locations; and\nuse the computed cost parameters to estimate cost parameters from a given first other location to a given second other location.\n, compute cost parameters from a set of landmarks to all other locations; and, use the computed cost parameters to estimate cost parameters from a given first other location to a given second other location., 40. A method of operating an electric vehicle routing system,\nthe electric vehicle routing system comprising:\na route determination module;\nan electric vehicle battery status monitoring module;\na road network storage database for storing data associated with a road network;\na charging network storage database for storing data associated with a plurality of electric vehicle battery charging locations in the road network; and\na graphical user interface (GUI) module, and\n\nthe method comprising, at the route determination module:\nreceiving, via the GUI module, user input data defining, for a desired journey of a vehicle in which the vehicle routing system is installed, a start location in the road network, a destination location in the road network, and at least one waypoint in the road network;\nreceiving, from the electric vehicle battery status monitoring module, at least one parameter associated with a status of a battery of the vehicle;\nretrieving data from the road network storage database;\nretrieving data from the charging network storage database;\nidentifying a first subset of electric vehicle battery charging locations from the data retrieved from the charging network storage database to be ignored for a route determination, and a second subset of electric vehicle battery charging locations from the data retrieved from the charging network storage database to be used for the route determination;\non the basis of the received user input data, the data received from the electric vehicle battery status monitoring module, the data retrieved from the road network storage database, and the second subset of electric vehicle battery charging locations from the data retrieved from the charging network storage database, determining at least one route in the road network from the start location to the destination location via the at least one waypoint; and\ntransmitting data associated with the at least one determined route to the GUI module, the transmitted data being operable to cause the GUI module to display data indicative of the at least one determined route.\n\n, the electric vehicle routing system comprising:\na route determination module;\nan electric vehicle battery status monitoring module;\na road network storage database for storing data associated with a road network;\na charging network storage database for storing data associated with a plurality of electric vehicle battery charging locations in the road network; and\na graphical user interface (GUI) module, and\n, a route determination module;, an electric vehicle battery status monitoring module;, a road network storage database for storing data associated with a road network;, a charging network storage database for storing data associated with a plurality of electric vehicle battery charging locations in the road network; and, a graphical user interface (GUI) module, and, the method comprising, at the route determination module:\nreceiving, via the GUI module, user input data defining, for a desired journey of a vehicle in which the vehicle routing system is installed, a start location in the road network, a destination location in the r | US | United States | Active | G | True |
| 232 | 一种电动汽车电池更换站 \n | CN112208387B | 本发明属于电动汽车换电技术领域，具体涉及一种电动汽车电池更换站。在对汽车进行自动更换电池的过程中，通常需要先对汽车进行定位。在定位过程中，通常涉及汽车的导向，即调整汽车的驾驶方向。现有技术中，通常在地面上做一些导向标记，驾驶者通过观察导向标记来调整汽车的驾驶方向，但是这种方式存在的问题在于，由于是基于人眼的观察，因此难免会出现误差，使得汽车的驾驶方向不够准确，影响后续的定位，进而导致电池的更换工作无法正常进行，同时，为了获得更加准确的导向，驾驶人员需要反复调整，反复尝试，较为不便。本发明要解决的技术问题是提供一种电动汽车电池更换站，能方便地完成电动汽车的电池更换，效率较高，且能在停电时进行人工换电操作。为了解决上述技术问题，本发明提供的技术方案如下：一种电动汽车电池更换站，包括：汽车定位装置；电池换电装置，所述电池换电装置位于所述汽车定位装置的一侧，所述电池换电装置包括：支架；升降座，所述升降座竖直滑动安装在所述支架上；第一动力装置，用于驱动所述升降座的升降；滑动座，所述滑动座滑动安装在所述升降座上；第二动力装置，用于驱动所述滑动座的滑动；旋转座，所述旋转座旋转安装在所述滑动座上；第三动力装置，用于驱动所述旋转座的转动；电池接收座，所述电池接收座设置有两个，两个所述电池接收座滑动安装在所述旋转座的两端；第四动力装置，用于驱动所述电池接收座的滑动；电池抓取机构，所述电池抓取机构设置有两个，两个所述电池抓取机构分别滑动安装在两个所述电池接收座上；第五动力装置，用于驱动所述电池抓取机构滑动；电池放置架，所述电池放置架位于所述支架的一侧，电池放置架与支架之间间隔形成一人工换电工位，人工换电工位用于一换电架进入进行人工换电，换电架上设有用于叉车的叉铲插入的叉孔。优选的：所述换电架上设有一内槽，内槽的两侧壁上分别设有一滑架，两滑架能相对内槽运动而伸出或缩入内槽，所述换电架上设有用于支撑并辅助滑架移动的第一导向支撑结构，所述滑架上设有用于支撑并辅助电池相对滑架移动的第二导向支撑结构，所述叉车插入叉孔的方向与滑架相对换电架移动方向在水平面上的投影相互垂直：优选的：所述滑架呈长条状且沿其移动方向延伸，滑架上设有沿其长度方向延伸的U形槽，U形槽的开口朝向上述内槽对应的侧壁；优选的：所述第一导向支撑结构包括上滚轮组、下滚轮组以及侧滚轮组，上滚轮组包括多个沿上述滑架移动方向依次间隔设置的上滚轮，下滚轮组包括多个沿滑架移动方向依次间隔设置的下滚轮，侧滚轮组包括多个沿滑架移动依次间隔设置的侧滚轮，上滚轮、下滚轮以及侧滚轮均转动设置在换电架上，上滚轮组的各上滚轮的轴心同位于一第一平面上，下滚轮组的各下滚轮的轴心同位于一第二平面上，侧滚轮组的各侧滚轮的轴心同位于一第三平面上，第一平面与第二平面相互平行，第三平面与第一平面、第二平面均垂直，上滚轮和下滚轮分别贴靠在滑架U形槽的两侧壁上，侧滚轮贴靠在U形槽的底部上；优选的：所述第二导向支撑结构包括上下设置的侧导轮组和下导轮组，侧导轮组包括多个沿上述滑架移动方向依次间隔设置的侧导轮，下导轮组包括多个沿滑架移动方向依次间隔设置的下导轮，侧导轮和下导轮均转动设置在对应滑架上，下导轮组的各下导轮的轴心同位于一第四平面上，第四平面与上述第一平面相互平行，侧导轮组的各侧导轮的轴心同位于一第五平面上，第五平面与上述第三平面相互平行。优选的：所述换电架上设有与上述滑架一一对应的极限限位结构，极限限位结构包括两限位件，滑架上设有挡靠部，挡靠部位于两限位件之间，限位件挡在挡靠部的运动路径上。优选的：所述滑架上设有用于挡靠电池的定位部，滑架的一端能伸出上述内槽，定位部相对靠近滑架的另一端，定位部挡在电池相对滑架移动时的运动路径上。优选的：所述电池抓取机构包括：底板、第一电机、驱动块、驱动杆、连杆、导向板、卡块和卡扣，所述底板与所述电池接收座滑动连接，所述第一电机安装在所述底板上，所述导向板固定在所述底板上，所述导向板的两端设置有导向孔；所述驱动块固定在所述第一电机的输出轴上；所述驱动杆设置有两个，所述驱动杆的一端与所述驱动块转动连接，且所述驱动杆与所述驱动块的连接部位与所述第一电机的输出轴间隔设置，所述连杆与所述驱动杆的另一端转动连接，所述连杆配合在所述导向孔内，所述卡块与所述连杆连接，且所述卡块与所述导向板滑动连接；所述卡扣用于和所述卡块配合。优选的：所述第五动力装置包括：第二电机、齿轮和齿条，所述齿条安装在所述电池接收座上，所述第二电机固定在所述底板上，所述齿轮固定在所述第二电机的输出轴上，所述齿轮和所述齿条配合。优选的：所述电池接收座的边缘设置有滚轮，所述滚轮设置有多个，多个所述滚轮沿着所述电池抓取机构的滑动方向间隔设置；所述电池接收座的前端两侧设置有定位杆。优选的：所述汽车定位装置包括：斜台、放置台、前轮定位组件、导向杆和后轮定位组件，所述后轮定位组件、所述导向杆、所述前轮定位组件沿着所述放置台依次设置；所述导向杆设置有两个，两个所述导向杆平行间隔设置；所述前轮定位组件和所述后轮定位组件均包括车轮推动组件和滚筒组件，所述滚筒组件设置有两组，两组所述滚筒组件位于所述车轮推动组件的两侧，且两组所述滚筒组件位于所述导向杆的两侧，其中，所述前轮定位组件中的滚筒组件中的滚筒组合形成定位槽。优选的：所述车轮推动组件包括驱动组件和推块，所述推块设置有两个，两个所述推块在所述驱动组件的作用下朝着所述滚筒组件滑动。优选的：所述驱动组件包括第三电机、固定板、第一传动组件和第二传动组件，所述第一传动组件设置有两组，所述第一传动组件包括转轴、丝杆和丝杆螺母，所述转轴和所述丝杆转动安装在所述固定板上，所述转轴和所述丝杆连接，所述丝杆螺母配合在所述丝杆上，所述推块固定在所述丝杆螺母上，所述推块和所述固定板滑动连接，所述第二传动组件连接在所述第三电机和所述转轴之间，所述第三电机通过所述第二传动组件驱动所述转轴的转动。优选的：所述第二传动组件包括传动轮、传动带和传动轴，所述传动轴固定在两组所述第一传动组件中的所述转轴上，所述传动轮设置有两个，两个所述传动轮分别固定在所述电机的驱动轴和所述转轴上，所述传动带配合在两个所述传动轮上。优选的：所述滚筒组件包括滚筒，所述滚筒与所述放置台转动连接，且所述滚筒的顶部位于所述放置台的表面，所述滚筒设置有多个，多个所述滚筒至少呈一排布置，且每排中的滚筒之间平行设置；所述前轮定位组件的所述滚筒组件中，多个所述滚筒呈两排布置，且第一排的滚筒和第二排的滚筒之间相互靠近的一端均向下倾斜，两排所述滚筒呈V型布置。优选的：所述汽车定位装置还包括支撑机构，所述支撑机构设置有两组，两组所述支撑机构位于两个所述导向杆之间，所述支撑机构包括升降组件和支撑板，所述升降组件与所述支撑板连接用于驱动所述支撑板的升降。本发明的有益效果是：将电动汽车经过汽车定位装置定位后，其中一个电池接收座在第四动力装置的作用下滑动并靠近电动汽车，接着电池抓取机构在第五动力装置的作用下靠近电池，并将电池抓取，第五动力装置促使电池抓取机构将电池拖至电池接收座上，电池接收座再回复原位，这样便将空态电池取下了；而安装在旋转座的另一端的电池接收座和电池抓取机构也采用同样的步骤从电池放置架上取下满电池；接着旋转座旋转，使得两个电池接收座的位置互换，放置有满电池的电池接收座靠近电动汽车，接着电池抓取机构在第五动力装置的作用下将满电池推入电动汽车内，而放置有空态电池的电池接收座则靠近电池放置架，接着电池抓取机构在第五动力装置的作用下将空态电池推入电池放置架上；这样一来，便完成了电动汽车的电池更换，取代人工，效率较高。同时滑动座带动旋转座横向滑动，而升降座则带动旋转座升降，这样一来，便能方便地从电池放置架上的任何一个位置取下满电池，或者将空态电池放置在电池放置架上的任何一个位置。当出现用电故障时，可以通过换电架配合叉车在换电工位工位处进行人工更换电池，保证换电池工作的正常运作。下面结合附图和具体实施方式对本发明作进一步说明：图1为本发明的结构示意图；图2为本发明的局部结构示意图一；图3为本发明的局部结构示意图二；图4为本发明的局部结构示意图三；图5为本发明的局部结构示意图四；图6为本发明的局部结构示意图五；图7为电池接收座和电池抓取机构的结构示意图；图8为电池抓取机构的结构示意图一；图9为电池抓取机构的结构示意图二；图10为图9中A处大放大图；图11为电池抓取机构的局部结构示意图；图12为图11中B处的放大图；图13为图11中C处的放大图；图14为电池抓取机构和第五动力装置的结构示意图；图15为卡扣和电池的结构示意图；图16为汽车定位装置的结构示意图一；图17为汽车定位装置的结构示意图二；图18为车轮推动组件的结构示意图；图19为支撑机构的结构示意图；图20为滚筒组件的结构示意图；图21为换电架的结构示意图；图22为换电架拆去其中一滑架和第二导向支撑结构的结构示意图；图23为换电架拆去其中一滑架和第二导向支撑结构的主视图。其中：1、汽车定位装置；11、斜台；12、放置台；13、前轮定位组件；14、导向杆；15、后轮定位组件；131、车轮推动组件；1311、推块；1312、第三电机；1313、固定板；1314、转轴；1315、丝杆；1316、丝杆螺母；1317、传动轮；1318、传动带；1319、传动轴；132、滚筒组件；16、支撑机构；161、升降组件；162、支撑板；2、电池换电装置；21、支架；22、升降座；23、滑动座；24、旋转座；25、电池接收座；251、滚轮；252、定位杆；26、电池抓取机构；261、底板；262、第一电机；263、驱动块；264、驱动杆；265、连杆；266、导向板；2661、导向孔；2662、导向套；267、卡块；268、卡扣；27、电池放置架；28、第二电机；29、齿轮；30、齿条；31、导轨；3、电池；41、侧板；42、连杆；43、内槽；44、插架；45、叉孔；46、滑架；47、外沿边；48、上滚轮；49、下滚轮；410、侧滚轮；411、限位件；412、挡靠部；413、侧导轮；414、下导轮；415、定位部；416、压块；417、定位插头；5、人工换电工位。为了使本发明的目的、技术方案及优点更加清楚明白，以下结合附图及实施例，对本发明进行进一步详细说明。应当理解，此处所描述的具体实施例仅仅用以解释本发明，并不用于限定本发明。在本发明的描述中，需要理解的是，“上”、“下”、“左”、“右”、“前”、“后”、“竖直”、“底”、“内”、“外”等指示的方位和位置关系为基于附图所示的方位或位置关系，仅是为了便于描述本发明和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本发明的限制。如图1至图23所示，实施例一：一种电动汽车电池更换站，包括：汽车定位装置1；电池换电装置2，所述电池换电装置2位于所述汽车定位装置1的一侧，所述电池换电装置2包括：支架21；升降座22，所述升降座22竖直滑动安装在所述支架21上；第一动力装置，用于驱动所述升降座22的升降；滑动座23，所述滑动座23滑动安装在所述升降座22上；第二动力装置，用于驱动所述滑动座23的滑动；旋转座24，所述旋转座24旋转安装在所述滑动座23上；第三动力装置，用于驱动所述旋转座24的转动；电池接收座25，所述电池接收座25设置有两个，两个所述电池接收座25滑动安装在所述旋转座24的两端；第四动力装置，用于驱动所述电池接收座25的滑动；电池抓取机构26，所述电池抓取机构26设置有两个，两个所述电池抓取机构26分别滑动安装在两个所述电池接收座25上；第五动力装置，用于驱动所述电池抓取机构26滑动；电池放置架27，所述电池放置架27位于所述支架21的一侧。这样一来，将电动汽车经过汽车定位装置1定位后，其中一个电池接收座25在第四动力装置的作用下滑动并靠近电动汽车，接着电池抓取机构26在第五动力装置的作用下靠近电池3，并将电池3抓取，第五动力装置促使电池抓取机构26将电池3拖至电池接收座25上，电池接收座25再回复原位，这样便将空态电池3取下了；而安装在旋转座24的另一端的电池接收座25和电池抓取机构26也采用同样的步骤从电池放置架27上取下满电池3；接着旋转座24旋转，使得两个电池接收座25的位置互换，放置有满电池3的电池接收座25靠近电动汽车，接着电池抓取机构26在第五动力装置的作用下将满电池3推入电动汽车内，而放置有空态电池3的电池接收座25则靠近电池放置架27，接着电池抓取机构26在第五动力装置的作用下将空态电池3推入电池放置架27上；这样一来，便完成了电动汽车的电池更换，取代人工，效率较高。同时滑动座23带动旋转座24横向滑动，而升降座22则带动旋转座24升降，这样一来，便能方便地从电池放置架27上的任何一个位置取下满电池3，或者将空态电池3放置在电池放置架27上的任何一个位置。另外的，所述电池抓取机构26包括：底板261、第一电机262、驱动块263、驱动杆264、连杆42265、导向板266、卡块267和卡扣268，所述底板261与所述电池接收座25滑动连接，所述第一电机262安装在所述底板261上，所述导向板266固定在所述底板261上，所述导向板266的两端设置有导向孔2661；所述驱动块263固定在所述第一电机262的输出轴上；所述驱动杆264设置有两个，所述驱动杆264的一端与所述驱动块263转动连接，且所述驱动杆264与所述驱动块263的连接部位与所述第一电机262的输出轴间隔设置，所述连杆42265与所述驱动杆264的另一端转动连接，所述连杆42265配合在所述导向孔2661内，所述卡块267与所述连杆42265连接，且所述卡块267与所述导向板266滑动连接；所述卡扣268用于和所述卡块267配合。具体来说，导向板266上设置有导向套2662，卡块267与导向套2662滑动配合。具体来说，电池接收座25上设置有导轨31，底板261与导轨31滑动连接。这样一来，将卡扣268安装在电池3上，当抓取电池3时，电池接收座25在第四动力装置的作用下滑动靠近电动汽车上的电池3，接着电池抓取机构26在第五动力装置的作用下沿着电池接收座25滑动，当卡块267靠近电池3时，第一电机262驱动驱动块263转动，驱动杆264发生转动，驱动杆264的转动带动连杆42265在导向孔2661内发生滑动，连杆42265的滑动带动卡块267的滑动，卡块267插入卡扣268内，接着第五动力装置带动电池抓取机构26回复原位，将电池3从电动汽车内拖出至电池接收座25上，从而便完成了电池3的抓取，而第五动力装置也可以促使电池抓取机构26将电池3推入电池放置架27或电动汽车内。另外的，所述第五动力装置包括：第二电机28、齿轮29和齿条30，所述齿条30安装在所述电池接收座25上，所述第二电机28固定在所述底板261上，所述齿轮29固定在所述第二电机28的输出轴上，所述齿轮29和所述齿条30配合。这样一来，第二电机28促使齿轮29转动，由于齿轮29与齿条30配合，齿轮29沿着齿条30滑动，从而带动第二电机28的滑动，第二电机28带动底板261的滑动。另外的，所述电池接收座25的边缘设置有滚轮251，所述滚轮251设置有多个，多个所述滚轮251沿着所述电池抓取机构26的滑动方向间隔设置；所述电池接收座25的前端两侧设置有定位杆252。这样一来，电池3在滚轮251上滑动，电池3与滚轮251之间的摩擦较小，因此滑动较为顺畅。同时，在汽车或者电池放置架27上设置定位孔，定位杆252插入定位孔内，从而实现了电池接收座25与汽车或者电池放置架27之间的定位，电池抓取机构26能更加准确地抓取电池3。电池放置架与支架之间间隔形成一人工换电工位5，人工换电工位5用于一换电架进入进行人工换电，以便在停电使能更换电池3，换电架上设有用于叉车的叉铲插入的叉孔45。换电架包括两相对设置的侧板41以及连接两侧板41的两组连杆42，两组连杆42上下间隔平行设置，两侧板41与两组连杆42围合形成一贯通的内槽43，位于上方的一组连杆42上可拆卸设有一插架44，插架44上设有两个与叉车的两叉铲配合的叉孔45，叉孔45左右贯通，叉孔45用于叉铲插入移动换电架。内槽43的两侧壁(即两侧板41内侧)上分别设有一滑架46，两滑架46之间的距离与电池3的宽度相适应，两滑架46能相对内槽43贯通方向来回运动而伸出或缩入内槽43，侧板41上设有用于支撑并辅助对应滑架46移动的第一导向支撑结构，滑架46呈长条状且沿其滑动方向延伸，滑架46上设有沿其长度方向延伸的U形槽，滑架46的横截面呈“U”形，U形槽的开口朝向内槽43对应的侧壁，滑架46的U形槽的开口两侧设有向外延伸的外沿边47；第一导向支撑结构包括上滚轮组、下滚轮组以及侧滚轮组，上滚轮组和下滚轮组上下设置，上滚轮组包括多个沿滑架46滑动方向依次间隔设置的上滚轮48，下滚轮组包括多个沿滑架46滑动方向依次间隔设置的下滚轮49，侧滚轮组包括多个沿滑架46滑动方向依次间隔设置的侧滚轮410，上滚轮48、下滚轮49以及侧滚轮410均转动设置在对应侧板41上，上滚轮组的各上滚轮48的轴心同位于一第一平面上，下滚轮组的各下滚轮49的轴心同位于一第二平面上，侧滚轮组的各侧滚轮410的轴心同位于一第三平面上，第一平面与第二平面相互平行且两者水平设置，第三平面竖直设置，第三平面与第一平面、第二平面均垂直，上滚轮48和下滚轮49分别贴靠在滑架46的U形槽的两侧壁上，侧滚轮410贴靠在U形槽的底部上，滑架46通过各滚轮支撑在侧板41上，并利用滚轮的滚动辅助滑架46移动，减少滑架46移动时的摩擦阻力，有利于滑架46移动顺畅；两侧板41上还设有与滑架46一一对应的极限限位结构，极限限位结构包括两限位件411，限位件411与对应侧板41可拆卸固连，两限位件411分设在侧板41的两端，滑架46上设有挡靠部412，挡靠部412位于滑架46的顶部，挡靠部412位于两限位件411之间，限位件411挡在挡靠部412的运动路径上，限位件411用于限制滑架46前后移动的极限位置。滑架46上设有用于支撑并辅助电池3相对滑架46沿滑架46滑动方向移动的第二导向支撑结构，第二导向支撑结构包括上下设置的侧导轮组和下导轮组，侧导轮组包括多个沿滑架46滑动方向依次间隔均匀设置的侧导轮413，下导轮组包括多个沿滑架46滑动方向依次间隔设置的下导轮414，下导轮414的排列密度沿滑架46伸出内槽43的方向逐渐变大，即越靠近滑架46的伸出端，下导轮414的密度越大，侧导轮413和下导轮414均转动设置在滑架46上，侧导轮413的轮径大于下导轮414的轮径，下导轮组的各下导轮414的轴心同位于一第四平面上，第四平面水平设置且与上述第一平面相互平行，侧导轮组的各侧导轮413的轴心同位于一第五平面上，第五平面竖直设置且与上述第三平面相互平行，下导轮414用于支撑在电池3的底部，下侧导轮413贴靠在电池3侧部，导向电池3移动；两滑架46上均设有用于挡靠电池3的定位部415，滑架46的一端能伸出内槽43，定位部415相对靠近滑架46的另一端，定位部415挡在电池3相对滑架46移动时的运动路径上，电池3推入两滑架46上移动直至靠上定位部415，保证电池3移动到位；滑架46上还设有用于压靠电池3的压块结构，压块结构包括一转动设置在滑架46上的压块416，压块416能向下转动压靠在电池3上。电池放置架或汽车上设有定位孔，滑架46能伸出内槽43的该端的端面上设有能与定位孔对接定位的定位插头417，定位插头417的伸出端呈圆锥状。实施例二：在该实施例中，所述汽车定位装置1包括：斜台11、放置台12、前轮定位组件13、导向杆14和后轮定位组件15，所述后轮定位组件15、所述导向杆14、所述前轮定位组件13沿着所述放置台12依次设置；所述导向杆14设置有两个，两个所述导向杆14平行间隔设置；所述前轮定位组件13和所述后轮定位组件15均包括车轮推动组件131和滚筒组件132，所述滚筒组件132设置有两组，两组所述滚筒组件132位于所述车轮推动组件131的两侧，且两组所述滚筒组件132位于所述导向杆14的两侧，其中，所述前轮定位组件13中的滚筒组件132中的滚筒组合形成定位槽。这样一来，车辆沿着导向杆14行驶，由于前轮定位组件13中的滚筒组件132中的滚筒组合形成定位槽，当前轮位驶入定位槽内后，驾驶员容易感知，汽车停止前进，使得前轮位于该定位槽内，从而对汽车的前后方位进行了定位，此时，后轮位于后轮定位组件15中的滚筒组件132内，接着，车轮推动组件131推动前轮和后轮在滚筒组件132上滑动，使得汽车发生侧向的滑动，从而对汽车的两侧方位进行了定位，这样一来，便方便地完成了汽车前后左右的定位，且定位较为准确。另外的，所述车轮推动组件131包括驱动组件和推块1311，所述推块1311设置有两个，两个所述推块1311在所述驱动组件的作用下朝着所述滚筒组件132滑动。这样一来，驱动组件推动推块1311朝着滚筒组件132滑动，从而使得车轮在滚筒组件132上发生滑动，并最终完成定位。另外的，所述驱动组件包括第三电机1312、固定板1313、第一传动组件和第二传动组件，所述第一传动组件设置有两组，所述第一传动组件包括转轴1314、丝杆1315和丝杆螺母1316，所述转轴1314和所述丝杆1315转动安装在所述固定板1313上，所述转轴1314和所述丝杆1315连接，所述丝杆螺母1316配合在所述丝杆1315上，所述推块1311固定在所述丝杆螺母1316上，所述推块1311和所述固定板1313滑动连接，所述第二传动组件连接在所述第三电机1312和所述转轴1314之间，所述第三电机1312通过所述第二传动组件驱动所述转轴1314的转动。这样一来，第三电机1312通过第二传动组件带动转轴1314转动，转轴1314的转动带动丝杆1315的转动，丝杆1315的转动带动丝杆螺母1316的滑动，丝杆螺母1316的滑动带动推块1311的滑动。另外的，所述第二传动组件包括传动轮1317、传动带1318和传动轴1319，所述传动轴1319固定在两组所述第一传动组件中的所述转轴1314上，所述传动轮1317设置有两个，两个所述传动轮1317分别固定在所述第三电机1312的驱动轴和所述转轴1314上，所述传动带1318配合在两个所述传动轮1317上。这样一来，第三电机1312带动安装在第三电机1312的输出轴上的传动轮1317的转动，传动轮1317的转动带动传动带1318的传动，再带动转轴1314上的传动轮1317的转动，从而带动转轴1314的转动。另外的，所述滚筒组件132包括滚筒，所述滚筒与所述放置台12转动连接，且所述滚筒的顶部位于所述放置台12的表面，所述滚筒设置有多个，多个所述滚筒至少呈一排布置，且每排中的滚筒之间平行设置；所述前轮定位组件13的所述滚筒组件132中，多个所述滚筒呈两排布置，且第一排的滚筒和第二排的滚筒之间相互靠近的一端均向下倾斜，两排所述滚筒呈V型布置。这样一来，车轮位于滚筒上时，随着滚筒的滚动，车轮将轻易地滑动。同时，滚筒组件132中的滚筒便形成了定位槽，当车轮位于定位槽内时，车轮在不受外力的作用下将不会随意滚动。另外的，所述汽车定位装置1还包括支撑机构16，所述支撑机构16设置有两组，两组所述支撑机构16位于两个所述导向杆14之间，所述支撑机构16包括升降组件161和支撑板162，所述升降组件161与所述支撑板162连接用于驱动所述支撑板162的升降。这样一来，升降组件161促使支撑板162上升支撑在汽车的底部，从而对汽车进行了固定，避免汽车随意的移动影响定位的精度。总之，以上所述仅为本发明的较佳实施例而已，并不用以限制本发明，凡在本发明的精神和原则之内所作的任何修改、等同替换和改进等，均应包含在本发明的保护范围之内。 | 本发明提供了一种电动汽车电池更换站，属于电动汽车换电技术领域。本发明包括汽车定位装置；电池换电装置，电池换电装置包括：支架；升降座；第一动力装置；滑动座；第二动力装置；旋转座；第三动力装置；电池接收座，电池接收座设置有两个，两个电池接收座滑动安装在旋转座的两端；第四动力装置；电池抓取机构，电池抓取机构滑动安装在两个电池接收座上；第五动力装置；电池放置架，电池放置架与支架之间间隔形成一人工换电工位。本发明的优点在于能方便地完成电动汽车的电池更换，效率较高，且能在停电时进行人工换电操作。 | CN:202011090368.3A | https://patentimages.storage.googleapis.com/3a/38/4b/fa7b1e85910b74/CN112208387B.pdf | CN:112208387:B | 胡君杰, 徐亚新, 刘利勇, 金晓东 | Zhejiang Kangdi Intelligent Power Exchange Technology Co ltd | CN:106627514:A | Not available | 2023-06-30 | 1.一种电动汽车电池更换站，其特征在于，包括：, 汽车定位装置；, 电池换电装置，所述电池换电装置位于所述汽车定位装置的一侧，所述电池换电装置包括：, 支架；, 升降座，所述升降座竖直滑动安装在所述支架上；, 第一动力装置，用于驱动所述升降座的升降；, 滑动座，所述滑动座滑动安装在所述升降座上；, 第二动力装置，用于驱动所述滑动座的滑动；, 旋转座，所述旋转座旋转安装在所述滑动座上；, 第三动力装置，用于驱动所述旋转座的转动；, 电池接收座，所述电池接收座设置有两个，两个所述电池接收座滑动安装在所述旋转座的两端；, 第四动力装置，用于驱动所述电池接收座的滑动；, 电池抓取机构，所述电池抓取机构设置有两个，两个所述电池抓取机构分别滑动安装在两个所述电池接收座上；, 第五动力装置，用于驱动所述电池抓取机构滑动；, 电池放置架，所述电池放置架位于所述支架的一侧,电池放置架与支架之间间隔形成一人工换电工位，人工换电工位用于一换电架进入进行人工换电，换电架上设有用于叉车的叉铲插入的叉孔；, 所述换电架上设有一内槽，内槽的两侧壁上分别设有一滑架，两滑架能相对内槽运动而伸出或缩入内槽，所述换电架上设有用于支撑并辅助滑架移动的第一导向支撑结构，所述滑架上设有用于支撑并辅助电池相对滑架移动的第二导向支撑结构：, 所述滑架呈长条状且沿其移动方向延伸，滑架上设有沿其长度方向延伸的U形槽，U形槽的开口朝向上述内槽对应的侧壁；, 所述第一导向支撑结构包括上滚轮组、下滚轮组以及侧滚轮组，上滚轮组包括多个沿上述滑架移动方向依次间隔设置的上滚轮，下滚轮组包括多个沿滑架移动方向依次间隔设置的下滚轮，侧滚轮组包括多个沿滑架移动依次间隔设置的侧滚轮，上滚轮、下滚轮以及侧滚轮均转动设置在换电架上，上滚轮组的各上滚轮的轴心同位于一第一平面上，下滚轮组的各下滚轮的轴心同位于一第二平面上，侧滚轮组的各侧滚轮的轴心同位于一第三平面上，第一平面与第二平面相互平行，第三平面与第一平面、第二平面均垂直，上滚轮和下滚轮分别贴靠在滑架U形槽的两侧壁上，侧滚轮贴靠在U形槽的底部上；, 所述第二导向支撑结构包括上下设置的侧导轮组和下导轮组，侧导轮组包括多个沿上述滑架移动方向依次间隔设置的侧导轮，下导轮组包括多个沿滑架移动方向依次间隔设置的下导轮，侧导轮和下导轮均转动设置在对应滑架上，下导轮组的各下导轮的轴心同位于一第四平面上，第四平面与上述第一平面相互平行，侧导轮组的各侧导轮的轴心同位于一第五平面上，第五平面与上述第三平面相互平行；, 所述侧导轮的轮径大于下导轮的轮径，所述下导轮的排列密度沿滑架伸出内槽的方向逐渐变大。, \n \n, 2.根据权利要求1所述的一种电动汽车电池更换站，其特征在于：所述电池抓取机构包括：底板、第一电机、驱动块、驱动杆、连杆、导向板、卡块和卡扣，所述底板与所述电池接收座滑动连接，所述第一电机安装在所述底板上，所述导向板固定在所述底板上，所述导向板的两端设置有导向孔；所述驱动块固定在所述第一电机的输出轴上；所述驱动杆设置有两个，所述驱动杆的一端与所述驱动块转动连接，且所述驱动杆与所述驱动块的连接部位与所述第一电机的输出轴间隔设置，所述连杆与所述驱动杆的另一端转动连接，所述连杆配合在所述导向孔内，所述卡块与所述连杆连接，且所述卡块与所述导向板滑动连接；所述卡扣用于和所述卡块配合。, \n \n, 3.根据权利要求2所述的一种电动汽车电池更换站，其特征在于：所述第五动力装置包括：第二电机、齿轮和齿条，所述齿条安装在所述电池接收座上，所述第二电机固定在所述底板上，所述齿轮固定在所述第二电机的输出轴上，所述齿轮和所述齿条配合。, \n \n, 4.根据权利要求1所述的一种电动汽车电池更换站，其特征在于：所述电池接收座的边缘设置有滚轮，所述滚轮设置有多个，多个所述滚轮沿着所述电池抓取机构的滑动方向间隔设置；所述电池接收座的前端两侧设置有定位杆。, \n \n \n \n \n, 5.根据权利要求1至4中任一项所述的一种电动汽车电池更换站，其特征在于：所述汽车定位装置包括：斜台、放置台、前轮定位组件、导向杆和后轮定位组件，所述后轮定位组件、所述导向杆、所述前轮定位组件沿着所述放置台依次设置；所述导向杆设置有两个，两个所述导向杆平行间隔设置；所述前轮定位组件和所述后轮定位组件均包括车轮推动组件和滚筒组件，所述滚筒组件设置有两组，两组所述滚筒组件位于所述车轮推动组件的两侧，且两组所述滚筒组件位于所述导向杆的两侧，其中，所述前轮定位组件中的滚筒组件中的滚筒组合形成定位槽。, \n \n, 6.根据权利要求5所述的一种电动汽车电池更换站，其特征在于：所述车轮推动组件包括驱动组件和推块，所述推块设置有两个，两个所述推块在所述驱动组件的作用下朝着所述滚筒组件滑动，所述驱动组件包括第三电机、固定板、第一传动组件和第二传动组件，所述第一传动组件设置有两组，所述第一传动组件包括转轴、丝杆和丝杆螺母，所述转轴和所述丝杆转动安装在所述固定板上，所述转轴和所述丝杆连接，所述丝杆螺母配合在所述丝杆上，所述推块固定在所述丝杆螺母上，所述推块和所述固定板滑动连接，所述第二传动组件连接在所述第三电机和所述转轴之间，所述第三电机通过所述第二传动组件驱动所述转轴的转动。, \n \n, 7.根据权利要求6所述的一种电动汽车电池更换站，其特征在于：所述滚筒组件包括滚筒，所述滚筒与所述放置台转动连接，且所述滚筒的顶部位于所述放置台的表面，所述滚筒设置有多个，多个所述滚筒至少呈一排布置，且每排中的滚筒之间平行设置；所述前轮定位组件的所述滚筒组件中，多个所述滚筒呈两排布置，且第一排的滚筒和第二排的滚筒之间相互靠近的一端均向下倾斜，两排所述滚筒呈V型布置。, \n \n, 8.根据权利要求6所述的一种电动汽车电池更换站，其特征在于：所述第二传动组件包括传动轮、传动带和传动轴，所述传动轴固定在两组所述第一传动组件中的所述转轴上，所述传动轮设置有两个，两个所述传动轮分别固定在所述电机的驱动轴和所述转轴上，所述传动带配合在两个所述传动轮上。, \n \n, 9.根据权利要求8所述的一种电动汽车电池更换站，其特征在于：所述汽车定位装置还包括支撑机构，所述支撑机构设置有两组，两组所述支撑机构位于两个所述导向杆之间，所述支撑机构包括升降组件和支撑板，所述升降组件与所述支撑板连接用于驱动所述支撑板的升降。 | CN | China | Active | B | True |
| 233 | 一种电动车充电控制方法及系统 \n | CN107128204B | 技术领域本发明涉及电动车充电技术领域，具体地说是涉及一种电动车充电控制方法及系统。背景技术随着新能源电动车近年来的快速发展，电动车也越来越多的在社会中使用，目前的充电方案往往是将充电控制固化到电池管理系统中，充电开始以及充电整个过程与用户完全没有交互，只要充电开始和充电结束，且不能实现远程对充电过程的修改及充电过程监控。使电动车充电过程无法更人性化的为用户服务。发明内容针对现有技术之不足，本发明提供了一种电动车充电控制方法及系统。其中，本发明一种电动车充电控制方法具体技术方案如下：一种电动车充电控制方法，其包括如下步骤：(1)电池管理系统通过充电桩数据采集单元实时获取充电桩基本性能参数；(2)电池管理系统通过电池数据采集单元实时获取电池相关数据；(3)电池管理系统将所述步骤(1)和(2)所实时获取的充电桩基本性能参数和电池相关数据发送至远程控制客户端；(4)用户根据所述步骤(3)收到的充电桩基本性能参数和电池相关数据，通过远程控制客户端选择充电方式和充电需求参数，并将该选择信息发送至电池管理系统；(5)电池管理系统根据所述步骤(4)中客户选择的充电方式和充电需求参数，结合实时获取的电池相关数据，估算出何时能够完成充电需求并反馈至远程控制客户端；(6)用户根据所述步骤(5)反馈的信息和自身充电需求进行充电方式的最终选择；(7)电池管理系统根据所述步骤(6)的最终选择信息，结合实时获取的电池相关数据完成充电过程电流曲线优化，从而控制整个充电过程；(8)电池管理系统根据用户选择的充电方式、充电需求参数以及电池的最高电压性能参数作为截止条件，按照所述步骤(7)形成的充电过程电流曲线控制充电桩完成并结束充电。本发明的电动车充电控制方法中，电池管理系统通过电桩数据采集单元实时获取包括最高输出电压、最低输出电压和最大输出电流等充电桩基本性能参数，通过电池数据采集单元实时获取电池的实时温度、电池使用实时环境温度、电池总电量、电池温升特性、电池箱体各个温度点温差和电池各个串联单体压差等电池相关数据，并通过远程控制客户端让用户选择适合的充电模式，结合用户的充电需求设计最优的充电电流曲线，避免传统充电控制方法对锂离子电池的性能、寿命等产生重大影响，以及让充电过程更加的和用户需求结合在一起，体现充电过程，以解决目前电动车在充电过程中，充电过程固定化，无法和用户进行交互，且远程无法查看及根据用户的需求更改电池系统充电过程的不足，让用户更方便快捷的使用电动车。根据一个优选的实施方式，本发明的电动车充电控制方法还包括步骤(9)：电池管理系统将充电统计数据上传至大数据平台的服务器。根据一个优选的实施方式，所述充电统计数据包括电池充电量循环区间电池充电量、电池充电次数、充电过程平均温度、充电方式及充电需求参数。通过将上述充电过程中充电统计数据上传至大数据平台的服务器，后期可以通过大数据分析，为充电控制方案优化及充电偏好分析等提供有力支撑。根据一个优选的实施方式，所述充电桩基本性能参数包括最高输出电压、最低输出电压和最大输出电流。根据一个优选的实施方式，所述电池相关数据包括电池实时温度、电池使用实时环境温度、电池总电量、电池温升特性、电池箱体各个温度点温差和电池各个串联单体压差。通过采集上述电池相关数据和充电桩基本性能参数，可以为用户提供更加优化的充电控制方案。根据一个优选的实施方式，所述充电方式包括慢充方式、默认充电方式、电池系统维护充电方式和远程充电方式；所述充电需求参数包括充电电量和充电时间。通过提供多种充电方式和充电需求参数的选择，可以让用户在使用时有更多的选择，满足用户更多使用需求。其中，本发明一种电动车充电控制系统具体技术方案如下：一种电动车充电控制系统，其包括电池管理系统、与所述电池管理系统相连接的电池数据采集单元、与所述电池管理系统相连接的充电桩数据采集单元和与所述电池管理系统通讯连接的远程控制客户端；其中，所述电池管理系统包括中央处理单元和与所述中央处理单元相连接的通信单元；所述电池数据采集单元和所述充电桩数据采集单元与所述中央处理单元相连接，所述远程控制客户端通过所述通信单元与所述中央处理单元相连接。本发明的电动车充电控制系统中，电池管理系统通过电桩数据采集单元实时获取包括最高输出电压、最低输出电压和最大输出电流等充电桩基本性能参数，通过电池数据采集单元实时获取电池的实时温度、电池使用实时环境温度、电池总电量、电池温升特性、电池箱体各个温度点温差和电池各个串联单体压差等电池相关数据，并通过远程控制客户端让用户选择适合的充电模式，结合用户的充电需求设计最优的充电电流曲线，避免传统充电控制系统对锂离子电池的性能、寿命等产生重大影响，以及让充电过程更加的和用户需求结合在一起，体现充电过程，以解决目前电动车在充电过程中，充电过程固定化，无法和用户进行交互，且远程无法查看及根据用户的需求更改电池系统充电过程的不足，让用户更方便快捷的使用电动车。根据一个优选的实施方式，所述中央处理单元为中央处理器、微处理器或单片机；所述通信单元为WiFi通信模块、GSM通信模块或GPRS通信模块。根据一个优选的实施方式，所述电池数据采集单元包括电池温度采集模块、环境温度采集模块、电池箱体温差采集模块、电池压差采集模块、电池电量采集模块和电池电压采集模块。根据一个优选的实施方式，所述充电桩数据采集单元包括电压采集模块和电流采集模块。与现有技术相比，本发明具有如下有益效果：本发明的电动车充电控制方法中，电池管理系统通过电桩数据采集单元实时获取包括最高输出电压、最低输出电压和最大输出电流等充电桩基本性能参数，通过电池数据采集单元实时获取电池的实时温度、电池使用实时环境温度、电池总电量、电池温升特性、电池箱体各个温度点温差和电池各个串联单体压差等电池相关数据，并通过远程控制客户端让用户选择适合的充电模式，结合用户的充电需求设计最优的充电电流曲线，避免传统充电控制方法对锂离子电池的性能、寿命等产生重大影响，以及让充电过程更加的和用户需求结合在一起，体现充电过程，以解决目前电动车在充电过程中，充电过程固定化，无法和用户进行交互，且远程无法查看及根据用户的需求更改电池系统充电过程的不足，让用户更方便快捷的使用电动车。附图说明图1是本发明电动车充电控制方法的控制流程图；图2、图3是本发明电动车充电控制方法的主要步骤示意图；图4是本发明电动车充电控制系统的结构框图。具体实施方式下面结合附图对本发明一种电动车充电控制方法及系统进行详细的说明。实施例1图1、图2示出了本发明电动车充电控制方法的一种优选实施方式。本实施例的电动车充电控制方法，通过电池管理系统和充电桩完成通信，获取充电桩基本性能参数，通过电池实时温度，电池使用实时环境温度，电池系统总的电量，电池温升特性表(实验室实测值)，电池箱体各个温度点温差，电池各个串联单体压差等基础数据的获取，并通过远程控制客户端的UI界面交互，使用户根据当时的电池使用状况，选取不同的充电方式和充电电量，或者是不同的充电方式和充电时间，从不同的维度满足用户的需求，结合用户的充电需求和电池系统当时的状态参数，估算不同充电方案下电池温升，完成充电电量所需时间或将完成充电量等信息，并通过操作界面让使用者知晓何时能够完成充电需求，此外用户通过交互界面获得相关充电信息，根据自身充电需求进行充电方式最终选择，充电控制系统根据用户的充电需求参数，结合电池的实时状态变量，完成充电过程电流曲线优化，从而控制整个整个充电过程。本实施例的电动车充电控制方法根据电池当时的工作状态以及用户的充电需求等为基础，通过系统估算，从而完成对电池的充电电流优化、控制。具体的，本实施例电动车充电控制方法的主要步骤如下：如图1、图2所示，一种电动车充电控制方法，其包括如下步骤：(1)电池管理系统通过充电桩数据采集单元实时获取充电桩基本性能参数。其中，充电桩基本性能参数可以包括最高输出电压、最低输出电压和最大输出电流。(2)电池管理系统通过电池数据采集单元实时获取电池相关数据。其中，电池相关数据可以包括电池实时温度、电池使用实时环境温度、电池总电量、电池温升特性、电池箱体各个温度点温差和电池各个串联单体压差。通过采集上述电池相关数据和充电桩基本性能参数，可以为用户提供更加优化的充电控制方案。(3)电池管理系统将步骤(1)和(2)所实时获取的充电桩基本性能参数和电池相关数据发送至远程控制客户端。优选的，远程控制客户端可以是智能手机、平板电脑、笔记本电脑或台式电脑等。(4)用户根据步骤(3)收到的充电桩基本性能参数和电池相关数据，通过远程控制客户端选择充电方式和充电需求参数，并将该选择信息发送至电池管理系统。其中，充电方式可以包括慢充方式、默认充电方式、电池系统维护充电方式和远程充电方式；充电需求参数可以包括充电电量和充电时间。通过提供多种充电方式和充电需求参数的选择，可以让用户在使用时有更多的选择，满足用户更多使用需求。(5)电池管理系统根据步骤(4)中客户选择的充电方式和充电需求参数，结合实时获取的电池相关数据，估算出何时能够完成充电需求并反馈至远程控制客户端。(6)用户根据步骤(5)反馈的信息和自身充电需求进行充电方式的最终选择。(7)电池管理系统根据步骤(6)的最终选择信息，结合实时获取的电池相关数据完成充电过程电流曲线优化，从而控制整个充电过程。(8)电池管理系统根据用户选择的充电方式、充电需求参数以及电池的最高电压性能参数作为截止条件，按照步骤(7)形成的充电过程电流曲线控制充电桩完成并结束充电。本发明的电动车充电控制方法中，电池管理系统通过电桩数据采集单元实时获取包括最高输出电压、最低输出电压和最大输出电流等充电桩基本性能参数，通过电池数据采集单元实时获取电池的实时温度、电池使用实时环境温度、电池总电量、电池温升特性、电池箱体各个温度点温差和电池各个串联单体压差等电池相关数据，并通过远程控制客户端让用户选择适合的充电模式，结合用户的充电需求设计最优的充电电流曲线，避免传统充电控制方法对锂离子电池的性能、寿命等产生重大影响，以及让充电过程更加的和用户需求结合在一起，体现充电过程，以解决目前电动车在充电过程中，充电过程固定化，无法和用户进行交互，且远程无法查看及根据用户的需求更改电池系统充电过程的不足，让用户更方便快捷的使用电动车。实施例2如图3所示，本实施例与实施例1相比，其主要区别在于，本实施例的动车充电控制方法还包括步骤(9)：电池管理系统将充电统计数据上传至大数据平台的服务器。其中，充电统计数据包括电池充电量循环区间电池充电量、电池充电次数、充电过程平均温度、充电方式及充电需求参数。本实施例的动车充电控制方法通过将上述充电过程中充电统计数据上传至大数据平台的服务器，后期可以通过大数据分析，为充电控制方案优化及充电偏好分析等提供有力支撑。本实施例的其余部分与上述实施例1相同。实施例3本实施例提供了一种电动车充电控制系统。如图4所示，一种电动车充电控制系统，其包括电池管理系统10、与电池管理系统10相连接的电池数据采集单元20、与电池管理系统10相连接的充电桩数据采集单元30和与电池管理系统10通讯连接的远程控制客户端40。其中，电池管理系统10包括中央处理单元11和与中央处理单元11相连接的通信单元12；电池数据采集单元20和充电桩数据采集单元30与中央处理单元11相连接，远程控制客户端40通过通信单元12与中央处理单元11相连接。优选的，中央处理单元11为中央处理器、微处理器或单片机；通信单元12为WiFi通信模块、GSM通信模块或GPRS通信模块。优选的，电池数据采集单元20包括电池温度采集模块、环境温度采集模块、电池箱体温差采集模块、电池压差采集模块、电池电量采集模块和电池电压采集模块。其中，电池温度采集模块用于采集电池实时温度，环境温度采集模块用于采集电池使用实时环境温度，池箱体温差采集模块用于采集电池箱体各个温度点温差，电池压差采集模块用于采集电池各个串联单体压差，电池电量采集模块用于采集电池电量，电池电压采集模块用于采集电池电压。优选的，充电桩数据采集单元30包括电压采集模块和电流采集模块。其中，电压采集模块用于采集充电桩电压信息，电流采集模块用于采集充电桩电流信息。本实施例的电动车充电控制系统使用过程如下：用户将充电桩充电枪插入电动车时候，唤醒电动车电池管理系统，获取电池系统当时状态，并发送至充电桩交互界面，或者充电远程控制操作客户端，用户通过当时对电动车的需求状况，选取不同的充电模式，然后充电控制系统通过程序计算，选择最优化的充电曲线，并将电动车完成用户充电需求的充电时间，充电电量等信息通过充电桩操作界面或者充电远程客户端反馈给用户，从而使电动车充电过程更加的人性化及专业化。本发明的电动车充电控制系统中，电池管理系统通过电桩数据采集单元实时获取包括最高输出电压、最低输出电压和最大输出电流等充电桩基本性能参数，通过电池数据采集单元实时获取电池的实时温度、电池使用实时环境温度、电池总电量、电池温升特性、电池箱体各个温度点温差和电池各个串联单体压差等电池相关数据，并通过远程控制客户端让用户选择适合的充电模式，结合用户的充电需求设计最优的充电电流曲线，避免传统充电控制系统对锂离子电池的性能、寿命等产生重大影响，以及让充电过程更加的和用户需求结合在一起，体现充电过程，以解决目前电动车在充电过程中，充电过程固定化，无法和用户进行交互，且远程无法查看及根据用户的需求更改电池系统充电过程的不足，让用户更方便快捷的使用电动车。需要注意的是，本说明书中公开的所有特征，或公开的所有方法或过程中的步骤，除了互相排斥的特征和/或步骤以外，均可以以任何方式组合。另外，上述具体实施例是示例性的，本领域技术人员可以在本发明公开内容的启发下想出各种解决方案，而这些解决方案也都属于本发明的公开范围并落入本发明的保护范围之内。本领域技术人员应该明白，本发明说明书及其附图均为说明性而并非构成对权利要求的限制。本发明的保护范围由权利要求及其等同物限定。 | 本发明涉及一种电动车充电控制方法及系统。通过电池管理系统和充电桩完成通信，获取充电桩基本性能参数，通过电池基础数据的获取，并与远程控制客户端交互，使用户根据当时的电池使用状况，选取不同的充电方式和充电电量，或者是不同的充电方式和充电时间，从不同的维度满足用户的需求，结合用户的充电需求和电池系统当时的状态参数，估算不同充电方案下电池温升，完成充电电量所需时间或将完成充电量等信息，并让用户知晓何时能够完成充电需求；用户通过远程控制客户端获得相关充电信息，根据自身充电需求进行充电方式最终选择，最后根据用户的充电需求参数，结合电池的实时状态变量，完成充电过程电流曲线优化，从而控制整个充电过程。 | CN:201710409201.0A | https://patentimages.storage.googleapis.com/78/2f/a1/7845aebebd8d12/CN107128204B.pdf | CN:107128204:B | 晏玖江 | Chengdu Yajun New Energy Automobile Technology Co Ltd | KR:20110107724:A, CN:102593894:A, CN:103501029:A, CN:106183860:A | Not available | 2020-07-03 | 1.一种电动车充电控制方法，其特征在于，其包括如下步骤：, (1)电池管理系统通过充电桩数据采集单元实时获取充电桩基本性能参数；, (2)电池管理系统通过电池数据采集单元实时获取电池相关数据；, (3)电池管理系统将所述步骤(1)和(2)所实时获取的充电桩基本性能参数和电池相关数据发送至远程控制客户端；, (4)用户根据所述步骤(3)收到的充电桩基本性能参数和电池相关数据，通过远程控制客户端选择充电方式和充电需求参数，并将用户的选择信息发送至电池管理系统；, (5)电池管理系统根据所述步骤(4)中客户选择的充电方式和充电需求参数，结合实时获取的电池相关数据，估算出何时能够完成充电需求并反馈至远程控制客户端；, (6)用户根据所述步骤(5)反馈的信息和自身充电需求进行充电方式的最终选择；, (7)电池管理系统根据所述步骤(6)的最终选择信息，结合实时获取的电池相关数据完成充电过程电流曲线优化，从而控制整个充电过程；, (8)电池管理系统根据用户选择的充电方式、充电需求参数以及电池的最高电压性能参数作为截止条件，按照所述步骤(7)形成的充电过程电流曲线控制充电桩完成并结束充电。, 2.根据权利要求1所述的一种电动车充电控制方法，其特征在于，还包括步骤(9)：电池管理系统将充电统计数据上传至大数据平台的服务器。, 3.根据权利要求2所述的一种电动车充电控制方法，其特征在于，所述充电统计数据包括电池充电量循环区间电池充电量、电池充电次数、充电过程平均温度、充电方式及充电需求参数。, 4.根据权利要求1至3之一所述的一种电动车充电控制方法，其特征在于，所述充电桩基本性能参数包括最高输出电压、最低输出电压和最大输出电流。, 5.根据权利要求1至3之一所述的一种电动车充电控制方法，其特征在于，所述电池相关数据包括电池实时温度、电池使用实时环境温度、电池总电量、电池温升特性、电池箱体各个温度点温差和电池各个串联单体压差。, 6.根据权利要求1至3之一所述的一种电动车充电控制方法，其特征在于，所述充电方式包括慢充方式、默认充电方式、电池系统维护充电方式和远程充电方式；所述充电需求参数包括充电电量和充电时间。 | CN | China | Expired - Fee Related | B | True |
| 234 | 一种增程式电动汽车热管理系统及控制方法 \n | CN107351640B | 技术领域本发明涉及电动车技术领域，具体为一种增程式电动汽车热管理系统及控制方法。背景技术目前增程式电动汽车的室内采暖和电池包加热大都采用高压PTC加热方案，由于耗电量过大，这种方案将会导致电动汽车的续驶里程减少20%以上。增程式电动汽车在增程模式下，发动机工作产生的热量直接通过散热器散发掉，没有得到充分的利用。室内采暖模式下，单纯依靠PTC加热产生热量，消耗大量动力电池的电能，影响纯电动续驶里程。对电池包的加热采用PTC，冬季温度极低情况下，动力电池放电能力低，限制了PTC的加热功率，对电池加热需要消耗很长的时间。对电池包的冷却，目前主要有风冷和液冷两种，由于电池内部结构复杂，风冷和液冷都无法实现对电池的快速冷却。发明内容本发明的目的是提供一种更加安全可靠又热管理效果好的增程式电动汽车热管理系统及控制方法。本发明的上述技术目的是通过以下技术方案得以实现的：一种增程式电动汽车热管理系统，包括发动机循环子系统、驱动电机循环子系统和空调制冷循环子系统，所述发动机循环子系统包括增程发动机、循环水泵Ⅰ、散热器Ⅰ、冷却风扇、电磁阀Ⅰ、散热器Ⅱ、鼓风机、PTC加热器、电磁阀Ⅱ和电池包，所述驱动电机循环子系统包括循环水泵Ⅱ、逆变器、驱动电机、发电机、散热器Ⅲ，所述空调制冷循环子系统包括压缩机、冷凝器、电磁阀Ⅲ、电池包、蒸发器、鼓风机。一种基于上述增程式电动汽车热管理系统的控制方法，在冬季使用车辆时，电池包温度过低，通过整车控制增程发动机启动，直接进入增程模式，当发动机温度达到设定温度时，启动循环水泵Ⅰ，控制打开电磁阀Ⅱ，循环水经过电池包，给电池包加热，当电池包温度达到设定温度时，关闭电磁阀Ⅱ，如果电池包电量大于设定值，同时控制增程发动机停机；当室内采暖时，若增程发动机处于非工作状态，整车控制PTC加热器加热；若增程发动机处于工作状态，则控制PTC加热器处于非工作状态，控制打开电磁阀Ⅰ，发动机循环水流经室内散热器Ⅱ，并根据室内温度控制电磁阀Ⅰ的开闭；当发动机温度高于设定值时，控制启动冷却风扇工作。一种基于上述增程式电动汽车热管理系统的控制方法，在夏季使用车辆时，当电池包温度高于设定值时，控制启动压缩机和冷却风扇工作，并打开电磁阀Ⅲ，冷媒经过电池包直接冷却；当室内制冷时，控制启动压缩机，若室内温度和电池包温度均低于设定值，则控制压缩机停机。一种基于上述增程式电动汽车热管理系统的控制方法，当逆变器、驱动电机和发电机三个部件中有一个部件的温度达到某一设定值，则控制启动水泵Ⅱ工作，当温度继续升高到另一温度设定值时，控制启动冷却风扇工作。本发明的有益效果：解决冬季室内采暖和电池包加热大量消耗电池包电能而导致电动汽车续驶里程大幅度缩短的问题，提高发动机的热量利用率，大大较少电池包加热所用时间，通过控制，最大程度减少燃油和电能的消耗。夏季时提高对电池的冷却效果。附图说明图1是本发明实施例的结构原理图。具体实施方式以下具体实施例仅仅是对本发明的解释，其并不是对本发明的限制，本领域技术人员在阅读完本说明书后可以根据需要对本实施例做出没有创造性贡献的修改，但只要在本发明的权利要求范围内都受到专利法的保护。实施例，如图1所示，为解决以上问题，本发明专利提供一种增程式电动汽车的热管理系统及其控制方法，解决冬季室内采暖和电池包加热大量消耗电池包电能而导致电动汽车续驶里程大幅度缩短的问题，提高发动机的热量利用率，大大较少电池包加热所用时间，通过控制，最大程度减少燃油和电能的消耗。夏季时提高对电池的冷却效果。本发明所提及的热管理系统包括发动机循环、驱动电机循环和空调制冷循环等三个子循环系统。发动机循环子系统由增程发动机、循环水泵Ⅰ、散热器Ⅰ、冷却风扇、电磁阀Ⅰ、散热器Ⅱ、鼓风机、PTC、电磁阀Ⅱ和电池包组成。驱动电机循环子系统由循环水泵Ⅱ、逆变器、驱动电机、发电机、散热器Ⅲ等组成。空调制冷循环子系统由压缩机、冷凝器、电磁阀Ⅲ、电池包、蒸发器、鼓风机等组成，PTC可以采用常规的陶瓷电加热元件。在冬季使用车辆时，电池包温度过低，通过整车控制增程发动机启动，直接进入增程模式，当发动机温度达到设定温度时，启动循环水泵Ⅰ，控制打开电磁阀Ⅱ，循环水经过电池包，给电池包加热。当电池包温度达到设定温度时，关闭电磁阀Ⅱ，如果电池包电量大于设定值，同时控制增程发动机停机。当室内采暖时，若增程发动机处于非工作状态，整车控制PTC加热；若增程发动机处于工作状态，则控制PTC处于非工作状态，控制打开电磁阀Ⅰ，发动机循环水流经室内散热器Ⅱ，并根据室内温度控制电磁阀Ⅰ的开闭。当发动机温度高于设定值时，控制启动冷却风扇工作。在夏季使用车辆时，当电池包温度高于设定值时，控制启动压缩机和冷却风扇工作，并打开电磁阀Ⅲ，冷媒经过电池包直接冷却。当室内制冷时，控制启动压缩机，若室内温度和电池包温度均低于设定值，则控制压缩机停机。驱动电机循环子系统的工作时机由逆变器、驱动电机和发电机的温度决定，当逆变器、驱动电机和发电机三个部件中有一个部件的温度达到某一设定值，则控制启动水泵Ⅱ工作，当温度继续升高到另一温度设定值时，控制启动冷却风扇工作。本发明的技术效果为：通过对增程式电动汽车的各个部件进行热管理，解决了极低温度下电池包加热速度慢的问题，改善了电池包的冷却效果。提高了对发动机燃烧所产生的热量的利用效率，同时利用发动机冷却水和PTC复合为室内供暖，最大程度提高了对发动机热量和电池包电能的利用率。本发明根据增程式电动汽车各部件的不同特性需求，通过三个独立循环回路，分别实现对各部件的热管理，利用电磁阀控制各循环回路之路的流通，根据各部件的温度来控制电磁阀的开闭。本发明中的1增程发动机的出水口连接2-循环水泵Ⅰ的进水口，2-循环水泵Ⅰ的出水口连接20-四通管Ⅰ的进水口，20-四通管Ⅰ的第一出水口连接21-四通管Ⅱ的第一进水口。四通管Ⅰ的第二出水口连接4-电磁阀Ⅰ进水口，4-电磁阀Ⅰ出水口连接5-散热器Ⅱ进水口，5-散热器Ⅱ的出水口连接21-四通管Ⅱ的第二进水口，6-PTC与5-散热器Ⅱ并排放置，均直接接触由7-鼓风机吹出的循环风。四通管Ⅰ的第三出水口连接14-电磁阀Ⅱ的进水口，14-电磁阀Ⅱ的出水口连接19-电池包的加热管进水口，19-电池包加热管出水口直接连接21-四通管Ⅱ的第三进水口。四通管Ⅱ的出水口连接3-散热器Ⅰ的进水口。散热器Ⅰ的出水口连接1-增程发动机的进水口。通过以上方式连接，形成发动机循环子系统，实现发动机的冷却、室内采暖、电池包加热等功能。驱动电机循环子系统时独立的循环回路，由10-循环水泵Ⅱ、11-逆变器、12-驱动电机、13-发电机和8-散热器Ⅲ组成。循环水泵Ⅱ的出水口连接11-逆变器进水口，11-逆变器的出水口连接12-驱动电机的进水口，12-驱动电机的出水口连接13-发电机的进水口，13-发电机的出水口连接8-散热器Ⅲ的进水口，8-散热器Ⅲ的出水口连接10-循环水泵Ⅱ的进水口。以上连接形成驱动电机循环回路，实现对逆变器、驱动电机和发电机的冷却控制。空调制冷子系统由16-压缩机、17-冷凝器、22-三通Ⅰ、18-电磁阀Ⅲ、电池包、15-蒸发器、23-三通Ⅱ等组成。压缩机出口连接17-冷凝器进口，17-冷凝器出口连接22-三通Ⅰ进口，22-三通Ⅰ的第一出口连接15-蒸发器的进口，15-蒸发器的出口连接23-三通Ⅱ的第一进口。三通Ⅰ的第二出口连接18-电磁阀Ⅲ的进口，18-电磁阀Ⅲ的出口连接19-电池冷却管进口，19-电池冷却管出口连接23-三通Ⅱ的第二进口。三通Ⅱ的出口连接16-压缩机的进口。以上连接形成空调制冷回路，实现对电池包的直接冷却和室内制冷降温。核心点如下：1、利用发动机冷却水为电池包进行加热。利用发动机冷却水和PTC为室内供暖的复合采暖模式。通过电磁阀实施对流入电池包的制冷剂的控制。根据电池包的温度和电量信息实施对増程器的启停控制。利用发动机冷却水加热和空调制冷剂冷却的电池热管理系统。本发明中提及的兼容散热器和PTC两种散热结构的HVAC。 | 本发明涉及电动车技术领域，具体为一种增程式电动汽车热管理系统及控制方法，包括发动机循环子系统、驱动电机循环子系统和空调制冷循环子系统，所述发动机循环子系统包括增程发动机、循环水泵Ⅰ、散热器Ⅰ、冷却风扇、电磁阀Ⅰ、散热器Ⅱ、鼓风机、PTC加热器、电磁阀Ⅱ和电池包，所述驱动电机循环子系统包括循环水泵Ⅱ、逆变器、驱动电机、增程发电机、散热器Ⅲ，所述空调制冷循环子系统包括压缩机、冷凝器、电磁阀Ⅲ、电池包、蒸发器、鼓风机，更加安全可靠又热管理效果好。 | CN:201710524035.9A | https://patentimages.storage.googleapis.com/b3/ef/6b/098a3e52348cf4/CN107351640B.pdf | CN:107351640:B | 郭广曾, 彭庆丰, 方运舟, 屠德新, 孙泽文, 董丽君, 刘传代 | Zhejiang Hozon New Energy Automobile Co Ltd | CN:103660916:A, CN:205736778:U | Not available | 2019-09-17 | 1.一种增程式电动汽车热管理系统，其特征在于：包括发动机循环子系统、驱动电机循环子系统和空调制冷循环子系统，所述发动机循环子系统包括发动机、循环水泵Ⅰ、散热器Ⅰ、冷却风扇、电磁阀Ⅰ、散热器Ⅱ、鼓风机、PTC加热器、电磁阀Ⅱ和电池包；所述发动机的出水口连接所述循环水泵Ⅰ的进水口，所述循环水泵Ⅰ的出水口连接四通管I的进水口；四通管Ⅰ的第一出水口连接四通管Ⅱ的第一进水口；所述四通管Ⅰ的第二出水口连接所述电磁阀Ⅰ进水口，所述电磁阀Ⅰ出水口连接所述散热器Ⅱ进水口，所述散热器Ⅱ的出水口连接四通管Ⅱ的第二进水口；所述PTC加热器与散热器Ⅱ并排放置，均直接接触由所述鼓风机吹出的循环风；所述四通管Ⅰ的第三出水口连接电磁阀Ⅱ的进水口，电磁阀Ⅱ的出水口连接所述电池包的加热管进水口，电池包加热管出水口直接连接四通管Ⅱ的第三进水口；四通管Ⅱ的出水口连接散热器Ⅰ的进水口；散热器Ⅰ的出水口连接发动机的进水口；, 所述驱动电机循环子系统包括循环水泵Ⅱ、逆变器、驱动电机、发电机、散热器Ⅲ；循环水泵Ⅱ的出水口连接逆变器进水口，逆变器的出水口连接驱动电机的进水口，驱动电机的出水口连接发电机的进水口，发电机的出水口连接散热器Ⅲ的进水口，散热器Ⅲ的出水口连接循环水泵Ⅱ的进水口；, 所述空调制冷循环子系统包括压缩机、冷凝器、电磁阀Ⅲ、电池包、蒸发器、鼓风机；, 压缩机出口连接冷凝器进口，冷凝器出口连接三通Ⅰ进口，三通Ⅰ的第一出口连接蒸发器的进口，蒸发器的出口连接三通Ⅱ的第一进口；三通Ⅰ的第二出口连接电磁阀Ⅲ的进口，电磁阀Ⅲ的出口连接电池冷却管进口，电池冷却管出口连接三通Ⅱ的第二进口；三通Ⅱ的出口连接压缩机的进口。, 2.一种基于权利要求1所述增程式电动汽车热管理系统的控制方法，其特征在于：在冬季使用车辆时，电池包温度过低，通过整车控制发动机启动，直接进入增程模式，当发动机温度达到设定温度时，启动循环水泵Ⅰ，控制打开电磁阀Ⅱ，循环水经过电池包，给电池包加热，当电池包温度达到设定温度时，关闭电磁阀Ⅱ，如果电池包电量大于设定值，同时控制发动机停机；, 当室内采暖时，若发动机处于非工作状态，整车控制PTC加热器加热；若发动机处于工作状态，则控制PTC加热器处于非工作状态，控制打开电磁阀Ⅰ，发动机循环水流经室内散热器Ⅱ，并根据室内温度控制电磁阀Ⅰ的开闭；, 当发动机温度高于设定值时，控制启动冷却风扇工作。, 3.一种基于权利要求1所述增程式电动汽车热管理系统的控制方法，其特征在于：在夏季使用车辆时，当电池包温度高于设定值时，控制启动压缩机和冷却风扇工作，并打开电磁阀Ⅲ，冷媒经过电池包直接冷却；, 当室内制冷时，控制启动压缩机，若室内温度和电池包温度均低于设定值，则控制压缩机停机。, 4.一种基于权利要求1所述增程式电动汽车热管理系统的控制方法，其特征在于：当逆变器、驱动电机和发电机三个部件中有一个部件的温度达到某一设定值，则控制启动水泵Ⅱ工作，当温度继续升高到另一温度设定值时，控制启动冷却风扇工作。 | CN | China | Active | B | True |
| 235 | 电动汽车的电池更换站更换电池的方法 \n | CN107757398B | 技术领域本发明涉及交通工具能源设备技术领域，特别是一种电动汽车的电池更换站更换电池的方法。背景技术目前，电动汽车由于其环保节能的特点，正日益受市场青睐，传统汽车以汽油或者柴油作为动力能源，在加油站加油过程较短，相对方便，而电动汽车其充电时间长，如果在电池充电站等待电池充满电能再走，将耗费大量时间，且充电时，汽车长期间占用电池充电站，也会大大降低电池充电站的效率和利用率。发明内容为解决现有技术中存在的问题，本发明提供了一种电动汽车的电池更换站更换电池的方法，通过共享经济的模式，在电池更换站对汽车直接进行电池更换，车主无需等待漫长的充电时间，电池更换方便快捷，更换站效率高、利用率高，能同时满足大量汽车的电池更换。本发明采用的技术方案是：一种电动汽车的电池更换站更换电池的方法，包括电池更换站找寻步骤，具体如下：a、接收电池更换需求方发出的电池更换需求信息，向电池更换需求方发送电池更换站网点地图，等待电池更换需求方发出电池更换站点信息获取指令；b、接收到电池更换需求方发出的电池更换站信息获取指令后，等待录入或选择性录入电池信息的信号指令；c、接收到电池信息录入的信号指令后，如果该电池更换站具有电池更换需求方所录入电池信息的对应型号电池，则向电池更换需求方发出具有对应型号电池的信息及电池库存信息，如果该电池更换站没有电池更换需求方所录入电池信息的对应型号电池，则向电池更换需求方发出不具有对应型号电池的信息。优选地，电池更换站找寻步骤还包括以下步骤：d、当向电池更换需求方发出具有对应型号电池的信息及电池库存信息的同时，向电池更换需求方推送是否需要发送导航信息的需求，如果接收到需要的信息，则推送导航路线信息至电池更换需求方，如果接收到不需要的信息或在预设定的N秒内无需求信息反馈，则结束信息推送。优选地，还包括电池更换控制步骤，具体如下：e、当电动汽车行驶至电池更换站指定位置后，拆卸电动汽车的电池，检测被拆卸电池的电量并记录，然后送入电池更换站指定区域；f、调取需要更换电池的电动汽车的电池信息，输送匹配型号且电量充满的电池到待更换区域。优选地，还包括计费步骤，具体如下：g、根据已检测出的新更换电池的电量和已检测出的已更换电池的电量，计算出电量差，设定更换电池的费用为N元/毫安时电量差，计算出电池更换的费用。优选地，还包括支付步骤，具体如下：h、推送电池更换站录入的电池更换费用信息到电池更换需求方，并向电池更换需求方发送费用明细确认选项，当接收到电池更换需求方发出的费用明细确认无误的信息，则推送支付方式选项到电池更换需求方；当接收到电池更换需求方发出的费用异议信息，则推送至电池更换站，待接收到电池更换站重新录入的费用信息后再次进入本步骤。优选地，支付步骤中，还包括以下步骤：i、当接收到电池更换需求方选择的线上第三方支付方式，则链接第三方支付平台完成支付后即交易完成；当接收到电池更换需求方选择的线下支付方式，则推送线下支付信息到电池更换站，待接收到电池更换站录入的线下交易完成的信息后，则交易完成。优选地，还包括评价步骤，具体如下：交易完成后，推送评价选项到电池更换需求方，接收到电池更换需求方的评价信息后，整个电池更换过程结束。本发明的有益效果是：1、利用电池更换站进行电池更换，车主无需等待漫长的充电时间，充电不再是电动汽车的痛点，电池更换方便快捷，更换站效率高、利用率高，能同时满足大量汽车的电池更换。2、采用共享经济的模式，更换电池时，只需要将电动汽车上的电池取下，换上更换站充满电能的电池即可，更换下来的电池在更换站进行充电，车主无需要支付整个新电池的费用，只需要支付新电池所带电能部分的费用即可，甚至可对电池进行检测，只需要精确支付新旧电池的电能差价即可，合理、实惠的收费更能让新能源汽车为人们所接受，利于新能源汽车的广泛推广。3、车主可提前查询到最近的更换站的位置信息和库存信息，可提前有针对性选择合适的更换站，提高更换效率。附图说明图1为本发明实施例中电池更换站的结构示意图；图2为本发明实施例中电池输送装置的结构示意图；图3为本发明实施例中电池更换站的系统原理图；图4为本发明实施例中电池更换站更换电池的流程图；附图标记：10-电池更换区，11-汽车定位停车区，12-第一电池拆装装置，20-电池输送装置，21-主传输带，22-子传输带，23-电池推动装置，30-电池储备区，31-电池储存架，32-第二电池拆装装置，40-更换站控制系统，41-主控装置，42-主控制器，43-GPS模块，44-触控显示屏，45-通信模块，50-服务器，60-移动终端。具体实施方式下面结合附图对本发明的实施例进行详细说明。实施例如图1、图2、图3所示，本发明中的电池更换站包括电池更换区10、电池储备区30和更换站控制系统40；所述电池更换区10设有用于对新能源汽车拆装电池的第一电池拆装装置21，所述电池储备区30设有用于存取电池储备区30中电池的第二电池拆装装置32；所述更换站控制系统40包括主控装置41以及和云端服务器50互通数据的通信模块45，所述主控装置41的第一信号输出端连接第一电池拆装装置21的信号输入端，所述主控装置41的第二信号输出端连接第二电池拆装装置32的信号输入端，所述主控装置41的第一信号输入输出端连接通信模块45的信号输入输出端，移动终端60与服务器50进行数据通信。在更换站内设置用于停车更换蓄电池的电池更换区以及用于存放蓄电池的电池储备区。当新能源电动汽车需要更换蓄电池时，将汽车开进更换站并停靠在电池更换区中，然后由主控装置控制第一电池拆装装置对汽车上的蓄电池进行拆卸，当然也可通过人工的方式拆卸，将拆卸后的蓄电池(称旧电池)回收至电池储备区进行充电以便再次使用；然后由主控装置控制第二电池拆装装置从电池储备区中取出充满电能的蓄电池(称新电池)送至电池更换区，当然也可通过人工的方式取电池；最后主控装置控制第一电池拆装装置将新电池安装在汽车上即可。其中，第一、第二电池拆装置装置可采用现有常规的机器人手臂。移动终端可为手机，用户可通过手机上的APP发送更换电池的相关指令至云端的服务器，用户还可通过手机上的APP进行电池更换的费用支付。而服务器则通过通信模块和主控装置之间通信，主控装置主要接收服务器发送来的用户更换电池的相关指令，同时也会将电池储备区中存放的电池信息(如电池总数量、电池的型号、各型号电池的数量)发送至服务器，其中电池信息可由人工输入，也可在电池储备区中各电池的储位处设置相应的常规电池检测装置来自动检测电池信息。所述主控装置41包括主控制器42以及用于提供人机交互界面的触控显示屏44，所述主控制器42的信号输入输出端连接触控显示屏44的信号输入输出端。触控显示屏主要用于给更换电池的用户提供相关信息(主要包括电池信息)的查询服务以及工作人员手动录入电池信息，用户还可通过触控显示屏的操作主送电池更换的相关指令以及查询本次更换费用等。所述主控装置41还包括GPS模块43，所述主控制器42的信号输入端连接GPS模块43的信号输出端。GPS模块用于向服务器提供该更换站的位置信息以供用户查询，用户需要更换电池时，可通过手机上的APP查询最近的更换站，并通过导航行至该更换站。所述电池更换区10和电池储备区30之间设有传输电池的电池输送装置20，所述主控装置41的第三信号输出端连接电池输送装置20的信号输入端。通过主控装置控制电池输送装置在电池更换区和电池储备区之间传输电池，该电池输送装置可选择具有双向传送功能的传送带。所述电池输送装置20包括主传输带21和多个与各电池更换区10对应的子传输带22，所述主传输带21的一端与电池储备区30对应设置，所述子传输带22的一端与电池更换区10对应设置，所述子传输带22的另一端与主传输带21的一侧相接；所述主传输带21的另一侧设有与子传输带22对应的电池推动装置23。在更换站内可设置多个电池更换区，以便同时对多辆汽车进行电池更换，提高效率。在更换电池时，由主控装置控制子传输带将旧电池传送到主传输带上，再由主传输带将旧电池传送到电池储备区；在安装新电池时，由子传输带将新电池传送到对应子传输带与主传输带的连接处，再由主传输带侧边的电池推动装置将新电池推到子传输带上，最后由子传输带将新电池传送到对应的电池更换区。其中电池推动装置可由带电磁阀的气缸组成，该气缸由主控装置统一控制。所述电池储备区30设有与第二电池拆装装置32对应的电池储存架31。所述电池储存架31上设有多个给电池充电的充电接口。在电池储备区，为方便电池存放管理，可设置带有多层隔板的电池储存架，每层隔板上设置多个电池存放隔间，电池存放于电池存放隔间中，且在隔间中设置充电接口和电池检测装置，各隔间的位置坐标预设于主控装置中，以便主控装置控制第二电池拆装装置准确的存取电池。所述电池更换区10内设有汽车定位停车区11，所述汽车定位停车11区内设有汽车定位传感器。所述汽车定位停车区11内设有车轮固定装置。为使汽车依靠位置标准，方便第一电池拆装装置的自动化作业，可在电池更换区设置标准的汽车定位停车区，在汽车定位停车区内设置汽车定位传感器，该汽车定位传感器可为常规的红外距离传感器，用于检测汽车是否在汽车定位停车区内准确停靠。为了避免汽车在更换电池时异常移动，在汽车定位停车区内设置车轮固定装置，该车轮固定装置可为车轮锁，如常规的夹子式车轮锁、吸盘式车轮锁、大三叉式车轮锁。如图4所示，本发明提供了一种电动汽车的电池更换站更换电池的方法，其中，该电池更换站如上所述，包括电池更换站找寻步骤，具体如下：a、接收电池更换需求方发出的电池更换需求信息，向电池更换需求方发送电池更换站网点地图，等待电池更换需求方发出电池更换站点信息获取指令；b、接收到电池更换需求方发出的电池更换站信息获取指令后，等待录入或选择性录入电池信息的信号指令；c、接收到电池信息录入的信号指令后，如果该电池更换站具有电池更换需求方所录入电池信息的对应型号电池，则向电池更换需求方发出具有对应型号电池的信息及电池库存信息，如果该电池更换站没有电池更换需求方所录入电池信息的对应型号电池，则向电池更换需求方发出不具有对应型号电池的信息。具体地，电池更换站找寻步骤还包括以下步骤：d、当向电池更换需求方发出具有对应型号电池的信息及电池库存信息的同时，向电池更换需求方推送是否需要发送导航信息的需求，如果接收到需要的信息，则推送导航路线信息至电池更换需求方，如果接收到不需要的信息或在预设定的N(N≥3)秒内无需求信息反馈，则结束信息推送。在其中一个实施例中，还包括电池更换控制步骤，具体如下：e、当电动汽车行驶至电池更换站指定位置后，拆卸电动汽车的电池，检测被拆卸电池的电量并记录，然后送入电池更换站指定区域；f、调取需要更换电池的电动汽车的电池信息，输送匹配型号且电量充满的电池到待更换区域。在另外一个实施例中，还包括计费步骤，具体如下：g、根据已检测出的新更换电池的电量和已检测出的已更换电池的电量，计算出电量差，设定更换电池的费用为N元/毫安时电量差，计算出电池更换的费用。在另外一个实施例中，还包括支付步骤，具体如下：h、推送电池更换站录入的电池更换费用信息到电池更换需求方，并向电池更换需求方发送费用明细确认选项，当接收到电池更换需求方发出的费用明细确认无误的信息，则推送支付方式选项到电池更换需求方；当接收到电池更换需求方发出的费用异议信息，则推送至电池更换站，待接收到电池更换站重新录入的费用信息后再次进入本步骤。在另外一个实施例中，支付步骤中，还包括以下步骤：i、当接收到电池更换需求方选择的线上第三方支付方式，则链接第三方支付平台完成支付后即交易完成；当接收到电池更换需求方选择的线下支付方式，则推送线下支付信息到电池更换站，待接收到电池更换站录入的线下交易完成的信息后，则交易完成。在另外一个实施例中，还包括评价步骤，具体如下：交易完成后，推送评价选项到电池更换需求方，接收到电池更换需求方的评价信息后，整个电池更换过程结束。以上所述实施例仅表达了本发明的具体实施方式，其描述较为具体和详细，但并不能因此而理解为对本发明专利范围的限制。应当指出的是，对于本领域的普通技术人员来说，在不脱离本发明构思的前提下，还可以做出若干变形和改进，这些都属于本发明的保护范围。 | 本发明公开了一种电动汽车的电池更换站更换电池的方法，包括电池更换站找寻步骤，电池更换步骤，计费步骤，支付步骤和评价步骤；其中，电池更换步骤如下：当电动汽车行驶至电池更换站指定位置后，拆卸电动汽车的电池，检测被拆卸电池的电量并记录，然后送入电池更换站指定区域；调取需要更换电池的电动汽车的电池信息，输送匹配型号且电量充满的电池到待更换区域。本发明的电动汽车的电池更换站更换电池的方法，可方便地为电动汽车更换如蓄电池、燃料电池等能源模块，通过共享经济的模式，在电池更换站对汽车直接进行电池更换，车主无需等待漫长的充电时间，电池更换方便快捷，更换站效率高、利用率高，能同时满足大量汽车的电池更换。 | CN:201710854318.XA | https://patentimages.storage.googleapis.com/02/5f/f5/61e2da54071ca8/CN107757398B.pdf | CN:107757398:B | 邹勇 | Individual | NaN | Not available | 2019-11-08 | 1.一种电动汽车的电池更换站更换电池的方法，其特征在于，包括电池更换站找寻步骤，具体如下：, a、接收电池更换需求方发出的电池更换需求信息，向电池更换需求方发送电池更换站网点地图，等待电池更换需求方发出电池更换站点信息获取指令；, b、接收到电池更换需求方发出的电池更换站信息获取指令后，等待录入或选择性录入电池信息的信号指令；, c、接收到电池信息录入的信号指令后，如果该电池更换站具有电池更换需求方所录入电池信息的对应型号电池，则向电池更换需求方发出具有对应型号电池的信息及电池库存信息，如果该电池更换站没有电池更换需求方所录入电池信息的对应型号电池，则向电池更换需求方发出不具有对应型号电池的信息；, 还包括电池更换控制步骤，具体如下：, e、当电动汽车行驶至电池更换站指定位置后，拆卸电动汽车的电池，检测被拆卸电池的电量并记录，然后送入电池更换站指定区域；, f、调取需要更换电池的电动汽车的电池信息，输送匹配型号且电量充满的电池到待更换区域；, 还包括计费步骤，具体如下：, g、根据已检测出的新更换电池的电量和已检测出的已更换电池的电量，计算出电量差，设定更换电池的费用为N元/毫安时电量差，计算出电池更换的费用；, 还包括支付步骤，具体如下：, h、推送电池更换站录入的电池更换费用信息到电池更换需求方，并向电池更换需求方发送费用明细确认选项，当接收到电池更换需求方发出的费用明细确认无误的信息，则推送支付方式选项到电池更换需求方；当接收到电池更换需求方发出的费用异议信息，则推送至电池更换站，待接收到电池更换站重新录入的费用信息后再次进入本步骤；, 支付步骤中，还包括以下步骤：, i、当接收到电池更换需求方选择的线上第三方支付方式，则链接第三方支付平台完成支付后即交易完成；当接收到电池更换需求方选择的线下支付方式，则推送线下支付信息到电池更换站，待接收到电池更换站录入的线下交易完成的信息后，则交易完成。, 2.根据权利要求1所述的电动汽车的电池更换站更换电池的方法，其特征在于，电池更换站找寻步骤还包括以下步骤：, d、当向电池更换需求方发出具有对应型号电池的信息及电池库存信息的同时，向电池更换需求方推送是否需要发送导航信息的需求，如果接收到需要的信息，则推送导航路线信息至电池更换需求方，如果接收到不需要的信息或在预设定的N秒内无需求信息反馈，则结束信息推送。, 3.根据权利要求2所述的电动汽车的电池更换站更换电池的方法，其特征在于，还包括评价步骤，具体如下：, 交易完成后，推送评价选项到电池更换需求方，接收到电池更换需求方的评价信息后，整个电池更换过程结束。 | CN | China | Expired - Fee Related | Y | True |
| 236 | Vehicle power management \n | US10442306B2 | The described technology generally relates to automobiles, more specifically, to electric vehicle power management.\nPower management of an electric vehicle can be challenging as the task requires balancing efficiency, functionality, and efficacy. Even when the main driving system of the electric vehicle is powered down, some parts of the electric vehicle may stay active or intermittently become active, continuing to draw power from one or more batteries of the electric vehicle. Accurate measurement, monitoring, and managing of the power level of the batteries without consuming too much power when the main drive system is powered off can be challenging.\nThe methods and devices of the described technology each have several aspects, no single one of which is solely responsible for its desirable attributes.\nIn one embodiment, an electric vehicle includes a first battery, a second battery, a vehicle drive system powered by the first battery, one or more secondary systems powered by the second battery, each of the one or more secondary systems comprising a system control unit, a battery control unit for the second battery, and a battery output current sensing circuit coupled to the second battery and the battery control unit, wherein the battery control unit wakes up and initiates monitoring of the second battery in response to the battery output current sensing circuit sensing a current level above a threshold.\nIn another embodiment, a method for managing a battery level of an electric vehicle while powered down includes sensing a current from a battery being above a threshold, waking up a battery control unit coupled to the battery based on the sensed above-threshold current from the battery, determining a current output of the battery with the battery control unit upon waking up, and controlling operation of a second control unit based on the determined current output of the battery, wherein the second control unit is associated with a secondary vehicle system, and wherein the secondary vehicle system is powered by the battery.\nIn another embodiment, an electric vehicle low voltage battery monitoring system includes means for sensing a current from a battery being above a threshold, means for waking up a battery control unit coupled to the battery based on the sensed above-threshold current from the battery, means for determining a current output of the battery with the battery control unit upon waking up, controlling operation of a second control unit based on the determined current output of the battery, wherein the second control unit is associated with a secondary vehicle system, and wherein the secondary vehicle system is powered by the battery.\nThese drawings and the associated description herein are provided to illustrate specific embodiments of the invention and are not intended to be limiting.\n FIG. 1 is a block diagram of an electric vehicle powering system according to one embodiment.\n FIG. 2 is a block diagram of an example battery power management system according to one embodiment.\n FIG. 3 is a block diagram of another example battery power management system according to one embodiment.\n FIG. 4 is an example application of battery power management disclosed herein in an electric vehicle.\n FIG. 5 is a flowchart of an example battery power management process according to one embodiment.\nVarious aspects of the novel systems, apparatuses, and methods are described more fully hereinafter with reference to the accompanying drawings. Aspects of this disclosure may, however, be embodied in many different forms and should not be construed as limited to any specific structure or function presented throughout this disclosure. Rather, these aspects are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art. Based on the teachings herein, one skilled in the art should appreciate that the scope of the disclosure is intended to cover any aspect of the novel systems, apparatuses, and methods disclosed herein, whether implemented independently of or combined with any other aspect. For example, an apparatus may be implemented or a method may be practiced using any number of the aspects set forth herein. In addition, the scope is intended to encompass such an apparatus or method which is practiced using other structure, functionality, or structure and functionality in addition to or other than the various aspects set forth herein. It should be understood that any aspect disclosed herein may be embodied by one or more elements of a claim.\nAlthough particular aspects are described herein, many variations and permutations of these aspects fall within the scope of the disclosure. Although some benefits and advantages of the preferred aspects are mentioned, the scope of the disclosure is not intended to be limited to particular benefits, uses, or objectives. Rather, aspects of the disclosure are intended to be broadly applicable to automotive systems and/or different wired and wireless technologies, system configurations, networks, including optical networks, hard disks, and transmission protocols, some of which are illustrated by way of example in the figures and in the following description of the preferred aspects. The detailed description and drawings are merely illustrative of the disclosure rather than limiting, the scope of the disclosure being defined by the appended claims and equivalents thereof.\nIn this description, reference is made to the drawings where like reference numerals can indicate identical or functionally similar elements. It will be understood that elements illustrated in the figures are not necessarily drawn to scale. Moreover, it will be understood that certain embodiments can include more elements than illustrated in a drawing and/or a subset of the elements illustrated in a drawing. Further, some embodiments can incorporate any suitable combination of features from two or more drawings.\nA battery level management system for an electric vehicle during a powered down and uncharged period is disclosed. A current output from a low voltage battery of the electric vehicle being above a threshold can be sensed to wake up a control unit associated with the low voltage battery without waking up or fully powering other control units. Upon waking up, the control unit associated with the low voltage battery can start monitoring the current output from the low voltage battery and controlling the power drawn from the low voltage battery by enabling or disabling other control units to manage the remaining low voltage battery power level.\n FIG. 1 is a block diagram of a direct current (DC) powering system. The illustrated DC powering system 100 includes a high voltage (HV) battery 110 providing power to a high voltage load 150, a low voltage (LV) battery 115 providing power to a low voltage load 190, and a DC/DC converter 180 converting a high DC voltage of the high voltage battery 110 to a lower DC voltage to allow the high voltage battery 110 to charge the low voltage battery 115. The illustrated powering system 100 also includes a low voltage battery circuit 117 coupled to the low voltage battery 115 to manage the power level of the low voltage battery 115 as further discussed below in connection with FIGS. 2-3. The illustrated powering system 100 can, for example, be implemented in an electric vehicle with the high voltage load 150 being a load typically requiring high voltage, such as a vehicle drive system, and the low voltage load 190 being a load typically requiring low voltage, such as a vehicle entertainment system. As further described below in connection with FIGS. 2-3, the low voltage load 190 can be implemented in a distributed manner, and the low voltage load 190 can include multiple systems or subsystems. Although the batteries 110, 115 each are illustrated as a single element in FIGS. 1-4, the batteries 110, 115 depicted in FIGS. 1-4 are only representational, and the batteries 110, 115 may be implemented with units or subunits such as packs, strings, modules, cells, etc.\nThe terms “high” voltage and “low” voltage used herein generally denotes the relative levels of voltages provided to the loads powered by the batteries disclosed herein, and the terms “high” and “low” are not limited to any absolute levels of voltages. As generally described herein, a load operating with a “high” voltage and a load operating a “low” voltage can indicate that the voltage differential between the “high” and “low” voltages can be significant enough that a direct coupling or shorting of the “high” voltage and the “low” voltage of the loads would cause the loads to malfunction due to a significant current surge. When the disclosed herein is implemented in an electric vehicle, the “high” voltage load can be provided with voltages in the order of hundreds of volts, e.g., about 400 V, while the “low” voltage load can be provided with voltages in the order of a few tens of volts at most, e.g., less than 20 V.\n FIG. 2 is a block diagram of an example battery power management system according to one embodiment. The illustrated system 200 includes the low voltage battery 115 powering a low voltage load, which includes low voltage systems 220 a, 220 b, 220 c, . . . , individually or collectively referred to herein as the low voltage system(s) or secondary system(s) 220. The secondary systems 220 a, 220 b, 220 c, . . . , include respective system electronic control units (ECUs) 222 a, 222 b, 222 c, . . . , individually or collectively referred to herein as the system ECU(s) or system control unit(s) 222. In embodiments implemented in an electric vehicle, the secondary system 220 with their respective system control units 222 can be understood as a decentralized or distributed network within the electric vehicle responsible for various functions requiring a low voltage power from the low voltage battery 115. In some embodiments, the system control units 222 can be implemented with processors or microcontrollers responsible for controlling their respective secondary systems 220. The low voltage battery 115 is coupled to the low voltage battery circuit 117, which includes a shunt resistor 204, a current amplifier 202, a voltage reference circuit 206, a comparator 214, a buffer 210, an analog-to-digital converter (ADC) 212, and a LV battery ECU or battery control unit 216. It is to be noted that the illustrate embodiment in FIG. 2 is only one example embodiment, and in other embodiments, the circuit 117 may include additional passive and/or active circuit elements, such as filters, isolation capacitors, buffers, amplifiers, signal processing elements, etc.\nIn some embodiments, the current amplifier 202, the voltage reference circuit 206, and the comparator 214 can form a battery output current sensing circuit configured to sense a current output from the low voltage battery 115 being above a certain level. The current amplifier 202 can be coupled to the shunt resistor 204 and be configured to measure a voltage across the shunt resistor 204 to generate an output. Although the battery output current sensing circuit illustrated in FIGS. 2-3 includes the current amplifier 202 measuring current across the shunt resistor 204, it is to be noted that in other embodiments, measuring the current from the LV battery 115 can be implemented otherwise. For example, in some embodiments, current sensors, such as Hall-effect sensor(s) or magnetoresistive sensor(s), can be used to measure the current from the LV battery 115 instead of or in addition to using the shunt resistor 204. The output from the current amplifier can be indicative of the level of the current drawn from the low voltage battery 115. In some embodiments, the voltage reference circuit 206 can include passive circuit elements, such as resistors and/or capacitors. Also in some embodiments, the voltage reference circuit 206, even when not enabled, can provide an input to the comparator 214 based on the input from the current amplifier 202. Further details of the voltage reference circuit 206 and the comparator 214 are discussed below in connection with FIG. 3. The comparator 214 can be configured to compare the input from the voltage reference circuit 206 and a threshold voltage, Vth, to generate an input signal to the battery control unit 216.\nIn some implementations, the input signal to the battery control unit 216 from the comparator 214 can be understood as a wake-up signal. For example, when an electric vehicle, which includes the illustrated system 200, is powered off (i.e., the main driving load is powered off), at least parts of the voltage reference circuit 206 can be disabled, which can make the voltage reference circuit 206 to output a zero voltage to the comparator 214 initially. The voltage reference circuit 206 may include one or more passive circuit elements, which can allow generating a non-zero voltage output to the comparator 214 upon receiving a non-zero input from the current amplifier 202. In some embodiments, the current amplifier 202 can be configured to generate a current output to the voltage reference circuit 206 based on a voltage across the shunt resistor 204, where the voltage across the shunt resistor 204 indicates the level of currant drawn from the low voltage battery 115. The voltage reference circuit 206, when receiving a current input from the current amplifier 202, may provide a voltage input to the comparator 214 so that a wake-up signal can be generated when the battery output current sensing circuit (e.g., the current amplifier 202, the voltage reference circuit 206, and the comparator 214) senses that a current drawn from the low voltage battery 115 is above a certain threshold level. Although the various components of the current sensing circuit are described as generating and/or receiving particular current or voltage inputs or outputs, specific implementations as to what types (e.g., current or voltage) of inputs and/or outputs are used may differ from the examples described here.\nWhen the voltage level indicative of the current drawn from the low voltage battery 115 exceeds the threshold voltage, Vth, the comparator 214 signals to the battery control unit 216 to wake up through the wake-up signal. The battery control unit 216 can generate an enable signal, enable, upon receiving the wake-up signal from the comparator 214. The enable signal, enable, enables at least one or more elements of the voltage reference circuit 206 and the buffer 210, which can be used to buffer and forward the voltage input from the current amplifier 202 indicative of the current drawn from the low voltage battery 115 to the ADC 212. The ADC 212 can receive an analog input indicative of the low voltage battery current output from the buffer 210 and send a digital output indicative of the low voltage battery current output to the battery control unit 216. In some embodiments, the battery control unit 216 can be implemented using a microprocessor. The battery control unit 216 can receive the ADC output and determine the level of current output from the low voltage battery 115. Based on this determined current output level of the low voltage battery 115, the battery control unit may output one or more control signals, ECU ctrl, to the system control units 222 of the secondary systems 220. The control signal(s), ECU ctrl, can enable or disable one or more of the secondary systems 220 in part or in whole.\nIn some instances, even when the main driving system is turned off, one or more of the low voltage or secondary systems 220 may still need to stay on or be turned on and off time to time, drawing power from the low voltage battery 115 to perform non-drive or stationary functions, such as self-calibration or periodic running of a pump for chassis control or telematics. It can be advantageous to implement a system that monitors and manages the power level of the low voltage battery 115 as the non-drive power can be occasionally consumed by the secondary systems 220 of the electric vehicle so that the power level of the low voltage battery 115 would not be depleted over a prolonged period of non-driving, stationary, yet non-charging or unplugged time, for example. In some embodiments, a minimum level of power consumption can be maintained to keep the battery output current sensing circuit (e.g., at least parts of 202, 206, and 214 in FIG. 2, or at least parts of 202, 312, 314, 306, and 304 in FIG. 3) be responsive to the current output from the low voltage battery 115. It can be advantageous to implement a system disclosed herein to allow the battery control unit 216 to wake up first when the current above a certain level is drawn from the low voltage battery 115 so that the battery control unit 216 can monitor and assess whether and to what extent the low voltage battery power consumption should be allocated throughout the distributed secondary system without enabling and powering all the system control units 222 to assess and monitor the low voltage power consumption. In some embodiments, additional battery management strategies, such as load shedding, can also be implemented in conjunction with the disclosed herein.\nFurthermore, the battery control unit 216 can execute one or more algorithms or instructions to manage low voltage power usage by the system control units 222 based on various priorities or preferences of non-driving or stationary functions or operations. The system control units 222 and the battery control unit 216 can also be in communication with other controllers, such as one or more controllers responsible for managing the high voltage battery 110, to gather additional information or status of the electric vehicle and/or the high voltage battery 110. For example, in some instances, before the electric vehicle shuts down, the system control units 222 may receive a message regarding whether their respective secondary systems 220 can draw current from the low voltage battery 115. Depending on the remaining power level of the low voltage battery 115 at the time of shutting down, the disclosed herein can be strategically employed. For example, if the low voltage battery 115 is at near full or at least acceptable capacity, the battery control unit 216 can instruct the system control units 222 to allow drawing current from the low voltage battery 115. In another example, when the remaining power level of the low voltage battery 115 cannot provide indiscriminately provide power to the secondary systems 220, the battery control unit 216 can send messages to some or all of the secondary control units 222 not to draw power from the low voltage battery 115. In some embodiments, the determination of whether to control or limit power provision to the secondary systems 220 can always be performed as the battery control unit 216 can be woken up first to make the determination. In other embodiments, the determination can be selectively performed depending on particular conditions, such as remaining power levels of the low voltage battery 115.\n FIG. 3 is a block diagram of another example battery power management system according to one embodiment. The illustrated system 300 includes similar elements corresponding to the elements illustrated in FIG. 2, and the similar elements in the system 300 can be implemented in accordance with any of the principles and advantages discussed with reference to FIG. 2. The low voltage battery circuit 117 in the system 300 includes the shunt resistor 204, the current amplifier 202, the ADC 212, and the battery control unit 216. The illustrated low voltage battery circuit 117 in FIG. 3 also includes a buffer 302, a comparator 304, a voltage reference provider 310, resistors 312, 314 providing a voltage input to the buffer 302, and resistors 306, 308 implementing a voltage divider providing a threshold voltage, Vth (FIG. 2), to the comparator 304. As illustrated in FIG. 3, the buffer 302 and the comparator 304 can be implemented with amplifiers, such as operational amplifiers. It is to be noted that the illustrate embodiment in FIG. 3 is only one example embodiment, and in other embodiments, the circuit 117 may include additional passive and/or active circuit elements, such as filters, isolation capacitors, buffers, amplifiers, signal processing elements, etc.\nIn the illustrated example in FIG. 3, the resistors 312, 314, 306, 308 and the comparator 304 can form a battery output current sensing circuit, with the resistors 306, 308 and the comparator 304 coupled to a low current linear regular that allows persistent yet very low level of powering. In some implementations, when the electric vehicle, including the illustrated system 300, powers down, the voltage reference provider 310 can be configured to provide 0 V at the node between the resistors 312 and 314 without affecting the comparator 304. In some embodiments, when the electric vehicle is powered down and the battery control unit 216 is not awake, only the battery output current sensing circuit (306, 308, and 304) can remain powered, allowing only minimal level of power consumption. When a current gets drawn from the low voltage battery 115, the current amplifier 202 starts generating current output to the resistors 312, 314 raising the voltage level at one of the input nodes of the comparator 304. If the raised voltage level by the current output of the current amplifier 202 rises above the threshold voltage level set and provided by the resistors 306, 308, the comparator 304 outputs a wake-up signal to the battery control unit 216.\nIn some embodiments, the resistors 312, 314 can be implemented to adjust the voltage level to be provided to the comparator 304 and to the buffer 302, if enabled, for further processing (e.g., analog-to-digital conversion with the ADC 212). For example, in certain implementations, the resistor values of the resistors 312, 314 can be selected to provide a reference voltage, such as 1.25 V, to the buffer 302. In such an example, the resistor values of about 1-2 kΩ can be selected for the resistors 312, 314 where the voltage provider is powered at 5 V, and the buffer 302 powered at 3.3 V. The voltage divider implemented with the resistors 306, 308 can provide the threshold voltage, Vth (FIG. 2), to the comparator 304, and the resistance values of the resistors 306, 308 can be selected based, for example, on the desired level of current draw from the low voltage battery 115 that would trigger the battery control unit 304 to wake up, how the desired level of current draw from the low voltage battery 115 affects the output of the current amplifier 202, the resistance values of the resistors 312, 314 that would generate the voltage input to the comparator 304, and the voltage level of the power source coupled to the resistors 306, 308. For example, in some embodiments, the resistors 306, 308 can be coupled to a voltage source providing 3.3 V, and the value of the resistor 306 can be selected to be at around 90-100 KΩ while the value of the resistor 308 can be selected to be around 2-3 KΩ. The implementation of the battery output current sensing circuit with the comparator 304 and a threshold voltage advantageously allows selecting at what level of current draw from the low voltage battery 115 should the battery control unit 216 be woken up and also disallows insubstantial level of leakage currents from triggering the battery control unit 216 to be woken up.\nThe buffer 302 is configured to receive the enable signal, enable, from the battery control unit 216, which allows the buffer 302 to remain off or disabled when the battery control unit 216 is not awake and has not sent the enable signal. When the battery control unit 216 receives the wake-up signal from the comparator 304, the battery control unit may send the enable signal, enable, to the voltage reference provider 310 and the buffer 302 to enable them. When enabled, the voltage reference provider 310 can raise the voltage level at the node between the resistors 312, 314, to for example 1.25V, or any other suitable level to allow further processing of the input to the buffer 302, such as analog-to-digital conversion at the ADC 212. After the voltage reference provider 310 and the buffer 302 are enabled, a voltage level indicative of the current output, which in turn, is indicative of the current drawn from the low voltage battery 115, from the current amplifier 202 is buffered at the buffer 302 and forwarded to the ADC 212. The digital current measurement output from the ADC 212 is provided to the battery control unit 216 so that the battery control unit 216 can monitor the power drawn from the low voltage battery 115 and control the secondary control unit(s) 222 through the ECU ctrl signal(s) as discussed above in connection with FIG. 2.\n FIG. 4 is an example application of battery power management disclosed herein in an electric vehicle. The illustrated example in FIG. 4 includes an electric vehicle drive system 400 and a non-drive system 410. The electric vehicle drive system 400 includes the high voltage battery 110, an inverter 420 coupled to the high voltage battery 110, a current controller 430, a motor 440, and main load 450, and the battery management system 470. The non-drive system 410 includes the low voltage battery 115, the low voltage battery circuit 117, and an auxiliary or secondary load 460, which is powered by the low voltage battery 115. The auxiliary or secondary load 460 illustrated in FIG. 4 can be understood as the low voltage load 190 illustrated in FIG. 1 or the collection of the low voltage systems 220 illustrated in FIGS. 2-3. The high voltage battery 110 of the electric vehicle drive system 400 and the low voltage battery 115 of the non-drive system 410 are coupled to the DC/DC converter 180. In some embodiments, the high voltage battery 110 can be a rechargeable electric vehicle battery or traction battery used to power the propulsion of an electric vehicle including the drive system 400.\nThe inverter 420 includes power inputs which are connected to conductors of the high voltage battery 110 to receive, for example, DC power, single-phase electrical current, or multi-phase electrical current. Additionally, the inverter 420 can include an input which is coupled to an output of the current controller 430. The inverter 420 can also include three outputs representing three phases with currents that can be separated by 120 electrical degrees, with each phase provided on a conductor coupled to the motor 440. It should be noted that in other embodiments the inverter 420 may produce greater or fewer than three phases.\nThe motor 440 is fed from voltage source inverter 420 controlled by the current controller 430. The inputs of the motor 440 can be coupled to respective windings distributed about a stator. The motor 440 can be coupled to a mechanical output, for example a mechanical coupling between the motor 440 and main mechanical load 450. The main mechanical load 450 may represent one or more wheels of the electric vehicle.\nThe current controller 430 can be used to generate gate signals for the inverter 420. Accordingly, control of vehicle speed is performed by regulating the voltage or the flow of current from the inverter 420 through the stator of the motor 440. There are many control schemes that can be used in the electric vehicle drive system 400 including current control, voltage control, and direct torque control. Selection of the characteristics of inverter 420 and selection of the control technique of the controller 430 can determine efficacy of the drive system 400.\nThe battery management system 470 can receive data from the high voltage battery 110 and/or the low voltage battery 115 and generate control signals to manage one or more of the batteries 110, 115, such as reconfiguration control signals. In some embodiments, the battery management system 470 can also include one or more components for communicating and sending and receiving data within the battery management system 470 and/or with other components or circuitries in the electric vehicle. For example, the various components and circuits within the drive system 400, including components in the battery management system 470 can be in communication with one another using protocols or interfaces such as a controller area network (CAN) bus, serial peripheral interface (SPI), or other suitable protocols or interfaces. And in some embodiments, the processing of incoming data can be at least in part performed by other components not in the battery management system 470 within the electric vehicle as the battery management system 470 communicates with other components. Although illustrated separately in FIG. 4, the low voltage battery circuit 117 can be in part or in whole incorporated into the battery management system 470 in some embodiments.\nThe low voltage auxiliary load 460 in an electric vehicle application can be certain electronic loads that often require much less power than the main mechanical load 450. Example auxiliary load 460 in an electric vehicle can include the entertainment system, lighting system, door and window lock system, and other similar digital or analog circuits or electronics-based systems. An example voltage level provided to the auxiliary load 460 in an electric vehicle can be 12 V, which can further be converted to various different voltage levels, such as 3 V, 3.3 V, 5 V, etc., as needed by various sub-parts or systems within the auxiliary load 460.\nAlthough not illustrated, the electric vehicle drive system 400 can include one or more position sensors for determining position of the rotor of the motor 440 and providing this information to the current controller 430. For example, the motor 440 can include a signal output that can transmit a position of a rotor assembly of the motor 440 with respect to the stator assembly of the motor 440. The position sensor can be, for example, a Hall-effect sensor, a magnetoresistive sensor, potentiometer, linear variable differential transformer, optical encoder, or position resolver. In other embodiments, the saliency exhibited by the motor 440 can also allow for sensorless control applications. Although not illustrated, the electric vehicle drive system 400 can include one or more current sensors for determining phase currents of the stator windings and providing this information to the current controller 430. The current sensor can be, for example, a Hall-effect current sensor, a sense resistor connected to an amplifier, or a current clamp.\nIt should be appreciated that while the motor 440 is described as an electrical machine that can receive electrical power to produce mechanical power, it can also be used such that it receives mechanical power and thereby converts that to electrical power. In such a configuration, the inverter 420 can be utilized to excite the winding using a proper control and thereafter extract electrical power from the motor 440 while the motor 440 is receiving mechanical power.\n FIG. 5 is a flowchart of an example battery power management process according to one embodiment. The illustrated process 500 can be performed in part by and/or in conjunction with one or more components in the low voltage battery circuit 117 (FIGS. 1-4). It is to be noted that all or parts of steps 502, 504, 506, and 508 may be concurrently, continuously, periodically, intermittently, repeatedly, or iteratively performed, and the illustrated process 500 in FIG. 5 is only one example embodiment of inventive features disclosed herein.\nIn step 502, a current drawn from the low voltage battery being above a threshold is sensed. In some embodiments the battery output current sensing circuit (e.g., at least parts of 202, 206, and 214 in FIG. 2, or at least parts of 202, 312, 314, 306, and 304 in FIG. 3) can perform the sensing of an output current that is above a certain threshold level as described in connection with FIGS. 2-3 above. When a current level above a threshold is sensed, the process 500 proceeds to step 504.\nIn step 504, a battery controller, such as the battery control unit 216 (FIGS. 2-3) can be woken up. In some embodiments, an element responsible for sensing above-threshold current level, such as the comparator 214 (FIG. 2) or 304 (FIG. 3), can send a signal to the battery control unit 216 to wake up the battery control unit 216 and allow the battery control unit 216 to enable certain additional parts of the low voltage battery circuit 117 through an enable signal (e.g., enable in FIGS. 2-3) as discussed above in | A battery level management system for an electric vehicle during a powered down and uncharged period is disclosed. A current output from a low voltage battery of the electric vehicle being above a threshold can be sensed to wake up a control unit associated with the low voltage battery without waking up or fully powering other control units. Upon waking up, the control unit associated with the low voltage battery can start monitoring the current output from the low voltage battery and controlling the power drawn from the low voltage battery by enabling or disabling other control units to manage the remaining low voltage battery power level. | US:15/132,733 | https://patentimages.storage.googleapis.com/e2/c0/23/65e48d88bf079f/US10442306.pdf | US:10442306 | Daniel Arnold Sufrin-Disler, Phillip John Weicker, Anil Paryani | Faraday and Future Inc | US:20040264091:A1, CN:1574535:A, US:20070090801:A1, CN:100549704:C, US:20050286189:A1, US:20060197498:A1, US:20080197821:A1, CN:101247078:A, US:20100213887:A1, US:8258793, CN:103213510:A, US:20130187590:A1, US:20130271062:A1 | Not available | 2019-10-15 | 1. An electric vehicle comprising:\na first battery;\na second battery;\na vehicle drive system powered by the first battery;\na battery control unit for the second battery;\na plurality of secondary systems powered by the second battery, each of the plurality of secondary systems comprising a respective system control unit configured to:\nreceive a respective control signal from the battery control unit, and\ncontrol a current draw by the corresponding secondary system based on receipt of the respective control signal; and\n\na battery output current sensing circuit coupled to the second battery and the battery control unit, the battery output current sensing circuit configured to:\nsense a current level drawn from the second battery is above a threshold level, and\ngenerate a wake-up signal in response to sensing the current level drawn from the second battery is above the threshold level,\n\nwherein the battery control unit is further configured to:\nwake up in response to receipt of the wake-up signal,\ninitiate monitoring of the second battery, and\noutput one or more of the respective control signals to the respective system control unit to enable or disable the current draw by the respective secondary system based on the monitoring of the second battery.\n\n, a first battery;, a second battery;, a vehicle drive system powered by the first battery;, a battery control unit for the second battery;, a plurality of secondary systems powered by the second battery, each of the plurality of secondary systems comprising a respective system control unit configured to:\nreceive a respective control signal from the battery control unit, and\ncontrol a current draw by the corresponding secondary system based on receipt of the respective control signal; and\n, receive a respective control signal from the battery control unit, and, control a current draw by the corresponding secondary system based on receipt of the respective control signal; and, a battery output current sensing circuit coupled to the second battery and the battery control unit, the battery output current sensing circuit configured to:\nsense a current level drawn from the second battery is above a threshold level, and\ngenerate a wake-up signal in response to sensing the current level drawn from the second battery is above the threshold level,\n, sense a current level drawn from the second battery is above a threshold level, and, generate a wake-up signal in response to sensing the current level drawn from the second battery is above the threshold level,, wherein the battery control unit is further configured to:\nwake up in response to receipt of the wake-up signal,\ninitiate monitoring of the second battery, and\noutput one or more of the respective control signals to the respective system control unit to enable or disable the current draw by the respective secondary system based on the monitoring of the second battery.\n, wake up in response to receipt of the wake-up signal,, initiate monitoring of the second battery, and, output one or more of the respective control signals to the respective system control unit to enable or disable the current draw by the respective secondary system based on the monitoring of the second battery., 2. The electric vehicle of claim 1, wherein the battery output current sensing circuit comprises a current amplifier, a comparator, and one or more passive circuit elements., 3. The electric vehicle of claim 2, wherein the current amplifier is configured to measure a voltage across a shunt coupled to the second battery and generate an output., 4. The electric vehicle of claim 1, wherein the monitoring of the second battery is performed by a current measurement processing circuit comprising a voltage reference provider, a buffer, and an analog-to-digital converter (ADC)., 5. The electric vehicle of claim 1, wherein the battery output current sensing circuit is in part powered through a low current linear regulator., 6. The electric vehicle of claim 1,\nwherein the battery output current sensing circuit is configured to\ncompare a voltage level indicative of the current level from the second battery to a threshold voltage.\n\n, wherein the battery output current sensing circuit is configured to\ncompare a voltage level indicative of the current level from the second battery to a threshold voltage.\n, compare a voltage level indicative of the current level from the second battery to a threshold voltage., 7. The electric vehicle of claim 1, wherein the vehicle drive system comprises a high voltage load coupled to a motor of the electric vehicle, and wherein each of the plurality of secondary systems comprises a low voltage load., 8. The electric vehicle of claim 1, wherein the battery control unit and the plurality of system control units are in communication with one another through a controlled area network (CAN) bus., 9. The electric vehicle of claim 1, wherein the first battery provides a voltage greater than 300 V to the vehicle drive system, and wherein the second battery provides a voltage less than 30 V to the plurality of secondary systems., 10. A method for managing a battery level of an electric vehicle while powered down, the electric vehicle comprising a battery powering a plurality of vehicle systems, each of the plurality of vehicle systems comprising a respective system control unit, the method comprising:\nsensing a current level draw from the battery being above a threshold level;\ngenerating a wake-up signal in response to sensing the current level drawn from the battery is above the threshold level;\nwaking up a battery control unit coupled to the battery in response to receipt of the wake-up signal by the battery control unit;\ndetermining a current output of the battery with the battery control unit upon waking up; and\ncontrolling operation of one or more of the system control units based on the determined current output of the battery, wherein controlling operation comprises outputting, from the battery control unit, one or more control signals to the one or more system control units of the plurality of vehicle systems.\n, sensing a current level draw from the battery being above a threshold level;, generating a wake-up signal in response to sensing the current level drawn from the battery is above the threshold level;, waking up a battery control unit coupled to the battery in response to receipt of the wake-up signal by the battery control unit;, determining a current output of the battery with the battery control unit upon waking up; and, controlling operation of one or more of the system control units based on the determined current output of the battery, wherein controlling operation comprises outputting, from the battery control unit, one or more control signals to the one or more system control units of the plurality of vehicle systems., 11. The method of claim 10, wherein the battery provides a voltage less than 30 V to the secondary vehicle system., 12. The method of claim 10, wherein the sensing the current level draw above the threshold level comprises comparing a voltage level indicative of the current from the battery to a threshold voltage., 13. The method of claim 10, wherein the determining the current output of the battery comprises enabling a current measurement processing in response to the wake-up signal., 14. The method of claim 13, wherein the current measurement processing comprises:\nreceiving a voltage level indicative of the current output of the battery;\ndigitizing the voltage level; and\nsending the digitized voltage level to the battery control unit.\n, receiving a voltage level indicative of the current output of the battery;, digitizing the voltage level; and, sending the digitized voltage level to the battery control unit., 15. An electric vehicle low voltage battery monitoring system for an electric vehicle comprising a battery powering a plurality of vehicle systems, each of the plurality of vehicle systems comprising a respective system control unit, the system comprising:\nmeans for sensing a current level draw from the battery being above a threshold level;\nmeans for generating a wake-up signal in response to sending the current level drawn from the battery is above the threshold level;\nmeans for waking up a battery control unit coupled to the battery in response to receipt of the wake-up signal by the battery control unit;\nmeans for determining a current output of the battery upon waking up;\nmeans for controlling operation of one or more of the system control units based on the determined current output of the battery, wherein the means for controlling operation is configured to output one or more control signals to the one or more system control units of the plurality of vehicle system.\n, means for sensing a current level draw from the battery being above a threshold level;, means for generating a wake-up signal in response to sending the current level drawn from the battery is above the threshold level;, means for waking up a battery control unit coupled to the battery in response to receipt of the wake-up signal by the battery control unit;, means for determining a current output of the battery upon waking up;, means for controlling operation of one or more of the system control units based on the determined current output of the battery, wherein the means for controlling operation is configured to output one or more control signals to the one or more system control units of the plurality of vehicle system. | US | United States | Active | B60L11/1861 | True |
| 237 | Electric vehicle batteries and stations for charging batteries \n | US10245964B2 | The present application is a continuation of U.S. patent application Ser. No. 15/927,975, filed on Mar. 21, 2018, entitled “Exchangeable Batteries For Charging Batteries For Use By Electric Vehicles,” which is a continuation of U.S. patent application Ser. No. 15/683,286, filed on Aug. 22, 2017 (now U.S. Pat. No. 9,925,882, issued on Mar. 27, 2018), entitled “Exchangeable Batteries For Use By Electric Vehicles,” which is a continuation of U.S. patent application Ser. No. 15/463,287, filed on Mar. 20, 2017 (now U.S. Pat. No. 9,738,168, issued on Aug. 22, 2017), entitled “Cloud Access to Exchangeable Batteries for use by Electric Vehicles,” which is a continuation of U.S. patent application Ser. No. 15/191,506, filed on Jun. 23, 2016 (now U.S. Pat. No. 9,597,973, issued on Mar. 21, 2017), entitled “Carrier for Exchangeable Batteries for use by Electric Vehicles,” which is a continuation of U.S. patent application Ser. No. 14/640,004, filed on Mar. 5, 2015 (now U.S. Pat. No. 9,423,937, issued on Aug. 23, 2016), entitled “Vehicle Displays Systems and Methods for Shifting Content Between Displays,” which is a continuation of U.S. patent application Ser. No. 13/784,823, filed on Mar. 5, 2013 (now U.S. Pat. No. 9,285,944, issued on Mar. 15, 2016), entitled “Methods and Systems for Defining Custom Vehicle User Interface Configurations and Cloud Services for Managing Applications for the User Interface and Learning Setting Functions,” which claims priority to U.S. Provisional Patent Application No. 61/745,729, filed on Dec. 24, 2012, and entitled “Methods and Systems For Electric Vehicle (EV) Charging, Charging Systems, Internet Applications and User Notifications”, and which are herein incorporated by reference.\nU.S. patent application Ser. No. 14/640,004 is a continuation-in-part of U.S. application Ser. No. 13/452,882, filed Apr. 22, 2012 (now U.S. Pat. No. 9,123,035, issued on Sep. 1, 2015), and entitled “Electric Vehicle (EV) Range Extending Charge Systems, Distributed Networks Of Charge Kiosks, And Charge Locating Mobile Apps”, which claims priority to U.S. Provisional Application No. 61/478,436, filed on Apr. 22, 2011, all of which are incorporated herein by reference.\nThe present invention relates to systems and methods that enable operators of electric vehicles (EV) to extend their range by utilizing auxiliary charging batteries. Also disclosed are vehicles and systems for defining a network of charge dispensing kiosks, and mobile applications for obtaining information about available dispensing kiosks, availability of charge, reservations for charge, and purchasing of charge remotely.\nElectric vehicles have been utilized for transportation purposes and recreational purposes for quite some time. Electric vehicles require a battery that powers an electric motor, and in turn propels the vehicle in the desired location. The drawback with electric vehicles is that the range provided by batteries is limited, and the infrastructure available to users of electric vehicles is substantially reduced compared to fossil fuel vehicles. For instance, fossil fuel vehicles that utilize gasoline and diesel to operate piston driven motors represent a majority of all vehicles utilized by people around the world. Consequently, fueling stations are commonplace and well distributed throughout areas of transportation, providing for easy refueling at any time. For this reason, fossil fuel vehicles are generally considered to have unlimited range, provided users refuel before their vehicles reach empty.\nOn the other hand, owners of electric vehicles must carefully plan their driving routes and trips around available recharging stations. For this reason, many electric vehicles on the road today are partially electric and partially fossil fuel burning. For those vehicles that are pure electric, owners usually rely on charging stations at their private residences, or specialty recharging stations. However specialty recharging stations are significantly few compared to fossil fuel stations. In fact, the scarcity of recharging stations in and around populated areas has caused owners of electric vehicles to coin the phrase “range anxiety,” to connote the possibility that their driving trips may be limited in range, or that the driver of the electric vehicle will be stranded without recharging options. It is this problem of range anxiety that prevents more than electric car enthusiasts from switching to pure electric cars, and abandoning their expensive fossil fuel powered vehicles.\nIt is in this context that embodiments of the invention arise.\nEmbodiments are described with reference to methods and systems for providing auxiliary charging mechanisms that can be integrated or coupled to a vehicle, to supplement the main battery of a vehicle. The auxiliary charging mechanism can be in the form of an auxiliary battery compartment that can receive a plurality of charged batteries. The auxiliary battery compartment can be charged without the vehicle, and can be installed or placed in the vehicle to provide supplemental charge to the vehicles main battery. Thus, if the main battery becomes drained/used, the auxiliary battery compartment, having a plurality of charged batteries, can resume providing charge to the vehicle.\nIn one embodiment, the auxiliary battery compartment is configured to hold a plurality of smaller batteries, referred to herein as “volt bars.” A volt bar should also be interchangeably viewed to be a “charge unit.” The charge unit is a physical structure that holds charge, as does a battery. A charge unit can also be a fraction of charge, which may be contained in a physical structure.\nBroadly speaking, a volt bar is a battery that can be inserted into an auxiliary battery carrier. The auxiliary battery carrier, or compartment, can be lifted by human and placed into a vehicle, such as the trunk of the vehicle. The auxiliary charging carrier can then be removed from the vehicle to provide charge to the volt bars contained within the auxiliary battery carrier. For instance, owners of electric vehicles can purchase an auxiliary battery carrier and fill the auxiliary battery carrier with a plurality of volt bars.\nIn one embodiment, an electric vehicle having an electric motor is provided. The electric vehicle having a receptacle slot integrated in the electric vehicle. The receptacle slot provides an electrical connection for providing power to the electric motor. A battery having an elongated form factor, where a first end of the elongated form factor includes a handle and a second end of the elongated form factor includes a connection for interfacing with the electrical connection of the receptacle slot of the vehicle, when the battery is slid into the receptacle slot for electrical engagement. The battery is configured to store and supply charge to power the electric motor of the electric vehicle and the battery is replaceable by sliding the battery out of the receptacle slot and sliding in another battery into the receptacle slot to further supply charge to power the electric motor of the electric vehicle with said another battery. The battery and said another battery each have a respective handle that is accessible for enabling hand-removal and hand-insertion of said battery and said another battery out of and into the receptacle slot. A computer on-board the electric vehicle is interfaced with the electrical connection of the receptacle slot to obtain a level of charge of the battery present in the receptacle slot. A battery level indicator of the electric vehicle provides information regarding the level of charge of the battery in the receptacle slot. A system for storing and charging batteries usable by the electric vehicle is further provided. In some examples, the batteries are additionally or alternatively recharged using green sources, such as wind or solar.\nIn one embodiment, an electric vehicle including an electric motor is provided. The electric vehicle having a receptacle slot integrated in the electric vehicle, and the receptacle slot providing a connection for providing power to the electric motor. A battery is configured for sliding into the receptacle slot to enable electrical engagement of the battery with the connection when in the receptacle slot. The battery is further configured for sliding out of the receptacle slot to remove the battery from electrical engagement with the connection. The battery is configured to store and supply charge to power the electric motor of the electric vehicle. The battery is replaceable by sliding the battery out of the receptacle slot and sliding in another battery into the receptacle slot to further supply charge to power the electric motor of the electric vehicle with said another battery. The battery and said another battery each have a respective portion that is accessible for enabling its hand-removal and hand-insertion out of and into the receptacle slot. A computer is on-board the electric vehicle. The computer is interfaced with the connection of the receptacle slot to obtain a level of charge of the battery present in the receptacle slot. A battery level indicator of the electric vehicle is provided. The battery level indicator configured to provide information regarding the level of charge of the battery in the receptacle slot.\nIn one embodiment, a battery carrier is for batteries used in electric vehicles, is provided. The battery carrier has a housing with a plurality of slots. Each of the slots is configured to receive a battery that is configured for hand-insertion and hand-removal from the battery carrier. Each slot and each battery has a form factor that is dimensioned to at least partially fit within ones of the slots. A plurality of electrical connectors are provided, and each electrical connector is disposed inside respective ones of the slots and each electrical connector is configured to mate with an electrical connector of the battery when present in a slot of the plurality of slots and each electrical connector is configured to provide power transfer between a power source to which the battery carrier is connected and a battery when present in one of the slots. The battery carrier includes electronics that include communication circuitry for connecting to a server over a network and circuitry for communicating with batteries when present in slots of the battery carrier to identify a level of charge. The communication circuitry is used to provide information regarding a level of charge of a battery when present in one of the slots and to enable identification of availability. The battery carrier further includes a power outlet cable for connecting the battery carrier to a power source.\nIn another embodiment, a battery carrier for batteries used in electric vehicles is disclosed. The battery carrier includes a housing having a plurality of slots, and each of the slots is configured to receive a battery that is configured for hand-insertion and hand-removal from the battery carrier. Each slot and each battery has a form factor that is dimensioned to at least partially fit within ones of the slots. A plurality of electrical connectors is also provided. Each electrical connector is disposed inside respective ones of the slots and each electrical connector is configured to mate with an electrical connector of the battery when present in a slot of the plurality of slots and each electrical connector is configured to provide power transfer between a power source to which the battery carrier is connected and a battery when present in one of the slots. Further provided is electronics integrated with the battery carrier. The electronics include communications logic for connecting to a network and logic for communicating with batteries when present in slots of the battery carrier to identify a level of charge. The communications logic is configured to communicate with a server that obtains information regarding the level of charge of batteries present in the battery carrier. The server is configured to process requests from user accounts to find batteries having availability for use by an electric vehicle. The server is configured to enable reservation for at least one battery of the battery carrier via a user account.\nIn one embodiment, a system is for managing a supply of batteries for powering an electric vehicle is provided. The system includes a battery carrier for holding a plurality of batteries. The battery carrier is connectable to a power source and the pluralities of batteries are rechargeable and replaceable into and out of the battery carrier. The battery carrier includes slots for receiving the plurality of batteries and control systems for communicating over a network. The control systems are configured for identifying presence of batteries in the slots of the battery carrier and charge level of batteries present in the slots. The system further includes a server that communicates over the network with the control systems of the battery carrier. The server is part of a cloud system that manages access to user accounts. The user accounts are accessible via applications executed on user devices. The cloud system is configured to collect information regarding the presence of batteries in the slots of the battery carrier and information regarding the charge level of batteries present in the slots. The cloud system is configured to respond to a request from a user account to identify batteries that are available in the battery carrier based on information obtained by the server from the control systems of the battery carrier. The cloud system is configured to identify the battery carrier, identify a geo-location of the battery carrier, and identify availability of any one of the batteries present in the battery carrier.\nIn another embodiment, the user will charge all of the volt bars by charging the auxiliary battery carrier before the auxiliary battery carrier is placed into the vehicle. In one embodiment, the auxiliary battery carrier, and its volt bars can be charged utilizing the charge provided from the main battery. For instance, if the vehicle is charged overnight utilizing the primary charging receptacle, and the auxiliary battery carrier is connected to the vehicle (containing volt bars), the volt bars in the auxiliary battery carrier will also be charged. In one embodiment, once the main battery and the vehicle are charged, the charge will then be transferred to the volt bars contained in the auxiliary battery carrier. As such, charging the vehicle will accomplish the task of charging the main battery as well as the auxiliary battery carrier that includes a plurality of volt bars. In another embodiment, the volt bars can be directly inserted into slots defined on the vehicle itself. In this example, manufacturers will design compartments that can accept one or more volt bars, thus eliminating the need for an auxiliary battery carrier. The compartments can be on the side of a vehicle with or without a door, in the trunk, in the passenger compartment, etc. So long as volt bars can be accepted into a receptacle and the volt bar(s) can provide charge to the vehicle or axillary charge to the main battery, the placement of the volt bar(s) is, in one embodiment, a design configuration.\nIn one embodiment, the volt bars utilized in the auxiliary battery carrier can be replaced with fresh batteries purchased while the user of the electric vehicle is on a trip or a distance from the user's home base. For instance, volt bars can be sold utilizing a kiosk system. The kiosk system would, in one embodiment, store available volt bars that can be purchased by drivers of electric vehicles while away from their home base. For example, the kiosk system will provide one or a plurality of receptacles for receiving volt bars that are depleted in charge, and dispense charged volt bars to users desiring to extend the range of their trip. The kiosk, in one embodiment, will be coupled to a power source that can then recharge the volt bars and make them available to other users that trade in their charge de-pleaded volt bars.\nIf the user wishes to purchase a volt bar without first returning a charged the depleted volt bar, the user can be charged a separate fee that is higher than if the user had returned a depleted volt bar. The kiosk system would preferably be connected to the Internet so that users of electric vehicles could access an application that would identify locations of kiosk systems with available volt bars. In one embodiment, the application would include software that communicates with an application sitting in a central hub that manages all of the kiosk systems deployed in the field. The kiosk systems will also report the status of available volt bars, volt bars returned and in charging mode, available charging slots, inventory of volt bars, discounts available at particular kiosk systems, and potential damage to volt bars that have been returned. By compiling this information, the kiosk system can interface with the central hub, which provides information to users accessing an Internet application (mobile application), so that users can locate the closest kiosk system or the closest kiosk system having discounts.\nIn one embodiment, the discounts provided by the specific kiosk systems can be programmed based on the desire to sell more volt bars at certain kiosk systems with excess inventory, or to encourage virtual routing of volt bars throughout geographic regions. For example, if trends are detected by software operating on the central hub that volt bars are migrating from East to West, a depleted inventory may be found in the East. To encourage load-balancing of inventory, discounts can be provided in the West, which would then cause migration of volt bars toward the east. In one embodiment, each of the kiosk systems would be enabled with software that communicates with the central hub, and the software would be utilized to provide the most efficient information regarding inventory, and operational statistics of each kiosk system deployed throughout a geographic region (e.g., geo-location)\nIn another embodiment, each kiosk system may be configured with an interface that receives payment data from the users. Example payment receipts may include credit card swiping interfaces, touchscreens for facilitating Internet payment options (PayPal), coupon verification, and communication of deals with friends through a social networking application. These applications can be facilitated by software operating at the kiosk station, or by software executing on the users mobile device, or a combination of both. In still another embodiment, each of the volt bars that are installed in the various kiosk stations will be tracked using tracking identifiers. In one embodiment, without limitation, the tracking can be facilitated using RFID tags. The RFID tags can be tracked as users purchase, return, and charge the depleted volt bars at the various kiosk stations.\nAdditionally, the volt bars will include memory for storing information regarding number of charges, the health of the battery cells, the current charging levels, and other information. Additionally, the volt bars can store information regarding the various kiosk stations that the volt bars have been previously been installed in, or received from. All of this information can be obtained by the software running at the kiosk station, and communicated to the central hub. The central hub can therefore use this information to monitor the health of the various volt bars and can inject new volt bars into the system at various locations when it is detected that the inventory is reaching its end of life.\nIn still another embodiment, the central hub can direct maintenance vehicles to remove damaged volt bars from kiosks, or insert new volt bars at certain kiosk locations. Because the central hub will know the frequency of volt bar utilization at each of the kiosk locations, the central hub can dispatch maintenance vehicles and personnel to the most optimal location in the network of kiosk stations.\nIn another embodiment, a system for providing auxiliary charge to a main battery of an electric vehicle is provided. The system includes an auxiliary battery for holding a plurality of charge units, the auxiliary battery being connectable to the main battery of the electric vehicle, the plurality of charge units being rechargeable and being replaceable from within the auxiliary battery, such that replacing particular ones of the plurality of charge units with charge units with more charge increases a total charge of the auxiliary battery. Also provided is a kiosk for storing a plurality of charge units, the kiosk having, (i) slots for storing and recharging the plurality of charge units; (ii) control systems for communicating over a network, the control system includes logic for identifying inventory of charging units in the kiosk and logic for processing payments and fee adjustments for charge units provided or received in the slots of the kiosk. The system also includes a display for providing an interface for enabling transactions to provide or receive charge units to customers. The system further provides a central processing center that communicates with, (i) a plurality of said kiosk over a network, the central processing center configured to provide for centralized rate changes to prices to charge for the charge units at each of the plurality of kiosks, wherein changing the price of the charge units is specific to each of the kiosks and is based on a plurality of metrics, including availability at each kiosk and discounts, and (ii) a plurality of vehicles, the plurality of vehicles being provided with access to availability information of charge units at each of said kiosks, the availability information being custom provided to the plurality of vehicles based on geo-location.\nAnother embodiment is for a method for providing charge options to drivers of electric vehicles. The method includes receiving data concerning charge providing availability from charge locations, receiving a request from processing logic of an electric vehicle, the request identifying a desire to obtain charge, and determining a current location of the electric vehicle. The method further includes determining identification of charge locations in proximity to the electric vehicle and determining any sponsored rewards offered by the charge locations. The method communicates to the electric vehicle a path to one of the charge locations, the path identifying a sponsored reward offered at the charge location for the path.\nYet another embodiment, a computer processed method for providing charge options to drivers of electric vehicles is provided. The electric vehicles have wireless access to a computer network. The method includes receiving data concerning charge providing availability from charge locations and receiving data concerning sponsored rewards offered by the charge locations and rules for offering the sponsored rewards. The method receives a request from processing logic of an electric vehicle, and the request identifies a desire to obtain charge in route between a current location of the vehicle and a destination location. The method includes generating a plurality of paths that can be traversed by the electric vehicle between the current location and the destination location, where each of the paths identify possible charge locations at which the electric vehicle can be charged. Each of the possible charge locations identifying any sponsored rewards offered if the electric vehicle obtains charge at the possible charge locations. The method includes forwarding the plurality of paths as options to the user of the electric vehicle via a user interface. The sponsored rewards are identified to the user to enable tradeoffs between length of path and reward obtained.\nIn still other embodiments, electric vehicles that use replaceable and exchangeable batteries, applications for communicating with a service that provides access to kiosks of batteries, and methods and systems for finding charged batteries, reserving batteries, and paying for use of the batteries, are disclosed. One example is an electric vehicle having an electric motor and at least two receptacle slots formed in the electric vehicle. The receptacle slots having at least one connection to the electric motor and at least two batteries configured for hand-insertion into the receptacle slots to enable electrical engagement of the batteries with the at least one connection when disposed in the receptacle slots and each of the batteries are further configured for hand-removal out of the receptacle slots. The vehicle further includes wireless communication circuitry configured for wireless communication between the electric vehicle and a device when linked for wireless communication with an application of the device. A computer on-board the electric vehicle is interfaced with the wireless communications circuitry and is configured to interface with the batteries via the connection to the receptacle slots to access a level of charge of the batteries present in the receptacle slots to enable data regarding the level of charge to be accessed by the application. A display panel of the electric vehicle is configured to display information regarding the level of charge of the batteries in the receptacle slots.\nThe invention may best be understood by reference to the following description taken in conjunction with the accompanying drawings.\n FIG. 1 illustrates a broad embodiment of a vehicle having a main battery and an auxiliary battery carrier, in accordance with one embodiment of the present invention.\n FIG. 2 illustrates a more detailed picture of the auxiliary battery carrier, designed to receive one or more batteries (volt bars), in accordance with one embodiment of the present invention.\n FIG. 3 illustrates a detailed block diagram of a vehicle interfaced with an auxiliary battery carrier, and interfaced directly with a main battery of the vehicle while being interfaced with a CPU, in accordance with one embodiment of the present invention.\n FIG. 4 illustrates a detailed diagram of a vehicle having a main battery that is replaceable or rechargeable, and interfaced with an auxiliary battery carrier, in accordance with one embodiment of the present invention.\n FIG. 5 illustrates another detailed diagram of a main battery of the vehicle, partitioned into a plurality of segments, in accordance with one embodiment of the present invention.\n FIG. 6 illustrates a main battery of a vehicle capable of being interfaced with an auxiliary battery carrier that can receive volt bars, and can be interfaced to a power source, in accordance with one embodiment of the present invention.\n FIG. 7 illustrates an embodiment where the main battery is interfaced with the auxiliary battery carrier, and a CPU controls the flow of charge between the two, depending on their level of charge, in accordance with one embodiment of the present invention.\n FIG. 8 illustrates another embodiment where the main battery of the vehicle is being directly charged, and the auxiliary battery is charged once the CPU detects that the main battery has been fully charged, in accordance with one embodiment of the present invention.\n FIG. 9 illustrates an embodiment where the auxiliary battery is triggered to start being accessed by the main battery once the main battery reaches a particular depletion level, in accordance with one embodiment of the present invention.\n FIG. 10 illustrates another embodiment where the main battery and the auxiliary battery are each capable of providing power to a motor directly, without transferring charge between either of the batteries, in accordance with one embodiment of the present invention.\n FIG. 11 illustrates an embodiment of the volt bar (battery) that is dimensionally sized to fit within a slot of the auxiliary battery carrier, in accordance with one embodiment of the present invention.\n FIG. 12 illustrates the auxiliary battery carrier with a plurality of slots capable of receiving one or more volt bars that will be charged once placed in one of the slots, in accordance one embodiment of the present invention.\n FIG. 13a illustrates a kiosk system that can receive volt bars in a used condition (depleted), can charge depleted volt bars to a suitable charge level, and can dispense fully charged volt bars from the kiosk (referred to herein as a volt box), in accordance with one embodiment of the present invention.\n FIG. 13b illustrates a detailed diagram of the face panel of the kiosk system of FIG. 13a , which represents one example interface of the kiosk, in accordance with one embodiment of the present invention.\n FIG. 13c illustrates one example form factor of a battery service module, that can output or receive volt bars in a service station environment (potentially alongside a conventional fossil fuel pump or nearby location), in accordance with one embodiment of the present invention.\n FIG. 13d illustrates an example battery service kiosk that can be expandable in a modular form by adding or subtracting kiosk units to satisfy demand at particular locations, in accordance with one embodiment of the present invention.\n FIG. 13e illustrates one example logic diagram for processing battery data associated with batteries received at the kiosk, batteries dispensed at the kiosk, and associated payment transactions, in accordance with one embodiment of the present invention.\n FIG. 14a illustrates one embodiment of an interface including a plurality of indicators at a volt box, that can receive and dispense volt bars for use by electric vehicles (in auxiliary battery carriers, or pre-manufactured slots in the vehicle), in accordance with one embodiment of the present invention.\n FIG. 14b illustrates another embodiment of a volt box (kiosk location) that additionally includes one or more charging cables that can be directly connected to an electric vehicles plug for efficient recharging at a remote location away from the user's base location (home), in accordance with one embodiment of the present invention.\n FIG. 15 illustrates an embodiment where in auxiliary battery carrier can be charged from any number of sources, and the volt bars can be used to charge and power any number of electric vehicles, or electric equipment, in accordance with one embodiment of the present invention.\n FIG. 16a illustrates one embodiment of the present invention that allows for volt box location (kiosk location) tracking of inventory and tracking of movement of volt bars among the various kiosk locations (defining the service network), in accordance with one embodiment of the present invention.\n FIG. 16b illustrates another embodiment where volt box locations can be in communication with a central hub, where the central hub collects information regarding the number of empty, ready, charged, and otherwise utilized volt bars that can be purchased/rented by users at the volt box (kiosk) locations, in accordance with one embodiment of the present invention.\n FIG. 17 illustrates an example data structure and data communication transferred between a central hub and a volt box, and periodic automatic push-update of volt box memory data, in accordance one embodiment of the present invention.\n FIG. 18 illustrates another embodiment of a data structure (providing data) to a hub processing center (that communicates with full box stations) and the exchange of information, such as reservation data, in accordance with one embodiment of the present invention. In one embodiment, the hub is a type of central processing center, and the central processing center can have one or more processing systems and the systems can be localized or distributed and interconnected in any location in the world.\n FIG. 19 illustrates another embodiment of a mobile/network reservation transaction and the transfer of data between the mobile application, the hub processing center, and the memory of a volt box (computing system managing the kiosk), in accordance with one embodiment of the present invention.\n FIG. 20a illustrates an embodiment of logic that tracks information regarding the status of volt bars in the various kiosk stations, interfacing with mobile smart phone applications, load-balancing algorithms, and service route information, in accordance with one embodiment of the present invention.\n FIG. 20b illustrates an example data exchange between a volt box and the central hub for periodic updates, exception alerts and database updating including but not limited t | An electric vehicle having an electric motor is provided. The electric vehicle having a receptacle slot integrated in the electric vehicle. The receptacle slot provides an electrical connection for providing power to the electric motor. A battery having an elongated form factor, where a first end of the elongated form factor includes a handle and a second end of the elongated form factor includes a connection for interfacing with the electrical connection of the receptacle slot of the vehicle, when the battery is slid into the receptacle slot for electrical engagement. The battery is configured to store and supply charge to power the electric motor of the electric vehicle and the battery is replaceable by sliding the battery out of the receptacle slot and sliding in another battery into the receptacle slot to further supply charge to power the electric motor of the electric vehicle with said another battery. The battery and said another battery each have a respective handle that is accessible for enabling hand-removal and hand-insertion of said battery and said another battery out of and into the receptacle slot. A computer on-board the electric vehicle is interfaced with the electrical connection of the receptacle slot to obtain a level of charge of the battery present in the receptacle slot. A battery level indicator of the electric vehicle provides information regarding the level of charge of the battery in the receptacle slot. A system for storing and charging batteries usable by the electric vehicle is further provided. In some examples, the batteries are additionally or alternatively recharged using green sources, such as wind or solar. | US:16/150,252 | https://patentimages.storage.googleapis.com/47/37/bf/c58a037e3d547a/US10245964.pdf | US:10245964 | Angel A. Penilla, Albert S. Penilla | Emerging Automotive LLC | US:1387848, US:3690397, US:3799063, US:3867682, US:4052655, US:4102273, US:4087895, US:4132174, US:4162445, US:4216839, US:4309644, US:4383210, US:4433278, US:4347472, US:4405891, US:4389608, US:4450400, US:4532418, US:6252380, US:4910672, US:4815840, US:4789047, US:5121112, US:5049802, US:5339250, US:5132666, US:5187423, US:5184058, US:5642270, US:5202617, US:5596261, US:5563491, US:5492190, US:5441122, US:6081205, US:5297664, US:5343970, US:5349535, US:5487002, US:5306999, US:5315227, US:7850351, US:5449995, US:5327066, US:6727809, US:6067008, US:5596258, JP:H0731008:A, US:5585205, JP:H0736504:A, US:6937140, US:5434781, US:5488283, US:5627752, US:5549443, US:5555502, US:5631536, US:5548200, US:5892598, EP:0693813:A1, US:5612606, US:5778326, US:5974136, US:5636145, US:5701706, US:5815824, US:5594318, US:5790976, US:5544784, US:8036788, US:7630802, US:7650210, US:5595271, US:5694019, US:5916285, JP:H09119839:A, US:6175789, US:6085131, US:6014597, US:5736833, US:5666102, US:5691695, US:6016882, US:5898282, WO:1998021132:A1, JP:H10170293:A, KR:19980045020:U, US:6330497, US:6466658, US:20060182241:A1, US:20020064258:A1, US:6049745, US:5760569, US:6177879, JP:H10307952:A, JP:H1149079:A, JP:H1151681:A, US:6370475, US:6151539, JP:H11176487:A, US:6586866, JP:H11205914:A, US:20060287783:A1, US:5998963, US:6236333, US:6234932, US:6741036, JP:2000102103:A, JP:2000102102:A, US:6456041, US:7289611, US:7379541, US:20030209375:A1, US:6177867, US:6915869, US:20030205619:A1, US:6789733, US:6498457, JP:4319289:B2, JP:2000341868:A, US:20130002876:A1, US:8262268, US:6850898, US:6330499, US:6301531, JP:2001128301:A, US:6511192, US:6434465, US:8713121, US:6373380, US:20030153278:A1, US:7039389, US:6403251, US:20030163434:A1, US:6307349, US:20030137277:A1, US:6794849, US:6765495, US:7201384, US:8527135, US:6515580, US:6225776, US:6416209, US:6899268, US:6629024, US:6480767, US:20040046506:A1, US:20020070851:A1, US:20040064235:A1, US:20020085043:A1, US:8072318, US:20020133273:A1, US:6487477, US:6498454, US:20040236615:A1, US:6922629, US:7376497, US:6952795, JP:2003118397:A, US:6614204, US:7495543, US:20080097904:A1, US:20030141840:A1, US:7945670, US:7392068, US:6822560, JP:2003262525:A, US:7778746, US:20030234325:A1, US:20050231119:A1, US:20120028680:A1, US:7131005, US:7010682, KR:20040005146:A, US:7567166, US:6940254, US:8027843, US:20040093155:A1, US:20040092253:A1, US:20040260608:A1, US:7565396, US:20050044245:A1, US:20040246119:A1, US:20040265671:A1, US:7674536, US:20050021190:A1, US:7084781, US:7269416, JP:2005067453:A, US:20050110460:A1, US:7415332, US:20110279257:A1, US:20060047380:A1, US:20060125620:A1, US:7868591, US:7013205, US:7908020, US:8412401, US:7532965, US:20060282381:A1, US:20080180027:A1, US:20060208850:A1, US:7869576, US:7761307, US:8483775, US:7617893, US:20070035397:A1, US:7751945, US:20070068714:A1, US:7740092, US:20090092864:A1, US:20070090921:A1, US:20070126395:A1, US:20140172727:A1, US:20070159297:A1, US:7948207, US:7796052, TW:I315116:B, US:20080155008:A1, US:20070282495:A1, US:20100013434:A1, US:7402978, US:20080040129:A1, US:20090043519:A1, US:20080039989:A1, US:20080040295:A1, US:20080039979:A1, US:20080040223:A1, US:7949435, US:20090066287:A1, US:20080052145:A1, US:20080086411:A1, US:8118132, TW:200836452:A, US:8694328, US:8106631, US:20080203973:A1, US:7885893, US:20080228613:A1, US:7683771, US:8333492, US:20080281663:A1, US:20080294283:A1, US:20100052588:A1, US:20090011639:A1, US:7698078, US:20090021385:A1, US:20080312782:A1, US:20120025765:A1, US:20090021213:A1, US:20090024872:A1, US:20100169008:A1, US:8301365, US:20100057306:A1, US:20090030712:A1, US:20090033456:A1, US:20090058355:A1, US:7693609, US:8818622, US:8006973, US:20090076913:A1, US:20090082957:A1, WO:2009039454:A1, US:20110071932:A1, US:20090210357:A1, US:8054048, US:20090091291:A1, US:20090112394:A1, US:8366371, US:20090144001:A1, US:20100017045:A1, US:20090157289:A1, US:20090164473:A1, US:7979198, US:20100280956:A1, US:7956570, US:20090174365:A1, US:20090177580:A1, JP:2009171646:A, JP:2009171647:A, US:20120316671:A1, US:8437908, EP:2101390:A2, US:20090240575:A1, US:20120218128:A1, US:20140236463:A1, US:20090287578:A1, US:8063762, US:20090313034:A1, US:20090313032:A1, US:20090313098:A1, US:20090313033:A1, US:7991665, US:8836281, US:20090313104:A1, US:20090313174:A1, US:8266075, US:20090312903:A1, US:20110187521:A1, US:20100017249:A1, KR:20100012401:A, US:8725551, US:8103391, US:20100049396:A1, US:20100049639:A1, US:20100049610:A1, US:20100049533:A1, US:20100049737:A1, US:8392065, US:20100141206:A1, US:20110303509:A1, US:20100112843:A1, US:8013571, US:8006793, US:7993155, US:20100094496:A1, WO:2010033517:A2, US:8164300, US:8229625, US:7979147, US:20100089547:A1, US:8706394, US:20100114798:A1, US:20100161481:A1, US:20100161482:A1, US:8068952, US:20110279083:A1, US:20100198513:A1, US:20100198508:A1, US:20100201482:A1, US:20100211643:A1, US:20100211340:A1, JP:2010191636:A, JP:2010200405:A, US:20110309929:A1, US:8825222, US:20100222939:A1, EP:2230146:A2, US:20120158229:A1, US:20100268426:A1, US:8508188, JP:2010269686:A, US:20100304349:A1, TW:M379789:U, TW:M371880:U, TW:201044266:A, TW:201043986:A, US:20120074903:A1, WO:2010143483:A1, US:20100308989:A1, KR:20110004292:A, US:20110029157:A1, US:20110025267:A1, US:20110031929:A1, US:20110032110:A1, US:20120229056:A1, KR:100971278:B1, US:20140300739:A1, US:20110074351:A1, US:20110077809:A1, US:20110074350:A1, US:8294420, KR:20110041783:A, TW:M379269:U, US:20110112969:A1, US:20110106329:A1, US:20110112710:A1, US:20110114798:A1, US:20110130885:A1, US:8635091, JP:2011126452:A, US:20110148346:A1, JP:2011131631:A, JP:2011142704:A, US:8552686, US:20120268068:A1, US:20110169447:A1, US:20110191265:A1, US:20110191186:A1, US:20110193522:A1, US:20110200193:A1, US:20110202218:A1, US:8256553, US:20110202476:A1, US:8490005, US:8483907, US:20110224900:A1, TW:M385047:U, US:20110246252:A1, US:20130024306:A1, US:8819414, US:20130093384:A1, US:20110270480:A1, US:20130282254:A1, US:20130046457:A1, WO:2011138205:A1, US:20130119898:A1, US:8336664, US:8035341, US:20120013300:A1, US:20120019196:A1, US:20120019204:A1, US:20130127416:A1, US:20130127247:A1, US:8643329, US:20120038473:A1, US:20120041624:A1, US:8482255, US:20120053754:A1, EP:2428939:A1, US:20120062361:A1, US:20140019280:A1, US:20120068817:A1, US:8760432, US:20120078413:A1, US:7986126, US:8405347, US:8660734, US:8751271, US:8799037, US:20120105197:A1, US:20120109519:A1, US:8326259, US:20120123670:A1, US:20130280018:A1, US:20120136743:A1, US:20120136802:A1, US:20120158244:A1, US:20120179323:A1, US:8686864, US:20120194346:A1, US:20110160992:A1, US:20120233077:A1, US:20120229085:A1, US:20120232965:A1, US:20120248868:A1, US:20120259665:A1, US:20120256588:A1, US:20120262002:A1, US:20120268076:A1, US:20120268242:A1, US:20140042968:A1, US:20120296512:A1, US:20140066049:A1, US:20120280654:A1, US:8589019, WO:2012160407:A1, WO:2012160557:A2, US:20120303397:A1, US:8265816, US:20120306445:A1, US:20120310713:A1, US:8624719, US:20130021162:A1, US:20130020139:A1, US:20130253746:A1, US:8350526, US:20130033203:A1, US:20130030630:A1, US:20130026972:A1, US:20130027183:A1, US:20130030581:A1, US:20140028089:A1, US:20140203077:A1, US:20130037339:A1, US:20140214321:A1, WO:2013024483:A2, WO:2013024484:A1, US:8816845, US:20130103236:A1, US:20130074411:A1, US:20130090795:A1, US:20130181582:A1, US:20130093271:A1, US:20130093368:A1, US:20130110296:A1, US:20130099892:A1, US:8521599, US:20130110653:A1, US:20130110632:A1, US:20130116892:A1, US:20130204466:A1, US:20130144520:A1, WO:2013074819:A1, US:8818725, US:20130145065:A1, US:20130132307:A1, US:20130135093:A1, WO:2013080211:A1, WO:2013102894:A1, US:20130179057:A1, WO:2013108246:A2, US:8527146, WO:2013118113:A2, US:20130241720:A1, WO:2013142154:A1, US:20130254097:A1, US:20140021908:A1, WO:2013144951:A1, US:20130300554:A1, US:20130317694:A1, US:20130317693:A1, US:20130338820:A1, US:20130328387:A1, US:20130342363:A1, US:20140002015:A1, US:20140028255:A1, US:20140047107:A1, US:20140089016:A1, US:8630741, US:20140106726:A1, US:20140118107:A1, US:20140120829:A1, US:8717170, US:20140125355:A1, US:20140142783:A1, US:20140164559:A1, US:20140163774:A1, US:20140163771:A1, US:8751065, US:20140172192:A1, US:20140172265:A1, US:20140179353:A1, US:20140200742:A1, US:20140207333:A1, US:20140214261:A1, US:20140218189:A1, US:20140232331:A1, US:20140236414:A1, US:20140253018:A1, US:20140278089:A1, US:20140277936:A1 | 2019-04-02 | 2019-04-02 | 1. An electric vehicle, comprising,\nan electric motor;\na main battery;\na receptacle slot integrated in the electric vehicle, the receptacle slot providing an electrical connection for providing power to the electric motor;\na battery having a first end that includes a handle and a second end that includes a connection for interfacing with the electrical connection of the receptacle slot of the vehicle when the battery is placed into the receptacle slot for electrical engagement;\nthe battery configured to store and supply charge to power the electric motor of the electric vehicle in addition to the main battery;\nthe battery is replaceable by taking the battery out of the receptacle slot and placing another battery into the receptacle slot to supply replenished charge to power the electric motor of the electric vehicle with said another battery;\nwherein the battery and said another battery each have a respective handle that is accessible for enabling hand-removal and hand-placement of said battery and said another battery out of and into the receptacle slot;\na computer on-board the electric vehicle, the computer is interfaced with the electrical connection of the receptacle slot to obtain a level of charge of the battery present in the receptacle slot; and\na battery level indicator of the electric vehicle, the battery level indicator provides information regarding the level of charge of the battery in the receptacle slot.\n, an electric motor;, a main battery;, a receptacle slot integrated in the electric vehicle, the receptacle slot providing an electrical connection for providing power to the electric motor;, a battery having a first end that includes a handle and a second end that includes a connection for interfacing with the electrical connection of the receptacle slot of the vehicle when the battery is placed into the receptacle slot for electrical engagement;, the battery configured to store and supply charge to power the electric motor of the electric vehicle in addition to the main battery;, the battery is replaceable by taking the battery out of the receptacle slot and placing another battery into the receptacle slot to supply replenished charge to power the electric motor of the electric vehicle with said another battery;, wherein the battery and said another battery each have a respective handle that is accessible for enabling hand-removal and hand-placement of said battery and said another battery out of and into the receptacle slot;, a computer on-board the electric vehicle, the computer is interfaced with the electrical connection of the receptacle slot to obtain a level of charge of the battery present in the receptacle slot; and, a battery level indicator of the electric vehicle, the battery level indicator provides information regarding the level of charge of the battery in the receptacle slot., 2. The electric vehicle of claim 1, wherein the electric vehicle is one of a two-wheel vehicle, or a three-wheel vehicle, or a four-wheel vehicle, or a motorcycle, or a car, or a truck, or a pickup, or a utility car, or a delivery vehicle, or an industrial vehicle., 3. The electric vehicle of claim 1, wherein the connection for interfacing with the electrical connection is one of a direct contact between conductors or wireless charge interface., 4. The electric vehicle of claim 1, further comprising,\nan energy recovery system for capturing energy from braking functions of the electric vehicle, the energy recovery system configured to replenish at least some charge back to the battery or the main battery during use of the electric vehicle.\n, an energy recovery system for capturing energy from braking functions of the electric vehicle, the energy recovery system configured to replenish at least some charge back to the battery or the main battery during use of the electric vehicle., 5. The electric vehicle of claim 1, wherein the battery has a memory that stores data that comprises the level of charge, the computer of the electric vehicle is configured to interface with a portable device that enables remote communication with the electric vehicle to access information regarding the level of charge., 6. The electric vehicle of claim 1, wherein the electric vehicle is a two-wheel vehicle having the receptacle slot disposed substantially between a front wheel and a rear wheel and below a seat location of said two-wheel vehicle., 7. The electric vehicle of claim 1, wherein the electric vehicle is a two-wheel vehicle having the receptacle slot disposed behind a front wheel of the two-wheel vehicle, below a seat location of the two-wheel vehicle, such that the receptacle slot is one of a plurality of receptacle slots, and each of the receptacle slots is integrated as a compartment of the two-wheel vehicle., 8. The electric vehicle of claim 1, wherein the electric vehicle is a two-wheel vehicle and the receptacle slot is defined as a compartment in the two-wheel vehicle, the battery has one of a tubular form factor, a rectangular form factor, or a cylinder form factor or an., 9. The electric vehicle of claim 1, wherein the electric vehicle is a four-wheel vehicle and the receptacle slot is one of a plurality of receptacle slots formed as compartments of the four-wheel vehicle., 10. The electric vehicle of claim 9, wherein at least two slots of the plurality of receptacle slots are arranged side-by-side, such that the battery and another battery are individually and selectively hand-placeable into and hand-removable out of respective ones of the receptacle slots., 11. The electric vehicle of claim 1, wherein the battery has an elongated form factor in a tubular form extending from the first end and the second end., 12. The electric vehicle of claim 1, wherein the battery is configured for exchange at a kiosk station, the kiosk station is configured to hold one or more batteries for exchange with the battery, the kiosk station is configured to recharge the batteries., 13. The electric vehicle of claim 12, wherein the kiosk station is connected to electric power from one or more of a power grid, or a solar power system, or a wind power system, or a fossil fuel system, or a combination of two or more thereof., 14. The electric vehicle of claim 1, wherein the electric vehicle is a commuter vehicle having access to one or more kiosk stations for exchanging said battery for a recharged battery, wherein a mobile application is used for communicating with the kiosk stations for determining availability of batteries for exchange., 15. The electric vehicle of claim 1, wherein the battery is configured for use in powering other appliances other than the electric vehicle, the other appliances include one or more of home appliances, or mobile appliances, or recreational appliances, or general lighting equipment, or emergency lighting equipment, or charging power sources, or combinations of two or more thereof., 16. The electric vehicle of claim 1, wherein the battery is recharged in a carrier or a kiosk station, the charging of the battery is configured to occur upon receiving instructions to begin charging or during a period of a day where power costs are lower due to demand for power in a location where the charging is to occur. | US | United States | Active | B60L11/1822 | True |
| 238 | 一种基于大数据机器学习进行电动汽车电池预测性维护的方法 \n | CN106168799B | 技术领域本发明涉及一种基于大数据机器学习进行电池预测性维护的应用分析方法，应用的领域是电动汽车电池维修预测更换和保养领域。背景技术随着电动汽车在中国的推广和车联网技术的应用，越来越多的电动汽车进入了消费者市场并且实时采集了行车数据。对于电动汽车核心部件之一的电池管理系统，还是停留在通过事先定义的阈值进行判断的阶段。对电池的维修管理是通过定期检查和基于事件的方法，没有综合考虑车辆的真实驾驶情况，针对不同驾驶行为进行个性化的分析，尤其是在电池故障发生前，没有能够采取预测性的举措，这样影响了车辆维修费用，进而对车主的客户体验造成负面影响，电动汽车厂商由于无法识别后期产品问题而导致高服务成本和产品召回。目前对电动汽车电池数据的管理，基本上是依赖历史经验数据得出一个大致维修时间和寿命曲线，出厂后的电池管理基本上在此基础上进行的。由于驾驶情况复杂，不同的车况及驾驶行为对电池的性能都有很大的影响，经验数据只具备参考性而无法有效指导真实情况的维修，目前缺乏一个数据驱动的方法系统地对电池使用进行分析，从而得出是否有故障以及剩余电池寿命等指标。发明内容为了解决这个问题，本发明提供了一种数据驱动的预测性维护方法，就是基于大数据机器学习建立电动汽车电池预测性维护的应用分析系统。为了解决上述问题本发明提供了一种电动汽车电池预测性维护方法，所述方法包括：步骤001数据准备步骤，获取与电动汽车电池使用相关的数据；所述电动汽车电池使用相关包括故障维修数据和电池的使用数据；其中，所述故障维修数据包括电池发生故障前的数据记录和/或电池的维修数据；所述电池的使用数据包括在正常使用时与电池相关的电池自身数据以及汽车状态数据；所述故障维修数据、电池的使用数据均是基于时间序列的流式数据；步骤002数据整理步骤，对所述电动汽车电池使用相关的数据进行清洗并将清洗后的所述电动汽车电池使用相关的数据基于时间单元进行数据构建；所述对数据进行清洗包括，采用取一段行程该变量的平均值或中间值或相邻插值进行空余变量的赋值；通过设定电动汽车电池使用相关数据的每个变量的阈值检查数据是否合乎要求将超出正常范围的数据予以删除或纠正；通过设定电动汽车电池使用相关数据的相互约束和依赖关系，将逻辑上不合理或者相互矛盾的数据予以删除或纠正；所述数据构建包括，按照时间的顺序将搜集到的其它数据进行整合；步骤003数据特征化步骤，将通过数据整理步骤得到的数据进行总结和抽取，获取特征化后的数据；对于数据的总结和抽取包括滚动聚合，所述滚动聚合是指设定一个时间窗口，计算在预定的变量在该时间窗口内的聚合值，所述聚合值可以是数据的总和、平均值或者是标准差；所述总结和抽取还包括将特征变量进行扩展，所述扩展包括对初始的特征变量根据滚动聚合的均值增加相应的个数，以及对初始的特征变量根据滚动聚合的标准差增加相应的个数；步骤004建立模型步骤，基于特征化后的数据建立电池预测性维护自适应模型；对于电池预测性维护的问题，分解成第一个子问题是电池是否将要发生故障和第二个子问题电池还有多久会发生故障；对于第一个子问题是电池是否将要发生故障，本实施方式中采用二元分类模型来建立所述电池预测性维护自适应模型；对于第二个子问题电池还有多久会发生故障，采用回归模型来建立所述电池预测性维护自适应模型；步骤005训练验证步骤，对自适应模型进行训练和验证以优化该自适应模型；所述训练验证步骤优选包括交叉验证，所述交叉验证包括，首先把原始的数据随机分成K个部分，在这K个部分中选择其中一个部分作为测试数据，剩下的K-1个部分作为训练数据得到相应的实验结果；然后，挑选另外一个部分作为测试数据，剩下的K-1个部分作为训练数据；以此类推，重复进行K次交叉检验，每次实验都从K个部分中选择一个不同的部分作为测试数据，保证K个部分的数据都分别做过测试数据，剩下的K-1个当作训练数据进行实验；最后把得到的K个实验结果平均；基于所述实验结果确定最佳的数据分类；步骤006算法评估步骤，评估数据在不同算法下的预测结果，基于评估选择最优的算法；所述评估包括正确率评估、召回率评估、或者综合评价指标评估；所述正确率是指预测结果实际真正发生的相符比率，正确率评估取最大的数值所对应的算法；所述召回率是指真实发生的有多少被预测正确了，正确率评估取最大的数值所对应的算法；综合评价指标其中，α为计算参数，P是正确率，R是召回率，根据不同算法得到的结果F来判断不同的算法在不同的环境下的优越性。本方法在电动汽车电池管理中确定了电池故障和剩余寿命的核心问题，针对该核心问题进行数据的获取和标定、以及进行数据整合和特征工程，明确数据定义并进行初步处理，通过预定义的规则进行特征和标签的定义。最后是进行模型训练和评估，通过数据导入，利用机器学习的不同模型，选择不同算法进行匹配验证，并进行发布，成为结构化的产品，并随着时间累积和数据丰富，模型的预测准确性会不断提升。附图说明图1是电动汽车电池预测性维护实施方式；图2是本发明的系统结构框图；图3是本发明的大数据机器学习框图；图4是本发明中滚动聚合原理图。具体实施方式下面结合附图对本专利的具体实施方式进行详细说明，需要指出的是，该具体实施方式仅仅是对本发明优选技术方案的举例，并不能理解为对本发明保护范围的限制。图1示出了本专利具体实施方式中的一种电动汽车电池预测性维护方法的步骤。其中：步骤S001数据准备步骤，获取与电动汽车电池使用相关的数据。在本步骤中，所述电动汽车电池的数据包括故障维修数据和电池的使用数据。其中，所述故障维修数据包括电池发生故障前的数据记录和/或电池的维修数据。所述电池的使用数据包括在正常使用时与电池相关的电池自身数据以及汽车状态数据。所述故障维修数据、电池的使用数据均是基于时间序列的流式数据，包括但不限于电压、电流、剩余电量(SOC)等。一种举例但非全部的数据内容如下表所示。\n\n\n\nS002数据整理步骤，对所述电动汽车电池使用相关的数据进行清洗并将清洗后的所述电动汽车电池使用相关的数据基于时间单元进行数据构建。在本实施方式中，由于主要是基于数据处理实现的，保证高质量的数据有利于提高结果的准确性，因此需要对采集的数据进行数据整理。所述数据整理首先要对数据进行清洗，本发明制定了相应的清理规则将质量不高的数据转化为满足数据质量要求的数据。清理规则包括：空余赋值：电池数据在传输过程中，很容易发生掉包导致变量缺失，在本发明中，主要采用取一段行程该变量的平均值或中间值或相邻插值进行空余变量的赋值。错值去除：通过设定电动汽车电池使用相关数据的每个变量的合理取值范围，即阈值，检查数据是否合乎要求，将超出正常范围的数据予以删除或纠正。交叉检验：通过设定电动汽车电池使用相关数据的相互约束和依赖关系，将逻辑上不合理或者相互矛盾的数据予以删除或纠正。清洗数据之后，基于时间单元进行数据构建，即按照时间的顺序将搜集到的其它数据进行整合。时间单元可以基于毫秒、秒、分钟等，时间单元可以和收集的频率可以不一致。完成数据构建之后，需要对基于时间单元进行构建的数据进行评估以及修正。所述评估包括筛选出错误数据，即数据本身存在错误的那些数据。例如，包括但不限于，缺失值、异常值、时间周期错误和计算规格错误等。在评估之后，对于所述错误数据进行校正。例如对于缺失值，将存在null的值设置为0，补充缺失的数据；对于异常值，将负值设置为0，避免训练过程中出现错误；对于时间周期错误的数值，明确应该取得时间周期，调整并重新运行数据；对于计算规格错误的数值，明确口径调整并重新运行数据。S003数据特征化步骤，将通过数据整理步骤得到的数据进行总结和抽取，获取特征化后的数据。由于在后续的处理步骤中需要对数据进行处理和计算，为了便于计算和识别数据的特征，首先需要对整理后的数据进行特征化以便于显现所述数据的各种特征从而便于计算和识别。在本步骤中，对于数据的总结和抽取包括滚动聚合。所述滚动聚合是指设定一个时间窗口，计算在预定的变量在该时间窗口内的聚合值，所述聚合值可以是数据的总和、平均值或者是标准差。如图4所示，例如t1节点，设定时间窗是3，它的滚动聚合就是计算t1节点以及在所述t1节点之间的3个节点的总和、均值或者标准差。在本步骤中，为了能够对学习算法提供更好，甚至是附加的学习和预测能力，需要更多变量数据，发明从基于时间序列的电池数据进行总结和抽取，从而将初始的S001中的特征变量进行扩展。例如，在步骤S001中具有65个特征变量时，在本示例中，进行扩展的数据主要是两类：第一大是对初始65个特征变量根据滚动聚合的均值，增加65-2＝63个；第二类是对初始的65个特征变量根据滚动聚合的标准差，增加65-2＝63个；这样最后获得的变量为65+63+63＝191。这样就能够提供更多变量数据，从而有利于学习算法提供更好和预测能力。S004数据计算步骤，基于特征化后的数据建立电池预测性维护自适应模型。对于电池预测性维护的问题，可以分解成两个子问题，第一个子问题是电池是否将要发生故障；第二个子问题是电池还有多久会发生故障。针对不同的问题可以通过不同的模型和算法去进行预测。对于电池是否将要发生故障，本实施方式中采用二元分类模型来建立所述电池预测性维护自适应模型。具体而言，把输入的电池数据设为x；把判断电池是否将要发生故障设定为目标为y，那么y的个体只有两种选择，y＝1，即为发生故障，y＝0即为发生故障。那么二元分类的模型是：y＝f(x)，其中f是具体算法，能够把电池数据x映射到目标y中去。当采用初始训练数据对上述模型进行训练时，需要对初始训练数据集进行标签，将发生故障的数据作为正向(标签为1)，将正常运行的数据作为反向(标签为0)，建立起在下一个周期可能故障或者正常的模式y＝f(x)，其中y即为电池是否即将发生故障，x为电池数据，f为具体算法。其中，所述具体算法f可选择地包括：逻辑回归、提升决策树、决策森林和神经网络。所述逻辑回归算法假定类的实例是线性可分的，通过直接估计判别式的参数获得最终的预测模型。考虑用于电动汽车预测性维护的数据具有P个独立变量的向量x′＝(x1，x2，…xp),设条件概率P(Y＝1|x)＝p为根据观测量相对于某事件发生的概率。逻辑回归同线性回归一样都需要有一个假设函数，在本算法中引入了Sigmoid函数其中π(x)的定义域为(-∞,+∞)，值域为(0,1)。根据以上定义，所述逻辑回归算法所采用的公式为： 所述提升决策树算法，是通过结合决策树分治策略的层次数据结构对初始的分类所产生的分类规则，每次都将上一次分错的数据权重提高一点再进行分类，这样循环迭代取得目标结果。设D为使用类别对训练元组进行的划分，则D的熵表示为： 其中，pi表示第i个类别在整个训练元组中出现的概率，可以用属于此类别元素的数量除以训练元组元素总数量作为估计。熵的实际意义表示是D中元组的类标号所需要的平均信息量。对于本预测方法来说，D为电池故障状况，具有故障和正常两种状态，所以m＝2。设将训练元组D按属性A进行划分，其中A为经过特征化以后，电池数据的其中一个特征，则A对D划分的期望信息为：其中j表示属性A的某个类型，V表示属性A的类别总数；而属性A的信息增益即为两者的差值：gain(A)＝info(D)-infoA(D)。在每次分层(分裂)时需要计算电池数据训练元组中每个属性的信息增益，然后选择增益率最大的属性进行分层，由此可形成能够进行电动汽车预测性维护的决策树。决策森林由多个决策树构成的森林，算法分类结果由这些决策树投票得到，决策树在生成的过程当中分别在行方向和列方向上添加随机过程，行方向上构建决策树时采用放回抽样(bootstraping)得到训练数据，列方向上采用无放回随机抽样得到特征子集，并据此得到其最优切分点。决策森林是一个组合模型，内部仍然是基于决策树，同单一的决策树分类不同的是，决策森林通过多个决策树投票结果进行分类，算法不容易出现过度拟合问题。神经网络就是利用其算法特点来模拟人脑思维的第二种方式，它是一个非线性动力学系统，虽然单个神经元的结构及其简单，但能够进行并行协同处理。神经网络中，不同场景的输出层对应不同的代价函数，本方法中，输出层是K个逻辑回归，整个网络的代价函数就是这K个逻辑回归模型代价函数的加和，通过此代价函数可以进行电动汽车电池故障的预测，代价函数的评估根据s006算法评估进行。对于电池还有多久会发生故障，本具体实施方式中采用回归模型来建立所述电池预测性维护自适应模型。回归模型从一组样本数据出发，确定变量之间的数学关系式对这些关系式的可信程度进行各种统计检验，并从影响某一特定变量的诸多变量中找出哪些变量的影响显著，哪些不显著。以发生故障的时间作为Y，对每个电池数据从时间上距离发生故障的时间进行标签化；例如，当电池已经使用了5天、故障时间为300时，所述标签所表示的剩余时间即为300-5＝295；又例如，当电池已经使用了10天、故障时间为280时，所述标签所表示剩余时间为280-10＝270。这样每个样本都会有一个剩余的可用时间。具体的标签如下表所示：\n\n把输入的电池数据设为x；回归算法的模型为Y＝f(x)。其中，所述回归模型所采用的具体算法f包括决策森林算法回归、提升决策树回归、泊松回归和神经网络回归。提升决策树回归和决策森林回归同样是由决策树一个或者若干个决策树构成，是决策树的组合，和所述电池是否将要发生故障中采用决策树相关的算法一样，在电池还有多久会发生故障的回归模型中，也利用利用信息增益来判断提升决策树和决策森林回归的好坏，即通过差值：gain(A)＝info(D)-infoA(D)，来判断。在泊松回归中，利用现有技术中广泛记载的泊松回归模型进行建模。神经网络就是现有技术中已经广泛记载的一种模拟人脑思维的算法。神经网络中，不同场景的输出层对应不同的代价函数。本方法中，输出层可以是K个逻辑回归，整个网络的代价函数就是这K个逻辑回归模型代价函数的加和。S005训练验证步骤，对自适应模型进行训练和验证以优化该自适应模型。在建立上述模型的基础上，需要进行训练和验证的工作来优化模型。以便于提高模型的准确性。在本具体实施方式中，所述训练验证步骤优选包括交叉验证和少数类采样。所述交叉验证方法中对于各个模型的参数框架进行优化。例如前述的分类模型(逻辑回归、提升决策树、决策森林和神经网络)和回归模型(决策森林算法回归、提升决策树算法回归、泊松算法回归和神经网络算法回归)，这些算法的可靠性依赖参数框架，就是说哪些电池数据对于产生的结果是最有效的。在本具体实施方式中，为了提高参数框架的质量，首先把原始的数据随机分成K个部分。在这K个部分中，选择其中一个部分作为测试数据，剩下的K-1个部分作为训练数据得到相应的实验结果。然后，挑选另外一个部分作为测试数据，剩下的K-1个部分作为训练数据，以此类推，重复进行K次交叉检验的。每次实验都从K个部分中选择一个不同的部分作为测试数据，保证K个部分的数据都分别做过测试数据，剩下的K-1个当作训练数据进行实验。最后把得到的K个实验结果平均，所述实验结果可以包括正确率、召回率和综合评价指标等。根据每次预测维护的目的，在正确率、召回率和综合评价指标三种的均值的选择，从而确定最佳的分类，实现模型的训练。所述少数类采样是针对一类数据仅仅有很少数量的训练样本时，数据集不平衡的情况时采用的。当一类数据仅仅有少量的训练样本时，本具体实施方式中可以通过将少数的故障样本数据合成新的少数类样本数据来进行模型的训练。例如在电池的数据收集中，只发现有少量的故障记录数据，为了从少量的故障数据中产生更多进行机器学习的数据，需要进行数据合成。具体而言，对每个少数类样本A，从它的最近邻中随机选一个样本B，这里的距离是根据时间和变量图中的距离进行计算，然后在A和B之间的连线上随机选择一点作为新合成的少数类样本。通过这样不断的合成，可以将少量的样本A，变成具备多数据的样本A+，从而达到预测性维护的数据要求，即不会产生计算中的因为数据不平衡导致的过拟合或者扭曲。S006算法评估步骤，评估数据在不同算法下的预测结果，基于评估选择最优的算法。在电池的预测性维护中，基于不同的预测目标或者是不同的数据源，采用不同的算法所得到的结果也是不同的，这样就需要针对不同的情况选择较佳的算法。通常在电动汽车电池预测性维护中，可以使用正确率(Precision)，召回率(Recall)或者综合评价指标(F1-Measure)来评估预测结果，比较在不同情况下采用不同的算法所得到的结果是否最优，从而选择最优的算法。其中，正确率是针对预测结果而言所述模型预测发生故障的样本中有多少是实际真正发生故障的样本，一般是越高越好。所述召回率是样本中的真实发生故障的有多少被预测正确了，一般是越高越好。在电池预测性维修中，这两者通常发生矛盾。为了提高对于更优算法选择的合理性，在本具体实施方式中优选采用F1-Measure综合评价指标，它综合了正确率和召回率的加权平均，其值越高越好。公式是其中P是正确率，R是召回率，当参数α＝1时，就是最常见的F1，也即根据不同算法得到的结果F或者F1来判断不同的算法在不同的环境下的优越性。例如针对某一组特定的数据和预测目标，通过计算比较后发现此类数据和目标在分类模型中选择提升决策树算法以及在回归模型中选择神经网络回归算法结果最优。 | 本专利涉及一种基于大数据机器学习进行电动汽车电池寿命预测性维护的方法，该方法由所相应的应用架构、流程、计算模型组成。这种方法是基于对电动汽车电池运行过程中的采集的电池实时数据，结合电动汽车车辆其它的运行数据，通过机器学习的模型训练和算法验证，并对结果进行不同角度的评估，从而建立对电动汽车电池运行预测性维护和响应的控制策略，优化电池的维修和更换，提高车主的安全性指标，达到系统性能和经济效益的平衡。 | CN:201610504843.4A | https://patentimages.storage.googleapis.com/27/9e/b1/26a115f8e6ba83/CN106168799B.pdf | CN:106168799:B | 常伟, 金樟平, 李舰 | Individual | CN:105247379:A, CN:104459552:A | Not available | 2019-05-03 | 1.一种电动汽车电池预测性维护方法，其特征在于，所述方法包括：, 步骤001数据准备步骤，获取与电动汽车电池使用相关的数据；, 所述电动汽车电池使用相关包括故障维修数据和电池的使用数据；其中，所述故障维修数据包括电池发生故障前的数据记录和/或电池的维修数据；所述电池的使用数据包括在正常使用时与电池相关的电池自身数据以及汽车状态数据；所述故障维修数据、电池的使用数据均是基于时间序列的流式数据；, 步骤002数据整理步骤，对所述电动汽车电池使用相关的数据进行清洗并将清洗后的所述电动汽车电池使用相关的数据基于时间单元进行数据构建；所述对数据进行清洗包括，采用取一段行程变量的平均值或中间值或相邻插值进行空余变量的赋值；通过设定电动汽车电池使用相关数据的每个变量的阈值检查数据是否合乎要求将超出正常范围的数据予以删除或纠正；通过设定电动汽车电池使用相关数据的相互约束和依赖关系，将逻辑上不合理或者相互矛盾的数据予以删除或纠正；所述数据构建包括，按照时间的顺序将搜集到的其它数据进行整合；, 步骤003数据特征化步骤，将通过数据整理步骤得到的数据进行总结和抽取，获取特征化后的数据；对于数据的总结和抽取包括滚动聚合，所述滚动聚合是指设定一个时间窗口，计算在预定的变量在该时间窗口内的聚合值，所述聚合值是数据的总和、平均值或者是标准差；所述总结和抽取还包括将特征变量进行扩展，所述扩展包括对初始的特征变量根据滚动聚合的均值增加相应的个数，以及对初始的特征变量根据滚动聚合的标准差增加相应的个数；, 步骤004建立模型步骤，基于特征化后的数据建立电池预测性维护自适应模型；对于电池预测性维护的问题，分解成第一个子问题是电池是否将要发生故障和第二个子问题电池还有多久会发生故障；对于第一个子问题是电池是否将要发生故障，采用二元分类模型来建立所述电池预测性维护自适应模型；对于第二个子问题电池还有多久会发生故障，采用回归模型来建立所述电池预测性维护自适应模型；, 步骤005训练验证步骤，对自适应模型进行训练和验证以优化该自适应模型；所述训练验证步骤包括交叉验证，所述交叉验证包括，首先把原始的数据随机分成K个部分，在这K个部分中选择其中一个部分作为测试数据，剩下的K-1个部分作为训练数据得到相应的实验结果；然后，挑选另外一个部分作为测试数据，剩下的K-1个部分作为训练数据；以此类推，重复进行K次交叉检验，每次实验都从K个部分中选择一个不同的部分作为测试数据，保证K个部分的数据都分别做过测试数据，剩下的K-1个当作训练数据进行实验；最后把得到的K个实验结果平均；基于所述实验结果确定最佳的数据分类；, 步骤006算法评估步骤，评估数据在不同算法下的预测结果，基于评估选择最优的算法；所述评估包括正确率评估、召回率评估、或者综合评价指标评估；所述正确率是指预测结果实际真正发生的相符比率，正确率评估取最大的数值所对应的算法；所述召回率是指真实发生的有多少被预测正确了，召回率评估取最大的数值所对应的算法；综合评价指标其中，α为计算参数，P是正确率，R是召回率，根据不同算法得到的结果F来判断不同的算法在不同的环境下的优越性。, 2.根据权利要求1所述的一种电动汽车电池预测性维护方法，其特征在于，完成数据构建之后，对基于时间单元进行构建的数据进行评估以及修正；所述评估包括筛选数据本身存在错误的那些数据；在评估之后，对于所述错误数据进行校正；所述校正包括：对于缺失值，将缺失值设置为0；对于异常值，将负值设置为0；对于时间周期错误的数值，明确应该取得时间周期，调整并重新运行数据；对于计算规格错误的数值，明确口径调整并重新运行数据。, 3.根据权利要求1-2中任一项所述的一种电动汽车电池预测性维护方法，其特征在于，所述二元分类模型包括：把输入的电池数据设为x；把判断电池是否将要发生故障设定为目标为y，y＝1，即为发生故障，y＝0即为发生故障；二元分类的模型即是：y＝f(x)，其中f是具体算法；所述具体算法包括：逻辑回归、提升决策树、决策森林和神经网络。, 4.据权利要求3中所述的一种电动汽车电池预测性维护方法，其特征在于，在所述回归模型中，以发生故障的时间作为Y，对每个电池数据从时间上距离发生故障的时间进行标签化；把输入的电池数据设为x；回归算法的模型为Y＝f(x),其中f是具体算法，包括：决策森林回归、提升决策树回归、泊松回归和神经网络回归。, 5.根据权利要求4所述的一种电动汽车电池预测性维护方法，其特征在于，所述步骤005中还包括少数类采样对所述模型进行训练，当样本中一类数据仅仅有少量的训练样本时，通过将少数的故障样本数据合成新的少数类样本数据来进行模型的训练；对每个少数类样本A，从它的距离最近邻中随机选一个样本B，所述距离是根据时间和变量图中的距离进行计算，然后在A和B之间的连线上随机选择一点作为新合成的少数类样本；通过不断的合成，将少量的样本A，变成具备多数据的样本A+。 | CN | China | Active | G | True |
| 239 | 一种电动汽车热管理系统 \n | CN108215923B | 本发明涉及一种电动汽车热管理系统，属于汽车技术领域。在电动汽车技术日新月异的今天，电动汽车的驾驶乐趣、续航里程以及舒适度都在不断提升。而这些功能的实现离不开对电能的利用。动力电池和电机作为电动汽车的关键动力部件，尤其是作为电动汽车主要能量来源的动力电池，它们的性能成为制约电动汽车产业升级发展的关键之一。虽然当前电池组的容量不断上升，电池的内阻不断减小，电池参数的一致性不断提高，但是其所散发的高热量却仍然不容小觑。热量的积累会造成电池的温度不断升高，引起电池失效、短路、失火甚至爆炸。针对电池冷却，已经发展出了空气冷却、液体冷却、固液相变材料冷却、热管冷却等多种形式。其中空气冷却方式受限于散热能力的不足而不适用于电池容量较高的纯电动汽车。液体冷却中的非接触式冷却存在液体泄漏后的腐蚀、短路等风险，而直接接触式冷却仅有油冷等少数工质可供选用。除此以外，液体冷却中液体的比热容有限，带走热量的能力难以进一步提升。相变材料利用其巨大的相变潜热而具有比单纯液冷更强的带热能力。目前的相变材料研究主要集中在固液相变材料领域，带来的问题是其流动性差，以及相变完成后难以进一步带走热量。热管技术具有快速转移热量的能力，但是仍然需要依靠其他风冷、液冷或者相变材料将热量进一步转移，且存在有效接触面积小，工艺复杂，失效率高的问题。近年来兴起的复合冷却技术结合多种冷却方式的优点，实现优势互补，给电动汽车的热管理方案带来了新的希望。不过这些技术往往仅仅局限于电池包的冷却方面。低温工况下电池的加热同样是电动汽车热管理的重点之一。目前已有的加热手段单一，大部分都是各种电加热材料直接接触电池，为其加热。这种加热无法保证加热的均匀性，同时电加热器要消耗大量的电能，降低了电动车的能源利用效率。本发明提供一种电动汽车热管理系统，基于电动汽车全车一体化相变温度控制方案，旨在解决电池冷却和加热的均匀性、解决冷却液的安全性和提高能源利用效率等问题。所述全车一体化指的是采用该电动汽车热管理系统的汽车，其空调、动力系统的温度控制以及余热的储存再利用被统一地管理；其采用沸点可选的蒸发冷却工质通过液(气)-气(液)相变的过程实现电动汽车热管理部件的加热和冷却，采用固体-液体相变的固液相变材料将电动汽车的余热回收再利用，以维持电动汽车运行于最佳状态。本发明的目的是通过以下技术方案实现的：一种电动汽车热管理系统，包括依次串联的电池箱、出气管、冷凝器、进液管以及循环于所述热管理系统中的蒸发冷却工质；其中，电池在电池箱中被冷却，冷却方式包括：浸泡式蒸发冷却方式，表贴式蒸发冷却方式，管道内冷蒸发冷却方式，喷雾式蒸发冷却方式。所述的浸泡式蒸发冷却方式，将发热部件浸没于蒸发冷却工质中，当蒸发冷却工质吸收热量后，温度上升，在沸点发生相变，通过气化潜热带走热量。所述的表贴式蒸发冷却方式，发热部件紧贴于内部流动着蒸发冷却工质的液体通道(如液盒或者中空扁管道)的外表面，发热部件的热量通过热传导的方式穿过壁面传给蒸发冷却工质，当蒸发冷却工质吸收热量后，温度上升，在沸点发生相变，通过气化潜热带走热量。所述的管道内冷式蒸发冷却方式，将内部流动着蒸发冷却工质的换热管穿插于发热部件的内部，当蒸发冷却工质吸收热量后，温度上升，在沸点发生相变，通过气化潜热带走热量。所述的喷淋式蒸发冷却方式，通过喷嘴将蒸发冷却工质喷淋到发热部件表面，吸收热量后，工质温度上升，在沸点发生相变，通过气化潜热带走热量。进一步的，所述的电动汽车热管理系统包括：汽车空调系统和电池包温度调节系统，二者通过热交换器连接；其中，所述热交换器的左侧换热管路与汽车空调系统中的蒸发器并联，热交换器的右侧换热管路串接在电池包温度调节系统中；所述电池包温度调节系统包括依次串联连接的电池箱、电磁排气阀、阀门和热交换器的右侧换热管；所述汽车空调系统包括依次串联连接的冷凝器、蒸发器膨胀阀、蒸发器和压缩机。进一步的，所述的电动汽车热管理系统还包括蒸发冷却工质蒸气的收集装置，所述收集装置包括密闭的储液罐，所述储液罐上设有集气管和补液管，所述集气管通过蒸气安全阀门与电池箱的出气管相连通，所述补液管通过补液阀门与电池箱的进液管相连通；所述储液罐内蒸发冷却工质的冷却方式可通过冷凝器冷却，也可不通过冷凝器冷却。进一步的，所述的电动汽车热管理系统包括多个电池箱，且所述电池箱之间通过并联或串联连接；所述电池箱承载了电动汽车的动力电池及其电子控制系统、冷却装置和加热装置。进一步的，所述的电动汽车热管理系统还包括用于吸收电动汽车电气部件余热的储热装置，所述储热装置与电池箱并联或内置于电池箱内部。进一步的，当所述储热装置与电池箱并联时，所述储热装置包括一个内含固液换热器和固液相变材料的密封箱体，所述固液换热器由若干根互相连通的第二换热管组成，所述固液换热器分别通过通气管和通液管与电池箱连通，所述通气管上设有通气阀门，所述通液管上设有通液阀门；当所述储热装置内置于电池箱内部时，所述储热装置包括若干个全封闭的储热管及填充于储热管内部的固液相变材料，所述储热管与电池交错分布在电池箱内。进一步的，所述汽车空调系统为热泵空调系统，所述热泵空调系统由左、中、右三条支路以及一个压缩机总成组成；所述左、中、右三条支路的一端通过一个三通相连，左支路的另一端连接压缩机总成的左接口，中支路的另一端连接压缩机总成的中间接口，右支路的另一端连接压缩机总成的右接口；其中：所述左支路由冷凝器构成；所述中支路包括蒸发器膨胀阀、单向阀与蒸发器；其中，蒸发器膨胀阀与单向阀反向并联成并联结构，所述并联结构再与蒸发器串联，构成所述中支路；所述右支路由热交换器膨胀阀与热交换器的左侧换热管串联构成。进一步的，所述压缩机总成包括压缩机、三通阀和分液阀，其中，所述三通阀的中间接口常通，所述中间接口作为压缩机总成的中间接口并连接蒸发器，所述分液阀的左侧出液口作为压缩机总成的左接口并连接冷凝器；所述三通阀的左、右接口不同时导通，所述三通阀的左接口连接分液阀的上方出液口，所述三通阀的右接口通过三通连接压缩机的进口，同时所述三通的第三接口作为压缩机总成的右接口；所述分液阀的入口连接压缩机的出口。进一步的，还包括其他发热部件冷却系统，通过多设备热交换器实现汽车空调系统的换热；所述多设备热交换器包括多组换热管路，每组换热管路之间通过换热片连接。进一步的，所述电池包温度调节系统中还串联有循环泵。本发明所述电动汽车热管理系统的有益效果为：1、可以收集用于调节系统压力而排出的蒸发冷却工质；2、提高电池的温度均匀性和稳定性；3、利用动力系统的余热为电动汽车的乘员舱提供暖风；4、电动汽车动力系统的余热储存和再利用；5、电动汽车动力系统的多部件综合热管理；6、利用电动汽车其他发热部件的余热来直接加热电池包。图1为本发明所述4种蒸发冷却方式的结构示意图；其中，1-换热器，2-出气管，3-进液管，4-浸泡式蒸发冷却腔体，5-液盒，6-第一换热管，7-喷淋式蒸发冷却腔体，8-喷嘴，9-喷淋泵，10-液态蒸发冷却工质，11-气态或气液两相流蒸发冷却工质，12-热源；图2为本发明实施例1所述电动汽车热管理系统结构示意图；其中，13-风扇，14-冷凝器，15-鼓风机，16-蒸发器，17-蒸发器膨胀阀，18-压缩机，19-热交换器膨胀阀，20-热交换器，21-阀门，22-电磁排气阀，23-电池箱，24-电加热装置；图3A为本发明所述浸泡式蒸发冷却电池箱的结构示意图，图3B为本发明所述浸泡式蒸发冷却电池箱拆解结构示意图；其中，2-出气管，3-进液管，10-液态蒸发冷却工质，11-气态或气液两相流蒸发冷却工质，24-电加热装置，25-电池箱上盖，26-电池箱壁，27-电池箱下盖，28-电池；图4A为不采用冷凝器冷却的蒸气回收装置的结构示意图，图4B为采用冷凝器冷却的蒸气回收装置结构示意图；其中，29-蒸气安全阀门，30-集气管，31-补液阀门，32-补液管，33-储液罐，34-散热片，35-冷凝器；图5为浸泡式蒸发冷却电池箱与储热装置并联的结构示意图；其中，2-出气管，3-进液管，10-液态蒸发冷却工质，11-气态或气液两相流蒸发冷却工质，24-电加热装置，25-电池箱上盖，26-电池箱壁，27-电池箱下盖，28-电池，36-通气阀门，37-通气管，38-通液阀门，39-通液管，40-储热箱，41-第二换热管，42-翅片，43-固液相变材料；图6为浸泡式蒸发冷却电池箱内置储热管的结构示意图；其中，2-出气管，3-进液管，10-液态蒸发冷却工质，11-气态或气液两相流蒸发冷却工质，24-电加热装置，25-电池箱上盖，26-电池箱壁，27-电池箱下盖，28-电池，43-固液相变材料，44-储热管；图7为本发明实施例4所述电动汽车热管理系统结构示意图；其中，13-风扇，14-冷凝器，15-鼓风机，16-蒸发器，17-蒸发器膨胀阀，18-压缩机，19-热交换器膨胀阀，20-热交换器，21-阀门，22-电磁排气阀，23-电池箱，24-电加热装置，44-储热管，45-单向阀，46-分液阀，47-三通阀，48-收集装置，49-储热管，50-循环泵；图8为本发明实施例5所述电动汽车热管理系统结构示意图；其中，13-风扇，14-冷凝器，15-鼓风机，16-蒸发器，17-蒸发器膨胀阀，18-压缩机，19-热交换器膨胀阀，21-阀门，22-电磁排气阀，23-电池箱，24-电加热装置，45-单向阀，46-分液阀，47-三通阀，48-收集装置，50-循环泵，51-多设备热交换器，52-其它发热部件，53-第二循环泵，53-储热装置。为了使本发明的目的、技术方案及优点更加清楚明白，以下结合附图及实施例，对本发明进行进一步详细说明。应当理解，此处所描述的具体实施例仅用以解释本发明，并不用于限定本发明。本发明所述电动汽车热管理系统包括冷却电动汽车中冷却需求较强的电气部件，如电池包、电机以及汽车电子控制部件等全部或者大部分采用蒸发冷却的方式，即以蒸发冷却为主。所采用的蒸发冷却工质，是一类沸点可选、高绝缘、无毒、不燃的有机工质，解决了电池组在短路故障和碰撞时的安全问题。如图1所示，蒸发冷却包括四种实现形式：A为浸泡式蒸发冷却方式，B为表贴式蒸发冷却方式，C为管道内冷蒸发冷却方式，D为喷雾式蒸发冷却方式。当采用浸泡式蒸发冷却方式A时，将热源12放置在密闭的浸泡式蒸发冷却腔体4内，用液态的蒸发冷却工质10完全或部分地浸泡热源。当液态的蒸发冷却工质10吸收热量后，温度不断上升。当温度达到蒸发冷却工质的沸点时，液态的蒸发冷却工质10发生相变，工质蒸气经由出气管2进入换热器1中。大部分情况下，进入出气管2的蒸发冷却工质并不完全是蒸气，而是由工质蒸气与部分液态的工质液滴一起构成气液两相流状态的蒸发冷却工质11。蒸发冷却工质进入换热器1后放热冷凝，变为液态的蒸发冷却工质10。液态的蒸发冷却工质10经由进液管3流回浸泡式蒸发冷却腔体4中。如此周而复始地循环。当采用表贴式蒸发冷却方式B时，热源12紧贴于内部流动着蒸发冷却工质的液体通道(如液盒或者中空的方形截面扁管道)的外表面，热源12的热量通过热传导的方式穿过壁面传给蒸发冷却工质，当蒸发冷却工质吸收热量后，温度上升，在沸点发生相变，通过气化潜热带走热量。所述的管道内冷式蒸发冷却方式，将内部流动着蒸发冷却工质的换热管穿插于发热部件的内部，当蒸发冷却工质吸收热量后，温度上升，在沸点发生相变，通过气化潜热带走热量。所述的喷淋式蒸发冷却方式，通过喷嘴将蒸发冷却工质喷淋到发热部件表面，吸收热量后，工质温度上升，在沸点发生相变，通过气化潜热带走热量。本发明所述的电动汽车热管理系统，其冷却方案还可以将采用空气或无相变的液体等传统冷却介质的温度控制方案与蒸发冷却方案结合使用。本发明所述的电动汽车热管理系统，蒸发冷却工质除用于发热部件冷却外，还可以作为传热介质用于汽车配件的加热。当电动汽车配件需要加热时，先加热蒸发冷却工质，再通过蒸发冷却工质加热目标配件。本发明所述的电动汽车热管理系统，采用该系统管理的各个电气部件的冷却、加热和储热再利用通过统一调控，协同管理。实施例1本实施例提供一种电动汽车热管理系统的基本结构，如图2所示，包括汽车空调系统、电池包温度调节系统和热交换器20，其中所述汽车空调系统位于所述热交换器20的左侧，所述电池包温度调节系统位于所述热交换器20的右侧。所述热交换器20的左侧换热管路与汽车空调系统中的蒸发器16并联，热交换器20的右侧换热管路串接在电池包温度调节系统中。所述汽车空调系统为单冷空调，指的是该空调只能为汽车乘员舱提供冷风而不能提供热风，或者依靠电辅热为乘员舱提供热风。依次串联连接的冷凝器14、蒸发器膨胀阀17、蒸发器16和压缩机18构成了汽车空调系统。所述热交换器20的左侧换热管路上还设有热交换器膨胀阀19。所述冷凝器一侧设有风扇13，所述蒸发器16一侧设有鼓风机15。风扇13向冷凝器14吹风，为冷凝器14降温。鼓风机15将空气吹过蒸发器16，空气在此过程中被冷却，吹入汽车乘员舱。热交换器20与蒸发器16并联。在乘员舱和电池包同时有制冷需求时，从冷凝器14中流出的相对低温高压的制冷剂同时流过蒸发器16和热交换器20。在乘员舱没有制冷需求而电池包有制冷需求时，蒸发器膨胀阀17关闭，从冷凝器14中流出的相对低温高压的制冷剂只流过热交换器20。所述的电池包温度调节系统，指的是为电动汽车的电池包提供冷却和加热功能的温度调节系统。所述电池包温度调节系统包括依次串联连接的电池箱23、电磁排气阀22、阀门21和热交换器20的右侧换热管。电池箱23还贴设有电加热装置24。当电池包需要冷却时，电池包温度调节系统的蒸发冷却工质在电池箱23中对电池进行冷却，吸热相变后的两相流蒸发冷却工质无泵自循环至热交换器20中被空调制冷系统冷却。在运行过程中，如果电池包温度调节系统的压力高于预设的安全阈值，则电磁排气阀22打开，通过排出一部分蒸气缓解系统压力。当电池包需要加热时，电加热装置24开启。热量穿越电池箱23的壁面传导给蒸发冷却工质。蒸发冷却工质再均匀地加热动力电池。阀门21处于常通状态，仅当需要时关闭。所述的电池箱，承载了电动汽车的动力电池及其电子控制系统、冷却装置和加热装置，可以是浸泡式蒸发冷却电池箱或者贴壁式蒸发冷却电池箱。其中，浸泡式蒸发冷却电池箱因为蒸发冷却工质与电池直接接触，可以实现高效的直接换热，所以是一种优选方案。浸泡式蒸发冷却电池箱的结构如图3A、3B所示，由电池箱上盖25，电池箱壁26，电池箱下盖27构成的电池箱体为一个气密性箱体。在生产中，电池箱体可以由这三个部件借助于密封材料和紧固件构成，也可以在设计时就将电池箱上盖25或者电池箱下盖27中的一个与电池箱壁26设计成一体结构。动力电池28在其中密集排列，并浸没于液态蒸发冷却工质10中，实现了动力电池和蒸发冷却工质的直接换热。由于液体的对流等传热方式，以及液体温度的一致性，保证了与动力电池换热的均匀性和动力电池温度的一致性。在使用中，液态蒸发冷却工质10并不充满电池箱体，而是在液面上方预留一部分空间。这部分空间是维持稳定相变所必需的。在电池箱体上方通有出气管2，在电池箱体的下方通有进液管3。当动力电池28放热时，加热其周围的液态蒸发冷却工质10，工质达到沸点后气化的蒸发冷却工质混合着一部分高温液态蒸发冷却工质以两相流的形式从出气管2排出。冷却后凝结的低温液态蒸发冷却工质10从进液管3流回电池箱体中。在电池箱的底部外侧紧密贴合一个电加热装置24。当电池需要加热时，电加热装置24导通，热量穿过电池箱下盖27加热液态蒸发冷却工质10，从而通过液体的对流，均匀地加热电池组。贴壁式蒸发冷却电池箱的原理与浸泡式蒸发冷却电池箱类似。区别在于电池箱体不要求密封，同时蒸发冷却工质并不接触电池，而是在紧贴动力电池的整体冷板或紧贴动力电池的并联的若干根管道中流动。流通管道在电池箱体上方通有出气管，在电池箱体的下方通有进液管。在流通管道的下方总管部分或者进液管部分，紧密贴合一个电加热装置，用于加热蒸发冷却工质，从而均匀地加热电池组。本实施1提供的电动汽车热管理系统是一种最简单的结构。热管理系统的冷却功能实现方式是：蒸发冷却工质在电池箱中吸收电池的热量后气化，经由出气管和阀门进入热交换器。蒸发冷却工质在热交换器中冷凝为液态后，通过进液管流回电池箱，进入下一个循环过程。热管理系统的加热功能实现方式是：电加热装置加热蒸发冷却工质，被加热后的蒸发冷却工质将热量传导给动力电池。因为蒸发冷却工质的沸点可选，可以保证动力电池被加热或冷却到一个稳定合适的温度范围内。实施例2本实施例提供一种在实施例1的基础上还设有收集装置的电动汽车热管理系统。所述收集装置用于收集排放出去的蒸发冷却工质，其设置在电池包温度调节系统中。所述收集装置包括一个密闭的储液罐33，所述密闭的储液罐33与电池包温度调节系统的主管路有两条连通管路：其中一条集气管30通过蒸气安全阀门29与电池箱出气管2相连通，另一条补液管32通过补液阀门31与电池箱的进液管3相连通。蒸气安全阀门29是受控的电磁阀。当电池包温度调节系统的压力高于集气阈值时打开；当电池包温度调节系统的压力低于集气阈值时关闭。以此来维持电池包温度调节系统的压力稳定。集气阈值低于电池包温度调节系统的安全阈值。这保证了当电池包温度调节系统的压力升高时，初期排放的蒸气全部被回收，不会排放到大气中造成浪费。仅仅当回收装置不足以维持电池包温度调节系统的压力稳定性时，系统才会通过电磁排气阀22将蒸发冷却工质蒸气排放到大气中。进入收集装置的蒸发冷却工质蒸气在其中冷却后凝结成液态的蒸发冷却工质，然后经过补液阀门流回电池包温度调节系统的主管路。收集装置中的蒸发冷却工质的有两种冷却方式，一种是空气冷却，如图4A所示；另一种是通过冷凝器冷却，如图4B所示。图4A中的不通过冷凝器冷却的收集装置，外壳是一个导热性良好的密闭金属罐构成的储液罐33，蒸发冷却工质蒸气的热量穿过壁面传导至储液罐的空气而降温凝结，即通过周围的空气为储液罐散热。为了加强冷却效果，收集装置的外表面可以加装的散热片34。图4B中的通过冷凝器冷却的收集装置，对储液罐的材料只有密封的要求。其中的冷凝器35的冷源是电动汽车的空调。收集装置通过其内部的冷凝器将蒸气强制冷却为液态。在收集装置中，蒸发冷却工质转变为液态的判断依据为储液罐内的介质温度低于其沸点并保持一定的时间，以此来控制补液阀门的通断。电磁排气阀22与收集装置共同构成电池包温度调节系统的压力调节装置。所述压力调节装置作用是保持电池包温度调节系统的压力在安全运行的范围内。电磁排气阀或蒸气安全阀门29在电池包温度调节系统的压力高于预设的安全阈值时打开；在电池包温度调节系统的压力低于预设的安全阈值时关闭。以此来维持电池包温度调节系统的压力稳定。实施例3本实施例提供一种在实施例1的基础上还设有储热装置的电动汽车热管理系统。所述的储热装置的作用是吸收电动汽车电气部件的余热，将其储存并再利用，通过固液相变材料液化并将吸收的热量储存起来；在电动汽车需要加热时，固液相变材料放出热量，并凝固成固态。固液相变材料在常温下为固体，当其吸收热量温度升高而达到凝固点时，材料融化，吸收大量的热，同时维持温度不变。在固液相变材料温度下降至凝固点时，材料凝固，放出大量的热，同时维持温度不变。根据其这一特征，可以将余热储存在固液相变材料中，在需要时回馈给需要加热的部件。所述的储热装置有两种实现方式。一种方式是集成于浸泡式蒸发冷却电池箱中的储热装置，另一种方式是电池箱并联的储热装置。浸泡式蒸发冷却电池箱与储热装置并联的结构如图5所示。储热装置的外壳是一个密封的储热箱40，所述储热箱内设有由若干根互相连通的第二换热管41组成的固液换热器，互相连通的第二换热管41的设置是为蒸发冷却工质可以在第二换热管41中自由流动。储热箱40内部除了第二换热管41之外的空间均填充固液相变材料43。第二换热管41表面可以设翅片42以增大换热面积。所述储热装置分别通过通气管37和通液管39与电池箱23连通，所述通气管37上设有通气阀门36，所述通液管39上设有通液阀门38。具体的，通气管37位于固液换热器的上端通气口与电池箱的出气管之间，或位于固液换热器的上端通气口与电池箱中蒸发冷却工质液面以上的某一出口之间。通液管39位于固液换热器的下端通液口与电池箱的进液管之间，或位于固液换热器的下端通液口与电池箱中蒸发冷却工质液面以下的某一出口之间。当蒸发冷却系统的冷却能力不足或者在适合储存余热的条件达到时，打开通气阀门36和通液阀门38，高温的蒸发冷却工质流入第二换热管41中，将热量传递给固液相变材料43，满足发热峰值时的冷却需求。固液相变材料43可以一直吸热，直至全部融化，完成吸热，关闭通气阀门36和通液阀门38，这些热量就储存在储热装置中。或当电池发热量趋于常态后，关闭通气阀和通液阀，停止蒸发冷却工质和固液相变材料的热交换，将热量储存在固液相变材料中。当需要再利用这些热量时，打开通气阀门36和通液阀门38，通过蒸发冷却工质的流动将热量带回到电池包温度调节系统中。或当电动汽车停车且未在充电时，打开通气阀和通液阀，随着蒸发冷却工质温度降低，固液相变材料将热量传递给蒸发冷却工质，延缓电池的温度降低进程。所述的与电池箱并联的储热装置，还可以设置多个换热器，以便于从其他热源吸热。浸泡式蒸发冷却电池箱与储热装置中内置储热管的结构如图6所示。该结构大体上与图5所示的电池箱类似。不同点在于：在电池28的阵列中穿插一部分储热管44；取消了通气阀门36，通气管37，通液阀门38，通液管39。该电池箱将储热装置集成于其中。该种储热装置结构包括若干个全封闭的储热管及填充于储热管内部的固液相变材料。储热管44为一种填充了固液相变材料43的具有良好导热性能的密封金属管。在储热管44的外表面为增大换热面积可以安装翅片。储热管44与动力电池交错分布于电池箱内。储热管44内填充的固液相变材料43的凝固点高于蒸发冷却工质的沸点。当蒸发冷却系统不能满足电池包的冷却需求时，蒸发冷却工质的压力和沸点均会上升，蒸发冷却工质的温度持续上升到固液相变材料的凝固点，并且电池包温度调节系统的管路压力不高于压力调节装置的安全阈值时，相变材料发生固液相变而融化，吸收大量的热，同时维持温度不变，蒸发冷却工质的温度上升缓慢或不再上升。当蒸发冷却工质的温度下降时，高温的固液相变材料将热量传导给蒸发冷却工质；当蒸发冷却工质的温度低于固液相变材料43的凝固点时，固液相变材料凝固为固体并放出大量的热，减缓蒸发冷却工质的降温速度。实施例4本实施例提供一种设有热泵空调系统的电动汽车热管理系统，利用动力系统的余热为电动汽车的乘员舱提供暖风。本实施例中的电动汽车热管理系统还可设置收集装置和储热装置。所述收集装置采用图4A所示的收集装置，所述储热装置采用图6所示的结构，储热管44集成于浸泡式蒸发冷却电池箱中。风扇13，冷凝器14，鼓风机15，蒸发器16，蒸发器膨胀阀17，压缩机18，热交换器膨胀阀19，热交换器20的左侧换热管路，单向阀45，分液阀46，三通阀47构成了热泵空调系统；热交换器20的右侧换热管路，阀门21，电磁排气阀22，电池箱23，电加热装置24，收集装置48，循环泵50构成了电池包温度调节系统；储热管49作为储热装置被集成在电池箱23内部。如图7所示，所述的热泵空调系统由左、中、右三条支路以及一个压缩机总成组成。所述的热泵空调系统的左、中、右三条支路的一端通过一个三通相连。左支路的另一端连接压缩机总成的左接口，中间支路的另一端连接压缩机总成的中间接口，右支路的另一端连接压缩机总成的右接口。其中：热泵空调系统左支路由冷凝器14单独构成。热泵空调系统的中支路包括蒸发器膨胀阀17、单向阀45与蒸发器16。其中，蒸发器膨胀阀17与单向阀45反向并联成并联结构，该并联结构再与蒸发器16串联，构成热泵空调系统的中支路。热泵空调系统右支路由热交换器膨胀阀19与热交换器20的左侧换热管串联构成。热泵空调系统的压缩机总成包括压缩机18、三通阀47、分液阀46，三通以及连通管道。三通阀47的左、右接口不同时导通，中间接口常通。三通阀47的中间接口是压缩机总成的中间接口并连接蒸发器16，所述分液阀46的左侧出液口作为压缩机总成的左接口并连接冷凝器14。所述三通阀47的左接口连接分液阀46的上方出液口，所述三通阀47的右接口通过三通连接压缩机18的进口，同时所述三通的第三接口作为压缩机总成的右接口；所述分液阀46的入口连接压缩机18的出口。所述的热泵空调系统，工作于制冷模式时，三通阀47的左接口关闭，右接口导通。蒸发器16与热交换器20并联。制冷剂在蒸发器16和热交换器20中吸热，通过压缩机18变为高温高压气体，高温高压气体在冷凝器14中放热，变为相对低温的高压液体，再通过蒸发器膨胀阀17和热交换器膨胀阀19流入蒸发器16和热交换器10中吸热，进行下一循环。在该循环中，因为制冷剂的流动方向与单向阀45的导通方向相反，单向阀45关闭，保证制冷剂流过蒸发器膨胀阀17。此时鼓风机15吹出的空气经过蒸发器16后为冷风。所述的热泵空调系统，工作于制热模式时，三通阀47的右接口关闭，左接口导通。制冷剂在热交换器20中吸热，通过压缩机18变为高温高压气体，高温高压气体通过分液阀46分别流入冷凝器14和蒸发器16。在冷凝器14和蒸发器16中放热，变为相对低温的高压液体，再通过热交换器膨胀阀19流入热交换器吸热，进行下一循环。在该循环中，因为制冷剂的流动方向与单向阀45的导通方向相同，与蒸发器膨胀阀17的流通方向相反，所以单向阀45导通而蒸发器膨胀阀16关闭。此时鼓风机15吹出的空气经过蒸发器16后为热风。在热泵空调系统的制冷和制热循环过程中，压缩机18的流通方向不变，而通过几个阀门的配合改变了制冷剂的流通路径。这一改变的优点有二：其一是利用了电池包温度调节系统的余热，其二是避免了传统热泵空调系统从冷凝器取热而造成的结霜问题。为提高蒸发冷却工质的循环动力，在电池包温度调节系统中可设有循环泵。所述的循环泵串联于电池包温度调节系统的管路中，可以受控地开启或关闭，也可以调控其运行功率的大小。循环泵关闭时，其内部的液体通道也是导通的，只是没有循环泵为蒸发冷却工质的循环提供动力。循环泵的开启条件分两种。一种情况是当汽车被激烈驾驶，剧烈颠簸，频繁转弯和上下坡时，蒸发冷却装置的无泵自循环状态可能会受到影响而不能满足电池包的冷却需求，此时开启循环泵来强迫冷却循环。另一种情况是当电池包需要加热时，循环泵开启来强迫蒸发冷却工质循环，将热量均匀地从热源传导至动力电池。循环泵由专门的控制器控制和调节并有其特定的控制逻辑。本实施例所提供的电动汽车热管理系统中的电池包温度管理系统可以减小蒸发冷却工质的使用规模，从而降低重量，缩小体积。当蒸发冷却的冷却能力不足时，系统的尖峰热量被储热管44吸收，维持系统温度的稳定。当蒸发冷却工质的温度下降时，热量被储热管44释放，延缓工质的温度下降速度。收集装置48的加入使得动力系统的冷却压力过大时，为了维持系统压力稳定而排出的蒸发冷却工质不被浪费。实施例5本实施例提供一种在实施例4的基础上还设有其他发热部件冷却系统的电动汽车热管理系统以实现多部件综合热管理，通过在热管理系统中集成电动汽车除电池包外其他发热部件冷却系统，如图8所示。本实施例所述电动汽车热管理系统，除了对电动汽车电池包进行温度管理外，也对其它发热部件的冷却和余热回收再利用进行管理，同时实现了通过其他发热部件的余热来加热电池包的功能。实现的方法是在热管理系统中增加多个与空调相连的热交换器，通过这些热交换器将热量传递给空调。所述的这些其他发热部件冷却系统，其冷却方式可以采用空气冷却方式、传统非相变液体冷却方式或者蒸发冷却方式。图8中的其他发热部件52采用传统液冷的方式，由第二循环泵53推动冷却液在管路中循环，在多设备热交换器51中将热量传递给空调或电池包温度调节系统。当其他发热部件冷却系统采用蒸发冷却方式时，其结构与电池包温度调节系统相似，包括通过密闭管路串联起来的发热部件冷却装置、阀门、热交换器和压力调节装置。蒸发冷却的实现方式根据具体情况有所不同，如电动机和发电机可以采用管道内冷蒸发冷却方式，又如电力电子部件可以采用表贴式蒸发冷却方式。必要时，也可以加入循环泵来提高系统循环动力和工质流量，加快热量交换的速度。无论其他发热部件冷却系统采用蒸发冷却方式还是传统非相变液体冷却方式，都通过串联于其管路内的热交换器来实现和空调的换热。所述的其他发热部件冷却系统，也可以像电池包温度调节系统一样与储热系统相连，将余热储存在储热系统中。利用电动汽车其他发热部件的余热来直接加热电池包的功能是通过一个特殊结构的多设备热交换器来实现的。本发明提出一种特殊结构的多设备热交换器，其内部含有多组换热管路，通过调节这些管路的开闭，来实现特定管路间的换热。所述的多设备热交换器，每个设备均有一套换热管路存在于热交换器内，且每一套换热管路的通断都是可控的。这些换热管之间通过换热片相连。当一种温度较高的换热介质流过其所在的换热管时，将热量通过管壁传递给换热片，热量通过换热片传导至其他温度较低换热管。温度较低的换热管将热量传给其内部温度较低的换热介质。通过这种方法实现高温换热介质的冷却和低温换热介质的加热。采用多设备热交换器的电动汽车热管理系统，当电池包需要加热时，空调关闭的同时电池包温度调节系统的循环泵开启，其他发热部件冷却系统开启。在热交换器内部，其他发热部件冷却系统的高温介质将热量传递给电池包温度调节系统的蒸发冷却工质，温度升高后的蒸发冷却工质再加热动力电池。本发明采用的固液相变材料主要用于实现电动汽车耗散废热的削峰填谷。采用了储热系统后，可以将蒸发冷却工质的使用规模限制在仅仅满足电池包常规散热需求的程度。以此减少蒸发冷却工质用量，减小冷却系统体积，降低重量。当电动汽车电池组处于较少出现的发热高峰时，储热部件参与其中，消化蒸发冷却工质所不能带走的热量并储存起来，维持系统温度的稳定性。当电动汽车停止时，储热部件又能将热量散发出来，延缓电池的降温速度，从而节省下次启动时加热电池所需耗费的电能。其中，其他发热部件任何时间都是需要冷却的。当电池包也需要冷却时，乘员舱不需要制热时，热泵空调系统处于制冷模式，通过多设备热交换器吸电池包和其他发热部件的热量。 | 本发明涉及一种电动汽车热管理系统，电池包通过相变换热技术进行温度控制。相变温度控制系统的冷凝器可以被串联于汽车空调系统的热交换器所取代。所述热交换器的左侧换热管路与汽车空调系统中的蒸发器并联，热交换器的右侧换热管路串接在电池包温度调节系统中。所述的电池包温度调节系统可以收集用于调节系统压力而排出的蒸发冷却工质蒸气。本发明另提出一种新型的汽车热泵空调系统，利用动力系统的余热为电动汽车的乘员舱提供暖风。本发明还提出在热管理系统中加入储能装置，实现电动汽车动力系统的余热储存和再利用。本发明所述的电动汽车动力系统还可以进一步扩展，实现多部件综合热管理，利用余热来直接加热电池包。 | CN:201810127170.4A | https://patentimages.storage.googleapis.com/d1/6a/d6/76dd140f4b59b5/CN108215923B.pdf | CN:108215923:B | 阮琳, 王宇 | Institute of Electrical Engineering of CAS | CN:103038934:A, CN:102852619:A, CN:103946041:A, CN:102941791:A, KR:101367212:B1, CN:105210231:A, JP:2014223891:A, CN:105452025:A, CN:106033827:A, CN:108028446:A, CN:107039703:A, CN:105449309:A, CN:105742754:A, CN:106684504:A, CN:106816668:A, CN:106985657:A, CN:107444103:A, CN:207825996:U, CN:108592441:A | Not available | 2023-11-24 | 1.一种电动汽车热管理系统，其特征在于，包括依次串联的电池箱(23)、出气管(2)、冷凝器(14)、进液管(3)以及循环于所述热管理系统中的蒸发冷却工质；, 还包括蒸发冷却工质蒸气的收集装置(48)，所述收集装置(48)包括密闭的储液罐(33)，所述储液罐(33)上设有集气管(30)和补液管(32)，所述集气管(30)通过蒸气安全阀门(29)与电池箱(23)的出气管(2)相连通，所述补液管(32)通过补液阀门(31)与电池箱(23)的进液管(3)相连通；, 还包括用于吸收电动汽车电气部件余热的储热装置，所述储热装置与电池箱(23)并联或内置于电池箱(23)内部；, 其中，电池在电池箱中被冷却，冷却方式包括：浸泡式蒸发冷却方式，表贴式蒸发冷却方式，管道内冷蒸发冷却方式，喷雾式蒸发冷却方式。, \n \n, 2.根据权利要求1所述的电动汽车热管理系统，其特征在于，包括：汽车空调系统和电池包温度调节系统，二者通过热交换器(20)连接；其中，所述热交换器(20)的左侧换热管路与汽车空调系统中的蒸发器(16)并联，热交换器(20)的右侧换热管路串接在电池包温度调节系统中；, 所述电池包温度调节系统包括依次串联连接的电池箱(23)、电磁排气阀(22)、阀门(21)和热交换器(20)的右侧换热管；, 所述汽车空调系统包括依次串联连接的冷凝器(14)、蒸发器膨胀阀(17)、蒸发器(16)和压缩机(18)。, \n \n, 3.根据权利要求1所述的电动汽车热管理系统，其特征在于，, 包括多个电池箱(23)，且所述电池箱(23)之间通过并联或串联连接；, 所述电池箱(23)承载了电动汽车的动力电池及其电子控制系统、冷却装置和加热装置。, \n \n, 4.根据权利要求1所述的电动汽车热管理系统，其特征在于，, 当所述储热装置与电池箱(23)并联时，所述储热装置包括一个内含固液换热器和固液相变材料(43)的密封箱体，所述固液换热器由若干根互相连通的第二换热管(41)组成，所述固液换热器分别通过通气管(37)和通液管(39)与电池箱(23)连通，所述通气管(37)上设有通气阀门(36)，所述通液管(39)上设有通液阀门(38)；, 当所述储热装置内置于电池箱(23)内部时，所述储热装置包括若干个全封闭的储热管(44)及填充于储热管(44)内部的固液相变材料(43)，所述储热管(44)与电池(28)交错分布在电池箱(23)内。, \n \n, 5.根据权利要求2所述的电动汽车热管理系统，其特征在于，所述汽车空调系统为热泵空调系统，所述热泵空调系统由左、中、右三条支路以及一个压缩机总成组成；所述左、中、右三条支路的一端通过一个三通相连，左支路的另一端连接压缩机总成的左接口，中支路的另一端连接压缩机总成的中间接口，右支路的另一端连接压缩机总成的右接口；其中：, 所述左支路由冷凝器(14)构成；, 所述中支路包括蒸发器膨胀阀(17)、单向阀(45)与蒸发器(16)；其中，蒸发器膨胀阀(17)与单向阀(45)反向并联成并联结构，所述并联结构再与蒸发器(16)串联，构成所述中支路；, 所述右支路由热交换器膨胀阀(19)与热交换器(20)的左侧换热管串联构成。, \n \n, 6.根据权利要求5所述的电动汽车热管理系统，其特征在于，所述压缩机总成包括压缩机(18)、三通阀(47)和分液阀(46)，其中，所述三通阀(47)的中间接口常通，所述中间接口作为压缩机总成的中间接口并连接蒸发器(16)，所述分液阀(46)的左侧出液口作为压缩机总成的左接口并连接冷凝器(14)；所述三通阀(47)的左、右接口不同时导通，所述三通阀(47)的左接口连接分液阀(46)的上方出液口，所述三通阀(47)的右接口通过三通连接压缩机(18)的进口，同时所述三通的第三接口作为压缩机总成的右接口；所述分液阀(46)的入口连接压缩机(18)的出口。, \n \n, 7.根据权利要求2所述的电动汽车热管理系统，其特征在于，还包括其他发热部件冷却系统，通过多设备热交换器(51)实现汽车空调系统的换热；所述多设备热交换器(51)包括多组换热管路，每组换热管路之间通过换热片连接。, \n \n, 8.根据权利要求2所述的电动汽车热管理系统，其特征在于，所述电池包温度调节系统中还串联有循环泵(50)。 | CN | China | Active | B | True |
| 240 | 一种电动汽车电池模组热管理和能量回收系统及方法 \n | CN109962317B | 技术领域本公开涉及电动汽车电池热管理技术领域，尤其涉及一种电动汽车电池模组热管理和能量回收系统及方法。背景技术本部分的陈述仅仅是提供了与本公开相关的背景技术，并不必然构成现有技术。在能源危机日益凸显和环境保护问题受到越来越多关注的今天，新能源汽车尤其是电动汽车因不使用化学燃料和无排放、无污染的特点得到了迅速的发展。在这类汽车中，通常将电池单体以串并联形式组成电池模组，若干个电池模组再以串并联形式组成电池包，用以提供合适的电压和足够的电量。然而，一方面，电池在充、放电过程中会因内部化学反应及自身内阻作用产生大量的热，如果缺少良好的散热系统，热量会不断累积并造成电池温度的持续上升，导致电池的化学反应速率加快，甚至发生起火和爆炸等危险情况。另一方面，由于存在制造误差，各电池单体之间的内阻和化学成分并不完全一致，各电池单体在电池模组内的散热环境又不完全相同，因此各电池单体在工作时的温度也存在差异，最终导致电池模组内部温度的不均匀性；这不仅会造成各电池单体衰退速率的不一致，并进一步影响电池模组的整体容量和寿命，还会导致并联支路间的电流分配不均，对电池模组甚至电池包的可靠性和安全性造成严重影响。再一方面，在低温条件下使用时，电池内部的化学反应速率减慢，导致充放电容量和电压大幅度降低，电动汽车动力不足，续航里程也大幅度缩短；同时负极表面容易发生析锂，进而造成电池寿命下降。因此，有必要采取合适的措施对电动汽车的电池模组进行热管理，在高温时对电池模组有效散热，低温时对电池模组有效加热，同时尽可能保证模组内各电池单体之间温度的一致性。目前电动汽车通常采用的电池散热方式主要有风冷、液冷和相变材料冷却等。风冷散热即向电池组内通风，通过空气与电池组的温差换热带走热量；液冷散热则利用冷却液的流动带走热量；相变材料具有较高的蓄热能力，可以从电池中吸收热量并以潜热的形式储存。但目前采用的这些散热方式通常是将电池工作过程中产生的热量导出或储存，难以对这些热量有效利用，从而造成了能量的浪费。如中国国家知识产权局专利局于2018年12月21日公开了一项申请号为201810797076.X，名称为“一种电池热管理系统”，该技术通过在相邻单体电池空隙中放置冷却循环管，冷却循环管与水泵相连，利用流动的冷却液带走电池热量。但是由于冷却循环管道过长，冷却液流动过程中温度会不断升高，造成管道初段和管道末段的温度差距过大，从而导致各电池单体之间的温度不一致。中国国家知识产权局专利局于2018年12月21日公开了一项申请号为201810744959.4，名称为“基于相变储能和热电效应的动力电池自动控制热管理系统”，该技术通过单体圆柱电池外的相变材料空心圆柱筒吸收电池散发的热量，同时通过对半导体热电片的正接与反接，降低或提高电池组模块的温度。但是该技术仅适用于圆柱形电池；同时结构较为复杂，正接与反接操作控制难度较大，可靠性较低；该技术也不具备能量回收功能。发明内容为了解决现有技术的不足，本公开提供了一种电动汽车电池模组热管理和能量回收系统及方法，当电池温度较高时，利用相变材料的融化吸收电池产生的热量；当电池温度过高时，进一步利用冷却加热模块和第二液冷板带走电池模组产生的热量，从而具有良好的高温散热能力；当电池温度较低时，利用相变材料的凝固放热和显热对电池进行保温；当电池温度过低时，进一步利用冷却加热模块和第二液冷板对电池模组加热，从而具有良好的低温加热能力，实现电池模组的温度的动态控制。为了实现上述目的，本公开采用如下技术方案：第一方面，本公开提供了一种电动汽车电池模组热管理和能量回收系统；一种电动汽车电池模组热管理和能量回收系统，包括温差发电模块、冷却加热模块和电子控制模块，所述温差发电模块与电池模组连接，用于实现电池模组散发热量的回收并向外部供电；所述冷却加热模块与温差发电模块连接，用于向温差发电模块提供冷却液以制造温差，还用于实现电池模组的降温或加热；所述电子控制模块与温差发电模块和冷却加热模块连接，用于实现温差发电和冷却加热的动态控制。作为可能的一些实现方式，所述温差发电模块包括第一液冷板、温差发电片、相变材料箱、电池模组壳体和第二液冷板，所述温差发电片的上表面与第一冷液板的下表面连接，所述温差发电片的下表面与相变材料箱的上表面连接，所述温差发电片的两条接线分别与车载低压蓄电池的正、负极连接；所述相变材料箱的一侧开有容纳电池模组和电池模组壳体的通槽，所述电池模组壳体的外表面与所述通槽的内表面连接，所述电池模组设于电池模组外壳内并与电池模组外壳内表面连接，所述电池模组的下底面与第二液冷板的上表面通过导热胶连接。作为可能的一些实现方式，所述第一液冷板、温差发电片、相变材料箱和电池模组外壳之间通过导热胶固定连接，所述相变材料箱的下底面和电池模组壳体的下底面通过隔热胶与第二液冷板连接；所述相变材料箱由导热材料制成，相变材料箱内部填充相变材料，所述相变材料箱的其他外侧面均涂有隔热胶。作为可能的一些实现方式，所述相变材料箱的通槽表面设有多个内部肋片，所述电池模组壳体外表面设有多个外部肋片，所述内部肋片与外部肋片相互齿合，所述电池模组壳体的内表面与电池模组的外表面相匹配。作为可能的一些实现方式，所述第一液冷板和第二液冷板均为板状长方体，均设置有进水口和出水口，冷却液从进水口流入，从出水口流出。作为可能的一些实现方式，所述冷却加热模块包括加热器、恒压水泵、电动调节阀、水箱、换热器、三通阀和连接管道；水箱出口通过连接管道与恒压水泵连接，恒压水泵通过连接管道与三通阀连接，三通阀通过连接管道分别与第一液冷板进水口和电动调节阀连接，第一液冷板出水口通过连接管道与换热器入口连接，换热器出口通过连接管道与水箱入口连接；电动调节阀通过连接管道与加热器连接，加热器通过连接管道与第二液冷板进水口连接，第二液冷板出水口通过连接管道与换热器入口连接。作为可能的一些实现方式，所述相变材料箱上设有至少一个温度传感器，用于实时监测相变材料的温度，所述温度传感器与电子控制单元ECU连接构成电子控制模块，加热器、恒压水泵、三通阀和电动调节阀分别与电子控制单元ECU连接，由电子控制单元ECU控制。第二方面，本公开提供了一种电动汽车电池模组热管理和能量回收方法；一种电动汽车电池模组热管理和能量回收方法，步骤如下：根据相变材料的相变融点设置第一温度阈值，实时采集相变材料的温度并与第一温度阈值进行对比；当相变材料的温度升高至第一温度阈值时，相变材料开始发生相变，吸收电池模组的热量并储存热量，将电池模组的温度维持在第一温度阈值附近；当相变材料箱中的相变材料完全融化后，电池模组和相变材料的温度开始进一步上升，大于第一温度阈值时，冷却加热模块和第二液冷板工作，实现电池模组的降温；当相变材料的温度低于第一温度阈值时，已融化的相变材料开始凝固，并释放储存的热量，传递给电池模组，将电池模组的温度维持在第一温度阈值附近；当相变材料箱中的相变材料完全凝固后，电池模组和相变材料的温度开始进一步下降；在上述过程中，冷却加热模块和第一液冷板工作，在温差发电片的两表面之间形成一定的温差，通过塞贝克效应产生电流并由温差发电片的两条接线将电流导出至车载低压蓄电池的正、负极，对车载低压蓄电池充电，实现能量的回收。作为可能的一些实现方式，设定第二温度阈值，当相变材料和电池模组的温度均低于所述第二温度阈值时，冷却加热模块和第二液冷板工作，实现电池模组的升温，此时，所述温差发电片和第一液冷板不工作。作为可能的一些实现方式，温差发电片的上、下表面分别与第一液冷板下表面和相变材料箱的上表面接触，第一液冷板下表面作为温差发电片的冷端，相变材料箱上表面作为温差发电片的热端，形成一定的温差。与现有技术相比，本公开的有益效果是：当电池温度较高时，利用相变材料的融化吸收电池产生的热量；当电池温度过高时，进一步利用冷却加热模块和第二液冷板带走电池模组产生的热量，从而具有良好的高温散热能力。当电池温度较低时，利用相变材料的凝固放热对电池进行保温；当电池温度过低时，进一步利用冷却加热模块和第二液冷板对电池模组加热，从而具有良好的低温加热能力。利用与电池模组紧密接触的电池模组壳体进行热量的传导，提高了电池模组内部各电池单体之间的温度一致性。利用第一液冷板和相变材料箱，在温差发电片的上、下表面形成冷端和热端，使温差发电片能够发电，并通过车载低压蓄电池回收电能，减少了电动汽车的能量消耗。相变材料箱和电池模组壳体之间相匹配的肋片结构大幅度增加了导热面积，提高了相变材料与电池模组之间的传热效率，进一步增强了系统的高温散热能力和低温保温能力。通过相变材料箱下部设置的通槽，同时覆盖电池模组的三个表面；与仅在电池模组的一个表面设置相变材料箱相比，既增加了对电池模组的覆盖面积，又增加了相变材料的用量，当电池模组发生热失控时，还可以延缓热量向相邻电池模组的扩散，提高了安全性。附图说明图1为本公开实施例1所述的电动汽车电池模组热管理和能量回收系统的整体结构示意图的爆炸图。图2为本公开实施例1所述的电动汽车电池模组热管理和能量回收系统的前部外观结构示意图的轴测图。图3为本公开实施例1所述的电动汽车电池模组热管理和能量回收系统的后部外观结构示意图的轴测图。图4为本公开实施例1所述的电动汽车电池模组热管理和能量回收系统的第一液冷板的结构示意图的轴测图。图5为本公开实施例1所述的电动汽车电池模组热管理和能量回收系统的温差发电片的结构示意图的轴测图。图6为本公开实施例1所述的电动汽车电池模组热管理和能量回收系统的相变材料箱的结构示意图的俯视轴测图。图7为本公开实施例1所述的电动汽车电池模组热管理和能量回收系统的相变材料箱的结构示意图的仰视轴测图。图8为本公开实施例1所述的电动汽车电池模组热管理和能量回收系统的电池模组壳体的结构示意图的俯视轴测图。图9为本公开实施例1所述的电动汽车电池模组热管理和能量回收系统的电池模组壳体的结构示意图的仰视轴测图。图10为本公开实施例1所述的电动汽车电池模组热管理和能量回收系统的电池模组壳体、相变材料箱和温差发电片装配体的结构示意图的俯视轴测图。图11为本公开实施例1所述的电动汽车电池模组热管理和能量回收系统的电池模组壳体、相变材料箱和温差发电片装配体的结构示意图的仰视轴测图。图12为本公开实施例1所述的电动汽车电池模组热管理和能量回收系统的冷却加热模块的示意图。图13为本公开实施例1所述的电动汽车电池模组热管理和能量回收系统的电子控制模块的示意图。图14为本公开实施例2所述的电动汽车电池模组热管理和能量回收方法的流程图。1、第一液冷板；2、温差发电片；3、相变材料箱；3-1、第一温度传感器；3-2、第二温度传感器；3-3、第三温度传感器；3-4、第四温度传感器；4、电池模组壳体；5、电池模组；5-1、第一电池单体；5-2、第二电池单体；5-3、第三电池单体；5-4、第四电池单体；5-5、第五电池单体；5-6、第六电池单体；6、第二液冷板；7、加热器；8、恒压水泵；9、电动调节阀；10、电子控制单元ECU；11、水箱；12、三通阀；13、换热器。具体实施方式应该指出，以下详细说明都是例示性的，旨在对本公开提供进一步的说明。除非另有指明，本文使用的所有技术和科学术语具有与本公开所属技术领域的普通技术人员通常理解的相同含义。需要注意的是，这里所使用的术语仅是为了描述具体实施方式，而非意图限制根据本公开的示例性实施方式。如在这里所使用的，除非上下文另外明确指出，否则单数形式也意图包括复数形式，此外，还应当理解的是，当在本说明书中使用术语“包含”和/或“包括”时，其指明存在特征、步骤、操作、器件、组件和/或它们的组合。同时，需要注意的是,本公开的电池模组中电池单体的数量也是可以改变的，如扩充至7个、8个，甚至更多，当然也能减少其数目，当然，当电池单体的数量变更时，电池模组壳体、相变材料箱、温差发电片、第一液冷板、第二液冷板的尺寸随电池单体的数量进行适配性变化即可。实施例1：如图1-13所述，本公开提供了一种电动汽车电池模组热管理和能量回收系统；如图1，图2，图3，图12和图13所示，本公开与电动汽车的电池模组5组合安装在一起，并与电动汽车的电子控制单元ECU10相连接，其技术方案包括温差发电模块、冷却加热模块和电子控制模块。如图1、图2、图3、图4、图5、图6、图7、图8、图9所示，其中温差发电模块包括第一液冷板1、温差发电片2、相变材料箱3、电池模组壳体4和第二液冷板6。如图1、图5、图10、图11所示，所述温差发电片2为长方形半导体温差发电片，其上表面通过导热胶与第一液冷板1的下表面粘接，下表面通过导热胶与相变材料箱3的上表面粘接；温差发电片2的两条接线分别与车载低压蓄电池的正、负极耳连接。如图1、图6、图7、图8、图9、图10所示，所述相变材料箱3为中空长方形腔体，下部设置有容纳电池模组5和电池模组壳体4的通槽；在通槽的表面设置有内部肋片，与电池模组壳体4的外表面相匹配；相变材料箱3通槽表面的内部肋片与电池模组壳体4外表面的外部肋片相互齿合并通过导热硅胶粘接；相变材料箱3由导热材料制成，前、后、左、右四个侧面均涂隔热胶，相变材料箱3内部填充相变材料；在相变材料箱体3前后两侧面下部分别安装有4个温度传感器，分别为第一温度传感器3-1、第二温度传感器3-2、第三温度传感器3-3和第四温度传感器3-4，用来监测相变材料箱3内部相变材料的温度并将信号传递给电子控制单元ECU10。如图1、图8、图9、图10、图11所示，所述电池模组壳体4为导热材料制成的槽型长方体，其外表面设置的外部肋片与相变材料箱3通槽表面的内部肋片相匹配，内表面与电池模组5的外表面相匹配。如图1、图2、图3、图4所示，所述第一液冷板1和第二液冷板6均为板状长方体，均设置有进水口和出水口，冷却液从进水口流入，从出水口流出；第一液冷板1的下表面通过导热胶与温差发电片2的上表面粘接；第二液冷板6的上表面的中间部分通过导热胶与电池模组5的下表面粘接，上表面的左右两侧通过隔热胶与相变材料箱3下底面以及电池模组壳体4下底面粘接。如图12所示，所述冷却加热模块包括加热器7、恒压水泵8、电动调节阀9、水箱11、换热器13、三通阀12和连接管道。水箱11出口通过连接管道与恒压水泵8连接，恒压水泵8通过连接管道与三通阀12连接，三通阀12通过连接管道分别与第一液冷板1进水口和电动调节阀9连接，第一液冷板1出水口通过连接管道与换热器13入口连接，换热器13出口通过连接管道与水箱11入口连接；电动调节阀9通过连接管道与加热器7连接，加热器7通过连接管道与第二液冷板6进水口连接，第二液冷板6出水口通过连接管道与换热器13入口连接。如图13所示，所述电子控制模块包括电子控制单元ECU10、第一温度传感器3-1、第二温度传感器3-2、第三温度传感器3-3、第四温度传感器3-4和连接线，4个温度传感器3-1、3-2、3-3、3-4分别通过连接线与电子控制单元ECU10连接，加热器7、恒压水泵8、三通阀12和电动调节阀9也分别通过连接线与电子控制单元ECU10连接。本公开所述的系统的具体工作过程如下：当电池模组处于较高温度工况下时：在由第一电池单体5-1、第二电池单体5-2、第三电池单体5-3、第四电池单体5-4、第五电池单体5-5和第六电池单体5-6组成的电池模组5的充放电过程中，电池模组5的温度也逐渐上升，热量首先通过导热胶传递至电池模组壳体4，再通过电池模组壳体4外表面和相变材料箱3通槽表面之间相互匹配的肋片传递至相变材料箱3；由于相变材料箱3由导热材料制成，又通过内部肋片和导热胶与电池模组壳体4紧密接触，电池模组壳体4又通过导热胶与电池模组5紧密接触，因此相变材料箱3中相变材料的温度与电池模组5的温度相近；当相变材料箱3中相变材料的温度升高至其融点时，相变材料开始发生相变，吸收并储存热量，在此过程中将电池模组5的温度维持在相变温度附近；位于相变材料箱3前后两侧面下部的第一温度传感器3-1、第二温度传感器3-2、第三温度传感器3-3和第四温度传感器3-4监测相变材料的温度并将信号传递给电子控制单元ECU10，电子控制单元ECU10判定此时相变材料处于相变温度范围内，控制恒压水泵8开启，同时控制三通阀12关闭冷却液流向第二液冷板6的通道，仅开启冷却液流向第一液冷板1的通道；热管理系统仅通过相变材料箱3中相变材料的融化来吸收热量，使电池模组5的温度保持在适宜温度范围内。由于温差发电片2的上、下表面分别与第一液冷板1下表面和相变材料箱3上表面接触，第一液冷板1下表面作为温差发电片2的冷端，相变材料箱3上表面作为温差发电片2的热端，形成一定的温差，通过塞贝克效应产生电流并由温差发电片2的两条接线将电流导出至车载低压蓄电池的正、负极耳，对车载低压蓄电池充电，实现能量的回收。当电池模组处于过高温度工况下时：在由第一电池单体5-1、第二电池单体5-2、第三电池单体5-3、第四电池单体5-4、第五电池单体5-5和第六电池单体5-6组成的电池模组5的充放电过程中，电池模组5的温度也逐渐上升，热量首先通过导热胶传递至电池模组壳体4，再通过电池模组壳体4外表面和相变材料箱3通槽表面之间相互匹配的肋片传递至相变材料箱3；当相变材料箱3中相变材料的温度升高至其融点时，相变材料开始发生相变，吸收并储存热量，在此过程中将电池模组5的温度维持在相变温度附近，当相变材料箱3中的相变材料完全融化后，电池模组5和相变材料的温度开始进一步上升；位于相变材料箱3前后两侧面下部的第一温度传感器3-1、第二温度传感器3-2、第三温度传感器3-3和第四温度传感器3-4监测到相变材料的温度并将信号传递给电子控制单元ECU10，电子控制单元ECU10判定此时电池模组5处于过高温度工况，控制恒压水泵8开启，同时控制三通阀12开启冷却液流向第二液冷板6的通道，冷却液流向第一液冷板1的通道仍保持开启。电子控制单元ECU10不向加热器7下达加热冷却液的命令，冷却液仅流经加热器7但不被加热；电子控制单元ECU10通过温度传感器3-1、3-2、3-3、3-4监测相变材料的温度，并通过电动调节阀9控制流经第二液冷板6的冷却液流量，冷却液使电池模组5的温度保持在安全温度范围内。由于温差发电片2的上、下表面分别与第一液冷板1下表面和相变材料箱3上表面接触，第一液冷板1下表面作为温差发电片2的冷端，相变材料箱3上表面作为温差发电片2的热端，形成一定的温差，通过塞贝克效应产生电流并由温差发电片2的两条接线将电流导出至车载低压蓄电池的正、负极耳，对车载低压蓄电池充电，实现能量的回收。当电池模组处于较低温度工况下时：当电池模组5因外界天气原因或短暂驻车等情况温度开始降低时，相变材料箱3中已融化的相变材料开始凝固，并释放储存的热量，通过相变材料箱3通槽表面和电池模组壳体4外表面之间相互匹配的肋片传递至电池模组壳体4，继而传递给电池模组5，将电池模组5的温度维持在相变温度附近；当相变材料箱3中的相变材料完全凝固后，温度开始进一步下降。位于相变材料箱3前后两侧面下部的第一温度传感器3-1、第二温度传感器3-2、第三温度传感器3-3和第四温度传感器3-4监测到相变材料的温度信号并将其传递给电子控制单元ECU10，电子控制单元ECU10判定此时电池模组5处于较低温度工况，控制恒压水泵8开启，同时控制三通阀12关闭冷却液流向第二液冷板6的通道，仅开启冷却液流向第一液冷板1的通道。热管理系统仅通过相变材料箱3中相变材料的凝固放热和显热来释放热量，使电池模组5的温度保持在一定温度范围内。由于温差发电片2的上、下表面分别与第一液冷板1下表面和相变材料箱3上表面接触，第一液冷板1下表面作为温差发电片2的冷端，相变材料箱3上表面作为温差发电片2的热端，形成一定的温差，通过塞贝克效应产生电流并由温差发电片2的两条接线将电流导出至车载低压蓄电池的正、负极耳，对车载低压蓄电池充电，实现能量的回收。当电池模组处于过低温度工况下时：在天气很冷，汽车又刚启动时，相变材料箱3中的相变材料温度和电池模组5的温度均很低。位于相变材料箱3前后两侧面下部的第一温度传感器3-1、第二温度传感器3-2、第三温度传感器3-3和第四温度传感器3-4监测到相变材料的温度并将信号传递给电子控制单元ECU10，电子控制单元ECU10判定此时电池模组5处于过低温度工况，向恒压水泵8下达开启的命令，向三通阀12下达开启第二液冷板6和关闭第一液冷板1的命令，同时向加热器7下达加热通道中冷却液的命令。此时三通阀12仅开启冷却液流向第二液冷板6的通道，热管理系统通过第二液冷板6中经加热器7加热后的冷却液对电池模组5加热；电子控制单元ECU10通过温度传感器3-1、3-2、3-3、3-4监测电池模组5的温度，当温度升高至安全温度范围内时，停止对冷却液的加热和恒压水泵8的运行；此时温差发电片2不发电。实施例2：如图14所示，本公开实施例2提供了一种电动汽车电池模组热管理和能量回收方法，步骤如下：根据相变材料的相变融点设置第一温度阈值T1，实时采集相变材料的温度T并与第一温度阈值T1进行对比；当相变材料的温度升高至第一温度阈值T1时，相变材料开始发生相变，吸收电池模组的热量并储存热量，将电池模组的温度维持在第一温度阈值T1附近；当相变材料箱中的相变材料完全融化后，电池模组和相变材料的温度开始进一步上升，大于第一温度阈值T1，冷却加热模块和第二液冷板工作，实现电池模组的降温；当相变材料的温度低于第一温度阈值T1时，已融化的相变材料开始凝固，并释放储存的热量，传递给电池模组，将电池模组的温度维持在第一温度阈值T1附近；当相变材料箱中的相变材料完全凝固后，电池模组和相变材料的温度T开始进一步下降；在上述过程中，温差发电片的上、下表面分别与第一液冷板下表面和相变材料箱的上表面接触，第一液冷板下表面作为温差发电片的冷端，相变材料箱上表面作为温差发电片的热端；冷却加热模块和第一液冷板工作，在温差发电片的两表面之间形成一定的温差，通过塞贝克效应产生电流并由温差发电片的两条接线将电流导出至车载低压蓄电池的正、负极，对车载低压蓄电池充电，实现能量的回收。设定第二温度阈值T2，当相变材料和电池模组的温度均低于所述第二温度阈值T2时，冷却加热模块和第二液冷板工作，实现电池模组的升温，此时，所述温差发电片和第一液冷板不工作。以上所述仅为本公开的优选实施例而已，并不用于限制本公开，对于本领域的技术人员来说，本公开可以有各种更改和变化。凡在本公开的精神和原则之内，所作的任何修改、等同替换、改进等，均应包含在本公开的保护范围之内。 | 本公开提供了一种电动汽车电池模组热管理和能量回收系统及方法，包括温差发电模块、冷却加热模块和电子控制模块，所述温差发电模块与电池模组连接，用于实现电池模组散发热量的回收并向外部供电，所述冷却加热模块与温差发电模块连接，用于向温差发电模块提供冷却液以制造温差，还用于实现电池模组的降温或温度加热，所述电子控制模块与温差发电模块和冷却加热模块连接，用于实现温差发电和冷却加热的动态控制，当电池模组的温度较高、过高、较低和过低时，利用电子控制模块实现对温差发电模块和冷却加热模块的控制，极大的增强了电池模组的高温散热能力和低温保温能力。 | CN:201910239763.4A | https://patentimages.storage.googleapis.com/37/e4/7e/c3c5a8cb983c6e/CN109962317B.pdf | CN:109962317:B | 王亚楠, 赵国栋, 张超, 卜元媛, 肖翔宇, 王晨浩 | Shandong University | CN:103780158:A, CN:103928728:A, CN:205282611:U, CN:108232359:A | Not available | 2020-11-27 | 1.一种电动汽车电池模组热管理和能量回收系统，其特征在于，包括温差发电模块、冷却加热模块和电子控制模块，所述温差发电模块与电池模组连接，用于实现电池模组余热的回收并向外部供电；所述冷却加热模块与温差发电模块连接，用于向温差发电模块提供冷却液以制造温差，还用于实现电池模组的降温或加热；所述电子控制模块与温差发电模块和冷却加热模块连接，用于实现温差发电和冷却加热的动态控制；, 所述温差发电模块包括第一液冷板、温差发电片、相变材料箱、电池模组壳体和第二液冷板，所述温差发电片的上表面与第一液冷板的下表面连接，所述温差发电片的下表面与相变材料箱的上表面连接，所述温差发电片的两条接线分别与车载低压蓄电池的正、负极连接；, 所述相变材料箱的一侧开有容纳电池模组和电池模组壳体的通槽，所述相变材料箱的通槽表面设有多个内部肋片，所述电池模组壳体外表面设有多个外部肋片，所述内部肋片与外部肋片相互齿合，所述电池模组壳体的内表面与电池模组的外表面相匹配；, 所述电池模组壳体的外表面与所述通槽的内表面连接，所述电池模组设于电池模组壳体内并与电池模组壳体内表面连接，所述电池模组的下底面与第二液冷板的上表面通过导热胶连接。, 2.如权利要求1所述的电动汽车电池模组热管理和能量回收系统，其特征在于，所述第一液冷板、温差发电片、相变材料箱和电池模组壳体之间通过导热胶固定连接，所述相变材料箱的下底面和电池模组壳体的下底面通过隔热胶与第二液冷板连接；所述相变材料箱由导热材料制成，相变材料箱内部填充相变材料，所述相变材料箱的前后左右四个外侧面均涂有隔热胶。, 3.如权利要求1所述的电动汽车电池模组热管理和能量回收系统，其特征在于，所述第一液冷板和第二液冷板均为板状长方体，均设置有进水口和出水口，冷却液从进水口流入，从出水口流出。, 4.如权利要求1所述的电动汽车电池模组热管理和能量回收系统，其特征在于，所述冷却加热模块包括加热器、恒压水泵、电动调节阀、水箱、换热器、三通阀和连接管道；, 水箱出口通过连接管道与恒压水泵连接，恒压水泵通过连接管道与三通阀连接，三通阀通过连接管道分别与第一液冷板进水口和电动调节阀连接，第一液冷板出水口通过连接管道与换热器入口连接，换热器出口通过连接管道与水箱入口连接；, 电动调节阀通过连接管道与加热器连接，加热器通过连接管道与第二液冷板进水口连接，第二液冷板出水口通过连接管道与换热器入口连接。, 5.如权利要求4所述的电池模组热管理和能量回收系统，其特征在于，所述相变材料箱上设有至少一个温度传感器，用于实时监测相变材料的温度，所述温度传感器与电子控制单元ECU连接构成电子控制模块，加热器、恒压水泵、三通阀和电动调节阀分别与电子控制单元ECU连接，由电子控制单元ECU控制。, 6.一种电动汽车电池模组热管理和能量回收方法，利用权利要求1-5任一项所述的电动汽车电池模组热管理和能量回收系统，其特征在于，步骤如下：, 根据相变材料的相变融点设置第一温度阈值，实时采集相变材料的温度并与第一温度阈值进行对比；, 当相变材料的温度升高至第一温度阈值时，相变材料开始发生相变，吸收电池模组的热量并储存热量，将电池模组的温度维持在第一温度阈值附近；, 当相变材料箱中的相变材料完全融化后，电池模组和相变材料的温度开始进一步上升，大于第一温度阈值时，冷却加热模块和第二液冷板工作，实现电池模组的降温；, 当相变材料的温度低于第一温度阈值时，已融化的相变材料开始凝固，并释放储存的热量，传递给电池模组，将电池模组的温度维持在第一温度阈值附近；, 当相变材料箱中的相变材料完全凝固后，电池模组和相变材料的温度开始进一步下降；, 冷却加热模块和第一液冷板工作，在温差发电片的两表面之间形成一定的温差，通过塞贝克效应产生电流并由温差发电片的两条接线将电流导出至车载低压蓄电池的正、负极，对车载低压蓄电池充电，实现能量的回收；, 设定第二温度阈值，当相变材料和电池模组的温度均低于所述第二温度阈值时，冷却加热模块和第二液冷板工作，实现电池模组的升温，此时，所述温差发电片和第一液冷板不工作。, 7.如权利要求6所述的电动汽车电池模组热管理和能量回收方法，其特征在于，温差发电片的上、下表面分别与第一液冷板下表面和相变材料箱的上表面接触，第一液冷板下表面作为温差发电片的冷端，相变材料箱上表面作为温差发电片的热端，形成一定的温差。 | CN | China | Active | H | True |
| 241 | 电动汽车电池复合冷却系统及其控制方法 \n | CN108711659B | 本发明属于电动汽车电池冷却系统领域，涉及一种电动汽车电池复合冷却系统及其控制方法。电动汽车以不消耗传统化石能源为前提，利用电池作为动力源，在节能环保方面具有传统车不可比拟的优势。电动汽车电池工作时都存在一个适宜的工作温度范围，一般约为15～45℃，超出该温度范围会严重影响电池的使用性能和使用寿命，甚至会出现安全隐患。然而，电动汽车电池在充放电时会产生大量的热，如不能及时散出，容易导致温度上升而超出温度区间造成电池自燃或者爆炸。目前，动力电池的冷却方式主要有风冷和液冷两种形式，由于空气的导热系数低，风冷形式的热管理效果并不理想；虽然传统液冷形式对电池冷却效果较好，但换热过程复杂，系统响应较慢且温度控制范围小，尤其在电池过热状态下，无法快速冷却电池，导致整车对环境的适应性差，极限温度下无法正常工作甚至发生安全事故。中国专利文献号CN206537158U中公开了纯电动汽车的冷却系统，包括通过冷却液依次连接的电机及电机控制器散热环路、电池包散热环路和加热暖风环路，通过设置阈值的方式，当充电机、电池包的温度大于阈值时，启动不同的冷却环路进行冷却。所述系统将不同装置的冷却环路进行整合，但仅使用一个散热器冷却单元去提供多个电器元件的冷量，在散热量需求较大时，尤其当电池处于过热态且电机等元件温度较高时，可能无法满足系统的热管理需求。并且当环境温度较高时，散热器的散热能力大幅降低。经过对现有技术的检索发现，中国专利文献号CN106571497A中公开了一种电动车的电池系统热管理装置，包括电池的散热装置、风冷装置、散热水箱以及由压缩机、冷凝器、膨胀阀和换热器构成的制冷组件，当环境温度较高时，通过制冷组件对电池进行散热；当环境温度较低时，通过风冷装置带动散热水箱周围的冷空气流动，散热水箱将电池的热量散入至空气中，冷却后的防冻液进入电池的散热装置进行换热，使电池降温。所述系统的电池散热装置与冷却组件中的换热器叠加使用，降低了电池热管理系统换热效果的同时，增加了系统的复杂性，并且无法应对电池过热状态的冷却需求。中国专利文献号CN107768768A中公开了一种动力电池冷却板及冷却装置，包括压缩机、冷凝器、膨胀阀、蒸发板、冷却板以及电池，从冷凝器出来的液态制冷剂分成两路：一路经第一膨胀阀节流降压后进入蒸发器，在蒸发器内气化吸热，与外界的空气进行热交换，达到制冷的效果；另一路经第二膨胀阀节流降压后，直接通入冷却板，电池与冷却板贴合后紧密接触，电池工作时产生的热量传递到冷却板，制冷剂在冷却板内蒸发吸热，带走电池工作时产生的热量，从而对电池进行降温，其中冷却板设置有多个流道，使冷却剂流量分布合理，对电池均匀降温，但冷却形式单一，不同制冷工况下都要启动冷却装置，造成较大的能源消耗，且常温冷却时容易造成冷冲击。本发明的目的在于提供一种能解决上述问题的电动汽车电池复合冷却系统及其控制方法，尤其针对电池在过热状态下对电池进行快速冷却的问题，以及现有电动车缺乏完整的电池全温度范围、各单元相结合的冷却系统，不能很好的提升车辆环境适应性的缺陷。将多个散热等级的冷却回路复合以应对电池不同等级的冷却需求，使电池模组被高效冷却，提供一种结构合理，运行稳定，热管理高效，适应不同环境，且不因热管理保护而导致车辆性能下降的电动汽车电池复合冷却系统，并在此基础上提供一种满足上述复合系统要求的，允许流经两种不同循环工质的电池包内换热板。本发明所采用的技术方案是，电动汽车电池复合冷却系统，由散热器常温冷却回路、制冷剂间接冷却回路和制冷剂直接冷却回路相互集成；散热器常温冷却回路包括旁边设置散热风扇的散热器，散热器一端通过第一电池包冷却液线连接电池包内换热板冷却液入口，第一电池包冷却液线上设置第一阀体；散热器另一端通过第二电池包冷却液线连接电池包内换热板冷却液出口，第二电池包冷却液线上依次设置第二阀体和冷却液循环水泵；制冷剂间接冷却回路包括电池热交换器，电池热交换器的冷却液入口通过第三电池包冷却液线连接第一阀体，电池热交换器的冷却液出口通过第四电池包冷却液线连接第二阀体，与冷却液循环水泵及电池包连接形成回路，第四电池包冷却液线上设置储液罐；热泵系统单元位于电池包与电池热交换器之间，热泵系统单元的制冷剂出口经第四阀体与电池热交换器的制冷剂入口连接，电池热交换器的制冷剂出口与热泵系统单元的制冷剂入口连接；制冷剂直接冷却回路包括热泵系统单元，热泵系统单元的制冷剂出口经第三阀体通过第二电池包制冷剂线与电池包的电池包内换热板制冷剂进口连接，热泵系统单元的制冷剂入口通过第一电池包制冷剂线和与电池包电池包内换热板制冷剂出口连接形成回路。所述第一阀体、第二阀体为三通阀体，第三阀体、第四阀体为电磁膨胀阀体。所述电池包包括电池模组以及与电池模组直接接触的底置或侧置的电池包内换热板。所述电池包内换热板包括相通的电池包内换热板制冷剂进口、电池包内换热板制冷剂出口，相通的电池包内换热板冷却液出口和电池包内换热板冷却液入口，所述电池包内换热板结构为上层制冷剂下层冷却液的双层换热板结构或制冷剂和冷却液并行在同层的单层换热板结构。所述热泵系统单元包含冷凝器和压缩机。所述电池热交换器为板式换热器结构。电动汽车电池复合冷却系统的控制方法，采用热管理分级控制，电池低负荷态采用散热器常温冷却进行一级冷却；电池中/高负荷态采用制冷剂间接冷却进行二级冷却，电池过热态采用制冷剂直接低温快速冷却进行三级冷却。电动汽车电池复合冷却系统的控制方法，具体包括以下步骤：步骤1，温度采集：利用数据采集模块采集环境温度和电池温度并经控制器MCU反馈至中央处理器；步骤2，中央处理器判断电池温度是否在设定温度区间a～b℃内，a优选为20℃，b优选为35℃，是则发送控制信号至MCU，控制电池复合冷却系统不启动，否则执行步骤3；步骤3，中央处理器判断电池温度是否在设定温度区间b～c℃内，c优选为50℃，是则执行步骤4，否则执行步骤5；步骤4，中央处理器判断环境温度是否小于电池温度，是则发送控制信号至控制器MCU，控制电动汽车电池复合冷却系统的第一阀体和第二阀体与散热器相接的阀口打开，启动一级冷却，电池包与散热器接通，冷却液经电池包内换热板使电池冷却后流入散热器与周围环境换热；否则发送控制信号至控制器MCU，控制电动汽车电池复合冷却系统的第一阀体与电池热交换器相接的阀口、第二阀体与储液罐相接的阀口和第四阀体打开，启动二级冷却，冷却液流经电池包冷却电池，热泵系统单元与电池热交换器耦合，制冷剂与冷却液换热，降低冷却液温度；步骤5，中央处理器判断电池温度超出设定温度值c℃，是则发送控制信号至控制器MCU，控制电动汽车电池复合冷却系统的第三阀体打开，启动三级冷却，电池包与热泵系统单元直接接通，制冷剂在电池包内换热板内直接蒸发吸热来冷却电池，最后制冷剂在热泵系统单元的冷凝器中与外界的环境空气换热；否则进入制热控制模式；步骤6，延迟步骤：设定延迟时间t，t优选为1min；步骤7，温度采集更新，并依次循环直至冷却液循环水泵或压缩机停止工作。本发明的有益效果是，本发明的电动汽车电池复合冷却系统及其控制方法，结合散热器常温冷却回路、制冷剂间接冷却回路和制冷剂直接接冷却回路，根据电池使用工况、冷却需求的不同，利用冷却液或制冷剂工质使各循环回路协调配合冷却电池，尤其针对电池过热状态，利用制冷剂直接在电池包内换热板中蒸发吸热使电池快速有效的降温，从而实现电动车电池冷却系统的多路整合化和温控区域扩大化。而且，电池对应于相应的需求模式被高效的冷却，有效利用车内能源，发挥出电池的最佳性能，进而增加了车辆的行驶里程。另外，所述的电动汽车电池复合冷却系统的热泵系统单元反向运转，可以实现制热功能，并且利用电气单元余热，回收加热电池，可以进一步提升系统制热性能。为了更清楚地说明本发明实施例或现有技术中的技术方案，下面将对实施例或现有技术描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本发明的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。图1是本发明的电动汽车电池复合冷却系统的结构示意图；图2是本发明电动汽车电池复合冷却系统的一级制冷工况的冷却液制冷回路图；图3是本发明的电动汽车电池复合冷却系统的二级制冷工况的冷却液制冷回路图；图4是本发明的电动汽车电池复合冷却系统的三级制冷工况的制冷剂制冷回路图；图5是本发明的电池包中电池包内换热板一种优选结构；图6是本发明的电池包中电池包内换热板另一种优选结构；图7是本发明电动汽车电池复合冷却系统各回路的冷却效果温降图；图8是本发明电动汽车电池复合冷却系统热泵系统单元结构示意图；图9是本发明电动汽车电池复合冷却系统所在的电池管理系统示意图；图10是本发明一种优选的电动汽车电池冷却方法的流程示意图。图中，1.散热器，2.散热风扇，3.电池包，4.热泵系统单元，5.电池热交换器，6.冷却液循环水泵，7.储液罐，8.冷凝器，9.压缩机，21.第一电池包冷却液线，22.第二电池包冷却液线，23.第一电池包制冷剂线，24.第二电池包制冷剂线，25.第三电池包冷却液线，26.第四电池包冷却液线，40.电池包内换热板，41.电池包内换热板制冷剂进口，42.电池包内换热板制冷剂出口，43.电池包内换热板冷却液出口，44.电池包内换热板冷却液入口，45.上层换热板，46.下层换热板，47.单层换热板，51.散热器常温冷却回路，52.制冷剂间接冷却回路，53.制冷剂直接冷却回路，111.第一阀体，112.第二阀体，113.第三阀体，114.第四阀体。下面将结合本发明实施例中的附图，对本发明实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例仅仅是本发明一部分实施例，而不是全部的实施例。基于本发明中的实施例，本领域普通技术人员在没有做出创造性劳动前提下所获得的所有其他实施例，都属于本发明保护的范围。电动汽车电池复合冷却系统由散热器常温冷却回路51、制冷剂间接冷却回路52和制冷剂直接冷却回路53相互集成。散热器常温冷却回路51包括旁边设置散热风扇2的散热器1，散热器1一端通过第一电池包冷却液线21连接电池包内换热板冷却液入口44，第一电池包冷却液线21上设置第一阀体111；散热器1另一端通过第二电池包冷却液线22连接电池包内换热板冷却液出口43，第二电池包冷却液线22上依次设置第二阀体112和冷却液循环水泵6。制冷剂间接冷却回路52包括电池热交换器5，电池热交换器5的冷却液入口通过第三电池包冷却液线25连接第一阀体111，电池热交换器5的冷却液出口通过第四电池包冷却液线26连接第二阀体112，与冷却液循环水泵6及电池包3连接形成回路，第四电池包冷却液线26上设置储液罐7；热泵系统单元4位于电池包3与电池热交换器5之间，热泵系统单元4的制冷剂出口经第四阀体114与电池热交换器5的制冷剂入口连接，电池热交换器5的制冷剂出口与热泵系统单元4的制冷剂入口连接。制冷剂直接冷却回路53包括热泵系统单元4，热泵系统单元4的制冷剂出口经第三阀体113通过第二电池包制冷剂线24与电池包3的电池包内换热板制冷剂进口41连接，热泵系统单元4的制冷剂入口通过第一电池包制冷剂线23和与电池包3的电池包内换热板制冷剂出口42连接形成回路。第一阀体111、第二阀体112是根据电动汽车电池的制冷工况不同选择性地开闭的三通阀体；第三阀体113、第四阀体114是根据电动汽车电池的制冷工况的需求选择性地开闭的电磁膨胀阀体。散热器1通过散热风扇2将流入到散热器1内部的冷却液与周围环境进行热交换，以气-液换热形式对散热器常温冷却回路冷却液降温。电池包3包括电池模组以及与电池模组直接接触的底置或侧置的电池包内换热板40，电池包3内分别流经制冷剂和冷却液。热泵系统单元4与电池包3或电池热交换器5相耦合，热泵系统单元4包含有压缩机和冷凝器，制冷剂存在于压缩机中，一路支持制冷剂间接冷却回路52，在电池热交换器5中与冷却液换热，一路支持制冷剂直接冷却回路53，制冷剂膨胀后在电池包3内的电池包内换热板40中蒸发吸热，直接与电池模组以固-液形式换热，加强电池冷却，最后制冷剂在冷凝器中与外界的环境空气换热后回到压缩机形成闭合的循环回路，制冷效果良好。电池热交换器5经第四阀体114与热泵系统单元4相耦合，对流入到电池热交换器5内部的冷却液与从热泵系统单元4流出经第四阀体114膨胀的制冷剂进行热交换，以液-液换热形式对制冷剂间接冷却回路冷却液降温；电池热交换器5为板式换热器结构，体积小，重量小，交错的流通结构使得内部冷热流体产生强烈紊流而达到高换热效果；电池热交换器5的热交换能力与其换热板片层数相关，因此可依据需求调整换热板片层数，制冷剂通过电池热交换器5中的冷流体流道，冷却液通过电池热交换器5中的热流体流道，经换热板片形成热交换。冷却液循环水泵6经第二阀体112抽取储液罐7中储存的冷却液，为降温回路提供冷却液。电池包内换热板40具有双工质流程，即制冷剂独立流程和冷却液独立流程；电池包内换热板40为上层制冷剂下层冷却液的双层换热板结构或制冷剂和冷却液并行在同层的单层换热板结构。本发明根据汽车行驶工况动力需求和电池产热情况，采用热管理分级控制，即电池低负荷态散热器常温冷却，电池中/高负荷态制冷剂间接冷却，电池过热态制冷剂直接低温快速冷却。对本文三种不同冷却形式在NEDC循环工况下电池在45摄氏度初始温度时进行冷却，冷却的温降效果如说明书附图8，曲线1代表散热器常温冷却回路51降温能力，曲线2代表制冷剂间接冷却回路52却降温能力，曲线3代表制冷剂直接冷却回路53降温能力，可看出散热器常温冷却回路51降温能力相对较低，适用于电池低负荷态，制冷剂间接冷却回路52降温能力高于散热器常温冷却回路51，制冷剂直接冷却回路53降温能力最高，但却可能会对电池造成冷冲击，所以一般用在电池处于过热阶段对其降温。又电池温度越高所选的冷却模式的效果要越好，本文的三种冷却回路的换热模式分别是散热器常温冷却-气液换热形式，制冷剂间接冷却-液液换热形式，制冷剂直接冷却-液固换热形式，气液固三相的换热能力排序为气液<液液<液固，所以按照电池温度从低到高分别对应选择不同换热能力的冷却模式，因此本文在电池低负荷态采用散热器常温冷却，电池中/高负荷态采用制冷剂间接冷却，电池过热态采用制冷剂直接低温快速冷却，本文采用三种不同冷却方式协同工作利于车内能源的高效利用，发挥电池的最佳性能。电动车电池制冷工况包括：一级冷却，即低热负荷冷却；二级冷却，即中/高热负荷冷却；三级冷却，即高热负荷及过热冷却。当电池处于一级制冷工况时，根据电池系统冷却请求和冷却液温度，散热器常温冷却回路51的第一阀体111和第二阀体112开放，通过第一电池包冷却液线21和第二电池包冷却液线22，使电池包3与散热器1接通，冷却液流入散热器1与周围环境换热后，经电池包3内换热板使电池冷却，在不运行热泵系统单元4的情况下，仅通过冷却液与外界环境换热来冷却电池。当电池处于二级冷却工况时，根据电池系统冷却请求和冷却液温度，制冷剂间接冷却回路52的第一阀体111、第二阀体112和第四阀体114开放，通过第三电池包冷却液线25和第四电池包冷却液线26，使电池包3、电池热交换器5、储液罐7、冷却液循环水泵6接通，冷却液流经电池包3使电池冷却，并通过热泵系统单元4与电池热交换器5耦合，使制冷剂与冷却液换热，降低流经电池包3的冷却液温度。当电池处于三级制冷工况时，制冷剂直接冷却回路53根据电池系统冷却请求和制冷剂温度，开放第三阀体113，通过第一电池包制冷剂线23和第二电池包制冷剂线24，使电池包3与热泵系统单元4直接接通，启动热泵系统单元4使制冷剂在电池包3的电池包内换热板40内直接蒸发吸热来冷却电池。当一种工质经电池包内换热板40构成循环回路与电池模组进行换热时，存在另一种工质的循环回路停止运转，即存在一个冷却循环回路工作时，其他冷却循环回路不工作情况。本发明中，双层电池包内换热板40安装在电池模组的侧面或底面，制冷剂经电池包内换热板制冷剂进口41流经上层换热板45后由电池包内换热板制冷剂出口42流出，冷却液经电池包内换热板冷却液入口44流经下层换热板46后由电池包内换热板冷却液出口43流出，值得指出的是，两种工质在流动过程中不相互换热，而是单独地、分别地与电池模组相互换热，即当电池冷却系统处于三级制冷工况时，制冷剂流经所述上层换热板45相变蒸发，与电池模组直接换热，下层换热板46内的冷却液所在回路不运转，不参与换热过程；带有两列并行管路的单层换热板47安装在电池模组的侧面或者底面，制冷剂经电池包内换热板制冷剂进口41流经所在管路后由电池包内换热板制冷剂出口42流出，电池包内换热板冷却液经电池包内换热板冷却液入口44流经所在管路后由电池包内换热板冷却液出口43流出，同样地，两种工质在流动过程中不相互换热，而是单独地、分别地与电池模组相互换热。本发明的电动汽车电池复合冷却系统将散热器常温冷却回路51、制冷剂间接冷却回路52、制冷剂直接冷却回路53相互整合，提高了电池冷却的效率，并实现了常态冷却、中高温冷却和过热冷却的逐渐过渡化以及电池温度控制范围扩大化，尤其对于电池过热的极限状态，通过制冷剂直接在电池包内换热板40内蒸发吸热快速有效的冷却电池。另外，当电池温度过低时，所述的电动汽车电池复合冷却系统的热泵系统单元反向运转，制冷剂在电池包内换热板40内冷凝放热，可以实现制热功能，并且对所述的散热器常温冷却回路51中电气单元的余热通过冷却液加以回收利用，可以加热电池进一步提升系统制热性能。本发明的电动汽车电池复合冷却系统被应用于电池管理系统，电池管理系统包含中央处理模块和本地测量模块，两模块经控制器MCU通过CAN总线的形式实现通信连接；中央处理模块主要是进行本地测量模块的管理，通过CAN总线通信方式，进行电池状态信息的接收和控制信息的发送；本地测量模块包括充电模块、均衡模块、电池复合冷却系统和数据采集模块，其中数据采集模块和电池复合冷却系统为本发明控制方法的实现部分，数据采集模块用来采集温度，控制器MCU通过CAN总线将温度传感器采集的电池温度数据反馈至中央处理器进行分析判断，并接收中央处理器通过CAN总线发出的控制信号，来控制本发明电动汽车电池复合冷却系统。本发明电动汽车电池复合冷却系统控制方法，具体包括如下步骤：步骤1，温度采集：利用数据采集模块采集环境温度、电池温度；步骤2，判断电池温度是否在设定温度区间a～b℃内，a优选为20℃，b优选为35℃，是则电池复合冷却系统不启动，否则执行步骤3；步骤3，判断电池温度在设定温度区间b～c℃内，c优选为50℃，是则执行步骤4，否则执行步骤5；步骤4，判断环境温度小于电池温度，是则打开电动汽车电池复合冷却系统的第一阀体111和第二阀体112与散热器1相接的阀口，启动一级冷却，使电池包3与散热器1接通，冷却液经电池包3内换热板使电池冷却后流入散热器1与周围环境换热；否则打开电动汽车电池复合冷却系统的第一阀体111与电池热交换器5相接的阀口、第二阀体112与储液罐7相接的阀口和第四阀体114，启动二级冷却，冷却液流经电池包3冷却电池，热泵系统单元4与电池热交换器5耦合，制冷剂与冷却液换热，降低冷却液温度；步骤5，判断电池温度超出设定温度值c℃，是则打开电动汽车电池复合冷却系统的第三阀体113，启动三级冷却，电池包3与热泵系统单元4直接接通，制冷剂在电池包3的电池包内换热板40内直接蒸发吸热来冷却电池，最后制冷剂在热泵系统单元4的冷凝器8中与外界的环境空气换热；否则进入制热控制模式，本文不详细展开；步骤6，延迟步骤：设定延迟时间t，t优选为1min；步骤7，温度采集更新，并依次循环直至冷却液循环水泵6或压缩机9停止工作。因热量的传输具有一定的延迟性，即温度无法跳跃性变化，而是需要时间逐渐过渡，所以对冷却模式进行时间设定，设定延迟时间，根据电池模组容量、冷却系统能力的大小，这个延迟时间要做出相应的调整，本文延迟时间优选1min。进行电池温度检测步骤后，还可以判断此次电池温度与上次控制循环检测的电池温度的大小，也可以判断此次电池温度与上次控制循环检测的电池温度升高或下降的比率与预设比率的大小；进行延迟时间步骤时，还可以进行冷却回路循环次数设定，也可以更加智能的通过电池温度与预设温度的差值预估电池模组所需散热量，计算出此时冷却液或制冷剂工质的温度下所需制冷量，即流量的多少，进行冷却回路液体工质流量设定。本说明书中的各个实施例均采以上所述仅为本发明的较佳实施例而已，并非用于限定本发明的保护范围。凡在本发明的精神和原则之内所作的任何修改、等同替换、改进等，均包含在本发明的保护范围内。 | 本发明涉及一种电动汽车电池复合冷却系统及其控制方法，根据电池冷却工况等级的不同，利用制冷剂循环与冷却液循环使搭载于车辆的电池冷却，包括：电池包、散热器，散热风扇、冷却液循环水泵构成的散热器常温冷却回路；电池包、电池热交换器、储液罐、冷却液循环水泵、热泵系统单元以及第四阀体构成的制冷剂间接冷却回路；电池包、热泵系统单元以及第三阀体构成的制冷剂直接冷却回路。本发明实现了电池包常态冷却、中高温冷却和过热冷却的较大温度跨度、冷却等级逐渐过渡的电池冷却方式，并将多回路单元相互集成，提升了电池冷却系统的温度作业范围和效率，进而改善了整车的环境适应性、安全性以及行驶里程。 | CN:201810474621.1A | https://patentimages.storage.googleapis.com/7d/89/f2/2fc22ff9c2ab12/CN108711659B.pdf | CN:108711659:B | 高青, 申明 | Jilin University | JP:2010050000:A, JP:2010111269:A, CN:202076386:U, CN:102941791:A, CN:103407346:A, CN:205014863:U, CN:205039220:U, CN:105984304:A, CN:108016235:A, CN:106972220:A, CN:107768768:A, CN:208352485:U | Not available | 2023-11-28 | 1.电动汽车电池复合冷却系统的控制方法，其特征在于，所述电动汽车电池复合冷却系统由散热器常温冷却回路(51)、制冷剂间接冷却回路(52)和制冷剂直接冷却回路(53)相互集成；, 散热器常温冷却回路(51)包括旁边设置散热风扇(2)的散热器(1)，散热器(1)一端通过第一电池包冷却液线(21)连接电池包内换热板冷却液入口(44)，第一电池包冷却液线(21)上设置第一阀体(111)；散热器(1)另一端通过第二电池包冷却液线(22)连接电池包内换热板冷却液出口(43)，第二电池包冷却液线(22)上依次设置第二阀体(112)和冷却液循环水泵(6)；, 所述电池包(3)包括电池模组以及与电池模组直接接触的底置或侧置的电池包内换热板(40)；, 所述电池包内换热板(40)包括相通的电池包内换热板制冷剂进口(41)、电池包内换热板制冷剂出口(42)，相通的电池包内换热板冷却液出口(43)和电池包内换热板冷却液入口(44)；, 所述电池包内换热板(40)结构为上层制冷剂下层冷却液的双层换热板结构或制冷剂和冷却液并行在同层的单层换热板结构；, 制冷剂间接冷却回路(52)包括电池热交换器(5)，电池热交换器(5)的冷却液入口通过第三电池包冷却液制冷剂线(25)连接第一阀体(111)，电池热交换器(5)的冷却液出口通过第四电池包冷却液线(26)连接第二阀体(112)，与冷却液循环水泵(6)及电池包(3)连接形成回路，第四电池包冷却液线(26)上设置储液罐(7)；热泵系统单元(4)位于电池包(3)与电池热交换器(5)之间，热泵系统单元(4)的制冷剂出口经第四阀体(114)与电池热交换器(5)的制冷剂入口连接，电池热交换器(5)的制冷剂出口与热泵系统单元(4)的制冷剂入口连接；, 制冷剂直接冷却回路(53)包括热泵系统单元(4)，热泵系统单元(4)的制冷剂出口经第三阀体(113)通过第二电池包制冷剂线(24)与电池包(3)的电池包内换热板制冷剂进口(41)连接，热泵系统单元(4)的制冷剂入口通过第一电池包制冷剂线(23)和与电池包(3)的电池包内换热板制冷剂出口(42)连接形成回路；, 所述第一阀体(111)、第二阀体(112)为三通阀体，第三阀体(113)、第四阀体(114)为电磁膨胀阀体；所述热泵系统单元(4)包含冷凝器(8)和压缩机(9)；所述电池热交换器(5)为板式换热器结构；, 其中，所述电动汽车电池复合冷却系统采用热管理分级控制，电池低负荷态采用散热器常温冷却进行一级冷却；电池中/高负荷态采用制冷剂间接冷却进行二级冷却，电池过热态采用制冷剂直接低温快速冷却进行三级冷却，具体如下：, 步骤1，温度采集：利用数据采集模块采集环境温度和电池温度并经控制器MCU反馈至中央处理器；, 步骤2，中央处理器判断电池温度是否在设定温度区间a～b℃内，a为20℃，b为35℃，是则发送控制信号至MCU，控制电池复合冷却系统不启动，否则执行步骤3；, 步骤3，中央处理器判断电池温度是否在设定温度区间b～c℃内，c为50℃，是则执行步骤4，否则执行步骤5；, 步骤4，中央处理器判断环境温度是否小于电池温度，是则发送控制信号至控制器MCU，控制电动汽车电池复合冷却系统的第一阀体(111)和第二阀体(112)与散热器(1)相接的阀口打开，启动一级冷却，电池包(3)与散热器(1)接通，冷却液经电池包内换热板(40)使电池冷却后流入散热器(1)与周围环境换热；否则发送控制信号至控制器MCU，控制电动汽车电池复合冷却系统的第一阀体(111)与电池热交换器(5)相接的阀口、第二阀体(112)与储液罐(7)相接的阀口及第四阀体(114)打开，启动二级冷却，冷却液经电池包内换热板(40)使电池冷却，热泵系统单元(4)与电池热交换器(5)耦合，制冷剂与冷却液换热，降低冷却液温度；, 步骤5，中央处理器判断电池温度超出设定温度值c℃，是则发送控制信号至控制器MCU，控制电动汽车电池复合冷却系统的第三阀体(113)打开，启动三级冷却，电池包(3)与热泵系统单元(4)直接接通，制冷剂在电池包内换热板(40)内直接蒸发吸热来冷却电池，最后制冷剂在热泵系统单元(4)的冷凝器(8)中与外界的环境空气换热；否则进入制热控制模式；, 步骤6，延迟步骤：设定延迟时间t，t为1min；, 步骤7，温度采集更新，并依次循环直至冷却液循环水泵(6)或压缩机(9)停止工作。 | CN | China | Active | H | True |
| 242 | 一种智能充电控制方法、装置、整车控制器及电动汽车 \n | CN107298028B | 技术领域本发明属于电动汽车的整车控制技术领域，尤其是涉及一种智能充电控制方法、装置、整车控制器及电动汽车。背景技术随着电动汽车的发展，电动汽车配置的电子电器部件越来越多，导致电动汽车的静态功耗相对于传统车要大的多。当电动汽车长期停置不用时，由于电子电器部件的功率消耗，有可能导致蓄电池亏电，因此，如何避免长期停置不用的电动汽车的蓄电池亏电，成为需要解决的技术问题。发明内容本发明的目的在于提供一种智能充电控制方法、装置、仪表控制器及电动汽车，从而解决了电动汽车在长期停置不用时，出现蓄电池亏电的问题。为了实现上述目的，本发明提供了一种智能充电控制方法，应用于电动汽车的整车控制器，所述方法包括：当整车控制器下电后，获取远程控制单元发送的唤醒信号和智能充电请求信号；其中所述远程控制单元用于获取所述整车控制器发送的智能充电唤醒间隔时间信息后开始计时，当计时达到所述智能充电唤醒间隔时间信息所设定的预设时长之后，发送所述智能充电请求信号；根据所述唤醒信号唤醒，并根据所述智能充电请求信号和所述电动汽车的蓄电池的当前电压，计算对蓄电池进行充电的充电工作时间；当所述电动汽车的当前状态满足蓄电池的智能充电条件时，则向与所述蓄电池连接的直流转换单元发送充电信号，根据所述充电工作时间控制所述直流转换单元对所述蓄电池进行充电。其中，所述根据所述智能充电请求信号和所述电动汽车的蓄电池的当前电压，计算对蓄电池进行充电的充电工作时间的步骤包括：根据预先设定的一充电曲线表，确定与所述当前电压对应的充电工作时间，其中所述充电曲线表中记录了所述蓄电池的不同当前电压时所对应需要充电的充电工作时间的对应关系。其中，当所述电动汽车的当前状态满足蓄电池的智能充电条件时，则向与所述蓄电池连接的直流转换单元发送充电信号，根据所述充电工作时间控制所述直流转换单元对所述蓄电池进行充电的步骤之前，所述方法还包括：检测整车高压系统的状态、汽车门的状态、汽车门锁的状态、动力电池剩余电量的状态、高低压互锁的状态、整车控制器与车身控制器通讯的状态、以及检测是否有对汽车的操作、是否有上高压电的请求；当检测到高压系统有故障、汽车门为开启状态、汽车门锁为未锁闭状态、动力电池的当前剩余电量小于预设阈值、高低压互锁有故障、整车控制器与车身控制器通讯故障，接收到有对汽车的操作、以及接收到上高压电的请求的其中至少之一时，确定所述电动汽车的当前状态不满足蓄电池的智能充电条件。其中，所述根据所述智能充电请求信号和所述电动汽车的蓄电池的当前电压，计算对蓄电池进行充电的充电工作时间的步骤之后，所述方法还包括：根据预先设定的一放电曲线表，确定与所述当前电压对应的智能唤醒间隔时间，并将所述智能唤醒间隔时间发送至所述远程控制单元，所述远程控制单元更新所记录的所述智能唤醒间隔时间，其中，所述放电曲线表中记录了所述蓄电池的不同当前电压时所对应的智能唤醒间隔时间的对应关系。其中，所述根据所述充电工作时间控制所述直流转换单元对所述蓄电池进行充电的过程中，所述方法还包括：间隔预设时长，计算所述蓄电池充电过程中的当前电压；根据所述当前电压和预先设定的一放电曲线表，确定与所述当前电压对应的智能唤醒间隔时间；将所确定的所述智能唤醒间隔时间，输出至所述远程控制单元，所述远程控制单元更新所记录的所述智能唤醒间隔时间。其中，所述根据所述充电工作时间控制所述直流转换单元对所述蓄电池进行充电的过程中，所述方法还包括：检测是否接收到智能充电的中断信号；当接收到智能充电的中断信号时，控制整车进行高压下电，并向与所述蓄电池连接的直流转换单元发送停止充电信号，向所述远程控制单元输出智能充电结束信号，使所述远程控制单元停止输出唤醒信号。其中，所述检测是否接收到智能充电的中断信号的步骤包括：当检测接收到整车高压系统故障信号、接收到对车辆进行操作的信号、接收到汽车门开启信号、接收到汽车门锁解锁信号、接收到前舱盖开启信号、接收到高低压互锁故障信号、接收到动力电池的剩余电量小于设定阈值信号、接收到上高压电操作请求信号或者接收到整车控制器与车身控制器通讯故障的信号的其中至少之一时，确定接收到智能充电的中断信号。本发明还提供一种智能充电控制装置，所述装置包括：获取模块，用于当整车控制器下电后，获取远程控制单元发送的唤醒信号和智能充电请求信号；其中所述远程控制单元用于获取所述整车控制器发送的智能充电唤醒间隔时间信息后开始计时，当计时达到所述智能充电唤醒间隔时间信息所设定的预设时长之后，发送所述智能充电请求信号；第一计算模块，用于根据所述唤醒信号唤醒，并根据所述智能充电请求信号和所述电动汽车的蓄电池的当前电压，计算对蓄电池进行充电的充电工作时间；第一输出模块，用于当所述电动汽车的当前状态满足蓄电池的智能充电条件时，则向与所述蓄电池连接的直流转换单元发送充电信号，根据所述充电工作时间控制所述直流转换单元对所述蓄电池进行充电。其中，所述第一计算模块具体用于根据预先设定的一充电曲线表，确定与所述当前电压对应的充电工作时间，其中所述充电曲线表中记录了所述蓄电池的不同当前电压时所对应需要充电的充电工作时间的对应关系。其中，所述装置还包括：第一检测模块，用于检测整车高压系统的状态、汽车门的状态、汽车门锁的状态、动力电池剩余电量的状态、高低压互锁的状态、整车控制器与车身控制器通讯的状态、以及检测是否有对汽车操作、是否有上高压电的请求；当所述第一检测模块检测到高压系统有故障、汽车门为开启状态、汽车门锁为未锁闭状态、动力电池的当前剩余电量小于预设阈值的状态、高低压互锁有故障、整车控制器与车身控制器通讯故障，接收到有对汽车的操作、以及接收到上高压电的请求的其中至少之一时，确定所述电动汽车的当前状态不满足蓄电池的智能充电的条件。其中，所述装置还包括：第二计算模块，用于根据预先设定的一放电曲线表，确定与所述当前电压对应的智能唤醒间隔时间，并将所述智能唤醒间隔时间发送至所述远程控制单元，所述远程控制单元更新所记录的所述智能唤醒间隔时间，其中，所述放电曲线表中记录了所述蓄电池的不同当前电压时所对应的智能唤醒间隔时间的对应关系。其中，所述装置还包括：第三计算模块，用于根据 间隔预设时长，计算所述蓄电池充电过程中的当前电压；确定模块，用于根据所述当前电压和预先设定的一放电曲线表，确定与所述当前电压对应的智能唤醒间隔时间；第二输出模块，用于将所确定的所述智能唤醒间隔时间，输出至所述远程控制单元，所述远程控制单元更新所记录的所述智能唤醒间隔时间。其中，所述装置还包括：第二检测模块，用于检测是否接收到智能充电的中断信号；控制模块，用于当接收到智能充电的中断信号时，控制整车进行高压下电，并向与所述蓄电池连接的直流转换单元发送停止充电信号，向所述远程控制单元输出智能充电结束信号，使所述远程控制单元停止输出唤醒信号。其中，所述第二检测模块具体用于当检测接收到整车高压系统故障信号、接收到对车辆进行操作的信号、接收到汽车门开启信号、接收到汽车门锁解锁信号、接收到前舱盖开启信号、接收到高低压互锁故障信号、接收到动力电池的剩余电量小于设定阈值信号、接收到上高压电操作请求信号或者接收到整车控制器与车身控制器通讯故障的信号的其中至少之一时，确定接收到智能充电的中断信号。本发明还提供一种整车控制器，包括存储器、处理器及存储在存储器上并可在处理器上运行的计算机程序，其中，所述处理器读取所述存储器中的程序，执行如上所述方法中的步骤。本发明还提供一种汽车，包括远程控制单元、电池管理系统和直流转换单元，其中与所述直流转换单元相连接有蓄电池和动力电池，其中，还包括如上所述的整车控制器，所述整车控制器分别与所述远程控制单元、所述电池管理系统和所述直流转换单元相连接。本发明的上述技术方案至少具有如下有益效果：本发明通过根据蓄电池的电压进行智能充电唤醒间隔时间和智能充电工作时间的计算，并由远程控制单元进行智能充电唤醒间隔时间的计时，当计时完成后，则由整车控制器根据电动汽车的当前状态确定是否进入智能充电，从而实现了在电动汽车长期停置时，无需人为控制对蓄电池充电，同时也避免了蓄电池亏电的问题；其中，通过蓄电池状态的估算实现智能充电，节省了蓄电池监测的传感器资源，节省了大量成本；通过判断电动汽车的当前状态确定是否进入智能充电过程，实现了对整车系统和零部件以及人员安全的保护。附图说明图1是本发明智能充电控制方法的基本步骤的示意图；图2是本发明智能充电控制装置的组成结构的示意图；图3是本发明整车控制器及其他部件的连接示意图；图4是本发明智能充电唤醒间隔时间计算的流程图；图5是本发明智能充电工作控制流程图。附图标记说明：1-整车控制器，2-远程控制单元，3-电池管理系统，4-直流转换单元，5- 车身控制器，6-CAN总线，7-动力电池，8-蓄电池。具体实施方式为使本发明要解决的技术问题、技术方案和优点更加清楚，下面将结合附图及具体实施例进行详细描述。如图1所示，本发明的一实施例提供了一种智能充电控制方法，应用于电动汽车的整车控制器，所述方法包括：步骤11，当整车控制器下电后，获取远程控制单元发送的唤醒信号和智能充电请求信号；其中所述远程控制单元用于获取所述整车控制器发送的智能充电唤醒间隔时间信息后开始计时，当计时达到所述智能充电唤醒间隔时间信息所设定的预设时长之后，发送所述智能充电请求信号；具体的，如图3所示，所述远程控制单元2和所述整车控制器1分别通过 CAN总线6和硬线连接；所述远程控制单元2通过所述CAN总线6接收所述整车控制器1发送的与当前电压相对应的智能充电间隔时间，当接收到所述智能充电间隔时间后，所述远程控制单元2开始计时；当所述远程控制单元2 计时完成，且所述整车控制器1当前为休眠状态时，所述远程控制单元2通过硬线为所述整车控制器1发送唤醒信号，并通过所述CAN总线6为所述整车控制器1发送智能充电请求信号。需要说明的是，所述智能充电唤醒间隔时间是所述整车控制器1下电之前发送至所述远程控制单元2，并由所述远程控制单元2计时。其中，所述整车控制器1被唤醒后，所述整车控制器1获取蓄电池8的当前电压，再根据所述当前电压和预存的放电曲线表确定与所述当前电压相对应的智能充电间隔时间，并将所述智能充电间隔时间通过所述CAN总线6发送至所述远程控制单元2，所述远程控制单元2开始计时；当在智能充电过程中，所述整车控制器 1间隔预设时长后，根据计算的当前电压和充电时长以及预存的充电曲线表确定的前电压所对应的智能充电间隔时间，并发送至所述远程控制单元2，对所述远程控制单元2中的智能充电间隔时间进行更新，并按照更新后的所述智能充电间隔时间重新开始计时。这种在蓄电池智能充电过程中间隔预设时长修正所述智能充电间隔时间，实现了通过对所述蓄电池8的状态的监测来进行智能充电的间隔时间的调整，节省了对所述蓄电池8监测的传感器资源，节省了大量成本；通过根据当前所述蓄电池8的电压不断更新所述智能充电间隔时间，保证了根据所述蓄电池8的电量状态来调整智能充电间隔时间，实现了在所述蓄电池8刚好需要充电时唤醒所述整车控制器1，使其进行智能充电，避免了静置时间过长导致所述蓄电池8亏电，同时也避免了在所述蓄电池8的电量过高时给所述蓄电池充电，造成资源的浪费。步骤12，根据所述唤醒信号唤醒，并根据所述智能充电请求信号和所述电动汽车的蓄电池的当前电压，计算对蓄电池进行充电的充电工作时间；具体的，当所述整车控制器1获取所述蓄电池8的当前电压后，所述整车控制器1计算所述蓄电池8的当前电压所对应的智能充电间隔时间时，还根据所述蓄电池8的当前电压和预先存储的充电曲线表，计算所述蓄电池8的当前电压所对应的智能充电的工作时间。步骤13，当所述电动汽车的当前状态满足蓄电池的智能充电条件时，则向与所述蓄电池连接的直流转换单元发送充电信号，根据所述充电工作时间控制所述直流转换单元对所述蓄电池进行充电。具体的，如图3所示，所述整车控制器1通过所述CAN总线6分别与所述电池管理系统3、车身控制器5和直流转换单元4连接，所述整车控制器1 通过所述CAN总线6获取并检测所述车身控制器5获取的所述电动汽车的车身的各部件的当前状态和所述整车控制器1和所述车身控制器5的通讯状态；通过所述CAN总线6检测所述电池管理系统3获取的动力电池7的当前的电压；通过所述CAN总线6检测所述直流转换单元4和整车高压系统的当前状态；检测是否有人员对所述电动汽车进行操作和是否有上高压电请求等判断所述电动汽车的当前状态是否满足蓄电池的智能充电条件。进一步的，所述步骤12计算智能充电的充电工作时间包括：根据预先设定的一充电曲线表，确定与所述当前电压对应的充电工作时间，其中所述充电曲线表中记录了所述蓄电池的不同当前电压时所对应需要充电的充电工作时间的对应关系。具体的，所述整车控制器1根据检测到的所述蓄电池8的当前电压进行查表，确定所述充电工作时间；其中，当前电压越低，则充电工作时间越长；当前电压越高，则充电工作时间越短，保证了根据所述蓄电池8的电量状态来智能确定整车充电工作时间。进一步的，所述步骤13之前，所述方法还包括：检测所述电动汽车的当前状态是否满足智能充电的条件，其中，检测的所述电动汽车的当前状态包括：检测整车高压系统的状态、汽车门的状态、汽车门锁的状态、动力电池剩余电量的状态、高低压互锁的状态、整车控制器与车身控制器通讯的状态、以及检测是否有对汽车的操作、是否有上高压电的请求；当检测到高压系统有故障、汽车门为开启状态、汽车门锁为未锁闭状态、动力电池的当前剩余电量小于预设阈值、高低压互锁有故障、整车控制器不能够与车身控制器通讯，接收到对汽车的操作、以及接收到上高压电的请求的其中至少之一时，确定所述电动汽车的当前状态不满足蓄电池的智能充电条件。上述对高压系统的状态进行检测包括对所述直流转换单元4的故障检测、其他高压下电的故障和高低压互锁故障，保护了整车系统和零部件的安全；因为智能充电功能是在无人员操作情况下进行的自动上高压工作，因此需要检测是否有人员对所述电动汽车进行操作和是否有其他上高压电的请求，防止人员在无意识车辆上电情况下触电；若车门或机舱盖开启、汽车门锁未锁闭，在智能充电过程中可能会有人员靠近造成危险；若所述动力电池7的当前电量小于预设阈值，则所述动力电池7无法给所述蓄电池8充电。当不满足智能充电的条件时，所述整车控制器1不控制高压上电，直接控制整车进行下电。进一步的，所述步骤12之后，所述方法还包括：确定与所述蓄电池8的当前电压相对应的智能充电间隔时间；具体包括：根据预先设定的一放电曲线表，确定与所述当前电压对应的智能唤醒间隔时间，并将所述智能唤醒间隔时间发送至所述远程控制单元，所述远程控制单元更新所记录的所述智能唤醒间隔时间，其中，所述放电曲线表中记录了所述蓄电池的不同当前电压时所对应的智能唤醒间隔时间的对应关系；高压上电前的所述蓄电池8的电压越高，所述智能充电唤醒间隔时间越长，高压上电前的所述蓄电池8的电压越低，所述智能充电唤醒间隔时间越短，所述蓄电池8的电压越高，说明所述蓄电池8 的状态越好，所述蓄电池8可以静置时间变长。进一步的，所述根据所述充电工作时间控制所述直流转换单元对所述蓄电池进行充电的过程中，所述方法还包括：间隔预设时长，计算所述蓄电池8充电过程中的当前电压；根据所述当前电压和预先设定的一放电曲线表，确定与所述当前电压对应的智能唤醒间隔时间；将所确定的所述智能唤醒间隔时间，输出至所述远程控制单元2，所述远程控制单元2更新所记录的所述智能唤醒间隔时间。具体的，在智能充电过程中，间隔预设时长后，根据高压上电前所述蓄电池8的电压和充电时长以及充电曲线表，确定所述蓄电池8的当前电压，并根据所述当前电压查放电曲线表，确定与所述当前电压相对应的智能唤醒间隔时间，并对所述远程控制单元2中的智能唤醒间隔时间进行更新。这样就实现了替代传感器对所述蓄电池8的监测，节省了大量成本；同时，使所述远程控制单元2计时更加精准。进一步的，所述根据所述充电工作时间控制所述直流转换单元4对所述蓄电池8进行充电的过程中，所述方法还包括：检测是否接收到智能充电的中断信号；当接收到智能充电的中断信号时，控制整车进行高压下电，并向与所述蓄电8池连接的直流转换单元4发送停止充电信号，向所述远程控制单元2输出智能充电结束信号，使所述远程控制单元2停止输出唤醒信号。进一步的，所述检测是否接收到智能充电的中断信号的步骤包括：当检测接收到整车高压系统故障信号、接收到对车辆进行操作的信号、接收到汽车门开启信号、接收到汽车门锁解锁信号、接收到前舱盖开启信号、接收到高低压互锁故障信号、接收到动力电池的剩余电量小于设定阈值信号、接收到上高压电操作请求信号或者接收到整车控制器与车身控制器通讯故障的信号的其中至少之一时，确定接收到智能充电的中断信号。当所述远程控制单元2接收到所述停止输出唤醒信号时，所述远程控制单元2确认所述整车控制器1当前处于休眠状态，所述远程控制单元2进行计时，当所述远程控制单元2计时完成时，所述整车控制器1还处于休眠状态，则所述远程控制单元2通过硬线输出唤醒信号至所述整车控制器1，使其唤醒；其中，所述唤醒信号可以为一高电平。本发明的上述实施例中，所述远程控制单元2可以包括第一存储器和第一计时器，所述远程控制单元2将接收到所述整车控制器1发送的所述智能充电唤醒间隔时间信息后存储于所述第一存储器，当所述整车控制器1再次发送智能充电唤醒间隔时间信息时，最新的智能充电唤醒间隔时间则覆盖已经存储的智能充电唤醒间隔时间，当所述整车控制器1下电后开始计时。所述远程控制单元2也可以不包括第一存储器，当所述远程控制单元2 接收到所述智能充电唤醒间隔时间后就开始计时；当再次接收到智能充电唤醒间隔时间后，则按照最新的智能间隔唤醒间隔时间重新开始计时。如图2所示，本发明的实施例还提供了一种智能充电控制装置，应用于电动汽车的整车控制器，其中，所述装置包括：获取模块21，用于当整车控制器下电后，获取远程控制单元发送的唤醒信号和智能充电请求信号；其中所述远程控制单元用于获取所述整车控制器发送的智能充电唤醒间隔时间信息后开始计时，当计时达到所述智能充电唤醒间隔时间信息所设定的预设时长之后，发送所述智能充电请求信号；第一计算模块22，用于根据所述唤醒信号唤醒，并根据所述智能充电请求信号和所述电动汽车的蓄电池的当前电压，计算对蓄电池进行充电的充电工作时间；第一输出模块23，用于当所述电动汽车的当前状态满足蓄电池的智能充电条件时，则向与所述蓄电池连接的直流转换单元发送充电信号，根据所述充电工作时间控制所述直流转换单元对所述蓄电池进行充电。其中，所述第一计算模块具体用于根据预先设定的一充电曲线表，确定与所述当前电压对应的充电工作时间，其中所述充电曲线表中记录了所述蓄电池的不同当前电压时所对应需要充电的充电工作时间的对应关系。其中，所述装置还包括：第一检测模块，用于检测整车高压系统的状态、汽车门的状态、汽车门锁的状态、动力电池剩余电量的状态、高低压互锁的状态、整车控制器与车身控制器通讯的状态、以及检测是否有对汽车操作、是否有上高压电的请求；当所述第一检测模块检测到高压系统有故障、汽车门为开启状态、汽车门锁为未锁闭状态、动力电池的当前剩余电量小于预设阈值的状态、高低压互锁有故障、整车控制器与车身控制器通讯故障，接收到有对汽车的操作、以及接收到上高压电的请求的其中至少之一时，确定所述电动汽车的当前状态不满足蓄电池的智能充电的条件。其中，所述装置还包括：第二计算模块，用于根据预先设定的一放电曲线表，确定与所述当前电压对应的智能唤醒间隔时间，并将所述智能唤醒间隔时间发送至所述远程控制单元，所述远程控制单元更新所记录的所述智能唤醒间隔时间，其中，所述放电曲线表中记录了所述蓄电池的不同当前电压时所对应的智能唤醒间隔时间的对应关系。其中，所述装置还包括：第三计算模块，用于根据 间隔预设时长，计算所述蓄电池充电过程中的当前电压；确定模块，用于根据所述当前电压和预先设定的一放电曲线表，确定与所述当前电压对应的智能唤醒间隔时间；第二输出模块，用于将所确定的所述智能唤醒间隔时间，输出至所述远程控制单元，所述远程控制单元更新所记录的所述智能唤醒间隔时间。其中，所述装置还包括：第二检测模块，用于检测是否接收到智能充电的中断信号；控制模块，用于当接收到智能充电的中断信号时，控制整车进行高压下电，并向与所述蓄电池连接的直流转换单元发送停止充电信号，向所述远程控制单元输出智能充电结束信号，使所述远程控制单元停止输出唤醒信号。其中，所述第二检测模块具体用于当检测接收到整车高压系统故障信号、接收到对车辆进行操作的信号、接收到汽车门开启信号、接收到汽车门锁解锁信号、接收到前舱盖开启信号、接收到高低压互锁故障信号、接收到动力电池的剩余电量小于设定阈值信号、接收到上高压电操作请求信号或者接收到整车控制器与车身控制器通讯故障的信号的其中至少之一时，确定接收到智能充电的中断信号。本发明的实施例还提供了一种整车控制器，包括存储器、处理器及存储在存储器上并可在处理器上运行的计算机程序，其中，所述处理器读取所述存储器中的程序，执行如上所述方法中的步骤。如图3所示，本发明的实施例还提供了一种汽车，包括远程控制单元2、电池管理系统3和直流转换单元4，其中与所述直流转换单元4相连接有蓄电池8和动力电池7，其中，所述电动汽车还包括如上所述的整车控制器1，所述整车控制器1分别与所述远程控制单元2、所述电池管理系统3和所述直流转换单元4相连接。具体的，如图4和图5所示，所述智能充电的工作过程如下：步骤51，所述远程控制单元2计时完成后，通过硬线发送唤醒信号至所述整车控制器1，通过CAN总线6发送智能充电请求信号至所述整车控制器 1； | 本发明提供一种智能充电控制方法、装置、整车控制器及电动用汽车，涉及整车控制技术领域，所述方法包括：当整车控制器下电后，获取远程控制单元发送的唤醒信号和智能充电请求信号；根据所述唤醒信号唤醒，并根据所述智能充电请求信号和所述电动汽车的蓄电池的当前电压，计算对蓄电池进行充电的充电工作时间；当所述电动汽车的当前状态满足蓄电池的智能充电条件时，则向与所述蓄电池连接的直流转换单元发送充电信号，根据所述充电工作时间控制所述直流转换单元对所述蓄电池进行充电。本发明的方案，实现了为所述蓄电池智能充电的功能，避免电动汽车长期停置导致蓄电池亏电的问题。 | CN:201710427724.8A | https://patentimages.storage.googleapis.com/4d/38/01/3a8dc62b15d257/CN107298028B.pdf | CN:107298028:B | 王金龙, 易迪华, 秦兴权, 王松涛 | Beijing Electric Vehicle Co Ltd | JP:2007189797:A, CN:102963264:A, CN:102673421:A, CN:103036279:A, CN:103986209:A, CN:105922873:A | Not available | 2019-08-27 | 1.一种智能充电控制方法，应用于电动汽车的整车控制器，其特征在于，所述方法包括：, 当整车控制器下电后，获取远程控制单元发送的唤醒信号和智能充电请求信号；其中所述远程控制单元用于获取所述整车控制器发送的智能充电唤醒间隔时间信息后开始计时，当计时达到所述智能充电唤醒间隔时间信息所设定的预设时长之后，发送所述智能充电请求信号；, 根据所述唤醒信号唤醒，并根据所述智能充电请求信号和所述电动汽车的蓄电池的当前电压，计算对蓄电池进行充电的充电工作时间；, 当所述电动汽车的当前状态满足蓄电池的智能充电条件时，则向与所述蓄电池连接的直流转换单元发送充电信号，根据所述充电工作时间控制所述直流转换单元对所述蓄电池进行充电；, 所述根据所述智能充电请求信号和所述电动汽车的蓄电池的当前电压，计算对蓄电池进行充电的充电工作时间的步骤包括：, 根据预先设定的一充电曲线表，确定与所述当前电压对应的充电工作时间，其中所述充电曲线表中记录了所述蓄电池的不同当前电压时所对应需要充电的充电工作时间的对应关系；, 在智能充电过程中，所述整车控制器间隔预设时长后，根据计算的当前电压和充电时长以及预存的充电曲线表确定的前电压所对应的智能充电唤醒间隔时间信息，并发送至所述远程控制单元，对所述远程控制单元中的智能充电唤醒间隔时间信息进行更新，并按照更新后的所述智能充电唤醒间隔时间信息重新开始计时。, 2.根据权利要求1所述的智能充电控制方法，其特征在于，当所述电动汽车的当前状态满足蓄电池的智能充电条件时，则向与所述蓄电池连接的直流转换单元发送充电信号，根据所述充电工作时间控制所述直流转换单元对所述蓄电池进行充电的步骤之前，所述方法还包括：, 检测整车高压系统的状态、汽车门的状态、汽车门锁的状态、动力电池剩余电量的状态、高低压互锁的状态、整车控制器与车身控制器通讯的状态、以及检测是否有对汽车的操作、是否有上高压电的请求；, 当检测到高压系统有故障、汽车门为开启状态、汽车门锁为未锁闭状态、动力电池的当前剩余电量小于预设阈值、高低压互锁有故障、整车控制器与车身控制器通讯故障，接收到有对汽车的操作、以及接收到上高压电的请求的其中至少之一时，确定所述电动汽车的当前状态不满足蓄电池的智能充电条件。, 3.根据权利要求1所述的智能充电控制方法，其特征在于，所述根据所述智能充电请求信号和所述电动汽车的蓄电池的当前电压，计算对蓄电池进行充电的充电工作时间的步骤之后，所述方法还包括：, 根据预先设定的一放电曲线表，确定与所述当前电压对应的智能唤醒间隔时间，并将所述智能唤醒间隔时间发送至所述远程控制单元，所述远程控制单元更新所记录的所述智能唤醒间隔时间，其中，所述放电曲线表中记录了所述蓄电池的不同当前电压时所对应的智能唤醒间隔时间的对应关系。, 4.根据权利要求1所述的智能充电控制方法，其特征在于，所述根据所述充电工作时间控制所述直流转换单元对所述蓄电池进行充电的过程中，所述方法还包括：, 间隔预设时长，计算所述蓄电池充电过程中的当前电压；, 根据所述当前电压和预先设定的一放电曲线表，确定与所述当前电压对应的智能唤醒间隔时间；, 将所确定的所述智能唤醒间隔时间，输出至所述远程控制单元，所述远程控制单元更新所记录的所述智能唤醒间隔时间。, 5.根据权利要求1所述的智能充电控制方法，其特征在于，所述根据所述充电工作时间控制所述直流转换单元对所述蓄电池进行充电的过程中，所述方法还包括：, 检测是否接收到智能充电的中断信号；, 当接收到智能充电的中断信号时，控制整车进行高压下电，并向与所述蓄电池连接的直流转换单元发送停止充电信号，向所述远程控制单元输出智能充电结束信号，使所述远程控制单元停止输出唤醒信号。, 6.根据权利要求5所述的智能充电控制方法，其特征在于，所述检测是否接收到智能充电的中断信号的步骤包括：, 当检测接收到整车高压系统故障信号、接收到对车辆进行操作的信号、接收到汽车门开启信号、接收到汽车门锁解锁信号、接收到前舱盖开启信号、接收到高低压互锁故障信号、接收到动力电池的剩余电量小于设定阈值信号、接收到上高压电操作请求信号或者接收到整车控制器与车身控制器通讯故障的信号的其中至少之一时，确定接收到智能充电的中断信号。, 7.一种智能充电控制装置，应用于电动汽车的整车控制器，其特征在于，所述装置包括：, 获取模块，用于当整车控制器下电后，获取远程控制单元发送的唤醒信号和智能充电请求信号；其中所述远程控制单元用于获取所述整车控制器发送的智能充电唤醒间隔时间信息后开始计时，当计时达到所述智能充电唤醒间隔时间信息所设定的预设时长之后，发送所述智能充电请求信号；, 第一计算模块，用于根据所述唤醒信号唤醒，并根据所述智能充电请求信号和所述电动汽车的蓄电池的当前电压，计算对蓄电池进行充电的充电工作时间；, 第一输出模块，用于当所述电动汽车的当前状态满足蓄电池的智能充电条件时，则向与所述蓄电池连接的直流转换单元发送充电信号，根据所述充电工作时间控制所述直流转换单元对所述蓄电池进行充电；, 所述第一计算模块具体用于根据预先设定的一充电曲线表，确定与所述当前电压对应的充电工作时间，其中所述充电曲线表中记录了所述蓄电池的不同当前电压时所对应需要充电的充电工作时间的对应关系；, 在智能充电过程中，所述整车控制器间隔预设时长后，根据计算的当前电压和充电时长以及预存的充电曲线表确定的前电压所对应的智能充电唤醒间隔时间信息，并发送至所述远程控制单元，对所述远程控制单元中的智能充电唤醒间隔时间信息进行更新，并按照更新后的所述智能充电唤醒间隔时间信息重新开始计时。, 8.根据权利要求7所述的智能充电控制装置，其特征在于，所述装置还包括：, 第一检测模块，用于检测整车高压系统的状态、汽车门的状态、汽车门锁的状态、动力电池剩余电量的状态、高低压互锁的状态、整车控制器与车身控制器通讯的状态、以及检测是否有对汽车操作、是否有上高压电的请求；, 当所述第一检测模块检测到高压系统有故障、汽车门为开启状态、汽车门锁为未锁闭状态、动力电池的当前剩余电量小于预设阈值的状态、高低压互锁有故障、整车控制器与车身控制器通讯故障，接收到有对汽车的操作、以及接收到上高压电的请求的其中至少之一时，确定所述电动汽车的当前状态不满足蓄电池的智能充电的条件。, 9.根据权利要求7所述的智能充电控制装置，其特征在于，所述装置还包括：, 第二计算模块，用于根据预先设定的一放电曲线表，确定与所述当前电压对应的智能唤醒间隔时间，并将所述智能唤醒间隔时间发送至所述远程控制单元，所述远程控制单元更新所记录的所述智能唤醒间隔时间，其中，所述放电曲线表中记录了所述蓄电池的不同当前电压时所对应的智能唤醒间隔时间的对应关系。, 10.根据权利要求7所述的智能充电控制装置，其特征在于，所述装置还包括：, 第三计算模块，用于根据 间隔预设时长，计算所述蓄电池充电过程中的当前电压；, 确定模块，用于根据所述当前电压和预先设定的一放电曲线表，确定与所述当前电压对应的智能唤醒间隔时间；, 第二输出模块，用于将所确定的所述智能唤醒间隔时间，输出至所述远程控制单元，所述远程控制单元更新所记录的所述智能唤醒间隔时间。, 11.根据权利要求7所述的智能充电控制装置，其特征在于，所述装置还包括：, 第二检测模块，用于检测是否接收到智能充电的中断信号；, 控制模块，用于当接收到智能充电的中断信号时，控制整车进行高压下电，并向与所述蓄电池连接的直流转换单元发送停止充电信号，向所述远程控制单元输出智能充电结束信号，使所述远程控制单元停止输出唤醒信号。, 12.根据权利要求11所述的智能充电控制装置，其特征在于，所述第二检测模块具体用于当检测接收到整车高压系统故障信号、接收到对车辆进行操作的信号、接收到汽车门开启信号、接收到汽车门锁解锁信号、接收到前舱盖开启信号、接收到高低压互锁故障信号、接收到动力电池的剩余电量小于设定阈值信号、接收到上高压电操作请求信号或者接收到整车控制器与车身控制器通讯故障的信号的其中至少之一时，确定接收到智能充电的中断信号。, 13.一种整车控制器，包括存储器、处理器及存储在存储器上并可在处理器上运行的计算机程序，其特征在于，所述处理器读取所述存储器中的程序，执行如权利要求1至6任一项所述方法中的步骤。, 14.一种汽车，包括远程控制单元、电池管理系统和直流转换单元，其中与所述直流转换单元相连接有蓄电池和动力电池，其特征在于，还包括权利要求13所述的整车控制器，所述整车控制器分别与所述远程控制单元、所述电池管理系统和所述直流转换单元相连接。 | CN | China | Active | B | True |
| 243 | 电动车用动力电池组安全防控系统及控制方法 \n | WO2019119997A1 | NaN | 本申请涉及一种电动车用动力电池组安全防控系统及控制方法。所述动力电池组安全防控系统包括信号采集装置、主控制器和逐级防控执行器。所述主控制器包括分别与所述逐级防控执行器电连接并向所述逐级防控执行器发送不同的控制指令的故障诊断器、单体热失控判定器和电池组热失控蔓延判定器。所述逐级防控执行器可以根据所述故障诊断器、所述单体热失控判定器和所述电池组热失控蔓延判定器发送的不同的控制指令执行不同等级的防控动作。所述电动车用动力电池组安全防控系统能够提供主动防控措施和被动防控措施，能够针对具体发生事故的实际情况，结合防控系统的防控能力，准确启动防控机制，最大化安全防护效果，保证电动汽车乘员安全。 | PC:T/CN2018/114168 | https://patentimages.storage.googleapis.com/70/07/7e/5e806adfcd4d46/WO2019119997A1.pdf | NaN | 冯旭宁, 何向明, 王莉, 欧阳明高, 卢兰光, 郑思奇, 张干, 潘岳 | 清华大学 | US:20120078178:A1, CN:106654412:A, CN:107331908:A, CN:108091947:A | Not available | 2019-06-27 | 一种电动车用动力电池组安全防控系统(10)，包括用于为电动车提供动力的电池组(100)，其特征在于，还包括信号采集装置(200)，主控制器(300)，逐级防控执行器(400)；, 所述信号采集装置(200)的一端与所述电池组(100)电连接，所述信号采集装置(200)的另一端与所述主控制器(300)电连接，用于获取所述电池组(100)的监测信息，并将监测信息传送至所述主控制器(300)；, 所述主控制器(300)包括故障诊断器(310)、单体热失控判定器(320)和电池组热失控蔓延判定器(330)，所述故障诊断器(310)、所述单体热失控判定器(320)和所述电池组热失控蔓延判定器(330)分别与所述逐级防控执行器(400)电连接，用于向所述逐级防控执行器(400)发送控制指令；, 所述逐级防控执行器(400)用于根据所述故障诊断器(310)、所述单体热失控判定器(320)和所述电池组热失控蔓延判定器(330)发送的控制指令执行防控动作。, 如权利要求1所述的电动车用动力电池组安全防控系统(10)，其特征在于，所述故障诊断器(310)包括内短路检测器(311)、外短路检测器(312)、充放电故障检测器(313)、绝缘失效检测器(314)、碰撞检测器(315)、漏液及起火检测器(316)和过热检测器(317)；, 所述内短路检测器(311)、所述外短路检测器(312)、所述充放电故障检测器(313)、所述绝缘失效检测器(314)、所述碰撞检测器(315)、所述漏液及起火检测器(316)和所述过热检测器(317)分别与所述信号采集装置(200)电连接；, 所述内短路检测器(311)、所述外短路检测器(312)、所述充放电故障检测器(313)、所述绝缘失效检测器(314)、所述碰撞检测器(315)、所述漏液及起火检测器(316)和所述过热检测器(317)分别用于对不同种类的故障进行并行故障诊断、判定故障类型并针对不同的故障类型向所述逐级防控执行器(400)发送故障等级为1级的控制指令。, 如权利要求2所述的电动车用动力电池组安全防控系统(10)，其特征在于，所述内短路检测器(311)包括处理器(301)、选择器(302)、电化学状态判断器(303)、产热状态判断器(304)和逻辑运算器(305)；, 所述电化学状态判断器(303)的一端和所述产热状态判断器(304)的一端分别连接至所述电池组(100)；, 所述电化学状态判断器(303)的另一端和所述产热状态判断器(304)的另一端分别连接至所述处理器(301)；, 所述电化学状态判断器(303)用于获取具有极端电化学状态的电池信息，进行基于模型的电化学异常状态检测，并输出电池电化学状态的检测结果；, 所述产热状态判断器(304)用于获取具有极端产热状态的电池信息，进行基于模型的产热异常状态检测，并输出电池产热状态的检测结果；, 所述处理器(301)用于存储所述电池组(100)的位置及状态信息，所述处理器(301)还用于生成防控动作控制指令；, 所述选择器(302)用于基于“平均+差异”模型，对于极端电池进行筛选；, 所述逻辑运算器(305)用于根据所述电化学状态判断器(303)和所述产热状态判断器(304)获得的检测结果进行逻辑运算，并将运算结果输出至所述处理器(301)。, 如权利要求1所述的电动车用动力电池组安全防控系统(10)，其特征在于，所述单体热失控判定器(320)包括分别与所述信号采集装置(200)电连接的电池单体热失控预测器(321)和电池单体热失控定位器(322)；, 所述电池单体热失控预测器(321)用于预测电池单体发生热失控的可能性，所述电池单体热失控定位器(322)用于判断电池单体发生热失控的区域；, 所述电池单体热失控预测器(321)和所述电池单体热失控定位器(322)用于针对电池单体发生热失控可能性的不同大小和电池单体发生热失控的不同区域向所述逐级防控执行器(400)发送故障等级为2级的控制指令。, 如权利要求1所述的电动车用动力电池组安全防控系统(10)，其特征在于，所述电池组热失控蔓延判定器(330)包括分别与所述信号采集装置(200)电连接的电池组热失控蔓延预测器(331)和电池组热失控蔓延定位器(332)；, 所述电池组热失控蔓延预测器(331)用于判定电池组及相邻区域是否发生热失控蔓延，所述电池组热失控蔓延定位器(332)用于定位发生热失控蔓延的电池组所在区域；, 所述电池组热失控蔓延预测器(331)和所述电池组热失控蔓延定位器(332)用于针对所述电池组(100)是否发生热失控蔓延、发生热失控蔓延的电池组所在区域、所述电池组(100)是否发生热失控蔓延起火、电池单体是否发生起火的不同情况向所述逐级防控执行器(400)发送故障等级为3级的控制指令。, 如权利要求1所述的电动车用动力电池组安全防控系统(10)，其特征在于，所述电池组热失控蔓延判定器(330)还包括电池组热失控蔓延起火判定器(333)、电池组热失控蔓延爆炸判定器(334)和计时器(335)；, 所述电池组热失控蔓延起火判定器(333)、所述电池组热失控蔓延爆炸判定器(334)和所述计时器(335)分别与所述信号采集装置(200)电连接；, 所述电池组热失控蔓延起火判定器(333)用于判定所述电池组(100)是否发生热失控蔓延起火；, 所述电池组热失控蔓延爆炸判定器(334)用于判定所述电池组(100)是否发生热失控蔓延爆炸，如发生爆炸，则向所述逐级防控执行器(400)发送故障等级为4级的控制指令；, 所述计时器(335)与所述电池组热失控蔓延爆炸判定器(334)电连接，用于记录从电池单体热失控到所述电池组(100)爆炸发生的时间间隔。, 如权利要求1所述的电动车用动力电池组安全防控系统(10)，其特征在于，所述逐级防控执行器(400)包括分别与所述主控制器(300)电连接的报警装置(410)、热失控诱因抑制装置(420)、热失控分区抑制装置(430)、灭火装置(440)和安全泄放装置(450)；, 热失控诱因抑制装置(420)包括切断装置(421)和隔离装置(422)，所述切断装置(421)和所述隔离装置(422)分别设置于待执行相应的防控动作的装置，所述切断装置(421)用于切断故障单体、故障区域电路，所述隔离装置(422)用于隔离故障单体、隔离充放电电路，切断所述电池组(100)总电路。, 如权利要求7所述的电动车用动力电池组安全防控系统(10)，其特征在于，所述热失控蔓延抑制系统(430)包括热流被动引导装置(431)、热流主动引导装置(435)、换热器(438)和可燃气体抽排装置(439)；, 所述热流被动引导装置(431)设置于所述电池组(100)的不同区域，用于当发生热失控时被动引导热量的流动；, 所述热流主动引导装置(435)设置于所述电池组(100)的不同区域，用于当发生热失控时主动引导热量的流动；, 所述换热器(438)设置于所述电池组(100)的不同区域，用于完成所述电池组(100)与外界的热量交换；, 所述可燃气体抽排装置(439)设置于所述电池组(100)的不同区域，用于完成可燃气体的向外排放。, 如权利要求8所述的电动车用动力电池组安全防控系统(10)，其特征在于，所述灭火装置(440)包括灭火剂罐体(441)、灭火剂输送管路(442)和灭火剂喷射阀体(443)；, 所述灭火剂罐体(441)和所述灭火剂喷射阀体(443)通过所述灭火剂输送管路(442)连接；, 所述灭火剂喷射阀体(443)包括第I区灭火剂喷射阀体(444)和第II区灭火剂喷射阀体(445)，所述第I区灭火剂喷射阀体(444)和所述第II区灭火剂喷射阀体(445)用 于完成不同剂量的灭火剂的喷射。, 如权利要求1所述的电动车用动力电池组安全防控系统(10)，其特征在于：所述主控制器(300)和所述逐级防控执行器(400)之间通过网络通信连接。, 一种电动车用动力电池组安全防控系统的控制方法，其特征在于，, 动力电池组安全防控系统(10)包括：, 电池组(100)，用于为电动车提供动力；, 信号采集装置(200)，所述信号采集装置(200)的一端与所述电池组(100)电连接；, 主控制器(300)，所述主控制器(300)与所述信号采集装置(200)的另一端电连接；以及, 逐级防控执行器(400)，与所述主控制器(300)电连接；, 所述控制方法包括以下步骤：, S100，所述信号采集装置(200)获取所述电池组(100)的监测信息，并将所述监测信息传送至所述主控制器(300)；, S200，所述主控制器(300)根据所述监测信息生成控制指令，并将所述控制指令发送至所述逐级防控执行器(400)；, S300，所述逐级防控执行器(400)根据所述主控制器(300)发送的控制指令执行防控动作。, 如权利要求11所述的电动车用动力电池组安全防控系统的控制方法，其特征在于，所述主控制器(300)包括故障诊断器(310)、单体热失控判定器(320)和电池组热失控蔓延判定器(330)，所述故障诊断器(310)、所述单体热失控判定器(320)和所述电池组热失控蔓延判定器(330)分别与所述逐级防控执行器(400)电连接；, 所述步骤S200具体包括：, S210，所述故障诊断器(310)、所述单体热失控判定器(320)和所述电池组热失控蔓延判定器(330)中的一个或者多个根据所述监测信息生成至少一种控制指令，并将所述至少一种控制指令发送至所述逐级防控执行器(400)。, 如权利要求12所述的电动车用动力电池组安全防控系统的控制方法，其特征在于，所述故障诊断器(310)包括内短路检测器(311)、外短路检测器(312)、充放电故障检测器(313)、绝缘失效检测器(314)、碰撞检测器(315)、漏液及起火检测器(316)和过热检测器(317)；, 所述内短路检测器(311)、所述外短路检测器(312)、所述充放电故障检测器(313)、所述绝缘失效检测器(314)、所述碰撞检测器(315)、所述漏液及起火检测器(316)和所 述过热检测器(317)分别与所述信号采集装置(200)电连接；, 所述步骤S210具体包括：, S211，所述内短路检测器(311)、所述外短路检测器(312)、所述充放电故障检测器(313)、所述绝缘失效检测器(314)、所述碰撞检测器(315)、所述漏液及起火检测器(316)和所述过热检测器(317)分别对不同种类的故障进行并行故障诊断、判定故障类型并针对不同的故障类型向所述逐级防控执行器(400)发送故障等级为1级的控制指令。, 如权利要求12所述的电动车用动力电池组安全防控系统的控制方法，其特征在于，所述内短路检测器(311)包括处理器(301)、选择器(302)、电化学状态判断器(303)、产热状态判断器(304)和逻辑运算器(305)；, 所述电化学状态判断器(303)的一端和所述产热状态判断器(304)的一端分别连接至所述电池组(100)，所述电化学状态判断器(303)的另一端和所述产热状态判断器(304)的另一端分别连接至所述处理器(301)；, 所述控制方法还包括：, 所述电化学状态判断器(303)获取具有极端电化学状态的电池信息，进行基于模型的电化学异常状态检测，并输出电池电化学状态的检测结果；, 所述产热状态判断器(304)获取具有极端产热状态的电池信息，进行基于模型的产热异常状态检测，并输出电池产热状态的检测结果；, 所述处理器(301)存储所述电池组(100)的位置及状态信息，并生成防控动作控制指令；, 所述选择器(302)基于“平均+差异”模型，对于极端电池进行筛选；, 所述逻辑运算器(305)根据所述电化学状态判断器(303)和所述产热状态判断器(304)获得的检测结果进行逻辑运算，并将运算结果输出至所述处理器(301)。, 如权利要求12所述的电动车用动力电池组安全防控系统的控制方法，其特征在于，所述单体热失控判定器(320)包括分别与所述信号采集装置(200)电连接的电池单体热失控预测器(321)和电池单体热失控定位器(322)；, 所述步骤S210具体包括：, S212，所述电池单体热失控预测器(321)用预测电池单体发生热失控的可能性，所述电池单体热失控定位器(322)判断电池单体发生热失控的区域；, S213，所述电池单体热失控预测器(321)和所述电池单体热失控定位器(322)针对电池单体发生热失控可能性的不同大小和电池单体发生热失控的不同区域向所述逐级防控执行器(400)发送故障等级为2级的控制指令。, 如权利要求12所述的电动车用动力电池组安全防控系统的控制方法，其特征在于，所述电池组热失控蔓延判定器(330)包括分别与所述信号采集装置(200)电连接的电池组热失控蔓延预测器(331)和电池组热失控蔓延定位器(332)；, 所述步骤S210具体包括：, S214，所述电池组热失控蔓延预测器(331)判定电池组及相邻区域是否发生热失控蔓延，所述电池组热失控蔓延定位器(332)定位发生热失控蔓延的电池组所在区域；, S215，所述电池组热失控蔓延预测器(331)和所述电池组热失控蔓延定位器(332)针对所述电池组(100)是否发生热失控蔓延、发生热失控蔓延的电池组所在区域、所述电池组(100)是否发生热失控蔓延起火、电池单体是否发生起火的不同情况向所述逐级防控执行器(400)发送故障等级为3级的控制指令。, 如权利要求12所述的电动车用动力电池组安全防控系统的控制方法，其特征在于，所述电池组热失控蔓延判定器(330)还包括电池组热失控蔓延起火判定器(333)、电池组热失控蔓延爆炸判定器(334)和计时器(335)；, 所述电池组热失控蔓延起火判定器(333)、所述电池组热失控蔓延爆炸判定器(334)和所述计时器(335)分别与所述信号采集装置(200)电连接，并且所述计时器(335)与所述电池组热失控蔓延爆炸判定器(334)电连接；, 所述步骤S210具体包括：, S216，所述电池组热失控蔓延起火判定器(333)判定所述电池组(100)是否发生热失控蔓延起火；, S217，所述电池组热失控蔓延爆炸判定器(334)判定所述电池组(100)是否发生热失控蔓延爆炸，如发生爆炸，则向所述逐级防控执行器(400)发送故障等级为4级的控制指令；, S218，所述计时器(335)记录从电池单体热失控到所述电池组(100)爆炸发生的时间间隔。, 如权利要求11所述的电动车用动力电池组安全防控系统的控制方法，其特征在于，所述逐级防控执行器(400)包括分别与所述主控制器(300)电连接的报警装置(410)、热失控诱因抑制装置(420)、热失控分区抑制装置(430)、灭火装置(440)和安全泄放装置(450)；, 热失控诱因抑制装置(420)包括切断装置(421)和隔离装置(422)，所述切断装置(421)和所述隔离装置(422)分别设置于待执行相应的防控动作的装置；, 所述热失控蔓延抑制系统(430)包括热流被动引导装置(431)、热流主动引导装置 (435)、换热器(438)和可燃气体抽排装置(439)，所述热流被动引导装置(431)设置于所述电池组(100)的不同区域，所述热流主动引导装置(435)设置于所述电池组(100)的不同区域，所述换热器(438)设置于所述电池组(100)的不同区域，所述可燃气体抽排装置(439)设置于所述电池组(100)的不同区域；, 所述控制方法还包括以下各个步骤中的一种或者多种：, 所述切断装置(421)切断故障单体、故障区域电路；, 所述隔离装置(422)隔离故障单体、隔离充放电电路，切断所述电池组(100)总电路；, 所述热流被动引导装置(431)被动引导热量的流动；, 所述热流主动引导装置(435)主动引导热量的流动；, 所述换热器(438)实现所述电池组(100)与外界的热量交换；, 所述可燃气体抽排装置(439)实现可燃气体的向外排放。, 如权利要求18所述的电动车用动力电池组安全防控系统的控制方法，其特征在于，所述灭火装置(440)包括灭火剂罐体(441)、灭火剂输送管路(442)和灭火剂喷射阀体(443)，所述灭火剂罐体(441)和所述灭火剂喷射阀体(443)通过所述灭火剂输送管路(442)连接；所述灭火剂喷射阀体(443)包括第I区灭火剂喷射阀体(444)和第II区灭火剂喷射阀体(445)；, 所述控制方法还包括：, 所述第I区灭火剂喷射阀体(444)和所述第II区灭火剂喷射阀体(445)喷射不同剂量的灭火剂。, 一种电动车用动力电池组安全防控系统(10)，其特征在于，包括电池组(100)，信号采集装置(200)，主控制器(300)，逐级防控执行器(400)；, 所述电池组(100)用于为电动车提供动力；, 所述信号采集装置(200)的一端与所述电池组(100)电连接，所述信号采集装置(200)的另一端与所述主控制器(300)电连接，用于获取所述电池组(100)的监测信息，并将监测信息传送至所述主控制器(300)；, 所述主控制器(300)包括故障诊断器(310)、单体热失控判定器(320)和电池组热失控蔓延判定器(330)，所述故障诊断器(310)、所述单体热失控判定器(320)和所述电池组热失控蔓延判定器(330)分别与所述逐级防控执行器(400)电连接，用于向所述逐级防控执行器(400)发送控制指令；, 所述逐级防控执行器(400)用于根据所述故障诊断器(310)、所述单体热失控判定器 (320)和所述电池组热失控蔓延判定器(330)发送的控制指令执行防控动作；, 其中，所述故障诊断器(310)包括内短路检测器(311)、外短路检测器(312)、充放电故障检测器(313)、绝缘失效检测器(314)、碰撞检测器(315)、漏液及起火检测器(316)和过热检测器(317)；, 所述内短路检测器(311)、所述外短路检测器(312)、所述充放电故障检测器(313)、所述绝缘失效检测器(314)、所述碰撞检测器(315)、所述漏液及起火检测器(316)和所述过热检测器(317)分别与所述信号采集装置(200)电连接；, 所述内短路检测器(311)、所述外短路检测器(312)、所述充放电故障检测器(313)、所述绝缘失效检测器(314)、所述碰撞检测器(315)、所述漏液及起火检测器(316)和所述过热检测器(317)分别用于对不同种类的故障进行并行故障诊断、判定故障类型并针对不同的故障类型向所述逐级防控执行器(400)发送故障等级为1级的控制指令；, 其中，所述电池组热失控蔓延判定器(330)还包括电池组热失控蔓延起火判定器(333)、电池组热失控蔓延爆炸判定器(334)和计时器(335)；, 所述电池组热失控蔓延起火判定器(333)、所述电池组热失控蔓延爆炸判定器(334)和所述计时器(335)分别与所述信号采集装置(200)电连接；, 所述电池组热失控蔓延起火判定器(333)用于判定所述电池组(100)是否发生热失控蔓延起火；, 所述电池组热失控蔓延爆炸判定器(334)用于判定所述电池组(100)是否发生热失控蔓延爆炸，如发生爆炸，则向所述逐级防控执行器(400)发送故障等级为4级的控制指令；, 所述计时器(335)与所述电池组热失控蔓延爆炸判定器(334)电连接，用于记录从电池单体热失控到所述电池组(100)爆炸发生的时间间隔。, 其中，所述逐级防控执行器(400)包括分别与所述主控制器(300)电连接的报警装置(410)、热失控诱因抑制装置(420)、热失控分区抑制装置(430)、灭火装置(440)和安全泄放装置(450)；, 热失控诱因抑制装置(420)包括切断装置(421)和隔离装置(422)，所述切断装置(421)和所述隔离装置(422)分别设置于待执行相应的防控动作的装置，所述切断装置(421)用于切断故障单体、故障区域电路，所述隔离装置(422)用于隔离故障单体、隔离充放电电路，切断所述电池组(100)总电路。 | WO | WIPO (PCT) | NaN | H | True |
| 244 | 一种电动汽车电池模组热管理和能量回收系统及方法 \n | CN109962317B | 技术领域本公开涉及电动汽车电池热管理技术领域，尤其涉及一种电动汽车电池模组热管理和能量回收系统及方法。背景技术本部分的陈述仅仅是提供了与本公开相关的背景技术，并不必然构成现有技术。在能源危机日益凸显和环境保护问题受到越来越多关注的今天，新能源汽车尤其是电动汽车因不使用化学燃料和无排放、无污染的特点得到了迅速的发展。在这类汽车中，通常将电池单体以串并联形式组成电池模组，若干个电池模组再以串并联形式组成电池包，用以提供合适的电压和足够的电量。然而，一方面，电池在充、放电过程中会因内部化学反应及自身内阻作用产生大量的热，如果缺少良好的散热系统，热量会不断累积并造成电池温度的持续上升，导致电池的化学反应速率加快，甚至发生起火和爆炸等危险情况。另一方面，由于存在制造误差，各电池单体之间的内阻和化学成分并不完全一致，各电池单体在电池模组内的散热环境又不完全相同，因此各电池单体在工作时的温度也存在差异，最终导致电池模组内部温度的不均匀性；这不仅会造成各电池单体衰退速率的不一致，并进一步影响电池模组的整体容量和寿命，还会导致并联支路间的电流分配不均，对电池模组甚至电池包的可靠性和安全性造成严重影响。再一方面，在低温条件下使用时，电池内部的化学反应速率减慢，导致充放电容量和电压大幅度降低，电动汽车动力不足，续航里程也大幅度缩短；同时负极表面容易发生析锂，进而造成电池寿命下降。因此，有必要采取合适的措施对电动汽车的电池模组进行热管理，在高温时对电池模组有效散热，低温时对电池模组有效加热，同时尽可能保证模组内各电池单体之间温度的一致性。目前电动汽车通常采用的电池散热方式主要有风冷、液冷和相变材料冷却等。风冷散热即向电池组内通风，通过空气与电池组的温差换热带走热量；液冷散热则利用冷却液的流动带走热量；相变材料具有较高的蓄热能力，可以从电池中吸收热量并以潜热的形式储存。但目前采用的这些散热方式通常是将电池工作过程中产生的热量导出或储存，难以对这些热量有效利用，从而造成了能量的浪费。如中国国家知识产权局专利局于2018年12月21日公开了一项申请号为201810797076.X，名称为“一种电池热管理系统”，该技术通过在相邻单体电池空隙中放置冷却循环管，冷却循环管与水泵相连，利用流动的冷却液带走电池热量。但是由于冷却循环管道过长，冷却液流动过程中温度会不断升高，造成管道初段和管道末段的温度差距过大，从而导致各电池单体之间的温度不一致。中国国家知识产权局专利局于2018年12月21日公开了一项申请号为201810744959.4，名称为“基于相变储能和热电效应的动力电池自动控制热管理系统”，该技术通过单体圆柱电池外的相变材料空心圆柱筒吸收电池散发的热量，同时通过对半导体热电片的正接与反接，降低或提高电池组模块的温度。但是该技术仅适用于圆柱形电池；同时结构较为复杂，正接与反接操作控制难度较大，可靠性较低；该技术也不具备能量回收功能。发明内容为了解决现有技术的不足，本公开提供了一种电动汽车电池模组热管理和能量回收系统及方法，当电池温度较高时，利用相变材料的融化吸收电池产生的热量；当电池温度过高时，进一步利用冷却加热模块和第二液冷板带走电池模组产生的热量，从而具有良好的高温散热能力；当电池温度较低时，利用相变材料的凝固放热和显热对电池进行保温；当电池温度过低时，进一步利用冷却加热模块和第二液冷板对电池模组加热，从而具有良好的低温加热能力，实现电池模组的温度的动态控制。为了实现上述目的，本公开采用如下技术方案：第一方面，本公开提供了一种电动汽车电池模组热管理和能量回收系统；一种电动汽车电池模组热管理和能量回收系统，包括温差发电模块、冷却加热模块和电子控制模块，所述温差发电模块与电池模组连接，用于实现电池模组散发热量的回收并向外部供电；所述冷却加热模块与温差发电模块连接，用于向温差发电模块提供冷却液以制造温差，还用于实现电池模组的降温或加热；所述电子控制模块与温差发电模块和冷却加热模块连接，用于实现温差发电和冷却加热的动态控制。作为可能的一些实现方式，所述温差发电模块包括第一液冷板、温差发电片、相变材料箱、电池模组壳体和第二液冷板，所述温差发电片的上表面与第一冷液板的下表面连接，所述温差发电片的下表面与相变材料箱的上表面连接，所述温差发电片的两条接线分别与车载低压蓄电池的正、负极连接；所述相变材料箱的一侧开有容纳电池模组和电池模组壳体的通槽，所述电池模组壳体的外表面与所述通槽的内表面连接，所述电池模组设于电池模组外壳内并与电池模组外壳内表面连接，所述电池模组的下底面与第二液冷板的上表面通过导热胶连接。作为可能的一些实现方式，所述第一液冷板、温差发电片、相变材料箱和电池模组外壳之间通过导热胶固定连接，所述相变材料箱的下底面和电池模组壳体的下底面通过隔热胶与第二液冷板连接；所述相变材料箱由导热材料制成，相变材料箱内部填充相变材料，所述相变材料箱的其他外侧面均涂有隔热胶。作为可能的一些实现方式，所述相变材料箱的通槽表面设有多个内部肋片，所述电池模组壳体外表面设有多个外部肋片，所述内部肋片与外部肋片相互齿合，所述电池模组壳体的内表面与电池模组的外表面相匹配。作为可能的一些实现方式，所述第一液冷板和第二液冷板均为板状长方体，均设置有进水口和出水口，冷却液从进水口流入，从出水口流出。作为可能的一些实现方式，所述冷却加热模块包括加热器、恒压水泵、电动调节阀、水箱、换热器、三通阀和连接管道；水箱出口通过连接管道与恒压水泵连接，恒压水泵通过连接管道与三通阀连接，三通阀通过连接管道分别与第一液冷板进水口和电动调节阀连接，第一液冷板出水口通过连接管道与换热器入口连接，换热器出口通过连接管道与水箱入口连接；电动调节阀通过连接管道与加热器连接，加热器通过连接管道与第二液冷板进水口连接，第二液冷板出水口通过连接管道与换热器入口连接。作为可能的一些实现方式，所述相变材料箱上设有至少一个温度传感器，用于实时监测相变材料的温度，所述温度传感器与电子控制单元ECU连接构成电子控制模块，加热器、恒压水泵、三通阀和电动调节阀分别与电子控制单元ECU连接，由电子控制单元ECU控制。第二方面，本公开提供了一种电动汽车电池模组热管理和能量回收方法；一种电动汽车电池模组热管理和能量回收方法，步骤如下：根据相变材料的相变融点设置第一温度阈值，实时采集相变材料的温度并与第一温度阈值进行对比；当相变材料的温度升高至第一温度阈值时，相变材料开始发生相变，吸收电池模组的热量并储存热量，将电池模组的温度维持在第一温度阈值附近；当相变材料箱中的相变材料完全融化后，电池模组和相变材料的温度开始进一步上升，大于第一温度阈值时，冷却加热模块和第二液冷板工作，实现电池模组的降温；当相变材料的温度低于第一温度阈值时，已融化的相变材料开始凝固，并释放储存的热量，传递给电池模组，将电池模组的温度维持在第一温度阈值附近；当相变材料箱中的相变材料完全凝固后，电池模组和相变材料的温度开始进一步下降；在上述过程中，冷却加热模块和第一液冷板工作，在温差发电片的两表面之间形成一定的温差，通过塞贝克效应产生电流并由温差发电片的两条接线将电流导出至车载低压蓄电池的正、负极，对车载低压蓄电池充电，实现能量的回收。作为可能的一些实现方式，设定第二温度阈值，当相变材料和电池模组的温度均低于所述第二温度阈值时，冷却加热模块和第二液冷板工作，实现电池模组的升温，此时，所述温差发电片和第一液冷板不工作。作为可能的一些实现方式，温差发电片的上、下表面分别与第一液冷板下表面和相变材料箱的上表面接触，第一液冷板下表面作为温差发电片的冷端，相变材料箱上表面作为温差发电片的热端，形成一定的温差。与现有技术相比，本公开的有益效果是：当电池温度较高时，利用相变材料的融化吸收电池产生的热量；当电池温度过高时，进一步利用冷却加热模块和第二液冷板带走电池模组产生的热量，从而具有良好的高温散热能力。当电池温度较低时，利用相变材料的凝固放热对电池进行保温；当电池温度过低时，进一步利用冷却加热模块和第二液冷板对电池模组加热，从而具有良好的低温加热能力。利用与电池模组紧密接触的电池模组壳体进行热量的传导，提高了电池模组内部各电池单体之间的温度一致性。利用第一液冷板和相变材料箱，在温差发电片的上、下表面形成冷端和热端，使温差发电片能够发电，并通过车载低压蓄电池回收电能，减少了电动汽车的能量消耗。相变材料箱和电池模组壳体之间相匹配的肋片结构大幅度增加了导热面积，提高了相变材料与电池模组之间的传热效率，进一步增强了系统的高温散热能力和低温保温能力。通过相变材料箱下部设置的通槽，同时覆盖电池模组的三个表面；与仅在电池模组的一个表面设置相变材料箱相比，既增加了对电池模组的覆盖面积，又增加了相变材料的用量，当电池模组发生热失控时，还可以延缓热量向相邻电池模组的扩散，提高了安全性。附图说明图1为本公开实施例1所述的电动汽车电池模组热管理和能量回收系统的整体结构示意图的爆炸图。图2为本公开实施例1所述的电动汽车电池模组热管理和能量回收系统的前部外观结构示意图的轴测图。图3为本公开实施例1所述的电动汽车电池模组热管理和能量回收系统的后部外观结构示意图的轴测图。图4为本公开实施例1所述的电动汽车电池模组热管理和能量回收系统的第一液冷板的结构示意图的轴测图。图5为本公开实施例1所述的电动汽车电池模组热管理和能量回收系统的温差发电片的结构示意图的轴测图。图6为本公开实施例1所述的电动汽车电池模组热管理和能量回收系统的相变材料箱的结构示意图的俯视轴测图。图7为本公开实施例1所述的电动汽车电池模组热管理和能量回收系统的相变材料箱的结构示意图的仰视轴测图。图8为本公开实施例1所述的电动汽车电池模组热管理和能量回收系统的电池模组壳体的结构示意图的俯视轴测图。图9为本公开实施例1所述的电动汽车电池模组热管理和能量回收系统的电池模组壳体的结构示意图的仰视轴测图。图10为本公开实施例1所述的电动汽车电池模组热管理和能量回收系统的电池模组壳体、相变材料箱和温差发电片装配体的结构示意图的俯视轴测图。图11为本公开实施例1所述的电动汽车电池模组热管理和能量回收系统的电池模组壳体、相变材料箱和温差发电片装配体的结构示意图的仰视轴测图。图12为本公开实施例1所述的电动汽车电池模组热管理和能量回收系统的冷却加热模块的示意图。图13为本公开实施例1所述的电动汽车电池模组热管理和能量回收系统的电子控制模块的示意图。图14为本公开实施例2所述的电动汽车电池模组热管理和能量回收方法的流程图。1、第一液冷板；2、温差发电片；3、相变材料箱；3-1、第一温度传感器；3-2、第二温度传感器；3-3、第三温度传感器；3-4、第四温度传感器；4、电池模组壳体；5、电池模组；5-1、第一电池单体；5-2、第二电池单体；5-3、第三电池单体；5-4、第四电池单体；5-5、第五电池单体；5-6、第六电池单体；6、第二液冷板；7、加热器；8、恒压水泵；9、电动调节阀；10、电子控制单元ECU；11、水箱；12、三通阀；13、换热器。具体实施方式应该指出，以下详细说明都是例示性的，旨在对本公开提供进一步的说明。除非另有指明，本文使用的所有技术和科学术语具有与本公开所属技术领域的普通技术人员通常理解的相同含义。需要注意的是，这里所使用的术语仅是为了描述具体实施方式，而非意图限制根据本公开的示例性实施方式。如在这里所使用的，除非上下文另外明确指出，否则单数形式也意图包括复数形式，此外，还应当理解的是，当在本说明书中使用术语“包含”和/或“包括”时，其指明存在特征、步骤、操作、器件、组件和/或它们的组合。同时，需要注意的是,本公开的电池模组中电池单体的数量也是可以改变的，如扩充至7个、8个，甚至更多，当然也能减少其数目，当然，当电池单体的数量变更时，电池模组壳体、相变材料箱、温差发电片、第一液冷板、第二液冷板的尺寸随电池单体的数量进行适配性变化即可。实施例1：如图1-13所述，本公开提供了一种电动汽车电池模组热管理和能量回收系统；如图1，图2，图3，图12和图13所示，本公开与电动汽车的电池模组5组合安装在一起，并与电动汽车的电子控制单元ECU10相连接，其技术方案包括温差发电模块、冷却加热模块和电子控制模块。如图1、图2、图3、图4、图5、图6、图7、图8、图9所示，其中温差发电模块包括第一液冷板1、温差发电片2、相变材料箱3、电池模组壳体4和第二液冷板6。如图1、图5、图10、图11所示，所述温差发电片2为长方形半导体温差发电片，其上表面通过导热胶与第一液冷板1的下表面粘接，下表面通过导热胶与相变材料箱3的上表面粘接；温差发电片2的两条接线分别与车载低压蓄电池的正、负极耳连接。如图1、图6、图7、图8、图9、图10所示，所述相变材料箱3为中空长方形腔体，下部设置有容纳电池模组5和电池模组壳体4的通槽；在通槽的表面设置有内部肋片，与电池模组壳体4的外表面相匹配；相变材料箱3通槽表面的内部肋片与电池模组壳体4外表面的外部肋片相互齿合并通过导热硅胶粘接；相变材料箱3由导热材料制成，前、后、左、右四个侧面均涂隔热胶，相变材料箱3内部填充相变材料；在相变材料箱体3前后两侧面下部分别安装有4个温度传感器，分别为第一温度传感器3-1、第二温度传感器3-2、第三温度传感器3-3和第四温度传感器3-4，用来监测相变材料箱3内部相变材料的温度并将信号传递给电子控制单元ECU10。如图1、图8、图9、图10、图11所示，所述电池模组壳体4为导热材料制成的槽型长方体，其外表面设置的外部肋片与相变材料箱3通槽表面的内部肋片相匹配，内表面与电池模组5的外表面相匹配。如图1、图2、图3、图4所示，所述第一液冷板1和第二液冷板6均为板状长方体，均设置有进水口和出水口，冷却液从进水口流入，从出水口流出；第一液冷板1的下表面通过导热胶与温差发电片2的上表面粘接；第二液冷板6的上表面的中间部分通过导热胶与电池模组5的下表面粘接，上表面的左右两侧通过隔热胶与相变材料箱3下底面以及电池模组壳体4下底面粘接。如图12所示，所述冷却加热模块包括加热器7、恒压水泵8、电动调节阀9、水箱11、换热器13、三通阀12和连接管道。水箱11出口通过连接管道与恒压水泵8连接，恒压水泵8通过连接管道与三通阀12连接，三通阀12通过连接管道分别与第一液冷板1进水口和电动调节阀9连接，第一液冷板1出水口通过连接管道与换热器13入口连接，换热器13出口通过连接管道与水箱11入口连接；电动调节阀9通过连接管道与加热器7连接，加热器7通过连接管道与第二液冷板6进水口连接，第二液冷板6出水口通过连接管道与换热器13入口连接。如图13所示，所述电子控制模块包括电子控制单元ECU10、第一温度传感器3-1、第二温度传感器3-2、第三温度传感器3-3、第四温度传感器3-4和连接线，4个温度传感器3-1、3-2、3-3、3-4分别通过连接线与电子控制单元ECU10连接，加热器7、恒压水泵8、三通阀12和电动调节阀9也分别通过连接线与电子控制单元ECU10连接。本公开所述的系统的具体工作过程如下：当电池模组处于较高温度工况下时：在由第一电池单体5-1、第二电池单体5-2、第三电池单体5-3、第四电池单体5-4、第五电池单体5-5和第六电池单体5-6组成的电池模组5的充放电过程中，电池模组5的温度也逐渐上升，热量首先通过导热胶传递至电池模组壳体4，再通过电池模组壳体4外表面和相变材料箱3通槽表面之间相互匹配的肋片传递至相变材料箱3；由于相变材料箱3由导热材料制成，又通过内部肋片和导热胶与电池模组壳体4紧密接触，电池模组壳体4又通过导热胶与电池模组5紧密接触，因此相变材料箱3中相变材料的温度与电池模组5的温度相近；当相变材料箱3中相变材料的温度升高至其融点时，相变材料开始发生相变，吸收并储存热量，在此过程中将电池模组5的温度维持在相变温度附近；位于相变材料箱3前后两侧面下部的第一温度传感器3-1、第二温度传感器3-2、第三温度传感器3-3和第四温度传感器3-4监测相变材料的温度并将信号传递给电子控制单元ECU10，电子控制单元ECU10判定此时相变材料处于相变温度范围内，控制恒压水泵8开启，同时控制三通阀12关闭冷却液流向第二液冷板6的通道，仅开启冷却液流向第一液冷板1的通道；热管理系统仅通过相变材料箱3中相变材料的融化来吸收热量，使电池模组5的温度保持在适宜温度范围内。由于温差发电片2的上、下表面分别与第一液冷板1下表面和相变材料箱3上表面接触，第一液冷板1下表面作为温差发电片2的冷端，相变材料箱3上表面作为温差发电片2的热端，形成一定的温差，通过塞贝克效应产生电流并由温差发电片2的两条接线将电流导出至车载低压蓄电池的正、负极耳，对车载低压蓄电池充电，实现能量的回收。当电池模组处于过高温度工况下时：在由第一电池单体5-1、第二电池单体5-2、第三电池单体5-3、第四电池单体5-4、第五电池单体5-5和第六电池单体5-6组成的电池模组5的充放电过程中，电池模组5的温度也逐渐上升，热量首先通过导热胶传递至电池模组壳体4，再通过电池模组壳体4外表面和相变材料箱3通槽表面之间相互匹配的肋片传递至相变材料箱3；当相变材料箱3中相变材料的温度升高至其融点时，相变材料开始发生相变，吸收并储存热量，在此过程中将电池模组5的温度维持在相变温度附近，当相变材料箱3中的相变材料完全融化后，电池模组5和相变材料的温度开始进一步上升；位于相变材料箱3前后两侧面下部的第一温度传感器3-1、第二温度传感器3-2、第三温度传感器3-3和第四温度传感器3-4监测到相变材料的温度并将信号传递给电子控制单元ECU10，电子控制单元ECU10判定此时电池模组5处于过高温度工况，控制恒压水泵8开启，同时控制三通阀12开启冷却液流向第二液冷板6的通道，冷却液流向第一液冷板1的通道仍保持开启。电子控制单元ECU10不向加热器7下达加热冷却液的命令，冷却液仅流经加热器7但不被加热；电子控制单元ECU10通过温度传感器3-1、3-2、3-3、3-4监测相变材料的温度，并通过电动调节阀9控制流经第二液冷板6的冷却液流量，冷却液使电池模组5的温度保持在安全温度范围内。由于温差发电片2的上、下表面分别与第一液冷板1下表面和相变材料箱3上表面接触，第一液冷板1下表面作为温差发电片2的冷端，相变材料箱3上表面作为温差发电片2的热端，形成一定的温差，通过塞贝克效应产生电流并由温差发电片2的两条接线将电流导出至车载低压蓄电池的正、负极耳，对车载低压蓄电池充电，实现能量的回收。当电池模组处于较低温度工况下时：当电池模组5因外界天气原因或短暂驻车等情况温度开始降低时，相变材料箱3中已融化的相变材料开始凝固，并释放储存的热量，通过相变材料箱3通槽表面和电池模组壳体4外表面之间相互匹配的肋片传递至电池模组壳体4，继而传递给电池模组5，将电池模组5的温度维持在相变温度附近；当相变材料箱3中的相变材料完全凝固后，温度开始进一步下降。位于相变材料箱3前后两侧面下部的第一温度传感器3-1、第二温度传感器3-2、第三温度传感器3-3和第四温度传感器3-4监测到相变材料的温度信号并将其传递给电子控制单元ECU10，电子控制单元ECU10判定此时电池模组5处于较低温度工况，控制恒压水泵8开启，同时控制三通阀12关闭冷却液流向第二液冷板6的通道，仅开启冷却液流向第一液冷板1的通道。热管理系统仅通过相变材料箱3中相变材料的凝固放热和显热来释放热量，使电池模组5的温度保持在一定温度范围内。由于温差发电片2的上、下表面分别与第一液冷板1下表面和相变材料箱3上表面接触，第一液冷板1下表面作为温差发电片2的冷端，相变材料箱3上表面作为温差发电片2的热端，形成一定的温差，通过塞贝克效应产生电流并由温差发电片2的两条接线将电流导出至车载低压蓄电池的正、负极耳，对车载低压蓄电池充电，实现能量的回收。当电池模组处于过低温度工况下时：在天气很冷，汽车又刚启动时，相变材料箱3中的相变材料温度和电池模组5的温度均很低。位于相变材料箱3前后两侧面下部的第一温度传感器3-1、第二温度传感器3-2、第三温度传感器3-3和第四温度传感器3-4监测到相变材料的温度并将信号传递给电子控制单元ECU10，电子控制单元ECU10判定此时电池模组5处于过低温度工况，向恒压水泵8下达开启的命令，向三通阀12下达开启第二液冷板6和关闭第一液冷板1的命令，同时向加热器7下达加热通道中冷却液的命令。此时三通阀12仅开启冷却液流向第二液冷板6的通道，热管理系统通过第二液冷板6中经加热器7加热后的冷却液对电池模组5加热；电子控制单元ECU10通过温度传感器3-1、3-2、3-3、3-4监测电池模组5的温度，当温度升高至安全温度范围内时，停止对冷却液的加热和恒压水泵8的运行；此时温差发电片2不发电。实施例2：如图14所示，本公开实施例2提供了一种电动汽车电池模组热管理和能量回收方法，步骤如下：根据相变材料的相变融点设置第一温度阈值T1，实时采集相变材料的温度T并与第一温度阈值T1进行对比；当相变材料的温度升高至第一温度阈值T1时，相变材料开始发生相变，吸收电池模组的热量并储存热量，将电池模组的温度维持在第一温度阈值T1附近；当相变材料箱中的相变材料完全融化后，电池模组和相变材料的温度开始进一步上升，大于第一温度阈值T1，冷却加热模块和第二液冷板工作，实现电池模组的降温；当相变材料的温度低于第一温度阈值T1时，已融化的相变材料开始凝固，并释放储存的热量，传递给电池模组，将电池模组的温度维持在第一温度阈值T1附近；当相变材料箱中的相变材料完全凝固后，电池模组和相变材料的温度T开始进一步下降；在上述过程中，温差发电片的上、下表面分别与第一液冷板下表面和相变材料箱的上表面接触，第一液冷板下表面作为温差发电片的冷端，相变材料箱上表面作为温差发电片的热端；冷却加热模块和第一液冷板工作，在温差发电片的两表面之间形成一定的温差，通过塞贝克效应产生电流并由温差发电片的两条接线将电流导出至车载低压蓄电池的正、负极，对车载低压蓄电池充电，实现能量的回收。设定第二温度阈值T2，当相变材料和电池模组的温度均低于所述第二温度阈值T2时，冷却加热模块和第二液冷板工作，实现电池模组的升温，此时，所述温差发电片和第一液冷板不工作。以上所述仅为本公开的优选实施例而已，并不用于限制本公开，对于本领域的技术人员来说，本公开可以有各种更改和变化。凡在本公开的精神和原则之内，所作的任何修改、等同替换、改进等，均应包含在本公开的保护范围之内。 | 本公开提供了一种电动汽车电池模组热管理和能量回收系统及方法，包括温差发电模块、冷却加热模块和电子控制模块，所述温差发电模块与电池模组连接，用于实现电池模组散发热量的回收并向外部供电，所述冷却加热模块与温差发电模块连接，用于向温差发电模块提供冷却液以制造温差，还用于实现电池模组的降温或温度加热，所述电子控制模块与温差发电模块和冷却加热模块连接，用于实现温差发电和冷却加热的动态控制，当电池模组的温度较高、过高、较低和过低时，利用电子控制模块实现对温差发电模块和冷却加热模块的控制，极大的增强了电池模组的高温散热能力和低温保温能力。 | CN:201910239763.4A | https://patentimages.storage.googleapis.com/37/e4/7e/c3c5a8cb983c6e/CN109962317B.pdf | CN:109962317:B | 王亚楠, 赵国栋, 张超, 卜元媛, 肖翔宇, 王晨浩 | Shandong University | CN:103780158:A, CN:103928728:A, CN:205282611:U, CN:108232359:A | Not available | 2020-11-27 | 1.一种电动汽车电池模组热管理和能量回收系统，其特征在于，包括温差发电模块、冷却加热模块和电子控制模块，所述温差发电模块与电池模组连接，用于实现电池模组余热的回收并向外部供电；所述冷却加热模块与温差发电模块连接，用于向温差发电模块提供冷却液以制造温差，还用于实现电池模组的降温或加热；所述电子控制模块与温差发电模块和冷却加热模块连接，用于实现温差发电和冷却加热的动态控制；, 所述温差发电模块包括第一液冷板、温差发电片、相变材料箱、电池模组壳体和第二液冷板，所述温差发电片的上表面与第一液冷板的下表面连接，所述温差发电片的下表面与相变材料箱的上表面连接，所述温差发电片的两条接线分别与车载低压蓄电池的正、负极连接；, 所述相变材料箱的一侧开有容纳电池模组和电池模组壳体的通槽，所述相变材料箱的通槽表面设有多个内部肋片，所述电池模组壳体外表面设有多个外部肋片，所述内部肋片与外部肋片相互齿合，所述电池模组壳体的内表面与电池模组的外表面相匹配；, 所述电池模组壳体的外表面与所述通槽的内表面连接，所述电池模组设于电池模组壳体内并与电池模组壳体内表面连接，所述电池模组的下底面与第二液冷板的上表面通过导热胶连接。, 2.如权利要求1所述的电动汽车电池模组热管理和能量回收系统，其特征在于，所述第一液冷板、温差发电片、相变材料箱和电池模组壳体之间通过导热胶固定连接，所述相变材料箱的下底面和电池模组壳体的下底面通过隔热胶与第二液冷板连接；所述相变材料箱由导热材料制成，相变材料箱内部填充相变材料，所述相变材料箱的前后左右四个外侧面均涂有隔热胶。, 3.如权利要求1所述的电动汽车电池模组热管理和能量回收系统，其特征在于，所述第一液冷板和第二液冷板均为板状长方体，均设置有进水口和出水口，冷却液从进水口流入，从出水口流出。, 4.如权利要求1所述的电动汽车电池模组热管理和能量回收系统，其特征在于，所述冷却加热模块包括加热器、恒压水泵、电动调节阀、水箱、换热器、三通阀和连接管道；, 水箱出口通过连接管道与恒压水泵连接，恒压水泵通过连接管道与三通阀连接，三通阀通过连接管道分别与第一液冷板进水口和电动调节阀连接，第一液冷板出水口通过连接管道与换热器入口连接，换热器出口通过连接管道与水箱入口连接；, 电动调节阀通过连接管道与加热器连接，加热器通过连接管道与第二液冷板进水口连接，第二液冷板出水口通过连接管道与换热器入口连接。, 5.如权利要求4所述的电池模组热管理和能量回收系统，其特征在于，所述相变材料箱上设有至少一个温度传感器，用于实时监测相变材料的温度，所述温度传感器与电子控制单元ECU连接构成电子控制模块，加热器、恒压水泵、三通阀和电动调节阀分别与电子控制单元ECU连接，由电子控制单元ECU控制。, 6.一种电动汽车电池模组热管理和能量回收方法，利用权利要求1-5任一项所述的电动汽车电池模组热管理和能量回收系统，其特征在于，步骤如下：, 根据相变材料的相变融点设置第一温度阈值，实时采集相变材料的温度并与第一温度阈值进行对比；, 当相变材料的温度升高至第一温度阈值时，相变材料开始发生相变，吸收电池模组的热量并储存热量，将电池模组的温度维持在第一温度阈值附近；, 当相变材料箱中的相变材料完全融化后，电池模组和相变材料的温度开始进一步上升，大于第一温度阈值时，冷却加热模块和第二液冷板工作，实现电池模组的降温；, 当相变材料的温度低于第一温度阈值时，已融化的相变材料开始凝固，并释放储存的热量，传递给电池模组，将电池模组的温度维持在第一温度阈值附近；, 当相变材料箱中的相变材料完全凝固后，电池模组和相变材料的温度开始进一步下降；, 冷却加热模块和第一液冷板工作，在温差发电片的两表面之间形成一定的温差，通过塞贝克效应产生电流并由温差发电片的两条接线将电流导出至车载低压蓄电池的正、负极，对车载低压蓄电池充电，实现能量的回收；, 设定第二温度阈值，当相变材料和电池模组的温度均低于所述第二温度阈值时，冷却加热模块和第二液冷板工作，实现电池模组的升温，此时，所述温差发电片和第一液冷板不工作。, 7.如权利要求6所述的电动汽车电池模组热管理和能量回收方法，其特征在于，温差发电片的上、下表面分别与第一液冷板下表面和相变材料箱的上表面接触，第一液冷板下表面作为温差发电片的冷端，相变材料箱上表面作为温差发电片的热端，形成一定的温差。 | CN | China | Active | H | True |
| 245 | 电动汽车电池复合冷却系统及其控制方法 \n | CN108711659B | 本发明属于电动汽车电池冷却系统领域，涉及一种电动汽车电池复合冷却系统及其控制方法。电动汽车以不消耗传统化石能源为前提，利用电池作为动力源，在节能环保方面具有传统车不可比拟的优势。电动汽车电池工作时都存在一个适宜的工作温度范围，一般约为15～45℃，超出该温度范围会严重影响电池的使用性能和使用寿命，甚至会出现安全隐患。然而，电动汽车电池在充放电时会产生大量的热，如不能及时散出，容易导致温度上升而超出温度区间造成电池自燃或者爆炸。目前，动力电池的冷却方式主要有风冷和液冷两种形式，由于空气的导热系数低，风冷形式的热管理效果并不理想；虽然传统液冷形式对电池冷却效果较好，但换热过程复杂，系统响应较慢且温度控制范围小，尤其在电池过热状态下，无法快速冷却电池，导致整车对环境的适应性差，极限温度下无法正常工作甚至发生安全事故。中国专利文献号CN206537158U中公开了纯电动汽车的冷却系统，包括通过冷却液依次连接的电机及电机控制器散热环路、电池包散热环路和加热暖风环路，通过设置阈值的方式，当充电机、电池包的温度大于阈值时，启动不同的冷却环路进行冷却。所述系统将不同装置的冷却环路进行整合，但仅使用一个散热器冷却单元去提供多个电器元件的冷量，在散热量需求较大时，尤其当电池处于过热态且电机等元件温度较高时，可能无法满足系统的热管理需求。并且当环境温度较高时，散热器的散热能力大幅降低。经过对现有技术的检索发现，中国专利文献号CN106571497A中公开了一种电动车的电池系统热管理装置，包括电池的散热装置、风冷装置、散热水箱以及由压缩机、冷凝器、膨胀阀和换热器构成的制冷组件，当环境温度较高时，通过制冷组件对电池进行散热；当环境温度较低时，通过风冷装置带动散热水箱周围的冷空气流动，散热水箱将电池的热量散入至空气中，冷却后的防冻液进入电池的散热装置进行换热，使电池降温。所述系统的电池散热装置与冷却组件中的换热器叠加使用，降低了电池热管理系统换热效果的同时，增加了系统的复杂性，并且无法应对电池过热状态的冷却需求。中国专利文献号CN107768768A中公开了一种动力电池冷却板及冷却装置，包括压缩机、冷凝器、膨胀阀、蒸发板、冷却板以及电池，从冷凝器出来的液态制冷剂分成两路：一路经第一膨胀阀节流降压后进入蒸发器，在蒸发器内气化吸热，与外界的空气进行热交换，达到制冷的效果；另一路经第二膨胀阀节流降压后，直接通入冷却板，电池与冷却板贴合后紧密接触，电池工作时产生的热量传递到冷却板，制冷剂在冷却板内蒸发吸热，带走电池工作时产生的热量，从而对电池进行降温，其中冷却板设置有多个流道，使冷却剂流量分布合理，对电池均匀降温，但冷却形式单一，不同制冷工况下都要启动冷却装置，造成较大的能源消耗，且常温冷却时容易造成冷冲击。本发明的目的在于提供一种能解决上述问题的电动汽车电池复合冷却系统及其控制方法，尤其针对电池在过热状态下对电池进行快速冷却的问题，以及现有电动车缺乏完整的电池全温度范围、各单元相结合的冷却系统，不能很好的提升车辆环境适应性的缺陷。将多个散热等级的冷却回路复合以应对电池不同等级的冷却需求，使电池模组被高效冷却，提供一种结构合理，运行稳定，热管理高效，适应不同环境，且不因热管理保护而导致车辆性能下降的电动汽车电池复合冷却系统，并在此基础上提供一种满足上述复合系统要求的，允许流经两种不同循环工质的电池包内换热板。本发明所采用的技术方案是，电动汽车电池复合冷却系统，由散热器常温冷却回路、制冷剂间接冷却回路和制冷剂直接冷却回路相互集成；散热器常温冷却回路包括旁边设置散热风扇的散热器，散热器一端通过第一电池包冷却液线连接电池包内换热板冷却液入口，第一电池包冷却液线上设置第一阀体；散热器另一端通过第二电池包冷却液线连接电池包内换热板冷却液出口，第二电池包冷却液线上依次设置第二阀体和冷却液循环水泵；制冷剂间接冷却回路包括电池热交换器，电池热交换器的冷却液入口通过第三电池包冷却液线连接第一阀体，电池热交换器的冷却液出口通过第四电池包冷却液线连接第二阀体，与冷却液循环水泵及电池包连接形成回路，第四电池包冷却液线上设置储液罐；热泵系统单元位于电池包与电池热交换器之间，热泵系统单元的制冷剂出口经第四阀体与电池热交换器的制冷剂入口连接，电池热交换器的制冷剂出口与热泵系统单元的制冷剂入口连接；制冷剂直接冷却回路包括热泵系统单元，热泵系统单元的制冷剂出口经第三阀体通过第二电池包制冷剂线与电池包的电池包内换热板制冷剂进口连接，热泵系统单元的制冷剂入口通过第一电池包制冷剂线和与电池包电池包内换热板制冷剂出口连接形成回路。所述第一阀体、第二阀体为三通阀体，第三阀体、第四阀体为电磁膨胀阀体。所述电池包包括电池模组以及与电池模组直接接触的底置或侧置的电池包内换热板。所述电池包内换热板包括相通的电池包内换热板制冷剂进口、电池包内换热板制冷剂出口，相通的电池包内换热板冷却液出口和电池包内换热板冷却液入口，所述电池包内换热板结构为上层制冷剂下层冷却液的双层换热板结构或制冷剂和冷却液并行在同层的单层换热板结构。所述热泵系统单元包含冷凝器和压缩机。所述电池热交换器为板式换热器结构。电动汽车电池复合冷却系统的控制方法，采用热管理分级控制，电池低负荷态采用散热器常温冷却进行一级冷却；电池中/高负荷态采用制冷剂间接冷却进行二级冷却，电池过热态采用制冷剂直接低温快速冷却进行三级冷却。电动汽车电池复合冷却系统的控制方法，具体包括以下步骤：步骤1，温度采集：利用数据采集模块采集环境温度和电池温度并经控制器MCU反馈至中央处理器；步骤2，中央处理器判断电池温度是否在设定温度区间a～b℃内，a优选为20℃，b优选为35℃，是则发送控制信号至MCU，控制电池复合冷却系统不启动，否则执行步骤3；步骤3，中央处理器判断电池温度是否在设定温度区间b～c℃内，c优选为50℃，是则执行步骤4，否则执行步骤5；步骤4，中央处理器判断环境温度是否小于电池温度，是则发送控制信号至控制器MCU，控制电动汽车电池复合冷却系统的第一阀体和第二阀体与散热器相接的阀口打开，启动一级冷却，电池包与散热器接通，冷却液经电池包内换热板使电池冷却后流入散热器与周围环境换热；否则发送控制信号至控制器MCU，控制电动汽车电池复合冷却系统的第一阀体与电池热交换器相接的阀口、第二阀体与储液罐相接的阀口和第四阀体打开，启动二级冷却，冷却液流经电池包冷却电池，热泵系统单元与电池热交换器耦合，制冷剂与冷却液换热，降低冷却液温度；步骤5，中央处理器判断电池温度超出设定温度值c℃，是则发送控制信号至控制器MCU，控制电动汽车电池复合冷却系统的第三阀体打开，启动三级冷却，电池包与热泵系统单元直接接通，制冷剂在电池包内换热板内直接蒸发吸热来冷却电池，最后制冷剂在热泵系统单元的冷凝器中与外界的环境空气换热；否则进入制热控制模式；步骤6，延迟步骤：设定延迟时间t，t优选为1min；步骤7，温度采集更新，并依次循环直至冷却液循环水泵或压缩机停止工作。本发明的有益效果是，本发明的电动汽车电池复合冷却系统及其控制方法，结合散热器常温冷却回路、制冷剂间接冷却回路和制冷剂直接接冷却回路，根据电池使用工况、冷却需求的不同，利用冷却液或制冷剂工质使各循环回路协调配合冷却电池，尤其针对电池过热状态，利用制冷剂直接在电池包内换热板中蒸发吸热使电池快速有效的降温，从而实现电动车电池冷却系统的多路整合化和温控区域扩大化。而且，电池对应于相应的需求模式被高效的冷却，有效利用车内能源，发挥出电池的最佳性能，进而增加了车辆的行驶里程。另外，所述的电动汽车电池复合冷却系统的热泵系统单元反向运转，可以实现制热功能，并且利用电气单元余热，回收加热电池，可以进一步提升系统制热性能。为了更清楚地说明本发明实施例或现有技术中的技术方案，下面将对实施例或现有技术描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本发明的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。图1是本发明的电动汽车电池复合冷却系统的结构示意图；图2是本发明电动汽车电池复合冷却系统的一级制冷工况的冷却液制冷回路图；图3是本发明的电动汽车电池复合冷却系统的二级制冷工况的冷却液制冷回路图；图4是本发明的电动汽车电池复合冷却系统的三级制冷工况的制冷剂制冷回路图；图5是本发明的电池包中电池包内换热板一种优选结构；图6是本发明的电池包中电池包内换热板另一种优选结构；图7是本发明电动汽车电池复合冷却系统各回路的冷却效果温降图；图8是本发明电动汽车电池复合冷却系统热泵系统单元结构示意图；图9是本发明电动汽车电池复合冷却系统所在的电池管理系统示意图；图10是本发明一种优选的电动汽车电池冷却方法的流程示意图。图中，1.散热器，2.散热风扇，3.电池包，4.热泵系统单元，5.电池热交换器，6.冷却液循环水泵，7.储液罐，8.冷凝器，9.压缩机，21.第一电池包冷却液线，22.第二电池包冷却液线，23.第一电池包制冷剂线，24.第二电池包制冷剂线，25.第三电池包冷却液线，26.第四电池包冷却液线，40.电池包内换热板，41.电池包内换热板制冷剂进口，42.电池包内换热板制冷剂出口，43.电池包内换热板冷却液出口，44.电池包内换热板冷却液入口，45.上层换热板，46.下层换热板，47.单层换热板，51.散热器常温冷却回路，52.制冷剂间接冷却回路，53.制冷剂直接冷却回路，111.第一阀体，112.第二阀体，113.第三阀体，114.第四阀体。下面将结合本发明实施例中的附图，对本发明实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例仅仅是本发明一部分实施例，而不是全部的实施例。基于本发明中的实施例，本领域普通技术人员在没有做出创造性劳动前提下所获得的所有其他实施例，都属于本发明保护的范围。电动汽车电池复合冷却系统由散热器常温冷却回路51、制冷剂间接冷却回路52和制冷剂直接冷却回路53相互集成。散热器常温冷却回路51包括旁边设置散热风扇2的散热器1，散热器1一端通过第一电池包冷却液线21连接电池包内换热板冷却液入口44，第一电池包冷却液线21上设置第一阀体111；散热器1另一端通过第二电池包冷却液线22连接电池包内换热板冷却液出口43，第二电池包冷却液线22上依次设置第二阀体112和冷却液循环水泵6。制冷剂间接冷却回路52包括电池热交换器5，电池热交换器5的冷却液入口通过第三电池包冷却液线25连接第一阀体111，电池热交换器5的冷却液出口通过第四电池包冷却液线26连接第二阀体112，与冷却液循环水泵6及电池包3连接形成回路，第四电池包冷却液线26上设置储液罐7；热泵系统单元4位于电池包3与电池热交换器5之间，热泵系统单元4的制冷剂出口经第四阀体114与电池热交换器5的制冷剂入口连接，电池热交换器5的制冷剂出口与热泵系统单元4的制冷剂入口连接。制冷剂直接冷却回路53包括热泵系统单元4，热泵系统单元4的制冷剂出口经第三阀体113通过第二电池包制冷剂线24与电池包3的电池包内换热板制冷剂进口41连接，热泵系统单元4的制冷剂入口通过第一电池包制冷剂线23和与电池包3的电池包内换热板制冷剂出口42连接形成回路。第一阀体111、第二阀体112是根据电动汽车电池的制冷工况不同选择性地开闭的三通阀体；第三阀体113、第四阀体114是根据电动汽车电池的制冷工况的需求选择性地开闭的电磁膨胀阀体。散热器1通过散热风扇2将流入到散热器1内部的冷却液与周围环境进行热交换，以气-液换热形式对散热器常温冷却回路冷却液降温。电池包3包括电池模组以及与电池模组直接接触的底置或侧置的电池包内换热板40，电池包3内分别流经制冷剂和冷却液。热泵系统单元4与电池包3或电池热交换器5相耦合，热泵系统单元4包含有压缩机和冷凝器，制冷剂存在于压缩机中，一路支持制冷剂间接冷却回路52，在电池热交换器5中与冷却液换热，一路支持制冷剂直接冷却回路53，制冷剂膨胀后在电池包3内的电池包内换热板40中蒸发吸热，直接与电池模组以固-液形式换热，加强电池冷却，最后制冷剂在冷凝器中与外界的环境空气换热后回到压缩机形成闭合的循环回路，制冷效果良好。电池热交换器5经第四阀体114与热泵系统单元4相耦合，对流入到电池热交换器5内部的冷却液与从热泵系统单元4流出经第四阀体114膨胀的制冷剂进行热交换，以液-液换热形式对制冷剂间接冷却回路冷却液降温；电池热交换器5为板式换热器结构，体积小，重量小，交错的流通结构使得内部冷热流体产生强烈紊流而达到高换热效果；电池热交换器5的热交换能力与其换热板片层数相关，因此可依据需求调整换热板片层数，制冷剂通过电池热交换器5中的冷流体流道，冷却液通过电池热交换器5中的热流体流道，经换热板片形成热交换。冷却液循环水泵6经第二阀体112抽取储液罐7中储存的冷却液，为降温回路提供冷却液。电池包内换热板40具有双工质流程，即制冷剂独立流程和冷却液独立流程；电池包内换热板40为上层制冷剂下层冷却液的双层换热板结构或制冷剂和冷却液并行在同层的单层换热板结构。本发明根据汽车行驶工况动力需求和电池产热情况，采用热管理分级控制，即电池低负荷态散热器常温冷却，电池中/高负荷态制冷剂间接冷却，电池过热态制冷剂直接低温快速冷却。对本文三种不同冷却形式在NEDC循环工况下电池在45摄氏度初始温度时进行冷却，冷却的温降效果如说明书附图8，曲线1代表散热器常温冷却回路51降温能力，曲线2代表制冷剂间接冷却回路52却降温能力，曲线3代表制冷剂直接冷却回路53降温能力，可看出散热器常温冷却回路51降温能力相对较低，适用于电池低负荷态，制冷剂间接冷却回路52降温能力高于散热器常温冷却回路51，制冷剂直接冷却回路53降温能力最高，但却可能会对电池造成冷冲击，所以一般用在电池处于过热阶段对其降温。又电池温度越高所选的冷却模式的效果要越好，本文的三种冷却回路的换热模式分别是散热器常温冷却-气液换热形式，制冷剂间接冷却-液液换热形式，制冷剂直接冷却-液固换热形式，气液固三相的换热能力排序为气液<液液<液固，所以按照电池温度从低到高分别对应选择不同换热能力的冷却模式，因此本文在电池低负荷态采用散热器常温冷却，电池中/高负荷态采用制冷剂间接冷却，电池过热态采用制冷剂直接低温快速冷却，本文采用三种不同冷却方式协同工作利于车内能源的高效利用，发挥电池的最佳性能。电动车电池制冷工况包括：一级冷却，即低热负荷冷却；二级冷却，即中/高热负荷冷却；三级冷却，即高热负荷及过热冷却。当电池处于一级制冷工况时，根据电池系统冷却请求和冷却液温度，散热器常温冷却回路51的第一阀体111和第二阀体112开放，通过第一电池包冷却液线21和第二电池包冷却液线22，使电池包3与散热器1接通，冷却液流入散热器1与周围环境换热后，经电池包3内换热板使电池冷却，在不运行热泵系统单元4的情况下，仅通过冷却液与外界环境换热来冷却电池。当电池处于二级冷却工况时，根据电池系统冷却请求和冷却液温度，制冷剂间接冷却回路52的第一阀体111、第二阀体112和第四阀体114开放，通过第三电池包冷却液线25和第四电池包冷却液线26，使电池包3、电池热交换器5、储液罐7、冷却液循环水泵6接通，冷却液流经电池包3使电池冷却，并通过热泵系统单元4与电池热交换器5耦合，使制冷剂与冷却液换热，降低流经电池包3的冷却液温度。当电池处于三级制冷工况时，制冷剂直接冷却回路53根据电池系统冷却请求和制冷剂温度，开放第三阀体113，通过第一电池包制冷剂线23和第二电池包制冷剂线24，使电池包3与热泵系统单元4直接接通，启动热泵系统单元4使制冷剂在电池包3的电池包内换热板40内直接蒸发吸热来冷却电池。当一种工质经电池包内换热板40构成循环回路与电池模组进行换热时，存在另一种工质的循环回路停止运转，即存在一个冷却循环回路工作时，其他冷却循环回路不工作情况。本发明中，双层电池包内换热板40安装在电池模组的侧面或底面，制冷剂经电池包内换热板制冷剂进口41流经上层换热板45后由电池包内换热板制冷剂出口42流出，冷却液经电池包内换热板冷却液入口44流经下层换热板46后由电池包内换热板冷却液出口43流出，值得指出的是，两种工质在流动过程中不相互换热，而是单独地、分别地与电池模组相互换热，即当电池冷却系统处于三级制冷工况时，制冷剂流经所述上层换热板45相变蒸发，与电池模组直接换热，下层换热板46内的冷却液所在回路不运转，不参与换热过程；带有两列并行管路的单层换热板47安装在电池模组的侧面或者底面，制冷剂经电池包内换热板制冷剂进口41流经所在管路后由电池包内换热板制冷剂出口42流出，电池包内换热板冷却液经电池包内换热板冷却液入口44流经所在管路后由电池包内换热板冷却液出口43流出，同样地，两种工质在流动过程中不相互换热，而是单独地、分别地与电池模组相互换热。本发明的电动汽车电池复合冷却系统将散热器常温冷却回路51、制冷剂间接冷却回路52、制冷剂直接冷却回路53相互整合，提高了电池冷却的效率，并实现了常态冷却、中高温冷却和过热冷却的逐渐过渡化以及电池温度控制范围扩大化，尤其对于电池过热的极限状态，通过制冷剂直接在电池包内换热板40内蒸发吸热快速有效的冷却电池。另外，当电池温度过低时，所述的电动汽车电池复合冷却系统的热泵系统单元反向运转，制冷剂在电池包内换热板40内冷凝放热，可以实现制热功能，并且对所述的散热器常温冷却回路51中电气单元的余热通过冷却液加以回收利用，可以加热电池进一步提升系统制热性能。本发明的电动汽车电池复合冷却系统被应用于电池管理系统，电池管理系统包含中央处理模块和本地测量模块，两模块经控制器MCU通过CAN总线的形式实现通信连接；中央处理模块主要是进行本地测量模块的管理，通过CAN总线通信方式，进行电池状态信息的接收和控制信息的发送；本地测量模块包括充电模块、均衡模块、电池复合冷却系统和数据采集模块，其中数据采集模块和电池复合冷却系统为本发明控制方法的实现部分，数据采集模块用来采集温度，控制器MCU通过CAN总线将温度传感器采集的电池温度数据反馈至中央处理器进行分析判断，并接收中央处理器通过CAN总线发出的控制信号，来控制本发明电动汽车电池复合冷却系统。本发明电动汽车电池复合冷却系统控制方法，具体包括如下步骤：步骤1，温度采集：利用数据采集模块采集环境温度、电池温度；步骤2，判断电池温度是否在设定温度区间a～b℃内，a优选为20℃，b优选为35℃，是则电池复合冷却系统不启动，否则执行步骤3；步骤3，判断电池温度在设定温度区间b～c℃内，c优选为50℃，是则执行步骤4，否则执行步骤5；步骤4，判断环境温度小于电池温度，是则打开电动汽车电池复合冷却系统的第一阀体111和第二阀体112与散热器1相接的阀口，启动一级冷却，使电池包3与散热器1接通，冷却液经电池包3内换热板使电池冷却后流入散热器1与周围环境换热；否则打开电动汽车电池复合冷却系统的第一阀体111与电池热交换器5相接的阀口、第二阀体112与储液罐7相接的阀口和第四阀体114，启动二级冷却，冷却液流经电池包3冷却电池，热泵系统单元4与电池热交换器5耦合，制冷剂与冷却液换热，降低冷却液温度；步骤5，判断电池温度超出设定温度值c℃，是则打开电动汽车电池复合冷却系统的第三阀体113，启动三级冷却，电池包3与热泵系统单元4直接接通，制冷剂在电池包3的电池包内换热板40内直接蒸发吸热来冷却电池，最后制冷剂在热泵系统单元4的冷凝器8中与外界的环境空气换热；否则进入制热控制模式，本文不详细展开；步骤6，延迟步骤：设定延迟时间t，t优选为1min；步骤7，温度采集更新，并依次循环直至冷却液循环水泵6或压缩机9停止工作。因热量的传输具有一定的延迟性，即温度无法跳跃性变化，而是需要时间逐渐过渡，所以对冷却模式进行时间设定，设定延迟时间，根据电池模组容量、冷却系统能力的大小，这个延迟时间要做出相应的调整，本文延迟时间优选1min。进行电池温度检测步骤后，还可以判断此次电池温度与上次控制循环检测的电池温度的大小，也可以判断此次电池温度与上次控制循环检测的电池温度升高或下降的比率与预设比率的大小；进行延迟时间步骤时，还可以进行冷却回路循环次数设定，也可以更加智能的通过电池温度与预设温度的差值预估电池模组所需散热量，计算出此时冷却液或制冷剂工质的温度下所需制冷量，即流量的多少，进行冷却回路液体工质流量设定。本说明书中的各个实施例均采以上所述仅为本发明的较佳实施例而已，并非用于限定本发明的保护范围。凡在本发明的精神和原则之内所作的任何修改、等同替换、改进等，均包含在本发明的保护范围内。 | 本发明涉及一种电动汽车电池复合冷却系统及其控制方法，根据电池冷却工况等级的不同，利用制冷剂循环与冷却液循环使搭载于车辆的电池冷却，包括：电池包、散热器，散热风扇、冷却液循环水泵构成的散热器常温冷却回路；电池包、电池热交换器、储液罐、冷却液循环水泵、热泵系统单元以及第四阀体构成的制冷剂间接冷却回路；电池包、热泵系统单元以及第三阀体构成的制冷剂直接冷却回路。本发明实现了电池包常态冷却、中高温冷却和过热冷却的较大温度跨度、冷却等级逐渐过渡的电池冷却方式，并将多回路单元相互集成，提升了电池冷却系统的温度作业范围和效率，进而改善了整车的环境适应性、安全性以及行驶里程。 | CN:201810474621.1A | https://patentimages.storage.googleapis.com/7d/89/f2/2fc22ff9c2ab12/CN108711659B.pdf | CN:108711659:B | 高青, 申明 | Jilin University | JP:2010050000:A, JP:2010111269:A, CN:202076386:U, CN:102941791:A, CN:103407346:A, CN:205014863:U, CN:205039220:U, CN:105984304:A, CN:108016235:A, CN:106972220:A, CN:107768768:A, CN:208352485:U | Not available | 2023-11-28 | 1.电动汽车电池复合冷却系统的控制方法，其特征在于，所述电动汽车电池复合冷却系统由散热器常温冷却回路(51)、制冷剂间接冷却回路(52)和制冷剂直接冷却回路(53)相互集成；, 散热器常温冷却回路(51)包括旁边设置散热风扇(2)的散热器(1)，散热器(1)一端通过第一电池包冷却液线(21)连接电池包内换热板冷却液入口(44)，第一电池包冷却液线(21)上设置第一阀体(111)；散热器(1)另一端通过第二电池包冷却液线(22)连接电池包内换热板冷却液出口(43)，第二电池包冷却液线(22)上依次设置第二阀体(112)和冷却液循环水泵(6)；, 所述电池包(3)包括电池模组以及与电池模组直接接触的底置或侧置的电池包内换热板(40)；, 所述电池包内换热板(40)包括相通的电池包内换热板制冷剂进口(41)、电池包内换热板制冷剂出口(42)，相通的电池包内换热板冷却液出口(43)和电池包内换热板冷却液入口(44)；, 所述电池包内换热板(40)结构为上层制冷剂下层冷却液的双层换热板结构或制冷剂和冷却液并行在同层的单层换热板结构；, 制冷剂间接冷却回路(52)包括电池热交换器(5)，电池热交换器(5)的冷却液入口通过第三电池包冷却液制冷剂线(25)连接第一阀体(111)，电池热交换器(5)的冷却液出口通过第四电池包冷却液线(26)连接第二阀体(112)，与冷却液循环水泵(6)及电池包(3)连接形成回路，第四电池包冷却液线(26)上设置储液罐(7)；热泵系统单元(4)位于电池包(3)与电池热交换器(5)之间，热泵系统单元(4)的制冷剂出口经第四阀体(114)与电池热交换器(5)的制冷剂入口连接，电池热交换器(5)的制冷剂出口与热泵系统单元(4)的制冷剂入口连接；, 制冷剂直接冷却回路(53)包括热泵系统单元(4)，热泵系统单元(4)的制冷剂出口经第三阀体(113)通过第二电池包制冷剂线(24)与电池包(3)的电池包内换热板制冷剂进口(41)连接，热泵系统单元(4)的制冷剂入口通过第一电池包制冷剂线(23)和与电池包(3)的电池包内换热板制冷剂出口(42)连接形成回路；, 所述第一阀体(111)、第二阀体(112)为三通阀体，第三阀体(113)、第四阀体(114)为电磁膨胀阀体；所述热泵系统单元(4)包含冷凝器(8)和压缩机(9)；所述电池热交换器(5)为板式换热器结构；, 其中，所述电动汽车电池复合冷却系统采用热管理分级控制，电池低负荷态采用散热器常温冷却进行一级冷却；电池中/高负荷态采用制冷剂间接冷却进行二级冷却，电池过热态采用制冷剂直接低温快速冷却进行三级冷却，具体如下：, 步骤1，温度采集：利用数据采集模块采集环境温度和电池温度并经控制器MCU反馈至中央处理器；, 步骤2，中央处理器判断电池温度是否在设定温度区间a～b℃内，a为20℃，b为35℃，是则发送控制信号至MCU，控制电池复合冷却系统不启动，否则执行步骤3；, 步骤3，中央处理器判断电池温度是否在设定温度区间b～c℃内，c为50℃，是则执行步骤4，否则执行步骤5；, 步骤4，中央处理器判断环境温度是否小于电池温度，是则发送控制信号至控制器MCU，控制电动汽车电池复合冷却系统的第一阀体(111)和第二阀体(112)与散热器(1)相接的阀口打开，启动一级冷却，电池包(3)与散热器(1)接通，冷却液经电池包内换热板(40)使电池冷却后流入散热器(1)与周围环境换热；否则发送控制信号至控制器MCU，控制电动汽车电池复合冷却系统的第一阀体(111)与电池热交换器(5)相接的阀口、第二阀体(112)与储液罐(7)相接的阀口及第四阀体(114)打开，启动二级冷却，冷却液经电池包内换热板(40)使电池冷却，热泵系统单元(4)与电池热交换器(5)耦合，制冷剂与冷却液换热，降低冷却液温度；, 步骤5，中央处理器判断电池温度超出设定温度值c℃，是则发送控制信号至控制器MCU，控制电动汽车电池复合冷却系统的第三阀体(113)打开，启动三级冷却，电池包(3)与热泵系统单元(4)直接接通，制冷剂在电池包内换热板(40)内直接蒸发吸热来冷却电池，最后制冷剂在热泵系统单元(4)的冷凝器(8)中与外界的环境空气换热；否则进入制热控制模式；, 步骤6，延迟步骤：设定延迟时间t，t为1min；, 步骤7，温度采集更新，并依次循环直至冷却液循环水泵(6)或压缩机(9)停止工作。 | CN | China | Active | H | True |
| 246 | 一种智能充电控制方法、装置、整车控制器及电动汽车 \n | CN107298028B | 技术领域本发明属于电动汽车的整车控制技术领域，尤其是涉及一种智能充电控制方法、装置、整车控制器及电动汽车。背景技术随着电动汽车的发展，电动汽车配置的电子电器部件越来越多，导致电动汽车的静态功耗相对于传统车要大的多。当电动汽车长期停置不用时，由于电子电器部件的功率消耗，有可能导致蓄电池亏电，因此，如何避免长期停置不用的电动汽车的蓄电池亏电，成为需要解决的技术问题。发明内容本发明的目的在于提供一种智能充电控制方法、装置、仪表控制器及电动汽车，从而解决了电动汽车在长期停置不用时，出现蓄电池亏电的问题。为了实现上述目的，本发明提供了一种智能充电控制方法，应用于电动汽车的整车控制器，所述方法包括：当整车控制器下电后，获取远程控制单元发送的唤醒信号和智能充电请求信号；其中所述远程控制单元用于获取所述整车控制器发送的智能充电唤醒间隔时间信息后开始计时，当计时达到所述智能充电唤醒间隔时间信息所设定的预设时长之后，发送所述智能充电请求信号；根据所述唤醒信号唤醒，并根据所述智能充电请求信号和所述电动汽车的蓄电池的当前电压，计算对蓄电池进行充电的充电工作时间；当所述电动汽车的当前状态满足蓄电池的智能充电条件时，则向与所述蓄电池连接的直流转换单元发送充电信号，根据所述充电工作时间控制所述直流转换单元对所述蓄电池进行充电。其中，所述根据所述智能充电请求信号和所述电动汽车的蓄电池的当前电压，计算对蓄电池进行充电的充电工作时间的步骤包括：根据预先设定的一充电曲线表，确定与所述当前电压对应的充电工作时间，其中所述充电曲线表中记录了所述蓄电池的不同当前电压时所对应需要充电的充电工作时间的对应关系。其中，当所述电动汽车的当前状态满足蓄电池的智能充电条件时，则向与所述蓄电池连接的直流转换单元发送充电信号，根据所述充电工作时间控制所述直流转换单元对所述蓄电池进行充电的步骤之前，所述方法还包括：检测整车高压系统的状态、汽车门的状态、汽车门锁的状态、动力电池剩余电量的状态、高低压互锁的状态、整车控制器与车身控制器通讯的状态、以及检测是否有对汽车的操作、是否有上高压电的请求；当检测到高压系统有故障、汽车门为开启状态、汽车门锁为未锁闭状态、动力电池的当前剩余电量小于预设阈值、高低压互锁有故障、整车控制器与车身控制器通讯故障，接收到有对汽车的操作、以及接收到上高压电的请求的其中至少之一时，确定所述电动汽车的当前状态不满足蓄电池的智能充电条件。其中，所述根据所述智能充电请求信号和所述电动汽车的蓄电池的当前电压，计算对蓄电池进行充电的充电工作时间的步骤之后，所述方法还包括：根据预先设定的一放电曲线表，确定与所述当前电压对应的智能唤醒间隔时间，并将所述智能唤醒间隔时间发送至所述远程控制单元，所述远程控制单元更新所记录的所述智能唤醒间隔时间，其中，所述放电曲线表中记录了所述蓄电池的不同当前电压时所对应的智能唤醒间隔时间的对应关系。其中，所述根据所述充电工作时间控制所述直流转换单元对所述蓄电池进行充电的过程中，所述方法还包括：间隔预设时长，计算所述蓄电池充电过程中的当前电压；根据所述当前电压和预先设定的一放电曲线表，确定与所述当前电压对应的智能唤醒间隔时间；将所确定的所述智能唤醒间隔时间，输出至所述远程控制单元，所述远程控制单元更新所记录的所述智能唤醒间隔时间。其中，所述根据所述充电工作时间控制所述直流转换单元对所述蓄电池进行充电的过程中，所述方法还包括：检测是否接收到智能充电的中断信号；当接收到智能充电的中断信号时，控制整车进行高压下电，并向与所述蓄电池连接的直流转换单元发送停止充电信号，向所述远程控制单元输出智能充电结束信号，使所述远程控制单元停止输出唤醒信号。其中，所述检测是否接收到智能充电的中断信号的步骤包括：当检测接收到整车高压系统故障信号、接收到对车辆进行操作的信号、接收到汽车门开启信号、接收到汽车门锁解锁信号、接收到前舱盖开启信号、接收到高低压互锁故障信号、接收到动力电池的剩余电量小于设定阈值信号、接收到上高压电操作请求信号或者接收到整车控制器与车身控制器通讯故障的信号的其中至少之一时，确定接收到智能充电的中断信号。本发明还提供一种智能充电控制装置，所述装置包括：获取模块，用于当整车控制器下电后，获取远程控制单元发送的唤醒信号和智能充电请求信号；其中所述远程控制单元用于获取所述整车控制器发送的智能充电唤醒间隔时间信息后开始计时，当计时达到所述智能充电唤醒间隔时间信息所设定的预设时长之后，发送所述智能充电请求信号；第一计算模块，用于根据所述唤醒信号唤醒，并根据所述智能充电请求信号和所述电动汽车的蓄电池的当前电压，计算对蓄电池进行充电的充电工作时间；第一输出模块，用于当所述电动汽车的当前状态满足蓄电池的智能充电条件时，则向与所述蓄电池连接的直流转换单元发送充电信号，根据所述充电工作时间控制所述直流转换单元对所述蓄电池进行充电。其中，所述第一计算模块具体用于根据预先设定的一充电曲线表，确定与所述当前电压对应的充电工作时间，其中所述充电曲线表中记录了所述蓄电池的不同当前电压时所对应需要充电的充电工作时间的对应关系。其中，所述装置还包括：第一检测模块，用于检测整车高压系统的状态、汽车门的状态、汽车门锁的状态、动力电池剩余电量的状态、高低压互锁的状态、整车控制器与车身控制器通讯的状态、以及检测是否有对汽车操作、是否有上高压电的请求；当所述第一检测模块检测到高压系统有故障、汽车门为开启状态、汽车门锁为未锁闭状态、动力电池的当前剩余电量小于预设阈值的状态、高低压互锁有故障、整车控制器与车身控制器通讯故障，接收到有对汽车的操作、以及接收到上高压电的请求的其中至少之一时，确定所述电动汽车的当前状态不满足蓄电池的智能充电的条件。其中，所述装置还包括：第二计算模块，用于根据预先设定的一放电曲线表，确定与所述当前电压对应的智能唤醒间隔时间，并将所述智能唤醒间隔时间发送至所述远程控制单元，所述远程控制单元更新所记录的所述智能唤醒间隔时间，其中，所述放电曲线表中记录了所述蓄电池的不同当前电压时所对应的智能唤醒间隔时间的对应关系。其中，所述装置还包括：第三计算模块，用于根据 间隔预设时长，计算所述蓄电池充电过程中的当前电压；确定模块，用于根据所述当前电压和预先设定的一放电曲线表，确定与所述当前电压对应的智能唤醒间隔时间；第二输出模块，用于将所确定的所述智能唤醒间隔时间，输出至所述远程控制单元，所述远程控制单元更新所记录的所述智能唤醒间隔时间。其中，所述装置还包括：第二检测模块，用于检测是否接收到智能充电的中断信号；控制模块，用于当接收到智能充电的中断信号时，控制整车进行高压下电，并向与所述蓄电池连接的直流转换单元发送停止充电信号，向所述远程控制单元输出智能充电结束信号，使所述远程控制单元停止输出唤醒信号。其中，所述第二检测模块具体用于当检测接收到整车高压系统故障信号、接收到对车辆进行操作的信号、接收到汽车门开启信号、接收到汽车门锁解锁信号、接收到前舱盖开启信号、接收到高低压互锁故障信号、接收到动力电池的剩余电量小于设定阈值信号、接收到上高压电操作请求信号或者接收到整车控制器与车身控制器通讯故障的信号的其中至少之一时，确定接收到智能充电的中断信号。本发明还提供一种整车控制器，包括存储器、处理器及存储在存储器上并可在处理器上运行的计算机程序，其中，所述处理器读取所述存储器中的程序，执行如上所述方法中的步骤。本发明还提供一种汽车，包括远程控制单元、电池管理系统和直流转换单元，其中与所述直流转换单元相连接有蓄电池和动力电池，其中，还包括如上所述的整车控制器，所述整车控制器分别与所述远程控制单元、所述电池管理系统和所述直流转换单元相连接。本发明的上述技术方案至少具有如下有益效果：本发明通过根据蓄电池的电压进行智能充电唤醒间隔时间和智能充电工作时间的计算，并由远程控制单元进行智能充电唤醒间隔时间的计时，当计时完成后，则由整车控制器根据电动汽车的当前状态确定是否进入智能充电，从而实现了在电动汽车长期停置时，无需人为控制对蓄电池充电，同时也避免了蓄电池亏电的问题；其中，通过蓄电池状态的估算实现智能充电，节省了蓄电池监测的传感器资源，节省了大量成本；通过判断电动汽车的当前状态确定是否进入智能充电过程，实现了对整车系统和零部件以及人员安全的保护。附图说明图1是本发明智能充电控制方法的基本步骤的示意图；图2是本发明智能充电控制装置的组成结构的示意图；图3是本发明整车控制器及其他部件的连接示意图；图4是本发明智能充电唤醒间隔时间计算的流程图；图5是本发明智能充电工作控制流程图。附图标记说明：1-整车控制器，2-远程控制单元，3-电池管理系统，4-直流转换单元，5- 车身控制器，6-CAN总线，7-动力电池，8-蓄电池。具体实施方式为使本发明要解决的技术问题、技术方案和优点更加清楚，下面将结合附图及具体实施例进行详细描述。如图1所示，本发明的一实施例提供了一种智能充电控制方法，应用于电动汽车的整车控制器，所述方法包括：步骤11，当整车控制器下电后，获取远程控制单元发送的唤醒信号和智能充电请求信号；其中所述远程控制单元用于获取所述整车控制器发送的智能充电唤醒间隔时间信息后开始计时，当计时达到所述智能充电唤醒间隔时间信息所设定的预设时长之后，发送所述智能充电请求信号；具体的，如图3所示，所述远程控制单元2和所述整车控制器1分别通过 CAN总线6和硬线连接；所述远程控制单元2通过所述CAN总线6接收所述整车控制器1发送的与当前电压相对应的智能充电间隔时间，当接收到所述智能充电间隔时间后，所述远程控制单元2开始计时；当所述远程控制单元2 计时完成，且所述整车控制器1当前为休眠状态时，所述远程控制单元2通过硬线为所述整车控制器1发送唤醒信号，并通过所述CAN总线6为所述整车控制器1发送智能充电请求信号。需要说明的是，所述智能充电唤醒间隔时间是所述整车控制器1下电之前发送至所述远程控制单元2，并由所述远程控制单元2计时。其中，所述整车控制器1被唤醒后，所述整车控制器1获取蓄电池8的当前电压，再根据所述当前电压和预存的放电曲线表确定与所述当前电压相对应的智能充电间隔时间，并将所述智能充电间隔时间通过所述CAN总线6发送至所述远程控制单元2，所述远程控制单元2开始计时；当在智能充电过程中，所述整车控制器 1间隔预设时长后，根据计算的当前电压和充电时长以及预存的充电曲线表确定的前电压所对应的智能充电间隔时间，并发送至所述远程控制单元2，对所述远程控制单元2中的智能充电间隔时间进行更新，并按照更新后的所述智能充电间隔时间重新开始计时。这种在蓄电池智能充电过程中间隔预设时长修正所述智能充电间隔时间，实现了通过对所述蓄电池8的状态的监测来进行智能充电的间隔时间的调整，节省了对所述蓄电池8监测的传感器资源，节省了大量成本；通过根据当前所述蓄电池8的电压不断更新所述智能充电间隔时间，保证了根据所述蓄电池8的电量状态来调整智能充电间隔时间，实现了在所述蓄电池8刚好需要充电时唤醒所述整车控制器1，使其进行智能充电，避免了静置时间过长导致所述蓄电池8亏电，同时也避免了在所述蓄电池8的电量过高时给所述蓄电池充电，造成资源的浪费。步骤12，根据所述唤醒信号唤醒，并根据所述智能充电请求信号和所述电动汽车的蓄电池的当前电压，计算对蓄电池进行充电的充电工作时间；具体的，当所述整车控制器1获取所述蓄电池8的当前电压后，所述整车控制器1计算所述蓄电池8的当前电压所对应的智能充电间隔时间时，还根据所述蓄电池8的当前电压和预先存储的充电曲线表，计算所述蓄电池8的当前电压所对应的智能充电的工作时间。步骤13，当所述电动汽车的当前状态满足蓄电池的智能充电条件时，则向与所述蓄电池连接的直流转换单元发送充电信号，根据所述充电工作时间控制所述直流转换单元对所述蓄电池进行充电。具体的，如图3所示，所述整车控制器1通过所述CAN总线6分别与所述电池管理系统3、车身控制器5和直流转换单元4连接，所述整车控制器1 通过所述CAN总线6获取并检测所述车身控制器5获取的所述电动汽车的车身的各部件的当前状态和所述整车控制器1和所述车身控制器5的通讯状态；通过所述CAN总线6检测所述电池管理系统3获取的动力电池7的当前的电压；通过所述CAN总线6检测所述直流转换单元4和整车高压系统的当前状态；检测是否有人员对所述电动汽车进行操作和是否有上高压电请求等判断所述电动汽车的当前状态是否满足蓄电池的智能充电条件。进一步的，所述步骤12计算智能充电的充电工作时间包括：根据预先设定的一充电曲线表，确定与所述当前电压对应的充电工作时间，其中所述充电曲线表中记录了所述蓄电池的不同当前电压时所对应需要充电的充电工作时间的对应关系。具体的，所述整车控制器1根据检测到的所述蓄电池8的当前电压进行查表，确定所述充电工作时间；其中，当前电压越低，则充电工作时间越长；当前电压越高，则充电工作时间越短，保证了根据所述蓄电池8的电量状态来智能确定整车充电工作时间。进一步的，所述步骤13之前，所述方法还包括：检测所述电动汽车的当前状态是否满足智能充电的条件，其中，检测的所述电动汽车的当前状态包括：检测整车高压系统的状态、汽车门的状态、汽车门锁的状态、动力电池剩余电量的状态、高低压互锁的状态、整车控制器与车身控制器通讯的状态、以及检测是否有对汽车的操作、是否有上高压电的请求；当检测到高压系统有故障、汽车门为开启状态、汽车门锁为未锁闭状态、动力电池的当前剩余电量小于预设阈值、高低压互锁有故障、整车控制器不能够与车身控制器通讯，接收到对汽车的操作、以及接收到上高压电的请求的其中至少之一时，确定所述电动汽车的当前状态不满足蓄电池的智能充电条件。上述对高压系统的状态进行检测包括对所述直流转换单元4的故障检测、其他高压下电的故障和高低压互锁故障，保护了整车系统和零部件的安全；因为智能充电功能是在无人员操作情况下进行的自动上高压工作，因此需要检测是否有人员对所述电动汽车进行操作和是否有其他上高压电的请求，防止人员在无意识车辆上电情况下触电；若车门或机舱盖开启、汽车门锁未锁闭，在智能充电过程中可能会有人员靠近造成危险；若所述动力电池7的当前电量小于预设阈值，则所述动力电池7无法给所述蓄电池8充电。当不满足智能充电的条件时，所述整车控制器1不控制高压上电，直接控制整车进行下电。进一步的，所述步骤12之后，所述方法还包括：确定与所述蓄电池8的当前电压相对应的智能充电间隔时间；具体包括：根据预先设定的一放电曲线表，确定与所述当前电压对应的智能唤醒间隔时间，并将所述智能唤醒间隔时间发送至所述远程控制单元，所述远程控制单元更新所记录的所述智能唤醒间隔时间，其中，所述放电曲线表中记录了所述蓄电池的不同当前电压时所对应的智能唤醒间隔时间的对应关系；高压上电前的所述蓄电池8的电压越高，所述智能充电唤醒间隔时间越长，高压上电前的所述蓄电池8的电压越低，所述智能充电唤醒间隔时间越短，所述蓄电池8的电压越高，说明所述蓄电池8 的状态越好，所述蓄电池8可以静置时间变长。进一步的，所述根据所述充电工作时间控制所述直流转换单元对所述蓄电池进行充电的过程中，所述方法还包括：间隔预设时长，计算所述蓄电池8充电过程中的当前电压；根据所述当前电压和预先设定的一放电曲线表，确定与所述当前电压对应的智能唤醒间隔时间；将所确定的所述智能唤醒间隔时间，输出至所述远程控制单元2，所述远程控制单元2更新所记录的所述智能唤醒间隔时间。具体的，在智能充电过程中，间隔预设时长后，根据高压上电前所述蓄电池8的电压和充电时长以及充电曲线表，确定所述蓄电池8的当前电压，并根据所述当前电压查放电曲线表，确定与所述当前电压相对应的智能唤醒间隔时间，并对所述远程控制单元2中的智能唤醒间隔时间进行更新。这样就实现了替代传感器对所述蓄电池8的监测，节省了大量成本；同时，使所述远程控制单元2计时更加精准。进一步的，所述根据所述充电工作时间控制所述直流转换单元4对所述蓄电池8进行充电的过程中，所述方法还包括：检测是否接收到智能充电的中断信号；当接收到智能充电的中断信号时，控制整车进行高压下电，并向与所述蓄电8池连接的直流转换单元4发送停止充电信号，向所述远程控制单元2输出智能充电结束信号，使所述远程控制单元2停止输出唤醒信号。进一步的，所述检测是否接收到智能充电的中断信号的步骤包括：当检测接收到整车高压系统故障信号、接收到对车辆进行操作的信号、接收到汽车门开启信号、接收到汽车门锁解锁信号、接收到前舱盖开启信号、接收到高低压互锁故障信号、接收到动力电池的剩余电量小于设定阈值信号、接收到上高压电操作请求信号或者接收到整车控制器与车身控制器通讯故障的信号的其中至少之一时，确定接收到智能充电的中断信号。当所述远程控制单元2接收到所述停止输出唤醒信号时，所述远程控制单元2确认所述整车控制器1当前处于休眠状态，所述远程控制单元2进行计时，当所述远程控制单元2计时完成时，所述整车控制器1还处于休眠状态，则所述远程控制单元2通过硬线输出唤醒信号至所述整车控制器1，使其唤醒；其中，所述唤醒信号可以为一高电平。本发明的上述实施例中，所述远程控制单元2可以包括第一存储器和第一计时器，所述远程控制单元2将接收到所述整车控制器1发送的所述智能充电唤醒间隔时间信息后存储于所述第一存储器，当所述整车控制器1再次发送智能充电唤醒间隔时间信息时，最新的智能充电唤醒间隔时间则覆盖已经存储的智能充电唤醒间隔时间，当所述整车控制器1下电后开始计时。所述远程控制单元2也可以不包括第一存储器，当所述远程控制单元2 接收到所述智能充电唤醒间隔时间后就开始计时；当再次接收到智能充电唤醒间隔时间后，则按照最新的智能间隔唤醒间隔时间重新开始计时。如图2所示，本发明的实施例还提供了一种智能充电控制装置，应用于电动汽车的整车控制器，其中，所述装置包括：获取模块21，用于当整车控制器下电后，获取远程控制单元发送的唤醒信号和智能充电请求信号；其中所述远程控制单元用于获取所述整车控制器发送的智能充电唤醒间隔时间信息后开始计时，当计时达到所述智能充电唤醒间隔时间信息所设定的预设时长之后，发送所述智能充电请求信号；第一计算模块22，用于根据所述唤醒信号唤醒，并根据所述智能充电请求信号和所述电动汽车的蓄电池的当前电压，计算对蓄电池进行充电的充电工作时间；第一输出模块23，用于当所述电动汽车的当前状态满足蓄电池的智能充电条件时，则向与所述蓄电池连接的直流转换单元发送充电信号，根据所述充电工作时间控制所述直流转换单元对所述蓄电池进行充电。其中，所述第一计算模块具体用于根据预先设定的一充电曲线表，确定与所述当前电压对应的充电工作时间，其中所述充电曲线表中记录了所述蓄电池的不同当前电压时所对应需要充电的充电工作时间的对应关系。其中，所述装置还包括：第一检测模块，用于检测整车高压系统的状态、汽车门的状态、汽车门锁的状态、动力电池剩余电量的状态、高低压互锁的状态、整车控制器与车身控制器通讯的状态、以及检测是否有对汽车操作、是否有上高压电的请求；当所述第一检测模块检测到高压系统有故障、汽车门为开启状态、汽车门锁为未锁闭状态、动力电池的当前剩余电量小于预设阈值的状态、高低压互锁有故障、整车控制器与车身控制器通讯故障，接收到有对汽车的操作、以及接收到上高压电的请求的其中至少之一时，确定所述电动汽车的当前状态不满足蓄电池的智能充电的条件。其中，所述装置还包括：第二计算模块，用于根据预先设定的一放电曲线表，确定与所述当前电压对应的智能唤醒间隔时间，并将所述智能唤醒间隔时间发送至所述远程控制单元，所述远程控制单元更新所记录的所述智能唤醒间隔时间，其中，所述放电曲线表中记录了所述蓄电池的不同当前电压时所对应的智能唤醒间隔时间的对应关系。其中，所述装置还包括：第三计算模块，用于根据 间隔预设时长，计算所述蓄电池充电过程中的当前电压；确定模块，用于根据所述当前电压和预先设定的一放电曲线表，确定与所述当前电压对应的智能唤醒间隔时间；第二输出模块，用于将所确定的所述智能唤醒间隔时间，输出至所述远程控制单元，所述远程控制单元更新所记录的所述智能唤醒间隔时间。其中，所述装置还包括：第二检测模块，用于检测是否接收到智能充电的中断信号；控制模块，用于当接收到智能充电的中断信号时，控制整车进行高压下电，并向与所述蓄电池连接的直流转换单元发送停止充电信号，向所述远程控制单元输出智能充电结束信号，使所述远程控制单元停止输出唤醒信号。其中，所述第二检测模块具体用于当检测接收到整车高压系统故障信号、接收到对车辆进行操作的信号、接收到汽车门开启信号、接收到汽车门锁解锁信号、接收到前舱盖开启信号、接收到高低压互锁故障信号、接收到动力电池的剩余电量小于设定阈值信号、接收到上高压电操作请求信号或者接收到整车控制器与车身控制器通讯故障的信号的其中至少之一时，确定接收到智能充电的中断信号。本发明的实施例还提供了一种整车控制器，包括存储器、处理器及存储在存储器上并可在处理器上运行的计算机程序，其中，所述处理器读取所述存储器中的程序，执行如上所述方法中的步骤。如图3所示，本发明的实施例还提供了一种汽车，包括远程控制单元2、电池管理系统3和直流转换单元4，其中与所述直流转换单元4相连接有蓄电池8和动力电池7，其中，所述电动汽车还包括如上所述的整车控制器1，所述整车控制器1分别与所述远程控制单元2、所述电池管理系统3和所述直流转换单元4相连接。具体的，如图4和图5所示，所述智能充电的工作过程如下：步骤51，所述远程控制单元2计时完成后，通过硬线发送唤醒信号至所述整车控制器1，通过CAN总线6发送智能充电请求信号至所述整车控制器 1； | 本发明提供一种智能充电控制方法、装置、整车控制器及电动用汽车，涉及整车控制技术领域，所述方法包括：当整车控制器下电后，获取远程控制单元发送的唤醒信号和智能充电请求信号；根据所述唤醒信号唤醒，并根据所述智能充电请求信号和所述电动汽车的蓄电池的当前电压，计算对蓄电池进行充电的充电工作时间；当所述电动汽车的当前状态满足蓄电池的智能充电条件时，则向与所述蓄电池连接的直流转换单元发送充电信号，根据所述充电工作时间控制所述直流转换单元对所述蓄电池进行充电。本发明的方案，实现了为所述蓄电池智能充电的功能，避免电动汽车长期停置导致蓄电池亏电的问题。 | CN:201710427724.8A | https://patentimages.storage.googleapis.com/4d/38/01/3a8dc62b15d257/CN107298028B.pdf | CN:107298028:B | 王金龙, 易迪华, 秦兴权, 王松涛 | Beijing Electric Vehicle Co Ltd | JP:2007189797:A, CN:102963264:A, CN:102673421:A, CN:103036279:A, CN:103986209:A, CN:105922873:A | Not available | 2019-08-27 | 1.一种智能充电控制方法，应用于电动汽车的整车控制器，其特征在于，所述方法包括：, 当整车控制器下电后，获取远程控制单元发送的唤醒信号和智能充电请求信号；其中所述远程控制单元用于获取所述整车控制器发送的智能充电唤醒间隔时间信息后开始计时，当计时达到所述智能充电唤醒间隔时间信息所设定的预设时长之后，发送所述智能充电请求信号；, 根据所述唤醒信号唤醒，并根据所述智能充电请求信号和所述电动汽车的蓄电池的当前电压，计算对蓄电池进行充电的充电工作时间；, 当所述电动汽车的当前状态满足蓄电池的智能充电条件时，则向与所述蓄电池连接的直流转换单元发送充电信号，根据所述充电工作时间控制所述直流转换单元对所述蓄电池进行充电；, 所述根据所述智能充电请求信号和所述电动汽车的蓄电池的当前电压，计算对蓄电池进行充电的充电工作时间的步骤包括：, 根据预先设定的一充电曲线表，确定与所述当前电压对应的充电工作时间，其中所述充电曲线表中记录了所述蓄电池的不同当前电压时所对应需要充电的充电工作时间的对应关系；, 在智能充电过程中，所述整车控制器间隔预设时长后，根据计算的当前电压和充电时长以及预存的充电曲线表确定的前电压所对应的智能充电唤醒间隔时间信息，并发送至所述远程控制单元，对所述远程控制单元中的智能充电唤醒间隔时间信息进行更新，并按照更新后的所述智能充电唤醒间隔时间信息重新开始计时。, 2.根据权利要求1所述的智能充电控制方法，其特征在于，当所述电动汽车的当前状态满足蓄电池的智能充电条件时，则向与所述蓄电池连接的直流转换单元发送充电信号，根据所述充电工作时间控制所述直流转换单元对所述蓄电池进行充电的步骤之前，所述方法还包括：, 检测整车高压系统的状态、汽车门的状态、汽车门锁的状态、动力电池剩余电量的状态、高低压互锁的状态、整车控制器与车身控制器通讯的状态、以及检测是否有对汽车的操作、是否有上高压电的请求；, 当检测到高压系统有故障、汽车门为开启状态、汽车门锁为未锁闭状态、动力电池的当前剩余电量小于预设阈值、高低压互锁有故障、整车控制器与车身控制器通讯故障，接收到有对汽车的操作、以及接收到上高压电的请求的其中至少之一时，确定所述电动汽车的当前状态不满足蓄电池的智能充电条件。, 3.根据权利要求1所述的智能充电控制方法，其特征在于，所述根据所述智能充电请求信号和所述电动汽车的蓄电池的当前电压，计算对蓄电池进行充电的充电工作时间的步骤之后，所述方法还包括：, 根据预先设定的一放电曲线表，确定与所述当前电压对应的智能唤醒间隔时间，并将所述智能唤醒间隔时间发送至所述远程控制单元，所述远程控制单元更新所记录的所述智能唤醒间隔时间，其中，所述放电曲线表中记录了所述蓄电池的不同当前电压时所对应的智能唤醒间隔时间的对应关系。, 4.根据权利要求1所述的智能充电控制方法，其特征在于，所述根据所述充电工作时间控制所述直流转换单元对所述蓄电池进行充电的过程中，所述方法还包括：, 间隔预设时长，计算所述蓄电池充电过程中的当前电压；, 根据所述当前电压和预先设定的一放电曲线表，确定与所述当前电压对应的智能唤醒间隔时间；, 将所确定的所述智能唤醒间隔时间，输出至所述远程控制单元，所述远程控制单元更新所记录的所述智能唤醒间隔时间。, 5.根据权利要求1所述的智能充电控制方法，其特征在于，所述根据所述充电工作时间控制所述直流转换单元对所述蓄电池进行充电的过程中，所述方法还包括：, 检测是否接收到智能充电的中断信号；, 当接收到智能充电的中断信号时，控制整车进行高压下电，并向与所述蓄电池连接的直流转换单元发送停止充电信号，向所述远程控制单元输出智能充电结束信号，使所述远程控制单元停止输出唤醒信号。, 6.根据权利要求5所述的智能充电控制方法，其特征在于，所述检测是否接收到智能充电的中断信号的步骤包括：, 当检测接收到整车高压系统故障信号、接收到对车辆进行操作的信号、接收到汽车门开启信号、接收到汽车门锁解锁信号、接收到前舱盖开启信号、接收到高低压互锁故障信号、接收到动力电池的剩余电量小于设定阈值信号、接收到上高压电操作请求信号或者接收到整车控制器与车身控制器通讯故障的信号的其中至少之一时，确定接收到智能充电的中断信号。, 7.一种智能充电控制装置，应用于电动汽车的整车控制器，其特征在于，所述装置包括：, 获取模块，用于当整车控制器下电后，获取远程控制单元发送的唤醒信号和智能充电请求信号；其中所述远程控制单元用于获取所述整车控制器发送的智能充电唤醒间隔时间信息后开始计时，当计时达到所述智能充电唤醒间隔时间信息所设定的预设时长之后，发送所述智能充电请求信号；, 第一计算模块，用于根据所述唤醒信号唤醒，并根据所述智能充电请求信号和所述电动汽车的蓄电池的当前电压，计算对蓄电池进行充电的充电工作时间；, 第一输出模块，用于当所述电动汽车的当前状态满足蓄电池的智能充电条件时，则向与所述蓄电池连接的直流转换单元发送充电信号，根据所述充电工作时间控制所述直流转换单元对所述蓄电池进行充电；, 所述第一计算模块具体用于根据预先设定的一充电曲线表，确定与所述当前电压对应的充电工作时间，其中所述充电曲线表中记录了所述蓄电池的不同当前电压时所对应需要充电的充电工作时间的对应关系；, 在智能充电过程中，所述整车控制器间隔预设时长后，根据计算的当前电压和充电时长以及预存的充电曲线表确定的前电压所对应的智能充电唤醒间隔时间信息，并发送至所述远程控制单元，对所述远程控制单元中的智能充电唤醒间隔时间信息进行更新，并按照更新后的所述智能充电唤醒间隔时间信息重新开始计时。, 8.根据权利要求7所述的智能充电控制装置，其特征在于，所述装置还包括：, 第一检测模块，用于检测整车高压系统的状态、汽车门的状态、汽车门锁的状态、动力电池剩余电量的状态、高低压互锁的状态、整车控制器与车身控制器通讯的状态、以及检测是否有对汽车操作、是否有上高压电的请求；, 当所述第一检测模块检测到高压系统有故障、汽车门为开启状态、汽车门锁为未锁闭状态、动力电池的当前剩余电量小于预设阈值的状态、高低压互锁有故障、整车控制器与车身控制器通讯故障，接收到有对汽车的操作、以及接收到上高压电的请求的其中至少之一时，确定所述电动汽车的当前状态不满足蓄电池的智能充电的条件。, 9.根据权利要求7所述的智能充电控制装置，其特征在于，所述装置还包括：, 第二计算模块，用于根据预先设定的一放电曲线表，确定与所述当前电压对应的智能唤醒间隔时间，并将所述智能唤醒间隔时间发送至所述远程控制单元，所述远程控制单元更新所记录的所述智能唤醒间隔时间，其中，所述放电曲线表中记录了所述蓄电池的不同当前电压时所对应的智能唤醒间隔时间的对应关系。, 10.根据权利要求7所述的智能充电控制装置，其特征在于，所述装置还包括：, 第三计算模块，用于根据 间隔预设时长，计算所述蓄电池充电过程中的当前电压；, 确定模块，用于根据所述当前电压和预先设定的一放电曲线表，确定与所述当前电压对应的智能唤醒间隔时间；, 第二输出模块，用于将所确定的所述智能唤醒间隔时间，输出至所述远程控制单元，所述远程控制单元更新所记录的所述智能唤醒间隔时间。, 11.根据权利要求7所述的智能充电控制装置，其特征在于，所述装置还包括：, 第二检测模块，用于检测是否接收到智能充电的中断信号；, 控制模块，用于当接收到智能充电的中断信号时，控制整车进行高压下电，并向与所述蓄电池连接的直流转换单元发送停止充电信号，向所述远程控制单元输出智能充电结束信号，使所述远程控制单元停止输出唤醒信号。, 12.根据权利要求11所述的智能充电控制装置，其特征在于，所述第二检测模块具体用于当检测接收到整车高压系统故障信号、接收到对车辆进行操作的信号、接收到汽车门开启信号、接收到汽车门锁解锁信号、接收到前舱盖开启信号、接收到高低压互锁故障信号、接收到动力电池的剩余电量小于设定阈值信号、接收到上高压电操作请求信号或者接收到整车控制器与车身控制器通讯故障的信号的其中至少之一时，确定接收到智能充电的中断信号。, 13.一种整车控制器，包括存储器、处理器及存储在存储器上并可在处理器上运行的计算机程序，其特征在于，所述处理器读取所述存储器中的程序，执行如权利要求1至6任一项所述方法中的步骤。, 14.一种汽车，包括远程控制单元、电池管理系统和直流转换单元，其中与所述直流转换单元相连接有蓄电池和动力电池，其特征在于，还包括权利要求13所述的整车控制器，所述整车控制器分别与所述远程控制单元、所述电池管理系统和所述直流转换单元相连接。 | CN | China | Active | B | True |
| 247 | 电动车用动力电池组安全防控系统及控制方法 \n | WO2019119997A1 | NaN | 本申请涉及一种电动车用动力电池组安全防控系统及控制方法。所述动力电池组安全防控系统包括信号采集装置、主控制器和逐级防控执行器。所述主控制器包括分别与所述逐级防控执行器电连接并向所述逐级防控执行器发送不同的控制指令的故障诊断器、单体热失控判定器和电池组热失控蔓延判定器。所述逐级防控执行器可以根据所述故障诊断器、所述单体热失控判定器和所述电池组热失控蔓延判定器发送的不同的控制指令执行不同等级的防控动作。所述电动车用动力电池组安全防控系统能够提供主动防控措施和被动防控措施，能够针对具体发生事故的实际情况，结合防控系统的防控能力，准确启动防控机制，最大化安全防护效果，保证电动汽车乘员安全。 | PC:T/CN2018/114168 | https://patentimages.storage.googleapis.com/70/07/7e/5e806adfcd4d46/WO2019119997A1.pdf | NaN | 冯旭宁, 何向明, 王莉, 欧阳明高, 卢兰光, 郑思奇, 张干, 潘岳 | 清华大学 | US:20120078178:A1, CN:106654412:A, CN:107331908:A, CN:108091947:A | Not available | 2019-06-27 | 一种电动车用动力电池组安全防控系统(10)，包括用于为电动车提供动力的电池组(100)，其特征在于，还包括信号采集装置(200)，主控制器(300)，逐级防控执行器(400)；, 所述信号采集装置(200)的一端与所述电池组(100)电连接，所述信号采集装置(200)的另一端与所述主控制器(300)电连接，用于获取所述电池组(100)的监测信息，并将监测信息传送至所述主控制器(300)；, 所述主控制器(300)包括故障诊断器(310)、单体热失控判定器(320)和电池组热失控蔓延判定器(330)，所述故障诊断器(310)、所述单体热失控判定器(320)和所述电池组热失控蔓延判定器(330)分别与所述逐级防控执行器(400)电连接，用于向所述逐级防控执行器(400)发送控制指令；, 所述逐级防控执行器(400)用于根据所述故障诊断器(310)、所述单体热失控判定器(320)和所述电池组热失控蔓延判定器(330)发送的控制指令执行防控动作。, 如权利要求1所述的电动车用动力电池组安全防控系统(10)，其特征在于，所述故障诊断器(310)包括内短路检测器(311)、外短路检测器(312)、充放电故障检测器(313)、绝缘失效检测器(314)、碰撞检测器(315)、漏液及起火检测器(316)和过热检测器(317)；, 所述内短路检测器(311)、所述外短路检测器(312)、所述充放电故障检测器(313)、所述绝缘失效检测器(314)、所述碰撞检测器(315)、所述漏液及起火检测器(316)和所述过热检测器(317)分别与所述信号采集装置(200)电连接；, 所述内短路检测器(311)、所述外短路检测器(312)、所述充放电故障检测器(313)、所述绝缘失效检测器(314)、所述碰撞检测器(315)、所述漏液及起火检测器(316)和所述过热检测器(317)分别用于对不同种类的故障进行并行故障诊断、判定故障类型并针对不同的故障类型向所述逐级防控执行器(400)发送故障等级为1级的控制指令。, 如权利要求2所述的电动车用动力电池组安全防控系统(10)，其特征在于，所述内短路检测器(311)包括处理器(301)、选择器(302)、电化学状态判断器(303)、产热状态判断器(304)和逻辑运算器(305)；, 所述电化学状态判断器(303)的一端和所述产热状态判断器(304)的一端分别连接至所述电池组(100)；, 所述电化学状态判断器(303)的另一端和所述产热状态判断器(304)的另一端分别连接至所述处理器(301)；, 所述电化学状态判断器(303)用于获取具有极端电化学状态的电池信息，进行基于模型的电化学异常状态检测，并输出电池电化学状态的检测结果；, 所述产热状态判断器(304)用于获取具有极端产热状态的电池信息，进行基于模型的产热异常状态检测，并输出电池产热状态的检测结果；, 所述处理器(301)用于存储所述电池组(100)的位置及状态信息，所述处理器(301)还用于生成防控动作控制指令；, 所述选择器(302)用于基于“平均+差异”模型，对于极端电池进行筛选；, 所述逻辑运算器(305)用于根据所述电化学状态判断器(303)和所述产热状态判断器(304)获得的检测结果进行逻辑运算，并将运算结果输出至所述处理器(301)。, 如权利要求1所述的电动车用动力电池组安全防控系统(10)，其特征在于，所述单体热失控判定器(320)包括分别与所述信号采集装置(200)电连接的电池单体热失控预测器(321)和电池单体热失控定位器(322)；, 所述电池单体热失控预测器(321)用于预测电池单体发生热失控的可能性，所述电池单体热失控定位器(322)用于判断电池单体发生热失控的区域；, 所述电池单体热失控预测器(321)和所述电池单体热失控定位器(322)用于针对电池单体发生热失控可能性的不同大小和电池单体发生热失控的不同区域向所述逐级防控执行器(400)发送故障等级为2级的控制指令。, 如权利要求1所述的电动车用动力电池组安全防控系统(10)，其特征在于，所述电池组热失控蔓延判定器(330)包括分别与所述信号采集装置(200)电连接的电池组热失控蔓延预测器(331)和电池组热失控蔓延定位器(332)；, 所述电池组热失控蔓延预测器(331)用于判定电池组及相邻区域是否发生热失控蔓延，所述电池组热失控蔓延定位器(332)用于定位发生热失控蔓延的电池组所在区域；, 所述电池组热失控蔓延预测器(331)和所述电池组热失控蔓延定位器(332)用于针对所述电池组(100)是否发生热失控蔓延、发生热失控蔓延的电池组所在区域、所述电池组(100)是否发生热失控蔓延起火、电池单体是否发生起火的不同情况向所述逐级防控执行器(400)发送故障等级为3级的控制指令。, 如权利要求1所述的电动车用动力电池组安全防控系统(10)，其特征在于，所述电池组热失控蔓延判定器(330)还包括电池组热失控蔓延起火判定器(333)、电池组热失控蔓延爆炸判定器(334)和计时器(335)；, 所述电池组热失控蔓延起火判定器(333)、所述电池组热失控蔓延爆炸判定器(334)和所述计时器(335)分别与所述信号采集装置(200)电连接；, 所述电池组热失控蔓延起火判定器(333)用于判定所述电池组(100)是否发生热失控蔓延起火；, 所述电池组热失控蔓延爆炸判定器(334)用于判定所述电池组(100)是否发生热失控蔓延爆炸，如发生爆炸，则向所述逐级防控执行器(400)发送故障等级为4级的控制指令；, 所述计时器(335)与所述电池组热失控蔓延爆炸判定器(334)电连接，用于记录从电池单体热失控到所述电池组(100)爆炸发生的时间间隔。, 如权利要求1所述的电动车用动力电池组安全防控系统(10)，其特征在于，所述逐级防控执行器(400)包括分别与所述主控制器(300)电连接的报警装置(410)、热失控诱因抑制装置(420)、热失控分区抑制装置(430)、灭火装置(440)和安全泄放装置(450)；, 热失控诱因抑制装置(420)包括切断装置(421)和隔离装置(422)，所述切断装置(421)和所述隔离装置(422)分别设置于待执行相应的防控动作的装置，所述切断装置(421)用于切断故障单体、故障区域电路，所述隔离装置(422)用于隔离故障单体、隔离充放电电路，切断所述电池组(100)总电路。, 如权利要求7所述的电动车用动力电池组安全防控系统(10)，其特征在于，所述热失控蔓延抑制系统(430)包括热流被动引导装置(431)、热流主动引导装置(435)、换热器(438)和可燃气体抽排装置(439)；, 所述热流被动引导装置(431)设置于所述电池组(100)的不同区域，用于当发生热失控时被动引导热量的流动；, 所述热流主动引导装置(435)设置于所述电池组(100)的不同区域，用于当发生热失控时主动引导热量的流动；, 所述换热器(438)设置于所述电池组(100)的不同区域，用于完成所述电池组(100)与外界的热量交换；, 所述可燃气体抽排装置(439)设置于所述电池组(100)的不同区域，用于完成可燃气体的向外排放。, 如权利要求8所述的电动车用动力电池组安全防控系统(10)，其特征在于，所述灭火装置(440)包括灭火剂罐体(441)、灭火剂输送管路(442)和灭火剂喷射阀体(443)；, 所述灭火剂罐体(441)和所述灭火剂喷射阀体(443)通过所述灭火剂输送管路(442)连接；, 所述灭火剂喷射阀体(443)包括第I区灭火剂喷射阀体(444)和第II区灭火剂喷射阀体(445)，所述第I区灭火剂喷射阀体(444)和所述第II区灭火剂喷射阀体(445)用 于完成不同剂量的灭火剂的喷射。, 如权利要求1所述的电动车用动力电池组安全防控系统(10)，其特征在于：所述主控制器(300)和所述逐级防控执行器(400)之间通过网络通信连接。, 一种电动车用动力电池组安全防控系统的控制方法，其特征在于，, 动力电池组安全防控系统(10)包括：, 电池组(100)，用于为电动车提供动力；, 信号采集装置(200)，所述信号采集装置(200)的一端与所述电池组(100)电连接；, 主控制器(300)，所述主控制器(300)与所述信号采集装置(200)的另一端电连接；以及, 逐级防控执行器(400)，与所述主控制器(300)电连接；, 所述控制方法包括以下步骤：, S100，所述信号采集装置(200)获取所述电池组(100)的监测信息，并将所述监测信息传送至所述主控制器(300)；, S200，所述主控制器(300)根据所述监测信息生成控制指令，并将所述控制指令发送至所述逐级防控执行器(400)；, S300，所述逐级防控执行器(400)根据所述主控制器(300)发送的控制指令执行防控动作。, 如权利要求11所述的电动车用动力电池组安全防控系统的控制方法，其特征在于，所述主控制器(300)包括故障诊断器(310)、单体热失控判定器(320)和电池组热失控蔓延判定器(330)，所述故障诊断器(310)、所述单体热失控判定器(320)和所述电池组热失控蔓延判定器(330)分别与所述逐级防控执行器(400)电连接；, 所述步骤S200具体包括：, S210，所述故障诊断器(310)、所述单体热失控判定器(320)和所述电池组热失控蔓延判定器(330)中的一个或者多个根据所述监测信息生成至少一种控制指令，并将所述至少一种控制指令发送至所述逐级防控执行器(400)。, 如权利要求12所述的电动车用动力电池组安全防控系统的控制方法，其特征在于，所述故障诊断器(310)包括内短路检测器(311)、外短路检测器(312)、充放电故障检测器(313)、绝缘失效检测器(314)、碰撞检测器(315)、漏液及起火检测器(316)和过热检测器(317)；, 所述内短路检测器(311)、所述外短路检测器(312)、所述充放电故障检测器(313)、所述绝缘失效检测器(314)、所述碰撞检测器(315)、所述漏液及起火检测器(316)和所 述过热检测器(317)分别与所述信号采集装置(200)电连接；, 所述步骤S210具体包括：, S211，所述内短路检测器(311)、所述外短路检测器(312)、所述充放电故障检测器(313)、所述绝缘失效检测器(314)、所述碰撞检测器(315)、所述漏液及起火检测器(316)和所述过热检测器(317)分别对不同种类的故障进行并行故障诊断、判定故障类型并针对不同的故障类型向所述逐级防控执行器(400)发送故障等级为1级的控制指令。, 如权利要求12所述的电动车用动力电池组安全防控系统的控制方法，其特征在于，所述内短路检测器(311)包括处理器(301)、选择器(302)、电化学状态判断器(303)、产热状态判断器(304)和逻辑运算器(305)；, 所述电化学状态判断器(303)的一端和所述产热状态判断器(304)的一端分别连接至所述电池组(100)，所述电化学状态判断器(303)的另一端和所述产热状态判断器(304)的另一端分别连接至所述处理器(301)；, 所述控制方法还包括：, 所述电化学状态判断器(303)获取具有极端电化学状态的电池信息，进行基于模型的电化学异常状态检测，并输出电池电化学状态的检测结果；, 所述产热状态判断器(304)获取具有极端产热状态的电池信息，进行基于模型的产热异常状态检测，并输出电池产热状态的检测结果；, 所述处理器(301)存储所述电池组(100)的位置及状态信息，并生成防控动作控制指令；, 所述选择器(302)基于“平均+差异”模型，对于极端电池进行筛选；, 所述逻辑运算器(305)根据所述电化学状态判断器(303)和所述产热状态判断器(304)获得的检测结果进行逻辑运算，并将运算结果输出至所述处理器(301)。, 如权利要求12所述的电动车用动力电池组安全防控系统的控制方法，其特征在于，所述单体热失控判定器(320)包括分别与所述信号采集装置(200)电连接的电池单体热失控预测器(321)和电池单体热失控定位器(322)；, 所述步骤S210具体包括：, S212，所述电池单体热失控预测器(321)用预测电池单体发生热失控的可能性，所述电池单体热失控定位器(322)判断电池单体发生热失控的区域；, S213，所述电池单体热失控预测器(321)和所述电池单体热失控定位器(322)针对电池单体发生热失控可能性的不同大小和电池单体发生热失控的不同区域向所述逐级防控执行器(400)发送故障等级为2级的控制指令。, 如权利要求12所述的电动车用动力电池组安全防控系统的控制方法，其特征在于，所述电池组热失控蔓延判定器(330)包括分别与所述信号采集装置(200)电连接的电池组热失控蔓延预测器(331)和电池组热失控蔓延定位器(332)；, 所述步骤S210具体包括：, S214，所述电池组热失控蔓延预测器(331)判定电池组及相邻区域是否发生热失控蔓延，所述电池组热失控蔓延定位器(332)定位发生热失控蔓延的电池组所在区域；, S215，所述电池组热失控蔓延预测器(331)和所述电池组热失控蔓延定位器(332)针对所述电池组(100)是否发生热失控蔓延、发生热失控蔓延的电池组所在区域、所述电池组(100)是否发生热失控蔓延起火、电池单体是否发生起火的不同情况向所述逐级防控执行器(400)发送故障等级为3级的控制指令。, 如权利要求12所述的电动车用动力电池组安全防控系统的控制方法，其特征在于，所述电池组热失控蔓延判定器(330)还包括电池组热失控蔓延起火判定器(333)、电池组热失控蔓延爆炸判定器(334)和计时器(335)；, 所述电池组热失控蔓延起火判定器(333)、所述电池组热失控蔓延爆炸判定器(334)和所述计时器(335)分别与所述信号采集装置(200)电连接，并且所述计时器(335)与所述电池组热失控蔓延爆炸判定器(334)电连接；, 所述步骤S210具体包括：, S216，所述电池组热失控蔓延起火判定器(333)判定所述电池组(100)是否发生热失控蔓延起火；, S217，所述电池组热失控蔓延爆炸判定器(334)判定所述电池组(100)是否发生热失控蔓延爆炸，如发生爆炸，则向所述逐级防控执行器(400)发送故障等级为4级的控制指令；, S218，所述计时器(335)记录从电池单体热失控到所述电池组(100)爆炸发生的时间间隔。, 如权利要求11所述的电动车用动力电池组安全防控系统的控制方法，其特征在于，所述逐级防控执行器(400)包括分别与所述主控制器(300)电连接的报警装置(410)、热失控诱因抑制装置(420)、热失控分区抑制装置(430)、灭火装置(440)和安全泄放装置(450)；, 热失控诱因抑制装置(420)包括切断装置(421)和隔离装置(422)，所述切断装置(421)和所述隔离装置(422)分别设置于待执行相应的防控动作的装置；, 所述热失控蔓延抑制系统(430)包括热流被动引导装置(431)、热流主动引导装置 (435)、换热器(438)和可燃气体抽排装置(439)，所述热流被动引导装置(431)设置于所述电池组(100)的不同区域，所述热流主动引导装置(435)设置于所述电池组(100)的不同区域，所述换热器(438)设置于所述电池组(100)的不同区域，所述可燃气体抽排装置(439)设置于所述电池组(100)的不同区域；, 所述控制方法还包括以下各个步骤中的一种或者多种：, 所述切断装置(421)切断故障单体、故障区域电路；, 所述隔离装置(422)隔离故障单体、隔离充放电电路，切断所述电池组(100)总电路；, 所述热流被动引导装置(431)被动引导热量的流动；, 所述热流主动引导装置(435)主动引导热量的流动；, 所述换热器(438)实现所述电池组(100)与外界的热量交换；, 所述可燃气体抽排装置(439)实现可燃气体的向外排放。, 如权利要求18所述的电动车用动力电池组安全防控系统的控制方法，其特征在于，所述灭火装置(440)包括灭火剂罐体(441)、灭火剂输送管路(442)和灭火剂喷射阀体(443)，所述灭火剂罐体(441)和所述灭火剂喷射阀体(443)通过所述灭火剂输送管路(442)连接；所述灭火剂喷射阀体(443)包括第I区灭火剂喷射阀体(444)和第II区灭火剂喷射阀体(445)；, 所述控制方法还包括：, 所述第I区灭火剂喷射阀体(444)和所述第II区灭火剂喷射阀体(445)喷射不同剂量的灭火剂。, 一种电动车用动力电池组安全防控系统(10)，其特征在于，包括电池组(100)，信号采集装置(200)，主控制器(300)，逐级防控执行器(400)；, 所述电池组(100)用于为电动车提供动力；, 所述信号采集装置(200)的一端与所述电池组(100)电连接，所述信号采集装置(200)的另一端与所述主控制器(300)电连接，用于获取所述电池组(100)的监测信息，并将监测信息传送至所述主控制器(300)；, 所述主控制器(300)包括故障诊断器(310)、单体热失控判定器(320)和电池组热失控蔓延判定器(330)，所述故障诊断器(310)、所述单体热失控判定器(320)和所述电池组热失控蔓延判定器(330)分别与所述逐级防控执行器(400)电连接，用于向所述逐级防控执行器(400)发送控制指令；, 所述逐级防控执行器(400)用于根据所述故障诊断器(310)、所述单体热失控判定器 (320)和所述电池组热失控蔓延判定器(330)发送的控制指令执行防控动作；, 其中，所述故障诊断器(310)包括内短路检测器(311)、外短路检测器(312)、充放电故障检测器(313)、绝缘失效检测器(314)、碰撞检测器(315)、漏液及起火检测器(316)和过热检测器(317)；, 所述内短路检测器(311)、所述外短路检测器(312)、所述充放电故障检测器(313)、所述绝缘失效检测器(314)、所述碰撞检测器(315)、所述漏液及起火检测器(316)和所述过热检测器(317)分别与所述信号采集装置(200)电连接；, 所述内短路检测器(311)、所述外短路检测器(312)、所述充放电故障检测器(313)、所述绝缘失效检测器(314)、所述碰撞检测器(315)、所述漏液及起火检测器(316)和所述过热检测器(317)分别用于对不同种类的故障进行并行故障诊断、判定故障类型并针对不同的故障类型向所述逐级防控执行器(400)发送故障等级为1级的控制指令；, 其中，所述电池组热失控蔓延判定器(330)还包括电池组热失控蔓延起火判定器(333)、电池组热失控蔓延爆炸判定器(334)和计时器(335)；, 所述电池组热失控蔓延起火判定器(333)、所述电池组热失控蔓延爆炸判定器(334)和所述计时器(335)分别与所述信号采集装置(200)电连接；, 所述电池组热失控蔓延起火判定器(333)用于判定所述电池组(100)是否发生热失控蔓延起火；, 所述电池组热失控蔓延爆炸判定器(334)用于判定所述电池组(100)是否发生热失控蔓延爆炸，如发生爆炸，则向所述逐级防控执行器(400)发送故障等级为4级的控制指令；, 所述计时器(335)与所述电池组热失控蔓延爆炸判定器(334)电连接，用于记录从电池单体热失控到所述电池组(100)爆炸发生的时间间隔。, 其中，所述逐级防控执行器(400)包括分别与所述主控制器(300)电连接的报警装置(410)、热失控诱因抑制装置(420)、热失控分区抑制装置(430)、灭火装置(440)和安全泄放装置(450)；, 热失控诱因抑制装置(420)包括切断装置(421)和隔离装置(422)，所述切断装置(421)和所述隔离装置(422)分别设置于待执行相应的防控动作的装置，所述切断装置(421)用于切断故障单体、故障区域电路，所述隔离装置(422)用于隔离故障单体、隔离充放电电路，切断所述电池组(100)总电路。 | WO | WIPO (PCT) | NaN | H | True |
| 248 | 温度管理の改善された二次電池パック \n | JP2023119058A | NaN | 【課題】好適な温度管理を可能とし、今もなお待望されている、無制御な熱イベントに起因する人的及び物的リスクを最小化する新規電池パックを提供すること。【解決手段】本発明は、純電気自動車（ＥＶ）、プラグインハイブリッド車（ＰＨＥＶ）、ハイブリッド車（ＨＥＶ）に有用な、改善された温度管理を備えた新規二次電池パック、またはその他の乗り物用バッテリーのための電池パックに関し、より具体的には、二次電池パックを断熱し、さらに、電池パック内の熱暴走の伝播を最小化するための特定材料の使用に関する。【選択図】図１ | JP:2023113260A | https://patentimages.storage.googleapis.com/10/20/02/dd37a0f51798f8/JP2023119058A.pdf | NaN | バージニア・オニール, O'neil Virginia, ジェシカ・ハンリー, Hanley Jessica, マシュー・キハラ, KIHARA Matthew, リーアン・ブラウン, BROWN Leeanne, マイケル・ジョン・ワトソン, John Watson Michael, マシュー・ポール・ティモンズ, Paul Timmons Matthew | Elkem Silicones USA Corp | NaN | 2023-07-10 | 2023-08-25 | \n 二次電池パックであって、\n・相互に電機的に接続された複数の電池セル１０３が内部に配置された、少なくとも１つの電池モジュールケーシング１０２、並びに\n・シリコーンゴムバインダー及び中空ガラスビーズを含むシリコーンゴムシンタクチックフォームであって、前記電池モジュールケーシング１０２のオープンスペースを部分的に若しくは完全に満たし且つ／又は前記電池セル１０３を部分的に若しくは全体的に覆い且つ／又は前記モジュールケーシング１０２を部分的に若しくは全体的に覆う前記シリコーンゴムシンタクチックフォーム\nを含み、\n 前記シリコーンゴムシンタクチックフォームが、過酸化物硬化型オルガノポリシロキサン組成物Ｘ又は縮合型オルガノポリシロキサン組成物Ｘを硬化することにより得られる、前記二次電池パック。\n, \n 前記電池モジュールケーシング１０２を覆う蓋をさらに含む、請求項１に記載の二次電池パック。\n, \n 電池セル１０３が、リチウムイオン型である、請求項１又は２に記載の二次電池パック。\n, \n 電池セル間の２つ以上の境界に配置される複数の熱放散部材、及び前記電池モジュールケーシング１０２の片側に取り付けられた前記熱放散部材に一体化して相互連結された少なくとも１つの熱交換部材をさらに含み、それにより、前記電池セルの充放電中に前記電池セルから生成された熱が、前記熱交換部材により除去される、請求項１～３のいずれかに記載の二次電池パック。\n, \n 熱放散部材が、高い熱伝導率を示す熱伝導材料から作られたものであり、前記熱交換部材が、液体又はガス等の冷却剤が流れることを可能とする１つ又は複数の冷却材チャネルを備える、請求項４に記載の二次電池パック。\n, \n 中空ガラスビーズが、中空ホウケイ酸塩ガラス微小球である、請求項１～５のいずれかに記載の二次電池パック。\n, \n 前記中空ホウケイ酸塩ガラス微小球が、０．１０グラム／立方センチメートル～０．６５グラム／立方センチメートルの範囲の真密度を有する、請求項６に記載の二次電池パック。\n, \n 前記中空ガラスビーズの添加量が、前記シリコーンゴムシンタクチックフォーム中の最大８０体積％までである、請求項１～７のいずれかに記載の二次電池パック。\n, \n 前記中空ガラスビーズの添加量が、前記シリコーンゴムシンタクチックフォームの５体積％～７０体積％である、請求項１～７のいずれかに記載の二次電池パック。\n, \n 前記シリコーンゴムシンタクチックフォームが、少なくとも部分的に前記複数の電池セル１０３を封入するように前記電池モジュールケーシング１０２中に配置され、且つ／又は前記電池モジュールケーシング１０２を少なくとも部分的に封入するように前記電池モジュールケーシング１０２の外側に配置される、注封材料として使用される、請求項１～９のいずれかに記載の二次電池パック。\n, \n 乗り物内に配置される、請求項１～１０のいずれかに記載の二次電池パック。\n, \n 自動車中に配置される、請求項１～１０のいずれかに記載の二次電池パック。\n, \n 純電気自動車（ＥＶ）、プラグインハイブリッド車（ＰＨＥＶ）、ハイブリッド車（ＨＥＶ）中に配置される、請求項１～１０のいずれかに記載の二次電池パック。\n, \n 航空機、ボート、大型船、列車又はウォールユニット中に配置される、請求項１～１０のいずれかに記載の二次電池パック。\n | JP | Japan | Pending | H | True |
| 249 | Methods, systems, and products for charging electric vehicles \n | US10131242B2 | This application is a Continuation of and claims priority to U.S. patent application Ser. No. 14/070,494 filed Nov. 2, 2013. The contents of each of the foregoing is/are hereby incorporated by reference into this application as if set forth herein in full.\nA portion of the disclosure of this patent document and its attachments contain material which is subject to copyright protection. The copyright owner has no objection to the facsimile reproduction by anyone of the patent document or the patent disclosure, as it appears in the Patent and Trademark Office patent files or records, but otherwise reserves all copyrights whatsoever.\nElectric vehicles (or “EVs”) have been proposed since the earliest days of the automotive industry. With today's stringent pollution laws and mileage requirements, electric vehicles are again gaining attention. All-electric vehicles and hybrid-electric vehicles are coming to market, and public charging stations are being proposed and installed throughout the country. These charging stations allow a vehicle's battery to be charged while the driver shops or works.\nThe features, aspects, and advantages of the exemplary embodiments are better understood when the following Detailed Description is read with reference to the accompanying drawings, wherein:\n FIGS. 1-5 are simplified schematics illustrating an operating environment in which exemplary embodiments may be implemented;\n FIG. 6 is a block diagram further illustrating the operating environment, according to exemplary embodiments;\n FIG. 7 is a more detailed block diagram illustrating the operating environment, according to exemplary embodiments;\n FIGS. 8-11 are detailed illustrations of an initial communication, according to exemplary embodiments;\n FIG. 12 is a schematic illustrating inspection of electrical power, according to exemplary embodiments;\n FIGS. 13-14 are diagrams illustrating signal superimposition, according to exemplary embodiments;\n FIG. 15 is a block diagram illustrating filtering of the electrical power, according to exemplary embodiments;\n FIGS. 16-17 are more diagrams illustrating the signal superimposition, according to exemplary embodiments;\n FIG. 18 is a diagram illustrating radio frequency identifiers, according to exemplary embodiments;\n FIGS. 19-21 are more diagrams illustrating the signal superimposition, according to exemplary embodiments;\n FIG. 22 is a diagram illustrating more spectrum security measures, according to exemplary embodiments;\n FIG. 23 is a diagram illustrating wireless charging, according to exemplary embodiments; and\n FIG. 24 is a detailed block diagram illustrating a vehicle, according to exemplary embodiments.\nThe exemplary embodiments will now be described more fully hereinafter with reference to the accompanying drawings. The exemplary embodiments may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. These embodiments are provided so that this disclosure will be thorough and complete and will fully convey the exemplary embodiments to those of ordinary skill in the art. Moreover, all statements herein reciting embodiments, as well as specific examples thereof, are intended to encompass both structural and functional equivalents thereof. Additionally, it is intended that such equivalents include both currently known equivalents as well as equivalents developed in the future (i.e., any elements developed that perform the same function, regardless of structure).\nThus, for example, it will be appreciated by those of ordinary skill in the art that the diagrams, schematics, illustrations, and the like represent conceptual views or processes illustrating the exemplary embodiments. The functions of the various elements shown in the figures may be provided through the use of dedicated hardware as well as hardware capable of executing associated software. Those of ordinary skill in the art further understand that the exemplary hardware, software, processes, methods, and/or operating systems described herein are for illustrative purposes and, thus, are not intended to be limited to any particular named manufacturer.\nAs used herein, the singular forms “a,” “an,” and “the” are intended to include the plural forms as well, unless expressly stated otherwise. It will be further understood that the terms “includes,” “comprises,” “including,” and/or “comprising,” when used in this specification, specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof. It will be understood that when an element is referred to as being “connected” or “coupled” to another element, it can be directly connected or coupled to the other element or intervening elements may be present. Furthermore, “connected” or “coupled” as used herein may include wirelessly connected or coupled. As used herein, the term “and/or” includes any and all combinations of one or more of the associated listed items.\nIt will also be understood that, although the terms first, second, etc. may be used herein to describe various elements, these elements should not be limited by these terms. These terms are only used to distinguish one element from another. For example, a first device could be termed a second device, and, similarly, a second device could be termed a first device without departing from the teachings of the disclosure.\n FIGS. 1-5 are simplified schematics illustrating an environment in which exemplary embodiments may be implemented. FIG. 1 illustrates a vehicle 10 and a charging station 12. The charging station 12 receives electrical power 14 (e.g., current and voltage) from the electric grid 16, a solar array 18, or any other source. The charging station 12 wiredly and/or wirelessly transmits some or all of the electrical power 14 to the vehicle 10. The electrical power 14 is stored in one or more batteries 20 installed within the vehicle 10. Because the vehicle 10, the charging station 12, and the batteries 20 are generally known, this disclosure will not dwell on the known aspects.\nCharging, though, may require an authentication 22. Before the batteries 20 may be initially or partially charged, some authentication procedure may be required. The driver, for example, may need to successfully authenticate, and/or the vehicle 10 itself may authenticate. Regardless, if the authentication 22 is successful, the batteries 20 may be fully charged. If the authentication 22 fails, however, charging may be terminated.\n FIGS. 2 and 3 illustrate an initial handshake. Here, an initial communication 30 may be required before charging the batteries 20 in the vehicle 10. FIG. 2, for example, illustrates the initial communication 30 between the vehicle 10 and the charging station 12. The initial communication 30, however, may be established between a mobile, wireless device 32 and the charging station 12, as FIG. 3 illustrates. The wireless device 32, for example, may be the driver's or an occupant's smart phone or computer. As the vehicle 10 approaches the charging station 12, the vehicle 10 and/or the wireless device 32 may utilize a communications network 34 (such as cellular, WI-FI® or BLUETOOTH®) to establish communication with the charging station 12. Regardless, authentication credentials 36 may be sent. The initial communication 30 may thus be any electronic message, text message, or call. If the authentication credentials 36 are verified, then the charging station 12 may be authorized to send the electrical power 14 to the vehicle 10. The vehicle, additionally or alternatively, may be authorized to accept the electrical power 14 from the charging station 12. If authorization fails, however, then charging may be terminated.\n FIG. 4 illustrates a second layer of security for the charging process. Once the initial communication 30 is established, one or more parameters 40 may be selected. That is, the initial communication 30 may only be the preliminary “handshake” that establishes the parameters 40 of the charging process. Once the parameters 40 are agreed upon, the initial communication 30 may then be terminated. The charging station 12 then delivers the electrical power 14 to the vehicle 10. If the electrical power 14 exhibits the one or more parameters 40, then charging of the batteries 20 may be permitted. If, however, the electrical power 14 fails to match any of the parameters 40, then charging may be terminated.\nExemplary embodiments may thus include multiple levels of authentication. Exemplary embodiments may require only the correct authentication credentials (illustrated as reference numeral 36 in FIG. 2). However, exemplary embodiments may add a more dynamic and variable authentication procedure as illustrated in FIG. 4. Because the initial communication 30 establishes the parameters 40 of the electrical power 14, the parameters 40 add a second (or more) level of authentication. The initial communication 30, for example, may specify or agree to one or more frequencies 42 of the subsequent electrical power 14. Indeed, exemplary embodiments may require sophisticated signal superimpositioning 52 and/or frequency modulation 54, as later paragraphs will explain. If the electrical power 14 exhibits the one or more parameters 40, then the vehicle 10 may permit charging of the batteries 20. If, however, the electrical power 14 has one or more wrong parameters, then charging may be denied.\nExemplary embodiments may thus separate the initial handshake 30 from the actual charging of the batteries 20. Exemplary embodiments may superimpose one, or even multiple, signals over the original alternating current sine wave signal of the electrical power 14. Signals may be superimposed onto the electrical power 14, based on the parameters 40. Exemplary embodiments may thus superimpose and form a unique signal footprint for follow up communication. Exemplary embodiments may utilize frequency- and/or phase-adjusting filters that may only pass the correct signals, eliminating the rest (as later paragraphs will explain). If the signal set during the handshake 30 is not correctly adjusted at both the transmitting end (the charging station 12) and at receiving end (the vehicle 10), then authentication may fail and the charging station 12 terminates charging. When charging is authenticated, though, the charging costs may be billed to some account (such as the driver's credit card, as later paragraphs will explain).\n FIG. 5 illustrates payment for charging the batteries 20. When charging is approved, the charging station 12 supplies the electrical power 14 to the vehicle's batteries 20. FIG. 5 illustrates the electrical power 14 being transferred over a physical charging cable 50, yet the electrical power 14 may be wirelessly and/or inductively coupled. As the batteries 20 charge, the charging station 12 may meter the electrical power 14. That is, the charging station 12 may measure or log the electrical current and/or voltage consumed (perhaps in kilowatt minutes or hours) to charge the batteries 20. The charging station 12 may thus perform or process a financial transaction 60 for charging the batteries 20 installed within the vehicle 10. The charging station 12, for example, may query a relational database 62 (via the communications network 34). The relational database 62 stores any billing information (such as a credit card number 64) that is processed for payment. Exemplary embodiments thus include a secure and simple automatic payment mechanism for charging the batteries 20. The occupants may thus quickly exit the vehicle 10 and proceed with other tasks without arranging payment.\n FIG. 6 is a block diagram further illustrating the operating environment, according to exemplary embodiments. Here the vehicle 10 may communicate with the charging station 12 via the communications network 34. The communications network 34, though, may also enable communications with an authentication server 70 and/or with a financial server 72. That is, any of the vehicle 10, the charging station 12, the mobile wireless device 32, the authentication server 70, and/or the financial server 72 may query and communicate with each other to authenticate charging of the batteries 20 in the vehicle 10.\nExemplary embodiments may be applied regardless of networking environment. The communications network 34 may utilize any portion of the electromagnetic spectrum and any signaling standard (such as the I.E.E.E. 802 family of standards, GSM/CDMA/TDMA or any cellular standard, and/or the ISM band). The communications network 34, for example, may utilize BLUETOOTH® or WI-FI® to establish or convey communications. The communications network 90 may also utilize a radio-frequency domain and/or an Internet Protocol (IP) domain. The communications network 34, however, may also include a distributed computing network, such as the Internet (sometimes alternatively known as the “World Wide Web”), an intranet, a local-area network (LAN), and/or a wide-area network (WAN). The communications network 34 may also include coaxial cables, copper wires, fiber optic lines, and/or hybrid-coaxial lines. The communications network 34 may even include powerline portions, in which signals are communicated via electrical wiring. The concepts described herein may be applied to any wireless/wireline communications network, regardless of physical componentry, physical configuration, or communications standard(s).\n FIG. 7 is a more detailed block diagram illustrating the operating environment, according to exemplary embodiments. Here the vehicle 10 has at least one vehicle controller 80 that interfaces with the charging station 12 and/or with the occupant's wireless device 32. The vehicle controller 80 also interfaces with an on-board AC/DC converter 81. When the charging station 12 supplies the electrical power 14, the electrical power 14 may be supplied as an alternating current (AC) sine wave signal. The batteries 20, however, may require a direct current (DC) signal. The AC/DC converter 81 thus transforms the electrical power 14 from an alternating current (AC) signal to a direct current signal. Because AC/DC conversion is know, the details need not be further explained.\nThe vehicle controller 80 may manage charging. The vehicle controller 80 has a processor 82 (e.g., μP″), application specific integrated circuit (ASIC), or other component that executes a vehicle-side charging application 84 stored in a memory 86. The vehicle-side charging application 84 is a set of programming, code, or instructions that cause the processor 82 to accept the electrical power (illustrated as reference numeral 14 in FIG. 1) from the charging station 12. The vehicle controller 80 may interface with a wired and/or wireless transceiver 88 to wirelessly communicate with the charging station 12 and/or with the wireless device 32 via the communications network (illustrated as reference numeral 34 in FIG. 6).\n FIG. 7 also illustrates a charger controller 90. The charging station 12 has a processor 92 that executes a charger-side charging application 94 stored in a memory 96. The charger-side charging application 94 is a set of programming, code, or instructions that cause the processor 92 to supply the electrical power 14 to the vehicle. The charging station 12 may also have a wired and/or wireless transceiver 98 to wirelessly communicate via the communications network 34.\nThe wireless device 32, likewise, may have a processor 100. The wireless device 32 executes a device-side charging application 102 stored in a memory 104. The device-side charging application 102 is a set of programming, code, or instructions that cause the processor 100 to cooperate, when needed, in authenticating and charging. The wireless device 32 also has a transceiver 106 to wirelessly communicate with the vehicle 10 and the charging station 12. Any of the charging station 12, the wireless device 32, and the vehicle controller 80 may thus participate in the authentication and charging of the batteries 20. The vehicle-side charging application 84, the charger-side charging application 94, and/or the device-side charging application 102 may thus cooperate to authenticate and to charge the batteries 20 installed in the vehicle 10.\n FIGS. 8-10 are more detailed illustrations of the initial communication 30, according to exemplary embodiments. FIG. 8 illustrates how the initial communication 30 may originate from the occupant's wireless device 32. Earlier paragraphs already explained how the driver, for example, may initiate or send the initial communication 30 from the wireless device 32. The wireless device 32, for example, may utilize the communications network 34 to establish communication with the authentication server 70. The driver, however, may alternatively establish the initial communication 30 with the charging station 12. The driver may even use a telephony network 110 (such as the public switched telephone network and/or a cellular network) to call or text message the authentication server 70 and/or the charging station 12. The driver may establish the initial communication 30 and send the authentication credentials 36. If the authentication credentials 36 are verified, then the charging station 12 may be authorized to charge the batteries 20 in the vehicle 10.\n FIG. 9 further illustrates the initial communication 30. Here the initial communication 30 originates from the vehicle 10. That is, the vehicle controller 80 may utilize the wireless communications network 34 to establish the initial communication 30. The vehicle controller 80, for example, may interface with the authentication server 70 and/or the charging station 12. When the initial communication 30 is confirmed, the vehicle controller 80 may send the authentication credentials 36. If the authentication credentials 36 are verified, then the charging station 12 may be authorized to charge the batteries 20 in the vehicle 10.\n FIG. 10 also further illustrates the initial communication 30. FIG. 10 illustrates how the initial communication 30 may originate from the charging station 12. The charging station 12 may use the communications network 34 to establish the initial communication 30 with the vehicle 10, the wireless device 32, and/or the authentication server 70. The charging station 12 may obtain and send the authentication credentials 36 and receive confirmation of authentication. If the authentication credentials 36 are verified, then the charging station 12 may be authorized to charge the batteries 20 in the vehicle 10.\n FIG. 11 is a further illustration of the initial communication 30, according to exemplary embodiments. FIG. 11 illustrates how the initial communication 30 may be established between the vehicle 10, the charging station 12, the wireless device 32, and/or the authentication server 70. For simplicity, the vehicle 10, the charging station 12, the wireless device 32 will hereinafter be referred to as client devices 120. The authentication server 70 and any client device 120 thus establish a client-server relationship to transfer the authentication credentials 36. If the authentication credentials 36 are verified, then the authentication server 70 and the client device 120 agree to the one or more parameters 40 of the electrical power (illustrated as reference numeral 14 in FIG. 1). That is, the initial communication 30 may only be a preliminary “handshake” that establishes the parameters 40 of the electrical power 14. Once the parameters 40 are agreed upon, the initial communication 30 may be terminated.\n FIG. 12 is a schematic illustrating inspection of the electrical power 14, according to exemplary embodiments. Once the parameters 40 are established, the charging station 12 modifies the electrical power 14 according to the parameters 40. Whatever the parameters 40 require, the charging station 12 transforms or conditions the electrical power 14. The charging station 12 then begins sending or delivering the transformed electrical power 14 to the vehicle 10.\nThe vehicle 10, however, may check the electrical power 14. When the electrical power 14 is received, the vehicle controller 80 may check or inspect the electrical power 14. The vehicle controller 80 may require that the electrical power 14 match or exhibit one, some, or all of the parameters 40 that were established during the initial communication (illustrated as reference numeral 30 in FIGS. 8-11). The vehicle controller 80 may be instructed or required to examine, measure, and/or filter the electrical power 14. If the electrical power 14 passes scrutiny, then the vehicle controller 80 may authorize charging. For example, if a sinusoidal current or voltage has the specified value (e.g., volts or amps), and/or the desired or required frequency (e.g., Hertz), then the electrical power 14 may be accepted. The vehicle controller 80 may then cause the electrical power 14 to be passed or transferred to the converter 81 (if AC/DC conversion is required). If, however, the electrical power 14 fails to match or exhibit one or more of the parameters 40, the vehicle controller 80 may decline or terminate the electrical power 14 from the charging station 12. That is, the vehicle controller 80 may decline to charge the batteries 20 in the vehicle 10. The vehicle controller 80 thus acts as a gate sentry to deny charging when security is compromised.\n FIGS. 13-14 are diagrams illustrating the signal superimposition 44, according to exemplary embodiments. As the earlier paragraphs explained, exemplary embodiments may specify that the electrical power 14, sent from the charging station 12, be a superimposition 44 of multiple signals. That is, the parameters (illustrated as reference numeral 40 in FIG. 12) may require that the charging station (illustrated as reference numeral 12 in FIG. 12) superimpose one or more additional signals onto the electrical power 14. Recall that the electrical power 14 may have a sinusoidal, alternating current. Suppose, for example, that the electrical power 14 has a base transmission signal 130 of sixty Hertz (60 Hz), as is common in the United States. The parameters 40, however, may require that the electrical power 14 also have two signals 132 and 134 superimposed onto the base transmission signal 130. The parameters 40 may further specify the frequency and amplitude of each one of the superimposed signals 132 and 134. FIG. 13, for example, illustrates the first superimposed signal 132 having a smaller amplitude with the same frequency (60 Hz), while the second superimposed signal 134 has a smaller amplitude and a higher frequency 136. The superimposed signals 132 and 134, though, may have any amplitude and frequency.\n FIG. 14 further illustrates the signal superimposition 44. Even though the charging station 12 may have conditioned the electrical power 14 to the parameters 40, the vehicle controller 80 may redundantly inspect the electrical power 14. The vehicle controller 80 may inspect the electrical power 14 to ensure the parameters 40 are matched or satisfied. Continuing with the example of FIG. 13, the vehicle controller 80 may double check the electrical power 14 for the signal superimposition 44 required by the parameters 40. The vehicle controller 80, for example, determines whether the electrical power 14 has the two signals superimposed onto the base transmission signal (illustrated, respectively, as reference numerals 132, 134, and 130 in FIG. 13). The vehicle controller 80 may further determine whether the frequencies and/or amplitudes of each one of the superimposed signals 132 and 134 match what is expected from the parameters 40. If the vehicle controller 80 confirms the signal superimposition 44 is correct, then the vehicle controller 80 may authorize the AC/DC converter 81 to receive the electrical power 14. If, however, the electrical power 14 fails supplemental inspection, then the vehicle controller 80 may terminate or refuse receipt of the electrical power 14.\nExemplary embodiments thus present additional layers of security. Exemplary embodiments may only permit conforming signal superimpositioning to be received at the converter 81. Indeed, the converter 81 may only allow correct signals to pass through and eliminate incorrect, non-conforming signals. If the electrical power 14 is not correctly adjusted or superimposed by the charging station 12 and checked by the converter 81, authentication may fail.\n FIG. 15 is a block diagram illustrating filtering of the electrical power 14, according to exemplary embodiments. When the vehicle 10 receives the electrical power 14, the vehicle controller 80 may inspect the electrical power 14 to ensure the signal superimposition 44 (required by the parameters 40) is correct. The vehicle 10, for example, may filter the electrical power 14 to verify the signal superimposition 44. A filter module 140 may receive the electrical power 14. The filter module 140 determines whether the electrical power 14 has signal frequencies that are required by the parameters 40. The filter module 140 has an input that receives the electrical power 14. A splitter 142 splits the electrical power 14 into multiple inputs to a bank 144 of filters. Each filter in the bank 144 of filters may only pass signals having a particular frequency range and/or phase of passage. If the signal superimposition 44 was correctly performed, then the electrical power 14 has signal components that pass through the bank 144 of filters. That is, the bank 144 of filters may produce one or more logically high output signals that confirm the signal superimposition 44. If the electrical power 14 fails to have the required signal components, then the bank 144 of filters may produce no output or one or more logically low outputs. The vehicle controller 80 may thus deny or terminate charging.\nThe bank 144 of filters may be tunable. While the parameters 40 may be static, in practice the parameters 40 may dynamically change. That is, as the parameters 40 change with time, the filters may be instructed to change with each charging cycle, or the filters may change according to periodic or random intervals of time. Indeed, the parameters 40 may even dynamically change during each charging cycle (as later paragraphs will explain). Whenever the parameters 40 change, the signal superimposition 44 may likely also change. Exemplary embodiments, then, may need to tune the bank 144 of filters to verify the current frequencies, amplitudes, and/or phases of the superimposed signals. Exemplary embodiments may additionally or alternatively tune the bank 144 of filters to verify the charging electrical power 14. The vehicle controller 80, for example, may electronically command or instruct any filter, in the bank 144 of filters, to adjust or filter specified frequencies and phases. As the parameters 40 change, the bank 144 of filters may also change to continue verification. When the signal superimpositioning 44 matches the parameters 40, and/or when the electrical power 14 matches the parameters 40, the vehicle controller 80 may approve charging. If either fails to match the parameters 40, charging may terminate.\n FIGS. 16-17 are more diagrams illustrating the signal superimposition 44, according to exemplary embodiments. Here, vehicle information 150 is used to determine the required parameters 40 that the electrical power 14 must possess. As this disclosure explains, the charging station 12 transforms the electrical power 14, according to the parameters 40 established during the initial communication (illustrated as reference numeral 30 in FIGS. 8-11). Here, though, the parameters 40 may require that the signal superimposition 44 is performed, based on the vehicle information 150. The vehicle controller 80, for example, may query for and retrieve the vehicle information 150 from the memory 86. The vehicle 10 and the charging station 12 then negotiate the parameters 40, based on the vehicle information 150. Then, if the vehicle controller 80 verifies that the electrical power 14, received from the charging station 12, has the correct signal superimposition 44, charging may be authorized. If the electrical power 14 fails to exhibit the correct signal superimposition 44, then charging may be denied or terminated.\n FIG. 17 illustrates the vehicle-specific information 150. The vehicle information 150, for example, may include a vehicle identification number (“VIN”) 152, an engine block number (“EBN”) 154, and an audio system number (“ASN”) 156. The engine block number 154 uniquely identifies an engine block, while the audio system number 156 uniquely identifies an audio system installed in a vehicle. The vehicle information 150 may also include any other unique component part number (“CPN”) 158, such as transmission, axle, and wheel. The vehicle information 150, however, may also include a location 160 of the charging and a time 162 of day. The vehicle information 150 may also include one or more color codes 164 of the exterior paint and interior trim, along with a tire size 166 and options list 168. Indeed, the vehicle information 150 may include any alphanumeric information that can be quantified.\nThe vehicle information 150 may include a manufacturer's build sheet 170. The build sheet 170 is a comprehensive listing of option codes for the components from which the vehicle 10 is built. The build sheet 170 may be stored in, and electronically retrieved, from the memory 86. The build sheet 170, for example, may be preloaded into the memory 86 by a manufacturer of the vehicle 10. The build sheet 170, however, may also be remotely retrieved from a server operating in the communications network (illustrated as reference numeral 34 in FIGS. 2-3, 6 and 8). Exemplary embodiments may thus retrieve the electronic version of the manufacturer's build sheet 170 and read one or more of the option codes listed therein. The option codes may then be used, at least in part, to determine the parameters 40 upon which the signal superimpositioning 44 is based.\nThe parameters 40 may then be determined. Once the vehicle information 150 is determined, the vehicle information 150 may be used to calculate the parameters 40. One or more of the parameters 40 may then be used to determine the signal superimposition 44. The signal superimposition 44, in other words, may be based on, or determined by, the vehicle information 150. The superimposed signals, for example, may have properties that are formulaically defined using the vehicle information 150. Exemplary embodiments may thus negotiate what formulas are used to calculate the signal superimposition 44, and the vehicle information 150 that is required by any formula. Suppose one of the superimposed signals may have its frequency f1 defined using a first formula f1, and further in terms of the vehicle information 150, such as\n\nf 1 =f 1(VIN,ASN,color code).\n\nIf another signal is also superimposed on the electrical power 14, then the other signal may have its frequency f2 defined using a second formula f2 in terms of the vehicle information 150, such as\n\nf 2 =f 2(CPN,EBN,location,time).\n\nHere, one of the superimposed signals, f1, has a frequency as a function of the vehicle identification number 152, the audio system number 156, and the color code 164. The second superimposed signal, f2, has its frequency f2 defined as a function of the component part number 158, the engine block number 154, the current location 160, and the current time 162. If the charging station 12 correctly superimposes signals f1 and f2 onto the sinusoidal electrical power 14, then the vehicle controller 80 authorizes charging. If the electrical power 14 fails to exhibit the superimposed signals f1 and f2, then charging may be denied or terminated.\n\nThe reader may realize the inherent security in the signal superimposition 44. Because signals may be superimposed based on the vehicle information 150, there is little chance that a thief or scammer could quickly obtain and determine the superimposed signals f1 and f2 Indeed, it is unlikely that nefarious activity could reveal the actual mathematical functions used to define the superimposed signals f1 and f2 Exemplary embodiments thus present a highly secure charging procedure that deters electrical theft.\nExemplary embodiments may also require dynamic variability. That is, exemplary embodiments may vary the signal superimposition 44 to further ensure security. As the parameters 40 are being established, exemplary embodiments may fo | Methods, systems, and products charge a battery in a vehicle. A charging station and the vehicle negotiate charging parameters. When the vehicle receives electrical power from the charging station, the vehicle checks the electrical power for the parameters. Should the electrical power fail to exhibit the parameters, charging is terminated. | US:15/070,660 | https://patentimages.storage.googleapis.com/51/65/1f/ded20f18dd41f5/US10131242.pdf | US:10131242 | Nikhil S. Marathe, Christopher F. Baldwin | AT&T Intellectual Property I LP | US:5341083, US:8421592, US:8013570, US:8354913, US:20110193522:A1, US:20120191242:A1, US:20120221473:A1, US:20110241824:A1, US:20130200718:A1, US:20130127416:A1, US:20120140752:A1, US:20120191600:A1, US:20140145516:A1, US:20130029595:A1, US:8384347, US:8500013, US:20130049683:A1, US:20130110296:A1, US:20130110632:A1, US:20150006343:A1, US:8515865, US:20130317979:A1, US:20150202974:A1, US:20140191718:A1, US:20140191030:A1, US:9315109 | 2020-09-01 | 2020-09-01 | 1. A method, comprising:\nestablishing, by a controller operating in a vehicle, an initial communication with a charging station;\nestablishing, by the controller during the initial communication, a parameter for superimposing a signal onto an electrical power delivered via the charging station, the parameter based on an electronic build sheet associated with the vehicle;\nterminating, by the controller, the initial communication with the charging station;\nreceiving, by the controller, the electrical power delivered via the charging station;\nauthenticating, by the controller, the superimposing of the signal onto the electrical power according to the parameter based on the electronic build sheet; and\ncharging, by the controller, a battery in the vehicle in response to a successful authentication of the superimposing of the signal onto the electrical power according to the parameter based on the electronic build sheet.\n, establishing, by a controller operating in a vehicle, an initial communication with a charging station;, establishing, by the controller during the initial communication, a parameter for superimposing a signal onto an electrical power delivered via the charging station, the parameter based on an electronic build sheet associated with the vehicle;, terminating, by the controller, the initial communication with the charging station;, receiving, by the controller, the electrical power delivered via the charging station;, authenticating, by the controller, the superimposing of the signal onto the electrical power according to the parameter based on the electronic build sheet; and, charging, by the controller, a battery in the vehicle in response to a successful authentication of the superimposing of the signal onto the electrical power according to the parameter based on the electronic build sheet., 2. The method of claim 1, further comprising calculating an expected frequency of the signal based on the electronic build sheet., 3. The method of claim 1, further comprising receiving radio frequency identifiers from a tire pressure monitoring system., 4. The method of claim 1, further comprising retrieving financial information associated with the vehicle., 5. The method of claim 1, further comprising retrieving a credit card number associated with the vehicle., 6. The method of claim 1, further comprising conducting an electronic financial transaction as payment for the charging the battery., 7. A system, comprising:\na hardware processor; and\na memory device, the memory device storing executable instructions which, responsive to being executed by the hardware processor, causes the hardware processor to perform operations comprising:\nestablishing a communication between a vehicle and a charging station;\ndetermining a radio frequency identifier communicated by a component operating in the vehicle;\ndetermining a frequency based on the radio frequency identifier communicated by the component operating in the vehicle;\nsuperimposing a signal onto an electrical power to generate transformed electrical power, the signal having the frequency based on the radio frequency identifier communicated by the component operating in the vehicle; and\nsending the transformed electrical power to charge a battery in the vehicle.\n, a hardware processor; and, a memory device, the memory device storing executable instructions which, responsive to being executed by the hardware processor, causes the hardware processor to perform operations comprising:, establishing a communication between a vehicle and a charging station;, determining a radio frequency identifier communicated by a component operating in the vehicle;, determining a frequency based on the radio frequency identifier communicated by the component operating in the vehicle;, superimposing a signal onto an electrical power to generate transformed electrical power, the signal having the frequency based on the radio frequency identifier communicated by the component operating in the vehicle; and, sending the transformed electrical power to charge a battery in the vehicle., 8. The system of claim 7, wherein the radio frequency identifier is communicated by the component operating in the vehicle via a broadcast., 9. The system of claim 7, wherein the operations further comprise retrieving a manufacturer build sheet associated with the vehicle., 10. The system of claim 9, wherein the operations further comprise authenticating the superimposing of the signal according to option codes described by the manufacturer build sheet., 11. The system of claim 7, wherein the operations further comprise retrieving a credit card number associated with the vehicle., 12. The system of claim 7, wherein the operations further comprise conducting an electronic financial transaction as a payment for charging the battery., 13. The system of claim 7, wherein the operations further comprise terminating charging the battery in response to a failed authentication., 14. The system of claim 7, wherein the operations further comprise retrieving financial information associated with the vehicle., 15. A memory device storing instructions which, when executed by a processor, cause the processor to perform operations, comprising:\nestablishing a communication between a vehicle and a charging station;\nreceiving a radio frequency identifier communicated by a component operating in the vehicle;\ndetermining a frequency based on the radio frequency identifier communicated by the component operating in the vehicle;\nreceiving electrical power from an electrical grid;\nsuperimposing a signal onto the electrical power according to the frequency to generate transformed electrical power; and\nsending the transformed electrical power from the charging station to charge a battery in the vehicle.\n, establishing a communication between a vehicle and a charging station;, receiving a radio frequency identifier communicated by a component operating in the vehicle;, determining a frequency based on the radio frequency identifier communicated by the component operating in the vehicle;, receiving electrical power from an electrical grid;, superimposing a signal onto the electrical power according to the frequency to generate transformed electrical power; and, sending the transformed electrical power from the charging station to charge a battery in the vehicle., 16. The memory device of claim 15, wherein the component comprises a tire pressure monitoring system., 17. The memory device of claim 15, wherein the operations further comprise retrieving a manufacturer build sheet associated with the vehicle., 18. The memory device of claim 17, wherein the operations further comprise authenticating the frequency using option codes described by the manufacturer build sheet., 19. The memory device of claim 15, wherein the operations further comprise retrieving financial information associated with the vehicle., 20. The memory device of claim 15, wherein the operations further comprise conducting an electronic financial transaction as a payment for charging the battery. | US | United States | Active | B | True |
| 250 | Electric vehicle battery cooling using excess cabin air conditioning capacity \n | US10644367B2 | This document relates generally to the motor vehicle field and, more particularly, to an electric vehicle battery cooling system and related method.\nVehicles are being developed that reduce or completely eliminate reliance on internal combustion engines, with a goal of reducing or eliminating automotive fuel consumption and emissions. Electrified vehicles are one type of vehicle currently being developed for this purpose. In general, electric vehicles differ from conventional motor vehicles because they are selectively driven by one or more battery powered electric machines. Conventional motor vehicles, by contrast, rely exclusively on the internal combustion engine to drive the vehicle.\nA high voltage battery pack typically partially or fully powers the electric machines and other electrical loads of the electric vehicle. The battery pack includes a plurality of battery cells that must be periodically recharged to replenish the energy necessary to power these loads. As is known, during operations such as charging and discharging the battery cells generate heat which must be managed. Thus, there is a need for innovative battery thermal management systems to manage the heat generated by the battery cells.\nTo address these and other issues, the present disclosure describes an electric vehicle cooling system utilizing excess cooling capacity generated by the vehicle air conditioning (A/C) system, and describes also a related method for battery thermal management in an electric vehicle.\nIn accordance with the purposes and benefits described herein, a battery thermal management system is provided comprising a passenger cabin air-conditioning refrigerant loop comprising at least one evaporator in fluid communication with a chiller, a battery pack coolant loop in fluid communication with the chiller, and a controller configured to determine whether a temperature of the at least one evaporator falls within a predetermined temperature range, and if so to cause a valve to bypass a refrigerant from the air-conditioning refrigerant loop to the chiller. The controller is further configured to cause the valve to bypass the air-conditioning refrigerant loop refrigerant to the chiller only on determining that the battery pack temperature has reached or exceeded a predetermined upper temperature limit.\nAt least one evaporator temperature sensor is provided to monitor a temperature of the at least one evaporator. In embodiments, the valve is a thermal expansion valve (TXV) which controls introduction of the refrigerant into the chiller. At least one battery pack temperature sensor may be provided to monitor a temperature of the battery pack. The passenger cabin air-conditioning refrigerant loop may further comprise a compressor. In embodiments, the controller is further configured to prevent the compressor from operating above a predetermined maximum operating pressure.\nIn another aspect, a method for battery pack thermal management is described, comprising configuring a controller to determine whether a temperature of at least one evaporator of a passenger cabin air-conditioning refrigerant loop falls within a predetermined temperature range, further wherein if so the controller is configured to cause a valve to introduce a refrigerant from the passenger cabin air-conditioning refrigerant loop into a chiller in fluid communication with both the passenger cabin air-conditioning refrigerant loop and a battery pack coolant loop.\nIn embodiments, the method includes determining a temperature of the at least one evaporator by at least one evaporator temperature sensor. The method may also include providing a thermal expansion valve (TXV) to control introduction of the refrigerant into the chiller.\nStill further, the method may include configuring the controller to determine whether a battery pack temperature has exceeded a predetermined upper limit. This may be accomplished by providing at least one battery pack temperature sensor. In embodiments, the method includes configuring the controller to cause the valve to introduce the air-conditioning refrigerant loop refrigerant to the chiller only on determining that the battery pack temperature has reached or exceeded the predetermined upper limit. In embodiments, the method further includes providing the passenger cabin air-conditioning refrigerant loop including a compressor, and further configuring the controller to prevent the compressor from operating above a predetermined maximum operating pressure.\nIn the following description, there are shown and described several preferred embodiments of the electric vehicle battery cooling system and method. As it should be realized, the battery cooling system and method are capable of other, different embodiments and their several details are capable of modification in various, obvious aspects all without departing from the system and method as set forth and described in the following claims. Accordingly, the drawings and descriptions should be regarded as illustrative in nature and not as restrictive.\nThe accompanying drawing figures incorporated herein and forming a part of the specification, illustrate several aspects of the battery cooling system and method and together with the description serve to explain certain principles thereof. In the drawing figures:\n FIG. 1 schematically illustrates an electric vehicle;\n FIG. 2 schematically illustrates a battery cooling system according to the present disclosure; and\n FIG. 3 depicts a representative logic for a battery cooling operating strategy for the electric vehicle of FIG. 1.\nReference will now be made in detail to the present preferred embodiments of the described battery cooling system and method, examples of which are illustrated in the accompanying drawing figures.\nReference is now made to FIG. 1 which schematically illustrates an electric or hybrid vehicle 100 of substantially conventional design. Preliminarily, while the present descriptions and drawings primarily describe the disclosed electric vehicle heating distribution system and method in the context of a battery electric or hybrid vehicle, it will readily be appreciated by the skilled artisan that the disclosed subject matter is readily adaptable to any electric vehicle. At a high level, the term “electric vehicle” as used herein encompasses battery electric vehicles (BEV), hybrid electric vehicles (HEV), plug-in hybrid electric vehicles (PHEV), fuel cell vehicles, or any vehicle having an electric vehicle range. Indeed, the claimed subject matter is applicable to any vehicle, electric or otherwise, utilizing in combination an A/C refrigerant loop for passenger cabin climate control and a battery pack coolant loop for battery pack thermal management. Thus, the disclosures should not be taken as limiting.\nAs background, a BEV includes an electric motor, wherein the energy source for the motor is a traction battery. The BEV traction battery is re-chargeable from an external electric grid. The BEV traction battery is in effect the sole source of on-board energy for vehicle propulsion. A HEV includes an internal combustion engine and an electric motor, wherein the energy source for the engine is fuel and the energy source for the motor is a traction battery. The engine is the main source of energy for vehicle propulsion with the HEV traction battery providing supplemental energy for vehicle propulsion (the HEV traction battery buffers fuel energy and recovers kinematic energy in electric form). A PHEV differs from a HEV in that the PHEV traction battery has a larger capacity than the HEV traction battery and the PHEV traction battery is re-chargeable from the grid. The PHEV traction battery is the main source of energy for vehicle propulsion until the PHEV traction battery depletes to a low energy level at which time the PHEV operates like a HEV for vehicle propulsion.\nReturning to FIG. 1, the described electric vehicle 100 includes a battery electric control module 110, a battery pack 120 (in the depicted embodiment a high voltage electric battery), and a transmission control module (TCM) 130 associated with a power inverter 140. The electric vehicle 100 further includes an electric motor 150 which supplies drive power to a gearbox 160, which in turn supplies a drive force to the vehicle axle/ground engaging tires 170. A vehicle controller 180 may monitor/control various interactions and functions of the above-described systems.\nReferring now to FIG. 2, the vehicle 100 includes a climate control system 200 including at least a passenger cabin air-conditioning (A/C) subsystem 210 and a battery coolant subsystem 220. Portions of the various thermal-management systems may be located within various areas of the vehicle, such as the engine compartment and the cabin, for example. As will be described, the passenger cabin air-conditioning (A/C) subsystem 210 provides air conditioning of the passenger cabin during some operating modes, and also may cool the battery pack 120 during some operating modes.\nThe passenger cabin air-conditioning (A/C) subsystem 210 may be a vapor-compression heat pump that circulates a refrigerant transferring thermal energy to various components of the climate control system 200. The passenger cabin air-conditioning subsystem 210 may include a passenger cabin refrigerant loop 230 having a compressor 240, an exterior heat exchanger 250 (e.g., condenser), a first interior heat exchanger (e.g., front evaporator 260), a second interior heat exchanger (e.g., rear evaporator 270), an accumulator, fittings, valves, expansion devices and other components commonly associated with refrigerant subsystems. The evaporators may each have an associated blower 280. The condenser 250 may be located behind the grille near the front of the vehicle, and the front and rear evaporators 260, 270 may be disposed within one or more HVAC housings. It is to be understood that heat exchangers labeled as “condenser” may also act as an evaporator if the passenger cabin air-conditioning (A/C) subsystem 210 is a heat pump. A fan 290 may circulate air over the condenser 250.\nThe passenger cabin refrigerant loop 230 components are connected in a closed loop by a plurality of conduits, tubes, hoses or lines. For example, a first conduit 300 places the compressor 240 and the condenser 250 in fluid communication, a second conduit 310 connects the condenser 250 to an intermediate heat exchanger 320, and another conduit 330 places the evaporators 260, 270 in fluid communication with the intermediate heat exchanger 320. The front evaporator 260 is connected with conduit 330 via conduit 340, and the rear evaporator 270 is connected with conduit 330 via conduit 350. A first expansion device 360 is disposed on conduit 340 and controls refrigerant flow to the front evaporator 260. The expansion device is configured to change the pressure and temperature of the refrigerant in the subsystem 210. The expansion device 360 may be a thermal expansion valve with an electronically controllable shut-off feature or may be an electronic expansion valve. A second expansion device 370 is disposed on conduit 350 and controls refrigerant flow to the rear evaporator 270. The second expansion device 370 may be similar to or different from the first expansion device 360. The front evaporator 260 is connected to a return conduit 380 via conduit 390, and the rear evaporator 270 is connected with return conduit 380 via conduit 400. The return conduit 380 connects between the intermediate heat exchanger 320 and the evaporators 260, 270. Conduit 410 connects between the intermediate heat exchanger 320 and the compressor 240. The intermediate heat exchanger 320 is optional.\nThe climate control system 200 includes a controller 420 in electronic communication with several of the climate-control components. The controller 420 may be the same or may be different from the vehicle controller 180.\nThe dashed lines in FIG. 2 illustrate electrical connections between the controller 420 and the components. The controller may interface with the various components via a data bus or dedicated wires as described above. The evaporators 260, 270 each include a respective temperature sensor 430 and 440 configured to send a signal indicating the temperature of the corresponding evaporator to the controller 420. Using these temperature signals, and other signals, the controller 420 can determine the operating conditions of the various components of the climate control system 200.\nThe battery coolant subsystem 220 includes a chiller 450 which, as will be described below can be placed in fluid communication with the passenger cabin refrigerant loop 230, and a third expansion device 460. The battery coolant subsystem 220 may include a supply conduit 470 connected to conduit 310 by a fitting and connected to a refrigerant-inlet side 480 of the chiller 450. The expansion device 460 may be on the supply conduit 470. The expansion device 460 is configured to change the pressure and temperature of the refrigerant flowing therethrough. The expansion device may be a thermal expansion valve (TXV) with an electronically controllable shut-off feature.\nThe shut-off feature is controlled by the controller 420. The controller 420 may instruct the shut-off feature to position the expansion device in a wide-open position, a fully closed position, or a throttled position. The throttled position is a partially open position where the controller modulates the size of the valve opening to regulate flow through the expansion device. The controller 420 and expansion device 460 may be configured to continuously or periodically modulate the throttled position in response to system operating conditions. By changing the opening within the expansion device, the controller can regulate flow, pressure, temperature, and state of the refrigerant as needed. A return conduit 490 connects the battery chiller 450 to the passenger cabin refrigerant loop 230. The return conduit 490 is connected to the refrigerant-outlet side 500 of the chiller 450 at one end and is connect with conduit 350 at the other.\nThe battery coolant subsystem 220 places the battery pack 120 and the chiller 450 in fluid communication. The battery coolant subsystem 220 includes a pump 510 disposed on a first conduit 520 that connects between the battery pack 120 and a coolant-inlet side 530 of the chiller 450. A second conduit 540 connects between a coolant-outlet side 550 and the battery pack 120. A coolant inlet temperature sensor 560 is disposed on conduit 520 near the inlet side 530. The coolant inlet temperature sensor 560 is configured to output a signal to the controller 420 indicating a temperature of the coolant circulating into the chiller 450. A coolant outlet temperature sensor 570 is disposed on conduit 540 near the outlet side 550. The coolant outlet temperature sensor 570 is configured to output a signal to the controller 420 indicating a temperature of the coolant exiting the chiller 450. A battery pack temperature sensor 580 is provided to allow the controller 420 to determine a battery pack 120 operating temperature.\nThe battery chiller 450 may have any suitable configuration. For example, the chiller 450 may have a plate-fin, tube-fin, or tube-and-shell configuration that facilitates the transfer of thermal energy without mixing the heat-transfer fluids in the battery coolant subsystem 220 and the passenger cabin refrigerant loop 230.\nThe chiller 450 is used to transfer air-conditioner cooling via refrigerant to a battery coolant to cool the battery pack 120. However, operation of the chiller 450 may cause an increase in passenger cabin temperature, resulting in passenger discomfort. To avoid this situation, by the presently disclosed system and method priority is given to passenger cabin cooling. However, when excess passenger cabin air-conditioning capacity is available, that excess capacity is diverted to cool the battery pack 120 as needed. At a high level, when the controller 420 determines by temperature sensors 430, 440 that a temperature of one or both evaporators 260, 270 is determined to be within a predetermined lower limit and an upper limit, the controller will cause expansion device 460 to allow refrigerant from the passenger cabin refrigerant loop 210 to enter the chiller 450. Otherwise, the chiller 450 will not operate.\nIn the situation where the passenger cabin refrigerant loop 230 is operating in a reduced reheat mode with one or both evaporators 260, 270 at or near the predetermined upper limit and the chiller 450 is not operating, operation of the chiller can only occur after application of a predictive method to anticipate a need for battery pack 120 cooling, which is determined by controller 420 determining a battery pack operating temperature via temperature sensor 570. In an embodiment, the controller 420 determines whether a predetermined battery pack 120 threshold temperature has been reached. If that predetermined battery pack 120 threshold temperature has been reached, the controller 420 causes the temperature of one or both evaporators 260, 270 to lower to the predetermined lower limit and holds that temperature for a predetermined time to store excess cooling capacity in the evaporator 260 and/or 270. At that time, the chiller 450 may be operated until the controller 420 determines that one or both evaporators 260, 270 have reached the predetermined upper temperature limit. During this process, the vehicle air conditioning system blend door (not shown) functions normally to maintain a steady register discharge air temperature, preventing the vehicle occupant(s) from experiencing any temperature swing.\nIn more detail, FIG. 3 shows a representative control strategy and/or logic that may be implemented using one or more processing strategies such as event-driven, interrupt-driven, multi-tasking, multi-threading, and the like. As such, various steps or functions illustrated may be performed in the sequence illustrated, in parallel, or in some cases omitted. Although not always explicitly illustrated, one of ordinary skill in the art will recognize that one or more of the illustrated steps or functions may be repeatedly performed depending upon the particular processing strategy being used. Similarly, the order of processing is not necessarily required to achieve the features and advantages described herein but is provided for ease of illustration and description. The control logic may be implemented primarily in software executed by a microprocessor-based vehicle, engine, and/or powertrain controller, such as controller 420. Of course, the control logic may be implemented in software, hardware, or a combination of software and hardware in one or more controllers depending upon the particular application. When implemented in software, the control logic may be provided in one or more computer-readable storage devices or media having stored data representing code or instructions executed by a computer to control the vehicle or its subsystems. The computer-readable storage devices or media may include one or more of a number of known physical devices which utilize electric, magnetic, and/or optical storage to keep executable instructions and associated calibration information, operating variables, and the like.\nAt step 600 controller 420 determines a battery pack 120 temperature by temperature sensor 580 and further ascertains if the battery pack 120 temperature is greater than or equal to an upper threshold temperature (T_bh). If not, no action is taken. If so, the controller 420 further determines at step 610 if the passenger cabin refrigerant loop 230 (i.e., the vehicle A/C system) is operating and whether the front and/or rear evaporators 260, 270 are operating. If the evaporators 260, 270 are not operating, the controller 420 further determines at step 620 whether the battery pack 120 temperature is at or below a predetermined limit, in one embodiment being 0° C. If so, the system resets back to step 600. If not, at step 630 the controller 420 causes the passenger cabin refrigerant loop 210 to operate in chiller mode only, and further determines that the compressor 240 operates at or below a predetermined maximum pressure, in one embodiment being 2350 kPa.\nIf one or both of the evaporators 260, 270 are operating, at step 640 the controller 420 determines whether the evaporators are operating between a predetermined upper and lower temperature limit. If not, the system returns to step 600, as no excess cooling capacity is available.\nIf so, at step 650 the controller 420 causes the expansion device 460 to allow refrigerant from the passenger cabin refrigerant loop 230 to enter the chiller 450, thus diverting excess cooling capacity from the passenger cabin refrigerant loop to the battery coolant subsystem 220 to cool the battery. At step 650 a the controller 420 controls the operation of expansion device 460 to control coolant flow rate into the chiller 450 as a function of evaporator 260 and/or 270 upper temperature limit, i.e., as one or both evaporators 260, 270 approach the predetermined upper temperature limit, coolant flow rate into the chiller 450 is reduced or terminated.\nAt step 650 b, the controller 420 determines that the compressor 240 operates at or below a predetermined maximum pressure, in one embodiment being 2350 kPa. The controller 420 further ensures that the maximum heat transfer from the battery pack 120 to the chiller 450 is kept below a maximum chiller heat transfer to reduce any impact to passenger cabin comfort. Since any A/C cooling capacity transfer to the battery pack 120 via the chiller 450 will have an impact on cabin temperature, maximum chiller capacity will be an allowable cabin temperature rise (or cabin air temperature degradation) as the result of cooling transfer to the battery pack. Within the above-described constrictions, coolant flow rate into the chiller 450 controls the chiller capacity, i.e. the heat transfer from the battery pack 120 while maintaining passenger cabin comfort levels, thus meeting customer needs and ensuring customer satisfaction.\nThe foregoing has been presented for purposes of illustration and description. It is not intended to be exhaustive or to limit the embodiments to the precise form disclosed. Obvious modifications and variations are possible in light of the above teachings. All such modifications and variations are within the scope of the appended claims when interpreted in accordance with the breadth to which they are fairly, legally and equitably entitled.\n | A battery thermal management system includes a passenger cabin air-conditioning refrigerant loop including at least one evaporator in fluid communication with a chiller and a battery pack coolant loop in fluid communication with the chiller. A controller is configured to determine whether a temperature of the at least one evaporator falls within a predetermined temperature range, and if so to cause a valve to bypass a refrigerant from the air-conditioning refrigerant loop to the chiller. Evaporator temperature is determined by providing at least one evaporator temperature sensor. | US:15/285,067 | https://patentimages.storage.googleapis.com/03/7d/4f/15a28a8b152c55/US10644367.pdf | US:10644367 | Ali Jalilevand, Manfred Koberstein, Kenneth J. Jackson, Michael Steven Wallis, William Stewart Johnston | Ford Global Technologies LLC | US:5301515, US:20090133859:A1, CN:200974474:Y, US:7890218, US:20090176150:A1, US:20090249807:A1, US:8448460, US:20130298586:A1, US:20120297809:A1, US:20150202986:A1, US:20160159204:A1 | Not available | 2020-05-05 | 1. A battery thermal management system, comprising:\na passenger cabin air-conditioning refrigerant loop comprising at least one evaporator in fluid communication with a chiller;\na battery pack coolant loop in fluid communication with the chiller; and\na controller configured to determine whether a battery pack temperature has reached or exceeded a predetermined upper limit, whether the at least one evaporator is operating, and whether a temperature of the at least one evaporator falls within a predetermined temperature range, and only when the above conditions have been met to cause a valve to bypass a refrigerant from the air-conditioning refrigerant loop to the chiller.\n, a passenger cabin air-conditioning refrigerant loop comprising at least one evaporator in fluid communication with a chiller;, a battery pack coolant loop in fluid communication with the chiller; and, a controller configured to determine whether a battery pack temperature has reached or exceeded a predetermined upper limit, whether the at least one evaporator is operating, and whether a temperature of the at least one evaporator falls within a predetermined temperature range, and only when the above conditions have been met to cause a valve to bypass a refrigerant from the air-conditioning refrigerant loop to the chiller., 2. The battery thermal management system of claim 1, wherein the valve is a thermal expansion valve (TXV) which controls introduction of the refrigerant into the chiller., 3. An electric vehicle including the battery thermal management system of claim 1., 4. The battery thermal management system of claim 1, further including at least one evaporator temperature sensor., 5. The battery thermal management system of claim 2, further including at least one battery pack temperature sensor., 6. The battery thermal management system of claim 1, wherein the passenger cabin air-conditioning refrigerant loop further comprises a compressor., 7. The battery thermal management system of claim 6, wherein the controller is further configured to prevent the compressor from operating above a predetermined maximum operating pressure., 8. In an electric vehicle, a method for battery pack thermal management, comprising:\nconfiguring a controller to determine whether a temperature of at least one evaporator of a passenger cabin air-conditioning refrigerant loop falls within a predetermined temperature range and whether a battery pack temperature has exceeded a predetermined upper limit; and\nconfiguring the controller to, only when the above conditions are met, cause a valve to introduce a refrigerant from the passenger cabin air-conditioning refrigerant loop into a chiller in fluid communication with both the passenger cabin air-conditioning refrigerant loop and a battery pack coolant loop to transfer excess cooling capacity from the passenger cabin air-conditioning refrigerant loop to the battery pack coolant loop.\n, configuring a controller to determine whether a temperature of at least one evaporator of a passenger cabin air-conditioning refrigerant loop falls within a predetermined temperature range and whether a battery pack temperature has exceeded a predetermined upper limit; and, configuring the controller to, only when the above conditions are met, cause a valve to introduce a refrigerant from the passenger cabin air-conditioning refrigerant loop into a chiller in fluid communication with both the passenger cabin air-conditioning refrigerant loop and a battery pack coolant loop to transfer excess cooling capacity from the passenger cabin air-conditioning refrigerant loop to the battery pack coolant loop., 9. The method of claim 8, including providing a thermal expansion valve (TXV) to control introduction of the refrigerant into the chiller., 10. The method of claim 8, including determining a temperature of the at least one evaporator by at least one evaporator temperature sensor., 11. The method of claim 10, including determining the battery pack temperature by at least one battery pack temperature sensor., 12. The method of claim 8, further including providing the passenger cabin air-conditioning refrigerant loop with a compressor., 13. The method of claim 12, further including configuring the controller to prevent the compressor from operating above a predetermined maximum operating pressure., 14. A battery thermal management system, comprising:\na passenger cabin air-conditioning refrigerant loop comprising at least one evaporator in fluid communication with a chiller;\na battery pack coolant loop in fluid communication with the chiller; and\na controller configured to determine whether a temperature of the at least one evaporator falls within a predetermined temperature range and whether a battery pack temperature has reached or exceeded a predetermined upper limit, and, only when both conditions are met, on request to cause a valve to introduce a refrigerant from the air-conditioning refrigerant loop into the chiller to transfer excess cooling capacity from the passenger cabin air-conditioning refrigerant loop to the battery pack coolant loop.\n, a passenger cabin air-conditioning refrigerant loop comprising at least one evaporator in fluid communication with a chiller;, a battery pack coolant loop in fluid communication with the chiller; and, a controller configured to determine whether a temperature of the at least one evaporator falls within a predetermined temperature range and whether a battery pack temperature has reached or exceeded a predetermined upper limit, and, only when both conditions are met, on request to cause a valve to introduce a refrigerant from the air-conditioning refrigerant loop into the chiller to transfer excess cooling capacity from the passenger cabin air-conditioning refrigerant loop to the battery pack coolant loop., 15. The battery thermal management system of claim 14, further including at least one evaporator temperature sensor., 16. The battery thermal management system of claim 14, wherein the valve is a thermal expansion valve (TXV) which controls introduction of the refrigerant into the chiller., 17. The battery thermal management system of claim 14, further including at least one battery pack temperature sensor. | US | United States | Active | H | True |
| 251 | 电动汽车续航里程的估算方法 \n | CN105459842B | 技术领域本发明涉及电动汽车续航里程估算领域，具体地，涉及一种电动汽车续航里程的估算方法。背景技术随着汽车工业的发展，汽车智能化、节能化的发展方向越来越明显，电动汽车作为一种完全没有污染的新能源汽车，在各国政府的大力扶持下，已经进入了市场井喷期，越来越多的人们购买了电动汽车。但由于目前电池储能技术所限，现在市场上的电动汽车一次充电行驶里程一般只有100到200公里左右，再加上公共充电设施不完善，人们驾驶电动汽车去某个地方的时候，总是担心会不会没电，有没有地方充电，即所谓“里程焦虑”的问题。而电池续航里程估算的不准确，更是大大加剧了这种焦虑。目前电动汽车上的续航里程估算，基本上都是采用静态的方式。根据电池荷电状态(State of Charge，简称为SOC)来得到对应的续航里程。SOC用0到100％来表示，0表示电池电量为0，100％表示电池电量为满。随着电动汽车的运行，电池不断放出电量，对应的SOC也不断减小。厂家在开发电动汽车的时候，会在标准场地上做不同SOC下的续航试验，根据试验结果记录下不同SOC下对应还能行驶的里程，将这些数据存储在汽车控制器中，用户使用过程中，汽车控制器不断的计算当前的SOC值，并把对应当前SOC的续航里程通过仪表显示出来。这种方法只有在用户行驶路况刚好跟厂家在标准场地上的试验路况相似时，其估算的续航里程才比较准确，而绝大部分情况下，用户的行驶路况是和厂家的标准试验路况不一样的，厂家的标准试验路况是铺装良好的水平直路，而用户的行驶路况可能有上坡、下坡，多个路口红绿灯、坑洼坏路等，因此其续航里程估算结果的准确性就大打折扣了。基于上述的原因，设计一种可以随时变更对指定路径的续航里程做出准确的预测的电动汽车续航里程的估算方法成为一种亟需解决的问题。发明内容本发明的目的是提供一种电动汽车续航里程的估算方法，该电动汽车续航里程的估算方法克服了现有技术中的续航里程估算结果的准确性很差的问题，实现了准确的预测续航里程。为了实现上述目的，本发明提供了一种电动汽车续航里程的估算方法，该估算方法包括：步骤1，将电动汽车在对应路径所消耗的电池电量进行收集，预先统计得到每条路径平均消耗的电池电量数据；步骤2，通过导航系统得到从当前位置到目的位置的行驶路径，并根据每条路径平均消耗的电池电量数据得到需要消耗的电池电量数据；步骤3，将电动汽车的当前电池电量数据和需要消耗的电池电量数据进行比较；步骤4，在电动汽车的当前电池电量数据大于需要消耗的电池电量数据的情况下，所述电动汽车提示到达后的剩余电量数据；在电动汽车的当前电池电量数据小于需要消耗的电池电量数据的情况下，所述电动汽车提示在行驶路径中能够到达的位置信息；在电动汽车的当前电池电量数据等于需要消耗的电池电量数据的情况下，所述电动汽车提示到达后的剩余电量为0。优选地，在步骤1中，每辆车通过导航系统记录行驶的路径和该路径对应消耗的电池电量数据，并将所述路径和路径对应消耗的电池电量数据进行上传；通过收集所有车辆的路径信息数据和该路径对应消耗的电池电量信息的数据，进行大数据分析，得到每条路径平均消耗的电池电量数据。优选地，将所述路径和路径对应消耗的电池电量数据上传至云平台。优选地，云平台通过收集所有车辆的路径信息数据和该路径对应消耗的电池电量信息的数据。优选地，每辆车和云平台之间通过车联网系统进行信息传输。优选地，该估算方法还包括：步骤5，在电动汽车的当前电池电量数据大于需要消耗的电池电量数据的情况下，所述电动汽车将从当前位置到目的位置的行驶路径和实际消耗电量数据上传至云平台上。通过上述方式，本发明通过收集的数据，将路线的消耗电量进行统计计算，通过采集大量的数据，对电动汽车续航里程的估算精度进行提高；另外本发明的实现不需要添加额外的硬件成本，方便本发明的实现。本发明的其他特征和优点将在随后的具体实施方式部分予以详细说明。附图说明附图是用来提供对本发明的进一步理解，并且构成说明书的一部分，与下面的具体实施方式一起用于解释本发明，但并不构成对本发明的限制。在附图中：图1是说明说明本发明的系统结构图的优选实施方式的结构图；图2是说明本发明的一种电动汽车续航里程的估算方法的优选实施方式的流程图。具体实施方式以下结合附图对本发明的具体实施方式进行详细说明。应当理解的是，此处所描述的具体实施方式仅用于说明和解释本发明，并不用于限制本发明。本发明提供一种电动汽车续航里程的估算方法，该估算方法包括：步骤1，将电动汽车在对应路径所消耗的电池电量进行收集，预先统计得到每条路径平均消耗的电池电量数据；步骤2，通过导航系统得到从当前位置到目的位置的行驶路径，并根据每条路径平均消耗的电池电量数据得到需要消耗的电池电量数据；步骤3，将电动汽车的当前电池电量数据和需要消耗的电池电量数据进行比较；步骤4，在电动汽车的当前电池电量数据大于需要消耗的电池电量数据的情况下，所述电动汽车提示到达后的剩余电量数据；在电动汽车的当前电池电量数据小于需要消耗的电池电量数据的情况下，所述电动汽车提示在行驶路径中能够到达的位置信息；在电动汽车的当前电池电量数据等于需要消耗的电池电量数据的情况下，所述电动汽车提示到达后的剩余电量为0。通过上述方式，本发明通过收集的数据，将路线的消耗电量进行统计计算，通过采集大量的数据，对电动汽车续航里程的估算精度进行提高；另外本发明的实现不需要添加额外的硬件成本，方便本发明的实现。通过对电动汽车的当前电池电量数据和需要消耗的电池电量数据进行比较，判断在续航里程之内电动汽车是否可以到达，最多可以到达那个地方。以下结合附图1-2对本发明进行进一步的说明，在本发明中，为了提高本发明的适用范围，特别使用下述的具体实施方式来实现。在本发明的一种具体实施方式中，在步骤1中，每辆车通过导航系统记录行驶的路径和该路径对应消耗的电池电量数据，并将所述路径和路径对应消耗的电池电量数据进行上传；通过收集所有车辆的路径信息数据和该路径对应消耗的电池电量信息的数据，进行大数据分析，得到每条路径平均消耗的电池电量数据。通过上述的方式，可以得到平均消耗的电池电量数据，其精度和可靠性是可以随着大量数据的积累及处理算法的优化而不断提高的，因此其续航里程预测的结果可靠性远远超过现有的固定查表方式在该种实施方式中，将所述路径和路径对应消耗的电池电量数据上传至云平台。在该种实施方式中，云平台通过收集所有车辆的路径信息数据和该路径对应消耗的电池电量信息的数据。利用云计算的技术得到各种路线的电池电量消耗数据，使用这一系统的车辆越多，采集的数据越多，其数据就越准确。在该种实施方式中，每辆车和云平台之间通过车联网系统(即图1中的车联网)进行信息传输。这样的方式可以方便信号数据的传输，可以实现每辆车和云平台之间数据的交换，对数据的准确性不断的进行更新，数据无限的进行交互。在本发明的一种具体实施方式中，该估算方法还可以包括：步骤5，在电动汽车的当前电池电量数据大于需要消耗的电池电量数据的情况下，所述电动汽车将从当前位置到目的位置的行驶路径和实际消耗电量数据上传至云平台上。通过上述的方式，可以实现在估算使用的过程中，又能对数据进行更新，不断的提高数据的精度，增加本发明的使用范围。在一种最优选的实施方式中，每辆车在行驶过程中，将自己行驶经过的路径及对应消耗的电量，通过车联网系统发送给云平台，云平台进行大数据处理，得到各种路径下平均消耗电量，当车辆设定目标位置后，汽车控制器将当前位置到目标位置的计划行驶路径通过车联网系统发送给云平台，云平台查找得到对应这个计划路径的平均消耗电量的数据，通过车联网系统发送回当前车辆，车辆利用此数据得到准确的续航估算。以上结合附图详细描述了本发明的优选实施方式，但是，本发明并不限于上述实施方式中的具体细节，在本发明的技术构思范围内，可以对本发明的技术方案进行多种简单变型，这些简单变型均属于本发明的保护范围。另外需要说明的是，在上述具体实施方式中所描述的各个具体技术特征，在不矛盾的情况下，可以通过任何合适的方式进行组合，为了避免不必要的重复，本发明对各种可能的组合方式不再另行说明。此外，本发明的各种不同的实施方式之间也可以进行任意组合，只要其不违背本发明的思想，其同样应当视为本发明所公开的内容。 | 本发明公开了电动汽车续航里程的估算方法，包括：1，将电动汽车在对应路径所消耗的电池电量进行收集，预先统计得到每条路径平均消耗的电池电量数据；2，通过导航系统得到从当前位置到目的位置的行驶路径，并根据每条路径平均消耗的电池电量数据得到需要消耗的电池电量数据；3，将电动汽车的当前电池电量数据和需要消耗的电池电量数据进行比较；4，在大于的情况下，电动汽车提示到达后的剩余电量数据；在小于的情况下，电动汽车提示在行驶路径中能够到达的位置信息；在等于的情况下，电动汽车提示到达后的剩余电量为0。该估算方法克服了现有技术中的续航里程估算结果的准确性很差的问题，实现了准确的预测续航里程。 | CN:201510801746.7A | https://patentimages.storage.googleapis.com/7c/c4/12/91c499e52aceab/CN105459842B.pdf | CN:105459842:B | 谢小娟, 张爱清, 叶新荣, 冯友宏, 杨凌云 | Anhui Normal University | NaN | Not available | 2018-04-06 | 1.一种电动汽车续航里程的估算方法，其特征在于，该估算方法包括：, 步骤1，将电动汽车在对应路径所消耗的电池电量进行收集，预先统计得到每条路径平均消耗的电池电量数据；, 步骤2，通过导航系统得到从当前位置到目的位置的行驶路径，并根据每条路径平均消耗的电池电量数据得到需要消耗的电池电量数据；, 步骤3，将电动汽车的当前电池电量数据和需要消耗的电池电量数据进行比较；, 步骤4，在电动汽车的当前电池电量数据大于需要消耗的电池电量数据的情况下，所述电动汽车提示到达后的剩余电量数据；, 在电动汽车的当前电池电量数据小于需要消耗的电池电量数据的情况下，所述电动汽车提示在行驶路径中能够到达的位置信息；, 在电动汽车的当前电池电量数据等于需要消耗的电池电量数据的情况下，所述电动汽车提示到达后的剩余电量为0；, 在步骤1中，每辆车通过导航系统记录行驶的路径和该路径对应消耗的电池电量数据，并将所述路径和路径对应消耗的电池电量数据进行上传；, 通过收集所有车辆的路径信息数据和该路径所对应消耗的电池电量信息的数据，进行大数据分析，得到每条路径平均消耗的电池电量数据；, 将所述路径和路径对应消耗的电池电量数据上传至云平台；, 云平台通过收集所有车辆的路径信息数据和该路径对应消耗的电池电量信息的数据；, 该估算方法还包括：步骤5，在电动汽车的当前电池电量数据大于需要消耗的电池电量数据的情况下，所述电动汽车将从当前位置到目的位置的行驶路径和实际消耗电量数据上传至云平台上。, \n \n, 2.根据权利要求1所述的电动汽车续航里程的估算方法，其特征在于，每辆车和云平台之间通过车联网系统进行信息传输。 | CN | China | Active | B | True |
| 252 | 确定电动汽车退役锂电池一致性的多参数综合判定方法 \n | CN105576318B | 技术领域本发明涉及一种电池检测方法，特别涉及一种确定电动汽车退役锂电池一致性的多参数综合判定方法。背景技术随着电动汽车的逐步产业化，我国电动车的产量快速增长，而电动汽车动力电池的保有量也会随之急剧增加。2015年国内新能源汽车销量达33万多辆，同比增长4倍。通常情况下，为确保汽车的安全性以及使用性能，电动汽车厂商要求当动力电池的容量衰减至70～80％时就要进行替换。然而，退役动力电池仍有一定的剩余容量和使用寿命，仍然可以在其它领域进一步使用来挖掘其剩余价值，如用于电动自行车、游览车等的电源，一般生活照明电源，或者用于电力储能，包括可再生能源输出功率平滑、偏远地区分布式供电、充换电站储能、电能质量调节等领域。由于动力电池在役时所处的环境较复杂，导致锂电池的性能衰减程度不同，从而增加了电池之间的不一致性。因此，如果要对退役动力电池进行再利用，有必要对退役动力电池的性能进行研究，评估电池之间的一致性，并进行筛选和分组，以便在安全的前提下最大限度地利用退役电池的剩余容量。目前，国内外众多学者对退役动力电池的研究主要集中在电池衰减机理分析，电池性能测试以及电池梯次利用技术经济性模型等方面。王朝峰以及谭俐等以退役动力电池和报废动力电池为研究对象，发现由于电极活性物质和导电剂的溶解与脱落，电极材料晶粒变化，以及负极表面SEI膜重复再生导致动力锂离子电池性能衰减。Matthieu Dubarry等通过动态响应测试、量化容量衰减和峰值功率下容量衰减这类非破坏型分析方法得出退役动力锂电池容量衰减主要原因是电极中锂的流失。徐晶等研究比较了混合脉冲功率特性(HPPC)测试法，电化学阻抗测试法以及电流转换法测量退役动力电池内阻特性的优缺点和相关性。Jeremy Neubauer等从动力电池初始成本高入手分析动力电池二次利用的必要性，认为此举将延长动力电池生命周期，降低电池成本，有利于环保电动汽车的市场推广。电动汽车动力电池使用工况差异较大，单从内阻、电性能的评估很难正确评判电池内部的一致性，如何对退役动力电池进行逐步筛选分级，评估各退役电池性能的一致性，至今没有很好的地解决方法，但却是退役动力电池余能再利用的关键。发明内容本发明是针对电动汽车退役锂电池再利用的问题，提出了一种确定电动汽车退役锂电池一致性的多参数综合判定方法，以退役锂动力电池为研究对象，通过外观形貌、容量测定、脉冲特征曲线以及电化学阻抗谱测试等多方面性能指标进行表征，将退役动力电池进行逐步筛选分级，评估各退役电池性能的一致性。本发明的技术方案为：一种确定电动汽车退役锂电池一致性的多参数综合判定方法，从外观检查、容量测试、脉冲特性曲线分析、电化学阻抗谱测试四个部分综合判定电动汽车退役锂电池的一致性，具体判定如下：1)外观检查：存在变形、鼓包、破损、漏液、严重锈蚀或极柱损坏其中任意一种情况的电池被剔除，不可再利用；2)容量测试：经外部形貌分析筛选出来的动力电池进行容量检测，容量测试方法为先用1xI3恒流充电到3.65V后进行恒压充电，当电流减小降低到0.1x I3时电池停止充电，然后静置1小时，最后用1x I3进行放电，直到放电终止电压达到2.70V，根据1x I3的电流值和放电时间数据计算电池容量，容量以Ah计，其中I3为1/3C倍率电流；I3的标定：按假设电池容量未衰减、衰减到80％、衰减到67％三种标定条件，用上述容量测试方法来测试电池的容量，测试的容量代入下面公式计算各电池容量平均相对误差率δ，\n\n 为三种标定条件下的容量平均值，△为平均值与各组值之间差的绝对值，得到各电池容量平均相对误差率δ，取测得的容量平均相对误差率范围最小的标定条件下的电池容量为标定后的容量，以此容量标定I3电流值；3)脉冲特性曲线分析：电池按不同倍率脉冲充放电，比较各个电池的充放电电压曲线，充放电过程为：锂电池按照1/3C恒流充电到3.65V后进行恒压充电至0.1xI3，静置2小时；1C放电10s，静置40s；3C放电10s，静置40s；5C放电10s，静置40s；1C充电10s，静置40s；最后，按照1/3C恒流充电到3.65V后进行恒压充电至0.1xI3，脉冲充放电结束；得到脉冲充放电电压曲线，以5C倍率放电时电压大于2.7V、介于2.7-2.5V之间、小于2.5V来判断电池一致性，电压大于2.7V的电池归为一组，电压介于2.7-2.5V的电池归为另一组，电压小于2.5V的电池剔除，2.7V是电池测试放电终止电压，2.5V是电池厂商设定的最低放电安全电压；4)电化学阻抗谱：利用瑞士Autolab PGSTAT 302型电化学工作站对退役电池进行电化学阻抗测试，电化学阻抗测试频率在0.01Hz～100kHz之间，利用ZSimpWin软件对电化学阻抗的测试数据进行等效电路拟合，通过拟合参数分析电池内部电化学阻抗特性，用欧姆内阻Rs、电荷转移电阻Rct和锂离子扩散系数DLi +来给电池分组，其中锂离子扩散系数DLi +反映浓差极化阻抗的的大小，DLi +值越小，浓差极化越大，锂离子扩散系数DLi +的计算公式为：\n\n其中理想气体常数R＝8.314J/(mol·K)，绝对温度T＝298.15K，A为电极的横截面积，n为电子转移数，F为法拉第常数F＝96487C/mol，C为电极中锂离子的浓度，σ为Warburg韦伯因子，σ与阻抗谱的实部Zre的关系如下：Zre＝Rs+Rct+σω-1/2，ω为进行电化学阻抗测试过程中的角频率，ω＝2πf，f是EIS测试中的频率。本发明的有益效果在于：本发明确定电动汽车退役锂电池一致性的多参数综合判定方法，为退役动力电池的再利用提供了适合的筛选方法，为现在越来越多的退役动力电池后序的梯次利用奠定基础。附图说明图1为本发明20个外观合格的退役电池实际容量图；图2为本发明20个外观合格的退役锂电池的平均实际容量分布图；图3为本发明部分退役电池的脉冲充放电电压曲线图；图4为本发明有代表性的退役锂电池的电化学阻抗谱图；图5为本发明退役锂电池的电化学阻抗谱等效电路模型图；图6为本发明退役电池容量与欧姆内阻Rs、电荷转移电阻Rct分布图；图7为本发明扩散系数DLi +值与容量关系图。具体实施方式以从某电动汽车上淘汰退役的60个磷酸铁锂动力电池为例，其标称容量为15Ah。确定电动汽车退役锂电池一致性的多参数综合判定方法，包括外观检查、容量测试、脉冲特性曲线分析、电化学阻抗谱测试四个部分，具体阐述如下：1、外观检查后剔除不可利用的一部分退役锂动力电池，以下三类退役电池不能进行梯次再利用，而只能拆解回收利用：(1)存在变形或者鼓包情况的电池；(2)存在破损或者漏液的电池；(3)存在严重锈蚀或者极柱损坏的电池。退役后的锂动力电池不一致性问题凸显。电池物化性能变化有可能通过外观特征就能表现出来，如变形、鼓包、破损、漏液、锈蚀、极柱损坏等情况，存在这些特征的退役锂电池不能再利用了。在这60个退役电池中筛选出20个外观形貌较好的电池，并将其分别标记为1-20号。2、容量测试：利用美国Bitrode MCV 2-200-5型单体电池测试系统对经外观检查分析筛选出来的动力电池进行容量检测，先用1xI3(I3为1/3C倍率电流)恒流充电到3.65V后进行恒压充电，当电流减小降低到0.1x I3时电池停止充电，然后静置1小时，最后用1x I3进行放电，直到放电终止电压达到2.70V，根据1x I3(A)的电流值和放电时间数据计算电池容量(以Ah计)。退役动力电池实际容量必有一定程度的衰减，因此需要对其容量进行重新标定。然而，由于不确定退役电池容量衰减到何种程度，容量测定时设定的充放电电流1xI3也就没法设定。参照《智能电网用储能电池性能测试技术规范》的测试要求，我们分别假设电池容量未衰减(15Ah)、衰减到80％(12Ah)、衰减到67％(10Ah)这三种情况来标定电池的实际容量，即此时将I3设定为5A、4A、3.3A来进行容量测试，看看同一种电池在上述三种情况下的实际容量的差异性。得到的20个外观合格的退役电池实际容量如图1所示。按10Ah、12Ah、15Ah三种容量标定的各电池容量平均相对误差率δ采用公式(1)进行计算。\n\n 为三种标定条件下的容量平均值，△为平均值与各组值之间差的绝对值。经过计算，按10Ah、12Ah、15Ah三种容量标定的各电池容量平均相对误差率δ分别介于-6.93～3.61％、-1.30％～4.85％、-3.02％～3.55，可以看出12Ah条件下测得的容量误差范围较小。图2为20个外观合格的退役锂电池的平均实际容量分布图。将这些电池按容量等级分为3组，12-14Ah组的有1、2、3、4、8、9、10、12、15、16、17、19、20号电池，共13个；10-12Ah组的有5、7、14号电池，共3个；8-10Ah组的有6、11、13、18，共4个，以便于后续的性能评估和分级。同时，以这20个退役动力锂电池为总体，研究了其容量的分布特性。通过"统计产品与服务解决方案"软件(Statistical Product and Service Solutions，SPSS)的计算，我们得到：电池容量的均值为12.06Ah，标准差(方差的算术平方根)为1.71。对20个样本容量数据进行非参数检验，假设样本的容量服从正态分布，当sig(显著性系数)大于0.05时说明数据服从指定的分布，即正态分布。由于本次样本数量N<2000，采用S-W检验对这20个样本容量数据进行非参数检验，得出的结果为：sig＝1.151>0.05，说明这20个样本容量分布符合正态分布。正态分布是说明电池容量呈钟型分布，在样本数量越来越大时,样本的平均值趋近于一个固定的值,就是分布的期望值，这就是大数定律或中心极限定律的内容；最终在样本中会发现,在期望值附近出现的样本频率较高,离期望值越远出现的频率越小。3、脉冲特性曲线分析：对退役锂动力电池进行大电流脉冲充放电研究其特性曲线是一种评估电池一致性的直观精确的方法。利用电池本身对高倍率电流的反馈，将退役动力电池经过一系列的充放电和静置步骤后，测出的充放电曲线能够真实地反映电池在实际工作时候电压的变化情况。测试步骤如下：任选2个锂电池按照1/3C恒流充电到3.65V后进行恒压充电至0.1xI3，静置2小时；1C放电10s，静置40s；3C放电10s，静置40s；5C放电10s，静置40s；1C充电10s，静置40s；最后，按照1/3C恒流充电到3.65V后进行恒压充电至0.1xI3，脉冲充放电结束。此时的1/3C是按4A来充电，此后都按新标定的容量来测试。将电池按不同倍率脉冲充放电，比较各个电池的充放电电压曲线。图3为部分退役电池的脉冲充放电电压曲线。从图3可以发现，尽管通过容量分组时这5个电池(1、3、4、9、12)分在一组，容量较接近，在低倍率充放电时电压也基本保持一致，但是在3C和5C等大倍率放电时，1号电池与其他4个电池电压表现出明显的不一致性，放电倍率越大其不一致性越明显。随着放电电流的增加，由于退役电池的劣化程度不同导致其极化程度(或极化内阻)不同，电池的不一致性也就凸显出来了。在图3中，1C倍率放电时1号电池与其它4个电池的最大电压差为0.013V；在3C和5C倍率放电时1号电池与其它4个电池的最大电压差分别为0.101V和0.23V；在1C倍率充电时1号电池与其它4个电池的最大电压差重新降为0.02V。这说明电池在实际工作时，即使欧姆内阻一致，电池内部复杂的物理化学变化所导致的极化内阻差异性会显著影响电池工作电压的一致性。表1为退役电池不同脉冲充放电倍率下的电压，单位为V，表1\n\n\n\n表1为退役锂电池脉冲不同充放电倍率下的电压(取脉冲5s的电压数值)。从表1可以看出，这20个电池在放电情况下1C倍率时的最大电压差为0.263V，3C倍率时的最大电压差为0.41V，5C倍率时的最大电压差为0.505V，充电情况下1C倍率时的最大电压差为0.081V，随着电流的增大，电池之间电压差越大，当电流减小时电压差随之减小。以5C倍率放电时电压大于2.7V、介于2.7-2.5V之间、小于2.5V为判断电池一致性的依据，分为3组。从表1可以看出，电压大于2.7V的电池有1、2、3、5、7、8、9、11、12、13、14、16、18、19号，电压介于2.7-2.5V之间的有4、6、10、15、17号，电压小于2.5V的有20号电池。2.7V是我们电池测试放电终止电压，2.5V是电池厂商设定的最低放电安全电压。4、电化学阻抗谱：利用瑞士Autolab PGSTAT 302型电化学工作站对退役电池进行电化学阻抗测试。电化学阻抗测试频率在0.01Hz～100kHz之间。利用ZSimpWin软件对电化学阻抗的测试数据进行等效电路拟合，通过拟合参数研究电池内部电化学阻抗特性。为了进一步探讨退役电池的一致性问题，对这20个电池进行了电化学阻抗谱研究。图4为有代表性的退役锂电池的电化学阻抗谱图。在图4中，第4象限的直线部分是由电感引起的电池系统存在滞后的电流，即为感抗作用的体现，因此可推断被测退役锂电池电化学阻抗等效电路中应有一个感抗元件L存在；在高频段对应于Zim为0时的Zre值为与传质有关的欧姆内阻Rs，Zim为电化学阻抗谱中的虚部，即纵轴，Zre为电化学阻抗谱中的实部，即横轴，Rs为欧姆内阻；低频段反映锂离子在活性材料颗粒内部的固体扩散过程，表征为一条斜线，低频段的斜线由韦伯(Warburg)阻抗ZW元件表示。因为所测的电池低频区斜线的斜率不是45°，并不是标准的韦伯阻抗，因此，在等效电路中的ZW替换为一般的常相位角元件QZw。中频段与低频段的交界处没有明确的交界点，因为在这区域中电池同时存在着浓差极化和电化学极化，高频容抗弧对应于电荷转移电阻Rct和电极双电层电容QCdl。因此，退役锂电池的电化学阻抗谱等效电路模型如图5所示，常相位角元件QZw和电荷转移电阻Rct串连后与电极双电层电容QCdl并联，然后串连欧姆内阻Rs和电感L。在图4中，7、12和14号电池在脉冲放电试验中被分为一组，被认为一致性较好。然而，从电化学阻抗谱图中可以看出7号电池与12和14号电池之间还是有比较大的差异性，特别是在阻抗谱的低频扩散部分。通过图5的等效电路将这20个退役锂电池的等效电路元件参数解析出来，得到欧姆内阻Rs值和电荷转移电阻Rct值，将这20个电池的容量、Rs值和Rct值绘制成图6。我们以欧姆内阻Rs、电荷转移电阻Rct值均小于7mΩ，介于8-10mΩ，大于10mΩ为判断电池一致性的依据进行分组。从图6可以看出，Rs和Rct值均小于7mΩ的电池由1、2、4、7、8、9、10、11、12、13、14、15、16、17、19、20号，介于8-10mΩ的电池有3、6、18号，大于10mΩ的电池有5号。除了欧姆内阻Rs、电荷转移电阻Rct值以外，浓差极化阻抗是影响电池容量衰减的更重要因素，而锂离子扩散系数DLi +可以反映浓差极化阻抗的的大小，DLi +值越小，浓差极化越大。锂离子扩散系数DLi +的计算公式为：\n\n其中：理想气体常数R＝8.314J/(mol·K)，绝对温度T＝298.15K，电极的横截面积A＝0.01m3，电子转移数n＝1，法拉第常数F＝96487C/mol，C为电极中锂离子的浓度(磷酸铁锂的浓度为7.69×103mol/m3)，σ为Warburg韦伯因子。而σ与Zre具有如下关系：Zre＝Rs+Rct+σω-1/2 (3)其中：ω为进行电化学阻抗测试过程中的角频率，ω＝2πf，f是EIS测试中的频率，Zre为与ω对应的阻抗谱的实部，Rs为欧姆内阻，Rct为电荷转移电阻。根据公式(3)，以ω-1/2为横坐标，Zre为纵坐标作图，得到的直线的斜率即为Warburg因子σ，再将σ代入公式(2)计算得出锂离子扩散系数。表2为20个退役锂电池中锂离子的σ值和扩散系数DLi +值，其扩散系数DLi +值与容量关系如图7所示。从图7可以看出，电池容量与锂离子扩散系数呈正相关。以扩散系数DLi +值大于6×10-14cm2/s为判断电池一致性的依据。以此为依据，从表2可以看出，1、2、3、4、5、7、8、9、10、11、12、14、15、16、17、19、20号电池的一致性较好，而6、13、18号电池的DLi +值均小于4×10-14cm2/s。表2\n\n在对这20个退役锂电池的电化学阻抗谱数据解析之后，分别对其Rs、Rct和DLi +进行非参数检验，分析Rs、Rct和DLi +与电池容量的相关性。由于退役锂电池样本数较小，取精确检验条件下的值，其中Rs的Sig＝0.862>0.05，Rct的Sig＝0.186>0.05，DLi +的Sig＝0.834>0.05，可以认为Rs、Rct和DLi +值均符合正态分布，而由前述分析可知退役电池容量也符合正态分布，均满足对其Pearson相关系数的应用条件，用Pearson相关系数来衡量Rs、Rct和DLi +与电池容量之间的相关性程度。变量的Pearson相关系数的正负表明了相关性的正负性，但其显著性Sig值大于0.05时相关性不成立，小于0.05时相关性成立。经计算得出容量与Rs之间的Pearson相关系数为0.364，但Sig＝0.114>0.05，无显著性关系；容量与Rct值之间的Peason相关系数为-0.538，Sig＝0.014<0.05，因此容量与Rct之间呈显著中等程度负相关，说明Rct值越大，电池容量越小；容量与DLi +之间的Peason相关系数为0.729，Sig＝0.00<0.05，因此容量与DLi +之间为强正相关，说明DLi +值越大，电池容量越大。因此，影响退役锂电池容量衰减因素，从阻抗角度分析可知首要是浓差极化阻抗，其次是电荷转移电阻，而欧姆内阻的影响较小。综合电池容量、脉冲放电电压、电阻、扩散系数的一致性分析，这20个退役锂电池可分为3组，容量介于12-14Ah，脉冲放电电压大于2.7V，欧姆内阻和电荷转移电阻均小于7mΩ且锂离子扩散系数大于6×10-14cm2s-1有1、2、8、9、12、14、16、19号电池，为第1组；容量介于10-14Ah，脉冲放电电压大于2.5V，欧姆内阻和电荷转移电阻均小于10mΩ且锂离子扩散系数大于6×10-14cm2/s有3、4、7、10、15、17号电池，为第2组；剩下的5、6、11、13、18、20号电池为第3组，存在电池容量较低、或脉冲放电电压较小、或电荷转移电阻较大、或锂离子扩散系数较小的情况。对于第1或2组电池来说，从安全角度其电池成组后的充放电制度可以按照该组电池中容量最低的电池来设计。而对于第3组电池而言，由于其电池性能下降较大，一致性也不好，不建议成组再利用。 | 本发明涉及一种确定电动汽车退役锂电池一致性的多参数综合判定方法，以电动汽车退役锂电池为研究对象，通过外观检查、容量测定、脉冲特征曲线以及电化学阻抗谱测试等多方面性能指标进行表征，将退役动力电池进行逐步筛选分级，评估各退役电池性能的一致性，为越来越多的退役动力电池后序的梯次利用奠定基础。 | CN:201610099213.3A | https://patentimages.storage.googleapis.com/46/6f/3f/cfbbb79d082aa6/CN105576318B.pdf | CN:105576318:B | 廖强强, 赵书奇, 张利中, 刘松慧, 江涛, 穆苗苗, 聂凯斌, 徐乐 | Shanghai University of Electric Power | KR:100264515:B1, CN:102437385:A, CN:102755966:A, CN:103487762:A, CN:104934650:A | Not available | 2017-09-29 | 1.一种确定电动汽车退役锂电池一致性的多参数综合判定方法，其特征在于，从外观检查、容量测试、脉冲特性曲线分析、电化学阻抗谱测试四个部分综合判定电动汽车退役锂电池的一致性，具体判定如下：, 1)外观检查：存在变形、鼓包、破损、漏液、严重锈蚀或极柱损坏其中任意一种情况的电池被剔除，不可再利用；, 2)容量测试：经外部形貌分析筛选出来的动力电池进行容量检测，容量测试方法为先用1xI3恒流充电到3.65V后进行恒压充电，当电流减小降低到0.1xI3时电池停止充电，然后静置1小时，最后用1xI3进行放电，直到放电终止电压达到2.70V，根据1xI3的电流值和放电时间数据计算电池容量，容量以Ah计，其中I3为1/3C倍率电流；, I3的标定：按假设电池容量未衰减、衰减到80％、衰减到67％三种标定条件，用上述容量测试方法来测试电池的容量，测试的容量代入下面公式计算各电池容量平均相对误差率δ，, \n <mrow>\n <mi>&delta;</mi>\n <mo>=</mo>\n <mfrac>\n <mi>&Delta;</mi>\n <mover>\n <mi>X</mi>\n <mo>&OverBar;</mo>\n </mover>\n </mfrac>\n <mo>&times;</mo>\n <mn>100</mn>\n <mi>%</mi>\n </mrow>\n, 为三种标定条件下的容量平均值，△为平均值与各组值之间差的绝对值，得到各电池容量平均相对误差率δ，取测得的容量平均相对误差率范围最小的标定条件下的电池容量为标定后的容量，以此容量标定I3电流值；, 3)脉冲特性曲线分析：电池按不同倍率脉冲充放电，比较各个电池的充放电电压曲线，充放电过程为：锂电池按照1/3C恒流充电到3.65V后进行恒压充电至0.1xI3，静置2小时；1C放电10s，静置40s；3C放电10s，静置40s；5C放电10s，静置40s；1C充电10s，静置40s；最后，按照1/3C恒流充电到3.65V后进行恒压充电至0.1xI3，脉冲充放电结束；得到脉冲充放电电压曲线，以5C倍率放电时电压大于2.7V、介于2.7-2.5V之间、小于2.5V来判断电池一致性，电压大于2.7V的电池归为一组，电压介于2.7-2.5V的电池归为另一组，电压小于2.5V的电池剔除，2.7V是电池测试放电终止电压，2.5V是电池厂商设定的最低放电安全电压；, 4)电化学阻抗谱：利用瑞士Autolab PGSTAT 302型电化学工作站对退役电池进行电化学阻抗测试，电化学阻抗测试频率在0.01Hz～100kHz之间，利用ZSimpWin软件对电化学阻抗的测试数据进行等效电路拟合，通过拟合参数分析电池内部电化学阻抗特性，用欧姆内阻Rs、电荷转移电阻Rct和锂离子扩散系数DLi +来给电池分组，其中锂离子扩散系数DLi +反映浓差极化阻抗的的大小，DLi +值越小，浓差极化越大，锂离子扩散系数DLi +的计算公式为：, \n <mrow>\n <msup>\n <msub>\n <mi>D</mi>\n <mrow>\n <mi>L</mi>\n <mi>i</mi>\n </mrow>\n </msub>\n <mo>+</mo>\n </msup>\n <mo>=</mo>\n <mfrac>\n <mrow>\n <msup>\n <mi>R</mi>\n <mn>2</mn>\n </msup>\n <msup>\n <mi>T</mi>\n <mn>2</mn>\n </msup>\n </mrow>\n <mrow>\n <mn>2</mn>\n <msup>\n <mi>A</mi>\n <mn>2</mn>\n </msup>\n <msup>\n <mi>n</mi>\n <mn>4</mn>\n </msup>\n <msup>\n <mi>F</mi>\n <mn>4</mn>\n </msup>\n <msup>\n <mi>C</mi>\n <mn>2</mn>\n </msup>\n <msup>\n <mi>&sigma;</mi>\n <mn>2</mn>\n </msup>\n </mrow>\n </mfrac>\n <mo>,</mo>\n </mrow>\n, 其中理想气体常数R＝8.314J/(mol·K)，绝对温度T＝298.15K，A为电极的横截面积，n为电子转移数，F为法拉第常数F＝96487C/mol，C为电极中锂离子的浓度，σ为Warburg韦伯因子，σ与阻抗谱的实部Zre的关系如下：, Zre＝Rs+Rct+σω-1/2，ω为进行电化学阻抗测试过程中的角频率，ω＝2πf，f是EIS测试中的频率。 | CN | China | Active | H | True |
| 253 | Temperature control apparatus for electric vehicle battery packs \n | US10668832B2 | This application claims priority under 35 U.S.C. § 119(e) to U.S. Provisional Application No. 62/557,682, titled “COLD PLATE DESIGN FOR BATTERY PACKS,” filed Sep. 12, 2017, which is incorporated by reference in its entirety.\nThere is an increasing demand for reliable and higher capacity battery cells for high power, higher performance battery packs, to support applications in plug-in hybrid electrical vehicles (PHEVs), hybrid electrical vehicles (HEVs), or electrical vehicle (EV) systems, for example. The temperature of battery pack modules can increase under operating conditions.\nThe present disclosure is directed to cold plates for battery packs in electric vehicles. The cold plate can include a top layer with inserts or braised areas that melt during a thermal runaway event, and a bottom layer with hollow channels to hold a coolant. Such a configuration allows for improvement in protection of the battery pack.\nAt least one aspect is directed to an apparatus to control temperature of electrical energy storage units in electric vehicles. The apparatus can include a cold plate disposed in an electric vehicle and thermally coupled with an energy storage unit for powering the electric vehicle. The cold plate can have a bottom layer. The bottom layer can have a channel spanning across a top surface of the bottom layer. The channel can circulate coolant to transfer heat away from the energy storage unit. The channel can have a first end and a second end both located toward a corner of the bottom layer. The cold plate can have a top layer. The top layer can cover the channel spanning across the top surface of the bottom layer. The top layer can have a surface at least partially flush with a bottom surface of the energy storage unit. The top layer can define a plurality of openings each extending between the top surface and the bottom surface. The cold plate can have a plurality of inserts. The plurality of inserts can seal the plurality of openings. The plurality of inserts can prevent the coolant in the channel from direct physical contact with the bottom surface of the energy storage units. The plurality of inserts can have a melting temperature lower than a melting temperature of the top layer. At least one of the plurality of inserts can melt to expose at least one of the plurality of openings responsive to the bottom surface of the energy storage unit heating the at least one of the plurality of inserts to the melting temperature of the plurality of inserts to allow release of a portion of the coolant from the channel to at least the bottom surface of the energy storage unit.\nAt least one aspect is directed to a method of controlling temperature of electrical energy storage units in electric vehicles. The method can include providing a cold plate in an electric vehicle to thermally couple with an energy storage unit for powering the electric vehicle. The cold plate can have a bottom layer. The bottom layer can have a channel spanning across a top surface of the bottom layer. The channel can circulate coolant to transfer heat away from the energy storage unit. The channel can have a first end and a second end both located toward a corner of the bottom layer. The cold plate can have a top layer. The top layer can cover the channel spanning across the top surface of the bottom layer. The top layer can have a surface at least partially flush with a bottom surface of the energy storage unit. The top layer can define a plurality of openings each extending between the top surface and the bottom surface. The cold plate can have a plurality of inserts. The plurality of inserts can seal the plurality of openings. The plurality of inserts can prevent the coolant in the channel from direct physical contact with the bottom surface of the energy storage units. The plurality of inserts can have a melting temperature lower than a melting temperature of the top layer. At least one of the plurality of inserts can melt to expose at least one of the plurality of openings responsive to the bottom surface of the energy storage unit heating the at least one of the plurality of inserts to the melting temperature of the plurality of inserts to allow release of a portion of the coolant from the channel to at least the bottom surface of the energy storage unit.\nAt least one aspect is directed to an electric vehicle. The electric vehicle can have one or more electric components. The electric vehicle can have a plurality of energy storage units for powering the one or more electric components. The electric vehicle can have a cold plate thermally coupled with each energy storage unit of the plurality of energy storage units. The cold plate can have a bottom layer. The bottom layer can have a channel spanning across a top surface of the bottom layer. The channel can circulate coolant to transfer heat away from the energy storage unit. The channel can have a first end and a second end both located toward a corner of the bottom layer. The cold plate can have a top layer. The top layer can cover the channel spanning across the top surface of the bottom layer. The top layer can have a surface at least partially flush with a bottom surface of the energy storage unit. The top layer can define a plurality of openings each extending between the top surface and the bottom surface. The cold plate can have a plurality of inserts. The plurality of inserts can seal the plurality of openings. The plurality of inserts can prevent the coolant in the channel from direct physical contact with the bottom surface of the energy storage units. The plurality of inserts can have a melting temperature lower than a melting temperature of the top layer. At least one of the plurality of inserts can melt to expose at least one of the plurality of openings responsive to the bottom surface of the energy storage unit heating the at least one of the plurality of inserts to the melting temperature of the plurality of inserts to allow release of a portion of the coolant from the channel to at least the bottom surface of the energy storage unit.\nAt least one aspect is directed toward a method. The method can include providing an apparatus to control electrical energy storage units in electric vehicles. The apparatus can include at least one cold plate disposed in an electric vehicle and thermally coupled with at least one energy storage unit. The energy storage unit (e.g., a battery pack) can power the electric vehicle. The cold plate can include a bottom layer having a channel spanning across a top surface of the bottom layer. The channel can circulate coolant to transfer heat away from the energy storage unit. The channel can have a first end and a second end both located toward a corner of the bottom layer. The cold pate can have a top layer to cover the channel spanning across the top surface of the bottom layer. The top layer can have a surface at least partially flush with a bottom surface of the energy storage unit and defining a plurality of openings each extending between the top surface and the bottom surface. The cold plate can include a plurality of inserts to seal the plurality of openings and to prevent the coolant in the channel from direct physical contact with the bottom surface of the energy storage units. The plurality of inserts can have a melting temperature lower than a melting temperature of the top layer. At least one of the plurality of inserts can melt to expose at least one of the plurality of openings responsive to the bottom surface of the energy storage unit heating the at least one of the plurality of inserts to the melting temperature of the plurality of inserts to allow release of a portion of the coolant from the channel to at least the bottom surface of the energy storage unit.\nThe accompanying drawings are not necessarily intended to be drawn to scale. Like reference numbers and designations in the various drawings indicate like elements. For purposes of clarity, not every component may be labelled in every drawing. In the drawings:\n FIG. 1 depicts a side perspective view of an example cold plate of an energy storage cooling system;\n FIG. 2 depicts an exploded perspective view of an example cold plate of an energy storage cooling system;\n FIG. 3 depicts an exploded perspective view of an example cold plate of an energy storage cooling system;\n FIG. 4 depicts an overhead view of a bottom layer of an example cold plate of an energy storage cooling system;\n FIG. 5 depicts an isometric view of an example cold plate of an energy storage cooling system;\n FIG. 6 depicts an isometric view of an example cold plate of an energy storage cooling system;\n FIG. 7 depicts an isometric view of an example cold plate of an energy storage cooling system;\n FIG. 8 is a block diagram depicting a cross-sectional view of an example electric vehicle installed with a battery pack;\n FIG. 9 depicts a flow diagram for an example method for cooling an energy storage system; and\n FIG. 10 depicts a flow diagram for an example method of providing an apparatus to control or interface with energy storage units.\nFollowing below are more detailed descriptions of various concepts related to, and implementations of, methods, apparatuses, devices, and systems of temperature control for a battery pack or other energy storage device. The various concepts introduced above and discussed in greater detail below may be implemented in any of numerous ways.\nDescribed herein are temperature control systems for battery packs in electric vehicles for an automotive configuration. An automotive configuration includes a configuration, arrangement or network of electrical, electronic, mechanical or electromechanical devices within a vehicle of any type. An automotive configuration can include battery cells for battery packs in electric vehicles (EVs). EVs can include electric automobiles, cars, motorcycles, scooters, passenger vehicles, passenger or commercial trucks, and other vehicles such as sea or air transport vehicles, planes, helicopters, submarines, boats, or drones. EVs can be fully autonomous, partially autonomous, or unmanned. EVs can include various components that run on electrical power. These various components can include an electric engine, an entertainment system (e.g., a radio, display screen, and sound system), on-board diagnostics system, and electric control units (ECUs) (e.g., an engine control module, a transmission control module, a brake control module, and a body control module), among other components.\nEnergy storage units (e.g., individual battery cells, battery packs each with cells, or battery modules with battery packs) can be installed in EVs to supply these various components with electrical power. To achieve proper operation, high-performance, and long life, the energy storage unit can be maintained in a temperature-controlled environment. One approach to protect against degradation and overheating can include cooling strips added to side walls of the energy storage units. Once inserted or added to the sidewalls, the cooling strips can draw or evacuate heat from the energy storage units. Another approach to prevent damage from heat can involve integrating cooling floors (e.g., a fan or heat sink) onto a bottom of energy storage units. A cooling floor can be used to extend or expand a surface area through which heat can dissipate from the energy storage unit.\nUnder both these approaches, however, the hardware components and infrastructure for the temperature control systems may not be readily replaceable or serviceable without disassembling or replacing the entire energy storage unit. Inability to readily replace or service an energy storage unit without disassembly can result in effectively limiting the integrity of the energy storage unit. Furthermore, while the two approaches can maintain the energy storage units in nominal, operational temperatures, these may fail against extreme temperature during thermal runaway events originating from the energy storage unit, such as ignition, fire, and explosion. This may be exacerbated, when multiple battery cells or packs are installed adjacent to another. In such configurations, if the thermal runaway condition is not contained, the thermal propagation may occur between adjacent battery packs or between different battery cells of the same battery pack. This can cause an overheat or thermal runaway condition to spillover to the adjacent battery cells or battery packs, potentially resulting in a catastrophic breakdown of the entire energy storage system. In EVs, the runaway effect may also lead to failure in other electric components.\nTo alleviate and address the drawbacks of these approaches in regulating temperature in energy storage units, modularly replaceable cold plates can be added or coupled to each electrical energy storage unit. The cold plates can be removed and replaced from the energy storage units with the other cold plates remaining in position. Each cold plate can include at least one of an inlet valve to receive coolant and an outlet valve to release liquids from the cold plate. The cold plates can include a burn-through design to protect against overheating at the module level. For example, the cold plates can be formed from thin metal designed to intentionally deform when exposed to excessive heat (e.g., a thermal runaway condition). The deformation can cause a portion of the cold plate to melt away, dissolve, retract, or open, so that coolant (e.g., fluid) can flow into the corresponding compartment associated with the overheat or thermal runaway condition. In this manner, the cold plates can limit or isolate effects of a thermal runaway condition affecting one of the battery cells, battery packs, or battery modules to just the affected battery packs, thereby preventing the effect from spreading to other battery cells, battery packs, or battery modules.\n FIG. 1 depicts an example side view of a cold plate 105 of an energy storage environmental control system or apparatus 100. The apparatus 100 can include at least one cold plate 105. The cold plate 105 can include at least two layers, a top layer 110 and a bottom layer 115. The top layer 110 and the bottom layer 115 each can be formed of a thermally conductive material. The thermally conductive material for the top layer 110 and the bottom layer 115 can include a ceramic material (e.g., silicon nitride, silicon carbide, titanium carbide, zirconium dioxide, and beryllium oxide), a metal (e.g., aluminum, copper, iron, tin, lead, and various alloys), a thermoplastic material (e.g., acrylic glass, polyethylene, polypropylene, polystyrene, or polyvinyl chloride), among others. For example, the top layer 110 of the cold plate 105 can be a rigid, thermally conductive alloy such as 1000 series aluminum with a thermal conductivity greater than 200 W/m*K or 3000 series aluminum with a thermal conductivity greater than 150 W/m*K. The top layer 110 can also include an electrical insulation layer to separate a metallic portion of the top layer 110 from an electrically conductive component (e.g., a battery cell, battery pack, or battery module). The electrical insulation layer can be, for example, a thin e-coating such as JMC-700K with a thickness of 50-80 μm that passes 600-1000V isolation testing.\nThe top layer 110 and the bottom layer 115 can be in contact with each other. The top layer 110 can be at least partially flush with the bottom layer 115 (e.g., as depicted). Conversely, the bottom layer 115 can be at least partially flush with the top layer 110. The top layer 110 and the bottom layer 115 can form or define an encasing or a housing. The encasing defined by the top layer 110 and the bottom layer 115 can hold liquid, such as coolant. The encasing can correspond to a channel for directing liquid flow, e.g., of the coolant. A thickness 130 of the top layer 110 and the bottom layer 115 cold plate 105 can range from 10 mm to 20 cm. The thickness 130 can be set to account for coolant connections and any clearances around the manifold for tool access. The details of the structure and functionalities of the top layer 110 and the bottom layer 115 are provided below in conjunction with FIGS. 2-8.\nThe cold plate 105 can include at least one valve 120. The top layer 110 of the cold plate 105 can support or hold the at least one valve 120. The at least one valve 120 can be connected to at least one central manifold of the apparatus 100 via a manifold connection 160. The manifold connection 160 can include a fluid conveyance element (e.g., a hollow cylinder of a pipe) to provide coolant to the cold plate 105 and to release coolant from the cold plate 105. One central manifold can provide coolant into the cold plate 105 via the at least one valve 120. The coolant provided to the cold plate 105 can include a liquid or a gas. Examples of coolants can include water, antifreeze, polyalkylene glycol, liquid nitrogen, hydrofluorocarbons (HFCs), and perfluorocarbons (PFCs), among others. The central manifold, for example, can be enclosed in a U-channel through the midsection (and not on a peripheral side) of the battery pack, which facilitates installation and protection since the coolant (main) lines can share the midsection with an electrical bus.\nOne of the valves 120 can be an inlet valve and can allow the coolant to flow into the encasing (or channel) defined by the top layer 110 and the bottom layer 115 of the cold plate 105. Another central manifold can receive liquid (e.g., coolant) from the cold plate 105 via the at least one valve 120. The valves 120 can be throttle valves or can include throttles, levers, stoppers, or compressors to increase, decrease, or block the flow of fluid into and out of the cold plates 105. The valves 120 can operate independently of one another for each cold plate 105. The valve 120 can control a rate of flow of the coolant into the cold plate 105. The rate of flow can be controlled by a battery management unit. The rate of flow of the coolant into the cold plate 105 can range from 0 to 100 liters per minute. One of the valves 120 can be an outlet valve and can allow liquid to flow out of the encasing (or channel) defined by the top layer 110 and the bottom layer 115 of the cold plate 105. The valve 120 can control a rate of flow of the liquid out of the cold plate 105. The rate of flow can be controlled by the battery management unit. The rate of flow of the liquid released from the cold plate 105 can range from 0 to 100 liters per minute. The at least one valve 120 can be removably coupled with the central manifold (e.g., using a hose coupling). When the cold plate 105 or the energy storage unit 125 is to be serviced or otherwise replaced, the valve 120 of the cold plate 105 can be disconnected from the manifold connection 160. A height 135 of the valve 120 from a top surface of the top layer 110 can range from 20 mm to 15 cm. The height 135 of the at least one valve 120 can be set to account for coolant connections and any clearances around the manifold for tool access. Details of the functionality of the valve 120 in relation to the top layer 110 and the bottom layer 115 will be provided below in conjunction with FIGS. 2-8.\nThe apparatus 100 can include an energy storage unit 125. The energy storage unit 125 can reside in an electric vehicle, can power the electric vehicle, and can provide electrical energy to various components of the electric vehicle. The energy storage unit 125 can include at least one battery cell. The energy storage unit 125 can include a battery pack with a set of battery cells. The battery cells in the energy storage unit 125 can include a lithium-air battery cell, a lithium ion battery cell, a nickel-zinc battery cell, a zinc-bromine battery cell, a zinc-cerium battery cell, a sodium-sulfur battery cell, a molten salt battery cell, a nickel-cadmium battery cell, or a nickel-metal hydride battery cell, among others. The battery pack of the energy storage unit 125 can define or include one or more holders. Each holder can contain, support, or house at least one of the battery cells. The battery pack can include electrically insulative, but thermally conductive material around the holder for the battery cells. Examples of thermally conductive material for the battery pack can include a ceramic material (e.g., silicon nitride, silicon carbide, titanium carbide, zirconium dioxide, and beryllium oxide) and a thermoplastic material (e.g., acrylic glass, polyethylene, polypropylene, polystyrene, or polyvinyl chloride), among others.\nThe energy storage unit 125 can have a top surface 140 and a bottom surface 145. The top surface 140 can correspond to a top surface of the battery pack or individual battery cell of the energy storage unit 125. In addition, the bottom surface 145 can correspond to a bottom surface of the battery pack or an individual battery cell of the energy storage unit 125. The energy storage unit 125 can have or define at least one positive terminal 150 and at least one negative terminal 155. The at least one positive terminal 150 and the at least one negative terminal 155 can both be defined along the top surface 140 of the energy storage unit 125. The positive terminal 150 and the negative terminal 155 can be electrically coupled to various components of the electric vehicle. The bottom surface 145 of the energy storage unit 125 can face the top layer 110 of the cold plate 105, when coupled together to regulate temperature.\nThe cold plate 105 can be thermally coupled with an energy storage unit 125. To thermally couple the two components, the cold plate 105 can be positioned, arranged, or disposed adjacent or below the energy storage unit 125. At least the top layer 110 can be in contact with or flush with at least a portion of the bottom surface 145 of the energy storage unit 125. Conversely, at least the bottom surface 145 can be in contact or flush with at least a portion of the top layer 110 of the cold plate 105. For example, as depicted in FIG. 1, the cold plate 105 can be arranged below the energy storage unit 125, such that the bottom surface 145 of the energy storage unit 125 lies on a portion of the top layer 110 of the cold plate 105. At least the top layer 110 of the cold plate 105 can be thermally coupled with the bottom surface 145 of the energy storage unit 125. The top layer 110 of the cold plate 105 can be thermally coupled with the bottom layer 115 of the cold plate 105. In this manner, the bottom surface 145 of the energy storage unit 125 thermally coupled with the cold plate 105 can be opposite of the top surface 140 of the energy storage unit 125 defining both the positive terminal 150 and the negative terminal 155. The bottom layer 115 of the cold plate 105 can be thermally coupled with at least the bottom surface 145 of the energy storage unit 125 via the top layer 110.\nThe dimensions of the cold plates 105 can vary relative to dimensions of the energy storage unit 125. For example the size of the cold plate 105 can match a floor footprint of the energy storage unit 125, such as an entire battery pack, or of individual blocks, modules, or submodules of the battery pack. Further coolant connections via the valves 120 between the cold plates 105 and the main lines of the central manifold can be in series or in parallel. The cold plates 105 can also include walls or protrusions that extend up from the bottom floor of the battery pack to incorporate sidewall cooling of the battery pack or battery cells thereof.\nThe cold plate 105 can be removably attached, fastened, joined, or otherwise added to the bottom surface 145 of the energy storage unit 125. The top layer 110 of the cold plate 105 can define or include one or more holes to insert and secure a fastener element, such as a screw, bolt, a clasp, buckle, tie, or clip, among others. The bottom layer 115 of the cold plate 105 can also define or include one or more holes to insert and secure the fastener element. The bottom surface 145 of the energy storage unit 125 can also define or include one or more holes to insert and secure the fastener element. The holes of the bottom surface 145 of the energy storage unit 125 can align with the holes of the top layer 110 of the cold plate 105. The holes of the top layer 110 of the cold plate 105 can align with the holes of the bottom layer 115 of the cold plate 105. Once aligned, the fastener element can be inserted through the hole of the top layer 110 and the hole of the bottom surface 145 to attach the cold plate 105 to the bottom surface 145 of the energy storage unit 125. The fastener element can also be inserted through the hole of the bottom layer 115 prior to insertion through the hole of the top layer 110 and the hole of the bottom surface 145. For example, the cold plate 105 can be screwed onto the bottom surface 145 of the energy storage unit 125 at the defined positions. When the cold plate 105 or the energy storage unit 125 is to be serviced or otherwise replaced, the cold plate 105 can be unscrewed and thus removed from the energy storage unit 125. The top layer 110 of the cold plate 105 can also be joined to the bottom surface 145 of the energy storage unit 125 by applying an adhesive (e.g., acrylic polymer, polyurethane, polysiloxane, and epoxy). The modular cold plates 105 can disconnect and release from the main coolant lines for service, maintenance, or replacement. The cold plate 105 to cold plate 105 (e.g., module to module) interconnects can share the same space as the main coolant lines but can be contained within individual channels and can be isolated from the main coolant lines to facilitate packaging and serviceability of the cold plates 105.\n FIGS. 2 and 3, among others, each depict an example exploded perspective view of the cold plate 105 of an energy storage cooling system. As shown, the isometric, exploded perspective view of the cold plate 105 reveals surfaces of the top layer 110 and the bottom layer 115 as well as the inner portion of the encasing formed by the top layer 110 and the bottom layer 115 of the cold plate 105. In this view, the energy storage unit 125 has been omitted, but as described above the bottom surface 145 of the energy storage unit 125 can be disposed above the top layer 110 of the cold plate 105 to be thermally coupled with the cold plate 105.\nThe top layer 110 of the cold plate 105 can have a top surface 205 and a bottom surface 210. The top surface 205 can correspond to a side of the top layer 110 of the cold plate 105 facing the bottom surface 145 of the energy storage unit 125. The bottom surface 210 can correspond to the opposite side of the top surface 205 of the top layer 110. The top surface 205 of the top layer 110 can be positioned, arranged, or otherwise disposed beneath the bottom surface 145 of the energy storage unit 125 to thermally couple the cold plate 105 with the energy storage unit 215. At least a portion of the top surface 205 can be flush with the bottom surface 145 of the energy storage unit 125. For example, bottom surface 145 of the energy storage unit 125 can span a part of the top surface 205 of the top layer 110. In this manner, heat from the energy storage unit 215 can be first absorbed by the top surface 205 of the top layer 110, and then transferred to the other parts of the cold plate 105.\nThe top layer 110 can define or include one or more openings 215 (as depicted in FIG. 2). The one or more openings 215 can be disposed, arranged, or otherwise defined along the top layer 110 in a symmetric pattern (e.g., with even spacing between each opening 215 as depicted in FIG. 2), an asymmetric pattern, in a random pattern, or in a quasi-random pattern. The openings 215 can be shaped to facilitate melting, beading, disintegration, or evaporation of the filler material inserted therein. Each opening 215 itself can be one of a variety of shapes, such as cylindrical (e.g., as depicted in FIG. 2), an opening conical, or prismatic with a polygonal base, such as a triangle, square, a rectangular, a pentagon, or a hexagon, for example. Each opening 215 can correspond to a space spanning through the top layer 110 from the top surface 205 to the bottom surface 210. Each opening 215 can have a width ranging 1 mm-25 mm, a length ranging 1 mm-25 mm, and a height ranging 0.2 mm-3 mm. The top layer 110 can also lack the openings 215 and the inserts 220, with the thermally conductive material spanning the entirety of the top layer 110 (e.g., as depicted in FIG. 3).\nEach opening 215 defined along the top layer 110 can support, contain, or otherwise include an insert 220. Each insert 220 can plug, seal, or otherwise enclose the opening 215 that the insert 220 is added to. For example, the inserts 220 can be inserted to seal each opening 215 defined on the top layer 110 to achieve a watertight seal under pressure (e.g., as high as 150 psi). Once added, the one or more inserts 220 can prevent contents from within the cold plate 105 (e.g., within the encasing or channel) to directly physically contact the energy storage unit 125 disposed above the cold plate 105. Each insert 220 can correspond to a braised area of the top layer 110 at the opening 215. The braised area corresponding to the insert 220 can span from the top surface 205 to the bottom surface 210. The one or more inserts 220 can be comprised of thermally conductive material, such as tin or lead. The thermally conductive material for the inserts 220 can include a ceramic material (e.g., silicon nitride, silicon carbide, titanium carbide, zirconium dioxide, and beryllium oxide), a metal (e.g., aluminum, copper, iron, tin, lead, and various alloys), a thermoplastic material (e.g., acrylic glass, polyethylene, polypropylene, polystyrene, or polyvinyl chloride), among others. Each insert 220 can have a thermal expansion ratio larger than the top layer 110 to facilitate quicker melting than the surround top layer 110. Each insert 220 can have a melting temperature lower than a melting temperature of the top layer 110. For example, the melting temperature of the inserts 220 can range from 70° C. to 400° C., whereas the melting temperature of the top layer 110 can be 600° C. In examples where the inserts 220 correspond to braised areas along the top layer 110, the filler metal (e.g., copper alloy or aluminum alloy) used for the braised area can have a melting temperature lower than the top layer 110 of the cold plate 105. The dimensions of each insert 220 can match the dimensions of each opening 215. A length of each insert 220 can range from 1 mm-25 mm. A width of each insert 220 can range from 1 mm-25 mm. A height of the insert 220 can range from 0.2 mm-3 mm.\nThe top layer 110 can also define or include at least one port 225 (e.g., two ports 225 as depicted). The at least one port 225 can include an aperture or a hole spanning form the top surface 205 to the bottom surface 210 of the top layer 110. The at least one port 225 can be coupled or connected with the at least one valve 120 supported by the top surface 205 of the top layer 110. At least a bottom portion of the at least one valve 120 can be inserted or included into the at least one port 225. The at least one port 225 can be connected to at least one central manifold of the apparatus 100 via the valve 120. One manifold can provide coolant into the cold plate 105 through the at least one valve 120 corresponding to an inlet valve. The port 225 can be connected with the valve 120 corresponding to the inlet valve to allow coolant to flow into the cold plate 105. Another manifold can receive liquid from the cold plate 105 through the at least one valve 120 corresponding to an outlet valve, and through the connected port 225. The other port 225 can be connected with the valve 120 corresponding to the outlet valve to allow liquid (e.g., coolant) to flow out of the cold plate 105.\nThe bottom layer 115 can be positioned, arranged, or attached to at least a portion of the bottom surface 210 of the top layer 110 to cover a top surface 230 of the bottom layer 115. The bottom layer 115 can have or define a channel 235 spanning the top surface 230. The channel 235 can correspond to a groove, a divot, or a trench partially spanning the depth of the bottom layer 115 from the top surface 230. The channel 235 defined along the top surface 230 of the bottom layer 115 can be covered by at least the bottom surface 210 of the top layer 110. The shape of the trench for the channel 235 spanning the top surface 230 can be a prismatic hollowing with a triangular, rectangular, pentagonal, semi-elliptical (e.g., as depicted in FIGS. 2 and 3), and semi-circular | Apparatuses, systems, and methods of controlling of an energy storage unit are detailed herein. A cold plate can be thermally coupled with an energy storage unit for powering the electric vehicle. The cold plate can have a bottom layer. The bottom layer can have a channel spanning across a top surface of the bottom layer to circulate coolant to transfer heat away from the energy storage unit. The top layer can be flush with a bottom surface of the energy storage unit. The top layer can define openings each extending between the top surface and the bottom surface. The cold plate can have inserts sealing the openings. The inserts can have a melting temperature lower than a melting temperature of the top layer to expose at least one opening when heated the melting temperature to allow release of the coolant from the channel onto the energy storage unit. | US:16/118,363 | https://patentimages.storage.googleapis.com/50/d8/45/41b3626460ce15/US10668832.pdf | US:10668832 | Nathalie Capati, Duanyang Wang, Jacob Heth, Binbin Chi | Chongqing Jinkang New Energy Automobile Co Ltd | US:20100136391:A1, US:20120263981:A1, US:20120308854:A1, US:20160204483:A1, US:20180191038:A1, WO:2018184998:A1, WO:2018185001:A1, US:20180358671:A1 | 2020-06-02 | 2020-06-02 | 1. An apparatus to control electrical energy storage units in electric vehicles, comprising:\na cold plate disposed in an electric vehicle and thermally coupled with an energy storage unit to power the electric vehicle, the cold plate including:\na bottom layer having a channel spanning across a top surface of the bottom layer, the channel to circulate coolant to transfer heat away from the energy storage unit, the channel having a first end and a second end both located toward a corner of the bottom layer;\na top layer to cover the channel spanning across the top surface of the bottom layer, the top layer having a surface at least partially flush with a bottom surface of the energy storage unit and defining a plurality of openings each extending between the top surface and the bottom surface;\na plurality of inserts to seal the plurality of openings and to prevent the coolant in the channel from direct physical contact with the bottom surface of the energy storage units, the plurality of inserts having a melting temperature lower than a melting temperature of the top layer, at least one of the plurality of inserts to melt to expose at least one of the plurality of openings responsive to the bottom surface of the energy storage unit heating the at least one of the plurality of inserts to the melting temperature of the plurality of inserts to allow release of a portion of the coolant from the channel to at least the bottom surface of the energy storage unit.\n\n, a cold plate disposed in an electric vehicle and thermally coupled with an energy storage unit to power the electric vehicle, the cold plate including:\na bottom layer having a channel spanning across a top surface of the bottom layer, the channel to circulate coolant to transfer heat away from the energy storage unit, the channel having a first end and a second end both located toward a corner of the bottom layer;\na top layer to cover the channel spanning across the top surface of the bottom layer, the top layer having a surface at least partially flush with a bottom surface of the energy storage unit and defining a plurality of openings each extending between the top surface and the bottom surface;\na plurality of inserts to seal the plurality of openings and to prevent the coolant in the channel from direct physical contact with the bottom surface of the energy storage units, the plurality of inserts having a melting temperature lower than a melting temperature of the top layer, at least one of the plurality of inserts to melt to expose at least one of the plurality of openings responsive to the bottom surface of the energy storage unit heating the at least one of the plurality of inserts to the melting temperature of the plurality of inserts to allow release of a portion of the coolant from the channel to at least the bottom surface of the energy storage unit.\n, a bottom layer having a channel spanning across a top surface of the bottom layer, the channel to circulate coolant to transfer heat away from the energy storage unit, the channel having a first end and a second end both located toward a corner of the bottom layer;, a top layer to cover the channel spanning across the top surface of the bottom layer, the top layer having a surface at least partially flush with a bottom surface of the energy storage unit and defining a plurality of openings each extending between the top surface and the bottom surface;, a plurality of inserts to seal the plurality of openings and to prevent the coolant in the channel from direct physical contact with the bottom surface of the energy storage units, the plurality of inserts having a melting temperature lower than a melting temperature of the top layer, at least one of the plurality of inserts to melt to expose at least one of the plurality of openings responsive to the bottom surface of the energy storage unit heating the at least one of the plurality of inserts to the melting temperature of the plurality of inserts to allow release of a portion of the coolant from the channel to at least the bottom surface of the energy storage unit., 2. The apparatus of claim 1, comprising:\nthe first end to receive the coolant into the channel through a first port;\nthe second end to expel liquid from the channel through a second port, the liquid including at least the coolant; and\nat least one of:\nan inlet valve connected with the first port of the first end to control a rate of flow of the coolant into the channel; and\nan outlet valve connected with the second port of the second end to control a rate of flow of the liquid out of the channel.\n\n, the first end to receive the coolant into the channel through a first port;, the second end to expel liquid from the channel through a second port, the liquid including at least the coolant; and, at least one of:\nan inlet valve connected with the first port of the first end to control a rate of flow of the coolant into the channel; and\nan outlet valve connected with the second port of the second end to control a rate of flow of the liquid out of the channel.\n, an inlet valve connected with the first port of the first end to control a rate of flow of the coolant into the channel; and, an outlet valve connected with the second port of the second end to control a rate of flow of the liquid out of the channel., 3. The apparatus of claim 1, comprising:\nthe bottom layer having four edges that define a perimeter for the bottom layer, the channel starting from the first end along at least three edges of the perimeter and terminating at the second end.\n, the bottom layer having four edges that define a perimeter for the bottom layer, the channel starting from the first end along at least three edges of the perimeter and terminating at the second end., 4. The apparatus of claim 1, comprising:\nthe bottom layer having an exterior portion along a bottom surface of the bottom layer, and an interior portion along the top surface, the channel having a circuitous path in at least the interior portion along the top surface.\n, the bottom layer having an exterior portion along a bottom surface of the bottom layer, and an interior portion along the top surface, the channel having a circuitous path in at least the interior portion along the top surface., 5. The apparatus of claim 1, comprising:\nthe channel of the bottom layer having one or more directional changes between the first end and the second end spanning across the top surface of the bottom layer.\n, the channel of the bottom layer having one or more directional changes between the first end and the second end spanning across the top surface of the bottom layer., 6. The apparatus of claim 1, comprising:\nthe channel of the bottom layer having a width larger than a dimension of each of the plurality of openings.\n, the channel of the bottom layer having a width larger than a dimension of each of the plurality of openings., 7. The apparatus of claim 1, comprising:\nthe channel of the bottom layer to flood the portion of the coolant into the at least the bottom surface of the energy storage unit via the at least one of the plurality of inserts to cool the energy storage unit.\n, the channel of the bottom layer to flood the portion of the coolant into the at least the bottom surface of the energy storage unit via the at least one of the plurality of inserts to cool the energy storage unit., 8. The apparatus of claim 1, comprising:\nthe top layer to at least partially deform responsive to the bottom surface of the energy storage unit heating the surface of the top layer to the melting temperature of the top layer subsequent to the melting of at least one of the plurality of inserts.\n, the top layer to at least partially deform responsive to the bottom surface of the energy storage unit heating the surface of the top layer to the melting temperature of the top layer subsequent to the melting of at least one of the plurality of inserts., 9. The apparatus of claim 1, comprising:\nat least one of the plurality of inserts to drop into the channel of the bottom layer responsive to exposure to heat from the bottom surface of the energy surface at least reaching a melting temperature of the plurality of inserts.\n, at least one of the plurality of inserts to drop into the channel of the bottom layer responsive to exposure to heat from the bottom surface of the energy surface at least reaching a melting temperature of the plurality of inserts., 10. The apparatus of claim 1, comprising:\nat least one of the plurality of inserts to melt into a bead deposited on the top layer responsive to exposure to heat from the bottom surface of the energy surface at least reaching a melting temperature of the plurality of inserts.\n, at least one of the plurality of inserts to melt into a bead deposited on the top layer responsive to exposure to heat from the bottom surface of the energy surface at least reaching a melting temperature of the plurality of inserts., 11. The apparatus of claim 1, comprising:\nthe plurality of openings arranged in a pattern on the top layer, the pattern including at least one of a symmetric pattern, an asymmetrical pattern, and a quasi-random pattern.\n, the plurality of openings arranged in a pattern on the top layer, the pattern including at least one of a symmetric pattern, an asymmetrical pattern, and a quasi-random pattern., 12. The apparatus of claim 1, comprising:\nthe bottom layer having a first area and a second area, the channel spanning across both the first area and the second area, the second area having a dimension greater than a dimension of the first area, the corner located in the second area extending beyond the first area.\n, the bottom layer having a first area and a second area, the channel spanning across both the first area and the second area, the second area having a dimension greater than a dimension of the first area, the corner located in the second area extending beyond the first area., 13. The apparatus of claim 1, comprising:\nthe cold plate thermally coupled with the bottom surface of the energy storage unit opposite of a top surface of the energy storage unit where a positive terminal and a negative terminal of the energy storage unit are located.\n, the cold plate thermally coupled with the bottom surface of the energy storage unit opposite of a top surface of the energy storage unit where a positive terminal and a negative terminal of the energy storage unit are located., 14. The apparatus of claim 1, comprising:\nthe cold plate removably coupled to the bottom surface of the energy storage unit and to a central manifold for providing coolant to the channel of the bottom layer.\n, the cold plate removably coupled to the bottom surface of the energy storage unit and to a central manifold for providing coolant to the channel of the bottom layer., 15. The apparatus of claim 1, comprising:\nthe cold plate having a thickness ranging between 20 mm to 12 cm, a width ranging between 5 cm to 150 cm, and a length between 60 cm to 120 cm.\n, the cold plate having a thickness ranging between 20 mm to 12 cm, a width ranging between 5 cm to 150 cm, and a length between 60 cm to 120 cm., 16. A method of controlling electrical energy storage units in electric vehicles, comprising:\nproviding a cold plate in an electric vehicle to thermally couple with an energy storage unit for powering the electric vehicle, the cold plate having:\na bottom layer having a channel spanning across a top surface of the bottom layer, the channel to circulate coolant to transfer heat away from the energy storage unit, the channel having a first end and a second end both located toward a corner of the bottom layer;\na top layer to cover the channel spanning across the top surface of the bottom layer, the top layer having a surface at least partially flush with a bottom surface of the energy storage unit and defining a plurality of openings each extending between the top surface and the bottom surface;\na plurality of inserts to seal the plurality of openings and to prevent the coolant in the channel from direct physical contact with the bottom surface of the energy storage units, the plurality of inserts having a melting temperature lower than a melting temperature of the top layer, at least one of the plurality of inserts to melt to expose at least one of the plurality of openings responsive to the bottom surface of the energy storage unit heating the at least one of the plurality of inserts to the melting temperature of the plurality of inserts to allow release of a portion of the coolant from the channel to at least the bottom surface of the energy storage unit.\n\n, providing a cold plate in an electric vehicle to thermally couple with an energy storage unit for powering the electric vehicle, the cold plate having:\na bottom layer having a channel spanning across a top surface of the bottom layer, the channel to circulate coolant to transfer heat away from the energy storage unit, the channel having a first end and a second end both located toward a corner of the bottom layer;\na top layer to cover the channel spanning across the top surface of the bottom layer, the top layer having a surface at least partially flush with a bottom surface of the energy storage unit and defining a plurality of openings each extending between the top surface and the bottom surface;\na plurality of inserts to seal the plurality of openings and to prevent the coolant in the channel from direct physical contact with the bottom surface of the energy storage units, the plurality of inserts having a melting temperature lower than a melting temperature of the top layer, at least one of the plurality of inserts to melt to expose at least one of the plurality of openings responsive to the bottom surface of the energy storage unit heating the at least one of the plurality of inserts to the melting temperature of the plurality of inserts to allow release of a portion of the coolant from the channel to at least the bottom surface of the energy storage unit.\n, a bottom layer having a channel spanning across a top surface of the bottom layer, the channel to circulate coolant to transfer heat away from the energy storage unit, the channel having a first end and a second end both located toward a corner of the bottom layer;, a top layer to cover the channel spanning across the top surface of the bottom layer, the top layer having a surface at least partially flush with a bottom surface of the energy storage unit and defining a plurality of openings each extending between the top surface and the bottom surface;, a plurality of inserts to seal the plurality of openings and to prevent the coolant in the channel from direct physical contact with the bottom surface of the energy storage units, the plurality of inserts having a melting temperature lower than a melting temperature of the top layer, at least one of the plurality of inserts to melt to expose at least one of the plurality of openings responsive to the bottom surface of the energy storage unit heating the at least one of the plurality of inserts to the melting temperature of the plurality of inserts to allow release of a portion of the coolant from the channel to at least the bottom surface of the energy storage unit., 17. The method of claim 16, comprising:\nproviding the cold plate including the channel of the bottom layer to flood the portion of the coolant into the at least the bottom surface of the energy storage unit via the at least one of the plurality of inserts to cool the energy storage unit.\n, providing the cold plate including the channel of the bottom layer to flood the portion of the coolant into the at least the bottom surface of the energy storage unit via the at least one of the plurality of inserts to cool the energy storage unit., 18. The method of claim 16, comprising:\nproviding the cold plate including:\nthe channel of the bottom layer having a first port on the first end to receive the coolant into the channel and a second port on the second end to expel liquid from the channel, the liquid including at least the coolant; and\nat least one of:\nan inlet valve connected with the first port of the first end to control a rate of flow of the coolant into the channel; and\nan outlet valve connected with the second port of the second end to control a rate of flow of the liquid out of the channel.\n\n\n, providing the cold plate including:\nthe channel of the bottom layer having a first port on the first end to receive the coolant into the channel and a second port on the second end to expel liquid from the channel, the liquid including at least the coolant; and\nat least one of:\nan inlet valve connected with the first port of the first end to control a rate of flow of the coolant into the channel; and\nan outlet valve connected with the second port of the second end to control a rate of flow of the liquid out of the channel.\n\n, the channel of the bottom layer having a first port on the first end to receive the coolant into the channel and a second port on the second end to expel liquid from the channel, the liquid including at least the coolant; and, at least one of:\nan inlet valve connected with the first port of the first end to control a rate of flow of the coolant into the channel; and\nan outlet valve connected with the second port of the second end to control a rate of flow of the liquid out of the channel.\n, an inlet valve connected with the first port of the first end to control a rate of flow of the coolant into the channel; and, an outlet valve connected with the second port of the second end to control a rate of flow of the liquid out of the channel., 19. An electric vehicle, comprising:\none or more electric components;\na plurality of energy storage units for powering the one or more electric components;\na cold plate thermally coupled with each energy storage unit of the plurality of energy storage units, having:\na bottom layer having a channel spanning across a top surface of the bottom layer, the channel to circuit coolant to transfer heat away from the energy storage unit, the channel having a first end and a second end both located toward a corner of the bottom layer;\na top layer to cover the channel spanning across the top surface of the bottom layer, the top layer having a surface at least partially flush with a bottom surface of the energy storage unit and defining a plurality of openings each extending between the top surface and the bottom surface;\na plurality of inserts to seal the plurality of openings and to prevent the coolant in the channel from direct physical contact with the bottom surface of the energy storage units, the plurality of inserts having a melting temperature lower than a melting temperature of the top layer, at least one of the plurality of inserts to melt to expose at least one of the plurality of openings responsive to the bottom surface of the energy storage unit heating the at least one of the plurality of inserts to the melting temperature of the plurality of inserts to allow release of a portion of the coolant from the channel to at least the bottom surface of the energy storage unit.\n\n, one or more electric components;, a plurality of energy storage units for powering the one or more electric components;, a cold plate thermally coupled with each energy storage unit of the plurality of energy storage units, having:\na bottom layer having a channel spanning across a top surface of the bottom layer, the channel to circuit coolant to transfer heat away from the energy storage unit, the channel having a first end and a second end both located toward a corner of the bottom layer;\na top layer to cover the channel spanning across the top surface of the bottom layer, the top layer having a surface at least partially flush with a bottom surface of the energy storage unit and defining a plurality of openings each extending between the top surface and the bottom surface;\na plurality of inserts to seal the plurality of openings and to prevent the coolant in the channel from direct physical contact with the bottom surface of the energy storage units, the plurality of inserts having a melting temperature lower than a melting temperature of the top layer, at least one of the plurality of inserts to melt to expose at least one of the plurality of openings responsive to the bottom surface of the energy storage unit heating the at least one of the plurality of inserts to the melting temperature of the plurality of inserts to allow release of a portion of the coolant from the channel to at least the bottom surface of the energy storage unit.\n, a bottom layer having a channel spanning across a top surface of the bottom layer, the channel to circuit coolant to transfer heat away from the energy storage unit, the channel having a first end and a second end both located toward a corner of the bottom layer;, a top layer to cover the channel spanning across the top surface of the bottom layer, the top layer having a surface at least partially flush with a bottom surface of the energy storage unit and defining a plurality of openings each extending between the top surface and the bottom surface;, a plurality of inserts to seal the plurality of openings and to prevent the coolant in the channel from direct physical contact with the bottom surface of the energy storage units, the plurality of inserts having a melting temperature lower than a melting temperature of the top layer, at least one of the plurality of inserts to melt to expose at least one of the plurality of openings responsive to the bottom surface of the energy storage unit heating the at least one of the plurality of inserts to the melting temperature of the plurality of inserts to allow release of a portion of the coolant from the channel to at least the bottom surface of the energy storage unit., 20. The electric vehicle of claim 19, comprising:\nthe channel of the bottom layer having one or more directional changes between the first end and the second end spanning across the top surface of the bottom layer.\n, the channel of the bottom layer having one or more directional changes between the first end and the second end spanning across the top surface of the bottom layer. | US | United States | Active | B | True |
| 254 | Impact load reduction structure \n | US10384720B2 | The present application is a Continuation Application of U.S. patent application Ser. No. 15/261,632, filed on Sep. 9, 2016, which is based on Japanese Patent Application No. 2015-193462 filed on Sep. 30, 2015, the entire contents of which are hereby incorporated by reference.\nThe present invention relates to impact load reduction structures, and particularly, to an impact load reduction structure that reduces an impact load transmitted to a battery for driving an electrically-powered vehicle.\nBatteries installed in electrically-powered vehicles, such as electric vehicles and hybrid vehicles, require large capacity and have large weight. Therefore, an electrically-powered vehicle is normally provided with a battery frame for supporting a battery. For instance, the battery frame is provided in a large space under the floor of the vehicle cabin, and a plurality of batteries are collectively disposed within the battery frame. There is a demand for a technology for suppressing an input of a large external impact load when an electrically-powered vehicle is involved in a collision.\nAs an impact load reduction structure that reduces transmission of an impact load to a battery, for instance, Japanese Unexamined Patent Application Publication (JP-A) No. 2013-14276 proposes an electric-vehicle battery support structure that can reliably distribute a load input from the front section of the vehicle. This electric-vehicle battery support structure is provided with a protrusion that protrudes downward from the floor surface, extends in the front-rear direction of the vehicle, and supports batteries. The front end of this protrusion is coupled to the rear end of a front side frame. Accordingly, a load input to the front side frame from the front section of the vehicle can be transmitted and distributed to the rear of the vehicle via the protrusion.\nHowever, in the electric-vehicle battery support structure in JP-A No. 2013-14276, a vehicle body frame, such as the front side frame, is securely fixed to the protrusion, which supports the batteries, from the front side. Thus, when the front section of the electric vehicle makes a collision, an impact load transmitted through the vehicle body frame is input to the protrusion at once, possibly causing a large impact load to be input to the batteries.\nIt is desirable to provide an impact load reduction structure that reliably reduces an impact load transmitted to a battery.\nAn aspect of the present invention provides an impact load reduction structure that reduces an impact load transmitted to a battery for driving an electrically-powered vehicle. The impact load reduction structure includes a battery frame, a load reduction frame, and a load absorber. The battery frame is fixed to a vehicle body frame of the electrically-powered vehicle and supports the battery. The load reduction frame extends in a front-rear direction on a front side of the battery frame and is disposed in a substantially same plane as the battery frame. The load absorber is disposed between the load reduction frame and the battery frame and absorbs the impact load to be transmitted from the load reduction frame to the battery frame.\nThe battery frame may be disposed under a floor of a vehicle cabin, and the load reduction frame may be disposed so as to extend rearward from near a front section of the electrically-powered vehicle.\nFurthermore, the load absorber may have lower rigidity than the battery frame and higher rigidity than the load reduction frame.\nFurthermore, the load reduction frame may have lower rigidity than the battery frame, and the load absorber may have lower rigidity than the load reduction frame.\nFurthermore, the vehicle body frame may have front side frames in pairs spaced apart from each other in a vehicle width direction and extending rearward from near a front section of the electrically-powered vehicle, floor side frames in pairs that are coupled to rear ends of the front side frames and that extend rearward under a floor of a vehicle cabin, and side sills in pairs disposed so as to extend in the front-rear direction alongside the floor side frames. The load absorber may be disposed so as to extend in the vehicle width direction, and opposite ends of the load absorber may be fixed to either one of the pair of front side frames, the pair of side sills, and the pair of floor side frames.\nFurthermore, the vehicle body frame may have front side frames in pairs spaced apart from each other in a vehicle width direction and extending rearward from near a front section of the electrically-powered vehicle and may also have floor side frames in pairs coupled to rear ends of the front side frames and extending rearward under a floor of a vehicle cabin. The load reduction frame may be fixed to the front side frames. The battery frame may be disposed within the floor side frames and may be fixed to the floor side frames.\n FIG. 1 illustrates the configuration of a vehicle equipped with an impact load reduction structure according to a first example of the present invention;\n FIG. 2 is a bottom view illustrating a relevant part of the impact load reduction structure;\n FIG. 3 is a side view illustrating a relevant part of the impact load reduction structure;\n FIG. 4 illustrates a state where a bumper is deformed in an early stage of a collision in the first example; and\n FIG. 5 illustrates a state where a load absorber is deformed in an early stage of a collision in a second example.\nExamples of the present invention will be described below with reference to the appended drawings.\n FIG. 1 illustrates the configuration of an electric vehicle equipped with an impact load reduction structure according to a first example of the present invention. This electric vehicle has a vehicle body frame 1 that supports a vehicle body, a battery housing 2 fixed to the vehicle body frame 1, a plurality of batteries 3 disposed within the battery housing 2, a sub frame 4 disposed on the front side of the battery housing 2, and a driving unit 5 electrically coupled to the plurality of batteries 3 via wires (not illustrated).\nThe vehicle body frame 1 has a bumper frame 6, a pair of front upper frames 7, a pair of front side frames 8, a pair of front pillars 9, a pair of side sills 10, and a pair of floor side frames 11.\nThe bumper frame 6 is disposed at the front section of the electric vehicle and supports a bumper B. The bumper frame 6 extends in a curved manner in the vehicle width direction. The bumper frame 6 and the bumper B have a crash area S that deforms first and absorbs an impact load when the front section of the electric vehicle makes a collision.\nThe front upper frames 7 extend rearward from near the front section of the electric vehicle along the opposite sides thereof, and the rear ends of the front upper frames 7 are coupled to the front pillars 9.\nThe front side frames 8 extend in the front-rear direction within the front upper frames 7. The front ends of the front side frames 8 are coupled to the bumper frame 6, and the rear ends of the front side frames 8 are coupled to the floor side frames 11. Moreover, the rear ends of the front side frames 8 are coupled to the side sills 10 via a rigid member R, such as a torque box.\nThe front pillars 9 extend in the up-down direction at the opposite sides of the electric vehicle, and a toe board T is disposed so as to couple the front pillars 9 to each other. A front chamber R1 is formed on the front side of the toe board T, and a vehicle cabin R2 is formed on the rear side of the toe board T.\nThe front ends of the side sills 10 are coupled to the lower ends of the front pillars 9. The side sills 10 are formed under the floor of the vehicle cabin R2 so as to extend rearward along the opposite sides of the electric vehicle.\nThe floor side frames 11 extend in the front-rear direction within the side sills 10. The front ends of the floor side frames 11 are coupled to the front side frames 8, and the rear ends of the floor side frames 11 are coupled to the side sills 10. Therefore, the floor side frames 11 are disposed so as to expand sideways gradually from the front ends toward the rear ends. Specifically, the floor side frames 11 extend rearward while the distance between one floor side frame 11 and the other floor side frame 11 gradually increases.\nThe battery housing 2 is for securely fixing the positions of the plurality of batteries 3 accommodated therein. The battery housing 2 collectively covers the plurality of batteries 3 and has high rigidity. The battery housing 2 is disposed so as to extend between the floor side frames 11 under the floor of the vehicle cabin R2. Below the battery housing 2, a box-shaped battery frame 12 is provided along the outer edges of the battery housing 2. The batteries 3 are supported from below by this battery frame 12.\nThe batteries 3 are charged by electric power supplied from an external power source and are accommodated within the battery housing 2. The batteries 3 have large capacity for driving the driving unit 5 and also have large weight. Therefore, the weight of the battery housing 2 accommodating the batteries 3 is extremely large at, for instance, about 300 kg.\nThe sub frame 4 is disposed so as to extend rearward within the front chamber R1 from near the bumper B toward the front section of the battery frame 12. In one example of the present invention, the sub frame 4 functions as a load reduction frame.\nThe driving unit 5 includes, for instance, a motor that is driven by electric power supplied from the batteries 3 and is coupled to, for instance, tires within the front chamber R1.\nFurthermore, a load absorber 17 is disposed between the sub frame 4 and the battery frame 12.\n FIGS. 2 and 3 illustrate the configuration of the sub frame 4 and the load absorber 17 in detail.\nThe sub frame 4 and the load absorber 17 are disposed so as to be positioned in the same plane as the battery frame 12. The battery frame 12 has a pair of side frames 14 a extending in the front-rear direction at the opposite sides of the electric vehicle, a front frame 14 b extending in the vehicle width direction and coupling the front ends of the side frames 14 a to each other, and a rear frame 14 c extending in the vehicle width direction and coupling the rear ends of the side frames 14 a to each other. The side frames 14 a, the front frame 14 b, and the rear frame 14 c are disposed so as to be positioned in substantially the same plane within the floor side frames 11.\nThe front sections of the side frames 14 a have abutment sections 16 extending along the floor side frames 11. The abutment sections 16 are formed such that the side frames 14 a are inwardly inclined toward the front. Specifically, the abutment sections 16 are formed such that the distance therebetween gradually decreases toward the front. The rear sections of the side frames 14 a extend straight toward the rear. The front frame 14 b extends in the vehicle width direction along the toe board T, and the rear frame 14 c extends in the vehicle width direction. A plurality of fixation sections 15 are disposed below the battery frame 12. These plurality of fixation sections 15 couple and fix the battery frame 12 to the floor side frames 11.\nWhen a forward inertia force occurs in the battery frame 12 due to a collision of the electric vehicle, the sub frame 4 supports the battery frame 12 from the front side. The sub frame 4 has f side frames 13 a in pairs extending in the front-rear direction at the opposite sides of the electric vehicle, a front frame 13 b that extends in the vehicle width direction and couples the front ends of the side frames 13 a to each other, and a rear frame 13 c that extends in the vehicle width direction and couples the rear ends of the side frames 13 a to each other.\nThe side frames 13 a are formed parallel to each other and extend rearward and straight from the front ends toward the rear ends. Furthermore, the side frames 13 a are disposed such that the front ends of the side frames 14 a of the battery frame 12 are positioned on the extensions of the side frames 13 a. The front frame 13 b and the rear frame 13 c are disposed so as to extend parallel to the front frame 14 b of the battery frame 12 in the vehicle width direction. The sub frame 4 is coupled and fixed to the front side frames 8 via fixation sections (not illustrated).\nThe load absorber 17 absorbs an impact load input to the battery frame 12 by deforming and is disposed so as to extend in the vehicle width direction between the battery frame 12 and the sub frame 4. The opposite ends of the load absorber 17 are fixed to the floor side frames 11. The load absorber 17 has lower rigidity than the battery frame 12 and higher rigidity than the sub frame 4. In detail, the rigidity of the load absorber 17 is set such that the load absorber 17 deforms immediately before receiving an impact load that may lead to damages to the batteries 3. The load absorber 17 may be composed of, for instance, a resin material and aluminum alloy.\nNext, the operation according to this example will be described.\nFirst, when the front section of the electric vehicle illustrated in FIG. 1 makes a collision, such as a full-wrap frontal collision, with an impactor D, the front section of the electric vehicle receives an impact load. As illustrated in FIG. 4, in the early stage of the collision, the crash area S of the bumper B deforms in a crushed manner, whereas other areas of the vehicle body frame 1 hardly deform. The impact load input from the bumper B is transmitted rearward via the front upper frames 7, the front side frames 8, and the sub frame 4.\nIn detail, the impact load input to the front upper frames 7 is transmitted to the side sills 10 via the front pillars 9. Furthermore, the impact load input to the front side frames 8 is transmitted to the floor side frames 11 and also to the side sills 10 via the rigid member R. Moreover, the impact load input to the sub frame 4 is transmitted to the front side frames 8 via fixation sections (not illustrated) and is transmitted from the front side frames 8 to the floor side frames 11 and the side sills 10.\nIn this case, as illustrated in FIGS. 2 and 3, the sub frame 4 is coupled to the battery frame 12 via the load absorber 17 so that a portion of the impact load transmitted to the sub frame 4 is also transmitted to the battery frame 12. However, the impact load transmitted to the battery frame 12 does not lead to damages to the batteries 3 and does not cause the load absorber 17 to deform so that the shape thereof is maintained.\nIn the battery frame 12, a forward inertia force is generated due to the collision so that the abutment sections 16 are brought into abutment with the floor side frames 11 and the front frame 14 b is brought into abutment with the load absorber 17. Therefore, in the early stage of the collision, the abutment sections 16 are supported by the floor side frames 11, and the sub frame 4 supports the battery frame 12 from the front side via the load absorber 17, so that forward movement of the battery frame 12 can be suppressed.\nIn this case, the sub frame 4 is pushed rearward by the pressure from the impactor D so that the battery frame 12 can be securely supported. Moreover, since the front ends of the side frames 14 a of the battery frame 12 are positioned on the extensions of the side frames 13 a of the sub frame 4, the battery frame 12 can be securely supported from the front side.\nFurthermore, since the load absorber 17 is disposed parallel to the front frame 14 b of the battery frame 12, the load absorber 17 can come into contact with the battery frame 12 with a wide area, whereby the battery frame 12 can be securely supported from the front side. Moreover, since the opposite ends of the load absorber 17 are fixed to the floor side frames 11, the battery frame 12 can be securely supported. By using the fixation sections 15 to fix the front frame 14 b of the battery frame 12 to the load absorber 17, the load absorber 17 can also be used as a support frame that supports the battery frame 12 from below.\nFurthermore, since forward movement of the battery frame 12 is suppressed by simply disposing the sub frame 4 and the load absorber 17 on the front side of the battery frame 12, it is not necessary to securely fix, for instance, the front frame 14 b of the battery frame 12 to the vehicle body frame 1, thereby reducing the weight of the electric vehicle as well as simplifying the assembly process thereof.\nAccordingly, when the crash area S of the bumper B completely deforms so that the early stage of the collision ends, areas of the vehicle body frame 1 other than the crash area S subsequently deform. Then, in the later stage of the collision in which there are few deformed sections in the vehicle body frame 1 due to complete deformation of the front chamber R1 of the vehicle, the impact load input to the battery frame 12 greatly increases.\nIn this later stage of the collision, when the impact load to be input to the battery frame 12 increases to a predetermined threshold value, that is, a value slightly lower than a value that may lead to damages to the batteries, 3, the load absorber 17 deforms in a crushed manner so as to absorb the impact load, thereby reducing the impact load input to the battery frame 12. Therefore, the battery frame 12 is prevented from receiving an impact load that greatly exceeds the predetermined threshold value, thereby preventing damages to the batteries 3.\nBecause the sub frame 4 moves rearward as the load absorber 17 deforms, the battery frame 12 is supported from the front side by the sub frame 4 even after the deformation of the load absorber 17, so that forward movement of the battery frame 12 can still be suppressed.\nAccording to this example, since the load absorber 17, which has lower rigidity than the battery frame 12 and higher rigidity than the sub frame 4, is disposed between the sub frame 4 and the battery frame 12, the impact load input to the battery frame 12 in the later stage of the collision can be reduced, so that the impact load transmitted to the batteries 3 can be reliably reduced.\nIn the first example, the load absorber 17 has lower rigidity than the battery frame 12 and higher rigidity than the sub frame 4. Alternatively, the sub frame 4 may have lower rigidity than the battery frame 12, and the load absorber 17 may have lower rigidity than the sub frame 4.\nSimilar to the first example, when the front section of the electric vehicle illustrated in FIG. 1 collides with the impactor D, the crash area S of the bumper B deforms in a crushed manner. Moreover, the impact load input from the bumper B is transmitted rearward via the front upper frames 7, the front side frames 8, and the sub frame 4.\nIn this case, since the load absorber 17 has lower rigidity than the sub frame 4, transmission of the impact load from the sub frame 4 to the battery frame 12 is reduced, so that the battery frame 12 receives only a portion of the impact load transmitted through the floor side frames 11. Therefore, in the early stage of the collision, the battery frame 12 is prevented from receiving the impact load at once, thereby reducing an increase in the impact load.\nSubsequently, when the crash area S of the bumper B completely deforms so that the early stage of the collision ends, the sub frame 4 is pushed rearward by the pressure from the impactor D, as illustrated in FIG. 5. In this case, since the sub frame 4 moves rearward while deforming the load absorber 17, the impact load is absorbed by the load absorber 17 so that the impact load transmitted to the battery frame 12 can be reduced.\nAccordingly, the sub frame 4 moves rearward so that the load absorber 17 deforms in a completely crushed manner. It is preferable that the load absorber 17 completely deforms substantially simultaneously with the end of the early stage of the collision, that is, complete deformation of the crash area S. When the early stage of the collision ends, areas of the vehicle body frame 1 other than the crash area S deform so that the deformation load becomes larger than the deformation load of the crash area S. Therefore, although the forward inertia force occurring in the battery frame 12 increases, the sub frame 4 can securely support the battery frame 12 from the front side by causing the load absorber 17 to completely deform when the early stage of the collision ends, whereby forward movement of the battery frame 12 can be reliably suppressed.\nIn the related art, in order to prevent the battery frame 12 from moving forward due to a collision, for instance, the front frame 14 b is securely fixed to the vehicle body frame 1. Therefore, there is a possibility that a large impact load is transmitted to the battery frame 12 at once via the vehicle body frame 1 from the early stage of the collision. In each example of the present invention, the load absorber 17 is disposed between the sub frame 4 and the battery frame 12 so that forward movement of the battery frame 12 is suppressed while the impact load transmitted to the battery frame 12 in the early stage of the collision can be reduced.\nAccording to this example, since the sub frame 4 has lower rigidity than the battery frame 12, and the load absorber 17 has lower rigidity than the sub frame 4, the impact load input to the battery frame 12 in the early stage of the collision can be reduced, so that the impact load transmitted to the batteries 3 can be reliably reduced.\nAlthough the opposite ends of the load absorber 17 are fixed to the floor side frames 11 in the first and second examples described above, the opposite ends may alternatively be fixed to, for instance, the front side frames 8 and the side sills 10 so long as the load absorber 17 can be fixed to the vehicle body of the electric vehicle.\nFurthermore, in the first and second examples described above, a part of the vehicle body frame 1 may be used as the load absorber 17. For instance, a cross member disposed between the sub frame 4 and the battery frame 12 may be used as the load absorber 17.\nFurthermore, although the impact load reduction structure according to each example of the present invention is applied to an electric vehicle in the above-described example, a vehicle to which the impact load reduction structure according to each example of the present invention is applied is not limited to an electric vehicle so long as the impact load reduction structure according to each example of the present invention is applied to an electrically-powered vehicle equipped with a large-capacity battery for, for instance, electrically driving a driving unit. For instance, the impact load reduction structure according to each example of the present invention may be applied to a hybrid vehicle.\n | An impact load reduction includes: a crash area that is disposed in a front section of the electrically-powered vehicle and configured to deform at a collision; a battery frame that is disposed rearward of the crash area and fixed to a vehicle body frame of the electrically-powered vehicle, the battery frame being configured to support the battery and be engaged with the vehicle body frame in accordance with an inertia force of the collision to be supported from frontward; a load reduction frame that extends in a front-rear direction on a front side of the battery frame and that is disposed in a substantially same plane as the battery frame, the load reduction frame having lower rigidity than the battery frame; and a load absorber that is disposed between the load reduction frame and the battery frame and that has lower rigidity than the battery frame. | US:15/792,552 | https://patentimages.storage.googleapis.com/de/6c/06/7e0bbd81fe45a7/US10384720.pdf | US:10384720 | Takehisa Tsukada, Hiroshi Matsuda | Subaru Corp | US:3708028, US:4365681, US:5390754, US:5409264, JP:H06270692:A, US:7036616, US:5918692, JP:H10291419:A, JP:2001097048:A, US:6273486, US:7004502, US:7185934, US:7188893, US:7104596, US:7178861, US:8128154, US:8276980, US:8177293, US:7748774, US:7699385, US:8079435, US:8393669, US:8387734, US:8820452, US:8182393, US:8631886, US:8944449, US:8517136, US:8863878, US:8733487, US:8899360, US:8286743, US:9045030, US:8875828, US:8424960, US:9650078, US:9096133, JP:2012232667:A, JP:2012240586:A, JP:2013014276:A, US:8708401, US:8540259, WO:2014038346:A1, US:9281505, US:8632121, US:9139074, US:9259998, US:9221508, US:20170088181:A1, US:20170088178:A1, US:9673433 | 2019-08-20 | 2019-08-20 | 1. An impact load reduction structure configured to reduce an impact load transmitted to a battery of an electrically-powered vehicle, the impact load reduction structure comprising:\na crash area that is disposed in a front section of the electrically-powered vehicle and configured to deform at a collision of the vehicle;\na battery frame that is disposed rearward of the crash area and engaged with a vehicle body frame of the electrically-powered vehicle, the battery frame being configured to support the battery and be engaged with the vehicle body frame in accordance with an inertia force of the collision;\na load reduction frame that extends in a front side of the battery frame and that is disposed in a substantially same plane as the battery frame, the load reduction frame having a lower rigidity than a rigidity of the battery frame; and\na load absorber that is disposed between the load reduction frame and the battery frame and that has a lower rigidity than the rigidity of the battery frame, to deform by being pushed by the load reduction frame, the load absorber absorbing the impact load to be transmitted from the load reduction frame to the battery frame,\nwherein the load reduction frame extends between the battery frame and the crash area, and is movable rearward by being pushed after a deformation of the crash area, such that the load reduction frame supports the battery frame from frontward via the deformed load absorber.\n, a crash area that is disposed in a front section of the electrically-powered vehicle and configured to deform at a collision of the vehicle;, a battery frame that is disposed rearward of the crash area and engaged with a vehicle body frame of the electrically-powered vehicle, the battery frame being configured to support the battery and be engaged with the vehicle body frame in accordance with an inertia force of the collision;, a load reduction frame that extends in a front side of the battery frame and that is disposed in a substantially same plane as the battery frame, the load reduction frame having a lower rigidity than a rigidity of the battery frame; and, a load absorber that is disposed between the load reduction frame and the battery frame and that has a lower rigidity than the rigidity of the battery frame, to deform by being pushed by the load reduction frame, the load absorber absorbing the impact load to be transmitted from the load reduction frame to the battery frame,, wherein the load reduction frame extends between the battery frame and the crash area, and is movable rearward by being pushed after a deformation of the crash area, such that the load reduction frame supports the battery frame from frontward via the deformed load absorber., 2. The impact load reduction structure according to claim 1, wherein the battery frame is disposed under a floor of a vehicle cabin, and the load reduction frame is disposed so as to extend between the front section of the electrically-powered vehicle and a rear section of the electrically-powered vehicle., 3. The impact load reduction structure according to claim 1, wherein the vehicle body frame includes:\nfront side frames in pairs spaced apart from each other in a vehicle width direction and extending between the front section of the electrically-powered vehicle and a rear section of the electrically-powered vehicle;\nfloor side frames in pairs that are coupled to rear ends of the front side frames and that extend rearward under a floor of the vehicle cabin; and\nside sills in pairs disposed so as to extend in a front-rear direction of the vehicle alongside the floor side frames, and\nwherein the load absorber is disposed so as to extend in the vehicle width direction, and opposite ends of the load absorber are engaged with one of the pair of front side frames, the pair of side sills, and the pair of floor side frames.\n, front side frames in pairs spaced apart from each other in a vehicle width direction and extending between the front section of the electrically-powered vehicle and a rear section of the electrically-powered vehicle;, floor side frames in pairs that are coupled to rear ends of the front side frames and that extend rearward under a floor of the vehicle cabin; and, side sills in pairs disposed so as to extend in a front-rear direction of the vehicle alongside the floor side frames, and, wherein the load absorber is disposed so as to extend in the vehicle width direction, and opposite ends of the load absorber are engaged with one of the pair of front side frames, the pair of side sills, and the pair of floor side frames., 4. The impact load reduction structure according to claim 2, wherein the vehicle body frame includes:\nfront side frames in pairs spaced apart from each other in a vehicle width direction and extending between the front section of the electrically-powered vehicle and a rear section of the electrically-powered vehicle;\nfloor side flames in pairs that are coupled to rear ends of the front side frames and that extend rearward under the floor of the vehicle cabin; and\nside sills in pairs disposed so as to extend in a front-rear direction of the vehicle alongside the floor side frames, and\nwherein the load absorber is disposed so as to extend in the vehicle width direction, and opposite ends of the load absorber are engaged with one of the pair of front side frames, the pair of side sills, and the pair of floor side frames.\n, front side frames in pairs spaced apart from each other in a vehicle width direction and extending between the front section of the electrically-powered vehicle and a rear section of the electrically-powered vehicle;, floor side flames in pairs that are coupled to rear ends of the front side frames and that extend rearward under the floor of the vehicle cabin; and, side sills in pairs disposed so as to extend in a front-rear direction of the vehicle alongside the floor side frames, and, wherein the load absorber is disposed so as to extend in the vehicle width direction, and opposite ends of the load absorber are engaged with one of the pair of front side frames, the pair of side sills, and the pair of floor side frames., 5. The impact load reduction structure according to claim 1, wherein the vehicle body frame includes:\nfront side frames in pairs spaced apart from each other in a vehicle width direction and extending between the front section of the electrically-powered vehicle and a rear section of the electrically-powered vehicle; and\nfloor side frames in pairs coupled to rear ends of the front side frames and extending rearward under a floor of a vehicle cabin,\nwherein the load reduction frame is engaged with the front side frames, and\nwherein the battery frame is disposed within the floor side frames and is engaged with the floor side frames.\n, front side frames in pairs spaced apart from each other in a vehicle width direction and extending between the front section of the electrically-powered vehicle and a rear section of the electrically-powered vehicle; and, floor side frames in pairs coupled to rear ends of the front side frames and extending rearward under a floor of a vehicle cabin,, wherein the load reduction frame is engaged with the front side frames, and, wherein the battery frame is disposed within the floor side frames and is engaged with the floor side frames., 6. The impact load reduction structure according to claim 2, wherein the vehicle body frame includes:\nfront side frames in pairs spaced apart from each other in a vehicle width direction and extending between the front section of the electrically-powered vehicle and a rear section of the electrically-powered vehicle; and\nfloor side frames in pairs coupled to rear ends of the front side frames and extending rearward under the floor of the vehicle cabin,\nwherein the load reduction frame is engaged with the front side frames, and\nwherein the battery frame is disposed within the floor side frames and is engaged with the floor side frames.\n, front side frames in pairs spaced apart from each other in a vehicle width direction and extending between the front section of the electrically-powered vehicle and a rear section of the electrically-powered vehicle; and, floor side frames in pairs coupled to rear ends of the front side frames and extending rearward under the floor of the vehicle cabin,, wherein the load reduction frame is engaged with the front side frames, and, wherein the battery frame is disposed within the floor side frames and is engaged with the floor side frames., 7. The impact load reduction structure according to claim 3, wherein the vehicle body frame includes:\nfront side frames in pairs spaced apart from each other in a vehicle width direction and extending between the front section of the electrically-powered vehicle and a rear section of the electrically-powered vehicle; and\nfloor side frames in pairs coupled to rear ends of the front side frames and extending rearward under the floor of the vehicle cabin,\nwherein the load reduction frame is engaged with the front side frames, and\nwherein the battery frame is disposed within the floor side frames and is engaged with the floor side frames.\n, front side frames in pairs spaced apart from each other in a vehicle width direction and extending between the front section of the electrically-powered vehicle and a rear section of the electrically-powered vehicle; and, floor side frames in pairs coupled to rear ends of the front side frames and extending rearward under the floor of the vehicle cabin,, wherein the load reduction frame is engaged with the front side frames, and, wherein the battery frame is disposed within the floor side frames and is engaged with the floor side frames., 8. The impact load reduction structure according to claim 4, wherein the vehicle body frame includes:\nfront side frames in pairs spaced apart from each other in a vehicle width direction and extending between the front section of the electrically-powered vehicle and a rear section of the electrically-powered vehicle; and\nfloor side frames in pairs coupled to rear ends of the front side frames and extending rearward under the floor of the vehicle cabin,\nwherein the load reduction frame is engaged with the front side frames, and\nwherein the battery frame is disposed within the floor side frames and is engaged with the floor side frames.\n, front side frames in pairs spaced apart from each other in a vehicle width direction and extending between the front section of the electrically-powered vehicle and a rear section of the electrically-powered vehicle; and, floor side frames in pairs coupled to rear ends of the front side frames and extending rearward under the floor of the vehicle cabin,, wherein the load reduction frame is engaged with the front side frames, and, wherein the battery frame is disposed within the floor side frames and is engaged with the floor side frames. | US | United States | Active | B | True |
| 255 | 전기자동차용 배터리 모듈 하부보호판 \n | KR102610570B1 | NaN | 본 발명의 일 형태에 따른 전기자동차용 배터리 모듈 하부보호판은, 제1시트 및 제2시트 중 적어도 하나 이상을 포함하는 적층 시트로 구성된 섬유강화 플라스틱 복합재를 포함하며, 상기 제1시트는 매트릭스 수지 및 장섬유 형태의 보강섬유를 포함하고, 상기 제2시트는 매트릭스 수지 및 연속섬유로 직조된 직물 형태의 보강섬유을 포함할 수 있다. | KR:1020220172003A | https://patentimages.storage.googleapis.com/be/87/39/e9fb32cc343b2e/KR102610570B1.pdf | KR:102610570:B1 | 김도형, 최현진, 김권택, 오애리, 정찬호, 서하정, 이은국, 김희준 | (주)엘엑스하우시스 | JP:2009193942:A | Not available | 2023-12-06 | 적어도 하나 이상의 제1시트 및 적어도 하나 이상의 제2시트를 포함하는 적층 시트로 구성된 섬유강화 플라스틱 복합재를 포함하며,상기 제1시트는 매트릭스 수지 및 장섬유 형태의 보강섬유를 포함하고,상기 제2시트는 매트릭스 수지 및 연속섬유로 직조된 직물 형태의 보강섬유을 포함하고, 상기 적층 시트는 상기 제1시트 : 상기 제2시트를 1 : 10 내지 10 : 1의 적층비(lay-up ratio)로 포함하고,상기 섬유강화 플라스틱 복합재는 굴곡 강도 200 MPa 내지 500 MPa, 및 굴곡 강성 10 GPa 내지 30 GPa 인 것을 특징으로 하는 전기자동차용 배터리 모듈 하부 보호판., 제1항에 있어서, 상기 제2 시트는 복수로 이루어진 것을 특징으로 하는 전기자동차용 배터리 모듈 하부 보호판., 제1항에 있어서, 상기 장섬유는 평균 길이가 10 mm 내지 30 mm이고, 상기 장섬유의 단면 직경은 5 ㎛ 내지 30 ㎛인 것을 특징으로 하는 전기자동차용 배터리 모듈 하부 보호판., 제1항에 있어서, 상기 연속섬유의 단면 직경은 1 ㎛ 내지 200 ㎛인 것을 특징으로 하는 전기자동차용 배터리 모듈 하부 보호판., 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제 | KR | South Korea | NaN | H | True |
| 256 | Systems and methods for reducing the cost of vehicle charging based on route prediction \n | US9713962B2 | Field\nThe present invention relates to systems and methods for providing cost-efficient charge planning for electric or plug-in hybrid vehicles based on a predicted combination of routes of the vehicle and costs of energy at various destinations of the vehicle.\nDescription of the Related Art\nThe number of electric and plug-in hybrid vehicles that are in use is increasing for many reasons including the rising cost and potentially harmful environmental effects of gasoline. These vehicles can typically be charged (i.e., receive electrical energy via an external charger coupled to a power source) and store the received electrical energy into an onboard battery. The quantity and availability of these chargers has been steadily increasing due to the rising popularity of these vehicles. For example, electrical and plug-in hybrid vehicle owners now can install external chargers for powering these vehicles in their homes and many office buildings now have external chargers in their parking lots for employees working in the buildings.\nThe cost of electrical energy can vary greatly based on a time of day and the particular power source from where the energy is received. For example, energy is typically more expensive during the daytime than at nighttime, and may be more expensive at an office building than at the user's house. Some users will charge their vehicle at any location at which a power source is available, regardless of the cost, in order to reduce the likelihood of total depletion of available electrical energy during a trip. Even if these users desire to reduce charging costs, they may not take any action due to the difficulty in learning and remembering the cost of power at various locations and times.\nThus, there is a need in the art for methods and systems that can determine a cost-efficient charging plan for an electric vehicle or a plug-in hybrid vehicle based on costs of energy at various locations and times of day.\nThe present invention relates to systems and methods for cost-effective charging of an electrical vehicle. A system for cost-effective charge planning for a battery of a vehicle can include a battery having a state of charge (SOC) corresponding to a current amount of electrical energy stored by the battery. The system also includes an internal electric vehicle charger coupled to the battery and adapted to receive electrical energy from a charging station and transfer the electrical energy to the battery to increase the SOC of the battery. The system also includes an electronic control unit (ECU). The ECU can predict a route set including a first destination and a second destination and an amount of time spent at each. The ECU can also determine charge-planning data including an amount of electrical energy required to reach the first destination from a current location, an amount of electrical energy required to reach the second destination from the first destination, a cost of electrical energy at the first destination and a cost of electrical energy at the second destination. The ECU can also determine how much to charge the battery at the first destination and at the second destination based on the predicted route set and the determined charge planning data.\nA vehicle capable of cost-effective charge planning can include a battery having a state of charge (SOC) corresponding to a current amount of electrical energy stored by the battery. The vehicle can also include a navigation unit configured to detect a current location of the vehicle and to predict a route set including a first destination and a second destination and an amount of time spent at each. The vehicle can also include an internal electric vehicle charger coupled to the battery and configured to receive electrical energy from a charging station and transfer the electrical energy to the battery to increase the SOC of the battery. The vehicle can also include an electronic control unit (ECU) coupled to the navigation unit. The ECU can determine an amount of electrical energy required to reach the first destination from the current location, an amount of electrical energy required to reach the second destination from the first destination, a cost of electrical energy at the first destination and a cost of electrical energy at the second destination. The ECU can also determine how much to charge the battery at the first destination and at the second destination based on the predicted route set, the SOC of the battery and the determined charge planning data.\nA method for cost-effective charge planning of a battery of a vehicle can include predicting, by an electronic control unit (ECU), a route set including a first destination and a second destination and an amount of time spent at each. The method can also include determining, by the ECU, charge planning data. The charge planning data includes a current SOC of the battery, an amount of electrical energy required to reach the first destination from a current location, an amount of electrical energy required to reach the second destination from the first destination, a cost of electrical energy at the first destination and a cost of electrical energy at the second destination. The ECU can also determine how much to charge the battery at the first destination and at the second destination based on the predicted route set and the determined charge planning data.\nOther systems, methods, features, and advantages of the present invention will be apparent to one skilled in the art upon examination of the following figures and detailed description. Component parts shown in the drawings are not necessarily to scale, and may be exaggerated to better illustrate the important features of the present invention, wherein:\n FIG. 1 is a block diagram of a vehicle/system that utilizes route prediction to determine how much to charge a battery at each destination along a route set in order to reduce an overall charging cost according to an aspect of the present invention;\n FIG. 2A is a flowchart diagram illustrating a method for determining cost-effective charge planning of a vehicle according to an aspect of the present invention;\n FIG. 2B is a flowchart illustrating another method for determining cost-effective charge planning of a vehicle according to an aspect of the present invention;\n FIG. 3 shows exemplary route sets traveled by the vehicle of FIG. 1 according to an aspect of the present invention;\n FIG. 4 is a table illustrating charge planning data in an exemplary database of a memory of the vehicle of FIG. 1 according to an aspect of the present invention;\n FIG. 5 shows an interior view of the vehicle of FIG. 1 including a user interface according to an aspect of the present invention;\n FIG. 6 shows exemplary information provided by the user interface of FIG. 5 including an option to allow a driver to confirm whether a predicted route set is accurate according to an aspect of the present invention;\n FIG. 7 shows exemplary information provided by the user interface of FIG. 5 including an option to allow a user to add a destination to a route set according to an aspect of the present invention;\n FIG. 8 shows exemplary information provided by the user interface of FIG. 5 including an option to allow a user to provide a cost of power to an electronic control unit of the vehicle of FIG. 1 according to an aspect of the present invention; and\n FIG. 9 shows exemplary information provided by the user interface of FIG. 5 including an option to allow a user to instruct an electronic control unit of the vehicle of FIG. 1 to forget a location along a route according to an aspect of the present invention.\nDisclosed herein are systems, vehicles and methods for determining and implementing cost-effective charge planning of an electric or plug-in hybrid vehicle. The systems and methods provide several benefits and advantages such as helping a driver reduce vehicle-charging costs. Reduced costs are achieved by controlling the vehicle to receive more electrical energy from relatively inexpensive charging stations. This cost-effective charge planning provides benefits and advantages such as eliminating the need for the driver to learn or remember the cost of electrical energy at various locations and times of day. The systems and methods provide additional benefits and advantages such as increasing the likelihood that a vehicle battery has sufficient electrical energy to reach each destination. The systems and methods provide further benefits and advantages such as controlling the battery to have sufficient energy to allow the driver to take a detour or to compensate for heavy traffic without total discharge of the available electrical energy. Other benefits and advantages include that the driver can disable the charge planning features of the vehicle to ensure that the battery can be completely charged at any time, allowing for driving of non-learned routes.\nAn exemplary vehicle includes a battery for storing energy. The vehicle also includes a battery management system for determining the current amount of energy stored by the battery, or the state of charge (SOC) of the battery. The vehicle also includes a navigation unit capable of detecting a current location of the vehicle. The vehicle also includes an electronic control unit (ECU). At least one of the navigation unit or the ECU can predict a route set that includes at least two predicted routes and predicted amounts of time spent at each destination. The route set can be predicted based on previously detected data, the current location, the current time of day and/or the current day of the week. The ECU can also determine an amount of energy required to reach each destination of the route set and a cost of energy at each of the destinations. The ECU can then determine how much charge to receive at each of the destinations of the route set based on the amount of time spent at each destination, the amount of energy required to reach each destination and the cost of energy at each destination.\nWith reference to FIG. 1, a system 101 for cost-efficient charge planning of a vehicle 100 based on route prediction includes the vehicle 100, a shared charge station database 138, at least one charging station and at least one utility company.\nThe embodiment illustrated in FIG. 1 includes a first charging station 142 coupled to a first utility company 134 and a second charging station 146 coupled to a second utility company 136. Any number of charging stations and/or utility companies can be coupled together in any configuration. For example, two or more charging stations can be coupled to a single utility company. In some embodiments, a system may not include the shared charge station database 138.\nThe first utility company 134 can control the distribution of energy throughout one or more locations and can collect payment for any electric energy received by customers. The first charging station 142 is coupled to and can be controlled by the first utility company 134. Electric energy can be transferred to the vehicle 100 from the first utility company 134 via the first charging station 142 and the first utility company 134 can collect payment for the energy received from the first charging station 142. The second charging station 146 and second utility company 136 can operate in a similar manner as the first charging station 142 and first utility company 134.\nThe vehicle 100 includes features that allow it to learn the driver's routes over time such that future routes can be predicted. Once the vehicle 100 learns the driver's routes, it can predict how much charge is necessary to complete the route and cost of power at each location and can then control battery charging based on this information.\nThe vehicle 100 can include an engine 102, a motor/generator 104, an ECU 106, a memory 108, a battery 110 and a battery management and control unit (BMCU) 114 including a battery management system (BMS) 116 and an internal electric vehicle charger 118. The vehicle 100 can also include a navigation unit 120, a network access device 122, one or more sensors 124 and a user interface 126 having an input device 128 and/or an output device 130.\nThe motor/generator 104 can convert electrical energy into mechanical power, such as torque, and can convert mechanical power into electrical energy. In that regard, the battery 110 is coupled to the motor/generator 104 and can provide electrical energy to and receive electrical energy from the motor/generator 104. In some embodiments, the vehicle 100 can include one or more additional power generation devices such as the engine 102 or a fuel cell stack. The engine 102 combusts fuel to provide power instead of and/or in addition to the power supplied by the motor/generator 104. In that regard, the vehicle 100 can be an electric vehicle, a plug-in hybrid vehicle or any other type of vehicle that includes a battery and a motor/generator and can receive electrical energy from a charger.\nThe battery 110 can include one or more rechargeable batteries. The battery 110 can store energy, for example in the form of chemical energy, and provide the energy to the motor/generator 104. The motor/generator 104 can then convert the energy from the battery 110 into mechanical power. The motor/generator 104 can also provide energy back to the battery 110, for example, via regenerative braking.\nThe BMCU 114 may be coupled to and control the operation of the battery 110. The BMS 116 may measure, using battery sensors (not shown), parameters used to determine the SOC of the battery 110. For example, the battery sensors may measure a voltage, a current, a temperature, a charge acceptance, an internal resistance, self-discharges, magnetic properties, a state of health/or other states or parameters of the battery 110. The SOC may be a percentage or a ratio relative to another predetermined value associated with the battery 110. In some embodiments, the BMS 116 can determine the SOC of the battery 110 based on the detected parameters. In some embodiments, the ECU 106 can receive the detected parameters and determine the SOC based on the parameters. For example, the ECU 106 can determine the SOC of the battery 110 based on an energy value stored in the battery 110 relative to the current charging capacity of the battery 110.\nThe internal electric vehicle charger 118 can receive electrical energy from an external source, such as the first charging station 142 or the second charging station 146. In that regard, the internal electric vehicle charger 118 can receive electrical energy from the first charging station 142 or the second charging station 146 and transfer the electrical energy to the battery 110, thus charging the battery 110.\nIn some embodiments, the internal electric vehicle charger 118 can receive energy in one or more ways. For example, the internal electric vehicle charger 118 can receive energy via a cable connected to a charging station. In some embodiments, the internal electric vehicle charger 118 may be configured to receive energy without cables or wires, such as via inductive charging. In these embodiments, the internal electric vehicle charger 118 can receive wireless energy as long as the internal electric vehicle charger 118 is within a predetermined distance of a wireless charging station. In this aspect, the battery 110 can receive energy without any action from the driver. In some aspects, the vehicle 100 can be an autonomous vehicle capable of self-maneuvering. In that regard, the vehicle 100 can implement the systems and methods disclosed herein to determine an optimal charge plan and maneuver itself relative to external chargers to implement the optimal charge plan.\nThe ECU 106 may be electrically coupled to some or all of the components of the vehicle 100. The ECU 106 can include one or more processors or controllers specifically designed for automotive systems, and the functions of the ECU 106 can be implemented in a single ECU or in multiple ECUs. The ECU 106 can receive data from one or more components and control the operation of one or more components based on the received or determined data. For example, the ECU 106 can receive data detected by the BMS 116 to determine the SOC of the battery 110 and may control the motor/generator 104 based on the determined SOC of the battery 110. The ECU 106 can also control the operation of the internal electric vehicle charger 118 to start or stop charging of the battery 110. In another exemplary aspect, the ECU 106 can control actuators within the engine 102 to improve the performance of the engine 102.\nThe memory 108 is coupled to the ECU 106 and can include one or more of a RAM or other volatile or non-volatile memory. The memory 108 may be a non-transitory memory or a data storage device, such as a hard disk drive, a solid state disk drive, a hybrid disk drive, or other appropriate data storage, and may further store machine readable instructions which may be loaded and executed by the ECU 106.\nThe sensors 124 can include one or more sensors for detecting various parameters regarding units and/or devices of the vehicle 100. For example, the sensors 124 may include a vehicle speed sensor, a battery temperature sensor, a grade detection sensor, an inertial measurement unit (IMU) or the like.\nThe navigation unit 120 includes a GPS unit (not shown) for detecting location data. The navigation unit 120 can provide navigation instructions based on detected location data and may include a memory (not shown) for storing route data and/or store the route data in the memory 108. The navigation unit 120 may also include or receive data from other sensors capable of detecting data corresponding to location information. For example, the other sensors can include a gyroscope, an accelerometer or the like. In some embodiments, the navigation unit 120 also includes a processor for predicting routes based on location data detected by the GPS, a current day of the week, a current date, a current time and/or other factors. In some embodiments, the ECU 106 performs the route prediction instead of or in addition to the navigation unit 120.\nThe navigation unit 120 may be integral to the vehicle 100, may be a separate unit coupled to the vehicle 100, or may be separate from the vehicle (such as a mobile telephone with navigation capability). When the navigation unit 120 is separate from the vehicle, it can communicate with the vehicle 100 via the network access device 122. In some embodiments, the vehicle 100 may include a GPS unit instead of the navigation unit. In that regard, the ECU 106 may perform the functions of the navigation unit 120 based on data received from the GPS unit. Herein, navigation functions will be discussed as if they are performed by the ECU 106. However, one skilled in the art will realize that navigation functions may also or instead be performed by the navigation unit 120. Navigation functions can include route and route set prediction, providing navigation instructions, receiving user input such as verification of determined routes and route sets or destinations, or the like.\nThe input device 128 can include any device capable of receiving user input, such as a button, a dial, a microphone, or the like. The output device 130 can include any device capable of providing output to a user, such as a display, a speaker, a refreshable braille display, or the like. In some embodiments, the user interface 126 may comprise a single input/output device such as a touch screen that is capable of receiving input and outputting image and/or audio data. The user interface 126 allows a driver or passenger of the vehicle 100 to communicate with the ECU 106. For example, the driver may be able to provide data to the ECU 106 and/or receive feedback from the ECU 106 via the user interface 126. The navigation unit 120 may include a user interface separate from the user interface 126 and/or may communicate via the user interface 126.\nThe network access device 122 may include a communication port or channel, such as one or more of a WiFi unit, a Bluetooth® unit, a radio frequency identification (RFID) tag or reader, a cellular network unit for accessing a cellular network (such as 3G or 4G) or the like. The network access device 122 can transmit data to and receive data from devices and systems not directly connected to the vehicle 100. For example, the ECU 106 can communicate with the first utility company 134, the second utility company 136 and/or the shared charge station database 138 via the network access device 122. Furthermore, the network access device 122 may access the cloud 132, to which the first utility company 134, the second utility company 136 and/or the shared charge station database 138 are also connected.\nAs mentioned above, the ECU 106 can predict routes of the vehicle 100 based on one or more factors including detected location data, a current time, a current date, a current day of the week, previously-stored route data or the like. In a similar aspect, the ECU 106 and/or the navigation unit 120 may also be capable of predicting a route set that includes two or more routes based on the above-listed factors. For example, if the driver drives to work at 8:00 a.m. every weekday and then drives home at 5:00 p.m. every weekday, the ECU 106 may predict that the vehicle 100 is going to travel to the driver's work place at 8:00 a.m. and return to the driver's house at 5:00 p.m.\nVarious methods of route prediction are known in the art. For example, patent application Ser. No. 14/708,051, titled “Systems And Methods For Improving Energy Efficiency Of A Vehicle Based On Route Prediction” and filed on May 8, 2015, discloses an algorithm for predicting routes and route sets, the contents of which are hereby incorporated by reference in their entirety. As another example, patent application Ser. No. 14/230,557, titled “System And Method For Improving Energy Efficiency Of A Vehicle Based On Known Route Segments” and filed on Mar. 31, 2014, discloses a method for route prediction and route set prediction, the contents of which are hereby incorporated by reference in their entirety.\nThe ECU 106 may also be capable of predicting an amount of time spent at each location (and may thus predict a time of day that the vehicle 100 will be at each location based on the predicted amount of time spent at each location and a current time). For example, if a driver typically stays at his workplace for eight hours on weekdays, the ECU 106 may predict that the user will stay at his work place for eight hours on future trips. In some embodiments, the ECU 106 can average an amount of time spent at each location. For example, if the driver stays at his workplace for 8.5 hours one day and 8 hours the next day, the ECU 106 may use the value of 8.25 hours as the expected time that the driver will stay at his workplace. In some embodiments, the ECU 106 may remove outliers. For example, if the driver stays at his workplace for 8.5 hours one day, 8 hours the next day and 12 hours the next day, the ECU 106 may still use the value of 8.25 hours as the expected time that the driver will stay at his workplace. The ECU 106 can also use another method for predicting an amount of time spent at a destination, such as selecting a median amount of time.\nThe ECU 106 can perform particular operations when a route or route set is predicted. However, the predicted routes and route sets may not always be accurate and/or sufficient information to predict a route or route set may not be available. To account for potential inaccuracies, the ECU 106 can determine a confidence value corresponding to a certainty that the predicted route or route set is correct. The ECU 106 may then compare the determined confidence value to a threshold confidence value. The ECU 106 may act as though no route has been predicted if the confidence value of the prediction is less than the threshold confidence value. Stated differently, the ECU 106 may perform certain operations if the confidence value that the predicted route set is the correct route set is greater than the threshold confidence value. The threshold confidence value may be set to any threshold amount. For example, it may be a 60% confidence, an 80% confidence or the like.\nThe ECU 106 can determine when to charge the battery 110 based on a predicted route set and an amount of time spent at each location of the route set. The ECU 106 may be configured to do so only when the determined confidence value is above the threshold confidence value. For example, it is desirable to wait to charge until the vehicle 100 arrives at a relatively inexpensive charging station. Thus, if the ECU 106 predicts that the vehicle 100 will arrive at a next destination having relatively inexpensive energy with sufficient time to charge the battery 110, the ECU 106 may control the internal electric vehicle charger 118 to deny charging at a more expensive current location and wait until the vehicle 100 reaches the next destination. However, it is undesirable for the ECU 106 to deny charging at the current location if it is not sufficiently confident that the predicted next route is accurate. This is so because refusing charging based on an inaccurate prediction can cause the SOC of the battery 110 to drop below a minimum SOC limit, or to be so low that the vehicle 100 cannot reach the actual destination. Thus, the ECU 106 may not control the internal electric vehicle charger 118 to deny charging if the confidence value that the predicted next route is accurate is below the threshold confidence value.\nIn some embodiments, the ECU 106 may control the amount of charge received by the internal electric vehicle charger 118 based on the confidence value when the confidence value is between the threshold confidence value and 100 percent (100%) confidence. Continuing the above example, if the confidence threshold is 60% and the determined confidence value is 80%, the ECU 106 may instruct the internal electric vehicle charger 118 to accept some charge at the current location, but not to increase the SOC of the battery 110 to a maximum SOC limit. When the confidence threshold is 90%, the ECU 106 may instruct the internal electric vehicle charger 118 to accept less charge at the current location than when the confidence value is 80%.\nIn some embodiments, the ECU 106 may use a second threshold confidence value and act as though confidence values above the second threshold confidence value correspond to 100% confidence value. For example, a lower threshold confidence value may be 60% and a higher threshold confidence value may be 85%. If the determined confidence value is 90%, the ECU 106 may control the charging of the battery 110 as if the determined confidence value is 100%.\nTurning the discussion to charging of the battery 110, the first charging station 142 can receive energy from the first utility company 134, and the second charging station 146 can receive energy from a second utility company 136. As an example, the first charging station 142 may be positioned at the user's house and the second charging station 146 may be positioned at the driver's workplace.\nThe internal electric vehicle charger 118 can receive energy from a charging station, such as wirelessly or via a cable. For example, the internal electric vehicle charger 118 may receive energy from the first charging station 142 or the second charging station 146.\nIn some embodiments, the internal electric vehicle charger 118 can determine or receive a cost of energy (e.g., dollars per kilowatt-hours ($/KWH)) from a connected charging station. For example, the first charging station 142 may also be connected to a first utility company 134 and can receive cost of energy data from the first utility company 134. The internal electric vehicle charger 118 can then receive the cost of energy data from the first utility company 134 via the first charging station 142. The internal electric vehicle charger 118 may then transmit the received cost to the ECU 106.\nIn some embodiments, the ECU 106 can determine the cost of energy from the first charging station 142 or the second charging station 146 via the network access device 122. For example, the navigation unit 120 can determine that the vehicle 100 is near the first charging station 142. The ECU 106 may receive this data and query the first charging station 142 via the network access device 122 and may receive cost of energy data in return. For example, the first charging station 142 may also include a network access device (not shown) and may communicate directly with the network access device 122 of the vehicle 100. In some embodiments, the ECU 106 can determine that the first charging station 142 is located at the next destination. The ECU 106 can then query, via the network access device 122, the first utility company 134 to determine the cost of energy data corresponding to the first charging station 142.\nThe cost of energy can vary based on the time of day and the location of the charging station. For example, energy is typically inexpensive at nighttime relative to daytime. Thus, the cost of energy data at each charging stations may include a cost of energy at various times of day. Also, a charging station in a city may be more expensive than a charging station in a suburb or vice versa.\nIn some embodiments, the ECU 106 may create a database including a list having a plurality of chargers and corresponding cost of energy data (and potentially locations of the chargers) in the memory 108. In that regard, the ECU 106 may query the memory 108 to determine the cost of energy from charging stations when performing charge-planning operations.\nIn some embodiments, the ECU 106 can also or instead store a list of the plurality of chargers and corresponding cost of energy data (and potentially locations of the chargers) in the shared charge station database 138. ECUs of various vehicles can access and edit the shared charge station database 138, thus allowing for creation of a crowd-sourced database of chargers and corresponding cost of energy data. In some embodiments, the ECU 106 may periodically download the data stored in the shared charge station database 138 and store the data in the memory 108 such that the data can be accessed without using the network access device 122. This allows the ECU 106 to determine the cost of energy data even when the network access device 122 is not connected to a network.\nThe ECU 106 can determine a cost effective charge plan based on the cost of energy data at various charging stations and based on a predicted route set (including a predicted amount of time at each destination and/or a predicted time of day at each location). For example, the ECU 106 can predict a route set including a route from the driver's house to the driver's workplace and then a route from the driver's workplace to the driver's house with eight hours spent at the driver's workplace. The SOC of the battery 110 may be at a maximum allowed SOC prior to the vehicle 100 departing on the route set. Additionally, the ECU 106 can determine that the cost of charging at the user's house may be less than the cost of charging at the user's workplace based on the time of day that the vehicle 100 will be at each location.\nThe battery 110 when fully charged (to the maximum SOC limit) may not have sufficient energy to power the vehicle 100 to the driver's workplace and to the driver's house. Using a cost-effective charge planning routine, the ECU 106 can control the internal electric vehicle charger 118 to charge the battery 110 at the workplace with a sufficient amount of energy for the vehicle to reach the driver's house. The ECU 106 may also control the internal electric vehicle charger 118 to add an additional margin of energy (e.g., sufficient energy to provide for an unexpected or unpredicted additional energy drain). The margin may be great enough that the SOC of the battery 110 provides sufficient energy for the motor/generator 104 to power the vehicle 100 to the driver's house even if the driver takes an unexpected detour or significant traffic is present. When the user returns to his house, the ECU 106 may instruct the internal electric vehicle charger 118 to charge the battery 110 to the maximum SOC limit. By controlling the charging of the battery 110 in this way, the ECU 106 can cause the battery 110 to receive sufficient energy to traverse the route set while paying a minimum cost for the energy.\nReferring now to FIG. 2A, a method 200 for determining cost-effective charge planning is shown. The method 200 can be performed by an ECU of an electric | A system for cost-effective charge planning for a battery of a vehicle includes a battery having a SOC corresponding to an amount of energy stored by the battery. The system also includes an internal electric vehicle charger capable of receiving energy from a charging station and transferring the energy to the battery to increase the SOC. The system includes an electronic control unit (ECU) that can predict a route set including a first destination and a second destination and an amount of time spent at each. The ECU can determine charge planning data including an amount of energy required to reach the first and second destinations and a cost of energy at the first and second destinations. The ECU can determine how much to charge the battery at the first destination and at the second destination based on the predicted route set and the determined charge planning data. | US:14/869,215 | https://patentimages.storage.googleapis.com/e8/38/7e/62e09cb119c08e/US9713962.pdf | US:9713962 | Joshua D. Payne, Craig Cauthen | Toyota Motor Engineering and Manufacturing North America Inc | US:8249933, US:8204638, US:8229615, US:8825243, US:20120249068:A1, US:8798830, US:20130093393:A1, US:20110225105:A1, JP:2012123637:A, US:20130339072:A1, US:20120173134:A1, US:20140101041:A1, US:9000722, US:8975866, US:20130096751:A1, US:20130282472:A1, US:8963494, US:20130325335:A1, US:20160176306:A1, US:20140257608:A1, US:20150241233:A1 | 2017-07-25 | 2017-07-25 | 1. A system for cost-effective charge planning for a battery of a vehicle comprising:\na battery having a state of charge (SOC) corresponding to a current amount of electrical energy stored by the battery;\nan internal electric vehicle charger coupled to the battery and configured to receive electrical energy from a charging station and transfer the electrical energy to the battery to increase the SOC of the battery; and\nan electronic control unit (ECU) coupled to the internal electric vehicle charger and configured to:\npredict a route set including a first destination and a second destination and an amount of time spent at each,\ndetermine a confidence value corresponding to a certainty that the predicted route set corresponds to an actual route set that will be driven,\ndetermine charge planning data including an amount of electrical energy required to reach the first destination from a current location, an amount of electrical energy required to reach the second destination from the first destination, a cost of electrical energy at the first destination and a cost of electrical energy at the second destination, and\ndetermine how much to charge the battery at the first destination and at the second destination based on the predicted route set, the confidence value and the determined charge planning data.\n\n, a battery having a state of charge (SOC) corresponding to a current amount of electrical energy stored by the battery;, an internal electric vehicle charger coupled to the battery and configured to receive electrical energy from a charging station and transfer the electrical energy to the battery to increase the SOC of the battery; and, an electronic control unit (ECU) coupled to the internal electric vehicle charger and configured to:\npredict a route set including a first destination and a second destination and an amount of time spent at each,\ndetermine a confidence value corresponding to a certainty that the predicted route set corresponds to an actual route set that will be driven,\ndetermine charge planning data including an amount of electrical energy required to reach the first destination from a current location, an amount of electrical energy required to reach the second destination from the first destination, a cost of electrical energy at the first destination and a cost of electrical energy at the second destination, and\ndetermine how much to charge the battery at the first destination and at the second destination based on the predicted route set, the confidence value and the determined charge planning data.\n, predict a route set including a first destination and a second destination and an amount of time spent at each,, determine a confidence value corresponding to a certainty that the predicted route set corresponds to an actual route set that will be driven,, determine charge planning data including an amount of electrical energy required to reach the first destination from a current location, an amount of electrical energy required to reach the second destination from the first destination, a cost of electrical energy at the first destination and a cost of electrical energy at the second destination, and, determine how much to charge the battery at the first destination and at the second destination based on the predicted route set, the confidence value and the determined charge planning data., 2. The system of claim 1 further comprising a navigation unit coupled to the ECU and configured to detect the current location of the vehicle and wherein the ECU is further configured to predict the route set based on the current location of the vehicle., 3. The system of claim 1 wherein the ECU is further configured to predict the route set based on at least one of a current time of day or a current day of the week., 4. The system of claim 1 wherein the ECU is further configured to determine that the battery should be charged to an upper SOC limit at the first destination when the cost of electrical energy at the first destination is the same as or less than the cost of electrical energy at the second destination., 5. The system of claim 1 wherein the ECU is further configured to determine that the battery should only be charged at the first destination with sufficient electrical energy to reach the second destination plus a margin of electrical energy when the cost of electrical energy at the first destination is less than the cost of electrical energy at the second destination., 6. The system of claim 1 wherein the ECU is further configured to determine that the battery should not be charged at the first destination when the battery has a sufficient SOC to power the vehicle to the second destination from the current location and the cost of electrical energy is less at the second destination than at the first destination., 7. The system of claim 1 further comprising a user interface coupled to the ECU and configured to receive at least one of:\nfeedback indicating that the ECU has determined an incorrect cost of electrical energy;\nfeedback requesting to disable the cost-effective charge planning;\nfeedback indicating that a previously unknown charging station is present at a location; or\nfeedback requesting to forget at least one of the route set or a route within the route set.\n, feedback indicating that the ECU has determined an incorrect cost of electrical energy;, feedback requesting to disable the cost-effective charge planning;, feedback indicating that a previously unknown charging station is present at a location; or, feedback requesting to forget at least one of the route set or a route within the route set., 8. The system of claim 1 wherein the ECU is further configured to determine that the battery should be charged to a first SOC level at the first destination when the confidence value is greater than a threshold confidence value and to a second SOC level that is greater than the first SOC level at the first destination when the confidence value is less than the threshold confidence value., 9. The system of claim 1 further comprising a shared charge station database coupled to the ECU and to an ECU of a second vehicle and configured to store the cost of electrical energy at the first destination and the cost of electrical energy at the second destination., 10. The system of claim 1 further comprising a network access device coupled to the ECU and configured to communicate with at least one utility company and wherein the ECU is further configured to determine the cost of electrical energy at least one of at the first destination or at the second destination by querying the at least one utility company via the network access device., 11. The system of claim 1 further comprising a battery management system (BMS) coupled to the ECU and configured to at least one of detect or receive data corresponding to the SOC of the battery, wherein the ECU is further configured to determine the SOC of the battery based on the data received from the BMS and wherein the charge planning data further includes the SOC of the battery., 12. A vehicle capable of cost-effective charge planning comprising:\na battery having a state of charge (SOC) corresponding to a current amount of electrical energy stored by the battery;\na navigation unit configured to detect a current location of the vehicle, to predict a route set including a first destination and a second destination and an amount of time spent at each, and to determine a confidence value corresponding to a certainty that the predicted route set corresponds to an actual route set that will be driven;\nan internal electric vehicle charger coupled to the battery and configured to receive electrical energy from a charging station and transfer the electrical energy to the battery to increase the SOC of the battery; and\nan electronic control unit (ECU) coupled to the navigation unit and configured to:\ndetermine an amount of electrical energy required to reach the first destination from the current location, an amount of electrical energy required to reach the second destination from the first destination, a cost of electrical energy at the first destination and a cost of electrical energy at the second destination, and\ndetermine how much to charge the battery at the first destination and at the second destination based on the predicted route set, the SOC of the battery, the confidence value and the determined charge planning data.\n\n, a battery having a state of charge (SOC) corresponding to a current amount of electrical energy stored by the battery;, a navigation unit configured to detect a current location of the vehicle, to predict a route set including a first destination and a second destination and an amount of time spent at each, and to determine a confidence value corresponding to a certainty that the predicted route set corresponds to an actual route set that will be driven;, an internal electric vehicle charger coupled to the battery and configured to receive electrical energy from a charging station and transfer the electrical energy to the battery to increase the SOC of the battery; and, an electronic control unit (ECU) coupled to the navigation unit and configured to:\ndetermine an amount of electrical energy required to reach the first destination from the current location, an amount of electrical energy required to reach the second destination from the first destination, a cost of electrical energy at the first destination and a cost of electrical energy at the second destination, and\ndetermine how much to charge the battery at the first destination and at the second destination based on the predicted route set, the SOC of the battery, the confidence value and the determined charge planning data.\n, determine an amount of electrical energy required to reach the first destination from the current location, an amount of electrical energy required to reach the second destination from the first destination, a cost of electrical energy at the first destination and a cost of electrical energy at the second destination, and, determine how much to charge the battery at the first destination and at the second destination based on the predicted route set, the SOC of the battery, the confidence value and the determined charge planning data., 13. The vehicle of claim 12 wherein the ECU is further configured to determine that the battery should be charged to an upper SOC limit at the first destination when the cost of electrical energy at the first destination is the same as or less than the cost of electrical energy at the second destination., 14. The vehicle of claim 12 wherein the ECU is further configured to determine that the battery should only be charged at the first destination with sufficient electrical energy to reach the second destination plus a margin of electrical energy when the cost of electrical energy at the first destination is less than the cost of electrical energy at the second destination., 15. The vehicle of claim 12 wherein the ECU is further configured to determine that the battery should not be charged at the first destination when the SOC of the battery is sufficient to power the vehicle to the second destination from the current location and the cost of electrical energy is less at the second destination than at the first destination., 16. The vehicle of claim 12 further comprising a user interface coupled to the ECU and configured to receive at least one of:\nfeedback indicating that the ECU has determined an incorrect cost of electrical energy;\nfeedback requesting to disable cost-effective charge planning;\nfeedback indicating that a previously unknown charging station is present at a location; or\nfeedback requesting to forget at least one of the route set or a route of the route set.\n, feedback indicating that the ECU has determined an incorrect cost of electrical energy;, feedback requesting to disable cost-effective charge planning;, feedback indicating that a previously unknown charging station is present at a location; or, feedback requesting to forget at least one of the route set or a route of the route set., 17. The vehicle of claim 12 wherein the ECU is further configured to determine that the battery should be charged to a first SOC level at the first destination when the confidence value is greater than a threshold confidence value and to a second SOC level that is greater than the first SOC level at the first destination when the confidence value is less than the threshold confidence value., 18. A method for cost-effective charge planning of a battery of a vehicle comprising:\npredicting, by an electronic control unit (ECU), a route set including a first destination and a second destination and an amount of time spent at each;\ndetermining, by the ECU, a confidence value corresponding to a certainty that the predicted route set corresponds to an actual route set that will be driven;\ndetermining, by the ECU, charge planning data including a current SOC of the battery, an amount of electrical energy required to reach the first destination from a current location, an amount of electrical energy required to reach the second destination from the first destination, a cost of electrical energy at the first destination and a cost of electrical energy at the second destination; and\ndetermining, by the ECU, how much to charge the battery at the first destination and at the second destination based on the predicted route set, the confidence value and the determined charge planning data.\n, predicting, by an electronic control unit (ECU), a route set including a first destination and a second destination and an amount of time spent at each;, determining, by the ECU, a confidence value corresponding to a certainty that the predicted route set corresponds to an actual route set that will be driven;, determining, by the ECU, charge planning data including a current SOC of the battery, an amount of electrical energy required to reach the first destination from a current location, an amount of electrical energy required to reach the second destination from the first destination, a cost of electrical energy at the first destination and a cost of electrical energy at the second destination; and, determining, by the ECU, how much to charge the battery at the first destination and at the second destination based on the predicted route set, the confidence value and the determined charge planning data., 19. The method of claim 18 further comprising determining, by the ECU, that the battery should be charged to an upper SOC limit at the first destination when the cost of electrical energy at the first destination is the same as or less than the cost of electrical energy at the second destination., 20. The method of claim 18 further comprising determining, by the ECU, that the battery should only be charged at the first destination with sufficient electrical energy to reach the second destination plus a margin of electrical energy when the cost of electrical energy at the first destination is less than the cost of electrical energy at the second destination. | US | United States | Active | B60L11/1838 | True |
| 257 | 换电移动装置和快换系统 \n | CN106515681B | 技术领域本发明涉及电动汽车领域，特别是涉及一种能够自动实现电动汽车的电池拆卸和安装的换电移动装置，以及采用该换电移动装置的快换系统。背景技术现有电动汽车的电池安装方式一般分为固定式和可换式，其中固定式的电池一般固定在汽车上，充电时直接以汽车作为充电对象。而可换式的电池一般采用活动安装的方式，电池可以随时取下，以进行更换或充电，在更换或充电完毕后，再安装到车体上。目前对电动汽车的电池的更换有手动和自动两种操作方式。在自动更换方式中需要考虑如何将电池由电动汽车上拆卸下来，同时还要考虑如何将电池准确的安装到电动汽车上。其中电池的载运和更换设备的对位都需要精确地控制，而且设备本身的高度会影响需求的更换空间大小，更换速度会影响更换效率。目前并没有能够让人满意的完全实现针对电动汽车的自动电池更换设备。发明内容本发明的目的是提供涉及一种能够自动实现电动汽车的电池拆卸和安装的换电移动装置，以及采用该换电移动装置的快换系统。特别地，本发明提供的换电移动装置，包括：水平移动部，用于驱动整个换电移动装置水平移动，包括用于移动和提供安装基座的移动架，和驱动所述移动架移动的水平驱动装置；竖直升降部，安装在所述水平移动部上，用于驱动换电平台在竖直方向上升降；电池安装部，安装在所述竖直升降部上，用于电池的更换和拆卸，包括换电平台以及安装在所述换电平台上的电池解锁装置。在本发明的一个实施方式中，所述水平驱动装置包括同步带和与所述同步带啮合且固定在所述移动架上的夹持驱动装置，所述夹持驱动装置驱动所述移动架沿同步带水平移动。在本发明的一个实施方式中，所述夹持驱动装置包括外圆周表面带有径向齿条的同步带轮，和分别位于所述同步带轮两侧以将所述同步带夹持在所述同步带轮上的过渡轮，以及驱动所述同步带轮转动的电机。在本发明的一个实施方式中，所述水平驱动装置还包括分别固定所述同步带两端的第一同步座和第二同步座；在所述第一同步座和/或所述第二同步座上安装有调节装置，所述调节装置用于调节所述同步带的松弛程度。在本发明的一个实施方式中，所述调节装置包括夹持所述同步带的夹持块，和调节所述夹持块相对所述第一同步座或所述第二同步座上位置的调节部，所述夹持块包括分别从两面夹持所述同步带的夹持板和齿座，所述调节部包括通过螺孔固定在所述第一同步座或所述第二同步座上的调节螺栓，所述调节螺栓的一端与所述夹持块活动连接。在本发明的一个实施方式中，所述水平移动部还包括安装在所述移动架上的安装架以及用于调整所述安装架相对所述移动架位置的丝杆定位装置，所述丝杆定位装置包括固定在所述移动架上的丝杆驱动装置，以及固定在所述安装架上且与所述丝杆定位装置上的丝杆连接的推板。在本发明的一个实施方式中，所述竖直升降部包括安装在所述移动架上的剪式升降机构以及驱动所述剪式升降机构垂直升降的竖直驱动机构，所述剪式升降机构包括用于安装电池安装部的举升板，所述竖直驱动机构为液压驱动机构。在本发明的一个实施方式中，所述换电平台包括上板，所述上板安装在所述竖直升降部的顶部，所述解锁装置安装在所述上板的上表面，所述解锁装置包括移动座，垂直安装在移动座上表面的解锁顶杆，以及驱动所述移动座沿上板平面水平移动的驱动件。在本发明的一个实施方式中，所述换电平台上还安装有移动驱动装置，所述移动驱动装置通过驱动输出端与所述上板连接安装，用于驱动所述上板沿水平方向移动。在本发明的一个实施方式中，所述移动驱动装置包括丝杆以及驱动丝杆运动的驱动装置，所述丝杆安装在所述驱动装置的驱动输出端，所述丝杆上安装有推板，所述推板通过螺纹孔与丝杆连接，或与套在丝杆上的螺母固定安装，所述推板与所述上板的下表面固定安装。在本发明的一个实施方式中，在所述上板的上表面还安装有电池托盘，在托盘的下表面上设置有用于定位的定位杆，所述上板上表面安装有固定座，所述定位杆与所述固定座配位安装，所述电池托盘的上表面具有多个导向板，所述导向板具有开口向上的凹槽。在本发明的一个实施方式中，所述换电移动装置还包括下板，所述下板安装在所述上板的下方，所述移动驱动装置通过固定座安装在所述下板的下表面，所述移动驱动装置的驱动输出端连接有推板，所述推板穿过所述下板的滑动孔与所述上板的下表面固定，所述移动驱动装置驱动所述上板相对所述下板水平移动。在本发明的一个实施方式中，在所述上板和所述下板之间安装有滑动装置，所述滑动装置包括固定在所述下板上表面的滑动轨，和固定在所述上板下表面的滑块，所述滑块与所述滑动轨卡合。在本发明的一个实施方式中，在所述上板和所述下板之间安装有降低所述上下板之间摩擦力的滑板。在本发明的一个实施方式中，所述换电移动装置还包括动力部，所述动力部包括为所述水平驱动装置、竖直升降部提供电力的电源，以及按指令控制各部件动作的控制单元。本发明一个实施方式提供一种快换系统，包括：电池架，摆放用于电动汽车的替换电池，和由电动汽车上更换下来的待充电池；码垛机，用于将更换下来的待充电池放入电池架，同时由电池架上取下替换电池；还包括前述的换电移动装置。本发明的换电移动装置能够自动实现电动汽车的电池的拆卸和更换，在更换结构上可以最大限度的减少操作高度，使升降臂在能够承受电池的重量范围内，尽量减少高度，从而减少需要的更换空间。采用十字交叉形状的举升结构，可以精确控制举升高度，同时保证整个举升过程在垂直方向上的稳定性。利用同步带可以提高运动的稳定性。附图说明图1是本发明一个实施方式的快换系统的结构示意图；图2是本发明一个实施方式的换电移动装置的结构示意图；图3是本发明一个实施方式的水平驱动装置的结构示意图；图4是本发明一个实施方式的夹持驱动装置的结构示意图；图5是本发明一个实施方式的承重轮的结构示意图；图6是本发明一个实施方式的导向轮的结构示意图；图7是本发明一个实施方式的第二同步座的结构示意图；图8是本发明一个实施方式的丝杆驱动装置的结构示意图；图9是本发明一个实施方式的剪式升降机构的示意图；图10是本发明一个实施方式的电池安装部的结构示意图；图11是本发明一个实施方式的电池安装部底部的结构示意图；图12是本发明一个实施方式的滑动装置的结构示意图；图13是本发明一个实施方式的解锁装置的结构示意图；图14是图13的立体示意图；图15是本发明一个实施方式的换电平台的分解结构示意图；图16是本发明一个实施方式的电池托盘的结构示意图；图17是图16的立体图；图18是本发明一个实施方式的导向板的结构示意图；图19是图16中定位杆的立体图。具体实施方式如图1所示，本发明一个实施方式的快换系统100一般性地包括电池架101、码垛机102和换电移动装置103。该电池架101用于摆放为电动汽车105使用替换电池，和由电动汽车105上更换下来的待充电池；包括由框架构成的多个摆放层。该换电移动装置103用于将电动汽车105上的待充电池取下并运送给码垛机102，同时可由码垛机102处接收替换电池104并安装到电动汽车105上；包括可行走且能够托举电池104升降的举升装置，以及安装在举升装置上用于自动取下电动汽车105上的待充电池，或自动将替换电池安装至电动汽车105上的电池安装部。该码垛机102用于将换电移动装置103更换下来的待充电池放入电池架101，同时由电池架101上取下替换电池放在换电移动装置103上；该码垛机102通过轨道实现相对电池架101水平方向和垂直方向上的移动，其包括可伸出的用于取放电池104的伸缩架。工作时，电池架101、码垛机102和换电移动装置103构成一个完整的电动汽车自动电池快换系统，可以为多辆电动汽车实现流水线电池快换作业。更换时，只要电动汽车停在指定位置处，即可在五至十分钟内完成电池自动更换，整个更换过程完全不需要人工干预，可减少劳动强度，并大大提高了更换效率。如图2所示，本发明一个实施方式的换电移动装置一般性地包括驱动换电移动装置103水平移动的水平移动部A、提供升降功能的竖直升降部B、进行电池解锁和安装的电池安装部C、为各部件动作提供动力的动力部D。该水平移动部A用于驱动换电移动装置103在电池的取放过程、更换过程中的移动；包括用于移动和提供安装基座的移动架A10，和沿换电路线固定以驱动移动架A10移动的水平驱动装置A20。该竖直升降部B安装在水平移动部A上，用于在垂直方向上升降，以方便电池的更换，包括安装在移动架A10上的剪式升降机构和驱动剪式升降机构升降的竖直驱动机构。该电池安装部C设置在竖直升降部B的顶部，用于放置待更换的电池或更换下来的电池，同时在控制单元的控制下实现电动汽车上电池的拆卸与安装；包括安装在剪式升降机构上端的换电平台，该换电平台包括上板C10，和用于解锁安装在电动汽车上并处于锁止状态的电池的解锁装置C50。该动力部D安装在移动架A10上，用于提供各设备工作时的动力以及控制。在工作时，换电移动装置103在水平移动部A的控制下移动至电动汽车的底部，利用竖直驱动机构驱动剪式升降机构上升，使电池安装部C与电动汽车上的待更换电池接触，再利用解锁装置C50对待更换电池进行锁定状态解锁，使解锁后的待更换电池直接落在上板C10上；再通过竖直驱动机构控制剪式升降机构下降，并通过水平驱动装置A20驱动移动架A10移动至电池架101处，由码垛机102取下待更换电池，同时换上新电池；水平驱动装置A20再驱动移动架A10移动至电动汽车105下方，利用剪式升降机构驱动上板C10升起，使上面的电池卡入电动汽车105的电池安装架内并自动锁死。再由竖直驱动机构控制剪式升降机构下降，然后由水平驱动装置A20驱动移动架A10移出电动汽车105底部并回到待机位置，至此完成一辆电动汽车105的自动电池快换过程。如图3所示，在本发明的一个实施方式中，水平驱动装置A20包括带有径向齿条的同步带A21，和与同步带A21啮合且固定在移动架A10上的夹持驱动装置A22。移动架A10可以采用矩形的框架结构，以作为安装各部件的基座，同步带A21沿换电路线布置，同步带的两端通过固定座固定安装，夹持驱动装置A22固定在移动架A10上，其不但与同步带A21形成啮合关系同时还提供工作动力，同步带A21上的齿条能够避免同步带A21相对夹持驱动装置A22滑动，从而在夹持驱动装置A22动作时，可以通过与同步带A21的啮合力推动移动架A10沿同步带A21移动，达到控制移动架A10移动并精确停止在任意指定位置的目的。还可以在移动架A10上设置安装架A12，该安装架A12活动安装在移动架A10上以作为安装举升部的基座。如图4所示，在本发明的一个实施方式中，该夹持驱动装置A22可以包括外圆周表面带有径向齿条的同步带轮A221，和分别位于同步带轮A221来回旋转方向两侧以将同步带A21夹持在同步带轮A221外圆周上的过渡轮A222，以及驱动同步带轮A221转动的电机A223。工作时，同步带A21具备齿条的一面贴在同步带轮A221的外圆周上，同步带A21上的齿条与同步带轮A221上的齿条啮合，而两个过渡轮A222位于同步带A21的另一面，并将同步带A21限定在同步带轮A221的外圆周表面，从而增加同步带A21与同步带轮A221的接触面积，提高驱动时的啮合力。进一步地，还可以在电机A223与同步带轮A221之间安装减速器。夹持驱动装置A22可以通过固定座固定在移动架A10上。在本发明的一个实施方式中，在移动架A10上还安装有安装架A12，在移动架A10与安装架A12之间安装调整两者之间相对位置的丝杆定位装置，该丝杆定位装置包括固定在移动架A10上且与移动架A10的行走方向垂直的丝杆驱动装置A31，以及固定在安装架A12上且与丝杆驱动装置A31连接的推板A32。丝杆驱动装置A31的运动可以推动推板A32去调整安装架A12相对移动架A10的位置，该位置的调整方向与安装架A12的正常移动方向垂直。如图8所示，在本发明的一个实施方式中，该丝杆驱动装置A31可以包括丝杆A315和驱动丝杆A315转动的饲服电机A311，以及安装在饲服电机A311和丝杆A315之间的减速机A312。工作时，饲服电机A311通过减速机A312带动丝杆A315旋转，进而实现推板A32的移动。推板A32可以直接通过螺纹孔与丝杆A315连接，也可以直接与套在丝杆A315上的调节螺母A314连接。整个丝杆定位装置可以通过一个固定座固定在移动架上。此外，还可以在减速机A312与丝杆A315之间安装连轴器A313。在本发明的一个实施方式中，可以在移动架A10与安装架A12之间设置滑动装置A17，以提高安装架A12相对移动架A10移动时的灵活性。滑动装置A17可以包括安装在移动架A10上的滑动槽A171，和固定在安装架A12上且卡在滑动槽A171上的滑块A172。在其它的实施方式中，滑动槽A171和滑块A172的安装位置也可以相反。在本发明的一个实施方式中，该移动架A10还可以包括与同步带A21平行安装的两道轨道A14，移动架A10通过安装在移动架A10底部的滚轮支撑在轨道A14上。通过滚轮A13和轨道A14的配合可以减轻水平驱动装置A20的负担。如图5、6所示，在本发明一个实施方式中，具体的滚轮A13可以包括位于移动架A10同一侧的圆柱形承重轮A131，和位于移动架A10另一侧两端带有凸圈的导向轮A132。导向轮A132可以卡在轨道A14上，并限制移动架A10移动时偏离轨道A14或同步带A21的规定路线。承重轮A131和导向轮A132可以分别通过穿过轴心的轴杆A133安装在一个U形的固定座A15上，该固定座A15再与移动架A10固定。在本发明的一个实施方式中，该水平驱动装置A20还可以包括分别固定同步带A21两端的第一同步座A23和第二同步座A24。在第一同步座A23和/或第二同步座A24上安装有调节同步带A21松紧程度的调节装置，如图7所示，该调节装置可以包括夹持同步带A21的夹持块A241，和调节该夹持块A241相对第一同步座A23或第二同步座A24位置的调节部A242。夹持块A241活动安装在第一同步座A23或第二同步座A24内并与调节部A242的连接。通过夹持块A241方便调节部A242与同步带A21建立连接关系，通过控制夹持块A241沿同步带延伸方向上水平往复移动即可控制同步带A21松紧程度。具体的第一同步座A23和第二同步座A24可以固定在换电设备行走路线的地面上，同步带的两端分别固定在上述两个同步座内，并使同步带A21悬空于地面。进一步地，在本发明的一个实施方式中，该夹持块A241可以包括分别从同步带的上下两面夹持该同步带的夹持板A2411和齿座A2412，为了更好的夹持固定同步带，该齿座A2412与同步带A21接触的一面可以设置与同步带A21的齿条对应的齿槽。夹持板A2411与齿座A2412将同步带A21夹住后再利用螺栓将两者固定，形成稳定的固定结构。该调节部A242可以包括通过螺孔固定在第一同步座A23或第二同步座A24上的调节螺栓，调节螺栓的一端为调节端，位于第一同步座A23或第二同步座A24的外部，另一端与夹持块A241活动连接。在调节时，通过拧动调节螺栓即可拉动夹持块A241向第一同步座A23或第二同步座A24方向靠近或远离。如图9所示，本发明一个实施方式公开一种竖直升降部B，该竖直升降部B包括剪式升降机构B20和竖直驱动机构B30。该剪式升降机构B20用于在垂直方向上实现升降功能，以使电池安装部C能够到达电动汽车105的底部，实现电池安装或拆卸的目的，升降驱动装置的驱动输出端与该剪式升降机构连接，用于驱动该升降机构在垂直方向上升降，该剪式升降机构B20包括举升板，该举升板用于安装电池安装部C。如图10所示，在本发明的一个实施方式中，该电池安装部C包括换电平台，换电平台包括上板C10以及安装在上板C10上表面的解锁装置，该上板C10为平面形状，安装在举升板的上表面，在上板C10上还安装有移动驱动装置C31。如图13所示该解锁装置C50安装在上板C10的上表面，包括安装在上板C10上表面上的导轨C59，安装在导轨C59上的移动座C52，垂直安装在移动座C52上表面的解锁顶杆C51，驱动移动座C52沿导轨C59移动的驱动推杆C57。如图11所示，该移动驱动装置C31用于驱动上板C10水平移动，包括安装在上板C10下表面的滚珠丝杆C312，以及与固定点固定的用于驱动滚珠丝杆C312运动的驱动装置C311。这里的固定点可以是剪式升降机构B20的举升板。在本实施方式中，换电池前，解锁装置C50的驱动推杆C57驱动移动座C52沿导轨C59在上板C10上表面水平移动，并停留在与电动汽车的电池锁止机构的解锁点对应的位置处，再驱动剪式升降机构B20上升，解锁顶杆C51在上升过程中与电池锁止机构中的解锁点接触并顶起该解锁点以实现电池解锁。在换电过程中，如果上板C10与电动汽车的电池安装位置未对位，则可以通过驱动装置C311驱动滚珠丝杆C312转动，使上板C10相对固定点(举升板)产生水平移动，从而使上板C10的解锁装置C50与电动汽车的电池锁止机构位置实现精确对位。通过解锁顶杆C51、驱动推杆C57和移动座C52的配合，可以控制解锁顶杆C51在预定轨道上移动，并自动实现电动汽车上电池锁止机构的解锁，使电池脱离电动汽车并由换电移动装置103进行自动更换。在移动驱动装置C31控制下的上板C10和换电移动装置103的移动方向垂直，能够精确实现电池更换时的对位要求。上述过程完全自动化，不需要人工干涉，可以提高电池的更换效率。如图14所示，在本发明的一个实施方式中，该解锁装置C50还包括中空的固定筒C53，固定筒C53垂直固定在移动座C52的上表面，在固定筒C53内放置有弹簧C532，解锁顶杆C51的底端通过弹簧C532活动地安装在固定筒C53内并不能脱离固定筒C53，同时被弹簧C532顶在固定筒C53的开口处。当解锁顶杆C51与电池的解锁点接触时，可以在一定范围内回缩至固定筒C53内，防止解锁顶杆C51与解锁点硬性碰撞而出现损伤。在本发明的一个实施方式中，可以在固定筒C53的侧壁上开设沿固定筒C53轴向延伸的条形槽C531，解锁顶杆C51位于固定筒C53内的一端设有卡入条形槽531的限位件511，解锁顶杆C51在弹簧C532的弹力作用下移动时，限位件C511可随解锁顶杆C51在条形槽C531内同步滑动，以防止解锁顶杆C51脱离固定筒C53。为方便解锁顶杆C51与解锁点接触，该解锁顶杆C51位于固定筒外的一端可以为收缩的锥形端C512。在本发明的一个实施方式中，可以在移动座C52靠近驱动推杆C57的一侧设置滑槽座C55，滑槽座C55上具有沿驱动推杆C57伸缩方向设置的滑槽C551，驱动推杆C57上设有卡入该滑槽C551的固定件，驱动推杆C57通过沿滑槽C551滑动的固定件带动移动座C52以及解锁顶杆C51水平移动。该结构可以使移动座C52有一个被动活动范围，即移动座C52或是解锁顶杆C51在遇到逆向力时，可以在该滑槽C551的长度范围内移动，从而可避免驱动推杆C57直接连接而可能在两者之间产生的变形。在本发明的一个实施方式中，该解锁装置C50还可以包括使移动座C52始终保持在解锁位置的回位装置，回位装置包括安装在移动座C52与驱动推杆C57相对的一侧的可伸缩的弹性件C58。弹性件C58始终对移动座C52施加一个拉力，使移动座C52位于导轨C59的指定位置处，进而将解锁顶杆C51限制在与解锁点对应的位置处。该弹性件C58可以是弹簧一类具备弹力的部件。如图11所示，在本发明的一个实施方式中，可以在上板C10上安装使上板C10产生相对移动的移动驱动装置C31。该移动驱动装置C31用于驱动上板C10在当前位置产生水平移动，具体包括安装在上板C10下表面的滚珠丝杆C312，以及与固定点固定的用于驱动滚珠丝杆C312运动的驱动装置C311。这里的固定点可以是用于更换电池的换电移动装置103，其相对上板C10来说是一个固定位置。在换电过程中，如果上板C10与电动汽车的电池安装位置未对位，则可以通过驱动装置C311驱动滚珠丝杆C312转动，使上板C10相对换电移动装置103产生水平移动，从而使上板C10的解锁装置C50与电动汽车的电池锁止机构位置实现精确对位。为方便上板C10的移动，可以在上板C10的下表面上固定推板C11，同时在滚珠丝杆C312上螺纹套接滚珠螺母C313，推板C11与滚珠螺母C313固定。当驱动装置C311驱动滚珠丝杆C312转动时，滚珠螺母C313即可沿滚珠丝杆C312移动，进而通过固定的推板C11带动上板C10在滚珠丝杆C312的运动方向上移动，推板C11也可通过螺纹孔安装在滚珠丝杆C312上，即在推板C11上开设带螺纹并与滚珠丝杆C312相配合安装的通孔，驱动装置C311驱动滚珠丝杆C312转动时，与滚珠丝杆C312螺纹连接的推板C11带动上板C10水平移动。如图10、11所示，在本发明的一个实施方式中，电池安装部C还包括安装在上板C10和举升板之间的下板C30，下板C30与举升板固定，上板C10活动放置在下板C30上表面，在上板C10的下表面固定滚珠丝杆C312，在下板C30的下表面固定驱动装置C311，在下板C30与滚珠丝杆C312对应的位置开有滑动孔C32，驱动装置C311用于驱动穿过滑动孔C32的推板C11，使上板C10相对下板C30产生水平移动。具体滚珠丝杆C312与上板C10的固定结构可以是：在滚珠丝杆C312上套有滚珠螺母C313，而在上板C10的下表面固定有推板C11，该滚珠螺母C313与推板C11固定后将滚珠丝杆C312限定在上板C10的下表面。而驱动装置C311可以是饲服电机，饲服电机可以直接与滚珠丝杆C312连接，也可以通过减速器与滚珠丝杆C312连接。本实施方式可使驱动装置C311在控制滚珠丝杆C312转动时，本身保持不动而使上板C10产生相对移动。本实施方式可以通过上板C10的相对移动，调整安装电池或解锁电池时的角度，提高电池安装部C自动更换电池的效率。如图12所示，为方便上板C10的移动，在本发明的一个实施方式中，可以在上板C10和下板C30之间安装与滚珠丝杆C312运动方向相同的滑动装置C13。通过滑动装置C13可以减轻驱动装置C311的动力输出大小，同时使上板C10的移动更平稳。具体的滑动装置C13可以包括固定在下板C30上表面的滑动轨C131，和固定在上板C10下表面上与滑动轨C131卡合的滑块C132。上板C10在移动时，同时带动滑块C132在滑动轨C131上移动。为减少上板C10与下板C30之间的空隙，可以在上板C10与滑动轨C131对应的位置设置向上板C10上表面凸起的容纳槽C12，而滑块C132则固定在容纳槽C12内。安装后的滑动轨C131凸出于下板C30的上表面并进入上板C10的容纳槽C12内，而滑块C132同时固定在容纳槽C12内并与滑动轨C131卡合连接。移动时，上板C10通过容纳槽C12带动滑块C132相对滑动轨C131移动。如图15所示，进一步地，在本发明的一个实施方式中，还可以在上板C10和下板C30之间安装降低上板C10移动时摩擦力的滑板C20。滑板C20作为一个中间层可以固定在下板C30上，以降低上板C10在移动时的摩擦力。具体的滑板C20可以采用聚四氟乙烯板。如图10、16、17、18、19所示，在本发明的一个实施方式中，在上板C10的上表面还可以安装电池托盘C60，电池托盘C60为框架结构且在电池托盘C60的中间设置有中空的安装口C62，在下表面上设置有用于定位的定位杆C61，为了便于安装，该定位杆C61可为锥形杆，在上板上表面的相对两侧垂直安装有导向板C64，导向板C64通过一端与电池托盘C60固定，另一端为具有U形开口的凹槽C641。同时在上板C10的上表面与定位杆C61对应的位置处设置安装了弹簧C16的固定座C15，安装弹簧C16的孔为锥形孔，电池托盘C60通过定位杆C61插入对应的弹簧C16内后卡入锥形孔内而安装在上板C10上。在使用时，电池托盘C60活动地放置在上板C10上，待更换或更换下的电池放置在电池托盘C60上，电池托盘C60上的导向板C64通过凹槽C641与电池侧边上的定位块形成插接定位，电池的重量使电池托盘C60完全克服弹簧C16的弹力而压在上板C10上，定位杆C61同时卡入锥形孔内形成稳定的固定关系，电池的底部会穿过安装口C62靠近或接触上板C10，以方便被上板C10上安装的传感器检测到电池的状态，从而为控制单元的控制提供控制信息。为提高电池托盘C60的稳定性，该定位杆C61可以有四个且对称分布在电池托盘C60的四个角处。为了解电池是否放置到位，可以在导向板C64上设置检测插接电池的检测装置C643，检测装置C643可以通过设置在导向板C64上的安装孔C642而安装在导向板C64上。该检测装置C643可以是磁性部件或传感器。磁性部件可以与电池上相应部位的磁性部件产生互动信息，从而可确定电池是否已经放置到位。而传感器可以通过感应来确定电池是否放置到位。该安装口C62可以为矩形，同时可在安装口C62的四个边角处分别设置一块加强板C621。加强板C621可以提高整个托盘的强度。在本发明的一个实施方式中，还可以在电池托盘C60的下表面的一侧垂直固定板形的卡板C63，同时在上板C10的上表面与卡板C63对应的位置设置供卡板C63插入的卡槽C14。电池托盘C60安装在上板C10上后，卡板C63即与卡槽C14卡接，从而减少电池托盘C60相对上板C10的移动量。具体卡槽C14的数量可以是两个，两个卡槽C14并排的设置在上板C10的上表面一侧，而卡板C63同样可以设置为两个，并分别与相应的卡槽C14插接。此外，为提高卡板C63的强度，还可以在卡板C63的一侧设置相应的强化板C631，该强化板C631同时与电池托盘C60的下表面和卡板C63垂直连接。至此，本领域技术人员应认识到，虽然本文已详尽示出和描述了本发明的多个示例性实施例，但是，在不脱离本发明精神和范围的情况下，仍可根据本发明公开的内容直接确定或推导出符合本发明原理的许多其他变型或修改。因此，本发明的范围应被理解和认定为覆盖了所有这些其他变型或修改。 | 本发明提供了换电移动装置和快换系统，该换电移动装置包括：水平移动部，用于驱动整个换电设备水平移动，包括用于移动和提供安装基座的移动架，和驱动所述移动架移动的水平驱动装置；竖直升降部，安装在所述水平移动部上，用于驱动换电平台在竖直方向上升降；电池安装部，安装在所述竖直升降部上，用于电池的更换和拆卸，包括换电平台以及安装在所述换电平台上的电池解锁装置。本发明的竖直升降部可以最大限度的减少操作高度，从而减少需要的更换空间，水平移动部可以提高运动的稳定性和精确定位，通过电池安装部可以自动对电动汽车底部的电池进行拆卸和更换，整个方案自动实现电动汽车的电池的拆卸、运送和新电池的更换。 | CN:201611258195.5A | https://patentimages.storage.googleapis.com/00/f0/73/a340362c53f79e/CN106515681B.pdf | CN:106515681:B | 张建平, 邸世勇, 李小冬 | Shanghai Dianba New Energy Technology Co Ltd | NaN | Not available | 2020-06-19 | 1.换电移动装置，其特征在于，包括：, 水平移动部，用于驱动整个换电移动装置水平移动，包括用于移动和提供安装基座的移动架和驱动所述移动架移动的水平驱动装置；, 竖直升降部，安装在所述水平移动部上，用于驱动换电平台在竖直方向上升降；以及, 电池安装部，安装在所述竖直升降部上，用于电池的更换和拆卸，所述电池安装部包括所述换电平台以及安装在所述换电平台上的电池的解锁装置；, 其中，所述换电平台包括上板，所述上板安装在所述竖直升降部的顶部，所述解锁装置安装在所述上板的上表面，, 所述换电平台上还安装有移动驱动装置，所述移动驱动装置通过驱动输出端与所述上板连接安装，用于驱动所述上板沿水平方向移动，, 所述解锁装置包括移动座、垂直安装在所述移动座的上表面的解锁顶杆、以及驱动所述移动座沿所述上板的平面水平移动的驱动件；, 所述上板和所述换电移动装置的移动方向垂直。, 2.根据权利要求1所述的换电移动装置，其特征在于，, 所述水平驱动装置包括同步带和与所述同步带啮合且固定在所述移动架上的夹持驱动装置，所述夹持驱动装置驱动所述移动架沿所述同步带水平移动。, 3.根据权利要求2所述的换电移动装置，其特征在于，, 所述夹持驱动装置包括外圆周表面带有径向齿条的同步带轮，和分别位于所述同步带轮两侧以将所述同步带夹持在所述同步带轮上的过渡轮，以及驱动所述同步带轮转动的电机。, 4.根据权利要求3所述的换电移动装置，其特征在于，, 所述水平驱动装置还包括分别固定所述同步带两端的第一同步座和第二同步座；在所述第一同步座和/或所述第二同步座上安装有调节装置，所述调节装置用于调节所述同步带的松弛程度。, 5.根据权利要求4所述的换电移动装置，其特征在于，, 所述调节装置包括夹持所述同步带的夹持块，和调节所述夹持块相对所述第一同步座或所述第二同步座上位置的调节部，所述夹持块包括分别从两面夹持所述同步带的夹持板和齿座，所述调节部包括通过螺孔固定在所述第一同步座或所述第二同步座上的调节螺栓，所述调节螺栓的一端与所述夹持块活动连接。, 6.根据权利要求1所述的换电移动装置，其特征在于，, 所述水平移动部还包括安装在所述移动架上的安装架以及用于调整所述安装架相对所述移动架位置的丝杆定位装置，所述丝杆定位装置包括固定在所述移动架上的丝杆驱动装置，以及固定在所述安装架上且与所述丝杆定位装置上的丝杆连接的推板。, 7.根据权利要求1所述的换电移动装置，其特征在于，, 所述竖直升降部包括安装在所述移动架上的剪式升降机构以及驱动所述剪式升降机构垂直升降的竖直驱动机构，所述剪式升降机构包括用于安装电池安装部的举升板，所述竖直驱动机构为液压驱动机构。, 8.根据权利要求1所述的换电移动装置，其特征在于，, 所述移动驱动装置包括丝杆以及驱动丝杆运动的驱动装置，所述丝杆安装在所述驱动装置的驱动输出端，所述丝杆上安装有推板，所述推板通过螺纹孔与所述丝杆连接，或与套在所述丝杆上的螺母固定安装，所述推板与所述上板的下表面固定安装。, 9.根据权利要求8所述的换电移动装置，其特征在于，, 在所述上板的上表面还安装有电池托盘，在电池托盘的下表面上设置有用于定位的定位杆，所述上板的上表面安装有固定座，所述定位杆与所述固定座配位安装，所述电池托盘的上表面具有多个导向板，所述导向板具有开口向上的凹槽。, 10.根据权利要求9所述的换电移动装置，其特征在于，, 所述换电移动装置还包括下板，所述下板安装在所述上板的下方，所述移动驱动装置通过固定座安装在所述下板的下表面，所述移动驱动装置的驱动输出端连接有推板，所述推板穿过所述下板的滑动孔与所述上板的下表面固定，所述移动驱动装置驱动所述上板相对所述下板水平移动。, 11.根据权利要求10所述的换电移动装置，其特征在于，, 在所述上板和所述下板之间安装有滑动装置，所述滑动装置包括固定在所述下板的上表面的滑动轨，和固定在所述上板的下表面的滑块，所述滑块与所述滑动轨卡合。, 12.根据权利要求11所述的换电移动装置，其特征在于，, 在所述上板和所述下板之间安装有降低所述上板和所述下板之间摩擦力的滑板。, 13.根据权利要求1所述的换电移动装置，其特征在于，, 所述换电移动装置还包括动力部，所述动力部包括为所述水平驱动装置、竖直升降部提供电力的电源，以及按指令控制各部件动作的控制单元。, 14.快换系统，其特征在于，包括：, 电池架，摆放用于电动汽车的替换电池，和由电动汽车上更换下来的待充电池；, 码垛机，用于将更换下来的待充电池放入电池架，同时由电池架上取下替换电池；, 还包括权利要求1-13中任一项所述的换电移动装置。 | CN | China | Active | B | True |
| 258 | 一种电动汽车电池管理系统及方法 \n | CN106671785B | NaN | 本发明公开了一种电动汽车电池管理系统及方法，该系统包括管网、车载控制终端和云计算处理平台，管网包括出风管，车载控制终端包括主控制器、供电电源、移动收发器、车载电脑、显示器、继电器、电流传感器和从控制单元，车载电脑的输出端接有车载空调控制模块和报警器；该方法包括步骤：电动汽车电池电流数据的采集及上传；判断电动汽车电池是否存在短路故障；计算电动汽车电池已放电量；获取各单体电池电压和温度数据；调控各单体电池电压值和温度值并实时上传；估算单体电池的SOC值；计算电动汽车电池剩余电量并显示输出SOC值和剩余电量。本发明保障电动汽车电池处于最佳的工作状态，延长电动汽车电池使用寿命，预防安全事故的发生。 | CN:201610890020.XA | https://patentimages.storage.googleapis.com/bb/0d/fb/ba227a9fbbad26/CN106671785B.pdf | CN:106671785:B | 张传伟, 李林阳 | Xian University of Science and Technology | JP:2008024124:A, WO:2011134303:A1, CN:103481791:A, CN:205344562:U | Not available | 2023-03-28 | 1.一种电动汽车电池管理系统，其特征在于：包括与车载空调管路连通且用于为所述电动汽车电池输送调温气体的管网、用于监测所述电动汽车电池使用状态的车载控制终端和与所述车载控制终端无线数据传输并远程计算所述电动汽车电池电量的云计算处理平台(13)，所述管网包括多个出风管，每个所述出风管上均安装有比例电磁阀(11)，所述电动汽车电池包括多个依次串联的电池组(1-1)，所述车载控制终端包括主控制器(3)和供电电源(7)，以及与主控制器(3)数据通信的移动收发器(8)和车载电脑(9)，主控制器(3)的输入端接有用于检测所述电动汽车电池工作电流的电流传感器(14)和用于控制电池组(1-1)充放电均衡的从控制单元，所述从控制单元包括从控制器(2-4)和与从控制器(2-4)相接且用于均衡电池组(1-1)中各单体电池电压的均衡电路(2-2)，从控制器(2-4)的输入端接有用于采集电池组(1-1)工作温度的温度传感器组(2-1)，从控制器(2-4)的输出端与主控制器(3)的输入端相接，主控制器(3)的输出端接有显示器(6)和用于控制充电机(5)为所述电动汽车电池充电的继电器(4)；车载电脑(9)的输出端接有车载空调控制模块(10)和报警器(12)，比例电磁阀(11)的输入端与车载电脑(9)的输出端相接；, 所述均衡电路(2-2)与从控制器(2-4)之间设置有隔离电路(2-3)；, 所述从控制单元的数量与电池组(1-1)的数量相等，所述出风管的数量与电池组(1-1)的数量相等，电池组(1-1)由12个单体电池串联组成；, 所述供电电源(7)包括12V转5V电源电路、5V转3.3V电源电路和12V转54V电源电路，所述12V转54V电源电路包括芯片LT3954，所述芯片LT3954的第3管脚经保险丝F1与12V电源相接，芯片LT3954的第8管脚和第9管脚的连接端分三路，一路经电容C22接地，另一路经非门NOT1、非门NOT2和电容C23接地，第三路与稳压二极管D25的阴极相接；稳压二极管D25的阳极分三路，一路经电感L1与芯片LT3954的第3管脚和保险丝F1的连接端相接，另一路经电容C21与非门NOT1和非门NOT2的连接端相接，第三路与芯片LT3954的第10管脚相接；非门NOT2和电容C23的连接端经电阻R62和电容C24接地，芯片LT3954的第7管脚为54V电源输出端。, 2.按照权利要求1所述的一种电动汽车电池管理系统，其特征在于：所述均衡电路(2-2)包括芯片LTC6804-2、十四端接口J1以及MOSFET管Q1～MOSFET管Q12，所述芯片LTC6804-2的C12管脚经电阻R37分两路，一路与十四端接口J1的第13管脚相接，另一路与稳压二极管D1的阴极和MOSFET管Q1的源极的连接端相接；芯片LTC6804-2的C12管脚与电阻R37的连接端经电容C1接地，稳压二极管D1的阳极和MOSFET管Q1的栅极的连接端经电阻R35与芯片LTC6804-2的S12管脚相接，MOSFET管Q1的漏极分两路，一路经电阻R1与发光二极管LED1的阳极相接，另一路与电阻R2的一端相接；所述芯片LTC6804-2的C11管脚经电阻R38分两路，一路与十四端接口J1的第12管脚相接，另一路与稳压二极管D2的阴极和MOSFET管Q2的源极的连接端相接；芯片LTC6804-2的C11管脚与电阻R38的连接端经电容C2接地，电阻R38和十四端接口J1的第12管脚的连接端与发光二极管LED1的阴极和电阻R2的另一端的连接端相接，稳压二极管D2的阳极和MOSFET管Q2的栅极的连接端经电阻R25与芯片LTC6804-2的S11管脚相接，MOSFET管Q2的漏极分两路，一路经电阻R3与发光二极管LED2的阳极相接，另一路与电阻R4的一端相接；所述芯片LTC6804-2的C10管脚经电阻R39分两路，一路与十四端接口J1的第11管脚相接，另一路与稳压二极管D3的阴极和MOSFET管Q5的源极的连接端相接；芯片LTC6804-2的C10管脚与电阻R39的连接端经电容C3接地，电阻R39和十四端接口J1的第11管脚的连接端与发光二极管LED2的阴极和电阻R4的另一端的连接端相接，稳压二极管D3的阳极和MOSFET管Q5的栅极的连接端经电阻R26与芯片LTC6804-2的S10管脚相接，MOSFET管Q5的漏极分两路，一路经电阻R5与发光二极管LED3的阳极相接，另一路与电阻R6的一端相接；所述芯片LTC6804-2的C9管脚经电阻R40分两路，一路与十四端接口J1的第10管脚相接，另一路与稳压二极管D7的阴极和MOSFET管Q6的源极的连接端相接；芯片LTC6804-2的C9管脚与电阻R40的连接端经电容C4接地，电阻R40和十四端接口J1的第10管脚的连接端与发光二极管LED3的阴极和电阻R6的另一端的连接端相接，稳压二极管D7的阳极和MOSFET管Q6的栅极的连接端经电阻R27与芯片LTC6804-2的S9管脚相接，MOSFET管Q6的漏极分两路，一路经电阻R7与发光二极管LED4的阳极相接，另一路与电阻R8的一端相接；所述芯片LTC6804-2的C8管脚经电阻R41分两路，一路与十四端接口J1的第9管脚相接，另一路与稳压二极管D8的阴极和MOSFET管Q7的源极的连接端相接；芯片LTC6804-2的C8管脚与电阻R41的连接端经电容C5接地，电阻R41和十四端接口J1的第9管脚的连接端与发光二极管LED4的阴极和电阻R8的另一端的连接端相接，稳压二极管D8的阳极和MOSFET管Q7的栅极的连接端经电阻R28与芯片LTC6804-2的S8管脚相接，MOSFET管Q7的漏极分两路，一路经电阻R9与发光二极管LED5的阳极相接，另一路与电阻R10的一端相接；所述芯片LTC6804-2的C7管脚经电阻R42分两路，一路与十四端接口J1的第8管脚相接，另一路与稳压二极管D9的阴极和MOSFET管Q8的源极的连接端相接；芯片LTC6804-2的C7管脚与电阻R42的连接端经电容C6接地，电阻R42和十四端接口J1的第8管脚的连接端与发光二极管LED5的阴极和电阻R10的另一端的连接端相接，稳压二极管D9的阳极和MOSFET管Q8的栅极的连接端经电阻R33与芯片LTC6804-2的S7管脚相接，MOSFET管Q8的漏极分两路，一路经电阻R11与发光二极管LED6的阳极相接，另一路与电阻R12的一端相接；所述芯片LTC6804-2的C6管脚经电阻R43分两路，一路与十四端接口J1的第7管脚相接，另一路与稳压二极管D4的阴极和MOSFET管Q3的源极的连接端相接；芯片LTC6804-2的C6管脚与电阻R43的连接端经电容C7接地，电阻R43和十四端接口J1的第7管脚的连接端与发光二极管LED6的阴极和电阻R12的另一端的连接端相接，稳压二极管D4的阳极和MOSFET管Q3的栅极的连接端经电阻R36与芯片LTC6804-2的S6管脚相接，MOSFET管Q3的漏极分两路，一路经电阻R13与发光二极管LED7的阳极相接，另一路与电阻R14的一端相接；所述芯片LTC6804-2的C5管脚经电阻R44分两路，一路与十四端接口J1的第6管脚相接，另一路与稳压二极管D5的阴极和MOSFET管Q4的源极的连接端相接；芯片LTC6804-2的C5管脚与电阻R44的连接端经电容C8接地，电阻R44和十四端接口J1的第6管脚的连接端与发光二极管LED7的阴极和电阻R14的另一端的连接端相接，稳压二极管D5的阳极和MOSFET管Q4的栅极的连接端经电阻R29与芯片LTC6804-2的S5管脚相接，MOSFET管Q4的漏极分两路，一路经电阻R15与发光二极管LED8的阳极相接，另一路与电阻R16的一端相接；所述芯片LTC6804-2的C4管脚经电阻R45分两路，一路与十四端接口J1的第5管脚相接，另一路与稳压二极管D6的阴极和MOSFET管Q9的源极的连接端相接；芯片LTC6804-2的C4管脚与电阻R45的连接端经电容C9接地，电阻R45和十四端接口J1的第5管脚的连接端与发光二极管LED8的阴极和电阻R16的另一端的连接端相接，稳压二极管D6的阳极和MOSFET管Q9的栅极的连接端经电阻R30与芯片LTC6804-2的S4管脚相接，MOSFET管Q9的漏极分两路，一路经电阻R17与发光二极管LED9的阳极相接，另一路与电阻R18的一端相接；所述芯片LTC6804-2的C3管脚经电阻R46分两路，一路与十四端接口J1的第4管脚相接，另一路与稳压二极管D10的阴极和MOSFET管Q10的源极的连接端相接；芯片LTC6804-2的C3管脚与电阻R46的连接端经电容C10接地，电阻R46和十四端接口J1的第4管脚的连接端与发光二极管LED9的阴极和电阻R18的另一端的连接端相接，稳压二极管D10的阳极和MOSFET管Q10的栅极的连接端经电阻R31与芯片LTC6804-2的S3管脚相接，MOSFET管Q10的漏极分两路，一路经电阻R19与发光二极管LED10的阳极相接，另一路与电阻R20的一端相接；所述芯片LTC6804-2的C2管脚经电阻R47分两路，一路与十四端接口J1的第3管脚相接，另一路与稳压二极管D11的阴极和MOSFET管Q11的源极的连接端相接；芯片LTC6804-2的C2管脚与电阻R47的连接端经电容C11接地，电阻R47和十四端接口J1的第3管脚的连接端与发光二极管LED10的阴极和电阻R20的另一端的连接端相接，稳压二极管D11的阳极和MOSFET管Q11的栅极的连接端经电阻R32与芯片LTC6804-2的S2管脚相接，MOSFET管Q11的漏极分两路，一路经电阻R21与发光二极管LED11的阳极相接，另一路与电阻R22的一端相接；所述芯片LTC6804-2的C1管脚经电阻R48分两路，一路与十四端接口J1的第2管脚相接，另一路与稳压二极管D12的阴极和MOSFET管Q12的源极的连接端相接；芯片LTC6804-2的C1管脚与电阻R48的连接端经电容C12接地，电阻R48和十四端接口J1的第2管脚的连接端与发光二极管LED11的阴极和电阻R22的另一端的连接端相接，稳压二极管D12的阳极和MOSFET管Q12的栅极的连接端经电阻R34与芯片LTC6804-2的S1管脚相接，MOSFET管Q12的漏极分两路，一路经电阻R23与发光二极管LED12的阳极相接，另一路经电阻R24接地；发光二极管LED12的阴极和十四端接口J1的第1管脚接地，电池组(1-1)安装在十四端接口J1上，芯片LTC6804-2的V+管脚经电阻R49与54V电源相接。, 3.按照权利要求2所述的一种电动汽车电池管理系统，其特征在于：所述隔离电路(2-3)包括芯片ADμM1411，所述芯片ADμM1411的VID管脚、VOC管脚、VOB管脚和VOA管脚分别与芯片LTC6804-2的第44管脚、第43管脚、第42管脚和第41管脚相接，所述芯片ADμM1411的VOD管脚、VIC管脚、VIB管脚和VIA管脚均与从控制器(2-4)相接。, 4.按照权利要求1所述的一种电动汽车电池管理系统，其特征在于：所述温度传感器组(2-1)包括芯片PRTR5V0U2X以及型号均为DS18B20的温度传感器DS1～温度传感器DS12，所述温度传感器DS1的VCC管脚～温度传感器DS12的VCC管脚均与芯片PRTR5V0U2X的VCC管脚相接，芯片PRTR5V0U2X的VCC管脚与5V电源相接，温度传感器DS1的QD管脚～温度传感器DS6的QD管脚均与芯片PRTR5V0U2X的IO1管脚相接，温度传感器DS7的QD管脚～温度传感器DS12的QD管脚均与芯片PRTR5V0U2X的IO2管脚相接，芯片PRTR5V0U2X的IO1管脚经电阻R60与从控制器(2-4)相接，芯片PRTR5V0U2X的IO2管脚经电阻R61与从控制器(2-4)相接。, 5.按照权利要求1所述的一种电动汽车电池管理系统，其特征在于：所述从控制器(2-4)通过SPI总线与主控制器(3)数据通信，主控制器(3)通过CAN总线与车载电脑(9)数据通信。, 6.一种利用如权利要求2所述系统进行电动汽车电池管理的方法，其特征在于，该方法包括以下步骤：, 步骤一、电动汽车电池电流数据的采集及上传：通过电流传感器(14)实时采集电动汽车电池的工作电流，并实时传输至主控制器(3)，主控制器(3)将电动汽车电池电流数据通过车载电脑(9)上传至云计算处理平台(13)；, 步骤二、判断电动汽车电池是否存在短路故障：通过主控制器(3)设置电动汽车电池的电流阈值范围，当步骤一中的电流传感器(14)采集到的电动汽车电池的工作电流超过设置的阈值参数时，说明电动汽车电池短路，主控制器(3)将电流传感器(14)采集到的电动汽车电池的工作电流传输至车载电脑(9)，车载电脑(9)控制报警器(12)报警提示短路故障，同时车载电脑(9)控制电动汽车停止运行；否则，执行步骤三；, 步骤三、根据公式计算电动汽车电池已放电量Q1，其中，t0为电动汽车电池开始放电时刻，t为电动汽车电池终止放电时刻，I为步骤一中电流传感器(14)实时采集的电动汽车电池的工作电流；, 步骤四、获取各单体电池电压和温度数据：通过各从控制单元同时采集各从控制单元控制的电池组(1-1)中各单体电池电压和温度数据，所述从控制单元中的均衡电路(2-2)实时采集电池组(1-1)中各单体电池电压并数据去噪传输至从控制器(2-4)，所述从控制单元中的温度传感器组(2-1)实时采集电池组(1-1)中各单体电池温度数据并传输至从控制器(2-4)，各从控制器(2-4)将接收的各单体电池电压和温度数据通过主控制器(3)传输至车载电脑(9)；, 步骤五、调控各单体电池电压值和温度值并实时上传各单体电池电压值和温度值：采用各均衡电路(2-2)采集各均衡电路(2-2)控制的电池组(1-1)中各单体电池电压值，当均衡电路(2-2)采集的电池组(1-1)中各单体电池电压值不一致时，从控制器(2-4)控制均衡电路(2-2)中各MOSFET管开关频率调节各单体电池电压值，主控制器(3)控制各电池组(1-1)中各单体电池电压值保持一致，并通过车载电脑(9)将各单体电池电压值上传至云计算处理平台(13)；, 通过车载电脑(9)设置各单体电池的温度阈值，采用各温度传感器组(2-1)采集各电池组(1-1)中各单体电池温度值，当单体电池温度值不在车载电脑(9)设置的温度阈值范围内时，通过车载电脑(9)驱动车载空调控制模块(10)控制车载空调调节温度，当单体电池温度值过高时，车载电脑(9)控制所述车载空调制冷降温，保持温度维持在车载电脑(9)设置的温度阈值范围内；当单体电池温度值过低时，车载电脑(9)控制所述车载空调制热升温，保持温度维持在车载电脑(9)设置的温度阈值范围内，同时车载电脑(9)将各单体电池温度值上传至云计算处理平台(13)；, 步骤六、估算单体电池的SOC值：通过在云计算处理平台(13)中建立BP神经网络模型估算单体电池的SOC值，所述BP神经网络模型为三层网络模型，三层网络模型包括输入层、隐含层和输出层，过程如下：, 步骤601、构建输入层到隐含层之间的传递函数以及隐含层到输出层之间的传递函数/>其中，p为输入层和隐含层的变换函数且p为单调可微的log-Sigmoid函数或Tan-Sigmoid函数，ωij为输入层与隐含层之间的连接权值,xi为输入变量，i＝1,2，…，m，m为输入层结点数量，l为隐含层结点数量，j＝1,2，…，l，l＝log2m，θi为输入层与隐含层之间的阈值；q为隐含层和输出层的变换函数且q为purelin函数，ωjk为隐含层与输出层之间的连接权值，n为输出层结点数量，k＝1,2，…，n，θk为隐含层与输出层之间的阈值，Yk表示BP神经网络输出的SOC值；, 步骤602、输入训练样本点求解隐含层和输出层的输出：将所述样本点带入步骤601中求解隐含层和输出层的输出，所述样本点为输入变量xi，输入变量xi包括电动汽车电池电流数据、电动汽车电池已放电量Q1、单体电池电压值和温度值；, 步骤603、根据公式计算误差E，其中，Tk为云计算处理平台(13)存储的输出层上第k个输出结点的SOC理论值；, 步骤604、判断误差E是否满足E＜e，其中，e为云计算处理平台(13)上设置的误差阈值，当E＜e时，执行步骤七；否则，执行步骤605；, 步骤605、修正输入层与隐含层之间的连接权值ωij以及隐含层与输出层之间的连接权值ωjk后循环步骤602：通过云计算处理平台(13)修正步骤601中输入层与隐含层之间的连接权值ωij，取ωij＝ωij(α+1)，其中，α为迭代次数且α＝0,1，……，N，η为学习倍率；通过云计算处理平台(13)修正步骤601中隐含层与输出层之间的连接权值ωjk，取ωjk＝ωjk(α+1)，其中，/> , 步骤七、根据公式Q2＝Q·SOC，计算电动汽车电池剩余电量Q2并将BP神经网络输出的SOC值Yk和电动汽车电池剩余电量Q2显示输出：通过云计算处理平台(13)将BP神经网络输出的SOC值Yk和电动汽车电池剩余电量Q2经车载电脑(9)传输至主控制器(3)并通过显示器(6)实时显示单体电池的SOC估算值，其中，Q为电动汽车电池的电量总容量。, 7.按照权利要求6所述的方法，其特征在于：步骤601中输入层与隐含层之间的连接权值ωij、隐含层与输出层之间的连接权值ωjk、输入层与隐含层之间的阈值θi和隐含层与输出层之间的阈值θk的取值范围均为-1～1，步骤601中输入层结点数量m＝4，隐含层结点数量l＝2，输出层结点数量n＝1；步骤605中学习倍率η的取值范围为0.01～0.9。 | CN | China | Active | B | True |
| 259 | 하이브리드 차량의 풀 로드 모드 제어 방법 및 그 제어 장치 \n | KR102406114B1 | NaN | 하이브리드 차량의 풀 로드 모드 제어 방법은, 제어기가 APS(acceleration pedal position Sensor) 정보 또는 BPS(brake pedal position sensor) 정보에 근거하여 운전자의 요구 토크를 계산하는 단계와, 제어기가 하이브리드 차량의 주행 정보에 근거하여 운전자의 가감속 정보를 예측하는 단계와, 제어기가 상기 예측된 가감속 정보에 근거하여 운전자의 요구 토크를 예측하는 단계와, 제어기가 상기 계산된 운전자 요구 토크 및 상기 예측된 운전자의 요구 토크에 근거하여 하이브리드 차량의 구동을 위한 모터에 전력을 공급하는 배터리의 SOC(state of charge)를 예측하는 단계와, 제어기가 상기 예측된 배터리의 SOC에 근거하여 하이브리드 차량이 최대 토크를 발생하는 엔진과 모터를 사용하는 풀 로드 모드(full load mode)로 진입하지 않도록 상기 배터리를 충전시키는 상기 엔진을 제어하는 단계를 포함한다. | KR:1020160168884A | https://patentimages.storage.googleapis.com/f3/75/ed/7f28dc3b1b83ae/KR102406114B1.pdf | KR:102406114:B1 | 이재문, 박준영, 강지훈 | 현대자동차 주식회사 | KR:200173957:Y1, JP:2001298805:A, KR:101684507:B1, JP:2016088440:A | Not available | 2022-06-07 | 하이브리드 차량의 풀 로드 모드 제어 방법에 있어서,제어기가 APS(acceleration pedal position Sensor) 정보 또는 BPS(brake pedal position sensor) 정보에 근거하여 운전자의 요구 토크를 계산하는 단계;상기 제어기가 상기 하이브리드 차량의 주행 정보에 근거하여 운전자의 가감속 정보를 예측하는 단계;상기 제어기가 상기 예측된 가감속 정보에 근거하여 운전자의 요구 토크를 예측하는 단계; 상기 제어기가 상기 계산된 운전자 요구 토크 및 상기 예측된 운전자의 요구 토크에 근거하여 상기 하이브리드 차량의 구동을 위한 모터에 전력을 공급하는 배터리의 SOC(state of charge)를 예측하는 단계; 및상기 제어기가 상기 예측된 배터리의 SOC에 근거하여 상기 하이브리드 차량이 최대 토크를 발생하는 엔진과 상기 모터를 사용하는 풀 로드 모드(full load mode)로 진입하지 않도록 상기 배터리를 충전시키는 상기 엔진을 제어하는 단계를 포함하고,상기 하이브리드 차량의 풀 로드 모드 제어 방법은,상기 제어기가 상기 예측된 배터리의 SOC가 상기 모터의 출력을 감소시키는 배터리의 SOC보다 작은 지 여부를 판단하는 단계를 더 포함하며,상기 예측된 배터리의 SOC가 상기 모터의 출력을 감소시키는 배터리의 SOC보다 작을 때, 상기 제어기는 상기 엔진의 토크를 상기 풀 로드 모드에서의 엔진의 토크보다 작은 토크 중 최대값으로 제어하여 상기 배터리를 충전시키는 것에 의해 상기 하이브리드 차량이 부분 로드 모드(part load mode)의 최대 토크 발생 모드로 진입하도록 제어하는 하이브리드 차량의 풀 로드 모드 제어 방법. , 삭제, 제1항에 있어서,상기 예측된 배터리의 SOC가 상기 모터의 출력을 감소시키는 배터리의 SOC보다 작지 않을 때, 상기 제어기는 상기 엔진의 효율이 최대가 되도록 상기 엔진을 제어하여 상기 하이브리드 차량이 최적 운전점으로 작동되도록 제어하는 것을 특징으로 하는 하이브리드 차량의 풀 로드 모드 제어 방법. , 제1항에 있어서,상기 하이브리드 차량의 주행 정보는 레이더 정보, 내비게이션 정보, 또는 운전자 성향 정보를 포함하는 것을 특징으로 하는 하이브리드 차량의 풀 로드 모드 제어 방법. , 제4항에 있어서,상기 제어기는 상기 레이더 정보, 상기 내비게이션 정보, 또는 상기 운전자 성향 정보에 의해 생성된 신경망 모델을 이용하여 상기 운전자의 가감속 정보를 예측하는 것을 특징으로 하는 하이브리드 차량의 풀 로드 모드 제어 방법. , 제4항에 있어서,상기 레이더 정보는 상기 하이브리드 차량 전방의 차량과의 상대거리, 상기 전방 차량의 속도, 또는 상기 전방차량의 가속도를 포함하는 것을 특징으로 하는 하이브리드 차량의 풀 로드 모드 제어 방법. , 제4항에 있어서, 상기 운전자 성향 정보는 상기 하이브리드 차량의 평균속도, 가속 페달 위치 변화값, 또는 브레이크 페달 위치 변화값을 포함하는 것을 특징으로 하는 하이브리드 차량의 풀 로드 모드 제어 방법. , 하이브리드 차량의 풀 로드 모드 제어 장치에 있어서,APS(acceleration pedal position Sensor) 정보 또는 BPS(brake pedal position sensor) 정보에 근거하여 운전자의 요구 토크를 계산하는 운전자 요구 토크 계산부;상기 하이브리드 차량의 주행 정보에 근거하여 운전자의 가감속 정보를 예측하는 가감속 예측 모델부;상기 예측된 가감속 정보에 근거하여 운전자의 요구 토크를 예측하는 제어기;를 포함하며,상기 제어기가 상기 계산된 운전자 요구 토크 및 상기 예측된 운전자의 요구 토크에 근거하여 상기 하이브리드 차량의 구동을 위한 모터에 전력을 공급하는 배터리의 SOC(state of charge)를 예측하고, 상기 제어기가 상기 예측된 배터리의 SOC에 근거하여 상기 하이브리드 차량이 최대 토크를 발생하는 엔진과 상기 모터를 사용하는 풀 로드 모드(full load mode)로 진입하지 않도록 상기 배터리를 충전시키는 상기 엔진을 제어하고,상기 예측된 배터리의 SOC가 상기 모터의 출력을 감소시키는 배터리의 SOC보다 작을 때, 상기 제어기는 상기 엔진의 토크를 상기 풀 로드 모드에서의 엔진의 토크보다 작은 토크 중 최대값으로 제어하여 상기 배터리를 충전시키는 것에 의해 상기 하이브리드 차량이 부분 로드 모드(part load mode)의 최대 토크 발생 모드로 진입하도록 제어하는 하이브리드 차량의 풀 로드 모드 제어 장치. , 삭제, 제8항에 있어서,상기 예측된 배터리의 SOC가 상기 모터의 출력을 감소시키는 배터리의 SOC보다 작지 않을 때, 상기 제어기는 상기 엔진의 효율이 최대가 되도록 상기 엔진을 제어하여 상기 하이브리드 차량이 최적 운전점으로 작동되도록 제어하는 것을 특징으로 하는 하이브리드 차량의 풀 로드 모드 제어 장치. , 제8항에 있어서,상기 하이브리드 차량의 주행 정보는 레이더 정보, 내비게이션 정보, 또는 운전자 성향 정보를 포함하는 것을 특징으로 하는 하이브리드 차량의 풀 로드 모드 제어 장치. , 제11항에 있어서,상기 제어기는 상기 레이더 정보, 상기 내비게이션 정보, 또는 상기 운전자 성향 정보에 의해 생성된 신경망 모델을 이용하여 상기 운전자의 가감속 정보를 예측하는 것을 특징으로 하는 하이브리드 차량의 풀 로드 모드 제어 장치. , 제11항에 있어서,상기 레이더 정보는 상기 하이브리드 차량 전방의 차량과의 상대거리, 상기 전방 차량의 속도, 또는 상기 전방차량의 가속도를 포함하는 것을 특징으로 하는 하이브리드 차량의 풀 로드 모드 제어 장치. , 제11항에 있어서, 상기 운전자 성향 정보는 상기 하이브리드 차량의 평균속도, 가속 페달 위치 변화값, 또는 브레이크 페달 위치 변화값을 포함하는 것을 특징으로 하는 하이브리드 차량의 풀 로드 모드 제어 장치. | KR | South Korea | NaN | B | True |
| 260 | Electric vehicle battery charger \n | US11273718B2 | This application is a continuation of Ser. No. 16/677,147 filed Nov. 7, 2019, which claims priority of U.S. provisional patent application Ser. No. 62/817,104, filed Mar. 12, 2019 and is a continuation-in-part of PCT application PCT/CA2018/051291 filed on Oct. 12, 2018 designating the US that claims priority of PCT/CA2017/051218 filed Oct. 13, 2017 and of U.S. provisional patent application 62/660,530 filed on Apr. 20, 2018, the specifications of which are hereby incorporated by reference.\nThe present relates to the field of battery charging systems such as used in, e.g., electric vehicles. The present also relates to the field of power converters such as rectifiers operating at residential voltage and power.\nThis section is intended to provide a background or context to the invention that is recited in the claims. The description herein may include concepts that could be pursued, but are not necessarily ones that have been previously conceived or pursued. Therefore, unless otherwise indicated herein, what is described in this section is not prior art to the description and claims in this application and is not admitted to be prior art by inclusion in this section.\nCurrently, an electric vehicle (EV) typically comprises a battery bank and battery charging system. The battery bank typically requires direct current (DC) input to charge the batteries. To that end, an onboard charging circuit is provided that converts AC power typically found in the home to a DC input for the battery bank. In what is typically known as “level 1” and “level 2” charging, the battery charging system is provided with household or similar alternating current power, which it converts to DC in order to feed the battery bank. Level 1 and level 2 charging mainly differ by the amount of power supplied and sometimes by the voltage as well.\n“Level 3” charging generally refers to DC charging, which can involve DC current at high power, e.g., voltages above 350V and high currents leading to charging powers that are typically above 15 kW and run up to 160 kW. Level 3 charging stations are commercial charging stations that seek to charge EVs as quickly as possible. With current EV batteries, very rapid charging can be achieved up to about 75% to 80% of the battery's charge capacity. With some EV batteries, charging from 15% to 80% of battery capacity can be done within 15 to 20 minutes of high power charging. After this point, charging is very slow, for example, it can take a number of hours to raise the charge level from 80% to 99%. Normally the customer will be encouraged to leave the charging station so that other customers can charge their vehicles. Such rapid charging is convenient for commercial charging station operations; however, it can shorten the lifespan of some EV batteries to be subjected to such high power charging. For example, it might be preferable in terms of battery lifespan to allow for 2 hours to charge a battery from 15% to 80% of capacity instead of 20 minutes.\nThe DC power for such charging is supplied from three-phase power mains that are normally made available to commercial installations and not residences. Three-phase AC electrical power can be efficiently converted to DC. Typically, this kind of charging is unavailable in residences where available power is also typically limited to below 60 kW. In certain places, for example, power supply to the residential panel may be capped at 200 A at 240V (RMS), giving a total available power, for all household use, of 48 kW. By providing such a power limit using a main circuit breaker, the local distribution transformer, which is often sized using “oversubscription” assumptions, is statistically protected against overload as a result of too many residences drawing too much power. Moreover, level 3 charging, when starting from an AC current source requires a rectifier circuit, which is typically not provided in the home because of cost issues among other reasons.\nCurrent residential car charging systems behave essentially like a high-power appliance, drawing from, e.g., a clothes dryer pug. In level 2 charging, the power is typically limited to about 7 kW or less that is a load comparable to a clothes dryer (30 amps at 240 V is 7.2 kW). The charging unit installed in the home connects the main AC power to the vehicle through a breaker circuit so that the vehicle's on-board AC to DC conversion circuitry can charge the vehicle battery.\nMost electric vehicles allow for “fast” DC charging in which case the AC to DC converter is external to the EV. An advantage of DC charging is not only that the charge power can be greater than the capacity of the AC to DC converter in the vehicle, but also that the efficiency of the conversion is not dependent of the converter provided by the manufacturer at the time of making the vehicle. If DC charging can be made efficiently available to residences, then heavy and expensive level 2 charging equipment onboard vehicles could be omitted.\nWith level 2 power consumption, the probability that vehicle's charging will cause the residential electrical entry or main circuit panel to draw more than its allowed power budget (and thus cause the main breaker to trip with the result that the panel is disconnected from the distribution transformer) is quite low. However, when a load greater than 7 kW is added to most domestic electrical panels, and for a duration of a number of hours, the risk increases that the total power budget of the domestic electric panel will be exceeded.\nThis patent application provides complementary improvements that may be applied separately or in combination. The first improvement relates to an improved rectifier used in DC charging. In one aspect, the improved rectifier has a high-voltage capacitor module that is easily replaced within the charger. In another aspect, the charger comprises a backplane and blade architecture that allows the AC to DC conversion to be distributed over a number of lower power blade modules so as to use blade modules providing each less than about 5 kVA so that the combination of blade modules can provide power conversion of over 10 kVA (and preferably over 20 kVA) of AC power into DC charging power output. The second improvement relates to a battery charging system that allows a power level to be used for battery charging that would exceed the nominal budget of the electrical entry if all non-charging loads were connected to the entry drawing their loads at the same time. Therefore, according to the second improvement, a time-based prediction of non-charging load power consumption is made based on modelling and/or historical monitoring of non-charging load power consumption. A third improvement relates to a power converter having a charging power program module with a user input interface for receiving user input defining charging aggressivity parameters, wherein the charging power program module controls a current level over time in response to the charging aggressivity parameters. A fourth improvement relates to a socket-type connector for removing and replacing a high-voltage capacitor from a power converter. A fifth improvement relates to a power converter having a circuit capable of operating in bidirectional states meaning, in addition to providing DC charging capabilities with an AC input as a rectifier, it is able to convert voltage/current from DC to AC as an inverter, hence, providing an AC output from a DC battery of an electrical vehicle.\nIn some embodiments, a battery charger converts AC power and delivers DC power to an electric power storage battery. An AC input receives power from an electrical entry, a power converter connects to the AC input and responds to a charge voltage value and a desired charge current value to convert power to a variable DC voltage at a variable current not exceeding a desired charge current value for a DC load. The power converter has at least one high-voltage capacitor for storing power at a voltage boosted above a peak voltage of the AC input.\nIn some embodiments, the charger circuit can operate in bidirectional states meaning, it is able to convert voltage/current from AC to DC as a rectifier or from DC to AC as an inverter, hence, providing an AC output from a DC battery of an electrical vehicle.\nIn an aspect of the present disclosure, the charger circuit can work only as a rectifier in a unidirectional way to convert AC voltage to DC as a unidirectional charger by replacing the two high-voltage switches connected between the first terminal and respective opposed ends of the high-voltage capacitor in the charger circuit with two diodes.\nHerein, the battery charger converter working in the rectifier or inverter mode can be referred to respectively as the battery charger rectifier or battery charger inverter.\nIn some embodiments, the battery charger disclosed herein has a housing with an AC input for receiving power from an electrical entry, an AC output, and a DC output wherein a switch connects the AC input to the AC output. The switch may also connect to a backplane which has one or more module connector adapted for receiving one or more DC power converter module. In the AC mode, the switch is closed and connects the AC input to the AC output providing the electric power storage battery with an AC current. In the DC mode, the switch is open connecting the AC input to the DC power converter modules providing a DC current to the DC output.\nIn one embodiment, the charger has module connectors adapted for receiving one or more DC power converter modules but does not have the DC power converter modules originally installed within the housing providing the user with a level 2 AC EV battery charger. The DC power converter modules can be added at a later time to the charger to upgrade it to a level 3 DC EV charger.\nIn another aspect, the present invention provides a portable DC charging unit for use for electrical vehicles. The DC portable unit comprising of a housing having a connector backplane having a number of sockets for receiving at least one module comprising a battery rectifier circuit, an AC input for receive AC current from an AC source, and a DC output that connects to the electrical vehicle through a DC cable.\nIn another broad aspect, the present disclosure provides a power converter connected to an AC input converting power from the AC input to DC comprising at least one high-voltage capacitor for storing power at a voltage boosted above a peak voltage of the AC input, a rectifier circuit. The rectifier comprises an inductor connected in series with the AC input, a low-voltage capacitor, and either two diodes connected between or alternatively two high-voltage switches connected between a first AC input terminal and opposed ends of the high-voltage capacitor, two intermediate low-voltage power switches connected between the opposed end of the high-voltage capacitor and the opposed ends of the low-voltage capacitor, and two terminal low-voltage power switches connected between the opposed ends of the low-voltage capacitor and a second AC terminal, wherein a DC load can be connected to the opposed ends of the high-voltage capacitor. The power converter further comprises a controller having at least one sensor for sensing current and/or voltage in the rectifier circuit and connected to a gate input of the two intermediate low-voltage power switches and the two terminal low-voltage power switches.\nIn some embodiments, the controller may be operative for causing the rectifier circuit to operate in a boost mode wherein a voltage of the high-voltage capacitor is higher than a peak voltage of the AC input, and the two intermediate low-voltage power switches and the two terminal low-voltage power switches are switched with redundant switching states in response to a measurement of a voltage present at the low-voltage capacitor so as to maintain the low-voltage capacitor at a predetermined fraction of a desired voltage for the high-voltage capacitor and to thus maintain the high-voltage capacitor at a desired high voltage, with the rectifier circuit supplying, the DC load and absorbing power as a five-level active rectifier with low harmonics on the AC input.\nIn some embodiments, the power converter instead of a rectifier circuit has a bidirectional rectifier/inverter circuit and two controllers instead of one to be able to work bidirectionally as a rectifier and inverter. The bidirectional rectifier/inverter circuit comprises an inductor connected in series with an AC port, a low-voltage capacitor, two high-voltage power switches connected between a first AC terminal and opposed ends of the high-voltage capacitor, two intermediate low-voltage power switches connected between the opposed end of the high-voltage capacitor and the opposed ends of the low-voltage capacitor, and two terminal low-voltage power switches connected between the opposed ends of the low-voltage capacitor and a second AC terminal, wherein a DC port can be connected to the opposed ends of the high-voltage capacitor. The power convertor further comprises a first controller for a rectifier mode having at least one sensor for sensing current and/or voltage in the bidirectional rectifier/inverter and connected to a gate input of the two high-voltage power switches, the two intermediate low-voltage power switches and the two terminal low-voltage power switches for causing the rectifier circuit to operate in a boost mode wherein a voltage of the high-voltage capacitor is higher than a peak voltage of the AC input, and the two high-voltage power switches are controlled to switch on and off at a frequency of the AC input, and the two intermediate low-voltage power switches and the two terminal low-voltage power switches are switched with redundant switching states in response to a measurement of a voltage present at the low-voltage capacitor so as to maintain the low voltage capacitor at a predetermined fraction of a desired voltage for the high-voltage capacitor and to thus maintain the high voltage capacitor at a desired high voltage, with the rectifier circuit supplying the DC load and absorbing power as a five-level active rectifier with low harmonics on the AC input. The power converter also has a second controller for an inverter mode connected to the two high-voltage power switches, the two intermediate low-voltage power switches and the two terminal low-voltage power switches and configured to generate and apply to the two high-voltage power switches, the two intermediate low-voltage power switches and the two terminal low-voltage power switches signal waveforms comprising a first control signal for causing the low-voltage capacitor to be series connected with the DC port and the AC port and charged to a predetermined value proportional to a Voltage of the DC port, and a second control signal for causing the low-voltage capacitor to be disconnected from the DC port and series connected with the AC port, thereby causing the low-voltage capacitor to be discharged.\nIn one aspect, the present disclosure provides a battery charger for converting AC power and for delivering DC power to an electric power storage battery. The charger comprises an AC input for receiving power from an electrical entry, a battery charging controller interface for communicating with the electric power storage battery and receiving a charge voltage value and a desired charge current value, a power converter connected to the AC input and responsive to the charge voltage value and the desired charge current value to convert power from the AC input to DC at a DC output at a variable voltage according to the charge voltage value and at a variable current not exceeding the desired charge current value for a DC load, the power converter comprising at least one high-voltage capacitor for storing power at a voltage boosted above a peak voltage of the AC input. The charger may further be characterized by one of the following:\nIn some embodiments the power converter comprises an electrical entry power sensor for measuring power drawn by the electrical entry from its distribution transformer and a power drawn increase prediction module having an input for receiving a value of the power drawn and an output providing a value of a greatest probable jump in power drawn at the electrical entry, the power converter being configured to restrict the current level output by the power converter so as to prevent power drawn by the electrical entry from exceeding a predefined limit should the greatest probable jump in power drawn occurs.\nIn some embodiments, the power converter comprises a charging power program module having a user input interface for receiving user input defining charging aggressivity parameters, wherein the charging power program module controls the current level over time in response to the charging aggressivity parameters.\nIn some embodiment, the charger further comprises a socket-type connector for removing and replacing the high-voltage capacitor from the power converter.\nIn some embodiments, the power converter or a charger comprises a rectifier circuit comprising an inductor connected in series with the AC input, a low-voltage capacitor, two high-voltage power switches connected between a first AC input terminal and opposed ends of the high-voltage capacitor, two intermediate low-voltage power switches connected between the opposed end of the high-voltage capacitor and the opposed ends of the low-voltage capacitor, and two terminal low-voltage power switches connected between the opposed ends of the low-voltage capacitor and a second AC terminal, wherein a DC load can be connected to the opposed ends of the high-voltage capacitor. The converter also has a modulator receiving a reference signal from a controller and working with a state selection module enforcing a predefine switching technique to provide state selection signals indicative of respective states of said two high-voltage, said intermediate low-voltage, and said two terminal low-voltage power switches pulse generator.\nIn some embodiments, the convertor or the charger may have at least one sensor connected to said modulator for sensing current and/or voltage in said rectifier circuit and connected to a gate input of said two intermediate low-voltage power switches and said two terminal low-voltage power switches.\nIn some embodiments, the convertor or the charger the state selection module uses voltage between said the high-voltage capacitor and said the low-voltage capacitor to provide said state selection signals.\nIn some embodiments, the controller may communicate with said at least one sensor for sensing current and/or voltage in the rectifier circuit which is connected to a gate input of the two high-voltage power switches, the two intermediate low-voltage power switches and the two terminal low-voltage power switches for causing the rectifier circuit to operate in a boost mode wherein a voltage of the high-voltage capacitor may be higher than a peak voltage of the AC input, and the two high-voltage power switches are controlled to switch on and off at a frequency of the AC input, and the two intermediate low-voltage power switches and the two terminal low-voltage power switches are switched with redundant switching states in response to a measurement of a voltage present at the low voltage capacitor so as to maintain the low voltage capacitor at a predetermined fraction of a desired voltage for the high-voltage capacitor and to thus maintain the high voltage capacitor at a desired high voltage, with the rectifier circuit supplying the DC load and absorbing power as a five-level active rectifier with low harmonics on the AC input, and a buck converter circuit for down converting DC power from the opposed ends of the high voltage capacitor to a lower DC output voltage set by the charge voltage value.\nIn some embodiments, the charger can be characterized by a power converter which comprises both of the following:\nan electrical entry power sensor for measuring power drawn by the electrical entry from its distribution transformer and a power drawn increase prediction module having an input for receiving a value of the power drawn and an output providing a value of a greatest probable jump in power drawn at the electrical entry, the power converter being configured to restrict the current level output by the power converter so as to prevent power drawn by the electrical entry from exceeding a predefined limit should the greatest probable jump in power drawn occur; and\na rectifier circuit comprising an inductor connected in series with the AC input, a low-voltage capacitor, two high-voltage power switches connected between a first AC input terminal and opposed ends of the high-voltage capacitor, two intermediate low-voltage power switches connected between the opposed end of the high-voltage capacitor and opposed ends of the low-voltage capacitor, and two terminal low-voltage power switches connected between the opposed ends of the low-voltage capacitor and a second AC terminal, wherein a DC load can be connected to the opposed ends of the high-voltage capacitor; a controller having at least one sensor for sensing current and/or voltage in the rectifier circuit and connected to a gate input of the two high-voltage power switches, the two intermediate low-voltage power switches and the two terminal low-voltage power switches for causing the rectifier circuit to operate in a boost mode wherein a voltage of the high-voltage capacitor can be higher than a peak voltage of the AC input, and the two high-voltage power switches are controlled to switch on and off at a frequency of the AC input, and the two intermediate low-voltage power switches and the two terminal low-voltage power switches are switched with redundant switching states in response to a measurement of a voltage present at the low-voltage capacitor so as to maintain the low voltage capacitor at a predetermined fraction of a desired voltage for the high-voltage capacitor and to thus maintain the high voltage capacitor at a desired high voltage, with the rectifier circuit supplying the DC load and absorbing power as a five-level active rectifier with low harmonics on the AC input; and\na buck converter circuit for down converting DC power from the opposed ends of the high-voltage capacitor to a lower DC output voltage set by the charge voltage value.\nIn some embodiments, the charger also has a network interface for receiving user input comprising a remote device user interface connected to the network interface.\nIn one embodiment, the power converter comprises the charging power program module, and the charging aggressivity parameters define an upper charging current limit for charging the vehicle. In one example, the charging power program module records a history of charging current so that an assessment of battery degradation can be performed.\nIn some embodiments, the charger may be characterized by the power converter comprising an electrical entry power sensor for measuring power drawn by the electrical entry from its distribution transformer and a power drawn increase prediction module having an input for receiving a value of the power drawn and an output providing a value of a greatest probable jump in power drawn at the electrical entry, the power converter being configured to restrict the current level output by the power converter so as to prevent power drawn by the electrical entry from exceeding a predefined limit should the greatest probable jump in power drawn occur, further comprising a sheddable load switch; wherein the power drawn increase prediction module is connected to the sheddable load switch for temporarily disconnecting at least one shiftable load connectable to the sheddable load switch when the greatest near-term probable jump in power drawn poses a risk of exceeding the predefined limit, the power drawn increase prediction module is configured to re-connect the shiftable load when the power drawn increase predictor module determines that the near-term risk of exceeding the predefined limit has subsided.\nProvided are systems, methods and more broadly technology as described herein and claimed below.\nThe present examples will be better understood with reference to the appended illustrations which are as follows:\n FIG. 1A is a schematic illustration of the physical installation of a home EV charging system including a pole-top transformer, residential electrical entry with a load sensor and a main circuit breaker panel, a 240V AC power line between the panel and an apparatus, two cable connection extending between the apparatus and an electric vehicle (EV) with CAN bus communication connection between the EV and the apparatus and a solar panel connection;\n FIG. 1B is a block diagram showing a power conversion and EV charger with multiple DC ports and off-board component panel;\n FIG. 2A shows a circuit diagram of a battery apparatus converter with a 5-level topology circuit working in a rectifier mode, according to a particular example of implementation;\n FIG. 2B shows a circuit diagram of a 5-level topology circuit of the battery apparatus of FIG. 2A showing connectivity under one switching configuration called “State 2”;\n FIG. 2C shows a circuit diagram of a 5-level topology circuit of the battery apparatus of FIG. 2A showing connectivity under one switching configuration called “State 3”;\n FIG. 2D shows a circuit diagram of a 5-level topology circuit of a unidirectional/rectifier apparatus according to a particular example of implementation;\n FIG. 2E shows a circuit diagram of a battery apparatus converter with a 5-level topology circuit working in an inverter mode, in accordance with one embodiment;\n FIG. 3A shows a block diagram of a modulator with voltage balancing of the battery apparatus converter of FIG. 1A working in a rectifier mode;\n FIG. 3B shows a signal graph showing a 4-carrier pulse-width modulation technique used in the modulator of FIG. 3A;\n FIG. 3C shows a circuit diagram showing elements of a controller of the charger of FIG. 1A working in a rectifier mode;\n FIG. 3D shows a circuit diagram showing elements of a controller of the battery apparatus converter of FIG. 2E working in an inverter mode;\n FIG. 3E shows logic elements of both the modulator and the state selection circuit to provide 8 signals indicative of respective states using both voltage and current feedback;\n FIG. 4 shows a block diagram of the battery converter of FIG. 1A working in a rectifier mode including controller circuitry;\n FIG. 5 shows a signal graph illustrating steady state results of the battery converter of FIG. 1A working in the rectifier mode at 1 kW operation;\n FIG. 6 shows a screenshot of a power analyzer showing some parameters of the battery apparatus converter of FIG. 1A working in the rectifier mode measured by the power analyzer;\n FIG. 7 shows a signal graph illustrating the performance of the battery apparatus converter of FIG. 1A working in the rectifier mode during a 50% change I the DC load;\n FIG. 8A is a block diagram showing a modular converter battery charging system;\n FIG. 8B is a block diagram showing a charger with both an AC and a modular converter battery charging system;\n FIG. 8C is a block diagram showing an embodiment of a charger having a switch connected to its backplane providing an AC output;\n FIG. 8D is a block diagram showing the embodiment FIG. 8C wherein the switch is replaced by a modular converter battery charging system;\n FIG. 9 is a block diagram showing a charging power budget controller;\n FIG. 10A is a schematic diagram of a power converter module according to one embodiment; and\n FIG. 10B is a schematic diagram of a backplane in accordance to one embodiment of the present invention having connectors for five power converter module.\n FIG. 100 is a schematic diagram of a two power converter modules in accordance with one embodiment of the present invention with the switches assembled on a heat sink to provide required cooling for the switches,\n FIG. 11A is a schematic illustration of a power converter module with integrated switching capability and integrated DC to DC converting capability in accordance with one embodiment;\n FIG. 11B is a schematic illustration of an off-board component board having offboard components of five power converter module according to one embodiment;\n FIG. 110 illustrates a schematic diagram of an AC charging blade 1100 with a surcharge prevention module in accordance with one embodiment;\n FIG. 12 is a schematic illustration of the physical installation of a portable EV charging system including a charge cable extending between the charger and an electric vehicle (EV) with having a battery rectifier unit between the EV and the charger;\n FIG. 13 is a block diagram showing the portable EV charging system in FIG. 12;\n FIG. 14A is a schematic illustration of a comportment for storing the portable EV charging system having a receptor according to a particular example of implementation.\n FIG. 14B is a schematic illustration of a comportment for storing the portable EV charging system having a receptor according to a particular example of implementation.\nReference throughout this specification to “one embodiment,” “an embodiment,” or similar language means that a particular feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment of the present invention. Thus, appearances of the phrases “in one embodiment,” “in an embodiment,” and similar language throughout this specification may, but do not necessarily, all refer to the same embodiment.\nMoreover, the described features, structures, or characteristics of the invention may be combined in any suitable manner in one or more embodiments. It will be apparent to those skilled in the art that various modifications and variations can be made to the present invention without departing from the scope of the invention. Thus, it is intended that the present invention cover the modifications and variations of this invention provided they come within the scope of the appended claims and their equivalents. Reference will now be made in detail to the preferred embodiments of the invention.\nThroughout this application, the term “EV Level 2 charger” refers to a single phase AC EV charger and the term “EV Level 3 charger” refers to a single phase DC EV charger.\n FIG. 1A illustrates the physical context of an embodiment in which split single phase mains power is delivered from a utility pole top transformer, as is the most common type of electrical power delivery in North America. The transformer receives typically 14.4 kV or 25 kV single-phase power from a distribution line and the transformer can handle approximately 50 kVA to 167 kVA of power delivered as split phase 240 VAC to a small number of homes or electrical entries. Each electrical entry is typically configured to handle between 100 A to 200 A of power at 240 VAC, namely about 24 kVA to 48 kVA (the common assumption is that 1 kVA is equivalent to 1 kW).\n FIG. 1.B is a block diagram showing a power conversion apparatus 10 with an AC port 18, multiple DC ports, an EV/ DC ports 12 and 14, DC/EV input port 16 off-board component panel 20. In one embodiment, as illustrated in FIG. 1A, the ports 12 and 14 may connect to EV1 and EV2 and DC/EV port 16 may connect to solar panels to use the DC energy produced by the panels.\nIt will be appreciated by those skilled in the art that while the circuit works with single-phase current, the AC input may also receive split single phase, or line (phase to phase) or phase (phase to neutral) voltage which may come from a 3-phase 3-wire or 4-wire electric entry.\nIt will be appreciated by those skilled in the art that embodiments are not restricted to split single phase 240 VAC power systems, and that the embodiments disclosed herein can be adapted to the power networks in use that are of any existing AC voltage and phases delivered to the electrical entry of homes or businesses.\nThe electrical entry typically comprises a usage meter, a main breaker having a rating corresponding to the total permitted load (e.g. 100 A, 200 A), and a panel having circuit breakers for each household circuit which may be supplied with 240 VAC power or 120 VAC power from the split phase 240 VAC input. While most circuit breakers have capacities of between 15 A to 30 A, some can be lower (namely 10 A) and some may be larger, such as 40 A, for large appliances. In some countries, electrical entries have a lower capacity, such as 40 A to 60 A, and in countries with 240 VAC in all ho | A battery charger capable of receiving AC power and delivering both AC and DC power to an electric power storage battery in accordance to different embodiments disclosed herein using a rectifier circuit supplying the DC load and absorbing power as a five-level active rectifier with low harmonics on the AC input. In one aspect, the battery charger may have a bidirectional rectifier/inverter converter providing power conversion between a DC source and AC enabling the user to not only charge an electrical vehicle (“EV”) but also convert the energy charged in the EV/battery or solar panel to AC for use. | US:16/901,445 | https://patentimages.storage.googleapis.com/21/41/6c/847c13f3c559cb/US11273718.pdf | US:11273718 | Hani VAHEDI, Marc-André FORGET, Peter Ibrahim | Dcbel Inc | US:3317810, US:4472672, US:4528492, US:5684379, US:5563777, US:5702431, US:5680031, US:5803215, US:5926004, US:6130522, US:6605926, US:7256516, US:20020113441:A1, US:7301308, US:6804127, US:20060022635:A1, US:7550872, US:7612531, US:8374729, US:20110175569:A1, US:8143843, US:20100141204:A1, US:20100181963:A1, US:8847555, US:20100244773:A1, US:8299754, US:8760115, US:20110133693:A1, US:9045048, WO:2011134861:A1, US:8841881, US:8149017, CN:102859825:A, US:20130103221:A1, US:8638063, US:8983875, US:8829859, US:8716978, US:20130314038:A1, US:8952656, KR:20120113084:A, US:8731730, US:8744641, US:8798803, US:8332078, US:9481257, US:20150165917:A1, WO:2013144947:A2, US:20160261178:A1, US:20150137735:A1, US:20160126862:A1 | 2022-03-15 | 2022-03-15 | 1. A power converter for managing within a system with an electrical entry, the power converter comprising:\nan AC input for receiving power from said electrical entry;\nan electrical entry power sensor for measuring power drawn by said electrical entry from its distribution transformer; and,\na controller having a power drawn increase prediction module having an input for receiving a value of said power drawn and an output providing a value of a greatest probable jump in power drawn at said electrical entry, said power converter being configured to restrict said current level output by said power converter so as to prevent power drawn by said electrical entry from exceeding a predefined limit should said greatest probable jump in power drawn occur.\n, an AC input for receiving power from said electrical entry;, an electrical entry power sensor for measuring power drawn by said electrical entry from its distribution transformer; and,, a controller having a power drawn increase prediction module having an input for receiving a value of said power drawn and an output providing a value of a greatest probable jump in power drawn at said electrical entry, said power converter being configured to restrict said current level output by said power converter so as to prevent power drawn by said electrical entry from exceeding a predefined limit should said greatest probable jump in power drawn occur., 2. The converter in claim 1, wherein said power converter records history of charging currents to calculate said greatest probable jump in said power drawn., 3. The converter in claim 1, further comprising a network interface for receiving input from a user., 4. The converter in claim 3, wherein said power converter further comprises a charging power program module and wherein said converter receives charging aggressivity parameters from said user defining an upper charging current limit for charging said vehicle., 5. The converter in claim 4, wherein said charging power program module records history of charging currents so that an assessment of battery degradation can be performed., 6. The converter in claim 5, further comprising a sheddable load switch; wherein said power drawn increase prediction module is connected to said sheddable load switch for temporarily disconnecting at least one shiftable load connectable to said sheddable load switch when said greatest near-term probable jump in power drawn poses a risk of exceeding said predefined limit, said power drawn increase prediction module is configured to re-connect said shiftable load when the said power drawn increase predictor module determines that the near-term risk of exceeding said predefined limit has subsided., 7. The converter in claim 5, wherein said controller comprises a processor and a memory., 8. The converter in claim 1, wherein said at least one power conversion module comprises:\na battery charging controller interface for communicating with an electric power storage battery and receiving a charge voltage value;\nan AC input connected to said power conversion module for delivering power from said electrical entry, wherein said at least converter module is responsive to said charge voltage value to convert power from said AC input to DC at a DC output at a variable voltage according to said charge voltage value for a DC load, said power converter module comprising:\nat least one high-voltage capacitor for storing power;\na rectifier circuit comprising:\nan inductor connected in series with said AC input,\na low-voltage capacitor,\none of:\ntwo diodes connected between a first AC input terminal and opposed ends of said high-voltage capacitor; and\ntwo high-voltage switches connected between a first AC input terminal and opposed ends of said high-voltage capacitor,\n\ntwo intermediate low-voltage power switches connected between said opposed end of said high-voltage capacitor and opposed ends of said low-voltage capacitor, and\ntwo terminal low-voltage power switches connected between said opposed ends of said low-voltage capacitor and a second AC terminal,\nwherein a DC load can be connected to said opposed ends of said high-voltage capacitor;\na modulator receiving a reference signal from a controller;\na state selection circuit receiving said at least one comparison signal and outputting a state signal;\na switching pulse generator receiving said state signal and connected to gates of said power switches.\n, a battery charging controller interface for communicating with an electric power storage battery and receiving a charge voltage value;, an AC input connected to said power conversion module for delivering power from said electrical entry, wherein said at least converter module is responsive to said charge voltage value to convert power from said AC input to DC at a DC output at a variable voltage according to said charge voltage value for a DC load, said power converter module comprising:, at least one high-voltage capacitor for storing power;, a rectifier circuit comprising:, an inductor connected in series with said AC input,, a low-voltage capacitor,, one of:\ntwo diodes connected between a first AC input terminal and opposed ends of said high-voltage capacitor; and\ntwo high-voltage switches connected between a first AC input terminal and opposed ends of said high-voltage capacitor,\n, two diodes connected between a first AC input terminal and opposed ends of said high-voltage capacitor; and, two high-voltage switches connected between a first AC input terminal and opposed ends of said high-voltage capacitor,, two intermediate low-voltage power switches connected between said opposed end of said high-voltage capacitor and opposed ends of said low-voltage capacitor, and, two terminal low-voltage power switches connected between said opposed ends of said low-voltage capacitor and a second AC terminal,, wherein a DC load can be connected to said opposed ends of said high-voltage capacitor;, a modulator receiving a reference signal from a controller;, a state selection circuit receiving said at least one comparison signal and outputting a state signal;, a switching pulse generator receiving said state signal and connected to gates of said power switches., 9. The converter in claim 8, further comprising at least one sensor connected to said modulator for sensing current and/or voltage in said rectifier circuit and connected to a gate input of said two intermediate low-voltage power switches and said two terminal low-voltage power switches., 10. A method for managing power consumption in an electrical entry using a power converter:\nmeasuring power drawn at the electrical entry to determine a total power consumption of a network connected to the electrical entry;\ndetermining a value of a greatest probable jump in power drawn using the total power consumption at the electrical entry;\nmanaging a power allocation of the converter to restrict a power output by said power converter as to prevent power drawn by the electrical entry from exceeding a predefined limit should the greatest probable jump in power drawn occur.\n, measuring power drawn at the electrical entry to determine a total power consumption of a network connected to the electrical entry;, determining a value of a greatest probable jump in power drawn using the total power consumption at the electrical entry;, managing a power allocation of the converter to restrict a power output by said power converter as to prevent power drawn by the electrical entry from exceeding a predefined limit should the greatest probable jump in power drawn occur., 11. The method of claim 10, wherein the method further comprises:\nadjusting said power allocation to reduce charge rate of a first EV connected to said converter in order to increase charge rate of a second EV connected to said converter.\n, adjusting said power allocation to reduce charge rate of a first EV connected to said converter in order to increase charge rate of a second EV connected to said converter., 12. The method as defined in any of claim 10, wherein the method further comprises adjusting said power allocation based on power received from a local power source., 13. The method of claim 12, wherein the local power source is a solar panel., 14. The method of claim 12, wherein the local power source is a backup battery., 15. The method of claim 12, wherein the local power source is a battery of the first EV connected to said converter., 16. The method of claim 10, wherein the determining the value of the greatest probable jump in power drawn using the total power consumption at the electrical entry further comprises using previously collected data on the total power consumption. | US | United States | Active | H | True |
| 261 | Systems, methods and apparatus for vehicle battery charging \n | US11660972B2 | The present application is a Continuation Application of U.S. patent application Ser. No. 15/137,454, filed Apr. 25, 2016 and entitled Systems, Methods and Apparatus for Vehicle Battery Charging, now U.S. Pat. No. 10,556,513, issued Feb. 11, 2020, which is a Continuation Application of U.S. patent application Ser. No. 14/511,460, filed Oct. 10, 2014 and entitled Systems, Methods and Apparatus for Vehicle Battery Charging, now U.S. Pat. No. 9,321,361, issued Apr. 26, 2016, which is a Continuation Application of U.S. patent application Ser. No. 12/847,354, filed Jul. 30, 2010 and entitled Systems, Methods and Apparatus for Vehicle Battery Charging, now U.S. Pat. No. 8,860,362, issued Oct. 14, 2014 which is a Non-Provisional Application which claims the benefit of U.S. Provisional Patent Application Ser. No. 61/230,210, filed Jul. 31, 2009 and entitled Method, System and Apparatus for Vehicle Battery Charging, both of which are hereby incorporated herein by reference in their entireties.\nThe present disclosure relates to one or more vehicle battery and more particularly, to systems, methods, and apparatus for vehicle battery charging.\nVarious devices and/or vehicles are powered by at least one battery. In some cases, the at least one battery is a battery capable of being recharged, sometimes referred to as a rechargeable battery. There are various methods and devices that may be used to recharge a battery. However, many of these methods and devices require access to a particular connector which, in many cases, is electrically connected to a grid or power source. Further, many of these devices require a specific connector which may not be universal. With respect to at least partially electric vehicles, recharging may be difficult for the at least one battery may require a recharge in a location where a recharging device is not available.\nAccordingly, there is a need for a system, method and apparatus for recharging and/or providing charge to at least one battery on an at least partially electric vehicle, which is available at the location in which the charge is desired.\nIn accordance with one aspect of the present invention, a system for charging a battery within an at least partially electric vehicle is disclosed. The system includes a charging device wherein the charging device configured to electrically connect to the at least partially electric vehicle and charge at least one battery by a predetermined amount. The system also includes a network configured to determine the location of the charging device.\nSome embodiments of this aspect of the present invention include one or more of the following: wherein the network is configured for communication between the electric vehicle and the network and the network and the charging device; wherein the network configured to send and receive communication from a central database; wherein the electric vehicle requests a charge from the charging device through communication with the network; wherein the charging device is a mobile charging device; wherein the charging device comprising at least one battery; wherein the electric potential of the energy in the charging device is greater than the electric potential of the battery in the electric vehicle; wherein the at least one battery in the charging device is charged by a generator; wherein the generator is a Stirling generator; and/or wherein the charging device is a vehicle.\nIn accordance with one aspect of the present invention, a battery charge system for an electric vehicle, the electric vehicle comprising at least one electric vehicle battery, is disclosed. The system includes a charging device comprising at least one charging device battery configured to charge at least one electric vehicle battery of the at least partially electric vehicle, a network in communication with the charging device, and a communication device communicatively coupled to the charging device and configured to receive charging requests from the network.\nSome embodiments of this aspect of the present invention include one or more of the following: wherein the charging device is a charging vehicle; wherein the charging vehicle is a mobile charging vehicle; wherein the at least one battery is a low impedance battery having a higher potential than a battery in the electric vehicle; and/or wherein the electric vehicle comprising a communication device communicatively coupled to the network.\nIn accordance with one aspect of the present invention, a system for charging a vehicle is disclosed. The system includes a charging device. The charging device electrically connects to an at least partially electric vehicle and re-charges a battery by a predetermined amount. The system also includes a system for locating the charging device.\nSome embodiments of this aspect of the present invention include one or more of the following: where the charging device is connected to a vehicle; where the charging device is stationary; where the charging device is charged by a generator; where the charging device is charged by a Stirling generator.\nThese aspects of the invention are not meant to be exclusive and other features, aspects, and advantages of the present invention will be readily apparent to those of ordinary skill in the art when read in conjunction with the appended claims and accompanying drawings.\nThese and other features and advantages of the present invention will be better understood by reading the following detailed description, taken together with the drawings wherein:\n FIG. 1 is an illustration of a system for charging electric vehicles consistent with some embodiments of the present disclosure;\n FIG. 2 is an illustration of one embodiment of a system for charging electric vehicles having a central database;\n FIG. 3 is an illustration of a system for accessing to electrical energy consistent with some embodiments of the present disclosure;\n FIG. 4 is an illustration of a system for charging electric vehicles wherein the energy supplier contacts a user;\n FIG. 5 is a flow diagram illustrating a method for charging electric vehicles consistent with some embodiments of the present disclosure;\n FIG. 6 is a flow diagram illustrating a method for users to purchase and sell electrical energy;\n FIG. 7 is a flow diagram illustrating a method for selling users' stored electrical energy for some embodiments;\n FIG. 7A is a flow diagram illustrating some embodiments of a method for sharing electricity;\n FIG. 8 is an illustration of a system for charging electric vehicles wherein electrical energy is accessible at a charging station;\n FIG. 9 is a flow diagram illustrating a method of selling electrical energy, for example, from employees to employers;\n FIGS. 10A and 10B illustrate some embodiments of a train transport;\n FIG. 11 illustrates an embodiment of a towable vehicle; and\n FIG. 12 illustrates some embodiments of the transfer of energy between various mediums.\nAs used in this description, drawings, and the accompanying claims, the following terms shall have the meanings indicated, unless the context otherwise requires:\nA “vehicle” may include any means in or by which someone travels or something is carried or conveyed, or a conveyance moving on wheels, runners, tracks, treads, skis, arcuate elements, ground-contacting members, or the like. A vehicle may also include a watercraft, an aircraft or anything that is supported for flight in the air by buoyancy or by the dynamic action of air on its surfaces. A vehicle may also be propelled or pulled by something or someone.\nA “charging vehicle” may be any type of vehicle capable of providing energy.\nA “charging device” or “charging station” may be stationary, parked, mobile (such as a portable trailer or a pod), wireless, i.e., inductively coupled, or through a microwave laser beam, charged particle beams, or any other apparatus or device capable of providing energy. In some embodiments, the “charging” may take place while the vehicle is in motion, e.g., at highway speeds. A “charging device” may work identical to or similar to a “charging vehicle.” Throughout the disclosure, “charging device,” “charging station,” and “pod” are used interchangeably.\nAn “electric vehicle” may be any type of vehicle at least partially reliant on at least one battery to power at least part and/or a portion of the vehicle. For example, an electric vehicle may include, but is not limited to, one or more of the following: an electric car, electric truck, or a hybrid car or hybrid truck.\nA “database” may include a collection of information from which a computer program may select a desired piece of data. More specifically, a database may include any type of system for storing data in volatile and/or non-volatile storage. This includes, but is not limited to, systems based upon magnetic, optical, and magneto-optical storage devices, storage devices based on flash memory and/or battery-backed up memory, random access memory (including dynamic random access memory and static random access memory), content addressable memory, and/or dual-ported RAM. As used herein, database may be used in conjunction with or interchangeably with network, system, processor, or any other combination of hardware and/or software to achieve tasks such as, but not limited to, contacting a user or vehicle, communicating with a user or vehicle, communicating with a utility company, communicating with a parking garage, communicating with a Global Positioning Satellite, purchasing electricity, receiving and sending payments, and the like. Throughout the disclosure, “database” and “central database” are used interchangeably.\nA “network” may include a series of points or nodes interconnected by communication paths. Networks may interconnect with other networks and contain sub-networks. A network may transmit or receive any type of data. In some embodiments the network may consist of any wireless protocols or other communication protocols. As used herein, network may be used in conjunction with or interchangeably with database, system, or any other combination of hardware and/or software to achieve tasks such as, but not limited to, contacting a user or vehicle, communicating with a user or vehicle, communicating with a utility company, communicating with a parking garage, communicating with a Global Positioning Satellite, and the like.\nThe present disclosure describes embodiments of a system for charging at least partially electric vehicles 100 or any battery contained within an at least partially electric vehicle. In FIG. 1 , the system includes an at least partially electric vehicle 102, a charging vehicle 104, and a network 106. The electric vehicle 102 (which, throughout the disclosure, may be an at least partially electric vehicle) may, in some embodiments, request a transfer of electrical energy from the charging vehicle 104 to charge the electric vehicle's battery using the network 106. In some embodiments, the request may be instigated manually by a user.\nElectric vehicles or plug-in hybrids generally include various connectors, power connectors and communications connectors. The charging port may be a specific port for fast-charging, and/or may include a communications port for determining characteristics of the vehicle's battery. In some embodiments, the charging port is electrically coupled to a battery for powering at least part of the vehicle. Generally, vehicles also include a main/standard connector, i.e., the interface in which the vehicle receives charge. In some embodiments, the fast-charging connector or coupling replaces the main connector/coupling. In various embodiments, the coupling may be inductive or conductive. The coupling is any one of those known in the art. Additionally, in some embodiments, a feature is included to sense the type of battery intended to be charged.\nIn an exemplary embodiment, the electric vehicle may include an electrical connection (not shown in FIG. 1 ) and a communications system (not shown in FIG. 1 ). The electrical connection allows the electric vehicle 102 to receive energy from the charging vehicle 104. The electrical connection may be installed as a kit to an existing vehicle, or, in some embodiments, the electrical connection may be built into the vehicle. The electrical connection may be electromechanical or semiconductor.\nBoth the electric vehicle 102 and charging vehicle 104 include couplers, allowing them to be connected in order for the charging vehicle 104 to transfer electric power to other vehicles. In addition, the electric vehicle 102 may include and/or may be configured to include a communications system. This system may enable an occupant, and/or be configured to enable an occupant, of the electric vehicle 102 to request a charge from the charging vehicle 104 using the network 106. In some embodiments, the electric vehicle 102 may have a communications system consisting of a Global Positioning Satellite (herein referred to as GPS) receiver that may be used to determine the vehicles location and provide location information to the network 106. The GPS system may also include a wireless communication system including, but not limited to, a BLUETOOTH® connection, or the like, to further enable communication of information. In addition, the electric vehicle 102 may include a wireless connection that may provide direct communication or may communicate via a communication network with the charging vehicle 104.\nThe charging vehicle 104 may be any type of vehicle capable of carrying stored energy. In some embodiments, the charging vehicle 104 may be a truck or larger vehicle such that the energy capacity in the charging vehicle 104 is larger than the energy capacity of the electric vehicle 102. The electric potential voltage of the energy source in the charging vehicle 104 may be greater than the electric potential of the batteries in the electric vehicle 102 (or vice-versa). This electric potential difference may be regulated by using a converter (including, but not limited to, a buck converter). In some embodiments, the charging vehicle 104 may include a generator and in some embodiments, the generator may be a Stirling machine/Stirling engine, to provide power to the electric vehicle 102 and/or to charge at least one battery on the electric vehicle 102. In some embodiments, the Stirling machine may be any Stirling machine, which may include, but is not limited to, those embodiments described in or similar to the ones disclosed in U.S. Patent Application Publication No. US-2008-0314356 published Dec. 25, 2008 and entitled Stirling Cycle Machine, U.S. patent application Ser. No. 12/829,320 filed Jul. 1, 2010 and entitled Stirling Cycle Machine, and U.S. patent application Ser. No. 12/829,329 filed Jul. 1, 2010 and entitled Stirling Cycle Machine, all of which are hereby incorporated herein by reference in their entireties. In some embodiments, a generator, which, in some embodiments, may be a Stirling machine, may charge the at least one battery of the charging vehicle, which battery may, in turn, provide power to the at least one electric vehicle battery. In some embodiments, this charging method and system may be similar to that described in U.S. Pat. No. 7,469,760 issued Dec. 30, 2008 and entitled Hybrid Electric Vehicles Using a Stirling Engine, which is hereby incorporated herein by reference in its entirety. In some embodiments, the charging vehicle 104 may include any power source, including but not limited to, any external or internal combustion generator, solar panels or fuel cells. Further, in some embodiments the charging vehicle 104 may be able to charge more than one electric vehicle 102 simultaneously. In some embodiments, the electric vehicle 102 may include a Stirling machine/Stirling engine, to provide power to the electric vehicle 102 and/or to charge at least one battery on the electric vehicle 102.\nSimilar to the electric vehicle 102, the charging vehicle 104 may have a network connection to send and receive information from a central database along with a GPS receiver to determine its location. In some embodiments, the electric vehicle 102 communicates with the central database, and may also communicate with the charging vehicle 104. Also, or in addition to, the charging vehicle 104 may communicate with the central network and may or may not communicate with the electric vehicle 102.\nThe communications between the electric vehicle 102 and the charging vehicle 104 are directed through a network 106. The network 106 is configured such that the electric vehicle 102 and the charging vehicle 104 may communicate with one another. This communication allows a user to receive electrical energy at any desired location, time, or price. In some embodiments the network may consist of any wireless protocols or other communication protocols. In some embodiments, typical information that may be transferred to and from the network 106 may include, but is not limited to: the time of day and/or the date for off-peak billing and/or on-peak charging, an amount of charge requested, an identifier for the vehicle, an identifier for the person requesting the charge, account ID, and/or the location of vehicle.\nReferring to FIG. 2 , one embodiment of a system for charging an electric vehicle 200 including a central database 202 is shown. This database 202 receives the requests for electrical energy from the users 204 which, may, in some embodiments, be an electric vehicle 102 (via a communication system and/or network connection). The users 204 may submit their requests using any form of communication, including, but not limited to, the network, personal computer, telephone, cellular phone, or any wireless communication protocols or other communications protocols. In other embodiments, user requests for energy and personal information may be stored by the database 202 using personal user accounts. These accounts may include a regular energy transfer schedule. The transfer schedule allows the user to select a particular time and place at any predetermined intervals (i.e. every week) to re-charge the electric vehicle 102.\nIn addition, the user 204 may subscribe to a computer/network automated-buying program. In some embodiments, this program may allow the customer to automatically purchase energy when the cost of electricity is at or below a certain price. This program may be configured such that the user may obtain electrical energy at a reduced price. In some embodiments, the user inputs into the program, for example, but not limited to, the amount of electricity he or she wants to buy and the price he or she is willing to pay. In some embodiments, when the cost of electricity is equal to or below the price given by the user, the database 202 may purchase the desired quantity of electricity. After purchasing the electricity, the database 202 may contact the user, which, in some embodiments may be through one or more of the following, including but not limited to: electronic mail (herein referred to as email), text message, voice message, or any other type of communication. This may alert the user that a purchase has been made. In some embodiments, the database 202 may include an online website to receive payment using a credit card, debit card, or electronic bank transfers. In other embodiments, the database 202 may send weekly or monthly statements to users via postal service, email, text message, voice message, or any other type of communication.\nUpon receiving the user's request, the database 202 may contact the network 106 to locate a charging vehicle 104. The database 202 may contacts the network 106 to obtain information, which may include, but is not limited to, the charging vehicles 104 closest to the user's area, in order to determine which charging vehicle 104 may satisfy the requirements of the user. The database may contain information relating to the locations of multiple charging vehicles 104, the number of electric energy charges available on those vehicles, and/or the number of charging vehicles 104 within a particular area. In some embodiments, the GPS may be used as a guide to direct the electric vehicle 102 or the charging vehicle 104 along a route that is energy efficient.\nAfter the database 202 determines which charging vehicle 104 is to service the user, the charging vehicle 104 receives the user's request from the network 106. In some embodiments, the charging vehicle 104 locates the user's electric vehicle 102 using, but not limited to, GPS coordinates from the network 106, radio frequency identification (herein referred to as RFID), or the like. In some embodiments, the charging vehicle 104 locates the user's electric vehicle 102 using a laser scanner, camera, or any other device that may remotely locate a vehicle. For example, if the electric vehicle 102 is located in a parking lot, a scanner, or laser, may be able to read identifying features of the vehicle. Such laser may be suspended in a tower, building, or the like, so as to have the optimal vantage point. This scanner or laser would in turn communicate with the network and/or the charging vehicle 104. After locating the user's electric vehicle 102, the charging vehicle 104 transfers the requested amount of electric energy to the electric vehicle 102. Upon completion of the energy transfer, the charging vehicle 104 may transmit information concerning the energy transfer to the central database 202. The database 202 may notify the user that the transaction has been completed through email, text message, voice message, or any other type of communication. In some embodiments, the electric vehicle 102 may service the charging vehicle 104 by selling charge. Note, throughout the disclosure, energy may be marketed with little or no transmission loss. Typically, there is about seven percent (7%) transmission loss on power lines. Aside from the transmission loss, the areas containing power lines have to be maintained and cared for in order to ensure optimal operability. Further, with power lines, there are thousands of miles of un-used infrastructure. The present disclosure may lower transmission loss and hence creates a more efficient energy transfer infrastructure.\nIn some embodiments, the system for charging electric vehicles 300, shown in FIG. 3 , further includes an online website 302. The online website 302 may be similar to, but is not limited to, an online bulletin board, an online social networking site, or the like where users 304 may request service from the charging vehicle 104. In other embodiments, the online website 302 may be similar to a brokerage account, or the like, where the user requests to “buy” a re-charge, and the website finds a matching source for the re-charge (and in some embodiments, the website may charge a fee, for example, a percentage of the price of the re-charge, or a flat fee for the brokerage). In some embodiments, users 304 may access the online bulletin board using the internet, in-vehicle web browser, personal computer, cellular phone, BLACKBERRY brand or similar device, or personal digital assistant (herein referred to as PDA). This online bulletin board 302 allows users 304 to talk to one another and share resources. Users 304 may share resources by pooling their money together to obtain a lower price from the utility company because the users 304 as a group are purchasing more electricity than they would be individually. The larger the amount of electrical energy purchased, the more likely that the users 304 may negotiate a lower price from the energy provider.\nThese users 304 may use chat rooms, blogs, or the like, within the online bulletin board 302 to find other people who will need electrical energy at similar times and locations. These users 304 may reserve a charging vehicle 104 that would service everyone in the group at a particular time and location. This type of group reservation would be advantageous for people who work in a large corporation, because the employees would be a large group of people located in one place. Thus, the employees could reserve a charging vehicle 104 at a lower rate because the employees would be buying the energy in a large quantity. In addition, the employees all have a common place and time where they would like to have their electric vehicles re-charged, that is while the employees are at work. In operation, the employees reserve a charging vehicle 104 to service all their vehicles while they are at work using the online bulletin board 302. The reservation is transferred to the database 202 through an internet or satellite connection. When the database 202 receives the reservation, the database 202 will dispatch a charging vehicle at the users' 304 requested time and place. The charging vehicle 104 will transfer electrical energy to the electric vehicles 102 of all the employees listed on the reservation.\nIn some embodiments, in the system for charging electric vehicles 400, shown in FIG. 4 , the charging vehicle 104 may contact the electric vehicle 102 initially using a wireless network. This communication allows the charging vehicle 104 to determine whether the electric vehicle 102 requires electrical energy. This system is advantageous because it allows the charging vehicle 104 to deliver more electricity more efficiently. Using the system, the charging vehicle 104 may locate more electric vehicles 102 in a location where the charging vehicle is already present. Thus, the charging vehicle 104 will use less energy to transport its stored energy because the charging vehicle 104 will be distributing energy as it travels, as opposed to distributing energy from one user vehicle location to another user vehicle location. The electric vehicle 102 may contact the user 402 to request permission to purchase electricity using an email, text message, voice message, or any other type of communication. Once the user 402 decides he or she wants to purchase electricity, the user 402 may send a request for electricity to the database 202. The database 202 contacts the charging vehicle 104 to transfer the request amount of energy to the electric vehicle 102.\nIn other embodiments, the user 402 may instruct the electric vehicle 104 to contact the charging vehicle 104 directly to make the request for energy. This direct contact may be beneficial because this process may reduce the time required to complete the transaction. The reduction in time is the result of, but not limited to, not requiring the user to authorize payment. Thus, the transaction time may be reduced and the charging vehicle 104 may move to another user more quickly, allowing the charging vehicle 104 to accomplish more transactions within a shorter period of time.\nIn some embodiments, the charging vehicle 104 may deliver various products when charging an electric vehicle 102. Such products may include, but are not limited to, groceries, packages, dry-cleaning, take-out food, or any other type of product a user may order, either online, or from a store, restaurant, or the like. In some embodiments, the charging vehicle 104 may also provide an off-peak delivery system, delivering any type of product, such as, but not limited to, the products listed above. In some embodiments the charging vehicle 104 may also deliver goods when most electric vehicles are not on the roads, for example, late at night, or early in the morning.\nIn some embodiment, the charging vehicle 104 may not be a “vehicle” per se, but rather may instead be stationary or parked, or may be a portable trailer or other apparatus or device capable of providing energy (herein referred to as charging device) which may be stationary or portable. Thus, in various embodiments, the charging device may contain a number of battery cells, a generator, or other supply of electrical energy. In addition, the charging device, in various embodiments, may be connected to a utility grid. This connection allows the charging device to be charged at any time including during off-peak hours when the demand and price of electricity is lower. In some embodiments, the charging devices may be re-charged using a generator.\nSimilar to the charging vehicle 104, the charging device may have a network connection 106 allowing users to determine where the nearest pod is and how much electrical energy the charging device has remaining. It is to be understood by one of ordinary skill that a charging device may be used instead of, or in place of, a charging vehicle 104 throughout the disclosure, without parting from the scope of the disclosure.\nThis disclosure also describes a method for charging an electric vehicle 500 using the system described herein. FIG. 5 includes, but is not limited to, the following steps: sending a request for energy to a network 502, receiving the request for energy from the user 504, sending a signal to a charging vehicle 506 (or in some embodiments, to a charging device), receiving the signal from the network 508, locating the electric vehicle 510, and transferring energy from the charging vehicle (or device) to the electric vehicle 512.\nIn operation, the electric vehicle may transmit information to the network indicating that the electric vehicle battery cells require charging 502. In some embodiment, the occupant pushes a button within the electric vehicle to activate the request for energy using methods described above. The vehicle communications system then transmits any information required to request a charge. The network receives the information from the electric vehicle and relays that information to the charging vehicle.\nIn some embodiments, the user need not be present in the vehicle to contact the charging vehicle. The user may use any communications system to communicate with the network to request a charge. The user provides any relevant information necessary to request the charge. In some embodiments, the charging vehicle may initially contact the electric vehicle to determine if the electric vehicle needs an electrical charge. Upon receiving the signal from the charging vehicle, the electric vehicle may contact the user through email, text message, voice message, or any other type of communication to notify the user that a charging vehicle is nearby. Then, the user may decide whether to purchase electricity from the charging vehicle.\nIn addition, the user may receive confirmation through any one or more of the following, including but not limited to: email, text message, voice message, or any other type of communication that the request for electrical charge has been accepted. In some embodiments, the user may receive confirmation of a request for electrical charge via any one or more of, but not limited to, the following: email, text or voice message sent to a cellular phone, BLACKBERRY brand or other similar device, and/or PDA.\nIn addition to the various information provided to the network to request a charge, the user may provide a “special comments section.” In such a case, the user may provide the charge level and location of his or her vehicle. Other information that may aid the charging vehicle in locating the electric vehicle may additionally include the make, model, color of the vehicle, or the like. In some embodiments, there may be encoded metadata, rather than simple text. For example, categories of information may be encoded with information such as make, model, location, and the like. Such information may be filled in automatically based on a user's profile and/or preferences. In some embodiment, the charging vehicle may be equipped with a machine vision component which may be able to detect the make, model, color, or the like of an electric vehicle through the use of conventional techniques such as, but not limited to, image processing, character recognition, pattern recognition, or the like. Therefore, the charging vehicle may know the electric vehicle's level of charge, location, make, and model.\nThe network may receive 504 and transmit 506 a signal to the charging vehicle using a communications protocol. The signal may contain instructions for an operator of the charging vehicle as to when and where to deliver the energy to the user's vehicle. This may be advantageous because the user may receive electrical energy when he or she is not using the vehicle. Users may instruct the charging vehicle to deliver electrical energy while they are at work or shopping in a store. In addition, the transmission from the satellite may include, but is not limited to, the following information: the electric vehicle owner's name, the amount of charge requested, the license plate number, description of the vehicle, and location of the electric ve | A system for charging a battery within an at least partially electric vehicle. The system includes a charging device wherein the charging device configured to electrically connect to the at least partially electric vehicle and charge at least one battery by a predetermined amount. The system also includes a network configured to determine the location of the charging device. | US:16/785,848 | https://patentimages.storage.googleapis.com/bf/c3/48/0d3cd1b5141c94/US11660972.pdf | US:11660972 | Dean Kamen, Richard K. Heinzmann, Jason M. Sachs | Deka Products LP | DE:19520603:C1, JP:H11285109:A, US:6877581, US:6786051, US:7477038, EP:1819024:A1, JP:2006204081:A, EP:2048762:A1, WO:2008073453:A1, US:20090090573:A1, US:7956570, US:7619319, US:9030153, US:20110001356:A1, US:8860362, US:9321361, US:10556513, US:20120005031:A1, US:20120005125:A1, US:20120271758:A1 | 2023-05-30 | 2023-05-30 | 1. A method for transferring electric energy between an electric vehicle and an infrastructure comprising:\ncoupling the electric vehicle to an electrical transfer interface;\nspecifying, by a user, an amount of electricity for transferring between a battery and the infrastructure;\ntransferring less than or equal to the amount of electricity between the electric vehicle battery and the infrastructure during peak electric hours wherein the infrastructure uses the electricity from the electric vehicle battery as electric power;\nmonitoring the transfer of electricity between the electric vehicle battery and the infrastructure wherein total transfer of all of the electricity from the electric vehicle battery is prevented;\ntransferring electricity between the infrastructure and the electric vehicle battery during off peak hours;\nadjusting a charge of the electric vehicle battery; and\nreducing a parking fee by the amount of electricity that is transferred between the electric vehicle and the infrastructure.\n, coupling the electric vehicle to an electrical transfer interface;, specifying, by a user, an amount of electricity for transferring between a battery and the infrastructure;, transferring less than or equal to the amount of electricity between the electric vehicle battery and the infrastructure during peak electric hours wherein the infrastructure uses the electricity from the electric vehicle battery as electric power;, monitoring the transfer of electricity between the electric vehicle battery and the infrastructure wherein total transfer of all of the electricity from the electric vehicle battery is prevented;, transferring electricity between the infrastructure and the electric vehicle battery during off peak hours;, adjusting a charge of the electric vehicle battery; and, reducing a parking fee by the amount of electricity that is transferred between the electric vehicle and the infrastructure., 2. The method of claim 1, further comprising the electric vehicle and the infrastructure communicating using a network., 3. The method of claim 1, further comprising the electric vehicle authorizing the transfer of electricity between the electric vehicle battery and the infrastructure., 4. The method of claim 1, wherein transferring electricity between the infrastructure and the electric vehicle battery during off peak hours further comprising programming the network to transfer the electricity from the infrastructure to the battery of the electric vehicle at a preprogrammed time., 5. The method of claim 1, further comprising determining the amount of electricity available in the electric vehicle battery., 6. The method of claim 1, further comprising decoupling the electric vehicle from the electrical transfer interface., 7. The method of claim 1, wherein the parking fee is partially reduced during the reducing the parking fee by the amount of electricity that is transferred between the electric vehicle and the infrastructure., 8. A method for transferring electric energy between an electric vehicle and an infrastructure comprising:\nspecifying, by a user, amount of electricity that may be transferred between a battery and the infrastructure;\ntransferring less than or equal to the amount of electricity between an electric vehicle battery and the infrastructure during peak electric hours wherein the infrastructure uses the electricity from the electric vehicle battery as electric power;\nmonitoring the transfer of electricity from the electric vehicle battery wherein total transfer of all of the electricity from the electric vehicle battery is prevented;\ntransferring electricity between the infrastructure and the electric vehicle battery during off peak hours;\nrecharging the electric vehicle battery; and\nreducing a parking fee by the amount of electricity that is transferred from the electric vehicle.\n, specifying, by a user, amount of electricity that may be transferred between a battery and the infrastructure;, transferring less than or equal to the amount of electricity between an electric vehicle battery and the infrastructure during peak electric hours wherein the infrastructure uses the electricity from the electric vehicle battery as electric power;, monitoring the transfer of electricity from the electric vehicle battery wherein total transfer of all of the electricity from the electric vehicle battery is prevented;, transferring electricity between the infrastructure and the electric vehicle battery during off peak hours;, recharging the electric vehicle battery; and, reducing a parking fee by the amount of electricity that is transferred from the electric vehicle., 9. The method of claim 8, further comprising the electric vehicle and the infrastructure communicating using a network., 10. The method of claim 8, further comprising the electric vehicle authorizing the transfer of electricity from the electric vehicle battery to the infrastructure., 11. The method of claim 8, wherein transferring electricity from the infrastructure to the electric vehicle battery during off peak hours further comprising programming the network to transfer the electricity between the infrastructure and the electric vehicle battery at a preprogrammed time., 12. The method of claim 8, further comprising determining the amount of electricity available in the electric vehicle battery., 13. The method of claim 8, further comprising coupling the electric vehicle to an electrical transfer interface., 14. The method of claim 13, further comprising decoupling the electric vehicle from the electrical transfer interface., 15. A system for transferring electric energy, the system comprising:\nan electric vehicle having an electric vehicle battery; and\nan electrical transfer interface configured to couple to the electric vehicle, the electrical transfer interface is configured to transfer electricity between the electric vehicle battery and the infrastructure during peak electric hours wherein the infrastructure uses the electricity from the electric vehicle battery as electric power, the electrical transfer interface is configured for a user to specify an amount of electricity to transfer between a battery and the infrastructure, the electrical transfer interface is configured to transfer electricity between the infrastructure and the electric vehicle battery during off peak hours wherein:\ntotal transfer of all of the electricity from the electric vehicle battery is prevented;\nthe electric vehicle battery is recharged; and\na parking fee is adjusted by the amount of electricity that is transferred between the electric vehicle and the infrastructure.\n\n, an electric vehicle having an electric vehicle battery; and, an electrical transfer interface configured to couple to the electric vehicle, the electrical transfer interface is configured to transfer electricity between the electric vehicle battery and the infrastructure during peak electric hours wherein the infrastructure uses the electricity from the electric vehicle battery as electric power, the electrical transfer interface is configured for a user to specify an amount of electricity to transfer between a battery and the infrastructure, the electrical transfer interface is configured to transfer electricity between the infrastructure and the electric vehicle battery during off peak hours wherein:\ntotal transfer of all of the electricity from the electric vehicle battery is prevented;\nthe electric vehicle battery is recharged; and\na parking fee is adjusted by the amount of electricity that is transferred between the electric vehicle and the infrastructure.\n, total transfer of all of the electricity from the electric vehicle battery is prevented;, the electric vehicle battery is recharged; and, a parking fee is adjusted by the amount of electricity that is transferred between the electric vehicle and the infrastructure., 16. A method for transferring electric energy between an electric vehicle and an infrastructure comprising:\na step for coupling the electric vehicle to an electrical transfer interface;\na step for specifying, by a user, an amount of electricity for transferring between a battery and the infrastructure;\na step for transferring electricity between the electric vehicle battery and the infrastructure during peak electric hours wherein the infrastructure uses the electricity from the electric vehicle battery as electric power;\na step for monitoring the transfer of electricity between the battery and the infrastructure wherein total transfer of all of the electricity from the electric vehicle battery is prevented;\na step for transferring electricity between the infrastructure and the electric vehicle battery during off peak hours;\na step for adjusting a charge of the electric vehicle battery; and\na step for reducing a parking fee by the amount of electricity that is transferred between the electric vehicle and the infrastructure.\n, a step for coupling the electric vehicle to an electrical transfer interface;, a step for specifying, by a user, an amount of electricity for transferring between a battery and the infrastructure;, a step for transferring electricity between the electric vehicle battery and the infrastructure during peak electric hours wherein the infrastructure uses the electricity from the electric vehicle battery as electric power;, a step for monitoring the transfer of electricity between the battery and the infrastructure wherein total transfer of all of the electricity from the electric vehicle battery is prevented;, a step for transferring electricity between the infrastructure and the electric vehicle battery during off peak hours;, a step for adjusting a charge of the electric vehicle battery; and, a step for reducing a parking fee by the amount of electricity that is transferred between the electric vehicle and the infrastructure., 17. An electric vehicle, comprising:\nan electric vehicle battery;\nan interface to couple to an electrical transfer interface which is coupled to an infrastructure;\nwherein the vehicle is configured to:\nspecify, by a user, an amount of electricity for transferring between a battery and the infrastructure;\ntransfer electricity between the electric vehicle battery and the infrastructure during peak electric hours;\nprevent total transfer of all of the electricity from the electric vehicle battery;\nreceive electricity from the infrastructure to charge the electric vehicle battery during off peak hours;\nadjust a charge of the electric vehicle battery; and\nreduce a parking fee corresponding to the amount of electricity that is transferred from the electric vehicle.\n\n, an electric vehicle battery;, an interface to couple to an electrical transfer interface which is coupled to an infrastructure;, wherein the vehicle is configured to:\nspecify, by a user, an amount of electricity for transferring between a battery and the infrastructure;\ntransfer electricity between the electric vehicle battery and the infrastructure during peak electric hours;\nprevent total transfer of all of the electricity from the electric vehicle battery;\nreceive electricity from the infrastructure to charge the electric vehicle battery during off peak hours;\nadjust a charge of the electric vehicle battery; and\nreduce a parking fee corresponding to the amount of electricity that is transferred from the electric vehicle.\n, specify, by a user, an amount of electricity for transferring between a battery and the infrastructure;, transfer electricity between the electric vehicle battery and the infrastructure during peak electric hours;, prevent total transfer of all of the electricity from the electric vehicle battery;, receive electricity from the infrastructure to charge the electric vehicle battery during off peak hours;, adjust a charge of the electric vehicle battery; and, reduce a parking fee corresponding to the amount of electricity that is transferred from the electric vehicle. | US | United States | Active | B | True |
| 262 | 车辆、用于混合电动车辆的电池的外壳及白色结构车身 \n | CN206287822U | 技术领域本公开涉及用于电动车辆的电池外壳。背景技术用于混合电动车辆的电池外壳可利用多个钢支架连接至车辆的地板。通常，钢支架围绕外壳分布并将外壳连接至车辆的地板。在发生撞击时，钢支架为电池外壳带来集中点载荷。此外，钢支架可焊接至铝电池外壳。为防止外壳和支架之间的电链应，支架进行表面处理以防止支架的钢表面与外壳的铝表面接触。实用新型内容针对现有技术中存在的问题，本实用新型的目的在于提供一种车辆，该车辆包括铝电池外壳，铝电池外壳的支脚延伸对应侧壁的长度以沿该长度均匀地分配撞击能量，从而保持地板和外壳之间的相对位置。根据本实用新型的一个方面，提供一种车辆，包括：地板；以及铝电池外壳，铝电池外壳成型为具有L形侧壁，每个L形侧壁至少部分地限定牵引电池腔和连接至地板的支脚，其中每个L形侧壁的每个支脚延伸对应的L形侧壁的长度以沿长度分配撞击能量，从而保持地板和铝电池外壳之间的相对位置。根据本实用新型的一个实施例，车辆进一步包括从每个支脚延伸至对应的L形侧壁的横向构件。根据本实用新型的一个实施例，每个横向构件横跨对应的L形侧壁的长度延伸。根据本实用新型的一个实施例，L形侧壁为铝制挤压件。根据本实用新型的一个实施例，每个支脚的厚度介于3.5mm和5mm的范围之间。根据本实用新型的另一方面，提供一种用于混合电动车辆的电池的外壳，包括：电池单元阵列；具有围绕电池单元阵列的侧壁的铝框架；以及铝支架，铝支架包括与铝框架配合并横跨每个侧壁的整个长度延伸的凸缘、以及与混合电动车辆的地板配合并远离侧壁中的一个延伸的支脚。根据本实用新型的一个实施例，铝支架成型为铝框架的一部分。根据本实用新型的一个实施例，铝支架为L形。根据本实用新型的一个实施例，铝支架进一步包括从凸缘延伸至支脚的横向构件。根据本实用新型的一个实施例，凸缘被构造为沿侧壁中的一个侧壁的整个长度分配撞击能量。根据本实用新型的一个实施例，铝支架进一步包括被构造为保持电池单元阵列的位置的突出部。根据本实用新型的又一方面，提供一种白色结构车身，包括：地板；具有围绕电池阵列的框架的铝电池外壳；以及铝支架，铝支架限定与框架一起成型的凸缘、垂直于凸缘连接至地板的支脚、以及横向构件，横向构件与凸缘和地板一体成型并且在凸缘和地板之间成角度延伸，其中，凸缘、支脚和横向构件横跨框架的整个长度延伸。根据本实用新型的一个实施例，横向构件与凸缘和支脚成型为铝制挤压件。根据本实用新型的一个实施例，支脚的厚度介于3.5mm和5mm的范围之间。根据本实用新型的一个实施例，凸缘的厚度介于3.5mm和5mm的范围之间。一种车辆包括地板和铝电池外壳，铝电池外壳成型为具有L形侧壁，每一侧壁至少部分地限定牵引电池腔和连接至地板的支脚。支脚的每一支脚延伸对应侧壁的长度以沿该长度分配撞击能量，从而保持地板和外壳之间的相对位置。用于混合电动车辆的电池的外壳包括电池单元阵列、具有围绕电池单元阵列的侧壁的铝框架、以及铝支架。铝支架包括与框架配合并延伸穿过侧壁中的每一侧壁的整个长度的凸缘，以及与车辆的地板配合并远离侧壁中的一个侧壁延伸的支脚。白色结构的车身包括地板、具有围绕电池阵列的框架的铝电池外壳以及铝支架。支架限定与框架一体成型并延伸穿过框架的整个长度的凸缘、以及连接至地板并垂直于凸缘延伸穿过框架的整个长度的支脚。本实用新型的有益效果在于：本实用新型的车辆包括铝电池外壳，铝电池外壳的支脚延伸对应侧壁的长度以沿该长度均匀地分配撞击能量，从而保持地板和外壳之间的相对位置。附图说明图1为车辆的图解视图；图2为现有技术电池外壳的透视图；图3为具有集成连接支架的电池外壳的透视图；图4为具有集成连接支架的电池外壳的后视图；以及图5为撞击之后的具有集成连接支架的电池外壳的顶视图。具体实施方式本文描述了本公开的实施例。但是，应当理解，本公开的实施例仅是示例且可以各种及替换的形式体现。附图不一定按照比例绘制，一些特征可能被夸大或最小化以显示特定部件的细节。因此，本文公开的具体结构和功能性细节不应理解为限制，而仅作为用于教导本领域技术人员如何以不同方式实施本公开的代表性基础。如本领域技术人员将了解，参照任何附图所示出和描述的各种特征可与在一个或多个其他附图所示的特征结合以产生未详细示出或描述的实施例。所示出的特征的组合为典型应用提供代表性的实施例。这些特征的各种组合和修改与本公开的教导一致，然而，可预期应用特定的应用或实施。图1示出了典型混合电动车辆10的示意图。然而，也可在插电式混合动力车辆和完全电动车辆的情形下执行某些实施例。车辆10包括一个或多个机械连接至混合变速器14的电机12。在至少一个实施例中，单个电机12可机械连接至混合变速器14。电机12可作为马达或发电机操作。另外，混合变速器14可机械连接至发动机16。混合变速器14还可机械连接至与轮20机械连接的驱动轴18。电机12可通过驱动轴18向轮20提供推进力以及当发动机16开启或关闭时提供减速能力。电机12还作为发电机并且通过经由再生制动恢复能量来提供燃料经济性益处。电机12通过减小发动机16的工作负荷来减少污染物排放并提高燃料经济性。牵引电池或电池组22储存可供电机12使用的能量。牵引电池22通常从一个或多个电池单元阵列(有时指在牵引电池22内的电池单元堆叠)提供高电压直流(DC)输出。该电池单元阵列可包括一个或多个电池单元。牵引电池22可由车辆10的托盘结构26上的外壳24支撑。托盘结构26螺栓连接到车辆10的白色结构车身(body in white structure)28。托盘结构26可被构造为在正常车辆操作期间为牵引电池22提供刚度和耐久性。例如，在正常车辆操作期间，噪声、振动和不平顺性可通过外壳24和托盘结构26传输到牵引电池22。保持牵引电池22的完整性允许电机12在更长的行驶期间驱动车辆10。这通过发动机16减少燃料消耗。此外，在载荷施加至外壳24的情况下，例如后部撞击，能量可通过外壳24和托盘结构26转移到牵引电池22。托盘结构26可需设计从而使得外壳24保持耐久性和刚性以补偿噪声、振动和不平顺性，以及当载荷施加至托盘26时吸收能量以进一步减小侵入车辆10的客舱(未示出)。参照图2，其示出了使用钢连接支架30将外壳24连接到托盘结构26上的现有技术电池外壳24。使用后部支撑构件31将最后部支架30连接到地板18上。后部支撑构件31延伸穿过地板18并增加了车辆10的地板18的重量。如上所讨论，使用单个支架30还可在牵引电池22上产生点载荷。图3示出了根据本公开的使用连接支架32的电池外壳24的透视图。连接支架32消除了对图2所示的钢支架30的需求。本公开的连接支架32与电池外壳24一体构成。更具体而言，连接支架32可形成为电池外壳24的侧壁34的一部分。在一些实施例中，至少两个连接支架32可由电池外壳24的至少两个侧壁34形成，其中，侧壁34至少部分限定牵引电池腔。侧壁34可作为牵引电池22的框架。如上所述，电池外壳24可由挤压铝形成。连接支架32也可由挤压铝形成。因此，挤压电池外壳24的侧壁34时可形成连接支架32。挤压连接支架32使其作为电池外壳24的侧壁34的一部分允许电池外壳24中的连接支架32形成为单件。将连接支架32和电池外壳24成型为单件消除了在连接支架32和电池外壳24的侧壁34之间发生电链应的可能性。连接支架32延伸侧壁34的整个长度。这允许连接支架32在整个电池外壳24的侧壁34中更均匀地分配撞击能量。这可允许支架32保持电池外壳24相对于地板18的位置。例如，在具有70％偏移量的55mph的后部撞击期间，支架32可消除电池外壳24相对于地板18的运动，从而使得电池外壳24不侵入客舱。连接支架32还有助于消除在后部撞击期间电池外壳24的客舱侵入。使用电池外壳24的侧壁34形成的连接支架32消除了对上述的重型钢连接支架30的需要。此外，消除大多数钢连接支架30允许消除图2所示的后部支撑构件31。通过消除某些部件以及减轻车辆10的重量，可通过使用与电池外壳24的侧壁34一体构成的连接支架32提高燃料经济性和可制造性。连接支架32用于增加车辆10的结构耐久性以及减轻车辆10的总重量。在一个示例中，连接支架32允许消除七个钢支架和相关支撑构件，以实现约9磅重量的节省。参照图4，其示出了连接支架32和电池外壳24的侧壁34的后视图。连接支架32可为L形。连接支架32包括凸缘36和支脚38。该支架从外壳24的侧壁34垂直延伸。凸缘36从支脚38垂直延伸且由电池外壳24的侧壁34形成。凸缘36延伸穿过整个侧壁34。延伸穿过整个侧壁34允许凸缘36进一步协助在整个电池外壳24的侧壁34中均匀地分配撞击能量并进一步消除施加至电池外壳24的点载荷。成型为侧壁34的一部分的凸缘36可具有厚度40，从而使得凸缘36为侧壁34加强和增加刚性和耐久性。例如，凸缘36的厚度40可约为3.5mm。同样地，凸缘36还可具有高度41，从而使得凸缘36进一步为电池外壳24增加刚性和耐久性。例如，凸缘36的高度41可约为2英尺。支脚38将连接支架32，且同样的电池外壳24固定至地板18。例如，可使用螺栓将支脚38固定到地板18上。在至少一个其他实施例中，支脚38可焊接或粘附到地板18上。支脚38延伸侧壁34的长度。延伸侧壁34的长度进一步帮助连接支架32在整个电池外壳24的侧壁34中提供均匀的分配。支脚38延伸长度42从而使得支脚38将电池外壳24固定到地板18上，以在后部撞击期间保持电池外壳24相对于地板18的位置。例如，支脚36的长度42可约为2英尺。同样地，支脚38具有厚度46，从而使得铝支架32能够吸收来自撞击的能量并在整个支脚26中均匀分配能量。例如，支脚的厚度46可约为5mm。在整个支脚36内的均匀分配允许连接支架32吸收撞击能量并防止牵引电池22上产生点载荷。防止牵引电池22上的点载荷进一步帮助防止对牵引电池22造成损坏。连接支架32还可包括横向构件48。横向构件48从支脚38延伸到凸缘36。参照图4可见，横向构件48还延伸连接支架32以及同样的侧壁34的长度。横向构件48还可包括厚度50，从而使得横向构件48进一步帮助连接支架32吸收撞击能量以及在整个电池外壳24的侧壁34中均匀分配撞击能量。例如，横向构件48可具有约为3.5mm的厚度50。横向构件48还可相对于凸缘36和支脚38成角度。例如，横向构件48和凸缘36之间的角度52可设定为使得连接支架32最大化电池外壳24的硬度和刚度。横向构件48和支脚38之间的角度54可最优化，从而使得连接支架32的强度允许电池外壳24保持在电池外壳24和车辆10的地板18之间的恒定位置。图5为在撞击事件期间具有集成连接支架32的电池外壳24的顶视图。具体地，图5示出了在55mph及70％的后部偏移量和DB撞击期间保持完整性的连接支架32。例如，连接支架32的破坏应力可至少为10％。因此，连接支架32在55mph的70％偏移量301MDB后撞击期间不失效并允许电池外壳24在电池外壳24和地板18之间保持大体上恒定的相对位置。图5示出了将电池外壳24固定到地板并在撞击期间减少所述的客舱入侵的连接支架32。连接支架32将侵入从209mm减少至94mm。连接支架32以防止115mm侵入的方式减少电池外壳24和地板18之间的相对移动。图5进一步示出了通过连接支架32均匀分配撞击能量。例如，连接支架32沿着电池外壳24的侧壁34的长度从后部撞击中分配载荷并通过消除所述的现有技术钢支架30来消除电池外壳24上的点载荷。虽然图5示出了55mph的70％后部偏移值和DB撞击，连接支架32可用于在其他撞击事件，如50mph侧加油口障碍物撞击期间增加电池外壳24的完整性。连接支架32在多个撞击期间增加均匀能量分配，且消除两个相异金属之间的电化学腐蚀。尽管上面描述了示例性实施例，这些实施例并不意图描述本实用新型的所有可能形式。在说明书中所用的措词是用于说明而不是用于限制，且应理解，在不脱离本实用新型的精神和范围情况下，可以进行多种改变。如上所描述的，各种实施例的实施例可加以结合以形成未详细描述或示出的本实用新型的进一步的实施例。虽然针对一个或多个期望的特性，可能已经描述了各种实施例以提供优点或者比其它实施例或现有技术的实施方式更优选，但是本领域的普通技术人员应认识到可根据特定应用和实施方式对一个或多个特征或特性进行折中以实现期望的整体系统属性。这些特性可包括，但不限于成本、强度、耐久性、寿命周期成本、适销性、外观、包装、大小、可服务性、质量、可制造性、易组装性等，这样的话，所描述的任何实施例比起其他实施例或现有技术实施，其一个或多个特征不太合意，这些实施例并不在本公开的范围之外且可期望用于特定的应用。 | 本实用新型提供一种车辆，包括：地板；以及铝电池外壳，铝电池外壳成型为具有L形侧壁，每个L形侧壁至少部分地限定牵引电池腔和连接至地板的支脚，其中每个L形侧壁的每个支脚延伸对应的L形侧壁的长度以沿长度分配撞击能量，从而保持地板和铝电池外壳之间的相对位置。本实用新型还提供了一种用于混合电动车辆的电池的外壳以及一种白色结构车身。本实用新型的目的在于提供一种车辆，该车辆包括铝电池外壳，铝电池外壳的支脚延伸对应侧壁的长度以沿该长度均匀地分配撞击能量，从而保持地板和外壳之间的相对位置。 | CN:201621252480.1U | https://patentimages.storage.googleapis.com/87/c0/58/8918876b7be84e/CN206287822U.pdf | CN:206287822:U | 穆罕默德·里达·巴库什, 郑质·詹姆斯, 拉胡尔·阿罗拉, 艾德·法哈 | Ford Global Technologies LLC | NaN | Not available | 2017-06-30 | 1.一种车辆，其特征在于，包括：, 地板；以及, 铝电池外壳，所述铝电池外壳成型为具有L形侧壁，每个所述L形侧壁至少部分地限定牵引电池腔和连接至所述地板的支脚，其中每个所述L形侧壁的每个所述支脚延伸对应的所述L形侧壁的长度以沿所述长度分配撞击能量，从而保持所述地板和所述铝电池外壳之间的相对位置。, \n \n, 2.根据权利要求1所述的车辆，其特征在于，进一步包括从每个所述支脚延伸至对应的所述L形侧壁的横向构件。, \n \n, 3.根据权利要求2所述的车辆，其特征在于，每个所述横向构件横跨对应的所述L形侧壁的所述长度延伸。, \n \n, 4.根据权利要求1所述的车辆，其特征在于，所述L形侧壁为铝制挤压件。, \n \n, 5.根据权利要求1所述的车辆，其特征在于，每个所述支脚的厚度介于3.5mm和5mm的范围之间。, 6.一种用于混合电动车辆的电池的外壳，其特征在于，包括：, 电池单元阵列；, 具有围绕所述电池单元阵列的侧壁的铝框架；以及, 铝支架，所述铝支架包括与所述铝框架配合并横跨每个所述侧壁的整个长度延伸的凸缘、以及与所述混合电动车辆的地板配合并远离所述侧壁中的一个延伸的支脚。, \n \n, 7.根据权利要求6所述的用于混合电动车辆的电池的外壳，其特征在于，所述铝支架成型为所述铝框架的一部分。, \n \n, 8.根据权利要求6所述的用于混合电动车辆的电池的外壳，其特征在于，所述铝支架为L形。, \n \n, 9.根据权利要求6所述的用于混合电动车辆的电池的外壳，其特征在于，所述铝支架进一步包括从所述凸缘延伸至所述支脚的横向构件。, \n \n, 10.根据权利要求6所述的用于混合电动车辆的电池的外壳，其特征在于，所述凸缘被构造为沿所述侧壁中的一个侧壁的整个长度分配撞击能量。, \n \n, 11.根据权利要求6所述的用于混合电动车辆的电池的外壳，其特征在于，所述铝支架进一步包括被构造为保持所述电池单元阵列的位置的突出部。, 12.一种白色结构车身，其特征在于，包括：, 地板；, 具有围绕电池阵列的框架的铝电池外壳；以及, 铝支架，所述铝支架限定与所述框架一起成型的凸缘、垂直于所述凸缘连接至所述地板的支脚、以及横向构件，所述横向构件与所述凸缘和所述地板一体成型并且在所述凸缘和所述地板之间成角度延伸，其中，所述凸缘、所述支脚和所述横向构件横跨所述框架的整个长度延伸。, \n \n, 13.根据权利要求12所述的白色结构车身，其特征在于，所述横向构件与所述凸缘和所述支脚成型为铝制挤压件。, \n \n, 14.根据权利要求12所述的白色结构车身，其特征在于，所述支脚的厚度介于3.5mm和5mm的范围之间。, \n \n, 15.根据权利要求12所述的白色结构车身，其特征在于，所述凸缘的厚度介于3.5mm和5mm的范围之间。 | CN | China | Active | B | True |
| 263 | Electric vehicle battery charge and discharge management \n | US10259337B2 | This application claims the benefit of U.S. Provisional Application Ser. No. 62/248,998, filed Oct. 30, 2015, entitled “ELECTRIC VEHICLE BATTERY DISCHARGE MANAGEMENT,” and U.S. Provisional Application Ser. No. 62/249,101, filed Oct. 30, 2015, entitled “ELECTRIC VEHICLE BATTERY CHARGE MANAGEMENT,” which are hereby incorporated by reference in their entirety and for all purposes.\nField\nThe described technology generally relates to automobiles, more specifically, to batteries.\nDescription of the Related Art\nManaging a power source in an automobile, such as an electric vehicle, can be challenging as balancing the appropriate level of power, efficiency, and reliability can be difficult. A battery pack sourcing power to an electric vehicle, for example, can suffer from internal or external failures that may result in inability to support critical load or provide sufficient current as required by the vehicle system.\nThe methods and devices of the described technology each have several aspects, no single one of which is solely responsible for its desirable attributes.\nIn one implementation, an electric vehicle comprises a motor coupled to one or more wheels of the electric vehicle, an inverter coupled to the motor; and at least a first power bus coupled to the inverter. A first battery string has an output that is coupled to the first power bus through a first switch. A second battery string different from the first battery string has an output that is coupled to the first power bus through a second switch different from the first switch. Control circuitry is coupled to at least the first switch and the second switch. The control circuitry configured to selectively and independently control the open or closed state of the first switch and the second switch, thereby selectively and independently connecting the output of the first battery string and the output of the second battery string to the first power bus.\nIn another implementation, a method of powering an electric vehicle comprises determining a plurality of separate output voltages for a corresponding plurality of separate battery strings of the electric vehicle and connecting or disconnecting different ones of the plurality of battery string to the power bus based at least in part on the determined plurality of separate output voltages.\nIn another implementation, a method of powering an electric vehicle comprises initially connecting some but not all of a plurality of battery strings of the electric vehicle to a power bus and loading the power bus with an electric motor of the electric vehicle. While the power bus is so loaded, measuring the voltage of the power bus and connecting an unconnected one of the plurality of battery strings to the power bus if the voltage of the unconnected one of the plurality of battery strings is within a threshold voltage below the measured voltage of the power bus.\nIn another implementation, a method of charging an electric vehicle including at least one electric motor driven with at least one power bus is disclosed. The method includes determining a plurality of separate output voltages for a corresponding plurality of separate battery strings of the electric vehicle, identifying the battery string having the lowest voltage, connecting the identified lowest voltage battery string to the power bus, connecting another one of the plurality of battery strings if the voltage of the another battery string is within a threshold voltage difference above the lowest battery string voltage, and connecting a charging power source to the power bus. The method can further include connecting all of the plurality of battery strings to the power bus that are within the threshold difference above the lowest battery string voltage.\nThese drawings and the associated description herein are provided to illustrate specific embodiments of the invention and are not intended to be limiting.\n FIG. 1 is a block diagram of an example electric vehicle drive system according to one embodiment.\n FIG. 2 is a block diagram of an example voltage source according to one embodiment.\n FIG. 3 is a flowchart of an example battery charge or discharge process according to one embodiment.\n FIG. 4 is a flowchart of another example battery charge or discharge process according to one embodiment.\n FIG. 5 is a block diagram of another example electric vehicle drive system according to one embodiment.\n FIG. 6 is a flowchart of another example battery charge process according to one embodiment.\nVarious aspects of the novel systems, apparatuses, and methods are described more fully hereinafter with reference to the accompanying drawings. Aspects of this disclosure may, however, be embodied in many different forms and should not be construed as limited to any specific structure or function presented throughout this disclosure. Rather, these aspects are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art. Based on the teachings herein, one skilled in the art should appreciate that the scope of the disclosure is intended to cover any aspect of the novel systems, apparatuses, and methods disclosed herein, whether implemented independently of or combined with any other aspect. For example, an apparatus may be implemented or a method may be practiced using any number of the aspects set forth herein. In addition, the scope is intended to encompass such an apparatus or method which is practiced using other structure, functionality, or structure and functionality in addition to or other than the various aspects set forth herein. It should be understood that any aspect disclosed herein may be embodied by one or more elements of a claim.\nAlthough particular aspects are described herein, many variations and permutations of these aspects fall within the scope of the disclosure. Although some benefits and advantages of the preferred aspects are mentioned, the scope of the disclosure is not intended to be limited to particular benefits, uses, or objectives. Rather, aspects of the disclosure are intended to be broadly applicable to automotive systems and/or different wired and wireless technologies, system configurations, networks, including optical networks, hard disks, and transmission protocols, some of which are illustrated by way of example in the figures and in the following description of the preferred aspects. The detailed description and drawings are merely illustrative of the disclosure rather than limiting, the scope of the disclosure being defined by the appended claims and equivalents thereof.\nAn adaptive multi-string battery for an electric vehicle is disclosed herein. The battery strings can adaptively be connected to the power bus bars based on the output voltage to be discharged with a load. During operation of the vehicle, the voltage, current, and estimate charge can be constantly monitored to change the connected status of the battery strings to the power buses to allow connecting or disconnecting of the battery strings for adaptive power management, reduced wear and tear, and minimal faulty operation. The battery strings can also be adaptively connected to the power bus bars based on the output voltage of the battery strings to be charged.\n FIG. 1 depicts a block diagram of an example electric vehicle drive system 100 including a battery or voltage source 110 as described herein. The electric vehicle drive system 100 includes the battery 110, an inverter 120 coupled to the battery 110, a current controller 130, a motor 140, and load 150. The battery 110 can be a single phase direct current (DC) source. In some embodiments, the battery 110 can be a rechargeable electric vehicle battery or traction battery used to power the propulsion of an electric vehicle including the drive system 100. Although the battery 110 is illustrated as a single element in FIG. 1, the battery 110 depicted in FIG. 1 is only representational, and further details of the battery 110 are discussed below in connection with FIG. 2.\nThe inverter 120 includes power inputs which are connected to conductors of the battery 110 to receive, for example, DC power, single-phase electrical current, or multi-phase electrical current. Additionally, the inverter 120 includes an input which is coupled to an output of the current controller 130, described further below. The inverter 120 also includes three outputs representing three phases with currents that can be separated by 120 electrical degrees, with each phase provided on a conductor coupled to the motor 140. It should be noted that in other embodiments inverter 120 may produce greater or fewer than three phases.\nThe motor 140 is fed from voltage source inverter 120 controlled by the current controller 130. The inputs of the motor 140 are coupled to respective windings distributed about a stator. The motor 140 can be coupled to a mechanical output, for example a mechanical coupling between the motor 140 and mechanical load 150. Mechanical load 150 may represent one or more wheels of the electric vehicle.\n Controller 130 can be used to generate gate signals for the inverter 120. Accordingly, control of vehicle speed is performed by regulating the voltage or the flow of current from the inverter 120 through the stator of the motor 140. There are many control schemes that can be used in the electric vehicle drive system 100 including current control, voltage control, and direct torque control. Selection of the characteristics of inverter 120 and selection of the control technique of the controller 130 can determine efficacy of the drive system 100.\nAlthough not illustrated, the electric vehicle drive system 100 can include one or more position sensors for determining position of the rotor of the motor 140 and providing this information to the controller 130. For example, the motor 140 can include a signal output that can transmit a position of a rotor assembly of the motor 140 with respect to the stator assembly motor 140. The position sensor can be, for example, a Hall-effect sensor, potentiometer, linear variable differential transformer, optical encoder, or position resolver. In other embodiments, the saliency exhibited by the motor 140 can also allow for sensorless control applications. Although not illustrated, the electric vehicle drive system 100 can include one or more current sensors for determining phase currents of the stator windings and providing this information to the controller 130. The current sensor can be, for example, a Hall-effect current sensor, a sense resistor connected to an amplifier, or a current clamp.\nIt should be appreciated that while the motor 140 is depicted as an electrical machine that can receive electrical power to produce mechanical power, it can also be used such that it receives mechanical power and thereby converts that to electrical power. In such a configuration, the inverter 120 can be utilized to excite the winding using a proper control and thereafter extract electrical power from the motor 140 while the motor 140 is receiving mechanical power.\n FIG. 2 is a block diagram of an example voltage source according to one embodiment. The voltage source 110 can include a plurality of battery strings 206 a, 206 b, . . . , 206 n, . . . , individually or collectively referred to herein as the battery string(s) 206, and a plurality of current sensors 208 a, 208 b, . . . , 208 n, . . . , individually or collectively referred to herein as the current sensor(s) 208. The battery strings 206 can be individually connected to or disconnected from a positive or high power bus 202 and a negative or low power bus 204 through a plurality of switches 210 a, 210 b, . . . , 210 n, . . . , and 212 a, 212 b, . . . , 212 n, . . . , individually or collectively called the switches 210 and 212. The switches 210 and 212 can be controlled by control signals from a control circuitry 220. The control circuitry 220 can receive voltages, V_a, V_b, . . . , V_n, . . . , which are output voltages across the respective battery strings 206 a, 206 b, . . . , 206 n, . . . , using, for example a plurality of sensors (not shown). The control circuitry 220 can also receive currents, I_a, I_b, . . . , I_n, . . . , which are currents from the respective battery strings 206 a, 206 b, . . . , 206 n, . . . , measured by the respective current sensors 208 a, 208 b, . . . , 208 n, . . . . Based at least in part on the voltages, V_a, V_b, . . . , V_n, . . . , and/or currents, I_a, I_b, . . . , I_n, . . . , of the respective battery strings 206, the control circuitry 220 can generate control signals 214 a, 214 b, . . . , 214 n, . . . , individually or collectively referred to herein as the control signal(s) 214, for controlling the respective switches 210 and 212. Further details of the control signals 214 are discussed below in connection with FIGS. 3 and 4.\nThe battery strings 206 can include a plurality of modules, each of which in turn can include a plurality of cells. For example, in one embodiment, about one hundred cells can be in one module, and about 13 modules can be in one battery string. Within each battery string 206, the constituent modules and cells can be connected in series as symbolically depicted in FIG. 2. In some embodiments, the voltage source 110 can include six battery strings 206 that can be connected to or disconnected from the power buses 202, 204. The battery strings 206 can be implemented with various different types of rechargeable batteries made of various materials, such as lead acid, nickel cadmium, lithium ion, or other suitable materials. In some embodiments, each of the battery strings can output about 375V-400V if charged about 80% or more.\nThe current sensors 208 can be connected in series with the respective battery strings 206 between the high and low power buses 202, 204. As shown in FIG. 2 the current sensor 208 can be connected to the positive side of the respective battery strings 206 to measure the current from the battery strings 206. In other embodiments, the current sensors 208 can be connected to the battery strings 206 otherwise to measure the current flow to and from the battery strings 206.\nThe switches 210 and 212 can be contactors configured to connect the battery strings 206 to the power buses 202, 204 or disconnect the battery strings 206 from the power buses 202, 204 in response to the respective control signals 214. The switches 210 can be implemented with any suitable contactors capable of handling the level of current and voltage as needed in connection with, for example, the battery strings 206, the power buses 202, 204, and the load 150 (FIG. 1) within the electric vehicle drive system 100 (FIG. 1). In some embodiments the switches 210 and 212 can be implemented with mechanical contactors or other suitable electrical switching devices. Although in the illustrated example in FIG. 2, the switches 210 (e.g., 210 n) and the switches 212 (e.g., 212 n) are controlled by the same respective control signals 214 (e.g., 214 n), in other embodiments, the switches 210 (e.g., 210 n) can be controlled by respective positive bus connect control signals while the switches 212 (e.g., 212 n) can be controlled by respective negative bus connect control signals.\nThe control circuitry 220 can include a plurality of passive and/or active circuit elements, signal processing components, such as analog-to-digital converters (ADCs), amplifiers, buffers, drivers, regulators, or other suitable components. In some embodiments, the control circuitry 220 can also include one or more processors to process incoming data to generate outputs, such as the control signals 214. In some embodiments, the control circuit 220 can also include one or more components for communicating and sending and receiving data with other circuitries in the electric vehicle. For example, the various components and circuits within the system 100, including components in the control circuitry 220 can be in communication with one another using protocols or interfaces such as a CAN bus. And in some embodiments, the processing of incoming data can be at least in part performed by other components not in the control circuitry 220 within the electric vehicle as the control circuitry 220 communicates with other components.\n FIG. 3 is a flowchart of an example battery charge and/or discharge process according to one embodiment. The illustrated process 300 can be performed at least in part by and/or in conjunction with, for example, the control circuitry 220 (FIG. 2), the current sensors 208 (FIG. 2), voltage sensors, and other similar sensors. It is to be noted that all or parts of steps 302 and 304 may be concurrently, continuously, periodically, intermittently, repeatedly, or iteratively performed, and the illustrated process in FIG. 3 is only one example of the disclosed herein according to one embodiment.\nIn step 302, a plurality of separate output voltages, V_a, V_b, . . . , V_n, . . . , from the separate battery strings 206 a, 206 b, . . . , 206 n, . . . (FIG. 2) can be determined. As discussed above in connection with FIG. 2, the plurality of output voltages can be determined from the outputs of sensors coupled to the battery strings 206.\nIn step 304, different ones of the plurality of battery strings 206 can be connected to or disconnected from one or more of the power buses 202, 204 (FIG. 2). As further discussed in connection with FIG. 4 below, the control circuitry 220 (FIG. 2), for example, can determine which one or more of the battery strings 206 be connected to or disconnected from the power buses 202, 204 based at least in part on the output voltages, V_a, V_b, . . . , V_n. In some embodiments, the connecting or disconnecting of the battery strings 206 can also be based at least in part on the currents, I_a, I_b, . . . , I_n, from the battery strings 206. Further details of the connecting or disconnecting of the battery strings 206 are discussed further below.\n FIG. 4 is a flowchart of another example battery discharge process according to one embodiment. The illustrated process 400 can be performed at least in part by and/or in conjunction with, for example, the control circuitry 220 (FIG. 2), the current sensors 208 (FIG. 2), voltage sensors, and other similar sensors. It is to be noted that all or parts of steps 402, 404, 406, 408, 410, 412, 414, 416, 418, and 420 may be concurrently, continuously, periodically, intermittently, repeatedly, or iteratively performed, and the illustrated process in FIG. 4 is only one example of the disclosed herein according to one embodiment.\nIn step 402, the output voltages (e.g., V_a, V_b, . . . , V_n) of the battery strings 206 can be determined. Step 402 can be substantially similar and correspond to step 302 discussed above. In some embodiments, step 402 can be performed as a part of an initialization process or start-up process an electric vehicle drive system 100 (FIG. 1). For example, prior to step 402, the electric vehicle drive system 100 may have been parked, powered down, turned off, or otherwise idle not requiring the voltage source 110 to provide power such that all the battery strings 206 have been disconnected. As the electric vehicle drive system 100 is being powered up, for example, the process 400 can proceed to determine which of the battery strings 206 can be connected to the power buses 202, 204 (FIG. 2). In some embodiments, the measured or determined voltage outputs of the battery strings 206 can be stored in memory (not shown) within the system 100 for further processing or later use.\nIn step 404, the battery string 206 having the highest output voltage is connected to the power buses 202, 204 based on one or more of the control signals 214 from the control circuitry 220. In some embodiments, one or more processors in the control circuitry 220 can be used to receive, store, compare, and/or sort the voltage outputs from the individual battery strings 206. Also, in some embodiments, a predetermined order based on the assigned location of the battery strings 206, for example, can further be used in determining which battery string 206 to connect to the power buses 202, 204 first. For example, if the voltage output of the battery string 206 a is equal to the voltage output of the battery string 206 c, the processor may be configured to select the battery string 206 a to connect to the power buses 202, 204 first based on the comparative locations of the battery strings 206 a and 206 c. When the control circuitry 220 determines which one of the battery strings 206 should be connected first (e.g., 206 b), the corresponding control signal 214 (e.g., 214 b) can be outputted to the corresponding switches 210 (e.g., 210 b) and 212 (e.g., 212 b) so that the selected battery string 206 (e.g., 206 b) can be connected to the power buses 202, 204. Although the respective set of switches 210 and 212 of one battery string 206 as illustrated in FIG. 2 are controlled by the same corresponding signal 214, in other embodiments, the control circuitry 220 can output separate signals for controlling the switches 210 and 212 separately.\nIn step 406, the control circuitry 220 determines whether any other battery string output voltages are within a delta of the highest battery string output voltage determined in step 404. In some embodiments, the delta voltage can range from about ±2-10V. The delta voltage can also be further adjusted based on the system requirements and specifications. If it is determined that there is at least one another battery string outputting a level of voltage within a delta of the highest voltage, the process 400 proceeds to step 408. If it is determined that other battery strings are outputting voltages that are not within a delta of the highest voltage, the process 400 proceeds to step 410.\nIn step 408, one of the battery strings 206 identified as having an output voltage within a delta of the highest voltage can be connected to the power buses 202, 204 similar to how the battery string 206 having the highest output voltage is connected to the power buses 202, 204 as discussed above. When the one of the battery strings 206 identified to be within a delta of the highest voltage is connected to the power buses 202, 204, the process may loop back to step 406 to determine if there is another battery string 206 that is within a delta of the highest voltage. In some embodiments, the connection of the plurality of the battery string 206 through steps 406 and 408 can be done in the order of the output voltage levels determined and sorted in decreasing order by the processor in step 402. Also in some embodiments, the connecting of the plurality of battery strings 206 can be staggered or otherwise timed to ease sudden connections to the high power sources. When all the battery strings 206 with output voltages within a delta of the highest output voltage are connected to the power buses 202, 204 through steps 406 and 408, the process proceeds to step 410.\nIn step 410, as power is provided by one or more of the battery strings 206 to the positive and negative power buses 202 and 204, the power buses 202, 204 can be loaded with the load 105 as discussed above in connection with FIG. 1. The electric vehicle drive system 100 can thus be powered up, and the electric vehicle can be in operation (e.g., driven). As the electric vehicle is operated with power source from the battery strings 206 connected to the power buses 202, 204, the process 400 can proceed to steps 412, 414, and 416 to determine whether one or more of the connected or disconnected battery strings 206 should be disconnected or connected respectively. In some embodiments, steps 412, 414, and 416 can be performed continually with certain intervals throughout the operation of the electric vehicle. The embodiments disclosed herein allow modular connection or disconnection of the battery strings 206 not only for initializing the electric vehicle drive system 100 (FIG. 1) but also in response to the power usage and operations (faulty or not) of the electric vehicle as further discussed below. It is to be noted that the modular connection and disconnection of the battery strings 206 illustrated in process 400 are only example criteria based on example parameters, and other similar determinations can be made to connect or disconnect a battery string 206 from the power buses 202, 204 based on other variables or parameters. In some embodiments, the steps 412, 414, 416, 418, and 420 and the intermediate stages of the looped steps can be implemented as a state machine, with interrupt functions, with a timed function using counters, or using any other suitable mechanism or algorithm to implement monitoring of the voltages and currents of the connected or unconnected battery strings 206, determining whether to change the connected state of the battery strings 206, and generating sequentially and/or in parallel respective switch control signals 214.\nIn step 412, it is determined whether any already connected one of the battery strings 206 has a remaining charge below a charge threshold. As discussed above in connection with FIG. 2, the current sensors 208 can be used to determine the amount of current discharged from the respective battery strings 206. In some embodiments, state of charge of a connected battery string 206 can be estimated based on the current measured by the current sensors 208 and the voltages at the power buses 202, 204. It can be advantageous to monitor the state of the connected battery strings 206 to determine whether to disconnect the battery strings 206 as some battery strings 206 may discharge quicker than others, and in some instances, a quicker than usual discharge may indicate a fault or an error in the battery strings 206. As such monitoring the charge state of the connected battery strings 206 allows minimizing the risk of quick or faulty discharge that may, for example, damage the cells in the discharging battery strings 206. If it is determined that one of the connected battery strings 206 has an estimated charge below threshold, the process 400 can proceed to step 418.\nIn step 414, it is determined whether any of the connected battery strings 206 has a current below a floor current. As discussed above in connection with FIG. 2 the current sensors 208 can measure the current flowing from the battery strings 206. Similar to the advantages of step 412, determining whether a connected battery string 206 is below a floor current can allow an adaptive response to, for example, a faulty or significantly weakened battery string that may not be able to provide enough power to the load, if not costing power to the drive system 100. If it is determined that the current of a connected battery string 206 is below a floor current, the process 400 can proceed to step 418.\nIn step 416, it is determined whether the voltages of the unconnected battery strings 206 are within a delta of the derated bus bar voltage. The derated bus bar voltage can be an estimation of the string open circuit voltage that would result in the given bus bar voltage at a given load. If the output voltage of an unconnected battery string 206 is within a delta of the derated bus bar voltage, it may indicate that the voltage across the unconnected battery string 206 and the voltage at the bus bar that are connected to other battery strings 206 are close enough not to incur too much current or charge flow, which can affect the usage and wear and tear of the battery strings or incur undesirable current surge. As the vehicle is operated with only some of the battery strings 206 connected to the power buses, the voltages of the connected battery strings 206 can decline to the point that the voltages of the connected battery strings 206 get close to the voltages of the unconnected battery strings 206. As such, the unconnected battery string 206 can be within a delta of the derated bus bar voltage, allowing connection of the unconnected battery string 206 without a big change in current or voltage. It can be advantageous to allow adaptive connection of the battery strings 206 as disclosed herein since some operations of the electric vehicle may not require the full battery power of all the battery strings while the system 100 can stay adaptive to any change in necessary power as more battery strings 206 can be connected to the power buses. Therefore, the disclosed herein facilitates balancing the appropriate level of power, efficiency, and reliability in powering the system 100.\nIn step 418, the selected battery string 206 is disconnected from the power buses 202, 204 as the selected battery string 206 is determined to have an estimated state of change below a threshold and/or output a current below a floor current. In some embodiments, the control circuitry 220 can output a corresponding switch control signal 214 to disconnect the selected battery string 206. At least during the operation of the electric vehicle, the process 400 partially loops back after step 418 and continually monitors the current and voltage levels of the battery strings 206 to make connection or disconnection determinations.\nIn step 420, the selected battery string 206 is connected to the power buses 202, 204 as the selected battery string 206 is determined to be within a delta of the derated bus bar voltage. Similar to the delta voltage in step 206, the delta voltage can range from about ±2-10V. In some embodiments, the control circuitry 220 can output a corresponding switch control signal 214 to connect the selected battery string 206. Similar to step 418, at least during the operation of the electric vehicle, the process 400 partially loops back after step 420 and continually monitors the current voltage levels of the battery strings 206 to make connection or disconnection determinations. Although not illustrated in FIG. 4, it is to be noted that steps 418 and 420 of disconnecting a connected battery string 206 from or connecting a unconnected battery string 206 to the power buses 202, 204 can be timed, queued, or delayed, implemented, for example, with a certain waiting period after a change in connection status to minimize frequent connection and disconnection of the battery strings 206 in edge cases, in which the relevant voltage, current, or charge is just at the cusp of the delta voltage, floor current, or charge threshold that may otherwise trigger frequent opening and closing of the switches 210, 212.\nAs disclosed herein, it can be advantageous to connect or disconnect the battery strings to account for varying levels of operational voltages and maximize power output while minimize damage or wear and tear resulting from repeated usage of the battery as the adaptive connecting and disconnecting of the battery strings as disclosed herein can minimize intermediate current flowing in and out of the battery strings and charging and discharging of the battery strings amongst one another. Also, using multi-string batteries as disclosed herein can be advantageous to allow adaptive operation using less than full voltage source power, continuous operation of the electric vehicle despite local battery faults, and ease of maintenance as the battery strings can be separately replaceable. Furthermore, as the connecting and disconnecting of the battery strings can be digitally and intelligently controlled, optimal sequence of connections, various timing windows or waiting times, the threshold or delta voltages, or other similar variables can be adjusted according to system requirements and specification. The features disclosed herein can be implemented in compliance with government safety standards and regulations or industry standards such as automotive standards set by the Society of Automotive Engineers (SAE).\nIt is to be noted that the process 400 and the steps described in connection with the process 400 can be operated in reverse when the regenerative power internal to the electric vehicle drive system 100 is used to charge the battery strings 206 so that the battery strings 206 can be adaptively connected and/or disconnected as the battery 110 is charged with the operational, internal regenerative power (e.g., from breaking) without creating large change in voltage and current, which can be advantageous ad described above.\n FIG. 5 depicts a block diagram of an example electric vehicle drive system 100 including a battery or voltage source 110 as described herein. The electric vehicle drive system 100 includes the battery 110, an inverter 120 | An adaptive multi-string battery for an electric vehicle is disclosed herein. The battery strings can adaptively be connected to the power bus bars based on the output voltage to be discharged with load. During operation of the vehicle, the voltage, current, and estimate charge can be constantly monitored to change the connected status of the battery strings to the power buses to allow connecting or disconnecting of the battery strings adaptively. | US:15/337,909 | https://patentimages.storage.googleapis.com/bc/32/6c/cc41b75328d081/US10259337.pdf | US:10259337 | John Alser, Douglas D. Chidester, Anil Paryani, Phillip John Weicker | Faraday and Future Inc | US:5422558, US:6653745, US:20100222952:A1, US:20100318252:A1, US:20120293112:A1, US:20120212062:A1, US:9653924, US:20140300180:A1, US:9766296, US:9748777, US:9783037, US:9762126, US:9876460 | 2019-04-16 | 2019-04-16 | 1. An electric vehicle comprising:\na motor coupled to one or more wheels of the electric vehicle;\nan inverter coupled to the motor;\nat least a first power bus coupled to the inverter; and\na plurality of battery strings including a first battery string having an output that is coupled to the first power bus through a first switch, a second battery string different from the first battery string having an output that is coupled to the first power bus through a second switch different from the first switch, and a third battery string different from the first and second battery strings having an output that is coupled to the first power bus through a third switch different from the first and second switches;\ncontrol circuitry coupled to at least the first switch, the second switch, and the third switch, the control circuitry configured to selectively and independently control the open or closed state of the first, second, and third switches, thereby selectively and independently connecting the output of the first, second, and third battery strings, including:\nopening the first switch and, with the first switch open, measuring a first voltage across the first battery string,\nopening the second switch and, with the second switch open, measuring a second voltage different from the first voltage across the second battery string,\nopening the third switch and, with the third switch open, measuring a third voltage different from the first and second voltage across the third battery string,\nclosing the first switch, thereby connecting the first battery string to the first power bus, based at least in part on a determination that the first voltage is higher than both the second and third voltage,\nclosing the second switch, thereby connecting the second battery string to the first power bus, based on a determination that the second voltage is within a first threshold voltage difference below the first voltage,\nnot closing the third switch, and thereby not connecting the third battery string to the first power bus, based on a determination that the third output voltage is not within the first threshold voltage difference below the first voltage,\nupon determining that power is being delivered to the electric motor from at least the first and second battery strings and with the first and second switches closed, measuring a power bus voltage on the first power bus,\ndetermining a derated power bus voltage based on the power bus voltage on the first power bus;\nwith power being delivered to the electric motor and with at least the first and second switches closed, closing the third switch, thereby connecting the third battery string to the first power bus, based on a determination that the third output voltage is within a second threshold voltage difference below the determined derated power bus voltage.\n\n, a motor coupled to one or more wheels of the electric vehicle;, an inverter coupled to the motor;, at least a first power bus coupled to the inverter; and, a plurality of battery strings including a first battery string having an output that is coupled to the first power bus through a first switch, a second battery string different from the first battery string having an output that is coupled to the first power bus through a second switch different from the first switch, and a third battery string different from the first and second battery strings having an output that is coupled to the first power bus through a third switch different from the first and second switches;, control circuitry coupled to at least the first switch, the second switch, and the third switch, the control circuitry configured to selectively and independently control the open or closed state of the first, second, and third switches, thereby selectively and independently connecting the output of the first, second, and third battery strings, including:\nopening the first switch and, with the first switch open, measuring a first voltage across the first battery string,\nopening the second switch and, with the second switch open, measuring a second voltage different from the first voltage across the second battery string,\nopening the third switch and, with the third switch open, measuring a third voltage different from the first and second voltage across the third battery string,\nclosing the first switch, thereby connecting the first battery string to the first power bus, based at least in part on a determination that the first voltage is higher than both the second and third voltage,\nclosing the second switch, thereby connecting the second battery string to the first power bus, based on a determination that the second voltage is within a first threshold voltage difference below the first voltage,\nnot closing the third switch, and thereby not connecting the third battery string to the first power bus, based on a determination that the third output voltage is not within the first threshold voltage difference below the first voltage,\nupon determining that power is being delivered to the electric motor from at least the first and second battery strings and with the first and second switches closed, measuring a power bus voltage on the first power bus,\ndetermining a derated power bus voltage based on the power bus voltage on the first power bus;\nwith power being delivered to the electric motor and with at least the first and second switches closed, closing the third switch, thereby connecting the third battery string to the first power bus, based on a determination that the third output voltage is within a second threshold voltage difference below the determined derated power bus voltage.\n, opening the first switch and, with the first switch open, measuring a first voltage across the first battery string,, opening the second switch and, with the second switch open, measuring a second voltage different from the first voltage across the second battery string,, opening the third switch and, with the third switch open, measuring a third voltage different from the first and second voltage across the third battery string,, closing the first switch, thereby connecting the first battery string to the first power bus, based at least in part on a determination that the first voltage is higher than both the second and third voltage,, closing the second switch, thereby connecting the second battery string to the first power bus, based on a determination that the second voltage is within a first threshold voltage difference below the first voltage,, not closing the third switch, and thereby not connecting the third battery string to the first power bus, based on a determination that the third output voltage is not within the first threshold voltage difference below the first voltage,, upon determining that power is being delivered to the electric motor from at least the first and second battery strings and with the first and second switches closed, measuring a power bus voltage on the first power bus,, determining a derated power bus voltage based on the power bus voltage on the first power bus;, with power being delivered to the electric motor and with at least the first and second switches closed, closing the third switch, thereby connecting the third battery string to the first power bus, based on a determination that the third output voltage is within a second threshold voltage difference below the determined derated power bus voltage., 2. The electric vehicle of claim 1, comprising a first current sensor in series with the first switch, and a second current sensor in series with the second switch., 3. The electric vehicle of claim 1, wherein the first battery string and the second battery string have outputs coupled to a second power bus through respective fourth and fifth switches., 4. The electric vehicle of claim 3, wherein the control circuitry is configured to control the open or closed state of the fourth and fifth switches., 5. The electric vehicle of claim 1, wherein the first battery string, the second battery string, and the third battery string each comprise a plurality of modules of cells connected in parallel and wherein each of the plurality of modules of cells comprise a plurality of cells connected in series., 6. The electric vehicle of claim 1, wherein the control circuitry is configured to measure a first output current of the first battery string when the first switch is closed and an output current of the second battery string when the second switch is closed., 7. A method of powering an electric vehicle, the electric vehicle comprising an electric motor driven with a power bus, the method comprising:\ndetermining a plurality of separate output voltages for a corresponding plurality of separate battery strings of the electric vehicle including a first battery string having a first output voltage, a second battery string having a second output voltage, and a third battery string having a third output voltage wherein the first, second, and third output voltages are different from one another;\nconnecting the first battery string to the power bus based on a determination that the first output voltage is the highest of the plurality of separate output voltages;\nconnecting the second battery string to the power bus based on a determination that the second output voltage is within a first threshold voltage difference below the first output voltage;\nnot connecting a third battery string to the power bus based on a determination that the third output voltage is not within the first threshold voltage difference below the first output voltage;\ndelivering power to the electric motor from at least the first and second battery string;\nwhile delivering power to the electric motor from the first and second battery string, determining a power bus voltage of the power bus;\nalso while delivering power to the electric motor from the first and second battery string, connecting the third battery string to the power bus based on a determination that the third output voltage is within a second threshold voltage difference below the determined power bus voltage; and\ndisconnecting different ones of the plurality of battery strings to the power bus based at least in part on the determined plurality of separate output voltages.\n, determining a plurality of separate output voltages for a corresponding plurality of separate battery strings of the electric vehicle including a first battery string having a first output voltage, a second battery string having a second output voltage, and a third battery string having a third output voltage wherein the first, second, and third output voltages are different from one another;, connecting the first battery string to the power bus based on a determination that the first output voltage is the highest of the plurality of separate output voltages;, connecting the second battery string to the power bus based on a determination that the second output voltage is within a first threshold voltage difference below the first output voltage;, not connecting a third battery string to the power bus based on a determination that the third output voltage is not within the first threshold voltage difference below the first output voltage;, delivering power to the electric motor from at least the first and second battery string;, while delivering power to the electric motor from the first and second battery string, determining a power bus voltage of the power bus;, also while delivering power to the electric motor from the first and second battery string, connecting the third battery string to the power bus based on a determination that the third output voltage is within a second threshold voltage difference below the determined power bus voltage; and, disconnecting different ones of the plurality of battery strings to the power bus based at least in part on the determined plurality of separate output voltages., 8. The method of claim 7, comprising, prior to delivering power to the electric motor from the first and second battery string, determining that a first set of the plurality of battery strings have output voltages that are within the first threshold voltage difference below the first output voltage, with the remaining plurality of battery strings making up a second set of the plurality of battery strings, and connecting all of the first subset of battery strings to the power bus based on that determination., 9. The method of claim 8, comprising, prior to delivering power to the electric motor from the first and second battery string, not connecting any of the second set of battery strings., 10. A method of powering an electric vehicle comprising:\ninitially connecting some but not all of a plurality of battery strings of the electric vehicle to a power bus;\nloading the power bus with an electric motor of the electric vehicle;\nwhile the power bus is loaded with the electric motor, measuring the voltage of the power bus;\nmeasuring a voltage of an unconnected one of the plurality of battery strings; and\nwhile still loading the power bus with the electric motor, connecting the unconnected one of the plurality of battery strings to the power bus if based on a determination that the voltage of the unconnected one of the plurality of battery strings is within a threshold voltage below the measured voltage of the power bus.\n, initially connecting some but not all of a plurality of battery strings of the electric vehicle to a power bus;, loading the power bus with an electric motor of the electric vehicle;, while the power bus is loaded with the electric motor, measuring the voltage of the power bus;, measuring a voltage of an unconnected one of the plurality of battery strings; and, while still loading the power bus with the electric motor, connecting the unconnected one of the plurality of battery strings to the power bus if based on a determination that the voltage of the unconnected one of the plurality of battery strings is within a threshold voltage below the measured voltage of the power bus., 11. The method of claim 10, further comprising measuring at least one discharge current for at least one connected one of the plurality of battery strings., 12. The method of claim 11, further comprising: disconnecting a connected one of the plurality of battery strings if the discharge current of the connected one of the plurality of battery strings is below a threshold., 13. The method of claim 11, further comprising:\nstoring a measured initial voltage of at least one of the plurality of battery strings; estimating a state of charge of at least one of the plurality of battery strings based in at least part on the stored initial voltage and the measured discharge current of the at least one of the plurality of battery strings;\nand disconnecting the at least one of the plurality of battery strings if the estimated state of charge of the at least one of the plurality of battery strings is below a threshold.\n, storing a measured initial voltage of at least one of the plurality of battery strings; estimating a state of charge of at least one of the plurality of battery strings based in at least part on the stored initial voltage and the measured discharge current of the at least one of the plurality of battery strings;, and disconnecting the at least one of the plurality of battery strings if the estimated state of charge of the at least one of the plurality of battery strings is below a threshold. | US | United States | Active | B | True |
| 264 | 전기차 배터리 교환 시스템 및 방법 \n | KR101864483B1 | NaN | 전기차 배터리 교환 시스템 및 방법이 개시된다. 전기차 배터리 충전소에 구비되며, 교체형 전기차 배터리를 충전하고 상기 교체형 전기차 배터리의 배터리 정보를 상기 교체형 전기차 배터리에 구비된 NFC(near field communication) 메모리로부터 독출하여 송신하는 전기차 배터리 충전 장치; 전기차에 구비되며, 상기 전기차 배터리 충전 장치에 의해 충전된 교체형 전기차 배터리가 장착되며, 상기 전기차의 차량 정보를 상기 NFC 메모리에 자동 저장하는 전기차 배터리 랙(rack); 상기 전기차 배터리 충전 장치로부터 상기 교체형 전기차 배터리의 배터리 정보를 수신하고, 수신된 배터리 정보를 이용하여 상기 교체형 전기차 배터리의 관리 정보를 생성하는 전기차 배터리 관리 서버를 구성한다. 상술한 전기차 배터리 교환 시스템 및 방법에 의하면, 교체형 전기차 배터리를 이용하여 별도의 충전 시간을 소모하지 않고 간단하게 배터리 교체만으로 쉽게 전기차를 운행시킬 수 있는 효과가 있다. 더군다나 교체형 전기차 배터리와 이를 장착한 전기차를 NFC 메모리를 이용하여 교체형 전기차 배터리 관리 서버에서 관리할 수 있도록 구성됨으로써, 교체형 전기차 배터리의 수명과 그 사용 이력을 관리하여 배터리를 안전하게 사용하고 수명이 된 적시에 폐기시킬 수 있는 효과가 있다. | KR:1020160076038A | https://patentimages.storage.googleapis.com/93/27/8a/32682fdf339314/KR101864483B1.pdf | KR:101864483:B1 | 이남재 | 이남재 | JP:2003070104:A, JP:2005238969:A, US:20080294283:A1, JP:2009137366:A, US:20150127479:A1, US:20150134546:A1, US:20150134467:A1, KR:101406191:B1, JP:5362930:B1, JP:2015015827:A | Not available | 2018-06-04 | 전기차 배터리 충전소에 구비되며, 교체형 전기차 배터리를 충전하고 상기 교체형 전기차 배터리의 배터리 정보를 상기 교체형 전기차 배터리에 구비된 NFC(near field communication) 메모리로부터 독출하여 송신하는 전기차 배터리 충전 장치;전기차에 구비되며, 상기 전기차 배터리 충전 장치에 의해 충전된 교체형 전기차 배터리가 장착되며, 상기 전기차의 차량 정보를 상기 NFC 메모리에 자동 저장하는 전기차 배터리 랙(rack);상기 전기차에 고정 설치되는 제1 고정형 전기차 배터리;상기 전기차에 고정 설치되는 제2 고정형 전기차 배터리;상기 전기차 배터리 충전 장치로부터 상기 교체형 전기차 배터리의 배터리 정보를 수신하고, 수신된 배터리 정보를 이용하여 상기 교체형 전기차 배터리의 관리 정보를 생성하는 전기차 배터리 관리 서버;상기 교체형 전기차 배터리 관리 서버에서 생성되는 교체형 전기차 배터리의 관리 정보를 이용하여 해당 전기차 사용자 또는 상기 전기차 배터리 충전소의 운영자에게 정부 보조금을 지급하는 전기차 배터리 정부 보조금 지급 서버를 포함하고,상기 배터리 정보는,상기 교체형 전기차 배터리의 ID(identification) 및 현재 장착된 차량 정보를 포함하고, 상기 관리 정보는,상기 교체형 전기차 배터리의 장착 차량 이력, 충전 횟수, 제조 일자, 충전 가능 잔여 횟수, 충전 능력 및 폐기 여부를 포함하고,상기 전기차에서 상기 교체형 전기차 배터리, 상기 제1 고정형 전기차 배터리 및 상기 제2 고정형 전기차 배터리의 순서대로 전기가 사용되도록 구성되며,상기 전기차에서 충전 플러그(plug)를 통해 상기 제2 고정형 전기차 배터리 및 상기 제1 고정형 전기차 배터리의 순서대로 전기가 충전되도록 구성되며,상기 교체형 전기차 배터리는,사용 후 전기차 충전소에 반납되고 미리 완충된 상태의 다른 교체형 전기차 배터리로 대여될 수 있도록 구성되며,상기 전기차 배터리 관리 서버는,상기 배터리 충전 장치로부터 수신된 배터리 정보를 이용하여 해당 교체형 전기차 배터리의 충전 능력을 지속적으로 모니터링하여 파악하고, 교체형 전기차 배터리의 충전 능력에 따라 교체형 전기차 배터리의 교체 시점 및 수명을 미리 예측하도록 구성되며, 불법으로 사용되는 교체형 전기차 배터리의 사용을 방지하기 위하여 불법으로 사용되는 교체형 전기차 배터리를 실시간 파악하도록 구성되는 것을 특징으로 하는 전기차 배터리 교환 시스템. , 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제 | KR | South Korea | NaN | B60L11/1822 | True |
| 265 | Paquete de batería de vehículo eléctrico, chasis de vehículo eléctrico y método para sustituir módulos de batería \n | ES2693110T3 | NaN | Un chasis de vehículo eléctrico (300) incluyendo: un panel subchasis (301) situado debajo de una cabina de un vehículo eléctrico; dos largueros laterales (302) que se extienden a lo largo de la dirección longitudinal del panel subchasis, donde cada uno de los dos largueros laterales incluye una parte superior (3021) y una parte inferior (3022) y está conectado a uno de los dos lados opuestos del panel subchasis a través de su parte superior; un paquete de batería (101) situado debajo del panel subchasis y entre los dos largueros laterales, incluyendo: múltiples módulos de batería (103); una parte de soporte (102) provista de una parte inferior (401) para soportar los múltiples módulos de batería, lados (403), una parte superior (402), y un espacio de alojamiento (405) formado por la parte inferior, los lados, y la parte superior para acomodar los múltiples módulos de batería; al menos una abertura (404) dispuesta en la parte inferior o los lados de la parte de soporte para poder pasar los múltiples módulos de batería a través de la al menos única abertura y montarlos soltablemente en la parte inferior o los lados de la parte de soporte de manera que sean soportados por la parte inferior o los lados; y una capa compuesta de fibra de carbono (104) de material refractario montada encima de la parte superior de la parte de soporte para cubrir los múltiples módulos de batería alojados en la parte de soporte; y donde el paquete de batería está configurado para montaje en las partes inferiores de los dos largueros laterales a través de la parte inferior (401) de la parte de soporte (102). | ES:16160486.3T | https://patentimages.storage.googleapis.com/4b/88/50/3b676744cf0b12/ES2693110T3.pdf | ES:2693110:T3 | Wellen Sham | Thunder Power New Energy Vehicle Development Co Ltd | NaN | Not available | 2018-12-07 | 5, 10, 15, 20, 25, 30, 35, 40, 45, 50, 55, 60, 65, REIVINDICACIONES, 1. Un chasis de vetuculo electrico (300) incluyendo:, un panel subchasis (301) situado debajo de una cabina de un vetuculo electrico;, dos largueros laterales (302) que se extienden a lo largo de la direccion longitudinal del panel subchasis, donde cada uno de los dos largueros laterales incluye una parte superior (3021) y una parte inferior (3022) y esta conectado a uno de los dos lados opuestos del panel subchasis a traves de su parte superior; un paquete de batena (101) situado debajo del panel subchasis y entre los dos largueros laterales, incluyendo:, multiples modulos de batena (103);, una parte de soporte (102) provista de una parte inferior (401) para soportar los multiples modulos de batena, lados (403), una parte superior (402), y un espacio de alojamiento (405) formado por la parte inferior, los lados, y la parte superior para acomodar los multiples modulos de batena;, al menos una abertura (404) dispuesta en la parte inferior o los lados de la parte de soporte para poder pasar los multiples modulos de batena a traves de la al menos unica abertura y montarlos soltablemente en la parte inferior o los lados de la parte de soporte de manera que sean soportados por la parte inferior o los lados; y, una capa compuesta de fibra de carbono (104) de material refractario montada encima de la parte superior de la parte de soporte para cubrir los multiples modulos de batena alojados en la parte de soporte; y, donde el paquete de batena esta configurado para montaje en las partes inferiores de los dos largueros laterales a traves de la parte inferior (401) de la parte de soporte (102)., 2. El chasis de vetuculo electrico (300) de la reivindicacion 1, donde la al menos unica abertura (404) dispuesta en la parte de soporte (102) esta dispuesta en la parte inferior (401) de la parte de soporte, donde la parte inferior de la parte de soporte esta provista de pestanas de montaje (4012) que se extienden a lo largo de la direccion longitudinal del panel subchasis (301), donde el paquete de batena (101) se monta en las partes inferiores (3022) de los dos largueros laterales (302) usando las pestanas de montaje, y las pestanas de montaje de la parte de soporte estan montadas en las partes inferiores de los dos largueros laterales con sujetadores (303)., 3. El chasis de vetuculo electrico (300) de la reivindicacion 2, incluyendo ademas:, pestanas de montaje primera y segunda (501, 502) dispuestas en cada uno de los multiples modulos de batena (103), donde las pestanas de montaje primera y segunda estan dispuestas respectivamente en dos lados opuestos de una parte inferior de cada uno de los multiples modulos de batena de modo que los multiples modulos de batena puedan montarse en la parte inferior (401) de la parte de soporte (102) usando las pestanas de montaje primera y segunda, y donde las pestanas de montaje primera y segunda estan montadas debajo de la parte inferior de la parte de soporte., 4. El chasis de vetuculo electrico (300) de la reivindicacion 2, donde los multiples modulos de batena (103) estan montados en la parte inferior (401) de la parte de soporte (102) con sujetadores (107)., 5. El chasis de vetuculo electrico (300) de la reivindicacion 2, incluyendo ademas:, una hoja protectora (105) montada debajo de la parte inferior (401) de la parte de soporte (102) para cubrir los multiples modulos de batena (103) alojados en la parte de soporte., 6. Un metodo para sustituir un modulo de batena en un vetuculo electrico que tiene un chasis segun la reivindicacion 1, incluyendo el metodo:, identificar un primer modulo de batena de entre una pluralidad de modulos de batena en un paquete de batena (101), donde el paquete de batena esta situado dentro del vehfculo electrico e incluye:, los multiples modulos de batena (103);, una parte de soporte (102) provista de una parte inferior (401) para soportar los multiples modulos de batena, lados (403), una parte superior (402), y un espacio de alojamiento (405) formado por la parte inferior, los lados, y la parte superior para acomodar los multiples modulos de batena;, al menos una abertura (404) dispuesta en la parte inferior de la parte de soporte para poder pasar los multiples modulos de batena a traves de la al menos unica abertura y montarlos soltablemente en la parte inferior de la parte de soporte de manera que sean soportados por la parte inferior; y, una capa compuesta de fibra de carbono (104) de material refractario montada encima de la parte superior de la parte de soporte para cubrir los multiples modulos de batena alojados en la parte de soporte;, 5 desmontar el primer modulo de batena de la parte inferior de la parte de soporte;, sacar el primer modulo de batena de la parte de soporte pasando el primer modulo de batena a traves de la al menos unica abertura;, 10 insertar un segundo modulo de batena en la parte de soporte pasando el segundo modulo de batena a traves de la al menos unica abertura; y, montar el segundo modulo de batena en la parte inferior de la parte de soporte., 15 7. El metodo de la reivindicacion 6, donde el segundo modulo de batena tiene una energfa electrica potencial mas, alta que el primer modulo de batena., 8. El metodo de la reivindicacion 7, incluyendo ademas: sacar una hoja protectora (105) de debajo de la parte inferior (401) de la parte de soporte (102)., 20, 9. El metodo de la reivindicacion 7, incluyendo ademas: quitar los sujetadores (107) que estan configurados para montar el primer modulo de batena en la parte inferior (401) de la parte de soporte (102). | ES | Spain | Active | B | True |
| 266 | Fast charging system for electric vehicles \n | US10814734B2 | Not Applicable.\nThis application is a CONTINUATION of U.S. patent application Ser. No. 13/898,055 filed on May 20, 2013, now allowed. This application also claims the benefit of U.S. Provisional Patent Application Ser. No. 61/737,260, filed on Dec. 14, 2012. Both applications are incorporated herein in their entirety by reference.\nNot Applicable.\nNot Applicable.\nThe embodiments described and claimed herein relate generally to systems, apparatus, and methods for simultaneously charging the batteries of multiple Electric Vehicles. More specifically, at least some of the embodiments described herein relate to systems, apparatus, and methods for charging Electric Vehicles independent from the electric grid, using Liquid Natural Gas (referred to herein as “LNG”) or Natural Gas (“NG”) as an energy source.\nConcern about global climate change and the increasing cost of gasoline has reinvigorated the public's interest in and demand for “green” technology. The use of electric drive systems in vehicles has the potential to be inexpensive and to greatly reduce the emission of greenhouse gases. However, it is believed that electric vehicles will never be successful until they are made to feel like ordinary, gasoline-powered vehicles. Manufacturers have begun to address this concern. For example, some electric cars will “creep” when you take your foot off the brake, just like an ordinary car. There is no reason to do this except to give it the feel of an ordinary vehicle.\nOne area in which the electric vehicle industry is lacking is the time required to fully charge an electric vehicle. It is understood that existing charging systems which rely on the electric grid (even those dubbed “fast” charging systems) require thirty (30) minutes or longer to fully charge an electric vehicle. It is believed that electric vehicles will not gain wide acceptance by the public until it is possible to drive an electric vehicle up to a service station, plug it in for a charge, swipe a credit card, go inside to buy a cup of coffee, come out, disconnect the electric vehicle, and drive off, just like you can in an ordinary vehicle. It is also believed that existing charging systems cannot be widely implemented in a cost effective manner due to their heavy reliance on the electric grid. The existing electric power generation and distribution system is not capable of providing for the peak time charging of significant numbers of electric vehicles. Expansion of the power generation and distribution system will be required. Since a fast charge places a very heavy load on the grid, utilities will likely impose significant demand premiums on each charge.\nThus, there are at least two drawbacks to existing charge systems that rely upon the electric grid: the time required for a charge and the ultimate cost of electricity from the grid. The Fast Charge System disclosed and claimed herein solves both of those problems.\nThe Fast Charging System provides a method for simultaneously charging the batteries of multiple electric vehicles, largely independent from the electric grid (the power that is used to charge the Electric Vehicle does not originate from the grid; however, certain components of the embodiments described and claimed herein may be powered by the grid), using LNG or NG as an energy source. It can efficiently provide DC charging power tailored to the requirements of the individual vehicles being charged. It is estimated that a vehicle with a battery capacity of 85 kWh can be fully charged in less than 10 minutes using the Fast Charging System.\nIn a first embodiment, an electric vehicle charging facility is provided that includes a power generation component, a fuel component, and a charging component. The power generation component generates DC electric power and includes at least one fuel cell. The fuel component supplies fuel to the power generation component. The charging component is electrically connected to the power generation component for charging an electric vehicle using the DC electric power and includes at least one customer charging station.\nIn a second embodiment, an electric vehicle charging facility is provided that includes a power generation component, a fuel component, a charging component, and a control system component. The power generation component generates DC electric power and includes a plurality of polymer electrolyte membrane fuel cells each having a capacity of 100 kW or less. The fuel component supplies natural gas to the power generation component. The charging component is electrically connected to the power generation component for simultaneously charging a plurality of electric vehicles using the DC electric power and includes a plurality of customer charging stations. The control system component comprises a processor, a data storage, and instructions stored in the data storage and executable by the processor to activate the plurality of fuel cells sequentially to meet an energy demand of the charging component.\nIn a third embodiment, an electric vehicle charging facility is provided that includes a power generation component, a fuel component and a charging component. The power generation component generates DC electric power and includes at least one fuel cell having a capacity of between approximately 400 kW and approximately 500 kW. The fuel component supplies natural gas to the power generation component. The charging component is electrically connected to the power generation component for charging an electric vehicle using the DC electric power and includes at least one customer charging station. The power generation component also includes a converter for converting at least a portion of the DC electric power to an AC electric power.\nOther embodiments, which include some combination of the features discussed above and below and other features which are known in the art, are contemplated as falling within the claims even if such embodiments are not specifically identified and discussed herein.\nThese and other features, aspects, objects, and advantages of the embodiments described and claimed herein will become better understood upon consideration of the following detailed description, appended claims, and accompanying drawings where:\n FIG. 1 is a block diagram depicting the several components of a Fast Charge System;\n FIG. 1A is an exploded view of the Fuel Component 200 of a Fast Charge System;\n FIG. 1A-1 is an exploded view of the Fuel Component 200 and the Power Generation Component 300 of a Fast Charge System;\n FIG. 1A-2 is an exploded view of the Charging Component 400 of a Fast Charge System;\n FIG. 2 is a flow chart depicting the transaction start up process of the first embodiment;\n FIG. 3 is a flow chart depicting the gas flow buffering process of the first embodiment.;\n FIG. 4 is a flow chart depicting the pressure monitoring process for the Gas Buffering Tank of the first embodiment; and,\n FIG. 5 is a flow chart depicting the transaction monitoring and shut down process.\nIt should be understood that the drawings are not necessarily to scale and that the embodiments are sometimes illustrated by graphic symbols, phantom lines, diagrammatic representations and fragmentary views. In certain instances, details which are not necessary for an understanding of the embodiments described and claimed herein or which render other details difficult to perceive may have been omitted. It should be understood, of course, that the inventions described herein are not necessarily limited to the particular embodiments illustrated. Indeed, it is expected that persons of ordinary skill in the art may devise a number of alternative configurations that are similar and equivalent to the embodiments shown and described herein without departing from the spirit and scope of the claims.\nLike reference numerals will be used to refer to like or similar parts from Figure to Figure in the following detailed description of the drawings.\nReferring first to FIG. 1, a block diagram depicts a first embodiment of a Fast Charge System 1. The Fast Charge System 1 includes four main components, the Automated Control System Component 100, the Fuel Component 200, the Power Generation Component 300, and the Charging Component 400. The Automated Control System Component 100 controls the system. The Fuel Component 200 stores LNG and converts it, at a controlled and varying rate, into Natural Gas that will be used to produce DC Power to charge Electric Vehicles. In an alternative embodiment, the Fuel Component 200 can provide low pressure, piped NG instead of storing and converting LNG. The Power Generation Component 300, using the Natural Gas from the Fuel Component 200, produces, at a controlled and varying rate, DC Power 302 for the Charging Component 400 and Hot Water 502 that is used by the Fuel Component 200, and may optionally produce AC Power 304 that can be sold back to the grid or used for other purposes at the facility. The Charging Component 400 is the element used to dispense the DC Power 302 to the customer through separate Customer Charging Stations 410A, 410B (shown in FIG. 1A-2).\nReferring now to Figure A1-1, the Automated Control System Component 100 controls the system. At the individual customer charging station 410A, 410B, the customers will select the charging time, with the shorter the time the higher the price. More particularly, the customer inputs the time of charge and the amount of charge. For instance, the customer might select a charge time of 15 minutes and a total charge of 80% of the total capacity of the vehicle battery system. Alternatively, the customer can be presented with multiple charging options representing different charging times, different total charges, different rates of charge, and different prices, from which the customer can select. The connection plug from the vehicle to the charging station 410A, 410B will communicate the level of charge in the vehicle system before the charging begins as well as the vehicle battery system characteristics and capabilities. The Automated Control System 100 will register the customer payment information, the amount and rate of charge, and compute the volume of Natural Gas 273 required for the Power Generation Component 300 to generate the DC Power 302 required to charge all vehicles at the station and the amount of LNG necessary to produce that Natural Gas 273. More particularly, the Automated Control System 100 computes the amount of power required to charge the customer's battery in the time selected. The volume of Natural Gas 273 required is based upon the efficiency and productivity of the Fuel Cell(s) 310. The volume of LNG required is based upon the efficiency and productivity of the Liquid to Natural Gas Fast Transformer (referred to herein as “LNFT”) 230.\nThe Automated Control System 100 also controls and monitors other components in the system. The Automated Control System Component 100 also keeps track of LNG supply, provides an accounting and billing system and monitors the performance of various components. The Fast Charge System 1 can be monitored locally, remotely or both.\nIn the shown embodiment in FIG. 1A, the Fuel Component 200 stores LNG and converts it, at a controlled and varying rate, into Natural Gas 273 that will be used to produce DC Power 302 to charge Electric Vehicles. The Fuel Component 200 consists of three elements—the LNG Storage Tank 210, the LNFT 230, and the Gas Flow Buffering System 250.\nThe LNG Storage Tank 210 is a standard LNG cryogenic double-wall container able to keep the LNG 214 at the needed temperature. The LNG Storage Tank 210 is a conventional or standard tank. LNG 214 is stored at approximately −260 degrees F. Although at that temperature it exists at atmospheric pressure, LNG tanks are usually rated at 200 psig. The LNG 214 is usually stored at 40 psig. The size of the tank will depend upon the market at the location of the installation as well as the frequency of delivery of LNG 214 replacement. It is expected that in no case will the tank be larger than that with a capacity of about 3,000 gallons of LNG.\nThe LNG Storage Tank 210 may include an internal submerged variable speed pump 212 to send LNG 214 to the LNFT 230. The size of the variable speed pump 212 will depend upon the number of charging stations 410A, 410B, the capacity of the LNFT 230 and the expected market. To charge an 85 kWh battery in approximately five minutes will require the simultaneous operation of one 500 kW fuel cell stack or five 100 kW fuel cell stacks. In either case, the fuel stack(s) will require approximately ½ gallon of LNG per minute worth of energy. If the service station installation had ten 100 kW fuel cell stacks, then the maximum flow rate from the variable speed pump would be 1 gallon per minute. The pressure rating required for the pump will be specific to the piping design at the individual site. As an option, the pump 212 can be external or included within the LNFT 230.\nThe LNFT 230 produces the fuel (Natural Gas 243) needed for the Power Generation Component 300 by a fast and automated pressure and flow controlled transformation of the LNG 214 into Natural Gas 243. The pumped LNG 214 is received by the LNFT 230 and then boosted internally by a high-pressure pump 232 and sent to the Vaporizer 234. The size of the pump 232 will depend upon the specific piping pressure loss at the site as well as the specific pressure requirements of the Vaporizer 234. The heating of the boosted LNG 233 in the Vaporizer 234 is done initially using electric resistance and later through hot water 502 from the heat recovery system in the Customized Fuel Cell 310. The Vaporizer 234 is similar to the Electric Heated Water Bath LNG Vaporizer as manufactured by DenEB Solutions, or equal, modified to accept hot water 502 that is heated using reclaimed heat from the Power Generation Component 300. From the Vaporizer 234, the Natural Gas 235 is sent to the Gas Heater 236. Rather than being released to the environment, the Boil Off Gas (referred to herein as “BOG”) 216 from the LNG Storage Tank 210 is recovered, received by the LNFT 230 and sent directly to the BOG Compressor 238. Compressed BOG 239 is sent by the BOG Compressor 238 to the Gas Heater 236. The heating of the gas 235, 239 in the Gas Heater 236 is also done initially with electric resistance heating and later with hot water 502 from the heat recovery system in the Fuel Cell(s). The purpose of the gas heater is to heat the combined gas from the vaporizer 234 and the BOG Compressor 238 to ambient air temperature, or within the input gas temperature requirements of the Fuel Cell Stack Assemblies. After the Gas Heater 236, the flow and pressure of the Natural Gas 240 is controlled internally by the Flow and Pressure Control Unit 242. The Flow and Pressure Control Unit 242 is a standard part of all standard vaporizer assemblies.\nThe Gas Flow Buffering System 260 is intended to provide for instantaneous flow of Natural Gas 243 from the Fuel Component 200 to the Power Generation Component 300 upon system start up, and to allow quick adjustments in fuel flow by throttling in stored Compressed Natural Gas 267 from a Gas Buffering Tank 266. Flow and pressure controlled Natural Gas 243 is received by the Gas Flow Buffering System 260 and can be sent to the Power Generation Component 300 either directly or indirectly. In the direct route, Natural Gas 243 passes through a gas pressure and flow sensor 263, a gas temperature sensor 265, an In Line Gas Heater 270, and a Fuel Component Output Control Valve 272. The purpose of the Gas Buffering System 260 is to buffer the flow of natural gas and to be able to alter the flow quicker, and not necessarily to increase the overall capacity. The flow of natural gas 273 exiting the Fuel Component 200 will depend upon the demand of the Power Generation Component 300. If there were ten 100 kW Fuel Cell stacks operating simultaneously at peak output then the natural gas flow would be approximately 120 cubic feet per minute, as shown in the chart below.\n Approximate Flow Rates Number of Operating 100 kW fuel cells 5 10 Assumed Gallons/min LNG 0.75 1.5 Gallons of LNG/Hr 45 90 Gallons per Cu. Ft. 7.48 7.48 Cu. Ft. of LNG per Hr 6.02 12.03 Cu. Ft. of CNG per Cu. Ft. of LNG 6 6 Cu. Ft. of CNG per Hr 36.09 72.19 Cu. Ft. of NG per Cu. Ft. of LNG 600 600 Cu. Ft. of NG per Hr. 3,609 7,219 Cu. Ft. of NG per Minute 60 120 \nThe temperature of the Natural Gas 273 should be close to ambient temperature and within the operating parameters of the fuel cell system. The pressure should be close to atmospheric pressure.\n\nIn the indirect route, Natural Gas 243 bypasses the Gas Pressure and Flow Sensor 263, and is directed through a Gas Buffering System Supply Valve 264 on route to the Gas Buffering Tank 266 for later use by the Power Generation Component 300. Pressure in the Gas Buffering Tank 266 is monitored using Pressure Sensing Device 261. The Gas Buffering Tank 266 allows for instantaneous response when a customer calls for a DC charge. While there is nearly an instantaneous response from the Power Generation Component 300 (e.g., if a Polymer Electrolyte Membrane fuel cell is used), meaning that when gas is introduced to the Customized Fuel Cell 310, power is generated almost instantaneously, such is not the case with the regasification process of the LNFT 230. The Gas Buffering Tank 266, on the other hand, can provide instantaneous Natural Gas 273 to the Power Generation Component 300, allowing time for the LNFT 230 to spool up. In addition, during periods of instantaneous demand that exceeds the capacity of the LNFT 230, or to stabilize the mass flow rate of Natural Gas 273 to the Power Generation Unit 300, stored Natural Gas 267 can be throttled in via Gas Buffering Tank Relief Valve 268 at the outlet side of the Gas Pressure and Flow Sensor 263. The Gas Buffering Tank 266 should be a Type 1 CNG Storage Tank capable of storing up to 10,000 cu. Ft. of natural gas under 5,000 psi, which is the industry standard. Natural Gas 246 may be stored in the Buffering Tank at approximately 3,600 psi. When the Natural Gas exits the tank 266, it will be cold as it expands to atmospheric pressure and will need to be heated. The amount of heating required will depend upon the actual pressure in the Buffering Tank 266. The in line gas heater 270 is a standard system for treating gas. From the Gas Flow Buffering System 260, Natural Gas 273 is delivered to the Fuel Processing System 312 in the Power Generation Component 300.\nIn an alternative embodiment, the Fuel Component 200 omits LNG, the LNG Storage Tank 210, the LNFT 230 and the Gas Buffering System 260, and instead simply supplies low pressure, natural gas through appropriately sized piping with flow regulators and other necessary components known in the art to the Power Generation Component 300. In this embodiment, the natural gas would be supplied to the Fuel Component, for example, by a local natural gas utility through high capacity pipelines.\nThe Power Generation Component 300, using the Natural Gas 273 from the Fuel Component 200, produces, at a controlled and varying rate, DC Power 302 for the Charging Component 400, hot water 323 that is used in the LNFT 230 to convert LNG 214 to Natural Gas 243, and, optionally, AC current 304 , where appropriate, that can be sold back to the grid. The Power Generation Component 300, shown in FIG. 1A-1, is comprised of a Fuel Processing System 312, a Fuel Cell Assembly 314, and a Thermal Management System 320. The Fuel Processing System 312 extracts hydrogen from the natural gas using a catalytic reforming process, or other suitable method. The hydrogen 313 is sent to the Fuel Cell Assembly 314 at approximately atmospheric pressure for the production of DC power 301. The Fuel Cell Assembly 314 consists of a stack of up to approximately ten individual Polymer Electrolyte Membrane (PEM) fuel cells, each one of which is capable of producing up to 100 kW. These fuel cells operate independently and are activated individually and sequentially, by the Automated Control System Component 100 to meet the energy demands of the Charging Component 400. In this embodiment, it would not be necessary for the Power Generation Component 200 to produce AC current 304, because the power output of the Fuel Cell Assembly 314 can be easily tailored to match the demand of the Charging Component 400. The operation of each fuel cell of the Fuel Cell Assembly can be randomized to equalize wear and tear among the various units. Power 301 produced by the individual fuel cells in the Fuel Cell Assembly is sent to the central DC Electrical System monitor 316 of the Power Generation Component 300 and from there on to the Charging Component 400.\nIn the alternative, the Fuel Cell Assembly 314 can comprise one or more customized fuel cells, each one of which is capable of producing up to, e.g., approximately 400-500 kW of DC power, designed to work with other components of the Fast Charge System. In this case, it is contemplated that the fuel cell will be operating full time. Excess capacity not being used by the Charging Component 400 would be converted to AC power 304 and either used by the facility or sold to the grid. For this embodiment, a Gas Flow Buffering System 260 would not be necessary.\nPEM fuel cells typically operate at 50 to 100 degrees centigrade. The Thermal Management System 320 recovers excess heat generated by the fuel cells for use in the LNG vaporization process. A closed loop water cooling system 500, shown in FIG. 1A-1, is used with the Heat Exchanger 322 to cool the fuel cells of the Fuel Cell Assembly 314 and to provide hot water to the LNFT 230 for the conversion of LNG into Natural Gas. Hot Water Pump 504 pulls Hi-Temperature Outlet Water 502 from Heat Exchanger 322. Pump Outlet Water is directed to the vaporizer 234 and Gas Heater 236, which are aligned in parallel. Lo-Temperature Outlet Water 505 from the LNFT 230 is treated in the Water Treatment System 506 before being directed back to the Heat Exchanger 322 of the Customized fuel Cell 310. The purpose of the treatment is to basically filter the water of any particles or impurities it may have acquired in the flow through the vaporizer process.\nThe Charging Component 400 is the element used to dispense the DC Power 302 to the customer through separate Customer Charging Stations 410A, 410B. Two Customer Charging Stations 410A, 410B are shown, although any number can be provided. Customer Charging Station 410A, 410B may be any type of appropriate device for communicating with the Automated Control System Component 100. The Customer Charging Station may include one or more processors, storage devices, and communication interfaces, all communicatively interconnected. Each processor may include, for example, one or more integrated circuit microprocessors, and each storage may be a ROM, flash memory, non-volatile memory, optical memory, magnetic medium, combinations of the above, or any other suitable memory. Each storage may include more than one physical element, and may also include a number of software routines, program steps, or modules that are executable by a processor to carry out the various functions and processes described herein.\nA typical site will include from four to eight Customer Charging Stations 410A, 410B. Since the voltage of the DC Power 302 generated by the Power Generation Component 300 varies in magnitude, it has to be converted by an Isolated DC/DC Converter 402 within the Charging Component 400. Each Customer Charging Station will have its own Constant Voltage Regulator 412A, 412B, Power Control Management Module 414A, 414B, and Customer Input Data and Metering Device 416A, 416B.\nThe Automated Control System Component 100 provides an Accounting and Billing Interface 110, a System Control 140, and a System Monitor 170. The Automated Control System Component 100 may include one or more processors, storage devices, and communication interfaces, all communicatively interconnected. Each processor may include, for example, one or more integrated circuit microprocessors, and each storage may be a ROM, flash memory, non-volatile memory, optical memory, magnetic medium, combinations of the above, or any other suitable memory. Each storage may include more than one physical element, and may also include a number of software routines, program steps, or modules that are executable by a processor to carry out the various functions and processes described herein.\nThe System Control 140 communicates with and/or controls the Internal Submerged Variable Speed Pump 212, the Gas Pressure and Flow Sensor 263, the Gas Temperature Sensor 265, the Gas Buffering system Supply Valve 262, the Gas Buffering Tank Relief Valve 268, the Gas Compressor 264, the Pressure Sensing Device 261, the DC/AC Converter 318, and the Customer's Input Data and Metering Device 416A, 416B. The System Monitor 170 communicates with and/or monitors the LNG level in the LNG Storage Tank 210, the Gas Pressure and Flow Sensor 263, the Gas Temperature Sensor 265, the Pressure Sensing Device 261, the DC Electrical System 316, and the Customer's Input Data and Metering Device 416A, 416B. The network interconnections between the Automated Control System Component 100 and the other components of the Fast Charge System can be implemented through a shared, public, or private network and encompass a wide are or local area. The network may be implemented through any suitable combination of wired and/or wireless communication networks. By way of example, the network may be implemented through a wide area network (WAN), local area network (LAN), an intranet, or the Internet.\nReferring now to FIG. 2, a flow chart depicts the transaction start up process of the first embodiment. The transaction start up process begins after the customer has selected the charging time and makes payment (e.g., cash) or inputs payment information (e.g., debit or credit card number) at the Customer Charging Station 410A, 410B. At the initial step 602, the Charging Station 410A, 410B sends information to the Accounting and Billing Interface 110 of the Automated Control System Component 100 regarding credit and billing, amount of charge, and rate of charge. In the next steps 604, 606, 608, the Accounting and Billing Interface 110 computes the DC power required for the transaction, computes the value of the transaction based upon pre-established power rates, and verifies credits and limits. In the next step 610, the Accounting and Billing Interface 110 determines whether credit is sufficient. If not, in the next step 612, the Accounting and Billing Interface 110 rejects the sale for insufficient credit. If credit is sufficient, in the next step 614, the Accounting and Billing Interface 110 computes the amount of fuel required and transmits that information to the System Control 140. In the next step 616, the System Control 140 activates and adjusts the Pump 212 in the LNG Storage Tank 210 to add LNG flow to the LNFT 230. In step 618, the System Control 140 supplements Natural Gas Flow 243 from the LNFT 230, if required, by adding Natural Gas 267 from the Gas Buffering Tank 266 through the gas flow buffering process shown in FIG. 3 and described below. In step 620, the System Control 140 adjusts the mass flow rate of Natural Gas 270 from the Fuel Component 200 to the Power Generation Component 300 by adjusting the Fuel Component Output Control Valve 272. In step 622, the System Monitor 170 monitors the DC Power 302. Steps 616, 618, 620, and 622 are contemplated as occurring concurrently, but can be initiated in any order. In the final step DC Power 302 is delivered to the Customer Charging Station 410A, 410B.\nReferring now to FIG. 3, a flow chart depicts the gas flow buffering process of the first embodiment. In step 632, the System Control 140 of the Automated Control System 100 continuously verifies that Natural Gas 273 is required for the Power Generation Component 300 to supply DC Power 302 for an ongoing transaction. The gas flow buffering process terminates when DC Power 302 is no longer required for an ongoing transaction. In step 634, the System Monitor 170 of the Automated Control System 100 continuously monitors the flow rate and pressure of the Natural Gas 243 via Gas Pressure and Flow Sensor 263. In step 636, the System Control 140 continuously determines whether pressure and flow is sufficient. In not, in steps 638 and 640, the System Control 140 opens the Gas Buffering Tank Relief Valve 268 and the System Monitor 170 measures gas temperature via Gas Temperature Sensor 265. In step 642, the System Control 140 continuously determines when the gas temperature is acceptable for the Power Generation Component 300. Generally this will be ambient temperature, although it will depend upon the specifications of the fuel cell manufacturer. If not, in step 644, the System Control 140 activates the In Line Gas Heater 270. If the gas temperature is determined to be acceptable in step 642, the System Control 140 opens the Fuel Component Output Control Valve 272 in step 646. In step 648, Natural Gas 273 is sent to the Power Generation Component. If in step 636 it is determined that pressure and flow is sufficient, step 646 is initiated.\nReferring now to FIG. 4, a flow chart depicts the pressure monitoring process for the Gas Buffering Tank 266, which ensures that the Gas Buffering Tank is maintained at an adequate pressure. It is contemplates that the Gas Buffering Tank 266 will be maintained at about 500 psi in order to avoid the need to heat Natural Gas 267 when it is throttled for use in the Power Generation Component 300. However, Natural Gas 267 could be stored at a much higher pressure, e.g., 3000 psi, but in that case the In Line Gas Heater 270 would most likely be required to warm the Natural Gas 273 before sending it to the Power Generation Component 300. In step 650, the System Monitor 170 of the Automated Control System 100 continuously monitors gas pressure in the Gas Buffering Tank 266 via Pressure Sensing Device 261. In step 652, the System Control 140 of the Automated Control System 100 determines whether pressure is sufficient. If so, step 650 is reinitiated. If gas pressure is not sufficient, the System Control 140 opens the Gas Buffering System Supply Valve 262 in step 654 and activates the Gas Compressor in step 656. In step 658, the System Monitor 170 monitors gas pressure in the Gas Buffering Tank 266 during the fill process. In step 660, the System Control 170 determines whether the Gas Buffering Tank 266 is full (i.e., whether the pressure has reached the predetermined threshold). If not, the process returns to step 658. If the Gas Buffering Tank 266 is determined to be full, the System control 140 deactivates the Gas Compressor 264 and closes the Gas Buffering System Supply Valve 262 in steps 662 and 664. At this point, the process returns to step 650.\nReferring now to FIG. 5, a flow chart depicts the transaction monitoring and shut down process. In step 670, the Customer Charging Station 410A, 410B sends information, including the completeness of the charge, regarding the status of charge to the System Monitor 170 of the Automated Control System Component 100. For instance, if the customer has selected to have a 75% charge and the vehicle is now 60% charged, that information is communicated to the Automated Control System. In step 672, the System Control 140 of the Automated Control System Component 100 determines whether the charge has reached 95% of the way to completion. If not, the System Control 140 continues charging in step 674 and the process returns to step 670. If the charge reaches 95% complete, the System Control 140 determines whether the charge has reached 100% completion. If not, the System Control 140 in step 678 slows the charging process by reducing by 50% the LNG flow required for the transaction to the LNFT 230 by adjusting the speed of Pump 212 in the LNG Storage Tank 210 and in step 680 adjusts the Fuel Component Output Control Valve to account for a decrease in the flow of Natural Gas 273 to the Power Generation Component 300. In step 682, the Fast Charge System 1 continues to charge the customer's vehicle at a reduced rated. The process then continuously loops between steps 670, 672, 676, 680, and 682 until it is determined in step 676 that the charge is 100% complete. When that occurs, the System Control 140 in step 684 reduces the output of DC Power 302 from the Power Generation Compone | The embodiments described and claimed herein are apparatus, systems, and methods for charging an electric vehicle at a stationary service station. In one embodiment, the service station includes a power generation component including at least one fuel cell, a fuel supply component for supplying fuel to the power generation component, a charging component including at least one customer charging station, and a control component for controlling and monitoring the other components and for providing accounting and billing functions. | US:15/486,482 | https://patentimages.storage.googleapis.com/eb/30/d6/8354d4981036f5/US10814734.pdf | US:10814734 | Agim GJINALI, Brian Joseph O'CONNOR, Rron GJINALI | Individual | US:20050287404:A1, WO:2009105448:A2, US:20100194334:A1, US:20110291613:A1, US:20140167694:A1, US:20150028799:A1, US:20150303704:A1, US:20150312666:A1, US:20150349573:A1, US:20170104359:A1, US:20180115179:A1 | 2020-10-27 | 2020-10-27 | 1. An electric vehicle charging facility comprising:\na power generation component for generating a DC electric power, the power generation component comprising a plurality of fuel cells, the fuel cells operable independently with respect to the others in the plurality;\na fuel component supplying a fuel to the power generation component; and,\na charging component electrically connected to the power generation component for charging an electric vehicle using the DC electric power, the charging component comprising a first customer charging station; and\na control system component comprising a processor, a data storage, and instructions stored in the data storage and executable by the processor to activate one or multiple fuel cells of the plurality of fuel cells to meet an energy demand of the charging component.\n, a power generation component for generating a DC electric power, the power generation component comprising a plurality of fuel cells, the fuel cells operable independently with respect to the others in the plurality;, a fuel component supplying a fuel to the power generation component; and,, a charging component electrically connected to the power generation component for charging an electric vehicle using the DC electric power, the charging component comprising a first customer charging station; and, a control system component comprising a processor, a data storage, and instructions stored in the data storage and executable by the processor to activate one or multiple fuel cells of the plurality of fuel cells to meet an energy demand of the charging component., 2. The electric vehicle charging facility of claim 1, wherein further instructions stored in the data storage are executable by the processor to control a magnitude of the DC electric power to meet the requirements of the electric vehicle., 3. The electric vehicle charging facility of claim 2, wherein further instructions stored in the data storage are executable by the processor to receive information from the charging component that is indicative of a charge in the electric vehicle and to reduce the magnitude of the DC electric power when the charge in the electric vehicle reaches a threshold value., 4. The electric vehicle charging facility of claim 1, wherein said charging component comprises a plurality of customer charging stations, the plurality of customer charging stations including the first customer charging station., 5. The electric vehicle charging facility of claim 3, wherein said charging component comprises a plurality of customer charging stations, the plurality of customer charging stations including the first customer charging station., 6. The electric vehicle charging facility of claim 1, wherein the instructions stored in the data storage and executable by the processor are further executable to activate the plurality of fuel cells sequentially to meet the energy demand of the charging component., 7. The electric vehicle charging facility of claim 1, wherein the instructions stored in the data storage and executable by the processor are further executable to activate the plurality of fuel cells randomly to meet the energy demand of the charging component., 8. The electric vehicle charging facility of claim 1, wherein the instructions stored in the data storage and executable by the processor are further executable to activate the plurality of fuel cells sequentially and randomly to meet the energy demand of the charging component., 9. The electric vehicle charging facility of claim 1, wherein the fuel is a natural gas., 10. The electric vehicle charging facility of claim 9, wherein the natural gas is provided to the fuel component from a high capacity natural gas pipeline., 11. The electric vehicle charging facility of claim 9, wherein the fuel component comprises a fuel storage tank for storing a liquid natural gas and a liquid natural gas to natural gas transformer for transforming the liquid natural gas to the natural gas., 12. The electric vehicle charging facility of claim 9, wherein the fuel component includes a gas buffering system for providing nearly instantaneous natural gas to the power generation component, the gas buffering system including a fuel storage tank and a compressor for storing the natural gas at an elevated pressure., 13. The electric vehicle charging facility of claim 1, wherein the power generation component includes a converter for converting at least a portion of the DC electric power to an AC electric power., 14. The electric vehicle charging facility of claim 11, wherein the fuel component includes a bleed gas recovery system for recovering bleed gas from the fuel storage tank for use by the power generation component., 15. The electric vehicle charging facility of claim 11 further comprising a heat recovery system that transfers a heat generated by the fuel cell assembly to the natural gas., 16. The electric vehicle charging facility of claim 15 wherein the liquid natural gas to natural gas transformer includes an electric resistance heater for heating natural gas, and the electric vehicle charging facility further comprises a control system component, wherein the control system component comprises a processor, a data storage, and instructions stored in the data storage and executable by the processor to activate the electric heater during system startup and to switch from the electric resistance heater to the heat recovery system after a period of time., 17. The electric vehicle charging facility of claim 11, wherein the heat recovery system is a closed water loop that receives heat from the fuel cell assembly via a first heat exchanger and transfer heat to the natural gas via a second heat exchanger., 18. The electric vehicle charging facility of claim 1, wherein each of the plurality of fuel cells is a polymer electrolyte membrane fuel cell., 19. The electric vehicle charging facility of claim 17, wherein each of the plurality of fuel cells has a maximum capacity of approximately 100 kW or less., 20. An electric vehicle charging facility comprising:\na power generation component for generating a DC electric power, the power generation component comprising a plurality of fuel cells, the fuel cells operable independently with respect to the others in the plurality;\na fuel component supplying a fuel to the power generation component, wherein the fuel component includes a gas buffering system for providing nearly instantaneous natural gas to the power generation component, the gas buffering system including a fuel storage tank and a compressor for storing the natural gas at an elevated pressure, the fuel component further including a bleed gas recovery system for recovering bleed gas from the fuel storage tank for use by the power generation component;\na charging component electrically connected to the power generation component for charging an electric vehicle using the DC electric power, the charging component comprising a first customer charging station; and\na control system component comprising a processor, a data storage, and instructions stored in the data storage and executable by the processor to activate one or multiple fuel cells of the plurality of fuel cells randomly to meet an energy demand of the charging component.\n, a power generation component for generating a DC electric power, the power generation component comprising a plurality of fuel cells, the fuel cells operable independently with respect to the others in the plurality;, a fuel component supplying a fuel to the power generation component, wherein the fuel component includes a gas buffering system for providing nearly instantaneous natural gas to the power generation component, the gas buffering system including a fuel storage tank and a compressor for storing the natural gas at an elevated pressure, the fuel component further including a bleed gas recovery system for recovering bleed gas from the fuel storage tank for use by the power generation component;, a charging component electrically connected to the power generation component for charging an electric vehicle using the DC electric power, the charging component comprising a first customer charging station; and, a control system component comprising a processor, a data storage, and instructions stored in the data storage and executable by the processor to activate one or multiple fuel cells of the plurality of fuel cells randomly to meet an energy demand of the charging component. | US | United States | Active | B | True |
| 267 | Electric vehicle battery thermal management system and method \n | US10857887B2 | The present disclosure relates generally to temperature management of electric vehicle batteries and more specifically to off-board temperature management of electric vehicle batteries during charging.\nU.S. Pat. No. 8,448,696 discloses an on-board thermal management system.\nU.S. Pat. No. 8,174,235 discloses a system and method for recharging electric battery vehicles that involves providing off-board coolant, U.S. Pat. No. 8,350,526 discloses a station for rapidly charging an electric vehicle battery that provides off-board coolant and U.S. Pub. No. 2013/0029193 discloses an electric vehicle and electric vehicle battery for cooling with off-board coolant during charging.\nIn accordance with a first feature of the present invention, a method of providing coolant to an electric battery for powering a drive train of an electric vehicle is provided that includes providing coolant from a coolant source off-board the electric vehicle at a first rate to cool the electric battery during recharging of the electric battery; and circulating coolant through a coolant loop on-board the electric vehicle at a second rate less than the first rate to cool the electric battery after the recharging of the electric battery.\nIn accordance with a second feature of the present invention, a method of providing coolant to an electric battery for powering a drive train of an electric vehicle is provided that includes providing coolant from an off-board coolant source to an on-board coolant loop for cooling the electric battery as a function of parameters of the on-board coolant loop.\nIn accordance with a third feature of the present invention, a method of providing coolant to an electric battery for powering a drive train of an electric vehicle is provided that includes determining a type of coolant in a coolant loop on-board the electric vehicle in fluid communication with the electric battery; selecting the determined type of coolant from a plurality of off-board coolant sources; and providing the determined type of coolant from an off-board coolant source to the coolant loop on-board the electric vehicle.\nIn accordance with a fourth feature of the present invention, a method of providing coolant to an electric battery for powering a drive train of an electric vehicle is provided that includes determining a rate of heat released by the electric battery from recharging the electric battery at a specified recharging rate; determining a convective heat transfer coefficient for removing the heat released by the electric battery during the recharging; determining a maximum allowable flow rate of the on-board coolant loop; determining whether an optimal flow rate of the coolant from an off-board coolant source satisfies constraints of the convective heat transfer coefficient and the maximum allowable flow rate; and recharging the electric battery at the specified recharging rate if the optimal flow rate of the coolant from an off-board coolant source satisfies the constraints of the convective heat transfer coefficient and the maximum allowable flow rate, the recharging the electric battery including providing the coolant from the off-board coolant source at the optimal flow rate.\nThe present invention is described below by reference to the following drawings, in which:\n FIG. 1 shows an on-board temperature management system in accordance with an embodiment of the present invention;\n FIG. 2 shows a flow chart illustrating a method in accordance with an embodiment of the present invention; and\n FIG. 3 schematically shows an off-board system in the form of a rapid charging station for charging an electric vehicle including the on-board temperature management system shown in FIG. 1 in accordance with an embodiment of the present invention.\nIn order to enable electric vehicle recharging at faster rates thermal management an important issue to solve. Higher rate recharging leads to increased heat dissipation within the battery pack. The Tesla Model S for example currently uses an on-board cooling system. An off-board cooling system may allow additional pumps to create a higher flow rate than what the pumps on-board the model S can deliver. High powered on-board pumps add weight to the vehicle so using an off-board cooling system may effectively reduce vehicle weight. In order to enable rapid recharging at a rate greater than the supercharger, the batteries need to be cooled very efficiently. A greater flow rate allows for more convection between the coolant and the cells, resulting in greater heat transfer between the coolant and cells, as well as a decreased temperature gradient between the inlet and outlet of the coolant tubes circulating in the modules. Another benefit of this invention is that a greater volume of liquid can be stored in the off-board system without increasing the weight of the vehicle. Embodiments of the invention could also be used to heat the battery at a greater rate if recharging were to take place in a cold climate. Additionally, the on-board heat exchanger may need to have a significantly greater cooling capacity to enable recharging at higher rates than the current superchargers. This heat exchanger may increase vehicle weight and take up a larger volume which could alternatively be used for more batteries. Significant cost savings for the vehicle may also provide incentive to use an off-board cooling system.\nAt a 300 kW charge, for example the Tesla model S 85 kWh battery pack creates the need for a coolant inlet temperature of 9° C. to prevent any cell from going into thermal runaway. The proposed 300 kW charger corresponds to a charging time of about 20 minutes for a full recharge for an 85 kWh battery pack. Tesla offers a supercharger that takes about 30-40 minutes for an 80% recharge in ideal conditions. Roughly 100 of these have been installed coast to coast. A 300 kW recharger is in the range of 10-15 minutes for an 80% recharge for the 85 kWh battery pack. Embodiments of invention are not limited to this recharging rate, and most preferably include charging rates of less than 5 minutes.\nThe heat exchanger on-board the model S may not be capable of achieving this kind of temperature for a given volume of coolant, necessitating an off-board cooling system. During the charging process using the Tesla supercharger, up to 13 kW of heat are generated, and with a 300 kW recharge, upwards of 50 kW of heat is generated. Without off-board cooling, the on-board system is required to have this load placed upon it. The pumps would need to operate at their highest available power for an extended period of time, increasing wear on the system. Scale up of the on-board cooling system may add both cost and weight to the vehicle, increasing overall vehicle cost.\n FIG. 1 shows an on-board temperature management system 100 in accordance with an embodiment of the present invention that is connectable to an off-board coolant source of an off-board temperature management system, as shown for example in FIG. 3. An outer cooling loop 102 runs to cool an on-board charger 104. An inner cooling loop 106, which cools at least one battery 106 of a battery pack, which at least in part powers the drivetrain of the electric vehicle, is coupled to an off-board cooling loop. In accordance with this embodiment, a pump 108 of cooling loop 106 on the vehicle ceases to operate once the off-board cooling system is properly connected to the vehicle system. As shown in FIG. 1, an inlet valve 110 for cooling loop 106 is placed after the pump 108 and before the heater. In this embodiment, the valve 110 is a three-way valve but could be any valve capable of shutting off the flow from the on-board system and allowing the off-board coolant to enter. In this embodiment, the off-board coolant is the same as on-board the vehicle.\nThe coolant passes through the battery pack 106 at the higher flow rate enabled by the off-board pump. After passing through the battery pack 106, the coolant returns to the off-board reservoir (e.g., source 64 in FIG. 3) via an outlet valve 112, which in this embodiment is a 3-way valve. Additionally, embodiments of the invention include the possibility of having multiple inlet and outlet valves. Having a greater number of valves may reduce the thermal gradient within the battery pack.\nThere are many important parameters to determine and control the maximum rate of charge that an electric vehicle can accept. The off-board system first determines the type of coolant which is on-board the vehicle. This can be determined via database from the vehicle owner's manual. Once it gets this information, then it can tap into a database which has all of the coolant properties, such as heat transfer coefficients, density and viscosity. Most of these coefficients can be obtained by handbooks such as ASHRAE. Some of the heat transfer coefficients may need to be determined experimentally, and those results may then be put into the database. Another piece of information that the off-board system determines is the rate at which it will pump coolant into the vehicle system. This determination involves a calculation based on multiple vehicle parameters. The maximum flow rate can be determined by the maximum power of the off-board pump, as well as the losses in the tubing system on-board the vehicle, including parameters such as the tube cross-sectional area and length. Once this maximum flow rate is determined, the temperature change of the coolant between inlet and outlet can be calculated. Another consideration is the properties of the tube/pipe system for coolant. A maximum pressure at which the coolant can be pumped in the piping system on-board the vehicle may limit the rate of coolant.\nThe off-board system may also determine and control the temperature at which the coolant is to be pumped. This involves the material properties of the cooling system on-board the vehicle. The surface area in contact with each of the batteries, as well as the thermal conductivity of all the materials in contact is used to determine the necessary coolant temperature. Other properties are involved, such as the mass of each battery, the specific heat, the internal resistance, and the charging current.\nAnother parameter taken into account in supplying coolant is the chemistry of the batteries on-board the electric vehicle. Certain battery chemistries can handle a maximum rate at which the batteries can be recharged. The off-board system may use this chemistry to determine what current and voltage to feed the on-board batteries.\nAccording to embodiments of the present invention, this information may be compiled in a database which the recharging station may access before initiating the rapid recharge.\nEmbodiments of the present invention may also include a control system with the ability to monitor the coolant temperature and cell temperature at various points within the battery pack to ensure safety during this rapid recharging process. The off-board system may contain controls to regulate the flow rate and coolant temperature. The sensors on-board the vehicle may relay information back to the off-board system to regulate the flow rate and temperature.\nAdditionally, there is the potential for a waste heat recovery system associated with the off-board thermal management system. Since a significant amount of heat is lost during charging, this waste energy could be extracted via the higher temperature coolant exiting the vehicle after charging.\nThe off-board rapid recharging system may first identify the type of vehicle which has just pulled into the recharging station. This may involve scanning an RFID tag or VIN number, or even a user interface in which the vehicle user enters the type of vehicle into the system. If a scanning system, a vehicle may pull into a station and an overhang above the vehicle may have an antenna similar to one used in an E-Z Pass tollbooth. Each electric vehicle owner may be required to purchase a tag similar to E-Z Pass which identifies the vehicle, or as shown below in FIG. 3, an RFID tag may be provided coupled to the battery or another components of the temperature management system 100 in the undercarriage of the vehicle. The owner could then pay for the rapid recharging using an account linked to the RFID tag.\nThe location of the RFID tag may also be on the windshield near the rearview mirror. Alternatively, the charging station could contain a user interface, including but not limited to smart phone applications or on-site touch screens. The user may then enter the type of electric vehicle from a set of choices, at which point a database may be accessed.\nThe account associated with the RFID tag may have information such as the vehicle make and model, and year of manufacture.\nOnce the vehicle has been identified by the methods above, the recharging system may tap into a database with information about the necessary properties of that particular EV. The database of may include but not be limited to the information identified below in Table 1. Such information may be required to determine the necessary coolant temperature and flow rate during the recharging process. Information not listed in this table could be determined from lab experiments used to further populate the database. Data also could be obtained from other databases such as electric vehicle spec sheets, owner's manuals, parts lists, or other resources. Such a database may include major categories such as vehicle type, vehicle components, and the properties and values associated with those components.\n\n\n\n\n\n\nTABLE 1\n\n\n\n \n\n\nEV Database\n\n\n\n\nCategory\nProperties\nData/Value\n\n\n \n\n\n\n\nVehicle Make\nTesla\n \n \n\n\nVehicle Model\nModel S\n\n\nVehicle Year\n2013\n\n\nType of Coolant\nEthylene Glycol - G48\n\n\n \nCoolant Properties\n\n\n \ndensity\n1.121\ng/cm{circumflex over ( )}3\n\n\n \nviscosity\n12.95\nmPa/s\n\n\nPump Specs\nmax sustained power\n800\nW\n\n\nVehicle Cooling System\nTubing length per module\n7.2\nm\n\n\n\n\nInformation\nTubing materials\ncopper\n\n\n \n \nsilicone elastomer blend\n\n\n \n \nsilicone adhesive\n\n\n\n\n \ntubing material properties\n \n \n\n\n \nthermal conductivity copper\n385\nW/mK\n\n\n \nthermal conductivity silicon elastomer\n⅓\nW/mK\n\n\n \nthermal conductivity adhesive\n1.8\nW/mK\n\n\n \nTubing cross sectional area\n1.2e−4\nm{circumflex over ( )}2\n\n\n\n\n \nHeat Exchanger cooling capacity\nlook up/determine\n\n\n \nMax pressure allowed in tubes\nlook up/determine\n\n\nVehicle Battery\ninternal chemistry\nNCA/max charge rate\n\n\n\n\nInformation\nmax recharge rate without damage\n120\nkW\n\n\n \nspecific heat of battery\n0.823\nJ/gC\n\n\n \ncell mass\n45.0\ng\n\n\n\n\n \ncharging current/voltage for system\n297.6 A/403.2 V\n\n\n \nnumber of cells/modules/configuration\n7104 cells/16 modules\n\n\n\n\n \n internal resistance \n60\nmilliohms\n\n\n \nmax allowable cell temperature\n40\ndegrees C.\n\n\n\n\n \nmin allowable cell temperature\nlook up/determine\n\n\n\n\n \nsurface area in contact between\n0.0006655\nm2 \n\n\n \ncells and cooling tube\n\n\n\n\n \nentropy produced by cells as a\nmaximum -\n\n\n\n\n \nfunction of state of charge\n68.31\nkJ/mol\n\n\n \n \n\n\n\n\n\n FIG. 2 shows a flow chart illustrating a method in accordance with an embodiment of the present invention. The method includes an algorithm that may perform computations after accessing the information shown in Table 1 from the database. As seen from the flow chart above, a first step 401 involves accessing the maximum recharging rate from the database. This may be used to provide the maximum allowable current and voltage that the system can use to recharge the vehicle. This voltage and current along with other values from the database can be used to obtain 402, or the rate of heat released {dot over (q)} during this rapid recharging period.\n\n\n\n\n\nq\n.\n\n=\n\n\n\nI\n2\n\n\nR\n\n+\n\n\nT\ncell\n\n\nΔ\n\n\n \n\n\nS\n\n\nI\nF\n\n\n\n\n\n\n\nStep 403 involves determining the limiting factor on the maximum flow rate allowed through the tubing system. This depends on the pump power, the strength of the piping materials, and the cooling capacity of the heat exchanger. For the proposed off-board system, the limiting factors may be the pump power of the off-board system, and the maximum pressure which the on-board pipes can handle. The following is a sample calculation based on multiple parameters obtained from the database which determines the maximum flow velocity based on a given pump power.\n\n\n\n\n\n\nW\n.\n\nh\n\n=\n\n\nηρ\n\n\n \n\n\n\nq\n.\n\n\n\ngh\nl\n\n\n=\n\n\nρ\n\n\n \n\n\nqgf\n\n\nL\nD\n\n\n\n\nV\n2\n\n\n2\n\ng\n\n\n\n=\n\n\nηρ\n\n\n \n\n\n\nV\n(\n\n\n0.00012\n\n\n \n\n\n\nm\n2\n\n\n1\n\n)\n\n\ng\n\n\n\n24\n\nμ\n\n\nρ\n\n\n \n\n\nVD\n\n\n\n\nL\nD\n\n\n\n\nV\n2\n\n\n2\n\ng\n\n\n\n=\n\nη\n\n\n \n\n\n\nV\n(\n\n\n0.00012\n\n\n \n\n\n\nm\n2\n\n\n1\n\n)\n\n\n\n\n12\n\nμ\n\nD\n\n\n\nL\nD\n\n\nV\n\n\n\n\n\n\n\n\nNow solving for velocity V:\n\n\n\n\n\nV\n2\n\n=\n\n\n\n\n\nW\n.\n\nh\n\n\n\nD\n2\n\n\n\n12\n\nημ\n\n\n \n\n\n\nL\n\n\n(\n\n\n0.00012\n\n\n \n\n\n\nm\n2\n\n\n1\n\n)\n\n\n\n\n=\n\n\n18.56\n\n\n \n\n\n\nm\n2\n\n\n\ns\n2\n\n\n\n\n\n\n\nUsing the values from above, as well as the pump efficiency η, solve for Vmax For now, assume the pump is 100% efficient.\n\nV max=4.308 m/s\n\nAn alternative limiting factor in step 403 may be the maximum pressure which the pipes of the on-board cooling system can handle. In the case of the Tesla Model S for example, the pipes are made of some kind of metal, including but not limited to copper or aluminum, and are 0.5 mm thick. Using the flow velocity calculated above in step 403, the pressure within the tubing system can be determined.\n P = ρ gh = ( 1121 kg m 3 ) ( 9.8 m s 2 ) ( 140.85 m ) = 1.547 MPa P = 2 ( strength ) ( thickness ) ( D ) ( safety factor ) P = 2 ( 33.3 MPa ) ( 0.0005 m ) ( 0.00706 m ) ( 1.5 ) = 3.14 MPa \nIn this particular case with a copper tube, the pipe burst pressure is above the maximum pressure due to the coolant flow rate. In other instances, this may not be the case and the maximum flow rate could be limited by this pressure.\n\nIn order to determine the necessary convective heat transfer coefficient 404, the database can access experimental research or a calculation can be used to derive the coefficient empirically. Other necessary heat transfer coefficients of the tubing materials may be accessed from the database in this stage.\nStep 405 involves choosing the optimal coolant flow rate which meets the constraints set in steps 403 and 404. The coolant flow rate does not exceed the maximum allowable flow rate, yet it meets the necessary heat transfer coefficient. If by chance the required heat transfer coefficient cannot be achieved by a flow rate less than the maximum, then the maximum recharge rate determined in step 401 may be re-calculated, and the process may begin again at step 401. The optimal flow rate 405 may be chosen with a given safety factor above the minimum necessary heat transfer coefficient 403 and the maximum flow rate 404.\nOnce the flow rate in step 405 is obtained, the necessary coolant outlet temperature 406 may be calculated using values from the database. This temperature represents the warmest temperature the coolant can be in order to prevent the last cell in the coolant loop from becoming too hot to safely charge. The following is a sample equation for determining the coolant outlet temperature, where T_coolant is the unknown variable. All of the values in the denominator represent various coefficients and thicknesses of the tubing materials. These values depend on the different thermal layers between the battery cells and the cooling system and may be different for each type of vehicle.\n\n\n\n\n\nq\n.\n\n=\n\n\nA\n\n\n(\n\n\nT\ncell\n\n-\n\nT\ncoolant\n\n\n)\n\n\n\n(\n\n\n1\nh\n\n+\n\nL\n\nk\nc\n\n\n+\n\n1\n\nh\nc\n\n\n+\n\nt\n\nk\ns\n\n\n+\n\n\nt\n\n\n \n\n\n2\n\n\nk\ns\n\n\n\n)\n\n\n\n\n\n\nStep 407 involves a calculation of the total coolant volume in the tubes adjacent to the battery pack. This specific volume is important because it represents the volume of coolant which absorbs the heat produced by the battery pack during the charging process.\nThis volume may be used to determine the temperature gradient 408 between the coolant tube inlet and outlet in each battery pack module. Maximizing the flow rate through the cooling tubes may minimize this temperature gradient. A sample calculation of how to determine this temperature gradient is provided, where the values on the left hand side are obtained from either database or prior calculations. This particular calculation shows the estimated coolant temperature gradient when using a 300 kW charger.\n\n\n\n\n\nq\n\nmc\np\n\n\n=\n\n\nΔ\n\n\n \n\n\nT\n\n=\n\n3.28\n\nK\n\n\n\n\n\n\nThe final calculation 409 may determine the necessary coolant inlet temperature. This may be the temperature at which coolant may be pumped from off-board the vehicle into the on-board cooling system. The off-board system may then release the coolant at the necessary pressure and temperature through tubing connected to the vehicle (410).\nThe control system linking the vehicle to the off-board system may constantly monitor the coolant temperature and cell temperatures at various points on-board the vehicle. If any cell temperature becomes too high, the system may increase the coolant flow rate assuming that it is less than the maximum. If the flow rate cannot be increased, the charging may stop momentarily until a more stable temperature is achieved.\n FIG. 3 schematically shows an off-board system in the form of a rapid charging station 60 for charging an electric vehicle 20 including on-board temperature management system 100 according to an embodiment of the present invention. In the preferred embodiment of the present invention, electric vehicle 20 is a pure electric vehicle including an electric vehicle battery pack 106, but not an internal combustion engine, powering a drive system of vehicle 20. In an alternative embodiment, electric vehicle 20 may be a hybrid electric vehicle and may include an internal combustion engine working in cooperation with electric vehicle battery pack 106.\nRapid charging station 60 may include an electric power supply system 62 for rapidly charging battery pack 106 of vehicle 20 and an off-board temperature management system 64 for supplying heat exchange fluid to battery pack 106 as battery pack 106 is rapidly charged by electric power supply system. The driver of vehicle 20 may pull into rapid charging station 60, turn off vehicle 20 and insert a connector 42 on an end of a supply line 68 of rapid charging station 60 into a corresponding receptacle 50 of vehicle 20 that is accessible from the outside of vehicle 20. In the embodiment shown in FIG. 3, supply line 68 extends outside of a base portion 72 and includes an electrical supply line 68 a, which may be a cable, coupled to electric power supply system 62 and a heat exchange fluid supply line 68 b, which may be a hose, coupled to off-board coolant supply 64. The driver may insert connector 42 into receptacle 50 of vehicle 20 such that connector 42 is temporarily locked into place in receptacle 50. Receptacle 50 may include one or more grooves 52 formed therein for receiving a corresponding number of protrusions 44 extending radially from connector 42. Protrusions 44 may be spring loaded with respect to connector 42 and may be forced to retract radially into connector 42 via contact with the outside of receptacle 50 and then actuate radially outward into grooves 52 once connector 42 is in receptacle 50. Protrusions may also be retracted via the driver pushing a locking/unlocking actuator 46, which in this embodiment is a push button on connector 42, and once connector 42 is inserted in receptacle 50, actuator 46 may be released so protrusions 44 enter into grooves 52. After connector 42 is locked in place in receptacle 50, with protrusions 44 cooperating with grooves 52 to prevent connector 42 from being pulled out of receptacle 50, the driver may activate a charging/cooling actuator, which in this embodiment is in the form of a handle 48 that may be gripped and squeezed toward connector 42 to begin the flow of current from electric power supply system 62 and the flow of heat exchange fluid from off-board coolant supply 64 into battery pack 106.\nAfter heat exchange fluid passes through battery pack 106 and exits outlets of battery pack 106, the heat exchange fluid enters exits the outlet of outlet valve 112. The heated heat exchange fluid then is pumped out of a heat exchange fluid outflow section 96 in receptacle 50 into a heat exchange fluid return section 86 in a connector 42 and through a return line 68 c into off-board coolant supply 64 by a return pump 75. The heat exchange fluid returned to off-board coolant supply 64 is thermally conditioned for reuse.\nA controller 70 may be provided for controlling the amount of charge supplied to battery pack 106 from electric power supply system 62 and to control the supply of coolant from off-board coolant supply 64 as described above. Controller 70 may also be a coupled to a touchscreen 71 and a credit card receptacle 73. As similarly discussed above, controller 70 also may be coupled with a detector, for example in the form of an radio-frequency identification (“RFID”) reader 77 in communication with an information source in the form of a RFID tag 79 of vehicle 20 wherein communication between the reader and tag may input data for controlling one or more of the recharge, heat exchange fluid and transaction parameters. The detector and information source may take a variety of alternative or combined detection and communication forms, such as an optical, magnetic, acoustic, pattern recognition or other detector and compatible information source.\nWhen rapid charging station 60 begins charging, rapid charging station 60 provides current from electric power supply system 62 and heat exchange fluid from off-board coolant supply 64 to battery pack 106 until battery pack 106 is sufficiently charged. Heat exchange fluid is pumped by an off-board pump 74, which has a greater pumping capacity than the on-board pump 108 (i.e., pump 74 may pump heat exchange fluid at a higher rate than the on-board pump 108), through heat exchange fluid supply line 68 b. Off-board system 60 provides coolant from coolant source 64 off-board the electric vehicle 20 at a first rate to cool electric batteries of pack 106 during recharging of battery pack 106. On-board system 100 circulates coolant through coolant loop 106 on-board the electric vehicle 20 at a second rate less than the first rate to cool the electric batteries of battery pack 106 after the recharging of the electric batteries. The heat exchange fluid exits heat exchange fluid supply line 68 b at a heat exchange fluid supply section 84 in connector 42 and enters into the inlet of valve 110 (FIG. 1) of system 100 in vehicle 20 at a heat exchange fluid inflow section 94 in receptacle 50. The heat exchange fluid supply conduit is coupled to the inlet s of battery pack 106 and supplies heat exchange fluid to battery pack 106. Current is sent from electric power supply system 62 by a power feeding apparatus 76 through electrical supply line 68 a. The current exits electrical supply line 68 a at an electrical supply section 82 in connector 42 and enters into an electrical conduit 24 in vehicle 20 at an electrical inflow section 92 in receptacle 50. In order to prevent connector 42 from being removed from receptacle 50 while current and heat exchange fluid are being supplied into vehicle 20, protrusions 44 are prevented from being retracted into connector 42 during charging. Connector 42 may also include spring loaded couplings at or near heat exchange fluid supply section 84 that allow for quick sealing of supply section 84 during the removal of connector 42 from receptacle 50 to prevent heat exchange fluid leakage.\nEmbodiments of invention may include other recharging stations, including but not limited to home based recharging stations. These home based recharging stations could be specific to the type of vehicle being recharged by the user.\nThe recharging stations at home could withdraw current from the grid at a slower rate during off-hours to recharge an associated battery pack which would rapidly discharge to provide power to the vehicle to recharge its batteries.\nOne of the primary benefits of embodiments of the invention is the potential weight, cost, and volume savings associated with not needing to upgrade the electric vehicle's on-board system. An improved heat exchanger may be provided to accept higher rates of recharge. The heat exchanger may have a cooling capacity required to absorb the 50 or more kW of heat generated during a 300 kW recharge. Heat exchangers capable of handling a rate of 120 kW may also be used.\nThe extra volume required to include a heat exchanger with 50 kW cooling capacity is significant. A heat exchanger capable of removing 50 kW of heat could take up 0.226 m3 additional volume in comparison to a heat exchanger capable of removing only 8 kW of heat. This additional volume could take away from either the trunk space or the battery capacity of the vehicle. If this volume were taken away from the battery capacity, then it could result in a capacity loss of up to 29.73 kWh, or 93 miles range! Table 2 summarizes the benefits of an exemplary embodiment of the present invention and in particular an off-board cooling system.\n\n\n\n\n\n\n \nTABLE 2\n\n\n \n \n\n\n\n \nWeight Savings\n23\nkg or\n\n\n \n \n50.7\nlbs\n\n\n\n\n \nCost Savings\n$2,700\n\n\n\n\n \nVolume Savings\n0.2212\nm{circumflex over ( )}3\n\n\n \nadditional capacity\n29.73\nkWh or\n\n\n \nfrom volume\n93\nmiles range\n\n\n \nsavings\n\n\n \n \n\n\n\n\n\nIn the preceding specification, the invention has been described with reference to specific exemplary embodiments and examples thereof. It will, however, be evident that various modifications and changes may be made thereto without departing from the broader spirit and scope of invention as set forth in the claims that follow. The specification and drawings are accordingly to be regarded in an illustrative manner rather than a restrictive sense.\n | A method of providing coolant to an electric battery for powering a drive train of an electric vehicle is provided. The method includes providing coolant from a coolant source off-board the electric vehicle at a first rate to cool the electric battery during recharging of the electric battery; and circulating coolant through a coolant loop on-board the electric vehicle at a second rate less than the first rate to cool the electric battery after the recharging of the electric battery. | US:15/516,666 | https://patentimages.storage.googleapis.com/2d/48/8a/91570bb8f81e28/US10857887.pdf | US:10857887 | Michael L EPSTEIN, Christopher K DYER, Eric Materniak | Lightening Energy | US:6138466, US:20020152972:A1, US:20080078542:A1, US:20130300361:A1, US:20120043935:A1, US:20130029193:A1, WO:2013015926:A1, US:20140062397:A1, US:20130074525:A1, US:20150239365:A1 | 2019-02-23 | 2020-12-08 | 1. A method of providing coolant to an electric battery for powering a drive train of an electric vehicle comprising:\nproviding off-board coolant from a coolant source off-board the electric vehicle at a first rate to cool the electric battery during recharging of the electric battery; and\ncirculating on-board coolant through an on-board coolant loop on-board the electric vehicle via an on-board pump at a second rate less than the first rate to cool the electric battery after the recharging of the electric battery,\nwherein the providing of the off-board coolant from the coolant source off-board the electric vehicle at the first rate includes injecting the off-board coolant into the coolant loop at an inlet valve upstream of the electric battery and downstream of the on-board pump.\n, providing off-board coolant from a coolant source off-board the electric vehicle at a first rate to cool the electric battery during recharging of the electric battery; and, circulating on-board coolant through an on-board coolant loop on-board the electric vehicle via an on-board pump at a second rate less than the first rate to cool the electric battery after the recharging of the electric battery,, wherein the providing of the off-board coolant from the coolant source off-board the electric vehicle at the first rate includes injecting the off-board coolant into the coolant loop at an inlet valve upstream of the electric battery and downstream of the on-board pump., 2. The method as recited in claim 1 wherein an off-board pump off-board the electric vehicle having a first pumping capacity provides the coolant at the first rate during the recharging of the electric battery, the on-board pump having a second pumping capacity at the second rate after the recharging of the electric battery, the first pumping capacity being greater than the second pumping capacity., 3. The method as recited in claim 1 further comprising, during recharging of the electric battery, providing the coolant exiting the electric battery to the coolant source off-board the electric vehicle., 4. The method as recited in claim 3 wherein the providing the coolant exiting the electric battery to the coolant source off-board the electric vehicle includes controlling an outlet valve in the coolant loop downstream from the electric battery to direct the coolant from the coolant loop to the coolant source off-board the electric vehicle., 5. The method as recited in claim 1 wherein the on-board coolant and the off-board coolant are the same., 6. The method as recited in claim 1 further comprising shutting off the on-board pump before the providing of the off-board coolant from the coolant source off-board to the electric vehicle., 7. The method as recited in claim 1 wherein the on-board coolant loop includes a heater downstream of the inlet valve and upstream of the electric battery., 8. The method as recited in claim 1 further comprising shutting off coolant flow from an on-board coolant source to the electric battery via the inlet valve before the providing the off-board coolant from the coolant source off-board the electric vehicle through the inlet valve., 9. The method as recited in claim 8 wherein the inlet valve is a three-way valve., 10. The method as recited in claim 1 further comprising controlling the providing of the off-board coolant from the coolant source off-board the electric vehicle based on a make, model and year of the vehicle., 11. The method as recited in claim 10 wherein the controlling of the providing of the off-board coolant from the coolant source off-board the electric vehicle based on the make, model and year of the vehicle includes accessing a database including data for the on-board coolant., 12. The method as recited in claim 11 wherein the data for the on-board coolant includes a density and viscosity of the on-board coolant., 13. The method as recited in claim 10 wherein the controlling of the providing of the off-board coolant from the coolant source off-board the electric vehicle based on the make, model and year of the vehicle includes accessing a database including data for tubing of the coolant loop., 14. The method as recited in claim 13 wherein the data for the tubing of the coolant loop includes a thermal conductivity of materials of the tubing., 15. The method as recited in claim 13 wherein the data for the tubing of the coolant loop includes a length of the tubing., 16. The method as recited in claim 3 further comprising extracting waste heat energy from the coolant provided to the coolant source off-board the electric vehicle via a waste heat recovery system. | US | United States | Active | B | True |
| 268 | 전기 자동차 배터리 운반, 화재 진압이 가능한 소방 컨테이너가 구비된 이동차량 \n | KR102197265B1 | NaN | 본 발명은 전기 자동차 배터리 운반, 화재 진압이 가능한 소방 컨테이너가 구비된 이동차량에 관한 것으로서, 소화 약재가 보관되는 소방컨테이너를 이용하여 전기차 배터리 운반과정 또는 전기 자동차 운행 과정 중 전기차 배터리에서 발생되는 화재의 초기 진압이 가능하도록 하여 화재로 인한 피해를 최소화 하기 위한 것이다. \n이를 실현하기 위한 본 발명은, 이동차량(10)의 일측에는 전기차 배터리(B)가 적재될 수 있는 배터리 적재부(20)가 구성되고; 상기 배터리 적재부(20)의 상부에는 방재를 위한 소화 약재(S)가 미립자 형태로 보관되는 소방 컨테이너(30)가 구성되며; 상기 소방 컨테이너(30)에는 소화 약재(S)의 배터리 적재부(20) 배출을 단속하기 위한 개폐밸브(31)가 구비된 것을 특징으로 한다. | KR:1020200062092A | https://patentimages.storage.googleapis.com/6e/e4/34/edc436314243db/KR102197265B1.pdf | KR:102197265:B1 | 정미정, 박현우, 김문형 | 정미정 | KR:20070073173:A, CN:106693234:A, KR:20180113795:A, KR:200491025:Y1 | Not available | 2020-12-31 | 삭제, 삭제, 이동차량(10)의 일측에는 방재를 위한 소화 약재(S)가 미립자 형태로 보관되는 소방 컨테이너(30)가 구성되고;상기 소방 컨테이너(30)에는 전기 자동차(100)가 수용될 수 있는 일정 크기의 자동차 수용부(32) 및 상기 자동차 수용부(32)로 소화 약재(S)를 배출시키기 위한 개폐밸브(31)가 구비되며;상기 이동차량(10)에는 소방 컨테이너(30)를 이동시키기 위한 컨테이너 이동수단이 구성된 것을 특징으로 하는 전기 자동차 배터리 운반, 화재 진압이 가능한 소방 컨테이너가 구비된 이동차량., 청구항 3에 있어서,상기 컨테이너 이동수단은 유압실린더(61)에 의한 길이 조절이 가능한 붐대(60)와, 상기 붐대(60)의 각도 조절을 위한 회동 실린더(62)와, 상기 붐대(60)의 선단부에 권취되어 소방 컨테이너(30)의 높이를 조절하는 승강와이어(63)를 포함하는 구성을 이루는 것을 특징으로 하는 전기 자동차 배터리 운반, 화재 진압이 가능한 소방 컨테이너가 구비된 이동차량., 청구항 3에 있어서,상기 소방 컨테이너(30)에는 전기의 차폐를 위해 분쇄 폐타이어가 충진된 절연층(70)이 구성되고, 상기 절연층(70)의 외측에는 냉각수의 순환이 이루어지는 냉각파이프(80)가 일정 간격으로 구성되며, 상기 냉각파이프(80) 상호간에는 탄성스프링(90)에 의한 탄성 지지가 이루어지는 것을 특징으로 하는 전기 자동차 배터리 운반, 화재 진압이 가능한 소방 컨테이너가 구비된 이동차량., 청구항 3에 있어서,상기 소화 약재(S)는 이산화규소(SiO2), 산화나트륨(Na2O), 산화칼슘(CaO), 산화알루미늄(Al2O3), 산화마그네슘(MgO), 산화칼륨(K2O)의 혼합 조성을 이루는 것을 특징으로 하는 전기 자동차 배터리 운반, 화재 진압이 가능한 소방 컨테이너가 구비된 이동차량., 청구항 6에 있어서,상기 소화 약재(S)에는 테프론 분말 및 유리섬유가 추가로 혼합된 것을 특징으로 하는 전기 자동차 배터리 운반, 화재 진압이 가능한 소방 컨테이너가 구비된 이동차량. | KR | South Korea | NaN | B | True |
| 269 | Vehicle \n | US10625784B2 | The present patent application/patent claims the benefit of priority of co-pending European Patent Application No. 17186568.6, filed on Aug. 17, 2017, and entitled “VEHICLE,” the contents of which are incorporated in full by reference herein.\nThis invention relates to a vehicle. In particular, the invention relates to how to design a collision energy absorbing system for an electric vehicle provided with a heavy battery pack.\nElectric vehicles are about to form a widespread alternative to vehicles provided with internal combustion engines. A plug-in electric vehicle is equipped with one or more electric motors operatively connected to the driving wheels of the vehicle and a battery pack for storage of electric energy.\nA rather large and heavy battery pack is needed for running a vehicle on electric energy over distances that are sufficiently long, say, more than 100-200 km, to make plug-in electric vehicles a really interesting alternative. A challenge in the development of electric vehicles is the design of such a battery pack and how to install it in the vehicle. Besides the considerable weight and dimensions of the battery pack, there are regular safety demands with regard to collision energy absorption for the vehicle, etc., and for electric vehicles there are further safety issues related to damage of the battery pack and to electric hazards (short circuits, etc.).\nBattery packs for electric cars are typically arranged in the bottom of the vehicle below the floor of the passenger compartment. An advantage of such an arrangement is that it provides for a low centre of gravity for the vehicle. Various arrangements have been presented for how to design the body frame structure for such vehicles and for addressing the different safety aspects, such as avoiding puncture of the battery pack, which might lead to fires that are difficult to extinguish.\nUS2013/0252059 discloses an under-floor battery pack arrangement that is stated to provide dimensional stability of parts while reducing the weight using a plastic composite.\nUS2013/0119706 discloses a floor-mounted battery pack supported by a vehicle body frame that includes deformable shock absorbing members that, when buckling in the event of, e.g., a head-on collision, causes rigid members to be positioned in a certain manner so that short circuits/ground fault can be prevented.\nAlthough there are a lot of designs proposed for electric vehicles that solve particular problems, there is still a need for solutions that generally improve safety for electric vehicles, simplify production, etc.\nThe invention concerns a vehicle comprising: at least one electric motor configured for driving the vehicle; a battery pack configured to supply the electric motor with electric power for driving the vehicle; a vehicle body frame structure configured to form a main supporting structure of the vehicle; and a collision energy absorbing system configured to absorb collision energy in the event of an accident.\nThe collision energy absorbing system comprises a first absorbing structure that is positioned between the battery pack and a front of the vehicle, wherein the first absorbing structure is configured to, in case the vehicle is subject to a head-on collision with an object, act against said object and absorb all or most of a collision energy of the battery pack without transferring said battery pack collision energy to the vehicle body frame structure.\nThus, most or all of the collision energy of the battery pack in such a collision will be distributed between the first absorbing structure and the object the vehicle collides with. Accordingly, the body frame structure is exposed to zero or only a small fraction of the collision energy originating from the battery pack (but to a lot of other collision energy, of course). This means that the body frame structure does not have to be designed to handle the potentially considerable head-on collision energy of the (heavy) battery pack, which in turn means that the structure of the body frame structure can be made less complex. This provides possibilities for reducing the weight of the body frame structure and making the production of the electric vehicle more cost-efficient.\nThe first absorbing structure may extend in a substantially longitudinal direction of the vehicle between the battery pack and a front of the vehicle and may contain one or several deformation sections/parts configured to absorb collision energy while deforming (buckling, bending, crumpling, etc.), and the first absorbing structure is preferably designed to handle also off-set head-on collisions. Besides deformation sections, the first absorbing structure may comprise airbags or other collision energy absorbers. Components of this type are known as such. The first absorbing structure may also contain one or several rigid sections/parts that chiefly have the function of forming extensions to make the first absorbing structure reach all the way from the battery pack to the front of the vehicle.\nThe deformation sections of the first absorbing structure may contain crumple crash boxes, collapsible honeycomb structures, various bars, etc. Straight or bent bars may be designed to bend at certain positions when compressed and/or may extend in a direction exhibiting an angle to both the longitudinal direction of the vehicle and a vertical plane perpendicular to the longitudinal direction.\nAs a basic example with only horizontally directed straight bars, the first absorbing structure may comprise first and second bars extending from opposite side portions of the battery pack in a diagonally forward direction towards a centreline of the vehicle so that the two bars and the front of the battery pack roughly forms a triangle with the tip/apex pointing towards the front of the vehicle. A sharp tip can be avoided by removing the tip part, shortening the first and second bars and connecting the first and second bars at their front ends with a further, transversal bar. The first and second bars will then be directed so as to be capable of deforming/bending and absorbing collision energy if the vehicle collides head-on with an object and the first and second bars act against the object and thereby become subject to a longitudinally directed collision force.\nThe first absorbing structure does not necessarily have to extend to the very front of the vehicle. Parts that absorb only small amounts of collision energy, such as a grille or other outer parts, can be placed at the very front of the vehicle. Rigid parts that simply transfer the collision energy in the longitudinal direction can also be positioned in front of the first absorbing structure. Such a rigid part may be a transversally extending bumper beam/cross bar that forms part of the vehicle body frame structure. Also, a subframe positioned below the vehicle body frame structure at the front of the vehicle may comprise a similar (secondary) bumper beam/cross bar. A bumper beam/cross bar may protrude at the very front of the vehicle to prevent that headlights, grille or other exterior parts are damaged at low-energy collisions.\nThe vehicle body frame structure may comprise two longitudinally extending side members connected to a main bumper beam/cross bar. It is common to design a vehicle's collision energy absorbing system so that the connections between the bumper beam and the side members deform, or so that a front part of the side members themselves deform/crumple/bend, in case of a sufficiently energetic head-on collision. The bumper beam will thus come closer to a rear of the vehicle in an accident of this type. Such a design of the vehicle's energy absorbing system has no particular effect on the function of the design of the present disclosure since the first absorbing structure still can act against the object collided with, via the bumper beam if positioned in between, and handle the collision energy of the battery pack without involving the vehicle body frame structure.\nAccordingly, there might be some vehicle parts present between the first absorbing structure and the object at the collision, so said first absorbing structure does not necessarily have to extend to the very front of the vehicle.\nWhen the vehicle is provided with a collision energy absorbing system as described above, i.e., where a front part of the body frame structure is deformable, it is an advantage if the first absorbing structure is adjusted to the properties of the body frame and to the particular weight/size of the battery pack so that the first absorbing structure deforms in a similar rate and to a similar extent as the body frame during the collision. If so, the battery pack does not move in relation to the body frame during the collision (except in relation to the deformed front part of the body frame). This makes it easier to arrange for the support of the battery pack in the body frame and it also reduces the risk of damaging the battery pack during the collision.\nThe battery pack is arranged in a releasable manner in relation to the vehicle body frame structure so as to allow the battery pack to move towards the front of the vehicle and thereby allow the first absorbing structure to handle the collision energy of the battery pack independently of the vehicle body frame structure. Such a relative movement of the battery pack should normally be prevented unless the vehicle is exposed to collision forces exceeding a certain threshold value (to avoid movement of the battery when breaking hard or in low-energy collisions when the collision energy can be absorbed by other means).\nThe battery pack may be fixed to or arranged onto a sub-frame that may be releasably attached to the vehicle body frame structure and that may form part of the first absorbing structure. The sub-frame may be isolated from the vehicle body frame structure via rubber bushings and may comprise its own crash structure, adapted to the weight of the particular battery pack used. A suitable sub-frame for this purpose is a (modified) front sub-frame used for, e.g., front wheel suspension.\nIn principle, the battery pack can be placed almost anywhere in the vehicle as long as the first absorbing member is properly arranged. However, in a particularly advantageous variant of the invention, the vehicle is a passenger car where the battery pack is positioned in what conventionally is referred to as the engine bay, i.e., in front of a passenger compartment of the passenger car. Since the body frame structure does not have to be adapted to handle the additional head-on collision energy of the battery pack, this means that the same or close to the same body frame structure and general vehicle structure that previously has been used for a driving system including an internal combustion engine, etc. also can be used when the vehicle is converted into an electric vehicle including the battery pack, etc. Some adaptations are of course needed for housing one or more electric motors, batteries and various electronics instead of an engine, an exhaust system and a fuel tank, etc., but the general structure of the vehicle can be the same, which is in contrast to the designs where the battery pack is arranged under the floor of the passenger compartment.\nA great advantage of this is that it is not required to develop a new platform for producing a new body frame, chassis, etc., particularly adapted to electric vehicles. Since the existing vehicle platform can be used it becomes considerably simpler and less costly to produce electrical vehicles. A further advantage is that even if there is a desire to develop a new platform this can be postponed some years until there is a better knowledge of the future performance of batteries, etc. For instance, if batteries get much more effective with higher capacity the total weight and size of the battery pack might be much smaller than today which affects the design of the vehicle and thus the platform.\nThe battery pack arranged in the “engine bay” may be given a size, shape and weight similar to that of the engine previously arranged in the same place. This means for instance that a deformation zone may be arranged in front of the battery pack where the first absorbing structure is positioned and where the vehicle body frame structure is arranged to be deformable. A deformation zone may also be arranged at the rear of the battery pack, i.e., between the battery back and the passenger compartment.\nA further advantage of placing the battery pack in the “engine bay”, and in particular in case the battery pack is designed to at least roughly resemble the shape and weight of the former engine, is that a lot of collision experience obtained from tests and real cases related to engine-equipped vehicles can be used for various purposes. This is in contrast to new vehicle platform designs where the battery pack is arranged under the floor and where collision experience is rare.\nEngines placed in the engine bay are generally allowed to come loose from its mountings to the vehicle body frame structure in case of a head-on collision (of sufficient magnitude) and crash with the object collided into. A battery pack cannot be allowed to simply be released from the frame structure as it could lead to hazardous damages to the battery pack. Therefore, the first absorbing structure is arranged between the battery pack and the front of the vehicle.\nTo further reduce the risk of puncturing the battery pack an impact load distributor is preferably arranged to cover at least the front side of the battery pack. As an example, the impact load distributor may comprise a 50 mm honeycomb aluminium structure and a high strength steel plate with a thickness of around 2 mm.\nThe battery pack as such is preferably made to be rigid to prevent penetration and deformation. This can be accomplished by designing the battery pack to be made up of rigid boxes arranged on top of each other so as to define a number of shear planes. A plurality of smaller battery units can be arranged in each of the battery boxes. This provides for a modular concept with scalability properties.\nThe battery box is preferably arranged so that the number of vertically arranged boxes can vary. A battery pack with lower height can thus easily be provided if, for instance, there is a desire to make room for an electric motor at the front wheels of the vehicle below the battery pack.\nAdditional batteries may be arranged in the former exhaust tunnel of a former engine-driven vehicle. These additional batteries may be arranged on the same sub-frame as the battery pack in the “engine bay”.\nIn an embodiment of the invention, the first absorbing structure extends in a substantially longitudinal direction of the vehicle between the battery pack and a front of the vehicle.\nIn an embodiment of the invention, the first absorbing structure comprises a deformation structure capable of absorbing collision energy while deforming when subjected to a compression force directed in the longitudinal direction of the vehicle.\nIn an embodiment of the invention, the battery pack is arranged in a front portion of the vehicle in association with front wheels of the vehicle.\nIn an embodiment of the invention, the vehicle comprises a passenger compartment and wherein the battery pack is arranged in front of the passenger compartment.\nAccording to the invention, the battery pack is releasably attached to the vehicle body frame structure so as to be capable of being decoupled from the vehicle body frame structure in the event of an accident.\nIn an embodiment of the invention, the battery pack is arranged on a sub-frame. This may be a sub-frame that supports the (front) wheel suspension of the vehicle. Preferably, the sub-frame is releasably attached to the vehicle body frame structure so as to be capable of being decoupled from the vehicle body frame structure together with the battery pack in the event of an accident. Preferably, the first absorbing structure comprises at least one part that also forms part of the sub-frame.\nIn an embodiment of the invention, the vehicle body frame structure comprises first and second transversally spaced longitudinal beams extending in a longitudinal direction of the vehicle between a front portion and a rear portion thereof, wherein the frame structure further comprises at least a first transversal beam extending between the longitudinal beams at the front of the vehicle.\nIn an embodiment of the invention, the battery pack is arranged rearwards of the first transversal beam.\nIn an embodiment of the invention, the electric motor is operatively connected to at least one driving wheel of the vehicle.\nIn an embodiment of the invention, the battery pack comprises a plurality of rigid boxes arranged on top of each other so as to define a number of shear planes.\nIn an embodiment of the invention, a front side of the battery pack is provided with an impact load distributor.\nThe term “vehicle body frame” structure is intended to mean the main supporting structure of the vehicle to which all (or most) other components are attached. Main functions of the vehicle body frame are to support components and body and to handle various static and dynamic loads.\nThe term “sub-frame” is intended to mean a structural frame component used to reinforce or complement a particular section of the vehicle body frame structure. The sub-frame is typically used to attach the suspension to the vehicle.\nIn the description of the invention given below reference is made to the following figures, in which:\n FIG. 1 shows an embodiment of an electric vehicle provided with a battery pack, frame structure and a collision energy absorbing system according to the invention.\n FIG. 2a shows the battery pack, the frame structure and the collision energy absorbing system according to FIG. 1.\n FIG. 2b shows the frame structure and the collision energy absorbing system according to FIG. 2a with the battery pack removed.\n FIG. 3 shows a variant of the battery pack.\n FIG. 4 shows a partial sectional view of the battery pack according to FIG. 3.\n FIG. 1 shows an embodiment of an electric vehicle 1 having a front 1 a and a rear 1 b. The vehicle 1 comprises an electric motor (not shown in the figures) operatively connected to the driving wheels of the vehicle 1 and a battery pack 2 configured to supply the electric motor with electric power for driving the vehicle 1.\nThe vehicle further comprises a vehicle body frame structure including first and second side members 3, 4 that extend in a longitudinal direction of the vehicle at opposite sides thereof, wherein the side members 3, 4 are connected by a main bumper beam 5 extending transversally at the front 1 a of the vehicle 1. The vehicle body frame structure is configured to form a main supporting structure of the vehicle 1 and comprises more parts than shown in the schematic figures; only a few front parts are shown in the figures.\n FIGS. 2a and 2b show the main parts of FIG. 1. In FIG. 2b the battery pack 2 has been omitted.\nThe battery pack 2 is arranged onto a sub-frame comprising first and second secondary side members 6, 7 (see FIGS. 2a and 2b ) that extend in a longitudinal direction of the vehicle at opposite sides thereof below the main side members 3, 4. The secondary side members 6, 7 are connected by a secondary bumper beam 8 extending transversally at the front 1 a of the vehicle 1 below the main bumper beam 5.\nThe sub-frame is provided with a frame 16 for holding the battery pack 2 in place.\nThe sub-frame is in this example attached to the vehicle body frame structure in a releasable manner so that when the vehicle body frame structure is subject to a deceleration that exceeds a threshold value, the sub-structure is decoupled and can move in a forward direction in relation to the vehicle body frame structure.\nThe vehicle is further provided with a collision energy absorbing system configured to absorb collision energy in the event of an accident, in particular a head-on collision. This system includes: first and second crumple crash boxes 9, 10 integrated with the first and second main side members 3, 4 respectively (see FIGS. 2a and 2b ); third and fourth crumple crash boxes 11, 12 integrated with the first and second secondary side members 6, 7 respectively (see FIGS. 2a and 2b ); and an absorbing member 13 arranged at a front side 14 of the battery pack 2 extending towards a rear side of the main bumper beam 5.\nThe collision energy absorbing system may of course comprise further parts not shown in the figures, such as sections of the side members 3, 4, 6, 7 designed to bend upon exposure to collision forces and various parts located, e.g., at the sides and at the rear 1 b of the vehicle. This system is only schematically shown in the figures.\nThe collision energy absorbing member 13 comprises in this example first and second deformable bars 13 a, 13 c, extending from opposite side portions of the battery pack 2 in a diagonally forward direction towards a centreline of the vehicle 1 so that the two bars 13 a, 13 c and the front side 14 of the battery pack 2 roughly forms a triangle with the tip/apex pointing towards the front 1 a of the vehicle 1. The tip part of the triangle is, however, not present. Instead, the first and second bars 13 a, 13 c are somewhat shortened and connected at their front ends with a further, transversal bar 13 b. \nA first absorbing structure that extends in a substantially longitudinal direction of the vehicle 1 between the battery pack 2 and a front 1 a of the vehicle 1 is in this example formed by the collision energy absorbing member 13 together with the front part of the sub-frame in the form of the secondary bumper beam 8 and the first and second secondary side members 6, 7, including the third and fourth crumple crash boxes 11, 12 integrated with the first and second secondary side members 6, 7.\nThe first absorbing structure is configured to, in case the vehicle 1 is subject to a head-on collision with an object, act against said object and absorb collision energy of the battery pack 2 without transferring battery pack collision energy to the vehicle body frame structure. That is, the vehicle body frame structure does not have to be designed to handle the additional collision energy of the battery back 2.\nAn example of a head-on collision with an object in the form of a vertical wall will now be described. First, the wall will act onto and crash any exterior parts of the vehicle positioned in front of the bumper beams 5, 8, such as the grille in this example. In the next phase, the object will act onto the main (upper) and secondary (lower) bumper beams 5, 8 and press them towards the rear 1 b of the vehicle 1. This will cause the crumple crush boxes 9, 10, 11, 12 to deform/collapse so that the bumper beams 5, 8 move rearwards. (The bumper beams 5, 8 themselves may also deform and absorb collision energy, for instance by giving them a curved shape in the transversal direction so that they deform by straightening out during the collision.) After some milliseconds the main bumper beam 5 comes in contact with the front portion, i.e., the transversal bar 13 b, of the absorbing member 13. In the next phase the object/wall will act onto the absorbing member 13 via the main bumper beam 5 (and the absorbing member 13 will thus also act onto the object/wall via the bumper beam 5) so that the first and second bars 13 a, 13 c start to deform/bend while absorbing energy. At this stage, also the four side members 3, 4, 6, 7, are likely to start to deform in some way, even in a case where they are not particularly designed to deform in a controlled manner. If the main part of the vehicle, i.e. the vehicle body frame structure, at this stage comes to a stop but the absorbing member 13 is still not fully deformed, the sub-structure may decouple from the body frame structure (depending on the threshold set for the decoupling and the particulars of the collision) so that the movement of the battery pack 2 can be further slowed down by further deformation of the absorbing member 13 and the secondary side members 6, 7.\nThe collision energy of the battery pack 2 is thus absorbed by the secondary side members 6, 7 and their crash boxes 11, 12 (and possibly also by the secondary bumper beam 8) as well as by the absorbing member 13; this collision energy is not transferred to the vehicle body frame structure.\n FIG. 3 shows a variant of the battery pack 2′ and FIG. 4 shows a partial sectional view of the battery pack 2′ according to FIG. 3. As indicated in FIGS. 3 and 4, the battery pack 2′ is made up of, in this example, five, rigid boxes 18 a, 18 b, 18 c arranged on top of each other so as to define a number of shear planes. This makes the battery pack 2′ rigid as a whole. A plurality of smaller battery units 19 can be arranged in each of the battery boxes 18 a, 18 b, 18 c. \nThe battery pack 2′ is arranged so that the number of vertically arranged boxes can vary. A battery pack with lower height can thus easily be provided if, for instance, there is a desire to make room for an electric motor at the front wheels of the vehicle 1 below the battery pack 2′.\nThe battery pack 2′ is provided with an impact load distributor 20 that covers the front side 14′ of the battery pack 2′. This reduces the risk of puncturing the battery pack 2′ in case of a frontal collision. As an example, the impact load distributor may comprise a 50 mm honeycomb aluminium structure and a high strength steel plate with a thickness of around 2 mm.\nThe invention is not limited by the embodiments described above but can be modified in various ways within the scope of the claims. For instance, the battery pack 2 need not necessarily be arranged onto a sub-frame but may be mounted to the vehicle body frame structure in different ways. The mounts are preferably breakable/releasable so that the battery pack can decouple if needed. What is important is that the first absorbing structure is arranged between the battery pack and the vehicle front so that it can absorb the collision energy of the battery pack.\nFurther, the first absorbing structure does not have to include parts of any sub-frame but may comprise one or several separate absorbing members positioned between the battery back and the vehicle front. Such absorbing member(s) may include deformable/bendable bars as exemplified above, but various designs are possible.\nFurther, the vehicle body frame structure and the sub-frame may have a different design than exemplified above.\nThe battery pack 2, 2′ as such may be designed in different ways.\n | A vehicle comprising: at least one electric motor configured for driving the vehicle; a battery pack configured to supply the electric motor with electric power for driving the vehicle; a vehicle body frame structure configured to form a main supporting structure of the vehicle; and a collision energy absorbing system configured to absorb collision energy in the event of an accident. The collision energy absorbing system comprises a first absorbing structure that is positioned between the battery pack and a front of the vehicle, wherein the first absorbing structure is configured to, in case the vehicle is subject to a head-on collision with an object, act against the object and absorb all or most of a collision energy of the battery pack without transferring the battery pack collision energy to the vehicle body frame structure. | US:16/101,624 | https://patentimages.storage.googleapis.com/f4/c2/23/90ea44fa05716a/US10625784.pdf | US:10625784 | Lars Stenvall | Volvo Car Corp | US:4042054, EP:1508512:A1, DE:102006011145:A1, DE:102010018729:A1, US:20120175177:A1, US:20140361740:A1, DE:102013102501:A1, US:20150360549:A1, US:20150360631:A1, WO:2015019742:A1, US:10463219 | 2020-04-21 | 2020-04-21 | 1. Vehicle driven by at least one electric motor, comprising:\na battery pack configured to supply the electric motor with electric power for driving the vehicle,\na vehicle body frame structure configured to form a main supporting structure of the vehicle, and\na collision energy absorbing system configured to absorb collision energy in the event of an accident,\nwherein the collision energy absorbing system comprises a first absorbing structure that is positioned between the battery pack and a front of the vehicle, and\nwherein the battery pack is releasably attached to the vehicle body frame structure and is adapted to be decoupled from the vehicle body frame structure in the event of an accident.\n, a battery pack configured to supply the electric motor with electric power for driving the vehicle,, a vehicle body frame structure configured to form a main supporting structure of the vehicle, and, a collision energy absorbing system configured to absorb collision energy in the event of an accident,, wherein the collision energy absorbing system comprises a first absorbing structure that is positioned between the battery pack and a front of the vehicle, and, wherein the battery pack is releasably attached to the vehicle body frame structure and is adapted to be decoupled from the vehicle body frame structure in the event of an accident., 2. Vehicle according to claim 1, wherein the first absorbing structure extends in a substantially longitudinal direction of the vehicle between the battery pack and a front of the vehicle., 3. Vehicle according to claim 1, wherein the first absorbing structure comprises a deformation structure., 4. Vehicle according to claim 1, wherein the battery pack is arranged in a front portion of the vehicle in association with front wheels of the vehicle., 5. Vehicle according to claim 1, wherein the vehicle comprises a passenger compartment and wherein the battery pack is arranged in front of the passenger compartment., 6. Vehicle according to claim 1, wherein the battery pack is arranged on a sub-frame., 7. Vehicle according to claim 6, wherein the first absorbing structure comprises at least one part that also forms part of the sub-frame., 8. Vehicle according to claim 1, wherein the vehicle body frame structure comprises first and second transversally spaced longitudinal beams extending in a longitudinal direction of the vehicle between a front portion and a rear portion thereof, wherein the frame structure further comprises at least a first transversal beam extending between the longitudinal beams at the front of the vehicle., 9. Vehicle according to claim 8, wherein the battery pack is arranged rearwards of the first transversal beam., 10. Vehicle according to claim 1, wherein the battery pack comprises a plurality of rigid boxes arranged on top of each other so as to define a number of shear planes., 11. Vehicle according to claim 1, wherein a front side of the battery pack is provided with an impact load distributor comprising a 50 mm honeycomb aluminum structure and a high strength steel plate with a thickness of around 2 mm., 12. Vehicle driven by at least one electric motor, comprising:\na battery pack configured to supply the electric motor with electric power for driving the vehicle,\na vehicle body frame structure configured to form a main supporting structure of the vehicle, and\na collision energy absorbing system configured to absorb collision energy in the event of an accident,\nwherein the collision energy absorbing system comprises a first absorbing structure that is positioned between the battery pack and a front of the vehicle, and\nwherein the battery pack comprises a plurality of rigid boxes arranged on top of each other so as to define a number of shear planes.\n, a battery pack configured to supply the electric motor with electric power for driving the vehicle,, a vehicle body frame structure configured to form a main supporting structure of the vehicle, and, a collision energy absorbing system configured to absorb collision energy in the event of an accident,, wherein the collision energy absorbing system comprises a first absorbing structure that is positioned between the battery pack and a front of the vehicle, and, wherein the battery pack comprises a plurality of rigid boxes arranged on top of each other so as to define a number of shear planes., 13. Vehicle driven by at least one electric motor, comprising:\na battery pack configured to supply the electric motor with electric power for driving the vehicle,\na vehicle body frame structure configured to form a main supporting structure of the vehicle, and\na collision energy absorbing system configured to absorb collision energy in the event of an accident,\nwherein the collision energy absorbing system comprises a first absorbing structure that is positioned between the battery pack and a front of the vehicle, and\nwherein a front side of the battery pack is provided with an impact load distributor comprising a honeycomb aluminum structure and a high strength steel plate.\n, a battery pack configured to supply the electric motor with electric power for driving the vehicle,, a vehicle body frame structure configured to form a main supporting structure of the vehicle, and, a collision energy absorbing system configured to absorb collision energy in the event of an accident,, wherein the collision energy absorbing system comprises a first absorbing structure that is positioned between the battery pack and a front of the vehicle, and, wherein a front side of the battery pack is provided with an impact load distributor comprising a honeycomb aluminum structure and a high strength steel plate. | US | United States | Active | B | True |
| 270 | 一种电动车辆电池管理方法、装置及系统 \n | CN107380004B | 技术领域本发明涉及电池监控领域，特别涉及一种电动车辆电池管理方法、装置及系统。背景技术许多电动叉车或其他电动车辆中都配备有电池电量/电压的检测及显示设备(电量表)，但是这样这些装置只能提供当前的状态信息，无法提供电池使用过程中的完整信息(如电池放电时间长度、充电饱和度等等)，并且不能保存或传输这些数据。目前市面上的叉车电量表只能显示当前电量信息，没有记录整个放电过程信息：如开始时放电时的电压、电池是否充电完成、电池放电的曲线、电池的放电时间长度等；也无法无法获取电池的身份，也就是说无法将电池身份与叉车放电状态数据绑定；也没有数据存储的功能，无法供事后查阅，以及无法将数据发送后台服务器一辆叉车一般会配置多块蓄电池，就多辆叉车而言就会拥有大量的蓄电池，这些大量的蓄电池缺乏有效的数据管理，从而导致电池寿命变短、放电能力变差，给企业造成巨大的财务损失，同时蓄电池的过量使用也会导致环境污染。发明内容为了解决现有技术的问题，本发明提供了一种电动车辆电池管理方法、装置及系统，具体为在叉车安装一个车载控制器、采集电池电压的传感器/电流传感器或其他类型的传感器和无线数据发送装置，可选的数据管理服务器，从而有效地管理电池状态，实现延长电池寿命的目的，技术方案如下：一方面，本发明提供了一种电动车辆电池管理方法，包括：获取车辆电池身份信息；检测电池状态，得到检测数据，所述检测数据包括电池放电信息、电压值、电流值、电量值中的一种或多种；为所述电池身份信息与检测数据建立映射关系。进一步地，所述电动车辆电池管理方法用于车载控制器，所述车载控制器配置有本地存储器，所述方法还包括：将所述检测数据存储到所述本地存储器；接收客户端发送的数据查询指令，所述指令包括待查询的数据类型；根据所述指令从本地存储器中获取相应类型的检测数据，并处理得到数据查询结果；将所述数据查询结果发送至客户端进行显示。进一步地，所述检测电池状态包括检测电池放电信息，包括：检测电池放电状态，计时并记录单次放电时间，所述单次放电时间包括放电起始时间、放电终止时间及单次放电时长；根据数据查询指令包括的查询起止时间信息，统计在所述起止时间内的放电次数及放电总时长。进一步地，所述电动车辆电池管理方法还包括：判断检测数据是否发生异常状况，若发生异常状况，发送对应的处理指令，包括：向报警装置发送触发指令；向电动车辆发送锁定指令；和/或生成事件记录并保存所述事件记录。进一步地，所述电动车辆电池管理方法还包括：通过无线通信方式将所述检测数据发送给后台服务器。进一步地，所述判断检测数据是否发生异常状况包括：响应于完成充电的电池与电动车辆的接通消息，获取并记录电池电压值；根据所述电池电压值，得到电池充电饱和度值；记录所述电池充电饱和度值，并将电池充电饱和度值与预设的饱和度阈值比较，若未达到所述预设的饱和度阈值，则判定发生充电饱和度异常状况。进一步地，所述判断检测数据是否发生异常状况包括：获取并记录电池放电过程中预设的时间间隔前后的电量值和/或电压值；对所述时间间隔前后的电量值和/或电压值进行处理，得到电量下降参数和/或电压下降参数；若电量下降参数或电压下降参数超出预设的下降比例阈值，则判定发生电量下降过快的异常状况。进一步地，所述判断检测数据是否发生异常状况包括：获取并记录电池电量值；将电池电量值与预设的最低电量阈值比较，若低于所述预设的最低电量阈值，则判定发生过放电异常状况。进一步地，所述判断检测数据是否发生异常状况包括：确定电池充满状态；记录电池放电过程，直至电池放电至最低电量阈值；根据电池放电过程记录，得到电池放电能力时长；若所述放电能力时长低于预设的放电能力阈值，则判定发生放电能力异常状况。进一步地，所述方法还包括：获取操作用户的身份信息；为所述操作用户的身份信息、车辆信息与电池身份信息建立映射关系。另一方面，本发明还提供了一种电动车辆电池管理装置，包括以下模块：身份信息获取模块，用于获取车辆电池身份信息；检测模块，用于检测电池状态，得到检测数据，所述检测数据包括电池放电信息、电压值、电流值、电量值中的一种或多种；映射模块，用于为所述电池身份信息与检测数据建立映射关系。进一步地，所述电动车辆电池管理装置还包括以下模块：本地存储模块，用于将所述检测数据存储到所述本地存储器；查询模块，用于接收客户端发送的数据查询指令，所述指令包括待查询的数据类型；查询请求处理模块，用于根据所述指令从本地存储器中获取相应类型的检测数据，并处理得到数据查询结果；查询结果发送模块，用于将所述数据查询结果发送至客户端进行显示。进一步地，所述检测模块包括放电信息检测单元，用于检测电池放电状态，计时并记录单次放电时间，所述单次放电时间包括放电起始时间、放电终止时间及单次放电时长；所述查询模块包括放电查询单元，用于根据数据查询指令包括的查询起止时间信息，统计在所述起止时间内的放电次数及放电总时长。进一步地，所述电动车辆电池管理装置还包括指令模块，用于判断检测数据是否发生异常状况，若发生异常状况，发送对应的处理指令；所述指令模块包括：报警指令单元，用于向报警装置发送触发指令；锁定指令单元，用于向电动车辆发送锁定指令；和/或事件记录单元，生成事件记录并保存所述事件记录。再一方面，本发明还提供了一种电动车辆电池管理系统，包括传感器、身份识别装置及如上所述的电动车辆电池管理装置。进一步地，所述电动车辆电池管理系统还包括无线通信模块及后台服务器，所述电动车辆电池管理装置与后台服务器进行无线通信，所述后台服务器处理并存储数据。本发明提供的电动车辆电池管理方法、装置及系统能够产生以下有益效果：a.监控电池使用状态，当发生异常状况时进行处理动作；b.监控电池的充电饱和度、电池电量下降过快及电池过放电等异常状况；c.记录电池放电时间，以放电总时长作为电池性能的参考标准之一；d.提供查询接口，用户可以事后查阅电池使用过程中的完整信息。附图说明为了更清楚地说明本发明实施例中的技术方案，下面将对实施例描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本发明的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。图1是本发明实施例提供的应用场景示意图；图2是本发明实施例提供的电动车辆电池管理方法的流程示意图；图3是本发明实施例提供的车辆状况查询方法的流程示意图；图4是本发明实施例提供的电动车辆电池异常状况管理方法的流程示意图；图5是本发明实施例提供的发送处理指令的流程示意图；图6是本发明实施例提供的第一种判断异常状况方法的流程示意图；图7是本发明实施例提供的第二种判断异常状况方法的流程示意图；图8是本发明实施例提供的第三种判断异常状况方法的流程示意图；图9是本发明实施例提供的第四种判断异常状况方法的流程示意图；图10是本发明实施例提供的电动车辆电池管理装置的模块示意图；图11是本发明实施例提供的电动车辆电池管理系统的运行时序图；图12是本发明实施例提供的车辆、操作人员、电池身份绑定方法的流程图。具体实施方式为了使本技术领域的人员更好地理解本发明方案，下面将结合本发明实施例中的附图，对本发明实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例仅仅是本发明一部分的实施例，而不是全部的实施例。基于本发明中的实施例，本领域普通技术人员在没有做出创造性劳动前提下所获得的所有其他实施例，都应当属于本发明保护的范围。需要说明的是，本发明的说明书和权利要求书及上述附图中的术语“第一”、“第二”等是用于区别类似的对象，而不必用于描述特定的顺序或先后次序。应该理解这样使用的数据在适当情况下可以互换，以便这里描述的本发明的实施例能够以除了在这里图示或描述的那些以外的顺序实施。此外，术语“包括”和“具有”以及他们的任何变形，意图在于覆盖不排他的包含，例如，包含了一系列步骤或单元的过程、方法、装置、产品或设备不必限于清楚地列出的那些步骤或单元，而是可包括没有清楚地列出的或对于这些过程、方法、产品或设备固有的其它步骤或单元。本发明实施例提供了一种电动车辆电池管理方法、装置及系统，请参考图1，其示出了本发明实施例提供的管理方法所涉及的实施环境的结构示意图。该实施环境包括配置有若干个待监控的车辆(图中的车辆A、B……)及其对应的蓄电池(图中的电池1、电池2……)、用于对所述电池进行状态检测的传感器、用于对所述电池进行监控的(车载)控制器，所述控制器为实施本发明实施例提供的管理方法的执行主体，此外，实施环境还包括通信连接的服务器和数据库，所述服务器与控制器之间网络通信，所述服务器执行实施本发明实施例提供的管理方法也是一种可选的实施方式；实施环境还可选地包括人机界面，用于用户查询与查询结果的展示。在本发明的一个实施例中，提供了一种电动车辆电池管理方法，参见图2，所述方法包括以下流程：S1、获取车辆电池身份信息。获取车辆身份信息的方式有多种，并且，获取身份的方式方法不应该作为对专利权利范围的限定，在一个优选实施例中，为电池设置身份标签，优选RFID标签或者其他标签，并配置相应的读卡器，具体的可采用以下三种方式进行读取：方式一、将电池上的电子标签设置为可分离式，即可摘下电池上的电子标签，并放到读卡器的读卡范围区域，实现电池身份信息的获取；方式二、将手持式读卡器移动至电池的电子标签处进行读取，实现电池身份信息的获取；方式三、电子标签设置在电池的上表面，在车辆上安装电池的电池箱的盖板下表面对应设置读卡器，优选为RFID读卡器，也可以采用其他类型的读卡器，当安装电池后，盖上盖板时，读卡器对电子标签进行信息读取，完成电池身份信息的获取。在另一个实施例中，可以采取在电池上设置数字码(比如条形码、二维码等等)形式，利用移动终端扫一扫获取电池身份信息，对应地，在车身上也设置条形码或二维码，通过匹配两者的条码信息，来确定电池和车辆的身份匹配。具体地，在叉车上配置一个车载控制器及一个或多个传感器，利用上述传感器检测电池状态数据，比如：电池放电信息、电压值、电流值、电量值等等，其中放电信息可以包括放电次数、放电起始/结束时间、单次放电时间、放电总时长等等。在本发明中，为了提高检测数据的准确性，需要对传感器的检测数据进行处理和逻辑判断，比如，在传感电路中加入滤波模块，或者，对实时检测的数据(比如电池电压)进行波动判断，当相关数据在一段时间内处于稳定状态时，才确认该状态数值有效，比如，对于20s内没有发生超量变化的数据进行记录，其余数据作为波动数据不予记录，需要说明的是，本发明对一段时间的具体数值不作限定，除了上述的20s以外，实施人可以根据实际情况对所述一段时间加以设定，而不作为对本发明权利要求的限定。S3、为所述电池身份信息与检测数据建立映射关系。即在记录电池状态数据时，对应电池的身份信息，为后续的信息查询和信息报警提供数据基础。如图1的实施环境所示，电池的数量为多个，在需要对多个电池进行监控管理的情况下，需要对电池身份作一一识别，通过在电池上安装一电子标签，并相应配置一个读卡器，优选地，所述电子标签可以为RFID标签，所述读卡器为RFID读卡器，通过读卡器读取电子标签，并将读取结果发送给控制器，即可实现对电池身份进行识别，记录电池性能参数，需要识别该电池的身份，并将电池的性能参数与其身份匹配对应一致。在本发明的另一个实施例中，车辆需要匹配电池才能开始工作，因此需要对电池身份进行确认以后，才可以允许车辆操作，比如，在配置更换电池后，首先要读取电池上的电子标签，识别电池是与该车辆是匹配的，才可控制车辆处于接通状态，否则锁定所述车辆。当车辆只有一个电池，且不会发生电池更换的情形下，则无需进行读卡认证身份，因为电池与车辆形成了一个稳定的绑定关系。本实施例中的电动车辆电池管理方法对电池的各项性能指标数据进行采集并分析，监控电池工作状态，及时提醒异常状态，有效管理电池，延长电池使用寿命。在本发明的一个实施例中，还提供了一种操作人员身份匹配方法，参见图12，所述方法包括以下流程：S41、获取操作用户的身份信息。为车辆分配指定的操作人员，并为该操作人员分配对应的身份卡。上述对电池身份信息进行获取的方法，可以同样应用与对操作人员的身份信息的识别和获取，在此不再赘述。S42、为所述操作用户的身份信息、车辆信息与电池身份信息建立映射关系。往往车辆自身具有人员授权操作功能，即将操作人员信息与车辆信息绑定。比如：ID为01的车辆授权给ID为op0001的操作用户，并且与ID为ba0001-ba0003的电池相匹配，即只有再加载了ba0001或ba0002或ba0003的电池，01车辆内部才能接通电路(接通后不一定能操作)，并且只有在识别操作人员身份为op0001，所述车辆才允许被操作(前进、后退、转弯、升降等)，在这样的情形下，建立了车辆、人员与电池绑定的关系，从而可以有效得知是什么人员、在哪台车辆上、哪块电池发生了异常。比如电池没有充满的情形就使用，是属于违规操作，而随之定位到相关授权人员时，将有效控制人员的违规。进一步地，所述电动车辆电池管理方法用于车载控制器，所述车载控制器配置有本地存储器，在本发明的一个实施例中，还提供了一种车辆状况查询方法，参见图3，所述方法包括以下流程：S51、将所述检测数据存储到所述本地存储器。具体地，所述车载控制器同时具有存储功能，即配备有存储器，实现传感器检测数据的本地存储，为后续的数据查询提供数据基础。S52、接收客户端发送的数据查询指令，所述指令包括待查询的数据类型。S53、根据所述指令从本地存储器中获取相应类型的检测数据，并处理得到数据查询结果。S54、将所述数据查询结果发送至客户端进行显示。 | 本发明公开了一种电动车辆电池管理方法、装置及系统，所述管理方法包括：获取车辆电池身份信息；检测电池状态，得到检测数据，所述检测数据包括电池放电信息、电压值、电流值、电量值中的一种或多种；为所述电池身份信息与检测数据建立映射关系。本发明的电动车辆电池管理方法通过检测电池各种状态数据，并作分析处理，对于分析结果为发生异常状态，则作出对应的处理指令，实现对电池有效管理，延长电池的使用寿命。 | CN:201710799776.8A | https://patentimages.storage.googleapis.com/dd/6f/14/3657250490bc50/CN107380004B.pdf | CN:107380004:B | 李恒, 朱创宇 | Suzhou Yixinan Industrial Technology Co ltd | CN:1713446:A, CN:101624017:A, CN:101950998:A, JP:2015195660:A, KR:20170098451:A | Not available | 2020-06-19 | 1.一种电动车辆电池管理方法，其特征在于，包括：, 获取车辆电池身份信息；, 检测电池状态，得到检测数据，所述检测数据包括电池放电信息、电压值、电流值、电量值中的一种或多种；, 为所述电池身份信息与检测数据建立映射关系；, 获取操作用户的身份信息，并为所述操作用户的身份信息、车辆信息与电池身份信息建立映射关系，控制仅在所述电池身份信息通过验证以后，建立映射关系的相应车辆内部才能接通电路，控制仅在所述操作用户的身份信息通过验证以后，建立映射关系的相应车辆才允许被操作；, 判断检测数据是否发生异常状况，若发生异常状况，发送对应的处理指令，包括：, 向报警装置发送触发指令；, 向电动车辆发送锁定指令；和/或, 生成事件记录并保存所述事件记录。, 2.根据权利要求1所述的方法，其特征在于，用于车载控制器，所述车载控制器配置有本地存储器，所述方法还包括：, 将所述检测数据存储到所述本地存储器；, 接收客户端发送的数据查询指令，所述指令包括待查询的数据类型；, 根据所述指令从本地存储器中获取相应类型的检测数据，并处理得到数据查询结果；, 将所述数据查询结果发送至客户端进行显示。, 3.根据权利要求2所述的方法，其特征在于，所述检测电池状态包括检测电池放电信息，包括：, 检测电池放电状态，计时并记录单次放电时间，所述单次放电时间包括放电起始时间、放电终止时间及单次放电时长；, 根据数据查询指令包括的查询起止时间信息，统计在所述起止时间内的放电次数及放电总时长。, 4.根据权利要求1所述的方法，其特征在于，所述方法还包括：, 通过无线通信方式将所述检测数据发送给后台服务器。, 5.根据权利要求1所述的方法，其特征在于，所述判断检测数据是否发生异常状况包括：, 响应于完成充电的电池与电动车辆的接通消息，获取并记录电池电压值；, 根据所述电池电压值，得到电池充电饱和度值；, 记录所述电池充电饱和度值，并将电池充电饱和度值与预设的饱和度阈值比较，若未达到所述预设的饱和度阈值，则判定发生充电饱和度异常状况。, 6.根据权利要求1所述的方法，其特征在于，所述判断检测数据是否发生异常状况包括：, 获取并记录电池放电过程中预设的时间间隔前后的电量值和/或电压值；, 对所述时间间隔前后的电量值和/或电压值进行处理，得到电量下降参数和/或电压下降参数；, 若电量下降参数或电压下降参数超出预设的下降比例阈值，则判定发生电量下降过快的异常状况。, 7.根据权利要求1所述的方法，其特征在于，所述判断检测数据是否发生异常状况包括：, 获取并记录电池电量值；, 将电池电量值与预设的最低电量阈值比较，若低于所述预设的最低电量阈值，则判定发生过放电异常状况。, 8.根据权利要求1所述的方法，其特征在于，所述判断检测数据是否发生异常状况包括：, 确定电池充满状态；, 记录电池放电过程，直至电池放电至最低电量阈值；, 根据电池放电过程记录，得到电池放电能力时长；, 若所述放电能力时长低于预设的放电能力阈值，则判定发生放电能力异常状况。, 9.一种电动车辆电池管理装置，其特征在于，包括以下模块：, 身份信息获取模块，用于获取车辆电池身份信息；, 检测模块，用于检测电池状态，得到检测数据，所述检测数据包括电池放电信息、电压值、电流值、电量值中的一种或多种；, 映射模块，用于为所述电池身份信息与检测数据建立映射关系；, 获取操作用户的身份信息，并为所述操作用户的身份信息、车辆信息与电池身份信息建立映射关系，仅在所述电池身份信息通过验证以后，建立映射关系的相应车辆内部才能接通电路，仅在所述操作用户的身份信息通过验证以后，建立映射关系的相应车辆才允许被操作；, 指令模块，用于判断检测数据是否发生异常状况，若发生异常状况，发送对应的处理指令；所述指令模块包括：, 报警指令单元，用于向报警装置发送触发指令；, 锁定指令单元，用于向电动车辆发送锁定指令；和/或, 事件记录单元，生成事件记录并保存所述事件记录。, 10.根据权利要求9所述的装置，其特征在于，还包括以下模块：, 本地存储模块，用于将所述检测数据存储到所述本地存储器；, 查询模块，用于接收客户端发送的数据查询指令，所述指令包括待查询的数据类型；, 查询请求处理模块，用于根据所述指令从本地存储器中获取相应类型的检测数据，并处理得到数据查询结果；, 查询结果发送模块，用于将所述数据查询结果发送至客户端进行显示。, 11.根据权利要求10所述的装置，其特征在于，所述检测模块包括放电信息检测单元，用于检测电池放电状态，计时并记录单次放电时间，所述单次放电时间包括放电起始时间、放电终止时间及单次放电时长；, 所述查询模块包括放电查询单元，用于根据数据查询指令包括的查询起止时间信息，统计在所述起止时间内的放电次数及放电总时长。, 12.一种电动车辆电池管理系统，其特征在于，包括传感器、身份识别装置及如权利要求9-11中任意一项所述的电动车辆电池管理装置。, 13.根据权利要求12所述的系统，其特征在于，还包括无线通信模块及后台服务器，所述电动车辆电池管理装置与后台服务器进行无线通信，所述后台服务器处理并存储数据。 | CN | China | Active | B | True |
| 271 | Electric vehicle battery exchanging system for reuse applications \n | US9302592B2 | The present invention relates to an exchanging system for rechargeable battery packs. More particularly, the present invention relates to an electric vehicle battery exchanging system for rechargeable battery packs used in electric vehicles. With the system, a low-powered rechargeable battery pack can be exchanged with a full charged one; end-of-life rechargeable battery packs can be picked up to treat for recycle purpose.\nRechargeable battery packs are widely used in many fields. For electric vehicles, a blooming industry, rechargeable battery packs play a very important role to provide power to move them. A very commonly seen business model for electric vehicles is to sell the electric vehicles along with rechargeable battery packs. Drivers can charge the batteries by themselves at home. Or like gas station, many charging stations are built over a city for electric vehicles to get charged. It is convenient for the drivers to use their free time to charge their vehicles. For example, an electric vehicle can be charged after it is parked and the driver goes to work. Before the driver gets off work, the electric vehicle finishes charging and can take the driver home. Also, electric vehicles produce no greenhouse effect gases. Electric vehicles with such business model are welcome in many countries.\nHowever, there is still a problem which troubles owners of the electric vehicles. Since the rechargeable battery packs are fixed on the electric vehicle or not easily taken out of the electric vehicle for inspection or exchanging, when the rechargeable battery packs are getting losing power capacity, people think they are ill or even broken. The whole electric vehicle is abandoned with the rechargeable battery packs inside. It impacts environment because the rechargeable battery packs are mostly made of lithium battery cells. If the rechargeable battery packs can not be properly recycled, the earth could be contaminated by the discarded vehicles.\nA solution is provided by Guimarin, et al. and disclosed in U.S. Pat. No. 5,612,606. It points out an integrated electric vehicle service station system for managing the exchange of heavy and bulky battery assemblies in electric vehicles. The battery exchange system includes a battery platform, a vehicle platform support structure, and a mechanized vehicle service station facility. The battery platform is of a simple modular shape that may be used with the large variety of sizes and shapes of electric vehicles that may be expected in the future. The service station facility includes two general service substations: an exchange substation where the spent battery platform is removed from the vehicles and replaced with a fully charged platform, and a staging substation where the battery platforms are stored, re-charged, serviced, and staged for insertion into a waiting vehicle at the exchange substation. The exchange substation is such that the exchange of a battery platform for an electric vehicle positioned at the exchange substation is able to proceed automatically and rapidly with a minimum of operator assistance so as to minimize the inconvenience to the vehicle driver.\n'606 had novel concept and design around 20 years ago. First, it uses modulized battery platform to get replaced for many kinds of electric vehicles having such battery platform for power. Vehicle problems can be separated into two categories, of mechanism or of battery. It helps recycle used battery platform and maintain the rest parts of the electric vehicle. Second, Battery platforms can be charged in other place in non-rush hours. Third, with the help of automatically operated exchange substation, exchange time of battery platform can be saved. As long as there are fully charged battery platform, any electric vehicle can get fast battery platform exchanged without waiting.\nHowever, other problems come after. An obvious one is that vehicle drivers will not know how much electric power is charged in the battery platform because battery platforms will age but just different in the extent. Another one is that it is hard to calculate a fair fee for the transaction. People can not judge the service they brought upon the appearance of the battery platform.\nIn order to solve the problems mentioned above, R.O.C. Application No. 201044289 discloses an electric vehicle battery charging and exchanging method. For a more detailed explanation, please refer to FIG. 1. The invention provides configuration system which includes batteries 1, 1A and 1B (Battery 1B is a spare battery in a battery exchange station 4). The batteries all include a radio frequency identification chip 11 and a memory 12. The battery 1A is installed in a vehicle 2 for use until it is getting low. Then, the user of the vehicle 2 can exchange the battery 1A with the battery 1 in the battery exchange station 4 for battery exchange. Via the radio frequency identification chip 11 and the memory 12, battery status information can be available for judging and calculating the price difference between the two batteries 1A and 1, from which the user pays corresponding fee to the battery exchange station 4.\nThis invention provides a system that any owner of the electric vehicles can be benefited from. The batteries can be exchanged easily and fairly charged for the service. However, people still wonder, under such system, how the operator of the battery differentiates end-of-life batteries from good batteries. It causes other issues.\nHence, a way for settling below issues are urgently desired:\nThis paragraph extracts and compiles some features of the present invention; other features will be disclosed in the follow-up paragraphs. It is intended to cover various modifications and similar arrangements included within the spirit and scope of the appended claims.\nIn accordance with an aspect of the present invention, an electric vehicle battery exchanging system for reuse applications includes: a plurality of rechargeable battery packs, each including: a plurality of rechargeable battery cells linked in series or parallel connection; and a battery cell detecting unit, electrically linked to each rechargeable battery cells, for detecting battery conditions of each rechargeable battery cell and transmitting the battery conditions externally; a battery condition detecting module, for receiving the battery conditions transmitted from the battery cell detecting unit and sending out a judged command for each rechargeable battery pack based on the battery condition from each rechargeable battery pack to determine if the rechargeable battery pack is allowed to be charged; a user ID checking module, for communicating with a user ID device which contains a user ID, checking if the user ID is registered in the user ID checking module under a commercial condition, and sending out a confirmed information when the user ID is registered in the user ID checking module under the commercial condition; a power source, linked to an external power grid, for providing the reduced voltage power; a charging controlling module, electrically linked to the rechargeable battery packs, the battery condition detecting module, the user ID checking module and the power source, for charging the rechargeable battery pack determined by the judged command, processing charging until a predetermined battery status is fulfilled and recording amount of power charged; and a battery managing module, electrically linked to the user ID checking module and the charging controlling module, for allowing one rechargeable battery pack to be released for use if the predetermined battery status is met and the confirmed information is received or temporarily stored if the predetermined battery status is met but the confirmed information is not received.\nPreferably, the battery condition includes terms of output voltage, state of health (SOH), state of charge (SOC), output current, charging cycle and lifetime.\nPreferably, each of the terms has a threshold, and the judged command is not sent to allow the rechargeable battery pack to be charged as long as any value of the terms doesn't meet the corresponding threshold.\nPreferably, the battery condition detecting module is further for determining which rechargeable battery pack to be repaired for recycling rechargeable battery cells if the threshold of the battery condition of that rechargeable battery pack is not met.\nPreferably, the user ID checking module further includes a wireless communicating unit for communicating with the user ID device.\nPreferably, the wireless communicating unit is a near field communication (NFC) device, a Radio-Frequency Identification (RFID) reader, Wi-Fi wireless communicating device or Bluetooth device.\nPreferably, the user ID device is a smart card, mobile phone or a key chain which contains a wireless communicating element for communicating with the user ID checking module and records the user ID.\nPreferably, the wireless communicating element is a NFC device, a RFID tag, Wi-Fi wireless communicating device or Bluetooth device.\nPreferably, the electric vehicle battery exchanging system further includes a remote server, wired or wireless connected with the battery condition detecting module, user ID checking module, charging controlling module, and battery managing module, for recording data of operations thereof, registering the user ID with data of an owner and alarming if the owner claimed the user ID device was lost while the user ID device is used for requesting battery exchange.\nPreferably, the commercial condition is that at least one of the rechargeable battery packs is rented to, leased to, or sold to whom owns the user ID device from the electric vehicle battery exchanging system.\nPreferably, the predetermined battery status is a percentage of power charged in the rechargeable battery pack.\nPreferably, the charging controlling module further comprises a charging scheduling unit, for determining a schedule to charge each rechargeable battery pack.\nPreferably, the rechargeable battery packs are used for electric vehicles with high power capacity.\nPreferably, the power capacity of the rechargeable battery pack is at least 48V16Ah.\n FIG. 1 shows a prior art of an electric vehicle battery charging and exchanging method.\n FIG. 2 illustrates a schematic diagram of a first embodiment of the present invention.\n FIG. 3 illustrates a detailed description of a user ID checking module and a user ID device in the first embodiment.\n FIG. 4 shows a typical power load curve.\n FIG. 5 illustrates a schematic diagram of a second embodiment of the present invention.\n FIG. 6 illustrates a detailed description of a user ID checking module and a user ID device in the second embodiment.\nThe present invention will now be described more specifically with reference to the following embodiments.\nPlease refer to FIG. 2 to FIG. 4. FIG. 2 illustrates a schematic diagram of a first embodiment of the present invention. FIG. 3 illustrates a detailed description of a user ID checking module and a user ID device in the first embodiment. FIG. 4 shows a typical power load curve.\nAn electric vehicle battery exchanging system 100 for reuse applications is described in FIG. 2. The electric vehicle battery exchanging system 100 has rechargeable battery packs 401, 402, 403, 404 and 405, a battery condition detecting module 101, a user ID checking module 102, a power source 103, a charging controlling module 104, and a battery managing module 105.\nIn this embodiment, the rechargeable battery packs 401, 402, 403, 404 and 405 are all in the same spec, 48V16 Ah. For illustration purpose, the rechargeable battery packs 401 and 402 are fully charged while the rechargeable battery packs 403 and 404 are under charging from the electric vehicle battery exchanging system 100. Rechargeable battery pack 405 is in low power situation and needed to be charged by the electric vehicle battery exchanging system 100. Each of the rechargeable battery packs 401, 402, 403, 404 and 405 has a number of rechargeable battery cells linked in series or parallel connection. The rechargeable battery packs 401 have 6 rechargeable battery cells 4011. 3 rechargeable battery cells are linked in series connection as a battery string. 2 battery strings are linked in parallel connection. Similarly, the rechargeable battery packs 402, 403 and 404 have 6 rechargeable battery cells 4021, 4031 and 4041, respectively. Arrangement of the rechargeable battery cells 4021, 4031 and 4041 is the same as that of rechargeable battery cells 4011. The rechargeable battery packs 405 is not the same spec as other rechargeable battery packs 401, 402, 403 and 404 and have 8 rechargeable battery cells 4051. 4 rechargeable battery cells are linked in series connection as a battery string. 2 battery strings are linked in parallel connection.\nEach of the rechargeable battery packs 401, 402, 403, 404 and 405, respectively, has a battery cell detecting unit 4012, 4022, 4032, 4042 and 4052 which is electrically linked to each of the rechargeable battery cells in corresponding rechargeable battery packs. The battery cell detecting units 4012, 4022, 4032, 4042 and 4052 are arranged in the rechargeable battery packs 401, 402, 403, 404 and 405, respectively. Functions of the battery cell detecting units 4012, 4022, 4032, 4042 and 4052 are to detect battery conditions of each rechargeable battery cell linked and transmitting the battery conditions externally.\nThe battery condition detecting module 101 can receive the battery conditions transmitted from the battery cell detecting units 4012, 4022, 4032 and 4042. According to the present invention, the method of battery conditions transmitting is not limited. It can be wired or wireless. In this embodiment, it is wireless and the signals go through Wi-Fi bandwidth.\nThe battery condition mentioned above refers to a physical condition of the rechargeable battery cells 4011, 4021, 4031 and 4041. It can be output voltage of each rechargeable battery cell. It can also be an output current in each rechargeable battery cell. Preferably, below terms are considered as the battery condition: state of health (SOH), state of charge (SOC), charging cycle and lifetime. With the battery condition available, it is possible to know current status of a rechargeable battery cell. It can also determine if one rechargeable battery cell is too aged to be replaced with a workable one and abandoned for recycling useful materials. It can prevent the rechargeable battery packs 401, 402, 403, 404 and 405 from battery unbalance.\nThe battery condition detecting module 101 will send out a judged command for each rechargeable battery pack 401, 402, 403 or 404 based on the battery condition of each rechargeable battery pack 401, 402, 403 or 404. The judged command is used to determine if the rechargeable battery pack 401, 402, 403 or 404 is allowed to be charged. As above-mentioned, if one rechargeable battery cell in a recharge battery pack is too aged or one rechargeable battery pack has a potential to expose due to badly use, the judged command will not be sent to allow the recharge battery pack to be charged. Each of the terms of the battery condition has a threshold. The judged command will not be sent to allow the rechargeable battery packs to be charged as long as any value of the terms doesn't meet the corresponding threshold. For example, if a threshold of charging cycle of a rechargeable battery cell is set as 2000 times, any rechargeable battery pack having rechargeable battery cell with charging cycle over 2000 times, for instance the 2001 times to be charged, will not be allowed to be charged.\nThe user ID checking module 102 can communicate with a user ID device 200 via a wireless communicating unit 1021. The wireless communicating unit 1021 used in the present invention is a radio-frequency identification (RFID) reader. The user ID device 200 can communicate with the user ID checking module 102 and record the user ID. The ID device 200 has the user ID stored in any form of data and in any kind of storage. Here, the ID device 200 is a smart card. It has a wireless communicating element 202 which stores the user ID and is in charge of communication with the wireless communicating unit 1021. Corresponding to the RFID reader, the wireless communicating element 202 is a RFID tag. The user ID checking module 102 also checks if the user ID is registered in the user ID checking module 102 under a commercial condition. The commercial condition is that at least one of the rechargeable battery packs 401, 402, 403 and 404 is rented to whom owns the user ID device 200 from The electric vehicle battery exchanging system 100. It is not specified which one of the rechargeable battery pack is rented to the owner of the ID device 200. If the owner rents one rechargeable battery pack from The electric vehicle battery exchanging system 100, he can pick up the rechargeable battery pack 401 or 402 for use and returned the one (not shown) he had used for exchange. The user ID checking module 102 can send out confirmed information when the user ID is registered in the user ID checking module 102 under the commercial condition. Function of the confirmed information will be described later.\nThe power source 103 is linked to an external power grid 300. The power grid 300 provides high voltage electrical power which is not suitable for power charging. Therefore, the power source 103 can reduce voltage of the power from the power grid 300 and then provide the reduced voltage electric power to where it is needed.\nThe charging controlling module 104 is electrically linked to the rechargeable battery packs 401, 402, 403 and 404, as well as the battery condition detecting module 101, the user ID checking module 102 and the power source 103. It is used to charge the rechargeable battery pack determined by the judged command. In this embodiment, all judge commands for the rechargeable battery packs 401, 402 and 404 indicate the rechargeable battery packs 401, 402 and 404 are fine to be charged but the rechargeable battery pack 403 has two rechargeable battery cells 4031 which are too aged to be used. The charging controlling module 104 will charge the rechargeable battery packs 401, 402, and 404 via the power connectors 111, 112, and 114, respectively. Further, the charging controlling module 104 processes charging until a predetermined battery status is fulfilled and record amount of power charged. The predetermined battery status is set to be fully charged. It can be a percentage of power charged in the rechargeable battery pack, for example, 90% of full charge, depending on customer's request or battery condition.\nThe battery managing module 105 is electrically linked to the user ID checking module 102 and the charging controlling module 104. It can allow one rechargeable battery pack to be released for use if the predetermined battery status is met and the confirmed information is received. Here, we still use full charge as the predetermined battery status for all rechargeable battery packs 101, 102, 103 and 104. Since the rechargeable battery packs 101 and 102 are full charged, it should be released from the electric vehicle battery exchanging system 100 to use with the confirmed information. If an owner carries a user ID device but a user ID inside isn't under the rental condition mentioned above (It might be that the owner has just registered the user ID but didn't rent the rechargeable battery packs, or rental deadline is expired), the user ID checking module 102 won't send the confirmed information to the battery managing module 105. The battery managing module 105 will not allow any of the rechargeable battery packs 401 and 402 to be released to use unless the owner pays money to rent rechargeable battery packs again. The battery managing module 105 allows the rechargeable battery packs 101 and 102 to be temporarily stored if the predetermined battery status is met but the confirmed information is not received. The mechanism can ensure a business model based on rental relationship. For convenience, one rechargeable battery pack can be released by the operator of the electric vehicle battery exchanging system 100 if necessary, for instance, the owner has already paid money to rent a rechargeable battery pack but the user ID checking module 102 can not update immediately.\nIn addition, the charging controlling module 104 further includes a charging scheduling unit 1041. It is used to determine a schedule to charge the rechargeable battery packs 101, 102, 103 and 104. In order to have a better understanding of functions of the charging scheduling unit 1041, please refer to FIG. 4. FIG. 4 is a typical power load curve. The x-axis is time of a day (hour). The y-axis is power load (mW). From the curve, there are some important points. First, power load varies from time to time. Simply classified, from 0:00 AM to 8:00 AM, power load drops to a lowest amount. This is off-peak time and the power demand is off-peak electricity consumption. It is reasonable that the most people sleep or take a rest within the time frame. From 8:00 AM to the 12:00 PM (peak time), power load raises up to a peak value and then gradually drops after 8:00 PM. Since people still work or move around after 8:00 PM, power demand is still high and 8:00 PM to 12:00 PM is still be classified as peak time. Hence, the charging scheduling unit 1041 can set 0:00 AM to 8:00 AM to charge rechargeable battery packs. Usually, power cost in off-peak time is cheaper than that in peak time. With the charging scheduling unit 1041, operation cost of the electric vehicle battery exchanging system 100 can be saved. Power plant can also reduce loading in rush hours, further prevent power generators from tripping.\nOf cause, the charging scheduling unit 1041 can determine a charging schedule during the peak time if there are too many rechargeable battery packs asking for charging or local power policy has special request (rolling blackouts).\nIn addition to the description of the present invention mentioned above. There are some features of the electric vehicle battery exchanging system 100. First, the battery condition detecting module 101 can further determine which rechargeable battery pack to be repaired for recycling rechargeable battery cells if the threshold of the battery condition of that rechargeable battery pack is not met. It is to say that the electric vehicle battery exchanging system 100 is able to pick up the rechargeable battery packs which are not suitable for current job. By recycling those unsuitable rechargeable battery cells, new and higher efficient rechargeable battery packs can be created and the recycled materials can be used in other field. Second, although the system is for electric vehicles mainly, under control of ID and rechargeable battery pack condition, the rechargeable battery pack can be taken for further reuse applications as long as the commercial condition is fulfilled. For example, a set of full charged rechargeable battery packs can be used for power of an electric boat.\nSince the rechargeable battery packs used in the present embodiment are mainly for electric vehicles, they have high power capacity. For example, the power capacity of the rechargeable battery pack is at least 48V16 Ah. According to the design and requirement of the electric vehicles using the services of the electric vehicle battery exchanging system 100, battery capacity can be 48V80 Ah or higher. The present invention doesn't limit to apply one spec of rechargeable battery pack. Rechargeable battery packs of two or more power capacities can be serviced in one electric vehicle battery exchanging system 100. For example, the rechargeable battery pack 405 waiting for charge has higher power capacity, 48V80 Ah.\nIt should be emphasized that, according to the present invention, number of the rechargeable battery pack is not limited to 5. Number of power connectors can be more than 4. It depends on requirement of an electric vehicle battery exchanging system. The commercial condition is not limited to rental business model. Rechargeable battery packs can be leased to or sold to whom owns a user ID device with valid user ID. Or, some user IDs which are allowed to rent rechargeable battery packs while some are allowed to own rechargeable battery packs.\nIt is also obvious that the electric vehicle battery exchanging system 100 is illustrated as a standalone work station. Actually, according to the spirit of the present invention, a number of such systems linked together and controlled by a remote server can also be a diversification. It will be described in details in a second embodiment.\nPlease refer to FIG. 5 and FIG. 6. The second embodiment is illustrated therein. In order not to waste time, all elements in the second embodiment are inherited from the first embodiment and have the same functions, except those having elements described below.\nThe first different element is wireless communicating unit 1021. Please refer to FIG. 6. It is a Wi-Fi wireless communicating device. It can communicate with the user ID device 200. Here, the user ID device 200 is a mobile phone. The mobile phone also has a Wi-Fi wireless communicating device (not shown). With an app software in the user ID device 200 (mobile phone), the user ID device 200 can communicate with the user ID checking module 102. After the user ID is identified, charging processes begin. According to the present invention, the wireless communicating unit 1021 can also be a near field communication (NFC) device or a Bluetooth device. Accordingly, another NFC device or Bluetooth device can be used as the wireless communicating element 202. Therefore, the user ID device 200 can be in a form of key chain or other potable electrical devices.\nThe electric vehicle battery exchanging system 100 also has a remote server 500. The remote server 500 is wireless connected with the battery condition detecting module 101, user ID checking module 102, charging controlling module 104, and battery managing module 105. The connection of the elements mentioned above can be wired, too. It can be partially wired or partially wireless. Construction cost and availability are the consideration. The remote server 500 records data of operations of the battery condition detecting module 101, user ID checking module 102, charging controlling module 104, and battery managing module 105. It can register the user ID with data of an owner. Furthermore, the remote server 500 can alarm if the owner claimed the user ID device was lost but the user ID device is still used for requesting battery exchange. For example, if the user ID device 200 is stolen but someone used it to charge battery (exchange low-powered rechargeable battery pack with a fully charged one), the remote server 500 alarms and it helps the police to investigate the case. The remote server 500 of the present invention is not limited to be used for one electric vehicle battery exchanging system 100. Two or more electric vehicle battery exchanging systems can be linked to and controlled by one remote server. In this case, a number of electric vehicle battery exchanging systems and the remote server work as one network system. It is also within the spirit of the present invention.\nWhile the invention has been described in terms of what is presently considered to be the most practical and preferred embodiments, it is to be understood that the invention needs not be limited to the disclosed embodiments. On the contrary, it is intended to cover various modifications and similar arrangements included within the spirit and scope of the appended claims, which are to be accorded with the broadest interpretation so as to encompass all such modifications and similar structures.\n | An electrical battery exchanging system for reuse application is disclosed. The system includes: a number of rechargeable battery packs, a battery condition detecting module, a user ID checking module, a power source, a charging controlling module. Since the system can monitor conditions of rechargeable battery cells of the rechargeable battery packs and uses user ID for operating control purpose, it has benefits of conveniently exchanging low-power battery with fully charged one, easily sorting out end-of-life batteries and getting them for recycle or reuse, simply charging service fee and stably operating under a business model. | US:14/308,222 | https://patentimages.storage.googleapis.com/db/82/8a/8076efd0935b88/US9302592.pdf | US:9302592 | Hung-Lan Lin, Li-Zen LAI | Go Tech Energy Co Ltd | US:6177879, US:6639585, US:7059338, US:20100010698:A1, US:20120078444:A1, US:20130217332:A1, US:20140330453:A1, US:20140300200:A1 | Not available | 2016-04-05 | 1. An electric vehicle battery exchanging system for reuse application, comprising:\na plurality of rechargeable battery packs, each comprising:\na plurality of rechargeable battery cells linked in series or parallel connection; and\na battery cell detecting unit, electrically linked to each rechargeable battery cells, for detecting battery conditions of each rechargeable battery cell and transmitting the battery conditions externally;\n\na battery condition detecting module, for receiving the battery conditions transmitted from the battery cell detecting unit and sending out a judged command for each rechargeable battery pack based on the battery condition from each rechargeable battery pack to determine if the rechargeable battery pack is allowed to be charged;\na user ID checking module, for communicating with a user ID device which contains a user ID, checking if the user ID is registered in the user ID checking module under a commercial condition, and sending out a confirmed information when the user ID is registered in the user ID checking module under the commercial condition;\na power source, linked to an external power grid, for providing power;\na charging controlling module, electrically linked to the rechargeable battery packs, the battery condition detecting module, the user ID checking module and the power source, for charging the rechargeable battery pack determined by the judged command, processing charging until a predetermined battery status is fulfilled and recording amount of power charged; and\na battery managing module, electrically linked to the user ID checking module and the charging controlling module, for allowing one rechargeable battery pack to be released for use if the predetermined battery status is met and the confirmed information is received or temporarily stored if the predetermined battery status is met but the confirmed information is not received.\n, a plurality of rechargeable battery packs, each comprising:\na plurality of rechargeable battery cells linked in series or parallel connection; and\na battery cell detecting unit, electrically linked to each rechargeable battery cells, for detecting battery conditions of each rechargeable battery cell and transmitting the battery conditions externally;\n, a plurality of rechargeable battery cells linked in series or parallel connection; and, a battery cell detecting unit, electrically linked to each rechargeable battery cells, for detecting battery conditions of each rechargeable battery cell and transmitting the battery conditions externally;, a battery condition detecting module, for receiving the battery conditions transmitted from the battery cell detecting unit and sending out a judged command for each rechargeable battery pack based on the battery condition from each rechargeable battery pack to determine if the rechargeable battery pack is allowed to be charged;, a user ID checking module, for communicating with a user ID device which contains a user ID, checking if the user ID is registered in the user ID checking module under a commercial condition, and sending out a confirmed information when the user ID is registered in the user ID checking module under the commercial condition;, a power source, linked to an external power grid, for providing power;, a charging controlling module, electrically linked to the rechargeable battery packs, the battery condition detecting module, the user ID checking module and the power source, for charging the rechargeable battery pack determined by the judged command, processing charging until a predetermined battery status is fulfilled and recording amount of power charged; and, a battery managing module, electrically linked to the user ID checking module and the charging controlling module, for allowing one rechargeable battery pack to be released for use if the predetermined battery status is met and the confirmed information is received or temporarily stored if the predetermined battery status is met but the confirmed information is not received., 2. The electric vehicle battery exchanging system according to claim 1, wherein the battery condition comprises terms of output voltage, state of health (SOH), state of charge (SOC), output current, charging cycle and lifetime., 3. The electric vehicle battery exchanging system according to claim 2, wherein each of the terms has a threshold, and the judged command is not sent to allow the rechargeable battery pack to be charged as long as any value of the terms doesn't meet the corresponding threshold., 4. The electric vehicle battery exchanging system according to claim 3, wherein the battery condition detecting module is further for determining which rechargeable battery pack to be repaired for recycling rechargeable battery cells if the threshold of the battery condition of that rechargeable battery pack is not met., 5. The electric vehicle battery exchanging system according to claim 1, wherein the user ID checking module further comprises a wireless communicating unit for communicating with the user ID device., 6. The electric vehicle battery exchanging system according to claim 5, wherein the wireless communicating unit is a near field communication (NFC) device, a Radio-Frequency Identification (RFID) reader, Wi-Fi wireless communicating device or Bluetooth device., 7. The electric vehicle battery exchanging system according to claim 1, wherein the user ID device is a smart card, mobile phone or a key chain which contains a wireless communicating element for communicating with the user ID checking module and records the user ID., 8. The electric vehicle battery exchanging system according to claim 7, wherein the wireless communicating element is a NFC device, a RFID tag, Wi-Fi wireless communicating device or Bluetooth device., 9. The electric vehicle battery exchanging system according to claim 1, further comprising a remote server, wired or wireless connected with the battery condition detecting module, user ID checking module, charging controlling module, and battery managing module, for recording data of operations thereof, registering the user ID with data of an owner and alarming if the owner claimed the user ID device was lost while the user ID device is used for requesting battery exchange., 10. The electric vehicle battery exchanging system according to claim 1, wherein the commercial condition is that at least one of the rechargeable battery packs is rented to, leased to, or sold to whom owns the user ID device from the electric vehicle battery exchanging system., 11. The electric vehicle battery exchanging system according to claim 1, wherein the predetermined battery status is a percentage of power charged in the rechargeable battery pack., 12. The electric vehicle battery exchanging system according to claim 1, wherein the charging controlling module further comprises a charging scheduling unit, for determining a schedule to charge each rechargeable battery pack., 13. The electric vehicle battery exchanging system according to claim 1, wherein the rechargeable battery packs are used for electric vehicles with high power capacity., 14. The electric vehicle battery exchanging system according to claim 1, wherein power capacity of the rechargeable battery pack is at least 48V16 Ah. | US | United States | Active | B60L11/1822 | True |
| 272 | Battery locking/unlocking system, electric vehicle battery swapping control system and control method thereof \n | US11840156B2 | This application is a National Stage of International Application No. PCT/CN2018/076365, filed on Feb. 12, 2018, which requests the priority of the Chinese patent application with the application No. 201711244224.7, filed on Nov. 30, 2017, the contents of which are incorporated herein by reference in their entireties.\nThe present invention relates to a battery locking/unlocking system and locking and unlocking control methods.\nThe present invention further relates to an electric vehicle battery swapping control system and a control method thereof.\nAn existing battery installation way of an electric vehicle generally comprises a fixed way and a swappable way. For the fixed way, a battery is generally fixed on the vehicle, and thus, the vehicle is directly used as a charged object when the battery is charged. For the swappable way, a battery generally adopts a movable installation way, and thus, the battery may be taken down at any time to swap a new battery.\nBattery locking and unlocking are involved in a new battery swapping process. An existing battery locking/unlocking method may not accurately control strokes of a battery swapping device and the battery, errors appear during the swapping of the battery, thereby affecting the swapping speed and success rate of the battery.\nThe technical problem to be solved by the present invention is to provide a battery locking/unlocking system, an electric vehicle battery swapping control system and a control method thereof in order to overcome the defect that a battery locking/unlocking method in the prior art may not accurately control strokes of a battery swapping device and a battery.\nThe above-mentioned technical problem is solved through the following technical solution:\nthe present invention provides a battery locking/unlocking system used for a connection between a battery and a fixing base, the battery is provided with a plurality of lock shafts, the fixing base is internally provided with a plurality of lock seats, the lock seats are provided with lock slots for snapping the lock shafts, the lock slots are internally provided with lock tongues, and the battery locking/unlocking system includes:\na battery swapping device, used for moving the battery;\na lock shaft detection unit, located in the lock slots and used for detecting the locations of the lock shafts in the lock slots and generating location signals;\na lock tongue control unit, used for controlling the lock tongues to fall into the lock slots or retract to the outsides of the lock slots; and\na data exchange unit, separately communicating with the battery swapping device and the lock shaft detection unit;\nthe lock shaft detection unit sends the location signals to the data exchange unit; the data exchange unit sends the location signals to the battery swapping device, and the battery swapping device adjusts the location of the battery according to the location signals; the battery swapping device further generates a locking stopping instruction or an unlocking instruction according to the location signals and sends the locking stopping instruction or the unlocking instruction to the lock tongue control unit, the lock tongue control unit controls the lock tongues to fall into the lock slots when receiving the locking stopping instruction or controls the lock tongues to retract to the outsides of the lock slots when receiving the unlocking instruction.\nPreferably, the lock slots include entry sections and locking sections communicating with each other, the lock shaft detection unit includes upper in-place sensors, and the upper in-place sensors are located in the entry sections;\nthe upper in-place sensors are used for detecting whether the lock shafts arrive at junctions of the entry sections and the locking sections or not, if yes, a first location signal is sent to the data exchange unit, the data exchange unit sends the first location signal to the battery swapping device, and the battery swapping device enables the battery to move to the entry sections or the locking sections according to the first location signal.\nPreferably, the lock slots include entry sections and locking sections communicating with each other, the lock shaft detection unit includes front in-place sensors, and the front in-place sensors are located in the locking sections;\nthe front in-place sensors are used for detecting whether the lock shafts arrive at locking locations or not, if yes, a second location signal is sent to the battery swapping device by the data exchange unit, the battery swapping device stops horizontally moving the battery according to the second location signal and generates the locking stopping instruction, the battery swapping device sends the locking stopping instruction to the lock tongue control unit, and the lock tongue control unit controls the lock tongues to fall into the lock slots when receiving the locking stopping instruction.\nPreferably, the lock shaft detection unit further includes locking sensors; the locking sensors are used for detecting whether the lock shafts are locked by the lock tongues or not; if yes, the locking sensors generate a locking signal to be sent to the data exchange unit; and if not, a warning signal is sent to the data exchange unit, and the data exchange unit gives an alarm according to the warning signal.\nPreferably, the battery locking/unlocking system further includes a locking location detection unit located on the battery swapping device; and the locking location detection unit is used for detecting relative locations of the battery and the fixing base and generating a locking location signal to be sent to the data exchange unit, the data exchange unit generates a locking adjustment instruction according to the locking location signal and sends the locking adjustment instruction to the battery swapping device, the location of the battery swapping device is adjusted according to the locking adjustment instruction until the battery is located in the fixing base.\nPreferably, the locking location detection unit includes a first visual sensor, the first visual sensor detects the deviation between openings of the lock slots and the lock shafts by acquiring images of the openings of the lock slots and the lock shafts and generates a first deviation signal to be sent to the data exchange unit, the data exchange unit generates a first walking instruction according to the first deviation signal and sends the first walking instruction to the battery swapping device, and the battery swapping device walks according to the first walking instruction until the lock shafts directly face the openings of the lock slots; and\npreferably, the locking location detection unit includes a first range finder, in a process that the battery moves to the fixing base, the first range finder measures a distance from the battery to the ground, compares the distance with a preset value and generates a first distance signal to be sent to the data exchange unit, the data exchange unit generates a first movement instruction according to the first distance signal and sends the first movement instruction to the battery swapping device, and the battery swapping device moves the battery according to the first movement instruction until the battery is located in the fixing base.\nPreferably, the battery locking/unlocking system further includes an unlocking location detection unit located on the battery swapping device; the unlocking location detection unit is used for detecting relative locations of the battery swapping device and the battery and generating an unlocking location signal to be sent to the data exchange unit, the data exchange unit generates an unlocking adjustment instruction according to the unlocking location signal and sends the unlocking adjustment instruction to the battery swapping device, and the location of the battery swapping device is adjusted according to the unlocking adjustment instruction until the battery swapping device lifts the battery.\nPreferably, the unlocking location detection unit includes a second visual sensor, the second visual sensor detects the deviation between the battery and the battery swapping device by acquiring images of the battery and the battery swapping device and generates a second deviation signal to be sent to the data exchange unit, the data exchange unit generates a second walking instruction according to the second deviation signal and sends the second walking instruction to the battery swapping device, and the battery swapping device walks according to the second walking instruction until the battery swapping device directly faces the battery.\nPreferably, the unlocking location detection unit includes a second range finder, the second range finder measures a distance from the battery swapping device to the ground, compares the distance with a preset value and generates a second distance signal to be sent to the data exchange unit, the data exchange unit generates a second movement instruction according to the second distance signal and sends the second movement instruction to the battery swapping device, and the battery swapping device moves according to the second movement instruction until the battery swapping device lifts the battery.\nPreferably, the lock tongue control unit includes a lock connecting rod and a linkage mechanism driving the lock connecting rod to act; and the lock tongues in the plurality of lock seats are connected through the lock connecting rod.\nPreferably, the linkage mechanism is in communication connection with the data exchange unit, the data exchange unit sends the locking stopping instruction to the linkage mechanism, the linkage mechanism drives the plurality of lock tongues to act through the lock connecting rod when receiving the locking stopping instruction, and the lock tongues fall into the lock slots.\nPreferably, the lock tongue control unit includes an unlocking ejector rod, the data exchange unit sends the unlocking instruction to the lock tongue control unit, when the lock tongue control unit receives the unlocking instruction, the unlocking ejector rod jacks up the lock connecting rod, and the lock connecting rod drives the lock tongues to leave from the lock slots.\nPreferably, the battery locking/unlocking system further includes a power switching unit used for controlling whether the battery supplies power to an external device or not, the battery swapping device sends a power failure signal to the power switching unit before sending the unlocking instruction, and the power switching unit controls the battery to stop supplying power to the external device.\nThe present invention further provides an electric vehicle battery swapping control system, and the electric vehicle battery swapping control system includes the above-mentioned battery locking/unlocking system.\nThe present invention further provides a battery locking control method for locking a battery in a fixing base, the battery is provided with a plurality of lock shafts, the fixing base is internally provided with a plurality of lock seats, the lock seats are provided with lock slots for snapping the lock shafts, the lock slots are internally provided with lock tongues, and the battery locking control method includes the following steps:\nmoving the battery to the fixing base to enable the lock shafts to enter the lock slots;\nafter the lock shafts enter the lock slots, detecting the locations of the lock shafts, and moving the battery until the lock shafts arrive at locking locations; and\nWith the lock tongues falling, snapping the lock shafts into the lock slots.\nPreferably, the lock slots include entry sections and locking sections communicating with each other,\nafter the lock shafts enter the lock slots, detecting the locations of the lock shafts, and moving the battery until the lock shafts arrive at locking locations, includes:\nupon detecting the case that the lock shafts arrive at junctions of the entry sections and the locking sections, changing a movement direction of the battery, and controlling the lock shafts to enter the locking sections; and\nupon detecting the case that the lock shafts arrive at the locking locations, pausing the movement of the battery.\nPreferably, after controlling the lock tongues to fall, and snapping the lock shafts into the lock slots,\nthe locations of the lock tongues are detected, and whether the lock tongues snap the lock shafts or not is judged; if not, an alarm is given.\nPreferably, before moving the battery to the fixing base to enable the lock shafts to enter the lock slots,\nrelative locations of the lock shafts and openings of the lock slots are detected, and the location of the battery is adjusted to enable the lock shafts to directly face the openings of the lock slots.\nPreferably, moving the battery to the fixing base to enable the lock shafts to enter the lock slots includes:\ndetecting a distance from the battery to the ground, and adjusting the location of the battery until the lock shafts enter the lock slots.\nPreferably, the lock tongues in the plurality of lock seats are connected through a lock connecting rod, and the lock connecting rod is connected with a linkage mechanism;\ncontrolling the lock tongues to fall, and snapping the lock shafts into the lock slots, includes:\ncontrolling the linkage mechanism to act, and driving, by the linkage mechanism, the plurality of lock tongues to fall together through the lock connecting rod.\nThe present invention further provides a battery unlocking control method for unlocking a battery in a fixing base, the battery is provided with a plurality of lock shafts, the fixing base is internally provided with a plurality of lock seats, the lock seats are provided with lock slots for snapping the lock shafts, the lock shafts are snapped into the lock slots through lock tongues, and the battery unlocking control method includes the following steps:\nmoving the lock tongues located in the lock slots to the outsides of the lock slots, and controlling a battery swapping device to lift the battery;\nmoving the battery to enable the lock shafts to move towards openings of the lock slots; and\ndetecting locations of the lock shafts until the lock shafts are removed from the openings of the lock slots to the outsides of the lock slots.\nPreferably, the lock slots include entry sections and locking sections communicating with each other, the locking sections are horizontally arranged, and the entry sections are perpendicular to the locking sections;\ndetecting locations of the lock shafts until the lock shafts are removed from the openings of the lock slots to the outsides of the lock slots includes:\nupon detecting the case that the lock shafts horizontally move to junctions of the locking sections and the entry sections, changing a movement direction of the battery, and controlling the lock shafts to enter the entry sections; and downwards moving the lock shafts until the lock shafts are moved to the outsides of the lock slots.\nPreferably, the lock tongues in the plurality of lock seats are connected through a lock connecting rod, the lock connecting rod is connected with a linkage mechanism, and the battery swapping device is provided with an unlocking ejector rod,\nmoving the lock tongues located in the lock slots to the outsides of the lock slots, and controlling a battery swapping device to lift the battery, includes:\ncontrolling the unlocking ejector rod to jack up the lock connecting rod to drive the lock tongues to move to the outsides of the lock slots while controlling the battery swapping device to lift the battery.\nPreferably, before moving the lock tongues located in the lock slots to the outsides of the lock slots, and controlling a battery swapping device to lift the battery,\nrelative locations of the battery and the battery swapping device are detected, and the battery swapping device is enabled to directly face the battery.\nPreferably, moving the lock tongues located in the lock slots to the outsides of the lock slots, and controlling a battery swapping device to lift the battery, includes:\ndetecting a distance from the battery swapping device to the battery until the battery swapping device lifts the battery.\nPreferably, the battery locking/unlocking system further includes a power switching unit,\nbefore moving the lock tongues located in the lock slots to the outsides of the lock slots, and controlling a battery swapping device to lift the battery,\npower between the fixing base and the battery located in the fixing base is cut off.\nThe present invention further provides an electric vehicle battery swapping control method, and the electric vehicle battery swapping control method includes the above-mentioned battery locking control method or the above-mentioned battery unlocking control method.\nThe above-mentioned preferred conditions may be combined randomly on the basis of conforming to the general knowledge in the field to obtain each preferred embodiment of the present invention.\nThe positive progress effect of the present invention lies in that:\naccording to the above-mentioned battery locking/unlocking system, the electric vehicle battery swapping control system and the control method thereof, by providing various location detection components, the battery is accurately located and locked when being loaded into the fixing base, and then accurately located and unlocked when being removed from the fixing base, thereby achieving full-automatic control during swapping of the battery and improving the swapping speed and success rate of the battery.\n FIG. 1 is a schematic structural diagram of a battery and a fixing base involved in a battery locking/unlocking system provided by the present invention;\n FIG. 2 is a schematic structural diagram of a lock tongue control unit and lock seats involved of a battery locking/unlocking system provided by the present invention;\n FIG. 3 is a schematic structural diagram of a lock shaft involved in a battery locking/unlocking system provided by the present invention;\n FIG. 4 is a schematic structural diagram of a battery locking/unlocking system provided by the present invention;\n FIG. 5 is a schematic structural diagram of a lock shaft detection unit and lock seats of a battery locking/unlocking system provided by the present invention;\n FIG. 6 is a schematic structural diagram of an unlocking ejector rod of a lock tongue control unit of a battery locking/unlocking system provided by the present invention;\n FIG. 7 is a flow diagram of a battery locking control method provided by the present invention;\n FIG. 8 is a flow diagram of step S20 of the battery locking control method as shown in FIG. 7 ; and\n FIG. 9 is a flow diagram of a battery unlocking control method provided by the present invention.\nBattery 1 \n Lock shaft 11.\nFixing base 2 \n Lock seat 21 \n Lock slot 22 \n Entry section 221 \nLocking section 222 \n Lock tongue 23 \nBattery locking/unlocking system 3 \n Battery swapping device 31 \nLock shaft detection unit 32 \nUpper in-place sensor 321 \nFront in-place sensor 322 \nLocking sensor 323 \nLock tongue control unit 33 \nLock connecting rod 331 \nUnlocking groove 332 \nUnlocking ejector rod 333 \nData exchange unit 34 \nLocking location detection unit 35 \nUnlocking location detection unit 36 \nPower switching unit 37 \nThe present invention is further described below with embodiments, but the present invention is not hence limited within the range of the embodiments.\nA battery locking/unlocking system 3 provided by the present invention is used for a connection between a battery 1 and a fixing base 2, as shown in FIG. 1 , the battery 1 may be mounted in the fixing base 2. As shown in FIG. 2 , the battery 1 is provided with a plurality of lock shafts 11. As shown in FIG. 3 , the fixing base 2 is internally provided with a plurality of lock seats 21, the lock seats 21 are provided with lock slots 22 for snapping the lock shafts 11, the lock slots 22 are internally provided with lock tongues 23.\nThe battery locking/unlocking system 3 provided by the present invention, as shown in FIG. 4 , includes a battery swapping device 31, a lock shaft detection unit 32, a lock tongue control unit 33 and a data exchange unit 34, the battery swapping device 31 is used for moving the battery 1, the lock shaft detection unit 3:2 is located in the lock slots 22 and is used for detecting the locations of the lock shafts 11 in the lock slots 22 and generating location signals, the lock tongue control unit 33 is used for controlling the lock tongues 23 to fall into the lock slots 22 or retract to the outsides of the lock slots 22, and the data exchange unit 34 separately communicates with the battery swapping device 31 and the lock shaft detection unit 32.\nDuring use, the lock shaft detection unit 32 sends the location signals to the data exchange unit 34; the data exchange unit 34 sends the location signals to the battery swapping device 31, and the battery swapping device 31 adjusts the location of the battery 1 according to the location signals. When the battery 1 is required to be locked, the battery swapping device 31 generates a locking stopping instruction according to the location signals and sends the locking stopping instruction to the lock tongue control unit 33, the lock tongue control unit 33 controls the lock tongues 23 to fall into the lock slots 22 when receiving the locking stopping instruction, and thus, the lock shafts 11 are snapped into the lock slots 22 through the lock tongues 23. When the battery 1 is required to be unlocked, the battery swapping device 31 generates an unlocking instruction according to the location signals and sends the unlocking instruction to the lock tongue control unit 33, the lock tongue control unit 33 controls the lock tongues 23 to retract to the outsides of the lock slots 22 when receiving the unlocking instruction, and thus, the lock shafts 11 may be removed from the lock slots 22.\nAs shown in FIG. 5 , the lock slots 22 include entry sections 221 and locking sections 222 communicating with each other, the lock shaft detection unit 32 includes upper in-place sensors 321 and front in-place sensors 322, the upper in-place sensors 321 are located in the entry sections 221, and the front in-place sensors 322 are located in the locking sections 222.\nThe upper in-place sensors 321 are used for detecting whether the lock shafts 11 arrive at junctions of the entry sections 221 and the locking sections 222 or not, if yes, a first location signal is sent to the data exchange unit 34, the data exchange unit 34 sends the first location signal to the battery swapping device 31, and the battery swapping device 31 enables the lock shafts 11 to move to the entry sections 221 or the locking sections 222 according to the first location signal.\nBy providing the upper in-place sensors 321, whether the lock shafts 11 arrive at the junctions of the entry sections 221 and the locking sections 222 or not may be monitored at any moment. When the lock shafts 11 arrive at the junctions of the entry sections 221 and the locking sections 222, the battery swapping device 31 may control the battery 1 to change a direction in time so as to enable the lock shafts 11 to move to the entry sections 221 or the locking sections 222.\nThe front in-place sensors 322 are used for detecting whether the lock shafts 11 arrive at locking locations or not, if yes, a second location signal is sent to the battery swapping device 31 by the data exchange unit 34, the battery swapping device 31 stops horizontally moving the battery 1 according to the second location signal and generates a locking stopping instruction, the battery swapping device 31 sends the locking stopping instruction to the lock tongue control unit 33, and the lock tongue control unit 33 controls the lock tongues 23 to fall into the lock slots 22 when receiving the locking stopping instruction.\nBy providing the front in-place sensors 322, whether the lock shafts 11 arrive at the locking locations or not may be monitored at any moment. When the lock shafts 11 arrive at the locking locations, the battery swapping device 31 may control the battery 1 to pause in time, the lock tongue control unit 33 controls the lock tongues 23 to fall into the lock slots 22, and thus, the lock shafts 11 are snapped into the lock slots 22.\n | Provided are a battery locking/unlocking system, and an electric vehicle battery swapping control system and a control method thereof. The battery locking/unlocking system comprises a battery swapping device used for moving a battery; a lock shaft detection unit used for generating a location signal; a lock tongue control unit used for controlling a lock tongue to fall into the lock slot or retract to the outside of the lock slot; a data exchange unit separately communicates with the battery swapping device and the lock shaft detection unit. According to the battery locking/unlocking system and locking and unlocking control methods, by providing various location detection components, the battery is accurately located and locked when being loaded into a fixing base, and then accurately located and unlocked when being removed, thereby achieving full-automatic control during swapping of the battery and improving the swapping speed and success rate of the battery. | US:16/768,087 | https://patentimages.storage.googleapis.com/41/f7/93/cc8e82d7210eaf/US11840156.pdf | US:11840156 | Zhihao Chen, Chunhua Huang, Danliang Qiu | Aulton New Energy Automotive Technology Co Ltd | FR:2933656:A1, DE:102009042001:A1, WO:2012052511:A1, US:8708728, CN:102490694:A, CN:102717778:A, DE:102012219080:A1, CN:104417382:A, CN:205034089:U, CN:205255985:U, CN:105857048:A, CN:106427514:A, US:20200055383:A1, CN:108128132:A | 2023-12-12 | 2023-12-12 | 1. A battery locking/unlocking system, used for a connection between a battery and a fixing base, the battery being provided with a plurality of lock shafts, the fixing base being internally provided with a plurality of lock seats, the lock seats being provided with lock slots for snapping the lock shafts, the lock slots being internally provided with lock tongues, characterized in the battery locking/unlocking system comprises:\na battery swapping device, used for moving the battery;\na lock shaft detection unit, located in the lock slots and used for detecting the locations of the lock shafts in the lock slots and generating location signals;\na lock tongue control unit, used for controlling the lock tongues to fall into the lock slots or retract to the outsides of the lock slots; and\na data exchange unit, separately communicating with the battery swapping device and the lock shaft detection unit;\nthe lock shaft detection unit sends the location signals to the data exchange unit; the data exchange unit sends the location signals to the battery swapping device, and the battery swapping device adjusts the location of the battery according to the location signals; the battery swapping device further generates a locking stopping instruction or an unlocking instruction according to the location signals and sends the locking stopping instruction or the unlocking instruction to the lock tongue control unit, the lock tongue control unit controls the lock tongues to fall into the lock slots when receiving the locking stopping instruction or controls the lock tongues to retract to the outsides of the lock slots when receiving the unlocking instruction.\n, a battery swapping device, used for moving the battery;, a lock shaft detection unit, located in the lock slots and used for detecting the locations of the lock shafts in the lock slots and generating location signals;, a lock tongue control unit, used for controlling the lock tongues to fall into the lock slots or retract to the outsides of the lock slots; and, a data exchange unit, separately communicating with the battery swapping device and the lock shaft detection unit;, the lock shaft detection unit sends the location signals to the data exchange unit; the data exchange unit sends the location signals to the battery swapping device, and the battery swapping device adjusts the location of the battery according to the location signals; the battery swapping device further generates a locking stopping instruction or an unlocking instruction according to the location signals and sends the locking stopping instruction or the unlocking instruction to the lock tongue control unit, the lock tongue control unit controls the lock tongues to fall into the lock slots when receiving the locking stopping instruction or controls the lock tongues to retract to the outsides of the lock slots when receiving the unlocking instruction., 2. The battery locking/unlocking system according to claim 1, characterized in the lock slots comprise entry sections and locking sections communicating with each other, the lock shaft detection unit comprises upper in-place sensors, and the upper in-place sensors are located in the entry sections;\nthe upper in-place sensors are used for detecting whether the lock shafts arrive at junctions of the entry sections and the locking sections or not, if yes, a first location signal is sent to the data exchange unit, the data exchange unit sends the first location signal to the battery swapping device, and the battery swapping device enables the battery to move to the entry sections or the locking sections according to the first location signal;\nand/or the lock slots comprise entry sections and locking sections communicating with each other, the lock shaft detection unit comprises front in-place sensors, and the front in-place sensors are located in the locking sections;\nthe front in-place sensors are used for detecting whether the lock shafts arrive at locking locations or not, if yes, a second location signal is sent to the battery swapping device by the data exchange unit, the battery swapping device stops horizontally moving the battery according to the second location signal and generates the locking stopping instruction, the battery swapping device sends the locking stopping instruction to the lock tongue control unit, and the lock tongue control unit controls the lock tongues to fall into the lock slots when receiving the locking stopping instruction.\n, the upper in-place sensors are used for detecting whether the lock shafts arrive at junctions of the entry sections and the locking sections or not, if yes, a first location signal is sent to the data exchange unit, the data exchange unit sends the first location signal to the battery swapping device, and the battery swapping device enables the battery to move to the entry sections or the locking sections according to the first location signal;, and/or the lock slots comprise entry sections and locking sections communicating with each other, the lock shaft detection unit comprises front in-place sensors, and the front in-place sensors are located in the locking sections;, the front in-place sensors are used for detecting whether the lock shafts arrive at locking locations or not, if yes, a second location signal is sent to the battery swapping device by the data exchange unit, the battery swapping device stops horizontally moving the battery according to the second location signal and generates the locking stopping instruction, the battery swapping device sends the locking stopping instruction to the lock tongue control unit, and the lock tongue control unit controls the lock tongues to fall into the lock slots when receiving the locking stopping instruction., 3. The battery locking/unlocking system according to claim 1, characterized in the lock shaft detection unit further comprises locking sensors; the locking sensors are used for detecting whether the lock shafts are locked by the lock tongues or not; if yes, the locking sensors generate a locking signal to be sent to the data exchange unit; and if not, a warning signal is sent to the data exchange unit, and the data exchange unit gives an alarm according to the warning signal., 4. The battery locking/unlocking system according to claim 1, characterized in the battery locking/unlocking system further comprises a locking location detection unit located on the battery swapping device; and the locking location detection unit is used for detecting relative locations of the battery and the fixing base and generating a locking location signal to be sent to the data exchange unit, the data exchange unit generates a locking adjustment instruction according to the locking location signal and sends the locking adjustment instruction to the battery swapping device, the location of the battery swapping device is adjusted according to the locking adjustment instruction until the battery is located in the fixing base., 5. The battery locking/unlocking system according to claim 4, characterized in the locking location detection unit comprises a first visual sensor, the first visual sensor detects the deviation between openings of the lock slots and the lock shafts by acquiring images of the openings of the lock slots and the lock shafts and generates a first deviation signal to be sent to the data exchange unit, the data exchange unit generates a first walking instruction according to the first deviation signal and sends the first walking instruction to the battery swapping device, and the battery swapping device walks according to the first walking instruction until the lock shafts directly face the openings of the lock slots;\nand/or the locking location detection unit comprises a first range finder, in a process that the battery moves towards the fixing base, the first range finder measures a distance from the battery to the ground, compares the distance with a preset value and generates a first distance signal to be sent to the data exchange unit, the data exchange unit generates a first movement instruction according to the first distance signal and sends the first movement instruction to the battery swapping device, and the battery swapping device moves the battery according to the first movement instruction until the battery is located in the fixing base.\n, and/or the locking location detection unit comprises a first range finder, in a process that the battery moves towards the fixing base, the first range finder measures a distance from the battery to the ground, compares the distance with a preset value and generates a first distance signal to be sent to the data exchange unit, the data exchange unit generates a first movement instruction according to the first distance signal and sends the first movement instruction to the battery swapping device, and the battery swapping device moves the battery according to the first movement instruction until the battery is located in the fixing base., 6. The battery locking/unlocking system according to claim 1, characterized in the battery locking/unlocking system further comprises an unlocking location detection unit located on the battery swapping device; the unlocking location detection unit is used for detecting relative locations of the battery swapping device and the battery and generating an unlocking location signal to be sent to the data exchange unit, the data exchange unit generates an unlocking adjustment instruction according to the unlocking location signal and sends the unlocking adjustment instruction to the battery swapping device, and the location of the battery swapping device is adjusted according to the unlocking adjustment instruction until the battery swapping device lifts the battery., 7. The battery locking/unlocking system according to claim 6, characterized in the unlocking location detection unit comprises a second visual sensor, the second visual sensor detects the deviation between the battery and the battery swapping device by acquiring images of the battery and the battery swapping device and generates a second deviation signal to be sent to the data exchange unit, the data exchange unit generates a second walking instruction according to the second deviation signal and sends the second walking instruction to the battery swapping device, and the battery swapping device walks according to the second walking instruction until the battery swapping device directly faces the battery;\nand/or the unlocking location detection unit comprises a second range finder, the second range finder measures a distance from the battery swapping device to the ground, compares the distance with a preset value and generates a second distance signal to be sent to the data exchange unit, the data exchange unit generates a second movement instruction according to the second distance signal and sends the second movement instruction to the battery swapping device, and the battery swapping device moves according to the second movement instruction until the battery swapping device lifts the battery.\n, and/or the unlocking location detection unit comprises a second range finder, the second range finder measures a distance from the battery swapping device to the ground, compares the distance with a preset value and generates a second distance signal to be sent to the data exchange unit, the data exchange unit generates a second movement instruction according to the second distance signal and sends the second movement instruction to the battery swapping device, and the battery swapping device moves according to the second movement instruction until the battery swapping device lifts the battery., 8. The battery locking/unlocking system according to claim 1, characterized in the lock tongue control unit comprises a lock connecting rod and a linkage mechanism driving the lock connecting rod to act; and the lock tongues in the plurality of lock seats are connected through the lock connecting rod., 9. The battery locking/unlocking system according to claim 8, characterized in the linkage mechanism is in communication connection with the data exchange unit, the data exchange unit sends the locking stopping instruction to the linkage mechanism, the linkage mechanism drives the plurality of lock tongues to act through the lock connecting rod when receiving the locking stopping instruction, and the lock tongues fall into the lock slots;\nand/or the lock tongue control unit comprises an unlocking ejector rod, the data exchange unit sends the unlocking instruction to the lock tongue control unit, when the lock tongue control unit receives the unlocking instruction, the unlocking ejector rod jacks up the lock connecting rod, and the lock connecting rod drives the lock tongues to leave from the lock slots.\n, and/or the lock tongue control unit comprises an unlocking ejector rod, the data exchange unit sends the unlocking instruction to the lock tongue control unit, when the lock tongue control unit receives the unlocking instruction, the unlocking ejector rod jacks up the lock connecting rod, and the lock connecting rod drives the lock tongues to leave from the lock slots., 10. The battery locking/unlocking system according to claim 1, characterized in the battery locking/unlocking system further comprises a power switching unit used for controlling whether the battery supplies power to an external device or not, the battery swapping device sends a power failure signal to the power switching unit before sending the unlocking instruction, and the power switching unit controls the battery to stop supplying power to the external device., 11. An electric vehicle battery swapping control system, characterized in the electric vehicle battery swapping control system comprises the battery locking/unlocking system according to claim 1. | US | United States | Active | B | True |
| 273 | 一种电动汽车电池托盘及其制造方法 \n | CN106207029B | 技术领域本发明涉及电池托盘技术领域，具体的说，是一种电动汽车电池托盘及其制造方法。背景技术电动汽车解决了能源的危机和环境的污染，在人大会议期间，电动汽车列入国家重大科技产业工程的计划，在快速城市化、工业化过程中，电动汽车具有环保、节能、轻便、安全等优点，而电动汽车的性能取决于电池，电池在电动汽车领域占有重要地位。目前轻量化、低成本是电动汽车发展的重要方向。现在的汽车电池托盘普遍使用钢材，重量偏高，碳纤维复合材料凭借高比强度、高比模量成为优选的替代材料，通过合理的铺层及结构设计，在满足使用要求的前提下，可以大幅度降低产品重量，但是国内汽车电池托盘复合材料制品制造与应用的水平还比较低，缺乏成熟的产品设计与应用经验。发明内容本发明的目的在于克服现有技术的不足，提供一种电动汽车电池托盘及其制造方法。本发明的目的是通过以下技术方案来实现的：一种电动汽车电池托盘，其包含侧围，中纵梁，隔框，底板，嵌入件，将侧围固定，通过工装定位将中纵梁与侧围连接；隔框与侧围及中纵梁采用胶接连接；最后将底板与侧围、中纵梁、隔框采用连接面涂胶进行胶接连接。中纵梁与侧围连接形式为胶铆连接，采用面涂胶，并用抽芯铆钉进行连接。通过工装定位将隔框与侧围及中纵梁进行连接，采用连接面涂胶。所述的侧围和中纵梁上的连接点采用预埋嵌入件式结构。侧围和中纵梁上的连接点采用预埋嵌入件式结构，嵌入件采用内螺纹钢质标准件，预埋嵌入件时，首先将四周泡沫切除，用17#填料填补泡沫切除区域，将嵌入件塞进填料中，螺纹孔面与填料块平齐，用钻模确定螺纹孔位置后，压实填料，最后在表面糊四层预浸料，并将螺纹孔处钻透。连接面涂胶具体为爱牢达2015。侧围和中纵梁上设置连接点作为主承力结构，隔框作为次承力结构，其主要功能是将电池分隔。侧围，中纵梁，隔框均为泡沫夹层结构。侧围，中纵梁的材料均为T300碳纤维布/YPH-42T环氧树脂预浸料和PVC60/SANT400泡沫。隔框材料为GDUD400玻璃纤维/ERPIQ环氧树脂预浸料。底板为层合板结构，材料为T300碳纤维布/YPH-42T环氧树脂预浸料，其功能为增强整个电池托盘的刚度。嵌入件主要作用是提供电池和其他设备的连接点以及托盘在车身上的连接点。侧围，中纵梁，隔框，底板均采用真空袋压成型工艺。进一步的，为了增强侧围与中纵梁连接，采用胶铆装配工艺，之后与隔框、底板采用二次胶接。进一步的，侧围与中纵梁根据载荷分布情况可以适当增高，增高形式为两侧向中间递增，形成向下的圆拱形状，增高范围一般为5-20mm，以增加整体刚度。进一步的，侧围与中纵梁连接点处需要根据载荷情况进行局部加强，内外层各糊两层加强布，加强布的材料为T300碳纤维布/YPH-42T环氧树脂。进一步的，在底板位于电池下方处开孔，孔径范围为既有利于电池散热，又能减轻托盘重量。与现有技术相比，本发明的积极效果是：本发明采用框架式结构，通过强度分析，一方面优化框架结构形式，另一方面，通过合理的铺层设计，两者结合，降低了托盘重量。此外，通过强度分析，对非主承力结构采用玻璃纤维预浸料代替碳纤维预浸料，降低材料成本。最终复合材料电池托盘重量较传统钢质电池托盘重量大约降低54％。本申请是由复合材料制成的电池托盘，质量轻，强度、刚度性能好，可满足刚度要求和使用要求，相比金属材质电池托盘而言，重量大大降低，且通过混合使用碳纤维、玻璃纤维复合材料，有效的控制了托盘的制造成本，可以广泛应用于电动汽车电池托盘的制造。附图说明图1为本发明的整体结构示意图；图2为本发明实施例1的效果图；图3为本发明中的胶铆连接示意图；图4为本发明中预埋嵌入件示意图；图5为本发明的加温固化曲线图；附图中的标记为：1为托盘主体，2为电池设备，3为底板，4为侧围，5为中纵梁，6为嵌入件，7为隔板，8为抽芯铆钉，9为连接面涂胶，10为加强布，11为17#填料。具体实施方式以下提供本发明一种电动汽车电池托盘及其制造方法的具体实施方式。实施例1结合图1，一种电动汽车电池托盘，由侧围、中纵梁、隔框、底板、嵌入件构成，侧围、中纵梁、隔框为泡沫夹层结构。侧围、中纵梁材料为T300碳纤维布/YPH-42T环氧树脂预浸料和PVC60/SAN T400泡沫。隔框材料为GDUD400玻璃纤维/ERPIQ环氧树脂预浸料。底板为层合板结构，材料为GDUD400玻璃纤维/ERPIQ环氧树脂预浸料，其功能为增强整个托盘主体1的刚度。嵌入件主要作用是提供电池设备2和其他设备的连接点以及托盘在车身上的连接点。侧围、中纵梁、隔框、底板均采用真空袋压成型工艺，模具为阴模，保证外观质量。具体到本实施例中，结合图2，电池托盘尺寸(长×宽)：1616×730mm，电池数量为12，电池尺寸(长×宽)：321×234mm。为保证间隙，电池隔舱尺寸(长×宽)不小于333×240mm，根据强度计算结果及嵌入件6的规格，侧围长边厚度22mm(预浸料厚度8mm，PVC泡沫厚度14mm),短边厚度38mm(预浸料厚度8mm，PVC泡沫厚度30mm)。中纵梁厚度22mm(预浸料厚度8mm，PVC泡沫厚度14mm)。连接点处需进行局部加强，加强布10厚度为3mm，材料为T300碳纤维布/YPH-42T环氧树脂。隔框厚度20mm(预浸料厚度8mm，PVC泡沫厚度12mm)。底板厚度5mm。上述各部件的具体制造方法如下：(1)侧围4：侧围是T300碳纤维布/YPH-42T环氧树脂预浸料铺层结构，选用真空袋方式成型；在模具型腔表面及分型面上涂抹脱模剂为美国AXEL公司的XTEND 19RSS，并在脱模剂挥发干燥后开始铺层操作，先铺放碳纤维预浸布，然后在上面铺放聚氨酯胶膜，将加工好的PVC泡沫夹层铺放在胶膜上，再在PVC泡沫夹层上铺放一层聚氨酯胶膜，然后继续铺放碳纤维预浸布，对铺层结构进行修整后依次铺放隔离膜和吸胶棉，然后在模具外套真空袋，进行抽真空，最后放入烘箱中进行固化，固化的工艺见图5，固化结束后，将侧围毛坯从模具中脱出，对毛坯进行打磨修锉，去除毛刺及尖边。聚氨酯胶膜，PVC泡沫夹层，隔离膜和吸胶棉均为市场可以直接买到的产品。(2)中纵梁5：中纵梁是T300碳纤维布/YPH-42T环氧树脂预浸料铺层结构，其采用真空袋方式成型步骤与(1)侧围相同；(3)隔框7：隔框材料为GDUD400玻璃纤维/ERPIQ环氧树脂预浸料铺层结构，除脱模改为模具表面铺贴一层脱模布外，其余真空袋方式成型步骤均与(1)侧围相同；(4)底板3：底板为层合板结构，材料为GDUD400玻璃纤维/ERPIQ环氧树脂预浸料，选用真空袋方式成型；在模具型腔表面铺贴一层脱模布，然后开始铺层操作，用玻璃纤维预浸布铺放后，再依次铺放隔离膜和吸胶棉，然后将模具放入真空袋中进行抽真空，最后放入烘箱中进行固化，固化的工艺见图5，固化结束后，将座舱舱体毛坯从模具中脱出，对毛坯进行打磨修锉，去除毛刺及尖边；(5)装配：将侧围固定，通过工装定位将中纵梁与侧围连接，中纵梁与侧围连接形式为胶铆连接；连接面涂胶，并用抽芯铆钉8进行连接；隔框与侧围及中纵梁采用胶接连接，通过工装定位将隔框与侧围及中纵梁进行连接，连接面涂胶。最后将底板与以上部件采用连接面涂胶进行胶接连接。连接面涂胶9具体为爱牢达2015；(6)连接点：侧围和中纵梁上的连接点采用预埋嵌入件式结构，嵌入件采用内螺纹钢质标准件，待(5)装配后的托盘主体完全固化后预埋嵌入件，首先通过钻模确定所有连接点位置，然后将连接点位置处铺层及泡沫夹层切除，用17#填料11填补泡沫切除区域，将嵌入件塞进填料中，螺纹孔面与填料块平齐，用钻模确定螺纹孔位置后，压实填料，最后在表面糊加强布，加强布的厚度为3mm，加强布的材料为T300碳纤维布/YPH-42T环氧树脂，并将螺纹孔处钻透。以上所述仅是本发明的优选实施方式，应当指出，对于本技术领域的普通技术人员，在不脱离本发明构思的前提下，还可以做出若干改进和润饰，这些改进和润饰也应视为本发明的保护范围内。 | 本发明涉及一种电动汽车电池托盘及其制造方法，其特征在于，其包含侧围，中纵梁，隔框，底板，嵌入件，将侧围固定，通过工装定位将中纵梁与侧围连接；隔框与侧围及中纵梁采用胶接连接；最后将底板与侧围、中纵梁、隔框采用连接面涂胶进行胶接连接，侧围和中纵梁上的连接点采用预埋的嵌入件。本发明通过本发明制成的电池托盘，质量轻，强度、刚度性能好，可满足刚度要求和使用要求，相比金属材质电池托盘而言，重量大大降低，且通过混合使用碳纤维、玻璃纤维复合材料，有效的控制了托盘的制造成本，可以广泛应用于电动汽车电池托盘的制造。 | CN:201610556863.6A | https://patentimages.storage.googleapis.com/58/4d/63/2ff8604c00dd66/CN106207029B.pdf | CN:106207029:B | 王凯, 尚晓东, 沈伟, 戈家荣, 崔国新, 刘权 | Jinggong (shaoxing) Composite Materials Co Ltd | JP:2011146340:A, CN:102842693:A, CN:205177921:U | Not available | 2019-01-15 | 1.一种电动汽车电池托盘，其特征在于，其包含侧围，中纵梁，隔框，底板，嵌入件，将侧围固定，通过工装定位将中纵梁与侧围连接；隔框与侧围及中纵梁采用胶接连接；最后将底板与侧围、中纵梁、隔框采用连接面涂胶进行胶接连接，侧围和中纵梁上的连接点采用预埋的嵌入件；, 所述的电动汽车电池托盘的制造方法，其特征在于，包括如下步骤：, （1）侧围：侧围是T300碳纤维布/YPH-42T环氧树脂预浸料铺层结构，选用真空袋方式成型；在模具型腔表面及分型面上涂抹脱模剂为美国AXEL公司的XTEND 19RSS，并在脱模剂挥发干燥后开始铺层操作，先铺放碳纤维预浸布，然后在上面铺放聚氨酯胶膜，将加工好的PVC泡沫夹层铺放在胶膜上，再在PVC泡沫夹层上铺放一层聚氨酯胶膜，然后继续铺放碳纤维预浸布，对铺层结构进行修整后依次铺放隔离膜和吸胶棉，然后在模具外套真空袋，进行抽真空，最后放入烘箱中进行固化，固化结束后，将侧围毛坯从模具中脱出，对毛坯进行打磨修锉，去除毛刺及尖边；, （2）中纵梁：中纵梁是T300碳纤维布/YPH-42T环氧树脂预浸料铺层结构，成型步骤与（1）侧围相同；, （3）隔框：隔框材料为GDUD400玻璃纤维/ERPIQ环氧树脂预浸料铺层结构，除脱模改为模具表面铺贴一层脱模布外，其余成型步骤均与（1）侧围相同；, （4）底板：底板为层合板结构，材料为GDUD400玻璃纤维/ERPIQ环氧树脂预浸料，选用真空袋方式成型；在模具型腔表面铺贴一层脱模布，然后开始铺层操作，用玻璃纤维预浸布铺放后，再依次铺放隔离膜和吸胶棉，然后将模具放入真空袋中进行抽真空，最后放入烘箱中进行固化，固化结束后，将座舱舱体毛坯从模具中脱出，对毛坯进行打磨修锉，去除毛刺及尖边；, （5）装配：将侧围固定，通过工装定位将中纵梁与侧围连接，中纵梁与侧围连接形式为胶铆连接；连接面涂胶，并用抽芯铆钉进行连接；隔框与侧围及中纵梁采用胶接连接，通过工装定位将隔框与侧围及中纵梁进行连接，连接面涂胶；最后将底板与以上部件采用爱牢达2015进行胶接连接；, （6）连接点：侧围和中纵梁上的连接点采用预埋嵌入件式结构，嵌入件采用内螺纹钢质标准件，待（5）装配后的托盘主体完全固化后预埋嵌入件，首先通过钻模确定所有连接点位置，然后将连接点位置处铺层及泡沫夹层切除，用17#填料填补泡沫切除区域，将嵌入件塞进填料中，螺纹孔面与填料块平齐，用钻模确定螺纹孔位置后，压实填料，最后在表面糊加强布，厚度为3mm，材料为T300碳纤维布/YPH-42T环氧树脂，并将螺纹孔处钻透。, 2.如权利要求1所述的一种电动汽车电池托盘，其特征在于，侧围，中纵梁的材料均为T300碳纤维布/YPH-42T环氧树脂预浸料和PVC60/SAN T400 泡沫。, 3.如权利要求1所述的一种电动汽车电池托盘，其特征在于，侧围，中纵梁，隔框，底板均采用真空袋压成型工艺；, 侧围与中纵梁连接点处需要根据载荷情况进行局部加强，内外层各糊两层加强布，加强布的材料为T300碳纤维布/YPH-42T环氧树脂；, 在底板位于电池下方处开孔。 | CN | China | Active | H | True |
| 274 | 用于电气化车辆的电池支撑结构 \n | CN108454372B | NaN | 本公开涉及用于电气化车辆的电池支撑结构。一种电气化车辆包括车身结构，车身结构限定有支撑表面和邻近于所述支撑表面的挤压空间。电气化车辆还包括牵引电池，牵引电池用于向动力传动系统提供电力。电气化车辆还包括电池支撑结构，电池支撑结构具有至少一个铰链机构，所述至少一个铰链机构固定到牵引电池并固定到所述支撑表面，以允许牵引电池相对于所述支撑表面的旋转运动。电池支撑结构还包括固定到所述支撑表面的导轨。电池支撑结构还包括滑轨，所述滑轨被设置为与导轨接合并且能够相对于导轨滑动。电池支撑结构还包括至少一个连杆，所述至少一个连杆在第一端可旋转地固定到滑轨并在第二端可旋转地固定到牵引电池。 | CN:201810148393.9A | https://patentimages.storage.googleapis.com/06/7d/da/da52e9c48c0e6d/CN108454372B.pdf | CN:108454372:B | 维杰·帕乔雷 | Ford Global Technologies LLC | NaN | Not available | 2023-04-28 | 1.一种电气化车辆，包括：, 车身结构，限定有支撑表面和邻近于所述支撑表面的挤压空间；, 牵引电池，用于向动力传动系统提供电力；, 电池支撑结构，具有：, 至少一个铰链机构，固定到牵引电池并固定到所述支撑表面，以允许牵引电池相对于所述支撑表面的旋转运动，, 导轨，固定到所述支撑表面，, 滑轨，被设置为与导轨接合并且能够相对于导轨滑动，, 至少一个连杆，在所述至少一个连杆的第一端可旋转地固定到滑轨，并在所述至少一个连杆的第二端可旋转地固定到牵引电池，, 其中，在第一构造中，滑轨沿着牵引电池的侧壁延伸超过牵引电池的端面并延伸到挤压空间中。, 2.如权利要求1所述的电气化车辆，其中，在第一构造中，滑轨相对于导轨的运动通过剪切销被禁止。, 3.如权利要求2所述的电气化车辆，其中，响应于滑轨接收到载荷，滑轨适于使剪切销剪切并相对于导轨滑动至第二构造。, 4.如权利要求3所述的电气化车辆，其中，响应于滑轨接收到载荷，滑轨和所述至少一个连杆适于使牵引电池围绕所述铰链机构相对于所述支撑表面旋转。, 5.如权利要求1所述的电气化车辆，其中，所述导轨、所述滑轨和所述至少一个连杆形成设置在牵引电池的第一侧壁处的第一支撑组件，其中，电池支撑结构还包括设置在牵引电池的与所述第一侧壁相对的第二侧壁处的第二支撑组件，第二支撑组件包括：第二导轨，固定到所述支撑表面；第二滑轨，被设置为与第二导轨接合并且能够相对于第二导轨滑动；至少一个第二连杆，在所述至少一个第二连杆的第一端可旋转地固定到第二滑轨并在所述至少一个第二连杆的第二端可旋转地固定到牵引电池。, 6.一种车辆电池系统，包括：, 电池；, 铰链，将电池连接到支撑表面；, 电池支撑结构，具有：, 导轨，邻近于电池固定到所述支撑表面，, 滑轨，与导轨接合并且能够相对于导轨滑动，在第一构造中，滑轨沿着电池的侧壁延伸超过电池的端面并延伸到车辆的挤压空间中，, 举升臂，在所述举升臂的第一端可旋转地固定到滑轨，并在所述举升臂的第二端可旋转地固定到电池。, 7.如权利要求6所述的车辆电池系统，其中，在第一构造中，滑轨的端部与导轨的端部间隔第一距离，电池相对于所述支撑表面限定第一角定向。, 8.如权利要求7所述的车辆电池系统，其中，滑轨适于相对于导轨轴向地滑动至第二构造，其中，在第二构造中，, 滑轨的端部与导轨的端部间隔第二距离，所述第二距离小于所述第一距离，, 电池相对于所述支撑表面限定第二角定向，所述第二角定向与所述第一角定向不同。, 9.如权利要求8所述的车辆电池系统，其中，在第二构造中，所述举升臂和所述铰链以第二角定向支撑电池。, 10.如权利要求6所述的车辆电池系统，其中，所述电池支撑结构为第一电池支撑结构，所述电池支撑结构还包括第二电池支撑结构，所述第二电池支撑结构设置在电池的与所述第一电池支撑结构相对的一侧，第二电池支撑结构包括：, 第二导轨，邻近于电池固定到所述支撑表面，, 第二滑轨，与所述第二导轨接合并且能够相对于第二导轨滑动，, 第二举升臂，在所述第二举升臂的第一端可旋转地固定到第二滑轨，并在所述第二举升臂的第二端可旋转地固定到电池。, 11.一种用于电气化车辆的牵引电池支撑结构，包括：, 铰链，适于将牵引电池连接到支撑表面；, 导轨，适于邻近于牵引电池被固定到所述支撑表面；, 滑轨，适于与导轨可滑动地接合，在第一构造中，滑轨沿着牵引电池的侧壁延伸超过牵引电池的端面并延伸到车辆的挤压空间中；, 连杆，在所述连杆的第一端可旋转地固定到滑轨，并适于在所述连杆的第二端可旋转地固定到牵引电池。, 12.如权利要求11所述的牵引电池支撑结构，其中，导轨限定有通道，其中，滑轨的至少一部分能够在所述通道内滑动。, 13.如权利要求11所述的牵引电池支撑结构，其中，所述连杆是第一连杆，其中，牵引电池支撑结构还包括第二连杆，所述第二连杆与所述第一连杆间隔开，并且所述第二连杆在所述第二连杆的第一端可旋转地固定到滑轨并适于在所述第二连杆的第二端可旋转地固定到牵引电池。, 14.如权利要求13所述的牵引电池支撑结构，其中，第一连杆是长度能够延伸的可伸缩连杆，所述第一连杆能够从第一长度延伸到延伸长度，其中，第二连杆限定小于所述第一长度的第二长度。, 15.如权利要求11所述的牵引电池支撑结构，其中，在第一构造中，滑轨被固定到导轨，以禁止滑轨相对于导轨运动，其中，在第一构造中，滑轨的端部与导轨的端部间隔第一距离，牵引电池相对于所述支撑表面限定第一角定向。, 16.如权利要求15所述的牵引电池支撑结构，其中，响应于滑轨接收到载荷，滑轨适于相对于导轨轴向地滑动到第二构造，其中，在第二构造中，滑轨的端部与导轨的端部间隔第二距离，所述第二距离小于所述第一距离，并且牵引电池相对于所述支撑表面限定第二角定向，所述第二角定向与所述第一角定向不同。 | CN | China | Active | B | True |
| 275 | Vehicular accessory \n | US9834183B2 | The present application is a continuation under 37 C.F.R. §1.53(b) of prior patent application Ser. No. 14/630,809, filed Feb. 25, 2015, now U.S. Pat. No. 9,566,954, which claims benefit of and priority to Provisional Patent Application Ser. No. 61/950,310 filed Mar. 10, 2014 and Provisional Patent Application Ser. No. 62/003,631 filed on May 28, 2014, the contents of both said provisional patent applications are incorporated herein by reference.\nThe present invention relates to electrical vehicles and their batteries and, more particularly, to on-board-vehicle battery conveying systems and to small-sized, standardized batteries especially configured for being loaded by end users into their electrical vehicles.\nThe broad concept of the invention (capsulized in FIG. 10) is as follows. Batteries are provided as standardized, rectangular packages, measuring, for example, about 20×12×8 inches and weighing on the order of less than about 80 pounds each. Their high-voltage electrodes are recessed within the battery box or housing. The electrical vehicle, regardless of manufacturer or style, has a battery access opening in its trunk (or under the front hood), through which the batteries are inserted one by one. An on-board battery conveyor “swallows”, so to speak, the batteries one by one and internally conveys them into different bins of a battery compartment located under the vehicle. In the bins, the batteries are connected to the vehicle, both electrically and mechanically and, if needed, to a cooling system. As an example, a typical vehicle would accommodate six such batteries. Discharged batteries can be recharged, in situ, or disgorged by the vehicle conveyor and replaced with a fresh set of one or more batteries, in about two to five minutes. The battery exchange can be effected at home or at conventional gas stations which will stock, recharge, and replace these batteries, as needed.\nThe vehicle is delivered from the vehicle manufacturer with some permanently installed battery capacity, for example, to drive the vehicle about 15 to 20 miles only. The vehicle owner makes all decisions concerning purchasing, leasing or renting the additional exchangeable batteries to provide greater driving range. The standardized batteries can be installed or exchanged at any time, at home or at existing gasoline/battery stations. As battery technology improves over the years, electric vehicle owners can upgrade to higher energy density batteries and dispose of older batteries in the battery after market.\nThe standardized batteries can be shared by several family members driving electrical vehicles, or even among neighbors. The batteries need not be purchased from the vehicle manufacturer at all. Instead, they are either purchased or leased or rented as needed and when needed, from battery dealers. A stock of batteries can be maintained with a full charge in a home garage, whereby an automobile returning with spent batteries can be turned around and driven within minutes by exchanging the batteries. Rather than providing cash rebates to purchasers of electrical vehicles, governments could improve the environment by providing low interest loans to battery manufacturers to make these batteries widely available at reduced costs.\nIn a world where the concepts of the present invention have been adopted, the electrical vehicles, per se, will have extremely simple constructions, and be very inexpensive. Battery manufacturers will provide the batteries which can be purchased or leased or rented in a manner which suits each individual's needs and without requiring a great initial expenditure. Many other aspects and details of the invention are described more fully below.\nThe virtues of the all-electric battery operated vehicle (“BEV”) have been sung by many for over a century. Thus, BEVs do not pollute the air where people live and work. They do not require a liquid cooling system, nor a transmission, nor an exhaust system, nor a catalytic converter, nor yearly inspections, nor periodic oil changes, nor a starter motor, and this is only a partial list. BEVs provide much empty space under the hood of the engine compartment, particularly where electrical motors are provided in the “in-wheel” configurations. BEVs run extremely quietly, reducing street noise levels and providing for a more pleasant living environment. Electric motors instantly start in all weather conditions, and they are comparatively smaller, sturdier, easily replaceable, and less expensive as compared to internal combustion (IC) engines. BEVs should and will provide useful operating lives that can be double the operating lives of IC driven conventional vehicles (“CV”).\nDespite their many benefits, the landscape is littered with enterprises that have tried and failed to bring BEVs to the mass marketplace for automobiles. Indeed, Henry Ford provided an electric car during the 1912-1920 period, using lead acid batteries, which was discontinued because the internal combustion engine provided a much greater travel range. BEVs were basically absent in the vehicle marketplace until the early 1990s when, through the effort of the State of California, the BEV1 vehicle was developed which ran on a lead acid battery and which stored 18 kWh (“kilowatt-hour”) of energy, later replaced with a 26 kWh NIMH pack. Eventually, the BEV1 program was discontinued. More recently, hybrid vehicles (“Hybrid”) came into vogue, such as the Toyota Prius®. But Hybrids are not the subject of the present invention, because they include an internal combustion engine, with all its drawbacks. The object of this invention is to make all-electric automobiles, namely BEVs available to and affordable by the mass marketplace. This objective also eliminates the GM Chevy Volt®, which includes an IC engine.\nThe Nissan Leaf® is a BEV with a 24 kWh lithium-ion battery and a nominal driving range of about 100 miles, actually about 80 miles. The battery weighs about 600 pounds and is said to cost in excess of $16,000. The BMW Mini-E® has a 40 kWh battery. The Tesla Roadster® provides a 53 kWh battery constructed of 7,000 Li-Ion cells and has a price tag in excess of $100,000. The cost of replacing the battery is about $40,000. The cost of the Tesla S® BEV model also approaches $100,000, but provides a lower kWh battery. The Mitsubishi i-MiEV® has a 16 kWh lithium-ion battery. Think City® provides a lithium-ion (Li-Ion) BEV with a 24.5 kWh battery. The Israel-based Better Place Company has recently closed its doors, after attempting to provide BEVs utilizing batteries that are quickly exchanged or swapped out, wiping out a years long effort and an investment of about 850 million dollars.\nPresently, the few surviving companies that manufacture BEVs sell at most a few thousand such vehicles per year, compared to millions of CVs that the major world automobile manufacturers produce yearly.\nConsidering the many benefits of BEVs, and other advantages including that with BEVs there is no need to truck gasoline fuel to gas stations all over the country (as electrical generating plants can be located close to the energy sources, whether they be hydraulic or gas or wind or solar energy), it is imperative to pinpoint the technical challenge(s) or hurdles that have prevented, to date, the BEVs being available to the mass marketplace. Indeed, that technical hurdle is well known and attributable to a single component, namely to the BEV's battery. Sixteen gallons of gasoline, able to propel a CV vehicle at 25 miles per gallon, will allow it to be driven a distance of approximately 400 miles. To achieve the same distance with a BEV would require more than 100 kWh of battery energy at a weight of about 2400 lbs., or more than the vehicle itself. The battery size would be on the order of five times the size of the CV's gasoline tank. The cost of the battery would be more than $50,000. Another serious drawback of batteries is that they lose a very substantial portion (about 50%) of their charge holding capacity as they age, which reduces the driving range by the same percentage.\nTesla's quick changing battery stations will not provide the answers to the needs of the mass market either. Each quick battery swapping station costs between $1,000,000 to $3,000,000 in initial infrastructure, to be able to handle and load heavy batteries that weigh well over 600 pounds. Purchasers of the Nissan Leaf® vehicles have to contend with recharging their BEV batteries every 80 miles or so, which requires going out of one's way to find a charging station and losing close to an hour, which is unacceptable. The government's cash incentive credits, currently about $7,500 per vehicle, to spur BEV purchases, are doomed to failure, because they do not address the real drawbacks that prevent adoption of electrical vehicles on a wide scale.\nRoughly calculated, the cost of the battery is approximately at least twice the cost of the electricity needed to charge the battery over the life of the battery. In effect, the buyer is forced to purchase and pay in advance two-thirds of the lifetime “fuel” cost for the BEV. Also, the buyer is essentially “stuck” with the same physical battery for its entire life, which is problematic because technology improves all the time, and newer batteries come online that have greater energy densities, lower costs, etc. Yet, the original purchaser would have to lose the entire value of the battery included in the vehicle purchase price if they chose to discard the original battery prematurely. And the end user is limited to the driving range of a single battery, with no ability, similar to the IC vehicle driver, to buy and purchase gasoline fuel literally anywhere at the hundreds of thousands of gasoline stations located everywhere. Another disadvantage is that single-vehicle families cannot purchase the BEV, even if a vehicle having a 100 mile range is sufficient for their typical needs. They have to be able to accommodate the occasional need to drive hundreds of miles.\nSince lead-acid batteries have a low energy density, i.e., stored charge per unit weight or volume, the industry has moved to lithium-ion battery types. Lithium cobalt oxide (LiCoO2) batteries offer high energy density and are used only in hand-held electronic devices because they present safety risks when damaged in an automobile crash. BEV vehicles more typically use lithium ion phosphate (LFP), lithium manganese oxide (LMO) and/or lithium nickel manganese cobalt oxide (NMC) batteries that offer somewhat lower energy density, but longer lives and inherent safety. Lithium nickel cobalt aluminum oxide (NCA) and lithium titanate (LTO) are also usable. The Chevy Volt® and the Nissan Leaf® use lithium manganese batteries. The Tesla BEVs use lithium cobalt batteries. The Better Place vehicles use lithium ion phosphate batteries. But, as noted above, the battery power that can be located in the space that is currently occupied by a gasoline tank will only produce about 80 miles of driving with a battery price tag on the order of $20,000, which is entirely unacceptable.\nBattery parameters that require understanding include: Specific Energy, Energy Density, Specific Power, Charge/Discharge Efficiency, Self-Discharge Rate, Cycle Durability, and Nominal Cell Voltage. For a lithium ion battery, the Specific Energy is the energy stored per unit weight, typically 100-265 Wh/kg. For some perspective, if 25 kWh is needed to drive 80 miles (quite realistic), the weight of the battery would have to be (assuming a specific energy of a 100 Wh/kg) 150 kg (about 552 pounds). Hence, to drive 320 miles, a battery would weigh about 2,200 pounds, which is basically impossible for a mass market automobile.\nThe Energy Density is the energy per volume which for lithium ion is typically 250-750 kWh/L (kilowatts per hours per liter). The Specific Power is the amount of power deliverable per kilogram; approximately 250 to 340 W/kg. The Charge/Discharge Efficiency for lithium ion batteries is 80-90%. For example, if 100 kWh of energy is inputted into the battery only about 80-90% is recoverable to drive the vehicle's electric motor. The Self-Discharge Rate represents the inevitable discharging of the battery power with the passage of time. The figures (per month) are 8% at 21° C.; 15% at 40° C.; and 31% at 60° C., respectively. Thus, if the battery is kept at over 100° F., about 15% per month of the battery charge is passively lost. Cycle Durability reflects the inherent limit on the number of times a battery can be charged and discharged. For lithium ion batteries, it is typically 400-1200 cycles. Battery cells have inherent nominal voltages. For a NMC battery, it is 3.6/3.7 volts. Thus, 30 NMC batteries connected in series provide a nominal 108 volt DC output.\nTo date, the conventional approach has been to provide an entire battery assembly, that stays with the same vehicle for as long as the battery assembly lasts. The prior art does, however, describe systems for exchanging/swapping the battery assembly. Indeed, Tesla is offering quick swapping assembly stations. Better Place also provided such battery exchange stations. But the Better Place and Tesla exchange stations require investment of millions of dollars to handle batteries that weigh hundreds of pounds. We are very far away from the day where all neighborhood gas stations will have the capacity/ability to exchange 500+ pounds batteries for BEVs.\nBattery swapping is described in U.S. Pat. No. 5,760,569. A vehicle tray slides from an openable door at the rear of the vehicle and the battery is slid within. A BEV owner or driver could never handle a battery that weighs 500 or 600 pounds in this manner. Besides, the exposed electrodes have a voltage potential of approximately 100 volts DC, which should not be handled at the private level. In U.S. patent publication 2010/0230188 the battery is located on wheels and somehow installed through vehicle side door openings. Several battery modules may be loaded into large vehicles such as a truck. This reference suggests that the battery module should be of a standard size. But still, each battery module can power the vehicle, requiring that it weigh hundreds of pounds. In U.S. Pat. No. 5,542,488, the battery module is inserted laterally into the trunk area of the car. Another battery can be loaded by inserting it laterally through an opening at one of the doors of the vehicle, which interferes with the desire to keep the car aesthetics intact. In U.S. Pat. No. 5,951,229, a battery for an BEV to drive 75 to 100 miles intervals is described as having a dimension of five feet wide, five feet long and nine inches in height, making it impossible to loan/unload at home.\nThe difficulty of mounting the battery packs or modules of the prior art is exemplified by U.S. Pat. No. 6,014,597, which shows an underground lift for raising and loading heavy BEV batteries. In U.S. Pat. No. 8,561,743, the Nissan Leaf® battery arrangement is shown. It is a very complicated arrangement of various battery modules located at the bottom of the vehicle. The entire assembly (FIG. 5) can be lifted and attached at the bottom of the vehicle. It weighs about 600 pounds. U.S. publication 2003/0209375 discloses, in FIG. 3A, battery modules stacked under the passenger compartment and at the bottom of the luggage compartment. An underground lifting mechanism is needed to lift and install the batteries. In U.S. Pat. No. 3,708,028, massively-sized battery packs are laterally inserted into the truck. In U.S. Pat. No. 5,711,648, a massive battery swapping system with an underground lift is provided to load and unload very heavy batteries. A similar underground battery swapping system is disclosed in U.S. Pat. No. 5,998,963. Complex, heavy duty battery conveying systems are also disclosed in U.S. Pat. No. 5,187,423. This document describes, at col. 1, that its goal is “using standard batteries in all vehicles and providing a standard battery replacement service capable of instantly replacing discharged batteries with charged ones”.\nIn U.S. Pat. No. 5,301,765, a hoisting system is used to lift a massive battery and to lower it into the engine compartment. The battery has electrodes that are inserted into female sockets. A complex battery swapping system is also disclosed in U.S. Pat. No. 5,612,606. It uses an underground system to lift very large and heavy batteries. A similar system is also described in U.S. Pat. No. 7,993,155 and in U.S. Pat. No. 8,454,377. See also U.S. Pat. No. 8,164,300. All of these battery exchange systems are very expensive, requiring millions of dollars in infrastructure initial costs. The prior art is also exemplified by U.S. Pat. Nos. 6,094,028; 5,631,536; 4,102,373; and 7,602,143. The entire contents of all of the foregoing patents and patent publications are incorporated by reference herein to provide a disclosure and teachings of known systems involved with electrical vehicles.\nIn a study commissioned by the California Air Resources Board (CARB), the authors report (in an article entitled “Life Cycle Analysis Comparison of a Battery Electric Vehicle and a Conventional Gasoline Vehicle” dated June 2012), the results of comparisons between conventional ICs, Hybrid vehicles and BEVs. At page 21, the report asserts that BEVs, under current battery technology, are actually more expensive to operate over their fifteen year life cycle than CVs and Hybrids. From the chart at page 20 of the Report, it appears that the initial cost for a BEV is roughly three times that of a conventional vehicle and twice that of the Hybrid.\nDespite the investments of literally billions of dollars to date across the entire world, it remains so that pure electrical vehicles (BEVs) have not been adopted en masse by the regular purchasers, i.e., by those who cannot afford paying much more than $20,000 for a vehicle and require a vehicle that delivers more than a 100 mile driving range and very short “re-fueling” times. Therefore, under the current conditions, the electric vehicle will remain a niche vehicle, which is only purchased by die-hard environmentalists or persons who can afford to buy at any price or by people who have multiple cars, among which one is the BEV vehicle.\nThe aim of the present invention is to provide BEVs that avoid that high initial battery costs and make that high initial cost for the BEV comparable to and actually considerably lower than the costs of purchasing CVs and Hybrid vehicles, and with rapid and widely available and easy battery swapping.\nIt is an object of the present invention to provide BEV vehicles and batteries therefor which eliminate or at least ameliorate the shortcomings and drawbacks of prior art BEV vehicles.\nIt is a further object of the invention to provide electrical vehicles that can be purchased by the mass market at costs comparable to existing vehicles (on the order of $20,000 in 2014) and preferably below the cost of the existing comparable IC vehicles.\nThe basic concepts, instrumentalities and systems described in greater detail below, that will cause a radical change and enable BEV vehicles to become accessible to the masses can be summarized as follows.\nTo be successful, the system requires the cooperation of government, battery manufacturers, and vehicle body manufacturers. It involves government providing zero or very low interest loans to battery manufacturers to manufacture standard-sized batteries that fit across all vehicle platforms. Most importantly, the weight of each battery is not to exceed 120 pounds, and preferably weigh less than about 80 pounds. The battery is a rectangular box with the electrodes recessed within and with certain ports for cooling air (or even liquid) to be circulated through the battery. The battery is basically rectangular with an outer surface and structure that allows the battery to be conveyed by a conveyor to battery bins within the vehicle. The government can encourage the manufacture of such batteries by providing, for example, low interest ten (10) year loans to finance 80% of the cost of the battery manufacture. Battery manufacturers will jump at the opportunity to build these batteries. Also, the size of each battery will measure on the order of about 20×12×8 inches. This is a very small package and the battery has a handle or attaching hardware to be lifted by hand or by a hoist. It can be easily wielded, even by users at home.\nThe vehicle manufacturer will provide an access door slightly larger than the battery size in the luggage compartment or elsewhere through which the batteries could be received. The vehicle's internal battery conveyer carries and loads the batteries one by one.\nUsers who purchase these standard-sized batteries might use them only for their initial two-year period when they still retain their full charge and then dispose of them in a secondary market, where those batteries would be purchased at a steep discount by people who are comfortable having batteries that store only half the charge because they do not need to drive large distances and they are satisfied to obtain batteries at bargain prices. These older batteries can also be purchased by electric utility companies which would use them for storing charge during the night hours to be delivered during day hours. It takes no investment at all to set up battery swapping stations in existing gas stations or along roadways. The battery station could be a large truck stacked with batteries, which can connect itself to electrical supply lines provided on the roads by electrical utility companies. People can drive hundreds of miles throughout the country, and stop every hundred miles or so for about five minutes to exchange the batteries.\nThe dollar cost for the batteries at the battery stations would primarily consist of a rental time charge, plus a smaller charge for the electrical charge therein, because most of the cost of the battery is in the battery itself, rather than in the electrical charge stored therein.\nThe benefits of the invention are many. The vehicle construction, per se, is much simplified. The electrical motors are relatively small sized, located within the wheel wells, whereby the entire trunk and engine compartments are bare, except for various electronics circuits which can be located in the vehicle's sidewalls and elsewhere. The automatic conveyor and storage bin are at the bottom of the car, lowering the center of gravity, providing greater stability and a better ride. The cost of maintaining such a vehicle is effectively zero, as it requires no oil changing or emission inspection etc. Electrical motors can last for decades without maintenance. Improvements in battery technology can be adopted at any time, because the future battery will have the same standard size and pack new technology with increased energy storage in the same form factor without any additional costs, allowing the range of the vehicle to be increased. For example, these vehicles will eventually accept aluminum-air batteries that have an energy density comparable to that of gasoline, which means that the six batteries together would provide a driving range of 300 miles. Such aluminum-air batteries can be exchanged at the battery stations, where they will be refurbished with fresh aluminum electrodes or otherwise recharged. Car owners would not be held hostage to vehicle manufacturers' unique and specialized batteries.\nThe conveyor system for conveying the individual batteries from the small access door in the trunk or under the hood, which measures only about 25 inches in length and 13 inches in width, is exceedingly easy to implement in myriads of ways. In fact, if properly executed, IC vehicles will become the niche vehicles reserved for special applications and the electrical vehicles will displace the IC vehicles. In countries such as China, which recently reported an entire city (Harbin) closed down because of air pollution, the invention will allow generating electricity hundreds, if not thousands, of miles away from dense population centers.\nAccording to a preferred embodiment of the invention, it is directed to an electrical vehicle, including a vehicle body, a passenger compartment, a chassis supporting the passenger compartment, a plurality of wheels and at least one electrical motor for driving the wheels. A battery compartment of the vehicle removably is configured to removably mount therein a plurality of more than two electrical batteries which are movable into position in the battery compartment by a battery conveyor system which has a battery access opening through which batteries are installed or removed, one by one, from the battery compartment. In the battery compartment, a connection mechanism effects the needed mechanical and electrical connections. An overall control system controls the conveyor system and the connection mechanism to enable rapid replacement of the removable batteries, whereby an electrical vehicle can be instantly driven, even after its batteries have been discharged by a replacement of the discharged batteries and the installation of freshly charged batteries.\nOther features and advantages of the present invention will become apparent from the following description of the invention which refers to the accompanying drawings.\n FIG. 1 is a main block diagram of the power train for a conventional, i.e. prior art, all-electric vehicle.\n FIGS. 2, 3, 4, 5, 6, 7, 8, 9 and 9 a show prior art battery assemblies and the manner of swapping them according to the prior art.\n FIG. 10 is a conceptual block diagram of major systems according to the present invention.\n FIG. 11 is a block diagram of a battery compartment with multiple bins and a conveyor, according to the invention.\n FIG. 12 diagrammatically illustrates a standardized battery according to the present invention.\n FIGS. 12a, 12b, and 12c are block diagrams of electrical, mechanical and circuit components of the standardized battery.\n FIG. 13 illustrates electrical and mechanical interconnections of the standardized and other batteries in a BEV.\n FIG. 14 illustrates diagrammatically a vehicle on-board conveyor for loading into a vehicle the standardized batteries of the present invention.\n FIGS. 14a and 14b show components of the conveyor system of FIG. 14.\n FIG. 14c diagrammatically illustrates battery types and locations in a BEV.\n FIG. 14d is a block diagram of the conveyor and related major components of a BEV.\n FIG. 15a illustrates a battery holding tool for the battery of FIG. 12.\n FIG. 15b is a global block diagram of control and communication paths available to BEV operators according to the present invention.\n FIGS. 15c and 15d illustrate other battery loading embodiments.\n FIG. 16 shows a conventional capacitor.\n FIGS. 16a and 16b show the locations of capacitors and a related capacitor connection complex for a BEV.\n FIGS. 17a and 17b show a battery to motor switch interconnection and control system.\n FIG. 18 shows a home-based or a battery station-based battery rack and charging system for the present invention.\n FIGS. 19, 19 a and 19 b show a battery lifting and conveying apparatus for the standardized batteries of the present invention.\n FIGS. 20, 20 a, 20 b, 20 c and 20 d illustrate a home-based solar charger and system for the standardized batteries of the invention.\n FIGS. 21, 21 a and 21 b are diagrams of a further conveyor embodiment for the present invention.\nReferring to prior art FIG. 1, the electrical/mechanical system 10 of a BEV comprises a battery system 12, including therein one or more, and typically hundreds of individual batteries or battery cells, that produce a DC voltage of, say, about 100 volts that is provided to a switch bank 13 that connects the battery output to a voltage inverter or converter 14 that produces an output that is suitable to drive motor or motors 15. The motors 15, in turn, drive the wheels 16 of the all-electric vehicle (BEV). As is well known, the motors 15 may be three-phase induction motors, driven by the AC output of the inverter 14, which output has a voltage whose duty cycle or frequency is varied to provide and regulate the electrical power that allows the motors 15 to accelerate/drive the wheels 16, in response to a driver controlled signals from driver interface 17, which reacts to the accelerator pedal or like device in the vehicle. The driver-controlled signals are provided to the CPU 19 which then controls both the switch bank 13 and the inverter 14 to generate the motor power signals, all in well known manner.\nAs noted in the BACKGROUND section herein, the drawback to the wide adoption of the all-electric vehicle resides in the huge size, immense weight and high expense of their batteries. In prior art FIG. 2, the entire battery construct 12 (shown perspectively) is lifted (over 500 pounds of weight) and fitted to the underside of the vehicle 11. In prior art FIG. 3, the location of the battery assembly 12 under the difficult to reach undercarriage of the vehicle is illustrated. FIG. 4 illustrates the complexity and layout of a prior art battery system 12. In prior art FIG. 5, a wheeled trolly 50 holds the massive battery construct 12 as it is rolled to the rear of the special vehicle 11 which has a unique tail door 52 that opens to reach sliding channels 54 to receive the battery 12 which weighs on the order of about 600 pounds. The system requires altering the aesthetics of the vehicle 11 to provide that special door at the rear thereof. The design does not allow for any meaningful trunk space in the vehicle. It also unfavorably alters the center of gravity of the vehicle, as the entire battery weight is located over the rear wheels. The battery assembly 62 in prior art FIG. 6 similarly must weigh over 400 pounds, is huge in size and loaded laterally into the trunk space. It is unlikely that the battery, in its location, can power the vehicle over an appreciable distance. An extra battery 64 is also shown laterally installed, which alters the appearance of this vehicle and renders it not likely to be adopted by vehicle manufacturers and their customers.\nPrior art FIG. 7 shows a pneumatic, underground system 70 for loading these very huge batteries 12. Similarly, prior art FIG. 8 shows a complex and very expensive arrangement 80 and a special lift 82 designed to handle large and heavy batteries 84, implying an initial infrastructure costing between one to three million dollars. In prior art FIGS. 9 and 9 a, a winch cable 94 must lift the battery 96 weighing 600+ pounds into the engine compartment 92 of the vehicle 11 and a hand-operated mechanical tool 93 is used to move the massive battery 96 deeper into the front space, to enable driving the motor 98 located at the rear. None of the foregoing systems could be implemented or handled by vehicle owners at home.\nTuring to the present invention, two key distinguishing aspects thereof comprise the standardized battery described below with reference to FIG. 12, and the vehicle battery conveyor or conveying system of FIG. 11. As a rule, it is difficult to effect change, particularly change that is certain to dramatically change an industry in a manner whereby automobile manufacturers will manufacturer basically not much more than simple electrical vehicles, and battery manufacturers will be providing the batteries therefor. To bring about that change, the instant inventor refers to FIG. 10, which presents an overall proposal and concept that the inventor believes will bring about the radical changes needed to make this invention a reality.\nThus, in FIG. 10, the participants in this novel system include the Federal government 101, battery manufacturers 102, State governments 103, electrical vehicle manufacturers 104, conventional gas dispensing stations 105 (which will also become battery dispensing stations), private citizens and their vehicles 106, and electric/gas utility companies 107.\nAccording to the invention, the Federal government 101 will no longer provide any rebates or cash incentives to citizens to purchase electrical vehicles. Instead, the sole support will be in the form of loans 1012 provided to the battery manufacturers 102 to produce the standard size and standard form factor batteries 1010 of the present invention. For example, the government might launch a program that grants loans for a period of ten years at, say, one percent, to finance 80% of the cost of manufacture of the standard batteries 1010. Simultaneously, the Federal government 101 and the State governments 103 will purchase fleets of the novel vehicles 1020 containing a battery conveyor system (FIG. 11) tha | An electrical vehicle including a vehicle body, a passenger compartment, a chassis supporting the passenger compartment, a plurality of wheels and at least one electrical motor for driving the wheels. A battery compartment of the vehicle is configured to removably mount therein a plurality of more than two rechargeable batteries which are movable into position in the battery compartment by a battery conveyor system which has a battery access opening through which batteries are installed or removed, one by one, to and from the battery compartment. In the battery compartment, a connection mechanism effects the needed mechanical and electrical connections. An overall control system controls the conveyor system and the connection mechanism to enable rapid replacement of the removable batteries, whereby an electrical vehicle can be instantly driven, even after its batteries have been discharged by a replacement of the discharged batteries and the installation of freshly charged batteries. | US:15/346,301 | https://patentimages.storage.googleapis.com/48/a6/a9/9d344613d5be16/US9834183.pdf | US:9834183 | Max Moskowitz | Individual | US:3690397, US:3799063, US:4007315, US:4334819, US:4397365, US:5163537, US:5305513, US:5494459, US:5510658, US:5301765, US:5452983, US:5612606, US:5664932, US:5633095, US:5620057, US:5598083, US:6035561, US:5820331, US:5879125, US:5760569, RU:2113366:C1, US:6265091, US:6113342, US:20030209375:A1, US:20050274556:A1, US:6631775, US:20020003052:A1, US:6637807, WO:2003085772:A1, US:7128179, US:20080006459:A1, US:7712563, DE:102006032733:A1, US:20080268682:A1, US:8122984, US:20090058355:A1, US:8567543, US:7828099, US:20120009457:A1, US:20100136425:A1, US:20100147604:A1, US:8347995, US:20100292877:A1, WO:2010134853:A1, US:8875826, US:20120181981:A1, US:20120125702:A1, US:20110226539:A1, WO:2012035254:A1, RU:2010145545:A, US:20120248868:A1, US:20120306445:A1, US:8852794, US:20130285410:A1, RU:135189:U1, US:20150114736:A1 | 2020-02-04 | 2020-02-04 | 1. A stand-alone, exchangeable battery configured for being normally and selectively installed into and uninstalled from an electrical vehicle during every day use of the vehicle, the battery comprising:\nan outer housing surrounding and enclosing a plurality of battery cells located inside the housing;\na cooling system for the battery cells for carrying a coolant to the battery cells;\nat least one ingress opening at the housing for introducing therethrough said coolant and at least one egress opening at the housing for the coolant to egress from inside the outer housing, the ingress opening and the egress opening being configured to enable a coolant propelling mechanism to be selectively, attached to and disattached from the cooling system, while the battery is mounted in the electrical vehicle;\nat least one positive electrode coupled to the battery cells and at least one negative electrode coupled to the battery cells, the positive and the negative electrodes being recessed away from outer surfaces or walls defining the housing, to avoid accidental contacting the electrodes when the battery is located outside the electrical vehicle; and\n, an outer housing surrounding and enclosing a plurality of battery cells located inside the housing;, a cooling system for the battery cells for carrying a coolant to the battery cells;, at least one ingress opening at the housing for introducing therethrough said coolant and at least one egress opening at the housing for the coolant to egress from inside the outer housing, the ingress opening and the egress opening being configured to enable a coolant propelling mechanism to be selectively, attached to and disattached from the cooling system, while the battery is mounted in the electrical vehicle;, at least one positive electrode coupled to the battery cells and at least one negative electrode coupled to the battery cells, the positive and the negative electrodes being recessed away from outer surfaces or walls defining the housing, to avoid accidental contacting the electrodes when the battery is located outside the electrical vehicle; and, the housing having an internal volume of less than 2,000 square inches., 2. The battery of claim 1, wherein said battery weighs not more than 50 pounds., 3. The battery of claim 1, wherein said battery is configured to be lifted and lowered into a battery access opening of said electrical vehicle, utilizing a human operable lifting winch., 4. The battery of claim 1, wherein said battery comprises a handle by which it can be lifted by a human., 5. The battery of claim 3, in which the battery comprises grooves in the housing by which the battery can be engaged, to be conveyed into and from the battery access opening of said electrical vehicle., 6. The battery of claim 1, in combination with said electrical vehicle, the combination being further characterized in that: said electrical vehicle comprises said battery access opening and said electrical vehicle comprises a battery compartment for housing therein at least ten of said batteries, and wherein each of said ten batteries can be installed in a separate battery slot within said battery compartment., 7. The combination of claim 6, wherein said electrical vehicle comprises:\na vehicle body, including a passenger compartment, a chassis supporting the passenger compartment, a plurality of wheels, and at least one electrical motor for driving the wheels;\nsaid battery compartment comprising at least eight battery slots, each sized to removably receive one of said plurality of batteries;\na battery conveyor system extending substantially from the at least one battery access opening to the battery slots and configured to convey each of said plurality of batteries from said battery access opening to a desired one of said plurality of battery slots, and for conveying said batteries over a battery-guiding path that extends mostly horizontally;\na connection mechanism for effecting mechanical and electrical connections of each of the batteries in the battery slots without use of manual labor and direct human viewing at the battery slots; and\na control system included in said electrical vehicle and coupled to and configured to control said conveyor system and said connection mechanism to carry and guide each of said plurality of batteries to a specified slot in said battery compartment, in a manner that enables a vehicle operator and/or a vehicle battery replacer to install or remove batteries during normal vehicle use.\n, a vehicle body, including a passenger compartment, a chassis supporting the passenger compartment, a plurality of wheels, and at least one electrical motor for driving the wheels;, said battery compartment comprising at least eight battery slots, each sized to removably receive one of said plurality of batteries;, a battery conveyor system extending substantially from the at least one battery access opening to the battery slots and configured to convey each of said plurality of batteries from said battery access opening to a desired one of said plurality of battery slots, and for conveying said batteries over a battery-guiding path that extends mostly horizontally;, a connection mechanism for effecting mechanical and electrical connections of each of the batteries in the battery slots without use of manual labor and direct human viewing at the battery slots; and, a control system included in said electrical vehicle and coupled to and configured to control said conveyor system and said connection mechanism to carry and guide each of said plurality of batteries to a specified slot in said battery compartment, in a manner that enables a vehicle operator and/or a vehicle battery replacer to install or remove batteries during normal vehicle use., 8. The battery of claim 1, in combination with a home-based battery charging rack, the combination comprising:\nsaid battery charging rack, wherein said battery charging rack is configured to hold at least eight of said batteries and wherein said battery charging rack is connected to an AC power source and comprises a converter/charger that is capable of charging simultaneously said at least eight batteries while they are located inside the rack.\n, said battery charging rack, wherein said battery charging rack is configured to hold at least eight of said batteries and wherein said battery charging rack is connected to an AC power source and comprises a converter/charger that is capable of charging simultaneously said at least eight batteries while they are located inside the rack., 9. The combination of claim 8, further comprising a solar panel array which is coupled to said battery charging rack and is configured to provide power for charging said batteries., 10. The combination of claim 9, wherein the solar panel is mounted on a single pole., 11. A stand-alone, exchangeable battery configured for being normally and selectively installed into and uninstalled from an electrical vehicle during every day use of the vehicle, the battery comprising:\nan outer housing surrounding and enclosing a plurality of battery cells located inside the housing; and\nat least one positive electrode coupled to the battery cells and at least one negative electrode coupled to the battery cells, the positive and the negative electrodes being recessed away from outer surfaces or walls defining the housing, to avoid accidental contacting the electrodes when the battery is located outside the electrical vehicle; and the housing having an internal volume of less than 2,000 square inches.\n, an outer housing surrounding and enclosing a plurality of battery cells located inside the housing; and, at least one positive electrode coupled to the battery cells and at least one negative electrode coupled to the battery cells, the positive and the negative electrodes being recessed away from outer surfaces or walls defining the housing, to avoid accidental contacting the electrodes when the battery is located outside the electrical vehicle; and the housing having an internal volume of less than 2,000 square inches., 12. The battery of claim 11, wherein said battery weighs not more than 50 pounds., 13. The battery of claim 11, wherein said battery is configured to be lifted and lowered into a battery access opening of said electrical vehicle, utilizing a human operable lifting winch., 14. The battery of claim 11, wherein said battery comprises a handle by which it can be lifted by a human., 15. The battery of claim 13, in which the battery comprises grooves in the housing by which the battery can be engaged, to be conveyed into and from the battery access opening of said electrical vehicle., 16. The battery of claim 13, in combination with said electrical vehicle, the combination being further characterized in that: said electrical vehicle comprises said battery access opening and said electrical vehicle comprises a battery compartment for housing therein at least ten of said batteries, and wherein each of said ten batteries can be installed in a separate battery slot within said battery compartment. | US | United States | Active | B | True |
| 276 | Vehicles with modular parallel high voltage batteries \n | US10850725B2 | The present disclosure relates generally to systems and methods for control and utilization of modular and parallel high voltage batteries in an electric vehicle.\nElectric, plug-in, battery, full, and mild hybrid electric vehicles (HEVs), have a powertrain that includes, among other components, an internal combustion engine (CE), electric machines or motor/generators (EMs), batteries and other energy storage devices, that are coupled with one or more controllers. Such batteries typically have dozens and hundreds of cells arranged in series with one another to generate a desired output voltage, and include positive and negative biased contactors that must be closed to a vehicle bus to enable operation. However, if any single cell or cells in the series is/are not balanced within a voltage threshold relative to the other cells, the entire battery cannot be brought online and closed to the vehicle bus. Instead, the battery must remain off-line and unavailable for use until the unbalanced cell(s) is/are balanced with the others and/or the entire battery pack is replaced with a unit having balanced cells.\nA hybrid electric vehicle is disclosed having battery packs that are coupled in parallel with the vehicle. Each battery includes conventional, series connected cells, but is configured with a battery pack controller that detects cell voltages among other capabilities, and only a single contactor. The vehicle also includes at least one vehicle controller coupled with the battery packs, which among other capabilities, is configured to operate a vehicle bus contactor to connect and disconnect the battery packs to the vehicle.\nResponsive to a vehicle key on signal, one or more of the vehicle controller(s) and/or the battery pack controller operates and closes the single battery pack contactor, for at least one of the battery packs having voltage balanced cells. The battery pack controller detects the voltage of the respective cells of the same battery pack, and detects whether each of the cells are within a voltage threshold relative to each other, and also detects that the cells are voltage balanced when within the voltage threshold, and otherwise unbalanced.\nWhen an unbalanced condition is detected, the battery pack controller rejects a close command from the at least one vehicle controller, such that the battery pack contactor remains open. When unbalanced, and while the battery pack contactor remains open, the battery pack controller is further configured to enable current flow between the cells such that the unbalanced cell(s) are balanced until within the voltage threshold relative to the remaining cells.\nAlso responsive to the key on signal, and at least one battery pack having balanced cells and a closed battery pack contactor, the at least one controller is further configured to close the vehicle bus contactor, such that electrical power is delivered to the vehicle. Also coupled with the vehicle contactor is a precharge contactor, which is closed by the at least one controller in advance of closing the bus contactor. The precharge contactor is commanded by the at least one controller to remain closed, such that the voltage across terminals of the open bus contactor is reduced to a contactor voltage difference. Thereafter, the at least one controller closes the vehicle bus contactor and opens the precharge contactor.\nIn other modifications, each battery pack controller is further configured to reject a close command from the at least one vehicle controller, and to open the single battery pack contactor, in response to the detected voltage of any cell being unbalanced relative to the remaining cells, and to adjust the state of charge of unbalanced cells until balanced relative to the remaining cells. The battery pack controllers in variations of the disclosure are further configured to (a) detect voltage, current, and temperature of each cell, (b) to open the single contactor, and (c) to adjust the state of charge of unbalanced cells until balanced relative with the remaining cells, among other capabilities. In these arrangements and in further adaptations, the battery pack controller is also configured to detect an out of range condition for one or more of the voltage, current, and temperature each cell, and in response to open the single battery pack contactor.\nThe disclosure is also directed to the single battery pack contactor of each battery pack coupled to a negative terminal of the battery pack and a negative terminal of a vehicle power bus, and the bus contactor coupled to a positive terminal of the vehicle power bus. Additional variations include a second bus contactor coupled to the negative terminal of the vehicle power bus, the single battery pack contactor configured as normally closed, and the bus contactor and second bus contactor configured as normally open.\nEach of the contemplated arrangements of the disclosure also include further modifications wherein the at least one controller is also configured to command another of the single battery pack contactors to close, for respective battery packs having cells that meet the voltage threshold. In variations that include the battery pack controller configured to open the single battery pack contactor, when unbalanced cells are detected, the battery pack controller is also modified to adjust the state of charge of unbalanced cells until balanced with the remaining cells, according to the voltage threshold. Once the cells are balanced, the battery pack controller also is configured to close the single battery pack contactor for the respective battery pack, such that the respective pack delivers power to the vehicle.\nThis summary of the implementations and configurations of these vehicles and methods of operation describe in less technically detailed variations, several exemplary arrangements for the embodiments of this disclosure, and such are further described in more detail below in the detailed description in connection with the accompanying illustrations and drawings, and the claims that follow.\nThis summary is not intended to identify key features or essential features of the claimed technology, nor is it intended to be used as an aid in determining the scope of the claimed subject matter. The features, functions, capabilities, and advantages discussed here may be achieved independently in various example implementations or may be combined in yet other example configurations, as is further described elsewhere herein, and which may also be understood by those skilled and knowledgeable in the relevant fields of technology, with reference to the following description and drawings.\n FIG. 1 is an illustration of a hybrid electric vehicle and its systems, components, sensors, and methods of operation;\n FIG. 2 illustrates additional aspects and capabilities of the vehicle and systems and methods of FIG. 1, with certain components and features added, removed, modified, and rearranged; and\n FIG. 3 depicts variations of the vehicle and systems of FIGS. 1 and 2, with certain elements added and removed for further illustration purposes.\nEmbodiments of the present disclosure are described herein. It is to be understood, however, that the disclosed embodiments are merely examples, and that other embodiments and alternative arrangements thereof can take other various and preferably optional forms. The figures include some features that may be exaggerated or minimized to show or emphasize details of certain components. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a representative and illustrative basis for demonstrating to and teaching those skilled in the art to variously employ the embodiments of this disclosure.\nAs those of ordinary skill in the art should understand, various features, components, and processes illustrated and described with reference to any one of the figures may be combined with features, components, and processes illustrated in one or more other figures to produce embodiments that should be apparent to and within the knowledge of those skilled in the art, but which may not be explicitly illustrated or described. The combinations of features illustrated here are representative embodiments for many typical applications. Various combinations and modifications of the features consistent with the teachings of this disclosure, however, could be desired for particular applications or implementations, and should be readily within the knowledge, skill, and ability of those working in the relevant fields of technology.\nWith reference now to the various figures and illustrations and to FIGS. 1 and 2, and specifically to FIG. 1, a schematic diagram of an electric, battery, plug-in, and/or HEV 100 is shown, and illustrates representative relationships among components of HEV 100. Physical placement and orientation of the components within vehicle 100 may vary. Vehicle 100 includes a driveline 105 that has a powertrain 110, which includes one or more of an internal combustion engine (CE, ICE) 115 and/or electric machine or electric motors/generators/starters (EMs) 120, which generate power and torque to propel vehicle 100. Although the figures depict the various components appearing to be physically adjacent, the figures are only intended to be schematic representations, and contemplate such components to be arranged according to various other physical arrangements.\n Engine 115 is a gasoline, diesel, biofuel, natural gas, or alternative fuel powered engine, or a fuel cell, which generates an output torque in addition to other forms of electrical, vacuum, pressure, and hydraulic power by way of front end engine accessories and accessory devices (FEADs) described elsewhere herein. ICE or CE 115 is coupled to at least one of the electric machines or EMs 120 with a disconnect clutch 125. CE 115 generates such power and associated engine output torque for transmission to EM 120 when disconnect clutch 125 is at least partially engaged.\nEM 120 may be any one of a plurality of types of electric machines, and for example may be a permanent magnet synchronous motor, an electrical power generator, and an engine starter. For example, when disconnect clutch 125 is at least partially engaged, power and torque may be transmitted from engine 115 to EM 120 to enable operation as an electric generator, and to other components of vehicle 100. Similarly, the EM 120 may operate as a starter for engine 115 with disconnect clutch 125 partially or fully engaged to transmit power and torque via disconnect clutch drive shafts 130 to CE 115 to start engine/ICE/CE 115, in vehicles that include or do not include an independent engine starter 135.\nIn additional variations, EM 120 may also be an electric axle drive 123 that is configured as either an electric front axle drive (EFAD) or an electric rear axle drive (ERAD) that is directly coupled to and/or via a gear box to differential 152. Further, in such arrangements EFAD/ERAD 123 may be configured to operate independently of other EMs 120 and/or CE 115, to enable selectable and differential control between associated wheels 154.\nFurther, at least one EM 120, 123 may assist engine 115 in a “hybrid electric mode” or an “electric assist mode” by transmitting additional power and torque to turn drive shafts 130 and 140. Also, EMs 120, 123 may operate in an electric only mode wherein engine 115 is decoupled by disconnect clutch 125 and shut down, enabling EMs 120, 123 to transmit positive or negative torque to EM drive shaft 140. When in generator mode, EMs 120, 123 may also be commanded to produce negative torque and to thereby generate electricity for charging batteries (and other energy storage devices) and powering vehicle electrical systems, while engine or ICE 115 is generating propulsion power for vehicle 100. EMs 120, 123 also may enable regenerative braking by converting rotational energy from decelerating powertrain 110 and/or wheels 154 into electrical energy for storage, as described in more detail below, in one or more batteries 170, 175, 180, and other energy storage devices.\nDisconnect clutch 125 may be disengaged to enable engine 115 to stop or to run independently for powering engine accessories, while EMs 120, 123 generate drive power and torque to propel vehicle 100, and/or EM drive shaft 140, torque convertor drive shaft 145, and transmission output drive shaft 150. In other arrangements, both engine 115 and EMs 120, 123 may operate with disconnect clutch 125 fully or partially engaged to cooperatively propel vehicle 100 through drive shafts 130, 140, 150, differential 152, and wheels 154. Various configurations and utilizations of EMs 120, 123 may be employed to enable differential control and traction between wheels 154.\n Differentials 152 may transmit approximately equal torque to each wheel 154 and may accommodate slight speed differences to enable the vehicle to efficiently turn and maneuver. Different types of differentials 152 or similar devices may be used to distribute equal and/or unequal torque from powertrain 110 to wheels 154, for rear-dive, front-drive, front-axle, rear-axle, and all-wheel drive vehicles and configurations. In some vehicles, differential torque distribution may be controlled and varied to enable desired operating modes or conditions wherein each wheel 154 receives different torque. Similarly, during regenerative braking modes, EMs 120, 123 may be configured to recapture mechanical energy from wheels 154 to generate electrical energy for recharging one or more batteries 170, 175, 180.\nDrive shaft 130 of engine 115 and EM 120 may be a continuous, single, through shaft that is part of and integral with EM drive shaft 140, or may be a separate, independent drive shaft 130 that may be configured to turn independently of EM drive shaft 140, for powertrains 110 that include multiple, inline, or otherwise coupled EM 120 configurations. The schematic of FIG. 1 also contemplates alternative configurations with more than one engine 115 and/or EMs 120, 123, which may be offset from drive shafts 130, 140, and where one or more of engines 115 and EMs 120, 123 are positioned in series and/or in parallel elsewhere in driveline 105, such as between or as part of a torque convertor and a transmission, off-axis from the drive shafts, and/or elsewhere and in other arrangements. Still other variations are contemplated without deviating from the scope of the present disclosure.\n Driveline 105 and powertrain 110 also include a torque convertor (TC) 155, which couples CE 115 and EM 120 of powertrain 110 with and/or to a transmission 160. Transmission 160 may be a multiple step-ratio, and/or a multiple and variable torque-multiplier-ratio, automatic and/or manual transmission or gearbox 160 having a plurality of selectable gears. TC 155 may further incorporate a bypass clutch and clutch lock 157 that may also operate as a launch clutch, to enable further control and conditioning of the power and torque transmitted from powertrain 110 to other components of vehicle 100. Transmission 160 may include TC 155 and bypass clutch 157 to be integral with transmission or gearbox 160 in some variations. In other contemplated variations, for purposes of further example but not limitation, HEV 100 is configured to be a powersplit vehicle, such that transmission 160 is configured in a power-split transmission arrangement that is employed without differentials 152 and/or without TC 155 to enable direct control of power transmitted to and regenerative power recovered or captured from wheels 154. See, for example, U.S. Pat. Nos. 9,694,663 and 8,425,377, among others.\n Powertrain 110 and/or driveline 105 further include one or more invertor system controller(s) (ISC or ISCs) 165, which are coupled to the various other system controller(s) and respective EMs 120, 123 and batteries 170, 175, and/or 180, any and/or each of which components may be cooperatively and independently adjustable, selectable, and operable. In some optionally preferred arrangements, at least one EM 120 is respectively coupled with battery 170 and ISC 165, and another EM 120, such for example EM 123, is respectively coupled with a different and separate battery 175, and a different and separate ISC 167.\n High voltage batteries 170, 175, and/or low voltage battery 180 are configured as removable, modular battery packs 170, 175, 180 that are coupled in parallel with each other and to a vehicle power bus 190. For purposes of illustration, vehicle power bus 190 is depicted in FIG. 1 and the related figures schematically with related data buses and networks as further detailed elsewhere herein. Each such battery pack 170, 175, 180 each include internal cells connected in series, as also described in more detail elsewhere herein.\nSuch vehicle power buses, including vehicle bus 190, according to the disclosure, may be understood by those skilled in the technology of this disclosure, and are described in more detail by a number of industry standards, which include for example, among others, Society of Automotive Engineers International™, SAE J1654, High Voltage Primary Cable, J1673, High Voltage Automotive Wiring Assembly Design, J1715, Electric Vehicle Terminology, J1742, Connections for high voltage on-board road vehicle electrical wiring harnesses, J1772, Electric Vehicle Conductive Coupling, J1773, Electric Vehicle Inductive Coupling, J1797, Packaging of Electric Vehicle Battery Modules, and/or J2183, 60 V and 600 V Single Core Cables, among others, available from standards.sae.org.\nSuch vehicle power bus standards are also contemplated by standards available from International Standards Organization, and include for example without limitation ISO 6469-1, Electric road vehicles—Safety specifications—Part 1: On-board electrical energy storage, and/or ISO 6469-2, Electric road vehicles—Safety specifications—Part 2: Functional safety means and protection against failures, among others, available from www.iso.org. In other examples, standards from Underwriters Laboratories, may also be useful to the skilled person, including for example but not limitation UL 1248, Engine Generator Assemblies for Use in Recreational Vehicles, UL 458, Power Converters and Power Converter/Inverter Systems for Land Vehicles and Marine Crafts, and/or UL 2202, Electric Vehicle (EV) Charging System Equipment, among others, and available from ulstandards.ul.com.\nOne or more such batteries 170, 175 are and may be a higher voltage, direct current battery or batteries 170, 175 operating in various ranges according to the intended vehicle configuration and applications. In various examples, illustrated here for purposes of example but not limitation, such batteries can be configured to operate in ranges up to about 600 volts, and prospectively as high as about 1,000 volts, and sometimes between about 140 and 420 volts, or more or less, which is/are used to store and supply power for EM 120, and other vehicle components and accessories. Other batteries can be a low voltage, direct current battery(ies) 180 operating in the range of between about 6 and 24 volts and 48 volts, or more or less, which is/are used to store and supply power for starter 135 to start CE 115, for such exemplary HEVs 100 that may include a starter in some adaptations, and for powering other vehicle components and accessories during vehicle idle, stop, engine off, and electric motor/generator off conditions.\nAlthough the batteries 170, 175, 180 described here for purposes of example may be known to those skilled in the technology as lead-acid, lithium ion, nickel metal hydride, and other chemistries, many other energy storage devices are contemplated herein as being suitable for purposes of the disclosure. For further example, such batteries 170, 175, 180 may cooperatively storage energy with and/or may be replaced entirely by ultracapacitors, flywheels, fuel cells, and a number of energy storage devices and associated components and systems, which may be utilized alone, in combination, and as supplemental and/or replacement devices for the contemplated energy storage purposes of the exemplary and illustrative chemical batteries.\nIn these arrangements, and for various HEVs 100 that may be configured as a plug-in HEV (PHEV), and/or full HEV (FHEV), one or more of the batteries 170, 175 may be further configured to operate in charge sustain and/or charge depletion modes according to the mode of vehicle operation and configuration of the specific battery. Those skilled in the field of technology may be able to understand that such exemplary, combined charge sustain and charge depletion modes of operation are typically confined to such HEVs 100 that are configured with at least one PHEV configured battery or batteries, since other types of such contemplated batteries are designed and/or preferred for non-PHEV modes of operation such as either charge sustain or charge depletion modes but not both.\nFor further example, battery(ies) 170, 175 may be selected and configured to have an energy capacity of approximately one kilowatt-hour. This exemplary arrangement is for purposes of illustration, and as a further example can enable an electric range or operating range of about 1 to 3 miles or so during vehicle speeds under about 30 miles per hour and when vehicle accelerations are mild. In this way, the batteries 170, 175 may be utilized in FHEVs as a “power cell” battery enabling relatively high discharge rates at up to charge depletion and/or charge sustain maximum discharge limit rates, for comparatively short time durations and limited distances, speeds, and accelerations, when compared to other types of battery configurations and HEV modes of operation.\nIn another example, at least one and/or another of the battery(ies) is configured to operate in alternating and/or both charge sustain and charge depletion modes, and in some applications as a power cell and in other applications as an “energy cell” and PHEV battery. For further examples, but not for purposes of limitation, such batteries and/or may have an energy range, depending upon the vehicle configuration and intended applications, of approximately between 2 and 10 kilowatt-hours, or more or less, and an electric operating range or electric range of about between 2 and 49 miles, or more or less. When utilized in combination with the various controller(s) of such HEVs 100, such as ISCs 165, 167, and other components, these batteries, for purposes of example without limitation, can be utilized in FHEV and PHEV configured HEVs 100, and may be employed with various other of such batteries 170, 175 to increase flexibility in configuring and utilizing such HEVs 100 and integrated components and systems.\nThe disclosure further contemplates one or more and/or at least one battery(ies) being configured in other variations and modifications to operate in a PHEV charge depletion mode as an energy cell having relatively higher energy storage capacity and time/distance utilization ranges, and to have an energy capacity of approximately exceeding 10 kilowatt-hours, or thereabout, and an electric range or electric operating range exceeding about 50 miles or so, and which can be adapted to have an energy capacity of approximately 10 to 30 kilowatt-hours or more or less, and an electric operating range of about 50 to 300 miles or more or less. Such “energy cell” configurations may be utilized in either or both charge deplete and sustain modes.\n Batteries 170, 175, 180 are respectively coupled to engine 115, EMs 120, 123, ISCs 165, 167, and other components, controllers, and systems of vehicle 100, as depicted in FIG. 1, through various mechanical and electrical interfaces and vehicle controllers, as described elsewhere herein. High voltage EM batteries 170, 175 are coupled together and/or separately to EMs 120, 123, and ISCs 165, 167, by one or more of a motor control module (MCM), a battery energy and/or electrical control module (BCM or BECM), and/or power electronics 185.\nThese components are cooperatively configured to condition direct current (DC) power provided by high voltage (HV) batteries 170, 175 for EMs 120, 123. ISCs 165, 167, and/or MCM/BCM/BECM 185 are also configured to condition, invert, and transform DC battery power into three phase alternating current (AC) as is typically required to power electric machines or EMs 120, 123. MCM/BCM/BECM 185 and/or ISCs 165, 167 are also configured to charge one or more batteries 170, 175, 180 with electrical energy generated by EMs 120, 123, and/or FEAD components, and to supply power to other vehicle components as needed.\n Vehicle 100 may also incorporate one or more brakes 195 coupled to one or more of wheels 154, and the various controllers contemplated herein. Brakes 195 and/or such controllers may be operative to mechanically (for example, frictionally) and/or electrically decelerate wheels 154, and to enable electrically regenerative braking that captures mechanical deceleration energy from wheels 154, and in cooperation with one or more of ISCs 165, 167, MCM/BECM 185, EMs 120, 123, and possibly other controllers and components, enables generation of electricity for storage in and charging of HV battery(ies) 170, 175, and other batteries 180, and other power storage components.\nWith continued reference to FIG. 1, vehicle 100 further includes one or more controllers and computing modules and systems that enable a variety of vehicle capabilities. For example, vehicle 100 may incorporate a vehicle system controller (VSC) 200 and a vehicle computing system (VCS) and controller 205, which are in communication with ISCs 165, 167, MCM/BECM 185, and other controllers, and a vehicle network such as a controller area network (CAN) 210, and a larger vehicle control system and other vehicle networks that include other micro-processor-based controllers as described elsewhere herein. CAN 210 may also include network controllers in addition to communications links between controllers, sensors, actuators, and vehicle systems and components.\n CAN 210 and related data networks and buses are depicted schematically herein in FIG. 1 and the related figures generally and for purposes of illustration, but not for purposes of limitation, as dashed lines that connect the various described components such that data communications are enabled throughout vehicle 100, and its components, systems, and subsystems. Additionally, also for purposes of example without limitation, vehicle power bus 190 is also depicted with such dashed lines as illustrated in FIG. 1 and related figures, which enables communication and delivery of electrical power throughout vehicle 100, and its systems, subsystems, and components.\nThose knowledgeable in the relevant fields of technology of the disclosure may be able to comprehend that vehicle 100 typically will include separate and independent physical wiring that enables such data and power communication about vehicle 100, even though depicted in the figures utilizing the same dashed lines. Such schematic and illustrative use of the same dashed lines in the figures for both data, network, and/or power lines are also intended to describe such separate and independent wiring and wire harnesses of vehicle 100, and to also describe such exemplary configurations that may also utilize such wiring and wire harnesses to communicate both data and power in certain applications.\nThose skilled in the technologies related to the disclosure may sometimes incorporate and/or utilize, for purposes of example, various industry standards that enable such dual use wiring and wire harnesses that are configured for both power and data, including for example without limitation, IEEE (Institute of Electrical and Electronic Engineers) powerline communication standard P1901, available at ieee.org, among others. IEEE P1901 contemplates power line communication within vehicle 100, and with off-board electric vehicle supply equipment (EVSE) such as charging stations, and external networks.\n Such CANs 150 are known to those skilled in the technology and are described in more detail by various industry standards, which include for example, among others, Society of Automotive Engineers International™ (SAE) J1939, entitled “Serial Control and Communications Heavy Duty Vehicle Network”, and available from standards.sae.org, as well as, car informatics standards available from International Standards Organization (ISO) 11898, entitled “Road vehicles—Controller area network (CAN),” and ISO 11519, entitled “Road vehicles—Low-speed serial data communication,”, available from www.iso.org.\nWhile illustrated here for exemplary purposes, as discrete, individual controllers, ISCs 165, 167, MCM/BECM 185, VSC 200 and VCS 205 may control, be controlled by, communicate signals to and from, and communicate with other controllers, and other sensors, actuators, signals, and components that are part of the larger vehicle and control systems and internal and external networks. The capabilities and configurations described in connection with any specific micro-processor-based controller as contemplated herein may also be embodied in one or more other controllers and distributed across more than one controller such that multiple controllers can individually, collaboratively, in combination, and cooperatively enable any such capability and configuration. Accordingly, recitation of “a controller,” “at least one controller,” “one or more controllers,” and/or “the controller(s)” is intended to refer to such controllers both in the singular and plural connotations, and individually, collectively, and in various suitable cooperative, embedded, and distributed combinations.\nFurther, communications over the network and CAN 210 are intended to include responding to, sharing, transmitting, and receiving of commands, signals, data, control logic, and information between controllers, and sensors, actuators, controls, and vehicle systems and components. The controllers communicate with one or more controller-based input/output (I/O) interfaces that may be implemented as single integrated interfaces enabling communication of raw data and signals, and/or signal conditioning, processing, and/or conversion, short-circuit protection, circuit isolation, and similar capabilities. Alternatively, one or more dedicated hardware or firmware devices, controllers, and systems on a chip may be used to modify, convert, precondition, and preprocess particular signals during communications, and before and after such are communicated.\nIn further illustrations, ISCs 165, 167, MCM/BECM 185, VSC 200, VCS 205, CAN 210, and other controllers, may include one or more microprocessors or central processing units (CPU) in communication with various types of computer readable storage devices or media. Computer readable storage devices or media may include volatile and nonvolatile storage in read-only memory (ROM), random-access memory (RAM), and non-volatile or keep-alive memory (NVRAM or KAM). NVRAM or KAM is a persistent or non-volatile memory that may be used to store various commands, executable control logic and instructions and code, data, constants, and variables needed for operating the vehicle and systems, while the vehicle and systems and the controllers and CPUs are unpowered or powered off. Computer-readable storage devices or media may be implemented using any of a number of known memory devices such as PROMs (programmable read-only memory), EPROMs (electrically PROM), EEPROMs (electrically erasable PROM), flash memory, or any other electric, magnetic, optical, or combination memory devices capable of storing data.\nWith attention invited again to FIG. 1, vehicle 100 also may include VCS 205 to be the SYNC onboard vehicle computing system manufactured by the Ford Motor Company (See, for example, SmartDeviceLink.com, www.ford.com, U.S. Pat. Nos. 9,080,668, 9,042,824, 9,092,309, 9,141,583, 9,141,583, 9,680,934, and others). Vehicle 100 also may include a powertrain control unit/module (PCU/PCM) 215 coupled to VSC 200 or another controller, and coupled to CAN 210 and engine 115, EMs 120, 123, and TC 155 to control each powertrain component. A transmission control unit may also be coupled to VSC 200 and other controllers via CAN 210, and is coupled to transmission 160 and also optionally to TC 155, to enable operational control. An engine control module (ECM) or unit (ECU) or energy management system (EMS) 220 may also be included to be in communication with | A hybrid electric vehicle having battery packs coupled to the vehicle in parallel, which each include series-connected cells, a single contactor, a battery pack controller that detects cell voltages, and at least one controller coupled to a bus contactor and the packs. Responsive to a vehicle key on signal, the at least one controller closes the single battery pack contactor for at least one of the battery packs that includes voltage balanced cells. The bus contactor is then closed to deliver electrical power to the vehicle, and may include a precharge contactor that is closed in advance of and until the bus contactor open circuit voltage is reduced to a contactor voltage difference. The battery pack controllers are further configured to detect voltage, current, and temperature of each cell, to open the single contactor, and to adjust the state of charge of unbalanced cells until balanced relative with the others. | US:15/835,874 | https://patentimages.storage.googleapis.com/2a/23/6d/2346184b3f395f/US10850725.pdf | US:10850725 | Benjamin A. Tabatowski-Bush, Kyle KRUEGER, Abdul Lateef | Ford Global Technologies LLC | US:7772799, US:20150021985:A1, WO:2013188680:A1, US:9478779, US:20160261127:A1, US:20170166065:A1, US:20180219391:A1 | Not available | 2020-12-01 | 1. A vehicle, comprising:\na plurality of battery packs each having battery cells connected in series, a positive terminal, a negative terminal, and a single pack contactor associated with one of the terminals, wherein the single contactor is biased to an open position;\na switch enclosure having disposed therein a positive terminal block, a negative terminal block, and a vehicle bus contactor, wherein the positive terminal of each battery pack is connected to the positive terminal block and the negative terminal of each battery pack is connected to the negative terminal block to arrange the battery packs in parallel, and wherein the switch enclosure electrically connects the positive and negative terminal blocks to a power bus when the vehicle bus contactor is closed; and\nat least one controller coupled to the packs and configured to, responsive to a key on signal, (i) determine a subset of the battery packs having balanced cells, (ii) command closed the single contactors associated with the battery packs in the subset, and (iii) subsequent to the single contactors of the subset closing, command closed the bus contactor to electrically connect the subset to the power bus.\n, a plurality of battery packs each having battery cells connected in series, a positive terminal, a negative terminal, and a single pack contactor associated with one of the terminals, wherein the single contactor is biased to an open position;, a switch enclosure having disposed therein a positive terminal block, a negative terminal block, and a vehicle bus contactor, wherein the positive terminal of each battery pack is connected to the positive terminal block and the negative terminal of each battery pack is connected to the negative terminal block to arrange the battery packs in parallel, and wherein the switch enclosure electrically connects the positive and negative terminal blocks to a power bus when the vehicle bus contactor is closed; and, at least one controller coupled to the packs and configured to, responsive to a key on signal, (i) determine a subset of the battery packs having balanced cells, (ii) command closed the single contactors associated with the battery packs in the subset, and (iii) subsequent to the single contactors of the subset closing, command closed the bus contactor to electrically connect the subset to the power bus., 2. The vehicle according to claim 1, wherein the vehicle bus contactor is connected between the positive terminal block and the power bus, and the negative terminal block is directly connected to the power bus., 3. The vehicle according to claim 1, further comprising:\neach battery pack incorporating a battery pack controller configured to:\ndetect voltage of the cells,\nreject the close command and open the single pack contactor, in response to the detected voltage of any cell being unbalanced relative to the remaining cells, and\nadjust a state of charge of unbalanced cells until balanced with the remaining cells according to a pack voltage threshold.\n\n, each battery pack incorporating a battery pack controller configured to:\ndetect voltage of the cells,\nreject the close command and open the single pack contactor, in response to the detected voltage of any cell being unbalanced relative to the remaining cells, and\nadjust a state of charge of unbalanced cells until balanced with the remaining cells according to a pack voltage threshold.\n, detect voltage of the cells,, reject the close command and open the single pack contactor, in response to the detected voltage of any cell being unbalanced relative to the remaining cells, and, adjust a state of charge of unbalanced cells until balanced with the remaining cells according to a pack voltage threshold., 4. The vehicle according to claim 1, further comprising:\neach battery pack incorporating a battery pack controller configured to:\ndetect voltage, current, and temperature of each cell, and\nopen the single pack contactor, in response to detecting an out of range condition for one or more of the voltage, current, and temperature.\n\n, each battery pack incorporating a battery pack controller configured to:\ndetect voltage, current, and temperature of each cell, and\nopen the single pack contactor, in response to detecting an out of range condition for one or more of the voltage, current, and temperature.\n, detect voltage, current, and temperature of each cell, and, open the single pack contactor, in response to detecting an out of range condition for one or more of the voltage, current, and temperature., 5. The vehicle according to claim 1, further comprising:\nthe single pack contactor coupled to a negative terminal of the battery pack and a negative terminal of a vehicle power bus; and\nthe bus contactor coupled to a positive terminal of the vehicle power bus.\n, the single pack contactor coupled to a negative terminal of the battery pack and a negative terminal of a vehicle power bus; and, the bus contactor coupled to a positive terminal of the vehicle power bus., 6. The vehicle according to claim 1, further comprising:\nthe single pack contactor coupled to a negative terminal of the battery pack;\nthe bus contactor coupled to a positive terminal of the vehicle power bus; and\na second bus contactor coupled between the single pack contactor and the negative terminal of the vehicle power bus.\n, the single pack contactor coupled to a negative terminal of the battery pack;, the bus contactor coupled to a positive terminal of the vehicle power bus; and, a second bus contactor coupled between the single pack contactor and the negative terminal of the vehicle power bus., 7. The vehicle according to claim 1, wherein the single pack contractors are associated with the negative terminals., 8. The vehicle according to claim 1, further comprising:\nthe at least one controller further configured to command other of the single pack contactors to close, for respective battery packs having cells that meet a pack voltage threshold such that they are balanced relative to one another.\n, the at least one controller further configured to command other of the single pack contactors to close, for respective battery packs having cells that meet a pack voltage threshold such that they are balanced relative to one another., 9. The vehicle according to claim 8, further comprising:\neach battery pack incorporating a battery pack controller configured to:\ndetect voltage, current, and temperature of the cells, and\nopen the single pack contactor, in response to detecting an out of range condition for one or more of the voltage, current, and temperature.\n\n, each battery pack incorporating a battery pack controller configured to:\ndetect voltage, current, and temperature of the cells, and\nopen the single pack contactor, in response to detecting an out of range condition for one or more of the voltage, current, and temperature.\n, detect voltage, current, and temperature of the cells, and, open the single pack contactor, in response to detecting an out of range condition for one or more of the voltage, current, and temperature., 10. The vehicle according to claim 8, further comprising:\nthe at least one controller further configured to:\nopen the single pack contactor in response to the detected voltage of any cell of a respective battery pack being unbalanced relative to the remaining cells,\nadjust a state of charge of unbalanced cells until balanced with the remaining cells according to the pack voltage threshold, and\nclosing the single pack contactor for the respective battery pack.\n\n, the at least one controller further configured to:\nopen the single pack contactor in response to the detected voltage of any cell of a respective battery pack being unbalanced relative to the remaining cells,\nadjust a state of charge of unbalanced cells until balanced with the remaining cells according to the pack voltage threshold, and\nclosing the single pack contactor for the respective battery pack.\n, open the single pack contactor in response to the detected voltage of any cell of a respective battery pack being unbalanced relative to the remaining cells,, adjust a state of charge of unbalanced cells until balanced with the remaining cells according to the pack voltage threshold, and, closing the single pack contactor for the respective battery pack., 11. A method of controlling a vehicle, comprising:\nby at least one controller,\nin communication with a bus contactor coupled in parallel to battery packs having a single contactor coupled to series connected cells, and a pack controller configured to detect cell voltage;\n\nresponsive to a key on signal:\nclosing the single contactor to the bus contactor, for packs having balanced cells, and then closing the bus contactor to deliver power to the vehicle; and\nby the battery pack controller:\ndetecting voltage of the cells,\nrejecting the close command,\nopening the single pack contactor, in response to the detected voltage of any cell being unbalanced relative to the remaining cells,\nadjusting a state of charge of unbalanced cells until balanced with the remaining cells according to a pack voltage threshold, and\nclosing the single pack contactor after the cells are balanced.\n, by at least one controller,\nin communication with a bus contactor coupled in parallel to battery packs having a single contactor coupled to series connected cells, and a pack controller configured to detect cell voltage;\n, in communication with a bus contactor coupled in parallel to battery packs having a single contactor coupled to series connected cells, and a pack controller configured to detect cell voltage;, responsive to a key on signal:, closing the single contactor to the bus contactor, for packs having balanced cells, and then closing the bus contactor to deliver power to the vehicle; and, by the battery pack controller:, detecting voltage of the cells,, rejecting the close command,, opening the single pack contactor, in response to the detected voltage of any cell being unbalanced relative to the remaining cells,, adjusting a state of charge of unbalanced cells until balanced with the remaining cells according to a pack voltage threshold, and, closing the single pack contactor after the cells are balanced., 12. The method of controlling a vehicle according to claim 11, further comprising:\nthe bus contactor also coupled to a precharge contactor; and\nby the at least one controller,\ncommanding the precharge contactor to close, before closing the bus contactor, and until an open circuit voltage of the bus contactor is reduced to a contactor voltage difference.\n\n, the bus contactor also coupled to a precharge contactor; and, by the at least one controller,\ncommanding the precharge contactor to close, before closing the bus contactor, and until an open circuit voltage of the bus contactor is reduced to a contactor voltage difference.\n, commanding the precharge contactor to close, before closing the bus contactor, and until an open circuit voltage of the bus contactor is reduced to a contactor voltage difference., 13. The method of controlling a vehicle according to claim 11, further comprising:\nthe single pack contactor configured as normally closed;\na second bus contactor and the bus contactor configured as normally open; and\nby the battery pack controller:\ndetecting voltage, current, and temperature of each cell, and\nopening the single pack contactor, in response to detecting an out of range condition for one or more of the voltage, current, and temperature.\n\n, the single pack contactor configured as normally closed;, a second bus contactor and the bus contactor configured as normally open; and, by the battery pack controller:\ndetecting voltage, current, and temperature of each cell, and\nopening the single pack contactor, in response to detecting an out of range condition for one or more of the voltage, current, and temperature.\n, detecting voltage, current, and temperature of each cell, and, opening the single pack contactor, in response to detecting an out of range condition for one or more of the voltage, current, and temperature., 14. The method of controlling a vehicle according to claim 11, further comprising:\nby the battery pack controller:\nopening the single pack contactor, in response to the detected voltage of any cell of a respective battery pack being unbalanced relative to the remaining cells,\nadjusting a state of charge of unbalanced cells until balanced with the remaining cells according to a pack voltage threshold, and\nclosing the single pack contactor for the respective battery pack.\n\n, by the battery pack controller:\nopening the single pack contactor, in response to the detected voltage of any cell of a respective battery pack being unbalanced relative to the remaining cells,\nadjusting a state of charge of unbalanced cells until balanced with the remaining cells according to a pack voltage threshold, and\nclosing the single pack contactor for the respective battery pack.\n, opening the single pack contactor, in response to the detected voltage of any cell of a respective battery pack being unbalanced relative to the remaining cells,, adjusting a state of charge of unbalanced cells until balanced with the remaining cells according to a pack voltage threshold, and, closing the single pack contactor for the respective battery pack. | US | United States | Active | B | True |
| 277 | Integrated connector having sense and switching conductors for a relay used in a battery module \n | US11887796B2 | This application is a divisional of U.S. patent application Ser. No. 15/913,436, filed Mar. 6, 2018, now U.S. Pat. No. 11,037,748, which is a divisional of U.S. patent application Ser. No. 14/502,732 filed on Sep. 30, 2014, now U.S. Pat. No. 9,947,497, which are incorporated by reference herein in their entireties for all purposes.\nThe present disclosure generally relates to the field of batteries and battery modules. More specifically, the present disclosure relates to relay and connection architectures within battery modules that may be used in vehicular contexts, as well as other energy storage/expending applications.\nThis section is intended to introduce the reader to various aspects of art that may be related to various aspects of the present disclosure, which are described and/or claimed below. This discussion is believed to be helpful in providing the reader with background information to facilitate a better understanding of the various aspects of the present disclosure. Accordingly, it should be understood that these statements are to be read in this light, and not as admissions of prior art.\nA vehicle that uses one or more battery systems for providing all or a portion of the motive power for the vehicle can be referred to as an xEV, where the term “xEV” is defined herein to include all of the following vehicles, or any variations or combinations thereof, that use electric power for all or a portion of their vehicular motive force. For example, xEVs include electric vehicles (EVs) that utilize electric power for all motive force. As will be appreciated by those skilled in the art, hybrid electric vehicles (HEVs), also considered xEVs, combine an internal combustion engine propulsion system and a battery-powered electric propulsion system, such as 48 volt or 130 volt systems. The term HEV may include any variation of a hybrid electric vehicle. For example, full hybrid electrical vehicles (FHEVs) may provide motive and other electrical power to the vehicle using one or more electric motors, using only an internal combustion engine, or using both. In contrast, mild hybrid electrical vehicles (MHEVs) disable the internal combustion engine when the vehicle is idling and utilize a battery system to continue powering the air conditioning unit, radio, or other electronics, as well as to restart the engine when propulsion is desired. The mild hybrid system may also apply some level of power assist, during acceleration for example, to supplement the internal combustion engine. Mild hybrids are typically 96V to 130V and recover braking energy through a belt or crank integrated starter generator. Further, a micro-hybrid electric vehicle (mHEV) also uses a “Stop-Start” system similar to the mild hybrids, but the micro-hybrid systems of a mHEV may or may not supply power assist to the internal combustion engine and operates at a voltage below 60V. For the purposes of the present discussion, it should be noted that mHEVs typically do not technically use electric power provided directly to the crankshaft or transmission for any portion of the motive force of the vehicle, but an mHEV may still be considered as an xEV since it does use electric power to supplement a vehicle's power needs when the vehicle is idling with internal combustion engine disabled and recovers braking energy through an integrated starter generator. In addition, a plug-in electric vehicle (PEV) is any vehicle that can be charged from an external source of electricity, such as wall sockets, and the energy stored in the rechargeable battery packs drives or contributes to drive the wheels. PEVs are a subcategory of EVs that include all-electric or battery electric vehicles (BEVs), plug-in hybrid electric vehicles (PHEV s), and electric vehicle conversions of hybrid electric vehicles and conventional internal combustion engine vehicles.\nxEVs as described above may provide a number of advantages as compared to more traditional gas-powered vehicles using only internal combustion engines and traditional electrical systems, which are typically 12V systems powered by a lead acid battery. For example, xEVs may produce fewer undesirable emission products and may exhibit greater fuel efficiency as compared to traditional internal combustion vehicles and, in some cases, such xEVs may eliminate the use of gasoline entirely, as is the case of certain types of EVs or PEVs.\nAs technology continues to evolve, there is a need to provide improved power sources, particularly battery modules, for such vehicles. For instance, it may be beneficial to quantify the electrical performance of a battery module by measuring the voltage produced by the battery module. The measured voltage, for example, can be used to monitor the operation of the battery module. To accomplish this, the battery module may include measurement circuitry as well as voltage sensing lines disposed in the module, which can introduce manufacturing complexity and accordingly increase costs.\nA summary of certain embodiments disclosed herein is set forth below. It should be understood that these aspects are presented merely to provide the reader with a brief summary of these certain embodiments and that these aspects are not intended to limit the scope of this disclosure. Indeed, this disclosure may encompass a variety of aspects that may not be set forth below.\nIt is often beneficial to quantify the electrical performance of a battery module by measuring the voltage produced by the battery module. The measured voltage, for example, can be used to monitor and control the operation of the battery module or its associated components. For instance, a battery control module may monitor the voltage to determine whether the battery module is capable of supplying a sufficient amount of power to various components (e.g., various loads internal or external to the battery module). To measure the voltage produced by the battery module, measurement electronics, such as voltage sensors, may be electrically connected to one or more connection points within the battery module. However, the connections between the measurement electronics and the connection points may be routed around other components within the battery module, which may increase the complexity of manufacturing and assembling the connections. Further, devices and methods such as ring terminals, fasteners, and welding, which may be used to create the connections between the measurement electronics and the connection points, may also increase the complexity and cost of assembling the connections.\nFor example, an energy storage device may include multiple battery modules. One or more relays may be used to selectively couple or decouple one or more of the respective battery modules from a system bus. Since each relay is typically positioned between each respective battery module and the bus, sensing conductors are typically coupled to the external connections of each relay to monitor the voltage of the battery modules and system bus, respectively. Again, the connections of these sensing conductors to these external relay connections and the routing of these sensing conductors back to the measurement circuitry create additional complexity and cost for the energy storage device.\nTo address these concerns, relays having internal connections on both sides of their switches may be used in conjunction with a connector that integrates both the normal relay switch control lines with the sensing conductors. In this manner, sensing conductors may be routed along with the switch control lines for the relay instead of separately as described above. This integration reduces the complexity and cost associated with the energy storage device, because it reduces the number of separately routed lines and also eliminates the external connections for at least some of the sensing conductors. Further, the internal connections and the sensing conductors may also be used to provide power to electronic devices within the battery module. The integration may eliminate the power connections for the electronic devices, and may increase the reliability and redundancy of the power source for the electronic devices.\nVarious aspects of this disclosure may be better understood upon reading the following detailed description and upon reference to the drawings in which:\n FIG. 1 is a schematic view of an embodiment of an xEV, in accordance with an embodiment of the present approach;\n FIG. 2 is a partial schematic view of the xEV of FIG. 1 , illustrating power distribution throughout the xEV, in accordance with an embodiment of the present approach;\n FIG. 3 is a perspective view of a prismatic battery cell that may be used in the battery module of FIG. 2 ;\n FIG. 4 is a schematic representation of an electrical interconnection scheme having sense connection points external to a relay used in the battery module of FIG. 2 ;\n FIG. 5 is a schematic representation of an electrical interconnection scheme having sense connection points internal to a relay used in the battery module of FIG. 2 , in accordance with an embodiment of the present approach;\n FIG. 6 is a diagrammatic view of a connector having only switch control lines plugged into a relay, where sensing lines are coupled to the external terminals of the relay; and\n FIG. 7 is a diagrammatic view of a connector that integrates switch control lines and voltage sensing lines, where the relay includes internal conductors that connect the voltage sensing lines to internal terminals of the relay.\nOne or more specific embodiments will be described below. In an effort to provide a concise description of these embodiments, not all features of an actual implementation are described in the specification. It should be appreciated that in the development of any such actual implementation, as in any engineering or design project, numerous implementation-specific decisions must be made to achieve the developers' specific goals, such as compliance with system-related and business-related constraints, which may vary from one implementation to another. Moreover, it should be appreciated that such a development effort might be complex and time consuming, but would nevertheless be a routine undertaking of design, fabrication, and manufacture for those of ordinary skill having the benefit of this disclosure.\nThe battery systems described herein may be used to provide power to various types of electric vehicles (xEVs) and other high voltage energy storage/expending applications (e.g., electrical grid power storage systems). Such battery systems may include one or more battery modules, where each battery module may have a housing and a number of battery cells (e.g., lithium ion (Li-ion) electrochemical cells) arranged within the housing to provide particular voltages and/or currents useful to power, for example, one or more components of an xEV. As another example, battery modules in accordance with present embodiments may be incorporated with or provide power to stationary power systems (e.g., non-automotive systems).\nAs mentioned above, it is generally desirable to measure the voltage produced by the battery module for control purposes. The measured voltage, for example, can be used to monitor and control the operation of the battery module or its associated components. For example, a battery control module may monitor the voltage to determine whether the battery module is capable of supplying a sufficient amount of power to various components (e.g., various loads internal or external to the battery module). The battery control module may also determine when the battery module is near the end of its lifetime, based at least on the voltage produced by the battery module over time, and may notify the user accordingly. To measure the voltage produced by the battery module, measurement electronics, such as voltage sensors, may be electrically connected to one or more connection points within the battery module. Unfortunately, as noted above, such measurement electronics and sensors are often associated with conductors, e.g., sensing lines or conductors, used for measurement and communication, and the routing and connection of these conductors can introduce complexity and cost associated with the battery module.\nTo address this issue, in the embodiments of battery modules described herein that include a relay, such as one that may be used to selectively couple or decouple the battery module from a system bus, the measurement electronics may be connected to one or more connection points located internal to the relay using a connector that integrates the switch control lines of the relay and the sensing conductors. Thus, the connections between the measurement electronics and the one or more connection points on a relay may be routed in a manner similar to the connections between the switch control lines and the relay, and the external connections of the sensing conductors can be eliminated. This may reduce the complexity of manufacturing and assembling the battery module, as the connections between the measurement electronics and the connection points on the relay do not have to be routed around other components and may be made without the use of additional devices (e.g., ring terminals and fasteners) or methods of securing such connections (e.g., welding).\nThe connection points may also be used to provide power to one or more electronic devices (e.g., a control module) in the battery module. That is, the connection points may be used to provide power to the electronic devices without utilizing a separate connection between the electronic devices and the associated power source. For instance, in the embodiments described below, battery cells within the battery module may apply power to the electronic devices via two connection points, one of which is located within the relay. Similarly, another battery module may also provide power to the electronic devices via two connection points, one of which is located within the relay. In other words, power provided to the electronic devices may be routed through the relay and the connector, as well as through other sensing points in the battery module, thereby simplifying wiring and connection schemes. As one example, the relay may include sense connection points that are used both as a sensing point and a source of power for the electronics internal to the battery module without having a separate connection. In such embodiments, the battery control module may be configured to select the appropriate power source based on various factors, such as the state of charge of the power sources, the temperature of the power sources, and so on. These power supply configuration may simplify the wiring scheme of the battery module and may also increase the reliability and redundancy of the power source for the electronic devices.\nTo help illustrate, FIG. 1 is a perspective view of an embodiment of a vehicle 10, which may utilize a regenerative braking system. Although the following discussion is presented in relation to vehicles with regenerative braking systems, the techniques described herein are adaptable to other vehicles that capture/store electrical energy with a battery, which may include electric-powered and gas-powered vehicles.\nAs discussed above, it would be desirable for a battery system 12 to be largely compatible with traditional vehicle designs. Accordingly, the battery system 12 may be placed in a location in the vehicle 10 that would have housed a traditional battery system. For example, as illustrated, the vehicle 10 may include the battery system 12 positioned similarly to a lead-acid battery of a typical combustion-engine vehicle (e.g., under the hood of the vehicle 10). Furthermore, as will be described in more detail below, the battery system 12 may be positioned to facilitate managing temperature of the battery system 12. For example, in some embodiments, positioning a battery system 12 under the hood of the vehicle 10 may enable an air duct to channel airflow over the battery system 12 and cool the battery system 12.\nA more detailed view of the battery system 12 is described in FIG. 2 . As depicted, the battery system 12 includes an energy storage component 14 coupled to an ignition system 16, an alternator 18, a vehicle console 20, and optionally to an electric motor 22. Generally, the energy storage component 14 may capture/store electrical energy generated in the vehicle 10 and output electrical energy to power electrical devices in the vehicle 10.\nIn other words, the battery system 12 may supply power to components of the vehicle's electrical system, which may include radiator cooling fans, climate control systems, electric power steering systems, active suspension systems, auto park systems, electric oil pumps, electric super/turbochargers, electric water pumps, heated windscreen/defrosters, window lift motors, vanity lights, tire pressure monitoring systems, sunroof motor controls, power seats, alarm systems, infotainment systems, navigation features, lane departure warning systems, electric parking brakes, external lights, or any combination thereof. Illustratively, in the depicted embodiment, the energy storage component 14 supplies power to the vehicle console 20 and the ignition system 16, which may be used to start (e.g., crank) the internal combustion engine 24.\nAdditionally, the energy storage component 14 may capture electrical energy generated by the alternator 18 and/or the electric motor 22. In some embodiments, the alternator 18 may generate electrical energy while the internal combustion engine 24 is running. More specifically, the alternator 18 may convert the mechanical energy produced by the rotation of the internal combustion engine 24 into electrical energy. Additionally or alternatively, when the vehicle 10 includes an electric motor 22, the electric motor 22 may generate electrical energy by converting mechanical energy produced by the movement of the vehicle 10 (e.g., rotation of the wheels) into electrical energy. Thus, in some embodiments, the energy storage component 14 may capture electrical energy generated by the alternator 18 and/or the electric motor 22 during regenerative braking. As such, the alternator 18 and/or the electric motor 22 are generally referred to herein as a regenerative braking system.\nTo facilitate capturing and supplying electric energy, the energy storage component 14 may be electrically coupled to the vehicle's electric system via a system bus 26. For example, the bus 26 may enable the energy storage component 14 to receive electrical energy generated by the alternator 18 and/or the electric motor 22. Additionally, the bus 26 may enable the energy storage component 14 to output electrical energy to the ignition system 16 and/or the vehicle console 20. Accordingly, when a 12 volt battery system 12 is used, the bus 26 may carry electrical power typically between 8-18 volts.\nAdditionally, as depicted, the energy storage component 14 may include multiple battery modules. For example, in the depicted embodiment, the energy storage component 14 includes a lithium ion (e.g., a first) battery module 28 and a lead-acid (e.g., a second) battery module 30, which each of which may include one or more battery cells. In other embodiments, the energy storage component 14 may include any number of battery modules. Additionally, although the lithium ion battery module 28 and lead-acid battery module 30 are depicted adjacent to one another, they may be positioned in different areas around the vehicle. For example, the lead-acid battery module may be positioned in or about the interior of the vehicle 10 while the lithium ion battery module 28 may be positioned under the hood of the vehicle 10.\nIn some embodiments, the energy storage component 14 may include multiple battery modules to utilize multiple different battery chemistries. For example, when the lithium ion battery module 28 is used, performance of the battery system 12 may be improved since the lithium ion battery chemistry generally has a higher coulombic efficiency and/or a higher power charge acceptance rate (e.g., higher maximum charge current or charge voltage) than the lead-acid battery chemistry. As such, the capture, storage, and/or distribution efficiency of the battery system 12 may be improved.\nTo facilitate controlling the capturing and storing of electrical energy, the battery system 12 may additionally include a control module 32. More specifically, the control module 32 may control operations of components in the battery system 12, such as relays (e.g., switches) within energy storage component 14, the alternator 18, and/or the electric motor 22. For example, the control module 32 may regulate amount of electrical energy captured/supplied by each battery module 28 or 30, perform load balancing between the battery modules 28 and 30, determine a state of charge of each battery module 28 or 30, sense operation parameters such as the voltage and temperature of each battery module 28 or 30, control voltage output by the alternator 18 and/or the electric motor 22, and the like. Although the control module 32 is illustrated in FIG. 2 as being separate from the energy storage component 14, it may be integrated into the energy storage component 14 or integrated into one or more battery modules 28 and 30.\nThe control unit 32 may include one or more processors 34 and one or more memories 36. More specifically, the processor 34 may include one or more application specific integrated circuits (ASICs), one or more field programmable gate arrays (FPGAs), one or more general purpose processors, or any combination thereof, under software or firmware control as appropriate. Additionally, the memory 36 may include volatile memory, such as random access memory (RANI), and/or non-volatile memory, such as read-only memory (ROM), optical drives, hard disc drives, or solid-state drives. In some embodiments, the control unit 32 may include portions of a vehicle control unit (VCU) and/or a separate battery control module.\nWhile the battery modules in the energy storage component 14 may be connected in any suitable arrangement, for the purposes of the examples discussed herein, the lithium ion battery module 28 and the lead-acid battery module 30 are connected in parallel across their terminals. In other words, the lithium ion battery module 28 and the lead-acid battery module 30 may be coupled in parallel to the vehicle's electrical system via the bus 26. Furthermore, as discussed in detail below, one or more of the battery modules in the energy storage component 14 may include a relay that may perform various functions, such as selectively coupling and decoupling the battery module from the system bus 26.\nTurning briefly to FIG. 3 , the battery modules 28 and 30 may contain any suitable type of battery cell or cells as deemed appropriate for the particular application. Further, if a lithium ion battery module 28 is used, it may include any appropriate type of battery cells, such as cylindrical, prismatic or pouch cells. To the extent that prismatic cells are used, each of the prismatic cells may be similar to the battery cell 44 illustrated in FIG. 3 . As defined herein, a prismatic battery cell 44 may include a prismatic case that is generally rectangular in shape. In contrast to pouch cells, the prismatic casing is formed from a relatively inflexible, hard (e.g., metallic or plastic) material. In accordance with present embodiments, each prismatic battery cell may include a top casing portion 35, where a set of cell terminals 37 and 38 (e.g., positive and negative cell terminals) may be located, although such terminals may be located elsewhere depending upon the design of a particular prismatic cell. One or more cell vents 39 may also be located on the top casing portion 35 or other suitable location. The prismatic cell casing 40 also includes a bottom casing portion 41 positioned opposite the top casing portion 35. First and second sides 42 and 43, which may be straight or rounded, may extend between the bottom and top casing portions 41 and 35 in respective positions corresponding to the cell terminals 37 and 38. First and second faces 49 and 51, which may be flat (as shown) or rounded, may couple the first and second sides 42 and 43 at opposing ends of each battery cell 44.\nAs stated above, present embodiments of the lithium ion battery module 28 may include one or more electrical connection points within the lithium ion battery module 28 for sensing. In particular, one or more of the electrical connection points may be located on or within a battery module relay system in the lithium ion battery module 28 (e.g., using a connector associated with the relay). These and other approaches in accordance with the present disclosure may be further appreciated with reference to FIGS. 4 and 5 , which depict relay connection architectures that may be associated with the lithium ion battery module 28. Although the present embodiments are described with respect to a mechanical relay, it should be appreciated that the lithium ion battery module 28 may employ any suitable power switching device, such as an insulating gate bipolar transistor (IGBT), power MOSFET, thyristor, etc.\nRegarding its architecture, the relay 48 includes a switch control, such as a coil 50 that can be energized and deenergized to cause a switch 54 to move between an open and closed position to connect or disconnect, respectively, the battery cells 44 on one side 52 of the switch 54 to the system bus 26 on the other side 56 of the switch 54. For example, the relay 48 may be configured such that the relay 48 connects or disconnects the battery cells 44 to a positive or negative terminal of the energy storage component 14. Alternately, the relay 48 may be disposed within the group of battery cells 44 such that the relay 48 is configured to control the amount of voltage or current produced by the battery cells 44 as a whole (e.g., by connecting or disconnecting battery cells 44 in series or in parallel to produce the desired voltage or current). The relay 48 may be a mono-stable or a hi-stable relay or, more generally, may be any type of relay suitable for use in accordance with the present approaches. The relay 48 may be driven by a relay driver 58, which may be one of several electronic devices within the control module 32. The relay driver 58 sends signals on relay control lines 65 to the coil 50, and the relay control lines 65 may be coupled to the relay 48 via a connector 68.\nAs mentioned above, the control module 32 may monitor and control some or all of the components of the lithium ion battery module 28. In particular, the control module 32 may be configured to control the lithium ion battery module 28 or other components of the vehicle 10 based on the voltage produced by the lithium ion battery module 28. To enable measurement of the voltage produced by the lithium ion battery module 28, the control module 32 may include measurement electronics 62, such as sensors and voltage and/or temperature detection circuitry. The measurement electronics 62 may be connected to one or more sense connection points 64 (shown as 64A-64D) within the lithium ion battery module 28 by respective sensing conductors 66 (shown as 66A-66D). The sense connection points 64, as described herein, may be considered to include locations within the lithium ion battery module 28 to which the measurement electronics 62 are electrically connected to sense parameters that facilitate control of the lithium ion battery module 28. For example, the sense connection points 64A and 64B provide an indication of the voltage across the battery cells 44, and the sense connection points 64C and 64D provide an indication of the voltage on the system bus 26.\nAs shown in FIG. 4 and FIG. 6 , the sense connection points 64A and 64C are disposed outside of the housing of the relay 48 such that the sensing conductors 66A and 66C are routed around other components. Further, devices and methods of securing connections such as ring terminals, fasteners, and welding may be used to create the connections between the sensing conductors 66A and 66C and the sense connection points 64A and 64C.\nTo reduce the complexity of manufacturing and assembling the connections between the measurement electronics 62 and the sense connection points 64A and 64C, the lithium ion battery module 28 may include one or more sense connection points 64A and 64C located within the housing of the relay 48. For instance, referring to FIG. 5 , the sense connection points 64A and 64C may be located at each side 52 and 56, respectively, of the switch 54, and these connection points 64A and 64C may have conductors internal to the relay 48 that link the sense connection points 64A and 64C to a terminal 69 so that they can make contact with external sensing conductors 66A and 66C. As clearly shown by comparing FIGS. 4 and 5 , using the sense connection points 64A and 64C internal to the relay 48 may reduce the complexity of the connections and routing associated with the measurement electronics 62, sensing conductors 66, and the various battery connection points 64. For example, as illustrated in FIG. 5 and FIG. 7 , the sensing conductors 66A and 66C between the sense connection points 64A and 64C and the measurement electronics 62 may be routed in a similar manner to the connections between the relay control lines 65 and the relay 48, rather than separately. Further, the sensing conductors 66A and 66C may be integrated into the same connector 68 with the relay control lines 65. Because a common connector 68 is used for both the relay control lines 65 and the sensing conductors 66A and 66C, the external connections between the outputs of the relay 48 and the sensing conductors 66A and 66C may be eliminated, as illustrated in FIG. 7 .\nIn addition to sensing, the sense connection points 64 may be used to provide power to the control module 32 without a separate connection (i.e., via the sense connection points 64A and 64C and the sensing conductors 66A and 66C). As shown in FIG. 5 , the battery cells 44 may, for example, provide power to the control module 32 via the sense connection points 64A and 64B. In particular, the battery cells 44 may apply power at the sense connection points 64A and 64B, which is then provided to the control module 32 by the sensing conductors 66A and 66B, respectively. That is, in addition to providing sensing data to the measurement electronics 62, the sensing conductors 66 may also provide power to the control module 32. Similarly, the lead-acid battery module 30, which is coupled to the system bus 26 in parallel to the lithium ion battery module 28, may provide power to the control module 32 via the sense connection points 64C and 64D and the sensing conductors 66C and 66D. Further, in these embodiments, the control module 32 may configure either the battery cells 44 or the lead-acid battery module 30 to power the control module 32 based on various parameters of the battery cells 44 and the lead-acid battery module 30, such as state of charge, temperature, etc. Using the battery cells 44 or the lead-acid battery module 30 to power the control module 32 via the sense connection points 64 and the sensing conductors 66 may further simplify the wiring scheme of the lithium ion battery module 28 and may also increase the reliability and redundancy of the power source for the control module 32.\nOne or more of the disclosed embodiments, alone or in combination, may provide one or more technical effects useful for monitoring the voltage produced by a battery module. For example, certain embodiments may reduce the complexity of connecting measurement electronics to various locations within the battery module for sensing. For example, the present sense connection points result in connections to the measurement electronics that may be routed in similar manner to connections between the relay coil and a relay driver. Indeed, both types of connections may be made using an integrated connector. The technical effects and technical problems in the specification are exemplary and are not limiting. It should be noted that the embodiments described in the specification may have other technical effects and can solve other technical problems.\nWhile only certain features and embodiments of the invention have been illustrated and described, many modifications and changes may occur to those skilled in the art (e.g., variations in sizes, dimensions, structures, shapes and proportions of the various elements, values of parameters (e.g., tem | Relays having internal connections on both sides of their switches may be used in conjunction with a connector that integrates both the normal relay switch control lines with the sensing conductors of a control module for a battery module of an energy storage device. In this manner, sensing conductors may be routed along with the switch control lines for the relay instead of separately as described above. This integration reduces the complexity and cost associated with the energy storage device, because it reduces the number of separately routed lines and also eliminates the external connections for at least some of the sensing conductors. | US:17/331,316 | https://patentimages.storage.googleapis.com/2e/20/20/046398f75faa1a/US11887796.pdf | US:11887796 | Ronald J. Dulle, Anthony E. Farrell, Richard M. DeKeuster | CPS Technology Holdings LLC | US:4883728, US:4870296, US:5175484, US:6020718, US:6259978, US:6121750, US:7709977, US:6573621, US:6657833, US:20020195996:A1, US:20040053083:A1, US:7176654, US:7446433, US:7433182, US:7746031, US:7679325, US:20070014055:A1, US:7880432, US:20070091547:A1, US:7615885, US:7635983, US:8467159, US:8129952, US:20110196545:A1, US:8629581, US:20110001352:A1, US:8536826, US:8307222, US:20120244404:A1, US:8541978, US:20110155485:A1, US:8802259, US:20120235473:A1, US:20130033101:A1, US:9156356, US:20150028877:A1, US:20140062493:A1, US:20140356656:A1, US:20160156258:A1, US:9947497 | 2024-01-30 | 2024-01-30 | 1. A relay for use with a battery module having a control module, the relay comprising:\na relay housing;\na switch disposed within the relay housing;\na switch control disposed within the relay housing and operable to cause the switch to transition between an open state and a closed state;\na terminal having a first set of conductors extending to the switch control, the terminal being configured for coupling with a connector to connect the terminal to a control module that provides a power to the switch control;\nexternal terminals of the relay comprising:\na first sense connection point located outside of the relay housing and arranged electrically on one side of the switch; and\na second sense connection point located outside of the relay housing and arranged electrically on an other side of the switch, the first sense connection point and the second sense connection point for communicatively coupling to the control module, and at least one of the first sense connection point and the second sense connection point for providing an indication of a voltage on a system bus of the battery module;\n\na third sense connection point disposed in the relay housing and arranged electrically on the one side of the switch; and\na fourth sense connection point disposed in the relay housing and arranged electrically on the other side of the switch,\nwherein the terminal further has a second set of conductors extending to the third sense connection point and the fourth sense connection point.\n, a relay housing;, a switch disposed within the relay housing;, a switch control disposed within the relay housing and operable to cause the switch to transition between an open state and a closed state;, a terminal having a first set of conductors extending to the switch control, the terminal being configured for coupling with a connector to connect the terminal to a control module that provides a power to the switch control;, external terminals of the relay comprising:\na first sense connection point located outside of the relay housing and arranged electrically on one side of the switch; and\na second sense connection point located outside of the relay housing and arranged electrically on an other side of the switch, the first sense connection point and the second sense connection point for communicatively coupling to the control module, and at least one of the first sense connection point and the second sense connection point for providing an indication of a voltage on a system bus of the battery module;\n, a first sense connection point located outside of the relay housing and arranged electrically on one side of the switch; and, a second sense connection point located outside of the relay housing and arranged electrically on an other side of the switch, the first sense connection point and the second sense connection point for communicatively coupling to the control module, and at least one of the first sense connection point and the second sense connection point for providing an indication of a voltage on a system bus of the battery module;, a third sense connection point disposed in the relay housing and arranged electrically on the one side of the switch; and, a fourth sense connection point disposed in the relay housing and arranged electrically on the other side of the switch,, wherein the terminal further has a second set of conductors extending to the third sense connection point and the fourth sense connection point., 2. The relay of claim 1, wherein the switch comprises a switch selected from a group consisting of a mono-stable switch, a bi-stable switch, a mechanical switch, an insulating gate bipolar transistor, a power MOSFET, and a thyristor., 3. The relay of claim 1, wherein the switch control comprises a coil., 4. A relay assembly comprising:\nthe relay of claim 1;\na connector configured to couple a first set of control lines to the control module;\na second connector connecting to the first sense connection point; and\na third connector connecting to the second sense connection point.\n, the relay of claim 1;, a connector configured to couple a first set of control lines to the control module;, a second connector connecting to the first sense connection point; and, a third connector connecting to the second sense connection point., 5. A relay assembly comprising,\nthe relay of claim 1; and\na connector configured to couple the first set of conductors and the second set of conductors to the control module.\n\n, the relay of claim 1; and\na connector configured to couple the first set of conductors and the second set of conductors to the control module.\n, a connector configured to couple the first set of conductors and the second set of conductors to the control module., 6. A battery module comprising the relay assembly as defined in claim 4., 7. The battery module of claim 6, wherein the battery module includes the control module, wherein the control module includes a relay driver to control movement of the switch., 8. The battery module of claim 6, further comprising battery cells., 9. The battery module of claim 7, wherein the control module includes measurement electronics., 10. The battery module of claim 9, wherein the first sense connection point and the second sense connection point are coupled to the measurement electronics., 11. The battery module of claim 9, wherein a third sense connection point and a fourth sense connection point are disposed in the relay housing and are coupled to the measurement electronics via the terminal., 12. The battery module of claim 11, wherein at least one of the third sense connection point and the fourth sense connection point provides the indication of the voltage on the system bus. | US | United States | Active | H | True |
| 278 | 프레임 조립체 \n | KR102033003B1 | NaN | 적층된 복수의 배터리 셀을 고정시키기 위한 프레임 조립체가 제공된다. 프레임 조립체는 복수의 배터리 셀의 상면 및 양 측면을 감싸도록 구성된 프레임, 프레임의 양 측면에 배치되고, 복수의 배터리 셀이 전기적으로 직렬 연결되도록 복수의 배터리 셀의 단자와 접합하도록 구성된 복수의 버스바, 프레임의 상면 및 양 측면에 배치되고 복수의 배터리 셀을 센싱하도록 구성되며, 복수의 터미널이 직접 결합된 단자부를 포함하는 연성회로기판, 복수의 터미널을 수용하여 연성회로기판에 연결되고, 복수의 배터리 셀을 제어하기 위한 신호를 송수신하도록 구성된 커넥터를 포함할 수 있다. | KR:1020170141528A | https://patentimages.storage.googleapis.com/e9/5d/9f/5b6f7f77a191d4/KR102033003B1.pdf | KR:102033003:B1 | 사광욱, 이천효 | 주식회사 유라코퍼레이션 | NaN | Not available | 2019-10-16 | 적층된 복수의 배터리 셀을 고정시키기 위한 프레임 조립체에서상기 복수의 배터리 셀의 상면 및 양 측면을 감싸도록 구성된 프레임;상기 프레임의 양 측면의 외측에 배치되고, 상기 복수의 배터리 셀이 전기적으로 직렬 연결되도록 상기 복수의 배터리 셀의 단자와 접합하도록 구성된 복수의 버스바;상기 프레임의 상면 및 양 측면의 외측에 배치되고 상기 복수의 배터리 셀을 센싱하도록 구성되는 연성회로기판; 및상기 연성회로기판에 결합되고, 상기 복수의 배터리 셀을 제어하기 위한 신호를 송수신하도록 구성된 커넥터를 포함하고,상기 연성회로기판은,상기 복수의 버스바를 향하여 연장되어 상기 복수의 버스바에 접합되는 회로부; 및상기 회로부와 다른 방향으로 연장되고 복수의 터미널이 직접 결합된 단자부를 포함하고,상기 커넥터는 상기 복수의 터미널이 상기 커넥터에 삽입됨에 따라 상기 연성회로기판에 결합되고,상기 단자부는 두 갈래로 분기되어 서로 마주보도록 접히는 제1 단자부 및 제2 단자부를 포함하며,상기 복수의 터미널은 상기 제1 단자부에 직접 결합되는 제1 터미널 및 상기 제2 단자부에 직접 결합되는 제2 터미널을 포함하는,프레임 조립체., 제1항에 있어서, 상기 커넥터에는 상기 복수의 터미널을 수용하고 상기 복수의 터미널과 대응하는 형상을 갖는 복수의 슬롯이 형성되는 프레임 조립체., 제1항에 있어서,상기 복수의 터미널은 상기 단자부를 관통하는 적어도 하나의 결합 돌기를 포함하는 프레임 조립체., 삭제, 제1항에 있어서, 상기 회로부는 상기 단자부에 전기적으로 연결되고,상기 복수의 배터리 셀은 상기 회로부 및 상기 단자부를 통해 배터리 관리 시스템과 전기적으로 연결되는 프레임 조립체., 제1항에 있어서, 상기 커넥터는 상기 프레임의 상기 양 측면 중 일 측면에 부착되어 결합되는 프레임 조립체., 제6항에 있어서,상기 프레임은 상기 일 측면에 형성된 제1 결합부를 포함하고,상기 커넥터는 상기 제1 결합부에 체결되는 제2 결합부를 포함하는 프레임 조립체., 제7항에 있어서,상기 제2 결합부가 상기 제1 결합부로 슬라이딩하여 체결됨으로써 상기 커넥터는 상기 프레임에 결합되는 프레임 조립체., 제7항에 있어서,상기 제1 결합부는 복수의 날개부를 포함하고, 상기 제2 결합부는 상기 날개부와 대응하는 크기를 갖고 상기 복수의 날개부를 수용하는 날개 수용부를 포함하는 프레임 조립체., 제7항에 있어서,상기 제1 결합부는 상기 제1 결합부로부터 돌출 형성된 걸림부를 포함하고, 상기 제2 결합부는 상기 걸림부를 수용할 수 있는 걸림홈을 포함하며, 상기 제1 결합부에 상기 제2 결합부가 체결된 후, 상기 제1 결합부 및 상기 제2 결합부의 체결이 해제되는 방향으로 상기 커넥터를 이동시키는 경우에 상기 걸림부가 상기 걸림홈에 접촉하여 상기 커넥터의 이동을 방해하는 프레임 조립체., 적층된 복수의 배터리 셀을 고정시키기 위한 프레임 조립체에서상기 복수의 배터리 셀의 상면을 감싸도록 구성된 제1 프레임 및 상기 제1 프레임과 연결되고 상기 복수의 배터리 셀의 양 측면을 감싸도록 구성된 제2 프레임 및 제3 프레임;상기 제2 프레임 및 상기 제3 프레임의 외측에 배치되고, 상기 복수의 배터리 셀이 전기적으로 직렬 연결되도록 상기 복수의 배터리 셀의 단자와 접합하도록 구성된 복수의 버스바;상기 제1, 제2 및 제3 프레임의 외측에 배치되고, 상기 복수의 배터리 셀을 센싱하도록 구성되는 연성회로기판; 및상기 연성회로기판에 결합되고, 상기 복수의 배터리 셀을 제어하기 위한 신호를 송수신하도록 구성된 커넥터를 포함하고, 상기 연성회로기판은,상기 복수의 버스바를 향하여 연장되어 상기 복수의 버스바에 접합되는 회로부; 및상기 회로부와 다른 방향으로 연장되고 복수의 터미널이 직접 결합된 단자부를 포함하고,상기 커넥터는 상기 복수의 터미널이 상기 커넥터에 삽입됨에 따라 상기 연성회로기판에 결합되고,상기 단자부는 두 갈래로 분기되어 서로 마주보도록 접히는 제1 단자부 및 제2 단자부를 포함하며,상기 복수의 터미널은 상기 제1 단자부에 직접 결합되는 제1 터미널 및 상기 제2 단자부에 직접 결합되는 제2 터미널을 포함하는,프레임 조립체., 제11항에 있어서,상기 커넥터에는 상기 터미널을 수용하고 상기 터미널과 대응하는 형상을 갖는 복수의 슬롯이 형성되는 프레임 조립체., 제11항에 있어서, 상기 제2 프레임 또는 상기 제3 프레임에는 제1 결합부가 돌출 형성되고,상기 커넥터는 상기 제1 결합부에 체결되는 제2 결합부를 포함하는 프레임 조립체., 제11항에 있어서, 상기 회로부는 상기 단자부에 전기적으로 연결되고,상기 복수의 배터리 셀은 상기 회로부 및 상기 단자부를 통해 배터리 관리 시스템과 전기적으로 연결되는 프레임 조립체. | KR | South Korea | NaN | H | True |
| 279 | 升降装置及换电设备 \n | CN104787010B | 技术领域本发明涉及自动化机械领域，特别是涉及一种换电设备升降装置及换电设备。背景技术目前，在新能源换电、立体车库、物流传输、加工制造和自动扶梯等行业常用设备中，例如，在换电设备中，均有升降装置的应用。这些升降装置一般采用传统的传动方式，例如，采用螺旋丝杆方式、钢丝绳牵引方式、液压缸直顶驱动方式、循环链条驱动方式或螺旋升降柱驱动方式等传动方式来进行升降操作。然而，采用上述传动方式的升降装置通常需要与较深的基坑相配套，也就是说，此类升降装置的主要支承部件需要固定在基坑中以起到稳定整个升降装置的效果，这会使得此类升降装置出现占地空间大、结构不够紧凑且应用场合受到局限性的问题。发明内容基于此，有必要提供一种占地空间较小、结构较紧凑和免基坑配套的升降装置及换电设备。一种升降装置，包括：底座，行车平台，所述行车平台安装于所述底座；电池运送通道，所述电池运送通道包括：运送平台及导向轨，所述导向轨设置于所述运送平台外侧，所述运送平台的部分伸入所述行车平台设置；升降机构，所述升降机构包括：升降电机、升降链轮及升降刚性链，所述升降电机安装在所述底座，所述升降链轮与所述升降电机连接，所述升降刚性链与所述升降链轮啮合；及升降平台，所述升降平台与所述升降刚性链相固定。在其中一个实施例中，所述运送平台所伸入设置于所述行车平台的部分与所述行车平台平齐。在其中一个实施例中，所述升降刚性链包括若干依次连接的链片，每一所述链片的中部位置设置一定位销轴。在其中一个实施例中，所述升降机构还包括传动组件，所述传动组件与所述升降电机传动连接，所述升降链轮与所述传动组件连接。在其中一个实施例中，所述升降机构还包括升降剪叉，所述升降剪叉分别与所述升降平台及所述底座连接。在其中一个实施例中，还包括前后对中机构，所述前后对中机构包括：具有一开口的凹形固定条及多个顶辊，所述凹形固定条倾斜设置于所述升降平台侧边且所述开口朝内，多个所述顶辊转动设置于所述凹形固定条内，且所述顶辊至少部分露置于所述开口外，在其中一个实施例中，还包括左右对中机构，所述左右对中机构包括：对中电机、对中张紧链轮、对中链条、位移安装件及导正辊，所述对中电机及所述对中张紧链轮间隔设置于所述升降平台，所述对中链条传动套置于所述对中电机的转动轴及所述对中张紧链轮，所述位移安装件与所述对中链条相固定，且所述位移安装件的运动方向与所述升降平台平行，所述导正辊转动设置于所述位移安装件。在其中一个实施例中，还包括爬坡架，所述爬坡架设置于所述升降平台远离所述行车平台的一侧。在其中一个实施例中，所述爬坡架设置有楔面，所述楔面与所述升降平台之间形成90度～180度的夹角。一种换电设备，任一所述升降装置，还包括：堆垛装置、电池过渡架及换电装置。上述升降装置通过设置行车平台、升降机构和升降平台可以对待换电池的电动汽车进行升降操作，结构较紧凑，且占地空间较小。此外，相对于传统的升降装置，还可以实现免基坑配套。附图说明图1为本发明一实施方式的换电设备的结构示意图；图2为图1所示的堆垛装置的局部结构示意图；图3为图1所示的堆垛装置的另一视角的局部结构示意图；图4为图1所示的堆垛装置的另一视角的局部结构示意图；图5为图1所示的堆垛装置的另一视角的局部结构示意图；图6为图1所示的堆垛装置的另一视角的局部结构示意图；图7为图6在A处的放大图；图8为图1所示的升降装置的结构示意图；图9为图8所示的升降装置的另一状态的局部结构示意图；图10为图9所示的升降装置的另一视角的结构示意图；图11为图10所示的升降刚性链的结构示意图；图12为图9在B处的放大图；图13为图1所示的换电装置的结构示意图；图14为图13所示的换电装置的另一视角局部结构示意图；图15为图13所示的换电装置的另一视角局部结构示意图。具体实施方式为使本发明的上述目的、特征和优点能够更加明显易懂，下面结合附图对本发明的具体实施方式做详细的说明。在下面的描述中阐述了很多具体细节以便于充分理解本发明。但是本发明能够以很多不同于在此描述的其它方式来实施，本领域技术人员可以在不违背本发明内涵的情况下做类似改进，因此本发明不受下面公开的具体实施的限制。例如，一种升降装置，包括：底座，行车平台，所述行车平台安装于所述底座；电池运送通道，所述电池运送通道包括：运送平台及导向轨，所述导向轨设置于所述运送平台外侧，所述运送平台的部分伸入所述行车平台设置；升降机构，所述升降机构包括：升降电机、升降链轮及升降刚性链，所述升降电机安装在所述底座，所述升降链轮与所述升降电机连接，所述升降刚性链与所述升降链轮啮合；及升降平台，所述升降平台与所述升降刚性链相固定。为了进一步理解上述升降装置，一个例子是，本发明一实施方式的换电设备，其包括上述任一实施例所述的升降装置。又一个例子是，请参阅图1，其为本发明一实施方式的换电设备10的结构示意图。换电设备10包括：堆垛装置100、电池过渡架200、升降装置300和换电装置400。堆垛装置100、电池过渡架200及升降装置300依次排列设置。电池过渡架200用于存放满电电池和对亏电电池进行充电。堆垛装置100用于将亏电电池运送至电池过渡架200进行充电，并将充好电的满电电池取出再运送至换电装置400。升降装置300用于对待换电池的电动汽车进行升降操作，以便换电装置400可以行走至待换电池的电动汽车的底部进行换电操作。换电装置400用于将待换电池的电动汽车内的亏电电池取下，并将该亏电电池运送至堆垛装置100，此外，还用于将充好电的满电电池从堆垛装置100上取出，并将该满电电池运送至待换电池的电动汽车底部以进行换电操作。请一并参阅图2至图4，堆垛装置100包括：框架110、堆垛行走机构120、天轨导向机构130、提升机构140及货叉机构150。请参阅图3，堆垛行走机构120及天轨导向机构130分别设置于框架110两端，提升机构140设置于框架110。请参阅图4，货叉机构150设置于提升机构140，提升机构140用于带动货叉机构150进行升降。为了增强框架110的受力平衡性和整体结构稳定性，例如，请参阅图2，框架110包括两个立柱111、上横梁112及下横梁113。上横梁112及下横梁113分别连接两个立柱111的两端后围成空心的矩形体结构；又如，立柱111采用“H”字形钢焊接成形，如此，可以增强框架110的受力平衡性和整体结构稳定性。请参阅图2，堆垛行走机构120包括：行走箱121、行走电机122及行走轮123，请一并参阅图1，堆垛行走机构120还包括行走导轨124。请参阅图2，行走箱121设置于框架110，行走电机122与行走箱121连接，行走轮123设置于行走箱121。请一并参阅图1，行走轮123滚动设置于行走导轨124。当控制堆垛行走机构120的行走轮123沿行走导轨124行走时，即可带动堆垛装置100运动，便于将堆垛装置100运送至预设工位以对电池进行堆垛操作，从而使得整个堆垛装置100的应用场合所受的局限性大大降低。请参阅图3，天轨导向机构130包括：天轨导向轮131及天轨(图未示)。天轨导向轮131转动设置于框架110，且天轨导向轮131滚动设置于所述天轨，即天轨导向轮131用于沿所述天轨滚动，以起到导向作用，所述天轨与行走导轨124平行设置。通过设置天轨导向机构130可以在堆垛装置100行走的过程中提供导向和支撑作用，如此，一方面可以提高堆垛装置100行走时的稳定性，另一方面还可以避免堆垛装置100因受力不均发生倾翻的问题，安全性能较可靠。请参阅图3及图5，提升机构140包括：提升电机141、提升传动轴142、提升传动链轮143、提升张紧链轮144、提升链条145、托盘组件146及提升导向轮147。请参阅图5，提升电机141安装在框架110，提升传动轴142与提升电机414连接，提升传动链轮143套置于提升传动轴142。控制提升电机141转动可以带动提升传动轴142转动，进而带动提升传动链轮143转动。请一并参阅图3及图5，提升张紧链轮144设置于框架110，提升链条145传动套置于提升传动链轮143及提升张紧链轮144。提升张紧链轮144用于给提升链条145提供张紧力，以确保提升链条145在循环行程中保持一定的张紧力。具体的，提升张紧链轮144及提升传动链轮143分别位于立柱111的两端，如此，可以极大地增加提升链条145的单线行程的长度。请参阅图3，托盘组件146与提升链条145固定，即托盘组件146与循环行程中的其中一单线行程的提升链条145固定。通过控制提升电机141转动的方向，即可控制提升链条145的行程方向，进而控制托盘组件146实现升降操作。可以理解，当提升链条145的单线行程的长度较大时，托盘组件146的可升降距离也较大，如此，就可以取出位于所述电池过渡架上位于较高的位置处的电池，即也可以提高所述电池过渡架上堆放电池的数量。此外，通过上述传动方式来带动托盘组件146进行升降操作，相对于传统的堆垛装置，结构更简单紧凑，升降更平稳，安全性能也更可靠。请参阅图6，提升导向轮147与托盘组件146转动连接，提升导向轮147滚动设置于框架110。通过设置提升导向轮147可以在托盘组件146的升降过程中起到支撑和导向作用，如此，可以提高升降的平稳性。具体的，提升导向轮147沿着框架110的立柱111滚动设置，提升导向轮147至少设置两个，两个提升导向轮147分别位于立柱111的两侧。即每一立柱111的两侧至少设置两个提升导向轮147，如此，可以进一步提高升降的平稳性。请参阅图4及图7，货叉机构150包括：货叉电机151、货叉传动轴152、货叉齿轮153、货叉齿条154及货叉板155。请参阅图4，货叉电机151安装在托盘组件146，货叉传动轴152与货叉电机151连接。控制货叉电机151可以带动货叉传动轴152转动。请参阅图7，货叉齿轮153与货叉传动轴152传动连接，货叉传动轴152转动时，可以带动货叉齿轮153转动。货叉齿条154与货叉齿轮153啮合，货叉板155与货叉齿条154相固定。货叉齿轮153转动时，可以带动与货叉齿轮153啮合的货叉齿条154沿着货叉齿轮153向前或前后运动，进而带动与货叉齿条154相固定的货叉板155向靠近或远离托盘组件146的方向运动，即货叉板155发生缩回或伸出的动作。为了更平稳且更便捷地取放电池，例如，请参阅图4，货叉板155设置两块，两块货叉板155之间设置有间隔；又如，请一并参阅图3，货叉板155的延伸方向与提升链条145的延伸方向垂直，如此，可以更平稳且更便捷地取放电池。上述堆垛装置100的工作原理如下：首先，控制堆垛行走机构120带动堆垛装置100运动至预设工位，例如，将堆垛装置100运送至电池过渡架200远离堆垛装置300的一侧。然后，当换电装置400将从待换电池电动汽车内取下的亏电电池运送至将堆垛装置100时，控制货叉机构150的货叉板155伸出，并取下换电装置400上的亏电电池。接着，控制承载有亏电电池的货叉板155缩回，以避免货叉板155在上升或下降过程中被电池过渡架200卡住。接着，再控制提升机构140将承载有亏电电池的货叉板155提升至电池过渡架200上预设的充电台，此时，亏电电池面向该预设充电台。接着，再控制货叉机构150的货叉板155伸出，并将亏电电池运送至预设的充电台进行充电。上述亏电电池充电后，再控制货叉机构150的货叉板155缩回，此时，货叉板155回复到初始状态。最后，控制提升机构140将空载的货叉板155提升或下降至电池过渡架200上放置有满电电池的充电台，此时，货叉板155面向该放置有满电电池的充电台。接着，控制货叉板155伸出，并取下满电电池。接着，再控制提升机构140将承载有满电电池的货叉板155运送至换电装置400，换电装置400取下满电电池后，对待换电池电动汽车进行换电操作。上述堆垛装置100通过设置堆垛行走机构120、提升机构140及货叉机构150相配合可以对物体的取放操作，结构较紧凑。此外，相对于传统的传动结构，提升机构140升降较平稳，安全性能也较可靠。请参阅图1，电池过渡架200包括：支架210和充电台220，充电台220设置于支架210。充电台220设置多个，多个充电台220呈矩形阵列分布于支架210上，且上下两个相邻充电台200之间设置有间隔，如此，可以便于货叉板155伸入上下两个相邻充电台200之间的间隔内，以实现满电电池和亏电电池的取放。为了更便捷地对电池进行取放操作，例如，请一并参与图1及图4，货叉板155的运动方向指向充电台220；又如，货叉板155与充电台220平行设置，如此，可以更便捷地对电池进行取放操作。请参阅图8及图9，升降装置300包括：底座310、行车平台320、电池运送通道330、升降机构340、升降平台350、前后对中机构360、左右对中机构370及爬坡架380。行车平台320用于支撑行走过程中的待换电池的电动汽车，其安装在底座310上。如图8所示，电池运送通道330的一端部分伸入行车平台320设置，例如，电池运送通道330的一端部分与行车平台320平齐设置。请一并参阅图1，电池运送通道330的另一端与电池过渡架200的支架210连接。升降机构340安装在行车平台320的两侧，升降平台350安装于升降机构340。前后对中机构360及左右对中机构370均设置于升降平台350。爬坡架380设置于升降平台350远离行车平台320的一侧。请参阅图8，电池运送通道330包括：运送平台331及导向轨332，导向轨332设置于运送平台331外侧。请一并参阅图1，运送平台331的一端与电池过渡架200的支架210连接，运送平台331的另一端的部分伸入设置于行车平台320。如此，换电装置400沿着运送平台331就可以往返于行车平台320及电池过渡架200之间，以实现亏电电池和满电电池的取放。此外，通过设置导向轨332还可以对换电装置400的行走提供导向作用，以使换电装置400更平稳且更精准地行走于电池运送通道330，更有利于换电装置400对满电电池和满电电池精确取放。例如，运送平台331伸入设置于行车平台320的部分与行车平台320平齐，如此，可以使换电装置400在沿着运送平台331行走的过程中，更顺利地通过行车平台320。请参阅图9至图11，升降机构340包括：升降电机341、传动组件342、升降链轮343、升降刚性链344及升降剪叉345。请参阅图9，升降电机341安装在底座310，以给升降机构340提供动力。例如，升降电机341的转动方向调节为反转或正转可以实现升降平台350的升降，关于详细的升降平台350的升降原理将在下面进行介绍。请参阅图10及图11，传动组件342与升降电机341传动连接。升降链轮343与传动组件342连接，升降电机341通过传动组件342以带动升降链轮343转动。升降刚性链344与升降链轮343啮合，且升降刚性链344的一端与升降平台350相固定。当待换电池的电动车通过行车平台320的过渡行走后，并使待换电池的电动车的前后轮都停放在升降平台350上时，此处的过渡行走指待换电池的电动车的前后轮依次通过行车平台320。例如，升降平台350设置两个，两个升降平台350分别对应待换电池的电动车的前后轮，此时，控制升降电机341通过传动组件342带动升降链轮343转动，以带动升降刚性链344沿升降链轮343运动，由于升降刚性链344设置为刚性链，因此升降刚性链344会从水平状态转变为垂直状态，且垂直状态中的升降刚性链344只会往一侧倾斜，例如，升降刚性链344至少设置两条，且两条升降刚性链344相对设置，以确保升降刚性链344维持稳定地垂直状态，从而顶起升降平台350上停放的待换电池的电动车，进而实现了升降平台350和待换电池的电动车的升降操作。例如，请一并参阅图1，当升降平台350带动待换电池的电动车上升后，换电装置200行走至待换电池的电动车下方，以对待换电池的电动车进行亏电电池和满电电池的取放操作。上述升降机构340通过控制升降刚性链344在水平状态和垂直状态中进行转变即可实现用于停放待换电池的电动车的升降平台350进行升降，且还能平稳地支撑升降平台350，从而实现了占地空间较小和免基坑配套的效果。为了使得升降刚性链344只会往远离所述定位销轴344b的方向倾斜，例如，请参阅图11，升降刚性链344包括若干依次连接的链片344a，每一链片344a的中部位置设置一定位销轴344b。当三个链片344a连接时，位于中部位置的链片344a的定位销轴344b会顶住与所述定位销轴344b抵持地两个相邻的两个链片344a，如此，可以使得升降刚性链344只会往远离所述定位销轴344b的方向倾斜，从而控制其倾斜方向。为了进一步提高升降平台350在升降的过程中的平稳性，例如，请参阅图10，升降剪叉345分别与升降平台350及底座310连接，当升降平台350在升降的过程中，升降剪叉345也会对应地进行张合动作，如此，通过设置升降剪叉345可以进一步提高升降平台350在升降的过程中的平稳性。请参阅图12，前后对中机构360包括：具有一开口361a的凹形固定条361及多个顶辊362。凹形固定条361倾斜设置于升降平台350侧边且开口361a朝内，多个顶辊362转动设置于凹形固定条361内，且顶辊362至少部分露置于开口361a外。当待换电池的电动汽车的车轮与顶辊362抵持时，顶辊362可以限制待换电池的电动汽车的车轮，以对待换电池的电动汽车进行前后对中定位操作。例如，升降平台350的两个侧边分别设置两个前后对中机构360，如此，两个前后对中机构360可以更精确地对待换电池的电动汽车进行前后对中定位操作。请参阅图10，左右对中机构370包括：对中电机371、对中张紧链轮372、对中链条373、位移安装件374及导正辊375。对中电机371及对中张紧链轮372间隔设置于升降平台350，对中链条373传动套置于对中电机371的转动轴及对中张紧链轮372。位移安装件374与对中链条373相固定。请一并参阅图9，位移安装件374的运动方向与升降平台350平行，导正辊375转动设置于位移安装件374。当待换电池的电动汽车的车轮行经左右对中机构370时，控制对中电机371带动对中链条373运动，以带动安装于位移安装件374的导正辊375伸出，通过导正辊375对车轮地矫正，可以实现待换电池的电动汽车的左右对中定位操作。例如，设置两个左右对中机构370，两个左右对中机构370分别对应待换电池的电动汽车的前后轮。请参阅图8，爬坡架380设置于升降平台350远离行车平台320的一侧。爬坡架380设置有楔面381，楔面381与升降平台350之间形成90度～180度的夹角，如此，更有利于待换电池的电动汽车爬上爬坡架380，从而可以更顺利地行驶至升降平台350。上述升降装置300通过设置行车平台320、升降机构340和升降平台350可以对待换电池的电动汽车进行升降操作，结构较紧凑，且占地空间较小。此外，相对于传统的升降装置，还可以实现免基坑配套。请参阅图13，换电装置400包括：行走支撑架410、换电行走机构420、换电导向轮430、举升机构440、电池举升平台450及电池更换机构460。换电行走机构420安装在行走支撑架410。请一并参阅图8，换电行走机构420沿运送平台331可行走，换电导向轮430安装在行走支撑架410，且换电导向轮430沿导向轨332滚动设置。举升机构440安装在行走支撑架410，用于承载电池的电池举升平台450安装在举升机构440。电池更换机构460设置于电池举升平台450。请参阅图14，换电行走机构420包括：换电行走电机421、换电行走传动组件422、换电行走轮423。换电行走电机421安装在行走支撑架410，换电行走传动组件422与换电行走电机421传动连接，换电行走轮423与换电行走传动组件422传动连接，控制换电行走电机421通过换电行走传动组件422可带动换电行走轮423转动。请一并参阅图8，换电行走轮423沿运送平台331行走，换电导向轮430沿导向轨332滚动设置。当需要从待换电池的电动汽车内取下亏电电池，以及将满电电池装入待换电池的电动汽车时，换电行走机构420的换电行走轮423会沿运送平台331行走至被提升后的电动汽车的底部以进行电池的取放操作，且在换电行走机构420的行走过程中，换电导向轮430可起到导向作用，以使换电行走轮423更平稳且更精准地行走于运送平台331，更有利于换电装置400对亏电电池和满电电池精确取放。为了进一步提升换电行走轮423行走过程的平稳性，例如，请参阅图14，换电导向轮430设置四个，四个换电导向轮430安装在行走支撑架410的四个端角，如此，可以进一步提升换电行走轮423行走过程的平稳性。请参阅图15，举升机构440包括：驱动电机441、举升链轮(图未示)、举升刚性链442及举升剪叉443。驱动电机441安装在行走支撑架410，所述举升链轮与驱动电机441传动连接，例如，所述举升链轮通过传动轴444与驱动电机441连接，所述举升链轮套置于传动轴444外。举升刚性链442与所述举升链轮啮合，且举升刚性链442的一端与电池举升平台450相固定，控制驱动电机441转动可以带动举升刚性链442运动，从而可以带动电池举升平台450实现升降操作，进而可以带动放置在电池举升平台450上电池实现升降操作。举升剪叉443分别与行走支撑架410及电池举升平台450连接，通过设置举升剪叉443可以使电池举升平台450的升降更加平稳，且还可以起到支撑作用。为了进一步提高电池举升平台450的升降的平稳性，例如，请参阅图13，举升剪叉443设置四个，四个举升剪叉443分布于电池举升平台450的四个端角；又如，行走支撑架410开设有滑槽，举升剪叉443的一端滑动设置于滑槽411，如此，可以进一步提高电池举升平台450的升降的平稳性。请参阅图13，电池更换机构460包括：旋转电机461及旋钮462，旋转电机461安装在电池举升平台450，旋钮462与旋转电机461连接，且旋钮462至少部分露置于电池举升平台450外。当需要对电池进行解锁和锁至操作时，控制旋转电机461带动旋钮462以不同方向进行转动即可完成对电池的解锁和锁至操作，换电效率高。为了使电池更换机构460更精确地与电动汽车进行对接操作，例如，请参阅图13，电池更换机构460还包括导向柱463，导向柱463设置于电池举升平台；又如，电池举升平台450开设有导向孔451，如此，通过导向柱463和/或导向孔451的导向作用，可以使电池更换机构460更精确地与电动汽车进行对接操作。为了使电池举升平台450更好地与电池表面贴合，从而使电池可以更平稳地放置在电池举升平台450上，例如，请参阅图15，电池举升平台450远离举升刚性链442一侧面设置平面结构，如此，可以使电池举升平台450更好地与电池表面贴合，从而使电池可以更平稳地放置在电池举升平台450上。上述换电装置400的工作原理如下：首先，需要对待换电池的电动汽车的亏电电池进行解锁充电操作，其具体步骤如下：控制换电行走机构420的换电行走轮423沿着运送平台331行走至待换电池的电动汽车的底部，之后控制举升机构440带动电池举升平台450上升，直到电池更换机构460与待换电池的电动汽车对接，然后，控制更换机构460对待换电池的电动汽车的电池仓进行解锁并取下亏电电池，最后，控制换电装置400行走至堆垛装置100，并控制堆垛装置100将亏电电池运送至电池过渡架200上进行充电操作。此时，完成亏电电池的解锁充电操作。最后，需要对待换电池的电动汽车进行满电电池的装入锁止操作，其具体步骤如下：控制堆垛装置100将满电电池从电池过渡架200上取下，并放置到换电装置400上，之后，控制换电行走机构420的换电行走轮423沿着运送平台331再次行走至待换电池的电动汽车的底部，之后控制举升机构440带动电池举升平台450上升，并将满电电池装入待换电池的电动汽车内，然后，控制更换机构460对待换电池的电动汽车的电池仓进行满电电池的锁止操作。此时，完成满电电池的装入锁止操作。上述换电装置400通过设置相配合的换电行走机构420、举升机构440、电池举升平台450及电池更换机构460，结构简单紧凑，且换电效率较高。请参阅图1，上述换电设备10的工作原理如下：首先，待换电池的电动汽车行驶至升降装置300上，之后，控制升降装置300将待换电池的电动汽车升起至预设高度。然后，控制换电装置400行走至待换电池的电动汽车的底部，解锁并取下亏电电池。之后，再控制换电装置400将亏电电池运送至堆垛装置100，堆垛装置100再将亏电电池放置于电池过渡架200上进行充电。然后，再控制堆垛装置100将已充电完毕的满电电池取下并放置在换电装置400上。之后，控制换电装置400重新回到待换电池的电动汽车的底部，装入并锁止满电电池。最后，控制换电装置400回到预设位置，并控制升降装置300下降至初始位置，待换电池的电动汽车驶离升降装置300。此时，完成整个换电操作，换电效率较高。上述换电设备10通过设置相配合的堆垛装置100、电池过渡架200、升降装置300和换电装置400，整体结构较简单紧凑，且极大地提高了换电效率。以上所述实施例仅表达了本发明的几种实施方式，其描述较为具体和详细，但并不能因此而理解为对本发明专利范围的限制。应当指出的是，对于本领域的普通技术人员来说，在不脱离本发明构思的前提下，还可以做出若干变形和改进，这些都属于本发明的保护范围。因此，本发明专利的保护范围应以所附权利要求为准。 | 本发明涉及一种升降装置及换电设备，包括：底座、行车平台、电池运送通道、升降机构及升降平台。行车平台安装于底座。电池运送通道包括：运送平台及导向轨，导向轨设置于运送平台外侧，运送平台的部分伸入行车平台设置。升降机构包括：升降电机、升降链轮及升降刚性链，升降电机安装在底座，升降链轮与升降电机连接，升降刚性链与升降链轮啮合。升降平台与升降刚性链相固定。上述升降装置通过设置行车平台、升降机构和升降平台可以对待换电池的电动汽车进行升降操作，结构较紧凑，且占地空间较小。此外，相对于传统的升降装置，还可以实现免基坑配套。 | CN:201510173420.4A | https://patentimages.storage.googleapis.com/0e/c0/02/0ff4bce06f2e20/CN104787010B.pdf | CN:104787010:B | 王伟, 沈浩, 梁虎 | Shenzhen Jingzhi Machine Co Ltd | NaN | Not available | 2017-09-01 | 1.一种换电设备，其特征在于，包括升降装置、堆垛装置、电池过渡架及换电装置；, 所述堆垛装置包括：框架、堆垛行走机构、提升机构及货叉机构，所述堆垛行走机构包括：行走箱、行走电机及行走轮，所述行走箱设置于所述框架，所述行走电机与所述行走箱连接，所述行走轮设置于所述行走箱；所述提升机构包括：提升电机、提升传动链轮、提升张紧链轮、提升链条及托盘组件，所述提升电机安装在所述框架，所述提升传动链轮与所述提升电机连接，所述提升张紧链轮设置于所述框架，所述提升链条传动套置于所述提升传动链轮及所述提升张紧链轮，所述托盘组件与所述提升链条固定；所述货叉机构包括：货叉电机、货叉齿轮、货叉齿条及货叉板，所述货叉电机安装在所述托盘组件，所述货叉齿轮与所述货叉电机连接，所述货叉齿条与所述货叉齿轮啮合，所述货叉板与所述货叉齿条相固定；, 所述电池过渡架用于存放电池，所述电池过渡架包括：支架和充电台，充电台设置于支架上，所述货叉板的运动方向指向所述充电台，所述充电台设置有多个，多个所述充电台呈矩形阵列分布于所述支架上，且上下两个相邻所述充电台之间设置有间隔；, 所述升降装置包括：底座，行车平台，电池运送通道，升降机构及升降平台，所述行车平台安装于所述底座；所述电池运送通道包括：运送平台及导向轨，所述导向轨设置于所述运送平台外侧，所述运送平台的部分伸入设置于所述行车平台；所述升降机构包括：升降电机、升降链轮、升降剪叉及升降刚性链，所述升降电机安装在所述底座，所述升降链轮与所述升降电机连接，所述升降剪叉与所述底座连接，所述升降刚性链与所述升降链轮啮合；所述升降平台与所述升降刚性链相固定，所述升降剪叉与所述升降平台连接；其中，所述运送平台所伸入设置于所述行车平台的部分与所述行车平台平齐；所述升降刚性链包括若干依次连接的链片，每一所述链片的中部位置设置一定位销轴；所述升降机构还包括传动组件，所述传动组件与所述升降电机传动连接，所述升降链轮与所述传动组件连接；所述升降装置还包括前后对中机构，所述前后对中机构包括：具有一开口的凹形固定条及多个顶辊，所述凹形固定条倾斜设置于所述升降平台侧边且所述开口朝内，多个所述顶辊转动设置于所述凹形固定条内，且所述顶辊至少部分露置于所述开口外；所述升降装置还包括左右对中机构，所述左右对中机构包括：对中电机、对中张紧链轮、对中链条、位移安装件及导正辊，所述对中电机及所述对中张紧链轮间隔设置于所述升降平台，所述对中链条传动套置于所述对中电机的转动轴及所述对中张紧链轮，所述位移安装件与所述对中链条相固定，且所述位移安装件的运动方向与所述升降平台平行，所述导正辊转动设置于所述位移安装件；所述升降装置还包括爬坡架，所述爬坡架设置于所述升降平台远离所述行车平台的一侧；所述爬坡架设置有楔面，所述楔面与所述升降平台之间形成90度～180度的夹角；, 所述换电装置包括行走支撑架、换电行走机构、举升机构、电池举升平台及电池更换机构，所述换电行走机构包括：换电行走电机及换电行走轮，所述换电行走电机安装在所述行走支撑架，所述换电行走电机与所述换电行走轮连接；所述举升机构包括：驱动电机、举升链轮及举升刚性链，所述驱动电机安装在所述行走支撑架，所述举升链轮与所述驱动电机传动连接，所述举升刚性链与所述举升链轮啮合；所述电池举升平台与所述举升刚性链相固定；所述电池更换机构包括：旋转电机及旋钮，所述旋转电机安装在所述电池举升平台，所述旋钮与所述旋转电机连接，且所述旋钮至少部分露置于所述电池举升平台外。 | CN | China | Active | B | True |
| 280 | Charging device for electric automobile \n | US8183821B2 | NaN | The present invention provides a charging device for an electric automobile that can reduce the number of connection terminals provided in a vehicle and respond to a plurality of charging methods including normal charging and fast charging. Fast charging lines, an in-vehicle charger, and a feeder unit are connected to a power supply circuit for supplying power from a high voltage battery to a motor/generator. The fast charging lines, normal charging lines connected to the in-vehicle charger, and feeder lines connected to the feeder unit are respectively connected to common connection terminals of a connector. Relays provided on the respective lines are activated in accordance with the type of a connection plug attached to the connector, and as a result, charging is performed in accordance with the type of the connection plug. | US:12/245,024 | https://patentimages.storage.googleapis.com/43/ef/b9/0793514f132962/US8183821.pdf | US:8183821 | Masato Sakurai | Fuji Jukogyo KK | US:5462439, US:6054861, JP:2000004542:A, US:6362599, US:20060043933:A1, US:7602143, US:7746049, US:20090313098:A1, US:20100237985:A1 | 2012-05-22 | 2012-05-22 | 1. A charging device for an electric automobile, which charges a storage device that supplies power to an electric motor for driving a vehicle, comprising:\na connector having a common connection terminal to which a fast charging line, which is connected to a power supply circuit for supplying the power of the storage device to the electric motor, and a normal charging line, which is connected to the power supply circuit, are respectively connected;\nfirst switching means for switching the fast charging line to a connected state when a connection plug of a fast charger having a connection terminal that is connected to the common connection terminal is attached to the connector;\nsecond switching means for switching the normal charging line to a connected state when a normal charging connection plug having a connection terminal that is connected to the common connection terminal is attached to the connector; and\ncontrol means which, when one of the connection plugs is attached to the connector, switch the switching means corresponding to the connection plug to a connected state in accordance with a type of the connection plug.\n, a connector having a common connection terminal to which a fast charging line, which is connected to a power supply circuit for supplying the power of the storage device to the electric motor, and a normal charging line, which is connected to the power supply circuit, are respectively connected;, first switching means for switching the fast charging line to a connected state when a connection plug of a fast charger having a connection terminal that is connected to the common connection terminal is attached to the connector;, second switching means for switching the normal charging line to a connected state when a normal charging connection plug having a connection terminal that is connected to the common connection terminal is attached to the connector; and, control means which, when one of the connection plugs is attached to the connector, switch the switching means corresponding to the connection plug to a connected state in accordance with a type of the connection plug., 2. The charging device for an electric automobile according to claim 1, further comprising:\na feeder line that is connected to a feeder circuit having a feeder unit connected to the power supply circuit, and connected to the common connection terminal; and\nthird switching means that include a connection terminal connected to the common connection terminal and switch the feeder line to a connected state when a feeding connector connected to a power supply circuit of another vehicle is attached to the connector,\nwherein the control means switch the third switching means to a connected state when a connection plug of the feeding connector is attached to the connector.\n, a feeder line that is connected to a feeder circuit having a feeder unit connected to the power supply circuit, and connected to the common connection terminal; and, third switching means that include a connection terminal connected to the common connection terminal and switch the feeder line to a connected state when a feeding connector connected to a power supply circuit of another vehicle is attached to the connector,, wherein the control means switch the third switching means to a connected state when a connection plug of the feeding connector is attached to the connector., 3. The charging device for an electric automobile according to claim 2, wherein the feeder unit supplies the power of the storage device to the power supply circuit of the other vehicle via the feeding connector attached to the connector., 4. The charging device for an electric automobile according to claim 2, wherein power from the other vehicle is supplied to the storage device via the feeding connector attached to the connector., 5. The charging device for an electric automobile according to claim 1, wherein an in-vehicle charger is provided on the normal charging line such that when the normal charging connection plug is attached to the connector, the in-vehicle charger rectifies power supplied from an external commercial power supply via the connection plug and charges the storage device with the rectified power., 6. The charging device for an electric automobile according to claim 1, wherein each of the connection plugs is provided with plug side communicating means for outputting a signal corresponding to the type of the connection plug to vehicle side communicating means provided in the vehicle, and\nthe control means determine the type of the connection plug on the basis of a signal from the vehicle side communicating means. \n, the control means determine the type of the connection plug on the basis of a signal from the vehicle side communicating means. | US | United States | Active | H | True |
| 281 | 电动车辆 \n | CN108327543B | NaN | 本发明提供一种电动车辆。该电动车辆包括：旋转电机；太阳能电池；使用从所述太阳能电池输出的电力来进行充电的第1蓄电装置；第2蓄电装置，其能够进行使用在所述旋转电机中发电而得到的电力的充电且是用于产生车辆的驱动力的电源；以及控制装置。所述控制装置在使用在所述旋转电机中发电而得到的发电电力对所述第2蓄电装置进行充电的第2充电控制的执行期间，执行禁止对所述第1蓄电装置的充电和使所述第1蓄电装置的SOC的上限值降低中的任一方。 | CN:201810020969.3A | https://patentimages.storage.googleapis.com/3f/27/53/8e376e40a7585e/CN108327543B.pdf | CN:108327543:B | 久保和树, 町田清仁, 川崎勉 | Toyota Motor Corp | NaN | Not available | 2021-04-23 | 1.一种电动车辆，具备：, 旋转电机；, 将光能变换成电力的太阳能电池；, 第1蓄电装置，其使用从所述太阳能电池输出的电力来进行充电；, 第2蓄电装置，其是能够进行使用了在所述旋转电机中发电而得到的电力的充电、并且用于产生车辆的驱动力的电源；以及, 电子控制单元，其能够执行使用所述第1蓄电装置的电力对所述第2蓄电装置进行充电的第1充电控制和使用在所述旋转电机中发电而得到的发电电力对所述第2蓄电装置进行充电的第2充电控制中的至少任一方，, 其中，所述电子控制单元在所述第2充电控制的执行期间，执行禁止对所述第1蓄电装置的充电和使所述第1蓄电装置的SOC的上限值降低中的任一方。, 2.根据权利要求1所述的电动车辆，其中，, 所述电子控制单元，在所述第2充电控制的执行期间，在所述第1蓄电装置的温度比阈值高的情况下，禁止对所述第1蓄电装置的充电。, 3.根据权利要求1所述的电动车辆，其中，, 所述电子控制单元，在所述第2充电控制的执行期间，在所述第1蓄电装置的温度比阈值低的情况下，使所述第1蓄电装置的SOC的上限值降低。, 4.根据权利要求1到3中任一项所述的电动车辆，, 所述电动车辆还具备与所述旋转电机连结的发动机，, 其中，所述电子控制单元在所述第2充电控制的执行期间使用所述发动机的动力来使所述旋转电机发电。, 5.根据权利要求4所述的电动车辆，其中，, 所述电子控制单元根据使用者的要求来执行所述第2充电控制。, 6.根据权利要求1到3中任一项所述的电动车辆，其中，, 所述旋转电机与驱动轮连结，, 所述电子控制单元，在从所述第2蓄电装置的SOC从当前值变为上限值为止所需要的电力量中减去与通过在所述电动车辆从当前位置到目的地为止的移动期间所产生的所述旋转电机的再生能量而增加的SOC的增加量相当的电力量的推定值而得到的差值，比在所述移动期间使用所述太阳能电池发电而得到的发电电力量的推定值小的情况下，执行禁止对所述第1蓄电装置的充电和使所述第1蓄电装置的SOC的上限值降低中的任一方。 | CN | China | Expired - Fee Related | B | True |
| 282 | 电动车辆和电池组 \n | CN106183767B | 技术领域本发明涉及一种配备有多种具有不同性能的电池的电动车辆，并且涉及一种电池组。背景技术电动车辆如混合动力车辆和电动汽车配备有可再充电的二次电池，所述可再充电的二次电池输出用于驱动旋转电机的电力并且储存由旋转电机产生的电力或从外部电力充电的电力。根据安装有这些二次电池的车辆的规格来确定这些车载二次电池的容量、类型和性能等。近来，例如，已提出在单个电动车辆中安装两种以上类型的电池以提高电动车辆的性能，例如增加续航距离和增大输出转矩。例如，国际公开No.2013/157049公开了一种车辆，其中在位于车辆后部位置处的行李舱周围安装有高输出组合电池和高容量组合电池。发明内容在配备有两种类型的电池(高容量电池和高输出电池)的电动车辆中，主要使用高容量电池，而高输出电池在仅使用来自高容量电池的输出不能满足驾驶者要求的情况下被使用。这种情况下，在通过由逆变器或变换器构成的功率控制单元(在下文中称为“PCU”)传送和接收的全部电力中，在PCU和高容量电池之间传送和接收的电力的百分比往往大于在PCU和高输出电池之间传送和接收的电力的百分比。在这样的情况下，为了提高燃料效率，重要的是降低被频繁使用的高容量电池和PCU之间的电力损失。遗憾的是，在包括WO 2013/157049 A在内的相关技术中，尚未对这种被频繁使用的电池和PCU之间的送电损失的降低进行充分研究。本发明提供了一种能够有效地传送和接收电力的电动车辆和电池组。根据本发明的一方面的电动车辆包括：高输出电池；高容量电池，所述高容量电池具有与所述高输出电池的容量和输出相比更大的容量和更小的输出；电力控制器，所述电力控制器包括逆变器，并且向所述高输出电池和所述高容量电池传送电力以及从所述高输出电池和所述高容量电池接收电力；第一配线，所述第一配线将所述高输出电池与所述电力控制器连接；和第二配线，所述第二配线将所述高容量电池与所述电力控制器连接，并且比所述第一配线短。在该方面中，在通过所述电力控制器传送和接收的电力中，在所述电力控制器和所述高容量电池之间传送和接收的电力的百分比可大于在所述电力控制器和所述高输出电池之间传送和接收的电力的百分比。在另一方面中，所述高容量电池的位置可比所述高输出电池的位置更靠近所述电力控制器。这种情况下，所述电力控制器、所述高容量电池和所述高输出电池可在一个方向上按该次序配置。在另一方面中，所述高容量电池和所述高输出电池可在所述高容量电池和所述高输出电池收纳在同一外壳中的状态下配置在所述车辆的地板面板下方。这种情况下，所述电力控制器可配置得比车厢更靠前，并且在所述外壳中所述高容量电池配置得比所述高输出电池更靠前。根据本发明的另一方面的电池组是一种包括两种以上类型的电池的电池组，并且所述电池组包括：外壳；收纳所述外壳中的高输出电池；高容量电池，所述高容量电池收纳在所述外壳中，并且具有与所述高输出电池的容量和输出相比更大的容量和更小的输出；连接端子，所述连接端子与配置在所述电池组外部的电力控制器电连接；第一内部配线，所述第一内部配线将所述高输出电池与所述连接端子连接；和第二内部配线，所述第二内部配线将所述高容量电池与所述连接端子连接，并且比所述第一内部配线短。根据本发明，与被频繁地使用的高容量电池连接的配线比与高输出电池连接的配线短，从而降低了高容量电池和PCU之间的送电损失。结果，可以更有效地传送和接收电力。附图说明下面将参照附图说明本发明的示例性实施方式的特征、优点及技术和工业意义，在附图中相似的附图标记表示相似的要素，并且其中：图1是示出电池系统的构型的图；图2A是示出高输出接线盒的构型的图；图2B是示出高容量接线盒的构型的图；图3是用在高输出组合电池中的单电池的外观图；图4是高输出组合电池的外观图；图5是用在高容量组合电池中的单电池的外观图；图6是用在高容量组合电池中的电池块的外观图；图7是示出用在高输出组合电池的单电池中的发电元件的构型的图；图8是示出用在高容量组合电池的单电池中的发电元件的构型的图；图9是车辆的示意性侧视图；图10是示出电池组中的高输出组合电池和高容量组合电池的配置的图；图11是另一车辆的示意性侧视图；以及图12是示出另一电池组中的高输出组合电池和高容量组合电池的配置的图。具体实施方式在下文中，将参照图1和图2说明作为本发明的实施方式的电动车辆。图1是示出安装在电动车辆中的电池系统的构型的示意图。图2A和图2B是分别示出如图1所示的接线盒32、34的构型的图。在图1中，如实线所示的连接表示电连接，而如虚线所示的连接表示机械连接。本实施方式的电动车辆是具有电动发电机51和发动机作为动力源的混合动力车辆。电池系统包括并联连接的高输出组合电池10和高容量组合电池20。组合电池10、20连同对应的接线盒32、34一起收纳在单个外壳35中，由此构成电池组30。高输出组合电池10经由设置在接线盒32内的系统主继电器SMR-G1、SMR-B1、SMR-P1和充电前电阻R1与功率控制单元(电力控制器，在下文中称为“PCU”)40连接。高容量组合电池20经由设置在接线盒34中的系统主继电器SMR-G2、SMR-B2、SMR-P2和充电前电阻R2与PCU 40连接。高容量组合电池20也经由设置在接线盒34中的充电继电器CR-G和CR-B与充电器46连接。PCU 40包括逆变器44和DC/DC变换器42。DC/DC变换器42使从各组合电池10、20供给的直流电力升压或使由电动发电机51产生并从逆变器44输出的直流电力降压。逆变器44将从各组合电池10、20供给的直流电力变换为交流电力。电动发电机51(交流电机)与逆变器44连接，且电动发电机51接收从逆变器44供给的交流电力，并产生用于驱动车辆的动能。电动发电机51与车轮52连接。发动机54与车轮52连接以便向车轮52传递由发动机54产生的动能。当车辆减速或停止时，电动发电机51将通过车辆的制动产生的动能变换为电能(交流电力)。逆变器44将由电动发电机51产生的交流电力变换为直流电力，并将该电力供给到各组合电池10、20。通过此构型，组合电池10、20能储存再生电力。电动发电机51不必是一个，而是可以设置多个电动发电机51。充电器46将来自外部交流电源的电力变换为用以对高容量组合电池20充电的充电电力(直流电力)。充电器46与充电插口48连接。充电插口48如后面所述配置在车辆侧面上的后方位置，并且交流电源(例如，商用电源)的连接器(所谓的充电插头)插入到充电插口48中。控制器50分别向PCU 40和电动发电机51输出控制信号以便控制其驱动。控制器50分别向系统主继电器SMR-B1、B2、SMR-G1、G2、SMR-P1、P2和充电继电器CR-G、CR-B输出控制信号以便在这些继电器之中执行在接通和断开之间的切换。如果系统主继电器SMR-B1、SMR-G1、SMR-P1接通，则容许高输出组合电池10的充电和放电，而如果系统主继电器SMR-B1、SMR-G1、SMR-P1断开，则禁止高输出组合电池10的充电和放电。如果系统主继电器SMR-B2、SMR-G2、SMR-P2接通，则容许高容量组合电池20的充电和放电，而如果系统主继电器SMR-B2、SMR-G2、SMR-P2断开，则禁止高容量组合电池20的充电和放电。如果充电继电器CR-G、CR-B接通，则容许高容量组合电池20的外部充电，而如果充电继电器CR-G、CR-B断开，则禁止高容量组合电池20的外部充电。根据本实施方式的车辆不仅包括组合电池10、20而且包括发动机54作为用于驱动车辆的动力源。发动机54的示例可包括使用汽油、柴油或生物燃料的发动机。在本实施例的车辆中，可仅利用来自高输出组合电池10或高容量组合电池20的输出来驱动车辆。该驱动模式称为EV(电动车辆)驱动模式。例如，可通过使高容量组合电池20放电直至充电状态(SOC)从约100％达到约0％来驱动车辆。在高容量组合电池20的SOC达到约0％之后，使用外部电源如商用电源对高容量组合电池20充电。在EV驱动模式下，当驾驶者操作加速踏板而使得车辆的要求输出上升时，可以不仅利用来自高容量组合电池20的输出而且利用来自高输出组合电池10的输出来驱动车辆。通过连同高输出组合电池10一起使用高容量组合电池20，可以根据加速踏板的操作来确保电池输出，由此提高驾驶性能。在高容量组合电池20的SOC达到约0％之后，可通过连同发动机54一起使用高输出组合电池10来驱动车辆。该驱动模式称为HV(混合动力车辆)驱动模式。在该HV驱动模式下，例如，能以使得高输出组合电池10的SOC按照预定基准SOC变化的方式来控制高输出组合电池10的充电和放电。如果高输出组合电池10的SOC高于基准SOC，则使高输出组合电池10放电以便使高输出组合电池10的SOC接近基准SOC。如果高输出组合电池10的SOC小于基准SOC，则对高输出组合电池10充电以便使高输出组合电池10的SOC接近基准SOC。在HV驱动模式下，不仅可使用高输出组合电池10，而且可使用高容量组合电池20。这意味着允许高容量组合电池20的容量残留，并且高容量组合电池20在HV驱动模式下可放电。也可将再生电力储存在高容量组合电池20中。如上所述，高容量组合电池20可主要用在EV驱动模式下，而高输出组合电池10可主要用于HV驱动模式下。主要在EV驱动模式下使用高容量组合电池20意味着以下两种情况。首先，它意味着在EV驱动模式下，高容量组合电池20比高输出组合电池10具有更高的使用频度。其次，它意味着当在EV驱动模式下使用高容量组合电池20和高输出组合电池10两者时，在用于车辆驱动的总电力中，高容量组合电池20的输出电力的百分比高于高输出组合电池10的输出电力的百分比。总电力并非表示瞬时电力，而是表示在预定的行驶时间或预定的行驶距离内的电力。如图1所示，高输出组合电池10包括串联连接的多个单电池11。作为单电池11，可使用二次单电池，例如镍氢电池和锂离子电池。可考虑高输出组合电池10的要求输出适当地设定构成高输出组合电池10的单电池11的数量。如图3所示，单电池11是所谓的矩形单电池。矩形单电池表示具有按照长方体形状形成的外形的单电池。在图3中，单电池11具有呈长方体形状形成的电池外壳11a，并且电池外壳11a在其中收纳进行充电和放电的发电元件。发电元件包括正极元件、负极元件以及配置在正极元件和负极元件之间的隔板。隔板包含电解液。正极元件包括集电体和形成在集电体的表面上的正极活性物质层。负极元件包括集电体和形成在集电体的表面上的负极活性物质层。正极端子11b和负极端子11c配置在电池外壳11a的顶面上。正极端子11b与发电元件的正极元件电连接，而负极端子11c与发电元件的负极元件电连接。如图4所示，在高输出组合电池10中，多个单电池11在一个方向上并列配置。在两个相邻单电池11之间配置有分隔板12。各分隔板12可由诸如树脂的绝缘材料形成，以便使各两个相邻单电池11彼此绝缘。各分隔板12被用于与各相应单电池11的外表面形成空间。具体地，各分隔板12可设置有朝相应单电池11突出的突起部。各突起部的前端与各相应单电池11相接触，由此在各分隔板12和各相应单电池11之间形成空间。用于各单电池11的温度调节的空气可以移动通过此空间。如果单电池11在充电和放电期间发热等，则可将冷却用空气导入在分隔板12和单电池11之间形成的空间中。冷却用空气与单电池11进行热交换，由此抑制单电池11的温度上升。如果单电池11被过度冷却，则可将加热用空气导入在分隔板12和单电池11之间形成的空间中。加热用空气与单电池11进行热交换，由此抑制单电池11的温度下降。多个单电池11通过两个汇流条模块13彼此串联电连接。每个汇流条模块13都包括多个汇流条，和保持多个汇流条的保持器。各汇流条由导电材料形成，并且各两个相邻单电池11中的一个单电池的正极端子11b与另一个单电池11的负极端子11c连接。保持器由诸如树脂的绝缘材料制成。在高输出组合电池10在多个单电池11的排列方向上的两端配置有一对端板14。沿多个单电池11的排列方向延伸的紧固带15与一对端板14连接。这样一来，可以对多个单电池11施加紧固力。紧固力表示用于从多个单电池11的排列方向上的两侧保持各个单电池11的力。紧固力施加至单电池11以便抑制单电池11的膨胀。在本实施例中，在高输出组合电池10的顶面上配置有两个紧固带15，且在高输出组合电池10的底面上配置有两个紧固带15。可适当地设定紧固带15的数量。具体地，利用紧固带15和端板14对单电池11足以施加紧固力。或者，可以不对单电池11施加紧固力，并且可省略端板14和紧固带15。在本实施例中，多个单电池11在一个方向上排列，但本发明不限于此。例如，可利用多个单电池形成单个电池模块，并且可在一个方向上排列多个电池模块。同时，如图1所示，高容量组合电池20包括串联连接的多个电池块21。每个电池块21都包括并联连接的多个单电池22。考虑高容量组合电池20的要求输出和要求容量适当地设定电池块21的数量和各电池块21中所包括的单电池22的数量。在本实施例的每个电池块21中，多个单电池22并联连接，但本发明不限于此。具体地，可准备多个电池模块，在各电池模块中多个单电池22串联连接，并且将所述多个电池模块并联连接，由此构成各电池块21。作为单电池22，可使用二次电池，例如镍氢电池和锂离子电池。如图5所示，单电池22是所谓的圆筒形电池。圆筒形电池是其外形按照圆筒形成的单电池。如图5所示，各圆筒形单电池22包括呈圆筒形的电池外壳22a。发电元件被容纳在各电池外壳22a内。各单电池22的发电元件的组成部分与各单电池11的相同。正极端子22b和负极端子22c设置在各单电池22的纵向两端处。正极端子22b和负极端子22c构成电池外壳22a。正极端子22b与发电元件的正极元件电连接，而负极端子22c与发电元件的负极元件电连接。本实施例的各单电池22具有18[mm]的直径和65.0[mm]的长度，并且是所谓的18650型电池。也可使用与18650型单电池22尺寸不同的单电池22。如图6所示，各电池块21包括多个单电池22和保持多个单电池22的保持器23。多个电池块21排列在高容量组合电池20中。多个电池块21经由电缆等串联连接。高容量组合电池20用于确保EV驱动模式下的行驶距离，并且其中使用了多个单电池22。因此，高容量组合电池20的尺寸往往大于高输出组合电池10的尺寸。保持器23具有通孔23a，单电池22插入各通孔23a中。通孔23a以与单电池22相同的数量形成。多个单电池22以正极端子22b(或负极端子22c)位于保持器23的同一侧的方式排列。多个正极端子22b与单个汇流条连接，并且多个负极端子22c与单个汇流条连接。通过这种构型，多个单电池22并联电连接。在本实施例的各电池块21中，使用单个保持器23，但也可使用多个保持器23。例如，其中一个保持器23可用于保持单电池22的正极端子22b，而另一个保持器23可用于保持单电池22的负极端子22c。在下文中将说明用在高输出组合电池10中的各单电池11的特性和用在高容量组合电池20中的各单电池22的特性。表1示出单电池11、22之间的特性的比较关系。表1中的“高”和“低”表示在将单电池11、22彼此进行比较的情况下两种单电池11、22之间的关系。具体地，“高”表示与作为比较对象的单电池相比的较高状态，而“低”表示与作为比较对象的单电池相比的较低状态。[表1]\n\n单电池11的输出密度高于单电池22的输出密度。例如，可用单电池的单位质量的电力(单位[W/kg])或单电池的单位体积的电力(单位[W/L])表示各单电池11、22的输出密度。如果单电池11的质量或体积与单电池22的相等，则单电池11的输出[W]应当高于单电池22的输出[W]。可用电极元件的单位面积的电流值(单位[mA/cm2])表示各单电池11、22的电极元件(正极元件或负极元件)的输出密度。单电池11的电极元件的输出密度高于单电池22的电极元件的输出密度。如果各电极元件的面积在单电池11和单电池22之间相等，则可供给到单电池11的电极元件的电流值大于可供给到单电池22的电极元件的电流值。单电池22的电力容量密度高于单电池11的电力容量密度。例如，可用单电池的单位质量的容量(单位[Wh/kg])或单电池的单位体积的容量(单位[Wh/L])表示各单电池11、22的电力容量密度。如果各电极元件的质量或体积在单电池11和单电池22之间相等，则单电池22的电力容量[Wh]大于单电池11的电力容量[Wh]。例如，可用电极元件的单位质量的容量(单位[mAh/g])或电极元件的单位体积的容量(单位[mAh/cc])表示各单电池11、22的电极元件的容量密度。单电池22的电极元件的容量密度比单电池11的高。如果各电极元件的质量或体积在单电池11和单电池22之间相等，则单电池22的电极元件的容量大于单电池11的电极元件的容量。图7是示出各单电池11的发电元件的构型的示意图，而图8是示出各单电池22的发电元件的构型的示意图。在图7中，构成各单电池11的发电元件的正极元件包括集电板111和形成在集电板111的两面上的活性物质层112。如果单电池11是锂离子二次电池，则例如可使用铝作为集电板111的材料。各活性物质层112包含正极活性物质、导电材料、粘接剂等。构成各单电池11的发电元件的负极元件包括集电板113和形成在集电板113的两面上的活性物质层114。如果单电池11是锂离子二次电池，则例如可使用铜作为集电板113的材料。各活性物质层114包含负极活性物质、导电材料、粘接剂等。在正极元件和负极元件之间配置有隔板115，并且隔板115与正极元件的活性物质层112和负极元件的活性物质层114接触。正极元件、隔板115和负极元件以该次序被层叠成层叠体，并且该层叠体被卷绕成发电元件。在本实施例中，活性物质层112形成在集电板111的两面上，并且活性物质层114形成在集电板113的两面上，但本发明不限于此。具体地，可使用所谓的双极电极。在双极电极中，正极活性物质层112形成在集电板的一面上，而负极活性物质层114形成在集电板的另一面上。多个双极电极在隔板介设在其间的状态下被层叠，由此构成发电元件。在图8中，构成各单电池22的发电元件的正极元件包括集电板221和形成在集电板221的两面上的活性物质层222。如果单电池22是锂离子二次电池，则例如可使用铝作为集电板221的材料。活性物质层222包含正极活性物质、导电材料、粘接剂等。构成各单电池22的发电元件的负极元件包括集电板223和形成在集电板223的两面上的活性物质层224。如果单电池22是锂离子二次电池，则例如可使用铜作为集电板223的材料。活性物质层224包含负极活性物质、导电材料、粘接剂等。在正极元件和负极元件之间配置有隔板225，并且隔板225与正极元件的活性物质层222和负极元件的活性物质层224接触。如图7和图8所示，如果将单电池11和单电池22各自的正极元件彼此进行比较，则活性物质层112的厚度D11比活性物质层222的厚度D21薄。如果将单电池11和单电池22各自的负极元件彼此进行比较，则活性物质层114的厚度D12比活性物质层224的厚度D22薄。活性物质层112、114的厚度D11、D12比活性物质层222、224的厚度D21、D22薄，由此有利于各单电池11中的正极元件和负极元件之间的电流流动。因此，各单电池11的输出密度变得高于各单电池22的输出密度。将参照图9和图10说明当高输出组合电池10和高容量组合电池20安装在车辆中时这些组合电池的配置和配线。图9是车辆的示意性侧视图，而图10是示出电池组30中高输出组合电池10和高容量组合电池20的配置的图。如上所述，根据本实施方式的车辆包括两种类型的组合电池，亦即，高输出组合电池10和高容量组合电池20。在本实施方式中，高输出组合电池10和高容量组合电池20收纳在单个外壳35中，由此构成单个电池组30。电池组30的外壳35由树脂、铝等材料制成，且其形状可根据与周边部件、两种类型的组合电池10、20的尺寸等的关系自由改变。如图10所示，在外壳35的一端设置有要与PCU 40电连接的PCU连接端子36。在外壳35的另一端设置有要与充电器46电连接的充电器连接端子38。高电压线束与这些端子36、38连接以便将各组合电池10、20与PCU 40和充电器46电连接。高输出组合电池10、高容量组合电池20、高输出接线盒32、高容量接线盒34配置在外壳35中。在本实施方式中，高输出接线盒32配置在高输出组合电池10的侧方，而高容量接线盒34被置于高容量组合电池20上。这样，两种类型的组合电池10、20收纳在要组装的单个外壳35中，从而大幅降低了安装和维护这些组合电池的劳动力。具体地，在安装两种类型的组合电池10、20的常规情况下，高输出组合电池10和高容量组合电池20常常被构造为彼此分开的单独的电池组。两种类型的电池组配置在彼此不同的部位。例如，包括高输出组合电池10的电池组配置在行李舱中，而包括高容量组合电池20的电池组配置在座椅70下方。在此构型中，如果高输出组合电池10和高容量组合电池20安装在车辆中，则必须分别安装这些组合电池；而在执行各电气系统的维护的情况下，必须到达这些电池的不同两个部位，这导致繁重的劳动。相反而言，与本实施方式一样，在将两种类型的组合电池10、20统一收纳在单个电池组30中的情况下，可以显著降低安装和维护的劳动力。然而，在将两种类型的组合电池10、20统一收纳在单个电池组30中的情况下，与分别安装两种类型的组合电池10、20的情况相比需要具有适度容积的安装空间。在行李舱中或座椅下方难以确保具有适度容积的安装空间。为了应对该难点，在本实施方式中，如图9所示，在车辆的前后方向上的中央位置将电池组30设置在地板面板72下方。地板面板72是构成车厢的地板表面的面板。电池组30固定在地板面板72的外底面上。与行李舱或座椅下方的空间相比，在地板面板72下方——亦即在车厢的底面外侧——可更容易地确保具有适度容积的空间。因此，甚至可以安装具有比较大的尺寸的电池组30。特别地，近年来已要求进一步增加续航距离，并且为了满足这种需求，要求进一步增加电池容量并进一步扩大电池组30的尺寸。如果电池组30设置在车厢的底面外侧，则可充分满足这种扩大电池组30尺寸的要求。如果重量大的电池组30设置在地板面板72的底面外侧，亦即，设置在车辆的下部，则整个车辆的重心下降。结果，可以提高车辆在行驶期间的稳定性。各组合电池10、20经由高电压线束(电气配线)与PCU 40和充电插口48电连接。在下文中，将高输出组合电池10与PCU 40连接的电气配线被称为“第一配线60”，将高容量组合电池20与PCU 40连接的电气配线被称为“第二配线62”，而将高容量组合电池20与充电插口连接的电气配线被称为“充电配线64”。在本实施方式中，将高容量组合电池20与PCU 40连接的第二配线62被设定为比将高输出组合电池10与PCU 40连接的第一配线60短。更具体而言，第一配线60由将高输出组合电池10的I/O(输入/输出)端子(未示出)与PCU连接端子36连接的第一内部配线60i和将PCU连接端子36与PCU 40连接的第一外部配线60o构成。类似地，第二配线62由将高容量组合电池20的I/O端子(未示出)与PCU连接端子36连接的第二内部配线62i和将PCU连接端子36与PCU 40连接的第二外部配线62o构成。这里，第一内部配线60i和第二内部配线62i从相应组合电池10、20的相应I/O端子引出并经由相应接线盒32、34延伸到PCU连接端子36。基本上，延伸到电池组30外侧的第一外部配线60o和第二外部配线62o两者具有大致相同的长度。同时，设置在电池组30内部的第一内部配线60i和第二内部配线62i的长度根据两种类型的组合电池10、20的相应配置而变得彼此不同。在本实施方式中，如图10所示，高容量组合电池20的位置被设定为比高输出组合电池10的位置更靠近PCU连接端子36以便将第二内部配线62i设定为比第一内部配线60i短。通过此构型，第二配线62变得比第一配线60短。采用此构型的原因如下。在本实施方式中，如上所述，高输出组合电池10仅在HV驱动期间并在高容量组合电池20的SOC变得过度下降的状况下被使用，而高容量组合电池20在其它状况下被使用。因此，在通过PCU 40传送和接收的全部电力中，在PCU 40和高容量组合电池20之间传送和接收的电力的百分比大于在PCU 40和高输出组合电池10之间传送和接收的电力的百分比。在这种车辆中，为了减小整个车辆中产生的送电损失，降低将PCU 40与高容量组合电池20连接的第二配线62的送电阻力比降低将PCU 40与高输出组合电池10连接的第一配线60的送电阻力更有效。为了降低送电阻力，有效的是增大配线的截面积或缩短配线的距离。然而，增大配线的截面积导致成本的增加或配线的操作性的恶化，且因而此方案难以被容易地采用。为了应对这种情况，在本实施方式中，为了降低第二配线62的送电阻力而不导致成本的增加，第二配线62被设定为比第一配线60短，由此降低其送电阻力。因此，通过此构型，可以降低送电阻力而不导致成本的增加。与本实施方式一样，如果PCU 40设置在车辆中的前方位置，而充电插口48设置在车辆中的后方位置，并且此外，如果高容量组合电池20在车辆中设置在比高输出组合电池10更靠前的位置，则能降低高容量组合电池20和PCU 40之间的送电阻力，但不能降低高容量组合电池20和充电插口48(以及外部电源)之间的送电阻力。然而，一般而言，在高容量组合电池20和PCU 40之间传送和接收的电力大于在高容量组合电池20和充电插口48之间传送和接收的电力。因此，即使高容量组合电池20和充电插口48之间的送电阻力在一定程度上增大(即，充电配线64在一定程度上变长)，也能通过降低高容量组合电池20和PCU 40之间的送电阻力(即，通过将第二配线62设定得更短)来降低整个车辆的送电损失。为了不仅降低高容量组合电池20和PCU 40之间的送电损失而且降低高容量组合电池20和充电插口48之间的送电损失，如图11所示，充电插口48可设置在PCU 40的同一侧，亦即，车辆中的前方位置处，并且此外，如图12所示，充电器连接端子38可设置在电池组30的前端。此构型使得第二配线62和充电配线64能够更短，从而进一步降低整个车辆的送电损失。如上所述，第二配线62被设定为比第一配线60短，由此降低整个车辆的送电损失。上述构型是示例，并且可适当地改变其它构型，只要第二配线62能比第一配线60短即可。例如，在本实施方式中，高输出组合电池10和高容量组合电池20被组装成一个单元，但不是必须将两种类型的组合电池10、20组装成一个单元。例如，两种类型的组合电池10、20可被构成为分立的电池组。这种情况下，包括高容量组合电池20的电池组的位置被设定为比包括高输出组合电池10的电池组的位置更靠近PCU 40，使得将高容量组合电池20和PCU 40连接的第二配线62变得比将高输出组合电池10和PCU 40连接的第一配线60短。在本实施方式中，PCU 40设置在位于车辆中的前方位置处的发动机舱中，但PCU40也可设置在其它位置，例如，车辆中的后方位置等。这种情况下，高容量组合电池20在车辆中配置得比高输出组合电池10更靠后，使得将高容量组合电池20和PCU 40连接的第二配线62变得比将高输出组合电池10和PCU 40连接的第一配线60短。两种类型的组合电池10、20可以不排布在前后方向上，而是排布在上下方向或左右方向上。具体地，如果PCU 40位于比电池组30更上方的位置，则高容量组合电池20可设置在比高输出组合电池10更上方的位置，使得将高容量组合电池20和PCU 40连接的第二配线62变得比将高输出组合电池10和PCU 40连接的第一配线60短。如果PCU 40位于比电池组30更右方(或更左方)的位置，则高容量组合电池20可配置在比高输出组合电池10更右方(或更左方)的位置，使得第二配线62变得比第一配线60短。已利用包括发动机并且可外部充电的插电式混合动力车辆的示例说明了本实施方式，但本实施方式的技术也适用于任何其它车辆，例如不包括发动机的电动汽车，只要该车辆是包括两种类型的组合电池10、20的电动车辆即可。 | 本发明涉及电动车辆和电池组，所述电动车辆的特征在于，该电动车辆包括：高输出组合电池；高容量组合电池，所述高容量组合电池具有与所述高输出组合电池的容量和输出相比更大的容量和更小的输出；和逆变器，并且所述电动车辆配备有向所述高输出组合电池和高容量组合电池传送电力以及从所述高输出组合电池和高容量组合电池接收电力的PCU、将所述高输出组合电池与所述PCU连接的第一配线和将所述高容量组合电池与所述PCU连接并且比所述第一配线短的第二配线。 | CN:201610343909.6A | https://patentimages.storage.googleapis.com/69/e0/e5/2ee9602423e772/CN106183767B.pdf | CN:106183767:B | 久须美秀年, 扇谷一庆 | Toyota Industries Corp | NaN | Not available | 2019-05-10 | 1.一种电动车辆，其特征在于包括：, 高输出电池；, 高容量电池，所述高容量电池具有与所述高输出电池的容量和输出相比更大的容量和更小的输出；, 电力控制器，所述电力控制器包括逆变器，所述电力控制器配置成向所述高输出电池和所述高容量电池传送电力以及从所述高输出电池和所述高容量电池接收电力；, 第一配线，所述第一配线将所述高输出电池与所述电力控制器连接；, 第二配线，所述第二配线将所述高容量电池与所述电力控制器连接，所述第二配线比所述第一配线短；和, 将所述高容量电池与充电插口连接的充电配线，其中, 所述高容量电池和所述高输出电池在所述高容量电池和所述高输出电池收纳在同一外壳中的状态下配置在所述车辆的地板面板下方，, 所述高容量电池的位置比所述高输出电池的位置更靠近所述电力控制器，, 所述电力控制器、所述高容量电池和所述高输出电池在一个方向上按该次序配置，, 所述充电插口配置在所述电力控制器的同一侧。, 2.根据权利要求1所述的电动车辆，其特征在于, 在通过所述电力控制器传送和接收的电力中，在所述电力控制器和所述高容量电池之间传送和接收的电力的百分比大于在所述电力控制器和所述高输出电池之间传送和接收的电力的百分比。, 3.根据权利要求1所述的电动车辆，其特征在于, 所述电力控制器配置得比车厢更靠前，并且在所述外壳中所述高容量电池配置得比所述高输出电池更靠前。, 4.一种包括两种或更多种类型的电池的电池组，所述电池组的特征在于包括：, 外壳；, 收纳在所述外壳中的高输出电池；, 收纳在所述外壳中的高容量电池，所述高容量电池具有与所述高输出电池的容量和输出相比更大的容量和更小的输出；, 第一连接端子，所述第一连接端子与配置在所述电池组外部的电力控制器电连接；, 第二连接端子，所述第二连接端子与配置在所述电池组外部的充电插口电连接，所述第二连接端子与所述第一连接端子配置在所述电池组的同一端；, 第一内部配线，所述第一内部配线将所述高输出电池与所述第一连接端子连接；, 第二内部配线，所述第二内部配线将所述高容量电池与所述第一连接端子连接，所述第二内部配线比所述第一内部配线短；和, 将所述高容量电池与所述第二连接端子连接的充电配线。 | CN | China | Active | B | True |
| 283 | 一种电控多合一控制系统及新能源汽车 \n | CN213473022U | NaN | 本实用新型涉及电动汽车技术领域，提供了一种电控多合一控制系统及新能源汽车，包括：多合一控制器以及动力电池包；多合一控制器上设有高压配电单元PDU、主驱电机控制器TM、转向电机控制器EHPS、气泵电机控制器ACM、DC/DC转换器及BMS主板；动力电池包通过电池母线与高压配电单元PDU、主驱电机控制器TM、转向电机控制器EHPS、气泵电机控制器ACM、DC/DC转换器连接，通过电压总线与BMS主板连接。省去高压盒箱体、原BMS高压盒到五合一线束和相应的接插件；节省了整车布置空间，省去了相应的工位和工序，节省了人力成本。 | CN:202022328069.0U | https://patentimages.storage.googleapis.com/f0/bb/dd/5b01ae353fd3d3/CN213473022U.pdf | CN:213473022:U | 王栋, 何孝祥, 徐嘉, 刘昭才 | Chery Commercial Vehicle Anhui Co Ltd | NaN | Not available | 2020-05-26 | 1.一种电控多合一控制系统，其特征在于，所述系统包括：, 多合一控制器以及动力电池包；, 多合一控制器上设有高压配电单元PDU、主驱电机控制器TM、转向电机控制器EHPS、气泵电机控制器ACM、DC/DC转换器及BMS主板；, 动力电池包通过电池母线与高压配电单元PDU、主驱电机控制器TM、转向电机控制器EHPS、气泵电机控制器ACM、DC/DC转换器连接，通过电压总线与BMS主板连接。, 2.如权利要求1所述的电控多合一控制系统，其特征在于，将配有接触器和保险的电池加热器设于压配电单元PDU内，接触器、电池加热器及保险串联连接。, 3.如权利要求1所述的电控多合一控制系统，其特征在于，所述系统还包括：设于多合一控制器周边的冷却系统。, 4.一种新能源汽车，其特征在于，所述新能源汽车上集成有如权利要求1至3任一权利要求所述的电控多合一控制系统。, 5.如权利要求4所述新能源汽车，其特征在于，在新能源汽车的前桥处设置多合一控制器，两动力电池布置于多合一控制器后端与后桥之间，在两动力电池之间布置有气泵电机及驱动电机，在多合一控制器的前端处布置有油泵电机。 | CN | China | Active | Y | True |
| 284 | 一种基于分布式汽车电池的增程系统 \n | CN215904349U | NaN | 本实用新型公开了一种基于分布式汽车电池的增程系统，包括分布式电池系统和增程系统；分布式电池系统包括电池舱和电池模组，高压母线包括正极母线和负极母线；电池模组上电性连接有检测单元；检测单元与电池管理系统BMS连接；增程系统包括电量检测单元；剩余里程显示单元和增程电池模组，增程电池模组连接到高压母线上与其他电池模组并联供电。本实用新型的增程电池模组经过直流电源转换器和增程连接端子并入高压母线内，同时连接有环流截止器和增程继电器，可以实现充电和放电的自动化控制，在接入和断开时都不会影响原有电池包的工作状态，能够在原有电池包电量较低时接入供电，提高汽车的续航里程。 | CN:202121987303.9U | https://patentimages.storage.googleapis.com/c7/02/ad/23beb95c8c0ecf/CN215904349U.pdf | CN:215904349:U | 董建 | Chengdu Jingruihuan Science And Technology Co ltd | NaN | Not available | 2019-02-05 | 1.一种基于分布式汽车电池的增程系统，其特征在于，包括分布式电池系统和增程系统；, 所述分布式电池系统包括：, 多个独立分布安装在汽车不同位置的电池舱和电池模组，电池模组安装在电池舱内，每个电池模组包括多个串联的电池芯；所述电池舱上设置有外接线盒；, 高压母线；所述高压母线包括正极母线和负极母线，正极母线和负极母线上均设置有支线，支线上设置有电触端子用于与电池模组的外接线盒连接；所有电池模组并联在正极母线和负极母线之间，电池模组与高压母线之间设置有环流截止器；, 所述电池模组上电性连接有检测单元；所述检测单元包括温控检测单元、电流检测单元和电压检测单元；所述检测单元与电池管理系统BMS连接；, 所述电池模组还配置有电池保护模块BDU和车载充电器，车载充电器配置有充电接口；, 所述增程系统包括：, 电量检测单元；用于检测分布式电池系统的剩余电量；, 剩余里程显示单元；用于显示分布式电池系统作为电源的可行剩余里程数；, 增程电池模组；所述增程电池模组的输出端连接有直流电源转换器、增程继电器、环流截止器和增程连接端子，增程连接端子与高压母线的电触端子连接；增程电池模组连接到高压母线上与其他电池模组并联供电。, 2.如权利要求1所述的基于分布式汽车电池的增程系统，其特征在于：所述电池舱内设置有散热装置的冷却板，冷却板上连接有管路接头，管路接头与散热装置的循环管路连接。, 3.如权利要求1所述的基于分布式汽车电池的增程系统，其特征在于：所述电池模组包括托架，托架内具有多个安装槽位，每个安装槽位内设置一个电池芯，相邻电池芯之间通过一个电连接片进行串联，并在电连接片上电性连接检测单元。, 4.如权利要求2所述的基于分布式汽车电池的增程系统，其特征在于：所述散热装置还包括压缩机，散热装置的循环管路上设置有控制阀，冷却板内填充有冷却介质，冷却板的外部设置有导热绝缘垫，导热绝缘垫与电池芯接触导热。, 5.如权利要求1所述的基于分布式汽车电池的增程系统，其特征在于：所述环流截止器为两个反向并联的二极管；所述电池模组与高压母线的负极母线之间设置有环流截止器，电池模组的额定电压为380V，电容为20AH~30AH。, 6.如权利要求3所述的基于分布式汽车电池的增程系统，其特征在于：所述托架安装在电池舱内，电池舱配置有一个盖板，外接线盒安装在盖板上；所述外接线盒内还设置有连接检测单元和电池管理系统BMS的端子。, 7.如权利要求3所述的基于分布式汽车电池的增程系统，其特征在于：所述托架包括上托架和下托架，上托架和下托架之间均设置有圆孔，圆孔的边缘处设置有若干个挡片，电池芯夹持在上托架和下托架的挡板之间；所述电连接片设置在挡片内侧与电池芯的正极或者负极连接；所述上托架和下托架之间设置有连接板。, 8.如权利要求1所述的基于分布式汽车电池的增程系统，其特征在于：所述增程系统包括1-3个增程电池模组，高压母线上并联有1-3个增程电池模组。, 9.如权利要求1所述的基于分布式汽车电池的增程系统，其特征在于：所述高压母线延伸至汽车后备箱处，在汽车后备箱处连接有增程总线，增程总线上设置有1-3个增程支线，增程支线与增程电池模组的增程连接端子连接实现并联。, 10.如权利要求1所述的基于分布式汽车电池的增程系统，其特征在于：所述增程电池模组安装在汽车后备箱处，汽车后备箱内设置有固定机构，所述固定机构为固定卡件或者固定槽，固定机构用于将增程电池模组固定在汽车内。 | CN | China | Active | Y | True |
| 285 | 电池组 \n | CN114845902A | NaN | 公开了一种用于车辆的电池组，所述电池组被配置为当电池组被安装到电动车辆时高效地向车辆侧供应电力。该电池组包括：电池电芯；供电端子，所述供电端子被配置为能够连接到车辆的连接端子，所述连接端子与车辆控制单元和马达连接；供电路径，所述供电路径位于所述供电端子与所述电池电芯之间，并且被配置为将电力从所述电池电芯供应到所述供电端子；开关单元，所述开关单元被设置在供电路径上，并且被配置为电接通/电断开所述供电路径；安装识别单元，所述安装识别单元被配置为识别所述电池组是否被安装到所述车辆中；以及处理器，所述处理器被配置为当从安装识别单元接收到指示电池组被安装到车辆中的信号时，将开关单元控制为使得从电池电芯向车辆控制单元供应电力。 | CN:202180007283.0A | https://patentimages.storage.googleapis.com/5c/ba/b0/9a3ba828e4f388/CN114845902A.pdf | NaN | 李根旭 | LG Energy Solution Ltd | NaN | Not available | 2015-08-18 | 1.一种电池组，所述电池组被配置为能够安装到车辆并且能够从所述车辆拆卸，并且所述车辆由马达驱动且具有用于向所述马达供应驱动电力的车辆控制单元，所述电池组包括：, 电池电芯，所述电池电芯具有至少一个二次电池；, 供电端子，所述供电端子被配置为能够连接到车辆的连接端子，所述车辆的连接端子与所述车辆控制单元和所述马达连接；, 供电路径，所述供电路径位于所述供电端子与所述电池电芯之间，并且被配置为将电力从所述电池电芯供应到所述供电端子；, 开关单元，所述开关单元被设置在所述供电路径上，并且被配置为使所述供电路径电接通/电断开；, 安装识别单元，所述安装识别单元被配置为识别所述电池组是否被安装到所述车辆；以及, 处理器，所述处理器被配置为当从所述安装识别单元接收到所述电池组被识别为安装到所述车辆的信号时，将所述开关单元控制为使得从所述电池电芯向所述车辆控制单元供应电力。, 2.根据权利要求1所述的电池组，, 其中，所述处理器被配置为能够与所述车辆控制单元进行通信并且当从所述车辆控制单元接收到用户的启动请求信号时将响应信号发送到所述车辆控制单元。, 3.根据权利要求1所述的电池组，, 其中，所述供电端子包括控制电力端子和驱动电力端子，所述控制电力端子被配置为能够连接到所述车辆控制单元的连接端子，所述驱动电力端子被配置为能够连接到所述马达的连接端子，并且, 所述供电路径包括控制电力路径和驱动电力路径，所述控制电力路径连接在所述电池电芯与所述控制电力端子之间并且被配置为向所述车辆控制单元供应工作电力，所述驱动电力路径连接在所述电池电芯与所述驱动电力端子之间并且被配置为向所述马达供应驱动电力。, 4.根据权利要求3所述的电池组，, 其中，所述开关单元包括控制开关单元和驱动开关单元，所述控制开关单元被设置在所述控制电力路径上以对是否供应所述工作电力进行切换，所述驱动开关单元被设置在所述驱动电力路径上以对是否供应所述驱动电力进行切换。, 5.根据权利要求4所述的电池组，, 其中，所述处理器被配置为在所述安装识别单元识别出所述电池组被安装时接通所述控制开关单元，从而从所述电池电芯向所述车辆控制单元供应工作电力。, 6.根据权利要求5所述的电池组，, 其中，所述处理器被配置为当从所述车辆控制单元接收到用户的启动请求信号时接通所述驱动开关单元，从而从所述电池电芯向所述马达供应驱动电力。, 7.根据权利要求1所述的电池组，, 其中，当所述车辆包括用于向所述车辆控制单元供应电力的辅助电池时，所述处理器被配置为控制所述开关单元，使得从所述电池电芯向所述辅助电池供应电力，从而间接向所述车辆控制单元供应电力。, 8.根据权利要求1所述的电池组，, 其中，所述安装识别单元被配置为在所述电池组被放置在所述车辆的指定位置时物理地变形以识别所述电池组是否被安装。, 9.根据权利要求1所述的电池组，, 其中，所述安装识别单元包括用于识别所述电池组是否被安装的GPS模块。, 10.一种包括电池组的车辆，该电池组是根据权利要求1至9中任一项所述的电池组。 | CN | China | Pending | B | True |
| 286 | 用于对电池进行充电的系统和方法 \n | CN107953787B | 本公开涉及用于对牵引电池进行充电的系统和方法。混合动力电动车辆可包括可被配置作为电动马达或发电机的至少一个电机和牵引电池。牵引电池将电力提供给电机以用于推进，并且为特定的附件负载供电。利用高电压牵引电池的车辆可称为电气化车辆。牵引电池具有指示在电池中有多少电荷可用的荷电状态(SOC)。为了增大SOC，混合动力电动车辆可采用多种方法(包括但不限于：利用车辆的动量转动发电机来对牵引电池进行充电和/或将牵引电池电连接到外部充电源(还被称为对汽车“插电”))。电气化车辆中的牵引电池可利用交流电(AC)或直流电(DC)充电进行再充电。一种用于车辆的系统包括：组间开关，被配置为：在闭合时连接牵引电池的多个部分，以在所述多个部分之间传输电荷；控制器，被配置为：响应于请求，操作所述组间开关，以使所述多个部分断开连接并且开始并联且同时地将电荷传输到所述多个部分中的每个。根据本发明的一个实施例，所述控制器还被配置为：在开始所述传输之前，发出命令以闭合所述多个部分中的每个的相应的组间接触器。根据本发明的一个实施例，所述控制器还被配置为：在开始所述传输之前，闭合一对主接触器，所述一对主接触器被配置为：在闭合时将电荷传输到牵引电池并从牵引电池传输电荷。根据本发明的一个实施例，所述控制器还被配置为：在开始所述传输之前，闭合充电接触器，所述充电接触器被配置为在充电器与牵引电池之间传输电荷。根据本发明的一个实施例，所述控制器还响应于检测到不存在隔离损耗(loss ofisolation)而操作组间开关并开始所述传输。根据本发明的一个实施例，所述控制器还响应于检测到牵引电池的电压小于预定义阈值而操作组间开关并开始所述传输。一种用于车辆的方法包括：响应于充电请求，通过控制器断开组间开关，以使牵引电池的半组断开连接并且开始并联且同时地将电荷传输到所述半组中的每个，其中，所述组间开关被配置为：在闭合时连接所述半组，以在所述半组之间传输电荷。根据本发明的一个实施例，到所述半组中的每个的电荷传输是经由组间接触器中的相应的组间接触器的。根据本发明的一个实施例，所述方法还包括：在开始所述传输之前，闭合一对主接触器，所述一对主接触器被配置为：将电荷传输到牵引电池并从牵引电池传输电荷。根据本发明的一个实施例，所述方法还包括：在开始所述传输之前，闭合充电接触器，所述充电接触器被配置为在闭合时在充电器与牵引电池之间传输电荷。根据本发明的一个实施例，所述断开组间开关还响应于对不存在隔离损耗的确认。根据本发明的一个实施例，所述断开组间开关还响应于牵引电池的电压小于预定义阈值。一种用于车辆的系统包括：一对主接触器，被配置为：在闭合时将电荷传输到牵引电池，所述牵引电池包括多个部分，所述多个部分可利用组间开关选择性地连接，以在所述多个部分之间传输电荷；控制器，被配置为：响应于请求，操作所述组间开关，以使所述多个部分断开连接，并且开始并联且同时地经由闭合的主接触器对所述多个部分进行充电。一种用于车辆的系统包括：电路，被配置为：选择性地串联连接或并联连接牵引电池的多个部分；控制器，被配置为：请求来自充电站的充电电流，并且经由所述充电电流对所述多个部分进行充电，其中，所述充电电流的大小基于所述多个部分是串联连接的还是并联连接的。图1是示出典型传动系和储能部件的插电式混合动力电动车辆的框图；图2是示出牵引电池组件的框图；图3是示出牵引电池电池单元之间的连接的框图；图4是示出用于对牵引电池进行充电的系统的框图；图5是示出用于牵引电池的充电系统的框图；图6是示出用于对牵引电池进行充电的算法的流程图。在此描述本公开的实施例。然而，应理解的是，公开的实施例仅为示例并且其它实施例可采用各种和可替代的形式。附图不一定按比例绘制；一些特征可被夸大或最小化，以示出特定组件的细节。因此，在此公开的具体结构和功能细节不应被解释为具有限制性，而仅作为用于教导本领域技术人员以多种形式利用本发明的代表性基础。如本领域的普通技术人员将理解的，参考任一附图示出和描述的各种特征可与一个或更多个其它附图中示出的特征组合，以产生未被明确示出或描述的实施例。示出的特征的组合为典型应用提供代表性实施例。然而，与本公开的教导一致的特征的各种组合和变型可被期望用于特定的应用或实施方式。图1描绘了用于插电式混合动力电动车辆12的车辆系统。车辆12可包括机械地连接到混合动力传动装置16的一个或更多个电机14。电机14能够作为马达或发电机运转。此外，混合动力传动装置16可机械地连接到发动机18。混合动力传动装置16还可机械地连接到车轴20，车轴20机械地连接到车轮22。虽然图1描绘了典型的插电式混合动力电动车辆，但在此的描述同样可适用于纯电动车辆或不同构造的混合动力电动车辆(诸如但不限于，串联式混合动力电动车辆)。对于纯电动车辆(例如电池电动车辆(BEV))，混合动力传动装置16可以是连接到电机14的齿轮箱并且可不存在发动机18。电机14能够在发动机18运转或关闭时提供推进和减速的能力。电机14能够作为发电机运转，并通过回收在摩擦制动系统中通常作为热损失掉的能量来提供燃料经济性效益。另外，电机14可对发动机18的输出扭矩施加反作用扭矩，以在车辆运转时对牵引电池24进行再充电。电机14还可通过允许发动机18在最高效的转速和扭矩范围附近运转而减小车辆排放。当发动机18关闭时，车辆12可利用电机14作为唯一推进源而以纯电动模式运转。牵引电池24储存能够由电机14使用的能量。牵引电池24通常提供高电压直流(DC)输出。如参照图4和图5进一步讨论的，一个或更多个接触器42可在断开时将牵引电池24与DC高电压总线54A隔离，并可在闭合时将牵引电池24连接到DC高电压总线54A。虽然接触器42被示出为单独的组件，但在一些示例中，一个或更多个接触器42可包括被配置为与电池控制器50进行通信以允许向牵引电池24提供电能或从牵引电池24汲取电能的总线电气中心(bussed electrical center，BEC)44。响应于与牵引电池24相关联的一个或更多个运转参数达到预定义阈值，电池控制器50可向BEC 44发出命令，以操作多个开关(例如，断开或闭合接触器或继电器)或者操纵一个或更多个电气组件，从而控制到牵引电池24的能量传输。牵引电池24经由DC高电压总线54A电连接到一个或更多个电力电子控制器26。电力电子控制器26还电连接到电机14，并提供在交流(AC)高电压总线54B与电机14之间双向传输能量的能力。例如，牵引电池24可提供DC输出，而电机14可利用三相AC运转以起作用。电力电子控制器26可将牵引电池24的DC输出转换为操作电机14所必需的三相AC输入。在再生模式下，电力电子控制器26可将来自充当发电机的电机14的三相AC输出转换为与牵引电池24相兼容的DC输入。牵引电池24除了提供用于推进的能量以外，还可为其它车辆电气系统提供能量。车辆12可包括电连接到DC高电压总线54A的DC/DC转换器控制器28。DC/DC转换器控制器28可电连接到低电压总线56。DC/DC转换器控制器28可将牵引电池24和/或电力电子控制器26的高电压DC输出转换为与连接到低电压总线56的低电压车辆负载相兼容的低电压DC供电。在一个示例中，低电压总线56可电连接到辅助电池30(例如，12V电池)。在另一示例中，低电压负载52(诸如但不限于，附件、照明等)还可电连接到低电压总线56。一个或更多个高电压电负载46可连接到高电压总线54A。高电压电负载46可具有在适当的时候操作和控制高电压电负载46的相关联的控制器。高电压电负载46可包括压缩机和电加热器。讨论的各种组件可具有一个或更多个关联的控制器，以控制和监测组件的运转。控制器可经由串行总线(例如，控制器局域网(CAN))或经由离散导体进行通信。在一个示例中，可存在系统控制器48以协调各种组件的运转。尽管系统控制器48被表示为单个控制器，但系统控制器48可被实现为一个或更多个控制器。系统控制器48可监测牵引电池24、电力转换控制器32和电机14的运转状况。牵引电池24可被配置为接收指示流过牵引电池24的电流的大小和方向、牵引电池24的端子两端的电压水平等的信号。牵引电池24的电流传感器和电压传感器的输出被提供给系统控制器48。系统控制器48可被配置为基于来自一个或更多个传感器(诸如牵引电池24的电流传感器和电压传感器)的信号来监测SOC。可利用多种技术来确定SOC。例如，可实现将流过牵引电池24的电流对时间进行积分的安培小时积分。还可基于例如牵引电池电压传感器的输出来估计SOC。所利用的特定技术可取决于特定电池的化学组成和特性。可针对牵引电池24限定SOC操作范围。所述操作范围可限定可针对牵引电池24界定SOC的上限和下限。车辆12的牵引电池24可由电连接到电动车辆供电设备(EVSE)38(即，充电器或充电站)的外部电源36进行再充电。外部电源36可以是由公共电力公司提供的配电网络或电网。EVSE 38可提供电路和控制，以调节和管理电源36与车辆12之间的能量传输。外部电源36可将DC或AC电力提供至EVSE 38。EVSE 38可具有用于插入到车辆12的充电端口34中的充电连接器40。充电端口34可以是被配置为将电力从EVSE 38传输至车辆12的任何类型的端口，并且可电连接到车载电力转换控制器32，车载电力转换控制器32调节从EVSE 38供应的电力以将适当的电压水平和电流水平提供至牵引电池24。另外或可选地，车辆12可被配置为经由到EVSE 38的无线连接(诸如，但不限于，跨空气间隙的感应充电)接收无线电力传输。虽然如图1所示的EVSE 38包括到EVSE连接器40的单个连接，但是还可考虑包括EVSE 38与EVSE连接器40之间的多个一个连接的布置(无论是串联连接、并联连接还是串联连接和并联连接的组合)。同样，虽然在图1中充电端口34被示出为电连接到单个EVSE连接器(例如，EVSE连接器40)，但本公开不被这样限制并且还可考虑包括连接到充电端口34的多个EVSE连接器(例如，EVSE连接器40)的布置(无论是串联连接、并联连接还是串联连接和并联连接的组合)。此外，在一个实例中，多个EVSE连接器(例如，EVSE连接器40)可电连接到中间连接器(例如，适配器、转换器、合路器、分配器等)，该中间连接器还连接到充电端口34并被配置为将由多个EVSE连接器供应的能量进行组合，以经由充电端口34传输到车辆12的牵引电池24。另外或可选地，在被配置为接收无线电力传输的车辆12中，一个或更多个组件(例如，充电端口34、电力转换控制器32等)可适于将经由到EVSE 38的一个或更多个有线连接和/或无线连接接收的电力进行组合。EVSE 38可被配置为向车辆12提供单相或三相的AC电力或DC电力。在具备AC、DC和AC/DC能力的EVSE 38之间，可能存在充电连接器40和/或充电协议的不同。EVSE 38可被配置为提供多个AC和DC电压水平中的一个或更多个，所述多个AC和DC电压水平包括但不限于：级别1的120伏特(V)的AC充电、级别2的240V的AC充电、级别1的200V至450V和80安培(A)的DC充电、级别2的200V至450V和高达200A的DC充电、级别3的200V至450V和高达400A的DC充电等。在一些示例中，充电端口34和EVSE 38两者可被配置为遵循与电气化车辆充电有关的工业标准(诸如但不限于，美国汽车工程师学会(SAE)J1772、J1773、J2954，国际标准化组织(ISO)15118-1、15118-2、15118-3，德国DIN规范70121等)。在一个示例中，充电端口34的凹槽可包括多个端子(诸如但不限于，被指定用于电力交换、接地连接、接收和发送控制信号的一个或更多个端子)。在一些实例中，充电端口34的凹槽可以包括7个端子，端子1和端子2被指定用于级别1和级别2的AC电力交换，端子3被指定用于接地连接，端子4和端子5被指定用于控制信号，端子6和端子7被指定用于DC充电(诸如但不限于，级别1、级别2或级别3的DC充电)。因此，EVSE 38和车辆12可被配置为例如通过控制信号端子交换与EVSE 38和车辆12之间的给定充电会话相关联的一个或更多个参数值、查询或命令。接收给定量的电荷所需的时间可在不同的充电方法、电压水平和电流水平以及与给定充电会话相关联的其它参数之间变化。在一个实例中，利用单相AC充电会话对给定电池组进行充电可能要花费数小时。在与车辆12的一个或更多个控制器(例如，系统控制器48、车载电力转换控制器32等)进行与将电荷传输到车辆12有关的通信时，EVSE 38可被配置为接受与请求的充电级别、电压、电流以及与给定充电会话相关的其它参数有关的请求、查询和/或命令。在一些示例中，EVSE 38可被配置为以第一级别的荷电水平、电压大小、电流大小等发起充电会话，并且EVSE 38可响应于来自车辆12的一个或更多个控制器的请求而在给定充电会话中修改充电级别、电压大小、电流大小或与将电荷传输到车辆12相关联的其它参数。在其它示例中，车辆12的一个或更多个控制器(例如，系统控制器48)可命令EVSE 38增大或减小传输到车辆12的电荷的一个或更多个电压、电流等的大小。在一个实例中，所述一个或更多个控制器可向EVSE 38发出命令，以响应于检测到BEC44的一个或更多个开关或接触器在充电期间已断开而增大或减小充电电流的大小。虽然上面的描述针对将能量传输到电动车辆或混合动力电动车辆的牵引电池，但本公开不限于此并且还可考虑将能量传输到任何电子器件(诸如，但不限于，移动电话、膝上型电脑、平板电脑、全球定位系统(GPS)装置、音频播放器、游戏控制器、相机、手持式电动工具等)的可再充电电池或从任意电子器件的可再充电电池传输能量。此外，车辆12的一个或更多个控制器(诸如，控制器26、28、32、44、48、50等)均可包括一个或更多个处理器，所述一个或更多个处理器与内存和计算机可读存储介质两者连接并被配置为执行支持此处描述的处理的指令、命令和其它例程。例如，控制器可被配置为执行一个或更多个车辆应用的指令，以提供与充电时间、充电率以及与电荷传输相关联的其它参数有关的特征(诸如，检测相关参数值并显示包括所述参数值的通知、发出指令等)。可利用多种类型的计算机可读存储介质以非易失性的方式保存这样的指令和其它数据。计算机可读介质(还被称为处理器可读介质或存储器)包括参与提供可由计算平台的处理器读取的指令或其它数据的任何非暂时性介质(例如，有形介质)。可从使用多种编程语言和/或技术创建的计算机程序编译或解释计算机可执行指令，所述多种编程语言和/或技术包括但不限于以下项中的单独一个或它们的组合：Java、C、C++、C#、Objective C、Fortran、Pascal、Java Script、Python、Perl和PL/SQL。在其它示例中，车辆12可包括更多或更少的控制器。另外或可替代地，车辆12的一个或更多个系统、子系统或组件可包括比所示出的控制器更多或更少的控制器，所述控制器被配置为执行更多或更少的相同或不同的处理、功能或操作。参照图2，示出了表示牵引电池24的一个或更多个部分的示例布置60的框图。牵引电池24可包括多个单片单元(mono-cell)61，每个单片单元61具有由分隔件64分隔的阴极层62和阳极层66(还分别被称为正电极和负电极)。分隔件64使电流能够在单片单元61的阴极层62与阳极层66之间流动。每个单片单元61还可具有预定义的标称电压。预定义数量(例如，20个)的单片单元61可串联地或并联地连接在一起，以限定包括正极端子70和负极端子72的电池单元68。单片单元61和电池单元68可以是例如电化学电池、电容器或其它类型的储能装置实施方式。单片单元61和电池单元68可被布置为任意合适的构造并且可被配置为接收并储存电能，以用于车辆12的运转。每个电池单元68可提供相同或不同的标称电压阈值。虽然牵引电池24被描述为包括例如电化学电池单元，但是还可考虑诸如电容器的其它类型的储能装置实施方式。电池单元68还可被布置成进一步被串联连接或并联连接的一个或更多个阵列、区段或模块。例如，串联连接在一起的多个电池单元68可包括电池模块74。电池模块74可包括数据连接76，以允许车辆12的一个或更多个控制器(例如，BEC 44)启用和禁止能量流到电池模块74和从电池模块74流出。另外或可选地，数据连接76可包括与车辆12的一个或更多个控制器(例如，电池控制器50)连接的一个或更多个电池单元传感器。电池单元传感器可包括例如一个或更多个温度传感器、电压传感器、电流传感器等。串联或并联连接在一起的预定数量的电池模块74可限定电池组78。电池组78可包括电池管理系统80，电池管理系统80被配置为诸如通过数据连接76监测和管理电池组78的一个或更多个子组件。在一个示例中，电池管理系统80可被配置为监测单片单元61、电池单元68、电池模块74等的温度、电压和/或电流。电池管理系统80可与一个或更多个BEC 44和电池控制器50进行通信，并且可响应于来自BEC 44和/或电池控制器50的信号或命令而使能量能够流到电池组78和从电池组78流出。在一个示例中，牵引电池24可限定与参照图2描述的那些组件类似的一个或更多个组件。此外，还可考虑未具体参照图2的限定额外和/或不同的组件的牵引电池24。参照图3，示出了表示串联连接的多个电池单元68的示例布置85的框图。在一个示例中，多个汇流条86可分别将给定的电池单元68的正极端子70和另一电池单元68的负极端子72连接，从而在各个电池单元68之间提供串联连接。旁通条(bypass bar)84可连接在电池单元68的正极端子70与负极端子72之间，并且可在识别出给定的电池单元68存在故障时使电流能够流过所述给定的电池单元68。共用总线连接87可允许从一个或更多个电池单元68收集数据。在一个示例中，牵引电池24可限定与参照图3描述的那些组件类似的一个或更多个组件。此外，还可考虑未具体参照图3的限定额外和/或不同的组件的牵引电池24。参照图4，示出了表示对车辆12的牵引电池24进行充电的示例系统88的框图。牵引电池24可包括第一半组24A(例如，上半组)和第二半组24B(例如，下半组)。第一半组24A和第二半组24B可分别包括多个电池模块(诸如，参照图2描述的电池模块74)。虽然牵引电池24在图4中被表示为包括两部分(例如，第一半组和第二半组)，但本公开不限于此并且还可考虑限定牵引电池24的更多或更少的组件。在一个示例中，牵引电池24可包括一个到数千个独立的电池单元(例如，电池单元68)，从而包括与独立的电池单元的数量相对应的多个部分。在另一示例中，电池单元68可被布置成一个或更多个电池模块(例如，电池模块74)，从而包括与电池模块的数量相对应的多个部分。还可考虑给定的牵引电池24的多个电池部分的其它布置(诸如，基于电池单元、电池模块等的各种组合的布置)。第一半组24A可包括电连接到第一半组24A的正极端子90A的正极主接触器92。第二半组24B可包括电连接到第二半组24B的负极端子90D的负极主接触器94。组间接触器96和98可经由连接101彼此电连接，并且分别电连接到第一半组24A的负极端子90B和第二半组24B的正极端子90C。在一个示例中，闭合正极主接触器92和负极主接触器94并且闭合组间接触器96和98可以使牵引电池24能够向诸如参照图1描述的车辆负载46的一个或更多个车辆负载提供电力。电池控制器50可被配置为：向BEC 44发出命令，以闭合正极主接触器92和负极主接触器94并且闭合组间接触器96和98，从而使牵引电池24能够向一个或更多个车辆负载供电。虽然牵引电池24在图4中被示出为包括两个组间接触器(例如，组间接触器96和98)，但本公开不限于此并且还可考虑限定牵引电池24的一个或更多个部分的更多或更少的组间接触器。在一个示例中，包括多个部分(例如，一个或更多个电池单元、电池模块等)的牵引电池24可包括与独立的电池单元的数量、电池模块等的数量相对应的多个组间接触器。同样地，给定的牵引电池24中的连接(例如，连接100)的数量可与牵引电池24的部分的数量或牵引电池24的部分的组合的数量相对应。在一个示例中，对于具有n个部分的给定的牵引电池24，部分之间的连接的数量可对应于(n-1)。预充电电路102可包括预充电电阻器104和预充电接触器106，并且可被配置为在闭合正极主接触器92之前对车辆负载46进行预充电，使得例如车辆负载46上的涌流的效应可以被最小化。充电接触器100可电连接在充电端口34与第一半组24A的正极端子90A之间，使得闭合充电接触器100和负极主接触器94并且闭合组间接触器96和98可使牵引电池24能够接收电荷。在一个示例中，电池控制器50可被配置为：响应于接收到指示启动牵引电池24的充电的请求，向BEC 44发出命令以闭合充电接触器100和负极主接触器94并且闭合组间接触器96和98。熔断器112可电连接在充电端口34与负极主接触器94之间，使得在流过熔断器112的电流的量超过预定义的量时充电电路可断开连接(例如，断开)。手动维护断接器(manual service disconnect，MSD)108和110分别连接在第一半组24A和第二半组24B中的每个的对应的正极端子和负极端子之间。MSD 108和110可以是的使牵引电池24的高电压电路能够手动断开连接(例如，断开)的电子组件(诸如，用于维护牵引电池24的电子组件)，并且可包括高电流熔断器(未示出)，以建立牵引电池24的与控制高电流电路的操作的高电压互锁(HVIL)连接的接入熔断器的电气路径。参照图5，示出了用于对车辆12的牵引电池24进行充电的示例性布置114的框图。另外或可选地，除了参照图4描述的牵引电池24的组件以外，牵引电池24还可包括诸如经由闭合的组间接触器96和98电连接在第一半组24A与第二半组24B之间的组间开关116。在一个示例中，闭合组间开关116可例如经由闭合的组间接触器96和98完成第一半组24A与第二半组24B之间的电连接，断开组间开关116可断开第一半组24A与第二半组24B之间的电连接。电池控制器50可被配置为：响应于接收到允许或禁止对牵引电池24充电的请求而向BEC44发出命令以断开或闭合组间开关116。在一些示例中，电池控制器50可被配置为：响应于从EVSE 38接收到指示不同大小(例如，较大或较小)的充电电流可用于对车辆12进行充电的信号，向BEC 44发出命令以断开或闭合组间开关116。虽然牵引电池24在图5中被示出为包括一个组间开关(例如，组间开关116)，但本公开不限于此并且还可考虑限定牵引电池24的一个或更多个部分的更多或更少的组间开关。在一个示例中，包括多个部分(例如，一个或更多个电池单元、电池模块等)的牵引电池24可包括与牵引电池24的部分之间的连接(例如，连接100)的数量相对应的多个组间开关。在一个实例中，对于给定的具有n个部分并且部分之间的连接的数量与(n-1)相对应的牵引电池24，组间开关的数量可对应于(n-1)。第一半组24A的组间接触器96和第二半组24B的组间接触器98可分别诸如经由118A和118B电连接到充电端口34。在一个实例中，限定给定的牵引电池24的多个部分与充电端口34之间的连接(例如，连接118A和118B)的数量可基于部分的数量。作为另一个示例，少于全部的限定牵引电池24的部分可具有到充电端口34的连接(例如，连接118A和118B)，并且还可考虑与限定牵引电池24的部分的数量有关的到充电端口34的连接的数量的各种组合。在一个示例中，断开组间开关116并闭合组间接触器96和98，并且闭合充电接触器100以及正极主接触器92和负极主接触器94可使第一半组24A和第二半组24B能够并联且同时地充电。电池控制器50可被配置为：响应于接收到启动对牵引电池24进行充电的请求，向BEC 44发出命令以断开组间开关116。电池控制器50还可被配置为：向BEC 44发出一个或更多个命令，以闭合组间接触器96和98、闭合正极主接触器92和负极主接触器94并且闭合(诸如到牵引电池24的第一半组24A和第二半组24B)的充电接触器100，从而并联且同时地接收电荷。参照图6，示出了表示用于对车辆12的牵引电池24进行充电的示例性处理120的流程图。处理120可开始于框122处，在框122处，电池控制器50接收指示对牵引电池24进行充电的请求的通知。在一个示例中，电池控制器50可从车辆12的一个或更多个控制器(诸如，但不限于，系统控制器48、电力转换控制器32等)接收用于对牵引电池24进行充电的请求。在框124处，电池控制器50可执行对牵引电池24的隔离验证。在一个示例中，电池控制器50可向BEC 44发出命令，以将预定义的AC信号施加到牵引电池24的电压传感器的负极端子。电池控制器50可响应于AC信号衰减的量大于预定义阈值而确定牵引电池24的一个或更多个电池单元68具有隔离故障。电池控制器50可发送诊断消息并可响应于检测到隔离故障而退出处理120。电池控制器50可在框126处执行牵引电池24的电压测量和验证。在一个示例中，电池控制器50可从电池管理系统80、从一个或更多个电池单元传感器等接收指示电压或电流测量值的一个或更多个信号。电池控制器50可响应于检测到牵引电池24的一个或更多个电池单元68具有大于预定义阈值的电压水平而发送诊断消息。随后，电池控制器50可退出处理120。在框128处，电池控制器50可响应于在框126处检测到一个或更多个电池单元68的电压水平小于预定义阈值而发出命令以断开组间开关116。在一个示例中，电池控制器50可向BEC 44发出用于组间开关116的命令。在一些示例中，电池控制器50可基于来自EVSE 38的一个或更多个信号(例如，诸如经由电连接到充电端口34的EVSE连接器40的控制信号端子从EVSE 38接收到的信号)而发出用于断开或闭合组间开关116的命令。例如，电池控制器50可响应于来自EVSE 38的指示充电电流的大小可基于车辆12的需求而调节的信号而发出用于断开组间开关116的命令。响应于在框128处检测到组间开关116断开，电池控制器50可在框130处发出用于闭合负极主接触器94并闭合正极主接触器92的命令。在一个示例中，电池控制器50可向BEC44发出用于闭合负极主接触器94并闭合正极主接触器92的命令。响应于在框130处检测到负极主接触器94和正极主接触器92闭合，电池控制器50可在框132处发出用于闭合第一半组24A的组间接触器96并闭合第二半组24B的组间接触器98的命令。在一个示例中，电池控制器50可向BEC 44发出用于闭合第一半组24A的组间接触器96并闭合第二半组24B的组间接触器98的命令。响应于在框132处检测到第一半组24A的组间接触器96和第二半组24B的组间接触器98分别闭合，电池控制器50可在框134处开始并联且同时地对第一半组24A和第二半组24B进行充电。在一个示例中，电池控制器50可响应于检测到在一个或更多个接触器两端测量的电压小于预定义阈值而确定组间接触器96和98被闭合。电池控制器50可通过向BEC 44发出用于闭合充电接触器100的命令而开始对第一半组24A和第二半组24B进行充电。在另一示例中，电池控制器50可通过向电力转换控制器32和/或EVSE 38的控制器发出指示开始充电的请求的命令而开始对第一半组24A和第二半组24B进行充电。电池控制器50可在框136处确定对牵引电池24的第一半组24A和第二半组24B的充电是否已完成。在一个示例中，电池控制器50可响应于从电力转换控制器32和/或与EVSE38相关联的控制器接收到的预定义信号而确定对牵引电池24的第一半组24A和第二半组24B的充电是否已完成。在框138处，电池控制器50可响应于在框136处检测到对牵引电池24的第一半组24A和第二半组24B的充电未完成而继续进行充电。在预定义时间段之后，处理120可返回到框136，在框136处，电池控制器50确定对牵引电池24的第一半组24A和第二半组24B的充电是否已完成。在框140处，电池控制器50可响应于在框136处检测到对第一半组24A和第二半组24B的充电已完成而发出用于断开正极主接触器92并断开负极主接触器94的命令。在一个示例中，在发出用于断开正极主接触器92和负极主接触器94的命令之前，电池控制器50可发出用于断开充电接触器100的命令。电池控制器50可响应于从一个后更多个电池单元传感器接收到指示接触器92和94两端的电压高于预定义阈值而确定正极主接触器92和负极主接触器94已断开。在框142处，电池控制器50可响应于在框140处检测到正极主接触器92和负极主接触器94已断开(例如，接触器92和94两端的电压高于预定义阈值)而发出用于断开组间接触器96和98的命令。电池控制器50可响应于在框142处确定组间接触器96和98已断开而在框144处发出用于断开组间开关116的命令。此时，处理120可结束。在一个示例中，可响应于接收到充电请求通知或者响应于另一信号或请求而重复处理120。在此公开的处理、方法或算法可被传送到处理装置、控制器或计算机，或者由处理装置、控制器或计算机来实现，其中，所述处理装置、控制器或计算机可包括任何现有的可编程电子控制单元或专用电子控制单元。类似地，所述处理、方法或算法可以以多种形式被存储为可由控制器或计算机执行的数据和指令，所述多种形式包括但不限于：信息永久地存储在非可写存储介质(诸如，ROM装置)中以及信息可变地存储在可写存储介质(诸如，软盘、磁带、CD、RAM装置以及其它磁性介质和光学介质)中。所述处理、方法或算法也可被实现为软件可执行对象。可选地，可使用合适的硬件组件(诸如，专用集成电路(ASIC)、现场可编程门阵列(FPGA)、状态机、控制器或其它硬件组件或装置)或者硬件组件、软件组件和固件组件的组合来整体地或部分地实现所述处理、方法或算法。说明书中使用的词语为描述性词语而非限制性词语，并且应理解的是，在不脱离本公开的精神和范围的情况下可以做出各种改变。如前所述，可组合各个实施例的特征，以形成本发明的可能未被明确描述或示出的进一步的实施例。虽然各个实施例可能已被描述为提供优点或者在一个或更多个期望的特性方面优于其它实施例或现有技术的实施方式，但是本领域普通技术人员应该认识到的是，根据具体应用和实施方式，一个或更多个特征或特性可被折衷以实现期望的整体系统属性。这些属性可包括但不限于：成本、强度、耐用性、生命周期成本、可销售性、外观、封装、尺寸、可维护性、重量、可制造性、易组装性等。因此，被描述为在一个或更多个特性方面不如其它实施例或现有技术的实施方式合意的实施例并不在本公开的范围之外，并且可期望用于特定的应用。 | 本公开涉及用于对电池进行充电的系统和方法。一种用于车辆的系统包括：组间开关，被配置为：在闭合时连接牵引电池的多个部分，以在所述多个部分之间传输电荷；控制器，被配置为：响应于请求，操作所述组间开关，以使所述多个部分断开连接并且开始并联且同时地将电荷传输到所述多个部分中的每个。 | CN:201710952003.9A | https://patentimages.storage.googleapis.com/5f/82/7a/65f3c7f5a4e842/CN107953787B.pdf | CN:107953787:B | 迈克尔·麦奎林, 菲利普·迈克尔·古扎勒斯, 戈比昌德拉·苏尼拉 | Ford Global Technologies LLC | US:6346794, JP:2002271999:A, CN:1420591:A, CN:101149132:A, JP:2008278635:A, DE:102011116951:A1, CN:103427121:A, CN:102983607:A, CN:105471001:A, CN:105128678:A | Not available | 2023-08-22 | 1.一种用于车辆的系统，包括：, 组间开关，被配置为：在闭合时使牵引电池的多个部分串联连接，以将电荷传输到所述多个部分中的每个；, 控制器，被配置为：响应于启动充电请求并且提供给所述牵引电池的充电电流的大小能基于车辆的需求而增大，操作所述组间开关，以使所述多个部分断开串联连接并且开始并联且同时地将电荷传输到所述多个部分中的每个，向电动车辆供电设备发出命令，以响应于所述多个部分断开串联连接并且开始并联而增大所述充电电流的大小。, 2.一种用于车辆的方法，包括：, 响应于启动充电请求并且提供给牵引电池的充电电流的大小能基于车辆的需求而增大，通过控制器断开组间开关，以使牵引电池的半组断开串联连接并且开始并联且同时地将电荷传输到所述半组中的每个，其中，所述组间开关被配置为：在闭合时使所述半组串联连接，以将电荷传输到所述半组中的每个；以及, 向电动车辆供电设备发出命令，以响应于所述半组断开串联连接并且开始并联而增大所述充电电流的大小。, \n \n, 3.根据权利要求2所述的方法，其中，所述断开组间开关还响应于对不存在隔离损耗的确认。, 4.一种用于车辆的系统，包括：, 一对主接触器，被配置为：在闭合时将电荷传输到牵引电池，所述牵引电池包括多个部分，所述多个部分能够利用组间开关选择性地连接以在所述多个部分之间传输电荷，其中，所述组间开关在闭合时使所述多个部分串联连接以将电荷传输到所述多个部分中的每个；, 控制器，被配置为：响应于启动充电请求并且提供给所述牵引电池的充电电流的大小能基于车辆的需求而增大，操作所述组间开关，以使所述多个部分断开串联连接，并且开始并联且同时地经由所述主接触器对所述多个部分进行充电；向电动车辆供电设备发出命令，以响应于所述多个部分断开串联连接并且开始并联而增大所述充电电流的大小。, \n \n, 5.根据权利要求4所述的系统，其中，所述控制器还被配置为：在开始充电之前，闭合所述多个部分中的每个的相对应的组间接触器。, \n \n, 6.根据权利要求4所述的系统，其中，所述控制器还被配置为：在开始充电之前，闭合被配置为在充电器与牵引电池之间传输电荷的充电接触器。, 7.一种用于车辆的系统，包括：, 电路，被配置为：选择性地串联连接或并联连接牵引电池的多个部分；, 控制器，被配置为：请求来自充电站的充电电流以启动对所述牵引电池充电，并且响应于所述充电电流的大小能基于车辆的需求而增大，经由所述充电电流对并联连接的所述多个部分进行充电，向充电站发出命令，以响应于所述多个部分断开串联连接并且开始并联而增大所述充电电流的大小。, \n \n, 8.根据权利要求7所述的系统，其中，所述多个部分被布置为使得所述多个部分并联连接时的与所述充电电流相关联的牵引电池充电率大于所述多个部分串联连接时的与所述充电电流相关联的牵引电池充电率。, \n \n, 9.根据权利要求7所述的系统，其中，所述电路是被配置为在闭合时串联连接所述多个部分并在断开时并联连接所述多个部分的开关。, \n \n, 10.根据权利要求9所述的系统，其中，所述控制器还被配置为：基于来自充电站的数据，命令所述开关选择性地断开和闭合。 | CN | China | Active | B | True |
| 287 | Vehicle architectures, electrical systems, and control algorithms for arbitrating vehicle charging \n | US10457158B2 | The present disclosure relates generally to electrical systems for recharging motor vehicles. More specifically, aspects of this disclosure relate to electric vehicles with a rechargeable battery pack and both wired and wireless charging capabilities.\nCurrent production motor vehicles, such as the modern-day automobile, are originally equipped with a powertrain that operates to propel the vehicle and power the onboard vehicle electronics. A conventional automobile powertrain, for example, is generally comprised of a prime mover that delivers driving power through a multi-speed power transmission to the vehicle's final drive system (e.g., differential, axle, and road wheels). Automobiles have generally been powered by a reciprocating-piston type internal combustion engine (ICE) because of its ready availability and relatively inexpensive cost, light weight, and overall efficiency. Such engines include two and four-stroke compression-ignited (CI) diesel engines, four-stroke spark-ignited (SI) gasoline engines, six-stroke architectures, and rotary engines, as some non-limiting examples. Hybrid and full-electric vehicles, utilize alternative power sources, such as an electric motor-generator, to propel the vehicle and minimize/eliminate reliance on an engine for power and, thus, increase overall fuel economy.\nHybrid vehicles utilize various traction power sources, such as an ICE assembly operating in conjunction with a battery-powered or fuel-cell-powered electric motor, to propel the vehicle. A hybrid electric vehicle (HEV), for example, stores both electrical energy and chemical energy, and converts the same into mechanical power to propel the vehicle and power the vehicle's assorted systems. The HEV is generally equipped with one or more electric machines (E-machine), such as electric motor/generators, that operate individually or in concert with an internal combustion engine to propel the vehicle. Some HEV powertrains utilize a fuel cell stack to supply electric power for the electric traction motors. Since hybrid vehicles are designed to derive their power from sources other than the engine, engines in HEVs may be turned off, in whole or in part, while the vehicle is propelled by the alternative power source(s).\nA full electric vehicle (FEV)—colloquially known as “all-electric” vehicles—is an alternative type of electric-drive vehicle configuration that altogether eliminates the internal combustion engine and attendant peripheral components from the powertrain system, relying solely on electric tractive motors for vehicle propulsion. Battery electric vehicles (BEV), for example, utilize energy stored within a rechargeable, onboard battery pack, rather than a fuel tank, fuel cell, or fly-wheel, to power these electric motors. The electric vehicle employs an electrical power distribution system governed via a motor controller for transmitting electrical energy back-and-forth between the onboard battery pack and one or more electric motors. Plug-in electric vehicle (PEV) variations allow the battery pack to be recharged from an external source of electricity, such as a public power grid via a residential or commercial vehicle charging station.\nAs electric vehicles become more popular and more prevalent, infrastructure is being developed and deployed to make day-to-day use of such vehicles feasible and convenient. Electric vehicle supply equipment (EVSE) comes in many forms, including residential electric vehicle charging stations (EVCS) purchased and operated by a vehicle owner (e.g., installed in the owner's garage), publicly accessible EV charging stations deployed by public utilities or private retailers (e.g., at gas stations or public charging stations), and more sophisticated high-voltage, high-current charging stations used by automobile manufacturers, dealers, and service stations. Plug-in electric vehicles originally equipped with an onboard traction battery pack, for example, can be charged by physically connecting a charging cable of the EVCS to a complementary charging port of the vehicle. Wireless electrical charging systems have also been developed for charging and recharging electric vehicles without the need for charging cables and cable charging ports. Many such wireless charging systems utilize electromagnetic field (EMF) induction techniques to establish an electromagnetic coupling between a charging pad or platform external to the vehicle and a compatible receiver component onboard the vehicle. This receiver component is electrically connected to the rechargeable battery pack to transmit thereto current induced by the external charging pad/platform.\nDisclosed herein are control algorithms and system architectures for arbitrating wired and wireless vehicle charging, methods for making and methods for using such systems, and electric vehicles with both wired and wireless charging capabilities for recharging an onboard electrical storage unit. By way of example, and not limitation, there is presented a novel system architecture and control methodology for arbitrating charge performance for a combination inductive-conductive charging system for hybrid and full-electric vehicles. The control method differentiates between wired and wireless vehicle charging and concomitantly governs the charging event to ensure efficient and robust arbitration of the onboard diagnostics (OBD) of current charging performance. The vehicle's electrical system architecture includes a direct current (DC) coupled, parallel configured inductive/conductive charging system that provides wireless charging power directly to the DC bus utilizing a non-Controller Area Network (CAN) wireless charging interface. Disclosed architectures are designed such that the electric vehicle is configured to accept a wireless charging system with little or no changes to the vehicle's core architecture or software. A charge port door (CPD) sensor may be utilized in various charging modes—alone or in conjunction with proximity fault detection of an EVCS electrical connector—to arbitrate mixed onboard/offboard charging capability and still maintain OBD compliance.\nAttendant benefits for at least some of the disclosed concepts include vehicle control logic that enables both wired and wireless vehicle charging while maintaining robust electric charging system diagnostics for both types of charging with mixed charging power levels. Disclosed systems, methods and devices allow a wireless charging system to be coupled directly to the DC bus to help maintain high levels of charging efficiency and high levels of overall system robustness for a vehicle originally equipped with a wired charging system. Other attendant benefits may include mixed wireless charging system architectures that help to resolve charging interoperability issues. Disclosed electrified powertrain architectures also enable a motor vehicle to be retrofit with an aftermarket or OEM “after the fact” wireless charging system while ensuring timely and efficient charging and still maintaining multilevel charging system diagnostics for mixed power levels and mixed charging technologies.\nAspects of the present disclosure are directed to control logic and computer-executable algorithms for arbitrating wired and wireless charging of motor vehicles. Disclosed, for example, is a method for managing charging of an electrical storage unit of a motor vehicle, such as a rechargeable traction battery pack of a hybrid or full-electric vehicle at a vehicle charging station. The motor vehicle is equipped with a wireless charging interface, such as an inductive receiver pad, and wired charging interface, such as an electrical connector charge port, both of which are electrically coupled to the vehicle's electrical storage unit. This method includes, in any order and in any combination with any of the disclosed features and options: determining, via an onboard vehicle controller, if the wireless charging interface of the motor vehicle is available for wireless power transfer (e.g., is an inductive receiver pad present and, if so, is the pad operatively aligned with a wireless charging platform of the vehicle charging station); determining, via the onboard vehicle controller, whether or not the vehicle charging station has an electrical connector and/or is the electrical connector operatively mated with the motor vehicle's wired charging interface; responsive to the vehicle charging station having an electrical connector that is coupled to the vehicle's wired charging interface, initiating a wired (conductive) charge fixed power mode; and, responsive to the vehicle's wireless charging interface being available for power transfer, initiating a wireless (inductive) charge fixed power mode.\nFor at least some applications, determining if a charging station's electrical connector is coupled to the motor vehicle's wired charging interface includes determining whether a charge port door (CPD) of the motor vehicle is in an open state or a closed state. Optionally, determining if a charging station's electrical connector is coupled to the motor vehicle's wired charging interface includes detecting a proximity fault introduced by the electrical connector to the electrical circuit connecting the wired charging interface to the electrical storage unit. In at least some embodiments, initiating the wireless/inductive charge power mode is also responsive to a determination that a detected proximity voltage of the electrical connector is approximately equal to a first “connected with trigger pressed” calibrated voltage value. Comparatively, initiating the wired/conductive charge power mode may be further responsive to a determination that the detected proximity voltage of the electrical connector is approximately equal to a second “disconnected” calibrated voltage value or a third “connected with trigger not pressed” calibrated voltage value, both of which are different from the first calibrated voltage value. In response to a conductive charge power mode being initiated, the method may further configure the vehicle's charging controls and diagnostic parameters to preset conductive charging limits. By way of comparison, in response to an inductive charge power mode being initiated, the method may further configure the vehicle's charging controls and diagnostic parameters to preset inductive charging limits.\nOther aspects of the present disclosure are directed to electric vehicles equipped with a rechargeable electrical storage unit, wired and wireless charging capabilities, and control logic for arbitrating such electric recharging. A “motor vehicle,” as used herein, may include any relevant vehicle platform, such as passenger vehicles (internal combustion engine, hybrid electric, full electric, fuel cell, fuel cell hybrid, fully or partially autonomous, etc.), commercial vehicles, industrial vehicles, tracked vehicles, off-road and all-terrain vehicles (ATV), farm equipment, boats, airplanes, etc. In an example, a motor vehicle is presented that includes a vehicle body with road wheels, and a traction motor operable to drive one or more of the road wheels and thereby propel the vehicle. A traction battery pack is mounted to the vehicle body and electrically coupled to the traction motor. The vehicle also includes a charge port and a wireless charging receiver component, both of which are electrically coupled to the traction battery pack. The charge port electrically mates with an electrical connector of an electric vehicle charging station (EVCS), whereas the wireless charging receiver component operably couples with a wireless charging platform of the EVCS.\nThe motor vehicle also includes a vehicle controller that is attached to the vehicle body and communicatively connected to the vehicle's various charging components. This vehicle controller, which may comprise one or more subsystem control modules, is programmed to determine if the wireless charging receiver component is available for wireless power transfer, and determine if the charge port is electrically mated with the electrical connector of the EVCS. Responsive to a determination that the charge port is electrically mated with the electrical connector, the vehicle controller is programmed to initiate a conductive charge fixed power mode. On the other hand, in response to a determination that the charge port is not electrically mated with the electrical connector and/or a determination that the wireless charging receiver is available for power transfer, the vehicle controller is programmed to initiate an inductive charge fixed power mode.\nAdditional aspects of the present disclosure are directed to non-transitory, computer readable media storing instructions for execution by at least one of one or more processors of at least one of one or more in-vehicle electronic control units. In an example, these instructions are stored in resident memory and executable by an onboard vehicle controller of an electric vehicle. These instructions, when executed, cause the ECU(s) to perform various steps, including: determining if the wireless charging interface of the motor vehicle is available for wireless power transfer; determining whether or not the vehicle charging station has an electrical connector coupled to the wired charging interface of the motor vehicle; responsive to a determination that the vehicle charging station has an electrical connector coupled to the wired charging interface, initiating a conductive charge fixed power mode; and responsive to a determination that the wireless charging interface is available for power transfer, initiating an inductive charge fixed power mode. The computer readable media may further store any or all of the other operations disclosed herein above and below.\nThe above summary is not intended to represent every embodiment or every aspect of the present disclosure. Rather, the foregoing summary merely provides an exemplification of some of the novel aspects and features set forth herein. The above features and advantages, and other features and advantages of the present disclosure, will be readily apparent from the following detailed description of representative embodiments and representative modes for carrying out the present disclosure when taken in connection with the accompanying drawings and the appended claims. Moreover, this disclosure expressly includes any and all combinations and subcombinations of the elements and features presented above and below.\n FIG. 1 is a partially schematic, side-view illustration of a representative motor vehicle that is equipped with both wired and wireless charging capabilities and is operably coupled to a representative electric vehicle charging station in accordance with aspects of the present disclosure.\n FIG. 2 is a schematic diagram of a representative vehicle electric system architecture with inductive and conductive charging systems operable for charging a rechargeable energy storage unit in accord with aspects of the disclosed concepts.\n FIG. 3 is a flowchart for a representative wired and wireless vehicle charging protocol that may correspond to instructions executed by onboard control-logic circuitry, programmable electronic control unit, or other computer-based device of a motor vehicle in accord with aspects of the disclosed concepts.\nThe present disclosure is susceptible to various modifications and alternative forms, and some representative embodiments have been shown by way of example in the drawings and will be described in detail herein. It should be understood, however, that the novel aspects of this disclosure are not limited to the particular forms illustrated in the appended drawings. Rather, the disclosure is to cover all modifications, equivalents, combinations, subcombinations, permutations, groupings, and alternatives falling within the scope and spirit of the disclosure as defined by the appended claims.\nThis disclosure is susceptible of embodiment in many different forms. There are shown in the drawings and will herein be described in detail representative embodiments of the disclosure with the understanding that these representative embodiments are to be considered an exemplification of the principles of the disclosure and are not intended to limit the broad aspects of the disclosure to the embodiments illustrated. To that extent, elements and limitations that are disclosed, for example, in the Abstract, Summary, and Detailed Description sections, but not explicitly set forth in the claims, should not be incorporated into the claims, singly or collectively, by implication, inference or otherwise. For purposes of the present detailed description, unless specifically disclaimed: the singular includes the plural and vice versa; the words “and” and “or” shall be both conjunctive and disjunctive; the word “all” means “any and all”; the word “any” means “any and all”; and the words “including” and “comprising” and “having” mean “including without limitation.” Moreover, words of approximation, such as “about,” “almost,” “substantially,” “approximately,” and the like, may be used herein in the sense of “at, near, or nearly at,” or “within 3-5% of,” or “within acceptable manufacturing tolerances,” or any logical combination thereof, for example.\nAspects of the present disclosure are directed to electric-drive vehicles, including all-electric, hybrid electric, fuel cell, plug-in, etc., with a rechargeable electrical storage unit and a DC-coupled, parallel configured inductive/conductive charging system. These electric-drive vehicles are equipped with control logic for arbitrating vehicle charging, e.g., to achieve high fidelity charge performance with mixed onboard chargers. Utilization of a charge port door sensor, singly or in conjunction with proximity fault detection of an EVCS electrical connector, provides charge system status feedback for passive and active efficiency calculations. Doing so that helps to enable mixed power and efficiency charging modes to maintain OBD compliance, especially for aftermarket and OEM add-on wireless charging systems. Disclosed control logic helps to ensure lesser efficient charging systems, such as an onboard inductive (wireless) charging system, can maintain levels of robustness with those that are more efficient, such as an onboard conductive (plug-in) charging system. Disclosed architectures allow for robust differentiation in charge performance for mixed power levels without the need for the vehicle to identify the charge type.\nUtilization of a CPD sensor for arbitrating charge performance and for differentiating charge type helps to provide the vehicle's charging control system with user input to determine which charge type and which charge setting to use by the charging control system. In the same vein, utilization of an EVCS electrical connector switch for arbitrating charge performance and for differentiating charge type helps to provide the vehicle's charging control system with user input to enable inductive charging mode for a charge event. Incorporation of the connector switch and CPD sensor helps to provide both inductive and conductive charging modes while preventing tampering by a third party. For at least some configurations, the inductive charging subsystem utilizes a non-CAN high voltage direct current (HVDC) bus coupling interface, e.g., that is operable to emulate SAE-standardized electrical connector communication with added sensing for emulating an onboard charge module (OBCM). With this approach, the onboard vehicle charging system can provide active and passive charge performances for inductive charging that mimics conductive charging. Other attendant benefits may include active and passive efficiency calculations for inductive charging systems for onboard mixed charge power levels and variations in charging efficiencies due to a combo inductive and conductive vehicle charging system.\nReferring now to the drawings, wherein like reference numbers refer to like features throughout the several views, there is shown in FIG. 1 a schematic illustration of a representative automobile, which is designated generally at 10 and portrayed herein for purposes of discussion as a four-door, electric-drive (full or hybrid) vehicle. Packaged within a vehicle body 12 of the automobile 10, e.g., within a passenger compartment, a trunk compartment, or a dedicated battery compartment, is a traction battery pack 14 that is electrically coupled to and powers one or more electric motor-generators 16 that operate to turn one or more of the vehicle's road wheels 18 and thereby propel the vehicle 10. The illustrated automobile 10—also referred to herein as “motor vehicle” or “vehicle” for short—is merely an exemplary application with which many aspects and features of this disclosure may be practiced. In the same vein, implementation of the present concepts for the specific electric vehicle supply equipment (EVSE) architecture illustrated in FIG. 1 should also be appreciated as an exemplary application of the concepts and features disclosed herein. As such, it will be understood that aspects and features of this disclosure may be applied to other types of EVSE, and implemented for any logically relevant type of motor vehicle. Moreover, only select components of the vehicle and EVSE have been shown and will be described in additional detail herein. Nevertheless, the motor vehicles and EVSE architectures discussed below can include numerous additional and alternative features, and other well-known peripheral components, for example, for carrying out the various methods and functions of this disclosure. Lastly, the drawings presented herein are not to scale and are provided purely for instructional purposes. Thus, the specific and relative dimensions shown in the drawings are not to be construed as limiting.\n FIG. 1 is a simplified illustration of the electric-drive vehicle 10 docked at and operably coupled to a vehicle charging station 20 for recharging an onboard rechargeable energy source, such as a high-voltage direct current (DC) traction battery pack 14 with an array of lead-acid, lithium-ion, or other applicable type of rechargeable electric vehicle batteries (EVB). To provide this operable coupling, the vehicle 10 may include an inductive charging component 22, e.g., with an integrated induction coil, that is mounted to the vehicle body 12. This inductive charging component 22 functions as a wireless charging interface that is compatible with a wireless charging pad or platform 24, e.g., with an internal EMF coil, of the vehicle charging station 20. In the illustrated example, the wireless charging pad/platform 24 is located on the ground or floor of the vehicle charging station 20, and is positioned in accordance with a “target location” that serves as a desired parking location, e.g., for purposes of efficient and effective wireless charging of the vehicle 10. In particular, FIG. 1 depicts the vehicle 10 parked in a location that helps to ensure the inductive charging component 22 is substantially or completely aligned in both lateral and longitudinal dimensions with the wireless charging pad 24. Put another way, the vehicle 10 in FIG. 1 is considered to be in proper fore-aft alignment and in proper starboard-port alignment with a designated target location to complete an inductive charging event for the vehicle.\nThe vehicle charging station 20 may employ any heretofore and hereinafter developed type of wireless charging technology, including inductive charging, radio charging, and resonance charging, as some non-limiting examples. In accordance with electromagnetic induction charging technology, the representative wireless charging pad 24 of FIG. 1 can be activated with electric current to generate an alternating electromagnetic field proximate the inductive charging component 22. The generated magnetic field, in turn, induces an electric current in the inductive charging component 22 of the vehicle 10. This induced current is used to charge the traction battery pack 14 or other energy source (e.g., a standard 12V lead-acid starting, lighting, and ignition (SLI) battery, an auxiliary power module, etc.) of the vehicle 10. As mentioned previously, the optimal wireless charging performance may be obtained when the inductive charging component 22 is properly aligned with the wireless charging pad 24.\n Traction battery pack 14 stores energy that can be used for propulsion by the electric machine(s) 16 and for operating other vehicle electrical systems. The traction battery pack 14 is communicatively connected (wired or wirelessly) to one or more vehicle controllers, represented in FIG. 1 by electronic control unit (ECU) 26, that regulates the operation of various onboard vehicle components. Contactors controlled by the ECU 26, for example, may isolate the traction battery pack 14 from other components when opened, and connect the traction battery pack 14 to other components when closed. The ECU 26 is also communicatively connected to the electric motor-generator(s) 16 to control, for example, bi-directional transfer of energy between the traction battery pack 14 and each motor-generator 16. For instance, traction battery pack 14 may provide a DC voltage while the motor-generator(s) 16 may operate using a three-phase AC current; in such an instance, ECU 26 converts the DC voltage to a three-phase AC current for use by the motor-generator(s) 16. In a regenerative mode where the electric machine(s) 16 act as generators, the ECU 26 may convert three-phase AC current from the motor-generator(s) 16 to DC voltage compatible with the traction battery pack 14. The representative ECU 26 is also shown communicating with charging component 22, for example, to condition the power supplied from the vehicle charging station 20 to the battery pack 14 to help ensure proper voltage and current levels. The ECU 26 may also interface with the charging station 20, for example, to coordinate the delivery of power to the vehicle 10.\n Vehicle charging station 20 of FIG. 1 also offers wired charging for electric vehicle 10 via a “plug-in” electrical connector 32, which may be one of a number of different commercially available electrical connector types. By way of non-limiting example, electrical connector 32 may be a Society of Automotive Engineers (SAE) J1772 (Type 1) or J1772-2009 (Type 2) electrical connector with single or split phase modes operating at 120 to 240 volts (V) with alternating current (AC) at up to 80 amperes (A) peak current for conductive vehicle charging. Furthermore, the charging connector 32 can also be designed to meet the standards set forth in International Electrotechnical Commission (IEC) 62196-3 Fdis and/or IEC 62196-2, as well as any other presently available or hereinafter developed standards. A charge port 34 accessible on the exterior of vehicle body 12 is a wired charging interface functioning as an electrical inlet into which electrical connector 32 can be plugged or otherwise mated. This port 34 enables a user to easily connect and disconnect electric vehicle 10 to/from a readily available AC or DC source, such as a public utility power grid via charging station 20. Charge port 34 of FIG. 1 is not limited to any particular design, and may be any type of inlet, port, connection, socket, plug, etc., that enables conductive or other types of electrical connections. A hinged charge port door (CPD) 36 on vehicle body 12 can be selectively opened and closed to access and cover the charge port 34, respectively.\nAs part of the vehicle charging process, the electric-drive vehicle 10 may monitor wired/wireless charging availability, wireless power quality, and other related issues that may affect vehicle charging. According to the illustrated example, the vehicle ECU 26 of FIG. 1 communicates with and receives sensor signals from a monitoring system, which may comprise one or more onboard “resident” sensing devices 28 of the vehicle 10 and/or one or more off-board “remote” sensing devices 30 of the vehicle charging station 20. In practice, this monitoring system may include a single sensor, or it may include a distributed sensor architecture with an assortment of sensors packaged at similar or alternative locations to that shown in the drawings. The illustrated onboard and off- board sensing devices 28, 30 are operable, independently or through cooperative operation, to detect the intrusion of living obstructions, non-living foreign objects, vandals, thieves, etc., that may intrude during or impact a charging event. A CPD sensor 38 mounted by the charge port 34 may sense, and be polled or read by the vehicle's ECU 26 to determine, a door status—opened or closed—of the CPD 36. As another option, a latching button 40 that helps to physically attach and secure the electrical connector 32 to the charge port 34 may include an internal switch (e.g., an SAE S3 type switch) that functions as a sensing device to detect whether or not the electrical connector 32 is operatively connected to the charge port 34. There are numerous other types of sensing devices that can also be used, including, for example, thermal sensing devices, such as passive thermal infrared sensors, optical sensing devices, such as light- and laser-based sensors, acoustic sensing devices, such as surface acoustic wave (SAW) and ultrasonic sensors, capacitive sensing devices, such as capacitive-based proximity sensors, etc.\n FIG. 2 is a more detailed diagrammatic illustration of the architecture of a representative electrical system 100 of a motor vehicle, such as electric vehicle 10 of FIG. 1, which is equipped with both an inductive and a conductive charging subsystem 102 and 104, respectively. According to the illustrated example, the conductive charging subsystem 104 includes an onboard charging module (OBCM) 106 that functions, in part, to regulate and monitor a wired charging event, and communicate such information to other networked vehicle controllers. The OBCM 106 may also function as an AC-DC converter to convert an AC charging voltage from an off-board AC power supply 120, such as vehicle charging station 20 or other available EVSE, into a DC voltage suitable for use by a DC battery pack (e.g., traction battery pack 14 of FIG. 1) or other rechargeable energy storage subsystem (RESS) 108. The OBCM 106 is electrically interposed between a charge coupler (e.g., electrical connector 32) of the AC power supply 120 and the RESS 108. For at least some system applications, the OBCM 106 includes internal solid-state electronic components that work in concert to convert a voltage output from the AC power supply 120 into a DC voltage input. Although omitted for illustrative simplicity, such internal structure may include one or more microprocessors, input and output waveform filters, passive diode bridges, semiconductor switches, such as MOSFETs or IGBTs, a link capacitor, and a transformer, as non-limiting examples.\nWith continuing reference to FIG. 2, the inductive charging subsystem 102 includes a wireless charging module (WCM) 110 for regulating a wireless charging event of the motor vehicle. As with the conductive charging system's OBCM 106, the inductive charging system's WCM 110 is DC-coupled to the RESS 108 and an auxiliary power module (APM) 114 via an HVDC bus 112. The wireless charging module 110, which is shown connected in electrical parallel with the OBCM 106, includes an inductive control module (ICM) 111, which may be embodied as a printed circuit board (PCB) assembly that includes sensing and communication hardware and software necessary for interfacing with a vehicle controller (e.g., ECU 26 of FIG. 1) and the off-board power supply 120. The ICM 111 may include a radio frequency (RF) transceiver or other wireless communication interface, and may be configured to utilize existing vehicle wireless communications, telematics, etc., to provide intended functionality. The ICM 111 selectively receives a proximity signal (arrow PRX in FIG. 2) and control pilot signal (arrow PLT in FIG. 2), with the pilot and proximity signals being both an input and output for the ICM 111 and the proximity signal being an input for sensing the occurrence of a plug-in event, as described below.\nComparable to the inductive charging component 22 of vehicle 10 described above with respect to FIG. 1, the inductive charging subsystem 102 of FIG. 2 includes an inductive receiver coil 122 that functions as a wireless charging interface to electromagnetically couple with a primary induction coil 124 of off-board power supply 120. Power from the off-board power supply 120, typically transmitted at 230 V/50 | Disclosed are control algorithms and system architectures for arbitrating vehicle charging, e.g., for electric vehicles with rechargeable battery packs, wired and wireless charging capabilities, and control logic for governing such charging. A method is disclosed for managing charging of electrical storage units of motor vehicles at vehicle charging stations. The method includes determining if a wireless charging interface of the motor vehicle is available for wireless power transfer, and determining whether or not the vehicle charging station has an electrical connector coupled to a wired charging interface of the motor vehicle. Responsive to the charging station having an electrical connector coupled to the wired charging interface, the method initiates a wired (conductive) charge power mode. Conversely, if the wireless charging interface is available for power transfer and an electrical connector is not coupled to the wired charging interface, the method responsively initiates a wireless (inductive) charge power mode. | US:15/619,749 | https://patentimages.storage.googleapis.com/b8/c3/67/1cd1ec67396ae1/US10457158.pdf | US:10457158 | Andrew J. Namou, Brandon R. Jones, Douglas S. Cesiel | GM Global Technology Operations LLC | US:20080265835:A1, US:20100198754:A1, US:20120153717:A1, US:20120181953:A1, US:20120235636:A1, US:20130027048:A1, US:20130038279:A1, US:20120091959:A1, US:20160285296:A1, US:20140197776:A1, US:20140211345:A1, US:20150137755:A1, US:20160052450:A1, US:20160268833:A1, US:20180105053:A1 | Not available | 2019-10-29 | 1. A method for managing charging of an electrical storage unit of a motor vehicle at a vehicle charging station, the motor vehicle having wireless and wired charging interfaces both electrically connected to the electrical storage unit, the method comprising:\ndetermining, via a vehicle controller, if the wireless charging interface of the motor vehicle is available for wireless power transfer, including determining if the wireless charging interface is present, malfunctioning, and/or operatively aligned for wireless power transfer;\ndetermining, via the vehicle controller, whether or not the vehicle charging station has an electrical connector and/or the electrical connector is coupled to the wired charging interface of the motor vehicle, the electrical connector including a button configured to physically secure the electrical connector to the wired charging interface;\nresponsive to the electrical connector being coupled to the wired charging interface, determining a duration of time during which the button is depressed;\nresponsive to a determination that the vehicle charging station has the electrical connector and/or the electrical connector is coupled to the wired charging interface, initiating a wired charge power mode; and\nresponsive to a determination that the wireless charging interface is available for power transfer and a determination that the duration of time the button is depressed is greater than a calibrated time period, initiating a wireless charge power mode.\n, determining, via a vehicle controller, if the wireless charging interface of the motor vehicle is available for wireless power transfer, including determining if the wireless charging interface is present, malfunctioning, and/or operatively aligned for wireless power transfer;, determining, via the vehicle controller, whether or not the vehicle charging station has an electrical connector and/or the electrical connector is coupled to the wired charging interface of the motor vehicle, the electrical connector including a button configured to physically secure the electrical connector to the wired charging interface;, responsive to the electrical connector being coupled to the wired charging interface, determining a duration of time during which the button is depressed;, responsive to a determination that the vehicle charging station has the electrical connector and/or the electrical connector is coupled to the wired charging interface, initiating a wired charge power mode; and, responsive to a determination that the wireless charging interface is available for power transfer and a determination that the duration of time the button is depressed is greater than a calibrated time period, initiating a wireless charge power mode., 2. The method of claim 1, wherein determining whether or not the electrical connector is coupled to the wired charging interface includes determining whether a charge port door (CPD) of the motor vehicle is in an open state or a closed state., 3. The method of claim 2, wherein the CPD includes a CPD sensor operable to transmit to the vehicle controller a signal indicative of the CPD being in the open state or the closed state., 4. The method of claim 1, wherein determining whether or not the electrical connector is coupled to the wired charging interface includes detecting a temporary fault introduced by the electrical connector to an electrical circuit connecting the wired charging interface to the electrical storage unit., 5. The method of claim 4, wherein depressing and releasing the button of the electrical connector activates an electrical switch that triggers the temporary fault., 6. The method of claim 1, further comprising:\ndetecting a voltage of the electrical connector,\nwherein initiating the wireless charge power mode is further responsive to a determination that the detected voltage of the electrical connector is approximately equal to a first calibrated voltage value.\n, detecting a voltage of the electrical connector,, wherein initiating the wireless charge power mode is further responsive to a determination that the detected voltage of the electrical connector is approximately equal to a first calibrated voltage value., 7. The method of claim 6, wherein initiating the wired charge power mode is further responsive to a determination that the detected voltage of the electrical connector is approximately equal to a second calibrated voltage value different from the first calibrated voltage value., 8. The method of claim 1, further comprising, responsive to initiating the wired charge power mode, configuring vehicle charging controls and diagnostic parameters to conductive charging limits., 9. The method of claim 1, further comprising, responsive to initiating the wireless charge power mode, configuring vehicle charging controls and diagnostic parameters to inductive charging limits., 10. The method of claim 1, wherein the vehicle charging station includes a wireless charging platform, wherein determining if the wireless charging interface is operatively aligned and thereby available for wireless power transfer includes determining a location of the wireless charging interface relative to the charging platform, and wherein initiating the wireless charge power mode is further responsive to a determination that the location of the wireless charging interface is aligned with the charging platform to perform wireless power transfer., 11. The method of claim 1, wherein the wireless and wired charging interfaces are electrically connected in parallel to the electrical storage unit, and wherein the wired charging interface is communicatively coupled to the vehicle controller via a Controller Area Network (CAN) interface, and the wireless charging interface is communicatively coupled to the vehicle controller via a non-CAN high voltage direct current (HVDC) interface., 12. The method of claim 1, wherein initiating the wireless charge power mode is further responsive to a determination that the vehicle charging station does not have the electrical connector and/or a determination that the vehicle charging station has the electrical connector and the electrical connector is not coupled to the wired charging interface., 13. An electric-drive vehicle comprising:\na vehicle body;\na plurality of road wheels attached to the vehicle body;\na traction motor attached to the vehicle body and operable to drive at least one of the road wheels and thereby propel the electric-drive vehicle;\na traction battery pack attached to the vehicle body and electrically coupled to the traction motor;\na charge port electrically coupled to the traction battery pack and configured to electrically mate with an electrical connector of an electric vehicle charging station (EVCS);\na wireless charging receiver component electrically coupled to the traction battery pack and configured to operably couple with a wireless charging platform of the EVCS; and\na vehicle controller attached to the vehicle body and programmed to:\ndetermine if the wireless charging receiver component is available, including determining if the wireless charging receiver component is present, malfunctioning, and/or operatively aligned for wireless power transfer;\ndetermine if the charge port is electrically mated with the electrical connector of the EVCS, the electrical connector including a button configured to physically secure the electrical connector to the charge port;\nresponsive to the electrical connector being mated with the charge port, determine a duration of time during which the button is depressed;\nresponsive to a determination that the charge port is electrically mated with the electrical connector, initiate a conductive charge fixed power mode; and\nresponsive to a determination that that the wireless charging receiver component is available for power transfer and a determination that the duration of time the button is depressed is greater than a calibrated time period, initiate an inductive charge fixed power mode.\n\n, a vehicle body;, a plurality of road wheels attached to the vehicle body;, a traction motor attached to the vehicle body and operable to drive at least one of the road wheels and thereby propel the electric-drive vehicle;, a traction battery pack attached to the vehicle body and electrically coupled to the traction motor;, a charge port electrically coupled to the traction battery pack and configured to electrically mate with an electrical connector of an electric vehicle charging station (EVCS);, a wireless charging receiver component electrically coupled to the traction battery pack and configured to operably couple with a wireless charging platform of the EVCS; and, a vehicle controller attached to the vehicle body and programmed to:\ndetermine if the wireless charging receiver component is available, including determining if the wireless charging receiver component is present, malfunctioning, and/or operatively aligned for wireless power transfer;\ndetermine if the charge port is electrically mated with the electrical connector of the EVCS, the electrical connector including a button configured to physically secure the electrical connector to the charge port;\nresponsive to the electrical connector being mated with the charge port, determine a duration of time during which the button is depressed;\nresponsive to a determination that the charge port is electrically mated with the electrical connector, initiate a conductive charge fixed power mode; and\nresponsive to a determination that that the wireless charging receiver component is available for power transfer and a determination that the duration of time the button is depressed is greater than a calibrated time period, initiate an inductive charge fixed power mode.\n, determine if the wireless charging receiver component is available, including determining if the wireless charging receiver component is present, malfunctioning, and/or operatively aligned for wireless power transfer;, determine if the charge port is electrically mated with the electrical connector of the EVCS, the electrical connector including a button configured to physically secure the electrical connector to the charge port;, responsive to the electrical connector being mated with the charge port, determine a duration of time during which the button is depressed;, responsive to a determination that the charge port is electrically mated with the electrical connector, initiate a conductive charge fixed power mode; and, responsive to a determination that that the wireless charging receiver component is available for power transfer and a determination that the duration of time the button is depressed is greater than a calibrated time period, initiate an inductive charge fixed power mode., 14. A non-transitory, computer readable medium storing instructions for execution by an onboard vehicle controller of a motor vehicle with an electrical storage unit, the motor vehicle having wireless and wired charging interfaces both electrically connected to the electrical storage unit and both configured to operably couple with a vehicle charging station, the instructions causing the vehicle controller to perform steps comprising:\ndetermining if the wireless charging interface of the motor vehicle is available for wireless power transfer, including determining if the wireless charging interface is present, malfunctioning, and/or operatively aligned for wireless power transfer;\ndetermining whether or not the vehicle charging station has an electrical connector and/or the electrical connector is coupled to the wired charging interface of the motor vehicle, the electrical connector including a button configured to physically secure the electrical connector to the wired charging interface;\nresponsive to the electrical connector being coupled to the wired charging interface, determining a duration of time during which the button is depressed;\nresponsive to a determination that the vehicle charging station has the electrical connected and/or the electrical connector is coupled to the wired charging interface, initiating a wired charge power mode; and\nresponsive to a determination that the wireless charging interface is available for power transfer and a determination that the duration of time the button is depressed is greater than a calibrated time period, initiating a wireless charge power mode.\n, determining if the wireless charging interface of the motor vehicle is available for wireless power transfer, including determining if the wireless charging interface is present, malfunctioning, and/or operatively aligned for wireless power transfer;, determining whether or not the vehicle charging station has an electrical connector and/or the electrical connector is coupled to the wired charging interface of the motor vehicle, the electrical connector including a button configured to physically secure the electrical connector to the wired charging interface;, responsive to the electrical connector being coupled to the wired charging interface, determining a duration of time during which the button is depressed;, responsive to a determination that the vehicle charging station has the electrical connected and/or the electrical connector is coupled to the wired charging interface, initiating a wired charge power mode; and, responsive to a determination that the wireless charging interface is available for power transfer and a determination that the duration of time the button is depressed is greater than a calibrated time period, initiating a wireless charge power mode., 15. The non-transitory, computer readable medium of claim 14, wherein determining whether or not the electrical connector is coupled to the wired charging interface includes determining whether a charge port door (CPD) of the motor vehicle is in an open state or a closed state., 16. The non-transitory, computer readable medium of claim 14, wherein determining whether or not the electrical connector is coupled to the wired charging interface includes detecting a temporary fault introduced by the electrical connector to an electrical circuit connecting the wired charging interface to the electrical storage unit., 17. The non-transitory, computer readable medium of claim 14, further comprising instructions causing the vehicle controller to detect a voltage of the electrical connector, wherein initiating the wireless charge power mode is further responsive to a determination that the detected voltage of the electrical connector is approximately equal to a first calibrated voltage value., 18. The non-transitory, computer readable medium of claim 14, further comprising instructions causing the vehicle controller to, responsive to initiating a wired charge power mode, configure vehicle charging controls and diagnostic parameters to conductive charging limits., 19. The non-transitory, computer readable medium of claim 14, further comprising instructions causing the vehicle controller to, responsive to initiating a wireless charge power mode, configure vehicle charging controls and diagnostic parameters to inductive charging limits., 20. The non-transitory, computer readable medium of claim 14, wherein the vehicle charging station includes a wireless charging platform, and wherein the wireless charging interface is operatively aligned and thereby available for power transfer upon determining a location of the wireless charging interface is aligned with the charging platform. | US | United States | Active | B | True |
| 288 | 电动车辆 \n | CN111152657A | 技术领域本发明涉及电动车辆，详细而言，涉及通过来自车外的直流充电站的电力对车载的蓄电装置进行充电的电动车辆。背景技术以往，作为这种电动车辆，提出了在使用了来自车外的直流充电站的电力的蓄电装置的充电结束之后，进行充电用继电器的熔敷诊断(例如，参照日本特开2016-073110)。在该车辆中，在充电结束之后将站侧连接器从接入口移除，在覆盖接入口的盖关闭之后进行充电用继电器的熔敷诊断。发明内容发明所要解决的课题然而，在覆盖接入口的盖关闭之后进行充电用继电器的熔敷诊断的情况下，无法适用于未设置接入口的盖的车辆。另外，在虽然在接入口处设置有盖但无法检测盖关闭时，也无法进行充电用继电器的熔敷诊断。在无法进行充电用继电器的熔敷诊断的情况下，虽然也有以使站侧连接器连接于接入口的方式进行提醒，并确认站侧连接器正连接于接入口而进行充电用继电器的熔敷诊断的方案，但是在充电用继电器两极熔敷时，在站侧连接器连接于接入口时，存在大电流流过而损坏设备的风险。本发明的电动车辆的主要目的在于，在充电中车外的直流充电站的站侧连接部与车辆侧连接部的连接解除时，更可靠地进行充电用继电器的两极熔敷诊断。用于解决课题的技术方案为了达成上述主要目的，本发明的电动车辆采取以下手段。本发明的电动车辆具备：电动机，输出行驶用的动力；驱动电路，对所述电动机进行驱动；蓄电装置；系统主继电器，安装于将所述蓄电装置与所述驱动电路连接的动力用电力线上；电容器，安装于所述动力用电力线的所述系统主继电器和所述驱动电路之间；车辆侧连接部，与车外的直流充电站的站侧连接部连接；充电用继电器，安装于将所述动力用电力线的所述系统主继电器和所述驱动电路之间与所述车辆侧连接部连接的充电用电力线上；和控制装置，对所述系统主继电器及所述充电用继电器进行控制，所述电动车辆的特征在于，在利用来自所述直流充电站的电力对所述蓄电装置进行充电的过程中所述车辆侧连接部与所述站侧连接部的连接解除时，所述控制装置使所述充电用继电器关断并使所述系统主继电器关断，在该状态下对所述充电用继电器的两极熔敷异常进行诊断，将所述电容器放电。在本发明的电动车辆中，在通过来自直流充电站的电力对蓄电装置进行充电的过程中车辆侧连接部与站侧连接部的连接解除时，使充电用继电器关断并使系统主继电器关断。并且，在该状态下对充电用继电器的两极熔敷异常进行诊断，并将电容器放电。即，使用电容器的电压来进行充电用继电器的两极熔敷异常的诊断。由此，即使在充电中未预期地解除车辆侧连接部与站侧连接部的连接时，或者在充电中故意地解除车辆侧连接部与站侧连接部的连接时，也能够更可靠地对充电用继电器的两极熔敷异常进行诊断。在这样的本发明的电动车辆中，也可以是，所述控制装置使用所述充电用电力线的所述充电用继电器和所述车辆侧连接部之间的电压对所述充电用继电器的两极熔敷异常进行诊断。例如，也可以是在充电用电力线的充电用继电器和车辆侧连接部之间的电压为阈值以上时，诊断为在充电用继电器发生两极熔敷异常，在充电用电力线的充电用继电器和车辆侧连接部之间的电压小于阈值时，诊断为充电用继电器未发生两极熔敷异常。在该情况下，作为阈值，使用低于充电时的电容器的电压且高于0的电压即可。附图说明接下来参照附图本对发明的示例性实施例的技术特征、优点及技术和工业意义进行说明，其中相同标号表示相同元件。图1是示出作为本发明的一个实施例的电动汽车20的结构的概略的结构图。图2是示出由电子控制单元70执行的充电结束处理的一例的流程图。具体实施方式接下来，使用实施例对用于实施本发明的方式进行说明。图1是示出作为本发明的一个实施例的电动汽车20的结构的概略的结构图。如图所示，实施例的电动汽车20具备：电动机32、变换器34、蓄电池36、升压转换器40、高电压侧电力线42、低电压侧电力线44、系统主继电器38、充电用电力线50、车辆侧接入口54和电子控制单元70。电动机32构成为同步发电电动机，具备埋入了永磁体的转子和缠绕了三相线圈的定子。该电动机32的转子与经由差动齿轮24而连结于驱动轮22a、22b的驱动轴26连接。变换器34连接于电动机32并且连接于高电压侧电力线42。该变换器34构成为具有六个三极管和六个二极管的周知的变换器电路。蓄电池36构成为例如锂离子二次电池、镍氢二次电池，连接于低电压侧电力线44。升压转换器40与高电压侧电力线42和低电压侧电力线44连接，构成为具有两个三极管、两个二极管及电抗器的周知的升降压变换器电路。在高电压侧电力线42的正极母线和负极母线上连接有高电压侧电容器46，在低电压侧电力线44的正极母线和负极母线上安装有低电压侧电容器48。在低电压侧电力线44上安装有系统主继电器38。该系统主继电器38具有设置于低电压侧电力线44的正极母线的正极侧继电器SMRB、设置于低电压侧电力线44的负极母线的负极侧继电器SMRG及以绕过负极侧继电器SMRG的方式将预充电用电阻R和预充电用继电器SMRP串联连接的预充电电路。充电用电力线50的一端连接于低电压侧电力线44的比系统主继电器38靠升压转换器40侧(电动机32侧)，另一端连接于车辆侧接入口54。在充电用电力线50上安装有充电用继电器52。充电用继电器52具有设置于充电用电力线50的正极侧线的正极侧继电器DCRB和设置于充电用电力线50的负极侧线的负极侧继电器DCRG。充电用电力线50通过在车辆侧接入口54连接外部直流电源装置120的外部侧连接器154而连接于外部直流电源装置120的外部侧充电用电力线150。虽未图示，但外部直流电源装置120连接于外部的商用电源，将来自商用电源的电力变换为直流电力而从外部侧充电用电力线150进行供给。在车辆侧接入口54连接有连接线58和通信线60，在车辆侧接入口54连接了外部侧连接器154时，连接线58经由外部侧连接器154而连接于外部直流电源装置120的外部侧连接线158，通信线60经由外部侧连接器154而与连接于外部直流电源装置120的外部侧通信线160连接。电子控制单元70构成为以CPU72为中心的微处理器，除了CPU72之外还具备存储处理程序的ROM74、暂时地存储数据的RAM76、未图示的闪存、未图示的输入输出端口、未图示的通信端口等。在电子控制单元70经由输入端口而输入有来自各种传感器的信号。作为输入电子控制单元70的信号，例如可以举出来自检测电动机32的转子的旋转位置的旋转位置检测传感器(例如旋转变压器)32a的旋转位置θm、来自安装于蓄电池36的端子间的电压传感器36a的电压VB、来自安装于蓄电池36的输出端子的电流传感器36b的电流IB。另外，还能举出来自安装于高电压侧电容器46的端子间的电压传感器46a的高电压侧电容器46(高电压侧电力线42)的电压VH、来自安装于低电压侧电容器48的端子间的电压传感器48a的低电压侧电容器48(低电压侧电力线44)的电压VL。来自安装于充电用电力线50的电压传感器50a的充电电压Vchg也被输入。另外，在电子控制单元70的输入端口连接有与车辆侧接入口54连接的连接线58、来自安装于车辆侧接入口54的盖传感器56的盖信号线62。此外，由于电子控制单元70也作为车辆的驱动控制装置发挥功能，因此也被输入在行驶控制中所需要的信息。作为这些信息，可以举出例如，来自点火开关的点火信号、来自检测换挡杆的操作位置的换挡位置传感器的换挡位置、来自检测加速踏板的踏入量的加速踏板位置传感器的油门开度、来自检测制动踏板的踏入量的制动踏板位置传感器的制动踏板位置、来自车速传感器的车速等(未图示)。从电子控制单元70经由输出端口输出各种控制信号。作为从电子控制单元70输出的信号，可以举出例如向变换器34的三极管的开关控制信号、向升压转换器40的三极管的开关控制信号、向系统主继电器38的驱动控制信号、向充电用继电器52的驱动控制信号、向配置于驾驶座位前方的仪表盘的显示器78的显示信号等。电子控制单元70通过向外部侧通信线160连接与通信端口连接的通信线60，从而与外部侧直流电源装置120进行通信。接下来，对这样构成的实施例的电动汽车20的动作，特别是在对蓄电池进行使用了来自外部直流电源装置120的电力的充电过程中外部侧连接器154与车辆侧接入口54的连接解除时的动作进行说明。图2是示出由电子控制单元70执行的充电结束处理的一例的流程图。该例程在使用了来自外部直流电源装置120的电力的充电开始时被执行。当执行充电结束处理时，电子控制单元70首先判定充电是否结束(步骤S100)。在此，步骤S100的充电结束的判定为如下判定：是否是由于蓄电池36达到充满电而正常进行的充电结束。在判定为充电未正常结束时，判定在车辆侧接入口54是否连接有外部侧连接器154(步骤S120)。该判定能够通过连接于车辆侧接入口54的连接线58是否与连接于外部侧连接器154的外部侧连接线158连接来进行。在判定为在车辆侧接入口54连接有外部侧连接器154时返回步骤S100的充电是否正常地结束的判定。因此，直到充电正常地结束为止，在车辆侧接入口54连接外部侧连接器154时，反复执行步骤S100、S120的处理。在步骤S100判定为充电正常地结束时，执行正常结束的程序(步骤S110)，结束本处理。作为正常结束的程序，可以举出例如，在接通系统主继电器38的状态下，接通和关断充电用继电器52的正极侧继电器DCRB、负极侧继电器DCRG来进行正极侧继电器DCRB、负极侧继电器DCRG的熔敷异常的诊断，存储诊断结果，并关断充电用继电器52及系统主继电器38等。在充电正常地结束之前车辆侧接入口54与外部侧连接器154的连接解除时，在步骤S120做出否定判定，并执行步骤S130～S160的结束程序来结束处理。作为在充电正常地结束之前车辆侧接入口54与外部侧连接器154的连接解除时，可以举出外部侧连接器154未预期地从车辆侧接入口54移除的情况、通过将外部侧连接器154从车辆侧接入口54移除来强制地结束充电的情况等。在步骤S120中进行了否定判定时的结束程序中，首先，直接关断充电用继电器52和系统主继电器38(步骤S130)，来抑制向车辆侧接入口54供给蓄电池36侧的电力。接下来，进行充电用继电器52的两极熔敷异常的诊断(步骤S140)。充电用继电器52的两极熔敷异常的诊断可以通过检查来自电压传感器50a的充电电压Vchg来进行。由于低电压侧电容器48未被放电，因此在产生在充电用继电器52的正极侧继电器DCRB和负极侧继电器DCRG双方发生熔敷的两极熔敷异常时，充电电压Vchg变为低电压侧电容器48的电压VL或该电压值附近的值，在未发生两极熔敷异常时变为值0或值0附近的值。因此，能够在来自电压传感器50a的充电电压Vchg大于预先设定为低于低电压侧电容器48的电压VL的值的阈值时，诊断为发生两极熔敷异常，在充电电压Vchg小于阈值时，诊断为未发生两极熔敷异常。在结束这样的充电用继电器52的两极熔敷异常的诊断后，存储充电用继电器52的两极熔敷异常的诊断结果(步骤S150)，将低电压侧电容器48放电(步骤S160)，结束程序。将低电压侧电容器48放电能够通过例如驱动升压转换器40的开关元件消耗电能来进行。通过执行这样的程序，即使在充电未正常地结束时，也能够进行充电用继电器52的两极熔敷异常的诊断。在实施例的电动汽车20中，在外部侧连接器154未预期地从车辆侧接入口54移除的情况下、或者在通过将外部侧连接器154从车辆侧接入口54移除来强制地结束充电的情况下，执行以下结束程序：使充电用继电器52和系统主继电器38关断，使用低电压侧电容器48的电压VL来进行充电用继电器52的两极熔敷异常的诊断，在诊断之后将低电压侧电容器48放电。由此，即使在充电未正常地结束时，也能够进行充电用继电器52的两极熔敷异常的诊断。其结果，在充电中外部直流电源装置120的外部侧连接器154与车辆侧接入口54的连接解除时，能够更精确地进行充电用继电器52的两极熔敷异常的诊断。当然，在充电正常地结束时，进行充电用继电器52的各极的熔敷异常的诊断。在实施例的电动汽车20中，作为蓄电装置而使用了蓄电池36，但只要是能够蓄电的设备即可，也可以使用电容器等。在实施例的电动汽车20中，虽然具备升压转换器40，但也可以不具备升压转换器40。在实施例中，虽然是具备电动机32的电动汽车20的方案。但是，也可以除了电动机32之外还具备发动机的混合动力汽车的方案，也可以是搭载燃料电池的汽车的方案。对实施例的主要的要素与在用于解决课题的技术方案一栏中记载的发明的主要的要素之间的对应关系进行说明。在实施例中，电动机32相当于“电动机”，升压转换器40、变换器34相当于“驱动电路”，蓄电池36相当于“蓄电装置”，系统主继电器38相当于“系统主继电器”，车辆侧接入口54相当于“车辆侧连接部”，充电用继电器52相当于“充电用继电器”，电子控制单元70相当于“控制装置”。此外，实施例的主要要素与在“用于解决课题的技术方案”一栏中记载的发明的主要要素的对应关系是具体地说明实施例用于实施在“用于解决课题的技术方案”一栏中记载的发明的一个例子，因此不限定在“用于解决课题的技术方案”一栏中记载的发明的要素。即，对在“用于解决课题的技术方案”一栏中记载的发明的解释应该基于该栏中的记载进行，而实施例不过是“用于解决课题的技术方案”一栏中记载的发明的具体的一例。以上，使用实施例对用于实施本发明的方式进行了说明，但本发明不受这样的实施例的任何限定，在不脱离本发明的主旨的范围内，当然可以以多种方式进行实施。产业上的可利用性本发明能够利用于电动车辆的制造产业等。 | 本发明提供一种电动车辆，具备：系统主继电器，安装于将蓄电装置与驱动电路连接的动力用电力线上；电容器，安装于动力用电力线的系统主继电器和驱动电路之间；和充电用继电器，安装于将动力用电力线的系统主继电器和驱动电路之间与车辆侧连接部连接的充电用电力线上。并且，在利用来自直流充电站的电力对蓄电装置进行充电的过程中车辆侧连接部与站侧连接部的连接解除时，使充电用继电器和系统主继电器关断，使用电容器的电压对充电用继电器的两极熔敷异常进行诊断，并在该诊断之后将电容器放电。 | CN:201910891257.3A | https://patentimages.storage.googleapis.com/eb/ea/2c/b39f502f807c71/CN111152657A.pdf | NaN | 古岛耕一, 元平晖人, 大野友也, 青木优也, 汤本伸伍, 有留健 | Toyota Motor Corp | CN:101171656:A, CN:103201927:A, CN:103221248:A, US:20130268158:A1, JP:2016101032:A, JP:2016119762:A | Not available | 2023-01-17 | 1.一种电动车辆，具备：, 电动机，输出行驶用的动力；, 驱动电路，对所述电动机进行驱动；, 蓄电装置；, 系统主继电器，安装于将所述蓄电装置与所述驱动电路连接的动力用电力线上；, 电容器，安装于所述动力用电力线的所述系统主继电器和所述驱动电路之间；, 车辆侧连接部，与车外的直流充电站的站侧连接部连接；, 充电用继电器，安装于将所述动力用电力线的所述系统主继电器和所述驱动电路之间与所述车辆侧连接部连接的充电用电力线上；及, 控制装置，对所述系统主继电器及所述充电用继电器进行控制，, 所述电动车辆的特征在于，, 在利用来自所述直流充电站的电力对所述蓄电装置进行充电的过程中所述车辆侧连接部与所述站侧连接部的连接解除时，所述控制装置使所述充电用继电器关断并使所述系统主继电器关断，在该状态下对所述充电用继电器的两极熔敷异常进行诊断，将所述电容器放电。, 2.根据权利要求1所述的电动车辆，其中，, 所述控制装置使用所述充电用电力线的所述充电用继电器和所述车辆侧连接部之间的电压对所述充电用继电器的两极熔敷异常进行诊断。 | CN | China | Granted | B | True |
| 289 | 一种可移动的电动汽车续航充电装置 \n | CN105978076A | 技术领域本发明属于电力技术领域，特别涉及一种可移动的电动汽车续航充电装置。背景技术随着电动汽车各项技术的成熟与发展，加上环保、节约、补贴、减税等优势，电动汽车越来越受到消费者的关注。受限于目前的电池技术，电动汽车的续航里程一直都是个很大的问题，影响电动汽车的推广。为了解决电动汽车续航里程的问题，人们发明了车载移动电源，可以通过车载发电机为“趴”在路上的电动汽车救援充电；也有人发明了类似手机充电宝一样的车载后备电源为电量不足的电动汽车补充电能。然而上述补救的方法都是在车辆停驶的情况下进行救援充电，电动汽车必须等到充到一定电量才能继续行驶，无法做到立即行驶。为此，有人发明了拖车方式的移动电源，在电动汽车后面拖挂一个发电机或由蓄电池组成的电源，一边行驶一边为电动汽车电池充电。但是这种挂车既显得笨重，又影响道路安全。最理想的解决方法是能够使电动汽车边充电边行驶。但是由于目前电动汽车外接直流充电时，充电线一端接在充电桩上，另一端接在电动汽车充电口上，为防止充电时未取下充电线既启动车辆而出现拉倒充电桩的意外，电动汽车电池系统通过软件专门设置了在充电过程中禁止车辆启动的限制，因此，目前电动汽车无法做到边充电边行驶，需要从技术上解决在充电装置放在车上的情况下，解除电动汽车的电池系统的禁止行驶限制问题。发明内容针对现有技术不足，本发明提供了一种可移动的电动汽车续航充电装置。可移动箱体1内设有蓄电池组2、接触器3、逆变电源4、直流充电机5和电池管理系统6，电池管理系统6内设有检测电路、单片机和CAN通讯总线；所述电池管理系统6与蓄电池组2连接，用以对蓄电池组2进行电压、电流、温度、荷电状态和绝缘电阻的检测，故障报警，安全保护，实现对蓄电池组2的管理；所述电池管理系统6和蓄电池组2分别与接触器3连接，所述接触器3的AC端、逆变电源4和交流输出插座8顺次连接，接触器3的DC端、直流充电机5、直流输出插座9顺次连接；电池管理系统6用以控制接触器3的AC端或DC端的接通或断开，从而控制蓄电池组2接入逆变电源4进行交流充电或接入直流充电机5进行直流充电；所述电池管理系统6的CAN通讯总线与CAN总线通讯接口7连接，用以与电动汽车电池管理单元中的CAN通讯总线连接；所述电池管理系统6与可移动充电模式启动开关11连接，所述可移动充电模式启动开关11用以控制电池管理系统6是否向电动汽车的电池管理单元发出边充电边行驶的请求；所述蓄电池组2与充电输入插座10连接，用以其自身的充电。本发明的有益效果为：与现有技术相比，本发明提供的一种可移动的电动汽车续航充电装置，电动汽车既能随时随地实现交流慢充或直流快充，也能够实现边充电边行驶。本装置便于携带，不影响道路安全，有效解决了电动汽车续驶里程的难题。本装置采用可移动式箱体，既可以放置于充电网点，需要时取用，也可以放置在电动汽车上，随时使用。本装置可以根据空间要求，设计成不同的储存电量，满足不同充电需求。本装置还可以用于对其他日常使用的电器设备进行供电。附图说明图1为一种可移动的电动汽车续航充电装置示意图；标号说明：1-可移动箱体，2-蓄电池组，3-接触器，4-逆变电源，5-直流充电机，6-电池管理系统，7-CAN总线通讯接口，8-交流输出插座，9-直流输出插座，10-充电输入插座，11-可移动充电模式启动开关。具体实施方式下面结合附图和具体实施方式对本发明做进一步说明。应该强调的是，下述说明仅仅是示例性的，而不是为了限制本发明的范围及其应用。如图1所示一种可移动的电动汽车续航充电装置。采用带有脚轮等可以方便推动的可移动箱体1，可移动箱体1内设有蓄电池组2、接触器3、逆变电源4、直流充电机5和电池管理系统6。蓄电池组2可以根据不同的能量需求由镍氢电池、铅酸电池、锂离子电池等可充电电池通过串并联组合方式组成。电池管理系统6内设有检测电路、单片机和一路标准的CAN通讯总线。所述电池管理系统6与蓄电池组2连接，用以对蓄电池组2进行电压、电流、温度、荷电状态和绝缘电阻的检测，故障报警，安全保护，实现对蓄电池组2的管理。所述电池管理系统6和蓄电池组2分别与接触器3连接，所述接触器3的AC端、逆变电源4和交流输出插座8顺次连接，接触器3的DC端、直流充电机5、直流输出插座9顺次连接；交流输出插座8和直流输出插座9采用标准的电动汽车充电插座，以满足各种电动汽车的充电要求。电池管理系统6用以控制接触器3的AC端或DC端的接通或断开，从而控制蓄电池组2接入逆变电源4进行交流充电或接入直流充电机5进行直流充电。所述电池管理系统6的CAN通讯总线与CAN总线通讯接口7连接，用以与电动汽车电池管理单元中的标准CAN通讯总线连接。所述电池管理系统6与可移动充电模式启动开关11连接，所述可移动充电模式启动开关11用以控制电池管理系统6是否向电动汽车的电池管理单元发出边充电边行驶的请求。所述蓄电池组2与充电输入插座10连接，用以其自身的充电。当电动汽车电池组亏电时，由电池管理系统6控制本装置的接触器3，使蓄电池组2与逆变电源4接通，车载充电机的交流充电线插入本装置的交流输出插座8，为电动汽车电池组充电。或者当电动汽车电池组亏电时，由电池管理系统6控制本装置的接触器3，使蓄电池组2与直流充电机5接通，电动汽车的直流充电线插入本装置的直流输出插座9，为电动汽车电池组进行快速充电。如果电动汽车急需继续行驶，可以将本装置装载于电动汽车上，按下可移动充电模式启动开关11，电池管理系统6通过通讯协议向电动汽车电池系统发出行驶请求，电动汽车的电池管理单元判断此工况为可移动的电动汽车续航充电装置发送的行驶请求后，向电动汽车整车控制器发出解除行驶限制的命令，电动汽车即可允许一边由本装置为电动汽车电池组充电，一边行驶，满足应急要求。当本装置的蓄电池组2亏电时，可以由外部充电机通过本装置上的充电输入插座10为蓄电池组2进行充电。实施例1当电动汽车电池组亏电时，电动汽车静止，将车载充电机的交流充电线插入可移动的电动汽车续航充电装置的交流输出插座8，CAN总线通讯接口7与电动汽车电池管理单元中的CAN总线通讯接口连接，电池管理系统6通过通讯协议判断为交流充电方式，控制接触器3接通AC端，使蓄电池组2与逆变电源4接通，电流经逆变电源4转化成交流电，为车载充电机提供交流电源，给电动汽车电池组充电。充电结束后，取下交流充电线，电动汽车即可继续行驶。实施例2当电动汽车电池组亏电时，电动汽车静止，将直流充电线一端插入电动汽车直流充电口，另一端插入可移动的电动汽车续航充电装置的直流输出插座9，CAN总线通讯接口7与电动汽车电池管理单元中的CAN总线通讯接口连接，由电池管理系统6通过通讯协议判断为直流充电方式，控制接触器3接通DC端，使蓄电池组2与直流充电机5接通，为直流充电机5提供能量，给电动汽车电池组进行直流充电。充电结束时，取下直流充电线，电动汽车即可继续行驶。实施例3可移动的电动汽车续航充电装置放置在电动汽车的后备箱中，将CAN总线通讯接口7与电动汽车电池管理单元中的CAN总线通讯接口连接。当电动汽车电池组亏电时，将直流充电线一端插入电动汽车直流充电口，另一端插入可移动的电动汽车续航充电装置的直流输出插座9，由电池管理系统6通过通讯协议判断为直流充电方式，控制接触器3接通DC端，使蓄电池组2与直流充电机5接通，为直流充电机5提供能量，给电动汽车电池组进行直流充电。此时按下可移动充电模式启动开关11，电池管理系统6通过通讯协议向电动汽车电池系统发出允许行驶的请求命令，电动汽车电池管理单元判断此工况为可移动的电动汽车续航充电装置发送的行驶请求后，向电动汽车整车控制器发出解除行驶限制的命令，电动汽车即可在充电的情况下继续行驶，即允许电动汽车一边充电一边行驶。 | 本发明涉及一种可移动的电动汽车续航充电装置。可移动箱体内设有蓄电池组、接触器、逆变电源、直流充电机和电池管理系统，电池管理系统内设有检测电路、单片机和CAN通讯总线，CAN通讯总线用于与电动汽车电池系统的通信。电池管理系统对蓄电池组进行检测、故障报警和安全保护，实现对蓄电池组的管理；并能够控制接触器，从而控制蓄电池组接入逆变电源进行交流充电或接入直流充电机进行直流充电。本装置设有可移动充电模式启动开关用以控制电池管理系统是否向电动汽车电池系统发出边充电边行驶的请求。本装置使得电动汽车既能随时随地实现交流慢充或直流快充，也能够实现边充电边行驶，有效解决了电动汽车续驶里程的难题。 | CN:201610404077.4A | https://patentimages.storage.googleapis.com/a8/cd/6d/0c09ca3b1b3ba6/CN105978076A.pdf | NaN | 辛建宏, 李伟, 姚平, 姚一平 | Individual | JP:2012029424:A, CN:202817819:U, CN:204597569:U | Not available | 2016-09-28 | 1.一种可移动的电动汽车续航充电装置，其特征在于，可移动箱体(1)内设有蓄电池组(2)、接触器(3)、逆变电源(4)、直流充电机(5)和电池管理系统(6)，电池管理系统(6)内设有检测电路、单片机和CAN通讯总线；, 所述电池管理系统(6)与蓄电池组(2)连接，用以对蓄电池组(2)进行电压、电流、温度、荷电状态和绝缘电阻的检测，故障报警，安全保护，实现对蓄电池组(2)的管理；, 所述电池管理系统(6)和蓄电池组(2)分别与接触器(3)连接，所述接触器(3)的AC端、逆变电源(4)和交流输出插座(8)顺次连接，接触器(3)的DC端、直流充电机(5)、直流输出插座(9)顺次连接；电池管理系统(6)用以控制接触器(3)的AC端或DC端的接通或断开，从而控制蓄电池组(2)接入逆变电源(4)进行交流充电或接入直流充电机(5)进行直流充电；, 所述电池管理系统(6)的CAN通讯总线与CAN总线通讯接口(7)连接，用以与电动汽车电池管理单元中的CAN通讯总线连接；, 所述电池管理系统(6)与可移动充电模式启动开关(11)连接，所述可移动充电模式启动开关(11)用以控制电池管理系统(6)是否向电动汽车电池管理单元发出边充电边行驶的请求；, 所述蓄电池组(2)与充电输入插座(10)连接，用以其自身的充电。 | CN | China | Granted | B | True |
| 290 | Device for supplying a voltage to an electric vehicle comprising a permanent main battery and a replaceable auxiliary battery \n | US10196019B2 | This application is a continuation of PCT International Application No. PCT/EP2014/069048, filed Sep. 8, 2014, which claims priority under 35 U.S.C. § 119 from German Patent Application No. 10 2013 219 967.8, filed Oct. 1, 2013, the entire disclosures of which are herein expressly incorporated by reference.\nThe invention relates to an apparatus for providing a supply voltage for operating an electric device of a vehicle, particularly for operating an electric motor of the vehicle, for driving the vehicle. The invention additionally relates to an electrically driven vehicle having such an apparatus. In addition, the invention relates to a method for providing a supply voltage for operating an electric device for a vehicle, particularly for operating an electric motor of the vehicle, that is used for driving the vehicle.\nAs a result of increased environmental concerns and the increasing scarcity of raw materials for producing fuels for internal combustion engines, electromobility is becoming increasingly important. At present, however, there is insufficient infrastructure with regard to charging stations for charging batteries of electric vehicles. Charging stations are available to a small extent just for automobiles. These charging stations have charging connectors that are relatively large and, in particular, are not suitable for charging low-voltage batteries of electrically operated motorcycles or scooters, which provide voltage levels of below 60 V, for example.\nCharging a battery or a storage battery of an electrically operated automobile or motorcycle usually requires a special charger that needs to be connected to a safety-ground socket in order to charge the battery of the automobile or motorcycle. However, if there are no sockets available, for example in a car park or in an underground parking garage for a tenant-occupied house or multiple dwelling house, charging the battery of an electrically operated vehicle is often difficult for the driver or associated with increased complexity.\nThe object of the present invention is to provide an apparatus for providing a supply voltage for operating an electric device of a vehicle, wherein the apparatus provides the supply voltage reliably for a long time. A further object of the present invention is to provide an electrically driven vehicle that can be electrically operated for a long time. A further object of the present invention is to provide a method for providing a supply voltage for operating an electric device of a vehicle in which the supply voltage can be provided reliably for a long time.\nAn embodiment of an apparatus for providing a supply voltage for operating an electric device of a vehicle includes a supply voltage connection for providing the supply voltage for operating the vehicle, a battery for producing the supply voltage for operating the vehicle, wherein the battery is connected to the supply voltage connection, and a contact-connection device for making contact with a replaceable storage battery for providing a charging voltage for charging the battery. The apparatus additionally includes a coupling device for electrically coupling the replaceable storage battery to the battery, wherein the coupling device is arranged between the contact-connection device and the battery. The coupling device is designed to electrically couple or isolate the replaceable storage battery to/from the battery on the basis of a state of charge of the battery when the replaceable storage battery is in contact with the contact-connection device.\nAn electrically driven vehicle that can be electrically operated for a long time includes the apparatus specified above for providing a supply voltage for operating an electric device of the vehicle. An electric motor of the vehicle for driving the vehicle, a generator of the vehicle and/or a DC-DC voltage converter of the vehicle may be connected to the supply voltage connection.\nA method for providing a supply voltage for operating an electric device of a vehicle provides for the provision of an apparatus for providing a supply voltage for operating the electric device of the vehicle having a battery for producing the supply voltage and a replaceable storage battery for producing a charging voltage for charging the battery. The replaceable storage battery is coupled to the battery when the level of the supply voltage provided by the battery is less than or equal to a first threshold value and the level of the charging voltage produced by the replaceable storage battery is above a second threshold value. The charging voltage of the replaceable storage battery is taken as a basis for producing a charging current that flows into the battery. The replaceable storage battery is isolated from the battery when the level of the supply voltage provided by the battery is above the first threshold value.\nBatteries that are used for providing a supply voltage for an electric motor of a vehicle are usually large and heavy, since they need to provide a high drive power, for example a current of 300 A. The batteries or storage batteries permanently installed in electric vehicles weigh up to 20 kg, for example. A contact-connection system for a replaceable storage battery that yields the requisite drive power of 300 A, for example, is likewise large and expensive.\nThe invention therefore proposes providing the battery that needs to provide the high power as a battery that is permanently fitted in the apparatus for providing the supply voltage and using a small, lightweight and inexpensive storage battery for the replaceable storage battery. The cells of the replaceable storage battery for producing the charging voltage for charging the permanently fitted battery may be optimized for a high energy density, while the permanently fitted battery for producing the supply voltage, for example for operating the electric motor of the vehicle, has battery cells that are optimized for power.\nWhereas the permanently fitted battery needs to be designed for the life of the vehicle, the replaceable storage battery can be designed for a shorter life. Fast regeneration of the cell chemistry in the replaceable storage battery is simple to implement and can increase the added value for a used vehicle. When the battery for providing the supply voltage becomes old and loses energy, it is possible to compensate for the energy loss at least in part with a new replacement storage battery having a higher energy density.\nThe contact-connection device may be designed such that the replaceable storage battery can easily be removed from the apparatus for providing the supply voltage and replaced by another replaceable storage battery. Exchanging the replaceable storage battery does not require specialist personnel from a workshop. A driver can replace the replaceable storage battery himself in uncomplicated fashion. The use of a replaceable storage battery in the apparatus for providing the supply voltage is possible particularly on account of the decoupling between the battery for producing the supply voltage and the replaceable storage battery. For example, it is possible to use motorcycle storage batteries for the replaceable storage battery, these being produced in large numbers and at a reasonable price.\nAccording to one embodiment of the apparatus for providing the supply voltage, besides the charging of the permanently fixed battery by the replaceable battery, there is provision for energy produced during driving to be used to recharge the permanently fitted battery and/or the rechargeable storage battery following a discharge. When the vehicle travels downhill, for example, the energy recovered in the process can be used by the apparatus for providing the supply voltage in order to charge the permanently fitted battery and/or the replaceable storage battery.\nThe topology of the apparatus for providing the supply voltage can provide for it to be possible to use a plurality of replaceable storage batteries, which are arranged in different contact-connection devices, for the purpose of charging the permanently installed battery. Appropriate switching elements, which may be fitted in the replaceable storage battery packs, and the coupling device can be used to couple the replaceable storage batteries to the permanently fitted main battery selectively on an alternate basis for the purpose of charging the latter.\nOther objects, advantages and novel features of the present invention will become apparent from the following detailed description of one or more preferred embodiments when considered in conjunction with the accompanying drawings.\n FIG. 1A is a schematic diagram of an embodiment of an electrically driven automobile with a battery and a replaceable storage battery;\n FIG. 1B is a schematic diagram of an embodiment of an electrically driven motorcycle with a battery and a replaceable storage battery;\n FIG. 2 is a diagram of an embodiment of an apparatus for providing a supply voltage for operating a vehicle;\n FIG. 3 is a diagram of an embodiment of an apparatus for providing a supply voltage for operating a vehicle without replaceable storage batteries;\n FIG. 4 is a diagram of an embodiment of an apparatus for providing a supply voltage for operating a vehicle with a replaceable storage battery for charging a vehicle battery and for recharging the battery and/or the replaceable storage battery; and\n FIG. 5 is a diagram of an embodiment of an apparatus for providing a supply voltage for operating a vehicle with a plurality of replaceable storage batteries for charging a vehicle battery and for recharging the battery and/or the replaceable storage battery.\nFor the purpose of operating electric devices of a vehicle, the vehicle can have an apparatus for providing a supply voltage. By way of example, an electric device may be an electrical circuit or an electric motor for driving the vehicle. FIG. 1A shows an automobile 10 a by way of example and FIG. 1B shows a motorcycle 10 b with a respective apparatus 100 for providing a supply voltage for operating an electric device of the automobile or motorcycle. In the case of an electrically driven vehicle, the electric device may be an electric motor.\nThe apparatus 100 for providing the supply voltage for operating an electric device 200 has not only a main battery 110 for producing the supply voltage but also at least one replaceable storage battery 1, 2. Whereas the battery 110 for producing the supply voltage is provided as a main storage battery that is permanently fitted in the apparatus 100 and hence in the vehicle 10 a, 10 b, for example, the replaceable storage batteries 1, 2 may be in much smaller and lighter form.\nAccording to the invention, the main battery 110 provides the power for operating the electric device of the vehicle, while the replaceable storage batteries 1, 2 are provided for charging and recharging the main battery 110. The battery 110 may be designed for providing a high electric power, for example providing a voltage of between 48 V and 400 V, while the replaceable storage batteries 1, 2 are optimized for storing a high energy density.\n FIG. 2 shows a topology for a possible embodiment of the apparatus 100 for providing the supply voltage for operating an electric device of the vehicle, for example for operating an electric motor of an automobile or motorcycle for driving the automobile or motorcycle. The apparatus 100 includes a supply voltage connection A100 for providing the supply voltage for operating the electric device of the vehicle and a reference-ground voltage connection B100. The apparatus 100 additionally has a battery 110 for producing the supply voltage for operating the electric device of the vehicle. The battery 110 is connected to the supply voltage connection A100.\nFurthermore, the apparatus 100 has at least one contact- connection device 120, 140 for making contact with at least one replaceable storage battery 1, 2 for respectively providing a charging voltage for charging the battery 110. In addition, the apparatus 100 includes a coupling device 130 for electrically coupling the at least one replaceable storage battery 1, 2 to the battery 110. The coupling device 130 is arranged between the at least one contact- connection device 120, 140 and the battery 110. The coupling device 130 is particularly designed to electrically couple or isolate the at least one replaceable storage battery 1, 2 to/from the battery 110 on the basis of a state of charge of the permanently fitted battery 110 when the at least one replaceable storage battery 1, 2 is in contact with the at least one contact- connection device 120, 140.\nThe apparatus 100 for providing the supply voltage allows the battery 110 to be recharged during the journey by a charging current that is drawn from the replaceable storage batteries 1, 2, while the battery 110 simultaneously delivers the supply voltage for operating the electric device of the vehicle, for example the electric motor 200.\nThe battery 110 may be arranged in the apparatus 100 as a permanently fitted battery whose cells are designed to be optimized for power. By way of example, the battery 110 may be a low-voltage or a high-voltage battery, for example a battery for providing a voltage of between 48 V and 400 V.\nThe coupling device 130 has a first side S130 a and a second side S130 b. The first side S130 a of the coupling device may be connected to the battery 110 and to the supply voltage connection A100. The second side S130 b of the coupling device 130 may be connected to the at least one contact- connection device 120, 140. The coupling device 130 can contain a DC-DC voltage converter (DC/DC converter) so that the replaceable storage batteries 1, 2 can be coupled to the main battery 110, particularly when the replaceable storage batteries 1, 2 and the main battery 110 have a different voltage level.\nThe at least one replaceable storage battery 1, 2 preferably provides, on the respective contact- connection device 120, 140, a voltage of below 60 V for charging the battery 110. When the battery 110 is in the form of a high-voltage storage battery that produces a much higher voltage, for example a voltage of between 48 V and 400 V, DC isolation becomes necessary on the coupling device 130, this being brought about by the DC-DC voltage converter that the coupling device contains. When the battery 110 provides a supply voltage on the supply voltage connection A100 that is likewise below the voltage produced by the at least one replaceable storage battery 1, 2, for example likewise below 60 V, it is possible to dispense with the DC isolation by the coupling device 130 for cost-saving reasons, since a voltage of below 60 V is generally rated as nonhazardous.\nThe coupling device 130 may be in unidirectional form if the at least one replaceable storage battery 1, 2 is provided merely for producing a charging voltage for charging the battery 110. According to one possible embodiment, the apparatus 100 may be designed to recharge the at least one replaceable storage battery 1, 2 by means of energy recovery (recuperation) following a discharge. In this embodiment of the apparatus 100, the coupling device 130, particularly the DC-DC voltage converter of the coupling device, may be in bidirectional form in order to be able to store the recuperated energy in the replaceable storage batteries 1, 2.\n FIG. 3 shows the apparatus 100 in FIG. 2 for providing a supply voltage for operating an electric device, for example an electric motor 200, of the vehicle on the supply voltage connection A100, wherein no replaceable storage batteries 1 and 2 are connected to the contact-connection device 120 or the contact-connection device 140. The apparatus 100 therefore merely comprises the permanently fitted battery 110, the coupling device 130 and the contact- connection devices 120, 140 for making contact with the replaceable storage batteries.\nWhen the battery 110 is charged, the battery 110 can provide sufficient power in order to deliver the requisite power, for example a current of 200 A, or to allow a requisite operating period for the electric motor 200. Charging of the battery 110 is possible not just via the replaceable storage batteries 1, 2. To charge the battery 110, a charger 300, for example an onboard charger of the vehicle 10, may be connected to the supply voltage connection A100. The battery 110 is then charged not via one of the replaceable storage batteries but rather via the charger 300. Charging the battery 110 requires the charger 300 to be connected to a socket for providing a necessary charging voltage.\n FIG. 4 shows the apparatus 100 in FIG. 2 for providing the supply voltage for operating an electric device, for example an electric motor 200, of a vehicle, in which only one replaceable storage battery 1 is coupled to the contact-connection device 120, whereas no replaceable storage batteries are connected to the contact-connection device 140.\nA controller 500 is provided in order to monitor the supply voltage provided by the battery 110 and also the charging voltage provided by the replaceable storage battery 1 for charging the battery 110 and to control the coupling device 130. When the controller 500 establishes that the battery 110 is sufficiently charged, so that the supply voltage for operating the electric device, particularly the electric motor 200, of the vehicle can be provided by the battery 110, the controller 500 controls the coupling device 130 such that the replaceable storage battery 1 is decoupled or isolated from the battery 110. When the controller 500 establishes that the level of the supply voltage provided by the battery 110 is equal to a first threshold value or drops below the first threshold value, on the other hand, the coupling device 130 is actuated by the controller 500 such that the replaceable storage battery 1 for charging the main battery is electrically coupled to the main battery 110 via the coupling device 130.\nThe coupling device 130 may be designed to electrically couple the replaceable storage battery 1 to the battery 110 and, on the first side S130 a of the coupling device 130, to produce a charging current for charging the battery 110 when the replaceable storage battery 1 is in contact with the contact-connection device 120 and the level of the supply voltage provided by the battery 110 on the supply voltage connection A100 is less than or equal to the first threshold value and the level of the charging voltage produced by the replaceable storage battery 1 on the contact-connection device 120 is above a second threshold value. When the controller 500 therefore establishes that the permanently fitted battery 110 is no longer fully charged, for example, energy can be taken from the replaceable storage battery 1 and the battery 110 can be recharged.\nThe coupling device 130 may additionally be designed to electrically isolate the replaceable storage battery 1 from the battery 110 when the replaceable storage battery 1 is in contact with the contact-connection device 120 and the level of the supply voltage provided by the battery 110 on the supply voltage connection A100 is above the first threshold value. When the controller 500 establishes that the charging of the battery 110 by the replaceable storage battery 1 means that the battery 110 is sufficiently charged again, for example, the controller 500 actuates the coupling device 130 such that the replaceable storage battery 1 is isolated from the battery 110.\nFor the purpose of connecting and isolating the replaceable storage battery 1 to/from the permanently fitted battery 110, the replaceable storage battery 1 can have a controllable switching element 3, for example, the switching state of which can be controlled by the coupling device 130 or directly by the controller 500. If the apparatus 100 has just one replaceable storage battery 1, it is possible to dispense with the switching element 3, since the coupling device 130 and particularly the DC-DC voltage converter that it contains can electrically isolate the replaceable storage battery 1 from the permanently fitted battery 110 internally too.\nAccording to a further possible embodiment, the supply voltage connection A100 may be designed for the application of a further charging voltage that is used for charging the replaceable storage battery 1. The first side S130 a of the coupling device 130 is connected to the supply voltage connection A100. The coupling device 130 is designed to connect the replaceable storage battery 1 to the supply voltage connection A100 on the basis of the state of charge of the replaceable storage battery or on the basis of the level of the charging voltage produced by the replaceable storage battery on the contact-connection device 120 when the replaceable storage battery 1 is in contact with the contact-connection device 120 and the further charging voltage for charging the replaceable storage battery 1 is applied to the supply voltage connection A100.\nAccording to this embodiment of the apparatus 100, the replaceable storage battery 1 can be charged in a recuperation mode of the apparatus 100 by applying the further charging voltage to the supply voltage connection A100 by recovering energy from the kinematic vehicle energy of the vehicle 10 a, 10 b. During the recuperation mode, the motor 200 acts as a generator and produces the further charging voltage for charging the replaceable storage battery 1 on the supply voltage connection A100.\nWhen the controller 500 establishes that the voltage level of the replaceable storage battery 1 on the contact-connection device 120 is equal to the second threshold value or has fallen below the second threshold value, the replaceable storage battery 1 is connected to the supply voltage connection A100 via the coupling device 130 and can be recharged again. In this embodiment, the coupling device 130 is designed to produce, on the second side S130 b of the coupling device 130, a charging current for charging the replaceable storage battery 1 when the replaceable storage battery 1 is in contact with the contact-connection device 120 and the level of the charging voltage produced by the replaceable storage battery 1 on the contact-connection device 120 is less than or equal to the second threshold value. Following charging of the replaceable storage battery 1, the latter can again provide energy for recharging the permanently fitted vehicle battery 110.\nDuring the recuperation mode, the kinematic vehicle energy can also be used to charge the battery 110. If the battery 110 and the replaceable storage battery 1 have a low state of charge, it is possible, for example during the recuperation mode, to recharge first the battery 110 and then the replaceable storage battery 1.\n FIG. 5 shows the apparatus 100 in FIG. 2 for providing a supply voltage for operating an electric device, particularly for operating the electric motor 200, of a vehicle. In contrast to the embodiment shown in FIG. 4, the embodiment of the apparatus 100 that is shown in FIG. 5 has not only the replaceable storage battery 1 but also a further replaceable storage battery 2 connected to the contact-connection device 140. FIG. 5 therefore shows the case when a plurality of replaceable storage batteries 1, 2 are present in the apparatus 100.\nIn this embodiment, the coupling device 130 may be designed such that it takes a state of charge of the replaceable storage battery 1 and of the further replaceable storage battery 2 as a basis for selectively connecting either the replaceable storage battery 1 or the further replaceable storage battery 2 to the second side S130 b of the coupling device 130 and, on the first side S130 a of the coupling device 130, producing the charging current for charging the battery 110 when the replaceable storage battery 1 is in contact with the contact-connection device 120 and the further replaceable storage battery 2 is in contact with the further contact-connection device 140 and the state of charge of the battery 110 or the level of the supply voltage that is provided by the battery 110 is less than or equal to the first threshold value.\nBy way of example, the apparatus 100 has the controller 500, which is designed to establish the state of charge of the permanently fitted main battery 110 and also the respective state of charge of the replaceable storage batteries 1, 2. When the controller 500 establishes that the battery 110 is fully charged, the coupling device 130 is actuated by the controller 500 such that the coupling device 130 electrically isolates the replaceable storage batteries 1, 2 from the battery 110. In the embodiment shown in FIG. 5, the replaceable storage batteries 1, 2 each have a controllable switching element 3, 4, for example, which can be switched to the on or off state by the coupling device 130 or directly by the controller 500. To isolate the replaceable storage batteries 1, 2 from the main storage battery 110, the switching elements 3, 4 can be turned off by the coupling device 130 or directly by the controller 500.\nWhen the controller 500 establishes that the battery 110 is not fully charged, the controller 500 actuates the coupling device 130 such that the coupling device 130 selectively connects one of the replaceable storage batteries 1, 2 to the battery 110. By way of example, the coupling device 130 first of all turns on the controllable switch 3 of the replaceable storage battery 1 and puts the controllable switch 4 of the replaceable storage battery 2 into the off state. As a result, the replaceable storage battery 1 is connected to the main battery 110. On the first side S130 a of the coupling device, a charging current for charging the battery 110 can be produced on the basis of the state of charge of the replaceable storage battery 1.\nWhen the replaceable storage battery 1 has discharged as a result of the charging process, the coupling device 130 or the controller 500 can switch the controllable switch 3 of the replaceable storage battery 1 to the off state and the controllable switch 4 of the replaceable storage battery 2 to the on state. Hence, the replaceable storage battery 1 is isolated from the battery 110 and instead the replaceable storage battery 2 is connected to the battery 110. On the first side S130 a of the coupling device 130, a charging current is produced on the basis of the state of charge of the replaceable storage battery 2 and is supplied to the permanently fitted battery 110 for charging. When the main battery 110 is fully charged, the coupling device 130 or the controller 500 isolates the replaceable storage battery 2 from the main battery 110 again.\nAccording to one possible embodiment of the apparatus 100, the coupling device 130 has a bidirectional DC-DC voltage converter that allows a charging current for charging the battery 110 to be provided on the first side S130 a of the coupling device 130 and a charging current for charging the replaceable storage batteries 1, 2 to be provided on the second side S130 b of the coupling device 130.\nIn this embodiment of the apparatus 100, as in the embodiment in FIG. 4, kinematic vehicle energy can be converted into a charging voltage for charging the battery 110 or the replaceable storage batteries 1, 2. The charging voltage is provided by virtue of recuperation on the supply voltage connection A100 by the motor 200, which acts as a generator during the recuperation mode, during travel, for example during downhill travel. The coupling device 130 can be used to selectively connect one of the replaceable storage batteries 1, 2 to the supply voltage connection A100 for recharging.\nTo this end, the coupling device 130 may be in a form such that it takes a state of charge of the replaceable storage battery 1 and of the further replaceable storage battery 2 as a basis for connecting either the replaceable storage battery 1 or the further replaceable storage battery 2 to the second side S130 b of the coupling device 130 and, on the second side S130 b of the coupling device, producing the charging current for charging the replaceable storage battery 1 or the further replaceable storage battery 2. This is done when the replaceable storage battery 1 is in contact with the contact-connection device 120 and the further replaceable storage battery 2 is in contact with the further contact-connection device 140 and at least one of the level of the charging voltage produced by the replaceable storage battery 1 on the contact-connection device 120 and the level of the charging voltage produced by the further replaceable storage battery 2 on the further contact-connection device 140 is less than or equal to the second threshold value.\nWhen the battery 110 has a low state of charge, it is possible for the battery 110 to be recharged first, for example, in the recuperation mode of the apparatus 100. When the controller 500 establishes that the permanently fitted battery 110 is fully charged, for example, the replaceable storage batteries 1, 2 can be connected to the supply voltage connection A100 via the coupling device 130 in order to store energy recovered from the drive 200 in the replaceable storage batteries. When the controller 500 establishes that the replaceable storage battery 1 is no longer fully charged, for example, the coupling device 130 can be actuated by the controller 500 such that the controllable switch 3 of the replaceable storage battery 1 can be switched to the on state by the coupling device 130 and the controllable switch 4 of the replaceable storage battery 2 can be switched to the off state. As a result, the replaceable storage battery 1 is connected to the supply voltage connection A100 on which the charging voltage for charging the replaceable storage battery 1 is provided, and the replaceable storage battery 1 can be fully recharged.\nWhen the controller 500 establishes that the replaceable storage battery 1 is fully charged again, the coupling device 130 can be actuated by the controller 500 such that the coupling device 130 switches the controllable switch 3 of the replaceable storage battery 1 to the off state and the controllable switch 4 of the replaceable storage battery 2 to the on state. As a result, the replaceable storage battery 1 is isolated from the supply voltage connection A100 and the replaceable storage battery 2 is connected to the supply voltage connection A100 instead.\nThe charging voltage provided on the supply voltage connection A100 can now charge the replaceable storage battery 2. When the controller 500 establishes that the replaceable storage battery 2 is also fully charged again, the controller 500 can actuate the coupling device 130 such that the controllable switch 4 is switched to the off state by the coupling device 130, so that both replaceable storage batteries are isolated from the supply voltage connection A100.\nIn another embodiment of the apparatus 100, the controllable switches 3 and 4 of the replaceable storage batteries 1, 2 can also be switched to the on or off state by the controller 500 directly.\nThe supply voltage provided by the apparatus 100 on the supply voltage connection A100 can be used to operate any electric devices of a vehicle that contains the apparatus 100. By way of example, these electric devices may be the aforementioned electric motor 200 or else any other electrical loads that require a lower voltage than the voltage produced by the battery 110, for example. For the purpose of operating such electrical loads, the supply voltage connection A100 may have a DC-DC voltage converter 400 connected to it, for example, that is used in order to supply the voltage to a lower voltage level, for example to a voltage level of 12 V, and to supply it to the vehicle onboard power supply system.\n | An apparatus is provided for providing a supply voltage for operating an electrical device in a vehicle having a battery for producing the supply voltage. The battery is connected to a supply-voltage terminal for providing the supply voltage. A contacting apparatus contacts a replaceable battery for providing a charging voltage for charging the battery. In dependence on a state of charge of the battery, the replaceable battery can be electrically coupled to the main battery or disconnected from the main battery by way of the coupling apparatus. | US:15/086,157 | https://patentimages.storage.googleapis.com/50/1c/a1/e0a7cbf0b86aaa/US10196019.pdf | US:10196019 | Jose LOPEZ DE ARROYABE | Bayerische Motoren Werke AG | JP:H07123514:A, JP:2010028881:A, DE:102009014386:A1, US:20100315043:A1, DE:212010000081:U1, CN:102834280:A, US:20130020863:A1, US:20110264287:A1, CN:102237684:A, WO:2013061370:A1, US:20140292235:A1, DE:102012002078:A1 | 2019-02-05 | 2019-02-05 | 1. An apparatus for providing a supply voltage for operating an electric device of a vehicle, comprising:\na supply voltage connection for providing the supply voltage for operating the electric device of the vehicle;\na battery for producing the supply voltage for operating the electric device of the vehicle, wherein the battery is connected to the supply voltage connection;\na contact-connection device for making contact with at least two selectively replaceable storage batteries for providing a charging voltage for charging the battery;\na coupling device for electrically coupling the at least two replaceable storage batteries to the battery, wherein the coupling device is arranged between the contact-connection device and the battery,\nwherein\nthe coupling device is configured to electrically couple or isolate each of the at least two replaceable storage batteries to/from the battery based on a state of charge of the battery when one or more of the at least two replaceable storage batteries is in contact with the contact-connection device,\nthe first side of the coupling device is connected to the battery and the second side of the coupling device is connected to the contact-connection device,\nthe coupling device is configured to electrically couple each of the at least two replaceable storage batteries to the battery and, on the first side of the coupling device, to produce a charging current for charging the battery when at least one of the at least two replaceable storage batteries is in contact with the contact-connection device and a level of the supply voltage provided by the battery is less than or equal to a first threshold value and a level of the charging voltage produced by the at least two replaceable storage batteries on the contact-connection device is above a second threshold value,\nthe coupling device is configured such that it takes a state of charge of the each of the at least two replaceable storage batteries currently coupled to the coupling device as a basis for connecting one or more of the at least two replaceable storage batteries to the second side of the coupling device and, on the first side of the coupling device, producing the charging current for charging the battery when one or more of the at least two replaceable storage batteries is in contact with the contact-connection device and the level of the supply voltage that is provided by the battery is less than or equal to the first threshold value, and\neach of at least two replaceable storage batteries includes a switching device controllable by the coupling device, the controller, or both, to isolate at least one of the at least two replaceable storage batteries from the battery without isolating all of the at least two replaceable storage batteries from the battery.\n\n, a supply voltage connection for providing the supply voltage for operating the electric device of the vehicle;, a battery for producing the supply voltage for operating the electric device of the vehicle, wherein the battery is connected to the supply voltage connection;, a contact-connection device for making contact with at least two selectively replaceable storage batteries for providing a charging voltage for charging the battery;, a coupling device for electrically coupling the at least two replaceable storage batteries to the battery, wherein the coupling device is arranged between the contact-connection device and the battery,, wherein\nthe coupling device is configured to electrically couple or isolate each of the at least two replaceable storage batteries to/from the battery based on a state of charge of the battery when one or more of the at least two replaceable storage batteries is in contact with the contact-connection device,\nthe first side of the coupling device is connected to the battery and the second side of the coupling device is connected to the contact-connection device,\nthe coupling device is configured to electrically couple each of the at least two replaceable storage batteries to the battery and, on the first side of the coupling device, to produce a charging current for charging the battery when at least one of the at least two replaceable storage batteries is in contact with the contact-connection device and a level of the supply voltage provided by the battery is less than or equal to a first threshold value and a level of the charging voltage produced by the at least two replaceable storage batteries on the contact-connection device is above a second threshold value,\nthe coupling device is configured such that it takes a state of charge of the each of the at least two replaceable storage batteries currently coupled to the coupling device as a basis for connecting one or more of the at least two replaceable storage batteries to the second side of the coupling device and, on the first side of the coupling device, producing the charging current for charging the battery when one or more of the at least two replaceable storage batteries is in contact with the contact-connection device and the level of the supply voltage that is provided by the battery is less than or equal to the first threshold value, and\neach of at least two replaceable storage batteries includes a switching device controllable by the coupling device, the controller, or both, to isolate at least one of the at least two replaceable storage batteries from the battery without isolating all of the at least two replaceable storage batteries from the battery.\n, the coupling device is configured to electrically couple or isolate each of the at least two replaceable storage batteries to/from the battery based on a state of charge of the battery when one or more of the at least two replaceable storage batteries is in contact with the contact-connection device,, the first side of the coupling device is connected to the battery and the second side of the coupling device is connected to the contact-connection device,, the coupling device is configured to electrically couple each of the at least two replaceable storage batteries to the battery and, on the first side of the coupling device, to produce a charging current for charging the battery when at least one of the at least two replaceable storage batteries is in contact with the contact-connection device and a level of the supply voltage provided by the battery is less than or equal to a first threshold value and a level of the charging voltage produced by the at least two replaceable storage batteries on the contact-connection device is above a second threshold value,, the coupling device is configured such that it takes a state of charge of the each of the at least two replaceable storage batteries currently coupled to the coupling device as a basis for connecting one or more of the at least two replaceable storage batteries to the second side of the coupling device and, on the first side of the coupling device, producing the charging current for charging the battery when one or more of the at least two replaceable storage batteries is in contact with the contact-connection device and the level of the supply voltage that is provided by the battery is less than or equal to the first threshold value, and, each of at least two replaceable storage batteries includes a switching device controllable by the coupling device, the controller, or both, to isolate at least one of the at least two replaceable storage batteries from the battery without isolating all of the at least two replaceable storage batteries from the battery., 2. The apparatus according to claim 1, wherein\nthe coupling device is designed to electrically isolate the at least two replaceable storage batteries from the battery when the at least two replaceable storage batteries is in contact with the contact-connection device and a level of the supply voltage provided by the battery is above the first threshold value.\n, the coupling device is designed to electrically isolate the at least two replaceable storage batteries from the battery when the at least two replaceable storage batteries is in contact with the contact-connection device and a level of the supply voltage provided by the battery is above the first threshold value., 3. The apparatus according to claim 2, wherein\nthe coupling device is designed to electrically isolate the at least two replaceable storage batteries from the battery when the at least two replaceable storage batteries are in contact with the contact-connection device and a level of the supply voltage provided by the battery is above the first threshold value.\n, the coupling device is designed to electrically isolate the at least two replaceable storage batteries from the battery when the at least two replaceable storage batteries are in contact with the contact-connection device and a level of the supply voltage provided by the battery is above the first threshold value., 4. The apparatus according to claim 1, wherein:\nthe supply voltage connection is designed for applying a further charging voltage for charging the at least two replaceable storage batteries,\nthe first side of the coupling device is connected to the supply voltage connection, and\nthe coupling device is designed to connect the at least two replaceable storage batteries to the supply voltage connection based on a level of the charging voltage produced by the at least two replaceable storage batteries on the contact-connection device when the at least two replaceable storage batteries are in contact with the contact-connection device and the further charging voltage is applied to the supply voltage connection.\n, the supply voltage connection is designed for applying a further charging voltage for charging the at least two replaceable storage batteries,, the first side of the coupling device is connected to the supply voltage connection, and, the coupling device is designed to connect the at least two replaceable storage batteries to the supply voltage connection based on a level of the charging voltage produced by the at least two replaceable storage batteries on the contact-connection device when the at least two replaceable storage batteries are in contact with the contact-connection device and the further charging voltage is applied to the supply voltage connection., 5. The apparatus according to claim 4, wherein\nthe coupling device is designed to produce, on the second side of the coupling device, a charging current for charging at least two replaceable storage batteries when the at least two replaceable storage batteries are in contact with the contact-connection device and a level of the charging voltage produced by the at least two replaceable storage batteries on the contact-connection device is less than or equal to the second threshold value.\n, the coupling device is designed to produce, on the second side of the coupling device, a charging current for charging at least two replaceable storage batteries when the at least two replaceable storage batteries are in contact with the contact-connection device and a level of the charging voltage produced by the at least two replaceable storage batteries on the contact-connection device is less than or equal to the second threshold value., 6. The apparatus according to claim 1, wherein\nthe coupling device is designed such that it takes a state of charge of the at least two replaceable storage batteries as a basis for connecting at least one of the at least two replaceable storage batteries to the second side of the coupling device and, on the second side of the coupling device, producing the charging current for charging the at least two replaceable storage batteries when the at least two replaceable storage batteries are in contact with the contact-connection device and the level of the charging voltage produced by the at least one of the at least two replaceable storage batteries on the contact-connection device is less than or equal to the second threshold value.\n, the coupling device is designed such that it takes a state of charge of the at least two replaceable storage batteries as a basis for connecting at least one of the at least two replaceable storage batteries to the second side of the coupling device and, on the second side of the coupling device, producing the charging current for charging the at least two replaceable storage batteries when the at least two replaceable storage batteries are in contact with the contact-connection device and the level of the charging voltage produced by the at least one of the at least two replaceable storage batteries on the contact-connection device is less than or equal to the second threshold value., 7. The apparatus according to claim 1, wherein\nthe coupling device comprises a DC-DC voltage converter.\n, the coupling device comprises a DC-DC voltage converter., 8. The apparatus according to claim 6, wherein\nthe coupling device comprises a DC-DC voltage converter.\n, the coupling device comprises a DC-DC voltage converter., 9. The apparatus according to claim 1, wherein\nthe supply voltage provided by the apparatus designed for operating an electric motor of the vehicle that is suitable for driving the vehicle.\n, the supply voltage provided by the apparatus designed for operating an electric motor of the vehicle that is suitable for driving the vehicle., 10. An electrically driven vehicle, comprising:\na supply voltage apparatus for operating the vehicle, the apparatus comprising:\na supply voltage connection for providing the supply voltage for operating the electric device of the vehicle;\na battery for producing the supply voltage for operating the electric device of the vehicle, wherein the battery is connected to the supply voltage connection;\na contact-connection device for making contact with at least two replaceable storage batteries for providing a charging voltage for charging the battery;\na coupling device for electrically coupling the at least two replaceable storage batteries to the battery, wherein the coupling device is arranged between the contact-connection device and the battery,\nwherein the coupling device is designed to electrically couple or isolate the at least two replaceable storage batteries to/from the battery based on a state of charge of the battery when the at least two replaceable storage batteries are in contact with the contact-connection device,\nwherein an electric motor of the vehicle for driving the vehicle, a generator of the vehicle and/or a DC-DC voltage converter of the vehicle is connected to the supply voltage connection.\n, a supply voltage apparatus for operating the vehicle, the apparatus comprising:, a supply voltage connection for providing the supply voltage for operating the electric device of the vehicle;, a battery for producing the supply voltage for operating the electric device of the vehicle, wherein the battery is connected to the supply voltage connection;, a contact-connection device for making contact with at least two replaceable storage batteries for providing a charging voltage for charging the battery;, a coupling device for electrically coupling the at least two replaceable storage batteries to the battery, wherein the coupling device is arranged between the contact-connection device and the battery,, wherein the coupling device is designed to electrically couple or isolate the at least two replaceable storage batteries to/from the battery based on a state of charge of the battery when the at least two replaceable storage batteries are in contact with the contact-connection device,, wherein an electric motor of the vehicle for driving the vehicle, a generator of the vehicle and/or a DC-DC voltage converter of the vehicle is connected to the supply voltage connection., 11. A method for providing a supply voltage for operating an electric device of a vehicle, the method comprising the acts of:\nproviding an apparatus for providing the supply voltage for operating the electric device of the vehicle having a battery for producing the supply voltage and at least two replaceable storage batteries for producing a charging voltage for charging the battery;\ncoupling the at least one of the least two replaceable storage batteries to the battery when a level of the supply voltage provided by the battery is less than or equal to a first threshold value and a level of the charging voltage produced by the at least one of the least two replaceable storage batteries is above a second threshold value;\nproducing of a charging current that flows into the battery, on the basis of the charging voltage of the at least one of the least two replaceable storage batteries; and\nisolating of the at least one of the at least two replaceable storage batteries from the battery when the level of the supply voltage provided by the battery is above the first threshold value.\n, providing an apparatus for providing the supply voltage for operating the electric device of the vehicle having a battery for producing the supply voltage and at least two replaceable storage batteries for producing a charging voltage for charging the battery;, coupling the at least one of the least two replaceable storage batteries to the battery when a level of the supply voltage provided by the battery is less than or equal to a first threshold value and a level of the charging voltage produced by the at least one of the least two replaceable storage batteries is above a second threshold value;, producing of a charging current that flows into the battery, on the basis of the charging voltage of the at least one of the least two replaceable storage batteries; and, isolating of the at least one of the at least two replaceable storage batteries from the battery when the level of the supply voltage provided by the battery is above the first threshold value., 12. The method according to claim 11, further comprising the acts of:\napplying a further charging voltage for charging the at least one of the least two replaceable storage batteries to the supply voltage connection;\ncoupling the at least one of the at least two replaceable storage batteries to the supply voltage connection when the level of the charging voltage provided by the at least one of the least two replaceable storage batteries on the contact-connection device is less than or equal to the second threshold value;\nproducing a charging current that flows into the at least one of the least two replaceable storage batteries, for the purpose of charging the at least one of the at least two replaceable storage batteries;\nisolating of the at least one of the least two replaceable storage batteries from the supply voltage connection when the level of the charging voltage produced by the at least one of the at least two replaceable storage batteries on the contact-connection device is greater than the second threshold value.\n, applying a further charging voltage for charging the at least one of the least two replaceable storage batteries to the supply voltage connection;, coupling the at least one of the at least two replaceable storage batteries to the supply voltage connection when the level of the charging voltage provided by the at least one of the least two replaceable storage batteries on the contact-connection device is less than or equal to the second threshold value;, producing a charging current that flows into the at least one of the least two replaceable storage batteries, for the purpose of charging the at least one of the at least two replaceable storage batteries;, isolating of the at least one of the least two replaceable storage batteries from the supply voltage connection when the level of the charging voltage produced by the at least one of the at least two replaceable storage batteries on the contact-connection device is greater than the second threshold value. | US | United States | Active | B | True |
| 291 | 一种汽车动力电池的高压箱系统 \n | CN210120207U | 技术领域本实用新型涉及汽车动力电池领域，具体是一种汽车动力电池的高压箱系统。背景技术新能源电动汽车高压配电箱是所有纯电动汽车、插电式混合动力汽车的高压电流分配单元。汽车工业引发的全世界范围内的能源问题与环境问题，使研发新能源汽车成为当今世界的紧迫任务。新能源汽车是解决汽车交通所面临的能源与环境问题的有效途径。动力电池系统是电动汽车动力系统中最重要的组成部分，因此保证动力电池组的空间及安全性至关重要。实用新型内容本实用新型要解决的技术问题是提供一种汽车动力电池的高压箱系统，实现对汽车动力电池发生热失控、车辆发生碰撞后的保护，在提高安全稳定性的同时也有效提高了电池箱体的使用寿命。本实用新型的技术方案为：一种汽车动力电池的高压箱系统，包括有绝缘下壳和连接于绝缘下壳顶端的绝缘上盖，所述的绝缘下壳内固定有快充继电器、总负继电器、加热继电器、加热保险、总正铜排、总负铜排、主回路保险MSD连接排、主负串联铜排和采集线束，所述的绝缘下壳的侧壁上固定有加热接插件和通讯接插件，所述的快充继电器、总负继电器、加热继电器的控制端均通过采集线束与通讯接插件连接；所述的总负铜排与主回路保险MSD连接排连接，主回路保险MSD连接排与外置的手动维护开关的其中一端连接，总负继电器的负极端与外置的手动维护开关的另一端连接，总负继电器的正极端与加热接插件的负极连接，加热接插件的正极与加热继电器的负极端连接，加热继电器的正极端通过加热保险丝与总正铜排连接，高压箱内电池总正通过总正铜排输出，高压箱内电池总负通过总负铜排输出。所述的快充继电器通过快充连接铜排与绝缘下壳上的快充接口连接。所述的总负铜排通过主负串联铜排与主回路保险MSD连接排连接，所述的主负串联铜排穿过霍尔电流传感器，霍尔电流传感器通过采集线束与通讯接插件连接。所述的绝缘下壳内设置有总负继电器输入连接铜排和总负继电器输出连接铜排，所述的总负继电器的负极端通过总负继电器输入连接铜排与外置的手动维护开关的另一端连接，总负继电器的正极端通过总负继电器输出连接铜排与加热接插件的负极连接。本实用新型的优点：本实用新型内置于电池箱体中，主回路保险MSD连接排将手动维护开关连接于高压电路上，可以快速手动分离高压电路的连接；本实用新型内置有总负继电器，总负继电器通过低压信号来控制高压回路的闭合和断开，在电池包充、放电时，用总负继电器来控制高压回路的闭合和断开，若发生短路及热失控故障，可及时断开高压电路；电池包加热回路由加热继电器、加热保险丝、加热接插件及加热膜构成，通过加热继电器控制加热回路通断，用加热膜给电池包加热，使电池在低温下可正常工作，提高电池包放电容量；本实用新型加热继电器和加热接插件之间的加热保险丝在加热回路出现短路故障时，快速熔从而保护加热继电器，同时断开高压回路，防止电池包出现热失控；本实用新型还设置有霍尔电流传感器采集充放电电流，用以计算电池充放电电量。附图说明图1是本实用新型的爆炸图。图2是本实用新型的内部结构示意图。图3是本实用新型的电路连接图。具体实施方式下面将结合本实用新型实施例中的附图，对本实用新型实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例仅仅是本实用新型一部分实施例，而不是全部的实施例。基于本实用新型中的实施例，本领域普通技术人员在没有做出创造性劳动前提下所获得的所有其他实施例，都属于本实用新型保护的范围。见图1-图3，一种汽车动力电池的高压箱系统，包括有绝缘下壳1和连接于绝缘下壳1顶端的绝缘上盖2，绝缘下壳1内固定有快充继电器3、总负继电器4、加热继电器5、加热保险丝6、总正铜排7、总负铜排8、霍尔电流传感器9、主回路保险MSD连接排10、主负串联铜排11、快充连接铜排12、总负继电器输入连接铜排13、总负继电器输出连接铜排14和采集线束15，绝缘下壳1的侧壁上固定有加热接插件16和通讯接插件17，霍尔电流传感器9、以及快充继电器3、总负继电器4、加热继电器5的控制端均通过采集线束15与通讯接插件17连接；快充继电器3通过快充连接铜排12与绝缘下壳1上的快充接口连接，总负铜排8通过主负串联铜排11与主回路保险MSD连接排10连接，主负串联铜排11穿过霍尔电流传感器9，主回路保险MSD连接排10与外置的手动维护开关（MSD）的其中一端连接，总负继电器4的负极端通过总负继电器输入连接铜排13与外置的手动维护开关（MSD）的另一端连接，总负继电器4的正极端通过总负继电器输出连接铜排14与加热接插件16的负极连接，加热接插件16的正极与加热继电器5的负极端连接，加热继电器5的正极端通过加热保险丝6与总正铜排7连接，高压箱内电池总正通过总正铜7输出，高压箱内电池总负通过总负铜排8输出。当发生热失控，碰撞等情况时，BMS主控会下指令断开断总负继电器4,，保护电池箱体；电池箱体的加热膜正负极分别连接加热接插件16的正负极，当加热膜温度异常时，BMS主控会下指令断开加热继电器5，断开加热回路，保护电池箱体。尽管已经示出和描述了本实用新型的实施例，对于本领域的普通技术人员而言，可以理解在不脱离本实用新型的原理和精神的情况下可以对这些实施例进行多种变化、修改、替换和变型，本实用新型的范围由所附权利要求及其等同物限定。 | 本实用新型公开了一种汽车动力电池的高压箱系统，包括有相互连接的绝缘下壳和绝缘上盖，绝缘下壳内固定有快充继电器、总负继电器、加热继电器和加热保险丝，绝缘下壳侧壁上固定有加热接插件和通讯接插件，快充继电器、总负继电器、加热继电器的控制端均通过采集线束与通讯接插件连接；总负铜排通过主回路保险MSD连接排与外置的手动维护开关的其中一端连接，总负继电器的负极端通过连接排与外置的手动维护开关的另一端连接，总负继电器的正极端与加热接插件的负极连接，加热接插件的正极依次通过加热继电器、加热保险丝与总正铜排连接。本实用新型对汽车动力电池发生热失控、车辆发生碰撞后进行保护，提高了电池箱体的安全稳定性和使用寿命。 | CN:201921235599.1U | https://patentimages.storage.googleapis.com/fa/ea/47/4ed1c7b101b3eb/CN210120207U.pdf | CN:210120207:U | 韩秋红 | Hefei Guoxuan High Tech Power Energy Co Ltd | NaN | Not available | 2020-02-28 | 1.一种汽车动力电池的高压箱系统，包括有绝缘下壳和连接于绝缘下壳顶端的绝缘上盖，其特征在于：所述的绝缘下壳内固定有快充继电器、总负继电器、加热继电器、加热保险、总正铜排、总负铜排、主回路保险MSD连接排、主负串联铜排和采集线束，所述的绝缘下壳的侧壁上固定有加热接插件和通讯接插件，所述的快充继电器、总负继电器、加热继电器的控制端均通过采集线束与通讯接插件连接；所述的总负铜排与主回路保险MSD连接排连接，主回路保险MSD连接排与外置的手动维护开关的其中一端连接，总负继电器的负极端与外置的手动维护开关的另一端连接，总负继电器的正极端与加热接插件的负极连接，加热接插件的正极与加热继电器的负极端连接，加热继电器的正极端通过加热保险丝与总正铜排连接，高压箱内电池总正通过总正铜排输出，高压箱内电池总负通过总负铜排输出。, 2.根据权利要求1所述的一种汽车动力电池的高压箱系统，其特征在于：所述的快充继电器通过快充连接铜排与绝缘下壳上的快充接口连接。, 3.根据权利要求1所述的一种汽车动力电池的高压箱系统，其特征在于：所述的总负铜排通过主负串联铜排与主回路保险MSD连接排连接，所述的主负串联铜排穿过霍尔电流传感器，霍尔电流传感器通过采集线束与通讯接插件连接。, 4.根据权利要求1所述的一种汽车动力电池的高压箱系统，其特征在于：所述的绝缘下壳内设置有总负继电器输入连接铜排和总负继电器输出连接铜排，所述的总负继电器的负极端通过总负继电器输入连接铜排与外置的手动维护开关的另一端连接，总负继电器的正极端通过总负继电器输出连接铜排与加热接插件的负极连接。 | CN | China | Active | Y | True |
| 292 | 电动车辆的充电控制装置 \n | CN103250320B | 技术领域本发明涉及一种电动车辆的充电控制装置，无论车辆连接的是普通充电器还是急速充电器都适用，且能够使用户在使用性上得到良好的便利性。背景技术对于由蓄电池（电池）输入电压驱动作为驱动源的电机的电动车辆，用于对电池进行充电的有普通充电器及急速充电器，由于两者所供给的电流互不相同，为了与双方都能连接，充电控制装置中分别设有普通充电器及急速充电器专用的端子（专利文献1）。专利文献1：日本发明专利公报特许3267039号在专利文献1中记载的充电控制装置中，无论是普通充电器还是急速充电器都能够连接，从而具有便利性。然而，由于将充电用端子分为普通充电器用及急速充电器用，为此单独设置，由此导致部件数增多，而使充电控制装置的成本上升。另外，充电器以车载的形式安装在电动二轮车中使用时，与四轮车不同，电动二轮车中由于配置其的空间受到局限，再考虑到布局的自由度等问题，在电动二轮车中很难有能安装该充电器的车载空间。又有，将普通充电用端子和急速充电用端子分别设置，在将充电插头往端子插入时需要对插入的端子进行判断和选择，而使用户感到繁琐。另外，由于急速充电器与普通充电器相比需使用大电流对电池进行充电，因此，急速充电器用端子需要使用功率较大的端子，因而使成本升高。发明内容有鉴于此，本发明的目的在于提供一种部件数较少且车载时的布局自由度较高，同时用户使用便利的电动车辆的充电控制装置。为了达到上述目的，本发明的电动车辆的充电控制装置，其通过充电连接器连接普通充电器或者相比所述普通充电器以较大的电功率进行充电的急速充电器中的任意一个，在通过所述充电连接器与所述普通充电器或者所述急速充电器连接时，对电池提供电力以进行充电，所述电池为作为电动车辆的驱动源的电机供给电流，所述普通充电器具有第1充电电路，所述急速充电器除了具有在所述第1充电电路，还具有与所述第1充电电路并列设置的第2充电电路，在急速充电所需要的电力中，与所述普通充电器相同功率的电力由所述第1充电电路供给，剩余的电力由所述第2充电电路供给，所述充电连接器具有与所述第1充电电路连接的第1端子和与所述第2充电电路连接的第2端子，所述第1端子为与所述普通充电器及急速充电器的第1充电电路连接的通用端子，所述第1端子与所述第2端子并联连接在所述电池上。本发明的第2个特征在于，所述充电连接器收装所述第1端子及所述第2端子的双方。本发明的第3个特征在于，所述第1充电电路及所述第2充电电路具有相同的额定电力。本发明的第4个特征在于，所述第1充电电路及所述第2充电电路的输出功率都为直流规格。本发明的第5个特征在于，在所述充电连接器中，所述第1端子及所述第2端子上分别设置有温度传感器。本发明的第6个特征在于，在所述第1端子及所述第2端子与所述电池之间的连接电缆上分别具有二极管，所述二极管相对于通过所述第1充电电路及所述第2充电电路输出的电压呈顺方向连接。本发明的第7个特征在于，在所述第1充电电路及所述第2充电电路的输出电缆上，在其与所述充电连接器之间分别具有开关转换机构和开关转换机构驱动部，所述开关转换机构驱动部通过所述急速充电器或者普通充电器中的任意一个与所述充电连接器连接，并将驱动信号输出以驱动所述开关转换机构的双方或仅驱动所述第1充电电路的输出电缆上的开关转换机构，在所述急速充电器或者普通充电器中的任意一个都没有与所述充电连接器连接时，其禁止所述驱动信号输出而使所述开关转换机构为非驱动状态。本发明的第8个特征在于，还具有基准电压形成部和异常电压形成部，所述基准电压形成部为，根据所述急速充电器或者普通充电器中的任意一个与所述充电连接器的连接，形成不同的基准电压，所述异常电压形成部为，在所述急速充电器或者普通充电器中的任意一个都没有与所述充电连接器连接时，形成与所述基准电压不同的异常电压，所述开关转换机构驱动部为，在检测出所述基准电压时驱动所述开关转换机构，在检测出所述异常电压时并不驱动所述开关转换机构。本发明的第9个特征在于，还包括接触器、基准电压形成部和电池管理单元，所述接触器设置在所述第1端子及所述第2端子与所述电池之间的连接电缆上，所述基准电压形成部为，根据所述急速充电器或者普通充电器中的任意一个与所述充电连接器的连接，形成不同的基准电压，所述电池管理单元为，在检测出所述基准电压时将基准电压检测信号输出，所述接触器8通过被供给的所述基准电压检测信号而开启。本发明的第10个特征在于，所述第1端子具有正侧的电缆及负侧的电缆，所述第2端子具有正侧的电缆及负侧的电缆，还包括：接触器、检测电路和接触器开闭机构，所述接触器设置在所述第1端子及所述第2端子与所述电池之间的连接电缆上，所述检测电路用于检测：所述第1端子的正侧的电缆和负侧的电缆之间的短路；所述第1端子的正侧的电缆和所述第2端子的负侧的电缆之间的短路；所述第2端子的正侧的电缆和负侧的电缆之间的短路；所述第2端子的正侧的电缆和所述第1端子的负侧的电缆之间的短路，所述接触器开闭机构用于响应所述检测电路在检测出所述短路时所输出的短路检测信号而使所述接触器关闭。本发明的第11个特征在于，所述检测电路包括：电阻、电阻及光耦合器，所述电阻位于所述第1端子及所述第2端子与所述电池之间的连接电缆上，并连接在与所述第1端子及所述第2端子连接的正侧电缆上，所述电阻连接在与所述第1端子及所述第2端子连接的负侧电缆上，所述光耦合器由发光元件及与所述发光元件相对应设置的受光元件构成，所述发光元件与所述第1端子连接的所述电缆并联，所述接触器开闭机构用于响应所述受光元件的开启动作，而使所述接触器关闭。本发明的第12个特征在于，当通过所述检测电路检测出所述短路时，使由指示器或扬声器形成的警报机构动作。发明效果根据本发明的第1特征，由于急速充电器是在普通充电器中使用的第1充电电路的基础上外加第2充电电路形成的，在急速充电所需要的电力中，与所述普通充电器相同功率的电力由所述第1充电电路供给，剩余的电力由所述第2充电电路供给，因此，在急速充电时，来自所述第1充电电路的电力经由第1端子向车辆侧供给的同时，在急速充电所需要的电力中，由第1充电电路不能供给的不足部分通过第2充电电路经由第2端子向车辆侧供给。由于第1端子与第2端子并联连接在电池上，而能够使第1端子及第2端子的电容变小，从而可降低成本。另外，无论是普通充电还是急速充电，都能够使用通用的充电连接器。因此，用户无论是使用普通充电还是急速充电，只需连接单独的充电连接器即可实现，从而消除了操作的繁杂，而且能够防止充电控制装置的大型化。根据本发明的第2特征，在将充电连接器车载时，不需要在普通充电器及急速充电器的双方中分别设置空间以及花费工时。根据本发明的第3特征，即使在急速充电时，也可以使用含有低功率端子的充电连接器。也就是说由于第1端子及第2端子可通用低功率的作为普通充电用的端子，从而能够具有较好的通用性。根据本发明的第4特征，无论是在普通充电还是在急速充电时，不需要在由充电连接器到电池侧上（也就是车身侧上）设置AC-DC转换器。根据本发明的第5特征，即使在具有第1充电电路及第2充电电路的且电缆设置为多组的急速充电器中，也能够测定各自的电缆连接的端子的温度，从而能够降低高温对于充电连接器的影响并检测出适合的温度。根据本发明的第6特征，由于设置有二极管，即使在充电连接器脱落时，也不会在充电连接器和电池之间出现电池电压。根据本发明的第7、8特征，在充电器侧与充电用的商用电源连接后，在连接充电连接器之前，即使开始充电操作，由于不会对开关转换机构进行开启动作，从而在充电接线器的第1端子及第2端子中，不会在充电器侧出现充电器的输出电压。根据本发明的第9特征，由于电池管理单元在检测出基准电压时，使接触器开启，在充电中充电连接器脱落时会使接触器关闭而阻断第1端子及第2端子与电池的连接。根据本发明的第10、11特征，在第1端子的正侧的电缆和负侧的电缆之间、第1端子的正侧的电缆和第2端子的负侧的电缆之间、第2端子的正侧的电缆和负侧的电缆之间、第2端子的正侧的电缆和第1端子的负侧的电缆之间发生短路时，能够使接触器关闭。根据本发明的第12特征，对于在第1端子及第2端子上发生的短路，能够有效的向车辆的乘坐人员报知。附图说明图1为表示本发明的一实施方式的充电控制装置的结构框图；图2为表示本发明的一实施方式的搭载有充电连接器及充电控制装置的电动车辆的侧视图；图3为表示本发明的一实施方式的由充电连接器构成的插座的立体图；图4为表示插座的主视图；图5为表示插座的后视图；图6为表示图5的A-A位置处的截面图；图7为表示本发明的第2实施方式的充电控制装置的结构框图；图8为表示用于将FET的驱动信号输出的控制器的主要部分的功能框图。【符号说明】1电动车辆；4主电池；5副电池；6降压调节器；7BMU；9充电控制部；10急速充电器；11电力供给装置；13充电连接器；14热敏电阻（温度传感器）；18电机；43插头；44插座；52第1充电电力发生部（第1充电电路）；53第2充电电力发生部（第2充电电路）；81发光二极管。具体实施方式下面，参照附图对本发明的一个实施方式进行说明。图2为本发明的一个实施方式的具有充电控制装置的电动车辆的左侧视图。电动车辆1为具有低底板的踏板型二轮车，各构成部分以直接或通过其他部件的间接的方式安装在车架3上。车架3具有：头管31；前框架部分32，其顶端接合在头管31上且后端向下方延伸；主框架部分33，其为一对，由前框架部分32分别向车身宽度方向的左右方向分支并向车身后方延伸；后框架部分36，其由主框架部分33沿车身向后方延伸。在头管31上，支承前轮WF的前叉2以能够自由转向的方式被支承。由前叉2向上部延伸的转向轴41受到头管31的支承，在转向轴41的上部，连接有具有油门把手的转向手柄46。在转向手柄46上设置由节气门传感器23，该节气门传感器23用于检测油门把手的转动角（油门开度）。在头管31的前部上安装有由管形成的托架37。在托架37的前端部上设置有头灯25，在头灯25的上方设置有被托架37支承的前载物台26。车架3的朝向车身后方向延伸的托架34连接在主框架部分33和后框架部分36的中间区域。在托架34上设置有在车身宽度方向上延伸的枢轴35，摇臂17通过该枢轴35以可自由上下摇动的方式支承。在摇臂17上设置有作为车辆驱动源的电机18。电机18的输出向后轮车轴19传递，并对支承在后轮车轴19上的后轮WR进行驱动。包含有后轮车轴19的机架与后框架部分36通过后悬架20连接。在托架34上设置有停车状态下用于支承车身的侧支脚24。侧支脚24具有侧支脚开关28，该侧支脚24收装在所规定位置时该侧支脚开关28输出相应的检测信号。在主框架部分33上搭载有由多个电池单元形成的高电压（例如，额定电压72伏）的主电池4，主电池4的上部由罩体40覆盖。在主电池4的前部上连接有空气导入管38，在主电池4的后部上设置有吸气风扇39。通过吸气风扇39，空气由空气导入管38被导入主电池4，该空气将主电池4冷却后，向车身后方排出。空气也可通过位于空气导入管38上的未图示的空气滤清器导入。在后框架部分36的上部设置有插座44，为主电池4进行充电的充电器（后述）延伸出充电电缆42，该充电电缆42的插头43能够插在该插座44上。在后框架部分36上还设置有后载物台29及尾灯27。在左右一对的后框架部分36之间设置有载物箱50，在由该载物箱50向下部突出的载物箱底部51内收装有由主电池4充电的低电压（例如，额定电压12伏）的副电池5。在摇臂17上设置有控制电机18的电力驱动单元（PDU）45。在载物箱50的上部设置有兼有载物箱50盖功能的驾驶员座椅21，在驾驶员座椅21上设置有座椅开关22，该座椅开关22在驾驶员落坐时进行动作并将落坐信号输出。图1表示充电控制装置的结构框图。图1表示的是作为充电器10的急速充电器与电力供给装置电连接的一个例子。充电控制装置包括充电器10、位于电动车辆1侧的电力供给装置11、将充电器10及电力供给装置11相互连接的充电连接器（以下也存在简称为连接器的情况）13。充电连接器13由与充电器10侧连接的插头43和设置在电动车辆1侧的插座44构成，在插座44中设置有作为温度传感器的热敏电阻14。对于位于插座44内的热敏电阻14，其具体的布置在后面说明。充电器10和电力供给装置11之间通过充电连接器13，第1电缆PL1及PL2、第2电缆PL3及PL4、辅助电缆PL5、信号线SL1及SL2、地线EL与电力供给装置11连接。电缆PL1、PL3为正线，PL2、PL4为负线。充电连接器13具有普通充电用端子（第1端子）TA1和急速充电用端子（第2端子）TA2。在插头43插在插座44上时，第1电缆PL1、PL2通过第1端子TA1与降压调节器6连接。在插头43插在插座44上时，第2电缆PL3、PL4通过第2端子TA2与降压调节器6连接。充电器10例如具有：第1充电电力发生部（第1充电电路）52、第2充电电力发生部（第2充电电路）53及辅助电源发生部54，第1充电电力发生部（第1充电电路）52、第2充电电力发生部（第2充电电路）53这两个系统与AC电源插头15连接，通过AC连接器15与商用交流电力系统（供电系统）连接。又有，在充电器10中设置有对第1充电电力发生部52、第2充电电力发生部53及辅助电源发生部54的输出进行控制的作为充电控制部的充电控制器9。充电控制9包含控制IC及接口（I/F）电路等。与充电控制9还连接有充电开始/停止开关12。如图1所示，充电器10作为急速充电器构成时，作为充电电力发生部，具有第1充电电力发生部52、第2充电电力发生部53及辅助电源发生部54。充电器10作为普通充电器构成时，作为其充电电力发生部，仅具有第1充电电力发生部52及辅助电源发生部54，而不存在第2充电电力发生部53。第1充电电力发生部52及第2充电电力发生部53，其电压·电流的规格相同（例如72V/15A）。第1充电电力发生部52具有：与AC电源插头15连接的作为改善功率因数电路的PFC电路56、与PFC电路56的输出端连接的交直流转换器60、控制交直流转换器60输出的FET58。第2充电电力发生部53具有：PFC电路59、与PFC电路59的输出端连接的交直流转换器57、控制交直流转换器57输出的FET61。同样的，辅助电源发生部54具有：与PFC电路56的输出端连接的交直流转换器62、控制交直流转换器62输出的FET63。交直流转换器60、57的输出例如为72伏的直流电压，交直流转换器62的输出为能作为控制电源使用的低电压（例如直流12伏）。在车辆侧设置的电力供给装置11具有：与第1电缆PL1及PL2、第2电缆PL3及PL4连接的降压调节器6和主电池4。又有，在主电池4上具有：电池管理单元（BMU）7和对充电器10进行控制的车辆侧控制部（PDU）45。主电池4的直流输出电压通过在PDU45中设置的未图示的逆变电路变换为3相交流电压，输出到作为驱动电源的电机18（参照图2）。在电力供给装置11侧，经由充电连接器13的第1端子TA1及第2端子TA2与正侧的电缆PL1、PL3及负侧的电缆PL2、PL4连接的电缆整合在一起，分别由1根正的（正侧）电缆PLp及1根负的（负侧）电缆PLn与之连接。整合在一起的正的（正侧）电缆PLp与接触器8连接。在降压调节器6中设置有与电缆PLp和PLp并联的交直流转换器67和串联在电缆PLp中的FET68。交直流转换器67将输入电压（72伏）转换成例如能对副电池5进行充电的电压后输出。BMU7用于监视主电池4的充电状态。PDU45和BMU7之间通过CAN总线连接，主电池4的充电状态（充电过量情况等）以及与该相对应的主电池4的控制信息通过CAN总线发送和接受。另外，PDU45能够通过CAN总线与BMU7通信，发送用于使接触器8开启·关闭的信号。以上的信息的发送与接受也可使用CAN总线以外的信号线。热敏电阻14的检测信息，即，通过热敏电阻14检测到的充电连接器13的温度输入到PDU45内。PDU45和充电器10的充电控制部9通过信号线SL1及SL2连接。在充电器10中，在对主电池4充电时，将AC电源插头15连接在AC电源插头（商用电力系统的输出部）上。由此，由AC电源插头15输入的输入电压通过交直流转换器62转换为所规定的直流电压（例如12伏）并输入到充电控制部9。在充电开始/停止开关12向充电开始侧切换后，充电控制部9将门极控制信号输入到辅助电力发生部54中的FET63。由此，辅助电源电压通过电缆PL5输入到电力供给装置11。由于接通了辅助电源电压（12伏）降压调节器6的FET68、BMU7及PDU45处于工作状态。PDU45通过与BMU7的通信对主电池4的充电状态进行识别，可充电时，通过信号线SL1将充电许可信号输入到充电控制部9中。充电控制部9在输入充电许可信号后，将选通信号分别输入到第1充电电力发生部52及第2充电电力发生部53的FET58、61中使其输出充电电力（例如电压72伏）。FET58、61开启时间的长短根据由PDU45向充电控制部9输入的主电池4的状态控制。来自第1充电电力发生部52及第2充电电力发生部53的电压通过接触器8输入到主电池4，而对主电池4充电。来自第1充电电力发生部52及第2充电电力发生部53的电压通过降压调节器6内的交直流转换器67，例如降压到12伏，用于对副电池5进行充电。通过交直流转换器67降压的电压并不仅用于对副电池5进行充电，也能够输出到包含有头灯及信号灯等的灯体在内的辅机上。通过热敏电阻14检测到的充电连接器13的温度信息输入到PDU45内，PDU45利用内部具有的微型计算机的计算功能对充电连接器13的温度是否达到所规定的高温进行判断。当判断充电连接器13达到所规定的高温时，PDU45通过信号线SL2将使充电电压降低的指示（电流切换信号）向充电控制部9传送信息。充电控制部9在接收到指示后，向交直流转换器57或者60输出，保持充电电压不变，但降低充电电流的控制信号。在主电池4的充电量充足时，充电控制部9可以使FET58、61的开启时间为零，而停止充电。由此，能够抑制插座44过热。PDU45具有温度信息的判断功能和用于使用信号线SL2将电流切换信号向充电控制部9发送信号的通信功能。下面对前述热敏电阻14的设置进行说明。图3表示设置有热敏电阻14的充电连接器13的插座44的立体图，图4表示插座44的主视图，图5表示插座44的后视图。插座44具有端子T1～T8。端子T1、T3为与向车辆侧延伸的正的电缆PL1、PL3分别连接的电缆用端子。在端子T2、T4上分别连接有在车辆侧延伸的负的电缆PL2、PL4。电缆用端子T1～T4分别具有在尺寸及电气规格上相同的端子，而确保具有通用性。另一方面，在端子T5～T8上分别连接在车辆侧延伸的辅助电缆PL5以及信号线SL1、SL2、EL3。各端子间通过绝缘壁70隔开。由此，插座44分割为，设置有高电压的电缆用端子T1～T4的高电压区域71和设置有辅助电源用端子T5及信号用端子T6～T8的低电压区域72。另外，如图4（图4中表示的虚线）及图5所示，热敏电阻14位于相比较低电压区域72温度上升较高的高电压区域71内，设置在正的电缆用端子T1和负的电缆用端子T2之间。在该例子中，由于具有两个急速充电用的充电电力发生部52、53，又有一个热敏电阻14位于高电压区域71中，设置在正的电缆用端子T3和负的电缆用端子T4之间。通过将该作为温度传感器的热敏电阻14设置在接近高电压区域71的电缆用端子上，能够获得较高的温度检测精度。在高电压区域71和包含有信号线用端子T6～T8的低电压区域72之间设置有间隙（绝缘间隙）73。负的电缆用端子T2、T4的绝缘壁70和端子T5、T6的绝缘壁70位于间隙73的两侧，即位于高电压区域71和低电压区域72相对的部分上。通过该配置，低电压区域72很难承受来自于相对温度上升较大的高电压区域71的热的影响以及相对于信号线的由电缆泄露带来的影响。在插座44上形成有由端子收装部的周围壁部73朝向外周伸出的法兰74，通过使用设置在该法兰74上的2个安装孔75、75，通过螺栓等固定在车架3的后框架部分36上。横贯周围壁部73和法兰74设置的托架76形成有轴的支承部，该轴的支承部用于轴支将端子收装部的周围壁部73的上方覆盖的盖子（未图示），且使该盖子可开闭。图6表示图5的A-A位置的截面图。如图6所示，热敏电阻14、14由插座44的法兰71插入到由向下方突出的绝缘壁77将周围包围的空间内，并通过环氧树脂接合固定。下面，分别对本发明的，在使用充电连接器13与普通充电器连接的情况和在使用充电连接器13与急速充电器连接时的作用进行说明。首先对并不具有第2充电电力发生部53的作为普通充电器的充电器10进行充电动作的说明。作为普通充电器的充电器10的插头43插入车辆侧的插座44后，将AC电源插头15连接在商用电源（例如，针对普通充电器的交流电源100V）上。然后，通过将充电开始/停止开关12开启（ON），开始进行充电动作。控制器9预先设定在与普通充电器连接时输出基准电压（例如，2V），随着开启（ON）充电开始/停止开关12，基准电压通过电流切换信号SL2向车辆侧的PDU45供给。由此，PDU45（车辆侧）能够识别是否与普通充电器连接，能够根据普通充电的方式对主电池4进行充电管理。商用电源（插座电源）通过PFC电路56改善功率因数后，其电压通过交直流转换器60变换为主电池4的额定电压72V（3.2A）后，作为充电用电压通过FET58，经由普通充电器用端子TA1，然后通过PLp及PLn的电缆输入到主电池4。也就是说，充电器10为普通充电器时，由于没有第2充电电力发生部53，而只由第1充电电力发生部52向主电池4提供3.2A的电力。接下来，对由第1充电电力发生部52及第2充电电力发生部53双方工作、作为急速充电器的充电器10进行充电动作的说明。作为急速充电器的充电器10的插头43插入车辆侧的插座44后，将AC电源插头15连接在商用电源（例如，针对急速充电器的交流电源200V）上。在使用急速充电器时，由于在充电器10上设置有第2充电电力发生部52，来自商用电源的电力由第1充电电力发生部52及第2充电电力发生部53分别向为普通充电用端子的第1端子TA1及为急速充电用端子的第2端子TA2供给。第1充电电力发生部52及第2充电电力发生部53的额定电压·电流相同，该特点在上述已作了说明。连接急速充电器所表示的基准电压（例如，5V）通过电流切换信号SL2向PDU45供给。在车辆侧，来自第1充电电力发生部52的电力由第1端子TA1（15A）供给，来自第2充电电力发生部53的电力由第2端子TA2（15A）供给，由于第1端子TA1及第2端子TA2相对于主电池4并联，在主电池4上，由第1端子TA1及第2端子TA2供给的电流的合计值（30A）的电力通过正侧的电缆PLp及负侧的电缆PLn向主电池4供给。也就是说，为普通充电用端子的第1端子TA1即使在连接急速充电器时也可通用，急速充电所必要的电力由该端子供给。在本实施方式中，对普通充电器的第1充电电力发生部52及急速充电的附加的第2充电电力发生部53的额定值相同的例子进行了说明，但并不局限于此，也可使为普通充电器的第1充电电力发生部52的额定值小于急速充电器的该的额定值。另外，在本实施方式中，由于热敏电阻14设置为多个并分别与多个电缆用的端子相对应，温度的判断为两传感器的检测值无论是否检测出较高的一方，都可基于两检测值的平均值进行。然而，本发明并不局限于此，也可使用单一的热敏电阻14作为温度传感器使用。另外，热敏电阻14设置在车辆侧的插座44上，但并不局限于此，也可设置在电缆用插头端子的正负之间，该电缆用插头端子设置在与插座44连接的插头43上。但是，在这种情况下，在充电连接器13的插头43及插座44上，设置有热敏电阻14的连接线用端子。由此，在插座44上设置热敏电阻14时，可使充电连接器13的结构简单。接下来，对充电控制装置的第2实施方式进行说明。图7表示第2实施方式的充电控制装置的主要部分的结构框图，与图1相同的符号为同一或同等部分。在图7中，电缆PL1、PL2及PL3、PL4中，在与第1端子TA1及第2端子TA2连接的降压调节器6内的部分上连接二极管D1、D2、D3及D4。二极管D1、D3由充电器10侧向车身侧的电力供给装置11侧呈逆向连接，二极管D2、D4由充电器10侧向电力供给装置11侧呈顺向连接。电缆PL1及电缆PL3在第1端子TA1及第2端子TA2和二极管D2、D4之间通过电阻R1连接。另一方面，电缆PL2及电缆PL4在第1端子TA1及第2端子TA2和二极管D1、D3之间通过电阻R2连接。电缆PL1及电缆PL2在与电阻R1、R2连接的部分与光耦合器81的输入侧（即发光二极管82）连接。光耦合器81的输出侧（光电晶体管83的集电极）与PDU45连接，并将检测信号输入PDU45。根据图7所示的充电控制装置，假如通过与接触器8接触（形成为开启状态）的二极管D1～D4，在插座44侧的第1端子TA1及第2端子TA2上不会出现主电池4的电压。另外，在充电器10侧，假如AC电源插头15与商用电源连接，在没有连接连接器13时，即使误操作充电开始/停止开关12为开启（ON）状态，由于来自车辆侧的PDU45的充电许可信号不会到来，而不会使FET58、61为开启动作，从而充电器10的输出电压不会出现在插头43侧的第1端子TA1及第2端子TA2上。图7所示的充电控制装置中包含有在充电中时连接器13脱落情况下的安全对策。充电操作开始后，即将连接器13连接后，将AC电源插头15连接商用电源，而且使充电开始/停止开关12为开启（ON）状态后，存在连接器13脱落的情况，在该情况下，在充电器10侧的控制器9上设置有将FET58、61关闭（OFF）的功能，在车两侧的PDU45上设置有阻断接触器8的功能。图8表示用于将FET的驱动信号输出的控制器9的主要部分的功能框图。将AC电源插头15连接商用电源，而且使充电开始/停止开关12为开启（ON）状态后，无论充电器10是否为普通充电器或急速充电器，控制器9都分别具有形成基准电压的基准电压形成部84。例如，形成普通充电器中为2伏，急速充电器中为5伏的基准电压。又有，控制器9还具有除普通充电器及急速充电器的基准电压以外的，在充电中连接器13脱落时形成异常电压的异常电压形成部85。在使充电开始/停止开关12为非开启状态时，控制器9不动作，也不会形成基准电压及异常电压。作为开关机构驱动部的FET驱动部86用于监视由基准电压形成部84及异常电压形成部85输出的电压，在检测出2伏的基准电压时，FET58开启（ON），在检测出5伏的基准电压时，FET58及FET61双方开启（ON）。另外，在检测出异常电压，也就是超出5伏的设定值以上的电压值时，充电开始/停止开关12为开启（ON）状态下，被认为连接器13脱落而使FET58关闭（OFF）。图9为用于阻断接触器8的PDU45的主要部分的功能框图。将AC电源插头15连接商用电源，而且使充电开始/停止开关12为开启（ON）状态后，通过控制器9的基准电压形成部84形成的基准电压通过信号线SL2向PDU45输入。PDU45具有用于监视该基准电压的基准电压监视部87，在检测出基准电压时将基准电压检测信号输入到BMU7中，BMU7对该基准电压检测信号进行响应并将接触器8开启。BMU7在没有被输入基准电压检测信号时，使接触器8关闭。在连接器13脱落时，基准电压不会向PDU45内输入，由于基准电压监视部87不会使其输出基准电压检测信号，而使接触器8关闭。因此，当基准电压信号输入到PDU45内时，由于处于充电中，即使在PDU45侧输入行驶信号也会对驱动力进行限制而不会行驶。在电力供给装置11内设置的二极管D1、D2、D3、D4通过电阻R1、R2与光耦合器81的输入侧也就是发光二极管82连接。通常情况下，由于在第1电缆PL1及PL2和第2电缆PL3及PL4之间介装有电阻R1、R2，流入发光二级管82的电流不会达到使发光二级管82动作的电流值（通过对电阻R1、R2的电阻值的选择能够使电流值不会达到使发光二极管82动作的电流值）。另一方面，例如，电缆PL1和PL2或者PL4短路，或者电缆PL3和PL2或者PL4短路时，由于没有介装电阻R1、R2而使较大的电流流向发光二极管82，进而驱动发光二极管82，光敏二极管83感知到发光二极管82的光后开开启作。PDU45响应光电晶体管83的开启动作，向BMU7输入短路检测信号。BMU7对该短路检测信号进行响应，无论前述基准检测信号是否有无，都会使接触器8进行关闭动作。或者，通过检测电路检测出短路的情况下，使在未图示的仪表上设置的指示器及扬声器等形成的警报机构动作，以向乘坐人员报知发生短路的情况。由上，根据第2实施方式，具有触电防止功能以及具有在异常操作时及故障时等能够遮断由充电器的输出电压或者输入主电池4的输入电压的功能。 | 本发明提供一种电动车辆的充电控制装置，在该装置中，使用一种普通充电器及急速充电器通用的充电连接器，能够提高用于使用的便利性，同时也使充电系统简单化。电池（4）向作为电动车辆1的驱动源的电机提供电力。急速充电器（10）具有：对电池（4）进行充电的第1充电电路（52）；与第1充电电路（52）并联的第2充电电路（53）；用于将第1充电电路（52）及第2充电电路（53）连接在电池（4）上的充电连接器（13）。第1充电电路（52）及第2充电电路（53）通过设置在充电连接器（13）和电池（4）之间的通用的电路部分（PLp、PLn）连接在电池（4）上。普通充电器仅具有第1充电电路（52）及第2充电电路（53）中的第1充电电路（52）。 | CN:201180056134.XA | https://patentimages.storage.googleapis.com/e3/5e/8b/2a739b8d793b69/CN103250320B.pdf | CN:103250320:B | 川崎雄一, 玉木健二, 中村正典, 柳沢毅 | Honda Motor Co Ltd | CN:101159384:A | Not available | 2016-01-20 | 1.一种电动车辆的充电控制装置，其能够通过充电连接器(13)连接普通充电器或者相比所述普通充电器以较大的电功率进行充电的急速充电器中的任意一个，在通过所述充电连接器(13)与所述普通充电器或者所述急速充电器连接时，对电池(4)提供电力以进行充电，所述电池(4)为作为电动车辆的驱动源的电机(18)供给电流，其特征在于，, 所述普通充电器具有第1充电电路(52)，所述急速充电器除具有所述第1充电电路(52)外，还具有与所述第1充电电路(52)并列设置的第2充电电路(53)，, 在急速充电所需要的电力中，与所述普通充电器相同功率的电力由所述第1充电电路(52)供给，剩余的电力由所述第2充电电路(53)供给，, 所述充电连接器(13)具有与所述第1充电电路(52)连接的第1端子(TA1)和与所述第2充电电路(53)连接的第2端子(TA2)，, 所述第1端子(TA1)为与所述普通充电器及急速充电器的第1充电电路(52)连接的通用端子，所述第1端子(TA1)与所述第2端子(TA2)并联连接在所述电池(4)上，, 所述充电连接器(13)收装所述第1端子(TA1)及所述第2端子(TA2)的双方，, 所述充电连接器(13)由一个与充电器侧连接的插头(43)和一个设置在电池侧的插座(44)构成，, 供所述普通充电器用的插头(43)与供所述急速充电器用的插头(43)为同一结构。, \n \n, 2.根据权利要求1所述的电动车辆的充电控制装置，其特征在于，所述第1充电电路(52)及所述第2充电电路(53)具有相同的额定功率。, \n \n \n, 3.根据权利要求1或2所述的电动车辆的充电控制装置，其特征在于，所述第1充电电路(52)及所述第2充电电路(53)的输出功率都为直流规格。, \n \n \n, 4.根据权利要求1或2所述的电动车辆的充电控制装置，其特征在于，在所述充电连接器(13)中，所述第1端子(TA1)及所述第2端子(TA2)上分别设置有温度传感器(14)。, \n \n \n, 5.根据权利要求1或2所述的电动车辆的充电控制装置，其特征在于，在所述第1端子(TA1)及所述第2端子(TA2)与所述电池(4)之间的连接电缆上分别具有二极管，所述二极管相对于通过所述第1充电电路(52)及所述第2充电电路(53)输出的电压呈顺方向连接。, \n \n \n, 6.根据权利要求1或2所述的电动车辆的充电控制装置，其特征在于，在所述第1充电电路(52)及所述第2充电电路(53)的输出电缆上，在其与所述充电连接器(13)之间分别具有开关机构(58、61)和开关机构驱动部(86)，, 所述开关机构驱动部(86)通过所述急速充电器或者普通充电器中的任意一个与所述充电连接器(13)连接，并将驱动信号输出以驱动所述开关机构(58、61)的双方或仅驱动所述第1充电电路(52)的输出电缆上的开关机构(58)，在所述急速充电器或者普通充电器中的任意一个都没有与所述充电连接器(13)连接时，其禁止所述驱动信号输出而使所述开关机构(58、61)为非驱动状态。, \n \n, 7.根据权利要求6所述的电动车辆的充电控制装置，其特征在于，还具有基准电压形成部(84)和异常电压形成部(85)，, 所述基准电压形成部(84)为，根据所述急速充电器或者普通充电器中的任意一个与所述充电连接器(13)的连接，形成不同的基准电压，, 所述异常电压形成部(85)为，在所述急速充电器或者普通充电器中的任意一个都没有与所述充电连接器(13)连接时，形成与所述基准电压不同的异常电压，, 所述开关机构驱动部(86)构成为，在检测出所述基准电压时驱动所述开关机构(58、61)，在检测出所述异常电压时并不驱动所述开关机构(58、61)。, \n \n \n, 8.根据权利要求1或2所述的电动车辆的充电控制装置，其特征在于，还包括接触器(8)、基准电压形成部(84)和电池管理单元(7)，, 所述接触器(8)设置在所述第1端子(TA1)及所述第2端子(TA2)与所述电池(4)之间的连接电缆上，, 所述基准电压形成部(84)为，根据所述急速充电器或者普通充电器中的任意一个与所述充电连接器(13)的连接，形成不同的基准电压，, 所述电池管理单元(7)为，在检测出所述基准电压时将基准电压检测信号输出，所述接触器8通过被供给的所述基准电压检测信号而开启。, \n \n \n, 9.根据权利要求1或2所述的电动车辆的充电控制装置，其特征在于，, 所述第1端子(TA1)具有正侧的电缆(PL1)及负侧的电缆(PL2)，, 所述第2端子(TA2)具有正侧的电缆(PL3)及负侧的电缆(PL4)，, 还包括：接触器(8)、检测电路和接触器开闭机构，, 所述接触器(8)设置在所述第1端子(TA1)及所述第2端子(TA2)与所述电池(4)之间的连接电缆上，, 所述检测电路用于检测：所述第1端子(TA1)的正侧的电缆(PL1)和负侧的电缆(PL2)之间的短路；所述第1端子(TA1)的正侧的电缆(PL1)和所述第2端子(TA2)的负侧的电缆(PL4)之间的短路；所述第2端子(TA2)的正侧的电缆(PL3)和负侧的电缆(PL4)之间的短路；所述第2端子(TA2)的正侧的电缆(PL3)和所述第1端子(TA1)的负侧的电缆(PL2)之间的短路，, 所述接触器开闭机构用于响应所述检测电路在检测出所述短路时所输出的短路检测信号而使所述接触器(8)关闭。, \n \n, 10.根据权利要求9所述的电动车辆的充电控制装置，其特征在于，所述检测电路包括：第1电阻(R1)、第2电阻(R2)及光耦合器(81)，, 所述第1电阻(R1)位于所述第1端子(TA1)及所述第2端子(TA2)与所述电池(4)之间的连接电缆上，并连接在与所述第1端子(TA1)及所述第2端子(TA2)连接的正侧电缆上，, 所述第2电阻(R2)连接在与所述第1端子(TA1)及所述第2端子(TA2)连接的负侧电缆上，, 所述光耦合器(81)由发光元件(82)及与所述发光元件(82)相对应设置的受光元件(83)构成，所述发光元件(82)与所述第1端子(TA1)连接的所述电缆并联，, 所述接触器开闭机构用于响应所述受光元件(83)的开启动作，而使所述接触器(8)关闭。, \n \n, 11.根据权利要求9所述的电动车辆的充电控制装置，其特征在于，当通过所述检测电路检测出所述短路时，使由指示器或扬声器形成的警报机构动作。 | CN | China | Active | H | True |
| 293 | 车用热泵系统 \n | CN108698469B | NaN | 本发明涉及一种车用热泵系统，更具体地，涉及这样一种车用热泵系统，其包括：第一冷却水管线，连接室外换热器(电散热器)和电气部件；第二冷却水管线，连接冷却器和电池；以及冷却水控制装置，用于通过连接所述第一冷却水管线和所述第二冷却水管线来控制冷却水的流动。因此，在加热模式下，通过冷却器既可以利用电气部件的废热又可以利用电池的废热，从而改善加热性能，并且在冷却模式下冷却电池，使得电池的热交换成为可能。 | CN:201780011799.6A | https://patentimages.storage.googleapis.com/bf/b1/0a/e3a6177fae2211/CN108698469B.pdf | CN:108698469:B | 黄仁国, 李海准 | Hanon Systems Corp | CN:103673170:A, WO:2015010907:A1, CN:104833129:A, JP:2015186989:A | Not available | 2021-10-08 | 1.一种车用热泵系统，在所述车用热泵系统中，压缩机(100)、室外换热器(130)、膨胀装置以及蒸发器(160)连接到制冷剂循环管线(R)，并且所述车用热泵系统包括：, 冷却器(180)，通过第一旁通管线(R1)并联地连接到制冷剂循环管线(R)；, 第一冷却水管线(W1)，连接室外换热器(130)和车用电气部件(202)，以使冷却水循环；, 第二冷却水管线(W2)，连接冷却器(180)和车用电池(207)，以使冷却水循环；以及, 冷却水调节装置(200)，将第一冷却水管线(W1)和第二冷却水管线(W2)彼此连接，以调节冷却水在第一冷却水管线(W1)和第二冷却水管线(W2)之间的流动，, 其中，冷却水调节装置(200)包括：, 连接管线(210)，将第一冷却水管线(W1)和第二冷却水管线(W2)并联地连接，以将室外换热器(130)、电气部件(202)、冷却器(180)以及电池(207)并联地布置；以及, 阀，安装在第一冷却水管线(W1)与连接管线(210)之间的分支点处以及第二冷却水管线(W2)与连接管线(210)之间的分支点处，以调节冷却水的流动，, 通过冷却器(180)，在加热模式下回收电气部件(202)的废热或电池(207)的废热，并且在冷却模式下冷却电池(207)，以使得对电池(207)的热管理成为可能。, 2.根据权利要求1所述的车用热泵系统，其中，连接管线(210)将电气部件(202)的入口侧和出口侧的第一冷却水管线(W1)与冷却器(180)的入口侧和出口侧的第二冷却水管线(W2)并联连接。, 3.根据权利要求2所述的车用热泵系统，其中，所述阀包括：, 第一冷却水换向阀(211)和第二冷却水换向阀(212)，分别安装在电气部件(202)的入口侧的第一冷却水管线(W1)与连接管线(210)之间的分支点处以及电气部件(202)的出口侧的第一冷却水管线(W1)与连接管线(210)之间的分支点处；以及, 第三冷却水换向阀(213)，安装在冷却器(180)的入口侧的第二冷却水管线(W2)与连接管线(210)之间的分支点处。, 4.根据权利要求1所述的车用热泵系统，其中，室外换热器(130)包括：, 电散热器(131)，在制冷剂循环管线(R)的制冷剂和第一冷却水管线(W1)的冷却水之间进行换热；以及, 空冷式换热器(132)，在制冷剂循环管线(R)的制冷剂和空气之间进行换热。, 5.根据权利要求4所述的车用热泵系统，其中，电散热器(131)和空冷式换热器(132)在从鼓风扇(133)吹出的空气的流动方向上以直线型排列。, 6.根据权利要求1所述的车用热泵系统，其中，用于使冷却水循环的第一水泵(201)和用于储存冷却水的蓄水箱(203)安装在第一冷却水管线(W1)上，并且, 其中，用于使冷却水循环的第二水泵(205)安装在第二冷却水管线(W2)上。, 7.根据权利要求1所述的车用热泵系统，其中，用于加热循环至电池(207)的冷却水的加热装置(206)安装在第二冷却水管线(W2)上。, 8.根据权利要求1所述的车用热泵系统，其中，室内换热器(110)设置在压缩机(100)和室外换热器(130)之间。, 9.根据权利要求1所述的车用热泵系统，其中，当在冷却模式下冷却电池(207)时，控制冷却水调节装置(200)，使得在室外换热器(130)中被冷却的冷却水朝向第一冷却水管线(W1)上的电气部件(202)循环，并且使得在冷却器(180)中被冷却的冷却水朝向第二冷却水管线(W2)上的电池(207)循环。, 10.一种车用热泵系统，在所述车用热泵系统中，压缩机(100)、室外换热器(130)、膨胀装置以及蒸发器(160)连接到制冷剂循环管线(R)，并且所述车用热泵系统包括：, 冷却器(180)，通过第一旁通管线(R1)并联地连接到制冷剂循环管线(R)；, 第一冷却水管线(W1)，连接室外换热器(130)和车用电气部件(202)，以使冷却水循环；, 第二冷却水管线(W2)，连接冷却器(180)和车用电池(207)，以使冷却水循环；以及, 冷却水调节装置(200)，将第一冷却水管线(W1)和第二冷却水管线(W2)彼此连接，以调节冷却水在第一冷却水管线(W1)和第二冷却水管线(W2)之间的流动，, 其中，通过冷却器(180)，在加热模式下回收电气部件(202)的废热或电池(207)的废热，并且在冷却模式下冷却电池(207)，以使得对电池(207)的热管理成为可能，, 用于使制冷剂膨胀的膨胀通道(186)以及具有绕过膨胀通道(186)的旁通通道(187)的膨胀阀(185)安装在冷却器(180)的入口侧的第一旁通管线(R1)上，以选择性地使流至冷却器(180)的制冷剂膨胀。, 11.根据权利要求10所述的车用热泵系统，其中，膨胀阀(185)还包括用于打开和关闭膨胀通道(186)的电磁阀(189)。, 12.根据权利要求10所述的车用热泵系统，其中，膨胀阀(185)组合到冷却器(180)的一侧。, 13.根据权利要求10所述的车用热泵系统，其中，第一旁通管线(R1)从室外换热器(130)的出口侧的制冷剂循环管线(R)分支并且与蒸发器(160)的出口侧的制冷剂循环管线(R)汇合，使得流过室外换热器(130)的制冷剂绕过所述蒸发器，, 其中，辅助旁通管线(R4)被安装为将膨胀阀(185)的旁通通道(187)与在第一旁通管线(R1)分支之前的制冷剂循环管线(R)进行连接，并且, 其中，第一制冷剂换向阀(191)安装在制冷剂循环管线(R)与辅助旁通管线(R4)之间的分支点处。, 14.根据权利要求13所述的车用热泵系统，其中，当在冷却模式下冷却电池(207)时，控制冷却水调节装置(200)使得在室外换热器(130)中被冷却的冷却水朝向第一冷却水管线(W1)上的电气部件(202)循环以及在冷却器(180)中被冷却的冷却水朝向第二冷却水管线(W2)上的电池(207)循环，控制膨胀阀(185)以使制冷剂膨胀，并且控制第一制冷剂换向阀(191)以关闭辅助旁通管线(R4)，从而利用冷却器冷却电池(207)。, 15.根据权利要求13所述的车用热泵系统，其中，当在冷却模式下冷却电池(207)时，控制冷却水调节装置(200)使得在室外换热器(130)中被冷却的冷却水朝向第一冷却水管线(W1)上的电气部件(202)和第二冷却水管线(W2)上的电池(207)循环，控制膨胀阀(185)以关闭膨胀通道(186)，并且控制第一制冷剂换向阀(191)以关闭辅助旁通管线(R4)，从而利用室外换热器(130)冷却电池(207)。, 16.根据权利要求13所述的车用热泵系统，其中，当在加热模式下回收废热时，控制冷却水调节装置(200)使得在电气部件(202)中被加热的冷却水和在电池(207)中被加热的冷却水朝向第二冷却水管线(W2)上的冷却器(180)循环，控制膨胀阀(185)以关闭膨胀通道(186)，并且控制第一制冷剂换向阀(191)以打开辅助旁通管线(R4)，从而利用电气部件(202)和电池(207)回收废热。, 17.根据权利要求13所述的车用热泵系统，其中，当在加热模式下回收废热时，控制冷却水调节装置(200)使得仅有在电气部件(202)中被加热的冷却水朝向第二冷却水管线(W2)上的冷却器(180)循环，控制膨胀阀(185)以关闭膨胀通道(186)，并且控制第一制冷剂换向阀(191)以打开辅助旁通管线(R4)，从而利用电气部件(202)回收废热。, 18.根据权利要求13所述的车用热泵系统，其中，当在加热模式下回收废热时，控制冷却水调节装置(200)使得仅有在电池(207)中被加热的冷却水朝向第二冷却水管线(W2)上的冷却器(180)循环，控制膨胀阀(185)以关闭膨胀通道(186)，并且控制第一制冷剂换向阀(191)以打开辅助旁通管线(R4)，从而利用电池(207)回收废热。, 19.一种车用热泵系统，在所述车用热泵系统中，压缩机(100)、室外换热器(130)、膨胀装置以及蒸发器(160)连接到制冷剂循环管线(R)，并且所述车用热泵系统包括：, 冷却器(180)，通过第一旁通管线(R1)并联地连接到制冷剂循环管线(R)；, 第一冷却水管线(W1)，连接室外换热器(130)和车用电气部件(202)，以使冷却水循环；, 第二冷却水管线(W2)，连接冷却器(180)和车用电池(207)，以使冷却水循环；以及, 冷却水调节装置(200)，将第一冷却水管线(W1)和第二冷却水管线(W2)彼此连接，以调节冷却水在第一冷却水管线(W1)和第二冷却水管线(W2)之间的流动，, 其中，通过冷却器(180)，在加热模式下回收电气部件(202)的废热或电池(207)的废热，并且在冷却模式下冷却电池(207)，以使得对电池(207)的热管理成为可能，, 当在冷却模式下冷却电池(207)时，控制冷却水调节装置(200)使得在室外换热器(130)中被冷却的冷却水朝向第一冷却水管线(W1)上的电气部件(202)以及第二冷却水管线(W2)上的电池(207)循环。, 20.一种车用热泵系统，在所述车用热泵系统中，压缩机(100)、室外换热器(130)、膨胀装置以及蒸发器(160)连接到制冷剂循环管线(R)，并且所述车用热泵系统包括：, 冷却器(180)，通过第一旁通管线(R1)并联地连接到制冷剂循环管线(R)；, 第一冷却水管线(W1)，连接室外换热器(130)和车用电气部件(202)，以使冷却水循环；, 第二冷却水管线(W2)，连接冷却器(180)和车用电池(207)，以使冷却水循环；以及, 冷却水调节装置(200)，将第一冷却水管线(W1)和第二冷却水管线(W2)彼此连接，以调节冷却水在第一冷却水管线(W1)和第二冷却水管线(W2)之间的流动，, 其中，通过冷却器(180)，在加热模式下回收电气部件(202)的废热或电池(207)的废热，并且在冷却模式下冷却电池(207)，以使得对电池(207)的热管理成为可能，, 当在加热模式下回收废热时，控制冷却水调节装置(200)使得在电气部件(202)中被加热的冷却水和在电池(207)中被加热的冷却水朝向第二冷却水管线(W2)上的冷却器(180)循环。, 21.一种车用热泵系统，在所述车用热泵系统中，压缩机(100)、室外换热器(130)、膨胀装置以及蒸发器(160)连接到制冷剂循环管线(R)，并且所述车用热泵系统包括：, 冷却器(180)，通过第一旁通管线(R1)并联地连接到制冷剂循环管线(R)；, 第一冷却水管线(W1)，连接室外换热器(130)和车用电气部件(202)，以使冷却水循环；, 第二冷却水管线(W2)，连接冷却器(180)和车用电池(207)，以使冷却水循环；以及, 冷却水调节装置(200)，将第一冷却水管线(W1)和第二冷却水管线(W2)彼此连接，以调节冷却水在第一冷却水管线(W1)和第二冷却水管线(W2)之间的流动，, 其中，通过冷却器(180)，在加热模式下回收电气部件(202)的废热或电池(207)的废热，并且在冷却模式下冷却电池(207)，以使得对电池(207)的热管理成为可能，, 当在加热模式下回收废热时，控制冷却水调节装置(200)使得仅有在电气部件(202)中被加热的冷却水朝向第二冷却水管线(W2)上的冷却器(180)循环。 | CN | China | Active | B | True |
| 294 | 可拆卸辅助电力系统 \n | CN113423947A | NaN | 公开了可拆卸辅助电力系统。在一些实施方式中，电力系统包括具有腔的壳体和被配置成被接纳到腔中的可拆卸部分。可拆卸部分包括电源，例如可再充电电池，并且可以包括附加电路以管理电池的充电和放电。壳体包括用于将壳体电连接至外部电气系统例如车辆电气系统的线缆。当可拆卸部分插入到壳体中时，可拆卸部分电连接至线缆，并且因此能够从外部电气系统充电，并且选择性地从电源向外部电气系统提供电力，例如用于跨接启动车辆。 | CN:201980071488.8A | https://patentimages.storage.googleapis.com/24/d9/b9/f361629c4cdccb/CN113423947A.pdf | NaN | 斯科特·伦博, 蒙特·库克 | Ox Partners LLC | US:5982138, CN:102340168:A, CN:103229388:A, CN:106532796:A, KR:20160089120:A, CN:104917236:A | Not available | 1993-03-16 | 1.一种可拆卸辅助电力系统，包括：, 壳体，其包括：, 腔；, 保持机构；以及, 第一电力连接器，其被布置在所述腔内；, 可拆卸部分，其被定尺寸为适配在所述腔内，所述可拆卸部分包括：, 电源；, 第二电力连接器，其被布置成当所述可拆卸部分插入到所述腔中时与所述第一电力连接器连接；, 电力管理电路，其电连接至所述电源；以及, 电力线缆，其电连接至所述第一电力连接器，并且适于连接至外部电气系统；, 其中，所述电力管理电路被配置成选择性地从接收自所述电力线缆的电对所述电源充电以及从所述电源向所述电力线缆供应电。, 2.根据权利要求1所述的电力系统，其中，所述电源是锂离子电池或锂聚合物电池。, 3.根据权利要求1所述的电力系统，其中，所述电力管理电路通过按钮或开关的致动被选择成从所述电源供应电。, 4.根据权利要求3所述的电力系统，其中，从所述电源供应电达所述按钮或开关的致动之后的预定时间量。, 5.根据权利要求1所述的电力系统，其中，所述可拆卸部分通过所述保持机构可释放地保持在所述腔中。, 6.根据权利要求1所述的电力系统，其中，所述可拆卸部分还包括一个或更多个发信号装置。, 7.根据权利要求6所述的电力系统，其中，所述发信号装置之一包括多个闪光灯。, 8.根据权利要求6所述的电力系统，其中，所述可拆卸部分还包括闪光灯。, 9.根据权利要求8所述的电力系统，其中，所述可拆卸部分还包括至少一个附件电力端口。, 10.根据权利要求9所述的电力系统，其中，所述至少一个附件电力端口是USB端口、点烟器端口和壁式插座之一。, 11.根据权利要求1所述的电力系统，其中，所述外部电气系统包括车辆电气系统。, 12.根据权利要求1所述的电力系统，其中，所述壳体还包括用于将所述壳体固定到基板的至少一个安装点。, 13.一种可拆卸电力组，包括：, 电源；, 电力端口；, 电力管理电路，其电耦接至所述电源和所述电力端口；, 至少一个辅助电力端口；以及, 至少一个发信号装置；, 其中，所述可拆卸电力组被配置成连接至壳体，所述壳体配备有用于电连接至所述电力端口的插座。, 14.根据权利要求13所述的可拆卸电力组，其中，所述电源是锂离子电池或锂聚合物电池。, 15.根据权利要求13所述的可拆卸电力组，其中，所述电力管理电路被配置成选择性地从所述电力端口对所述电源充电以及向所述电力端口提供电。, 16.根据权利要求13所述的可拆卸电力组，其中，所述至少一个发信号装置包括多个闪光灯。, 17.根据权利要求13所述的可拆卸电力组，还包括闪光灯。, 18.根据权利要求13所述的可拆卸电力组，其中，所述壳体包括腔，并且所述可拆卸电力组插入到所述腔中。, 19.根据权利要求13所述的可拆卸电力组，其中，所述可拆卸电力组被配置成通过闩锁机构保持到所述壳体。, 20.一种可拆卸辅助电力系统，包括：, 壳体，其包括：, 保持机构；以及, 第一电力连接器，其被布置在所述壳体上；, 可拆卸部分，其被配置成被所述壳体接纳，所述可拆卸部分包括：, 电源；, 第二电力连接器，其被布置成当所述可拆卸部分被所述壳体接纳时与所述第一电力连接器连接；, 电力管理电路，其电连接至所述电源；以及, 电力线缆，其电连接至所述第一电力连接器，并且适于连接至外部电气系统；, 其中，所述电力管理电路被配置成选择性地从接收自所述电力线缆的电对所述电源充电以及从所述电源向所述电力线缆供应电。 | CN | China | Pending | H | True |
| 295 | Vehicle power supply system \n | US11351876B2 | The present application claims priority to JP 2019-018623, filed Feb. 5, 2019, the entire contents of which are incorporated herein by reference.\nThe present disclosure relates to a vehicle power supply system, and more particularly, to a vehicle power supply system charged by an external power supply that performs charge with a voltage equal to or more than a predetermined lower limit voltage.\nJP-A-2014-231290 (PTL 1) describes a plug-in hybrid vehicle. This plug-in hybrid vehicle has a high-power battery used as a power supply for a motor and generator, a 12-V battery used as a power supply for auxiliary equipment of the vehicle, and a capacitor used as a power supply for a starter motor. In addition, when the plug-in hybrid vehicle is charged, a connector plug of an external power supply is connected to a normal external charging port or a fast external charging port. The electric power from the connector plug is supplied to the high-power battery without passing through a voltage converting apparatus or the like with the voltage supplied from the external power supply kept. It should be noted here that the high-power battery operates at several hundred volts and the high-power battery is charged with a voltage of approximately several hundred volts.\n[Patent document 1] JP-A-2014-231290\nHowever, when a high voltage battery is used as a power supply to be installed in a vehicle, a highly insulated wire harness and the like corresponding to this high voltage are necessary, thereby causing increase in the weight due to the insulating material for insulating the wire harness and the like and increase in the cost. Accordingly, there is a need to suppress the voltage of a battery to be installed in a vehicle to a low voltage.\nOn the other hand, a general external power supply such as a charging stand has the voltage range in which charge is allowed and charge cannot be performed outside this voltage range. For example, in the present charging stand, the lower limit of the voltage range in which charge is allowed is set to 50 V, so a voltage lower than this lower limit voltage cannot be used for charge. Accordingly, when the rated voltage of the battery to be installed in the vehicle is equal to or less than the lower limit voltage, the battery cannot be directly charged with the electric power supplied from the charging stand. To charge a battery with the rated voltage lower than such a lower limit voltage, the power supply system of the vehicle needs to have a voltage conversion apparatus for charge so as to charge the battery while converting the voltage. However, there is a problem with this structure in that a special voltage converting apparatus for charge is necessary and the charge current for the battery is limited by the current supply capability of the voltage conversion apparatus for charge. This cannot obtain a sufficient advantage even when a battery with a low rated voltage is adopted.\nAccordingly, the inventors of the present disclosure identified novel configuration for a vehicle power supply system that can be charged more effectively by an external power supply while using a battery with a low rated voltage.\nAccording to the present disclosure, there is provided a vehicle power supply system charged by an external power supply that performs charge with a voltage equal to or more than a predetermined lower limit voltage, the vehicle power supply system including a battery having a rated voltage lower than the lower limit voltage; a capacitor electrically connected in series to the battery; and a power feeding device that receives electric power from the external power supply and charges the battery and the capacitor, in which the capacitor is configured so that a sum of the rated voltage of the battery and a rated voltage of the capacitor is higher than the lower limit voltage.\nAccording to the present disclosure configured as described above, since the rated voltage of the battery is lower than the predetermined lower limit voltage, it is not possible to charge the battery by directly connecting the external power supply to both terminals of the battery. According to the present disclosure configured as described above, the battery and the capacitor are electrically connected in series so that the total of the rated voltage of the battery and the rated voltage of the capacitor is higher than the lower limit voltage. As a result, since the external power supply can be directly connected to the battery and the capacitor connected in series, the battery having a lower rated voltage can be charged effectively.\nIn the present disclosure, preferably, the capacitor is configured so that the rated voltage of the capacitor is higher than the rated voltage of the battery.\nAccording to the present disclosure configured as described above, since the rated voltage of the capacitor is higher than the rated voltage of the battery, the rated voltage of the battery can be greatly raised by the capacitor connected in series, thereby enabling the use of a battery having a lower rated voltage.\nIn the present disclosure, preferably, the battery and the capacitor are connected in series by connecting a positive terminal of the battery and a negative terminal of the capacitor to each other.\nAccording to the present disclosure configured as described above, since the positive terminal of the battery and the negative terminal of the capacitor are connected to each other, the battery and the capacitor can be charged by disposing the external power supply between the positive terminal of the capacitor and the negative terminal of the battery. In addition, by setting the negative terminal of the battery to the ground potential of the vehicle, it is possible to drive a load drivable at a low voltage using only the electric power stored in the battery.\nIn the present disclosure, preferably, electric charge storable in the capacitor is less than electric charge storable in the battery.\nAccording to the present disclosure configured as described above, the inter-terminal voltage of the capacitor can be increased using relatively low electric charge since the electric charge storable in the capacitor is less than the electric charge storable in the battery, that is, the voltage can be greatly raised using relatively low electric charge.\nIn the present disclosure, preferably, the vehicle power supply system further includes a DC-to-DC converter electrically connected to the battery and the capacitor.\nAccording to the present disclosure configured as described above, since the DC-to-DC converter is connected to the battery and the capacitor, electric charge can be exchanged between the battery and the capacitor. Accordingly, the amounts of electric charge stored in the battery and the capacitor can be adjusted according to the use situation of the vehicle power supply system, thereby achieving the appropriate power supply structure according to the use situation.\nIn the present disclosure, preferably, the power feeding device is connected to the external power supply via an electric cable.\nAccording to the present disclosure configured as described above, since the external power supply is connected to the power feeding device via the electric cable, the external power supply can charge the battery and the capacitor in a very simple structure.\nIn the vehicle power supply system according to the present disclosure, even the battery having a low rated voltage can be effectively charged by the external power supply.\n FIG. 1 illustrates a layout of a vehicle having a vehicle power supply system according to a first embodiment of the present disclosure.\n FIG. 2 is a block diagram of the vehicle power supply system according to the first embodiment of the present disclosure and schematically illustrates a flow of current during charge by an external power supply.\n FIG. 3 is a block diagram of the vehicle power supply system according to the first embodiment of the present disclosure and schematically illustrates a flow of current when a main driving motor and sub-driving motors are driven.\n FIG. 4 is a block diagram of the vehicle power supply system according to the first embodiment of the present disclosure and schematically illustrates a flow of current during charge with electric power regenerated by the sub-driving motors.\n FIG. 5 illustrates the circuit of the vehicle power supply system according to the first embodiment of the present disclosure.\n FIG. 6 is a time chart illustrating the operation when the vehicle power supply system according to the first embodiment of the present disclosure is charged by the external power supply.\n FIG. 7 illustrates the state of the circuit when the vehicle power supply system according to the first embodiment of the present disclosure is charged by the external power supply.\n FIG. 8 is a time chart illustrating the operation when a capacitor is charged in the vehicle power supply system according to the first embodiment of the present disclosure.\n FIG. 9 illustrates the state of the circuit when the capacitor is charged in the vehicle power supply system according to the first embodiment of the present disclosure.\n FIG. 10 is a time chart illustrating the operation when the battery is charged with the electric charge of the capacitor in the vehicle power supply system according to the first embodiment of the present disclosure.\n FIG. 11 illustrates the state of the circuit when the battery is charged with the electric charge of the capacitor in the vehicle power supply system according to the first embodiment of the present disclosure.\n FIG. 12 illustrates the circuit of a vehicle power supply system according to a second embodiment of the present disclosure.\n FIG. 13 illustrates changes in the inter-terminal voltages and the charge current during charge from the external power supply in the vehicle power supply system according to the second embodiment of the present disclosure.\n FIG. 14 illustrates the circuit of a vehicle power supply system according to a third embodiment of the present disclosure.\n FIG. 15 illustrates changes in the inter-terminal voltages and the charge current during charge from the external power supply in the vehicle power supply system according to the third embodiment of the present disclosure.\nNext, embodiments of the present disclosure will be described with reference to the attached drawings.\n FIG. 1 illustrates a layout of a vehicle having a vehicle power supply system according to a first embodiment of the present disclosure.\nAs illustrated in FIG. 1, a vehicle 1 having a vehicle power supply system 10 according to the first embodiment of the present disclosure is a so-called an FR (front-engine/rear-drive) vehicle that includes an engine 12, which is an internal combustion engine, in the front part (ahead of the driver's seat) of the vehicle and drives a pair of left and right rear wheels 2 a, which are main driving wheels. In addition, as described later, the rear wheels 2 a are also driven by a main driving motor and a pair of left and right front wheels 2 b, which are sub-driving wheels, is driven by sub-driving motors, which are in-wheel motors.\nThat is, the vehicle 1 includes the engine 12 that drives the rear wheels 2 a as a vehicle driving device, a power transmission mechanism 14 that transmits a driving force to the rear wheels 2 a, a main driving motor 16 that drives the rear wheels 2 a, sub-driving motors 20 that drive the front wheels 2 b, and a control device 24. In addition, the vehicle 1 has an inverter 16 a that converts a DC voltage to an AC voltage and drives the main driving motor 16 and an inverter 20 a that converts a DC voltage to an AC voltage and drives the sub-driving motors 20.\nIn addition, the vehicle power supply system 10 according to the first embodiment of the present disclosure installed in the vehicle 1 includes a battery 18, a capacitor 22, and a charging device 19 and a power feeding port 23 that function as a power feeding device for receiving electric power from an external power supply 17 and charging the battery 18 and the capacitor 22. The specific structure of the vehicle power supply system 10 according to the embodiment will be described later.\nThe engine 12 is an internal combustion engine that generates a driving force for the rear wheels 2 a, which are the main driving wheels of the vehicle 1. In the embodiment, an inline four-cylinder engine is adopted as the engine 12 and the engine 12 disposed in the front part of the vehicle drives the rear wheels 2 a via the power transmission mechanism 14.\nThe power transmission mechanism 14 transmits the driving forces generated by the engine 12 and the main driving motor 16 to the rear wheels 2 a, which are main driving wheels. As illustrated in FIG. 1, the power transmission mechanism 14 includes a propeller shaft 14 a, which is a power transmission shaft connected to the engine 12 and the main driving motor 16, and a transmission 14 b, which is a shifting gearbox.\nThe main driving motor 16 is an electric motor that generates a driving force for the main driving wheels, and disposed behind the engine 12 adjacently to the engine 12 on the vehicle body of the vehicle 1. In addition, the inverter 16 a is disposed adjacently to the main driving motor 16 and the inverter 16 a converts a DC voltage of the battery 18 to an AC voltage and supplies the AC voltage to the main driving motor 16. In addition, as illustrated in FIG. 1, the main driving motor 16 is connected in series to the engine 12 and a driving force generated by the main driving motor 16 is also transmitted to the rear wheels 2 a via the power transmission mechanism 14. In addition, in the embodiment, a 25-kW permanent magnet motor (permanent magnet synchronous motor) driven by 48 V is adopted as the main driving motor 16.\nThe sub-driving motors 20 are provided in the front wheels 2 b to generate driving forces for the front wheels 2 b, which are sub-driving wheels. In addition, the sub-driving motors 20 are in-wheel motors and are accommodated in the front wheels 2 b, respectively. In addition, the DC voltage of the capacitor 22 is converted to an AC voltage by the inverter 20 a disposed in a tunnel portion 15 and the AC voltage is supplied to the sub-driving motors 20. Furthermore, in the embodiment, the sub-driving motors 20 do not have speed reducers as speed reduction mechanisms, and the driving forces of the sub-driving motors 20 are directly transmitted to the front wheels 2 b, and the wheels are directly driven. In addition, in the embodiment, 17-kW induction motors are adopted as the sub-driving motors 20.\nThe battery 18 is a storage device in which electric energy for mainly operating the main driving motor 16 is stored. Furthermore, in the embodiment, a 3.5 kWh/48 V lithium ion battery (LIB) is used as the battery 18.\nThe capacitor 22 can store the electric power regenerated by the sub-driving motors 20. As described later, the capacitor 22 is disposed at a position substantially symmetrical with the plug-in type charging device 19 in the rear part of the vehicle 1 and supplies electric power to the sub-driving motors 20 provided in the front wheels 2 b of the vehicle 1. The sub-driving motors 20 driven mainly by the electric power stored in the capacitor 22 is driven by a higher voltage than in the main driving motor 16.\nThe charging device 19 is electrically connected to the battery 18 and the capacitor 22 and charges the battery 18 and the capacitor 22 with the electric power supplied from the external power supply 17 such as a charging stand via the power feeding port 23. The external power supply 17 such as a charging stand generally performs charge with a voltage equal to or more than a predetermined lower limit voltage (for example, 50 V) and the vehicle power supply system 10 according to the embodiment supports this lower limit voltage. Non-limiting examples of the external power supply include electric vehicle (EV) charging stations, electric recharging point, charging point, charge point, electronic charging station (ECS) and electric vehicle supply equipment (EVSE), and are elements that supply electric energy for the recharging of plug-in electric vehicles—including electric cars, neighborhood electric vehicles and plug-in hybrids. A specific example of this external power supply is the Society of Automobile Engineers (SAE) J1772 (J plug), which has a lower limit voltage of 50 V and an upper limit voltage of 1000 V.\nThe power feeding port 23 is a connector provided on the rear side surface of the vehicle 1 and electrically connected to the charging device 19. The connector of the power feeding port 23 is connectable to the plug of an electric cable 17 a extending from the external power supply 17 such as a charging stand, and electric power is supplied to the charging device 19 via the power feeding port 23. As described above, the vehicle power supply system 10 according to the embodiment can charge the battery 18 and the capacitor 22 by connecting the external power supply 17 that supplies DC electric power to the power supply port 23 via the electric cable 17 a. \nThe control device 24 controls the engine 12, the main driving motor 16, and the sub-driving motors 20 so as to perform an electric motor travel mode and an internal combustion engine travel mode. Specifically, the control device 24 may include a microprocessor, a memory, an interface circuit, programs for operating these components (not illustrated), and the like.\nNext, the structure and the operation of the vehicle power supply system 10 according to the first embodiment of the present disclosure will be schematically described with reference to FIGS. 2 to 4. FIG. 2 is a block diagram of the vehicle power supply system 10 according to the first embodiment of the present disclosure and schematically illustrates a flow of current during charge by the external power supply 17. FIG. 3 is a block diagram of the vehicle power supply system 10 according to the first embodiment of the present disclosure and schematically illustrates a flow of current when the main driving motor 16 and the sub-driving motors 20 are driven. FIG. 4 is a block diagram of the vehicle power supply system 10 according to the first embodiment of the present disclosure and schematically illustrates a flow of current during charge with electric power regenerated by the sub-driving motors 20.\nFirst, as illustrated in FIG. 2, the capacitor 22 and the battery 18 are connected in series in the vehicle power supply system 10 according to the embodiment. That is, in the embodiment, the battery 18 and the capacitor 22 are electrically connected in series by connecting the positive terminal of the battery 18 and the negative terminal of the capacitor 22 to each other. In addition, the negative terminal of the battery 18 is connected to the body ground of the vehicle 1. In the embodiment, the rated voltage of the battery 18 is set to 48 V, which is lower than the lower limit voltage (50 V) of the external power supply 17, and the rated voltage of the capacitor 22 is set to 72 V, which is higher than the lower limit voltage of the external power supply 17. It should be noted here that the rated voltage of the battery 18 means the maximum value of the operating voltage under general conditions and the rated voltage of the capacitor 22 represents the maximum voltage given to the capacitor 22 in this specification. In addition, the average operating voltage when a battery is discharged under general conditions is referred to as the nominal voltage of the battery. In addition, although the rated voltage of the battery 18 is set to a value lower than the rated voltage of the capacitor 22, the electric charge (coulomb) storable in the battery 18 is more than the electric charge storable in the capacitor 22.\nSince the rated voltage of the battery 18 is set to a value lower than the lower limit voltage in the embodiment as described above, the external power supply 17 cannot directly charge the battery 18 without converting the voltage. In contrast, the external power supply 17 can directly charge the battery 18 and the capacitor 22 connected in series without converting the voltage. That is, since the voltage (voltage between the negative electrode of the battery 18 and the positive electrode of the capacitor 22) of the capacitor 22 connected in series to the battery 18 is equal to or more than the lower limit voltage, the external power supply 17 can charge the battery 18 and the capacitor 22. Accordingly, as illustrated in FIG. 2, during charge by the external power supply 17, the DC current from the external power supply 17 flows to the capacitor 22 and the battery 18 and charges the capacitor 22 and the battery 18. In addition, the charging device 19 is connected to the capacitor 22 and the battery 18, respectively, to control the charge of the capacitor 22 and the battery 18. The specific structure and operation of the charging device 19 will be described later.\nIt should be noted here that the charging device 19 may have a DC-to-DC converter so as to lower the voltage of the electric charge stored in the capacitor 22 and charge the battery 18 with the voltage or raise the voltage of the electric charge stored in the battery 18 and charge the capacitor 22 with the voltage. Since the charging device 19 has the DC-to-DC converter connected to the battery 18 and the capacitor 22 as described above, electric charge can be exchanged between the battery 18 and the capacitor 22. Therefore, the amount of electric charge stored in the battery 18 and the capacitor 22 can be adjusted according to the use situation of the vehicle power supply system 10.\nNext, as illustrated in FIG. 3, electric power is supplied via different paths to drive the main driving motor 16 and the sub-driving motors 20. First, since the main driving motor 16 is driven by a relatively low voltage of about 48 V, electric power is directly supplied from the battery 18 to the inverter 16 a for the main driving motor 16. That is, the positive terminal and the negative terminal of the battery 18 are connected to the inverter 16 a and the DC voltage of the battery 18 is applied to the inverter 16 a. In contrast, since the sub-driving motors 20 are driven by a relatively high voltage of about 120 V, electric power is supplied from the battery 18 and the capacitor 22 to the inverter 20 a for the sub-driving motors 20. That is, the positive terminal of the capacitor 22 and the negative terminal of the battery 18 are connected to the inverter 20 a and the total of the voltage of the battery 18 and the voltage of the capacitor 22 is applied to the inverter 20 a. In addition, when the electric charge of the capacitor 22 is discharged and the inter-terminal voltage of the capacitor 22 is lowered, the capacitor 22 is charged with the electric charge stored in the battery 18 by the charging device 19. With this, the inter-terminal voltage of the capacitor 22 is raised and the voltage required to drive the sub-driving motors 20 is obtained. On the other hand, the electric power obtained by lowering the output voltage of the battery 18 through the DC-to-DC converter 26 is supplied to a 12-V system vehicle mounted device 28 installed in the vehicle 1.\nFurthermore, as illustrated in FIG. 4, when the vehicle is braked, the kinetic energy of the vehicle 1 is regenerated by the main driving motor 16 to generate electric power. The output voltage from the main driving motor 16 is applied between the positive terminal and the negative terminal of the battery 18 and the battery 18 is charged. In addition, when the vehicle 1 is braked, the sub-driving motors 20 also perform regeneration to generate electric power. The output voltages from the sub drive motors 20 are applied between the positive terminal of the capacitor 22 and the negative terminal of the battery 18, and the battery 18 and the capacitor 22 are charged. It should be noted here that, when the electric power regenerated by the sub-driving motors 20 is large and the inter-terminal voltage of the capacitor 22 is raised to a predetermined value or more, the charging device 19 discharges the electric charge stored in the capacitor 22 and charges the battery 18 with the electric charge.\nNext, the specific structure and operation of the vehicle power supply system 10 according to the first embodiment of the present disclosure will be described with reference to FIGS. 5 to 11.\n FIG. 5 illustrates the circuit of the vehicle power supply system 10 according to the embodiment. FIG. 6 is a time chart illustrating the operation when the vehicle power supply system 10 according to the embodiment is charged by the external power supply. FIG. 7 illustrates the state of the circuit when the vehicle power supply system 10 according to the embodiment is charged by the external power supply. FIG. 8 is a time chart illustrating the operation when the capacitor is charged in the vehicle power supply system 10 according to the embodiment. FIG. 9 illustrates the state of the circuit when the capacitor is charged in the vehicle power supply system 10 according to the embodiment. FIG. 10 is a time chart illustrating the operation when the battery is charged with the electric charge of the capacitor in the vehicle power supply system 10 according to the embodiment. FIG. 11 illustrates the state of the circuit when the battery is charged with the electric charge of the capacitor in the vehicle power supply system 10 according to the embodiment.\nAs illustrated in FIG. 5, the vehicle power supply system 10 according to the embodiment is connected to the electric cable 17 a of the external power supply 17 via the power feeding port 23 so that the vehicle power supply system 10 can be charged by the external power supply 17. In addition, the vehicle power supply system 10 includes the battery 18, the capacitor 22, and the charging device 19 and the battery 18 and the capacitor 22 are charged with electric power from the external power supply 17. Accordingly, in the embodiment, the charging device 19 and the power feeding port 23 function as a power feeding device for the battery 18 and the capacitor 22.\nIn addition, as described above, the battery 18 and the capacitor 22 are electrically connected in series by connecting the positive terminal of the battery 18 to the negative terminal of the capacitor 22. In addition, a switch SWbatt is connected to the positive terminal of the battery 18 and a switch SWcap is connected to the positive terminal of the capacitor 22 so as to switch between the connection and disconnection of the battery 18 and the capacitor 22.\nThe charging device 19 is connected in parallel to the battery 18 and the capacitor 22 connected in series. In addition, the charging device 19 includes four switches connected in series in the following order: switches SW1, SW2, SW3, and SW4. One end of the switch SW1 is connected to the positive terminal of the capacitor 22 and one end of the switch SW4 is connected to the negative terminal of the battery 18. In addition, the connection point between the switches SW2 and SW3 is connected to the connection point between the battery 18 and the capacitor 22. The opening and closing of the switches SW1 to SW4 and the switches SWbatt and SWcap provided in the battery 18 and capacitor 22 are controlled by a charge controller 19 a included in the charging device 19. Specifically, the charge controller 19 a, which is a controller, may include a microprocessor, a memory, an interface circuit, programs for operating these components (not illustrated), and the like. In addition, a charge capacitor 19 b is connected between the connection point between the switches SW1 and SW2 and the connection point between the switches SW3 and SW4. It should be noted here that semiconductor switches are adopted as these switches in the embodiment, but relays having mechanical contacts may also be used as these switches.\nNext, the charging of the battery 18 and the capacitor 22 by the external power source 17 will be described with reference to FIGS. 6 and 7. It should be noted here that FIG. 6 and FIG. 7 illustrate the case in which the total of the inter-terminal voltage of the battery 18 and the inter-terminal voltage of the capacitor 22 is equal to or more than the lower limit voltage above which charge by the external power supply 17 is enabled.\n FIG. 6 is a time chart illustrating the operation of the vehicle power supply system 10 when the external power supply 17 charges the battery 18 and the capacitor 22. FIG. 6 illustrates the voltage Vin input from the external power supply 17, the open-close states of the switches SWbatt and SWcap, the open-close states of the switches SW1 and SW3, and the open-close states of the switches SW2 and SW4. FIG. further illustrates an inter-terminal voltage Vcap (voltage between the positive terminal and the negative terminal of the capacitor 22) of the capacitor 22, current Icap flowing through the capacitor 22, an inter-terminal voltage Vbatt of the battery 18, current Ibatt flowing through the battery 18, the inter-terminal voltage Vc of the charge capacitor 19 b, and current Ic flowing through the charge capacitor 19 b. \n FIG. 7 illustrates the states of the switches and a flow of current when the external power supply 17 charges the battery 18 and the capacitor 22. The switches are sequentially set to the state of stage (1) illustrated in the upper part, the state of stage (2) illustrated in the middle part, and the state of stage (3) illustrated in the lower part in FIG. 7 during charge by the external power supply 17.\nFirst, when the external power supply 17 starts charge at time t1 in FIG. 6, the charge controller 19 a turns on (closed state) the switches SWbatt and SWcap and turns off (open state) the switches SW1 to SW4. This puts the vehicle power supply system 10 in the state of stage (1) illustrated in the upper part in FIG. 7. In this state, the battery 18 and the capacitor 22 are connected to the external power supply 17 and the charging device 19 is disconnected from the external power supply 17. With this, the current supplied from the external power supply 17 flows into the capacitor 22 and the battery 18 (current Icap and current Ibatt>0) to charge the capacitor 22 and the battery 18. The inter-terminal voltage Vcap of the capacitor 22 and the inter-terminal voltage Vbatt of the battery 18 are raised accordingly. Since the electric charge storable in the capacitor 22 is less than the electric charge storable in the battery 18, the inter-terminal voltage Vcap of the capacitor 22 increases more immediately than the inter-terminal voltage Vbatt of the battery 18. Therefore, the inter-terminal voltage Vcap of the capacitor 22 is raised close to the rated voltage of the capacitor 22 at time t2.\nWhen the inter-terminal voltage Vcap of the capacitor 22 is raised, the charge controller 19 a turns on the switches SW1 and SW3 at time t2 (the switches SWbatt and SWcap stay on and the switches SW2 and SW4 stay off). This puts the vehicle power supply system 10 in the state of stage (2) illustrated in the middle part in FIG. 7. In this state, the current from the external power supply 17 flows into the charge capacitor 19 b of the charging device 19 and the electric charge stored in the capacitor 22 is discharged (current Icap<0) and then flows into the charge capacitor 19 b (current Ic>0). This raises the inter-terminal voltage Vc of the charge capacitor 19 b and lowers the inter-terminal voltage Vcap of the capacitor 22. This puts the capacitor 22 in a chargeable state again. It should be noted here that the voltage that is the total of the inter-terminal voltage Vbatt of the battery 18 and the inter-terminal voltage Vcap of the capacitor 22 is kept at a voltage equal to or higher than the lower limit voltage above which charge by the external power supply 17 is enabled even in the state at time t3 in which the voltage of the capacitor 22 is lowered.\nWhen the inter-terminal voltage Vc of the charge capacitor 19 b is raised to a predetermined voltage, the charge controller 19 a turns off the switches SW1 and SW3 and turns on the switches SW2 and SW4 at time t3 (the switches SWbatt and SWcap stay on). This puts the vehicle power supply system 10 in the state of stage (3) illustrated in the lower part in FIG. 7. In this state, the current from the external power supply 17 flows into the capacitor 22 and the battery 18 to charge the capacitor 22 and the battery 18. In addition, the electric charge stored in the charge capacitor 19 b also passes | A vehicle power supply system configured to be charged by an electric vehicle (EV) charging station that performs charging with a voltage equal to or more than a predetermined lower limit voltage. The vehicle power supply system includes a battery having a rated voltage lower than the lower limit voltage; a capacitor electrically connected in series to the battery, wherein a sum of the rated voltage of the battery and a rated voltage of the capacitor is greater than the first voltage; and an interface configured to receive electric power from the EV charging station. The vehicle power supply system also includes circuitry configured to receive electric power from the EV charging station, and charge the battery and the capacitor using the received electric power. | US:16/752,702 | https://patentimages.storage.googleapis.com/83/1e/cc/ede5edbbb8dca3/US11351876.pdf | US:11351876 | Akihiro Furukawa, Seiyo Hirano, Hideki SANAI | Mazda Motor Corp | US:6989653, US:20100231178:A1, DE:102009028147:A1, US:20120286569:A1, JP:2014231290:A, US:20140368041:A1, DE:102015006208:A1, US:20170368957:A1 | 2023-01-03 | 2023-01-03 | 1. A vehicle power supply system configured to be charged by an electric vehicle (EV) charging station that performs charging with a voltage equal to or more than a predetermined lower limit voltage, the vehicle power supply system comprising:\na battery having a rated voltage lower than the lower limit voltage;\na capacitor electrically connected in series to the battery, wherein a sum of the rated voltage of the battery and a rated voltage of the capacitor is greater than the predetermined lower limit voltage;\nan interface configured to receive electric power from the EV charging station; and\ncircuitry configured to\nreceive electric power from the EV charging station; and\ncharge the battery and the capacitor using the received electric power.\n\n, a battery having a rated voltage lower than the lower limit voltage;, a capacitor electrically connected in series to the battery, wherein a sum of the rated voltage of the battery and a rated voltage of the capacitor is greater than the predetermined lower limit voltage;, an interface configured to receive electric power from the EV charging station; and, circuitry configured to\nreceive electric power from the EV charging station; and\ncharge the battery and the capacitor using the received electric power.\n, receive electric power from the EV charging station; and, charge the battery and the capacitor using the received electric power., 2. The vehicle power supply system of claim 1, wherein\nthe predetermined lower limit voltage is 50 V.\n, the predetermined lower limit voltage is 50 V., 3. The vehicle power supply system of claim 1, wherein\nthe rated voltage of the capacitor is higher than the rated voltage of the battery.\n, the rated voltage of the capacitor is higher than the rated voltage of the battery., 4. The vehicle power supply system of claim 3, wherein\nthe rated voltage of the capacitor is 72 V.\n, the rated voltage of the capacitor is 72 V., 5. The vehicle power supply system of claim 3, wherein\nthe rated voltage of the battery is 48 V.\n, the rated voltage of the battery is 48 V., 6. The vehicle power supply system of claim 1, wherein\nthe battery and the capacitor are connected in series by connecting a positive terminal of the battery to a negative terminal of the capacitor.\n, the battery and the capacitor are connected in series by connecting a positive terminal of the battery to a negative terminal of the capacitor., 7. The vehicle power supply system of claim 1, wherein\nelectric charge storable in the capacitor is less than electric charge storable in the battery.\n, electric charge storable in the capacitor is less than electric charge storable in the battery., 8. The vehicle power supply system of claim 1, further comprising:\na DC-to-DC converter electrically connected to the battery and the capacitor.\n, a DC-to-DC converter electrically connected to the battery and the capacitor., 9. The vehicle power supply system of claim 1, wherein\nthe EV charging station is connected to an external power supply via an electric cable.\n, the EV charging station is connected to an external power supply via an electric cable., 10. The vehicle power supply system of claim 1, wherein the circuitry comprises:\na DC-to-DC converter configured to decrease a voltage of electric charge stored in the capacitor and charge the battery with the decreased voltage.\n, a DC-to-DC converter configured to decrease a voltage of electric charge stored in the capacitor and charge the battery with the decreased voltage., 11. The vehicle power supply system of claim 1, wherein the circuitry comprises:\na DC-to-DC converter configured to increase a voltage of electric charge stored in the battery and charge the capacitor with the increased voltage.\n, a DC-to-DC converter configured to increase a voltage of electric charge stored in the battery and charge the capacitor with the increased voltage., 12. The vehicle power supply system of claim 1, further comprising:\na first switch connected to a positive terminal of the battery; and\na second switch connected to a positive terminal of the capacitor.\n, a first switch connected to a positive terminal of the battery; and, a second switch connected to a positive terminal of the capacitor., 13. The vehicle power supply system of claim 1, wherein\nthe circuitry is connected in parallel to the battery and the capacitor connected in series.\n, the circuitry is connected in parallel to the battery and the capacitor connected in series., 14. The vehicle power supply system of claim 13, wherein the circuitry comprises:\na second capacitor;\na first switch;\na second switch;\na third switch; and\na fourth switch, wherein\na first end of the first switch is connected to a positive terminal of the battery and a second end of the switch is connected to a first terminal of the second capacitor,\na first end of the second switch is connected to the second end of the first switch and a second end of the second switch is connected to a connection point between a negative terminal of the capacitor and a positive terminal of the battery,\na first end of the third switch is connected to the connection point between the negative terminal of the capacitor and the positive terminal of the battery and a second end of the third switch is connected to a second terminal of the second capacitor, and\na first end of the fourth switch is connected to the second terminal of the second capacitor and a second end of the fourth switch is connected to a negative terminal of the battery.\n, a second capacitor;, a first switch;, a second switch;, a third switch; and, a fourth switch, wherein, a first end of the first switch is connected to a positive terminal of the battery and a second end of the switch is connected to a first terminal of the second capacitor,, a first end of the second switch is connected to the second end of the first switch and a second end of the second switch is connected to a connection point between a negative terminal of the capacitor and a positive terminal of the battery,, a first end of the third switch is connected to the connection point between the negative terminal of the capacitor and the positive terminal of the battery and a second end of the third switch is connected to a second terminal of the second capacitor, and, a first end of the fourth switch is connected to the second terminal of the second capacitor and a second end of the fourth switch is connected to a negative terminal of the battery., 15. The vehicle power supply system of claim 14, wherein\nthe circuitry comprises a controller configured to control a state of the first switch, the second switch, the third switch and the fourth switch based on an operational status of the battery and the capacitor.\n, the circuitry comprises a controller configured to control a state of the first switch, the second switch, the third switch and the fourth switch based on an operational status of the battery and the capacitor., 16. The vehicle power supply system of claim 14, wherein\nin a case that the interface is receiving power from the EV charging station, the controller controls the first switch, the second switch, the third switch and the fourth switch to be in an open state so that power flows from the interface to the battery and the capacitor.\n, in a case that the interface is receiving power from the EV charging station, the controller controls the first switch, the second switch, the third switch and the fourth switch to be in an open state so that power flows from the interface to the battery and the capacitor., 17. The vehicle power supply system of claim 14, wherein\nin a case that the interface is receiving power from the EV charging station and the capacitor is charged above a threshold value, the controller is configured to control the first switch and the third switch to be in a closed state and the second switch and the fourth switch to be in an open state so that power flows from the capacitor and the interface to the second capacitor.\n, in a case that the interface is receiving power from the EV charging station and the capacitor is charged above a threshold value, the controller is configured to control the first switch and the third switch to be in a closed state and the second switch and the fourth switch to be in an open state so that power flows from the capacitor and the interface to the second capacitor., 18. The vehicle power supply system of claim 14, wherein\nin a case that the interface is receiving power from the EV charging station and the second capacitor is charged above a threshold value, the controller is configured to control the first switch and the third switch to be in an open state and the second switch and the fourth switch to be in a closed state so that power flows from the interface to the capacitor and battery and from the second capacitor to the battery.\n, in a case that the interface is receiving power from the EV charging station and the second capacitor is charged above a threshold value, the controller is configured to control the first switch and the third switch to be in an open state and the second switch and the fourth switch to be in a closed state so that power flows from the interface to the capacitor and battery and from the second capacitor to the battery., 19. A vehicle configured to be charged by an electric vehicle (EV) charging station that performs charging with a voltage equal to or more than a predetermined lower limit voltage, the vehicle comprising:\na driving motor configured to generate driving force to be applied to a plurality of wheels of the vehicle;\na battery having a rated voltage lower than the lower limit voltage and configured to provide power to the driving motor;\na capacitor electrically connected in series to the battery, wherein a sum of the rated voltage of the battery and a rated voltage of the capacitor is greater than the predetermined lower limit voltage;\nan interface configured to receive electric power from the EV charging station; and\ncircuitry configured to\nreceive electric power from the EV charging station; and\ncharge the battery and the capacitor using the received electric power.\n\n, a driving motor configured to generate driving force to be applied to a plurality of wheels of the vehicle;, a battery having a rated voltage lower than the lower limit voltage and configured to provide power to the driving motor;, a capacitor electrically connected in series to the battery, wherein a sum of the rated voltage of the battery and a rated voltage of the capacitor is greater than the predetermined lower limit voltage;, an interface configured to receive electric power from the EV charging station; and, circuitry configured to\nreceive electric power from the EV charging station; and\ncharge the battery and the capacitor using the received electric power.\n, receive electric power from the EV charging station; and, charge the battery and the capacitor using the received electric power., 20. A vehicle power supply system configured to be charged by an electric vehicle (EV) charging station that performs charging with a voltage equal to or more than a predetermined lower limit voltage; the vehicle power supply system comprising:\na battery having a rated voltage lower than the lower limit voltage;\na capacitor electrically connected in series to the battery, wherein a sum of the rated voltage of the battery and a rated voltage of the capacitor is greater than the predetermined lower limit voltage;\nan interface configured to receive electric power from the EV charging station; and\nmeans for receiving electric power from the EV charging station, and charging the battery and the capacitor using the received electric power.\n, a battery having a rated voltage lower than the lower limit voltage;, a capacitor electrically connected in series to the battery, wherein a sum of the rated voltage of the battery and a rated voltage of the capacitor is greater than the predetermined lower limit voltage;, an interface configured to receive electric power from the EV charging station; and, means for receiving electric power from the EV charging station, and charging the battery and the capacitor using the received electric power. | US | United States | Active | B | True |
| 296 | Systems and methods for de-energizing battery packs \n | US9209628B2 | This application claims priority to and the benefit of U.S. Provisional Application Ser. No. 61/584,576, entitled “BATTERY PACK DE-ENERGIZER PLUG AND RECEPTACLE”, filed Jan. 9, 2012, which is hereby incorporated by reference in its entirety for all purposes.\nThe present disclosure relates generally to the battery systems for vehicles deriving at least a portion of their motive power from an electrical power source. More specifically, the present disclosure relates to systems and methods for discharging the battery systems of such vehicles.\nThis section is intended to introduce the reader to various aspects of art that may be related to various aspects of the present disclosure, which are described and/or claimed below. This discussion is believed to be helpful in providing the reader with background information to facilitate a better understanding of the various aspects of the present disclosure. Accordingly, it should be understood that these statements are to be read in this light, and not as admissions of prior art.\nVehicles, such as cars, trucks, and vans, are widely used to facilitate the movement of people and goods in modern society. Vehicles may utilize a number of different energy sources (e.g., a hydrocarbon fuel, a battery system, a capacitance system, a compressed air system) to produce motive power. In particular, the term “xEV” may be used to describe any vehicle that derives at least a portion of its motive power from an electric power source (e.g., a battery system). For example, electric vehicles (EVs), which may also be referred to as all-electric vehicles, typically include a battery system and use electric power for all of their motive power. As such, EVs may be principally dependent on a plug-in power source to charge a battery system, while other power generation/conservation systems (e.g., regenerative braking systems) may help extend the life of the battery and the range of the EV during operation.\nTwo specific sub-classes of xEV are the hybrid electric vehicle (HEV) and the plug-in hybrid electric vehicle (PHEV). Both the HEV and the PHEVs generally include an internal combustion engine in addition to a battery system. For the PHEV, as the name suggests, the battery system is capable of being charged from a plug-in power source. A series hybrid vehicle (e.g., a series PHEV or HEV) uses the internal combustion engine to turn a generator that, in turn, supplies current to an electric motor to move the vehicle. In contrast, a parallel hybrid (e.g., a parallel PHEV or HEV) can simultaneously provide motive power from an internal combustion engine and a battery powered electric drive system. That is, certain xEVs may use electrical energy stored in the battery system to boost (i.e., provide additional power to) the powertrain of the vehicle. Furthermore, xEVs (e.g., PHEVs and HEVs) may take advantage of opportunistic energy capture (e.g., via regenerative braking systems or similar energy conservation systems) in addition to using at least a portion of the power from the engine to charge the battery system.\nIn general, xEVs may provide a number of advantages as compared to traditional, gas-powered vehicles that solely rely on internal combustion engines for motive power. For example, xEVs may produce fewer undesirable emission products and may exhibit greater fuel efficiency as compared to vehicles using only internal combustion engines to propel the vehicle. Furthermore, for some xEVs, such as all-electric EVs that lack an internal combustion engine, the use of gasoline may be eliminated entirely.\nIn the event of a crash rendering an xEV inoperable, electrical energy stored in the battery packs of an xEV may no longer be useful in powering the vehicle, rendering it unnecessary to remain in the battery packs. However, accessing the battery terminals of the battery packs to discharge the electrical energy typically requires technical expertise that only a skilled technician would possess. Due to the limited number of skilled technicians, it would be desirable have an easier way to discharge the battery packs.\nA summary of certain embodiments disclosed herein is set forth below. It should be understood that these aspects are presented merely to provide the reader with a brief summary of these certain embodiments and that these aspects are not intended to limit the scope of this disclosure. Indeed, this disclosure may encompass a variety of aspects that may not be set forth below.\nPresent embodiments include systems and methods for discharging the battery packs in an xEV by attaching a battery pack de-energizer to an existing service disconnect of the xEV. In one embodiment, a battery de-energizer is configured to electrically couple to service disconnect receptacles of an xEV automatically and discharge electrical energy stored in the battery pack of the xEV. In another embodiment, a battery pack of an xEV includes a battery, a service disconnect receptacle, and a battery de-energizer. The battery de-energizer electrically couples to the service disconnect receptacle to discharge electrical energy stored in the battery of the battery pack. In another embodiment, a battery system of the vehicle includes a battery pack and a battery management unit (BMU) of an xEV. The BMU utilizes one or more sensors to determine if a crash or other catastrophic event has occurred. If so, the BMU sends signals to electrically couple a battery de-energizer circuit to the battery pack to discharge stored electrical energy.\nVarious aspects of this disclosure may be better understood upon reading the following detailed description and upon reference to the drawings in which:\n FIG. 1 is a perspective view of an xEV including a vehicle control unit (VCU), and a battery pack having a battery management unit (BMU), in accordance with an embodiment of the present disclosure;\n FIG. 2 is a cutaway schematic view of a hybrid electric vehicle (HEV) including battery packs with BMUs, in accordance with an embodiment of the present disclosure;\n FIG. 3 is a circuit diagram of the battery de-energizer connected to the service disconnect receptacle of an xEV, in accordance with an embodiment of the present disclosure;\n FIG. 4 is a system-level diagram illustrating the communication relationship between the VCU, the BMU, and various crash sensors, in accordance with an embodiment of the present disclosure;\n FIG. 5 is a flowchart depicting the BMU automatic discharge logic, in accordance with an embodiment of the present disclosure;\n FIG. 6 is circuit diagram of a battery de-energizer that may be automatically connected to discharge a battery pack of an xEV by the BMU if a crash is detected, in accordance with an embodiment of the present disclosure;\n FIG. 7 is a circuit diagram of the battery de-energizer connected to the high voltage connector of an xEV, in accordance with an embodiment of the present disclosure;\n FIG. 8 is a circuit diagram of the battery de-energizer connected to the charger port of an xEV, in accordance with an embodiment of the present disclosure; and\n FIG. 9 is a circuit diagram of the battery de-energizer connected to a special discharge port of an xEV, in accordance with an embodiment of the present disclosure.\nOne or more specific embodiments will be described below. In an effort to provide a concise description of these embodiments, not all features of an actual implementation are described in the specification. It should be appreciated that in the development of any such actual implementation, as in any engineering or design project, numerous implementation-specific decisions must be made to achieve the developers' specific goals, such as compliance with system-related and business-related constraints, which may vary from one implementation to another. Moreover, it should be appreciated that such a development effort might be complex and time consuming, but would nevertheless be a routine undertaking of design, fabrication, and manufacture for those of ordinary skill having the benefit of this disclosure.\nWhen introducing elements of various embodiments of the present disclosure, the articles “a,” “an,” and “the” are intended to mean that there are one or more of the elements. The terms “comprising,” “including,” and “having” are intended to be inclusive and mean that there may be additional elements other than the listed elements. Additionally, it should be understood that references to “one embodiment” or “an embodiment” of the present disclosure are not intended to be interpreted as excluding the existence of additional embodiments that also incorporate the recited features.\nFor the purposes of the present disclosure, it should be noted that the presently disclosed embodiments are particularly directed toward applications for xEV electric vehicles. As will be appreciated by those skilled in the art, hybrid electric vehicles (HEVs) combine an internal combustion engine propulsion and high voltage battery power to create fraction. A plug-in electric vehicle (PEV) is any vehicle that can be charged from an external source of electricity, such as wall sockets, and the energy stored in the rechargeable battery packs drives or contributes to drive the wheels. PEVs are a subcategory of electric vehicles that include all-electric or battery electric vehicles (BEVs), plug-in hybrid vehicles (PHEVs), and electric vehicle conversions of hybrid electric vehicles and conventional internal combustion engine vehicles. An electric vehicle (EV) is an all-electric vehicle that uses for its propulsion one or more motors powered by electric energy. The term “xEV” is defined herein to include all of the foregoing or any variations or combinations thereof that include electric power as a motive force.\nAs set forth above, battery packs for xEVs may include an electronic controller, such as a battery management unit (BMU), to monitor various parameters associated with the operation of the battery pack. For example, a BMU may monitor the temperature, pressure, current, voltage, capacity, and so forth, for the various battery modules and electrochemical cells (e.g., NiMH and/or lithium-ion cells) of the battery pack using a number of sensors distributed throughout the battery pack. Additionally, the BMU may communicate the monitored parameters of the battery pack to a vehicle control unit (VCU), which may generally monitor the operation of the xEV and inform the driver and/or make adjustments to the operation of the xEV in response to the monitoring.\nAccordingly, present embodiments are directed towards systems and methods for discharging the electrical energy stored in the battery packs of an xEV. Systems and methods include a service disconnect disposed between two battery modules in the battery pack of the xEV. The service disconnect is removed and a battery de-energizer is plugged in its place. The battery de-energizer is left plugged into the xEV over a period of time to discharge the battery pack. Other embodiments include a battery management unit (BMU) on each battery pack and a vehicle control unit (VCU) in the xEV. Both the BMU and the VCU monitor various sensors disposed in the xEV for indication of a crash. In the event of a crash or other catastrophic event, the BMU may request that a battery de-energizer circuit be connected to discharge the battery packs of the xEV.\nWith the foregoing in mind, FIG. 1 is a perspective view of an xEV 10 in accordance with an embodiment of a present disclosure. The illustrated xEV 10 may be any type of vehicle having a battery system for providing at least a portion of the motive power to propel the vehicle. For example, the xEV 10 may be an all-electric vehicle (EV), a hybrid electric vehicle (HEV), a plug-in hybrid electric vehicle (PHEV), or other type of vehicle using electric power to provide at least a portion of the propulsion for the vehicle. Although xEV 10 is illustrated as a car in FIG. 1, in other embodiments, other types of vehicles may be used with the present technique. For example, in other embodiments, the xEV 10 may be a truck, bus, industrial vehicle, motorcycle, recreational vehicle, boat, or any other type of vehicle that may move, at least partially, using electric power. Accordingly, xEV 10 includes a battery pack 12 capable of supplying electrical power to the xEV 10 that may be used to move the xEV 10, in addition to powering other features of the xEV 10 (e.g., lights, automatic windows, automatic locks, entertainment systems, and similar components and accessories of the xEV 10). It should be appreciated that the term “battery pack” as used herein may generally refer to a battery system that includes a number of electrochemical cells and a battery management unit (BMU) 14. It should also be appreciated that, in other embodiments, the BMU 14 may be a separate component (e.g., part of the xEV 10) that is coupled to the battery pack 12 upon installation. Furthermore, although the battery pack 12 illustrated in FIG. 1 is positioned in the trunk or rear of the xEV 10, in other embodiments, the battery pack 12 may be positioned elsewhere in the xEV 10. For example, battery pack 12 may be positioned based on the available space within the xEV 10, the desired weight balance of the xEV 10, the location of other components used with the battery pack 12 (e.g., battery management systems, vents or cooling devices, or similar systems), and similar engineering considerations.\nIn addition to the battery pack 12, including the BMU 14, the illustrated xEV 10 also has a vehicle control unit (VCU) 16. As mentioned above, the VCU 16 may generally monitor and control certain parameters of the xEV 10. For example, the VCU 16 may use a number of sensors to monitor the temperature inside the xEV 10, the temperature outside the xEV 10, the speed of the xEV 10, the load on the electric motor, and so forth. In certain embodiments, the VCU 16 may include sensors disposed about the xEV 10 to detect when a component of the xEV 10 is operating outside of a desired range (e.g., engine failure, transmission failure, battery failure, and so forth) and may, furthermore, notify the driver and/or disable components of the xEV 10 in response. For hybrid xEVs that include an internal combustion engine, such as HEVs and PHEVs, the VCU 16 may also monitor and control parameters of the internal combustion engine (e.g., oxygen content at the air intake, atmospheric pressure, remaining fuel, revolutions per minute, coolant temperature, and other factors affecting the performance and operation of the internal combustion engine) as well.\nAs mentioned, the BMU 14 and the VCU 16 communicate with each other over a vehicle bus 18. The vehicle bus 18 may comprise a system of wires configured to enable electrical signals to transmit data between the BMU 14 and the VCU 16 in the xEV 10. The communication between the BMU 14 and the VCU 16 may also be enabled through a wireless communication link. The BMU 14 and the VCU 16 may communicate over the vehicle bus 18 using a communications protocol such as the controller area network (CAN) protocol. CAN is a message-based protocol specifically designed for automotive applications.\nAs mentioned above, xEVs, like the one illustrated in FIG. 1, may be divided into more specific sub-classes based on the internal design of the vehicle. FIG. 2 is a cutaway schematic view of a specific xEV, a hybrid electric vehicle (HEV) 40, including battery packs with BMUs, in accordance with an example embodiment of the present disclosure. Like the xEV 10 illustrated in FIG. 1, the HEV 40 includes a battery pack 12 toward the rear of the HEV 40. In certain embodiments, a plurality of battery packs 12 connected in parallel may each include a separate BMU 14. Additionally, the HEV 40 includes an internal combustion engine 42, which may combust a hydrocarbon fuel to produce power that may be used to propel the HEV 40. Also, the HEV 40 is equipped with an electric motor 44 that is coupled to the battery pack 12 and is also used to propel the HEV 40. The illustrated HEV 40 is also equipped with a power split device 46, which allows a portion of the power (e.g., rotational energy) to be directed to a generator 48 suitable for charging the battery pack 12. It should be noted that other types of xEVs (e.g., EVs, HEVs, PHEVs, etc.) and other configurations (e.g., the type of vehicle, the type of vehicle technology, and the battery chemistry, among other configurations) may be used in various embodiments of the present approach.\nAs mentioned above, in the event that the xEV 10, such as the HEV 40 is involved in a crash, it would be desirable to discharge the battery pack 12 easily since it is no longer needed to provide power. To discharge the battery pack 12, a battery de-energizer 80 may be connected to a service disconnect receptacle of an xEV 10, as illustrated in FIG. 3. In the embodiment of FIG. 3, the battery de-energizer 80 may be a plug. As mentioned before, the xEV 10 may include a battery pack 12 utilized to provide a portion of the motive power of the xEV. The battery pack 12 may include a plurality of battery modules 82 electrically connected in series to generate a voltage across a positive high voltage terminal 84 and a negative high voltage terminal 86. The positive high voltage terminal 84 and the negative high voltage terminal 86 may electrically couple and provide power to the power systems of the xEV 10. During normal operation of the battery pack 12, a service disconnect plug may electrically couple a first pair of service disconnect receptacles 88 to allow current to flow through the battery pack 12. During service, a technician may disengage the service disconnect plug to electrically isolate each half of the battery pack 12, allowing the technician to work on the xEV 10.\nIn the event of an xEV crash or other catastrophic event, any person with a battery de-energizer 80 may remove the service disconnect plug and connect the battery de-energizer 80 to the first pair of service disconnect receptacles 88 and a second pair of service disconnect receptacles 90. In certain embodiments, the second pair of service disconnect receptacles 90 may be designed to include finger-proof contacts to prevent a user from contacting the positive high voltage terminal 84 and the negative high voltage terminal 86 of the battery pack 12. Once the battery de-energizer 80 is plugged into the first pair of service disconnect receptacles 88 and the second pair of service disconnect receptacles 90, current may flow from the battery modules 82 through a first resistance 92 and a second resistance 94. In this way, over a period of time, the first resistance 92 and the second resistance 94 may dissipate the energy stored in the battery pack 12 as heat. The period of time for the battery pack to discharge may range from a few hours to several days depending upon the resistance values. A smaller resistance value for the first resistance 92 and the second resistance 94 may cause the discharge period to be longer, while a larger resistance value for the first resistance 92 and the second resistance 94 may cause the discharge period to be shorter.\nIn the embodiment of FIG. 3, a person physically plugs the battery de-energizer 80 into the service disconnect receptacle to discharge the battery packs 12 of the xEV. However, in other embodiments, a battery de-energizer 80 may be automatically connected to the battery pack 12 of an xEV 10 to discharge the energy stored in the battery pack 12. FIG. 4 illustrates an embodiment of automatically discharging a battery pack 12 using a BMU 14 and a VCU 16, and FIG. 5 illustrates a flowchart 140 depicting the logic executed by the BMU 14 in automatically discharging the battery pack 12. The BMU 14 and the VCU 16 may monitor a plurality of sensors on the battery pack 12 and the xEV 10, as represented by block 142 of FIG. 5. The plurality of sensors may include airbag sensors 110, tire pressure sensors 112, accelerometers 114, and a speedometer 116 being monitored by the VCU 16, and battery voltage sensors 118, accelerometers 120, battery temperature sensors 122, and battery current sensors 124 being monitored by the BMU 14. Some of the sensors, such as the airbag sensors 110 and the speedometer 116 may be pre-existing in the xEV 10. Similarly, some of the sensors, such as the battery voltage sensors 118, battery temperature sensors 120, and the battery current sensors 122 may be usually used for other purposes rather than determining whether an xEV 10 has experienced a crash or catastrophic event. For example, a battery voltage sensor 118 on the battery pack 12 may usually be used to help determine the charge left in a particular battery module 82 of the battery pack 12.\nHowever, if the voltage in a particular battery module 82 is greater than a pre-determined threshold, it could indicate that the battery pack 12 was damaged in a crash. Likewise, the battery current sensors 122 may be usually used to determine if the battery pack 12 can handle powering another component of the power system of the xEV 10. However, if the current inexplicably falls below or rises above pre-determined thresholds, the battery pack 12 may be damaged, indicating a crash. As represented by block 144 of FIG. 5, the BMU 14 may monitor the plurality of sensors until they indicate a need to discharge the battery pack 12.\nLikewise, the VCU 16 may monitor the sensors to determine if the battery pack needs to be discharged. In some embodiments, the BMU 14 and the VCU 16 may take into account more than one sensor to determine if a crash has occurred. For example, if another vehicle collides with the xEV 10 near the battery pack, the accelerometers 120 monitored by the BMU 14 may indicate a crash, while the accelerometers 114 monitored by the VCU 16 may not indicate a crash. To give another example, if any sensor indicates a crash, but the speedometer 116 indicates that the xEV 10 is still in motion, a crash may not be determined.\nIn certain embodiments, the BMU 14 and the VCU 16 may communicate with each other to determine if a crash has occurred. In other embodiments, the BMU 14 or the VCU 16 may independently determine if a crash has occurred. In the case that a crash is determined by the BMU 14, the VCU 16, or a combination thereof, a crash indication signal may be sent to the BMU 14, and the BMU 14 may issue a command to open service disconnect contactors and close battery de-energizer contactors 126, as represented by block 146 of FIG. 5. As will be shown in FIG. 6, the battery de-energizer contactors 126 may automatically connect a battery de-energizer 80 to the battery pack 12 to discharge the energy stored in the battery modules 82. Once the battery pack 12 is discharging, the BMU 14 may periodically monitor the battery pack 12 voltage using the battery voltage sensors 118 to ensure it is discharging correctly, as represented by block 148 of FIG. 5. At block 150 of FIG. 5, the BMU 14 may check if the battery pack 12 is fully discharged. If not, the BMU 14 may continue to periodically monitor the battery pack 12 voltage using the battery voltage sensors 118. If the battery pack 12 is fully discharged, the battery de-energizing routine may be complete and an appropriate indication may be sent from the BMU 14 to the VCU 16 so that the state of the battery pack may be displayed, as represented by block 152 of FIG. 5.\nAs mentioned above, when the BMU 14, the VCU 16, or a combination thereof detects a crash, the BMU 14 may send a command to close battery de-energizer contactors 126 and connect a battery de-energizer 80 to the battery pack 12. FIG. 6 illustrates an embodiment of a circuit that may be utilized by the BMU 14 to automatically de-energize the battery pack 12 of the xEV 10. The embodiment of FIG. 6 has a similar design to the embodiment of FIG. 3, with the positive high voltage terminal 84, the negative high voltage terminal 86, the first resistance 92 and the second resistance 94. As before, a service disconnect X may be removed from the first pair of service disconnect receptacles 88 to electrically isolate two halves of the battery pack 12, reducing the voltage potential between the positive high voltage terminal 84 and the negative high voltage terminal 86.\nAdditionally, the embodiment of FIG. 6 includes service disconnect contactors 160 as well as battery de-energizer contactors 162. During normal operation, the service disconnect contactors 160 may form a closed circuit while the battery de-energizer contactors 162 form an open circuit. As mentioned above, in the case that the BMU 14 determines a crash or other catastrophic event, the BMU 14 may send signals to open the service disconnect contactors 160 and close the battery de-energizer contactors 162, allowing current from the battery pack 12 to flow through the first resistance 92 and the second resistance 94 and effectively de-energizing the battery pack 12. The energy stored in the battery pack 12 may be dissipated in the battery de-energizer 80 as heat. In other embodiments, the battery de-energizer may include more than two resistances or more complex impedances.\nAlthough the embodiments described above involve connecting a battery de-energizer 80 to a service disconnect receptacle of the xEV 10, other receptacles or ports of the battery pack 12 of the xEV 10 may be used to dissipate the energy stored in the battery pack 12. As one example, FIG. 7 illustrates a battery de-energizer 80A connected to the high voltage port, specifically the positive high voltage terminal 84. In this embodiment, the battery de-energizer 80A may be a plug, although in other embodiments it may be automatically connected under certain circumstances, e.g., a vehicle crash, in accordance with the teachings set forth with regard to FIGS. 4-6. If it is desired to discharge the battery pack 12, a technician may attach the battery de-energizer 80A to the positive high voltage terminal 84 so that the energy in the battery pack 12 may be dissipated through the resistance 93.\nAs another example, FIG. 8 illustrates a battery de-energizer 80B connected to the charger port 95 of the xEV 10. In this embodiment, the battery de-energizer 80B may be a plug, although in other embodiments it may be automatically connected under certain circumstances, e.g., a vehicle crash, in accordance with the teachings set forth with regard to FIGS. 4-6. If it is desired to discharge the battery pack 12, someone may attach the battery de-energizer 80B to the charger port 95 so that the energy in the battery pack 12 may be dissipated through the resistance 97. It should be recognized that this embodiment uses a receptacle or port of the xEV 10 that is easily accessible by anyone, unlike the earlier embodiments where the receptacle or port is typically only accessible by a technician or someone familiar with servicing the battery pack 12 and/or xEV 10. Indeed, since the battery de-energizer 80B may be coupled to the charger port 95 of the xEV 10, anyone, including the driver of the xEV 10, could easily begin to discharge the battery pack 12 by simply plugging the battery de-energizer 80B into the charger port 95.\nAs yet another example, FIG. 9 illustrates a battery de-energizer 80C connected to a special discharge port 99 of the battery pack 12 of the xEV 10. In this embodiment, the battery de-energizer 80C may be a plug although in other embodiments it may be automatically connected under certain circumstances, e.g., a vehicle crash, in accordance with the teachings set forth with regard to FIGS. 4-6. If it is desired to discharge the battery pack 12, someone may attach the battery de-energizer 80C to the special discharge port 99 so that the energy in the battery pack 12 may be dissipated through the resistance 101. Unlike the previous embodiments where an existing receptacle or port of the battery pack 12 and/or xEV 10 is used to couple to a battery de-energizer 80 to dissipate the energy in the battery pack 12, the present embodiment uses an additional port to accomplish this task. Indeed, it may be desirable to use a special discharge port 99 instead of an existing receptacle or port simply to provide separate ports, each being dedicated to a single function. Furthermore, the special discharge port 99 may be one that is accessible by anyone, including a driver of the xEV 10, or it may be one that is accessible only by a technician or someone else familiar with servicing the battery pack 12 and/or xEV 10.\nWhile only certain features and embodiments of the invention have been illustrated and described, many modifications and changes may occur to those skilled in the art (e.g., variations in sizes, dimensions, structures, shapes and proportions of the various elements, values of parameters (e.g., temperatures, pressures, etc.), mounting arrangements, use of materials, colors, orientations, etc.) without materially departing from the novel teachings and advantages of the subject matter recited in the claims. The order or sequence of any process or method steps may be varied or re-sequenced according to alternative embodiments. It is, therefore, to be understood that the appended claims are intended to cover all such modifications and changes as fall within the true spirit of the invention. Furthermore, in an effort to provide a concise description of the exemplary embodiments, all features of an actual implementation may not have been described (i.e., those unrelated to the presently contemplated best mode of carrying out the invention, or those unrelated to enabling the claimed invention). It should be appreciated that in the development of any such actual implementation, as in any engineering or design project, numerous implementation specific decisions may be made. Such a development effort might be complex and time consuming, but would nevertheless be a routine undertaking of design, fabrication, and manufacture for those of ordinary skill having the benefit of this disclosure, without undue experimentation.\n | Systems and methods for de-energizing battery packs in vehicles that receive at least a portion of their motive power from electricity generated from a battery are provided. By way of example, one embodiment includes a battery de-energizer that is configured to electrically couple to a port or receptacle, such as the service disconnect receptacle, on the vehicle and discharge the electrical energy stored in the battery pack. Another embodiment includes a battery management unit (BMU) designed to monitor one or more sensors to determine if a crash has occurred. If a crash is determined, the BMU electrically couples a battery de-energizer circuit to the battery pack to discharge the electrical energy stored in the battery pack. | US:13/736,571 | https://patentimages.storage.googleapis.com/61/bf/01/4aaf387412f3ed/US9209628.pdf | US:9209628 | Bryan L. Thieme, Edward J. Soleski, William M. Cavanaugh, Dharmendra B. Patel, Thomas M. Watson | Johnson Controls Technology Co | US:4407909, US:4504082, US:5164653, US:5366241, US:5995891, US:6270916, US:6107779, US:20030151387:A1, US:20030029654:A1, US:20030107861:A1, US:6900615, US:7164257, US:20050083018:A1, US:7190147, US:20100106351:A1, US:20070041140:A1, US:20070252435:A1, WO:2008032945:A1, US:8212524, US:20080084187:A1, JP:2008176967:A, US:20080290842:A1, US:20110204720:A1, US:20090146610:A1, US:20100134069:A1, JP:2010183679:A, JP:2010182619:A, US:20120053774:A1, US:20120068532:A1, EP:2337182:A2, DE:102009058884:A1, EP:2355229:A1, US:20120313560:A1, US:20120025620:A1, US:20130017421:A1, DE:102010020911:A1, US:20130127421:A1, US:20130054061:A1, US:20150008747:A1, US:20120323417:A1 | 2015-12-08 | 2015-12-08 | 1. A battery de-energizer system, comprising:\na battery de-energizer circuit configured to electrically couple to service disconnect receptacles of a battery pack for a vehicle that receives at least a portion of its motive power from electricity provided by the battery pack, and wherein the battery de-energizer circuit is configured to discharge electrical energy stored in the battery pack; and\na battery management unit that monitors one or more sensors and electrically couples the battery de-energizer circuit to the battery pack to discharge the electrical energy stored in the battery pack based on signals supplied by the one or more sensors, wherein the battery management unit causes one or more battery de-energizer contactors to close to electrically couple the battery de-energizer circuit to the battery pack.\n, a battery de-energizer circuit configured to electrically couple to service disconnect receptacles of a battery pack for a vehicle that receives at least a portion of its motive power from electricity provided by the battery pack, and wherein the battery de-energizer circuit is configured to discharge electrical energy stored in the battery pack; and, a battery management unit that monitors one or more sensors and electrically couples the battery de-energizer circuit to the battery pack to discharge the electrical energy stored in the battery pack based on signals supplied by the one or more sensors, wherein the battery management unit causes one or more battery de-energizer contactors to close to electrically couple the battery de-energizer circuit to the battery pack., 2. The system of claim 1, wherein the battery de-energizer circuit is configured to dissipate the electrical energy stored in the battery pack as heat., 3. The system of claim 1, wherein the battery de-energizer circuit comprises resistive elements configured to discharge the electrical energy stored in the battery pack., 4. A battery pack comprising:\na service disconnect receptacle configured to form an open circuit between a plurality of battery modules when a service disconnect plug is electrically decoupled from the service disconnect receptacle;\na battery de-energizer configured to electrically couple to the service disconnect receptacles and discharge electrical energy stored in the plurality of battery modules; and\na battery management unit configured to monitor one or more sensors and electrically couple the battery de-energizer to the plurality of battery modules by causing one or more battery de-energizer contactors to close based on signals from the one or more sensors.\n, a service disconnect receptacle configured to form an open circuit between a plurality of battery modules when a service disconnect plug is electrically decoupled from the service disconnect receptacle;, a battery de-energizer configured to electrically couple to the service disconnect receptacles and discharge electrical energy stored in the plurality of battery modules; and, a battery management unit configured to monitor one or more sensors and electrically couple the battery de-energizer to the plurality of battery modules by causing one or more battery de-energizer contactors to close based on signals from the one or more sensors., 5. The battery pack of claim 4, wherein the battery de-energizer is configured to dissipate the electrical energy stored in the plurality of battery modules as heat., 6. The battery pack of claim 4, wherein the battery de-energizer comprises at least one resistive element configured to to discharge the electrical energy stored in the plurality of battery modules., 7. The battery pack of claim 4, a wherein the battery management unit is configured to monitor the one or more sensors to determine if a crash has occurred, and electrically couple the battery de-energizer to the battery pack if the crash has occurred., 8. The battery pack of claim 4, wherein the battery de-energizer comprises a plug., 9. The battery pack of claim 4, wherein the service disconnect receptacle comprises a pair of terminals between the plurality of battery modules of the battery pack, and a pair of terminals coupled to the terminals of the battery pack, and wherein the battery de-energizer electrically couples to both pairs of terminals to discharge the electrical energy stored in the battery pack., 10. The battery pack of claim 4, wherein the one or more sensors comprise one or more accelerometers that indicate a crash to the battery management unit if the one or more accelerometers exceed a pre-determined force threshold., 11. The battery pack of claim 4, wherein the one or more sensors comprise one or more temperature sensors that indicate a crash to the battery management unit if they exceed a pre-determined temperature threshold., 12. The battery pack of claim 4, wherein the one or more sensors comprise one or more voltage sensors that indicate a crash to the battery management unit if the measured voltage exceeds a pre-determined threshold., 13. The battery pack of claim 4, wherein the one or more sensors comprise one or more current sensors that indicate a crash to the battery management unit if the measured current falls below or rises above pre-determined thresholds., 14. The battery pack of claim 4, wherein the battery management unit takes a combination of two or more inputs from the one or more sensors into consideration to determine if a crash has occurred., 15. The battery system of claim 4, comprising a vehicle control unit configured to monitor one or more additional sensors, determine if a crash has occurred, and send a crash indication signal to the battery management unit if a crash is determined., 16. The battery system of claim 15, wherein the one or more additional sensors comprise airbag sensors to determine if the crash has occurred., 17. A method for discharging a battery pack of a vehicle that receives at least a portion of its motive power from electricity generated from the battery pack comprising:\nmonitoring one or more sensors to determine if a crash has occurred; and\nsending a signal to electrically couple a battery de-energizer circuit to the battery pack if the crash has occurred to discharge electrical energy stored in the battery pack, wherein electrically coupling the battery de-energizer circuit to the battery pack comprises causing one or more battery de-energizer contactors to close.\n, monitoring one or more sensors to determine if a crash has occurred; and, sending a signal to electrically couple a battery de-energizer circuit to the battery pack if the crash has occurred to discharge electrical energy stored in the battery pack, wherein electrically coupling the battery de-energizer circuit to the battery pack comprises causing one or more battery de-energizer contactors to close., 18. The method of claim 17 comprising monitoring a voltage of the battery pack to ensure the battery pack is discharging the electrical energy correctly., 19. The method of claim 17 comprising sending a signal to service disconnect contactors to open to decouple a service disconnect from the battery pack while the battery pack is discharging. | US | United States | Active | H | True |
| 297 | 车辆电源系统 \n | CN111645524B | 本发明涉及车辆电源系统，尤其涉及搭载于车辆的车辆电源系统。在日本特开2016-111754号公报(专利文献1)中记载有一种汽车。该汽车在检测到车辆的碰撞且电动机正在旋转时，执行使逆变器的多个晶体管中的全部上臂或全部下臂导通的三相导通控制。进而，通过执行该三相导通控制来使电动机的旋转停止，在电动机的旋转停止后，使d轴电流流过电动机，由此执行使储存于电源系统的电容器中的电荷放电的放电控制。另外，存在由于执行三相导通控制而导致用于驱动电动机的逆变器过热的情况，因此在专利文献1记载的汽车中，若逆变器的温度为阈值以上，则中止三相导通控制，抑制了放电控制被中止。现有技术文献专利文献专利文献1：日本特开2016-111754号公报发明所要解决的技术问题然而，在使搭载于车辆的电容器(condenser)大容量化的情况下，如专利文献1记载的发明那样仅通过使d轴电流流过电动机，有无法进行充分的放电的可能性。另外，在更换电容器时，需要使所储存的电荷放电，为了在维护时迅速地进行电容器的更换，需要使储存于电容器的电荷迅速地放电。因此，本发明的目的在于，提供一种如下的车辆电源系统：在车辆碰撞时等，能够使储存于电容器的电荷可靠且迅速地放电。用于解决技术问题的手段为了解决上述的课题，本发明的搭载于车辆的车辆电源系统具有：电池，该电池的额定电压低于规定电压；电容器，该电容器的额定电压高于规定电压；电容器放电器，该电容器放电器用于使储存于该电容器的电荷放电；以及控制器，该控制器控制该电容器放电器，在车辆碰撞时或者更换电容器时，控制器控制电容器放电器，以使储存于电容器的电荷放电，并使放电的电荷充电到电池。根据这样构成的本发明，在车辆碰撞时，电容器放电器使储存于电容器的电荷放电，放电的电荷被充电到电池，因此能够使储存于电容器的电荷尽快且可靠地放电。另外，在更换电容器时，能够使储存于电容器的电荷迅速地放电，使电容器的端子间电压快速地下降，因此能够迅速地进行电容器的更换作业。此外，由于电池的额定电压低于规定电压，因此即使在被充入了从电容器放电的电荷的情况下，电压也被抑制在限制电压以下，没有高电压引起的危险。并且，根据如上述那样构成的本发明，在更换电容器时，电容器放电器也使储存于电容器的电荷放电，放电的电荷被充电到电池。因此，能够使储存于应更换的电容器的电荷迅速地放电，能够安全地更换电容器。在本发明中，优选的是，电容器放电器具备DC-DC转换器，在车辆碰撞时或者更换电容器时，控制器控制电容器放电器，以使从电容器放电的电荷被DC-DC转换器降压，并充电到电池。根据这样构成的本发明，在车辆碰撞时或者更换电容器时，电容器的电压被DC-DC转换器降压，并充电到电池。因此，即使在电容器的端子间电压与电池的端子间电压大不相同的情况下，也能够将储存于电容器的电荷充电到电池并抑制电池的劣化。在本发明中，优选地，电容器构成为能够储存的电荷量比能够储存于电池的电荷量少。根据这样构成的本发明，能够储存于电容器的电荷量比能够储存于电池的电荷量少，因此能够将储存于电容器的电荷在短时间内向电池放电。另外，由于能够储存于电池的电荷量多，因此即使在被充入了从电容器放电的电荷的情况下，电池的端子间电压也几乎不会上升，能够使电池和电容器可靠地成为低电压。在本发明中，优选的是，控制器控制电容器放电器，以使在从车辆发生碰撞或者接收到表示电池的更换可能性的信号时起的规定时间以内，电容器的电压下降到规定电压以下。根据这样构成的本发明，在从车辆发生碰撞起规定时间以内，电容器放电器使电容器的电压下降到规定电压以下，因此能够更可靠地确保碰撞时的安全性。并且，根据如上述那样构成的本发明，在更换电容器时，电容器放电器也在规定时间以内使电容器的电压下降到规定电压以下。因此，在更换电容器时，电容器的电压迅速下降，因此能够安全且迅速地更换电容器。在本发明中，优选的是，当电容器的电压下降到规定电压以下时，控制器控制电容器放电器，以切断电池与电容器的电连接。在本发明中，电池的额定电压被设定为低于规定电压，当电容器的电压下降到规定电压以下时，电池与电容器的电连接被电容器放电器切断。因此，即使在电池和电容器串联连接的情况下，在切断连接后，也不存在具有超过规定电压的电压的高电压部件，能够确保充分的触电保护性能。发明的效果根据本发明的车辆电源系统，在车辆碰撞时等，能够使储存于电容器的电荷可靠且迅速地放电。图1是搭载有基于本发明的第一实施方式的车辆电源系统的车辆的布局图。图2是基于本发明的第一实施方式的车辆电源系统的框图，是概略地表示通过外部电源进行充电时的电流的流动的图。图3是基于本发明的第一实施方式的车辆电源系统的框图，是概略地表示驱动主驱动电动机以及副驱动电动机时的电流的流动的图。图4是基于本发明的第一实施方式的车辆电源系统的框图，是概略地表示车辆碰撞时的使储存于电容器的电荷放电时的电流的流动的图。图5是表示基于本发明的第一实施方式的车辆电源系统的电路的图。图6是表示由基于本发明的第一实施方式的车辆电源系统从外部电源充电时的作用的时序图。图7是表示由基于本发明的第一实施方式的车辆电源系统从外部电源充电时的电路状态的图。图8是表示由基于本发明的第一实施方式的车辆电源系统的对电容器充电时的作用的时序图。图9是表示由基于本发明的第一实施方式的车辆电源系统的对电容器充电时的电路状态的图。图10是表示在基于本发明的第一实施方式的车辆电源系统中当碰撞时将电容器的电荷充电到电池的作用的时序图。图11是表示在基于本发明的第一实施方式的车辆电源系统中当碰撞时将电容器的电荷充电到电池的情况下的电路状态的图。图12是表示在基于本发明的第一实施方式的车辆电源系统中使电容器的电荷放电时的充电控制器所进行的控制的流程图。图13是表示在基于本发明的第二实施方式的车辆电源系统中当更换电容器时使电荷放电的情况下的充电控制器所进行的控制的流程图。符号说明1 车辆2a 后轮2b 前轮10 车辆电源系统12 发动机14 动力传递机构14a 传动轴14b 变速器16 主驱动电动机16a 逆变器17 外部电源17a 电缆18 电池19 充电装置(电容器放电器)19a 充电控制器(控制器)19b 充电用电容器20 副驱动电动机20a 逆变器22 电容器23 供电口(供电设备)24 控制装置24a 前后加速度传感器24b 横向加速度传感器26 DC-DC转换器28 车载设备接着，参照附图来对本发明的优选的实施方式进行说明。图1是搭载有基于本发明的第一实施方式的车辆电源系统的车辆的布局图。如图1所示，搭载有基于本发明的第一实施方式的车辆电源系统10的车辆1是所谓的FR(Front engine，Rear drive：前置发动机，后轮驱动)车，该车在与驾驶座相比位于前方的车辆的前部搭载有作为内燃机的发动机12，驱动作为主驱动轮的左右一对后轮2a。另外，如后所述，后轮2a还由主驱动电动机驱动，作为副驱动轮的左右一对前轮2b由作为轮毂电动机的副驱动电动机驱动。即，作为车辆驱动装置，车辆1搭载有：驱动后轮2a的发动机12、向后轮2a传递驱动力的动力传递机构14、驱动后轮2a的主驱动电动机16、驱动前轮2b的副驱动电动机20以及控制装置24。另外，在车辆1搭载有逆变器16a和逆变器20a，该逆变器16a将直流电压转换为交流电压来驱动主驱动电动机16，该逆变器20a将直流电压转换为交流电压来驱动副驱动电动机20。另外，搭载于车辆1的基于本发明的第一实施方式的车辆电源系统10具有电池18、电容器22、充电装置19以及供电口23，其中，该充电装置19用于接收来自外部电源17的电力并对电池18和电容器22进行充电。关于本实施方式的车辆电源系统10的具体结构见后述。发动机12是用于产生针对作为车辆1的主驱动轮的后轮2a的驱动力的内燃机。在本实施方式中，采用直列四缸发动机作为发动机12，配置于车辆1的前部的发动机12经由动力传递机构14驱动后轮2a。动力传递机构14构成为将发动机12以及主驱动电动机16所产生的驱动力传递至作为主驱动轮的后轮2a。如图1所示，动力传递机构14具备传动轴14a以及作为变速机的变速器14b，其中，该传动轴14a是与发动机12以及主驱动电动机16连接的动力传递轴。主驱动电动机16是用于产生针对主驱动轮的驱动力的电动机，主驱动电动机16设置在车辆1的车身上且与发动机12相邻地配置在发动机12的后侧。另外，与主驱动电动机16相邻地配置有逆变器16a，通过该逆变器16a将电池18的直流电压转换为交流电压并向主驱动电动机16供给。并且，如图1所示，主驱动电动机16与发动机12串联连接，主驱动电动机16产生的驱动力也经由动力传递机构14传递至后轮2a。另外，在本实施方式中，作为主驱动电动机16，采用由48V驱动的25kW的永磁电动机(永磁同步电动机)。副驱动电动机20设置于前轮2b的各轮以产生针对作为副驱动轮的前轮2b的驱动力。另外，副驱动电动机20是轮毂电动机且分别收容于前轮2b各轮的轮内。另外，电容器22的直流电压通过配置于通道部15内的逆变器20a而被转换为交流电压，并被供给至各副驱动电动机20。并且，在本实施方式中，在副驱动电动机20未设置作为减速机构的减速器，副驱动电动机20的驱动力直接传递至前轮2b，车轮被直接驱动。另外，在本实施方式中，作为各副驱动电动机20，分别采用17kW的感应电动机。电池18是主要用于储存使主驱动电动机16工作的电能的蓄电器。并且，在本实施方式中，作为电池18，使用48V、3.5kWh的锂离子电池(LIB)。电容器22被设置成能够储存由副驱动电动机20再生的电力。电容器22配置于与车辆1后部的插入式的充电装置19大致对称的位置，并且电容器22向设置于车辆1的前轮2b各轮的副驱动电动机20供给电力。主要由储存于电容器22的电力驱动的副驱动电动机20由比主驱动电动机16高的电压驱动。充电装置19与电池18以及电容器22电连接，并且充电装置19构成为将从充电站等外部电源17经由供电口23供给的电力向它们进行充电。一般而言，充电站等外部电源17构成为以规定的下限电压(例如50V)以上的电压进行充电，本实施方式的车辆电源系统10与该下限电压对应。供电口23是设置于车辆1的后部侧面的连接器且与充电装置19电连接。供电口23的连接器构成为能够与从充电站等外部电源17延伸的电缆17a的插头连接，电力经由供电口23而被供给到充电装置19。这样，本实施方式的车辆电源系统10构成为，通过将供给直流电力的外部电源17经由电缆17a与供电口23连接，从而能够对电池18以及电容器22进行充电。控制装置24构成为被输入前后加速度传感器24a、横向加速度传感器24b等各种传感器的检测信号。另外，控制装置24构成为基于所输入的来自各传感器的检测信号来控制发动机12、主驱动电动机16以及副驱动电动机20。具体而言，控制装置24能够由微型处理器、存储器、接口电路、以及使它们工作的程序(以上未图示)等构成。此外，控制装置24构成为：基于由前后加速度传感器24a以及横向加速度传感器24b检测出的加速度信号来判定车辆1的碰撞，在车辆1发生了碰撞的情况下，输出用于展开气囊(未图示)的控制信号。另外，如后所述，来自控制装置24的气囊展开信号也被发送到充电装置19。接着，参照图2至图4来概略地说明基于本发明的第一实施方式的车辆电源系统10的结构及作用。图2是基于本发明的第一实施方式的车辆电源系统10的框图，是概略地表示通过外部电源17进行充电时的电流的流动的图。图3是基于本发明的第一实施方式的车辆电源系统10的框图，是概略地表示驱动主驱动电动机16以及副驱动电动机20时的电流的流动的图。图4是基于本发明的第一实施方式的车辆电源系统10的框图，是概略地表示车辆1碰撞时的使储存于电容器22的电荷放电时的电流的流动的图。首先，如图2所示，在本实施方式的车辆电源系统10中，电池18和电容器22串联连接。即，在本实施方式中，将电池18的正极端子与电容器22的负极端子连接，由此它们以串联方式电连接。另外，电池18的负极端子与车辆1的车身接地连接。在此，在本实施方式中，电池18的额定电压被设定为比外部电源17的下限电压(50V)低的48V，电容器22的额定电压被设定为比外部电源17的下限电压高的72V。这里，在汽车评价(JNCAP：Japanese New Car Assessment Programme，日本新车评价规程)中规定了“电动汽车等的碰撞时的触电保护性能试验”。该触电保护性能试验是以如下为目的而规定的：在电动汽车以及电气式混合动力汽车万一发生了碰撞事故时，乘员不会因高电压而触电。另外，触电保护性能试验中，电动机的工作电压为交流30V以及直流60V以上的汽车成为对象。在作为该“电动汽车等的碰撞时的触电保护性能试验”的评价项目之一的“残余电压测量”中，要求碰撞后5秒至60秒后的高电压部件的残余电压为AC30V以下或DC60V以下。电池18的额定电压48V比在JNCAP中作为高电压而被限制的规定电压60V(以下称为限制电压)低，没有作为高电压的危险性。另一方面，电容器22的额定电压72V高于限制电压60V，根据JNCAP作为高电压部件而成为限制的对象。此外，在本说明书中，电池18的额定电压是指一般的条件下的工作电压的最大值，电容器22的额定电压是指施加到电容器22的最大的电压。另外，将电池在一般的条件下进行了放电时的平均工作电压称为电池的标称电压。并且，电池18的额定电压被设定为比电容器22的额定电压低，但能够储存于电池18的电荷量(电量：库仑)构成为比能够储存于电容器22的电荷量多。这样，在本实施方式中，电池18的额定电压被设定为比限制电压低的电压，因此电池18单体不会作为高电压部件而成为限制的对象。另一方面，在电池18与电容器22串联连接的状态下，电池18的负极端子与电容器22的正极端子之间的电压超过限制电压，因此作为高电压部件而成为限制的对象。另外，与电池18串联连接的电容器22的电压(电池18的负极与电容器22的正极之间的电压)为能够通过外部电源17进行充电的下限电压以上，因此能够从外部电源17对电池18和电容器22直接进行充电。因此，如图2所示，在通过外部电源17进行充电时，来自外部电源17的直流电流向电容器22、电池18流动，电容器22以及电池18被充电。另外，充电装置19分别与电容器22和电池18连接，构成为控制对它们的充电。关于充电装置19的具体结构及作用见后述。此外，充电装置19可以内置有DC-DC转换器，以能够对储存于电容器22的电荷进行降压而对电池18进行充电，或者对储存于电池18的电荷进行升压而对电容器22进行充电。这样，通过具备与电池18以及电容器22连接的DC-DC转换器，能够在电池18与电容器22之间进行电荷的授受。由此，在车辆1碰撞时，能够在抑制电池18劣化的情况下对储存于电容器22的电荷进行降压并迅速地充电到电池18，能够使电容器22的端子间电压下降。接着，如图3所示，在驱动主驱动电动机16及副驱动电动机20的情况下，分别以不同的路径供给电力。首先，主驱动电动机16以48V左右的比较低的电压被驱动，因此从电池18直接向主驱动电动机16用的逆变器16a供给电力。即，在逆变器16a连接有电池18的正极端子和负极端子，逆变器16a被施加电池18的直流电压。另一方面，副驱动电动机20以120V左右的比较高的电压被驱动，因此从电池18及电容器22向副驱动电动机20用的逆变器20a供给电力。即，在逆变器20a连接有电容器22的正极端子和电池18的负极端子，逆变器20a被施加将电池18和电容器22的电压相加后得到的电压。另外，在电容器22的电荷被放电而电容器22的端子间电压下降的情况下，储存于电池18的电荷通过充电装置19而被充电到电容器22。由此，电容器22的端子间电压上升，确保了副驱动电动机20的驱动所需的电压。另一方面，通过DC-DC转换器26来对电池18的输出电压进行降压而对搭载于车辆1的12V系的车载设备28供给电力。并且，如图4所示，在车辆1碰撞时，通过充电装置19来使储存于电容器22的电荷放电，并将被放电的电荷充电到电池18，使电容器22的端子间电压下降。因此，在本实施方式中，充电装置19作为电容器放电器发挥作用，该电容器放电器使储存于电容器22的电荷放电，并将被放电的电荷充电到电池18。并且，在车辆1的制动时，车辆1的动能由主驱动电动机16再生，生成电力。来自主驱动电动机16的输出电压施加在电池18的正极端子与负极端子之间，对电池18进行充电。另外，在车辆1的制动时，也通过副驱动电动机20进行再生，生成电力。来自副驱动电动机20的输出电压施加在电容器22的正极端子与电池18的负极端子之间，对电池18和电容器22进行充电。在此，在由副驱动电动机20再生的电力较大而电容器22的端子间电压已上升到规定值以上的情况下，也如图4所示储存于电容器22的电荷被放电，并被充电到电池18。接下来，参照图5至图11来对基于本发明的第一实施方式的车辆电源系统10的详细结构及作用进行说明。图5是表示本实施方式的车辆电源系统10的电路的图。图6是表示基于本实施方式的车辆电源系统10从外部电源充电时的作用的时序图。图7是表示基于本实施方式的车辆电源系统10从外部电源充电时的电路状态的图。图8是表示基于本实施方式的车辆电源系统10的对电容器充电时的作用的时序图。图9是表示基于本实施方式的车辆电源系统10的对电容器充电时的电路状态的图。图10是表示在本实施方式的车辆电源系统10中，当碰撞时将电容器的电荷充电到电池的作用的时序图。图11是表示在本实施方式的车辆电源系统10中，当碰撞时将电容器的电荷充电到电池时的电路状态的图。如图5所示，本实施方式的车辆电源系统10经由供电口23与外部电源17的电缆17a连接，构成为能够通过外部电源17进行充电。另外，在车辆电源系统10中具备电池18、电容器22以及充电装置19，构成为来自外部电源17的电力被充电到电池18和电容器22。并且，本实施方式的车辆电源系统10中，在车辆碰撞时，充电装置19使电容器22的电荷放电，并将被放电的电荷充电到电池18，因此充电装置19作为电容器放电器而发挥作用。另外，如上所述，电池18的正极端子与电容器22的负极端子连接，电池18与电容器22以串联方式电连接。并且，在电池18的正极端子连接有开关SWbatt，在电容器22的正极端子连接有开关SWcap，构成为能够切换电池18以及电容器22的连接、非连接。充电装置19与串联连接的电池18和电容器22并联连接。另外，在充电装置19内置有串联连接的四个开关，开关SW1、SW2、SW3、SW4按该顺序连接。开关SW1的一端与电容器22的正极端子连接，另一方面，开关SW4的一端与电池18的负极端子连接。另外，开关SW2与SW3的连接点连接于电池18与电容器22的连接点。这些开关SW1～SW4以及分别设置于电池18和电容器22的SWbatt、SWcap由内置于充电装置19的充电控制器19a控制开闭。具体而言，作为控制器的充电控制器19a能够由微型处理器、存储器、接口电路、以及使它们工作的程序(以上未图示)等构成。并且，在开关SW1与SW2的连接点和开关SW3与SW4的连接点之间连接有充电用电容器19b。此外，在本实施方式中，作为各开关而采用了半导体开关，但也能够将基于机械触点的继电器作为开关来使用。接着，参照图6以及图7来对通过外部电源17进行的向电池18和电容器22的充电进行说明。此外，图6以及图7示出了电池18的端子间电压与电容器22的端子间电压的合计为能够通过外部电源17进行充电的下限电压以上的情况。图6是表示在通过外部电源17来向电池18以及电容器22充电时的车辆电源系统10的作用的时序图。图6从上段开始依次示出了从外部电源17输入的电压Vin、开关SWbatt和SWcap的开闭状态、开关SW1和SW3的开闭状态、开关SW2和SW4的开闭状态。紧接于此，在图6中示出了电容器22的端子间电压Vcap(电容器22的正极端子与负极端子之间的电压)、流经电容器22的电流Icap、电池18的端子间电压Vbatt、流经电池18的电流Ibatt、充电用电容器19b的端子间电压Vc、流经充电用电容器19b的电流Ic。图7是表示在通过外部电源17进行向电池18以及电容器22充电时的各开关的状态以及电流的流动的图。在通过外部电源17进行充电的过程中，各开关依次被设定为图7的上段所示的阶段(1)、中段所示的阶段(2)、下段所示的阶段(3)的状态。首先，在图6的时刻t1处，当通过外部电源17进行的充电开始时，充电控制器19a使开关SWbatt和SWcap接通(成为闭合状态)，使开关SW1～SW4断开(成为断开状态)。由此，车辆电源系统10成为图7的上段所示的阶段(1)的状态。在该状态下，电池18及电容器22与外部电源17连接，另一方面，充电装置19与外部电源17断开。由此，从外部电源17供给的电流流入到电容器22和电池18(电流Icap、Ibatt＞0)，对它们进行充电。伴随于此，电容器22的端子间电压Vcap和电池18的端子间电压Vbatt上升。在此，由于能够储存于电容器22的电荷量比能够储存于电池18的电荷量少，因此电容器22的端子间电压Vcap比电池18的端子间电压Vbatt更急剧地上升。因此，在时刻t2处，电容器22的端子间电压Vcap上升到接近电容器22的额定电压。当电容器22的端子间电压Vcap上升时，在时刻t2处，充电控制器19a使开关SW1和SW3接通(开关SWbatt和SWcap保持接通，开关SW2和SW4保持断开)。由此，车辆电源系统10成为图7的中段所示的阶段(2)的状态。在该状态下，来自外部电源17的电流流入到充电装置19的充电用电容器19b，并且储存于电容器22的电荷被放电(电流Icap＜0)，流入(电流Ic＞0)到充电用电容器19b。由此，充电用电容器19b的端子间电压Vc上升，另一方面，电容器22的端子间电压Vcap下降。由此，电容器22成为能够再次充电的状态。此外，在为电容器22的电压下降了的时刻t3的状态下，将电池18的端子间电压Vbatt与电容器22的端子间电压Vcap合计而得到的电压也被维持为能够通过外部电源17进行充电的下限电压以上。当充电用电容器19b的端子间电压Vc上升到规定电压时，在时刻t3处，充电控制器19a使开关SW1和SW3断开，使开关SW2和SW4接通(开关SWbatt和SWcap保持接通)。由此，车辆电源系统10成为图7的下段所示的阶段(3)的状态。在该状态下，来自外部电源17的电流流入到电容器22以及电池18，它们被充电，并且储存于充电用电容器19b的电荷也通过开关SW2、SWbatt而被充电到电池18。由此，电容器22的端子间电压Vcap和电池18的端子间电压Vbatt上升，并且充电用电容器19b的端子间电压Vc下降。当电容器22的端子间电压Vcap上升到接近额定电压时，在时刻t4处，充电控制器19a切换各开关，再次使车辆电源系统10成为图7的中段所示的阶段(2)的状态。在该状态下，电容器22的端子间电压Vcap下降，并且充电用电容器19b的端子间电压Vc上升(电池18的端子间电压Vbatt大致恒定)。接着，在时刻t5处，充电控制器19a将各开关切换为图7的下段所示的阶段(3)的状态，使电容器22和电池18的端子间电压上升，使充电用电容器19b的端子间电压Vc下降。以后，充电控制器19a交替地切换阶段(2)的状态和阶段(3)的状态，使电池18的端子间电压Vbatt上升(对电池18进行充电)。当电池18的端子间电压Vbatt上升到充电结束阈值、电容器22的端子间电压Vcap上升到接近额定电压时，充电控制器19a结束向电容器22和电池18的充电。接着，参照图8和图9来说明利用储存于电池18的电荷来向电容器22进行的充电。此外，图8以及图9所示的作用在电池18的端子间电压与电容器22的端子间电压的合计下降到小于能够通过外部电源17进行充电的下限电压的情况下执行，以使得能够通过外部电源17进行充电。即，当电池18与电容器22的端子间电压的合计下降到小于下限电压时，不能通过外部电源17进行充电，因此对电容器22进行充电而使端子间电压上升，从而能够通过外部电源17进行充电。另外，在车辆1的行驶中等储存于电容器22的电荷量下降了的情况下，图8以及图9所示的作用也以使电容器22的端子间电压上升为目的而被执行。即，当在行驶中储存于电容器22的电荷量减少而端子间电压下降时，无法得到用于驱动副驱动电动机20所需的电压，因此通过对电容器22进行充电来恢复所需的电压。图8是表示在利用电池18来向电容器22充电时的车辆电源系统10的作用的时序图。图8从上段开始依次示出了电池18与电容器22的端子间电压的合计Vin、开关SWbatt和SWcap的开闭状态、开关SW1和SW3的开闭状态、开关SW2和SW4的开闭状态。紧接于此，在图8中示出了电容器22的端子间电压Vcap、流经电容器22的电流Icap、电池18的端子间电压Vbatt、流经电池18的电流Ibatt、充电用电容器19b的端子间电压Vc、流经充电用电容器19b的电流Ic。图9是表示利用电池18的电荷来向电容器22充电时的各开关的状态以及电流的流动的图。在向电容器22充电的过程中，各开关依次被设定为图9的上段所示的阶段(11)、中段所示的阶段(12)、下段所示的阶段(13)的状态。首先，在图8的时刻t11处，电池18与电容器22的端子间电压的合计Vin小于下限电压，因此为了使该合计Vin上升而执行向电容器22的充电。为了开始向电容器22的充电，充电控制器19a在时刻t11处使开关SWbatt和SWcap接通(成为闭合状态)。并且，充电控制器19a在时刻t12处使开关SW2和SW4接通(开关SW1和SW3保持断开(断开状态))。由此，车辆电源系统10成为图9的上段所示的阶段(11)的状态。在该状态下，从电池18输出的电流(Ibatt＜0)通过开关SWbatt和开关SW2而流入到充电装置19的充电用电容器19b(Ic＞0)。由此，充电用电容器19b的端子间电压Vc上升。另一方面，电池18的端子间电压Vbatt下降，但由于在电池18中储存了充分多的电荷，因此端子间电压Vbatt的下降量很少。 | 本发明提供一种如下的车辆电源系统：在车辆碰撞时等，能够使储存于电容器的电荷可靠且迅速地放电。本发明是一种车辆电源系统(10)，搭载于车辆(1)，并具有：电池(18)，该电池的额定电压低于规定电压；电容器(22)，该电容器的额定电压高于规定电压；电容器放电器(19)，该电容器放电器用于使储存于该电容器(22)的电荷放电；以及控制器(19a)，该控制器控制该电容器放电器(19)，在车辆(1)碰撞时或者更换电容器(22)时，控制器(19a)控制电容器放电器(19)，以使储存于电容器(22)的电荷放电，并使放电的电荷充电到电池(18)。 | CN:202010076696.1A | https://patentimages.storage.googleapis.com/d8/7c/8d/a63de329fe3e56/CN111645524B.pdf | CN:111645524:B | 古川晶博, 平野晴洋, 佐内英树 | Mazda Motor Corp | JP:2006224772:A, JP:2007181308:A, CN:101814720:A, JP:2011036048:A, JP:2013198256:A, JP:2014068431:A | Not available | 2023-06-02 | 1.一种车辆电源系统，搭载于车辆，所述车辆电源系统的特征在于，具有：, 电池，该电池的额定电压低于规定电压；, 电容器，该电容器的额定电压高于所述规定电压；, 电容器放电器，该电容器放电器用于使储存于该电容器的电荷放电；以及, 控制器，该控制器控制该电容器放电器，, 在所述车辆碰撞时或者更换所述电容器时，所述控制器控制所述电容器放电器，以使储存于所述电容器的电荷放电，并使放电的电荷充电到所述电池，, 所述电容器放电器包括：, 第二电容器；, 第一开关；, 第二开关；, 第三开关；以及, 第四开关，, 所述第一开关的第一端与所述电容器的正极端子连接，且所述第一开关的第二端与所述第二电容器的第一端子连接，, 所述第二开关的第一端与所述第一开关的所述第二端连接，且所述第二开关的第二端与所述电容器的负极端子和所述电池的正极端子之间的连接点连接，, 所述第三开关的第一端与所述电容器的所述负极端子和所述电池的所述正极端子之间的所述连接点连接，且所述第三开关的第二端与所述第二电容器的第二端子连接，, 所述第四开关的第一端与所述第二电容器的所述第二端子连接，且所述第四开关的第二端与所述电池的负极端子连接，, 在所述车辆碰撞时或者更换所述电容器时，所述控制器控制所述第一开关和所述第三开关成为闭合状态，并控制所述第二开关和所述第四开关成为断开状态，以使电力从所述电容器流向所述第二电容器。, \n \n, 2.根据权利要求1所述的车辆电源系统，其特征在于，, 所述电容器放电器具备DC-DC转换器，在所述车辆碰撞时或者更换所述电容器时，所述控制器控制所述电容器放电器，以使从所述电容器放电的电荷被所述DC-DC转换器降压，并充电到所述电池。, \n \n \n, 3.根据权利要求1或2所述的车辆电源系统，其特征在于，, 构成为能够储存于所述电容器的电荷量比能够储存于所述电池的电荷量少。, \n \n, 4.根据权利要求1所述的车辆电源系统，其特征在于，, 所述控制器控制所述电容器放电器，交替地重复使所述第一开关和所述第三开关成为闭合状态且所述第二开关和所述第四开关成为断开状态的状态以及使所述第一开关和所述第三开关成为断开状态且所述第二开关和所述第四开关成为闭合状态的状态，以使在从所述车辆发生碰撞或者接收到表示所述电池的更换可能性的信号时起的规定时间以内，所述电容器的电压下降到所述规定电压以下。, \n \n, 5.根据权利要求2所述的车辆电源系统，其特征在于，, 所述控制器控制所述电容器放电器，交替地重复使所述第一开关和所述第三开关成为闭合状态且所述第二开关和所述第四开关成为断开状态的状态以及使所述第一开关和所述第三开关成为断开状态且所述第二开关和所述第四开关成为闭合状态的状态，以使在从所述车辆发生碰撞或者接收到表示所述电池的更换可能性的信号时起的规定时间以内，所述电容器的电压下降到所述规定电压以下。, \n \n, 6.根据权利要求3所述的车辆电源系统，其特征在于，, 所述控制器控制所述电容器放电器，交替地重复使所述第一开关和所述第三开关成为闭合状态且所述第二开关和所述第四开关成为断开状态的状态以及使所述第一开关和所述第三开关成为断开状态且所述第二开关和所述第四开关成为闭合状态的状态，以使在从所述车辆发生碰撞或者接收到表示所述电池的更换可能性的信号时起的规定时间以内，所述电容器的电压下降到所述规定电压以下。, \n \n, 7.根据权利要求4所述的车辆电源系统，其特征在于，, 当所述电容器的电压下降到所述规定电压以下时，所述控制器控制所述电容器放电器，使所述第一开关、所述第二开关、所述第三开关及所述第四开关成为断开状态，以切断所述电池与所述电容器的电连接。 | CN | China | Active | B | True |
| 298 | 一种纯电动汽车高压动力电池包 \n | CN212033175U | 技术领域本实用新型涉及一种纯电动汽车高压动力电池包，具体适用于优化电池包布置、提高控制部件集成度。背景技术纯电动汽车作为新能源汽车的未来发展的重要一种类型，基本对环境没有污染。在国家的大力支持下，从2012年开始，各种类型的纯电动汽车得到的迅速的发展。随着新能源汽车的产能增大，整车对于动力电池包的设计要求越来越高，电动汽车电池包的内部布置，正在一步步向着CAN线通讯方向发展，改变动力电池包内部布置结构，优化动力电池包内部空间，不仅降低了整车电池包布置的难度以及整车的重量，也提高了整车的可靠性，整车控制策略同时相对比较容易实现。发明内容本实用新型的目的是克服现有技术中存在的动力电池包布线复杂、智能化程度低的问题，提供了一种集中布线、智能化程度高的纯电动汽车高压动力电池包。为实现以上目的，本实用新型的技术解决方案是：一种纯电动汽车高压动力电池包，所述动力电池包包括由布置于电池包壳体内部的多个电芯串联而成的电芯模组和BMS智能控制模块，电芯模组的负极串接电池包外接保险后与电流传感器的一端相连接，电流传感器的另一端串接主负继电器、总负继电器电压检测和总负继电器粘连检测后与电池包壳体接插件的负极相连接，电流传感器的另一端依次串接加热负继电器电压检测、加热负继电器温度检测、加热负继电器、加热膜保险后与加热膜的负极相连接；电芯模组的正极与电池包壳体接插件的正极相连接，电芯模组的正极依次串接加热正继电器温度检测、热正继电器电压检测和加热正继电器后与加热膜的正极相连接。所述动力电池包内还包括互锁Ⅰ和互锁Ⅱ，互锁Ⅰ依次串接电池包壳体接插件的互锁端和电池包外接保险插接件的互锁端后与互锁Ⅱ相连接，互锁Ⅰ和互锁Ⅱ与BMS智能控制模块信号连接。所述电芯模组的每个电芯上分别从BMS智能控制模块上接入电压采集检测、温度采集检测。所述BMS智能控制模块分别与总负继电器粘连检测、总负继电器电压检测、加热负继电器电压检测、加热负继电器温度检测、热正继电器电压检测、加热正继电器温度检测信号连接；所述BMS智能控制模块分别与主负继电器、加热负继电器、加热正继电器的低压控制端信号连接。所述主负继电器的低压控制端为主负控制正和主负控制负；所述加热负继电器的低压控制端为加热负控制正和加热负控制负；所述加热正继电器的低压控制端为加热正控制正和加热正控制负。与现有技术相比，本实用新型的有益效果为：1、本实用新型一种纯电动汽车高压动力电池包中的高压配电线路设置合理，大大简化了动力电池包内部布置，使电池包布线结构实现了通用化和标准化，有效简化了动力电池包在整车上布置的难度，便于系统维护和设备维修；动力电池包内部使用CAN线进行通讯，极大的简化了动力电池包的内部布置，使内部布置清晰明了、方便维护。因此，本设计使电池包布线结构实现了通用化和标准化，有效简化了动力电池包在整车上布置的难度。2、本实用新型一种纯电动汽车高压动力电池包中对动力电池包的控制策略进行了优化与完善，通过CAN线对内部结构进行控制，可以对继电器进行粘连检测、状态判断、母线铜牌温度检测、高压接插件是否连接可靠进行判读，动力电池包内部控制元件进行了较高程度的集成，具有集成度高、控制可靠、信号检测及反馈精准、减少外部高压线束、便于系统高效可靠运行和高压配电系统的快速诊断的优点。因此本设计集成度高、控制可靠，便于系统高效可靠运行和高压配电系统的快速诊断。3、本实用新型一种纯电动汽车高压动力电池包中的动力电池包加热膜前后使用两个继电器控制，当动力电池包加热膜工作时，如果一个继电器故障，一直吸合 ，这时另一个继电器可以正常断开，降低风险，确保安全。每个继电器都有电压检测、温度检测，主继电器增加了粘连检测，确保动力电池包发生问题时第一时间处理，降低风险，大大提高安全性；电池包内部的控制都集成在BMS智能控制模块，高度集成，节省空间，同时控制反馈及控制处理力度大大提高；而且可以通过CAN线与VCU、OBC等器件进行通讯，减少外接低压线束，方便设计；电芯模组与BMS智能控制模块使用硬线连接，通用性较好，布置合理，优化线束走向，进一步简化了动力电池包内部的空间布置，有利于减小动力电池包箱体大小与质量，更适合在多款车型上进行安装。因此，本设计的电池包结构设计合理，适用范围广。附图说明图1是本实用新型的结构示意图。图中：电芯模组1、加热膜保险2、电流传感器3、电池包外接保险4、主负继电器5、总负继电器粘连检测6、加热负继电器7、加热正继电器8、总负继电器电压检测9、加热负继电器电压检测10、加热负继电器温度检测11、加热膜12、热正继电器电压检测13、加热正继电器温度检测14、BMS智能控制模块15、电池包壳体接插件16。具体实施方式以下结合附图说明和具体实施方式对本实用新型作进一步详细的说明。参见图1，一种纯电动汽车高压动力电池包，所述动力电池包包括由布置于电池包壳体内部的多个电芯串联而成的电芯模组1和BMS智能控制模块15，电芯模组1的负极串接电池包外接保险4后与电流传感器3的一端相连接，电流传感器3的另一端串接主负继电器5、总负继电器电压检测9和总负继电器粘连检测6后与电池包壳体接插件16的负极相连接，电流传感器3的另一端依次串接加热负继电器电压检测10、加热负继电器温度检测11、加热负继电器7、加热膜保险2后与加热膜12的负极相连接；电芯模组1的正极与电池包壳体接插件16的正极相连接，电芯模组1的正极依次串接加热正继电器温度检测14、热正继电器电压检测13和加热正继电器8后与加热膜12的正极相连接。所述动力电池包内还包括互锁Ⅰ和互锁Ⅱ，互锁Ⅰ依次串接电池包壳体接插件16的互锁端和电池包外接保险4插接件的互锁端后与互锁Ⅱ相连接，互锁Ⅰ和互锁Ⅱ与BMS智能控制模块15信号连接。所述电芯模组1的每个电芯上分别从BMS智能控制模块15上接入电压采集检测、温度采集检测。所述BMS智能控制模块15分别与总负继电器粘连检测6、总负继电器电压检测9、加热负继电器电压检测10、加热负继电器温度检测11、热正继电器电压检测13、加热正继电器温度检测14信号连接；所述BMS智能控制模块15分别与主负继电器5、加热负继电器7、加热正继电器8的低压控制端信号连接。所述主负继电器5的低压控制端为主负控制正和主负控制负；所述加热负继电器7的低压控制端为加热负控制正和加热负控制负；所述加热正继电器8的低压控制端为加热正控制正和加热正控制负。本实用新型的原理说明如下：行车放电工作过程：动力电池包总正、总负即动力电池包接插件16通过高压盒分别连接控制器总成的高压正极输入端和高压负极输入端，互锁Ⅰ和互锁Ⅱ判断电池包壳体接插件16和电池包外接保险4是否接触良好，如未接触或者接触不良，互锁Ⅰ和互锁Ⅱ处于断路状态，BMS智能控制模块15判断电池包壳体接插件16或电池包外接保险4处于未互锁状态，拒绝整车上电操作，如已上电强制下电，并将状态上报给整车；当外部接插件正常后，整车下达上电操作后，电池包内部自检，BMS智能检测模块15通过CAN线检测各个电芯模组1的电压检测和温度检测，判断电芯模组1是否存在单体温度偏高或偏低，单体电压偏高或偏低，如果存在单体电压、温度偏高偏低状态，绝缘阻值是否正常、继电器是否粘连。拒绝整车上电操作，如已上电强制下电，把状态反馈给整车；当外部接插件正常后，整车下达上电操作后，单体电芯电压和温度一致性符合电池包预设数值后，主负继电器吸合，BMS智能检测模块15通过CAN线对总负继电器粘连检测6、总负继电器电压检测9，如果出现总负继电器粘连状态或者总负继电器电压高于或低于预设值，拒绝整车上电操作，如已上电强制下电，把状态反馈给整车；如无问题，根据整车指令进行上下电流程操作；当外部接插件正常后，整车下达上电操作后，电池包内部自检，BMS智能检测模块15通过CAN线检测各个电芯模组1的电压检测和温度检测，当电芯单体温度低于5℃时，为了BMS智能控制模块16通过CAN线控制加热负继电器7和加热正继电器8闭合，加热膜开始工作，同时通过CAN线对加热负继电器温度检测11、加热负继电器电压检测10、加热正继电器温度检测14、加热正继电器电压检测13，如有问题，及时断开加热负继电器7或加热正继电器8，停止加热膜12工作，防止加热过程引发电池包着火。如加热负继电器7和加热正继电器8温度和电压在预设值之内，保持工作。当各个电芯模组1检测到单体电芯温度到达15℃时，BMS智能控制模块15断开加热负继电器7和加热正继电器8，停止加热膜12工作。快慢充电工作过程：当插上充电枪后，VCU上电初始化、自检，同时唤醒BMS。BMS唤醒后与充电机握手成功后向VCU发出“充电枪已插入”报文，同时BMS进行自检，BMS智能控制模块15通过CAN线对各个电芯模组1的电压和温度进行一致性检验。若检测到电芯单体的温度或电压一致性不满足时，BMS智能控制模块15进行强制下电操作，并将状态反馈给VCU。若检测到单体温度一致但是均低于5℃时，同意上电，VCU检测到充电枪插入报文，集成式高压配电箱收到VCU发送的充电吸合指令后，吸合集成式高压配电箱内部的充电继电器，并控制DC-DC进行工作。同步闭合加热负继电器7和加热正继电器8，使加热膜12优先工作，通过CAN线对加热负继电器温度检测11、加热负继电器电压检测10、加热正继电器温度检测14、加热正继电器电压检测13，如有问题，及时断开加热负继电器7或加热正继电器8，停止加热膜12工作，防止加热过程引发电池包着火。当单体电芯温度均到达15℃时，断开加热负继电器7和加热正继电器8，给电池充电。若单体电压和温度一致性正常无问题，进行下一步操作。VCU检测到充电枪插入报文，集成式高压配电箱收到VCU发送的充电吸合指令后，吸合集成式高压配电箱内部的充电继电器，并控制DC-DC进行工作。此时，电池包内部的BMS智能控制模块15通过CAN线闭合主负接触器5，并对主负继电器电压检测9、主负继电器粘连检测6，如主负继电器出现粘连状态或者电压高于或低于预设值，BMS智能控制模块进行强制下电指令，并将状态反馈给整车；如一切正常，继续下一步操作，闭合集成式高压配电箱内部充电继电器，进行充电。下电：当拔掉充电枪后，先停止DC-DC工作及高压附件，再断开充电继电器23，最后断开主负继电器。VCU为整车控制器，BMS为电池管理系统。BMS智能控制模块15上电池温度采集和电池电压采集是通过硬线收集每个电芯模组的电池温度和电池电压，每个电芯都会通过硬线连接单独的电池温度采集和电池电压采集端子，然后汇集到电芯模组1（每个电芯模组默认一串），每个电芯模组1收集的各个电芯的温度和电压通过硬线传送到BMS智能控制模块15上的电池温度采集和电池电压采集。然后BMS智能控制模块15进行计算分析处理后发送给VCU。实施例1：一种纯电动汽车高压动力电池包，所述动力电池包包括由布置于电池包壳体内部的多个电芯串联而成的电芯模组1和BMS智能控制模块15，电芯模组1的负极串接电池包外接保险4后与电流传感器3的一端相连接，电流传感器3的另一端串接主负继电器5、总负继电器电压检测9和总负继电器粘连检测6后与电池包壳体接插件16的负极相连接，电流传感器3的另一端依次串接加热负继电器电压检测10、加热负继电器温度检测11、加热负继电器7、加热膜保险2后与加热膜12的负极相连接；电芯模组1的正极与电池包壳体接插件16的正极相连接，电芯模组1的正极依次串接加热正继电器温度检测14、热正继电器电压检测13和加热正继电器8后与加热膜12的正极相连接；所述动力电池包内还包括互锁Ⅰ和互锁Ⅱ，互锁Ⅰ依次串接电池包壳体接插件16的互锁端和电池包外接保险4插接件的互锁端后与互锁Ⅱ相连接，互锁Ⅰ和互锁Ⅱ与BMS智能控制模块15信号连接。实施例2：实施例2与实施例1基本相同，其不同之处在于：所述电芯模组1的每个电芯上分别从BMS智能控制模块15上接入电压采集检测、温度采集检测。实施例3：实施例3与实施例2基本相同，其不同之处在于：所述BMS智能控制模块15分别与总负继电器粘连检测6、总负继电器电压检测9、加热负继电器电压检测10、加热负继电器温度检测11、热正继电器电压检测13、加热正继电器温度检测14信号连接；所述BMS智能控制模块15分别与主负继电器5、加热负继电器7、加热正继电器8的低压控制端信号连接；所述主负继电器5的低压控制端为主负控制正和主负控制负；所述加热负继电器7的低压控制端为加热负控制正和加热负控制负；所述加热正继电器8的低压控制端为加热正控制正和加热正控制负。 | 一种纯电动汽车高压动力电池包，包括由布置于电池包壳体内部的多个电池串联而成的电芯模组和BMS智能控制模块，电芯模组负极串接电池包外接保险后与电流传感器的一端相连接，电流传感器的另一端串接主负继电器、总负继电器电压检测和总负继电器粘连检测后与电池包壳体接插件的负极相连接，电流传感器的另一端依次串接加热负继电器电压检测、加热负继电器温度检测、加热负继电器、加热膜保险后与加热膜的负极相连接；电芯模组正极与电池包壳体接插件的正极相连接，电芯模组正极依次串接加热正继电器温度检测、热正继电器电压检测和加热正继电器后与加热膜的正极相连接。本设计不仅极大的简化了动力电池包的内部布置，而且控制可靠、适用范围广。 | CN:202021145237.6U | https://patentimages.storage.googleapis.com/fc/97/77/1bcd411a2d50dd/CN212033175U.pdf | CN:212033175:U | 肖恩, 赵健生, 程尧, 石也, 王界行, 张亮, 肖俊, 卞晓光, 付英, 王鹏, 舒威, 谢昊, 郑兆刚, 秦三元 | Dongfeng Automobile Co Ltd | NaN | Not available | 2017-01-11 | 1.一种纯电动汽车高压动力电池包，其特征在于：, 所述动力电池包包括由布置于电池包壳体内部的多个电芯串联而成的电芯模组(1)和BMS智能控制模块(15)，电芯模组(1)的负极串接电池包外接保险(4)后与电流传感器(3)的一端相连接，电流传感器(3)的另一端串接主负继电器(5)、总负继电器电压检测(9)和总负继电器粘连检测(6)后与电池包壳体接插件(16)的负极相连接，电流传感器(3)的另一端依次串接加热负继电器电压检测(10)、加热负继电器温度检测(11)、加热负继电器(7)、加热膜保险(2)后与加热膜(12)的负极相连接；, 电芯模组(1)的正极与电池包壳体接插件(16)的正极相连接，电芯模组(1)的正极依次串接加热正继电器温度检测(14)、热正继电器电压检测(13)和加热正继电器(8)后与加热膜(12)的正极相连接。, 2.根据权利要求1所述的一种纯电动汽车高压动力电池包，其特征在于：, 所述动力电池包内还包括互锁Ⅰ和互锁Ⅱ，互锁Ⅰ依次串接电池包壳体接插件(16)的互锁端和电池包外接保险(4)插接件的互锁端后与互锁Ⅱ相连接，互锁Ⅰ和互锁Ⅱ与BMS智能控制模块(15)信号连接。, 3.根据权利要求1或2所述的一种纯电动汽车高压动力电池包，其特征在于：, 所述电芯模组(1)的每个电芯上分别从BMS智能控制模块(15)上接入电压采集检测、温度采集检测。, 4.根据权利要求3所述的一种纯电动汽车高压动力电池包，其特征在于：, 所述BMS智能控制模块(15)分别与总负继电器粘连检测(6)、总负继电器电压检测(9)、加热负继电器电压检测(10)、加热负继电器温度检测(11)、热正继电器电压检测(13)、加热正继电器温度检测(14)信号连接；所述BMS智能控制模块(15)分别与主负继电器(5)、加热负继电器(7)、加热正继电器(8)的低压控制端信号连接。, 5.根据权利要求4所述的一种纯电动汽车高压动力电池包，其特征在于：, 所述主负继电器(5)的低压控制端为主负控制正和主负控制负；所述加热负继电器(7)的低压控制端为加热负控制正和加热负控制负；所述加热正继电器(8)的低压控制端为加热正控制正和加热正控制负。 | CN | China | Active | Y | True |
| 299 | 탑재형 충전기 및 이의 전기 자동차 충전 방법 \n | KR20190062824A | NaN | 본 발명은 EVSE 기반으로 차량 배터리를 보다 안전하고 효과적으로 충전할 수 있도록 하는 탑재형 충전기 및 이의 전기 자동차 충전 방법에 관한 것으로, \n이는 EVSE(Electric Vehicle Supply Equipment)에 연결되는 충전 케이블을 통하여 전달되는 CP(Control Pilot) 신호를 입력 받는 CP(control Pilot) 포트; 상기 충전 케이블의 커넥터 근접 여부를 감지하는 PD(Proximity Detection) 포트; 정전압 모드 및 정전류 모드 중 하나로 상기 EVSE로부터 공급되는 AC 상용 전원을 DC-DC 변환하여 배터리 충전 전원을 생성하는 전력 변환부; 상기 CP 포트 및 상기 PD 포트와 연결되며, 상기 PD 포트로부터 전달되는 신호를 이용하여 상기 충전 케이블의 커넥터 주입(injection) 여부를 검출한 후 상기 CP 신호의 듀티폭에 따라 출력 전력량을 결정하고 상용 전원 공급을 요청하며, 차량 배터리의 SOC에 따라 상기 전력 변환부의 동작 모드를 가변하는 MCU(Micro Controller Unit); 및 상기 MCU의 상용 전원 공급 요청에 응답하여 상기 CP 포트의 상기 CP 신호의 신호값을 가변하는 CP 스위칭부를 포함할 수 있다. | KR:1020170161394A | https://patentimages.storage.googleapis.com/17/84/aa/2fa987ab910292/KR20190062824A.pdf | NaN | 강철하, 김일주, 한형민 | 대우전자부품(주) | KR:20160123421:A | Not available | 2020-12-22 | EVSE(Electric Vehicle Supply Equipment)에 연결되는 충전 케이블을 통하여 전달되는 CP(Control Pilot) 신호를 입력 받는 CP 포트;상기 충전 케이블의 커넥터 근접 여부를 감지하는 PD(Proximity Detection) 포트;정전압 모드 및 정전류 모드 중 하나로 상기 EVSE로부터 공급되는 AC 상용 전원을 DC-DC 변환하여 배터리 충전 전원을 생성하는 전력 변환부;상기 CP 포트 및 상기 PD 포트와 연결되며, 상기 PD 포트로부터 전달되는 신호를 이용하여 상기 충전 케이블의 커넥터 주입(injection) 여부를 검출한 후 상기 CP 신호의 듀티폭에 따라 출력 전력량을 결정하고 상용 전원 공급을 요청하며, 차량 배터리의 SOC에 따라 상기 전력 변환부의 동작 모드를 가변하는 MCU(Micro Controller Unit); 및 상기 MCU의 상용 전원 공급 요청에 응답하여 상기 CP 포트의 상기 CP 신호의 신호값을 가변하는 CP 스위칭부를 포함하는 탑재형 충전기., 제1 항에 있어서, 상기 MCU는 상기 차량 배터리의 SOC가 기 설정된 임계값 보다 큰 경우에는 상기 전력 변환부의 동작 모드를 정전압 모드로 설정하며, 상기 임계값 이하인 경우에는 상기 전력 변환부의 동작 모드를 정전류 모드로 설정하는 것을 특징으로 하는 탑재형 충전기., 제1항에 있어서, 상기 CP 신호는 충전 설비의 전류 제한치에 상응하는 듀티폭을 가지는 PWM 신호이며, 상기 충전 케이블의 커넥터 미주입 상태에 대응되는 제1 신호값, 상기 충전 케이블의 커넥터 주입 상태에 대응되는 제2 신호값, 및 상기 MCU의 상용 전원 공급 요청에 대응되는 제3 신호값을 가지는 것을 특징으로 하는 탑재형 충전기., PD(Proximity Detection) 전압이 제1 값에서 제2 값으로 전압 강하되면, 충전 케이블의 커넥터 주입(injection)을 확인하고 CP(Proximity Detection) 신호의 듀티 폭을 기반으로 출력 전력량을 조정하는 단계;상기 CP 신호를 통해 상기 EVSE에 상용 전원 공급을 요청하는 단계; 및 상기 EVSE로부터 제공되는 상용 전원을 전력 변환하여 상기 차량 배터리를 충전하되, 상기 차량 배터리의 SOC가 기 설정된 임계값 보다 큰 경우에는 정전압 모드로 전력 변환하고, 그렇지 않은 경우에는 정전류 모드로 전력 변환하는 단계를 포함하는 탑재형 충전기의 전기 자동차 충전 방법., 제4항에 있어서, 상기 CP 신호는 충전 설비의 전류 제한치에 상응하는 듀티폭을 가지는 PWM 신호이며, 상기 충전 케이블의 커넥터 미주입 상태에 대응되는 제1 신호값, 상기 충전 케이블의 커넥터 주입 상태에 대응되는 제2 신호값, 및 상기 MCU의 상용 전원 공급 요청에 대응되는 제3 신호값을 가지는 것을 특징으로 하는 탑재형 충전기의 전기 자동차 충전 방법. | KR | South Korea | NaN | B | True |
| 300 | Electric vehicle charging apparatus \n | US11447031B2 | This application is a U.S. National Stage Application under 35 U.S.C. § 371 of PCT Application No. PCT/KR2018/012263, filed Oct. 17, 2018, which claims priority to Korean Patent Application No. 10-2017-0134514, filed Oct. 17, 2017, whose entire disclosures are hereby incorporated by reference.\nAn embodiment relates to an electric vehicle charging controller.\nEco-friendly vehicles, such as electric vehicles (EVs) or plug-in hybrid electric vehicles (PHEVs), use electric vehicle supply equipment (EVSE) installed at supplies (charging stations) to charge batteries.\nTo this end, an electric vehicle charging controller (EVCC) is installed in the EV and communicates with the EV and the EVSE to control charging of the EV.\nFor example, when the EVCC receives a signal for instructing to start charging from the EV, the EVCC may control to start the charging, and when the EVCC receives a signal for instructing to finish charging from the EV, the EVCC may control to finish the charging.\nHere, the EV may be charged through a slow charging method or fast charging method. When slow charging is performed, a charging time period of about seven hours is needed, and when fast charging is performed, a charging time period of about thirty minutes is needed.\nMeanwhile, a current of an EV battery is interrupted by a relay, and when an overcurrent flows through the relay according to a load of the vehicle while charging the battery, a phenomenon may occur in which the relay is welded. When the relay is welded as described above, the battery may be over discharged, and in this case, the battery may be left in an over discharged state and thus a problem may occur in which the battery may no longer be used.\nAn embodiment is directed to providing an electric vehicle charging controller which allows welding of a relay to be easily diagnosed.\nAn embodiment is also directed to providing an electric vehicle charging controller which allows over-discharge of a battery to be prevented.\nObjectives to be solved by embodiments are not limited to the above-described objectives and will include objectives and effectives which can be identified by solutions for the objectives and the embodiments described below.\nOne aspect of the present invention provides an electric vehicle charging controller including a first sensor configured to measure a second voltage value between a first battery having a first voltage value and a relay in a high voltage line connected to electric vehicle supply equipment, a second sensor configured to measure a third voltage value between the electric vehicle supply equipment and the relay in the high voltage line, and a control unit configured to control turning the relay on or off, wherein if a difference between the second voltage value and the third voltage value is less than a preset fourth voltage value when the control unit applies a voltage of a second battery between the relay and the electric vehicle supply equipment in the high voltage line after controlling the relay to be turned off, the control unit determines that the relay is malfunctioning.\nThe malfunctioning of the relay may be a state in which the relay is welded.\nThe control unit may include a determination unit that determines whether the relay is malfunctioning.\nWhen it is determined that the relay is malfunctioning, the control unit may transmit an off-signal to the relay again.\nThe electric vehicle charging controller may further include a converter disposed between the high voltage line and the second battery, and a switch disposed between the converter and the high voltage line, wherein a fixed fifth voltage value may be applied to the high voltage line through the converter.\nThe electric vehicle charging controller may further include a communication unit configured to communicate with an electronic control unit (ECU) of an electric vehicle, wherein the communication unit receives state information related to a charging state, a standby state, and a driving state of the electric vehicle from the ECU.\nThe relay control unit may transmit an off-signal to the switch when the electric vehicle is in the charging state, and the relay control unit may transmit an on-signal to the switch when the electric vehicle is in the standby state or the driving state.\nThe ECU may communicate with the electric vehicle supply equipment to transmit the state information related to the charging state, the standby state, and the driving state of the vehicle to the communication unit.\nThe fifth voltage value may set to a value in a range of ⅓ to ½ of the first voltage value.\nThe fourth voltage value may set to a value of ⅓ of the first voltage value.\nThe fifth voltage value may be set to a value of ½ of the first voltage value.\nThe fourth voltage value may be set to be equal to the fifth voltage value.\nThe electric vehicle charging controller may further include a fuse installed between the electric vehicle supply equipment and a contact to which the fifth voltage is applied in the high voltage line.\nThe electric vehicle charging controller may further include a third sensor configured to measure a sixth voltage value between the electric vehicle supply equipment and the fuse in the high voltage line, wherein when a difference between the third voltage value and the sixth voltage value is measured to be greater than or equal to a preset seventh voltage value, the diagnosis unit determines that the fuse is blown.\nAccording to embodiments, welding of a relay can be easily diagnosed by applying a low voltage (LV) for a vehicle to a high voltage line through which charging is performed.\nFurther, over-discharge of a battery can be prevented by interrupting a relay according to whether the relay is welded.\nVarious and useful advantages and effects of the present invention are not limited to the above-described advantages and may be more easily understood in the course of describing specific embodiments of the present invention.\n FIGS. 1A and 1B are exemplary views illustrating a normal OFF operation and a welded state of an electric vehicle relay.\n FIGS. 2 and 3 are exemplary views illustrating an electric vehicle charging system according to one embodiment of the present invention.\n FIG. 4 is a block diagram illustrating an electric vehicle charging controller according to one embodiment of the present invention.\n FIG. 5 is a block diagram illustrating the electric vehicle charging system to which the electric vehicle charging controller according to one embodiment of the present invention is applied.\n FIG. 6 is a block diagram illustrating an electric vehicle charging system to which an electric vehicle charging controller according to another embodiment of the present invention is applied.\nHereinafter, exemplary embodiments of the present invention will be described in detail with reference to the drawings.\nHowever, the technical spirit of the present invention is not limited to some embodiments which will be described herein and may be implemented using various other embodiments, and at least one element of the embodiments may be selectively coupled, substituted, and used to implement the technical spirit within the range of the technical spirit.\nFurther, unless clearly and specifically defined otherwise by context, all terms (including technical and scientific terms) used herein can be interpreted as having customary meanings to those skilled in the art, and meanings of generally used terms, such as those defined in commonly used dictionaries, will be interpreted by considering contextual meanings of the related technology.\nFurther, the terms used in the embodiments of the present invention are provided only to describe embodiments of the present invention and not to limit the present invention.\nIn the present specification, the singular forms include the plural forms unless the context clearly indicates otherwise, and the phrase “at least one element (or one or more elements) of an element A, an element B, and an element C” should be understood as including the meaning of at least one of all combinations being obtained by combining the element A, the element B, and the element C.\nFurther, in describing elements of the embodiments of the present invention, the terms such as first, second, A, B, (a), (b), and the like may be used.\nThese terms are merely for distinguishing one element from other elements, and the essential, order, sequence, and the like of corresponding elements are not limited by the terms.\nAlso, when it is stated that one element is “connected,” or “coupled” to another, the element may not only be directly connected or coupled to the other element but may also be connected or coupled to the other element with another intervening element.\nFurther, when an element is described as being formed or disposed “on (above)” or “under (below)” another element, the term “on (above)” or “under (below)” includes both of a case in which two elements are in direct contact with each other and a case in which one or more elements are (indirectly) disposed between two elements. In addition, when one element is described as being disposed “on or under” another element, such a description may include a case in which the one element is disposed at an upper side or a lower side with respect to another element.\nHereinafter, one embodiment of the present invention will be described in detail with reference to the accompanying drawings so that those skilled in the art may easily perform the present invention.\n FIG. 1 is a set of exemplary views illustrating a normal OFF operation and a welded state of an electric vehicle relay.\nFirst, when a more detailed description is given to welding of a relay, contacts of the relay include a fixed contact and a moving contact, and the state in which these two contacts are stuck together by an arc generated between the fixed contact and the moving contact and thus turning the relay on or off is not controlled is referred to as a malfunction of the relay, for example, a welded state of the relay.\nIn a vehicle in which two relays 2 and 3 are applied, when contact welding is generated in any one of the two relays, for example, when one relay 3 is welded, as shown in FIG. 1, the contact of the relay 3 in which the welding is generated is not released even in an ignition (IG)-off state in which both relays should be in an off state, and thus the relay 3 is not turned off.\nWhen the relay control is impossible as described above, an inherent function/purpose of high voltage may not be achieved, and a secondary accident such as an electric shock, a fire, or the like is inevitably generated as well as a primary accident due to the inability to secure insulation during an accident such as a collision.\nFor example, when the off-control of the relays 2 and 3 is impossible due to the contact welding in the IG-off state, a high voltage direct current (DC) component is exposed to the outside, which may result in a dangerous situation such as an electric shock, and when power of a high voltage battery 1 is exposed to the outside, an electric closed loop is formed through the high voltage battery and a human body so that current runs therethrough, and thus the human body is exposed to various types of electric shock risks.\nIn other words, the human body may lead to an electric shock risk in a direct contact state in which the human body comes into contact with high voltage positive (+) and negative (−) terminals at the same time, an electric shock risk in a direct/indirect contact state in which the human body comes into contact with any one terminal under a condition in which insulation between a vehicle body and wires is broken or comes into contact with the terminal and a high voltage part, in which insulation is broken, at the same time, or an electric shock risk in an indirect contact state in which the human body comes into contact with the high voltage part in which insulation is broken under the condition in which the insulation between the vehicle body and the wires is broken or comes into contact with two high voltage parts, in which insulation is broken, at the same time.\n FIGS. 2 and 3 are exemplary views illustrating an electric vehicle charging system according to one embodiment of the present invention.\nReferring to FIGS. 2 and 3, an electric vehicle (EV) 10 may be charged from an electric vehicle supply equipment (EVSE) 20. To this end, a charging cable 22 connected to the EVSE 20 may be connected to an inlet of the EV 10. Here, the EVSE 20 is equipment that supplies an alternating current (AC) or DC, and may be disposed at a supply or home, or may also be portably implemented. The EVSE 20 may also be referred to as a supply, an AC supply, a DC supply, a socket-outlet, or the like.\nAn electric vehicle charging controller (EVCC) 100 is installed in and connected to the EV 10. For example, the EVCC 100 may be installed in a trunk of the EV 10, but the present invention is not limited thereto.\nThe EV 10 may be charged in a supply in which the EVSE 20 is disposed. To this end, the charging cable 22 connected to the EVSE 20 may be connected to an inlet 150 of the EV 10.\nA charging mode of the EV 10 may be classified into several types according to a connection method between the EVSE 20 and the EV 10. For example, the charging mode may be classified into Mode 1 in which the EV 10 is connected to an AC supply network using a standardized socket-outlet, Mode 2 in which the EV 10 is connected to the AC supply network using a control pilot (CP) function and a protection system against electric shock between the EV 10 and a plug or a part of an in-cable control box, Mode 3 in which the EV 10 is permanently connected to the AC supply network using a dedicated EVSE, in which the CP function extends to control equipment in the EVSE, and Mode 4 in which the EV 10 is connected to the supply network using a DC EV charging station (e.g., off-board charger) in which the CP function extends to a DC EV charging station.\nAccording to one embodiment of the present invention, a malfunction of a relay, for example, welding of the relay, in the EVCC of the EV is diagnosed in states other than a charging state, and when the welding is diagnosed, the relay is quickly turned off.\n FIG. 4 is a block diagram illustrating an electric vehicle charging controller according to one embodiment of the present invention.\nReferring to FIGS. 2 to 4, an electric vehicle charging controller 100 according to one embodiment of the present invention includes a communication unit 120, a charging control device 200, a relay 300, and a switch 400.\nThe communication unit 120 may transmit and receive signals between the EVSE 20, the charging control device 200, and an electric power control unit (ECU) of the EV 10 and receive signals for controlling charging of a first battery 14 from the ECU. In addition, the communication unit 120 may also transfer control signals of the charging control device 200.\nSuch a communication unit 120 may have a plurality of communication channels, and the plurality of communication channels may operate under different protocols. For example, one communication channel may operate under a protocol that supports power line communication (PLC), pulse width modulation (PWM), or both thereof, and another communication channel may operate under a protocol that supports a controller area network (CAN).\nThe charging control device 200 is connected to each of the EV 10 and the EVSE 20. The charging control device 200 may be connected to each of the EV 10 and the EVSE 20 through a plurality of pins.\nFor example, the charging control device 200 may include 20 pins connected to the EVSE 20 and communicate with the EVSE 20 through the 20 pins. For example, among the 20 pins, one pin may be a pin for a CP port for receiving a CP signal from the EVSE 20, another pin may be a pin for a proximity detection (PD) port for detecting whether a charging cable connector is close, and still another pin may be a pin for a protective earth (PE) port connected to the ground of the EVSE 20. Yet another pin among the 20 pins may be a pin for driving a motor to open a flap of a charge port, still yet another pin thereof may be a pin for sensing a motor, still yet another pin thereof may be a pin for sensing a temperature, still yet another pin thereof may be a pin for sensing a light-emitting diode (LED), and still yet another pin thereof may be a pin for CAN communication. However, the number and functions of the pins are not limited thereto and may be variously changed.\nIn addition, the charging control device 200 includes twelve pins connected to the EV 10 and may communicate with the EV 10 through the twelve pins. For example, among the twelve pins, one pin may be a pin for a line of a voltage applied from a collision detection sensor in the EV 10, another pin may be a battery pin in the EV 10, still another pin may be a pin for CAN communication, yet another pin may be a pin connected to the ground, and still yet another pin may be a high voltage protection pin. However, the number and functions of the pins are not limited thereto and may be variously changed.\nTwo high voltage lines of the EVSE 20 supply power to the first battery of the EV 10 through the relay 300 of the charging apparatus 100, and here, turning the high voltage lines on or off may be controlled by the charging control device 200.\nThat is, the charging control device 200 may communicate with the ECU of the EV 10 through the communication unit 120 and control the relay 300 configured to transfer the power supplied from the EVSE 20 to the first battery of the EV 10 according to the signals received from each of the EV 10 and the EVSE 20.\nHere, the charging control device 200 may include a first sensor 210, a second sensor 220, and a control unit, and the control unit may include a determination unit 240 and a relay control unit 250. In the present specification, the determination unit 240 may also be referred to as a diagnosis unit.\nThe first sensor 210 measures a voltage of a first point at a front end of the relay 300 in a high voltage line connecting the first battery to the inlet to be connected to the EVSE 20. That is, the first sensor 210 may measure a value (level) of a second voltage applied to the front end of the relay 300.\nHere, the front end of the relay 300 may be defined as a point between the first battery and the relay 300 of the EV 10.\nThe second sensor 220 measures a voltage of a second point at a rear end of the relay 300 in the high voltage line. That is, the second sensor 220 may measure a value (level) of a third voltage applied to the rear end of the relay 300.\nHere, the rear end of the relay 300 may be defined as a point between the relay 300 and the charge port of the EV 10.\nThe control unit included in the charging control device 200 according to one embodiment of the present invention controls turning the relay 300 on or off and determines the malfunction of the relay using the value of the voltage measured at each point of the high voltage line after controlling the relay 300 to be turned off.\nThat is, the control unit controls the relay 300 to be turned off, and then compares/analyzes the value of the voltage measured at each point of the high voltage line through the first sensor 210 and the second sensor 220 to determine whether the relay 300 is malfunctioning, that is, whether the relay 300 is welded, and transmits an off-operation signal to the relay 300 again when it is determined that the relay 300 is malfunctioning. Here, the determination unit 240 may determine whether the relay 300 is malfunctioning, and the relay control unit 250 may transmit the off-operation signal to the relay 300.\nThe determination unit 240 diagnoses whether the relay 300 is malfunctioning, that is, whether the relay 300 is welded in states of the EV 10 other than a charging state among the charging state, a standby state, and a driving state of the EV 10 received through the communication unit 120, and when the EV 10 is in the charging state, the determination unit 240 is switched to a sleep mode.\nMore specifically, the control unit controls the relay 300 to be turned off, and then compares the difference between the voltage values of the front end and the rear end of the relay 300 obtained through the first sensor 210 and the second sensor 220 with a preset fourth voltage value to determine whether the relay 300 is malfunctioning, that is, whether the relay 300 is welded.\nFor example, when a voltage of a second battery is applied to the high voltage line between the relay 300 and the EVSE 20 in a state in which the relay 300 is controlled to be turned off, the determination unit 240 determines that the relay 300 is normal when the difference between the second voltage value measured by the first sensor 210 and the third voltage value measured by the second sensor 220 is greater than or equal to the preset fourth voltage, and on the contrary, determines that the relay 300 is malfunctioning, that is, the relay 300 is welded, when the difference between the second voltage value and the third voltage value is less than the fourth voltage.\nThe switch 400 interrupts the connection between the high voltage line and a converter that is configured to fix and output the voltage of the second battery of the EV 10 and may be integrally formed with the converter and may be implemented as an internal configuration of the charging control device 200. FIG. 5 is a block diagram illustrating the electric vehicle charging system to which the electric vehicle charging controller according to one embodiment of the present invention is applied.\nHereinafter, the operation of the charging control device 200 of the electric vehicle charging controller 100 will be described through the electric vehicle charging system to which the electric vehicle charging controller according to one embodiment of the present invention is applied.\nReferring to FIG. 5, the EV 10 includes an ECU 12, the first battery 14, a second battery 16, a converter 17, and the above-described electric vehicle charging controller 100.\nThe ECU 12 allows various parts such as an engine, an automatic transmission, an anti-lock braking system (ABS), and the like of the vehicle to be controlled by a computer and may be connected to and communicate with the charging apparatus 100 and/or the EVSE 20.\nIn particular, the ECU 12 may communicate with the EVSE 20 to transmit and receive the states of the electric vehicle, that is, the charging state, the standby state, or the driving state.\nThe first battery 14 is a high voltage battery that supplies a driving voltage to a driving unit of the vehicle, such as a motor (not shown), through an inverter (not shown). Such a first battery 14 may be charged through the EVSE 20 and the charging apparatus 100 and may also be charged through regenerative energy and/or engine operation of the vehicle. For example, the first battery 14 may have a first voltage capacity. However, when an abnormality in at least one of a plurality of battery cells constituting the first battery 14 is sensed by a battery management system (BMS) of the first battery 14, the first battery 14 may interrupt a circuit, and thus a voltage output from the first battery 14 may be 0 V.\nThe second battery 16 supplies a driving voltage to an electrical load such as a sensor, a microcontroller (MCU), a relay, and the like of the vehicle and may be generally composed of a low-voltage battery of approximately DC 12 V to 24 V.\nSuch a second battery 16 may constantly apply a converted voltage to the charging apparatus 100 through the converter 17. For example, the second battery 16 may apply a fifth voltage to the charging apparatus 100 through the converter 17.\nThe converter 17 is composed of either an insulated gate bipolar transistor (IGBT) or a field-effect transistor (FET), which is a power semiconductor switching element, and is switched according to the control signal applied from the charging apparatus 100 to perform DC/DC converting in which a voltage is increased or decreased.\nSuch a converter 17 may be connected to the high voltage line through the switch 400, and the switch 400 may be switched according to the control signal of the charging apparatus 100.\nHere, when the power is not supplied from the EVSE 20 and the relay 300 is normally turned off, the second voltage value measured by the first sensor 210 is similar or identical to the voltage applied to the high voltage line from the first battery 14, and the third voltage value measured through the second sensor 220 is similar or identical to the voltage applied to the high voltage line from the second battery 16 through the converter 17.\nFor example, the voltage applied to the high voltage line from the first battery 14 may be set to 0 V or 60 V, and the voltage applied to the high voltage line through the converter 17 from the second battery 16 may be set to 24 V. In addition, the fourth voltage value may be set to a value in a range of ⅓ (20 V) to ½ (30 V) of the first voltage (60 V) that is the voltage of the first battery 14. For example, as an example, the fourth voltage value may be set to 20 V. However, the setting of such a voltage value is merely described by way of example for the convenience of description and may be appropriately changed according to various embodiments, and the present invention is not specifically limited thereto.\nThat is, when the control unit controls the relay 300 to be turned off, if the relay 300 is normally turned off, the difference between the second voltage value and the third voltage value may be measured as 24 V to 36 V, which is greater than 20 V that is the set fourth voltage value, and thus the relay 300 may be diagnosed as being normally turned off regardless of whether the first battery 14 is in a normal state (60 V) or a defective state (0 V).\nHowever, when the control unit controls the relay 300 to be turned off, if the relay 300 is not normally turned off due to the welding of the relay 300, a point at which the voltage is measured by the first sensor 210 is electrically connected to a point at which the voltage is measured by the second sensor 220 so that the difference between the second voltage value and the third voltage value may be measured as a value within 5 V, which is less than 20 V that is the set fourth voltage value, and thus the relay 300 may be diagnosed as being welded regardless of whether the first battery 14 is in a normal state (60 V) or a defective state (0 V).\nHere, when the phenomenon of resistance or voltage fluctuation is ignored, it is easy for the calculation and the diagnosis that a fifth voltage value and the fourth voltage value are set to a value of ½ (30 V) of the first voltage (60 V) that is the voltage of the first battery 14.\nThat is, when the control unit controls the relay 300 to be turned off, if the relay 300 is normally turned off, the difference between the second voltage value and the third voltage value may be measured as 30 V, which is greater than or equal to 30 V that is the set fourth voltage value, and thus the relay 300 may be diagnosed as being normally turned off regardless of whether the first battery 14 is in a normal state (60 V) or a defective state (0 V).\nHowever, when the control unit controls the relay 300 to be turned off, if the relay 300 is not normally turned off due to the welding of the relay 300, a point at which the voltage is measured by the first sensor 210 is electrically connected to a point at which the voltage is measured by the second sensor 220 so that the difference between the second voltage value and the third voltage value may be measured as a value within 5 V, which is less than 30 V that is the set fourth voltage value, and thus the relay 300 may be determined as being welded regardless of whether the first battery 14 is in a normal state (60 V) or a defective state (0 V).\nMeanwhile, when the determination unit 240 determines that the relay 300 is malfunctioning, that is, is welded, the determination unit 240 may transmit and hold a relay-off signal to the relay 300 through the relay control unit 250 so that the remaining one relay 300 is turned off and transmit a message regarding whether the relay 300 is welded to a user through the communication unit 120.\nMeanwhile, as described above, when the EV 10 is in the charging state, the determination unit 240 is switched to the sleep mode and does not determine whether the relay 300 is welded and thus turns off the switch 400 through the relay control unit 250 so that the voltage supplied from the second battery 16 may not be applied to the high voltage line.\n FIG. 6 is a block diagram illustrating an electric vehicle charging system to which an electric vehicle charging controller according to another embodiment of the present invention is applied.\nHereinafter, the operation of a charging control device 200 of an electric vehicle charging controller 100 will be described through the electric vehicle charging system to which the electric vehicle charging controller according to another embodiment of the present invention is applied.\nHere, in the electric vehicle charging system of FIG. 6, the same reference numerals are used for the same configuration as the electric vehicle charging system of FIG. 5, and thus a repetitive description thereof will be omitted below.\nReferring to FIG. 6, in the electric vehicle charging system according to another embodiment of the present invention, the electric vehicle charging controller 100 further includes a third sensor 230 and a fuse 500.\nThe fuse 500 is disposed at a rear end of a contact to which a third voltage is applied through a switch 400 in a high voltage line.\nFurther, the third sensor 230 measures a voltage at a point between the fuse 500 and an inlet 150 in the high voltage line. That is, the third sensor 230 may measure a value (level) of a sixth voltage applied to a point after the fuse 500 at a rear end of a relay 300. Meanwhile, a determination unit 240 compares the difference between voltage values of a front end and a rear end of the fuse 500 obtained through a second sensor 220 and the third sensor 230 with a preset seventh voltage to determine whether the fuse 500 is blown.\nFor example, when the difference between a third voltage value and the sixth voltage value is less than or equal to the seventh voltage, the determination unit 240 determines that the fuse 500 is normal, and on the contrary, when the difference between the third voltage value and the sixth voltage value is greater than the seventh voltage, the determination unit 240 determines that the fuse 500 is blown.\nHere, when power is not supplied from the EVSE 20, the relay 300 is normally turned off, and the fuse 500 is normal, the third voltage value measured through the second sensor 220 is similar or identical to the voltage applied to the high voltage line from the second battery 16 through the converter 17, and the sixth voltage value measured through the third sensor 230 may have a predetermined difference of approximately 5 V or less from the third voltage value.\nFor example, like in the above-described embodiment, the voltage applied to the high voltage line from the second battery 16 through the converter 17 may be set to 24 V. In addition, the seventh voltage may be set to 5 V that is a predetermined voltage difference due to the fuse 500. However, the setting of such a voltage value is merely described by way of example for the convenience of description and may be appropriately changed according to the performance of the fuse 500, and the present invention is not specifically limited thereto.\nThat is, when the fuse 500 is normal, the difference between the third voltage value and the sixth voltage value may be measured as a value within 5 V, which is within a range of the set seventh voltage value, and thus the fuse 500 may be determined to be normal.\nHowever, when the fuse 500 is blown, the point at which the voltage is measured by the second sensor 220 is electrically blocked from the point at which the voltage is measured by the third sensor 230 so that the difference between the third voltage value and the sixth voltage value has a great difference value exceeding 5 V, which is less than 5 V that is the set seventh voltage value and thus the fuse 500 is determined to be blown.\nMeanwhile, when it is determined that the fuse 500 is blown, the determination unit 240 holds a relay-off signal transmitted to the relay 300 using a relay control unit 250 and transmits a message regarding whether the fuse 500 is blown to the use | An electric vehicle charging controller according to an embodiment comprises: a first sensor for measuring a second voltage value between a first battery having a first voltage value and a relay in a high voltage line connected to electric vehicle charging equipment; a second sensor for measuring a third voltage value between the electric vehicle charging equipment and the relay in the high voltage line; and a control unit for controlling on/off of the relay, wherein if a difference between the second voltage value and the third voltage value is less than a preset fourth voltage value when the control unit applies a second battery voltage between the relay and the electric vehicle charging equipment in the high voltage line after controlling the relay to be turned off, the control unit determines that an operation of the relay is abnormal. | US:16/756,180 | https://patentimages.storage.googleapis.com/51/00/25/fc4ae13d7985dc/US11447031.pdf | US:11447031 | Myoung Keun LIM | LG Innotek Co Ltd | US:20070115604:A1, US:8004109, US:20100295506:A1, KR:20120012660:A, US:20130127400:A1, JP:2012170286:A, US:20130314012:A1, US:20140111120:A1, JP:2016101033:A, KR:20170014666:A, JP:2017073888:A, US:20170225572:A1, US:20200083732:A1, US:20180123584:A1 | 2022-09-20 | 2022-09-20 | 1. An electric vehicle charging controller comprising:\na first sensor configured to measure a second voltage value between a first battery having a first voltage value and a relay in a high voltage line connected to electric vehicle supply equipment;\na second sensor configured to measure a third voltage value between the electric vehicle supply equipment and the relay in the high voltage line; and\na control unit configured to control turning the relay on and to control turning the relay off,\nwherein if a difference between the second voltage value and the third voltage value is less than a preset fourth voltage value when the control unit applies a voltage of a second battery in the high voltage line between the relay and the electric vehicle supply equipment after controlling the relay to be turned off, the control unit determines that the relay is malfunctioning,\nthe electric vehicle charging controller further comprising:\na converter disposed between the high voltage line and the second battery; and\na switch disposed between the converter and the high voltage line,\nwherein a fixed fifth voltage value is applied to the high voltage line through the converter.\n, a first sensor configured to measure a second voltage value between a first battery having a first voltage value and a relay in a high voltage line connected to electric vehicle supply equipment;, a second sensor configured to measure a third voltage value between the electric vehicle supply equipment and the relay in the high voltage line; and, a control unit configured to control turning the relay on and to control turning the relay off,, wherein if a difference between the second voltage value and the third voltage value is less than a preset fourth voltage value when the control unit applies a voltage of a second battery in the high voltage line between the relay and the electric vehicle supply equipment after controlling the relay to be turned off, the control unit determines that the relay is malfunctioning,, the electric vehicle charging controller further comprising:, a converter disposed between the high voltage line and the second battery; and, a switch disposed between the converter and the high voltage line,, wherein a fixed fifth voltage value is applied to the high voltage line through the converter., 2. The electric vehicle charging controller of claim 1, wherein the malfunctioning of the relay is a state in which the relay is welded., 3. The electric vehicle charging controller of claim 1, wherein the control unit includes a determination unit that determines whether the relay is malfunctioning., 4. The electric vehicle charging controller of claim 1, wherein, when the relay is determined to be malfunctioning, the control unit transmits an off-signal to the relay again., 5. The electric vehicle charging controller of claim 1, further comprising a communication unit configured to communicate with an electronic control unit (ECU) of an electric vehicle, wherein the communication unit receives state information related to a charging state, a standby state, and a driving state of the electric vehicle from the ECU., 6. The electric vehicle charging controller of claim 5, wherein\nthe control unit transmits an off-signal to the switch when the electric vehicle is in the charging state, and\nthe control unit transmits an on-signal to the switch when the electric vehicle is in the standby state or the driving state.\n, the control unit transmits an off-signal to the switch when the electric vehicle is in the charging state, and, the control unit transmits an on-signal to the switch when the electric vehicle is in the standby state or the driving state., 7. The electric vehicle charging controller of claim 5, wherein the ECU communicates with the electric vehicle supply equipment to transmit the state information related to the charging state, the standby state, and the driving state of the electric vehicle to the communication unit., 8. The electric vehicle charging controller of claim 1, wherein the fixed fifth voltage value is set to a value in a range of ⅓ to ½ of the first voltage value., 9. The electric vehicle charging controller of claim 8, wherein the fourth voltage value is set to a value of ⅓ of the first voltage value., 10. The electric vehicle charging controller of claim 1, wherein the fixed fifth voltage value is set to a value of ½ of the first voltage value., 11. The electric vehicle charging controller of claim 10, wherein the fourth voltage value is set to be equal to the fixed fifth voltage value., 12. The electric vehicle charging controller of claim 1, further comprising a fuse installed between the electric vehicle supply equipment and a contact to which a voltage having the fixed fifth voltage value is applied in the high voltage line., 13. The electric vehicle charging controller of claim 12, further comprising a third sensor configured to measure a sixth voltage value between the electric vehicle supply equipment and the fuse in the high voltage line, wherein when a difference between the third voltage value and the sixth voltage value is measured to be greater than or equal to a preset seventh voltage value, the control unit determines that the fuse is blown. | US | United States | Active | B | True |
| 301 | System and method for estimating and providing dispatchable operating reserve energy capacity through use of active load management \n | US9881259B2 | This application is a division of co-pending U.S. application Ser. No. 13/019,867 filed on Feb. 2, 2011, which application is incorporated herein by this reference as if fully set forth herein. U.S. application Ser. No. 13/019,867 is a continuation-in-part of U.S. application Ser. No. 12/715,124 filed on Mar. 1, 2010, now U.S. Pat. No. 8,010,812, which is a division of U.S. application Ser. No. 11/895,909 filed on Aug. 28, 2007, now U.S. Pat. No. 7,715,951, and is incorporated herein by this reference as if fully set forth herein. U.S. application Ser. No. 13/019,867 is also a continuation-in-part of U.S. application Ser. No. 12/715,195 filed on Mar. 1, 2010, now U.S. Pat. No. 8,032,233, which is a division of U.S. application Ser. No. 11/895,909 filed on Aug. 28, 2007, now U.S. Pat. No. 7,715,951, and is incorporated herein by this reference as if fully set forth herein. U.S. application Ser. No. 13/019,867 is further a continuation-in-part of U.S. application Ser. No. 12/001,819 filed on Dec. 13, 2007, which application is incorporated herein by this reference as if fully set forth herein. U.S. application Ser. No. 13/019,867 is further a continuation-in-part of U.S. application Ser. No. 12/775,979 filed on May 7, 2010, now U.S. Pat. No. 8,396,606, which application is incorporated herein by this reference as if fully set forth herein. U.S. application Ser. No. 12/775,979 is a continuation-in-part of U.S. application Ser. No. 11/895,909, now U.S. Pat. No. 7,715,951, and U.S. application Ser. No. 12/001,819, and claims priority under 35 U.S.C. §119(e) upon U.S. Provisional Application No. 61/215,725 filed on May 8, 2009, solely and exclusively to the extent of the subject matter disclosed in said provisional application. U.S. application Ser. No. 13/019,867 is further a continuation-in-part of U.S. application Ser. No. 12/783,415 filed on May 19, 2010, now abandoned, which application is incorporated herein by this reference as if fully set forth herein. U.S. application Ser. No. 12/783,415 is a continuation-in-part of U.S. application Ser. No. 12/715,124, now U.S. Pat. No. 8,010,812, and U.S. application Ser. No. 12/001,819, and claims priority under 35 U.S.C. §119(e) upon U.S. Provisional Application No. 61/216,712 filed on May 20, 2009, solely and exclusively to the extent of the subject matter disclosed in said provisional application. Finally, U.S. application Ser. No. 13/019,867 is a continuation-in-part of U.S. application Ser. No. 12/896,307 filed on Oct. 1, 2010, now U.S. Pat. No. 8,527,107, which application is incorporated herein by this reference as if fully set forth herein. U.S. application Ser. No. 12/896,307 is a continuation-in-part of U.S. application Ser. No. 12/715,124, now U.S. Pat. No. 8,010,812, U.S. application Ser. No. 12/715,195, now U.S. Pat. No. 8,032,233, and U.S. application Ser. No. 12/702,640 filed on Feb. 9, 2010, now U.S. Pat. No. 8,131,403, and claims priority under 35 U.S.C. §119(e) upon U.S. Provisional Application No. 61/279,072 filed on Oct. 15, 2009, solely and exclusively to the extent of the subject matter disclosed in said provisional application. U.S. application Ser. No. 12/702,640 is a continuation-in-part of U.S. application Ser. No. 11/895,909, now U.S. Pat. No. 7,715,951, and claims priority under 35 U.S.C. §119(e) upon U.S. Provisional Application No. 61/150,978 filed on Feb. 9, 2009 and U.S. Provisional Application No. 61/176,752 filed on May 8, 2009, solely and exclusively to the extent of the subject matter disclosed in said provisional applications.\nField of the Invention\nThe present invention relates generally to the field of electric power supply and generation systems and, more particularly, to a system and method for estimating and/or providing dispatchable operating reserve energy capacity for an electric utility using active load management so that the reserve capacity may be made available to the utility or to the general power market (e.g., via a national grid).\nDescription of Related Art\nEnergy demand within a utility's service area varies constantly. Such variation in demand can cause undesired fluctuations in line frequency if not timely met. To meet the varying demand, a utility must adjust its supply or capacity (e.g., increase capacity when demand increases and decrease supply when demand decreases). However, because power cannot be economically stored, a utility must regularly either bring new capacity on-line or take existing capacity off-line in an effort to meet demand and maintain frequency. Bringing new capacity online involves using a utility's reserve power, typically called “operating reserve.” A table illustrating a utility's typical energy capacity is shown in FIG. 1. As shown, operating reserve typically includes three types of power: so-called “regulating reserve,” “spinning reserve,” and “non-spinning reserve” or “supplemental reserve.” The various types of operating reserve are discussed in more detail below.\nNormal fluctuations in demand, which do not typically affect line frequency, are responded to or accommodated through certain activities, such as by increasing or decreasing an existing generator's output or by adding new generating capacity. Such accommodation is generally referred to as “economic dispatch.” A type of power referred to as “contingency reserve” is additional generating capacity that is available for use as economic dispatch to meet changing (increasing) demand. Contingency reserve consists of two of the types of operating reserve, namely, spinning reserve and non-spinning reserve. Therefore, operating reserve generally consists of regulating reserve and contingency reserve.\nAs shown in FIG. 1, spinning reserve is additional generating capacity that is already online (e.g., connected to the power system) and, thus, is immediately available or is available within a short period of time after a determined need (e.g., within ten (10) to fifteen (15) minutes, as defined by the applicable North American Electric Reliability Corporation (NERC) regulation). More particularly, in order for contingency reserve to be classified as “spinning reserve,” the reserve power capacity must meet the following criteria:\n\n | An active load management system (ALMS) is utilized to supply operating reserve to a utility. According to one embodiment, the ALMS determines amounts of power stored in power storage devices located at service points within the utility's service area, and stores the stored power data in a repository. The ALMS also determines an amount of available operating reserve based on at least the stored power data. When the utility needs operating reserve, the ALMS receives a request for operating reserve from the utility. The ALMS then manages a flow of power from the power storage devices to a power grid accessible by the utility responsive to the utility's request, taking into account the amount of available operating reserve. Determination of stored power data may be aided by reports received from control devices located at the service points, where the reports indicate amounts of power stored by the power storage devices. | US:14/341,982 | https://patentimages.storage.googleapis.com/45/11/13/db9084724162c2/US9881259.pdf | US:9881259 | Joseph W. Forbes, Jr. | Landis and Gyr Innovations Inc | US:3906242, US:4023043, US:4077061, US:4589075, US:4819229, US:4799059, US:5025470, US:4819180, US:5502339, US:5193111, US:5553094, US:5237507, US:5544036, US:5388101, US:5481546, US:5592491, US:20060271214:A1, US:5361982, US:5721936, US:5570002, US:5675503, US:5495239, US:5644173, US:5640153, US:6961641, US:20040193329:A1, US:5696695, US:5682422, US:6115676, US:6102487, US:5892758, US:5748104, US:6018690, US:6078785, US:6014089, US:6374101, US:20050138432:A1, US:7397907, US:6233327, US:7079810, US:6047274, US:6154859, US:5926776, US:6216956, US:6185483, US:7639157, US:20010025209:A1, US:20010038343:A1, US:6122603, US:7053767, US:7468661, US:6891838, US:6914893, US:6437692, US:6914533, US:7697492, US:7295128, JP:2000078748:A, US:6304552, US:6178362, US:7103511, US:20040095237:A1, US:6747571, US:7263073, US:7650425, JP:3985390:B2, JP:2001008380:A, US:6785592, US:7151943, US:6718177, US:6254009, US:20010030468:A1, US:20020138176:A1, US:6535797, US:6998962, US:6965302, US:7245212, JP:2001306839:A, US:20070010914:A1, US:6787807, US:7088014, US:6519509, US:6681154, US:6633823, US:7283580, US:20020109607:A1, US:6934316, US:20020019802:A1, US:6836737, US:7209840, US:20020035496:A1, US:6577962, US:6868293, JP:2002133568:A, US:6601033, US:20020143693:A1, US:6906617, JP:2002176729:A, US:6946972, US:6784807, US:7019667, JP:2002281666:A, US:6621179, US:7366164, US:6628113, US:6778882, US:20030040844:A1, US:6865450, US:7051332, US:6882498, US:6622097, US:20050096857:A1, US:7039532, US:20040006439:A1, US:7225271, US:6879059, US:20030009705:A1, US:6832135, US:20060064205:A1, US:20030144864:A1, US:6990593, US:7346463, US:6862498, US:20040088083:A1, US:7184861, US:7738999, US:6671586, US:20030036820:A1, US:20040128266:A1, US:20070058453:A1, JP:2003067457:A, US:20070204176:A1, US:20030083980:A1, US:7035719, US:7406364, US:20030063723:A1, US:20050240315:A1, US:6622925, US:20030074304:A1, US:7480501, US:7424527, US:7739378, US:6687574, US:6732055, WO:2003049248:A2, US:20080147465:A1, US:20030229572:A1, US:6904336, US:20050192711:A1, US:7133750, US:6909942, US:20080177423:A1, US:20030171851:A1, US:20040117330:A1, US:7130719, US:7206670, US:20030225483:A1, US:20030233201:A1, US:7343341, US:20050246190:A1, US:20080015976:A1, JP:2004112868:A, US:7200134, US:20060271314:A1, JP:2004180412:A, US:7333880, US:7440871, US:20090018884:A1, US:6980091, US:7701325, US:7301440, US:7250848, US:6980090, US:6965303, US:20040153170:A1, US:20080255899:A1, US:20040158478:A1, US:20040162793:A1, JP:2004248174:A, US:7486681, US:20060271244:A1, US:6834811, US:7305282, US:7075414, US:20040230533:A1, US:20060259199:A1, KR:20050001584:A, US:7321316, US:7003640, US:20050033481:A1, US:7233843, US:20050065742:A1, US:7289887, US:20050055432:A1, US:7451019, US:7313465, WO:2005029243:A2, US:20060168191:A1, US:7209804, US:7089125, US:20050096856:A1, US:20060025891:A1, KR:20050045272:A, US:20050116836:A1, US:20050125243:A1, US:20060142961:A1, US:7177728, US:7880599, US:7323970, US:7936256, US:8253549, US:7123994, US:20050192713:A1, US:7088239, US:20050216580:A1, US:20050216302:A1, US:7412304, US:20050234600:A1, US:20050240314:A1, US:7181320, US:20050267642:A1, US:20050276222:A1, US:20060020544:A1, US:20060022841:A1, JP:2004301505:A, US:20060031934:A1, JP:2006060911:A, KR:20060036171:A, US:6914553, US:20070291644:A1, US:20060195334:A1, US:20060106635:A1, US:7231280, US:7231281, US:7345998, US:20080130673:A1, US:20060142900:A1, US:20060161450:A1, JP:2006277597:A, EP:1729223:A2, US:7274975, US:20070025249:A1, KR:20070008321:A, US:7536240, US:7528503, US:20070021874:A1, US:20070058629:A1, US:20070085702:A1, US:20070070895:A1, US:20070091900:A1, US:20070100503:A1, JP:2007132553:A, US:20070205915:A1, US:20070203722:A1, US:20070213878:A1, US:20090240381:A1, WO:2007136456:A2, US:20110133655:A1, KR:20070098172:A, US:20070255457:A1, US:20070286210:A1, US:7711796, US:8018884, US:20070299562:A1, US:20080015975:A1, KR:100701298:B1, US:20090063122:A1, US:20090043519:A1, US:20090043520:A1, US:20080172312:A1, US:20080091625:A1, US:20080165714:A1, US:20080183523:A1, US:20080177678:A1, US:20080201255:A1, US:20090171975:A1, US:20080228630:A1, US:7541941, US:20080224892:A1, US:20080231114:A1, US:20080238710:A1, US:20080275815:A1, US:20090088991:A1, WO:2008125696:A2, US:20110251730:A1, US:20080281473:A1, US:20080281663:A1, KR:20080112692:A, US:7565227, US:20110115302:A1, US:20090055031:A1, US:20090062970:A1, US:8542685, US:20110258022:A1, US:20110022239:A1, US:8527107, US:20130184888:A1, US:20110029655:A1, KR:101277398:B1, US:8396606, US:8315717, US:8307225, US:8260470, US:9069337, US:8145361, US:8131403, US:20110257809:A1, US:20140368353:A1, US:8032233, US:8996183, US:7715951, WO:2009032162:A2, US:20100145534:A1, US:8010812, US:20110172837:A1, US:20100161148:A1, US:20100179670:A1, US:20100191862:A1, US:20100198713:A1, US:20110172841:A1, US:20090063228:A1, US:20100222935:A1, US:20100235008:A1, WO:2009032161:A2, US:20090062967:A1, US:20090184689:A1, US:20110125422:A1, US:20090106571:A1, US:20090112758:A1, US:20090157510:A1, US:20090135836:A1, US:8138934, US:20090177505:A1, US:20090177580:A1, US:20090187499:A1, US:20090192894:A1, US:20110061014:A1, US:20110063126:A1, US:20090210295:A1, US:20090228406:A1, US:20090228320:A1, US:20090265568:A1, US:20090313033:A1, US:20090319091:A1, US:20100017249:A1, US:20100023376:A1, US:20100042420:A1, US:20100063832:A1, US:20100076825:A1, JP:2010081722:A, US:20100079004:A1, US:20100228601:A1, US:20100106575:A1, JP:2010119269:A, US:20120101932:A1, US:20110251807:A1, JP:2010183760:A, US:8203463, US:20100218010:A1, US:20100228861:A1, US:20100254290:A1, WO:2010129958:A2, WO:2010129059:A1, WO:2010132469:A2, WO:2010132456:A2, WO:2010132477:A2, WO:2010134987:A1, US:20110082598:A1, WO:2011043818:A2, WO:2011046589:A1, US:20110144819:A1, US:20110133693:A1, US:20110231320:A1, US:20110196546:A1, US:20130067253:A1, US:20130120881:A1, US:8390221, WO:2012106431:A1, US:8856323, WO:2012145102:A2 | 2018-01-30 | 2018-01-30 | 1. A method for supplying operating reserve to a utility servicing one or more service points, the method comprising:\ndetermining amounts of electric power stored by devices located at the one or more service points to produce stored power data;\nstoring the stored power data in a repository:\nreceiving communications from a first electric vehicle while the first electric vehicle is in motion and unconnected to a power grid indicating a location for the first electric vehicle and a current state of charge of the first electric vehicle;\nmanaging charging of a second electric vehicle at a selected one of the service points;\ndetermining an amount of available operating reserve based on at least the stored power data, stored energy available from the first electric vehicle, and projected energy savings resulting from a control event that interrupts the charging of the second electric vehicle by terminating the charging of the second electric vehicle prior to completion of the charging of the second electric vehicle at the selected service point;\nreceiving a request for operating reserve from the utility; and\nresponsive to the request for operating reserve, managing a flow of electric power from the devices to the power grid accessible by the utility, including sending a message to the selected service point to commence the control event and terminate the charging of the second electric vehicle prior to completion of the charging of the second electric vehicle at the selected service point.\n, determining amounts of electric power stored by devices located at the one or more service points to produce stored power data;, storing the stored power data in a repository:, receiving communications from a first electric vehicle while the first electric vehicle is in motion and unconnected to a power grid indicating a location for the first electric vehicle and a current state of charge of the first electric vehicle;, managing charging of a second electric vehicle at a selected one of the service points;, determining an amount of available operating reserve based on at least the stored power data, stored energy available from the first electric vehicle, and projected energy savings resulting from a control event that interrupts the charging of the second electric vehicle by terminating the charging of the second electric vehicle prior to completion of the charging of the second electric vehicle at the selected service point;, receiving a request for operating reserve from the utility; and, responsive to the request for operating reserve, managing a flow of electric power from the devices to the power grid accessible by the utility, including sending a message to the selected service point to commence the control event and terminate the charging of the second electric vehicle prior to completion of the charging of the second electric vehicle at the selected service point., 2. The method of claim 1, wherein receiving a request for operating reserve comprises: receiving a command from an Automatic Generation Control (AGC) subsystem or a market signal from an independent system operator (ISO)., 3. The method of claim 1, wherein when the location of the first electric vehicle is within a service area associated with the request for operating reserve and the current state of charge of the first electric vehicle indicates the first electric vehicle has excess capacity, negotiating with the first electric vehicle for dispatch of at least a portion of the excess capacity., 4. The method of claim 1, further comprising:\nstoring in the repository device identifiers for the devices, including the first and second electric vehicles, so as to associate each device identifier with a corresponding device;\nassociating in the repository each device identifier with a corresponding base service point of the one or more service points;\nreceiving, from a control device located at the selected service point, a device identifier for the second electric vehicle located at the selected service point and information regarding power stored and dispatched by the second electric vehicle while located at the selected service point, wherein the selected service point is not a base service point for the device identifier;\ndetermining net carbon credits earned based on the information regarding power stored and dispatched by the second electric vehicle while located at the selected service point; and\nassociating the net carbon credits earned to the base service point for the device identifier.\n, storing in the repository device identifiers for the devices, including the first and second electric vehicles, so as to associate each device identifier with a corresponding device;, associating in the repository each device identifier with a corresponding base service point of the one or more service points;, receiving, from a control device located at the selected service point, a device identifier for the second electric vehicle located at the selected service point and information regarding power stored and dispatched by the second electric vehicle while located at the selected service point, wherein the selected service point is not a base service point for the device identifier;, determining net carbon credits earned based on the information regarding power stored and dispatched by the second electric vehicle while located at the selected service point; and, associating the net carbon credits earned to the base service point for the device identifier., 5. The method of claim 1, further comprising:\nre-commencing charging of the second electric vehicle responsive to determining that the control event at the selected service point has ended.\n, re-commencing charging of the second electric vehicle responsive to determining that the control event at the selected service point has ended., 6. The method of claim 2, wherein at least a portion of the amount of available operating reserve is determined by a predetermined amount or percentage specified in a customer profile for a second selected service point., 7. The method of claim 1, further comprising:\nprior to determining the amount of electric power stored by devices located at the one or more service points, detecting a presence of the second electric vehicle at the selected service point.\n, prior to determining the amount of electric power stored by devices located at the one or more service points, detecting a presence of the second electric vehicle at the selected service point., 8. A method for supplying operating reserve to a utility servicing a plurality of service points, the method comprising:\ndetermining, by a central controller, amounts of electric power stored by a plurality of devices located at the plurality of service points to produce stored power data, wherein one of the devices is a first electric vehicle located at a first service point;\nstoring, by the central controller, the stored power data in a repository;\nmanaging, by the central controller, charging of a second electric vehicle at a second service point;\ndetermining, by the central controller, an amount of available operating reserve based on at least the stored power data and projected energy savings resulting from a control event that interrupts charging of the second electric vehicle at the second service point by terminating the charging of the second electric vehicle prior to completion of the charging of the second electric vehicle;\nreceiving, by the central controller, a request for operating reserve from the utility; and\nresponsive to the request for operating reserve, managing, by the central controller, a dispatch of electric power from the plurality of devices to a power grid accessible by the utility, including:\nsending a message to the first service point to dispatch electric power from the first electric vehicle, and\nsending a message to the second service point to terminate the charging of the second electric vehicle prior to completion of the charging of the second electric vehicle.\n, determining, by a central controller, amounts of electric power stored by a plurality of devices located at the plurality of service points to produce stored power data, wherein one of the devices is a first electric vehicle located at a first service point;, storing, by the central controller, the stored power data in a repository;, managing, by the central controller, charging of a second electric vehicle at a second service point;, determining, by the central controller, an amount of available operating reserve based on at least the stored power data and projected energy savings resulting from a control event that interrupts charging of the second electric vehicle at the second service point by terminating the charging of the second electric vehicle prior to completion of the charging of the second electric vehicle;, receiving, by the central controller, a request for operating reserve from the utility; and, responsive to the request for operating reserve, managing, by the central controller, a dispatch of electric power from the plurality of devices to a power grid accessible by the utility, including:, sending a message to the first service point to dispatch electric power from the first electric vehicle, and, sending a message to the second service point to terminate the charging of the second electric vehicle prior to completion of the charging of the second electric vehicle., 9. The method of claim 8, wherein receiving a request for operating reserve comprises:\nreceiving a command from an Automatic Generation Control (AGC) subsystem or a market signal from an independent system operator (ISO).\n, receiving a command from an Automatic Generation Control (AGC) subsystem or a market signal from an independent system operator (ISO)., 10. The method of claim 8, wherein managing a dispatch of electric power from the plurality of devices to a power grid accessible by the utility comprises:\nreceiving, by the central controller, notifications from control devices at the plurality of service points, the notifications including information regarding amounts of power dispatched to the power grid by the plurality of devices.\n, receiving, by the central controller, notifications from control devices at the plurality of service points, the notifications including information regarding amounts of power dispatched to the power grid by the plurality of devices., 11. The method of claim 8, further comprising:\ndetermining, by the central controller, carbon credits associated with the dispatch of electric power from the plurality of devices to the power grid.\n, determining, by the central controller, carbon credits associated with the dispatch of electric power from the plurality of devices to the power grid., 12. The method of claim 8, further comprising:\ndetermining, by the central controller, net carbon credits earned as a result of storing power in a device of the plurality of devices and, at a later time, dispatching power from the device to the power grid; and\nassociating the net carbon credits earned to at least one of (a) a home or base service point for the device and (b) an owner of the device.\n, determining, by the central controller, net carbon credits earned as a result of storing power in a device of the plurality of devices and, at a later time, dispatching power from the device to the power grid; and, associating the net carbon credits earned to at least one of (a) a home or base service point for the device and (b) an owner of the device., 13. The method of claim 8, further comprising:\nstoring in the repository, by the central controller, device identifiers for the plurality of devices so as to associate each device identifier with a corresponding device of the plurality of devices;\nassociating in the repository, by the central controller, each device identifier with a corresponding base service point of the plurality of service points;\nreceiving, by the central controller from a control device located at a service point of the plurality of service points, a device identifier of a device of the plurality of devices located at the service point and information regarding power stored and dispatched by the device while located at the service point, wherein the service point is not the base service point for the device identifier;\ndetermining, by the central controller, net carbon credits earned based on the information regarding power stored and dispatched by the device while located at the service point; and\nassociating, by the central controller, the net carbon credits earned to the base service point for the device identifier.\n, storing in the repository, by the central controller, device identifiers for the plurality of devices so as to associate each device identifier with a corresponding device of the plurality of devices;, associating in the repository, by the central controller, each device identifier with a corresponding base service point of the plurality of service points;, receiving, by the central controller from a control device located at a service point of the plurality of service points, a device identifier of a device of the plurality of devices located at the service point and information regarding power stored and dispatched by the device while located at the service point, wherein the service point is not the base service point for the device identifier;, determining, by the central controller, net carbon credits earned based on the information regarding power stored and dispatched by the device while located at the service point; and, associating, by the central controller, the net carbon credits earned to the base service point for the device identifier., 14. The method of claim 8, further comprising:\nreceiving, by the central controller, communications from a third electric vehicle while the third electric vehicle is mobile indicating a location for the third electric vehicle and a current state of charge of the third electric vehicle,\nwherein determining, by the central controller, an amount of available operating reserve includes stored energy available from the third electric vehicle when the location of the third electric vehicle is within a service area associated with the request for operating reserve.\n, receiving, by the central controller, communications from a third electric vehicle while the third electric vehicle is mobile indicating a location for the third electric vehicle and a current state of charge of the third electric vehicle,, wherein determining, by the central controller, an amount of available operating reserve includes stored energy available from the third electric vehicle when the location of the third electric vehicle is within a service area associated with the request for operating reserve., 15. The method of claim 14, wherein when the location of the third electric vehicle is within a service area associated with the request for operating reserve and the current state of charge of the third electric vehicle indicates the electric vehicle has excess capacity, negotiating with the third electric vehicle for dispatch of at least a portion of the excess capacity., 16. A system for supplying operating reserve to a utility servicing one or more service points, the system comprising:\na repository; and\nat least one processor coupled to the repository, the at least one processor operable to:\ndetermine amounts of electric power stored by devices located at the one or more service points to produce stored power data;\nstore the stored power data in the repository;\nreceive communications from a first electric vehicle while the first electric vehicle is in motion and unconnected to a power grid indicating a location for the first electric vehicle and a current state of charge of the first electric vehicle;\nmanage charging of a second electric vehicle at a selected one of the service points;\ndetermine an amount of available operating reserve based on at least the stored power data, stored energy available from the first electric vehicle, and projected energy savings resulting from a control event that interrupts charging of the second electric vehicle by terminating the charging of the second electric vehicle prior to completion of the charging of the second electric vehicle at the selected service point;\nreceive a request for operating reserve from the utility; and\nresponsive to the request for operating reserve, manage a flow of electric power from the devices to the power grid accessible by the utility, including sending a message to the selected service point to commence the control event and terminate the charging of the second electric vehicle prior to completion of the charging of the second electric vehicle at the selected service point.\n\n, a repository; and, at least one processor coupled to the repository, the at least one processor operable to:\ndetermine amounts of electric power stored by devices located at the one or more service points to produce stored power data;\nstore the stored power data in the repository;\nreceive communications from a first electric vehicle while the first electric vehicle is in motion and unconnected to a power grid indicating a location for the first electric vehicle and a current state of charge of the first electric vehicle;\nmanage charging of a second electric vehicle at a selected one of the service points;\ndetermine an amount of available operating reserve based on at least the stored power data, stored energy available from the first electric vehicle, and projected energy savings resulting from a control event that interrupts charging of the second electric vehicle by terminating the charging of the second electric vehicle prior to completion of the charging of the second electric vehicle at the selected service point;\nreceive a request for operating reserve from the utility; and\nresponsive to the request for operating reserve, manage a flow of electric power from the devices to the power grid accessible by the utility, including sending a message to the selected service point to commence the control event and terminate the charging of the second electric vehicle prior to completion of the charging of the second electric vehicle at the selected service point.\n, determine amounts of electric power stored by devices located at the one or more service points to produce stored power data;, store the stored power data in the repository;, receive communications from a first electric vehicle while the first electric vehicle is in motion and unconnected to a power grid indicating a location for the first electric vehicle and a current state of charge of the first electric vehicle;, manage charging of a second electric vehicle at a selected one of the service points;, determine an amount of available operating reserve based on at least the stored power data, stored energy available from the first electric vehicle, and projected energy savings resulting from a control event that interrupts charging of the second electric vehicle by terminating the charging of the second electric vehicle prior to completion of the charging of the second electric vehicle at the selected service point;, receive a request for operating reserve from the utility; and, responsive to the request for operating reserve, manage a flow of electric power from the devices to the power grid accessible by the utility, including sending a message to the selected service point to commence the control event and terminate the charging of the second electric vehicle prior to completion of the charging of the second electric vehicle at the selected service point. | US | United States | Active | G | True |
| 302 | Electricity storage device, vehicle, electricity storage device control method, and program \n | EP4075632A1 | NaN | A power storage device (4) includes a power storage unit (1211) including a plurality of cells, and a BMU (1212) configured to control the power storage unit (1211). The BMU (1212) includes an upper limit power acquisition unit (23) configured to acquire, based on a SOC and a temperature of the power storage unit (1211), an upper limit power that is an upper limit of a power output from the power storage unit (1211) or a power input to the power storage unit (1211). | EP:20897783.5A | https://patentimages.storage.googleapis.com/59/d3/51/9acff71be2ee96/EP4075632A1.pdf | NaN | Naoya Okada, Jyunichiro Abe, Takashi Fujiyama | Honda Motor Co Ltd | NaN | 2021-06-18 | 2022-10-19 | A power storage device comprising:\na power storage unit including a plurality of cells; and\na power storage control unit configured to control the power storage unit, wherein\nthe power storage control unit includes an upper limit power acquisition unit configured to acquire, based on a state of the power storage unit, an upper limit power that is an upper limit of a power output from the power storage unit or a power input to the power storage unit. , a power storage unit including a plurality of cells; and, a power storage control unit configured to control the power storage unit, wherein, the power storage control unit includes an upper limit power acquisition unit configured to acquire, based on a state of the power storage unit, an upper limit power that is an upper limit of a power output from the power storage unit or a power input to the power storage unit., The power storage device according to claim 1, wherein:\nthe power storage device is provided to be electrically connectable to a power apparatus; and\nthe power storage device further comprises an upper limit notification unit configured to transmit the upper limit power acquired by the upper limit power acquisition unit to the power apparatus, or an upper limit power storage unit configured to store the upper limit power in a readable manner by the power apparatus. , the power storage device is provided to be electrically connectable to a power apparatus; and, the power storage device further comprises an upper limit notification unit configured to transmit the upper limit power acquired by the upper limit power acquisition unit to the power apparatus, or an upper limit power storage unit configured to store the upper limit power in a readable manner by the power apparatus., The power storage device according to claim 1 or 2, wherein:\nthe power storage device is provided to be electrically connectable to a power apparatus; and\nthe power storage control unit further includes a required power acquisition unit configured to acquire a required power correlated with a power requirement of the power apparatus to the power storage device. , the power storage device is provided to be electrically connectable to a power apparatus; and, the power storage control unit further includes a required power acquisition unit configured to acquire a required power correlated with a power requirement of the power apparatus to the power storage device., The power storage device according to claim 3, further comprising:\na power comparison unit configured to compare the required power acquired by the required power acquisition unit with the upper limit power acquired by the upper limit power acquisition unit; and\na power storage device protection unit that protects the power storage unit from outputting a power exceeding the upper limit power or from inputting a power exceeding the upper limit power when the required power exceeds or is predicted to exceed the upper limit power. , a power comparison unit configured to compare the required power acquired by the required power acquisition unit with the upper limit power acquired by the upper limit power acquisition unit; and, a power storage device protection unit that protects the power storage unit from outputting a power exceeding the upper limit power or from inputting a power exceeding the upper limit power when the required power exceeds or is predicted to exceed the upper limit power., The power storage device according to claim 4, further comprising:\na switchgear disposed on a power transmission path between the power storage unit and the power apparatus and being capable of blocking and connecting the power transmission path, wherein\nthe power storage device protection unit blocks the power transmission path by the switchgear when the required power exceeds or is predicted to exceed the upper limit power. , a switchgear disposed on a power transmission path between the power storage unit and the power apparatus and being capable of blocking and connecting the power transmission path, wherein, the power storage device protection unit blocks the power transmission path by the switchgear when the required power exceeds or is predicted to exceed the upper limit power., The power storage device according to any one of claims 3 to 5, further comprising:\na power comparison unit configured to compare the required power acquired by the required power acquisition unit with the upper limit power acquired by the upper limit power acquisition unit; and\na response unit that responds to the power apparatus to reduce the required power when the required power exceeds or is predicted to exceed the upper limit power. , a power comparison unit configured to compare the required power acquired by the required power acquisition unit with the upper limit power acquired by the upper limit power acquisition unit; and, a response unit that responds to the power apparatus to reduce the required power when the required power exceeds or is predicted to exceed the upper limit power., The power storage device according to any one of claims 3 to 6, wherein\nthe required power acquisition unit is configured to acquire the required power based on an input by a user of the power apparatus., The power storage device according to any one of claims 1 to 7, wherein\nthe upper limit power acquisition unit is configured to acquire the upper limit power based on a predetermined upper limit power map including a relationship between the state of the power storage unit and the upper limit power., The power storage device according to claim 8, wherein\nthe state of the power storage unit includes a capacity state or a temperature state., The power storage device according to any one of claims 1 to 9, further comprising:\na housing, wherein\nthe power storage unit and the power storage control unit are accommodated in the housing. , a housing, wherein, the power storage unit and the power storage control unit are accommodated in the housing., A power storage device comprising:\na plurality of the power storage devices according to any one of claims 1 to 10, wherein\na representative control unit, which is the power storage control unit of a representative power storage device that is any one of the plurality of power storage devices, includes an entire upper limit power acquisition unit configured to acquire an entire upper limit power that is an upper limit of a power output from all of the plurality of power storage devices or a power input to all of the plurality of power storage devices. , a plurality of the power storage devices according to any one of claims 1 to 10, wherein, a representative control unit, which is the power storage control unit of a representative power storage device that is any one of the plurality of power storage devices, includes an entire upper limit power acquisition unit configured to acquire an entire upper limit power that is an upper limit of a power output from all of the plurality of power storage devices or a power input to all of the plurality of power storage devices., The power storage device according to claim 11, wherein\nthe entire upper limit power acquisition unit is configured to acquire the entire upper limit power based on a smallest upper limit power of upper limit powers of the plurality of power storage devices, respectively., The power storage device according to claim 12, wherein\nwhen the plurality of power storage devices are electrically connected to each other in parallel, the entire upper limit power acquisition unit further acquires the entire upper limit power based on a largest current of output currents or input currents of the plurality of power storage devices, respectively., The power storage device according to any one of claims 11 to 13, wherein:\nthe plurality of power storage devices are provided to be electrically connectable to a power apparatus;\nthe representative power storage device further includes a required power acquisition unit configured to acquire a required power correlated with a power requirement of the power apparatus to the plurality of power storage devices; and\nthe power storage device further comprises an instruction unit that instructs protection to a non-representative power storage device that is the power storage device other than the representative power storage device among the plurality of power storage devices when the required power acquired by the required power acquisition unit exceeds or is predicted to exceed the entire upper limit power acquired by the entire upper limit power acquisition unit. , the plurality of power storage devices are provided to be electrically connectable to a power apparatus;, the representative power storage device further includes a required power acquisition unit configured to acquire a required power correlated with a power requirement of the power apparatus to the plurality of power storage devices; and, the power storage device further comprises an instruction unit that instructs protection to a non-representative power storage device that is the power storage device other than the representative power storage device among the plurality of power storage devices when the required power acquired by the required power acquisition unit exceeds or is predicted to exceed the entire upper limit power acquired by the entire upper limit power acquisition unit., The power storage device according to any one of claims 11 to 14, wherein:\nthe representative control unit further includes an abnormality detection unit configured to detect an abnormality of a non-representative power storage device that is the power storage device other than the representative power storage device among the plurality of power storage devices; and\nwhen the abnormality detection unit detects the abnormality of the non-representative power storage device, the entire upper limit power is acquired excluding the non-representative power storage device in which the abnormality is detected. , the representative control unit further includes an abnormality detection unit configured to detect an abnormality of a non-representative power storage device that is the power storage device other than the representative power storage device among the plurality of power storage devices; and, when the abnormality detection unit detects the abnormality of the non-representative power storage device, the entire upper limit power is acquired excluding the non-representative power storage device in which the abnormality is detected., The power storage device according to any one of claims 11 to 15, wherein:\nthe representative power storage device further includes a self-abnormality detection unit configured to detect an abnormality of the representative power storage device; and\nwhen the self-abnormality detection unit detects the abnormality of the representative power storage device, the acquisition of the upper limit power by the entire upper limit power acquisition unit is continued when it is determined that a control of the representative control unit is continuable. , the representative power storage device further includes a self-abnormality detection unit configured to detect an abnormality of the representative power storage device; and, when the self-abnormality detection unit detects the abnormality of the representative power storage device, the acquisition of the upper limit power by the entire upper limit power acquisition unit is continued when it is determined that a control of the representative control unit is continuable., The power storage device according to any one of claims 11 to 16, wherein\na non-representative power storage device that is the power storage device other than the representative power storage device among the plurality of power storage devices further includes a monitoring unit configured to monitor a state of the representative power storage device or receive that the representative power storage device is abnormal., The power storage device according to claim 17, wherein\nthe non-representative power storage device includes a substitute entire upper limit power acquisition unit that acquires the entire upper limit power when the monitoring unit detects that the representative power storage device is abnormal or the entire upper limit power acquisition unit is not capable of acquiring the entire upper limit power., The power storage device according to any one of claims 11 to 18, wherein:\nthe plurality of power storage devices are provided to be electrically connectable to a power apparatus; and\nthe plurality of power storage devices each further include a reception unit configured to receive priority subordinate information capable of identifying a priority subordinate order of the plurality of power storage devices transmitted by the power apparatus. , the plurality of power storage devices are provided to be electrically connectable to a power apparatus; and, the plurality of power storage devices each further include a reception unit configured to receive priority subordinate information capable of identifying a priority subordinate order of the plurality of power storage devices transmitted by the power apparatus., The power storage device according to claim 19, wherein\nthe plurality of power storage devices each further include a recognition unit configured to recognize the representative power storage device based on the priority subordinate information received by the reception unit., The power storage device according to any one of claims 11 to 20, wherein\nthe plurality of power storage devices each further include a wireless communication unit capable of transmitting and receiving information to and from each other wirelessly., A vehicle comprising:\na mounting unit to which the power storage device according to any one of claims 1 to 21 is mounted;\na power apparatus electrically connected to the power storage device; and\nwheels, wherein\nthe power apparatus is an electric motor mechanically connected to the wheels. , a mounting unit to which the power storage device according to any one of claims 1 to 21 is mounted;, a power apparatus electrically connected to the power storage device; and, wheels, wherein, the power apparatus is an electric motor mechanically connected to the wheels., A power storage device control method comprising:\nacquiring, by a computer of a power storage device provided to be electrically connectable to a power apparatus and including a power storage unit, based on a state of the power storage unit, an upper limit power that is an upper limit of a power output from the power storage unit or a power input to the power storage unit., A program, wherein\nthe program is configured to cause a computer of a power storage device provided to be electrically connectable to a power apparatus and including a power storage unit to execute a step of acquiring, based on a state of the power storage unit, an upper limit power that is an upper limit of a power output from the power storage unit or a power input to the power storage unit. | EP | European Patent Office | Pending | H | True |
| 303 | Rechargeable vehicle thermal management charging system \n | US10369898B2 | The present disclosure is generally directed to vehicle systems, in particular, toward electric and/or hybrid-electric vehicles.\nIn recent years, transportation methods have changed substantially. This change is due in part to a concern over the limited availability of natural resources, a proliferation in personal technology, and a societal shift to adopt more environmentally friendly transportation solutions. These considerations have encouraged the development of a number of new flexible-fuel vehicles, hybrid-electric vehicles, and electric vehicles.\nWhile these vehicles appear to be new they are generally implemented as a number of traditional subsystems that are merely tied to an alternative power source. In fact, the design and construction of the vehicles is limited to standard frame sizes, shapes, materials, and transportation concepts. Among other things, these limitations fail to take advantage of the benefits of new technology, power sources, and support infrastructure.\n FIG. 1 shows a vehicle in accordance with embodiments of the present disclosure;\n FIG. 2 shows a vehicle in an environment in accordance with embodiments of the present disclosure;\n FIG. 3A shows a vehicle in a user environment in accordance with embodiments of the present disclosure;\n FIG. 3B shows a vehicle in a fleet management and automated operation environment in accordance with embodiments of the present disclosure;\n FIG. 3C shows an embodiment of the instrument panel of the vehicle according to one embodiment of the present disclosure;\n FIG. 4 shows charging areas associated with an environment in accordance with embodiments of the present disclosure;\n FIG. 5 shows a vehicle in a roadway charging environment in accordance with embodiments of the present disclosure;\n FIG. 6 shows a vehicle in a robotic charging station environment in accordance with another embodiment of the present disclosure;\n FIG. 7 shows a vehicle in an emergency charging environment in accordance with embodiments of the present disclosure;\n FIG. 8 is a perspective view of a vehicle in accordance with embodiments of the present disclosure;\n FIG. 9 is a plan view of a vehicle in accordance with at least some embodiments of the present disclosure;\n FIG. 10 is a block diagram of an embodiment of an electrical system of the vehicle;\n FIG. 11 is a block diagram of an embodiment of a power generation unit associated with the electrical system of the vehicle;\n FIG. 12 is a block diagram of an embodiment of power storage associated with the electrical system of the vehicle;\n FIG. 13 is a block diagram of a computing environment associated with the embodiments presented herein;\n FIG. 14 is a block diagram of a power management system according to an embodiment;\n FIG. 15A is a block diagram of a thermal management system according to an embodiment;\n FIG. 15B is a block diagram of a thermal management system according to an embodiment;\n FIG. 16 is a block diagram of an external thermal management unit according to an embodiment;\n FIG. 17A is a flow chart of processor executable instructions according to an embodiment;\n FIG. 17B is a flow chart of processor executable instructions according to an embodiment; and\n FIG. 18 is a block diagram of a computational system according to an embodiment.\nEmbodiments of the present disclosure will be described in connection with a vehicle, and in accordance with one exemplary embodiment an electric vehicle and/or hybrid-electric vehicle and associated systems. The vehicle has both an internal and external thermal management unit to control the temperature of an on board energy storage unit, particularly during charging. The thermal management units can beneficially maintain operating temperatures of the energy storage unit with a predetermined range, thereby not only increasing energy storage unit operating life but also reducing a likelihood of fires due to thermal runaway of the energy storage unit.\nWith attention to FIGS. 1-11, embodiments of the electric vehicle system 10 and method of use are depicted.\nReferring to FIG. 1, the electric vehicle system comprises electric vehicle 100. The electric vehicle 100 comprises vehicle front 110, vehicle aft 120, vehicle roof 130, vehicle side 160, vehicle undercarriage 140 and vehicle interior 150. Although shown in the form of a car, it should be appreciated that the vehicle 100 described herein may include any conveyance or model of a conveyance, where the conveyance was designed for the purpose of moving one or more tangible objects, such as people, animals, cargo, and the like. The term “vehicle” does not require that a conveyance moves or is capable of movement. Typical vehicles may include but are in no way limited to cars, trucks, motorcycles, busses, automobiles, trains, railed conveyances, boats, ships, marine conveyances, submarine conveyances, airplanes, space craft, flying machines, human-powered conveyances, and the like. In any event, the vehicle 100 may include a frame and one or more body panels mounted or affixed thereto. The vehicle 100 may include one or more interior components (e.g., components inside an interior space 150, or user space, of a vehicle 100, etc.), exterior components (e.g., components outside of the interior space 150, or user space, of a vehicle 100, etc.), drive systems, controls systems, structural components.\nReferring to FIG. 2, the vehicle 100 is depicted in a plurality of exemplary environments. The vehicle 100 may operate in any one or more of the depicted environments in any combination. Other embodiments are possible but are not depicted in FIG. 2. Generally, the vehicle 100 may operate in environments which enable charging of the vehicle 100 and/or operation of the vehicle 100. More specifically, the vehicle 100 may receive a charge via one or more means comprising emergency charging vehicle system 270, aerial vehicle charging system 280, roadway system 250, robotic charging system 254, overhead charging system 258, and operator-based charging system 294 (such as a home- or garage-based charging unit (not shown)). The vehicle 100 may interact and/or operate in an environment comprising one or more other roadway vehicles 260. The vehicle 100 may engage with elements within the vehicle 100 comprising vehicle driver 220, vehicle passengers 220 and vehicle database 210. In one embodiment, vehicle database 210 does not physically reside in the vehicle 100 but is instead accessed remotely, e.g. by wireless communication, and resides in another location such as a residence or business location. Vehicle 100 may operate autonomously and/or semi-autonomously in an autonomous environment 290 (here, depicted as a roadway environment presenting a roadway obstacle of which the vehicle 100 autonomously identifies and steers the vehicle 100 clear of the obstacle). Furthermore, the vehicle 100 may engage with a remote operator system 240, which may provide fleet management instructions or control.\n FIG. 3A depicts the vehicle 100 in a user environment comprising vehicle database 210, vehicle driver 220 and vehicle passengers 230. Vehicle 100 further comprises vehicle instrument panel 300 to facilitate or enable interactions with one or more of vehicle database 210, vehicle driver 220 and vehicle passengers 230. In one embodiment, driver 210 interacts with instrument panel 300 to query database 210 so as to locate available charging options and to consider or weigh associated terms and conditions of the charging options. Once a charging option is selected, driver 210 may engage or operate a manual control device (e.g., a joystick) to position a vehicle charging receiver panel so as to receive a charge.\n FIG. 3B depicts the vehicle 100 in a user environment comprising a remote operator system 240 and an autonomous driving environment 290. In the remote operator system 240 environment, a fleet of electric vehicles 100 (or mixture of electric and non-electric vehicles) is managed and/or controlled remotely. The remote operator system 240 may comprise a database comprising operational data, such as fleet-wide operational data. In another example, the vehicle 100 may operate in an autonomous driving environment 290 wherein the vehicle 100 is operated with some degree of autonomy, ranging from complete autonomous operation to semi-automation wherein only specific driving parameters (e.g., speed control or obstacle avoidance) are maintained or controlled autonomously. In FIG. 3B, autonomous driving environment 290 depicts an oil slick roadway hazard that triggers that triggers the vehicle 100, while in an automated obstacle avoidance mode, to automatically steer around the roadway hazard.\n FIG. 3C shows one embodiment of the vehicle instrument panel 300 of vehicle 100. Instrument panel 300 of vehicle 100 comprises steering wheel 310, vehicle operational display 320 (which would provide basic driving data such as speed), one or more auxiliary displays 324 (which may display, e.g., entertainment applications such as music or radio selections), heads-up display 334 (which may provide, e.g., guidance information such as route to destination, or obstacle warning information to warn of a potential collision, or some or all primary vehicle operational data such as speed), power management display 328 (which may provide, e.g., data as to electric power levels of vehicle 100), and charging manual controller 332 (which provides a physical input, e.g. a joystick, to manual maneuver, e.g., a vehicle charging plate to a desired separation distance). One or more of displays of instrument panel 300 may be touch-screen displays. One or more displays of instrument panel 300 may be mobile devices and/or applications residing on a mobile device such as a smart phone.\n FIG. 4 depicts a charging environment of a roadway charging system 250. The charging area may be in the roadway 404, on the roadway 404, or otherwise adjacent to the roadway 404, and/or combinations thereof. This static charging area 420B may allow a charge to be transferred even while the electrical vehicle 100 is moving. For example, the static charging area 420B may include a charging transmitter (e.g., conductor, etc.) that provides a transfer of energy when in a suitable range of a receiving unit (e.g., an inductor pick up, etc.). In this example, the receiving unit may be a part of the charging panel associated with the electrical vehicle 100.\nThe static charging areas 420A, 420B may be positioned a static area such as a designated spot, pad, parking space 440A, 440B, traffic controlled space (e.g., an area adjacent to a stop sign, traffic light, gate, etc.), portion of a building, portion of a structure, etc., and/or combinations thereof. Some static charging areas may require that the electric vehicle 100 is stationary before a charge, or electrical energy transfer, is initiated. The charging of vehicle 100 may occur by any of several means comprising a plug or other protruding feature. The power source 416A, 416B may include a receptacle or other receiving feature, and/or vice versa.\nThe charging area may be a moving charging area 420C. Moving charging areas 420C may include charging areas associated with one or more portions of a vehicle, a robotic charging device, a tracked charging device, a rail charging device, etc., and/or combinations thereof. In a moving charging area 420C, the electrical vehicle 100 may be configured to receive a charge, via a charging panel, while the vehicle 100 is moving and/or while the vehicle 100 is stationary. In some embodiments, the electrical vehicle 100 may synchronize to move at the same speed, acceleration, and/or path as the moving charging area 420C. In one embodiment, the moving charging area 420C may synchronize to move at the same speed, acceleration, and/or path as the electrical vehicle 100. In any event, the synchronization may be based on an exchange of information communicated across a communications channel between the electric vehicle 100 and the charging area 420C. Additionally or alternatively, the synchronization may be based on information associated with a movement of the electric vehicle 100 and/or the moving charging area 420C. In some embodiments, the moving charging area 420C may be configured to move along a direction or path 432 from an origin position to a destination position 420C′.\nIn some embodiments, a transformer may be included to convert a power setting associated with a main power supply to a power supply used by the charging areas 420A-C. For example, the transformer may increase or decrease a voltage associated with power supplied via one or more power transmission lines.\nReferring to FIG. 5, a vehicle 100 is shown in a charging environment in accordance with embodiments of the present disclosure. The system 10 comprises a vehicle 100, an electrical storage unit 512, an external power source 416 able to provide a charge to the vehicle 100, a charging panel 508 mounted on the vehicle 100 and in electrical communication with the electrical storage unit 512, and a vehicle charging panel controller 510 to control deployment of the vehicle charging panel 508. The charging panel controller 510 may determine if the electrical storage unit requires charging and if conditions allow for deployment of a charging panel. The vehicle charging panel 508 may operate in at least a retracted state and a deployed state (508 and 508′ as shown is FIG. 5), and is movable by way of an armature.\nThe power source 416 may include at least one electrical transmission line 524 and at least one power transmitter or charging area 420. During a charge, the charging panel 508 may serve to transfer energy from the power source 416 to at least one energy storage unit 512 (e.g., battery, capacitor, power cell, etc.) of the electric vehicle 100.\n FIG. 6 shows a vehicle 100 in a charging station environment 254 or operator-based charging system 294 in accordance with another embodiment of the present disclosure. Generally, in this embodiment of the disclosure, charging occurs from a robotic unit 600.\nRobotic charging unit 600 comprises one or more robotic unit arms 604, at least one robotic unit arm 604 interconnected with charging plate 520. The one or more robotic unit arms 604 maneuver charging plate 420 relative to charging panel 608 of vehicle 100. Charging plate 420 is positioned to a desired or selectable separation distance, as assisted by a separation distance sensor disposed on charging plate 420. Charging plate 420 may remain at a finite separation distance from charging panel 608, or may directly contact charging panel (i.e. such that separation distance is zero). Charging may be by induction. In alternative embodiments, separation distance sensor is alternatively or additionally disposed on robotic arm 604. Vehicle 100 receives charging via charging panel 608 which in turn charges energy storage unit 512. Charging panel controller 510 is in communication with energy storage unit 512, charging panel 608, vehicle database 300, charge provider controller 522, and/or any one of elements of instrument panel 300.\nRobotic unit further comprises, is in communication with and/or is interconnected with charge provider controller 522, power source 416 and a robotic unit database. Power source 416 supplies power, such as electrical power, to charge plate 420 to enable charging of vehicle 100 via charging panel 508. Controller 522 manoeuvers or operates robotic unit 504, either directly and/or completely or with assistance from a remote user, such as a driver or passenger in vehicle 100 by way of, in one embodiment, charging manual controller 332.\nAs will be appreciated, charging is not necessarily automated. Charging can be provided by a manually deployed charging system (not shown) that plugs into an outlet in the vehicle 100 or wirelessly charges the vehicle 100 via a manually positioned charging plate 420 providing a charge to one or more charging panels 508.\n FIG. 7 is an embodiment of a vehicle emergency charging system comprising an emergency charging vehicle 270 and charge receiver vehicle 100 is disclosed. The emergency charging vehicle 270 is a road vehicle, such as a pick-up truck, as shown in FIG. 7. The emergency charging vehicle 270 is configured to provide a charge to a charge receiver vehicle 100, such as an automobile. The emergency charging vehicle 270 comprises an energy source i.e. a charging power source 416 and a charge provider controller 522 in communication with the charging power source 416. The emergency charging vehicle 270 provides a towed and/or articulated charger plate 420, as connected to the emergency charging vehicle 270 by connector 850. The connector 850 may comprise a chain, rope, rigid or semi-rigid tow bar or any means to position charger plate 420 near the charging panel 508 of vehicle 100. Charge or power output of charging power source 416 is provided or transmitted to charger plate 420 by way of charging cable or wire 840. In one embodiment, the charging cable 840 is non-structural, that is, it provides little or no structural support to the connection between emergency charging vehicle 270 and charging panel 508. Charging panel 508 (of vehicle 100) receives power from charger plate 420. Charger plate 420 and charging panel 508 may be in direct physical contact or not in direct physical contact, but must be at or below a threshold separation distance to enable charging, such as by induction. Charger plate 420 may comprise wheels or rollers so as to roll along roadway surface. Charger plate 420 may also not contact the ground surface and instead be suspended above the ground; such a configuration may be termed a “flying” configuration. In the flying configuration, charger plate may form an aerodynamic surface to, for example, facilitate stability and control of the positioning of the charging plate 420. Energy transfer or charging from the charger plate 420 to the charge receiver panel 508 is through inductive charging (i.e. use of an EM field to transfer energy between two objects). The charging panel 508 provides received power to energy storage unit 512 directly or by way of charging panel controller 510. In one embodiment, the receipt and/or control of the energy provided via the charging panel 508 is provided by charging panel controller 510.\nCharging panel controller 510 may be located anywhere on charge receiver vehicle 100, to include, for example, the roof, side panel, trunk, hood, front or rear bumper and wheel hub of charge receiver 100 vehicle. In some embodiments, charging panel 508 may be deployable, i.e. may extend or deploy only when charging is needed. For example, charging panel 508 may typically stow flush with the lower plane of vehicle 100 and extend when required for charging. Similarly, charger plate 420 may, in one embodiment, not be connected to the lower rear of the emergency charging vehicle 270 by way of connector 850 and may instead be mounted on the emergency charging vehicle 270, to include, for example, the roof, side panel, trunk, hood, front or rear bumper and wheel hub of emergency charging vehicle 270. Connector 850 may be configured to maneuver connector plate 420 to any position on emergency charging vehicle 270 so as to enable charging. Control of the charging and/or positioning of the charging plate may be manual, automatic or semi-automatic; said control may be performed through a GUI engaged by driver or occupant of receiving vehicle and/or driver or occupant of charging vehicle.\nReferring now to FIG. 8, a plan view of a vehicle 100 will be described in accordance with embodiments of the present disclosure. As provided above, the vehicle 100 may comprise a number of electrical and/or mechanical systems, subsystems, etc. The mechanical systems of the vehicle 100 can include structural, power, safety, and communications subsystems, to name a few. While each subsystem may be described separately, it should be appreciated that the components of a particular subsystem may be shared between one or more other subsystems of the vehicle 100.\nThe structural subsystem includes the frame of the vehicle 100. The frame may comprise a separate frame and body construction (i.e., body-on-frame construction), a unitary frame and body construction (i.e., a unibody construction), or any other construction defining the structure of the vehicle 100. The frame may comprise one or more surfaces, connections, protrusions, cavities, mounting points, tabs, slots, or other features that are configured to receive other components that make up the vehicle 100. For example, the body panels, powertrain subsystem, controls systems, interior components, communications subsystem, power source, motors, engines, controllers, user interfaces, interiors exterior components, bumpers, sensors, etc., and safety subsystem may interconnect with, or attach to, the frame of the vehicle 100.\nThe power system of the vehicle 100 may include the powertrain, power distribution system, accessory power system, and/or any other components that store power, provide power, convert power, and/or distribute power to one or more portions of the vehicle 100. The powertrain may include the one or more electric motors 812 of the vehicle 100. The electric motors 812 are configured to convert electrical energy provided by a power source into mechanical energy. This mechanical energy may be in the form of a rotational or other output force that is configured to propel or otherwise provide a motive force for the vehicle 100.\nIn some embodiments, the vehicle 100 may include one or more drive wheels 820 that are driven by the one or more electric motors 812 and motor controllers 814. In some cases, the vehicle 100 may include an electric motor 812 configured to provide a driving force for each drive wheel 820. In other cases, a single electric motor 812 may be configured to share an output force between two or more drive wheels 1320 via one or more power transmission components. It is an aspect of the present disclosure that the powertrain includes one or more power transmission components, motor controllers 814, and/or power controllers that can provide a controlled output of power to one or more of the drive wheels 820 of the vehicle 100. The power transmission components, power controllers, or motor controllers 814 may be controlled by at least one other vehicle controller described herein.\nAs provided above, the powertrain of the vehicle 100 may include a power source 808 to provide drive power, system and/or subsystem power, accessory power, etc. While described herein as a single power source 808 for sake of clarity, embodiments of the present disclosure are not so limited. For example, it should be appreciated that independent, different, or separate power sources 808 may provide power to various systems of the vehicle 100. For instance, a drive power source may be configured to provide the power for the one or more electric motors 812 of the vehicle 100, while a system power source may be configured to provide the power for one or more other systems and/or subsystems of the vehicle 100. Other power sources may include an accessory power source, a backup power source, a critical system power source, and/or other separate power sources.\nWith reference to FIGS. 8 and 12, the power system of the vehicle 100 can include a thermal management system 840 to control a temperature of the energy storage unit 512. As will be appreciated, energy storage unit life is dependent on energy storage unit temperature. On the one hand, energy storage unit power decreases with decreasing temperature due to increasing battery pack resistance, and energy storage unit capacity decreases with decreasing temperature, and, on the other hand, energy storage unit overheating can decrease energy storage unit life or even cause energy storage unit failure, possibly resulting in an explosion or fire. Accordingly, operating the energy storage unit within a defined temperature range can prolong energy storage unit operating life, improve energy storage unit performance, and increase energy storage unit safety. The thermal management system 840 attempts to maintain the operation of the energy storage unit within the defined temperature range using a thermal management unit 1216 (which typically includes one or more heat exchangers to add heat to or remove heat from a thermal management fluid and a pressurizing source such as a fan or pump) and fluid recycle loop 1220 (for the thermal management fluid). Examples of thermal management systems 840 include one or more of ambient air flow through the energy storage unit cells, batteries, or modules, pressurized air flow through the energy storage unit cells, batteries, or modules using a fan, air flow through the energy storage unit cells, batteries, or modules using a vehicle heater or evaporator core, a pressurized liquid passed through a liquid/ambient air heat exchanger and thereafter passed through the energy storage unit cells, batteries or modules, and a pressurized liquid passed through one or more liquid/liquid heat exchangers and thereafter passed through the energy storage unit cells, batteries or modules. In the latter example, a liquid vehicle engine coolant is used in a first liquid/liquid heat exchanger or electric heater to heat the liquid passed through the energy storage unit cells, batteries or modules or an air conditioning refrigerant is used in a second liquid/liquid heat exchanger to cool the liquid passed through the energy storage unit cells batteries, or modules. A valve can direct the liquid through the first or second liquid/liquid heat exchanger depending on whether the energy storage unit temperature is to be increased or decreased.\nThe power source 808 may include a charge controller 824 that may be configured to determine charge levels of the power source 808, control a rate at which charge is drawn from the power source 808, control a rate at which charge is added to the power source 808, and/or monitor a health of the power source 808 (e.g., one or more cells, portions, etc.). As will be appreciated, charging rate should be controlled to avoid overheating the energy storage unit 512 and prolong the useful life of the energy storage unit 512. Chargers commonly provide a DC charging voltage from an AC source whether from a common socket outlet or a purpose built DC charging station. The charge controller 824 controls the charge and protects the battery pack from over-voltage, over-current and over-temperature. The power level in charging can be any of Level 1, Level 2, or Level 3.\nVehicle chargers are normally mounted inside the vehicle. This is because the vehicle may be used a long way from home, further than the range possible from a single battery pack charge. For this reason, the vehicles typically carry the charger with them on board the vehicle. Charging can be carried out at home from a standard domestic electricity socket outlet but the available power is very low and charging takes a long time, possibly ten hours or more depending on the size of the battery pack. Since charging is usually carried out overnight this is not necessarily a problem, but it could be if the vehicle is away from its home base. Such low power charging is normally used in an emergency and most vehicles are fitted with a higher power charging option which can be used in commercial locations or with a higher power domestic installation.\nIn some embodiments, the charge controller 824 or the power source 808 may include a communication interface. The communication interface can allow the charge controller 824 to report a state of the power source 808 to one or more other controllers of the vehicle 100 or even communicate with a communication device separate and/or apart from the vehicle 100. Additionally or alternatively, the communication interface may be configured to receive instructions (e.g., control instructions, charge instructions, communication instructions, etc.) from one or more other controllers of the vehicle 100 or a communication device that is separate and/or apart from the vehicle 100.\nThe powertrain includes one or more power distribution systems configured to transmit power from the power source 808 to one or more electric motors 812 in the vehicle 100. The power distribution system may include electrical interconnections 828 in the form of cables, wires, traces, wireless power transmission systems, etc., and/or combinations thereof. It is an aspect of the present disclosure that the vehicle 100 include one or more redundant electrical interconnections 832 of the power distribution system. The redundant electrical interconnections 832 can allow power to be distributed to one or more systems and/or subsystems of the vehicle 100 even in the event of a failure of an electrical interconnection portion of the vehicle 100 (e.g., due to an accident, mishap, tampering, or other harm to a particular electrical interconnection, etc.). In some embodiments, a user of a vehicle 100 may be alerted via a user interface associated with the vehicle 100 that a redundant electrical interconnection 832 is being used and/or damage has occurred to a particular area of the vehicle electrical system. In any event, the one or more redundant electrical interconnections 832 may be configured along completely different routes than the electrical interconnections 828 and/or include different modes of failure than the electrical interconnections 828 to, among other things, prevent a total interruption power distribution in the event of a failure.\nIn some embodiments, the power distribution system may include an energy recovery system 836. This energy recovery system 836, or kinetic energy recovery system, may be configured to recover energy produced by the movement of a vehicle 100. The recovered energy may be stored as electrical and/or mechanical energy. For instance, as a vehicle 100 travels or moves, a certain amount of energy is required to accelerate, maintain a speed, stop, or slow the vehicle 100. In any event, a moving vehicle has a certain amount of kinetic energy. When brakes are applied in a typical moving vehicle, most of the kinetic energy of the vehicle is lost as the generation of heat in the braking mechanism. In an energy recovery system 836, when a vehicle 100 brakes, at least a portion of the kinetic energy is converted into electrical and/or mechanical energy for storage. Mechanical energy may be stored as mechanical movement (e.g., in a flywheel, etc.) and electrical energy may be stored in batteries, capacitors, and/or some other electrical storage system. In some embodiments, electrical energy recovered may be stored in the power source 808. For example, the recovered electrical energy may be used to charge the power source 808 of the vehicle 100.\nThe vehicle 100 may include one or more safety systems. Vehicle safety systems can include a variety of mechanical and/or electrical components including, but in no way limited to, low impact or energy-absorbing bumpers, crumple zones, reinforced body panels, reinforced frame components, impact bars, power source containment zones, safety glass, seatbelts, supplemental restraint systems, air bags, escape hatches, removable access panels, impact sensors, accelerometers, vision systems, radar systems, etc., and/or the like. In some embodiments, the one or more of the safety components may include a safety sensor or group of safety sensors associated with the one or more of the safety components. For example, a crumple zone may include one or more strain gages, impact sensors, pressure transducers, etc. These sensors may be configured to detect or determine whether a portion of the vehicle 100 has been subjected to a particular force, deformation, or other impact. Once detected, the information collected by the sensors may be transmitted or sent to one or more of a controller of the vehicle 100 (e.g., a safety controller, vehicle controller, etc.) or a communication device associated with the vehicle 100 (e.g., across a communication network, etc.).\n FIG. 9 shows a plan view of the vehicle 100 in accordance with embodiments of the present disclosure. In particular, FIG. 9 shows a broken section 902 of a charging system for the vehicle 100. The charging system may include a plug or receptacle 904 configured to receive power from an external power source (e.g., a source of power that is external to and/or separate from the vehicle 100, etc.). An example of an external power source may include the standard industrial, commercial, or residential power that is provided across power lines. Another exa | Systems of an electrical vehicle and the operations thereof are provided that control an operating temperature of an on board battery pack using an external thermal management system. | US:15/408,079 | https://patentimages.storage.googleapis.com/bf/39/a9/8c8e9eb513ebeb/US10369898.pdf | US:10369898 | Austin L. Newman, Thomas P. Jensen | NIO USA Inc | US:5594315, US:5684380, US:6396241, US:20020094910:A1, US:20050142250:A1, US:20100089669:A1, US:9707823, US:8899492, US:20120241129:A1, US:20120247753:A1, US:8336319, US:20120009455:A1, US:20120316711:A1, US:20120043943:A1, US:20140292260:A1, US:8620506, US:20140012447:A1, US:9631872, US:20140370353:A1, US:20150054460:A1, US:20150135742:A1, US:20150306974:A1, US:20160013510:A1, US:9758012, US:20160226111:A1, US:20170015397:A1, US:20180034122:A1, US:20180048037:A1, US:20180048039:A1 | 2019-08-06 | 2019-08-06 | 1. A charging system, comprising:\na rechargeable electric vehicle comprising an interior and exterior, the interior comprising a rechargeable energy storage unit in electrical communication with one or more electric motors to propel the electric vehicle and a receptacle to receive electrical energy to recharge the energy storage unit, and a first thermal management unit to control an operating temperature of the energy storage unit;\nan external power source in electrical communication, by the receptacle, with the energy storage unit;\na second thermal management unit located outside the rechargeable electric vehicle exterior and in fluid communication with the energy storage unit; and\na microprocessor programmed, based on an energy storage unit-related parameter, to control an operating temperature of the energy storage unit by passing, via the second thermal management unit, a thermal management fluid through at least part of the first thermal management unit or a thermal management fluid recycle loop in fluid communication with the first thermal management unit, wherein the microprocessor is programmed to isolate the first thermal management unit from flow of the thermal management fluid by closing one or more valves in fluid communication with the recycle loop, and wherein, in a first operating mode, the thermal management fluid is cooled by the first but not the second thermal management unit and, in a different second operating mode, the thermal management fluid is cooled by the second but not the first thermal management unit.\n, a rechargeable electric vehicle comprising an interior and exterior, the interior comprising a rechargeable energy storage unit in electrical communication with one or more electric motors to propel the electric vehicle and a receptacle to receive electrical energy to recharge the energy storage unit, and a first thermal management unit to control an operating temperature of the energy storage unit;, an external power source in electrical communication, by the receptacle, with the energy storage unit;, a second thermal management unit located outside the rechargeable electric vehicle exterior and in fluid communication with the energy storage unit; and, a microprocessor programmed, based on an energy storage unit-related parameter, to control an operating temperature of the energy storage unit by passing, via the second thermal management unit, a thermal management fluid through at least part of the first thermal management unit or a thermal management fluid recycle loop in fluid communication with the first thermal management unit, wherein the microprocessor is programmed to isolate the first thermal management unit from flow of the thermal management fluid by closing one or more valves in fluid communication with the recycle loop, and wherein, in a first operating mode, the thermal management fluid is cooled by the first but not the second thermal management unit and, in a different second operating mode, the thermal management fluid is cooled by the second but not the first thermal management unit., 2. The charging system of claim 1, wherein the thermal management fluid is a gas or liquid, wherein the second thermal management unit decreases the operating temperature of the energy storage unit during charging by the external power source, wherein the energy storage unit is a battery pack, wherein the energy storage unit-related parameter is one or more of C- and E-rates for the battery pack, stored energy capacity or nominal capacity, energy or nominal energy (Wh for a specific C-rate), cycle life (number for a specific DOD), specific energy, specific power, energy density, power density, maximum continuous discharge current, maximum 30-second discharge pulse current, charge voltage, float voltage, (recommended) charge current, internal resistance, terminal voltage, winding temperature, battery pack voltage level, output electrical current, leakage current, internal battery pack temperature, depth-of-charge, state-of-charge, or state-of-health, and state-of-function, and wherein the thermal management fluid passes through a heat exchanger of the first thermal management unit., 3. The charging system of claim 1, wherein the second thermal management unit lowers, by heat transfer to the thermal management fluid, the operating temperature of the energy storage unit during charging, wherein the second thermal management unit comprises one or more of a direct, indirect, or multi-stage evaporative cooler, vapor-compression cycle refrigeration cycle device acoustic cooling device, magnetic cooling device, pulse type cooling device, Sterling cycle cooling device, thermoelectric cooling or thermionic cooling device, vortex tube cooling device, and water cycle cooling device, and wherein a heat exchange medium removes heat from the thermal management fluid via a heat exchanger., 4. The charging system of claim 1, wherein the thermal management fluid is a gas or liquid, wherein the second thermal management unit decreases the operating temperature of the energy storage unit during charging by the external power source, wherein the energy storage unit is a battery pack, wherein the energy storage unit-related parameter is one or more of C- and E-rates for the battery pack, stored energy capacity or nominal capacity, energy or nominal energy (Wh for a specific C-rate), cycle life (number for a specific DOD), specific energy, specific power, energy density, power density, maximum continuous discharge current, maximum 30-second discharge pulse current, charge voltage, float voltage, (recommended) charge current, internal resistance, terminal voltage, winding temperature, battery pack voltage level, output electrical current, leakage current, internal battery pack temperature, depth-of-charge, state-of-charge, or state-of-health, and state-of-function, and wherein the thermal management fluid passes through the recycle loop., 5. The charging system of claim 4, wherein the thermal management fluid is a liquid, the liquid comprising ethylene glycol., 6. The charging system of claim 4, wherein the thermal management fluid removes thermal energy from the energy storage unit and wherein the heated thermal management fluid has a first portion of the removed thermal energy removed by the second thermal management unit, and a second portion of the removed thermal energy removed by the first thermal management unit followed by recycle of the cooled thermal management fluid to the energy storage unit., 7. The charging system of claim 1, wherein the second thermal management unit removably attaches to and detaches from the at least part of the first thermal management unit or a thermal management fluid recycle loop and wherein the first or second thermal management unit comprises a mechanism to remove gas bubbles from the thermal management fluid introduced by attachment of the second thermal energy unit., 8. A method comprising:\nelectrically connecting an external power source to a rechargeable electric vehicle comprising an interior and exterior, the interior comprising a rechargeable energy storage unit in electrical communication with one or more electric motors to propel the electric vehicle and a receptacle to receive electrical energy to recharge the energy storage unit, and a first thermal management unit to control an operating temperature of the energy storage unit, wherein the external power source, after electrical connection, is in electrical communication, by the receptacle, with the energy storage unit; and\nduring charging of the energy storage unit by the external power source, passing, by a second thermal management unit located outside the rechargeable electric vehicle exterior and in fluid communication with the energy storage unit, a thermal management fluid through at least part of the energy storage unit to control the energy storage unit temperature, wherein the thermal management fluid passes through at least part of the first thermal management unit or a thermal management fluid recycle loop in fluid communication with the first thermal management unit;\nwherein a microprocessor isolates the first thermal management unit from flow of the thermal management fluid by closing one or more valves in fluid communication with the recycle loop, and wherein, in a first operating mode, the thermal management fluid is cooled by the first but not the second thermal management unit and, in a different second operating mode, the thermal management fluid is cooled by the second but not the first thermal management unit.\n, electrically connecting an external power source to a rechargeable electric vehicle comprising an interior and exterior, the interior comprising a rechargeable energy storage unit in electrical communication with one or more electric motors to propel the electric vehicle and a receptacle to receive electrical energy to recharge the energy storage unit, and a first thermal management unit to control an operating temperature of the energy storage unit, wherein the external power source, after electrical connection, is in electrical communication, by the receptacle, with the energy storage unit; and, during charging of the energy storage unit by the external power source, passing, by a second thermal management unit located outside the rechargeable electric vehicle exterior and in fluid communication with the energy storage unit, a thermal management fluid through at least part of the energy storage unit to control the energy storage unit temperature, wherein the thermal management fluid passes through at least part of the first thermal management unit or a thermal management fluid recycle loop in fluid communication with the first thermal management unit;, wherein a microprocessor isolates the first thermal management unit from flow of the thermal management fluid by closing one or more valves in fluid communication with the recycle loop, and wherein, in a first operating mode, the thermal management fluid is cooled by the first but not the second thermal management unit and, in a different second operating mode, the thermal management fluid is cooled by the second but not the first thermal management unit., 9. The method of claim 8, wherein the thermal management fluid is a gas or liquid, wherein the second thermal management unit decreases the operating temperature of the energy storage unit during charging by the external power source, wherein the energy storage unit is a battery pack, wherein the energy storage unit-related parameter is one or more of C- and E-rates for the battery pack, stored energy capacity or nominal capacity, energy or nominal energy (Wh for a specific C-rate), cycle life (number for a specific DOD), specific energy, specific power, energy density, power density, maximum continuous discharge current, maximum 30-second discharge pulse current, charge voltage, float voltage, (recommended) charge current, internal resistance, terminal voltage, winding temperature, battery pack voltage level, output electrical current, leakage current, internal battery pack temperature, depth-of-charge, state-of-charge, or state-of-health, and state-of-function, and wherein the thermal management fluid passes through a heat exchanger of the first thermal management unit., 10. The method of claim 8, wherein the second thermal management unit lowers, by heat transfer to the thermal management fluid, the operating temperature of the energy storage unit during charging, wherein the second thermal management unit comprises one or more of a direct, indirect, or multi-stage evaporative cooler, vapor-compression cycle refrigeration cycle device acoustic cooling device, magnetic cooling device, pulse type cooling device, Sterling cycle cooling device, thermoelectric cooling or thermionic cooling device, vortex tube cooling device, and water cycle cooling device, and wherein a heat exchange medium removes heat from the thermal management fluid via a heat exchanger., 11. The method of claim 8, wherein the thermal management fluid is a gas or liquid, wherein the second thermal management unit decreases the operating temperature of the energy storage unit during charging by the external power source, wherein the energy storage unit is a battery pack, wherein the energy storage unit-related parameter is one or more of C- and E-rates for the battery pack, stored energy capacity or nominal capacity, energy or nominal energy (Wh for a specific C-rate), cycle life (number for a specific DOD), specific energy, specific power, energy density, power density, maximum continuous discharge current, maximum 30-second discharge pulse current, charge voltage, float voltage, (recommended) charge current, internal resistance, terminal voltage, winding temperature, battery pack voltage level, output electrical current, leakage current, internal battery pack temperature, depth-of-charge, state-of-charge, or state-of-health, and state-of-function, and wherein the thermal management fluid passes through the recycle loop., 12. The method of claim 11, wherein the thermal management fluid is a liquid, the liquid comprising ethylene glycol., 13. The method of claim 11, wherein the thermal management fluid removes thermal energy from the energy storage unit and wherein the heated thermal management fluid has a first portion of the removed thermal energy removed by the second thermal management unit, and a second portion of the removed thermal energy removed by the first thermal management unit followed by recycle of the cooled thermal management fluid to the energy storage unit., 14. The method of claim 8, wherein the second thermal management unit removably attaches to and detaches from the at least part of the first thermal management unit or a thermal management fluid recycle loop and wherein the first or second thermal management unit comprises a mechanism to remove gas bubbles from the thermal management fluid introduced by attachment of the second thermal energy unit. | US | United States | Active | B60L11/1874 | True |
| 304 | 带有具有多极高压接触器的电池系统的电传动系 \n | CN114312731A | NaN | 电池系统包括高压开关，所述高压开关包括多极接触器。多个电池组可经由开关以串联或并联配置被连接。接触器包括由相应的电路间隙分开的第一对电端子和第二对电端子，其中相应的接触器臂同时闭合或打开间隙。由间隙和臂形成的内部开关始终具有相同的ON/OFF状态，其对应于电路间隙都闭合或都打开。两个接触器可以分别用于将电池组连接到DC快速充电站以及将电池组的电极端子连接到母线。电传动系系统包括电池系统和包括旋转电机的电负载，该电负载连接到功率逆变器和机械负载。 | CN:202110512602.5A | https://patentimages.storage.googleapis.com/e3/3e/70/3c08c8a5f45358/CN114312731A.pdf | NaN | R·J·海德尔, C·施劳皮茨 | GM Global Technology Operations LLC | JP:2008131830:A, CN:105246734:A, US:20190225095:A1, CN:110271451:A, US:20200070667:A1 | Not available | 2022-11-29 | 1.一种用于为负载供电的电池系统，所述电池系统包括：, 一组高压开关，包括多极接触器；, 第一电池组；以及, 第二电池组，其中所述第一电池组和所述第二电池组经由该组高压开关的操作以串联配置(S配置)或并联配置(P配置)选择性地可连接到所述负载，并且其中所述多极接触器包括由第一电路间隙分开的第一对电端子、被配置成闭合或打开所述第一电路间隙的第一接触器臂、由第二电路间隙分开的第二对电端子、以及被配置成闭合或打开所述第二电路间隙的第二接触器臂，其中所述多极接触器的ON/导通状态和OFF/非导通状态分别对应于所述第一电路间隙和所述第二电路间隙两者被闭合或打开。, 2.根据权利要求1所述的电池系统，还包括DC充电耦合器，所述DC充电耦合器被配置为将所述电池系统连接到DC快速充电(DCFC)站，其中，所述第一电池组和所述第二电池组各自包括相应的负电极端子和相应的正电极端子，并且其中，所述多极接触器连接到所述DC充电耦合器、所述第一电池组的所述正电极端子和所述第二电池组的所述负电极端子。, 3.根据权利要求2所述的电池系统，其中所述电池系统被配置成与具有负总线轨的DC电压总线一起使用，并且多极接触器是第一多极接触器，所述电池系统还包括第二多极接触器，所述第二多极接触器分别连接到所述第一电池组和所述第二电池组的所述负电极端子，并且能够选择性地连接到所述DC电压总线的所述负总线轨以及从所述DC电压总线的所述负总线轨断开。, 4.根据权利要求3所述的电池系统，其中，包括所述第一多极接触器和所述第二多极接触器的所述电池系统具有总共八个所述高压开关。, 5.根据权利要求1所述的电池系统，还包括控制器，所述控制器耦合到所述高压开关并且被配置为向所述高压开关传输模式选择信号，其中，所述模式选择信号选择性地控制所述高压开关中的每个的相应的ON/OFF状态，从而将所述电池系统从所述S配置转换到所述P配置，并且反之亦然。, 6.根据权利要求1所述的电池系统，其中，对于所述第一电池组和所述第二电池组中的每个相应的电池组，该组高压开关包括相应的预充电开关和与所述预充电开关并联的两位置/两状态开关。, 7.根据权利要求1所述的电池系统，其中所述第一电池组和所述第二电池组中的每个具有至少400V的相应电压容量，使得所述电池系统在处于所述S配置时具有至少800V的总电压容量。, 8.根据权利要求1所述的电池系统，其中所述负载包括功率逆变器模块(PIM)和连接到所述PIM的旋转电机。, 9.一种电传动系系统，包括：, 机械负载；, 电负载，包括功率逆变器模块(PIM)和旋转电机，其中所述旋转电机连接到所述PIM并且耦合到所述机械负载；, 控制器；以及, 电池系统，所述电池系统与所述控制器通信并且被配置为向所述电负载供电，所述电池系统包括：, 一组高压开关，包括至少一个多极接触器，该组高压开关响应于来自控制器的切换控制信号；, 第一电池组；以及, 第二电池组，其中所述第一电池组和所述第二电池组经由该组高压开关的操作以串联配置(S配置)或并联配置(P配置)选择性地可连接到所述负载，并且其中所述多极接触器包括由第一电路间隙分开的第一对电端子、被配置成闭合或打开所述第一电路间隙的第一接触器臂、由第二电路间隙分开的第二对电端子、以及被配置成闭合或打开所述第二电路间隙的第二接触器臂，其中所述多极接触器的ON/导通状态和OFF/非导通状态分别对应于所述第一电路间隙和所述第二电路间隙两者被闭合或打开。, 10.根据权利要求9所述的电传动系系统，还包括DC充电耦合器，所述DC充电耦合器被配置为将所述电池系统连接到DC快速充电(DCFC)站，其中，所述第一电池组和所述第二电池组各自包括相应的负电极端子和相应的正电极端子，并且其中，所述多极接触器连接到所述DC充电耦合器、所述第一电池组的所述正电极端子和所述第二电池组的所述负电极端子。 | CN | China | Pending | B | True |
| 305 | 車載用電池システム \n | JP2014089850A | NaN | 【課題】鉛蓄電池とこれに併設された蓄電部とを有する車載用電池システムにおいて、蓄電部を鉛蓄電池から引き離す際に取り扱いを容易にする。 【解決手段】ある態様の車載用電池システム１００は第１の蓄電モジュール１０およびこれと隣接する第２の蓄電モジュール２０を有する。第１の蓄電モジュール１０は鉛蓄電池とこれを収容する第１の筐体１４を有する。また、第２の蓄電モジュール２０は鉛蓄電池よりエネルギ密度が高い蓄電部とこれを収容する第２の筐体２４を有する。第２の筐体２４を第１の筐体１４に併設して設置した場合に、スプリング９８がピン９７を外部端子９６に付勢することにより、ピン９７が外部端子９６に接触し、接触端子９５と外部端子９６とが電気的に接続される。第２の筐体２４を第１の筐体１４から取り外すと、ピン９７が外部端子９６に接触しなくなり、接触端子９５と外部端子９６との電気的な接続が遮断される。 【選択図】図４ | JP:2012238296A | https://patentimages.storage.googleapis.com/a1/94/fc/005f0312c9f1fd/JP2014089850A.pdf | NaN | Nobuyuki Osumi, 信幸 大隅, Hideki Sakata, 英樹 坂田, Kaoru Nakajima, 薫 中島, Akinobu Tsunesada, 昭伸 常定 | Sanyo Electric Co Ltd | NaN | Not available | 2020-03-04 | \n 鉛蓄電池および前記鉛蓄電池を収容する第１の筐体を含む第１の蓄電モジュールと、\n 前記第１の蓄電モジュールに隣接して配置され、前記鉛蓄電池よりエネルギ密度が高い蓄電部および前記蓄電部を収容する第２の筐体を含む第２の蓄電モジュールと、\n 前記第２の筐体に面する前記第１の筐体の主表面に設けられ、前記鉛蓄電池に電気的に接続される第１の端子と、\n 前記第１の筐体に面する前記第２の筐体の主表面に設けられ、前記蓄電部に電気的に接続される第２の端子と、\n を備え、\n 前記第２の筐体を前記第１の筐体に併設したときに、前記第１の端子と前記第２の端子とが電気的に接続し、前記第２の筐体を前記第１の筐体から離したときに、前記第１の端子と前記第２の端子との電気的な接続が遮断されることを特徴とする車載用電池システム。\n, \n 前記第１の端子、前記第２の端子のいずれか一方の端子が、他方の端子と接触するピンと、前記ピンを付勢するスプリングとを含む請求項１に記載の車載用電池システム。\n, \n 前記第１の筐体と前記第２の筐体を固定し、前記スプリングを付勢する方向に拘束する拘束部材を備えることを特徴とする請求項２記載の車載用電池システム。\n, \n 前記鉛蓄電池は、車両の電気負荷に接続される出力端子を前記第１の筐体の上面に有し、\n 前記蓄電部は、前記鉛電池の出力端子を介して、車両の電気負荷に接続されることを特徴とする請求項１乃至請求項３のいずれか１項に記載の車載用電池システム。\n | JP | Japan | Pending | Y | True |
| 306 | 전기자동차용 전지 충전 시스템 \n | WO2011019133A3 | NaN | 하이브리드 전기자동차에서 배터리 충전상태량(SOC[%](State of Charge))의 설정값을 최적화하여 하이브리드 전기자동차의 에너지 소비효율 및 배터리의 수명을 연장할 수 있는 전기자동차용 전지 충전 시스템에 관한 것으로, 동력을 발생시키는 엔진, 상기 엔진으로부터 전기를 생성하는 발전기, 전기모터, 상기 전기모터를 구동하고, 배터리, 울트라캡(Ultra Capacitor), 연료전지, 배터리와 울트라캡의 조합 중의 어느 하나로 이루어진 전기 에너지 저장장치, 상기 엔진, 전기 모터, 발전기 또는 전기 에너지 저장장치의 작동을 제어하는 제어 유닛 및 전자지도를 내장하고, 위치정보시스템(GPS)에서 공급하는 정보를 수신하여 표시하는 내비게이션을 포함하고, 상기 제어유닛은 상기 전기 에너지 저장장치의 현재 상태를 모니터링하는 BMS(Battery Management System)을 포함하고, 상기 내비게이션은 전자지도의 도로 및 교통정보와 제어 유닛으로부터 상기 전기자동차의 가속, 감속, 제동, 조향 및 하중의 정보를 함수 인자로 이용하여 상기 전기 에너지 저장장치의 충전율을 결정하는 충전율 관리장치를 포함하는 구성을 마련한다. 이와 같은 전기자동차용 전지 충전 시스템을 이용하는 것에 의해, 차량의 종류에 관계없이 장착하여 배터리의 수명을 연장시키고, 에너지의 소비량을 감소시킬 수 있고, 전기자동차의 설계시 배터리의 용량 및 엔진의 용량 등을 줄이고 최적화함으로서, 제작비용을 절감할 수 있다는 효과가 얻어진다. | PC:T/KR2010/003229 | https://patentimages.storage.googleapis.com/11/42/96/c2310575eb97b2/WO2011019133A3.pdf | NaN | 정연종 | Chung Yon Jong | JP:2002354612:A, KR:20030020982:A, KR:100862473:B1, KR:100896216:B1 | Not available | 2011-04-07 | NaN | WO | WIPO (PCT) | NaN | B | True |
| 307 | 转接器及具备转接器的车辆、以及车辆的控制方法 \n | CN103370838B | 技术领域本发明涉及一种转接器及具备转接器的车辆、以及车辆的控制方法，更具体而言，涉及将由车辆产生的电力供给至外部的电气设备的技术。背景技术近几年，作为注重环保的车辆，集中为搭载蓄电装置（例如二次电池或电容器等）并使用由储存于蓄电装置的电力产生的驱动力进行行驶的车辆。这种车辆中包括例如电动汽车、混合动力汽车、燃料电池车等。而且，提出了利用发电效率高的商用电源对搭载于这些车辆的蓄电装置进行充电的技术。已知在混合动力车中也有与电动汽车一样，能够由车辆外部的电源（以下简称为“外部电源”。）对车载的蓄电装置进行充电（以下简称为“外部充电”。）的车辆。例如，已知通过用充电电缆将设置于房屋的插座和设置于车辆的充电口连接而能够由一般家庭的电源对蓄电装置进行充电的所谓“插入式混合动力车”。由此，有希望提高混合动力汽车的燃料消耗效率。在日本特开2010-165596号公报（专利文献1）中，公开了在上述那种能够进行外部充电的车辆中，能够容易地将充电连接器的连接器插入车辆的充电口（以下称为“入口”。）的技术。现有技术文献专利文献专利文献1：日本特开2010-165596号公报专利文献2：日本特开2009-278776号公报专利文献3：国际公开第2010/097922号小册子发明内容发明要解决的问题在这种能够进行外部充电的车辆中，研究了如下设想：如在智能电网等中看到的那样，考虑将车辆作为电力供给源，由车辆对车辆外部的一般的电气设备供给电力。并且，有时将车辆作为在野营或户外的作业等中使用电气设备时的电源使用。通常，进行外部充电时所使用的充电电缆的连接器的形状、以及连接该连接器的车辆侧的入口的形状如日本特开2010-165596号公报（专利文献1）所记载的例那样，与一般的电气设备中的电源插头的形状不同。因此，无法将电气设备的电源插头直接连接于入口的情况较多。本发明是为了解决这种课题而完成的，其目的是提供一种在从能够进行外部充电的车辆向车辆外部的电气设备供给电力时使用的、用于将电气设备的电源插头连接于车辆的入口用的转换转接器。用于解决问题的手段本发明的转接器连接于能够进行外部充电的车辆，用于将来自搭载于车辆的电力产生装置的电力供给至车辆外部的电气设备，外部充电是指使用经由充电电缆从外部电源供给的电力对搭载的蓄电装置进行充电。转接器具备：第一连接部，具有与连接充电电缆的入口的形状对应的形状，能够连接于入口；及第二连接部，与第一连接部电连接，并且具有与电气设备的电源插头的形状对应的形状，能够连接电源插头。优选的是，车辆包括：电力转换装置，用于转换来自电力产生装置的电力并向入口供给；及第一控制装置，用于控制电力转换装置。转接器还具备第二控制装置，该第二控制装置构成为能够向第一控制装置输出信号。第一连接部连接于入口而使第二控制装置向第一控制装置输出指示向电气设备供电的信号，从而使第一控制装置控制电力转换装置而将来自电力产生装置的电力向电气设备供给。优选的是，指示供电的信号利用传送导频信号的路径来输出，导频信号用于从充电电缆向第一控制装置传递关于充电电缆的电流容量的信息。优选的是，指示供电的信号使用与外部充电时所使用的导频信号的频率不同的频率来输出。优选的是，指示供电的信号使用与外部充电时所使用的导频信号的电位不同的电位来输出。优选的是，指示供电的信号利用传递表示充电电缆的连接器已连接于入口的连接信号的路径来输出。优选的是，指示供电的信号使用与外部充电时所使用的连接信号的电位不同的电位来输出。优选的是，指示供电的信号从第二控制装置向第一控制装置的传递使用有线通信及无线通信中的至少任一方来进行。优选的是，第一连接部及第二连接部以一体结构形成。优选的是，第一连接部及第二连接部分别作为单独的部件形成，使用电力传递介质互相连接。本发明的车辆能够使用经由充电电缆从外部电源供给的电力对搭载的蓄电装置进行充电，并能够通过连接转接器而向外部的电气设备供电。车辆具备：电力产生装置；入口，用于在外部充电时连接充电电缆；电力转换装置，用于转换来自电力产生装置的电力并向入口供给；及第一控制装置，用于控制电力转换装置。转接器包括：第一连接部，能够连接于入口；第二连接部，能够供电气设备的电源插头连接；及第二控制装置，构成为能够向第一控制装置输出信号。第一控制装置响应于从第二控制装置输出的、指示向电气设备供电的信号，使第一控制装置控制电力转换装置，从而将来自电力产生装置的电力向连接于第二连接部的电气设备供给。优选的是，电力产生装置包括用于供给为了产生车辆的驱动力而使用的电力的蓄电装置。优选的是，电力产生装置包括：内燃机；及旋转电机，构成为通过由内燃机驱动而进行发电。而且，由旋转电机产生的发电电力经由转接器供给至电气设备。本发明的方法，在能够进行外部充电的车辆中，将来自搭载于车辆的电力产生装置的电力经由转接器供给至车辆外部的电气设备，外部充电是指使用经由充电电缆从外部电源供给的电力对搭载的蓄电装置进行充电。车辆包括：入口，用于在外部充电时连接充电电缆；及电力转换装置，用于转换来自电力产生装置的电力并向入口供给。转接器包括：第一连接部，具有与入口的形状对应的形状，能够连接于入口；及第二连接部，与第一连接部电连接，并且具有与电气设备的电源插头的形状对应的形状，能够连接电源插头。方法具备：将第一连接部连接于入口的步骤；将电源插头连接于第二连接部的步骤；接收从转接器输出的、指示向电气设备供电的信号的步骤；及响应于指示供电的信号，控制电力转换装置，从而将来自电力产生装置的电力向电气设备供给的步骤。发明效果根据本发明，通过使用入口用的转换转接器，能够将车辆外部的电气设备的电源插头直接连接于车辆，将来自车辆的电力供给至电气设备。附图说明图1是按照本实施方式的车辆的充电系统的整体框图。图2是图1的充电机构的详图的一例。图3是进行外部充电时的、用于说明充电控制的时间图。图4是用于说明本实施方式的概要的简图。图5是按照本实施方式的转接器的简图。图6是按照本实施方式的转接器的其他例的简图。图7是车辆的入口的简图。图8是使用按照实施方式1的转接器进行供电时的电路的详图。图9是用于说明实施方式1中的供电控制的时间图。图10是用于说明实施方式1中的供电控制处理的流程图。图11是用于说明实施方式1的变形例中的供电控制的时间图。图12是用于说明实施方式1的变形例中的供电控制处理的流程图。图13是使用按照实施方式2的转接器进行供电时的电路的详图。图14是使用按照实施方式3的转接器进行供电时的电路的详图。具体实施方式以下，参照附图并详细说明本发明的实施方式。此外，对于图中相同或相当部分，标以同一标号而不重复其说明。[充电系统的说明]图1是按照实施方式1的车辆10的充电系统的简图。在图1中，说明使用来自外部电源402的电力对搭载于车辆10的蓄电装置150进行充电的情况。此外，车辆10只要能够通过来自可由外部电源进行充电的蓄电装置的电力而进行行驶即可，其结构没有特别限定。车辆10包括例如混合动力汽车、电动汽车及燃料电池汽车等。另外，只要是搭载有可充电的蓄电装置的车辆即可，例如也能够适用于通过内燃机而进行行驶的车辆。参照图1，车辆10具备入口270、电力转换装置160、继电器155、蓄电装置150、驱动部20、车辆ECU（ElectronicControlUnit：电子控制单元）170、电压传感器182。驱动部20包括电动机驱动装置180、电动发电机（以下称为“MG（MotorGenerator）”。）120、驱动轮130、发动机140、动力分配机构145。在入口270连接充电电缆300所具备的连接器310。电力转换装置160通过电力线ACL1、ACL2与入口270连接。而且，电力转换装置160经由继电器155与蓄电装置150连接。而且，电力转换装置160基于来自车辆ECU170的控制信号PWE将从车辆的外部电源402供给的交流电力转换成可供蓄电装置150充电的直流电力并供给至蓄电装置150。蓄电装置150是构成为能够充放电的电力储存元件。蓄电装置150例如包括锂离子电池、镍氢电池或铅蓄电池等二次电池、双电荷层电容器等蓄电元件而构成。蓄电装置150储存从电力转换装置160供给的直流电力。蓄电装置150连接于驱动MG120的电动机驱动装置180，并供给用于使车辆行驶的驱动力的产生所使用的直流电力。并且，蓄电装置150储存由MG120发电的电力。另外，虽然全都没有图示，但蓄电装置150还包括用于检测蓄电装置150的电压的电压传感器、及用于检测在蓄电装置150输入/输出的电流的电流传感器，将由这些传感器检测出的电压、电流的检测值向车辆ECU170输出。电动机驱动装置180连接于蓄电装置150及MG120。而且，电动机驱动装置180由车辆ECU170控制，将从蓄电装置150供给的电力转换成用于驱动MG120的电力。电动机驱动装置180例如包括三相逆变器而构成。MG120连接于电动机驱动装置180，且经由动力分配机构145连接于驱动轮130。MG120接受从电动机驱动装置180供给的电力而产生用于使车辆10行驶的驱动力。另外，MG120接受来自驱动轮130的旋转力而产生交流电力，并且根据来自车辆ECU170的再生转矩指令来产生再生制动力。MG120例如包括三相交流电动发电机而构成，该三相交流电动发电机具备埋设有永久磁铁的转子和具有Y型连接的三相线圈的定子。MG120也经由动力分配机构145与发动机140连接。由车辆ECU170执行控制以使发动机及MG120的驱动力成为最佳的比率。另外，MG120也能够通过由发动机140驱动而作为发电机动作。由MG120产生的发电电力储存于蓄电装置150。或者，由MG120产生的发电电力能够如后述那样通过入口270而供给至车辆外部的电气设备。电压传感器182连接于电力线ACL1和ACL2之间，检测从外部电源402供给的电力的电压。而且，电压传感器182将该电压的检测值VAC输出至车辆ECU170。继电器155插入设置在将电力转换装置160和蓄电装置150连结的路径上。继电器155由来自车辆ECU170的控制信号SE控制，切换电力转换装置160与蓄电装置150之间的电力的供给和切断。此外，在本实施方式中，形成了单独地设置继电器155的结构，但也可以形成为继电器155包含于蓄电装置150或电力转换装置160的内部的结构。虽然在图1中全都没有图示，但车辆ECU170包括CPU（CentralProcessingUnit：中央处理器）、存储装置及输入输出缓存器，进行来自各传感器等的信号的接收和向各设备的控制指令的输出，并且进行车辆10及各设备的控制。此外，对于这些控制，并不限定于由软件进行处理，也能够用专用的硬件（电子电路）组建并进行处理。车辆ECU170从充电电缆300经由入口270而接收连接信号CNCT及导频信号CPLT。并且，车辆ECU170接收来自电压传感器182的受电电力的电压检测值VAC。车辆ECU170接受有关电流、电压、温度的检测值从在蓄电装置150内设置的传感器（未图示）的输入，并进行表示蓄电装置150的充电状态的状态量（以下称为“SOC（StateofCharge：充电状态）”）的计算。而且，为了对蓄电装置150进行充电，车辆ECU170基于这些信息来控制电力转换装置160及继电器155等。充电电缆300具备：连接器310，设置于车辆侧的端部；插头320，设置于外部电源侧的端部；充电电路切断装置（以下称为“CCID（ChargingCircuitInterruptDevice）”）330；及电线部340，将各个设备之间连接并输入/输出电力及控制信号。电线部340包括将插头320和CCID330之间连接的电线部340A、及将连接器310和CCID330之间连接的电线部340B。并且，电线部340包括用于传递来自外部电源402的电力的电力线341。充电电缆300通过充电电缆300的插头320与外部电源402（例如商用电源）的插座400连接。并且，将设置于车辆10的车身的入口270和充电电缆300的连接器310连接，从而将来自车辆的外部电源402的电力向车辆10传递。充电电缆300能够相对于外部电源402及车辆10装卸。在连接器310的内部设置对连接器310的连接进行检测的连接检测电路312，从而检测入口270与连接器310的连接状态。连接检测电路312将表示连接状态的连接信号CNCT经由入口270向车辆10的车辆ECU170输出。对于连接检测电路312，可以形成为如图1所示的限位开关的结构，在将连接器310连接于入口270时，使连接信号CNCT的电位成为接地电位（0V）。或者，可以形成使连接检测电路312为具有规定的电阻值的电阻器（未图示）的结构，在连接时使连接信号CNCT的电位降低至规定的电位。在任何情况下，车辆ECU170都通过检测连接信号CNCT的电位而对连接器310连接于入口270的情况进行检测。CCID330包括CCID继电器332和控制导频电路334。CCID继电器332插入设置于充电电缆300内的电力线341。CCID继电器332由控制导频电路334控制。而且，开放CCID继电器332时，在充电电缆300内电路被切断。另一方面，闭合CCID继电器332时，从外部电源402向车辆10供给电力。控制导频电路334经由连接器310及入口270向车辆ECU170输出导频信号CPLT。该导频信号CPLT是用于从控制导频电路334向车辆ECU170通知充电电缆300的额定电流的信号。另外，导频信号CPLT也作为基于由车辆ECU170操作的导频信号CPLT的电位，由车辆ECU170远程操作CCID继电器332用的信号而使用。而且，控制导频电路334基于导频信号CPLT的电位变化对CCID继电器332进行控制。上述的导频信号CPLT及连接信号CNCT、以及入口270及连接器310的形状、端子配置等结构在例如美国的SAE（SocietyofAutomotiveEngineers：美国汽车工程师协会）或日本电动车辆协会等中标准化。图2是用于更详细地说明图1所示的充电电路的图。此外，不重复关于图2中标注了与图1相同的参照标号的重复的元件的说明。参照图2，CCID330除了包括CCID继电器332及控制导频电路334以外，还包括电磁线圈606、漏电检测器608、CCID控制部610、电压传感器650、电流传感器660。另外，控制导频电路334包括振荡装置602、电阻R20、电压传感器604。虽然均未图示，但CCID控制部610包括CPU、存储装置、输入输出缓存器，进行各传感器及控制导频电路334的信号的输入/输出，并且控制充电电缆300的充电动作。振荡装置602在由电压传感器604检测出的导频信号CPLT的电位为规定的电位（例如12V）时输出非振荡的信号，在导频信号CPLT的电位从上述的规定的电位降低时（例如9V），由CCID控制部610控制而输出以规定的频率（例如1kHz）及占空比振荡的信号。此外，导频信号CPLT的电位如在图3中后述的那样由车辆ECU170操作。另外，占空比基于能够从外部电源402经由充电电缆300向车辆10供给的额定电流而设定。导频信号CPLT在如上述那样导频信号CPLT的电位从规定的电位降低时以规定的周期振荡。在此，基于能够从外部电源402经由充电电缆300向车辆10供给的额定电流来设定导频信号CPLT的脉冲宽度。即，根据由脉冲宽度相对于该振荡周期的比表示的占空比，使用导频信号CPLT从控制导频电路334向车辆10的车辆ECU170通知额定电流。此外，额定电流按照充电电缆决定，若充电电缆300的种类不同则额定电流也不同。因此，每种充电电缆300的导频信号CPLT的占空比也不同。车辆ECU170能够基于经由控制导频线L1接收的导频信号CPLT的占空比，检测能够经由充电电缆300向车辆10供给的额定电流。在由车辆ECU170进一步降低导频信号CPLT的电位时（例如6V），控制导频电路334向电磁线圈606供给电流。电磁线圈606在从控制导频电路334供给电流时产生电磁力，闭合CCID继电器332的触点而形成导通状态。漏电检测器608在CCID330内部设置于充电电缆300的电力线341的中途，检测有无漏电。具体而言，漏电检测器608检测在成对的电力线341中沿互相相反方向流动的电流的平衡状态，在该平衡状态打破时检测到漏电的发生。此外，虽然没有特别图示，但在由漏电检测器608检测到漏电时，切断向电磁线圈606的供电，开放CCID继电器332的触点而成为非导通状态。电压传感器650在充电电缆300的插头320插入插座400时检测从外部电源402传递的电源电压，并将该检测值通知到CCID控制部610。并且，电流传感器660检测在电力线341中流动的充电电流，并将该检测值通知到CCID控制部610。包含在连接器310内的连接检测电路312如上述那样例如为限位开关，在连接器310连接于入口270的状态下触点闭合，在连接器310从入口270分开的状态下触点开放。在连接器310从入口270分开的状态下，根据车辆ECU170中包含的电源节点511的电压及上拉电阻R10而确定的电压信号作为连接信号CNCT在连接信号线L3产生。并且，在连接器310连接于入口270的状态下，由于连接信号线L3与接地线L2短路，所以连接信号线L3的电位成为接地电位（0V）。此外，连接检测电路312也能够为电阻器（未图示）。在该情况下，在连接器310连接于入口270的状态下，根据电源节点511的电压及上拉电阻R10、以及该电阻器而确定的电压信号在连接信号线L3产生。不论在连接检测电路312如上述那样为限位开关、电阻器中的哪一种的情况下，在连接器310连接于入口270时和在连接器310从入口270分开时，在连接信号线L3产生的电位（即，连接信号CNCT的电位）都发生变化。因此，通过检测连接信号线L3的电位，车辆ECU170能够检测连接器310的连接状态。在车辆10中，车辆ECU170除了包括上述的电源节点511及上拉电阻R10以外，还包括电阻电路502、输入缓存器504、506、CPU508。电阻电路502包括下拉电阻R1、R2、开关SW1、SW2。下拉电阻R1及开关SW1串联连接在传递导频信号CPLT的控制导频线L1和车辆地线512之间。下拉电阻R2及开关SW2也串联连接在控制导频线L1和车辆地线512之间。而且，开关SW1、SW2分别按照来自CPU508的控制信号S1、S2而被控制成导通或非导通。该电阻电路502是用于从车辆10侧对导频信号CPLT的电位进行操作的电路。输入缓存器504接收控制导频线L1的导频信号CPLT，并将该接收的导频信号CPLT向CPU508输出。输入缓存器506从与连接器310的连接检测电路312连接的连接信号线L3接收连接信号CNCT，并将该接收的连接信号CNCT向CPU508输出。此外，在连接信号线L3上如在上述说明的那样由车辆ECU170施加电压，通过连接器310向入口270的连接，连接信号CNCT的电位发生变化。CPU508通过检测该连接信号CNCT的电位而检测出连接器310的连接状态。CPU508从输入缓存器504、506分别接收导频信号CPLT及连接信号CNCT。CPU508检测连接信号CNCT的电位，从而检测出连接器310的连接状态。并且，CPU508通过检测导频信号CPLT的振荡状态及占空比而如上述那样检测出充电电缆300的额定电流。而且，CPU508基于连接信号CNCT的电位及导频信号CPLT的振荡状态对开关SW1、SW2的控制信号S1、S2进行控制，从而操作导频信号CPLT的电位。由此，CPU508能够远程操作CCID继电器332。而且，进行电力经由充电电缆300从外部电源402向车辆10的传递。参照图1及图2，CCID继电器332的触点闭合时，向电力转换装置160供给来自外部电源402的交流电力，完成从外部电源402向蓄电装置150的充电准备。CPU508通过对电力转换装置160输出控制信号PWE而将来自外部电源402的交流电力转换成可供蓄电装置150充电的直流电力。然后，CPU508输出控制信号SE而闭合继电器155的触点，从而执行向蓄电装置150的充电。图3是用于说明图2的充电系统中的充电控制的时间图。图3的横轴上表示了时间，纵轴上表示了插头320的连接状态、导频信号CPLT的电位、连接信号CNCT的电位、开关SW1、SW2的状态、CCID继电器332的状态、及充电处理的执行状态。参照图2及图3，到达时刻t10之前，充电电缆300为没有连接于车辆10及外部电源402中的任何一个的状态。在该状态下，开关SW1、SW2及CCID继电器332为断开的状态，导频信号CPLT的电位为0V。另外，连接信号CNCT的电位为V11（＞0V）。在时刻t10，充电电缆300的插头320连接于外部电源402的插座400时，接受来自外部电源402的电力而控制导频电路334产生导频信号CPLT。此外，在该时刻t10，充电电缆300的连接器310没有连接于入口270。并且，导频信号CPLT的电位为V1（例如12V），导频信号CPLT为非振荡状态。在时刻t11，连接器310连接于入口270时，通过连接检测电路312，连接信号CNCT的电位降低。而且，CPU508通过检测连接信号CNCT的电位降低的情况而检测连接器310与入口270的连接。对应于此，由CPU508使控制信号S1活性化而使开关SW1接通。于是，因电阻电路502的下拉电阻R1而导频信号CPLT的电位降低至V2（例如9V）。在时刻t12，由CCID控制部610检测出导频信号CPLT的电位降低至V2。对应于此，CCID控制部610使导频信号CPLT以振荡周期TChr（=1/FChr）振荡。此外，FChr表示振荡频率。CPU508检测出导频信号CPLT振荡时，如上述那样根据导频信号CPLT的占空比，检测充电电缆300的额定电流。 | 以往的车辆的充电口（入口）的形状与一般的电气设备中的电源插头的形状不同，因此存在无法将该电源插头直接连接于入口的问题。本发明的转接器（800）具备：第一连接部（801），具有与入口（270）的形状对应的形状；及第二连接部（805），具有与车辆外部的电气设备（700）的电源插头的形状对应的形状。而且，转接器（800）具备第二控制装置（850），该第二控制装置（850）能够向车辆的第一控制装置（170）输出信号。在第一连接部（801）连接于入口（270）时，第二控制装置（850）向第一控制装置（170）输出指示供电的信号，使第一控制装置（170）控制车辆的电力转换装置（160）而将来自电力转换装置（160）的电力向电气设备（700）供给。由此，能够将电气设备（700）的电源插头连接于车辆而将来自车辆的电力供给至电气设备（700）。 | CN:201180067687.5A | https://patentimages.storage.googleapis.com/83/08/b4/75d390122f8e82/CN103370838B.pdf | CN:103370838:B | 洪远龄 | Toyota Motor Corp | CN:1275252:A, JP:3985390:B2, JP:4291731:B2, JP:2009278776:A, JP:2010165596:A | Not available | 2016-01-06 | 1.一种转接器，连接于能够进行外部充电的车辆(10)，用于将来自搭载于所述车辆的电力产生装置(150；120，140)的电力供给至所述车辆外部的电气设备(700)，所述外部充电是指使用经由充电电缆(300)从外部电源(402)供给的电力对搭载的蓄电装置(150)进行充电，所述转接器具备：, 第一连接部(801，811)，具有与连接所述充电电缆的入口(270)的形状对应的形状，能够连接于所述入口；, 第二连接部(805，812)，与所述第一连接部电连接，并且具有与所述电气设备的电源插头(710)的形状对应的形状，能够连接所述电源插头；及, 连接检测电路(870A)，在所述第一连接部连接于所述入口时，向外部充电时传递表示所述充电电缆的连接器(310)已连接于所述入口的连接信号的路径提供所述连接信号，, 所述连接检测电路通过使所述连接信号的电位为与所述充电电缆的连接器连接于所述入口时不同的电位而使所述车辆识别出连接了所述转接器。, \n \n, 2.根据权利要求1所述的转接器，其中，, 所述连接检测电路为电阻器。, \n \n, 3.根据权利要求1所述的转接器，其中，, 所述连接检测电路包括电压源。, 4.一种转接器，连接于能够进行外部充电的车辆(10)，用于将来自搭载于所述车辆的电力产生装置(150；120，140)的电力供给至所述车辆外部的电气设备(700)，所述外部充电是指使用经由充电电缆(300)从外部电源(402)供给的电力对搭载的蓄电装置(150)进行充电，所述转接器具备：, 第一连接部(801，811)，具有与连接所述充电电缆的入口(270)的形状对应的形状，能够连接于所述入口；及, 第二连接部(805，812)，与所述第一连接部电连接，并且具有与所述电气设备的电源插头(710)的形状对应的形状，能够连接所述电源插头，, 所述转接器利用传递表示所述充电电缆的连接器(310)已连接于所述入口的连接信号的路径，将指示向所述电气设备供电的信号传递至所述车辆。, \n \n, 5.根据权利要求4所述的转接器，其中，, 指示所述供电的信号设定为与外部充电时所使用的所述连接信号的电位不同的电位。, \n \n, 6.根据权利要求5所述的转接器，其中，还具备：, 连接检测电路(870A)，在所述第一连接部连接于所述入口时，向传递所述连接信号的路径提供指示所述供电的信号，, 所述连接检测电路将指示所述供电的信号的电位设定为与外部充电时所使用的所述连接信号的电位不同的电位。, \n \n, 7.根据权利要求6所述的转接器，其中，, 所述连接检测电路为电阻器。, \n \n, 8.根据权利要求6所述的转接器，其中，, 所述连接检测电路包括电压源。, \n \n \n \n \n \n, 9.根据权利要求4～8中的任一项所述的转接器，其中，, 所述车辆包括：, 电力转换装置(160)，用于转换来自所述电力产生装置的电力并向所述入口供给；及, 第一控制装置(170)，用于控制所述电力转换装置，, 所述转接器还具备：, 第二控制装置(850)，构成为能够向所述第一控制装置输出信号，, 所述第一连接部连接于所述入口而使所述第二控制装置向所述第一控制装置输出指示所述供电的信号，从而使所述第一控制装置控制所述电力转换装置而将来自所述电力产生装置的电力向所述电气设备供给。, \n \n, 10.根据权利要求4所述的转接器，其中，, 所述车辆包括：, 电力转换装置(160)，用于转换来自所述电力产生装置的电力并向所述入口供给；及, 控制装置(170)，用于控制所述电力转换装置，, 所述控制装置响应于接收到指示所述供电的信号这一情况而控制所述电力转换装置，从而将来自所述电力产生装置的电力向所述电气设备供给。, 11.一种车辆，能够使用经由充电电缆(300)从外部电源(402)供给的电力对搭载的蓄电装置(150)进行充电，并能够通过连接转接器(800，800A，800B，800C)而向外部的电气设备(700)供电，所述车辆具备：, 电力产生装置(150；120，140)；, 入口(270)，用于在外部充电时连接所述充电电缆的连接器(310)；及, 控制装置(170)，, 所述转接器包括：, 第一连接部(801，811)，能够连接于所述入口；, 第二连接部(805，812)，能够供所述电气设备的电源插头(710)连接；及, 连接检测电路(870A)，在所述第一连接部连接于所述入口时，向外部充电时传递表示所述充电电缆的连接器已连接于所述入口的连接信号的路径提供所述连接信号，, 所述连接检测电路将所述连接信号的电位设定为与所述充电电缆的连接器连接于所述入口时不同的电位，, 所述控制装置根据所述连接信号的电位来判定所述转接器是否连接于所述入口，在所述转接器连接于所述入口时，将来自所述电力产生装置的电力向所述入口供给。, \n \n, 12.根据权利要求11所述的车辆，还具备：, 电力转换装置(160)，用于转换来自所述电力产生装置的电力并向所述入口供给。, 13.一种车辆，能够使用经由充电电缆(300)从外部电源(402)供给的电力对搭载的蓄电装置(150)进行充电，并能够通过连接转接器(800，800A，800B，800C)而向外部的电气设备(700)供电，所述车辆具备：, 电力产生装置(150；120，140)；, 入口(270)，用于在外部充电时连接所述充电电缆的连接器(310)；及, 控制装置(170)，, 所述转接器包括：, 第一连接部(801，811)，能够连接于所述入口；及, 第二连接部(805，812)，能够供所述电气设备的电源插头(710)连接，, 所述控制装置响应于指示向所述电气设备供电的信号，将来自所述电力产生装置的电力向所述入口供给，其中，该指示向所述电气设备供电的信号是从所述转接器利用传递表示所述充电电缆的连接器已连接于所述入口的连接信号的路径传递的。, \n \n, 14.根据权利要求13所述的车辆，还具备：, 电力转换装置(160)，用于转换来自所述电力产生装置的电力并向所述入口供给。, 15.一种车辆的控制方法，在能够进行外部充电的车辆中，将来自搭载于所述车辆的电力产生装置(150；120，140)的电力经由转接器(800，800A，800B，800C)供给至所述车辆外部的电气设备(700)，所述外部充电是指使用经由充电电缆(300)从外部电源(402)供给的电力对搭载的蓄电装置(150)进行充电，, 所述车辆包括：, 入口(270)，用于在外部充电时连接所述充电电缆，, 所述转接器包括：, 第一连接部(801，811)，具有与所述入口的形状对应的形状，能够连接于所述入口；, 第二连接部(805，812)，能够供所述电气设备的电源插头(710)连接；及, 连接检测电路(870A)，在所述第一连接部连接于所述入口时，向外部充电时传递表示所述充电电缆的连接器(310)已连接于所述入口的连接信号的路径提供所述连接信号，, 所述车辆的控制方法具备：, 将所述第一连接部连接于所述入口的步骤；, 将所述电源插头连接于所述第二连接部的步骤；, 在所述第一连接部连接于所述入口时，通过所述连接检测电路将所述连接信号的电位设定为与所述充电电缆的连接器连接于所述入口时不同的电位的步骤；, 根据所述连接信号的电位来判定所述转接器是否连接于所述入口的步骤；及, 在所述转接器连接于所述入口时，将来自所述电力产生装置的电力向所述入口供给的步骤。, \n \n, 16.根据权利要求15所述的车辆的控制方法，其中，, 所述车辆还包括电力转换装置(160)，该电力转换装置(160)用于转换来自所述电力产生装置的电力并向所述入口供给。, 17.一种车辆的控制方法，在能够进行外部充电的车辆中，将来自搭载于所述车辆的电力产生装置(150；120，140)的电力经由转接器(800，800A，800B，800C)供给至所述车辆外部的电气设备(700)，所述外部充电是指使用经由充电电缆(300)从外部电源(402)供给的电力对搭载的蓄电装置(150)进行充电，, 所述车辆包括：, 入口(270)，用于在外部充电时连接所述充电电缆，, 所述转接器包括：, 第一连接部(801，811)，具有与所述入口的形状对应的形状，能够连接于所述入口；及, 第二连接部(805，812)，与所述第一连接部(801，811)电连接，并且能够供所述电气设备的电源插头(710)连接，, 所述车辆的控制方法具备：, 将所述第一连接部连接于所述入口的步骤；, 将所述电源插头连接于所述第二连接部的步骤；, 在所述第一连接部连接于所述入口时，接收从所述转接器输出的、指示向所述电气设备供电的信号的步骤；及, 响应于指示向所述电气设备供电的信号，将来自所述电力产生装置的电力向所述入口供给的步骤。, \n \n, 18.根据权利要求17所述的车辆的控制方法，其中，, 所述车辆还包括电力转换装置(160)，该电力转换装置(160)用于转换来自所述电力产生装置的电力并向所述入口供给。 | CN | China | Active | B | True |
| 308 | DC/DC-less coupling of matched batteries to fuel cells \n | US8373381B2 | NaN | A fuel cell system that employs a matched battery that matches the battery voltage to a fuel cell power bus voltage so as to eliminate the need for a DC/DC converter. The internal characteristics and parameters of the matched battery allow it to operate over the large load dependent voltage swing of the fuel cell, and prevent the battery state of charge from going below a damaging value. The battery type, number of battery cells and the battery internal impedance are selected to provide the desired matching. In one embodiment, the battery is a lithium ion battery. The system also includes a diode electrically coupled to the power bus line and a by-pass switch electrically coupled to the power bus line in parallel with the diode. The by-pass switch is selectively opened or closed to allow the fuel cell stack to recharge the battery and prevent the battery from being overcharged. | US:11/112,103 | https://patentimages.storage.googleapis.com/59/1c/95/df487e6b1431fd/US8373381.pdf | US:8373381 | Stephen Raiser, George R. Woody, Mark W. Verbrugge | GM Global Technology Operations LLC | US:5482790, JP:H0868231:A, US:6158537, JP:H1040931:A, US:6656618, US:6337557, US:6429613, US:6642692, WO:2002015316:A1, US:20030230671:A1, US:20020114986:A1, US:6321145, US:20030094816:A1, US:20030188700:A1, JP:2002324562:A, US:20030076109:A1, US:20030118876:A1, US:20030146026:A1, US:20030184256:A1, US:20030194586:A1, JP:2005523722:A, US:20030211377:A1, US:20040009380:A1, US:20030232237:A1, US:20040096711:A1, JP:2005151643:A, US:20060035115:A1 | Not available | 2005-09-21 | 1. A fuel cell system comprising:\nan electrical power bus line;\na fuel cell stack electrically coupled to the power bus line; and\na matched battery electrically coupled to the power bus line, said battery being matched to a full voltage swing of the fuel cell stack as defined by a voltage/current characteristic of the fuel stack by the number of battery cells, a discharge rate of the battery and state of charge (SOC) depending parameters of the battery that prevent it from discharging below a damaging SOC so that the voltage/current characteristic of the fuel cell stack does not need to be changed to match the battery.\n, an electrical power bus line;, a fuel cell stack electrically coupled to the power bus line; and, a matched battery electrically coupled to the power bus line, said battery being matched to a full voltage swing of the fuel cell stack as defined by a voltage/current characteristic of the fuel stack by the number of battery cells, a discharge rate of the battery and state of charge (SOC) depending parameters of the battery that prevent it from discharging below a damaging SOC so that the voltage/current characteristic of the fuel cell stack does not need to be changed to match the battery., 2. The system according to claim 1 further comprising a blocking diode electrically coupled to the power bus line and a by-pass switch electrically coupled to the power bus line in parallel with the diode, said by-pass switch being selectively opened or closed to allow the fuel cell stack to recharge the battery and prevent the battery from being overcharged., 3. The system according to claim 1 wherein the SOC parameters of the battery include the voltage and the internal impedance of the battery., 4. The system according to claim 1 wherein the battery is matched to protect against battery over-discharge, battery over-current and battery over-charge., 5. The system according to claim 1 wherein the battery is selected from the group consisting of lithium ion batteries and nickel-metal-hydride batteries., 6. The system according to claim 1 wherein the battery is a nickel-metal-hydride battery having 240 cells and an output power of 30 kW., 7. The system according to claim 1 further comprising an AC or DC traction motor system electrically coupled to the power bus line, said motor system providing a voltage on the power bus line during regenerative braking for recharging the battery., 8. The system according to claim 1 wherein the fuel cell system is on a vehicle., 9. A fuel cell system comprising:\nan electrical power bus line;\na fuel cell stack electrically coupled to the power bus line; and\na lithium ion battery electrically coupled to the power bus line, said battery including a predetermined number of battery cells and a certain internal impedance that allow the battery to be matched to a full voltage swing of the fuel cell stack defined by a voltage/current characteristic of the fuel stack by its state of charge (SOC) characteristics to the voltage on the power bus line provided by the fuel cell stack so that the voltage/current characteristic of the fuel cell stack does not need to be changed to match the battery.\n, an electrical power bus line;, a fuel cell stack electrically coupled to the power bus line; and, a lithium ion battery electrically coupled to the power bus line, said battery including a predetermined number of battery cells and a certain internal impedance that allow the battery to be matched to a full voltage swing of the fuel cell stack defined by a voltage/current characteristic of the fuel stack by its state of charge (SOC) characteristics to the voltage on the power bus line provided by the fuel cell stack so that the voltage/current characteristic of the fuel cell stack does not need to be changed to match the battery., 10. The system according to claim 9 wherein the number of cells of the battery prevent it from discharging below a damaging state of charge., 11. The system according to claim 9 wherein the battery is matched to protect against battery over-discharge, battery over-current and battery over-charge., 12. The system according to claim 9 further comprising a blocking diode electrically coupled to the power bus line and a by-pass switch electrically coupled to the power bus line in parallel with the diode, said by-pass switch being selectively opened and closed to allow the fuel cell stack to recharge the battery and prevent the battery from being overcharged., 13. The system according to claim 9 further comprising an AC or DC traction motor system electrically coupled to the power bus line, said motor system providing a voltage on the bus line during regenerative braking for recharging the battery., 14. The system according to claim 9 wherein the fuel cell system is on a vehicle., 15. A fuel cell system for a vehicle, said system comprising:\nan electrical power bus line;\na fuel cell stack electrically coupled to the power bus line;\na lithium ion battery electrically coupled to the power bus line, said battery including a predetermined number of battery cells and a certain internal impedance that allow the battery to be matched to a full voltage swing of the fuel cell stack defined by a voltage/current characteristic of the fuel stack by its discharge characteristics to the voltage on the power bus line provided by the fuel cell stack and prevent it from discharging below a damaging state of charge so that the voltage/current characteristic of the fuel cell stack does not need to be changed to match the battery; and\na blocking diode electrically coupled to the power bus line and a by-pass switch electrically coupled to the power bus line in parallel with the diode, said by-pass switch being selectively opened or closed to allow the fuel cell stack to recharge the battery or prevent the battery from being overcharged.\n, an electrical power bus line;, a fuel cell stack electrically coupled to the power bus line;, a lithium ion battery electrically coupled to the power bus line, said battery including a predetermined number of battery cells and a certain internal impedance that allow the battery to be matched to a full voltage swing of the fuel cell stack defined by a voltage/current characteristic of the fuel stack by its discharge characteristics to the voltage on the power bus line provided by the fuel cell stack and prevent it from discharging below a damaging state of charge so that the voltage/current characteristic of the fuel cell stack does not need to be changed to match the battery; and, a blocking diode electrically coupled to the power bus line and a by-pass switch electrically coupled to the power bus line in parallel with the diode, said by-pass switch being selectively opened or closed to allow the fuel cell stack to recharge the battery or prevent the battery from being overcharged., 16. The system according to claim 15 wherein the battery is matched to protect against battery over-discharge, battery over-current and battery over-charge., 17. The system according to claim 15 further comprising an AC or DC traction motor system electrically coupled to the power bus line, said motor system providing a voltage on the bus line during regenerative braking for recharging the battery. | US | United States | Active | H | True |
| 309 | Charging system for all-solid-state battery \n | US9399404B2 | The present invention relates to a charging system for an on-vehicle all-solid-state battery.\nIn recent years, secondary batteries have become important components that are essential as power sources for personal computers, video cameras, cellular phones and the like, or as power sources for automobiles and electric power storage.\nAmong secondary batteries, lithium ion secondary batteries in particular have the feature of higher capacity density than other secondary batteries, and the ability to operate at higher voltage. They are therefore used in data-related devices and communication devices as secondary batteries that are suitable for size and weight reduction, and development has been progressing in recent years toward lithium ion secondary batteries with high output and high capacity, for electric vehicles or hybrid vehicles that constitute lower public hazards.\nLithium ion secondary batteries or lithium secondary batteries comprise a positive electrode layer and negative electrode layer, with an electrolyte comprising a lithium salt situated between them, where the electrolyte is composed of a nonaqueous liquid or solid. When a nonaqueous liquid electrolyte is used as the electrolyte, the electrolyte solution permeates into the positive electrode layer, readily forming an interface between the positive electrode active material of the positive electrode layer and the electrolyte, so that performance is easily improved. However, since the electrolyte solutions that are in wide use are combustible, it becomes necessary to install safety equipment to minimize temperature increase during short circuiting, or to mount a system for ensuring safety, such as preventing short circuiting. On the other hand, all-solid-state batteries, wherein the liquid electrolyte is replaced with a solid electrolyte to render the entire battery solid, do not employ combustible organic solvents in the batteries, and thus allow safety equipment to be simplified and are considered to be superior in terms of production cost and productivity, and their development is also progressing.\nSince the adhesiveness of the positive electrode layer, solid electrolyte layer and negative electrode layer in an all-solid-state battery significantly affects the properties of the battery, such as the energy density, capacity, current density and cycle characteristics, technologies have been proposed whereby confining pressure is applied usually in the direction perpendicular to the stacking surface of the all-solid-state battery, so that adhesiveness of the positive electrode layer, solid electrolyte layer and negative electrode layer is maintained even when deformation or expansion takes place in the all-solid-state battery.\nEven in secondary batteries wherein multiple all-solid-state batteries are stacked and electrically connected, the adhesiveness between the multiple all-solid-state batteries often significantly affects the electrical connection between the all-solid-state batteries, and therefore the multiple all-solid-state batteries have confining pressure applied in the direction perpendicular to the stacking surface.\nIn PTLs 1 to 7 there are described techniques for applying confining pressure to batteries in this manner. For example, PTL 1 discloses a secondary battery with an outer shape having opposing flat surfaces, the opposing flat surfaces being pressed in the charge-discharge state, and a weaker pressure being applied in the non-charge-discharge state than in the charge-discharge state of the secondary battery.\n[PTL 1] Japanese Unexamined Patent Publication No. 2010-9989\n[PTL 2] Japanese Unexamined Patent Publication No. 2001-35523\n[PTL 3] Japanese Unexamined Patent Publication No. 2013-45556\n[PTL 4] Japanese Unexamined Patent Publication No. 2010-56070\n[PTL 5] Japanese Patent Public Inspection No. 2001-511592\n[PTL 6] Japanese Unexamined Patent Publication No. 2004-213902\n[PTL 7] Japanese Unexamined Patent Publication No. 2008-147010\nAs mentioned above, all-solid-state batteries are highly safe since they do not use combustible organic solvents, and they are especially promising as on-vehicle secondary batteries, but their low rapid charging performance has been an issue. In addition, when high confining pressure is continuously applied to an all-solid-state battery, this can result in short circuiting between the positive electrode and negative electrode. However, the confining pressure and the charge-discharge characteristic of an all-solid-state battery have been considered to be proportional, and it has been particularly difficult to both increase the rapid charging capacity of an all-solid-state battery while minimizing short-circuiting between the positive electrode and negative electrode.\nA demand therefore exists for a charging system for an all-solid-state battery, capable of exhibiting both high rapid charging capacity for on-vehicle all-solid-state batteries, and low effect of confining pressure on all-solid-state batteries.\nThe present inventors have conducted much diligent research in light of this problem, and have discovered a charging system for an on-vehicle all-solid-state battery wherein the confining pressure during charging is higher than the confining pressure during discharging.\nThe present invention relates to a charging system for an all-solid-state battery to be mounted in a vehicle, the charging system comprising:\na charging section that charges an all-solid-state battery,\na pressing section that applies confining pressure to the all-solid-state battery, and\na pressure control section that controls the confining pressure,\nwherein the pressure control section directs the pressing section so that the confining pressure during charging is higher than the confining pressure during discharging.\nThe invention further relates to a charging system for an all-solid-state battery to be mounted in a vehicle, the charging system comprising:\na charging section that charges an all-solid-state battery,\na pressing section that applies confining pressure to the all-solid-state battery, and\na pressure control section that controls the confining pressure,\nwherein the pressure control section comprises a communicator situated at the exterior of the vehicle, for transmission of a signal relating to the confining pressure of the all-solid-state battery, to an exterior charging under pressure device that is capable of applying a higher confining pressure than the pressing section.\nWith the charging system, of the invention, it is possible to increase the rapid charging capacity of an on-vehicle all-solid-state battery, and to reduce the effect of confining pressure on the all-solid-state battery.\n FIG. 1 is a cross-sectional schematic drawing of a charging system for all-solid-state batteries according to a first embodiment of the invention.\n FIG. 2 is a cross-sectional view schematically showing an embodiment of removing a battery pack comprising all-solid-state batteries to be mounted in a vehicle.\n FIG. 3 is a cross-sectional view schematically showing an embodiment of charging all-solid-state batteries under pressure with an exterior charging under pressure device.\n FIG. 4 is a flow chart representing the flow in a control method where the charging system of the invention has a communicator in communication with a traffic congestion prediction system.\n FIG. 5 is a cross-sectional schematic drawing of a miniature cell for testing, used to evaluate a charging system according to the invention.\n FIG. 6 is a cross-sectional schematic drawing of an all-solid-state battery for testing, comprising a miniature cell for testing used to evaluate a charging system according to the invention.\n FIG. 7 is a graph showing the chargeable capacity (%) at 1.5 MPa confinement, where the chargeable capacity at 45 MPa confinement is 100% (reference), and the resistance increase (%) at 1.5 MPa confinement, where the resistance at 45 MPa confinement is 0% (reference).\nUpon conducting diligent research on a charging system for an all-solid-state battery that can both increase the rapid charging capacity for an on-vehicle all-solid-state battery and reduce the effect of confining pressure on the all-solid-state battery, the present inventors have found that although the rapid charging capacity of an all-solid-state battery is more greatly improved with higher confining pressure, the internal resistance that affects the output characteristics during discharging varies little by the confining pressure.\nAs mentioned above, it has been found that while a higher confining pressure significantly improves the rapid charging capacity of an all-solid-state battery, the internal resistance of an all-solid-state battery has low dependency on the confining pressure, and therefore the confining pressure during discharging can be reduced to lower than the confining pressure during charging. It is possible to alleviate stress on an all-solid-state battery and to minimize short circuiting between the positive electrode and negative electrode, compared to the prior art, by setting the confining pressure during discharging to be lower than the confining pressure during charging, instead of continuing to apply high confining pressure during charge-discharge of the all-solid-state battery.\nThe first embodiment of the invention is a charging system for an all-solid-state battery to be mounted in a vehicle, the charging system comprising a charging section that charges an all-solid-state battery, a pressing section that applies confining pressure to the all-solid-state battery, and a pressure control section that controls the confining pressure, wherein the pressure control section directs the pressing section so that the confining pressure during charging is higher than the confining pressure during discharging.\n FIG. 1 shows a cross-sectional schematic view of a charging system 100 according to the first embodiment of the invention. The charging system 100 comprises a charging section 13 that can charge an all-solid-state battery 10, a pressing section 7 that applies confining pressure to the all-solid-state battery 10, and a pressure control section 6 that controls the confining pressure. The pressure control section 6 directs the pressing section 7 so that the confining pressure during charging is higher than the confining pressure during discharging.\nThe charging system 100 allows charging and discharging of one or a plurality of all-solid-state batteries 10 while pressing with a prescribed, confining force. In the charging system 100 illustrated in FIG. 1, three all-solid-state batteries 10 are configured in series. Each all-solid-state battery 10 has a positive electrode layer 1, a solid electrolyte layer 2, a negative electrode layer 3, a positive electrode collector 4 and a negative electrode collector 5.\nIn the charging system 100, the one or more all-solid-state batteries 10 (hereunder also referred to as “all-solid-state battery 10”) are situated in series between confining jigs 8 positioned at both ends, allowing a prescribed confining pressure to be applied. The pressing section 7 can press the all-solid-state battery 10 through the confining jig 8, based on directions from the pressure control section 6. The pressing section 7 may also comprise the confining jig 8 in an integral manner. Also, an elastic body, such as a spring, may be situated between the pressing section 7 and the confining jig 8.\nThe confining jigs 8 are not particularly restricted so long as they are rigid and capable of confining the all-solid-state battery, and they may consist of metal sheets, for example.\nThe confining jigs 8 positioned on both ends may be linked by an elastic body, such as a spring. When the confining jigs 8 positioned on both ends are linked by a tension spring, it is possible to apply confining pressure to the all-solid-state batteries 10 from the confining jigs 8 to a degree allowing the all-solid-state batteries 10 to be anchored within the confining jigs 8, even when no confining pressure is being applied from the pressing section 7. This will allow the battery pack containing the all-solid-state batteries 10 to be easily removed from the vehicle when the all-solid-state batteries 10 are to be charged, under pressure by using an exterior charging under pressure device as described below.\nThe charging system 100 may also comprise guide shafts 9. The guide shafts 9 may be situated surrounding the all-solid-state batteries 10, lying in the direction perpendicular to the stacking surface of the all-solid-state batteries 10. This can help to anchor the direction of operation of the confining jigs 8 positioned on both ends or the pressing section 7 comprising the confining jigs 8 to a fixed direction along the guide shafts 9 which are passed through the confining jigs 6 or the confining jigs 8 that are integrally included in the pressing section 7.\nThe charging section 13 can supply electric power to the all-solid-state batteries 10 for rapid charging of the all-solid-state batteries 10, and it is not particularly restricted so long as it has a conductor wire connecting from an electric power source 14 to the all-solid-state batteries 10. The electric power of the electric power source 14 includes electric power generated by regenerative braking of a vehicle, and optionally it includes commonly employed electric power obtained from an EV charger or commonly employed household electric power.\nThroughout the present specification, “rapid charging” means a charge rate of 1 C or greater, and while the upper limit for the charge rate is not particularly restricted, it may be 25 C or less, for example.\nThe charging section 13 is preferably one that can perform charging while controlling the charge current value and charge final, voltage, and that can perform constant current/constant voltage charging.\nMore preferably, the charging section 13 has switching means that performs ON/OFF switching of electrical connection with the all-solid-state batteries, control means that controls the OH/OFF state of the switching means, constant current charging means that performs constant current charging of the all-solid-state batteries by flowing a charging current of a prescribed level into the all-solid-state batteries until the all-solid-state batteries reach a prescribed voltage value, and constant voltage charging means that performs constant voltage charging of the all-solid-state batteries after the all-solid-state batteries reaches the prescribed voltage value by the constant current charging means, by flowing into the all-solid-state batteries a charging current with a gradually decreasing current value, so that the all-solid-state batteries are kept at the prescribed voltage value. When the current value of the charging current flowing to the all-solid-state batteries by the constant voltage charging means reduces and falls to a prescribed value, the control means switches the switching means OFF.\nThe pressure control section 6 judges whether the all-solid-state batteries 10 are in a state of discharging or not and/or whether the all-solid-state batteries 10 are in a state of charging or not, and based on the judgement, directs the pressing section 7 to press the all-solid-state batteries 10 with a prescribed confining pressure. More specifically, the pressure control section 6 directs the pressing section 7 so as to press the all-solid-state batteries 10 at a higher confining pressure during charging than during discharging.\nIf the pressure control section 6 judges that the all-solid-state batteries 10 is being charged, it may direct the pressing section 7 to confine the all-solid-state batteries 10 with a higher confining pressure than during discharging, or if it judges that the all-solid-state batteries 10 is being discharged, it may direct the pressing section 7 to confine the all-solid-state batteries 10 with a lower confining pressure than during charging, or both of these directions may be sent.\nJudgment of the presence or absence of discharging and/or the presence or absence of charging of the all-solid-state batteries 10 by the pressure control section 6 can be made, for example, by current detection means that detects the discharge current and/or charging current of the all-solid-state batteries.\nThe pressing section 7 is able to apply the prescribed confining pressure to the all-solid-state batteries 10 in the direction perpendicular to the stacking surface, based on the direction from the pressure control section 6.\nThe pressing section 7 is not particularly restricted so long as it has a construction allowing it to press the all-solid-state batteries 10 with a prescribed confining pressure, and for example, it may be composed of any desired means, such as a spring system, oil pressure system or a combination thereof.\nThe lower limit for the confining pressure to be applied to the all-solid-state batteries 10 by the pressing section 7 during discharging is preferably 0.01 MPa or greater, more preferably 0.1 MPa or greater and even more preferably 1 MPa or greater, and the upper limit for the confining pressure to be applied to the all-solid-state batteries 10 by the pressing section 7 during discharging is preferably no greater than 100 MPa, more preferably no greater than 50 MPa and even more preferably no greater than 10 MPa.\nThe confining pressure during charging is greater than the confining pressure during discharging, and is preferably at least 1 MPa greater, more preferably at least 10 MPa greater and even more preferably at least 40 MPa greater than the confining pressure during discharging.\nThe upper limit fox the confining pressure during charging is preferably no greater than 200 MPa, more preferably no greater than 100 MPa and even more preferably no greater than 50 MPa.\nIt is possible to further increase the rapid charging performance and to further minimize short circuiting between the positive electrode layer 1 and the negative electrode layer 3 by pressing the all-solid-state batteries 10 during charging and during discharging with such a confining pressure.\nThe all-solid-state batteries 10 that can be charged by the charging system 100 of the invention may also be in a dormant state essentially without charging and discharging. The confining pressure during dormancy is preferably the same as the confining pressure during discharge, but the confining pressure force during charging or during discharging prior to the dormant state may be continued.\nThe charging system 100 of the invention may further comprise a communicator for transmission of a signal relating to the confining pressure of the all-solid-state battery, to an exterior charging under pressure device situated at the exterior of the vehicle and capable of applying higher confining pressure than the pressing section 7.\nIf the charging system 100 of the invention has such a communicator, it will be possible to send a signal-relating to the confining pressure of the all-solid-state battery to an exterior charging under pressure device at the exterior of a vehicle, such as a charging stand. It is possible to perform charging the all-solid-state battery while the exterior charging under pressure device is pressing the battery with a prescribed confining pressure based on the transmitted signal.\nThe charge capacity of an all-solid-state battery during vehicle running may be reduced if charging of the battery is carried out using the exterior charging under pressure device. This makes it possible to reduce the size of the pressing section 7 in the charging system 100 of the invention, and then to carry out rapid charging of the all-solid-state battery while increasing the volumetric efficiency of the charging system 100 of the invention. By using an exterior charging under pressure device, it is possible to press an all-solid-state battery with a greater applied pressure than the pressure that can be applied inside the vehicle, thereby allowing the rapid charging capacity to be further increased. In addition, by charging an all-solid-state battery while continuously pressing it with a high confining pressure in an exterior charging under pressure device, such as a charging stand, it is possible to perform more highly efficient quick charging than by charging by regenerative braking during vehicle running.\nThe communicator is not particularly restricted so long as it can send a signal relating to the confining pressure of the all-solid-state battery to the exterior charging under pressure device at the exterior of the vehicle.\nThe exterior charging under pressure device is not particularly restricted so long as it is one that can perform rapid charge of the all-solid-state batteries 10 at a rate of 1 C or greater, while it is pressing the batteries 10 with a confining pressure that is equal to or greater than that of the pressing section 7 in the charging system 100 of the invention, based on the signal sent from the pressure control section 6 of the charging system 100.\nIn order to perform charging under pressure of all-solid-state batteries with an exterior charging under pressure device, the all-solid-state batteries 10 mounted in the vehicle may be removed and the all-solid-state batteries 10 may be set in the exterior charging under pressure device so as to allow charging under pressure with the exterior charging under pressure device.\n FIG. 2 is a cross-sectional view schematically showing an example of an embodiment of removing a battery pack 11 comprising all-solid-state batteries 10 to be mounted in a vehicle. The battery pack 11 comprises one or a plurality of all-solid-state batteries 10, and may further comprise confining jigs 8 with guide shafts 9 running through. The battery pack 11 comprising the all-solid-state batteries 10, confining jigs 8 and guide shafts 9 shown in FIG. 2 may be removed from the vehicle, and the battery pack 11 may be installed in the exterior charging under pressure device so that the all-solid-state batteries 10 can be charged under pressure by the exterior charging under pressure device.\n FIG. 3 is a cross-sectional view schematically showing an example of an embodiment of charging all-solid-state batteries 10 under pressure with an exterior charging under pressure device. The battery pack comprising the all-solid-state batteries 10, confining jigs 8 and guide shafts 9 may be set so as to allow charging under pressure with the pressing section 12 of the exterior charging under pressure device, and the all-solid-state batteries 10 can be rapid charged while pressing with the prescribed confining pressure through the confining jigs 8.\nIf the vehicle in which the charging system 100 of the invention is mounted is caught in traffic, the difference in confining pressure between charging and discharging may be reduced compared to the difference in confining pressure between charging and discharging when the vehicle is running normally (hereunder referred to as “normal mode”), or the difference in confining pressure between charging and discharging may be reduced to zero.\nIn the charging system 100 of the invention, since the confining pressure of the all-solid-state batteries 10 is varied between charging and discharging, and the vehicle undergoes repeated acceleration and deceleration for short periods when traffic becomes congested while the vehicle is running, switching between charging and discharging of the all-solid-state batteries is repeated for short periods and the confining pressure of the all-solid-state battery varies for short periods. When the confining pressure of an all-solid-state battery varies frequently within short periods, this may render the all-solid-state battery prone to short circuiting between the positive electrode and negative electrode rather than preventing short circuiting.\nTherefore, when the switching time between charging and discharging is within a prescribed time period, it is preferred for the difference in confining pressure between charging and discharging to be reduced, or for the difference in confining pressure between charging and discharging to be zero.\nThroughout the present specification, “traffic congestion” refers to a condition where vehicle speed is preferably no faster than 20 km/hr and more preferably no faster than 10 km/hr, continuously for a prescribed time period, such as 10 minutes. The pressure control section 6 can monitor the vehicle speed and judge whether there is a condition of traffic congestion.\nFor example, the confining pressure during discharging when the vehicle is caught in traffic congestion may be greater than the confining pressure during discharging in normal mode. Alternatively, the confining pressure during discharging may be the same as the confining pressure during charging, without lowering the confining pressure during discharging when the vehicle is caught in traffic congestion.\nConversely, the confining pressure during charging when the vehicle is caught in traffic congestion may be reduced to be lower than the confining pressure during charging in normal mode. Alternatively, the confining pressure during charging may be the same as the confining pressure during discharging, without increasing the confining pressure during charging when the vehicle is caught in traffic congestion.\nPreferably, the confining pressure during discharging is the same as the confining pressure during charging, without reducing the confining pressure during discharging when the vehicle is caught in traffic congestion.\nBy thus controlling the confining pressure, it is possible to increase the rapid charging capacity of the all-solid-state battery while minimizing short circuiting between the positive electrode and negative electrode, even when the vehicle is caught in traffic congestion.\nIn the charging system 100 of the invention, if the switching time between charging and discharging is shortened to within a prescribed time period, the difference in confining pressure between charging and discharging may be reduced compared to the difference in confining pressure between charging and discharging when the vehicle is running normally (hereunder referred to as “normal mode”), or the difference in confining pressure between charging and discharging may be zero.\nMore preferably, when the switching time between charging and discharging is within 10 seconds as the average for a prescribed time, such as 5 minutes, the difference in confining pressure between charging and discharging may be reduced compared to the difference in confining pressure between charging and discharging in normal mode, or it may be zero, as described above.\nThroughout the present specification, the switching time between charging and discharging refers to the time for one cycle of charging, discharging and charging, or discharging, charging and discharging, of an all-solid-state battery. The pressure control section 6 can measure the switching time between charging and discharging.\nThe charging system 100 of the invention may further comprise a communicator in communication with a traffic congestion prediction system. If a condition of traffic congestion is predicted by the traffic congestion prediction system, the difference in confining pressure between charging and discharging can be reduced compared to the difference in confining pressure between charging and discharging in normal mode, or it can be reduced to zero. The traffic congestion prediction system is not particularly restricted, and for example, it may be a system, such as the Vehicle Information and Communication System (VICS®).\n FIG. 4 is a flow chart representing an example of flow in a control method where the charging system of the invention has a communicator in communication with a traffic congestion prediction system. In step S1, traffic congestion information is received from a traffic congestion prediction system. In step S2, the existence of a state of traffic congestion is discerned. If it is discerned that there is no state of traffic congestion, it will be discerned in step S3 whether the all-solid-state battery is being charged. If it is discerned that it is being charged, in step S6 the all-solid-state battery will be pressed with the prescribed confining pressure for charging in normal mode. If it is discerned in step S3 that it is not being charged, in step S4 the confining pressure of the all-solid-state battery will be increased to be greater than the confining pressure during discharging, in normal mode. If it is discerned in step S2 that there is a state of traffic congestion, in step S5 the difference in confining pressure during charging and discharging will be reduced to be less than the difference in confining pressure during charging and discharging in normal mode, or it is reduced to zero. Following steps S4, S5 and S6, the flow is returned to step S1. If no traffic congestion prediction information is received in step S1, the flow may proceed from step S1 to step S3, for discernment of whether the battery is being charged.\nIf the traffic congestion prediction system predicts traffic congestion, the difference in confining pressure between charging and discharging may foe reduced to be lower than the difference in confining pressure between charging and discharging in normal mode, or it may be reduced to zero, starting 5 minutes, 10 minutes or 15 minutes before entering the area of traffic congestion, for example.\nThe second embodiment of the invention is a charging system for an all-solid-state battery to be mounted in a vehicle, the charging system comprising:\na charging section that charges an all-solid-state battery,\na pressing section that applies confining pressure to the all-solid-state battery, and\na pressure control section that controls the confining pressure,\nwherein the pressure control section comprises a communicator situated at the exterior of the vehicle, for transmission of a signal relating to the confining pressure of the all-solid-state battery, to an exterior charging under pressure device that is capable of applying a higher confining pressure than the pressing section.\nAccording to the second embodiment of the invention, the communicator can send a signal relating to the confining pressure of the all-solid-state battery, to an exterior charging under pressure device at the exterior of a vehicle, such as a charging stand. Therefore, it is possible to perform charging of the all-solid-state battery while the exterior charging under pressure device is pressing the battery with a prescribed confining pressure based on the transmitted signal.\nAccording to the second embodiment of the invention, charging of the all-solid-state battery can be performed by using an exterior charging under pressure device. Therefore, it is possible for the confining force during charging to be the same as the confining pressure during discharging when the vehicle is running, and thereby it is also possible to reduce the size of the pressing section in the charging system of the invention compared to that of the first embodiment of the invention, and to further improve the volumetric efficiency of the charging system of the invention. Furthermore, by using an exterior charging under pressure device, it is possible to press an all-solid-state battery with a greater applied pressure than the pressure that can be applied inside the vehicle, thereby allowing the rapid charging capacity to be further increased. By charging an all-solid-state battery while continuously pressing it with a higher confining pressure in an exterior charging under pressure device, such as a charging stand, if is possible to perform more highly efficient rapid charging than by charging by regenerative braking during vehicle running.\nThe exterior charging under pressure device is not particularly restricted so long as it is one that can perform rapid charging of the all-solid-state batteries, while it is pressing the battery with a confining pressure that is greater than that of the pressing section in the charging system of the invention, based on the signal sent from the pressure control section of the charging system of the invention.\nThe rest of the features of the exterior charging under pressure device, and the method for removing the battery pack for charging under pressure of the all-solid-state battery with the exterior charging under pressure device, are the same as described for the first embodiment.\nThe charging system 100 of the invention may be mounted in a vehicle, for example, a plug-in hybrid vehicle (PHV), electric vehicle (EV) or hybrid vehicle (HV).\nAs shown in FIG. 1, the all- | An objective of the present invention is to provide a charging system, capable of increasing the rapid charging capacity of an on-vehicle all-solid-state battery, and reducing the effect of confining pressure on the all-solid-state battery. This is achieved by a charging system for an all-solid-state battery to be mounted in a vehicle, the charging system comprising: a charging section that charges an all-solid-state battery, a pressing section that applies confining pressure to the all-solid-state battery, and a pressure control section that controls the confining pressure, wherein the pressure control section directs the pressing section so that the confining pressure during charging is higher than the confining pressure during discharging. | US:14/534,723 | https://patentimages.storage.googleapis.com/5c/3a/79/d7ed957d143a16/US9399404.pdf | US:9399404 | Norihiro Ose, Tomoharu Sasaoka, Hajime Hasegawa, Kazuhito Kato, Kengo HAGA, Daichi Kosaka | Toyota Motor Corp | WO:1999005746:A1, WO:1999005743:A1, JP:2001511592:A, EP:1071151:A1, JP:2001035523:A, JP:2004213902:A, JP:2008147010:A, JP:2010009989:A, JP:2010056070:A, JP:2013045556:A, US:20130330577:A1 | Not available | 2016-07-26 | 1. A charging system for an all-solid-state battery to be mounted in a vehicle, the charging system comprising:\na charging section that charges the all-solid-state battery,\na pressing section that applies confining pressure to the all-solid-state battery,\na pressure control section that controls the confining pressure applied by the pressing section,\nwherein the pressure control section directs the pressing section so that the confining pressure at least some of the time during charging is higher than the confining pressure during discharging, and\na communicator in communication with a traffic congestion prediction system, and when a state of traffic congestion is predicted, a difference in the confining pressure between the charging and the discharging is reduced compared to when the vehicle is running normally.\n, a charging section that charges the all-solid-state battery,, a pressing section that applies confining pressure to the all-solid-state battery,, a pressure control section that controls the confining pressure applied by the pressing section,, wherein the pressure control section directs the pressing section so that the confining pressure at least some of the time during charging is higher than the confining pressure during discharging, and, a communicator in communication with a traffic congestion prediction system, and when a state of traffic congestion is predicted, a difference in the confining pressure between the charging and the discharging is reduced compared to when the vehicle is running normally., 2. The charging system according to claim 1, wherein, when the state of traffic congestion is predicted, the difference in the confining pressure between the charging and the discharging is reduced to zero., 3. A charging system for an all-solid-state battery to be mounted in a vehicle, the charging system comprising:\na charging section that charges the all-solid-state battery,\na pressing section that applies confining pressure to the all-solid-state battery, and\na pressure control section that controls the confining pressure applied by the pressing section,\nwherein the pressure control section comprises a communicator situated at an exterior of the vehicle, for transmission of a signal relating to the confining pressure of the all-solid-state battery, to an exterior charging under pressure device that is capable of applying a higher confining pressure than the confining pressure applied by the pressing section.\n, a charging section that charges the all-solid-state battery,, a pressing section that applies confining pressure to the all-solid-state battery, and, a pressure control section that controls the confining pressure applied by the pressing section,, wherein the pressure control section comprises a communicator situated at an exterior of the vehicle, for transmission of a signal relating to the confining pressure of the all-solid-state battery, to an exterior charging under pressure device that is capable of applying a higher confining pressure than the confining pressure applied by the pressing section., 4. A charging system for an all-solid-state battery to be mounted in a vehicle, the charging system comprising:\na charging section that charges the all-solid-state battery,\na pressing section that applies confining pressure to the all-solid-state battery, and\na pressure control section that controls the confining pressure applied by the pressing section, wherein\nthe pressure control section directs the pressing section so that the confining pressure at least some of the time during charging is higher than the confining pressure during discharging, and\nthe pressure control section further comprises a communicator for transmission of a signal relating to the confining pressure, to an exterior charging under pressure device situated at an exterior of the vehicle and capable of applying higher confining pressure onto the all-solid-state battery than the confining pressure applied by the pressing section.\n, a charging section that charges the all-solid-state battery,, a pressing section that applies confining pressure to the all-solid-state battery, and, a pressure control section that controls the confining pressure applied by the pressing section, wherein, the pressure control section directs the pressing section so that the confining pressure at least some of the time during charging is higher than the confining pressure during discharging, and, the pressure control section further comprises a communicator for transmission of a signal relating to the confining pressure, to an exterior charging under pressure device situated at an exterior of the vehicle and capable of applying higher confining pressure onto the all-solid-state battery than the confining pressure applied by the pressing section., 5. The charging system according to claim 4, wherein a difference in the confining pressure between the charging and the discharging is reduced when the vehicle is caught in traffic congestion, compared to when the vehicle is running normally., 6. The charging system according to claim 5, wherein the communicator communicates with a traffic congestion prediction system, and when a state of traffic congestion is predicted, the difference in the confining pressure between the charging and the discharging is reduced compared to when the vehicle is running normally., 7. The charging system according to claim 5, wherein, when the vehicle is caught in traffic congestion, the difference in the confining pressure between the charging and the discharging is reduced to zero., 8. The charging system according to claim 4, wherein a difference in the confining pressure between the charging and the discharging is reduced when a switching time between the charging and the discharging is within 10 seconds., 9. The charging system according to claim 8, wherein the communicator communicates with a traffic congestion prediction system, and when a state of traffic congestion is predicted, the difference in the confining pressure between the charging and the discharging is reduced compared to when the vehicle is running normally., 10. The charging system according to claim 8, wherein, when the switching time between the charging and the discharging is within 10 seconds, the difference in the confining pressure between the charging and the discharging is reduced to zero., 11. The charging system according to claim 4, wherein the communicator communicates with a traffic congestion prediction system, and when a state of traffic congestion is predicted, a difference in the confining pressure between the charging and the discharging is reduced compared to when the vehicle is running normally., 12. The charging system according to claim 11, wherein, when the state of traffic congestion is predicted, the difference in the confining pressure between the charging and the discharging is reduced to zero., 13. A charging system for an all-solid-state battery to be mounted in a vehicle, the charging system comprising:\na charging section that charges the all-solid-state battery,\na pressing section that applies confining pressure to the all-solid-state battery, and\na pressure control section that controls the confining pressure applied by the pressing section, wherein\nthe pressure control section directs the pressing section so that the confining pressure at least some of the time during charging is higher than the confining pressure during discharging, and\na difference in the confining pressure between the charging and the discharging is reduced when the vehicle is caught in traffic congestion, compared to when the vehicle is running normally.\n, a charging section that charges the all-solid-state battery,, a pressing section that applies confining pressure to the all-solid-state battery, and, a pressure control section that controls the confining pressure applied by the pressing section, wherein, the pressure control section directs the pressing section so that the confining pressure at least some of the time during charging is higher than the confining pressure during discharging, and, a difference in the confining pressure between the charging and the discharging is reduced when the vehicle is caught in traffic congestion, compared to when the vehicle is running normally., 14. The charging system according to claim 13, wherein, when the vehicle is caught in traffic congestion, the difference in the confining pressure between the charging and the discharging is reduced to zero., 15. The charging system according to claim 13, further comprising a communicator in communication with a traffic congestion prediction system, and when a state of traffic congestion is predicted, the difference in the confining pressure between the charging and the discharging is reduced compared to when the vehicle is running normally., 16. The charging system according to claim 15, wherein, when the state of traffic congestion is predicted, the difference in the confining pressure between the charging and the discharging is reduced to zero., 17. A charging system for an all-solid-state battery to be mounted in a vehicle, the charging system comprising:\na charging section that charges the all-solid-state battery,\na pressing section that applies confining pressure to the all-solid-state battery, and\na pressure control section that controls the confining pressure applied by the pressing section, wherein\nthe pressure control section directs the pressing section so that the confining pressure at least some of the time during charging is higher than the confining pressure during discharging, and\na difference in the confining pressure between the charging and the discharging is reduced when a switching time between the charging and the discharging is within 10 seconds.\n, a charging section that charges the all-solid-state battery,, a pressing section that applies confining pressure to the all-solid-state battery, and, a pressure control section that controls the confining pressure applied by the pressing section, wherein, the pressure control section directs the pressing section so that the confining pressure at least some of the time during charging is higher than the confining pressure during discharging, and, a difference in the confining pressure between the charging and the discharging is reduced when a switching time between the charging and the discharging is within 10 seconds., 18. The charging system according to claim 17, further comprising a communicator in communication with a traffic congestion prediction system, and when a state of traffic congestion is predicted, the difference in the confining pressure between the charging and the discharging is reduced compared to when the vehicle is running normally., 19. The charging system according to claim 17, wherein, when the switching time between the charging and the discharging is within 10 seconds, the difference in the confining pressure between the charging and the discharging is reduced to zero. | US | United States | Active | H | True |
| 310 | 車両および蓄電装置 \n | WO2012029089A1 | NaN | 車両（１００）は、フロアパネル（１０１）と、フロアパネルの下面に固定され、車両の走行に用いられるエネルギを出力する蓄電装置（１）と、を有する。蓄電装置は、複数の蓄電素子（１５１）を含む第１蓄電スタック（１５）と、蓄電装置の充放電を制御するために用いられ、第１蓄電スタックに対して車両の下方に位置する電子機器（６０）と、第１蓄電スタックおよび電子機器を収容し、フロアパネルの下面に固定されるケース（２２）と、を有する。 | PC:T/JP2010/005350 | https://patentimages.storage.googleapis.com/15/14/f2/13589fc353965a/WO2012029089A1.pdf | NaN | 秋弘 小崎, 滋 福田, 繁人 尾崎, 尚憲 熊谷, 泰俊 水野 | トヨタ自動車株式会社 | JP:H0620716:A, JP:H10138956:A, JP:2007015616:A, JP:2007179872:A, JP:2009083656:A, JP:2009137408:A | 2010-08-31 | 2010-08-31 | \n フロアパネルと、\n 前記フロアパネルの下面に固定され、車両の走行に用いられるエネルギを出力する蓄電装置と、を有し、\n 前記蓄電装置は、\n 複数の蓄電素子を含む第１蓄電スタックと、\n 前記蓄電装置の充放電を制御するために用いられ、前記第１蓄電スタックに対して前記車両の下方に位置する電子機器と、\n 前記第１蓄電スタックおよび前記電子機器を収容し、前記フロアパネルの下面に固定されるケースと、\nを有することを特徴とする車両。\n, \n 前記第１蓄電スタックと接続され、冷却媒体を前記第１蓄電スタックに供給するダクトを有しており、\n 前記電子機器は、前記第１蓄電スタックおよび前記ダクトの接続部分に対して、前記車両の下方に位置していることを特徴とする請求項１に記載の車両。\n, \n 前記フロアパネルは、前記車両の上方に向かって窪んだトンネルを有しており、\n 前記第１蓄電スタックの少なくとも一部は、前記トンネルの内側に位置していることを特徴とする請求項１又は２に記載の車両。\n, \n 前記トンネルは、前記車両の前後方向に延びており、\n 前記第１蓄電スタックの前記複数の蓄電素子は、前記トンネルの長手方向に並んでいることを特徴とする請求項３に記載の車両。\n, \n 前記トンネルは、運転席および助手席の間に位置していることを特徴とする請求項３又は４に記載の車両。\n, \n 前記蓄電装置は、前記ケースに収容され、複数の蓄電素子を含む第２蓄電スタックを備えており、\n 前記第２蓄電スタックは、前記第１蓄電スタックに沿って、前記電子機器と並んで配置されていることを特徴とする請求項１から５のいずれか１つに記載の車両。\n, \n 前記第２蓄電スタックの前記複数の蓄電素子は、前記車両の左右方向に並んでいることを特徴とする請求項６に記載の車両。\n, \n 前記第２蓄電スタックを複数有しており、\n 前記複数の第２蓄電スタックは、前記車両の前後方向に並んでいることを特徴とする請求項７に記載の車両。\n, \n 前記第２蓄電スタックに接続され、冷却媒体を前記第２蓄電スタックに供給するダクトを有することを特徴とする請求項６から８のいずれか１つに記載の車両。\n, \n 前記電子機器は、前記蓄電装置および負荷の間における通電および非通電を切り替えるリレーであることを特徴とする請求項１から９のいずれか１つに記載の車両。\n, \n 車両に搭載され、前記車両の走行に用いられるエネルギを出力する蓄電装置であって、\n 複数の蓄電素子を含む第１蓄電スタックと、\n 前記蓄電装置の充放電を制御するために用いられ、前記第１蓄電スタックに対して前記車両の下方に位置する電子機器と、\n 前記第１蓄電スタックおよび前記電子機器を収容し、前記車両のフロアパネルの下面に固定されるケースと、\nを有することを特徴とする蓄電装置。\n, \n 前記フロアパネルは、前記車両の上方に向かって窪んだトンネルを有しており、\n 前記第１蓄電スタックの少なくとも一部は、前記トンネルの内側に位置していることを特徴とする請求項１１に記載の蓄電装置。\n, \n 前記ケースに収容され、複数の蓄電素子を含む第２蓄電スタックを備えており、\n 前記第２蓄電スタックは、前記第１蓄電スタックに沿って、前記電子機器と並んで配置されていることを特徴とする請求項１１又は１２に記載の蓄電装置。\n \n | WO | WIPO (PCT) | NaN | B | True |
| 311 | Scalable, hybrid energy storage for plug-in vehicles \n | US8307930B2 | NaN | An energy storage module ( 30, 32 ) for an electric vehicle or hybrid electric vehicle ( 12 ). Multiple low-voltage storage batteries ( 36 ) disposed on a tray ( 60 ) and connected in parallel circuit relationship form a low-voltage battery bank. A DC-to-DC converter ( 42 ) has an input connected to the low-voltage battery bank and an output connected to a high-voltage energy storage bank ( 34 ). An AC-to-DC converter ( 40 ) is connected to the low-voltage battery bank for charging the low-voltage battery bank from a source of AC electricity ( 45 ). | US:12/505,575 | https://patentimages.storage.googleapis.com/73/20/3d/999b04b9a1c206/US8307930.pdf | US:8307930 | Eric Sailor, Colin J. Casey | International Truck Intellectual Property Co LLC | US:3861487, US:3874472, US:3972380, US:4277737, US:4254843, US:4363999, US:5572108, US:7290627, US:5418437, US:5915488, US:5686818, US:5920127, US:6031355, US:6189635, US:6972164, US:6281660, US:6082476, US:6335574, US:6271645, US:6430101, US:6583602, US:20030029654:A1, US:6941917, US:20030037748:A1, US:20030122512:A1, US:6608396, US:20040040755:A1, EP:1340908:B1, US:20040051500:A1, US:6909201, US:6791295, US:7830118, US:6966803, US:20100055546:A1, WO:2006065364:A2, US:20060127704:A1, US:20110298414:A1, US:20060250902:A1, US:20060272863:A1, US:8120308, US:7750607, US:7208894, US:7267090, US:20070284159:A1, US:8047316, US:20080011528:A1, US:7663349, US:8004109, US:20080224663:A1, US:7997363, US:7889524, US:20090103341:A1, US:7766788, US:7888910, US:7854282, US:7687934, US:20100006351:A1, US:20100155161:A1, US:20100117594:A1, US:20100181126:A1, US:8109354, US:8115334, US:8120310, US:20110011659:A1, US:8043132, US:20110100735:A1, US:20120049792:A1 | Not available | 2012-11-13 | 1. A hybrid electric vehicle comprising:\na combustion engine for propelling the hybrid electric vehicle via at least one driven wheel coupled to the combustion engine through a drive train;\na high-voltage energy storage bank comprising at least one electric charge storage device selected from the group consisting of lithium batteries, nickel metal hydride batteries, and/or supercapacitors;\nan electric motor/generator associated with the drive train for recovering kinetic energy from the hybrid electric vehicle to re-charge the at least one electric charge storage device selected from the group consisting of lithium batteries, nickel metal hydride batteries, and/or supercapacitors of the high-voltage energy storage bank when operating as a generator, and when operating as a motor, for drawing electric current from the at least one electric charge storage device selected from the group consisting of lithium batteries, nickel metal hydride batteries, and/or supercapacitors of the high-voltage energy storage bank to propel the hybrid electric vehicle through the drive train by adding additional torque to torque being produced by the combustion engine;\na low-voltage battery bank comprising multiple low-voltage lead-acid storage batteries which are electrically connected in parallel circuit relationship with each other;\na uni-directional DC-to-DC converter for re-charging the at least one electric charge storage device selected from the group consisting of lithium batteries, nickel metal hydride batteries, and/or supercapacitors of the high-voltage energy storage bank from the multiple low-voltage lead-acid storage batteries of the low-voltage battery bank; and\nan AC-to-DC converter for re-charging the multiple low-voltage lead-acid storage batteries of the low-voltage battery bank from a source of AC electricity, the AC-to-DC converter comprising a circuit for converting utility-format AC electricity to an appropriate DC voltage for re-charging the multiple low-voltage lead-acid storage batteries of the low-voltage battery bank.\n, a combustion engine for propelling the hybrid electric vehicle via at least one driven wheel coupled to the combustion engine through a drive train;, a high-voltage energy storage bank comprising at least one electric charge storage device selected from the group consisting of lithium batteries, nickel metal hydride batteries, and/or supercapacitors;, an electric motor/generator associated with the drive train for recovering kinetic energy from the hybrid electric vehicle to re-charge the at least one electric charge storage device selected from the group consisting of lithium batteries, nickel metal hydride batteries, and/or supercapacitors of the high-voltage energy storage bank when operating as a generator, and when operating as a motor, for drawing electric current from the at least one electric charge storage device selected from the group consisting of lithium batteries, nickel metal hydride batteries, and/or supercapacitors of the high-voltage energy storage bank to propel the hybrid electric vehicle through the drive train by adding additional torque to torque being produced by the combustion engine;, a low-voltage battery bank comprising multiple low-voltage lead-acid storage batteries which are electrically connected in parallel circuit relationship with each other;, a uni-directional DC-to-DC converter for re-charging the at least one electric charge storage device selected from the group consisting of lithium batteries, nickel metal hydride batteries, and/or supercapacitors of the high-voltage energy storage bank from the multiple low-voltage lead-acid storage batteries of the low-voltage battery bank; and, an AC-to-DC converter for re-charging the multiple low-voltage lead-acid storage batteries of the low-voltage battery bank from a source of AC electricity, the AC-to-DC converter comprising a circuit for converting utility-format AC electricity to an appropriate DC voltage for re-charging the multiple low-voltage lead-acid storage batteries of the low-voltage battery bank., 2. The hybrid electric vehicle as set forth in claim 1 in which the low-voltage battery bank, the uni-directional DC-to-DC converter, and the AC-to-DC converter are arranged in a module that is mounted on the hybrid electric vehicle separately from the high-voltage energy storage bank., 3. The hybrid electric vehicle as set forth in claim 2 in which the low-voltage battery bank, the uni-directional DC-to-DC converter, and the AC-to-DC converter are arranged in the module with both the AC-to-DC converter and the DC-to-DC converter disposed at an end of the module beyond the low-voltage battery bank., 4. The hybrid electric vehicle as set forth in claim 3 in which the module is mounted on a member of a chassis frame of the hybrid electric vehicle with a length of the module parallel with a length of the member of the chassis frame., 5. An energy storage module for at least one of an electric vehicle and hybrid electric vehicle, the energy storage module comprising:\na tray which has a length and on which are disposed side-by-side along the length of the tray multiple low-voltage lead-acid storage batteries connected in parallel circuit relationship with each other to form a low-voltage battery bank;\na uni-directional DC-to-DC converter having an input connected to the low-voltage battery bank and providing a voltage output for use by a high-voltage energy storage bank;\nan AC-to-DC converter connected to the low-voltage battery bank and comprising a circuit for converting utility-format AC electricity to an appropriate DC voltage for re-charging the low-voltage battery bank from a source of AC electricity; and\nin which the low-voltage battery bank, the uni-directional DC-to-DC converter, and the AC-to-DC converter are both disposed on the tray with both the AC-to-DC converter and the DC-to-DC converter disposed at an end of the tray beyond the low-voltage battery bank.\n, a tray which has a length and on which are disposed side-by-side along the length of the tray multiple low-voltage lead-acid storage batteries connected in parallel circuit relationship with each other to form a low-voltage battery bank;, a uni-directional DC-to-DC converter having an input connected to the low-voltage battery bank and providing a voltage output for use by a high-voltage energy storage bank;, an AC-to-DC converter connected to the low-voltage battery bank and comprising a circuit for converting utility-format AC electricity to an appropriate DC voltage for re-charging the low-voltage battery bank from a source of AC electricity; and, in which the low-voltage battery bank, the uni-directional DC-to-DC converter, and the AC-to-DC converter are both disposed on the tray with both the AC-to-DC converter and the DC-to-DC converter disposed at an end of the tray beyond the low-voltage battery bank., 6. A method of storing energy in and delivering energy from an energy storage system in a hybrid electric vehicle that has a combustion engine for propelling the hybrid electric vehicle via at least one driven wheel coupled to the combustion engine through a drive train; a high-voltage energy storage bank comprising at least one electric charge storage device selected from the group consisting of lithium batteries, nickel metal hydride batteries, and/or supercapacitors; an electric motor/generator associated with the drive train for recovering kinetic energy from the hybrid electric vehicle to re-charge the at least one electric charge storage device selected from the group consisting of lithium batteries, nickel metal hydride batteries, and/or supercapacitors of the high-voltage energy storage bank when operating as a generator, and when operating as a motor, for drawing electric current from the at least one electric charge storage device selected from the group consisting of lithium batteries, nickel metal hydride batteries, and/or supercapacitors of the high-voltage energy storage bank to propel the hybrid electric vehicle through the drive train by adding additional torque to torque being produced by the combustion engine, and a low-voltage battery bank comprising multiple low-voltage lead-acid storage batteries which are electrically connected in parallel circuit relationship with each other, the method comprising the steps of:\nusing a uni-directional DC-to-DC converter in the hybrid electric vehicle to re-charge the at least one electric charge storage device selected from the group consisting of lithium batteries, nickel metal hydride batteries, and/or supercapacitors of the high-voltage energy storage bank from the multiple low-voltage lead-acid storage batteries of the low-voltage battery bank and to prevent the at least one electric charge storage device selected from the group consisting of lithium batteries, nickel metal hydride batteries, and/or supercapacitors of the high-voltage energy storage bank from charging the multiple low-voltage lead-acid storage batteries of the low-voltage battery bank; and\nusing an AC-to-DC converter in the hybrid electric vehicle to re-charge the multiple low-voltage lead-acid storage batteries of the low-voltage battery bank from a source of utility format AC electricity that is external to the hybrid electric vehicle.\n, using a uni-directional DC-to-DC converter in the hybrid electric vehicle to re-charge the at least one electric charge storage device selected from the group consisting of lithium batteries, nickel metal hydride batteries, and/or supercapacitors of the high-voltage energy storage bank from the multiple low-voltage lead-acid storage batteries of the low-voltage battery bank and to prevent the at least one electric charge storage device selected from the group consisting of lithium batteries, nickel metal hydride batteries, and/or supercapacitors of the high-voltage energy storage bank from charging the multiple low-voltage lead-acid storage batteries of the low-voltage battery bank; and, using an AC-to-DC converter in the hybrid electric vehicle to re-charge the multiple low-voltage lead-acid storage batteries of the low-voltage battery bank from a source of utility format AC electricity that is external to the hybrid electric vehicle., 7. A method of storing energy in and delivering energy from an energy storage system in an electric vehicle that comprises an electric motor/generator for propelling the electric vehicle via at least one driven wheel through a drive train when the motor/generator is operating as a motor and for re-charging at least one electric charge storage device selected from the group consisting of lithium batteries, nickel metal hydride batteries, and/or supercapacitors of a high-voltage energy storage bank of the energy storage system when operating as a generator recovering kinetic energy from the electric vehicle, the method comprising the steps of:\nusing a uni-directional DC-to-DC converter in the electric vehicle to re-charge the at least one electric charge storage device selected from the group consisting of lithium batteries, nickel metal hydride batteries, and/or supercapacitors of the high-voltage energy storage bank from multiple low-voltage lead-acid storage batteries which are electrically connected in parallel circuit relationship with each other to form a low-voltage battery bank in the electric vehicle and to prevent the at least one electric charge storage device selected from the group consisting of lithium batteries, nickel metal hydride batteries, and/or supercapacitors of the high-voltage energy storage bank from charging the multiple low-voltage lead-acid storage batteries of the low-voltage battery bank; and\nusing an AC-to-DC converter in the electric vehicle to re-charge the multiple low-voltage lead-acid storage batteries of the low-voltage battery bank from a source of utility format AC electricity that is external to the electric vehicle.\n, using a uni-directional DC-to-DC converter in the electric vehicle to re-charge the at least one electric charge storage device selected from the group consisting of lithium batteries, nickel metal hydride batteries, and/or supercapacitors of the high-voltage energy storage bank from multiple low-voltage lead-acid storage batteries which are electrically connected in parallel circuit relationship with each other to form a low-voltage battery bank in the electric vehicle and to prevent the at least one electric charge storage device selected from the group consisting of lithium batteries, nickel metal hydride batteries, and/or supercapacitors of the high-voltage energy storage bank from charging the multiple low-voltage lead-acid storage batteries of the low-voltage battery bank; and, using an AC-to-DC converter in the electric vehicle to re-charge the multiple low-voltage lead-acid storage batteries of the low-voltage battery bank from a source of utility format AC electricity that is external to the electric vehicle., 8. An electric vehicle comprising an electric motor/generator for propelling the electric vehicle via at least one driven wheel coupled to the electric motor/generator through a drive train when operating as a motor and when operating as a generator, for recovering kinetic energy from the electric vehicle, a high-voltage energy storage bank comprising at least one electric charge storage device selected from the group consisting of lithium batteries, nickel metal hydride batteries, and/or supercapacitors that is re-charged by the motor/generator operating as a generator and that delivers electric current for operating the motor/generator as a motor to the propel the electric vehicle, a low-voltage battery bank comprising multiple low-voltage lead-acid storage batteries which are electrically connected in parallel circuit relationship with each other, a uni-directional DC-to-DC converter for re-charging the at least one electric charge storage device selected from the group consisting of lithium batteries, nickel metal hydride batteries, and/or supercapacitors of the high-voltage energy storage bank from the multiple low-voltage lead-acid storage batteries of the low-voltage battery bank, and an AC-to-DC converter for re-charging the multiple low-voltage lead-acid storage batteries of the low-voltage battery bank from a source of utility format AC electricity., 9. The electric vehicle as set forth in claim 8 in which the low-voltage battery bank, the uni-directional DC-to-DC converter, and the AC-to-DC converter are arranged in a module that is mounted on the electric vehicle separately from the high-voltage energy storage bank., 10. The electric vehicle as set forth in claim 9 in which the low-voltage battery bank, the uni-directional DC-to-DC converter, and the AC-to-DC converter are arranged in the module with both the AC-to-DC converter and the DC-to-DC converter disposed on a common tray and at an end of the common tray beyond the low-voltage battery bank., 11. The electric vehicle as set forth in claim 10 in which the module is mounted on a member of a chassis frame of the electric vehicle with a length of the common tray parallel with a length of the member of the chassis frame, and in which both the AC-to-DC converter and the DC-to-DC converter are disposed at a lengthwise end of the common tray. | US | United States | Expired - Fee Related | B | True |
| 312 | Vehicle charging device \n | EP2641771A1 | NaN | A vehicle is equipped with a main battery, an auxiliary machinery battery, a high-capacitance DC/DC converter which converts power on an electric path between the main battery and a motor-generator for traveling to supply the converted power to the auxiliary machinery battery, a low-capacitance sub power supply which converts power on an electric path between the main battery and an external power supply to supply the converted power to the auxiliary machinery battery, and a control device which controls the sub power supply. The control device determines whether or not the DC/DC converter has an abnormality, and operates the sub power supply to perform precharging when it is determined that the DC/DC converter is abnormal. An auxiliary machinery battery voltage V2 when precharging has been performed is set to a value which is higher by a predetermined voltage α than an auxiliary machinery battery voltage V1 when precharging has not been performed. | EP:10859842.6A | https://patentimages.storage.googleapis.com/7f/5e/fb/91f4c71e10873b/EP2641771A1.pdf | NaN | Yoshinobu Sugiyama, Wanleng Ang | Toyota Motor Corp | NaN | 2013-08-23 | 2014-06-03 | A charging apparatus for a vehicle equipped with a first power supply (10) storing power for operating a motor (30) for driving the vehicle, a second power supply (60) storing power for operating auxiliary machinery (70) of the vehicle, and a connector (83) configured to be connectable to an external power supply (500) external to the vehicle, the charging apparatus comprising:\na first converter (23) converting power on an electric path between said first power supply and said motor and supplying the converted power to said second power supply;\na second converter (82) having a lower capacitance than that of said first converter, converting power on an electric path between said first power supply and said connector, and supplying the converted power to said second power supply; and\na control device (100) controlling said second converter,\nwhen said first converter is abnormal, said control device performing precharging causing said second converter to operate such that said second power supply has a greater voltage or amount of power stored than when said first converter is normal. , a first converter (23) converting power on an electric path between said first power supply and said motor and supplying the converted power to said second power supply;, a second converter (82) having a lower capacitance than that of said first converter, converting power on an electric path between said first power supply and said connector, and supplying the converted power to said second power supply; and, a control device (100) controlling said second converter,, when said first converter is abnormal, said control device performing precharging causing said second converter to operate such that said second power supply has a greater voltage or amount of power stored than when said first converter is normal., The charging apparatus for a vehicle according to claim 1, wherein\nsaid control device determines whether or not said first converter is abnormal while said vehicle is stopped with said external power supply connected to said connector, and performs said precharging before said vehicle starts traveling when it is determined that said first converter is abnormal., The charging apparatus for a vehicle according to claim 2, wherein\nsaid control device performs said precharging when it is determined that said first converter is abnormal while said vehicle is stopped and it is predicted that total energy of outputtable energy of said second power supply in one trip and convertible energy of said second converter in one trip, is less than energy necessary for said auxiliary machinery in one trip., The charging apparatus for a vehicle according to claim 3, wherein\nsaid control device stops said precharging once said total energy becomes greater than said necessary energy by said precharging., The charging apparatus for a vehicle according to claim 2, wherein\nsaid control device stops said precharging once a voltage of or amount of power stored in said second power supply reaches a predetermined value by said precharging., The charging apparatus for a vehicle according to claim 1, wherein\nsaid vehicle is further equipped with a charger (81) provided on the electric path between said first power supply and said connector and converting power of said external power supply into power that can be charged into said first power supply, and\nsaid second converter is provided between said charger and said second power supply. | EP | European Patent Office | Granted | B | True |
| 313 | 双能量存储系统和起动机电池模块 \n | CN109643775B | NaN | 本公开涉及一种双能量存储系统(13)，包括：与铅酸电池(20)并联地电耦接的锂离子电池(22)，其中锂离子电池(22)和铅酸电池(20)电耦接到车辆总线(19)，其中锂离子电池开路电压(OCV)部分地匹配铅酸电池OCV，以使得在铅酸电池100％荷电状态(SOC)下铅酸电池OCV约等于在锂离子电池50％SOC下锂离子电池OCV。 | CN:201780029389.4A | https://patentimages.storage.googleapis.com/66/10/2c/ecd7bc638a5041/CN109643775B.pdf | CN:109643775:B | 丹尼尔·B·勒, 大卫·R·布恩 | Johnson Controls Technology Co | CN:102246385:A, CN:102439780:A, CN:104904092:A, CN:105050855:A, CN:104241644:A, WO:2015016965:A1, WO:2015102998:A1, CN:105510832:A | Not available | 2023-12-19 | 1.一种双能量存储系统，包括：, 锂离子电池，所述锂离子电池被配置为与铅酸电池并联地电耦接，其中所述锂离子电池和所述铅酸电池被配置为电耦接到车辆总线；并且, 其中所述锂离子电池的开路电压（OCV）的曲线部分地匹配所述铅酸电池的OCV的曲线，以使得在所述铅酸电池的100%荷电状态（SOC）下的所述铅酸电池OCV和在所述锂离子电池的50% SOC下的所述锂离子电池OCV在13V的正负1%内，其中所述锂离子电池具有开路电压曲线，所述开路电压曲线的平均斜率在0%SOC到100%SOC的范围内大于0.001 V/SOC(%)，以因此实现对所述锂离子电池SOC的稳健SOC估计。, 2.根据权利要求1所述的双能量存储系统，其中所述锂离子电池具有四个锂离子电池单元，所述四个锂离子电池单元各自具有3.26 V的标称电压。, 3.根据权利要求1所述的双能量存储系统，其中所述锂离子电池具有五个锂离子电池单元，所述五个锂离子电池单元各自具有2.6 V的标称电压。, 4.根据权利要求1所述的双能量存储系统，其中所述锂离子电池具有多个锂离子电池单元，其中所述多个锂离子电池单元中的每一锂离子电池单元具有由选自由以下各项组成的组中的一种或更多种阴极活性材料形成的阴极：LiNixMnyCozO2，其中x+y+z=1；LiNixCoyAlzO2，其中x+y+z=1；LiCoO2；LiMn2O4；LiNiMnO4，LiMxMn2-xO4，其中x可以介于0.35与0.65之间，并且M是镍、铬或铁；LiMPO4，其中M是Mn、Co、Ni、Fe、Zn、Cu、Ti、Sn、Zr、V、Al及其混合物（例如，LiNiPO4、LiCoPO4、LiNiMnPO4、LiFePO4和LiMnFePO4）。, 5.根据权利要求1所述的双能量存储系统，其中所述多个锂离子电池单元形成介于12.5 V与16.0 V之间的总电压。, 6.根据权利要求1所述的双能量存储系统，其中所述锂离子电池具有五个锂离子电池单元。, 7.根据权利要求6所述的双能量存储系统，其中所述五个锂离子电池单元中的每一个具有平均斜率是0.0045 V/SOC(%)的开路电压曲线。, 8.根据权利要求1所述的双能量存储系统，其中所述锂离子电池具有四个锂离子电池单元。, 9.根据权利要求8所述的双能量存储系统，其中所述四个锂离子电池单元中的每一个具有平均斜率是0.0056 V/SOC(%)的开路电压曲线。, 10.根据权利要求1所述的双能量存储系统，其中所述锂离子电池具有六个锂离子电池单元。, 11.根据权利要求1所述的双能量存储系统，其中所述锂离子电池OCV部分地匹配所述铅酸电池OCV，以使得在所述铅酸电池的80%荷电状态（SOC）下所述铅酸电池OCV和在所述锂离子电池的18%-22%范围内的SOC下所述锂离子电池OCV是相同的。, 12.根据权利要求11所述的双能量存储系统，其中在所述铅酸电池的80%荷电状态（SOC）下所述铅酸电池OCV和在所述锂离子电池的18%-22%范围内的SOC下所述锂离子电池OCV是12.6V。, 13.根据权利要求11所述的双能量存储系统，其中所述锂离子电池具有多个锂离子电池单元，其中所述多个锂离子电池单元中的每一锂离子电池单元具有由选自由以下各项组成的组中的一种或更多种阴极活性材料形成的阴极：LiNixMnyCozO2，其中x+y+z=1；LiNixCoyAlzO2，其中x+y+z=1；LiCoO2；LiMn2O4；LiNiMnO4，LiMxMn2-xO4，其中x可以介于0.35与0.65之间，并且M是镍、铬或铁；LiMPO4，其中M是Mn、Co、Ni、Fe、Zn、Cu、Ti、Sn、Zr、V、Al及其混合物（例如，LiNiPO4、LiCoPO4、LiNiMnPO4、LiFePO4和LiMnFePO4）。, 14.一种系统，包括：, 锂离子电池；, 铅酸电池，所述铅酸电池被配置为与所述锂离子电池并联地电耦接；以及, 车辆，所述车辆包括车辆总线，所述车辆总线被配置成在所述锂离子电池、所述铅酸电池和所述车辆之间建立电气通路；并且, 其中所述锂离子电池的开路电压（OCV）的曲线部分地匹配所述铅酸电池的OCV的曲线，以使得在所述铅酸电池的100%荷电状态（SOC）下的所述铅酸电池OCV和在所述锂离子电池的50% SOC下的所述锂离子电池OCV在13V的正负1%内，其中所述锂离子电池具有开路电压曲线，所述开路电压曲线的平均斜率在0%SOC到100%SOC的范围内大于0.001 V/SOC(%)，以因此实现对所述锂离子电池SOC的稳健SOC估计。, 15.根据权利要求14所述的系统，其中所述锂离子电池单元具有2.6 V的标称电压的锂离子电池单元或3.26 V的标称电压的锂离子电池单元。, 16.根据权利要求14所述的系统，其中所述锂离子电池具有五个锂离子电池单元，所述五个锂离子电池单元各自具有平均斜率是0.0045 V/SOC(%)的开路电压曲线。, 17.根据权利要求14所述的系统，其中所述锂离子电池具有四个锂离子电池单元，所述四个锂离子电池单元各自具有平均斜率是0.0056 V/SOC(%)的开路电压曲线。 | CN | China | Active | H | True |
| 314 | 동력 모듈 및 이를 포함하는 자동차 \n | KR20110053084A | NaN | 본 발명은 모터와 모터 구동부가 효율적으로 구성된 동력 모듈 및 이를 포함하는 자동차에 관한 것이다. 본 발명의 실시예에 따른 동력 모듈은, 외관을 형성하는 동력 모듈 케이스; 상기 동력 모듈 케이스 내에 구비되며 직류전원을 교류전원으로 변환하는 인버터; 상기 동력 모듈 케이스 내에 구비되며 상기 인버터와 연결되어 상기 인버터에서 변환된 교류전원이 흐르는 교류전원 도체; 및 상기 동력 모듈 케이스 내에 구비되며 상기 교류전원 도체와 연결되어 교류전원을 공급받아 회전력을 발생하는 모터를 포함한다. \n \n 전기 자동차, 동력 모듈, 모터 구동부 | KR:1020090109900A | https://patentimages.storage.googleapis.com/d2/72/b1/c473694aba4473/KR20110053084A.pdf | NaN | 유승희, 임준영, 김정범, 박진수, 이동철, 이동우 | 엘지전자 주식회사 | NaN | Not available | 2014-04-24 | 외관을 형성하는 동력 모듈 케이스;, 상기 동력 모듈 케이스 내에 구비되며 직류전원을 교류전원으로 변환하는 인버터;, 상기 동력 모듈 케이스 내에 구비되며 상기 인버터와 연결되어 상기 인버터에서 변환된 교류전원이 흐르는 교류전원 도체; 및, 상기 동력 모듈 케이스 내에 구비되며 상기 교류전원 도체와 연결되어 교류전원을 공급받아 회전력을 발생하는 모터를 포함하는 동력 모듈., 제 1 항에 있어서,, 상기 동력 모듈 케이스는 직류전원이 공급되는 직류전원 케이블이 연결되는 직류전원 케이블 연결부를 포함하는 동력 모듈., 제 2 항에 있어서,, 상기 직류전원 케이블 연결부는 상기 모듈 케이스 상부 측면에 배치되는 동력 모듈., 제 1 항에 있어서,, 상기 동력 모듈 케이스 내에 구비되며 상기 인버터로 공급되는 직류전원을 평활하는 캐패시터를 더 포함하는 동력 모듈., 제 1 항에 있어서,, 상기 인버터는 상기 모터의 상측에 구비되는 동력 모듈., 제 1 항에 있어서,, 상기 동력 모듈 케이스 내에 구비되며 상기 인버터를 제어하는 제어부를 더 포함하는 동력 모듈., 제 1 항에 있어서,, 상기 인버터는 상기 동력 모듈 케이스 상부에 구비되고,, 상기 모터는 상기 동력 모듈 케이스 하부에 구비되고,, 상기 교류전원 도체는 상기 인버터와 상기 모터를 연결하는 'ㄱ'자 형태인 동력 모듈., 제 1 항에 있어서,, 상기 동력 모듈 케이스의 상부는 상기 인버터가 구비되도록 직사각형 형태로 형성되고,, 상기 동력 모듈 케이스의 하부는 상기 모터가 구비되도록 원통 형태로 형성된 동력 모듈., 직류전원을 공급하는 배터리;, 상기 배터리와 연결되어 직류전원이 흐르는 직류전원 케이블;, 상기 전원 케이블에 연결되며 직류전원을 교류전원으로 변환하여 회전력을 발생하는 동력 모듈; 및, 상기 동력 모듈이 발생한 회전력에 의하여 회전하는 바퀴를 포함하고,, 상기 동력 모듈은,, 외관을 형성하며 상기 직류전원 케이블이 연결되는 동력 모듈 케이스;, 상기 동력 모듈 케이스 내에 구비되며 상기 직류전원 케이블에서 인가된 직류전원을 교류전원으로 변환하는 인버터;, 상기 동력 모듈 케이스 내에 구비되며 상기 인버터와 연결되어 상기 인버터에서 변환된 교류전원이 흐르는 교류전원 도체; 및, 상기 동력 모듈 케이스 내에 구비되며 상기 교류전원 도체와 연결되어 교류전원을 공급받아 회전력을 발생하는 모터를 포함하는 자동차., 제 9 항에 있어서,, 상기 동력 모듈은,, 상기 동력 모듈 케이스 내에 구비되며 상기 인버터로 공급되는 직류전원을 평활하는 캐패시터를 더 포함하는 자동차., 제 9 항에 있어서,, 상기 인버터는 상기 모터의 상측에 구비되는 자동차. | KR | South Korea | NaN | B | True |
| 315 | Features for preventing short circuit in a battery module \n | WO2016182610A1 | FEATURES FOR. PREVENTING SHORT CIRCUIT IN A BATTERY MODULE BACKGROUND (0001) The present disclosure relates generally to the field of batteries and battery modules. More specifically, the present disclosure relates to- features that may prevent short circuit events when assembling a battery module. {0002J This section is intended to introduce the reader t various aspects of art that may be related to various aspects of the present disclosure, which are described below. This discussion, is believed to be helpful in providing the reader with background Information: to facilitate a better understanding of tire various aspects of the present disclosure. Accordingly, it should be understood that these statements are to be read in this light, and not as admissions of prior art. [0003J A vehicle that uses one or more battery systems for providing, all or a portion of the motive powe for the vehicle can be referred to as an xEV, where the term "xEV" is defined herein to. include all of th following vehicles, or any variations or combinations thereof, that use electric power for all or a portion of their vehicular motive force. For example, xEVs include electric vehicles (EVs) that utilize electric power for all motive force. As will be appreciated by those skilled in the art, hybrid electric vehicles (IIEVs), also considered xEVs, combine an internal combustion engine propulsion system and a.battery-powered electric propulsion system- such as 48 Volt (V) or 130V systems. The term HBV may include any variation of a hybrid electric vehicle. For example, mil 'hybrid systems ( HEVs) ma provide motive and other electrical power to the vehicle using one or more electric motors, using only an internal combustion engine, or using both. In contrast, mild hybrid systems (M'HEVs) disable the interna, -combustion engine when the vehicle is idling and utilize a battery system to -continu lo ering, the air conditioning unit, radio, or other electronics, as well as to restart the engine when propulsion is- desired. The mild, hybrid system may also apply t \n\n some level of power .assist, during acceleration for example, to supplement the internal combustion engine. Mild hybrids are typically 96V to 130V and recover braking energy through a belt or crank integrated starter generator. Further, a micro-hybrid electric vehicle (mHEV) also uses a "Stop-Start" system similar to the mild hybrids, but the micro-hybrid systems of a mHEV may or ma not supply power assist to the internal combustion engine and operates at a voltage belo w 60V. For the purposes of the present discussion, it should be noted that mHEVs typically do not technically use electric power provided directly to the crankshaft or transmission for any portion of the motive force of the vehicle, but an .mHEV may still be considered an xEV since it does use electric powe to supplement a vehicle's power needs when the vehicle is idling with internal combustion engine disabled and recovers braking energy throug an integrated starter generator. In addition, a plug-in electric vehicle (PEV) is any vehicle that can be charged from ait external source of electricit >. such as wall sockets, and the energy stored in the rechargeable battery packs drives, or contributes to drive, the wheels. PEVs are a subcategory of EVs that include all-electric or battery electric vehicles (BEVs), plug-in hybrid electric vehicles (PflEVs), and electric vehicle conversions of hybrid electric vehicles and conventional internal combustion engine vehicles. fOCKMj xEVs as described above may provide a number of advantages as compared to more traditional gas-powered vehicles using only internal combustion engines and traditional electrical systems, which are typically 12V systems powered by a lead acid battery. For example, xEVs may produce fewer undesirable emission products and may exhibit greater fuel etlieiency as compared to traditional internal combustion vehicles and, in some cases, such xBVs may eliminate the use of gasoline entirely, as is the case of certain types of EVs or PE Vs. [0(105] As technology continues to e vol ve, there is a need to provide improved power •sources, particularly battery modules, fo such, vehicles. For example, traditional, configurations' of battery modules may include exposed, electrical connections between terminals of electrochemical ceils. The exposed connections may complicate 7 \n\n manufacturing of the battery module by subjecting the battery module to an increased risk of a short circuit This increased risk may create undesirable situations during manufacturing of the batter}" module. SUMMARY [0006] A summary of certain embodiments disclosed herein is set forth below, it should be understood that these aspects are presented merely to provide the reader with a brief sommaiy of these certain embodiments and- that these aspects are not intended t limit the scope of this disclosure . Indeed, this disclosure may encompass a variety of aspects that may not be set forth below, [0007] The present disclosur relates to a batter}' module having a first battery cell with a first cell, terminal, a second battery cell with a second cell terminal, a first adapter disposed about the first cell terminal, where the first adapter has a first recess positioned proximate to the first cell terminal* and a second adapter disposed about 'the second cell, terminal, wherein the second adapter has a second recess positioned proximate to the second, cell terminal. The battery module also includes a bus bar configured to electrically couple the first cell terminal to the second cell terminal via the first and second recesses and an electrically insu!ative shield configured to cover the first cell terminal and the second cell terminal when the bus bar is being coupled to the first and second recesses to prevent a short circuit. [0008] The present disclosure also relates to a method for constructing a battery module that include disposing a first adapter over a first battery cell terminal, where the first adapter covers at least a portion of the first battery cell terminal and has a first recess positioned 'proximate io the first battery cell terminal and disposing a second adapter over a second battery cell terminal, where the second adapter cover at. least a portion of the second battery cell terminal and has a second recess positioned proximate t the second battery eel! terminal The method also includes covering a remaining exposed portion of the first battery cell terminal and a remaining exposed portion of the second battery ceil terminal with an electrically insidative shield and electrically coupling the first battery \n\n cell terminal to the second battery cell terminal by disposin a bos bar within the first and second recesses, ('0009] The present disclosure also relates to a batter module that Includes a first battery cell having a first ceil terminal, a second battery cell having a second cell terminal, a first adapter covering at least a portion of the first ceil terminal, where the first adapter has a first recess positioned proximate to the first cell terminal, a first conductive portion in contact with the first cell terminal, and a first insulative, portio at least partially surrounding the first conductive portion, and a second adapter covering at least a portion of the second cell terminal, where the second adapter has a second recess positioned proximate to the second cell terminal, a second conductive portion in contact with the- second cell terminal, and second insulative portion at least partially surrounding the second conductive portion. The battery module also includes a bus bar electricall coupling the first cell terminal to the second cell terniinal. via the first and second conductive portions and an electrically insulative shield covering a remaining exposed portion of the first cell, terminal and a remaining exposed portion of the second cell, terminal when the bus bar is being coupled to the first and second recesses. DRAWINGS [0010] Various aspects of this disclosure may be better understood upon reading the follo wing detailed description and upon reference to the drawings in which; ββΐ 1] FIG. I i a perspective view of a vehicle having a. battery system configured in accordance' with present embodiments to provide power for various components of the vehicle; [0012] FIG. 2 is a cutaway schematic view of an embodiment of the vehicle and the battery system of FIG. I [0013] FIG. 3 is a perspective view of an embodiment of a batter module for use in the vehicle of FIG, L having a bus bar connection assembl with an. electrically \n\n insulative shield being positioned there above, in accordance with an aspect of the present disclosure; ('0014] FIG. 4 is a perspective vie of the battery module of FIG. 3 having an electrically msulaiive shield, in accordance, with an aspect of the present disclosure; [001S]. FiG, 5 is a side perspective view of a portion of a battery module having a bus bar connection, assembly and electrically insulative shields, in accordance with an aspect of the present disclosure; [001$] FIG. 6 is a top perspective view of a portion of the bus bar connection assembly of FIG, 3S in accordance with an aspect of the present disclosure; (0017] FIG. 7 is a top perspective view of the portion of the bus bar connection assembly of FIG. 6 having a« electrically insulative shield, in accordance with an aspect of the present di sclosure; f 00.18] FIG. 8 is a top view of a portion of the bus bar connection assembly of FIG. 3 , In accordance with an aspect of the present disclosure; [00I9J FIG. 9 is top view of the portion of the bus bar connection assembly of FIG. 8 having an electrically insulative shield, in accordance with an aspect of the present disclosure; (0020] FIG. 10 is a cross-sectional side view of a battery module, e-carrier, and bus bar -connection assembly with an electrically insulative shield being positioned there over, in accordance with an aspect of the present disclosure; (0021] FIG. 11 is a cross-seciionai side view of the battery module of FIG. 10 having an electrically msulaiive shield In position over certain features, in accordance with an aspect of the present disclosure; \n\n |Θ 22 FIG. 12 is a cross-sectional sid view of the battery module of FIG. 10 having, another embodiment of an electrically insulative shield, in accordance with an aspect of the present disclosure; and [0023] FIG. 13 is a flow chart of a process for assembling a battery module.,, in accordance with an aspect of the present disclosure, DETAILED DESCRIPTION [0024] One or more specific embodiments will be described below, in an effort, to provide a concise description of these embodiments, not ail features of an actual implementation are -described in the specification, it should be appreciated that in the development of any such actual implementation, as in any engineering or design project, numerous implementation-specific decisions must be mad to .achieve the developers' specific goals, such as compliance with system -related and business-related constraints, which may vary from one implementation to another. Moreover, it should be appreciated thai such a development effort might be complex and time consuming, but would nevertheless be a routine undertaking of design, fabrication, and manufacture for those of ordinary skill having the benefit of this disclosure. [0025] The- battery systems described herein may be used to provide power to various types of electric vehicles (xBVs) and other high voltage energ storage expending applications (e.g., electrical grid power storage systems). Such battery systems may include one or more baiter}' modules, each battery module having a number of battery cells (e.g.. Lithium-ion (Li-ion) electrochemical cells) arranged to provide particular voltages and/or currents, useful to power, for example, one or more components of an xEV, As another example, battery modules in accordance ith present embodiments may be incorporated with or provide power to stationary power systems (e.g., non- automotive systems). \n\n f0O26| individual electrochemical cells of a battery module may be positioned in a housing, and terminals of the electrochemical ceils may extend generally in a direction away from a base of the bousing. To couple the electrochemical cells together (e.g., in serie or parallel).,, an electrical path between tenninals of two or more electrochemical cells may be established by coupling the terminal via a bus bar (e.g., welding the bus bar to the terminals). However, coupling the terminals may be difficult when the ceils are different sizes (e.g., within a manufacturing tolerance). Therefore, adapters with metallic portions may be placed over adjacent terminals of two electrochemical cells. The adapters, in a general sense, increase surface area of the cells available for electrical interconnections, thereby facilitating manufacture of the battery module. The adapters ma each include a recess {e.g., recessed downwardly from a top surface of the adapter) configured to be aligned with an adjacent adapter's recess and to receive a bus bar. The bus' bar ma be disposed within the aligned recesses of the two adapters, such that the bus bar spans between the two adapters and contacts the metallic portions of the adjacent adapters, which each contact a. respective terminal. Accordingly, an electrical path is established from a first terminal, to a first adapter disposed around or over the first terminal, to the bus bar, to a second adapter disposed around or over a second terminal, and to the second terminal. {§027] By positioning the bus bar within the- ecesses -of the two adapters t establish the electrical path between the two adapters (and, thus, the two terminals of which the two adapters are disposed around), the bus bar is located in plane wiih the terminal or below top surfaces of the two terminals. This positioning of the- bus bar may reduce a clearance (e.g., a height} of the battery module as a whole, thereby reducing the volume and increasin the energy density of the battery module. For example, traditional configurations may include a bus bar above the terminals-, which increases a total volume of the traditional configuration and can decrease energy density. Further,, by positioning the bus bar within the recesses, and disposing plastic portions around the metallic portions of the adapters (particularly proximate the recesses of the adapters), the bus bar and the metallic portions of the adapters are protected from contact with other \n\n components- (eg., metal components) of, or proximate to, the batter}' module, thereby reducing a risk of a short circuit. (0028] However, when coupling, (e.g.. welding) the. bus bar to th metallic portions of the adapters, the. terminals' themselves are exposed. The exposed terminals may create a risk of a short circuit because a conductive component (e.g., weld spatter) may come in to contact with the exposed terminal and interfere with the electrical path. A short circuit may be- undesirable because a short circuit, can cause damage to the battery ceils. Therefore, an electrically msulative shield (e.g., a plastic shield) may be disposed over the exposed terminals of the battery cells whe the bus bar is coupled (e.g., welded) to the metallic portions of the adapters. For example, the iosulative shield may block a •conductive component (e.g., weld spatter) -from contacting the cell terminals,, such that a short circuit may be prevented. It is now recognized that disposing an electricall insulative shield over terminal cells may be desirable because the electrically insulative shield may prevent short circuits, or reduce a likelihood of a short circuit occurring, during assembly of a battery module, 0029] To help illustrate, FIG. 1 is a perspective view of an embodiment of a vehicle 10, which may utilize a regenerative braking system. Although the following discussion is presented in relation to vehicles with regenerative braking systems, the techniques described herein are adaptable to other vehicles that capture/store electrical energy with a battery, which may include electric-powered' and gas-powered vehicles. [0030] As discussed above, it would be desirable for a battery system 12 to be largely compatible with traditional vehicle designs. Accordingly, the battery system 12 may be placed in a location in the vehicle 10 that would have housed a traditional battery system. For example, as illustrated, the vehicle 10 may include the battery system 12 positioned similarly to a lead-acid battery of a typical combustion-engine vehicle (e.g., under the hood of the vehicle 10), Furthermore, as will be described in more detail below, the battery system 12 may be positioned to facilitate managing temperature of the. battery system 12. For example, in some embodiments, positioning a battery system 12 under \n\n the hood of the vehicle 10 may enable an air duct to -channel airflow over the batter system 12 and cool, the battery system 12. (0031] A. more detailed vie-w of the. battery -s stem .1.2 is described in F 1 2. As depicted., the battery system 12 includes an energy storage component 13 coupled to an ignition system 14, an alternator 15, a vehicle- -console 16, and optionally to an electric motor 17. Generally,, the energy storage component 13 may capture/store- electrical energy generated in the vehicle 10 and output electrical energy to power electrical devices in the vehicle 10. 032j m other words, the battery system 12 may supply power to components of the vehicle's electrical system, which may include radiator cooling fans, climate control systems, electric power steering systems, active suspension systems, auto park systems, electric oil pumps, electric sttper/mrhochargers, electric -water pumps, heated windsereen defrosters, window lift motors,, vanity lights, tire pressure monitoring systems, sunroof motor controls, power seats, alarm systems, infotainment systems, navigation features, lane departure warning systems, electric .parking, brakes, external lights, or any combination thereof. Illustratively, in the depicied embodiment, the energy storage component 13 supplies power to the vehicle console 16 and the ignition system 4, which may be used to start (e.g., crank) an internal combustion. engine 1.8. |B033] Additionally, the energy storage component 13 ma capture electrical energ - generated by the alternator I S and/or the electric motor 17, In some embodiments, the .alternator 15. may generate electrical energy while the internal combustion engine 18 is running. More specifically, the alternator 15 may convert the mechanical energy produced by- the rotation of the internal combustion engine I S into electrical energy. Additionally or alternatively, when the vehicle .10 includes an electric motor 17, the electric motor 1? ma generate electrical energy by converting mechanical energ produced by the movement of the vehicle 1.0 (e.g., rotation of die wheels) into electrical energy. Thus, in some embodiments., the energy storage component 13 may capture electrical energy generated by the alternator 15 and/or the electric motor 17 during \n\n regenerative braking. As such, the alternator 15 and/or the electric motor 1? are generall referred to herein as a regenerative braking system, ('0034] io facilitate capturing and sup lyin electric energy, the energ storage component' 13 may be electrically coupled to me vehicle's electric system via a bus 19, For example, the bus 19 ma enable the energy storage component 1.3 to receive electrical energy generated by the alternator 15 and/or the electric moto 17, Additionally, the bus 1 may enable the energy storage component 13. to output electrical energy to the ignition system 14 and/or the vehicle console 16, Accordingly, when a 12 volt battery system 12 is used, the bus 1 may carry electrical power typically between 8- 18 volts, [0035] Additionally; as depicted, the energy storage component 13 may include multiple battery modules. For example, in the depicted embodiment, the energy storage component 13 includes a lithium ion (e.g., a first) battery module 20 and a lead-acid (e.g., a second) battery module 22, which each includes one or more battery cells. In other embodiments, the energy storage component 13 may include any number of battery modules. Additionally, although the lithium i n battery module 20 and lead-acid battery module 22 are depicted adjacent to one another, they may be positioned in different areas around the vehicle. For example, the lead-acid battery module 22 may be positioned in or about the interior of the vehicle 10 while the lithium ion battery module 20 may be positioned under the hood of the vehicle 10. [9036] In some embodiments, the energ storage component 13 may include multiple battery modules to utilize multiple different battery chemistries. For example, when the lithium io battery module 20 is used, performance of the battery system 12 may be improved since the lithium ion battery chemistry generally has a higher coulombie efficiency and/or a higher power charge acceptance rate (e.g., higher maxiniiim charge current or charge voltage) than the lead-acid battery chemistry. As such, the capture, storage, and/or distribution efficiency of the battery system 12 may be improved. \n\n |Θ037] To facilitate controlling the capturing and. storing of electrical energy, the battery system 12 may additionally include a control module 24. More specifically,, the control module 24 may control operations of components in the battery system 12, such as relays, (e.g.., switches) within energy storage component 13, the alternator 15, and/or the electric motor 17. For example, the control module 24 may regulate an amount of electrical energy captured/supplied by each battery module 20 or 22 (e.g., to de-rate and re-rate the battery system 12), perform load balancing between the battery modules 20 and 22, determine a state of charge of each battery module 20 or 22, determine temperature of each, battery module 20 or 22, control voltage output by the alternator 15and ox the electric motor 17, and the like. 10038] Accordingly, the control unit 24 ma include one or more processors 26 and one or more memory components 28. More specifically, the one or more processors 26 may include one or more application specific integrated circuits (ASICs), one or more field programmable gate array (FPGA ), one or more general purpose processors, or any combination thereof. Additionally, the one or more memory components 2.8 may include volatile memory, such as random access memory (RAM), and/or non-volatile memory, such as read-only memory (ROM), optical drives, hard disc drives, or solid-state drives. In some embodiments, the control unit 24 may include portions of a vehicle control unit (VCU) and/or a separate batter control module, 10 39] As discussed above, assembly of batter)' module may be enhanced by utilizing a plastic of electrically msulaiive material (e.g., an electrically insulative shield) disposed over cell terminals to block short circuits when, coupling (e.g., welding) a bus bar t cell terminal adapters. In certain, embodiments, a ledg of the electrically insulative shield may extend over at least a portion of the adapters, but may generally leave space for insertion of the bus bars across adjacent adapters. Further, the ledge enables a welding tool to access a space directly above the bus bars after the bus bars are disposed across the adjacent adapters. Generally, each bus bar is disposed across adjacent adapters and welded, to the adjacent adapters one at. a time. Alter a first ro of \n\n bus bars is coupled, the plasdc block may be moved, to another row of terminals and adapiers, on the other side of a stack of electrochemical cells, to administer the coupling operation to the other row of bus bars. Additionally or alternatively, the battery module may include a second electrically insulatiye shield that may be disposed over the othe row of terminals and adapters, such that the electrically insulative shield is not repositioned. [0040] An embodiment of the battery module 20, before an electrically insulative •shield 80 is disposed over ee.ll terminals, is shown in a perspective view in FIG. 3, In the illustrated embodiment, the battery module 20 includes a number of individual prismatic electrocbemical ceils 50 (e.g., Li-ion electrochemical cells 50) boused in a bousing 52. Each electrochemical cell 50 may include a positive terminal 54 and a negative terminal 56. The prismatic- electrochemical cells 50 also generally include terminal ends 58 having the terniinals 54, 56, base ends opposite the terminal ends 58, broad faces extending between the terminal end 58 and base ends, and narro faces' extending betwee the broad feces. [00411 In the illustrated embodiment, a first terminal (e.g., the positive terminal 54) of a first electrocbemical ceil is positioned proximate a second terminal (e.g., the negative terminal 56) of a second electrochemical, cell, in this regard, depending on the embodiment, the 'electrochemical cells 50 may be coupled together in series (e.g., positive terminal 54 to negative terminal 56, as shown) or in parallel (e.g., positive terminal 54 to positive terminal 54 or negative terminal 56 to negative terminal 56). In some embodiments, the battery module 20 may include some electrochemical cells SO coupled together in parallel and some electrochemical, cells 50 coupled together in series. To couple two adjacent electrochemical cells 50 in series, an electrical path is provided between the positive terminal 54 of a first of the two adjacent electrochemical cells 50 and the negative terminal 56 of a second of the two adj cent electrochemical cells 50. To couple two adjacent, - electrochemical, ceil 50 in parallel, an electrical path is provided, between, for example, the positive terminal 54 of a first of die two adjacent \n\n electrochemical cells 50 and the positive terminal 54 of a second of the two adjacent electrochemical ceils 50. Alternatively,, two' adjacent electrochemical cells 50 may also be coupled together in parallel by providing an electrical path between their respective negati ve terminals 56 as opposed to between their .respective positi ve terminals 54. [0042] It should be noted thai the labeled positive terminal 54 in the illustrated embodiment is also electrically coupled to an external terminal 60 of the battery module 20 (e.g., a battery module terminal),- where the external terminal. 60 is configured to be coupled to, for example, one or more loads (e.g., the vehicle . console 16} . hi general, connections between the electrochemical cells 50 are replicated between all the terminals 54, 5 of all tire electrochemical cells 50 of the battery module 20 to form an aggregate electrical network of connections. A negative terminal 56 on the other side of the battery module 20 (e.g., on the oilier side of the aggregate electrical network) opposite to the illustrated external terminal 60 may be coupled to another external terminal 60 (e.g., a negati ve external terminal, of the battery module 20). The two external terminals 60 may be coupled to the one or more loads such thai the aggregate network of 'connections- of the electrochemical cells 50 may enable charge to be provided fern the battery module 20 to the one or more loads, in .this, manner, each terminal 54, 56 on the exterior of each electrochemical cell 50 represents an electrical contac to the aggregated network of connections of the battery module 20. 100431 in. the illustrated embodiment the electrochemical cells 50 are coupled together in series- in accordance with the description above. For example, each electrochemical eel! 50 includes a positive terminal 54 coupled to the- negative terminal ,56 of an adjacent cell 50 and a negative terminal 56. coupled to the positive terminal 54 of the other adjacent cell 50, The electrochemical cells 50- may be disposed in one or more rows such that the electrochemical ceils 50 on either end of a row are adjacent to only one electrochemical: cell SO. [0044] To couple terminals 54, 56 of adjacent electrochemical cells 50 in the illustrated embodiment, an electrical path is provided between the terminals. 54, 56 via a \n\n bus bar connection .assembly 62 in accordance with the present disclosure. The bus bar connection assembly 62, for example, is configured to provide the electrical path between the respective first terminal 54 (e.g., a positive terminal) of a first ceil of the •electrochemical cells 50 and .the -respective second terminal 56 (e.g., a negative terminal) of a second cell of the electrochemical cells 50. However, it should be noted that the disclosed bus bar connection assembl 62 may be used to couple (e.g., provide an electrical path between) two positive terminals 54 or two negative termirsals 56 in a parallel connection, or a positive terminal 54 and a negative terminal 56 in a series connection (as. shown). Further, the bus bar connection assembly 62, as described in detail below, may be used, to couple terminals 54, 56 having the same or two different .materials. |'β945] The bus bar connection assembly 62, in the illustrated -embodiment, includes adapters 64 configured to ill over the terminals 54, 56 of the adjacent electrochemical cells 50. The adapters 64 each include at least a conductive portion (e.g., a metallic portion) configured to contact the terminals '54, 56 of the electrochemical cells 50, which are also conductive (e.g., metallic), and establish an electrical path between the terminals 54, 56. Thus, each electrochemical cell 50 is electrically coupled to the adapters.64 that fit around its respective terminals 54, 56. To electrically couple two adjacent adapters 64 (e.g., the first adapter 64 over the first terminal 54 of the first eiectrochemical cell 50 and the second adapter 64 ove the second terminal 56 of the adjacent, second electrochemical cell 50), a bus bar 66 (e.g., a metallic, bi-metal-lic, alloyed, or otherwise conductive bus bar) is disposed in recesses 68 of the two adjacent adapters 64, |'Θ046] Als included on each adapter 64 in the illustrated embodiment is electrically insulative materia! configured' to block potential short, circuits. For example, each adapter 64 in the illustrated embodiment includes a plastic or otherwise electrically insulative material (e.g., dielectric material) disposed around the metallic portion, of the adapter 64. For the purpose -of the present disclosure, an "electrically insulative material" includes materials that do not substantially transmit electric current therethrough. The electrically \n\n insulative material may extend upwardly proximate the recess 68 of the adapter 64 and the -conductive bus bar 66 disposed in the recess 68. Accordingly, the electrical path provided between the two terminals 54, 56- of the adjacent electrochemical cells 50 is protected by the electrically insulative material The conductive (e.g., metallic} and itisulative (e.g., plastic) portions., of the adapter 64 are discussed hi more detail herein with reference to FIG. 6. [0047J Moreover, FIG. 4 illustrates a perspective view of the battery module 20 of FIG. 3 with an. electrically m.sulative shield 80 disposed over the terminals 54, 56 to provide additional protection from a short circuit. As described above, the adapters 64 may be coupled (e.g., welded) to the bus bar 66 to establish an electrical connection between two battery ceils 50. However, when the cell terminals 54, 56 are exposed during the -coupling operation, a risk of a short circuit occurring may be- increased. For example, a short citcuit may be- caused when a conductive .material comes into contact with an electrical pathway. Welding, in some cases, can cause spatter, or small particles of tnolten metal (e.g., from weld wire), that may project beyond the welding area. Therefore, if spatter from a welding operation, for example, were to contact the terminals 54, 56, a short circuit may -occur. A short, circuit .may cause damage to the batter module 20 (e.g., gas and electrolyte may be released irom the battery module 20 and/or the battery module '20. may overheat) and could potentially lead to destruction of the functionality of the battery cells 50 (e.g., damage as a result of overheating or release of energy). It is now recognized, thai positioning the electrically insulative shield 8.0. over the terminals 54, 56 may reduce a risk of conductive components (e.g., weld spatter) contacting the terntmals 54, 56 (e.g.,. the electrical pathway) during the coupling operation. [Θ048] The electrically insu | The present disclosure includes a battery module having a first battery cell with a first cell terminal, a second battery cell with a second cell terminal, a first adapter disposed about the first cell terminal, where the first adapter has a first recess positioned proximate to the first cell terminal, and a second adapter disposed about the second cell terminal, wherein the second adapter has a second recess positioned proximate to the second cell terminal. The battery module also includes a bus bar configured to electrically couple the first cell terminal to the second cell terminal via the first and second recesses and an electrically insulative shield configured to cover the first cell terminal and the second cell terminal when the bus bar is being coupled to the first and second recesses to prevent a short circuit. | PC:T/US2016/017665 | https://patentimages.storage.googleapis.com/ea/8c/4f/7c606dde5fcfcb/WO2016182610A1.pdf | NaN | Robert J. Mack, Richard M. Dekeuster, Jennifer L. CZARNECKI, Michael L. Thompson, Jonathan P. LOBART | Johnson Controls Technology Company | US:20060246781:A1, US:20140050967:A1, US:20130273412:A1, US:20130280959:A1, WO:2014034106:A1 | Not available | 2022-10-06 | 1. A battery module, comprising: , a first, battery cell having a first cell terminal:; , a second battery eel! having a second ceil terminal; , a first adapter disposed about the first eel! terminal* wherein the first adapter comprises a first recess positioned proximate to the first cell terminal; , a second adapter disposed about the second ceil terminal, wherein the second adapter comprises a second recess positioned proximate to the second cell terminal; , a bus bar configured to electrically couple the first cell terminal to the second cell terminal via the first and second recesses; and , an electrically iiisu!ative shield configured to cover the first cell terminal and the second cell terminal when, the bus bar is being coupled to the first and second recesses to prevent a short circuit. , 2. The battery module of claim 1 , wherein the first adapter comprises a first conductive portion in contact with the first cell terminal, the second adapter comprises a second conductive portion in contact with the second cell, terminal, and the bus bar is in electric contact with the first conductive portion and the second conductive portion when being coupled to the first and second recesses, , 3. The battery module of claim 2, wherein a first end of the bus bar is configured to be welded to the first conductive portion and a second end of the bus bar is configured to be welded to the second conductive portion. , 4. The battery module of claim 2, wherein the first adapter comprises a first electrically insokiive portion at least partially surrounding the first, conductive portion, the second adapter comprises a second electrically insulative portion, at least partially surrounding the second conductive portion. \n\n, 5. The batterv module of claim- 4, wherein the first and second electrically insulative portions are disposed proximate to the electrically insulative shield when the bus bar is being coupled to the first and second recesses. , 6. The battery module of claim. 2, wherein the first conductive material is copper and the second conductive materia! is aluminum. , 7. The battery module of claim 2, wherein the first conductive material, isaluminum and the second conductive material, is copper,. , 8. The battery 'module Of claim. 1 , wherein the first adapter extends a first distance along a first surface- Of the first battery cell, the second adapter extends a second distance along a second surface of the second battery cell, and the electrically insulative shield covers the first and second distances. , 9. The battery module of claim 1, wherein the first and second battery cells are lithium ion electrodiemical cells. , 10. The batter module of claim 1 , wherein the first and second electrochemical cells are prismatic electrochemical cells. , .1 L "The battery module of claim I , wherein the bus bar is disposed within the first and second recesses such that a top surface of the bus bar is disposed no higher than the top surfaces of the first and second terminals. , 12, The battery module of claim 1, wherein the first battery cell comprises a third cell terminal and the second battery cell comprises a. fourth cell terminal the first and second battery cells each comprise a first side and second side, the first cell \n\n terminal is disposes.! on the first side of the first battery cell, the third eel! terminal is disposed on the second side of the first battery cell, the second cell terminal is disposed on the first side of the second battery cell, the fourth cell terminal is. disposed on the second side of the second battery cell, and the battery module comprises an additional electrically insulative shield configured to cover the third and fourth battery cells when the bus bar is being coupled to the first and second recesses. , 13. The battery module of claim 12. comprising: .a third adapter dispose about the third cell terminal and a fourth adapter disposed about the fourth cell terminal, wherein the third adapter comprises a third recess positioned proximate to the third cell terminal, the fourth adapter comprises a fourth, recess positioned proximate to the fourth cell terminal, and the additional electrically insulative shiel i configured to cover the third and fourth cell terminals when the third and fourth recesses are being coupled to an additional bus bar, , 14. The battery module of claim I, wherein the electrically insulative shield comprises plastic. , 15. A method for constructing battery module, comprising: , disposing a first adapter over first battery cell terminal, wherein the first adapter covers at least a portion o the first battery cell terminal and comprises a. first recess positioned proximate to the first battery: cell terminal; , disposing a second adapter over a second battery eel! terminal, wherein the second adapter covers at least a portion of the second battery cell terminal and comprises a second recess positioned proximate to the second batter)' cell terminal; , covering a remaking exposed portion of the first battery cell terminal and a remaining exposed portion of the second battery cell terminal with an electrically insulative shield; nd \n\n electrically coupling the first battery cell terminal to the second battery cell terminal by disposing a bus bar within the first and second recesses. , 16, Tire .method of claim 5, wherein the electrically insulatlve shield covers only a portion of the bus bar. , 17. The method of claim 15, wherein the first adapter comprises a first conductive portion in contact with the first battery ceil terminal, the second adapter comprises a second conductive portion in contact with the second battery eel! terminal, a first side of the bus bar is welded to the first conductive portion, and a. second, side of the bus bar is welded to the second conductive portion. , 18, The method of claim 17, wherein the electrically insidaiive shield is disposed over the first and second batter cell terminals, such that a welding tool cam access a top face of the bus bar, , 1 . The method of claim 15, comprising: , disposing a third adapte over a third battery ceil terminal, wherein the third adapter covers at least portion of the third battery cell terminal and comprises a third recess positioned proximate to the third battery eel! terminal; , disposing a fourth adapter over a fourth battery cell terminal, wherein the fourth adapter covers at leas a portion of the fourth battery "cell terminal and comprises fourth recess positioned proximate to the fourth battery cell terminal; , repositioning the electrically insulative shield to cover the third, battery ceil terminal and the fourth batterv cell terminal: and , electrically coupling the third battery cell terminal to the fourth battery cell terminal by disposing an additional bus bar within the- third and fourth recesses. \n\n, 20. The method, of claim 15, comprising leaving the electrically insulative shield In place as a permanent component of the battery module. , 21 - A battery module, comprising: , a first 'battery cell having a first cell terarinal; , a second battery cell having a second cell terminal; , a first adapter covering at least a portion of the first eel! terminal, wherein the first adapter comprises a first recess positioned proximate to the first cell terminal, first conductive portion in contact with the first cell terminal, and a first insulative portion .at least partially surrounding the first conductive portion; , a second adapter covering a least a portion of the second, cell te minal, wherein the second adapter comprises a second recess positioned proximate to the second cell terminal, a second conductive portion in contact with the second eel! terminal, and second insulative portion at least partially surrounding the second conductive portion; , a. bus bar electrically coupling the first cell terminal to the second ceil terminal via the first and second conducti ve portions; and , an electrically insulative shield covering a remaining exposed portio of the first cell terminal and a remaining exposed portion o 'the second cell terminal when the bus bar is being coupled to the first and second recesses, wherein the electrically insulative shield comprises a lip portion configured to extend into the first and second recesses, , 22. "The 'battery module of claim 21, wherein the first and second insulative portions are disposed proximaie to the electrically insulative shield when the bus bar is being coupled to the first and second recesses. , 23, The battery module of claim 21, wherein the bu bar-is disposed within the first and second recesses such that a top surface of the bus bar is disposed no higher than the top surfaces of the first and second terminals. \n\n, 24. The batterv module of claim 21. wherein the electrically insutadve shield comprises plastic. \n | WO | WIPO (PCT) | NaN | H | True |
| 316 | Electric power distribution system and method for electric mining machine \n | US11453309B2 | This application claims priority to provisional patent application No. 62/727,930, filed Sep. 6, 2018, and entitled “Zero Emission Electric Mining Vehicle,” the entire disclosure of which is incorporated herein by reference. In addition, this application is related to commonly owned U.S. Patent Application Publication No. 2020/0157769, entitled “Electric Load-Haul-Dump Mining Machine”; U.S. Patent Application Publication No. 2020/0384869, entitled “Battery Load Mechanism for Electric LHD Mining Machine”; and U.S. Pat. No. 11,305,746, entitled “Separable Tow Hook Brake Release System” all filed concurrently herewith on Jun. 7, 2019, and each of which is incorporated herein by reference in its entirety.\nThe present disclosure relates broadly to electric machines and vehicles, and more specifically to electric machines and vehicles used in subsurface mines.\nAn overview of a sub-surface mine environment and general description of electric vehicles for mining is described in U.S. Pat. No. 9,994,117, issued on Jun. 12, 2018, titled “System And Method For Providing Power To A Mining Operation,” the entire contents of which are hereby incorporated by reference. The present disclosure relates heavy duty electric powered machines or vehicles that may operate in a continuous work environment such as a sub-surface mine. The battery packs employed in electric mining machines are heavy-duty, high powered battery packs which are comprised of multiple battery modules contained in a pack housing. Each module is comprised of multiple cells. The modules are equipped with an array of operational sensors and are provided with electronic components to provide data from the sensors to a separate maintenance network. Sensors can include temperature sensors, timing devices, charge level detection devices, and other monitoring devices which can be employed to provide an operations center with accurate, real-time data regarding the performance of the module and its performance history. Details of exemplary battery packs and battery management systems and the associated data generation and monitoring can be found in commonly owned U.S. Pat. No. 9,960,396 issued on May 1, 2018, titled “Module Backbone System;” and U.S. Pat. No. 10,063,069 issued on Aug. 28, 2018, titled “Module Maintenance System;” the entire contents of which are hereby incorporated by reference.\nCo-pending and commonly owned U.S. application Ser. No. 15/980,314 filed May 15, 2018, titled “Electrically Powered Mining Vehicle;” U.S. application Ser. No. 15/908,794 filed Feb. 28, 2018, titled “Electric Haul Truck;” U.S. application Ser. No. 15/908,799 filed Feb. 28, 2018, titled “Mounting and Dismounting System for a Battery Assembly;” U.S. application Ser. No. 15/908,802 filed Feb. 28, 2018, titled “Method and System for Mounting and Dismounting Batteries in a Vehicle;” and U.S. application Ser. No. 15/908,804 filed Feb. 28, 2018, titled “Alignment and Locking Mechanism for Removable Battery Assembly” contain descriptions electric mining machines, the batteries, and the sub-surface mining environment, the entire contents of which are hereby incorporated by reference.\nAn electric power distribution system and method for an electric mining machine are provided according to the techniques described herein.\nIn one aspect, a method for electric power distribution in an electric mining machine is provided. The method includes receiving information associated with a state of charge of a first battery pack. The first battery pack supplies electric power to a front electric motor configured to drive a front axle of an electric mining machine. The method also includes receiving information associated with a state of charge of a second battery pack. The second battery pack supplies electric power to a rear electric motor configured to drive a rear axle of the electric mining machine. The method includes comparing the state of charge of the first battery pack to the state of charge of the second battery pack and, upon determining that the state of charge of the second battery pack is greater than the state of charge of the first battery pack, increasing electric power to the rear electric motor of the electric mining machine.\nIn another aspect, a power control system in an electric mining machine is provided for providing electric power distribution. The power control system includes a power system controller in communication with at least a first battery pack and a second battery pack of an electric mining machine. The first battery pack is configured to supply electric power to a front electric motor to drive a front axle of the electric mining machine. The second battery pack is configured to supply electric power to a rear electric motor to drive a rear axle of the electric mining machine. The power system controller is configured to compare a state of charge of the first battery pack to a state of charge of the second battery pack and, upon determining that the state of charge of the second battery pack is greater than the state of charge of the first battery pack, increase electric power to the rear electric motor of the electric mining machine\nIn another aspect, an electric mining machine is provided. The electric mining machine includes a front electric motor configured to drive a front axle of the electric mining machine. The electric mining machine also includes a rear electric motor configured to drive a rear axle of the electric mining machine. A first battery pack is configured to supply electric power to the front electric motor and a second battery pack is configured to supply electric power to the rear electric motor. A power system controller is in communication with at least the first battery pack, the front electric motor, the second battery pack, and the rear electric motor. The power system controller is configured to compare a state of charge of the first battery pack to a state of charge of the second battery pack and, upon determining that the state of charge of the second battery pack is greater than the state of charge of the first battery pack, increase electric power to the rear electric motor of the electric mining machine.\nOther systems, methods, features and advantages of the invention will be, or will become, apparent to one of ordinary skill in the art upon examination of the following figures and detailed description. It is intended that all such additional systems, methods, features and advantages be included within this description and this summary, be within the scope of the invention, and be protected by the following claims.\nThe invention can be better understood with reference to the following drawings and description. The components in the figures are not necessarily to scale, emphasis instead being placed upon illustrating the principles of the invention. Moreover, in the figures, like reference numerals designate corresponding parts throughout the different views.\n FIG. 1 is an isometric view of an example embodiment of an electric mining machine.\n FIG. 2 is an outline view of the example embodiment of an electric mining machine illustrating components of an electric power control system.\n FIG. 3 is a schematic view of the components of the electric power control system of an electric mining machine.\n FIG. 4 is a representative view of an example embodiment of electric power distribution in the electric mining machine under load.\n FIG. 5 is a representative view of an example embodiment of electric power distribution in the electric mining machine during regenerative braking.\n FIG. 6 is a flowchart of an example embodiment of a method for electric power distribution in an electric mining machine.\n FIG. 7 is a representative view of an example embodiment of a process for replacing a battery pack of an electric mining machine.\n FIG. 8 is a representative view of an example embodiment of an electric mining machine with a replacement battery pack.\nElectric mining machines are generally powered by onboard battery packs. The machines can be load-haul-dump (LHD) machines, scalers, graders, scoops, rock breakers, cutters, haulers or a combination. In general, electric mining machines are heavy duty vehicles engineered for the challenging subsurface environments and limited spaces powered by an onboard battery or other power source. The machines generally include a tool end, heavy-duty wheels and tires, an operator area, controls, and may include a removable power source mounted onboard the machine.\nThis disclosure is directed to an electric power distribution system and method for an electric mining machine having two main battery packs that each supply electric power to individual electric motors on front and rear axles of the electric mining machine. According to the techniques described herein, the electric power distribution system and method distributes power between the individual electric motors in order to equalize the amount of charge of remaining between the two main battery packs.\n FIG. 1 illustrates an example embodiment of an electric mining machine 100. In one embodiment, electric mining machine 100 is a load-haul-dump (LHD) machine with a hauling capacity of approximately 10 metric tons. In other embodiments, however, the techniques of the present embodiments for electric power distribution may be applied to any type of electric mining machine or electric vehicle.\nAs shown in FIG. 1, in this embodiment, electric mining machine 100 includes a chassis 102 (or frame) that comprises the main body of electric mining machine 100. Chassis 102 is configured to engage with a removable power source 104 that provides electrical power to electric mining machine 100. Removable power source 104 includes a battery frame 106 that holds battery packs that provide the electrical power to electric mining machine 100. In this embodiment, removable power source 104 includes two battery packs, including a first battery pack 108 and a second battery pack 110. Each battery pack is a separate, self-contained battery pack that is configured to supply electric power to individual electric motors, as will be described below.\nIn an example embodiment, each of first battery pack 108 and second battery pack 110 may be a heavy-duty, high powered battery pack which is comprised of multiple battery modules contained in a pack housing. Each battery module (or module) is comprised of multiple battery cells (or cells). The modules are also equipped with an array of operational sensors and are provided with electronic components to provide data from the sensors to a separate maintenance network. Suitable battery modules and associated sensors and components are described in commonly owned U.S. Pat. Nos. 9,960,396 and 10,063,069, incorporated by reference above.\n Removable power source 104 is removably attached to electric mining machine 100. As used herein, the term “removably attached” refers to two components that are joined together but that can be separated without destroying one or the other component. That is, the components can be non-destructively detached from one another. Exemplary modalities of “removable attachment” include connections made using removeable fasteners, latches, locks, hooks, magnetic connections as well as other kinds of connections.\nIn this embodiment, removable power source 104 is removably attached to chassis 102 at the rear of electric mining machine 100. For example, as shown in FIG. 1, an attachment mechanism 112 engages a portion of battery frame 106 of removable power source 104 using a plurality of hooks. It should be understood that attachment mechanism 112 shown in FIG. 1 is merely exemplary and other types of attachment mechanisms may be used to attach removable power source 104 to electric mining machine 100. Additionally, in other embodiments, the attachment location of removable power source 104 on electric mining machine 100 may also be different.\nIn an example embodiment, electric mining machine 100 is an LHD and includes a bucket 114 at the front of electric mining machine 100. In other embodiments, however, electric mining machine may be any type of electric mining machine or electric vehicle. In these embodiments, the electric mining machine may be equipped with different mechanisms depending on its function. That is, bucket 114 is optional and is not required to implement the techniques of the example embodiments.\nIn some embodiments, chassis 102 comprising the main body of electric mining machine 100 may include a first body portion 116 and a second body portion 118. First body portion 116 may be a rearward portion of electric mining machine 100. Second body portion 118 may be a frontward portion of electric mining machine 100. In some embodiments, a mechanical linkage 120 connects first body portion 116 and second body portion 118 so that the two portions can move relative to one another (e.g., swivel or pivot).\nIn an example embodiment, electric mining machine 100 includes a propulsion system comprising one or more electric motors that are powered by one or more batteries. In some embodiments, electric mining machine 100 may include at least two electric motors for powering each set of wheels. For example, in this embodiment, electric mining machine 100 includes a first set of wheels 122 located on second body portion 118 associated with the frontward portion of electric mining machine 100. First set of wheels 122 are connected to a front axle 124 that is powered by a front electric motor. In this embodiment, electric mining machine 100 also includes a second set of wheels 126 located on first body portion 116 associated with the rearward portion of electric mining machine 100. Second set of wheels 126 are connected to a rear axle 128 that is powered by a rear electric motor.\nIn an example embodiment, each set of wheels (e.g., first set of wheels 122 and second set of wheels 126) may comprise a pair of wheels on each side of electric mining machine 100 (i.e., one wheel per side). In other embodiments, additional wheels may be provided on one or both axles. For example, in some cases, one or both of front axle 124 or rear axle 128 may include two wheels on each side of electric mining machine 100.\nIn one embodiment, front axle 124 and rear axle 128 are not mechanically linked. In other words, each axle may be independently powered by its associated electric motor. In this manner, first set of wheels 122 on front axle 124 and second set of wheels 126 on rear axle 128 can be driven at different speeds and/or provided with different amounts of power.\nIn some embodiments, electric mining machine 100 may include additional components, including various standard vehicular provisions and accessories. For example, as shown in FIG. 1, electric mining machine 100 includes a cab 130 for receiving one or more operators of electric mining machine 100. Additionally, in this embodiment, electric mining machine 100 includes an auxiliary battery pack 132 disposed on second body portion 118 of chassis 102. Auxiliary battery pack 132 is provided separately from the battery packs included in removable power source 104 (e.g., first battery pack 108 and second battery pack 110) and is configured to provide auxiliary electric power to electric mining machine 100, such as during replacement of removable power source 104, as described in more detail below.\nIn an example embodiment, removable power source 104 is exposed on an exterior of electric mining machine 100. Specifically, various exterior surfaces of the housing (i.e., battery frame 106) that contains first battery pack 108 and second battery pack 110 may comprise part of the exterior of electric mining machine 100. In contrast, auxiliary battery pack 132 is an internal battery and is retained within chassis 102 of electric mining machine 100.\nIn some embodiments, auxiliary battery pack 132 may be “fixedly attached” to electric mining machine 100. That is, auxiliary battery pack 132 may not be separated from electric mining machine 100 without requiring part of electric mining machine 100 to be disassembled and/or without destroying one or more parts.\nReferring now to FIG. 2, an outline view of electric mining machine 100 is shown to illustrate the components of an electric power control system 200. In some embodiments, each battery pack of removable power source 104 (i.e., first battery pack 108 and second battery pack 110) may supply electric power a different electric motor (and accordingly, a different set of wheels). In some cases, each battery pack may power an electric motor on a particular axle (e.g., front axle 124 or rear axle 128). For example, in this embodiment, first battery pack 108 supplies electric power to a front electric motor 202 to drive front axle 124 and, thereby, first set of wheels 122 of electric mining machine 100. Similarly, second battery pack 110 supplies electric power to a rear electric motor 204 to drive rear axle 128, and, thereby, second set of wheels 126.\nIn one embodiment, as shown in FIG. 2, first battery pack 108 may be connected via a power cable 206 to provide power to components on front axle 124, including front electric motor 202. Likewise, second battery pack 110 may be connected via a power cable 208 to provide power to components on rear axle 128, including rear electric motor 204.\nBy powering the front and rear axles using separate battery packs (e.g., first battery pack 108 powering front axle 124 and second battery pack 110 powering rear axle 128), the amount of power to be delivered to a single source is reduced. This may allow for the use of smaller power cables (or cables with a lower current rating) that are easier to manage and/or less likely to fail.\nAdditionally, in some embodiments, electric power control system 200 may include additional components. For example, as described above, auxiliary battery pack 132 may be provided on the main body (e.g., chassis 102) of electric mining machine 100. Auxiliary battery pack 132 is connected via a power cable 210 to rear electric motor 204 and/or is connected via a power cable 212 to front electric motor 202. In some embodiments, auxiliary battery pack 132 may only be connected to one electric motor via power cable 210 or power cable 212. In these embodiments, a coupler may be used to connect auxiliary battery pack 132 to both electric motors so that power may be provided to both front axle 124 and rear axle 128, for example, as shown in FIG. 7 below.\nReferring now to FIG. 3, a schematic view of the components of electric power control system 200 of electric mining machine 100 are illustrated. In this embodiment, electric power control system 200 of electric mining machine 100 includes the components described with reference to FIG. 2. Additionally, as described above, in some embodiments, electric mining machine 100 may include other components. For example, as shown in FIG. 3, electric mining machine 100 includes one or more accessories 300. Accessories 300 may include various components provided on electric mining machine 100 that draw electric power from electric power control system 200. For example, accessories 300 can be lights, radios, heating and/or cooling appliances, power takeoff units, or other components that connect and use electric power from electric power control system 200.\nIn this embodiment, accessories 300 are supplied electric power from first battery pack 108 via a power cable 302. Thus, in some embodiments, first battery pack 108 supplies electric power not only to front electric motor 202 to drive front axle 124, but also to accessories 300. As a result, in these embodiments, first battery pack 108 may experience higher loads or discharging rates than second battery pack 110, which only supplies electric power to rear electric motor 204 to drive rear axle 128. In other embodiments, accessories 300 may be supplied electric power from second battery pack 110 instead of first battery pack 108.\nAccordingly, the electric power distribution system and method according to the techniques of the embodiments described herein distributes power between the individual electric motors (e.g., front electric motor 202 and rear electric motor 204) in order to equalize the amount of charge of remaining between the two main battery packs (e.g., first battery pack 108 and second battery pack 110). With this arrangement, the unequal load and/or discharge rates between first battery pack 108 and second battery pack 110 may be compensated for to better distribute the electric power load and/or discharge rates.\nIn an example embodiment, electric power control system 200 of electric mining machine 100 may include a power system controller 310 that is in communication with the components of electric power control system 200. For example, in this embodiment, power system controller 310 is in communication with at least first battery pack 108, front electric motor 202, second battery pack 110, and rear electric motor 204. In some cases, one or more power cables may include communication capabilities, such as power cables 206, 208, 210, 212, described above. In other embodiments, separate communication cables may be provided between the components of electric power control system 200 to communicate with power system controller 310.\nAdditionally, in this embodiment, each battery pack in removable power source 104 (e.g., first battery pack 108 and second battery pack 110) provides electric power to the components of electric power control system 200 of electric mining machine 100 via a connection with power system controller 310. For example, as shown in FIG. 3, first battery pack 108 is connected to power system controller 310 and electric power control system 200 via a power cable 304. Similarly, second battery pack 110 is connected to power system controller 310 and electric power control system 200 via a power cable 306.\nOnce each battery pack is connected to power system controller 310, the battery pack may supply electric power to its associated components. For example, first battery pack 108 supplies electric power to front electric motor 202 and accessories 300 via power cable 304, power cable 206, and power cable 302. Second battery pack 110 supplies electric power to rear electric motor 204 via power cable 306 and power cable 208. In this embodiment, the power cables that extend between the battery packs in removable power source 104 and chassis 102 of electric mining machine 100 are configured to be removably connected to expedite replacement of removable power source 104. Accordingly, power cable 304 and power cable 306 are configured to removably engage and disengage with connectors associated with power system controller 310 on the main body of electric mining machine 100 to electrically couple and uncouple removable power source 104 with electric power control system 200.\nIn an example embodiment, power system controller 310 may be configured to implement the techniques for electric power distribution described herein. For example, power system controller 310 may include a computer or processor that is configured to execute instructions for implementing the method for electric power distribution according to the example embodiments.\nReferring now to FIGS. 4 and 5, example scenarios of electric power distribution for electric mining machine 100 according to the techniques of the present embodiments are illustrated. FIG. 4 is a representative view of an example embodiment of electric power distribution in electric mining machine 100 under load. As shown in FIG. 4, electric mining machine 100 is under load, for example, hauling material and/or climbing an inclined surface 400. During load, the electric power supplied to the electric motors (e.g., front electric motor 202 and rear electric motor 204) will generally need to be increased to accommodate the load.\nIn this embodiment, first battery pack 108 that supplies electric power to front electric motor 202 for driving front axle 124 of electric mining machine 100 has a low state of charge 402. For example, as shown in FIG. 4, state of charge 402 of first battery pack 108 indicates that first battery pack 108 has approximately 10% or less of its charge capacity remaining. Meanwhile, second battery pack 110 that supplies electric power to rear electric motor 204 for driving rear axle 128 of electric mining machine 100 has a higher state of charge 404. For example, as shown in FIG. 4, state of charge 404 of second battery pack 110 indicates that second battery pack 110 has approximately 80% or more of its charge capacity remaining.\nThis disparity in the state of charge between the two battery packs (i.e., between the low state of charge 402 of first battery pack 108 and the higher state of charge 404 of second battery pack 110) may be caused by various factors. For example, as described above, in some embodiments, first battery pack 108 may also supply electric power to accessories 300 and may experience a greater discharge rate than second battery pack 110. In other embodiments, first battery pack 108 may be less efficient, may have one or more malfunctioning battery cells, or may have experienced other conditions that caused it to become depleted. Regardless of the cause of the disparity in state of charge, the techniques described herein provide a mechanism to equalize the amount of charge of remaining between the two main battery packs (e.g., first battery pack 108 and second battery pack 110).\nAs shown in FIG. 4, while electric mining machine 100 is under load, for example, climbing inclined surface 400 and/or hauling material, the electric power distribution method of the present embodiments is configured to increase electric power 406 to rear electric motor 204 of electric mining machine 100. The increased electric power 406 delivered to rear electric motor 204 provides greater driving force to rear axle 128 and, thereby, to second set of wheels 126. The increase in electric power 406 to rear electric motor 204 causes second battery pack 110 to supply a corresponding greater amount of electric power, causing second battery pack 110 to discharge an amount of charge 408 from higher state of charge 404.\nMeanwhile, because electric mining machine 100 under load is being driven primarily by rear electric motor 204 moving second set of wheels 126 on rear axle 128, first battery pack 108 may supply less or no power to front electric motor 202 to move first set of wheels 122 on front axle 124. With this arrangement, second battery pack 110 provides increased power to rear electric motor 204 and is discharged by a greater amount (i.e., amount of charge 408) than first battery pack 108 to compensate for the charge disparity between the two battery packs (i.e., between the low state of charge 402 of first battery pack 108 and the initially higher state of charge 404 of second battery pack 110). Thus, under these conditions, the electric power distribution system and method of the present embodiments distributes power between the individual electric motors in order to attempt to equalize the amount of charge of remaining between the two main battery packs.\nAdditionally, under the scenario described with reference to FIG. 4, first battery pack 108 had a lower state of charge than second battery pack 110. However, it should be understood that in the case where second battery pack 110 had a lower state of charge than first battery pack 108, increased electric power could have been supplied to front electric motor 202 in a similar manner to discharge a greater amount of charge from first battery pack 108, thereby, attempting to equalize the amount of charge of remaining between the two main battery packs.\n FIG. 5 is a representative view of an example embodiment of electric power distribution in electric mining machine 100 during regenerative braking. As shown in FIG. 5, electric mining machine 100 is undergoing regenerative braking, for example, while descending a sloped surface 500. During regenerative braking, a vehicle's kinetic energy is converted into electricity that can be stored in the vehicle's battery packs. For example, in the case of electric mining machine 100, the electric motors (e.g., front electric motor 202 and/or rear electric motor 204) may be used to provide resistance to the corresponding axles (e.g., front axle 124 and/or rear axle 128), to reduce the rotational speed of the associated sets of wheels (e.g., first set of wheels 122 and/or second set of wheels 126) and thereby slow down electric mining machine 100. During this regenerative braking process, the accumulated electricity generated via the resistance from the electric motors may be used to recharge the battery packs (e.g., first battery pack 108 and second battery pack 110). Additionally, in some embodiments, conventional brakes may also be used to provide supplemental or assistive braking force to regenerative braking.\nIn this embodiment, first battery pack 108 that supplies electric power to front electric motor 202 for driving front axle 124 of electric mining machine 100 has a low state of charge 502. For example, as shown in FIG. 5, state of charge 502 of first battery pack 108 indicates that first battery pack 108 has approximately 10% or less of its charge capacity remaining. Meanwhile, second battery pack 110 that supplies electric power to rear electric motor 204 for driving rear axle 128 of electric mining machine 100 has a higher state of charge 504. For example, as shown in FIG. 5, state of charge 504 of second battery pack 110 indicates that second battery pack 110 has approximately 80% or more of its charge capacity remaining.\nAs described above, this disparity in the state of charge between the two battery packs (i.e., between the low state of charge 502 of first battery pack 108 and the higher state of charge 504 of second battery pack 110) may be caused by various factors. For example, as described above, in some embodiments, first battery pack 108 may also supply electric power to accessories 300 and may experience a greater discharge rate than second battery pack 110. In other embodiments, first battery pack 108 may be less efficient, may have one or more malfunctioning battery cells, or may have experienced other conditions that caused it to become depleted. Regardless of the cause of the disparity in state of charge, the techniques described herein provide a mechanism to equalize the amount of charge of remaining between the two main battery packs (e.g., first battery pack 108 and second battery pack 110).\nAs shown in FIG. 5, while electric mining machine 100 is regenerative braking, for example, descending sloped surface 500, the electric power distribution method of the present embodiments is configured to charge first battery pack 108 of electric mining machine 100. The electricity generated during the regenerative braking process (e.g., from the resistance by front electric motor 202 and/or rear electric motor 204) can be provided to electric power control system 200 of electric mining machine 100 and diverted or sent to first battery pack 108. For example, power system controller 310 may channel the electricity generated during regenerative braking to first battery pack 108 via power cable 304.\nThis electricity delivered to first battery pack 108 during regenerative braking causes first battery pack 108 to increase its amount of charge from the low state of charge 502 to a higher amount of charge 506. For example, as shown in FIG. 5, state of charge 506 of first battery pack 108 indicates that first battery pack 108 has increased its charge from approximately 10% or less to 50% or more of its charge capacity remaining. With this arrangement, electricity from regenerative braking provides increased charging to first battery pack 108 to compensate for the charge disparity between the two battery packs (i.e., between the initially low state of charge 502 of first battery pack 108 and the higher state of charge 504 of second battery pack 110). Thus, under these conditions, the electric power distribution system and method of the present embodiments distributes charging in order to attempt to equalize the amount of charge of remaining between the two main battery packs.\nAdditionally, under the scenario described with reference to FIG. 5, first battery pack 108 had a lower state of charge than second battery pack 110. However, it should be understood that in the case where second battery pack 110 had a lower state of charge than first battery pack 108, electricity generated during regenerative braking could have been supplied to second battery pack 110 in | An electric power distribution system and method for an electric mining machine is described. In one embodiment, a method for electric power distribution includes receiving information associated with a state of charge of a first battery pack that supplies electric power to a front electric motor configured to drive a front axle of an electric mining machine. The method also includes receiving information associated with a state of charge of a second battery pack that supplies electric power to a rear electric motor configured to drive a rear axle of the electric mining machine. The method includes comparing the state of charge of the first battery pack and the second battery pack and, upon determining that the state of charge of the second battery pack is greater than the state of charge of the first battery pack, increasing electric power to the rear electric motor of the electric mining machine. | US:16/434,400 | https://patentimages.storage.googleapis.com/9a/83/66/d0a0bb9ac473a2/US11453309.pdf | US:11453309 | Brian R Huff, Kyle Hickey, Christopher Vochoska | Artisan Vehicle Systems Inc | EP:1591320:B1, CN:101309810:A, WO:2011109050:A2, US:20110089897:A1, US:20140225622:A1, US:20140184159:A1, CN:104937175:A, US:9960396, US:20210391622:A1, US:10063069, CN:204283481:U, US:20170352203:A1, US:20170005371:A1, KR:20170051059:A, US:9994117, US:20180334782:A1, US:10615465, US:20180086343:A1, US:10647324, EP:3323664:A1, CN:206856876:U, US:20180186612:A1, CN:207809027:U, CN:108001240:A, US:20190263241:A1, US:20190263270:A1, US:20190263269:A1, US:20190263242:A1, US:11114866, CN:108749785:A, US:20210197679:A1 | 2022-09-27 | 2022-09-27 | 1. A method for electric power distribution in an electric mining machine, the method comprising:\nreceiving information associated with a state of charge of a first battery pack, wherein the first battery pack supplies electric power to a front electric motor configured to drive a front axle of an electric mining machine;\nreceiving information associated with a state of charge of a second battery pack, wherein the second battery pack supplies electric power to a rear electric motor configured to drive a rear axle of the electric mining machine;\ncomparing the state of charge of the first battery pack to the state of charge of the second battery pack; and\nupon determining that (1) the electric mining machine is under load, and (2) the state of charge of the second battery pack is greater than the state of charge of the first battery pack, increasing electric power to the rear electric motor of the electric mining machine to accommodate the load, wherein the load is associated with at least one of hauling material or climbing an inclined surface.\n, receiving information associated with a state of charge of a first battery pack, wherein the first battery pack supplies electric power to a front electric motor configured to drive a front axle of an electric mining machine;, receiving information associated with a state of charge of a second battery pack, wherein the second battery pack supplies electric power to a rear electric motor configured to drive a rear axle of the electric mining machine;, comparing the state of charge of the first battery pack to the state of charge of the second battery pack; and, upon determining that (1) the electric mining machine is under load, and (2) the state of charge of the second battery pack is greater than the state of charge of the first battery pack, increasing electric power to the rear electric motor of the electric mining machine to accommodate the load, wherein the load is associated with at least one of hauling material or climbing an inclined surface., 2. The method of claim 1, wherein upon determining that the state of charge of the second battery pack is greater than the state of charge of the first battery pack, the method further comprising decreasing electric power to the front electric motor of the electric mining machine., 3. The method of claim 1, further comprising:\nupon determining that the state of charge of the first battery pack is greater than the state of charge of the second battery pack, increasing electric power to the front electric motor of the electric mining machine.\n, upon determining that the state of charge of the first battery pack is greater than the state of charge of the second battery pack, increasing electric power to the front electric motor of the electric mining machine., 4. The method of claim 1, wherein upon determining that the state of charge of the second battery pack is greater than the state of charge of the first battery pack, the method further comprising charging the first battery pack during regenerative braking., 5. The method of claim 1, further comprising:\nupon determining that the state of charge of the first battery pack is greater than the state of charge of the second battery pack, charging the second battery pack during regenerative braking.\n, upon determining that the state of charge of the first battery pack is greater than the state of charge of the second battery pack, charging the second battery pack during regenerative braking., 6. The method of claim 1, wherein the front axle and the rear axle are not mechanically linked., 7. The method of claim 1, wherein the electric mining machine further comprises an auxiliary battery pack; and\nwherein the auxiliary battery pack is configured to supply electric power to the rear electric motor and the front electric motor of the electric mining machine during replacement of a battery pack.\n, wherein the auxiliary battery pack is configured to supply electric power to the rear electric motor and the front electric motor of the electric mining machine during replacement of a battery pack., 8. A power control system in an electric mining machine for providing electric power distribution, the power control system comprising:\na power system controller in communication with at least a first battery pack and a second battery pack of an electric mining machine;\nthe first battery pack configured to supply electric power to a front electric motor to drive a front axle of the electric mining machine;\nthe second battery pack configured to supply electric power to a rear electric motor to drive a rear axle of the electric mining machine; and\nwherein the power system controller is configured to:\ncompare a state of charge of the first battery pack to a state of charge of the second battery pack; and\nupon determining that (1) the electric mining machine is under load, and (2) the state of charge of the second battery pack is greater than the state of charge of the first battery pack, increase electric power to the rear electric motor of the electric mining machine to accommodate the load, wherein the load is associated with at least one of hauling material or climbing an inclined surface.\n\n, a power system controller in communication with at least a first battery pack and a second battery pack of an electric mining machine;, the first battery pack configured to supply electric power to a front electric motor to drive a front axle of the electric mining machine;, the second battery pack configured to supply electric power to a rear electric motor to drive a rear axle of the electric mining machine; and, wherein the power system controller is configured to:\ncompare a state of charge of the first battery pack to a state of charge of the second battery pack; and\nupon determining that (1) the electric mining machine is under load, and (2) the state of charge of the second battery pack is greater than the state of charge of the first battery pack, increase electric power to the rear electric motor of the electric mining machine to accommodate the load, wherein the load is associated with at least one of hauling material or climbing an inclined surface.\n, compare a state of charge of the first battery pack to a state of charge of the second battery pack; and, upon determining that (1) the electric mining machine is under load, and (2) the state of charge of the second battery pack is greater than the state of charge of the first battery pack, increase electric power to the rear electric motor of the electric mining machine to accommodate the load, wherein the load is associated with at least one of hauling material or climbing an inclined surface., 9. The power control system of claim 8, wherein upon determining that the state of charge of the second battery pack is greater than the state of charge of the first battery pack, the power system controller is configured to decrease electric power to the front electric motor of the electric mining machine., 10. The power control system of claim 8, wherein the power system controller is further configured to:\nupon determining that the state of charge of the first battery pack is greater than the state of charge of the second battery pack, increase electric power to the front electric motor of the electric mining machine.\n, upon determining that the state of charge of the first battery pack is greater than the state of charge of the second battery pack, increase electric power to the front electric motor of the electric mining machine., 11. The power control system of claim 8, wherein upon determining that the state of charge of the second battery pack is greater than the state of charge of the first battery pack, the power system controller is configured to charge the first battery pack during regenerative braking., 12. The power control system of claim 8, wherein the power system controller is further configured to:\nupon determining that the state of charge of the first battery pack is greater than the state of charge of the second battery pack, charge the second battery pack during regenerative braking.\n, upon determining that the state of charge of the first battery pack is greater than the state of charge of the second battery pack, charge the second battery pack during regenerative braking., 13. The power control system of claim 8, wherein the front axle and the rear axle are not mechanically linked., 14. The power control system of claim 8, wherein the electric mining machine further comprises an auxiliary battery pack; and\nwherein the power system controller is configured to control the auxiliary battery pack to supply electric power to the rear electric motor and the front electric motor of the electric mining machine during replacement of a battery pack.\n, wherein the power system controller is configured to control the auxiliary battery pack to supply electric power to the rear electric motor and the front electric motor of the electric mining machine during replacement of a battery pack., 15. An electric mining machine comprising:\na front electric motor configured to drive a front axle of the electric mining machine;\na rear electric motor configured to drive a rear axle of the electric mining machine;\na first battery pack configured to supply electric power to the front electric motor; a second battery pack configured to supply electric power to the rear electric motor; and\na power system controller in communication with at least the first battery pack, the front electric motor, the second battery pack, and the rear electric motor, wherein the power system controller is configured to:\ncompare a state of charge of the first battery pack to a state of charge of the second battery pack; and\nupon determining that (1) the electric mining machine is under load, and (2) the state of charge of the second battery pack is greater than the state of charge of the first battery pack, increase electric power to the rear electric motor of the electric mining machine to accommodate the load, wherein the load is associated with at least one of hauling material or climbing an inclined surface.\n\n, a front electric motor configured to drive a front axle of the electric mining machine;, a rear electric motor configured to drive a rear axle of the electric mining machine;, a first battery pack configured to supply electric power to the front electric motor; a second battery pack configured to supply electric power to the rear electric motor; and, a power system controller in communication with at least the first battery pack, the front electric motor, the second battery pack, and the rear electric motor, wherein the power system controller is configured to:\ncompare a state of charge of the first battery pack to a state of charge of the second battery pack; and\nupon determining that (1) the electric mining machine is under load, and (2) the state of charge of the second battery pack is greater than the state of charge of the first battery pack, increase electric power to the rear electric motor of the electric mining machine to accommodate the load, wherein the load is associated with at least one of hauling material or climbing an inclined surface.\n, compare a state of charge of the first battery pack to a state of charge of the second battery pack; and, upon determining that (1) the electric mining machine is under load, and (2) the state of charge of the second battery pack is greater than the state of charge of the first battery pack, increase electric power to the rear electric motor of the electric mining machine to accommodate the load, wherein the load is associated with at least one of hauling material or climbing an inclined surface., 16. The electric mining machine of claim 15, wherein upon determining that the state of charge of the second battery pack is greater than the state of charge of the first battery pack, the power system controller is configured to decrease electric power to the front electric motor of the electric mining machine., 17. The electric mining machine of claim 15, wherein the power system controller is further configured to:\nupon determining that the state of charge of the first battery pack is greater than the state of charge of the second battery pack, increase electric power to the front electric motor of the electric mining machine.\n, upon determining that the state of charge of the first battery pack is greater than the state of charge of the second battery pack, increase electric power to the front electric motor of the electric mining machine., 18. The electric mining machine of claim 15, wherein, during regenerative braking, the power system controller selects one of the first battery pack or the second battery pack for charging based on which of the first battery pack or the second battery pack has a lower state of charge., 19. The electric mining machine of claim 15, wherein the front axle and the rear axle are not mechanically linked., 20. The electric mining machine of claim 15, further comprising an auxiliary battery pack; and\nwherein the power system controller is configured to control the auxiliary battery pack to supply electric power to the rear electric motor and the front electric motor of the electric mining machine during replacement of a battery pack.\n, wherein the power system controller is configured to control the auxiliary battery pack to supply electric power to the rear electric motor and the front electric motor of the electric mining machine during replacement of a battery pack. | US | United States | Active | B | True |
| 317 | 电动汽车充电连接装置及其控制方法 \n | CN105365593B | 技术领域本发明涉及电动汽车充电领域，特别涉及一种设计新颖合理、使用效果好的电动汽车充电连接装置及其控制方法。背景技术随着汽车世界能源紧缺及环境污染的日益加剧，汽车厂家逐渐开始寻求新的能源作为汽车的动力源，其中电能作为一种可再生能源，并且对环境污染较小而逐渐被采用，使用电能就有一个必须解决的问题就是如何为电能的存储装置动力电池包充电。目前电动汽车充电分为交流充电和直流充电，这两种充电方式需要不同的充电机接口，增加成本。发明内容针对现有技术中的不足，本发明提供一种结设计新颖合理，使用效果好的电动汽车充电连接装置及其控制方法，实现交直流充电共用一个充电接口，简化车辆结构，节约整车成本。按照本发明所提供的设计方案，一种电电动汽车充电连接装置，包含车辆充电插座、车载充电机、整车控制器、蓄电池、动力电池包、高压分线盒，车辆充电插座包含高压正触点、高压负触点、PE地触点、充电通讯CAN_H触点、充电通讯CAN_L触点、充电连接确认CC1触点、充电连接确认CC2触点、低压辅助电源正A+触点、低压辅助电源负A-触点，动力电池包包含电池管理系统、电池组及主负继电器，其特征在于：CC1通过电阻与PE地触点相连，高压分线盒包含直流充电继电器负、交流充电交流继电器、直流充电继电器正、交流充电继电器，高压正触点通过高压分线盒分为高压正触点输出一、高压正触点输出二，高压正触点输出一与交流充电交流继电器连接，交流充电交流继电器通过导线与车载充电机火线L相连，所述交流充电交流继电器的控制端分别与车身地GND和电池管理系统相连接，高压正触点输出二与直流充电继电器连接，直流充电继电器与电池组正极及交流充电继电器相连，直流充电继电器的控制端分别与地、电池管理系统相连接，交流充电继电器另一端通过导线与车载充电机输出正极相连，交流充电继电器的控制端分别与地、电池管理系统相连接，高压负触点通过高压分线盒分为高压负触点输出一、高压负触点输出二，高压负触点输出一通过直流充电继电器负极分为输出线路一、输出线路二，所述输出线路一与车载充电机输出负极连接，输出线路二与主负继电器相连，主负继电器的另一端与电池组负极连接，主负继电器控制端分别与车身地GND、电池管理系统相连，高压负触点输出二通过导线与车载充电机零线N连接，PE地触点通过导线与车载充电机输入端PE相连并接车身地。上述的，所述电阻采用阻值为1000Ω电阻。上述的，车辆充电插座高压触点正通过交流充电交流继电器与车载充电机输入火线L相连，车辆充电插座高压触点负通过导线与车载充电机输入零线N相连。一种电动汽车充电控制方法，包含如下步骤：步骤1.插入充电枪；步骤2.CC2触点通过电阻与地相连，唤醒处于休眠状态的电池管理系统，电池管理系统通过CAN通讯唤醒整车控制器；步骤3.整车控制器被唤醒后，通知电池管理系统进入充电状态，并对充电过程进行监控；步骤4.电池管理系统通过检测CC2触点电阻值及充电电源的电压值，判断是何种充电电源，并选择相应的充电模式开始充电；步骤5.电池管理系统检测充电枪是否拔下及充电是否充满，若是，则结束，否则，继续充电。上述的电动汽车充电控制方法，所述步骤4具体包含如下内容：若检测CC2触点电阻值为220Ω，且充电电源正A+和负A-之间电压悬空，则选择交流充电桩充电模式，电池管理系统唤醒车载充电机，并将需求电压、电流、功率信息发给车载充电机，电池管理系统闭合交流充电交流继电器、交流充电继电器、主负继电器，并开始充电；若检测CC2触点电阻值为680Ω，且充电电源悬空，则选择家用交流充电模式，电池管理系统唤醒车载充电机，并将需求电压、电流、功率信息发给车载充电机，电池管系统闭合交流充电交流继电器、交流充电继电器、主负继电器，并开始充电；若检测CC2触点电阻值为1000Ω，且充电电源为12V或24V，则选择直流充电模式，电池管理系统唤醒直流充电桩，并将需求电压、电流、功率信息发给直流充电桩，电池管理系统闭合直流充电继电器正、直流充电继电器负、主负继电器，并开始充电。本发明的有益效果：本发明设计新颖、合理，结构简单，通过电动汽车充电连接装置，实现交直流充电共用一个充电接口，可以减少电动汽车的一个交流充电插座，节约成本，节省车辆空间，使用更加方便。附图说明：图1为本发明的电动汽车充电连接装置示意图；图2为本发明的电动汽车充电连接装置与直流充电桩充电连接界面示意图；图3为本发明的电动汽车充电连接装置与交流充电桩充电连接界面示意图；图4为本发明的电动汽车充电连接装置与家用交流充电枪充电连接界面示意图；图5为本发明的电动汽车充电控制方法流程示意图之一；图6为本发明的电动汽车充电控制方法流程示意图之二。具体实施方式：图中，标号110代表车辆充电插座，标号120代表车载充电机，标号130代表整车控制器，标号140代表蓄电池，标号150代表动力电池包，标号160代表高压分线盒。下面结合附图和技术方案对本发明作进一步详细的说明，并通过优选的实施例详细说明本发明的实施方式，但本发明的实施方式并不限于此。实施例一，参见图1~4所示，一种电电动汽车充电连接装置，包含车辆充电插座、车载充电机、整车控制器、蓄电池、动力电池包、高压分线盒，车辆充电插座包含高压正触点、高压负触点、PE地触点、充电通讯CAN_H触点、充电通讯CAN_L触点、充电连接确认CC1触点、充电连接确认CC2触点、低压辅助电源正A+触点、低压辅助电源负A-触点，动力电池包包含电池管理系统、电池组及主负继电器，其特征在于：CC1通过电阻与PE地触点相连，高压分线盒包含直流充电继电器负、交流充电交流继电器、直流充电继电器正、交流充电继电器，高压正触点通过高压分线盒分为高压正触点输出一、高压正触点输出二，高压正触点输出一与交流充电交流继电器连接，交流充电交流继电器通过导线与车载充电机火线L相连，所述交流充电交流继电器的控制端分别与车身地GND和电池管理系统相连接，高压正触点输出二与直流充电继电器连接，直流充电继电器与电池组正极及交流充电继电器相连，直流充电继电器的控制端分别与地、电池管理系统相连接，交流充电继电器另一端通过导线与车载充电机输出正极相连，交流充电继电器的控制端分别与地、电池管理系统相连接，高压负触点通过高压分线盒分为高压负触点输出一、高压负触点输出二，高压负触点输出一通过直流充电继电器负极分为输出线路一、输出线路二，所述输出线路一与车载充电机输出负极连接，输出线路二与主负继电器相连，主负继电器的另一端与电池组负极连接，主负继电器控制端分别与车身地GND、电池管理系统相连，高压负触点输出二通过导线与车载充电机零线N连接，PE地触点通过导线与车载充电机输入端PE相连并接车身地。通过电动汽车充电连接装置，实现交直流充电共用一个充电接口，可以减少电动汽车的一个交流充电插座，节约成本，节省车辆空间。根据实际设计需求，电阻可采用阻值为1000Ω电阻。与直流充电桩、交流充电桩及家用交流充电枪的连接界面如图2~4所示，车辆充电插座中的充电通讯CAN_H和CAN_L分别通过导线与电池管理系统BMS上的DC_Charge_CANH和DC_Charge_CANL相连，充电连接确认CC2通过导线与电池管理系统CC2相连，低压辅助电源正A+和低压辅助电源负A-分别与电池管理系统的充电电源+和充电电源-相连，车载充电机的CAN-H和CAN-L分别与整车控制器、电池管理系统的CAN-H、电池管理系统的CAN-L相连，从而实现交流充电和直流充电共用充电接口的预期，节约成本。实施例二，参见图5所示，一种电动汽车充电控制方法，包含如下步骤：步骤1.插入充电枪；步骤2.CC2触点通过电阻与地相连，唤醒处于休眠状态的电池管理系统，电池管理系统通过CAN通讯唤醒整车控制器；步骤3.整车控制器被唤醒后，通知电池管理系统进入充电状态，并对充电过程进行监控；步骤4.电池管理系统通过检测CC2触点电阻值及充电电源的电压值，判断是何种充电电源，并选择相应的充电模式开始充电；步骤5.电池管理系统检测充电枪是否拔下及充电是否充满，若是，则结束，否则，继续充电。参见图6所示，步骤4具体包含如下内容：若检测CC2触点电阻值为220Ω，且充电电源悬空，则选择交流充电桩充电模式，电池管理系统唤醒车载充电机，并将需求电压、电流、功率信息发给车载充电机，电池管理系统闭合交流充电交流继电器、交流充电继电器、主负继电器，并开始充电；若检测CC2触点电阻值为680Ω，且充电电源悬空，则选择家用交流充电模式，电池管理系统唤醒车载充电机，并将需求电压、电流、功率信息发给车载充电机，电池管系统闭合交流充电交流继电器、交流充电继电器、主负继电器，并开始充电；若检测CC2触点电阻值为1000Ω，且充电电源为12V或24V，则选择直流充电模式，电池管理系统唤醒直流充电桩，并将需求电压、电流、功率信息发给直流充电桩，电池管理系统闭合直流充电继电器正、直流充电继电器负、主负继电器，并开始充电。本发明并不局限于上述具体实施方式，本领域技术人员还可据此做出多种变化，但任何与本发明等同或者类似的变化都应涵盖在本发明权利要求的范围内。 | 本发明涉及一种电动汽车充电连接装置及其控制方法，具体包含如下步骤：插入充电枪；CC2触点通过电阻与地相连，唤醒处于休眠状态的电池管理系统，并通过充电通讯CAN触点唤醒整车控制器；整车控制器被唤醒后，通知电池管理系统进入充电状态，并对充电过程进行监控；电池管理系统通过检测CC2触点电阻值及充电电源的电压值，判断是何种充电电源，并选择相应的充电模式开始充电；电池管理系统检测充电枪是否拔下及充电是否充满，若是，则结束，否则，继续充电。本发明通过电动汽车充电连接装置，实现交直流充电共用一个充电接口，可以减少电动汽车的一个交流充电插座，节约成本，节省车辆空间，使用更加方便。 | CN:201510750488.4A | https://patentimages.storage.googleapis.com/1b/ea/d3/537e05c83f51db/CN105365593B.pdf | CN:105365593:B | 梁龙辉, 王省伟, 王悦 | Zhengzhou Bick New Energy Automobile Co Ltd | CN:101867208:A, CN:201766395:U, EP:2660095:A2, CN:104723897:A | Not available | 2017-06-23 | 1.一种电动汽车充电连接装置，包含车辆充电插座、车载充电机、整车控制器、蓄电池、动力电池包、高压分线盒，车辆充电插座包含高压正触点、高压负触点、PE地触点、充电通讯CAN_H触点、充电通讯CAN_L触点、充电连接确认CC1触点、充电连接确认CC2触点、低压辅助电源正A+触点、低压辅助电源负A-触点，动力电池包包含电池管理系统、电池组及主负继电器，其特征在于：CC1通过电阻与PE地触点相连，高压分线盒包含直流充电继电器负、交流充电交流继电器、直流充电继电器正、交流充电继电器，高压正触点通过高压分线盒分为高压正触点输出一、高压正触点输出二，高压正触点输出一与交流充电交流继电器连接，交流充电交流继电器通过导线与车载充电机火线L相连，所述交流充电交流继电器的控制端分别与车身地GND和电池管理系统相连接，高压正触点输出二与直流充电继电器连接，直流充电继电器与电池组正极及交流充电继电器相连，直流充电继电器的控制端分别与地、电池管理系统相连接，交流充电继电器另一端通过导线与车载充电机输出正极相连，交流充电继电器的控制端分别与地、电池管理系统相连接，高压负触点通过高压分线盒分为高压负触点输出一、高压负触点输出二，高压负触点输出一通过直流充电继电器负极分为输出线路一、输出线路二，所述输出线路一与车载充电机输出负极连接，输出线路二与主负继电器相连，主负继电器的另一端与电池组负极连接，主负继电器控制端分别与车身地GND、电池管理系统相连，高压负触点输出二通过导线与车载充电机零线N连接，PE地触点通过导线与车载充电机输入端PE相连并接车身地。, \n \n, 2.根据权利要求1所述的电动汽车充电连接装置，其特征在于：所述电阻采用阻值为1000Ω电阻。, \n \n, 3.根据权利要求1所述的电动汽车充电连接装置，其特征在于：车辆充电插座高压触点正通过交流充电交流继电器与车载充电机输入火线L相连，车辆充电插座高压触点负通过导线与车载充电机输入零线N相连。, 4.一种电动汽车充电控制方法，包含如下步骤：, 步骤1.插入充电枪；, 步骤2.CC2触点通过电阻与地相连，唤醒处于休眠状态的电池管理系统，电池管理系统通过CAN通讯唤醒整车控制器；, 步骤3.整车控制器被唤醒后，通知电池管理系统进入充电状态，并对充电过程进行监控；, 步骤4.电池管理系统通过检测CC2触点电阻值及充电电源的电压值，判断是何种充电电源，并选择相应的充电模式开始充电；, 步骤5.电池管理系统检测充电枪是否拔下及充电是否充满，若是，则结束，否则，继续充电。, \n \n, 5.根据权利要求4所述的电动汽车充电控制方法，其特征在于：所述步骤4具体包含如下内容：若检测CC2触点电阻值为220Ω，且充电电源A+和A-之间电压悬空，则选择交流充电桩充电模式，电池管理系统唤醒车载充电机，并将需求电压、电流、功率信息发给车载充电机，电池管理系统闭合交流充电交流继电器、交流充电继电器、主负继电器，并开始充电；若检测CC2触点电阻值为680Ω，且充电电源悬空，则选择家用交流充电模式，电池管理系统唤醒车载充电机，并将需求电压、电流、功率信息发给车载充电机，电池管系统闭合交流充电交流继电器、交流充电继电器、主负继电器，并开始充电；若检测CC2触点电阻值为1000Ω，且充电电源为12V或24V，则选择直流充电模式，电池管理系统唤醒直流充电桩，并将需求电压、电流、功率信息发给直流充电桩，电池管理系统闭合直流充电继电器正、直流充电继电器负、主负继电器，并开始充电。 | CN | China | Active | Y | True |
| 318 | Signal connector for a battery module \n | EP3424101A1 | SIGNAL CONNECTOR FOR A BATTERY MODULE Description BACKGROUND The present disclosure relates generally to the field of batteries and battery modules. More specifically, the present disclosure relates to a signal connector of a battery module. This section is intended to introduce the reader to various aspects of art that may be related to various aspects of the present disclosure, which are described below. This discussion is believed to be helpful in providing the reader with background information to facilitate a better understanding of the various aspects of the present disclosure. Accordingly, it should be understood that these statements are to be read in this light, and not as admissions of prior art. A vehicle that uses one or more battery systems for providing all or a portion of the motive power for the vehicle can be referred to as an xEV, where the term "xEV" is defined herein to include all of the following vehicles, or any variations or combinations thereof, that use electric power for all or a portion of their vehicular motive force. For example, xEVs include electric vehicles (EVs) that utilize electric power for all motive force. As will be appreciated by those skilled in the art, hybrid electric vehicles (HEVs), also considered xEVs, combine an internal combustion engine propulsion system and a battery-powered electric propulsion system, such as 48 Volt (V) or 130V systems. The term HEV may include any variation of a hybrid electric vehicle. For example, full hybrid systems \n\n (FH EVs) may provide motive and other electrical power to the vehicle using one or more electric motors, using only an internal combustion engine, or using both. In contrast, mild hybrid systems (M H EVs) disable the internal combustion engine when the vehicle is idling and utilize a battery system to continue powering the air conditioning unit, radio, or other electronics, as well as to restart the engine when propulsion is desired. The mild hybrid system may also apply some level of power assist, during acceleration for example, to supplement the internal combustion engine. Mild hybrids are typically 96V to 130V and recover braking energy through a belt or crank integrated starter generator. Further, a micro- hybrid electric vehicle (mH EV) also uses a "Stop-Start" system similar to the mild hybrids, but the micro-hybrid systems of a mH EV may or may not supply power assist to the internal combustion engine and operate at a voltage below 60V. For the purposes of the present discussion, it should be noted that mH EVs typically do not technically use electric power provided directly to the crankshaft or transmission for any portion of the motive force of the vehicle, but an mH EV may still be considered as an xEV since it does use electric power to supplement a vehicle's power needs when the vehicle is idling with internal combustion engine disabled and recovers braking energy through an integrated starter generator. In addition, a plug-in electric vehicle (PEV) is any vehicle that can be charged from an external source of electricity, such as wall sockets, and the energy stored in the rechargeable battery packs drives or contributes to drive the wheels. PEVs are a subcategory of EVs that include all-electric or battery electric vehicles (BEVs), plug-in hybrid electric vehicles (PH EVs), and electric vehicle conversions of hybrid electric vehicles and conventional internal combustion engine vehicles. xEVs as described above may provide a number of advantages as compared to more traditional gas-powered vehicles using only internal combustion engines and traditional electrical systems, which are typically 12V systems powered by a lead acid battery. For example, xEVs may produce fewer undesirable emission products and may exhibit greater fuel efficiency as compared to traditional internal combustion vehicles and, in some cases, such xEVs may eliminate the use of gasoline entirely, as is the case of certain types of EVs or PEVs. As technology continues to evolve, there is a need to provide improved power sources, particularly battery modules, for such vehicles. For example, battery modules may include electrical components disposed within a housing of the \n\n battery module. Such electrical components may ultimately be electrically coupled to a control module of an xEV (e.g., a vehicle control module (VCM)). In some cases, the electrical components may be connected to a signal connector, which may be configured to receive (e.g., couple with) an output connector that is coupled to the VCM or other control module of the xEV. However, it may be difficult and/or time consuming to seal the battery module housing and ensure that the signal connector is accessible to the output connector. SUMMARY A summary of certain embodiments disclosed herein is set forth below. It should be understood that these aspects are presented merely to provide the reader with a brief summary of certain embodiments and that these aspects are not intended to limit the scope of this disclosure. Indeed, this disclosure may encompass a variety of aspects that may not be set forth below. The present disclosure relates to a battery module that includes a housing having a first opening configured to receive one or more battery cells and an electrical component, a housing cover configured to be disposed over the first opening to enclose the one or more battery cells and the electrical component in the housing, a signal connector disposed within the housing and electrically coupled to the electrical component, where the signal connector is configured to be actuated from a first position to a second position, and a vent port in alignment with the signal connector such that the signal connector is accessible to a push device passing through the vent port to facilitate directing the signal connector into the second position and toward a second opening of the housing cover when the housing cover is disposed over the first opening. The present disclosure also relates to a battery module that includes a housing having an opening holding one or more battery cells and an electrical component, a housing cover disposed over the opening to enclose the one or more battery cells and the electrical component in the housing, a signal connector electrically coupled to the electrical component, a vent port, and a laser weld adhering the signal connector to the housing cover in a coupling such that the signal connector may receive an output connector to enable communication with a control module. The coupling is formed by a process that includes disposing the signal connector \n\n in the housing in a first position, disposing the housing cover over the opening of the housing, and directing the signal connector to a second position and into engagement with an opening in the housing cover, where a surface of the signal connector contacts an inner surface of the housing cover when the signal connector is in the second position. The present disclosure also relates to a method for manufacturing a battery module that includes disposing a signal connector in a housing of the battery module in a first position, disposing a housing cover over an opening of the housing, directing the signal connector to a second position, where a surface of the signal connector contacts an inner surface of the housing cover when the signal connector is in the second position, directing a laser toward an outer surface of the housing cover, and melting at least a portion of the surface of the signal connector, the inner surface of the housing cover, or both, to form a molten material such that the molten material re-hardens to couple the signal connector to the housing cover. The present disclosure also relates to a battery module that includes a housing, at least one battery cell disposed in the housing, at least one electrical component disposed in the housing, a housing cover coordinating with the housing to enclose the at least one battery cell and the at least one electrical component, a signal connector disposed within the housing and electrically coupled to the electrical component, where the signal connector is configured to be actuated from a first position to a second position, and a vent port in alignment with the signal connector such that a push member of the signal connector is accessible to a push device passing through the vent port to facilitate directing the signal connector from the first position into the second position and toward an opening of the housing cover. DRAWINGS Various aspects of this disclosure may be better understood upon reading the following detailed description and upon reference to the drawings in which: \n\n FIG. 1 is a perspective view of a vehicle having a battery system configured in accordance with present embodiments to provide power for various components of the vehicle, in accordance with an aspect of the present disclosure; FIG. 2 is a cutaway schematic view of an embodiment of the vehicle and the battery system of FIG. 1, in accordance with an aspect of the present disclosure; FIG. 3 is a perspective view of a battery module that includes a signal connector coupled to a housing and/or a housing cover of the battery module, in accordance with an aspect of the present disclosure; FIG. 4 is an exploded perspective view of the battery module of FIG. 3 that shows electrical components and battery cells disposed in the housing, in accordance with an aspect of the present disclosure; FIG. 5 is an expanded perspective view of the battery module of FIGS. 3 and 4 without the housing cover to show the signal connector in a first position, in accordance with an aspect of the present disclosure; FIG. 6 is a cutaway perspective view of the signal connector of FIG. 5, in accordance with an aspect of the present disclosure; FIG. 7 is a perspective view of the signal connector of FIGS. 5 and 6 in the first position and disposed in the housing sealed with the housing cover, in accordance with an aspect of the present disclosure; FIG. 8 is a perspective view of the signal connector of FIGS. 5-7 in a second position and disposed in the housing sealed with the housing cover, in accordance with an aspect of the present disclosure; and FIG. 9 is a block diagram of a process that may be used to couple the signal connector of FIGS. 5-8 to the housing cover, in accordance with an aspect of the present disclosure. \n\n DETAILED DESCRIPTION One or more specific embodiments will be described below. In an effort to provide a concise description of these embodiments, not all features of an actual implementation are described in the specification. It should be appreciated that in the development of any such actual implementation, as in any engineering or design project, numerous implementation-specific decisions must be made to achieve the developers' specific goals, such as compliance with system-related and business-related constraints, which may vary from one implementation to another. Moreover, it should be appreciated that such a development effort might be complex and time consuming, but would nevertheless be a routine undertaking of design, fabrication, and manufacture for those of ordinary skill having the benefit of this disclosure. The battery systems described herein may be used to provide power to various types of electric vehicles (xEVs) and other high voltage energy storage/expending applications (e.g., electrical grid power storage systems). Such battery systems may include one or more battery modules, each battery module having a number of battery cells (e.g., lithium-ion (Li-ion) electrochemical cells) arranged and electrically interconnected to provide particular voltages and/or currents useful to power, for example, one or more components of an xEV. As another example, battery modules in accordance with present embodiments may be incorporated with or provide power to stationary power systems (e.g., non-automotive systems). Battery modules may include one or more battery cells (electrochemical battery cells) that may be disposed in a housing. In addition, the housing may include one or more electrical components that may be used to monitor a condition of the one or more battery cells. For example, sensing components may be coupled to cabling configured to carry signals generated by the sensing components to a battery control unit ("BCU"), a battery management system ("BMS"), a printed circuit board ("PCB), or another special purpose computing device (e.g., a vehicle control module ("VCM")). The cabling may be coupled to a signal connector, which may be configured to receive (e.g., couple to) an output connector (e.g., a VCM connector, a BMC connector, a BCU connector). However, when disposing a cover over an opening of the battery module housing (e.g., to seal the module), \n\n the signal connector may be substantially inaccessible such that welding the signal connector to the housing and/or coupling the signal connector to the output connector may not be feasible. The present disclosure addresses these and other shortcomings of traditional techniques. For example, embodiments of the present disclosure relate to disposing the signal connector in the housing in a first position and subsequently directing the signal connector to a second position when the housing has been sealed with a housing cover. When the signal connector is in the second position, the signal connector may be welded to the housing and/or the housing cover such that the output connector may be coupled to the signal connector to establish a secure electrical connection. Therefore, the electrical components in the battery module may communicate with a control device external to the battery module (e.g., the BCU, BMC, and/or VCM). While the present disclosure focuses discussion on laser welding the signal connector to the housing, it should be recognized that other types of welding are within the scope of the present disclosure. To help illustrate the manner in which the present embodiments may be used in a system, FIG. 1 is a perspective view of an embodiment of a vehicle 10 (e.g., an xEV), which may utilize a regenerative braking system. Although the following discussion is presented in relation to vehicles with regenerative braking systems, the techniques described herein are adaptable to other vehicles that capture/store electrical energy with a battery, which may include electric- powered and gas-powered vehicles. Further, embodiments may be employed in stationary power systems as well . As discussed above, it would be desirable for a battery system 12 to be largely compatible with traditional vehicle designs. Accordingly, the battery system 12 may be placed in a location in the vehicle 10 that would have housed a traditional battery system. For example, as illustrated, the vehicle 10 may include the battery system 12 positioned similarly to a lead-acid battery of a typical combustion-engine vehicle (e.g., under the hood of the vehicle 10). A more detailed view of the battery system 12 is described in FIG. 2. As depicted, the battery system 12 includes an energy storage component 13 coupled to an \n\n ignition system 14, an alternator 15, a vehicle console 16, and optionally to an electric motor 17. Generally, the energy storage component 13 may capture/store electrical energy generated in the vehicle 10 and output electrical energy to power electrical devices in the vehicle 10. In other words, the battery system 12 may supply power to components of the vehicle's electrical system, which may include radiator cooling fans, climate control systems, electric power steering systems, active suspension systems, auto park systems, electric oil pumps, electric super/turbochargers, electric water pumps, heated windscreen/defrosters, window lift motors, vanity lights, tire pressure monitoring systems, sunroof motor controls, power seats, alarm systems, infotainment systems, navigation features, lane departure warning systems, electric parking brakes, external lights, or any combination thereof. Illustratively, in the depicted embodiment, the energy storage component 13 supplies power to the vehicle console 16 and the ignition system 14, which may be used to start (e.g ., crank) an internal combustion engine 18. Additionally, the energy storage component 13 may capture electrical energy generated by the alternator 15 and/or the electric motor 17. In some embodiments, the alternator 15 may generate electrical energy while the internal combustion engine 18 is running . More specifically, the alternator 15 may convert the mechanical energy produced by the rotation of the internal combustion engine 18 into electrical energy. Additionally or alternatively, when the vehicle 10 includes an electric motor 17, the electric motor 17 may generate electrical energy by converting mechanical energy produced by the movement of the vehicle 10 (e.g., rotation of the wheels) into electrical energy. Thus, in some embodiments, the energy storage component 13 may capture electrical energy generated by the alternator 15 and/or the electric motor 17 during regenerative braking. As such, the alternator 15 and/or the electric motor 17 are generally referred to herein as a regenerative braking system. To facilitate capturing and supplying electric energy, the energy storage component 13 may be electrically coupled to the vehicle's electric system via a bus 19. For example, the bus 19 may enable the energy storage component 13 to receive electrical energy generated by the alternator 15 and/or the electric motor 17. Additionally, the bus 19 may enable the energy storage component 13 to \n\n output electrical energy to the ignition system 14 and/or the vehicle console 16. Accordingly, when a 12 volt battery system 12 is used, the bus 19 may carry electrical power typically between 8-18 volts. Additionally, as depicted, the energy storage component 13 may include multiple battery modules. For example, in the depicted embodiment, the energy storage component 13 includes a lithium ion (e.g., a first) battery module 20 in accordance with present embodiments, and a lead-acid (e.g., a second) battery module 22, where each battery module 20, 22 includes one or more battery cells (e.g ., individually sealed battery cells). In other embodiments, the energy storage component 13 may include any number of battery modules. Additionally, although the lithium ion battery module 20 and lead-acid battery module 22 are depicted adjacent to one another, they may be positioned in different areas around the vehicle. For example, the lead-acid battery module 22 may be positioned in or about the interior of the vehicle 10 while the lithium ion battery module 20 may be positioned under the hood of the vehicle 10. In some embodiments, the energy storage component 13 may include multiple battery modules to utilize multiple different battery chemistries. For example, when the lithium ion battery module 20 is used, performance of the battery system 12 may be improved since the lithium ion battery chemistry generally has a higher coulombic efficiency and/or a higher power charge acceptance rate (e.g ., higher maximum charge current or charge voltage) than the lead-acid battery chemistry. As such, the capture, storage, and/or distribution efficiency of the battery system 12 may be improved. To facilitate controlling the capturing and storing of electrical energy, the battery system 12 may additionally include a control module 24. More specifically, the control module 24 may control operations of components in the battery system 12, such as relays (e.g ., switches) within the energy storage component 13, the alternator 15, and/or the electric motor 17. For example, the control module 24 may regulate an amount of electrical energy captured/supplied by each battery module 20 or 22 (e.g., to de-rate and re-rate the battery system 12), perform load balancing between the battery modules 20 and 22, determine a state of charge of each battery module 20 or 22, determine a temperature of each battery \n\n module 20 or 22, control voltage output by the alternator 15 and/or the electric motor 17, and the like. Accordingly, the control module 24 may include one or more processor 26 and one or more memory 28. More specifically, the one or more processor 26 may include one or more application specific integrated circuits (ASICs), one or more field programmable gate arrays (FPGAs), one or more general purpose processors, or any combination thereof. Additionally, the one or more memory 28 may include volatile memory, such as random access memory (RAM), and/or non- volatile memory, such as read-only memory (ROM), optical drives, hard disc drives, or solid-state drives. In some embodiments, the control module 24 may include portions of a vehicle control unit (VCU) and/or a separate battery control module. As discussed above, the battery module 20 may include electrical components that are configured to be electrically coupled to the control module 24 or another control device (e.g., a VCU) external to the battery module 20. Therefore, as shown in FIG. 3, the battery module 20 may also include a signal connector 50 that may be utilized to establish the electrical connection between electrical components in the battery module 20 and the control module 24, for example. As discussed with reference to FIG. 2, the control module 24 may be disposed in the vehicle 10 and outside of a housing 52 of the battery module 20. Accordingly, it may be desirable to position the signal connector 50 such that the signal connector 50 is accessible when a housing cover 54 is disposed over the housing 52 of the battery module 20. For example, FIG. 3 is a perspective view of the battery module 20 in its assembled form and including the signal connector 50 coupled (e.g ., laser welded) to the housing cover 54 and/or the housing 52. Additionally, the battery module 20 includes a vent port 55 that may be utilized to emit effluent and/or other emissions from battery cells within the housing 52 into a venting feature of the xEV 10 (e.g., a vent hose). In accordance with embodiments of the present disclosure, a pushing device may be inserted in the vent port 55 to move the signal connector 50 from a first position to a second position when the housing cover 54 has been disposed over the housing 52. That is, at least a portion of the signal connector 50 is accessible through the vent port 55 (e.g ., for \n\n manipulation). Accordingly, the signal connector 50 may contact the housing cover 54 such that the two components may be coupled to one another (e.g ., via a weld). The process of moving the signal connector 50 from the first position to the second position and welding the signal connector 50 to the housing cover 54 is discussed in more detail below with reference to FIGS. 7-9. As shown in the illustrated embodiment of FIG. 3, an opening 56 in the housing cover 54 enables a connecting portion 57 of the signal connector 50 to be accessible to an output connector 58, which may be coupled to the control module 24 (e.g., the VCU). Accordingly, the signal connector 50 may receive the output connector 58, or vice versa (e.g ., the signal connector 50 may include a male connector or a female connector), to establish communication between electrical components in the battery module 20 and the control module 24. For example, the electrical components in the battery module 20 may be configured to monitor a condition of one or more battery cells disposed in the battery module 20 and/or to perform an output commanded by the control module 24. In certain embodiments, the control module 24 may be configured to adjust operating parameters of the battery module 20 (e.g ., via the electrical components) in response to feedback provided by the electrical components. For example, FIG. 4 is an exploded perspective view of the battery module 20 that shows electrical components 60 and battery cells 62 disposed in the housing 52. In accordance with embodiments of the present disclosure, the signal connector 50 may be disposed in the housing 52 before covering an opening 64 of the housing 52 with the housing cover 54. To avoid blocking the housing cover 54 from being disposed in its final position over the opening 64 of the housing 52, the signal connector 50 may be in a first position 66. The first position 66 may be recessed from the opening 56 in the housing cover 54 such that when the housing cover 54 is disposed over the opening 64, the signal connector 50 is not readily accessible to the output connector 58. Additionally, when in the first position 66, the signal connector 50 may completely fit within a compartment 68 of the housing cover 54. Therefore, by disposing the signal connector 50 in the housing 52 in the first position 66, the housing cover 54 may cover the opening 64 without any obstruction from the signal connector 50 (e.g ., the signal connector contacting edges 70 of the housing cover 54 that may block the housing cover 54 from covering the housing 52). \n\n However, when the signal connector 50 is in the first position 66, the signal connector 50 may be inaccessible to the output connector 58, and coupling (e.g., laser welding) the signal connector 50 to the housing cover 54 may not be feasible. Therefore, the signal connector 50 may be directed to a second position, as described below, such that the signal connector 50 may be welded to the housing cover 54, and thus, securely coupled to the output connector 58. Before disposing the housing cover 54 over the opening 64 of the housing, the signal connector 50 may be disposed in the housing 52 on a carrier 72. In some embodiments, the carrier 72 may be configured to enable the signal connector 50 to move from the first position 66 to the second position. An example of this is depicted in FIG. 5, which is an expanded perspective view of the battery module 20 without the housing cover 54 to show the signal connector 50 in the first position 66. As shown in the illustrated embodiment of FIG. 5, the signal connector 50 is disposed on the carrier 72, which may include a harness 74 (e.g., a flex foil, carrier foil, and/or cabling). The harness 74 of the carrier 72 may be configured to establish an electrical connection between the battery cells 62, the electrical components 60, and/or the signal connector 50. Additionally, the harness 74 of the carrier 72 may form a receptacle region 76 configured to receive and retain the signal connector 50 in the first position 66. For example, the receptacle region 76 may include a ledge 78 that contacts a first edge 80 of the signal connector 50 to block movement of the signal connector 50 in a direction 82. Additionally, the receptacle region 76 may include an opening 84 (e.g ., slot) that may be configured to receive a protrusion 86 of the signal connector 50. For example, the protrusion 86 may be disposed in the opening 84 such that movement of the signal connector 50 in the direction 82 is further blocked by the receptacle region 76 of the harness 74. However, in certain embodiments, the opening 84 (e.g ., slot) may be larger than the protrusion 86, thereby enabling the protrusion 86 to move within the opening 84 in a direction 87 cross-wise (e.g ., substantially perpendicular) to the direction 82. Accordingly, the protrusion 86 and the opening 84 may facilitate actuation of the signal connector 50 from the first position 66 to the second position by guiding the signal connector 50 in the direction 87 along a channel 88 formed in the receptacle region 76. \n\n Additionally, the direction 87 may be defined by, or substantially parallel to, a bottom surface 89 (e.g ., see FIG. 3) of the housing 52 (e.g., a planar length of the housing 52). Accordingly, the signal connector 50 may slide in the direction 87 to move from the first position 66 to the second position. Therefore, the opening 84 may block movement of the signal connector 50 in the direction 82, but enable the signal connector 50 to move in the direction 87. The carrier 72 (and thus the harness 74) may be secured within the housing 52 of the battery module 20 via a plurality of openings 90 configured to receive protrusions 91 (e.g., bumps and/or projections) of various components (e.g ., battery cells 62, the housing 52) of the battery module 20. Accordingly, the carrier 72 may be secured in place with respect to the housing 52, thereby enabling the signal connector 50 to be secured within the housing 52 of the battery module 20 in the first position 66. In addition to securing the signal connector 50 in the first position 66, the receptacle region 76 may also position the signal connector 50 such that the signal connector 50 may receive signals (e.g ., feedback) from, and/or send signals to, the electrical components 60. Accordingly, the signal connector 50 may convey the feedback to the control module 24 and/or perform outputs commanded by the control module 24 once the output connector 58 is coupled to the signal connector 50. As shown in the illustrated embodiment of FIG. 5, the harness 74 of the carrier 72 may also include a coupling member 92 configured to electrically couple the electrical components 60 to the signal connector 50. For example, the coupling member 92 (or the entire harness 74) may include a conductive material that may enable electrical communications to be directed to and from the electrical components 60 and the signal connector 50, and thus, to and from the output connector. Additionally, the signal connector 50 may include a conductive portion 94 that may be configured to contact the coupling member 92 when the signal connector 50 is in the first position 66 and/or the second position. In other embodiments, the harness 74 may include a non-conductive material and be configured to direct wires or other conductive materials from the signal connector 50 toward a PCB and/or toward the electrical components 60. For example, FIG. 6 is a perspective view of the signal connector 50. As shown in the illustrated embodiment of FIG. 6, the signal connector 50 includes the \n\n protrusion 86 as well as the conductive portion 94. The conductive portion 94 of the signal connector 50 is shown as including three conductive pads 96. As discussed above, the conductive portion 94 (e.g ., the conductive pads 96) may contact the coupling member 92 of the harness 74 to establish an electrical connection between the electrical components 60 and the signal connector 50. While the conductive portion 94 of the signal connector 50 is illustrated as including the three conductive pads 96, it should be recognized that the conductive portion 94 may be a single, continuous surface disposed on the signal connector 50. In other embodiments, each conductive pad may coupled to a separate wire or conductive material configured to receive signals corresponding to different functions of the battery module 20. In accordance with embodiments of the present disclosure, the signal connector 50 may also include a coupling adapter 98, a contact surface 100, a base surface 102, and a push member 104. As shown in the illustrated embodiment of FIG. 6, the signal connector 50 includes the coupling adapter 98, which may protrude from the contact surface 100. Accordingly, when the signal connector 50 is directed from the first position 66 to the second position, the coupling adapter 98 may extend through the opening 56 in the housing cover 54 such that the signal connector 50 may connect to the output connector 58. In some embodiments, the coupling adapter 98 may include a plurality of holes 106 that may receive protruding members from the output connector 58. For example, the coupling adapter 98 may include five holes 106 that may receive five (or less) corresponding protruding members from the output connector 58. In other embodiments, the coupling adapter 98 may include less than five holes (e.g ., 4, 3, 2, 1, or 0) or more than five holes (e.g., 6, 7, 8, 9, 10, or more). In still further embodiments, the coupling adapter 98 may include protruding members rather than the holes 106 such that the coupling adapter 98 is the male connector and the output connector is the female connector. In any case, each hole 106 and corresponding protruding member may be configured to send and/or receive signals related to a specific function of the battery module 20. In some embodiments, one hole 106 and corresponding protruding member may be coupled to a PCB included in the battery module 20, whereas another hole 106 and corresponding protruding member may be directly coupled to the electrical components 60. \n\n The contact surface 100 may be configured to con | The present disclosure relates to a battery module that includes a housing having a first opening configured to receive one or more battery cells and an electrical component, a housing cover (54) configured to be disposed over the first opening to enclose the one or more battery cells and the electrical component in the housing, a signal connector (50) disposed within the housing and electrically coupled to the electrical component, where the signal connector is configured to be actuated from a first position to a second position, and a vent port (55) in alignment with the signal connector such that the signal connector is accessible to a push device passing through the vent port to facilitate directing the signal connector into the second position and toward a second opening (56) of the housing cover when the housing cover is disposed over the first opening. | EP:17708518.0A | NaN | NaN | Helge Brenner, Markus Hoh, Ralf Joswig, Martin Wiegmann | Johnson Controls Advanced Power Solutions GmbH | NaN | 2017-03-13 | 2020-04-21 | 1. A battery module, comprising : , a housing comprising a first opening configured to receive one or more battery cells and an electrical component; , a housing cover configured to be disposed over the first opening to enclose the one or more battery cells and the electrical component in the housing; , a signal connector disposed within the housing and electrically coupled to the electrical component, wherein the signal connector is configured to be actuated from a first position to a second position; , a vent port in alignment with the signal connector such that a push member of the signal connector is accessible to a push device passing through the vent port to facilitate directing the signal connector into the second position and toward a second opening of the housing cover when the housing cover is disposed over the first opening. , 2. The battery module of claim 1, comprising a laser weld coupling the signal connector to the housing cover such that the signal connector may receive an output connector to enable communication with a control module. , 3. The battery module of claim 2, , wherein the signal connector comprises an absorbent material configured to absorb a laser output from a laser configured to form the laser weld. \n\n, 4. The battery module of claim 3, , wherein the housing, the housing cover, or both comprise a transparent material configured to convey the laser output from the laser toward the signal connector. , 5. The battery module of any one of claims 2 to 4, , wherein the control module is a vehicle control module (VCM). , 6. The battery module of claim 5, , wherein the VCM is configured to receive feedback from the electrical component. , 7. The battery module of claim 6, , wherein the feedback relates to an operating condition of the one or more battery cells. , 8. The battery module of any one of the preceding claims, , wherein the signal connector comprises a contact surface including a geometry corresponding to an inner surface of the housing cover. , 9. The battery module of any one of the preceding claims, , wherein the signal connector comprises a coupling adapter configured to protrude from the second opening and to receive an output connector to enable communication with a control module. , 10. The battery module of any one of the preceding claims, , wherein the vent port includes a central axis substantially aligned with the push member of the signal connector when the housing cover is disposed over the first opening. , 11. The battery module of any one of the preceding claims, , wherein the signal connector comprises a protrusion configured to be received in a carrier foil of a secured portion of the battery module such that movement of the signal connector in a first direction is blocked. \n\n, 12. The battery module of claim 11, , wherein the first direction is substantially crosswise to a second direction defined by a planar length of a bottom surface of the housing. , 13. The battery module of any one of the preceding claims, , wherein a weld coupling the signal connector to the housing cover substantially seals the second opening. , 14. The battery module of claim 13, , wherein the weld comprises a laser weld. , 15. A battery module, comprising : , a housing comprising an opening holding one or more battery cells and an electrical component; , a housing cover disposed over the opening to enclose the one or more battery cells and the electrical component in the housing; , a signal connector electrically coupled to the electrical component; a vent port; and , a laser weld adhering the signal connector to the housing cover in a coupling such that the signal connector may receive an output connector to enable communication with a control module, wherein the coupling is formed by a process comprising : , disposing the signal connector in the housing in a first position; disposing the housing cover over the opening of the housing; and directing the signal connector to a second position and into engagement with an opening in the housing cover, wherein a surface of the signal connector contacts an inner surface of the housing cover when the signal connector is in the second position. , 16. The battery module of claim 15, , wherein the coupling is formed by the process comprising : , directing a laser toward an outer surface of the housing cover; and melting at least a portion of the surface of the signal connector, the inner surface of the housing cover, or both, to form a molten material \n\n such that the molten material re-hardens to couple the signal connector to the housing cover. , 17. The battery module of claim 16, , wherein the housing, the housing cover, or both comprise a transparent material configured to convey laser output from the laser toward the signal adapter. , 18. The battery module of claim 17, , wherein the signal adapter comprises an absorbent material configured to melt and form the molten material. , 19. A method of manufacturing a battery module, comprising : , disposing a signal connector in a housing of the battery module in a first position; , disposing a housing cover over an opening of the housing; , directing the signal connector to a second position, wherein a surface of the signal connector contacts an inner surface of the housing cover when the signal connector is in the second position; , directing a laser toward an outer surface of the housing cover; and melting at least a portion of the surface of the signal connector, the inner surface of the housing cover, or both, to form a molten material such that the molten material re-hardens to couple the signal connector to the housing cover. , 20. The method of claim 19, , wherein directing the signal connector to the second position comprises inserting a push device into a vent port of the housing cover and pushing the signal connector with the push device toward the inner surface of the housing cover. , 21. The method of claim 19 or 20, , wherein the signal connector comprises a push member configured to rest on a securement feature of a carrier of the battery module. \n\n, 22. The method of claim 21, , wherein directing the signal connector to the second position comprises pushing the push member with a push device toward the inner surface of the housing cover. , 23. A battery module, comprising : , a housing; , at least one battery cell disposed in the housing; , at least one electrical component disposed in the housing; , a housing cover coordinating with the housing to enclose the at least one battery cell and the at least one electrical component; , a signal connector disposed within the housing and electrically coupled to the electrical component, wherein the signal connector is configured to be actuated from a first position to a second position; and a vent port in alignment with the signal connector such that a push member of the signal connector is accessible to a push device passing through the vent port to facilitate directing the signal connector from the first position into the second position and toward an opening of the housing cover. , 24. The battery module of claim 23, , wherein the signal connector is configured to be actuated along a channel formed by features of the battery module and wherein the signal connector includes a protrusion extending into a slot of a fixed portion of the battery module to control the direction of actuation. , 25. The battery module of claim 23 or 24, , wherein the signal connector comprises an absorbent material configured to absorb a laser output from a laser configured to form a laser weld between the signal connector and the housing cover and wherein borders of the opening of the housing cover comprise material transparent to the laser. \n | EP | European Patent Office | Granted | H | True |
| 319 | 車両用電源装置 \n | JP2017212808A | NaN | 【課題】車両用電源装置の電源電圧を安定させる。 【解決手段】車両に搭載される車両用電源装置であって、エンジンに連結されるスタータジェネレータ１６と、スタータジェネレータ１６に接続されるリチウムイオンバッテリ３１と、リチウムイオンバッテリ３１と並列にスタータジェネレータ１６に接続される鉛バッテリ３２と、スタータジェネレータ１６と鉛バッテリ３２とを接続する導通状態と、スタータジェネレータ１６と鉛バッテリ３２とを切り離す遮断状態と、に切り替えられるスイッチＳＷ２と、スタータジェネレータ１６が力行状態に制御される場合に、スイッチＳＷ２を導通状態から遮断状態に切り替えるスイッチ制御部と、を有し、スイッチ制御部は、スイッチＳＷ２を遮断状態に切り替えた状態のもとで、鉛バッテリ３２が閾値を上回って放電する場合に、スイッチＳＷ２を遮断状態から導通状態に切り替える。 【選択図】図６ | JP:2016104502A | https://patentimages.storage.googleapis.com/cc/66/8c/8a829d6ba9b883/JP2017212808A.pdf | NaN | 貴博 木下, Takahiro Kinoshita, 貴博 木下 | Subaru Corp | JP:H05278536:A, US:5488283, JP:2004222475:A, JP:2006060883:A, JP:2006067644:A, JP:2006112386:A, JP:2011162112:A | 2018-02-21 | 2018-08-08 | \n 車両に搭載される車両用電源装置であって、\n エンジンに連結される発電電動機と、\n 前記発電電動機に接続される第１蓄電体と、\n 前記第１蓄電体と並列に前記発電電動機に接続される第２蓄電体と、\n 前記発電電動機と前記第２蓄電体とを接続する導通状態と、前記発電電動機と前記第２蓄電体とを切り離す遮断状態と、に切り替えられる通電スイッチと、\n 前記発電電動機が力行状態に制御される場合に、前記通電スイッチを導通状態から遮断状態に切り替えるスイッチ制御部と、\nを有し、\n 前記スイッチ制御部は、前記通電スイッチを遮断状態に切り替えた状態のもとで、前記第２蓄電体が閾値を上回って放電する場合に、前記通電スイッチを遮断状態から導通状態に切り替える、車両用電源装置。\n, \n 請求項１記載の車両用電源装置において、\n 前記第２蓄電体が閾値を上回って放電する場合とは、前記第２蓄電体の放電電流が電流閾値を上回る場合と、前記第２蓄電体の端子電圧が電圧閾値を下回る場合と、の少なくとも何れか一方である、車両用電源装置。\n, \n 請求項１または２記載の車両用電源装置において、\n 前記第２蓄電体に接続される電気負荷群のうち、消費電力が電力閾値を上回る大容量負荷を有し、\n 前記スイッチ制御部は、前記通電スイッチが遮断状態に切り替えられた状態のもとで、前記大容量負荷が作動する場合に、前記通電スイッチを遮断状態から導通状態に切り替える、車両用電源装置。\n, \n 請求項１〜３のいずれか１項に記載の車両用電源装置において、\n 前記第１蓄電体の内部抵抗は、前記第２蓄電体の内部抵抗よりも小さい、車両用電源装置。\n | JP | Japan | Granted | B | True |
| 320 | Power storage device for hybrid or electric motor vehicles, and associated electric power management method \n | US8434578B2 | NaN | The invention essentially relates to an electric power storage device ( 1 ) for hybrid or electric motor vehicles, comprising: a high voltage power supply bus ( 2 ) to be connected to an electric traction system ( 7 ) and/or to an onboard electric power system, and a first electric power storage element ( 3 ) connected to said power supply bus ( 2 ). According to the invention, a second storage element ( 4 ) is connected to the bus ( 2 ) via an electric coupling member ( 5 ), said second storage element ( 4 ) being connected to the bus ( 2 ) in parallel relative to the first storage element ( 3 ). One of the two storage elements ( 3, 4 ) includes an electrochemical battery, while the other storage element ( 3, 4 ) includes an ultracapacitor. | US:13/001,939 | https://patentimages.storage.googleapis.com/4a/fe/1c/8e0461dd23376c/US8434578.pdf | US:8434578 | Guillaume Cherouvrier | Peugeot Citroen Automobiles SA | US:5705859, US:5563479, US:6109237, US:6963183, US:6262561, US:6936934, US:20060137918:A1, US:7075194, US:20060249318:A1, US:20050279544:A1, US:7419020, US:7190133, WO:2007000020:A1, WO:2007037972:A2, DE:102006018624:A1, US:7973499 | 2013-05-07 | 2013-05-07 | 1. A hybrid or electric type automotive vehicle equipped with an energy storage device; the energy storage system comprising\na high voltage supply bus intended to be connected to at least one of an electrical drive system and an on-board electrical network,\na first storage element for electrical energy connected to said supply bus,\na second storage element connected to the high voltage bus through the intermediary of an electrical coupling element that adapts the voltage levels of the first storage element to the voltage levels of the second storage element and adapts the voltage levels of the second storage element to the voltage levels of the first storage element,\nthe second storage element being connected to bus in parallel relative to the first storage element,\none of the first storage element and second storage element comprising a battery with electrochemical cells, and the other of the first storage element and second storage element comprises a supercapacitor;\n, a high voltage supply bus intended to be connected to at least one of an electrical drive system and an on-board electrical network,, a first storage element for electrical energy connected to said supply bus,, a second storage element connected to the high voltage bus through the intermediary of an electrical coupling element that adapts the voltage levels of the first storage element to the voltage levels of the second storage element and adapts the voltage levels of the second storage element to the voltage levels of the first storage element,, the second storage element being connected to bus in parallel relative to the first storage element,, one of the first storage element and second storage element comprising a battery with electrochemical cells, and the other of the first storage element and second storage element comprises a supercapacitor;, the vehicle comprising:\nan on-board network connected to the high voltage bus through the intermediary of a second electrical coupling element, and\nan electric drive system connected to the high voltage bus through the intermediary of an alternating/direct converter.\n, an on-board network connected to the high voltage bus through the intermediary of a second electrical coupling element, and, an electric drive system connected to the high voltage bus through the intermediary of an alternating/direct converter., 2. The hybrid or electric type automotive vehicle according to claim 1, wherein the supercapacitor delivers a voltage between 80 and 150 Volt and suitable to supply a power between 15 and 35 kW., 3. The hybrid or electric type automotive vehicle according to claim 1, wherein the battery with electrochemical cells delivers a voltage between 12 and 60 Volt and with storage capacity between 2 and 20 Mega Joules., 4. The hybrid or electric type automotive vehicle according to claim 1, wherein the coupling element is a direct-direct (DC/DC) reversible converter with power between 1 and 5 kW., 5. The vehicle according to claim 1, wherein the converter accepts voltages between 80 and 150 Volt and has a power of approximately 40 kW, while the direct/direct converter supports a power of approximately 1 kW., 6. A method for managing electrical energy in a hybrid or electric vehicle, the vehicle comprising:\na high voltage supply bus intended to be connected to at least one of an electrical drive system and an on-board electrical network,\na first storage element for electrical energy connected to said supply bus,\na second storage element connected to the high voltage bus through the intermediary of an electrical coupling element that adapts the voltage levels of the first storage element to the voltage levels of the second storage element and, adapts the voltage levels of the second storage element to the voltage levels of the first storage element\nthe second storage element being connected to bus in parallel relative to the first storage element,\none of said first storage element and said second storage element comprising a battery with electrochemical cells, and the other of said first storage element and second storage element comprises a supercapacitor;\nan on-board network connected to the high voltage bus through the intermediary of a second electrical coupling element, and\nan electric drive system connected to the high voltage bus through the intermediary of an alternating/direct converter;\n, a high voltage supply bus intended to be connected to at least one of an electrical drive system and an on-board electrical network,, a first storage element for electrical energy connected to said supply bus,, a second storage element connected to the high voltage bus through the intermediary of an electrical coupling element that adapts the voltage levels of the first storage element to the voltage levels of the second storage element and, adapts the voltage levels of the second storage element to the voltage levels of the first storage element, the second storage element being connected to bus in parallel relative to the first storage element,, one of said first storage element and said second storage element comprising a battery with electrochemical cells, and the other of said first storage element and second storage element comprises a supercapacitor;, an on-board network connected to the high voltage bus through the intermediary of a second electrical coupling element, and, an electric drive system connected to the high voltage bus through the intermediary of an alternating/direct converter;, wherein, when the vehicle is operated in a pure electrical drive phase, the method comprises the electrical drive system drawing energy from the terminals of supercapacitor to ensure the traction of the vehicle, while electrical energy is transferred from the battery to the supercapacitor through the intermediary of a coupling element in order to compensate the energy draw., 7. The method according to claim 6, wherein, when the vehicle is in a recuperation phase of electrical energy, the method comprises the supercapacitor storing energy supplied by the electrical drive system; while electrical energy is transferred from supercapacitor to the battery through the intermediary of the coupling element in order to slow down the charging of the supercapacitor., 8. The method according to claim 6, wherein, if at the end of en energy recuperation phase, the supercapacitor is in charged state, a transfer of energy takes place, by preference during a pure combustion engine drive phase, from supercapacitor to battery, so that the charge level (Vf, Vf′) of the supercapacitor is such that the supercapacitor can store electrical energy supplied by the electrical drive system if the vehicle enters an energy recuperation phase; or supply energy to the electrical drive system if the vehicle operates in electric mode., 9. The method according to claim 6, wherein, if at the end of a pure electrical traction phase, the supercapacitor is in a discharged state, a transfer of energy takes place, by preference during a pure combustion engine drive phase, from battery to supercapacitor, so that the charge level (Vf, Vf′) of the supercapacitor is such that the supercapacitor can store electrical energy supplied by the electrical drive system if the vehicle enters an energy recuperation phase; or supply energy to the electrical drive system if the vehicle operates in electric mode. | US | United States | Expired - Fee Related | B | True |
| 321 | Electric power supply system \n | US11208006B2 | This is a Continuation of U.S. application Ser. No. 15/877,544, filed on Jan. 23, 2018. This application claims priority to Japanese Patent Application No. 2017-015674, filed on Jan. 31, 2017. The above applications are incorporated by reference herein in their entirety.\nThe present disclosure relates to an electric power supply system.\nIn a well-known technology (refer to, for example, Japanese Unexamined Patent Application Publication No. 2015-095971 (JP 2015-095971 A)), a charger is connected to an electric power supply circuit having a plurality of batteries, and each battery is charged through the charger.\nThe technology may not be applied to an electric power supply system that has two structures of electric power supply circuits connected in parallel with the charger. In the electric power supply system having two structures of electric power supply circuits, when the battery of each structure is charged through a common charger, the state of charge of the battery may be different between the structures. Accordingly, the battery of one structure may be fully charged more quickly than the battery of the other structure. In such a case, it is difficult to fully charge the battery of the other structure while preventing the battery of one structure from being overcharged.\nThe present disclosure provides an electric power supply system that has two structures of electric power supply circuits and that is capable of charging a battery of each structure to a desired state of charge through a common charger while preventing the battery from being overcharged.\nAn aspect of the present disclosure relates to an electric power supply system including a charger; a first high electric potential side lines that is connected to a high electric potential side of the charger; a second high electric potential side lines that is connected to the high electric potential side of the charger; a first diode that is disposed on the first high electric potential side line and of which an anode side is connected to the charger; a second diode that is disposed on the second high electric potential side line and of which an anode side is connected to the charger; a first battery and a first load that are connected in parallel with each other between a ground and a cathode side of the first diode on the first high electric potential side line; a second battery and a second load that are connected in parallel with each other between the ground and a cathode side of the second diode on the second high electric potential side line; a first switch that is disposed between the first high electric potential side line and the first battery, or between the first battery and the ground; a second switch that is disposed between the second high electric potential side line and the second battery, or between the second battery and the ground; and a control device configured to start charging the first battery and the second battery through the charger by setting the first and second switches to a close state and operating the charger. The control device is configured to switch the first switch to an open state and maintain the second switch in the close state when the first battery reaches a predetermined level or higher of a state of charge earlier than the second battery after the control device starts charging the first battery and the second battery.\nAccording to the aspect of the present disclosure, the first diode and the second diode prevent currents from circulating to another structure. Accordingly, charging of the first battery and the second battery through the charger is realized for each structure through the first diode and the second diode. In the aspect of the present disclosure, the first switch is switched to the open state when the first battery reaches the predetermined level or higher of a state of charge first after the start of charging of the first battery and the second battery. Accordingly, overcharging that may be caused by further charging the first battery from the predetermined level or higher can be prevented. In such a case, since the second switch is maintained in the close state, charging of the second battery (a battery that does not have the predetermined level or higher of a state of charge) can be continued, and the second battery can be charged to a desired state of charge. Accordingly, according to the aspect of the present disclosure, an electric power supply system having two structures of electric power supply circuits can charge a first battery and a second battery to a desired state of charge through a common charger while preventing the first battery and the second battery from being overcharged. Even when the first switch is in the open state, the first load is being supplied with electric power from the charger. Thus, the first load does not consume the electric power of the first battery while the second battery is charged. Thus, the amount of electricity with which the first battery is charged can be maintained at the predetermined level during charging of the second battery.\nThe electric power supply system according to the aspect of the present disclosure may further include a first voltage conversion device that operates with direct current and is electrically connected to the first battery in a parallel relationship between the ground and the cathode side of the first diode on the first high electric potential side line; a third battery that has a lower rated voltage than the first battery and is electrically connected between the ground and a low electric potential side of the first voltage conversion device; a second voltage conversion device that operates with direct current and is electrically connected to the second battery in a parallel relationship between the ground and the cathode side of the second diode on the second high electric potential side line; and a fourth battery that has a lower rated voltage than the second battery and is electrically connected between the ground and a low electric potential side of the second voltage conversion device. The control device may be configured to charge the third battery and the fourth battery through the charger by operating the first voltage conversion device and the second voltage conversion device while charging the first battery and the second battery through the charger.\nAccording to the aspect of the present disclosure, two batteries of a high voltage structure and a low voltage structure can be disposed in each of two structures, and a redundant structure can be formed within each structure in accordance with a difference in the characteristic of each load. The third battery and the fourth battery can be charged along with the first battery and the second battery through the charger.\nIn the electric power supply system according to the aspect of the present disclosure, when the third battery reaches a full state of charge while the control device charges the third battery through the charger, the control device may be configured to set a target value of an output voltage of the first voltage conversion device to a value acquired by adding a first predetermined value to an open-circuit voltage of the third battery, based on the open-circuit voltage of the third battery. When the fourth battery reaches a full state of charge while the control device charges the fourth battery through the charger, the control device may be configured to set a target value of an output voltage of the second voltage conversion device to a value acquired by adding a second predetermined value to an open-circuit voltage of the fourth battery, based on the open-circuit voltage of the fourth battery.\nAccording to the aspect of the present disclosure, charging of the first battery and the second battery through the charger or charging of the second battery through the charger can be continued with the ability to maintain the full state of charge of the third battery and the fourth battery while preventing the third battery and the fourth battery from being overcharged.\nIn the electric power supply system according to the aspect of the present disclosure, the first battery, the first load, the first voltage conversion device, and the third battery may be connected commonly to a first ground line. The second battery, the second load, the second voltage conversion device, and the fourth battery may be connected commonly to a second ground line. The first switch may be disposed between the first battery and the first ground line. The second switch may be disposed between the second battery and the second ground line.\nAccording to the aspect of the present disclosure, a high voltage structure and a low voltage structure can be connected with each other through a common ground line within each structure, and the high voltage structure and the low voltage structure do not need to be electrically insulated from each other. While the high voltage structure and the low voltage structure are conducted to each other through the common ground line, the high voltage structure and the low voltage structure can also be electrically disconnected from each other on the ground side by setting the first switch and the second switch to the open state.\nIn the electric power supply system according to the aspect of the present disclosure, the first load and the second load may consume electric power under control of the control device.\nAccording to the aspect of the present disclosure, an electric power supply system that has two structures of electric power supply circuits and is capable of charging a battery of each structure to a desired state of charge through a common charger while preventing the battery from being overcharged can be provided.\nFeatures, advantages, and technical and industrial significance of exemplary embodiments of the disclosure will be described below with reference to the accompanying drawings, in which like numerals denote like elements, and wherein:\n FIG. 1 is a diagram illustrating a schematic overall configuration of an electric power supply system according to one embodiment;\n FIG. 2 is a diagram describing a state of the electric power supply system during charging of a first lithium ion battery and a second lithium ion battery;\n FIG. 3 is a diagram describing the state of the electric power supply system after a fully charged side disconnection process; and\n FIG. 4 is a schematic flowchart illustrating one example of a process of a control device that is related to control of charging through a charger.\nHereinafter, an embodiment will be described in detail with reference to the appended drawings. In the following description, “connection” means “electrical connection”.\n FIG. 1 is a diagram illustrating a schematic overall configuration of an electric power supply system 1 according to one embodiment. In FIG. 1, a first controller 41 and a second controller 42 are illustrated as being disconnected from an electric circuit.\nThe electric power supply system 1 is mounted in a vehicle. The vehicle is, for example, a plug-in hybrid car, an electric automobile, or an electric vehicle. Hereinafter, the vehicle will be illustratively described as a three-wheel electric vehicle having two front wheels and one rear wheel. Such a type of electric vehicle enables a leaning operation. The leaning operation is an operation of leaning (inclining) the wheels and the entire vehicle body.\nThe electric power supply system 1 includes a charger 10, a first circuit 21, a second circuit 22, the first controller 41, and the second controller 42.\nThe charger 10 can be connected to an external charging facility through a cable (not illustrated). The charger 10 can receive electric power from the charging facility in a state in which the charger 10 is connected to the external charging facility. The electric power acquired through the charger 10 charges a first lithium ion battery 51, a second lithium ion battery 52, and the like described below.\nAs illustrated in FIG. 1, the charger 10 performs a charging operation based on an electric power supply voltage (+B) from a lead battery PbB1 described below. That is, the charger 10 performs a charging operation by receiving electric power supplied from the lead battery PbB1.\nThe first circuit 21 is connected to the charger 10. The first circuit 21 has a first high electric potential side line 210 and a ground line 230. The first high electric potential side line 210 is connected to the high electric potential side of the charger 10. A first diode 91 is disposed on the first high electric potential side line 210 of the first circuit 21. The first diode 91 is disposed in a direction in which the anode side thereof is connected to the charger 10. Accordingly, the first diode 91 prevents a flow of current toward the charger 10 and the second circuit 22 in the first high electric potential side line 210.\nThe first lithium ion battery 51 (one example of a first battery) (first LiB in FIG. 1) and a first high voltage structure load 81 are disposed on the cathode side of the first diode 91 in the first circuit 21. The first lithium ion battery 51 constitutes a high voltage structure. The first lithium ion battery 51 constitutes a 52 V electric power supply. The first high voltage structure load 81 includes an inverter for driving a traveling motor.\nA DC-DC converter DDC1 (one example of a first voltage conversion device) that is a voltage conversion device operating with a direct current is disposed in the first circuit 21. A first low voltage structure load 71 is disposed on the low voltage side of the DC-DC converter DDC1. The lead battery PbB1 (one example of a third battery) is disposed on the low voltage side of the DC-DC converter DDC1. A low electric potential side refers to the output side of the DC-DC converter DDC1 when the DC-DC converter DDC1 performs a step-down operation, and has a higher electric potential (for example, approximately 12 V) than the ground line 230 (one example of a first ground line and a second ground line).\nThe DC-DC converter DDC1 is a step-down converter. When the DC-DC converter DDC1 performs a step-down operation, the DC-DC converter DDC1 steps down the voltage of the high electric potential side (first high electric potential side line 210 side) and outputs the stepped-down voltage to the low electric potential side (the lead battery PbB1 and the first low voltage structure load 71). The DC-DC converter DDC1 may be a step-up and step-down converter. In such a case, when the DC-DC converter DDC1 performs a step-up operation, the DC-DC converter DDC1 steps up the voltage of the low electric potential side thereof (the positive electrode side of the lead battery PbB1) and outputs the stepped-up voltage to the high electric potential side. The first low voltage structure load 71 includes the first controller 41 that controls a system needing a continuous supply of electric power (for example, a by-wire system), the charger 10, the first lithium ion battery 51, and the first circuit 21 (the DC-DC converter DDC1 or various relays such as a relay SMRG1). The first controller 41 includes one electronic control unit (ECU) or more. For example, the first controller 41 includes a Li battery ECU 410 and a control ECU 412. The Li battery ECU 410 monitors the first lithium ion battery 51. The control ECU 412 monitors the lead battery PbB1 and controls the DC-DC converter DDC1, the charger 10, and various relays such as the relay SMRG1.\nA first predetermined load 31 of the high voltage structure is disposed between the ground line 230 and a connection point C1 on the high voltage side of the DC-DC converter DDC1. The first predetermined load 31 is an actuator that constitutes the system needing a continuous supply of electric power. For example, the first predetermined load 31 is an actuator for the leaning operation and constitutes a by-wire system. The first predetermined load 31, the first low voltage structure load 71, and the first high voltage structure load 81 are electrical loads (one example of a first load) that are connected in a parallel relationship with the first lithium ion battery 51 between the first high electric potential side line 210 and the ground line 230.\nRelays CHR1, SMRB11, SMRB12 are disposed on the high electric potential side. The relay CHR1 is directly connected to the cathode of the first diode 91. All elements within the first circuit 21 described by using FIG. 1 are connected to the charger 10 through the relay CHR1 and the first diode 91 on the high electric potential side.\nThe relays SMRB11, SMRB12 are disposed in parallel with each other between the first high electric potential side line 210 and the ground line 230. The relay SMRB11 is disposed between the connection point C1 and the first high electric potential side line 210. The relay SMRB12 is disposed between the first high voltage structure load 81 and the first high electric potential side line 210. The normal state of each of the relays CHR1, SMRB11, SMRB12 is, for example, an open state.\nThe relay SMRG1 (one example of a first switch) is disposed between the first lithium ion battery 51 and the ground line 230. The relay SMRG1 selectively forms an open state and a close state. In the open state of the relay SMRG1, the first lithium ion battery 51 is electrically disconnected from the first circuit 21. In the close state of the relay SMRG1, the first lithium ion battery 51 is electrically incorporated in the first circuit 21. The normal state of the relay SMRG1 is, for example, the open state.\nIn the example illustrated in FIG. 1, the first lithium ion battery 51, the first high voltage structure load 81, and the DC-DC converter DDC1 are connected in parallel with each other through the first diode 91 between the ground line 230 and the first high electric potential side line 210 from the charger 10. Accordingly, the ground line 230 is common in a low voltage structure and the high voltage structure. In the example illustrated in FIG. 1, the ground line 230 is common in the first circuit 21 and the second circuit 22.\nThe second circuit 22 is connected to the charger 10 in a parallel relationship with the first circuit 21. The second circuit 22 has a second high electric potential side line 220 and the ground line 230. The second high electric potential side line 220 is connected to the high electric potential side of the charger 10. A second diode 92 is disposed on the second high electric potential side line 220 of the second circuit 22. The second diode 92 is disposed in a direction in which the anode side thereof is connected to the charger 10. Accordingly, the second diode 92 prevents a flow of current toward the charger 10 and the first circuit 21 in the second high electric potential side line 220.\nThe second lithium ion battery 52 and a second high voltage structure load 82 are disposed on the cathode side of the second diode 92 in the second circuit 22. The second lithium ion battery 52 (one example of a second battery) (second LiB in FIG. 1) and the second high voltage structure load 82 are connected in parallel with each other between the second high electric potential side line 220 and the ground line 230. The second lithium ion battery 52 constitutes a high voltage structure. The second lithium ion battery 52 constitutes, for example, a 52 V electric power supply. The second high voltage structure load 82 includes an inverter for driving the traveling motor. The second high voltage structure load 82 is the same as the first high voltage structure load 81 and constitutes a redundant structure of two structures.\nA DC-DC converter DDC2 (one example of a second voltage conversion device) that is a voltage conversion device operating with a direct current is disposed in the second circuit 22. A second low voltage structure load 72 is disposed on the low voltage side of the DC-DC converter DDC2. A lead battery PbB2 (one example of a fourth battery) is disposed on the low voltage side of the DC-DC converter DDC2. A low electric potential side refers to the output side of the DC-DC converter DDC2 when the DC-DC converter DDC2 performs a step-down operation, and has a higher electric potential (for example, approximately 12 V) than the ground line 230.\nThe DC-DC converter DDC2 is a step-down converter. When the DC-DC converter DDC2 performs a step-down operation, the DC-DC converter DDC2 steps down the voltage of the high electric potential side (second high electric potential side line 220 side) and outputs the stepped-down voltage to the low electric potential side (the lead battery PbB2 and the second low voltage structure load 72). The DC-DC converter DDC2 may be a step-up and step-down converter. In such a case, when the DC-DC converter DDC2 performs a step-up operation, the DC-DC converter DDC2 steps up the voltage of the low electric potential side thereof (the positive electrode side of the lead battery PbB2) and outputs the stepped-up voltage to the high electric potential side. The second low voltage structure load 72 includes the second controller 42 that controls a system needing a continuous supply of electric power (for example, a by-wire system), the second lithium ion battery 52, and the second circuit 22 (the DC-DC converter DDC2 or various relays such as a relay SMRG2). The second controller 42 includes two or more ECUs. For example, the second controller 42 includes a Li battery ECU 420 and a control ECU 422. The Li battery ECU 420 monitors the second lithium ion battery 52. The control ECU 422 monitors the lead battery PbB2 and controls the DC-DC converter DDC2 and various relays such as the relay SMRG2.\nA second predetermined load 32 of the high voltage structure is disposed between the ground line 230 and a connection point C2 on the high voltage side of the DC-DC converter DDC2. The second predetermined load 32 is an actuator that constitutes the system needing a continuous supply of electric power. For example, the second predetermined load 32 is an actuator for the leaning operation and constitutes a by-wire system. The second predetermined load 32 is the same as the first predetermined load 31 and constitutes a redundant structure of two structures. The second predetermined load 32, the second low voltage structure load 72, and the second high voltage structure load 82 are electrical loads (one example of a second load) that are connected in a parallel relationship with the second lithium ion battery 52 between the second high electric potential side line 220 and the ground line 230.\nRelays CHR2, SMRB21, SMRB22 are disposed on the high electric potential side. The relay CHR2 is directly connected to the cathode of the second diode 92. All elements within the second circuit 22 described by using FIG. 1 are connected to the charger 10 through the relay CHR2 and the second diode 92 on the high electric potential side.\nThe relays SMRB21, SMRB22 are disposed in parallel with each other between the second high electric potential side line 220 and the ground line 230. The relay SMRB21 is disposed between the connection point C2 and the second high electric potential side line 220. The relay SMRB22 is disposed between the second high voltage structure load 82 and the second high electric potential side line 220. The normal state of each of the relays CHR2, SMRB21, SMRB22 is, for example, an open state.\nThe relay SMRG2 (one example of a second switch) is disposed between the second lithium ion battery 52 and the ground line 230. The relay SMRG2 selectively forms an open state and a close state. In the open state of the relay SMRG2, the second lithium ion battery 52 is electrically disconnected from the second circuit 22. In the close state of the relay SMRG2, the second lithium ion battery 52 is electrically incorporated in the second circuit 22. The normal state of the relay SMRG2 is, for example, the open state.\nIn the example illustrated in FIG. 1, the second lithium ion battery 52, the second high voltage structure load 82, and the DC-DC converter DDC2 are connected in parallel with each other through the second diode 92 between the ground line 230 and the second high electric potential side line 220 from the charger 10. Accordingly, the ground line 230 is common in a low voltage structure and the high voltage structure.\nThe electric power supply system 1 enables two structures of electric power supply circuits to be formed. Thus, a redundant structure that is robust against failure can be realized. For example, when the first circuit 21 side fails, the second high voltage structure load 82, the second low voltage structure load 72, or the second predetermined load 32 can be operated by using the second circuit 22. When the DC-DC converter DDC2 is a step-up and step-down converter, the second low voltage structure load 72 and the second predetermined load 32 can be operated by using the lead battery PbB2 and the DC-DC converter DDC2 even when the second lithium ion battery 52 fails in the second circuit 22.\nThe electric power supply system 1 has the ground line 230 that is common in the low voltage structure and the high voltage structure. Thus, the electric power supply system 1 does not need a structure (for example, a photodiode) that is needed when the low voltage structure and the high voltage structure are electrically insulated from each other, and can realize a simple structure. In the electric power supply system 1, the relay SMRG1 is disposed between the first lithium ion battery 51 and the ground line 230, and the relay SMRG2 is disposed between the second lithium ion battery 52 and the ground line 230. Accordingly, the low voltage structure and the high voltage structure can be electrically disconnected from each other in the ground side when needed. The relays SMRB11, SMRB12, SMRB21, SMRB22 are disposed in the electric power supply system 1. Thus, the low voltage structure and the high voltage structure can be electrically disconnected from each other on the high electric potential side when needed.\nNext, the function of a control device 40 will be described. The first controller 41 and the second controller 42 constitute the control device 40.\nVarious types of control executed by the control device 40 include control of various electrical loads (the first predetermined load 31, the first low voltage structure load 71, the first high voltage structure load 81, the second predetermined load 32, the second low voltage structure load 72, the second high voltage structure load 82, and the like) and control of charging through the charger 10. The first predetermined load 31, the first low voltage structure load 71, the first high voltage structure load 81, the second predetermined load 32, the second low voltage structure load 72, and the second high voltage structure load 82 consume electric power under control of the control device 40. Hereinafter, control of charging through the charger 10 will be mainly described. Control of charging through the charger 10 is executed in a state in which the charger 10 is connected to the external charging facility through the cable.\nThe control device 40 starts charging the first lithium ion battery 51 and the second lithium ion battery 52 through the charger 10 by setting the relays CHR1, CHR2, SMRG1, SMRG2 to the close state and setting the charger 10 in operation (causing the charger 10 to perform a charging operation).\n FIG. 2 is a diagram describing the state of the electric power supply system 1 during charging of the first lithium ion battery 51 and the second lithium ion battery 52. FIG. 2 illustrates a state in which any of the first lithium ion battery 51 and the second lithium ion battery 52 is not fully charged. In FIG. 2, an alternating current electric power supply 60 of the external charging facility is schematically illustrated, and the direction of a flow of current is schematically illustrated by an arrow.\nIn the example illustrated in FIG. 2, the control device 40 charges the lead battery PbB1 and the lead battery PbB2 through the charger 10 at the same time as charging the first lithium ion battery 51 and the second lithium ion battery 52, by setting the relays SMRB11, SMRB21 to the close state and setting the DC-DC converters DDC1, DDC2 in operation. Hereinafter, as illustrated in FIG. 2, the control device 40 will be illustratively assumed to charge the first lithium ion battery 51, the second lithium ion battery 52, the lead battery PbB1, and the lead battery PbB2 through the charger 10.\nWhen the first lithium ion battery 51 reaches a predetermined level or higher of a state of charge first of the first lithium ion battery 51 and the second lithium ion battery 52 after the control device 40 starts charging the first lithium ion battery 51 and the second lithium ion battery 52, the control device 40 sets the relay SMRG1 (a relay related to the first lithium ion battery 51) to the open state of the relays SMRG1, SMRG2. In such a case, the relays CHR1, CHR2, SMRB11, SMRB21, SMRG2 are maintained in the close state. Hereinafter, the process of setting the relay SMRG1 to the open state due to the first lithium ion battery 51 reaching the full state of charge earlier than the second lithium ion battery 52 will be referred to as a “fully charged side disconnection process” related to a first structure.\n FIG. 3 is a diagram describing the state of the electric power supply system 1 after the fully charged side disconnection process related to the first structure. In FIG. 3, the alternating current electric power supply 60 of the external charging facility is schematically illustrated, and the direction of a flow of current is schematically illustrated by an arrow, in the same manner as FIG. 2.\nThe example illustrated in FIG. 3 is an illustration of when the first lithium ion battery 51 reaches the full state of charge first. In such a case, the relay SMRG1 is set to the open state. Accordingly, as schematically illustrated by a dotted line in FIG. 3, the first lithium ion battery 51 is electrically disconnected from the first circuit 21. Accordingly, the second lithium ion battery 52 can be charged to a desired state of charge (for example, the full state of charge) through the charger 10 while preventing the first lithium ion battery 51 from being overcharged.\nWhile the electric power supply system 1 having two structures of electric power supply circuits can realize a redundant structure that is robust against failure, the state of charge (SOC) may be different between the first lithium ion battery 51 and the second lithium ion battery 52. Such a difference in state of charge is caused by individual characteristics of the first lithium ion battery 51 and the second lithium ion battery 52, a difference in use between the first lithium ion battery 51 and the second lithium ion battery 52, a difference in characteristic between the first circuit 21 and the second circuit 22, and the like. When the first lithium ion battery 51 and the second lithium ion battery 52 are charged through the charger 10 with the difference in state of charge, any one of the first lithium ion battery 51 and the second lithium ion battery 52 may reach the full state of charge first. Even without the difference in state of charge at the start of charging, a difference in electric power acceptability may also cause any one of the first lithium ion battery 51 and the second lithium ion battery 52 to reach the full state of charge first. In either case, when one of the first lithium ion battery 51 and the second lithium ion battery 52 reaches the full state of charge first, the one that reaches the full state of charge first needs to be prevented from being overcharged. For example, there is a method of finishing charging when one of the first lithium ion battery 51 and the second lithium ion battery 52 reaches the full state of charge first. However, such a method cannot charge the state of charge of the other to a desired state of charge.\nAccording to the present embodiment, the relay SMRG1 is set to the open state when the first lithium ion battery 51 reaches the full state of charge first. Thus, the second lithium ion battery 52 can be charged to a desired state of charge through the charger 10 while preventing the first lithium ion battery 51 from being overcharged.\nIn the present embodiment, when the first lithium ion battery 51 reaches the full state of charge first, the relay SMRG1 is set to the open state, but the relay CHR1 is maintained in the close state. However, both of the relay SMRG1 and the relay CHR1 may be set to the open state when the first lithium ion battery 51 | An electric power supply system includes a charger, first and second high electric potential side lines, first and second diodes, a first battery and a first load, a second battery and a second load, a first switch, a second switch, and a control device. The control device is configured to switch the first switch to an open state and maintain the second switch in a close state when the first battery reaches a predetermined level or higher of a state of charge earlier than the second battery after the control device starts charging the first battery and the second battery. | US:16/692,173 | https://patentimages.storage.googleapis.com/63/68/8c/ed1ee8e686f187/US11208006.pdf | US:11208006 | Naoto Matsushita | Toyota Motor Corp | JP:H03190536:A, JP:2010246198:A, US:20120091930:A1, US:20140111120:A1, US:20160082849:A1, JP:2015095971:A, US:20150329007:A1, US:20170149102:A1 | 2021-12-28 | 2021-12-28 | 1. A charge control device configured to control a first switch configured to switch a state of electric connection between a first battery and a charger between either an open state or a close state, the first battery and a third battery being disposed on a vehicle, the first battery and the third battery being charged by an external charger via the charger, the charge control device comprising a processor configured to:\ndetermine a state of charge the first battery;\ncause the first switch to switch to the close state;\ncause the first switch to switch to the open state when the first battery reaches a predetermined level or higher of the state of charge after starting charging the first battery and the third battery; and\nset a target value of an output voltage of a voltage conversion device to a value of an open-circuit voltage of the third battery when the third battery reaches the predetermined level or higher of the state of charge earlier than the first battery after the processor starts charging the first battery and the third battery, the voltage conversion device and the third battery being connected electrically in series and connected in parallel with the first battery.\n, determine a state of charge the first battery;, cause the first switch to switch to the close state;, cause the first switch to switch to the open state when the first battery reaches a predetermined level or higher of the state of charge after starting charging the first battery and the third battery; and, set a target value of an output voltage of a voltage conversion device to a value of an open-circuit voltage of the third battery when the third battery reaches the predetermined level or higher of the state of charge earlier than the first battery after the processor starts charging the first battery and the third battery, the voltage conversion device and the third battery being connected electrically in series and connected in parallel with the first battery., 2. The charge control device according to claim 1, wherein the processor is configured to:\ncause the charger to stop charging when the processor determines that the first battery reaches the predetermined level or higher of the state of charge; and\ncause the charger to restart charging after the first switch switches to the open state.\n, cause the charger to stop charging when the processor determines that the first battery reaches the predetermined level or higher of the state of charge; and, cause the charger to restart charging after the first switch switches to the open state., 3. The charge control device according to claim 1, wherein the processor is configured to:\ncause the voltage conversion device to stop converting the output voltage when the processor determines that the first battery reaches the predetermined level or higher of the state of charge; and\ncause the voltage conversion device to restart charging after the first switch switches to the open state.\n, cause the voltage conversion device to stop converting the output voltage when the processor determines that the first battery reaches the predetermined level or higher of the state of charge; and, cause the voltage conversion device to restart charging after the first switch switches to the open state., 4. The charge control device according to claim 1, wherein:\na load is electrically connected in parallel with the first battery; and\nthe charger is electrically connected to the load.\n, a load is electrically connected in parallel with the first battery; and, the charger is electrically connected to the load., 5. The charge control device according to claim 1, wherein:\nan anode of a first diode is electrically connected to the first battery; and\na cathode of the first diode is electrically connected to the charger and a second battery, the second battery disposed on the vehicle and charged by the external charger via the charger.\n, an anode of a first diode is electrically connected to the first battery; and, a cathode of the first diode is electrically connected to the charger and a second battery, the second battery disposed on the vehicle and charged by the external charger via the charger., 6. The charge control device according to claim 1, wherein the first battery and a second battery are electrically connected to the charger, the second battery disposed on the vehicle and charged by the external charger via the charger. | US | United States | Active | B | True |
| 322 | 전기 시스템 인핸서 \n | KR102506558B1 | NaN | 전기 시스템용 전기 시스템 인핸서로서, 전기 시스템은 화학 저장 배터리를 포함하며; 상기 인핸서는 울트라 커패시터들의 어레이 및 지능형 세류 충전 회로(intelligent trickle charge circuit)를 포함하고, 울트라 커패시터들의 어레이는 세류 충전 회로의 제어 하에서 화학 저장 배터리에 제어가능하게, 스위칭가능하게, 전기적으로 연결가능하다. 또한, 차량의 저장 배터리와 울트라 커패시터들의 어레이를 상호연결함으로써 차량 전기 시스템의 성능을 인핸싱하는 방법이 개시되며; 상기 울트라 커패시터들의 어레이는 지능형 세류 충전 회로에 의해 차량 전기 화학 저장 배터리에 제어가능하게, 스위칭가능하게 전기적으로 연결된다. 특히 바람직한 형태에서, 세류 충전 회로는 배터리와 세류 충전 회로 사이의 전기적 연결을 유지하면서, 미리 정의된 조건들 하에서 화학 저장 배터리를 울트라 커패시터들의 어레이에 연결하고 이로부터 연결해제하도록 프로그래밍된 마이크로프로세서를 포함한다. | KR:1020167017065A | https://patentimages.storage.googleapis.com/a1/6b/f0/56c7d2b211cddb/KR102506558B1.pdf | KR:102506558:B1 | 리키 종 황, 징 케이 탄 | 스마트 스타트 테크놀로지 피티와이 엘티디 | JP:2010508004:A, JP:2011015516:A, WO:2013138380:A2 | Not available | 2023-03-03 | 내연 엔진을 갖는 차량으로서, 상기 차량은 제1 저장 배터리를 갖고, 상기 내연 엔진은 전기 시스템에 대한 전기 시스템 인핸서(enhancer)로부터의 전력의 공급에 의해 시동되고, 상기 전기 시스템은 제2 저장 배터리를 포함하고, 상기 전기 시스템 인핸서는 울트라 커패시터들의 어레이 및 지능형 세류 충전 회로를 포함하고, 상기 울트라 커패시터들의 어레이는 상기 세류 충전 회로의 제어 하에 상기 제2 저장 배터리에 제어-가능하게, 스위칭-가능하게, 전기적으로 연결가능하여, 제2 저장 배터리 및 울트라 커패시터 어레이 결합체를 형성하고, 상기 제2 저장 배터리 및 울트라 커패시터 어레이 결합체는 다음의 단계들:\t상기 제1 저장 배터리의 냉간 크랭킹 전류(CCA; cold cracking amps) 등급(rating)을 특정된 CCA 등급으로서 결정하는 단계; \t제2 저장 배터리 및 울트라 커패시터 어레이 결합체의 특정된 CCA 등급을 산출하기 위해, 상기 제1 저장 배터리의 특정된 CCA 등급으로부터 미리 결정된 CCA 등급 값을 감산(substract)함으로써 상기 제2 저장 배터리의 CCA 등급을 결정하는 단계; \t미리 결정된 시간 윈도우 동안 지속되는 최대 전류 전달 능력에 따라 상기 제2 저장 배터리 및 울트라 커패시터 어레이 결합체의 울트라 커패시터 어레이의 최대 전류 전달을 결정하는 단계 ― 상기 미리 결정된 시간 윈도우 동안 상기 최대 전류 전달은 적어도 상기 차량에 대한 상기 제1 저장 배터리의 최대 전류 전달이고, 상기 울트라 커패시터 어레이의 전류 등급(current rating)이 미리 결정된 시간 윈도우 동안 지속되는 최대 전류 전달 능력으로서 정의됨 ―;\t상기 제2 저장 배터리 및 울트라 커패시터 어레이 결합체를 형성하기 위해 상기 제2 저장 배터리와 울트라 커패시터 어레이를 전기적으로 연결하는 단계; 및 \t상기 제2 저장 배터리 및 울트라 커패시터 어레이 결합체를 상기 차량에 전기적으로 연결함으로써, 상기 제1 저장 배터리 대신에 상기 제2 저장 배터리 및 울트라 커패시터 어레이 결합체를 상기 차량 내로 대체하여 넣는 단계에 의해 결정되는, 차량., 제1항에 있어서, 상기 제1 저장 배터리는 상기 단계들 동안 상기 차량 내에 위치하는, 차량., 제2항에 있어서, 상기 제1 저장 배터리는 상기 단계들 이전에 상기 차량 내에서 사용된 것인, 차량., 제1항에 있어서, 상기 제2 저장 배터리 및 울트라 커패시터 어레이 결합체는 통신 모듈을 더 포함하고, 이에 의해, 적어도 상기 제2 저장 배터리의 상태가 원격 위치로부터 모니터링될 수 있고, 그리고 상기 제2 저장 배터리 및 울트라 커패시터 어레이 결합체의 양상(aspect)들이 상기 원격 위치로부터 제어될 수 있는, 차량., 제1항에 있어서, 상기 제2 저장 배터리 및 울트라 커패티서 어레이 결합체와 통신하는 엔진 컨트롤러를 결합하여 포함하고, 상기 엔진 컨트롤러는 스탑-스타트 기능을 가짐으로써, 상기 차량의 내연 엔진은 공회전(idle)하기 보다는 상기 엔진 컨트롤러에 의해 정지하게 되고, 상기 내연 엔진은 실질적으로 상기 제2 저장 배터리 및 울트라 커패시터 어레이 결합체로부터의 전력의 공급에 의해 재시동되는, 차량., 제1항에 있어서, 상기 세류 충전 회로는, 상기 제2 저장 배터리와 상기 세류 충전 회로 사이의 전기적 연결을 유지하면서, 미리 정의된 조건들 하에서 상기 제2 저장 배터리를 상기 울트라 커패시터 어레이에 연결하고 그리고 울트라 커패시터 어레이로부터 연결해제하도록 프로그래밍된 마이크로프로세서를 포함하는, 차량., 제6항에 있어서,상기 세류 충전 회로는 전기 절연 스위치를 포함하고, 상기 제2 저장 배터리에 걸린 전압이 정상 충전 모드의 미리 결정된 레벨에 있거나 이를 초과할 때, 상기 전기 절연 스위치는 상기 전기 절연 스위치를 통하는 전류 흐름을 허용하여, 상기 제2 저장 배터리에 의한 또는 상기 제2 저장 배터리에 전기적으로 연결된 차량 전기 시스템에 의한 상기 울트라 커패시터 어레이의 충전을 허용하는, 차량., 제1항에 있어서, 상기 울트라 커패시터 어레이는 10F보다 큰 전체(total) 어레이 커패시턴스를 갖는, 차량., 제1항에 있어서, 상기 제2 저장 배터리와 상기 울트라 커패시터 어레이는 전기적으로 상호연결되는, 차량., 제1항에 있어서, 상기 울트라 커패시터 어레이의 울트라 커패시터들은 직렬로 상호연결되는, 차량., 제6항에 있어서, 상기 울트라 커패시터 어레이의 울트라 커패시터들은 상기 제2 저장 배터리로부터의 전하(charge)를 수신하고, 상기 전하는 상기 세류 충전 회로의 마이크로프로세서 및 레귤레이터(regulator) 모듈에 의해 변조(modulate)되는, 차량., 제1항에 있어서, 상기 울트라 커패시터 어레이의 각각의 울트라 커패시터는 개별적으로 충전되는, 차량., 제1항에 있어서, 상기 울트라 커패시터 어레이의 울트라 커패시터들은 뱅크별로(in banks) 충전되는, 차량., 제1항에 있어서, 상기 전기 시스템 인핸서는 상기 제2 저장 배터리와의 상호연결을 위해 개조(retro-fit)되는, 차량., 제1항에 있어서, 상기 전기 시스템 인핸서 및 상기 제2 저장 배터리는 전기적으로 상호연결되고 공통의 인클로저 내에 싸여짐으로써 스마트 배터리를 형성하는, 차량., 제1항에 있어서, 상기 울트라 커패시터 어레이는 스위치를 통해 상기 제2 저장 배터리에 전기적으로 연결되고, 상기 스위치는 상기 울트라 커패시터 어레이의 울트라 커패시터들의 세류 충전 동안 회로를 개방하여, 상기 울트라 커패시터 어레이가 상기 제2 저장 배터리로부터 분리된(isolated) 상태로 충전되는, 차량., 제1항에 있어서, 상기 제2 저장 배터리와 부하 사이에 릴레이 스위치가 배치되고, 상기 릴레이 스위치는 상기 제2 저장 배터리로부터 그리고 상기 전기 시스템 인핸서로부터 상기 부하를 제어가능하게 절연시키도록 상기 전기 시스템 인핸서에 의해 제어가능한, 차량., 지정된 적용기기(desginated application)에서 제1 저장 배터리를, 제2 저장 배터리 및 울트라 커패시터 어레이의 결합체로 대체하는 방법으로서, \t상기 지정된 적용기기에 대한 상기 제1 저장 배터리의 냉간 크랭킹 전류(CCA; cold cracking amps) 등급을 특정된 CCA 등급으로서 결정하는 단계; \t특정된 제2 저장 배터리 및 울트라 커패시터 어레이 결합체 CCA 등급을 산출하기 위해, 상기 제1 저장 배터리의 상기 특정된 CCA 등급으로부터 미리 결정된 CCA 등급 값을 감산함으로써 상기 제2 저장 배터리의 CCA 등급을 결정하는 단계; \t미리 결정된 시간 윈도우 동안 지속되는 최대 전류 전달 능력에 따라 상기 제2 저장 배터리 및 울트라 커패시터 어레이 결합체의 울트라 커패시터 어레이의 최대 전류 전달을 결정하는 단계 ― 상기 미리 결정된 시간 윈도우 동안 상기 최대 전류 전달은 적어도 상기 지정된 적용기기에 대한 상기 제1 저장 배터리의 최대 전류 전달이고, 상기 울트라 커패시터 어레이의 전류 등급이 미리 결정된 시간 윈도우에 걸쳐 지속되는 최대 전류 전달 능력으로서 정의됨 ―;\t상기 제2 저장 배터리 및 울트라 커패시터 어레이 결합체를 형성하기 위해 상기 제2 저장 배터리와 울트라 커패시터 어레이를 전기적으로 연결하는 단계; 및 \t상기 제2 저장 배터리 및 울트라 커패시터 어레이 결합체를 상기 적용기기에 전기적으로 연결함으로써, 상기 제1 저장 배터리 대신에 상기 제2 저장 배터리 및 울트라 커패시터 어레이 결합체를 상기 적용기기 내로 대체하여 넣는 단계를 포함하는, 방법., 제18항에 있어서, 상기 지정된 적용기기는 차량이고, 상기 제1 저장 배터리는 상기 단계들 동안 차량 내에 위치하는, 방법., 제19항에 있어서, 상기 제1 저장 배터리는 상기 단계들 이전에 상기 차량 내에서 사용된 것인, 방법., 제18항에 있어서, 상기 제2 저장 배터리 및 울트라 커패시터 어레이 결합체는 통신 모듈을 더 포함하고, 이에 의해, 적어도 상기 제2 저장 배터리의 상태가 원격 위치로부터 모니터링될 수 있고, 그리고 상기 제2 저장 배터리 및 울트라 커패시터 어레이 결합체의 양상들이 상기 원격 위치로부터 제어될 수 있는, 방법., 제21항에 있어서, 상기 제2 저장 배터리 및 울트라 커패시터 어레이 결합체는 세류 충전 회로를 더 포함하고, 상기 세류 충전 회로는, 상기 제2 저장 배터리와 상기 세류 충전 회로 사이의 전기적 연결을 유지하면서, 미리 정의된 조건들 하에서 상기 제2 저장 배터리를 상기 울트라 커패시터 어레이에 연결하고 그리고 울트라 커패시터 어레이로부터 연결해제하도록 프로그래밍된 마이크로프로세서를 포함하는, 방법., 제22항에 있어서, 상기 세류 충전 회로는 전기 절연 스위치를 포함하고, 상기 전기 절연 스위치는, 상기 제2 저장 배터리에 걸린 전압이 정상 충전 모드의 미리 결정된 레벨에 있거나 이를 초과할 때, 상기 전기 절연 스위치를 통한 전류 흐름을 허용하여, 상기 제2 저장 배터리에 의한 또는 상기 제2 저장 배터리에 전기적으로 연결된 차량 전기 시스템에 의한 상기 울트라 커패시터 어레이의 충전을 허용하는, 방법., 제18항에 있어서, 상기 울트라 커패시터 어레이는 10F보다 큰 전체(total) 어레이 커패시턴스를 갖는, 방법., 제18항에 있어서, 상기 제2 저장 배터리와 상기 울트라 커패시터 어레이는 전기적으로 상호연결되는, 방법., 제18항에 있어서, 상기 울트라 커패시터 어레이의 울트라 커패시터들은 직렬로 상호연결되는, 방법., 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제 | KR | South Korea | NaN | H | True |
| 323 | 电动车的电力维持方法 \n | CN112026552B | NaN | 一种电动车的电力维持方法包括下列步骤：步骤一：于第一电力供应站将具有直流电源转换单元及两个以上电池的第一交换电池组装载于第一电动车的交换电池组容置空间，其中，主电池组的外型不同于第一交换电池组的外型；步骤二：于第二电力供应站，将第一交换电池组连同直流电源转换单元一同由第一电动车卸载；步骤三：将具有直流电源转换单元及两个以上电池的第二交换电池组装载于第一电动车，且第一交换电池组与第二交换电池组的外型相同、但容量不相同；步骤四：将充电后的第一交换电池组装载于一第二电动车，其中第二电动车的一主电池组的容量异于第一电动车的主电池组的容量。 | CN:202010668878.8A | https://patentimages.storage.googleapis.com/34/f3/8e/8bfe16b06da375/CN112026552B.pdf | CN:112026552:B | 葛炽昌 | Individual | NaN | Not available | 2021-10-01 | 1.一种电动车的电力维持方法，至少与一第一电动车、一第二电动车、一第一电力供应站以及一第二电力供应站配合应用，所述第一电动车及第二电动车分别具有一主电池组以及至少一交换电池组容置空间，所述主电池组与其所属的所述第一电动车或第二电动车的车身结构牢固地结合，并且在所述交换电池组容置空间中设置有一电性连接器，以使设置于所述交换电池组容置空间中的交换电池组与所述主电池组电性连接，所述第一电力供应站以及第二电力供应站分别具有一交换电池组装卸载装置、一直流充电装置，并且分别能够提供多个交换电池组，其特征在于，包括：, 于第一电力供应站，通过所述交换电池组装卸载装置而将一具有一直流电源转换单元及两个以上电池的第一交换电池组装载于第一电动车的交换电池组容置空间，使所述第一交换电池组与所述第一电动车的主电池组电性连接，其中，所述第一交换电池组通过所述直流电源转换单元对所述主电池组充电，并且主电池组的外型不同于第一交换电池组的外型；, 于所述第二电力供应站，通过所述交换电池组装卸载装置而将所述第一交换电池组连同直流电源转换单元一同由所述第一电动车卸载；, 将一具有一直流电源转换单元及两个以上电池的第二交换电池组装载于所述第一电动车，且所述第一交换电池组与所述第二交换电池组的外型相同、但容量不相同；以及, 将充电后的所述第一交换电池组装载于一第二电动车，其中所述第二电动车的一主电池组的容量异于所述第一电动车的所述主电池组的容量。, 2.如权利要求1所述的电力维持方法，其特征在于，还包括：, 于所述第二电力供应站，由所述直流充电装置与所述第一交换电池组的所述直流电源转换单元电性连接，并通过所述直流电源转换单元而对从所述第一电动车卸载的所述第一交换电池组的各所述电池充电。, 3.如权利要求1所述的电力维持方法，其特征在于，由直流充电装置对所述主电池组进行充电的电流大于所述主电池组的标称容量的3倍。, 4.如权利要求1所述的电力维持方法，其特征在于，将所述第二交换电池组装载于所述第一电动车之后，还包括：, 使所述第二交换电池组与所述第一电动车的所述主电池组电性连接；以及, 使所述第二交换电池组对所述主电池组充电。, 5.如权利要求1所述的电力维持方法，其特征在于，所述主电池组的输出功率大于所述第一交换电池组的输出功率。, 6.如权利要求1所述的电力维持方法，其特征在于，于更换所述第一交换电池组时，以所述直流充电装置通过一直流充电插座连接所述主电池组，以对所述主电池组进行充电。, 7.如权利要求1所述的电力维持方法，其特征在于，由所述第一交换电池组协同所述主电池组提供电力以驱动所述第一电动车或所述第二电动车行驶。, 8.如权利要求1所述的电力维持方法，其特征在于，所述第一电动车抵达所述第一电力供应站前，仅由所述主电池组提供一能量而驱动，使所述第一电动车移动至所述第一电力供应站再装载所述第一交换电池组。, 9.一种电动车的电力维持方法，至少与一第一电动车、一第二电动车、一第一电力供应站以及一第二电力供应站配合应用，所述第一电动车及第二电动车分别具有一主电池组、至少一交换电池组容置空间，所述主电池组与其所属的所述第一电动车或第二电动车的车身结构牢固地结合，并使设置于所述交换电池组容置空间中的交换电池组与所述主电池组电性连接，所述第一电力供应站以及第二电力供应站分别具有一交换电池组装卸载装置、一直流充电装置，并且分别能够提供多个交换电池组，其特征在于，包括：, 于第一电力供应站，通过所述交换电池组装卸载装置而将一具有一直流电源转换单元及两个以上电池的第一交换电池组装载于第一电动车的交换电池组容置空间，使所述第一交换电池组与所述第一电动车的主电池组电性连接，其中，所述第一交换电池组通过所述直流电源转换单元对所述主电池组充电，并且主电池组的外型不同于第一交换电池组的外型；, 于所述第二电力供应站，通过所述交换电池组装卸载装置而将所述第一交换电池组连同直流电源转换单元一同由所述第一电动车卸载；, 将一具有一直流电源转换单元及两个以上电池的第二交换电池组装载于所述第一电动车，且所述第一交换电池组与所述第二交换电池组的外型相同、但容量不相同；以及, 将充电后的所述第一交换电池组装载于一第二电动车，其中所述第二电动车的一主电池组的容量异于所述第一电动车的所述主电池组的容量。, 10.如权利要求9所述的电力维持方法，其特征在于，所述第一电动车抵达所述第一电力供应站前，仅由所述主电池组提供一能量而驱动，使所述第一电动车移动至所述第一电力供应站再装载所述第一交换电池组。 | CN | China | Active | B | True |
| 324 | Battery module terminal system and method \n | EP3243236A1 | BATTERY MODULE TERMINAL SYSTEM AND METHOD CROSS-REFERENCE TO RELATED APPLICATION [0001] This application claims priority from and the benefit of U.S. Provisional Application Serial No. 62/099,976, filed January 5, 2015, entitled "Battery Module Terminal System and Method," which is hereby incorporated by reference in its entirety for all purposes. BACKGROUND [0002] The present disclosure relates generally to the field of batteries and battery modules. More specifically, the present disclosure relates to a bus bar and a terminal for lithium-ion (Li-ion) battery modules. [0003] This section is intended to introduce the reader to various aspects of art that may be related to various aspects of the present disclosure, which are described below. This discussion is believed to be helpful in providing the reader with background information to facilitate a better understanding of the various aspects of the present disclosure. Accordingly, it should be understood that these statements are to be read in this light, and not as admissions of prior art. [0004] A vehicle that uses one or more battery systems for providing all or a portion of the motive power for the vehicle can be referred to as an xEV, where the term "xEV" is defined herein to include all of the following vehicles, or any variations or combinations thereof, that use electric power for all or a portion of their vehicular motive force. For example, xEVs include electric vehicles (EVs) that utilize electric power for all motive force. As will be appreciated by those skilled in the art, hybrid electric vehicles (HEVs), also considered xEVs, combine an internal combustion engine propulsion system and a battery-powered electric propulsion system, such as 48 Volt (V) or 130V systems. The term HEV may include any variation of a hybrid electric vehicle. For example, full hybrid systems (FHEVs) may provide motive and other electrical power to the vehicle using one or more electric motors, using only an internal combustion engine, or using both. In contrast, mild \n\n hybrid systems (MHEVs) disable the internal combustion engine when the vehicle is idling and utilize a battery system to continue powering the air conditioning unit, radio, or other electronics, as well as to restart the engine when propulsion is desired. The mild hybrid system may also apply some level of power assist, during acceleration for example, to supplement the internal combustion engine. Mild hybrids are typically 96V to 130V and recover braking energy through a belt or crank integrated starter generator. Further, a micro-hybrid electric vehicle (mHEV) also uses a "Stop-Start" system similar to the mild hybrids, but the micro-hybrid systems of a mHEV may or may not supply power assist to the internal combustion engine and operates at a voltage below 60V. For the purposes of the present discussion, it should be noted that mHEVs typically do not technically use electric power provided directly to the crankshaft or transmission for any portion of the motive force of the vehicle, but an mHEV may still be considered as an xEV since it does use electric power to supplement a vehicle's power needs when the vehicle is idling with internal combustion engine disabled and recovers braking energy through an integrated starter generator. In addition, a plug-in electric vehicle (PEV) is any vehicle that can be charged from an external source of electricity, such as wall sockets, and the energy stored in the rechargeable battery packs drives or contributes to drive the wheels. PEVs are a subcategory of EVs that include all-electric or battery electric vehicles (BEVs), plug-in hybrid electric vehicles (PHEVs), and electric vehicle conversions of hybrid electric vehicles and conventional internal combustion engine vehicles. [0005] xEVs as described above may provide a number of advantages as compared to more traditional gas-powered vehicles using only internal combustion engines and traditional electrical systems, which are typically 12V systems powered by a lead acid battery. For example, xEVs may produce fewer undesirable emission products and may exhibit greater fuel efficiency as compared to traditional internal combustion vehicles and, in some cases, such xEVs may eliminate the use of gasoline entirely, as is the case of certain types of EVs or PEVs. [0006] As technology continues to evolve, there is a need to provide improved power sources, particularly battery modules, for such vehicles. For example, in \n\n traditional configurations, battery modules may include a number of interconnected electrochemical cells coupled together via bus bars (e.g., minor bus bars) extending between terminals (e.g., minor terminals or cell terminals) of the electrochemical cells. Further, the battery module may include two major terminals electrically coupled with the interconnected electrochemical cells via corresponding electrical paths, each electrical path having a major bus bar extending from the major terminal between the major terminal and the minor terminal of one of the electrochemical cells. This enables the two major terminals to be coupled to a load for powering the load via electric power provided by the interconnected electrochemical cells. In traditional configurations, each major bus bar and corresponding major terminal of the battery module may be welded together to establish at least a portion of the electrical path between the major terminal and the minor terminal, which may require that the major bus bar and the major terminal are made of the same material, or at least compatible materials for welding. The welding steps and use of specific materials may result in a high cost of the battery module. Further, traditional configurations requiring extensive welding may be bulky, which may reduce an energy density of the battery module. Accordingly, it is now recognized that an improved major bus bar and major terminal (and assembly thereof) for battery modules is needed. SUMMARY [0007] A summary of certain embodiments disclosed herein is set forth below. It should be understood that these aspects are presented merely to provide the reader with a brief summary of these certain embodiments and that these aspects are not intended to limit the scope of this disclosure. Indeed, this disclosure may encompass a variety of aspects that may not be set forth below. [0008] The present disclosure relates to a battery module that includes an electrochemical cell having a minor terminal. The battery module also includes a major terminal electrically coupled to the electrochemical cell, wherein the major terminal includes a base and a post extending from the base. Further, the battery module includes an electrical path between the minor terminal of the electrochemical cell and the major terminal of the battery module. The electrical path includes a bus \n\n bar having an opening that receives the post of the major terminal and a pocket that retains the base of the major terminal. [0009] The present disclosure also relates to a method of manufacturing a battery module that includes disposing a post of a module terminal through an opening in a bus bar. The method also includes wrapping a first extension of the bus bar from a first surface of a base of the module terminal to a second surface of the base opposite to the first surface. [0010] The present disclosure also relates to a battery module that includes a first electrochemical cell having a first terminal, a second electrochemical cell having a second terminal, and one or more intermediate electrochemical cells electrically connected between, and to, the first electrochemical cell and the second electrochemical cell. The battery module includes a first electrical path extending between the first terminal of the first electrochemical cell and a first major terminal of the battery module and comprising a first major bus bar. The first major terminal includes a first post that extends through a first opening in the first major bus bar, and a first base that is coupled to the first post and retained within a first pocket of the first major bus bar at least partially defined by one or more first extensions of the first major bus bar that wrap around the first base of the first major terminal. The battery module further includes a second electrical path extending between the second terminal of the electrochemical cell and a second major terminal of the battery module and comprising a second major bus bar. The second major terminal includes a second post that extends through a second opening in the second major bus bar, and a second base that is coupled to the second post and retained within a second pocket of the second major bus bar at least partially defined by one or more second extensions of the second major bus bar that wrap around the second base of the second major terminal. DRAWINGS [0011] Various aspects of this disclosure may be better understood upon reading the following detailed description and upon reference to the drawings in which: \n\n [0012] FIG. 1 is a perspective view of a vehicle having a battery system configured in accordance with present embodiments to provide power for various components of the vehicle; [0013] FIG. 2 is a cutaway schematic view of an embodiment of the vehicle and the battery system of FIG. 1; [0014] FIG. 3 is an exploded perspective view of an embodiment of a battery module for use in the vehicle of FIG. 1, in accordance with an aspect of the present disclosure; [0015] FIG. 4 is an exploded perspective view of an embodiment of a bus bar and major terminal of the battery module of FIG. 3, in accordance with an aspect of the present disclosure; [0016] FIG. 5 is a perspective view of an embodiment of a partial assembly of the bus bar and the major terminal of FIG. 4, in accordance with an aspect of the present disclosure; [0017] FIG. 6 is a perspective view of an embodiment of an assembly of the bus bar and the major terminal of FIG. 4, in accordance with an aspect of the present disclosure; [0018] FIG. 7 is a bottom perspective view of an embodiment of the assembly of the bus bar and the major terminal of FIG. 6, in accordance with an aspect of the present disclosure; [0019] FIG. 8 is a bottom perspective view of an embodiment of the assembly of the bus bar and the major terminal of FIG. 6, in accordance with an aspect of the present disclosure; [0020] FIG. 9 is a perspective view of an embodiment of a battery module for use in the vehicle of FIG. 1, in accordance with an aspect of the present disclosure; \n\n [0021] FIG. 10 is a cutout perspective view of a portion of an embodiment of the battery module of FIG. 9 taken along line 10-10, in accordance with an aspect of the present disclosure; [0022] FIG. 11 is a perspective view of an embodiment of an assembly of a bus bar and major terminal, in accordance with an aspect of the present disclosure; [0023] FIG. 12 is a perspective view of an embodiment of a battery module having the assembly of the bus bar and the major terminal of FIG. 11, in accordance with an aspect of the present disclosure; [0024] FIG. 13 is a perspective view of an embodiment of a battery module having the assembly of the bus bar and the major terminal of FIG. 11, in accordance with an aspect of the present disclosure; and [0025] FIG. 14 is a process flow diagram of a method of manufacturing or assembling the bus bar and the major terminal of FIG. 4, in accordance with an aspect of the present disclosure. DETAILED DESCRIPTION [0026] One or more specific embodiments will be described below. In an effort to provide a concise description of these embodiments, not all features of an actual implementation are described in the specification. It should be appreciated that in the development of any such actual implementation, as in any engineering or design project, numerous implementation-specific decisions must be made to achieve the developers' specific goals, such as compliance with system-related and business- related constraints, which may vary from one implementation to another. Moreover, it should be appreciated that such a development effort might be complex and time consuming, but would nevertheless be a routine undertaking of design, fabrication, and manufacture for those of ordinary skill having the benefit of this disclosure. [0027] The battery systems described herein may be used to provide power to various types of electric vehicles (xEVs) and other high voltage energy \n\n storage/expending applications (e.g., electrical grid power storage systems). Such battery systems may include one or more battery modules, each battery module having a number of battery cells (e.g., lithium-ion (Li-ion) electrochemical cells) arranged and electrically interconnected to provide particular voltages and/or currents useful to power, for example, one or more components of an xEV. As another example, battery modules in accordance with present embodiments may be incorporated with or provide power to stationary power systems (e.g., non-automotive systems). [0028] During assembly of a battery module, the individual electrochemical cells may be positioned in a housing of the battery module, and terminals (e.g., minor terminals or cell terminals) of the electrochemical cells may extend generally away from the housing. To couple the electrochemical cells together (e.g., in series or parallel), an electrical path between minor terminals of two or more electrochemical cells may be established by coupling pairs of minor terminals via corresponding bus bars (e.g., minor bus bars). Further, two of the electrochemical cells (e.g., on either end of the battery module or on ends of one or more stacks of electrochemical cells) may be electrically coupled to major terminals (e.g., module terminals or primary terminals) of the battery module via corresponding major bus bars, or via corresponding major bus bar assemblies, where the major terminals are configured to be coupled to a load for powering the load. In traditional configurations, to ensure that the major terminals and their associated major bus bars do not become decoupled, the major terminals and major bus bars may be welded together. However, welding of the major terminal and the major bus bar may require that the material of the major bus bar is the same as the material of the major terminal, or at least compatible for welding. Further, the material of the major bus bars may depend on the material of the corresponding minor terminals (e.g., of the electrochemical cells) from which the major bus bars extend, or on the material of one or more intervening components (e.g., a shunt coupled to a printed circuit board (PCB 63)). This may increase a material cost of the battery module and complexity of manufacturing. Further, associated geometries, assemblies, and welding techniques for traditional \n\n configurations such as those described above may contribute to a volume of the battery module, thereby reducing an energy density of the battery module. [0029] To address these and other shortcomings of traditional battery module configurations, battery modules in accordance with the present disclosure include major terminals and major bus bars having similar or dissimilar materials, where the major terminals and major bus bars are coupled together without welding. For example, each major terminal (e.g., on either side of the battery module or stacks of electrochemical cells) may include a base and a post extending from the base. A corresponding major bus bar extending from the major terminal may be a flat sheet (or initially a flat sheet) with an opening configured to receive the post of the major terminal. Generally, the flat sheet is capable of being wrapped around at least a portion of the major terminal (e.g., at least the base). For instance, the flat sheet of the major bus bar may include flaps extending from a body (e.g., a rectangular body) of the flat sheet. After extending the post of the major terminal through the opening in the flat sheet (which is the major bus bar), the flaps may be wrapped around the base of the major terminal to envelop or retain the base. For example, the flaps may be heated to enhance pliability and enable wrapping of the flaps around the base of the major terminal, thereby enabling the major bus bar and the major terminal to be electrically connected without negatively affecting the integrity of the major bus bar, and without welding. The flaps of the major bus bar may be stamped, pressed, or maneuvered in some other manner in place around the base of the major terminal. [0030] Further, the base of the major terminal may be square or rectangular in shape (or include a square or rectangular portion), which enables resistance (e.g., via contact between the base of the major terminal and the flaps of the major bus bar wrapped around the base) to torque applied to the post of the major terminal. Further still, after wrapping the flaps of the major bus bar around the base of the major terminal, a lower portion of the combined major bus bar and major terminal (e.g., lower portion including the base and the wrapped flaps) may be embedded in a wall of a plastic housing of the battery module. For example, the lower portion of the combined major bus bar and major terminal may be injection molded with the plastic housing. Accordingly, the lower portion of the combined major bus bar and major \n\n terminal may be embedded within the housing in a number of orientations, and an electrical path from the major terminal to a corresponding minor terminal of an electrochemical cell (e.g., the electrical path including the major bus bar) may be adapted and/or configured based on the orientation of the major terminal. These and other features will be described in further detail below. [0031] To help illustrate, FIG. 1 is a perspective view of an embodiment of a vehicle 10, which may utilize a regenerative braking system. Although the following discussion is presented in relation to vehicles with regenerative braking systems, the techniques described herein are adaptable to other vehicles that capture/store electrical energy with a battery, which may include electric-powered and gas-powered vehicles. [0032] As discussed above, it would be desirable for a battery system 12 to be largely compatible with traditional vehicle designs. Accordingly, the battery system 12 may be placed in a location in the vehicle 10 that would have housed a traditional battery system. For example, as illustrated, the vehicle 10 may include the battery system 12 positioned similarly to a lead-acid battery of a typical combustion-engine vehicle (e.g., under the hood of the vehicle 10). Furthermore, as will be described in more detail below, the battery system 12 may be positioned to facilitate managing temperature of the battery system 12. For example, in some embodiments, positioning a battery system 12 under the hood of the vehicle 10 may enable an air duct to channel airflow over the battery system 12 and cool the battery system 12. [0033] A more detailed view of the battery system 12 is described in FIG. 2. As depicted, the battery system 12 includes an energy storage component 13 coupled to an ignition system 14, an alternator IS, a vehicle console 16, and optionally to an electric motor 17. Generally, the energy storage component 13 may capture/store electrical energy generated in the vehicle 10 and output electrical energy to power electrical devices in the vehicle 10. [0034] In other words, the battery system 12 may supply power to components of the vehicle's electrical system, which may include radiator cooling fans, climate control systems, electric power steering systems, active suspension systems, auto park \n\n systems, electric oil pumps, electric super/turbochargers, electric water pumps, heated windscreen/defrosters, window lift motors, vanity lights, tire pressure monitoring systems, sunroof motor controls, power seats, alarm systems, infotainment systems, navigation features, lane departure warning systems, electric parking brakes, external lights, or any combination thereof. Illustratively, in the depicted embodiment, the energy storage component 13 supplies power to the vehicle console 16 and the ignition system 14, which may be used to start (e.g., crank) the internal combustion engine 18. [0035] Additionally, the energy storage component 13 may capture electrical energy generated by the alternator IS and/or the electric motor 17. In some embodiments, the alternator 15 may generate electrical energy while the internal combustion engine 18 is running. More specifically, the alternator 15 may convert the mechanical energy produced by the rotation of the internal combustion engine 18 into electrical energy. Additionally or alternatively, when the vehicle 10 includes an electric motor 17, the electric motor 17 may generate electrical energy by converting mechanical energy produced by the movement of the vehicle 10 (e.g., rotation of the wheels) into electrical energy. Thus, in some embodiments, the energy storage component 13 may capture electrical energy generated by the alternator 15 and/or the electric motor 17 during regenerative braking. As such, the alternator 15 and/or the electric motor 17 are generally referred to herein as a regenerative braking system. [0036] To facilitate capturing and supplying electric energy, the energy storage component 13 may be electrically coupled to the vehicle's electric system via a bus 19. For example, the bus 19 may enable the energy storage component 13 to receive electrical energy generated by the alternator 15 and/or the electric motor 17. Additionally, the bus 19 may enable the energy storage component 13 to output electrical energy to the ignition system 14 and/or the vehicle console 16. Accordingly, when a 12 volt battery system 12 is used, the bus 19 may carry electrical power typically between 8-18 volts. [0037] Additionally, as depicted, the energy storage component 13 may include multiple battery modules. For example, in the depicted embodiment, the energy \n\n storage component 13 includes a lithium ion (e.g., a first) battery module 20 and a lead-acid (e.g., a second) battery module 22, which each includes one or more battery cells. In other embodiments, the energy storage component 13 may include any number of battery modules. Additionally, although the lithium ion battery module 20 and lead-acid battery module 22 are depicted adjacent to one another, they may be positioned in different areas around the vehicle. For example, the lead-acid battery module 22 may be positioned in or about the interior of the vehicle 10 while the lithium ion battery module 20 may be positioned under the hood of the vehicle 10. [0038] In some embodiments, the energy storage component 13 may include multiple battery modules to utilize multiple different battery chemistries. For example, when the lithium ion battery module 20 is used, performance of the battery system 12 may be improved since the lithium ion battery chemistry generally has a higher coulombic efficiency and/or a higher power charge acceptance rate (e.g., higher maximum charge current or charge voltage) than the lead-acid battery chemistry. As such, the capture, storage, and/or distribution efficiency of the battery system 12 may be improved. [0039] To facilitate controlling the capturing and storing of electrical energy, the battery system 12 may additionally include a control module 24. More specifically, the control module 24 may control operations of components in the battery system 12, such as relays (e.g., switches) within energy storage component 13, the alternator IS, and/or the electric motor 17. For example, the control module 24 may regulate amount of electrical energy captured/supplied by each battery module 20 or 22 (e.g., to de-rate and re-rate the battery system 12), perform load balancing between the battery modules 20 and 22, determine a state of charge of each battery module 20 or 22, determine temperature of each battery module 20 or 22, control voltage output by the alternator 15 and/or the electric motor 17, and the like. [0040] Accordingly, the control unit 24 may include one or more processor 26 and one or more memory 28. More specifically, the one or more processor 26 may include one or more application specific integrated circuits (ASICs), one or more field programmable gate arrays (FPGAs), one or more general purpose processors, or any \n\n combination thereof. Additionally, the one or more memory 28 may include volatile memory, such as random access memory (RAM), and/or non-volatile memory, such as read-only memory (ROM), optical drives, hard disc drives, or solid-state drives. In some embodiments, the control unit 24 may include portions of a vehicle control unit (VCU) and/or a separate battery control module. [0041] An exploded perspective view of an embodiment of the battery module 20 (e.g., lithium-ion (Li-ion) battery module) is shown in FIG. 3. In the illustrated embodiment, the battery module 20 includes a housing 40 configured to store electrochemical cells 42 within an interior 43 of the housing 40. In the illustrated embodiment, the electrochemical cells 42 are stored in two stacks 44 within the interior 43 of the housing 40, where the two stacks 44 are separated by a partition 46. However, the electrochemical cells 42 may be housed in the interior 43 of the housing 40 in fewer or more than two stacks 44 (e.g., 1, 3, 4, S, 6, or more stacks 44), and the electrochemical cells 42 may be oriented within the interior 43 of the housing 40 vertically, horizontally, or otherwise. [0042] Each electrochemical cell 42 may include two terminals 48 (e.g., minor terminals or cell terminals). For clarity, the terminals 48 of the electrochemical cells 42 will be referred to herein as minor terminals 48. The minor terminals 48 of adjacent electrochemical cells 42 are coupled together in series via bus bars SO (e.g., minor bus bars or cell bus bars). For clarity, the bus bars 50 configured to couple the minor terminals 48 of adjacent electrochemical cells 42 will be referred to herein as minor bus bars SO. In the illustrated embodiment, the minor bus bars SO may be installed or otherwise disposed in (or on) a carrier 52 configured to hold or facilitate coupling between the minor bus bars 50 and other electrical components (e.g., voltage or temperature sensors or leads thereof). For example, the carrier 52 may include recesses 53 configured to receive the minor bus bars 50, where openings 54 are disposed in the recesses 53 for receiving the minor terminals 48 of the electrochemical cells 42. Accordingly, the minor bus bars 50 are disposed in the recesses 53 and the terminals 48 extend through the openings 54 into contact with the minor bus bars 50. In other embodiments, the minor bus bars 50 may not include the openings 54, and the terminals 48 may contact a flat surface of the minor bus bars 50. \n\n [0043] The minor bus bars SO establish an aggregate network of interconnected electrochemical cells 42 by coupling minor terminals 48 of adjacent electrochemical cells 42, where the aggregate network of interconnected electrochemical cells 42 enables an aggregate charge provided to charge a load. For example, electrical paths 61 may be defined on either side of the aggregate network of interconnected electrochemical cells 42, where the electrical paths 61 include terminals 60 (e.g., major terminals or module terminals) of the battery module 20 that couple with the load to supply the load with the aggregate charge from the interconnected electrochemical cells 42. [0044] For example, in the illustrated embodiment, the electrical paths 61 each include a bridge 56, each bridge 56 being coupled to a corresponding minor bus bar 50. In some embodiments, the corresponding minor bus bar 50 may be a bi-metal bus bar having a first end 57 with a first material corresponding to a material of the minor terminal 48 in contact with the first end 57, and a second end 58 in contact with the bridge 56 and having a second material corresponding to a material of the bridge 56. This may enable a transition from the material of the terminals 48 (e.g., aluminum) to a different material (e.g., copper). The transition may facilitate the use of a shunt 59 or some other component (e.g., a relay component) that is coupled to (e.g., welded to) the bridge 56 and is in electrical communication with a printed circuit board (PCB) 63 of the battery module 20. For example, the shunt 59 may be in electrical communication with the PCB 63 via sensors and corresponding leads extending from the sensors, where the sensors provide measurements of parameters (e.g., voltage and/or temperature) monitored for control of the battery module 20. Generally, the shunt 59 and/or relay components are a certain material (e.g., copper) that enables appropriate measurement and/or sensing of voltage parameters, temperature parameters, and/or other parameters relating to operating conditions of the battery module 20. Further, in some embodiments, the shunt 59 and the bridge 56 may be one integral component. [0045] In accordance with the present disclosure, the bridges 56 are also in electrical communication with the corresponding terminals 60 (e.g., major terminals or module terminals) of the battery module 20 to establish the corresponding electrical \n\n paths 61 between the terminals 60 of the battery module 20 and the minor terminals 48 of the electrochemical cells 42. For clarity, the terminals 60 of the battery module 20 will be referred to as major terminals 60 herein (e.g., to differentiate from the minor terminals 48 of the electrochemical cells 42). Each major terminal 60 may be partially embedded within a wall of the housing 40 of the battery module 20, along with at least a portion of a corresponding bus bar 62 (e.g., major bus bar) of the battery module 20. In some embodiments, only a portion of the corresponding bus bar 62 (e.g., major bus bar) may be embedded in the housing 40. The corresponding bus bar 62 (e.g., major bus bar) may be coupled (e.g., directly or indirectly) to the corresponding bridge 56, which is in electrical communication with the corresponding minor bus bar 50 and, thus, with the corresponding minor terminal 48 of the corresponding electrochemical cell 42. For clarity, the bus bars 62 of the battery module 20 will be referred to herein as major bus bars 62 (e.g., to differentiate from the minor bus bars 50 on the carrier 52). [0046] Each major bus bar 62 includes portions wrapped around a base of the corresponding major terminal 60, and an opening configured to receive a post of the corresponding major terminal 60, thereby enabling the major bus bar 62 to retain the major terminal 60 without welding the two components together. In other words, the coupling between the major terminal 60 and the major bus bars 62 may be physical only, as opposed to physical and metallurgical as would be the case with welding. For example, each of the two major bus bars 62 may include one or more flaps or extensions folded and/or stamped around a base of the major terminal 60 to enable a pocket 65 proximate or between the one or more folded flaps, where the pocket 65 is configured to hold the base of the major terminal 60. Thus, while the major bus bars 62 may include a material corresponding to the material of the bridges 56 (e.g., copper) such that the major bus bars 62 may be welded to the bridges 56, the major terminals 60 may include a different material since welding between the major terminals 60 and the major bus bars 62 is not needed. The major terminal 60, for example, may include stainless steel, which facilitates reduced material cost, increased ease of manufacturing, and durability. These and other features of the major terminals 60 and the major bus bars 62 will be described in detail below. \n\n [0047] It should be noted that the two illustrated electrical paths 61 may include additional or fewer components depending on the embodiment of the battery module 20. For example, in the illustrated embodiment, the major terminals 60 of the battery module 20 extend in direction 63. The electrical path 61 extending from the minor terminal 48 of the electrochemical cell 42 to the major terminal 60 of the battery module 20 includes the bi-metal bus bar 50, the bridge 56, and the major bus bar 62. Further, the electrical path 61 may include a portion of the shunt 59 between (e.g., sandwiched between) the bridge 56 and the major bus bar 62. However, in other embodiments, it may be desirable for the major terminals 60 to extend in a different direction, e.g., i | The present disclosure includes a battery module that includes an electrochemical cell having a minor terminal. The battery module also includes a major terminal electrically coupled to the electrochemical cell, wherein the major terminal includes a base and a post extending from the base. Further, the battery module includes an electrical path between the minor terminal of the electrochemical cell and the major terminal of the battery module. The electrical path includes a bus bar having an opening that receives the post of the major terminal and a pocket that retains the base of the major terminal. | EP:15805656.4A | NaN | NaN | Robert J. Mack, Richard M. Dekeuster, Michael L. Thompson, Jonathan P. Lobert, Edward J. Soleski | Johnson Controls Technology Co | US:20120293295:A1 | 2017-07-06 | 2020-04-21 | 1. A battery module, comprising: , an electrochemical cell having a minor terminal; , a major terminal electrically coupled to the electrochemical cell, wherein the major terminal comprises a base and a post extending from the base; and , an electrical path between the minor terminal of the electrochemical cell and the major terminal of the battery module, wherein the electrical path comprises a bus bar having an opening that receives the post of the major terminal and a pocket that retains the base of the major terminal. , 2. The battery module of claim 1, wherein the bus bar comprises a first flap that wraps from a top surface of the base of the major terminal to a bottom surface of the base to at least partially define the pocket. , 3. The battery module of claim 2, wherein the bus bar comprises a second flap and a third flap that each wrap from the top surface of the base of the major terminal over respective side surfaces of the base, wherein the respective side surfaces of the base extend between the top surface and the bottom surface of the base and are disposed opposite each other, and wherein the first flap, the second flap, and the third flap at least partially define the pocket. , 4. The battery module of claim 2, wherein the bus bar comprises a body that extends from the first flap and over the base of the major terminal, wherein the body comprises the opening and the body at least partially defines the pocket. , 5. The battery module of claim 1, wherein the base comprises a rectangular portion. , 6. The battery module of claim S, wherein the base comprises a cylindrical or circular portion disposed within an opening in the rectangular portion. \n\n, 7. The battery module of claim 1, wherein the bus bar comprises: , a main body having the opening; , a curved portion extending from the main body; and , an extension extending from the curved portion, wherein the curved portion enables an angle between the extension and the main body to position the extension proximate to a component of the electrical path configured to be coupled to the extension. , 8. The battery module of claim 1, wherein the post is integrally formed with the base. , 9. The battery module of claim 1, wherein the major terminal comprises a first material and the bus bar comprises a second material different than the first material. , 10. The battery module of claim 9, wherein the first material is copper or the second material is stainless steel. , 11. The battery module of claim 9, wherein the electrical path comprises: a bi-metal bus bar having a first metal portion coupled to the minor terminal of the electrochemical cell; and , a bridge in electrical communication with, and extending between, the bus bar and a second metal portion of the bi-metal bus bar, wherein the first metal portion comprises a third material and the second metal portion comprises the second material. , 12. The battery module of claim 9, wherein the electrical path comprises: a connecting bar coupled to, and extending from, the minor terminal of the electrochemical cell; , a bi-metal extension and a first metal portion of the bi-metal extension coupled to, and extending from, the connecting bar; , a first bridge coupled to, and extending between, a second metal portion of the bi-metal extension and a shunt; and \n\n a second bridge coupled to, and extending between, the shunt and the bus bar, wherein the first bridge, the second bridge, the shunt, and the second metal portion of the bi-metal extension are formed of the second material and wherein the first metal portion of the bi-metal extension and the connecting bar are formed of a third material. , 13. The battery module of claim 1, comprising a housing in which the electrochemical cell is disposed, wherein the housing receives the electrochemical cell, and wherein the base of the major terminal, a portion of the bus bar, or a combination thereof is embedded within the housing. , 14. The battery module of claim 1, wherein the major terminal and the bus bar are coupled together without welds. , 15. The battery module of claim 1, wherein the electrochemical cell comprises a prismatic electrochemical cell, a lithium-ion electrochemical cell, or a combination thereof. , 16. A method of manufacturing a battery module, comprising: , disposing a post of a module terminal through an opening in a bus bar; , wrapping a first extension of the bus bar from a first surface of a base of the module terminal to a second surface of the base opposite to the first surface. , 17. The method of claim 16, comprising wrapping a second side extension of the bus bar and a third side extension of the bus bar from the first surface of the base around a third surface of the base and a fourth surface of the base, respectively, wherein the third surface and fourth surface extend between the first surface and the second surface. , 18. The method of claim 17, comprising stamping the first extension, the second side extension, the third side extension, or a combination thereof, around the base of the module terminal. \n\n, 19. The method of claim 17, comprising heating the first extension, the second side extension, the third side extension, or a combination thereof to enable wrapping of the first extension, the second side extension, the third side extension, or the combination thereof around the base of the module terminal. , 20. The method of claim 16, comprising cutting the bus bar from sheet metal. , 21. The method of claim 16, comprising embedding the base of the module terminal, a portion of the bus bar, or a combination thereof, within a wall of a housing of the battery module. , 22. The method of claim 21, wherein embedding the base of the module terminal, the portion of the bus bar, or the combination thereof within the wall of the housing of the battery module comprises injection molding. , 23. A battery module, comprising: , a first electrochemical cell having a first terminal, a second electrochemical cell having a second terminal, and one or more intermediate electrochemical cells electrically connected between, and to, the first electrochemical cell and the second electrochemical cell; , a first electrical path extending between the first terminal of the first electrochemical cell and a first major terminal of the battery module and comprising a first major bus bar, wherein the first major terminal comprises a first post that extends through a first opening in the first major bus bar, and a first base that is coupled to the first post and retained within a first pocket of the first major bus bar at least partially defined by one or more first extensions of the first major bus bar that wrap around the first base of the first major terminal; and , a second electrical path extending between the second terminal of the electrochemical cell and a second major terminal of the battery module and comprising a second major bus bar, wherein the second major terminal comprises a second post that extends through a second opening in the second major bus bar, and a \n\n second base that is coupled to the second post and retained within a second pocket of the second major bus bar at least partially defined by one or more second extensions of the second major bus bar that wrap around the second base of the second major terminal. , 24. The battery module of claim 23, comprising a plastic housing that houses the first electrochemical cell, the second electrochemical cell, and the one or more intermediate electrochemical cells, wherein the first base, the second base, at least a portion of the first major bus bar, at least a portion of the second major bus bar, or a combination thereof is embedded within the plastic housing. , 25. The battery module of claim 23, wherein the first major bus bar and the second major bus bar comprise a first material, the first major terminal and the second major terminal comprise a second material, and the first material is not the same as the second material. , 26. The battery module of claim 23, wherein the first base comprises a first rectangular portion and the second base comprises a second rectangular portion. \n | EP | European Patent Office | Pending | H | True |
| 325 | 一种车载供电装置、车辆及应急供电系统 \n | CN219980487U | 本申请涉及车辆电气技术领域，尤其涉及一种车载供电装置、车辆及应急供电系统。为提升现代车辆的科技感与便利性，电动车辆配备了更为智能的车辆启动与进入方案，比如无钥匙进入，卡片进入，无钥匙启动等等，往往各种配置都在致力于解放用户双手，让车辆更智能，各种便利的方案都在无意间放弃了车辆的机械钥匙，而无机械钥匙的电动车辆一旦出现低压电池电量不足即亏电的情况，也必将导致车辆无法启动，车门无法进入的情况，如果有一种方案能够在低压电池亏电的情况下启动车辆开启车门，便能解决电动车辆低压电池不足导致的车辆无法进入与启动的问题。相关技术中，在车身上设置供电接口，通过接通外部电源的方式对低压电池供电，从而解决电动车辆低压电池电量不足导致的无法进入或启动车辆问题，但未接入外部电源时，由于低压电池和供电接口导通，使得供电接口仍然带电，且容易造成短路，引发安全事故。为了解决上述问题，本申请实施例提供一种车载供电装置、车辆及应急供电系统，安全可靠，易于使用。第一方面，本申请实施例提供一种车载供电装置，包括储能设备、供电接口和开关组件，储能设备电性连接有负载设备，供电接口用于电性连接外部电源，且供电接口通过第一回路与储能设备电性连接；开关组件包括控制部和开关部，控制部通过第二回路与供电接口电性连接，开关部设置在第一回路中，控制部基于第二回路的断开状态控制开关部，以将储能设备和供电接口的电性连接断开。本申请实施例提供的车载供电装置，储能设备用于向车辆的负载设备供电，供电接口用于电性连接外部电源，且供电接口通过第一回路与储能设备电性连接，使得储能设备电量不足时，能通过供电接口外接外部电源的方式向储能设备供电，从而使得储能设备能向车载电脑、车门锁等负载设备供电，进而使得车辆能够正常启动或开门。在此基础上，还设置有开关组件，开关组件包括设置在第一回路中的开关部，开关部可以将第一回路导通，使得外部电源向储能设备供电，或由储能设备向供电接口输出电能；开关部也能将第一回路断开，从而切断储能设备和供电接口之间的电性连接。此外，开关组件还包括控制部，控制部通过第二回路与供电接口电性连接，使得当供电接口接入外部电源时，控制部和外部电源通过第二回路导通，其中，控制部能基于第二回路的断开状态控制开关部，以将第一回路断开。即当第二回路断开时，如供电接口未接入外部电源时，控制部无法从供电接口处获得电能，此时，控制部控制开关部使得第一回路断开，从而切断储能设备和供电接口的电性连接，防止储能设备向供电接口供电。如此设置，供电接口在未连接外部电源时不带电，安全性更高，也难以发生短路事故，提高了车载供电装置的安全性，且储能设备不向供电接口供电，也能节约储能设备的电能，降低能耗，此外，本申请的控制逻辑简单，无需控制器、按钮等即可实现，也无需储能设备的供能，操作简便，有效避免使用者漏操作等情况。与相关技术中，供电接口因电性连接储能设备而带电易短路的方案相比，本申请的车载供电装置，控制部在未连通外部电源的情况下通过开关部将储能设备与供电接口的电性连接断开，使得供电接口不带电，更加安全可靠，且操作简便，易于使用。在本申请的一种可能的实现方式中，开关组件为固态继电器，或，开关组件为电磁继电器。在本申请的一种可能的实现方式中，开关部设置在储能设备的正极。在本申请的一种可能的实现方式中，还包括过载保护器，过载保护器设置于第一回路中。在本申请的一种可能的实现方式中，还包括车身搭铁，第一回路的负极和第二回路的负极均电性连接于车身搭铁。在本申请的一种可能的实现方式中，还包括防反元件，防反元件设置在第一回路中，以当储能设备的正极与外部电源的负极连通时，将第一回路断开。在本申请的一种可能的实现方式中，负载设备通过第三回路与供电接口电性连接，其中，第三回路和第一回路并联设置。第二方面，本申请实施例提供一种车辆，包括车体和第一方面中任一项的车载供电装置，车载供电装置设置于车体上。本申请实施例提供的车辆，由于包括第一方面的车载供电装置，因此具有相同的技术效果，即控制部在未连通外部电源的情况下通过开关部将储能设备与供电接口断开，使得供电接口不带电，更加安全可靠，且操作简便，易于使用。在本申请的一种可能的实现方式中，车体包括拖车接口，车载供电装置的供电接口设置于拖车接口位置。第三方面，本申请实施例提供一种应急供电系统，包括外部电源和第二方面的车辆，外部电源通过车载供电装置向储能设备供电。本申请实施例提供的应急供电系统，由于包括第二方面的车辆，因此具有相同的技术效果，即控制部在未连通外部电源的情况下将储能设备与供电接口的电性连接断开，使得供电接口不带电，更加安全可靠，且操作简便，易于使用。图1为本申请实施例提供的应急供电系统的结构示意图；图2为本申请实施例提供的车载供电装置的电路示意图；图3为本申请实施例提供的车载供电装置中负载设备的连接示意图；图4为本申请实施例提供的车载供电装置中开关部为电磁继电器的电路示意图；图5为本申请实施例提供的车载供电装置中开关部为固态继电器的电路示意图；图6为本申请实施例提供的车载供电装置中防反元件的连接示意图。附图标记：1-车体；2-车载供电装置；21-储能设备；22-供电接口；221-正极端子；222-负极端子；23-开关组件；231-控制部；232-开关部；24-第一回路；25-第二回路；26-负载设备；27-过载保护器；28-车身搭铁；29-防反元件；210-第三回路；3-外部电源。为使本申请实施例的目的、技术方案和优点更加清楚，下面将结合本申请实施例中的附图，对本申请的具体技术方案做进一步详细描述。以下实施例用于说明本申请，但不用来限制本申请的范围。在本申请实施例中，术语“第一”、“第二”仅用于描述目的，而不能理解为指示或暗示相对重要性或者隐含指明所指示的技术特征的数量。由此，限定有“第一”、“第二”的特征可以明示或者隐含地包括一个或者更多个该特征。在本申请实施例的描述中，除非另有说明，“多个”的含义是两个或两个以上。此外，在本申请实施例中，“上”、“下”、“左”以及“右”等方位术语是相对于附图中的部件示意置放的方位来定义的，应当理解到，这些方向性术语是相对的概念，它们用于相对于的描述和澄清，其可以根据附图中部件所放置的方位的变化而相应地发生变化。在本申请实施例中，除非另有明确的规定和限定，术语“连接”应做广义理解，例如，“连接”可以是固定连接，也可以是可拆卸连接，或成一体；可以是直接相连，也可以通过中间媒介间接相连。在本申请实施例中，术语“包括”、“包含”或者其任何其他变体意在涵盖非排他性的包含，从而使得包括一系列要素的过程、方法、物品或者装置不仅包括那些要素，而且还包括没有明确列出的其他要素，或者是还包括为这种过程、方法、物品或者装置所固有的要素。在没有更多限制的情况下，由语句“包括一个……”限定的要素，并不排除在包括该要素的过程、方法、物品或者装置中还存在另外的相同要素。在本申请实施例中，“示例性的”或者“例如”等词用于表示作例子、例证或说明。本申请实施例中被描述为“示例性的”或者“例如”的任何实施例或设计方案不应被解释为比其他实施例或设计方案更优选或更具优势。确切而言，使用“示例性的”或者“例如”等词旨在以具体方式呈现相关概念。本申请实施例提供了一种应急供电系统，可以通过外部电源向车辆供电，以便在车辆的储能设备电量不足时，借由外部电源的供电而启动或开启车门。参照图1和图2，本申请的应急供电系统包括车辆和外部电源3，车辆包括车体1，当车辆的储能设备21电量不足时，将外部电源3与储能设备21电性连接，从而使得外部电源3向储能设备21提供电能，当然，也可以将车辆上的负载设备26与外部电源3电性连接，使得负载设备26能借用外部电源3的供能而工作。其中，外部电源3有多种可能的形式，外部电源3可以为储能电源，也可以为发电电源，储能电源可以为车辆搭电宝，发电电源可以为太阳能电池板、燃料发电机等，只要能提供电能即可，本申请对此不作限制。此外，本申请实施例还提供一种车辆，车辆可以指轿车、越野车、运动型多用途车辆(sport utility vehicle，SUV)、多用途车辆(multi-Purpose vehicles，MPV)、货车、客车、公共车辆等等。本申请实施例中，车辆既可以指油动车辆，也可以指新能源车辆，也可以指油电混动车辆，还可以指由牵引供电系统提供动力的车辆如无轨电车等。参照图1和图2，车辆包括车体1，车体1包括车身、动力系统、电气系统等，车身包括底板、顶盖、车身梁系、车身柱系等组件，电气系统包括车载供电装置2，车载供电装置2包括储能设备21、负载设备26，储能设备21包括低压电池、动力电池等，负载设备26包括驱动电机、车载电脑、车门锁、身份识别器等，储能设备21向负载设备26供电，以便负载设备26实现相应的功能。为了提升车辆的科技感与便利性，车辆上配备了无钥匙启动、卡片进入等智能的开门与启动方案，但由于放弃了机械钥匙，当车辆的储能设备21出现电量不足，即亏电情况时，无钥匙启动等系统往往因供能不足无法使用，从而导致使用者无法进入或启动车辆。因此，本申请实施例还提供了一种车载供电装置2，车载供电装置2可以利用外部电源3向车体1上的负载设备26供电，使得在储能设备21亏电的情况下，使用者可以借助外部电源3的供能启动车辆，或将车门打开。参照图2和图3，本申请实施例提供的车载供能装置包括储能设备21、供电接口22和开关组件23，后续以储能设备21为车辆低压电源作为示例，储能设备21电性连接有负载设备26，供电接口22用于电性连接外部电源3，且供电接口22通过第一回路24与储能设备21电性连接；开关组件23包括控制部231和开关部232，控制部231通过第二回路25与供电接口22电性连接，开关部232设置在第一回路24中，控制部231基于第二回路25的断开状态控制开关部232，以将储能设备21和供电接口22的电性连接断开。本申请实施例提供的车载供电装置2，储能设备21用于向车辆的负载设备26供电，供电接口22用于电性连接外部电源3，且供电接口22通过第一回路24与储能设备21电性连接，使得储能设备21电量不足时，能通过供电接口22外接外部电源3的方式向储能设备21供电，从而使得储能设备21能向车载电脑、车门锁等负载设备26供电，进而使得车辆能够正常启动或开门。在此基础上，还设置有开关组件23，开关组件23包括设置在第一回路24中的开关部232，开关部232可以将第一回路24导通，使得外部电源3向储能设备21供电，或由储能设备21向供电接口22输出电能；开关部232也能将第一回路24断开，从而切断储能设备21和供电接口22之间的电性连接。此外，开关组件23还包括控制部231，控制部231通过第二回路25与供电接口22电性连接，使得当供电接口22接入外部电源3时，控制部231和外部电源3通过第二回路25导通，其中，控制部231能基于第二回路25的断开状态控制开关部232，以将第一回路24断开。即当第二回路25断开时，如供电接口22未接入外部电源3时，控制部231无法从供电接口22处获得电能，此时，控制部231控制开关部232使得第一回路24断开，从而切断储能设备21和供电接口22的电性连接，防止储能设备21向供电接口22供电。如此设置，供电接口22在未连接外部电源3时不带电，安全性更高，也难以发生短路事故，提高了车载供电装置2的安全性，且储能设备21不向供电接口22供电，也能节约储能设备21的电能，降低能耗，此外，本申请的控制逻辑简单，无需控制器、按钮等即可实现，也无需储能设备21的供能，操作简便，有效避免使用者漏操作等情况。与相关技术中，供电接口22因电性连接储能设备21而带电易短路的方案相比，本申请的车载供电装置2，控制部231在未连通外部电源3的情况下通过开关部232将储能设备21与供电接口22的电性连接断开，使得供电接口22不带电，更加安全可靠，且操作简便，易于使用。其中，开关组件23有多种可能的实现形式，例如，控制部231为发光元件，当控制部231连通外部电源3时发出控制光束，开关部232为光电传感器，开关部232接收控制光束以将第一回路24导通，反之，开关部232未发光出控制光束时，开关部232将第一回路24断开；又例如，控制部231为电磁铁，开关部232为拨动开关，当控制部231连通外部电源3时产生磁场，通过磁吸作用将使开关部232拨动至导通位置，以将第一回路24导通，反之，当控制部231未产生磁场时，开关部232在弹性力等作用下恢复至断开位置。可选的，开关组件23为继电器，继电器的主触点作为开关部232的两极，继电器的辅助触点作为控制部231的两极。继电器可以电磁继电器(electromechanical relay，EMR)，也可以为固态继电器(solid state relay，SSR)。参照图4，在本申请一种可能的实施例中，电磁继电器控制可靠、方便维护、且利于成本控制，电磁继电器可选用SSR-S-DC12V-A继电器、HF3628等型号；参照图5，在本申请另一种可能的实施例中，固态继电器操作简单、灵敏度高、可靠性好，固态继电器可选用CMA36-DC12V-A-R等型号。可以理解的是，供电接口22包括正极端子221和负极端子222，正极端子221用于电性连接外部电源3的正极，且正极端子221通过第一回路24电性连接储能设备21的正极；负极端子222用于电性连接外部电源3的负极，且负极端子222通过第一回路24电性连接储能设备21的负极，从而使得外部电源3通过供电接口22向储能设备21供电。需要说明的是，正极端子221和负极端子222的结构形式有多种，以正极端子221为例，正极端子221可以为插拔式接线端子、夹持式接线端子等，负极端子222和正极端子221可采用相同或不同的结构，为便于区分，可在正极端子221、负极端子222上制作标识，或者，采用不用颜色进行标识，例如正极端子221用红色导线，负极端子222用黑色导线等。此外，供电接口22可以设置于车身上的多个位置，例如，供电接口22设置在电动车的充电接口处；又例如，供电接口22设置在车身底部边缘。可选地，在本申请一种可能的实施例中，车体1的车身设置有拖车接口，车载供电装置2的供电接口22设置在拖车接口位置，可以是前保险杠的拖车接口，也可以是后保险杠的拖车接口，使用时打开拖车接口盖，即可将供电端口和外部电源3连通，操作便利，使用方便。在此基础上，开关部232可以设置在储能设备21的正极和正极端子221之间，也可以设置在储能设备21的负极和负极端子222之间，本申请对此不作限制，参照图3、图4和图5，在本申请一种可能的实施例中，开关部232设置在储能设备21的正极，开关组件23为继电器，开关组件23的主触点正极通过第一供能线束电性连接于正极端子221，主触点的负极通过第二供能线束电性连接于储能设备21的正极，储能设备21的负极通过第三供能线束电性连接于负极端子222；开关组件23的辅助触点正极通过第一控制线束电性连接于正极端子221，辅助触点负极通过第二控制线束电性连接于负极端子222。为了进一步提高车载供电装置2的便利性，参照图3、图4和图5，在本申请一种可能的实施例中，负载设备26通过第三回路210与供电接口22电性连接，其中，第三回路210和第一回路24并联设置。如此设置，外部电源3可通过供电接口22和第三回路210直接向负载设备26供电，使得外部电源3接通时，可以直接使用负载设备26，而无需经过储能设备21的转化，更加的方便实用。具体的，第一回路24包括第四供能线束和第五供能线束。第四供能线束的一端电性连接于第二供能线束，第四供能线束的另一端电性连接于负载设备26的正极，负载设备26的负极通过第五供能线束连接于负极端子222。其中，负载设备26可以为车载电脑、车门锁、身份识别器、迎宾设备等，本申请对此不作限制。为了进一步提高车载供电装置2的安全性，参照图4和图5，在本申请一种可能的实施例中，车载供电装置2还包括过载保护器27，过载保护器27设置于第一回路24中。具体的，过载保护器27设置于第二供能线束中，过载保护器27可以在电路过载时将第一回路24断开，从而保护第一回路24中的储能设备21、负载设备26等。其中，过载保护器27的形式本申请不作限制，例如，过载保护器27可以为熔断器、空气开关、断路器等。以过载保护器27为熔断器，开关组件23为电磁继电器为例，使用时，将外接电源与供电接口22连接，从而给车辆供电，以便于开启车门，车辆上电后，将熔断器取下，当取走外部电源3后再将熔断器装回，此时开关部232恢复至将第一回路24断开状态。为了降低干扰，提高车载供电装置2的稳定性，参照图2至图6，在本申请一种可能的实施例中，车载供电装置2还包括车身搭铁28，第一回路24的负极和第二回路25的负极均电性连接于车身搭铁28。具体的，第三供能线束远离储能设备21的一端电性连接于车身搭铁28，第五供能线束的远离负载设备26的一端电性连接于车身搭铁28，第二控制线束远离辅助触点的一端电性连接于车身搭铁28，车身搭铁28则通过负极线束电性连接于负极端子222，可选的，第一供能线束和第一控制线束均通过正极线束电性连接于正极端子221。在此基础上，正极线束、第一控制线束、控制部231、第二控制线束、车身搭铁28、负极线束构成第二回路25；正极线束、第一供能线束、开关部232、第二供能线束、过载保护器27、储能设备21、第三供能线束、车身搭铁28、负极线束构成一条第一回路24；正极线束、第一供能线束、开关部232、第二供能线束、过载保护器27、第四供能线束、负载设备26、第五供能线束、车身搭铁28、负极线束构成另一条第一回路24。为了降低外部电源3和供电接口22正负极接反时造成不利影响，参照图6，在本申请一种可能的实施例中，车载供电装置2还包括防反元件29，防反元件29设置在第一回路24中，以当储能设备21的正极与外部电源3的负极连通时，将第一回路24断开，可选的，防反元件29为二极管，当外部电源3的负极接入正极端子221，外部电源3的正极接入负极端子222时，二极管将第一回路24断开，反之，当外部电源3的正极接入正极端子221，外部电源3的负极接入负极端子222时，二极管将第一回路24导通。本申请实施例提供的应急供电系统，当车辆的储能设备21亏电时，将外部电源3与供电接口22对应连通，由外部电源3向开关组件23的控制部231供电，使得控制部231控制开关部232将第一回路24导通，使得外部电源3经由第一回路24向储能设备21或负载设备26供电，以方便使用者启动车辆或开启车门，当外部电源3取下后，控制部231缺乏供能，难以维持开关部232的导通状态，从而使得开关部232将第一回路24断开，以避免供电接口22带电。上述本申请实施例序号仅仅为了描述，不代表实施例的优劣。以上仅为本申请的优选实施例，并非因此限制本申请的专利范围，凡是利用本申请说明书及附图内容所作的等效结构或等效流程变换，或直接或间接运用在其他相关的技术领域，均同理包括在本申请的专利保护范围内。 | 本申请涉及车辆电气技术领域，公开了一种车载供电装置、车辆及应急供电系统，该车载供电装置包括储能设备、供电接口和开关组件，储能设备电性连接有负载设备，供电接口用于电性连接外部电源，且供电接口通过第一回路与储能设备电性连接；开关组件包括控制部和开关部，控制部通过第二回路与供电接口电性连接，开关部设置在第一回路中，控制部基于第二回路的断开状态控制开关部，以将储能设备和供电接口的电性连接断开。应用本申请的技术方案，能够在未连通外部电源的情况下将储能设备与供电接口断开，使得供电接口不带电，更加安全可靠，且操作简便，易于使用。 | CN:202321519765.7U | https://patentimages.storage.googleapis.com/7c/1c/02/f34a53c918103e/CN219980487U.pdf | CN:219980487:U | 袁松波 | Avatr Technology Chongqing Co Ltd | NaN | Not available | 2019-02-14 | 1.一种车载供电装置，其特征在于，包括：, 储能设备，所述储能设备电性连接有负载设备；, 供电接口，所述供电接口用于电性连接外部电源，且所述供电接口通过第一回路与所述储能设备电性连接；, 开关组件，所述开关组件包括控制部和开关部，所述控制部通过第二回路与所述供电接口电性连接，所述开关部设置在所述第一回路中，所述控制部基于所述第二回路的断开状态控制所述开关部，以将所述储能设备和所述供电接口的电性连接断开。, \n \n, 2.根据权利要求1所述的车载供电装置，其特征在于，所述开关组件为固态继电器，或，所述开关组件为电磁继电器。, \n \n, 3.根据权利要求1所述的车载供电装置，其特征在于，所述开关部设置在所述储能设备的正极。, \n \n \n \n, 4.根据权利要求1至3中任一项所述的车载供电装置，其特征在于，还包括过载保护器，所述过载保护器设置于所述第一回路中。, \n \n \n \n, 5.根据权利要求1至3中任一项所述的车载供电装置，其特征在于，还包括车身搭铁，所述第一回路的负极和所述第二回路的负极均电性连接于所述车身搭铁。, \n \n \n \n, 6.根据权利要求1至3中任一项所述的车载供电装置，其特征在于，还包括防反元件，所述防反元件设置在所述第一回路中，以当所述储能设备的正极与所述外部电源的负极连通时，将所述第一回路断开。, \n \n \n \n, 7.根据权利要求1至3中任一项所述的车载供电装置，其特征在于，所述负载设备通过第三回路与所述供电接口电性连接，其中，所述第三回路和所述第一回路并联设置。, 8.一种车辆，其特征在于，包括：, 车体；, 权利要求1至7中任一项所述的车载供电装置，设置于所述车体上。, \n \n, 9.根据权利要求8所述的车辆，其特征在于，所述车体包括拖车接口，所述车载供电装置的供电接口设置于所述拖车接口位置。, 10.一种应急供电系统，其特征在于，包括：, 权利要求9所述的车辆；, 外部电源，所述外部电源通过所述车载供电装置向所述储能设备供电。 | CN | China | Active | NaN | True |
| 326 | Vehicle \n | US9783037B2 | The present application claims priority under 35 U.S.C. §119 to Japanese Patent Application No. 2014-069219, filed Mar. 28, 2014, entitled “Vehicle.” The contents of this application are incorporated herein by reference in their entirety.\n1. Field\nThe present disclosure relates to a vehicle.\n2. Description of the Related Art\nIn recent years, battery electric vehicles (BEV) that have a motor driven solely by electric power provided by a battery are being developed. For example, Japanese Unexamined Patent Application Publication No. 2012-176751 discloses an electric vehicle that has a plurality of batteries installed underneath a floor panel of the vehicle and has one junction box connecting the batteries to electrical apparatuses.\nAnother example of known electric vehicles is a hybrid electric vehicle (HEV). An HEV achieves high fuel efficiency by using a motor at the time of start and switching the power source to an engine when it reaches a speed at which the engine is driven efficiently. For example, Japanese Unexamined Patent Application Publication No. 2013-147044 discloses an HEV that has a drive battery, a battery for an auxiliary machine, and one joint box connected to the drive battery and the battery for the auxiliary machine.\nFurthermore, a fuel-cell electric vehicle (FCEV), which drives a motor not by using an energy resource like petroleum but by using electric power resulting from electrode reaction between hydrogen and oxygen and, thus, is environmentally friendly, is also being developed. For example, Japanese Unexamined Patent Application Publication No. 2009-190438 discloses an FCEV that has a fuel cell and a power controller unit for controlling electric power to be supplied to a motor.\nAccording to one aspect of the present invention, a vehicle includes a body, a first battery set, a first accessory device, a second battery set, a second accessory device, a load device, and connecting wires. The first battery set is installed in the body and includes at least one series unit that is formed of a predetermined number of battery cells connected in series. The first accessory device is installed in the body and is connected to the first battery set. The second battery set is installed in the body and includes at least one series unit. The second accessory device is installed in the body and is connected to the second battery set. The load device is installed in the body and is connected to the first battery set via the first accessory device and to the second battery set via the second accessory device. The connecting wires connect the first accessory device and the second accessory device so as to connect the at least one series unit of the first battery set and the at least one series unit of the second battery set in parallel.\nAccording to another aspect of the present invention, a vehicle includes a body, a first battery set, a first accessory device, a second battery set, a second accessory device, a load device, and connecting wires. The first battery set is installed in the body and includes at least one first series unit including a predetermined number of battery cells connected in series. The first accessory device is installed in the body and connected to the first battery set. The second battery set is installed in the body and includes at least one second series unit including a predetermined number of battery cells connected in series. The second accessory device is installed in the body and connected to the second battery set. The load device is installed in the body and connected to the first battery set via the first accessory device and to the second battery set via the second accessory device. The connecting wires connect the first accessory device and the second accessory device so as to connect the at least one first series unit of the first battery set and the at least one second series unit of the second battery set in parallel.\nA more complete appreciation of the invention and many of the attendant advantages thereof will be readily obtained as the same becomes better understood by reference to the following detailed description when considered in connection with the accompanying drawings.\n FIG. 1 illustrates the system configuration of a vehicle according to an embodiment of the present application.\n FIG. 2 illustrates the configuration of a first battery pack and a second battery pack of the vehicle.\n FIGS. 3A and 3B illustrate the arrangement of the first battery pack and the second battery pack, wherein FIGS. 3A and 3B are a side view and a plan view, respectively.\n FIGS. 4A and 4B illustrate an example in which the first battery pack is installed in another type of vehicle, wherein FIG. 4A shows the system configuration of another type of vehicle, and FIG. 4B shows the configuration of the first battery pack.\n FIGS. 5A and 5B illustrate a comparative example, wherein FIG. 5A shows the configuration of a battery pack installed in a vehicle according to the comparative example, and FIG. 5B shows a case where the battery pack shown in FIG. 5A is installed in another type of vehicle.\nThe embodiments will now be described with reference to the accompanying drawings, wherein like reference numerals designate corresponding or identical elements throughout the various drawings.\nAn embodiment of the present application will be described in detail below with reference to the drawings. An exemplary case where a vehicle V (see FIG. 1) is a BEV, which is powered by a battery, will be described.\n FIG. 1 illustrates the system configuration of a vehicle according to this embodiment. The vehicle V includes a body D (see FIG. 3), a storage battery unit 1, a voltage control unit (VCU) 2, an inverter 3, a driving motor 4, a converter 5, an auxiliary machine 6, a charger 7, and an electric control unit (ECU) 8. The body D (see FIG. 3) forms the outer shape of the vehicle V and accommodates the storage battery unit 1, the VCU 2, the inverter 3, the driving motor 4, the converter 5, the auxiliary machine 6, the charger 7, the ECU 8, etc.\nThe storage battery unit 1 is charged with electric power supplied from an external power supply (not shown) via the charger 7 or electric power supplied from the driving motor 4 (generator) when regenerative braking is used, and it discharges the charged electric power in response to the operation of the VCU 2 and the converter 5. A detailed description of the storage battery unit 1 will be given below. The VCU 2 controls charging and discharging of the storage battery unit 1 according to instructions from the ECU 8. The inverter 3 converts direct-current power supplied from the storage battery unit 1 via the VCU 2 into three-phase alternating-current power and outputs the three-phase alternating-current power to the driving motor 4. The inverter 3 also converts the three-phase alternating-current power supplied from the driving motor 4 during regenerative braking into direct-current power and outputs the direct-current power to the storage battery unit 1.\nThe driving motor 4 (load device) is, for example, a synchronous motor and is driven by electric power supplied via the inverter 3. The converter 5 is a DC-to-DC converter that reduces the voltage of the storage battery unit 1. The auxiliary machine 6 (load device) is, for example, an air conditioner (not shown) or a car navigation system (not shown) and is driven by electric power supplied via the converter 5. The ECU 8 integrally controls the operation of the VCU 2, the inverter 3, and the converter 5.\n FIG. 2 illustrates the configuration of a first battery pack and a second battery pack of the vehicle. The storage battery unit 1 includes a first battery pack 10 and a second battery pack 20. The first battery pack 10 and the second battery pack 20 are connected to the VCU 2 (see FIG. 1), the converter 5, and the charger 7 via terminals T1 and T2.\nThe first battery pack 10 includes series units 11 a and 11 b and a junction board 12. The series unit 11 a includes a predetermined number of battery cells C that are connected in series. An example of the battery cells C is a lithium-ion storage cell. In the example shown in FIG. 2, the series unit 11 a is formed of cell blocks B and B connected in series via a switch S. Each cell block B includes a plurality of battery cells C connected in series. The other series unit 11 b has the same configuration as the series unit 11 a. A “first battery set”, which includes at least one series unit that is formed of a predetermined number of battery cells C connected in series, includes the series units 11 a and 11 b. \nThe series units 11 a and 11 b have the same number of battery cells C and have substantially the same voltage. As will be described below, the series units 11 a and 11 b are connected in parallel via the junction board 12. Hence, the voltages of the series units 11 a and 11 b are the same.\nThe junction board 12 (first accessory device) serves to connect the series units 11 a and 11 b in parallel and to switch between connection and disconnection of the load device (the driving motor 4 and the auxiliary machine 6, see FIG. 1) and the series units 11 a and 11 b. The junction board 12 is connected to a positive terminal of the series unit 11 a via a terminal T3 and to a negative terminal of the series unit 11 a via a terminal T4. The junction board 12 is also connected to the series unit 11 b via terminals T5 and T6.\nThe junction board 12 has main contactors 12 a, 12 b, 12 c, and 12 d, current sensors 12 e and 12 f, fuses 12 g and 12 h, pre-charge contactors 12 i and 12 j, and pre-charge resistors 12 m and 12 n. As shown in FIG. 2, the main contactor 12 a, the current sensor 12 e, the fuse 12 g, the series unit 11 a, and the main contactor 12 b are sequentially connected in series. The pre-charge contactor 12 i and the pre-charge resistor 12 m, connected to each other in series, are connected in parallel to the main contactor 12 a. \nThe main contactors 12 a and 12 b (first contactor) are, for example, electromagnetic switches and serve to connect or disconnect between the series unit 11 a and the VCU 2 (see FIG. 1), the converter 5, and the charger 7. The main contactors 12 a and 12 b switch the connection and disconnection in accordance with an instruction from the ECU 8 (see FIG. 1). In a normal use state, the main contactors 12 a and 12 b are on.\nThe current sensor 12 e detects a charging or discharging current of the series unit 11 a and outputs the detected value to the ECU 8 (see FIG. 1). The fuse 12 g protects the series unit 11 a and the devices on the junction board 12 by blowing when a current exceeding the rated current runs through it.\nThe pre-charge contactor 12 i and the pre-charge resistor 12 m are provided to reduce the current flowing through the series unit 11 a immediately after the start of charging or discharging. For example, the ECU 8 (see FIG. 1) connects the pre-charge contactor 12 i immediately after the start of charging or discharging. As a result, a current flows through the pre-charge resistor 12 m, reducing the current flowing to the series unit 11 a. Then, the main contactor 12 a is connected, and the charging or discharging of the series unit 11 a is continued while the pre-charge contactor 12 i is disconnected.\nThe main contactor 12 c, the current sensor 12 f, the fuse 12 h, the series unit 11 b, and the main contactor 12 d are sequentially connected in series, and the pre-charge contactor 12 j and the pre-charge resistor 12 n are connected in parallel to the main contactor 12 c. Because the configuration of these devices is the same as that of the devices on the series unit 11 a, a description thereof will be omitted.\nAs shown in FIG. 2, the series units 11 a and 11 b are connected in parallel, and a connection point therebetween on the positive side, H1, is connected to the terminals T1 and T7, and a connection point therebetween on the negative side, H2, is connected to the terminals T2 and T8. The cell blocks B of the series units 11 a and 11 b and the junction board 12 are accommodated in a plastic housing G1 (see FIG. 3).\nThe second battery pack 20 shown in FIG. 2 includes a series unit 21 and a junction board 22. The series unit 21 is formed of cell blocks B and B connected in series via a switch S. Each cell block B includes a plurality of battery cells C connected in series. The number of battery cells C in the series unit 21 is the same as the number of battery cells C in the series units 11 a and 11 b of the first battery pack 10. A “second battery set”, which includes at least one series unit that is formed of a predetermined number of battery cells C connected in series, includes the series unit 21.\nThe junction board 22 (second accessory device) serves to switch between connection and disconnection of the series unit 21 and the load device (the driving motor 4 and the auxiliary machine 6, see FIG. 1). The junction board 22 is connected to a positive terminal of the series unit 21 via a terminal T9 and to a negative terminal of the series unit 21 via a terminal T10.\nThe junction board 22 has main contactors 22 a and 22 b (second contactors), a current sensor 22 c, a fuse 22 d, a pre-charge contactor 22 e, and a pre-charge resistor 22 f. The main contactor 22 a, the current sensor 22 c, the fuse 22 d, the series unit 21, and the main contactor 22 b are sequentially connected in series. The positive side of the circuit including the above-mentioned devices is connected to the terminal T7 of the junction board 12 via a terminal T11 and a connecting wire K1. The negative side of the circuit is connected to a terminal T8 of the junction board 12 via a terminal T12 and a connecting wire K2.\nThe pre-charge contactor 22 e and the pre-charge resistor 22 f, connected to each other in series, is connected in parallel to the main contactor 22 a. The configuration of these devices is the same as the configuration of the devices connected to the series units 11 a and 11 b of the first battery pack 10, so, a description thereof will be omitted. The cell blocks B of the series unit 21 and the junction board 22 are accommodated in a plastic housing G2 (see FIG. 3).\nThe connecting wire K1 on the positive side connects the terminal T7 on the junction board 12 and the terminal T11 on the junction board 22. The connecting wire K2 on the negative side connects the terminal T8 on the junction board 12 and the terminal T12 on the junction board 22. By connecting the connecting wires K1 and K2 to the junction boards 12 and 22, the series units 11 a and 11 b of the first battery pack 10 and the series unit 21 of the second battery pack 20 are connected in parallel.\nThe driving motor 4 (see FIG. 1) and the auxiliary machine 6, which serve as the “load devices”, are connected to the series units 11 a and 11 b (first battery set) via the junction board 12, etc. and to the series unit 21 (second battery set) via the junction board 22, etc.\n FIGS. 3A and 3B illustrate the arrangement of the first battery pack and the second battery pack. In FIGS. 3A and 3B, illustration of wires connecting the cell blocks B and the junction boards 12 and 22 is omitted. In the example shown in FIGS. 3A and 3B, the first battery pack 10 is formed of four horizontally arranged cell blocks B and the junction board 12 accommodated in the plastic housing G1. The second battery pack 20 is formed of two horizontally arranged cell blocks B and the junction board 22 accommodated in the plastic housing G2. The arrangement of the cell blocks B and the junction boards 12 and 22 may be appropriately changed.\nThe first battery pack 10 is disposed below a floor panel F (at around the center as viewed from above) of the vehicle V. Because the first battery pack 10 has a larger number of cell blocks B than the second battery pack 20, the volume thereof is larger than that of the second battery pack 20. Therefore, it is desirable that the first battery pack 10 be disposed below the floor panel F, where a relatively large space is ensured in the vehicle V.\nThe junction board 12 is often installed in a frame (not shown) constituting a center console L (shown schematically in FIG. 3B) and extending in a front-rear direction. In this embodiment, because the junction board is divided into two (junction boards 12 and 22), the longitudinal and transverse widths of the junction board 12 can be reduced, compared with a case where one junction board corresponding to the series units 11 a, 11 b, and 21 is provided. Thus, there is no need to increase the transverse width of the center console L in accordance with the size of the junction board 12, ensuring a sufficient transverse width for a front seat Qa, improving the comfort of an occupant.\nThe second battery pack 20 is disposed below the floor panel F, at a position behind a rear seat Qb. Because the second battery pack 20 includes a relatively small number of cell blocks B, a sufficient space for the second battery pack 20 is ensured even behind the rear seat Qb.\nIn another type of vehicle (for example, an FCEV), a tank (not shown) filled with fuel gas is often disposed behind the rear seat. Although a detailed description will be given below, for example, when only the first battery pack 10 is installed in another type of vehicle (i.e., when the first battery pack 10 is shared with another type of vehicle) without changing the configuration, it is only necessary that a tank is installed instead of the second battery pack 20. There is no need to change the configuration and arrangement of the first battery pack 10. Hence, it is possible to share the first battery pack 10 between the vehicle V according to this embodiment and another type of vehicle, reducing the manufacturing cost of these vehicles.\nAn exemplary case where the first battery pack 10 is installed in an REV, serving as another type of vehicle VA, will be described. As shown in FIG. 4A, in another type of vehicle VA, an engine for generator 91 and a generator 92 connected to the engine for generator 91 are provided in addition to the configuration of the vehicle V (BEV) according to this embodiment, and a storage battery unit 1A includes the first battery pack 10 (see FIG. 4B). Although a detailed description will be omitted, when the first battery pack 10 is running out of power, the engine for generator 91 is driven to make the generator 92 generate power and charge the series units 11 a and 11 b (see FIG. 4) of the storage battery unit 1A with the generated power.\nAs shown in FIG. 4B, the storage battery unit 1A of another type of vehicle VA includes the first battery pack 10. That is, the storage battery unit 1A has the same configuration as the storage battery unit 1 (see FIG. 2) of the vehicle V (see FIG. 1) according to this embodiment but without the second battery pack 20. Because the REV has the engine for generator 91 and the generator 92, the charging capacity of the storage battery unit 1A may be smaller than that of a BEV, which does not have the engine for generator 91 and the generator 92.\nFurthermore, in this embodiment, the charging capacity required by the vehicle V (three series units 11 a, 11 b, and 21) is divided into the charging capacity required by another type of vehicle VA (two series units 11 a and 11 b) and the remaining charging capacity (one series unit 21), and two junction boards 12 and 22 are provided correspondingly. This enables the series units 11 a and 11 b and the junction board 12 of the vehicle V according to this embodiment to be used in another type of vehicle VA without changing the configuration. That is, it is possible to share the series units 11 a and 11 b and the junction board 12 between the vehicle V according to this embodiment and another type of vehicle VA, reducing the manufacturing cost of the vehicles V and VA.\nAlthough FIGS. 4A and 4B show the example in which the first battery pack 10 is installed in another type of vehicle VA without changing the configuration, the vehicles V and VA may have different number of cell blocks B in the series units 11 a and 11 b, while using the same junction board 12.\nIn the vehicle V according to this embodiment, by forming the first battery pack 10 so as to be suitable for use in another type of vehicle VA (for example, an REV) that requires a smaller charging capacity than the vehicle V, serving as a BEV, the series units 11 a and 11 b and the junction board 12 can be shared between the vehicle V and the vehicle VA. Thus, the series unit and the junction board can be mass-produced, reducing the manufacturing cost of the vehicles V and VA, compared with a case where the series unit and the junction board suitable only for the vehicle V according to this embodiment are produced.\nAs shown in a comparative example in FIG. 5A, in a conventional BEV, for example, three series units 11 a, 11 b, and 21 are connected to one junction board 32. Because the junction board 32 is custom-made in accordance with the charging capacity of the vehicle, the junction board 32 cannot be shared with another type of vehicle. In particular, because the number of production of BEVs is smaller than that of HEVs, etc., the use of a junction board designed specially for BEVs will result in an increase in manufacturing cost.\n FIG. 5B shows a configuration of the junction board 32 shown in FIG. 5A when used in an REV without changing the configuration. The REV does not require the main contactors 22 a and 22 b, the current sensor 22 c, the fuse 22 d, the pre-charge contactor 22 e, or the pre-charge resistor 22 f shown in FIG. 5B. In particular, the main contactors 22 a and 22 b and the pre-charge contactor 22 e are more expensive than the other devices, and the use of these devices is waste of manufacturing cost.\nIn contrast, in the vehicle V according to this embodiment, the series units 11 a and 11 b (see FIG. 2) and the junction board 12 are configured in accordance with the charging capacity of another type of vehicle VA, and the shortfall in charging capacity is compensated for by the series unit 21 and the junction board 22. This enables to share the series units 11 a and 11 b and the junction board 12 between the vehicles V and VA, which have different power plants. As a result, it is possible to mass-produce the common devices, namely, the series units 11 a and 11 b and the junction board 12, reducing the manufacturing cost of the vehicles V (BEVs), which are relatively small in number of production.\nFurthermore, in this embodiment, unlike the comparative example shown in FIG. 5B, the devices including the main contactors 22 a and 22 b and the pre-charge contactor 22 e are efficiently utilized. In particular, by efficiently utilizing the contactors, which are relatively expensive, heavy, and large devices, the manufacturing cost can be drastically reduced, and the installation space for the storage battery unit 1 and 1A can be reduced to a minimum, compared with the conventional configuration.\nMoreover, because the junction board 12 shown in FIG. 2 is connected to a smaller number of series units 11 a and 11 b than the junction board according to the comparative example shown in FIG. 5A, the longitudinal and transverse widths of the junction board 12 can be reduced correspondingly. Accordingly, there is no need to increase the transverse width of the center console L (see FIG. 3B) corresponding to the size of the junction board 12, providing a sufficient installation space for the front seat Qa (see FIG. 3B).\nAlthough the vehicle V of the present application has been described according to the above-described embodiment, the present application is not limited to the description above, but may be modified in various ways. Although a configuration in which the first battery pack 10, among the first battery pack 10 and the second battery pack 20 to be installed in the vehicle V, is configured such that it can be installed in an REV has been discussed in the above embodiment, the possible configurations are not limited thereto. For example, the second battery pack 20 may be installed, without changing the configuration, in another type of vehicle, such as an FCEV or an HEV, having a relatively small battery charging capacity. In other words, the second battery pack 20 may be configured so as to be suitable for use in another type of vehicle, and the shortfall of the charging capacity may be compensated for by the first battery pack 10. By doing so, the second battery pack 20 may be shared between the vehicle V according to this embodiment and another type of vehicle.\nFurthermore, it is possible to configure such that the first battery pack 10 can be installed in an REV and the second battery pack 20 can be installed in an FCEV or an HEV. By doing so, the series units 11 a, 11 b, and 21 and the junction boards 12 and 22 can be shared among wide variety of vehicles, reducing the manufacturing cost of these vehicles.\nAlthough a configuration in which the first battery pack 10 includes two series units, 11 a and 11 b, and the second battery pack 20 includes one series unit, 21, has been discussed in the above embodiment, the possible configurations are not limited thereto. For example, the number of series units in the first battery pack 10 and second battery pack 20 may be appropriately changed, and the circuit configuration of the junction boards 12 and 22 may be changed correspondingly. For example, the first battery pack 10 and the second battery pack 20 may have the same number of series units.\nAlthough a configuration in which the “accessory device” connected to the series unit (for example, the series units 11 a and 11 b, see FIG. 2) is the junction board (for example, the junction board 12, see FIG. 2) has been described in the above embodiment, the possible configurations are not limited thereto. For example, a first converter (not shown) may be installed instead of the junction board 12, and a second converter (not shown) may be installed instead of the junction board 22. In such a case, the first converter charges or discharges the series units 11 a and 11 b in accordance with an instruction from the ECU 8. Furthermore, the second converter charges or discharges the series unit 21 in accordance with an instruction from the ECU 8.\nAlthough a configuration in which the series units 11 a and 11 b and the junction board 12 are accommodated in the single housing, G1, to form the first battery pack 10 has been described in the above embodiment, the possible configurations are not limited thereto. For example, the series units 11 a and 11 b may be accommodated in the housing G1 and installed below the floor panel of the vehicle V, and the junction board 12 may be installed outside the housing G1. This configuration may also be applied to the second battery pack 20.\nAlthough a configuration in which the first battery pack 10 is installed below the floor panel of the vehicle V and the second battery pack 20 is installed behind the rear seat Qb has been described in the above embodiment, the position of installation of the first battery pack 10 and the second battery pack 20 may be appropriately changed. Furthermore, although a configuration in which the vehicle V is a BEV has been described in the above embodiment, the possible configurations are not limited thereto. For example, the vehicle V may be an FCEV, and one or both of two battery packs installed in this FCEV may be configured so as to be shared with another type of vehicle.\nA vehicle of the present application includes a body; a first battery set that is installed in the body and includes at least one series unit that is formed of a predetermined number of battery cells connected in series; a first accessory device that is installed in the body and is connected to the first battery set; a second battery set that is installed in the body and includes at least one series unit; a second accessory device that is installed in the body and is connected to the second battery set; a load device that is installed in the body and is connected to the first battery set via the first accessory device and to the second battery set via the second accessory device; and connecting wires that connect the first accessory device and the second accessory device so as to connect the at least one series unit of the first battery set and the at least one series unit of the second battery set in parallel.\nIn this configuration, the first battery set is connected to the load device via the first accessory device, and the second battery set is connected to the load device via the second accessory device. Thus, for example, by configuring the first battery set and the first accessory device so as to be suitable for use in another type of vehicle that has a smaller charging capacity than the vehicle of the present application, the first battery set and the first accessory device can be used in (i.e., shared with) another type of vehicle without changing the configuration. Thus, the first battery set and the first accessory device can be mass-produced, reducing the manufacturing cost thereof, compared with a case where the battery set and the accessory device suitable only for the vehicle according to the present application are produced. The same applies to a case where the second battery set and the second accessory device are to be shared with another type of vehicle. That is, the present application increases the compatibility of devices, such as the first battery set, the first accessory device, the second battery set, and the second accessory device, among vehicles having different power plants. Accordingly, it is possible to reduce the manufacturing cost of the vehicle according to the present application, as well as the other type of vehicles.\nIt is desirable that the number of series units in the first battery set be greater than the number of series units in the second battery set.\nIn this configuration, the number of series units in the first battery set is greater than the number of series units in the second battery set. This configuration enables the first battery set, which includes a relatively large number of series units, and the first accessory device connected thereto to be installed, without changing the configuration, in another type of vehicle, such as a range extender electric vehicle (REV), that requires a relatively large charging capacity. By enabling the first battery set and the first accessory device to be used in another type of vehicle without changing the configuration, mass-production of these devices becomes possible, reducing the manufacturing cost of the vehicles.\nFurthermore, the second battery set, which includes a relatively small number of series units, and the second accessory device connected thereto can be installed, without changing the configuration, in another type of vehicle, such as an FCEV or an HEV, that requires a relatively small charging capacity. By enabling the second battery set and the second accessory device to be used in another type of vehicle without changing the configuration, mass-production of these devices becomes possible, reducing the manufacturing cost of the vehicles.\nFurthermore, it is desirable that the first battery set be disposed below a floor panel of the vehicle and that the second battery set be disposed behind a rear seat.\nIn this configuration, the first battery set, which includes a relatively large number of series units (and hence, has a large volume), can be disposed below the floor panel of the vehicle, where a large installation space is ensured. Furthermore, by disposing the second battery set behind the rear seat, where a fuel tank is often disposed, the compatibility with another type of vehicle can be increased, thus reducing the manufacturing cost of the vehicles.\nFurthermore, it is desirable that the first accessory device include a first contactor that switches between connection and disconnection between the first battery set and the load device, and the second accessory device include a second contactor that switches between connection and disconnection between the second battery set and the load device.\nIn this configuration, the first accessory device includes the first contactor, and the second accessory device includes the second contactor. Hence, for example, by installing the first battery set and the first accessory device in another type of vehicle without changing the configuration, the contactor, which is a relatively expensive, heavy, and large device, can be efficiently utiliz | A vehicle includes a body, a first battery set, a first accessory device, a second battery set, a second accessory device, a load device, and connecting wires. The first battery set is installed in the body and includes at least one first series unit including a predetermined number of battery cells connected in series. The first accessory device is installed in the body and connected to the first battery set. The second battery set is installed in the body and includes at least one second series unit including a predetermined number of battery cells connected in series. The second accessory device is installed in the body and connected to the second battery set. The load device is installed in the body and connected to the first battery set via the first accessory device and to the second battery set via the second accessory device. | US:14/636,182 | https://patentimages.storage.googleapis.com/70/15/aa/a0c9b6e2bbee6a/US9783037.pdf | US:9783037 | Kenji Muto, Akira Nakai, Hideaki Sakai | Honda Motor Co Ltd | US:3721947, US:3989544, US:4690478, US:5187328, US:5390754, JP:2003059541:A, US:20060173586:A1, US:20090205897:A1, US:20100114762:A1, US:20110044005:A1, JP:2009190438:A, US:20100177543:A1, US:20100315043:A1, US:20120146386:A1, US:20130113290:A1, US:20130119934:A1, US:20130112491:A1, US:20130264975:A1, US:20130078498:A1, US:20140091085:A1, US:20120312610:A1, WO:2013030884:A1, JP:2013147044:A, US:20130205560:A1, JP:2012176751:A | 2017-10-10 | 2017-10-10 | 1. A vehicle comprising:\na body;\na first battery set that is installed in the body and includes a plurality of series units that are each formed of a predetermined number of battery cells connected in series;\na first accessory device that is installed in a first housing in the body and is connected to each of the series units of the first battery set by pairs of series unit terminals that respectively correspond to each of the series units, the first accessory device including a load device terminal and a first terminal in the first housing;\na second battery set that is installed in the body and includes at least one series unit;\na second accessory device that is installed in a second housing in the body and is connected to the second battery set, the second accessory device including a second terminal in the second housing;\na load device that is installed in the body and is connected to the first battery set via the load device terminal of the first accessory device and to the second battery set via the second accessory device; and\nconnecting wires that connect the first accessory device and the second accessory device so as to connect the series units of the first battery set and the at least one series unit of the second battery set in parallel, one of the connecting wires connecting the first terminal of the first accessory device and the second terminal of the second accessory device, the first accessory device and the second accessory device being connected in parallel, wherein\nthe plurality of series units of the first battery set includes two series units each of which comprises a predetermined number of battery cells connected in series, and\nthe first accessory device connects the two series units of the first battery set to each other in parallel.\n, a body;, a first battery set that is installed in the body and includes a plurality of series units that are each formed of a predetermined number of battery cells connected in series;, a first accessory device that is installed in a first housing in the body and is connected to each of the series units of the first battery set by pairs of series unit terminals that respectively correspond to each of the series units, the first accessory device including a load device terminal and a first terminal in the first housing;, a second battery set that is installed in the body and includes at least one series unit;, a second accessory device that is installed in a second housing in the body and is connected to the second battery set, the second accessory device including a second terminal in the second housing;, a load device that is installed in the body and is connected to the first battery set via the load device terminal of the first accessory device and to the second battery set via the second accessory device; and, connecting wires that connect the first accessory device and the second accessory device so as to connect the series units of the first battery set and the at least one series unit of the second battery set in parallel, one of the connecting wires connecting the first terminal of the first accessory device and the second terminal of the second accessory device, the first accessory device and the second accessory device being connected in parallel, wherein, the plurality of series units of the first battery set includes two series units each of which comprises a predetermined number of battery cells connected in series, and, the first accessory device connects the two series units of the first battery set to each other in parallel., 2. The vehicle according to claim 1, wherein the number of series units in the first battery set is greater than the number of series units in the second battery set., 3. The vehicle according to claim 2, wherein\nthe first battery set is disposed below a floor panel of the vehicle, and\nthe second battery set is disposed behind a rear seat.\n, the first battery set is disposed below a floor panel of the vehicle, and, the second battery set is disposed behind a rear seat., 4. The vehicle according to claim 1, wherein\nthe first accessory device includes a first contactor that switches between connection and disconnection between the first battery set and the load device, and\nthe second accessory device includes a second contactor that switches between connection and disconnection between the second battery set and the load device.\n, the first accessory device includes a first contactor that switches between connection and disconnection between the first battery set and the load device, and, the second accessory device includes a second contactor that switches between connection and disconnection between the second battery set and the load device., 5. The vehicle according to claim 2, wherein\nthe first accessory device includes a first contactor that switches between connection and disconnection between the first battery set and the load device, and\nthe second accessory device includes a second contactor that switches between connection and disconnection between the second battery set and the load device.\n, the first accessory device includes a first contactor that switches between connection and disconnection between the first battery set and the load device, and, the second accessory device includes a second contactor that switches between connection and disconnection between the second battery set and the load device., 6. The vehicle according to claim 3, wherein\nthe first accessory device includes a first contactor that switches between connection and disconnection between the first battery set and the load device, and\nthe second accessory device includes a second contactor that switches between connection and disconnection between the second battery set and the load device.\n, the first accessory device includes a first contactor that switches between connection and disconnection between the first battery set and the load device, and, the second accessory device includes a second contactor that switches between connection and disconnection between the second battery set and the load device., 7. The vehicle according to claim 1, wherein\nthe first accessory device is disposed below a floor panel of the vehicle, and\nthe second accessory device is disposed behind a rear seat.\n, the first accessory device is disposed below a floor panel of the vehicle, and, the second accessory device is disposed behind a rear seat., 8. The vehicle according to claim 1,\nwherein the first battery set is operable to provide power or to receive power via the first accessory device when the one of the connecting wires is disconnected from the first and second terminals.\n, wherein the first battery set is operable to provide power or to receive power via the first accessory device when the one of the connecting wires is disconnected from the first and second terminals., 9. The vehicle according to claim 1, wherein\nan entirety of the batteries for providing electric power to the load device are collectively disposed in the first housing and the second housing.\n, an entirety of the batteries for providing electric power to the load device are collectively disposed in the first housing and the second housing., 10. A vehicle comprising:\na body;\na first battery set installed in the body and including a plurality of first series units each comprising a predetermined number of battery cells connected in series;\na first accessory device installed in a first housing in the body and connected to each of the plurality of first series units of the first battery set by pairs of series unit terminals that respectively correspond to each of the first series units, the first accessory device including a load device terminal and a first terminal in the first housing;\na second battery set installed in the body and including at least one second series unit comprising a predetermined number of battery cells connected in series;\na second accessory device installed in a second housing in the body and connected to the second battery set, the second accessory device including a second terminal in the second housing;\na load device installed in the body and connected to the first battery set via the load device terminal of the first accessory device and to the second battery set via the second accessory device; and\nconnecting wires which connect the first accessory device and the second accessory device so as to connect the first series units of the first battery set and the at least one second series unit of the second battery set in parallel, one of the connecting wires connecting the first terminal of the first accessory device and the second terminal of the second accessory device, the first accessory device and the second accessory device being connected in parallel, wherein\nthe first series units includes two first series units each of which comprises a predetermined number of battery cells connected in series, and\nthe first accessory device connects the two first series units to each other in parallel.\n, a body;, a first battery set installed in the body and including a plurality of first series units each comprising a predetermined number of battery cells connected in series;, a first accessory device installed in a first housing in the body and connected to each of the plurality of first series units of the first battery set by pairs of series unit terminals that respectively correspond to each of the first series units, the first accessory device including a load device terminal and a first terminal in the first housing;, a second battery set installed in the body and including at least one second series unit comprising a predetermined number of battery cells connected in series;, a second accessory device installed in a second housing in the body and connected to the second battery set, the second accessory device including a second terminal in the second housing;, a load device installed in the body and connected to the first battery set via the load device terminal of the first accessory device and to the second battery set via the second accessory device; and, connecting wires which connect the first accessory device and the second accessory device so as to connect the first series units of the first battery set and the at least one second series unit of the second battery set in parallel, one of the connecting wires connecting the first terminal of the first accessory device and the second terminal of the second accessory device, the first accessory device and the second accessory device being connected in parallel, wherein, the first series units includes two first series units each of which comprises a predetermined number of battery cells connected in series, and, the first accessory device connects the two first series units to each other in parallel., 11. The vehicle according to claim 10, wherein a total number of the first series units in the first battery set is greater than a total number of the at least one second series unit in the second battery set., 12. The vehicle according to claim 11, wherein\nthe first battery set is disposed below a floor panel of the vehicle, and\nthe second battery set is disposed behind a rear seat of the vehicle.\n, the first battery set is disposed below a floor panel of the vehicle, and, the second battery set is disposed behind a rear seat of the vehicle., 13. The vehicle according to claim 10, wherein\nthe first accessory device includes a first contactor to be switched between connection and disconnection between the first battery set and the load device, and\nthe second accessory device includes a second contactor to be switched between connection and disconnection between the second battery set and the load device.\n, the first accessory device includes a first contactor to be switched between connection and disconnection between the first battery set and the load device, and, the second accessory device includes a second contactor to be switched between connection and disconnection between the second battery set and the load device., 14. The vehicle according to claim 11, wherein\nthe first accessory device includes a first contactor to be switched between connection and disconnection between the first battery set and the load device, and\nthe second accessory device includes a second contactor to be switched between connection and disconnection between the second battery set and the load device.\n, the first accessory device includes a first contactor to be switched between connection and disconnection between the first battery set and the load device, and, the second accessory device includes a second contactor to be switched between connection and disconnection between the second battery set and the load device., 15. The vehicle according to claim 12, wherein\nthe first accessory device includes a first contactor to be switched between connection and disconnection between the first battery set and the load device, and\nthe second accessory device includes a second contactor to be switched between connection and disconnection between the second battery set and the load device.\n, the first accessory device includes a first contactor to be switched between connection and disconnection between the first battery set and the load device, and, the second accessory device includes a second contactor to be switched between connection and disconnection between the second battery set and the load device., 16. The vehicle according to claim 13, wherein\nthe first contactor and a first one of the first series units of the first battery set are connected in series, and\nthe second contactor and the at least one second series unit of the second battery set are connected in series.\n, the first contactor and a first one of the first series units of the first battery set are connected in series, and, the second contactor and the at least one second series unit of the second battery set are connected in series., 17. The vehicle according to claim 10, wherein\nthe first accessory device is disposed below a floor panel of the vehicle, and\nthe second accessory device is disposed behind a rear seat.\n, the first accessory device is disposed below a floor panel of the vehicle, and, the second accessory device is disposed behind a rear seat., 18. The vehicle according to claim 10,\nwherein the first battery set is operable to provide power or to receive power via the first accessory device when the one of the connecting wires is disconnected from the first and second terminals.\n, wherein the first battery set is operable to provide power or to receive power via the first accessory device when the one of the connecting wires is disconnected from the first and second terminals., 19. The vehicle according to claim 10, wherein\nan entirety of the batteries for providing electric power to the load device are collectively disposed in the first housing and the second housing.\n, an entirety of the batteries for providing electric power to the load device are collectively disposed in the first housing and the second housing., 20. A vehicle comprising:\na body;\na first battery set installed in the body and including at least one first series unit comprising a predetermined number of battery cells connected in series;\na second battery set installed in the body and including at least one second series unit comprising a predetermined number of battery cells connected in series;\na load device installed in the body to receive electric power supplied from the first battery unit and the second battery unit;\na first accessory device installed in the body and electrically connected to the first battery set and the load device, the first accessory device comprising:\nan electric supply path to connect the first battery set and the load device;\na first switch provided on the electric supply path to switch between connection and disconnection between the first battery set and the load device;\na branched path branched from the electric supply path between the first switch and the load device; and\na first terminal connected to the branched path; and\n\na second accessory device installed in the body and electrically connected to the second battery set and the load device, the second accessory device comprising:\na second switch to switch between connection and disconnection between the second battery set and the load device; and\na second terminal connected to the first terminal via a connecting wire, the at least one first series unit of the first battery set and the at least one second series unit of the second battery set being connected in parallel.\n\n, a body;, a first battery set installed in the body and including at least one first series unit comprising a predetermined number of battery cells connected in series;, a second battery set installed in the body and including at least one second series unit comprising a predetermined number of battery cells connected in series;, a load device installed in the body to receive electric power supplied from the first battery unit and the second battery unit;, a first accessory device installed in the body and electrically connected to the first battery set and the load device, the first accessory device comprising:\nan electric supply path to connect the first battery set and the load device;\na first switch provided on the electric supply path to switch between connection and disconnection between the first battery set and the load device;\na branched path branched from the electric supply path between the first switch and the load device; and\na first terminal connected to the branched path; and\n, an electric supply path to connect the first battery set and the load device;, a first switch provided on the electric supply path to switch between connection and disconnection between the first battery set and the load device;, a branched path branched from the electric supply path between the first switch and the load device; and, a first terminal connected to the branched path; and, a second accessory device installed in the body and electrically connected to the second battery set and the load device, the second accessory device comprising:\na second switch to switch between connection and disconnection between the second battery set and the load device; and\na second terminal connected to the first terminal via a connecting wire, the at least one first series unit of the first battery set and the at least one second series unit of the second battery set being connected in parallel.\n, a second switch to switch between connection and disconnection between the second battery set and the load device; and, a second terminal connected to the first terminal via a connecting wire, the at least one first series unit of the first battery set and the at least one second series unit of the second battery set being connected in parallel., 21. The vehicle according to claim 20, wherein\nthe first battery set is disposed below a floor panel of the vehicle, and\nthe second battery set is disposed behind the first battery in the vehicle.\n, the first battery set is disposed below a floor panel of the vehicle, and, the second battery set is disposed behind the first battery in the vehicle. | US | United States | Active | B | True |
| 327 | Battery pack \n | WO2014142759A1 | NaN | A battery pack for a transport vehicle comprises a housing including output terminals for coupling with the electrical system; an energy storage pack to provide starting energy to the vehicle; a battery unit provided for power supply and starting energy to the vehicle; an energy storage unit for providing power supply to the energy storage pack when necessary; a charger unit to charge the energy storage pack or the energy storage unit; switches operable with the energy storage pack, battery unit, energy storage unit and charger unit and configured so that the battery unit operates between a normal, charging and jump start modes; a processor unit arranged for connection with the charger unit and the energy storage pack; means to activate a jump start mode wherein the switches are operable with the charger unit, the energy storage unit and the energy storage pack to provide starting energy to the battery unit. | PC:T/SG2014/000127 | https://patentimages.storage.googleapis.com/44/5f/6c/9ae326ecb97695/WO2014142759A1.pdf | NaN | David T. Chou, Ban Huat NEO, Loo Hoe CHAN, Wai Chuen Kok, Poh Seng QUEK | Ev World Pte Ltd | US:5982138, WO:2001056132:A1 | Not available | 2014-09-18 | 1. A battery pack for a transport vehicle, the battery pack comprising a housing including: , output terminals for coupling with the electrical system of the vehicle; , an energy storage pack arranged to provide starting energy to the vehicle; a battery unit for providing power supply and starting energy to the vehicle; an energy storage unit for providing power supply to the energy storage pack when necessary, , a charger unit for providing a charging voltage to charge the energy storage pack or the energy storage unit; , a plurality of switches operable with the energy storage pack, battery unit, energy storage unit and charger unit and configured so that the battery unit operates between a normal mode, charging mode and a jump start mode, , a processor unit arranged for connection with the charger unit and the energy storage pack; and , a means to activate a jump start mode wherein the switches are operable with the charger unit, the energy storage unit and the energy storage pack to provide starting energy to the battery unit. , 2. The battery pack according to claim 1 , wherein the means to activate the jump start mode include a push button on the housing of the battery pack. , 3. The battery pack according to claim 1 , wherein the means to activate the jump start mode include an activating module on an electronic handheld device. , 4. The battery pack according to claim 3, wherein the battery pack further includes a wireless control module operably connected to the processor unit and associated with the battery unit. , 5. The battery pack according to claims 3 and 4, wherein the electronic handheld device includes a battery management system for wirelessly receiving data from the wireless control module for indicating the battery health status. \n\n, 6. The battery pack according to any of the above claims, wherein the plurality of switches are controlled by the processor unit such that the energy storage unit is charged to a predetermined voltage level by the charger unit and the energy storage unit when in the charging mode. , 7. The battery pack according to any of the above claims, wherein the plurality of switches are controlled by the processor unit such that the energy storage pack is charged by the energy storage unit when in the jump start mode. , 8. The battery pack according to any of the above claims, wherein the plurality of switches are controlled by the processor unit such that the battery unit and the energy storage pack provides starting energy to the vehicle when in the normal mode. , 9. The battery pack according to any of the above claims, wherein the battery pack further includes a light display indicator for providing a user the status of the battery pack, wherein the light display indicator includes a plurality of light-emitting diode lamps. , 10. The battery pack according to claim 9, wherein the plurality of light-emitting diode lamps include coloured lamps for indicating to the user when the battery pack is in the normal mode, the charging mode or the jump start mode. , 1 1. The battery pack according to any of the above claims, wherein the interior of the housing includes a layer of heat rejection material for thermal insulation. , 12. The battery pack according to any of the above claims, wherein the energy storage pack includes a supercapacitor. , 13. The battery pack according to any of the above claims, wherein the energy storage unit comprises a battery of a lithium-ion type. , 14. A portable battery pack for use with a battery of a transport vehicle, the portable battery pack comprising a housing including: \n\n a cable outlet for connecting a positive and a negative connector for coupling with positive and negative terminals of the battery of the transport vehicle; , an energy storage pack arranged to provide starting energy to the vehicle when an electrical connection is made between the energy storage pack and the battery; , a charger unit for receiving a supply voltage from an external power source to provide a charging voltage to charge the energy storage pack; , a circuit having a switch configured to operate between a charging mode and a jump start mode, , a processor unit arranged for connection with the charger unit and the energy storage pack; , a push button coupled to the processor unit; , wherein depressing the push button causes the switch to activate the charging mode in which the switch is open to allow the charger unit to provide charging voltage to charge the energy storage pack and a jump start mode in which the switch is closed to allow the energy storage pack to provide starting energy to the battery. , 15. A method of supplying electrical energy to a battery of a transport vehicle, the method comprising: , providing a portable battery pack for coupling with the battery of the transport vehicle, the portable battery pack including: , a cable outlet for connecting a positive and a negative connector for coupling with positive and negative terminals of the battery of the transport vehicle; , an energy storage pack arranged to provide starting energy to the vehicle when an electrical connection is made between the energy storage pack and the battery; , a charger unit for receiving a supply voltage from an external power source to provide a charging voltage to charge the energy storage pack; , a circuit having a switch configured to operate between a charging mode and a jump start mode, , a processor unit arranged for connection with the charger unit and the energy storage pack; , a push button coupled to the processor unit; \n\n wherein depressing the push button causes the switch to activate the charging mode in which the switch is open to allow the charger unit to provide charging voltage to charge the energy storage pack and a jump start mode in which the switch is closed to allow the energy storage pack to provide starting energy to the battery. \n | WO | WIPO (PCT) | NaN | H | True |
| 328 | 내연기관 자동차용 배터리 조립체 및 이의 조립 방법 \n | KR20180091441A | NaN | 본 발명은 내연기관 자동차용 배터리 조립체 및 이의 조립 방법에 관한 것으로, 본 발명의 일실시예에 따른 내연기관 자동차용 배터리 조립체는, 외부에 전기적 연결을 위한 (+) 외부단자와 (-) 외부단자를 형성하는 상부 커버; 다수의 배터리 셀이 적층되어 서로 전기적으로 연결되고, (+) 단자와 (-) 단자를 형성하는 배터리 모듈 조립체; 상기 배터리 모듈 조립체의 수용 공간을 형성하고, 상기 상부 커버와 조립을 통해 밀폐시키는 하부 케이스; 상기 상부 커버의 (+) 외부단자와 상기 배터리 모듈 조립체의 (+) 단자를 전기적으로 연결하는 (+) 단자용 연결부; 및 상기 상부 커버의 (-) 외부단자와 상기 배터리 모듈 조립체의 (-) 단자를 전기적으로 연결하는 (-) 단자용 연결부;를 포함한다. | KR:1020170016638A | https://patentimages.storage.googleapis.com/66/df/14/a68bc8ef7e50dd/KR20180091441A.pdf | NaN | 류재연, 정바위, 정승룡 | 에이치엘그린파워 주식회사 | NaN | Not available | 2022-10-04 | 외부에 전기적 연결을 위한 (+) 외부단자와 (-) 외부단자를 형성하는 상부 커버;다수의 배터리 셀이 적층되어 서로 전기적으로 연결되고, (+) 단자와 (-) 단자를 형성하는 배터리 모듈 조립체; 상기 배터리 모듈 조립체의 수용 공간을 형성하고, 상기 상부 커버와 조립을 통해 밀폐시키는 하부 케이스;상기 상부 커버의 (+) 외부단자와 상기 배터리 모듈 조립체의 (+) 단자를 전기적으로 연결하는 (+) 단자용 연결부; 및상기 상부 커버의 (-) 외부단자와 상기 배터리 모듈 조립체의 (-) 단자를 전기적으로 연결하는 (-) 단자용 연결부;를 포함하는 내연기관 자동차용 배터리 조립체. , 제 1 항에 있어서,상기 (+) 단자용 연결부와 상기 (-) 단자용 연결부는, 버스바(bus bar)인 내연기관 자동차용 배터리 조립체. , 제 2 항에 있어서,상기 버스바는,상기 상부 커버와 상기 배터리 모듈 조립체를 조립할 때, 상기 상부 커버와 상기 배터리 모듈 조립체의 양 단자가 형성된 위치와 간격 차이를 전기적으로 연결시키는 소정의 형상을 갖는 내연기관 자동차용 배터리 조립체. , 제 1 항에 있어서,상기 배터리 모듈 조립체는, 다수의 배터리 셀의 충방전을 제어하기 위한 BMS를 포함하는 내연기관 자동차용 배터리 조립체. , 제 4 항에 있어서,상기 (-) 단자용 연결부는, 한 쌍의 버스바로 구성되고, 상기 BMS의 양단에 각각 연결되는 내연기관 자동차용 배터리 조립체. , 제 1 항에 있어서,상기 상부 커버의 (+) 외부단자와 (-) 외부단자는, KS C 8504 표준의 납산 배터리의 외부 단자 규격에 따라 형성되는 내연기관 자동차용 배터리 조립체. , 제 1 항에 있어서,상기 하부 케이스는, 일반 내연기관 자동차의 KS C 8504 표준에 따라 제작되는 내연기관 자동차용 배터리 조립체. , 제 1 항에 있어서,상기 상부 커버는, 외부에 휴대용 접이식 손잡이를 형성하는 내연기관 자동차용 배터리 조립체. , 배터리 셀 조립체의 양 측면에 한 쌍의 엔드플레이트가 각각 조립된 후, BMS가 상기 엔드플레이트 일면에 조립되어 배터리 모듈 조립체를 구성하는 단계;상기 배터리 모듈 조립체를 상부 커버에 조립함에 있어, 상기 엔드플레이트의 상단과 상부 커버의 후면을 조립하는 단계;상기 상부 커버와 하부 케이스를 조립하여 상기 배터리 모듈 조립체를 밀폐시키는 단계;를 포함하며,상기 조립 단계는, 상기 엔드플레이트의 양단에 형성된 한 쌍의 (-) 단자용 버스바가 상기 배터리 모듈 조립체의 (-) 단자와 상기 상부 커버의 (-) 외부단자에 각각 전기적으로 연결되고, 상기 상부 커버의 (+) 외부단자에 연결된 (+) 단자용 버스바가 상기 배터리 모듈 조립체의 (+) 단자에 연결되는 것을 특징으로 하는 내연기관 자동차용 배터리 조립체의 조립 방법. , 제 9 항에 있어서,상기 상부 커버의 (+) 외부단자와 (-) 외부단자는, KS C 8504 표준의 납산 배터리의 외부 단자 규격에 따라 형성되고, 상기 하부 케이스는, 일반 내연기관 자동차의 KS C 8504 표준에 따라 제작되는 내연기관 자동차용 배터리 조립체의 조립 방법. | KR | South Korea | NaN | H | True |
| 329 | Charging/discharging harness routing structure in electric vehicle \n | US9487163B2 | The present invention relates to an electric vehicle in which a high-power unit disposed within a motor room of the vehicle and a battery pack disposed below a vehicle body floor are connected with each other through a charging/discharging harness, and particularly relates to a structure of a charging/discharging harness routing.\nAn electric vehicle in which a motor drive unit as a running drive source and a high-power unit for controlling voltage to be supplied to the motor drive unit are disposed within a motor room, and a battery pack is disposed below a vehicle body floor located on a rear side of the motor room in a forward-rearward direction of the electric vehicle, is conventionally known. In the electric vehicle, the high-power unit and the battery pack are connected with each other through a charging/discharging harness (see, for instance, Patent Literature 1).\nHowever, in the conventional charging/discharging harness routing structure in the electric vehicle, one end of the charging/discharging harness is connected to a lower portion of a back surface of the high-power unit, and the other end thereof is connected to a central part of a front end portion of the battery pack.\nTherefore, if the high-power unit is rearward moved upon collision of a front portion of the vehicle or the like, there may occur interference between the one end of the charging/discharging harness connected to the high-power unit and a dash panel upright extending between the motor room and the vehicle body floor. Thus, such a problem that the conventional charging/discharging harness routing structure is inferior in protection of the harness has been developed.\nIt is an object of the present invention to provide a charging/discharging harness routing structure in an electric vehicle which can protect a charging/discharging harness when an external force is inputted to the electric vehicle.\nAccording to the present invention, there is provided a charging/discharging harness routing structure in an electric vehicle which includes a high-power unit disposed within a motor room, a battery pack disposed below a vehicle body floor, and a charging/discharging harness through which the high-power unit and the battery pack are connected with each other. In the charging/discharging harness routing structure in an electric vehicle, the high-power unit includes a unit back surface and a harness connection concave portion.\nThe unit back surface faces a dash panel upright extending between the motor room and the vehicle body floor.\nThe harness connection concave portion is recessed from the unit back surface toward an interior of the high-power unit, and a charging/discharging harness connection terminal to which one end of the charging/discharging harness is connected is disposed inside of the harness connection concave portion.\nSpecifically, the charging/discharging harness connection terminal to which one end of the charging/discharging harness is connected is located to retreat to the inside of the high-power unit with respect to the unit back surface.\nWith this construction, in a case where the high-power unit is displaced toward a side of the dash panel due to input of an external force to the electric vehicle, initially the unit back surface is brought into contact with the dash panel, and the charging/discharging harness connection terminal within the harness connection concave portion recessed from the unit back surface is free from contact with the dash panel.\nAs a result, the charging/discharging harness connection terminal can be protected by the unit back surface in the vicinity of the charging/discharging harness connection terminal, thereby enhancing protection of the charging/discharging harness when an external force is inputted to the electric vehicle.\n FIG. 1 is a side view showing a main construction of the whole of an electric vehicle to which a charging/discharging harness routing structure according to an embodiment of the present invention is applied.\n FIG. 2 is a schematic plan view showing a main construction of a front portion of the electric vehicle to which the charging/discharging harness routing structure according to the embodiment of the present invention is applied.\n FIG. 3 is a schematic side view showing the main construction of the front portion of the electric vehicle to which the charging/discharging harness routing structure according to the embodiment of the present invention is applied.\n FIG. 4 is a perspective view of a high-power unit according to the embodiment of the present invention as viewed from a back side of the high-power unit.\n FIG. 5 is an enlarged sectional view of an essential part of a charging/discharging harness connection terminal of the high-power unit according to the embodiment of the present invention.\n FIG. 6 is a sectional perspective view showing a cross-section of the high-power unit according to the embodiment of the present invention.\n FIG. 7 is a sectional perspective view of an essential part of the high-power unit according to the embodiment of the present invention, showing a harness retreat concave portion of the high-power unit.\n FIGS. 8(a) to 8(c) are explanatory diagrams schematically showing a state of the charging/discharging harness upon occurrence of front side collision of the electric vehicle to which the high-power unit according to the embodiment of the present invention is applied, in which FIG. 8(a) is a plan view of the charging/discharging harness, FIG. 8(b) is a side view of an essential part of the charging/discharging harness, and FIG. 8(c) is a sectional view of the charging/discharging harness in the harness retreat concave portion.\n FIGS. 9(a) to 9(c) are explanatory diagrams schematically showing a state of the charging/discharging harness upon occurrence of offset collision of the electric vehicle to which the high-power unit according to the embodiment of the present invention is applied, in which FIG. 9(a) is a plan view of charging/discharging harness, FIG. 9(b) is a sectional view of the charging/discharging harness in the harness retreat concave portion, and FIG. 9(c) is a plan view of the charging/discharging harness after the offset collision on the front-right side of the electric vehicle.\nIn the following, a charging/discharging harness routing structure in an electric vehicle according to an embodiment of the present invention is explained by referring to the accompanying drawings.\nFirstly, the charging/discharging harness routing structure in an electric vehicle according to the embodiment of the present invention is explained hereinafter with respect to “basic construction of electric vehicle”, “constitution of unit back surface of high-power unit” and “harness routing structure”.\n[Basic Construction of Electric Vehicle]\n FIG. 1 is a side view showing a main construction of the whole of an electric vehicle to which a charging/discharging harness routing structure according to the embodiment of the present invention is applied. FIG. 2 is a schematic plan view showing a main construction of a front portion of the electric vehicle to which the charging/discharging harness routing structure according to the embodiment of the present invention is applied. FIG. 3 is a schematic side view showing the main construction of the front portion of the electric vehicle to which the charging/discharging harness routing structure according to the embodiment of the present invention is applied.\nAs shown in FIG. 1 and FIG. 2, electric vehicle 1 of the embodiment includes motor drive unit 10, high-power unit 20, battery pack 30 and charging port 40.\n Motor drive unit 10 and high-power unit 20 are disposed in motor room 2 formed in a front portion of a vehicle body. On the other hand, battery pack 30 is disposed below vehicle body floor 3 located on a rear side of motor room 2. Dash panel 4 upright extends between motor room 2 and vehicle body floor 3. Vehicle body floor 3 constitutes a floor of vehicle compartment 5 separated from motor room 2 by dash panel 4. Further, charging port 40 is disposed above front bumper 6 in a front portion of motor room 2, and located in a substantially central position in a width direction of the vehicle.\n Motor drive unit 10 is a running drive source of electric vehicle 1, and is supported on a pair of side members 2 a, 2 a (see FIG. 2) extending in a lower portion of motor room 2, through a supporter (not shown). Motor drive unit 10 includes motor 11 for driving the vehicle, speed reducer 12 that reduces rotation of motor 11 and transmits the reduced rotation thereof to differential gear 12 a, and motor housing 13 that accommodates motor 11 and speed reducer 12. Motor 11 of motor drive unit 10 is used not only as the drive source for running of the vehicle but also as a generator.\nHigh-power unit 20 serves to supply drive current to motor drive unit 10 as the running drive source, and is mounted on an upper side of motor drive unit 10. High-power unit 20 includes inverter 21 and high-power module 22.\n Inverter 21 is connected to motor drive unit 10 through a three-phase alternating current harness (not shown), and serves to alternately carry out conversion from direct current to three-phase alternating current and vice versa. In this embodiment, inverter 21 converts direct current from high-power module 22 to three-phase alternating current, and supplies the three-phase alternating current to motor 11 during power running of motor 11, and inverter 21 converts three-phase alternating current from motor 11 to direct current and supplies the direct current to high-power module 22 during regeneration of motor 11. Inverter 21 is accommodated in inverter housing 21 a, which is mounted directly above motor drive unit 10.\nHigh-power module 22 is a voltage control device that controls voltage of electric power to be supplied to motor drive unit 10 and voltage of electric power to be charged to battery pack 30. High-power module 22 includes DC/DC converter and a charger. High-power module 22 is accommodated in high-power module housing 23, which is mounted directly above inverter 21.\nHigh-power module 22 is connected to battery pack 30 through charging/discharging harness 51, connected to charging port 40 through charging harness 52, and connected to inverter 21 through a high-power harness (high voltage harness), not shown.\nThe above-described DC/DC converter converts rapid charging voltage from an external rapid charge power source (not shown) to charging voltage and provides the charging voltage to battery pack 30. In addition, the DC/DC converter converts charging voltage from battery pack 30 to driving voltage and supplies the driving voltage to inverter 21 during power running of motor 11, and converts power generating voltage from inverter 21 to charging voltage and provides the charging voltage to battery pack 30 during regeneration of motor 11.\nFurther, the above-described charger converts ordinary charging voltage from an external ordinary charging power source (not shown) to charging voltage and provides the charging voltage to battery pack 30.\n Battery pack 30 includes multiple battery modules constituted of secondary batteries, a control circuit that controls charging, discharging, etc. of the battery modules, a cooling device and other parts, and battery housing 31 that accommodates these components. Examples of the secondary battery are a lithium ion battery, a rechargeable nickel-cadmium battery, nickel-metal hydride battery, etc.\n Charging port 40 is an electrical energy receiving portion to which external electric power to be charged to battery pack 30 is inputted by being contacted and connected with an external power source (not shown). Charging port 40 includes rapid charging port 41 and ordinary charging port 42.\nConnected to rapid charging port 41 is a rapid charger as a high voltage direct current power source. Rapid charging port 41 is connected to high-power module 22 through rapid charging harness 53 of charging harness 52 in which high voltage-current flows.\nConnected to ordinary charging port 42 is a low voltage alternating current power source that provides about 100 to 200 volts for domestic use. Ordinary charging port 42 is connected to high-power module 22 through ordinary charging harness 54 of charging harness 52 in which a current with a voltage lower than the voltage of the high voltage current flowing in rapid charging harness 53 flows.\n[Constitution of Unit Back Surface of High-Power Unit]\n FIG. 4 is a perspective view of the high-power unit according to the embodiment as viewed from a back side of the high-power unit. FIG. 5 is an enlarged sectional view of an essential part of a charging/discharging harness connection terminal of the high-power unit according to the embodiment of the present invention.\n FIG. 6 is a sectional perspective view showing a cross-section of the high-power unit according to the embodiment.\nIn this embodiment, high-power module housing 23 is a rectangular-box shaped casing, and has high-power module back surface (unit back surface) 24 that faces dash panel 4. Harness connection concave portion 25 is formed on a lower side of high-power module back surface 24. Harness connection concave portion 25 is stepwise recessed from high-power module back surface 24 toward an inside of high-power module 22 (that is, toward a vehicle-forward side). That is, harness connection concave portion 25 is recessed from high-power module back surface 24 toward the vehicle-forward side in such a manner that harness connection concave portion 25 becomes away from dash panel 4.\nHarness connection concave portion 25 includes eaves inner surface (i.e., ceiling surface) 25 a that faces downward of the vehicle, and is opened toward a vehicle-rearward side and both vehicle-lateral sides (both left and right sides of the vehicle). However, harness connection concave portion 25 may be closed at both left and right ends thereof. Charging/discharging harness connection terminal 26, rapid charging harness connection terminal 27 a and ordinary charging harness connection terminal 27 b are disposed on eaves inner surface 25 a so as to face downwardly.\nCharging/discharging harness connection terminal 26 is a terminal to which one end 51 a of charging/discharging harness 51 located on a side of high-power module 22 is connected from a vehicle-downward side. Charging/discharging harness connection terminal 26 is connected to the DC/DC converter and the charger within high-power module housing 23. Charging/discharging harness connection terminal 26 is located in a substantially middle of eaves inner surface 25 a in the width direction of the vehicle.\nRapid charging harness connection terminal 27 a is a terminal to which one end 53 a of rapid charging harness 53 located on the side of high-power module 22 is connected from the vehicle-downward side. Rapid charging harness connection terminal 27 a is connected to the DC/DC converter within high-power module housing 23. Rapid charging harness connection terminal 27 a is located in the vicinity of one of lateral sides (left and right sides) of eaves inner surface 25 a. \nOrdinary charging harness connection terminal 27 b is a terminal to which one end 54 a of ordinary charging harness 54 located on the side of high-power module 22 is connected from the vehicle-downward side. Ordinary charging harness connection terminal 27 b is connected to the charger within high-power module housing 23. Ordinary charging harness connection terminal 27 b is located slightly offset from the substantially middle of eaves inner surface 25 a toward a lateral side in the width direction of the vehicle adjacent to charging/discharging harness connection terminal 26.\n FIG. 7 is a sectional perspective view of an essential part of the high-power unit according to the embodiment of the present invention, showing a harness retreat concave portion of the high-power unit.\nIn this embodiment, inverter housing 21 a is a rectangular-box shaped casing, and has inverter back surface (unit back surface) 21 b that faces dash panel 4. Harness connection concave portion 25 is provided in the form of a groove disposed between high-power module back surface 24 of high-power module housing 23 and inverter back surface 21 b of inverter housing 21 a. Harness retreat concave portion 21 c is formed in a part of inverter back surface 21 b in order to accommodate charging/discharging harness 51. Harness retreat concave portion 21 c is recessed from inverter back surface 21 b toward an inside of inverter 21. Harness retreat concave portion 21 c is disposed in a region located downward of harness connection concave portion 25, and continuously extends from harness connection concave portion 25. Harness retreat concave portion 21 c is opened rearward of the vehicle.\n[Harness Routing Structure]\nAs shown in FIG. 4, charging/discharging harness 51 is connected at one end 51 a thereof to charging/discharging harness connection terminal 26 from the vehicle-downward side, and is downward routed from high-power module back surface 24 along inverter back surface 21 b. At this time, charging/discharging harness 51 is accommodated inside of harness retreat concave portion 21 c. As shown in FIG. 1, charging/discharging harness 51 is then routed rearward of the vehicle to pass through below dash panel 4 so that the other end 51 b thereof is connected to battery terminal 30 a located in the middle of a front end portion of battery pack 30.\nCharging/discharging harness connection terminal 26 is located in the substantially middle of eaves inner surface 25 a in the width direction of the vehicle, and battery terminal 30 a is located in the middle of the front end portion of battery pack 30. Therefore, charging/discharging harness 51 is substantially linearly routed along the forward and rearward direction of the vehicle.\nRapid charging harness 53 is connected at one end 53 a thereof to rapid charging harness connection terminal 27 a from the vehicle-downward side, and then is routed forward of the vehicle along a lateral side surface of inverter housing 21 a so that the other end 53 b thereof is connected to rapid charging port 41.\nRapid charging harness 53 allows direct connection between rapid charging port 41 and rapid charging harness connection terminal 27 a. \nOrdinary charging harness 54 is connected at one end 54 a thereof to ordinary charging harness connection terminal 27 b from the vehicle-downward side, and is routed to extend around behind the vehicle-rearward side of charging/discharging harness 51. After that, ordinary charging harness 54 is routed forward of the vehicle along the lateral side surface of inverter housing 21 a. Ordinary charging harness 54 is then routed forward of the vehicle so that the other end 54 b thereof is connected to ordinary charging port 42.\nOrdinary charging harness 54 allows direct connection between ordinary charging port 42 and ordinary charging harness connection terminal 27 b. In addition, upon being routed along the lateral side surface of inverter housing 21 a, ordinary charging harness 54 is located on an outside of rapid charging harness 53. That is, rapid charging harness 53 is routed closer to inverter housing 21 a than ordinary charging harness 54.\nFurther, by routing ordinary charging harness 54 so as to extend around behind the vehicle-rearward side of charging/discharging harness 51, after one end 54 a is connected to ordinary charging harness connection terminal 27 b, ordinary charging harness 54 passes through between charging/discharging harness 51 and dash panel 4, and then is routed toward ordinary charging port 42.\nFunction of the charging/discharging harness routing structure in an electric vehicle according to the embodiment of the present invention is explained hereinafter with respect to “function of protecting charging/discharging harness upon vehicle front collision” and “function of protecting charging/discharging harness upon vehicle offset collision”.\n[Function of Protecting Charging/Discharging Harness Upon Vehicle Front Collision]\nThe high-power unit and the battery pack which are disposed on the front side of the vehicle and the rear side of the vehicle, respectively, such that the dash panel is disposed therebetween, are connected with each other through the charging/discharging harness extending in the forward and rearward direction of the vehicle. Therefore, in order to ensure protection of the charging/discharging harness, it is necessary that the high-power unit is initially contacted with the dash panel upon front collision of the vehicle. In the following, the function of protecting the charging/discharging harness upon the vehicle front collision is explained by referring to FIGS. 8(a)-8(c).\nWhen a front surface of motor room 2 is deformed toward the rear side of the vehicle due to front collision of the vehicle, radiator 7 and fan device 8 (see FIG. 3) which are disposed on the front side of the vehicle within motor room 2 are rearward moved. Then, when motor room 2 is further rearward deformed, motor drive unit 10 and high-power unit 20 are displaced rearward of the vehicle. In accordance with the displacement of high-power unit 20, charging/discharging harness connection terminal 26 to which one end 51 a of charging/discharging harness 51 is connected is moved close to dash panel 4.\nCharging/discharging harness connection terminal 26 is arranged inside of harness connection concave portion 25 formed in high-power module back surface 24 as the unit back surface of high-power unit 20 which faces dash panel 4.\nWith the arrangement, when high-power unit 20 is caused to interfere with dash panel 4, as shown in FIG. 8(a), high-power module back surface 24 of high-power module housing 23 is initially brought into contact with dash panel 4. On the other hand, owing to the contact of high-power module back surface 24 with dash panel 4, space H1 is retained between dash panel 4 and charging/discharging harness connection terminal 26 located inside of harness connection concave portion 25. Therefore, charging/discharging harness connection terminal 26 can be prevented from being contacted with dash panel 4. As a result, it is possible to prevent charging/discharging harness connection terminal 26 from interfering with dash panel 4 and thereby enhance protection of charging/discharging harness 51.\nFurther, in the charging/discharging harness routing structure according to the embodiment, charging/discharging harness connection terminal 26 is disposed on eaves inner surface 25 a so as to face downward. With the routing structure, as shown in FIG. 4, charging/discharging harness 51 connected to charging/discharging harness connection terminal 26 is downwardly routed along high-power module back surface 24. That is, charging/discharging harness 51 extends in a direction substantially parallel with dash panel 4. As a result, as shown in FIG. 8(b), even when charging/discharging harness 51 is caused to rearward move, charging/discharging harness 51 can hardly interfere with dash panel 4 so that more effective protection of charging/discharging harness 51 can be attained.\nParticularly, in the charging/discharging harness routing structure according to the embodiment, inverter 21 as high-power unit 20 is provided with harness retreat concave portion 21 c in which charging/discharging harness 51 is accommodated, in the region located downward of harness connection concave portion 25.\nWith the provision of harness retreat concave portion 21 c, as shown in FIG. 8(c), even in a case where inverter 21 is caused to rearward move and interfere with dash panel 4 due to the vehicle front collision, inverter back surface 21 b of inverter housing 21 a is initially brought into contact with dash panel 4. Owing to the contact of inverter back surface 21 b with dash panel 4, space H2 between dash panel 4 and charging/discharging harness 51 accommodated within harness retreat concave portion 21 c can be retained to thereby prevent charging/discharging harness 51 from being contacted with dash panel 4. Thus, inverter back surface 21 b surrounding harness retreat concave portion 21 c is brought into contact with dash panel 4 earlier than charging/discharging harness 51, so that charging/discharging harness connection terminal 26 can be prevented from interfering with dash panel 4. As a result, charging/discharging harness 51 can be protected.\nIn addition, in the charging/discharging harness routing structure according to the embodiment, as shown in FIG. 4, the charging harness connection terminals to which one ends 53 a, 54 a of charging harness 52 are connected (in this embodiment, rapid charging harness connection terminal 27 a and ordinary charging harness connection terminal 27 b) are arranged within harness connection concave portion 25.\nWith the arrangement, in a case where high-power unit 20 is caused to interfere with dash panel 4 in accordance with occurrence of front collision of the vehicle, initially high-power module back surface 24 of high-power module housing 23 is brought into contact with dash panel 4 (see FIG. 8(a)). Therefore, rapid charging harness connection terminal 27 a and ordinary charging harness connection terminal 27 b can be prevented from contacting with dash panel 4, so that charging harness 52 can be protected.\nFurther, in the charging/discharging harness routing structure according to the embodiment, rapid charging harness connection terminal 27 a and ordinary charging harness connection terminal 27 b which are charging harness connection terminals are disposed on eaves inner surface 25 a of harness connection concave portion 25 so as to face downward (see FIG. 4). With this arrangement, rapid charging harness 53 connected to rapid charging harness connection terminal 27 a and ordinary charging harness 54 connected to ordinary charging harness connection terminal 27 b are downward routed along high-power module back surface 24. That is, charging harness 52 extends in a direction substantially parallel with dash panel 4 similarly to charging/discharging harness 51. As a result, even when charging harness 52 is caused to rearward move, charging harness 52 can hardly interfere with dash panel 4 so that more effective protection of charging harness 52 can be attained.\nFurther, in the charging/discharging harness routing structure according to the embodiment, after one end 54 a of ordinary charging harness 54 is connected to ordinary charging harness connection terminal 27 b disposed adjacent to charging/discharging harness connection terminal 26, ordinary charging harness 54 is routed to extend around behind the vehicle-rearward side of charging/discharging harness 51. That is, ordinary charging harness 54 is routed between charging/discharging harness 51 and dash panel 4.\nWith this routing of ordinary charging harness 54, even in a case where for instance, a rear portion of high-power unit 20 is upward inclined due to deformation condition of motor room 2, ordinary charging harness 54 can be located on the vehicle-rearward side of charging/discharging harness 51, that is, on a side of dash panel 4 (see FIG. 8(b)). As a result, ordinary charging harness 54 can serve to reduce impact that is added from dash panel 4 to charging/discharging harness 51, so that charging/discharging harness 51 can be more effectively protected.\n[Function of Protecting Charging/Discharging Harness Upon Vehicle Offset Collision]\nIn order to ensure performance of protection of the charging/discharging harness connecting the high-power unit and the battery pack with each other which are arranged on the vehicle-front side and the vehicle-rear side, respectively, such that the dash panel is disposed therebetween, the high-power unit must be initially brought into contact with the dash panel even when vehicle offset collision occurs. In the following, function of protecting the charging/discharging harness upon vehicle offset collision is explained by referring to FIG. 9.\nWhen a front-left side of motor room 2 is deformed rearward of the vehicle due to occurrence of offset collision of the vehicle (in this embodiment, input of load to the front-left side), a side portion of each of radiator 7 and fan device 8 disposed on the vehicle-front side within motor room 2 is rearward moved.\nWhen motor room 2 is further deformed rearward of the vehicle, a side portion of each of motor drive unit 10 and high-power unit 20 is displaced diagonally rearward of the vehicle. In accordance with the displacement, charging/discharging harness connection terminal 26 and charging/discharging harness 51 that is connected at one end 51 a to charging/discharging harness connection terminal 26 and downward routed along high-power module back surface 24 are moved close to dash panel 4.\nSince charging/discharging harness connection terminal 26 is disposed inside of harness connection concave portion 25, even in a case where high-power unit 20 is diagonally rearward moved to interfere with dash panel 4 due to the offset collision, initially high-power module back surface 24 of high-power module housing 23 is brought into contact with dash panel 4 (at portion A in FIG. 9(a)). Therefore, charging/discharging harness connection terminal 26 disposed inside of harness connection concave portion 25 can be prevented from contacting with dash panel 4, so that charging/discharging harness 51 can be protected.\nFurther, inverter 21 constituting high-power unit 20 is provided with harness retreat concave portion 21 c in which charging/discharging harness 51 is accommodated, in the region located downward of harness connection concave portion 25.\nWith the provision of harness retreat concave portion 21 c, even in a case where high-power unit 20 is diagonally rearward moved to interfere with dash panel 4 due to the offset collision, inverter back surface 21 b of inverter housing 21 a is initially brought into contact with dash panel 4 (at portion B in FIG. 9(b)). Due to the contact of inverter back surface 21 b with dash panel 4, dash panel 4 is caused to rearward move so that charging/discharging harness connection terminal 26 accommodated in harness retreat concave portion 21 c can be prevented from contacting with dash panel 4. Thus, inverter back surface 21 b surrounding harness retreat concave portion 21 c is brought into interfere with dash panel 4 earlier than charging/discharging harness 51. Therefore, charging/discharging harness connection terminal 26 can be prevented from interfering with dash panel 4, so that charging/discharging harness 51 can be protected.\nFurthermore, in the charging/discharging harness routing structure according to the embodiment, rapid charging harness 53 and ordinary charging harness 54 which constitute charging harness 52 are routed along the lateral side surface of inverter housing 21 a. At this time, rapid charging harness 53 is routed on an inside of ordinary charging harness 54, that is, on a side of inverter housing 21 a. \nWith this routing, even in a case where the side portion of motor room 2 is deformed to contact with charging harness 52 routed along the lateral side surface of inverter housing 21 a due to occurrence of vehicle offset collision, ordinary charging harness 54 in which electric current with relatively low voltage flows is brought into contact with the side portion of motor room 2 earlier than rapid charging harness 53 in which electric current with relatively high voltage flows. That is, it is possible to serve for reducing impact on rapid charging harness 53 by ordinary charging harness 54. As a result, rapid charging harness 53 can be preferentially protected prior to the ordinary charging harness in which electric current with relatively low voltage flows.\nIn addition, even in a case where load is inputted to a front-right side of electric vehicle 1 upon occurrence of offset collision, as shown in FIG. 9(c), initially high-power module back surface 24 of high-power module housing 23 is brought into contact with dash panel 4 (at portion C in FIG. 9(c)). Therefore, charging/discharging harness connection terminal 26 disposed inside of harness connection concave portion 25 can be prevented from contacting with dash panel 4, so that charging/discharging harness 51 can be protected.\nThe charging/discharging harness routing structure according to the embodiment can perform the following effects.\n(1) In electric vehicle 1, high-power unit\n(inverter 21, high-power module 22) 20 disposed in motor room 2 to supply drive current to motor drive unit 10 as a running drive sou | In an electric vehicle, high-power unit ( 20 ) disposed in motor room ( 2 ) to supply drive current to motor drive unit ( 10 ), and battery pack ( 30 ) disposed below vehicle body floor ( 3 ) are connected to each other through charging/discharging harness ( 51 ). High-power unit 20 includes unit back surface (high-power module back surface) ( 24 ) that faces dash panel ( 4 ), and harness connection concave portion ( 25 ) recessed from unit back surface ( 24 ) toward an inside of high-power unit ( 20 ), wherein charging/discharging harness connection terminal ( 26 ) to which one end ( 51 a ) of charging/discharging harness ( 51 ) is connected is disposed inside of harness connection concave portion ( 25 ). | US:14/117,430 | https://patentimages.storage.googleapis.com/b4/27/50/f1133073b7427c/US9487163.pdf | US:9487163 | Shinichi Matano, Tatsuya Shindou, Takuma Kobayashi | Nissan Motor Co Ltd | JP:2006280037:A, US:20080060860:A1, JP:2009038920:A, EP:2196430:A1, US:20120031689:A1, US:20120031690:A1, US:20120038319:A1, US:20120055721:A1, US:20100307848:A1, EP:2267821:A2, JP:2011020625:A, JP:2011020622:A, JP:2011062053:A | Not available | 2016-11-08 | 1. A charging/discharging harness routing structure in an electric vehicle, comprising:\na high-power unit disposed in a motor room to supply drive current to a motor drive unit as a running drive source;\na battery pack disposed below a vehicle body floor;\na charging/discharging harness through which the high-power unit and the battery pack are connected to each other,\nthe high-power unit comprising:\nan upper unit hack surface and a lower unit back surface which face a dash panel upright extending between the motor room and the vehicle body floor; and\na harness connection concave portion disposed between the upper unit back surface and the lower unit back surface and recessed from the upper unit back surface and the lower unit back surface toward an inside of the high-power unit in the form of a groove,\nwherein a charging/discharging harness connection terminal to which one end of the charging/discharging harness is connected is disposed inside of the harness connection concave portion.\n, a high-power unit disposed in a motor room to supply drive current to a motor drive unit as a running drive source;, a battery pack disposed below a vehicle body floor;, a charging/discharging harness through which the high-power unit and the battery pack are connected to each other,, the high-power unit comprising:, an upper unit hack surface and a lower unit back surface which face a dash panel upright extending between the motor room and the vehicle body floor; and, a harness connection concave portion disposed between the upper unit back surface and the lower unit back surface and recessed from the upper unit back surface and the lower unit back surface toward an inside of the high-power unit in the form of a groove,, wherein a charging/discharging harness connection terminal to which one end of the charging/discharging harness is connected is disposed inside of the harness connection concave portion., 2. The charging/discharging harness routing structure in an electric vehicle as claimed in claim 1, wherein the harness connection concave portion comprises a ceiling surface that faces downward of the electric vehicle, the charging/discharging harness connection terminal being disposed on the ceiling surface so as to face downwardly., 3. The charging/discharging harness routing structure in an electric vehicle as claimed in claim 1, wherein the high-power unit comprises a harness retreat concave portion in a region located downward of the harness connection concave portion, the harness retreat concave portion being continuously connected to the harness connection concave portion and recessed from the lower unit hack surface toward an inside of the high-power unit, the charging/discharging harness being accommodated in the harness retreat concave portion., 4. The charging/discharging harness routing structure in an electric vehicle as claimed in claim 2, wherein the high-power unit comprises a harness retreat concave portion in a region located downward of the harness connection concave portion, the harness retreat concave portion being continuously connected to the harness connection concave portion and recessed from the lower unit hack surface toward an inside of the high-power unit, the charging/discharging harness being accommodated in the harness retreat concave portion., 5. The charging/discharging harness routing structure in an electric vehicle as claimed in claim 1, wherein the high-power unit and an electrical energy receiving portion to which external electric power to be charged to the battery pack is inputted are connected to each other through a charging harness, and a charging harness connection terminal connected with one end of the charging harness is disposed within the harness connection concave portion., 6. The charging/discharging harness routing structure in an electric vehicle as claimed in claim 5, wherein the harness connection concave portion comprises a ceiling surface that faces downward of the electric vehicle, the charging harness connection terminal being disposed on the ceiling surface so as to face downwardly., 7. The charging/discharging harness routing structure in an electric vehicle as claimed in claim 6, wherein the charging harness comprises a rapid charging harness in which a current with a high voltage flows and an ordinary charging harness in which a current with a voltage lower than the high voltage of the current flowing in the rapid charging harness flows, the ordinary charging harness being routed to extend between the charging/discharging harness and the dash panel toward the electrical energy receiving portion., 8. A charging/discharging harness routing structure in an electric vehicle, comprising:\na high-power unit disposed in a motor room to supply drive current to a motor drive unit as a running drive source;\na battery pack disposed below a vehicle body floor;\na charging/discharging harness through which the high-power unit and the battery pack are connected to each other,\nthe high-power unit comprising:\nan upper unit back surface and a lower unit hack surface which face a dash panel upright extending between the motor room and the vehicle body floor; and\na means for accommodating a charging/discharging harness connection terminal to which one end of the charging/discharging harness is connected, the means being disposed between the upper unit back surface and the lower unit back surface.\n, a high-power unit disposed in a motor room to supply drive current to a motor drive unit as a running drive source;, a battery pack disposed below a vehicle body floor;, a charging/discharging harness through which the high-power unit and the battery pack are connected to each other,, the high-power unit comprising:, an upper unit back surface and a lower unit hack surface which face a dash panel upright extending between the motor room and the vehicle body floor; and, a means for accommodating a charging/discharging harness connection terminal to which one end of the charging/discharging harness is connected, the means being disposed between the upper unit back surface and the lower unit back surface. | US | United States | Active | B | True |
| 330 | Battery module with improved safety, battery pack comprising battery module, and vehicle comprising battery pack \n | EP3843178A1 | NaN | Provided are a battery module with improved safety by blocking current when the temperature rises, a battery pack including the battery module, and a vehicle including the battery pack. The battery module includes two or more battery cells, wherein the two or more battery cells has a structure in which an electrode assembly having both ends respectively connected to one ends of electrode leads of opposite polarities is accommodated and sealed in a pouch case together with an electrolyte and other ends of the electrode leads are exposed to an outside of the pouch case, wherein the electrode leads and a bus bar are connected in electrically connecting a first battery cell and a second battery cell of the two or more battery cells, wherein the bus bar comprises a metal layer and a material layer that is normally conductive but may act as a resistor when a temperature rises, and wherein the material layer comprises a gas generating material that is decomposed at a certain temperature or higher to generate a gas and increase resistance. | EP:19892391.4A | https://patentimages.storage.googleapis.com/4c/d5/ff/075bbb40b03d82/EP3843178A1.pdf | NaN | Han-Young Lee, Kyung-Min Lee, Bum-Young Jung, Jeong-Ho HA | LG Chem Ltd | NaN | 2020-06-13 | 2023-05-23 | A battery module comprising two or more battery cells,\nwherein the two or more battery cells are pouch type secondary batteries, each having a structure in which an electrode assembly having both ends respectively connected to one ends of electrode leads of opposite polarities is accommodated and sealed in a pouch case together with an electrolyte and other ends of the electrode leads are exposed to an outside of the pouch case,\nwherein the electrode leads and a bus bar are connected in electrically connecting a first battery cell and a second battery cell of the two or more battery cells,\nwherein the bus bar comprises a metal layer and a material layer that is normally conductive, but capable of acting as a resistor when a temperature rises, and\nwherein the material layer comprises a gas generating material that is decomposed at a certain temperature or higher to generate a gas and increase resistance., The battery module of claim 1, wherein the material layer comprises the gas generating material, a conductive material, and an adhesive., The battery module of claim 1, wherein the gas generating material is melamine cyanurate., The battery module of claim 2, wherein the conductive materials are connected and fixed to each other by the adhesive, and when the gas is generated, the conductive materials are disconnected to increase resistance., The battery module of claim 1, wherein the bus bar may include a block and a body, the block being a portion connected to the electrode leads, the portion being separated from the body and embedded in the body, a surface of the block being exposed to an outside, the material layer being interposed between the body and the block., The battery module of claim 5, wherein the bus bar comprises a first block connected to an electrode lead of the first battery cell and a second block connected to an electrode lead of the second battery cell, and a current flow path from the first battery cell to the second battery cell is provided in an order along the electrode lead of the first battery cell, the first block, a material layer interposed between the body and the first block, a material layer interposed between the body and the second block, the second block, and the electrode lead of the second battery cell., The battery module of claim 1, wherein the first battery cell and the second battery cell are connected in series through the bus bar., The battery module of claim 7, wherein the first battery cell and the second battery cell are stacked such that respective electrode leads are stacked to have opposite polarities, and the other end of the electrode lead of the first battery cell and the other end of the electrode lead of the second battery cell are bent toward each other in a stack direction and the bus bar is disposed in parallel to the stack direction between bent portions of the respective electrode leads such that the respective electrode leads are connected., The battery module of claim 1, wherein the bus bar is in an approximately plate shape with a thin thickness compared to a length and a width and is provided with grooves through which the electrode leads penetrate., A battery pack comprising:\nat least one battery module according to any one of claims 1 to 9; and\na pack case configured to package the at least one battery module. , at least one battery module according to any one of claims 1 to 9; and, a pack case configured to package the at least one battery module., A vehicle comprising at least one battery pack according to claim 10. | EP | European Patent Office | Pending | H | True |
| 331 | Architectures for batteries having two different chemistries \n | US10439192B2 | Under 35 U.S.C. § 120, this application is a continuation of U.S. patent application Ser. No. 15/389,772 filed Dec. 23, 2016, which is a continuation of U.S. patent application Ser. No. No. 14/161,858 filed Jan. 23, 2014, which claims priority from and benefit of U.S. Provisional Application No. 61/860,448 filed Jul. 31, 2013, each of which is incorporated herein by reference in their entireties for all purposes.\nThe present disclosure relates generally to the field of batteries and battery systems. More specifically, the present disclosure relates to battery systems that may be used in vehicular contexts, as well as other energy storage/expending applications.\nThis section is intended to introduce the reader to various aspects of art that may be related to various aspects of the present disclosure, which are described and/or claimed below. This discussion is believed to be helpful in providing the reader with background information to facilitate a better understanding of the various aspects of the present disclosure. Accordingly, it should be understood that these statements are to be read in this light, and not as admissions of prior art.\nVehicles generally use one or more battery systems to power features in the vehicle including the air conditioning, radio, alarm system, and other electronics. To reduce the amount of undesirable emissions products and improve the fuel efficiency of vehicles, improvements have been made to vehicle technologies. For example, some vehicles, such as a micro-hybrid vehicle, may disable the internal combustion engine when the vehicle is idling and utilize a battery system to continue powering the electronics as well as restarting (e.g., cranking) the engine when propulsion is desired. As used herein, the ability to disable the engine and restart the engine when a vehicle is idling is referred to as an “auto-stop” operation. Additionally, some vehicles may utilize techniques, such as regenerative braking, to generate and store electrical power as the vehicle decelerates or coasts. More specifically, as vehicle reduces in speed, a regenerative braking system may convert mechanical energy into electrical energy, which may then be stored and/or used to power to the vehicle.\nThus, as vehicle technologies (e.g., auto-stop and regenerative braking technology) continue to evolve, there is a need to provide improved power sources (e.g., battery systems or modules) for such vehicles. For example, it may be beneficial to improve the power storage and power distribution efficiency for such power sources.\nCertain embodiments commensurate in scope with the disclosed subject matter are summarized below. These embodiments are not intended to limit the scope of the disclosure, but rather these embodiments are intended only to provide a brief summary of certain disclosed embodiments. Indeed, the present disclosure may encompass a variety of forms that may be similar to or different from the embodiments set forth below.\nThe present disclosure relates to batteries and battery systems. More specifically, the present disclosure relates to various electrochemical and electrostatic energy storage technologies (e.g. lead-acid batteries, nickel-zinc batteries, nickel-metal hydride batteries, and lithium batteries). Particular embodiments are directed to dual chemistry battery modules that may be used in vehicular contexts (e.g., micro-hybrid vehicles) as well as other energy storage/expending applications (e.g., energy storage for an electrical grid).\nMore specifically, the dual chemistry battery modules may include a first battery utilizing a first battery chemistry and a second battery utilizing a second battery chemistry. The first battery and the second battery may be connected in various parallel architectures, such as passive, semi-passive, switch passive, semi-active, or active architectures. For example, in a passive architecture the first battery and the second battery may be directly coupled to the terminals of the battery module. To increase the amount of control over the battery module, in a semi-passive architecture, a switch may be included between either the first battery or the second battery and the terminals of the battery module. The switch may then be opened/closed to selectively connect either the first battery or the second battery. In a switch passive architecture, switches may be included between both the first battery and the second battery and the terminals of the battery module. Thus, the switches enable both the first battery and the second battery to be controlled relatively independently. In a semi-active architecture, a DC/DC converter may be included between either the first battery or the second battery and the terminals of the battery module. The DC/DC converter may function to selectively connect either the first battery or the second battery and to enable the use of a constant voltage alternator. In an active architecture, DC/DC converters may be included between both the first battery and the second battery and the terminals of the battery module. The DC/DC converters enable both the first battery and the second battery to be controlled relatively independently and the use of a constant voltage alternator.\nAdditionally, the battery chemistries used in the first battery and the second battery may be selected based on desired characteristics for each. For example, the first battery may utilize a lead-acid chemistry to supply large surges of current, which may be utilized to start (e.g., crank) an internal combustion engine. The second battery may utilize various battery chemistries (e.g., nickel manganese cobalt oxide, lithium manganese oxide/nickel manganese cobalt oxide, or lithium manganese oxide/lithium titanate) with a higher coulombic efficiency and/or a higher charge power acceptance rate (e.g., higher maximum charging voltage or charging current) than the first battery. As used herein, “coulombic efficiency” and “charge power acceptance rate” may be used interchangeably to describe charging efficiency. In other words, the second battery may be recharged more efficiently and at a faster rate, for example while capturing regenerative power. Accordingly, in some embodiments, the first battery may be the primary source of electrical power and the second battery may supplement the first battery, for example by capturing, storing, and distributing regenerative power.\nAccordingly, in a first embodiment, a battery system includes a first battery coupled directly to an electrical system, in which the first battery includes a first battery chemistry, and a second battery coupled directly to the electrical system in parallel with the first battery, in which second battery includes a second battery chemistry that has a higher coulombic efficiency than the first battery chemistry. The second battery is configured to capture a majority of regenerative power generated during regenerative braking, and to supply the captured regenerative power to power the electrical system by itself or in combination with the first battery.\nIn another embodiment, a battery system includes a first battery coupled to an electrical system, in which the first battery includes a first battery chemistry, and a second battery selectively coupled to the electrical system via a switch and in parallel with the first battery, in which the second battery includes a second battery chemistry that has a higher coulombic efficiency than the first battery chemistry. The switch is configured to couple the second battery to the electrical system to enable the second battery to capture a majority of regenerative power generated during regenerative braking and to enable the second battery to supply the regenerative power to power the electrical system by itself or in combination with the first battery.\nIn another embodiment, a battery system includes a first battery selectively coupled to an electrical system via a switch, in which the first battery includes a first battery chemistry, and a second battery directly coupled to the electrical system in parallel with the first battery, in which the second battery includes a second battery chemistry that has a higher charge power acceptance rate than the first battery chemistry. The switch is configured to disconnect the first battery from the electrical system to enable the second battery to be charged at a voltage higher than the first battery maximum charging voltage during regenerative braking.\nIn another embodiment, a battery system includes a first battery coupled to an electrical system, in which the first battery includes a first battery chemistry, and a second battery selectively coupled to the electrical system via a DC/DC converter and in parallel with the first battery, in which the second battery includes a second battery chemistry that has a higher coulombic efficiency and/or a higher charge power acceptance rate than the first battery chemistry. The DC/DC converter is configured to couple the second battery to the electrical system to enable the second battery to capture a majority of regenerative power generated during regenerative braking and to enable the second battery to supply the regenerative power to power the electrical system by itself or in combination with the first battery.\nThese and other features, aspects, and advantages of the present disclosure will become better understood when the following detailed description is read with reference to the accompanying drawings in which like characters represent like parts throughout the drawings, wherein:\n FIG. 1 is a perspective view of a vehicle (e.g., a micro-hybrid vehicle), in accordance with an embodiment of the present approach;\n FIG. 2 is a schematic view of the vehicle depicted in FIG. 1 illustrating power distribution through the vehicle, in accordance with an embodiment of the present approach;\n FIG. 3 is a schematic view of a battery system with a first battery and a second battery, in accordance with an embodiment of the present approach;\n FIG. 4 is a graph illustrating voltage characteristics for various battery chemistries, in accordance with an embodiment of the present approach;\n FIG. 5 is a graph illustrating voltage characteristics of non-voltage matched battery chemistries, in accordance with an embodiment of the present approach;\n FIG. 6 is a graph illustrating voltage characteristics of partial voltage matched battery chemistries, in accordance with an embodiment of the present approach;\n FIG. 7 is a graph illustrating voltage characteristics of voltage matched battery chemistries, in accordance with an embodiment of the present approach;\n FIG. 8 is a schematic diagram of a passive battery architecture, in accordance with an embodiment of the present approach;\n FIG. 9 is a graph describing various hypothetical operations of a vehicle over time, in accordance with an embodiment of the present approach;\n FIG. 10A is a graph illustrating the voltage of a passive battery system with non-voltage matched battery chemistries for the vehicle described in FIG. 9, in accordance with an embodiment of the present approach;\n FIG. 10B is a graph illustrating the voltage of a first embodiment of a passive battery system with partial voltage matched battery chemistries for the vehicle described in FIG. 9, in accordance with an embodiment of the present approach;\n FIG. 10C is a graph illustrating the voltage of a second embodiment of a passive battery system with partial voltage matched battery chemistries for the vehicle described in FIG. 9, in accordance with an embodiment of the present approach;\n FIG. 10D is a graph illustrating the voltage of a passive battery system with voltage matched battery chemistries for the vehicle described in FIG. 9, in accordance with an embodiment of the present approach;\n FIG. 11A is a schematic diagram of a semi-passive battery architecture with a switch to selectively connect a first battery, in accordance with an embodiment of the present approach;\n FIG. 11B is a schematic diagram of a semi-passive battery architecture with a switch to selectively connect a second battery, in accordance with an embodiment of the present approach;\n FIG. 12A is a graph illustrating the voltage of a semi-passive battery system with non-voltage matched battery chemistries for the vehicle described in FIG. 9, in accordance with an embodiment of the present approach;\n FIG. 12B is a graph illustrating the voltage of a first embodiment of a semi-passive battery system with partial voltage matched battery chemistries for the vehicle described in FIG. 9, in accordance with an embodiment of the present approach;\n FIG. 12C is a graph illustrating the voltage of a second embodiment of a semi-passive battery system with partial voltage matched battery chemistries for the vehicle described in FIG. 9, in accordance with an embodiment of the present approach;\n FIG. 12D is a graph illustrating the voltage of a semi-passive battery system with voltage matched battery chemistries for the vehicle described in FIG. 9, in accordance with an embodiment of the present approach;\n FIG. 13 is a schematic diagram of a switch-passive battery architecture, in accordance with an embodiment of the present approach;\n FIG. 14A is a graph illustrating the voltage of a switch passive battery system with non-voltage matched battery chemistries for the vehicle described in FIG. 9, in accordance with an embodiment of the present approach;\n FIG. 14B is a graph illustrating the voltage of a first embodiment of a switch passive battery system with partial voltage matched battery chemistries for the vehicle described in FIG. 9, in accordance with an embodiment of the present approach;\n FIG. 14C is a graph illustrating the voltage of a third embodiment of a switch passive battery system with partial voltage matched battery chemistries for the vehicle described in FIG. 9, in accordance with an embodiment of the present approach;\n FIG. 14D is a graph illustrating the voltage of a switch passive battery system with voltage matched battery chemistries for the vehicle described in FIG. 9, in accordance with an embodiment of the present approach;\n FIG. 15A is a schematic diagram of a semi-active battery architecture with a DC/DC converter to selectively connect a lead-acid battery, in accordance with an embodiment of the present approach;\n FIG. 15B is a schematic diagram of a semi-active battery architecture with a DC/DC converter to selectively connect a second battery, in accordance with an embodiment of the present approach;\n FIG. 16 is a block diagram of a first embodiment of a DC-DC converter with a bypass path for the semi-active or active architecture, in accordance with an embodiment of the present approach;\n FIG. 17 is a block diagram of a second embodiment of a DC-DC converter with a bypass path for the semi-active or active architecture, in accordance with an embodiment of the present approach;\n FIG. 18A is a graph illustrating the voltage of a semi-active battery system with non-voltage matched battery chemistries for the vehicle described in FIG. 9, in accordance with an embodiment of the present approach;\n FIG. 18B is a graph illustrating the voltage of a first embodiment of a semi-active battery system with partial voltage matched battery chemistries for the vehicle described in FIG. 9, in accordance with an embodiment of the present approach;\n FIG. 18C is a graph illustrating the voltage of a third embodiment of a semi-active battery system with partial matched battery chemistries for the vehicle described in FIG. 9, in accordance with an embodiment of the present approach;\n FIG. 18D is a graph illustrating the voltage of a semi-active battery system with voltage matched battery chemistries for the vehicle described in FIG. 9, in accordance with an embodiment of the present approach;\n FIG. 19 is a schematic diagram of an active battery architecture, in accordance with an embodiment of the present approach;\n FIG. 20A is a graph illustrating the voltage of an active battery system with non-voltage matched battery chemistries for the vehicle described in FIG. 9, in accordance with an embodiment of the present approach;\n FIG. 20B is a graph illustrating the voltage of a first embodiment of an active battery system with partial voltage matched battery chemistries for the vehicle described in FIG. 9, in accordance with an embodiment of the present approach;\n FIG. 20C is a graph illustrating the voltage of a third embodiment of an active battery system with partial voltage matched battery chemistries for the vehicle described in FIG. 9, in accordance with an embodiment of the present approach;\n FIG. 20D is a graph illustrating the voltage of an active battery system with voltage matched battery chemistries for the vehicle described in FIG. 9, in accordance with an embodiment of the present approach; and\n FIG. 21 is a schematic diagram of a switch-active battery architecture, in accordance with an embodiment of a present approach.\nOne or more specific embodiments of the present techniques will be described below. In an effort to provide a concise description of these embodiments, not all features of an actual implementation are described in the specification. It should be appreciated that in the development of any such actual implementation, as in any engineering or design project, numerous implementation-specific decisions must be made to achieve the developers' specific goals, such as compliance with system-related and business-related constraints, which may vary from one implementation to another. Moreover, it should be appreciated that such a development effort might be complex and time consuming, but would nevertheless be a routine undertaking of design, fabrication, and manufacture for those of ordinary skill having the benefit of this disclosure.\nAs discussed above, vehicle technology has improved to increase fuel economy and/or reduce undesirable emissions compared to more traditional gas-powered vehicles. For example, micro-hybrid vehicles disable the vehicle's internal combustion engine when the vehicle is idling. While the vehicle's internal combustion engine is disabled, the battery system may continue supplying power to the vehicle's electrical system, which may include the vehicle's radio, air conditioning, electronic control units, and the like. Additionally, regenerative braking vehicles capture and store electrical power generated when the vehicle is braking or coasting. In some embodiments, the generated electrical power may then be utilized to supply power to the vehicle's electrical system. In other embodiments, the generated electrical power may be utilized to stabilize voltage during high demand, for example in regenerative storage systems.\nBased on the advantages over traditional gas-power vehicles, manufactures, which generally produce traditional gas-powered vehicles, may desire to utilize improved vehicle technologies (e.g., micro-hybrid technology or regenerative braking technology) within their vehicle lines. These manufactures often utilize one of their traditional vehicle platforms as a starting point. Generally, traditional gas-powered vehicles are designed to utilize 12 volt battery systems (e.g., voltage between 7-18 volts), such as a single 12 volt lead-acid battery. Accordingly, the single lead-acid battery may be adapted for the improved vehicle technologies. For example, the lead-acid battery may be utilized to capture and store regenerative power and/or supply power to the electrical system during auto-stop. However, in some embodiments, a lead-acid battery may be less efficient at capturing regenerative electrical power due to the lower coulombic efficiency and/or lower charge power acceptance rate associated with the lead-acid battery chemistry. As used herein, “coulombic efficiency” and “charge power acceptance rate” may be used interchangeably to describe charging efficiency and charging rate. Additionally, the lead-acid battery capacity may be increased to account for the electrical power demand during auto-stop, which may increase cost. As such, it would be beneficial to improve the efficiency of the power storage in the battery system and the efficiency of the power distribution to the vehicle's electrical system while largely conforming with existing vehicle electrical systems.\nAccordingly, present embodiments include physical battery system features, and so forth, that facilitate providing improved 12 volt battery systems. As used herein, a “12 volt battery system” is intended to describe a battery system that supplies between 7-18 volts to an electrical system. For example, in some embodiments, the battery module may include multiple differing battery chemistries to improve the storage and distribution efficiency of the battery module. More specifically, as will be described in more detail below, the battery module may include a first battery (e.g., primary battery) with a first battery chemistry and a second battery (e.g., secondary battery) with a second battery chemistry. As used herein, “battery” is intended describe energy storage devices that utilize various chemical reactions to store and/or distribute electrical power. In some embodiments, the first battery and the second battery may operate in tandem. For example, the first (e.g., primary) battery may efficiently supply large amounts of current, for example to crank the internal combustion engine, and the second battery (e.g., power device) may efficiently capture and store power generated due to its higher coulombic efficiency and/or higher power charge acceptance rate. Additionally, the power stored in the second battery may be expended to provide power to the vehicle's electrical system. In other words, the first battery may be the primary source of electrical power and the second battery may supplement the battery, which in some embodiments may enable the storage capacity and/or the overall physical dimensions of the battery module to be reduced.\nTo facilitate supplementing the first battery with the second battery, the first battery and the second battery may be connected in various parallel architectures. For example, the battery module may utilize a passive architecture, a semi-passive architecture, a switch passive architecture, a semi-active architecture, or an active architecture. As will be described in more detail below, in a passive architecture, the first battery and the second battery may be directly coupled to the terminals of the battery module, which may reduce the complexity of a control algorithm for the battery system. In a semi-passive architecture, one of the first battery and the second battery may be coupled to the terminals of the battery module via a switch while the other may be directly coupled. In some embodiments, the switch may increase the control over operation of the battery module by enabling either the first battery or the second battery to be selectively connected/disconnected. In a switch passive architecture, both the first battery and the second battery may be coupled to the terminals of the battery module via switches. In some embodiments, the switches may further increase the control over operation of the battery module by enabling both the first battery and the second battery to be controlled (e.g., connected/disconnected) relatively independently. In other embodiments, the switches may be replaced by DC/DC converters to enable the use of a constant voltage alternator. For example, in a semi-active architecture, one of the first battery or the second battery is coupled to the terminals of the battery module via a DC/DC converter. In an active architecture, both the first battery and the second battery may be coupled to the terminals of the battery module via DC/DC converters. In some embodiments, utilizing the techniques described herein may increase fuel economy and reduce undesirable emissions by 3-5% as compared to auto-stop technology utilizing traditional 12 volt battery systems (e.g., a single 12 volt lead-acid battery) because the load on the alternator is reduced by more efficiently capturing regenerative power.\nWith the foregoing in mind, FIG. 1 is a perspective view of an embodiment of a vehicle 10, such as a micro-hybrid vehicle. Although the following discussion is presented in relation to micro-hybrid vehicles, the techniques described herein may be applied to other vehicles including electrical-powered and gas-powered vehicles. As discussed above, it would be desirable for a battery system 12 to be largely compatible with traditional vehicle designs. Accordingly, the battery system 12 may be placed in a location in the micro-hybrid vehicle 10 that would have housed the traditional battery. For example, as illustrated, the micro-hybrid vehicle 10 may include the battery system 12A positioned similarly to a lead-acid battery of a typical combustion-engine vehicle (e.g., under the hood of the vehicle 10). By further example, in certain embodiments, the micro-hybrid vehicle 10 may include the battery system 12B positioned near a center of mass of the micro-hybrid vehicle 10, such as below the driver or passenger seat. By still further example, in certain embodiments, the micro-hybrid vehicle 10 may include the battery system 12C positioned below the rear passenger seat or near the trunk of the vehicle. It should be appreciated that, in certain embodiments, positioning a battery system 12 (e.g., battery system 12B or 12C) in or about the interior of the vehicle may enable the use of air from the interior of the vehicle to cool the battery system 12 (e.g., using a heat sink or a forced-air cooling design).\nTo simplify discussion of the battery system 12, the battery system 12 will be discussed in relation to the battery system 12A disposed under the hood of the vehicle 10, as depicted in FIG. 2. As depicted, the battery system 12 includes a battery module 14 coupled to an ignition system 16, an internal combustion engine 18, and a regenerative braking system 20. More specifically, the battery module 14 may supply power to the ignition system 16 to start (i.e., crank) the internal combustion engine 18. In some embodiments, the ignition system 16 may include a traditional starter and/or a belt starter generator (BSG). The regenerative braking system 20 may capture energy to charge the battery module 14. In some embodiments, the regenerative braking system 20 may include an alternator, such as a belt starter generator (BSG), one or more electric motors, to convert mechanical energy into electrical energy, and/or control components.\nFurthermore, as described above, the battery system 12 may supply power to components of the vehicle's electrical system. For example, the battery system 12 may supply power to the radiator cooling fans, climate control system, electric power steering systems, active suspension systems, auto park systems, electric oil pumps, electric super/turbochargers, electric water pumps, heated windscreen/defrosters, window lift motors, vanity lights, tire pressure monitoring systems, sunroof motor controls, power seats, alarm systems, infotainment systems, navigation features, lane departure warning systems, electric parking brakes, external lights, or any combination thereof. Illustratively, the battery system 12 depicted in FIG. 2 supplies power to a heating, ventilation, and air conditioning (HVAC) system 22 and a vehicle console 24.\nTo facilitate supply of power from the battery system 12 to the various components in vehicle's electrical system (e.g., HVAC system 22 and vehicle console 24), the battery module 14 includes a first terminal 26 and a second terminal 28. In some embodiments, the second terminal 28 may provide a ground connection and the first terminal 26 may provide a positive voltage ranging between 7-18 volts. A more detailed view of an embodiment of a battery module 14 is depicted in FIG. 3. As previously noted, the battery module 14 may have dimensions comparable to those of a typical lead-acid battery to limit modifications to the vehicle 10 design to accommodate the battery system 12. For example, the battery module 14 may be of similar dimensions to an H6 battery, which may be approximately 13.9 inches×6.8 inches×7.5 inches. As depicted, the battery module 14 may be included within a single continuous housing. In other embodiments, the battery module 14 may include multiple housings coupled together (e.g., a first housing including the first battery and a second housing including the second battery).\nAs depicted, the battery module 14 includes the first terminal 26, the second terminal 28, a first battery (e.g., a lead acid battery) 30, a second battery 32, and a battery control unit 34. As used herein, the “battery control unit” generally refers to control components that control operation of the battery system 12, such as switches within the battery module or an alternator. The operation of the battery module 14 may be controlled by the battery control unit 34. For example, the battery control unit 34 may regulate (e.g., restrict or increase) power output of each battery in the battery module 14, perform load balancing between the batteries, control charging and discharging of the batteries (e.g., via switches or DC/DC converters), determine a state of charge of each battery and/or the entire battery module 14, activate an active cooling mechanism, and the like. Accordingly, the battery control unit 34 may include at least one memory 35 and at least one processor 37 programmed to execute control algorithms for performing such tasks. Additionally, as depicted, the battery control unit 34 may be included within the battery module 14. In other embodiments, the battery control unit 34 may be included separate from the battery module 14, such as a standalone module.\nFurthermore, as depicted, the first battery 30 and the second battery 32 are connected in parallel across the first terminal 26 and the second terminal 28 to enable charging and discharging of the batteries. As described above, the battery terminals 26 and 28 may output the power stored in the battery module 14 to provide power to the vehicle's electrical system. Additionally, the battery terminals 26 and 28 may also input power to the battery module 14 to enable the first battery 30 and the second battery 32 to charge, for example, when the alternator generates electrical power through regenerative braking.\nAs depicted in FIG. 3, the first battery 30 and the second battery 32 are separate, which enables each to be configured based on desired characteristics, such as output voltage. For example, the output voltage of the first battery 30 and second battery 32 may depend on the configuration of battery cells 36 within each (e.g., in serial or parallel) and the battery chemistries selected. As will be described in more detail below, the configuration of battery cells and the battery chemistries selected may cause different voltage characteristics (e.g., non-voltage matched, partial voltage matched, or voltage matched). More specifically, the differing voltage characteristics may cause the first battery 30 and the second battery 32 to operate differently in the various architectures (e.g., passive, semi-passive, switch passive, semi-active, or active) described herein.\nExamples of various chemistries that may be utilized for the first battery 30 and second battery 32 are described in Table 1 below. Table 1 is merely illustrative and is not intended as an exhaustive list of battery chemistries. Other battery chemistries that exhibit similar characteristics may also be utilized for the techniques described herein.\n\n\n\n\n\n\nTABLE 1\n\n\n\n \n\n\nBattery Cell Chemistry Characteristics\n\n\n\n\n \n \nNMC\nLTO/NMC\nLTO/LMO\nNiMH\nNiZn\nLFP\nPbA\n\n\n \n\n\nNominal Voltage\nV\n3.6-3.75\n2.5\n2.51\n1.2\n1.65\n3.3 \n12\n\n\nMin Voltage\nV\n2.4-3.0 \n2 \n1.5 \n1 \n1.1 \n2.5 \n 8\n\n\nMax Voltage\nV\n4.1-4.3 \n2.8\n2.8 \n1.5\n1.9 \n3.65\n18\n\n\nAverage Capacity\nAh\n3.8-5.5 \n3.5\n3.3 \n6.5\n39-40\n2.3 \n64-75\n\n\n(C rate, 20° C. )\n\n\n \n\n\n\n\n\nTable 1 describes the characteristics of a single lithium nickel manganese cobalt oxide (NMC), lithium-titanate/lithium nickel manganese cobalt oxide (LTO/NMC), lithium-titanate/lithium manganese oxide (LTO/LMO), nickel-metal hydride (NiMH), nickel-zinc (NiZn), lithium iron phosphate (LFP) battery cells. More specifically, NMC battery chemistry refers to a graphite anode with a lithium nickel manganese cobalt oxide cathode, the LTO/NMC battery chemistry refers to a lithium-titanate anode with a lithium manganese oxide cathode, the LTO/LMO battery chemistry refers to a lithium-titanate anode with a lithium manganese oxide catho | A 12 volt automotive battery system includes a first battery coupled to an electrical system, in which the first battery include a first battery chemistry, and a second battery coupled in parallel with the first battery and selectively coupled to the electrical system via a first switch, in which the second battery includes a second battery chemistry that has a higher coulombic efficiency than the first battery chemistry. The first switch couples the second battery to the electrical system during regenerative braking to enable the second battery to capture a majority of the power generated during regenerative braking. The 12 volt automotive battery system further includes a variable voltage alternator that outputs a first voltage during regenerative braking to charge the second battery and a second voltage otherwise, in which the first voltage is higher than the second voltage. | US:16/113,623 | https://patentimages.storage.googleapis.com/3d/b7/24/202f5dec7c72db/US10439192.pdf | US:10439192 | Perry M. Wyatt, Daniel B. Le, Ryan S. Mascarenhas, Brian C. Sisk | CPS Technology Holdings LLC | US:5194799, US:6229279, US:6275001, US:7049792, US:6331365, US:20080113226:A1, WO:2003088375:A2, CA:2380957:A1, US:7336002, US:20070029124:A1, US:7489048, US:RE43956:E1, US:20070219670:A1, US:7869913, US:8022663, US:20090127930:A1, US:20130033102:A1, US:20090212626:A1, US:20090243387:A1, US:8392030, US:8381852, US:8093862, US:20110089904:A1, US:8288995, WO:2010091583:A1, JP:2011015516:A, US:20110001352:A1, US:20110012553:A1, US:20110170318:A1, US:20130018548:A1, US:20110244346:A1, US:8384343, CN:101888001:A, US:8471521, US:20130181516:A1, WO:2012048478:A1, US:20120112688:A1, US:8534400, US:20120235642:A1, US:20130026822:A1, CN:102290856:A, US:20130082639:A1, US:20130116889:A1, US:20130141045:A1, US:20130264875:A1, US:20150035356:A1, US:20130269921:A1, US:20140111121:A1, US:20150046013:A1, US:20150202985:A1, US:20150202983:A1 | 2022-09-06 | 2022-09-06 | 1. An automotive battery module comprising:\na housing;\na first terminal and a second terminal coupled to the housing of the automotive battery module;\na first battery that utilizes a first battery chemistry, wherein the first battery is disposed in the housing and electrically coupled to the second terminal of the automotive battery module;\na second battery that utilizes a second battery chemistry different from the first battery chemistry, wherein the second battery is disposed in the housing and electrically coupled to the second terminal of the automotive battery module;\none or more switching devices disposed in the housing and electrically coupled between the first terminal and the second terminal of the automotive battery module; and\na battery control unit disposed in the housing of the automotive battery module, wherein the battery control unit is communicatively coupled to each of the one or more switching devices to enable the battery control unit to selectively control a first electrical connection between the first battery and the first terminal of the automotive battery module, a second electrical connection between the second battery and the first terminal of the automotive battery module, or both.\n, a housing;, a first terminal and a second terminal coupled to the housing of the automotive battery module;, a first battery that utilizes a first battery chemistry, wherein the first battery is disposed in the housing and electrically coupled to the second terminal of the automotive battery module;, a second battery that utilizes a second battery chemistry different from the first battery chemistry, wherein the second battery is disposed in the housing and electrically coupled to the second terminal of the automotive battery module;, one or more switching devices disposed in the housing and electrically coupled between the first terminal and the second terminal of the automotive battery module; and, a battery control unit disposed in the housing of the automotive battery module, wherein the battery control unit is communicatively coupled to each of the one or more switching devices to enable the battery control unit to selectively control a first electrical connection between the first battery and the first terminal of the automotive battery module, a second electrical connection between the second battery and the first terminal of the automotive battery module, or both., 2. The automotive battery module of claim 1, wherein:\nthe one or more switching devices comprise a first switching device electrically between the first battery and the first terminal of the automotive battery module; and\nthe battery control unit is configured to selectively control the first electrical connection between the first battery and the first terminal by controlling switching of the first switching device.\n, the one or more switching devices comprise a first switching device electrically between the first battery and the first terminal of the automotive battery module; and, the battery control unit is configured to selectively control the first electrical connection between the first battery and the first terminal by controlling switching of the first switching device., 3. The automotive battery module of claim 2, wherein:\nthe one or more switching devices comprise a second switching device electrically between the second battery and the first terminal of the automotive battery module; and\nthe battery control unit is configured to selectively control the second electrical connection between the second battery and the first terminal by controlling switching of the second switching device.\n, the one or more switching devices comprise a second switching device electrically between the second battery and the first terminal of the automotive battery module; and, the battery control unit is configured to selectively control the second electrical connection between the second battery and the first terminal by controlling switching of the second switching device., 4. The automotive battery module of claim 2, wherein the battery control unit is configured to control switching of the first switching device by:\ninstructing the first switching device to switch from an open position to a closed position, to maintain the closed position, or both to enable the first electrical connection between the first battery and the first terminal of the automotive battery module; and\ninstructing the first switching device to switching from the open position to the closed position, to maintain the open position, or both to disable the first electrical connection between the first battery and the first terminal of the automotive battery module.\n, instructing the first switching device to switch from an open position to a closed position, to maintain the closed position, or both to enable the first electrical connection between the first battery and the first terminal of the automotive battery module; and, instructing the first switching device to switching from the open position to the closed position, to maintain the open position, or both to disable the first electrical connection between the first battery and the first terminal of the automotive battery module., 5. The automotive battery module of claim 2, wherein:\nthe second battery is electrically coupled to the first terminal of the automotive battery module;\nthe second battery chemistry provides a higher charging efficiency compared to the first battery chemistry; and\nthe battery control unit is configured to control switching of the first switching device by instructing the first switching device to switch from an open position to a closed position, to maintain the closed position, or both when electrical energy is being supplied to the automotive battery module from a regenerative braking system.\n, the second battery is electrically coupled to the first terminal of the automotive battery module;, the second battery chemistry provides a higher charging efficiency compared to the first battery chemistry; and, the battery control unit is configured to control switching of the first switching device by instructing the first switching device to switch from an open position to a closed position, to maintain the closed position, or both when electrical energy is being supplied to the automotive battery module from a regenerative braking system., 6. The automotive battery module of claim 1, wherein:\nthe first battery chemistry is a lithium nickel manganese cobalt oxide battery chemistry, a lithium nickel cobalt aluminum oxide battery chemistry, a lithium nickel manganese cobalt oxide-lithium nickel cobalt aluminum oxide battery chemistry, a lithium-titanate/lithium nickel manganese cobalt oxide batter chemistry, a nickel-metal hydride battery chemistry, or a lithium iron phosphate battery chemistry; and\nthe first battery chemistry is a lead-acid battery chemistry.\n, the first battery chemistry is a lithium nickel manganese cobalt oxide battery chemistry, a lithium nickel cobalt aluminum oxide battery chemistry, a lithium nickel manganese cobalt oxide-lithium nickel cobalt aluminum oxide battery chemistry, a lithium-titanate/lithium nickel manganese cobalt oxide batter chemistry, a nickel-metal hydride battery chemistry, or a lithium iron phosphate battery chemistry; and, the first battery chemistry is a lead-acid battery chemistry., 7. The automotive battery module of claim 1, wherein:\nthe first battery comprises a first one or more battery cells each configured to store electrical energy using a first electrochemical reaction; and\nthe second battery comprises a second one or more battery cells each configured to store electrical energy using a second electrochemical reaction different from the first electrochemical reaction.\n, the first battery comprises a first one or more battery cells each configured to store electrical energy using a first electrochemical reaction; and, the second battery comprises a second one or more battery cells each configured to store electrical energy using a second electrochemical reaction different from the first electrochemical reaction., 8. The automotive battery module of claim 1, wherein the housing is a single continuous housing., 9. The automotive battery module of claim 1, wherein the automotive battery module is a twelve volt battery module., 10. A method for implementing an automotive battery module, comprising:\ndisposing a first battery implemented using a first battery chemistry in a housing of the automotive battery module;\nelectrically coupling the first battery to a first terminal of the automotive battery module;\ndisposing a second battery implemented using a second battery chemistry different from the first battery chemistry in the housing of the automotive battery module;\nelectrically coupling the second battery to the first terminal of the automotive battery module;\nelectrically coupling one or more switching devices between the first terminal and a second terminal of the automotive battery module;\ncoupling a battery control unit to the housing of the automotive battery module; and\ncommunicatively coupling the battery control unit to each of the one or more switching devices to enable the battery control unit to selectively control a first electrical connection between the first battery and the second terminal of the automotive battery module, a second electrical connection between the second battery and the second terminal of the automotive battery module, or both.\n, disposing a first battery implemented using a first battery chemistry in a housing of the automotive battery module;, electrically coupling the first battery to a first terminal of the automotive battery module;, disposing a second battery implemented using a second battery chemistry different from the first battery chemistry in the housing of the automotive battery module;, electrically coupling the second battery to the first terminal of the automotive battery module;, electrically coupling one or more switching devices between the first terminal and a second terminal of the automotive battery module;, coupling a battery control unit to the housing of the automotive battery module; and, communicatively coupling the battery control unit to each of the one or more switching devices to enable the battery control unit to selectively control a first electrical connection between the first battery and the second terminal of the automotive battery module, a second electrical connection between the second battery and the second terminal of the automotive battery module, or both., 11. The method of claim 10, wherein:\nelectrically coupling the one or more switching devices between the first terminal and the second terminal comprises electrically coupling a first switching device between the first battery and the second terminal of the automotive battery module; and\ncommunicatively coupling the battery control unit to each of the one or more switching devices comprises communicatively coupling the battery control unit to the first switching device to enable the battery control unit to selectively control the first electrical connection between the first battery and the second terminal by controlling switching of the first switching device.\n, electrically coupling the one or more switching devices between the first terminal and the second terminal comprises electrically coupling a first switching device between the first battery and the second terminal of the automotive battery module; and, communicatively coupling the battery control unit to each of the one or more switching devices comprises communicatively coupling the battery control unit to the first switching device to enable the battery control unit to selectively control the first electrical connection between the first battery and the second terminal by controlling switching of the first switching device., 12. The method of claim 11, wherein:\nelectrically coupling the one or more switching devices between the first terminal and the second terminal comprises electrically coupling a second switching device between the second battery and the second terminal of the automotive battery module; and\ncommunicatively coupling the battery control unit to each of the one or more switching devices comprises communicatively coupling the battery control unit to the second switching device to enable the battery control unit to selectively control the second electrical connection between the second battery and the second terminal by controlling switching of the second switching device.\n, electrically coupling the one or more switching devices between the first terminal and the second terminal comprises electrically coupling a second switching device between the second battery and the second terminal of the automotive battery module; and, communicatively coupling the battery control unit to each of the one or more switching devices comprises communicatively coupling the battery control unit to the second switching device to enable the battery control unit to selectively control the second electrical connection between the second battery and the second terminal by controlling switching of the second switching device., 13. The method of claim 10, comprising electrically coupling the second battery to the second terminal of the automotive battery module, wherein:\nelectrically coupling the one or more switching devices between the first terminal and the second terminal comprises electrically coupling a switching device between the first battery and the second terminal of the automotive battery module; and\ncommunicatively coupling the battery control unit to each of the one or more switching devices comprises communicatively coupling the battery control unit to the switching device to enable the battery control unit to instruct the switching device to switch from an open position to a closed position, to maintain the closed position, or both when electrical energy is being supplied to the automotive battery module from a regenerative braking system.\n, electrically coupling the one or more switching devices between the first terminal and the second terminal comprises electrically coupling a switching device between the first battery and the second terminal of the automotive battery module; and, communicatively coupling the battery control unit to each of the one or more switching devices comprises communicatively coupling the battery control unit to the switching device to enable the battery control unit to instruct the switching device to switch from an open position to a closed position, to maintain the closed position, or both when electrical energy is being supplied to the automotive battery module from a regenerative braking system., 14. The method of claim 10, wherein communicatively coupling the battery control unit to each of the one or more switching devices comprises communicatively coupling the battery control unit to a first switching device to enable the battery control unit to:\ninstruct the first switching device to switch from an open position to a closed position, to maintain the closed position, or both to form the first electrical connection between the first battery and the second terminal of the automotive battery module; and\ninstruct the first switching device to switching from the open position to the closed position, to maintain the open position, or both to break the first electrical connection between the first battery and the second terminal of the automotive battery module.\n, instruct the first switching device to switch from an open position to a closed position, to maintain the closed position, or both to form the first electrical connection between the first battery and the second terminal of the automotive battery module; and, instruct the first switching device to switching from the open position to the closed position, to maintain the open position, or both to break the first electrical connection between the first battery and the second terminal of the automotive battery module., 15. The method of claim 10, comprising:\nelectrically coupling a plurality of lead-acid battery cells in series to implement the first battery; and\nelectrically coupling a plurality of lithium-ion battery cells in series to implement the second battery.\n, electrically coupling a plurality of lead-acid battery cells in series to implement the first battery; and, electrically coupling a plurality of lithium-ion battery cells in series to implement the second battery., 16. The method of claim 10, wherein coupling the battery control unit to the housing comprises:\ndisposing the battery control unit within the housing of the automotive battery module; or\ncoupling the battery control unit to an exterior surface of the automotive battery module.\n, disposing the battery control unit within the housing of the automotive battery module; or, coupling the battery control unit to an exterior surface of the automotive battery module., 17. A battery system configured to be electrically coupled to an electrical system of an automotive vehicle, comprising:\na lead-acid battery;\na lithium nickel manganese cobalt oxide battery coupled in series with a first relay, wherein the lithium nickel manganese cobalt oxide battery and the first relay are coupled in parallel with the lead-acid battery; and\na control unit communicatively coupled to the first relay, wherein the control unit is configured to:\ndetermine whether electrical power being supplied to the battery system is greater than a maximum charging power of the lithium nickel manganese cobalt oxide battery; and\ninstruct the first relay to switch from a closed position to an open position, to maintain the open position, or both to electrically disconnect the lithium nickel manganese cobalt oxide battery when the electrical power being supplied to the battery system is greater than the maximum charging power of the lithium nickel manganese cobalt oxide battery.\n\n, a lead-acid battery;, a lithium nickel manganese cobalt oxide battery coupled in series with a first relay, wherein the lithium nickel manganese cobalt oxide battery and the first relay are coupled in parallel with the lead-acid battery; and, a control unit communicatively coupled to the first relay, wherein the control unit is configured to:\ndetermine whether electrical power being supplied to the battery system is greater than a maximum charging power of the lithium nickel manganese cobalt oxide battery; and\ninstruct the first relay to switch from a closed position to an open position, to maintain the open position, or both to electrically disconnect the lithium nickel manganese cobalt oxide battery when the electrical power being supplied to the battery system is greater than the maximum charging power of the lithium nickel manganese cobalt oxide battery.\n, determine whether electrical power being supplied to the battery system is greater than a maximum charging power of the lithium nickel manganese cobalt oxide battery; and, instruct the first relay to switch from a closed position to an open position, to maintain the open position, or both to electrically disconnect the lithium nickel manganese cobalt oxide battery when the electrical power being supplied to the battery system is greater than the maximum charging power of the lithium nickel manganese cobalt oxide battery., 18. The battery system of claim 17, comprising:\na housing, wherein the lead-acid battery, the lithium nickel manganese cobalt oxide battery, and the relay are disposed within the housing; and\na first terminal and a second coupled to the housing, wherein:\nthe lead-acid battery is electrically coupled between the first terminal and the second terminal; and\nlithium nickel manganese cobalt oxide battery and the relay are coupled in series between the first terminal and the second terminal.\n\n, a housing, wherein the lead-acid battery, the lithium nickel manganese cobalt oxide battery, and the relay are disposed within the housing; and, a first terminal and a second coupled to the housing, wherein:\nthe lead-acid battery is electrically coupled between the first terminal and the second terminal; and\nlithium nickel manganese cobalt oxide battery and the relay are coupled in series between the first terminal and the second terminal.\n, the lead-acid battery is electrically coupled between the first terminal and the second terminal; and, lithium nickel manganese cobalt oxide battery and the relay are coupled in series between the first terminal and the second terminal., 19. The battery system of claim 17, wherein, to determine whether the electrical power being supplied to the battery system is greater than the maximum charging power, the control unit is configured to determine whether voltage of the electrical power being supplied to the battery system is greater than a maximum charging voltage of the lithium nickel manganese cobalt oxide battery., 20. The battery system of claim 17, wherein, to determine whether the electrical power being supplied to the battery system is greater than the maximum charging power, the control unit is configured to determine whether current of the electrical power being supplied to the battery system is greater than a maximum charging current of the lithium nickel manganese cobalt oxide battery. | US | United States | Active | H01M2/206 | True |
| 332 | 车辆用电源装置 \n | CN108656968A | 技术领域本发明涉及一种搭载于车辆的车辆用电源装置。背景技术作为搭载于车辆的车辆用电源装置，提出了使ISG(Integrated StarterGenerator)等电动发电机进行再生发电的电源装置(参照专利文献1)。另外，专利文献1所记载的电源装置具有彼此并联连接的铅电池以及锂离子电池作为电池等蓄电体。由此，不仅能够将再生电力充电至铅电池，而且还能够将再生电力充电至锂离子电池，能够增加再生电力而提高车辆的能效。专利文献1：日本特开2014-36557号公报发明内容然而，在具有多个蓄电体的电源装置中，各个蓄电体连接有致动器等电气负载，这些电气负载的消耗电力处于逐年增加的倾向。因此，根据与蓄电体连接的电气负载的动作状况，有使特定的蓄电体过度放电的担心。因此，可以想到，在使蓄电体过度放电的状况下，通过对在电源电路设置的开关进行控制，从而将多个蓄电体彼此连接而避免蓄电体的过度放电。然而，由于在各个蓄电体连接有电气负载，因此，为了保护特定的蓄电体而连接其他蓄电体也会导致对于保护对象的蓄电体连接新的电气负载。因此，根据与保护对象的蓄电体连接的新的电气负载的动作状况，有使应该保护的蓄电体进一步放电的担心，因此要求解决这样的问题。本发明的目的在于保护蓄电体。本发明的车辆用电源装置搭载于车辆，该车辆用电源装置具有：电动发电机，其与发动机连结；第1蓄电体，其与所述电动发电机连接；第2蓄电体，其与所述第1蓄电体并联地与所述电动发电机连接；开关，其切换为将所述电动发电机和所述第1蓄电体连接的导通状态和将所述电动发电机和所述第1蓄电体切断的断开状态；开关控制部，其在所述电动发电机被控制为动力运行状态的情况下，将所述开关从导通状态切换至断开状态；蓄电体判定部，其判定所述第2蓄电体是处于能够正常放电的正常状态、还是处于无法正常放电的异常状态，作为所述开关控制部，在伴随所述电动发电机的动力运行控制而所述开关被切换至断开状态，且判定为所述第2蓄电体处于正常状态的状态下，在所述第1蓄电体超过阈值而放电的情况下，将所述开关从断开状态切换至导通状态，另一方面，在伴随所述电动发电机的动力运行控制而所述开关被切换至断开状态，且判定为所述第2蓄电体处于异常状态的状态下，在所述第1蓄电体超过阈值而放电的情况下，维持所述开关的断开状态。发明的效果根据本发明，在伴随电动发电机的动力运行控制而开关被切换至断开状态，且判定出第2蓄电体处于异常状态的状态下，第1蓄电体超过阈值而放电的情况下，维持开关的断开状态。由此，能够防止第1蓄电体的过度放电而进行保护。附图说明图1是表示搭载有作为本发明的一个实施方式的车辆用电源装置的车辆的结构例的概略图。图2是表示电源电路的一个例子的电路图。图3是表示将起动发电机控制为发电状态时的电力供给状况的图。图4是表示将起动发电机控制为发电停止状态时的电力供给状况的图。图5是表示电池保护控制的执行步骤的一个例子的流程图。图6是表示图5所示的步骤S13的详细步骤的一个例子的流程图。图7是表示图5所示的步骤S14的详细步骤的一个例子的流程图。图8是表示电池保护控制的各过程中的电力供给状况的图。图9是表示电池保护控制的各过程中的电力供给状况的图。图10是表示电池保护控制的各过程中的电力供给状况的图。图11是表示电池保护控制的各过程中的电力供给状况的图。图12是表示电池保护控制的各过程中的电力供给状况的图。图13是表示电池保护控制的各过程中的电力供给状况的图。标号的说明10车辆用电源装置，12发动机，16起动发电机(电动发电机)，31铅电池(第1蓄电体)，32锂离子电池(第2蓄电体)，42电池控制器(蓄电体判定部)，51侧滑防止装置(大容量负载)，52电动动力转向装置(大容量负载)，53前照灯(大容量负载)，60主控制器，70开关控制部，71电池判定部(蓄电体判定部)，72电动机控制部具体实施方式下面，基于附图，对本发明的实施方式进行详细说明。图1是表示搭载有作为本发明的一个实施方式的车辆用电源装置10的车辆11的结构例的概略图。如图1所示，车辆11搭载有具有作为动力源的发动机12的动力单元13。发动机12的曲轴14经由传动带机构15与起动发电机(电动发电机)16机械地连结。另外，发动机12经由变矩器17与变速机构18连结，变速机构18经由差速器机构19等与车轮20连结。与发动机12连结的起动发电机16是作为发电机以及电动机起作用的所谓的ISG(Integrated Starter Generator)。起动发电机16不仅作为被曲轴14驱动的发电机起作用，还作为使曲轴14旋转的电动机起作用。例如，在怠速停止控制中使发动机12再起动的情况下、起步时或加速时辅助发动机12的情况下，作为电动机，起动发电机16被控制为动力运行状态。起动发电机16具有具备定子线圈的定子21和具备励磁线圈的转子22。另外，为了控制定子线圈、励磁线圈的通电状态，在起动发电机16设置有由逆变器、调节器以及微机等构成的ISG控制器23。通过利用ISG控制器23对励磁线圈、定子线圈的通电状态进行控制，能够控制起动发电机16的发电扭矩、动力运行扭矩等。[电源电路]对车辆用电源装置10所具有的电源电路30进行说明。图2是表示电源电路30的一个例子的电路图。如图2所示，电源电路30具有：铅电池(第1蓄电体)31，其与起动发电机16电连接；锂离子电池(第2蓄电体)32，其与该铅电池31并联地与起动发电机16电连接。此外，为了使锂离子电池32积极地放电，锂离子电池32的端子电压设计为比铅电池31的端子电压高。另外，为了使锂离子电池32积极地充放电，锂离子电池32的内部电阻设计为比铅电池31的内部电阻小。正极线33与铅电池31的正极端子31a连接，正极线34与锂离子电池32的正极端子32a连接，正极线35与起动发电机16的正极端子16a连接。这些正极线33～35经由连触点36彼此连接。另外，负极线37与铅电池31的负极端子31b连接，负极线38与锂离子电池32的负极端子32b连接，负极线39与起动发电机16的负极端子16b连接。这些负极线37～39与基准电位点40连接。在铅电池31的正极线33设置有切换为导通状态和断开状态的开关(开关、第1开关)SW1。通过将开关SW1控制为导通状态，能够将起动发电机16和铅电池31连接。另一方面，通过将开关SW1控制为断开状态，能够将起动发电机16和铅电池31切断。另外，在锂离子电池32的正极线34设置有对导通状态和断开状态进行切换的开关(第2开关)SW2。通过将开关SW2控制为导通状态，能够将起动发电机16和锂离子电池32连接。另一方面，通过将开关SW2控制为断开状态，能够将起动发电机16和锂离子电池32切断。这些开关SW1、SW2既可以是由MOSFET等半导体元件构成的开关，也可以是使用电磁力等使触点机械地开闭的开关。此外，开关SW1、SW2也被称为继电器、接触器等。如图1所示，在电源电路30设置有电池模块41。在该电池模块41组装有锂离子电池32，并且组装有开关SW1、SW2。另外，在电池模块41设置有由微机等构成的电池控制器42。电池控制器42具有监视锂离子电池32的充电状态SOC、充放电电流、端子电压、电池温度、内部电阻等的功能及控制开关SW1、SW2的功能。在铅电池31的正极线33连接有由多个电气负载构成的电气负载组50。作为构成电气负载组50的电气负载，设置有：使车辆的行驶姿势稳定的侧滑防止装置51；辅助驾驶员的转向操作的电动动力转向装置52；向车辆前方照射光的前照灯53；向乘员显示各种信息的仪表板54等。在例示的电气负载中，侧滑防止装置51、电动动力转向装置52以及前照灯53是消耗电力超过规定的电力阈值的大容量设备(大容量负载)。此外，作为消耗电力大的大容量设备，并不限定于前述的各装置，例如，加热鼓风机、PTC加热器以及电加热器等装置也相当于大容量设备。另外，虽然未图示，但是在铅电池31的正极线33连接有ISG控制器23、电池控制器42、后述的主控制器60等各种控制器作为电气负载。即，各种控制器23、42、60作为构成电气负载组50的电气负载之一而设置。另外，在铅电池31的负极线37设置有电池传感器55。该电池传感器55具有检测铅电池31的充电电流、放电电流、端子电压、充电状态SOC等的功能。此外，在正极线33设置有保护电气负载组50等的熔断器56。[电池充放电控制]对锂离子电池32的充放电控制进行说明。为了控制锂离子电池32的充放电，车辆用电源装置10设置有由微机等构成的主控制器60。主控制器60、前述的各控制器23、42经由CAN、LIN等车载网络61而连接为彼此自由通信。主控制器60基于锂离子电池32的充电状态SOC将起动发电机16控制为发电状态或发电停止状态，从而对锂离子电池32的充放电进行控制。此外，充电状态SOC(state of charge)是指电池的蓄电量相对于设计容量的比率。该充电状态SOC从电池控制器42发送至主控制器60。图3是表示将起动发电机16控制为发电状态时的电力供给状况的图。图4是表示将起动发电机16控制为发电停止状态时的电力供给状况的图。此外，作为起动发电机16的发电状态，有下述状态，即，通过发动机动力使起动发电机16旋转驱动的燃烧发电状态；以及通过车辆减速时的动能使起动发电机16旋转驱动的再生发电状态。如图3所示，例如在锂离子电池32的蓄电量耗竭的情况下，起动发电机16被控制为燃烧发电状态。即，在锂离子电池32的充电状态SOC低于规定的下限值的情况下，为了对锂离子电池32进行充电而提高充电状态SOC，起动发电机16被控制为燃烧发电状态。在将起动发电机16控制为燃烧发电状态时，起动发电机16的发电电压被提高为比锂离子电池32的端子电压高。由此，如图3中黑色箭头所示，电力从起动发电机16被供给至锂离子电池32、电气负载组50以及铅电池31等，因此通过起动发电机16对锂离子电池32进行充电。如图4所示，例如在锂离子电池32的蓄电量得到充分确保的情况下，起动发电机16被控制为发电停止状态。即，在锂离子电池32的充电状态SOC超过规定的上限值的情况下，为了促进锂离子电池32的放电而减小发动机负载，起动发电机16被控制为发电停止状态。在将起动发电机16控制为发电停止状态时，起动发电机16的发电电压被降低为比锂离子电池32的端子电压低。由此，如图4中黑色箭头所示，电力从锂离子电池32被供给至电气负载组50，因此能够抑制起动发电机16的发电，能够降低发动机负载。如前所述，基于充电状态SOC将起动发电机16控制为燃烧发电状态、发电停止状态，但是从提高车辆11的燃料消耗性能的观点出发，在车辆减速时将起动发电机16控制为再生发电状态。由此，能够将车辆11的动能转换为电能并回收，能够提高车辆11的能效。对于是否执行起动发电机16的再生发电，基于加速踏板、制动踏板的操作状况等来确定。例如，在车辆行驶中加速踏板的踩踏被解除的情况下、车辆行驶中踩踏了制动踏板的情况下，起动发电机16的发电电压被提高为比锂离子电池32的端子电压高，如图3所示，起动发电机16被控制为再生发电状态。此外，如图3以及图4所示，在将起动发电机16控制为燃烧发电状态、再生发电状态以及发电停止状态时，开关SW1、SW2被保持为导通状态。[电池保护控制]下面，对保护铅电池31的电池保护控制进行说明。该电池保护控制是通过主控制器60在每个规定周期执行的。图5是表示电池保护控制的执行步骤的一个例子的流程图。另外，图6是表示图5所示的步骤S13的详细步骤的一个例子的流程图，图7是表示图5所示的步骤S14的详细步骤的一个例子的流程图。另外，图8～图13是表示电池保护控制的各过程中的电力供给状况的图。此外，在图5～图13中，开关SW1、SW2的导通状态记载为ON，开关SW1、SW2的断开状态记载为OFF。另外，在图5～图7中，起动发电机16记载为ISG，铅电池31记载为PbB，锂离子电池32记载为LIB。如图1所示，在集中各控制器23、42的主控制器60设置有开关控制部70、电池判定部71以及电动机控制部72等。主控制器60的开关控制部70基于起动发电机16、铅电池31以及锂离子电池32的动作状态，设定开关SW1、SW2的动作目标，将符合该动作目标的控制信号向电池控制器42输出。另外，主控制器60的电池判定部(蓄电体判定部)71基于起动发电机16、锂离子电池32的动作状态，判定锂离子电池32是否为能够正常放电的正常状态。并且，主控制器60的电动机控制部72基于开关SW1、SW2、起动发电机16的动作状态，设定起动发电机16的动作目标，将符合该动作目标的控制信号向ISG控制器23输出。如图5所示，在步骤S10中，判定起动发电机16的动力运行条件是否成立。起动发电机16的动力运行条件成立的状况是指，在发动机起动时通过起动发电机16使发动机12起动旋转的状况；在车辆起步时、车辆加速时通过起动发电机16对发动机12进行辅助驱动的状况。在步骤S10中，在判定为起动发电机16的动力运行条件成立的情况下，进入至步骤S11，开关SW1从导通状态切换至断开状态。接着，在步骤S12中，向ISG控制器23输出动力运行指令，起动发电机16被控制为动力运行状态。由此，在将起动发电机16控制为动力运行状态时，开关SW1从导通状态切换至断开状态。如图8所示，通过将开关SW1切换至断开状态，由锂离子电池32以及起动发电机16构成的电源电路62与由铅电池31以及电气负载组50构成的电源电路63彼此切断。即，如图8中黑色箭头所示，即使在起动发电机16的消耗电力增加的状况下，也能够从铅电池31向电气负载组50供给电力，而不是电力从铅电池31被供给至起动发电机16。由此，能够防止针对电气负载组50的瞬间的电压降低即瞬降，能够不给乘员带来不适感地控制车辆11。如图5所示，在步骤S12中，如果动力运行指令被输出至起动发电机16，则进入至步骤S13，判定铅电池31的放电状况是否为高负载放电。接着，按照图6所示的流程图，对判定铅电池31的放电状况是否为高负载放电时的步骤进行说明。如图6所示，在判定铅电池31的放电状况是否为高负载放电时，在步骤S20中，判定铅电池31的端子电压V_Pb是否低于规定的阈值电压v1。在该步骤S20中，在判定为端子电压V_Pb低于阈值电压v1的情况下，进入至步骤S21，判定铅电池31的放电状况为高负载放电、即为铅电池31超过规定的阈值而放电的状况。在步骤S20中，在判定为铅电池31的端子电压V_Pb大于或等于阈值电压v1的情况下，进入至步骤S22，判定铅电池31的放电电流I_Pb是否超过规定的阈值电流i1。在该步骤S22中，在判定为放电电流I_Pb超过阈值电流i1的情况下，进入至步骤S21，判定铅电池31的放电状况为高负载放电、即为铅电池31超过规定的阈值而放电的状况。在步骤S22中，在判定为铅电池31的放电电流I_Pb小于或等于阈值电流i1的情况下，进入至步骤S23，判定消耗电力大的大容量设备51～53是否动作。在步骤S23中，在判定为大容量设备51～53中的至少任一个动作的情况下，进入至步骤S21，判定铅电池31的放电状况为高负载放电、即为铅电池31超过规定的阈值而放电的状况。另一方面，在步骤S23中，在判定为大容量设备51～53均未动作的情况下，进入至步骤S24，判定铅电池31的放电状况为低负载放电、即为铅电池31低于规定的阈值而放电的状况。即，在判定为铅电池31的端子电压V_Pb大于或等于阈值电压v1、判定为铅电池31的放电电流I_Pb小于或等于阈值电流i1、且判定为大容量设备51～53均未动作的情况下，判定铅电池31的放电状况为低负载放电。按照上述的步骤，在判定为铅电池31的放电状况为高负载放电的情况下，如图5所示，进入至步骤S14，判定锂离子电池32是否为无法正常放电的异常状态。接着，按照图7所示的流程图，对判定锂离子电池32是否为异常状态时的步骤进行说明。如图7所示，在判定锂离子电池32是否为异常状态时，在步骤S30中，判定主控制器60是否接收到表示锂离子电池32的异常状态的异常信号。对于还作为蓄电体判定部起作用的电池控制器42，在锂离子电池32的内部电阻低于规定的阈值电阻的情况下，判定为锂离子电池32处于能够正常放电的正常状态，在锂离子电池32的内部电阻超过规定的阈值电阻的情况下，判定为锂离子电池32处于无法正常放电的异常状态。另外，作为电池控制器42，在锂离子电池32的充电状态SOC超过规定的蓄电阈值的情况下，判定为锂离子电池32处于能够正常放电的正常状态，在锂离子电池32的充电状态SOC低于规定的蓄电阈值的情况下，判定为锂离子电池32处于无法正常放电的异常状态。即，在锂离子电池32的内部电阻超过规定的阈值电阻的情况下、锂离子电池32的充电状态SOC低于规定的蓄电阈值的情况下，通过电池控制器42判定为锂离子电池32处于异常状态。而且，电池控制器42将表示锂离子电池32的异常状态的异常信号向主控制器60发送。在步骤S30中判定为主控制器60未接收到异常信号的情况下，进入至步骤S31，判定动力运行指令是否输出至起动发电机16。在步骤S31中判定为动力运行指令输出至起动发电机16的情况下，进入至步骤S32，判定锂离子电池32的放电电流I_LIB是否低于规定的阈值电流i2。在步骤S32中判定为锂离子电池32的放电电流I_LIB大于或等于阈值电流i2的情况下，处于伴随起动发电机16的动力运行控制而从锂离子电池32供给充分的电流的状况。因此，进入至步骤S33，判定为锂离子电池32处于正常状态。另一方面，在步骤S32中判定为锂离子电池32的放电电流I_LIB低于阈值电流i2的情况下，处于伴随起动发电机16的动力运行控制而未从锂离子电池32供给充分的电流的状况。因此，进入至步骤S34，判定为锂离子电池32处于异常状态。另外，在步骤S30中判定为主控制器60接收到异常信号的情况下，也进入至步骤S34，判定为锂离子电池32处于异常状态。按照上述的步骤，在判定为锂离子电池32处于正常状态的情况下，如图5所示，进入至步骤S15，开关SW1从断开状态切换至导通状态。由此，在判定为铅电池31的放电状况为高负载放电，且锂离子电池32处于正常状态的情况下，开关SW1从断开状态切换至导通状态。在此，在开关SW1断开了的状态下铅电池31的放电状况为高负载放电的情况，是指从铅电池31向电气负载组50供给的电力增加的状况。因此，如图9所示，开关SW1从断开状态切换至导通状态，锂离子电池32与电气负载组50连接。即，如图9中黑色箭头所示，能够从锂离子电池32向电气负载组50供给电力，能够防止铅电池31的过度放电而保护铅电池31。另外，能够使车辆用电源装置10的电源电压稳定，能够使电气负载组50正常起作用。如图5所示，在步骤S14中判定为锂离子电池32处于无法正常放电的异常状态的情况下，进入至步骤S16，持续开关SW1的断开状态。由此，判定为锂离子电池32处于异常状态的状况，是指如图10所示，虽然动力运行指令输出至起动发电机16，但未从锂离子电池32向起动发电机16供给充分的电力的状况。即，在图10所示的状况下如果将开关SW1切换至导通状态，则如箭头α所示，电力从铅电池31向动力运行指令中的起动发电机16供给，因此担心使铅电池31过度放电。因此，如图5所示，在步骤S14中判定为锂离子电池32处于异常状态的情况下，进入至步骤S16，持续开关SW1的断开状态。由此，如图10所示，能够避免铅电池31相对于动力运行指令中的起动发电机16的连接，能够防止铅电池31的过度放电而保护铅电池31。如图5所示，在步骤S16中，如果持续开关SW1的断开状态，则进入至步骤S17，向起动发电机16输出发电指令，起动发电机16被控制为发电状态。接着，进入至步骤S18，开关SW1从断开状态切换至导通状态，进入至步骤S19，开关SW2从导通状态切换至断开状态。即，如图11所示，在持续开关SW1的断开状态的状态下，向起动发电机16输出发电指令。而且，如图12所示，开关SW1从断开状态切换至导通状态。由此，如图12中黑色箭头所示，能够从起动发电机16向电气负载组50供给电力，能够防止铅电池31的过度放电而保护铅电池31。并且，如图13所示，开关SW2从导通状态切换至断开状态。由此，能够将异常状态的锂离子电池32从电源电路30切断，能够提高车辆用电源装置10的可靠性。如上说明，在判定为伴随起动发电机16的动力运行控制而开关SW1切换至断开状态，且锂离子电池32处于正常状态的状态下，在铅电池31超过阈值而放电的情况下，开关SW1从断开状态切换至导通状态。由此，能够从处于正常状态的锂离子电池32供给电力，能够防止铅电池31的过度放电。另一方面，在判定为伴随起动发电机16的动力运行控制而开关SW1切换至断开状态，且锂离子电池32处于异常状态的状态下，在铅电池31超过阈值而放电的情况下，维持开关SW1的断开状态。由此，能够避免从铅电池31向起动发电机16的放电，能够防止铅电池31的过度放电。本发明并不限定于所述实施方式，在不脱离其主旨的范围内能够进行各种变更。在前述的说明中，作为第1蓄电体采用了铅电池31，作为第2蓄电体采用了锂离子电池32，但并不限定于此，也可以采用其他种类的电池、电容器。另外，当然第1蓄电体和第2蓄电体不限定于不同种类的蓄电体，也可以是相同种类的蓄电体。另外，在前述的说明中，作为电动发电机采用了作为ISG的起动发电机16，但并不限定于此，也可以采用作为混合动力车辆的动力源的电动发电机。在前述的说明中，虽然使主控制器60作为开关控制部、蓄电体判定部以及电动机控制部起作用，但并不限定于此，可以将其他控制器作为开关控制部、蓄电体判定部以及电动机控制部起作用，也可以通过多个控制器构成开关控制部、蓄电体判定部以及电动机控制部。另外，在前述的说明中，虽然在电池模块41组装有开关SW1、SW2，但并不限定于此，当然也可以在电池模块41的外部设置开关SW1、SW2。并且，在前述的说明中，在锂离子电池32的正极线34设置有开关SW2，但并不限定于此。例如，如图2中单点划线所示，也可以在锂离子电池32的负极线38设置开关SW2。在图6所示的流程图中，经由步骤S20、22、23判定铅电池31是否为高负载放电，但并不限定于此，也可以按照其他步骤判定铅电池31是否为高负载放电。另外，在图7所示的流程图中，经由步骤S30、31、32而判定锂离子电池32是否处于异常状态，但并不限定于此，也可以按照其他步骤判定锂离子电池32是否处于异常状态。 | 本发明保护蓄电体。具有：起动发电机(16)，其与发动机连结；铅电池(31)，其与起动发电机(16)连接；锂离子电池(32)，其与铅电池(31)并联地与起动发电机(16)连接；开关(SW1)，其切换为将起动发电机(16)和铅电池(31)连接的导通状态和将起动发电机(16)和铅电池(31)切断的断开状态；开关控制部，其在起动发电机(16)被控制为动力运行状态的情况下，将开关从导通状态切换至断开状态；蓄电体判定部，其判定锂离子电池是否处于能够正常放电的正常状态，开关控制部在伴随起动发电机的动力运行控制而开关被切换至断开状态，且判定为锂离子电池为异常状态的状态下，在铅电池超过阈值而放电的情况下，维持开关的断开状态。 | CN:201711460743.7A | https://patentimages.storage.googleapis.com/42/1c/b9/4ff10066e20771/CN108656968A.pdf | NaN | 木下贵博 | Subaru Corp | US:20010040060:A1, CN:1819940:A, CN:102076517:A, CN:102834280:A, US:9340118, CN:103842226:A, JP:2014033571:A, CN:104300595:A, CN:105083044:A, US:20160137078:A1, JP:2016194253:A | Not available | 2018-10-16 | 1.一种车辆用电源装置，其搭载于车辆，其中，, 该车辆用电源装置具有：, 电动发电机，其与发动机连结；, 第1蓄电体，其与所述电动发电机连接；, 第2蓄电体，其与所述第1蓄电体并联地与所述电动发电机连接；, 开关，其切换为将所述电动发电机和所述第1蓄电体连接的导通状态、和将所述电动发电机和所述第1蓄电体切断的断开状态；, 开关控制部，其在所述电动发电机被控制为动力运行状态的情况下，将所述开关从导通状态切换至断开状态；以及, 蓄电体判定部，其判定所述第2蓄电体是处于能够正常放电的正常状态、还是处于无法正常放电的异常状态，, 作为所述开关控制部，, 在伴随所述电动发电机的动力运行控制而所述开关被切换至断开状态，且判定为所述第2蓄电体处于正常状态的状态下，在所述第1蓄电体超过阈值而放电的情况下，将所述开关从断开状态切换至导通状态，, 另一方面，在伴随所述电动发电机的动力运行控制而所述开关被切换至断开状态，且判定为所述第2蓄电体处于异常状态的状态下，在所述第1蓄电体超过阈值而放电的情况下，维持所述开关的断开状态。, \n \n, 2.根据权利要求1所述的车辆用电源装置，其中，, 控制所述电动发电机的电动机控制部在判定为所述第2蓄电体处于异常状态而维持所述开关的断开状态的情况下，将所述电动发电机从动力运行状态切换至发电状态。, \n \n \n, 3.根据权利要求1或2所述的车辆用电源装置，其中，, 该车辆用电源装置具有：, 作为所述开关的第1开关；以及, 第2开关，其切换为将所述电动发电机和所述第2蓄电体连接的导通状态和将所述电动发电机和所述第2蓄电体切断的断开状态，, 所述开关控制部在判定为所述第2蓄电体处于异常状态而维持所述第1开关的断开状态的情况下，将所述第2开关从导通状态切换至断开状态。, \n \n \n \n, 4.根据权利要求1～3中任一项所述的车辆用电源装置，其中，, 作为所述蓄电体判定部，, 在所述电动发电机被控制为动力运行状态的状况下，在所述第2蓄电体的放电电流大于或等于阈值电流的情况下，判定为所述第2蓄电体处于正常状态，, 在所述电动发电机被控制为动力运行状态的状况下，在所述第2蓄电体的放电电流低于所述阈值电流的情况下，判定为所述第2蓄电体处于异常状态。, \n \n \n \n \n, 5.根据权利要求1～4中任一项所述的车辆用电源装置，其中，, 作为所述蓄电体判定部，, 在所述第2蓄电体的充电状态超过蓄电阈值的情况下，判定为所述第2蓄电体处于正常状态，, 在所述第2蓄电体的充电状态低于所述蓄电阈值的情况下，判定为所述第2蓄电体处于异常状态。, \n \n \n \n \n \n, 6.根据权利要求1～5中任一项所述的车辆用电源装置，其中，, 作为所述蓄电体判定部，, 在所述第2蓄电体的内部电阻低于阈值电阻的情况下，判定为所述第2蓄电体处于正常状态，, 在所述第2蓄电体的内部电阻超过所述阈值电阻的情况下，判定为所述第2蓄电体处于异常状态。, \n \n \n \n \n \n \n, 7.根据权利要求1～6中任一项所述的车辆用电源装置，其中，, 所述第1蓄电体超过阈值而放电的情况是指下述情况中的至少任一种情况：所述第1蓄电体的放电电流超过阈值电流的情况；所述第1蓄电体的端子电压低于阈值电压的情况；以及与所述第1蓄电体连接的大容量负载动作的情况。 | CN | China | Granted | B | True |
| 333 | 车辆 \n | CN103648834B | 技术领域\n\t本发明通常涉及车辆，更特定而言，涉及构成为能够通过从车辆外部的电源接受电力供给来对蓄电装置充电的车辆。\n\t背景技术\n\t关于以往的车辆，例如，在日本特开2011-15548号公报中公开了具有用于对蓄电装置充电的多个单元、并且以提高对于用户的便利性为目的的电动车辆（专利文献1）。\n\t作为专利文献1所公开的电动车辆的混合动力车辆具有电力电缆及接入口、和接受输入到电力电缆及接入口的电力的充电器。在使用电力电缆进行充电的情况下，将配置在充电器与电力电缆之间的继电器控制为接通状态，另一方面，对配置在充电器与接入口之间的继电器进行断开控制。另外，在使用接入口进行充电的情况下，将配置在充电器与电力电缆之间的继电器控制为断开状态，另一方面，对配置在充电器与接入口之间的继电器进行接通控制。\n\t另外，在日本特开2009-27851号公报中公开了构造简单、且以防止忘记关闭内盖为目的的车辆的充电口构造（专利文献2）。专利文献2所公开的车辆的充电口构造具有：充电连接器；用于覆盖充电连接器的内盖；收容部，配置有充电连接器，为在右侧后部车体的内部侧设置的凹陷区域；以及用于将该收容部的开口堵住的外盖。\n\t另外，在日本特开2010-172126号公报中公开了以改善电缆的扭曲为目的的车辆用充电电缆（专利文献3）。专利文献3所公开的车辆用充电电缆具有：能够与车辆的充电口连接的车辆侧连接器部，和电缆，一端与车辆侧连接器部连接，另一端与外部电源用的插头连接。\n\t另外，在日本特开2010-52861号公报中公开了以能够安全使用且外观也良好为目的的电动汽车充电用线组（专利文献4）。\n\t专利文献4所公开的电动汽车充电用线组具有：切断装置，具有一对端子部，在漏电时对一对端子部之间进行切断；第一线，一端设置有与设置于建筑物的壁面的插座连接的插头，另一端与切断装置的一个端子部连接；第二线，一端设置有与电动汽车的接入口连接的连接器，另一端与切断装置的另一个端子部连接。\n\t在先技术文献\n\t专利文献1：日本特开2011-15548号公报\n\t专利文献2：日本特开2009-27851号公报\n\t专利文献3：日本特开2010-172126号公报\n\t专利文献4：日本特开2010-52861号公报\n\t发明内容\n\t发明要解决的问题\n\t上述的专利文献1所公开的混合动力车辆中，作为用于对蓄电装置充电的充电单元，具有电力电缆和接入口这两个单元。在该情况下，在使用电力电缆和接入口中的任意一方进行充电时，需要防止电力电缆和接入口中的另一方成为活线状态（通电状态）。因此，在专利文献1中，在充电器与电力电缆及接入口之间分别设置继电器，并配合所使用的充电单元对这些继电器进行接通、断开控制。\n\t然而，在这样的结构中，对于仅具备一个用于对蓄电装置充电的单元的车辆，有可能会需要进行大幅度的电路变更，或者车辆的变更规模有可能会变大。\n\t因此，本发明的目的在与解决上述问题，以简易的结构提供一种具备了用于对蓄电装置充电的多个充电单元的车辆。\n\t用于解决问题的手段\n\t本发明的车辆具备：蓄电装置；第一充电单元及第二充电单元，用于从车辆外部的电源向蓄电装置供给电力；操作构件，伴随使用第一充电单元的充电操作而被操作；以及连接单元，与操作构件机械连结，用于将蓄电装置与第二充电单元之间电连接。连接单元设置成：在对操作构件进行操作时，伴随其变位而解除由连接单元实现的蓄电装置与第二充电单元之间的电连接。\n\t根据如此构成的车辆，在使用第一充电单元时，通过操作构件的操作来解除蓄电装置与第二充电单元的电连接，因此，在充电时没有被使用的一侧的第二充电单元的电路不会成为活线状态。由此，能够以简易的结构实现具备了用于对蓄电装置充电的多个单元的车辆。\n\t另外优选，第一充电单元是能够与在车辆外部的电源附设的外部连接器连接的充电部。第二充电单元是具有能够与车辆外部的电源连接的插头、且搭载于车辆的电缆。连接单元是具有能够与充电部连接的连接器、且用于将充电部与电缆之间电连接的配线。操作构件是覆盖充电部、且设置成自由开闭的盖部。连接器在关闭了盖部的状态下与充电部连接，伴随盖部的打开操作而从充电部卸下。\n\t根据如此构成的车辆，在使用充电部时，通过盖部的打开操作来解除充电部与电缆之间的电连接，因此，在充电时没有被使用的一侧的电缆的电路不会成为活线状态。由此，能够以简易的结构实现具备了用于对蓄电装置充电的多个单元的车辆。\n\t另外优选，车辆还具备在车辆车体的表面开口、且收容充电部的充电部收容部。盖部是将充电部收容部的开口堵住的外盖。\n\t根据如此构成的车辆，通过使外盖与连接器一体化，能够使车辆的结构简易化。另外，伴随外盖的开闭操作，连接器相对于充电部自动地装卸，因此，能够容易地进行充电时的作业。\n\t另外优选，车辆还具备在车辆车体的表面开口且收容充电部的充电部收容部、和将充电部收容部的开口堵住的外盖。盖部是配置在充电部收容部、且设置成能够相对于充电部装卸的内盖。\n\t根据如此构成的车辆，通过使内盖与连接器一体化，能够使车辆的结构简易化。另外，由于连接器伴随内盖的开闭操作而相对于充电部自动地装卸，所以能够容易地进行充电时的作业。\n\t另外优选，在充电部收容部形成有用于将配线向充电部拉出的配线拉出部。配线设置成能够调整从配线拉出部向充电部收容部的拉出长度。\n\t根据如此构成的车辆，能够配合进行了开闭操作的外盖或内盖的位置而使配线从配线拉出部向充电部收容部的拉出长度自由变化。\n\t另外优选，车辆还具备能够卷取电缆的电缆卷盘。根据如此构成的车辆，作为用于对蓄电装置充电的充电单元，能够以简易的结构将电缆和充电部搭载于车辆，所述电缆具备能够与车辆外部的电源连接的插头且卷绕于电缆卷盘，所述充电部能够与在车辆外部的电源附设的外部连接器连接。\n\t另外优选，第一充电单元是具有能够与车辆外部的电源连接、且搭载于车辆的电缆。第二充电单元是能够与在车辆外部的电源附设的外部连接器连接的充电部。连接单元是具备连接器、且用于将充电部与蓄电装置之间电连接的配线。操作构件是覆盖插头、且设置成自由开闭的盖部。盖部具有与蓄电装置电连接、且能够与连接器连接的连接部。连接器在关闭了盖部的状态下与连接部连接，伴随盖部的打开操作而从连接部卸下。\n\t根据如此构成的车辆，在使用所车载的电缆时，通过盖部的打开操作而解除蓄电装置与充电部之间的电连接，因此，在充电时没有被使用的一侧的充电部的电路不会成为活线状态。由此，能够以简易的结构实现具备了用于对蓄电装置充电的多个单元的车辆。\n\t发明的效果\n\t如以上说明那样，根据本发明，能够以简易的结构提供一种具备了用于对蓄电装置充电的多个充电单元的车辆。\n\t附图说明\n\t图1是表示本发明的实施方式1的混合动力汽车的立体图。\n\t图2是表示图1中的混合动力汽车的左侧视图。\n\t图3是表示图1中的混合动力汽车的右侧视图。\n\t图4是表示图1中的混合动力汽车的俯视图。\n\t图5是表示与混合动力汽车的电动发电机控制相关的结构的电路图。\n\t图6是表示采用使用了车载电缆的充电方式的情况下的充电部的剖视图。\n\t图7是表示采用使用了充电用电缆的充电方式的情况下的充电部的剖视图。\n\t图8是表示本发明的实施方式2的混合动力汽车的剖视图。\n\t图9是表示本发明的实施方式2的混合动力汽车的其他剖视图。\n\t图10是表示本发明的实施方式3的混合动力汽车的俯视图。\n\t图11是表示采用使用了充电用电缆的充电方式的情况下的混合动力汽车的剖视图。\n\t图12是表示采用使用了车载电缆的充电方式的情况下的混合动力汽车的剖视图。\n\t具体实施方式\n\t参照附图，对本发明的实施方式进行说明。此外，在以下所参照的附图中，对相同或与其相当的构件标注相同的标号。\n\t（实施方式1）\n\t图1是表示本发明的实施方式1的混合动力汽车的立体图。图2是表示图1中的混合动力汽车的左侧视图。图3是表示图1中的混合动力汽车的右侧视图。\n\t参照图1～图3，本实施方式的混合动力汽车10以汽油发动机、柴油发动机等发动机和被从能够充放电的二次电池（电池）供给电力的马达为动力源。\n\t混合动力汽车10具有车体11、燃料箱19和电池20。\n\t车体11形成混合动力汽车10的外廓。车体11的表面包括上表面12、下表面13和周面14。周面14是配置在俯视观察到的混合动力汽车10的外周上的表面，具有侧面15及侧面16、前面17和背面18。侧面15及侧面16配置在车辆侧方，前面17配置在车辆前方，背面18配置在车辆后方。\n\t在侧面15形成有乘降用开口部22。在乘降用开口部22设置有门23和门24，以使得能够对该开口进行开闭。在侧面16形成有乘降用开口部25。在乘降用开口部25设置有门26和门27，以使得能够对该开口进行开闭。\n\t在驾驶员乘坐的驾驶席113设置有方向盘114等用于操作混合动力汽车10的操作部。在本实施方式中，驾驶席113配置在侧面16一侧而非侧面15一侧。驾驶席113也可以配置在侧面15一侧而非侧面16一侧。\n\t混合动力汽车10还具有供油部33及盖部34、和充电部31及外盖32。\n\t供油部33设置在侧面15。供油部33配置在比乘降用开口部22靠车辆后方侧的位置。盖部34以能够自由开闭的方式设置在车体11的表面上。供油部33配置在盖部34的内侧。供油部33与燃料箱19连接。在向混合动力汽车10供给燃料时，打开盖部34，将供油喷嘴插入至供油部33。供给到供油部33的燃料被引导至燃料箱19。\n\t充电部31具有用于连接电路的端子。充电部31设置为用于从车辆外部的电源接受电力供给的充电单元。在本实施方式中，为了从外部电源95接受电力供给，充电部31具有能够与充电用电缆94的连接器93连接的形状。\n\t充电部31设置在侧面15。充电部31配置在比乘降用开口部22靠车辆前方侧的位置。外盖32以能够自由开闭的方式设置在车体11的表面上。充电部31配置在外盖32的内侧。\n\t此外，在本实施方式中，对充电部31设置在侧面15且比乘降用开口部22靠车辆前方侧的位置的情况进行了说明，但不限于这样的位置，例如，充电部31也可以设置在侧面15且比乘降用开口部22靠车辆后方侧的位置，还可以设置在侧面16且比乘降用开口部22靠车辆前方侧或靠车辆后方侧的位置。\n\t混合动力汽车10还具有车载电缆96和电缆卷盘30。车载电缆96由长条的电缆形成。车载电缆96设置为用于从车辆外部的电源接受电力供给的充电单元。在本实施方式中，为了从家庭用电源接受电力供给，车载电缆96具有能够与插座98连接的插头97。车载电缆96搭载于混合动力汽车10。\n\t电缆卷盘30设置为用于收容车载电缆96的电缆收容装置。电缆卷盘30构成为具有能够旋转的卷绕有车载电缆96的滚筒。该滚筒可以通过马达而能够旋转，也可以通过手动而能够旋转。车载电缆96以卷取于电缆卷盘30的形态搭载于混合动力汽车10。\n\t此外，用于收容车载电缆96的电缆收容装置并不限于电缆卷盘30，例如，也可以是以折叠的形态收容车载电缆96的电缆收容箱。\n\t混合动力汽车10构成为能够通过从车辆外部的电源接受电力供给来对电池20充电。特别是，在本实施方式中，作为用于对电池20充电的充电单元而准备有充电部31和车载电缆96这两个充电单元，用户能够根据充电时的车辆周边环境来选择最佳的充电方式。典型地，在混合动力汽车10停车在自家的停车场的情况下，拉出车载电缆96，将插头97与插座98连接，从家庭用电源进行充电（使用了车载电缆96的充电方式）。另外，在混合动力汽车10停靠在设置于公共道路的充电站的情况下，将配备在充电站的充电用电缆94的连接器93与充电部31连接，从外部电源95进行充电（使用了充电用电缆94的充电方式）。\n\t图4是表示图1中的混合动力汽车的俯视图。图5是表示与混合动力汽车的电动发电机控制相关的结构的电路图。\n\t参照图4和图5，混合动力汽车10还具有发动机1、电动发电机MG1、MG2、动力分配机构2、电容器C、电抗器L、转换器4、变换器5及变换器6、车辆ECU（ElectronicControlUnit：电子控制单元）7、以及充电器9。\n\t动力分配机构2与发动机1及电动发电机MG1、MG2连接，在它们之间分配动力。例如，作为动力分配机构2，使用具有太阳轮、行星轮架和齿圈的三个旋转轴的行星齿轮机构。这三个旋转轴与发动机1、电动发电机MG1、MG2的各旋转轴连接。例如，使电动发电机MG1的转子为中空，并在其中心通过发动机1的曲轴，由此将发动机1及电动发电机MG1、MG2与动力分配机构2机械连接。\n\t此外，电动发电机MG2的旋转轴通过未图示的减速装置、差动装置与作为驱动轮的前轮3连接。也可以在动力分配机构2的内部进一步组装相对于电动发电机MG2的旋转轴的减速器。\n\t电动发电机MG1作为由发动机1驱动的发电机进行工作且作为能够进行发动机1的启动的电动机进行工作而组装于混合动力汽车10。电动发电机MG2作为对作为混合动力汽车10的驱动轮的前轮3进行驱动的电动机而组装于混合动力汽车10。\n\t电动发电机MG1、MG2例如是三相交流同步电动机。电动发电机MG1、MG2包括由U相线圈、V相线圈、W相线圈构成的三相线圈作为定子线圈。\n\t电动发电机MG1使用发动机输出来产生三相交流电压，并将所产生的三相交流电压向变换器5输出。电动发电机MG1通过从变换器5接受的三相交流电压来产生驱动力，进行发动机1的启动。\n\t电动发电机MG2通过从变换器6接受的三相交流电压来产生车辆的驱动转矩。在车辆再生制动时，电动发电机MG2产生三相交流电压并向变换器6输出。\n\t作为电池20，例如可以使用镍氢电池、锂离子电池、铅蓄电池等二次电池。另外，也可以取代电池20而使用大电容的双电荷层电容器。\n\t在电池20与充电部31之间设置有充电器9。电池20与充电器9通过线束41而电连接，充电器9与充电部31通过线束42而电连接。充电器9通过车辆ECU7的控制信号CNTL1来控制驱动。充电器9作为AC/DC转换器发挥功能，将通过充电部31从外部电源供给的交流电流变换为直流电流，并作为预定的电压。\n\t混合动力汽车10还具有带有专用连接器的线束43。线束43由长条的电缆形成。线束43的一端与车载电缆96电连接。在本实施方式中，线束43的一端暂时与电缆卷盘30连接，并在电缆卷盘30内与车载电缆96电连接。\n\t在线束43的另一端设置有连接器44。连接器44具有能够与充电部31连接的形状。即，线束43的连接器44和充电用电缆94的连接器93具有相同的端子形状。连接器44和连接器93具有以下的相同的端子形状：具有两根电源引脚、一根接地引脚和两根信号引脚。在连接器44与充电部31连接的状态下，车载电缆96与充电部31之间通过线束43而电连接。\n\t如图3中所示，在混合动力汽车10形成有收容发动机1、电动发电机MG1、MG2等的驱动装置收容室37、供乘员乘坐的乘员室38、和放行李等的行李室39。驱动装置收容室37配置在比乘员室38靠车辆前方侧的位置，行李室39配置在比乘员室38靠车辆后方侧的位置。在本实施方式中，车载电缆96搭载于行李室39。车载电缆96配置在侧面16侧而非侧面15一侧。车载电缆96配置在侧面15和侧面16中与驾驶席113相同的侧面一侧。\n\t此外，车载电缆96也可以配置在侧面15和侧面16中与充电部31相同的侧面一侧。车载电缆96并不限于搭载于行李室39，也可以搭载于驱动装置收容室37。\n\t参照图1～图5，在本实施方式的混合动力汽车10中，在采用使用了车载电缆96的充电方式的情况下，在将连接器44与充电部31连接的状态下将车载电缆96的插头97与插座98连接。由此，家庭用电源的电力通过车载电缆96和线束43向电池20供给。另一方面，在采用使用了充电用电缆94的充电方式的情况下，从充电部31卸下连接器44，并将充电用电缆94的连接器93与充电部31连接。由此，外部电源95的电力通过充电用电缆94向电池20供给。\n\t根据这样的结构，在采用使用了充电用电缆94的充电方式的情况下，将连接器44从充电部31卸下，因此，沿着线束43、电缆卷盘30和车载电缆96而形成的、在电池20的充电时没有被使用一侧的电路不会成为活线状态。因此，在对仅采用使用了充电用电缆94的充电方式的车辆追加包括车载电缆96、电缆卷盘30和线束43的电缆卷盘组46（参照图5）的情况下，不需要设置用于使电路接通、断开的继电器控制，不需要对车辆ECU7的系统进行大幅变更。\n\t图6是表示采用使用了车载电缆的充电方式的情况下的充电部的剖视图。图7是表示采用使用了充电用电缆的充电方式的情况下的充电部的剖视图。在图6和图7中示出了由图1中的双点划线VI包围的范围。\n\t参照图6，混合动力汽车10具有充电部收容部56和内盖61。\n\t充电部收容部56由在车体11的表面开口的凹部形成。在本实施方式中，充电部收容部56由在侧面15开口的凹部形成。充电部收容部56由从侧面15延伸且配置为筒状的侧壁58和与侧面15的开口相对而配置的底壁57分区形成。在充电部收容部56收容充电部31。充电部31固定于底壁57。\n\t外盖32设置成将充电部收容部56的开口堵住。外盖32安装成能够相对于侧面15自由开闭。外盖32设置成能够以支承于侧面15的旋转轴51为支点自由摇动。\n\t内盖61配置在充电部收容部56的内侧。内盖61设置成能够相对于充电部31自由装卸。内盖61设置成覆盖充电部31的端子。在本实施方式中，在内盖61设置有线束43的连接器44。在内盖61安装于充电部31的状态下，连接器44与充电部31连接，在内盖61从充电部31卸下的状态下，连接器44从充电部31卸下。\n\t根据这样的结构，在外盖32关闭的状态下，内盖61安装于充电部31。因此，在采用使用了车载电缆96的充电方式的情况下，无需接触充电部31，连接器44处于与充电部31连接的状态。因此，通过将车载电缆96的插头97与插座98连接来进行电池20的充电。另一方面，在采用使用了充电用电缆94的充电方式的情况下，打开外盖32，从充电部31卸下内盖61，由此从充电部31卸下连接器44。并且，通过将充电用电缆94的连接器93与充电部31连接来进行电池20的充电。\n\t根据这样的结构，通过使内盖61与连接器44一体化，能够使混合动力汽车10的结构简易化。另外，伴随内盖61的开闭操作，连接器44相对于充电部31自动地装卸，因此，能够容易地进行充电时的作业。\n\t混合动力汽车10还具有线束拉出部62。线束拉出部62由能够供线束43通过的衬套形成。线束拉出部62固定于侧壁58。线束43插通于线束拉出部62而向充电部收容部56拉出。线束43以能够相对于线束拉出部62滑动的方式插通。\n\t根据这样的结构，通过线束拉出部62而向充电部收容部56拉出的线束43的长度能够自由调整。因此，在采用使用了充电用电缆94的充电方式的情况下，能够使从充电部31卸下的内盖61退避至不与充电用电缆94的连接器93产生干涉的适当的位置。\n\t针对以上说明的本发明的实施方式1的混合动力汽车10的构造进行汇总说明，作为本实施方式的车辆的混合动力汽车10具备：作为蓄电装置的电池20；作为第一充电单元的充电部31和作为第二充电单元的车载电缆96，用于从车辆外部的电源向电池20供给电力；作为操作构件的内盖61，伴随使用充电部31的充电操作而被操作；以及线束43，与内盖61机械连结，用于将电池20与车载电缆96之间电连接。线束43设置成：在操作内盖61时，伴随其变位而解除由线束43实现的电池20与车载电缆96之间的电连接。\n\t第一充电单元是能够与作为外部连接器的连接器93连接的充电部31，该连接器93附设在作为车辆外部的电源的外部电源95。第二充电单元是作为具有能够与车辆外部的电源的插座98连接的插头97、且搭载于车辆的电缆的车载电缆96。连接单元是作为具有能够与充电部31连接的连接器44、且用于将充电部31与车载电缆96之间电连接的配线的线束43。操作构件是作为覆盖充电部31、且设置成能够自由开闭的盖部的内盖61。连接器44在关闭了内盖61的状态下与充电部31连接，并且伴随内盖61的打开操作而从充电部31卸下。\n\t根据如此构成的本发明的实施方式1的混合动力汽车10，在采用使用了车载电缆96的充电方式的情况下，将线束43的连接器44与充电部31连接，在采用使用了充电用电缆94的充电方式的情况下，从充电部31卸下连接器44，并将充电用电缆94的连接器93与充电部31连接，通过设为这样的结构，能够避免需要对仅具备电池20的一个充电单元的车辆进行大幅的电路变更，或者车辆的变更规模变大。由此，能够简易地构成具备了多个充电单元的混合动力汽车10。\n\t此外，本发明也能够适用于以燃料电池和二次电池为动力源的燃料电池混合动力车（FCHV：FuelCellHybridVehicle）或电动汽车（EV：ElectricVehicle）。在本实施方式的混合动力汽车中，在燃耗最佳工作点驱动内燃机，而在燃料电池混合动力车中，在发电效率最佳工作点驱动燃料电池。另外，关于二次电池的使用，在两方的混合动力汽车中基本上不变。\n\t（实施方式2）\n\t图8和图9是表示本发明的实施方式2的混合动力汽车的剖视图。图8和图9是分别与实施方式1的图6和图7对应的图。本实施方式的混合动力汽车具备与实施方式1的混合动力汽车10基本上同样的构造。以下，针对重复的构造不反复对其进行说明。\n\t参照图8和图9，在本实施方式中，在充电部收容部56不设置图6和图7中的内盖61。外盖32设置成在关闭的状态下堵住充电部收容部56的开口并且覆盖充电部31的端子。在外盖32设置有线束43的连接器44。在外盖32关闭的状态下，连接器44与充电部31连接，在外盖32打开的状态下，连接器44从充电部31卸下。\n\t根据这样的结构，在采用使用了车载电缆96的充电方式的情况下，在外盖32关闭的状态下，连接器44处于与充电部31连接的状态。因此，通过将车载电缆96的插头97与插座98连接来进行电池20的充电。另一方面，在采用使用了充电用电缆94的充电方式的情况下，通过打开外盖32来将连接器44从充电部31卸下。并且，通过将充电用电缆94的连接器93与充电部31连接来进行电池20的充电。\n\t根据这样的结构，通过使外盖32与连接器44一体化，能够使混合动力汽车10的结构简易化。另外，由于连接器44伴随外盖32的开闭操作而相对于充电部31自动地装卸，所以能够容易地进行充电时的作业。\n\t根据如此构成的本发明的实施方式2的混合动力汽车，能够同样得到实施方式1所记载的效果。\n\t此外，设置连接器44的方式并不限于在实施方式1和2中说明的方式。例如，也可以在图6和图7中设置用于伴随外盖32的开闭操作而使内盖61相对于充电部31装卸的致动器。\n\t根据其他观点对在以上的实施方式1和2中说明的发明进行说明，本发明的车辆是构成为能够通过从车辆外部的电源接受电力供给来对蓄电装置充电的车辆。车辆具备搭载于车辆的电缆、充电部、和用于将充电部与电缆之间电连接的配线。电缆具有能够与车辆外部的电源连接的插头。充电部能够连接有附设于车辆外部的电源的外部连接器。配线具有能够与充电部连接的连接器。在将插头与车辆外部的电源连接而进行蓄电装置的充电的情况下，将连接器与充电部连接。在将外部连接器与充电部连接而进行蓄电装置的充电的情况下，从充电部卸下连接器。\n\t根据如此构成的车辆，作为用于对蓄电装置充电的充电单元，具备：具有能够与车辆外部的电源连接的插头的电缆、和能够与在车辆外部的电源附设的外部连接器连接的充电部。在使用这些充电单元对蓄电装置充电时，在连接器和外部连接器中的任一方与充电部连接时，连接器和外部连接器中的另一方从充电部卸下，因此，在充电时没有被使用的一侧的充电单元的电路不会成为活线状态。由此，能够以简易的结构实现具备了用于对蓄电装置充电的多个单元的车辆。\n\t另外优选，车辆还具备覆盖充电部、且设置成自由开闭的盖部。在盖部设置有连接器。连接器在关闭了盖部的状态下与充电部连接，在打开了盖部的状态下从充电部卸下。\n\t根据如此构成的车辆，通过使盖部与连接器一体化，能够进一步使车辆的结构简易化。另外，由于连接器伴随盖部的开闭操作而相对于充电部自动地装卸，所以能够容易地进行充电时的作业。\n\t另外优选，车辆还具备在车辆车体的表面开口、且收容充电部的充电部收容部。盖部是将充电部收容部的开口堵住的外盖。\n\t根据如此构成的车辆，通过使外盖与连接器一体化，能够进一步使车辆的结构简易化。另外，由于连接器伴随外盖的开闭操作而相对于充电部自动地装卸，所以能够容易地进行充电时的作业。\n\t | 混合动力汽车具备：电池（20）；充电部（31）及车载电缆（96），用于从车辆外部的电源向电池（20）供给电力；内盖，伴随使用充电部（31）的充电操作而被操作；以及线束（43），与内盖机械连结，用于将电池（20）与车载电缆（96）之间电连接。线束（43）设置成：在操作内盖（61）时，伴随其变位而解除由线束（43）实现的电池（20）与车载电缆（96）之间的电连接。根据这样的结构，能够以简易的结构提供一种具备用于对蓄电装置充电的多个充电单元的车辆。 | CN:201180072334.4A | https://patentimages.storage.googleapis.com/71/30/89/faac125d96467e/CN103648834B.pdf | CN:103648834:B | 大野友也 | Toyota Motor Corp | JP:2010187467:A, JP:2011015548:A, WO:2011001534:A1, WO:2011080814:A1 | Not available | 2015-11-25 | 1.一种车辆，具备：, 蓄电装置（20）；, 第一充电单元（31）及第二充电单元（96），用于从车辆外部的电源向所述蓄电装置（20）供给电力；, 操作构件（32，61），伴随使用所述第一充电单元（31）的充电操作而被操作；以及, 连接单元（43），与所述操作构件（32，61）机械连结，用于将所述蓄电装置（20）与所述第二充电单元（96）之间电连接，, 所述连接单元（43）设置成：在操作所述操作构件（32，61）时，伴随其变位而解除由所述连接单元（43）实现的所述蓄电装置（20）与所述第二充电单元（96）之间的电连接，, 所述第一充电单元是能够与在车辆外部的电源附设的外部连接器（93）连接的充电部（31），, 所述第二充电单元是具有能够与车辆外部的电源连接的插头（97）、且搭载于车辆的电缆（96），, 所述连接单元是具有能够与所述充电部（31）连接的连接器（44）、且用于将所述充电部（31）与所述电缆（96）之间电连接的配线（43），, 所述操作构件是覆盖所述充电部（31）、且设置成自由开闭的盖部（32，61），, 所述连接器（44）在关闭了所述盖部（32，61）的状态下与所述充电部（31）连接，伴随所述盖部（32，61）的打开操作而从所述充电部（31）卸下。, \n \n, 2.根据权利要求1所述的车辆，其中，, 还具备充电部收容部（56），所述充电部收容部（56）在车辆车体（11）的表面开口，收容所述充电部（31），, 所述盖部（32）是将所述充电部收容部（56）的开口堵住的外盖。, \n \n, 3.根据权利要求1所述的车辆，其中，还具备：, 充电部收容部（56），在车辆车体（11）的表面开口，收容所述充电部（31）；和, 外盖（32），将所述充电部收容部（56）的开口堵住，, 所述盖部（61）是配置在所述充电部收容部（56）、且设置成能够相对于所述充电部（31）装卸的内盖。, \n \n \n, 4.根据权利要求2或3所述的车辆，其中，, 在所述充电部收容部（56）形成有用于将所述配线（43）向所述充电部（31）拉出的配线拉出部（62），, 所述配线（43）设置成能够调整从所述配线拉出部（62）向所述充电部收容部（56）的拉出长度。, \n \n, 5.根据权利要求1所述的车辆，其中，, 还具备能够卷取所述电缆（96）的电缆卷盘（51）。, 6.一种车辆，具备：, 蓄电装置（20）；, 第一充电单元（96）及第二充电单元（31），用于从车辆外部的电源向所述蓄电装置（20）供给电力；, 操作构件（76），伴随使用所述第一充电单元（96）的充电操作而被操作；以及, 连接单元（71），与所述操作构件（76）机械连结，用于将所述蓄电装置（20）与所述第二充电单元（31）之间电连接，, 所述连接单元（71）设置成：在操作所述操作构件（76）时，伴随其变位而解除由所述连接单元（71）实现的所述蓄电装置（20）与所述第二充电单元（31）之间的电连接，, 所述第一充电单元是具有能够与车辆外部的电源连接的插头（97）、且搭载于车辆的电缆（96），, 所述第二充电单元是能够与在车辆外部的电源附设的外部连接器（93）连接的充电部（31），, 所述连接单元是具有连接器（81）、且用于将所述充电部（31）与所述蓄电装置（20）之间电连接的配线（71），, 所述操作构件是覆盖所述插头（97）、且设置成自由开闭的盖部（76），, 所述盖部（76）具有与所述蓄电装置（20）电连接、且能够连接所述连接器（81）的连接部（82），, 所述连接器（81）在关闭了所述盖部（76）的状态下与所述连接部（82）连接，伴随所述盖部（76）的打开操作而从所述连接部（82）卸下。 | CN | China | Active | B | True |
| 334 | Electric power supply system between vehicle and house \n | US8084883B2 | NaN | An electric bower supply system includes a power supply controlling element ( 62 ) configured to switch a plug-out power supply which supplies electric power ( 75 ) from a fuel cell ( 20 ) or a battery ( 21 ) to a house ( 70 ) and a plug-in power supply which supplies electric power from a commercial power source ( 75 ) disposed in the house ( 70 ) to a fuel cell vehicle ( 1 a ) on the basis of a vehicular power state of the fuel cell ( 20 ) and the battery ( 21 ) detected by a vehicular power state detecting element ( 61 ) and a household power state of the commercial power source ( 75 ) detected by a household power state detecting element ( 81 ) when a receptacle ( 10 ) of the fuel cell vehicle ( 1 a ) and an outlet ( 71 ) of the commercial power source ( 75 ) have been connected by a power cable ( 100 ). | US:12/638,202 | https://patentimages.storage.googleapis.com/f3/9a/c6/978b92f9ace3f2/US8084883.pdf | US:8084883 | Eisuke Komazawa, Takeshi Fujino, Minoru Noguchi, Takamichi Shimada | Honda Motor Co Ltd | US:5462439, US:5858568, JP:2001008380:A, JP:2001231106:A, JP:2006020445:A, US:20080169651:A1, US:7747739, JP:2008061432:A, US:20080084286:A1, US:20100019728:A1 | Not available | 2011-12-27 | 1. An electric power supply system between a vehicle and a house comprising:\na power source connecting element configured to have a detachable connection between a vehicular power source disposed at the vehicle and a household power source disposed at the house for an electric power supply in both directions;\na vehicular power state detecting element configured to detect a vehicular power state;\na household power state detecting element configured to detect a household power state; and\na power supply controlling element configured to switch a first state in which electric power is supplied from the vehicular power source to the house and a second state in which electric power is supplied from the household power source to the vehicle, on the basis of the vehicular power state detected by the vehicular power state detecting element and the household power state detected by the household power state detecting element when the vehicular power source disposed at the vehicle and the household power source disposed at the house have been connected by the power source connecting element for the electric power supply in both directions, wherein\nthe vehicle is a vehicle which drives a driving wheel at least by a motor,\nthe vehicular power source is an electric accumulator, and\nthe power supply controlling element performs to supply a discharged power from the electric accumulator to the house so as the discharged power from the electric accumulator is consumed on the house side, when a first warm-up operation which increases a temperature of the electric accumulator according to the power discharging of the electric accumulator is detected to be on operation by the vehicular power state detecting element.\n, a power source connecting element configured to have a detachable connection between a vehicular power source disposed at the vehicle and a household power source disposed at the house for an electric power supply in both directions;, a vehicular power state detecting element configured to detect a vehicular power state;, a household power state detecting element configured to detect a household power state; and, a power supply controlling element configured to switch a first state in which electric power is supplied from the vehicular power source to the house and a second state in which electric power is supplied from the household power source to the vehicle, on the basis of the vehicular power state detected by the vehicular power state detecting element and the household power state detected by the household power state detecting element when the vehicular power source disposed at the vehicle and the household power source disposed at the house have been connected by the power source connecting element for the electric power supply in both directions, wherein, the vehicle is a vehicle which drives a driving wheel at least by a motor,, the vehicular power source is an electric accumulator, and, the power supply controlling element performs to supply a discharged power from the electric accumulator to the house so as the discharged power from the electric accumulator is consumed on the house side, when a first warm-up operation which increases a temperature of the electric accumulator according to the power discharging of the electric accumulator is detected to be on operation by the vehicular power state detecting element., 2. The electric power supply system between a vehicle and a house according to claim 1, wherein\nthe vehicle is a hybrid electric vehicle provided with a motor and an engine to drive a driving wheel; and\nthe power supply controlling element performs to supply a discharged power from the electric accumulator or a generated power from the motor, which serves as the power generator by an actuation of the engine, to the house so as to consumed the discharged power or the generated power on house side, when it is detected by the vehicular power state detecting element that the electric accumulator operates the first warm-up operation or a second warm-up operation which increases the temperature of the electric accumulator according to the power charging by the generated power from the motor.\n, the vehicle is a hybrid electric vehicle provided with a motor and an engine to drive a driving wheel; and, the power supply controlling element performs to supply a discharged power from the electric accumulator or a generated power from the motor, which serves as the power generator by an actuation of the engine, to the house so as to consumed the discharged power or the generated power on house side, when it is detected by the vehicular power state detecting element that the electric accumulator operates the first warm-up operation or a second warm-up operation which increases the temperature of the electric accumulator according to the power charging by the generated power from the motor., 3. The electric power supply system between a vehicle and a house according to claim 1, wherein\nthe power supply controlling element performs to supply the electric power from the vehicular power source to the house to compensate the shortage of output power from the household power source when the voltage of the output power from the household power source is detected to be equal to or lower than a predefined level by the household power state detecting element.\n, the power supply controlling element performs to supply the electric power from the vehicular power source to the house to compensate the shortage of output power from the household power source when the voltage of the output power from the household power source is detected to be equal to or lower than a predefined level by the household power state detecting element., 4. The electric power supply system between a vehicle and a house according to claim 1, wherein\nthe vehicle is provided with a shift position detecting element configured to determine whether or not a shift lever is set at a position of parking, a motor configured to drive a driving wheel, and a switching element configured to switch on and off the electric power supply to the motor; and\nthe electric power supply system further includes a power connection permitting element configured to permit the connection between the vehicular power source disposed in the vehicle and the household power source disposed in the house for the electric power supply in both directions by the power source connecting element, on condition that the shift lever is detected to be set at the position of parking by the shift position detecting element and the electric power supply to the motor is switched off by the switching element.\n, the vehicle is provided with a shift position detecting element configured to determine whether or not a shift lever is set at a position of parking, a motor configured to drive a driving wheel, and a switching element configured to switch on and off the electric power supply to the motor; and, the electric power supply system further includes a power connection permitting element configured to permit the connection between the vehicular power source disposed in the vehicle and the household power source disposed in the house for the electric power supply in both directions by the power source connecting element, on condition that the shift lever is detected to be set at the position of parking by the shift position detecting element and the electric power supply to the motor is switched off by the switching element., 5. An electric power supply system between a vehicle and a house comprising:\na power source connecting element configured to have a detachable connection between a vehicular power source disposed at the vehicle and a household power source disposed at the house for an electric power supply in both directions;\na vehicular power state detecting element configured to detect a vehicular power state;\na household power state detecting element configured to detect a household power state; and\na power supply controlling element configured to switch a first state in which electric power is supplied from the vehicular power source to the house and a second state in which electric power is supplied from the household power source to the vehicle, on the basis of the vehicular power state detected by the vehicular power state detecting element and the household power state detected by the household power state detecting element, when the vehicular power source disposed at the vehicle and the household power source disposed at the house have been connected by the power source connecting element for the electric power supply in both directions, wherein\nthe vehicular power source is a fuel cell, and\nthe power supply controlling element performs to supply a generated power from the fuel cell to the house so as the generated power is consumed on the house side when a warm-up operation, which increases a temperature of the fuel cell according to the power generation of the fuel cell, is detected to be on operation by the vehicular power state detecting element.\n, a power source connecting element configured to have a detachable connection between a vehicular power source disposed at the vehicle and a household power source disposed at the house for an electric power supply in both directions;, a vehicular power state detecting element configured to detect a vehicular power state;, a household power state detecting element configured to detect a household power state; and, a power supply controlling element configured to switch a first state in which electric power is supplied from the vehicular power source to the house and a second state in which electric power is supplied from the household power source to the vehicle, on the basis of the vehicular power state detected by the vehicular power state detecting element and the household power state detected by the household power state detecting element, when the vehicular power source disposed at the vehicle and the household power source disposed at the house have been connected by the power source connecting element for the electric power supply in both directions, wherein, the vehicular power source is a fuel cell, and, the power supply controlling element performs to supply a generated power from the fuel cell to the house so as the generated power is consumed on the house side when a warm-up operation, which increases a temperature of the fuel cell according to the power generation of the fuel cell, is detected to be on operation by the vehicular power state detecting element., 6. The electric power supply system between a vehicle and a house according to claim 5, wherein\nthe power supply controlling element performs to supply the electric power from the vehicular power source to the house to compensate the shortage of output power from the household power source when the voltage of the output power from the household power source is detected to be equal to or lower than a predefined level by the household power state detecting element.\n, the power supply controlling element performs to supply the electric power from the vehicular power source to the house to compensate the shortage of output power from the household power source when the voltage of the output power from the household power source is detected to be equal to or lower than a predefined level by the household power state detecting element., 7. The electric power supply system between a vehicle and a house according to claim 5, wherein\nthe vehicle is provided with a shift position detecting element configured to determine whether or not a shift lever is set at a position of parking, a motor configured to drive a driving wheel, and a switching element configured to switch on and off the electric power supply to the motor; and\nthe electric power supply system further includes a power connection permitting element configured to permit the connection between the vehicular power source disposed at the vehicle and the household power source disposed at the house for the electric power supply in both directions by the power source connecting element, on condition that the shift lever is detected to be set at the position of parking by the shift position detecting element and the electric power supply to the motor is switched off by the switching element.\n, the vehicle is provided with a shift position detecting element configured to determine whether or not a shift lever is set at a position of parking, a motor configured to drive a driving wheel, and a switching element configured to switch on and off the electric power supply to the motor; and, the electric power supply system further includes a power connection permitting element configured to permit the connection between the vehicular power source disposed at the vehicle and the household power source disposed at the house for the electric power supply in both directions by the power source connecting element, on condition that the shift lever is detected to be set at the position of parking by the shift position detecting element and the electric power supply to the motor is switched off by the switching element., 8. An electric power supply system between a vehicle and a house comprising:\na power source connecting element configured to have a detachable connection between a vehicular power source disposed at the vehicle and a household power source disposed at the house for an electric power supply in both directions;\na vehicular power state detecting element disposed at the vehicle and configured to detect a vehicular power state;\na household power state detecting element disposed at the house and configured to detect a household power state; and\na power supply controlling element disposed at the vehicle and configured to switch a first state in which electric power is supplied from the vehicular power source to the house and a second state in which electric power is supplied from the household power source to the vehicle, on the basis of the vehicular power state including at least a temperature of the vehicular power source detected by the vehicular power state detecting element and the household power state detected by the household power state detecting element when the vehicular power source disposed at the vehicle and the household power source disposed at the house have been connected by the power source connecting element for the electric power supply in both directions.\n, a power source connecting element configured to have a detachable connection between a vehicular power source disposed at the vehicle and a household power source disposed at the house for an electric power supply in both directions;, a vehicular power state detecting element disposed at the vehicle and configured to detect a vehicular power state;, a household power state detecting element disposed at the house and configured to detect a household power state; and, a power supply controlling element disposed at the vehicle and configured to switch a first state in which electric power is supplied from the vehicular power source to the house and a second state in which electric power is supplied from the household power source to the vehicle, on the basis of the vehicular power state including at least a temperature of the vehicular power source detected by the vehicular power state detecting element and the household power state detected by the household power state detecting element when the vehicular power source disposed at the vehicle and the household power source disposed at the house have been connected by the power source connecting element for the electric power supply in both directions., 9. The electric power supply system between a vehicle and a house according to claim 8, wherein\nthe power source connecting element is configured to have a detachable connection between the vehicle and the house for the electric power supply in both directions via a power cable;\nthe electric power supply system further includes a power line communication transmitting element disposed at the vehicle and the house configured to communicate between the vehicle and the house by superimposing data in electric power lines of the power cable; and\nthe power supply controlling element performs to supply electric power from the vehicular power source to the house and performs to supply electric power from the household power source to the vehicle by determining that the vehicle and the house are in a connected state by the power source connecting element so as to enable the electric power supply in both directions when it is able to communicate between the vehicle and the house by the power line communication transmitting element.\n, the power source connecting element is configured to have a detachable connection between the vehicle and the house for the electric power supply in both directions via a power cable;, the electric power supply system further includes a power line communication transmitting element disposed at the vehicle and the house configured to communicate between the vehicle and the house by superimposing data in electric power lines of the power cable; and, the power supply controlling element performs to supply electric power from the vehicular power source to the house and performs to supply electric power from the household power source to the vehicle by determining that the vehicle and the house are in a connected state by the power source connecting element so as to enable the electric power supply in both directions when it is able to communicate between the vehicle and the house by the power line communication transmitting element., 10. The electric power supply system between a vehicle and a house according to claim 8, wherein\nthe vehicular power source is a fuel cell; and\nthe power supply controlling element performs a warm-up operation to increase a temperature of the fuel cell according to a power generation of the fuel cell when the temperature of the fuel cell detected by the vehicular power state detecting element is less than a predefined temperature of a lower limit, and performs to supply the generated power from the fuel cell to the house to consume the generated power on the house side.\n, the vehicular power source is a fuel cell; and, the power supply controlling element performs a warm-up operation to increase a temperature of the fuel cell according to a power generation of the fuel cell when the temperature of the fuel cell detected by the vehicular power state detecting element is less than a predefined temperature of a lower limit, and performs to supply the generated power from the fuel cell to the house to consume the generated power on the house side., 11. The electric power supply system between a vehicle and a house according to claim 8, wherein\nthe vehicle is an electric vehicle provided with a motor to drive a driving wheel;\nthe vehicular power source is an electric accumulator; and\nthe power supply controlling element performs a warm-up operation which increases a temperature of the electric accumulator according to a power discharging of the electric accumulator, when a state of charge of the electric accumulator detected by the vehicular power state detecting element is equal to or more than a predefined level and the temperature of the electric accumulator detected by the vehicular power state detecting element is less than a predefined temperature of a lower limit, and performs to supply a discharged power from the electric accumulator to the house to consume the discharged power on the house side.\n, the vehicle is an electric vehicle provided with a motor to drive a driving wheel;, the vehicular power source is an electric accumulator; and, the power supply controlling element performs a warm-up operation which increases a temperature of the electric accumulator according to a power discharging of the electric accumulator, when a state of charge of the electric accumulator detected by the vehicular power state detecting element is equal to or more than a predefined level and the temperature of the electric accumulator detected by the vehicular power state detecting element is less than a predefined temperature of a lower limit, and performs to supply a discharged power from the electric accumulator to the house to consume the discharged power on the house side., 12. The electric power supply system between a vehicle and a house according to claim 8, wherein\nthe vehicle is a hybrid electric vehicle provided with a motor and an engine to drive a driving wheel;\nthe vehicular power source is an electric accumulator; and\nthe power supply controlling element performs a first warm-up operation which increases a temperature of the electric accumulator according to a power discharging of the electric accumulator when a state of charge of the electric accumulator detected by the vehicular power state detecting element is equal to or more than a predefined level and the temperature of the electric accumulator detected by the vehicular power state detecting element is less than a predefined temperature of a lower limit, or performs a second warm-up operation which increases the temperature of the electric accumulator according to a power charging of the electric accumulator by a generated power from the motor by operating the motor as a power generator by the actuation of the engine, when it is not able to increase the temperature of the electric accumulator according to a power discharging by the first warm-up operation due to the state of charge of the electric accumulator detected by the vehicular power state detecting element being lower than the predefined level, and when the first warm-up operation or the second warm-up operation is being performed, the power supply controlling element performs to supply the discharged power from the electric accumulator or the generated power from the motor to the house to consume the discharged power or the generated power at the house side.\n, the vehicle is a hybrid electric vehicle provided with a motor and an engine to drive a driving wheel;, the vehicular power source is an electric accumulator; and, the power supply controlling element performs a first warm-up operation which increases a temperature of the electric accumulator according to a power discharging of the electric accumulator when a state of charge of the electric accumulator detected by the vehicular power state detecting element is equal to or more than a predefined level and the temperature of the electric accumulator detected by the vehicular power state detecting element is less than a predefined temperature of a lower limit, or performs a second warm-up operation which increases the temperature of the electric accumulator according to a power charging of the electric accumulator by a generated power from the motor by operating the motor as a power generator by the actuation of the engine, when it is not able to increase the temperature of the electric accumulator according to a power discharging by the first warm-up operation due to the state of charge of the electric accumulator detected by the vehicular power state detecting element being lower than the predefined level, and when the first warm-up operation or the second warm-up operation is being performed, the power supply controlling element performs to supply the discharged power from the electric accumulator or the generated power from the motor to the house to consume the discharged power or the generated power at the house side., 13. The electric power supply system between a vehicle and a house according to claim 8, wherein\nthe power supply controlling element performs to supply the electric power from the vehicular power source to the house to compensate the shortage of output power from the household power source when the voltage of the output power from the household power source is detected to be equal to or lower than a predefined level by the household power state detecting element.\n, the power supply controlling element performs to supply the electric power from the vehicular power source to the house to compensate the shortage of output power from the household power source when the voltage of the output power from the household power source is detected to be equal to or lower than a predefined level by the household power state detecting element., 14. The electric power supply system between a vehicle and a house according to claim 8, wherein\nthe vehicle is provided with a shift position detecting element configured to determine whether or not a shift lever is set at a position of parking, a motor configured to drive a driving wheel, and a switching element configured to switch on and off the electric power supply to the motor; and\nthe electric power supply system further includes a power connection permitting element configured to permit the connection between the vehicle and the house for the electric power supply in both directions by the power source connecting element, on condition that the shift lever is detected to be set at the position of parking by the shift position detecting element and the electric power supply to the motor is switched off by the switching element.\n, the vehicle is provided with a shift position detecting element configured to determine whether or not a shift lever is set at a position of parking, a motor configured to drive a driving wheel, and a switching element configured to switch on and off the electric power supply to the motor; and, the electric power supply system further includes a power connection permitting element configured to permit the connection between the vehicle and the house for the electric power supply in both directions by the power source connecting element, on condition that the shift lever is detected to be set at the position of parking by the shift position detecting element and the electric power supply to the motor is switched off by the switching element. | US | United States | Active | B | True |
| 335 | Power source device, vehicle provided with power source device, and power storage device \n | US9616766B2 | The present application is a U.S. national stage application of PCT International Application No. PCT/JP2013/005015 filed on Aug. 26, 2013, and claims the benefit of foreign priority of Japanese Patent Application No. 2012-189743 filed on Aug. 30, 2012, the contents all of which are incorporated herein by reference.\nThe present invention relates to a power source device having a plurality of stacked battery cells, and to a vehicle and a storage battery device equipped with the power source device, in particular, to a power source device for a motor driving installed in an electric vehicle such as a hybrid vehicle, fuel-cell vehicle, electric vehicle, or electric auto-bike, or to a power source device configured to supply high current such as in a home or industrial power storage application, and a vehicle and a storage battery device equipped with the power source device.\nIn a power supply device for a vehicle, in order to make power supplied to a motor driving the vehicle big, output voltage is increased by a lot of rechargeable secondary battery cells connected in series. One instance of a conventional power supply device is shown in an explored perspective view of FIG. 22. In the power supply device shown in this figure, plural battery cells having a rectangular box shape are stacked, and end plates 223 are disposed at the end surfaces of the stacked member. Binding bars 224 bind the end plates 223 each other. The binding bars 224 are made by bending metal boards. Further, a bus bar holder having insulation property is fixed on the upper surface of the stacked member. The bus bar holder of insulation property is sandwiched between the upper surface of the stacked member of the battery cells 221 and the binding bar 224 made of metal, and insulates the battery cells 221 bound by the binding bars 224 from each other without their outer cans conducting. Additionally, a circuit board or the like is fixed on the upper surface of the bus bar holder. The circuit board includes a detecting circuit which detects a cell voltage of each of the battery cells, a circuit which carries out various controls, or the like. Therefore, at the time of assembling the power supply device, after the bus bar holder is fixed in a state that the battery cells 221 are stacked in advance, the binding bars 224 bind the stacked member.\nHowever, such an assembling procedure has a problem that working efficiency is decreased. Namely, in order to fix the bus bar holder, it is necessary to fix the bus bar holder in a state that electrode terminals of the battery cells are coupled by the bus bars. Accordingly, as shown in FIG. 23, both end surfaces of the stacked member are pressed by jig JG, and while this state is held, the bus bar holder is put on the upper surface, and the bus bars are fixed each other by welding or screw. After that, the binding bars 224 are set, and the pressing of the jig JG is released, and then the binding bars 224 are fixed by screw or the like. However, in order to bind the battery stacked member by the binding bars 224, it is necessary to more strongly press the battery stacked member by the jig JG than binding the battery stacked member by the binding bars 224. As a result, when the pressing by the jig JG is released, as the battery stacked member is swollen a little, it happens that fixing positions of each of the bus bar slips. Therefore, a structure to maintain a connecting state, for example, bus bars having enlonged circle holes or track shape holes is necessary. Further, in this way, it is necessary to maintain the pressing by the jig JG until fixing of the bus bars is completed, and as time period of pressing by the jig JG is long, productivity is decreased.\nPatent Literature 1: Japanese Laid-Open Patent Publication No. 2012-22937\nThe present disclosure is developed for the purpose of solving such drawbacks. One non-limiting and explanatory embodiment provides a power supply device, and a vehicle and a storage battery device equipped with the power supply device in which assembling work can be effectively carried out.\nIn one aspect of the present disclosure, a power supply device comprises plural battery cells having a rectangular box shape and electrode terminals, a binding member binding a battery stacked member stacking the battery cells, bus bars connecting electrode terminals of the battery cells, and an insulating bus bar holder covering the upper surface of the battery stacked member, and the binding member binds the battery stacked member at the side surface and upper surface thereof, and the binding member comprises a side covering portion covering the side surface of the battery stacked member, and an upper covering portion covering the upper surface of the battery stacked member, and the bus bar holder is divided into an intermediate holder located at the intermediate portion, and side surface holders located at the side surfaces of both sides of the intermediate holder, and the side surface holder and the intermediate holder are press-fitted by a press-fitting structure. Accordingly, by dividing the binding member, as the intermediate holder can be fixed in a state that the binding member binds the battery stacked member including the side surface holder in advance, the pressure by the jig is early released, and then working efficiency of assembling is improved.\nIn other aspect of the power supply device related to the present disclosure, the press-fitting structure comprises, at the connecting surfaces between the intermediate holder and the side surface holder, a hook portion projecting from one surface, and an engaging portion engaged with the hook portion at the other surface. Accordingly, in a state that the side surface holder is fixed to the battery stacked member in advance, after that, the intermediate holder is easily fixed to the side surface holders.\nIn other aspect of the power supply device related to the present disclosure, the bus bar holder is extended in the stacking direction of the battery cells, and is divided into the intermediate holder and the side holder in the extended direction.\nIn other aspect of the power supply device related to the present disclosure, the bus bar holder is extended in the stacking direction of the battery cells, and is divided into the intermediate holder and the side holder in the extended direction.\nIn other aspect of the power supply device related to the present disclosure, further the power supply device comprises an insulating sheet interposed between the binding member and the battery stacked member. Accordingly, even though the binding member is made of conducting material, such as, metal board or the like, conducting of the outer cans of the battery cells can be prevented, and safety can be improved.\nIn other aspect of the power supply device related to the present disclosure, the side surface holder has a C-shaped slit in the sectional view, and opens toward side such that the end edge of the upper covering portion is inserted into the opening of the C-shaped slit. Accordingly, the side surface holder is sandwiched and fixed between the binding member and the battery stacked member, and the upper surface of the binding member is covered by the side surface holder, and the binding member can be prevented from convexly curving.\nIn other aspect of the power supply device related to the present disclosure, the binding member has an intermediate fixing projection projecting toward the intermediate holder side at the intermediate portion thereof, and the intermediate holder has an intermediate engaging portion engaged to the intermediate fixing projection at a position corresponding to the intermediate fixing. Accordingly, the binding member can be prevented from convexly curving at the intermediate portion.\nIn other aspect of the power supply device related to the present disclosure, the intermediate fixing projection comprises a part of the binding member which extends beyond the side surface holder, and the intermediate fixing projection is a bending board which is bent so as to project toward the intermediate holder, and the intermediate engaging portion is a slit into which the bending board is inserted. Accordingly, the intermediate fixing projection can be integrally made with the binding member, and the fixing structure can be simplified.\nIn other aspect of the power supply device related to the present disclosure, the side surface holder has a recess portion which holds the bending board. Accordingly, the bending board is held and positioned by the recess portion.\nIn other aspect of the power supply device related to the present disclosure, the binding member has one or more binding hole to open. Accordingly, when the battery cell are swollen or expanded and the length of the battery stacked member is elongated, the deformation of the binding hole reduces excessive load on connecting portions of the binding member and the end plates.\nIn other aspect of the power supply device related to the present disclosure, the bus bar holder has positioning guides in which the bus bars are disposed, and in each of the positioning guides, an insulating portion having a lattice shape is provided.\nIn other aspect of the power supply device related to the present disclosure, the battery stacked member has insulating spacers interposing between the battery cells, the spacer has a spacer hole portion at the center portion thereof. Accordingly, even though the center portion of the battery cells are swollen or expanded, the spacer hole portion can absorb such swell or expansion.\nIn other aspect of the power supply device related to the present disclosure, the spacer hole portion of the spacer is a through hole. Accordingly, the spacer hole portion can be easily made in the spacer.\nIn other aspect of the power supply device related to the present disclosure, further the power supply device comprises a circuit board including an electric circuit to monitor the battery cells, which is fixed on the upper surface of the bus bar holder, and the bus bar holder has a circuit board positioning boss to fix the circuit board at the center portion thereof, and the circuit board positioning boss has holding projections to hold the circuit board at the periphery thereof. Accordingly, the circuit board can be positioned and fixed to the upper surface of the bus bar.\nIn other aspect of the power supply device related to the present disclosure, further the power supply device comprises a holder cover which covers the upper surface of the circuit board, and the circuit board positioning boss has a screw hole to fix the holder cover and the bus bar holder by screw. Accordingly, by the circuit board positioning boss, the circuit board and the holder cover are fixed at the same time.\nA electric vehicle equipped with the power supply device, in addition to the power supply device comprises an electric motor being energized by electric power that is supplied from the power supply device, a vehicle body having the power supply device and the electric motor; and a wheel being driven by the electric motor, and driving the vehicle body.\nA storage battery device equipped with the power supply device comprises a power supply controller controlling charging and discharging of the power supply device, and the power supply device is charged with an external power by the power supply controller, and charging of the power supply device is controlled by the power supply controller.\nIn a method for manufacturing a power supply device, the power supply device comprises plural battery cells having a rectangular box shape and electrode terminals, an binding member binding a battery stacked member stacking the battery cells, bus bars connecting electrode terminals of the battery cells, and an insulating bus bar holder covering the upper surface of the battery stacked member. The method comprises providing the divided bus bar comprising an intermediate holder at the center portion in the bus bar holder, and side surface holders at the side surfaces of in the bus bar holder; binding the upper surface of the side surface holders by the binding member in a state that the side surface holders are disposed at the upper edge portions of the battery stacked member, press-fitting and fixing the intermediate holder between the side surface holders by using the press-fitting structure provided at the connecting surface between the intermediate holder and the side surface holder; and fixing the bus bars which are disposed at positioning guides disposing the bus bars to the electrode terminals of the battery cells.\n FIG. 1 is a perspective view showing a power supply device related to an embodiment 1 of the present invention.\n FIG. 2 is an explored perspective view of the power supply device in FIG. 1.\n FIG. 3 is a further explored perspective view of the power supply device in FIG. 2.\n FIG. 4 is a plan view of a bus bar holder.\n FIG. 5 is a sectional perspective view along a line V-V in FIG. 1.\n FIG. 6 is a main portion enlarged view of FIG. 5.\n FIG. 7 is a schematic sectional view showing one instance of a press-fitting structure of FIG. 5.\n FIG. 8 is a schematic sectional view showing a press-fitting structure related to an embodiment 2.\n FIG. 9 is a sectional view of the power supply device.\n FIG. 10 is a sectional perspective view along a line X-X in FIG. 1.\n FIG. 11 is a main portion enlarged view of FIG. 10.\n FIG. 12 is an enlarged explored perspective view showing an encircled portion with a dashed line of an intermediate fixing structure in FIG. 2.\n FIG. 13A is an explored perspective view showing a structure of engaging binding members to end plates.\n FIG. 13B is an explored perspective view showing a structure of engaging binding members to end plates related to an embodiment 3.\n FIG. 13C is an explored perspective view showing a structure of engaging binding members to end plates related to an embodiment 4.\n FIG. 13D is a plan view showing the structure of engaging the binding members to the end plate shown in FIG. 13A.\n FIG. 13E is a vertical sectional view showing a state that the end plate of FIG. 13D is fixed to a base plate.\n FIG. 13F is an explored perspective view showing a state that the end plate of FIG. 13D is fixed to the base plate.\n FIG. 14 is an explored perspective view and a main portion enlarged view showing a state that a circuit board is fixed to a bus bar holder.\n FIG. 15 is a schematic view showing a fixing portion of the circuit board.\n FIG. 16 is an explored perspective view showing a state that the binding member binds a battery stacked member.\n FIG. 17 is an explored perspective view showing a state that an intermediate holder is press-fitted between side surface holders of FIG. 16.\n FIG. 18 is an explored perspective view showing a state that after the bus bar holder is fixed to the battery stacked member, the bus bars are fixed.\n FIG. 19 is a block diagram showing one explanatory embodiment of a hybrid car driven by an engine and a motor in which the power supply device is installed.\n FIG. 20 is a block diagram showing one explanatory embodiment of an electric car driven only by a motor in which the power supply device is installed.\n FIG. 21 is a block diagram showing one explanatory embodiment of a storage battery device using the power supply device.\n FIG. 22 is an explored perspective view showing a conventional power supply device.\n FIG. 23 is a schematic view showing fixing binding bars with jig pressing.\nHereinafter, the embodiment of the present invention will be described referring to drawings. However, the following embodiments illustrate a power supply device, a vehicle and a storage battery device equipped with the power supply device, and a method for manufacturing the power supply device which are aimed at embodying the technological concept of the present invention, and the present invention is not limited to the power supply device, the vehicle and the storage battery device equipped with the power supply device, and the method for manufacturing the power supply device described below.\nIn particular, as long as specific descriptions are not provided, it is not intended that the claims be limited to sizes, materials, shapes, and relative arrangements of constitutional members described in the embodiments, which are mere descriptive examples. It is noted that the magnitude or positional relation of the members illustrated in each diagram is sometimes grandiloquently represented, in order to clarify the description. Furthermore, in the description below, identical names and reference numbers represent identical or homogeneous members, and detailed descriptions are appropriately omitted. Moreover, mode may be applied where each element constituting the present invention constitutes a plurality of elements with the use of the same member, thereby serving the plurality of elements with the use of one member, or, in contrast, mode may be realized where a function of the one member is shared by a plurality of members. Also, a portion of examples and the content described in the embodiments can be applied to other examples and another embodiment.\n\n(Embodiment 1)\n\nA power supply device 100 related to an embodiment 1 of the present invention is shown in FIG. 1 to FIG. 15. FIG. 1 is a perspective view showing the power supply device 100 related to an embodiment 1, and FIG. 2 is an explored perspective view of the power supply device 100 in FIG. 1, and FIG. 3 is a further explored perspective view of the power supply device 100 in FIG. 2, and FIG. 5 is a sectional perspective view along a line V-V in FIG. 1, and FIG. 6 is a main portion enlarged view of FIG. 5, and FIG. 7 is a schematic sectional view showing one instance of a press-fitting structure 30 of FIG. 5, and FIG. 8 is a schematic sectional view showing a press-fitting structure related to another embodiment 2, and FIG. 9 is a sectional view of the power supply device 100, and FIG. 10 is a sectional perspective view along a line X-X in FIG. 1, and FIG. 11 is a main portion enlarged view of FIG. 10, and FIG. 12 is an enlarged explored perspective view showing an encircled portion with a dashed line of an intermediate fixing structure in FIG. 2, and FIG. 13A is an explored perspective view showing a structure of engaging binding members 4 to end plates 3, and FIG. 13B is an explored perspective view showing a structure of engaging binding members to end plates related to an embodiment 3, and FIG. 13C is an explored perspective view showing a structure of engaging binding members to end plates related to an embodiment 4, and FIG. 13D is a plan view showing the structure of engaging the binding members to the end plate shown in FIG. 13A, and FIG. 14 is an explored perspective view and a main portion enlarged view showing a state that a circuit board 9 is fixed to a bus bar holder 8, and FIG. 15 is a schematic view showing a fixing portion of the circuit board 9. The power supply device 100 shown in these figures comprises plural battery cells 1, spacers 15 interposing between the battery cells 1, the end plates 3 which are each disposed at each end surface of a battery stacked member 2 in which the battery cells 1 and the spacers 15 are alternately stacked, a binding member 4 which binds the end plates 3, the bus bar holder 8 which is fixed on the upper surface of the battery stacked member 2, and bus bars 14 which connect electrode terminals 13 of the battery cells 1 to each other.\nThe end plates 3 are made of high rigidity material, for example, metal or the like, in order that the end plates 3 bind the battery stacked member 2 in a stacked state. Further, the binding member 4 is similarly made of metal or the like as high rigidity material. Here, the metal board is bent in a U-shaped cross-section, and end portions of the binding member 4 are fixed to the end plates 3 by screw or the like. This binding member 4 binds the side surface of the battery stacked member 2. Further, the binding member 4 also has a structure which presses the upper surface of the battery stacked member 2. Namely, the binding member 4 binds in the stacked state, and trues up the upper surfaces of the battery stacked member 2, namely the upper surfaces of the battery cells 1 as the nearly flat surface by pressing from the upper surface.\nThe bus bar holder 8 covers the upper surface of the battery stacked member 2. This bus bar holder 8 holds the bus bars 14 connecting electrode terminals 13 of the battery cells 1, and also insulates the bus bars 14 from the battery cells 1 for preventing unnecessary conducting between those. Therefore, the bus bar holder 8 is made of insulating material. In this instance, it is made of resin, for example, PPE or the like.\nThe bus bar holder 8 extends in the stacking direction of the battery cells 1. As shown in the explored perspective view of FIG. 3 and the plan view of FIG. 4, this bus bar holder 8 is divided into an intermediate holder 8A located in the intermediate portion, and side surface holders 8B located at the side surfaces of both sides of the intermediate holder 8A in the direction crossing the extending direction. Thus, by dividing the bus bar holder 8 into 3 parts, in a state that the side surface holders 8B are fixed on the edge portions of the upper surface, the intermediate holder 8A are press-fitted, coupled, and fixed between the side surface holders 8B, and then it improves working efficiency of the assembling procedure of the power supply device.\nFurther, the intermediate holder 8A and the side surface holder 8B has a press-fitting structure 30 press-fitting each other at the joining surfaces between them. Concretely, as shown in FIG. 5 to FIG. 7, a hook portion 31 of a hook shape projecting from a wall surface of the intermediate holder 8A, and\nAs shown in the explored perspective view of FIG. 2 and the plan view of FIG. 4, the intermediate holder 8A has the hook portions 31 at both side surfaces thereof. The hook portions 31 are provided at plural positions in spaces relationship with each other at each of the side surface. As shown in the sectional view of FIG. 7, each of the hook portions 31 is formed in such a way as inclining in the direction that the width of the hook portion 31 is wide at the top, narrow at the lower end, and a step portion is formed at the top end of the inclining surface, and then the engaging portion 32 of the side surface holder 8B is engaged with the step portion. By this structure, the return prevention structure which prevents the intermediate holder 8A once press-fitted from coming off the side surface holders 8B, is realized. Namely, once the intermediate holder 8A is pushed into and press-fitted between the side surface holders 8B, after that, the step portion is engaged with the engaging portion 32, and the upward movement of the intermediate holder 8A is prevented, and then the intermediate holder 8A can be stably fixed to the side surface holder 8B.\nHere, the hook portion 31 is not limited to the structure in which the plural hook portions are provided in spaces relationship, and can be continuously provided along the longitudinal direction of the intermediate holder.\nFurther, the press-fitting structure is not limited to this construction, and other construction which can press-fit the intermediate holder and the side surface holders, can be suitably used. For example, in an embodiment 2 shown in FIG. 8, a hook portion 31′ at the side surface holder 8B′side, and an engaging portion 32′ at the intermediate holder 8A′side, can be provided.\nAs shown in FIG. 2 and FIG. 3, the binding member 4 extends in the stacking direction of the batter stacked member 2, and both ends of the binding member 4 are fixed to the end plates 3, and then the binding member 4 binds the battery stacked member 3 in the stacking direction. The binding member 4 shown in these figures is disposed at each of side surfaces 2B of both sides different from a first surface 2A as the upper surface of the battery stacked member 2.\nThe binding member 4 is a metal board having a predetermined width and a predetermined thickness along the surface of the battery stacked member 2. This binding member 4 is made of metal board of iron or the like. Preferably steel board can be used. The binding member 4 made of metal board has connecting portions 4 b connecting to the end plates 3 at both ends of a side surface covering portion 4 a thereof. Both end portions as the connecting portions 4 b of the binding member 4 of the figure is bent at about right angle along the main surface of the end plates 3. The connecting portions 4 b at both ends are coupled to the end plates 3, and the connecting portions 4 b are engaged with a pair of the end plates 3 which are disposed at both ends of the battery stacked member 2. And the battery stacked member 2 is sandwiched and fixed from both ends by a pair of the end plates 3 having a predetermined space. The connecting portions 4 b of the binding member 4 of FIG. 2 and FIG. 3 are connected to press-fitting recess portions 3A provided at four corner portions of the end plates 3, and four bars as the binding member 4 are coupled to a pair of the end plates 3. Therefore, the connecting portion 4 b of the binding member 4 is bent along the press-fitting recess portion 3A of the end plate 3.\nAs shown in FIG. 2 and FIG. 3, bars as the binding member 4 are in spaced relationship vertically with each other at each of the side surfaces of the battery stacked member 2. The binding member 4 comprises a first binding bar 4A, and a second binding bar 4B. The first binding bar 4A is disposed at an edge portion of the upper surface side of the battery stacked member 2. This first binding bar 4A is bent, and has a side surface portion which contacts the side surface of the battery stacked member 2, and an upper surface portion which is bent at right angle to the side surface portion and covers the upper surface of the battery stacked member 2 so as to have an L-shape sectional view in the lateral and vertical direction.\nFurther, the first binding bar 4A comprises a side covering portion 4 a covering the side surface of the battery stacked member 2, and an upper covering portion 4 c covering and pushing the upper surface of the stacked battery member 2 in the vertical sectional L-shape. As the battery stacked member 2 is pushed or pressed from the upper surface by the upper covering portion 4 c, the upper surfaces of each of the battery cells 1 constituting the battery stacked member 2 are roughly located in the same plane.\nHere, the upper covering portion 4 c push or press the upper surfaces of the battery cells 1 through the side surface holder 8B, without directly pushing or pressing. Namely, the side surface holder 8B is fixed to the edge portion of the battery stacked member 2 in advance, and the first binding bar 4A pushes or presses the side surface holder 8B.\nFurther, as mentioned above, as the first binding bar 4A is bent in the vertical sectional L-shape covering the edge in the side surface and the upper surface of the battery stacked member 2, it is necessary to insulate the adjacent battery cells 1 from each other in the side surface of the battery stacked member 2. Accordingly, an insulating sheet 54 is disposed between the side surface of the battery stacked member 2 and the first binding bar 4A. The insulating sheet 54 is a resin sheet having excellent insulation property, for example, PET or the like. In addition, in this instance, the insulating sheet 54 and the side surface holder 8B are made as separate parts, but it is possible to make those in one part.\nFurther, the upper covering portion 4 c of the first binding bar 4A can be covered in a state of pressing the upper surfaces of the battery cells 1 without the upper surface of the first binding bar 4A exposed. From this, unintentional conducting can be prevented. In the instance of FIG. 5, FIG. 10, the side surface holder 8B covers also the upper surface of the first binding bar 4A. The side surface holder 8B has a C-shaped slit 8 c in the sectional view, and opens toward side. The end edge of the upper covering portion 4 c is inserted into the opening of the C-shaped slit 8 c. By this, the upper surface of the first binding bar 4A is covered and insulated, and the first binding bar 4A is disposed in a surely positioned state by the C-shaped slit 8 c, and binds while pushing or pressing the upper surface of the battery stacked member 2.\nFurther, the first binding bar 4A has an intermediate fixing structure to couple the bus bar holder 8 at the intermediate portion thereof. Concretely, as shown in FIG. 10 to FIG. 12, the first binding bar 4A has an intermediate fixing projection 4 e projecting toward the intermediate holder 8A side at the intermediate portion thereof. On the other, the intermediate holder 8A has an intermediate engaging portion engaged to the intermediate fixing projection 4 e at a position corresponding to the intermediate fixing projection 4 e. Such an intermediate fixing structure can prevent the binding member 4 from convexly curving outward from the side surface side at the intermediate portion of the binding member 4 \nNamely, as the number of the battery cells constituting the battery stacked member increases, the binding member is made longer, and it is apt to make space between the intermediate portion of the binding member and the battery stacked member. Especially, the binding member fundamentally makes strength binding the end plates, and is effective to bind the battery stacked member, and then strength pushing the upper surface or the side surface is weak. As a result, as the binding member is made longer in the stacking direction of the battery cell, it is apt to make space from the battery stacked member at the intermediate portion of the binding member. Therefore, as mentioned above, in the upper surface of the battery stacked member, the first binding bar 4A is prevented from convexly curving by inserting into the C-shaped slit 8 c. Further, in the side surface of the battery stacked member, the intermediate fixing structure coupling to the bus bar holder 8 prevents the first binding bar 4A from convexly curving outward from the side surface.\nThe intermediate fixing projection 4 e extends from the upper surface covering portion 4 c as the upper surface portion of the first binding bar 4A to the intermediate holder 8A side. Especially, the intermediate fixing projection 4 e has a bending board 4 f which projects toward the intermediate holder 8A with its tip portion bent upward. Preferably the intermediate fixing projection 4 e is integrally made with the binding member 4, and then it makes the structure simple.\nFurther, in the intermediate portion of the C-shaped slit 8 c of the side holder 8B, the bottom surface portion of the C-shaped slit 8 c has a through hole at the portion corresponding to the intermediate fixing projection 4 e such that the intermediate fixing projection 4 e extends beyond the side surface holder 8B to the intermediate holder 8A side. Especially, in the instance of FIG. 10, as the bent board 4 f is the tip portion of the intermediate fixing projection 4 e, a recess portion 8 b is made by cutting out the upper surface portion as one surface of the C-shaped slit 8 c. The recess portion 8 b is formed in the about same width as that of the intermediate fixing projection 4 e, and by this, the intermediate fixing projection 4 e is held in a positioned state by the recess portion 8 b. \nOn the other hand, the intermediate engaging portion of the intermediate holder 8A is an engaging slit 8 a into which the bending board 4 f is inserted. As shown in the enlarged sectional perspective view of FIG. 10 and the plan view of FIG. 4, at the intermediate portion in the longitudinal direction of the intermediate holder 8A, the engaging slit 8 a is opened and provided so as to insert and engaging the bent board 4 f into at the position corresponding to the bent board 4 f of the intermediate fixing projection 4 e. Especially, the bent board 4 f is bent at about right angle to the intermediate fixing projection 4 e, in the other words the bent board 4 f, the intermediate fixing projection 4 e, and the side surface covering portion 4 a are bent in a step shape, and the bent board 4 f and the side surface covering portion 4 a are disposed in approximate parallel. By this, the bent board 4 f has engaging effect to the maximum degree, and the intermediate portion of the first binding bar is prevented from making space from the battery stacked member 2. Especially, when the power supply | A power supply device comprises plural battery cells having a rectangular box shape and electrode terminals, a binding member binding a battery stacked member stacking the battery cells, bus bars connecting electrode terminals of the battery cells, and an insulating bus bar holder covering the upper surface of the battery stacked member. The binding member binds the battery stacked member at the side surface and upper surface thereof. The binding member comprises a side covering portion covering the side surface of the battery stacked member, and an upper covering portion covering the upper surface of the battery stacked member. The bus bar holder is divided into an intermediate holder located at the intermediate portion, and side surface holders located at the side surfaces of both sides of the intermediate holder. The side surface holder and the intermediate holder are press-fitted by a press-fitting structure. | US:14/408,547 | https://patentimages.storage.googleapis.com/90/9f/c9/ec845cbc551a91/US9616766.pdf | US:9616766 | Kazuhiro Fujii | Sanyo Electric Co Ltd | US:6275004, JP:2003100273:A, US:20100151313:A1, US:20100073005:A1, US:20140030581:A1, US:20110097620:A1, JP:2011091035:A, US:20110287299:A1, JP:2011249303:A, US:20120003526:A1, JP:2012014962:A, JP:2012022937:A, WO:2012057322:A1, US:20130273404:A1, US:20120315520:A1, WO:2013084941:A1 | 2017-04-11 | 2017-04-11 | 1. A power supply device comprising:\nplural battery cells having a rectangular box shape and electrode terminals;\nbinding members binding a battery stacked member stacking the battery cells;\nbus bars connecting electrode terminals of the battery cells; and\na bus bar holder covering the upper surface of the battery stacked member,\nwherein the binding members bind the battery stacked member at the right and left side surfaces of the battery cells of the battery stacked member and the upper surface thereof, and each of the binding members comprises side covering portions covering side surfaces of the battery stacked member, and upper covering portions covering the upper surface of the battery stacked member and integrally formed with the side covering portions,\nwherein the bus bar holder is divided into an intermediate holder located at an intermediate portion on the upper surface of the battery stacked member, and side surface holders each located at an end of the intermediate holder, and the side surface holders and the intermediate holder are press-fitted by a press-fitting structure, and\nwherein the intermediate holder is disposed between the upper covering portions extending in a first direction with respect to the battery stacked member, and\neach of the side surface holders are disposed on each of the upper covering portions located at both sides of the intermediate holder and extend in a second direction with respect to the battery stacked member that is perpendicular to the first direction.\n, plural battery cells having a rectangular box shape and electrode terminals;, binding members binding a battery stacked member stacking the battery cells;, bus bars connecting electrode terminals of the battery cells; and, a bus bar holder covering the upper surface of the battery stacked member,, wherein the binding members bind the battery stacked member at the right and left side surfaces of the battery cells of the battery stacked member and the upper surface thereof, and each of the binding members comprises side covering portions covering side surfaces of the battery stacked member, and upper covering portions covering the upper surface of the battery stacked member and integrally formed with the side covering portions,, wherein the bus bar holder is divided into an intermediate holder located at an intermediate portion on the upper surface of the battery stacked member, and side surface holders each located at an end of the intermediate holder, and the side surface holders and the intermediate holder are press-fitted by a press-fitting structure, and, wherein the intermediate holder is disposed between the upper covering portions extending in a first direction with respect to the battery stacked member, and, each of the side surface holders are disposed on each of the upper covering portions located at both sides of the intermediate holder and extend in a second direction with respect to the battery stacked member that is perpendicular to the first direction., 2. The power supply device according to claim 1,\nwherein the press-fitting structure comprises, at connecting surfaces between the intermediate holder and the side surface holders, a hook portion projecting from one connecting surface, and an engaging portion engaged with the hook portion at another connecting surface.\n, wherein the press-fitting structure comprises, at connecting surfaces between the intermediate holder and the side surface holders, a hook portion projecting from one connecting surface, and an engaging portion engaged with the hook portion at another connecting surface., 3. The power supply device according to claim 1,\nwherein the binding member comprises a first binding bar and a second binding bar disposed in a vertically spaced relationship with respect to each other at a side surface of the battery stacked member.\n, wherein the binding member comprises a first binding bar and a second binding bar disposed in a vertically spaced relationship with respect to each other at a side surface of the battery stacked member., 4. The power supply device according to claim 1, further comprising an insulating sheet interposed between the binding member and the battery stacked member., 5. The power supply device according to claim 1,\nwherein the side surface holder has a C-shaped slit, and opens such that an end edge of the upper covering portions is inserted into the opening of the C-shaped slit.\n, wherein the side surface holder has a C-shaped slit, and opens such that an end edge of the upper covering portions is inserted into the opening of the C-shaped slit., 6. The power supply device according to claim 1,\nwherein the binding member has an intermediate fixing projection projecting toward an intermediate holder side at the intermediate portion thereof, and the intermediate holder has an intermediate engaging portion engaged to the intermediate fixing projection at a position corresponding to the intermediate fixing projection.\n, wherein the binding member has an intermediate fixing projection projecting toward an intermediate holder side at the intermediate portion thereof, and the intermediate holder has an intermediate engaging portion engaged to the intermediate fixing projection at a position corresponding to the intermediate fixing projection., 7. The power supply device according to claim 6,\nwherein the intermediate fixing projection comprises a part of the binding members which each extends beyond the side surface holders, and the intermediate fixing projection is a bending board which is bent so as to project toward the intermediate holder,\nwherein the intermediate engaging portion is a slit into which the bending board is inserted.\n, wherein the intermediate fixing projection comprises a part of the binding members which each extends beyond the side surface holders, and the intermediate fixing projection is a bending board which is bent so as to project toward the intermediate holder,, wherein the intermediate engaging portion is a slit into which the bending board is inserted., 8. The power supply device according to claim 7,\nwherein each side surface holder has a recess portion which holds the bending board.\n, wherein each side surface holder has a recess portion which holds the bending board., 9. The power supply device according to claim 1,\nwherein the binding member has one or more binding holes.\n, wherein the binding member has one or more binding holes., 10. The power supply device according to claim 1,\nwherein the bus bar holder has positioning guides in which the bus bars are disposed, and in each of the positioning guides, an insulating portion having a lattice shape is provided.\n, wherein the bus bar holder has positioning guides in which the bus bars are disposed, and in each of the positioning guides, an insulating portion having a lattice shape is provided., 11. The power supply device according to claim 1,\nwherein the battery stacked member has insulating spacers interposed between the battery cells, each of the insulating spacers has a spacer hole portion at the center portion thereof.\n, wherein the battery stacked member has insulating spacers interposed between the battery cells, each of the insulating spacers has a spacer hole portion at the center portion thereof., 12. The power supply device according to claim 11,\nwherein the spacer hole portion of the spacer is a through hole.\n, wherein the spacer hole portion of the spacer is a through hole., 13. The power supply device according to claim 1,\nfurther comprising a circuit board including an electric circuit to monitor the battery cells, which is fixed on the upper surface of the bus bar holder,\nwherein the bus bar holder has a circuit board positioning boss to fix the circuit board at the center portion thereof, and the circuit board positioning boss has holding projections to hold the circuit board at the periphery thereof.\n, further comprising a circuit board including an electric circuit to monitor the battery cells, which is fixed on the upper surface of the bus bar holder,, wherein the bus bar holder has a circuit board positioning boss to fix the circuit board at the center portion thereof, and the circuit board positioning boss has holding projections to hold the circuit board at the periphery thereof., 14. The power supply device according to claim 13,\nfurther comprising a holder cover which covers the upper surface of the circuit board,\nwherein the circuit board positioning boss has a screw hole to fix the holder cover and the bus bar holder by screw.\n, further comprising a holder cover which covers the upper surface of the circuit board,, wherein the circuit board positioning boss has a screw hole to fix the holder cover and the bus bar holder by screw., 15. A electric vehicle equipped with the power supply device according to claim 1, comprising:\nan electric motor being energized by electric power that is supplied from the power supply device;\na vehicle body having the power supply device and the electric motor; and\na wheel being driven by the electric motor, and driving the vehicle body.\n, an electric motor being energized by electric power that is supplied from the power supply device;, a vehicle body having the power supply device and the electric motor; and, a wheel being driven by the electric motor, and driving the vehicle body. | US | United States | Active | B60L11/1879 | True |
| 336 | Control system, control device and cable connection state determining method \n | US8368350B2 | NaN | A vehicle-side connector included at one end of a cable through which a power source outside a vehicle feeds a power storage device, includes a signal pin, a resistive element R 2 connected to the signal pin at one end, a switch connected in series to the resistive element R 2 at one end and grounded at the other end, and a resistive element R 3 connected in parallel to the switch. The switch changes from an ON state to an OFF state upon depression of a depression portion located on the vehicle-side connector. The vehicle includes a resistive element R 4 whose one end is connectable to the signal pin and other end is grounded and a control device which determines a state of connection of the cable on the basis of a signal voltage value input from a signal line electrically connected to the signal pin. | US:12/563,736 | https://patentimages.storage.googleapis.com/37/42/94/feb078a355b0f1/US8368350.pdf | US:8368350 | Takehito Iwanaga, Takehiro Uchida | Denso Ten Ltd | US:5637977, JP:H09161898:A, US:5751135, JP:H09161882:A, US:5820395, US:6700352, JP:2009071989:A, US:20090102433:A1, JP:2009106053:A | 2013-02-05 | 2013-02-05 | 1. A control system for supplying power from a power source outside a vehicle to a power storage device located in the vehicle, the control system comprising:\na cable through which the power source outside the vehicle feeds the power storage device, the cable including at both ends a power source-side connector for connecting with the power source outside the vehicle and a vehicle-side connector for connecting with the vehicle, the vehicle-side connector including a signal pin, a series resistive element connected to the signal pin at one end, a switch connected in series to the series resistive element at one end and grounded at the other end, and a parallel resistive element connected in parallel to the switch and connected in series to the series resistive element, the switch changing from an ON state to an OFF state upon depression of a depression portion located on the vehicle-side connector by a user, at a time when the vehicle-side connector is connected to the vehicle, or at a time when the vehicle-side connector is disconnected off the vehicle;\na resistive element located in the vehicle, the resistive element being electrically connectable to the signal pin at one end and grounded at the other end; and\na control device located in the vehicle, the control device determining a state of the control system on the basis of a signal voltage value input from a signal line electrically connectable to the signal pin.\n, a cable through which the power source outside the vehicle feeds the power storage device, the cable including at both ends a power source-side connector for connecting with the power source outside the vehicle and a vehicle-side connector for connecting with the vehicle, the vehicle-side connector including a signal pin, a series resistive element connected to the signal pin at one end, a switch connected in series to the series resistive element at one end and grounded at the other end, and a parallel resistive element connected in parallel to the switch and connected in series to the series resistive element, the switch changing from an ON state to an OFF state upon depression of a depression portion located on the vehicle-side connector by a user, at a time when the vehicle-side connector is connected to the vehicle, or at a time when the vehicle-side connector is disconnected off the vehicle;, a resistive element located in the vehicle, the resistive element being electrically connectable to the signal pin at one end and grounded at the other end; and, a control device located in the vehicle, the control device determining a state of the control system on the basis of a signal voltage value input from a signal line electrically connectable to the signal pin., 2. A control system for supplying power from a power source outside a vehicle to a power storage device located in the vehicle, the control system comprising:\na cable through which the power source outside the vehicle feeds the power storage device, the cable including at both ends a first connector for connecting with the power source outside the vehicle and a second connector for connecting with the vehicle, the second connector including a first signal pin, a first resistive element connected to the first signal pin at one end, a switch connected in series to the first resistive element at one end and grounded at the other end, and a second resistive element connected in parallel to the switch and connected in series to the series resistive element, the switch changing from an ON state to an OFF state upon depression of a depression portion located on the second connector by a user, at a time when the second connector is connected to the vehicle, or at a time when the second connector is disconnected off the vehicle;\na third connector located in the vehicle, the third connector including a second pin electrically connectable to the first pin, and a third resistive element connected at one end to the second signal pin and grounded at other end; and\na control device located in the vehicle, the control device including a fourth resistive element connected at one end to a signal line electrically connected to the second signal pin and connected at the other end to a power source at a vehicle side, and a control portion for determining a state of the control system on the basis of a signal voltage value input from the signal line.\n, a cable through which the power source outside the vehicle feeds the power storage device, the cable including at both ends a first connector for connecting with the power source outside the vehicle and a second connector for connecting with the vehicle, the second connector including a first signal pin, a first resistive element connected to the first signal pin at one end, a switch connected in series to the first resistive element at one end and grounded at the other end, and a second resistive element connected in parallel to the switch and connected in series to the series resistive element, the switch changing from an ON state to an OFF state upon depression of a depression portion located on the second connector by a user, at a time when the second connector is connected to the vehicle, or at a time when the second connector is disconnected off the vehicle;, a third connector located in the vehicle, the third connector including a second pin electrically connectable to the first pin, and a third resistive element connected at one end to the second signal pin and grounded at other end; and, a control device located in the vehicle, the control device including a fourth resistive element connected at one end to a signal line electrically connected to the second signal pin and connected at the other end to a power source at a vehicle side, and a control portion for determining a state of the control system on the basis of a signal voltage value input from the signal line., 3. The control system according to claim 2, wherein:\nthe cable includes: a signal generating portion between the first connector and the second connector, the signal generating portion generating a pulse signal according to a state of power feed to the vehicle; and a signal line electrically connected to a third signal pin located in the second connector, the signal line transmitting the pulse signal generated at the signal generating portion;\nthe third connector includes a fourth signal pin electrically connectable to the third signal pin; and\nthe control device includes the control portion for determining a state of the control system on the basis of the pulse signal input from a signal line electrically connected to the fourth signal pin.\n, the cable includes: a signal generating portion between the first connector and the second connector, the signal generating portion generating a pulse signal according to a state of power feed to the vehicle; and a signal line electrically connected to a third signal pin located in the second connector, the signal line transmitting the pulse signal generated at the signal generating portion;, the third connector includes a fourth signal pin electrically connectable to the third signal pin; and, the control device includes the control portion for determining a state of the control system on the basis of the pulse signal input from a signal line electrically connected to the fourth signal pin., 4. A control device for supplying power from a power source outside a vehicle to a power storage device located in the vehicle, the control device comprising:\na storage portion storing a plurality of voltage values generated by combinations of first to fourth resistive elements included in a control system, the control system including: a cable through which the power source outside the vehicle feeds the power storage device, the cable including at both ends a first connector for connecting with the power source outside the vehicle and a second connector for connecting with the vehicle; a third connector located in the vehicle; and a control device, the second connector including: a first signal pin; a first resistive element, the first resistive element being connected to the first signal pin at one end; a switch connected in series to the first resistive element at one end and grounded at the other end; and the second resistive element, the second resistive element being connected in parallel to the switch and connected in series to the series resistive element, the switch changing from an ON state to an OFF state upon depression of a depression portion located on the second connector by a user, at a time when the second connector is connected to the vehicle, or at a time when the second connector is disconnected off the vehicle, the third connector including a second signal pin electrically connectable to the first signal pin and the third resistive element, the third resistive element being connected at one end to the second signal pin and grounded at other end, and the control device including the fourth resistive element, the fourth resistive element being connected at one end to a signal line electrically connected to the second signal pin and connected at the other end to a power source at a vehicle side; and\na control portion for determining a state of the switch and/or a connection state of whether the second connector is connected to the third connector, on the basis of the plurality of voltage values stored in the storage portion and a voltage value input from the signal line.\n, a storage portion storing a plurality of voltage values generated by combinations of first to fourth resistive elements included in a control system, the control system including: a cable through which the power source outside the vehicle feeds the power storage device, the cable including at both ends a first connector for connecting with the power source outside the vehicle and a second connector for connecting with the vehicle; a third connector located in the vehicle; and a control device, the second connector including: a first signal pin; a first resistive element, the first resistive element being connected to the first signal pin at one end; a switch connected in series to the first resistive element at one end and grounded at the other end; and the second resistive element, the second resistive element being connected in parallel to the switch and connected in series to the series resistive element, the switch changing from an ON state to an OFF state upon depression of a depression portion located on the second connector by a user, at a time when the second connector is connected to the vehicle, or at a time when the second connector is disconnected off the vehicle, the third connector including a second signal pin electrically connectable to the first signal pin and the third resistive element, the third resistive element being connected at one end to the second signal pin and grounded at other end, and the control device including the fourth resistive element, the fourth resistive element being connected at one end to a signal line electrically connected to the second signal pin and connected at the other end to a power source at a vehicle side; and, a control portion for determining a state of the switch and/or a connection state of whether the second connector is connected to the third connector, on the basis of the plurality of voltage values stored in the storage portion and a voltage value input from the signal line., 5. The control device according to claim 4, wherein:\nthe cable includes: a signal generating portion between the first connector and the second connector, the signal generating portion generating a pulse signal according to a state of power feed to the vehicle; and a signal line electrically connected to a third signal pin located in the second connector, the signal line transmitting the pulse signal generated at the signal generating portion;\nthe third connector includes a fourth signal pm electrically connectable to the third signal pin; and\nthe control portion determines a state of the control system on the basis of the pulse signal input from a signal line electrically connected to the fourth signal pin.\n, the cable includes: a signal generating portion between the first connector and the second connector, the signal generating portion generating a pulse signal according to a state of power feed to the vehicle; and a signal line electrically connected to a third signal pin located in the second connector, the signal line transmitting the pulse signal generated at the signal generating portion;, the third connector includes a fourth signal pm electrically connectable to the third signal pin; and, the control portion determines a state of the control system on the basis of the pulse signal input from a signal line electrically connected to the fourth signal pin., 6. The control device according to claim 4, wherein respective resistance values of the resistive elements are set at mutually different voltage values that are input from the signal line, depending on a state of connection of the cable to the vehicle or a state of depression of the depression portion., 7. A method for determining a state of connection of a cable to a vehicle, the cable being for supplying power from a power source outside the vehicle to a power storage device located in the vehicle, the method comprising the steps of:\ninputting to an input portion a signal voltage supplied from a signal line connectable to the cable, through which the power source outside the vehicle feeds the power storage device, the signal line being electrically connectable to a signal pin located in a vehicle-side connector of the cable, the vehicle-side connector including a series resistive element connected to the signal pin at one end, a switch connected in series to the series resistive element at one end and grounded at the other end, and a parallel resistive element connected in parallel to the switch and connected in series to the series resistive element, the switch changing from an ON state to an OFF state upon depression of a depression portion located on the vehicle-side connector by a user, at a time when the vehicle-side connector is connected to the vehicle, or at a time when the vehicle-side connector is disconnected off the vehicle, the vehicle having a resistive element electrically connected at one end to the signal line and grounded at the other end;\ndetermining a state of connection of the cable to the vehicle and/or whether the depression portion is depressed by the user, on the basis of a value of the signal voltage input in the inputting step; and\ncontrolling the vehicle on the basis of a result of the determination in the determining step.\n, inputting to an input portion a signal voltage supplied from a signal line connectable to the cable, through which the power source outside the vehicle feeds the power storage device, the signal line being electrically connectable to a signal pin located in a vehicle-side connector of the cable, the vehicle-side connector including a series resistive element connected to the signal pin at one end, a switch connected in series to the series resistive element at one end and grounded at the other end, and a parallel resistive element connected in parallel to the switch and connected in series to the series resistive element, the switch changing from an ON state to an OFF state upon depression of a depression portion located on the vehicle-side connector by a user, at a time when the vehicle-side connector is connected to the vehicle, or at a time when the vehicle-side connector is disconnected off the vehicle, the vehicle having a resistive element electrically connected at one end to the signal line and grounded at the other end;, determining a state of connection of the cable to the vehicle and/or whether the depression portion is depressed by the user, on the basis of a value of the signal voltage input in the inputting step; and, controlling the vehicle on the basis of a result of the determination in the determining step. | US | United States | Active | B | True |
| 337 | Power source device, vehicle provided with power source device, and power storage device \n | US9616766B2 | The present application is a U.S. national stage application of PCT International Application No. PCT/JP2013/005015 filed on Aug. 26, 2013, and claims the benefit of foreign priority of Japanese Patent Application No. 2012-189743 filed on Aug. 30, 2012, the contents all of which are incorporated herein by reference.\nThe present invention relates to a power source device having a plurality of stacked battery cells, and to a vehicle and a storage battery device equipped with the power source device, in particular, to a power source device for a motor driving installed in an electric vehicle such as a hybrid vehicle, fuel-cell vehicle, electric vehicle, or electric auto-bike, or to a power source device configured to supply high current such as in a home or industrial power storage application, and a vehicle and a storage battery device equipped with the power source device.\nIn a power supply device for a vehicle, in order to make power supplied to a motor driving the vehicle big, output voltage is increased by a lot of rechargeable secondary battery cells connected in series. One instance of a conventional power supply device is shown in an explored perspective view of FIG. 22. In the power supply device shown in this figure, plural battery cells having a rectangular box shape are stacked, and end plates 223 are disposed at the end surfaces of the stacked member. Binding bars 224 bind the end plates 223 each other. The binding bars 224 are made by bending metal boards. Further, a bus bar holder having insulation property is fixed on the upper surface of the stacked member. The bus bar holder of insulation property is sandwiched between the upper surface of the stacked member of the battery cells 221 and the binding bar 224 made of metal, and insulates the battery cells 221 bound by the binding bars 224 from each other without their outer cans conducting. Additionally, a circuit board or the like is fixed on the upper surface of the bus bar holder. The circuit board includes a detecting circuit which detects a cell voltage of each of the battery cells, a circuit which carries out various controls, or the like. Therefore, at the time of assembling the power supply device, after the bus bar holder is fixed in a state that the battery cells 221 are stacked in advance, the binding bars 224 bind the stacked member.\nHowever, such an assembling procedure has a problem that working efficiency is decreased. Namely, in order to fix the bus bar holder, it is necessary to fix the bus bar holder in a state that electrode terminals of the battery cells are coupled by the bus bars. Accordingly, as shown in FIG. 23, both end surfaces of the stacked member are pressed by jig JG, and while this state is held, the bus bar holder is put on the upper surface, and the bus bars are fixed each other by welding or screw. After that, the binding bars 224 are set, and the pressing of the jig JG is released, and then the binding bars 224 are fixed by screw or the like. However, in order to bind the battery stacked member by the binding bars 224, it is necessary to more strongly press the battery stacked member by the jig JG than binding the battery stacked member by the binding bars 224. As a result, when the pressing by the jig JG is released, as the battery stacked member is swollen a little, it happens that fixing positions of each of the bus bar slips. Therefore, a structure to maintain a connecting state, for example, bus bars having enlonged circle holes or track shape holes is necessary. Further, in this way, it is necessary to maintain the pressing by the jig JG until fixing of the bus bars is completed, and as time period of pressing by the jig JG is long, productivity is decreased.\nPatent Literature 1: Japanese Laid-Open Patent Publication No. 2012-22937\nThe present disclosure is developed for the purpose of solving such drawbacks. One non-limiting and explanatory embodiment provides a power supply device, and a vehicle and a storage battery device equipped with the power supply device in which assembling work can be effectively carried out.\nIn one aspect of the present disclosure, a power supply device comprises plural battery cells having a rectangular box shape and electrode terminals, a binding member binding a battery stacked member stacking the battery cells, bus bars connecting electrode terminals of the battery cells, and an insulating bus bar holder covering the upper surface of the battery stacked member, and the binding member binds the battery stacked member at the side surface and upper surface thereof, and the binding member comprises a side covering portion covering the side surface of the battery stacked member, and an upper covering portion covering the upper surface of the battery stacked member, and the bus bar holder is divided into an intermediate holder located at the intermediate portion, and side surface holders located at the side surfaces of both sides of the intermediate holder, and the side surface holder and the intermediate holder are press-fitted by a press-fitting structure. Accordingly, by dividing the binding member, as the intermediate holder can be fixed in a state that the binding member binds the battery stacked member including the side surface holder in advance, the pressure by the jig is early released, and then working efficiency of assembling is improved.\nIn other aspect of the power supply device related to the present disclosure, the press-fitting structure comprises, at the connecting surfaces between the intermediate holder and the side surface holder, a hook portion projecting from one surface, and an engaging portion engaged with the hook portion at the other surface. Accordingly, in a state that the side surface holder is fixed to the battery stacked member in advance, after that, the intermediate holder is easily fixed to the side surface holders.\nIn other aspect of the power supply device related to the present disclosure, the bus bar holder is extended in the stacking direction of the battery cells, and is divided into the intermediate holder and the side holder in the extended direction.\nIn other aspect of the power supply device related to the present disclosure, the bus bar holder is extended in the stacking direction of the battery cells, and is divided into the intermediate holder and the side holder in the extended direction.\nIn other aspect of the power supply device related to the present disclosure, further the power supply device comprises an insulating sheet interposed between the binding member and the battery stacked member. Accordingly, even though the binding member is made of conducting material, such as, metal board or the like, conducting of the outer cans of the battery cells can be prevented, and safety can be improved.\nIn other aspect of the power supply device related to the present disclosure, the side surface holder has a C-shaped slit in the sectional view, and opens toward side such that the end edge of the upper covering portion is inserted into the opening of the C-shaped slit. Accordingly, the side surface holder is sandwiched and fixed between the binding member and the battery stacked member, and the upper surface of the binding member is covered by the side surface holder, and the binding member can be prevented from convexly curving.\nIn other aspect of the power supply device related to the present disclosure, the binding member has an intermediate fixing projection projecting toward the intermediate holder side at the intermediate portion thereof, and the intermediate holder has an intermediate engaging portion engaged to the intermediate fixing projection at a position corresponding to the intermediate fixing. Accordingly, the binding member can be prevented from convexly curving at the intermediate portion.\nIn other aspect of the power supply device related to the present disclosure, the intermediate fixing projection comprises a part of the binding member which extends beyond the side surface holder, and the intermediate fixing projection is a bending board which is bent so as to project toward the intermediate holder, and the intermediate engaging portion is a slit into which the bending board is inserted. Accordingly, the intermediate fixing projection can be integrally made with the binding member, and the fixing structure can be simplified.\nIn other aspect of the power supply device related to the present disclosure, the side surface holder has a recess portion which holds the bending board. Accordingly, the bending board is held and positioned by the recess portion.\nIn other aspect of the power supply device related to the present disclosure, the binding member has one or more binding hole to open. Accordingly, when the battery cell are swollen or expanded and the length of the battery stacked member is elongated, the deformation of the binding hole reduces excessive load on connecting portions of the binding member and the end plates.\nIn other aspect of the power supply device related to the present disclosure, the bus bar holder has positioning guides in which the bus bars are disposed, and in each of the positioning guides, an insulating portion having a lattice shape is provided.\nIn other aspect of the power supply device related to the present disclosure, the battery stacked member has insulating spacers interposing between the battery cells, the spacer has a spacer hole portion at the center portion thereof. Accordingly, even though the center portion of the battery cells are swollen or expanded, the spacer hole portion can absorb such swell or expansion.\nIn other aspect of the power supply device related to the present disclosure, the spacer hole portion of the spacer is a through hole. Accordingly, the spacer hole portion can be easily made in the spacer.\nIn other aspect of the power supply device related to the present disclosure, further the power supply device comprises a circuit board including an electric circuit to monitor the battery cells, which is fixed on the upper surface of the bus bar holder, and the bus bar holder has a circuit board positioning boss to fix the circuit board at the center portion thereof, and the circuit board positioning boss has holding projections to hold the circuit board at the periphery thereof. Accordingly, the circuit board can be positioned and fixed to the upper surface of the bus bar.\nIn other aspect of the power supply device related to the present disclosure, further the power supply device comprises a holder cover which covers the upper surface of the circuit board, and the circuit board positioning boss has a screw hole to fix the holder cover and the bus bar holder by screw. Accordingly, by the circuit board positioning boss, the circuit board and the holder cover are fixed at the same time.\nA electric vehicle equipped with the power supply device, in addition to the power supply device comprises an electric motor being energized by electric power that is supplied from the power supply device, a vehicle body having the power supply device and the electric motor; and a wheel being driven by the electric motor, and driving the vehicle body.\nA storage battery device equipped with the power supply device comprises a power supply controller controlling charging and discharging of the power supply device, and the power supply device is charged with an external power by the power supply controller, and charging of the power supply device is controlled by the power supply controller.\nIn a method for manufacturing a power supply device, the power supply device comprises plural battery cells having a rectangular box shape and electrode terminals, an binding member binding a battery stacked member stacking the battery cells, bus bars connecting electrode terminals of the battery cells, and an insulating bus bar holder covering the upper surface of the battery stacked member. The method comprises providing the divided bus bar comprising an intermediate holder at the center portion in the bus bar holder, and side surface holders at the side surfaces of in the bus bar holder; binding the upper surface of the side surface holders by the binding member in a state that the side surface holders are disposed at the upper edge portions of the battery stacked member, press-fitting and fixing the intermediate holder between the side surface holders by using the press-fitting structure provided at the connecting surface between the intermediate holder and the side surface holder; and fixing the bus bars which are disposed at positioning guides disposing the bus bars to the electrode terminals of the battery cells.\n FIG. 1 is a perspective view showing a power supply device related to an embodiment 1 of the present invention.\n FIG. 2 is an explored perspective view of the power supply device in FIG. 1.\n FIG. 3 is a further explored perspective view of the power supply device in FIG. 2.\n FIG. 4 is a plan view of a bus bar holder.\n FIG. 5 is a sectional perspective view along a line V-V in FIG. 1.\n FIG. 6 is a main portion enlarged view of FIG. 5.\n FIG. 7 is a schematic sectional view showing one instance of a press-fitting structure of FIG. 5.\n FIG. 8 is a schematic sectional view showing a press-fitting structure related to an embodiment 2.\n FIG. 9 is a sectional view of the power supply device.\n FIG. 10 is a sectional perspective view along a line X-X in FIG. 1.\n FIG. 11 is a main portion enlarged view of FIG. 10.\n FIG. 12 is an enlarged explored perspective view showing an encircled portion with a dashed line of an intermediate fixing structure in FIG. 2.\n FIG. 13A is an explored perspective view showing a structure of engaging binding members to end plates.\n FIG. 13B is an explored perspective view showing a structure of engaging binding members to end plates related to an embodiment 3.\n FIG. 13C is an explored perspective view showing a structure of engaging binding members to end plates related to an embodiment 4.\n FIG. 13D is a plan view showing the structure of engaging the binding members to the end plate shown in FIG. 13A.\n FIG. 13E is a vertical sectional view showing a state that the end plate of FIG. 13D is fixed to a base plate.\n FIG. 13F is an explored perspective view showing a state that the end plate of FIG. 13D is fixed to the base plate.\n FIG. 14 is an explored perspective view and a main portion enlarged view showing a state that a circuit board is fixed to a bus bar holder.\n FIG. 15 is a schematic view showing a fixing portion of the circuit board.\n FIG. 16 is an explored perspective view showing a state that the binding member binds a battery stacked member.\n FIG. 17 is an explored perspective view showing a state that an intermediate holder is press-fitted between side surface holders of FIG. 16.\n FIG. 18 is an explored perspective view showing a state that after the bus bar holder is fixed to the battery stacked member, the bus bars are fixed.\n FIG. 19 is a block diagram showing one explanatory embodiment of a hybrid car driven by an engine and a motor in which the power supply device is installed.\n FIG. 20 is a block diagram showing one explanatory embodiment of an electric car driven only by a motor in which the power supply device is installed.\n FIG. 21 is a block diagram showing one explanatory embodiment of a storage battery device using the power supply device.\n FIG. 22 is an explored perspective view showing a conventional power supply device.\n FIG. 23 is a schematic view showing fixing binding bars with jig pressing.\nHereinafter, the embodiment of the present invention will be described referring to drawings. However, the following embodiments illustrate a power supply device, a vehicle and a storage battery device equipped with the power supply device, and a method for manufacturing the power supply device which are aimed at embodying the technological concept of the present invention, and the present invention is not limited to the power supply device, the vehicle and the storage battery device equipped with the power supply device, and the method for manufacturing the power supply device described below.\nIn particular, as long as specific descriptions are not provided, it is not intended that the claims be limited to sizes, materials, shapes, and relative arrangements of constitutional members described in the embodiments, which are mere descriptive examples. It is noted that the magnitude or positional relation of the members illustrated in each diagram is sometimes grandiloquently represented, in order to clarify the description. Furthermore, in the description below, identical names and reference numbers represent identical or homogeneous members, and detailed descriptions are appropriately omitted. Moreover, mode may be applied where each element constituting the present invention constitutes a plurality of elements with the use of the same member, thereby serving the plurality of elements with the use of one member, or, in contrast, mode may be realized where a function of the one member is shared by a plurality of members. Also, a portion of examples and the content described in the embodiments can be applied to other examples and another embodiment.\n\n(Embodiment 1)\n\nA power supply device 100 related to an embodiment 1 of the present invention is shown in FIG. 1 to FIG. 15. FIG. 1 is a perspective view showing the power supply device 100 related to an embodiment 1, and FIG. 2 is an explored perspective view of the power supply device 100 in FIG. 1, and FIG. 3 is a further explored perspective view of the power supply device 100 in FIG. 2, and FIG. 5 is a sectional perspective view along a line V-V in FIG. 1, and FIG. 6 is a main portion enlarged view of FIG. 5, and FIG. 7 is a schematic sectional view showing one instance of a press-fitting structure 30 of FIG. 5, and FIG. 8 is a schematic sectional view showing a press-fitting structure related to another embodiment 2, and FIG. 9 is a sectional view of the power supply device 100, and FIG. 10 is a sectional perspective view along a line X-X in FIG. 1, and FIG. 11 is a main portion enlarged view of FIG. 10, and FIG. 12 is an enlarged explored perspective view showing an encircled portion with a dashed line of an intermediate fixing structure in FIG. 2, and FIG. 13A is an explored perspective view showing a structure of engaging binding members 4 to end plates 3, and FIG. 13B is an explored perspective view showing a structure of engaging binding members to end plates related to an embodiment 3, and FIG. 13C is an explored perspective view showing a structure of engaging binding members to end plates related to an embodiment 4, and FIG. 13D is a plan view showing the structure of engaging the binding members to the end plate shown in FIG. 13A, and FIG. 14 is an explored perspective view and a main portion enlarged view showing a state that a circuit board 9 is fixed to a bus bar holder 8, and FIG. 15 is a schematic view showing a fixing portion of the circuit board 9. The power supply device 100 shown in these figures comprises plural battery cells 1, spacers 15 interposing between the battery cells 1, the end plates 3 which are each disposed at each end surface of a battery stacked member 2 in which the battery cells 1 and the spacers 15 are alternately stacked, a binding member 4 which binds the end plates 3, the bus bar holder 8 which is fixed on the upper surface of the battery stacked member 2, and bus bars 14 which connect electrode terminals 13 of the battery cells 1 to each other.\nThe end plates 3 are made of high rigidity material, for example, metal or the like, in order that the end plates 3 bind the battery stacked member 2 in a stacked state. Further, the binding member 4 is similarly made of metal or the like as high rigidity material. Here, the metal board is bent in a U-shaped cross-section, and end portions of the binding member 4 are fixed to the end plates 3 by screw or the like. This binding member 4 binds the side surface of the battery stacked member 2. Further, the binding member 4 also has a structure which presses the upper surface of the battery stacked member 2. Namely, the binding member 4 binds in the stacked state, and trues up the upper surfaces of the battery stacked member 2, namely the upper surfaces of the battery cells 1 as the nearly flat surface by pressing from the upper surface.\nThe bus bar holder 8 covers the upper surface of the battery stacked member 2. This bus bar holder 8 holds the bus bars 14 connecting electrode terminals 13 of the battery cells 1, and also insulates the bus bars 14 from the battery cells 1 for preventing unnecessary conducting between those. Therefore, the bus bar holder 8 is made of insulating material. In this instance, it is made of resin, for example, PPE or the like.\nThe bus bar holder 8 extends in the stacking direction of the battery cells 1. As shown in the explored perspective view of FIG. 3 and the plan view of FIG. 4, this bus bar holder 8 is divided into an intermediate holder 8A located in the intermediate portion, and side surface holders 8B located at the side surfaces of both sides of the intermediate holder 8A in the direction crossing the extending direction. Thus, by dividing the bus bar holder 8 into 3 parts, in a state that the side surface holders 8B are fixed on the edge portions of the upper surface, the intermediate holder 8A are press-fitted, coupled, and fixed between the side surface holders 8B, and then it improves working efficiency of the assembling procedure of the power supply device.\nFurther, the intermediate holder 8A and the side surface holder 8B has a press-fitting structure 30 press-fitting each other at the joining surfaces between them. Concretely, as shown in FIG. 5 to FIG. 7, a hook portion 31 of a hook shape projecting from a wall surface of the intermediate holder 8A, and\nAs shown in the explored perspective view of FIG. 2 and the plan view of FIG. 4, the intermediate holder 8A has the hook portions 31 at both side surfaces thereof. The hook portions 31 are provided at plural positions in spaces relationship with each other at each of the side surface. As shown in the sectional view of FIG. 7, each of the hook portions 31 is formed in such a way as inclining in the direction that the width of the hook portion 31 is wide at the top, narrow at the lower end, and a step portion is formed at the top end of the inclining surface, and then the engaging portion 32 of the side surface holder 8B is engaged with the step portion. By this structure, the return prevention structure which prevents the intermediate holder 8A once press-fitted from coming off the side surface holders 8B, is realized. Namely, once the intermediate holder 8A is pushed into and press-fitted between the side surface holders 8B, after that, the step portion is engaged with the engaging portion 32, and the upward movement of the intermediate holder 8A is prevented, and then the intermediate holder 8A can be stably fixed to the side surface holder 8B.\nHere, the hook portion 31 is not limited to the structure in which the plural hook portions are provided in spaces relationship, and can be continuously provided along the longitudinal direction of the intermediate holder.\nFurther, the press-fitting structure is not limited to this construction, and other construction which can press-fit the intermediate holder and the side surface holders, can be suitably used. For example, in an embodiment 2 shown in FIG. 8, a hook portion 31′ at the side surface holder 8B′side, and an engaging portion 32′ at the intermediate holder 8A′side, can be provided.\nAs shown in FIG. 2 and FIG. 3, the binding member 4 extends in the stacking direction of the batter stacked member 2, and both ends of the binding member 4 are fixed to the end plates 3, and then the binding member 4 binds the battery stacked member 3 in the stacking direction. The binding member 4 shown in these figures is disposed at each of side surfaces 2B of both sides different from a first surface 2A as the upper surface of the battery stacked member 2.\nThe binding member 4 is a metal board having a predetermined width and a predetermined thickness along the surface of the battery stacked member 2. This binding member 4 is made of metal board of iron or the like. Preferably steel board can be used. The binding member 4 made of metal board has connecting portions 4 b connecting to the end plates 3 at both ends of a side surface covering portion 4 a thereof. Both end portions as the connecting portions 4 b of the binding member 4 of the figure is bent at about right angle along the main surface of the end plates 3. The connecting portions 4 b at both ends are coupled to the end plates 3, and the connecting portions 4 b are engaged with a pair of the end plates 3 which are disposed at both ends of the battery stacked member 2. And the battery stacked member 2 is sandwiched and fixed from both ends by a pair of the end plates 3 having a predetermined space. The connecting portions 4 b of the binding member 4 of FIG. 2 and FIG. 3 are connected to press-fitting recess portions 3A provided at four corner portions of the end plates 3, and four bars as the binding member 4 are coupled to a pair of the end plates 3. Therefore, the connecting portion 4 b of the binding member 4 is bent along the press-fitting recess portion 3A of the end plate 3.\nAs shown in FIG. 2 and FIG. 3, bars as the binding member 4 are in spaced relationship vertically with each other at each of the side surfaces of the battery stacked member 2. The binding member 4 comprises a first binding bar 4A, and a second binding bar 4B. The first binding bar 4A is disposed at an edge portion of the upper surface side of the battery stacked member 2. This first binding bar 4A is bent, and has a side surface portion which contacts the side surface of the battery stacked member 2, and an upper surface portion which is bent at right angle to the side surface portion and covers the upper surface of the battery stacked member 2 so as to have an L-shape sectional view in the lateral and vertical direction.\nFurther, the first binding bar 4A comprises a side covering portion 4 a covering the side surface of the battery stacked member 2, and an upper covering portion 4 c covering and pushing the upper surface of the stacked battery member 2 in the vertical sectional L-shape. As the battery stacked member 2 is pushed or pressed from the upper surface by the upper covering portion 4 c, the upper surfaces of each of the battery cells 1 constituting the battery stacked member 2 are roughly located in the same plane.\nHere, the upper covering portion 4 c push or press the upper surfaces of the battery cells 1 through the side surface holder 8B, without directly pushing or pressing. Namely, the side surface holder 8B is fixed to the edge portion of the battery stacked member 2 in advance, and the first binding bar 4A pushes or presses the side surface holder 8B.\nFurther, as mentioned above, as the first binding bar 4A is bent in the vertical sectional L-shape covering the edge in the side surface and the upper surface of the battery stacked member 2, it is necessary to insulate the adjacent battery cells 1 from each other in the side surface of the battery stacked member 2. Accordingly, an insulating sheet 54 is disposed between the side surface of the battery stacked member 2 and the first binding bar 4A. The insulating sheet 54 is a resin sheet having excellent insulation property, for example, PET or the like. In addition, in this instance, the insulating sheet 54 and the side surface holder 8B are made as separate parts, but it is possible to make those in one part.\nFurther, the upper covering portion 4 c of the first binding bar 4A can be covered in a state of pressing the upper surfaces of the battery cells 1 without the upper surface of the first binding bar 4A exposed. From this, unintentional conducting can be prevented. In the instance of FIG. 5, FIG. 10, the side surface holder 8B covers also the upper surface of the first binding bar 4A. The side surface holder 8B has a C-shaped slit 8 c in the sectional view, and opens toward side. The end edge of the upper covering portion 4 c is inserted into the opening of the C-shaped slit 8 c. By this, the upper surface of the first binding bar 4A is covered and insulated, and the first binding bar 4A is disposed in a surely positioned state by the C-shaped slit 8 c, and binds while pushing or pressing the upper surface of the battery stacked member 2.\nFurther, the first binding bar 4A has an intermediate fixing structure to couple the bus bar holder 8 at the intermediate portion thereof. Concretely, as shown in FIG. 10 to FIG. 12, the first binding bar 4A has an intermediate fixing projection 4 e projecting toward the intermediate holder 8A side at the intermediate portion thereof. On the other, the intermediate holder 8A has an intermediate engaging portion engaged to the intermediate fixing projection 4 e at a position corresponding to the intermediate fixing projection 4 e. Such an intermediate fixing structure can prevent the binding member 4 from convexly curving outward from the side surface side at the intermediate portion of the binding member 4 \nNamely, as the number of the battery cells constituting the battery stacked member increases, the binding member is made longer, and it is apt to make space between the intermediate portion of the binding member and the battery stacked member. Especially, the binding member fundamentally makes strength binding the end plates, and is effective to bind the battery stacked member, and then strength pushing the upper surface or the side surface is weak. As a result, as the binding member is made longer in the stacking direction of the battery cell, it is apt to make space from the battery stacked member at the intermediate portion of the binding member. Therefore, as mentioned above, in the upper surface of the battery stacked member, the first binding bar 4A is prevented from convexly curving by inserting into the C-shaped slit 8 c. Further, in the side surface of the battery stacked member, the intermediate fixing structure coupling to the bus bar holder 8 prevents the first binding bar 4A from convexly curving outward from the side surface.\nThe intermediate fixing projection 4 e extends from the upper surface covering portion 4 c as the upper surface portion of the first binding bar 4A to the intermediate holder 8A side. Especially, the intermediate fixing projection 4 e has a bending board 4 f which projects toward the intermediate holder 8A with its tip portion bent upward. Preferably the intermediate fixing projection 4 e is integrally made with the binding member 4, and then it makes the structure simple.\nFurther, in the intermediate portion of the C-shaped slit 8 c of the side holder 8B, the bottom surface portion of the C-shaped slit 8 c has a through hole at the portion corresponding to the intermediate fixing projection 4 e such that the intermediate fixing projection 4 e extends beyond the side surface holder 8B to the intermediate holder 8A side. Especially, in the instance of FIG. 10, as the bent board 4 f is the tip portion of the intermediate fixing projection 4 e, a recess portion 8 b is made by cutting out the upper surface portion as one surface of the C-shaped slit 8 c. The recess portion 8 b is formed in the about same width as that of the intermediate fixing projection 4 e, and by this, the intermediate fixing projection 4 e is held in a positioned state by the recess portion 8 b. \nOn the other hand, the intermediate engaging portion of the intermediate holder 8A is an engaging slit 8 a into which the bending board 4 f is inserted. As shown in the enlarged sectional perspective view of FIG. 10 and the plan view of FIG. 4, at the intermediate portion in the longitudinal direction of the intermediate holder 8A, the engaging slit 8 a is opened and provided so as to insert and engaging the bent board 4 f into at the position corresponding to the bent board 4 f of the intermediate fixing projection 4 e. Especially, the bent board 4 f is bent at about right angle to the intermediate fixing projection 4 e, in the other words the bent board 4 f, the intermediate fixing projection 4 e, and the side surface covering portion 4 a are bent in a step shape, and the bent board 4 f and the side surface covering portion 4 a are disposed in approximate parallel. By this, the bent board 4 f has engaging effect to the maximum degree, and the intermediate portion of the first binding bar is prevented from making space from the battery stacked member 2. Especially, when the power supply | A power supply device comprises plural battery cells having a rectangular box shape and electrode terminals, a binding member binding a battery stacked member stacking the battery cells, bus bars connecting electrode terminals of the battery cells, and an insulating bus bar holder covering the upper surface of the battery stacked member. The binding member binds the battery stacked member at the side surface and upper surface thereof. The binding member comprises a side covering portion covering the side surface of the battery stacked member, and an upper covering portion covering the upper surface of the battery stacked member. The bus bar holder is divided into an intermediate holder located at the intermediate portion, and side surface holders located at the side surfaces of both sides of the intermediate holder. The side surface holder and the intermediate holder are press-fitted by a press-fitting structure. | US:14/408,547 | https://patentimages.storage.googleapis.com/90/9f/c9/ec845cbc551a91/US9616766.pdf | US:9616766 | Kazuhiro Fujii | Sanyo Electric Co Ltd | US:6275004, JP:2003100273:A, US:20100151313:A1, US:20100073005:A1, US:20140030581:A1, US:20110097620:A1, JP:2011091035:A, US:20110287299:A1, JP:2011249303:A, US:20120003526:A1, JP:2012014962:A, JP:2012022937:A, WO:2012057322:A1, US:20130273404:A1, US:20120315520:A1, WO:2013084941:A1 | 2017-04-11 | 2017-04-11 | 1. A power supply device comprising:\nplural battery cells having a rectangular box shape and electrode terminals;\nbinding members binding a battery stacked member stacking the battery cells;\nbus bars connecting electrode terminals of the battery cells; and\na bus bar holder covering the upper surface of the battery stacked member,\nwherein the binding members bind the battery stacked member at the right and left side surfaces of the battery cells of the battery stacked member and the upper surface thereof, and each of the binding members comprises side covering portions covering side surfaces of the battery stacked member, and upper covering portions covering the upper surface of the battery stacked member and integrally formed with the side covering portions,\nwherein the bus bar holder is divided into an intermediate holder located at an intermediate portion on the upper surface of the battery stacked member, and side surface holders each located at an end of the intermediate holder, and the side surface holders and the intermediate holder are press-fitted by a press-fitting structure, and\nwherein the intermediate holder is disposed between the upper covering portions extending in a first direction with respect to the battery stacked member, and\neach of the side surface holders are disposed on each of the upper covering portions located at both sides of the intermediate holder and extend in a second direction with respect to the battery stacked member that is perpendicular to the first direction.\n, plural battery cells having a rectangular box shape and electrode terminals;, binding members binding a battery stacked member stacking the battery cells;, bus bars connecting electrode terminals of the battery cells; and, a bus bar holder covering the upper surface of the battery stacked member,, wherein the binding members bind the battery stacked member at the right and left side surfaces of the battery cells of the battery stacked member and the upper surface thereof, and each of the binding members comprises side covering portions covering side surfaces of the battery stacked member, and upper covering portions covering the upper surface of the battery stacked member and integrally formed with the side covering portions,, wherein the bus bar holder is divided into an intermediate holder located at an intermediate portion on the upper surface of the battery stacked member, and side surface holders each located at an end of the intermediate holder, and the side surface holders and the intermediate holder are press-fitted by a press-fitting structure, and, wherein the intermediate holder is disposed between the upper covering portions extending in a first direction with respect to the battery stacked member, and, each of the side surface holders are disposed on each of the upper covering portions located at both sides of the intermediate holder and extend in a second direction with respect to the battery stacked member that is perpendicular to the first direction., 2. The power supply device according to claim 1,\nwherein the press-fitting structure comprises, at connecting surfaces between the intermediate holder and the side surface holders, a hook portion projecting from one connecting surface, and an engaging portion engaged with the hook portion at another connecting surface.\n, wherein the press-fitting structure comprises, at connecting surfaces between the intermediate holder and the side surface holders, a hook portion projecting from one connecting surface, and an engaging portion engaged with the hook portion at another connecting surface., 3. The power supply device according to claim 1,\nwherein the binding member comprises a first binding bar and a second binding bar disposed in a vertically spaced relationship with respect to each other at a side surface of the battery stacked member.\n, wherein the binding member comprises a first binding bar and a second binding bar disposed in a vertically spaced relationship with respect to each other at a side surface of the battery stacked member., 4. The power supply device according to claim 1, further comprising an insulating sheet interposed between the binding member and the battery stacked member., 5. The power supply device according to claim 1,\nwherein the side surface holder has a C-shaped slit, and opens such that an end edge of the upper covering portions is inserted into the opening of the C-shaped slit.\n, wherein the side surface holder has a C-shaped slit, and opens such that an end edge of the upper covering portions is inserted into the opening of the C-shaped slit., 6. The power supply device according to claim 1,\nwherein the binding member has an intermediate fixing projection projecting toward an intermediate holder side at the intermediate portion thereof, and the intermediate holder has an intermediate engaging portion engaged to the intermediate fixing projection at a position corresponding to the intermediate fixing projection.\n, wherein the binding member has an intermediate fixing projection projecting toward an intermediate holder side at the intermediate portion thereof, and the intermediate holder has an intermediate engaging portion engaged to the intermediate fixing projection at a position corresponding to the intermediate fixing projection., 7. The power supply device according to claim 6,\nwherein the intermediate fixing projection comprises a part of the binding members which each extends beyond the side surface holders, and the intermediate fixing projection is a bending board which is bent so as to project toward the intermediate holder,\nwherein the intermediate engaging portion is a slit into which the bending board is inserted.\n, wherein the intermediate fixing projection comprises a part of the binding members which each extends beyond the side surface holders, and the intermediate fixing projection is a bending board which is bent so as to project toward the intermediate holder,, wherein the intermediate engaging portion is a slit into which the bending board is inserted., 8. The power supply device according to claim 7,\nwherein each side surface holder has a recess portion which holds the bending board.\n, wherein each side surface holder has a recess portion which holds the bending board., 9. The power supply device according to claim 1,\nwherein the binding member has one or more binding holes.\n, wherein the binding member has one or more binding holes., 10. The power supply device according to claim 1,\nwherein the bus bar holder has positioning guides in which the bus bars are disposed, and in each of the positioning guides, an insulating portion having a lattice shape is provided.\n, wherein the bus bar holder has positioning guides in which the bus bars are disposed, and in each of the positioning guides, an insulating portion having a lattice shape is provided., 11. The power supply device according to claim 1,\nwherein the battery stacked member has insulating spacers interposed between the battery cells, each of the insulating spacers has a spacer hole portion at the center portion thereof.\n, wherein the battery stacked member has insulating spacers interposed between the battery cells, each of the insulating spacers has a spacer hole portion at the center portion thereof., 12. The power supply device according to claim 11,\nwherein the spacer hole portion of the spacer is a through hole.\n, wherein the spacer hole portion of the spacer is a through hole., 13. The power supply device according to claim 1,\nfurther comprising a circuit board including an electric circuit to monitor the battery cells, which is fixed on the upper surface of the bus bar holder,\nwherein the bus bar holder has a circuit board positioning boss to fix the circuit board at the center portion thereof, and the circuit board positioning boss has holding projections to hold the circuit board at the periphery thereof.\n, further comprising a circuit board including an electric circuit to monitor the battery cells, which is fixed on the upper surface of the bus bar holder,, wherein the bus bar holder has a circuit board positioning boss to fix the circuit board at the center portion thereof, and the circuit board positioning boss has holding projections to hold the circuit board at the periphery thereof., 14. The power supply device according to claim 13,\nfurther comprising a holder cover which covers the upper surface of the circuit board,\nwherein the circuit board positioning boss has a screw hole to fix the holder cover and the bus bar holder by screw.\n, further comprising a holder cover which covers the upper surface of the circuit board,, wherein the circuit board positioning boss has a screw hole to fix the holder cover and the bus bar holder by screw., 15. A electric vehicle equipped with the power supply device according to claim 1, comprising:\nan electric motor being energized by electric power that is supplied from the power supply device;\na vehicle body having the power supply device and the electric motor; and\na wheel being driven by the electric motor, and driving the vehicle body.\n, an electric motor being energized by electric power that is supplied from the power supply device;, a vehicle body having the power supply device and the electric motor; and, a wheel being driven by the electric motor, and driving the vehicle body. | US | United States | Active | B60L11/1879 | True |
| 338 | Control system, control device and cable connection state determining method \n | US8368350B2 | NaN | A vehicle-side connector included at one end of a cable through which a power source outside a vehicle feeds a power storage device, includes a signal pin, a resistive element R 2 connected to the signal pin at one end, a switch connected in series to the resistive element R 2 at one end and grounded at the other end, and a resistive element R 3 connected in parallel to the switch. The switch changes from an ON state to an OFF state upon depression of a depression portion located on the vehicle-side connector. The vehicle includes a resistive element R 4 whose one end is connectable to the signal pin and other end is grounded and a control device which determines a state of connection of the cable on the basis of a signal voltage value input from a signal line electrically connected to the signal pin. | US:12/563,736 | https://patentimages.storage.googleapis.com/37/42/94/feb078a355b0f1/US8368350.pdf | US:8368350 | Takehito Iwanaga, Takehiro Uchida | Denso Ten Ltd | US:5637977, JP:H09161898:A, US:5751135, JP:H09161882:A, US:5820395, US:6700352, JP:2009071989:A, US:20090102433:A1, JP:2009106053:A | 2013-02-05 | 2013-02-05 | 1. A control system for supplying power from a power source outside a vehicle to a power storage device located in the vehicle, the control system comprising:\na cable through which the power source outside the vehicle feeds the power storage device, the cable including at both ends a power source-side connector for connecting with the power source outside the vehicle and a vehicle-side connector for connecting with the vehicle, the vehicle-side connector including a signal pin, a series resistive element connected to the signal pin at one end, a switch connected in series to the series resistive element at one end and grounded at the other end, and a parallel resistive element connected in parallel to the switch and connected in series to the series resistive element, the switch changing from an ON state to an OFF state upon depression of a depression portion located on the vehicle-side connector by a user, at a time when the vehicle-side connector is connected to the vehicle, or at a time when the vehicle-side connector is disconnected off the vehicle;\na resistive element located in the vehicle, the resistive element being electrically connectable to the signal pin at one end and grounded at the other end; and\na control device located in the vehicle, the control device determining a state of the control system on the basis of a signal voltage value input from a signal line electrically connectable to the signal pin.\n, a cable through which the power source outside the vehicle feeds the power storage device, the cable including at both ends a power source-side connector for connecting with the power source outside the vehicle and a vehicle-side connector for connecting with the vehicle, the vehicle-side connector including a signal pin, a series resistive element connected to the signal pin at one end, a switch connected in series to the series resistive element at one end and grounded at the other end, and a parallel resistive element connected in parallel to the switch and connected in series to the series resistive element, the switch changing from an ON state to an OFF state upon depression of a depression portion located on the vehicle-side connector by a user, at a time when the vehicle-side connector is connected to the vehicle, or at a time when the vehicle-side connector is disconnected off the vehicle;, a resistive element located in the vehicle, the resistive element being electrically connectable to the signal pin at one end and grounded at the other end; and, a control device located in the vehicle, the control device determining a state of the control system on the basis of a signal voltage value input from a signal line electrically connectable to the signal pin., 2. A control system for supplying power from a power source outside a vehicle to a power storage device located in the vehicle, the control system comprising:\na cable through which the power source outside the vehicle feeds the power storage device, the cable including at both ends a first connector for connecting with the power source outside the vehicle and a second connector for connecting with the vehicle, the second connector including a first signal pin, a first resistive element connected to the first signal pin at one end, a switch connected in series to the first resistive element at one end and grounded at the other end, and a second resistive element connected in parallel to the switch and connected in series to the series resistive element, the switch changing from an ON state to an OFF state upon depression of a depression portion located on the second connector by a user, at a time when the second connector is connected to the vehicle, or at a time when the second connector is disconnected off the vehicle;\na third connector located in the vehicle, the third connector including a second pin electrically connectable to the first pin, and a third resistive element connected at one end to the second signal pin and grounded at other end; and\na control device located in the vehicle, the control device including a fourth resistive element connected at one end to a signal line electrically connected to the second signal pin and connected at the other end to a power source at a vehicle side, and a control portion for determining a state of the control system on the basis of a signal voltage value input from the signal line.\n, a cable through which the power source outside the vehicle feeds the power storage device, the cable including at both ends a first connector for connecting with the power source outside the vehicle and a second connector for connecting with the vehicle, the second connector including a first signal pin, a first resistive element connected to the first signal pin at one end, a switch connected in series to the first resistive element at one end and grounded at the other end, and a second resistive element connected in parallel to the switch and connected in series to the series resistive element, the switch changing from an ON state to an OFF state upon depression of a depression portion located on the second connector by a user, at a time when the second connector is connected to the vehicle, or at a time when the second connector is disconnected off the vehicle;, a third connector located in the vehicle, the third connector including a second pin electrically connectable to the first pin, and a third resistive element connected at one end to the second signal pin and grounded at other end; and, a control device located in the vehicle, the control device including a fourth resistive element connected at one end to a signal line electrically connected to the second signal pin and connected at the other end to a power source at a vehicle side, and a control portion for determining a state of the control system on the basis of a signal voltage value input from the signal line., 3. The control system according to claim 2, wherein:\nthe cable includes: a signal generating portion between the first connector and the second connector, the signal generating portion generating a pulse signal according to a state of power feed to the vehicle; and a signal line electrically connected to a third signal pin located in the second connector, the signal line transmitting the pulse signal generated at the signal generating portion;\nthe third connector includes a fourth signal pin electrically connectable to the third signal pin; and\nthe control device includes the control portion for determining a state of the control system on the basis of the pulse signal input from a signal line electrically connected to the fourth signal pin.\n, the cable includes: a signal generating portion between the first connector and the second connector, the signal generating portion generating a pulse signal according to a state of power feed to the vehicle; and a signal line electrically connected to a third signal pin located in the second connector, the signal line transmitting the pulse signal generated at the signal generating portion;, the third connector includes a fourth signal pin electrically connectable to the third signal pin; and, the control device includes the control portion for determining a state of the control system on the basis of the pulse signal input from a signal line electrically connected to the fourth signal pin., 4. A control device for supplying power from a power source outside a vehicle to a power storage device located in the vehicle, the control device comprising:\na storage portion storing a plurality of voltage values generated by combinations of first to fourth resistive elements included in a control system, the control system including: a cable through which the power source outside the vehicle feeds the power storage device, the cable including at both ends a first connector for connecting with the power source outside the vehicle and a second connector for connecting with the vehicle; a third connector located in the vehicle; and a control device, the second connector including: a first signal pin; a first resistive element, the first resistive element being connected to the first signal pin at one end; a switch connected in series to the first resistive element at one end and grounded at the other end; and the second resistive element, the second resistive element being connected in parallel to the switch and connected in series to the series resistive element, the switch changing from an ON state to an OFF state upon depression of a depression portion located on the second connector by a user, at a time when the second connector is connected to the vehicle, or at a time when the second connector is disconnected off the vehicle, the third connector including a second signal pin electrically connectable to the first signal pin and the third resistive element, the third resistive element being connected at one end to the second signal pin and grounded at other end, and the control device including the fourth resistive element, the fourth resistive element being connected at one end to a signal line electrically connected to the second signal pin and connected at the other end to a power source at a vehicle side; and\na control portion for determining a state of the switch and/or a connection state of whether the second connector is connected to the third connector, on the basis of the plurality of voltage values stored in the storage portion and a voltage value input from the signal line.\n, a storage portion storing a plurality of voltage values generated by combinations of first to fourth resistive elements included in a control system, the control system including: a cable through which the power source outside the vehicle feeds the power storage device, the cable including at both ends a first connector for connecting with the power source outside the vehicle and a second connector for connecting with the vehicle; a third connector located in the vehicle; and a control device, the second connector including: a first signal pin; a first resistive element, the first resistive element being connected to the first signal pin at one end; a switch connected in series to the first resistive element at one end and grounded at the other end; and the second resistive element, the second resistive element being connected in parallel to the switch and connected in series to the series resistive element, the switch changing from an ON state to an OFF state upon depression of a depression portion located on the second connector by a user, at a time when the second connector is connected to the vehicle, or at a time when the second connector is disconnected off the vehicle, the third connector including a second signal pin electrically connectable to the first signal pin and the third resistive element, the third resistive element being connected at one end to the second signal pin and grounded at other end, and the control device including the fourth resistive element, the fourth resistive element being connected at one end to a signal line electrically connected to the second signal pin and connected at the other end to a power source at a vehicle side; and, a control portion for determining a state of the switch and/or a connection state of whether the second connector is connected to the third connector, on the basis of the plurality of voltage values stored in the storage portion and a voltage value input from the signal line., 5. The control device according to claim 4, wherein:\nthe cable includes: a signal generating portion between the first connector and the second connector, the signal generating portion generating a pulse signal according to a state of power feed to the vehicle; and a signal line electrically connected to a third signal pin located in the second connector, the signal line transmitting the pulse signal generated at the signal generating portion;\nthe third connector includes a fourth signal pm electrically connectable to the third signal pin; and\nthe control portion determines a state of the control system on the basis of the pulse signal input from a signal line electrically connected to the fourth signal pin.\n, the cable includes: a signal generating portion between the first connector and the second connector, the signal generating portion generating a pulse signal according to a state of power feed to the vehicle; and a signal line electrically connected to a third signal pin located in the second connector, the signal line transmitting the pulse signal generated at the signal generating portion;, the third connector includes a fourth signal pm electrically connectable to the third signal pin; and, the control portion determines a state of the control system on the basis of the pulse signal input from a signal line electrically connected to the fourth signal pin., 6. The control device according to claim 4, wherein respective resistance values of the resistive elements are set at mutually different voltage values that are input from the signal line, depending on a state of connection of the cable to the vehicle or a state of depression of the depression portion., 7. A method for determining a state of connection of a cable to a vehicle, the cable being for supplying power from a power source outside the vehicle to a power storage device located in the vehicle, the method comprising the steps of:\ninputting to an input portion a signal voltage supplied from a signal line connectable to the cable, through which the power source outside the vehicle feeds the power storage device, the signal line being electrically connectable to a signal pin located in a vehicle-side connector of the cable, the vehicle-side connector including a series resistive element connected to the signal pin at one end, a switch connected in series to the series resistive element at one end and grounded at the other end, and a parallel resistive element connected in parallel to the switch and connected in series to the series resistive element, the switch changing from an ON state to an OFF state upon depression of a depression portion located on the vehicle-side connector by a user, at a time when the vehicle-side connector is connected to the vehicle, or at a time when the vehicle-side connector is disconnected off the vehicle, the vehicle having a resistive element electrically connected at one end to the signal line and grounded at the other end;\ndetermining a state of connection of the cable to the vehicle and/or whether the depression portion is depressed by the user, on the basis of a value of the signal voltage input in the inputting step; and\ncontrolling the vehicle on the basis of a result of the determination in the determining step.\n, inputting to an input portion a signal voltage supplied from a signal line connectable to the cable, through which the power source outside the vehicle feeds the power storage device, the signal line being electrically connectable to a signal pin located in a vehicle-side connector of the cable, the vehicle-side connector including a series resistive element connected to the signal pin at one end, a switch connected in series to the series resistive element at one end and grounded at the other end, and a parallel resistive element connected in parallel to the switch and connected in series to the series resistive element, the switch changing from an ON state to an OFF state upon depression of a depression portion located on the vehicle-side connector by a user, at a time when the vehicle-side connector is connected to the vehicle, or at a time when the vehicle-side connector is disconnected off the vehicle, the vehicle having a resistive element electrically connected at one end to the signal line and grounded at the other end;, determining a state of connection of the cable to the vehicle and/or whether the depression portion is depressed by the user, on the basis of a value of the signal voltage input in the inputting step; and, controlling the vehicle on the basis of a result of the determination in the determining step. | US | United States | Active | B | True |
| 339 | 电驱动车辆、动力总成和拖曳期间的综合车辆控制的方法 \n | CN112549985B | 本公开总体上涉及混合动力和电动车辆。更具体而言，本公开的各方面涉及具有电驱动动力总成和用于车辆拖曳(tow)期间的电气系统控制的逻辑的智能机动车辆。当前生产的机动车辆，例如现代的汽车，最初配备有动力总成，该动力总成操作来推进车辆并为车辆的车载电子设备供能。例如，在汽车应用中，车辆动力总成通常以原动机为代表，该原动机通过自动或手动换挡的动力传输将驱动扭矩传递到车辆的最终驱动系统(例如，差速器、车轴、车轮等)。由于其立即可用性以及相对低廉的成本、重量轻和效率，历史上汽车一直由往复活塞式内燃机(ICE)组件来供能。作为一些非限制性示例，这样的发动机包括压缩点火(CI)柴油发动机、火花点火(SI)汽油发动机、二冲程、四冲程和六冲程架构以及旋转发动机。另一方面，混合电动和全电动车辆利用诸如电动机发电机单元(MGU)之类的替代动力源来推进车辆，并且因此，最小化或消除了对用于牵引动力的基于化石燃料的发动机的依赖。俗称为“电动车”的全电动车辆(FEV)是一种电驱动车辆构造，其完全将内燃机和伴随的外围部件从动力总成系统中移除，从而仅依靠牵引电动机以用于推进以及支撑附属负载。基于ICE的车辆的发动机组件、燃料供应系统和排气系统被FEV中的单个或多个牵引电动机、牵引电池组以及电池冷却和充电电子设备所取代。相比之下，混合电动车辆(HEV)的动力总成采用多个牵引动力源来推进车辆，最常见的是结合电池动力或燃料电池动力的电动机来操作内燃机组件。由于混合动力车辆能够从发动机以外的来源获得其动力，因此在车辆通过电动机推进的同时，HEV的发动机可全部或部分地关闭。大多数商业上可获得的混合电动和全电动(统称为“电驱动”)车辆都采用可充电的牵引电池组来存储和供应必要的动力，以便操作动力总成的电动机/发电机单元。为了产生具有足够的车辆行驶里程、速度和响应性的牵引动力，与标准的12伏启动、照明和点火(SLI)电池相比，牵引电池组显著更大、更加强大且容量更高。高压(HV)电气系统有助于控制HEV/FEV的牵引电动机与车载牵引电池组之间的电力传输。HV电气系统通常采用前端、DC-DC电功率转换器，其被电连接到车辆的牵引电池组，以便增加对高压主直流(DC)母线和电子功率逆变器的电压供应。可以跨主DC母线的正端子和负端子布置高频大容量电容器，以提供电稳定性并存储补充电能。多相同步MGU的操作和控制可通过如下方式来实现，即：采用功率逆变器模块(PIM)，以使用从动力总成控制模块(PCM)输出的脉宽调制控制信号来将DC功率转换成交流(AC)电功率。在车辆使用期间，偶尔需要拖曳机动车辆，无论是以平拖操作(例如，拖曳在休闲车辆后面，其中前车轮和后车轮都接触地面)、斜拖操作(例如，拖曳在集成式拖车(integrated tow truck)后面，其中前轮或后轮被抬离地面)还是板拖(bed-tow)操作(例如，在平板车上拖曳，其中前轮和后轮被抬离地面)。然而，平拖或斜拖电驱动车辆可能会引起当拖曳的车辆被置于卡车拖斗或拖挂车上时不存在的问题，这是因为接触道路的车轮的旋转可能会无意地驱动车辆的牵引电动机。当车辆被拖曳并且电动机与电池组电气断开时驱动牵引电动机可能会引起反电动势(EMF)，该反电动势可能会潜在地损伤HV系统的大容量电容器。另一方面，在电动机被电连接到电池组时，在车辆拖曳期间驱动牵引电动机可能会将驱动系统推入到不受控制的再生充电中，该再生充电产生不受约束的热，并且在HV电气系统上产生大电压供应，这可能会造成对PIM和牵引电池组内的各个单格电池的损伤。本文提出了具有用于为电驱动车辆提供拖曳特征的伴随的控制逻辑的智能车辆系统、用于制造和用于使用此类系统的方法以及具有用于在拖曳期间保护车辆的动力总成和电气部件的拖曳特征的电驱动车辆。通过示例而非限制的方式，提出了用于在车辆拖曳期间保护电池电动车辆(BEV)的驱动系统部件以及用于提供取决于实时驱动系统状况的多系统调制方案的综合拖曳特征。对于该示例，设计和控制解决方案可基于电驱动系统架构、实时拖曳车辆和电池速度、电池操作状态等。用户可选的选项可被呈现给车辆乘员，以根据实时驱动系统状况来选择性地启用系统保护、紧急充电和能量回收。所公开的智能车辆系统和控制逻辑改善了与在车辆拖曳期间驱动无供能的牵引电动机相关联的问题，例如，减轻了不受控制的电压和电流产生，否则这可能会损伤逆变器和电气系统部件，以及减轻了由于热失控而没有充分冷却引起的对牵引电池组和电动机的损伤。本公开的各方面涉及用于制造和用于使用所公开的机动车辆、自动车辆系统和/或车辆拖曳控制模块中的任何一者的方法。在示例中，提出了一种用于在车辆被拖曳的同时控制电驱动车辆的操作的方法。该电驱动车辆包括常驻或远程的车辆控制器、动力总成系统和电气系统。该动力总成系统包括一个或多个牵引电动机，其可操作以驱动一个或多个车辆车轮，以由此推进车辆。该电气系统包括用于为电动机供能的牵引电池组、用于控制该电池组和电动机的操作的功率电子设备以及用于调制往返电池组和电动机的功率流的功率逆变器模块。该代表性方法以任何顺序并且以与任何上文和下文公开的选择和特征的任何组合包括：通过所述车辆控制器接收电子拖曳信号，所述电子拖曳信号指示用于所述电驱动车辆的拖曳操作的启动；响应于接收到的拖曳信号，通过所述车辆控制器确定是否存在驱动系统故障，所述驱动系统故障阻止所述牵引电动机与所述牵引电池组电连接；响应于确定所述驱动系统故障不存在，通过所述车辆控制器来确定在所述拖曳操作期间牵引电动机的拖曳电动机速度是否超过校准的基本速度(calibrated base speed)；响应于确定所述拖曳电动机速度超过所述校准的基本速度，而通过所述车辆控制器将连接命令信号发送到所述功率逆变器，以将所述牵引电动机电连接到所述功率电子设备和/或牵引电池组；以及响应于确定所述拖曳电动机速度未超过所述校准的基本速度，而通过所述车辆控制器将断开命令信号发送到所述功率逆变器，以将所述牵引电动机与所述功率电子设备和/或牵引电池组电断开。本公开的其他方面涉及电驱动车辆，其具有用于保护车辆的动力总成和电气部件的综合拖曳特征。如本文所用的，术语“车辆”和“机动车辆”可互换和同义地使用，以包括任何相关的交通工具平台，例如乘用车(例如，混合电动、全电动、完全和部分自动驾驶等)、商用车、工业车辆、履带式车辆、越野和全地形车(ATV)、摩托车、农用设备、水运工具、飞机等。在示例中，提出了机动车辆，其包括车身，该车身具有多个车轮和其他标准原始设备。具有原动机的动力总成系统也安装到该车身，该原动机可包括一个或多个牵引电动机，该牵引电动机单独地或与内燃机结合操作，以驱动车轮中的一个或多个，以由此推进车辆。该车辆还配备有高压电气系统，该高压电气系统由牵引电池组和功率逆变器构成，该牵引电池组可操作以为牵引电动机供能，该功率逆变器可操作以选择性地将牵引电池组电连接到牵引电动机。继续以上示例的论述，该电驱动车辆还包括车辆控制器，该车辆控制器可被实施为调节一个或多个常驻车辆系统的操作的电子控制单元或者分布式控制器或控制模块的网络。该车辆控制器被编程为接收一个或多个电子信号，该电子信号指示用于电驱动车辆的拖曳操作的启动，并且响应地确定是否存在阻止电动机与电池组电连接的驱动系统故障。如果该驱动系统故障不存在，则车辆控制器确定在电驱动车辆的拖曳操作期间牵引电动机的实时速度是否超过校准的基本速度。如果是，则该控制器命令功率逆变器将牵引电动机电连接到功率电子设备和/或牵引电池组。相反，如果拖曳电动机速度未超过校准的基本速度，则车辆控制器命令功率逆变器将牵引电动机与功率电子设备和/或牵引电池组电断开。本公开的其他方面涉及用于操作或制造任何所公开的车辆、系统和装置的技术、算法和逻辑。本公开的各方面还涉及用于控制车辆驱动系统的操作的电驱动车辆架构和自动或自主控制系统。本文还提出了存储指令的非暂时性计算机可读介质，该指令可通过一个或多个可编程控制单元的一个或多个处理器中的至少一个来执行，以控制所公开的车辆、系统或装置的操作，所述可编程控制单元例如电子控制单元(ECU)或控制模块。本发明还包括以下技术方案。方案1.一种用于在拖曳期间控制电驱动车辆的操作的方法，所述电驱动车辆包括车辆控制器、牵引电动机、牵引电池组以及具有功率电子设备和功率逆变器的电气系统，所述方法包括：通过所述车辆控制器接收电子拖曳信号，所述电子拖曳信号指示用于所述电驱动车辆的拖曳操作的启动；响应于接收到的拖曳信号，通过所述车辆控制器确定是否存在驱动系统故障，所述驱动系统故障阻止所述牵引电动机与所述牵引电池组电连接；响应于确定所述驱动系统故障不存在，通过所述车辆控制器来确定在所述电驱动车辆的所述拖曳操作期间所述牵引电动机的拖曳电动机速度是否超过校准的基本速度；响应于确定所述拖曳电动机速度超过所述校准的基本速度，而通过所述车辆控制器将连接命令信号发送到所述功率逆变器，以将所述牵引电动机电连接到所述功率电子设备和/或所述牵引电池组；以及响应于确定所述拖曳电动机速度未超过所述校准的基本速度，而通过所述车辆控制器将断开命令信号发送到所述功率逆变器，以将所述牵引电动机与所述功率电子设备和/或所述牵引电池组电断开。方案2.如方案1所述的方法，其中，所述连接命令信号包括：短路信号，其通过所述功率逆变器使所述牵引电动机短路成多相操作；以及冷却信号，其通过电池组冷却系统启动冷却所述牵引电池组的热保护方案。方案3.如方案1所述的方法，其中，所述断开命令信号包括多个开路信号，所述开路信号使所述功率逆变器的多个固态继电器开关断开。方案4.如方案1所述的方法，还包括响应于所述确定所述拖曳电动机速度超过所述校准的基本速度，而通过所述车辆控制器将充电信号发送到电池控制模块，以在所述拖曳操作期间通过所述牵引电动机启动所述牵引电池组的再生充电。方案5.如方案4所述的方法，还包括通过所述车辆控制器来确定所述牵引电池组的电池组充电状态(SOC)是否小于校准的SOC阈值，其中，发送所述充电信号还响应于确定所述电池组SOC小于所述校准的SOC阈值。方案6.如方案5所述的方法，还包括响应于所述确定所述电池组SOC小于所述校准的SOC阈值，而将所述牵引电池组的再生充电调制到校准的最大功率输入水平。方案7.如方案1所述的方法，还包括响应于所述确定所述拖曳电动机速度超过所述校准的基本速度，而通过所述车辆控制器将扭矩信号发送到动力总成控制模块，以在所述拖曳操作期间通过所述牵引电动机启动扭矩辅助输出。方案8.如方案7所述的方法，还包括通过所述车辆控制器来确定所述牵引电池组的电池组充电状态(SOC)是否超过校准的SOC阈值，其中，发送所述扭矩信号还响应于确定所述电池组SOC超过所述校准的SOC阈值。方案9.如方案1所述的方法，还包括：通过所述车辆控制器来确定所述牵引电池组的电池组充电状态(SOC)是小于还是大于校准的SOC阈值；响应于所述电池组SOC大于所述校准的SOC阈值而发送警告信号，所述警告信号指示在所述拖曳操作期间所述牵引电池组的再生充电不可用；以及响应于所述电池组SOC小于所述校准的SOC阈值而发送警告信号，所述警告信号指示在所述拖曳操作期间通过所述牵引电动机的扭矩辅助不可用。方案10.如方案1所述的方法，还包括响应于确定所述驱动系统故障确实存在，而通过所述车辆控制器将所述断开命令信号发送到所述功率逆变器，以将所述牵引电动机与所述牵引电池组电断开。方案11.如方案1所述的方法，还包括响应于确定所述驱动系统故障确实存在，而通过所述车辆控制器发送提示信号，以经由手动电气开关将所述牵引电动机与所述牵引电池组电断开。方案12.如方案1所述的方法，还包括响应于确定所述驱动系统故障确实存在，而通过所述车辆控制器发送提示信号，以将所述牵引电动机与所述电驱动车辆的车轮机械地断开。方案13.如方案1所述的方法，还包括响应于确定所述驱动系统故障不存在：通过所述车辆控制器向所述电驱动车辆的人机接口(HMI)发送通知信号，以提示所述电驱动车辆的驾驶员从主动拖曳控制模式和被动拖曳控制模式中选择；以及通过所述车辆控制器从所述HMI接收请求信号，所述请求信号指示所述驾驶员从所述主动拖曳控制模式和所述被动拖曳控制模式中的选择。方案14.如方案13所述的方法，还包括响应于指示所述驾驶员选择了所述被动拖曳控制模式的所述请求信号：通过所述车辆控制器来确定所述牵引电池组的电池组充电状态(SOC)是否超过校准的SOC阈值；以及响应于确定所述电池组SOC超过所述校准的SOC阈值而发送冷却信号，所述冷却信号通过电池组冷却系统启动所述牵引电池组的热保护方案。方案15.一种电驱动车辆，包括：车身，其具有附接到所述车身的多个车轮；具有牵引电动机的车辆动力总成，所述牵引电动机附接到所述车身，并且构造成驱动所述车轮中的一个或多个，以由此推进所述电驱动车辆；高压电气系统，其具有：牵引电池组，其能够操作以为所述牵引电动机供能；功率电子设备，其能够操作以控制所述牵引电池组的操作；以及功率逆变器，其能够操作以选择性地将所述牵引电池组电连接到所述牵引电动机；以及车辆控制器，其附接到所述车身并且编程为：接收电子拖曳信号，所述电子拖曳信号指示用于所述电驱动车辆的拖曳操作的启动；响应于接收到的拖曳信号，确定驱动系统故障是否存在，从而阻止所述牵引电动机与所述牵引电池组电连接；响应于所述驱动系统故障不存在，确定在所述电驱动车辆的所述拖曳操作期间所述牵引电动机的拖曳电动机速度是否超过校准的基本速度；响应于所述拖曳电动机速度超过所述校准的基本速度，而将连接命令信号发送到所述功率逆变器，以由此将所述牵引电动机电连接到所述功率电子设备和/或所述牵引电池组；以及响应于所述拖曳电动机速度不超过所述校准的基本速度，而将断开命令信号发送到所述功率逆变器，以由此将所述牵引电动机与所述功率电子设备和/或所述牵引电池组电断开。方案16.如方案15所述的机动车辆，其中，所述连接命令信号包括：短路信号，其通过所述功率逆变器使所述牵引电动机短路成多相操作；以及冷却信号，其通过电池组冷却系统启动冷却所述牵引电池组的热保护方案。方案17.如方案15所述的机动车辆，其中，所述断开命令信号包括多个开路信号，所述开路信号使所述功率逆变器的多个固态继电器开关断开。方案18.如方案17所述的机动车辆，其中，所述车辆控制器还被编程为响应于所述驱动系统故障存在，而将所述断开命令信号发送到所述功率逆变器，以由此将所述牵引电动机与所述牵引电池组电断开。方案19.如方案15所述的机动车辆，其中，所述车辆控制器还被编程为响应于所述驱动系统故障存在而发送提示信号，以将所述牵引电动机与所述车轮中的所述一个或多个机械地断开。方案20.如方案15所述的机动车辆，其中，所述车辆控制器还被编程为：确定所述牵引电池组的电池组充电状态(SOC)是小于还是大于校准的SOC阈值；响应于所述电池组SOC大于所述校准的SOC阈值而发送警告信号，所述警告信号指示在所述拖曳操作期间所述牵引电池组的再生充电不可用；以及响应于所述电池组SOC小于所述校准的SOC阈值而发送警告信号，所述警告信号指示在所述拖曳操作期间通过所述牵引电动机的扭矩辅助不可用。上面的概述不意在代表本公开的每个实施例或每个方面。而是，前面的概述仅提供对本文阐述的一些新颖构思和特征的例示。当结合附图和所附权利要求时，通过下面对用于实施本公开的所示示例和代表性模式的详细描述，本公开的上述特征和优点以及其他特征和伴随的优点将是显而易见的。此外，本公开明确地包括上文和下文呈现的元件和特征的任何和所有组合和子组合。图1是根据本公开的各方面的代表性电驱动机动车辆的局部示意性侧视图，该电驱动机动车辆具有车载控制器、感测装置和通信装置的网络，以用于执行智能车辆拖曳操作。图2是图示了根据本公开的各方面的具有多个牵引电池组的代表性车辆驱动系统的示意图，该多个牵引电池组经由高压主DC母线、DC大容量电容器和功率逆变器模块来连接到电动机/发电机单元。图3是图示了根据所公开构思的各方面的用于在拖曳操作期间保护电驱动车辆的动力总成和电气部件的代表性车辆拖曳方案的流程图，该方案可对应于通过车载或远程控制器、控制逻辑电路、可编程电子控制单元或者其他集成电路(IC)装置或IC装置的网络来执行的存储器存储的指令。本公开适于各种修改和替代形式，并且一些代表性实施例在附图中通过示例的方式示出并且将在本文中详细描述。然而，应当理解的是，本公开的新颖方面不限于上面列举的附图中所示的特定形式。而是，本公开将覆盖落入如所附权利要求所涵盖的本公开的范围内的所有修改、等同形式、组合、子组合、置换、分组和替代。本公开容许有呈许多不同形式的实施例。本公开的代表性实施例在附图中示出，并且将在具有以下理解的情况下在本文中详细描述，即：这些实施例被提供为对所公开原理的例示，而不是对本公开的广泛方面的限制。在那种程度上，例如在“摘要”、“技术领域”、“背景技术”、“发明内容”以及“具体实施方式”部分中描述但未在权利要求中明确阐述的元件和限制不应通过暗示、推论或其他方式单独或共同地结合到权利要求中。为了此详细描述的目的，除非特别声明：单数形式包括复数并且反之亦然；用语“和”和“或”应是连接词和转折连词两者；用语“任何”和“所有”两者均应意指“任何和所有”；并且用语“包括”、“包含”、“含有”、“具有”等应各自意指“包括但不限于”。此外，近似的用语，例如“大约”、“几乎”、“基本上”、“大致”、“近似”等可各自在本文中在例如“处于、接近或几乎处于”或者“在其0-5％之内”或者“在可接受的制造公差内”或者前述的任何逻辑组合的意义上使用。最后，方向性形容词和副词，例如头、尾、内侧、外侧、右舷、左舷、竖直、水平、向上、向下、前、后、左、右等，当车辆在水平行驶表面上操作性地定向时，可相对于机动车辆，例如相对于机动车辆的向前行驶方向。现在参考附图，其中贯穿若干视图，相同的附图标记表示相同的特征，在图1中示出了代表性汽车的示意图，该汽车总体上以10表示，并在本文中出于论述的目的描绘为轿车式的混合电动或全电动(“电驱动”)乘用车。牵引电池组14被封装在汽车10的车身12内，例如封装在乘客舱、行李箱或专用的电池箱内，该牵引电池组14为一个或多个电动机-发电机16供能，该电动机-发电机16驱动车辆的一个或多个车轮18，以由此推进车辆10。在本文中也称为“机动车辆”或简称为“车辆”的所示汽车10仅是一示例性应用，利用其可实践本公开的各方面和特征。同样，在附图中呈现的本构思的用于特定电驱动动力总成架构的实现也应被理解为所公开的构思和特征的示例性应用。如此，将会理解的是，本公开的各方面和特征可应用于其他动力总成架构，并且可针对任何逻辑上相关类型的机动车辆来实施。此外，仅机动车辆和车辆驱动系统的选定部件被示出，并且将在本文中另外详细地描述。然而，下面论述的车辆和系统可包括许多附加和替代的特征，以及例如执行本公开的各种方案和算法的其他商业上可获得的外围部件。图1是电驱动车辆10的简化图示，该电驱动车辆10停靠在车辆充电站20处并且可操作地耦接到该车辆充电站20，以对例如高压直流(DC)牵引电池组14的车载可再充电能源进行再充电。牵引电池组14可采取许多合适的构造，包括铅酸、锂离子或其他适用类型的可充电电动车辆电池(EVB)的阵列。为了在牵引电池组14和车辆充电站20之间提供可操作的耦接，车辆10可包括例如具有整合的感应线圈的感应充电部件22，该感应充电部件22被安装到车身12的底侧。该感应充电部件22用作无线充电接口，该无线充电接口与车辆充电站20的例如具有内部EMF线圈的无线充电板或平台24兼容。在所示示例中，无线充电板/平台24位于车辆充电站20的地板上，根据“目标位置”定位，该目标位置用作期望的停车位置，以用于对车辆10的高效和有效的无线充电的目的。特别地，图1描绘了按照适当的前后对准和适当的右舷左舷对准来停放的车辆10，上述对准有助于确保感应充电部件22在横向和纵向维度两者上与无线充电板24基本上对准。作为一些非限制性示例，车辆充电站20可采用任何在此之前和之后开发的类型的有线和/或无线充电技术，包括感应充电、无线电充电和谐振充电。根据电磁感应充电技术，图1的代表性无线充电板24可用电流激活，以在感应充电部件22附近产生交变电磁场。该磁场又在车辆10的感应充电部件22中感生出电流。该感生电流可通过车载电调制电路来滤波、降压和/或相移，以对牵引电池组14或车辆10的其他能量源(例如，标准的12V铅酸启动、照明和点火(SLI)电池、辅助电源模块等)充电。当车辆10与充电站20对准时，可获得最佳的无线充电性能，使得最大的可获得EMF力通过无线充电板24传递到感应充电部件22。电池组冷却系统56可被附接到牵引电池组14的外壳体或整合在牵引电池组14的外壳体内，并且例如通过提供计量的冷却剂流体流来提供对电池组内的模块的基本上均匀的冷却。牵引电池组14存储能量，该能量可用于通过电机16的推进以及用于操作其他车辆电气系统。牵引电池组14通信地连接(有线或无线地)到一个或多个车辆控制器，该车辆控制器在图1中通过电子控制单元(ECU)26表示，该车辆控制器调节各种车载车辆部件的操作。例如，由ECU 26控制的接触器可在断开时将牵引电池组14与其他部件隔离，并且在闭合时将牵引电池组14连接到其他部件。ECU 26还通信地连接到每个电动机-发电机单元(MGU)16，以控制例如牵引电池组14和MGU 16之间的双向能量传递。例如，牵引电池组14可提供DC电压，而电动机-发电机16可使用三相AC电流来操作；在这样的情况下，ECU 26将该DC电压转换成三相AC电流，以供电动机-发电机16使用。在电机16作为发电机的再生模式中，ECU26可将来自电动机-发电机16的三相AC电流转换成与牵引电池组14兼容的DC电压。代表性的ECU 26还被示出为与充电部件22通信，例如，用于调节从车辆充电站20供应给电池组14的电力，以帮助确保适当的电压和电流水平。ECU 26还可与充电站20接口，例如用于协调往返车辆10的电力输送。图1的车辆充电站20还经由“插入式”电连接器32为电动车辆10提供有线充电，该电连接器32可以是多种不同的商业上可获得的电连接器类型中的一种。作为非限制性示例，电连接器32可以是汽车工程师协会(SAE)J1772(类型1)或J1772-2009(类型2)电连接器，其具有在高达80安培(A)的峰值电流下以交流电(AC)在120至240伏(V)下操作的单相或分相模式，以用于传导式车辆充电。此外，充电连接器32还可被设计成满足国际电工委员会(IEC)62196-3Fdis和/或IEC 62196-2中阐述的标准，以及任何其他当前可获得或以后形成的标准。在车身12的外部上可接近的充电端口34是有线充电接口，其充当电入口，电连接器32可被插入或以其他方式配合到该电入口中。该端口34使得用户能够经由充电站20容易地将电动车辆10与例如公用设施电网之类的容易获得的AC或DC源连接和断开。图1的充电端口34不限于任何特定设计，并且可以是使得能够实现传导或其他类型的电连接的任何类型的入口、端口、连接、插座、插头等。车身12上的铰接的充电端口门(CPD)36可被选择性地打开和关闭，以相应地进入和覆盖充电端口34。作为车辆充电过程的一部分，电驱动车辆10可监测有线/无线充电可用性、无线供电质量以及可能影响车辆充电的其他相关问题。根据所示示例，图1的车辆ECU 26与监测系统通信并从监测系统接收传感器信号，该监测系统在本文中通过车辆10的一个或多个车载“常驻”感测装置28和/或车辆充电站20的一个或多个车外“远程”感测装置30来表示。实际上，该监测系统可包括单个传感器，或者其可包括分布式传感器架构，该分布式传感器架构具有封装在与附图中所示的位置相似的位置处或替代位置处的各式各样的传感器。通过充电端口34安装的CPD传感器38可感测CPD 36的门状态(打开/关闭)，并且被车辆的ECU 26轮询或读取，以确定CPD 36的门状态(打开/关闭)。作为另一种选择，有助于将电连接器32物理地附接和固定到充电端口34的锁定按钮40可包括内部开关(例如，SAE S3型开关)，该内部开关用作感测装置，以检测电连接器32是否操作性地连接到充电端口34。图1的代表性车辆10最初可配备有车辆远程通信和信息(“远程信息处理”)单元42，其(例如，经由手机信号塔、基站和/或移动交换中心(MSC)等)与远程定位或“车外”的云计算服务系统44无线通信。作为用户输入装置和车辆输出装置两者，远程信息处理单元42可配备有电子视频显示装置46和各种输入控件48(例如，按钮、旋钮、开关、触控板、键盘、触摸屏等)。这些远程信息处理硬件部件可至少部分地用作常驻车辆导航系统，以例如使得能够实现辅助和/或自动的车辆导航，以及用作人/机接口(HMI)，以例如使得用户能够与远程信息处理单元42以及车辆10的其他系统和系统部件通信。可选的外围硬件可包括麦克风，其为车辆乘员提供输入口头命令或其他听觉命令的能力；车辆10可配备有嵌入式语音处理单元，其编程为具有计算语音识别软件模块。具有一个或多个扬声器部件的车辆音频系统可向车辆乘员提供听觉输出，并且可以是专用于与远程信息处理单元42一起使用的独立装置，或者可以是通用音频系统的一部分。继续参考图1，远程信息处理单元42是车载计算装置，其单独地并且通过其与其他联网装置的通信来提供混合服务。远程信息处理单元42通常可由一个或多个处理器构成，其中每个处理器可被实施为分立的微处理器、专用集成电路(ASIC)、专用控制模块等。车辆10可通过ECU 26来提供集中式的车辆控制，该ECU 26被操作性地耦接到一个或多个电子存储器装置50，其中每个电子存储器装置50可采用CD-ROM、磁盘、IC装置、半导体存储器(例如，各种类型的RAM或ROM)等形式，并具有实时时钟(RTC)。与远程车外联网装置的远程车辆通信能力可通过蜂窝芯片组/部件、导航和定位芯片组/部件(例如，全球定位系统(GPS)收发器)或者无线调制解调器中的一个或多个或全部来提供，所有这些部件共同地以52来表示。近距离无线连接可通过短距离无线通信装置(例如，单元或近场通信(NFC)收发器)、专用短距离通信(DSRC)部件和/或双天线来提供，所有这些部件共同地以54来表示。上述各种通信装置可构造成作为车辆对车辆(V2V)通信系统或车辆对一切(V2X)通信系统中定期广播的一部分来交换数据，该V2X通信系统例如车辆对基础设施(V2I)、车辆对行人(V2P)、车辆对装置(V2D)等。接下来转到图2，其示出了具有车载可再充电能量存储系统(RESS)115的代表性车辆驱动系统，该车载可再充电能量存储系统115适于存储用于推进例如图1的电池电动车辆10的电驱动车辆的高压电能。RESS 115可以是深循环、高安培容量的电池系统，其额定用于大约400至800VDC或更高，例如，这取决于期望的车辆行驶里程、总车重以及从RESS 115汲取电功率的各种负载的额定功率。为此，RESS 115可包括多个高压、可独立再充电的电池组121A和121B，该电池组121A和121B可选择性地电连接到一个或多个多相电机，例如三相永磁(PM)牵引电动机(M)114。虽然为说明简单起见在图2中示出了两个牵引电池组121A、121B和一个牵引电动机114，但是可在RESS 115内使用单个牵引电池组或者三个或更多个牵引电池组来为任何数量的牵引电动机供能。第一(B1)和第二(B2)牵引电池组121A、121B可相对于高压主DC母线160和功率逆变器模块162并联电连接，该功率逆变器模块162用于控制往返牵引电动机114的电能传输。每个电池组121A、121B配备有电池单格(battery cell)的相应堆叠161A和161B，其包括锂离子电池、锂聚合物电池或提供足够高功率密度的任何其他可充电电化学电池，以及任何必需的导电电池支撑结构、电池组冷却系统和电流调节硬件。每个电池组121A、121B中的电池单格161A、161B的数量和布置结构可随着RESS 115的预期应用而变化，例如具有用于某些高压应用中的每个电池组96个或更多个这样的单格。尽管外观上有所不同，但是图2的代表性车辆驱动系统可包括上面关于图1的车辆驱动系统所述的任何选择和特征，并且反之亦然。可以是传输功率逆变器模块(TPIM)的一部分的DC-AC和AC-DC功率逆变器模块162经由多相绕组166连接到牵引电动机114，以在电动机114与电池组121A、121B之间传输电能。功率逆变器模块162可结合多个功率逆变器和相应的电动机控制模块，该电动机控制模块可操作以接收电动机控制命令并且由此控制逆变器状态，以便提供电动机驱动或再生功能。功率逆变器模块162可包括一组半导体开关SI1-SI6(在本文中也称为“逆变器开关”)，其将来自能量存储装置、即电池组121A、121B的直流功率协作地转换成交流功率，以便通过高频开关为电机114供能。每个半导体开关SI1-SI6可被实施为呈绝缘栅双极型晶体管(IGBT)、金属氧化物半导体场效应晶体管(MOSFET)、宽带GaN器件(WBG)的形式的压控双极型开关器件或具有相对应的栅极的其他合适的开关，栅极信号被施加于该栅极，以改变给定开关的开/关状态。针对三相电机的每个相通常存在至少一个半导体开关。牵引电池组121A、121B包括固态继电器开关或接触器S1-S3(在本文中也称为“电池组接触器开关”)的组168，它们独立地响应于来自合适的控制器或专用控制模块的信号，以控制电池系统的电输出。接触器/开关S1-S3适于在电力负载下闭合，以便确保电功率向车辆的推进系统的瞬时或近乎瞬时的输送，并且驱动任何数量的车载附件。如同功率逆变器模块162内的半导体逆变器开关一样，电池组接触器开关168可由高效开关器件构成，例如宽间隙(wide-gap)氮化镓(GaN)或碳化硅(SiC)MOSFET、IGBT或其他合适的电子器件。可使用专用电流传感器(A)174A和174B来测量图2的牵引电池组121A、121B的相应实时电流，该专用电流传感器可被整合在对应电池组的电池壳体内。牵引电池组121A、121B的DC输出电压相应地利用与两个牵引电池组121A、121B电气并联放置的固定型高频DC大容量电容器(C1)172跨正电压母线轨(bus rail)170A和负电压母线轨170B输送。为便于说明，高频DC大容量电容器172在图2中被描绘为单一装置。然而，应当理解的是，DC大容量电容器172可由多个电容器装置构成，该多个电容器装置被电气布置成串联、并联或任何其他合适的电气构造，以在高压主DC母线160的正导体和负导体之间的电路中提供电容。RESS感测系统(未示出)可被布置成监测主DC母线160和大容量电容器172的操作参数，例如跨高压主DC母线160的正母线轨170A和负母线轨170B测量的母线电位。DC大容量电容器172的电容器大小可按照其总电容来描述，并且可基于多种变量来选择，包括预期电压范围、峰值电流和主DC母线160上的纹波电压幅度。在这方面，大容量电容器的电容还可相对于以下参数来确定，即：例如峰值电压、均方根(RMS)电流、最小和最大母线电流水平、操作温度以及其他因素。如此，当采用例如六步操作模式操作功率逆变器模块162时，可基于预期的DC母线电压纹波来选择DC大容量电容器172的就其总电容而言的大小。作为又一种选择，DC大容量电容器172可采取任何合适的电容性存储装置的形式，无论是电解装置、铝装置、陶瓷装置、塑料电容装置、缠绕膜装置等。此外，每个电容器装置采用的导电材料可包括任何合适的导电材料，例如铝、铜、金、锌或者前述金属材料的合金或复合材料。平拖或斜拖电驱动车辆10以使电动机驱动的车轮18与地面接触可能会导致开路或闭路电机(E-machine)、例如MGU 16(图1)或PM牵引电动机114(图2)的旋转。这样做可能会无意地产生极高的电压和电流，例如，在PIM开关SI1-SI6闭合的情况下，引起大的反EMF，例如，在PIM开关SI1-SI6断开的情况下，以及造成热失控，例如，在电池组冷却系统56被禁用的情况下。例如，如果在拖曳期间电动动力总成部件与车载电池组电断开，则由于机器速度引起的反EMF可能会使DC大容量电容器172过度充电，这进而可能损伤PIM 162和其他功率电子设备。相反，如果在拖曳期间电动动力总成部件电连接到电池组，则当电机定子被驱动到高速(例如，高于6000rpm)时，驱动系统可能会进入不受控制的再生充电状态，该状态会使电池过度充电并使电动机过热。下面论述用于保护在拖曳下的电驱动车辆的驱动系统部件的综合拖曳特征。具有自动车辆系统控制的综合拖曳特征可能取决于主车辆的驱动系统架构、实时驱动系统状况、实时车辆动态数据、操作者反馈等。不同的用户可选选项可被呈现给主车辆的驾驶员、乘员或所有者，以使得能够实现提高的或针对性的驱动系统保护、扭矩辅助和/或能量回收。在驱动系统经历例如电驱动单元或电气系统硬件损坏之类的故障的车辆拖曳操作期间，牵引电池组操作性地例如通过开路或短路模式(如果可用)与电驱动动力总成部件断开。作为又一种选择，牵引电动机例如可通过手动操作的电气开关来手动地与功率逆变器断开。可替代地，电动机例如可通过分离离合器来与车辆的驱动轮机械断开。例如，如果电动机或PIM受损或者没有物理断开选项可用，则车辆远程信息处理单元42可显示可选的NOTOWING(无拖曳)警告。另一方面，在存在功能齐全的驱动系统的车辆拖曳操作期间，牵引电池组被操作性地连接到电驱动动力总成部件。伴随地，如果主车辆(host vehicle)、并且因此牵引电动机的拖曳速度低于车辆校准的基本速度，则PCM命令PIM在维持电动机速度监测的同时使牵引电动机开路(open-circuit)。在这种情况下，预期存在在驱动系统中产生的可忽略水平的电流和扭矩。然而，如果车辆/电动机速度大于校准的基本速度，则在维持热保护的同时，牵引电动机可能会短路(short)到三相操作状态(例如，具有缩短的三相控制)。功能驱动系统的可选特征可包括基于电池充电状态(SOC)的具有冷却支持的电池组的再生充电，以及通过具有系统调节的冷却的主车辆的用于拖曳车辆的扭矩辅助(例如，如果后轮驱动(RWD)起作用)。接下来参考图3的流程图，根据本公开的各方面，总体上以200描述了用于自动化电驱动系统的操作的改进的车辆拖曳方法或控制策略，所述电驱动系统例如电驱动车辆的图2的RESS 115、PIM 162和PM牵引电动机114，所述电驱动车辆例如图1的车辆10。在图3中图示并且在下文中进一步详细描述的一些或全部操作可代表对应于处理器可执行指令的算法，该处理器可执行指令例如可被存储在主存储器或辅助存储器或远程存储器中，并且例如通过车载或车外控制器、处理单元、控制逻辑电路或其他模块或装置或者模块/装置的网络来执行，以执行与所公开的构思相关联的任何或全部上面或下面描述的功能。应当认识到，所示操作框的执行顺序可被改变，可添加附加的框，并且所描述的一些框可被修改、组合或消除。方法200在图3的端框201处开始于用于可编程控制器或控制模块或类似的合适处理器的处理器可执行指令，该处理器可执行指令调用用于在拖曳操作期间保护电驱动车辆的动力总成和电气部件的实时车辆拖曳方案(protocol)的初始化程序。该例程可在主动或自主车辆操作期间实时地、连续地、系统地、偶发地和/或以例如每100毫秒的规则间隔执行。作为又一种选择，框201可响应于来自车辆乘员的用户提示或者来自具有收集、分析、分类、存储和分配车辆数据的任务的后端或中间件计算节点的广播提示信号而初始化。为了执行该方案，车辆控制系统或者一个或多个子系统的任何组合可操作来接收、处理和合成相关的信息和输入，并且执行控制逻辑和算法，以调节各种动力总成系统、转向系统、制动系统、燃料系统和/或电池系统部件，以实现期望的控制目标。作为非限制性示例，主车辆10的驾驶员或集成式拖车(未示出)的操作者可例如经由其他类似合适的HMI的远程信息处理单元42来激活车辆拖曳模式，该远程信息处理单元42将一个或多个电子信号发送到ECU26，以指示主车辆的拖曳操作的开始或开始主车辆的拖曳操作的意图。从端框201前进到判定框203，图3的方法200确定主车辆中是否存在现有的驱动系统故障，该故障阻止动力总成的牵引电动机与RESS的牵引电池组电连接。例如，图1的电驱动车辆10可能已牵涉进碰撞中，该碰撞损伤了MGU 16的电动机壳体上的电气接合。同样，图2的PIM 162可能已经历了电气故障，其造成半导体开关SI1-SI6中的一个或多个故障。可通过嵌入车辆ECU 26的常驻存储器内的车辆诊断/预察方案(prognostic protocol)来实现系统失效和故障检测。相反，车辆拖曳操作可能不是主车辆受损的结果；因此，不存在驱动系统部件的现有损伤。作为示例，车辆可作为娱乐活动的一部分或仅出于运输车辆的目的而被拖曳。在确定实际上存在系统故障时(框203＝是)，图3的方法200继续进行到输入/输出框205，以执行各种保护性特征，来防止对被拖曳的车辆的进一步损伤。车辆HMI，例如图1的远程信息处理单元42，可向被拖曳或拖曳的车辆的驾驶员显示或诵读操作指令和/或拖曳限制。输出信息例如可包括用于将牵引电动机与车载电池组和/或车辆驱动轮操作性地断开的指令。所显示/诵读的限制还可包括警告，以维持等于或小于预定阈值速度的车辆拖曳速度。输入/输出框205还可包括将命令信号传输到PIM 162，以自动将PM牵引电动机114与电池组121A、121B电断开。另外或可替代地，命令信号可被发送到PCM，以将电动机114与车辆的电动机驱动的车轮机械断开。一旦完成这些措施，图3的方法200就可从输入/输出框205前进到端框207并且终止，或者可循环回到端框201并以连续的循环运行。对于车辆拖曳方法200断定没有阻止车辆的电驱动系统的操作的重大系统故障的情况(框203＝否)，图3的方法200从判定框203前进到判定框209。在框209处，确定在电驱动车辆的拖曳操作期间，主车辆的牵引电动机的实时电动机速度是否超过电动机校准的基本速度。作为非限制性示例，前述基本速度可在存储器存储的校准表中被设置为台架试验的定子速度(例如，6000rpm的旋转速度)，在该速度下，电动势(EMF)产生不可忽略的电流量。如果实时电动机速度低于校准的基本速度(框209＝否)，使得在拖曳期间产生无关紧要的量的扭矩和电压，则方法200继续进行至输入/输出框205，使车辆的牵引电动机开路，执行上面关于过程框205所述的任何特征，然后移动到端框207。在断定电动机的拖曳速度确实超过电动机校准的基本速度时(框209＝是)，方法200在输入/输出框211处经由合适的HMI输出一个或多个用户可选的选项。根据所示示例，车载远程信息处理单元42提示驾驶员或乘员或拖车驾驶员在主动拖曳模式和被动拖曳模式之间进行选择。在过程框213处从远程信息处理单元42接收到指示用户选择被动拖曳模式的输入信号时，方法200启动被动拖曳模式方案，同时实施3相短路，并且随后，继续进行到判定框215。判定框215为ECU 26提供处理器可执行指令，以确定牵引电池组14的实时电池SOC是否大于电池校准的SOC阈值。如果不是(框215＝否)，则方法200再次前进到输入/输出框205，然后是端框207，并执行任何上述的相关联功能。相反，ECU 26可断定电池SOC大于校准的SOC(框215＝是)；ECU 26响应性地执行过程框217的处理器可执行指令，这是通过初始化电驱动(E-drive)系统保护模式，例如，维持电动机和电池的充分冷却，限制拖曳车辆速度等。其后，方法200从判定框215过渡到端框207。响应于在过程框219处从车辆远程信息处理单元42接收到指示用户选择主动拖曳模式的输入信号，方法200启动主动拖曳模式方案，同时实施拖曳扭矩辅助操作或拖曳功率产生操作(两者均受电池SOC的约束)，并且伴随地继续进行至判定框221或判定框227。虽然被示出为两个相互独立的操作，但是预想的是，被拖曳的车辆可提供主动扭矩辅助，并且当期望时，可反复地切换到主动再生充电。在激活拖曳扭矩辅助操作之前，判定框221为ECU26提供处理器可执行指令，以确定牵引电池组14的实时电池SOC是否大于电池校准的SOC阈值。在这种情况下，该SOC阈值可以是电池组特定的可接受的最小SOC，其将确保牵引电池组能够提供足够的功率来执行在拖曳操作期间通过主车辆向拖曳车辆提供扭矩辅助，而将不会因其而受损。如果电池组SOC小于阈值SOC(框221＝否)，则ECU 26命令远程信息处理单元42提供扭矩辅助不可用的视觉和/或听觉警告(例如，经由视频显示装置46)，如过程框223处所示。相反，如果电池组SOC大于阈值SOC(框221＝是)，则ECU 26执行过程框225的指令，并由此通过常驻的PCM命令车辆功率逆变器(例如，图2的PIM 162)开始控制器控制的扭矩辅助，该扭矩辅助可限于经测量或估计的道路负载。其后，方法200从判定框215过渡到端框207。继续参考图3，方法200可以可选地从过程框219继续进行到判定框227，其中用于ECU 26的处理器可执行指令用于确定牵引电池组14的实时电池SOC是否小于电池校准的SOC阈值。对于该查询，校准的SOC阈值可被设置为可从相对应的电池规格获得的最大电池组SOC。可设置该最大电池组SOC以减轻电池组的过热或过度充电，并避免将任何电池组接触器开关焊接闭合，同时维持可接受的充电电流和充电率。响应于电池组SOC等于或大于阈值SOC(框227＝否)，ECU 26执行过程框229的指令，并由此命令远程信息处理单元42提供如下视觉和/或听觉警告，即：对于该特定拖曳操作，牵引电池组的再生充电目前不可用。然而，如果电池组SOC低于阈值SOC(框227＝是)，则ECU 26通过常驻的BCM命令车辆功率逆变器在车辆拖曳期间通过EMF产生的功率开始再生充电，如输入/输出框231处所示。在过程框233处的再生充电期间提供电动机水平的基于速度的“电驱动(E-drive)”控制。其后，方法200从判定框215过渡到端框207。在一些实施例中，本公开的各方面可通过诸如程序模块之类的计算机可执行的指令程序来实现，该程序通常称为软件应用或应用程序，该软件应用或应用程序通过本文所述的任何控制器或控制器变型来执行。在非限制性示例中，软件可包括执行特定任务或实现特定数据类型的例程、程序、对象、组件和数据结构。该软件可形成接口，以允许计算机根据输入源做出反应。该软件还可与其他代码段协作，以响应于结合接收到的数据的源接收到的数据来发起多种任务。该软件可被存储在多种存储器介质中的任何一种上，例如CD-ROM、磁盘、磁泡存储器和半导体存储器(例如，各种类型的RAM或ROM)。此外，本公开的各方面可用多种计算机系统和计算机网络配置来实践，包括多处理器系统、基于微处理器的或消费者可编程的电子设备、小型计算机、大型计算机等。另外，本公开的各方面可在分布式计算环境中实践，其中，任务借助通过通信网络链接的常驻和远程处理装置来执行。在分布式计算环境中，程序模块可位于包括存储器存储装置的本地和远程的计算机存储介质两者中。因此，本公开的各方面可在计算机系统或其他处理系统中结合各种硬件、软件或它们的组合来实现。本文所述的任何方法可包括机器可读指令，以便通过以下各项执行：(a)处理器；(b)控制器；和/或(c)任何其他合适的处理装置。本文公开的任何算法、软件、控制逻辑、方案或方法都可被实施为存储在有形介质上的软件，所述有形介质例如闪存、CD-ROM、软盘、硬盘驱动器、数字多功能盘(DVD)或其他存储装置。整个算法、控制逻辑、方案或方法和/或其部分可替代地通过控制器以外的装置执行和/或以可用的方式在固件或专用硬件中实施(例如，通过专用集成电路(ASIC)、可编程逻辑器件(PLD)、现场可编程逻辑器件(FPLD)、离散逻辑等实现)。此外，尽管参考本文所描绘的流程图描述了特定算法，但是可替代地使用用于实现示例性机器可读指令的许多其他方法。已参考所示实施例详细地描述了本公开的各方面；然而，本领域技术人员将认识到，在不脱离本公开的范围的情况下，可对其进行许多修改。本公开不限于本文所公开的精确构造和组成；根据前述描述显而易见的任何和所有修改、改变和变型都在由所附权利要求限定的本公开的范围内。而且，本构思明确地包括前述元件和特征的任何和所有组合和子组合。 | 本发明涉及电驱动车辆、动力总成和拖曳期间的综合车辆控制的逻辑。提出了智能车辆和提供综合拖曳特征的控制逻辑、制造/操作此类车辆的方法及具有用于在拖曳期间保护车辆的动力总成和电气部件的拖曳特征的电驱动车辆。控制电驱动车辆的操作的方法包括车辆控制器，其验证该车辆的拖曳操作的启动，并响应地确定是否存在阻止车辆的牵引电动机与其牵引电池组电连接的驱动系统故障。如果不存在驱动系统故障，则该控制器确定拖曳期间牵引电动机的速度是否超过校准的基本速度；如果是，则该控制器命令功率逆变器将牵引电动机电连接到牵引电池组。但如果拖曳电动机速度未超过校准的基本速度，则该控制器响应地命令功率逆变器将牵引电动机与电池组断开。 | CN:202011015667.0A | https://patentimages.storage.googleapis.com/be/b3/0f/a7859e69021c1c/CN112549985B.pdf | CN:112549985:B | 李冬旭, 郝镭 | GM Global Technology Operations LLC | CN:110155021:A, CN:208393108:U | Not available | 2023-11-17 | 1.一种用于在拖曳期间控制电驱动车辆的操作的方法，所述电驱动车辆包括车辆控制器、牵引电动机、牵引电池组以及具有功率电子设备和功率逆变器的电气系统，所述方法包括：通过所述车辆控制器接收电子拖曳信号，所述电子拖曳信号指示用于所述电驱动车辆的拖曳操作的启动；, 响应于接收到的拖曳信号，通过所述车辆控制器确定是否存在驱动系统故障，所述驱动系统故障阻止所述牵引电动机与所述牵引电池组电连接；, 响应于确定所述驱动系统故障不存在，通过所述车辆控制器来确定在所述电驱动车辆的所述拖曳操作期间所述牵引电动机的拖曳电动机速度是否超过校准的基本速度；, 响应于确定所述拖曳电动机速度超过所述校准的基本速度，而通过所述车辆控制器将连接命令信号发送到所述功率逆变器，以将所述牵引电动机电连接到所述功率电子设备和/或所述牵引电池组；以及, 响应于确定所述拖曳电动机速度未超过所述校准的基本速度，而通过所述车辆控制器将断开命令信号发送到所述功率逆变器，以将所述牵引电动机与所述功率电子设备和/或所述牵引电池组电断开。, \n \n, 2.如权利要求1所述的方法，其中，所述连接命令信号包括：短路信号，其通过所述功率逆变器使所述牵引电动机短路成多相操作；以及冷却信号，其通过电池组冷却系统启动冷却所述牵引电池组的热保护方案。, \n \n, 3.如权利要求1所述的方法，其中，所述断开命令信号包括多个开路信号，所述开路信号使所述功率逆变器的多个固态继电器开关断开。, \n \n, 4.如权利要求1所述的方法，还包括响应于所述确定所述拖曳电动机速度超过所述校准的基本速度，而通过所述车辆控制器将充电信号发送到电池控制模块，以在所述拖曳操作期间通过所述牵引电动机启动所述牵引电池组的再生充电。, \n \n, 5.如权利要求4所述的方法，还包括通过所述车辆控制器来确定所述牵引电池组的电池组充电状态SOC是否小于校准的SOC阈值，其中，发送所述充电信号还响应于确定所述电池组SOC小于所述校准的SOC阈值。, \n \n, 6.如权利要求5所述的方法，还包括响应于所述确定所述电池组SOC小于所述校准的SOC阈值，而将所述牵引电池组的再生充电调制到校准的最大功率输入水平。, \n \n, 7.如权利要求1所述的方法，还包括响应于所述确定所述拖曳电动机速度超过所述校准的基本速度，而通过所述车辆控制器将扭矩信号发送到动力总成控制模块，以在所述拖曳操作期间通过所述牵引电动机启动扭矩辅助输出。, \n \n, 8.如权利要求7所述的方法，还包括通过所述车辆控制器来确定所述牵引电池组的电池组充电状态SOC是否超过校准的SOC阈值，其中，发送所述扭矩信号还响应于确定所述电池组SOC超过所述校准的SOC阈值。, \n \n, 9.如权利要求1所述的方法，还包括：, 通过所述车辆控制器来确定所述牵引电池组的电池组充电状态SOC是小于还是大于校准的SOC阈值；, 响应于所述电池组SOC大于所述校准的SOC阈值而发送警告信号，所述警告信号指示在所述拖曳操作期间所述牵引电池组的再生充电不可用；以及, 响应于所述电池组SOC小于所述校准的SOC阈值而发送警告信号，所述警告信号指示在所述拖曳操作期间通过所述牵引电动机的扭矩辅助不可用。, \n \n, 10.如权利要求1所述的方法，还包括响应于确定所述驱动系统故障确实存在，而通过所述车辆控制器将所述断开命令信号发送到所述功率逆变器，以将所述牵引电动机与所述牵引电池组电断开。, \n \n, 11.如权利要求1所述的方法，还包括响应于确定所述驱动系统故障确实存在，而通过所述车辆控制器发送提示信号，以经由手动电气开关将所述牵引电动机与所述牵引电池组电断开。, \n \n, 12.如权利要求1所述的方法，还包括响应于确定所述驱动系统故障确实存在，而通过所述车辆控制器发送提示信号，以将所述牵引电动机与所述电驱动车辆的车轮机械地断开。, \n \n, 13.如权利要求1所述的方法，还包括响应于确定所述驱动系统故障不存在：, 通过所述车辆控制器向所述电驱动车辆的人机接口HMI发送通知信号，以提示所述电驱动车辆的驾驶员从主动拖曳控制模式和被动拖曳控制模式中选择；以及, 通过所述车辆控制器从所述HMI接收请求信号，所述请求信号指示所述驾驶员从所述主动拖曳控制模式和所述被动拖曳控制模式中的选择。, \n \n, 14.如权利要求13所述的方法，还包括响应于指示所述驾驶员选择了所述被动拖曳控制模式的所述请求信号：, 通过所述车辆控制器来确定所述牵引电池组的电池组充电状态SOC是否超过校准的SOC阈值；以及, 响应于确定所述电池组SOC超过所述校准的SOC阈值而发送冷却信号，所述冷却信号通过电池组冷却系统启动所述牵引电池组的热保护方案。, 15.一种电驱动车辆，包括：, 车身，其具有附接到所述车身的多个车轮；, 具有牵引电动机的车辆动力总成，所述牵引电动机附接到所述车身，并且构造成驱动所述车轮中的一个或多个，以由此推进所述电驱动车辆；, 高压电气系统，其具有：牵引电池组，其能够操作以为所述牵引电动机供能；功率电子设备，其能够操作以控制所述牵引电池组的操作；以及功率逆变器，其能够操作以选择性地将所述牵引电池组电连接到所述牵引电动机；以及, 车辆控制器，其附接到所述车身并且编程为：, 接收电子拖曳信号，所述电子拖曳信号指示用于所述电驱动车辆的拖曳操作的启动；, 响应于接收到的拖曳信号，确定驱动系统故障是否存在，从而阻止所述牵引电动机与所述牵引电池组电连接；, 响应于所述驱动系统故障不存在，确定在所述电驱动车辆的所述拖曳操作期间所述牵引电动机的拖曳电动机速度是否超过校准的基本速度；, 响应于所述拖曳电动机速度超过所述校准的基本速度，而将连接命令信号发送到所述功率逆变器，以由此将所述牵引电动机电连接到所述功率电子设备和/或所述牵引电池组；以及, 响应于所述拖曳电动机速度不超过所述校准的基本速度，而将断开命令信号发送到所述功率逆变器，以由此将所述牵引电动机与所述功率电子设备和/或所述牵引电池组电断开。, \n \n, 16.如权利要求15所述的电驱动车辆，其中，所述连接命令信号包括：短路信号，其通过所述功率逆变器使所述牵引电动机短路成多相操作；以及冷却信号，其通过电池组冷却系统启动冷却所述牵引电池组的热保护方案。, \n \n, 17.如权利要求15所述的电驱动车辆，其中，所述断开命令信号包括多个开路信号，所述开路信号使所述功率逆变器的多个固态继电器开关断开。, \n \n, 18.如权利要求17所述的电驱动车辆，其中，所述车辆控制器还被编程为响应于所述驱动系统故障存在，而将所述断开命令信号发送到所述功率逆变器，以由此将所述牵引电动机与所述牵引电池组电断开。, \n \n, 19.如权利要求15所述的电驱动车辆，其中，所述车辆控制器还被编程为响应于所述驱动系统故障存在而发送提示信号，以将所述牵引电动机与所述车轮中的所述一个或多个机械地断开。, \n \n, 20.如权利要求15所述的电驱动车辆，其中，所述车辆控制器还被编程为：, 确定所述牵引电池组的电池组充电状态SOC是小于还是大于校准的SOC阈值；, 响应于所述电池组SOC大于所述校准的SOC阈值而发送警告信号，所述警告信号指示在所述拖曳操作期间所述牵引电池组的再生充电不可用；以及, 响应于所述电池组SOC小于所述校准的SOC阈值而发送警告信号，所述警告信号指示在所述拖曳操作期间通过所述牵引电动机的扭矩辅助不可用。 | CN | China | Active | B | True |
| 340 | 电动车辆 \n | CN111098930B | NaN | 本发明提供一种电动车辆，具备蓄电装置、前舱、供电口及外部供电装置。上述蓄电装置构成为对行驶用的电动机供给电力。上述前舱设于比上述电动车辆的车室靠上述电动车辆的前方侧。上述供电口构成为设于上述前舱并连接供电线缆。上述外部供电装置构成为从上述供电口向上述电动车辆的外部供给上述蓄电装置的电力。 | CN:201910675604.9A | https://patentimages.storage.googleapis.com/d2/d5/9e/62f138411827e0/CN111098930B.pdf | CN:111098930:B | 小林仁 | Toyota Motor Corp | CN:102458893:A, CN:103930300:A, CN:103213509:A, JP:2014051172:A, CN:106103249:A, EP:3299211:A1 | Not available | 2014-06-11 | 1.一种电动车辆，其特征在于，具备：, 蓄电装置，构成为对行驶用的电动机供给电力；, 前舱，设于比所述电动车辆的车室靠所述电动车辆的前方侧；, 供电口，设于被发动机罩覆盖的所述前舱内并构成为连接供电线缆；及, 外部供电装置，构成为从所述供电口向所述电动车辆的外部供给所述蓄电装置的电力。, 2.根据权利要求1所述的电动车辆，其特征在于，, 还具备冲击吸收部件，所述冲击吸收部件设于所述前舱内并构成为通过变形吸收来自所述电动车辆的前方的冲击，, 所述供电口设于比所述冲击吸收部件靠所述电动车辆的后方侧。, 3.根据权利要求1所述的电动车辆，其特征在于，, 还具备与所述蓄电装置和所述电动机连接的电源控制单元，, 所述电源控制单元构成为通过来自所述蓄电装置的电力驱动所述电动机，, 所述电源控制单元设于所述电动车辆的前方侧，, 所述外部供电装置与将所述电源控制单元和所述蓄电装置连接的电力线连接。, 4.根据权利要求2所述的电动车辆，其特征在于，, 还具备与所述蓄电装置和所述电动机连接的电源控制单元，, 所述电源控制单元构成为通过来自所述蓄电装置的电力驱动所述电动机，, 所述电源控制单元设于所述电动车辆的前方侧，, 所述外部供电装置与将所述电源控制单元和所述蓄电装置连接的电力线连接。, 5.根据权利要求1～4中任一项所述的电动车辆，其特征在于，, 所述发动机罩对所述前舱进行开闭，, 所述供电口设置在向车辆下方离开所述发动机罩预定距离的位置。, 6.根据权利要求1～4中任一项所述的电动车辆，其特征在于，, 所述供电口设置为所述供电线缆的插入口朝前斜上方。, 7.根据权利要求5所述的电动车辆，其特征在于，, 所述供电口设置为所述供电线缆的插入口朝前斜上方。, 8.根据权利要求1～4中任一项所述的电动车辆，其特征在于，, 还具备配置于所述前舱内的燃料电池堆，, 所述供电口设于比所述燃料电池堆的前表面靠所述电动车辆的后方侧。, 9.根据权利要求5所述的电动车辆，其特征在于，, 还具备配置于所述前舱内的燃料电池堆，, 所述供电口设于比所述燃料电池堆的前表面靠所述电动车辆的后方侧。, 10.根据权利要求6所述的电动车辆，其特征在于，, 还具备配置于所述前舱内的燃料电池堆，, 所述供电口设于比所述燃料电池堆的前表面靠所述电动车辆的后方侧。, 11.根据权利要求1～4中任一项所述的电动车辆，其特征在于，还具备：, 燃料电池堆，配置于所述前舱内；及, 安装部，安装于所述燃料电池堆的外缘，并构成为将所述燃料电池堆固定于所述电动车辆的车身，, 所述供电口设于比所述安装部靠所述电动车辆的后方侧。, 12.根据权利要求5所述的电动车辆，其特征在于，还具备：, 燃料电池堆，配置于所述前舱内；及, 安装部，安装于所述燃料电池堆的外缘，并构成为将所述燃料电池堆固定于所述电动车辆的车身，, 所述供电口设于比所述安装部靠所述电动车辆的后方侧。, 13.根据权利要求6所述的电动车辆，其特征在于，还具备：, 燃料电池堆，配置于所述前舱内；及, 安装部，安装于所述燃料电池堆的外缘，并构成为将所述燃料电池堆固定于所述电动车辆的车身，, 所述供电口设于比所述安装部靠所述电动车辆的后方侧。 | CN | China | Active | B | True |
| 341 | 燃料电池车辆系统及其控制方法 \n | CN109808497B | 本发明涉及一种燃料电池车辆系统及其控制方法，更具体地说，涉及一种燃料电池车辆系统，在该车辆系统中，前轮和后轮分别与燃料电池和高压电池连接，并且被单独驱动。正在积极开展关于使用环保燃料电池作为未来替代能源的氢燃料电池车的研究。燃料电池通过使用氢气作为反应气体的电化学反应产生电能。然而，由于燃料电池的结构问题，在启动时迅速向负载供应电力并且迅速响应负载的突然变化可能是困难的。另外，由于燃料电池在特定输出密度范围内具有最佳效率，所以燃料电池可能频繁偏离高效输出密度。此外，由于燃料电池仅具有单向供应电力的特性，因此当车辆驱动电动机停止时，燃料电池不会吸收或存储再生的再生电力，因此不利于能量的有效使用。因此，燃料电池车辆通常包括混合驱动系统，其中，安装高压电池作为辅助能源。然而，通常使用的并联型混合驱动系统可能需要大体积的双向转换器，该双向转换器可适合于高功率并且由于双向转换器所引起的功率损耗而效率降低。已经提供的描述为背景技术的事项仅用于帮助理解本发明的背景，而不应被认为对应于本领域技术人员已知的相关技术。本发明的目的是提供一种具有双向转换器的电力燃料电池车辆系统，其通过分别用燃料电池和高压电池分别驱动前轮和后轮。根据本发明的示例性实施方式，燃料电池车辆系统可以包括：燃料电池；第一电动机，经由第一总线端子连接到燃料电池，并且由从燃料电池供应的电力驱动，并且被配置为向车辆的驱动轮提供动力；高压电池，被配置为通过充电或放电来存储或供应电力；以及第二电动机，经由第二总线端子连接到高压电池，并且由从高压电池供应的电力驱动，并且被配置为向车辆的驱动轮提供动力。第一电动机可以向车辆的部分驱动轮提供动力，而第二电动机可以向车辆的其余驱动轮提供动力。燃料电池车辆系统还可以包括：双向直流-直流(DC/DC)转换器，位于第一总线端子和高压电池之间；以及控制器，被配置为操作双向DC/DC转换器以调整第一总线端子和高压电池之间的电力传输。燃料电池车辆系统还可以包括：第一逆变器，位于燃料电池与第一电动机之间的，并且被配置为逆变第一总线端子的电力，并且向第一电动机供应逆变电力；以及第二逆变器，位于高压电池和第二电动机之间，并且被配置为逆变第二总线端子的电力，并且向第二电动机供应逆变电力。燃料电池车辆系统还可以包括：第一继电器，直接连接在第一逆变器和第二逆变器之间以将第一逆变器的电力传输到第二逆变器。控制器可以被配置为操作第一继电器的第一开关以传输或中断从第一逆变器到第二逆变器的电力。另外，燃料电池车辆系统还可以包括：第二继电器，被配置为通过允许电力绕过高压电池从双向DC/DC转换器向第二逆变器直接传输电力。控制器可以被配置为操作第二继电器的第二开关以传输或中断从双向DC/DC转换器到第二逆变器的电力。控制器还可以被配置为基于燃料电池车辆的运行状态通过以下中的任一种模式操作所述燃料电池车辆的所述驱动轮：由高压电池的电力驱动燃料电池车辆的电动车辆(EV)模式、由燃料电池的电力驱动燃料电池车辆的仅燃料电池(FC)模式、以及使用高压电池的电力和燃料电池的电力两者来驱动燃料电池车辆的高输出模式。控制器可以被配置为基于燃料电池车辆的运行状态来操作双向DC/DC转换器：将第一总线端子的电力传输到高压电池或者将高压电池的电力传输到第一总线端子。控制器还可以被配置为在燃料电池启动时，操作双向DC/DC转换器：利用高压电池的电力驱动连接到第一总线端子的辅助设备，以将高压电池的电力传输到第一总线端子。另外，控制器可以被配置为在再生制动时，操作双向DC/DC转换器：将从第一电动机再生的能量供应给高压电池，以将第一总线端子的电力传输到高压电池。控制器可以被配置为当燃料电池运行时，操作双向DC/DC转换器：利用从燃料电池供应的电力对高压电池充电，以将第一总线端子的电力传输到高压电池。根据本发明的另一个示例性实施方式，一种控制燃料电池车辆系统的方法包括以下步骤：基于燃料电池车辆的运行状态通过以下中的任一种模式操作所述燃料电池车辆的所述驱动轮：由高压电池的电力驱动燃料电池车辆的EV模式、由燃料电池的电力驱动燃料电池车辆的仅FC模式、以及使用高压电池的电力和燃料电池的电力两者来驱动燃料电池车辆的高输出模式。根据本发明的另一个示例性实施方式，一种控制燃料电池车辆系统的方法包括以下步骤：诊断燃料电池车辆系统的故障状态；以及基于所诊断的故障状态通过选择的驱动模式操作燃料电池车辆的驱动轮。当燃料电池在故障诊断中被诊断为故障时，在燃料电池车辆的驱动轮的操作中，可以通过利用高压电池的电力驱动第一电动机或第二电动机的驱动模式操作驱动轮。当第二电动机被诊断为故障时，在燃料电池车辆的驱动轮的操作中，可以操作双向DC/DC转换器：将高压电池的电力供应到第一总线端子，以通过驱动第一电动机的驱动模式操作驱动轮。当高压电池被诊断为故障时，在燃料电池车辆的驱动轮的操作中，可以通过利用燃料电池的电力驱动第一电动机或第二电动机的驱动模式操作驱动轮。当第一电动机被诊断为故障时，在燃料电池车辆的驱动轮的操作中，可以操作双向DC/DC转换器：将第一总线端子的电力提供给第二逆变器以驱动第二电动机。从以下结合附图的详细描述，将更清楚地理解本发明的上述和其他目的、特征和其他优点，其中：图1是根据本发明示例性实施方式的燃料电池车辆系统的结构图；图2至图6示出根据本发明示例性实施方式的各种运行模式；图7是根据本发明的示例性实施方式的控制燃料电池车辆系统的方法的流程图；图8是示出当根据本发明的示例性实施方式的燃料电池和第二电动机故障时的驱动模式的图；图9A和9B是示出当根据本发明的示例性实施方式的高压电池和第一电动机故障时的驱动模式的图；以及图10A和10B是现有燃料电池车辆系统与根据本发明的示例性实施方式的燃料电池车辆系统的比较图。应该理解，如这里使用的术语“车辆”或“车辆的”或其他类似的术语包括一般的机动车辆，诸如包括运动型多功能车辆(SUV)、公共汽车、卡车、各种商用车辆的乘用车，包括各种小船和舰船的船只，飞机，等等，并且包括混合动力车辆、电动车辆、插电式混合动力车辆，氢动力车辆和其他替代燃料车辆(例如源自非石油资源的燃料)。如本文所提及的，混合动力车辆是具有两个或更多个动力源的车辆，例如汽油动力和电动动力两者的车辆。虽然示例性实施方式被描述为使用多个单元来执行示例性过程，但是应该理解，示例性过程也可以由一个或多个模块执行。另外，可以理解，术语控制器/控制单元是指包括存储器和处理器的硬件设备。存储器被配置为存储模块，而处理器被具体配置为执行所述模块以执行下面进一步描述的一个或多个处理。本文使用的术语仅用于描述特定实施方式的目的，而不意图限制本发明。如本文所使用的，除非上下文另外清楚地指出，否则单数形式“一”，“一个”和“该”旨在也包括复数形式。将进一步理解的是，当在本说明书中使用时，术语“包括”和/或“包含”指定所陈述的特征、整体、步骤、操作、元件、和/或组件的存在，但不排除一个或多个其他特征、整体、步骤、操作、元件、组件和/或其组合的存在或添加。如本文所使用的，术语“和/或”包括一个或多个相关列出项目的任何和所有组合。除非特别陈述或从上下文中明显看出，如本文所使用的，术语“约”理解为在本领域的正常容忍范围内，例如在平均值的2个标准偏差内。“约”可以理解为在规定值的10％、9％、8％、7％、6％、5％、4％、3％、2％、1％、0.5％、0.1％、0.05％、或0.01％内。除非上下文另有明确说明，否则本文提供的所有数值均由术语“约”修饰。示出在本说明书或本申请中公开的本发明的示例性实施方式中的特定结构和功能描述以描述本发明的示例性实施方式，因此，本发明的示例性实施方式可以以各种形式实施，而不是被解释为限于在本说明书或本申请中公开的本发明的示例性实施方式。由于本发明的示例性实施方式可以进行各种修改并且可以具有几种形式，因此，特定的示例性实施方式将在附图中示出，并且将在本说明书或公开中详细描述。然而，应该理解的是，本发明不限于具体的示例性实施方式，而是包括包含在本发明的精神和范围内的所有修改、等同物、和替换。诸如“第一”、“第二”等的术语可以用于描述各种组件，但是这些组件不被解释为限于这些术语。这些术语仅用于区分一个组件和另一个组件。例如，在不脱离本发明的范围的情况下，“第一”组件可以被称为“第二”组件，并且“第二”组件也可以被类似地称为“第一”组件。应该理解的是，当一个元件被称为“连接到”或“耦接到”另一个元件时，它可以直接连接到或直接耦接到另一个元件，或者具有其他元件介于其间而连接到或耦接到另一个元件。另一方面，应该理解的是，当一个元件被称为“直接连接到”或“直接耦接到”另一元件时，它可以连接到或耦接到另一元件，没有其他元件介于其间。另外，应该类似地解释描述组件之间的关系，即“之间”、“直接之间”、“与…相邻”、“与…直接相邻”等的关系的其他表达。除非另外指示，否则应理解的是，包括技术和科学术语的说明书中使用的所有术语具有与本领域技术人员所理解的相同的含义。必须理解的是，由字典定义的术语与相关技术的上下文中的含义相同，并且除非上下文另有明确规定，否则它们不应该被理想地或过度地正式定义。在下文中，将参考附图详细描述本发明的示例性实施方式。在每个图中提出的相同附图标记表示相同的部件。图1是根据本发明示例性实施方式的燃料电池车辆系统的结构图。参考图1，根据本发明示例性实施方式的燃料电池车辆系统可以包括：燃料电池10；第一电动机50，经由第一总线端子80连接到燃料电池10并且由从燃料电池10供应的电力驱动，并且被配置为向车辆的驱动轮提供动力；高压电池20，被配置为通过充电或放电来存储或供应电力；以及第二电动机60，经由第二总线端子90连接到高压电池20，并且由从高压电池20供应的电力驱动，并且被配置为向车辆的驱动轮提供动力。燃料电池10可以是分别通过供应氢气和氧气而发生反应的燃料电池组，其中，可以将由化学反应产生的电力供应到第一总线端子80。第一总线端子80可以包括用于防止反向电流流动的二极管。第一总线端子80可以连接到诸如空气压缩机和冷却剂泵的辅助设备(例如，棱锥(BOP)的底部)11以向其供应电力，并且可以连接到诸如低压电池的辅助(AUX)设备以向其供应电力。第一总线端子80可以被配置为通过第一逆变器30向第一电动机50供应电力。高压电池20可以被充电以存储电力，或被放电以供应电力。对于高性能燃料电池车辆，可以使用具有大容量的高压电池20。此外，从待充电车辆外部被供应有电力的插电式混合动力车辆(PHEV)可以包括车载充电器(OBC)。或者，高压电池20可以从车辆外部通过外部充电器充电供应电力，或者可以利用燃料电池10等的电力在车辆内部充电而不被插入外部电源。第一电动机50可被配置成向车辆的第一组驱动轮提供动力，而第二电动机60可被配置成向车辆的第二组驱动轮(例如，剩余组)提供动力。在本发明的示例性实施方式中，第一电动机50可以被假定为向前轮提供动力，而第二电动机60可以被假设为向后轮提供动力，反之亦然。换句话说，第一电动机50和第二电动机60可以独立地驱动不同的驱动轮。根据本发明示例性实施方式的燃料电池车辆系统还可以包括设置在第一总线端子80和高压电池20之间的双向DC/DC转换器70；以及控制器(A)，被配置为通过操作双向DC/DC转换器70来调整第一总线端子80与高压电池20之间的电力传输。本发明的控制器(A)可以是电子控制器(ECU)或通信控制器(TCU)、或配置成操作燃料电池系统的燃料电池控制器(FCU)，或者可以配置为单独的控制器。第一总线端子80和第二总线端子90的电压可以不同地设定。具体而言，在本发明中，燃料电池10连接的第一总线端子80的电压比高压电池20连接的第二总线端子90的电压相对较低。本发明的双向DC/DC转换器70(BHDC)可以被设置在第一总线端子80和高压电池20之间以连接在独立的驱动系统之间，并且可以被配置为在具有不同电压的独立驱动系统之间转换DC电压。控制器(A)可以被配置为操作双向DC/DC转换器70以控制第一总线端子80和高压电池20之间的电力传输。然而，本发明具有独立驱动系统，其中，燃料单元10和高压电池20分别连接到第一电动机50和第二电动机60，因此不需要大容量双向DC/DC转换器70。换句话说，根据现有技术，当燃料电池车辆系统具有一个驱动系统时，需要大约200kW的大容量双向DC/DC转换器70。然而，燃料电池车辆系统包括独立的驱动系统，因此大约30[kW]的小容量双向DC/DC转换器70可以是足够的。双向转换器的容量可以设定为小于燃料电池10的最大输出的50％或小于电池的最大输出的50％。此外，由于燃料电池车辆系统由独立驱动系统驱动，所以不需要双向DC/DC转换器70的转换，由此防止在转换期间电力丢失。因此，可以提高燃料电池车辆的驱动效率。燃料电池车辆系统还可以包括：第一逆变器30，设置在燃料电池10和第一电动机50之间，并且被配置为逆变第一总线端子80的电力，并且向第一电动机50供应逆变电力；以及第二逆变器40，设置在高压电池20和第二电动机60之间，并且被配置为逆变第二总线端子90的电力，并且向第二电动机60供应逆变电力。第一逆变器30和第二逆变器40可以被配置为分别向第一电动机50和第二电动机60提供逆变电力。然而，当高压电池20故障(例如，故障)时，应该从燃料电池10供应电力，并且当电力要供应到第二电动机60时(例如，当第一电动机50故障时)，应该通过绕过高压电池20将电力供应到第二逆变器40。根据本发明的示例性实施方式，燃料电池车辆系统还可以包括第一继电器100，其直接连接在第一逆变器30和第二逆变器40之间以将第一逆变器30的电力传输到第二逆变器40，以及控制器(A)可以被配置为操作第一继电器100的第一开关110以传输或中断从第一逆变器30到第二逆变器40的电力。第一继电器100可以直接连接在第一逆变器30和第二逆变器40之间以传输电力。然而，电力可以从相对低压传输到高压。相反，当电力从高压传输到低压时，逆变器或电动机的组件可能会受损。根据本发明的另一个示例性实施方式，燃料电池车辆系统还可以包括第二继电器200，其被配置为通过允许电力绕过高压电池将电力从双向DC/DC转换器70直接传输到第二逆变器40，其中，控制器(A)可以被配置为操作第二继电器200的第二开关210以传输或中断从双向DC/DC转换器70到第二逆变器40的电力。然而，在这种情况下，可能存在仅能够传输与双向DC/DC转换器70的电力转换容量相对应的电力的限制。控制器(A)可以被配置为基于燃料电池车辆的运行状态以由高压电池20的电力驱动燃料电池车辆的驱动轮的EV模式、由燃料电池10的电力驱动燃料电池车辆的仅FC模式、以及使用高压电池20的电力和燃料电池10的电力两者来驱动燃料电池车辆的高输出模式中任何一种模式操作燃料电池车辆的驱动轮。如图1所示，对于需要高功率的运行模式，通过独立驱动系统，燃料电池10的电力可以通过第一逆变器30供应到第一电动机50，并且高压电池20的电力可以通过第二逆变器40供应到第二电动机60，因此，可以分别驱动第一电动机50和第二电动机60。在图1中，箭头表示供应电力的路径。图2至图6示出根据本发明示例性实施方式的各种运行模式。参照图2至图6，箭头表示供应电力的路径，并且虚线部分表示它们各自处于运行的状态。图2至图6示出除了图1的独立驱动模式之外的驱动模式。首先，图2示出EV模式。在EV模式中，驱动轮由高压电池20的电力驱动或操作，而不从燃料电池10供应电力。燃料电池车辆在燃料电池10起动的初始阶段开始之前可以以相应的模式运行，并且在城市运行情况下或需要低输出的相似情况下可以以相应的模式运行。图2示出从高压电池20供应的电力通过第二逆变器40驱动第二电动机60。然而，如果需要，还可以通过经由双向DC/DC转换器70将高压电池20的电力供应给第一逆变器30以驱动第一电动机50。图3示出仅FC模式。在仅FC模式中，燃料电池10供应电力，但高压电池20不供应电力。燃料电池车辆在高压电池20的充电状态(SOC)不足时可以以相应的模式运行，并且在高压电池20或周围系统故障或不灵时可以以相应的模式运行。图3示出从燃料电池10供应的电力通过第一逆变器30驱动第一电动机50。然而，如果需要，还可以绕过高压电池20通过双向DC/DC转换器70将燃料电池10的电力直接传输到第二逆变器40以驱动第二电动机60。图4示出使用燃料电池10对高压电池20充电的模式。高压电池20可以使用外部电源执行插入式充电，但是也可以通过双向DC/DC转换器70利用燃料电池10产生的电力充电。具体地，高压电池20可以在燃料电池10的运行期间用燃料电池10产生的电力充电。换句话说，当在例如燃料电池10起动但燃料电池车辆未操作等期间燃料电池10产生电力时，高压电池20可用剩余电力充电，或者，在燃料电池车辆用燃料电池10产生的电力运行时，当高压电池20的SOC不足时，当驱动第一电动机50时，高压电池20也可以用部分电力充电。图5示出再生制动模式。具体地，当燃料电池车辆正在运行的同时执行再生制动时，高压电池20可以由第一电动机50和第二电动机60中的每一个再生的能量充电。由第二电动机60再生的能量可以通过第二逆变器40传输到高压电池20，并且由第一电动机50再生的能量可以经由第一逆变器30和双向DC/DC转换器70传输到高压电池。图6示出将高压电池20的电力传输到BOP(辅助设备)的模式。具体地，从高压电池20放出的电力可以经由双向DC/DC转换器70被传输到BOP以操作BOP。当启动燃料电池10时，当燃料电池10为产生电力需要空气供应等时，可以使用高压电池20的电力驱动空气压缩机等的BOP。因此，根据本发明的示例性实施方式的控制燃料电池车辆系统的方法，可以基于燃料电池车辆的运行状态通过以下中的任一种模式操作所述车辆的所述驱动轮：由高压电池20的电力驱动燃料电池车辆的EV模式、由燃料电池10的电力驱动燃料电池车辆的仅FC模式、以及使用高压电池20的电力和燃料电池10的电力两者来驱动燃料电池车辆的高输出模式。图7是根据本发明示例性实施方式的控制燃料电池车辆系统的方法的流程图。下面描述的方法可以由控制器(A)执行。参照图7，根据本发明示例性实施方式的燃料电池车辆系统可以包括诊断燃料电池车辆系统的故障状态(S100)；并且基于诊断的故障情况以选择的驱动模式操作燃料电池车辆的驱动轮(S210、S220、S230、S240、和S300)。换句话说，该方法可诊断燃料电池车辆系统的故障情况，以控制燃料电池车辆进入故障安全模式，因为当由于系统的任何部件的故障导致燃料电池车辆突然不能运行时可能引起危险情况。具体而言，在诊断燃料电池车辆系统的故障状态(S100)中，可以确定燃料电池和高压电池是否可以供应电力，并且可以确定第一电动机或第二电动机是否可以供应驱动转矩。也可以诊断第一逆变器或第二逆变器的故障。特别地，高压电池的故障还可以包括由于诸如高压电池的SOC不足或者温度未处于适当水平的状态而暂时不能供应电力的情况。在诊断燃料电池车辆系统的故障状态(S100)中，当没有检测到系统的部件故障时，燃料电池车辆可以在正常运行模式下运行(S300)。基于上述运行状态，燃料电池车辆可以以适当的操作模式运行。当检测到燃料电池的故障时(S110)，驱动轮可以在第一电动机或第二电动机利用高压电池的电力驱动的驱动模式下操作(S220)。换句话说，当燃料电池不能产生电力时，燃料电池车辆可以进入由高压电池的电力驱动燃料电池车辆的EV模式。驱动轮可以在利用高压电池的电力驱动第一电动机或第二电动机的驱动模式操作。尽管，高压电池的电力可以通过经由双向DC/DC转换器供应给第一逆变器以驱动第一电动机，但考虑到由于转换的损失，高压电池的电力可以直接供应给第二逆变器以驱动第二电动机。图8是示出当根据本发明的示例性实施方式的燃料电池和第二电动机故障时的驱动模式的图。参照图8，当还检测到第二电动机的故障(S130)时，在燃料电池车辆的驱动轮的操作中(S210)，可以操作双向DC/DC转换器以将高压电池的电力供应到第一总线端子，从而在驱动第一电动机的驱动模式下操作驱动轮。因此，当燃料电池和第二电动机同时故障时，高压电池的电力可以被供应给第一电动机以在紧急操作模式下操作驱动轮，在紧急操作模式中，驱动轮用第一电动机驱动。因此，即使当燃料电池和第二电动机同时故障时，也可以执行将燃料电池车辆移动到安全地点的紧急操作。此外，当在故障诊断中检测到高压电池故障(S120)时，在燃料电池车辆的驱动轮的操作中(S240)，驱动轮可以在利用燃料电池的电力驱动第一电动机或第二电动机的驱动模式下操作。换句话说，当不能从高压电池供应电力时，第一电动机或第二电动机可以使用燃料电池的电力驱动。然而，尽管，燃料电池的电力可以通过经过双向DC/DC转换器供应给第二逆变器以驱动第二电动机，但考虑到由于转换的损失，燃料电池的电力可以直接供应给第一逆变器以驱动第一电动机。图9A和图9B是示出当根据本发明的示例性实施方式的高压电池和第一电动机故障时的驱动模式的图。参照图9A和9B，当第一电动机在故障诊断中也被诊断为具有故障时(S140)，在燃料电池车辆的驱动轮的操作中(S230)，双向DC/DC转换器可以被操作为将第一总线端子的电力供应给第二逆变器，由此驱动第二电动机。由于高压电池发生故障，即使当通过经过双向DC-DC转换器向高压电池供应电力时，高压电池可能不能供应电力。因此，如图9A所示，可操作第一开关110以通过第一继电器将传输到第一逆变器的电力直接连接到第二逆变器。由于第一逆变器的电力的电压小于第二逆变器的电力的电压，所以，第一逆变器的电力可以被供应给第二逆变器，但是，向第一逆变器供应具有更大电压的第二逆变器的电力可能另外导致组件故障。或者，如图9B所示，可以操作第二开关210，使得经过双向DC/DC转换器的电力绕过高压电池，以通过第二继电器直接向第二逆变器传输电力供应给第二逆变器。因此，当高压电池和第一电动机同时故障时，燃料电池的电力可以被供应到第二电动机以在紧急操作模式下操作驱动轮，在紧急操作模式中，驱动轮用第二电动机驱动。因此，即使当高压电池和第一电动机同时故障时，也可以执行能够移动到安全地点的紧急操作。作为参考，不假定燃料电池和高压电池同时故障，或者第一和第二电动机同时故障。在这种情况下，通过本发明的紧急操作控制可能无法解决故障，因此，可以单独提供另一个紧急操作控制。图10A和10B是现有燃料电池车辆系统与根据本发明的示例性实施方式的燃料电池车辆系统的比较图。参照图10A和10B，假定以相同的方式产生300[kW]的输出。具体而言，假定燃料电池供应100[kW]的输出、高压电池供应200[kW]的输出、并且BOP消耗10[kW]。图10A示出现有燃料电池车辆系统，其中，燃料电池系统可以被配置为通过允许燃料电池供应100[kW]的输出，BOP消耗10[kW]从而供应90[kW]，并且可以被配置为通过允许高压电池供应200[kW]的输出，双向DC/DC转换器由于转换消耗约10[kW]从而供应190[kW]。因此，根据现有的燃料电池车辆系统，即使当总输出是300[kW]时，供应到连接到电动机的逆变器的功率可能是280[kW]，因此驱动轮可以提供对应于280[kW]的驱动转矩。图10B示出根据本发明示例性实施方式的燃料电池车辆系统。燃料电池车辆系统可以被配置为通过允许燃料电池供应100[kW]的输出，BOP消耗10[kW]从而向第一逆变器供应90[kW]，并且从高压电池向第二逆变器提供200[kW]的输出。因此，根据本发明示例性实施方式的燃料电池车辆系统，当输出总计300[kW]时，分别供应给连接到第一电动机和第二电动机的第一逆变器和第二逆变器的功率总计为290[kW]，因此驱动轮可以提供对应于总共290[kW]的驱动转矩。换句话说，由于在正常运行模式下不使用双向DC/DC转换器执行转换，所以可以减少要损失的电力并且相应地可以提高驱动效率。根据本发明的燃料电池车辆系统及其控制方法，燃料电池和高压电池可以在没有双向转换器的电力转换的情况下独立使用，因此提高了驱动效率。另外，由于双向转换器所需的电力转换容量是最小值，因此小尺寸双向转换器就足够了，在布局和成本降低方面可能是有利的。当燃料电池、高压电池、第一电动机、或第二电动机故障时，可以改进故障安全模式。尽管已经关于具体的示例性实施方式示出和描述了本发明，但是对于本领域技术人员而言显而易见的是，在不脱离由所附权利要求限定的本发明的精神和范围的情况下，可以对本发明进行各种修改和变化。 | 提供一种燃料电池车辆系统及其控制方法。该系统包括燃料电池和第一电动机，该第一电动机经由第一总线端子连接到燃料电池，并由从燃料电池供应的电力驱动，并且向车辆的驱动轮提供动力。高压电池通过充电或放电来储存或供应电力。另外，第二电动机经由第二总线端子连接到高压电池，并由从高压电池供应的电力驱动，并且向车辆的驱动轮提供动力。 | CN:201810677746.4A | https://patentimages.storage.googleapis.com/08/1e/42/cff42b1e46748a/CN109808497B.pdf | CN:109808497:B | 李承桓, 全淳一 | Hyundai Motor Co | CN:104553842:A, CN:107303818:A | Not available | 2023-07-25 | 1.一种燃料电池车辆系统，包括：, 燃料电池；, 第一电动机，经由第一总线端子连接到所述燃料电池并且由从所述燃料电池供应的电力驱动，并且所述第一电动机被配置为向车辆的驱动轮提供动力；, 高压电池，被配置为通过充电或放电来存储或供应电力；, 第二电动机，经由第二总线端子连接到所述高压电池并且由从所述高压电池供应的电力驱动，并且所述第二电动机被配置为向所述车辆的所述驱动轮提供动力；, 双向直流-直流转换器，位于所述第一总线端子和所述高压电池之间；以及, 控制器，被配置为操作所述双向直流-直流转换器以调整所述第一总线端子和所述高压电池之间的电力传输；, 其中，所述控制器诊断所述燃料电池车辆系统的故障状态，并且基于所诊断的故障状态通过选择的驱动模式操作所述车辆的所述驱动轮，包括：, 当所述燃料电池被诊断为故障时，通过利用所述高压电池的电力驱动第一电动机或第二电动机的驱动模式操作所述驱动轮，并且, 当所述第二电动机被诊断为故障时，操作所述双向直流-直流转换器：将所述高压电池的电力供应到第一总线端子，以通过驱动所述第一电动机的驱动模式操作所述驱动轮。, \n \n, 2.根据权利要求1所述的燃料电池车辆系统，其中，所述第一电动机被配置为向所述车辆的第一组所述驱动轮提供动力，并且所述第二电动机被配置为向所述车辆的第二组所述驱动轮提供动力。, \n \n, 3.根据权利要求1所述的燃料电池车辆系统，还包括：, 第一逆变器，位于所述燃料电池和所述第一电动机之间并且被配置为逆变所述第一总线端子的电力，并且向所述第一电动机供应所逆变的电力；以及, 第二逆变器，位于所述高压电池和所述第二电动机之间并且被配置为逆变所述第二总线端子的电力，并且向所述第二电动机供应所逆变的电力。, \n \n, 4.根据权利要求3所述的燃料电池车辆系统，还包括：, 第一继电器，直接连接在所述第一逆变器和所述第二逆变器之间以将所述第一逆变器的电力传输到所述第二逆变器，, 其中，所述控制器被配置为操作所述第一继电器的第一开关以传输或中断从所述第一逆变器到所述第二逆变器的电力。, \n \n, 5.根据权利要求3所述的燃料电池车辆系统，还包括：, 第二继电器，被配置为通过允许电力绕过所述高压电池而从所述双向直流-直流转换器向所述第二逆变器直接传输电力，, 其中，所述控制器被配置为操作所述第二继电器的第二开关以传输或中断从所述双向直流-直流转换器到所述第二逆变器的电力。, \n \n, 6.根据权利要求1所述的燃料电池车辆系统，其中，所述控制器被配置为基于所述车辆的运行状态通过以下中的任一种模式操作所述车辆的所述驱动轮：由所述高压电池的电力驱动所述车辆的电动车辆(EV)模式、由所述燃料电池的电力驱动所述车辆的仅燃料电池(FC)模式、以及使用所述高压电池的电力和所述燃料电池的电力两者来驱动所述车辆的高输出模式。, \n \n, 7.根据权利要求1所述的燃料电池车辆系统，其中，所述控制器被配置为基于所述车辆的运行状态来操作所述双向直流-直流转换器：将所述第一总线端子的电力传输到所述高压电池或者将所述高压电池的所述电力传输到所述第一总线端子。, \n \n, 8.根据权利要求7所述的燃料电池车辆系统，其中，所述控制器被配置为当所述燃料电池启动时，操作所述双向直流-直流转换器：利用所述高压电池的电力驱动连接到所述第一总线端子的辅助设备，以将所述高压电池的电力传输到所述第一总线端子。, \n \n, 9.根据权利要求7所述的燃料电池车辆系统，其中，所述控制器被配置为在再生制动期间，操作所述双向直流-直流转换器：将从所述第一电动机再生的能量供应给所述高压电池，以将所述第一总线端子的电力传输到所述高压电池。, \n \n, 10.根据权利要求7所述的燃料电池车辆系统，其中，所述控制器被配置为当所述燃料电池运行时，操作所述双向直流-直流转换器：利用从所述燃料电池供应的电力对所述高压电池充电，以将所述第一总线端子的电力传输到所述高压电池。, 11.一种控制燃料电池车辆系统的方法，所述燃料电池车辆系统包括：, 燃料电池；, 第一电动机，经由第一总线端子连接到所述燃料电池并且由从所述燃料电池供应的电力驱动，并且所述第一电动机被配置为向车辆的驱动轮提供动力；, 高压电池，被配置为通过充电或放电来存储或供应电力；以及, 第二电动机，经由第二总线端子连接到所述高压电池并且由从所述高压电池供应的电力驱动，并且所述第二电动机被配置为向所述车辆的所述驱动轮提供动力；, 双向直流-直流转换器，位于所述第一总线端子和所述高压电池之间；以及, 控制器，被配置为操作所述双向直流-直流转换器以调整所述第一总线端子和所述高压电池之间的电力传输；, 所述方法包括以下步骤：, 由所述控制器诊断所述燃料电池车辆系统的故障状态；以及, 由所述控制器基于所诊断的故障状态通过选择的驱动模式操作所述车辆的所述驱动轮；, 其中，当所述燃料电池被诊断为故障时，通过利用所述高压电池的电力驱动第一电动机或第二电动机的驱动模式操作所述驱动轮，并且, 其中，当所述第二电动机被诊断为故障时，操作所述双向直流-直流转换器：将所述高压电池的电力供应到第一总线端子，以通过驱动所述第一电动机的驱动模式操作所述驱动轮。, \n \n, 12.根据权利要求11所述的方法，其中，当所述高压电池被诊断为故障时，通过利用所述燃料电池的电力驱动所述第一电动机或所述第二电动机的驱动模式操作所述驱动轮。, \n \n, 13.根据权利要求12所述的方法，其中，当所述第一电动机被诊断为故障时，操作所述双向直流-直流转换器：将所述第一总线端子的电力提供给第二逆变器以驱动所述第二电动机。 | CN | China | Active | B | True |
| 342 | 자동차의 시동시스템 \n | KR20130061437A | NaN | 본 발명은 자동차의 시동장치에 전원을 제공하는 리튬이온 시동전지를 구비하고, 상기 리튬이온 시동전지가, 자동차의 엔진에서 발생하는 열에 의해 몸체 온도가 상승하지 않도록 엔진룸의 외부에 설치된 것을 특징으로 하는 자동차의 시동시스템을 개시한다. | KR:1020110127746A | https://patentimages.storage.googleapis.com/28/7e/52/47b1e714ef4a86/KR20130061437A.pdf | NaN | 이영환, 강정수, 남진무 | 주식회사 엘지화학 | NaN | Not available | 2010-01-20 | 자동차의 시동시스템에 있어서,자동차의 시동장치에 전원을 제공하는 리튬이온 시동전지를 구비하고,상기 리튬이온 시동전지가, 자동차의 엔진에서 발생하는 열에 의해 몸체 온도가 상승하지 않도록 엔진룸의 외부에 설치된 것을 특징으로 하는 자동차의 시동시스템., 제1항에 있어서,상기 리튬이온 시동전지가 센터페시아에 설치된 것을 특징으로 하는 자동차의 시동시스템., 제1항에 있어서,상기 리튬이온 시동전지가 조수석 글로브 박스에 설치된 것을 특징으로 하는 자동차의 시동시스템., 제1항에 있어서,상기 리튬이온 시동전지가 기어레버 밑에 설치된 것을 특징으로 하는 자동차의 시동시스템., 제1항에 있어서,상기 리튬이온 시동전지가 액셀레이터 부근에 설치된 것을 특징으로 하는 자동차의 시동시스템., 제1항에 있어서,상기 리튬이온 시동전지가 앞좌석이나 뒷좌석의 시트 또는 등받이 내부에 설치된 것을 특징으로 하는 자동차의 시동시스템., 제1항에 있어서,상기 리튬이온 시동전지가 콘솔박스 부근에 설치된 것을 특징으로 하는 자동차의 시동시스템., 제1항에 있어서,상기 리튬이온 시동전지가 자동차 실내의 발판 밑에 설치된 것을 특징으로 하는 자동차의 시동시스템., 제1항에 있어서,상기 리튬이온 시동전지가 트렁크 내부에 설치된 것을 특징으로 하는 자동차의 시동시스템. | KR | South Korea | NaN | H | True |
| 343 | Vehicle, charger, charging system including charger, and abnormality diagnosis method for charger \n | US10967753B2 | This application claims priority to Japanese Patent Application No. 2018-011699 filed on Jan. 26, 2018, which is incorporated herein by reference in its entirely including the specification, drawing and abstract.\nThe disclosure relates to a vehicle, a charger, a charging system including the charger, and an abnormality diagnosis method for a charger, and more particularly, relates to an abnormality diagnosis technology in plug-in charging in which an in-vehicle electric storage device is charged with electric power that is supplied from a charger outside of a vehicle.\nIn recent years, with increase in environmental awareness, vehicles such as plug-in hybrid vehicles and electric vehicles have attracted attention. Each of the vehicles is configured to allow “plug-in charging” in which an in-vehicle electric storage device is charged with electric power that is supplied from a charger provided outside of the vehicle through a connector of the charging cable and an inlet.\nIn some cases, an abnormality (failure) occurs on a charging path from the charger to the electric storage device, and there has been proposed a technology of informing a user of the abnormality in that case. For example, a charging system disclosed in Japanese Patent Application Publication No. 2010-220299 informs a user (occupant) of the vehicle of the abnormality on the charging path, in the case where the impedance of the charging path exceeds a reference value.\nChargers for household use are generally managed by the users of vehicles. Therefore, in the case where an abnormality occurs on a charging path from a charger for household use, the user of the vehicle can take a response, for example, can request a maintenance agency or the like to inspect and repair the charging path, when the user of the vehicle is informed of the occurrence of the abnormality as described in Japanese Patent Application Publication No. 2010-220299.\nOn the other hand, the abnormality on the charging path from the charger can occur also in a charger that is not managed by the user of the vehicle, for example, in a public charger (also called a charging stand or a charging station). In this case, there is a possibility that the user of the vehicle does net take an appropriate response such as repair, even when the user of the vehicle is informed of the occurrence of the abnormality.\nThe inventor focuses, particularly, on an abnormality of the charger that is able to be diagnosed in a state where the connector of the charging cable has been inserted into the inlet. As a specific example of the abnormality, there is a connection abnormality (a terminal breakage, a contact failure or the like) between an inlet terminal and a connector terminal in the state where the connector has been inserted into the inlet. This abnormality is often difficult to diagnose in a state where the charger and the vehicle are not connected to each other through the charging cable. Further, for the above-described reason, there is a possibility that an appropriate response is not taken for the public charger, even if the charger is diagnosed as having the abnormality.\nThe disclosure provides a technology for taking an appropriate response in the case of the occurrence of the charger abnormality that is able to be diagnosed in the state where the connector of the charging cable has been inserted into the inlet.\nA first aspect of the disclosure discloses a vehicle configured to perform communication with a charger provided outside of the vehicle through a charging cable. The vehicle includes: an inlet configured to allow a connector of the charging cable to be inserted into the inlet; an electric storage device configured to be charged from the charger through the connector and the inlet; a communication device configured to perform communication with an external apparatus other than the charger provided outside of the vehicle; and an electronic control unit configured to control charging through the connector and the inlet. The electronic control unit is configured to diagnose whether there is an abnormality in the charger, when the charger and the vehicle are connected to each other through the charging cable, the abnormality being able to be diagnosed in a state where the connector has been inserted into the inlet, and is configured to send information indicating an abnormality occurrence, to the external apparatus through the communication device, when the electronic control unit diagnoses the charger as having the abnormality.\nThe inlet in the first aspect may be configured such that: the inlet includes an inlet terminal; the connector includes a connector terminal configured to output electric power in a state where the connector terminal is electrically connected to the inlet terminal; and information indicating a connection abnormality between the inlet terminal and the connector terminal in the state where the connector has been inserted into the inlet is sent to the external apparatus, as the information indicating the abnormality occurrence.\nWith the above configuration, the information indicating the abnormality occurrence is sent to the external apparatus in the case where the charger is diagnosed as having the abnormality that is able to be diagnosed in the state where the connector has been inserted into the inlet. Thereby, a user, administrator or the like of the external apparatus can take an appropriate response for the charger.\nThe vehicle in the first aspect may further include a charging line; a voltage sensor configured to detect voltage of the charging line; and a current sensor configured to detect electric current that flows along the charging line, wherein the electronic control unit is configured to calculate a supply electric power from the charger based on detection results of the voltage sensor and the current sensor, the electronic control unit is configured to send the information indicating the abnormality occurrence, to the external apparatus, when the electronic control unit gives a notice of a command including an electric power command value, to the charger and the electronic control unit determines that the supply electric power does not satisfy the electric power command value in the state where the connector has been inserted into the inlet.\nFor example, in the case where at least one of the inlet terminal and the connector terminal is broken, transmission of electric power cannot be normally performed. With the above configuration, in the case where the detector docs not detect the supply electric power satisfying the electric power command value in the state where the connector has been inserted into the inlet, the electronic control unit determines that there is a possibility of the occurrence of the connection abnormality (the terminal breakage described above) between the inlet terminal and the connector terminal, and sends the information indicating the abnormality occurrence. Thereby, the user, administrator or the like of the external apparatus can take an appropriate response such as the repair or replacement of the terminal.\nThe connector in the first aspect may be configured such that: the connector further includes a temperature sensor that detects a temperature of the connector terminal; the charger further includes a control circuit that receives a signal from the temperature sensor; the control circuit is configured to diagnose whether there is an abnormal heat generation in the connector based on the signal from the temperature sensor during sending of electric power from the charger; and the electronic control unit is configured to send the information indicating the abnormality occurrence, to the external apparatus, when the electronic control unit receives, from the charger, a notice indicating that the abnormal heat generation of the connector terminal has occurred.\nFor example, in the case of the occurrence of the contact failure between the inlet terminal and the connector terminal, the resistance at a spot of the contact failure increases so that heat loss increases, compared to the case where the inlet terminal and the connector terminal are normally connected to each other. As a result, the abnormal heat generation can occur. With the above configuration, in the case where the charger gives, to the electronic control unit, the notice that the temperature sensor has detected the abnormal heat generation of the connector terminal during the sending of the electric power from the charger, the electronic control unit determines that there is a possibility of the occurrence of the connection abnormality (the terminal breakage described above) between the inlet terminal and the connector terminal, and sends the information indicating the abnormality occurrence, to the external apparatus. Thereby, the user, administrator or the like of the external apparatus can take an appropriate response such as the repair or replacement of the terminal.\nThe inlet in the first aspect may be configured such that: the inlet further includes a temperature sensor that detects a temperature of the inlet terminal; the electronic control unit is configured to receive a signal from the temperature sensor and diagnoses whether there is an abnormal heat generation in the inlet during receiving of electric power from the charger; and the electronic control unit is configured to send the information indicating the abnormality occurrence, to the external apparatus, when the electronic control unit diagnoses that the abnormal heat generation of the inlet terminal has occurred.\nWith the above configuration, it is possible to diagnose the possibility of the occurrence of the connection abnormality (the terminal breakage described above) between the inlet terminal and the connector terminal, based on temperature rise on the inlet terminal side, similarly to the diagnosis based on temperature rise on the connector terminal side. Thereby, similarly, the user, administrator or the like of the external apparatus can take an appropriate response such as the repair or replacement of the terminal.\nThe external apparatus in the first aspect may be configured to include at least one of a vehicle other than the vehicle, and a server that manages whether there is an abnormality in a plurality of chargers including the charger.\nWith the above configuration, it is possible to inform a user of the different vehicle of the abnormality. Thereby, the user of the different vehicle can perform charging with a charger that is different from the charger having the abnormality. Further, by sending the information indicating the abnormality occurrence, to the server, it is possible to inform the server (or the administrator of the server) of the abnormality. Thereby, the server updates charger information, and therefore, it is possible to take an appropriate response for the charger having the abnormality.\nA second aspect of the disclosure discloses a charger configured to charge an electric storage device mounted on a vehicle through a charging cable. The charger is configured to perform communication with the vehicle through the charging cable. The vehicle includes an inlet configured to allow a connector of the charging cable to be inserted into the inlet. The charger includes: a communication device configured to perform communication with an external apparatus other than the vehicle; and a control circuit that controls charging. The control circuit diagnoses whether there is an abnormality in the charger, when the charger and the vehicle are connected to each other through the charging cable, the abnormality being able to be diagnosed in a state where the connector has been inserted into the inlet, and sends information indicating an abnormality occurrence, to the external apparatus through the communication device, when the control circuit diagnoses the charger as having the abnormality.\nThe inlet in the second aspect may be configured such that: the inlet includes an inlet terminal; the connector includes a connector terminal configured to output electric power in a state where the connector terminal is electrically connected to the inlet terminal; and information indicating a connection abnormality between the inlet terminal and the connector terminal is sent as the information indicating the abnormality occurrence.\nWith the above configurator, the information indicating the abnormality is sent to the external apparatus in the case where the charger is diagnosed as having the abnormality that is able to be diagnosed in the state where the connector has been inserted into the inlet. Thereby, the user, administrator or the like of the external apparatus can take an appropriate response for the charger.\nThe vehicle in the second aspect may further include a charging line, a voltage sensor configured to detect voltage of the charging line, a current sensor configured to detect electric current that flows along the charging line, and an electronic control unit configured to calculate a supply electric power from the charger based on the detection results of the voltage sensor and the current sensor; and the control circuit is configured to send the information indicating the abnormality occurrence, to the external apparatus, when the vehicle gives, to the control circuit, a notice that the electronic control unit determines that the supply electric power does not satisfy an electric power command value given from the vehicle in the state where the connector has been inserted into the inlet.\nWith the above configuration, similarly, the user, administrator or the like of the external apparatus can take an appropriate response such as the repair or replacement of the terminal.\nThe connector in the second aspect may be configured such that: the connector further includes a temperature sensor that detects a temperature of the connector terminal; the control circuit is configured to receive a signal from the temperature sensor and diagnoses whether there is an abnormal heat generation in the connector during sending of electric power from the charger; and the control circuit is configured to send the information indicating the abnormality occurrence, to the external apparatus, when the control circuit diagnoses the abnormal heat generation of the connector terminal.\nWith the above configuration, similarly, the user, administrator or the like of the external apparatus can take an appropriate response such as the repair or replacement of the terminal.\nThe inlet in the second aspect may be configured such that: the inlet further includes a temperature sensor that detects a temperature of the inlet terminal; the vehicle further includes an electronic control unit that receives a signal from the temperature sensor; the electronic control unit is configured to determine whether there is an abnormal heat generation in the inlet based on the signal from the temperature sensor during receiving of electric power from the charger; and the control circuit is configured to send the information indicating the abnormality occurrence, to the external apparatus, when the vehicle gives, to the control circuit, a notice that the electronic control unit determines the abnormal heat generation of the inlet terminal.\nWith the above configuration, similarly, the user, administrator or the like of the external apparatus can lake an appropriate response such as the repair or replacement of the terminal.\nA third aspect of the disclosure discloses a charging system. The charging system includes: the charger in the second aspect; and the external apparatus. The external apparatus includes a server that manages charger information indicating whether there is an abnormality in a plurality of chargers including the charger, and the server updates the charger information, in response to the received information indicating the abnormality occurrence.\nWith the above configuration, since the server updates the charger information in response to the received information indicating the abnormality occurrence, it is possible to perform various processes bused on the updated charger information (in other words, the latest charger information). For example, in the case where a guide request for a charger is issued from a vehicle, it is possible to guide the vehicle to a charger having no abnormality.\nA fourth aspect of the disclosure discloses an abnormality diagnosis method for a charger. The charger is configured to charge an electric storage device mounted on a vehicle through a charging cable. The abnormality diagnosis method includes: diagnosing whether there is an abnormality in the charger, when the charger and the vehicle are connected to each other through the charging cable, the abnormality being able to be diagnosed in a state where a connector of the charging cable has been inserted into an inlet of the vehicle: and sending information indicating an abnormality occurrence, to an external apparatus, in a case of diagnosing the charger as having the abnormality, the external apparatus being an apparatus that is provided outside of the vehicle and that is other than the charger.\nWith the above method, similarly to the first and second aspects, the user, administrator or the like of the external apparatus can take an appropriate response for the charger.\nAccording to the disclosure, in the case where the abnormality occurs on the charging path from the charger, which is not managed by the user of the vehicle, the user, administrator or the like of the external apparatus can take an appropriate response.\nFeatures, advantages, and technical and industrial significance of exemplary embodiments of the disclosure will be described below with reference to the accompanying drawings, in which like numerals denote like elements, and wherein:\n FIG. 1 is an overall configuration diagram of a charging system according to a first embodiment in the disclosure;\n FIG. 2 is a block diagram schematically showing configurations of a vehicle, a charger and a charging cable according to the first embodiment;\n FIG. 3 is a front view showing a vehicle inlet;\n FIG. 4 is a front view showing a charging connector;\n FIG. 5 is a flowchart showing charging control by the vehicle in the first embodiment;\n FIG. 6 is a flowchart showing a process by a server in the first embodiment;\n FIG. 7 is an exemplary charger information map; and\n FIG. 8 is a flowchart showing charging control by a charger in a second embodiment.\nHereinafter, embodiments in the disclosure will be described in detail, with reference to the drawings. In the drawings, identical or equivalent parts are denoted by identical reference characters, and descriptions therefor will not be repeated.\n FIG. 1 is an overall configuration diagram of a charging system according to a first embodiment in the disclosure. With reference to FIG. 1, a charging system 10 includes a vehicle 1, a charger 2, a charging cable 3, a smartphone 4 and a server 5.\nThe vehicle 1 and the charger 2 can be electrically connected to each other through the charging cable 3. The vehicle 1 is a vehicle of a certain user (not illustrated), and is a plug-in hybrid vehicle for example. The vehicle 1 only needs to be configured to allow charging through the charging cable, and may be an electric vehicle.\n FIG. 1 illustrates a situation in which charging with the charger 2 is performed to the vehicle 1. For example, the charger 2 is a public charger (a charging stand or a charging station). Therefore, charging with the charger 2 can be performed to each of a plurality of vehicles 9 other than the vehicle 1.\nThe vehicle 1, the smartphone 4 and the server 5 can perform wireless communication with each other. Further, the charger 2 and the server 5 can perform wireless communication with each other. Although not illustrated, the vehicle 1 can also perform wireless communication with another vehicle 9 and the server 5, and a smartphone (not illustrated) of a user of each vehicle 9 and the server 5 can perform wireless communication with each other.\nThe smartphone 4 is used forgiving information about the charging to the user of the vehicle 1. It is not essential to use the smartphone 4 for informing the user, and it is allowable to use, for example, a monitor (a monitor of a car navigation system) provided in the vehicle 1, for informing the user.\nThe server 5 includes a CPU, a memory and a buffer, each of which is not illustrated. The server 5 includes a charger information database 51 in which information (charger information INFO) about many chargers including the charger 2 is stored. Details of the charger information INFO will be described later (see FIG. 7). A part or whole of the server 5 may be configured to execute arithmetic processes with hardware such as electronic circuits.\n FIG. 2 is a block diagram schematically showing configurations of the vehicle 1, the charger 2 and the charging cable 3 according to the first embodiment. With reference to FIG. 2, for example, the charger 2 is a charger for DC charging, and converts alternating-current power from a utility grid power supply 500, into direct-current power for charging a battery 150 mounted on the vehicle 1, and outputs the direct-current power. The charger 2 includes electric power lines ACL, an AC-DC converter 210, a voltage sensor 220, electric power supply lines PL0, NL0 and a control circuit 200.\nThe electric power lines ACL are electrically connected to the utility grid power supply 500. The electric power lines ACL transmit the alternating-current power from the utility grid power supply 500, to the AC-DC converter 210.\nThe AC-DC converter 210 converts the alternating-current power on the electric power lines ACL, into the direct-current power for charging the battery 150 mounted on the vehicle 1. The electric power conversion by the AC-DC converter 210 may be executed as a combination of an AC-DC conversion for power factor improvement and a DC-DC conversion for voltage level adjustment. The direct-current power output from the AC-DC converter 210 is supplied through the electric power supply line PL0 on the positive electrode side and the electric power supply line NL0 on the negative electrode side.\nThe voltage sensor 220 is provided between the electric power supply lines PL0, NL0. The voltage sensor 220 detects the voltage between the electric power supply lines PL0, NL0, and outputs the detection result to the control circuit 200.\nThe control circuit 200 is configured to include a central processing unit (CPU), a memory and input-output ports (not illustrated), each of which is not illustrated. The control circuit 200 controls the charger 2 based on the voltage detected by the voltage sensor 220, signals from various switches and the vehicle 1, and a map and program stored in the memory.\nA charging connector 310 of the charging cable 3 is provided with a temperature sensor 319 that detects a temperature T2 of the charging connector 310 (more specifically, at least one of a P terminal 312 and an N terminal 313). The control circuit 200 receives a signal indicating the temperature T2 from the temperature sensor 319, and thereby, can diagnose whether there is an abnormality (more specifically, an abnormal heat generation) in the charging connector 310.\nThe vehicle 1 includes a vehicle inlet 110, charging lines PL1, NL1, a voltage sensor 121, a current sensor 122, vehicle contactors 131, 132, system main relays 141, 142, and a battery 150, electric power lines PL2, NL2, a power control unit (PCU) 160, an engine 170, motor generators 171, 172, a power split device 173, a driving wheel 174, a communication module 180, and an electronic control unit (ECU) 100.\nThe vehicle inlet (charging port) 110 is configured to allow the charging connector 310 of the charging cable 3 to be electrically connected to the vehicle inlet 110. More specifically, the charging connector 310 is inserted into the vehicle inlet 110 with mechanical coupling such as fitting. Thereby, an electric connection between the electric power supply line PL0 and a contact on the positive electrode side of the vehicle inlet 110 is secured, and an electric connection between the electric power supply line NL0 and a contact on the negative electrode side of the vehicle inlet 110 is secured. Further, by the connection between the vehicle inlet 110 and the charging connector 310 through the charging cable. The ECU 100 of the vehicle 1 and the control circuit 200 of the charger 2 can mutually send and receive a variety of signals, commands and information (data), by a communication according to a predetermined communication such as Controller Area Network (CAN) or by a communication with an analog signal through an analog control line.\nSimilarly to the charging connector 310 of the charging cable 3, the vehicle inlet 110 is provided with a temperature sensor 119 that detects a temperature T1 of the vehicle inlet 110 (more specifically, at feast one of a P terminal 112 and an N terminal 113). The ECU 100 receives a signal indicating the temperature T1 from the temperature sensor 119, and thereby, can diagnose whether there is an abnormality such as an abnormal heat generation, in the vehicle inlet 110.\nThe voltage sensor 121 is provided between the charging line PL1 and the charging line NL1, so as to be closer to the vehicle inlet 110 than the vehicle contactors 131, 132 are. The voltage sensor 121 detects direct-current voltage between the charging lines PL1, NL1, and outputs the detection result to the ECU 100. The current sensor 122 is provided on the charging line PL1. The current sensor 122 detects electric current that flows along the charging line PL1, and outputs the detection result to the ECU 100. Based on the detection results of the voltage sensor 121 and the current sensor 122, the ECU 100 can calculate a supply electric power from the charger 2.\nThe vehicle contactor 131 is connected to the charging line PL1, and the vehicle contactor 132 is connected to the charging line NL1. The opening-closing of the vehicle contactors 131, 132 is controlled depending on a command from the ECU 100. When the vehicle contactors 131, 132 are closed and the system main relays 141, 142 are closed, electric power can be transferred between the vehicle inlet 110 and the battery 150.\nThe battery 150 supplies electric power for generating driving force of the vehicle 1. The battery 150 stores electric power generated by the motor generators 171, 172. The battery 150 is an assembled battery configured to include a plurality of cells (not illustrated), and each cell is a secondary battery such as a lithium-ion secondary battery or a nickel-hydrogen secondary battery. In the embodiment, the internal configuration of the assembled battery is not particularly limited, and therefore, hereinafter, the assemble battery is referred to as merely the battery 150, without mentioning the cells particularly. The battery 150 may be a capacitor such as an electric double layer capacitor. The battery 150 can be regarded as an “electric storage device” according to the disclosure.\nA positive electrode of the battery 150 is electrically connected to a node ND1 through the system main relay 141. The node ND1 is electrically connected to the charging line PL1 and the electric power line PL2. Similarly, a negative electrode of the battery 150 is electrically connected to a node ND2 through the system main relay 142. The node ND2 is electrically connected to the charging line NL1 and the electric power line NL2. The opening-closing of the system main relay 141, 142 is controlled depending on a command from the ECU 100.\nThe battery 150 is provided with a voltage sensor 151, a current sensor 152 and a temperature sensor 153. The voltage sensor 151 detects a voltage VB of the battery 150. The current sensor 152 detects an electric current IB that is input to or output from the battery 150. The temperature sensor 153 detects a temperature TB of the battery 150. Each sensor outputs the detection result to the ECU 100.\nThe PCU 160 is electrically connected between the electric power lines PL2, NL2 and the motor generators 171, 172. The PCU 160, which is configured to include an unillustrated converter and an unillustrated inverter, executes bidirectional electric power conversion between the battery 150 and the motor generators 171, 172 in a state of the closing of the system main relays 141, 142.\nThe engine 170 is an internal combustion engine such as a gasoline engine, and generates driving force by which the vehicle 1 travels, in response to a Control signal from the ECU 300.\nFor example, each of the motor generators 171, 172 is a three-phase alternating-current rotary electric machine. The motor generator 171 is linked to a crankshaft of the engine 170 through the power split device 173. When the engine 170 is started, the motor generator 171 rotates the crankshaft of the engine 170, using electric power of the battery 150. Further, the motor generator 171 can generate electric power, using dynamic power of the engine 170. The alternating-current power generated by the motor generator 171 is converted by the PCU 160, into direct-current power, with which the battery 150 is charged. Further, the alternating-current power generated by the motor generator 171 is supplied to the motor generator 172 in some cases.\nThe motor generator 172 rotates a driving shaft, using at least one of the electric power from the battery 150 and the electric power generated by the motor generator 171. Further, the motor generator 172 can generate electric power by regenerative braking. The alternating-current power generated by the motor generator 172 is converted by the PCU 160, into direct-current power, with which the battery 150 is charged.\nThe power split device 173 is a planetary gear mechanism, for example, and mechanically links three elements of the crankshaft of the engine 170, a rotating shaft of the motor generator 171 and the driving shaft.\nThe communication module 180, 280 is a digital communication module (DCM) that can perform wireless communication with the server 5. The communication module 180,280 can be regarded as a “communication device” according to the disclosure.\nSimilarly to the control circuit 200, the ECU 100 is configured to include a CPU 101, a memory 102 such as a read only memory (ROM) and a random access memory (RAM), and input-output ports (not illustrated). The ECU 100 controls apparatuses such that the vehicle 1 is in a desired state, depending on signals from the sensors and the like. As a main control that is executed by the ECU 100, there is plug-in charging in which the in-vehicle battery 150 is charged with the electric power that is supplied from the charger 2. The charging progresses, while signals, commands and information are mutually sent and received through the charging cable 3 between the ECU 100 of the vehicle 1 and the control circuit 200 of the charger 2. This control will be described in detail with FIG. 5.\nIn the thus configured vehicle 1 and charger 2, the vehicle inlet 110 and the charging connector 310 have configurations according to the CHAdeMO (R) technique, as an example.\n FIG. 3 is a front view showing the vehicle inlet 110. With reference to FIG. 1 and FIG. 3, the vehicle inlet 110 includes a guide wall 111 formed in a cylindrical shape, the P terminal 112 and N terminal 113 provided in the guide wall 111, communication terminals 114, 115 provided in the guide wall 111, a stopper 116 provided at a top portion of the guide wall 111, and a cover 117 provided rotatably on a side surface of the guide wall 111. The charging line PL1 is electrically connected to the P terminal 112, and the charging line NL1 is electrically connected to the N terminal 113. Each of the P terminal 112 and the N terminal 113 car be regarded as an “inlet terminal” according to the disclosure.\n FIG. 4 is a front view showing the charging connector 310. With reference to FIG. 2 and FIG. 4, the charging connector 310 includes a guide wall 311 formed in a cylindrical shape at a distal end portion of a connector case (not illustrated) so as to be opened forward, the P terminal 312 and N terminal 313 provided in the guide wall 311, communication terminals 314, 315 provided in the guide wall 311, and a lug 316. The electric power supply line PL0 is electrically connected to the P terminal 312, and the electric power supply line NL0 is electrically connected to the N terminal 313. Each of the P terminal 312 and the N terminal 313 can be regarded as a “connector terminal” according to the disclosure.\nWhen the user presses an opera | A vehicle includes: an inlet configured to allow a connector of a charging cable to be inserted into the inlet; a battery configured to be charged from a charger through the connector and the inlet; a communication device configured to perform communication with a server; and an ECU configured to control charging. The ECU diagnoses whether there is an abnormality in the charger, when where the charger and the vehicle are connected to each other through the charging cable, the abnormality being able to be diagnosed in a state where the connector has been inserted into the inlet, and sends information indicating an abnormality occurrence, to the server through the communication device, when where the ECU diagnoses the charger as having the abnormality. | US:16/254,039 | https://patentimages.storage.googleapis.com/86/d0/75/0732c3cef9e3a2/US10967753.pdf | US:10967753 | Hidetoshi Kusumi | Toyota Motor Corp | US:20100207588:A1, JP:2010220299:A, US:20160207409:A1, US:20160124050:A1 | 2021-04-06 | 2021-04-06 | 1. A vehicle configured to perform communication with a charger provided outside of the vehicle through a charging cable, the vehicle comprising:\nan inlet configured to allow a connector of the charging cable to be inserted into the inlet, the inlet includes an inlet terminal and the connector includes a connector terminal configured to output electric power in a state where the connector terminal is electrically connected to the inlet terminal;\nan electric storage device configured to be charged from the charger through the connector and the inlet;\na communication device configured to perform communication with an external apparatus other than the charger provided outside of the vehicle;\na charging line;\na voltage sensor configured to detect voltage of the charging line; and\na current sensor configured to detect electric current that flows along the charging line; and\nan electronic control unit configured to control charging through the connector and the inlet, wherein:\nthe electronic control unit being configured to diagnose whether there is an abnormality in the charger, when the charger and the vehicle are connected to each other through the charging cable, the abnormality being able to be diagnosed in a state where the connector has been inserted into the inlet, and\nthe electronic control unit being configured to send information indicating an abnormality occurrence, to the external apparatus through the communication device, when the electronic control unit diagnoses the charger as having the abnormality, the information indicating the abnormality occurrence is information indicating a connection abnormality between the inlet terminal and the connector terminal in the state where the connector has been inserted into the inlet,\nthe electronic control unit is configured to calculate a supply electric power from the charger based on detection results of the voltage sensor and the current sensor, and\nthe electronic control unit is configured to send the information indicating the abnormality occurrence, to the external apparatus, when the electronic control unit gives a notice of a command including an electric power command value, to the charger and the electronic control unit determines that the supply electric power does not satisfy the electric power command value in the state where the connector has been inserted into the inlet.\n, an inlet configured to allow a connector of the charging cable to be inserted into the inlet, the inlet includes an inlet terminal and the connector includes a connector terminal configured to output electric power in a state where the connector terminal is electrically connected to the inlet terminal;, an electric storage device configured to be charged from the charger through the connector and the inlet;, a communication device configured to perform communication with an external apparatus other than the charger provided outside of the vehicle;, a charging line;, a voltage sensor configured to detect voltage of the charging line; and, a current sensor configured to detect electric current that flows along the charging line; and, an electronic control unit configured to control charging through the connector and the inlet, wherein:, the electronic control unit being configured to diagnose whether there is an abnormality in the charger, when the charger and the vehicle are connected to each other through the charging cable, the abnormality being able to be diagnosed in a state where the connector has been inserted into the inlet, and, the electronic control unit being configured to send information indicating an abnormality occurrence, to the external apparatus through the communication device, when the electronic control unit diagnoses the charger as having the abnormality, the information indicating the abnormality occurrence is information indicating a connection abnormality between the inlet terminal and the connector terminal in the state where the connector has been inserted into the inlet,, the electronic control unit is configured to calculate a supply electric power from the charger based on detection results of the voltage sensor and the current sensor, and, the electronic control unit is configured to send the information indicating the abnormality occurrence, to the external apparatus, when the electronic control unit gives a notice of a command including an electric power command value, to the charger and the electronic control unit determines that the supply electric power does not satisfy the electric power command value in the state where the connector has been inserted into the inlet., 2. The vehicle according to claim 1, wherein:\nthe connector further includes a temperature sensor that detects a temperature of the connector terminal;\nthe charger further includes a control circuit that receives a signal from the temperature sensor;\nthe control circuit is configured to diagnose whether there is an abnormal heat generation in the connector based on the signal from the temperature sensor during sending of electric power from the charger; and\nthe electronic control unit is configured to send the information indicating the abnormality occurrence, to the external apparatus, when the electronic control unit receives, from the charger, a notice indicating that the abnormal heat generation of the connector terminal has occurred.\n, the connector further includes a temperature sensor that detects a temperature of the connector terminal;, the charger further includes a control circuit that receives a signal from the temperature sensor;, the control circuit is configured to diagnose whether there is an abnormal heat generation in the connector based on the signal from the temperature sensor during sending of electric power from the charger; and, the electronic control unit is configured to send the information indicating the abnormality occurrence, to the external apparatus, when the electronic control unit receives, from the charger, a notice indicating that the abnormal heat generation of the connector terminal has occurred., 3. The vehicle according to claim 1, wherein:\nthe inlet further includes a temperature sensor that detects a temperature of the inlet terminal;\nthe electronic control unit is configured to receive a signal from the temperature sensor and diagnoses whether there is an abnormal heat generation in the inlet during receiving of electric power from the charger; and\nthe electronic control unit is configured to send the information indicating the abnormality occurrence, to the external apparatus, when the electronic control unit diagnoses that the abnormal heat generation of the inlet terminal has occurred.\n, the inlet further includes a temperature sensor that detects a temperature of the inlet terminal;, the electronic control unit is configured to receive a signal from the temperature sensor and diagnoses whether there is an abnormal heat generation in the inlet during receiving of electric power from the charger; and, the electronic control unit is configured to send the information indicating the abnormality occurrence, to the external apparatus, when the electronic control unit diagnoses that the abnormal heat generation of the inlet terminal has occurred., 4. The vehicle according to claim 1, wherein the external apparatus includes a different vehicle other than the vehicle, and a server that manages whether there is an abnormality in a plurality of chargers including the charger., 5. A vehicle configured to perform communication with a charger provided outside of the vehicle through a charging cable, the vehicle comprising:\nan inlet configured to allow a connector of the charging cable to be inserted into the inlet, the inlet includes an inlet terminal and the connector includes a connector terminal configured to output electric power in a state where the connector terminal is electrically connected to the inlet terminal;\nan electric storage device configured to be charged from the charger through the connector and the inlet;\na communication device configured to perform communication with an external apparatus other than the charger provided outside of the vehicle; and\nan electronic control unit configured to control charging through the connector and the inlet, wherein:\nthe electronic control unit being configured to diagnose whether there is an abnormality in the charger, when the charger and the vehicle are connected to each other through the charging cable, the abnormality being able to be diagnosed in a state where the connector has been inserted into the inlet, and\nthe electronic control unit being configured to send information indicating an abnormality occurrence, to the external apparatus through the communication device, when the electronic control unit diagnoses the charger as having the abnormality, the information indicating the abnormality occurrence is information indicating a connection abnormality between the inlet terminal and the connector terminal in the state where the connector has been inserted into the inlet,\nthe connector further includes a temperature sensor that detects a temperature of the connector terminal;\nthe charger further includes a control circuit that receives a signal from the temperature sensor;\nthe control circuit is configured to diagnose whether there is an abnormal heat generation in the connector based on the signal from the temperature sensor during sending of electric power from the charger; and\nthe electronic control unit is configured to send the information indicating the abnormality occurrence, to the external apparatus, when the electronic control unit receives, from the charger, a notice indicating that the abnormal heat generation of the connector terminal has occurred.\n, an inlet configured to allow a connector of the charging cable to be inserted into the inlet, the inlet includes an inlet terminal and the connector includes a connector terminal configured to output electric power in a state where the connector terminal is electrically connected to the inlet terminal;, an electric storage device configured to be charged from the charger through the connector and the inlet;, a communication device configured to perform communication with an external apparatus other than the charger provided outside of the vehicle; and, an electronic control unit configured to control charging through the connector and the inlet, wherein:, the electronic control unit being configured to diagnose whether there is an abnormality in the charger, when the charger and the vehicle are connected to each other through the charging cable, the abnormality being able to be diagnosed in a state where the connector has been inserted into the inlet, and, the electronic control unit being configured to send information indicating an abnormality occurrence, to the external apparatus through the communication device, when the electronic control unit diagnoses the charger as having the abnormality, the information indicating the abnormality occurrence is information indicating a connection abnormality between the inlet terminal and the connector terminal in the state where the connector has been inserted into the inlet,, the connector further includes a temperature sensor that detects a temperature of the connector terminal;, the charger further includes a control circuit that receives a signal from the temperature sensor;, the control circuit is configured to diagnose whether there is an abnormal heat generation in the connector based on the signal from the temperature sensor during sending of electric power from the charger; and, the electronic control unit is configured to send the information indicating the abnormality occurrence, to the external apparatus, when the electronic control unit receives, from the charger, a notice indicating that the abnormal heat generation of the connector terminal has occurred., 6. A vehicle configured to perform communication with a charger provided outside of the vehicle through a charging cable, the vehicle comprising:\nan inlet configured to allow a connector of the charging cable to be inserted into the inlet, the inlet includes an inlet terminal and the connector includes a connector terminal configured to output electric power in a state where the connector terminal is electrically connected to the inlet terminal, the inlet includes a temperature sensor that detects a temperature of the inlet terminal;\nan electric storage device configured to be charged from the charger through the connector and the inlet;\na communication device configured to perform communication with an external apparatus other than the charger provided outside of the vehicle; and\nan electronic control unit configured to control charging through the connector and the inlet, wherein:\nthe electronic control unit being configured to diagnose whether there is an abnormality in the charger, when the charger and the vehicle are connected to each other through the charging cable, the abnormality being able to be diagnosed in a state where the connector has been inserted into the inlet, and\nthe electronic control unit being configured to send information indicating an abnormality occurrence, to the external apparatus through the communication device, when the electronic control unit diagnoses the charger as having the abnormality, the information indicating the abnormality occurrence is information indicating a connection abnormality between the inlet terminal and the connector terminal in the state where the connector has been inserted into the inlet,\nthe electronic control unit is configured to receive a signal from the temperature sensor and diagnoses whether there is an abnormal heat generation in the inlet during receiving of electric power from the charger; and\nthe electronic control unit is configured to send the information indicating the abnormality occurrence, to the external apparatus, when the electronic control unit diagnoses that the abnormal heat generation of the inlet terminal has occurred.\n, an inlet configured to allow a connector of the charging cable to be inserted into the inlet, the inlet includes an inlet terminal and the connector includes a connector terminal configured to output electric power in a state where the connector terminal is electrically connected to the inlet terminal, the inlet includes a temperature sensor that detects a temperature of the inlet terminal;, an electric storage device configured to be charged from the charger through the connector and the inlet;, a communication device configured to perform communication with an external apparatus other than the charger provided outside of the vehicle; and, an electronic control unit configured to control charging through the connector and the inlet, wherein:, the electronic control unit being configured to diagnose whether there is an abnormality in the charger, when the charger and the vehicle are connected to each other through the charging cable, the abnormality being able to be diagnosed in a state where the connector has been inserted into the inlet, and, the electronic control unit being configured to send information indicating an abnormality occurrence, to the external apparatus through the communication device, when the electronic control unit diagnoses the charger as having the abnormality, the information indicating the abnormality occurrence is information indicating a connection abnormality between the inlet terminal and the connector terminal in the state where the connector has been inserted into the inlet,, the electronic control unit is configured to receive a signal from the temperature sensor and diagnoses whether there is an abnormal heat generation in the inlet during receiving of electric power from the charger; and, the electronic control unit is configured to send the information indicating the abnormality occurrence, to the external apparatus, when the electronic control unit diagnoses that the abnormal heat generation of the inlet terminal has occurred. | US | United States | Active | B | True |
| 344 | Electric powertrain with multi-pack battery system and mutually-exclusive 3-way contactor \n | US11708008B2 | The present disclosure relates to electric powertrains of the types used for propulsion functions aboard battery electric vehicles (“BEVs”), hybrid electric vehicles (“HEVs”), and other high-voltage mobile platforms. An electric powertrain typically includes one or more polyphase/alternating current (“AC”) rotary electric machines constructed from a wound stator and a magnetic rotor. Individual phase leads of the electric machine are connected to a power inverter, which in turn is connected to a direct current (“DC”) voltage bus. When the electric machine functions as a traction motor, control of the ON/OFF switching states of semiconductor switches located within the power inverter is used to generate an AC output voltage at a level suitable for energizing the electric machine. The energized phase windings ultimately produce a rotating magnetic field with respect to the stator. The rotating stator field interacts with a rotor field to produce machine rotation and motor output torque.\nA multi-cell DC battery forms a core part of a rechargeable energy storage system (RESS) aboard a modern BEV, HEV, or another mobile high-voltage mobile platform. The battery, which is connected to the DC voltage bus, may be selectively recharged by an off-board charging station. When the charging station produces a charging voltage having an AC waveform, an AC-DC converter located aboard the particular platform being charged converts the AC charging waveform to a DC waveform suitable for charging the constituent battery cells of the battery. Alternatively, a DC fast-charging (“DCFC”) station may be used as a relatively high-power/high-speed charging option.\nFuture electric powertrain applications contemplate high-power charging and high-power propulsion electrical loading. Higher voltages provide the opportunity to meet these power requirements without increasing electrical current, which in turn enables use of smaller components such as bus bars, cables, contactors, etc. In order to meet the increasingly demanding power requirements, onboard electrical systems may be configured to switch its constituent battery packs between parallel and series arrangements as needed, e.g., to accommodate higher DC fast-charging voltages.\nAn electric powertrain is disclosed herein includes a reconfigurable multi-pack battery system. While “multi-pack” in the provided examples entails two battery packs, the present teachings may be extended to three or more battery packs in other embodiments. Size, weight, and other manufacturing and engineering considerations will limit the actual number of battery packs, and therefore the exemplary two-pack configuration is intended to be representative of a practical configuration.\nThe multiple battery packs are connectable in a parallel-connected configuration (“P-configured”) during propulsion operations, and in either a P-configured or series-connected configuration (“S-configured”) during charging operations. For example, the P-configuration could provide for nominal 400V propulsion or charging operations in a non-limiting example embodiment, with the S-configuration in such a construction situationally enabling nominal 800V charging operations. The disclosed multi-pack architecture also enables flexible use of a DC fast-charging station for improved utilization of the station's available charging capability.\nThe electric powertrain described herein includes an electrical system having multiple battery packs that are selectively connectable in the S-configured or P-configured arrangements as noted above. In a simplified embodiment, the electrical system includes two battery packs, i.e., separate first and second battery packs. As such, the S-configured arrangement allows charging operations to occur at twice the first voltage level. The present solution may incorporate a pair of three-way/two-position automotive-grade contactors into circuit paths interconnecting the first and second battery packs, thereby establishing mutually-exclusive series and parallel connection possibilities.\nThat is, the three-way/two-position contactors have three electrical terminals: a base terminal, a series connection terminal, and a parallel connection terminal, with the structure of the contactor ensuring that the series and parallel connection terminals are physically unable to connect to each other. That is, even in the event of a welded contactor failure mode at one of the electrical terminals, e.g., the series connection terminal, it remains physically impossible to connect to the other electrical terminal, in this instance the parallel connection terminal. In addition to the resulting reduction in possible electrical failure modes, the present solution allows a single three-way/two-position contactor in each of the battery packs to perform the function of a pair of two-way/two-position contactors, thereby reducing component count and minimizing circuit control complexity.\nIn a non-limiting exemplary embodiment, the battery system includes a voltage bus having positive and negative bus rails, as well as first and second battery packs. The battery packs are arranged between and connected to the positive and negative bus rails. The battery system includes a plurality of switches collectively configured to selectively interconnect the battery packs in a series or a parallel battery arrangement, i.e., the above-noted S-configured and P-configured arrangements. The switches include a pair of three-way/two-position contactors each having a series connection position and parallel connection position corresponding to the series battery arrangement and the parallel battery arrangement, respectively.\nThe pair of three-way/two-position contactors may include a first three-way/two-position contactor arranged between the first battery pack and the negative bus rail, and a second three-way/two-position contactor arranged between the second battery pack and the positive bus rail. An electrical terminal of the first three-way/two-position contactor may be connected to or disconnected from a corresponding electrical terminal of the second three-way/two-position contactor when the first three-way/two-position contactor and the second three-way/two-position contactor are in the series connection position and the parallel connection position, respectively.\nA charge coupler may be used in some embodiments to connect the battery system to an offboard charging station during a predetermined fast-charging event. In such an embodiment, the switches may include a two-way/two-position pre-charge switch arranged between the first battery pack and the positive bus rail, a first two-way/two-position switch arranged in parallel with the pre-charge switch, and a second two-way/two-position switch arranged between the first battery pack and the charge coupler.\nThe switches may also include an additional pre-charge switch arranged between the second battery pack and the positive bus rail, a third two-way/two-position switch arranged in parallel with the second three-way/two-position contactor, and a fourth two-way/two-position switch arranged between the second battery pack and the negative bus rail.\nInclusive of the pair of the three-way/two-position contactors, the battery system may include a total of eight of the switches.\nA controller may be coupled to the switches and configured, in response to a battery mode selection signal, to selectively transition the pair of three-way/two-position contactors from the series connection position to the parallel connection position, or vice versa.\nIn a non-limiting embodiment, the first and second battery packs each have a corresponding voltage of about 400-500V or more, such that the battery system in the P-configuration has a voltage capability of about 800-1000V or more. Other voltages may be contemplated herein, and thus the 400V/800V example is intended to be illustrative of just one possible beneficial configuration suitable, e.g., for vehicle powertrain operations.\nIn that vein, an electric powertrain is also disclosed herein having an electrical load, the battery system, and a controller. The controller is coupled to the switches and configured, in response to a battery mode selection signal, to selectively transition the pair of three-way/two-position contactors from the series connection position to the parallel connection position, or vice versa.\nA motor vehicle is also disclosed herein having road wheels coupled to a vehicle body of the moto vehicle, an electrical load, the battery system, and the controller. The electrical load may include, in this particular embodiment, a power inverter module (PIM) and a polyphase electric machine, the latter being connected to the PIM and to one or more of the road wheels. The battery system, which is connectable to the electrical load, includes a charge coupler configured to connect to an offboard charging station during a DC fast-charging event, a DC voltage bus having a positive bus rail and a negative bus rail, first and second battery packs, and the switches noted above, including the pair of three-way/two-position contactors each having a series connection position and a parallel connection position each driving the polyphase electric machine. The controller is coupled to the switches and configured, in response to a battery mode selection signal, to selectively transition the pair of three-way/two-position contactors from the series connection position to the parallel connection position, or vice versa.\nThe above summary is not intended to represent every embodiment or aspect of the present disclosure. Rather, the foregoing summary exemplifies certain novel aspects and features as set forth herein. The above noted and other features and advantages of the present disclosure will be readily apparent from the following detailed description of representative embodiments and modes for carrying out the present disclosure when taken in connection with the accompanying drawings and the appended claims.\n FIG. 1 is a schematic illustration of a motor vehicle undergoing a direct current fast-charging operation, with the motor vehicle having a high-voltage multi-pack battery system and three-way/two-position contactors providing mutually-exclusive series and parallel battery arrangement connections as described herein.\n FIG. 2 is a schematic flow diagram depicting a controller of the motor vehicle of FIG. 1 in communication with a DC fast-charging station and an electric powertrain of the motor vehicle.\n FIG. 3 is a schematic plan view of a representative three-way/two-position contactor in accordance with the disclosure.\n FIG. 4 is a schematic perspective view illustration of the three-way/two-position contactor shown in FIG. 4 .\n FIGS. 5 and 6 are schematic eight-switch and nine-switch circuit diagrams for implementing portions of an electric propulsion system usable as part of the motor vehicle of FIG. 1 .\n FIG. 7 is a truth table depicting ON/OFF states of the various switches shown in FIG. 4 .\nThe present disclosure is susceptible to modifications and alternative forms, with representative embodiments shown by way of example in the drawings and described in detail below. Inventive aspects of this disclosure are not limited to the particular forms disclosed. Rather, the present disclosure is intended to cover modifications, equivalents, combinations, and alternatives falling within the scope of the disclosure as defined by the appended claims.\nReferring to the drawings, wherein like reference numbers refer to the same or like components in the several Figures, an electric powertrain 10 is shown in FIG. 1 that includes a multi-pack battery system 11, exemplary embodiments of which are presented in more detail in FIGS. 5 and 6 . The electric powertrain 10 includes at least two three-way/two-position contactors 40, a representative embodiment of which is depicted in FIGS. 3 and 4 and described below, to enable mutually-exclusive series and parallel battery connections in the scope of the present disclosure.\nThe electric powertrain 10 may be used as part of a motor vehicle 20 having a vehicle body 200. In such an embodiment, the vehicle body 200 is connected to a set of road wheels 14F and 14R, with the suffixes “F” and “R” in this instance referring to the front and rear positions of corresponding drive axles 14AF and 14AR on which the road wheels 14F and 14R are respectively disposed. The motor vehicle 20 may be alternatively embodied as a marine vessel, aircraft, rail vehicle, robot, or other mobile platform, and therefore the present teachings are not limited to vehicular applications in general or automotive vehicles in particular.\nThe motor vehicle 20 is shown undergoing a direct current fast-charging (DCFC) operation. During such an operation, the multi-pack battery system 11 is electrically connected to an off-board DCFC station 30 via a vehicle charging port 200C coupled within the motor vehicle 20 to the battery system 11. The battery system 11 of the present disclosure uses multiple battery packs, with two such battery packs shown in the non-limiting exemplary embodiments of FIGS. 5 and 6 as respective first and second battery packs 12A and 12B. The battery system 11 may be variously embodied as a multi-cell lithium ion, zinc-air, nickel-metal hydride, or other suitable battery chemistry configuration without limitation.\nThe exemplary power architectures described herein enable an improved utilization of a charging voltage from the DCFC station 30 at different charging voltage levels, with the charging voltage abbreviated “VCH”. For instance, the motor vehicle 20 may be propelled at a lower first voltage level of about 400-500V in some embodiments, and then automatically reconfigured during a charging operation to receive the charging voltage (VCH) at a higher second voltage level. In the exemplary two-pack configuration, the higher second voltage level is double the lower first voltage level, e.g., 800-1000V in the example embodiment in which each of the battery packs 12A and 12B has a corresponding voltage capability of about 400-500V. Other voltages may be contemplated for different applications, with the term “high-voltage” therefore being relative to the application. For instance, assuming 12-15V auxiliary/low-voltage levels, the term “high-voltage” could entail voltage levels of 18V or more, with practical propulsion applications typically being 60V or more, up to and including the 400V-per-pack or greater voltage noted above. In any or all of the contemplated embodiments, the three-way/two-position contactors 40 of FIGS. 3 and 4 work within this framework to reduce instances of electrical faults, reduce part count, and provide various other advantages as described below.\nAs will be appreciated by those of ordinary skill in the art, the various propulsion modes enabled by the architectures described herein may include all-wheel drive (“AWD”), front-wheel drive (“FWD”), or rear-wheel drive (“RWD”) depending on available battery power, control configurations, and other relevant mechanical and electrical factors. Likewise, the present teachings may be used to enable independent propulsion of the road wheels 14R at the rear of the motor vehicle 20 relative to each other, i.e., a left-side/driver-side road wheel 14R and a right-side/passenger-side road wheel 14R may be independently powered by the electric powertrain 10.\nWhile propulsion at the higher/combined voltage level of the first and second battery packs 12A and 12B operating in a series battery configuration is not precluded by the present teachings, such a configuration would require special high-voltage construction of the various power electronic components, electric motors, power inverters, and other propulsion components connected to the battery system 11, and therefore the present disclosure focuses on the more practically implemented parallel propulsion modes as described below. Charging occurs at either the higher/series-combined or lower/parallel-combined voltage levels, e.g., depending on the available maximum charging voltage from the charging station 30.\nIn FIG. 1 , the charging port 200C is internally connected to a DC charge connector (not shown) of/coupled to the battery system 11, with the charging port 200C connected to the charging station 30 using a length of high-voltage charging cable 30C. Although not depicted in FIG. 1 , but well understood in the art, a terminal end of the charging cable 30C configured to connect to the charging port 200C may be embodied an SAE J1772 or another suitable charge connector. However, the present teachings are independent of the particular charging standard ultimately employed in a DCFC operation, and therefore the above-noted examples are merely illustrative.\nReferring briefly to FIG. 2 , an electronic control unit or controller (C) 50 is configured to control ongoing powerflow and charging operations aboard the motor vehicle 20 of FIG. 1 or another mobile system. The controller 50 is in communication with the various controlled components of the electric powertrain (ePT) 10 via a suitable communications framework and protocol, e.g., a controller area network (CAN) bus. The controller 50 is configured to receive input signals (arrow CCIN) from sensors or other control units (not shown) of the motor vehicle 20 and/or in communication therewith, to execute computer-readable code/instructions 100 in response to the input signals (arrow CCIN), and to output various signals to the electric powertrain 10, the battery system 11, or to the DCFC station 30 as corresponding signals (arrow CC10, arrow CC11, and arrow CC30). The controller 50 may also receive charging feedback signals (arrow CC50) from the DCFC station 30 during ongoing charging operations, as will be appreciated by those having ordinary skill in the art.\nIn the broad scope of possible operations, the input signals (arrow CCIN) may include a wide range of relevant control and feedback values, e.g., temperature, commanded and estimated operating speed, required charging power, current state of charge, etc. In response, the controller 50 may transmit the various control/output signals (arrows CC10 and CC11) as noted above to ensure that the electric powertrain 10 allocates front and/or rear torque (arrows TF and TRF, TRR) to the front and/or rear axles 14AF or 14AR, or to the individual road wheels 14F or 14R connected thereto.\nThus, receipt of the signals (arrows CC10 and CC11) causes one or more (i.e., n) motor-generator units (MGUn) each coupled via a respective power inverter modules (PIMn) to a rechargeable energy storage system (RESS), i.e., the multi-pack battery system 11, to generate the indicated torques (arrows TF, TRF, TRR). As appreciated in the art, the motor-generator units (MGUn) may be configured as high-voltage electric traction or propulsion motors, e.g., polyphase/alternating current (AC) traction motors having a concentric stator and rotor (not shown), with the rotor being connected directly or indirectly to one or more of the road wheels 14F and/or 14R.\nIn terms of constituent hardware configuration, the controller 50 includes a processor (P) and memory (M). The memory (M) includes tangible, non-transitory memory, e.g., read only memory, whether optical, magnetic, flash, or otherwise. The controller 50 also includes application-sufficient amounts of random-access memory, electrically-erasable programmable read only memory, and the like, as well as a high-speed clock, analog-to-digital and digital-to-analog circuitry, and input/output circuitry and devices, as well as appropriate signal conditioning and buffer circuitry. The controller 50 is programmed to execute the instructions 100 during charging and propulsion modes, as noted above, which includes performing switching control operations of the specific switches described below with reference to FIGS. 4 and 5 .\nReferring to FIG. 3 , mutually-exclusive series and parallel battery configurations are established within the example architectures of FIGS. 5 and 6 or other electrical circuits in part using two or three two three-way/two-position contactors 40 and 140 (FIG. 5 ), or three such contactors 40, 140, and 240 (FIG. 6 ), with the reference numbers differing solely for clarity to reflect different installed positions within the battery system 11. The contactor 40 of FIG. 3 is thus representative of the contactors 140 and 240 described below. When configured and used as set forth herein, the contactor 40 eliminates the possibility of certain common electrical fault modes within the multi-pack battery system 11, such as contact welding. Additionally, the total number of switches needed to establish key circuit connections within the battery system 11 is reduced relative to simple binary switches having two terminals, with eight total high-voltage switches shown in FIG. 5 and nine total switches shown in FIG. 6 , with “high-voltage” referring to voltage levels well in excess of typical 12-15V auxiliary levels.\nAs represented in the schematic depiction of FIG. 3 , the three-way/two-position contactor 40 includes three electrical terminals 41 arranged within a contactor housing 42, with the electrical terminals 41 labeled as 41(1), 41(2), and 41(3) to indicate the different respective positions within the housing 42. A moveable contactor arm 43 is arranged within the housing 42 and controlled in the course of switching operations of the battery system 11 to pivot or move (arrow BB) between a series battery configuration (S-Config) in which terminal 41(1) is connected via the contactor arm 43 to terminal 41(2), and a parallel battery configuration (P-Config) in which terminal 41(1) is connected via the contactor arm 43 to terminal 41(3). A battery current (arrow AA) flowing through the contactor 40 during the series battery configuration is therefore conducted along a circuit path leading from electrical terminal 41(1), i.e., the base terminal, through the contactor 40, through electrical terminal 41(2), and out to the remaining circuitry of the battery system 11 as shown in FIGS. 5 and 6 . The separate positions of the electrical terminals 41(2) and 41(3) thus physically precludes their interconnection via the contactor arm 43.\nAs will be appreciated by those of ordinary skill in the art, automotive and other operations require high-voltage electrical components to be sufficiently robust, with the housing, for example the housing 42 of FIG. 3 , being resistant to intrusion of water, dirt, and debris, and capable of reliably and repeatably performing an intended function in a high-voltage operating environment. For instance, the materials of construction for the electrical terminals 41(1), 41(2), and 41(3) and the contactor arm 43 may be sealed to prevent oxidation, arcing, and the like.\nAn exemplary automotive-grade implementation of the three-way/two-position contactor 40 is depicted in FIG. 4 . The housing 42 in this embodiment includes a base 49 defining through-holes 45 and having a flat undersurface 44, which collectively facilitates secure mounting of the contactor 40 to a planar substrate, e.g., within the multi-pack battery system 11 of the present disclosure. A contactor body 46 of a cylindrical or other application-suitable shape contains and protects the electrical terminals 41(1), 41(2), and 41(3) and associated conductors therein, may protrude from the base 49. The contactor body 46 may be connected to an end cap 47, which in turn is secured to the contactor body 46 by a set of fasteners 48. The locations of the fasteners 48 may coincide with the electrical terminals 41(1), 41(2), and 41(3) contained within the housing 42.\nReferring to FIG. 5 , the three-way/two-position contactors 40 of FIGS. 3 and 4 are used as part of the multi-pack battery system 11 to establish mutually-exclusive series and parallel connections, i.e., the respective S-configuration and P-configuration, of first and second battery packs 12A and 12B as noted above, and to preclude welded contact failure modes that could result in limp-home modes or, in some instances, a cessation of drive operations. In other words, it is impossible given the structure and function of the contactors 40 to simultaneously pass the battery current (arrow AA of FIG. 3 ) through the electrical terminals 41(2) and 41(3). As a further benefit, the use of a single contactor 40 at the indicated locations in FIG. 5 reduces the number of total high-voltage switches in the battery system 11 to as few as eight (FIG. 5 ), with an optional nine-switch embodiment using three of the contactors 40 shown as an alternative approach in FIG. 6 .\nThe multi-pack battery system 11 of the electric powertrain 10, which functions as a rechargeable energy storage system (RESS), includes the respective first and second battery packs 12A (BattA) and 12B (BattB) arranged between and connected to/across positive (+) and negative (−) rails 35P and 35N of a high-voltage bus. The battery packs 12A and 12B have corresponding positive (+) and negative (−) battery electrode terminals 13P and 13N, and together or alone power an electrical load 52 and/or 152.\nThe representative electrical loads 52 and 152 may include one or more high-voltage devices, such as but not limited to one or more power inverter modules 54A, 54B, and/or 54C, integrated power electronics (IEC) 55, an air conditioning electric compressor (ACEC) 56, a cabin electric heater (CEH) 57, one or more onboard charging modules (OBCMs) 58 and 158, and a DC-DC converter 59. When the OBCM 158 (OBCM2) is used, e.g., to selectively increase the charging rate/decrease charging time, OBCM switches 60 and 160 coupled to the positive and negative bus rails 35P and 35N may be used to selectively connect or disconnect the OBCM 158 as needed.\nWith respect to the power inverter modules 54A-54C, the illustrated embodiment of the present battery system 11 enables various powertrain constructions to power to a coupled mechanical load, in this case the front road wheels 14F of FIG. 1 , e.g., in a front wheel drive or all-wheel drive mode, or to deliver power to the rear road wheels 14R in a rear-wheel drive or AWD mode. When powering the rear road wheels 14R, the construction of FIG. 4 enables a left rear road wheel 14R and a right rear road wheel 14R to be separately or independently energized. In such an embodiment, power inverter module 54A acts as a left power inverter module (LPIM) and power inverter module 54B acts as a right power inverter module (RPIM), each connected to a respective rotary electric machine (MGUn of FIG. 2 ) as part of the overall electrical load 52 and/or 152.\nAs will be appreciated, operation of the various power inverter modules 54A, 54B, and 54C utilize high-speed switching operations of dies of IGBTs, MOSFETs, and/or other applicable-suitable semiconductor switches each having an ON/OFF state controlled by the controller 50 via pulse-width modulation (PWM), pulse-density modulation (PDM), or another switching control technique. Likewise, auxiliary power modules such as the DC-DC converter 59 are operable for reducing a supply voltage from a level present on a high-voltage DC bus. Auxiliary voltage-level batteries (not shown) and other devices may also be connected to the battery system 11 in a full implementation, with such devices omitted from FIG. 5 for illustrative simplicity.\nThe respective first and second battery packs 12A and 12B have respective battery cell stacks 120A and 120B, with the particular configuration and battery chemistry of the cell stacks 120A and 120B being application-specific, as noted above. The electrical load(s) 52 are selectively connected to/disconnected using upper and lower sets of high- voltage switches 64U and 64L, in a particular combination that depends on the present or requested operating mode. Similarly, the electrical load(s) 152 shown at far right in FIG. 5 are selectively connected to/disconnected via sets of upper and lower switches 164U and 164L.\nThe various switches of FIGS. 3, 5, and 6 are depicted schematically for illustrative simplicity. In various embodiments, the switches may be configured as electro-mechanical switches such as contactors or relays, which operate in response to a generated field to block current flow in a particular direction. Alternatively, the switches may be configured as application-suitable solid-state switches or relays, e.g., semiconductor switches such as IGBTs or MOSFETs.\nWith respect to the respective upper and lower switches 64U and 64L of the first battery pack 12A, the individual upper switches 64U controlled herein include switches SA1 and SA3, along with a pre-charge switch PCA. The pre-charge switch PCA is in electrical series with a pre-charge resistor RA and connected to the positive electrode terminal 13P of the first battery pack 12A, with “PC” representing a pre-charge function as explained below. The upper and lower switches 164U and 164L of the second battery pack 12B are similarly configured and labeled, i.e., as another contactor 40, switches SB3, and pre-charge switch PCB forming the upper switches 164U and a switches SB2 forming the lower switches 164U. The lower switches 64L and the upper switches 164U respectively include the three-way/two-position contactor 40 described above with reference to FIGS. 3 and 4 .\nIn the illustrated circuit topology of FIG. 5 , therefore, the upper and lower switches 64U, 64L, 164U, and 164L are a plurality of high-voltage switches collectively configured to selectively interconnect the first battery pack 12A and the second battery pack 12B in a series battery arrangement or a parallel battery arrangement during a series battery operating mode and a parallel battery operating mode, respectively. The high-voltage switches include, in the FIG. 5 embodiment, a pair of the three-way/two-position contactors 40 each having a series connection position and parallel connection position as shown in FIG. 3 , with the positions corresponding to the respective S-configured and P-configured modes of operation of the battery system 11.\nAs depicted in FIG. 5 , a first three-way/two-position contactor 40 is arranged between the first battery pack 12A and the negative bus rail 35N. A second three-way/two-position contactor 140, identically configured to contactor 40 as mentioned above, is arranged between the second battery pack 12B and the positive bus rail 35P. In the series battery configuration, the base contactor terminal 41(1) (see FIG. 3 ) of the first contactor 40 located within the first battery pack 12A is connected to a corresponding contactor terminal 41(2) of the second contactor 40 in the second battery pack 12B, according to table 70 of FIG. 7 as described below. In the parallel battery configuration, the same contactor terminal 41(1) of the first contactor 40 is disconnected from the corresponding contactor terminal 41(2) of the second contactor 40 within the second battery pack 12B.\nThe multi-pack battery system 11 may also include the DC charge coupler 65, shown at the top of FIG. 5 , which is configured to connect the battery system 11 to the offboard DC charging station (DCFC) 30 during a predetermined DC fast-charging event (see FIG. 1 ). In such an embodiment, the upper switches 64U of FIG. 5 may include the pre-charge switch PCA, i.e., a 2-way/2-position switch, which is arranged between the first battery pack 12A and the positive bus rail 35P. The upper switches 64U may also include a first-way/2-position switch SA1 arranged in parallel with the pre-charge switch PCA, and a second 2-way/2-position switch SA3 arranged between the first battery pack 12A and the DC charge coupler 65 as shown.\nIn the illustrated embodiment of FIG. 5 , the plurality of high-voltage switches may also include an additional pre-charge switch, i.e., PCB, which is arranged between the second battery pack 12B and the positive bus rail 35P in parallel with the three-way/two-position contactor 40. A third two-way/two-position switch SB2 is arranged between the second battery pack 12B and the negative bus rail 35N. A fourth two-way/two-position switch SB3 is connects the DC charge coupler 65 to the negative battery electrode terminal 13N of the second battery pack 12B in this embodiment, which inclusive of the pair of three-way/two-position contactors 40 includes a total of eight high-voltage switches.\nAs noted above, the ON/OFF states of the eight high-voltage switches are individually controlled by the controller 50 of FIG. 2 , which in turn is coupled to the high-voltage s | A battery system for a motor vehicle or other system includes a voltage bus with positive and negative bus rails, and first and second battery packs. The battery packs are arranged between and connected to rails. High-voltage switches are collectively configured to selectively interconnect the battery packs in a series or parallel battery arrangement. The switches include a pair of mutually-exclusive three-way/two-position contactors each having a series connection position and parallel connection position corresponding to the respective series and parallel battery arrangements. An electric powertrain includes an electrical load connected to the battery system, and a controller coupled to the switches. In response to a battery mode selection signal, the controller selectively transitions the contactors from the series connection position to the parallel connection position, or vice versa. A motor vehicle includes road wheels, a body, and the electric powertrain. | US:17/035,993 | https://patentimages.storage.googleapis.com/6f/51/e0/ef3228b094f874/US11708008.pdf | US:11708008 | Robert J. Heydel, Christopher Schlaupitz | GM Global Technology Operations LLC | US:20070052295:A1, US:20060071557:A1, CN:202405823:U, CN:105576738:A, CN:107851521:A, US:20180269542:A1, CN:205768708:U, US:20190288528:A1, US:20190176803:A1, US:20190225109:A1, CN:110071536:A, US:20190283611:A1, US:20200070667:A1, CN:110875616:A, CN:111605428:A, US:20210257843:A1 | Not available | 2019-12-10 | 1. A battery system comprising:\na voltage bus having a positive bus rail and a negative bus rail;\na first battery pack;\na second battery pack, wherein the first battery pack and the second battery pack are arranged between and connected to the positive bus rail and the negative bus rail;\na plurality of switches collectively configured to selectively interconnect the first battery pack and the second battery pack in a series battery configuration (S-configuration) or a parallel battery configuration (P-configuration), wherein the plurality of switches includes a pair of three-way/two-position contactors each having a series connection position and parallel connection position corresponding to the S-configuration and the P-configuration, respectively;\nwherein the pair of three-way/two-position contactors includes a first three-way/two-position contactor and a second three-way/two-position contactor; and\nwherein the plurality of switches includes an additional pre-charge switch arranged between the second battery pack and the positive bus rail, a third two-way/two-position switch arranged in parallel with the second three-way/two-position contactor, and a fourth two-way/two-position switch arranged between the second battery pack and the negative bus rail.\n, a voltage bus having a positive bus rail and a negative bus rail;, a first battery pack;, a second battery pack, wherein the first battery pack and the second battery pack are arranged between and connected to the positive bus rail and the negative bus rail;, a plurality of switches collectively configured to selectively interconnect the first battery pack and the second battery pack in a series battery configuration (S-configuration) or a parallel battery configuration (P-configuration), wherein the plurality of switches includes a pair of three-way/two-position contactors each having a series connection position and parallel connection position corresponding to the S-configuration and the P-configuration, respectively;, wherein the pair of three-way/two-position contactors includes a first three-way/two-position contactor and a second three-way/two-position contactor; and, wherein the plurality of switches includes an additional pre-charge switch arranged between the second battery pack and the positive bus rail, a third two-way/two-position switch arranged in parallel with the second three-way/two-position contactor, and a fourth two-way/two-position switch arranged between the second battery pack and the negative bus rail., 2. The battery system of claim 1, wherein the first three-way/two-position contactor is arranged between the first battery pack and the negative bus rail, and the second three-way/two-position contactor is arranged between the second battery pack and the positive bus rail., 3. The battery system of claim 2, wherein an electrical terminal of the first three-way/two-position contactor is connected to or disconnected from a corresponding electrical terminal of the second three-way/two-position contactor when the first three-way/two-position contactor and the second three-way/two-position contactor are in the series connection position and the parallel connection position, respectively., 4. The battery system of claim 1, further comprising a direct current (DC) charge coupler configured to connect the battery system to an offboard DC fast-charging station during a predetermined DC fast-charging event., 5. The battery system of claim 4, wherein the plurality of switches includes a two-way/two-position pre-charge switch arranged between the first battery pack and the positive bus rail, a first two-way/two-position switch arranged in parallel with the two-way/two-position pre-charge switch, and a second two-way/two-position switch arranged between the first battery pack and the DC charge coupler., 6. The battery system of claim 1, wherein the plurality of switches, inclusive of the pair of the three-way/two-position contactors, includes a total of eight of the switches., 7. The battery system of claim 1, further comprising a controller coupled to the plurality of switches and configured, in response to a battery mode selection signal, to selectively transition the pair of three-way/two-position contactors from the series connection position to the parallel connection position, or vice versa., 8. The battery system of claim 1, wherein the first battery pack and the second battery pack each have a corresponding pack voltage of at least about 400-500V, such that the battery system in the S-configuration has a voltage capability of about 800-1000V or more., 9. An electric powertrain comprising:\nan electrical load;\na battery system having:\na voltage bus, including a positive bus rail and a negative bus rail;\na first battery pack;\na second battery pack, wherein the first battery pack and the second battery pack are each arranged between and connected to the positive bus rail and the negative bus rail; and\na plurality of switches collectively configured to selectively interconnect the first battery pack and the second battery pack in a series battery configuration (S-configuration) or a parallel battery configuration (P-configuration), wherein the plurality of switches include a pair of three-way/two-position contactors each having a series connection position and parallel connection position corresponding to the S-configuration and the P-configuration, respectively; and\n\na controller coupled to the plurality of switches and configured, in response to a battery mode selection signal, to selectively transition the pair of three-way/two-position contactors from the series connection position to the parallel connection position, or vice versa;\nwherein the pair of three-way/two-position contactors includes a first three-way/two-position contactor and a second three-way/two-position contactor; and\nwherein the plurality of switches includes a second pre-charge switch arranged between the second battery pack and the positive bus rail, a third switch arranged in parallel with the second three-way/two-position contactor, and a fourth switch arranged between the second battery pack and the negative bus rail.\n, an electrical load;, a battery system having:\na voltage bus, including a positive bus rail and a negative bus rail;\na first battery pack;\na second battery pack, wherein the first battery pack and the second battery pack are each arranged between and connected to the positive bus rail and the negative bus rail; and\na plurality of switches collectively configured to selectively interconnect the first battery pack and the second battery pack in a series battery configuration (S-configuration) or a parallel battery configuration (P-configuration), wherein the plurality of switches include a pair of three-way/two-position contactors each having a series connection position and parallel connection position corresponding to the S-configuration and the P-configuration, respectively; and\n, a voltage bus, including a positive bus rail and a negative bus rail;, a first battery pack;, a second battery pack, wherein the first battery pack and the second battery pack are each arranged between and connected to the positive bus rail and the negative bus rail; and, a plurality of switches collectively configured to selectively interconnect the first battery pack and the second battery pack in a series battery configuration (S-configuration) or a parallel battery configuration (P-configuration), wherein the plurality of switches include a pair of three-way/two-position contactors each having a series connection position and parallel connection position corresponding to the S-configuration and the P-configuration, respectively; and, a controller coupled to the plurality of switches and configured, in response to a battery mode selection signal, to selectively transition the pair of three-way/two-position contactors from the series connection position to the parallel connection position, or vice versa;, wherein the pair of three-way/two-position contactors includes a first three-way/two-position contactor and a second three-way/two-position contactor; and, wherein the plurality of switches includes a second pre-charge switch arranged between the second battery pack and the positive bus rail, a third switch arranged in parallel with the second three-way/two-position contactor, and a fourth switch arranged between the second battery pack and the negative bus rail., 10. The electric powertrain of claim 9, wherein the electrical load includes at least one power inverter module (PIM) and a corresponding polyphase electric machine connected thereto., 11. The electric powertrain of claim 10, wherein the at least one PIM includes a first PIM and a second PIM, and the corresponding polyphase electric machine includes a first electric machine connected to the first PIM and a second electric machine connected to the second PIM., 12. The electric powertrain of claim 9, wherein the pair of three-way/two-position contactors includes a first three-way/two-position contactor arranged between the first battery pack and the negative bus rail, and a second three-way/two-position contactor arranged between the second battery pack and the positive bus rail., 13. The electric powertrain of claim 9, wherein an electrical terminal of the first three-way/two-position contactor is connected to or disconnected from a corresponding electrical terminal of the second three-way/two-position contactor when the first three-way/two-position contactor and the second three-way/two-position contactor are in the series connection position and the parallel connection position, respectively., 14. The electric powertrain of claim 9, further comprising a direct current (DC) charge coupler configured to connect the battery system to an offboard charging station during a DC fast-charging event., 15. The electric powertrain of claim 14, wherein the plurality of switches includes a first pre-charge switch arranged between the first battery pack and the positive bus rail, a first switch arranged in parallel with the first pre-charge switch, and a second switch arranged between the first battery pack and the DC charge coupler., 16. The electric powertrain of claim 9, wherein the plurality of switches inclusive of the pair of three-way/two-position contactors includes a total of eight switches., 17. A motor vehicle comprising:\na vehicle body;\na set of road wheels coupled to the vehicle body;\nan electrical load, including a power inverter module (PIM) and a polyphase electric machine, the polyphase electric machine being connected to the PIM and to one or more of the road wheels;\na multi-pack battery system connectable to the electrical load, including:\na DC charge coupler configured to connect to an offboard DC fast-charging station during a DC fast-charging event;\na DC voltage bus having a positive bus rail and a negative bus rail;\na first battery pack;\na second battery pack, wherein the first battery pack and the second battery pack are arranged between the positive bus rail and the negative bus rail; and\na plurality of switches configured to selectively interconnect the first battery pack and the second battery pack to or from the electrical load in a series battery configuration (S-configuration) or a parallel battery configuration (P-configuration), wherein the plurality of switches includes a pair of three-way/two-position contactors each having a series connection position and a parallel connection position corresponding to the S-configuration and the P-configuration, respectively; and\n\na controller coupled to the plurality of switches and configured, in response to a battery mode selection signal, to selectively transition the pair of three-way/two-position contactors from the series connection position to the parallel connection position, or vice versa;\nwherein the pair of three-way/two-position contactors includes a first three-way/two-position contactor and a second three-way/two-position contactor; and\nwherein the plurality of switches includes an additional pre-charge switch arranged between the second battery pack and the positive bus rail, a third two-way/two-position switch arranged in parallel with the second three-way/two-position contactor, and a fourth two-way/two-position switch arranged between the second battery pack and the negative bus rail.\n, a vehicle body;, a set of road wheels coupled to the vehicle body;, an electrical load, including a power inverter module (PIM) and a polyphase electric machine, the polyphase electric machine being connected to the PIM and to one or more of the road wheels;, a multi-pack battery system connectable to the electrical load, including:\na DC charge coupler configured to connect to an offboard DC fast-charging station during a DC fast-charging event;\na DC voltage bus having a positive bus rail and a negative bus rail;\na first battery pack;\na second battery pack, wherein the first battery pack and the second battery pack are arranged between the positive bus rail and the negative bus rail; and\na plurality of switches configured to selectively interconnect the first battery pack and the second battery pack to or from the electrical load in a series battery configuration (S-configuration) or a parallel battery configuration (P-configuration), wherein the plurality of switches includes a pair of three-way/two-position contactors each having a series connection position and a parallel connection position corresponding to the S-configuration and the P-configuration, respectively; and\n, a DC charge coupler configured to connect to an offboard DC fast-charging station during a DC fast-charging event;, a DC voltage bus having a positive bus rail and a negative bus rail;, a first battery pack;, a second battery pack, wherein the first battery pack and the second battery pack are arranged between the positive bus rail and the negative bus rail; and, a plurality of switches configured to selectively interconnect the first battery pack and the second battery pack to or from the electrical load in a series battery configuration (S-configuration) or a parallel battery configuration (P-configuration), wherein the plurality of switches includes a pair of three-way/two-position contactors each having a series connection position and a parallel connection position corresponding to the S-configuration and the P-configuration, respectively; and, a controller coupled to the plurality of switches and configured, in response to a battery mode selection signal, to selectively transition the pair of three-way/two-position contactors from the series connection position to the parallel connection position, or vice versa;, wherein the pair of three-way/two-position contactors includes a first three-way/two-position contactor and a second three-way/two-position contactor; and, wherein the plurality of switches includes an additional pre-charge switch arranged between the second battery pack and the positive bus rail, a third two-way/two-position switch arranged in parallel with the second three-way/two-position contactor, and a fourth two-way/two-position switch arranged between the second battery pack and the negative bus rail., 18. The motor vehicle of claim 17, wherein the first three-way/two-position contactor is arranged between the first battery pack and the negative bus rail, and the second three-way/two-position contactor is arranged between the second battery pack and the positive bus rail, and wherein respective electrical terminals of the first three-way/two-position contactor and the second three-way/two-position contactor are connected to each other or disconnected from each other when the first three-way/two-position contactor and the second three-way/two-position contactor are in the series connection position and the parallel connection position, respectively. | US | United States | Active | H | True |
| 345 | 매트릭스 구조의 배터리 팩을 갖는 전기 자동차용 배터리 장치 \n | KR102224592B1 | NaN | 본 발명의 매트릭스 구조의 배터리 팩을 갖는 전기 자동차용 배터리 장치는 내부 공간을 갖는 외부 케이스; 상기 외부 케이스의 일면에 매트릭스 구조를 이루는 다수 개의 배터리 셀을 장착하기 위해 형성된 다수 개의 삽입슬롯; 및 상기 삽입슬롯 내에 삽입되는 상기 배터리 셀의 전극과 전기적으로 연결되도록 형성된 접촉단자를 포함하는 것을 특징으로 한다. 본 발명의 매트릭스 구조의 배터리 팩을 갖는 전기 자동차용 배터리 장치를 이용하면, 적은 비용으로 배터리 팩을 형성할 수 있어 전기 자동차의 생산 비용을 절감할 수 있다. 또한 배터리 셀 단위 또는 배터리 모듈 단위로 설치하기 때문에 배터리 셀을 낱개별 또는 모듈 단위로 교체할 수 있어 유지 보수가 용이하다. 또한 배터리 셀이 장착된 내장 케이지는 서랍형태 또는 회동식으로 입출되기 때문에 유지 보수시 교체가 용이하다. | KR:1020150036113A | https://patentimages.storage.googleapis.com/5d/b9/06/13134a08536625/KR102224592B1.pdf | KR:102224592:B1 | 최대규 | 주식회사 뉴파워 프라즈마 | JP:2001057196:A, WO:2015035021:A1 | Not available | 2021-03-08 | 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 삭제, 내부 공간을 갖는 외부 케이스;상기 케이스에 삽입되도록 형성되고, 배터리 셀이 삽입되기 위한 다수 개의 삽입구가 형성된 둘 이상의 내장 케이지; 및상기 내장 케이지에 삽입된 상기 배터리 셀의 전극과 전기적으로 연결되도록 형성된 접촉단자를 포함하며, 상기 다수 개의 배터리 셀은 매트릭스 구조인 것을 특징으로 하고,다수 개의 상기 삽입구 내에 형성된 각각의 상기 접촉단자끼리 연결되어, 상기 삽입구에 삽입된 다수 개의 상기 배터리 셀이 배터리 모듈로 형성되고,상기 내장 케이지는 상기 외부 케이스의 일면을 통해 전체가 삽입되거나, 일측이 상기 외부 케이스 내에 형성된 회동축에 연결되어 회동되며 삽입되는 것을 특징으로 하고,상기 내장 케이지에 삽입된 배터리 셀은 직렬로 연결되어 배터리 모듈을 이루고, 둘 이상의 배터리 모듈은 병렬로 연결되어 매트릭스 구조를 이루는 것을 특징으로 하는, 매트릭스 구조의 배터리 팩을 갖는 전기 자동차용 배터리 장치., 삭제, 삭제, 제8항에 있어서,상기 외부 케이스는 상기 외부 케이스 내부의 온도를 측정하기 위한 하나 이상의 온도 센서를 포함하는 것을 특징으로 하는 매트릭스 구조의 배터리 팩을 갖는 전기 자동차용 배터리 장치., 제11항에 있어서,상기 외부 케이스는상기 외부 케이스 내부의 온도를 상승시키거나 하강시키기 위한 냉각, 히팅 수단; 및상기 온도 센서로부터 수신된 온도 상태에 따라 상기 냉각, 히팅 수단을 구동하여 상기 케이스 내부의 온도를 조절하는 제어부를 포함하는 것을 특징으로 하는 매트릭스 구조의 배터리 팩을 갖는 전기 자동차용 배터리 장치., 제8항에 있어서, 상기 둘 이상의 배터리 모듈로부터 공급된 전류를 변환하는 인버터;상기 인버터로부터 전력을 공급받아 구동되는 전기모터; 및상기 인버터 및 상기 전기모터를 제어하는 제어부를 포함하는 것을 특징으로 하는 매트릭스 구조의 배터리 팩을 갖는 전기 자동차용 배터리 장치., 제8항에 있어서,상기 배터리 셀은 각각 상기 배터리 셀의 상태 정보를 확인하기 위한 상태 표시부를 포함하는 것을 특징으로 하는 매트릭스 구조의 배터리 팩을 갖는 전기 자동차용 배터리 장치., 제8항에 있어서, 상기 복수 개의 배터리 셀로부터 출력되는 과전력 및 과전압을 감지하기 위한 과전류센서 및 과전압 센서를 포함하는 것을 특징으로 하는 매트릭스 구조의 배터리 팩을 갖는 전기 자동차용 배터리 장치. | KR | South Korea | NaN | B | True |
| 346 | 一种车辆电源组件及其布置方法 \n | WO2018192464A1 | NaN | 一种车辆电源组件，包括：电池系统（13），电池系统（13）包括第一输出端（Out 1）和第二输出端（Out 2），电池系统（13）与车辆的一个直流/交流转换器（12）相连，直流/交流转换器（12）包括一个直流端（DC）和一个交流端（AC），直流端（DC）与电池系统（13）的第一输出端（Out 1）相连，交流端（AC）)连接至与电源组件（10）配合的车辆的电机发电机（11），从而形成第一输出（i 1），第二输出端（Out 2）连接至车辆的电源分配中心（17），从而形成第二输出（i 2），电池系统（13）包括碳铅电池。还公开了一种包括车辆电源组件的电源系统，包括车辆电源系统的车辆以及车辆电源组件的布置方法。采用碳铅电池代替现有技术中的锂离子电池及电池管理系统。由于碳铅电池受工作环境温度的影响非常小，因此，碳铅电池布置位置的自由度提升，碳铅电池不再需要远离发动机布置，或者是需要额外考虑保温因素，可以就近布置在发动机罩下或发动机旁边。这样，所需连接电缆的长度将大大缩短，从而有效减小制造成本。 | PC:T/CN2018/083273 | https://patentimages.storage.googleapis.com/84/c3/eb/c8ff10246e5993/WO2018192464A1.pdf | NaN | 查为, 格桑·旺杰 | 乾碳国际公司 | JP:2001119856:A, CN:2935589:Y, CN:101752886:A, JP:2013095246:A, CN:103174949:A, CN:206049563:U | Not available | 2018-07-17 | 一种车辆电源组件，包括：电池系统(13)，所述电池系统(13)包括第一输出端(Out 1)和第二输出端(Out 2)，, 所述电池系统(13)与所述车辆的一个直流/交流转换器(12)相连，所述直流/交流转换器(12)包括一个直流端(DC)和一个交流端(AC)，所述直流端(DC)与所述电池系统(13)的所述第一输出端(Out 1)相连，所述交流端(AC)连接至与所述电源组件(10)配合的所述车辆的电机发电机(11)，从而形成第一输出(i\n 1)，\n , 所述第二输出端(Out 2)连接至所述车辆的电源分配中心(17)，从而形成第二输出(i\n 2)，\n , 其特征在于，所述电池系统(13)包括碳铅电池。, 根据权利要求1所述的车辆电源组件，其特征在于，所述第一输出端(Out 1)的电源额定电压是48V。, 根据权利要求2所述的车辆电源组件，其特征在于，所述第一输出端(Out 1)的电池标称电压是60V。, 根据权利要求1所述的车辆电源组件，其特征在于，所述第二输出端(Out 2)的电源额定电压是12V。, 根据权利要求4所述的车辆电源组件，其特征在于，所述第二输出端(Out 2)的电池标称电压是16V。, 根据权利要求1所述的车辆电源组件，其特征在于，所述碳铅电池的所述第二输出端(Out 2)直接连接至所述车辆的电源分配中心(17)。, 根据权利要求1所述的车辆电源组件，其特征在于，还包括直流转 换器(35)，其设置在所述第二输出端(Out 2)与所述电源分配中心之间。, 根据权利要求1所述的车辆电源组件，其特征在于，还包括二极管(D)和铅酸电池(LAB)，它们依次设置在所述第二输出端(Out 2)与电源分配中心(27)之间。, 根据权利要求1所述的车辆电源组件，其特征在于，所述碳铅电池组包括串联设置的第一电池包(PbC1)和第二电池包(PbC2)，所述第一输出端(Out 1)连接至所述第二电池包(PbC2)未与所述第一电池包(PbC1)相连的一端，所述第二输出端(Out 2)连接至所述第一电池包(PbC1)和第二电池包(PbC2)之间。, 一种车辆电源系统(10，20，30)，包括如前述权利要求1-9中任意一项的车辆电源组件，以及所述直流/交流转换器(12)和所述电机发电机(11)。, 一种车辆，包括如前述权利要求10所述的车辆电源系统(10，20，30)。, 根据权利要求11所述的车辆，其特征在于，包括传动系统，所述电机发电机(11)设置在所述传动系统的P0，P1，P2，P3或P4位置。, 一种车辆电源组件的布置方法，包括以下步骤：, -提供车辆电源组件，其包括电池系统(13)，所述电池系统(13)包括碳铅电池、第一输出端(Out 1)和第二输出端(Out 2)；, -将所述车辆电源组件(10)连接至与所述电源系统(10)配合的直流/交流转换器(12)和电机发电机(11)，其中所述直流/交流转换器(12)包括一个直流端(DC)和一个交流端(AC)；, -具体来说，将所述直流端(DC)与第一输出端(Out 1)相连，所 述交流端(AC)连接至所述电机发电机(11)，从而形成第一输出(i \n 1)，\n , -将所述第二输出端(Out 2)连接至所述车辆的电源分配中心(17)，从而形成第二输出(i\n 2)。\n , 根据权利要求13所述的车辆电源系统的布置方法，其中，在将所述第二输出端(Out 2)连接至所述车辆的电源分配中心(17)的步骤中，是将所述第二输出端(Out 2)直接连接至所述车辆的电源分配中心(17)。, 根据权利要求13所述的车辆电源系统的布置方法，其中，还提供二极管(D)和铅酸电池组(LAB)，在将所述第二输出端(Out 2)连接至所述车辆的电源分配中心(27)的步骤中，将所述第二输出端(Out 2)依次通过所述二极管(D)和所述铅酸电池组(LAB)，然后与所述电源分配中心(27)连通。 | WO | WIPO (PCT) | NaN | B | True |
| 347 | 一种氢燃料电池汽车的电源控制系统 \n | CN113246809A | NaN | 本发明公开了一种氢燃料电池汽车的电源控制系统，包括驱动耦合器、氢燃料电池、动力电池、整车控制器和驱动电机，所述驱动耦合器的内部设有电源分配器，所述氢燃料电池与动力电池通过电源分配器能够单独或共同为驱动电机提供高压电源，所述氢燃料电池能够对动力电池进行充电，所述整车控制器用于对氢燃料电池、动力电池和驱动电机的状态信息进行监测，本发明在氢燃料电池车的电源系统中，增加了驱动耦合器，能够实现氢燃料电池和动力电池电源的组合分配，优化了供电方式，降低了车辆的使用成本，实现制动能量回收，同时又能防止向氢燃料电池充电，而损坏氢燃料电池。 | CN:202110673173.XA | https://patentimages.storage.googleapis.com/4f/8f/0f/6836e4945557c5/CN113246809A.pdf | NaN | 李兵, 杨书兵, 谢龙, 苏群芳, 朱鹤, 丁传记, 陈顺东, 刘超 | Anhui Ankai Automobile Co Ltd | CN:1663838:A, CN:204161142:U, US:20170166081:A1, CN:106864280:A, CN:208028640:U | Not available | 2016-03-16 | 1.一种氢燃料电池汽车的电源控制系统，其特征在于，包括驱动耦合器(1)、氢燃料电池(2)、动力电池(3)、整车控制器(4)和驱动电机(5)，所述驱动耦合器(1)的内部设有电源分配器(19)，所述氢燃料电池(2)与动力电池(3)通过电源分配器(19)能够单独或共同为驱动电机(5)提供高压电源，所述氢燃料电池(2)能够对动力电池(3)进行充电；, 所述整车控制器(4)用于对氢燃料电池(2)、动力电池(3)和驱动电机(5)的状态信息进行监测。, 2.根据权利要求1所述的一种氢燃料电池汽车的电源控制系统，其特征在于，所述驱动耦合器(1)还包括与氢燃料电池(2)连接的第一高压正接口(21)和第一高压负接口(22)，所述电源分配器(19)与第一高压正接口(21)连接的高压回路上依次连接有接触器一(11)、保险一(12)、手动开关一(13)、二极管(14)和接触器四(45)。, 3.根据权利要求1所述的一种氢燃料电池汽车的电源控制系统，其特征在于，所述驱动耦合器(1)还包括与动力电池(3)连接的第二高压正接口(31)和第二高压负接口(32)，所述电源分配器(19)与第二高压正接口(31)连接的高压回路上依次连接有接触器二(17)、保险二(15)和手动开关二(16)。, 4.根据权利要求1所述的一种氢燃料电池汽车的电源控制系统，其特征在于，所述驱动耦合器(1)还包括与驱动电机(5)连接的第三高压正接口(51)和第三高压负接口(52)，所述电源分配器(19)与第三高压正接口(51)连接的高压回路上连接有保险三(53)。, 5.根据权利要求2或3或4所述的一种氢燃料电池汽车的电源控制系统，其特征在于，所述第一高压负接口(22)、第二高压负接口(32)或第三高压负接口(52)分别通过高压导线与电源分配器(19)连接。, 6.根据权利要求5所述的一种氢燃料电池汽车的电源控制系统，其特征在于，所述二极管(14)的截止端与手动开关二(16)之间连接有接触器三(18)。, 7.根据权利要求6所述的一种氢燃料电池汽车的电源控制系统，其特征在于，所述驱动耦合器(1)还包括与整车控制器(4)连接的低压接口一(41)、低压接口二(42)、低压接口三(43)和低压接口四(44)，所述接触器一(11)、接触器二(17)、接触器三(18)与接触器四(45)的低压控制连接分别通过低压接口一(41)、低压接口二(42)、低压接口三(43)和低压接口四(44)与整车控制器(4)连接。, 8.根据权利要求7所述的一种氢燃料电池汽车的电源控制系统，其特征在于，所述驱动电机(5)的高压正极分别与氢燃料电池(2)和动力电池(3)的高压正极连接，所述氢燃料电池(2)和动力电池(3)的高压正极在电源分配器(19)内部无连接。, 9.根据权利要求7所述的一种氢燃料电池汽车的电源控制系统，其特征在于，所述驱动电机(5)的高压负极分别与氢燃料电池(2)和动力电池(3)的高压负极连接，所述氢燃料电池(2)和动力电池(3)的高压负极在电源分配器(19)内部无连接。, 10.根据权利要求1所述的一种氢燃料电池汽车的电源控制系统，其特征在于，所述整车控制器(4)与氢燃料电池(2)、动力电池(3)和驱动电机(5)分别通过第一通讯连线(46)、第二通讯连线(47)和第三通讯连线(48)进行连接。 | CN | China | Pending | B | True |
| 348 | 用于平衡电池组的方法和装置 \n | CN110650863A | 技术领域本发明涉及一种用于平衡电池组的方法和装置。本发明能够应用在重型车辆(例如公共汽车、卡车和建筑设备以及乘用车)中。尽管下面将针对公共汽车来描述本发明，但本发明不限于这种特定车辆，而是也可用在其它车辆中。背景技术在汽车领域中，与利用替代动力源(即，用作传统内燃发动机的替代品的动力源)推进车辆相关的研究和研发正在增加。已知内燃发动机(例如汽油发动机或柴油发动机)以相对低的燃料消耗提供高效率。然而，环境方面的考虑已经导致更环保的车辆(特别是电动车辆)的研发的增加。如今，存在各种类型的包括电机的车辆推进系统。例如，车辆能够仅由电机、即以全电动车辆(EV)的形式操作，或者由包括电机和内燃发动机二者的装置操作。后一种替代方案通常被称为混合动力车辆(HEV)，并且能够以如下方式被利用：其中，在城市地区之外行驶时，使用内燃发动机来操作车辆，而在城市地区中或者在需要限制有害污染物(例如氮氧化物、化石二氧化碳和一氧化碳)排放的环境中，可以使用电机。混合动力车辆通常使用可充电电池组来向电机供应电能。此外，由内燃发动机和从电池组供电的电机操作的车辆被称为外接插电式混合动力车辆(PHEV)，该电池组能够由外部主电源重新充电。电动车辆中涉及的技术与用于车辆的电能存储系统及电池相关技术的发展密切相关。如今的用于车辆的电能存储系统可以包括具有多个可充电电池单体的电池组，这些可充电电池单体与控制电路一起形成一种系统，该系统被配置成向车辆中的电机提供电力。通过与外部电源的连接，电池单体能够被恢复到包括完全充电的状态。该外部电源能够是普通电网电力系统的形式，该电网电力系统能够经由传统的电源线接入，或者能够为其它充电装置的形式，这取决于所涉及的车辆和重新充电过程的电力需求。在充电期间，必须在相对短的时间内将大量的能量馈送到能量存储系统中，以优化车辆的行驶里程。为此，能量存储系统的实际充电适当地通过以下过程来实现：其中，车辆上的控制单元请求通过外部电源执行充电过程。这是在能量存储系统和外部电源已经通过合适的连接器元件电连接之后进行的。在汽车领域中，能量存储系统通常包括具有大量电池单体的电池组。使用外接插电式混合动力车辆作为示例，电池组例如可以是锂离子型的。在使用600V锂离子电池组的情况下，将需要大约200个串联连接的电池单体来实现所期望的电压，以便操作车辆。然后，车辆的可用行驶里程取决于某些参数，例如电池组的荷电状态(SOC)。荷电状态能够被定义为在某个时间点处残留在电池组中的剩余电容量，即，它对应于具有内燃发动机的车辆中的燃料表功能，并且荷电状态是一个重要参数，用于防止电池在充电不足或过度充电的情形中操作并且用于以最佳方式管理所述车辆中的能量。由于无法直接测量该参数，所需需要估计荷电状态。根据先前已知的技术，存在数种确定电池组的荷电状态(SOC)的方法。例如，第一种方法依赖于基于电压的荷电状态估计，其中电池单体的电压被用于计算荷电状态值。另一种确定荷电状态(SOC)值的方法依赖于测量通过电池组的电流的过程。通过将电流整合(integrating)，能够获得从电池组放出的电荷的测量值。此外，电池组由电池管理单元(BMU)控制，该电池管理单元被配置成使电池组维持在适当的操作条件下并且确保电池组的长工作寿命。此外，已知的是，通过被称为电池单体平衡(battery cell balancing)或单体均衡(cell equlization)的过程能够满足对最佳电池性能的要求。原因是电池组中的不同电池单体的电压在一段时间期间、在单体之间会有所不同。单体之间的这种失衡可能导致电池性能劣化，这需要通过单体平衡过程来校正。如今，存在数种不同的用于单体平衡的方法。一种这样的已知方法是将选定的电池单体(该电池单体被发现具有与其余电池单体显著不同的单体电压或荷电状态(SOC))通过与该电池单体并联联接的电阻器进行放电。专利文献JP 2010/008173教导了一种用于控制车辆中的电池组的单体平衡过程的方法和装置。该方法包括根据操作开始时的荷电状态来控制单体平衡。而且，基于所述车辆的路线信息来确定结束时的荷电状态。尽管文献JP 2010/008173教导了一种用于平衡电池组的单体的系统，但是存在如下形式的问题：即，需要在单体平衡期间最小化来自电池组的泄漏电流，即对应于一定量的功率损失。以这种方式，并且通过优化单体平衡过程，能够优化电池组的总体性能。发明内容本发明的目的是提供一种改进的方法和装置，通过该方法和装置，能够优化用于车辆中的电池组的单体平衡过程。该目的至少部分地通过一种用于平衡电池组的方法来实现，该电池组包括用于电动车辆的多个电池单体；所述方法包括：确定所述电池单体中的每一个电池单体的荷电状态(SOC)；接收与所述电动车辆的直至预测时间区域(prediction horizon)的预期使用相关的信息；并且确定当前时间的平衡状态值和在所述预测时间区域结束时的预期平衡状态值。此外，该方法包括：基于当前时间的平衡状态值和在所述预测时间区域结束时的预期平衡状态值来平衡电池单体，使得平衡状态(SOB)和所述单体平衡过程的使用被优化，以最小化电池组的能量使用。通过提供上述方法，获得的优点在于：通过使用与车辆中的电池单体的未来能量使用相关的信息，能够获得更精确的单体平衡。更确切地，通过确定来自电池组的未来电流消耗(即，在所述预测时间区域处)，能够获得更有效率的单体平衡，其中电池组的平衡状态(SOB)得到改善。术语“预测时间区域”是指所述车辆的使用期间的未来时间点。根据一个实施例，所述预测时间区域为当前时间之后30-60分钟的量级，但本发明不仅限于这种时间尺度。特别地，该预测时间区域能够替代地是相对长的，为几小时时间的量级，或者是相对短的，为10-20分钟的量级。根据一个实施例，该方法包括：通过与每个电池单体相关联的可控开关来平衡所述电池单体，每个开关被配置成将电阻器与每个电池单体并联连接；并且，以如下方式平衡所述电池单体：在所述平衡步骤期间针对所述电阻器中的功率损失来优化所述开关的使用。以这种方式，能够获得一种用于平衡电池单体的可靠且有效率的方法。根据一个实施例，该单体平衡包括通过最小化所述开关被激活期间的时间来优化所述开关的使用，所述时间等同于该单体平衡期间的功率损失。以这种方式，获得了一种用于在单体平衡过程期间最小化电池单体的总功率损失的有效优化方法。根据一个实施例，该单体平衡包括以下步骤：定义控制向量，该控制向量指示了所述开关中的对应的一个开关的状态；并且，通过最小化作为所述控制向量的函数的功率损失来优化所述单体平衡。以这种方式，能够实现一种能够以有效率的方式在车辆的电子控制单元中实施的优化方法。根据一个实施例，该单体平衡包括以下步骤：定义具有多个分量的所述控制向量，所述多个分量中的每一个均对应于所述开关中的一个开关，其中所述分量中的每一个均具有在0和1之间的值，当开关被断开时为0，而当开关被接通时为1，并且其中，在0和1之间的值表示在特定时间段期间、对应的开关的位置的平均值。以这种方式，获得了一种在控制单元中需要相对少量的计算的优化方法。根据一个实施例，该单体平衡包括以下步骤：至少使用每个单体的电压、电池组电流和每个单体的温度的测量值来确定电池单体的荷电状态(SOC)。以这种方式，能够通过在车辆的电池组中容易得到的测量参数来获得确定荷电状态的合适途径。根据一个实施例，该单体平衡包括以下步骤：还至少基于每个电池单体的单体容量和内部电阻来平衡电池单体。以这种方式，获得了用于确定荷电状态的非常高的精度。根据第二方面，上述目的还通过一种用于平衡电池组的装置来实现，该电池组包括用于电动车辆的多个电池单体；所述装置包括电池控制单元，该电池控制单元被配置成：确定所述电池单体中的每一个电池单体的荷电状态；接收与电动车辆的直至预测时间区域的预期使用相关的信息；并且确定当前时间的平衡状态值和在所述预测时间区域结束时的预期平衡状态值。此外，该电池控制单元被配置成：基于当前时间的平衡状态值和在所述预测时间区域结束时的预期平衡状态值来平衡电池单体，以便针对该电池组的能量使用来优化单体平衡过程的使用和所述平衡状态。在以下描述和从属权利要求中，公开了本发明的其它优点和有利特征。附图说明参考附图，以下是作为示例引用的本发明的实施例的更详细描述。在这些图中：图1是其中能够使用本发明的、公共汽车形式的混合动力车辆的透视图；图2是根据本发明的实施例的、用于车辆的电池管理系统的示意图；图3是公开了被配置成用于单体平衡的少量电池单体的示例性实施例的示意图；图4是示意了本发明的实施例的操作的流程图。具体实施方式在下文中将参考附图更充分地描述本公开的不同实施例。然而，本文中公开的方法和系统能够以很多不同的形式实现，且不应被解释为局限于本文中阐述的方面。首先参考图1，示出了公共汽车1形式的车辆的简化透视图，根据一个实施例，公共汽车1是电动型的，其配备有用于操作公共汽车1的电机2。这在图1中通过连接到电机2的后轮轴3示意性地示出。电机2适当地作为组合式发电机-电动机而工作。而且，车辆1可以是任何商用车辆的形式，例如卡车等或汽车。公共汽车1携载有电能存储系统4，该电能存储系统4包括电池组5，该电池组5将在下面被更详细地描述并且其包括多个电池单体(图1中未详细示出)。如下面将更详细描述的，这些电池单体被串联连接，以提供具有期望的电压电平的输出DC电压。适当地，这些电池单体是锂离子型的，但也可以使用其它类型的。每个电池组的电池单体的数量可以在50至500个单体的范围内。能量存储系统4还包括传感器单元6，该传感器单元6被布置成测量指示电池组5的操作状态的一个或多个预定参数。例如，传感器单元6能够被配置成测量每个电池单体的单体电压(V)以及整个电池组5的电压。此外，传感器单元6能够被配置成测量其它参数，例如电池组5的电池电流(I)或温度(T)。在本发明的范围内，其它测量参数也是可能的。来自传感器单元6的测量数据被传送到电子控制单元7，该电子控制单元7被配置成在公共汽车1的操作期间控制电能存储系统4和其它相关部件。如下面将详细描述的，电子控制单元7还能够被配置成确定指示并控制电池组5的状况或容量的参数，例如电池组5的荷电状态(SOC)、健康状态(SOH)和能量状态(SOE)。电子控制单元7用作电池管理单元，该电池管理单元可以包括微处理器、微控制器、可编程数字信号处理器或另一可编程器件。因此，电子控制单元7包括电子电路和连接(未示出)以及处理电路(未示出)，使得电子控制单元7能够与公共汽车1的不同部件(例如制动器、悬架、动力传动系(特别是电发动机、离合器和变速箱))通信，以至少部分地操作公共汽车1。电子控制单元7可以包括为硬件或软件的模块，或者部分地为硬件或软件的模块，并且使用已知的传输总线(例如CAN总线)和/或无线通信能力进行通信。所述处理电路可以是通用处理器或专用处理器。电子控制单元7包括用于在其上存储计算机程序代码和数据的非暂时性存储器。因此，本领域技术人员会意识到，可以通过很多不同的构造来实现电子控制单元7。根据图1所示的实施例，能量存储系统4布置在公共汽车1的车顶上。然而，本发明不限于这种布局，即，该能量存储系统能够布置在其它位置，例如在公共汽车1的地板部分中。而且，尽管本公开参考在公共汽车形式的车辆1中使用的电池组5，但本公开总体上涉及控制任何类型的车辆中的电池组的状态，该车辆至少由电机操作并具有能量存储系统，该能量存储系统包括具有多个电池单体的电池组。在公共汽车1的操作期间，电池组5将向电机2输送所要求的电力，电机2进而驱动后轮轴3。该电机能够用于操作车辆的方式大致是先前已知的，因此，这里不再更详细地描述。公共汽车1配备有第一电连接器元件8，该第一电连接器元件8适当地为安装在公共汽车1的外侧部分上的电连接插座的形式。第一连接器元件8被布置成连接到第二电连接器元件9，该第二电连接器元件9为充电电缆的形式，该充电电缆设置有插头9a，该插头9a能够电连接到第一连接器元件8并且其被配置成在特定电压下传导充电电流。第二电连接器元件9形成外部电源10的一部分，该外部电源10被适当地连接到由图1中所示的充电柱表示的AC电网系统。以这种方式，能够经由连接器元件8、9向电池组5供应电流。更确切地，电流被馈送到车载充电单元11，该车载充电单元11连接到电池组5以对其充电。控制单元7被配置成通过与车载充电单元11的连接来控制充电程序。而且，能够在外部电源10中或者在车载充电单元11中提供适合于电池组5的、AC电流到DC电流的转换。根据一个实施例，电池组5的充电能够在公共汽车1静止时进行，即，在公共汽车总站处的充电站处或在公共汽车站或类似位置处进行。应当注意，除了图1中所示的之外，能够实现其它类型的过程来为电池组5充电。例如，电池组5的充电能够受电弓形式的连接器元件来实现，该受电弓被布置在车辆的车顶上并经由架空线连接到外部电源。根据又一个实施例，该充电过程能够通过沿着路面布置的导电电力轨来实现。这种布局被构造成与车辆的一个或多个集电器协作，所述一个或多个集电器是可移动的并朝向地面降低，并且可以被构造成在车辆的操作期间与所述导电电力轨连接。现在将参考图2更详细地描述本发明的实施例，图2是能量存储系统4和车辆1的相关部件的简化示意图。应当注意，图1中所示的所有部件均未在图2中示出。根据本实施例，能量存储系统4包括具有多个电池单体的电池组5，所述多个电池单体由附图标记5a、5b、5c象征性地表示并且被串联连接以提供输出电池电压。电池组5包含大量电池单体，适当地为50-500个单体的量级，但具体数量可以根据能量存储系统4的规格而变化。根据本实施例，电池单体5a、5b、5c是锂离子型的，但本发明的原理同样适用于其它类型的电池单体。而且，尽管本实施例包括单个电池组，但应注意，本发明也适用于两个或更多个电池组被组合在单个车辆中的情况。如上文参考图1所提到的，电池组5连接到电机2并且被配置成操作所述电机2，该电机2进而操作所述车辆。此外，电池组5连接到车载充电单元11，以在充电单元11连接到外部电源10时允许对电池组5的充电。外部电源10通常被配置成供应400V AC三相电压。充电单元11通常向电池组5供应700V DC电压。然而，在本发明的范围内，其他替代的规格也是可能的，例如非车载充电单元。此外，能量存储系统4包括传感器单元6，该传感器单元6连接到控制单元7。传感器单元6被配置成确定与电池组5相关联的某些参数。根据一个实施例，传感器单元6被配置成测量每个电池单体的电池电压(V)和整个电池组5的电压，并且还配置成将与测量相关的信息传送到控制单元7。此外，传感器单元6被配置成测量电池电流(I)(即，流过串联连接的电池单体5a、5b、5c的电流)以及电池组5的温度(T)。测量到的温度值代表了电池组5内的适当位置处的温度，替代地，测量到的温度值代表了在电池组5内的不同位置处测量的几个温度值的平均值。上述电流、电压和温度的测量值是由图中未详细示出的合适的传感器装置产生的。此外，在本发明的情况下，控制单元7的目的是用作电池管理单元，该电池管理单元控制电池组5的操作并且还针对某些参数(例如电池组5的荷电状态(SOC)、健康状态(SOH)和类似参数)监视电池组5的状况。控制单元7还被配置成控制电池组5的充电程序。为了确定电池组5的荷电状态(SOC)的值，控制单元7包括荷电状态估计模块7a。根据一个实施例，每个电池单体5a、5b、5c的电压的测量(即，产生测量到的电压值Vmeas)和电池组5的电池电流的测量(即，产生测量到的电流值Imeas)能够由传感器单元6提供。如先前已知的，这两种测量均能够用于确定电池组5及其电池单体的荷电状态(SOC)。因此，传感器单元6被配置成将与电压V和电池电流I的测量相关的信息传送到控制单元7。而且，根据一个实施例，传感器单元6还被配置成测量电池组5的温度(T)。温度值能够用于提高用于确定荷电状态的过程的准确性。总之，荷电状态估计模块7a被配置成基于由传感器单元6提供的测量来确定电池组4的荷电状态(SOC)。适当地，控制单元7还能够被配置成实现电池单体平衡过程，该电池单体平衡过程是先前这样已知的，并且当诸如电池组5中的不同电池单体5a、5b、5c的电压的某些参数在一段时间内在单体之间不同时，需要该电池单体平衡过程。如果不进行单体平衡，则这可能导致电池性能劣化。如下面将进一步详细描述的，控制单元7包括单体平衡模块7b，该单体平衡模块7b被布置成平衡电池组5的单体5a、5b、5c。为了实现这一点，每个电池单体的SOC的估计值将如上所述地由SOC估计模块7a提供，并被用于确定是否应该由控制单元7启动单体平衡过程。图2还以示意的方式示出了第一连接器8和第二连接器9，该第一连接器8形成车辆的一部分，该第二连接器9形成外部电源10的一部分。因此，电池组5、传感器单元6和控制单元7一起构成电池管理系统12，该电池管理系统12被布置成监视电池单体5a、5b、5c的状态并提供单体平衡程序。如下面将更详细描述的，本发明涉及一种用于平衡电池组5的方法。为此，在图3中示出了形成电池组5的一部分并且被配置成实现单体平衡过程的多个电池单体5a、5b、5c。实现单体平衡过程的主要原因是为了提高电池组5的总体性能水平和特性。现在将主要参考图3来描述单体平衡的原理。图3仅公开了三个电池单体5a、5b、5c。然而，显而易见的是，例如在车辆中使用的电池组5包括大量单体，通常为50-500个单体的量级，并且所有单体都以与图3中所示的类似的方式被设计。然而，为简单起见，图3仅示出了三个这样的电池单体。图3中所示的第一电池单体5a被布置有与电池单体C1并联联接的电阻器R1。电阻器R1的目的是允许电流在单体平衡的过程中通过所述电阻器R1。为了实现这一点，电阻器R1与可控开关S1串联联接。如图3中所指示的，电池单体5a、5b、5c连接到传感器单元6，用于测量每个电池单体5a、5b、5c两端的电压。此外，开关S1连接到单体平衡单元7b，该单体平衡单元7b形成电子控制单元7(也在图2中示出)的一部分。以这种方式，开关S1能够被设定在电流可以通过电阻器R1的接通(即激活)状态，或者被设定在无电流可以通过电阻器R1的断开(即未激活)状态。因此，在开关S1被设定在其接通状态的情况下，产生了泄露电流ileak。因此，电阻器R1可以被称为“泄漏电阻器”。如最初所说明的，在单体平衡期间，一个或多个合适的开关被接通以改善该电池组的总体单体平衡。图3中的其余电池单体(即，单体5b、5c)以及电池组5的在图3中未如此示出的所有其它单体都以与所描述的单体5a相同的方式被构造，即，具有包括电阻器R2、R3和可控开关S2、S3的电路，该电路与相关联的电池单体并联联接。因此，在对应的开关S接通的情况下，每个电池单体可以产生泄漏电流ileak。所有可控开关S1、S2、S3都连接到形成控制单元7的一部分的单体平衡模块7b。此外，如下面将描述的，每个开关S1、S2、S3根据与单体平衡程序相关的某些操作条件被设定在其断开状态或接通状态。根据一个实施例，该单体平衡过程是基于以下原理：每个开关S1-S3能够接通或断开，以使对应的电池单体5a、5b、5c放电，即，使得在开关接通时、泄露电流ileak流过相关联的电阻器R1、R2、R3。根据电池单体5a、5b、5c的平衡状态(SOB)来控制开关S1-S3的操作，即，通过比较不同电池单体5a、5b、5c的荷电状态(SOC)值之间的差异来确定该平衡状态(SOB)。如上所述，能够在荷电状态估计模块7a(见图2)中确定荷电状态值并将其转发到单体平衡单元7b。以这种方式，电池单体5a、5b、5c的荷电状态(SOC)能够用在控制单元7中，用于决定是否应该启动单体平衡过程。通过以这种方式对特定的电池单体放电，将迫使所述电池单体改变其荷电状态(SOC)。通过平衡例如那些比其余单体具有显著更高的SOC的单体，或者替代地通过平衡那些比其余单体具有显著更高的单体电压的单体，整个电池组5将处于涉及更高水平的单体平衡的状况，即，电池组5的较低平衡状态(SOB)。如上所述，这导致电池组5的提高的性能。包括单体平衡模块7b的上述硬件被配置成管理在单体平衡过程中涉及的所有电池单体的泄漏电流。泄漏电流ileak仅发生在对应的开关S处于其接通位置时。如上所述，这是根据平衡状态(SOB)的值而启动的。根据先前已知的技术，单体平衡过程通常是基于与目前的参数(例如当前的平衡状态(SOB))相关的信息。然而，与先前已知的技术相比，本发明使用所谓的“预见”信息，即，与关于电池组5和车辆1的使用的某些参数的未来值相关的信息。更确切地，控制单元7被配置成接收与车辆1的直至预测时间区域的使用相关的信息。术语“预测时间区域”是指其中车辆1在使用中并且与单体平衡过程有关的未来时间点。通过利用与车辆1的使用相关的、特别是与电池组5的使用相关的信息，在最多至所述预测时间区域的时间段内，已经发现能够实现更准确和优化的单体平衡过程。在大多数实际情形中，所述预测时间区域是在目前时间之后的30-60分钟的量级。然而，本发明不限于这样的值，而是能够根据车辆1和电池组5的操作以及对单体平衡过程的要求而变化。例如，所述预测时间区域能够相对长，为2-3小时的量级，或者能够相对短，为10-20分钟的量级。根据一个实施例，在当前时间确定平衡状态值(被称为SOBc)并且在所述预测时间区域结束时也确定平衡状态值(被称为SOCp)。平衡状态(SOB)值定义了电池组5的平衡程度。平衡状态值越低，平衡状态越好。给定的时间点(k)处的平衡状态(SOB)能够被表达为在给定的时间处、参数p的最大值与参数p的最小值之差，即：SOB(k)＝max(p(k))–min(p(k))其中p(k)是向量，根据本实施例，其包括电池单体5a、5b、5c在给定的时间点(k)处的荷电状态(SOC)值。通过使用在当前时间和在预测时间区域处的荷电状态值，能够确定平衡状态(SOB)，然后使用该平衡状态来控制单体平衡过程。应当注意，根据另一实施例，参数p可以对应于另一个电池单体参数，例如电池单体端子电压。换句话说，本发明不限于参数p对应于荷电状态的情况。因此，根据实施例，能够将平衡状态(SOB)定义为：SOB＝max(SOC)–min(SOC)这意味着平衡状态(SOB)是电池单体5a、5b、5c的最高和最低荷电状态(SOC)值之差。平衡状态(SOB)的其它定义同样能够适用，例如：SOB＝μSOCmax-μSOCmin 其中μSOCmax表示电池单体的荷电状态的最高平均值，并且μSOCmin表示电池单体的荷电状态的最低平均值。由于荷电状态可以是一个统计变量，因此该统计变量的平均值可用于定义平衡状态(SOB)。其它替代方案包括使用归一化的荷电状态，其中，对于每个电池单体j，每个电池单体的荷电状态被归一化为电池单体的最大荷电状态(SOCj,normalized＝SOCj/SOCmax)，因此，在这种情况下平衡状态被定义为：SOB＝(max(SOCj,normalized)–min(SOCj,normalized))另一种可能性是将平衡状态定义为所有单体的荷电状态分布的标准差，即SOB＝σSOCall。也可以以与上述定义类似的方式通过考虑开路电压的差异来确定平衡状态。为了获得在预测时间区域处的荷电状态值，需要获得与车辆的使用有关的相关信息。这种信息例如可以包括来自车载导航系统(未示出)的数据，该车载导航系统提供关于车辆已经行驶的路线、车辆1是否已经下坡或上坡行驶、车辆1是否已经在例如高速公路或其它类型道路上行驶的信息等。而且，与燃料消耗、温度、发动机负荷和其它参数相关的数据能够用于确定在预测时间区域处的荷电状态的目的。所收集的数据量将用于确定在当前时间从电池组5消耗的电流以及在预测时间区域处从电池组5预期消耗的电流。然后，该信息能够用于确定在所述预测时间区域内的荷电状态，这进而能够用于确定当前(即当前时间)的平衡状态值(SOBc)以及在所述预测时间区域处的预期平衡状态值(SOBp)。基于这些平衡状态值(SOBc、SOBp)，电池单体5a、5b、5c能够以如下方式被平衡：即，针对电池组5的能量使用来优化所述平衡状态(SOB)和单体平衡过程的使用。更准确地，单体平衡涉及通过上述可控开关S1、S2、S3来平衡电池单体5a、5b、5c。此外，电池单体5a、5b、5c以如下方式被平衡：在平衡步骤期间针对电阻器R1、R2、R3中的总功率损失来优化这些开关S1、S2、S3的使用。通过计算每个开关S1、S2、S3被激活期间的时间来获得该优化。通过最小化所有开关在激活期间的总时间，能够获得在单体平衡期间最小化的总功率损失的量度。换句话说，可以认为开关被激活期间的时间等同于单体平衡期间的功率损失。以这种方式，在单体平衡过程期间，总能量使用能够保持尽可能低。本公开的一个特征在于进行了车辆1的未来使用的预测，以提前(即，直到所述预测时间区域)确定将从电池组5消耗的电流量。然后，基于以下信息来优化单体平衡过程：该信息与由控制单元7提供的车辆1的未来使用相关，且因此与电池组5的未来使用相关。根据一个实施例，单体平衡过程涉及具有多个分量的控制向量(U)，这些分量中的每一个均对应于一个开关。每个分量具有在0和1之间的值，当开关断开时为0，而当开关接通时为1。而且，在0和1之间的值表示在特定时间期间、特定的开关的位置的平均值，即对应于通过脉冲宽度调制进行的控制。这意味着每个分量都可以是实数。因此，控制向量(U)表示所述开关S1、S2、S3中的每一个开关的状态。如上所述，本实施例是基于以下原理：通过最小化这些开关S1、S2、S3被激活期间的时间来使作为控制向量(U)的函数的功率损失最小，从而优化单体平衡过程。根据另一个实施例，所述控制向量能够为二进制向量的形式，这意味着该向量的每个分量具有仅为0或1的值，即，当开关断开时为0，而当开关接通时为1。更准确地说，能够通过使用以下函数来反复地求解该优化问题：\n\n其中U是对于给定的时间点(k)的上述控制向量，其中N是对应于所述预测时间区域的时间点，并且其中SOB(k)是给定的时间点(k)处的平衡状态。此外，q1是补偿(penalizes)平衡状态(SOB)的成本，其中，时间(k)处的平衡状态被定义为SOB(k)＝max(p(k))-min(p(k))，其中p(k)是带有电池单体5a、5b、5c在给定的时间(k)处的荷电状态(SOC)值的向量。此外，q2是补偿所述开关的活动的成本，并且q3是在所述预测时间区域结束时补偿平衡状态(SOB)的成本。应当注意，如上所述，可以采用所述平衡状态的替代的定义。上述优化问题能够以其中它被称为线性编程问题(即线性成本)的方式来解决。根据已知技术，存在数种高效的线性编程求解器，以车辆中的在线应用中使用。根据一个实施例，单体平衡问题能够用公式表示为：\n\n\n\n其中，SOCj(k)对应于电池单体k在时间k处的荷电状态；其中ηj对应于电池单体j的库伦效率；其中Qj对应于电池单体j的容量；其中ileak是单体j的泄漏(平衡)电流；其中uj(k)是单体j在时间k处的电池单体电压；并且其中i(k)是在时间k处(即，在所述预测时间区域N内)预测的电池单体电流。如上所述，能够基于与车辆1和电池组5的未来使用相关的数据(即，能够用于确定当前时间从电池组5消耗的电流和在所述预测时间区域处从电池组5预期消耗的电流的数据)来确定电池单体电流i(k)。现在将参考图4来描述本发明，图4是示意了单体平衡过程的流程图。最初，假设通过传感器单元6至少提供每个电池单体5a、5b、5c两端的电压V和电池电流I，如图4中通过附图标记13所指示的。适当地，还测量了电池组5的温度。然后，控制单元7将至少基于所述电池单体电压和电池电流来确定当前荷电状态SOC(附图标记14)。根据一个实施例，所有三个参数V、I和T的测量值均被用于确定荷电状态。而且，如上文详细说明的，控制单元7将提供与车辆1的未来预期使用、特别是与电池组5的未来预期使用相关的信息(附图标记15)。该信息延伸到给定的预测时间区域，该预测时间区域对应于可以是之后的大约30-60分钟的时间段，但也可以根据情形而变化。以这种方式，也可以在所述预测时间区域处确定每个电池单体5a、5b、5c的荷电状态SOC(附图标记16)。基于该荷电状态信息，能够确定当前平衡状态值(SOBc)和在所述预测时间区域结束时的预期平衡状态值(SOBp)(附图标记17)。此外，基于当前时间的平衡状态值(SOBc)和在所述预测时间区域结束时的预期平衡状态值(SOBp)来启动单体平衡过程(附图标记18)。以如上所述的方式，执行单体平衡，其方式使得针对电池组5的能量使用来优化平衡状态(SOB)和单体平衡过程的使用。在此过程期间，根据该优化过程的结果，开关S1、S2、S3(见图3)被断开或接通，即，以便在如上所述的单体平衡过程期间获得被最小化的能量使用和被最小化的功率损失。应该理解，本发明不限于上文所述并在附图中示出的实施例；而是，技术人员将认识到，可以在所附权利要求书的范围内做出许多修改和变型。 | 本发明涉及一种用于平衡电池组(5)的方法，该电池组包括用于电动车辆的多个电池单体(5a、5b、5c)。该方法包括：确定所述电池单体(5a、5b、5c)中的每一个电池单体的荷电状态(SOC)；接收与电动车辆的直至预测时间区域的预期使用相关的信息；并且确定当前时间的平衡状态值(SOB c )和在所述预测时间区域结束时的预期平衡状态值(SOB p )。此外，该方法包括：基于当前时间的平衡状态值(SOB c )和在所述预测时间区域结束时的预期平衡状态值(SOB p )来平衡电池单体(5a、5b、5c)，使得所述单体平衡过程的使用和所述平衡状态(SOB)被优化，以最小化电池组(5)的能量使用。本发明还涉及一种用于平衡电池组(5)的装置。 | CN:201780086623.7A | https://patentimages.storage.googleapis.com/dc/ea/0d/d00e5b00019c48/CN110650863A.pdf | NaN | 埃斯特班·杰尔索 | Volvo Truck Corp | JP:2010081731:A, CN:104512265:A, WO:2017008846:A1 | Not available | 2020-06-09 | 1.一种用于平衡电池组(5)的方法，所述电池组包括用于电动车辆的多个电池单体(5a、5b、5c)；所述方法包括：, -确定所述电池单体(5a、5b、5c)中的每一个电池单体的荷电状态(SOC)；, -接收与所述电动车辆的直至预测时间区域的预期使用相关的信息；并且, -确定当前时间的平衡状态值(SOBc)和在所述预测时间区域结束时的预期平衡状态值(SOBp)；, 其特征在于，所述方法包括：, -基于当前时间的平衡状态值(SOBc)和在所述预测时间区域结束时的预期平衡状态值(SOBp)来平衡所述电池单体(5a、5b、5c)，使得所述单体平衡过程的使用和所述平衡状态(SOB)被优化，以最小化所述电池组(5)的能量使用。, 2.根据权利要求1所述的方法，其特征在于以下进一步的步骤：, -通过与每个电池单体(5a、5b、5c)相关联的可控开关(S1、S2、S3)来平衡所述电池单体(5a、5b、5c)，每个开关(S1、S2、S3)被配置成将电阻器(R1、R2、R3)与每个电池单体(5a、5b、5c)并联连接；并且, -以如下方式平衡所述电池单体(5a、5b、5c)：在所述平衡步骤期间针对所述电阻器中的功率损失来优化所述开关(S1、S2、S3)的使用。, 3.根据权利要求2所述的方法，其特征在于以下进一步的步骤：, -通过最小化所述开关(S1、S2、S3)被激活期间的时间来优化所述开关(S1、S2、S3)的使用，所述时间等同于所述单体平衡期间的所述功率损失。, 4.根据权利要求2或3所述的方法，其特征在于以下进一步的步骤：, -定义控制向量(U)，所述控制向量(U)指示了所述开关中的对应的一个开关的状态；并且, -通过最小化作为所述控制向量(U)的函数的所述功率损失来优化所述单体平衡。, 5.根据权利要求4所述的方法，其特征在于以下进一步的步骤：, -定义具有多个分量的所述控制向量(U)，所述多个分量中的每一个均对应于所述开关中的一个开关；, -所述分量中的每一个均具有在0和1之间的值，当开关被断开时为0，而当开关被接通时为1，并且其中，在0和1之间的值指示了在特定时间段期间、对应的开关的位置的平均值。, 6.根据前述权利要求中的任一项所述的方法，其特征在于以下进一步的步骤：, -至少使用每个单体(5a、5b、5c)的电压、电池组电流和每个单体(5a、5b、5c)的温度的测量值来确定所述电池单体(5a、5b、5c)的所述荷电状态(SOC)。, 7.根据权利要求6所述的方法，其特征在于以下进一步的步骤：, -还至少基于每个电池单体(5a、5b、5c)的单体容量和内部电阻来平衡所述电池单体(5a、5b、5c)。, 8.一种用于平衡电池组(5)的装置，所述电池组包括用于电动车辆的多个电池单体(5a、5b、5c)；所述装置包括电池控制单元(7)，所述电池控制单元被配置成：确定所述电池单体(5a、5b、5c)中的每一个电池单体的荷电状态(SOC)，接收与所述电动车辆的直至预测时间区域的预期使用相关的信息，并且确定当前时间的平衡状态值(SOBc)和在所述预测时间区域结束时的预期平衡状态值(SOBp)；其特征在于，所述电池控制单元(7)被配置成：基于当前时间的平衡状态值(SOBc)和在所述预测时间区域结束时的预期平衡状态值(SOBp)来平衡所述电池单体(5a、5b、5c)，使得所述单体平衡过程的使用和所述平衡状态(SOB)被优化，以便最小化所述电池组(5)的能量使用。, 9.根据权利要求8所述的装置，其特征在于，每个电池单体(5a、5b、5c)与可控开关(S1、S2、S3)相关联，所述可控开关被配置成将电阻器(R1、R2、R3)与每个电池单体(5a、5b、5c)并联连接；其中，所述控制单元(7)被配置成以如下方式平衡所述电池单体(5a、5b、5c)：在所述平衡步骤期间针对所述电阻器中的功率损失来优化所述开关(S1、S2、S3)的使用。, 10.一种车辆，其包括根据权利要求9所述的装置。, 11.一种计算机程序，所述计算机程序包括程序代码组件，所述程序代码组件用于当所述程序在计算机上运行时执行权利要求1-8中的任一项所述的步骤。, 12.一种携载计算机程序的计算机可读介质，所述计算机程序包括程序代码组件，所述程序代码组件用于当所述程序产品在计算机上运行时执行权利要求1-8中的任一项所述的步骤。, 13.一种控制单元(7)，所述控制单元用于平衡电池组(5)并且被配置成执行根据权利要求1-8中的任一项所述的方法的步骤。 | CN | China | Pending | B | True |
| 349 | Harness routing structure \n | EP1951554A2 | NaN | A harness routing structure comprises: a battery case (21) that defines an internal space (18) which houses a battery (27) and an electric appliance (28) on a hybrid motor vehicle, and that is formed of a first member; a reinforcement (31) that is provided in the battery case (21), and that is formed of a second member having a greater strength than the first member and that reinforces the battery case (21); and a harness (41) routed at a position along the reinforcement (31). | EP:06831575A | NaN | NaN | Takenori Tsuchiya, Takahiro Suzuki | Toyota Motor Corp | NaN | 2008-07-04 | 2009-10-28 | 1. A harness routing structure comprising: a case body that defines an internal space which houses a high-voltage electric component part in a vehicle, and that is formed of a first member; a reinforcing member that is provided on the case body, and that is formed of a second member having a greater strength than the first member, and that reinforces the case body; and a harness routed at a position along the reinforcing member., 2. The harness routing structure according to claim 1, wherein the reinforcing member is disposed at a side of the harness opposite from the high-voltage electric component part housed in the internal space, in a sectional view taken on a plane orthogonal to an extending direction of the harness., 3. The harness routing structure according to claim 1 or 2, wherein the reinforcing member is angularly bent so that a recess portion is formed at a side of the harness opposite from the high-voltage electric component part housed in the internal space, and faces the harness, in a sectional view taken on a plane orthogonal to an extending direction of the harness., 4. The harness routing structure according to claim 1 or 2, wherein the reinforcing member is curved so that a recess portion is formed at a side of the harness opposite from the high-voltage electric component part housed in the internal space, and faces the harness, in a sectional view taken on a plane orthogonal to an extending direction of the harness., 5. The harness routing structure according to any one of claims 1 to 4, wherein the harness is routed in the internal space. , 6. The harness routing structure according to any one of claims 1 to 4, wherein the harness is routed outside the internal space., 7. The harness routing structure according to any one of claims 1 to 6, wherein the reinforcing member is formed of a metal., 8. The harness routing structure according to claim 7, wherein the reinforcing member is formed of a steel., 9. The harness routing structure according to any one of claims 1 to 8, wherein the high- voltage electric component part is a battery unit that includes at least a battery., 10. The harness routing structure according to claim 9, wherein the battery unit further includes an appliance that is juxtaposed with the battery in a vehicular transverse direction, and wherein the reinforcing member is provided on a vehicular rearward side of the case body so as to be astride the battery and the appliance., 11. The harness routing structure according to any one of claims 1 to 10, wherein the harness is connected to the high-voltage electric component part. | EP | European Patent Office | Granted | B | True |
| 350 | Electric powertrain with multi-pack battery system \n | US11358486B2 | The present disclosure relates to electric powertrains of the types used for propulsion aboard battery electric vehicles (“BEVs”), hybrid electric vehicles (“HEVs”), and other high-voltage mobile platforms. An electric powertrain often includes one or more polyphase/alternating current (“AC”) rotary electric machines constructed from a wound stator and a magnetic rotor. Individual phase leads of the electric machine are connected to a power inverter, which in turn is connected to a direct current (“DC”) voltage bus. When the electric machine functions as a traction motor, control of the ON/OFF switching states of semiconductor switches located within the power inverter is used to generate an AC output voltage at a level suitable for energizing the electric machine. The energized phase windings ultimately produce a rotating magnetic field with respect to the stator. The rotating stator field interacts with a rotor field to produce machine rotation and motor output torque.\nA multi-cell DC battery is often used as a core part of a rechargeable energy storage system aboard a modern BEV, HEV, or another mobile high-voltage mobile platform. The battery, which is connected to the DC voltage bus, may be selectively recharged by an off-board charging station. When the charging station produces a charging voltage having an AC waveform, an AC-DC converter located aboard the particular platform being charged converts the AC charging waveform to a DC waveform suitable for charging the constituent battery cells of the battery. Alternatively, a DC fast-charging (“DCFC”) station may be used as a relatively high-power/high-speed charging option.\nThe voltage ratings of multi-cell battery packs currently used for energizing propulsion functions of vehicles and other mobile platform continue to increase in order to extend a maximum electric driving range, as well as to improve overall drive performance. Fast-charging infrastructure and associated charging methodologies likewise continue to evolve in an effort toward keeping pace with battery pack hardware improvements. However, the deliberate pace of integration of higher-power DCFC stations with existing charging infrastructure and battery pack architectures should ensure the continued need for lower-power “legacy” charging stations, at least for the foreseeable future. Additionally, lower pack voltages remain advantageous, e.g., for cost-effective power electronics, and thus will continue to be used. As a result of the DCFC infrastructure trend and the continued existence of lower-voltage propulsion systems, the charging voltages provided by a given DCFC station may or may not match the voltage ratings or capacities of a given multi-cell battery pack.\nAn electric powertrain is disclosed herein having a reconfigurable multi-pack battery system. While “multi-pack” is exemplified herein for illustrative simplicity as two battery packs, the present teachings may be extended to three or more battery packs in other embodiments, as will be readily appreciated by those of ordinary skill in the art, and therefore “multi” as used herein means “two or more” without an upper limit on the number of battery packs used in the battery system. Size, weight, packaging, and other such considerations may limit the actual number of battery packs used in a given architecture, however, and therefore the battery system described herein is representative of one possible practical embodiment of the present teachings.\nIn some embodiments, the multiple battery packs are connected in a parallel-connected (“P-connected”) configuration during propulsion operations, and in either a P-connected or S-connected configuration during charging operations. For example, the P-connected configuration could provide for nominal 400V propulsion operations, with the S-connected configuration enabling nominal 800V charging. In other embodiments the propulsion mode may be a series propulsion mode, e.g., at the nominal 800V level. The disclosed multi-pack architecture also enables flexible use of a DC fast-charging (“DCFC”) station for improved utilization of the station's available charging capability.\nIn a non-limiting exemplary embodiment, the electric powertrain includes a propulsion system and a connected electrical load collectively powered by a first voltage level (“V1”). The multiple battery packs used in the present disclosure are configured to receive a charge at the level of the first voltage level, or at a higher second voltage level (“V2”) when a higher charging voltage is available via the DCFC station. That is, when the second voltage level is available, (n) battery packs are connected in series to increase the voltage capability of the battery system from V1 in the P-connected configuration to n(V1) in the S-connected configuration. The present architecture also supports multiple propulsion modes conducted at the first or second voltage level, with the various charging and propulsion modes described in detail herein. While the first voltage level is described herein in some examples as being 300V or more, the present teachings may be extended to lower voltage systems, e.g., 48V systems, without limitation. In other embodiments, the battery packs may be connected in series at V2 for propulsion, and upon initiating a charging request, the battery packs may be reconfigured to the P-connected arrangement in order to receive a charging voltage at V1, e.g., from a legacy charging station.\nThe battery packs are selectively connected/disconnected depending on the required operating mode, with this action performed via a controller using ON/OFF state control of upper and lower switches within each the battery packs. As used herein, the terms “upper” and “lower” respectively refer to a connection to a positive bus rail or negative bus rail of a DC voltage bus, as will be appreciated by those of ordinary skill in the art. The switches in combination with the multi-pack configuration enable charging at either of the voltage levels V1 or at V2 noted above, e.g., 300-500V and 600-1000V in a non-limiting embodiment, and also enables a more flexible use of single or dual-pack propulsion in all-wheel drive (“AWD”), front-wheel drive (“FWD”), or rear-wheel drive (“RWD”) modes. Additionally, the present architecture is not limited to a particular propulsion mode, with AWD, FWD, or RWD being possible drive options depending on factors such as the present or expected battery power or state of charge, temperature, control configuration, etc.\nEight different operating modes are described herein, including five different charging modes and three different propulsion modes in one possible embodiment. Additionally, each battery pack may be electrically connected to an electrical load, for instance one or more power inverter modules (“PIMs”), auxiliary power modules (“APMs”), and/or other load devices or subsystems. The PIMs may be connected to a respective electric machine, which are operated as traction motors in the various propulsion modes. For simplicity, the term “electrical load” refers herein to the collective electrical load placed on the battery packs regardless of the number, location, or identity of the specific device or devices embodying such an electrical load. Therefore, other electrical load devices not described herein may contribute to the overall electrical load, such as but not limited to compressors, air conditioning control modules, power steering modules, and so forth.\nDuring DC fast charging, the above-noted electrical loads may be selectively powered by a corresponding battery pack. For propulsion, the particular selection of battery packs to be used for powering a given drive axle may be made by the controller depending on the selected mode and factors such as battery power, state of charge, etc.\nOf the five disclosed charging modes, two separate charging modes at the second voltage level V2 include a first mode, CV2-SA, where “C” represents “charging”, “V2” represents the second voltage level (i.e., the charging voltage), “S” represents the series connection of the battery packs, and “A” refers to the nominal identity of the particular battery pack used to power the electrical load(s) during charging. The second mode, which is also denoted CV2-SB, uses the battery packs connected in series, with the nominal “B” battery pack providing power to the electrical load. Thus, modes (1) and (2) differ solely in the identity of the battery pack that is used for powering the electrical load. The flexibility of using either battery pack to power the electrical load provides various benefits, including allowing the states of charge of the battery packs to remain balanced. In this manner, the present teachings ensure that a particular one of the battery packs is not unduly stressed during operation relative to the remaining battery pack(s).\nThe five charging modes also include three charging modes conducted at the first voltage level V1. The three V1-level charging modes include a third mode (3), i.e., CV1-p, in which the battery packs are connected in parallel (“p”) with the ability to connect/disconnect the electrical load from either battery pack, a fourth mode (4) abbreviated CV1-A in which battery pack “A” is charged at the first voltage level V1 while either battery pack powers the electrical load, and a fifth mode (5), also referred to as mode CV1-B, in which battery pack “B” is charged at the first voltage level V1 while, as with mode (4), either battery pack (or both) remains available to power the electrical load as needed.\nThe propulsion modes in some embodiments include V1-level propulsion modes, i.e., a sixth mode (6), which is a parallel mode PV1-p in which upper case “P” represents “propulsion” and lower case “p” represents a parallel electrical connection of the battery packs, and seventh and eighth modes (7) and (8), respectively, also referred to herein as modes PV1-A and PV1-B, in which required propulsion energy is provided by the indicated battery pack “A” or “B”. In another embodiment, a series propulsion mode at V2 (“PV2-s”) is possible for higher-voltage propulsion.\nThe above summary is not intended to represent every embodiment or aspect of the present disclosure. Rather, the foregoing summary exemplifies certain novel aspects and features as set forth herein. The above noted and other features and advantages of the present disclosure will be readily apparent from the following detailed description of representative embodiments and modes for carrying out the present disclosure when taken in connection with the accompanying drawings and the appended claims.\n FIG. 1 is a schematic illustration of a mobile platform undergoing a direct current fast-charging (“DCFC”) operation, with the mobile platform having a high-voltage multi-pack battery system constructed from multiple battery packs as described herein.\n FIG. 2 is a schematic circuit diagram of an electric powertrain usable as part of the exemplary mobile platform shown in FIG. 1.\n FIG. 3 is a schematic circuit topology describing a multi-pack architecture that may be used as part of the electric powertrain shown in FIG. 2.\n FIGS. 4-6 are tables of possible operating modes and corresponding switching states for the representative electric powertrain shown in FIGS. 2 and 3.\nThe present disclosure is susceptible to modifications and alternative forms, with representative embodiments shown by way of example in the drawings and described in detail below. Inventive aspects of this disclosure are not limited to the particular forms disclosed. Rather, the present disclosure is intended to cover modifications, equivalents, combinations, and alternatives falling within the scope of the disclosure as defined by the appended claims.\nReferring to the drawings, wherein like reference numbers refer to the same or like components in the several Figures, an electric powertrain 10 is shown in FIG. 1 that includes a multi-pack battery system 11, the details of which are shown schematically in FIG. 1. The electric powertrain 10 may be used as part of a mobile platform 20 having a body 200. The mobile platform 20, described herein as a motor vehicle for illustrative consistency, may be alternatively embodied as a marine vessel, aircraft, rail vehicle, robot, etc., and therefore the present teachings are not limited to vehicular applications in general or automotive vehicles in particular.\nThe mobile platform 20 is depicted in FIG. 1 as undergoing a direct current fast-charging (“DCFC”) operation. During such an operation, the battery system 11 (also see FIGS. 2 and 3) is electrically connected to an off-board DCFC station 30 via a vehicle charging port 200C. The electric powertrain 10 uses multiple battery packs, with two such battery packs 12A and 12B (see FIGS. 2 and 3) used in the simplified embodiments described below. Each of the battery packs 12A and 12B have a first voltage level (“V1”), e.g., 300-500V in a non-limiting exemplary embodiment.\nThe architectures described herein enables improved utilization of a charging voltage (“VCH”) of the DCFC station 30 at different voltage levels. For instance, the mobile platform 20 may be propelled at the first voltage level V1, and then reconfigured upon charging to receive a second voltage level (“V2”) that is well in excess of the first voltage level V1, e.g., 600-1000V. The various propulsion modes enabled by the architecture described herein may include all-wheel drive (“AWD”), front-wheel drive (“FWD”), or rear-wheel drive (“RWD”) propulsion modes depending on battery power, control configurations, and possibly other relevant factors. Another embodiment may encompass propulsion at V2 and charging at either voltage level V2 or V1, e.g., depending on the available maximum charging voltage from the charging station 30.\nIn FIG. 1, the charging port 200C is internally connected to a DC charge connector (not shown) using a length of high-voltage charging cable 30C. Also not depicted in FIG. 1 but well understood in the art, the terminal end of the charging cable 30C connecting to the charging port 200C may be embodied an SAE J1772 or another suitable charge connector. The present teachings are independent of the particular charging standard ultimately employed in a DCFC operation, and therefore the above-noted examples are merely illustrative. The battery system 11 of FIG. 1 may be variously embodied as a multi-cell lithium ion, zinc-air, nickel-metal hydride, or other suitable battery chemistry configuration, is selectively recharged via a charging voltage (“VCH”) from the DCFC station 30. The charging voltage VCH may equal the respective first or second voltage levels V1 or V2 noted above.\nThe mobile platform 20 may include front and rear road wheels 14F and 14R, respectively, with “front” and “rear” as used herein being relative to a normal forward-facing direction of travel. The front and rear road wheels 14F and 14R may be connected to separate front and rear drive axles 14AF and 14AR. The front drive axles 14AF may power the front road wheels 14F in AWD and FWD modes. The rear drive axles 14AR may power the rear road wheels 14R in AWD and RWD modes depending on the configuration. The architecture of FIG. 3 and the switching control tables 60 and 160 of FIGS. 4 and 5 describe the associated hardware and switching combinations necessary for achieving the various charging or propulsion operating modes, with table 260 of FIG. 6 providing another embodiment for higher-voltage propulsion.\nReferring to FIG. 2, when the mobile platform 20 of FIG. 1 operates in a drive/propulsion mode, switching control of the multi-pack battery system 11 is performed by a controller (“C”) 50 to ultimately generate and deliver motor torque (arrow TF or arrow TR) to the road wheels 14F and/or 14R and thereby propel the vehicle 20. In the charging operation depicted in FIG. 1, the controller 50 of FIG. 2 may likewise perform switching control operations to provide one of the various possible charging modes. When charging, the controller 50 is thus configured to select between series or parallel charging modes, as indicated by double-headed arrow SS, based at least in part on a charging capability of the DCFC station 30.\nReferring to FIG. 2, the controller 50 has a processor (“Pr”) and memory (M). The memory (M) includes tangible, non-transitory memory, e.g., read only memory, whether optical, magnetic, flash, or otherwise. The controller 50 also includes application-sufficient amounts of random-access memory, electrically-erasable programmable read only memory, and the like, as well as a high-speed clock, analog-to-digital and digital-to-analog circuitry, and input/output circuitry and devices, as well as appropriate signal conditioning and buffer circuitry.\nThe controller 50 is programmed to execute instructions 100 embodying a switching control method, with the controller 50 receiving input signals (arrow CCI) indicative of a driver-requested or autonomously-requested operating mode. In response to the input signals (arrow CCI), the controller 50 outputs a set of switching control signals (arrow CCO). The input signals (arrow CCI) inclusive of an available charging voltage from the DCFC station 30 of FIG. 1 may be determined during charging as part of ongoing communication between the controller 50 and the DCFC station 30, e.g., upon connection of the vehicle 20 to the DCFC station 30, such as when the DCFC station 30 communicates its maximum charging voltage (VCH) to the controller 50, as will be appreciated by those of ordinary skill in the art.\nThe electric powertrain 10 as shown schematically in FIG. 2 includes the above-noted battery system 11 having high-voltage battery packs 12A and 12B. The battery packs 12A and 12B, which are respectively labeled BHV-A and BHV-B, power an electrical load via a direct current voltage (“VDC”). The representative electrical load in a non-limiting exemplary embodiment may include a first power inverter module (“PIM-1”) 40 and a first auxiliary power module (“APM-1”) 42, with other devices being possible contributors the electrical load. The electrical load may also include a second power inverter module (“PIM-2”) 140 and a second auxiliary power module (“APM-2”) 142. The electrical load may be distributed to the front or the rear of the mobile platform 20 as shown based on packaging efficiency without limiting the electrical load to uses solely at a particular front or rear end of the mobile platform 20.\nAs will be appreciated, power inverter modules such as the PIM-1 40 and PIM-2 140 include IGBTs, MOSFETs, or other applicable-suitable semiconductor switches each having an ON/OFF state controlled via pulse-width modulation (“PWM”), pulse-density modulation (“PDM”), or another switching control technique. Likewise, an auxiliary power module such as the respective APM-1 42 and APM-2 142 are DC-DC voltage converters operable for reducing a supply voltage from a level present on a high-voltage DC bus to an auxiliary level, e.g., 12-15V. Auxiliary batteries (not shown) may also be connected to the APM-1 42 and APM-2 142, along with various auxiliary devices.\nThe electric powertrain 10 depicted in FIG. 2 may include front and rear polyphase electric machines (“MF”) 45 and (“MR”) 145 respectively connected to the PIM-1 40 and PIM-2 140 and energized by an alternating current voltage (“VAC”). The “front” and “rear” designations relate the torque function of the electric machines 45 and 145 to a particular front or rear drive axle 14AF or 14AR of FIG. 1, with the front electric machine 45 powering the road wheels 14F and front axle 14AF via output torque (arrow TF) and the rear electric machine 145 powering the road wheels 14R and the rear axle 14AR of FIG. 1 via output torque (arrow TR) in this particular embodiment. Thus, with both of the electric machines 45 and 145 operating in tandem, the vehicle 20 of FIG. 1 is provided with AWD capability. Operation of one of the electric machines 45 or 145 provides FWD or RWD capability. Loads on the electric powertrain 10 may be powered by either of the available battery packs 12A or 12B of FIG. 3 depending on the operating mode, as will now be described with reference to FIG. 3.\nReferring to FIG. 3, the DCFC station 30 is shown schematically to left of the multi-pack battery system 11 and connected thereto through a duration of a DC fast-charge process. The battery packs 12A and 12B have respective cell stacks 120A and 120B, with the particular configuration and battery chemistry of the cell stacks 120A and 120B being application-specific as noted above. The PIM-1 40 and APM-42 are selectively connected to/disconnected from the battery pack 12A via upper and lower switches 32U and 32L, together forming a switching circuit, in a particular combination that depends on the present or requested operating mode. A fuse (“F1”) may be positioned in series with the APM-1 42, with additional fuses (not shown) possibly used in other configurations. Similarly, the PIM-2 140 and the APM-2 142 shown at far right in FIG. 2 are selectively connected to/disconnected from the battery pack 12B via upper and lower switches 33U and 33L, which together form another switching circuit, with a fuse F2 possibly being used in series with the APM-2 142 similar to the positioning and use of the fuse F1 located on the opposing side of the multi-pack battery system 11.\nWith respect to the upper and lower switches 32U and 32L of the battery pack 12A, the individual upper switches 32U controlled herein include switches SA1 and SA3. The lower switches 32L include switches SA2, SA4, and SA5, with “S” denoting a switch and “1-5” being nominal switch numbers. Additionally, the upper switches 32U may include a pre-charge switch PC1 in electrical series with a pre-charge resistor R1 and connected to the positive terminal, with “PC” representing a pre-charge function as explained below. The upper and lower switches 33U and 33L of battery pack 12B are similarly configured and labeled, i.e., as switches SB1, SB3, SB5, and PC2 forming the upper switches 33U and switches SB2 and SB4 forming the lower switches 33U, with a pre-charge resistor R2 in series with the pre-charge switch PC2.\nThe illustrated architecture of FIG. 3 may be arranged as shown or in a different manner, provided the indicated electrical connections are made, and provided the upper switches 32U and 33U and the lower switches 32L and 33L are individually controlled according to a switching control table 60 or 160 of FIG. 4 or 5. Electrical connection blocks 17 are used to make physical connections of lengths of cables or wires between the battery packs 12A and 12B to form the illustrated circuit topology.\nReferring to FIG. 4, the switching control table 60 depicts the various vehicle operating modes (“VOM”) made possible by the architecture of FIG. 3, i.e., five charging modes and four propulsion modes, for a total of eight operating modes abbreviated as modes (1)-(8). Switching control performed by the controller 50 of FIG. 2 is depicted with respect to the switches SA1-SA5 and SB1-SB5. As will be appreciated, the DC voltage bus is typically pre-charged prior to opening or closing the various switches 32U, 32L, 33U, and 33L, with the ON/OFF state of the pre-charge switches (PC1 and PC2) not otherwise affecting the operating modes described herein. Accordingly, the pre-charge switches PC1 and PC2 are omitted from FIGS. 4 and 5 for simplicity.\nStill referring to FIG. 4, the switches SA1-SB5, which are shown in FIG. 3 as binary ON/OFF switches for illustrative simplicity, may be variously embodied as electro-mechanical switches such as contactors or relays, which can block current flow in either direction. Alternatively, the switches may be configured as application-suitable solid-state switches or relays, e.g., semiconductor switches such as IGBTs or MOSFETs. The binary ON/OFF switching states are represented as “1” and “0”, respectively, with a “1” or “ON” state corresponding to a closed/conducting switch and a “0” or “OFF” state corresponding to an open/non-conducting switch, as will be understood by those of ordinary skill in the art. Where “1/0”, “0/1”, or “1/1” are shown, this numeric pair designates a state of the indicated switches SA1 and SA2 if power to the given load is needed (“1”) or not needed (“0”). Additionally, the abbreviation “0/0” or “1/1” refers to the states of pairs of switches SA1/SB2 and SB1/SB2 both being 0 or both being 1, respectively.\nWith respect to the available charging modes, i.e., modes (1), (2), (3), (4), and (5) in table 60 of FIG. 4, the first two modes (1) and (2) provide two separate higher-voltage charging modes, i.e., charging via the DCFC station 30 of FIGS. 1 and 3 that occurs at the second voltage level V2, e.g., 600-1000V in one possible embodiment. Modes (3), (4), and (5) provide three separate charging modes at the first voltage level of V1, for instance 400V in an exemplary embodiment in which V2 is nominally 800V. The charging modes (1) and (2), i.e., (CV2-SA) and (CV2-SB), respectively utilize the two battery packs 12A and 12B. In the non-limiting embodiment of the two battery packs 12A and 12B, for instance, the battery packs 12A and 12B, each at V1, are connected in series to effectively form a combined battery pack having a voltage capacity of 2V1.\nIn modes (1) and (2), battery pack 12A or battery pack 12B of FIG. 3 provides the required power to a connected electrical load during the fast-charge process. During charging via the DCFC station 30 at levels approaching or equaling the second voltage level V2, i.e., VCH≅V2, the switches SA3, SA5, SB4, and SB5 are closed (“1”) to connect the battery packs 12A and 12B together in series. At least one of the upper and/or lower switches 32U/33U and/or 32L/33L of the first and second battery packs 12A and 12B is configured to close to thereby connect the battery system to the DCFC station 30 during various charging modes. For instance, each battery pack 12A and 12B could have a switch connected to its positive terminal and a switch connected to its negative terminal. Alternatively, one battery pack 12A or 12B could have one switch connected to its positive terminal and the other battery pack 12B or 12A could have one switch connected to its negative terminal.\nDuring charging at the second voltage level V2, there may be a need at times to power an electrical load aboard the mobile platform 20, e.g., to thermally condition to the battery packs 12A or 12B, a cabin of the mobile platform 20, etc. Battery pack 12A provides such power when operating in mode (1). When operating in mode (2), this function is instead performed by battery pack 12B. The flexibility of using either battery pack 12A or 12B to energize the electrical load while simultaneously charging reduces the chances of a charge imbalance between the battery packs 12A and 12. Such an imbalance might otherwise occur if one of the battery packs 12A or 12B were used for this purpose during charging to the exclusion of the other battery pack 12B or 12A.\nThe controller 50 of FIG. 2 may be optionally configured to determine a state of charge (“SOC”) difference between the battery pack 12A and the battery pack 12B, and to select operation in mode (3), mode (4), or mode (5) based on the SOC difference. The same may occur for the seventh (7) and eighth (8) modes of the propulsion modes described herein. In this manner the controller 50 may balance the respective SOCs and voltages of the first and second battery packs 12A and 12B. Modes (3), (4), and (5) provide three separate charging modes at the first voltage level V1. Mode (3), i.e., (CV1-p), connects the battery packs 12A and 12B in parallel (“p”) and preserves the ability to connect/disconnect the electrical load(s) from either battery pack 12A or 12B. Mode (3) enables the mobile platform 20 of FIG. 1 to charge at the first voltage level V1 rather than at the second voltage level V2, which in turn provides charging flexibility when the DCFC station 30 is a V1-capable charging station.\nIn mode (4), i.e., (CV1-A), the battery pack 12A is charged at the first voltage level V1 while either battery pack 12A or 12B powers the connected electrical load. Mode (4) allows a balancing strategy to be used, e.g., a battery charger may “charge up”, prior to connecting the battery packs 12A and 12B in parallel, whichever of the battery packs 12A or 12B has the lower state of charge or voltage capability. Such a difference may result due to aging, part variance, etc. Mode (5), i.e., (CV1-B), is analogous to mode (4), but charges battery pack 12B instead of battery pack 12A. As with mode (4), either battery pack 12A or 12B remains available to power the electrical load(s) during charging.\nIn one possible configuration, modes (6), (7), and (8) provide different parallel propulsion modes at the first voltage level V1, with mode (6) being a parallel mode (PV1-p) in which the battery packs 12A and 12B are connected in parallel, e.g., in AWD, FWD, or RWD propulsion modes, and modes (7) and (8), i.e., (PV1-A) and (PV1-B) in which propulsion energy is provided by battery pack 12A or 12B, respectively. The controller 50 may be optionally configured to select mode (6), mode (7), or mode (8) based on a corresponding fault status of battery packs 12A and 12B, with mode (6) possibly being a “fault-free” default mode when neither of the battery packs 12A and 12B experiences a fault. Mode (6) may therefore be used as a “normal” or “fault-free” operating mode when the two battery packs 12A and 12B together provide power in the AWD, FWD, or RWD mode. In general, for modes (6), (7), and (8), the mobile platform 20 may be operated in AWD, FWD, or RWD depending on battery power levels, control strategy and hardware configuration, e.g., one or two of the electric machines 45 and/or 145.\nModes (7) and (8), i.e., (PV1-A) and (PV1-B), respectively, may be used to provide performance flexibility during a single pack failure mode in which one of the battery packs 12A or 12B is unable to provide propulsion power, e.g., during a detected short circuit or open circuit condition, a low state of charge or voltage capability, temperature limits, etc. The remaining “healthy” battery pack remains able to drive the electric machine 45 and/or 145, albeit with reduced power. Thus, a “single pack” drive mode is enabled by modes (7) and (8), with propulsion in mode (7) being energized by battery pack 12A and propulsion in mode (8) being energized by battery pack 12B.\nAs described in table 260 of FIG. 6, another embodiment provides for seven different operating modes (1)-(7) for a higher-voltage series propulsion configuration of the first and second battery packs 12A and 12B. Table 260 depicts the various ON/OFF states of the switches SA1, SA2, SA3, SA5, SB1, SB2, SB3, and SB5 of FIG. 3, and thus FIG. 6 is analogous to table 160 of FIG. 5. Thus, modes (1), (2), and (3) correspond to modes (3), (4), and (5) of FIG. 5, i.e., charging at the level of V1. Mode (4) is a series charge mode at voltage level V2 (“CV2-s”), i.e., both battery packs 12A and 12B are recharged at V2. Unique to table 260 is a series propulsion (“PV2-s”) at the higher voltage level V2, in which the first and second battery packs 12A and 12B are connected in series while the mobile platform 20 is electrically propelled. As will be appreciated, the necessary power electronics and hardware of the mobile platform 20 would be rated for the higher voltage level of V2, and thus the need for V1-level propulsion modes is minimized, with such modes possibly being maintained as optional modes (6) and (7) of FIG. 6 for use during certain fault conditions that might preclude propulsion operations at the higher voltage level V2.\nIn such a mode, the controller 50 may be configured, in response to the input signals (arrow CCI of FIG. 1), to transition from the series propulsion mode at V2 or a single-pack propulsion mode at V1 to one of the above-described parallel charging modes at V1, e.g., when the maximum charging voltage from the charging station 30 is at the lower level of V1 and not V2. The controller 50 may accomplish such a transition using the multiple switches of the first and second battery packs 12A and 12B. Therefore, a scenario may be contemplated in which propulsion occurs at the higher second voltage level V2 using a series connection of the battery packs 12A and 12B. Upon connecting to the DCFC station 30, the battery packs 12A and 12B may be selectively reconfigured in parallel to enable | A multi-pack battery system having at least first and second battery packs each with positive and negative terminals, and each with upper and lower switches respectively connected to the positive and negative terminals. The battery packs have a first voltage level, and are connectable in either series or parallel. A controller controls an ON/OFF state of the switches in response to input signals to select between two series charging modes, three parallel charging modes, and one or more propulsion modes. Some embodiments have a series propulsion mode. An electric powertrain system includes first and second power inverter modules (“PIMs”), an electrical load, front and rear electric machines connected to a respective one of the first and second PIMs, and the battery system. The powertrain system may selectively provide all-wheel, front-wheel, or rear-wheel drive capabilities in each of the various propulsion modes. | US:16/571,519 | https://patentimages.storage.googleapis.com/05/44/a6/00aa94a6abf807/US11358486.pdf | US:11358486 | Shifang Li, William T. Ivan, Brendan M. Conlon, Yue Fan | GM Global Technology Operations LLC | US:20190126761:A1, US:20190165713:A1, US:11065975, US:11046202 | Not available | 2022-06-14 | 1. A multi-pack battery system for a mobile platform having an electrical load, a first electric machine, and a second electric machine, the multi-pack battery system comprising:\nfirst and second battery packs each having multiple switches, the multiple switches including upper switches and lower switches respectively connected to a positive terminal and a negative terminal of the first and second battery packs, wherein the first and second battery packs each have a first voltage level; and\na controller configured to control an ON/OFF state of each of the upper and lower switches of the first and second battery packs in response to input signals to thereby selectively establish:\ntwo series charging modes conducted at a second voltage level that exceeds the first voltage level, and in which the first and second battery packs are connected in series, including a first mode in which the first battery pack powers the electrical load and a second mode in which the second battery pack powers the electrical load;\nthree parallel charging modes conducted at the first voltage level, including a third mode in which the first battery pack and the second battery pack are connected in parallel and concurrently charged, a fourth mode in which the first battery pack alone is charged, and a fifth mode in the second battery pack alone is charged, wherein either or both of the first or second battery packs powers the electrical load during the fourth mode and the fifth mode; and\nthree propulsion modes conducted at the first voltage level in which torque from the first and/or second electric machine propels the mobile platform, including a sixth mode in which the first and second battery packs are connected on parallel to concurrently energize one or both of the electric machines, a seventh mode in which the first battery pack alone is used to energize one or both of the electric machines, and an eighth mode in which the second battery pack alone is used to energize one or both of the electric machines.\n\n, first and second battery packs each having multiple switches, the multiple switches including upper switches and lower switches respectively connected to a positive terminal and a negative terminal of the first and second battery packs, wherein the first and second battery packs each have a first voltage level; and, a controller configured to control an ON/OFF state of each of the upper and lower switches of the first and second battery packs in response to input signals to thereby selectively establish:\ntwo series charging modes conducted at a second voltage level that exceeds the first voltage level, and in which the first and second battery packs are connected in series, including a first mode in which the first battery pack powers the electrical load and a second mode in which the second battery pack powers the electrical load;\nthree parallel charging modes conducted at the first voltage level, including a third mode in which the first battery pack and the second battery pack are connected in parallel and concurrently charged, a fourth mode in which the first battery pack alone is charged, and a fifth mode in the second battery pack alone is charged, wherein either or both of the first or second battery packs powers the electrical load during the fourth mode and the fifth mode; and\nthree propulsion modes conducted at the first voltage level in which torque from the first and/or second electric machine propels the mobile platform, including a sixth mode in which the first and second battery packs are connected on parallel to concurrently energize one or both of the electric machines, a seventh mode in which the first battery pack alone is used to energize one or both of the electric machines, and an eighth mode in which the second battery pack alone is used to energize one or both of the electric machines.\n, two series charging modes conducted at a second voltage level that exceeds the first voltage level, and in which the first and second battery packs are connected in series, including a first mode in which the first battery pack powers the electrical load and a second mode in which the second battery pack powers the electrical load;, three parallel charging modes conducted at the first voltage level, including a third mode in which the first battery pack and the second battery pack are connected in parallel and concurrently charged, a fourth mode in which the first battery pack alone is charged, and a fifth mode in the second battery pack alone is charged, wherein either or both of the first or second battery packs powers the electrical load during the fourth mode and the fifth mode; and, three propulsion modes conducted at the first voltage level in which torque from the first and/or second electric machine propels the mobile platform, including a sixth mode in which the first and second battery packs are connected on parallel to concurrently energize one or both of the electric machines, a seventh mode in which the first battery pack alone is used to energize one or both of the electric machines, and an eighth mode in which the second battery pack alone is used to energize one or both of the electric machines., 2. The battery system of claim 1, wherein the mobile platform is a motor vehicle having a front axle and a rear axle respectively connected to front road wheels and rear road wheels, and wherein the front road wheels and/or the rear road wheels are powered in each of the at least four propulsion modes using the torque from the first electric machine and/or the second electric machine., 3. The battery system of claim 1, wherein the first voltage level is 300V or more, and the second voltage level is at least twice the first voltage level., 4. The battery system of claim 1, wherein the upper switches of the first and second battery packs include a pre-charge switch connected in series with a pre-charge resistor., 5. The battery system of claim 1, wherein the controller is configured to close one or two of the upper and/or lower switches of the first and/or second battery packs to connect the first and second battery packs in series and thereby establish the two series charging modes., 6. The battery system of claim 1, wherein one or two pairs of the switches of the first and second battery packs are closed to thereby connect the battery system to an offboard charging station during the two series charging modes and the three parallel charging modes., 7. The battery system of claim 1, wherein the controller is configured to determine a difference between respective states of charge (“SOCs”) and voltages of the first and second battery pack, and to select between the third mode, the fourth mode, or the fifth mode of the charging modes, and the seventh mode and the eighth mode of the propulsion modes, based on the difference to thereby balance the respective SOCs and voltages of the first and second battery packs., 8. The battery system of claim 1, wherein the controller is configured to select between the sixth mode, the seventh mode, and the eighth mode based on a corresponding electrical fault status of the first battery pack and the second battery pack, with the sixth mode being a default mode when neither the first battery pack nor the second battery pack has an electrical fault., 9. An electric powertrain system for a mobile platform having a front drive axle and a rear drive axle, the electric powertrain system comprising:\na first power inverter module (“PIM”) and a second PIM;\nan electrical load;\nfront and rear rotary electric machines connected to a respective one of the first PIM and the second PIM, and each having a rotor respectively connected to the front drive axle and the rear drive axle;\na first battery pack having positive and negative terminals, and having upper switches and lower switches respectively connected to the positive and negative terminals of the first battery pack;\na second battery pack having positive and negative terminals, and having upper switches and lower switches respectively connected to the positive and negative terminals of the second battery pack; wherein each of the first and second battery packs has a first voltage level; and\na controller configured to control an ON/OFF state of each of the upper and lower switches of the first and second battery packs in response to input signals to thereby selectively establish:\ntwo series charging modes each conducted at a second voltage level that is at least twice the first voltage level, and in which the first and second battery packs are connected in series, including a first mode in which the first battery pack powers the electrical load and a second mode in which the second battery pack powers the electrical load;\nthree parallel charging modes each conducted at the first voltage level, including a third mode in which the first battery pack and the second battery pack are connected in parallel and concurrently charged, a fourth mode in which the first battery pack alone is charged, and a fifth mode in the second battery pack alone is charged, wherein either or both of the first or second battery packs powers the electrical load during the fourth mode and the fifth mode; and\nthree propulsion modes conducted at the first voltage level in which torque from one or both of the rotary electric machines propels the mobile platform, including a sixth mode in which the first and second battery packs are connected in parallel and concurrently energize one or both of the rotary electric machines, a seventh mode in which the first battery pack alone is used to energize one or both of the electric machines, and an eighth mode in which the second battery pack alone is used to energize one or both of the electric machines.\n\n, a first power inverter module (“PIM”) and a second PIM;, an electrical load;, front and rear rotary electric machines connected to a respective one of the first PIM and the second PIM, and each having a rotor respectively connected to the front drive axle and the rear drive axle;, a first battery pack having positive and negative terminals, and having upper switches and lower switches respectively connected to the positive and negative terminals of the first battery pack;, a second battery pack having positive and negative terminals, and having upper switches and lower switches respectively connected to the positive and negative terminals of the second battery pack; wherein each of the first and second battery packs has a first voltage level; and, a controller configured to control an ON/OFF state of each of the upper and lower switches of the first and second battery packs in response to input signals to thereby selectively establish:\ntwo series charging modes each conducted at a second voltage level that is at least twice the first voltage level, and in which the first and second battery packs are connected in series, including a first mode in which the first battery pack powers the electrical load and a second mode in which the second battery pack powers the electrical load;\nthree parallel charging modes each conducted at the first voltage level, including a third mode in which the first battery pack and the second battery pack are connected in parallel and concurrently charged, a fourth mode in which the first battery pack alone is charged, and a fifth mode in the second battery pack alone is charged, wherein either or both of the first or second battery packs powers the electrical load during the fourth mode and the fifth mode; and\nthree propulsion modes conducted at the first voltage level in which torque from one or both of the rotary electric machines propels the mobile platform, including a sixth mode in which the first and second battery packs are connected in parallel and concurrently energize one or both of the rotary electric machines, a seventh mode in which the first battery pack alone is used to energize one or both of the electric machines, and an eighth mode in which the second battery pack alone is used to energize one or both of the electric machines.\n, two series charging modes each conducted at a second voltage level that is at least twice the first voltage level, and in which the first and second battery packs are connected in series, including a first mode in which the first battery pack powers the electrical load and a second mode in which the second battery pack powers the electrical load;, three parallel charging modes each conducted at the first voltage level, including a third mode in which the first battery pack and the second battery pack are connected in parallel and concurrently charged, a fourth mode in which the first battery pack alone is charged, and a fifth mode in the second battery pack alone is charged, wherein either or both of the first or second battery packs powers the electrical load during the fourth mode and the fifth mode; and, three propulsion modes conducted at the first voltage level in which torque from one or both of the rotary electric machines propels the mobile platform, including a sixth mode in which the first and second battery packs are connected in parallel and concurrently energize one or both of the rotary electric machines, a seventh mode in which the first battery pack alone is used to energize one or both of the electric machines, and an eighth mode in which the second battery pack alone is used to energize one or both of the electric machines., 10. The electric powertrain system of claim 9, wherein the first voltage level is 300V or more, and the second voltage level is twice the first voltage level., 11. The electric powertrain system of claim 9, wherein the controller is configured to close one or two of the upper and/or lower switches of the first and/or second battery packs to connect the first and second battery packs in series, and to thereby establish the two series charging modes., 12. The electric powertrain system of claim 9, wherein one or two pairs of the switches of the first and second battery packs are closed to thereby connect the battery system to an offboard charging station during the two series charging modes and the three parallel charging modes., 13. The electric powertrain system of claim 9, wherein the upper and lower switches of the first and second battery packs are solid-state switches or relays., 14. The electric powertrain system of claim 9, wherein the controller is configured to determine a charging voltage of an offboard charging station, and to select between the series and parallel charging modes based at least in part on the charging voltage., 15. The electric powertrain system of claim 9, wherein the controller is configured to determine a difference between respective states of charge (“SOCs”) and voltages of the first and second battery pack, and to select between the third mode, the fourth mode, or the fifth mode of the charging modes and the seventh and eight mode of the propulsion modes based on the difference to thereby balance the respective SOCs and voltages of the first and second battery packs., 16. The electric powertrain system of claim 9, wherein the controller is configured to select between the sixth mode, the seventh mode, and the eighth mode based on a corresponding electrical fault status of the first battery pack and the second battery pack, with the sixth mode being a default mode when neither the first battery pack nor the second battery pack has an electrical fault., 17. The electric powertrain system of claim 9, wherein the controller is configured to selectively deliver torque to the front drive axle and/or the rear drive axle in each of the three parallel propulsion modes based on the input signals to thereby selectively provide an all-wheel drive, front-wheel drive, and a rear-wheel drive capability in each of the three parallel propulsion modes., 18. An electric powertrain system for a mobile platform having a front drive axle and a rear drive axle, the electric powertrain system comprising:\na first power inverter module (“PIM”) and a second PIM;\nan electrical load;\nfront and rear rotary electric machines connected to a respective one of the first PIM and the second PIM, and each having a rotor respectively connected to the front drive axle and the rear drive axle;\na first battery pack having positive and negative terminals, and having upper switches and lower switches respectively connected to the positive and negative terminals of the first battery pack;\na second battery pack having positive and negative terminals, and having upper switches and lower switches respectively connected to the positive and negative terminals of the second battery pack, wherein each of the first and second battery packs has a first voltage level; and\na controller configured to control an ON/OFF state of each of the upper and lower switches of the first and second battery packs in response to input signals to thereby selectively establish:\na series charging mode conducted at a second voltage level that exceeds the first voltage level and in which the first and second battery packs are connected in series, and in which the first and second battery packs power the electrical load;\nthree parallel charging modes each conducted at the first voltage level, including a third mode in which the first battery pack and the second battery pack are connected in parallel and concurrently charged, a fourth mode in which the first battery pack alone is charged, and a fifth mode in the second battery pack alone is charged, wherein either or both of the first or second battery packs powers the electrical load during the fourth mode and the fifth mode;\na series propulsion mode as sixth mode in which the first and second battery packs are connected in series to concurrently energize one or both of the electric machines at the second voltage level, wherein in the series propulsion mode torque from one or both of the rotary electric machines propels the mobile platform; and\ntwo single-pack propulsion modes conducted at the first voltage level in which torque from one or both of the rotary electric machines propels the mobile platform, including a seventh mode in which the first battery pack alone is used to energize one or both of the electric machines, and an eighth mode in which the second battery pack alone is used to energize one or both of the electric machines.\n\n, a first power inverter module (“PIM”) and a second PIM;, an electrical load;, front and rear rotary electric machines connected to a respective one of the first PIM and the second PIM, and each having a rotor respectively connected to the front drive axle and the rear drive axle;, a first battery pack having positive and negative terminals, and having upper switches and lower switches respectively connected to the positive and negative terminals of the first battery pack;, a second battery pack having positive and negative terminals, and having upper switches and lower switches respectively connected to the positive and negative terminals of the second battery pack, wherein each of the first and second battery packs has a first voltage level; and, a controller configured to control an ON/OFF state of each of the upper and lower switches of the first and second battery packs in response to input signals to thereby selectively establish:\na series charging mode conducted at a second voltage level that exceeds the first voltage level and in which the first and second battery packs are connected in series, and in which the first and second battery packs power the electrical load;\nthree parallel charging modes each conducted at the first voltage level, including a third mode in which the first battery pack and the second battery pack are connected in parallel and concurrently charged, a fourth mode in which the first battery pack alone is charged, and a fifth mode in the second battery pack alone is charged, wherein either or both of the first or second battery packs powers the electrical load during the fourth mode and the fifth mode;\na series propulsion mode as sixth mode in which the first and second battery packs are connected in series to concurrently energize one or both of the electric machines at the second voltage level, wherein in the series propulsion mode torque from one or both of the rotary electric machines propels the mobile platform; and\ntwo single-pack propulsion modes conducted at the first voltage level in which torque from one or both of the rotary electric machines propels the mobile platform, including a seventh mode in which the first battery pack alone is used to energize one or both of the electric machines, and an eighth mode in which the second battery pack alone is used to energize one or both of the electric machines.\n, a series charging mode conducted at a second voltage level that exceeds the first voltage level and in which the first and second battery packs are connected in series, and in which the first and second battery packs power the electrical load;, three parallel charging modes each conducted at the first voltage level, including a third mode in which the first battery pack and the second battery pack are connected in parallel and concurrently charged, a fourth mode in which the first battery pack alone is charged, and a fifth mode in the second battery pack alone is charged, wherein either or both of the first or second battery packs powers the electrical load during the fourth mode and the fifth mode;, a series propulsion mode as sixth mode in which the first and second battery packs are connected in series to concurrently energize one or both of the electric machines at the second voltage level, wherein in the series propulsion mode torque from one or both of the rotary electric machines propels the mobile platform; and, two single-pack propulsion modes conducted at the first voltage level in which torque from one or both of the rotary electric machines propels the mobile platform, including a seventh mode in which the first battery pack alone is used to energize one or both of the electric machines, and an eighth mode in which the second battery pack alone is used to energize one or both of the electric machines., 19. The electric powertrain of claim 18, wherein the controller is configured to control the ON/OFF state of each of the upper and lower switches of the first and second battery packs in response to the input signals to thereby selectively establish the series propulsion mode; and\nin response to the input signals, the controller is configured to transition the battery system from the series propulsion mode or one of the single-pack propulsion modes to one of the parallel charging modes via the multiple switches of the first and second battery packs.\n, in response to the input signals, the controller is configured to transition the battery system from the series propulsion mode or one of the single-pack propulsion modes to one of the parallel charging modes via the multiple switches of the first and second battery packs., 20. The electric powertrain of claim 19, wherein the controller is configured to determine a charging voltage of an offboard charging station in response to the input signals, and to select between the series and parallel charging modes based at least in part on the charging voltage. | US | United States | Active | B | True |
| 351 | Vehicle-mounted controller \n | US9108522B2 | The disclosure of Japanese Patent Application No. 2012-200185 filed on Sep. 12, 2012 including the specification, drawings and abstract is incorporated herein by reference in its entirety.\n1. Field of the Invention\nThe invention relates to a vehicle-mounted controller mounted on a vehicle having a high-voltage battery, vehicle-mounted information equipment, a low-voltage battery, and a voltage converter that performs voltage conversion between the high-voltage battery and the low-voltage battery.\n2. Description of Related Art\nConventionally, a vehicle-mounted controller that uses a high-voltage electric power line as a communication line is available (see, e.g., Japanese Patent Application Publication No. 2012-110155 (JP 2012-110155 A)). The vehicle-mounted controller is mounted on a vehicle that includes a high-voltage battery, vehicle-mounted information equipment, a low-voltage battery, and a voltage converter. The high-voltage battery is charged by electric power supply from electric vehicle supply equipment (e.g., a charging station provided in a gas station or the like or a commercial power supply provided in a house) via a charging cable. In addition, the high-voltage battery supplies operation power to a motor that generates drive power. The vehicle-mounted information equipment performs communication, via the charging cable, with the electric vehicle supply equipment or an external information device connected to the electric vehicle supply equipment. The low-voltage battery supplies operation power to vehicle-mounted auxiliary machines including at least the vehicle-mounted information equipment. The voltage converter performs voltage conversion between the high-voltage battery and the low-voltage battery.\nIn the vehicle-mounted controller described above, when the voltage of the low-voltage battery becomes lower than a first threshold during the accessory-off state of the vehicle, the voltage converter is controlled such that the low-voltage battery is charged by electric power supply from the high-voltage battery. Thereafter, when the voltage of the low-voltage battery exceeds a second threshold, the operation Of the voltage converter is stopped such that the charging of the low-voltage battery is stopped. Consequently, when the vehicle-mounted information equipment performs communication with the equipment or device outside the vehicle during the accessory-off state of the vehicle, it is possible to prevent the exhaustion of the low-voltage battery that supplies electric power required for the communication to the vehicle-mounted information equipment.\nHowever, in the controller described in JP 2012-110155 A, it is necessary to provide a voltage sensor for detecting the battery voltage of the low-voltage battery in order to prevent the exhaustion of the low-voltage battery when the vehicle-mounted information equipment performs communication with the equipment outside the vehicle, and hence there is a possibility that the controller is increased in size.\nThe invention provides the vehicle-mounted controller that implements the prevention of exhaustion of the low-voltage battery that performs electric power supply to the vehicle-mounted information equipment with a simple configuration while allowing communication between the vehicle-mounted information equipment and the external equipment via the charging cable.\nA first aspect of the invention is a vehicle-mounted controller mounted on a vehicle. The vehicle includes a high-voltage battery, vehicle-mounted information equipment, a low-voltage battery, and a voltage converter. The high-voltage battery is configured to be charged by electric power supply from external charging equipment via a charging cable and is configured to supply operation power to a motor configured to generate drive power. The vehicle-mounted information equipment is configured to perform communication, via the charging cable, with the external charging equipment or an external information device connected to the external charging equipment. The low-voltage battery is configured to supply the operation power to a vehicle-mounted auxiliary machine including at least the vehicle-mounted information equipment. The voltage converter is configured to perform voltage conversion between the high-voltage battery and the low-voltage battery. The vehicle-mounted controller includes a communication state determination unit and a battery charging control unit. The communication state determination unit is configured to determine whether or not the vehicle-mounted information equipment performs the communication with the external charging equipment or the external information device via the charging cable. The battery charging control unit is configured to control, in a case where the communication state determination unit determines that the vehicle-mounted information equipment performs the communication with the external charging equipment or the external information device via the charging cable, the voltage converter so as to charge the low-voltage battery by supplying electric power from the high-voltage battery to the low-voltage battery when a first specific time has elapsed since start of the communication.\nAccording to the aspect of the invention, it is possible to implement the prevention of exhaustion of the low-voltage battery that performs electric power supply to the vehicle-mounted information equipment with a simple configuration while allowing the communication between the vehicle-mounted information equipment and the external equipment via the charging cable.\nFeatures, advantages, and technical and industrial significance of exemplary embodiments of the invention will be described below with reference to the accompanying drawings, in which like numerals denote like elements, and wherein:\n FIG. 1 is a configuration diagram of a charging communication system including a vehicle-mounted controller as an embodiment of the invention;\n FIG. 2 is a flowchart of an example of a control routine executed in the vehicle-mounted controller of the embodiment; and\n FIG. 3 is a flowchart of another example of the control routine executed in the vehicle-mounted controller of the embodiment.\nHereinbelow, a description will be given of a specific embodiment of a vehicle-mounted controller of the invention by using the drawings.\n FIG. 1 shows a configuration diagram of a charging communication system 12 including a vehicle-mounted controller 10 as an embodiment of the invention. The charging communication system 12 of the embodiment includes the vehicle-mounted controller 10, electric vehicle supply equipment (EVSE) 14, i.e., external charging equipment, and a charging cable 16 for connecting the vehicle-mounted controller 10 and the EVSE 14.\nThe vehicle-mounted controller 10 is a controller that is mounted on a vehicle 20 having a high-voltage battery 18 capable of supplying operation power to a motor that generates drive power. The vehicle 20 may be a vehicle capable of electric traveling by using the motor as a drive power source such as, e.g., a plug-in vehicle, an electric vehicle, or a fuel cell vehicle. Note that the vehicle 20 is assumed to be a plug-in hybrid vehicle that is driven by power generated by the motor and power generated by a vehicle-mounted engine as an internal combustion engine.\nThe high-voltage battery 18 is a DC power source of a high voltage (e.g., 200 volts to 600 volts), and is a battery for driving the vehicle constituted by a rechargeable secondary battery such as, e.g., a nickel-metal hydride battery or a lithium ion battery. The high-voltage battery 18 can be charged by electric power supply from the EVSE 14 when the vehicle-mounted controller 10 and the EVSE 14 are connected to each other via the charging cable 16. In addition, even when the vehicle-mounted controller 10 and the EVSE 14 are not connected to each other via the charging cable 16, the high-voltage battery 18 can be charged by electric power generation of an alternator that generates electric power by the rotation of the vehicle-mounted engine and regeneration during deceleration of the vehicle.\nThe EVSE 14 may also be a charging station provided in a gas station, a convenience store, a service station, or an ordinary home. For example, the EVSE 14 is capable of supplying electric power to the high-voltage battery 18 of the vehicle 20 connected thereto via the charging cable 16 by using an external power supply (e.g., a commercial power supply; AC voltage of 100 volts to 200 volts) connected thereto via a receptacle. When the EVSE 14 supplies electric power to the high-voltage battery 18 of the vehicle 20 via the charging cable 16, the EVSE 14 is capable of transmission and reception of data exchanged between the control circuit of the EVSE 14 and the control circuit of the vehicle-mounted controller 10.\nNote that examples of the data transmitted and received between the EVSE 14 and the vehicle-mounted controller 10 during the electric power supply from the EVSE 14 to the high-voltage battery 18 include data required to perform a charging process from the EVSE 14 to the vehicle-mounted controller 10, data on an input ID of a person who charges the high-voltage battery 18, and data on details of the charging from the EVSE 14 to the vehicle-mounted controller 10 indicative of a charging amount and a charging fee. Examples of the data required to perform the charging process include the availability of the electric power supply from the EVSE 14 to the vehicle-mounted controller 10 and the rated current of the EVSE 14.\nTo the EVSE 14, one end of the charging cable 16 is connected. The charging cable 16 is attached to the EVSE 14, and constitutes an electric vehicle supply device, i.e., external charging device, together with the EVSE 14 integrally. The charging cable 16 includes an electric power line 22 through which electric power from the EVSE 14 flows, and a signal line 24 through which the data exchanged between the EVSE 14 and the vehicle-mounted controller 10 flows. The EVSE 14 is capable of supplying electric power to be used to charge the high-voltage battery 18 to the vehicle-mounted controller 10 by using the electric power line 22 of the charging cable 16. In addition, the EVSE 14 is capable of transmitting data to be provided to the vehicle-mounted controller 10 to the vehicle-mounted controller 10 by using the signal line 24 of the charging cable 16.\nNote that the data transmitted and received between the EVSE 14 and the vehicle-mounted controller 10 during the charging of the high-voltage battery 18 may be transmitted by using the electric power line 22 instead of or together with the signal line 24 (electric power line communication).\nThe other end of the charging cable 16 is provided with a charging connector 26 for connection to the vehicle-mounted controller 10. The charging connector 26 is a male connector that includes terminals for connection to the above-described electric power line 22 and the above-described signal line 24 included in the charging cable 16. The vehicle-mounted controller 10 includes a charging inlet 28 to which the charging connector 26 provided at the other end of the charging cable 16 can be connected. The charging inlet 28 is a female socket that includes a plurality of terminals corresponding to the above-described electric power line 22 and the above-described signal line 24 included in the charging cable 16.\nThe charging inlet 28 is provided, e.g., in the vicinity of a body portion where the high-voltage battery 18 is disposed (e.g., the rear portion, the side portion, or the front portion of the body). The power supply terminal of the charging inlet 28 and the high-voltage battery 18 are connected to each other via an electric power line 30. Electric power from the EVSE 14, the electric power having flown through the electric power line 22 of the charging cable 16, flows through the electric power line 30. The electric power from the EVSE 14 flows through the electric power line 30, and is also supplied to the high-voltage battery 18 after being converted to a DC voltage (e.g., 200 volts to 600 volts). The electric power from the EVSE 14, the electric power having flown through the electric power line 30, is supplied to the high-voltage battery 18 after being converted to the DC voltage, and the high-voltage battery 18 is thereby charged.\nThe vehicle-mounted controller 10 includes a charging control electronic control unit (charging control ECU) 32 constituted mainly by a microcomputer. The charging control ECU 32 is a unit that controls the charging of the above-described high-voltage battery 18 mounted on the vehicle 20. The signal terminal of the charging inlet 28 and the charging control ECU 32 are connected to each other via a signal line 34. When the high-voltage battery 18 is charged by the electric power supply from the EVSE 14 to the vehicle-mounted controller 10, the charging control ECU 32 generates data to be exchanged between the EVSE 14 and the vehicle-mounted controller 10 via the signal line 24 (hereinafter referred to as charging control data) and supplies the generated data to the signal line 34. In addition, the charging control ECU 32 receives the above-mentioned charging control data supplied from the side of the EVSE 14 via the signal line 34. Subsequently, based on the charging control data exchanged between the EVSE 14 and the vehicle-mounted controller 10 via the signal line 24, the charging control ECU 32 controls the charging of the high-voltage battery 18 by the electric power supply from the EVSE 14.\nThe vehicle 20 has a low-voltage battery 36 capable of supplying operation power to various auxiliary machines mounted on the vehicle 20. The low-voltage battery 36 is a DC power source of a low voltage (e.g., 12 volts) lower than the voltage of the high-voltage battery 18, and is a battery for auxiliary machines constituted by a rechargeable secondary battery such as, e.g., a nickel-metal hydride battery or a lithium ion battery. The low-voltage battery 36 can be charged by electric power generation of the alternator that generates electric power by the rotation of the vehicle-mounted engine and the regeneration during deceleration of the vehicle.\nThe high-voltage battery 18 and the low-voltage battery 36 are connected to each other via a DC-DC converter 38. The DC-DC converter 38 is equipment that performs voltage conversion between the high-voltage battery 18 and the low-voltage battery 36. The DC-DC converter 38 is operated when electric power supply is performed from the high-voltage battery 18 to the low-voltage battery 36 or when electric power supply is performed from the low-voltage battery 36 to the high-voltage battery 18. The low-voltage battery 36 can be charged by the electric power supply from the high-voltage battery 18.\nTo the DC-DC converter 38, a hybrid vehicle electronic control unit (HV-ECU) 40 is connected. The HV-ECU 40 is a unit that collectively controls the traveling of the vehicle 20 and the states of the batteries 18 and 36. The HV-ECU 40 allows the charging and discharging of each of the high-voltage battery 18 and the low-voltage battery 36, and the charging and discharging between the high-voltage battery 18 and the low-voltage battery 36. The HV-ECU 40 controls the DC-DC converter 38 such that the charging and discharging of each of the high-voltage battery 18 and the low-voltage battery 36 are properly performed. The DC-DC converter 38 operates according to the command from the HV-ECU 40.\nEach of the charging control ECU 32 and the HV-ECU 40 is a unit configured to perform communication with the EVSE 14 via the signal line 24 of the charging cable 16 about the charging control data and another data different from the charging control data (hereinafter referred to as external communication data) during the charging of the high-voltage battery 18 by the electric power supply from the EVSE 14 to the high-voltage battery 18.\nNote that the above-mentioned external communication data is data that can be exchanged not only during the charging of the high-voltage battery 18 but also during the ignition-off state of the vehicle 20. For example, the external communication data includes data indicative of the state of the vehicle 20 (e.g., the state of charge (SOC) of the high-voltage battery 18, the travel distance and the fuel-efficiency of the vehicle, the remaining amount of gasoline, the presence or absence of alarms, or ON or OFF of various lights), updated data for navigation, and music data for audio. In addition, the equipment with which the charging control ECU 32 and the HV-ECU 40 perform the communication of the external communication data via the signal line 24 of the charging cable 16 is not limited to the EVSE 14 itself. The equipment with which the charging control ECU 32 and the HV-ECU 40 perform the communication of the external communication data may also be an external information device (server) that uses the EVSE 14 as a gateway to be connected to the EVSE 14 via a network.\nThe charging control ECU 32 and the HV-ECU 40 are connected to each other via, e.g., an in-vehicle LAN 42 such as, e.g., CAN or the like, and are capable of exchanging information therebetween through the in-vehicle LAN 42. For example, the charging control ECU 32 determines whether or not the charging of the high-voltage battery 18 is performed by the electric power supply from the EVSE 14 to the high-voltage battery 18 via the electric power line 22 of the charging cable 16. On the other hand, information indicative of the determination result is supplied to the HV-ECU 40 from the charging control ECU 32 via the in-vehicle LAN 42. The HV-ECU 40 determines whether or not the high-voltage battery 18 is actually charged by the electric power supply from the EVSE 14 based on the information supplied from the charging control ECU 32 through the in-vehicle LAN 42.\nTo the in-vehicle LAN 42, a charging communication unit 44 is connected. The charging communication unit 44 is a unit that serves as a gateway for data to be exchanged between the charging control ECU 32 and the HV-ECU 40 connected to the in-vehicle LAN 42 and the EVSE 14. As shown in FIG. 1, the EVSE 14 is connected to the charging inlet 28 via the charging connector 26 and the signal line 24 of the charging cable 16. The charging communication unit 44 relays data supplied from the charging control ECU 32 or the HV-ECU 40 via the in-vehicle LAN 42, and supplies the data to the EVSE 14 via the signal line 24 of the charging cable 16. In addition, the charging communication unit 44 relays data supplied from the EVSE 14 via the signal line 24 of the charging cable 16, and supplies the data to the charging control ECU 32 or the HV-ECU 40 via the in-vehicle LAN 42.\nThe charging communication unit 44 also has the function of determining whether or not the communication of the external communication data is performed between the charging control ECU 32 or the HV-ECU 40 and the EVSE 14 (communication state determination function). The charging communication unit 44 determines whether or not the communication of the external communication data is performed between the charging control ECU 32 or the HV-ECU 40 and the EVSE 14, and data indicative of the result of the communication state determination is sent to the in-vehicle LAN 42 from the charging communication unit 44.\nThe HV-ECU 40 receives the data indicative of the result of the communication state determination sent from the charging communication unit 44 to the in-vehicle LAN 42. The HV-ECU 40 has the function of determining whether or not the communication of the external communication data is performed between the charging control ECU 32 or the HV-ECU 40 and the EVSE 14 during the ignition-off state of the vehicle 20 based on ignition information of the vehicle 20 and the data indicative of the result of the communication state determination sent from the charging communication unit 44 to the in-vehicle LAN 42.\nThe charging control ECU 32, the HV-ECU 40, and the charging communication unit 44 of the vehicle-mounted controller 10 are connected to the in-vehicle LAN 42 to perform the communication of the external communication data with the EVSE 14. The low-voltage battery 36 which serves as as the power source is connected to the charging control ECU 32, the HV-ECU 40, and the charging communication unit 44. The low-voltage battery 36 supplies electric power to the equipment 32, 40, and 44 in the vehicle-mounted controller 10 at any time including the time of the ignition-off state of the vehicle 20. The charging control ECU 32, the HV-ECU 40, and the charging communication unit 44 operate by the electric power supply from the low-voltage battery 36. Consequently, the charging control ECU 32, the HV-ECU 40, and the charging communication unit 44 can operate even during the ignition-off state of the vehicle 20.\nNote that the equipment in the vehicle-mounted controller 10 that performs communication with the outside via the signal line 24 of the charging cable 16 is not limited to the charging control ECU 32 and the HV-ECU 40, and may be any equipment connected to the in-vehicle LAN 42.\nNext, with reference to FIGS. 2 and 3, a description will be given of the operation of the charging communication system 12 including the vehicle-mounted controller 10 of the embodiment. FIG. 2 shows a flowchart of an example of a control routine executed in the vehicle-mounted controller 10 of the embodiment. Further, FIG. 3 shows a flowchart of another example of the control routine executed in the vehicle-mounted controller 10 of the embodiment.\nIn the embodiment, once the EVSE 14 is connected to the vehicle-mounted controller 10 via the charging cable 16, it is possible to perform the electric power supply to the high-voltage battery 18 from the EVSE 14 via the charging cable 16 thereafter, and hence it is possible to charge the high-voltage battery 18. When the high-voltage battery 18 is charged by the electric power supply from the EVSE 14 via the electric power line 22, the charging control data is exchanged between the EVSE 14 and the vehicle-mounted controller 10 via the signal line 24. The charging control ECU 32 of the vehicle-mounted controller 10 operates with electric power supplied from the low-voltage battery 36, and is capable of exchanging the charging control data with the EVSE 14 via the signal line 24.\nIn the situation where the vehicle-mounted controller 10 and the EVSE 14 are connected to each other via the charging cable 16, the ECUs 32 and 40 on the in-vehicle LAN 42 in the vehicle-mounted controller 10 operate with electric power supplied from the low-voltage battery 36, and are capable of performing the communication of the external communication data with the EVSE 14 via the signal line 24. Further, the charging communication unit 44 operates with the electric power supplied from the low-voltage battery 36, and determines whether or not the communication of the external communication data is performed between the charging control ECU 32 or the HV-ECU 40 on the in-vehicle LAN 42 and the EVSE 14 via the signal line 24 with the communication state determination function.\nThe charging communication unit 44 transmits the data indicative of the determination result by the communication state determination function to the HV-ECU 40 via the in-vehicle LAN 42. The HV-ECU 40 receives the data indicative of the result of the communication state determination sent to the in-vehicle LAN 42 from the charging communication unit 44. The HV-ECU 40 determines whether or not the communication of the external communication data is performed between the charging control ECU 32 or the HV-ECU 40 on the in-vehicle LAN 42 and the EVSE 14 during the ignition-off state of the vehicle 20 based on the ignition information of the vehicle 20 and the data indicative of the result of the communication state determination sent to the in-vehicle LAN 42 from the charging communication unit 44 (step S100).\nAs a result, in a case where the HV-ECU 40 determines that the communication of the external communication data is not performed between the charging control ECU 32 or the HV-ECU 40 on the in-vehicle LAN 42 and the EVSE 14 during the ignition-off state of the vehicle 20, the HV-ECU 40 ends the process without continuing the process thereafter. On the other hand, in a case where the HV-ECU 40 determines that the communication of the external communication data is performed between the charging control ECU 32 or the HV-ECU 40 on the in-vehicle LAN 42 and the EVSE 14 during the ignition-off state of the vehicle 20, the HV-ECU 40 then determines whether or not a first specific time T1 elapses since the start of the communication of the external communication data between the ECU 32 or 40 and the EVSE 14 during the ignition-off state (step S110).\nNote that the above first specific time T1 is a continuation time of electric power supply with which the charged amount of the low-voltage battery 36, the low-voltage battery 36 performing the electric power supply to the ECUs 32 and 40 and the unit 44 on the in-vehicle LAN 42, is reduced by the execution of the above communication of the external communication data. The first specific time T1 is set to a predetermined time (e.g., 10 seconds or the like). In addition, the first specific time T1 may be variable according to the charged amount of the low-voltage battery 36 at the time point of start of the communication of the external communication data. For example, the first specific time T1 is set to be longer as the charged amount thereof is larger, and is set to be shorter as the charged amount thereof is smaller.\nIn a case where the HV-ECU 40 determines that the first specific time T1 has not elapsed since the start of the communication of the external communication data as the result of the process in step 110 described above, the HV-ECU 40 ends the process without continuing the process thereafter. On the other hand, in a case where the HV-ECU 40 determines that the first specific time T1 has elapsed since the start of the communication of the external communication data, the HV-ECU 40 controls the DC-DC converter 38 such that the electric power supply from the high-voltage battery 18 to the low-voltage battery 36 is performed and the charging of the low-voltage battery 36 is thereby performed (step 120).\nWhen the communication of the external communication data between the ECU 32 or 40 and the EVSE 14 continues for a long time during the ignition-off state of the vehicle 20, the charged amount of the low-voltage battery 36 is reduced. The low-voltage battery 36 supplies electric power required for the above communication to the ECU 32 or 40 and the unit 44. To cope with this, in the vehicle-mounted controller 10 of the embodiment, when the communication of the external communication data continues for the first specific time, the electric power supply from the high-voltage battery 18 to the low-voltage battery 36 is performed, and the charging of the low-voltage battery 36 is thereby performed.\nConsequently, in the embodiment, when the ECU 32 or 40 as the vehicle-mounted information equipment performs the communication of the external communication data with the EVSE 14 via the charging cable 16 during the ignition-off state of the vehicle 20, it is possible to prevent the exhaustion of the low-voltage battery 36. That is, even when the electric power of the low-voltage battery 36 that supplies the electric power to the ECU 32 or 40 during the ignition-off state of the vehicle 20 is consumed by the execution of the above-described communication, it is possible to prevent the exhaustion of the low-voltage battery 36.\nIn addition, in the configuration described above, the continuation time when the ECU 32 or 40 performs the communication of the external communication data with the EVSE 14 via the charging cable 16 is measured, and the exhaustion of the low-voltage battery 36 that supplies electric power to the ECU 32 or 40 during the ignition-off state of the vehicle 20 is prevented based on the result of the comparison between the measured continuation time and the first specific time T1 as the threshold time. That is, it is not necessary to detect the battery voltage as the voltage across the low-voltage battery 36 or provide a voltage sensor for detecting the battery voltage. Accordingly, an increase in the size of the vehicle-mounted controller 10 caused by preventing the exhaustion of the low-voltage battery 36 that supplies electric power to the ECU 32 or 40 during the ignition-off state of the vehicle 20 is avoided.\nAs described above, according to the embodiment, it is possible to implement the prevention of the exhaustion of the low-voltage battery 36 that supplies electric power to the ECUs 32 and 40 with a simple configuration while allowing the communication of the external communication data between the ECU 32 or 40 and the EVSE 14 during the ignition-off state of the vehicle 20.\nIn addition, in the embodiment, in the case where the first specific time T1 has elapsed since the start of the above communication of the external communication data between the ECU 32 or 40 and the EVSE 14 via the charging cable 16, the HV-ECU 40 starts the control of the DC-DC converter 38 such that the charging of the low-voltage battery 36 is performed by the electric power supply from the high-voltage battery 18. After the start of the control of the DC-DC converter 38, the HV-ECU 40 determines whether or not a condition for stopping the charging of the low-voltage battery 36 (charging stop condition) is satisfied.\nNote that the charging stop condition is one or more of a condition that the communication of the external communication data between the ECU 32 or 40 and the EVSE 14 via the charging cable 16 is ended, a condition that a second specific time T2 elapses since the start of charging of the low-voltage battery 36, a condition that the charged amount of the low-voltage battery 36 exceeds a specific amount, and a condition that the charged amount of the high-voltage battery 18 becomes lower than a specific amount.\nIn a case where the HV-ECU 40 determines that the above charging stop condition is not satisfied, the HV-ECU 40 continues the control of the DC-DC converter 38 such that the charging of the low-voltage battery 36 is performed. On the other hand, in a case where the HV-ECU 40 determines that the above charging stop condition is satisfied, the HV-ECU 40 stops the operation of the DC-DC converter 38 such that the charging of the low-voltage battery 36 is stopped by stopping the electric power supply from the high-voltage battery 18 to the low-voltage battery 36.\nConsequently, according to the embodiment, it is possible to prevent the long-time unnecessary continuation of the charging of the low-voltage battery 36 resulting from the execution of the communication of the external communication data between the ECU 32 or 40 and the EVSE 14 via the charging cable 16 during the ignition-off state of the vehicle 20, and it is therefore possible to properly perform the charging of the low-voltage battery 36.\nIncidentally, in the embodiment described above, each of the charging control ECU 32 and the HV-ECU 40 serves as “vehicle-mounted information equipment” of the invention, each of the charging control ECU 32, the HV-ECU 40, and the charging communication unit 44 serves as a “vehicle-mounted auxiliary machine” of the invention, and the DC-DC converter 38 serves as a “voltage converter” of the invention. In addition, a “communication state determination unit” of the invention is achieved by the execution of the process of step 100 in the routine shown in FIG. 2 by the HV-ECU 40. Furthermore, a “battery charging control unit” of the invention is achieved by the execution of the process of steps 110 and 120.\nNote that, in the embodiment described above, the DC-DC converter 38 is controlled such that, when the communication of the external communication data between the charging control ECU 32 or the HV-ECU 40 on the in-vehicle LAN 42 and the EVSE 14 during the ignition-off state of the vehicle 20 has continued for not less than the first specific time T1, the electric power supply from the high-voltage battery 18 to the low-voltage battery 36 is performed, and the charging of the low-voltage battery 36 is thereby performed. In addition to the embodiment described above, when the communication has continued for not less than a third specific time T3, the communication of | A vehicle-mounted controller mounted on a vehicle includes communication state determination unit and a battery charging control unit. The communication state determination unit is configured to determine whether or not vehicle-mounted information equipment performs communication with external charging equipment or an external information device via a charging cable. The battery charging control unit is configured to control, in a case where the communication state determination unit determines that the vehicle-mounted information equipment performs the communication with the external charging equipment or the external information device via the charging cable, a voltage converter so as to charge a low-voltage battery by supplying electric power from a high-voltage battery to the low-voltage battery when a first specific time has elapsed since start of the communication. The high-voltage battery, the vehicle-mounted information equipment, the low-voltage battery, and the voltage converter are provided with the vehicle. | US:14/018,845 | https://patentimages.storage.googleapis.com/4b/35/f2/ba337469f3967b/US9108522.pdf | US:9108522 | Atsushi Iwai | Toyota Motor Corp | US:6281660, JP:2004254059:A, US:20100120581:A1, JP:2010288317:A, US:20120074903:A1, JP:2011000894:A, US:20120299377:A1, US:20130162208:A1, JP:2012110155:A | 2020-12-22 | 2020-12-22 | 1. A vehicle-mounted controller mounted on a vehicle,\nwherein the vehicle includes a high-voltage battery, vehicle-mounted information equipment, a low-voltage battery, and a voltage converter,\nthe high-voltage battery is configured to be charged by electric power supply from external charging equipment via a charging cable and is configured to supply operation power to a motor configured to generate drive power,\nthe vehicle-mounted information equipment is configured to perform communication, via the charging cable, with the external charging equipment or an external information device connected to the external charging equipment,\nthe low-voltage battery is configured to supply the operation power to a vehicle-mounted auxiliary machine including at least the vehicle-mounted information equipment, and\nthe voltage converter is configured to perform voltage conversion between the high-voltage battery and the low-voltage battery,\nthe vehicle-mounted controller comprising:\na communication state determination unit configured to determine whether or not the vehicle-mounted information equipment performs the communication with the external charging equipment or the external information device via the charging cable; and\na battery charging control unit configured to control, in a case where the communication state determination unit determines that the vehicle-mounted information equipment performs the communication with the external charging equipment or the external information device via the charging cable, the voltage converter so as to charge the low-voltage battery by supplying electric power from the high-voltage battery to the low-voltage battery when a first specific time has elapsed since start of the communication.\n, wherein the vehicle includes a high-voltage battery, vehicle-mounted information equipment, a low-voltage battery, and a voltage converter,, the high-voltage battery is configured to be charged by electric power supply from external charging equipment via a charging cable and is configured to supply operation power to a motor configured to generate drive power,, the vehicle-mounted information equipment is configured to perform communication, via the charging cable, with the external charging equipment or an external information device connected to the external charging equipment,, the low-voltage battery is configured to supply the operation power to a vehicle-mounted auxiliary machine including at least the vehicle-mounted information equipment, and, the voltage converter is configured to perform voltage conversion between the high-voltage battery and the low-voltage battery,, the vehicle-mounted controller comprising:, a communication state determination unit configured to determine whether or not the vehicle-mounted information equipment performs the communication with the external charging equipment or the external information device via the charging cable; and, a battery charging control unit configured to control, in a case where the communication state determination unit determines that the vehicle-mounted information equipment performs the communication with the external charging equipment or the external information device via the charging cable, the voltage converter so as to charge the low-voltage battery by supplying electric power from the high-voltage battery to the low-voltage battery when a first specific time has elapsed since start of the communication., 2. The vehicle-mounted controller according to claim 1, wherein\nthe battery charging control unit is configured to stop operation of the voltage converter when, after charging of the low-voltage battery is started by supplying the electric power from the high-voltage battery to the low-voltage battery, a specific condition for stopping the charging is satisfied.\n, the battery charging control unit is configured to stop operation of the voltage converter when, after charging of the low-voltage battery is started by supplying the electric power from the high-voltage battery to the low-voltage battery, a specific condition for stopping the charging is satisfied., 3. The vehicle-mounted controller according to claim 2, wherein\nthe specific condition is at least one of a condition that the communication between the vehicle-mounted information equipment and the external charging equipment or the external information device via the charging cable is ended, a condition that a second specific time elapses since the start of the charging of the low-voltage battery, a condition that a charged amount of the low-voltage battery exceeds a specific amount, and a condition that a charged amount of the high-voltage battery becomes lower than a specific amount.\n, the specific condition is at least one of a condition that the communication between the vehicle-mounted information equipment and the external charging equipment or the external information device via the charging cable is ended, a condition that a second specific time elapses since the start of the charging of the low-voltage battery, a condition that a charged amount of the low-voltage battery exceeds a specific amount, and a condition that a charged amount of the high-voltage battery becomes lower than a specific amount., 4. The vehicle-mounted controller according to claim 1, further comprising\na charging communication forcible stop unit configured to forcibly stop the communication in a case where the communication state determination unit determines that the vehicle-mounted information equipment performs the communication with the external charging equipment or the external information device via the charging cable when a third specific time longer than the first specific time has elapsed since start of the charging of the low-voltage battery performed by the electric power supply from the high-voltage battery to the low-voltage battery.\n, a charging communication forcible stop unit configured to forcibly stop the communication in a case where the communication state determination unit determines that the vehicle-mounted information equipment performs the communication with the external charging equipment or the external information device via the charging cable when a third specific time longer than the first specific time has elapsed since start of the charging of the low-voltage battery performed by the electric power supply from the high-voltage battery to the low-voltage battery., 5. The vehicle-mounted controller according to claim 4, wherein\nthe third specific time is set to be longer as a charged amount of the high-voltage battery at a time point when the vehicle-mounted information equipment starts the communication with the external charging equipment or the external information device via the charging cable is larger.\n, the third specific time is set to be longer as a charged amount of the high-voltage battery at a time point when the vehicle-mounted information equipment starts the communication with the external charging equipment or the external information device via the charging cable is larger., 6. The vehicle-mounted controller according to claim 1, wherein:\nthe low-voltage battery is a battery charged by electric power generation of an alternator that generates electric power by operation of a vehicle-mounted engine or regeneration during deceleration of the vehicle; and\nthe communication state determination unit is configured to determine whether or not the vehicle-mounted information equipment performs the communication with the external charging equipment or the external information device via the charging cable during an ignition-off state.\n, the low-voltage battery is a battery charged by electric power generation of an alternator that generates electric power by operation of a vehicle-mounted engine or regeneration during deceleration of the vehicle; and, the communication state determination unit is configured to determine whether or not the vehicle-mounted information equipment performs the communication with the external charging equipment or the external information device via the charging cable during an ignition-off state., 7. The vehicle-mounted controller according to claim 1, wherein\nthe vehicle-mounted information equipment is configured to perform the communication, via the charging cable, with the external charging equipment or the external information device connected to the external charging equipment by using the operation power supplied from the low-voltage battery.\n, the vehicle-mounted information equipment is configured to perform the communication, via the charging cable, with the external charging equipment or the external information device connected to the external charging equipment by using the operation power supplied from the low-voltage battery., 8. The vehicle-mounted controller according to claim 1, wherein\nthe battery charging control unit does not perform the charging of the low-voltage battery in a case where the communication state determination unit determines that the vehicle-mounted information equipment does not perform the communication with the external charging equipment or the external information device via the charging cable, or in a case where the first specific time does not elapse since the start of the communication. \n, the battery charging control unit does not perform the charging of the low-voltage battery in a case where the communication state determination unit determines that the vehicle-mounted information equipment does not perform the communication with the external charging equipment or the external information device via the charging cable, or in a case where the first specific time does not elapse since the start of the communication. | US | United States | Expired - Fee Related | B60L11/1811 | True |
| 352 | 一种多联式多功能的热泵型电动空调系统及其工作方法 \n | CN106985632B | NaN | 本发明公开一种多联式多功能的热泵型电动空调系统及其工作方法，该空调系统包括电动压缩机、车外换热器、汽液分离器、车内换热器、电池冷却器、车载蓄电池、电池冷却器水泵、电子膨胀阀、电磁阀、水箱、低温冷却器水泵、两位三通阀、低温冷却器、车外换热器风扇和车内换热器风扇。本发明空调系统可以很好的应对电动汽车全年的运行工况，车内换热器和电池冷却器可以根据运行工况需要充当蒸发器和冷凝器，车外换热器可以根据热负荷自动匹配决定充当蒸发器还是冷凝器，在满足车内制冷或制热需求的同时，还可以满足电池的加热或冷却。 | CN:201710270713.3A | https://patentimages.storage.googleapis.com/03/07/f7/43d7f442d40f7c/CN106985632B.pdf | CN:106985632:B | 贾敏悦, 余泽民, 郭贞军 | Nanjing Xiezhong Auto Airconditioner Company Co ltd | NaN | Not available | 2023-04-25 | 1.一种多联式多功能的热泵型电动空调系统，其特征在于：包括电动压缩机(1)、车外换热器(2)、汽液分离器(3)、车内换热器(4)、电池冷却器(5)、车载蓄电池(6)、电池冷却器水泵(7)、电子膨胀阀a(8)、电子膨胀阀b(9)、电磁阀a(10)、电磁阀b(11)、电磁阀c(12)、电磁阀d(13)、电磁阀e(14)、电磁阀f(15)、水箱(16)、低温冷却器水泵(17)、两位三通阀a(18)、两位三通阀b(19)、低温冷却器(20)、车外换热器风扇(21)和车内换热器风扇(22)；, 电动压缩机(1)的排气口分别连接电磁阀a(10)、电磁阀c(12)和电磁阀e(14)的一端，电动压缩机(1)的吸气口连接汽液分离器(3)的排气口，汽液分离器(3)的吸气口分别连接电磁阀b(11)、电磁阀d(13)和电磁阀f(15)的一端，电磁阀a(10)和电磁阀b(11)的另一端均连接车外换热器(2)制冷剂流道的一端，车外换热器(2)制冷剂流道的另一端分别连接电子膨胀阀a(8)和电子膨胀阀b(9)的一端，电磁阀c(12)和电磁阀d(13)的另一端均连接车内换热器(4)制冷剂流道的一端，车内换热器(4)制冷剂流道的另一端连接电子膨胀阀a(8)的另一端，电磁阀e(14)和电磁阀f(15)的另一端均连接电池冷却器(5)制冷剂流道的一端，电池冷却器(5)制冷剂流道的另一端连接电子膨胀阀b(9)的另一端；, 车载蓄电池(6)冷却液流道的一端连接三通阀a(18)的第一端口，车载蓄电池(6)冷却液流道的另一端连接三通阀b(19)的第一端口，三通阀a(18)的第二端口连接电池冷却器(5)冷却液流道的一端，连接电池冷却器(5)冷却液流道的另一端通过电池冷却器水泵(7)连接三通阀b(19)的第二端口，三通阀a(18)的第三端口连接低温冷却器(20)冷却液流道的一端，三通阀b(19)的第三端口通过低温冷却器水泵(17)、水箱(16)连接低温冷却器(20)冷却液流道的另一端；, 车内换热器(4)一侧设置车内换热器风扇(22)，车内换热器风扇(22)连接车内进风口，通过车内换热器风扇(22)将车内空气引至车内换热器(4)，车外换热器(2)和低温冷却器(20)一侧设置车外换热器风扇(21)，车外换热器风扇(21)连接车外进风口，通过车外换热器风扇(21)将车外空气引至车外换热器(2)和低温冷却器(20)。, 2.根据权利要求1所述多联式多功能的热泵型电动空调系统的工作方法，其特征在于，该工作方法包括：, 当环境温度≤0°，在电动汽车启动时，开启电磁阀b(11)、电磁阀c(12)、电磁阀e(14)、车内换热器风扇(22)、电池冷却器水泵(7)、车外换热器风扇(21)，关闭电磁阀a(10)、电磁阀d(13)、电磁阀f(15)、低温冷却器水泵(17)，从压缩机(1)流出的制冷剂进入车内换热器(4)和电池冷却器(5)进行冷凝，然后进入车外换热器(2)进行蒸发，最后经汽液分离器(3)后回流至压缩机(1)，制冷剂在车内换热器(4)进行冷凝的过程中与车内空气进行热交换，实现车内制热，通过电池冷却器水泵(7)驱动冷却液循环流经车载蓄电池(6)和电池冷却器(5)，冷却液流经电池冷却器(5)时吸收制冷剂的热量，然后将热量传递给车载蓄电池(6)，实现车载蓄电池(6)加热；, 当环境温度≤10°，在电动汽车正常运行时，开启电磁阀b(11)、电磁阀c(12)、车内换热器风扇(22)、低温冷却器水泵(17)、车外换热器风扇(21)，关闭电磁阀a(10)、电磁阀d(13)、电磁阀e(14)、电磁阀f(15)、电池冷却器水泵(7)，从压缩机(1)流出的制冷剂先进入车内换热器(4)进行冷凝，然后进入车外换热器(2)进行蒸发，最后经汽液分离器(3)回流至压缩机(1)，制冷剂在冷凝过程中与车内空气进行热交换，实现车内制热，通过低温冷却器水泵(17)驱动冷却液循环流经车载蓄电池(6)、水箱(16)和低温冷却器(20)，冷却液流经车载蓄电池(6)时带走车载蓄电池(6)热量，实现车载蓄电池(6)散热，然后经低温冷却器(20)将热量散失到车外空气中；, 当10℃＜环境温度≤20℃，在电动汽车启动和正常运行时，根据用户自身需要以及空调系统热负荷情况决定车外换热器(2)工作状态，具体包括：, 当用户选择制热时，如果0＜设定温度-车内温度＜8℃，此时空调系统热负荷较低，则开启电磁阀c(12)、电磁阀f(15)、车内换热器风扇(22)、电池冷却器水泵(7)，关闭电磁阀a(10)、电磁阀b(11)、电磁阀d(13)、电磁阀e(14)、车外换热器风扇(21)、低温冷却器水泵(17)，从压缩机(1)流出的制冷剂先进入车内换热器(4)进行冷凝，然后进入电池冷却器(5)进行蒸发，最后经汽液分离器(3)回流至压缩机(1)，制冷剂在冷凝过程中与车内空气进行热交换，实现车内制热，通过电池冷却器水泵(7)驱动冷却液循环流经车载蓄电池(6)和电池冷却器(5)，冷却液流经车载蓄电池(6)时带走车载蓄电池(6)热量，实现车载蓄电池(6)散热，然后经电池冷却器(5)将热量传递给制冷剂；, 当用户选择制热时，如果设定温度-车内温度≥8℃，此时空调系统热负荷较高，则开启电磁阀b(11)、电磁阀c(12)、电磁阀f(15)、车内换热器风扇(22)、电池冷却器水泵(7)、车外换热器风扇(21)，关闭电磁阀a(10)、电磁阀d(13)、电磁阀e(14)、低温冷却器水泵(17)，从压缩机(1)流出的制冷剂先进入车内换热器(4)进行冷凝，然后进入车外换热器(2)和电池冷却器(5)进行蒸发，最后经汽液分离器(3)回流至压缩机(1)，制冷剂在冷凝过程中与车内空气进行热交换，实现车内制热，通过电池冷却器水泵(7)驱动冷却液循环流经车载蓄电池(6)和电池冷却器(5)，冷却液流经车载蓄电池(6)时带走车载蓄电池(6)热量，实现车载蓄电池(6)散热，然后经电池冷却器(5)将热量传递给制冷剂；, 当用户选择制冷时，则开启电磁阀a(10)、电磁阀d(13)、车内换热器风扇(22)、低温冷却器水泵(17)、车外换热器风扇(21)，关闭电磁阀b(11)、电磁阀c(12)、电磁阀e(14)、电磁阀f(15)、电池冷却器水泵(7)，从压缩机(1)流出的制冷剂先进入车外换热器(2)进行冷凝，然后进入车内换热器(4)进行蒸发，最后经汽液分离器(3)回流至压缩机(1)，制冷剂在蒸发过程中与车内空气进行热交换，实现车内制冷，通过低温冷却器水泵(17)驱动冷却液循环流经车载蓄电池(6)、水箱(16)和低温冷却器(20)，冷却液流经车载蓄电池(6)时带走车载蓄电池(6)热量，实现车载蓄电池(6)散热，然后经低温冷却器(20)将热量散失到车外空气中；, 当20℃＜环境温度T≤35℃，在电动汽车启动和正常运行时，开启电磁阀a(10)、电磁阀d(13)、车内换热器风扇(22)、低温冷却器水泵(17)、车外换热器风扇(21)，关闭电磁阀b(11)、电磁阀c(12)、电磁阀e(14)、电磁阀f(15)、电池冷却器水泵(7)，从压缩机(1)流出的制冷剂先进入车外换热器(2)进行冷凝，然后进入车内换热器(4)进行蒸发，最后经汽液分离器(3)回流至压缩机(1)，制冷剂在蒸发过程中与车内空气进行热交换，实现车内制冷，通过低温冷却器水泵(17)驱动冷却液循环流经车载蓄电池(6)和低温冷却器(20)，冷却液流经车载蓄电池(6)时带走车载蓄电池(6)热量，实现车载蓄电池(6)散热，然后经低温冷却器(20)将热量散失到车外空气中；, 当环境温度T＞35℃，在电动汽车启动和正常运行时，开启电磁阀a(10)、电磁阀d(13)、电磁阀f(15)、车外换热器风扇(21)、车内换热器风扇(22)、电池冷却器水泵(7)，关闭电磁阀b(11)、电磁阀c(12)、电磁阀e(14)、低温冷却器水泵(17)，从压缩机(1)流出的制冷剂先进入车外换热器(2)进行冷凝，然后进入车内换热器(4)和电池冷却器(5)进行蒸发，最后经汽液分离器(3)回流至压缩机(1)，制冷剂在车内换热器(4)蒸发过程中与车内空气进行热交换，实现车内制冷，通过电池冷却器水泵(7)驱动冷却液循环流经车载蓄电池(6)和电池冷却器(5)，冷却液流经车载蓄电池(6)时带走车载蓄电池(6)热量，实现车载蓄电池(6)散热，然后经电池冷却器(5)将热量传递给制冷剂；, 当冬季车外换热器(2)需要除霜时，开启电磁阀a(10)、电磁阀d(13)、电磁阀f(15)、车外换热器风扇(21)、电池冷却器水泵(7)，关闭电磁阀b(11)、电磁阀c(12)、电磁阀e(14)、车内换热器风扇(22)、低温冷却器水泵(17)，从压缩机(1)流出的制冷剂先进入车外换热器(2)进行冷凝，然后进入车内换热器(4)和电池冷却器(5)进行蒸发，最后经汽液分离器(3)回流至压缩机(1)，制冷剂在车外换热器(2)冷凝过程中融化车外换热器(2)表面结霜，通过电池冷却器水泵(7)驱动冷却液循环流经车载蓄电池(6)和电池冷却器(5)，冷却液流经车载蓄电池(6)时带走车载蓄电池(6)热量，实现车载蓄电池(6)散热，然后经电池冷却器(5)将热量传递给制冷剂。 | CN | China | Active | B | True |
| 353 | 一种电动汽车的充电系统 \n | CN109742823A | 技术领域本发明属于新能源汽车技术领域；具体涉及一种电动汽车的充电系统。背景技术新能源汽车是指采用非常规的车用燃料作为动力来源(或使用常规的车用燃料、采用新型车载动力装置)，综合车辆的动力控制和驱动方面的先进技术，形成的技术原理先进、具有新技术、新结构的汽车。新能源汽车包括纯电动汽车、增程式电动汽车、混合动力汽车、燃料电池电动汽车、氢发动机汽车、其他新能源汽车等；众所周知，纯电动汽车是新能源汽车中的一个重要组成部分；纯电动汽车(Blade Electric Vehicles，BEV) 是一种采用单一蓄电池作为储能动力源的汽车，它利用蓄电池作为储能动力源，通过电池向电动机提供电能，驱动电动机运转，从而推动汽车行驶。目前，随着汽车产业的快速发展，人们对新能源汽车提出了更高的要求，比如：在驾驶室内或者是后备箱中，需要对手机、MP3、车载自行车或者是其他耗电负载进行充电，因此，设计开发一种能够在驾驶室内或者是后备箱中对负载进行充电的电动汽车的充电系统显得是尤为重要。发明内容本发明为解决公知技术中存在的技术问题，提供一种电动汽车的充电系统，该电动汽车的充电系统能够在驾驶室内或者是后备箱中对负载进行充电。本发明的目的是提供一种电动汽车的充电系统，包括：驱动电动汽车动作的电池包；位于驾驶舱内的车载充电器；位于后备箱内的充电端子；上述电池包通过直流电源转换模块与车载充电器的输入端子电连接；上述车载充电器的输出端子通过逆变器与充电端子电连接。进一步：上述充电端子为有线充电基座或无线充电基座中的一种。本发明具有的优点和积极效果是：通过采用上述技术方案，本发明通过在驾驶室内和后备箱中设置充电接口，进而将电池包的电能转换为负载所需要的电能进行充电，一方面增强了电动汽车的更能，另外一方面满足了人们的多样化需求。附图说明图1为本发明优选实施例的结构图；图2为本发明优选实施例的电路图；具体实施方式为能进一步了解本发明的发明内容、特点及功效，兹例举以下实施例，并配合附图详细说明如下：请参阅图1至图2，一种电动汽车的充电系统，包括：驱动电动汽车动作的电池包；位于驾驶舱内的车载充电器；位于后备箱内的充电端子；上述电池包通过直流电源转换模块与车载充电器的输入端子电连接；上述车载充电器的输出端子通过逆变器与充电端子电连接。上述充电端子为有线充电基座或无线充电基座中的一种。本优选实施例的具体工作原理为：Inverter根据插座连接的电器件选择接通高频DC/DC功率变换器，选择将电池包的高压直流电转换为低压12V直流电为电动折叠自行车上的电池充电，或者接通车载充电器OBC，将电池包的高压直流电转换为220V交流电，为其它的电器部件进行供电。插座为2孔、3孔以及USB充电孔。以上所述仅是对本发明的较佳实施例而已，并非对本发明作任何形式上的限制，凡是依据本发明的技术实质对以上实施例所做的任何简单修改，等同变化与修饰，均属于本发明技术方案的范围内。 | 本发明涉及一种电动汽车的充电系统，属于新能源汽车技术领域；包括驱动电动汽车动作的电池包；其特征在于：至少还包括：位于驾驶舱内的车载充电器；位于后备箱内的充电端子；上述电池包通过直流电源转换模块与车载充电器的输入端子电连接；上述车载充电器的输出端子通过逆变器与充电端子电连接。通过采用上述技术方案，本发明通过在驾驶室内和后备箱中设置充电接口，进而将电池包的电能转换为负载所需要的电能进行充电，一方面增强了电动汽车的更能，另外一方面满足了人们的多样化需求。 | CN:201910092118.4A | https://patentimages.storage.googleapis.com/ac/d6/48/40d9a5633bd025/CN109742823A.pdf | NaN | 万宗尧 | National Energy New Energy Automobile Co Ltd | KR:19990028598:A, CN:207311124:U | Not available | 2017-10-03 | 1.一种电动汽车的充电系统，包括驱动电动汽车动作的电池包；其特征在于：至少还包括：, 位于驾驶舱内的车载充电器；, 位于后备箱内的充电端子；, 上述电池包通过直流电源转换模块与车载充电器的输入端子电连接；, 上述车载充电器的输出端子通过逆变器与充电端子电连接。, 2.根据权利要求1所述的电动汽车的充电系统，其特征在于：上述充电端子为有线充电基座或无线充电基座中的一种。 | CN | China | Pending | NaN | True |
| 354 | Power systems and methods for electric vehicles \n | US10727680B2 | The present disclosure is generally directed to vehicle systems, and more particularly to vehicle power systems.\nMost vehicles, in particular electric and hybrid vehicles, include power systems usually referred to as battery management systems (BMSs) that monitor and control the operation of the batteries within the vehicles. For example, the BMS of an electric vehicle controls the vehicle's powertrain as well as auxiliary components or features, such as heating and cooling components, dashboard electronics, etc. As the industry continues to develop, additional/alternative power systems are desired.\n FIG. 1 shows a perspective view of a vehicle (or electric vehicle) in accordance with at least one example embodiment;\n FIG. 2 is an example schematic of a power system and connections for a charging mode of the electric vehicle in accordance with at least one example embodiment;\n FIG. 3 illustrates connections of a power system for a driving mode of the electric vehicle in accordance with at least one example embodiment;\n FIG. 4 illustrates connections of the system upon failure of one of the batteries during the driving mode in accordance with at least one example embodiment;\n FIG. 5 is another example schematic of a power system and connections for a charging mode of the electric vehicle in accordance with at least one example embodiment;\n FIG. 6 illustrates an example structure of one of the plurality of switching elements in accordance with at least one example embodiment;\n FIG. 7 illustrates an example arrangement of switches to mitigate or prevent an accidental short circuit in accordance with at least one example embodiment;\n FIG. 8 illustrates an example structure of a controller in accordance with at least one example embodiment;\n FIG. 9A illustrates another example schematic of a power system for the electrical vehicle in accordance with at least one example embodiment;\n FIGS. 9B-9D illustrate control sequences for the schematic of FIG. 9A in accordance with at least one example embodiment;\n FIG. 10 illustrates an example structure and arrangement of the plurality of switching elements within a junction box in accordance with at least one example embodiment; and\n FIG. 11 is a flow diagram illustrating example operations of the system(s) in FIGS. 2-10 in accordance with at least one example embodiment.\nEmbodiments of the present disclosure will be described in connection with a vehicle, and more particularly with respect to an automobile. However, for the avoidance of doubt, the present disclosure encompasses the use of the aspects described herein in vehicles other than automobiles.\n FIG. 1 shows a perspective view of a vehicle (or electric vehicle) 100 in accordance with example embodiments. The vehicle 100 comprises a vehicle front 110, vehicle aft 120, vehicle roof 130, at least one vehicle side 160, a vehicle undercarriage 140, and a vehicle interior 150. The vehicle 100 may include a frame 104, one or more body panels 108 mounted or affixed thereto, and a windshield 118. The vehicle 100 may include one or more interior components (e.g., components inside an interior space 150, or user space, of a vehicle 100, etc.), exterior components (e.g., components outside of the interior space 150, or user space, of a vehicle 100, etc.), drive systems, controls systems, structural components, etc.\n Coordinate system 102 is provided for added clarity in referencing relative locations in the vehicle 100. In this detailed description, an object is forward of another object or component if the object is located in the −X direction relative to the other object or component. Conversely, an object is rearward of another object or component if the object is located in the +X direction relative to the other object or component.\nThe vehicle 100 may be, by way of example only, a battery electric vehicle (BEV) or a hybrid electric vehicle (HEV). Where the vehicle 100 is BEV, the vehicle 100 may comprise one or more electric motors powered by electricity from an on-board battery pack. The electric motors may, for example, be mounted near or adjacent an axis or axle of each wheel 112 of the vehicle, and the battery pack may be mounted on the vehicle undercarriage 140. In such embodiments, the front compartment of the vehicle, referring to the space located under the vehicle hood 116, may be a storage or trunk space. Where the vehicle 100 is an HEV, the vehicle 100 may comprise the above described elements of a BEV with the addition of a gas-powered (or diesel-powered) engine and associated components in the front compartment (under the vehicle hood 116), which engine may be configured to drive either or both of the front wheels 112 and the rear wheels 112. In some embodiments where the vehicle 100 is an HEV, the gas-powered engine and associated components may be located in a rear compartment of the vehicle 100, leaving the front compartment available for storage or trunk space or for other uses. In some embodiments, the vehicle 100 may be, in addition to a BEV and an HEV, a fuel cell vehicle.\nAlthough shown in the form of a car, it should be appreciated that the vehicle 100 described herein may include any conveyance or model of a conveyance, where the conveyance was designed for the purpose of moving one or more tangible objects, such as people, animals, cargo, and the like. Typical vehicles may include but are in no way limited to cars, trucks, motorcycles, buses, automobiles, trains, railed conveyances, boats, ships, marine conveyances, submarine conveyances, airplanes, space craft, flying machines, human-powered conveyances, and the like.\nThe vehicle 100 may be capable of autonomous operation, wherein one or more processors receive information from various sensors around the vehicle and use that information to control the speed and direction of the vehicle 100 so as to avoid hitting obstacles and to navigate safely from an origin to a destination. In such embodiments, a steering wheel is unnecessary, as the one or more processors, rather than a vehicle occupant, control the steering of the vehicle 100.\n FIG. 2 is an example schematic of a power system 200 for the electric vehicle 100 in accordance with at least one example embodiment. The power system 200 controls the overall operation of electric motor(s) and other components within the vehicle 100.\nAs shown in FIG. 2, the system 200 includes a first battery 205, a second battery 210, a voltage converter 215 (e.g., 10-20 kW), an external power source (or charger) 220, a powertrain 225 (including an inverter and an electric motor), auxiliary components 230 (including a 400V compressor, a 400V/48V DCDC and/or a 400V/12V DCDC) and a plurality of switching elements (also referred to as switches or contactors) 1 to 7 (e.g., rated at 500 A each).\nThe voltage converter 215 converts a first voltage (e.g., 800V) to a second voltage (e.g., 400V) that is less than the first voltage to power the auxiliary components 230, for example, while the vehicle 100 is charging during a charging mode. The voltage converter 215 may be a direct current (DC) to direct current converter (DCDC).\nThe powertrain 225 is coupled to the voltage converter 215, the first battery 205, and the second battery 210 so that the first battery 205 and the second battery 210 provide the second voltage (e.g., 400V) to the powertrain 225 to power the electric vehicle 100 with the second voltage while the vehicle 100 is operating in a driving mode.\nThe plurality of switching elements 1 to 7 are part of a junction box in the electric vehicle 100, where switches 1 and 2 form a charging port 222 to receive power from an external power source 220 (see FIG. 10 for example of a junction box). The plurality of switching elements 1 to 7 control electrical connections between the charging port 222, the first battery 205, and the second battery 210. For example, on/off states of the plurality of switching elements 1 to 7 control whether the charging port 222, the first battery 205 and the second battery 210 are connected in a first configuration or a second configuration.\nThe system 200 includes at least one controller (see FIG. 8 for examples of a controller) that controls switching of the plurality of switching elements 1 to 7 to connect the first battery 205 and the second battery 210 in either the first configuration or the second configuration according to an operation mode of the electric vehicle 100. For example, when the operation mode is a charging mode, the at least one controller controls the plurality of switching elements 1 to 7 to connect the first battery 205 and the second battery 210 in the first configuration. Further, when the operation mode is a driving mode, the at least one controller controls the plurality of switching elements 1 to 7 to connect the first battery 205 and the second battery 210 in the second configuration. According to at least one example embodiment, the first configuration is the first battery 205 and the second battery 210 being connected in series, and the second configuration is the first battery 205 and the second battery 210 being connected in parallel.\n FIG. 2 further illustrates that the first and second batteries 205 and 210 may each include a fuse. However, the fuse may be omitted if desired. It should be further understood that the first battery 205 and the second battery 210 may be separate battery packs or a single battery pack tapped at locations that effectively split the single battery pack into two batteries. shows the first and second batteries 205/210 as having two battery elements each, it should be understood that\nAccording to at least one example embodiment, the plurality of switching elements 1 to 7 are electromagnetic switches that each include a plunger movable between a first position and a second position based on an applied electromagnetic field (see FIGS. 6 and 7). As shown in FIG. 2, a first pair of electromagnetic switches 1 and 2 are coupled to the charging port 222. A second pair of electromagnetic switches 3 and 4 are coupled to the first battery 205. A third pair of electromagnetic switches 6 and 7 are coupled to the second battery 210. A mode switching element 5 is coupled between the first battery 205 and the second battery 210.\nEach of the first pair of electromagnetic switches 1 and 2, the second pair of electromagnetic switches 3 and 5, and the third pair of electromagnetic switches 6 and 7 includes i) a first electromagnetic switch coupled to negative terminals of one or more of the charging port 222, the first battery 205, and the second battery 210, and ii) a second electromagnetic switch coupled to positive terminals of one or more of the charging port 222, the first battery 205, and the second battery 210. For example, the first electromagnetic switch of each of the first pair, the second pair, and the third pair are coupled to one another. The second electromagnetic switch of each of the first pair, the second pair, the third pair are coupled to one another. For example, in FIG. 2, switches 1, 3, and 6 are coupled to one another and control connections to negative terminals of the charging port 222, the first battery 205, and the second battery 210. Meanwhile, switches 2, 4, and 7 are coupled to one another and control connections to positive terminals of the charging port 222, the first battery 205, and the second battery 210.\nAs shown in FIG. 2, the mode switching element 5 includes a first terminal coupled to a positive terminal of the first battery 205, and a second terminal coupled to a negative terminal of the second battery 210. The mode switching element is ON during a charging mode and OFF during a driving mode.\n FIG. 2 illustrates connections for a charging mode of the electric vehicle 100, where the first and second batteries 205/210 are connected in series by turning ON switches 1, 2, 3, and 5 and turning OFF switches 4, 6, and 7. The connections between various elements in FIG. 2 (and subsequent figures) are illustrated by solid lines and dashed lines, where the solid lines indicate an active electrical connection between elements and the dashed lines indicate an inactive electrical connection between elements. The charging mode may be considered a fast charging mode because the batteries 205/210, which provide power to the powertrain 225 at 400V during the driving mode, are charged by the 800V external power source 220 during the charging mode.\n FIG. 3 illustrates connections of the system 200 for a driving mode of the electric vehicle 100. As shown in FIG. 3, the first and second batteries 205/210 are connected in parallel by turning OFF switches 2 and 5 and turning ON switches 3, 4, 6, and 7. Now, the vehicle 100 is disconnected from the external power source 220, and the batteries 205 and 210 provide 400V of power to the powertrain 225 and the auxiliary components 230.\n FIG. 4 illustrates connections of the system 200 upon failure of one of the batteries 205/210 during the driving mode. In particular, FIG. 4 illustrates connections of the plurality of switching elements 1 to 7 when the first battery 205 fails. In case of such a failure, switches 2, 4, and 5 are turned OFF and switches 1, 3, 6, and 7 are turned ON. This removes the first battery 205 from the system and connects the second battery 210 to the powertrain 225 and the auxiliary components 230 so that the vehicle 100 is still drivable.\n FIG. 5 is another example schematic of a power system 250 and connections for a charging mode of the electric vehicle 100 in accordance with at least one example embodiment.\nAs shown in FIG. 5, the system 250 includes a plurality of switching elements 1 to 8 that connect the first battery 205 and the second battery 210 in series during the charging mode. Here, switching element 8 may have a lower current tolerance than switching elements 1 to 7 and is coupled between the voltage converter 215 and the powertrain/auxiliary components 225/230. Switching element 8 serves to isolate the batteries 205/210 from the external power source 220 in the event of a failure of the voltage converter 215. In the arrangement shown in FIG. 5, the first battery 205 powers the powertrain/auxiliary components 225/230 during charging. That is, the voltage converter 215 is used to charge the first battery 205, which allows the first battery 205 to be balanced by the voltage converter 215. In addition, the first battery 205 serves as a power buffer for the auxiliary components 225. The switching elements 1 to 8 are then controlled to connect the batteries 205/210 in parallel for the driving mode (similar to or the same as in FIG. 3).\n FIG. 6 illustrates an example structure of one of the plurality of switching elements 1 to 7. As shown in FIG. 6, the plurality of switching elements 1 to 7 may be electromagnetic switches that each include a plunger 500 movable between a first position and a second position based on an applied electromagnetic field. The electromagnetic switches may also include connection terminals 505 and 510 to receive physical wire connections. For example, during normal operations, the plunger 500 is in a first, open position if no field is applied, and in a second, closed position upon application of a field. However, a sudden acceleration or deceleration (caused by a crash, for example) causes an inertial force that moves the plunger 500 to an undesired position to open or close the switch.\n FIG. 7 illustrates an example arrangement of switches to mitigate or prevent an accidental short circuit. FIG. 7 illustrates an example of switch failure for contactors 4 and 5 caused by a sudden acceleration or deceleration. During the driving mode, contactor 4 is normally closed (see FIG. 3) and contactor 5 is normally open. However, the sudden acceleration or deceleration causes contactor 5 to also close, thereby shorting the batteries 205/210 together. However, the short circuit can be mitigated or prevented by arranging contactor 5 perpendicular to the contactor 4 in the junction box (see FIG. 10 for more detail).\n FIG. 8 illustrates an example structure of a controller for the systems of FIGS. 2-5. As discussed with reference to FIGS. 2-5, the systems 200/250 may be controlled by at least one controller (e.g., a high voltage controller (HVC)). According to at least one example embodiment, the at least one controller is a first controller (or HVC L) 700 and a second controller 705 (or HVC R). As shown in FIG. 8, the first controller 700 is associated with the first battery 205 and operable to individually select the plurality of switching elements 1 to 7. The second controller 705 is associated with the second battery 210 and operable to individually select the plurality of switching elements 1 to 7. The first controller 700 and the second controller 705 may be implemented by one or more processors or microprocessors executing instructions on a computer readable medium. Additionally or alternatively, the first and second controllers 700/705 may be implemented by hardware, such as an application specific integrated circuit (ASIC).\nIn the event of a failure of either the first controller 700 or the second controller 705, the other of the first controller 700 and the second controller 705 controls the plurality of switching elements 1 to 7. In order to do so, the first controller 700 includes a first multi-node relay coupled to the plurality of switching elements 1 to 7, and the second controller includes a second multi-node relay coupled to the plurality of switching elements 1 to 7. The first controller 700 and the second controller 705 individually select the plurality of switching elements through the first multi-node relay and the second multi-node relay, respectively. The first and second multi-node relays may be part of the auxiliary components 230 and powered by a 12V power supply. In FIG. 8, the 800V mode refers to the charging mode and the 400V mode refers to the driving mode.\nIt should be understood that one of controllers 700 and 705 may be omitted if desired.\n FIG. 9A illustrates another example schematic of a power system 800 for the electrical vehicle 100. FIGS. 9B and 9C illustrate control sequences for the schematic of FIG. 9A, for example, as controlled by controllers 700 and/or 705, for example.\nThe connections of the switches 1 to 7 and current values shown in FIG. 9A are for a charging mode of the electric vehicle 100. The elements of FIG. 9A are the same as or similar to the elements of FIG. 2 except that FIG. 9A includes additional precharge switching elements 8 and 9, which are used during a precharge operation of the electrical vehicle 100. FIG. 9A assumes a 350 A/800V external power source 220 and a 15 kW 800/400 DCDC voltage converter 215.\n FIGS. 9B and 9C is a chart illustrating a start-up sequence for implementing a fast charging mode in the system 800 shown in FIG. 9A. FIGS. 9B and 9C include operations 1 to 19, where various operations may be omitted if desired (e.g., operations 3-10). In FIGS. 9A-9C, DCFC stands for DC fast charging, HVC L corresponds to controller 700, HVC R corresponds to controller 705, V1 to V7 are the voltages at various nodes in the system 800, VCU stands for vehicle control unit, and OBC stands for on-board controller.\n FIG. 9D is a chart illustrating a shut-down sequence to exit the fast charging mode (e.g., to enter the driving mode).\n FIG. 10 illustrates an example structure and arrangement of the plurality of switching elements within a junction box. As shown in FIG. 10, the junction box comprises a support substrate 900 that supports the plurality of switching elements 1 to 7. The support substrate 900 may be a printed circuit board (PCB) or other suitable substrate. As also shown, switching element 5 is arranged such that its plunger is perpendicular to the plunger of at least one of the other plurality of switching elements 1 to 7 on the support substrate 900. As discussed with reference to FIGS. 6 and 7, this arrangement may mitigate or alternatively prevent shorting the batteries 205/210 in the event of a crash. Although not explicitly shown, it should be understood that the plurality of switching element 1 to 7 are coupled to each other, the batteries 205/210, the voltage converter 215, the auxiliary components 230 and/or the powertrain 225 by respective bus lines.\n FIG. 11 is a flow diagram illustrating example operations of the system(s) in FIGS. 2-10.\nWhile a general order for the steps of the method 1000 is shown in FIG. 11, the method 1000 can include more or fewer steps or can arrange the order of the steps differently than those shown in FIG. 11. Generally, the method 1000 starts at operation 1004 and ends at operation 1020. The method can be executed as a set of computer-executable instructions executed by the controller(s) 700/705 and encoded or stored on a computer readable medium. Alternatively, the operations discussed with respect to FIG. 11 may be implemented by the various elements of the system(s) FIGS. 2-10. Hereinafter, the FIG. 11 shall be explained with reference to the systems, components, assemblies, devices, user interfaces, environments, software, etc. described in conjunction with FIGS. 1-10.\nIn operation 1008, the method 1000 determines an operation mode of the electric vehicle. If the operation mode is a driving mode in which the vehicle 100 is ready to be driven, the method 1000 controls the plurality of switching elements 1 to 7 that are coupled to the first battery 205 and the second battery 210 such that the first battery 205 and the second battery 210 are connected in series in operation 1012. If the operation mode is a charging mode in which the batteries 205/210 are desired to be charged, the method 1000 controls the plurality of switching elements 1 to 7 such that the first battery 205 and the second battery 210 are connected in parallel in operation 1016.\nAlthough example embodiments have been discussed with reference to specific voltage/current values, it should be understood that example embodiments are not limited thereto. For example, example embodiments may also be applied to vehicle systems that charge/operate at different voltages/currents than those specifically referenced herein.\nIn view of the foregoing description, it should be appreciated that one or more example embodiments provide a power system(s) for an electric vehicle that has dual battery packs and a switch configuration that allows for fast charging. Example embodiments also provide safety mechanisms in the event of battery/controller failure as well as short circuit prevention. Further, example embodiments may reduce cost and footprint of the power system as well as the overall weight of the vehicle (e.g., by using fewer switching elements). One or more example embodiments also provide a flexible power architecture that can be altered by removing battery cells and/or adding more battery cells in series or parallel.\nEmbodiments include a junction box for an electric vehicle. The junction box includes a charging port to receive power from an external power source, and a plurality of switching elements to control electrical connections between the charging port, a first battery, and a second battery. On/off states of the plurality of switching elements control whether the charging port, the first battery and the second battery are connected in a first configuration or a second configuration.\nAspects of the junction box include that the first configuration is a configuration in which the first and second battery are connected in parallel during a driving mode, and the second configuration is a configuration in which the first and second battery are connected in series during a charging mode.\nAspects of the junction box include that the plurality of switching elements are electromagnetic switches that each include a plunger movable between a first position and a second position based on an applied electromagnetic field.\nAspects of the junction box include a support substrate that supports the plurality of switching elements. The plurality of switching elements includes a mode switching element coupled between the first battery and the second battery. The plunger of the mode switching element is arranged perpendicular to the plunger of at least one of the other plurality of switching elements on the support substrate.\nAspects of the junction box include that the plurality of switching elements comprise a first pair of electromagnetic switches coupled to the charging port, a second pair of electromagnetic switches coupled to the first battery, and a third pair of electromagnetic switches coupled to the second battery.\nAspects of the junction box include that the plunger of the mode switching element is arranged perpendicular to the plunger of at least one the electromagnetic switches in the second pair or the third pair.\nAspects of the junction box include that each of the first pair of electromagnetic switches, the second pair of electromagnetic switches, and the third pair of electromagnetic switches includes i) a first electromagnetic switch coupled to negative terminals of one or more of the charging port, the first battery, and the second battery, and ii) a second electromagnetic switch coupled to positive terminals of one or more of the charging port, the first battery, and the second battery.\nAspects of the junction box include that the first electromagnetic switch of each of the first pair, the second pair, and the third pair are coupled to one another, and wherein the second electromagnetic switch of each of the first pair, the second pair, the third pair are coupled to one another.\nAspects of the junction box include that the plurality of switching elements includes a mode switching element that includes a first terminal coupled to a positive terminal of the first battery, and a second terminal coupled to a negative terminal of the second battery. The mode switching element is ON during a charging mode and OFF during a driving mode.\nEmbodiments include a system for an electric vehicle. The system includes a voltage converter to convert a first voltage to a second voltage that is less than the first voltage, a first battery, and a second battery. The system includes a powertrain coupled to the voltage converter, the first battery, and the second battery and to power the electric vehicle with the second voltage, and a junction box. The junction box includes a charging port to receive the first voltage from an external power source, and a plurality of switching elements to control connections between the charging port, the first battery, and the second battery. The system includes at least one controller that controls switching of the plurality of switching elements to connect the first battery and the second battery in either a first configuration or a second configuration according to an operation mode.\nAspects of the system include that when the operation mode is a charging mode, the at least one controller controls the plurality of switching elements to connect the first battery and the second battery in the first configuration.\nAspects of the system include that when the operation mode is a driving mode, the at least one controller controls the plurality of switching elements to connect the first battery and the second battery in the second configuration.\nAspects of the system include that the first configuration is the first battery and the second battery being connected in series, and the second configuration is the first battery and the second battery being connected in parallel. A number of the plurality of switching elements is equal to seven or eight.\nAspects of the system include that the at least one controller is a first controller and a second controller. The first controller is associated with the first battery and operable to individually select the plurality of switching elements, and the second controller is associated with the second battery and operable to individually select the plurality of switching elements.\nAspects of the system include that in the event of a failure of either the first controller or the second controller, the other of the first controller and the second controller controls the plurality of switching elements.\nAspects of the system include that the first controller includes a first multi-node relay coupled to the plurality of switching elements, and wherein the second controller includes a second multi-node relay coupled to the plurality of switching elements. The first controller and the second controller individually select the plurality of switching elements through the first multi-node relay and the second multi-node relay, respectively.\nAspects of the system include that the plurality of switching elements includes a mode switching element that includes a first terminal coupled to a positive terminal of the first battery, and a second terminal coupled to a negative terminal of the second battery. The mode switching element is ON in the first configuration and OFF during in the second configuration.\nAspects of the system include that the plurality of switching elements are electromagnetic switches that each include a plunger movable between a first position and a second position based on an applied electromagnetic field.\nAspects of the system include a support substrate that supports the plurality of switching elements, wherein the plurality of switching elements includes a mode switching element coupled between the first battery and the second battery. The plunger of the mode switching element is arranged perpendicular to the plunger of at least one of the other plurality of switching elements on the support substrate.\nEmbodiments include a method of operating an electric vehicle. The method includes determining an operation mode of the electric vehicle, and controlling a plurality of switching elements that are coupled to a first battery and a second battery such that the first battery and the second battery are connected in series when the operation mode is a charging mode. The method includes controlling the plurality of switching elements such that the first battery and the second battery are connected in parallel when the operation mode is a driving mode.\nAny one or more of the aspects/embodiments as substantially disclosed herein.\nAny one or more of the aspects/embodiments as substantially disclosed herein optionally in combination with any one or more other aspects/embodiments as substantially disclosed herein.\nOne or means adapted to perform any one or more of the above aspects/embodiments as substantially disclosed herein.\nThe phrases “at least one,” “one or more,” “or,” and “and/or” are open-ended expressions that are both conjunctive and disjunctive in operation. For example, each of the expressions “at least one of A, B and C,” “at least one of A, B, or C,” “one or more of A, B, and C,” “one or more of A, B, or C,” “A, B, and/or C,” and “A, B, or C” means A alone, B alone, C alone, A and B together, A and C together, B and C together, or A, B and C together.\nThe term “a” or “an” entity refers to one or more of that entity. As such, the terms “a” (or “an”), “one or more,” and “at least one” can be used interchangeably herein. It is also to be noted that the terms “comprising,” “including,” and “having” can be used interchangeably.\nThe term “automatic” and variations thereof, as used herein, refers to any process or operation, which is typically continuous or semi-continuous, done without material human input when the process or operation is performed. However, a process or operation can be automatic, even though performance of the process or operation uses material or immaterial human input, if the input is received before performance of the process or operation. Human input is deemed to be material if such input influences how the process or operation will be performed. Human input that consents to the performance of the process or operation is not deemed to be “material.”\nAspects of the present disclosure may take the form of an embodiment that is entirely hardware, an embodiment that is entirely software (including firmware, resident software, micro-code, etc.) or an embodiment combining software and hardware aspects that may all generally be referred to herein as a “circuit,” “module,” or “system.” Any combination of one or more computer-readable medium(s) may be utilized. The computer-readable medium may be a computer-readable signal medium or a computer-readable storage medium.\nA computer-readable storage medium may be, for example, but not limited to, an electronic, magnetic, optical, electrom | Embodiments include a junction box for an electric vehicle. The junction box includes a charging port to receive power from an external power source, and a plurality of switching elements to control electrical connections between the charging port, a first battery, and a second battery. On/off states of the plurality of switching elements control whether the charging port, the first battery and the second battery are connected in a first configuration or a second configuration. | US:15/712,532 | https://patentimages.storage.googleapis.com/7f/c2/d1/19c78efe78dcd3/US10727680.pdf | US:10727680 | Adam H Ing, Alexander J Smith | NIO USA Inc | US:5602459, US:5995380, US:20120007557:A1, US:20100065349:A1, US:20090212626:A1, US:8129952, US:20160352131:A1, US:20150183328:A1, US:8670888, US:20170012324:A1, US:20170141368:A1, US:20170225588:A1, US:20170305291:A1, US:10076971, US:20200023794:A1, US:20190100111:A1 | 2020-06-23 | 2020-06-23 | 1. A junction box for an electric vehicle, comprising:\na charging port to receive power from an external power source; and\na plurality of switching elements to control electrical connections between the charging port, a first battery, and a second battery, on/off states of the plurality of switching elements controlling whether the charging port, the first battery and the second battery are connected in a first configuration or a second configuration,\nwherein the first configuration is a configuration in which the first and second battery are connected in parallel during a driving mode in which the electric vehicle is being driven, and wherein the second configuration is a configuration in which the first and second battery are connected in series during a charging mode in which the first and second batteries are being charged.\n, a charging port to receive power from an external power source; and, a plurality of switching elements to control electrical connections between the charging port, a first battery, and a second battery, on/off states of the plurality of switching elements controlling whether the charging port, the first battery and the second battery are connected in a first configuration or a second configuration,, wherein the first configuration is a configuration in which the first and second battery are connected in parallel during a driving mode in which the electric vehicle is being driven, and wherein the second configuration is a configuration in which the first and second battery are connected in series during a charging mode in which the first and second batteries are being charged., 2. The junction box of claim 1, wherein the first and second batteries are charged with 800V from the external power source during the charging mode., 3. The junction box of claim 1, wherein the plurality of switching elements are electromagnetic switches that each include a plunger movable between a first position and a second position based on an applied electromagnetic field., 4. The junction box of claim 3, further comprising:\na support substrate that supports the plurality of switching elements, wherein the plurality of switching elements includes a mode switching element coupled between the first battery and the second battery, and wherein the plunger of the mode switching element is arranged perpendicular to the plunger of at least one of the other plurality of switching elements on the support substrate.\n, a support substrate that supports the plurality of switching elements, wherein the plurality of switching elements includes a mode switching element coupled between the first battery and the second battery, and wherein the plunger of the mode switching element is arranged perpendicular to the plunger of at least one of the other plurality of switching elements on the support substrate., 5. The junction box of claim 4, wherein the plurality of switching elements includes:\na first pair of electromagnetic switches coupled to the charging port;\na second pair of electromagnetic switches coupled to the first battery; and\na third pair of electromagnetic switches coupled to the second battery.\n, a first pair of electromagnetic switches coupled to the charging port;, a second pair of electromagnetic switches coupled to the first battery; and, a third pair of electromagnetic switches coupled to the second battery., 6. The junction box of claim 5, wherein the plunger of the mode switching element is arranged perpendicular to the plunger of at least one the electromagnetic switches in the second pair or the third pair., 7. The junction box of claim 5, wherein each of the first pair of electromagnetic switches, the second pair of electromagnetic switches, and the third pair of electromagnetic switches includes i) a first electromagnetic switch coupled to negative terminals of one or more of the charging port, the first battery, and the second battery, and ii) a second electromagnetic switch coupled to positive terminals of one or more of the charging port, the first battery, and the second battery., 8. The junction box of claim 7, wherein the first electromagnetic switch of each of the first pair, the second pair, and the third pair are coupled to one another, and wherein the second electromagnetic switch of each of the first pair, the second pair, the third pair are coupled to one another., 9. The junction box of claim 1, wherein the plurality of switching elements includes a mode switching element that includes a first terminal coupled to a positive terminal of the first battery, and a second terminal coupled to a negative terminal of the second battery, and wherein when the mode switching element is ON during the charging mode and OFF during the driving mode., 10. A system for an electric vehicle, comprising:\na voltage converter to convert a first voltage to a second voltage that is less than the first voltage;\na first battery;\na second battery;\na powertrain coupled to the voltage converter, the first battery, and the second battery and to power the electric vehicle with the second voltage;\na junction box including:\na charging port to receive the first voltage from an external power source; and\na plurality of switching elements to control connections between the charging port, the first battery, and the second battery; and\n\nat least one controller that controls switching of the plurality of switching elements to connect the first battery and the second battery in either a first configuration or a second configuration according to an operation mode,\nwherein, when the operation mode is a charging mode in which the first and second batteries are charged, the at least one controller controls the plurality of switching elements to connect the first battery and the second battery in series, and\nwherein, when the operation mode is a driving mode in which the electric vehicle is driven, the at least one controller controls the plurality of switching elements to connect the first battery and the second battery in parallel.\n, a voltage converter to convert a first voltage to a second voltage that is less than the first voltage;, a first battery;, a second battery;, a powertrain coupled to the voltage converter, the first battery, and the second battery and to power the electric vehicle with the second voltage;, a junction box including:\na charging port to receive the first voltage from an external power source; and\na plurality of switching elements to control connections between the charging port, the first battery, and the second battery; and\n, a charging port to receive the first voltage from an external power source; and, a plurality of switching elements to control connections between the charging port, the first battery, and the second battery; and, at least one controller that controls switching of the plurality of switching elements to connect the first battery and the second battery in either a first configuration or a second configuration according to an operation mode,, wherein, when the operation mode is a charging mode in which the first and second batteries are charged, the at least one controller controls the plurality of switching elements to connect the first battery and the second battery in series, and, wherein, when the operation mode is a driving mode in which the electric vehicle is driven, the at least one controller controls the plurality of switching elements to connect the first battery and the second battery in parallel., 11. The system of claim 10, wherein the first and second batteries are charged with 800V during the charging mode., 12. The system of claim 11, wherein the powertrain has an operating voltage of 400V., 13. The system of claim 10, wherein a number of the plurality of switching elements is equal to seven or eight., 14. The system of claim 10, wherein the at least one controller is a first controller and a second controller, wherein the first controller is associated with the first battery and operable to individually select the plurality of switching elements, and wherein the second controller is associated with the second battery and operable to individually select the plurality of switching elements., 15. The system of claim 14, wherein, in the event of a failure of either the first controller or the second controller, the other of the first controller and the second controller controls the plurality of switching elements., 16. The system of claim 15, wherein the first controller includes a first multi-node relay coupled to the plurality of switching elements, and wherein the second controller includes a second multi-node relay coupled to the plurality of switching elements, wherein the first controller and the second controller individually select the plurality of switching elements through the first multi-node relay and the second multi-node relay, respectively., 17. The system of claim 10, wherein the plurality of switching elements includes a mode switching element that includes a first terminal coupled to a positive terminal of the first battery, and a second terminal coupled to a negative terminal of the second battery, and wherein when the mode switching element is ON in the first configuration and OFF during in the second configuration., 18. The system of claim 10, wherein the plurality of switching elements are electromagnetic switches that each include a plunger movable between a first position and a second position based on an applied electromagnetic field., 19. The system of claim 18, further comprising:\na support substrate that supports the plurality of switching elements, wherein the plurality of switching elements includes a mode switching element coupled between the first battery and the second battery, and wherein the plunger of the mode switching element is arranged perpendicular to the plunger of at least one of the other plurality of switching elements on the support substrate.\n, a support substrate that supports the plurality of switching elements, wherein the plurality of switching elements includes a mode switching element coupled between the first battery and the second battery, and wherein the plunger of the mode switching element is arranged perpendicular to the plunger of at least one of the other plurality of switching elements on the support substrate., 20. A method of operating an electric vehicle, comprising:\ndetermining an operation mode of the electric vehicle;\ncontrolling a plurality of switching elements that are coupled to a first battery and a second battery such that the first battery and the second battery are connected in series when the operation mode is a charging mode in which the first and second batteries are charged; and\ncontrolling the plurality of switching elements such that the first battery and the second battery are connected in parallel when the operation mode is a driving mode in which the electric vehicle is driven.\n, determining an operation mode of the electric vehicle;, controlling a plurality of switching elements that are coupled to a first battery and a second battery such that the first battery and the second battery are connected in series when the operation mode is a charging mode in which the first and second batteries are charged; and, controlling the plurality of switching elements such that the first battery and the second battery are connected in parallel when the operation mode is a driving mode in which the electric vehicle is driven. | US | United States | Active | B | True |
| 355 | 车辆用的电源系统及其控制方法 \n | CN102574471B | 技术领域\n\t本发明涉及车辆用的电源系统及其控制方法，更特定地涉及使用从外部电源供给的电力来对搭载于车辆的蓄电装置进行充电的充电控制。 \n\t背景技术\n\t近年来，作为有益于环境的车辆，搭载蓄电装置(例如二次电池、电容器等)、使用从蓄积于蓄电装置的电力产生的驱动力来行驶的电动车辆受到注目。该电动车辆包括例如电动汽车、混合动力汽车、燃料电池车等。并且，提案了通过发电效率高的商用电源对搭载于这些电动车辆的蓄电装置进行充电的技术。 \n\t在混合动力车中，与电动汽车同样，也已知有能够从车辆外部的电源(以下简称为“外部电源”)对车载的蓄电装置充电的车辆。例如，已知能够通过以充电电缆连接设置于住宅的电源插座与设置于车辆的充电口，从通常家庭的电源对蓄电装置充电的所谓的“插电式混合动力车”。由此，能够期待提高混合动力汽车的燃料经济性。 \n\t另外，在这些电动车辆中，用于对车辆室内进行空调的空调机有时使用来自蓄电装置的电力而被驱动。在如此构成的车辆中，即使在车辆停止的情况下，也能够进行车内的空调。 \n\t在日本特开2006-057583号公报(专利文献1)中，公开了在混合动力车辆中在车辆停止时进行空调的所谓的预空调控制。 \n\t现有技术文献 \n\t专利文献1：日本特开2006-057583号公报 \n\t发明内容\n\t发明要解决的课题 \n\t在能够使用来自外部电源的电力进行充电的车辆中，在外部充电中进行预空调时，有时主要由来自外部电源的电力来驱动空调机。 \n\t并且，空调机有时在预空调中间歇地进行运转和停止，在这样的情况下，由于相对于空调机的紧急停止而来自充电装置的输出电力的降低会延迟，蓄电装置的充电电力渐渐增加，存在蓄电装置变为过充电的危险。 \n\t本发明是为了解决这样的问题而完成的，本发明的目的在于，在搭载有能够通过外部电源进行充电的蓄电装置的车辆中，提供一种能够防止在外部充电时的预空调时蓄电装置变为过充电的电源系统。 \n\t用于解决课题的手段 \n\t本发明的车辆用的电源系统具备可充电的蓄电装置、充电装置、空调机、接受来自蓄电装置的电力的辅机负载、和控制装置。充电装置进行使用从外部电源供给的交流电力来对蓄电装置充电的外部充电。空调机被从充电装置以及蓄电装置供给电源，对车辆的室内进行空调。并且，控制装置在外部充电中空调机间歇运转的情况下，当存在蓄电装置变为过充电的危险时，控制充电装置和辅机负载的至少一方，以使得从蓄电装置输出的电力增加。 \n\t优选，控制装置检测蓄电装置的充电状态，并且在蓄电装置的充电状态大于第一基准值的情况下，停止从充电装置输出电力。 \n\t优选，控制装置基于蓄电装置的充电状态来设定蓄电装置的放电电力上限值，并且在从蓄电装置输出的电力超过放电电力上限值的情况下，即使在蓄电装置的充电状态大于第一基准值时，也由充电装置输出超过放电电力上限值的量的电力。 \n\t优选，控制装置在蓄电装置的充电状态变为小于比第一基准值小的第二基准值的情况下，增加从充电装置输出的电力。 \n\t优选，第二基准值为蓄电装置的外部充电完成时的充电目标值。 \n\t优选，控制装置检测蓄电装置的充电状态，并且在蓄电装置的充电状态大于第一基准值的情况下，由辅机负载消耗蓄积于蓄电装置的电力。 \n\t优选，控制装置在蓄电装置的充电状态变为小于比第一基准值小的第二基准值的情况下，停止由辅机负载消耗蓄积于蓄电装置的电力。 \n\t优选，蓄电装置包括多个蓄电装置。 \n\t本发明的车辆用的电源系统的控制方法，车辆具备可充电的蓄电装置、充电装置、空调机、和接受来自蓄电装置的电力的辅机负载。充电装置进行使用从外部电源供给的交流电力来对蓄电装置充电的外部充电。空调机被从充电装置以及蓄电装置供给电力，用于对车辆的室内进行空调。并且，控制方法包括：在外部充电中使空调机运转的步骤；和在空调机间歇运转的情况下，当存在蓄电装置变为过充电的危险时，控制充电装置和辅机负载的至少一方，以使得从蓄电装置输出的电力增加的步骤。 \n\t优选，控制方法还包括：检测蓄电装置的充电状态的步骤；和在蓄电装置的充电状态大于第一基准值的情况下，停止从充电装置输出电力的步骤。 \n\t优选，控制方法还包括：基于蓄电装置的充电状态来设定蓄电装置的放电电力上限值的步骤；和在从蓄电装置输出的电力超过放电电力上限值的情况下，即使在蓄电装置的充电状态大于第一基准值时，也由充电装置输出超过放电电力上限值的电力的步骤。 \n\t优选，控制方法还包括：在蓄电装置的充电状态变为小于比第一基准值小的第二基准值的情况下，增加从充电装置输出的电力的步骤。 \n\t优选，控制方法还包括：检测蓄电装置的充电状态的步骤；和在蓄电装置的充电状态大于第一基准值的情况下，由辅机负载消耗蓄积于蓄电装置的电力的步骤。 \n\t优选，控制方法还包括：在蓄电装置的充电状态变为小于比第一基准值小的第二基准值的情况下，停止由辅机负载消耗蓄积于蓄电装置的电力的步骤。 \n\t发明的效果 \n\t根据本发明，在搭载有能够通过外部电源进行充电的蓄电装置的车辆的电源系统中，能够防止在外部充电时的预空调时蓄电装置变为过充电。 \n\t附图说明\n\t图1是搭载有本发明的实施方式的电源系统的车辆的整体框图。 \n\t图2是表示PCU的内部构成的一例的图。 \n\t图3是表示在外部充电时空调机运转的情况下的电力的流动的图。 \n\t图4是表示在进行预空调时空调机紧急停止的情况下的电力的流动的图。 \n\t图5是用于说明没有应用过充电防止控制的比较例的情况下的SOC的变化的图。 \n\t图6是用于说明应用了实施方式1的过充电防止控制的情况下的SOC的变化的图。 \n\t图7是用于说明在实施方式1中由ECU执行的过充电防止控制的功能框图。 \n\t图8是用于说明在实施方式1中由ECU执行的过充电防止控制处理的详细内容的流程图。 \n\t图9是表示与蓄电装置的SOC的变化对应的高SOC标记的状态的图。 \n\t图10是用于说明应用了实施方式1的变形例的过充电防止控制的情况下的SOC的变化的图。 \n\t图11是用于说明在实施方式1的变形例中由ECU执行的过充电防止控制的功能框图。 \n\t图12是用于说明在实施方式1的变形例中由ECU执行的过充电防止控制处理的详细内容的流程图。 \n\t图13是用于说明蓄电装置放电的情况下的充电装置的输出电力的下限值的图。 \n\t图14是用于说明蓄电装置充电的情况下的充电装置的输出电力的上限值的图。 \n\t图15是用于说明在实施方式2中由ECU执行的、考虑了蓄电装置的放电电力上限值的过充电防止控制处理的详细内容的流程图。 \n\t图16是搭载有实施方式3的具有多个蓄电装置的电源系统的车辆100A的整体框图。 \n\t具体实施方式\n\t以下参照附图对本发明的实施方式进行详细说明。此外，对图中相同或者相当的部分标记相同的附图标记，不重复其说明。 \n\t[实施方式1] \n\t图1是搭载有本发明的实施方式的电源系统的车辆100的整体框图。 \n\t参照图1，车辆100具备蓄电装置110、系统主继电器(以下也称为SMR(System Main Relay))115、作为驱动装置的PCU(Power Control Unit)120、电动发电机130、动力传递齿轮140、驱动轮150、和控制装置(以下也称为ECU(Electronic Control Unit))300。 \n\t蓄电装置110是构成为能够充放电的电力储藏元件。蓄电装置110构成为包括例如锂离子电池、镍氢电池或铅蓄电池等二次电池、双电荷层电容器等的蓄电元件。 \n\t蓄电装置110经由SMR115与用于驱动电动发电机130的PCU120连接。并且，蓄电装置110将用于产生车辆100的驱动力的电力供给到PCU120。另外，蓄电装置110蓄积由电动发电机130发电所得的电力。蓄电装置110的输出例如为200V。 \n\tSMR115所包含的继电器分别插在连接蓄电装置110与PCU120的电力线PL1、NL1上。并且，SMR115基于来自ECU300的控制信号SE1，对蓄电装置110与PCU120之间的电力的供给和切断进行切换。 \n\t图2是表示PCU120的内部构成的一例的图。 \n\t参照图2，PCU120包括转换器121、逆变器(inverter)122、和电容器C1、C2。 \n\t转换器121基于来自ECU300的控制信号PWC，在电力线PL1、NL1和电力线HPL、NL1之间进行电力变换。 \n\t逆变器122与电力线HPL、NL1连接。逆变器122基于来自ECU300 的控制信号PWI来驱动电动发电机130。 \n\t电容器C1设置在电力线PLL、NL1之间，使电力线PLL、NL1之间的电压变动减少。另外，电容器C2设置在电力线HPL、NL1之间，使电力线HPL、NL1之间的电压变动减少。 \n\t再次参照图1，电动发电机130为交流旋转电机，例如为具备埋设有永磁体的转子的永磁体型同步电动机。 \n\t电动发电机130的输出转矩经由由减速器和/或动力分配机构构成的动力传递齿轮140传递至驱动轮150，使车辆100行驶。电动发电机130在车辆100再生制动时，能够通过驱动轮150的旋转力进行发电。并且，该发电电力通过PCU120变换为蓄电装置110的充电电力。 \n\t另外，在除电动发电机130以外还搭载有发动机(未图示)的混合动力汽车中，通过使该发动机以及电动发电机130协调工作，来产生必要的车辆驱动力。在该情况下，也能够使用发动机的旋转产生的发电电力来对蓄电装置110充电。 \n\t即，本实施方式中的车辆100，表示搭载有用于产生车辆驱动力的电动机的车辆，包括通过发动机以及电动机产生车辆驱动力的混合动力汽车、没有搭载发动机的电动汽车以及燃料电池汽车等。 \n\t通过从图示的车辆100的构成中除去电动发电机130、动力传递齿轮140以及驱动轮150以外的部分，构成车辆的电源系统。 \n\t电源系统，进而作为低电压系统(辅机系统)的构成，包括空调机160、DC/DC转换器170、辅机电池180、和辅机负载190。 \n\t空调机160与电力线PL1、NL1连接。空调机160基于预空调信号PAC由从ECU300输出的控制信号OPE来控制，对车辆100的室内进行空调。 \n\tDC/DC转换器170与电力线PL1、NL1连接，基于来自ECU300的控制信号PWD，对从蓄电装置110供给的直流电压进行电压变换。并且，DC/DC转换器170将电力供给到辅机电池180以及辅机负载190。 \n\t辅机电池180代表性地由铅蓄电池构成。辅机电池180的输出电压比蓄电装置110的输出电压低，例如为12V左右。 \n\t辅机负载190包括例如灯类、刮水器、加热器、音频、导航系统等。辅机负载190基于来自ECU300的控制信号DRV而运转。 \n\tECU300包括均未在图1中图示的CPU(Central Processing Unit：中央处理单元)、存储装置以及输入输出缓冲器，进行来自各传感器等的信号的输入和/或向各设备的控制信号的输出，并且进行车辆100以及各设备的控制。此外，关于这些控制并不限于由软件实现的处理，也能够由专用的硬件(电子电路)进行处理。 \n\tECU300接受由均未图示的包含于蓄电装置110的电压传感器、电流传感器检测出的、蓄电装置110的电压VB以及电流IB的检测值。并且，ECU300基于这些检测值来运算蓄电装置的充电状态(以下也称为SOC(State of Charge)和/或充放电电力上限值Win、Wout。 \n\tECU300生成用于驱动PCU120、DC/DC转换器170、空调机160以及辅机负载190等的控制信号并将其输出。ECU300输出用于控制SMR115的控制信号SE1。 \n\t电源系统，作为用于通过来自外部电源260的电力对蓄电装置110充电的构成，包括连接部230、充电装置200、和继电器210。 \n\t在连接部230上连接有充电电缆250的充电连接器251。并且，来自外部电源260的电力经由充电电缆250被传递至车辆100。 \n\t充电电缆250除了充电连接器251以外还包括用于与外部电源260的插座261连接的电源插头253、和用于对来自外部电源260的电力的供给和切断进行切换的继电器252。此外，继电器252并不是必要的，充电电缆250也可以设为不包括继电器252的构成。 \n\t继电器210分别插在连接蓄电装置110和充电装置200的电力线PL2、NL2上。并且，继电器210基于来自ECU300的控制信号SE2，对蓄电装置110与充电装置200之间的电力的供给和切断进行切换。 \n\t充电装置200通过电力线ACL1、ACL2与连接部230连接。另外，充电装置200经由继电器210与蓄电装置110连接。并且，充电装置200将从外部电源260供给的交流电力变换为能够对蓄电装置110充电的直流电力。\n\t图1中的空调机160在车辆行驶中使用来自蓄电装置110的电力而驱动。另外，在外部充电时，空调机160使用来自蓄电装置110的电力以及/或者通过充电装置200进行了变换得到的来自外部电源的电力，在车辆停止中进行对车内进行空调的预空调。 \n\t使用图3以及图4，对外部充电时的预空调中的问题点进行说明。 \n\t图3是表示在外部充电时空调机160运转的情况下的电力的流动的图。 \n\t参照图3，外部充电时的预空调通常而言在蓄电装置110的充电完成后进行。因此，预空调时，如图3中的箭头AR1所示，主要从充电装置200供给用于驱动空调机160的电力。 \n\t此外，为了防止由于用于检测蓄电装置110的电压、电流的传感器（未图示）的误差等而在预空调中向蓄电装置110进行充电的情况，如图中的虚线箭头AR2所示，也有时从蓄电装置110供给些微电力。 \n\t另外，预空调可以与蓄电装置110的充电一起进行，在该情况下，来自充电装置200的电力向蓄电装置110以及空调机160供给。 \n\t图4是表示在进行预空调时空调机160紧急停止的情况下的电力的流动的图。空调机160有时为了维持作为目标的车内温度而间歇运转，有时在达到了预定的目标室内温度时等停止。 \n\t参照图4，在蓄电装置110的充电完成的情况下，当空调机160停止时，如果除此以外没有消耗电力的设备，则不需要从充电装置200供给电力。因此，响应于空调机160停止，充电装置200的输出电力降低。 \n\t然而，在空调机160紧急停止的情况下，在充电装置200中输出电力来不及降低，在充电装置200停止之前的过渡期所输出的电力被供给到蓄电装置110。通过该电力，进一步对蓄电装置110充电。 \n\t并且，在长时间持续空调机160的运转/停止的反复的情况下，蓄电装置110的SOC渐渐增加。其结果，存在蓄电装置110变为超过可充电的上限值的过充电的危险。 \n\t最近，存在蓄电装置110采用锂离子电池的情况。在该锂离子电池中， 通常而言，若长时间持续过充电，则有时发生由于正极的分解导致的氧放出和/或在负极侧的金属锂的析出，存在由此引起电池的故障和/或劣化的危险。因此，特别是在采用了锂离子电池的情况下，更进一步需要严格防止过充电。 \n\t于是，在本实施方式中，在外部充电时的预空调中，进行用于防止伴随空调机160的间歇运转产生的蓄电装置110的过充电的过充电防止控制。 \n\t使用图5以及图6，对本实施方式中的过充电防止控制的概要进行说明。 \n\t图5是用于说明没有应用过充电防止控制的比较例的情况下的SOC的变化的图。在图5中，横轴表示时间，纵轴表示空调机160的使用电力、充电装置200的输出电力、蓄电装置110的电力以及蓄电装置110的SOC。此外，在图5、图6以及后述的图10中，关于各电力，将从蓄电装置110放电的方向的电力表示为正，将对蓄电装置110充电的方向的电力表示为负。 \n\t参照图5，考虑在蓄电装置110的SOC变为目标值之后开始空调机160的预空调的状态。在时刻t1之前空调机160处于停止的状态。 \n\t在时刻t1，例如通过来自操作者的起动指令、预先设定的定时的起动指令，开始空调机160的运转。与此相伴，来自充电装置200的输出电力增加。另外，为了防止上述那样由于传感器的误差等对蓄电装置110充电的情况，也从蓄电装置110放电些微的电力。 \n\t然后，在时刻t2，由于例如车内的温度到达了目标温度，空调机160停止。与此相伴，来自蓄电装置110的放电也停止，来自充电装置200的输出电力也停止。然而，空调机160无关于充电装置200的控制而进行运转/停止，因此充电装置200在检测出空调机160停止之后开始输出电力的降低。因此，在空调机160停止之后，也从充电装置200过渡地继续输出如图5中的D1所示那样的电力。 \n\t如此过渡地输出的电力并不在空调机160中消耗，而是成为蓄电装置110的充电电力。由此，如时刻t2～t3之间所示，蓄电装置110的电力向 充电侧(负侧)增加。其结果，蓄电装置110的SOC上升。 \n\t在时刻t3，例如当车内的温度上升而再次开始空调机160的运转时，与时刻t1～t2同样地，从充电装置200以及蓄电装置110输出电力。然后，在时刻t4，当空调机160停止时，由于在时刻t4～t5期间从充电装置200输出的电力被充电至蓄电装置110，由此SOC进一步增加。 \n\t如此，由于空调机160间歇运转，SOC渐渐增加。其结果，在长时间持续这样的空调机160的间歇运转的情况下，有可能蓄电装置110的SOC超过可充电的上限值而变为过充电。 \n\t另外，也能够预先考虑该SOC的增加而设定充电目标值。但是，因为这样将充电目标值设定地较低，所以满充电状态下的SOC变低。于是，能够不使用发动机而通过蓄电装置110的电力行驶的所谓的EV行驶的距离会变短。 \n\t另一方面，图6是用于说明应用了实施方式1的过充电防止控制的情况下的SOC的变化的图。图6中除了图5的内容以外，纵轴还示出了高SOC标记HS-FLG。 \n\t参照图6，与图5的情况同样地，在时刻t11开始预空调。然后，由于空调机160间歇运转，在图中的t11～t15期间SOC渐渐增加。 \n\t然后，在时刻t16空调机160停止而SOC进一步增加，在时刻t17，蓄电装置110的SOC超过用于限制充电装置200的驱动的阈值STP_LIM(图6中的点P1)。相应于此，高SOC标记HS-FLG被设定为ON。 \n\t在高SOC标记HS-FLG被设定为ON的期间，即使空调机160开始运转，充电装置200也没有被驱动。因此，空调机160使用来自蓄电装置110的电力而被驱动。由此，蓄电装置110的放电电力增加，并且蓄电装置110的SOC降低。 \n\t然后，在时刻t18，蓄电装置110的SOC变为比解除充电装置200的驱动限制的阈值STRT_LIM低(图6中的点P2)，相应于此，高SOC标记HS-FLG被设定为OFF。 \n\t由此，再次开始充电装置200的运转，使用来自充电装置200的电力 来驱动空调机160。 \n\t通过重复这样的控制，在外部充电时的预空调中，即使空调机160间歇运转，也能够将SOC维持在阈值STP_LIM与STRT_LIM之间附近，因此能够防止蓄电装置110的过充电。 \n\t此外，在图6中，将解除充电装置200的驱动限制的阈值STRT_LIM设定为比充电目标值低的值，但也可以将该充电目标值设定为阈值STRT_LIM。如此，能够最低限地确保作为目标的SOC，因此能够防止可EV行驶的距离缩短。 \n\t | 电源系统具备：可充电的蓄电装置(110)；充电装置(200)，其构成为进行使用从外部电源(260)供给的交流电力来对蓄电装置(110)充电的外部充电；空调机(160)，其被从充电装置(200)以及蓄电装置(110)供给电力，用于对车辆(100)的室内进行空调；辅机负载(190)；以及ECU(300)。并且，ECU(300)在外部充电中空调机(160)间歇运转的情况下，当存在蓄电装置(110)变为过充电的危险时，控制充电装置(200)和辅机负载(190)的至少一方，以使得从蓄电装置(110)输出的电力增加。 | CN:200980161360.7A | https://patentimages.storage.googleapis.com/85/6e/b3/163c74b2695b59/CN102574471B.pdf | CN:102574471:B | 远藤弘树 | Toyota Motor Corp | NaN | Not available | 2014-03-12 | 1.一种车辆用的电源系统，具备：, 可充电的蓄电装置（110、111、112）；, 充电装置（200），其构成为进行使用从外部电源（260）供给的交流电力来对所述蓄电装置（110）充电的外部充电；, 空调机（160），其被从所述充电装置（200）以及所述蓄电装置（110）供给电力，用于对所述车辆的室内进行空调；, 辅机负载（190），其接受来自所述蓄电装置（110）的电力，, 所述车辆用的电源系统的特征在于，还具备控制所述充电装置的控制装置（300），, 所述控制装置（300）检测所述蓄电装置（110）的充电状态，并且在所述外部充电中所述空调机（160）间歇运转的情况下，在所述蓄电装置（110）的充电状态大于第一基准值时，停止从所述充电装置（200）输出电力，以使得从所述蓄电装置（110）输出的电力增加，, 所述控制装置（300）基于所述蓄电装置（110）的充电状态来设定所述蓄电装置（110）的放电电力上限值，并且在从所述蓄电装置（110）输出的电力超过所述放电电力上限值的情况下，即使在所述蓄电装置（110）的充电状态大于所述第一基准值时，也由所述充电装置（200）输出超过所述放电电力上限值的超过部分的电力，以确保所述空调机所需的电力。, \n \n, 2.根据权利要求1所述的车辆用的电源系统，其中，, 所述控制装置（300）在所述蓄电装置（110）的充电状态变为小于比所述第一基准值小的第二基准值的情况下，增加从所述充电装置（200）输出的电力。, \n \n, 3.根据权利要求2所述的车辆用的电源系统，其中，, 所述第二基准值为所述蓄电装置（110）的外部充电完成时的充电目标值。, 4.一种车辆用的电源系统，具备：, 可充电的蓄电装置（110、111、112）；, 充电装置（200），其构成为进行使用从外部电源（260）供给的交流电力来对所述蓄电装置（110）充电的外部充电；, 空调机（160），其被从所述充电装置（200）以及所述蓄电装置（110）供给电力，用于对所述车辆的室内进行空调；, 辅机负载（190），其接受来自所述蓄电装置（110）的电力，, 所述车辆用的电源系统的特征在于，还具备控制所述充电装置的控制装置（300），, 所述控制装置（300）检测所述蓄电装置（110）的充电状态，并且在所述外部充电中所述空调机（160）间歇运转的情况下，在所述蓄电装置（110）的充电状态大于第一基准值时，由所述辅机负载（190）消耗蓄积于所述蓄电装置（110）的电力。, \n \n, 5.根据权利要求4所述的车辆用的电源系统，其中，, 所述控制装置（300）在所述蓄电装置（110）的充电状态变为小于比所述第一基准值小的第二基准值的情况下，停止由所述辅机负载（190）消耗蓄积于所述蓄电装置（110）的电力。, \n \n \n \n \n \n, 6.根据权利要求1～5中任一项所述的车辆用的电源系统，其中，, 所述蓄电装置包括多个蓄电装置（110、111、112）。, 7.一种车辆用的电源系统的控制方法，, 所述车辆具备：, 可充电的蓄电装置（110、111、112）；, 充电装置（200），其构成为进行使用从外部电源（260）供给的交流电力来对所述蓄电装置（110）充电的外部充电；, 空调机（160），其被从所述充电装置（200）以及所述蓄电装置（110）供给电力，用于对所述车辆的室内进行空调；以及, 辅机负载（190），其接受来自所述蓄电装置（110）的电力，, 所述控制方法的特征在于，包括：, 在所述外部充电中使所述空调机（160）运转的步骤；, 检测所述蓄电装置（110）的充电状态的步骤；, 在所述空调机（160）间歇运转的情况下，在所述蓄电装置（110）的充电状态大于第一基准值时，停止从所述充电装置（200）输出电力，以使得从所述蓄电装置（110）输出的电力增加的步骤；, 基于所述蓄电装置（110）的充电状态来设定所述蓄电装置（110）的放电电力上限值的步骤；和, 在从所述蓄电装置（110）输出的电力超过所述放电电力上限值的情况下，即使在所述蓄电装置（110）的充电状态大于所述第一基准值时，也由所述充电装置（200）输出超过所述放电电力上限值的超过部分的电力，以确保所述空调机所需的电力的步骤。, \n \n, 8.根据权利要求7所述的车辆用的电源系统的控制方法，其中，还包括：, 在所述蓄电装置（110）的充电状态变为小于比所述第一基准值小的第二基准值的情况下，增加从所述充电装置（200）输出的电力的步骤。, 9.一种车辆用的电源系统的控制方法，, 所述车辆具备：, 可充电的蓄电装置（110、111、112）；, 充电装置（200），其构成为进行使用从外部电源（260）供给的交流电力来对所述蓄电装置（110）充电的外部充电；, 空调机（160），其被从所述充电装置（200）以及所述蓄电装置（110）供给电力，用于对所述车辆的室内进行空调；以及, 辅机负载（190），其接受来自所述蓄电装置（110）的电力，, 所述控制方法的特征在于，包括：, 在所述外部充电中使所述空调机（160）运转的步骤；, 检测所述蓄电装置（110）的充电状态的步骤；和, 在所述空调机（160）间歇运转的情况下，在所述蓄电装置（110）的充电状态大于第一基准值时，由所述辅机负载（190）消耗蓄积于所述蓄电装置（110）的电力的步骤。, \n \n, 10.根据权利要求9所述的车辆用的电源系统的控制方法，其中，还包括：, 在所述蓄电装置（110）的充电状态变为小于比所述第一基准值小的第二基准值的情况下，停止由所述辅机负载（190）消耗蓄积于所述蓄电装置（110）的电力的步骤。 | CN | China | Expired - Fee Related | B | True |
| 356 | Battery modules, a battery pack, and a method for replacing the battery modules \n | US11367908B2 | The background description provided herein is for the purpose of generally presenting the context of the disclosure. Work of the presently named inventors, to the extent the work is described in this background section, as well as aspects of the description that may not otherwise qualify as prior art at the time of filing, are neither expressly nor impliedly admitted as prior art against the present disclosure.\nU.S. 20110025268 A1 describes replacing a battery pack of an electronic vehicle. An electric vehicle having a battery-pack to be replaced is stopped opposite a replacing section, its wheels are swiveled automatically to 90 degrees, then the electric vehicle travels to the replacing section when it becomes vacant for releasing there its discharged battery-pack. The electric vehicle then elevates its body in order to clear the discharged battery-pack, and retreats to its waiting station.\nAccording to the present disclosure, a battery pack is provided. The battery pack includes a first battery module and a second battery module. The first battery module includes a charging socket configured to charge the first battery module. The charging socket is conformed to a standard configuration. The first battery module includes first terminals for electrically coupling to the second battery module and a cooling interface connected to a conduit in the first battery module to cool the first battery module. The cooling interface can be conformed to a standard configuration.\nAccording to an aspect of the present disclosure, the second battery module can include second terminals. The battery pack includes a high voltage (HV) module interconnect system electrically connecting the first and second battery modules via the first and second terminals, respectively. The HV module interconnect system can include one or more switches that are configured to electrically isolate the first battery module from the second battery module. The HV module interconnect system can include one or more switches that are configured to electrically isolate the battery pack from an electric motor in a vehicle where the battery pack is included in the vehicle.\nThe first battery module can be configured to be charged externally via the charging socket.\nIn an example, the first terminals are positive and negative direct current (DC) terminals configured to charge the first battery module via fast DC charging and the first terminals form a DC socket that is included in the charging socket.\nAccording to an aspect of the present disclosure, a method of changing a battery module in a vehicle includes electrically isolating the battery module from a HV module interconnection system that connects the battery module and one or more other modules in a battery pack in the vehicle. The battery module includes a charging socket configured to charge the battery module. The charging socket is conformed to a standard configuration. The method includes removing the battery module from a compartment of the vehicle where the battery pack is positioned in the compartment, and installing another battery module into the compartment. The method can include charging the battery module via the charging socket after removing the battery module from the compartment. In an example, charging the battery module includes charging the battery module via a DC socket in the charging socket using fast DC charging where the DC socket includes positive and negative DC terminals.\nAccording to an aspect of the present disclosure, the HV module interconnection system includes one or more switches. Isolating the battery module further includes activating the one or more switches to isolate the battery module from the HV module interconnection system.\nAccording to an aspect of the present disclosure, the method further includes electrically isolating the battery pack from an electric motor of the vehicle.\nAccording to an aspect of the present disclosure, the method further includes positioning the vehicle in a charging station prior to electrically isolating the battery module from the HV module interconnection system. The method can include placing the battery module into a charging bank in the charging station after removing the battery module from the compartment of the vehicle.\nThe method can include determining whether the other battery module is connected to the battery pack.\nVarious embodiments of this disclosure that are proposed as examples will be described in detail with reference to the following figures, wherein like numerals reference like elements, and wherein:\n FIGS. 1A-1B show a side view and a top view of an exemplary vehicle including a battery pack according to the present disclosure;\n FIG. 2 is an exemplary interface of a battery module according to the present disclosure;\n FIGS. 3A-30 show exemplary battery packs according to the present disclosure;\n FIG. 4 shows an exemplary battery pack according to the present disclosure; and\n FIG. 5 is a flow chart illustrating a process 500 according to the present disclosure.\nA vehicle, such as an electric vehicle, can include a rechargeable battery pack. The vehicle can be powered by the battery pack. The battery pack can include multiple battery modules. In some examples, recharging the battery pack or a battery module can be time consuming. According to the present disclosure, a battery module can be individually replaced or swapped. When the battery module in the battery pack is depleted, the depleted battery module can be replaced by a fully charged battery module and the depleted battery module can be charged, for example, at a charging station. The battery module can include a plurality of electrical and mechanical connections, for example, for charging, using, and cooling the battery module, for communication, and/or the like. The plurality of electrical and mechanical connections can include one or more charging sockets (or charging ports, charging inlets, receptacles) for charging the battery module, a cooling interface, terminals including a positive terminal (or a positive direct current (DC) terminal) and a negative terminal (or a negative DC terminal), a communication interface, and/or the like. In an example, the terminals including the positive and negative terminals can be integrated into the one or charging sockets. The cooling interface can include an inlet port and an outlet port for circulating a coolant to maintain a suitable temperature for the battery module. The multiple battery modules in the battery pack can be connected using a high voltage (HV) module interconnect system. The battery module can be attachable to the HV module interconnect system to provide electrical power to the vehicle via the terminals. The battery module can communicate with an external device, such as a controller in the vehicle, using the communication interface.\nAccording to the present disclosure, one or more of the plurality of electrical and mechanical connections can be configured to conform to certain standard(s) or standard configuration(s), and thus the battery module can be swapped with another battery module. The one or more charging sockets can include standard charging sockets that can be connected to plugs conformed to certain standards such as a Society of Automotive Engineers (SAE) J1772 (also referred to as an IEC Type 1) plug, a SAE Combo plug, a CHArge de MOve (CHAdeMO) plug, and/or the like. Certain properties, such as heat dissipation properties and electrical properties, of the battery module can be conformed to certain standard(s) or certain standard configuration(s) to facilitate swapping of the battery module.\n FIG. 1A shows a side view of an exemplary vehicle 100 including a battery pack 110 according to the present disclosure. FIG. 1B shows a bottom view of the vehicle 100 according to the present disclosure. An energy source of the vehicle 100 includes at least the battery pack 110. The vehicle 100 can include an electric motor (not shown) for propelling the vehicle 100. The battery pack 110 can provide power to the electric motor. The vehicle 100 can include additional battery pack(s). The vehicle 100 can be solely powered by electrical power. The vehicle 100 can be powered by electrical power and other energy sources, such as gasoline, compressed hydrogen, and/or the like. The vehicle 100 can be an all-electric or battery electric vehicle (AEV or BEV), a plug-in electric vehicle, a plug-in hybrid vehicle, a hybrid electric vehicle, or the like.\nThe battery pack 110 can be located in any suitable location. Referring to FIGS. 1A-1B, the battery pack 110 is positioned underneath the vehicle 100 and between a front wheel 121 and a rear wheel 122. By way of example (not shown), the battery pack 110 is positioned underneath a cargo area where the cargo area is at a rear end of the vehicle 100.\nThe battery pack 110 includes multiple battery modules 111-114. FIG. 1A shows a left side of the battery modules 111-114. FIG. 1B shows a bottom side of the battery modules 111-114. The battery modules 111-114 can be accessed from the bottom side, the left side, a right side, or the like for removal and/or installation of the battery modules 111-114. Similarly, the battery pack 110 can be accessed from the bottom side, the left side, the right side, or the like for removal and/or installation of the battery pack 110.\nIn general, the battery modules 111-114 can be connected in any suitable circuit configuration, such as in a parallel circuit to increase amp-hour capacity, in a series circuit to increase a voltage output and thus obtain a desired voltage, or in a series-parallel circuit. As shown in FIG. 1B, the battery modules 111-114 can be connected in a parallel circuit via a HV module interconnect system 120.\nEach of the battery modules 111-114 can include a battery housing 121/122/123/124 and a battery (not shown) having a plurality of battery cells, such as lithium ion cells. An output voltage of the battery module can be a few hundred volts (V), such as 200 to 800 V. By way of example, 96 battery cells are organized into 8 battery modules where each battery module includes 12 battery cells. The 8 battery modules form a battery pack. The battery can be sealed inside the battery housing 121/122/123/124. The battery housings 121-124 can be constructed using any durable material(s), such as metal(s), alloy(s), composite material(s), combination(s) thereof to support and protect the battery from external shocks, such as heat, vibration, crashing, and/or the like. The battery housings 121-124 can include waterproof and fire retardant material(s), such as aluminum or stainless steel. The battery housings 121-124 can include a plurality of electrical and mechanical connections for charging, using, and cooling the battery module, for communication, and/or the like, as described above and described below with reference to FIG. 2.\nThe battery pack 110 can be located in a battery compartment 130. The battery compartment 130 can be attached to the vehicle 100 and provide mechanical support to the battery pack 110 including the battery modules 111-114. The battery compartment 130 and the battery modules 111-114 can include any suitable mechanical and/or electromechanical structures or members configured to secure the battery modules 111-114 in the battery compartment 130 and to facilitate installation and removal of the battery module into and out of the battery compartment 130, such as fastening structures and alignment structures. The mechanical and/or electromechanical structures can include bolts, nuts, protrusion structures (e.g., poles or posts), recesses, slots, fasteners, latches, springs, and/or the like. One or more of the mechanical and/or electromechanical structures can be controlled remotely, for example, by activating a button in a control area of the vehicle 100. The button can be a virtual button on a touch screen.\nEach of the battery modules 111-114 can include one or more sensors, such as temperature sensor(s), voltage sensor(s), and current sensor(s). The battery module can include a conduit for coolant that is connected to the cooling interface. The battery module can be controlled by a controller, such as a battery management system (BMS). The controller can measure and control a temperature of the battery module, monitor and indicate a charging status (or a battery level), and monitor and indicate a quality (such as a lifetime) of the battery module. The controller can be located in the battery module, and thus each battery module can have the respective controller. The controller can also be located externally, such as in the battery pack 110, the vehicle 100, or a charging station. The battery housing can include a communication interface (also referred to as a vehicle communication connection) that is configured to communicate with an external device, such as the controller of the vehicle 100 or a controller at a charging station.\nA HV module interconnect system 120 can include one or more service plugs or switches. When a set of the one or more service plugs is removed, the battery module can be electrically isolated from remaining battery modules in the battery pack 110, thus facilitating a safe change of or service for the battery module. The battery pack 110 can also be isolated similarly by removing a service plug or opening a switch in the HV module interconnect system 120.\nAs described above, the battery housing can include the plurality of electrical and mechanical connections. Referring to FIG. 1B, the plurality of electrical and mechanical connections can be located on sides 101-104 of the respective battery modules 111-114. According to the present disclosure, one or more of the plurality of electrical and mechanical connections can include standard charging socket(s) conformed to certain standard(s) or standard configuration(s) that are used by different manufacturers to manufacture battery modules, and thus can be connected to a standard charging plug, such as J1772 and CSS2. Further, different battery modules can have identical or compatible regulations regarding heat dissipation properties, electrical properties, physical sizes and shapes, and the like of the battery module, that facilitate replacing individual battery modules. Accordingly, a depleted or a faulty battery module can be individually replaced, for example, during a long trip (e.g., more than 150 miles) at a charging station where a technician or a robot can replace the depleted or the faulty battery module with a fully charged battery module having compatible or identical charging sockets. The replacement can be completed within a duration comparable to that of refueling a gasoline powered vehicle. Therefore, a user of the vehicle 100 does not need to wait for a long time to charge the depleted battery pack 110 or the depleted battery module.\n FIG. 2 is an exemplary interface 200 of a battery module according to the present disclosure. The battery module can be one of the battery modules 111-114. The interface 200 can be located on the battery housing. The interface 200 can include a charging socket 210, a communication interface 220, a cooling interface 230, and/or the like. The charging socket 210 can be any suitable charging socket, such as an alternating current (AC) socket, a DC socket, a combination of an AC socket and a DC socket, or the like. In general, an AC socket is configured to charge the battery module using an alternating current, for example, via a single phase or 3-phase. A DC socket is configured to charge the battery module using a direct current, for example, via fast DC charging. Referring to FIG. 2, the charging socket 210 can include an AC socket 211 for 3-phase AC charging and a DC socket 213 for fast DC charging. In an example, the AC socket can include a terminal for negative line voltage a, a terminal for positive line voltage b, and a terminal for neutral c. The DC socket 213 can include a positive DC terminal d and a negative DC terminal e.\nAccording to the present disclosure, the charging socket 210 can be a standard charging socket that can be connected or mated to a standard charging plug, such as a SAE J1772 plug, a SAE Combo plug, a CHAdeMO plug, an International Electrotechnical Commission (IEC) 62196 plug, or the like, to facilitate replacing the battery module individually. In an example, the charging socket 210 can be configured to conform to International Electrotechnical Commission (IEC) 62196 that includes configurations for suitable operable voltages, frequencies, current levels, and/or the like. In an example, the vehicle 100 can be configured to conform to International Organization for Standardization (ISO) 17409 and ISO 18246. The interface 200 can include additional charging socket(s) based on design considerations for the battery module. The charging socket 210 can include pin(s) for signaling control information and/or battery module information. The charging socket 210 can also include a terminal, such as a 24 V terminal for battery management functionality during offline charging. The battery module can include an AC/DC convertor.\nIn an example, a charging socket can include a plurality of terminals, such as a terminal for negative line voltage, a terminal for positive line voltage, a terminal for neutral, a terminal for ground, a positive DC terminal, and a negative DC terminal. The plurality of terminals can be configured in a variety of ways to achieve 3-phase AC charging, single phase AC charging, DC fast charging, and/or the like. Accordingly, the charging socket can be mated to a standard charging plug, such as J1772, Combined Charging System (CCS)1, CCS2, or the like.\nThe cooling interface 230 includes an inlet port 231 and an outlet port 232 connected to corresponding ports on the vehicle 100 or other battery module(s), allowing a coolant to flow through the battery module, for example, to maintain a suitable temperature during operation of the vehicle 100 and/or charging of the battery module. The inlet port 231 and the outlet port 232 can be connected to a conduit inside the battery module. A pump (not shown) in the vehicle 100 can be used to pump the coolant during the operation of the vehicle 100 to maintain a suitable temperature of the battery module. When the battery module is removed from the vehicle 100 and is being charged externally, a pump at a charging station can maintain a suitable temperature of the battery module, for example, during fast DC charging. When the battery module is removed from the vehicle 100 and is being charged externally, the inlet port 231 and the outlet port 232 can be sealed and no cooling is implemented during charging, such as charging at home. The inlet port 231 and the outlet port 232 can be standard ports used for cooling and can be used in different vehicles. A leakless quick disconnect fitting can be used for the inlet and outlet ports 231-232.\nIn an example, the same cooling interface 230 is used during operation of the vehicle 100 and when charging the battery module, such as in DC fasting charging. Alternatively, the cooling interface 230 is used to maintain a suitable temperature during the operation of the vehicle 100, and another cooling interface 240 including an inlet port 241 and an outlet port 242 is used to maintain a suitable temperature for the battery module during charging, such as fast DC charging at a charging station.\nThe communication interface 220 can be configured to communicate with an external device, such as a controller (e.g., a battery management unit (BMU), a battery management system (BMS), an Electronic Control Unit (ECU) in the vehicle 100), using any suitable communication technologies, such as wired, wireless, fiber optic communication technologies, and any suitable combination thereof. The communication interface 220 can use wireless technologies, such as IEEE 802.15.1 or Bluetooth, IEEE 802.11 or Wi-Fi, mobile network technologies, and the like. The communication interface 220 can send battery module information that indicates, for example, temperature, voltage, current, battery module status, and/or the like to the external device. The battery module status can indicate remaining power of the battery module, thus indicating whether the battery module needs to be recharged or swapped. The communication interface 220 can be designed with robustness for high connection cycles. In an example, the communication interface 220 can be conformed to a certain standard or standard configuration, such as common across manufacturers.\nIn general, the charging socket 210, the communication interface 220, the cooling interface 230, and/or the like in the interface 200 can be located on one or more sides of the battery module. As shown in FIG. 2, the charging socket 210, the communication interface 220, the cooling interface 230, and/or the like, in the interface 200 can be located on a single side, such as one of the sides 101-104, of the battery module. Alternatively, the charging socket 210, the communication interface 220, the cooling interface 230, and/or the like, in the interface 200 are located on a plurality of sides of the battery module.\nAs described above, the battery pack 110 can include multiple battery modules connected in any suitable circuit configuration. FIGS. 3A-3B show a top view and a side view of an exemplary battery pack, respectively, according to the present disclosure. The battery pack 110 includes the battery modules 111-114 connected in a parallel circuit. The HV module interconnect system 120 can include a first bus bar 321 and a second bus bar 322. Positive terminals 331-334 of the respective battery modules 111-114 can be connected by the first bus bar 321. Negative terminals 341-344 of the respective battery modules 111-114 can be connected by the second bus bar 322. In an example, the positive and negative terminals 331 and 341 are the positive and negative terminals d-e in the DC socket 213. Similarly, the positive and negative terminals 332 and 342 can be the positive and negative terminals d-e in the DC socket 213; the positive and negative terminals 333 and 343 can be the positive and negative terminals d-e in the DC socket 213; and the positive and negative terminals 334 and 344 can be the positive and negative terminals d-e in the DC socket 213.\nThe first and second bus bars 321-322 can include any suitable conducting material(s), such as copper, aluminum, metal alloy(s), and/or the like, and have any suitable shape(s) and size(s). The positive and negative terminals 331-334 and 341-344 can have any suitable shape(s), material(s), and locations to enable robust connections with corresponding contacts, such as the first and second bus bars 321-322, in the vehicle 100.\nVarious mechanisms can be used for robust connections for the positive and negative terminals 331-334 and 341-344. Springs can be used to facilitate removal or installation of the respective battery module. As shown in FIG. 3A, the positive and negative terminals 331-334 and 341-344 can be poles or posts protruding from the respective battery modules 111-114. One or more of the positive and negative terminals 331-334 and 341-344 can be recessed into the respective battery modules 111-114 and respective poles of the first and second bus bars 321-322 can be inserted into the one or more of the positive and negative terminals 331-334 and 341-344. The positive and negative terminals 331-334 and 341-344 can be located on a same side of the respective battery module 111-114, as shown in FIG. 3A. Alternatively, the positive and negative terminals 331-334 and 341-344 can be located on different sides of the respective battery module 111-114.\n FIGS. 3C-3D show a top view and a side view the battery pack 100 having a parallel circuit, respectively, according to the present disclosure. Components in the parallel circuit in FIGS. 3C-3D are similar or identical to those in FIGS. 3A-3B, and thus detailed descriptions are omitted for purposes of brevity. The parallel circuit further includes safety features as described below. The first bus bar 321 can include switches 351-354 and the second bus bar 322 can include switches 361-364. The switches 351-354 and 361-364 can be used to isolate one or more of the battery modules 111-114, for example, from the battery pack 110 or the electric motor when the one or more of the battery modules 111-114 are to be removed from the battery pack 110. For example, when the battery module 112 is to be removed for recharging, the switches 351-352 and 361-362 can be placed in open positions to isolate the battery module 112, and thus reducing potential electrical danger when removing the battery module 112. For example, when the compartment 130 is opened or accessed to replace the battery module 112, a sensor detects that the compartment 130 is open and sends the information to, for example, a controller of the vehicle 100. The controller can then isolate the battery module 112 by opening the switches 351-352 and 361-362. Alternatively, the switches 351-352 and 361-362 can also be opened manually by activating a button in a control area of the vehicle 100. Subsequently, the positive terminal 332 and the negative terminal 342 can be disconnected from the first bus bar 321 and the second bus bar 322, respectively. When the battery module 112 is installed into the vehicle 100, the switches 351-352 and 361-362 that are open can be closed either automatically or manually.\nThe battery pack 110 can be isolated from the electrical motor or the vehicle 100 by opening at least one of the switches 354 and 364. When the compartment 130 is opened to replace a battery module, a sensor detects that the compartment 130 is open and sends the information to, for example, the controller of the vehicle 100. The controller can then isolate the HV module interconnect system 120 or the battery pack 110 by opening the switch 354 and/or the switch 364. Similarly, the switches 354 and 364 can be opened manually by activating a button in the control area of the vehicle 100. When the compartment 130 is closed, the switches 354 and 364 can be placed into close positions either automatically or manually. For example, the sensor can sense that the compartment 130 is closed, and thus the controller can trigger the switches 354 and 364 to be closed. Alternatively, a button can be activated in the control area of the vehicle to close the switches 354 and 364.\nIn the FIGS. 3A-3D examples, the battery modules 111-114 are coupled together by a bus architecture including the first and second bus bars 321-322. Other suitable connection techniques can also be used in the HV module interconnect system 120.\nIn general, the battery modules 111-114 in the battery pack 110 can be arranged in any suitable configuration based on desired electrical properties of the battery pack 110. The HV module interconnect system 120 can be adapted accordingly, for example, to include additional bus bars and switches. FIGS. 3E-30 show the HV module interconnect system 120 including bus bars 391-392 and switches 371-387 according to aspects of the disclosure. The bus bars 391-392 can be connected to an electric motor 393 for propelling the vehicle 100. The HV module interconnect system 120 can be used to connect one or more of the battery modules 111-114 to the electric motor 393 and accordingly various circuit configurations can be obtained by adjusting configurations of the switches 371-387.\nReferring to FIG. 3E, a circuit 301E includes the battery modules 111-114, the electric motor 393, and the HV module interconnect system 120. The battery modules 111-114 are disconnected from the electric motor 393 and from each other, and thus are inactive. In an example, the switches 371-377, 381, and 385-397 are Single Pole Single Throw (SPST) relays. The switches 378-380 and 382-384 are Single Pole Double Throw (SPDT) relays. The switches 371-374 can be configured to determine active/inactive states of ground connections (e.g., the negative terminals 341-344) for the battery modules 111-114, respectively. The switches 375-377 can be configured to determine active/inactive states of positive contacts (e.g., the positive terminals 342-344) for the battery modules 112-114, respectively. For example, when one of the switches 375-377 is connected or active, the respective terminal is in parallel connection; otherwise, the respective terminal is in a series connection or disconnected. The switches 378-380 can configure positive terminal connection(s) in a parallel or a series connection. The switch 381 can be configured to determine active/inactive state of positive connection at an end of line (EOL). The switches 382-384 can be configured to determine whether two adjacent battery modules are configured in a series connection or a parallel connection. The switches 385-387 can be configured for dual redundancy for positive contact active/inactive connection.\nReferring to FIG. 3F, a circuit 301F includes the battery modules 111-114, the electric motor 393, and the HV module interconnect system 120. The battery modules 111-114 are connected in series, and then connected to the electric motor 393.\nReferring to FIG. 3G, a circuit 301G includes the battery modules 111-114, the electric motor 393, and the HV module interconnect system 120. The battery modules 111-114 are connected in parallel, similar to that shown in FIG. 3A or FIG. 3C, and then connected to the electric motor 393.\nReferring to FIG. 3H, a circuit 301H includes the battery modules 111-114, the electric motor 393, and the HV module interconnect system 120. The battery modules 111-112 are connected in series as a first component, the battery modules 113-114 are connected in series as a second component, and the first and second components are connected in parallel. The first and second components can be connected to the electric motor 393.\nReferring to FIG. 31, a circuit 3011 includes the battery modules 111-114, the electric motor 393, and the HV module interconnect system 120. The battery module 111 is disconnected from the battery modules 112-114 and the electric motor 393. The battery modules 112-114 are connected in series, and then can be connected to the electric motor 393. Accordingly, the battery module 111 is inactive and the battery modules 112-114 can be active.\nReferring to FIG. 3J, a circuit 301J includes the battery modules 111-114, the electric motor 393, and the HV module interconnect system 120. The battery module 111 is disconnected from the battery modules 112-114 and the electric motor 393. The battery modules 112-114 are connected in parallel, and then can be connected to the electric motor 393. Accordingly, the battery module 111 is inactive and the battery modules 112-114 can be active.\nReferring to FIG. 3K, a circuit 301K includes the battery modules 111-114, the electric motor 393, and the HV module interconnect system 120. The battery module 111 is disconnected from the battery modules 112-114 and the electric motor 393. The battery modules 113-114 are connected in series as a first component, and the first component is connected to the battery module 112 in parallel. Further, the first component and the battery module 112 can be connected to the electric motor 393. Accordingly, the battery module 111 is inactive and the battery modules 112-114 can be active.\nReferring to FIG. 3L, a circuit 301L includes the battery modules 111-114, the electric motor 393, and the HV module interconnect system 120. The battery modules 111-112 are disconnected from the battery modules 113-114 and the electric motor 393. The battery modules 111-112 are also disconnected from each other. The battery modules 113-114 are connected in series, and then can be connected to the electric motor 393. Accordingly, the battery modules 111-112 are inactive and the battery modules 113-114 can be active.\nReferring to FIG. 3M, a circuit 301M includes the battery modules 111-114, the electric motor 393, and the HV module interconnect system 120. The battery modules 111-112 are disconnected from the battery modules 113-114 and the electric motor 393. The battery modules 111-112 are also disconnected from each other. The battery modules 113-114 are connected in parallel, and then can be connected to the electric motor 393. Accordingly, the battery modules 111-112 are inactive and the battery modules 113-114 can be active.\nReferring to FIG. 3N, a circuit 301N includes the battery modules 111-114, the electric motor 393, and the HV module interconnect system 120. The battery modules 111-113 are disconnected | Aspects of the disclosure provide a battery pack, battery modules, and a method for replacing the battery modules. The battery pack can include a first battery module and a second battery module. The first battery module can include a charging socket configured to charge the first battery module and the charging socket is conformed to a standard configuration. The charging socket can include first terminals for electrically coupling to the second battery module and a cooling interface connected to a conduit in the first battery module to cool the first battery module. The method can include electrically isolating the first battery module from a HV module interconnection system that connects the first and second battery modules in a vehicle. The method can include removing the first battery module from a compartment of the vehicle where the battery pack is positioned and installing another battery module into the compartment. | US:16/690,902 | https://patentimages.storage.googleapis.com/93/b2/a0/3814a0d761d62f/US11367908.pdf | US:11367908 | Caleb M. Rogers | Toyota Motor Engineering and Manufacturing North America Inc | FR:2705926:A1, US:6184656, US:20030209375:A1, US:20050269995:A1, US:20080137290:A1, US:20090139781:A1, US:20090058355:A1, US:20090198372:A1, US:20110025268:A1, US:8146694, US:20140093766:A1, US:9156360, US:20170279169:A1, US:10266066, US:20170005371:A1, US:20170232865:A1, US:20170327091:A1, US:20180026243:A1, US:20200028223:A1, US:20190016231:A1, US:20200164760:A1, US:20190283626:A1, US:20210057694:A1, US:10355254, US:20200280197:A1 | Not available | 2019-06-04 | 1. A battery pack, comprising:\na first battery module and a second battery module, the first battery module including:\na charging socket configured to charge the first battery module, the charging socket being conformed to a standard configuration;\nfirst terminals electrically coupled to the second battery module; and\na cooling interface connected to a conduit in the first battery module to cool the first battery module; and\n\na high voltage (HV) module interconnect system electrically connecting the first and second battery modules, the HV module interconnect system including one or more switches that are configured to electrically isolate the first battery module from the second battery module that is adjacent to the first battery module.\n, a first battery module and a second battery module, the first battery module including:\na charging socket configured to charge the first battery module, the charging socket being conformed to a standard configuration;\nfirst terminals electrically coupled to the second battery module; and\na cooling interface connected to a conduit in the first battery module to cool the first battery module; and\n, a charging socket configured to charge the first battery module, the charging socket being conformed to a standard configuration;, first terminals electrically coupled to the second battery module; and, a cooling interface connected to a conduit in the first battery module to cool the first battery module; and, a high voltage (HV) module interconnect system electrically connecting the first and second battery modules, the HV module interconnect system including one or more switches that are configured to electrically isolate the first battery module from the second battery module that is adjacent to the first battery module., 2. The battery pack of claim 1, wherein the cooling interface is conformed to a standard configuration., 3. The battery pack of claim 1, wherein:\nthe second battery module includes second terminals; and\nthe high voltage (HV) module interconnect system electrically connects the first and second battery modules via the first terminals and the second terminals, respectively.\n, the second battery module includes second terminals; and, the high voltage (HV) module interconnect system electrically connects the first and second battery modules via the first terminals and the second terminals, respectively., 4. The battery pack of claim 1, wherein the HV module interconnect system comprises one or more switches that are configured to electrically isolate the battery pack from an electric motor in a vehicle, the battery pack being included in the vehicle., 5. The battery pack of claim 1, wherein the first battery module is configured to be charged externally via the charging socket., 6. The battery pack of claim 1, wherein the first terminals are positive and negative direct current (DC) terminals configured to charge the first battery module via fast DC charging, the first terminals forming a DC socket that is included in the charging socket., 7. A battery module, comprising:\na charging socket configured to charge the battery module, the charging socket being conformed to a standard configuration;\nterminals electrically coupled to another battery module; and\na cooling interface connected to a conduit in the battery module to cool the battery module, wherein\nthe battery module and the other battery module are electrically connected to a high voltage (HV) module interconnect system, and one or more switches in the HV module interconnect system are configured to electrically isolate the battery module from the other battery module that is adjacent to the battery module.\n, a charging socket configured to charge the battery module, the charging socket being conformed to a standard configuration;, terminals electrically coupled to another battery module; and, a cooling interface connected to a conduit in the battery module to cool the battery module, wherein, the battery module and the other battery module are electrically connected to a high voltage (HV) module interconnect system, and one or more switches in the HV module interconnect system are configured to electrically isolate the battery module from the other battery module that is adjacent to the battery module., 8. The battery module of claim 7, wherein the cooling interface is conformed to a standard configuration., 9. The battery module of claim 7, wherein\nthe other battery module includes second terminals; and\nthe battery module and the other battery module are electrically connected to the HV module interconnect system via the terminals and the second terminals, respectively.\n, the other battery module includes second terminals; and, the battery module and the other battery module are electrically connected to the HV module interconnect system via the terminals and the second terminals, respectively., 10. The battery module of claim 7, wherein the battery module is configured to be charged externally via the charging socket., 11. The battery module of claim 7, wherein the terminals including positive and negative DC terminals configured to charge the battery module via fast DC charging, the terminals forming a DC socket that is included in the charging socket., 12. A method of replacing a battery module in a vehicle, comprising:\nelectrically isolating the battery module from a high voltage (HV) module interconnection system that connects the battery module in a battery pack and one or more other modules in the battery pack in the vehicle, the battery module including a charging socket configured to charge the battery module, the charging socket being conformed to a standard configuration, the one or more other modules in the battery pack being adjacent to the battery module;\nremoving the battery module from a compartment of the vehicle, the battery pack being positioned in the compartment; and\ninstalling another battery module into the compartment.\n, electrically isolating the battery module from a high voltage (HV) module interconnection system that connects the battery module in a battery pack and one or more other modules in the battery pack in the vehicle, the battery module including a charging socket configured to charge the battery module, the charging socket being conformed to a standard configuration, the one or more other modules in the battery pack being adjacent to the battery module;, removing the battery module from a compartment of the vehicle, the battery pack being positioned in the compartment; and, installing another battery module into the compartment., 13. The method of claim 12, further comprising:\nafter removing the battery module from the compartment, charging the battery module via the charging socket.\n, after removing the battery module from the compartment, charging the battery module via the charging socket., 14. The method of claim 12, wherein\nthe HV module interconnection system includes one or more switches; and\nisolating the battery module further includes activating the one or more switches to isolate the battery module from the HV module interconnection system.\n, the HV module interconnection system includes one or more switches; and, isolating the battery module further includes activating the one or more switches to isolate the battery module from the HV module interconnection system., 15. The method of claim 12, further comprising:\nelectrically isolating the battery pack from an electric motor of the vehicle.\n, electrically isolating the battery pack from an electric motor of the vehicle., 16. The method of claim 12, further comprising:\npositioning the vehicle in a charging station prior to electrically isolating the battery module from the HV module interconnection system; and\nafter removing the battery module from the compartment of the vehicle, placing the battery module into a charging bank in the charging station.\n, positioning the vehicle in a charging station prior to electrically isolating the battery module from the HV module interconnection system; and, after removing the battery module from the compartment of the vehicle, placing the battery module into a charging bank in the charging station., 17. The method of claim 12, further comprising:\ndetermining whether the other battery module is connected to the battery pack.\n, determining whether the other battery module is connected to the battery pack., 18. The method of claim 13, wherein charging the battery module comprises charging the battery module via a DC socket in the charging socket using fast DC charging, the DC socket including positive and negative DC terminals. | US | United States | Active | H | True |
| 357 | Power conversion apparatus and junction box \n | US10661668B2 | This is a continuation of U.S. patent application Ser. No. 14/777,594 filed on Sep. 16, 2015 which is the National Phase Entry of International Application No. PCT/JP2014/001859 filed on Mar. 28, 2014 which claims priority from Japanese Patent Application No. 2013-078544 filed on Apr. 4, 2013, Japanese Patent Application No. 2013-078546 filed on Apr. 4, 2013 and Japanese Patent Application No. 2013-140526 filed on Jul. 4, 2013. The contents of these applications are incorporated herein by reference in their entireties.\nThe present invention relates to a power conversion apparatus and a junction box to be installed in a vehicle.\nIn recent years, electric vehicles (EVs) or plug-in hybrid electric vehicles (PHEVs) have become popular. These vehicles each include: a battery; a charging apparatus configured to charge the battery using an external power supply (commercial power supply); an inverter configured to convert a direct current from the battery to an alternating-current; and a motor configured to drive a wheel of the vehicle using the alternating-current from the inverter (e.g., see Patent Literature (hereinafter, referred to as “PTL”) 1. These devices are electrically connected to each other.\nPTL 1\nJapanese Patent Application Laid-Open No. 2012-240477\nThe technique disclosed in PTL 1 adopts a harness as a means for electrical connection, thus connecting devices respectively housed in different casings to each other via a harness. Accordingly, the technique disclosed in PTL 1 has the following problems.\nMore specifically, the harness is exposed to the outside of each casing, so that processing to coat the harness with an insulator and/or waterproofing needs to be applied to the harness in order to ensure safety. Such processing requires costs.\nMoreover, use of a harness requires custom processing for a connection portion of the harness in each connection-target device. Such processing requires costs as well.\nAn object of the present invention is to ensure safety as well as to achieve complete waterproofing without additional costs.\nA power conversion apparatus according to an aspect of the present invention includes: a charging apparatus that charges a battery using an external power supply; an inverter that converts a current of the battery from a direct current to an alternating-current and that supplies the alternating-current to a motor; and a junction box that relays electrical connection, in which the inverter, the charging apparatus, and the junction box are housed in a single casing, and the charging apparatus and the junction box are electrically connected to each other while the junction box and the inverter are electrically connected to each other, in which the junction box and the inverter are connected to each other via a bus bar.\nA junction box according to an aspect of the present invention includes a protruding portion to be inserted into an opening formed in a partition member of a casing that is internally divided into a plurality of spaces by the partition member, in which the protruding portion includes an insulation portion and serves as a connection portion for a bus bar.\nAccording to the present invention, it is made possible to ensure safety as well as to achieve complete waterproofing without additional costs.\n FIG. 1 is a block diagram illustrating an example of a power conversion apparatus according to Embodiment 1 of the present invention;\n FIG. 2 is an exploded perspective view illustrating an example of the power conversion apparatus according to Embodiment 1 of the present invention;\n FIG. 3 is a lateral cross-sectional view illustrating an example of the vicinity of a fastening portion of the power conversion apparatus according to Embodiment 1 of the present invention;\n FIG. 4 is a lateral cross-sectional view illustrating an example of the vicinity of a bus bar according to Embodiment 1 of the present invention;\n FIGS. 5A and 5B are each a lateral cross-sectional view illustrating an example of a vehicle installation position for the power conversion apparatus according to Embodiment 1 of the present invention;\n FIG. 6 is an exploded perspective view illustrating an example of a power conversion apparatus according to Embodiment 2 of the present invention;\n FIG. 7 is an exploded perspective view illustrating an example of the structures of work windows and lids of the power conversion apparatus according to Embodiment 2 of the present invention;\n FIG. 8 is a perspective view illustrating an example of how the lids are fixed to the work windows of the power conversion apparatus according to Embodiment 2 of the present invention;\n FIG. 9 is a front view illustrating an example of the work windows of the power conversion apparatus according to Embodiment 2 of the present invention;\n FIG. 10 is a front view illustrating an example of how a first lid is fixed to the work window of the power conversion apparatus according to Embodiment 2 of the present invention;\n FIG. 11 is a front view illustrating an example of how the first lid and a second lid are fixed to the work windows of the power conversion apparatus according to Embodiment 2 of the present invention; and\n FIG. 12 is a plan view illustrating an example of an interlock mechanism of the power conversion apparatus according to Embodiment 2 of the present invention.\nHereinafter, a description will be given of a power conversion apparatus according to Embodiment 1 of the present invention with reference to the accompanying drawings.\n FIG. 1 is a block diagram illustrating a configuration example of the power conversion apparatus according to Embodiment 1.\nIn FIG. 1, power conversion apparatus 100 is an apparatus to be installed in a vehicle such as an EV and includes: casings 11 and 12; inverter 13, which serves as a power conversion circuit; charging apparatus 14; and junction box 15. In power conversion apparatus 100, a single casing is formed by combination of casing 11 (an example of a first casing) and casing 12 (an example of a second casing) and is divided into casings 11 and 12 by partition member 10. Partition member 10 is a member serving as the bottom of casing 12 (hereinafter, may be referred to as “bottom member”).\n Casings 11 and 12 are molded using an aluminum cast, for example, and are heat-resistant and rigid. Casings 11 and 12 are ensured for airtightness in order to prevent entry of a water droplet or dust or the like into casing 11 and 12, respectively.\n Casing 11 includes inverter 13 in an inner portion (an example of a first space) of casing 11. Inverter 13 converts a direct current (or DC-power) supplied from battery 30 to a three-phase alternating-current (or AC power) and outputs the current to motor 40.\nMeanwhile, casing 12 includes charging apparatus 14 and junction box 15 in an inner portion (an example of a second space) of casing 12. Charging apparatus 14 includes an AC-DC conversion circuit and/or a DC-DC conversion circuit and receives power from external power supply 20 and generates a charging voltage for battery 30. Junction box 15 is an apparatus configured to relay electrical connection between battery 30, charging apparatus 14, and inverter 13 and also to distribute the flow of power, and is called an electricity distribution box.\n Charging apparatus 14 is electrically connected to external power supply (commercial power supply) 20 via an external connector (not illustrated) and electrically connected to junction box 15. For example, charging apparatus 14 and junction box 15 are connected via a bus bar.\n Junction box 15 is connected to battery 30 via a harness, for example. Thus, charging apparatus 14 converts power from external power supply 20 into a direct current from an alternating-current, and charges, via junction box 15, battery 30, which is installed in the vehicle. Battery 30 is a secondary battery configured to store power for driving motor 40.\n Inverter 13 is electrically connected to motor 40 and is also electrically connected to junction box 15. Inverter 13 and junction box 15 are connected to each other via bus bar 16. Bus bar 16 is made of metal (e.g., made of copper) and has the positive pole and negative pole. Bus bar 16 passes through opening 17, which is formed in partition member 10, and connects inverter 13 and junction box 15 together. Thus, inverter 13 converts a current supplied from battery 30 via junction box 15 to an alternating-current (e.g., three-phase alternating-current) and supplies the current to motor 40, which is mounted in a vehicle. Motor 40 drives a wheel of the vehicle using the alternating-current.\n FIG. 2 is an exploded perspective view illustrating a configuration example of the power conversion apparatus according to Embodiment 1.\nIn FIG. 2, power conversion apparatus 100 is separated into casings 11 and 12, and lid 18. Casings 11 and 12, and lid 18 are each made of metal.\n Casings 11 and 12 each substantially has an open-top cuboid shape. Casing 12 is superimposed on and fastened with casing 11. Bottom member 10 of casing 12 serves as a lid portion of casing 11 when superimposed on chasing 11. Meanwhile, the opening of casing 12 is covered by lid 18. Note that, how casings 11 and 12 are fastened together will be described using FIG. 3, hereinafter.\nIn FIG. 2, external power supply connection portion 19, which is disposed on a side surface of casing 12, serves as an interface for connection with external power supply 20. In addition, casing 12 includes a battery connection portion (not illustrated), which serves as an interface for connection with battery 30, and which is disposed on a side surface opposite to the side surface where external power supply connection portion 19 is disposed. Moreover, a motor connection portion (not illustrated), which serves as an interface for connection with motor 40 is disposed on the bottom of casing 11.\nIn FIG. 2, casing 12 includes one interlock (not illustrated). This interlock detects that lid 18 has been opened (open state of lid 18). With this detection, the current in power conversion apparatus 100 is controlled to stop. Although it will be described hereinafter, a fastening portion for fastening casings 11 and 12 is disposed within each casing. Accordingly, the user always needs to remove lid 18 of casing 12 in order for the user to touch the inside of casing 11. This configuration eliminates the need for an interlock to detect an opening state of the lid in casing 11. Stated differently, the interlock of casing 12 also serves as the interlock for casing 11.\n FIG. 3 is a lateral cross-sectional view illustrating a configuration example of the fastening portion of power conversion apparatus 100 according to Embodiment 1.\nThe fastening portion for fastening casings 11 and 12 is disposed inside casings 11 and 12. In FIG. 3, the fastening portion is formed of screw 21 and screw hole 22, for example. Screw hole 22 is formed in each of casings 11 and 12. When casing 11 is appropriately superimposed on casing 12, single screw hole 22, which is a through hole, is formed. Casings 11 and 12 are fastened together by inserting screw 21 into screw hole 22. Note that, although only one position of the fastening portion is illustrated in FIG. 3, it is preferred that a plurality of fastening portions identical to the fastening portion mentioned above be disposed inside of each casing.\n FIG. 4 is a lateral cross-sectional view illustrating a configuration example for a position around the bus bar of power conversion apparatus 100 according to Embodiment 1. Note that, illustration of the fastening portion (screw 21 and screw hole 22) illustrated in FIG. 3 is omitted in FIG. 4.\nIn FIG. 4, junction box 15 is formed in a partially protruding shape. The partially protruding portion of junction box 15 is referred to as protruding portion 24 and is inserted into opening 17 and serves as a connection portion (insertion port) for bus bar 16. Protruding portion 24 includes a portion near the opening which is formed as insulation portion 23. Furthermore, as described above, bus bar 16 passes through opening 17 and connects inverter 13 and junction box 15 together.\n FIGS. 5A and 5B are each a lateral cross-sectional view illustrating an example of an in-vehicle installation position of power conversion apparatus 100 according to Embodiment 1. Hereinafter, two examples illustrated in FIGS. 5A and 5B will be described, respectively. Note that, the charging apparatus, junction box, inverter, motor, and battery are denoted by “CHQ” “JB,” “INV,” “M,” and “BAT,” respectively, in FIGS. 5A and 5B.\n FIG. 5A illustrates an example in which power conversion apparatus 100 is installed in a front portion of vehicle 1. In FIG. 5A, battery 30 is installed in a bottom portion (e.g., under the passenger seat) of vehicle 1. Junction box 15 is installed at a position that allows junction box 15 to be connected to battery 30 with the shortest distance in casing 12. As described above, junction box 15 and battery 30 are connected together via a harness.\n FIG. 5B illustrates an example in which power conversion apparatus 100 is installed in a rear portion of vehicle 1. In FIG. 5B, battery 30 is installed in a bottom portion (e.g., under the passenger seat) of vehicle 1. Junction box 15 is installed at a position that allows junction box 15 to be connected to battery 30 with the shortest distance in casing 12. As described above, junction box 15 and battery 30 are connected together via a harness.\n Power conversion apparatus 100 according to Embodiment 1 described above can bring about the following effects.\n Power conversion apparatus 100 according to Embodiment 1 is characterized in that inverter 13, charging apparatus 14, and junction box 15 are housed in a single casing, and charging apparatus 14 and junction box 15 are electrically connected to each other while junction box 15 and inverter 13 are electrically connected to each other, and junction box 15 and inverter 13 are connected to each other via bus bar 16. More specifically, in power conversion apparatus 100 according to Embodiment 1, a charging apparatus, a junction box, and an inverter are electrically connected to each other in a single casing, so that the casing itself can serve as a cover for the electrically connected portions between these devices. In addition, the electrical connection according to Embodiment 1 allows the charging apparatus, the junction box and the inverter to be disposed while being fixed at certain positions within a limited space inside the casing. For this reason, there is no need to use a harness. Accordingly, power conversion apparatus 100 according to Embodiment 1 can ensure safety and achieve complete waterproofing without additional costs.\nIn addition, power conversion apparatus 100 according to Embodiment 1 is characterized in that power conversion apparatus 100 includes a single casing in which two spaces obtained by dividing the space inside the casing using partition member 10, while inverter 13 and junction box 15 are placed in the two different spaces, respectively, but connected to each other via bus bar 16 passing through opening 17, which is formed in portion member 10. More specifically, in power conversion apparatus 100 according to Embodiment 1, an inverter and a junction box are electrically connected to each other within a single casing, so that the casing itself can serve as a cover for the electrical connection portion of the two devices. In addition, the electrical connection according to Embodiment 1 requires no use of a harness because the charging apparatus, the junction box and the inverter are fixed at certain positions within the limited space, which is the space inside the casing. Accordingly, power conversion apparatus 100 according to Embodiment 1 can ensure safety and achieve complete waterproofing without additional costs.\n Power conversion apparatus 100 according to Embodiment 1 is characterized in that battery 30 is installed in a rear portion or a bottom portion of vehicle 1 while junction box 15 is installed at a position that makes the distance between junction box 15 and the battery shortest within power conversion apparatus 100. Thus, power conversion apparatus 100 according to Embodiment 1 can reduce the length of the harness connecting the junction box and the battery together, thus reducing the costs. Note that, higher safety can be achieved in the arrangement illustrated in FIG. 5B than in the arrangement in FIG. 5A. More specifically, in FIG. 5A, it is possible for the user to touch power conversion apparatus 100 when the hood is open, so that this arrangement is not very safe. Meanwhile, in FIG. 5B, the user cannot touch power conversion apparatus 10 disposed inside the trunk, even when a rear door is open, so that this arrangement is safe.\nMoreover, in power conversion apparatus 100 according to Embodiment 1, protruding portion 24, which is a part of junction box 15, includes insulation portion 23 and is inserted through opening 17 and serves as a connection portion for bus bar 16. Thus, power conversion apparatus 100 according to Embodiment 1 can avoid an unsafe situation that may occur when the bus bar comes into contact with a metal-made opening because the screw of the fastening portion comes loose, for example.\nMoreover, power conversion apparatus 100 according to Embodiment 1 is characterized in that a single casing is divided into the first and the second spaces using partition member 10, while casing 11, which forms the first space, and casing 12, which forms the second space, are separable, and that casings 11 and 12 include fastening portions for fastening casings 11 and 12 together in the first and the second spaces, respectively. Stated differently, the fastening portions are included inside the respective casings. Thus, power conversion apparatus 100 according to Embodiment 1 can be reduced in length of the lateral width of the entire casing by the length (width) of the fastening portions, which would otherwise be added to the lateral width of the entire casing when the fastening portions are formed outside the respective casings.\nMoreover, power conversion apparatus 100 according to Embodiment 1 is characterized in that casing 12 is superimposed on and fastened to the casing 11 inside casings 11 and 12, while power conversion apparatus 100 according to Embodiment 1 includes, in casing 12, only one interlock to detect an open state of lid 18 of casing 12. Thus, power conversion apparatus 100 according to Embodiment 1 does not need to include an interlock in casing 11, thereby making it possible to obtain effects including simplification in shape, a cost reduction for the interlock itself, and a reduction in the number of components required for installation of the interlock, for example.\n Junction box 15 according Embodiment 1 is characterized by including protruding portion 24 to be inserted into opening 17, while protruding portion 24 includes insulation portion 23 and serves as a connection portion for bus bar 16. Thus, the junction box according to Embodiment 1 makes it possible to avoid an unsafe situation that may occur when the bus bar comes into contact with the metal-made opening portion because the screw of the fastening portion comes loose, for example.\nThe description has been given of Embodiment 1 of the present invention, but the description is an example only, and the following modifications are possible, for example.\nFor example, an example is used to describe Embodiment 1, in which junction box 15 is included in casing 12 together with charging apparatus 14, but the present invention is not limited to this example. For example, junction box 15 may be included in casing 11 together with inverter 13.\nFor example, an example is used to describe Embodiment 1, in which an unsafe situation that may occur when bus bar 16 comes into contact with opening 17 is avoided by including insulation portion 23 in protruding portion 24 of junction box 15, but the present invention is not limited to this example. For example, junction box 15 itself may be formed using an insulator (e.g., resin), or the portion of partition member 10 where opening 17 is formed may be coated using an insulating member. Thus, as in the case of the presence of insulation portion 23 of protruding portion 24, it is made possible to avoid an unsafe situation that may occur when bus bar 16 comes into contact with opening portion 17 because screw 21 comes loose, for example.\nFurthermore, a configuration is used to describe Embodiment 1, in which battery 30 is installed in a bottom portion of vehicle 1, but the present invention is not limited to this configuration. For example, battery 30 may be installed in a front portion or rear portion of the vehicle. In this configuration, junction box 15 is installed at a position that makes the distance between junction box 15 and battery 30 shortest in casing 12.\nFurthermore, although a configuration in which inverter 13, charging apparatus 14, and junction box 15 are housed in power conversion apparatus 100 in Embodiment 1, for example, the present invention is not limited to this configuration, and another device may be installed in power conversion apparatus 100. For example, a DC/DC converter may be housed in power conversion apparatus 100. Such a DC/DC converter is used to supply power to an auxiliary battery (12V), for example, and reduces a high voltage of battery 30 to 12V and outputs the power. Housing the DC/DC converter within power conversion apparatus 100 (e.g., within casing 12) increases the number of high voltage cables covered by power conversion apparatus 100, thereby making it possible to further enhance the safety.\nIn Embodiment 1, a description has been given of a configuration in which power conversion apparatus 100 includes a single casing formed by combination of casings 11 and 12 while partition member 10 serves as a bottom member for casing 12, but the present invention is not limited to this configuration. For example, a single casing without combination of a plurality of casings (single casing that cannot be separated into a plurality of casings) may be employed. Moreover, partition member 10 may be a member that simply divides a space. Note that, the number of partition members 10 is not limited to one, and may be two or more.\nHereinafter, a description will be given of a power conversion apparatus according to Embodiment 2 of the present invention with reference to the accompanying drawings.\nIn recent years, vehicles provided with a running motor, such as hybrid electric vehicles (HEVs), plug-in HEVs (PHEVs), or electric vehicles (EVs) have become popular. These vehicles may be provided with a high-output motor such as a motor for driving a lifting machine, a crane, or a power compressor.\nThese vehicles are provided with a power conversion apparatus configured to convert power between an external power supply, a storage battery, and a motor, in addition to a storage battery for supplying power. Such a power conversion apparatus is provided with a charging circuit that generates a charging voltage for the storage battery from the external power supply or an inverter circuit that converts a direct current of the storage battery to a three-phase alternating-current and outputs the current to the motor, for example.\nThe power conversion apparatus includes a power conversion circuit to which a high voltage is applied or in which a high voltage is generated, so that it is a common practice to configure the power conversion circuit to be covered by a casing (see, e.g., Japanese Patent Applications Laid-open No. 2003-009301 and No. 2005-143200). The casing is ensured for airtightness in order to prevent entry of a water drop or dust, for example.\nDuring a vehicle assembly process, a process of assembling a power conversion apparatus of a production unit to a vehicle may include a step of connecting a power output cable (e.g., output cable for supplying a driving current to a motor) to the power conversion apparatus. A cable through which a large current flows requires sure connection. For this reason, as a connection method for such a cable, a connection method of inserting a cable into a casing of a power conversion apparatus and directly connecting the cable to a connection portion is employed, normally, instead of a connection method using a connector. Connecting a cable to the connection portion is performed by inserting a screw driver or the like through a work window of the casing.\nThe connection portion is provided at a plurality of positions, e.g., three connection portions where three-phase alternating-current is outputted. The plurality of connection portions are disposed while being spaced apart from each other in general in consideration of securing a predetermined insulation distance or of the influence of a magnetic field. For this reason, the work window for a plurality of connection portions is formed as a window hole that is long in a direction where the connection portions are aligned or a plurality of window holes aligned in a direction identical to that of the plurality of connection portions.\nWhen the casing of the power conversion apparatus is provided with a work window, an interlock mechanism is required, which ensures safety when the work window is opened. To be more specific, such an interlock mechanism is a mechanism in which an interlock switch turns and blocks supply of power when the lid of the work window is removed.\nHowever, when the work window is formed in a range that is long in a certain direction, there arises a problem of how a lid partially forming the interlock mechanism should be formed.\nFor example, when a configuration is employed in which a metal lid is adopted and fastened to the casing via a gasket, high airtightness can be ensured. However, providing the lid with a mechanism (e.g., protrusion) to turn an interlock switch makes molding difficult compared with the case where the lid is made of resin, and causes an increase in the number of manufacturing steps, thus causing an increase in costs.\nMeanwhile, when a configuration is employed in which a resin-made lid including an O-ring is fastened to the casing, the mechanism (e.g., protrusion) to turn an interlock switch can be formed in the lid with low costs and a high degree of freedom by resin molding. For example, a protrusion having an optimum shape can be easily formed in the lid. However, when a lid that is long in a certain direction such as a rectangular shape is to be sealed, an O-ring having a similar shape needs to be prepared. In this case, there arises a problem in that it is difficult to keep the airtightness by the O-ring as the length of the certain direction becomes long.\nMoreover, when a plurality of sets of work windows and lids are to be independently provided for a plurality of connection portions, there arises a problem in that it is required to prepare the number of interlock mechanisms for the number of lids.\nFor the reasons mentioned above, in Embodiment 2, it is made possible to ensure airtightness for a work window of a power conversion apparatus and to achieve easiness of the manufacturing of an interlock mechanism.\nThe basic configuration of power conversion apparatus 100 according to Embodiment 2 is similar to the configuration illustrated in FIG. 1, so that the description will not be repeated. Hereinafter, a description will be given of differences from Embodiment 1.\n[Configuration of Work Window]\nIn power conversion apparatus 100 according to Embodiment 2, casing 11 includes two work windows 111 and 112 for directly connecting three-phase output cables 42 to inverter 13 as illustrated in FIG. 6.\n FIG. 7 is an exploded perspective view illustrating a structure of the work windows and lids of the power conversion apparatus according to Embodiment 2. FIG. 8 is a perspective view illustrating how the lids are fixed to the work windows. FIG. 9 is a front view illustrating the work windows. FIG. 10 is a front view illustrating how a first lid is fixed to a work window. FIG. 11 is a front view illustrating first and second lids are fixed to the work windows.\nAs illustrated in FIG. 9, work windows 111 and 112 are through holes passing through casing 11 from outside of casing 11 to inside thereof. Work windows 111 and 112 are formed at positions where three connection portions 131 face work windows 111 and 112. Three connection portions 131 are regions where connection terminals 42 a of three output cables 42 for transmitting a three-phase alternating-current to motor 40 and the output terminals of inverter 13 are fixedly attached together using screws, for example.\nThree connection portions 131 are disposed while being spaced apart from each other because of the magnetic influence and a need to secure a predetermined insulation distance. Three connection portions 131 are aligned in a row in parallel with a substrate of inverter 13.\nThree output cables 42 are inserted into the inside of casing 11 via three through holes at a lower portion of casing 11, respectively. The airtightness for the three through holes is secured by fastening three cable clamps 42 b. \n Work window 111, which is one of the two work windows (hereinafter, may be referred to as “first work window 111”) has an elongated hole shape that is long in a certain direction. More specifically, work window 111 has a rectangular shape that is long in the direction in which three connection portions 131 are aligned (rectangular with rounded corners). Two connection portions 131 face work window 111.\nThe other one of the work windows, which is work window 112 (hereinafter, may be referred to as “second work window 112”) is a hole having substantially the same vertical and horizontal lengths. More specifically, work window 112 has substantially a circular shape, or an ellipse shape which has a slightly long side in a certain direction than in the other direction. One connection portion 131 faces work window 112.\n[Configuration of Lid of Work Window]\nAs illustrated in FIG. 7, casing 11 includes a plurality of lids 51 and 52 for closing work windows 111 and 112, respectively.\n First lid 51 is provided for closing first work window 111 and is a metal lid formed by processing a plate. Lid 51 is fastened to casing 11 via bolts or the like with highly rigid gasket 511 interposed therebetween. Note that, as long as the material has rigidity, lid 51 does not have to be metal.\n Second lid 52 is provided for closing second work window 112 and is integrally molded using a resin. Note that, lid 52 includes projection 522 (equivalent to an operation portion), which pushes interlock switch 135 (see FIG. 12), to be described, hereinafter. Lid 52 may be formed to have both a metal portion and a resin portion by insert molding or outsert molding.\n Lid 52 is fastened to casing 11 via bolts. Elastic O-ring 521 (e.g., rubber O-ring) is fitted to lid 52. O-ring 521 is placed between lid 52 and work window 112, thus sealing the gap between lid 52 and work window 112.\n Lid 52 includes superimposed portion 52 a, which is superimposed over one of the lids, lid 51 (hereinafter, may be referred to as “first lid 51”) when lid 52, which is the other one of the lids (hereinafter, may be referred to as “second lid 52”) is fastened to casing 11. Superimposed portion 52 a is configured to be superimposed over fastening portion 51 a of lid 51 (outside of the casing), e.g., superimposed over the bolts used for fastening lid 51. With this configuration, as illustrated in FIGS. 8 and 11, while lid 52 is fastened, bolts for first lid 51 are hidden to prevent lid 51 from being unfastened. More specifically, this structure prevents first lid 51 from being opened unless lid 52 is opened.\n Projection 113 is formed near work window 112 corresponding to lid 52 so as to prevent lid 52 from being attached to the wrong side.\n[Configuration of Interlock Mechanism]\n FIG. 12 is a plan view illustrating an interlock mechanism of the power conversion apparatus according to Embodiment 2.\n Power conversion apparatus 100 according to Embodiment 2 includes an interlock mechanism for ensuring safety when work windows 111 and 112 are released.\nThe interlock mechanism includes: interlock switch 135, which is disposed inside casing 11; and projection 522, which responds to interlock switch 135 and turns the switch.\n Interlock switch 135 is a contact switch that turns when arm 135 a is pushed in, for example. Inverter 13 includes a blocking circuit that allows input of power to the inverter when arm 135 a is pushed in an | A power conversion apparatus capable of cheaply securing safety and achieving watertightness. The power conversion apparatus (100) has: a charging device (14) for charging from an external power source (20) to a cell (30); an inverter (13) for converting the current of the cell (30) from direct current to alternating current and supplying the current to a motor (40); and a junction box (15) for relaying an electrical connection. The inverter (13), the charging device (14), and the junction box (15) are contained in a single housing. Also, the charging device (14) and the junction box (15) are electrically connected, and the junction box (15) and the inverter (13) are electrically connected. Also, the junction box (15) and the inverter (13) are connected by a bus bar (16). | US:16/118,844 | https://patentimages.storage.googleapis.com/3c/97/8a/75d34edf34af67/US10661668.pdf | US:10661668 | Ryota Hosaka, Kazushige Kakutani, Kenji Taguchi, Takashi Kamiya, Nobuo Yamamoto | Panasonic Intellectual Property Management Co Ltd | JP:H11121690:A, JP:2000253511:A, JP:2000261936:A, JP:2003009301:A, US:20030057705:A1, US:6984783, US:20030034693:A1, JP:2005143200:A, US:20060021779:A1, US:20080050645:A1, US:20090086462:A1, CN:101552442:A, US:20090250237:A1, US:8912443, US:20120153718:A1, WO:2012157316:A1, JP:2012240477:A, US:20140333130:A1, US:20150136504:A1, US:9444082, US:9487163 | 2020-05-26 | 2020-05-26 | 1. An electrical connection structure including a first power converter and an electrical junction box that relays electrical connection, the electrical connection structure comprising:\none casing that is internally divided into at least a first space and a second space by a partition member, wherein\nthe first power converter is provided in the first space,\nthe electrical junction box is provided in the second space,\nthe first power converter and the electrical junction box are connected to each other via a bus bar that passes through an opening provided in the partition member, and\na first casing that forms the first space and a second casing that forms the second space are separable from each other,\nthe first and the second casings include fastening portions in the first and the second spaces, respectively, the fastening portions fastening the first and the second casings together,\nthe second casing includes a lid, wherein\nwhen the second casing is fastened to the first casing while being superimposed on the first casing, only the second casing includes an interlock that detects an open state of the lid of the second casing.\n, one casing that is internally divided into at least a first space and a second space by a partition member, wherein, the first power converter is provided in the first space,, the electrical junction box is provided in the second space,, the first power converter and the electrical junction box are connected to each other via a bus bar that passes through an opening provided in the partition member, and, a first casing that forms the first space and a second casing that forms the second space are separable from each other,, the first and the second casings include fastening portions in the first and the second spaces, respectively, the fastening portions fastening the first and the second casings together,, the second casing includes a lid, wherein, when the second casing is fastened to the first casing while being superimposed on the first casing, only the second casing includes an interlock that detects an open state of the lid of the second casing., 2. The electrical connection structure according to claim 1, wherein\nthe electrical junction box includes an insulation portion, is inserted through the opening, and serves as a connection portion for the bus bar.\n, the electrical junction box includes an insulation portion, is inserted through the opening, and serves as a connection portion for the bus bar., 3. An electrical connection structure, comprising:\na first power converter; and\na second power converter, wherein\nthe first power converter is provided in a first space in a first casing,\nthe second power converter is provided in a second space in a second casing, wherein\nthe first casing is superimposed on and fastened to the second casing,\nthe second casing has an opening at a top side of the second casing and the first and the second spaces are partitioned by the top side of the second casing being covered by a bottom member of the first casing, and\nthe electrical connection structure further comprises a bus bar that passes through an opening provided in the bottom member of the first casing that partitions the first and the second spaces.\n, a first power converter; and, a second power converter, wherein, the first power converter is provided in a first space in a first casing,, the second power converter is provided in a second space in a second casing, wherein, the first casing is superimposed on and fastened to the second casing,, the second casing has an opening at a top side of the second casing and the first and the second spaces are partitioned by the top side of the second casing being covered by a bottom member of the first casing, and, the electrical connection structure further comprises a bus bar that passes through an opening provided in the bottom member of the first casing that partitions the first and the second spaces., 4. The electrical connection structure according to claim 3, wherein an electrical junction box that relays electrical connection is provided in the second space in the second casing., 5. The electrical connection structure according to claim 4, wherein the electrical junction box includes an insulation portion, wherein the insulation portion is inserted into the opening., 6. The electrical connection structure according to claim 3, wherein a portion that forms the opening is covered by an insulation portion., 7. The electrical connection structure according to claim 3, wherein\nthe first power converter is a charger that converts power from an external power supply and charges a battery, and\nthe second power converter is an inverter to be connected to a motor.\n, the first power converter is a charger that converts power from an external power supply and charges a battery, and, the second power converter is an inverter to be connected to a motor., 8. The electrical connection structure according to claim 3, wherein\nthe first casing includes a lid, and\nonly the first casing includes an interlock that detects an open state of the lid of the first casing.\n, the first casing includes a lid, and, only the first casing includes an interlock that detects an open state of the lid of the first casing. | US | United States | Active | B | True |
| 358 | 电池包及电动汽车 \n | CN112670606A | NaN | 本申请公开了一种电池包及电动汽车，涉及电池技术领域。本申请的电池包包括电池模组、从控制器、锁止结构、连接器、壳体及无线通信窗口；电池模组和从控制器均设置于电池包的内部，电池模组电连接于从控制器；从控制器用于获取来自于电池模组的电芯数据，并通过无线通信窗口传送电芯数据；锁止结构、连接器、壳体及无线通信窗口均设置于电池包的外部；壳体包覆电池包；锁止结构用于将电池包固定于电池箱架上；电池包通过连接器电连接于电池箱架，并通过电池箱架上的导电线路电连接至电池配电箱；无线通信窗口用于传输无线信号。本申请通过无线通信模式传输电芯数据，能够减少检测线束的用量，简化电池包的设计，降低维护难度。 | CN:202011546126.0A | https://patentimages.storage.googleapis.com/76/ad/c6/2b299ac9f6dbde/CN112670606A.pdf | NaN | 唐军, 陈爽, 传国强, 胡太强, 王阳 | Chongqing Ganeng Electric Vehicle Technology Co ltd | CN:105637697:A, CN:107464960:A, KR:20190045708:A, WO:2019236869:A1, CN:209056569:U, CN:111430589:A, CN:209561570:U, US:20200282853:A1, CN:109888145:A, CN:211280652:U, CN:111025160:A, CN:111541287:A, CN:112117412:A | Not available | 2020-07-28 | 1.一种电池包，其特征在于，所述电池包包括电池模组、从控制器、锁止结构、连接器、壳体及无线通信窗口；, 所述电池模组和所述从控制器均设置于所述电池包的内部，所述电池模组电连接于所述从控制器；所述从控制器用于获取来自于所述电池模组的电芯数据，并通过所述无线通信窗口传送所述电芯数据；, 所述锁止结构、所述连接器、所述壳体及所述无线通信窗口均设置于所述电池包的外部；所述壳体包覆所述电池包；所述锁止结构用于将所述电池包固定于电池箱架；所述电池包通过所述连接器电连接于所述电池箱架，并通过所述电池箱架上的导电线路电连接至电池配电箱；所述无线通信窗口用于传输无线信号。, 2.如权利要求1所述的电池包，其特征在于，所述无线通信窗口还用于压力泄放。, 3.如权利要求2所述的电池包，其特征在于，所述电池包还包括防水透气阀，所述防水透气阀设置于所述电池包的外部，用于防止电芯浸水和压力泄放。, 4.如权利要求3所述的电池包，其特征在于，所述电池包还包括导向结构，所述导向结构设置于所述电池包的外部，用于将所述电池包导向至所述电池箱架。, 5.如权利要求1至4任一项所述的电池包，其特征在于，所述电池包还包括热管理组件，所述热管理组件设置于所述电池包的内部，用于对所述电池包进行升温或降温。, 6.如权利要求1至4任一项所述的电池包，其特征在于，所述电池模组包括至少一个电芯和数据采集芯片；所述数据采集芯片电连接于所述至少一个电芯；, 所述电池模组用于通过所述数据采集芯片获取所述电芯的数据，并对所述数据进行压缩处理，再将压缩后的数据传送至所述从控制器。, 7.如权利要求6所述的电池包，其特征在于，当所述电池模组包括多个所述电芯时，多个所述电芯通过单串的电连接方式连接构成所述电池模组。, 8.如权利要求6所述的电池包，其特征在于，当所述电池包包括多个所述电池模组时，多个所述电池模组与所述从控制器通过无线通信方式连接构成星型拓扑结构网络。, 9.如权利要求1至4任一项所述的电池包，其特征在于，所述从控制器通信连接于主控制器；所述从控制器用于将所述电芯数据传送至所述主控制器，所述主控制器根据所述电芯数据控制所述电池包的工作状态。, 10.一种电动汽车，其特征在于，所述电动汽车包括如权利要求1至9任一项所述的电池包。 | CN | China | Granted | Y | True |
| 359 | 电动车辆 \n | CN111098721A | 技术领域本发明涉及一种电动车辆，尤其涉及一种包括将输入限制设定为使用来自外部电源的电力对蓄电装置进行充电时的充电电流的最大值的控制装置的电动车辆。背景技术在现有技术中，作为这种类型的电动车辆，已经提出了考虑到电池的劣化程度来设定电池输入电力限制值的电动车辆(例如，参见WO2010/005079)。在车辆中，当电池的劣化程度较大时，电池输入电力限制值被设定为较小，从而抑制了电池劣化的进行。发明内容然而，在上述电动车辆中，在车辆使用多年的情况下，电池的劣化程度变大。因此，根据抑制劣化进行的需要，将电池输入电力限制值设定为较小值。因此，不能使电池充分发挥性能，因此，不能使车辆充分发挥性能。本发明的电动车辆主要旨在即使在蓄电装置使用多年时也抑制蓄电装置的性能劣化。为了实现上述主要目的，通过下面描述的方面实现本发明的电动车辆。本发明的方面提供了一种电动车辆。电动车辆包括电动机，蓄电装置和控制装置。所述电动机被配置成输出用于行驶的动力。所述蓄电装置被配置成向所述电动机供应电力。所述控制装置被配置成设定作为使用来自外部电源的电力对所述蓄电装置进行充电时的充电电流的最大值的输入限制。所述控制装置被配置成：当作为指示所述车辆的累积使用程度的使用指标与所述使用指标的规定最大值的比率的车辆使用比率大时，将与当所述车辆使用比率小时相比更大的值设定为所述输入限制。在根据本发明的方面的电动车辆中，设定输入限制作为使用来自外部电源的电力对所述蓄电装置充电时的充电电流的最大值。此时，当作为指示所述车辆的累积使用程度的使用指标与所述使用指标的规定最大值的比率的车辆使用比率大时，与所述车辆使用比率小时相比，输入限制被设定得更大。由此，即使在使用多年且寿命缩短的车辆中，也能够抑制蓄电装置的性能降低，因此能够抑制车辆性能的降低。这里，作为使用指标，可以使用累积行驶距离或使用年数。在这种情况下，作为使用指标的规定最大值，在累积行驶距离用作使用指标的情况下可以使用150,000千米、200,000千米等，并且在使用年数用作使用指数的情况下可以使用10年、15年等。在本发明的电动车辆中，所述控制装置可以被配置成计算作为所述蓄电装置的实际满充电容量与满充电容量的初始值的比例的实际容量维持率；将所述使用指标应用到规定对照图(map)以导出目标容量维持率，使得当所述使用指标更大时所述目标容量维持率变得更小；并且当通过从所述目标容量维持率减去所述实际容量维持率获得的值大时，将与当该值小时相比更小的值设定为所述输入限制。以这种方式，可以考虑电动车辆的先前使用情况来设定蓄电装置的输入限制。结果，可以更适当地抑制蓄电装置的性能降低。附图说明下面将参照附图描述本发明的示例性实施例的特征、优点以及技术和工业重要性，附图中相似的数字表示相似的元件，并且其中：图1是示出作为本发明的示例的电动汽车20的构成概略的构成图；图2是示出由电子控制单元70执行的充电输入限制设定处理的示例的流程图；图3是示出目标容量维持率导出处理的示例的流程图；图4是示出用于目标容量维持率导出的对照图的示例的说明图；图5是示出实际容量维持率计算处理的示例的流程图；图6是示出车辆使用比率计算处理的示例的流程图；和图7是示出用于充电输入限制设定的对照图的示例的说明图。具体实施方式接下来，将结合示例描述用于执行本发明的模式。图1是示出作为本发明的示例的电动车辆20的配置的概要的配置图。如图1所示，该示例的电动车辆20包括电动机32、逆变器34、作为直流电源的电池36、用于充电的继电器50、以及电子控制单元70。电动机32由例如同步电动机发电机构成，并且具有转子，该转子连接到驱动轴26，驱动轴26通过差动齿轮24耦合到驱动轮22a，22b。逆变器34用于电动机32的驱动并且通过电力线38和系统主继电器35连接到电池36。通过电子控制单元70对逆变器34的多个开关元件(未示出)的开关控制，电动机32被旋转驱动。电池36由例如锂离子二次电池或镍氢二次电池构成，并通过系统主继电器35和逆变器34与电动机32交换电力。即，通过电动机32的电力控制，使用来自电池36的电力，从电动机32输出用于驱动的动力，并且通过电动机32的再生控制，利用来自电动机32的再生电力对电池36进行充电。用于充电的继电器50设置在电力线52中，该电力线52连接被连接到车辆外部的充电站90的站侧连接器91的车辆侧连接器51与电力线38。尽管未示出，用于充电的继电器50包括正电极继电器和负电极继电器。尽管未示出，电子控制单元70构成为以CPU为中心的微处理器，并且除了CPU之外还包括存储处理程序的ROM、临时存储数据的RAM、闪存、输入/输出端口、通信端口等。来自各种传感器的信号通过输入端口输入到电子控制单元70。作为输入到电子控制单元70的信号，例如，可以例示来自检测电动机32的转子的旋转位置的旋转位置传感器(未示出)的电动机32的转子的旋转位置θm和来自检测电动机32的各相的相电流的电流传感器(未示出)的电动机32的各相的相电流Iu、Iv、Iw。也可以例示来自附接在电池36的端子之间的电压传感器36a的电池36的电压Vb、来自附接到电池36的输出端子的电流传感器36b的电池36的电流Ib、以及来自附接到电池36的温度传感器36c的电池36的温度Tb。也可以例示来自检测车辆侧连接器51是否连接到站侧连接器91的连接检测传感器53的连接检测信号以及来自附接到在车辆侧连接器51和用于充电的继电器50之间的电力线52的电压传感器52a的充电电压Vchg。另外，还可以例示来自点火开关80的点火信号和来自检测变速杆81的操作位置的档位传感器82的档位SP。也可以例示来自检测加速器踏板83的下压量的加速器踏板位置传感器84的加速器操作量Acc、来自检测来自制动器踏板85的下压量的制动器踏板位置传感器86的制动器踏板位置BP、来自车速传感器88的车速V、来自里程表89的累积行驶距离Dist等。通过输出端口从电子控制单元70输出各种控制信号。例如，作为从电子控制单元70输出的信号，可以例示到逆变器34的控制信号、到系统主继电器35的控制信号、以及到充电用继电器50的控制信号。也可以例示在车辆侧连接器51连接到站侧连接器91时通过车辆侧连接器51和站侧连接器91的通信线路输入到充电站90的充电所需的信息(对电池36进行充电时的充电输入限制Ichg等)。电子控制单元70基于来自电流传感器36b的电池36的输入/输出电流Ib的积分值来计算电池36的蓄电量Cb或充电状态SOC。这里，蓄电量Cb是可从电池36放电的电力量，并且充电状态SOC是蓄电量Cb与电池36的总容量Cap的比例。在如上构造的示例的电动车辆20中，电子控制单元70基于加速器操作量Acc和车速V设定用于行驶所要求的(用于驱动轴26所要求的)要求转矩Td*，将要求转矩Td*设定为电动机32的转矩指令Tm*，并且执行逆变器34的开关元件的开关控制，使得以转矩指令Tm*驱动电动机32。在该示例的电动车辆20中，在家中或诸如充电站90的充电设施处停车期间车辆侧连接器51和设施侧连接器连接的情况下(在通过连接检测传感器53检测到车辆侧连接器51和设施侧连接器的连接的情况下)，使用来自充电设施的电力对电池36充电。接下来，将描述如上构造的电动车辆20的操作，特别是在由充电站90以相对大的电力执行快速充电中设定电池36的充电输入限制Ichg的情况下的操作。图2是示出由电子控制单元70执行的充电输入限制设定处理的示例的流程图。当车辆侧连接器51连接到充电站90的站侧连接器91时，执行该处理。在执行充电输入限制设定处理的情况下，电子控制单元70首先执行用于导出目标容量维持率Captag的处理(步骤S100)。目标容量维持率Captag是当作为电池36的初始值的总容量(满充电容量)的维持率被设定为100％时，作为即使由于随后使用车辆而导致的劣化也要维持的目标值的总容量的维持率。用于导出目标容量维持率Captag的处理由图3所示的目标容量维持率导出处理执行。即，输入来自里程表89的累积行驶距离Dist(步骤S200)，并且将输入的累积行驶距离Dist应用于目标容量维持率导出的对照图，以导出目标容量维持率Captag(步骤S210)。图4示出了用于目标容量维持率导出的对照图的示例。如图4所示，当累积行驶距离Dist变大时，目标容量维持率Captag从初始值100％变小，并且被确定为接近给定值(例如，80％)。接下来，计算实际容量维持率Capest(步骤S110)。实际容量维持率Capest是当作为电池36的初始值的总容量(满充电容量)的维持率被设定为100％时在当前时间电池36的总容量的实际维持率。实际容量维持率Capest的计算通过图5所示的实际容量维持率计算处理来执行。即，首先，执行搜索当电池36以等于或小于最后预定电力Pref的电力进行充电时的数据(步骤S300)。预定电力Pref是在以相对低的电力进行充电的情况下搜索数据的阈值，并且可以使用诸如可允许的最大充电电力的50％或40％的电力作为预定电力Pref。接着，将搜索数据中包括的充电开始时的充电状态SOC设定为开始比例SOCstart，将充电结束时的充电状态SOC设定为结束比例SOCend，以及将充电中的电流积分值设定为充电电流积分值Ahr(步骤S310)。然后，通过下面描述的表达式(1)计算实际容量维持率Capest(步骤S320)。在表达式(1)中，“BATCAP”是作为电池36的初始值的总容量(满充电容量)，并且“10000”是用于将实际容量维持率Capest转换为百分比(％)的系数。在表达式(1)中，通过将通过从结束比例SOCend减去起始比例SOCstart而获得的值乘以BATCAP，将充电电流积分值Ahr除以乘法结果，并将除法结果乘以系数(10000)来计算实际容量维持率Capest。\n\n随后，计算车辆使用比率Klife(步骤S120)。车辆使用比率Klife是先前使用与假定车辆使用限制(车辆寿命)的比例。车辆使用比率Klife的计算通过图6所示的车辆使用比率计算处理来执行。即，输入来自里程表89的累积行驶距离Dist(步骤S400)，并且将通过将输入累积行驶距离Dist除以作为车辆使用限制(车辆寿命)的累积行驶距离限制Dlife获得的值和值1之间的较小值设定为车辆使用比率Klife(步骤S410)。这里，该设定被执行使得，在累积行驶距离Dist超过累积行驶距离限制Dlife时，车辆使用比率Klife不超过值1。通常，由于累积行驶距离Dist小于累积行驶距离限制Dlife，因此车辆使用比率Klife被设定为小于值1的值。然后，通过从目标容量维持率Captag减去实际容量维持率Capest而获得的值和车辆使用比率Klife被应用于用于充电输入限制设定的对照图，以设定充电输入限制Ichg(步骤S130)。图7示出了用于充电输入限制设定的对照图的示例。在图7所示的对照图中，当通过从目标容量维持率Captag减去实际容量维持率Capest而获得的值处于负区域时，电池36的劣化小于目标水平(不在进行中)。因此，将规定给电池36的充电允许最大输入限制Ichgmax设定为充电输入限制Ichg。当通过从目标容量维持率Captag减去实际容量维持率Capest而获得的值处于正区域时，电池36的劣化大于目标水平(正在进行中)。因此，充电输入限制Ichg被设定为小于充电允许最大输入限制Ichgmax的值。此时，将充电输入限制Ichg设定为当通过从目标容量维持率Captag减去实际容量维持率Capest而获得的值更大时变得更小的值。这是根据电池36的劣化过程的程度来设定充电输入限制Ichg。此外，当车辆使用比率Klife较大时(当车辆寿命较短时)，充电输入限制Ichg被设定为较大的值。这是为了即使车辆使用多年也抑制电池36的性能降低，并且抑制车辆性能的降低。也就是说，原因在于考虑到当车辆寿命(电池寿命)短时，即使电池36的劣化进行，也可以通过抑制电池36的性能的降低来实现优异的用户友好性。如上所述设定的充电输入限制Ichg被发送到充电站90并用于利用来自充电站90的电力对电池36进行充电。即，在快速充电时，电池36以来自充电站90的作为充电输入限制Ichg的电力充电。在上述示例的电动车辆20中，当车辆使用比率Klife较大时(当车辆寿命较短时)，较大的值被设定为充电输入限制Ichg。由此，即使车辆使用多年，也可以抑制电池36的性能的降低，因此，可以抑制车辆性能的降低。此外，当通过从目标容量维持率Captag减去实际容量维持率Capest而获得的值变大时变小的值被设定为充电输入限制Ichg。由此，可以根据电池36的劣化过程的程度来设定充电输入限制Ichg。结果，可以更适当地抑制电池36的性能劣化。在该示例的电动车辆20中，通常，车辆使用比率Klife被计算为通过将累积行驶距离Dist除以累积行驶距离限制Dlife获得的值。可以使用车辆的使用年数来代替累积行驶距离Dist。在这种情况下，可以使用规定的寿命年数(例如，10年、15年等)作为累积行驶距离限制Dlife。此外，在这种情况下，优选地，使用车辆的使用年数代替累积行驶距离Dist以用于导出目标容量维持率Captag的处理。这里，由于认为累积行驶距离Dist或车辆使用年数是指示车辆累计使用程度的使用指标，因此可以使用累计行驶距离Dist或车辆使用年数以外的任何值，只要该值表示车辆的累积使用程度即可。在该示例的电动车辆20中，尽管安装了构成为锂离子二次电池或镍氢二次电池的电池36，但是可以安装诸如铅蓄电池的蓄电装置。在该示例中，尽管已经描述了将本发明应用于电动车辆20的情况，但是本发明可以应用于其中能够以来自充电站90的电力对电池进行充电的汽车，例如所谓的插电式混合动力汽车。将描述示例的主要组件与发明内容中描述的本发明的主要组件之间的对应关系。在该示例中，电动机32对应于“电动机”，电池36对应于“蓄电装置”，并且电子控制单元70对应于“控制装置”。在发明内容中描述的示例的主要组件与本发明的主要组件之间的对应关系不应被视为限制在发明内容中描述的本发明的组件，因为该示例仅用于说明具体描述了本发明的方面。也就是说，应当基于发明内容中的描述来解释发明内容中描述的发明，并且该示例仅仅是发明内容中描述的本发明的具体示例。尽管以上结合实施例描述了实施本发明的方式，但本发明不限于该实施例，并且当然可以在不脱离本发明的精神和范围的情况下以各种形式实施。本发明可用于电动车辆的制造业等。 | 本发明涉及电动车辆。一种电动车辆，包括：电动机，其被配置成输出用于行驶的动力；蓄电装置，其被配置成向电动机供应电力；以及控制装置，其被配置成设定作为使用来自外部电源的电力对蓄电装置进行充电时的充电电流的最大值的输入限制。控制装置被配置成：当作为指示所述车辆的累积使用程度的使用指标与所述使用指标的规定最大值的比率的车辆使用比率大时，将与当所述车辆使用比率小时相比更大的值设定为所述输入限制。 | CN:201910967155.5A | https://patentimages.storage.googleapis.com/99/12/47/2ff7b2489fdc6e/CN111098721A.pdf | NaN | 上地健介 | Toyota Motor Corp | US:20110127958:A1, CN:103596798:A, CN:104247199:A, FR:3030768:A1, WO:2017038387:A1, US:20180204393:A1 | Not available | 2020-06-09 | 1.一种电动车辆，其特征在于，包括：, 电动机，所述电动机被配置成输出用于行驶的动力；, 蓄电装置，所述蓄电装置被配置成向所述电动机供应电力；以及, 控制装置，所述控制装置被配置成设定作为使用来自外部电源的电力对所述蓄电装置进行充电时的充电电流的最大值的输入限制，, 其中，所述控制装置被配置成：当作为指示所述车辆的累积使用程度的使用指标与所述使用指标的规定最大值的比率的车辆使用比率大时，将与当所述车辆使用比率小时相比更大的值设定为所述输入限制。, 2.根据权利要求1所述的电动车辆，其特征在于，所述使用指标是累积行驶距离或使用年数。, 3.根据权利要求1或2所述的电动车辆，其特征在于，所述控制装置被配置成：计算作为所述蓄电装置的实际满充电容量与满充电容量的初始值的比例的实际容量维持率；将所述使用指标应用到规定对照图以导出目标容量维持率，使得当所述使用指标更大时所述目标容量维持率变得更小；并且当通过从所述目标容量维持率减去所述实际容量维持率获得的值大时，将与当该值小时相比更小的值设定为所述输入限制。 | CN | China | Granted | B | True |
| 360 | Anomaly detection system and anomaly detection method for a secondary battery \n | US11313910B2 | One embodiment of the present invention relates to an object, a method, or a manufacturing method. The present invention relates to a process, a machine, manufacture, or a composition of matter. One embodiment of the present invention relates to a manufacturing method of a semiconductor device, a display device, a light-emitting device, a power storage device, a lighting device, or an electronic device. In particular, the present invention relates to a method for estimating capacity of a power storage device and an anomaly detection system.\nIn this specification, the power storage device is a collective term describing units and devices having a power storage function. For example, the power storage device includes a storage battery (also referred to as a secondary battery) such as a lithium-ion secondary battery, a lithium-ion capacitor, a nickel hydrogen battery, an all-solid battery, an electric double layer capacitor.\nOne embodiment of the present invention relates to a neural network and a charging control system using the neural network. One embodiment of the present invention relates to vehicles using a neural network. One embodiment of the present invention is not limited to vehicles, and can also be applied to a power storage device for storing electric power obtained from power generation facilities such as a solar power generation panel provided in a structure body. One embodiment of the present invention relates to an electronic device using a neural network. One embodiment of the present invention relates to an anomaly detection system using a neural network.\nIn recent years, a variety of power storage devices such as lithium-ion secondary batteries, lithium-ion capacitors, and air batteries have been actively developed. In particular, demand for lithium-ion secondary batteries with high output and high energy density has rapidly grown with the development of the semiconductor industry; the lithium-ion secondary batteries are essential as rechargeable energy supply sources for today's information society. Lithium-ion secondary batteries have been applied to portable information terminals such as mobile phones, smartphones, tablets, and laptop computers; gaming consoles; portable music players; digital cameras; medical equipment; and next-generation clean energy vehicles such as hybrid electric vehicles (HEVs), electric vehicles (EVs), and plug-in hybrid electric vehicles (PHEVs).\nElectric vehicles are vehicles in which only an electric motor is used for a driving portion, and hybrid vehicles are vehicles having both an internal-combustion engine such as an engine and an electric motor. A plurality of battery packs having a plurality of secondary batteries are provided on the lower side of an electric vehicle and a hybrid vehicle.\nThe secondary battery used in an electric vehicle or a hybrid electric vehicle degrades due to the number of charging, depth of discharge, charge current, charging environment (temperature change), or the like. The degradation also depends on the usage of the user, and charging temperatures, frequency of quick charging, the charging amount with a regenerative brake, the charging timing with the regenerative brake, and the like might be related to the degradation. An anomaly such as a short circuit may occur in the secondary battery used in the electric vehicle or the hybrid electric vehicle due to degradation over time or the like.\nThe secondary battery used for the electric vehicle or the hybrid electric vehicle is expected to be highly reliable because it is assumed to be used for a long time.\n Patent Document 1 discloses an example where a neural network is used for calculating the remaining capacity of a secondary battery.\nAn anomaly of the secondary battery is detected and the safety is secured through predicting events which may harm safety of the secondary battery, cautioning to the user, and changing operating conditions of the secondary battery.\nElectric vehicles with secondary batteries are required to show precisely the information on the remaining capacity, that is, the distance through which the electric vehicles can drive. An anomaly of a secondary battery which might stop a function of the secondary battery suddenly occurs in some cases, though it does not occur many times, and it is difficult to predict the anomaly in conventional ways. One embodiment of the present invention provides a control system for a secondary battery which calculates the remaining capacity and the internal resistance of the secondary battery on the electric vehicles, cautions against the secondary battery with anomalous characteristics, stops using the secondary battery, changes the secondary battery, or changes charging conditions of the secondary battery.\nAn object of one embodiment of the present invention is to provide a novel battery control circuit, a novel power storage device, a novel electronic device, and the like.\nNote that the objects of one embodiment of the present invention are not limited to the objects listed above. The objects listed above does not preclude the existence of other objects. The other objects are objects that are not described in this section and will be described below. The objects that are not described in this section will be derived from the description of the specification, the drawings, and the like and can be extracted from the description by those skilled in the art. One embodiment of the present invention is to solve at least one object of the descriptions listed above and/or the other objects.\nDegradation of a secondary battery increases the internal resistance. The degree of degradation of the secondary battery can be determined from the internal resistance. Note that a resistance component of an internal impedance is referred to as an internal resistance.\nIn the lithium-ion battery, only parameters of a current, a voltage, and a temperature can be measured, and it is difficult to measure the internal resistance and the SOC (State Of Charge) directly. A nonlinear Kalman filter is employed to estimate the internal resistance and the SOC, the estimated result is input into the AI (Artificial Intelligence) system with the measured values of the current and the voltage to predict the change of the internal resistance, and determination of anomaly is performed. For example, when the difference between the internal resistance obtained through the nonlinear Kalman filter and the internal resistance estimated by LSTM (Long Short-Term Memory) is large, it is possible to determine that an anomaly occurs.\nThe nonlinear Kalman filter, specifically, an unscented Kalman filter (UKF) can be used to estimate the internal resistance and the SOC of the secondary battery. An extended Kalman filter (EKF) can also be used.\nThe structure of the invention disclosed in this specification is an anomaly detection system; the system includes a neural network, a secondary battery, a detection method for detecting the current and the voltage of the secondary battery; the neural network includes an input layer, an output layer, and one or a plurality of hidden layers between the input layer and the output layer; the system calculates an estimated value of internal parameters using data of the current and voltage with the nonlinear Kalman filter; the estimated value of the internal parameter is input to the neural network; the neural network outputs a predicted value in the future, that is, the value after a certain period of time passed, compares the past predicted value of the internal parameters and the present estimated value of the internal parameters; and when the difference is large, it is regarded as an anomaly of the secondary battery.\nIn addition, a neural network may be used to predict the degree of battery degradation. The usage environment of electric vehicles and portable information terminals changes over time, and parameters of a battery are changed by that; thus, estimation and prediction are difficult. The use of a neural network can increase accuracy. In the case where learning is performed in the structure of the invention disclosed in this specification, only normal values are used as teaching data; thus, the need of anomalous data collection can be cut out. In the case where an anomaly occurs in a battery and the battery is short-circuited, it is impossible to collect anomalous data from the short-circuited secondary battery; accordingly, the anomalous data is collected during the period after an occurrence of a micro-short circuit and before the battery is short-circuited, and thus it is difficult to collect the anomalous data. In the case where learning is performed in the structure of the invention disclosed in this specification, it is very advantageous that anomalous data is unnecessary. If a very rare anomaly occurs in a secondary battery, the anomaly can be detected. In addition, if an unknown anomaly occurs in a secondary battery, the anomaly can be detected. Since anomalous data is unnecessary, the amount of data for learning can be smaller, and arithmetic operation is not complicated; thus, a microcomputer which can output a result in a few seconds can be used. A microcomputer can be a small chip, so that when it is placed in a small information terminal, the weight and the size are not much increased; thus, highly accurate anomaly detection can be achieved. Note that a microcomputer includes a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), and the like. The number of bits that the CPU of the microcomputer can process in an internal arithmetic circuit or in a data bus can be 8, 16, 32, or 64, for example.\nIn this specification, a neural network refers to a general model that is modeled on a biological neural network, determines the connection strength of neurons by learning, and has the capability of solving problems. A neural network includes an input layer, an intermediate layer (also referred to as a hidden layer), and an output layer.\nIn describing a neural network in this specification, to determine a connection strength (also referred to as a weight coefficient) of neurons from existing information is sometimes referred to as learning.\nMoreover, in this specification, to draw a new conclusion from a neural network formed using a connection strength obtained by learning is sometimes referred to as inference.\nAccording to one embodiment of the present invention, a state of a storage battery (cell state) can be determined. According to one embodiment of the present invention, the performance of a storage battery can be predicted. According to one embodiment of the present invention, a highly safe storage battery can be provided. According to one embodiment of the present invention, an electronic device having a power storage system with excellent characteristics can be provided. According to one embodiment of the present invention, a vehicle having a power storage system with excellent characteristics can be provided. According to one embodiment of the present invention, a novel semiconductor device can be provided.\nNote that the descriptions of the effects do not disturb the existence of other effects. Note that one embodiment of the present invention does not have to have all of these effects. Other effects will be apparent from and can be derived from the description of the specification, the drawings, the claims, and the like.\n FIG. 1 (A) A diagram illustrating a battery model. (B) A block diagram illustrating a battery.\n FIG. 2 A block diagram illustrating a capacity estimation system of one embodiment of the present invention.\n FIG. 3 A diagram illustrating an algorithm of LSTM.\n FIG. 4 Diagrams illustrating a cylindrical secondary battery.\n FIG. 5 Examples of a structure of a storage battery.\n FIG. 6 Examples of vehicles.\nHereinafter, embodiments of the present invention will be described in detail with reference to drawings. Note that the present invention is not limited to the description below, and it is easily understood by those skilled in the art that modes and details of the present invention can be modified in various ways. In addition, the present invention should not be construed as being limited to the description in the embodiments given below.\nThis embodiment discloses an anomaly detection system based on the internal resistance or the remaining capacity of a lithium-ion battery. The internal resistance or the remaining capacity of a lithium-ion battery is estimated with the nonlinear Kalman filter. A method of estimating a state with the unscented Kalman filter (also referred to as UKF), which is a type of the nonlinear Kalman filters, is explained using a battery model shown in FIG. 1(A) in this embodiment. The battery model is composed of two components: an open circuit voltage (OCV) and an internal impedance of a storage battery.\nThe OCV can be calculated through measuring the voltage after charging or discharging was stopped, predetermined period of time passed, and the reaction in the battery becomes stable, for example. It needs to stop charging or discharging and to wait for a predetermined time until the reaction in the battery becomes stable; thus, it may take a long time to measure the OCV. The predetermined time is, for example, the time after 2 minutes and less than or equal to 5 hours, or after 5 minutes and less than or equal to 2 hours.\nSince it may take a long time for OCV measurement, an alternative measurement may be performed with a shortened time for waiting after charging or discharging (hereinafter referred to as resting time) was stopped.\nAs the above alternative measurement, the voltage change may be measured to estimate the OCV through changing the current value of charging or discharging.\nThe equation of state below represents a discreet-time nonlinear system.\n\nx(k+1)=f(x(k),θ(k),u(k))+v(k) [Equation 1]\n\nThe following represents the output equation.\n\ny(k)=h(x(k),θ(k),u(k))+w(k) [Equation 2]\n\nNote that v is a normal white noise following N(0, Q) and w is a normal white noise following N(0, R). A current and a voltage of a secondary battery is shown by u(k) and y(k), respectively.\nThough an unknown parameter θ estimated by a simultaneous estimation method has a constant value, it has a random value with normal distribution by a system noise n. That is, the following equation is given.\n\nθ(k+1)=θ(k)+n(k) [Equation 3]\n\nNote that n is a normal white noise following N(0, Qθ).\nThe unknown parameter θ is added to a state variable x, and the extended state variable is defined by the following equation.\n\nz(k)=[x T(k)θT(k)]T [Equation 4]\n\nThe above equation can be rewritten as the following extended system.\n\n\n\n\n\n\n\n\nz\n\n\n(\n\nk\n+\n1\n\n)\n\n\n=\n\n\nf\n\n\n(\n\n\nz\n\n\n(\nk\n)\n\n\n,\n\n \n\n\n\nu\n\n\n(\nk\n)\n\n\n\n)\n\n\n+\n\n[\n\n\n\n\nv\n\n\n(\nk\n)\n\n\n\n\n\n\n\nn\n\n\n(\nk\n)\n\n\n\n\n\n]\n\n\n\n\n\n\n[\n\nEquation\n\n\n \n\n\n5\n\n]\n\n\n\n\n\n\n\nThe output equation is represented as the following equation.\n\ny(k)=h(z(k),u(k))+w(k) [Equation 6]\n\nWhen the nonlinear Kalman filter is used for the above-extended system, a state and an unknown parameter can be simultaneously estimated.\nNext, a procedure for simultaneous estimation with the nonlinear Kalman filter is shown below. The battery model illustrated in FIG. 1(A) is used. Note that Zw (Warburg impedance) shown in FIG. 1(A) is represented by a Foster equivalent circuit with three variables. The model shown in FIG. 1(A) includes four unknown parameters; however, it is assumed here that only the series resistance R0 is an unknown parameter and the other three parameters are known parameters for simplicity. The state equation is represented by the following equation if the extended system is rewritten.\n\n\n\n\n\n\n\n\n\nd\n\nd\n\nt\n\n\n\n\nz\n\n\n(\nn\n)\n\n\n\n=\n\n\n\n[\n\n\n\n0\n\n\n0\n\n\n0\n\n\n0\n\n\n0\n\n\n\n\n0\n\n\n\n\n\n-\n1\n\n/\n\n R \n1\n\n\n \n\nC \n1\n\n\n\n\n0\n\n\n0\n\n\n0\n\n\n\n\n0\n\n\n0\n\n\n\n\n\n-\n1\n\n/\n\nR\n2\n\n\n\n\nC\n2\n\n\n\n\n0\n\n\n0\n\n\n\n\n0\n\n\n0\n\n\n0\n\n\n\n\n\n-\n1\n\n/\n\nR\n3\n\n\n\n\nC\n3\n\n\n\n\n0\n\n\n\n\n0\n\n\n0\n\n\n0\n\n\n0\n\n\n0\n\n\n\n]\n\n\n\nz\n\n\n(\nt\n)\n\n\n\n+\n\n\n[\n\n\n\n\n\n1\n/\nF\n\n\nC\n\n C \n\n\n\n\n\n\n1\n/\n\n C \n1\n\n\n\n\n\n\n\n1\n/\n\nC\n2\n\n\n\n\n\n\n\n1\n/\n\nC\n3\n\n\n\n\n\n\n0\n\n\n\n]\n\n\n\nu\n\n\n(\nt\n)\n\n\n\n\n\n\n\n\n[\n\nEquation\n\n\n \n\n\n7\n\n]\n\n\n\n\n\n\n\nThe following represents the output equation.\n\n\n\n\n\n\n\n\n \n\n\n\n\n\ny\n\n\n(\nt\n)\n\n\n=\n\n\n\nf\n\no\n\nc\n\nv\n\n\n\n\n(\n\nSOC\n\n\n(\nt\n)\n\n\n)\n\n\n+\n\n\n[\n\n0\n\n\n \n\n\n1\n\n\n \n\n\n1\n\n\n \n\n\n1\n\n\n \n\n\n0\n\n]\n\n\n\nz\n\n\n(\nt\n)\n\n\n\n+\n\n\n\nR\n0\n\n\n\n(\nt\n)\n\n\n\n\nu\n\n\n(\nt\n)\n\n\n\n\n\n\n\n\n\n\n\n\n\n\nf\n\no\n\nc\n\nv\n\n\n\n\n(\n\nSOC\n\n\n(\nt\n)\n\n\n)\n\n\n=\n\n\nE\no\n\n+\n\n\n K \n\n1\n\n\n \n\n\n\n\nln\n\n\n \n\n\n\n(\n\nSOC\n\n\n(\nt\n)\n\n\n)\n\n\n+\n\n\nk\n2\n\n\nln\n\n\n \n\n\n\n(\n\n1\n-\n\nS\n\nO\n\n\nC\n\n\n \n\n(\nt\n)\n\n\n\n)\n\n\n-\n\n\nk\n3\n\n\nSOC\n\n\n(\nt\n)\n\n\n\n-\n\n\nk\n4\n\n\n\nSOC\n\n\n(\nt\n)\n\n\n\n\n\n\n\n\n\n\n\n\n\n\nf\n\no\n\nc\n\nv\n\n\n\n\n(\n.\n)\n\n\n\n\n \n\n\nis\n\n\n \n\n\na\n\n\n \n\n\nnonlinear\n\n\n \n\n\nfunction\n\n\n \n\n\nrepresenting\n\n\n \n\n\nSOC\n\n\n-\n\n\n\nOCV\n.\n\n\n\n\n\n\n\n[\n\nEquation\n\n\n \n\n\n8\n\n]\n\n\n\n\n\n\n\nNote that the state variable z of this extended state is described as shown below.\n\nz(t)=[SOC(t)v 1(t)v 2(t)v 3(t)R 0(t)]T [Equation 9]\n\nNext, a specific numerical simulation is performed. Parameters required for the simulation such as input and output data and an observation noise are set as follows.\n\nQ=diag((0.1%)210−610−610−610−20)\n\nr=0.012 \n\n{circumflex over (z)}(0)=[91.41%0 0 0 0.9×10−3]T \n\nP(0)=diag((10%)210−410−410−410−4) [Equation 10]\n\nThe SOC and the series resistance R0 can be obtained through simultaneous estimation using UKF under the above-described conditions. FIG. 1(B) is a block diagram. An internal parameter 11 and a nonlinear Kalman filter 12 are shown in FIG. 1. An estimated value of the internal parameters include the values of the SOC and the series resistance R0.\nData of the obtained SOC and series resistance R0 are input to the neural network as parameters of the secondary battery. Then, arithmetic processing is performed in each layer and the data after a predetermined time is predicted.\nIf the difference between the predicted internal resistance, which is the series resistance R0 here, and the estimated internal resistance is large, it can be regarded as an anomaly. When the difference between the past value predicted by the neural network and the present value estimated by the nonlinear Kalman filter is small, it can be regarded as normal.\nAs the neural network, an architecture called LSTM (Long Short-Term Memory) can be used. In the LSTM, an estimation program is prepared with an adder (Add), a sigmoid function (sigmoid), tanh, Hadamard product, and the like which are set properly, in addition to multiply-accumulate operation (MAC). A variety of programing languages such as Python, Go, Perl, Ruby, Prelog, Visual Basic, C, C++, Swift, Java (registered trademark), and .NET can be used for the program of the software executing an estimation program. The application may be designed using a framework such as Chainer (it can be used with Python), Caffe (it can be used with Python and C++), and TensorFlow (it can be used with C, C++, and Python). An IC with an AI system (also referred to as an estimation chip) can be used. An IC with an AI system is referred to as a circuit performing a neural network calculation (also referred to as a microcomputer) in some cases.\n FIG. 2 is a block diagram of one embodiment of the present invention using a neural network. FIG. 2 shows the internal parameter 11, the nonlinear Kalman filter 12, and an LSTM 13. FIG. 3 shows an example of an algorithm of the LSTM. For example, when the difference between the estimated value of the internal resistance output from the nonlinear Kalman filter 12 and the predicted value of the internal resistance output from the LSTM 13 is large at a point in time, it can be regarded as an anomaly. Note that the neural network includes the LSTM 13. The predicted value of the internal parameter includes the values of the SOC and the series resistance R0 after a predetermined time. When data obtained through repeating charging and discharging of a secondary battery is learned, an anomaly of the internal resistance can be detected more easily than other internal parameters when the anomaly occurs because the internal resistance has comparably small and moderate change in the value over time. Note that change in the internal resistance can be large when CC charging is switched to CV charging in the CCCV charging. Thus, the change in the internal resistance in the period is learned, and the predicted value and the estimated value of the internal resistance are preferably compared regardless of the period. CCCV charging is a charging method in which CC charging is performed first until the voltage reaches a predetermined voltage and then CV (constant voltage) charging is performed until the amount of current flow becomes small, specifically, a termination current value. Note that CC charging is a charging method in which a constant current is made to flow to a secondary battery in the whole charging period and charging is stopped when the voltage reaches a predetermined voltage.\nAccording to a power storage system of one embodiment of the present invention using a neural network, the SOC of a storage battery may be measured or estimated. The SOC means the percentage of the capacity of a storage battery when the full charge capacity (FCC) is 100%. SOC is also referred to as a battery percentage. The FCC is discharge capacity of a storage battery when it discharges after it is fully charged. The full charge means that charging is performed to the full in a storage battery under a predetermined condition. The FCC varies due to end-of-charge voltage (maximum charge voltage), end-of-charge current, and others.\nIt is preferable that an anomalous state of a storage battery such as major change in the internal resistance be detected and determined as an anomaly by the neural network of one embodiment of the present invention. After anomaly determination, a caution or the like is notified to a user. Moreover, the lifetime of a storage battery may be predicted from the data based on the SOC using the nonlinear Kalman filter.\nIn the power storage system of one embodiment of the present invention, learning can be performed by giving parameters such as OCV, SOC, internal resistance, and FCC to the neural network of the power storage system, for example. Data for learning is obtained beforehand from a battery which is made by the same manufacturing apparatus for the battery which is a target of anomaly determination. Here, it is preferable that parameters given to the neural network be parameters over time of a storage battery. For example, a change in a parameter which is caused by charging and discharging of the storage battery is given to the neural network. For example, a change between parameters before and after storing the storage battery is given to the neural network. Storing a storage battery also means the case of storing it for a time under a predetermined temperature with a predetermined SOC.\nIn this embodiment, an example of a structure applicable to the power storage system of one embodiment of the present invention will be described.\nAn example of a cylindrical secondary battery will be described with reference to FIG. 4(A). A cylindrical secondary battery 400 includes, as illustrated in FIG. 4(A), a positive electrode cap (battery lid) 401 on the top surface and a battery can (outer can) 402 on the side surface and the bottom surface. The positive electrode cap 401 and the battery can (outer can) 402 are insulated from each other by a gasket (insulating packing) 410.\n FIG. 4(B) is a schematic cross-sectional view of the cylindrical secondary battery. Inside the battery can 402 having a hollow cylindrical shape, a battery element in which a strip-like positive electrode 404 and a strip-like negative electrode 406 are wound with a separator 405 located therebetween is provided. Although not illustrated, the battery element is wound around a center pin. One end of the battery can 402 is closed and the other end thereof is an open end. For the battery can 402, a metal having a corrosion-resistant property to an electrolyte solution, such as nickel, aluminum, or titanium, an alloy of such a metal, or an alloy of such a metal and another metal (e.g., stainless steel) can be used. The battery can 402 is preferably covered with nickel, aluminum, or the like to prevent corrosion due to the electrolyte solution. Inside the battery can 402, the battery element in which the positive electrode, the negative electrode, and the separator are wound is provided between a pair of insulating plates 408 and 409 that face each other. Furthermore, a nonaqueous electrolyte solution (not illustrated) is injected inside the battery can 402 provided with the battery element. The secondary battery is formed of a positive electrode containing an active material such as lithium cobalt oxide (LiCOO2) or lithium iron phosphate (LiFePO4), a negative electrode composed of a carbon material such as graphite capable of occluding and releasing lithium ions, a nonaqueous electrolytic solution in which an electrolyte composed of a lithium salt such as LiBF4 or LiPF6 is dissolved in an organic solvent such as ethylene carbonate or diethyl carbonate, and the like.\nSince the positive electrode and the negative electrode of the cylindrical storage battery are wound, active materials are preferably formed on both sides of the current collectors. A positive electrode terminal (positive electrode current collecting lead) 403 is connected to the positive electrode 404, and a negative electrode terminal (negative electrode current collecting lead) 407 is connected to the negative electrode 406. Both the positive electrode terminal 403 and the negative electrode terminal 407 can be formed using a metal material such as aluminum. The positive electrode terminal 403 and the negative electrode terminal 407 are resistance-welded to a safety valve mechanism 412 and the bottom of the battery can 402, respectively. The safety valve mechanism 412 is electrically connected to the positive electrode cap 401 through a PTC (Positive temperature coefficient) element 411. The safety valve mechanism 412 cuts off electrical connection between the positive electrode cap 401 and the positive electrode 404 when the internal pressure of the battery exceeds a predetermined threshold value. The PTC element 411, which serves as a thermally sensitive resistor whose resistance increases as temperature rises, limits the amount of current by increasing the resistance, in order to prevent abnormal heat generation. Barium titanate (BaTiO3)-based semiconductor ceramic or the like can be used for the PTC element.\n FIG. 4(B) shows an example of a power storage system 415. The power storage system 415 includes a plurality of secondary batteries 400. A positive electrode of each secondary battery is in contact with and electrically connected to a conductor 424 separated by an insulator 425. The conductor 424 is electrically connected to the anomaly detection system 420 through a wiring 423. A negative electrode of each secondary battery is electrically connected to the anomaly detection system 420 through a wiring 426. The anomaly detection system described in the above embodiment can be used as the anomaly detection system 420.\n FIG. 4(C) shows an example of the power storage system 415. The power storage system 415 includes a plurality of secondary batteries 400, and the plurality of secondary batteries 400 are interposed between a conductive plate 413 and a conductive plate 414. The plurality of secondary batteries 400 are electrically connected to the conductive plate 413 and the conductive plate 414 through a wire 416. The plurality of secondary batteries 400 may be connected in a parallel way, connected in series, or connected in series after being connected in a parallel way. With the power storage system 415 including the plurality of secondary batteries 400, large electric power can be extracted. For example, the power storage system 415 can be used as a power storage system for driving an electric vehicle.\nA temperature control device may be provided between the plurality of secondary batteries 400. When the secondary batteries 400 are overheated, the temperature control device can cool them, and when the secondary batteries 400 are cooled too much, the temperature control device can heat them. Thus, the performance of the power storage system 415 is not easily affected by the outside temperature.\nIn FIG. 4(D), the power storage system 415 is electrically connected to the anomaly detection system 420 through a wiring 421 and a wiring 422. The anomaly detection system described in the above embodiment can be used as the anomaly detection system 420. The wiring 421 and the wiring 422 are electrically connected to the positive electrodes of the plurality of the secondary batteries 400 through the conductive plate 413 and the negative electrodes of the plurality of the secondary batteries 400 through the conductive plate 414, respectively.\nNext, an example of a power storage system of one embodiment of the present invention is described with reference to FIG. 5.\n FIG. 5(A) is an external view of a secondary battery pack 530. FIG. 5(B) is a diagram illustrating a structure of the secondary battery pack 530. The secondary battery pack 530 includes a circuit board 500 and a secondary battery 513. A label 510 is attached onto the secondary battery 513. The circuit board 500 is fixed by a sealant 515. The secondary battery pack 530 includes an antenna 514.\nThe circuit board 500 includes a control system 590. The control system 590 includes the anomaly detection system described in the above embodiment. For example, as shown in FIG. 5(B), the control system 590 is provided on the circuit board 500. The circuit board 500 is electrically connected to a terminal 511. The circuit board 500 is electrically connected to the antenna 514, a positive or negative electrode lead 551 of the secondary battery 513, and a positive or negative electrode lead 552 of the secondary battery 513.\nAlternatively, a circuit system 590 a provided on the circuit board 500 and a circuit system 590 b electrically connected to the circuit board 500 through the terminal 511 may be provided as illustrated in FIG. 5(C). Note that the circuit system 590 a can be one IC chip, and the circuit system 590 b can also be one IC chip. For example, a protection circuit and a charge control circuit are provided in the circuit system 590 a, and part of the anomaly detection system of one embodiment of the present invention is provided in the circuit control system 590 b. \nFor example, an IC chip executing operations using the nonlinear Kalman filter described in Embodiment 1 and an IC chip executing operations using LSTM can be in the same chip. Algorithms of the nonlinear Kalman filter and the LSTM can be programmed with Python; thus, the same CPU or GPU (Graphics Processing Unit) can be used, which is an advantage. The use of the same chip can reduce the cost. Furthermore, a chip in which a CPU and a GPU are integrated is sometimes called APU (Accelerated Processing Unit), and this APU chip can also be used.\nNote that the shape of the antenna 514 is not limited to a coil shape and may be a linear shape or a plate shape. Further, a planar antenna, an aperture antenna, a traveling-wave antenna, an EH antenna, a magnetic-field antenna, or a dielectric antenna may be used. Alternatively, the antenna 514 may be a flat-plate conductor. The flat-plate conductor can serve as one of conductors for electric field coupling. That is, the antenna 514 may serve as one of two conductors of a condenser. Thus, electric power can be transmitted and received not only by an electromagnetic field or a magnetic field but also by an electric field.\nThe secondary battery pack 530 includes a layer 516 between the secondary battery 513 and the antenna 514. The layer 516 has a function of, for example, screening out an electromagnetic field from the secondary battery 513. As the layer 516, for example, a magnetic body can be used.\nThe secondary battery 513 includes a wound battery element. The battery element includes a negative electrode, a positive electrode, and a separator. The battery element is obtained through winding a sheet of a stack in which the negative electrode overlaps with the positive electrode with the separator interposed therebetween.\nThis embodiment can be combined with the description of the other embodiments as appropriate.\nIn this embodiment, an example of providing the anomaly detection system of one embodiment of the present invention for vehicles is shown. Examples of vehicles include an automobile, a motorcycle, and a bicycle.\nBy providing the power storage system on vehicles, next-generation clean energy vehicles such as hy | An anomaly detection system for a secondary battery which detects the remaining capacity of the secondary battery on an electric vehicle, cautions against the secondary battery with anomalous characteristics, stops using the secondary battery, changes the secondary battery, or changes charging conditions of the secondary battery is provided. The anomaly detection system is provided; the system compares a value obtained by estimating internal resistance or SOC of a secondary battery based on the measured value of a current or a voltage of the secondary battery with the use of a nonlinear Kalman filter and a value input to an anomaly detection system (network) of AI to predict a change in the internal resistance; the system regards a case where the difference is large as an anomaly; and the system detects an anomaly. | US:16/645,980 | https://patentimages.storage.googleapis.com/c8/06/e4/da122239f8a40b/US11313910.pdf | US:11313910 | Toshiyuki Isa, Koji KUSUNOKI, Akihiro Chida, Kouhei Toyotaka, Ryota Tajima | Semiconductor Energy Laboratory Co Ltd | US:20060181245:A1, WO:2007080802:A1, JP:2007187534:A, EP:1972956:A1, CN:101351720:A, US:20090027007:A1, US:7764049, US:8548749, US:8849586, US:8548750, US:8271421, US:8855954, JP:2012057964:A, US:20130297243:A1, EP:2667211:A1, US:9329240, US:20140244225:A1, JP:2015184219:A, WO:2016129248:A1, CN:107250824:A, US:20180024200:A1, WO:2018203170:A1, US:20200153264:A1 | Not available | 2022-04-26 | 1. An anomaly detection system for a secondary battery comprising:\na neural network comprising LSTM;\na secondary battery;\na detection method for detecting current of the secondary battery; and\na detection method for detecting voltage of the secondary battery,\nwherein the neural network comprises an input layer, an output layer, and one or a plurality of hidden layers interposed between the input layer and the output layer,\nwherein the neural network is configured to output a value of a tanh function as at least one of the one or the plurality of hidden layers,\nwherein an estimated value of an internal parameter is calculated using data of the current and the voltage with a nonlinear Kalman filter,\nwherein the estimated value of the internal parameter is input to the neural network,\nwherein the neural network outputs a future predicted value of the internal parameter, and\nwherein a past predicted value of the internal parameter and a present estimated value of the internal parameter are compared and a case where a difference is large is regarded as an anomaly of the secondary battery.\n, a neural network comprising LSTM;, a secondary battery;, a detection method for detecting current of the secondary battery; and, a detection method for detecting voltage of the secondary battery,, wherein the neural network comprises an input layer, an output layer, and one or a plurality of hidden layers interposed between the input layer and the output layer,, wherein the neural network is configured to output a value of a tanh function as at least one of the one or the plurality of hidden layers,, wherein an estimated value of an internal parameter is calculated using data of the current and the voltage with a nonlinear Kalman filter,, wherein the estimated value of the internal parameter is input to the neural network,, wherein the neural network outputs a future predicted value of the internal parameter, and, wherein a past predicted value of the internal parameter and a present estimated value of the internal parameter are compared and a case where a difference is large is regarded as an anomaly of the secondary battery., 2. The anomaly detection system for a secondary battery according to claim 1, wherein the nonlinear Kalman filter is an unscented Kalman filter., 3. The anomaly detection system for a secondary battery according to claim 1, wherein the secondary battery is a lithium-ion secondary battery. | US | United States | Active | H | True |
| 361 | 内燃機関の制御装置 \n | WO2016190191A1 | NaN | 内燃機関と、該内燃機関の出力軸に接続され、蓄電池（１１，１２）より供給される電力を用いて出力軸にトルクを付与する電動機（１０）と、を有する車両に適用される、内燃機関の制御装置（３０）であって、自動停止条件が成立することで内燃機関を自動停止させる自動停止手段と、自動停止禁止条件が成立することで自動停止手段による自動停止を禁止する自動停止禁止手段と、自動停止禁止手段により内燃機関の自動停止が禁止され、且つ、自動停止禁止条件の不成立以外の自動停止条件が成立した場合に、内燃機関の出力を減少させ、且つ、電動機の出力を増加させる補助手段と、を備える。 | PC:T/JP2016/064739 | https://patentimages.storage.googleapis.com/82/1d/39/f89528d3aaae0e/WO2016190191A1.pdf | NaN | 片山 直樹 | 株式会社デンソー | JP:H0939613:A, JP:2000205000:A, JP:2000265870:A, JP:2001182581:A, JP:2005291158:A | Not available | 2018-08-29 | \n 内燃機関と、該内燃機関の出力軸に接続され、蓄電池（１１，１２）より供給される電力を用いて前記出力軸にトルクを付与する電動機（１０）と、を有する車両に適用される内燃機関の制御装置（３０）であって、\n 自動停止条件が成立した場合に、前記内燃機関を自動停止させる自動停止手段と、\n 自動停止禁止条件が成立した場合に、前記自動停止手段による自動停止を禁止する自動停止禁止手段と、\n 前記自動停止禁止手段により前記内燃機関の自動停止が禁止され、且つ、前記自動停止禁止条件の不成立以外の前記自動停止条件が成立した場合に、前記内燃機関の出力を減少させ、且つ、前記電動機の出力を増加させる補助手段と、を備える、内燃機関の制御装置。\n, \n 前記自動停止禁止条件は、前記自動停止を禁止するか否かを切り替えるインタフェースを介して、運転者からの禁止指示を受け付けたことを含む、請求項１に記載の内燃機関の制御装置。\n, \n 前記自動停止禁止条件は、前記車両が走行している道路の勾配が、所定勾配よりも大きいことを含む、請求項１又は２に記載の内燃機関の制御装置。\n, \n 前記自動停止禁止条件は、前記車両の発進応答性が必要とされる状況であることを含む、請求項１乃至３のいずれか１項に記載の内燃機関の制御装置。\n, \n 再始動条件が成立した場合に、前記内燃機関を再始動させる再始動手段を備え、\n 前記自動停止条件は、走行中の車速が、所定速度よりも低いことを含み、\n 前記自動停止手段により前記内燃機関を自動停止させてから第１所定時間が経過する前に、前記再始動条件が成立した場合に、前記所定速度を第１所定値だけ引き下げて再設定する、請求項１乃至４のいずれか１項に記載の内燃機関の制御装置。\n, \n 前記自動停止手段により前記内燃機関を自動停止させてから前記第１所定時間が経過する前に、前記再始動条件の成立頻度が所定頻度より高いことを条件に、前記所定速度を前記第１所定値だけ引き下げて再設定する、請求項５に記載の内燃機関の制御装置。\n, \n 再始動条件が成立した場合に、前記内燃機関を再始動させる再始動手段を備え、\n 前記自動停止条件は、走行中の車速が、所定速度よりも低いことを含み、\n 前記自動停止手段により前記内燃機関を自動停止させてから、前記車両の走行中に前記再始動条件が成立した場合に、前記所定速度を第１所定値だけ引き下げて再設定する、請求項１乃至４のいずれか１項に記載の内燃機関の制御装置。\n, \n 前記自動停止手段により前記内燃機関を自動停止させてから、前記車両の走行中に前記再始動条件の成立頻度が所定頻度より高いことを条件に、前記所定速度を第１所定値だけ引き下げて再設定する、請求項７に記載の内燃機関の制御装置。\n, \n 補助禁止条件が成立した場合に、前記補助手段による制御を禁止する補助禁止手段を備え、\n 前記補助禁止条件は、前記蓄電池に充電できない時間が、第２所定時間よりも長くなると予測されることを含む、請求項１乃至８のいずれか１項に記載の内燃機関の制御装置。\n, \n 補助禁止条件が成立した場合に、前記補助手段による制御を禁止する補助禁止手段を備え、\n 前記補助禁止条件は、所定期間における前記蓄電池の放電量が、充電量を超えて大きくなっていることを含む、請求項１乃至９のいずれか１項に記載の内燃機関の制御装置。\n, \n 前記自動停止禁止手段により前記内燃機関の自動停止が禁止された場合に、前記蓄電池の電池容量について使用が、使用許可の下限値を所定値だけ引き下げる、請求項１乃至１０のいずれか１項に記載の内燃機関の制御装置。\n | WO | WIPO (PCT) | NaN | B | True |
| 362 | 充電専用の発電機を同車軸に、装着した電気自動車（ｅｖ）。 \n | JP2007043881A | NaN | 【課題】電気自動車（ＥＶ）において、走行距離に心配することなく、バッテリーの消耗が軽減され、自給自足で充電が出来ないものかと、解決の課題とした。 【解決手段】 走行中に、充電出来るごとく、走行モーターと同車軸に、充電用発電機を 装着することで、課題を解決する手段とした。 | JP:2005250244A | https://patentimages.storage.googleapis.com/06/2d/2d/9bc199a7c8b25a/JP2007043881A.pdf | NaN | Shinichi Shioda, 眞一 塩田 | Individual | JP:H05294152:A, JP:H06169505:A, JP:H0799704:A, JP:H09322427:A, JP:2005168184:A | 2008-08-29 | 2013-09-18 | 電気自動車（ＥＶ）において、走行用モーターとは別に、充電専用の発電機を装着した、電気自動車（ＥＶ）。, 電気自動車（ＥＶ）において、車輪にモーターを組み込むダイレクト、ドライブ方式で、タイヤの回転を利用した、充電専用の発電機を装着した、請求項１の電気自動車（ＥＶ）。, 電気自動車（ＥＶ）において、モーターをホイール側で、ギアを介して車輪を駆動する、デフレス方式で、タイヤの回転を利用した、充電専用の発電機を装着した、請求項１の電気自動車（ＥＶ）。 | JP | Japan | Pending | Y | True |
| 363 | 电池组、车辆以及电池组的制造方法 \n | CN110635169B | NaN | 本发明涉及电池组、车辆以及电池组的制造方法。电池组包含单电池组。单电池组包含串联连接的多个单电池。所述多个单电池各自为锂离子电池。单电池组包含1个以上的第一单电池和1个以上的第二单电池中的至少一者、以及1个以上的第三单电池。第一单电池的正极活性材料包含锂镍复合氧化物。第二单电池的负极活性材料包含锂钛复合氧化物。第三单电池的正极活性材料包含磷酸铁锂。电池组的电压在20％以上且80％以下的SOC下为11.8V以上且14.5V以下。 | CN:201910450110.0A | https://patentimages.storage.googleapis.com/28/35/5e/bdae176952da00/CN110635169B.pdf | CN:110635169:B | 高木优 | Toyota Motor Corp | CN:102308424:A | Not available | 2011-11-01 | 1.一种电池组，其特征在于，, 包含单电池组，, 其中所述单电池组包含串联连接的多个单电池，, 所述多个单电池各自为锂离子电池，, 所述单电池组包含：, 1个以上的第一单电池和1个以上的第二单电池中的至少一者、以及, 1个以上的第三单电池，, 所述第一单电池的正极活性材料包含锂镍复合氧化物，, 所述第二单电池的负极活性材料包含锂钛复合氧化物，, 所述第三单电池的正极活性材料包含磷酸铁锂，所述第三单电池的负极活性材料不含锂钛复合氧化物，, 在所述电池组的SOC为20％以上且80％以下的范围内时，所述电池组的电压在11.8V以上且14.5V以下的范围内，且, 80％的SOC下的所述电压与20％的SOC下的所述电压之差为0.5V以上，, 其中所述SOC表示充电状态。, 2.如权利要求1所述的电池组，其特征在于，, 所述多个单电池排列成一列，, 所述第三单电池被配置在所述多个单电池形成列的方向的两端中的至少一端。, 3.如权利要求1所述的电池组，其特征在于，, 在所述单电池组中包含1个以上的所述第二单电池，, 所述多个单电池排列成一列，, 所述第二单电池被配置在所述多个单电池形成列的方向的两端中的至少一端。, 4.如权利要求1～3中任一项所述的电池组，其特征在于，, 所述单电池组为4个所述单电池。, 5.如权利要求1～3中任一项所述的电池组，其特征在于，, 所述单电池组为5个所述单电池。, 6.一种车辆，其特征在于，包含：, 行驶电动机和发动机中的至少一者；, 辅机；以及, 辅机电池，, 其中，所述辅机电池被构成为使得存储供给至所述辅机的电力，, 所述辅机电池包含权利要求1～5中任一项所述的电池组。, 7.如权利要求6所述的车辆，其特征在于，进一步包含：, 所述行驶电动机；以及, 主电池，, 其中，所述主电池被构成为使得至少存储供给至所述行驶电动机的电力。, 8.一种制造权利要求1所述的电池组的方法，其特征在于，包括：, 准备多个单电池；, 通过将所述多个单电池串联连接而形成单电池组；以及, 制造包含所述单电池组的所述电池组，, 其中，所述多个单电池各自为锂离子电池，, 所述单电池组包含1个以上的第一单电池和1个以上的第二单电池中的至少一者、以及1个以上的第三单电池，, 所述第一单电池的正极活性材料包含锂镍复合氧化物，, 所述第二单电池的负极活性材料包含锂钛复合氧化物，, 所述第三单电池的正极活性材料包含磷酸铁锂，, 确定所述单电池组中包含的所述第一单电池的个数、所述第二单电池的个数以及所述第三单电池的个数，使得在20％以上且80％以下的范围内的SOC下，所述电池组的电压在11.8V以上且14.5V以下的范围内。 | CN | China | Active | B | True |
| 364 | Smart charging schedules for battery systems and associated methods for electrified vehicles \n | US10882411B2 | This disclosure relates to vehicle systems and methods for controlling charging of electrified vehicle battery packs.\nThe desire to reduce automotive fuel consumption and emissions has been well documented. Therefore, electrified vehicles are being developed that reduce or completely eliminate reliance on internal combustion engines. In general, electrified vehicles differ from conventional motor vehicles because they are selectively driven by one or more battery powered electric machines. Conventional motor vehicles, by contrast, rely exclusively on the internal combustion engine to propel the vehicle.\nA high voltage battery pack typically powers the electric machines and other electrical loads of the electrified vehicle. The battery pack includes a plurality of battery cells that must be periodically recharged to replenish the energy necessary to power these loads. The battery pack is typically charged by connecting the vehicle to an external power source that transfers electric energy to the battery pack.\nMost drivers plug-in their electrified vehicle for charging immediately after completing a trip. The battery pack is then charged to a full state of charge where it remains until the next trip begins. Thus, the battery packs are maintained at or near their full state of charge over a majority of their service life. Maintaining the batteries at relatively high states of charge for prolonged periods of time can negatively impact battery cell capacity and aging (i.e., reduced overall capacity and performance in terms of charging/discharging capabilities).\nA method according to an exemplary aspect of the present disclosure includes, among other things, controlling charging a battery pack of an electrified vehicle, via a control system of the electrified vehicle, based on climate conditions, traffic conditions, and learned driving habits of a driver of the electrified vehicle.\nIn a further non-limiting embodiment of the foregoing method, controlling the charging includes determining an excepted upcoming drive cycle to be traveled by the electrified vehicle.\nIn a further non-limiting embodiment of either of the foregoing methods, determining the expected upcoming drive cycle is based on historical route information associated with the electrified vehicle.\nIn a further non-limiting embodiment of any of the foregoing methods, the method includes determining whether the electrified vehicle is on-plug.\nIn a further non-limiting embodiment of any of the foregoing methods, the method includes determining an amount of charge necessary to complete an expected upcoming drive cycle of the electrified vehicle if the electrified vehicle is on-plug.\nIn a further non-limiting embodiment of any of the foregoing methods, the method includes determining whether the amount of charge necessary to complete the expected upcoming drive cycle is greater than a current state of charge of the battery pack.\nIn a further non-limiting embodiment of any of the foregoing methods, the method includes charging the battery pack if the amount of charge necessary to complete the expected upcoming drive cycle is greater than the current state of charge of the battery pack.\nIn a further non-limiting embodiment of any of the foregoing methods, the method includes adding zero charge to the battery pack if the current state of charge of the battery pack exceeds the amount of charge necessary to complete the expected upcoming drive cycle.\nIn a further non-limiting embodiment of any of the foregoing methods, controlling the charging includes creating a smart charging schedule based on the climate conditions, the traffic conditions, and the learned driving habits.\nIn a further non-limiting embodiment of any of the foregoing methods, the smart charging schedule is further based on GPS information.\nIn a further non-limiting embodiment of any of the foregoing methods, the smart charging schedule is further based on an energy consumption per mile value of the electrified vehicle.\nIn a further non-limiting embodiment of any of the foregoing methods, the smart charging schedule is further based on a current state of charge of the battery pack.\nIn a further non-limiting embodiment of any of the foregoing methods, the smart charging schedule is further based on calendar information from a mobile device of the driver.\nIn a further non-limiting embodiment of any of the foregoing methods, the smart charging schedule either adds charge to the battery pack or adds zero charge to the battery pack.\nIn a further non-limiting embodiment of any of the foregoing methods, controlling the charging includes creating a decision tree for determining an amount of charge necessary to complete an expected upcoming drive cycle of the electrified vehicle.\nA vehicle system, according to another exemplary aspect of the present disclosure includes, among other things, a battery pack and a control system configured to create a smart charging schedule for either adding or not adding an additional charge to the battery pack in anticipation of an expected upcoming drive cycle. The smart charging schedule is prepared based on weather conditions, traffic conditions, and learned driving habits associated with the expected upcoming drive cycle.\nIn a further non-limiting embodiment of the foregoing vehicle system, a navigation system is configured to communicate GPS information to the control system.\nIn a further non-limiting embodiment of either of the foregoing vehicle systems, the control system includes at least one control module configured to control a charging system for selectively adding the additional charge to the battery pack.\nIn a further non-limiting embodiment of any of the foregoing vehicle systems, the charging system includes a switch selectively actuated to shut-off or prevent charging of the battery pack.\nIn a further non-limiting embodiment of any of the foregoing vehicle systems, the smart charging schedule is further based on at least one of GPS information, an energy consumption per mile value, a current state of charge of the battery pack, and calendar information.\nThe embodiments, examples, and alternatives of the preceding paragraphs, the claims, or the following description and drawings, including any of their various aspects or respective individual features, may be taken independently or in any combination. Features described in connection with one embodiment are applicable to all embodiments, unless such features are incompatible.\nThe various features and advantages of this disclosure will become apparent to those skilled in the art from the following detailed description. The drawings that accompany the detailed description can be briefly described as follows.\n FIG. 1 schematically illustrates a powertrain of an electrified vehicle.\n FIG. 2 schematically illustrates a vehicle system of an electrified vehicle.\n FIG. 3 is a block diagram illustrating a control system of the vehicle system of FIG. 2.\n FIG. 4 is a decision tree that can be used for storing historical battery state of charge usage.\n FIG. 5 schematically illustrates an exemplary method for controlling charging of a battery pack of an electrified vehicle.\nThis disclosure describes vehicle systems and methods for controlling charging of one or more energy storage devices of an electrified vehicle battery pack. An exemplary charging method includes controlling charging of a battery pack of an electrified vehicle based on at least climate conditions, traffic conditions, and learned driving habits of a driver of the electrified vehicle. A vehicle system may be programmed to control charging based on these and other factors in order to maximize the longevity of battery pack energy storage devices by minimizing the duration that the energy storage devices are maintained at or near a full state of charge. These and other features are discussed in greater detail in the following paragraphs of this detailed description.\n FIG. 1 schematically illustrates a powertrain 10 of an electrified vehicle 12. The electrified vehicle 12 may be a battery electric vehicle (BEV) or a plug-in hybrid electric vehicle (PHEV), for example. Therefore, although not shown in this embodiment, the electrified vehicle 12 could be equipped with an internal combustion engine that can be employed either alone or in combination with other energy sources to propel the electrified vehicle 12.\nIn the illustrated embodiment, the electrified vehicle 12 is a full electric vehicle propelled solely through electric power, such as by an electric machine 14, without any assistance from an internal combustion engine. The electric machine 14 may operate as an electric motor, an electric generator, or both. The electric machine 14 receives electrical power and provides a rotational output power. The electric machine 14 may be connected to a gearbox 16 for adjusting the output torque and speed of the electric machine 14 by a predetermined gear ratio. The gearbox 16 is connected to a set of drive wheels 18 by an output shaft 20. A voltage bus 22 electrically connects the electric machine 14 to a battery pack 24 through an inverter 26. The electric machine 14, the gearbox 16, and the inverter 26 may be collectively referred to as a transmission 28.\nThe battery pack 24 is an exemplary electrified vehicle battery. The battery pack 24 may be a high voltage traction battery pack that includes a plurality of battery assemblies 25 (i.e., battery arrays or groupings of battery cells) capable of outputting electrical power to operate the electric machine 14 and/or other electrical loads of the electrified vehicle 12 for providing the power necessary to propel the wheels 18. Other types of energy storage devices and/or output devices can also be used to electrically power the electrified vehicle 12.\nThe electrified vehicle 12 is also be equipped with a charging system 30 for charging the energy storage devices (e.g., battery cells) of the battery pack 24. The charging system 30 can be connected to an external power source for receiving and distributing power received from the external power source to the battery pack 24.\nThe powertrain 10 of FIG. 1 is highly schematic and is not intended to limit this disclosure. Various additional components could alternatively or additionally be employed by the powertrain 10 within the scope of this disclosure. In addition, the teachings of this disclosure may be incorporated into any type of electrified vehicle, including but not limited to cars, trucks, sport utility vehicles, boats, planes, etc.\n FIG. 2 is a highly schematic depiction of a vehicle system 56 that may be employed within an electrified vehicle, such as electrified vehicle 12 of FIG. 1. The various components of the vehicle system 56 are shown schematically to better illustrate the features of this disclosure. These components; however, are not necessarily depicted in the exact locations at which they would be found in an actual vehicle.\nThe vehicle system 56 is adapted to control charging of the energy storage devices (e.g., battery cells) of a high voltage traction battery pack 24 in a manner that reduces battery degradation over the service life of the battery pack 24. For example, in an embodiment, the vehicle system 56 may intelligently control battery pack 24 charging by analyzing various factors, such as driving habits, vehicle status, external environmental conditions (e.g., weather, traffic, etc.), availability of charging infrastructure, etc., and then executing an optimized charging method based on these factors.\nIn an embodiment, the exemplary vehicle system 56 includes the battery pack 24, a charging system 30, a control system 60, and a navigation system 76. The battery pack 24 may include one or more battery arrays each having a plurality of battery cells or other energy storage devices. The energy storage devices of the battery pack 24 store electrical energy that is selectively supplied to power various electrical loads residing onboard the electrified vehicle 12. These electrical loads may include various high voltage loads (e.g., electric machines, etc.) or various low voltage loads (e.g., lighting systems, low voltage batteries, logic circuitry, etc.). The energy storage devices of the battery pack 24 are depleted of energy over time and therefore must be periodically recharged. Recharging can be achieved using the charging system 30 based on a smart charging control method executed by the control system 60, the details of which are further discussed below.\nThe charging system 30 may include a power cord 62 that connects between a charging port 64 of a vehicle inlet assembly 65 (located onboard the electrified vehicle 12) and an external power source 58. In an embodiment, the external power source 58 includes utility grid power. In another embodiment, the external power source 58 includes an alternative energy source, such as solar power, wind power, etc. In yet another embodiment, the external power source 34 includes a combination of utility grid power and alternative energy sources. The external power source 58 is located at a charging location L1. Exemplary charging locations include but are not limited to a public charging station located along the drive route, a driver's home, or a parking garage, for example.\nPower from the external power source 58 may be selectively transferred over the power cord 62 to the electrified vehicle 12 for charging the energy storage devices of the battery pack 24. The charging system 30 may be equipped with power electronics configured to convert AC power received from the external power source to DC power for charging the energy source devices of the battery pack 24. The charging system 30 may also be configured to accommodate one or more conventional voltage sources from the external power source 58. In other embodiments, the charging system 30 could be a wireless charging system or a DC fast charging system.\nIn yet another embodiment, the charging system 30 includes a switch 68 for controlling the transfer of power to the battery pack 24. The switch 68 can be selectively actuated (i.e., opened) to stop or prevent charging the battery pack 24, such as when the battery pack 24 reaches a target state of charge (SOC) level at the charging location L1. In an embodiment, the switch 68 is movable between a closed position (shown in solid lines) in which power is permitted to flow to the battery pack 24 and an open position (shown in phantom lines) in which power is prohibited from flowing to the battery pack 24.\nThe control system 60 of the vehicle system 56 may control charging of the battery pack 24 by controlling operation of the charging system 30. For example, as further discussed below, the control system 60 may control the charging of the battery pack 24 in a manner that reduces the amount of time the battery pack 24 is maintained at or near a full state of charge. To achieve this, the control system 60 may control when charging begins and ends, the length of charging, the power levels of the charging, etc.\nThe control system 60 may be part of an overall vehicle control system or could be a separate control system that communicates with the vehicle control system. The control system 60 may include one or more control modules 78 equipped with executable instructions for interfacing with and commanding operation of various components of the vehicle system 56. For example, in an embodiment, each of the battery pack 24, the charging system 30, and the navigation system 76 include a control module, and these control modules can communicate with one another over a controller area network to control charging of the battery pack 24. In another non-limiting embodiment, each control module 78 of the control system 60 includes a processing unit 72 and non-transitory memory 74 for executing the various control strategies and modes of the vehicle system 56.\nThe navigation system 76 may include a global positioning system (GPS) configured for communicating drive route information to the control system 60. The navigation system 76 may include a user interface 79 located inside the electrified vehicle 12 for displaying the drive route and other related information. A user may interact with the user interface 79 via a touch screen, buttons, audible speech, speech synthesis, etc. In an embodiment, the drive route can be manually entered into the navigation system 76 using the user interface 79. In another embodiment, the drive route can be inferred based on historical data accumulated from prior drive routes the user has planned/traveled. Such historical route information may be saved within the navigation system 76 or within the non-transitory memory 74 of the control module 78 of the control system 60, for example.\nThe navigation system 76 may communicate additional information to the control system 60. This additional information could include the location of various charging locations along the drive route, charging costs associated with each charging location, etc.\nIn an embodiment, the control system 60 (and, optionally, the navigation system 76) may communicate over a cloud database 80 (i.e., the internet) to obtain various information stored on one or more servers 82. Each server 82 can identify, collect, and store user data associated with the electrified vehicle 12 for validation purposes. Upon an authorized request, data may be subsequently transmitted to the navigation system 76, or directly to the control system 60, via a cellular tower 84 or some other known communication technique (e.g., Wi-Fi, Bluetooth, etc.). The control system 60 and the navigation system 76 may each include a transceiver 86 for achieving bidirectional communication with the cellular tower 84. For example, the transceiver 86 can receive data from the server 82 or can communicate data back to the server 82 via the cellular tower 84. Although not necessarily shown or described in this highly schematic embodiment, numerous other components may enable bidirectional communication between the electrified vehicle 12 and the web-based servers 82.\nThe data received by the control system 60 from the navigation system 76 and/or the server 82 may be used in combination with other data to create a charging schedule for charging the battery pack 24. As discussed in greater detail below, the control system 60 may gather, analyze and/or calculate various data when planning the charging schedule.\nReferring now primarily to FIG. 3, the control module 78 of the control system 60 may receive and process various inputs for creating a smart charging schedule 88 for charging the battery pack 24. A first input to the control module 78 may include learned driving habits 90 of a driver of the electrified vehicle 12. The learned driving habits 90 may be inferred or learned values that are based on historical usage data associated with the electrified vehicle 12. For example, the control module 78 may learn the times a day the electrified vehicle 12 is operated by control logic and/or algorithms included within the control module 78. The learned times of day may correspond to a time of day on a specific day of the week based on the frequency or historical use of the electrified vehicle 12 relative to that time of day. In an embodiment, the learned times of day may further correspond to a time of day on a specific day of the week that the power cord 62 is removed from the vehicle inlet assembly 65 or any other action that is indicative of an expected upcoming vehicle drive cycle. The learned times may be recorded within the memory 74 of the control module 78 each time that signals are received by the control module 78 indicating that the power cord 62 is removed from the vehicle inlet assembly 65, or any other action that is indicative of an expected upcoming vehicle drive cycle. In an embodiment, a learning tool such as a probabilistic model or neural network is used to infer or predict the learned driving habits 90. In another embodiment, a cloud based computing tool can be used to provide the learned driving habits. However, the specific methodology used to predict the learned driving habits 90 is not intended to limit this disclosure.\nA second input to the control module 78 may include climate conditions 92. The climate conditions 92 may be received from one of the servers 82 over the cloud database 80. In an embodiment, the climate conditions 92 include a prediction of the state of the ambient surroundings (e.g., temperature, sun, rain, wind, etc.) for a given location on a given date and time associated with the expected upcoming drive cycle.\nA third input to the control module 78 may include traffic conditions 94. The traffic conditions 94 may be received from another one of the servers 82 over the cloud database 80. In an embodiment, the traffic conditions 94 include a prediction of the traffic situation (e.g., light, heavy, etc.) for a given location on a given date and time associated with the expected upcoming drive cycle.\nA fourth input to the control module 78 may include GPS information 96 from the navigation system 76. The GPS information 96 may include but is not limited to location information (e.g., home, work place, etc.), date and time information (e.g., AM, PM, night, day, etc.), and charging location information (e.g., charging type, availability, costs, etc.).\nA fifth input to the control module 78 may include vehicle information 98. The vehicle information 98 may be communicated from a vehicle control module that is separate from the control module 78 and may include information such as energy consumption per mile (i.e., kWh/mile), etc.\nA sixth input to the control module 78 may include battery information 100. The battery information 100 may be communicated from a battery electric control module associated with the battery pack 24 and may include information such as current battery state of charge, battery temperature, battery age, etc.\nA seventh input to the control module 78 may include driver information 102. The driver information 102 may be received from a personal electronic device, such as a cell phone, of the driver of the electrified vehicle and may include calendar information and other driver specific information.\nRelying on the various inputs 90-102, the control module 78 may be programmed to execute one or more algorithms for creating the smart charging schedule 88. The smart charging schedule 88 can be used to control charging of the battery pack 24 during a subsequent charging event.\nAn exemplary implementation of an algorithm for creating the smart charging schedule 88 is as follows. In an embodiment, a classifier is used to categorize the trip history of a driver into actionable probability estimates for the amount of battery pack 24 charge needed to complete the driver's daily set of trips. The smart charging schedule 88 would only add charge to the battery pack 24 if the estimated charge required, plus some selectable charge safety margin, is greater than the existing state of charge of the battery pack 24. Before making any route estimates, the driver information 102 may be checked by accessing a calendar application on the driver's mobile device. If destinations are listed on the driver's calendar, a trip chain can be built from the probability determined driving distance and the calendar defined locations. The vehicle information 98, such as energy consumption per mile, can be combined with the trip chain to determine an amount of charge that is required to allow the driver to reach each of their destinations without experiencing range anxiety.\nAlternatively, if the driver information 102 is not available (i.e., the driver's mobile device is not connected or is otherwise unavailable), the control module 78 may proceed by building a decision tree 104. As shown in FIG. 4, the decision tree 104 may have various branches including 1) the time period and day of the week for an expected upcoming drive cycle; 2) expected traffic conditions during the expected upcoming drive cycle; and 3) expected weather conditions during the expected upcoming drive cycle. Historical trip data can be binned into a total of 336 possible containers based on two hour segments for each of the seven days of the week combined with the binary factors rating the expected traffic conditions (e.g., high or low) and the expected weather conditions (e.g., typical or severe).\nEach time the charging system 30 is activated for charging the battery pack 24, the control module 78 may execute the algorithm for determining the smart charging schedule 88 for a predefined amount of time, for example, 24 hours. The predefined amount of time can be adjusted based on the historical charging frequency of the driver.\nNext, the historical net charge usage over the predefined amount of time can be analyzed to determine the probability of various charge options, for example, in 10 kWh increments. The net kWh required for the expected upcoming drive cycle is then compared to the present state of charge of the battery pack 24, and if the required amount of charge for the expected upcoming drive cycle exceeds the present state of charge of the battery pack 24, the charging system 30 is commanded to add charge to the battery pack 24. This may include controlling the charging system 30 to implement a combination of continuous and intermittent charging at multiple charging rates and regulating the battery pack 24 temperature before or during the charging. Otherwise, if the present state of charge exceeds the required amount of charge necessary to complete an expected upcoming drive cycle, no charge is added to the battery pack 24, or only enough charge is added to the battery pack 24 that is necessary to reach a safe state of charge level.\n FIG. 5, with continued reference to FIGS. 1-4, illustrates an exemplary method 200 for controlling charging of the battery pack 24 of the electrified vehicle 12. In an embodiment, the control module 78 is programmed with one or more algorithms adapted to execute the exemplary method 200.\nThe method 200 begins at block 202. At block 204, the control module 78 determines whether the electrified vehicle 12 is on-plug (i.e., the charging system 30 has been connected to an external power source). For example, the control module 78 may periodically analyze signals received from the charging system 30 to determine whether it has been connected to the external power source 58. If a YES flag is returned at block 204, the method 200 proceeds to block 206.\nNext, at block 206, the control module 78 may determine the amount of charge necessary for powering the electrified vehicle 12 over an expected upcoming drive cycle. This may include analyzing each of the inputs 90-102.\nThe amount of charge necessary for the expected upcoming drive cycle is then compared with the current state of charge of the battery pack 24 at block 208. The state of charge of the battery pack 24 is increased at block 210 if the current state of charge is less than the amount of charge necessary for the upcoming drive cycle. Alternatively, charge is not added to the battery pack 24 at block 212 if the current state of charge is greater than the amount of charge necessary for the upcoming drive cycle.\nThe vehicle systems and methods of this disclosure provide intelligent charging of electrified vehicle energy storage devices by predicting a driver's intent in order to minimize the amount of time the energy storage devices are charged to a full or near full state of charge. The “smart” charging methods of this disclosure thus improve customer satisfaction, increase usable electric range over the vehicle's service life, and reduce warranty costs associated with degraded energy storage devices.\nAlthough the different non-limiting embodiments are illustrated as having specific components or steps, the embodiments of this disclosure are not limited to those particular combinations. It is possible to use some of the components or features from any of the non-limiting embodiments in combination with features or components from any of the other non-limiting embodiments.\nIt should be understood that like reference numerals identify corresponding or similar elements throughout the several drawings. It should be understood that although a particular component arrangement is disclosed and illustrated in these exemplary embodiments, other arrangements could also benefit from the teachings of this disclosure.\nThe foregoing description shall be interpreted as illustrative and not in any limiting sense. A worker of ordinary skill in the art would understand that certain modifications could come within the scope of this disclosure. For these reasons, the following claims should be studied to determine the true scope and content of this disclosure.\n | A method includes controlling charging a battery pack of an electrified vehicle, via a control system of the electrified vehicle, based on climate conditions, traffic conditions, and learned driving habits of a driver of the electrified vehicle. The control system is configured to create a smart charging schedule for either adding or not adding an additional charge to the battery pack in anticipation of an expected upcoming drive cycle. | US:15/873,956 | https://patentimages.storage.googleapis.com/71/d5/55/aa853c67ccd1b1/US10882411.pdf | US:10882411 | Xiao Guang Yang, James Matthew Marcicki, Pratima Addepalli, Devang Bhalchandra DAVE, Jianbo Lu | Ford Global Technologies LLC | US:4992942, US:6459175, US:7474995, US:20040039622:A1, US:7389209, US:20040006502:A1, US:20080027639:A1, US:20080211230:A1, US:20070208497:A1, US:20070208492:A1, US:20080046165:A1, US:20090212745:A1, US:20090216688:A1, US:7786704, US:7719232, US:7782021, US:20090021218:A1, US:20100213887:A1, US:20100026306:A1, US:20100094496:A1, US:20100188043:A1, US:8054038, US:20120098676:A1, US:8564454, US:20110018679:A1, US:8922329, US:20110144823:A1, US:8890473, US:20110047052:A1, JP:4816780:B2, JP:2011062014:A, US:8428804, US:20110066310:A1, US:8294420, US:20110074350:A1, US:20110202217:A1, US:20110202418:A1, US:20110210698:A1, US:8612075, US:9026347, US:20130179061:A1, US:8849512, US:20130093393:A1, US:20110225105:A1, US:20120109519:A1, US:20120133337:A1, US:20120200257:A1, US:8937452, US:20120262104:A1, US:9024744, US:20120309455:A1, US:20140159660:A1, US:8624719, US:9152202, US:20130002188:A1, US:20150175026:A1, US:9000722, US:8725306, US:20130054045:A1, US:9387772, US:20140191722:A1, US:20140236379:A1, US:9618954, US:20140217976:A1, US:9744873, US:20130096751:A1, US:10185978, US:10192245, US:20160364658:A1, US:20160362016:A1, US:20160339793:A1, US:20160339792:A1, US:20190180336:A1, US:20190139107:A1, US:10210552, US:20160364776:A1, US:10185977, US:10169783, US:20190156384:A1, US:20190156382:A1, US:20130110296:A1, US:9348381, US:20190156383:A1, US:10113881, US:20140288832:A1, US:9476725, US:10161759, US:20170010114:A1, US:20150127248:A1, US:20190226860:A1, US:8965669, US:20130179057:A1, US:9731618, US:20140371969:A1, US:20150251548:A1, US:20130229149:A1, US:9054532, US:9845016, US:20140006137:A1, US:20170235848:A1, US:20140070606:A1, US:20160200211:A1, US:10308128, US:9296309, US:20140163789:A1, US:20130197748:A1, US:20140265566:A1, US:20140320089:A1, US:9550430, US:20140340038:A1, US:20150069975:A1, US:20150091531:A1, US:9463704, US:20150095114:A1, US:20150115886:A1, US:9424745, US:20150191098:A1, US:9428072, US:20160335377:A1, US:20160343011:A1, US:9440654, US:10399461, US:10369890, US:20180224915:A1, US:9939868, US:20150323974:A1, US:10026998, US:20150329003:A1, US:20150345958:A1, US:20150345962:A1, US:20150345984:A1, US:9689692, US:20150354974:A1, US:20150360578:A1, US:9956887, US:10017068, US:20150367740:A1, US:20180290546:A1, US:20160096438:A1, US:9731617, US:20160159240:A1, US:20160193932:A1, US:20160221456:A1, US:9527400, US:20180026404:A1, US:10141694, US:20170028978:A1, US:9849871, US:9738287, US:20170072966:A1, US:9610853, US:20170129359:A1, US:9987944, US:20170176195:A1, US:9739624, US:20170210390:A1, US:9914462, US:20170228003:A1, US:9995591, US:20170261331:A1, US:20180065494:A1, US:10112728, US:9937808, US:20180072170:A1, US:20180145514:A1, US:10286802, US:20180170202:A1, US:10293699, US:20180361870:A1, US:20180222340:A1, US:10288439, US:10272793, US:10467911, US:20190084435:A1, US:20190275893:A1, US:20190316909:A1 | Not available | 2021-01-05 | 1. A method, comprising:\ncontrolling charging of a battery pack of an electrified vehicle, via a control system of the electrified vehicle, based on climate conditions, traffic conditions, and learned driving habits of a driver of the electrified vehicle,\nwherein controlling the charging includes creating a smart charging schedule based on the climate conditions, the traffic conditions, and the learned driving habits,\nwherein controlling the charging includes creating a decision tree for determining an amount of charge necessary to complete an expected upcoming drive cycle of the electrified vehicle,\nwherein the decision tree includes a first branch indicating a time period and a day of a week for the expected upcoming drive cycle, a second branch indicating expected traffic conditions during the time period of the expected upcoming drive cycle, and a third branch indicating expected weather conditions during the time period of the expected upcoming drive cycle.\n, controlling charging of a battery pack of an electrified vehicle, via a control system of the electrified vehicle, based on climate conditions, traffic conditions, and learned driving habits of a driver of the electrified vehicle,, wherein controlling the charging includes creating a smart charging schedule based on the climate conditions, the traffic conditions, and the learned driving habits,, wherein controlling the charging includes creating a decision tree for determining an amount of charge necessary to complete an expected upcoming drive cycle of the electrified vehicle,, wherein the decision tree includes a first branch indicating a time period and a day of a week for the expected upcoming drive cycle, a second branch indicating expected traffic conditions during the time period of the expected upcoming drive cycle, and a third branch indicating expected weather conditions during the time period of the expected upcoming drive cycle., 2. The method as recited in claim 1, wherein the smart charging schedule is further based on GPS information., 3. The method as recited in claim 1, wherein the smart charging schedule is further based on an energy consumption per mile value of the electrified vehicle., 4. The method as recited in claim 1, wherein the smart charging schedule is further based on a current state of charge of the battery pack., 5. The method as recited in claim 1, wherein the smart charging schedule is further based on calendar information from a mobile device of the driver., 6. The method as recited in claim 1, wherein the smart charging schedule either adds charge to the battery pack or adds zero charge to the battery pack., 7. The method as recited in claim 1, wherein controlling the charging includes determining an excepted upcoming drive cycle to be traveled by the electrified vehicle., 8. The method as recited in claim 7, wherein determining the expected upcoming drive cycle is based on historical route information associated with the electrified vehicle., 9. The method as recited in claim 1, wherein the learned driving habits include learned times of each day of a week that the electrified vehicle is operated by the user., 10. The method as recited in claim 9, wherein the learned times include a specific time of day on a specific day of the week that a power cord is removed from a vehicle inlet assembly of the electrified vehicle., 11. The method as recited in claim 1, comprising determining whether the electrified vehicle is on-plug., 12. The method as recited in claim 11, comprising determining an amount of charge necessary to complete an expected upcoming drive cycle of the electrified vehicle when the electrified vehicle is on-plug., 13. The method as recited in claim 12, comprising determining whether the amount of charge necessary to complete the expected upcoming drive cycle is greater than a current state of charge of the battery pack., 14. The method as recited in claim 13, comprising charging the battery pack when the amount of charge necessary to complete the expected upcoming drive cycle is greater than the current state of charge of the battery pack., 15. The method as recited in claim 13, comprising adding zero charge to the battery pack when the current state of charge of the battery pack exceeds the amount of charge necessary to complete the expected upcoming drive cycle., 16. A vehicle system, comprising:\na battery pack; and\na control system configured to create a smart charging schedule for either adding or not adding an additional charge to the battery pack in anticipation of an expected upcoming drive cycle, wherein the smart charging schedule is prepared based on weather conditions, traffic conditions, and learned driving habits associated with the expected upcoming drive cycle,\nwherein the control system is configured to create a decision tree for determining an amount of charge necessary to complete the expected upcoming drive cycle,\nwherein the decision tree includes a first branch indicating a time period and a day of a week for the expected upcoming drive cycle, a second branch indicating expected traffic conditions during the time period of the expected upcoming drive cycle, and a third branch indicating expected weather conditions during the time period of the expected upcoming drive cycle.\n, a battery pack; and, a control system configured to create a smart charging schedule for either adding or not adding an additional charge to the battery pack in anticipation of an expected upcoming drive cycle, wherein the smart charging schedule is prepared based on weather conditions, traffic conditions, and learned driving habits associated with the expected upcoming drive cycle,, wherein the control system is configured to create a decision tree for determining an amount of charge necessary to complete the expected upcoming drive cycle,, wherein the decision tree includes a first branch indicating a time period and a day of a week for the expected upcoming drive cycle, a second branch indicating expected traffic conditions during the time period of the expected upcoming drive cycle, and a third branch indicating expected weather conditions during the time period of the expected upcoming drive cycle., 17. The vehicle system as recited in claim 16, comprising a navigation system configured to communicate GPS information to the control system., 18. The vehicle system as recited in claim 16, wherein the smart charging schedule is further based on at least one of GPS information, an energy consumption per mile value, a current state of charge of the battery pack, and calendar information., 19. The vehicle system as recited in claim 16, wherein the learned driving habits include a specific time of day on a specific day of a week that a power cord is removed from a vehicle inlet assembly by a user of a vehicle equipped with the vehicle system., 20. The vehicle system as recited in claim 16, wherein the control system includes at least one control module configured to control a charging system for selectively adding the additional charge to the battery pack., 21. The vehicle system as recited in claim 20, wherein the charging system includes a switch selectively actuated to shut-off or prevent charging of the battery pack when the battery pack reaches a target state of charge that is less than a full state of charge., 22. A method, comprising:\ncontrolling charging of a battery pack of an electrified vehicle, via a control system of the electrified vehicle, based on climate conditions, traffic conditions, and learned driving habits of a driver of the electrified vehicle,\nwherein controlling the charging includes creating a smart charging schedule based on the climate conditions, the traffic conditions, and the learned driving habits,\nwherein controlling the charging includes:\ncategorizing a trip history of the driver into a plurality of actionable probability estimates that correspond to a state of charge of the battery pack necessary to complete an excepted upcoming drive cycle;\ncomparing the state of charge necessary to complete the expected upcoming drive cycle to a current state of charge of the battery pack;\ncharging the battery pack at a current charging location when the state of charge necessary to complete the expected upcoming drive cycle is greater than the current state of charge of the battery pack; and\nnot charging the battery pack at the current charging location when the state of charge necessary to complete the expected upcoming drive cycle is less than the current state of charge of the battery pack.\n, controlling charging of a battery pack of an electrified vehicle, via a control system of the electrified vehicle, based on climate conditions, traffic conditions, and learned driving habits of a driver of the electrified vehicle,, wherein controlling the charging includes creating a smart charging schedule based on the climate conditions, the traffic conditions, and the learned driving habits,, wherein controlling the charging includes:, categorizing a trip history of the driver into a plurality of actionable probability estimates that correspond to a state of charge of the battery pack necessary to complete an excepted upcoming drive cycle;, comparing the state of charge necessary to complete the expected upcoming drive cycle to a current state of charge of the battery pack;, charging the battery pack at a current charging location when the state of charge necessary to complete the expected upcoming drive cycle is greater than the current state of charge of the battery pack; and, not charging the battery pack at the current charging location when the state of charge necessary to complete the expected upcoming drive cycle is less than the current state of charge of the battery pack., 23. The method as recited in claim 22, wherein the trip history is categorized within a classifier of the control system. | US | United States | Active | B | True |
| 365 | 电动汽车的控制装置 \n | CN102161319B | 技术领域\n\t本发明涉及一种电动汽车的控制装置，其控制来自高压电池的电力，对驱动电动机及辅助设备进行驱动。背景技术\n\t电动汽车具有由锂离子二次电池或镍氢二次电池等构成的高压电池、以及由三相直流电动机或PM电动机等构成的驱动电动机。来自高压电池的电力(约300V)，通过由车辆控制单元控制的变压器进行电力变换，向驱动电动机供给。另外，来自高压电池的电力，由DC/DC变压器降压至约14V，向动力转向泵、制动器用负压泵、刮水器装置用电动机、前照灯等辅助设备供给。这样，因为高压电池驱动在电动汽车上搭载的各种负载，所以设计为可以耐重复充放电。但是，高压电池因为其特性，例如如果剩余能量(SOC)显著降低直至深放电状态，则会导致作为高压电池的功能降低，即电容量降低等损伤。因此，为了使高压电池不会达到深放电状态，要对驱动电动机及辅助设备的驱动状态进行监视，即监视高压电池的剩余能量，以防止高压电池处于深放电状态。作为防止高压电池处于深放电状态，并且确保电动汽车的行驶性能的技术，例如已知专利文献1中所述的电动汽车的控制装置。专利文献1中记载的电动汽车的控制装置，检测高压电池的剩余能量(电池电压)，并与高压电池的剩余能量的降低相对应而使驱动电动机的输出降低。这样，可以防止高压电池处于深放电状态，并确保电动汽车的行驶性能。专利文献1：日本特开平10-304503号公报(图4)发明内容但是，根据上述专利文献1中记载的电动汽车的控制装置，为下述的控制逻辑，即，如果高压电池的剩余能量少，例如处于电动汽车将要停止的状态(不能行驶状态)，则与此相伴，由高压电池驱动的辅助设备的动作也停止。在这种情况下，在电动汽车正在行驶于平坦路或上坡的中途辅助设备停止时，因为电动汽车不会表现出加速的动作，所以几乎不会给驾驶员带来不安。另一方面，在电动汽车正在行驶于下坡的中途辅助设备停止时，因为电动汽车会表现出加速的动作，所以驾驶员可能会因为对驾驶员操作进行辅助的辅助设备的驱动变弱而感觉到不安。本发明的目的在于提供一种电动汽车的控制装置，即使高压电池的剩余能量变少，其也可以继续驱动辅助设备。本发明的电动汽车的控制装置是一种电动汽车的控制装置，其对来自高压电池的电力进行控制而对驱动电动机及辅助设备进行驱动，其特征在于，具有：剩余能量检测部，其检测所述高压电池的剩余能量；阈值存储部，其存储用于与来自所述剩余能量检测部的检测信号进行比较的第1阈值、以及比所述第1阈值小的第2阈值；以及驱动状态切换部，其对所述检测信号和所述第1、第2阈值进行比较，对应于比较结果，切换所述驱动电动机及所述辅助设备的驱动状态，所述驱动状态切换部，在所述检测信号低于所述第1阈值时，容许所述辅助设备的驱动，并且减弱所述驱动电动机的输出扭矩，在所述检测信号低于所述第2阈值时，容许所述辅助设备的驱动，并且停止向所述驱动电动机供给电力。本发明的电动汽车的控制装置，其特征在于，在所述阈值存储部中存储比所述第2阈值小、且成为所述高压电池的剩余能量下限值的第3阈值，所述驱动状态切换部在所述检测信号低于所述第3阈值时，停止所述辅助设备的驱动。发明的效果根据本发明的电动汽车的控制装置，因为设有存储大小2个阈值(第1阈值＞第2阈值)的阈值存储部，并设有驱动状态切换部，该驱动状态切换部在来自剩余能量检测部的检测信号低于第1阈值时，容许辅助设备的驱动，并且减弱驱动电动机的输出扭矩，在来自剩余能量检测部的检测信号低于第2阈值时，容许辅助设备的驱动，并且停止向驱动电动机供给电力，所以在高压电池的剩余能量变少时，驱动辅助设备，同时减弱向驱动电动机的输出扭矩，其后可以停止对驱动电动机的电力供给。因此，即使在高压电池的剩余能量变少而陷入电动汽车不能行驶的状态，也可以继续驱动辅助设备。因此，即使在正行驶于下坡的中途等高压电池的剩余能量变少，也不会减弱辅助驾驶员的操作的辅助设备的驱动，进而不会使驾驶员感到不安。根据本发明的电动汽车的控制装置，因为在阈值存储部中存储比第2阈值小并成为高压电池的剩余能量下限值的第3阈值，驱动状态切换部在检测信号低于第3阈值时停止辅助设备的驱动，所以可以防止由辅助设备的驱动造成高压电池处于深放电状态，进而可以防止高压电池的损坏。附图说明\n\t图1是表示电动汽车构成的概略图。图2是表示在图1的电动汽车中控制装置的控制内容(动作)的流程图。图3是对本发明的剩余能量的变化和现有技术的剩余能量变化进行比较的曲线。具体实施方式\n\t以下，基于附图对本发明的一个实施方式详细地进行说明。图1表示表示电动汽车构成的概略图，图2表示图1的电动汽车中的控制装置的控制内容(动作)的流程图，图3表示对本发明的剩余能量的变化和现有技术的剩余能量的变化进行比较的曲线。如图1所示，电动汽车10具有由三相直流电动机构成的驱动电动机11。驱动电动机11经由齿轮系12与驱动轴13连接，在驱动轴13的两端分别可整体旋转地设置一对前轮14a。另外，电动汽车10具有一对后轮14b，本实施方式涉及的电动汽车10为具有各前轮14a、各后轮14b的四轮汽车。这样，电动汽车10采用由驱动电动机11对各前轮14a进行驱动的前轮驱动方式。但是，作为本发明中的驱动电动机，也可以使用PM电动机及无刷DC电动机等其他形式的电动机。在电动汽车10上搭载作为驱动电动机11的电源起作用的高压电池15，该高压电池15例如为电压控制范围为280V～380V的锂离子二次电池。但是，作为本发明中的高压电池，也可以使用镍氢二次电池或电气双重电容器等蓄电体。驱动电动机11与逆变器16电气连接，在逆变器16和高压电池15之间分别电气连接一对通电线缆17、18。驱动电动机11具有作为电动发电机(M/G)的功能，可以作为驱动源及发电机而进行驱动，在将驱动电动机11作为驱动源进行驱动时，由逆变器16将来自高压电池15的直流电流变换为交流电流，并将变换后的交流电流向驱动电动机11供给。另一方面，在将驱动电动机11作为发电机进行驱动时，由逆变器16将来自驱动电动机11的交流电流变换为直流电流，并将变换后的直流电流向高压电池15供给。此外，在与高压电池15连接的各通电线缆17、18上分别设置一对主继电器19。高压电池15经由各通电线缆17、18及DC/DC变压器20与低压电池21电气连接。作为低压电池21，例如使用电压控制范围为10V～14V的铅蓄电池，低压电池21作为逆变器16、DC/DC变压器20、各控制单元30、40、车载充电器54等的电源而使用。在低压电池21和DC/DC变压器20之间电气连接辅助设备22。在这里，所谓辅助设备22，是动力转向泵、制动器用负压泵、刮水器装置用电动机、前照灯等(均未图示)以低电压驱动的车载设备，辅助设备22通过由DC/DC变压器20降压后的电力(约14.5V)驱动。另外，由DC/DC变压器20降压后的电力也向低压电池21供给，这样，可以对低压电池21进行充电。为了对电动汽车10进行集中控制，在电动汽车10上搭载车辆控制单元30。向车辆控制单元30中输入车速传感器、加速器开关、制动器开关等(均未图示)的各种车辆信息信号，并且还输入辅助设备22的动作信息信号，即表示辅助设备22是否正在工作的信号。并且，车辆控制单元30基于各种车辆信息信号及辅助设备22的动作信息信号等，执行规定的运算处理，对各主继电器19进行ON/OFF控制，或者向DC/DC变压器20及逆变器16等输出控制信号。为了控制高压电池15的充放电，在电动汽车10上搭载BCU(电池控制单元)40。在BCU 40设置剩余能量检测部41，剩余能量检测部41监视高压电池15的电压、电流、氛围气体温度等，并基于这些检测高压电池15的剩余能量SOC。并且，BCU 40基于由剩余能量检测部41检测出的剩余能量(检测信号)SOC，对高压电池15的输出电压及输出电流进行控制。在这里，本发明的控制装置由车辆控制单元30及BCU 40构成。在电动汽车10上构筑由CAN等构成的通信网络50。通信网络50与车辆控制单元30、BCU 40、DC/DC变压器20、逆变器16等彼此电气连接。通信网络50容许在连接到该通信网络50上的各部件间进行信息信号的接收发送。在车辆控制单元30中设有阈值存储部31及驱动状态切换部32。在阈值存储部31中分别存储用于与来自BCU 40中设置的剩余能量检测部41的检测信号进行比较的第1阈值SL1、比第1阈值SL1小的第2阈值SL2、比第2阈值SL2小的第3阈值SL3(SL1＞SL2＞SL3)。各阈值SL1、SL2、SL3与剩余能量SOC一起被读入驱动状态切换部32中。向驱动状态切换部32中输入剩余能量SOC及各阈值SL1、SL2、SL3，驱动状态切换部32对读入的剩余能量SOC和各阈值SL1、SL2、SL3进行比较，并根据该比较结果切换驱动电动机11及辅助设备22的驱动状态。具体地，驱动状态切换部32切换驱动电动机11及辅助设备22的驱动状态，以成为下述所示的第1、第2及第3状态。作为第1状态，是在高压电池15的剩余能量SOC低于第1阈值SL1的情况下，切换至“输出扭矩降低控制/辅助设备继续控制”，即容许辅助设备22的驱动，并且使向驱动电动机11输出的电力逐渐变小。这样，车辆控制单元30控制为，容许辅助设备22的驱动，并且逐渐减弱驱动电动机11的输出扭矩。作为第2状态，是在高压电池15的剩余能量SOC低于第2阈值SL2的情况下，切换至“驱动电动机停止控制/辅助设备继续控制”，即容许辅助设备22的驱动，并且停止向驱动电动机11供给电力。这样，车辆控制单元30被控制为，容许辅助设备22的驱动，并且停止驱动电动机11的驱动。作为第3状态，是在高压电池15的剩余能量SOC低于第3阈值SL3的情况下，切换为“辅助设备停止控制/系统电源断开控制”，即停止向辅助设备22供给电力，并将电动汽车10的系统电源断开。这样，车辆控制单元30被控制为，停止辅助设备22的驱动，并且切断电动汽车10的系统电源。在这里，第3阈值SL3是为了保护高压电池15而不会进入深放电状态的阈值，为高压电池15的剩余能量SOC的下限值。为了使用工业电源51(AC200V等)对高压电池15进行充电，在电动汽车10上设置作为电源连接部的充电口52。充电口52具有一对连接端子53，各连接端子53与车载充电器54电气连接。在与工业电源51连接而使用的充电线缆55上一体地设有连接器56，在连接器56上设有与充电口52的各连接端子53相对应的一对连接端子57。在车载充电器54的与充电口52的相反侧，分别电气连接各通电线缆17、18。这样，通过在充电口52上连接连接器56，可以经由充电器54及各通电线缆17、18，从工业电源51向高压电池15供给电力。在这里，在由工业电源51对高压电池15充电时，经由车载充电器54、各通电线缆17、18及DC/DC变压器20，低压电池21也被充电。此外，车载充电器54与通信网络50电气连接，并由车辆控制单元30控制。下面，对上述形成的电动汽车10中的控制装置(车辆控制单元30及BCU 40)的控制内容(动作内容)，使用图2及图3详细地进行说明。在这里，图2所示的控制逻辑为，在对未图示的点火开关进行接通操作，电动汽车10的系统电源接通之后，每隔规定的控制周期(例如每10分钟)而重复执行。如图2所示，如果在步骤S1中开始控制逻辑(起动)，则在步骤S2中，剩余能量检测部41检测剩余能量SOC。然后在步骤S3中，驱动状态切换部32读入剩余能量SOC和第1阈值SL1，并判定剩余能量SOC是否低于第1阈值SL1。在步骤S3中判定为是的情况下，进入步骤S4，在步骤S3中判断为否的情况下，进入步骤S9。在步骤S4中，在剩余能量SOC减少并低于第1阈值SL1时，将之前为通常控制的驱动电动机11及辅助设备22，通过驱动状态切换部32切换至“输出扭矩降低控制/辅助设备继续控制”(参照图3中切换点P1)。这样，辅助设备22可以与之前同样地驱动，即可以继续辅助驾驶员的驾驶操作及制动操作等。另一方面，驱动电动机11的输出扭矩逐渐减弱。这时，如图3的“输出扭矩降低控制/辅助设备继续控制区域”所示，因为抑制对驱动电动机11的电力供给，所以剩余能量SOC的降低率(曲线的倾斜)稍微变缓。在这里，因为驱动电动机11的输出扭矩逐渐变弱，所以驾驶员可以没有不适感地继续对电动汽车10进行驾驶操作。另外，为了向驾驶员通知已切换至“输出扭矩降低控制/辅助设备继续控制”，例如可以使设置在仪表盘上的警示灯(未图示)点亮，或者也可以倒计时显示可以对驱动电动机11进行驱动的剩余时间，在这种情况下，可以向驾驶员有效地通知对高压电池15进行充电的定时。在步骤S5中，驱动状态切换部32读入剩余能量SOC和第2阈值SL2，并判定剩余能量SOC是否低于第2阈值SL2。在步骤S5中判定为是的情况下进入步骤S6，在步骤S5中判定为否的情况下进入步骤S9。在步骤S6中，在剩余能量SOC减少并低于第2阈值SL2时，将之前的“输出扭矩降低控制/辅助设备继续控制”的驱动电动机11及辅助设备22，通过驱动状态切换部32切换至“驱动电动机停止控制/辅助设备继续控制”(参照图3中切换点P2)。这样，辅助设备22可以和之前同样地驱动，驱动电动机11的驱动被停止。这时，如图3的“驱动电动机停止控制/辅助设备继续控制区域”所示，因为没有向驱动电动机11供给电力，所以剩余能量SOC的降低率变得更缓。在这里，也可以将已切换至“驱动电动机停止控制/辅助设备继续控制”的情况通过使警示灯(未图示)点亮而向驾驶员通知。在步骤S7中，驱动状态切换部32读入剩余能量SOC和第3阈值SL3，并判定剩余能量SOC是否低于第3阈值SL3。在步骤S7中判定为是的情况下进入步骤S8，在步骤S7中判定为否的情况下进入步骤S9。在步骤S8中，在剩余能量SOC减少并低于第3阈值SL3时，将之前“驱动电动机停止控制/辅助设备继续控制”的驱动电动机11及辅助设备22，通过驱动状态切换部32切换至“辅助设备停止控制/系统电源断开控制”(参照图3中切换点P3)。这样，辅助设备22的驱动也被停止，并且系统电源断开。这时，如图3的“辅助设备停止控制/系统电源断开控制区域(深放电区域)”所示，因为不向驱动电动机11及辅助设备22供给电力，所以几乎没有剩余能量SOC的消耗，可以防止高压电池15处于深放电状态。然后在步骤S9中，执行使本控制逻辑最终结束的处理。此外，在步骤S3中判定为否的情况下，步骤S3的处理前的“通常控制”继续执行。在步骤S5中判定为否的情况下，步骤S5的处理前的“输出扭矩降低控制/辅助设备继续控制”继续执行。在步骤S7中判定为否的情况下，步骤S7的处理前的“驱动电动机停止控制/辅助设备继续控制”继续执行。在这里，图3中的标号T表示停止驱动电动机11的驱动后，可以驱动辅助设备22的时间(辅助设备可驱动时间)。另外，图3的标号P4表示根据上述的现有技术中的控制逻辑的驱动电动机及辅助设备的停止点(同时停止点)。在现有技术的控制逻辑中，驱动电动机及辅助设备均在同时停止点P4停止，但在本发明的控制逻辑中，在切换点P2和切换点P3之间，可以确保比较长的辅助设备可驱动时间T，在此期间，可以仅使辅助设备22驱动。如上述所详述，根据本发明的实施方式所涉及的电动汽车的控制装置，设置阈值存储部31，其存储大小2个阈值SL1、SL2(第1阈值SL1＞第2阈值SL2)，并设置驱动状态切换部32，其在来自剩余能量检测部41的剩余能量SOC低于第1阈值SL1时，容许辅助设备22的驱动，同时减弱驱动电动机11的输出扭矩，在来自剩余能量检测部41的剩余能量SOC低于第2阈值SL2时，容许辅助设备22的驱动，同时停止向驱动电动机11供给电力。因此，在高压电池15的剩余能量SOC变少时，驱动辅助设备22，并且减弱向驱动电动机11的输出扭矩，然后可以停止向驱动电动机11供给电力。因此，即使电动汽车10由于高压电池15的剩余能量SOC变少而陷入不能行驶的状态，也可以继续驱动辅助设备22。这样，即使在正行驶于下坡的中途等，高压电池15的剩余能量SOC变少，也不会减弱辅助驾驶员操作的辅助设备22的驱动，进而不会使驾驶员不安。另外，根据本实施方式涉及的电动汽车的控制装置，因为在阈值存储部31中存储比第2阈值SL2小且成为高压电池15的剩余能量SOC的下限值的第3阈值SL3，驱动状态切换部32在剩余能量SOC低于第3阈值SL3时停止辅助设备22的驱动，所以可以防止由辅助设备22的驱动造成高压电池15处于深放电状态，进而可以防止高压电池15的损坏。本发明并不限定于上述的实施方式，当然可以在不脱离其主旨的范围内进行各种变更。例如，在上述实施方式中，作为电动汽车举出了仅由驱动电动机11进行驱动的电动汽车10，并在该电动汽车10中搭载了本发明涉及的控制装置(车辆控制单元30及BCU 40)，但本发明并不限于此，本发明也可以应用于具有内燃机和驱动电动机这2个驱动系统的电动汽车即所谓混合动力汽车所搭载的控制装置中。另外，在上述实施方式中，本发明应用于驱动各前轮14a的前轮驱动方式的电动汽车10中，但本发明并不限于此，也可以应用于驱动各后轮的后轮驱动方式的电动汽车、及驱动前后轮的四轮驱动方式的电动汽车中。 | 本发明涉及一种电动汽车的控制装置，即使高压电池的剩余能量变少，其也继续驱动辅助设备。其设有存储大小2个阈值SL1、SL2(第1阈值SL1＞第2阈值SL2)的阈值存储部(31)，并设有驱动状态切换部(32)，该驱动状态切换部(32)在来自剩余能量检测部(41)的剩余能量SOC低于第1阈值SL1时，容许辅助设备(22)的驱动，且减弱驱动电动机(11)的输出扭矩，在来自剩余能量检测部(41)的剩余能量SOC低于第2阈值SL2时，容许辅助设备(22)的驱动，并且停止向驱动电动机(11)供给电力。 | CN:201110041248.9A | https://patentimages.storage.googleapis.com/bf/4d/38/b8192d07806fda/CN102161319B.pdf | CN:102161319:B | 瀬田至, 大伴洋祐 | Fuji Heavy Industries Ltd | JP:3966144:B2, CN:101279597:A | Not available | 2014-10-15 | 1.一种电动汽车的控制装置，其对来自高压电池的电力进行控制而对驱动电动机及辅助设备进行驱动，并具有检测所述高压电池的剩余能量的剩余能量检测部，, 该电动汽车的控制装置的特征在于，具有：, 阈值存储部，其存储用于与来自所述剩余能量检测部的检测信号进行比较的第1阈值、以及比所述第1阈值小的第2阈值；以及, 驱动状态切换部，其对所述检测信号和所述第1、第2阈值进行比较，对应于比较结果，切换所述驱动电动机及所述辅助设备的驱动状态，, 所述驱动状态切换部，在所述检测信号低于所述第1阈值时，容许所述辅助设备的驱动，并且减弱所述驱动电动机的输出扭矩，在所述检测信号低于所述第2阈值时，容许所述辅助设备的驱动，并且停止向所述驱动电动机供给电力。, \n \n, 2.根据权利要求1所述的电动汽车的控制装置，其特征在于，, 在所述阈值存储部中存储比所述第2阈值小、且成为所述高压电池的剩余能量下限值的第3阈值，所述驱动状态切换部在所述检测信号低于所述第3阈值时，停止所述辅助设备的驱动。 | CN | China | Active | B | True |
| 366 | Controller driving apparatus of electric vehicle \n | US8729727B2 | NaN | Disclosed is a controller driving apparatus of an electric vehicle which includes a first switch connected to a low-voltage DC-DC converter, a first port of a battery management system (BMS), and an electric vehicle controller, and a second switch connected to an output terminal of a high-voltage DC-DC converter connected to a second port of the BMS and an auxiliary battery connected to one end of the ignition switch, and a side connected to the low-voltage DC-DC converter, the one signal port of the BMS, and the electric vehicle controller. Finally, a third switch having connected between the auxiliary battery and a vehicle-on port of the BMS, and connected to the low-voltage DC-DC converter, the one signal port of the BMS, and the electric vehicle controller. | US:13/227,826 | https://patentimages.storage.googleapis.com/f5/84/6f/3ee71da8893d46/US8729727.pdf | US:8729727 | Beomgyu Kim, Miok Kim | Hyundai Motor Co | US:20050029867:A1, KR:100507496:B1, KR:20080070679:A, KR:20080056949:A, JP:2009077557:A, JP:2009194986:A, US:20110187184:A1, JP:2010110196:A, US:20100237694:A1, US:20100253145:A1, US:7928598, US:20110025124:A1 | 2014-05-20 | 2014-05-20 | 1. A controller driving apparatus of an electric vehicle, the apparatus comprising:\na first switch having an input side connected electrically adjacent to an input and output end of an ignition switch that is connected to one or more other controllers, and an output side connected electrically adjacent to each of a low-voltage DC-DC converter, a first signal port of a battery management system (BMS), and an electric vehicle controller;\na second switch having an input side connected to an output terminal of a high-voltage DC-DC converter connected to a second signal port of the BMS and an auxiliary battery connected to one end of the ignition switch, and an output side connected electrically adjacent to each of the low-voltage DC-DC converter, the first signal port of the BMS, and the electric vehicle controller; and\na third switch having an input side connected between the auxiliary battery and a third port of the BMS, and an output side connected electrically adjacent to each of the low-voltage DC-DC converter, the first signal port of the BMS, and the electric vehicle controller.\n, a first switch having an input side connected electrically adjacent to an input and output end of an ignition switch that is connected to one or more other controllers, and an output side connected electrically adjacent to each of a low-voltage DC-DC converter, a first signal port of a battery management system (BMS), and an electric vehicle controller;, a second switch having an input side connected to an output terminal of a high-voltage DC-DC converter connected to a second signal port of the BMS and an auxiliary battery connected to one end of the ignition switch, and an output side connected electrically adjacent to each of the low-voltage DC-DC converter, the first signal port of the BMS, and the electric vehicle controller; and, a third switch having an input side connected between the auxiliary battery and a third port of the BMS, and an output side connected electrically adjacent to each of the low-voltage DC-DC converter, the first signal port of the BMS, and the electric vehicle controller., 2. The apparatus as defined in claim 1, wherein, as the ignition switch is turned on, the first switch is turned on to transfer a vehicle driving signal to the BMS and the electric vehicle controller., 3. The apparatus as defined in claim 1, wherein the second switch is turned on by a wake-up signal from the high-voltage DC-DC converter and transfers a vehicle driving signal to the electric vehicle controller, during plug-in charging by a household charger., 4. The apparatus as defined in claim 3, wherein the second switch is turned on after the BMS is woken up, during the plug-in charging., 5. The apparatus as defined in claim 1, wherein the third switch is turned on by the BMS and transfers a vehicle driving signal to the electric vehicle controller, during quick charging by a quick charger., 6. The apparatus as defined in claim 5, wherein the third switch is turned on after the BMS is woken up by a wake-up signal from the quick charger, during the quick charging., 7. The apparatus as defined in claim 1, wherein the first switch comprises a relay., 8. The apparatus as defined in claim 1, wherein the second switch comprises a relay., 9. The apparatus as defined in claim 1, wherein the third switch comprises a relay., 10. A circuit of an electric vehicle, the circuit comprising:\na first switch having an input side connected to both ends of an ignition switch connected to one or more controllers, and an output side connected electrically adjacent to each of a low-voltage DC-DC converter, a first port of a battery management system (BMS), and an electric vehicle controller;\na second switch having an input side connected to an output terminal of a high-voltage DC-DC converter connected to second port of the BMS and a battery connected to one end of the ignition switch, and an output side connected electrically adjacent to each of the low-voltage DC-DC converter, the first port of the BMS, and the electric vehicle controller; and\na third switch having an input side connected between the battery and a third port of the BMS, and an output side connected electrically adjacent to each of the low-voltage DC-DC converter, the first port of the BMS, and the electric vehicle controller.\n, a first switch having an input side connected to both ends of an ignition switch connected to one or more controllers, and an output side connected electrically adjacent to each of a low-voltage DC-DC converter, a first port of a battery management system (BMS), and an electric vehicle controller;, a second switch having an input side connected to an output terminal of a high-voltage DC-DC converter connected to second port of the BMS and a battery connected to one end of the ignition switch, and an output side connected electrically adjacent to each of the low-voltage DC-DC converter, the first port of the BMS, and the electric vehicle controller; and, a third switch having an input side connected between the battery and a third port of the BMS, and an output side connected electrically adjacent to each of the low-voltage DC-DC converter, the first port of the BMS, and the electric vehicle controller., 11. The circuit as defined in claim 10, wherein, as the ignition switch is turned on, the first switch is turned on to transfer a first signal to the BMS and the electric vehicle controller., 12. The circuit as defined in claim 10, wherein the second switch is turned on by a wake-up signal from the high-voltage DC-DC converter and transfers a vehicle driving signal to the electric vehicle controller, during charging by a charger., 13. The circuit as defined in claim 12, wherein the second switch is turned on after the BMS is woken up, during charging., 14. The circuit as defined in claim 10, wherein the third switch is turned on by the BMS and transfers a vehicle driving signal to the electric vehicle controller, during quick charging by a quick charger., 15. The circuit as defined in claim 14, wherein the third switch is turned on after the BMS is woken up by a wake-up signal from the quick charger, during the quick charging. | US | United States | Expired - Fee Related | B | True |
| 367 | 分箱换电系统及电动汽车 \n | CN112659925A | NaN | 本申请公开了一种分箱换电系统及电动汽车，涉及电动汽车技术领域。本申请的分箱换电系统包括电池配电箱、至少一个电池包、无线电池管理系统及电池箱架；电池配电箱与至少一个电池包均安装于电池箱架上，并通过电池箱架上的导电线路电连接；无线电池管理系统电连接至电池配电箱、电池箱架与至少一个电池包，无线电池管理系统用于获取至少一个电池包内的电芯数据，并根据电芯数据控制至少一个电池包的工作状态。本申请通过在不同级别的车型上搭载不同的电池箱架，并通过电池箱架自动匹配不同数量的电池包，能够满足不同车型或车企的电动汽车的用电需求。 | CN:202011540829.2A | https://patentimages.storage.googleapis.com/5a/42/01/7e75f2b1010e33/CN112659925A.pdf | NaN | 陈卫, 唐军, 陈爽, 传国强, 胡太强, 王阳 | Chongqing Ganeng Electric Vehicle Technology Co ltd | CN:101667665:A, JP:2011096233:A, WO:2013133555:A1, CN:105637697:A, US:20150367743:A1, WO:2016041157:A1, US:20200198494:A1, CN:110546849:A, CN:209561570:U, CN:109910674:A | Not available | 2015-11-24 | 1.一种分箱换电系统，其特征在于，所述分箱换电系统包括电池配电箱、至少一个电池包、无线电池管理系统及电池箱架；所述电池配电箱与所述至少一个电池包均安装于所述电池箱架上，并通过所述电池箱架上的导电线路电连接；, 所述无线电池管理系统电连接至所述电池配电箱、所述电池箱架与所述至少一个电池包，所述无线电池管理系统用于获取所述至少一个电池包内的电芯数据，并根据所述电芯数据控制所述至少一个电池包的工作状态，所述工作状态为所述电池包处于供电状态或静置状态。, 2.如权利要求1所述的分箱换电系统，其特征在于，所述无线电池管理系统包括主控制器和至少一个从控制器；所述主控制器与所述至少一个从控制器通信连接；, 所述从控制器电连接于所述电池包，所述从控制器用于获取所述电池包内的所述电芯数据，并将所述电芯数据传送至所述主控制器；, 所述主控制器电连接于所述电池箱架与所述电池配电箱，所述主控制器用于接收来自于所述至少一个从控制器的所述电芯数据，并根据所述电芯数据控制所述至少一个电池包的工作状态。, 3.如权利要求2所述的分箱换电系统，其特征在于，所述主控制器与车载系统通信连接；所述主控制器用于将来自于所述至少一个从控制器的所述电芯数据传送至所述车载系统。, 4.如权利要求2所述的分箱换电系统，其特征在于，所述主控制器与电池管理平台通信连接；所述主控制器用于将换电信息传送至所述电池管理平台，所述换电信息包括所述电池包的状态信息；所述电池管理平台用于根据所述换电信息确定所述电池包的状态，以对所述电池包进行充电或更换。, 5.如权利要求1至4任一项所述的分箱换电系统，其特征在于，当所述分箱换电系统包括多个所述电池包时，多个所述电池包通过所述电池箱架上的高压导电线路并联连接于所述电池配电箱。, 6.如权利要求1至4任一项所述的分箱换电系统，其特征在于，所述电池包还包括热管理组件，所述热管理组件设置于所述电池包的内部，所述热管理组件用于对所述电池包进行升温或降温。, 7.如权利要求2至4任一项所述的分箱换电系统，其特征在于，所述电池包包括至少一个电池模组，所述电池模组包括至少一个电芯和数据采集芯片；所述数据采集芯片电连接于所述至少一个电芯；, 所述至少一个电池模组电连接于所述从控制器，所述电池模组用于通过所述数据采集芯片来采集所述至少一个电芯的数据，并对所述数据进行压缩处理，再将压缩后的数据传送至所述从控制器。, 8.如权利要求7所述的分箱换电系统，其特征在于，当所述电池模组包括多个所述电芯时，多个所述电芯通过单串的电连接方式连接构成所述电池模组。, 9.如权利要求7所述的分箱换电系统，其特征在于，当所述电池包包括多个所述电池模组时，多个所述电池模组通过无线通信方式连接构成星型拓扑结构网络。, 10.一种电动汽车，其特征在于，所述电动汽车包括如权利要求1至9任一项所述的分箱换电系统。 | CN | China | Pending | Y | True |
| 368 | System and method for detecting and responding to a battery over-discharge condition within a vehicle \n | US10809305B2 | The present disclosure relates to systems and methods for detecting a traction battery over discharge condition.\nHybrid-electric and other electrified vehicles utilize stored energy for propulsion. A traction battery may include a plurality of electrochemical cells connected to a bussed electrical center (BEC) via positive and negative battery terminals. The battery cells may have any suitable configuration and serve to receive and store electric energy for use in operation of the vehicle. Energy may be received from an electrical grid during a charging event, e.g., at a charging station connected to a power grid. An on-board motor may also generate energy during regenerative braking events. Electrified vehicles rely on various electrical systems to manage and distribute power to the various components. Electrified vehicles often utilize contactors and switches to manage the power flow between high-voltage electrical devices.\nA system includes contactors electrically connecting a traction battery and a vehicle bus when closed, and a controller configured to issue an over discharge alert and open the contactors responsive to a battery temperature rate of change, measured during battery discharge and while a battery state of charge (SOC) exceeds a first threshold, being greater than a predefined rate.\nA method includes issuing, by a controller, an over discharge alert and commanding open contactors that electrically connect a traction battery to a vehicle bus when closed responsive to a battery temperature rate of change, measured during battery discharge and while a battery state of charge (SOC) is greater than an alert threshold, being greater than a predefined rate.\nA system includes a pair of contactors electrically connecting a traction battery and a vehicle bus when closed, and a controller configured to, responsive to a battery state of charge (SOC) falling within a predefined range and a battery temperature rate of change during discharge exceeding a predefined rate, open the contactors.\n FIG. 1 is a block diagram illustrating propulsion and energy storage components of an electrified vehicle;\n FIG. 2 is a block diagram illustrating components of a traction battery;\n FIG. 3A is a schematic diagram illustrating an open-circuit model of a lithium-ion battery cell;\n FIG. 3B is a graph illustrating a change in battery cell voltage with respect to a cell state of charge (SOC);\n FIG. 4 is a graph illustrating a change in cell voltage and temperature with respect to time; and\n FIG. 5 is a flowchart illustrating an algorithm for detecting a battery over discharge condition.\nEmbodiments of the present disclosure are described herein. It is to be understood, however, that the disclosed embodiments are merely examples and other embodiments may take various and alternative forms. The figures are not necessarily to scale; some features could be exaggerated or minimized to show details of particular components. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a representative basis for teaching one skilled in the art to variously employ the present invention. As those of ordinary skill in the art will understand, various features illustrated and described with reference to any one of the figures may be combined with features illustrated in one or more other figures to produce embodiments that are not explicitly illustrated or described. The combinations of features illustrated provide representative embodiments for typical applications. Various combinations and modifications of the features consistent with the teachings of this disclosure, however, could be desired for particular applications or implementations.\nA lithium-ion battery will experience an over discharge condition responsive to the SOC of the battery being less a predefined threshold. An over discharge condition may reversibly or irreversibly damage the battery. In some instances, even if the battery may be recharged to a predefined voltage range following an occurrence of an over discharge condition, the capacity and/or efficiency of the battery may deteriorate as compared to batteries of a similar age. Responsive to detecting an over discharge condition, a battery controller may lower a discharge power limit and/or open battery main contactors. Opening the main contactors may cause the traction battery to be disconnected from a high voltage bus thereby powering down the hybrid electrified vehicle. Thus, avoiding an occurrence of a false positive in detecting a battery over discharge condition may be desirable.\nWhen detecting an over discharge condition within a traction battery, a battery controller may reduce battery discharge power limit to 0 kilowatt (kW) and then open contactors to disconnect the traction battery from the load after a predetermined period. In addition to being based on voltage of the traction battery and/or battery state-of-charge (SOC), a battery over discharge detection method may be based on battery temperature. Detecting a battery over discharge condition based on temperature of the traction battery may decrease instances of false positive over discharge indications occurring due to cell voltage measurement error and/or SOC calculation error. Battery SOC can be estimated by ampere*hour integration method. But for long time driving, the accumulated current integration error may cause SOC estimation diverge from its true value.\nVoltage measured at the terminals of a traction battery may correspond to the SOC of that battery. For example, for a given current amount, an increase in the battery SOC may correspond to an increase in the terminal voltage of the traction battery. Internal resistance of lithium ion battery at a lower SOC may be greater than the internal resistance of a same battery at a higher SOC. Also, due to entropy in reversible heat, when lithium ion battery is discharged at low SOC, the battery may release extra heat that is greater than heat generated by resistance of the battery. In some instances, a battery management system may be configured to detect battery over discharge based on battery voltage/SOC. In some other instances, lithium ion battery over discharge condition detection may be based on both the battery voltage/SOC and a rate of change of battery temperature.\n FIG. 1 illustrates an example electrified vehicle (hereinafter, vehicle) 100 equipped to transfer energy between an electric machine 106 and a traction battery 102. In some instances, the traction battery 102 configured to receive electric charge via a charging session, e.g., at a charging station connected to a power grid. A plurality of electrochemical cells (not illustrated) of the traction battery 102 may be connected to a bussed electrical center (BEC) 104 via positive and negative terminals 110. The battery cells may have any suitable configuration and serve to receive and store electric energy for use in operation of the vehicle 100. As one example, each cell may provide a same or different nominal level of voltage. As another example, the battery cells may be arranged into one or more arrays, sections, or modules further connected in series or in parallel. While the traction battery 102 is described to include, for example, electrochemical battery cells, other types of energy storage device implementations, such as capacitors, are also contemplated.\nThe vehicle 100 may further comprise one or more electric machines 106 mechanically connected to a hybrid transmission that is in turn mechanically connected to one or more of an engine and a drive shaft propelling wheels. The electric machines 106 may be configured to operate as a motor or a generator. In some instances, the electric machines 106 can provide propulsion and deceleration capability when the engine is turned on or off using energy stored in the traction battery 102. In other examples, the electric machines 106 also act as generators and can provide fuel economy benefits by recovering energy that would normally be lost as heat in the friction braking system. The electric machines 106 may also provide reduced pollutant emissions since the vehicle 100 may be operated in electric mode under certain conditions.\nThe traction battery 102 typically provides a high-voltage direct current (DC) output. The traction battery 102 may be electrically connected to an inverter system controller (ISC) 108. The ISC 108 is electrically connected to the electric machines 106 and provides the ability to bi-directionally transfer energy between the traction battery 102 and the electric machines 106. In a motor mode, the ISC 108 may convert the DC output provided by the traction battery 102 to a three-phase alternating current (AC) as may be required for proper functionality of the electric machines 106. In a regenerative mode, the ISC 108 may convert the three-phase AC output from the electric machines 106 acting as generators to the DC input required by the traction battery 102. While the vehicle 100 of FIG. 1 is described as a plug-in hybrid electric vehicle, the description herein is equally applicable to a pure electric vehicle. For a pure electric vehicle, e.g., battery electric vehicle (BEV), the hybrid transmission may be a gear box connected to the electric machines 106 and the engine may not be present.\nIn addition to providing energy for propulsion, the traction battery 102 may provide energy for other vehicle electrical systems. For example, the traction battery 102 may transfer energy to high-voltage loads, such as, but not limited to, an air conditioning (A/C) compressor and electric heater. In another example, the traction battery 102 may provide energy to low-voltage loads, such as, but not limited to, an auxiliary 12-V battery. In such an example, the vehicle 100 may include a DC/DC converter (not illustrated) configured to convert the high-voltage DC output of the traction battery 102 to a low-voltage DC supply that is compatible with the low-voltage loads. The various components discussed may have one or more associated controllers to control and monitor the operation of the components. The controllers may communicate via a serial bus (e.g., Controller Area Network (CAN)) or via discrete conductors.\nIn one example, closing one or more of the contactors 112, 114, and 118, in some instances, enables power flow to the electric machines 106 and/or the high-voltage loads, such as compressors and electric heaters, via a connection to the conductors that extend between a respective one of the contactor 112, 114, 118 and the ISC 108. In still another example, closing one or more of the contactors 112, 114, and 118 may enable energy transfer to and from the low-voltage loads, such as a 12-V auxiliary battery, via the DC/DC converter connected to electrical conductor lines extending between the ISC 108 and the positive and negative terminals 110 a, 110 b. In one example, the main contactors 112, 114 in combination with the pre-charge circuit 116 may be used to charge 122 the traction battery 102, such as via a connection to a charging station. In another example, the battery controller 124 may be configured to command the opening and closing of one or more AC and/or DC charging contactors (not illustrated) responsive to receiving a signal indicative of a request to initiate charging of the traction battery 102.\n FIG. 2 illustrates an example arrangement 200 of the traction battery 102. The traction battery 102 may comprise a plurality of battery cells 202, e.g., electrochemical cells, electrically connected to the BEC 104. The plurality of connectors and switches of the BEC 104 enable the supply and withdrawal of electric energy to and from the battery cells 202. In one example, the BEC 104 includes a positive main contactor electrically connected to a positive terminal of the battery cells 202 and a negative main contactor electrically connected to a negative terminal of the battery cells 202. Closing the positive and negative main contactors may enable the flow of electric energy to and from the battery cells 202. While the traction battery 102 is described herein as including electrochemical cells, other types of energy storage device implementations, such as capacitors, are also contemplated.\nA battery controller 124 is electrically connected to the BEC 104 and controls the energy flow to and from the battery cells 202 via the BEC 104. For example, the battery controller 124 may command the BEC 104 to open or close one or more switches responsive to one or more operating parameters of the traction battery 102 and or the battery cells 202 reaching a predetermined threshold. In another example, the battery controller 124 may be electrically connected to and in communication with one or more other vehicle controllers, such as a powertrain controller, a body controller, a climate control management controller and so on, and may command the BEC 104 to open or close one or more switches responsive to a predetermined signal from the other vehicle controllers.\nThe battery controller 124 may monitor and control the performance of the traction battery 102. The battery controller 124 may monitor several parameters indicative of the traction battery 102 operation, such as traction battery current IBATT measured by a current sensor 204, traction battery voltage VBATT measured by a voltage sensor 206, and traction battery temperature TBATT measured by a temperature sensor 208. In one example, an actual capacity Cactual of the traction battery 102 expressed as a percentage of a total battery capacity Ctotal, such as battery 102 capacity when the traction battery 102 is fully charged, may be indicative of an estimate battery capacity C and battery state of charge (SOC).\nIn addition to the traction battery operating parameters, the battery controller 124 may measure and monitor operating parameters of one or more battery cells 202, such as, but not limited to, battery cell terminal voltage and temperature. In one example, the battery controller 124 may be configured to receive a signal from cell sensors 210 indicating operating parameters of the one or more battery cells 202. The operating parameters may include, but are not limited to, battery cell terminal voltage, temperature, age, number of charge/discharge cycles, and so on. The battery controller 124 may include non-volatile memory such that battery level and/or battery cell level data may be retained when the battery controller 124 is turned off. In one example, the retained data may be available upon the next ignition cycle.\nTypically, the cell sensors 210 will measure terminal voltage of the battery cells 202. The cell sensors 210 may be configured to transmit a signal to the battery controller 124 indicating the measured terminal voltage of the battery cells 202. In one example, the cell sensors 50 may not be configured to measure current of the battery cells 202 directly, however, configuration and/or arrangement of the one or more battery cells 202 of the traction battery 102, e.g., series arrangement, may define current through the one or more battery cells 202 as the traction battery current measured by the current sensor 204.\nThe current sensor 204 may be configured to measure charge and/or discharge current of the traction battery 102. The current sensor 204 may be configured to measure current directly, i.e., measure a voltage drop associated with current passing through a passive electrical component, such as a resistor, or indirectly, i.e., measure a magnetic field surrounding a conductor through which the current is passing. In one example, the current sensor 204 may be a closed-loop current sensor that uses feedback control to provide output proportional to a measured current. In another example, the current sensor 204 may be an open-loop current sensor, such as a Hall sensor mounted in an air gap of a magnetic core, providing output without relying on feedback control.\nThe voltage sensor 206 may be configured to measure battery 102 voltage and send a signal to the battery controller 124 indicative of the detected battery 102 voltage. The current sensor 204 may be configured to measure battery 102 current and send a signal to the battery controller 124 indicative of the detected battery 102 current. In one example, negative battery current IBATT_N may be indicative of charge current ICHRG of the traction battery 102. As another example, positive battery current IBATT_P may be indicative of discharge current IDISCH of the traction battery 102.\n FIG. 3A illustrates an example circuit model 300-A of at least one of the battery cells 202. In one example, the circuit model 300-A may include an ideal voltage source 302 having voltage V OC 304 and having associated impedance Z. The impedance Z may comprise one or more resistances (indicated generally as a resistor 306). The voltage V OC 304 may represent, for example, an open-circuit voltage VOC of at least one of the battery cells 202, such as voltage of the battery cell 202 under equilibrium conditions, i.e., when no current is flowing in or out of the battery 102 and/or the battery cells 202. While the circuit model 300-A in reference to FIG. 3A is directed to one battery cell 202, application of the model to any combination of the battery cells 202 is also contemplated. Values of the parameters associated with the circuit model 300-A may, thus, be representative of the values of two battery cells 202, three battery cells 202, and so on. For example, in various configurations of the model the open-circuit voltage VOC 54 may thus represent open-circuit voltage of one, two, or any other number of the plurality of battery cells 202.\nThe resistor 306 may represent an internal resistance R of the battery cell 202 and/or the traction battery 102 including resistance of a battery harness and other components associated with the traction battery 102. In some instances, the circuit model 300-A may be indicative of open-circuit operation of a plurality of the battery cells 202 and the resistor 306 may be indicative a sum of internal resistances R of those battery cells 202. The voltage V 1 308 may be indicative of a voltage drop across the resistor 306 caused by current I 310 flowing through the resistor 306. Terminal voltage V t 312 may be indicative of voltage across the positive and negative terminals 110 of the battery cell 202. The terminal voltage V t 312 may be different from the open-circuit voltage VOC 54 as a result of the internal resistance R associated with the battery cell 38 and/or the one or more components of the traction battery 102.\nValues of the internal resistance R and other parameters of the traction battery 102 and/or the battery cells 202 may depend on the battery chemistry. The parameters may further vary based on the operating conditions of the traction battery 102. The values of the parameters may also vary as a function of the battery temperature. For example, the internal resistance R may decrease as temperature increases and so on. The parameter values may also depend on the SOC of the traction battery 102.\nValues of the parameters of the traction battery 102 may also change over a life of the traction battery 102. In one example, the internal resistance R may increase over the life of the traction battery 102. The increase in internal resistance R may further vary as a function of temperature and/or SOC during the life of traction battery 102. For example, operating the traction battery 102 at higher temperatures and/or higher SOC may cause a larger increase in internal resistance R of the traction battery 102 over a predetermined period, such that the internal resistance R of the traction battery 102, operating at 80° C. over a predetermined period, may increase more than the internal resistance R of the traction battery 102 operating at 50° C. over a similar period and/or the internal resistance R of the traction battery 102 operating at 90% SOC may increase more than the internal resistance R of the traction battery 102 operating at a same temperature and 50% SOC. These relationships may further depend on the battery 102 chemistry.\nThe battery controller 124 may be configured to determine the internal resistance R and other operating parameters associated with the traction battery 102 based on one or more measured and/or estimated properties of the traction battery 102. In one example, the battery controller 124 may be configured to determine internal resistance R of the traction battery 102 based on measured and estimated properties, such as, but not limited to, battery SOC, battery temperature, battery age, and so on. In another example, the battery controller 124 may be configured to determine internal resistance of a portion of the traction battery 102, e.g., one or more battery cells 202, modules, and so on, based on one or more measured and/or estimated properties associated with the portion.\nThe circuit model 300-A may be expressed using Equation (1):\n\nV t =V OC −IR (1)\n\nThe battery controller 124 may be configured to receive a signal indicating the terminal voltage V t 312 of the battery cell 202, such as via a signal generated by the cell sensor 210. The open-circuit voltage V OC 304 may be a function of battery cell SOC, i.e., VOC=f(SOC), such that the open-circuit voltage V OC 304 may vary as a function of charging and discharging of the battery cell 202. While the circuit model 300-A described in reference to FIG. 3A illustrates a single battery cell 202, the model 300-A may also be applied to a plurality of battery cells 202 and/or all cells 202 of the battery 102. In some instances, the battery open-circuit voltage VOC may be a function of battery SOC, i.e., VOC_BATT=f(SOCBATT), such that the battery open-circuit voltage VOC_BATT may vary as a function of charging and discharging of the traction battery 102.\n\n FIG. 3B illustrates an example graph 300-B of an example relative relationship between the open-circuit voltage V OC 304 and the SOC of at least one of the battery cells 202 (or the cell VOC-SOC curve 314). The relationship between the SOC and the open-circuit voltage V OC 304 may be based on one or more properties of the battery cell 202. The exact shape of the cell VOC-SOC curve 314 may vary based on chemical formulation and other variables associated with the at least one of the battery cells 202. A battery VOC-SOC curve may be derived using a relationship between battery open-circuit voltage VOC and battery SOCBATT. In some instances, the exact shape of the battery VOC-SOC curve may vary based on one or more variables associated with the traction battery 102.\nIn one example, the VOC-SOC curves of the battery cells 202 may be determined using testing. The battery controller 124 may be configured to retain data associated with the internal resistance R, the SOC, and/or the open-circuit voltage V OC 304 of the battery cells 202 in the non-volatile memory. In one example, responsive to estimating battery cell SOC, the battery controller 124 may determine the open-circuit voltage V OC 304 using the VOC-SOC curve, e.g., the curve 314.\nThe battery controller 124 may be configured to estimate battery SOC SOCest. In one example, the battery controller 124 may estimate battery SOC based on the open circuit voltage VOC. For example,\n\nSOC=f(V OC)=f(V t+1·R). (2)\n\nFrom Equation (2), the open circuit voltage VOC of the cell 202 and/or battery 102 may be based on measured values of terminal voltage Vt, measured or estimated internal resistance R, and measured current I. The estimated battery 102 SOC may then be determined using the VOC-SOC graph, e.g., the graph 300-B. Thus, the Equation (2) may be a load-compensated SOC calculation method.\nWhen battery SOC is less than a predefined SOC threshold, resistance of the cells may be greater than a predefined resistance threshold, thereby, generating additional amount of heat. Additionally or alternatively, when the battery 102 is being discharged at SOC that is less than a predefined SOC threshold, e.g., discharged at SOC<10%, the battery 102 components may generate an amount of heat in addition to the resistance-generated heat due to extropy reversible heating phenomenon.\n FIG. 4 illustrates an example graph 400 of a change in temperature 402 of a given cell 202 with respect to a change in voltage 408 of that cell over a same period of time 404. A temperature curve 406 of the graph 400 indicates a change in the cell temperature 402 with respect to time 404. A voltage curve 410 of the graph 400 indicates a change in the cell voltage 408 with respect to time 404. The time period illustrated by the time axis 404 may progress chronologically left to right, such that a portion of the axis 404 to the left of a given time t is indicative of a chronologically preceding time and a portion of the axis 404 to the right of that time t is indicative of a chronologically subsequent time.\nAs one example, between a first time ti and a second time t2, the voltage curve 410 may have a non-negative slope, e.g., a positive slope or a zero slope, thereby, indicating that cell 202 voltage value is either increasing or staying the same. As another example, between the second time t2 and a third time t3, the voltage curve 410 may have a negative slope, thereby, indicating that cell 202 voltage value is decreasing. In some instances, the period of time between first and second times t1 and t2 may be referred to as a charge period and the period of time between second and third times t2 and t3 may be referred to as a discharge period.\nIn one example, during charge of the cell 202, e.g., between the first time t1 and the second time t2, the cell voltage may change from voltage V1 at t1 to voltage V2 at t2, where V2>V1. In another example, during discharge of the cell 202, e.g., between the second time t2 and the third time t3, the cell voltage may change from voltage V2 at t2 to voltage V3 at t3, where V3<V2.\nThe battery controller 124 may be configured to detect that cell 202 voltage during discharge, e.g., at one or more instances during the period of time between second and third times t2 and t3, is less than a predefined voltage threshold Vthreshold. As illustrated, for example, in FIG. 4, cell 202 voltage Vaa at a time taa is less than the voltage threshold Vthreshold, i.e., Vaa<Vthreshold. Additionally or alternatively, the battery controller 124 may be configured to detect that cell 202 SOC during discharge is less than a predefined SOC threshold SOCthreshold. The battery controller 124 may, for example, determine the cell/battery SOC based on the current cell/battery voltage using a corresponding VOC-SOC graph of an open circuit model and so on.\nIn still other examples, prior to comparing current battery/cell voltage and/or current battery/cell SOC to a respective one of the voltage threshold Vthreshold and SOC threshold SOCthreshold, the battery controller 124 may be configured to detect whether cell 202 voltage and/or SOC during discharge is less than or equal to an over discharge voltage threshold Voverdischarge and an over discharge SOC threshold SOCoverdischarge, where the over discharge voltage threshold Voverdischarge is less than the voltage threshold Vthreshold, i.e., Voverdischarge<Vthreshold and/or the overdischarge SOC threshold SOCoverdischarge is less than the SOC threshold SOCthreshold, i.e., SOCoverdischarge<SOCthreshold.\nResponsive to the cell 202 voltage being less than the voltage threshold Vthreshold and/or the cell/battery SOC being less than the SOC threshold SOCthreshold, the battery controller 124 may be configured to determine a change in temperature T with respect to time t or\n dT dt . \nIn some instances, the battery controller 124 may be configured to detect whether a change in temperature T with respect to time t, i.e., a derivate of temperature T, is greater than a predefined temperature rate of the change threshold, e.g., greater than\n\n\n\n\n\n\n\ndT\nthreshold\n\ndt\n\n.\n\n\n\n\nThe battery controller 124 may be further configured to issue an alert indicative of an over discharge condition responsive to detecting that the change in temperature with respect to time, measured responsive to cell/battery voltage (and/or SOC) being less than the voltage threshold Vthreshold, is greater than a temperature rate of change threshold\n dT threshold dt . \nAdditionally or alternatively, prior to detecting whether temperature rate of the change\n\n dT dt \nis greater than the temperature rate of change threshold\n\n dT threshold dt , \nthe battery controller 124 may issue an alert indicative of an over discharge condition responsive to detecting that the cell 202 voltage and/or SOC during discharge is less than or equal to an over discharge voltage threshold Voverdischarge and an over discharge SOC threshold SOCoverdischarge, where Voverdischarge<Vthreshold and SOCoverdischarge<SOCthreshold, respectively.\n\nIn some instances, a phenomenon of a reversible entropic heat S may affect the overall heat generation of the cell 202 when the cell 202 SOC is less than a predefined SOC threshold, e.g., the cell 202 SOC less than or equal to 10%. In some other instances, at a predefined current I, the amount of entropic heat (ΔS*T*I) may be greater than the amount of heat generated due to internal resistance of the cell/battery (I2R).\nThe Savitzky-Golay filter may be an example digital filter applied to determine the derivative of battery 102 temperature with respect to time using Equation (3):\n\ndT(k)/dt=[4*T(k+4)+3*T(k+3)+2*T(k+2)+T(k+1)+T(k)−T(k−1)−2*T(k−2)−3*T(k−3)−4*T(k−4)]/(60*h), (3)\n\nwhere h is a parameter indicative of a sampling period, k is a variable indicative of a time index for the sampling point, T is a parameter indicative of a measured battery temperature, and\n\n dT dt \nis a parameter indicative of a rate of change, i.e., a derivative, of temperature of the battery 102 with respect to time. While the Savitzky-Golay filter is described as an example digital filter, other digital or analog filters are also contemplated.\n\n FIG. 5 illustrates an example process 500 for detecting an over discharge condition for the battery 102. The process 500 may begin at operation 502 where the battery controller 124 detects that the battery 102 is in a discharge state. In one example, the battery 102 may be in a discharge operating state when the battery 102 voltage and/or SOC is decreasing. At operation 504, the battery controller 124 detects whether the battery 102 SOC is less than an over discharge SOC threshold SOCoverdischarge. The battery controller 124 may determine current battery SOC using a correlation between battery 102 open circuit voltage VOC and battery 102 SOC, where the battery open circuit voltage VOC may, in turn, be determined based on one or more of battery current I, battery terminal voltage Vt, and actual or estimated internal resistance R of the battery 102 as detected by one or more corresponding battery sensors and/or estimated using one or more algorithms, e.g., Kalman filter.\nAt operation 510, the battery controller 124 issues an alert indicative of a battery over discharge condition responsive to detecting that the battery 102 SOC is less than an over discharge SOC threshold SOCoverdischarge. If the battery 102 SOC is greater than the over discharge SOC threshold SOCoverdischarge, the battery controller 124 may proceed to operation 506.\nThe battery controller 124, at operation 506, detects whether the battery 102 SOC is less than a predefined SOC threshold SOCthreshold. In some other instances, the SOC threshold SOCthreshold may greater than the over discharge SOC threshold SOCoverdiseharge. Responsive to the battery 102 SOC being greater than a predefined SOC threshold SOCthreshold, the battery controller 124 returns to operation 502 where the battery controller 124 detects that the battery 102 is in a discharge operating state.\nResponsive to the battery 102 SOC being less than a predefined SOC threshold SOCthreshold, the battery controller 124, at operation 508, detects whether the battery 102 temperature rate of change\n dT dt \nis greater than a predefined temperature rate of change threshold\n\n dT threshold dt . \nAt operation 512, the battery controller 124 prevents issuing an alert indicative of a battery over discharge condition responsive to the battery 102 temperature rate of change\n\n dT dt \nbeing less than a predefined temperature rate of change threshold\n\n dT threshold dt . \nThe battery controller 124 may further prevent opening o | A system includes contactors electrically connecting a traction battery and a vehicle bus when closed, and a controller configured to issue an over discharge alert and open the contactors responsive to a battery temperature rate of change, measured during battery discharge and while a battery state of charge (SOC) exceeds a first threshold, being greater than a predefined rate. | US:15/903,850 | https://patentimages.storage.googleapis.com/86/4d/ca/b3714b1e45345e/US10809305.pdf | US:10809305 | Xu Wang, Xiao Guang Yang, Zhimin Yang | Ford Global Technologies LLC | US:6987377, US:20050068007:A1, US:20100000809:A1, US:8583389, US:8558712, US:20170133729:A1, US:20170054311:A1 | Not available | 2020-10-20 | 1. A system comprising:\ncontactors electrically connecting a traction battery and a vehicle bus when closed; and\na controller configured to issue an over discharge alert and open the contactors responsive to a battery temperature rate of change, measured during battery discharge and while a battery state of charge (SOC) exceeds a first threshold, being greater than a predefined rate.\n, contactors electrically connecting a traction battery and a vehicle bus when closed; and, a controller configured to issue an over discharge alert and open the contactors responsive to a battery temperature rate of change, measured during battery discharge and while a battery state of charge (SOC) exceeds a first threshold, being greater than a predefined rate., 2. The system of claim 1, wherein the issuing and opening is further responsive to the SOC being less than a second threshold greater than the first., 3. The system of claim 1, wherein the SOC is based on one of battery terminal voltage, battery current, and battery internal resistance., 4. The system of claim 3, wherein the SOC is further based on a battery open circuit voltage., 5. The system of claim 1, wherein the battery discharge is defined by a decrease of one of the SOC and battery voltage., 6. The system of claim 1, wherein opening the contactors both interrupts the battery discharge and severs the electrical connection between the battery and the bus., 7. A method comprising:\nissuing an over discharge alert and opening a pair of contactors that operate to electrically connect a traction battery to a vehicle bus in response to a battery temperature rate of change being greater than a predefined rate, wherein the battery temperature rate of change is measured during battery discharge and while a battery state of charge (SOC) is greater than an alert threshold.\n, issuing an over discharge alert and opening a pair of contactors that operate to electrically connect a traction battery to a vehicle bus in response to a battery temperature rate of change being greater than a predefined rate, wherein the battery temperature rate of change is measured during battery discharge and while a battery state of charge (SOC) is greater than an alert threshold., 8. The method of claim 7 further comprising issuing and opening responsive to the SOC being less than a second threshold greater than the first., 9. The method of claim 7, wherein the SOC is based on one of battery terminal voltage, battery current, and battery internal resistance., 10. The method of claim 9, wherein the SOC is further based on a battery open circuit voltage., 11. The method of claim 7, wherein the battery discharge is defined by one of the SOC and battery voltage decreasing., 12. The method of claim 7, wherein opening the pair of contactors includes both interrupting the battery discharge and severing the electrical connection between the battery and the bus., 13. A system comprising:\na pair of contactors electrically connecting a traction battery and a vehicle bus when closed; and\na controller configured to, responsive to a battery state of charge (SOC) falling within a predefined range and a battery temperature rate of change during discharge exceeding a predefined rate, open the contactors.\n, a pair of contactors electrically connecting a traction battery and a vehicle bus when closed; and, a controller configured to, responsive to a battery state of charge (SOC) falling within a predefined range and a battery temperature rate of change during discharge exceeding a predefined rate, open the contactors., 14. The system of claim 13, wherein the SOC is based on one of battery terminal voltage, battery current, and battery internal resistance., 15. The system of claim 14, wherein the SOC is further based on a battery open circuit voltage., 16. The system of claim 13, wherein the discharge is defined by a decrease of one of the SOC and battery voltage., 17. The system of claim 13, wherein opening the contactors both interrupts the discharge and severs the electrical connection between the battery and the bus. | US | United States | Active | G | True |
| 369 | Battery control system for hybrid vehicle and method for controlling a hybrid vehicle battery \n | CA2579943C | NaN | A battery control system (10) for hybrid vehicle includes a hybrid powertrain battery (16), a vehicle accessory battery (20), and a prime mover driven generator (22) adapted to charge the vehicle accessory battery (20). A detecting arrangement (26) is configured to monitor the vehicle accessory battery's state of charge. A controller (32) is configured to activate the prime mover (12) to drive the generator (22) and recharge the vehicle accessory battery (20) in response to the vehicle accessory battery's state of charge falling below a first predetermined level, or transfer electrical power from the hybrid powertrain battery (16) to the vehicle accessory battery (20) in response to the 'vehicle accessory battery's state of charge falling below a second predetermined level. The invention further includes a method for controlling a hybrid vehicle powertrain system (10). | CA:2579943A | https://patentimages.storage.googleapis.com/b9/2e/fa/ae3cc7350fda14/CA2579943C.pdf | CA:2579943:C | Mark Edward Hope, Thomas Robert Bockelmann, Zhanjiang Zou, Xiaosong Kang | Eaton Corp | NaN | Not available | 2012-11-13 | 1. A battery control system for a hybrid vehicle, comprising:a hybrid powertrain battery; a vehicle accessory battery;a prime mover driven generator adapted to charge the vehicle accessory battery;a detecting arrangement configured to monitor the vehicle accessory battery's state of charge; and a controller configured to:activate the prime mover to drive the generator and recharge the vehicle accessory battery in response to the vehicle accessory battery's state of charge falling below a first predetermined level; and transfer electrical power from the hybrid powertrain battery to the vehicle accessory battery in response to the vehicle accessory battery's state of charge falling below a second predetermined level, wherein the controller is configured to command the prime mover to start and to drive the generator to charge the vehicle accessory battery; wherein the controller is configured to command the prime mover to turn off once the vehicle accessory battery has been charged to a third predetermined level; and further wherein the third predetermined level is greater than the second predetermined level, and the second predetermined level is greater than the first predetermined level. , 2. The battery control system of claim 1, wherein the detecting arrangement includes a battery control unit. , 3. The battery control system of claim 1, wherein the detecting arrangement includes a voltage or current measuring sensor. , 4. The battery control system of claim 1, wherein the prime mover driven generator is an alternator. , 5. The battery control system of claim 1, wherein the prime mover driven generator is a hybrid motor-generator. , 6. The battery control system of claim 1, wherein the controller includes a hybrid powertrain system controller. , 7. The battery control system of claim 1, wherein the controller includes a voltage converter. , 8. The battery control system of claim 1, wherein the controller is configured to simultaneously:operate the prime mover to drive the generator and recharge the vehicle accessory battery in response to the vehicle accessory battery's state of charge falling below the first predetermined level; and transfer electrical power from the hybrid powertrain battery to the vehicle accessory battery in response to the vehicle accessory battery's state of charge falling below the second predetermined level. , 9. A battery control system for a hybrid vehicle, comprising: a hybrid powertrain battery;a vehicle accessory battery;a prime mover electrical power generating means for charging the vehicle accessory battery;detecting means for monitoring the vehicle accessory battery's state of charge; and a controlling means for:activating the prime mover electrical power generating means to recharge the vehicle accessory battery in response to the vehicle accessory battery's state of charge falling below a first predetermined level; and transferring electrical power from the hybrid powertrain battery to the vehicle accessory battery in response to the vehicle accessory battery's state of charge falling below a second predetermined level, wherein the controlling means is configured to command the prime mover to start and to drive the electrical power generating means to charge the vehicle accessory battery; wherein the controller is configured to command the prime mover to turn off once the vehicle accessory battery has been charged to a third predetermined level; and further wherein the third predetermined level is greater than the second predetermined level, and the second predetermined level is greater than the first predetermined level. , 10. The battery control system of claim 9, wherein the detecting means includes a battery control unit. , 11. The battery control system of claim 9, wherein the detecting means includes a voltage or current measuring sensor. , 12. The battery control system of claim 9, wherein the generating means is an alternator. , 13. The battery control system of claim 9, wherein the generating means is a hybrid motor-generator. , 14. The battery control system of claim 9, wherein the controller means includes a hybrid powertrain system controller. , 15. The battery control system of claim 9, wherein the controller means includes a voltage converter. , 16. The battery control system of claim 9, wherein the controller means is configured for simultaneously: operating the generating means to recharge the vehicle accessory battery in response to the vehicle accessory battery's state of charge falling below the first predetermined level; and transferring electrical power from the hybrid powertrain battery to the vehicle accessory battery in response to the vehicle accessory battery's state of charge falling below the second predetermined level. , 17. A method for controlling a hybrid vehicle powertrain system, comprising the steps of: providing a hybrid powertrain battery, a vehicle accessory battery, and a prime mover driven generator adapted to charge the vehicle accessory battery;monitoring the vehicle accessory battery's state of charge; and activating the prime mover to drive the generator and recharge the vehicle accessory battery in response to the vehicle accessory battery's state of charge falling below a first predetermined level, or transferring electrical power from the hybrid powertrain battery to the vehicle accessory battery in response to the vehicle accessory battery's state of charge falling below a second predetermined level, wherein the controlling means is configured to command the prime mover to start and to drive the generator to charge the vehicle accessory battery; wherein the controller is configured to command the prime mover to turn off once the vehicle accessory battery has been charged to a third predetermined level; and further wherein the third predetermined level is greater than the second predetermined level, and the second predetermined level is greater than the first predetermined level. , 18. The method of claim 17, wherein the monitoring step includes monitoring the vehicle accessory battery's state of charge using a battery control unit. , 19. The method of claim 17, wherein the monitoring step includes monitoring the vehicle accessory battery's state of charge using a voltage or current measuring sensor. , 20. The method of claim 17, wherein the prime mover driven generator is an alternator. , 21. The method of claim 17, wherein the prime mover driven generator is a hybrid motor-generator. , 22. The method of claim 17, wherein the step of transferring electrical power from the hybrid powertrain battery to the vehicle accessory battery includes converting the voltage provided by the hybrid powertrain battery. , 23. The method of claim 17, wherein the activating and transferring steps are performed virtually simultaneously. , 24. The battery control system of claim 1, wherein the prime mover is a traction motor. , 25. The battery control system of claim 1, wherein the controller includes a voltage converter to convert a higher voltage of the hybrid powertrain battery to a voltage that can be used by the vehicle accessory battery. , 26. The battery control system of claim 25, wherein the converter steps down the voltage from a 340 V hybrid powertrain battery to a 12 V vehicle accessory battery. , 27. The battery control system of claim 1, wherein the generator is further configured to recharge the hybrid powertrain battery concurrently with the vehicle accessory battery. | CA | Canada | Expired - Fee Related | B | True |
| 370 | 一种纯电动皮卡高压连接系统 \n | CN211416971U | 技术领域本实用新型涉及新能源纯电动汽车相关技术领域，尤其是指一种纯电动皮卡高压连接系统。背景技术纯电动汽车是指由动力电池提供的电力驱动的汽车，其工作电压高达几百伏，远远高于安全电压。且高压系统工作时工作电流高达到几百安。当高压电路发生绝缘、短路及漏电等情况时，会直接对驾乘人员的人身生命财产安全造成危害。实用新型内容本实用新型是为了克服现有技术中存在上述的不足，提供了一种安全性能高的纯电动皮卡高压连接系统。为了实现上述目的，本实用新型采用以下技术方案：一种纯电动皮卡高压连接系统，包括电池包、车载多合一装置、转向油泵、慢充装置、PTC、12V低压蓄电池、空调压缩机、快充装置和电机装置，所述的电池包、转向油泵、慢充装置、PTC、12V低压蓄电池、空调压缩机、快充装置和电机装置均与车载多合一装置连接。本发明通过上述结构设计能够实现整车动力驱动、转向、驾驶室加热制冷、采暖除霜、交直流充电、整车12V供电等功能，从而保障驾乘人员的人身生命财产安全。作为优选，所述的车载多合一装置包括PDU电池分配单元、DCDC高低压直流转换单元、油泵DCAC交直流转换单元和OBC车载充电器，所述的电池包与车载多合一装置内的PDU电池分配单元连接，所述的转向油泵与车载多合一装置内的油泵DCAC交直流转换单元连接，所述的慢充装置与车载多合一装置内的OBC车载充电器连接，所述的PTC与车载多合一装置内的PDU电池分配单元连接，所述的12V低压蓄电池与车载多合一装置内的DCDC高低压直流转换单元连接，所述的空调压缩机与车载多合一装置内的PDU电池分配单元连接，所述的快充装置与车载多合一装置内的PDU电池分配单元连接，所述的电机装置与车载多合一装置内的PDU电池分配单元连接。作为优选，所述的电池包上设有锂电电源高压线束，所述的电池包通过锂电电源高压线束与车载多合一装置内的PDU电池分配单元连接；所述的转向油泵上设有转向油泵高压线束，所述的转向油泵通过转向油泵高压线束与车载多合一装置内的油泵DCAC交直流转换单元连接；所述的12V低压蓄电池上设有DCDC正负极线束，所述的12V低压蓄电池通过DCDC正负极线束与车载多合一装置内的DCDC高低压直流转换单元连接。作为优选，所述的慢充装置包括32A交流充电线束和32A国标交流充电插座，所述的32A国标交流充电插座通过32A交流充电线束与车载多合一装置内的OBC车载充电器连接；所述的快充装置包括125A直流充电线束和125A国标直流充电插座，所述的125A国标直流充电插座通过125A直流充电线束与车载多合一装置内的PDU电池分配单元连接。作为优选，所述的PTC上设有PTC高压线束，所述的PTC通过PTC高压线束与车载多合一装置内的PDU电池分配单元连接；所述的空调压缩机上设有空调压缩机高压线束，所述的空调压缩机通过空调压缩机高压线束与车载多合一装置内的PDU电池分配单元连接。作为优选，所述的电机装置包括电机、电机UVW三相线束、电机控制器和主驱电源高压线束，所述的电机通过电机UVW三相线束与电机控制器连接，所述的电机控制器通过主驱电源高压线束与车载多合一装置内的PDU电池分配单元连接。作为优选，还包括高压互锁装置，所述的高压互锁装置包括高压继电器和若干个高压测量表，所述的高压测量表分别安装在转向油泵、慢充装置、PTC、12V低压蓄电池、空调压缩机、快充装置和电机装置上，所述的高压继电器安装在电池包上，所述的高压测量表与高压继电器连接。本实用新型的有益效果是：能够实现整车动力驱动、转向、驾驶室加热制冷、采暖除霜、交直流充电、整车12V供电等功能，从而保障驾乘人员的人身生命财产安全。附图说明图1是本实用新型的系统框图。图中：1.电池包，2.锂电电源高压线束，3.转向油泵高压线束，4.转向油泵，5.32A国标交流充电插座，6.32A交流充电线束，7.车载多合一装置，8.电机控制器，9.电机UVW三相线束，10.电机，11.主驱电源高压线束，12.125A直流充电线束，13.125A国标直流充电插座，14.空调压缩机，15.空调压缩机高压线束，16.12V低压蓄电池，17.DCDC正负极线束，18.PTC，19.PTC高压线束。具体实施方式下面结合附图和具体实施方式对本实用新型做进一步的描述。如图1所述的实施例中，一种纯电动皮卡高压连接系统，包括电池包1、车载多合一装置7、转向油泵4、慢充装置、PTC18、12V低压蓄电池16、空调压缩机14、快充装置和电机装置，电池包1、转向油泵4、慢充装置、PTC18、12V低压蓄电池16、空调压缩机14、快充装置和电机装置均与车载多合一装置7连接。车载多合一装置7包括PDU电池分配单元、DCDC高低压直流转换单元、油泵DCAC交直流转换单元和OBC车载充电器，电池包1与车载多合一装置7内的PDU电池分配单元连接，转向油泵4与车载多合一装置7内的油泵DCAC交直流转换单元连接，慢充装置与车载多合一装置7内的OBC车载充电器连接，PTC18与车载多合一装置7内的PDU电池分配单元连接，12V低压蓄电池16与车载多合一装置7内的DCDC高低压直流转换单元连接，空调压缩机14与车载多合一装置7内的PDU电池分配单元连接，快充装置与车载多合一装置7内的PDU电池分配单元连接，电机装置与车载多合一装置7内的PDU电池分配单元连接。电池包1为48.6KWH电池包1，通过锂电电源高压线束2将48.6KWH电池包1和车载多合一装置7连接起来，经过车载多合一装置7中的PDU电池分配单元高压配电实现电源分配，经过DCDC高低压直流转换单元转化为低压给12V低压蓄电池16充电，经过油泵DCAC交直流转换单元给转向油泵4供电。电池包1上设有锂电电源高压线束2，电池包1通过锂电电源高压线束2与车载多合一装置7内的PDU电池分配单元连接；转向油泵4上设有转向油泵高压线束3，转向油泵4通过转向油泵高压线束3与车载多合一装置7内的油泵DCAC交直流转换单元连接；12V低压蓄电池16上设有DCDC正负极线束17，12V低压蓄电池16通过DCDC正负极线束17与车载多合一装置7内的DCDC高低压直流转换单元连接。通过转向油泵高压线束3将车载多合一装置7与转向油泵4相连，通过油泵DCAC交直流转换单元给转向油泵4供电，实现汽车转向功能；通过DCDC正负极线束17将车载多合一装置7与12V低压蓄电池16相连，通过DCDC高低压直流转换单元给低压蓄电池充电。慢充装置包括32A交流充电线束6和32A国标交流充电插座5，32A国标交流充电插座5通过32A交流充电线束6与车载多合一装置7内的OBC车载充电器连接；快充装置包括125A直流充电线束12和125A国标直流充电插座13，125A国标直流充电插座13通过125A直流充电线束12与车载多合一装置7内的PDU电池分配单元连接。通过32A交流充电线束6将车载多合一装置7与32A国标交流充电插座5相连，通过OBC车载充电器实现交流充电功能；通过125A直流充电线束12将车载多合一装置7与125A国标直流充电插座13相连，通过PDU电池分配单元实现直流充电功能。PTC18上设有PTC高压线束19，PTC18通过PTC高压线束19与车载多合一装置7内的PDU电池分配单元连接；空调压缩机14上设有空调压缩机高压线束15，空调压缩机14通过空调压缩机高压线束15与车载多合一装置7内的PDU电池分配单元连接。通过空调压缩机高压线束15将车载多合一装置7与空调压缩机14连接，通过PDU电池分配单元高压配电实现驾驶室加热制冷功能；通过PTC高压线束19将车载多合一装置7与PTC18相连，通过PDU电池分配单元高压配电实现采暖除霜功能。电机装置包括电机10、电机UVW三相线束9、电机控制器8和主驱电源高压线束11，电机10通过电机UVW三相线束9与电机控制器8连接，电机控制器8通过主驱电源高压线束11与车载多合一装置7内的PDU电池分配单元连接。通过主驱电源高压线束11将车载多合一装置7与电机控制器8连接，再由电机UVW三相线束9连接电机控制器8和电机10，通过车载多合一装置7中的PDU电池分配单元高压配电实现整车动力驱动。该纯电动皮卡高压连接系统还包括高压互锁装置，高压互锁装置包括高压继电器和若干个高压测量表，高压测量表分别安装在转向油泵4、慢充装置、PTC18、12V低压蓄电池16、空调压缩机14、快充装置和电机装置上，高压继电器安装在电池包1上，高压测量表与高压继电器连接。通过高压测量表来检测转向油泵4、慢充装置、PTC18、12V低压蓄电池16、空调压缩机14、快充装置和电机装置是否通电，同时配合高压继电器断开和闭合锂电池包1的连接电路，这样设计实现高压互锁来检测整个高压连接系统的完整性、连续性，并及时断开高压回路，实现整车高压连接系统的安全防护功能。本发明通过上述结构设计能够实现整车动力驱动、转向、驾驶室加热制冷、采暖除霜、交直流充电、整车12V供电等功能，从而保障驾乘人员的人身生命财产安全。 | 本实用新型公开了一种纯电动皮卡高压连接系统。它包括电池包、车载多合一装置、转向油泵、慢充装置、PTC、12V低压蓄电池、空调压缩机、快充装置和电机装置，所述的电池包、转向油泵、慢充装置、PTC、12V低压蓄电池、空调压缩机、快充装置和电机装置均与车载多合一装置连接。本实用新型的有益效果是：能够实现整车动力驱动、转向、驾驶室加热制冷、采暖除霜、交直流充电、整车12V供电等功能，从而保障驾乘人员的人身生命财产安全。 | CN:201921599568.4U | https://patentimages.storage.googleapis.com/b4/bd/c9/d8ab61d0eb63ae/CN211416971U.pdf | CN:211416971:U | 吴潇, 吴建中, 章亚辉, 杨云, 朱李俊, 章程, 王国辉, 黄星星, 冯卫良, 陈裕, 王昊旻, 张玉成 | Jiangxi Dacheng Automobile Industry Co ltd | NaN | Not available | 2014-08-06 | 1.一种纯电动皮卡高压连接系统，其特征是，包括电池包(1)、车载多合一装置(7)、转向油泵(4)、慢充装置、PTC(18)、12V低压蓄电池(16)、空调压缩机(14)、快充装置和电机装置，所述的电池包(1)、转向油泵(4)、慢充装置、PTC(18)、12V低压蓄电池(16)、空调压缩机(14)、快充装置和电机装置均与车载多合一装置(7)连接。, 2.根据权利要求1所述的一种纯电动皮卡高压连接系统，其特征是，所述的车载多合一装置(7)包括PDU电池分配单元、DCDC高低压直流转换单元、油泵DCAC交直流转换单元和OBC车载充电器，所述的电池包(1)与车载多合一装置(7)内的PDU电池分配单元连接，所述的转向油泵(4)与车载多合一装置(7)内的油泵DCAC交直流转换单元连接，所述的慢充装置与车载多合一装置(7)内的OBC车载充电器连接，所述的PTC(18)与车载多合一装置(7)内的PDU电池分配单元连接，所述的12V低压蓄电池(16)与车载多合一装置(7)内的DCDC高低压直流转换单元连接，所述的空调压缩机(14)与车载多合一装置(7)内的PDU电池分配单元连接，所述的快充装置与车载多合一装置(7)内的PDU电池分配单元连接，所述的电机装置与车载多合一装置(7)内的PDU电池分配单元连接。, 3.根据权利要求2所述的一种纯电动皮卡高压连接系统，其特征是，所述的电池包(1)上设有锂电电源高压线束(2)，所述的电池包(1)通过锂电电源高压线束(2)与车载多合一装置(7)内的PDU电池分配单元连接；所述的转向油泵(4)上设有转向油泵高压线束(3)，所述的转向油泵(4)通过转向油泵高压线束(3)与车载多合一装置(7)内的油泵DCAC交直流转换单元连接；所述的12V低压蓄电池(16)上设有DCDC正负极线束(17)，所述的12V低压蓄电池(16)通过DCDC正负极线束(17)与车载多合一装置(7)内的DCDC高低压直流转换单元连接。, 4.根据权利要求2所述的一种纯电动皮卡高压连接系统，其特征是，所述的慢充装置包括32A交流充电线束(6)和32A国标交流充电插座(5)，所述的32A国标交流充电插座(5)通过32A交流充电线束(6)与车载多合一装置(7)内的OBC车载充电器连接；所述的快充装置包括125A直流充电线束(12)和125A国标直流充电插座(13)，所述的125A国标直流充电插座(13)通过125A直流充电线束(12)与车载多合一装置(7)内的PDU电池分配单元连接。, 5.根据权利要求2所述的一种纯电动皮卡高压连接系统，其特征是，所述的PTC(18)上设有PTC高压线束(19)，所述的PTC(18)通过PTC高压线束(19)与车载多合一装置(7)内的PDU电池分配单元连接；所述的空调压缩机(14)上设有空调压缩机高压线束(15)，所述的空调压缩机(14)通过空调压缩机高压线束(15)与车载多合一装置(7)内的PDU电池分配单元连接。, 6.根据权利要求2所述的一种纯电动皮卡高压连接系统，其特征是，所述的电机装置包括电机(10)、电机UVW三相线束(9)、电机控制器(8)和主驱电源高压线束(11)，所述的电机(10)通过电机UVW三相线束(9)与电机控制器(8)连接，所述的电机控制器(8)通过主驱电源高压线束(11)与车载多合一装置(7)内的PDU电池分配单元连接。, 7.根据权利要求1或2或3或4或5或6所述的一种纯电动皮卡高压连接系统，其特征是，还包括高压互锁装置，所述的高压互锁装置包括高压继电器和若干个高压测量表，所述的高压测量表分别安装在转向油泵(4)、慢充装置、PTC(18)、12V低压蓄电池(16)、空调压缩机(14)、快充装置和电机装置上，所述的高压继电器安装在电池包(1)上，所述的高压测量表与高压继电器连接。 | CN | China | Active | NaN | True |
| 371 | 一种车用混合蓄电池管理系统及方法 \n | CN111546938B | NaN | 本发明提供一种车用混合蓄电池管理系统及方法，包括：控制组件、蓄电池组保护接触器、蓄电池组、DC/DC补电稳压模块、整车控制器、发动机ECU、整车钥匙、整车仪表、励磁发电机以及驻车电器；控制组件分别与整车控制器、发动机ECU、整车钥匙、整车仪表、励磁发电机以及驻车电器连接，控制组件实现接收钥匙信号、整车START控制、整车励磁发电机启停控制、车辆熄火控制、利用仪表显示蓄电池组状态信息和故障预警信息，对整车电路供电和稳压电源的切换控制、对起动电路供电电源进行切换控制。本发明避免了蓄电池组出现过充过放过热使用不仅影响锂电池的寿命的问题，还避免了引起火灾，影响整个电动车的安全性能的严重问题。 | CN:202010409319.5A | https://patentimages.storage.googleapis.com/1f/18/b2/7c596b2521c962/CN111546938B.pdf | CN:111546938:B | 郭晓勐, 刘国庆, 杨金亮, 王坤玉, 尚玉芬 | China National Heavy Duty Truck Group Jinan Power Co Ltd | CN:102114788:A, CN:203221957:U, CN:103895641:A, CN:204354851:U, KR:101786347:B1, CN:106246433:A, CN:108521158:A | Not available | 2020-02-18 | 1.一种车用混合蓄电池管理系统，其特征在于，包括：控制组件（20）、蓄电池组保护接触器（5）、蓄电池组、DC/DC补电稳压模块、整车控制器（7）、发动机ECU（8）、整车钥匙（9）、整车仪表（10）、励磁发电机（11）以及驻车电器（12）；, 蓄电池组设置有起动模组和储能模组；, 起动模组正极与起动机正极连接，构成起动电路；, 储能模组正极与整车除起动机以外的负载正极连接，构成整车供电电路；, DC/DC补电稳压模块连接在蓄电池组保护接触器（5）输出端与起动模组正极输出电路之间；, 控制组件（20）分别与整车控制器（7）、发动机ECU（8）、整车钥匙（9）、整车仪表（10）、励磁发电机（11）以及驻车电器（12）连接，控制组件（20）实现接收钥匙信号、整车START控制、整车励磁发电机启停控制、车辆熄火控制、利用仪表显示蓄电池组状态信息和故障预警信息，对整车电路供电和稳压电源的切换控制、对起动电路供电电源进行切换控制；, 控制组件（20）包括：主控制板（1）、DC/DC系统控制板（4）以及加热继电器（6）；, 主控制板（1）对蓄电池组的温度、电压以及电流进行采集和监测，通过对蓄电池组进行SOC计算以及SOH计算进行故障诊断，实现对蓄电池组的故障分级预警和故障响应控制；, 主控制板（1）通过DC/DC系统控制板（4）与DC/DC补电稳压模块进行通讯和控制，实现利用励磁发电机（11）或储能模组对起动模组进行充电控制；主控制板（1）通过控制蓄电池组保护接触器（5）实现对储能模组充放电保护控制，通过控制加热继电器（6）实现对储能模组的过热控制。, 2.根据权利要求1所述的车用混合蓄电池管理系统，其特征在于，, 控制组件（20）还包括：储能模组从控制板（2）和起动模组从控制板（3）；, 储能模组从控制板（2）用于采集和监测储能模组中每个锂电芯单体的电压、电流以及温度，对锂电芯单体进行电量均衡控制，并与主控制板通讯；, 起动模组从控制板（3）用于采集和监测起动模组和蓄电池组中超级电容单体的电压、电流以及温度，并与主控制板通讯。, 3.根据权利要求2所述的车用混合蓄电池管理系统，其特征在于，, 还包括：整车控制线束（13）、整车CAN通讯线束（14）、系统内部控制线束（15）、系统内部CAN通讯线束（16）；, 主控制板（1）通过系统内部CAN通讯线束（16）与储能模组从控制板（2）、起动模组从控制板（3）和DC/DC系统控制板（4）连接；, 主控制板（1）通过系统内部控制线束（15）分别与蓄电池组保护接触器（5）和加热继电器（6）连接，主控制板（1）通过整车CAN通讯线束（14）分别与整车控制器（7）、发动机ECU（8）、整车仪表（10）以及驻车电器（12）连接；, 主控制板（1）通过整车控制线束（13）分别与整车钥匙（9）和励磁发电机（11）连接。, 4.一种车用混合蓄电池管理方法，其特征在于，方法采用如权利要求1至3任意一项所述的车用混合蓄电池管理系统；, 方法包括：, 整车使用驻车电器驻车时，储能模组向整车驻车电器供电；, 当储能模组SOC降至第一驻车阈值N1时，主控制板通过整车控制线束向驻车电器发送停机命令，实现对储能模组的低电量保护；, 当储能模组SOC降至第二驻车阈值N2时，主控制板控制蓄电池组保护接触器断开，实现对储能模组的过放保护；, 第一驻车阈值N1大于第二驻车阈值N2；, 方法还包括：, 当整车钥匙开启时，由储能模组向整车电路中的负载供电，钥匙开启信号同时作为混合蓄电池管理系统的唤醒信号；, 主控制板通过起动模组从控制板监测起动模组电压；, 当起动模组电压小于第一电压阈值U1时，主控制板通过DC/DC系统控制板控制DC/DC补电稳压系统开启，储能模组对起动模组充电，同时通过整车仪表显示起动模组充电状态；, 当起动模组电压大于第二电压阈值U2时，主控制板通过DC/DC系统控制板控制DC/DC补电稳压系统关闭，储能模组对起动模组停止充电；, 第一电压阈值U1大于第二电压阈值U2。, 5.根据权利要求4所述的车用混合蓄电池管理方法，其特征在于，方法还包括：, 当整车钥匙起动时，主控制板允许整车起动，则主控制板通过整车CAN通讯线束或整车控制线束向发动机ECU发出起动命令，控制整车起动；, 如不允许整车起动，则主控制板不向发动机ECU发送起动命令，同时通过整车仪表显示混合蓄电池状态或故障。, 6.根据权利要求4所述的车用混合蓄电池管理方法，其特征在于，方法还包括：, 整车起动后，主控制板判断储能模组是否允许充电，如允许充电，则主控制板通过整车控制线束控制励磁发电机开启；, 如储能模组不允许充电，则主控制板控制蓄电池组保护接触器断开；, 主控制板控制励磁发电机进行发电，控制加热继电器闭合，实现利用励磁发电机对储能模组加热，通过DC/DC系统控制板控制DC/DC补电稳压模块开启，将起动模组接入整车电路，利用起动模组对整车电路进行稳压。, 7.根据权利要求4所述的车用混合蓄电池管理方法，其特征在于，方法还包括：, 当蓄电池组出现故障时，主控制板通过信息采集和检测进行故障诊断，并通过整车仪表向驾驶员进行故障分级预警；, 如储能模组故障，主控制板通过DC/DC系统控制板控制DC/DC补电稳压模块开启，控制蓄电池组保护接触器断开，切换为独立使用起动模组对整车电路和起动电路供电；, 如果仅起动模组故障，主控制板通过DC/DC系统控制板控制蓄电池组保护接触器开启，切换为独立使用储能模组对整车电路和起动电路供电。, 8.根据权利要求4所述的车用混合蓄电池管理方法，其特征在于，方法还包括：, 当储能模组出现热失控时，主控制板通过整车CAN线或整车控制线束与整车控制器和发动机ECU通讯，控制车辆熄火，并通过整车仪表向驾驶员进行混合蓄电池故障报警。 | CN | China | Active | B | True |
| 372 | Vehicle \n | US9067502B2 | This application is a national phase application of International Application No. PCT/JP2011/004834, filed Aug. 30, 2011, the content of which is incorporated herein by reference.\nThe present invention relates to a vehicle including a plurality of assembled batteries having different characteristics.\nA battery system described in Patent Document 1 includes a high-capacity battery and a high-power battery which are connected in parallel to a load. The high-capacity battery has an energy capacity larger than that of the high-power battery. The high-power battery allows charge and discharge with a current larger than that in the high-capacity battery.\n[Patent Document 1] Japanese Patent Laid-Open No. 2006-079987\nPatent Document 1 has disclosed a vehicle including the high-capacity battery and the high-power battery but has not made any disclosure of an arrangement of the high-capacity battery and the high-power battery. The high-capacity battery and the high-power battery may have different characteristics or may be used in different manners. The salability of the vehicle may be reduced unless the high-capacity battery and the high-power battery are mounted on the vehicle in view of the characteristics and the like of the high-capacity battery and the high-power battery.\nA vehicle according to the present invention has a motor serving as a driving source for running the vehicle, a high-power assembled battery and a high-capacity assembled battery each capable of supplying an electric power to the motor, which are constituted by secondary batteries, respectively, and a temperature adjusting mechanism configured to adjust the temperature of each of the high-power assembled battery and the high-capacity assembled battery. The temperature adjusting mechanism supplies a heat exchange medium for use in temperature adjustment of the high-power assembled battery and the high-capacity assembled battery to each of the assembled batteries. The temperature adjusting mechanism can be provided by using a duct supplying the heat exchange medium to the high-power assembled battery and the high-capacity assembled battery and a blower configured to flow the heat exchange medium.\nThe high-power assembled battery is capable of charge and discharge with a current relatively larger than that in the high-capacity assembled battery. The high-capacity assembled battery has an energy capacity relatively larger than that of the high-power assembled battery and has a higher dependence of battery characteristic on temperature than that of the high-power assembled battery. The high-capacity assembled battery is placed on a flow path of the heat exchange medium upstream of the high-power assembled battery. Examples of the battery characteristic include the capacity of the battery and the input/output power of the battery.\nSince the high-capacity assembled battery has the higher dependence on temperature than that of the high-power assembled battery, the temperature adjustment of the high-capacity assembled battery can be performed with a higher priority than the temperature adjustment of the high-power assembled battery by placing the high-capacity assembled battery upstream of the high-power assembled battery. This can efficiently perform the temperature adjustment of the high-capacity assembled battery to ensure the battery characteristics of the high-capacity assembled battery.\nIn running of the vehicle including an engine serving as a driving source for running the vehicle by using an output from the motor with the engine stopped, the high-capacity assembled battery can supply a more electric power to the motor than that from the high-power assembled battery. The preferential use of the high-capacity assembled battery can extend the running distance of the vehicle with the motor to improve the fuel economy.\nIn the running of the vehicle using the output from the motor with the engine stopped, the frequency of use of the high-capacity assembled battery can be higher than the frequency of use of the high-power assembled battery. In running of the vehicle using the output from the motor with the engine stopped, the proportion of the electric power supplied from the high-capacity assembled battery to the motor in the electric power supplied to the motor can be higher than the proportion of the electric power supplied from the high-power assembled battery to the motor.\nThe high-capacity assembled battery can be charged by using an external power source. The external power source is a power source placed outside the vehicle and formed as a unit separate from the vehicle. When the external power source is used to charge only the high-capacity assembled battery, out of the high-power assembled battery and the high-capacity assembled battery, then the high-capacity assembled battery generates more heat than the high-power assembled battery. Since the high-capacity assembled battery has the energy capacity relatively larger than that of the high-power assembled battery and can store the relatively higher electric energy, the high-capacity assembled battery generates more heat than the high-power assembled battery due to charge with the external power source. Since the temperature adjustment of the high-capacity assembled battery is performed with the higher priority than the temperature adjustment of the high-power assembled battery, a rise in temperature of the high-capacity assembled battery can be suppressed during the charge.\nThe high-power assembled battery and the high-capacity assembled battery can be placed in a luggage space. The use of the luggage space can easily ensure the space for placing the high-power assembled battery and the high-capacity assembled battery.\nThe high-power assembled battery can have a plurality of cells connected in series. The high-capacity assembled battery can have a plurality of cells connected in parallel. A square-type cell can be used as the cell of the high-power assembled battery, and a cylinder-type cell can be used as the cell of the high-capacity assembled battery.\nThe cell of the high-capacity assembled battery can have a size smaller than that of the cell of the high-power assembled battery. The size of the cell of the high-capacity assembled battery smaller than the size of the cell of the high-power assembled battery allows the amount of heat exchanged between the high-capacity assembled battery and the heat exchange medium to be smaller than the amount of heat exchanged between the high-power assembled battery and the heat exchange medium. Thus, the heat exchange medium after the temperature adjustment of the high-capacity assembled battery can be used to perform the temperature adjustment of the high-power assembled battery. In other words, the heat exchange medium after the temperature adjustment of the high-capacity assembled battery can still have the ability to adjust the temperature of the high-power assembled battery.\nThe high-power assembled battery can have a plurality of square-type cells placed side by side in a predetermined direction. The heat exchange medium used in the temperature adjustment of the high-power assembled battery can enter into space formed between two of the cells adjacent in the predetermined direction to exchange heat with the high-power assembled battery. The high-capacity assembled battery can have a plurality of cylinder-type cells extending in a direction orthogonal to a predetermined plane and placed in order within the predetermined plane. The heat exchange medium used in the temperature adjustment of the high-capacity assembled battery can move along the predetermined plane to exchange heat with the high-capacity assembled battery.\nSuch a flow path for the heat exchange medium in the high-power assembled battery has a pressure loss which tends to be higher than that in the high-capacity assembled battery. As the pressure loss is increased, noise is produced more easily. Since the high-capacity assembled battery is placed upstream of the high-power assembled battery, the high-capacity assembled battery can block the noise produced in the high-power assembled battery. This can prevent the noise produced in the high-power assembled battery from being directed toward the outside (especially, the space where passengers ride).\n FIG. 1 is a diagram showing the configuration of a battery system.\n FIG. 2 is an external view of a cell used in a high-power assembled battery.\n FIG. 3 is an external view of the high-power assembled battery.\n FIG. 4 is an external view of a cell used in a high-capacity assembled battery.\n FIG. 5 is an external view of a battery block used in the high-capacity assembled battery.\n FIG. 6 is a diagram showing the configuration of a power-generating element used in the cell of the high-power assembled battery.\n FIG. 7 is a diagram showing the configuration of a power-generating element used in a cell of the high-capacity assembled battery.\n FIG. 8 is a graph showing the relationship between the output of the cell and temperature.\n FIG. 9 is a graph showing the relationship between the capacity retention rate of the cell and temperature.\n FIG. 10 is a schematic diagram of a vehicle on which the high-power assembled battery and the high-capacity assembled battery are mounted.\n FIG. 11 is a schematic diagram showing a structure for adjusting the temperatures of the high-power assembled battery and the high-capacity assembled battery.\n FIG. 12 is a schematic diagram showing a structure for adjusting the temperatures of the high-power assembled battery and the high-capacity assembled battery.\n FIG. 13 is a diagram for explaining the flow of air used in temperature adjustment of the high-capacity assembled battery.\n FIG. 14 is a diagram for explaining the flow of air used in temperature adjustment of the high-power assembled battery.\nAn embodiment of the present invention will hereinafter be described.\nA battery system according to the present embodiment is described with reference to FIG. 1. FIG. 1 is a schematic diagram showing the configuration of the battery system. The battery system according to the present embodiment is mounted on a vehicle. In FIG. 1, connections indicated by solid lines represent electrical connections, and connections indicated by dotted lines represent mechanical connections.\nThe battery system has a high-power assembled battery 10 and a high-capacity assembled battery 20 which are connected in parallel to each other. The high-power assembled battery 10 is connected to an inverter 31 through system main relays SMR-B1 and SMR-G1. The high-capacity assembled battery 20 is connected to the inverter 31 through system main relays SMR-B2 and SMR-G2. The inverter 31 converts a DC power supplied from each of the assembled batteries 10 and 20 into an AC power.\nA motor generator 32 (AC motor) is connected to the inverter 31 and receives the AC power supplied from the inverter 31 to generate a kinetic energy for running the vehicle. The motor generator 32 is connected to wheels 33. An engine 34 is connected to the wheels 33, and a kinetic energy generated by the engine 34 is transferred to the wheels 33.\nFor decelerating or stopping the vehicle, the motor generator 32 converts a kinetic energy produced in braking the vehicle into an electric energy (AC power). The inverter 31 converts the AC power generated by the motor generator 32 into a DC power and supplies the DC power to the assembled batteries 10 and 20. This allows the assembled batteries 10 and 20 to store the regenerative power.\nA controller 35 outputs a control signal to each of the inverter 31 and the motor generator 32 to control the driving thereof. The controller 35 also outputs a control signal to each of the system main relays SMR-B1 and B2, and SMR-G1 and G2 to make switching thereof between ON and OFF.\nWhen the system main relays SMR-B1 and SMR-G1 are ON, charge and discharge of the high-power assembled battery 10 are allowed. When the system main relays SMR-B1 and SMR-G1 are OFF, the charge and discharge of the high-power assembled battery 10 are inhibited. When the system main relays SMR-B2 and SMR-G2 are ON, charge and discharge of the high-capacity assembled battery 20 are allowed. When the system main relays SMR-B2 and SMR-G2 are OFF, the charge and discharge of the high-capacity assembled battery 20 are inhibited.\nWhile the assembled batteries 10 and 20 are connected to the inverter 31 in the present embodiment, the present invention is not limited thereto. Specifically, a step-up circuit may be placed on the current path between the assembled batteries 10 and 20 and the inverter 31. This arrangement enables the step-up circuit to increase the voltage output from each of the assembled batteries 10 and 20.\nThe vehicle according to the present embodiment includes not only the assembled batteries 10 and 20 but also the engine 34 as the power source for running the vehicle. The engine 34 includes one which employs gasoline, a diesel fuel, or a biofuel.\nA charger 36 is connected to a positive electrode terminal and a negative electrode terminal of the high-capacity assembled battery 20 and supplies electric power from an external power source to the high-capacity assembled battery 20. A commercial power source can be used as the external power source, for example. When the commercial power source is used, the charger 36 converts an AC power into a DC power. A method of supplying the electric power from the external power source to the vehicle (high-capacity assembled battery 20) may be a power transmission method of contact type or non-contact type.\nIn the power transmission method of the contact type, a charge connector connected to the external power source through a cable can be connected to a charge inlet provided for the vehicle 100 to supply the electric power from the external power source to the vehicle (high-capacity assembled battery 20), for example. In the power transmission method of the non-contact type, the electric power can be transmitted from a power-transmitting section connected to the external power source to a power-receiving section mounted on the vehicle by using electromagnetic induction or resonance. By way of example, the power-transmitting section can be placed on the ground.\nWhile the high-capacity assembled battery 20 is charged with the charger 36 in the present embodiment, the high-power assembled battery 10 can also be charged. For example, when the high-power assembled battery 10 is excessively discharged, the charger 36 can be connected to a positive electrode terminal and a negative electrode terminal of the high-power assembled battery 10 to charge the high-power assembled battery 10. Switching can be made by using a switch or the like between the electric power supply from the charger 36 to the high-capacity assembled battery 20 and the electric power supply from the charger 36 to the high-power assembled battery 10.\nThe vehicle according to the present embodiment can be run by using only the output from the high-power assembled battery 10 and the output from the high-capacity assembled battery 20. This running mode is referred to as an EV (Electric Vehicle) mode. For example, the vehicle can be run by discharging the high-capacity assembled battery 20 from near 100% to near 0% SOC (State of Charge). After the SOC of the high-capacity assembled battery 20 reaches near 0%, an external power source can be used to charge the high-capacity assembled battery 20.\nWhen a driver presses an accelerator pedal to increase the output required of the vehicle in the EV running mode, not only the output from the high-capacity assembled battery 20 but also the output from the high-power assembled battery 10 can be used to run the vehicle. The combinational use of the high-capacity assembled battery 20 and the high-power assembled battery 10 can ensure the battery output in accordance with the pressing of the accelerator pedal to improve the drivability.\nAfter the SOC of the high-capacity assembled battery 20 reaches near 0%, the high-power assembled battery 10 and the engine 34 can be used in combination to run the vehicle. This running mode is referred to as an HV (Hybrid Vehicle) running mode. In the HV running mode, the charge and discharge of the high-power assembled battery 10 can be controlled such that the SOC of the high-power assembled battery 10 is changed on the basis of a predefined reference SOC, for example.\nSpecifically, when the SOC of the high-power assembled battery 10 is higher than the reference SOC, the high-power assembled battery 10 can be discharged to bring the SOC of the high-power assembled battery 10 closer to the reference SOC. Alternatively, when the SOC of the high-power assembled battery 10 is lower than the reference SOC, the high-power assembled battery 10 can be charged to bring the SOC of the high-power assembled battery 10 closer to the reference SOC. In the HV running mode, not only the high-power assembled battery 10 but also the high-capacity assembled battery 20 can be used. Specifically, the capacity of the high-capacity assembled battery 20 is reserved, and the high-capacity assembled battery 20 can be discharged in the HV running mode. In addition, the regenerative power may be stored in the high-capacity assembled battery 20.\nAs described above, the high-capacity assembled battery 20 can be used mainly in the EV running mode, and the high-power assembled battery 10 can be used mainly in the HV running mode. The main use of the high-capacity assembled battery 20 in the EV running mode means the following two cases.\nFirstly, it means that the frequency of use of the high-capacity assembled battery 20 is higher than that of the high-power assembled battery 10 in the EV running mode. Secondly, when the high-capacity assembled battery 20 and the high-power assembled battery 10 are used in combination in the EV running mode, the main use of the high-capacity assembled battery 20 means that the proportion of the electric power output therefrom in the total electric power used in running of the vehicle is higher than the proportion of the electric power output from the high power assembled battery 10. The total electric power refers to an electric power used in a predetermined running time or a running distance, rather than a momentary electric power.\nAs shown in FIG. 1, the high-power assembled battery 10 has a plurality of cells 11 connected in series. A secondary battery such as a nickel metal hydride battery or a lithium-ion battery can be used as the cell 11. The number of the cells 11 constituting the high-power assembled battery 10 can be set as appropriate by taking account of the output required of the high-power assembled battery 10 and the like. As shown in FIG. 2, the cell 11 is a so-called square-type cell. The square-type cell refers to a cell having an outer shape conformed to a rectangle.\nIn FIG. 2, the cell 11 has a battery case 11 a conformed to a rectangle. The battery case 11 a accommodates a power-generating element performing charge and discharge. The power-generating element has a positive electrode component, a negative electrode component, and a separator placed between the positive electrode element and the negative electrode element. The separator contains an electrolytic solution. The positive electrode component has a collector plate and a positive electrode active material layer formed on a surface of the collector plate. The negative electrode component has a collector plate and a negative electrode active material layer formed on a surface of the collector plate.\nA positive electrode terminal 11 b and a negative electrode terminal 11 c are placed on an upper face of the battery case 11 a. The positive electrode terminal 11 b is connected electrically to the positive electrode component of the power-generating element, and the negative electrode terminal 11 c is connected electrically to the negative electrode component of the power-generating element.\nAs shown in FIG. 3, the high-power assembled battery 10 has the plurality of cells 11 placed side by side in one direction. A partitioning plate 12 is placed between adjacent two of the cells 11. The partitioning plate 12 can be made of an insulating material such as resin to ensure the insulating state between the two cells 11.\nThe use of the partitioning plate 12 can provide space on an outer face of the cell 11. Specifically, the partitioning plate 12 can have a protruding portion which protrudes toward the cell 11, and the end of the protruding portion can be brought into contact with the cell 11 to provide the space between the partitioning plate 12 and the cell 11. In this space, air used for adjusting the temperature of the cell 11 can be moved.\nWhen the cell 11 generates heat due to charge and discharge or the like, air for cooling can be introduced into the space provided between the partitioning plate 12 and the cell 11. The air for cooling can exchange heat with the cell 11 to suppress a rise in temperature of the cell 11. Alternatively, when the cell 11 is excessively cooled, air for heating can be introduced into the space provided between the partitioning plate 12 and the cell 11. The air for heating can exchange heat with the cell 11 to suppress a drop in temperature of the cell 11.\nThe plurality of cells 11 are connected electrically in series through two bus bar modules 13. The bus bar module 13 has a plurality of bus bars and a holder for holding the plurality of bus bars. The bus bar is made of a conductive material and is connected to the positive electrode terminal 11 b of one of two adjacent cells 11 and the negative electrode terminal 11 c of the other cell 11. The holder is formed of an insulating material such as resin.\nA pair of end plates is placed at both ends of the high-power assembled battery 10 in the direction in which the plurality of cells 11 are arranged. Restraint bands 15 extending in the direction of the arrangement of the plurality of cells 11 are connected to the pair of end plates 14. This can apply a restraint force to the plurality of cells 11. The restraint force refers to a force with which each of the cells 11 is held tightly in the direction of the arrangement of the plurality of cells 11. The restraint force applied to the cells 11 can suppress expansion of the cell 11 or the like.\nIn the present embodiment, two restraint bands 15 are placed on an upper face of the high-power assembled battery 10 and two restraint bands 15 are placed on a lower face of the high-power assembled battery 10. The number of the restraint bands 15 can be set as appropriate. It is only required that the use of the restraint bands 15 and the end plates 14 can apply the restraint force to the cells 11. Alternatively, the restraint force may not be applied to the cells 11, and the end plates 14 and the restraint bands 15 may be omitted.\nWhile the plurality of cells 11 are arranged in one direction in the present embodiment, the present invention is not limited thereto. For example, a plurality of cells may be used to constitute a single battery module, and a plurality of such battery modules may be arranged in one direction.\nAs shown in FIG. 1, the high-capacity assembled battery 20 has a plurality of battery blocks 21 connected in series. Each of the battery blocks 21 has a plurality of cells 22 connected in parallel. The number of the battery blocks 21 and the number of the cells 22 included in each of the battery blocks 21 can be set as appropriate in view of the output required of the high-capacity assembled battery 20, the capacity thereof or the like. While the plurality of cells 22 are connected in parallel in the battery block 21 of the present embodiment, the present invention is not limited thereto. Specifically, a plurality of battery modules each including a plurality of cells 22 connected in series may be provided and connected in parallel to constitute the battery block 21.\nA secondary battery such as a nickel metal hydride battery or a lithium ion battery can be used as the cell 22. As shown in FIG. 4, the cell 22 is a so-called cylinder-type cell. The cylinder-type cell refers to a cell having an outer shape conformed to a cylinder.\nAs shown in FIG. 4, the cylinder-type cell 22 has a cylinder-type battery case 22 a. The battery case 22 a accommodates a power-generating element. The power-generating element in the cell 22 has constituent members similar to the constituent members of the power-generating element in the cell 11.\nA positive electrode terminal 22 b and a negative electrode terminal 22 c are provided at both ends of the cell 22 in a longitudinal direction. The positive electrode terminal 22 b and the negative electrode terminal 22 c form the battery case 22 a. The positive electrode terminal 22 b is connected electrically to a positive electrode component of the power-generating element, and the negative electrode terminal 22 c is connected electrically to a negative electrode component of the power-generating element. The cell 22 of the present embodiment is a battery called 18650 type having a diameter of 18 mm and a length of 65.0 mm. The cell 22 may be a cell having dimensions different from those of the 18650 type.\nThe size of the square-type cell 11 is larger than the size of the cylinder-type cell 22. The size of each of the cells 11 and 22 refers to the size of the portion thereof having the largest dimension. Specifically, in the configuration of the cell 11 shown in FIG. 2, a length W1 can be regarded as the size of the cell 11. In the configuration of the cell 22 shown in FIG. 4, a length W2 can be regarded as the size of the cell 22. The length W1 is larger than the length W2.\nAs shown in FIG. 5, the battery block 21 has the plurality of cells 22 and a holder 23 which holds the plurality of cells 22. The plurality of battery blocks 21 are arranged in order to constitute the high-capacity assembled battery 20. The plurality of battery blocks 21 are connected in series through an electrical cable or the like. The high-capacity assembled battery 20 is used to ensure the running distance in the EV running mode, and the many cells 22 are used. Thus, the size of the high-capacity assembled battery 20 tends to be larger than the size of the high-power assembled battery 10.\nThe holder 23 has through holes 23 a into which each of the cells 22 is inserted. The number of the through holes 23 a provided is equal to the number of the cells 22. The cell 22 extends in a direction orthogonal to the plane on which the holder 23 is placed. The plurality of cells 22 are arranged in order within the plane on which the holder 23 is placed. The plurality of cells 22 are placed such that the positive electrode terminals 22 b (or the negative electrode terminals 22 c) are located on the same side of the holder 23. The plurality of positive electrode terminals 22 b are connected to a single bus bar, and the plurality of negative electrode terminals 22 c are connected to a single bus bar. This electrically connects the plurality of cells 22 in parallel.\nWhile the single holder 23 is used in the battery block 21 of the present embodiment, a plurality of holders 23 may be used. For example, one of the holders 23 can be used to hold the cells 22 on the side of the positive electrode terminals 22 b, and the other holder 23 can be used to hold the cells 22 on the side of the negative electrode terminals 22 c. \nNext, description is made of the characteristics of the cell 11 used in the high-power assembled battery 10 and the characteristics of the cell 22 used in the high-capacity assembled battery 20. Table 1 shows the comparison between the characteristics of the cells 11 and 22. In Table 1, “high” and “low” represent the relative levels when the two cells 11 and 22 are compared. Specifically, “high” represents a higher level than that of the compared cell, and “low” represents a lower level than that of the compared cell.\n\n\n\n\n\n\n \nTABLE 1\n\n\n \n \n\n\n \n cell 11\ncell 22\n\n\n \n(high-power\n(high-capacity\n\n\n \ntype)\ntype)\n\n\n \n \n\n\n\n \n\n\n\n\n \noutput density\nhigh\nlow\n\n\n \npower capacity density\nlow\nhigh\n\n\n \ndependence of input/output\nlow\nhigh\n\n\n \non temperature\n\n\n \ndependence of battery life\nlow\nhigh\n\n\n \non temperature\n\n\n \n \n\n\n\n\n\nThe cell 11 has an output density higher than that of the cell 22. The output density of each of the cells 11 and 22 can be represented as an electric power per unit mass of the cell (in W/kg) or an electric power per unit volume of the cell (in W/L). When the cells 11 and 22 have equal masses or volumes, the output (W) of the cell 11 is higher than the output (W) of the cell 22.\nThe output density in the electrode component (positive electrode component or negative electrode component) of each of the cells 11 and 22 can be represented as a current value per unit area of the electrode component (in mA/cm2). The output density of the electrode component of the cell 11 is higher than that of the cell 22. When the electrode components have equal areas, the value of a current capable of passing through the electrode component of the cell 11 is higher than the value of a current capable of passing through the electrode component of the cell 22.\nThe cell 22 has an electric power capacity density higher than that of the cell 11. The electric power capacity density of each of the cells 11 and 22 can be represented as a capacity per unit mass of the cell (in Wh/kg) or a capacity per unit volume of the cell (in Wh/L). When the cells 11 and 22 have equal masses or volumes, the electric power capacity (Wh) of the cell 22 is higher than the electric power capacity (Wh) of the cell 11.\nThe capacity density in the electrode component of each of the cells 11 and 22 can be represented as a capacity per unit mass of the electrode component (in mAh/g) or a capacity per unit volume of the electrode component (in mAh/cc), for example. The capacity density of the electrode component of the cell 22 is higher than that of the cell 11. When the electrode components have equal masses or volumes, the capacity of the electrode component of the cell 22 is higher than the capacity of the electrode component of the cell 11.\n FIG. 6 is a schematic diagram showing the configuration of the power-generating element in the cell 11. FIG. 7 is a schematic diagram showing the configuration of the power-generating element in the cell 22.\nIn FIG. 6, the positive electrode component forming part of the power generating element of the cell 11 has a collector plate 111 and an active material layer 112 formed on each face of the collector plate 111. When the cell 11 is a lithium-ion secondary battery, aluminum can be used as the material of the collector plate 111, for example. The active material layer 112 includes a positive electrode active material, a conductive material, a binder and the like.\nThe negative electrode component forming part of the power-generating element of the cell 11 has a collector plate 113 and an active material layer 114 formed on each face of the collector plate 113. When the cell 11 is a lithium-ion secondary battery, copper can be used as the material of the collector plate 113, for example. The active material layer 114 includes a negative electrode active material, a conductive material, a binder and the like.\nA separator 115 is placed between the positive electrode component and the negative electrode component. The separator 115 is in contact with the active material layer 112 of the positive electrode component and the active material layer 114 of the negative electrode component. The positive electrode component, the separator 115, and the negative electrode component are layered in this order to constitute a laminate, and the laminate is wound, thereby making it possible to form the power-generating element.\nWhile the active material layer 112 is formed on each face of the collector plate 111 and the active material layer 114 is formed on each face of the collector plate 113 in the present embodiment, the present invention is not limited thereto. Specifically, a so-called bipolar electrode can be used. The bipolar electrode has a positive electrode active material layer 112 formed on one face of a collector plate and a negative electrode active material layer 114 formed on the other face of the collector plate. A plurality of such bipolar electrodes are layered with separators interposed, so that the power-generating element can be formed.\nIn FIG. 7, the positive electrode component forming part of the power-generating element of the cell 22 has a collector plate 221 and an active mat | A vehicle has a motor serving as a driving source for running the vehicle, a high-power assembled battery and a high-capacity assembled battery each capable of supplying an electric power to the motor, and a temperature adjusting mechanism adjusting the temperature of each of the high-power assembled battery and the high-capacity assembled battery. The temperature adjusting mechanism supplies a heat exchange medium for use in the temperature adjustment of the high-power assembled battery and the high-capacity assembled battery to each of the assembled batteries. The high-power assembled battery is capable of charge and discharge with a current relatively larger than that in the high-capacity assembled battery. The high-capacity assembled battery has an energy capacity relatively larger than that of the high-power assembled battery, has a higher dependence of battery characteristic on temperature than that of the high-power assembled battery, and is placed on a flow path of the heat exchange medium upstream of the high-power assembled battery. | US:14/241,013 | https://patentimages.storage.googleapis.com/e0/d6/0b/3af9ce48ba36f6/US9067502.pdf | US:9067502 | Takurou Nakayama, Akihiro Sato, Tsuyoshi Hayashi, Hirotaka Watanabe, Kenji Kimura, Nobuyoshi Fujiwara | Toyota Motor Corp | US:7839116, JP:2007008443:A, US:20080196957:A1, JP:2007311290:A, US:20090141447:A1, US:7924562, US:8047316, US:8283878, JP:2011113702:A, US:8463475, US:20130049676:A1 | 2017-12-26 | 2017-12-26 | 1. A vehicle comprising:\na motor serving as a driving source for running the vehicle;\na high-power assembled battery and a high-capacity assembled battery each capable of supplying an electric power to the motor, the high-power assembled battery including a plurality of secondary cells connected in series, and the high-capacity battery including a plurality of secondary cells connected in parallel; and\na temperature adjusting mechanism supplying a heat exchange medium to the high-power assembled battery and the high-capacity assembled battery, the heat exchange medium being used to adjust a temperature of each of the assembled batteries,\nwherein the high-power assembled battery is capable of charge and discharge with a current relatively larger than that in the high-capacity assembled battery, and\nthe high-capacity assembled battery has an energy capacity relatively larger than that of the high-power assembled battery, has a higher dependence of battery characteristic on temperature than that of the high-power assembled battery, and is placed on a flow path of the heat exchange medium upstream of the high-power assembled battery.\n, a motor serving as a driving source for running the vehicle;, a high-power assembled battery and a high-capacity assembled battery each capable of supplying an electric power to the motor, the high-power assembled battery including a plurality of secondary cells connected in series, and the high-capacity battery including a plurality of secondary cells connected in parallel; and, a temperature adjusting mechanism supplying a heat exchange medium to the high-power assembled battery and the high-capacity assembled battery, the heat exchange medium being used to adjust a temperature of each of the assembled batteries,, wherein the high-power assembled battery is capable of charge and discharge with a current relatively larger than that in the high-capacity assembled battery, and, the high-capacity assembled battery has an energy capacity relatively larger than that of the high-power assembled battery, has a higher dependence of battery characteristic on temperature than that of the high-power assembled battery, and is placed on a flow path of the heat exchange medium upstream of the high-power assembled battery., 2. The vehicle according to claim 1, further comprising an engine serving as a driving source for running the vehicle,\nwherein, in running of the vehicle using an output from the motor with the engine stopped, the high-capacity assembled battery supplies more electric power to the motor than that from the high-power assembled battery.\n, wherein, in running of the vehicle using an output from the motor with the engine stopped, the high-capacity assembled battery supplies more electric power to the motor than that from the high-power assembled battery., 3. The vehicle according to claim 2, wherein, in the running of the vehicle using the output from the motor with the engine stopped, a frequency of use of the high-capacity assembled battery is higher than a frequency of use of the high-power assembled battery., 4. The vehicle according to claim 2, wherein, in running of the vehicle using the output from the motor with the engine stopped, a proportion of the electric power supplied from the high-capacity assembled battery to the motor in the electric power supplied to the motor is higher than a proportion of the electric power supplied from the high-power assembled battery to the motor., 5. The vehicle according to claim 1, wherein the high-capacity assembled battery is charged with an electric power supplied from an external power source., 6. The vehicle according to claim 1, wherein the high-power assembled battery and the high-capacity assembled battery are placed in a luggage space., 7. The vehicle according to claim 1, wherein the secondary cell of the high-capacity assembled battery has a size smaller than that of the secondary cell of the high-power assembled battery., 8. The vehicle according to claim 7, wherein the high-power assembled battery has a plurality of square-type secondary cells placed side by side in a predetermined direction,\nthe high-capacity assembled battery has a plurality of cylinder-type secondary cells extending in a direction orthogonal to a predetermined plane and placed in order within the predetermined plane, and\nthe heat exchange medium enters into space formed between two of the square-type secondary cells adjacent in the predetermined direction to exchange heat with the high-power assembled battery, and moves along the predetermined plane to exchange heat with the high-capacity assembled battery.\n, the high-capacity assembled battery has a plurality of cylinder-type secondary cells extending in a direction orthogonal to a predetermined plane and placed in order within the predetermined plane, and, the heat exchange medium enters into space formed between two of the square-type secondary cells adjacent in the predetermined direction to exchange heat with the high-power assembled battery, and moves along the predetermined plane to exchange heat with the high-capacity assembled battery., 9. The vehicle according to claim 1, wherein the high-power assembled battery has a plurality of square-type secondary cells placed side by side in a predetermined direction,\nthe high-capacity assembled battery has a plurality of cylinder-type secondary cells extending in a direction orthogonal to a predetermined plane and placed in order within the predetermined plane, and\nthe heat exchange medium enters into space formed between two of the secondary cells adjacent in the predetermined direction to exchange heat with the high-power assembled battery, and moves along the predetermined plane to exchange heat with the high-capacity assembled battery. \n, the high-capacity assembled battery has a plurality of cylinder-type secondary cells extending in a direction orthogonal to a predetermined plane and placed in order within the predetermined plane, and, the heat exchange medium enters into space formed between two of the secondary cells adjacent in the predetermined direction to exchange heat with the high-power assembled battery, and moves along the predetermined plane to exchange heat with the high-capacity assembled battery. | US | United States | Active | B | True |
| 373 | Vehicle power distribution system \n | US9221409B1 | The present invention relates generally to a vehicle and, more particularly, to a vehicle power distribution system.\nIn a conventional vehicle, the various electronic components and systems are either directly connected to the vehicle's power supply, resulting in a constant drain on the power supply, or activated via a power relay that is controlled by the vehicle's ignition switch. For a two-position ignition switch, the systems coupled to the vehicle's power supply via the ignition switch are all either off or on, and when they are turned on they are activated simultaneously. Many vehicles, however, use a four-position or a five-position ignition switch, thereby allowing the user to activate some of the vehicle's accessory systems without applying power to all of the vehicle's electronic components and systems. In a four-position switch the positions typically correspond to (i) off, (ii) accessories, (iii) on, and (iv) start, while in a five-position switch the positions typically correspond to (i) off, (ii) accessories 1, (iii) accessories 2, (iv) on, and (v) start. Note that the “start” position only relates to vehicles that utilize an internal combustion engine (ICE), and therefore require the use of a starter motor to initiate engine operation. Accessories that may be powered-on when the ignition switch is in an accessory position include internal lights, external lights, power windows, ventilation blower fans, and the vehicle's entertainment system. Always on components and systems, i.e., those systems that are directly connected to the vehicle's power supply and therefore are always in a powered-up state, typically include power door locks, alarm systems, subsystem monitors, and some or all vehicle lights.\nWhile the conventional power system is adequate, it can lead to undesired consequences. For example, when a conventional vehicle is left unattended for an extended period of time such as when the user is away on vacation, the power drain from the directly connected systems can completely drain the battery, thereby leaving the user stranded when they return to their car. Additionally, since those systems that are powered-up by the ignition switch are all turned on at one time, electronic controller diagnostic strategies are often unnecessarily complex. Accordingly, what is needed is a power distribution system that provides more control over the various electronic components and systems of a vehicle during the power-up sequence. The present invention provides such a system.\nThe present invention provides a vehicle power control system comprised of (i) a power source, such as a battery pack; (ii) a plurality of control circuits; (iii) a plurality of electronic control units (ECUs), where each of the control circuits is coupled to at least one of the ECUs, and where each of the ECUs is electrically connected to at least one vehicle electrical component of a plurality of vehicle electrical components; and (iv) a power distribution module coupled to the power source. The power distribution module is comprised of (i) a plurality of control circuit switches, where each control circuit switch is interposed between the power source and a corresponding control circuit, and where each control circuit switch is adjustable between an open position in which the power source is electrically disconnected from the corresponding control circuit and a closed position in which the power source is electrically connected to the corresponding control circuit; (ii) a processor coupled to the plurality of control circuit switches, where the processor controls adjustment of each of the control circuit switches between the open and closed positions, and where the processor is configured to adjust each of the control circuit switches between the open and closed positions based on a set of current vehicle conditions and in accordance with a set of preset switch activation instructions; and (iii) a plurality of sensors coupled to the processor and configured to monitor the set of current vehicle conditions. The vehicle power control system may be further comprised of a plurality of fuses, where at least one of the fuses is integrated into each of the control circuits, and preferably interposed between each of the control circuits and the corresponding ECU(s).\nIn one aspect, the vehicle power control system may further comprise a vehicle power switch adjustable between an ‘on’ position and an ‘off’ position, where the status of the vehicle power switch is included in the set of current vehicle conditions monitored by the plurality of sensors, and where the processor is configured to close at least a subset of the plurality of control circuit switches in response to the status of the vehicle power switch shifting from the ‘off’ position to the ‘on’ position. The processor may close the subset of the plurality of control circuit switches sequentially.\nIn another aspect, a first control circuit of the plurality of control circuits may be electrically connected to a set of vehicle passenger safety systems (e.g., an airbag control module); the set of current vehicle conditions may include current vehicle speed, where the plurality of sensors monitors current vehicle speed; and the processor, in response to the set of preset switch activation instructions, may be configured to close the first control circuit switch, corresponding to the first control circuit, when the speed is greater than a preset value. The vehicle power control system may further comprise a vehicle power switch adjustable between an ‘on’ position and an ‘off’ position, where the status of the vehicle power switch is included in the set of current vehicle conditions monitored by the plurality of sensors, and where the processor is configured to close the first control circuit switch when the status of the vehicle power switch shifts from the ‘off’ position to the ‘on’ position.\nIn another aspect, a first control circuit of the plurality of control circuits may be electrically connected to a set of vehicle lights and a set of door latches; the set of current vehicle conditions may include current vehicle fault status, where the plurality of sensors monitors current vehicle fault status; and the processor, in response to the set of preset switch activation instructions, may be configured to maintain the first control circuit switch, corresponding to the first control circuit, in a closed position unless a vehicle fault is detected by the plurality of sensors in which case the processor opens the first control circuit switch in response to the set of preset switch activation instructions. Additionally, a second control circuit, controlled by a second control circuit switch, may be electrically connected to a primary DC/DC converter and a third control circuit, controlled by a third control circuit switch, may be electrically connected to a secondary DC/DC converter, where the processor maintains the third control switch in a closed position when the first control circuit switch is in the closed position, and opens the third control switch if the second control circuit switch is in the closed position when the first control circuit switch is in the closed position.\nIn another aspect, a first control circuit of the plurality of control circuits may be electrically connected to at least one vehicle propulsion system and the vehicle power control system may further comprise a vehicle power switch adjustable between an ‘on’ position and an ‘off’ position, where the status of the vehicle power switch is included in the set of current vehicle conditions monitored by the plurality of sensors, and where in response to the preset switch activation instructions the processor closes a first control circuit switch corresponding to the first control circuit when the status of the vehicle power switch shifts from the ‘off’ position to the ‘on’ position and then opens the first control switch when the status of the vehicle power switch shifts from the ‘on’ position to the ‘off’ position.\nIn another aspect, a first control circuit of the plurality of control circuits may be electrically connected to a set of passenger convenience systems (e.g., passenger cabin HVAC module, power window control module, vehicle entertainment module, etc.) and the vehicle power control system may further comprise a vehicle power switch adjustable between an ‘on’ position and an ‘off’ position, where the status of the vehicle power switch is included in the set of current vehicle conditions monitored by the plurality of sensors, and where in response to the preset switch activation instructions the processor closes a first control circuit switch corresponding to the first control circuit when the status of the vehicle power switch shifts from the ‘off’ position to the ‘on’ position and then opens the first control switch when the status of the vehicle power switch shifts from the ‘on’ position to the ‘off’ position and after the conclusion of a preset delay period. The preset delay period may be user settable via a vehicle user interface. Furthermore, in response to the set of preset switch activation instructions, after the vehicle power switch shifts from the ‘on’ position to the ‘off’ position, if a vehicle door is opened the preset delay period is terminated and the processor immediately opens the first control switch.\nIn another aspect, a first control circuit of the plurality of control circuits may be electrically connected to a vehicle thermal management system; the vehicle power control system may further comprise a vehicle power switch adjustable between an ‘on’ position and an ‘off’ position, where the status of the vehicle power switch is included in the set of current vehicle conditions monitored by the plurality of sensors; and the processor, in response to the set of preset switch activation instructions, may be configured to close the first control circuit switch, corresponding to the first control circuit, when the status of the vehicle power switch shifts from the ‘off’ position to the ‘on’ position. The set of current vehicle conditions may further comprise a current vehicle battery pack temperature, where the plurality of sensors monitors the current vehicle battery pack temperature, and where the processor is configured to compare the current vehicle battery pack temperature to a preset temperature range and, in response to the set of preset switch activation instructions, close the first control circuit switch when the current vehicle battery pack temperature falls outside of the preset temperature range.\nIn another aspect, the plurality of sensors may monitor current power usage per control circuit and the processor may be configured to display a representation of the current power usage per control circuit on a user interface mounted within the vehicle's passenger cabin. The representation of the current power usage for a given control circuit may be displayed in terms of a percentage of the maximum usage limit for that particular control circuit, or in terms of the actual power usage for that particular control circuit.\nIn another aspect, the vehicle power control system may further comprise a diagnostic system coupled to the processor, where the diagnostic system monitors the current and voltage at multiple locations within each particular control circuit, and where the processor is configured to determine for each particular control circuit whether power is being supplied to the ECU(s) coupled to that control circuit when the corresponding control circuit switch is closed.\nA further understanding of the nature and advantages of the present invention may be realized by reference to the remaining portions of the specification and the drawings.\nIt should be understood that the accompanying figures are only meant to illustrate, not limit, the scope of the invention and should not be considered to be to scale.\n FIG. 1 is a schematic diagram of a vehicle power distribution system in accordance with the present invention;\n FIG. 2 is a schematic diagram of the vehicle power distribution system shown in FIG. 1 as configured when the vehicle is ‘off’;\n FIG. 3 is a schematic diagram of the vehicle power distribution system shown in FIG. 1 as configured when the vehicle is ‘on’;\n FIG. 4 is a schematic diagram of the vehicle power distribution system shown in FIG. 1 modified to include an extended storage feature;\n FIG. 5 illustrates a data screen that provides the driver with power usage information for several ancillary systems controlled by the power distribution system of the invention; and\n FIG. 6 is a schematic diagram of the vehicle power distribution system shown in FIG. 1 modified to include a diagnostic system.\nAs used herein, the singular forms “a”, “an” and “the” are intended to include the plural forms as well, unless the context clearly indicates otherwise. The terms “comprises”, “comprising”, “includes”, and/or “including”, as used herein, specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof. As used herein, the term “and/or” and the symbol “/” are meant to include any and all combinations of one or more of the associated listed items. Additionally, while the terms first, second, etc. may be used herein to describe various steps or calculations, these steps or calculations should not be limited by these terms, rather these terms are only used to distinguish one step or calculation from another. For example, a first calculation could be termed a second calculation, and, similarly, a first step could be termed a second step, without departing from the scope of this disclosure.\nIn the following text, the terms “battery”, “cell”, and “battery cell” may be used interchangeably and refer to a complete battery with two output terminals, electrodes and an electrolyte utilizing any of a variety of different battery configurations and chemistries. Typical battery chemistries include, but are not limited to, lithium ion, lithium ion polymer, nickel metal hydride, nickel cadmium, nickel hydrogen, nickel zinc, and silver zinc. The term “battery pack” refers to a group of batteries, or to multiple battery modules, that are electrically interconnected to achieve the desired battery pack voltage and capacity. The term “battery pack enclosure” refers to an enclosure containing a battery pack. The terms “electric vehicle” and “EV” may be used interchangeably and may refer to an all-electric vehicle, a plug-in hybrid vehicle, also referred to as a PHEV, or a hybrid vehicle, also referred to as a HEV, where a hybrid vehicle utilizes multiple sources of propulsion including an electric drive system.\n FIG. 1 provides a schematic illustration of a vehicle power control system 100 in accordance with the invention. Power control system 100 may be used with any vehicle that could benefit from an improved power control system such as a conventional vehicle powered by an internal combustion engine (i.e., an ICE vehicle), a hybrid-powered vehicle, or an all-electric vehicle. System 100 includes multiple control circuits 101-107, each of which is under the control of its own circuit switch, specifically control circuit switches 109-115, respectively. It should be understood that system 100 is not limited to a specific number of control circuits, and the number of control circuits shown in FIG. 1, as well as the component(s) and/or subsystem(s) associated with each and described in detail below, are only meant for illustration and are not intended to limit the scope of the invention. As described in detail below, the use of the present power distribution system provides additional control over the vehicle's electric components and subsystems, while helping to minimize parasitic battery losses.\nEach switch 109-115 is under the control of processor 117, also referred to herein as a controller. Processor 117 is typically comprised of a microprocessor or a programmable logic device. Preferably processor 117 is a stand-alone controller as shown, thereby helping to minimize parasitic losses when the car is parked and in an ‘off’ state. In some embodiments, however, processor 117 is integrated into another vehicle control system, for example the vehicle's management system. In the preferred system shown in FIG. 1, processor 117 is always connected to power source 119, where the power source is typically comprised of the vehicle's battery or battery pack.\n Processor 117 is configured to close switches 109-115, and thus provide power to control circuits 101-107, in response to current conditions as monitored by a set of sensors 121. The conditions monitored by sensors 121 may be communicated directly to processor 117, or communicated via a communication bus as preferred. The communication bus may consist of a computer backplane, a board bus, an on-chip bus within an integrated circuit, a local area network or LAN, a wide area network or WAN, or other type of bus, that allows data signals to be transferred between the various components and/or devices that comprise the system and processor 117. In the preferred embodiment, sensor data is communicated to processor 117 via a controller area network, or CAN, bus. The CAN bus, which is commonly used in the automotive industry, is a multi-master broadcast serial bus that may be implemented using balanced pair signals in twisted-pair wires, optionally in shielded cables.\nAlso communicated to processor 117 is the operational status of the vehicle, i.e., whether the vehicle is currently ‘on’ or ‘off’. While this information may be monitored by one of the sensors 121, for clarity in the illustration a separate power switch 123 is shown. The status of power switch 123 may be communicated directly to processor 117, or communicated via a communication bus (e.g., CAN, LAN, WAN, board bus, etc.) as described above relative to sensors 121. Switch 123 may be controlled by any of a variety of techniques, for example by turning the ignition key to the ‘on’ position; alternately, switch 123 may be closed when the vehicle is turned on by pressing an ‘on’ button that is located on the dash, center console, or elsewhere; alternately, switch 123 may be closed when the driver activates the car by sitting in the driver's seat; alternately, switch 123 may be closed when the driver activates the car using a fingerprint sensor; alternately, switch 123 may be closed when a proximity sensor integrated into the vehicle recognizes an authorized key fob that has an integrated ID tag and that is currently located within a preset distance from the proximity sensor; alternately, switch 123 may be closed when a facial recognition system integrated into the vehicle recognizes an authorized driver sitting in the driver's seat; alternately, switch 123 may be closed when a voice recognition system integrated into the vehicle recognizes a specific auditory command or password. It will be appreciated that other techniques may be used to close switch 123 and initiate the vehicle's start-up sequence.\n Processor 117 is programmed to close each switch 109-115 in accordance with a preset set of conditions. Accordingly, some of the control circuits 101-107 may be powered-up even when the car is parked and in the ‘off’ state. With respect to those switches that are closed when the vehicle is turned ‘on’, preferably processor 117 is configured to close the affected switches sequentially, or in groups, rather than simultaneously.\nWhen a controller switch 109-115 is closed, the corresponding control circuit 101-107, respectively, is coupled to power source 119. Each control circuit 101-107 connects power source 119 to one or more electronic control units (ECU) 125-134. Once power is coupled to an ECU 125-134, the corresponding ECU provides power to the component or components coupled to that particular ECU. Note that multiple ECUs may be coupled to the same control circuit. For example, in the illustrated embodiment two ECUs, i.e., ECUs 125 and 126, are simultaneously provided power by the closure of switch 109; and three ECUs, i.e., ECUs 132-134, are simultaneously provided power by the closure of switch 115. In this exemplary embodiment, a single ECU is coupled to each control circuit 102-106.\nIn system 100, interposed between each ECU 125-134 and power source 119 is a fuse 135-144, respectively. Preferably the fuses 135-144 are housed within a fuse box 145, thereby providing easy access when a fuse requires replacement.\nAs previously described, controller 117 of power distribution module 147 may be configured to only close a specific control circuit switch 109-115 when a specific condition, or a specific set of conditions, is met. Exemplary conditions are described below, although it should be understood that these conditions are only meant to illustrate the invention, and that different conditions may be utilized by processor 117 to determine when to close the control circuit switches.\nIn at least one configuration of system 100, one of the control circuits (e.g., control circuit 101) provides power to those components and systems that are relevant to passenger safety and therefore should be operational whenever the vehicle is in motion. Examples of such components and systems may include, but are not limited to, the airbag control module, the electric power steering, the ABS system and the brake booster vacuum pump. These various components and systems may be coupled to power source 119 via a single ECU, or multiple ECUs as shown. This control circuit is initialized when vehicle power switch 123 is closed, although as noted above there may be a slight initiation delay if processor 117 is configured to sequentially close the control circuit switches. Since the components and systems powered by control circuit 101 are those required to maintain vehicle occupant safety, processor 117 also closes switch 109, thereby providing power to control circuit 101, whenever sensors 121 determine that the vehicle is traveling at a speed greater than a preset speed, e.g., 1 mph, regardless of whether or not switch 123 is closed. Therefore even if the car does not appear to be ‘on’ based on the status of switch 123, the vehicle's occupants are still safe when the car is in motion. It will be appreciated that various types of information such as wheel rotation and/or changes in vehicle position as determined using a global positioning system may be used by sensors 121 to determine vehicle motion.\nIn at least one configuration of system 100, one of the control circuits (e.g., control circuit 102) provides power to those components and systems that are typically left in a powered-up state regardless of whether or not the vehicle is ‘on’ as determined by switch 123. Examples of such components and systems may include, but are not limited to, brake lights, hazard lights, interior lights, remotely operated door and trunk latches, and the interior power outlet. These various components and systems may be coupled to power source 119 via multiple ECUs or a single ECU as shown. Preferably processor 117 is configured to open switch 110 upon the occurrence of a serious vehicle problem or malfunction detected by sensors 121, for example the output from power source 119 falling below a preset value (e.g., 8 volts). Accordingly, under normal operating conditions switch 110 is closed as shown in FIG. 2.\nIn at least one configuration of system 100, one of the control circuits (e.g., control circuit 103) provides power to those components and systems that are utilized by the vehicle's propulsion system. Exemplary components and systems powered by control circuit 103 may include the engine controller for an ICE-based vehicle, and the motor/inverter controller for an all-electric vehicle. As it is important for the driver to be able to turn on or turn off the vehicle in a traditional manner, processor 117 closes switch 111 whenever vehicle switch 123 is in the ‘on’ state, and opens switch 111 whenever vehicle switch 123 is in the ‘off’ state.\nIn at least one configuration of system 100, one of the control circuits (e.g., control circuit 104) provides power to those components and systems that are utilized by vehicle's occupants for their comfort. Examples of such components and systems may include, but are not limited to, the passenger cabin heating, ventilation and air conditioning (HVAC) system, the power windows, the power sunroof/moon roof, and the vehicle's entertainment system. This control circuit is initialized when vehicle power switch 123 is closed, although as noted above there may be a slight initiation delay if processor 117 is configured to sequentially close the control circuit switches. Since the components and systems powered by control circuit 104 may be generally categorized as comfort amenities, it is often desirable to allow these features to continue to operate, at least for a limited time, after the car has been turned off via power switch 123. Accordingly, in the preferred embodiment once control circuit switch 112 is closed, it remains closed even after the vehicle is turned off as long as the driver's door remains closed. Once the driver's door is opened, processor 117 opens switch 112, thereby terminating the connection between power source 119 and control circuit 104. In an alternate embodiment, once control circuit 104 is powered-up, it remains on for a preset period of time (e.g., 2 minutes, 5 minutes, etc.) after the vehicle is turned off as long as the driver's door remains closed. Once the preset time period has passed, or if the driver's door is opened, processor 117 opens switch 112 and terminates the circuit's connection to power source 119. The system may be configured to allow the time period applied to circuit 104 to be preset by the manufacturer, by the user, or by a third party.\nIn at least one configuration of system 100, one of the control circuits (e.g., control circuit 105) provides power to the vehicle's primary thermal management systems, for example the battery thermal management system in an EV, or the motor cooling system in an ICE-based vehicle. This control circuit is initialized when vehicle power switch 123 is closed, although as noted above there may be a slight initiation delay if processor 117 is configured to sequentially close the control circuit switches. Since the components and systems powered by control circuit 105 are those required to properly operate the vehicle's primary thermal management systems, and therefore maintain critical systems such as the battery pack within the desired temperature range, processor 117 also closes switch 113 whenever the monitored temperature of the affected system, for example the battery pack in an EV, is greater than a preset temperature, regardless of whether or not switch 123 is closed. In some configurations, processor 117 is configured to close switch 113 whenever sensors 121 detect that the temperature of the affected system is less than a preset temperature, thereby allowing the thermal management system coupled to control circuit 105 to heat the affected system as necessary. In yet other configurations, processor 117 is configured to close switch 113 whenever it is determined that the temperature of the affected system is increasing, or decreasing, at a rate greater than a preset value.\nIn at least one configuration of system 100, one of the control circuits (e.g., control circuit 106) provides power to an EV's primary DC/DC converter. As such, this control circuit is powered-up whenever one of the primary components and/or systems that requires DC power is powered-up, or when power source 119 needs to be recharged. Accordingly, processor 117 closes switch 114, thereby providing power to control circuit 106, whenever control circuit 101 is powered-up; or whenever control circuit 103 is powered-up; or whenever control circuit 104 is powered-up; or whenever control circuit 105 is powered-up.\nIn at least one configuration of system 100, one of the control circuits (e.g., control circuit 107) provides power to a secondary DC/DC converter, where the secondary DC/DC converter is smaller and more efficient than the primary DC/DC converter coupled to control circuit 106. Processor 117 closes switch 115, thereby connecting the secondary DC/DC converter to power source 119, whenever switch 110 is closed and switch 114 is open as illustrated in FIG. 2. Note that FIG. 3 illustrates this embodiment during normal vehicle operation, i.e., when control circuits 101-106 are powered up, and switch 115 corresponding to control circuit 107 is open.\nExtended Storage\nAs vehicles become more sophisticated and rely more heavily on the operation of a variety of electronic subsystems, the parasitic losses that occur when a car is in storage, even if only for a short time, are becoming increasingly problematic. For example, when returning from a long vacation the owner of an ICE-based vehicle may find that their car has insufficient charge due to the parasitic losses to even start. Similarly, the owner of an electric car may find that the loss of driving range due to the parasitic losses is not only annoying, but in some instances may even prevent the driver from reaching their next intended charging station.\n FIG. 4 illustrates a modification of the disclosed power distribution system that allows the user to temporarily disrupt all of the power control circuits in the power distribution module 147. As shown, when the extended storage switch 401 is activated, i.e., is placed into an ‘open’ position, the power to controller 117 is disrupted as is the power to each of the control circuits operated by controller 117. As a result, power loss can be reduced to the point where the only loss is due to internal self-discharge, assuming that all circuits and systems that are coupled to power source 119 are controlled by processor 117 and the power distribution module 147. Note that extended storage switch 401 may be a mechanical switch, for example a mechanical switch accessible from the outside of the vehicle, or any other type of switch that allows disruption of the power distribution module as shown.\nPower Distribution Feedback System\nThe combination of growing concern over global warming and increasing fuel cost has caused many people to do everything within their power to maximize vehicle operating efficiency, including replacing inefficient vehicles with high mileage hybrids or all-electric cars. Even with an efficient vehicle, it is still possible to significantly affect operating efficiency using any of a variety of techniques. These techniques include (i) altering driving style (e.g., maintaining an efficient speed, proper gear choice, efficient acceleration and deceleration, etc.); (ii) maintaining an efficient vehicle (e.g., proper tire pressure, use of low rolling resistance tires, minimizing aerodynamic losses due to bike racks and similar accessories, etc.); and (iii) minimizing ancillary losses (e.g., operation of air conditioning, entertainment system, etc.). In an all-electric car, ancillary losses are of particular concern since any vehicle component or system that adds a drain on the battery pack will directly impact the vehicle's driving range.\nThe manufacturers of hybrid vehicles, recognizing that many of their buyers are trying to maximize vehicle efficiency, routinely include displays that provide the driver with real-time feedback regarding the car's current operating efficiency. Typically operating efficiency is provided to the driver in terms of a current miles-per-gallon (MPG) rating. The present inventors, recognizing that providing efficiency feedback directly to a driver incentivizes that driver to improve their car's operating efficiency, utilize the present power distribution module to monitor particular control circuits and provide power usage information for those control circuits to the driver. Power usage data may be presented in a variety of ways, for example graphically (e.g., using a bar chart) or digitally (e.g., using current power usage in kWh). This data may be presented within the instrument cluster, for example utilizing a small display screen, or presented on a primary display interface, for example on the navigation screen, or presented in a heads-up display (HUD). Preferably this data is only presented to the user when requested. For example, this data screen may be one of many data screens from which the user can select, typically using a toggling switch or simila | A power distribution module for use in a vehicle's power control system is provided, the use of which helps to minimize parasitic battery losses while providing additional control over the vehicle's electrical components and subsystems. The power distribution module includes a plurality of control circuits, each of which is under the control of its own circuit switch, and each of which is coupled to one or more electronic control modules. The power distribution module also includes a processor that is configured to close each of the circuit switches, thereby providing power to the corresponding control circuits, in response to current vehicle conditions and in accordance with a preset set of conditions. | US:14/462,885 | https://patentimages.storage.googleapis.com/d6/02/e7/cfa439c9502b4f/US9221409.pdf | US:9221409 | Jean-Philippe Gauthier, Philip R. Graham, Richard J. Biskup | Atieva Inc | US:6144110, US:20020084786:A1, US:6762595, US:20140375120:A1, US:20150217640:A1 | Not available | 2015-12-29 | 1. A vehicle power control system, comprising:\na power source;\na plurality of control circuits;\na plurality of electronic control units (ECUs), wherein each of said plurality of control circuits is coupled to at least one of said plurality of ECUs, and wherein each of said plurality of ECUs is electrically connected to at least one vehicle electrical component of a plurality of vehicle electrical components; and\na power distribution module coupled to said power source, said power distribution module comprising:\na plurality of control circuit switches, wherein each of said plurality of control circuit switches is interposed between said power source and a corresponding control circuit of said plurality of control circuits, wherein each of said plurality of control circuit switches is adjustable between an open position in which said power source is electrically disconnected from said corresponding control circuit and a closed position in which said power source is electrically connected to said corresponding control circuit;\na processor coupled to said plurality of control circuit switches, wherein said processor controls adjustment of each of said plurality of control circuit switches between said open and closed positions, wherein said processor is configured to adjust each of said plurality of control circuit switches between said open and closed positions based on a set of current vehicle conditions and in accordance with a set of preset switch activation instructions; and\na plurality of sensors coupled to said processor, wherein said plurality of sensors are configured to monitor said set of current vehicle conditions.\n\n, a power source;, a plurality of control circuits;, a plurality of electronic control units (ECUs), wherein each of said plurality of control circuits is coupled to at least one of said plurality of ECUs, and wherein each of said plurality of ECUs is electrically connected to at least one vehicle electrical component of a plurality of vehicle electrical components; and, a power distribution module coupled to said power source, said power distribution module comprising:\na plurality of control circuit switches, wherein each of said plurality of control circuit switches is interposed between said power source and a corresponding control circuit of said plurality of control circuits, wherein each of said plurality of control circuit switches is adjustable between an open position in which said power source is electrically disconnected from said corresponding control circuit and a closed position in which said power source is electrically connected to said corresponding control circuit;\na processor coupled to said plurality of control circuit switches, wherein said processor controls adjustment of each of said plurality of control circuit switches between said open and closed positions, wherein said processor is configured to adjust each of said plurality of control circuit switches between said open and closed positions based on a set of current vehicle conditions and in accordance with a set of preset switch activation instructions; and\na plurality of sensors coupled to said processor, wherein said plurality of sensors are configured to monitor said set of current vehicle conditions.\n, a plurality of control circuit switches, wherein each of said plurality of control circuit switches is interposed between said power source and a corresponding control circuit of said plurality of control circuits, wherein each of said plurality of control circuit switches is adjustable between an open position in which said power source is electrically disconnected from said corresponding control circuit and a closed position in which said power source is electrically connected to said corresponding control circuit;, a processor coupled to said plurality of control circuit switches, wherein said processor controls adjustment of each of said plurality of control circuit switches between said open and closed positions, wherein said processor is configured to adjust each of said plurality of control circuit switches between said open and closed positions based on a set of current vehicle conditions and in accordance with a set of preset switch activation instructions; and, a plurality of sensors coupled to said processor, wherein said plurality of sensors are configured to monitor said set of current vehicle conditions., 2. The vehicle power control system of claim 1, further comprising a plurality of fuses, wherein at least one of said plurality of fuses is integrated into each of said plurality of control circuits., 3. The vehicle power control system of claim 2, wherein said at least one of said plurality of fuses is interposed between each of said plurality of control circuits and said corresponding ECU of said plurality of ECUs., 4. The vehicle power control system of claim 1, further comprising a vehicle power switch adjustable between an ‘on’ position and an ‘off’ position, wherein a status of said vehicle power switch is included in said set of current vehicle conditions monitored by said plurality of sensors, and wherein said processor is configured to close at least a subset of said plurality of control circuit switches in response to said status of said vehicle power switch shifting from said ‘off’ position to said ‘on’ position., 5. The vehicle power control system of claim 4, wherein said processor is configured to sequentially close said subset of said plurality of control circuit switches in response to said status of said vehicle power switch shifting from said ‘off’ position to said ‘on’ position., 6. The vehicle power control system of claim 1, wherein a first control circuit of said plurality of control circuits is electrically connected to a set of vehicle passenger safety systems, wherein said set of vehicle passenger safety systems further comprises an airbag control module, wherein said set of current vehicle conditions further comprises a current vehicle speed, wherein said plurality of sensors monitors said current vehicle speed, and wherein in response to said set of preset switch activation instructions said processor closes a first control circuit switch of said plurality of control circuit switches corresponding to said first control circuit when said current vehicle speed is greater than a preset value., 7. The vehicle power control system of claim 6, further comprising a vehicle power switch adjustable between an ‘on’ position and an ‘off’ position, wherein a status of said vehicle power switch is included in said set of current vehicle conditions monitored by said plurality of sensors, and wherein in response to said set of preset switch activation instructions said processor closes said first control circuit switch of said plurality of control circuit switches when said vehicle power switch shifts from said ‘off’ position to said ‘on’ position., 8. The vehicle power control system of claim 1, wherein a first control circuit of said plurality of control circuits is electrically connected to a set of vehicle lights and a set of door latches, wherein said set of current vehicle conditions further comprises a current vehicle fault status, wherein said plurality of sensors monitors said current vehicle fault status, wherein in response to said set of preset switch activation instructions said processor maintains a first control circuit switch corresponding to said first control circuit in a closed position unless a vehicle fault is detected by said plurality of sensors, wherein if a vehicle fault is detected by said plurality of sensors said processor opens said first control circuit switch in response to said set of preset switch activation instructions., 9. The vehicle power control system of claim 8, wherein a second control circuit of said plurality of control circuits is electrically connected to a primary DC/DC converter, wherein a third control circuit of said plurality of control circuits is electrically connected to a secondary DC/DC converter, wherein a second control circuit switch corresponds to said second control circuit, wherein a third control circuit switch corresponds to said third control circuit, wherein in response to said set of preset switch activation instructions said processor maintains said third control circuit switch in a closed position when said first control circuit switch is in a closed position, and wherein in response to said set of preset switch activation instructions said processor opens said third control circuit switch if said second control circuit switch is in a closed position when said first control circuit switch is in said closed position., 10. The vehicle power control system of claim 1, further comprising a vehicle power switch adjustable between an ‘on’ position and an ‘off’ position, wherein a status of said vehicle power switch is included in said set of current vehicle conditions monitored by said plurality of sensors, wherein a first control circuit of said plurality of control circuits is electrically connected to at least one vehicle propulsion system, wherein in response to said set of preset switch activation instructions said processor closes a first control circuit switch of said plurality of control circuit switches corresponding to said first control circuit when said vehicle power switch shifts from said ‘off’ position to said ‘on’ position, and wherein in response to said set of preset switch activation instructions said processor opens said first control circuit switch of said plurality of control circuit switches when said vehicle power switch shifts from said ‘on’ position to said ‘off’ position., 11. The vehicle power control system of claim 1, further comprising a vehicle power switch adjustable between an ‘on’ position and an ‘off’ position, wherein a status of said vehicle power switch is included in said set of current vehicle conditions monitored by said plurality of sensors, wherein a first control circuit of said plurality of control circuits is electrically connected to a set of passenger convenience systems, wherein said set of passenger convenience systems further comprises a passenger cabin HVAC module, a power window control module, and a vehicle entertainment module, wherein in response to said set of preset switch activation instructions said processor closes a first control circuit switch of said plurality of control circuit switches corresponding to said first control circuit when said vehicle power switch shifts from said ‘off’ position to said ‘on’ position, and wherein in response to said set of preset switch activation instructions said processor opens said first control circuit switch when said vehicle power switch shifts from said ‘on’ position to said ‘off’ position and after conclusion of a preset delay period., 12. The vehicle power control system of claim 11, wherein said preset delay period is settable by a user via a vehicle user interface., 13. The vehicle power control system of claim 11, wherein in response to said set of preset switch activation instructions after said vehicle power switch shifts from said ‘on’ position to said ‘off’ position and after a vehicle door is opened said preset delay period is terminated and said processor immediately opens said first control circuit switch., 14. The vehicle power control system of claim 1, further comprising a vehicle power switch adjustable between an ‘on’ position and an ‘off’ position, wherein a status of said vehicle power switch is included in said set of current vehicle conditions monitored by said plurality of sensors, wherein a first control circuit of said plurality of control circuits is electrically connected to a vehicle thermal management system, wherein in response to said set of preset switch activation instructions said processor closes a first control circuit switch of said plurality of control circuit switches corresponding to said first control circuit when said vehicle power switch shifts from said ‘off’ position to said ‘on’ position., 15. The vehicle power control system of claim 14, wherein said set of current vehicle conditions further comprises a current vehicle battery pack temperature, wherein said plurality of sensors monitors said current vehicle battery pack temperature, wherein said processor is configured to compare said current vehicle battery pack temperature to a preset temperature range, and wherein in response to said set of preset switch activation instructions said processor closes said first control circuit switch when said current vehicle battery pack temperature falls outside of said preset temperature range., 16. The vehicle power control system of claim 1, further comprising:\na user interface mounted within a vehicle passenger cabin;\nwherein said plurality of sensors monitor current power usage per control circuit for said plurality of control circuits; and\nwherein said processor is configured to display on said user interface a representation of said current power usage per control circuit for said plurality of control circuits.\n, a user interface mounted within a vehicle passenger cabin;, wherein said plurality of sensors monitor current power usage per control circuit for said plurality of control circuits; and, wherein said processor is configured to display on said user interface a representation of said current power usage per control circuit for said plurality of control circuits., 17. The vehicle power control system of claim 16, wherein said representation for each particular control circuit of said plurality of control circuits is displayed by said processor in terms of a percentage of a maximum usage limit for said particular control circuit., 18. The vehicle power control system of claim 16, wherein said representation for each particular control circuit of said plurality of control circuits is displayed by said processor in terms of actual power usage for said particular control circuit., 19. The vehicle power control system of claim 1, further comprising a diagnostic system coupled to said processor, wherein said diagnostic system monitors a current and a voltage at multiple locations within each particular control circuit of said plurality of control circuits, wherein said processor is configured to determine for each particular control circuit whether power is supplied to said ECU coupled to said particular control circuit when a particular control circuit switch corresponding to said particular control circuit is closed. | US | United States | Active | B | True |
| 374 | 车辆供电装置、供电方法和车辆 \n | CN116141973A | 本发明涉及车辆技术领域，尤其涉及一种车辆供电装置、供电方法和车辆。车辆的供电系统中的高压动力电池和低压电池在车辆中起着重要的作用，高压动力电池为车辆提供动力，低压电池为车辆进行常电供电或者整车供电。如何提高具有高压动力电池和低压电池的车辆的供电安全性仍是本领域亟需解决的技术问题。本发明提供一种车辆供电装置、供电方法和车辆，用以解决现有技术中具有高压动力电池和低压电池的车辆的供电安全性低的问题，实现对车辆供电安全性的提高。本发明提供一种车辆供电装置，包括：设置于第一供电线路的第一通断开关、设置于第二供电线路的第二通断开关以及集成于同一箱体的控制模块、高压动力电池、低压电池和直流变换器；所述控制模块分别与所述高压动力电池、所述低压电池和所述直流变换器相连；所述直流变换器还分别与所述高压动力电池和所述低压电池相连；所述低压电池用于通过所述第一供电线路为所述控制模块供电，以及通过所述第二供电线路提供常电；所述直流变换器由所述第二供电线路供电；所述控制模块用于在所述第一通断开关导通所述第一供电线路时所述控制模块进入工作模式，若所述低压电池满足供电条件，控制所述第二通断开关导通所述第二供电线路；在所述高压动力电池满足对应的供电条件时，基于所述低压电池的状态参数，控制所述直流变换器将所述高压动力电池的电压转换成目标电压为所述低压电池充电。根据本发明提供的一种车辆供电装置，还包括点火锁；所述第二供电线路与所述点火锁相连，通过第三通断开关与第一用电设备相连，通过第四通断开关与第二用电设备相连；所述点火锁与所述第三通断开关和所述第四通断开关相连，用于在所述点火锁打到ON档时，控制所述第三通断开关和所述第四通断开关闭合；所述第一用电设备为行车安全相关的用电设备，能够在所述第三通断开关闭合时接收所述第二供电线路的常电；所述第二用电设备为非行车安全相关的用电设备，能够在所述第四通断开关闭合时接收所述第二供电线路输出的常电。根据本发明提供的一种车辆供电装置，所述控制模块与所述点火锁相连，还用于：检测ON信号；若未检测到ON信号，控制所述低压电池进入休眠模式。根据本发明提供的一种车辆供电装置，所述控制模块还用于：若检测到ON信号，监测所述高压动力电池的运行状态；若所述高压动力电池的运行状态无故障，确定所述高压动力电池满足供电条件。根据本发明提供的一种车辆供电装置，还包括第五通断开关；所述第二供电线路通过所述第五通断开关与第四用电设备相连；所述点火锁与所述第五通断开关相连，用于在所述点火锁打到ACC档时，控制所述第五通断开关闭合；所述第四用电设备为车载附属设备，能够在所述第五通断开关闭合时接收所述第二供电线路的常电。根据本发明提供的一种车辆供电装置，所述控制模块还与所述第四通断开关的输出端相连，用于监测所述第四通断开关是否输出所述第二供电线路的常电，若所述第四通断开关未输出所述第二供电线路的常电，控制所述低压电池进入休眠模式。根据本发明提供的一种车辆供电装置，所述低压电池还用于通过第三供电线路为第三用电设备供电；所述第三用电设备是不需要常电的用电设备；所述车辆供电装置还包括：第六通断开关；所述第六通断开关设置于所述第三供电线路，用于控制所述第三供电线路的通断；所述控制模块与所述第六通断开关相连，用于当所述低压电池满足对应的供电条件且所述高压动力电池满足对应的供电条件时，控制所述第六通断开关导通所述第三供电线路。本发明还提供一种基于如上述任一种所述的车辆供电装置的车辆供电方法，包括：所述控制模块在所述第一通断开关导通所述第一供电线路时进入工作模式，若所述低压电池满足供电条件，控制所述第二通断开关导通所述第二供电线路；若所述高压动力电池满足供电条件，所述控制模块基于所述低压电池的状态参数，控制所述直流变换器将所述高压动力电池的电压转换成目标电压为所述低压电池充电。根据本发明提供的一种车辆供电方法，包括：所述点火锁在打到ON档时，控制所述第三通断开关和所述第四通断开关闭合。本发明还提供一种车辆，包括上述任一种所述的车辆供电装置，或者用于执行上述任一种所述的车辆供电方法。本发明提供的车辆供电装置、供电方法和车辆，第一方面，通过先后判断低压电池和高压动力电池是否满足相应的供电条件以后再进行下一步的控制，可以保障车辆供电的安全性；第二方面，将高压动力电池、低压电池、直流变换器和控制模块皆集成于同一箱体中，这样，即使在车辆处于充电过程中对车辆进行维修，由于高压动力电池和直流变换器之间的高压线不会像相关技术中那样暴露在空气当中对人体造成安全威胁，如此，不仅进一步地提高了车辆供电安全性，还提高了整车的安全。为了更清楚地说明本发明或现有技术中的技术方案，下面将对实施例或现有技术描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图是本发明的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。图1是本发明实施例提供的车辆供电装置的结构示意图之一；图2是本发明实施例提供的车辆供电装置的结构示意图之二；图3是本发明实施例提供的车辆供电装置的结构示意图之三；图4是本发明实施例提供的车辆供电装置的工作流程示意图之一；图5是本发明实施例提供的车辆供电装置的工作流程示意图之二；图6是本发明实施例提供的车辆供电方法的流程示意图；图7是本发明实施例提供的一种电子设备；附图标记：110：第三通断开关；111第一用电设备；112：第三通断开关保险丝；120：第四通断开关；121：第二用电设备；122：第四通断开关保险丝；130：控制模块；140：高压动力电池；150：低压电池；151：电流传感器；152：第一保险丝；160：直流变换器；170：点火锁；172：点火锁的保险丝；230：第一通断开关；240：第二通断开关；250：第六通断开关；251：第三用电设备；252：第二保险丝；260：第五通断开关；261：第四用电设备。为使本发明的目的、技术方案和优点更加清楚，下面将结合本发明中的附图，对本发明中的技术方案进行清楚、完整地描述，显然，所描述的实施例是本发明一部分实施例，而不是全部的实施例。基于本发明中的实施例，本领域普通技术人员在没有作出创造性劳动前提下所获得的所有其他实施例，都属于本发明保护的范围。在本发明实施例的描述中，术语“第一”、“第二”、“第三”仅用于描述目的，而不能理解为指示或暗示相对重要性。在本发明实施例的描述中，需要说明的是，除非另有明确的规定和限定，术语“相连”、“连接”应做广义理解，例如，可以是固定连接，也可以是可拆卸连接，或一体连接；可以是机械连接，也可以是电连接；可以是直接相连，也可以通过中间媒介间接相连。对于本领域的普通技术人员而言，可以具体情况理解上述术语在本发明实施例中的具体含义。下面结合图1至图5描述本发明的车辆供电装置。如图1所示，本发明实施例提供一种车辆供电装置，包括：设置于第一供电线路的第一通断开关230、设置于第二供电线路的第二通断开关240以及集成于同一箱体的控制模块130、高压动力电池140、低压电池150和直流变换器160；控制模块130分别与高压动力电池140、低压电池150和直流变换器160相连；直流变换器160还分别与高压动力电池140和低压电池150相连；低压电池150用于通过第一供电线路为控制模块130供电，以及通过第二供电线路提供常电；直流变换器160由第二供电线路供电；控制模块130用于在第一通断开关230导通第一供电线路时控制模块130进入工作模式，若低压电池150满足供电条件，控制第二通断开关240导通第二供电线路；在高压动力电池140满足对应的供电条件时，基于低压电池的状态参数，控制直流变换器160将高压动力电池的电压转换成目标电压为低压电池150充电。需要进行说明的是，本实施例对车辆中的部分设备作出了位置上的设置改变，在相关技术中，车辆可以包括高压动力电池包、低压电池包和集成有直流变换器的多合一模块。高压动力电池包内有高压动力电池和高压电池控制板、冷却结构等；低压电池包内有低压电池和低压电池控制板，低压电池包内不包含有冷却结构；集成有直流变换器的多合一模块内除了包含直流变换器，还包含油泵、气泵、高压配电板，直流变换器控制板，CAN模块等，该多合一模块内部也不包含冷却结构。而本发明实施例提供的车辆供电装置更改了相关技术中车辆当中的低压电池的设置位置，可以取消原有的低压电池包，将原有的低压电池包内的低压电池和高压动力电池集成在同一箱体中，如此，可以省去原有低压电池包的电池框、电池盖板及相关附件，降低成本；本实施例还更改了相关技术中车辆中直流变换器的设置位置，可以取消原有的多合一模块内直流变换器的设置，将直流变换器也集成该同一箱体内，这样，可以省去高压动力电池到高压配电板、高压配电板到原有的多合一模块内直流变换器的高压线束线径，同时可省去原有的多合一模块内直流变换器到低压电池正负极的低压线束线径，在本实施例中通过铜排即可实现低压电池150与直流变换器160的连接，进一步地降低了成本。需要进一步说明的是，同一箱体中的箱体可以是相关技术中原有的高压动力电池包的电池箱，这样，低压电池150和直流变换器160可以设置在原有的高压动力电池包的电池箱的空余空间中，该同一箱体也可以是用于将高压动力电池140、低压电池150和直流变换器160集成在一起制作的非标准的新的电池箱，进一步地，将该箱体所在的电池包装配到距离车架最近的位置，以实现低压线路最短化。其中，低压电池150可以是24V低压蓄电池，进一步地，低压电池150可以是24V低压锂电池。本实施中，第一方面，将直流变换器和高压动力电池一起集成在同一箱体内，这样，即使在车辆处于充电过程中进行维修，也不会对人体造成伤害，如此，提高了车辆供电装置的供电安全性和整车的安全性；第二方面，通过设置不同的开关分别导通常电供电线路和高压电供电线路，可以进一步保障车辆供电装置的供电安全性。在示例性实施例中，车辆供电装置还包括点火锁170；第二供电线路与点火锁170相连，通过第三通断开关110与第一用电设备111相连，通过第四通断开关120与第二用电设备121相连；点火锁170与第三通断开关110和第四通断开关120相连，用于在点火锁170打到ON档时，控制第三通断开关110和第四通断开关120闭合；第一用电设备111为行车安全相关的用电设备，能够在第三通断开关110闭合时接收第二供电线路的常电；第二用电设备121为非行车安全相关的用电设备，能够在第四通断开关120闭合时接收第二供电线路输出的常电。具体地，如图3所示，直流变换器160和高压动力电池140相连，其中高压动力电池140用于为车辆提供动力来源，进一步地，直流变换器160的高压正极输入端与高压动力电池140的正极通过高压正极输入线相连，直流变换器160的高压负极输入端与高压动力电池140的负极通过高压负极输入线相连。具体地，直流变换器160和低压电池150相连，其中直流变换器160的低压正极输入端连接至24V正极输出端，直流变换器160的低压负极输入端与低压电池150的负极相连，这样当低压电池150为第二供电线路供电时，可以给直流变换器160供电，另外，直流变换器160的低压正极输出端连接至第二通断开关240和低压电池150之间的线路，直流变换器160的低压负极输出端与低压电池150的负极相连，进一步地，控制模块130和高压动力电池140相连，控制模块130和低压电池150相连，控制模块130和直流变换器160相连，这样第二线路导通后当高压动力电池140满足对应的供电条件时，控制模块130可以基于低压电池150的状态参数控制直流变换器160将高压动力电池140的电压转换成目标电压为低压电池150充电，进一步地，低压电池150通过第二供电线路为车辆中的低压用电设备提供常电。示例性地，低压电池150的状态参数包括低压电池的电压、低压电池的电流和低压电池的温度。另外，如图3所示，控制模块130和直流变换器160之间可以通过内CANH线和内CANL线进行通信连接，这样控制模块130和直流变换器160之间可以进行数据交互。具体地，第二供电线路的输出端和点火锁170连接，用于在第二供电线路导通时给点火锁170供电，其中点火锁170中的档位可以包括LOCK档、ST档、ON档和ACC档。具体地，第二供电线路的输出端通过第三通断开关110与第一用电设备111连接，同时，第二供电线路的输出端通过第四通断开关120与第二用电设备121连接。在第三通断开关110闭合后，低压电池150通过第二供电线路为第一用电设备111供电，在第四通断开关120闭合后，低压电池150通过第二供电线路为第二用电设备121供电。第一用电设备111为行车安全相关的用电设备，和行车安全相关的用电设备包括：后视镜调节设备、组合仪表、安全气囊、倒车成像设备、大灯、以及各控制系统(轮胎压力系统、电动转向系统、防抱死制动系统ABS，牵引力控制系统TCS等控制系统)的控制电源等；第二用电设备121为非行车安全相关的用电设备，例如第二用电设备121可以是空调鼓风机和电加热除霜机等。具体地，点火锁170通过IG1端与第三通断开关110、第四通断开关120都相连，在第二供电线路导通时，如图3所示，第二供电线路的输出端通过点火锁的保险丝172和点火锁的B1端和B2端相连，这样第二供电线路就可以输出常电给点火锁170供电。当点火锁170打到ON档时，点火锁170控制第三通断开关110和第四通断开关120都闭合，其中，第二供电线路通过第三通断开关110和第一用电设备111相连，所以第三通断开关110闭合后，第二供电线路可以给第一用电设备111供电，第二供电线路通过第四通断开关120和第二用电设备121相连，所以第四通断开关120闭合后，第二供电线路可以给第二用电设备121供电。其中，第三通断开关110和第四通断开关120均可以采用继电器开关。如图3所示，第三通断开关110可以通过第三通断开关保险丝112和第二供电线路的输出端连接，第四通断开关120可以通过第四通断开关保险丝122与第二供电线路的输出端连接，保险丝的使用可以防止短路故障对相应的供电线路以及相应的用电设备的损坏。相关技术中，和点火锁170中的ON档相连的用电设备例如其他相关的控制系统的开关等通常通过同一开关线路进行控制，所以，在该开关线路发生故障时，将造成相关的控制系统的开关无法正常使用，极易造成行车事故，无法保证行车的安全性。而本实施例在第二供电线的输出端设置第三通断开关110和第四通断开关120，在第二供电线路导通的情况下，点火锁170打到ON档时控制第三通断开关110和第四通断开关120闭合以后，可以通过第二供电线分别为第一用电设备111和第二用电设备121供电，其中，第一用电设备111为行车安全相关的控制设备，第二用电设备121为非行车安全相关的控制设备，从而对行车安全相关的控制设备和非行车安全相关的控制设备能够通过不同的开关线路分别进行控制，在行车过程中若第四通断开关120所处的开关线路发生故障，不会造成行车安全相关的控制设备的下电，极大降低了开关线路故障对行车安全性的影响，提高了车辆的行车安全性。本实施例提供的车辆供电装置，第一方面，通过将和点火锁170的ON档相连的开关划分为第三通断开关110和第四通断开关120，进而将和ON档相连的用电设备划分为第三通断开关110对应的行车安全相关的第一用电设备111和第四通断开关120对应的非行车安全相关的第二用电设备121，这样即使第四通断开关120发生故障或者第四通断开关120对应的线路发生故障，也不会造成行车安全相关的第一用电设备111的下电，极大降低了开关线路故障对行车安全性的影响，提高了车辆的行车安全性；第二方面，将直流变换器160和高压动力电池140一起集成在同一箱体内，这样，即使在车辆处于充电过程中进行维修，也不会对人体造成伤害，如此，提高了车辆供电装置的供电安全性和整车的安全性；第三方面，将低压电池150和高压动力电池140集成在同一箱体内，可以省去原有低压电池包的电池框、电池盖板及相关附件，实现第一层的降低成本和降重，同时可节约安装空间，减少装配过程，降低装配成本；第四方面，将相关技术中原有的多合一模块内的直流变换器和高压动力电池、低压电池集成在同一箱体内，可以省去高压动力电池到高压配电板、高压配电板到原有的多合一模块内直流变换器的高压线束线径，同时可省去原有的多合一模块内直流变换器到低压电池正负极的低压线束线径，本实施例中通过铜排即可实现低压电池150与直流变换器160的连接，不仅提升了可靠性，而且实现第二层的降低成本和降重，并且降重又促进了车辆的轻量化，而车辆轻量化可以提升车辆的整车性能。实际应用中，如图1至图3所示，第一通断开关230连接在控制模块130和低压电池150之间的线路上，第一通断开关230、低压电池150和控制模块130构成第一供电线路，第一通断开关230断开时，第一供电线路断开，当用户按下第一通断开关230即第一通断开关230闭合时，第一供电线路导通，低压电池150可以为控制模块130供电，控制模块130进入工作模式。控制模块130进入工作模式以后，可以检测低压电池150是否满足对应的供电条件，例如可以通过检测低压电池150的状态参数来确定低压电池150是否满足对应的供电条件，示例性地，低压电池150的状态参数可以包括低压电池的电压、低压电池的电流和低压电池的温度，例如，低压电池150满足供电条件可以是低压电池的电压在预设电压范围内、低压电池的电流在预设电流范围内且低压电池的温度在预设温度范围内。当控制模块130确定低压电池150满足对应的供电条件时，此时控制模块130控制第二通断开关240闭合，进而导通第二供电线路。由于直流变换器160由第二线路供电，所以，第二通断开关240闭合以后，低压电池150为被连接在第二供电线路当中的直流变换器160供电，保障直流变换器160可以正常工作，同时低压电池150为被连接在第二供电线路当中的低压用电设备供电，例如给点火锁170、灯光系统和空调控制系统等进行供电。需要进行说明的是，控制模块130处于工作模式时一直在实时检测低压电池150的状态参数。进一步地，控制模块130还可以通过检测高压动力电池140的运行状态无故障来确定高压动力电池140满足对应的供电条件，当高压动力电池140和低压电池150都满足对应的供电条件时，通过实时检测低压电池150的状态参数计算低压电池的剩余电量，根据剩余电量确定低压电池150是否满足充电条件也即确定低压电池150是否需要充电，若低压电池150满足充电条件，控制直流变换器160将高压动力电池140输出的高压电压转换成低压电池150需要的目标电压，为低压电池150充电，例如当低压电池的剩余电量低于30％时，此时剩余电量较低，控制模块130可以控制直流变换器160对低压电池150进行充电，换句话说，只有当低压电池150满足充电条件时才给低压电池150充电，当低压电池150不满足充电条件时无需给低压电池150进行充电，这样不仅可以节省低压电池150的用电耗能，而且可以提高低压电池150的使用寿命。本实施例提供的车辆供电装置，通过设置低压电池150在满足供电条件时通过第二通断开关240对车辆进行常电供电，保证低压电池150在合理的工作状态对外供电，进而可以保障车辆的供电安全和低压电池150的使用寿命。在示例性实施例中，如图2所示，低压电池150还用于通过第三供电线路为第三用电设备251供电；第三用电设备251是不需要常电的用电设备；车辆供电装置还包括：第六通断开关250；第六通断开关250设置于第三供电线路，用于控制第三供电线路的通断；控制模块130与第六通断开关250相连，用于当低压电池150满足对应的供电条件且高压动力电池140满足对应的供电条件时，控制第六通断开关250导通第三供电线路。具体地，如图2和图3所示，车辆供电装置还包括第六通断开关250，控制模块130与第六通断开关250相连接，如图3所示，第六通断开关250可以是继电器，第六通断开关250连接在第三供电线路中，用于控制第三供电线路的导通和断开，第三供电线路为第三用电设备251供电。具体地，第三用电设备251可以是不需要常电的用电设备，例如第三用电设备251可以是高压用电设备，换句话说，第六通断开关250可以用于导通高压用电设备所在的供电线路，也即第三供电线路。进一步地，第三用电设备251可以包括多个高压用电设备，例如驱动电机、高压配电板、电动压缩机、车载充电机等。具体地，高压动力电池140满足对应的供电条件可以是高压动力电池140的运行状态无故障。当低压电池150满足对应的供电条件且高压动力电池140满足对应的供电条件时，控制模块130控制第六通断开关250闭合，第六通断开关250闭合以后第三供电线路导通，第三供电线路中的第三用电设备251开始运行。在示例性实施例中，所述控制模块与所述点火锁相连，还用于：检测ON信号；若未检测到ON信号，控制所述低压电池进入休眠模式。所述控制模块还用于：若检测到ON信号，监测所述高压动力电池的运行状态；若所述高压动力电池的运行状态无故障，确定所述高压动力电池满足供电条件。实际应用中，车辆在启动之前，若用户对车辆有用电需要，可以用手按下第一通断开关230，第一通断开关230开关闭合以后，控制模块130所在的第一供电线路导通，控制模块130进入工作模式，控制模块130对低压电池150进行低压电池150故障自检，若低压电池150存在故障，进行相关的故障提示，若低压电池150自检无故障，控制模块130控制第二通断开关240闭合，第二供电线路导通，低压电池150为连接在第二供电线路当中的直流变换器160供电，同时为第二供电线路当中的其他低压用电设备例如点火锁170进行常电供电；如图1至图3所示，控制模块130和点火锁170相连，这样控制模块130可以检测到ON信号的有无，当控制模块130检测到ON信号时，启动对高压动力电池140的监测管理，例如控制模块130可以通过判断高压动力电池140在第二预设时长内有无报警信息来确定高压动力电池140是否满足供电条件，若高压动力电池140在第二预设时长内没有发出报警信息，表明高压动力电池140满足对应的供电条件，此时，控制模块130控制第六通断开关250闭合，第三供电线路导通，控制模块130控制高压动力电池140给第三用电设备251例如驱动电机、高压配电板、电动压缩机等供电，需要进一步解释的是，第六通断开关250闭合以后，低压电池150的供电对象是第三供电线路中的第三用电设备251的对应的控制模块等控制设备。本实施例提供的车辆供电装置，当低压电池150和高压动力电池140都满足对应的供电条件时再控制高压用电设备的供电，提高了车辆的供电安全性。在示例性实施例中，如图2和图3所示，车辆供电装置还包括第五通断开关260；第二供电线路通过第五通断开关260与第四用电设备261相连；点火锁170与第五通断开关260相连，用于在点火锁170打到ACC档时，控制第五通断开关260闭合；第四用电设备261为车载附属设备，能够在第五通断开关260闭合时接收第二供电线路的常电。具体地，ACC档可以连接车载附属设备，例如娱乐设备等。具体地，如图3所示，第五通断开关260可以采用继电器，进一步地，第五通断开关260可以是ACC继电器，第二供电线路的输出端和ACC继电器相连，点火锁170也和ACC继电器相连，当用户根据需要将点火锁170从LOCK档打到ACC档时，ACC继电器中的线圈通电，ACC继电器中的常开触点闭合，此时第二供电线路可以通过ACC继电器对外输出ACC电用于给车载附属设备例如娱乐设备供给常电。本实施例提供的车辆供电装置，通过第二供电线路给车载附属设备供给常电，满足用户的多样化需要。在示例性实施例中，车辆供电装置还包括备用电源；直流变换器160与备用电源相连，用于在低压电池150出现断路故障时，为直流变换器160供电；控制模块130还用于在低压电池150出现断路故障时，控制直流变换器160代替低压电源供电。具体地，车辆供电装置还包括备用电源，备用电源由电容和电感组成，可以存储电量，当低压电池150出现断路故障时，备用电源可以继续给直流变换器160继续供电，保证直流变换器160的正常工作，同时如图3所示，控制模块130可以通过CANL线和CANH线继续保持和直流变换器160的通信连接进而控制直流变换器160继续代替低压电池150给相应供电线路中对应的用电设备供电。本实施例提供的车辆供电装置，通过设置备用电源给直流变换器160进行备用供电，进一步提高了车辆的用电可靠性和安全性。在示例性实施例中，控制模块130还与第四通断开关120的输出端相连，用于监测第四通断开关120是否输出第二供电线路的常电，若第四通断开关120未输出第二供电线路的常电，控制低压电池150进入休眠模式。具体地，如图3所示，点火锁170通过IG1端和第三通断开关110和第四通断开关120相连，当点火锁170打到ON档时，此时点火锁170可以控制第三通断开关110和第四通断开关120同时闭合，这样，第二供电线路中输出的常电就可以给第一用电设备111和第二用电设备121同时供电。在图3中，控制模块130和第四通断开关120的输出端通过整车ON线连接，这样，控制模块130可以通过整车ON线监测第四通断开关120是否输出第二供电线路的常电，当第四通断开关120未输出常电时，表明第三通断开关110和第四通断开关120都没有闭合，进而可以表明第一用电设备111和第二用电设备121无需用电，那么此时控制模块可以控制低压电池150进入休眠模式，这样可以避免低压电池150不必要的能耗。本实施例提供的车辆供电装置，通过将控制模块130和第四通断开关120的输出端相连，便于控制模块130监测相关的用电设备是否需要用电，当相关的用电设备无需再继续用电时，控制低压电池150进入休眠模式，这样可以节省车辆的用电耗能。在示例性实施例中，低压电池150的状态参数包括低压电池的电压、低压电池的电流和低压电池的温度；车辆的供电装置还包括电压采集单元、电流采集单元和温度采集单元；电压采集单元用于采集低压电池的电压；电流采集单元用于采集低压电池的电流；温度采集单元用于采集低压电池的温度；控制模块130与电压采集单元、电流采集单元和温度采集单元相连，用于获取低压电池的电压、低压电池的电流和低压电池的温度；基于低压电池的电压、低压电池的电流和低压电池的温度，确定低压电池150是否满足对应的供电条件。具体地，电压采集单元、电流采集单元和温度采集单元和低压电池150相连，电压采集单元通过电压采集线束和控制模块130连接，电流采集单元通过电流采集线束和控制模块130连接，温度采集单元通过温度采集线束和控制模块130连接，这样控制模块130进入工作状态以后，可以通过电压采集单元采集低压电池的电压，通过电流采集单元采集低压电池的电流，进一步地，低压电池的电流例如可以是低压电池的放电电流，通过温度采集单元采集低压电池的温度，进而控制模块130基于这些低压电池150的状态参数判断低压电池150是否满足对应的供电条件，例如，低压电池150满足对应的供电条件可以是低压电池的电压在预设电压范围内、低压电池的电流在预设电流范围内且低压电池的温度在预设温度范围内。具体地，电压采集单元可以包括电压传感器，电流采集单元可以包括电流传感器，温度采集单元可以包括温度传感器，图3中示意出了电流传感器151。本实施例提供的车辆供电装置，通过在低压电池150上设置电压采集单元、电流采集单元和温度采集单元，可以精准地检测低压电池的电压、低压电池的电流和低压电池的电压的温度，实现对低压电池150的状态参数的精准检测。在示例性实施例中，如图2和图3所示，控制模块130还用于：在第一通断开关230导通第一供电线路时，控制模块130进入工作模式后，控制低压电池150进行自检；若基于低压电池150的自检结果确定低压电池150无故障，控制直流变换器160进行自检；若基于直流变换器160的自检结果确定直流变换器160无故障，获取低压电池的电压、低压电池的电流和低压电池的温度；若基于低压电池150的自检结果确定低压电池150有故障，进行故障提示；若基于直流变换器160的自检结果确定直流变换器160有故障，进行故障提示。具体地，第一通断开关230闭合以后第一供电线路导通，连接在第一供电线路当中的控制模块130进入工作模式，控制模块130控制低压电池150进行自检也即低压电池150自身的故障检测，若低压电池150有故障，控制模块130生成相应的信号进行故障提示，例如，可以控制故障灯点亮，便于用户及时排除故障，或者通过CAN总线发送故障提示信息至车厢的控制面板上进行提示，这样可以保障车辆供电装置的供电安全。 | 本发明涉及车辆领域，提供一种车辆供电装置、供电方法和车辆，包括：设置于第一供电线路的第一通断开关、设置于第二供电线路的第二通断开关以及集成于同一箱体的控制模块、高压动力电池、低压电池和直流变换器；控制模块用于在第一通断开关导通进入工作模式，若低压电池满足供电条件，控制第二通断开关导通第二供电线路；在高压动力电池满足对应的供电条件时，控制直流变换器将高压动力电池的电压转换成目标电压为低压电池充电。通过将直流变换器和高压动力电池一起集成在同一箱体内，和设置不同的开关分别导通常电供电线路和高压电供电线路，可以保障车辆供电装置的供电安全性。 | CN:202310172433.4A | https://patentimages.storage.googleapis.com/a3/31/cf/1d4645704660de/CN116141973A.pdf | NaN | 王锐, 魏长河, 皮聪中 | Sany Electric Vehicle Technology Co Ltd | NaN | Not available | 2013-04-23 | 1.一种车辆供电装置，其特征在于，包括：设置于第一供电线路的第一通断开关、设置于第二供电线路的第二通断开关以及集成于同一箱体的控制模块、高压动力电池、低压电池和直流变换器；, 所述控制模块分别与所述高压动力电池、所述低压电池和所述直流变换器相连；所述直流变换器还分别与所述高压动力电池和所述低压电池相连；, 所述低压电池用于通过所述第一供电线路为所述控制模块供电，以及通过所述第二供电线路提供常电；所述直流变换器由所述第二供电线路供电；, 所述控制模块用于在所述第一通断开关导通所述第一供电线路时所述控制模块进入工作模式，若所述低压电池满足供电条件，控制所述第二通断开关导通所述第二供电线路；在所述高压动力电池满足对应的供电条件时，基于所述低压电池的状态参数，控制所述直流变换器将所述高压动力电池的电压转换成目标电压为所述低压电池充电。, \n \n, 2.根据权利要求1所述的车辆供电装置，其特征在于，还包括点火锁；, 所述第二供电线路与所述点火锁相连，通过第三通断开关与第一用电设备相连，通过第四通断开关与第二用电设备相连；所述点火锁与所述第三通断开关和所述第四通断开关相连，用于在所述点火锁打到ON档时，控制所述第三通断开关和所述第四通断开关闭合；所述第一用电设备为行车安全相关的用电设备，能够在所述第三通断开关闭合时接收所述第二供电线路的常电；所述第二用电设备为非行车安全相关的用电设备，能够在所述第四通断开关闭合时接收所述第二供电线路输出的常电。, \n \n, 3.根据权利要求2所述的车辆供电装置，其特征在于，所述控制模块与所述点火锁相连，还用于：, 检测ON信号；, 若未检测到ON信号，控制所述低压电池进入休眠模式。, \n \n, 4.根据权利要求3所述的车辆供电装置，其特征在于，所述控制模块还用于：, 若检测到ON信号，监测所述高压动力电池的运行状态；, 若所述高压动力电池的运行状态无故障，确定所述高压动力电池满足供电条件。, \n \n, 5.根据权利要求2所述的车辆供电装置，其特征在于，还包括第五通断开关；, 所述第二供电线路通过所述第五通断开关与第四用电设备相连；所述点火锁与所述第五通断开关相连，用于在所述点火锁打到ACC档时，控制所述第五通断开关闭合；所述第四用电设备为车载附属设备，能够在所述第五通断开关闭合时接收所述第二供电线路的常电。, \n \n, 6.根据权利要求2所述的车辆供电装置，其特征在于，所述控制模块还与所述第四通断开关的输出端相连，用于监测所述第四通断开关是否输出所述第二供电线路的常电，若所述第四通断开关未输出所述第二供电线路的常电，控制所述低压电池进入休眠模式。, \n \n \n \n \n \n \n, 7.根据权利要求1至6任一项所述的车辆供电装置，其特征在于，所述低压电池还用于通过第三供电线路为第三用电设备供电；所述第三用电设备是不需要常电的用电设备；, 所述车辆供电装置还包括：第六通断开关；, 所述第六通断开关设置于所述第三供电线路，用于控制所述第三供电线路的通断；, 所述控制模块与所述第六通断开关相连，用于当所述低压电池满足对应的供电条件且所述高压动力电池满足对应的供电条件时，控制所述第六通断开关导通所述第三供电线路。, \n \n \n \n \n \n \n \n, 8.一种基于如权利要求1至7任一项所述的车辆供电装置的车辆供电方法，其特征在于，包括：, 所述控制模块在所述第一通断开关导通所述第一供电线路时进入工作模式，若所述低压电池满足供电条件，控制所述第二通断开关导通所述第二供电线路；, 若所述高压动力电池满足供电条件，所述控制模块基于所述低压电池的状态参数，控制所述直流变换器将所述高压动力电池的电压转换成目标电压为所述低压电池充电。, \n \n, 9.根据权利要求8所述的车辆供电方法，其特征在于，包括：, 所述点火锁在打到ON档时，控制所述第三通断开关和所述第四通断开关闭合。, 10.一种车辆，其特征在于，包括如权利要求1至7任一项所述的车辆供电装置，或者用于执行如权利要求8或9所述的车辆供电方法。 | CN | China | Pending | H | True |
| 375 | Energy storage system and method for operating an energy storage system \n | US10828995B2 | This application claims priority under 35 USC 119 to German Patent Appl. No. 10 2014 109 430.1 filed on Jul. 7, 2014, the entire disclosure of which is incorporated herein by reference.\nThe automotive sector is increasingly reliant on electric or hybrid vehicles that have electric motors that can be used as alternatives to internal combustion engines. Electric and hybrid vehicles have an energy store for supplying the electric motor with electrical energy. The energy store is a crucial factor with regard to the achievable driving performance and range. Rapid recharging of the energy store at an external charging station is indispensible for long distance journeys with such vehicles. Moreover, it is desirable to charge the energy store at different charging stations that may operate with different charging voltages.\nDE 10 2007 030 542 A1 discloses a plug-in hybrid vehicle that has easily exchangeable battery modules. Changing the battery modules enables the battery capacity available in the vehicle to be adapted optimally to the required battery capacity calculated, for example, on the basis of the distance to be traveled purely electrically. In particular, fully charged battery modules are inserted into the vehicle when the battery modules are exchanged, thus avoiding a lengthy process of charging the battery modules in the vehicle, which is unusable during this time.\n EP 2 335 183 A2 discloses a method for rapidly charging traction batteries at a charging station, wherein a plurality of external charging structures are used for charging a single traction battery to accelerate the charging process.\nThe object of the invention is to provide an energy storage system and a method for operating an energy storage system improves known prior art concepts for charging energy stores installed on the vehicle and allows faster and thus user-friendlier charging of the energy stores in the vehicle. An object of the invention is to provide an energy storage system to enable a variable and flexible adaptation of the vehicle-side charging and storage architecture to given charging infrastructures.\nThe invention relates to an energy storage system for a vehicle that has at least one first electric motor, at least one second electric motor, a first energy storage cell arranged in the vehicle and a second energy storage cell arranged in the vehicle. In a traction mode, the first energy storage cell is interconnected with the at least one first electric motor and the second energy storage cell is interconnected with the at least one second electric motor. However, in a charging mode the first and second energy storage cells are interconnected with a respectively dedicated charging device separately and independently of one another or the first and second energy storage cells are interconnected in series and with a common charging device.\nThe energy storage system of the invention has an advantage over the prior art in that the first and second energy storage cells are interconnected differently in the traction mode and in the charging mode. In this way, the two energy storage cells can either be separate from one another in the charging mode and in the traction mode, be charged independently of one another by two separate charging devices or be connected in series with one another and charged by a common charging device. Thus, each electric motor can be designed for a supply voltage that corresponds to the discharge voltage of the individual energy storage cells. During charging, in the first case, the charging currents advantageously are distributed between two separate charging devices and between two separate charging cables or charging regulators so that the charging time can be shortened. The charging voltage of the charging infrastructure can thus be identical to the charging voltages of the individual energy storage cells. In the second case, the charging voltage of the charging infrastructure can be increased or doubled in comparison with the first case, since a lower or half of the charging voltage is dropped in one of the two series-connected energy storage cells. The charging time, in turn, can be shortened as a result of the increase in or doubling of the charging voltage. Thus, it is possible to utilize a charging infrastructure having lower charging voltages by virtue of the two energy storage cells being charged separately from one another (first case), or to utilize a charging infrastructure having higher charging voltages by virtue of the two energy storage cells being connected in series (second case). The energy storage system according to the invention thus can be adapted flexibly to a given charging infrastructure. Control electronics in the form of a monitoring and control unit may choose between the first case and the second case depending on the present charging infrastructure and interconnects the energy storage cells accordingly. Alternatively, both variants may be available only in the production process and for the vehicle to be restricted permanently to one of the two charging possibilities before delivery to the customer.\nThe invention also relates to an energy storage system for a vehicle that has at least one electric motor. The energy storage system has first and second energy storage cells arranged in the vehicle. In a traction mode, the first and second energy storage cells are connected in series for supplying the at least one electric motor with electrical energy and in a charging mode the first and second energy storage cells are interconnected in parallel and with a common charging device.\nThe two energy storage cells of the energy storage system advantageously enables use of electric motors designed for higher or doubled supply voltages in comparison with the voltage of the energy storage cells, while a charging infrastructure designed for lower or halved voltages corresponding to each individual energy storage cell can be used for charging the energy storage cells. Thus, efficiency in the traction mode can be increased, and an existing charging infrastructure can be utilized.\nThe first electric motor can be provided for driving a first drive axle and the second electric motor can provided for driving a second drive axle. It is conceivable for a further first electric motor to be provided for driving the first drive axle or for driving a third drive axle, and for a further second electric motor to be provided for driving the second drive axle or for driving a fourth drive axle.\nThe first charging device may comprise a first cable running between the vehicle and a charging station, and the second charging device may comprise a second cable running between the vehicle and a charging station. Advantageously, the total charging current in the first case is thus distributed equally between both cables.\nThe first charging device may comprise a first charging regulator arranged on the vehicle side or on the charging station side, and the second charging device may comprise a second charging regulator arranged on the vehicle side or on the charging station side. An arrangement of the two charging regulators on the charging station side has the advantage that the charging regulators increase neither the weight nor the production costs of the vehicle. An arrangement of the two charging regulators on the vehicle side alternatively has the advantage that the charging regulators can be adapted individually to the two energy storage cells mounted in the vehicle.\nThe first energy storage cell and the second charging device may be connected in series with the common charging device in the charging mode. The common charging device may have a cable running between the vehicle and a charging station, and/or may have a common charging regulator arranged on the vehicle side or on the charging station side. In the second case, the series connection of the energy storage cells can double the charging voltage. Thus, a doubled charging current is avoided and a single cable suffices to achieve accelerated charging of the two energy storage cells.\nThe first and second energy storage cells may be connected together in the traction mode to form a common energy storage unit. Thus, the energy storage unit is connected electrically conductively to the at least one electric motor for supplying the at least one electric motor with electrical energy. The energy storage unit advantageously has double the voltage in comparison with the first and second energy storage cells.\nIn a further embodiment, first and second electric motors are arranged in the vehicle. The energy storage unit may be interconnected with both electric motors in the driving mode to supply both electric motors with electrical energy. The first electric motor may drive a first vehicle axle and the second electric motor may drive a second vehicle axle, or the first and second electric motors may drive a common vehicle axle. Electric motors that require a higher supply voltage advantageously can be used due to the series connection with of two energy storage cells.\nThe first energy storage cell and the second charging device may be connected in parallel with the common charging device in the charging mode. The common charging device may comprise a cable running between the vehicle and a charging station, and/or the common charging device may comprise a common charging regulator arranged on the vehicle side or on the charging station side.\nThe energy storage system may comprise a monitoring and control unit for—manually or automatically depending on a given charging infrastructure—interconnecting the first and second energy storage cells with the respectively dedicated charging device separately and independently of one another or interconnecting the first and second energy storage cells in parallel or in series with the common charging device. It is conceivable for the monitoring and control unit to be provided to the effect that in the charging mode the energy storage cells are interconnected automatically or by means of a corresponding user input in such a way that the fastest possible charging process is achievable with the given charging infrastructure.\nThe invention also relates to a method for operating the above-described energy storage system. In the traction mode, the method includes interconnecting the first energy storage cell with the at least one first electric motor and interconnecting the second energy storage cell with the at least one second electric motor, and in the charging mode, the method includes interconnecting the first and second energy storage cells with a respectively dedicated charging device separately and independently of one another or interconnecting the first and second energy storage cells in series and with a common charging device.\nThe method may further include connecting the first and second energy storage cells in series in the traction mode for supplying the at least one electric motor with electrical energy, and interconnecting the first and second energy storage cells in parallel and with a common charging device when in the charging mode.\nFurther details, features and advantages of the invention are evident from the drawings and also from the following description of preferred embodiments with reference to the drawings. In this case, the drawings merely illustrate exemplary embodiments of the invention which do not restrict the essential concept of the invention.\n FIGS. 1a and 1b show schematic views of an energy storage system in accordance with an exemplary first embodiment of the present invention.\n FIGS. 2a and 2b show schematic views of an energy storage system in accordance with an exemplary second embodiment of the present invention.\n FIGS. 3a and 3b show schematic views of an energy storage system in accordance with an exemplary third and fourth embodiment of the present invention.\n FIG. 1a schematically illustrates an energy storage system 1 in accordance with a first embodiment of the invention and shows two different configurations that can be realized in the traction mode 6 with the energy storage system 1.\nThe illustration at the top of FIG. 1a schematically depicts a motor vehicle 2 with all-wheel drive. The motor vehicle 2 has an electric motor 3 at each of its four axles 5. In this first configuration, the two electric motors 3 on the left side of the vehicle are designated as two first electric motors 3′, while the two electric motors 3 on the right side of the vehicle are designated as two second electric motors 3″. The energy storage system 1 has energy storage cells 4. In a traction mode 6, the two first electric motors 3′ are supplied with electrical energy by a first energy storage cell 4′, while the two second electric motors 3″ are supplied with electrical energy by a second energy storage cell 4″. It can be discerned from the depiction at the top of FIG. 1a that the first and second energy storage cells 4′, 4″ are electrically connected totally independently of one another and directly with the associated electric motors 3′, 3″. The discharge voltages of the two energy storage cells 4′, 4″ substantially correspond to the supply voltages of the electric motors 3′, 3″.\nIn this example, each energy storage cells 4′, 4″ is a 400 volt traction battery, such as a lithium-ion rechargeable battery. Each electric motor 3′, 3″ thus is designed for a supply voltage of 400 volts. Alternatively, the electric motors 3′, 3″ are designed for operation with AC voltage and also comprise a respective power electronics unit or inverter. Additionally, each electric motor 3′, 3″ can comprise a transmission. For simplification, reference only is made to electric motors 3′, 3″ hereinafter.\nThe bottom illustration in FIG. 1a shows that the traction mode 6 also can be used in a configuration in which only the front or rear axles of the motor vehicle 2 are driven. In this configuration, the first energy storage cell 4′ supplies two first electric motors 3′ that drive the same axle 5 on the left side of the vehicle. The second energy storage cell 4″ supplies the two second electric motors 3″ that drive the same axle 5 on the right side of the vehicle.\nEach of the two energy storage cells 4′, 4″ is a 400-volt traction battery, such as a lithium-ion rechargeable battery. Each electric motors 3′, 3″ thus is designed for a supply voltage of 400 volts.\n FIG. 1b illustrates the energy storage system 1 of the first embodiment in the charging mode 7. For the charging mode 7, it is unimportant whether a vehicle 2 with all-wheel drive in accordance with the first configuration or a vehicle 2 with only front- or rear-wheel drive in accordance with the second configuration is provided in the traction mode 6.\nIn the charging mode 7, the first and second energy storage cells 4′, 4″ can be interconnected differently to utilize different charging infrastructures for charging the first and second energy storage cells 4′, 4″.\nIf the motor vehicle 2 is to be charged at a charging station 10 with a 400-volt charging infrastructure, the two energy storage cells 4′, 4″ are connected to the corresponding charging station 10 separately and independently of one another by separate charging devices 9′, 9″, as in the left illustration in FIG. 1b . A charging voltage of substantially 400 volts thus is applied to both energy storage cells 4′, 4″. Each of the separate first and second charging devices 9′, 9″ comprises a dedicated charging cable 13′, 13″ and also a dedicated charging regulator 15′, 15″ arranged on the vehicle side or on the charging station side.\nAlternatively, if the vehicle 2 is to be charged at a charging station 10 with an 800-volt charging infrastructure, the two energy storage cells 4′, 4″ are connected in series and connected to the charging station 10 via a common charging device 11. Consequently, half of the 800-volt charging voltage is dropped at each of the two energy storage cells 4′, 4″, so that each energy storage cell 4′, 4″ is charged with substantially 400-volt charging voltage. The common charging device 11 has a charging cable 13 and a dedicated charging regulator 15 on the vehicle or on the charging station.\nThe vehicle 2 comprises a monitoring and control unit that selects and implements the interconnection of the first and second energy storage cells 4′, 4″ in the charging mode 7 depending on the charging infrastructure (400 or 800 volts). However, a vehicle 2 could be designed for only one of the two charging infrastructures (400 or 800 volts) and changeover by a monitoring and control unit may not be possible.\n FIG. 2a schematically illustrates an energy storage system 1 in accordance with a second embodiment of the invention. FIG. 2a shows two different configurations that can be realized in the traction mode 6 with the energy storage system 1, namely, a vehicle 2 with all-wheel drive in accordance with the top illustration in FIG. 2a and a vehicle 2 with only front- or rear-wheel drive in accordance with the bottom illustration in FIG. 2 a. \nThe energy storage system 1 of the second embodiment is substantially the same as the energy storage system 1 of the first embodiment. However, the first and second energy storage cells 4′, 4″ of the second embodiment are interconnected with one another in series in the traction mode 6 to form a common energy storage unit. The common energy storage unit accordingly supplies a discharge voltage that is double the discharge voltage of each energy storage cell 4′, 4″. In this way, electric motors 3′, 3″ that operate with higher or doubled supply voltages can be used in the vehicle 2. In this embodiment, the common energy storage unit supplies the required electrical energy for both the first electric motors 3′ arranged on the left side of the vehicle and for the second electric motors 3″ arranged on the right side of the vehicle.\nEach energy storage cell 4′, 4″ is a 400-volt traction battery, such as a lithium-ion rechargeable battery. In contrast to the first embodiment, the two electric motors 3′, 3″ are designed in each case for a supply voltage of 800 volts.\n FIG. 2b illustrates the energy storage system 1 of the second embodiment in the charging mode 7. In the charging mode the first and second energy storage cells 4′, 4″ are connected in parallel both with one another and with the charging station 10. In this way, the energy storage cells 4′, 4″ can be charged by a charging station 10 that provides only a 400-volt charging infrastructure, even though the electric motors are designed for a supply voltage of 800 volts.\n FIG. 3a schematically illustrates an energy storage system 1 in accordance with a third embodiment of the invention. The third embodiment is similar to the all-wheel drive configuration of the first embodiment on the left side of FIG. 1 a. \nA vehicle 2 with all-wheel drive is depicted schematically, the two drive axles 5 of which are in each case coupled to an electric motor 3 via a differential 12. In this first configuration, the electric motor 3 at one drive axle 5 is designated as first electric motor 3′, while the electric motor 3 at the other drive axle 5 is designated as second electric motor 3″. In a traction mode 6 of the energy storage system 1, the first electric motor 3′ is supplied with electrical energy by a first energy storage cell 4′, while the second electric motor 3″ is supplied with electrical energy by a second energy storage cell 4″. In this case, the first and second energy storage cells 4′, 4″ are interconnected totally independently of one another and directly with the associated electric motors 3′, 3″. In this case, the discharge voltages of the two energy storage cells 4′, 4″ substantially correspond to the supply voltages of the electric motors 3′, 3″.\n FIG. 3b schematically illustrates an energy storage system 1 of a fourth embodiment of the invention. The fourth embodiment is similar to the all-wheel drive configuration of the second embodiment as shown at the top of FIG. 2 a. \nThe first and second energy storage cells 4′, 4″ are interconnected with one another in series in the traction mode to form a common energy storage unit. The common energy storage unit accordingly supplies a discharge voltage corresponding to the doubled discharge voltage of each energy storage cell 4′, 4″. In this way, electric motors 3′, 3″ that operate with higher or the double supply voltages can be used in the vehicle 2. In this embodiment, the common energy storage unit supplies the required electrical energy both for the first electric motor 3′ assigned to the front axle and for the second electric motor 3″ assigned to the rear axle (first configuration).\n | An energy storage system for a vehicle has at least first and second electric motors and first and second energy storage cells arranged in the vehicle In a traction mode the first energy storage cell is interconnected with the at least one first electric motor and the second energy storage cell is interconnected with the at least one second electric motor. In a charging mode the first and second energy storage cells are interconnected with a respectively dedicated charging device separately and independently of one another or the first and second energy storage cells are interconnected in series and with a common charging device. | US:14/789,273 | https://patentimages.storage.googleapis.com/29/7d/21/b93bedcd8785a5/US10828995.pdf | US:10828995 | Martin Roth | Dr Ing HCF Porsche AG | JP:H0614405:A, JP:2003116226:A, JP:2006187113:A, US:20100282530:A1, DE:102007030542:A1, JP:2010226880:A, US:20110084658:A1, EP:2337183:A2, US:20120074893:A1, US:20130193918:A1, US:20130144476:A1, DE:102011010227:A1, US:20140191720:A1, WO:2013084999:A1, US:20140347017:A1, JP:2013258823:A, US:20150258908:A1, JP:WO2014021363:A1, WO:2014196933:A1, US:20160114692:A1 | 2020-11-10 | 2020-11-10 | 1. An energy storage system for a motor vehicle having a first electric motor and a second electric motor, the energy storage system comprising:\nfirst and second energy storage cells arranged in the motor vehicle;\nelectrical connections between the first and second electric motors and the first and second energy storage cells, the electrical connections being configured so that, in a traction mode, the first energy storage cell is connected electrically with the first electric motor and the second energy storage cell is connected electrically with the second electric motor, the first and second electric motors being configured for driving at least one axle of the motor vehicle; and\na monitoring and control unit that is configured so that the first and second energy storage cells can be charged at:\na first charging station that has first and second dedicated charging devices that are separate and independent of one another and that are provided respectively with first and second cables running between the first and second charging devices and the motor vehicle so that the first charging device charges the first energy storage cell and so that the second charging device charges the second energy storage cell; and\na second charging station that has a single charging device with a single cable running between the single charging device and the motor vehicle so that the single charging device charges both the first and second energy storage cells, wherein\n\nthe monitoring and control unit further configured to determine a charging infrastructure when in a charging mode and then depending on the determined charging infrastructure:\ndisconnects the first energy storage cell from the second energy storage cell to accommodate a charging infrastructure at the first charging station,\nconnects the first and second energy storage cells in series to accommodate a charging infrastructure at the second charging station supplying a first predetermined charging voltage, and\nconnects the first and second energy storage cells in parallel to accommodate a charging infrastructure at the second charging station supplying a second predetermined charging voltage.\n, first and second energy storage cells arranged in the motor vehicle;, electrical connections between the first and second electric motors and the first and second energy storage cells, the electrical connections being configured so that, in a traction mode, the first energy storage cell is connected electrically with the first electric motor and the second energy storage cell is connected electrically with the second electric motor, the first and second electric motors being configured for driving at least one axle of the motor vehicle; and, a monitoring and control unit that is configured so that the first and second energy storage cells can be charged at:\na first charging station that has first and second dedicated charging devices that are separate and independent of one another and that are provided respectively with first and second cables running between the first and second charging devices and the motor vehicle so that the first charging device charges the first energy storage cell and so that the second charging device charges the second energy storage cell; and\na second charging station that has a single charging device with a single cable running between the single charging device and the motor vehicle so that the single charging device charges both the first and second energy storage cells, wherein\n, a first charging station that has first and second dedicated charging devices that are separate and independent of one another and that are provided respectively with first and second cables running between the first and second charging devices and the motor vehicle so that the first charging device charges the first energy storage cell and so that the second charging device charges the second energy storage cell; and, a second charging station that has a single charging device with a single cable running between the single charging device and the motor vehicle so that the single charging device charges both the first and second energy storage cells, wherein, the monitoring and control unit further configured to determine a charging infrastructure when in a charging mode and then depending on the determined charging infrastructure:, disconnects the first energy storage cell from the second energy storage cell to accommodate a charging infrastructure at the first charging station,, connects the first and second energy storage cells in series to accommodate a charging infrastructure at the second charging station supplying a first predetermined charging voltage, and, connects the first and second energy storage cells in parallel to accommodate a charging infrastructure at the second charging station supplying a second predetermined charging voltage., 2. The energy storage system of claim 1, wherein, in the charging mode, the first energy storage cell is coupled to a first charging device and the second energy storage cell is coupled to a second charging device that is separate from the first charging device., 3. The energy storage system of claim 2, wherein the first charging device comprises the first cable running between the motor vehicle and the charging station, and wherein the second charging device comprises the second cable running between the motor vehicle and the charging station., 4. The energy storage system of claim 2, wherein the first charging device comprises a first charging regulator arranged on the charging station and wherein the second charging device comprises a second charging regulator arranged on the charging station., 5. The energy storage system of claim 2, wherein the first charging device comprises a first charging regulator arranged on the motor vehicle and wherein the second charging device comprises a second charging regulator arranged on the motor vehicle., 6. A method for operating the energy storage system of claim 1, the method comprising the steps of:\nestablishing the traction mode by electrically connecting the first energy storage cell with the at least one first electric motor and electrically connecting the second energy storage cell with the at least one second electric motor, and subsequently terminating the traction mode; and\nestablishing the charging mode by electrically connecting the first and second energy storage cells with respectively first and second charging devices of the first charging station or electrically connecting the first and second energy storage cells in series with the single charging device of the second charging station.\n, establishing the traction mode by electrically connecting the first energy storage cell with the at least one first electric motor and electrically connecting the second energy storage cell with the at least one second electric motor, and subsequently terminating the traction mode; and, establishing the charging mode by electrically connecting the first and second energy storage cells with respectively first and second charging devices of the first charging station or electrically connecting the first and second energy storage cells in series with the single charging device of the second charging station., 7. The method of claim 6, further comprising depending on the determined charging infrastructure, manually or automatically electrically connecting the first and second energy storage cells with the respectively dedicated charging device separately and independently of one another, or electrically connecting the first and second energy storage cells in series with the common charging device., 8. The energy storage system of claim 1, wherein the second predetermined charging voltage is half of the first predetermined charging voltage. | US | United States | Active | B | True |
| 376 | V2v充放电控制电路和控制系统 \n | CN217532586U | NaN | 本申请提供了一种V2V充放电控制电路和控制系统，涉及电动汽车技术领域，该V2V充放电控制电路应用于充放电连接装置，通过充放电连接装置连接第一充放电车侧控制系统和第二充放电车侧控制系统，第一充放电车侧控制系统包括增程器系统和与增程器系统连接的第一CDU系统，第一CDU系统中设置有预充回路；V2V充放电控制电路通过CC2信号状态判断当前是否处于V2V模式；当处于V2V模式时，第一充放电车侧控制系统识别第一充放电车辆的电池状态，以便在第一充放电车辆的电量满足放电条件时，通过增程器系统对预充回路进行电量预充后，向第二充放电车辆进行充电。本申请在提升充电效率和减少充电时能量消耗的同时，保证了直流车车充电的安全性和稳定性。 | CN:202221609461.5U | https://patentimages.storage.googleapis.com/73/34/40/6d8a1cc02e9b04/CN217532586U.pdf | CN:217532586:U | 张连新, 阎全忠 | Shanghai Rox Intelligent Technology Co Ltd | NaN | Not available | 2021-08-10 | 1.一种V2V充放电控制电路，其特征在于，应用于充放电连接装置，通过所述充放电连接装置连接第一充放电车侧控制系统和第二充放电车侧控制系统，所述第一充放电车侧控制系统包括增程器系统和与所述增程器系统连接的第一CDU系统，所述第一CDU系统中设置有预充回路；所述V2V充放电控制电路通过CC2信号状态判断当前是否处于V2V模式；, 当处于V2V模式时，第一充放电车侧控制系统识别第一充放电车辆的电池状态，以便在第一充放电车辆的电量满足放电条件时，通过所述增程器系统对所述预充回路进行电量预充后，向第二充放电车辆进行充电。, 2.根据权利要求1所述的V2V充放电控制电路，其特征在于，所述第一充放电车侧控制系统包括第一整车控制器，所述第一充放电车辆的第一CC2线束上设置有第一锁止开关和第一电阻，所述第一充放电车辆的第一A+/A-线束上设置有继电器；所述第一整车控制器在识别到所述充放电连接装置连接成功后控制所述继电器闭合，以驱动第一锁止开关处于锁止状态；, 以及，所述第二充放电车侧控制系统包括第二整车控制器，所述第二充放电车辆的第二CC2线束上设置有第二锁止开关和第二电阻，所述第二充放电车辆的第二A+/A-线束上设置有继电器，所述第二整车控制器在识别到所述充放电连接装置连接成功后控制所述继电器闭合，以驱动第二锁止开关处于锁止状态。, 3.根据权利要求2所述的V2V充放电控制电路，其特征在于，所述第一电阻包括第三电阻和与所述第一锁止开关处于同一线路的第四电阻；当所述第一锁止开关处于锁止状态时，所述第三电阻与所述第四电阻并联连接，所述第一CC2线束上的第一检测点检测当前CC2信号状态表征当前处于V2V模式；, 以及，, 所述第二电阻包括第五电阻和与所述第二锁止开关处于同一线路的第六电阻；当所述第二锁止开关处于锁止状态时，所述第五电阻和所述第六电阻并联接连，所述第二CC2线束上的第二检测点检测当前CC2信号状态表征当前处于V2V模式。, 4.根据权利要求2或3所述的V2V充放电控制电路，其特征在于，当所述第一CC2线束和所述第二CC2线束上的CC2信号状态为4V状态时，确定当前处于V2V模式。, 5.根据权利要求1所述的V2V充放电控制电路，其特征在于，所述预充回路包括预充继电器和预充电阻；所述预充继电器用于在闭合时，将所述预充电阻接入回路，以使得所述增程器系统对所述预充回路进行电量预充，并在预充结束后直接向所述第二充放电车辆进行充电。, 6.根据权利要求1所述的V2V充放电控制电路，其特征在于，所述预充回路还用于：如果所述第一充放电车辆亏电导致所述增程器系统无法启动，在所述第二充放电车辆对所述增程器系统进行反向启动控制时进行电量预充。, 7.根据权利要求1所述的V2V充放电控制电路，其特征在于，所述第一充放电车辆的第一动力电池、增程器系统和第一CDU系统连接，所述第二充放电车辆的第二CDU系统与第二动力电池连接；当所述充放电连接装置连接成功时，所述第一CDU系统和所述第二CDU系统通过DC+/DC-线束连接。, 8.根据权利要求1所述的V2V充放电控制电路，其特征在于，所述第一充放电车侧控制系统还包括第一电池管理系统，所述第二充放电车侧控制系统还包括第二电池管理系统；所述第一电池管理系统和所述第二电池管理系统通过S+/S-线束进行CAN通讯；, 所述第一电池管理系统用于接收所述第二电池管理系统的充电需求数据。, 9.根据权利要求1所述的V2V充放电控制电路，其特征在于，所述第一充放电车辆为增程式电动汽车；所述第二充放电车辆包括纯电动汽车、增程式电动汽车或混合动力汽车。, 10.一种V2V充放电控制系统，其特征在于，所述V2V充放电控制系统包括权利要求1-9任一项所述的V2V充放电控制电路。 | CN | China | Active | NaN | True |
| 377 | 一种车用充电宝系统 \n | CN214189325U | NaN | 本申请涉及一种车用充电宝系统,属于移动储能技术领域。其包括：便携式电池包、多源DC/DC和DC/AC、通讯线束、动力线束、继电器、控制系统。多个便携式电池包与多源DC/DC和DC/AC输入端依次连接，多源DC/DC和DC/AC输出端与整车高压箱输入端通过动力线束连接。多个便携式电池包能量与车载主电池并联在一起给整车电机供电；当车载主电池馈电锁车时，便携式电池包和DC/AC为整车携带的慢充充电机提供220V/380V交流电源。本申请人工即可操作换电，确保电池安全运行，适配不同电压等级车型；防止充电宝给车载主电流大电流回馈充电，让整车控制系统误判车载主电池有大电流长时间回馈而切断动力回路。 | CN:202120107424.3U | https://patentimages.storage.googleapis.com/77/cf/b1/a7d2a2a9b75ffd/CN214189325U.pdf | CN:214189325:U | 许祎凡, 黄伟东, 邱凯, 谢家喜, 娄豫皖, 孟祎凡, 李紫璇 | Shanghai Binei Information Technology Co ltd | NaN | Not available | 2019-02-19 | 1.一种车用充电宝系统，其特征在于，包括：便携式电池包、能自动调节输出电压到与车载主电池电压相近的多源DC/DC和DC/AC、通讯线束、动力线束、控制动力线束与整车高压箱输入端的接通与断开的继电器、及为便携式电池包内电池提供电流、电压、温度、绝缘异常情况时监控与保护的控制系统；将多个便携式电池包与多源DC/DC和DC/AC输入端依次连接，多源DC/DC和DC/AC输出端与整车高压箱的输入端通过动力线束连接，继电器设置在多源DC/DC和DC/AC输出端与整车高压箱的输入端之间，继电器的通断由控制系统依据便携式电池包SOC及整车高压箱电压条件决定；多个便携式电池包能量通过多源DC/DC和DC/AC与车载主电池并联在一起给整车电机供电，充放电过程仍由整车BMS控制；当车载主电池馈电锁车时，由便携式电池包和DC/AC为整车携带的慢充充电机提供220V/380V交流电源，提供应急充电电源；便携式电池包内设置有保证电池在适宜的温度条件下工作的自动温控系统。, 2.根据权利要求1所述的车用充电宝系统，其特征在于，便携式电池包为轻量化便携式低压电池包，由高比能量电池组、控制板、均衡板、电池箱体、激活模块、电压探头、温度探头、加热控制板、加热片、通讯口、充放电及通讯插座部件组成；电池组上布置有电压探头和温度探头，电池组内适宜位置安装有加热片，电池组与均衡板和充放电及通讯插座相连，电压探头、温度探头、加热片与控制板、加热控制板和通讯口相连，充放电及通讯插座分别与加热控制板、温度探头、控制板、通讯口和激活模块相连；电池包内安装有高比能量、高比功率、长寿命、高安全性的电池组，电池组电压在10～100V之间；单包重量不超过25kg；各便携式电池包电压等级相同或者不同；便携式电池包内安装有对各单体电池电压、温度、SOC和SOH参数实时监测与控制的各种探头和控制板，确保电池安全运行；均衡板在便携式电池包长期运行过程中对弱势电池进行补充电量并保证电池的一致性；激活模块会在便携式电池包与多源DC/DC和DC/AC输入端连接后，自动判定便携式电池包接入或切出与多源DC/DC和DC/AC的连接。, 3.根据权利要求2所述的车用充电宝系统，其特征在于，电池组电压为12V、24V、36V、48V、60V或72V电压等级。, 4.根据权利要求1所述的车用充电宝系统，其特征在于，控制系统通过通讯线束，实时采集便携式电池包在充放电时的电流、电压、温度参数，实时计算电池包的SOC及SOH，当电池电流、电压、温度、SOC和SOH异常时，适时输出报警或保护信号，请求充电机、多源DC/DC和DC/AC或DC/AC停止充放电，在极端情况下强行断开继电器，适时控制电池的输入和输出，防止电池过充电或过放电；控制系统适时自动启动便携式电池包内的加热或冷却组件，调节电池包内的温度，保证电池在适宜的温度条件下工作，提高电池性能，延长电池寿命。, 5.根据权利要求1所述的车用充电宝系统，其特征在于，所述多源DC/DC和DC/AC具有多路输入，依据电池电压、SOC和温度参数，各路输入自动调节输入功率；多源DC/DC和DC/AC输出端与整车高压箱的输入端连接，多源DC/DC和DC/AC自动调节输出电压与车载主电池电压相近时闭合继电器，并优先输出使用便携式电池包的能量，激活模块会在便携式电池包与多源DC/DC和DC/AC输入端连接后，依据便携式电池包的电压、温度、SOC参数自动判定便携式电池包接入或切出与多源DC/DC和DC/AC的连接；多源DC/DC和DC/AC依据便携式电池包的接入数量、电池温度、SOC和SOH状态自动调节多源DC/DC和DC/AC的最大输出功率；由继电器控制动力线束与高压箱输入端的通断；当整车电池馈电锁车时，由便携式电池包和DC/AC为整车携带的慢充充电机提供220V/380V交流电源，待车辆补充电解锁后，由便携式电池包给整车电机供电行驶。 | CN | China | Active | Y | True |
| 378 | 一种电动汽车充电系统和电动汽车 \n | CN210111639U | 技术领域本实用新型实施例涉及电动汽车充电技术，尤其涉及一种电动汽车充电系统和电动汽车。背景技术随着新能源战略的推进，电动汽车的越来越普及，相应的电动汽车的充电技术也越来越重要。电动汽车一般有直流充电和交流充电两种充电模式，即快充和慢充，若同时对电动汽车的电池连通了直流充电和交流充电，会对电动汽车的电池造成破坏性损坏，整车电器也会面临各种程度的损坏。现有技术并不能防止直流充电和交流充电两种充电方式同时连通的情况。实用新型内容本实用新型提供一种电动汽车充电系统和电动汽车，以防止直流充电和交流充电两种充电方式同时连通的情况。第一方面，本实用新型实施例提供了一种电动汽车充电系统，所述电动汽车充电系统包括：联动开关，所述联动开关包括至少一个第一开关和至少一个第二开关，所述第一开关与所述第二开关的状态相反；高压电池；高压配电盒，所述高压配电盒的电池连接端与所述高压电池电连接；车载充电器，所述车载充电器的输出端与所述高压配电盒的车载充电器连接端电连接；交流电充电接口，所述交流电充电接口用于与交流电源电连接，所述交流电充电接口通过所述第一开关与所述车载充电器的输入端电连接；直流电充电接口，所述直流电充电接口通过所述第二开关与所述高压配电盒的直流充电连接端电连接，所述直流电充电接口用于与直流电源电连接。可选的，所述交流电充电接口包括第一端和第二端，所述交流电充电接口的第一端和第二端用于与交流电源电连接；所述车载充电器的输入端包括第一输入端和第二输入端，所述交流电充电接口的第一端及第二端分别与所述车载充电器的第一输入端及第二输入端电连接，其中，所述交流电充电接口的第一端和/或所述交流电充电接口的第二端通过所述至少一个第一开关与所述车载充电器的第一输入端或第二输入端电连接。可选的，所述交流电充电接口的第一端用于与交流电源的火线电连接，所述交流电充电接口的第一端通过所述第一开关与所述车载充电器的第一输入端电连接。可选的，所述直流电充电接口包括第一端和第二端，所述直流电充电接口的第一端及第二端用于与直流电源电连接；所述高压配电盒的直流充电连接端包括第一直流充电连接端和第二直流充电连接端，所述直流电充电接口的第一端及第二端分别与所述第一直流充电连接端及所述第二直流充电连接端电连接；其中，所述直流电充电接口的第一端和/或所述直流电充电接口的第二端通过所述至少一个第二开关与所述第一直流充电连接端或所述第二直流充电连接端电连接。可选的，所述直流电充电接口的第一端用于与直流电源的正极电连接，所述直流电充电接口的第一端通过所述第二开关与所述高压配电盒的第一直流充电连接端电连接。可选的，所述电动汽车充电系统还包括：第一逆变器，所述第一逆变器输入端与所述高压配电盒电连接；电动机，所述电动机的输入端与所述第一逆变器的输出端电连接。可选的，所述交流电充电接口处设有交流电充电插座。可选的，所述交流电充电插座包括七芯插座。可选的，所述直流电充电接口处设有直流电充电插座。可选的，所述直流电充电插座包括九芯插座。第二方面，本实用新型实施例还提供了一种电动汽车，所述电动汽车包括电动汽车充电系统，所述电动汽车充电系统包括：联动开关，所述联动开关包括至少一个第一开关和至少一个第二开关，所述第一开关与所述第二开关的状态相反；高压电池；高压配电盒，所述高压配电盒的电池连接端与所述高压电池电连接；车载充电器，所述车载充电器的输出端与所述高压配电盒的车载充电器连接端电连接；交流电充电接口，所述交流电充电接口用于与交流电源电连接，所述交流电充电接口通过所述第一开关与所述车载充电器的输入端电连接；直流电充电接口，所述直流电充电接口通过所述第二开关与所述高压配电盒的直流充电连接端电连接，所述直流电充电接口用于与直流电源电连接。可选的，所述交流电充电接口包括第一端和第二端，所述交流电充电接口的第一端和第二端用于与交流电源电连接；所述车载充电器的输入端包括第一输入端和第二输入端，所述交流电充电接口的第一端及第二端分别与所述车载充电器的第一输入端及第二输入端电连接，其中，所述交流电充电接口的第一端和/或所述交流电充电接口的第二端通过所述至少一个第一开关与所述车载充电器的第一输入端或第二输入端电连接。可选的，所述交流电充电接口的第一端用于与交流电源的火线电连接，所述交流电充电接口的第一端通过所述第一开关与所述车载充电器的第一输入端电连接。可选的，所述直流电充电接口包括第一端和第二端，所述直流电充电接口的第一端及第二端用于与直流电源电连接；所述高压配电盒的直流充电连接端包括第一直流充电连接端和第二直流充电连接端，所述直流电充电接口的第一端及第二端分别与所述第一直流充电连接端及所述第二直流充电连接端电连接；其中，所述直流电充电接口的第一端和/或所述直流电充电接口的第二端通过所述至少一个第二开关与所述第一直流充电连接端或所述第二直流充电连接端电连接。可选的，所述直流电充电接口的第一端用于与直流电源的正极电连接，所述直流电充电接口的第一端通过所述第二开关与所述高压配电盒的第一直流充电连接端电连接。可选的，所述电动汽车充电系统还包括：第一逆变器，所述第一逆变器输入端与所述高压配电盒电连接；电动机，所述电动机的输入端与所述第一逆变器的输出端电连接。可选的，所述交流电充电接口处设有交流电充电插座。可选的，所述交流电充电插座包括七芯插座。可选的，所述直流电充电接口处设有直流电充电插座。可选的，所述直流电充电插座包括九芯插座。可选的，所述电动汽车还包括第二逆变器和辅助电池；所述第二逆变器输入端与所述高压配电盒电连接，所述辅助电池与所述第二逆变器的输出端电连接。可选的，所述电动汽车还包括灯光模块；所述灯光模块的电源输入端与所述辅助电池的电源输出端电连接。可选的，所述电动汽车还包括仪表模块；所述仪表模块的电源输入端与所述辅助电池的电源输出端电连接。可选的，所述电动汽车还包括整车控制系统；所述整车控制系统的电源输入端与所述辅助电池的电源输出端电连接。本实用新型通过采用包括联动开关、高压电池、高压配电盒、车载充电器、直流电充电接口和交流电充电接口的电动汽车充电系统，联动开关中的第一开关和第二开关状态相反，当交流电充电接口与直流电充电接口均连接充电桩时，也不会存在直流充电和交流充电两种充电模式同时发生的情况，保护了高压电池的安全，进而提高了电动汽车的充电安全性。附图说明图1为本实用新型实施例提供的一种电动汽车充电系统的结构示意图；图2为本实用新型实施例提供的又一种电动汽车充电系统的结构示意图；图3为本实用新型实施例提供的又一种电动汽车充电系统的结构示意图；图4为本实用新型实施例提供的又一种电动汽车充电系统的结构示意图；图5为本实用新型实施例提供的一种交流电充电插座的结构示意图；图6为本实用新型实施例提供的一种直流电充电插座的结构示意图；图7为本实用新型实施例提供的一种电动汽车的结构示意图；图8为本实用新型实施例提供的又一种电动汽车充电系统的结构示意图；图9为本实用新型实施例提供的又一种电动汽车充电系统的结构示意图；图10为本实用新型实施例提供的一种车辆的控制方法的流程示意图。具体实施方式下面结合附图和实施例对本实用新型作进一步的详细说明。可以理解的是，此处所描述的具体实施例仅仅用于解释本实用新型，而非对本实用新型的限定。另外还需要说明的是，为了便于描述，附图中仅示出了与本实用新型相关的部分而非全部结构。实施例图1为本实用新型实施例提供的一种电动汽车充电系统的结构示意图，电动汽车充电系统包括：联动开关101，联动开关101包括至少一个第一开关1011和至少一个第二开关1012，第一开关1011和第二开关1012状态相反，如图1中所示，当第一开关1011为打开状态时，第二开关1012为闭合状态；高压电池102，高压电池102可用于对电动汽车提供能源；高压配电盒103，高压配电盒103可用于对电动汽车的高压配电进行管理；车载充电器104，车载充电器104的输出端与高压配电盒103的车载充电器连接端电连接；交流电充电接口105，交流电充电接口105用于与交流电源电连接，交流电充电接口105通过第一开关1011与车载充电器104的输入端电连接；直流电充电接口106，直流电充电接口106通过第二开关1012与高压配电盒103的直流充电连接端电连接，直流电充电接口106用于与直流电源电连接。具体的，当电动汽车需要进行交流充电时，可将交流电充电接口105与充电桩进行连接，通过控制联动开关101，使第一开关1011闭合而第二开关1012打开，从而使交流电源与车载充电器104导通，车载充电器104对交流电信号进行整流后输出直流电至高压配电盒103，进而通过高压配电盒103对高压电池102进行交流充电；当电动汽车需要进行直流充电时，可将直流电充电接口106与充电桩进行连接，通过控制联动开关101，时第一开关1011打开而第二开关1012闭合，从而使直流电源与高压配电盒103导通，进而通过高压配电盒103对高压电池102进行直流充电；当交流电充电接口105和直流电充电接口106同时与充电桩连接时，由于第一开关1011和第二开关1012在同一时刻的状态相反，即第一开关1011和第二开关1012中只有一个能够导通，当用户将联动开关101的第一开关1011闭合时，第二开关1012会打开；而用户将第二开关1012闭合时，第一开关1011会打开，进而同一时刻只会存在直流充电和交流充电中的一种充电模式，避免了同时存在直流充电和交流充电两种模式同时存在的情况发生，保护了高压电池102的安全，提高了电动汽车的充电安全性。本实施例的技术方案，通过采用包括联动开关、高压电池、高压配电盒、车载充电器、直流电充电接口和交流电充电接口的电动汽车充电系统，联动开关中的第一开关和第二开关状态相反，当交流电充电接口与直流电充电接口均连接充电桩时，也不会存在直流充电和交流充电两种充电模式同时发生的情况，保护了高压电池的安全，进而提高了电动汽车的充电安全性。可选的，图2为本实用新型实施例提供的又一种电动汽车充电系统的结构示意图，图3为本实用新型实施例提供的又一种电动汽车充电系统的结构示意图；参考图2和图3，交流电充电接口105包括第一端A1和第二端A2，交流电充电接口105的第一端A1和第二端A2用于与交流电源电连接；车载充电器104的输入端包括第一输入端和第二输入端，交流电充电接口105的第一端A1及第二端A2分别与车载充电器104的第一输入端及第二输入端电连接；其中，如图2中所示，交流电充电接口105的第一端A1通过第一个第一开关1011与车载充电器104的第一输入端电连接，交流电充电接口105的第二端A2通过第二个第一开关1011与车载充电器104的第二输入端电连接；或者如图3中所示，交流电充电接口105的第一端A1通过第一开关1011与车载充电器104的第一输入端电连接，交流电充电接口105的第二端A2与车载充电器104的第二输入端电连接。具体的，交流电充电接口105的第一端A1可用于与交流电源的火线电连接，交流电充电接口105的第二端A2可用于与交流电源的零线电连接，通过将第一开关1011设置在交流电充电接口105的第一端A1与车载充电器104的第一输入端之间和/或将第一开关1011设置在交流电充电接口105的第二端A2与车载充电器104的第二输入端之间，优选的可只在交流电充电接口105用于与交流电源火线连接的一端(本实施例中的第一端A1)与车载充电器104之间设置第一开关1011，从而当第一开关1011断开时，将火线与电动汽车断开，达到更好的保护高压电池102的效果，更进一步提高电动汽车的充电安全性。可选的，继续参考图2和图3，直流电充电接口106包括第一端B1和第二端B2，直流电充电接口106的第一端B1及第二端B2用于与直流电源电连接；高压配电盒103的直流充电连接端包括第一直流充电连接端和第二直流充电连接端，直流充电接口106的第一端B1及第二端B2分别与第一直流充电连接端及第二直流充电连接端电连接；其中，如图2中所示，直流电充电接口106的第一端B1通过第一个第二开关1012与高压配电盒103的第一直流充电连接端电连接，直流电充电接口106的第二端B2通过第二个第二开关1012与高压配电盒103的第二直流充电连接端电连接；或者如图3中所示，直流电充电接口106的第一端B1通过第二开关1012与高压配电盒103的第一直流充电连接端电连接，直流电充电接口106的第二端B2与高压配电盒103的第二直流充电连接端电连接。具体的，直流电充电接口106的第一端B1可用于与直流电源的正极电连接，直流电充电接口106的第二端B2可用于与直流电源的负极电连接，通过将第二开关1012设置在直流电充电接口106的第一端B1与高压配电盒103的第一直流充电连接端之间和/或将第二开关1012设置在直流电充电接口106的第二端B2与高压配电盒103的第二直流充电连接端之间，优选的可只在直流电充电接口106用于与直流电源正极连接的一端(本实施例中的第一端B1)与高压配电盒103的第一直流充电连接端之间设置第二开关1012，从而当第二开关1012断开时，将直流电源的正极与电动汽车断开，达到更好保护高压电池102的效果，更进一步提高电动汽车的充电安全性。可选的，图4为本实用新型实施例提供的又一种电动汽车充电系统的结构示意图，参考图4，电动汽车充电系统还包括第一逆变器201，第一逆变器201的输入端与高压配电盒103电连接；电动机202，电动机202的输入端与第一逆变器201的输出端电连接。具体的，高压电池102充电完成后，可通过高压配电盒103向第一逆变器201输送信号，经第一逆变器201的作用驱动电动机202工作，从而使电动汽车正常运行。可选的，图5为本实用新型实施例提供的一种交流电充电插座的结构示意图，参考图4和图5，交流电充电接口105处设有交流电充电插座。其中，交流电充电插座包括七芯插座，如可采用国标交流电充电插座，从而使电动汽车充电系统更好的与现有的电动汽车进行匹配。可选的，图6为本实用新型实施例提供的一种直流电充电插座的结构示意图，参考图4和图6，直流电充电接口106处设有直流电充电插座。其中，直流电充电插座包括九芯插座，如可采用国标直流电充电插座，从而使电动汽车充电系统更好的与现有的电动汽车进行匹配。图7为本实用新型实施例提供的一种电动汽车的结构示意图，参考图1至图7，电动汽车包括电动汽车充电系统，电动汽车充电系统包括：联动开关101，联动开关101包括至少一个第一开关1011和至少一个第二开关1012，第一开关1011和第二开关1012状态相反，如图1中所示，当第一开关1011为打开状态时，第二开关1012为闭合状态；高压电池102，高压电池102可用于对电动汽车提供能源；高压配电盒103，高压配电盒103可用于对电动汽车的高压配电进行管理；车载充电器104，车载充电器104的输出端与高压配电盒103的车载充电器连接端电连接；交流电充电接口105，交流电充电接口105用于与交流电源电连接，交流电充电接口105通过第一开关1011与车载充电器104的输入端电连接；直流电充电接口106，直流电充电接口106通过第二开关1012与高压配电盒103的直流充电连接端电连接，直流电充电接口106用于与直流电源电连接。具体的，当电动汽车需要进行交流充电时，可将交流电充电接口105与充电桩进行连接，通过控制联动开关101，使第一开关1011闭合而第二开关1012打开，从而使交流电源与车载充电器104导通，车载充电器104对交流电信号进行整流后输出直流电至高压配电盒103，进而通过高压配电盒103对高压电池102进行交流充电；当电动汽车需要进行直流充电时，可将直流电充电接口106与充电桩进行连接，通过控制联动开关101，时第一开关1011打开而第二开关1012闭合，从而使直流电源与高压配电盒103导通，进而通过高压配电盒103对高压电池102进行直流充电；当交流电充电接口105和直流电充电接口106同时与充电桩连接时，由于第一开关1011和第二开关1012在同一时刻的状态相反，即第一开关1011和第二开关1012中只有一个能够导通，当用户将联动开关101的第一开关1011闭合时，第二开关1012会打开；而用户将第二开关1012闭合时，第一开关1011会打开，进而同一时刻只会存在直流充电和交流充电中的一种充电模式，避免了同时存在直流充电和交流充电两种模式同时存在的情况发生，保护了高压电池102的安全，提高了电动汽车的充电安全性。本实施例的技术方案，通过采用包括联动开关、高压电池、高压配电盒、车载充电器、直流电充电接口和交流电充电接口的电动汽车充电系统，联动开关中的第一开关和第二开关状态相反，当交流电充电接口与直流电充电接口均连接充电桩时，也不会存在直流充电和交流充电两种充电模式同时发生的情况，保护了高压电池的安全，进而提高了电动汽车的充电安全性。可选的，参考图2和图3，交流电充电接口105包括第一端A1和第二端A2，交流电充电接口105的第一端A1和第二端A2用于与交流电源电连接；车载充电器104的输入端包括第一输入端和第二输入端，交流电充电接口105的第一端A1及第二端A2分别与车载充电器104的第一输入端及第二输入端电连接；其中，如图2中所示，交流电充电接口105的第一端A1通过第一个第一开关1011与车载充电器104的第一输入端电连接，交流电充电接口105的第二端A2通过第二个第一开关1011与车载充电器104的第二输入端电连接；或者如图3中所示，交流电充电接口105的第一端A1通过第一开关1011与车载充电器104的第一输入端电连接，交流电充电接口105的第二端A2与车载充电器104的第二输入端电连接。具体的，交流电充电接口105的第一端A1可用于与交流电源的火线电连接，交流电充电接口105的第二端A2可用于与交流电源的零线电连接，通过将第一开关1011设置在交流电充电接口105的第一端A1与车载充电器104的第一输入端之间和/或将第一开关1011设置在交流电充电接口105的第二端A2与车载充电器104的第二输入端之间，优选的可只在交流电充电接口105用于与交流电源火线连接的一端(本实施例中的第一端A1)与车载充电器104之间设置第一开关1011，从而当第一开关1011断开时，将火线与电动汽车断开，达到更好的保护高压电池102的效果，更进一步提高电动汽车的充电安全性。可选的，继续参考图2和图3，直流电充电接口106包括第一端B1和第二端B2，直流电充电接口106的第一端B1及第二端B2用于与直流电源电连接；高压配电盒103的直流充电连接端包括第一直流充电连接端和第二直流充电连接端，直流充电接口106的第一端B1及第二端B2分别与第一直流充电连接端及第二直流充电连接端电连接；其中，如图2中所示，直流电充电接口106的第一端B1通过第一个第二开关1012与高压配电盒103的第一直流充电连接端电连接，直流电充电接口106的第二端B2通过第二个第二开关1012与高压配电盒103的第二直流充电连接端电连接；或者如图3中所示，直流电充电接口106的第一端B1通过第二开关1012与高压配电盒103的第一直流充电连接端电连接，直流电充电接口106的第二端B2与高压配电盒103的第二直流充电连接端电连接。具体的，直流电充电接口106的第一端B1可用于与直流电源的正极电连接，直流电充电接口106的第二端B2可用于与直流电源的负极电连接，通过将第二开关1012设置在直流电充电接口106的第一端B1与高压配电盒103的第一直流充电连接端之间和/或将第二开关1012设置在直流电充电接口106的第二端B2与高压配电盒103的第二直流充电连接端之间，优选的可只在直流电充电接口106用于与直流电源正极连接的一端(本实施例中的第一端B1)与高压配电盒103的第一直流充电连接端之间设置第二开关1012，从而当第二开关1012断开时，将直流电源的正极与电动汽车断开，达到更好保护高压电池102的效果，更进一步提高电动汽车的充电安全性。可选的，参考图4，电动汽车充电系统还包括第一逆变器201，第一逆变器201的输入端与高压配电盒103电连接； | 本实用新型公开了一种电动汽车充电系统和电动汽车。电动汽车充电系统包括：联动开关，包括至少一个第一开关和至少一个第二开关，第一开关与第二开关的状态相反；高压电池；高压配电盒，高压配电盒的电池连接端与高压电池电连接；车载充电器，车载充电器的输出端与高压配电盒的车载充电器连接端电连接；交流电充电接口，交流电充电接口用于电连接交流电源，交流电充电接口通过第一开关与车载充电器的输入端电连接；直流电充电接口，直流电充电接口通过第二开关与高压配电盒的直流充电连接端电连接，直流电充电接口用于电连接直流电源。不会存在直流充电和交流充电两种充电模式同时发生的情况，保护了高压电池的安全，提高了电动汽车的充电安全性。 | CN:201920943629.8U | https://patentimages.storage.googleapis.com/df/be/cf/961e50de01455c/CN210111639U.pdf | CN:210111639:U | 陈莹莹 | Tianjin Aican Nick New Energy Automobile Co ltd | NaN | Not available | 2013-04-23 | 1.一种电动汽车充电系统，其特征在于，所述电动汽车充电系统包括：, 联动开关，所述联动开关包括至少一个第一开关和至少一个第二开关，所述第一开关与所述第二开关的状态相反；, 高压电池；, 高压配电盒，所述高压配电盒的电池连接端与所述高压电池电连接；, 车载充电器，所述车载充电器的输出端与所述高压配电盒的车载充电器连接端电连接；, 交流电充电接口，所述交流电充电接口用于与交流电源电连接，所述交流电充电接口通过所述第一开关与所述车载充电器的输入端电连接；, 直流电充电接口，所述直流电充电接口通过所述第二开关与所述高压配电盒的直流充电连接端电连接，所述直流电充电接口用于与直流电源电连接。, 2.根据权利要求1所述的电动汽车充电系统，其特征在于，所述交流电充电接口包括第一端和第二端，所述交流电充电接口的第一端和第二端用于与交流电源电连接；, 所述车载充电器的输入端包括第一输入端和第二输入端，所述交流电充电接口的第一端及第二端分别与所述车载充电器的第一输入端及第二输入端电连接，其中，所述交流电充电接口的第一端和/或所述交流电充电接口的第二端通过所述至少一个第一开关与所述车载充电器的第一输入端或第二输入端电连接。, 3.根据权利要求2所述的电动汽车充电系统，其特征在于，所述交流电充电接口的第一端用于与交流电源的火线电连接，所述交流电充电接口的第一端通过所述第一开关与所述车载充电器的第一输入端电连接。, 4.根据权利要求1所述的电动汽车充电系统，其特征在于，所述直流电充电接口包括第一端和第二端，所述直流电充电接口的第一端及第二端用于与直流电源电连接；, 所述高压配电盒的直流充电连接端包括第一直流充电连接端和第二直流充电连接端，所述直流电充电接口的第一端及第二端分别与所述第一直流充电连接端及所述第二直流充电连接端电连接；其中，所述直流电充电接口的第一端和/或所述直流电充电接口的第二端通过所述至少一个第二开关与所述第一直流充电连接端或所述第二直流充电连接端电连接。, 5.根据权利要求4所述的电动汽车充电系统，其特征在于，所述直流电充电接口的第一端用于与直流电源的正极电连接，所述直流电充电接口的第一端通过所述第二开关与所述高压配电盒的第一直流充电连接端电连接。, 6.根据权利要求1所述的电动汽车充电系统，其特征在于，所述电动汽车充电系统还包括：, 第一逆变器，所述第一逆变器输入端与所述高压配电盒电连接；, 电动机，所述电动机的输入端与所述第一逆变器的输出端电连接。, 7.根据权利要求1所述的电动汽车充电系统，其特征在于，所述交流电充电接口处设有交流电充电插座。, 8.根据权利要求7所述的电动汽车充电系统，其特征在于，所述交流电充电插座包括七芯插座。, 9.根据权利要求1所述的电动汽车充电系统，其特征在于，所述直流电充电接口处设有直流电充电插座。, 10.根据权利要求9所述的电动汽车充电系统，其特征在于，所述直流电充电插座包括九芯插座。, 11.一种电动汽车，其特征在于，所述电动汽车包括电动汽车充电系统，所述电动汽车充电系统包括：, 联动开关，所述联动开关包括至少一个第一开关和至少一个第二开关，所述第一开关与所述第二开关的状态相反；, 高压电池；, 高压配电盒，所述高压配电盒的电池连接端与所述高压电池电连接；, 车载充电器，所述车载充电器的输出端与所述高压配电盒的车载充电器连接端电连接；, 交流电充电接口，所述交流电充电接口用于与交流电源电连接，所述交流电充电接口通过所述第一开关与所述车载充电器的输入端电连接；, 直流电充电接口，所述直流电充电接口通过所述第二开关与所述高压配电盒的直流充电连接端电连接，所述直流电充电接口用于与直流电源电连接。, 12.根据权利要求11所述的电动汽车，其特征在于，所述交流电充电接口包括第一端和第二端，所述交流电充电接口的第一端和第二端用于与交流电源电连接；, 所述车载充电器的输入端包括第一输入端和第二输入端，所述交流电充电接口的第一端及第二端分别与所述车载充电器的第一输入端及第二输入端电连接，其中，所述交流电充电接口的第一端和/或所述交流电充电接口的第二端通过所述至少一个第一开关与所述车载充电器的第一输入端或第二输入端电连接。, 13.根据权利要求12所述的电动汽车，其特征在于，所述交流电充电接口的第一端用于与交流电源的火线电连接，所述交流电充电接口的第一端通过所述第一开关与所述车载充电器的第一输入端电连接。, 14.根据权利要求11所述的电动汽车，其特征在于，所述直流电充电接口包括第一端和第二端，所述直流电充电接口的第一端及第二端用于与直流电源电连接；, 所述高压配电盒的直流充电连接端包括第一直流充电连接端和第二直流充电连接端，所述直流电充电接口的第一端及第二端分别与所述第一直流充电连接端及所述第二直流充电连接端电连接；其中，所述直流电充电接口的第一端和/或所述直流电充电接口的第二端通过所述至少一个第二开关与所述第一直流充电连接端或所述第二直流充电连接端电连接。, 15.根据权利要求14所述的电动汽车，其特征在于，所述直流电充电接口的第一端用于与直流电源的正极电连接，所述直流电充电接口的第一端通过所述第二开关与所述高压配电盒的第一直流充电连接端电连接。, 16.根据权利要求11所述的电动汽车，其特征在于，所述电动汽车充电系统还包括：, 第一逆变器，所述第一逆变器输入端与所述高压配电盒电连接；, 电动机，所述电动机的输入端与所述第一逆变器的输出端电连接。, 17.根据权利要求11所述的电动汽车，其特征在于，所述交流电充电接口处设有交流电充电插座。, 18.根据权利要求17所述的电动汽车，其特征在于，所述交流电充电插座包括七芯插座。, 19.根据权利要求11所述的电动汽车，其特征在于，所述直流电充电接口处设有直流电充电插座。, 20.根据权利要求11所述的电动汽车，其特征在于，所述直流电充电插座包括九芯插座。, 21.根据权利要求11所述的电动汽车，其特征在于，所述电动汽车还包括第二逆变器和辅助电池；, 所述第二逆变器输入端与所述高压配电盒电连接，所述辅助电池与所述第二逆变器的输出端电连接。, 22.根据权利要求21所述的电动汽车，其特征在于，所述电动汽车还包括灯光模块；, 所述灯光模块的电源输入端与所述辅助电池的电源输出端电连接。, 23.根据权利要求21所述的电动汽车，其特征在于，所述电动汽车还包括仪表模块；, 所述仪表模块的电源输入端与所述辅助电池的电源输出端电连接。, 24.根据权利要求21所述的电动汽车，其特征在于，所述电动汽车还包括整车控制系统；, 所述整车控制系统的电源输入端与所述辅助电池的电源输出端电连接。 | CN | China | Active | Y | True |
| 379 | 電気自動車（ｅｖ）外部電源ポートデバイス、システム、および電源ポートデバイスを備えた自動車 \n | JP2022554345A | NaN | 充電式リチウムイオンバッテリを有する車両と共に使用するための車両電源ポート装置であって、装置は、車両内、車両上、または車両の中に設置された１つ以上の電源ポートであって、車両の外部にある電気装置または機器に接続して電力供給するように構成された１つ以上の電源ポートと、充電式リチウムイオンバッテリを１つ以上の電源ポートに直接または間接的に接続する電源ケーブルとを含む。 | JP:2022525893A | https://patentimages.storage.googleapis.com/90/98/4a/62addc393f38dc/JP2022554345A.pdf | NaN | リチャード スタンフィールド，ジェイムズ, クラーク ムーア，ブルース | Noco Co | NaN | Not available | 2017-04-25 | \n充電式リチウムイオンバッテリを有する車両と共に使用するための車両電源ポート装置であって、\n装置は、\n 車両内、車両上、または車両の中に設置された１つ以上の電源ポートであって、車両の外部にある電気装置または機器に接続して電力供給するように構成された１つ以上の電源ポートと、\n 充電式リチウムイオンバッテリを１つ以上の電源ポートに直接または間接的に接続する電源ケーブルと、を含む装置。\n, \n１つ以上の電源パネルをさらに含み、\n １つ以上の電源ポートが１つ以上の電源パネルに設置される、\n請求項１に記載の装置。\n, \n１つ以上のハウジングをさらに含み、\n １つ以上の電源パネルが１つ以上のハウジングの中に設置される、\n請求項２に記載の装置。\n, \n１つ以上の電源ポートが車両の異なる位置に設けられる複数の電源ポートである、\n請求項１に記載の装置。\n, \n１つ以上の電源ポートが、充電式リチウムイオンバッテリを内部充電するための外部ＥＶ充電器に接続するよう構成されている、\n請求項１に記載の装置。\n, \n１つ以上のハウジングが、スライド式アクセスドアまたはヒンジ式アクセスドアを含む、\n請求項３に記載の装置。\n, \nアクセスドアがアクセスドアを閉位置に固定するラッチを備えている、\n請求項６に記載の装置。\n, \n車両が電気自動車（ＥＶ）である、\n請求項１に記載の装置。\n, \n充電式リチウムイオンバッテリが車両の駆動部に電力を供給するように構成される、\n請求項１に記載の装置。\n, \n車両と共に使用するための車両電源ポートシステムであって、\nシステムは、\n 充電式リチウムイオンバッテリと、車両内、車両上、または車両の中に設置された１つ以上の電源ポートであって、車両の外部に位置する電気装置または機器に接続して電力供給するように構成された１つ以上の電源ポートと、\n 充電式リチウムイオンバッテリと１つ以上の電源ポートとに直接、または間接的に接続する電源ケーブルと、を含むシステム。\n, \n車両の異なる位置に設置された複数の電源ポートを含む、\n請求項１０に記載のシステム。\n, \n充電式リチウムイオンバッテリと１つ以上の電源ポートとの間にあるＤＣ／ＤＣコンバータをさらに含む、\n請求項１０に記載のシステム。\n, \n充電式リチウムイオンバッテリと１つ以上の電源ポートとの間にあるＤＣ／ＡＣコンバータをさらに含む、\n請求項１０に記載のシステム。\n, \n充電式リチウムイオンバッテリと１つ以上の電源ポートとの間にあるＤＣ／ＡＣコンバータをさらに含む、\n請求項１２に記載のシステム。\n, \n充電式リチウムイオンバッテリが１つ以上の電源ポートに供給する電力を制御するための制御モジュールをさらに含む、\n請求項１０に記載のシステム。\n, \n車両は電気自動車（ＥＶ）である、\n請求項１０に記載のシステム。\n, \n車両であって、\n 車体と、\n 車体に接続された又は関連する駆動装置と、\n 充電式リチウムイオンバッテリと、充電式リチウムイオンバッテリに電気的に接続された１つ以上の電源ポートと、を含み、\n １つ以上の電源ポートが、車両の外部に位置する電気装置又は機器に接続し給電するように構成された車両。\n, \n駆動部が充電式リチウムイオンバッテリに接続された１つ以上の電気駆動モータを含む、\n請求項１７に記載の車両。\n, \n駆動部が充電式リチウムイオンバッテリに接続された１つ以上の電気駆動モータと、１つ以上の内燃エンジンとを含む車両、\n請求項１７に記載の車両。\n, \n駆動部が１つ以上の内燃エンジンを含む、\n請求項１７に記載の車両。\n | JP | Japan | Withdrawn | B | True |
| 380 | 一种发动机的电动油泵供能系统 \n | CN111384768A | 技术领域本申请涉及车辆节能技术领域，特别涉及一种发动机的电动油泵供能系统。背景技术当前，公众对于环境的保护越来越重视，对于汽车排放的要求越来越严格，从能源安全角度来看，目前汽车用石油消费已经占到了石油消费总量的六成，因此不管是乘用车还是商用车，生产更节油的电动化汽车成了未来的必然选择。相关技术中，一部分整车和发动机的一些附件需要消耗发动机曲轴功维持运转，若重卡发动机机油泵完全由曲轴通过凸轮来带动，那么13L的柴油发动机的机油泵运转消耗的曲轴功约为1.2千瓦；另一部分整车和发动机的附件被电动化，附件电动化后则是消耗电能维持运转，从而较好的降低了曲轴的负荷，达成节约油耗的效果，其中，这里电能的提供者可以是电池，也可以是车载交流发电机。但是，若是利用电池提供电能则需要大容量蓄电池，且还需另外对其进行充电，充电时间长；若利用车载交流发电机提供电能，则依然需要通过油耗来发电，达不到节油环保的效果。发明内容本申请实施例提供一种发动机的电动油泵供能系统，以解决相关技术中在给发动机的电动油泵供电的过程中整车油耗过大、能源利用不充分的问题。第一方面，提供了一种发动机的电动油泵供能系统，其包括：两个并联的第一供能模块和第二供能模块，所述第一供能模块包括第一供能组件和第一开关K1，所述第二供能模块包括第二供能组件和第二开关K2，所述第一供能模块和第二供能模块均用于对所述油泵模块供电，其中，所述第一供能组件包括：-第一支路，所述第一支路上设有电池供能单元和第三开关K3，所述电池供能单元用于对所述油泵模块供电；-第二支路，所述第二支路上设有热电转化供能单元和第四开关K4，所述热电转化供能单元用于分别对所述油泵模块和电池供能单元供电；控制模块，其用于监测所述油泵模块、电池供能单元和热电转化供能单元的运行参数，并根据该运行参数分别调节所述第一开关K1、第二开关K2、第三开关K3和第四开关K4的开闭。一些实施例中，若所述控制模块监测到所述热电转化供能单元的输出电压不小于预设电压，所述热电转化供能单元的发电功率P2不大于所述油泵模块的需求功率P1，且所述电池供能单元的SOC值不小于预设电量时，则所述控制模块用于闭合所述第一开关K1、第二开关K2和第三开关K3，并开启所述第四开关K4，以使所述热电转化供能单元和电池供能单元同时对所述油泵模块供电。一些实施例中，若所述控制模块监测到所述热电转化供能单元的输出电压不小于所述预设电压，所述热电转化供能单元的发电功率P2不大于所述油泵模块的需求功率P1，且所述电池供能单元的SOC值小于所述预设电量时，则所述控制模块用于闭合所述第二开关K2、第三开关K3和第四开关K4，并开启所述第一开关K1，以使所述热电转化供能单元对所述电池供能单元充电，所述第二供能模块用于对所述油泵模块供电。一些实施例中，若所述控制模块监测到所述热电转化供能单元的输出电压不小于所述预设电压，且所述热电转化供能单元的发电功率P2大于所述油泵模块的需求功率P1时，则所述控制模块用于闭合所述第一开关K1、第二开关K2和第三开关K3，并开启所述第四开关K4，以使所述热电转化供能单元用于对所述油泵模块供电并同时对所述电池供能单元充电。一些实施例中，若所述控制模块监测到所述热电转化供能单元的输出电压小于所述预设电压，且所述电池供能单元的SOC值不小于预设电量时，则所述控制模块用于闭合所述第一开关K1和第二开关K2，并开启所述第三开关K3和第四开关K4，以使所述电池供能单元用于对所述油泵模块供电。一些实施例中，若所述控制模块监测到所述热电转化供能单元的输出电压小于所述预设电压，且所述电池供能单元的SOC值小于预设电量时，则所述控制模块用于闭合所述第四开关K4，并开启所述第一开关K1、第二开关K2和第三开关K3，以使所述第二供能组件用于对所述油泵模块供电。一些实施例中，所述电池供能单元包括含有多个电池的电池组，所述热电转化供能单元包括用于将所述发动机产生的尾气的热能转化为电能的热电发电机，所述第二供能组件包括一台交流发电机。一些实施例中，所述热电转化供能单元还包括与所述热电发电机相连的DC/DC转换器，当所述热电发电机的输出电压不小于所述预设电压时，则所述DC/DC转换器用于将所述热电发电机的输出电压调节为稳定电压后向对应的模块输出。一些实施例中，所述第二供能组件还包括与所述交流发电机相连的ACDC转换器，所述ACDC转换器用于将所述交流发电机产生的交流电转化为直流电后向对应的模块输出。一些实施例中，所述预设电压为48V，所述预设电量为所述电池供能单元的SOC值的30％。本申请提供的技术方案带来的有益效果包括：本申请实施例提供了一种发动机的电动油泵供能系统，由于此系统包括两个并联的第一供能模块和第二供能模块，第一供能组件又包括相互并联的第一支路和第二支路，第一支路上设有电池供能单元，第二支路上设有热电转化供能单元，而控制模块用于分别监测油泵模块、电池供能单元和热电转化供能单元的运行参数，并根据该运行参数分别调节第一开关K1、第二开关K2、第三开关K3和第四开关K4的开闭，以实现对各个模块之间的能量优化分配及管理。因此，合理的系统架构和能量管理策略，克服了热电发电机启动慢、非线性电输出的缺点，合理利用车载交流发电机及蓄电池作为补充，辅助热电发电机为电动油泵供电，达成整车节油效果，解决了相关技术中在给发动机的电动油泵供电的过程中整车油耗过大、能源利用不充分的问题。另外，本系统能够以模块化形式加装在燃油车或混动车型上，对车型本体结构改动不大，且电能来源无需电机进行制动能回收，无需大容量蓄电池。附图说明为了更清楚地说明本申请实施例中的技术方案，下面将对实施例描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本申请的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。图1为本申请实施例提供的发动机的电动油泵供能系统的示意图。具体实施方式为使本申请实施例的目的、技术方案和优点更加清楚，下面将结合本申请实施例中的附图，对本申请实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例是本申请的一部分实施例，而不是全部的实施例。基于本申请中的实施例，本领域普通技术人员在没有做出创造性劳动的前提下所获得的所有其他实施例，都属于本申请保护的范围。本申请实施例提供了一种发动机的电动油泵供能系统，其能解决以解决相关技术中在给发动机的电动油泵供电的过程中整车油耗过大、能源利用不充分的问题。图1是电动油泵供能系统的示意图，本系统包括两个并联的第一供能模块和第二供能模块，其中，第一供能模块包括第一供能组件和第一开关K1，第二供能模块包括第二供能组件和第二开关K2，第一供能模块和第二供能模块均用于对油泵模块供电。具体的，第一供能组件包括第一支路和第二支路，第一支路上设有电池供能单元和第三开关K3，电池供能单元用于对油泵模块供电，第二支路上设有热电转化供能单元和第四开关K4，热电转化供能单元用于分别对油泵模块和电池供能单元供电。本系统还包括控制模块，控制模块主要用于监测油泵模块、电池供能单元和热电转化供能单元的运行参数，并根据监测到的运行参数分别调节第一开关K1、第二开关K2、第三开关K3和第四开关K4的开闭，以实现对第一供能模块和第二供能模块之间对油泵供能的能量优化分配及管理。具体的，若控制模块监测到热电转化供能单元的输出电压不小于预设电压，热电转化供能单元的发电功率P2不大于油泵模块的需求功率P1，且电池供能单元的SOC值不小于预设电量时，则控制模块用于闭合第一开关K1、第二开关K2和第三开关K3，并开启第四开关K4，以使热电转化供能单元和电池供能单元同时对油泵模块供电。具体的，若控制模块监测到热电转化供能单元的输出电压不小于预设电压，热电转化供能单元的发电功率P2不大于油泵模块的需求功率P1，且电池供能单元的SOC值小于预设电量时，则控制模块用于闭合第二开关K2、第三开关K3和第四开关K4，并开启第一开关K1，以使热电转化供能单元对电池供能单元充电，第二供能模块用于对油泵模块供电。具体的，若控制模块监测到热电转化供能单元的输出电压不小于预设电压，且热电转化供能单元的发电功率P2大于油泵模块的需求功率P1时，则控制模块用于闭合第一开关K1、第二开关K2和第三开关K3，并开启第四开关K4，以使热电转化供能单元用于对油泵模块供电并同时对电池供能单元充电。具体的，若控制模块监测到热电转化供能单元的输出电压小于预设电压，且电池供能单元的SOC值不小于预设电量时，则控制模块用于闭合第一开关K1和第二开关K2，并开启第三开关K3和第四开关K4，以使电池供能单元用于对油泵模块供电。若控制模块监测到热电转化供能单元的输出电压小于预设电压，且电池供能单元的SOC值小于预设电量时，则控制模块用于闭合第四开关K4，并开启第一开关K1、第二开关K2和第三开关K3，以使第二供能组件用于对油泵模块供电。进一步的，电池供能单元包括含有多个电池的电池组，除了可以为常规的化学电池如锂离子电池、铅酸电池等，还可以为具有存储能力的电容器。热电转化供能单元包括能将发动机产生的尾气的热能转化为电能的热电发电机，通过塞贝克效应可以对发动机产生的尾气的热能进行合理的回收利用。进一步的，热电转化供能单元还包括与热电发电机相连的DC/DC转换器(Directcurrent-Direct current converter)，当热电发电机的输出电压不小于预设电压时，DC/DC转换器用于将热电发电机的输出电压调节为稳定电压后向对应的模块输出。进一步的，第二供能组件主要包括一台交流发电机，其中，第二供能组件还包括与交流发电机相连的ACDC转换器(Alternating current-Direct current converter)，ACDC转换器用于将交流发电机产生的交流电转化为直流电后向对应的模块输出。进一步的，控制模块包括VECU整车电控单元(valve electronic control unit)，VECU具有电源继电器管理功能、车速限制功能、电子油门管理、巡航控制、低怠速快怠速调节、发动机保护等功能，以发动机保护功能为例，VECU对发动机机油压力，水温，水位等信号与设定参数进行对比，超过报警值一定时间后，VECU向仪表发送报警信息，严重时会发送停机指令，从而启到保护发动机的作用。进一步的，这里的预设电压为48V，预设电量为电池供能单元20的SOC值的30％，SOC值的全称是荷电状态(State of Charge)，也叫剩余电量，代表的是电池使用一段时间或长期搁置不用后的剩余容量与其完全充电状态的容量的比值，一般用常用百分数来表示，取值范围为0～1，当SOC＝0时则表示电池放电完全，当SOC＝1时表示电池完全充满。在本申请的描述中，需要说明的是，术语“上”、“下”等指示的方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述本申请和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本申请的限制。除非另有明确的规定和限定，术语“安装”、“相连”、“连接”应做广义理解，例如，可以是固定连接，也可以是可拆卸连接，或一体地连接；可以是机械连接，也可以是电连接；可以是直接相连，也可以通过中间媒介间接相连，可以是两个元件内部的连通。对于本领域的普通技术人员而言，可以根据具体情况理解上述术语在本申请中的具体含义。需要说明的是，在本申请中，诸如“第一”和“第二”等之类的关系术语仅仅用来将一个实体或者操作与另一个实体或操作区分开来，而不一定要求或者暗示这些实体或操作之间存在任何这种实际的关系或者顺序。而且，术语“包括”、“包含”或者其任何其他变体意在涵盖非排他性的包含，从而使得包括一系列要素的过程、方法、物品或者设备不仅包括那些要素，而且还包括没有明确列出的其他要素，或者是还包括为这种过程、方法、物品或者设备所固有的要素。在没有更多限制的情况下，由语句“包括一个……”限定的要素，并不排除在包括所述要素的过程、方法、物品或者设备中还存在另外的相同要素。以上所述仅是本申请的具体实施方式，使本领域技术人员能够理解或实现本申请。对这些实施例的多种修改对本领域的技术人员来说将是显而易见的，本文中所定义的一般原理可以在不脱离本申请的精神或范围的情况下，在其它实施例中实现。因此，本申请将不会被限制于本文所示的这些实施例，而是要符合与本文所申请的原理和新颖特点相一致的最宽的范围。 | 本申请涉及一种发动机的电动油泵供能系统，涉及车辆节能技术领域。其包括第一供能模块、第二供能模块及控制模块，第一供能模块包括第一供能组件和第一开关K1，第二供能模块包括第二供能组件和第二开关K2，第一供能组件包括第一支路和第二支路，第一支路上设有电池供能单元和第三开关K3，第二支路上设有热电转化供能单元和第四开关K4，控制模块用于监测油泵模块、电池供能单元和热电转化供能单元的运行参数，并通过调节所述第一开关K1、第二开关K2、第三开关K3和第四开关K4的开闭实现对各个模块之间的能量分配及管理。本申请提供的电动油泵供能系统解决了在给发动机的电动油泵供电的过程中整车油耗过大、能源利用不充分的问题。 | CN:202010232315.4A | https://patentimages.storage.googleapis.com/e5/d6/c7/dd558caa6620c8/CN111384768A.pdf | NaN | 吕昌富, 杨帆, 李智, 刘诗逸, 汪秀秀, 郑琴 | Dongfeng Commercial Vehicle Co Ltd | CN:102842955:A, CN:103441566:A, CN:208024440:U | Not available | 2015-07-15 | 1.一种发动机的电动油泵供能系统，其特征在于，其包括：, 两个并联的第一供能模块和第二供能模块，所述第一供能模块包括第一供能组件和第一开关K1，所述第二供能模块包括第二供能组件和第二开关K2，所述第一供能模块和第二供能模块均用于对所述油泵模块供电，其中，所述第一供能组件包括：, -第一支路，所述第一支路上设有电池供能单元和第三开关K3，所述电池供能单元用于对所述油泵模块供电；, -第二支路，所述第二支路上设有热电转化供能单元和第四开关K4，所述热电转化供能单元用于分别对所述油泵模块和电池供能单元供电；, 控制模块，其用于监测所述油泵模块、电池供能单元和热电转化供能单元的运行参数，并根据该运行参数分别调节所述第一开关K1、第二开关K2、第三开关K3和第四开关K4的开闭。, 2.如权利要求1所述的一种发动机的电动油泵供能系统，其特征在于：若所述控制模块监测到所述热电转化供能单元的输出电压不小于预设电压，所述热电转化供能单元的发电功率P2不大于所述油泵模块的需求功率P1，且所述电池供能单元的SOC值不小于预设电量时，则所述控制模块用于闭合所述第一开关K1、第二开关K2和第三开关K3，并开启所述第四开关K4，以使所述热电转化供能单元和电池供能单元同时对所述油泵模块供电。, 3.如权利要求2所述的一种发动机的电动油泵供能系统，其特征在于：若所述控制模块监测到所述热电转化供能单元的输出电压不小于所述预设电压，所述热电转化供能单元的发电功率P2不大于所述油泵模块的需求功率P1，且所述电池供能单元的SOC值小于所述预设电量时，则所述控制模块用于闭合所述第二开关K2、第三开关K3和第四开关K4，并开启所述第一开关K1，以使所述热电转化供能单元对所述电池供能单元充电，所述第二供能模块用于对所述油泵模块供电。, 4.如权利要求2所述的一种发动机的电动油泵供能系统，其特征在于：若所述控制模块监测到所述热电转化供能单元的输出电压不小于所述预设电压，且所述热电转化供能单元的发电功率P2大于所述油泵模块的需求功率P1时，则所述控制模块用于闭合所述第一开关K1、第二开关K2和第三开关K3，并开启所述第四开关K4，以使所述热电转化供能单元用于对所述油泵模块供电并同时对所述电池供能单元充电。, 5.如权利要求2所述的一种发动机的电动油泵供能系统，其特征在于：若所述控制模块监测到所述热电转化供能单元的输出电压小于所述预设电压，且所述电池供能单元的SOC值不小于预设电量时，则所述控制模块用于闭合所述第一开关K1和第二开关K2，并开启所述第三开关K3和第四开关K4，以使所述电池供能单元用于对所述油泵模块供电。, 6.如权利要求2所述的一种发动机的电动油泵供能系统，其特征在于：若所述控制模块监测到所述热电转化供能单元的输出电压小于所述预设电压，且所述电池供能单元的SOC值小于预设电量时，则所述控制模块用于闭合所述第四开关K4，并开启所述第一开关K1、第二开关K2和第三开关K3，以使所述第二供能组件用于对所述油泵模块供电。, 7.如权利要求1所述的一种发动机的电动油泵供能系统，其特征在于：所述电池供能单元包括含有多个电池的电池组，所述热电转化供能单元包括用于将所述发动机产生的尾气的热能转化为电能的热电发电机，所述第二供能组件包括一台交流发电机。, 8.如权利要求7所述的一种发动机的电动油泵供能系统，其特征在于：所述热电转化供能单元还包括与所述热电发电机相连的DC/DC转换器，当所述热电发电机的输出电压不小于所述预设电压时，所述DC/DC转换器用于将所述热电发电机的输出电压调节为稳定电压后向对应的模块输出。, 9.如权利要求7所述的一种发动机的电动油泵供能系统，其特征在于：所述第二供能组件还包括与所述交流发电机相连的ACDC转换器，所述ACDC转换器用于将所述交流发电机产生的交流电转化为直流电后向对应的模块输出。, 10.如权利要求2所述的一种发动机的电动油泵供能系统，其特征在于：所述预设电压为48V，所述预设电量为所述电池供能单元的SOC值的30％。 | CN | China | Pending | H | True |
| 381 | 電気自動車の充電システム \n | JP2012080628A | NaN | 【課題】設備費用が安価で、急速充電が可能な電気自動車の充電システムを提供する。 【解決手段】電気鉄道用の電力供給系統のき電線５からの直流電力で、電気自動車１０に搭載された動力用の蓄電装置１１を充電する。ここに、き電線５と蓄電装置１１とは、充電ステーション２に設けられた給電端子２６と電気自動車に取り付けられた受電端子部２２とを電気的に接続することにより、接続される。 【選択図】図１ | JP:2010221656A | https://patentimages.storage.googleapis.com/83/34/49/1d96ed10753de8/JP2012080628A.pdf | NaN | Kazuo Tsutsumi, 香津雄 堤, Masakuni Tokai, 正國 東海, Mitsuru Shimagami, 満 島上, Takahiro Matsumura, ▲隆▼廣 松村, Chiyoharu Tomita, 千代春 冨田, Takao Kogure, 隆雄 木暮, Masayuki Torizuka, 正行 鳥塚, Satoshi Seki, 聡史 関 | TOKYO KIYUUKOU DENTETSU KK | NaN | 2013-12-03 | 2012-04-19 | \n 交流電力回線から受電する変圧器と前記変圧器に接続された整流装置と前記整流装置に接続されたき電線とを有する電気鉄道用電力供給システムにおいて、\n 電気自動車に搭載され、当該電気自動車に走行用の駆動電力を供給する充電可能な蓄電装置と、\n 前記き電線に接続された給電用接続子と、\n 前記電気自動車に取り付けられ、前記蓄電装置に接続された受電用接続子とを備え、\n 前記給電用接続子と前記受電用接続子とを電気的に接続することにより、前記蓄電装置が前記給電用接続子を介して前記き電線と接続して充電される電気自動車の充電システム。\n, \n 前記き電線と前記蓄電装置が直流電圧の調整が可能なＤＣ−ＤＣコンバータを介さずに接続されてなる請求項１に記載の電気自動車の充電システム。\n, \n 前記給電用接続子が、前記変圧器が設置された変電所と異なる箇所に設けられてなる請求項１または請求項２に記載の電気自動車の充電システム。\n, \n 電気自動車に搭載された充電可能な前記蓄電装置が、積層型ニッケル水素電池である請求項１〜請求項３のいずれか１項に記載の電気自動車の充電システム。\n, \n 前記受電用接続子が前記電気自動車の屋根に設けられていて、\n 当該受電用接続子に充電時に対向する位置に前記給電用接続子が配された請求項１〜請求項４のいずれか１項に記載の電気自動車の充電システム。\n, \n 前記電気自動車の側部もしくは床部であって前記給電用接続子に充電時に対向する位置に前記電気自動車に搭載された前記蓄電装置に接続された受電用接続子を備えた請求項１〜請求項４のいずれか１項に記載の電気自動車の充電システム。\n, \n 前記電気自動車の上部であって前記受電用接続子と前記蓄電装置との間に伸縮自在な蛇腹部を有し、前記給電用接続子に充電時に対向する位置に前記電気自動車に搭載された前記蓄電装置に接続された前記受電用接続子を備えた請求項１〜請求項４のいずれか１項に記載の電気自動車の充電システム。\n, \n 前記給電用接続子が、前記変圧器が設置された変電所に備えられていて、\n 前記電気自動車の屋根であって前記給電用接続子に充電時に対向する位置に前記電気自動車に搭載された前記蓄電装置に接続された受電用接続子を備えてなる請求項１または請求項２に記載の電気自動車の充電システム。\n | JP | Japan | Withdrawn | Y | True |
| 382 | 混合动力模块和增程式电动汽车 \n | CN113752859A | NaN | 本申请提出一种混合动力模块和增程式电动汽车，所述混合动力模块(10)包括发电机(2)、第一电机控制器(3)和电力分配单元(5)，所述电力分配单元(5)集成连接于所述第一电机控制器(3)，所述电力分配单元(5)和所述第一电机控制器(3)电连接，所述发电机(2)电连接于所述第一电机控制器(3)。 | CN:202110988562.1A | https://patentimages.storage.googleapis.com/96/ba/71/f89aacbdbe83d1/CN113752859A.pdf | NaN | 李希意, 黄婉婧, 周醒夫 | Schaeffler Technologies AG and Co KG | NaN | Not available | 2020-05-26 | 1.一种混合动力模块，其特征在于，所述混合动力模块(10)包括发电机(2)、第一电机控制器(3)和电力分配单元(5)，所述电力分配单元(5)集成连接于所述第一电机控制器(3)，所述电力分配单元(5)和所述第一电机控制器(3)电连接，所述发电机(2)电连接于所述第一电机控制器(3)。, 2.根据权利要求1所述的混合动力模块，其特征在于，所述电力分配单元(5)具有至少两个电力线接口，其中一个电力线接口用于连接电池(4)，另一个电力线接口用于连接驱动电机(7)。, 3.根据权利要求1所述的混合动力模块，其特征在于，所述混合动力模块(10)用于后轮驱动的电动汽车。, 4.根据权利要求1所述的混合动力模块，其特征在于，所述电力分配单元(5)包括抗干扰保护电路。, 5.一种增程式电动汽车，其特征在于，所述增程式电动汽车包括权利要求1至4中任一项所述的混合动力模块(10)。, 6.根据权利要求5所述的增程式电动汽车，其特征在于，所述混合动力模块(10)安装于汽车的前舱(F)。, 7.根据权利要求5所述的增程式电动汽车，其特征在于，所述增程式电动汽车还包括电池(4)，所述电池(4)和所述混合动力模块(10)连接，从而所述混合动力模块(10)能够为所述电池(4)充电，所述电池(4)与所述混合动力模块(10)连接的连接器靠近汽车的前舱(F)。, 8.根据权利要求5所述的增程式电动汽车，其特征在于，所述增程式电动汽车还包括第二电机控制器(6)和驱动电机(7)，所述第二电机控制器(6)和所述混合动力模块(10)电连接，所述第二电机控制器(6)和所述驱动电机(7)电连接，从而能够由所述混合动力模块(10)直接为所述驱动电机(7)供电。, 9.根据权利要求8所述的增程式电动汽车，其特征在于，所述第二电机控制器(6)和所述驱动电机(7)安装于汽车的后桥(R)。, 10.根据权利要求5所述的增程式电动汽车，其特征在于，所述增程式电动汽车还包括发动机(1)，所述发动机(1)连接于所述混合动力模块(10)从而能够驱动所述混合动力模块(10)发电，所述发动机(1)安装于汽车的前舱(F)。 | CN | China | Pending | B | True |
| 383 | 纯电动汽车用可拓展电源快换系统及方法 \n | CN110077276B | 技术领域本发明涉及纯电动汽车电源技术领域，具体地指一种纯电动汽车用可拓展电源快换系统及方法。背景技术目前，为了解决续航焦虑问题，纯电动汽车的研发方向主要集中在搭载大电量动力电池。在一定的能量密度下，电池电量越大，其质量越重，体积也越大。大电量电池不仅造成整车开发过程中电池布置难度加大，同时也使得百公里耗电量增加。此外，大电量电池的使用成本也大幅增加。据统计数据表明，目前市场对纯电动汽车的行驶里程有着不同的需求，采用单一的大电量电池虽然能满足这些里程需求，但同时也会大大增加用户出行成本，造成出行困难。因此开发新型精细动力电源技术，对纯电动汽车全面市场化有着重要意义。发明内容本发明提供一种纯电动汽车用可拓展电源快换系统及方法，本发明将不同电量的电池进行并联，从而组合成多种电量形式的电源技术。采用可拓展电源系统，不仅能实现不同电量的电池单独使用，也可实现某个电池使用完后，切换其他电池的功能，从而满足有不同行驶里程需求的用户实现低成本、便捷出行。为实现此目的，本发明所设计的纯电动汽车用可拓展电源快换系统，它包括一级主控电池管理模块(BMS,BATTERY MANAGEMENT SYSTEM)、固定电池包二级主控电池管理模块、拓展电池包二级主控电池管理模块、固定电池包三级从控电池管理模块、拓展电池包三级从控电池管理模块，所述一级主控电池管理模块用于在固定电池包接入整车负载后对固定电池包分别进行快充粘连检测、总负粘连检测和动力电池安全碰撞检测；一级主控电池管理模块用于在拓展电池包接入整车负载后对拓展电池包分别进行快充粘连检测、总负粘连检测和动力电池安全碰撞检测；所述固定电池包二级主控电池管理模块用于在固定电池包接入整车负载后对固定电池包分别进行总正粘连检测和高压互锁检测；拓展电池包二级主控电池管理模块用于在拓展电池包接入整车负载后对拓展电池包分别进行总正粘连检测和高压互锁检测；所述固定电池包三级从控电池管理模块和拓展电池包三级从控电池管理模块用于在固定电池包和拓展电池包接入整车负载后分别对相应的固定电池包和拓展电池包进行荷电状态(SOC,State of Charge)检测；所述一级主控电池管理模块用于根据固定电池包和拓展电池包的荷电状态来控制固定电池包或拓展电池包接入整车负载。一种基于上述系统的纯电动汽车用可拓展电源双电池包快换供电方法，它包括如下步骤：步骤1：一级主控电池管理模块在固定电池包接入整车负载后对固定电池包分别进行快充粘连检测、总负粘连检测和动力电池安全碰撞检测；一级主控电池管理模块在拓展电池包接入整车负载后对拓展电池包分别进行快充粘连检测、总负粘连检测和动力电池安全碰撞检测；当固定电池包的快充粘连检测或总负粘连检测或动力电池安全碰撞检测不合格时，一级主控电池管理模块控制固定电池包接入继电器不闭合，从而断开固定电池包与整车负载的连接；当拓展电池包的快充粘连检测或总负粘连检测或动力电池安全碰撞检测不合格时，一级主控电池管理模块控制拓展电池包接入继电器不闭合，从而断开拓展电池包与整车负载的连接；固定电池包二级主控电池管理模块在固定电池包接入整车负载后对固定电池包分别进行总正粘连检测和高压互锁检测；拓展电池包二级主控电池管理模块在拓展电池包接入整车负载后对拓展电池包分别进行总正粘连检测和高压互锁检测；当固定电池包的总正粘连检测或高压互锁检测不合格时，一级主控电池管理模块控制固定电池包接入继电器不闭合，从而断开固定电池包与整车负载的连接；当拓展电池包的总正粘连检测或高压互锁检测不合格时，一级主控电池管理模块控制拓展电池包接入继电器不闭合，从而断开固定电池包与整车负载的连接；当固定电池包的总正粘连检测、高压互锁检测、快充粘连检测、总负粘连检测和动力电池安全碰撞检测，以及拓展电池包的总正粘连检测、高压互锁检测、快充粘连检测、总负粘连检测和动力电池安全碰撞检测都合格时，一级主控电池管理模块控制高压配电盒内部继电器闭合；步骤2：固定电池包三级从控电池管理模块和拓展电池包三级从控电池管理模块在固定电池包和拓展电池包接入整车负载后分别对相应的固定电池包和拓展电池包进行实时的荷电状态检测，如果固定电池包和拓展电池包的荷电状态只有一个大于荷电状态预设值，则将大于荷电状态预设值的电池包接入整车负载，如果固定电池包和拓展电池包的荷电状态均大于荷电状态预设值则进入步骤3；步骤3：一级主控电池管理模块首先将固定电池包接入整车负载，为电动汽车提供电能，当固定电池包的荷电状态使用至荷电状态预设值时，一级主控电池管理模块将拓展电池包接入整车负载，并断开固定电池包与整车负载连接。一种基于上述系统的纯电动汽车用可拓展电源单电池包供电方法，它包括如下步骤：步骤21：一级主控电池管理模块在固定电池包接入整车负载后对固定电池包分别进行快充粘连检测、总负粘连检测和动力电池安全碰撞检测；当固定电池包的快充粘连检测或总负粘连检测或动力电池安全碰撞检测不合格时，一级主控电池管理模块控制固定电池包接入继电器不闭合，从而断开固定电池包与整车负载的连接；固定电池包二级主控电池管理模块在固定电池包接入整车负载后对固定电池包分别进行总正粘连检测和高压互锁检测；当固定电池包的总正粘连检测或高压互锁检测不合格时，一级主控电池管理模块控制固定电池包接入继电器不闭合，从而断开固定电池包与整车负载的连接；当固定电池包的总正粘连检测、高压互锁检测、快充粘连检测、总负粘连检测和动力电池安全碰撞检测都合格时，一级主控电池管理模块控制高压配电盒内部继电器闭合；步骤22：固定电池包三级从控电池管理模块在固定电池包接入整车负载后对固定电池包进行实时的荷电状态检测，如果固定电池包的荷电状态大于荷电状态预设值，则一级主控电池管理模块将固定电池包接入整车负载，为电动汽车提供电能，如果固定电池包的荷电状态小于等于荷电状态预设值，则一级主控电池管理模块断开固定电池包与整车负载的连接。本发明不仅可以实现不同电量的电池单独使用，还可以实现某个电池使用完后，切换使用其它电池的功能，从而满足有不同行驶里程需求的用户实现低成本、便捷出行。本发明对纯电动汽车市场化发展有巨大推进作用。在未来，纯电动汽车主要受制于整车成本、充电时间及动力电池的使用寿命。通过搭载拓展电源快换系统，首先大幅度降低整车成本，给用户更多的选择；其次，通过拓展电池包快换技术，可消除消费者续航焦虑，减少充电频次，延长电池使用寿命。因此，本发明有巨大的应用前景。附图说明图1为本发明的原理框图；图2为本发明的电气连接示意图。其中，1—固定电池包、1.1—固定电池包接入继电器、2—拓展电池包、2.1—拓展电池包接入继电器、3—高压配电盒、3.1—高压配电盒内部继电器、4—一级主控电池管理模块、5—固定电池包二级主控电池管理模块、5.1—拓展电池包二级主控电池管理模块、6—固定电池包三级从控电池管理模块、6.1—拓展电池包三级从控电池管理模块、7—VCU、8—车载充电机、9—整车负载。具体实施方式以下结合附图和具体实施例对本发明作进一步的详细说明：本发明所设计的一种纯电动汽车用可拓展电源快换系统，如图1和2所示，它包括一级主控电池管理模块4、固定电池包二级主控电池管理模块5、拓展电池包二级主控电池管理模块5.1、固定电池包三级从控电池管理模块6、拓展电池包三级从控电池管理模块6.1，一级主控电池管理模块4用于在固定电池包1接入整车负载9后对固定电池包1分别进行快充粘连检测、总负粘连检测和动力电池安全碰撞检测(上述测试过程不分先后)；一级主控电池管理模块4用于在拓展电池包2接入整车负载9后对拓展电池包2分别进行快充粘连检测、总负粘连检测和动力电池安全碰撞检测；所述固定电池包二级主控电池管理模块5用于在固定电池包1接入整车负载9后对固定电池包1分别进行总正粘连检测和高压互锁检测；拓展电池包二级主控电池管理模块5.1用于在拓展电池包2接入整车负载9后对拓展电池包2分别进行总正粘连检测和高压互锁检测；所述固定电池包三级从控电池管理模块6和拓展电池包三级从控电池管理模块6.1用于在固定电池包1和拓展电池包2接入整车负载9后分别对相应的固定电池包1和拓展电池包2进行荷电状态检测；所述一级主控电池管理模块4用于根据固定电池包1和拓展电池包2的荷电状态来控制固定电池包1或拓展电池包2接入整车负载9。高压配电盒3用于在高压配电盒内部继电器3.1的控制下，使固定电池包1和拓展电池包2分别接入整车负载9。上述技术方案中，它还包括VCU7(Vehicle control unit，车辆控制单元)，所述一级主控电池管理模块4用于在VCU7的控制下通过操作固定电池包接入继电器1.1、拓展电池包接入继电器2.1和高压配电盒内部继电器3.1来实现对固定电池包1或拓展电池包2接入整车负载9的控制。上述技术方案中，所述一级主控电池管理模块4用于控制车载充电机8对固定电池包1和拓展电池包2进行充电(包括快充和慢充)。上述技术方案中，当固定电池包1的总正粘连检测或高压互锁检测不合格时，一级主控电池管理模块4控制固定电池包接入继电器1.1不闭合，从而断开固定电池包1与整车负载9的连接；当拓展电池包2的总正粘连检测或高压互锁检测不合格时，一级主控电池管理模块4控制拓展电池包接入继电器2.1不闭合，从而断开拓展电池包2与整车负载9的连接。上述技术方案中，当固定电池包1的快充粘连检测或总负粘连检测或动力电池安全碰撞检测不合格时，一级主控电池管理模块4控制固定电池包接入继电器1.1不闭合，从而断开固定电池包1与整车负载9的连接；当拓展电池包2的快充粘连检测或总负粘连检测或动力电池安全碰撞检测不合格时，一级主控电池管理模块4控制拓展电池包接入继电器2.1不闭合，从而断开拓展电池包2与整车负载9的连接。上述技术方案中，当固定电池包1的总正粘连检测、高压互锁检测、快充粘连检测、总负粘连检测和动力电池安全碰撞检测，以及拓展电池包2的总正粘连检测、高压互锁检测、快充粘连检测、总负粘连检测和动力电池安全碰撞检测都合格时，一级主控电池管理模块4控制高压配电盒内部继电器3.1闭合。上述技术方案中，所述一级主控电池管理模块4用于根据固定电池包1和拓展电池包2的荷电状态来控制固定电池包1或拓展电池包2通过高压配电盒3接入整车负载9。所述固定电池包1和拓展电池包2通过快换支架固定在整车底盘。快换支架是由机械连接系统和电气连接系统组成。电池组与快换支架之间，通过电池箱体上的锁轴与快换支架上的锁连杆进行机械锁止连接；机械连接系统与电气连接系统保证电池组与快换支架之间可进行快速拆装。一种基于上述系统的纯电动汽车用可拓展电源双电池包快换供电方法(此时本发明工作在双电池包模式，两电池包都在线，即固定电池包1和拓展电池包2的均接入整车负载9)，它包括如下步骤：步骤1：一级主控电池管理模块4在固定电池包1接入整车负载9后对固定电池包1分别进行快充粘连检测、总负粘连检测和动力电池安全碰撞检测；一级主控电池管理模块4在拓展电池包2接入整车负载9后对拓展电池包2分别进行快充粘连检测、总负粘连检测和动力电池安全碰撞检测；当固定电池包1的快充粘连检测或总负粘连检测或动力电池安全碰撞检测不合格时，一级主控电池管理模块4控制固定电池包接入继电器1.1不闭合，从而断开固定电池包1与整车负载9的连接；当拓展电池包2的快充粘连检测或总负粘连检测或动力电池安全碰撞检测不合格时，一级主控电池管理模块4控制拓展电池包接入继电器2.1不闭合，从而断开拓展电池包2与整车负载9的连接；固定电池包二级主控电池管理模块5在固定电池包1接入整车负载9后对固定电池包1分别进行总正粘连检测和高压互锁检测；拓展电池包二级主控电池管理模块5.1在拓展电池包2接入整车负载9后对拓展电池包2分别进行总正粘连检测和高压互锁检测，固定电池包二级主控电池管理模块5和拓展电池包二级主控电池管理模块5.1将总正粘连检测和高压互锁检测的结果传输给一级主控电池管理模块4；当固定电池包1的总正粘连检测或高压互锁检测不合格时，一级主控电池管理模块4控制固定电池包接入继电器1.1不闭合，从而断开固定电池包1与整车负载9的连接；当拓展电池包2的总正粘连检测或高压互锁检测不合格时，一级主控电池管理模块4控制拓展电池包接入继电器2.1不闭合，从而断开拓展电池包2与整车负载9的连接；当固定电池包1的总正粘连检测、高压互锁检测、快充粘连检测、总负粘连检测和动力电池安全碰撞检测，以及拓展电池包2的总正粘连检测、高压互锁检测、快充粘连检测、总负粘连检测和动力电池安全碰撞检测都合格时，一级主控电池管理模块4控制高压配电盒内部继电器3.1闭合；步骤2：固定电池包三级从控电池管理模块6和拓展电池包三级从控电池管理模块6.1在固定电池包1和拓展电池包2的接入整车负载9后分别对相应的固定电池包1和拓展电池包2进行实时的荷电状态检测，并将荷电状态检测的结果通过对应的固定电池包二级主控电池管理模块5和拓展电池包二级主控电池管理模块5.1传输给一级主控电池管理模块4，如果固定电池包1和拓展电池包2的荷电状态只有一个大于荷电状态预设值，则通过一级主控电池管理模块4将大于荷电状态预设值的电池包(通过高压配电盒3)接入整车负载9，如果固定电池包1和拓展电池包2的荷电状态均大于荷电状态预设值则进入步骤3，如果固定电池包1和拓展电池包2的荷电状态均小于等于荷电状态预设值，则断开固定电池包1和拓展电池包2与整车负载9的连接；步骤3：一级主控电池管理模块4首先将固定电池包1接入整车负载9，为电动汽车提供电能，当固定电池包1的荷电状态使用至荷电状态预设值时，一级主控电池管理模块4将拓展电池包2接入整车负载9，并断开固定电池包1与整车负载9的连接。一种基于上述系统的纯电动汽车用可拓展电源单电池包供电方法(此时本发明工作在单电池包模式，只有固定电池包1在线，即固定电池包1接入整车负载)，它包括如下步骤：步骤21：一级主控电池管理模块4在固定电池包1接入整车负载9后对固定电池包1分别进行快充粘连检测、总负粘连检测和动力电池安全碰撞检测；当固定电池包1的快充粘连检测或总负粘连检测或动力电池安全碰撞检测不合格时，一级主控电池管理模块4控制固定电池包接入继电器1.1不闭合，从而断开固定电池包1与整车负载9的连接；固定电池包二级主控电池管理模块5在固定电池包1接入整车负载9后对固定电池包1分别进行总正粘连检测和高压互锁检测；当固定电池包1的总正粘连检测或高压互锁检测不合格时，一级主控电池管理模块4控制固定电池包接入继电器1.1不闭合，从而断开固定电池包1与整车负载9的连接；当固定电池包1的总正粘连检测、高压互锁检测、快充粘连检测、总负粘连检测和动力电池安全碰撞检测都合格时，一级主控电池管理模块4控制高压配电盒内部继电器3.1闭合；步骤22：固定电池包三级从控电池管理模块6在固定电池包1接入整车负载9后对固定电池包1进行实时的荷电状态检测，如果固定电池包1的荷电状态大于荷电状态预设值，则一级主控电池管理模块4将固定电池包1接入整车负载9，为电动汽车提供电能，如果固定电池包1的荷电状态小于等于荷电状态预设值，则一级主控电池管理模块4断开固定电池包1与整车负载9的连接。通过本发明的上述模式，可以实现：当行驶里程小于某一值时，优先选择固定电池包1提供电能，此时无需搭载拓展电池包2；当行驶里程大于某一值时，需要同时搭载固定电池包1和拓展电池包2，使用时优先选择固定电池包1提供电能，当固定电池包1的荷电状态低于荷电状态设定值时，可快速切换拓展电池包2进行提供电能。从而达到针对用户出行需求，灵活选择电源技术，降低出行成本，提高出行便捷的目的。本说明书未作详细描述的内容属于本领域专业技术人员公知的现有技术。 | 本发明公开了一种本发明所设计的纯电动汽车用可拓展电源快换系统，它包括一级主控电池管理模块、固定电池包二级主控电池管理模块、拓展电池包二级主控电池管理模块、固定电池包三级从控电池管理模块、拓展电池包三级从控电池管理模块，本发明对纯电动汽车市场化发展有巨大推进作用。在未来，纯电动汽车主要受制于整车成本、充电时间及动力电池的使用寿命。通过搭载拓展电源快换系统，首先大幅度降低整车成本，给用户更多的选择；其次，通过拓展电池包快换技术，可消除消费者续航焦虑，减少充电频次，延长电池使用寿命。因此，本发明有巨大的应用前景。 | CN:201910335603.XA | https://patentimages.storage.googleapis.com/ff/47/9d/fbec9c720a0088/CN110077276B.pdf | CN:110077276:B | 谈民强, 史建鹏, 刘敏, 李洪涛, 胡远森 | Dongfeng Motor Corp | JP:2004048872:A, CN:203611768:U, CN:106627188:A, CN:106740203:A, CN:107539151:A | Not available | 2022-11-22 | 1.一种利用纯电动汽车用可拓展电源快换系统的纯电动汽车用可拓展电源双电池包快换供电方法，所述纯电动汽车用可拓展电源快换系统包括一级主控电池管理模块(4)、固定电池包二级主控电池管理模块(5)、拓展电池包二级主控电池管理模块(5.1)、固定电池包三级从控电池管理模块(6)、拓展电池包三级从控电池管理模块(6.1)，一级主控电池管理模块(4)用于在固定电池包(1)接入整车负载(9)后对固定电池包(1)分别进行快充粘连检测、总负粘连检测和动力电池安全碰撞检测；一级主控电池管理模块(4)用于在拓展电池包(2)接入整车负载(9)后对拓展电池包(2)分别进行快充粘连检测、总负粘连检测和动力电池安全碰撞检测；, 所述固定电池包二级主控电池管理模块(5)用于在固定电池包(1)接入整车负载(9)后对固定电池包(1)分别进行总正粘连检测和高压互锁检测；拓展电池包二级主控电池管理模块(5.1)用于在拓展电池包(2)接入整车负载(9)后对拓展电池包(2)分别进行总正粘连检测和高压互锁检测；, 所述固定电池包三级从控电池管理模块(6)和拓展电池包三级从控电池管理模块(6.1)用于在固定电池包(1)和拓展电池包(2)接入整车负载(9)后分别对相应的固定电池包(1)和拓展电池包(2)进行荷电状态检测；, 所述一级主控电池管理模块(4)用于根据固定电池包(1)和拓展电池包(2)的荷电状态来控制固定电池包(1)或拓展电池包(2)接入整车负载(9)；, 其特征在于，纯电动汽车用可拓展电源双电池包快换供电方法，包括如下步骤：, 步骤1：一级主控电池管理模块(4)在固定电池包(1)接入整车负载(9)后对固定电池包(1)分别进行快充粘连检测、总负粘连检测和动力电池安全碰撞检测；一级主控电池管理模块(4)在拓展电池包(2)接入整车负载(9)后对拓展电池包(2)分别进行快充粘连检测、总负粘连检测和动力电池安全碰撞检测；, 当固定电池包(1)的快充粘连检测或总负粘连检测或动力电池安全碰撞检测不合格时，一级主控电池管理模块(4)控制固定电池包接入继电器(1.1)不闭合，从而断开固定电池包(1)与整车负载(9)的连接；, 当拓展电池包(2)的快充粘连检测或总负粘连检测或动力电池安全碰撞检测不合格时，一级主控电池管理模块(4)控制拓展电池包接入继电器(2.1)不闭合，从而断开拓展电池包(2)与整车负载(9)的连接；, 固定电池包二级主控电池管理模块(5)在固定电池包(1)接入整车负载(9)后对固定电池包(1)分别进行总正粘连检测和高压互锁检测；拓展电池包二级主控电池管理模块(5.1)在拓展电池包(2)接入整车负载(9)后对拓展电池包(2)分别进行总正粘连检测和高压互锁检测；, 当固定电池包(1)的总正粘连检测或高压互锁检测不合格时，一级主控电池管理模块(4)控制固定电池包接入继电器(1.1)不闭合，从而断开固定电池包(1)与整车负载(9)的连接；, 当拓展电池包(2)的总正粘连检测或高压互锁检测不合格时，一级主控电池管理模块(4)控制拓展电池包接入继电器(2.1)不闭合，从而断开拓展电池包(2)与整车负载(9)的连接；, 当固定电池包(1)的总正粘连检测、高压互锁检测、快充粘连检测、总负粘连检测和动力电池安全碰撞检测，以及拓展电池包(2)的总正粘连检测、高压互锁检测、快充粘连检测、总负粘连检测和动力电池安全碰撞检测都合格时，一级主控电池管理模块(4)控制高压配电盒内部继电器(3.1)闭合；, 步骤2：固定电池包三级从控电池管理模块(6)和拓展电池包三级从控电池管理模块(6.1)在固定电池包(1)和拓展电池包(2)接入整车负载(9)后分别对相应的固定电池包(1)和拓展电池包(2)进行实时的荷电状态检测，如果固定电池包(1)和拓展电池包(2)的荷电状态只有一个大于荷电状态预设值，则将大于荷电状态预设值的电池包接入整车负载(9)，如果固定电池包(1)和拓展电池包(2)的荷电状态均大于荷电状态预设值则进入步骤3；, 步骤3：一级主控电池管理模块(4)首先将固定电池包(1)接入整车负载(9)，为电动汽车提供电能，当固定电池包(1)的荷电状态使用至荷电状态预设值时，一级主控电池管理模块(4)将拓展电池包(2)接入整车负载(9)，并断开固定电池包(1)与整车负载(9)的连接。, 2.根据权利要求1所述的纯电动汽车用可拓展电源双电池包快换供电方法，其特征在于：它还包括VCU(7)，所述一级主控电池管理模块(4)用于在VCU(7)的控制下通过操作固定电池包接入继电器(1.1)、拓展电池包接入继电器(2.1)和高压配电盒内部继电器(3.1)来实现对固定电池包(1)或拓展电池包(2)接入整车负载(9)的控制。, 3.根据权利要求1所述的纯电动汽车用可拓展电源双电池包快换供电方法，其特征在于：所述一级主控电池管理模块(4)用于控制车载充电机(8)对固定电池包(1)和拓展电池包(2)进行充电。, 4.根据权利要求1所述的纯电动汽车用可拓展电源双电池包快换供电方法，其特征在于：当固定电池包(1)的总正粘连检测或高压互锁检测不合格时，一级主控电池管理模块(4)控制固定电池包接入继电器(1.1)不闭合，从而断开固定电池包(1)与整车负载(9)的连接；, 当拓展电池包(2)的总正粘连检测或高压互锁检测不合格时，一级主控电池管理模块(4)控制拓展电池包接入继电器(2.1)不闭合，从而断开拓展电池包(2)与整车负载(9)的连接。, 5.根据权利要求1所述的纯电动汽车用可拓展电源双电池包快换供电方法，其特征在于：当固定电池包(1)的快充粘连检测或总负粘连检测或动力电池安全碰撞检测不合格时，一级主控电池管理模块(4)控制固定电池包接入继电器(1.1)不闭合，从而断开固定电池包(1)与整车负载(9)的连接；, 当拓展电池包(2)的快充粘连检测或总负粘连检测或动力电池安全碰撞检测不合格时，一级主控电池管理模块(4)控制拓展电池包接入继电器(2.1)不闭合，从而断开拓展电池包(2)与整车负载(9)的连接。, 6.根据权利要求2所述的纯电动汽车用可拓展电源双电池包快换供电方法，其特征在于：当固定电池包(1)的总正粘连检测、高压互锁检测、快充粘连检测、总负粘连检测和动力电池安全碰撞检测，以及拓展电池包(2)的总正粘连检测、高压互锁检测、快充粘连检测、总负粘连检测和动力电池安全碰撞检测都合格时，一级主控电池管理模块(4)控制高压配电盒内部继电器(3.1)闭合。, 7.根据权利要求1所述的纯电动汽车用可拓展电源双电池包快换供电方法，其特征在于：所述一级主控电池管理模块(4)用于根据固定电池包(1)和拓展电池包(2)的荷电状态来控制固定电池包(1)或拓展电池包(2)通过高压配电盒(3)接入整车负载(9)。, 8.根据权利要求1所述的纯电动汽车用可拓展电源双电池包快换供电方法，其特征在于：所述固定电池包(1)和拓展电池包(2)通过快换支架固定在整车底盘。, 9.一种基于权利要求1所述方法的纯电动汽车用可拓展电源单电池包供电方法，其特征在于，它包括如下步骤：, 步骤21：一级主控电池管理模块(4)在固定电池包(1)接入整车负载(9)后对固定电池包(1)分别进行快充粘连检测、总负粘连检测和动力电池安全碰撞检测；, 当固定电池包(1)的快充粘连检测或总负粘连检测或动力电池安全碰撞检测不合格时，一级主控电池管理模块(4)控制固定电池包接入继电器(1.1)不闭合，从而断开固定电池包(1)的与整车负载(9)的连接；, 固定电池包二级主控电池管理模块(5)在固定电池包(1)接入整车负载(9)后对固定电池包(1)分别进行总正粘连检测和高压互锁检测；, 当固定电池包(1)的总正粘连检测或高压互锁检测不合格时，一级主控电池管理模块(4)控制固定电池包接入继电器(1.1)不闭合，从而断开固定电池包(1)与整车负载(9)的连接；, 当固定电池包(1)的总正粘连检测、高压互锁检测、快充粘连检测、总负粘连检测和动力电池安全碰撞检测都合格时，一级主控电池管理模块(4)控制高压配电盒内部继电器(3.1)闭合；, 步骤22：固定电池包三级从控电池管理模块(6)在固定电池包(1)接入整车负载(9)后对固定电池包(1)进行实时的荷电状态检测，如果固定电池包(1)的荷电状态大于荷电状态预设值，则一级主控电池管理模块(4)将固定电池包(1)接入整车负载(9)，为电动汽车提供电能，如果固定电池包(1)的荷电状态小于等于荷电状态预设值，则一级主控电池管理模块(4)断开固定电池包(1)与整车负载(9)的连接。 | CN | China | Active | B | True |
| 384 | 电池升温电路和电池升温装置 \n | CN102668229B | 技术领域\n\t本发明涉及搭载于车辆用于使二次电池的温度上升的电池升温电路和电池升温装置。背景技术\n\t例如在具备由发动机(engine)驱动的发电机和行驶用的马达(motor)的混合动力车辆中，利用来自可充电的二次电池的电力驱动马达。在此，二次电池的可输入输出的电力较大地影响车辆的行驶性能，而如果二次电池的温度降低，该二次电池的可输入输出的电力会大幅度地降低。于是，以往提出了一种通过使二次电池的温度上升来抑制可输入输出的电力降低的方案(例如参照专利文献1)。在该专利文献1所记载的装置中，若二次电池的温度成为规定温度以下，则通过发动机对发电机的驱动或行驶中的再生制动对二次电池充电，反复进行二次电池的充放电，使二次电池的温度上升，由此，能够抑制可输入输出的电力的降低。但是，在上述专利文献1所记载的装置中，为了对二次电池充电，始终需要行驶中的再生制动或发动机对发电机的驱动。换句话说，在停车中，为了使二次电池的温度上升，需要驱动发动机。专利文献1：日本专利公开公报特开2003-272712号发明内容\n\t本发明为了解决上述以往的课题，其目的在于提供一种不依靠行驶中的再生制动或发动机对发电机的驱动就能够使二次电池升温的电池升温电路和电池升温装置。本发明所提供的电池升温电路被搭载于具备逆变器电路和由所述逆变器电路驱动的三相交流马达的车辆上，其中该逆变器电路通过多个开关元件的接通、断开将由二次电池供应的直流电变换为三相交流电，该电池升温电路包括：开关控制部，在将设置在所述三相交流马达的三相线圈中的一相线圈作为指定线圈，将所述多个开关元件中连接在所述指定线圈的一端与所述二次电池的正极之间的开关元件作为第一开关元件，将所述多个开关元件中连接在所述指定线圈的另一端与所述二次电池的负极之间的开关元件作为第二开关元件时，具有与所述第一开关元件的控制端子连接的第一端子和与所述第二开关元件的控制端子连接的第二端子，通过所述第一端子和第二端子分别向所述第一开关元件的控制端子和所述第二开关元件的控制端子输出控制信号，控制所述第一开关元件和第二开关元件的接通、断开；蓄积部，具有与所述指定线圈的所述另一端连接的第三端子，在所述第一开关元件为接通的状态下，通过使所述第二开关元件接通、断开来蓄积在所述指定线圈产生的相反电动势；以及充电控制部，被设置在所述二次电池的正极与所述蓄积部之间，向所述二次电池供应蓄积在所述蓄积部的电。附图说明\n\t图1是表示搭载有本发明的第一实施方式的电池升温电路的车辆的结构的电路图。图2是表示搭载有本发明的第二实施方式的电池升温电路的车辆的结构的电路图。图3是表示搭载有本发明的第三实施方式的电池升温电路的车辆的结构的电路图。图4是表示搭载有本发明的第四实施方式的电池升温电路的车辆的结构的电路图。图5是表示搭载有本发明的第五实施方式的电池升温电路的车辆的结构的电路图。图6是表示搭载有本发明的第六实施方式的电池升温电路的车辆的结构的电路图。具体实施方式\n\t以下，参照附图对本发明的实施方式进行说明。(第一实施方式)图1是表示搭载有本发明的第一实施方式的电池升温电路的车辆的结构的电路图。该电池升温电路是搭载于具备由二次电池11供应直流电的逆变器电路(inverter circuit)1和三相交流马达2的车辆的电池升温电路，包括开关控制部12、蓄积部13和充电控制部14。逆变器电路1包括六个开关元件SW1至SW6，在三相交流马达2中设有三相线圈L1至L3。具体而言，在二次电池11的正极与负极之间，分别串联连接开关元件SW1、SW4，串联连接开关元件SW2、SW5，串联连接开关元件SW3、SW6。此外，开关元件SW1和开关元件SW4之间的连接点P1与线圈L1和线圈L3之间的连接点(线圈L1的一端)P2连接。此外，开关元件SW2和开关元件SW5之间的连接点P3与线圈L1和线圈L2之间的连接点(线圈L1的另一端)P4连接。此外，开关元件SW3和开关元件SW6之间的连接点P5与线圈L2和线圈L3之间的连接点P6连接。根据如上所述的电路结构，逆变器电路1通过六个开关元件SW1至SW6的接通、断开，将由二次电池11供应的直流电变换为三相交流电。然后，由该逆变器电路1驱动三相交流马达2。开关控制部12例如利用CPU(Central Processing Unit)、ROM(Read OnlyMemory)、RAM(Random Access Memory)等构成。开关控制部12包括：与用于切换开关元件SW1的接通、断开的控制端子(在图1中为基极)CT1连接的端子T1；以及与用于切换开关元件SW5的接通、断开的控制端子(在图1中为基极)CT2连接的端子T2，通过从端子T1、T2向控制端子CT1、CT2输出控制信号，来控制开关元件SW1、SW5的接通、断开。蓄积部13包括与线圈L1和线圈L2之间的连接点(线圈L1的另一端)P4连接的端子T3、逆流阻止用的二极管D1和蓄电用的电容器C1。二极管D1的阳极与端子T3连接，电容器C1连接在二极管D1的阴极与二次电池11的负极之间。充电控制部14包括开关元件SW7、逆流阻止用的二极管D2和开关控制部140。二极管D2的阴极与二次电池11的正极连接，二极管D2的阳极经由开关元件SW7与电容器C1连接。开关控制部140例如利用CPU(Central Processing Unit)、ROM(Read OnlyMemory)、RAM(Random Access Memory)等构成。开关控制部140检测电容器C1的电压V1，若检测电压V1为预先设定的设定电平以上，则将开关元件SW7从断开切换为接通，开始向二次电池11供应蓄积在电容器C1中的电。另外，也可以利用一个CPU、ROM、RAM等构成开关控制部12和开关控制部140。对如上述构成的电池升温电路的动作进行说明。如果通过开关控制部12使开关元件SW1、SW5为接通，则由二次电池11供电，电流流过线圈L1(相当于本发明的“指定线圈”)。即，放电电流流过二次电池11。另一方面，如果通过开关控制部12，使开关元件SW5在开关元件SW1接通的状态下从接通切换为断开，则在线圈L1的另一端P4产生相反电动势(reverse electromotive force)，利用该相反电动势，电容器C1被充电。如果通过开关控制部12，使开关元件SW5在开关元件SW1接通的状态下反复接通、断开，则放电电流断续地流过二次电池11，并且在线圈L1的另一端P4产生的相反电动势被蓄积在电容器C1中，电容器C1的电压V1上升。然后，当电容器C1的电压V1达到设定电平以上时，通过开关控制部140将开关元件SW7从断开切换为接通，向二次电池11供应蓄积在电容器C1中的电。即，充电电流流过二次电池11。然后，例如，当从开关元件SW7切换成接通的时刻起经过了预先设定的设定时间时，或检测电压V1降低到指定电平时，开关控制部140将开关元件SW7恢复为断开。开关控制部12和开关控制部140将以上的步骤重复例如预先设定的设定次数。或者开关控制部12和开关控制部140可以使以上的步骤持续例如预先设定的设定时间。通过以上的动作，充放电电流流过二次电池11。由于因二次电池11的内阻，该充放电电流产生焦耳热，因此，利用该焦耳热，二次电池11的温度上升。如上所述，根据该第一实施方式，使开关元件SW1、SW5接通、断开，在开关元件SW1、SW5接通时，电流流过线圈L1，二次电池11放电，另一方面，在使开关元件SW1为接通的状态下将开关元件SW5从接通切换为断开时，在线圈L1产生的相反电动势被蓄积在电容器C1中，蓄积在该电容器C1中的电被供应至二次电池11，二次电池11被充电。如此，由于因二次电池11的内阻，在二次电池11中流动的充放电电流产生焦耳热，因此，能够利用该焦耳热使二次电池11的温度上升。而且，因为电流仅流过设置在三相交流马达2的三相线圈L1至L3中的一相的线圈L1，所以三相交流马达2不会被驱动。因而，不驱动车辆的发动机、三相交流马达2就能够使二次电池11升温。此外，根据第一实施方式，由于利用了搭载于车辆的逆变器电路1和三相交流马达2，所以不增加部件件数也能够以简易的结构使二次电池11升温。此外，根据第一实施方式，由于不是利用加热器从外部加热，而是利用由于二次电池11的内阻而产生的焦耳热，所以能够高效率且可靠地使二次电池11的温度上升。(第二实施方式)图2是表示搭载有本发明的第二实施方式的电池升温电路的车辆的结构的电路图。另外，对与第一实施方式相同的结构元件标注相同的附图标记，以与第一实施方式不同的点为中心进行说明。第二实施方式的电池升温电路还包括电池温度检测部15。电池温度检测部15检测二次电池11的温度，并将其检测结果通知给开关控制部12。此外，开关控制部12在由电池温度检测部15检测到的二次电池11的温度为预先设定的设定温度以下时，开始开关元件SW1、SW5的接通、断开动作。如上所述，根据该第二实施方式，由于开关控制部12在由电池温度检测部15检测到的二次电池11的温度为设定温度以下时，开始开关元件SW1、SW5的接通、断开动作，所以具有能够仅在需要使二次电池11的温度上升时才动作的优点。(第三实施方式)图3是表示搭载有本发明的第三实施方式的电池升温电路的车辆的结构的电路图。另外，对与第一实施方式相同的结构元件标注相同的附图标记，以与第一实施方式不同的点为中心进行说明。搭载有第三实施方式的电池升温电路的车辆除了搭载逆变器电路1和三相交流马达2之外，还搭载用于检测车辆的外部气温的外部气温检测部3。此外，在第三实施方式中，开关控制部12与搭载于车辆的外部气温检测部3电连接，在由外部气温检测部3检测到的外部气温为预先设定的设定温度以下时，开始开关元件SW1、SW5的接通、断开动作。如上所述，在该第三实施方式中，开关控制部12在由外部气温检测部3检测到的外部气温为设定温度以下时，开始开关元件SW1、SW5的接通、断开动作。在此，由于在外部气温低时二次电池11的温度也降低，所以根据第三实施方式，具有能够仅在需要使二次电池11的温度上升时才动作的优点。(第四实施方式)图4是表示搭载有本发明的第四实施方式的电池升温电路的车辆的结构的电路图。另外，对与第一实施方式相同的结构元件标注相同的附图标记，以与第一实施方式不同的点为中心进行说明。搭载有第四实施方式的电池升温电路的车辆除了搭载逆变器电路1和三相交流马达2之外，还搭载用于检测在驾驶席上有人就座的就座检测部4。此外，在第四实施方式中，开关控制部12与搭载于车辆的就座检测部4电连接，在由就座检测部4检测到在驾驶席上有人就座时，开始开关元件SW1、SW5的接通、断开动作。如上所述，在该第四实施方式中，开关控制部12在由就座检测部4检测到在驾驶席上有人就座时，开始开关元件SW1、SW5的接通、断开动作。在此，因为在驾驶席上有人就座时车辆被使用的可能性高，所以根据该第四实施方式，具有能够仅在车辆被使用的可能性高较时使开关元件SW1、SW5动作的优点。另外，也可以如图4中以虚线所示，利用由搭载于车辆的外部气温检测部3检测到的温度。即，开关控制部12可以在由外部气温检测部3检测到的外部气温为设定温度以下且由就座检测部4检测到在驾驶席上有人就座时，开始开关元件SW1、SW5的接通、断开动作。此外，也可以如图4中以虚线所示，利用由电池温度检测部15检测到的温度。即，开关控制部12可以在由电池温度检测部15检测到的二次电池11的温度为设定温度以下且由就座检测部4检测到在驾驶席上有人就座时，开始开关元件SW1、SW5的接通、断开动作。根据这些方式，具有能够仅在需要使二次电池11的温度上升且车辆被使用的可能性较高时才动作的优点。(第五实施方式)图5是表示搭载有本发明的第五实施方式的电池升温电路的车辆的结构的电路图。另外，对与第一实施方式相同的结构元件标注相同的附图标记，以与第一实施方式不同的点为中心进行说明。搭载有第五实施方式的电池升温电路的车辆除了搭载逆变器电路1和三相交流马达2之外，还搭载用于检测上锁的车门被解锁的车门检测部5。此外，在第五实施方式中，开关控制部12与搭载于车辆的车门检测部5电连接，在由车门检测部5检测到上锁的车门被解锁时，开始开关元件SW1、SW5的接通、断开动作。如上所述，在该第五实施方式中，开关控制部12在由车门检测部5检测到上锁的车门被解锁时，开始开关元件SW1、SW5的接通、断开动作。在此，因为在上锁的车门被解锁时车辆被使用的可能性较高，所以根据该第五实施方式，具有能够仅在车辆被使用的可能性较高时才动作的优点。另外，也可以如图5中以虚线所示，利用由搭载于车辆的外部气温检测部3检测到的温度。即，开关控制部12可以在由外部气温检测部3检测到的外部气温为设定温度以下且由车门检测部5检测到上锁的车门被解锁时，开始开关元件SW1、SW5的接通、断开动作。此外，也可以如图5中以虚线所示，利用由电池温度检测部15检测到的温度。即，开关控制部12可以在由电池温度检测部15检测到的二次电池11的温度为设定温度以下且由车门检测部5检测到上锁的车门被解锁时，开始开关元件SW1、SW5的接通、断开动作。根据这些方式，具有能够仅在需要使二次电池11的温度上升且车辆被使用的可能性较高时才动作的优点。(第六实施方式)图6是表示搭载有本发明的第六实施方式的电池升温电路的车辆的结构的电路图。另外，对与第一实施方式相同的结构元件标注相同的附图标记，以与第一实施方式不同的点为中心进行说明。在第六实施方式中，电池升温电路还包括电池判断部16。电池判断部16用于检测二次电池11的充电状态，并将其判断结果通知给开关控制部12。此外，在第六实施方式中，开关控制部12在由电池判断部16判断的二次电池11的充电状态为预先设定的设定电平以上时，开始开关元件SW1、SW5的接通、断开动作。如上所述，在该第六实施方式中，在由电池判断部16判断的二次电池11的充电状态为预先设定的设定电平以上时，开始开关元件SW1、SW5的接通、断开动作。在此，如果通过开关元件SW1、SW5的接通、断开使充放电电流流过二次电池11，则有可能导致二次电池11的充电状态降低。因此，在该第六实施方式中，仅在二次电池11的充电状态为设定电平以上时使开关控制部12动作。因而，根据第六实施方式，能防止二次电池11的充电状态过低。另外，也可以如图6中以虚线所示，利用由搭载于车辆的外部气温检测部3检测到的温度。即，开关控制部12可以在由外部气温检测部3检测到的外部气温为设定温度以下且二次电池11的充电状态为设定电平以上时，开始开关元件SW1、SW5的接通、断开动作。此外，也可以如图6中以虚线所示，利用由电池温度检测部15检测到的温度。即，开关控制部12可以在由电池温度检测部15检测到的二次电池11的温度为设定温度以下且二次电池11的充电状态为设定电平以上时，开始开关元件SW1、SW5的接通、断开动作。根据这些方式，具有能够仅在需要使二次电池11的温度上升且二次电池11的充电状态为设定电平以上时才动作的优点。(其他)另外，在上述各实施方式中，作为开关元件SW1至SW6使用双极晶体管(bipolartransistor)，但并不限于此。例如也可以使用场效应晶体管(FET)等其他的开关元件。此外，在图3至图6中使用了外部气温检测部3，但并不限于检测外部气温。也可以检测例如车室外的温度等与二次电池11的温度相应的温度。此外，上述的具体实施方式中主要包含具有以下结构的发明。本发明所提供的电池升温电路是搭载于具备逆变器电路和由所述逆变器电路驱动的三相交流马达的车辆的电池升温电路，该逆变器电路通过多个开关元件的接通、断开将由二次电池供应的直流电变换为三相交流电，该电池升温电路包括：开关控制部，在将设置在所述三相交流马达的三相线圈中的一相线圈作为指定线圈，将所述多个开关元件中连接在所述指定线圈的一端与所述二次电池的正极之间的开关元件作为第一开关元件，将所述多个开关元件中连接在所述指定线圈的另一端与所述二次电池的负极之间的开关元件作为第二开关元件时，具有与所述第一开关元件的控制端子连接的第一端子和与所述第二开关元件的控制端子连接的第二端子，通过所述第一端子和第二端子分别向所述第一开关元件的控制端子和所述第二开关元件的控制端子输出控制信号，控制所述第一开关元件和第二开关元件的接通、断开；蓄积部，具有与所述指定线圈的所述另一端连接的第三端子，在所述第一开关元件为接通的状态下，通过使所述第二开关元件接通、断开来蓄积在所述指定线圈产生的相反电动势；以及充电控制部，设置在所述二次电池的正极与所述蓄积部之间，向所述二次电池供应蓄积在所述蓄积部的电。根据该结构，在第一开关元件和第二开关元件接通时，从二次电池向指定线圈供电，二次电池放电。另一方面，在第一开关元件为接通的状态下，将第二开关元件从接通切换为断开时，在指定线圈中产生相反电动势，该相反电动势被蓄积在蓄积部，蓄积在该蓄积部中的电被供应至二次电池，二次电池被充电。如此，充放电电流流过二次电池，由于二次电池的内阻，该充放电电流产生焦耳热，因此，能够利用该焦耳热使二次电池的温度上升。因而，不驱动车辆的发动机就能够使二次电池升温。此外，由于不是利用加热器从外部加热，而是利用内阻的焦耳热，所以能够高效率地使二次电池升温。此外，较为理想的是，上述电池升温电路还包括用于检测所述二次电池的温度的温度检测部，所述开关控制部在由所述温度检测部检测到的检测温度为预先设定的设定温度以下时，开始让所述第一开关元件和第二开关元件接通、断开。根据该结构，由于检测二次电池的温度，当检测温度为设定温度以下时开始所述第一开关元件和第二开关元件的接通、断开，所以能够仅在需要使二次电池的温度上升时使二次电池升温。此外，较为理想的是，上述的电池升温电路被搭载于具备检测车室外的温度的温度检测部的车辆，所述开关控制部在由所述温度检测部检测到的检测温度为预先设定的设定温度以下时，开始让所述第一开关元件和第二开关元件接通、断开。根据该结构，由于检测车室外的温度，当检测温度为设定温度以下时开始第一开关元件和第二开关元件的接通、断开，所以能够仅在需要使二次电池的温度上升时使二次电池升温。此外，较为理想的是，上述的电池升温电路被搭载于具备检测在驾驶席上是否有人就座的就座检测部的车辆，所述开关控制部在由所述就座检测部检测到在驾驶席上有人就座时，开始让所述第一开关元件和第二开关元件接通、断开。一般认为，如果驾驶席上有人就座，则车辆被使用的可能性高。因此，根据该结构，由于在检测到在驾驶席上有人就座时，开始第一开关元件和第二开关元件的接通、断开，所以能够仅在车辆被使用的可能性较高时使二次电池升温。此外，较为理想的是，上述的电池升温电路被搭载于具备检测上锁的车门是否被解锁的车门检测部的车辆，所述开关控制部在由所述车门检测部检测到上锁的车门被解锁时，开始让所述第一开关元件和第二开关元件接通、断开。一般认为，如果上锁的车门被解锁，则车辆被使用的可能性高。因此，根据该结构，由于在检测到上锁的车门被解锁时，开始第一开关元件和第二开关元件的接通、断开，所以能够仅在车辆被使用的可能性较高时使二次电池升温。此外，较为理想的是，上述的电池升温电路还包括判断所述二次电池的充电状态的电池判断部，所述开关控制部在由电池判断部判断的所述二次电池的充电状态为预先设定的设定电平以上时，开始让所述第一开关元件和第二开关元件接通、断开。根据该结构，由于在二次电池的充电状态为设定电平以上时，开始第一开关元件和第二开关元件的接通、断开，所以能够避免二次电池的充电状态因用于使二次电池升温的充放电而从设定电平下降。此外，较为理想的是，在上述的电池升温电路中，所述充电控制部检测所述蓄积部的电压，当检测到的电压为预先设定的设定电平以上时，开始向所述二次电池供应蓄积在所述蓄积部的电。根据该结构，由于当蓄积部的电压为设定电平以上时，开始向所述二次电池供应蓄积在蓄积部的电，所以充电电流能够可靠地流过二次电流。此外，本发明所提供的电池升温装置包括上述的电池升温电路和向所述逆变器电路供应直流电的所述二次电池。根据该结构，能够与上述电池升温电路同样地发挥作用，获得同样的效果。根据本发明，通过使与设置在三相交流马达的三相线圈中的一相线圈连接的第一开关元件和第二开关元件接通、断开，充放电电流流过二次电池，由于二次电池的内阻，该充放电电流产生焦耳热，因此，利用该焦耳热，二次电池的温度上升。因而，不驱动车辆的发动机就能够使二次电池升温。产业上的可利用性本发明所涉及的电池升温电路和电池升温装置能够搭载并理想地利用于电动汽车、混合动力汽车等具备逆变器电路和由该逆变器电路驱动的三相交流马达的车辆，该逆变器电路通过多个开关元件的接通、断开将由二次电池供应的直流电变换为三相交流电。 | 本发明提供一种电池升温电路，是被搭载于具备由二次电池(11)供应直流电的逆变器电路(1)和三相交流马达(2)的车辆的电路，包括：开关控制部(12)，具有与第一开关元件(SW1)的控制端子(CT1)连接的第一端子(T1)和与第二开关元件(SW5)的控制端子(CT2)连接的第二端子(T2)，控制第一开关元件(SW1)和第二开关元件(SW5)的接通、断开；蓄积部(13)，具有与指定线圈(L1)的另一端(P4)连接的第三端子(T3)，在第一开关元件(SW1)为接通的状态下，通过使第二开关元件(SW5)接通、断开来蓄积在指定线圈(L1)产生的相反电动势；以及充电控制部(14)，设置在二次电池(11)的正极与蓄积部(13)之间，向二次电池(11)供应蓄积在蓄积部(13)中的电。 | CN:201180004642.3A | https://patentimages.storage.googleapis.com/40/5c/01/9717a7fdca8985/CN102668229B.pdf | CN:102668229:B | 阿贺悦史, 森本直久 | Matsushita Electric Industrial Co Ltd | CN:1518185:A | Not available | 2015-06-10 | 1.一种电池升温电路，被搭载于具备通过多个开关元件的接通、断开将由二次电池供应的直流电变换为三相交流电的逆变器电路和由所述逆变器电路驱动的三相交流马达的车辆，其特征在于包括：, 开关控制部，在将设置在所述三相交流马达的三相线圈中的一相线圈作为指定线圈、将所述多个开关元件中连接在所述指定线圈的一端与所述二次电池的正极之间的开关元件作为第一开关元件、将所述多个开关元件中连接在所述指定线圈的另一端与所述二次电池的负极之间的开关元件作为第二开关元件时，具有与所述第一开关元件的控制端子连接的第一端子和与所述第二开关元件的控制端子连接的第二端子，通过所述第一端子和所述第二端子分别向所述第一开关元件的控制端子和所述第二开关元件的控制端子输出控制信号，控制所述第一开关元件和所述第二开关元件的接通、断开；, 蓄积部，具有与所述指定线圈的所述另一端连接的第三端子，在所述第一开关元件为接通的状态下，通过使所述第二开关元件接通、断开来蓄积在所述指定线圈产生的相反电动势；以及, 充电控制部，被设置在所述二次电池的正极与所述蓄积部之间，向所述二次电池供应蓄积在所述蓄积部的电。, \n \n, 2.根据权利要求1所述的电池升温电路，其特征在于还包括：检测所述二次电池的温度的温度检测部，其中，, 所述开关控制部，在所述温度检测部的检测温度为预先设定的设定温度以下时，开始让所述第一开关元件和所述第二开关元件接通、断开。, \n \n, 3.根据权利要求1所述的电池升温电路，被搭载于具备检测车室外的温度的温度检测部的车辆，其特征在于：, 所述开关控制部，在所述温度检测部的检测温度为预先设定的设定温度以下时，开始让所述第一开关元件和所述第二开关元件接通、断开。, \n \n \n \n, 4.根据权利要求1至3中任一项所述的电池升温电路，被搭载于具备检测在驾驶席上是否有人就座的就座检测部的车辆，其特征在于：, 所述开关控制部，在由所述就座检测部检测到在驾驶席上有人就座时，开始让所述第一开关元件和第二开关元件接通、断开。, \n \n \n \n, 5.根据权利要求1至3中任一项所述的电池升温电路，被搭载于具备检测上锁的车门是否被解锁的车门检测部的车辆，其特征在于：, 所述开关控制部，在由所述车门检测部检测到上锁的车门被解锁时，开始让所述第一开关元件和第二开关元件接通、断开。, \n \n \n \n, 6.根据权利要求1至3中任一项所述的电池升温电路，其特征在于还包括：判断所述二次电池的充电状态的电池判断部，其中，, 所述开关控制部，在由电池判断部判断的所述二次电池的充电状态为预先设定的设定电平以上时，开始让所述第一开关元件和第二开关元件接通、断开。, \n \n \n \n, 7.根据权利要求1至3中任一项所述的电池升温电路，其特征在于：所述充电控制部，检测所述蓄积部的电压，当检测到的电压为预先设定的设定电平以上时，开始向所述二次电池供应蓄积在所述蓄积部的电。, 8.一种电池升温装置，其特征在于包括：, 如权利要求1至7中任一项所述的电池升温电路；以及, 向所述逆变器电路供应直流电的所述二次电池。 | CN | China | Active | B | True |
| 385 | 一种电动汽车应急续航里程储能换电系统及其控制方法 \n | CN114932835A | NaN | 本发明公开了一种电动汽车应急续航里程储能换电系统及其控制方法，电动汽车应急续航里程储能换电系统包括SOC监测执行模块、电动汽车动力电池、动力电池扩展模块、应急电能储存模块、第一继电器、第二继电器和第三继电器，SOC监测执行模块包括ECU和BMS，电动汽车动力电池连接动力电池扩展模块，便携换电组件连接动力电池扩展模块，制动能量回收组件连接动力电池和应急电能储存模块；ECU通过BMS连接动力电池，进行SOC监测，ECU信号连接应急电能储存模块，进行电压监测；本发明解决了应急电量和应急续航里程不足，电量耗尽后仅能依赖道路救援的问题，提供了具体的供能、储能等电量管理方法，改善用户用车体验。 | CN:202210610458.3A | https://patentimages.storage.googleapis.com/70/af/ee/52a4bbf9fc9608/CN114932835A.pdf | NaN | 周鑫, 万奎云, 何旭, 田超, 许刚 | Hunan Yung Da Intelligent Transmission Ltd By Share Ltd | NaN | Not available | 2022-11-22 | 1.一种电动汽车应急续航里程储能换电系统，其特征在于，包括SOC监测执行模块、电动汽车动力电池、动力电池扩展模块、应急电能储存模块、第一继电器、第二继电器和第三继电器，所述SOC监测执行模块包括ECU和BMS，所述应急电能储存模块包括便携换电组件和储能电池，储能电池安装在便携换电组件上，所述电动汽车动力电池连接动力电池扩展模块，所述便携换电组件通过第一继电器和手动开关连接所述动力电池扩展模块，所述动力电池扩展模块连接电动汽车上的必要用电组件，并通过第三继电器连接电动汽车上的非必要用电组件，电动汽车上的制动能量回收组件连接所述电动汽车动力电池，并通过第二继电器连接所述便携换电组件；ECU通过BMS连接所述电动汽车动力电池，进行电动汽车动力电池的SOC监测，ECU连接所述便携换电组件，用于应急电能储存模块的电压监测，ECU分别连接所述第一继电器、第二继电器和第三继电器。, 2.根据权利要求1所述的电动汽车应急续航里程储能换电系统，其特征在于，所述SOC监测执行模块还包括显示仪表，ECU连接所述显示仪表，将监测的应急电能储存模块的电压值和电动汽车动力电池的SOC值显示在显示仪表上。, 3.根据权利要求1所述的电动汽车应急续航里程储能换电系统，其特征在于，所述储能电池为便携快插储能电池，所述便携换电组件为是一个底部带有正负极防错插接口的快插底座，所述应急电能储存模块的布置位置为后备箱备胎下方或机舱内储物箱内，所述布置位置设置防撞击隔板、防撞击隔板外部安置缓冲填充物。, 4.根据权利要求3所述的电动汽车应急续航里程储能换电系统，其特征在于，所述储能电池与所匹配车型动力电池类型一致，所述储能电池的能量密度≥其匹配车型动力电池的能量密度，储能电池的电池容量处于其匹配车型动力电池容量的1/4～1/3区间，储能电池的电池体积不超过匹配车型动力电池体积的1/3；所述快插底座的深度与便携快插储能电池的高度一致，便携快插储能电池插入快插底座后与快插底座内壁均存在2～3cm间隙。, 5.根据权利要求4所述的电动汽车应急续航里程储能换电系统，其特征在于，所述动力电池扩展模块具体为一种直流线路扩展线束，所述直流线路扩展线束包括动力电池连接端、供电端、动力电池扩展端三个支路，所述支路均具备一正一负两个电极，且同极之间相通，所述动力电池连接端的正负极连接电动汽车动力电池的正负极；所述供电端的正负极连接用电组件供电线路的正负极；所述动力电池扩展端的正负极连接所述应急电能储存模块的正负极。, 6.根据权利要求1所述的电动汽车应急续航里程储能换电系统，其特征在于，所述应急电能储存模块的便携换电组件也连接低效充能系统，所述低效充能系统包括太阳能充电系统。, 7.根据权利要求1所述的电动汽车应急续航里程储能换电系统，其特征在于，所述非必要用电组件包括娱乐、休闲类用电组件，所述必要用电组件包括动力类、辅助驾驶类、USB接口用电组件。, 8.一种根据权利要求1-7任一项所述的电动汽车应急续航里程储能换电系统的控制方法，其特征在于，包括应急扩容电量管理模式和换电扩容模式，所述应急扩容电量管理模式包括：, S1、SOC监测执行模块通过ECU和BMS分别实时获取应急电能储存模块的电压值Vi、电动汽车动力电池的SOC值SOC_i；, S2、判断是否SOC_i＜A，若是，则进入步骤S3，否则进入步骤S5；, S3、判断是否Vi＞Vm，Vm为应急电能储存模块的最小放电电压，若否，则第一继电器调整为断开状态，结束，自动进入换电扩容模式；若是，控制第一继电器调整为闭合状态，应急电能储存模块与电动汽车动力电池共同给电动汽车供电，同时，第三继电器调整为断开状态，关闭非必要用电组件供电；, S4、供电过程中判断是否Vi＞Vm，若是，则继续供电，否则，第一继电器调整为断开状态，应急电能储存模块停止应急供电，自动进入换电扩容模式，结束；, S5、判断是否Vi≥Vo，Vo为应急电能储存模块的最大充电电压，若是，则结束；若否，则进入步骤S6；, S6、判断电动汽车动力电池是否处于充电状态，若是，则进入步骤S7，同时第三继电器调整为闭合状态，开启非必要用电组件供电；否则，进入步骤S9；, S7、判断是否SOC_i＞C，若是，则第一继电器调整为闭合状态，外部充电设备也给应急电能储存模块充电；若否，则重新进入步骤S7；, S8、充电过程中判断是否Vi>Vo，若是，则应急充电结束，第一继电器调整为断开状态，若否，则继续应急充电；, S9、判断是否SOC_i＞B，若否，则结束；若是，则第二继电器调整为闭合状态，制动能量回收组件在制动回收工况下同时给电动汽车动力电池和应急电能储存模块充能；, S10、充能过程中判断是否满足Vi>Vo或SOC_i≤B其中一项，若是，则制动回收应急充能结束，第二继电器调整为断开状态，否则，第二继电器继续保持为闭合状态；, 其中，A为电动汽车动力电池单独驱动时可允许的最小荷电状态，B为非外充状态下，制动回收系统给应急电能储存模块充能的最小荷电状态，C为外充状态下，外充设备给应急电能储存模块充能的最小荷电状态。, 9.根据权利要求8所述的电动汽车应急续航里程储能换电系统的控制方法，其特征在于，除所述自动进入换电扩容模式，还包括人为进入换电扩容模式，电动汽车动力电池或应急电能储存模块未处于缺电状态时，手动关闭应急电能储存模块上的手动保险开关，使得所述手动开关断开；进入换电扩容模式的操作为：人为将所述储能电池替换。, 10.根据权利要求8所述的电动汽车应急续航里程储能换电系统的控制方法，其特征在于，所述A＝10％，B＝65％，C＝85％。 | CN | China | Pending | B | True |
| 386 | 전기자동차의 전력 분배 장치 \n | KR102531176B1 | NaN | 본 발명은 전력 분배 장치에 관한 것으로, 배터리 팩의 충전 전력을 모터를 포함하는 분배대상장치에 분배할 수 있도록 제어기에 의해 접점이 가변되는 다수의 릴레이를 포함하는 전기자동차의 전력 분배 장치에 있어서, 배터리 팩과 모터가 각각 연결되는 한 쌍의 인버터 연결단자와 배터리 분리부를 연결하는 양극 버스바 및 음극 버스바와, 차량탑재형충전기(OBC)가 접속되는 OBC 연결단자와, 상기 OBC 연결단자와 상기 양극 버스바 사이에 직렬로 위치하는 제1릴레이 및 제1퓨즈와, 외부 전력이 인가되는 급속충전단자와, 상기 급속충전단자와 상기 양극 버스바 사이에 직렬로 위치하는 제2릴레이 및 제2퓨즈를 포함하여 완속충전 또는 급속충전이 가능하다. | KR:1020200172138A | https://patentimages.storage.googleapis.com/2c/0f/f2/d009b7e39a020f/KR102531176B1.pdf | KR:102531176:B1 | 윤희복, 윤태봉, 차병기 | 주식회사 미래이앤아이 | KR:101582531:B1, KR:101949099:B1 | Not available | 2017-10-10 | 배터리 팩의 충전 전력을 모터와 분배대상장치에 분배할 수 있도록 제어기에 의해 접점이 가변되는 다수의 릴레이를 포함하는 전기자동차의 전력 분배 장치에 있어서,배터리 팩과 모터가 각각 연결되는 한 쌍의 인버터 연결단자와 배터리 분리부를 연결하는 양극 버스바 및 음극 버스바;차량탑재형충전기(OBC)가 접속되는 OBC 연결단자; 상기 OBC 연결단자와 상기 양극 버스바 사이에 직렬로 위치하는 제1릴레이 및 제1퓨즈; 외부 전력이 인가되는 급속충전단자; 및상기 급속충전단자와 상기 양극 버스바 사이에 직렬로 위치하는 제2릴레이 및 제2퓨즈를 포함하여,완속충전 또는 급속충전이 가능한 전력 분배 장치., 제1항에 있어서,상기 양극 버스바는,분할 구조이며, 분할 구조를 연결하는 메인 퓨즈를 더 포함하는 전력 분배 장치., 제2항에 있어서,상기 분배대상장치가 히터인 경우,상기 히터를 연결하는 연결단자와 릴레이 사이에 위치하는 권선저항기를 더 포함하는 전력 분배 장치., 제1항에 있어서,상기 제1퓨즈는 제2퓨즈에 비하여 전류 용량이 작으며,상기 제1릴레이는 상기 제1퓨즈의 전류 용량보다 더 큰 전류용량을 가지며,상기 제2릴레이는 상기 제2퓨즈의 전류 용량보다 더 큰 전류용량을 가지며,상기 제2릴레이의 전류용량은 상기 제1릴레이의 전류용량보다 큰 것을 특징으로 하는 전력 분배 장치. | KR | South Korea | NaN | B | True |
| 387 | 锂离子电池组自加热装置 \n | CN201397868Y | 技术领域\n 本实用新型涉及一种加热装置，特别涉及一种锂离子电池组自加热装置。背景技术\n 目前，由于锂离子电池具有电压高、容量大、体积小、质量轻，工作温度范围宽等优点，锂离子电池组已被广泛应用在各个领域，尤其应用于电动车辆领域。电动车辆的使用环境复杂，而锂离子电池对使用环境的温度较为敏感，0℃以下电池放电效率较低，而0℃以下充电则存在一定的安全隐患。目前，应用于电动车辆的锂离子电池组在低温环境下使用时，普遍没有加热系统，使用过程中电池组放电效率比较低，影响电池组的功率和使用寿命。发明内容\n 本实用新型为解决公知技术中存在的技术问题而提供一种锂离子电池组自加热装置，该装置从根本上解决由于电池组低温充放电存在的安全隐患和电池组使用寿命的问题。本实用新型为解决公知技术中存在的技术问题所采取的技术方案是：一种锂离子电池组自加热装置，包括继电器，所述继电器串联在发热线中间，所述发热线布置在所述电池组的电池之间，两端与电池组的正负极连接，所述继电器与电池组的保护电路连接。所述发热线为硅胶发热线。本实用新型具有的优点和积极效果是：提高了电池组在外界低温环境下的放电效率，改善了低温充电的安全性，可以广泛应用在电动车电池中，如高速纯电动轿车、混合动力公交车等项目上，通用性强，实用范围广，加工装配方便，结构简单，成本低。附图说明\n 图1是本实用新型的结构示意图。图中：1、电池组，2、主回路开关，3、主回路继电器，4、保护电路，5、继电器，6、发热线。具体实施方式\n 为能进一步了解本实用新型的发明内容、特点及功效，兹例举以下实施例，并配合附图详细说明如下：请参阅图1，本实用新型一种锂离子电池组自加热装置，包括继电器5，所述继电器5串联在发热线6中间，所述发热线6布置在所述电池组1的电池之间，两端与电池组1的正负极连接，所述继电器5与电池组的保护电路4连接。综合考虑经济性和加热效果，所述发热线6为硅胶发热线。本实用新型的工作原理：车辆使用时，打开主回路开关2，保护电路4开始工作，通过保护电路4上温度测量装置来确定目前环境温度，如果环境温度低于设定温度，则继电器5吸合，电池组1通过硅胶发热线6低电流放电，此时硅胶发热线6工作，散发热量，因为电池组1处于密闭空间，能很快地提升电池组温度。当温度达到设定要求，继电器5断开，主回路继电器3吸合，车辆控制表盘显示车辆可以启动。在车辆运行过程中，由于电池放电同时产生热量，所以环境温度可以维持在需要的温度。这样解决了锂离子电池组使用环境温度低，造成电池放电效率低的问题。当电池需要充电时，打开主回路开关2，保护电路4开始工作，如果环境温度低于设定温度，则继电器5吸合，电池组1通过硅胶发热线6低电流放电，提升环境温度，当到达设定温度后，继电器5断开，主回路继电器3吸合，电池组1开始充电。电池组1充电过程中，电池同时产生热量，所以环境温度可以维持在需要的温度。这样解决了锂离子电池组充电因环境温度低造成的安全隐患。尽管上面结合附图对本实用新型的优选实施例进行了描述，但是本实用新型并不局限于上述的具体实施方式，上述的具体实施方式仅仅是示意性的，并不是限制性的，本领域的普通技术人员在本实用新型的启示下，在不脱离本实用新型宗旨和权利要求所保护的范围情况下，还可以做出很多形式，这些均属于本实用新型的保护范围之内。 | 本实用新型公开了一种锂离子电池组自加热装置，包括继电器，所述继电器串联在发热线中间，所述发热线布置在所述电池组的电池之间，两端与电池组的正负极连接，所述继电器与电池组的保护电路连接。本实用新型提高了电池组在外界低温环境下的放电效率，改善了低温充电的安全性，可以广泛应用在电动车电池中，如高速纯电动轿车、混合动力公交车等项目上，通用性强，实用范围广，加工装配方便，结构简单，成本低。 | CN: 200920096318 | https://patentimages.storage.googleapis.com/1e/0e/bc/e349d223ce7faf/CN201397868Y.pdf | CN:201397868:Y | 苗志恒 | Tianjin Lishen Battery JSCL | NaN | Not available | 2010-02-03 | 1.一种锂离子电池组自加热装置，其特征在于，包括继电器，所述继电器串联在发热线中间，所述发热线布置在所述电池组的电池之间，两端与电池组的正负极连接，所述继电器与电池组的保护电路连接。, \n \n, 2.根据权利要求1所述的锂离子电池组自加热装置，其特征在于，所述发热线为硅胶发热线。 | CN | China | Expired - Lifetime | Y02E60/12 | True |
| 388 | 一种电动汽车的续航系统 \n | CN108859804A | 技术领域本发明涉及一种电动汽车的续航系统。背景技术电动汽车，从诞生之日起，就受续航里程所困扰。一般的电动汽车充满电的续航里程只有150公里左右，随着电池的老化，里程越来越少。续航例程超过300公里的电动车，采用更大的电池容量，但是也极大地增加了电动汽车的成本。另一方面，采用发动机补电的增程式技术，因为增加了一套复杂的发动机/发电机系统，极大地增加了汽车的运营及维护的成本。另外，电动汽车续航里程有限，在电池SOC(电池剩余电量百分比)较低时，车辆会出现限功率以保护电池，影响车辆的动力性，且剩余可行驶里程有限，会引起驾驶员的里程恐慌；另外，当电池包出现严重故障时，车辆将不能行驶，无法应对车辆紧急情况下的持续续航。为保证电动车在SOC较低时的保持车辆的动力性和续航能力，同时应对紧急情况下的续航能力，因此需要设计一套可持续续航的装置。发明内容本发明的目的就是为了解决背景技术中的不足之处，提供一种电动汽车的续航系统。为达到上述目的，本发明采用如下技术方案：一种电动汽车的续航系统，其包括电机控制器、原车电池包、续航电池包、电池管理系统及冷却系统，原车电池包并接于电机控制器正负极两端，所述续航电池包并联于原车电池包的正负极两端，所述电池管理系统、冷却系统并联于续航电池包的正负极两端，冷却系统设置于所述续航电池包上。对于本发明的一种优化，续航电池包的电池管理系统和原车电池包的电池管理系统共用CAN通讯总线，并且通过CAN通讯总线与电动汽车的整车控制器电性连接。对于本发明的一种优化，续航电池包还包括设置有预充电接触器、充电接触器、放电接触器，所述电池管理系统对预充接触器、充电接触器、放电接触器的线圈端控制连接。本发明与背景技术相比，具有保证电动车在SOC较低时，保持车辆的动力性和续航能力，同时应对紧急情况下的续航能力，且车辆有两个供电电源可选择，提高了车辆行驶的可靠性；当续航包电量快耗尽时，可以拆卸下来，换上另外一组续航包，或者给汽车充电。附图说明图1是航电池包与原车电池包的电路连接示意图。图2是电动汽车的续航系统与整车控制器的电路连接示意图。具体实施方式实施例1：参照图1和2。一种电动汽车的续航包，其包括电机控制器3、原车电池包1、续航电池包2、电池管理系统及冷却系统，原车电池包1并接于电机控制器3正负极两端，所述续航电池包2并联于原车电池包的正负极两端，所述电池管理系统4、冷却系统5并联于续航电池包2的正负极两端，冷却系统5设置于所述续航电池2包上。续航电池包2的电池管理系统4和原车电池包1的电池管理系统6共用CAN通讯总线7，并且通过CAN通讯总线7与电动汽车的整车控制器8电性连接。续航电池包2还包括设置有预充电接触器9、充电接触器10、放电接触器11，所述电池管理系统4对预充电接触器9、充电接触器10、放电接触器11的线圈端控制连接。本申请只有在电动汽车需要进行长途行驶时，可以租用续航电池包；使用时，首先使用汽车自身的原车电池包，当自身电池包SOC比较低时，切换到续航电池包继续运行，切换可采用手动或者自动的方式；当续航电池包电量快耗尽时，可以拆卸下来，换上另外一组续航电池包，或者给汽车充电；续航电池包的BMS系统和汽车本身的BMS系统共用CAN通讯，但续航包的身份识别号和汽车自带的BMS识别号不同。续航电池包技术，可以减轻汽车厂的续航里程压力。汽车长可以设计120公里续航里程的产品，供日常在市区行驶，当需要长距离行驶时再租用续航包。这样可以降低汽车的出厂价，加快电动汽车的普及。随着电池的老化，续航里程的衰退是用户普遍担心的问题。续航包，可以让汽车不会因为续航里程的衰退而报废。需要理解到的是：本实施例虽然对本发明作了比较详细的说明，但是这些说明，只是对本发明的简单说明，而不是对本发明的限制，任何不超出本发明实质精神内的发明创造，均落入本发明的保护范围内。 | 本申请涉及一种电动汽车的续航系统，其包括电机控制器、原车电池包、续航电池包、电池管理系统及冷却系统，原车电池包并接于电机控制器正负极两端，所述续航电池包并联于原车电池包的正负极两端，所述电池管理系统、冷却系统并联于续航电池包的正负极两端，冷却系统设置于所述续航电池包上。本申请具有保证电动车在SOC较低时，保持车辆的动力性和续航能力，同时应对紧急情况下的续航能力，且车辆有两个供电电源可选择，提高了车辆行驶的可靠性；当续航包电量快耗尽时，可以拆卸下来，换上另外一组续航包，或者给汽车充电。 | CN:201810396485.9A | https://patentimages.storage.googleapis.com/aa/37/70/551db29a1582cc/CN108859804A.pdf | NaN | 何武贤, 高宾, 王子仁 | Shandong Shi Tong Yuntai Amperex Technology Ltd | NaN | Not available | 2018-10-12 | 1.一种电动汽车的续航系统，其包括电机控制器(3)、原车电池包(1)，原车电池包(1)并接于电机控制器(3)正负极两端，其特征在于还包括续航电池包(2)、电池管理系统及冷却系统，所述续航电池包(2)并联于原车电池包的正负极两端，所述电池管理系统(4)、冷却系统(5)并联于续航电池包(2)的正负极两端，冷却系统(5)设置于所述续航电池(2)包上。, \n \n, 2.根据权利要求1所述电动汽车的续航系统，其特征在于续航电池包(2)的电池管理系统(4)和原车电池包(1)的电池管理系统(6)共用CAN通讯总线(7)，并且通过CAN通讯总线(7)与电动汽车的整车控制器(8)电性连接。, \n \n, 3.根据权利要求1所述电动汽车的续航系统，其特征在于续航电池包(2)还包括设置有预充电接触器(9)、充电接触器(10)、放电接触器(11)，所述电池管理系统(4)对预充电接触器(9)、充电接触器(10)、放电接触器(11)的线圈端控制连接。 | CN | China | Pending | Y | True |
| 389 | Battery module with individually restrained battery cells \n | EP3201965A1 | BATTERY MODULE WITH INDIVIDUALLY RESTRAINED BATTERY CELLS BACKGROUND [0001] The present disclosure relates generally to the field of batteries and battery modules. More specifically, the present disclosure relates methods for individually restraining battery cells within battery modules. [0002] This section is intended to introduce the reader to various aspects of art that may be related to various aspects of the present disclosure, which are described below. This discussion is believed to be helpful in providing the reader with background mformation to facilitate a better understanding of the various aspects of the present disclosure. Accordingly, it should be understood that these statements are to be read in this light, and not as admissions of prior art. [0003] A vehicle that uses one or more battery systems for providing all or a portion of the motive po wer for the vehicle can be referred to as an xEV, where the term "xEV" is defined herein to include all of the following vehicles, or any variations or combinations thereof, that use electric power for all or a portion of their vehicular motive force. For example, xEVs include electric vehicles (EVs) that utilize electric power for all motive force. As will be appreciated by those skilled in the art, hybrid electric vehicles (HEVs), also considered xEVs, combine an internal combustion engine propulsion system and a battery-powered electric propulsion system, such as 48 volt or 130 volt systems. The term HEV may include any variation of a hybrid electric vehicle. For example, full hybrid systems (FHEVs) may provide motive and other electrical power to the vehicle using one or more electric motors, using only an internal combustion engine, or using both. In contrast, mild hybrid systems (MHEVs) disable the internal combustion engine when the vehicle is idling and utilize a battery system to continue powering the air conditioning unit, radio, or other electronics, as well as to restart the engine when propulsion is desired. The mild hybrid system may also apply some level of po wer assist, during acceleration for example, to supplement the internal combustion engine. Mild hybrids are typically 96V to 130V and recover braking energy through a belt or crank \n\n integrated starter generator. Further, a micro-hybrid electric vehicle (mHEV) also uses a "Stop-Start" system similar to the mild hybrids, but the micro-hybrid systems of a mHEV may or may not supply power assist to the internal combustion engine and operates at a voltage below 60V. For the purposes of the present discussion, it should be noted that mHEVs typically do not technically use electric power provided directly to the crankshaft or transmission for any portion of the motive force of the vehicle, but an mHEV may still be considered as an xEV since it does use electric power to supplement a vehicle's power needs when the vehicle is idling with internal combustion engine disabled and recovers braking energy through an integrated starter generator. In addition, a plug-in electric vehicle (PEV) is any vehicle that can be charged from an external source of electricity, such as wall sockets, and the energy stored in the rechargeable batter}' packs drives or contributes to drive the wheels. PEVs are a subcategory of EVs that include all-electric or battery electric vehicles (BEVs), plug-in hybrid electric vehicles (PHEVs), and electric vehicle conversions of hybrid electric vehicles and conventional internal combustion engine vehicles. [0004] xEVs as described above may provide a number of advantages as compared to more traditional gas-powered vehicles using only internal combustion engines and traditional electrical systems, which are typically 12V systems powered by a lead acid battery. For example, xEVs may produce fewer undesirable emission products and may exhibit greater fuel efficiency as compared to traditional internal combustion vehicles and, in some cases, such xEVs may eliminate the use of gasoline entirely, as is the case of certain types of E Vs or PEV s. [0005] As technology continues to evolve, there is a need to provide improved power sources, particularly battery modules, for such vehicles. For example, in traditional configurations, the battery cells of a battery module are usually tightly packed within the battery module packaging in order to maximize energy density of the battery module. As such, the thickness of each battery cell should be substantially uniform for such traditional configurations, and even differences in the thicknesses of batter}' cells that result from manufacturing variability can prove problematic when attempting to position the battery cells within the packaging of a battery module. \n\n Accordingly, it is presently recognized that battery designs may be improved to provide improved mechanisms for retaining the battery cells within the battery module that enable greater flexibility in the dimensions of each battery cell . SUMMARY [0006] A summary of certain embodiments disclosed herein is set forth belo w. It should be understood that these aspects are presented merely to provide the reader with a brief summary of these certain embodiments and that these aspects are not intended to limit the scope of this disclosure. Indeed, this disclosure may encompass a variety of aspects that may not be set forth below. [0007] The present disclosure relates to a batten' module that includes a plurality of lithium ion battery cells disposed within a battery module packaging. Each of the plurality of lithium ion battery cells is individually held in place within the batter}' module packaging by a restraining medium. The restraining medium conformally covers a substantial portion of the surface of each of the plurality of lithium ion battery cells and prevents each of the plurality of lithium ion batter cells from expanding during operation of the battery module. [0008] The present disclosure also relates to a method of manufacturing a battery module that includes coupling a plurality of battery cells to at least one bus bar assembly and disposing at least one restraining medium precursor insi de of a battery module packaging. Th e method further includes disposing the plurality of battery- cells and the at least one bus bar assembly into the at least one restraining medium precursor inside the battery module packaging and curing the at least one restraining medium precursor to form a restraining medium that holds the plurality of battery cells in position within the battery module packaging. [0009] The present disclosure also relates to a method of manufacturing a battery module that includes disposing at least one restraining medium precursor inside of a battery module packaging and disposing a plurality of battery cells into the at least one restraining medium precursor inside the battery module packaging. The method further includes coupling the plurality of batter}'- cells to at least one bus bar assembly \n\n and curing the at least one restraining medium precursor to form a restraining medium that holds the plurality of battery cells in position within the battery module packaging. DRAWINGS [0010] Various aspects of this disclosure may be better understood upon reading the following detailed description and upon reference to the drawings in which: [0011] FIG. I is a perspective view of a vehicle having a battery module configured in accordance with present embodiments to provide power for various components of the vehicle; [0012] FIG. 2 is a cutaway schematic view of an embodiment of the vehicle and the battery module of FIG . 1 ; [0013] FIG. 3 is a perspective view of an embodiment of a prismatic batter}' ceil for use in a battery module of the present approach; [0014] FIG. 4 is a perspective view of an embodiment of a power assembly of a battery module of the present approach; [0015] FIG. 5 is a top perspective view of a portion of an embodiment of a batter}' module of the present approach; [0016] FIG. 6 is schematic cross-sectional view of an embodiment of a battery module of the present approach; [0017] FIG. 7 is a flo w diagram illustrating an embodiment of a method for manufacturing a battery module of the present approach; and [0018] FIG. 8 is a flow diagram illustrating another embodiment of a method for manufacturing a battery module of the present approach. \n\n DETAILED DESCRIPTION [0019] One or more specific embodiments will be described below, In an effort to provide a concise description of these embodiments, not all features of an actual implementation are described in the specification. It should be appreciated that in the development of any such actual implementation, as in any engineering or design project, numerous implementation-specific decisions must be made to achieve the developers' specific goals, such as compliance with system-related and business- related constraints, which may vary from one implementation to another. Moreover, it should be appreciated that such a development effort might be complex and time consuming, but would nevertheless be a routine undertaking of design, fabrication, and manufacture for those of ordinary skill having the benefit of this disclosure. [0020] When introducing elements of various embodiments of the present disclosure, the articles "a," "an," and "the" are intended to mean that there are one or more of the elements. The terms "comprising," "including," and "having" are intended to be inclusive and mean that there may be additional elements other than the listed elements. Additionally, it should be understood that references to "one embodiment" or "an embodiment" of the present disclosure are not intended to be interpreted as excluding the existence of additional embodiments that also incorporate the recited features. [0021] The battery systems described herein may be used to provide power to various types of electric vehicles (xEVs) and other high voltage energy storage/expending applications (e.g., electrical grid power storage systems). Such battery systems may include one or more battery modules, each battery module having a number of prismatic battery cells (e.g., Lithium-ion (Li-ion) electrochemical cells) arranged to provide particular voltages and/or currents useful to power, for example, one or more components of an xEV. [0022] The battery cells may have a variety of shapes and sizes, and the present disclosure is intended to generally apply to all of these variations as appropriate. However, as set forth above, certain types of battery cells having particular shapes, \n\n such as prismatic battery cells, may be subject to swelling and variations within a particular manufacturing tolerance. Unfortunately, such swelling and variations can result in a wide variation in size (e.g., thickness), even though the battery cells in a particular set of cells are within a manufacturing tolerance of one another and are the same type of battery cell. |0023] It is now recognized that these variations can be problematic for certain techniques involved with battery module manufacturing, such as establishing a substantially uniform energy density for a set of battery modules, and also with establishing battery cell electrical interconnections using bus bars. For instance, as the thickness of battery ceils change, so may the distance between their respective terminals. Accordingly, establishing certain manufacturing specifications, such as distances between battery cell terminals, can be a challenge. [0024] In addition, because of the potential variations in size, actuatable clamping mechanisms such as a clamp attached to the battery module, a movable plate disposed within the battery module housing that may be actuated (e.g., using a crank, a clamp, an adjustable tie and bolt mechanism) to abut against the batter cells, or an adjustable tie and bolt mechanism used to actuate components (e.g., outer or inner walls) of the batten' module housing, may be used to compress the battery cells by a particular amount. This may be done to maintain the energy density and performance of the battery cells within a predetermined range. Prismatic battery cells, for example, are traditionally held in place by such actuatable clamping mechanisms that are a part of or integrated with a battery module housing. [0025] in view of the foregoing considerations, among others, in traditional manufacturing processes, each prismatic battery cell is carefully selected to ensure that the battery cells will fit and be tightly packed within the packaging of the battery module. However, unlike the battery cells of other battery modules, the present embodiments include batter}' module designs where battery cells are individually restrained within a confomial restraining medium at the time of manufacturing. By individually restraining the battery cells into position within the battery module packaging, the disclosed designs enable greater variability in the dimensions of each \n\n battery cell of a battery module, providing greater flexibility to select a set of battery cells for installation in a battery module based on particular electrical and thermal considerations, without having to worry about the exact dimensions of each battery cell relative to battery module packaging. Additionally, the disclosed restraining medium indi vidually prevents each of the battery cells from substantially s welling during operation (e.g., swelling beyond a predetermined amount), improving performance of the battery cells over the lifetime of the battery module. In general, the disclosed restraining media may be electrically insulating to prevent current leakages between the battery cells and may be thermally conductive to promote battery cell cooling during operation. Additionally, in certain embodiments, the restraining medium may also provide advantages by acting as a sink for heat and/or gases released during a thermal runaway event. [0026 J With the foregoing in mind, present embodiments relating to individually restrained battery cells and associated features may be applied in any number of energy expending systems (e.g., vehicular contexts and stationary power contexts). To facilitate discussion, embodiments of the battery modules described herein are presented in the context of advanced battery modules (e.g., Li -ion battery modules) employed in xEV s. To help illustrate, FIG. 1 is a perspective view of an embodiment of a vehicle 10, which may utilize a regenerative braking system. Although the following discussion is presented in relation to vehicles with regenerative braking systems, the techniques described herein are adaptable to other vehicles that capture/store electrical energy with a battery, which may include electric -powered and gas-powered vehicles, [0027] As discussed above, it would be desirable for a battery system 12 to be largely compatible with traditional vehicle designs. Accordingly, the battery system 12 may be placed in a location in the vehicle 10 that would have housed a traditional battery system. For example, as illustrated, the vehicle 10 may include the battery system 12 positioned similarly to a lead-acid battery of a typical combustion-engine vehicle (e.g., under the hood of the vehicle 10). Furthermore, as will be described in more detail below, the battery system 12 may be positioned to facilitate managing temperature of the battery system 12. For example, in some embodiments, \n\n positioning a battery system 12 under the hood of the vehicle 10 may enable an air duct to channel airflow over the battery system 12 and cool the batter)' system 12. [0028] A more detail ed view of the baiter}' system 12 is described in FIG. 2. As depicted, the battery system 12 includes an energy storage component 14 coupled to an ignition system 16, an alternator 18, a vehicle console 20, and optionally to an electric motor 21 . Generally, the energy storage component 14 may capture/store electrical energy generated in the vehicle 10 and output electrical energy to power electrical devices in the vehicle 10. [0029] In other words, the battery system 12 may supply power to components of the vehicle's electrical system, which may include radiator cooling fans, climate control systems, electric power steering systems, active suspension systems, auto park systems, electric oil pumps, electric super/turbochargers, electric water pumps, heated windscreen/defrosters, window lift motors, vanity lights, tire pressure monitoring systems, sunroof motor controls, power seats, alarm systems, infotainment systems, navigation features, lane departure warning systems, electric parking brakes, external lights, or any combination thereof. Illustratively, in the depicted embodiment, the energy storage component 14 supplies power to the vehicle console 20 and the ignition system 16, which may be used to start (e.g., crank) the internal combustion engine 22. [0030] Additionally, the energy storage component 14 may capture electrical energy generated by the alternator 18 and/or the electric motor 21. In some embodiments, the alternator 18 may generate electrical energy while the internal combustion engine 22 is running. More specifically, the alternator 18 may convert the mechanical energy produced by the rotation of the internal combustion engine 22 into electrical energy. Additionally or alternatively, when the vehicle 10 includes an electric motor 21 , the electric motor 21 may generate electrical energy by converting mechanical energy produced by the movement of the vehicle 10 (e.g., rotation of the wheels) into electrical energy. Thus, in some embodiments, the energy storage component 14 may capture electrical energy generated by the alternator 18 and/or the \n\n electric motor 21 during regenerative braking. As such, the alternator and/or the electric motor 21 are generally referred to herein as a regenerative braking system. [0031] To facilitate capturing and supplying electric energy, the energy storage component 14 may be electrically coupled to the vehicle's electric system via a bus 24. For example, the bus 24 may enable the energy storage component 14 to receive electrical energy generated by the alternator 18 and/or the electric motor 21. Additionally, the bus may enable the energy storage component 14 to output electrical energy to the ignition system 16 and/or the vehicle console 20. Accordingly, when a 12 volt battery system 12 is used, the bus 24 may carry electrical power typically between 8-1 8 volts. [0032] Additionally, as depicted, the energy storage component 14 may include multiple batter}' modules. For example, in the depicted embodiment, the energy storage component 14 includes a lithium ion (e.g., a first) battery module 25 and a lead-acid (e.g., a second) battery module 26, which each includes one or more battery cells. In other embodiments, the energy storage component 14 may include any number of battery modules. Additionally, although the lithium ion battery module 25 and lead-acid battery module 26 are depicted adjacent to one another, they may be positioned in different areas around the vehicle. For example, the lead-acid batter}' module 26 may be positioned in or about the interior of the vehicle 10 while the lithium ion batter}' module 25 may be positioned under the hood of the vehicle 10. [0033] In some embodiments, the energy storage component 14 may include multiple battery modules to utilize multiple different batter}' chemistries. For example, when the lithium ion battery module 25 is used, performance of the battery system 12 may be improved since the lithium ion batter}' chemistry generally has a higher coulombic efficiency and/or a higher power charge acceptance rate (e.g., higher maximum charge current or charge voltage) than the lead-acid battery chemistry'. As such, the capture, storage, and/or distribution efficiency of the battery system 12 may be improved. \n\n [0034] To facilitate controlling the capturing and storing of electrical energy, the battery system 12 may additionally include a control module 27. More specifically, the control module 27 may control operations of components in the battery system 12, such as relays (e.g., switches) within energy storage component 14, the alternator 18, and/or the electric motor 21. For example, the control module 27 may regulate amount of electrical energy captured/supplied by each battery module 25 or 26 (e.g., to de-rate and re-rate the battery system 12), perform load balancing between the batter}' modules 25 and 26, determine a state of charge of each batter}' module 25 or 26, determine temperature of each batter}' module 25 or 26, control voltage output by the alternator 18 and/or the electric motor 21, and the like. [0035] Accordingly, the control module 27 may include one or processor 28 and one or more memory 29. More specifically, the one or more processor 28 may include one or more application specific integrated circuits (ASICs), one or more field programmable gate arrays (FPGAs), one or more general purpose processors, or any combination thereof. Additionally, the one or more memory 29 may include volatile memory, such as random access memory (RAM), and/or non-volatile memory, such as read-only memory (ROM), optical drives, hard disc drives, or solid-state drives. In some embodiments, the control module 27 may include portions of a vehicle control unit (VCU) and/or a separate batter}' control module. Furthermore, as depicted, the lithium ion battery module 25 and the lead-acid battery module 26 are connected in parallel across their terminals. In other words, the lithium ion battery module 25 and the lead-acid module 26 may be coupled in parallel to the vehicle's electrical system via the bus 24, [0036] The lithium ion battery modules 25 described herein, as noted, may include a number of lithium ion electrochemical batter}' cells electrically coupled to provide particular currents and/or voltages to provide power to the xEV 10. FIG. 3 is a perspective view of an embodiment of a battery cell 30, in particular a prismatic battery cell, that may be used with the presently disclosed battery module designs. Again, other battery cells shapes and designs may be incorporated into other similarly-configured battery modules. The illustrated battery cell 30 has a packaging 32 (e.g., a metallic "casing" or "can") that encloses the internal components of the \n\n cell, including the "jelly-roll" of the cathode and anode material s and a suitable electrolyte. The battery cell 30 may be any suitable type of lithium ion electrochemical cell, including but not limited to lithium nickel manganese cobalt oxide (NMC) and lithium titanate (LTO) battery cells, NMC/graphite battery cells, and so forth. By way of example, the positive electrode (cathode) active material and/ or the negative electrode (anode) active material may be a lithium metal oxide (LMO) component or a blend of multiple LMO components. As used herein, lithium metal oxides (LMOs) may refer to any class of materials whose formula includes lithium and oxygen as well as one or more additional metal species (e.g., nickel, cobalt, manganese, aluminum, iron, or another suitable metal). A non-limiting list of example LMOs may include: mixed metal compositions including lithium, nickel, manganese, and cobalt ions such as lithium nickel cobalt manganese oxide (NMC) (e.g., LiNiiz-jCoj/sMiii/sO?), lithium nickel cobalt aluminum oxide (NCA) (e.g., LiNio.gCoo.15Alo.05O2), lithium cobalt oxide ( I . CO } (e.g., LiCo02), and lithium metal oxide spinel (LMO-spinel) (e.g., L1M112O4). By specific example, in certain embodiments, the positive electrode (cathode) active material may be a N MC/LCO blend and the negative electrode (anode) active material may be LTO for the illustrated battery cell 30. In other embodiments, the positive electrode (cathode) active material may be a LTO blend and the negative electrode (anode) active material may be graphite for the illustrated battery cell 30. However, it may be appreciated that the present disclosure is not intended to be limited to a particular combination of cathode and anode active materials and, indeed, is intended to be compatible with any appropriate combination of active materials. Additionally, the packaging or case 32 of the illustrated prismatic batter}' cell 30 has no substantial polarity (i.e., a neutral can); however, in other embodiments, the packaging 32 may have a positive or negative polarity. [0037] The batter}'- cell 30 illustrated in FIG. 3 is prismatic, where a prismatic batter}' cell, as defined herein, includes a prismatic case that is generally rectangular in shape, in contrast to pouch cells, the prismatic casing is formed from a relatively inflexible, hard (e.g., metallic) material. However, it should be noted that certain of \n\n the embodiments described below may incorporate pouch cells and/or cylindrical cells in addition to or in lieu of prismatic battery cells. [0038] The packaging 32 of the illustrated prismatic battery cell 30 includes rounded end portions 34A and 34B as well as substantially flat front and back sides 36A and 36B. In accordance with present embodiments, each prismatic battery cell 30 may include a top portion 38A, where a set of cell terminals 40, 42 (e.g., positive and negative cell terminals) are located. One or more cell vents 44 may also be located on the top portion 38A. The packaging 32 of the illustrated prismatic batter cell 30 also includes a bottom portion 38B positioned opposite the top portion 38 A, First and second end portions 34A and 34B, which may be straight or rounded, extend between the bottom and top casing portions 38 A, 38B in respective positions corresponding to the cell terminals 40, 42. First and second sides 36 A, 36B, which may be flat (as shown) or rounded, couple the first and second end portions 34A, 34B at opposing ends of the packaging 32 of the illustrated prismatic battery cell 30. [0039] It may be appreciated that, in certain embodiments, the illustrated prismatic batter}' cell 30 may swell or expand during operation. For example, for embodiments in which the prismatic battery cell 30 is lithium ion battery cell having a graphitic anode active material, the layers of the "jelly-roll" disposed within the packaging 32 of the prismatic battery cell 30 may expand as a result of Li intercalation during charging. Additionally, in certain embodiments, the prismatic battery cell 30 may also expand as a result of resistive heating when charging. As such, for certain embodiments, if the packaging 32 of the prismatic battery cell 30 is not properly restrained, then the packaging 32 may bulge and swell as a result of the expansion of the internal components of the ceil. This reduces energy density and performance of the battery cell 30. Additionally, as the prismatic batter)' cell 30 swells, the individual cathode and anode layers of the "jelly-roll" may be allowed to separate from one another, increasing the resistance of the battery ceil 30. As such, it is generally desirable to restrain the prismatic battery' ceil 30 in such a manner that the packaging 32 is not able to substantially swell or expand during charging cycles in order to improve the performance and the longevity of the prismatic battery' ceil 30. \n\n [0040] in other battery modules, a number of prismatic battery cells, like the prismatic batter)' ceil 30 illustrated in FIG. 3, may be packed tightly against one another such that each prismatic battery7 cell 30 is restrained against its neighbor or against heat fins or shelves to restrict the expansion of the battery cells during charging cycles. For battery modules in which the prismatic battery cells 30 are restrained by being tightly packed together, each prismatic battery cell 30 of the battery module must be carefully selected so that each prismatic batter}' cell 30 fits into its respective position (e.g., on or between particular heat fins or shelves) and/ or that all of the prismatic battery cells 30 of the batter module fit within the packaging of the battery module. By specific example, for other battery modules, each prismatic battery cell 30 of a battery module being manufactured may be carefully selected from a lot of prismatic battery cells 30 such that the thickness 46 of each prismatic ba tter}' cell 30 together ma tches the width of the packaging of the battery module to ensure tight packing, it may be appreciated that, within a lot (a set) of prismatic battery cells 30, the thicknesses 46 may vary from cell to cell because of manufacturing variability and because the prismatic battery cells 30 may not have identical states of charge (SOC). As such, when other battery modules are assembled, the dimensions of each prismatic battery cell 30 are a major design consideration that should be met before other design considerations of the prismatic battery cells 30 (e.g., electrical and thermal considerations) may be addressed. [0041 j Accordingly, present embodiments address the limitations of other ba ttery modules by individually restraining each prismatic battery cell 30 in a restraining medium such that the manufacturer no longer needs to be concerned about slight variations in the thickness 46 of each prismatic batter cell 30 and may have greater flexibility to focus on selecting the prismatic battery cells 30 of a battery module 12 based on other (e.g., electrical, thermal) design considerations. [0042 j As used herein, the distance between the center of a terminal of one prismatic battery ceil 30 and the center of the closest terminal of an adjacent prismatic batter}' cell 30 may be referred to as the "cell-to-cell distance." For battery module designs that use a tightly packed stack of prismatic battery cells 30, the cell-to-cell distance is affected by the thickness 46 of each prismatic battery cell 30. However, \n\n for the disclosed battery module designs, the cell-to-cell distance is set at the time of manufacturing by the bus bar assemblies that couple the prismatic batter cells 30 of the battery module 12 to one another, [0043] For example, FIG. 4 is a perspective view illustrating an embodiment of a power assembly 48 of a battery module. The illustrated power assembly 48 includes three prismatic battery cells 30A, 30B, and 30C that are coupled to one another via a first (e.g., front) bus bar assembly 50 and a second (e.g., back) bus bar assembly 52. It may be appreciated that the illustrated power assembly 48 is not complete as ten additional prismatic battery cells 30 have been removed to more clearly view other elements. As shown by prismatic battery cells 30B and 30C, each prismatic battery cell 30 may be oriented electrically opposite the adjacent prismatic battery cell 30, such that the negative terminal 42C of the prismatic battery cell 30C is disposed near the positi ve terminal 40B of the neighboring prismatic battery cell 30B. Each of the positive terminals 40A, 40B, and 40C and the negative terminals 42A, 42B, and 42C extend up through holes 53 in the first and second bus bar assemblies 50 and 52. Additionally, the first and second bus bar assemblies 50 and 52 each include a number of slots 54 that each receive a bus bar 56 (e.g., bus bars 56 A and 56B) that electrically couple the positive terminal of one prismatic battery cell (e.g., the positive terminal 40C of the prismatic battery cell 30C) to the negative terminal of an adjacent prismatic battery cell (e.g., the negative terminal 42B of the prismatic battery cell 30B). Once fully assembled, each of the terminals of the prismatic battery cells 30 of the power assembly 48 would be coupled to one of the bus bars 54, except for the first and last terminals (e.g., terminals 40 A. and the 42C), which may be electrically coupled other portions (e.g., a master relay, power conversion circuitry') of the batter module. [0044] in certain embodiments, the bus bar assemblies 50 and 52 may be polymeric and the bus bars 54 may be monometallic or bimetallic. That is, for embodiments in which the prismatic battery cells 30 include an embodiment of the positive terminal 40 made from a first metal (e.g., aluminum) and an embodiment of the negative terminal 42 made from a second metal (e.g., copper), a portion of each bus bar 54 may be made from the first metal (e.g., aluminum) and another portion \n\n may be made from the second metal (e.g., copper) to enable effective laser welding and mitigate galvanic effects. By specific example, in certain embodiments, except for the first and last terminals 40A and 42C of the power assembly 48, the aluminum positive terminals 40 of each prismatic battery cell 30 may be coupled (e.g., laser welded) to the aluminum portion of the bus bars | The present disclosure includes a battery module that includes a plurality of lithium ion battery cells disposed within a battery module packaging. Each of the plurality of lithium ion battery cells is individually held in place within the battery module packaging by a restraining medium. The restraining medium conformally covers a substantial portion of the surface of each of the plurality of lithium ion battery cells and prevents each of the plurality of lithium ion battery cells from expanding during operation of the battery module. | EP:15745280.6A | NaN | NaN | Jonathan P. Lobert, Jason D. Fuhr, Robert J. Mack, Richard M. Dekeuster | Johnson Controls Technology Co | WO:2011027328:A2, DE:102010023940:A1, US:20140045037:A1, WO:2015075766:A1, WO:2016053425:A1 | 2017-07-07 | 2022-10-04 | 1. A battery module, comprising: , a battery module packaging; , a plurality of lithium ion battery cells disposed within the batter}' module packaging; and , a restraining medium conformally coated about each lithium ion batter cell of the plurality of lithium ion battery cells; , wherein each lithium ion batter cell of the plurality of lithium ion battery cells is individually held in place within the battery module packaging by the restraining medium, and the restraining medium is configured to resist expansion of the plurality of lithium ion battery cells during operation. , 2. The battery module of claim 1, wherein the restraining medium is disposed about two faces of each lithium ion battery ceil of the plurality of lithium ion battery ceils. , 3. The battery module of claim 1 , wherein the plurality of lithium ion battery- cells comprises lithium ion battery cells having different thicknesses. , 4. The battery module of claim 1 , wherein the plurality of lithium ion batter}' cells comprises prismatic battery cells. , 5. The battery module of claim 1, wherein a cathode active material of the plurality of lithium ion battery cells comprises lithium nickel manganese cobalt oxide (NMC). , 6. The battery module of claim 5, wherein a cathode active material of the plurality of lithium ion battery cells comprises lithium cobalt oxide (LCO) blended together with the NMC. \n\n, 7. The battery module of claim 1, wherein an anode active material of the plurality of lithium ion batter cells comprises lithium titanate (LTO). , 8. The battery module of claim 1 , comprising a first bus bar assembly and a second bus bar assembly that electrically couple the plurality of lithium ion battery cells, , 9. The battery module of claim 8, wherein the first and second bus bar assembl ies define a uniform terminal-to-terminal distance between each of the plurality of lithium ion battery cells. , 10. The battery module of claim 1, wherein the restraining medium is electrically insula live . , 11. The battery module of claim 1 , wherein the restraining medium is thermally conductive. , 12. The batter}' module of claim 1 , wherein the restraining medium comprises an epoxy resin. , 13. The battery module of claim 1 , comprising a heat sink disposed on a bottom side of the battery module opposite a top side of the batter}' module positioned proximate a set of terminals of the plurality of lithium ion battery cells, wherein the restraining medium is in thermal contact with the plurality of lithium ion battery cells and with the heat sink. , 14. A battery module, comprising: , a battery module packaging; , a plurality of prismatic ba tter}' ceils disposed within the battery module packaging, wherein each prismatic battery cell comprises a top portion having terminals, a bottom portion opposite the top portion, and side portions extending between the top and bottom portions; and \n\n a restraining medium conformaliy coated about the bottom portion and the side portions, the side portions being conformaliy coated by the restraining medium such that the restraining medium encompasses an expected swell region of the side portions; , wherein each prismatic battery ceil of the plurality of prismatic batter cells is individually held in place within the battery module packaging by the restraining medium. , 15. The battery module of claim 14, wherein the expected swell region corresponds to a position of an electrode jelly roll of each prismatic battery cell. , 16. The battery module of claim 14, comprising a first bus bar assembly and a second bus bar assembly that electrically couple the plurality of prismatic battery ceils. , 17. The battery module of claim 16, wherein the first and second bus bar assemblies define a uniform terminal-to-terminal distance between each of the plurality of prismatic battery cells. , 18. A method of manufacturing a battery module, comprising: , coupling a plurality of battery cells to a bus bar assembly such that respective terminal pairs of each ba ttery ceil of the plurality of battery ceils are spaced apart from an adjacent terminal pair of an adjacent battery cell of the plurality of battery ceils at a fixed distance: , disposing the plurality of battery cells and the bus bar assembly into a battery module packaging; , disposing a restraining medium precursor inside the battery module packaging; and , curing the restraining medium precursor to form a restraining medium that holds the plurality of battery cells in position within the battery module packaging. \n\n, 19. The method of claim 18, comprising discharging the plurality of battery cells before coupling the plurality of battery cel ls to the bus bar assembly. , 20. The method of claim 19, wherein discharging the plurality of battery cells before coupling the plurality of battery cells to the bus bar assembly comprises discharging the plurality of battery ceils to a state of charge (SOC) below a minimum rated SOC for the plurality of battery cells. , 21. The method of claim 1 8, wherein the restraining medium precursor comprises a part of a two-part epoxy resin. , 22. The method of claim 18, comprising disposing an additional restraining medium precursor or a curing agent in the batteiy module packaging before curing the restraining medium precursor to form the restraining medium. , 23. The method of claim 18, comprising coupling the plurality of battery cells to an additional bus bar assembly, , 24. The method of claim 1 8, wherein the plurality of battery ceils and the bus bar assembly are disposed into the battery module packaging before the restraining medium precursor. , 25. The method of claim 18, wherein the plurality of batten' cells and the bus bar assembly are disposed into the batteiy module packaging after the restraining medium precursor. \n | EP | European Patent Office | Withdrawn | H | True |
| 390 | Resilient high-voltage interlock loop \n | US10274532B1 | The present disclosure is generally directed to vehicle systems, in particular, toward electric and/or hybrid-electric vehicles.\nIn recent years, transportation methods have changed substantially. This change is due in part to a concern over the limited availability of natural resources, a proliferation in personal technology, and a societal shift to adopt more environmentally friendly transportation solutions. These considerations have encouraged the development of a number of new flexible-fuel vehicles, hybrid-electric vehicles, and electric vehicles.\nWhile these vehicles appear to be new they are generally implemented as a number of traditional subsystems that are merely tied to an alternative power source. In fact, the design and construction of the vehicles is limited to standard frame sizes, shapes, materials, and transportation concepts. Among other things, these limitations fail to take advantage of the benefits of new technology, power sources, and support infrastructure.\n FIG. 1 shows a vehicle in accordance with embodiments of the present disclosure;\n FIG. 2 shows a vehicle in an environment in accordance with embodiments of the present disclosure;\n FIG. 3 is a diagram of an embodiment of a data structure for storing information about a vehicle in an environment;\n FIG. 4A shows a vehicle in a user environment in accordance with embodiments of the present disclosure;\n FIG. 4B shows a vehicle in a fleet management and automated operation environment in accordance with embodiments of the present disclosure;\n FIG. 4C shows an embodiment of the instrument panel of the vehicle according to one embodiment of the present disclosure;\n FIG. 5 shows charging areas associated with an environment in accordance with embodiments of the present disclosure;\n FIG. 6 shows a vehicle in a roadway charging environment in accordance with embodiments of the present disclosure;\n FIG. 7 shows a vehicle in a robotic charging station environment in accordance with another embodiment of the present disclosure;\n FIG. 8 shows a vehicle in an overhead charging environment in accordance with another embodiment of the present disclosure;\n FIG. 9 shows a vehicle in a roadway environment comprising roadway vehicles in accordance with another embodiment of the present disclosure;\n FIG. 10 shows a vehicle in an aerial vehicle charging environment in accordance with another embodiment of the present disclosure;\n FIG. 11 shows a vehicle in an emergency charging environment in accordance with embodiments of the present disclosure;\n FIG. 12 is a perspective view of a vehicle in accordance with embodiments of the present disclosure;\n FIG. 13 is a plan view of a vehicle in accordance with at least some embodiments of the present disclosure;\n FIG. 14 is a plan view of a vehicle in accordance with embodiments of the present disclosure;\n FIG. 15 is a block diagram of an embodiment of an electrical system of the vehicle;\n FIG. 16 is a block diagram of an embodiment of a power generation unit associated with the electrical system of the vehicle;\n FIG. 17 is a block diagram of an embodiment of power storage associated with the electrical system of the vehicle;\n FIG. 18 is a block diagram of an embodiment of loads associated with the electrical system of the vehicle;\n FIG. 19A is a block diagram of an exemplary embodiment of a communications subsystem of the vehicle;\n FIG. 19B is a block diagram of a computing environment associated with the embodiments presented herein;\n FIG. 19C is a block diagram of a computing device associated with one or more components described herein;\n FIG. 20 illustrates a block diagram of a power system in accordance with embodiments of the present disclosure;\n FIG. 21 illustrates a block diagram of a power system in accordance with embodiments of the present disclosure;\n FIG. 22 illustrates a block diagram of a power system in accordance with embodiments of the present disclosure;\n FIG. 23 illustrates a block diagram of a power system in accordance with embodiments of the present disclosure;\n FIGS. 24-27 illustrates waveforms combinations in accordance with embodiments of the present disclosure;\n FIG. 28 illustrates a block diagram of a power system in accordance with embodiments of the present disclosure;\n FIG. 29 illustrates a process in accordance with embodiments of the present disclosure; and\n FIG. 30 illustrates a block diagram of a power system in accordance with embodiments of the present disclosure.\nEmbodiments of the present disclosure will be described in connection with a vehicle, and in accordance with one exemplary embodiment an electric vehicle and/or hybrid-electric vehicle and associated systems.\nWith attention to FIGS. 1-28, embodiments of the electric vehicle system 10 and method of use are depicted.\nReferring to FIG. 1, the electric vehicle system comprises electric vehicle 100. The electric vehicle 100 comprises vehicle front 110, vehicle aft 120, vehicle roof 130, vehicle side 160, vehicle undercarriage 140 and vehicle interior 150.\nReferring to FIG. 2, the vehicle 100 is depicted in a plurality of exemplary environments in diagram 10. The vehicle 100 may operate in any one or more of the depicted environments in any combination. Other embodiments are possible but are not depicted in FIG. 2. Generally, the vehicle 100 may operate in environments which enable charging of the vehicle 100 and/or operation of the vehicle 100. More specifically, the vehicle 100 may receive a charge via one or more means comprising emergency charging vehicle system 270, aerial vehicle charging system 280, roadway system 250, robotic charging system 254 and overhead charging system 258. The vehicle 100 may interact and/or operate in an environment comprising one or more other roadway vehicles 260. The vehicle 100 may engage with elements within the vehicle 100 comprising vehicle driver 220, vehicle passengers 230 and vehicle database 210. In one embodiment, vehicle database 210 does not physically reside in the vehicle 100 but is instead accessed remotely, e.g. by wireless communication, and resides in another location such as a residence or business location. Vehicle 100 may operate autonomously and/or semi-autonomously in an autonomous environment 290 (here, depicted as a roadway environment presenting a roadway obstacle of which the vehicle 100 autonomously identifies and steers the vehicle 100 clear of the obstacle). Furthermore, the vehicle 100 may engage with a remote operator system 240, which may provide fleet management instructions or control.\n FIG. 3 is a diagram of an embodiment of a data structure 300 for storing information about a vehicle 100 in an environment. The data structure may be stored in vehicle database 210. Generally, data structure 300 identifies operational data associated with charging types 310A. The data structures 300 may be accessible by a vehicle controller. The data contained in data structure 300 enables, among other things, for the vehicle 100 to receive a charge from a given charging type.\nData may comprise charging type 310A comprising a manual charging station 310J, robotic charging station 310K such as robotic charging system 254, a roadway charging system 310L such as those of roadway system 250, an emergency charging system 310M such as that of emergency charging vehicle system 270, an emergency charging system 310N such as that of aerial vehicle charging system 280, and overhead charging type 3100 such as that of overhead charging system 258.\nCompatible vehicle charging panel types 310B comprise locations on vehicle 100 wherein charging may be received, such as vehicle roof 130, vehicle side 160 and vehicle lower or undercarriage 140. Compatible vehicle storage units 310C data indicates storage units types that may receive power from a given charging type 310A. Available automation level 310D data indicates the degree of automation available for a given charging type; a high level may indicate full automation, allowing the vehicle driver 220 and/or vehicle passenger(s) 230 to not involve themselves in charging operations, while a low level of automation may require the driver 220 and/or passenger(s) 230 to manipulate/position a vehicle charging device to engage with a particular charging type 310A to receive charging. Charging status 310E indicates whether a charging type 310A is available for charging (i.e. is “up”) or is unavailable for charging (i.e. is “down”). Charge rate 310F provides a relative value for time to charge, while Cost 310G indicates the cost to vehicle 100 to receive a given charge. The Other data element 310H may provide additional data relevant to a given charging type 310A, such as a recommended separation distance between a vehicle charging plate and the charging source. The Shielding data element 310I indicates if electromagnetic shielding is recommended for a given charging type 310A and/or charging configuration. Further data fields 310P, 310Q are possible.\n FIG. 4A depicts the vehicle 100 in a user environment comprising vehicle database 210, vehicle driver 220 and vehicle passengers 230. Vehicle 100 further comprises vehicle instrument panel 400 to facilitate or enable interactions with one or more of vehicle database 210, vehicle driver 220 and vehicle passengers 230. In one embodiment, driver 220 interacts with instrument panel 400 to query database 210 so as to locate available charging options and to consider or weigh associated terms and conditions of the charging options. Once a charging option is selected, driver 220 may engage or operate a manual control device (e.g., a joystick) to position a vehicle charging receiver panel so as to receive a charge.\n FIG. 4B depicts the vehicle 100 in a user environment comprising a remote operator system 240 and an autonomous driving environment 290. In the remote operator system 240 environment, a fleet of electric vehicles 100 (or mixture of electric and non-electric vehicles) is managed and/or controlled remotely. For example, a human operator may dictate that only certain types of charging types are to be used, or only those charging types below a certain price point are to be used. The remote operator system 240 may comprise a database comprising operational data, such as fleet-wide operational data. In another example, the vehicle 100 may operate in an autonomous driving environment 290 wherein the vehicle 100 is operated with some degree of autonomy, ranging from complete autonomous operation to semi-automation wherein only specific driving parameters (e.g., speed control or obstacle avoidance) are maintained or controlled autonomously. In FIG. 4B, autonomous driving environment 290 depicts an oil slick roadway hazard that triggers that triggers the vehicle 100, while in an automated obstacle avoidance mode, to automatically steer around the roadway hazard.\n FIG. 4C shows one embodiment of the vehicle instrument panel 400 of vehicle 100. Instrument panel 400 of vehicle 100 comprises steering wheel 410, vehicle operational display 420 (which would provide basic driving data such as speed), one or more auxiliary displays 424 (which may display, e.g., entertainment applications such as music or radio selections), heads-up display 434 (which may provide, e.g., guidance information such as route to destination, or obstacle warning information to warn of a potential collision, or some or all primary vehicle operational data such as speed), power management display 428 (which may provide, e.g., data as to electric power levels of vehicle 100), and charging manual controller 432 (which provides a physical input, e.g. a joystick, to manual maneuver, e.g., a vehicle charging plate to a desired separation distance). One or more of displays of instrument panel 400 may be touch-screen displays. One or more displays of instrument panel 400 may be mobile devices and/or applications residing on a mobile device such as a smart phone.\n FIG. 5 depicts a charging environment of a roadway charging system 250. The charging area may be in the roadway 504, on the roadway 504, or otherwise adjacent to the roadway 504, and/or combinations thereof. This static charging area 520B may allow a charge to be transferred even while the electrical vehicle 100 is moving. For example, the static charging area 520B may include a charging transmitter (e.g., conductor, etc.) that provides a transfer of energy when in a suitable range of a receiving unit (e.g., an inductor pick up, etc.). In this example, the receiving unit may be a part of the charging panel associated with the electrical vehicle 100.\nThe static charging areas 520A, 520B may be positioned a static area such as a designated spot, pad, parking space 540A, 540B, traffic controlled space (e.g., an area adjacent to a stop sign, traffic light, gate, etc.), portion of a building, portion of a structure, etc., and/or combinations thereof. Some static charging areas may require that the electric vehicle 100 is stationary before a charge, or electrical energy transfer, is initiated. The charging of vehicle 100 may occur by any of several means comprising a plug or other protruding feature. The power source 516A, 516B may include a receptacle or other receiving feature, and/or vice versa.\nThe charging area may be a moving charging area 520C. Moving charging areas 520C may include charging areas associated with one or more portions of a vehicle, a robotic charging device, a tracked charging device, a rail charging device, etc., and/or combinations thereof. In a moving charging area 520C, the electrical vehicle 100 may be configured to receive a charge, via a charging panel, while the vehicle 100 is moving and/or while the vehicle 100 is stationary. In some embodiments, the electrical vehicle 100 may synchronize to move at the same speed, acceleration, and/or path as the moving charging area 520C. In one embodiment, the moving charging area 520C may synchronize to move at the same speed, acceleration, and/or path as the electrical vehicle 100. In any event, the synchronization may be based on an exchange of information communicated across a communications channel between the electric vehicle 100 and the charging area 520C. Additionally or alternatively, the synchronization may be based on information associated with a movement of the electric vehicle 100 and/or the moving charging area 520C. In some embodiments, the moving charging area 520C may be configured to move along a direction or path 532 from an origin position to a destination position 520C′.\nIn some embodiments, a transformer may be included to convert a power setting associated with a main power supply to a power supply used by the charging areas 520A-C. For example, the transformer may increase or decrease a voltage associated with power supplied via one or more power transmission lines.\nReferring to FIG. 6, a vehicle 100 is shown in a charging environment in accordance with embodiments of the present disclosure. The system 10 comprises a vehicle 100, an electrical storage unit 612, an external power source 516 able to provide a charge to the vehicle 100, a charging panel 608 mounted on the vehicle 100 and in electrical communication with the electrical storage unit 612, and a vehicle charging panel controller 610. The charging panel controller 610 may determine if the electrical storage unit requires charging and if conditions allow for deployment of a charging panel. The vehicle charging panel 608 may operate in at least a retracted state and a deployed state (608 and 608′ as shown is FIG. 6), and is movable by way of an armature.\nThe charging panel controller 610 may receive signals from vehicle sensors 626 to determine, for example, if a hazard is present in the path of the vehicle 100 such that deployment of the vehicle charging panel 608 is inadvisable. The charging panel controller 610 may also query vehicle database 210 comprising data structures 300 to establish other required conditions for deployment. For example, the database may provide that a particular roadway does not provide a charging service or the charging service is inactive, wherein the charging panel 108 would not be deployed.\nThe power source 516 may include at least one electrical transmission line 624 and at least one power transmitter or charging area 520. During a charge, the charging panel 608 may serve to transfer energy from the power source 516 to at least one energy storage unit 612 (e.g., battery, capacitor, power cell, etc.) of the electric vehicle 100.\n FIG. 7 shows a vehicle 100 in a charging station environment 254 in accordance with another embodiment of the present disclosure. Generally, in this embodiment of the disclosure, charging occurs from a robotic unit 700.\n Robotic charging unit 700 comprises one or more robotic unit arms 704, at least one robotic unit arm 704 interconnected with charging plate 520. The one or more robotic unit arms 704 maneuver charging plate 520 relative to charging panel 608 of vehicle 100. Charging plate 520 is positioned to a desired or selectable separation distance, as assisted by a separation distance sensor disposed on charging plate 520. Charging plate 520 may remain at a finite separation distance from charging panel 608, or may directly contact charging panel (i.e. such that separation distance is zero). Charging may be by induction. In alternative embodiments, separation distance sensor is alternatively or additionally disposed on robotic arm 704. Vehicle 100 receives charging via charging panel 608 which in turn charges energy storage unit 612. Charging panel controller 610 is in communication with energy storage unit 612, charging panel 608, vehicle database 300, charge provider controller 622, and/or any one of elements of instrument panel 400.\nRobotic unit further comprises, is in communication with and/or is interconnected with charge provider controller 622, power source 516 and a robotic unit database. Power source 516 supplies power, such as electrical power, to charge plate 520 to enable charging of vehicle 100 via charging panel 608. Controller 622 maneuvers or operates robotic unit 704, either directly and/or completely or with assistance from a remote user, such as a driver or passenger in vehicle 100 by way of, in one embodiment, charging manual controller 432.\n FIG. 8 shows a vehicle 100 in an overhead charging environment in accordance with another embodiment of the present disclosure. Generally, in this embodiment of the disclosure, charging occurs from an overhead towered charging system 258 similar to existing commuter rail systems. Such an overhead towered system 258 may be easier to build and repair compared to in-roadway systems. Generally, the disclosure includes a specially-designed overhead roadway charging system comprising an overhead charging cable or first wire 814 that is configured to engage an overhead contact 824 which provides charge to charging panel 608 which provides charge to vehicle energy storage unit 612. The overhead towered charging system 258 may further comprise second wire 818 to provide stability and structural strength to the roadway charging system 800. The first wire 814 and second wire 818 are strung between towers 810.\nThe overhead charging cable or first wire 814 is analogous to a contact wire used to provide charging to electric trains or other vehicles. An external source provides or supplies electrical power to the first wire 814. The charge provider comprises an energy source i.e. a provider battery and a provider charge circuit or controller in communication with the provider battery. The overhead charging cable or first wire 814 engages the overhead contact 824 which is in electrical communication with charge receiver panel 108. The overhead contact 824 may comprise any known means to connect to overhead electrical power cables, such as a pantograph 820, a bow collector, a trolley pole or any means known to those skilled in the art. Further disclosure regarding electrical power or energy transfer via overhead systems is found in US Pat. Publ. No. 2013/0105264 to Ruth entitled “Pantograph Assembly,” the entire contents of which are incorporated by reference for all purposes. In one embodiment, the charging of vehicle 100 by overhead charging system 800 via overhead contact 824 is by any means know to those skilled in the art, to include those described in the above-referenced US Pat. Publ. No. 2013/0105264 to Ruth.\nThe overhead contact 824 presses against the underside of the lowest overhead wire of the overhead charging system, i.e. the overhead charging cable or first wire 814, aka the contact wire. The overhead contact 824 may be electrically conductive. Alternatively, or additionally, the overhead contact 824 may be adapted to receive electrical power from overhead charging cable or first wire 814 by inductive charging.\nIn one embodiment, the receipt and/or control of the energy provided via overhead contact 824 (as connected to the energy storage unit 612) is provided by receiver charge circuit or charging panel controller 110.\n Overhead contact 824 and/or charging panel 608 may be located anywhere on vehicle 100, to include, for example, the roof, side panel, trunk, hood, front or rear bumper of the charge receiver 100 vehicle, as long as the overhead contact 824 may engage the overhead charging cable or first wire 814. Charging panel 108 may be stationary (e.g. disposed on the roof of vehicle 100) or may be moveable, e.g. moveable with the pantograph 820. Pantograph 820 may be positioned in at least two states comprising retracted and extended. In the extended state pantograph 820 engages first wire 814 by way of the overhead contact 824. In the retracted state, pantograph 820 may typically reside flush with the roof of vehicle 100 and extend only when required for charging. Control of the charging and/or positioning of the charging plate 608, pantograph 820 and/or overhead contact 824 may be manual, automatic or semi-automatic (such as via controller 610); said control may be performed through a GUI engaged by driver or occupant of receiving vehicle 100 and/or driver or occupant of charging vehicle.\n FIG. 9 shows a vehicle in a roadway environment comprising roadway vehicles 260 in accordance with another embodiment of the present disclosure. Roadway vehicles 260 comprise roadway passive vehicles 910 and roadway active vehicles 920. Roadway passive vehicles 910 comprise vehicles that are operating on the roadway of vehicle 100 but do no cooperatively or actively engage with vehicle 100. Stated another way, roadway passive vehicles 910 are simply other vehicles operating on the roadway with the vehicle 100 and must be, among other things, avoided (e.g., to include when vehicle 100 is operating in an autonomous or semi-autonomous manner). In contrast, roadway active vehicles 920 comprise vehicles that are operating on the roadway of vehicle 100 and have the capability to, or actually are, actively engaging with vehicle 100. For example, the emergency charging vehicle system 270 is a roadway active vehicle 920 in that it may cooperate or engage with vehicle 100 to provide charging. In some embodiments, vehicle 100 may exchange data with a roadway active vehicle 920 such as, for example, data regarding charging types available to the roadway active vehicle 920.\n FIG. 10 shows a vehicle in an aerial vehicle charging environment in accordance with another embodiment of the present disclosure. Generally, this embodiment involves an aerial vehicle (“AV”), such as an Unmanned Aerial Vehicle (UAV), flying over or near a vehicle to provide a charge. The UAV may also land on the car to provide an emergency (or routine) charge. Such a charging scheme may be particularly suited for operations in remote areas, in high traffic situations, and/or when the car is moving. The AV may be a specially-designed UAV, aka RPV or drone, with a charging panel that can extend from the AV to provide a charge. The AV may include a battery pack and a charging circuit to deliver a charge to the vehicle. The AV may be a manned aerial vehicle, such as a piloted general aviation aircraft, such as a Cessna 172.\nWith reference to FIG. 10, an exemplar embodiment of a vehicle charging system 100 comprising a charge provider configured as an aerial vehicle 280, the aerial vehicle 280 comprising a power source 516 and charge provider controller 622. The AV may be semi-autonomous or fully autonomous. The AV may have a remote pilot/operator providing control inputs. The power source 516 is configured to provide a charge to a charging panel 608 of vehicle 100. The power source 516 is in communication with the charge provider controller 622. The aerial vehicle 280 provides a tether 1010 to deploy or extend charging plate 520 near to charging panel 608. The tether 1010 may comprise a chain, rope, rigid or semi-rigid tow bar or any means to position charging plate 520 near charging panel 608. For example, tether 1010 may be similar to a refueling probe used by airborne tanker aircraft when refueling another aircraft.\nIn one embodiment, the charging plate 520 is not in physical interconnection to AV 280, that is, there is no tether 1010. In this embodiment, the charging plate 520 is positioned and controlled by AV 280 by way of a controller on AV 280 or in communication with AV 280.\nIn one embodiment, the charging plate 520 position and/or characteristics (e.g. charging power level, flying separation distance, physical engagement on/off) are controlled by vehicle 100 and/or a user in or driver of vehicle 100.\nCharge or power output of power source 516 is provided or transmitted to charger plate 620 by way of a charging cable or wire, which may be integral to tether 1010. In one embodiment, the charging cable is non-structural, that is, it provides zero or little structural support to the connection between AV 280 and charger plate 520.\nCharging panel 608 of vehicle 100 receives power from charger plate 520. Charging panel 608 and charger plate 520 may be in direct physical contact (termed a “contact” charger configuration) or not in direct physical contact (termed a “flyer” charger configuration), but must be at or below a threshold (separation) distance to enable charging, such as by induction. Energy transfer or charging from the charger plate 520 to the charging panel 608 is inductive charging (i.e. use of an EM field to transfer energy between two objects). The charging panel 608 provides received power to energy storage unit 612 by way of charging panel controller 610. Charging panel controller 610 is in communication with vehicle database 210, vehicle database 210 comprising an AV charging data structure.\nCharging panel 508 may be located anywhere on vehicle 100, to include, for example, the roof, side panel, trunk, hood, front or rear bumper and wheel hub of vehicle 100. Charging panel 608 is mounted on the roof of vehicle 100 in the embodiment of FIG. 10. In some embodiments, charging panel 608 may be deployable, i.e. may extend or deploy only when charging is needed. For example, charging panel 608 may typically reside flush with the roof of vehicle 100 and extend when required for charging. Similarly, charger plate 520 may, in one embodiment, not be connected to AV 280 by way of tether 1010 and may instead be mounted directly on the AV 280, to include, for example, the wing, empennage, undercarriage to include landing gear, and may be deployable or extendable when required. Tether 1010 may be configured to maneuver charging plate 520 to any position on vehicle 100 so as to enable charging. In one embodiment, the AV 280 may land on the vehicle 100 so as to enable charging through direct contact (i.e. the aforementioned contact charging configuration) between the charging plate 520 and the charging panel 608 of vehicle 100. Charging may occur while both AV 280 and vehicle 100 are moving, while both vehicle 100 and AV 280 are not moving (i.e., vehicle 100 is parked and AV 280 lands on top of vehicle 100), or while vehicle 100 is parked and AV 280 is hovering or circling above. Control of the charging and/or positioning of the charging plate 520 may be manual, automatic or semi-automatic; said control may be performed through a GUI engaged by driver or occupant of receiving vehicle 100 and/or driver or occupant of charging AV 280.\n FIG. 11 is an embodiment of a vehicle emergency charging system comprising an emergency charging vehicle 270 and charge receiver vehicle 100 is disclosed. The emergency charging vehicle 270 is a road vehicle, such as a pick-up truck, as shown in FIG. 11. The emergency charging vehicle 270 is configured to provide a charge to a charge receiver vehicle 100, such as an automobile. The emergency charging vehicle 270 comprises an energy source i.e. a charging power source 516 and a charge provider controller 622 in communication with the charging power source 516. The emergency charging vehicle 270 provides a towed and/or articulated charger plate 520, as connected to the emergency charging vehicle 270 by connector 1150. The connector 1150 may comprise a chain, rope, rigid or semi-rigid tow bar or any means to position charger plate 520 near the charging panel 608 of vehicle 100. Charge or power output of charging power source 516 is provided or transmitted to charger plate 520 by way of charging cable or wire 1140. In one embodiment, the charging cable 1140 is non-structural, that is, it provides little or no structural support to the connection between emergency charging vehicle 270 and charging panel 608. Charging panel 608 (of vehicle 100) receives power from charger plate 520. Charger plate 520 and charging panel 608 may be in direct physical contact or not in direct physical contact, but must be at or below a threshold separation distance to enable charging, such as by induction. Charger plate 520 may comprise wheels or rollers so as to roll along roadway surface. Charger plate 520 may also not contact the ground surface and instead be suspended above the ground; such a configuration may be termed a “flying” configuration. In the flying configuration, charger plate may form an aerodynamic surface to, for example, facilitate stability and control of the positioning of the charging plate 520. Energy transfer or charging from the charger plate 520 to the charge receiver panel 608 is through inductive charging (i.e. use of an EM field to transfer energy between two objects). The charging panel 608 provides received power to energy storage unit 612 directly or by way of charging panel controller 610. In one embodiment, the receipt and/or control of the energy provided via the charging panel 608 is provided by charging panel controller 610.\nCharging panel controller 610 may be located anywhere on charge receiver vehicle 100, to include, for example, the roof, side panel, trunk, hood, front or rear bumper and wheel hub of charge receiver 100 vehicle. In some embodiments, charging panel 608 may be deployable, i.e. may extend or deploy only when charging is needed. For example, charging panel 608 may typically stow flush with the lower plane of vehicle 100 and extend when required for charging. Similarly, charger plate 520 may, in one embodiment, not be connected to the lower rear of the emergency charging vehicle 270 by way of connector 1150 and may instead be mounted on the emergency charging vehicle 270, to include, for example, the roof, side panel, trunk, hood, front or rear bumper and wheel hub of emergency charging vehicle 270. Connector 1150 may be configured to maneuver connector plate 520 to any position on emergency charging vehicle 270 so as to enable charging. Control of the charging and/or positioning of the charging plate may be manual, automatic or semi-automatic; said control may be performed through a GUI engaged by driver or occupant of receiving vehicle and/or driver or occupant of charging vehicle.\n FIG. 12 shows a perspective view of a vehicle 100 in accordance with embodiments of the present disclosure. Although shown in the form of a car, it should be appreciated that the vehicle 100 described herein may include any conveyance or model of a conveyance, where the conveyance was designed for the purpose of moving one or more tangible objects, such as people, animals, cargo, and the like. The term “vehicle” does not require that a conveyance moves or is capable of movement. Typical vehicles may include but are in no way limited to cars, trucks, motorcycles, busses, automobiles, trains, railed conveyances, boats, ships, marine conveyances, submarine conveyances, airplanes, space craft, flying machines, human-powered conveyances, and the like. In | Systems of an electrical vehicle and the operations thereof are provided. High-voltage interlock (HVIL) determines if a high-voltage system, such as a power source (e.g., vehicle battery), a load (e.g., vehicle motor), and conductors therebetween, have been properly connected. If not, battery contactor is not allowed to be closed or, if already closed, opened. A redundant HVIL system is provided to mitigate the false positives associated with an HVIL component failure. | US:15/797,506 | https://patentimages.storage.googleapis.com/82/73/7e/20e912b1e39164/US10274532.pdf | US:10274532 | Alexander J. Smith, Yadunandana Yellambalase, Stephen C. Holland, Miaosen Shen, Xiaodong Liu | NIO USA Inc | US:6583603, US:20090212634:A1, US:20100117585:A1, WO:2011011088:A1, US:20120056478:A1, US:20130105264:A1, US:20150054470:A1, US:8527139, US:8944865, US:20140375116:A1, US:20170057510:A1, US:20150229080:A1, US:20150338849:A1, US:20160096438:A1, US:9802638, CN:205381159:U | 2019-04-30 | 2019-04-30 | 1. A system, comprising:\na high-voltage loop comprising a high-voltage conductor between a source, providing a high-voltage current, and a load, utilizing the high-voltage current;\na first signal generator that produces a first signal;\na second signal generator that produces a second signal;\na first signal detector that receives a received signal;\na low-voltage loop comprising a low-voltage conductor between each of the first and second signal generators and the first signal detector, the low-voltage loop comprising at least a portion of the conductor being co-located with the high-voltage conductor;\nthe first signal detector determines whether the received signal is in accordance with a combination of the first and second signal and output a first state indicia in accordance with the determination;\na switch, upon receiving the first state indicia from the first signal detector indicating that the first signal detector received the combination of the first and second signals, enables operation of the high-voltage loop; and\nthe switch, upon receiving the first state indicia from the first signal detector indicating the absence of receipt of the received signal comprising any of the first signal or the second signal, disables operation of the high-voltage loop.\n, a high-voltage loop comprising a high-voltage conductor between a source, providing a high-voltage current, and a load, utilizing the high-voltage current;, a first signal generator that produces a first signal;, a second signal generator that produces a second signal;, a first signal detector that receives a received signal;, a low-voltage loop comprising a low-voltage conductor between each of the first and second signal generators and the first signal detector, the low-voltage loop comprising at least a portion of the conductor being co-located with the high-voltage conductor;, the first signal detector determines whether the received signal is in accordance with a combination of the first and second signal and output a first state indicia in accordance with the determination;, a switch, upon receiving the first state indicia from the first signal detector indicating that the first signal detector received the combination of the first and second signals, enables operation of the high-voltage loop; and, the switch, upon receiving the first state indicia from the first signal detector indicating the absence of receipt of the received signal comprising any of the first signal or the second signal, disables operation of the high-voltage loop., 2. The system of claim 1, wherein:\nthe first signal detector is further configured to determine whether the received signal comprises the first signal; and\nthe switch, upon receiving the first state indicia from the first detector indicating the received signal is absent the first signal, indicating a failure of the first signal generator.\n, the first signal detector is further configured to determine whether the received signal comprises the first signal; and, the switch, upon receiving the first state indicia from the first detector indicating the received signal is absent the first signal, indicating a failure of the first signal generator., 3. The system of claim 2, wherein:\nthe first signal detector is further configured to determine whether the received signal comprises the first signal alone, the second signal alone, or the combination of first signal and the second signal; and\nthe switch, upon receiving the first state indicia from the first detector indicating the received signal further comprises the second signal, enabling operation of the high-voltage loop.\n, the first signal detector is further configured to determine whether the received signal comprises the first signal alone, the second signal alone, or the combination of first signal and the second signal; and, the switch, upon receiving the first state indicia from the first detector indicating the received signal further comprises the second signal, enabling operation of the high-voltage loop., 4. The system of claim 1, wherein the first signal detector, upon outputting the first state indicia in accord with the determination of the absence of receipt of the received signal, at a subsequent time, determines the received signal comprises the first and second signal, outputs a subsequent first state indicia indicating the first detector received, at the subsequent time, the combination of the first and second signal., 5. The system of claim 1, further comprising:\na second signal detector configured to determine whether the received signal comprises one of the first signal alone, the second signal alone, or the combination of the first and second signal and output a second state indicia in accord with the determination; and\nwherein the switch, upon receiving the second state indicia from the first detector indicating the received signal comprises the first signal alone, the second signal alone, or the combination of the first and second signal, selectively enables or disables operation of the high-voltage loop.\n, a second signal detector configured to determine whether the received signal comprises one of the first signal alone, the second signal alone, or the combination of the first and second signal and output a second state indicia in accord with the determination; and, wherein the switch, upon receiving the second state indicia from the first detector indicating the received signal comprises the first signal alone, the second signal alone, or the combination of the first and second signal, selectively enables or disables operation of the high-voltage loop., 6. The system of claim 5, further comprising a processor to receive the first state signal and the second state signal and determine when the first state signal and the second state signal are in disagreement and, in response to the determination that the first state signal and the second state signal are in disagreement, provide the switch with an arbitrated state signal in accord with the processor resolving the disagreement, whereby the switch selectively enables or disables the high-voltage loop in response to the arbitrated signal without regard to the first state signal or the second state signal., 7. The system of claim 1, further comprising:\na filter, receiving the received signal and outputting a filtered first signal, comprising the first signal portion of the received signal, and a filtered second signal, comprising the second signal portion of the received signal; and\na second signal detector configured to receive the filtered second signal and output a second state indicia in accord with the determination; and\nwherein the switch, upon receiving the second state indicia from the first detector indicating the received signal comprises the first signal alone, the second signal alone, or the combination of the first and second signal, selectively enables or disables operation of the high-voltage loop.\n, a filter, receiving the received signal and outputting a filtered first signal, comprising the first signal portion of the received signal, and a filtered second signal, comprising the second signal portion of the received signal; and, a second signal detector configured to receive the filtered second signal and output a second state indicia in accord with the determination; and, wherein the switch, upon receiving the second state indicia from the first detector indicating the received signal comprises the first signal alone, the second signal alone, or the combination of the first and second signal, selectively enables or disables operation of the high-voltage loop., 8. The system of claim 1, wherein:\nthe first signal generator outputs a first pulse wave modulated signal; and\nthe second signal generator outputs a second pulse wave modulated signal different from the first pulse wave modulated signal.\n, the first signal generator outputs a first pulse wave modulated signal; and, the second signal generator outputs a second pulse wave modulated signal different from the first pulse wave modulated signal., 9. The system of claim 1, wherein:\nthe first signal generator outputs a first voltage; and\nthe second signal generator outputs a second voltage different from the first voltage.\n, the first signal generator outputs a first voltage; and, the second signal generator outputs a second voltage different from the first voltage., 10. The system of claim 1, wherein:\nthe first signal generator outputs a first timed signal; and\nthe second signal generator outputs a second timed signal different from the first timed signal.\n, the first signal generator outputs a first timed signal; and, the second signal generator outputs a second timed signal different from the first timed signal., 11. The system of claim 10, wherein the first signal detector maintains a clock signal associated with at least one of the first timed signal or the second timed signal and further determines an absent one of the first signal or the second signal from the received signal in accord with the clock signal., 12. The system of claim 1, wherein:\nthe first signal detector receives a raw signal, comprising the received signal and line noise, and\nthe first signal detector negates the line noise and performs the determination based upon the received signal remaining.\n, the first signal detector receives a raw signal, comprising the received signal and line noise, and, the first signal detector negates the line noise and performs the determination based upon the received signal remaining., 13. The system of claim 1, wherein the first signal detector receives a high-voltage activity signal and, in accord therewith, determines the line noise portion of the raw signal to be negated from the raw signal., 14. A method, comprising:\nproviding a first loop comprising a load and a source electrically connected by a first conductor, the first loop comprising a switch;\nproviding a second loop comprising a first signal generator and a second signal generator each connected, via a second conductor, to a first detector and wherein at least a portion of the second conductor is co-located with the first conductor;\ngenerating the first signal by the first signal generator;\ngenerating the second signal by the second signal generator;\ndetecting a received signal by the first detector;\nupon determining that the received signal detected by the first detector is absent the first signal and absent the second signal, opening the switch; and\nupon determining that the received signal detected by the first detector comprises at least one of the first signal or the second signal, closing the switch.\n, providing a first loop comprising a load and a source electrically connected by a first conductor, the first loop comprising a switch;, providing a second loop comprising a first signal generator and a second signal generator each connected, via a second conductor, to a first detector and wherein at least a portion of the second conductor is co-located with the first conductor;, generating the first signal by the first signal generator;, generating the second signal by the second signal generator;, detecting a received signal by the first detector;, upon determining that the received signal detected by the first detector is absent the first signal and absent the second signal, opening the switch; and, upon determining that the received signal detected by the first detector comprises at least one of the first signal or the second signal, closing the switch., 15. The method of claim 14, wherein closing the switch comprises maintaining the switch in a closed position when the switch is presently closed and opening the switch comprises maintaining the switch in an open position when the switch is presently open., 16. The method of claim 14, further comprising;\ndetecting the received signal by a second detector;\nupon determining that the received signal detected by each of the first detector and the second detector is absent the first signal and absent the second signal, opening the switch; and\nupon determining that the received signal detected by at least one of the first detector and the second detector comprises at least one of the first signal or the second signal, closing the switch.\n, detecting the received signal by a second detector;, upon determining that the received signal detected by each of the first detector and the second detector is absent the first signal and absent the second signal, opening the switch; and, upon determining that the received signal detected by at least one of the first detector and the second detector comprises at least one of the first signal or the second signal, closing the switch., 17. The method of claim 14, wherein:\nthe first signal and the second signal are different;\nupon determining the first signal is absent from the received signal, providing a fault indication associated with the first signal; and\nupon determining the second signal is absent from the received signal, providing a fault indication associated with the second signal.\n, the first signal and the second signal are different;, upon determining the first signal is absent from the received signal, providing a fault indication associated with the first signal; and, upon determining the second signal is absent from the received signal, providing a fault indication associated with the second signal., 18. The method of claim 17, further comprising:\nupon receiving the fault indication associated with the first signal, disabling the first signal generator; and\nupon receiving the fault indication associated with the second signal, disabling the second signal generator.\n, upon receiving the fault indication associated with the first signal, disabling the first signal generator; and, upon receiving the fault indication associated with the second signal, disabling the second signal generator., 19. A system, comprising:\na first loop comprising a first conductor between a source, providing a first current, and a load, utilizing the first current;\na first signal generator configured to produce a first signal;\na second signal generator configured to produce a second signal;\na first signal detector configured to receive a received signal;\na second loop comprising a second conductor between each of the first and second signal generators and the first signal detector, the second loop comprising at least a portion of the conductor being co-located with the first conductor;\nthe first signal detector is configured to determine whether the received signal is in accordance with a combination of the first and second signal and output a first state indicia in accordance with the determination;\na switch, upon receiving the first state indicia from the first signal detector indicating that the first signal detector received the combination of the first and second signals, enables operation of the first loop; and\nthe switch, upon receiving the first state indicia from the first signal detector indicating the absence of receipt of the received signal comprising any of the first signal or the second signal, disables operation of the first loop.\n, a first loop comprising a first conductor between a source, providing a first current, and a load, utilizing the first current;, a first signal generator configured to produce a first signal;, a second signal generator configured to produce a second signal;, a first signal detector configured to receive a received signal;, a second loop comprising a second conductor between each of the first and second signal generators and the first signal detector, the second loop comprising at least a portion of the conductor being co-located with the first conductor;, the first signal detector is configured to determine whether the received signal is in accordance with a combination of the first and second signal and output a first state indicia in accordance with the determination;, a switch, upon receiving the first state indicia from the first signal detector indicating that the first signal detector received the combination of the first and second signals, enables operation of the first loop; and, the switch, upon receiving the first state indicia from the first signal detector indicating the absence of receipt of the received signal comprising any of the first signal or the second signal, disables operation of the first loop., 20. The system of claim 19, further comprising:\nthe second signal detector is configured to determine whether the received signal is in accord the combination of the first and second signal and output a second state indicia in accord with the determination; and\na switch, upon receiving the first state indicia from either (a) the first detector indicating the first detector received at least one of the first signal or the second signal, or (b) the second detector indicating the second detector received at least one of the first signal or the second signal, enables operation of the first loop, otherwise, disabling operation of the first loop.\n, the second signal detector is configured to determine whether the received signal is in accord the combination of the first and second signal and output a second state indicia in accord with the determination; and, a switch, upon receiving the first state indicia from either (a) the first detector indicating the first detector received at least one of the first signal or the second signal, or (b) the second detector indicating the second detector received at least one of the first signal or the second signal, enables operation of the first loop, otherwise, disabling operation of the first loop. | US | United States | Active | G01R31/043 | True |
| 391 | 一种氢燃料电池汽车高压系统 \n | CN211416987U | 技术领域本实用新型涉及汽车动力领域，具体涉及一种氢燃料电池汽车高压系统。背景技术氢燃料电池汽车被誉为终极的新能源汽车，针对氢燃料电池汽车功率响应延时、功率响应慢、无法进行能量回收等不足，本实用新型提供了一种全新的燃料电池汽车动力系统，来解决这些问题。实用新型内容有鉴于此，本实用新型提供了一种氢燃料电池汽车高压系统。本实用新型提供了一种氢燃料电池汽车高压系统，包括燃料电池FC、燃料电池管理系统FCS、动力电池、动力电池管理系统BMS、电机Motor、电机控制器MCU、燃料电池升压器、燃料电池升压器控制器FCDC、减速器、整车控制器VCU、左侧传动轴、右侧传动轴、CAN总线以及高压配电箱PDU，所述燃料电池升压器一端与燃料电池FC通过高压线连接，另一端与所述高压配电箱PDU通过高压线连接，所述高压配电箱PDU通过高压线和电机控制器MCU以及动力电池相连接，所述电机控制器MCU与电机Motor通过高压线连接，所述电机Motor与减速器刚性连接，所述左侧传动轴和右侧传动轴对称设置于减速器的两边，所述动力电池管理系统BMS、燃料电池管理系统FCS、电机控制器MCU、燃料电池升压器控制器FCDC、高压配电箱PDU以及整车控制器VCU均直接与CAN总线连接。进一步地，所述燃料电池FC为主要动力能源，动力电池作为辅助动力能源。进一步地，所述燃料电池FC中氢气和氧气进行电化学反应后提供能源给燃料电池升压器，经过燃料电池升压器升压后给整车高压系统提供主要动力能源。进一步地，所述辅助动力能源支持放电和充电，辅助能源作为能量回收的终端储存能量。进一步地，所述高压配电箱PDU里面包括高压继电器、熔断器，所述熔断器在车辆高压线路出现电流过大的异常情况时，及时自动熔断切断整车高压电源，保护整车的高压用电器不被烧坏，所述高压继电器在车辆出现严重故障包括严重漏电、碰撞等故障时用于快速切断整车高压电源，确保用户安全。进一步地，所述电机Motor、电机控制器MCU和减速器组合成后驱动电机系统，通过减速器实现车辆后驱动形式。进一步地，所述电机Motor是永磁同步电机，电机控制器MCU将动力电池的直流电转换为交流电驱动电机Motor。进一步地，所述高压配电箱PDU是高压配电PDU和降压DCL的二合一，降压DCL是用于低压系统的发电机。本实用新型提供的技术方案带来的有益效果是：1.使用动力电池作为辅助能源解决燃料电池堆在启动的时候需要的高压电源输入；2.使用动力电池作为储能设备，解决车辆的能量回收带来能量存储问题；3.高压配电箱PDU加上降压DC/DC(DCL)的二合一集成化的方案降低成本和体积；4.燃料电池系统FCS通过燃料电池升压器升压后再连接到PDU输入端的高压母线侧，解决了燃料电池系统电压过低的问题；5.采用电机Motor和减速器二合一的形式，再另外搭配电机控制器MCU的后驱动系统，完美的解决了A00级车型氢燃料电池汽车布置空间不足的问题；6.在燃料电池FC刚开机和车辆起步阶段由动力电池提供车辆的主要高压动力来源，在FC开机完成功率攀升以后再由燃料电池FC来提供高压动力来源，解决了燃料电池响应延迟和响应慢的问题。附图说明图1是本实用新型一种氢燃料电池汽车高压系统结构图。具体实施方式为使本实用新型的目的、技术方案和优点更加清楚，下面将结合附图对本实用新型实施方式作进一步地描述。请参考图1，本实用新型提供了一种氢燃料电池汽车高压系统，包括燃料电池FC、燃料电池管理系统FCS、动力电池、动力电池管理系统BMS、电机Motor、电机控制器MCU、燃料电池升压器、燃料电池升压器控制器FCDC、减速器、整车控制器VCU、左侧传动轴、右侧传动轴、CAN总线以及高压配电箱PDU，所述燃料电池升压器一端与燃料电池FC通过高压线连接，另一端与所述高压配电箱PDU通过高压线连接，所述高压配电箱PDU通过高压线和电机控制器MCU以及动力电池相连接，所述电机控制器MCU与电机Motor通过高压线连接，所述电机Motor与减速器刚性连接，所述左侧传动轴和右侧传动轴对称设置于减速器的两边，所述动力电池管理系统BMS、燃料电池管理系统FCS、电机控制器MCU、燃料电池升压器控制器FCDC、高压配电箱PDU以及整车控制器VCU均直接与CAN总线连接。所述燃料电池FC为主要动力能源，动力电池作为辅助动力能源。所述燃料电池FC中氢气和氧气进行电化学反应后提供能源给燃料电池升压器，经过燃料电池升压器升压后给整车高压系统提供主要动力能源。在燃料电池FC刚开机和车辆起步阶段由动力电池提供车辆的主要动力来源，在FC开机完成功率攀升以后再由燃料电池FC来提供动力来源，解决了燃料电池FC响应延迟和响应慢的问题。所述辅助动力能源支持放电和充电，辅助能源作为能量回收的终端储存能量。所述高压配电箱PDU里面包括高压继电器、熔断器，所述熔断器在车辆高压线路出现电流过大的异常情况时，及时自动熔断切断整车高压电源，保护整车的高压用电器不被烧坏，所述高压继电器在车辆出现严重故障包括严重漏电、碰撞等故障时用于快速切断整车高压电源，确保用户安全。所述电机Motor、电机控制器MCU和减速器组合成后驱动电机系统，通过减速器实现车辆后驱动形式；所述电机Motor是永磁同步电机，电机控制器MCU将动力电池的直流电转换为交流电驱动电机Motor。所述整车控制器VCU采集信号，包括油门开度信号、制动信号以及挡位，用于对驾驶员的行为进行解析，进行包括车辆高压上下电、驱动控制、能量管理、故障诊断及处理功能的实现。所述高压配电箱PDU是高压配电PDU和降压DCL的二合一，降压DCL是用于低压系统的发电机。在本文中，所涉及的前、后、上、下等方位词是以附图中零部件位于图中以及零部件相互之间的位置来定义的，只是为了表达技术方案的清楚及方便。应当理解，所述方位词的使用不应限制本申请请求保护的范围。在不冲突的情况下，本文中上述实施例及实施例中的特征可以相互结合，以上所述仅为本实用新型的较佳实施例，并不用以限制本实用新型，凡在本实用新型的精神和原则之内，所作的任何修改、等同替换、改进等，均应包含在本实用新型的保护范围之内。 | 本实用新型公开了一种氢燃料电池汽车高压系统，包括燃料电池FC、燃料电池管理系统FCS、动力电池、动力电池管理系统BMS、电机Motor、电机控制器MCU、燃料电池升压器、燃料电池升压器控制器FCDC、减速器、CAN总线、整车控制器VCU、左侧传动轴、右侧传动轴、CAN总线以及高压配电箱PDU，所述燃料电池FC为主要动力能源，动力电池作为辅助动力能源；辅助动力能源支持放电和充电，辅助能源作为能量回收的终端储存能量。有效解决了氢燃料电池汽车功率响应延时、功率响应慢、无法进行能量回收等不足。 | CN:201921854825.4U | https://patentimages.storage.googleapis.com/3b/c4/11/2364dfdc66ea0c/CN211416987U.pdf | CN:211416987:U | 安元元, 郝义国, 陈华明, 余红霞, 丁立新, 程飞 | Wuhan Grove Hydrogen Energy Automobile Co Ltd | NaN | Not available | 2020-09-04 | 1.一种氢燃料电池汽车高压系统，其特征在于，包括燃料电池FC、燃料电池管理系统FCS、动力电池、动力电池管理系统BMS、电机Motor、电机控制器MCU、燃料电池升压器、燃料电池升压器控制器FCDC、减速器、整车控制器VCU、左侧传动轴、右侧传动轴、CAN总线以及高压配电箱PDU，所述燃料电池升压器一端与燃料电池FC通过高压线连接，另一端与所述高压配电箱PDU通过高压线连接，所述高压配电箱PDU通过高压线和电机控制器MCU以及动力电池相连接，所述电机控制器MCU与电机Motor通过高压线连接，所述电机Motor与减速器刚性连接，所述左侧传动轴和右侧传动轴对称设置于减速器的两边，所述动力电池管理系统BMS、燃料电池管理系统FCS、电机控制器MCU、燃料电池升压器控制器FCDC、高压配电箱PDU以及整车控制器VCU均直接与CAN总线连接。, 2.根据权利要求1所述的一种氢燃料电池汽车高压系统，其特征在于，所述燃料电池FC为主要动力能源，动力电池作为辅助动力能源。, 3.根据权利要求2所述的一种氢燃料电池汽车高压系统，其特征在于，所述燃料电池FC中氢气和氧气进行电化学反应后提供能源给燃料电池升压器，经过燃料电池升压器升压后给整车高压系统提供主要动力能源。, 4.根据权利要求2所述的一种氢燃料电池汽车高压系统，其特征在于，所述辅助动力能源支持放电和充电，辅助能源作为能量回收的终端储存能量。, 5.根据权利要求1所述的一种氢燃料电池汽车高压系统，其特征在于，所述高压配电箱PDU里面包括高压继电器、熔断器，所述熔断器在车辆高压线路出现电流过大的异常情况时，及时自动熔断切断整车高压电源，保护整车的高压用电器不被烧坏，所述高压继电器在车辆出现严重故障包括严重漏电、碰撞等故障时用于快速切断整车高压电源，确保用户安全。, 6.根据权利要求1所述的一种氢燃料电池汽车高压系统，其特征在于，所述电机Motor、电机控制器MCU和减速器组合成后驱动电机系统，通过减速器实现车辆后驱动形式。, 7.根据权利要求1所述的一种氢燃料电池汽车高压系统，其特征在于，所述电机Motor是永磁同步电机，电机控制器MCU将动力电池的直流电转换为交流电驱动电机Motor。, 8.根据权利要求1所述的一种氢燃料电池汽车高压系统，其特征在于，所述高压配电箱PDU是高压配电PDU和降压DCL的二合一，降压DCL是用于低压系统的发电机。 | CN | China | Active | Y | True |
| 392 | 一种用于电动汽车电池管理系统的电池加热控制方法 \n | CN107611522A | 技术领域本发明涉及电动汽车电池管理技术领域，尤其涉及一种用于电动汽车电池管理系统的电池加热控制方法。背景技术随着能源紧缺、环境污染的日益严重，各国对汽车排放的要求越来越高，电动汽车作为一种近似零污染的绿色交通工具越来越受到各国政府重视。电池管理系统(BatteryManagement System，简称BMS)作为电动汽车的核心部件之一，其性能的好坏直接关系到电动汽车产业化进程。国内很多高校、企业也投入了很多人力与物力进行电动汽车BMS的设计与开发，完成了功能样件的调试或小批试制。目前，电池的电压、温度是BMS必要的基本监控参数，其中温度范围也限定了电池性能。国内系统设计不支持北方寒冷地区电池运作。在低温情况下，电池性能降低，对电池的充、放电性能影响较大，极化的电池会产生安全隐患，因此在BMS基本功能之上增加电池加热功能。国内现有BMS的设计由于没有电池加热功能，导致电池在低温情况下无法充、放电，在硬件架构、软件架构等设计上往往只是从基本电池信息采样功能和基本安全保护功能实现考虑出发，忽略了低温电池本身充、放电特性，从而使电池管理系统无法满足动力电池的特性需求及驾驶员的需求。发明内容(一)要解决的技术问题本发明的目的是提供一种用于电动汽车电池管理系统的电池加热控制方法，解决现有BMS中电池组在低温情况下无法充、放电，无法满足动力电池的特性需求及驾驶员的需求的问题。(二)技术方案为了解决上述技术问题，本发明提供了一种用于电动汽车电池管理系统的电池加热控制方法，具体包括如下步骤：BMS根据电池组和车辆状态判断是否允许进行PTC加热控制；如果允许进行PTC加热控制，则判断BMS是否接收到上位机发送的交、直流充电连接确认信号；如果BMS接收到上位机发送的交直流充电连接确认信号，则BMS对电池组进行充电前PTC加热控制；如果BMS没有接收到上位机发送的交直流充电连接确认信号，则判断BMS是否接收到上位机发送的设置加热模式确认信号；如果BMS接收到上位机发送的设置加热模式确认信号，则BMS对电池组进行放电前PTC加热控制；如果BMS没有接收到上位机发送的设置加热模式确认信号，则BMS对电池组进行PTC保温加热控制。进一步地，BMS对电池组进行充电前PTC加热控制，具体包括如下步骤：BMS判断电池组在充电前是否需要加热；如果电池组在充电前需要加热，则通过BMS判断电池组在前一状态时是否加热超时；如果没有加热超时，则开启充电前PTC加热模式，同时通过BMS判断电池组是否能够进行充电加热；如果电池组不能进行充电加热，则设置加热时电压采集模块中高压继电器的断开请求，利用充电机进行供电加热；如果电池组能够进行充电加热，则通过BMS判断电池组是否允许充电；如果电池组允许充电，则设置加热时电压采集模块中高压继电器的吸合请求，利用电池包进行供电加热；如果电池组不允许充电，则通过BMS检测电池剩余可用容量与电池总容量的比值；如果检测到的比值高于10％，则设置加热时电压采集模块中高压继电器的吸合请求，利用电池包进行供电加热；如果检测到的比值低于10％，则设置加热时电压采集模块中高压继电器的断开请求，利用充电机进行供电加热。进一步地，BMS对电池组进行放电前加热控制，具体包括如下步骤：判断BMS是否接收到上位机发送的整车ACC或ON信号；如果BMS接收到整车ACC或ON信号，则通过BMS判断电池组在放电前是否需要加热；如果电池组在放电前需要加热，则通过BMS判断电池组在前一状态时是否加热超时；如果没有加热超时，则开启放电前PTC加热模式，同时通过BMS判断电池组是否能够进行放电加热；如果电池组不能进行放电加热，则BMS关闭PTC放电前加热控制；如果电池组能进行放电加热，则通过BMS检测电池剩余可用容量与电池总容量的比值；如果检测到的比值高于10％，则设置加热时电压采集模块中高压继电器的吸合请求，利用电池包进行供电加热；如果检测到的比值低于10％，则BMS关闭PTC放电前加热控制。进一步地，BMS对电池组进行保温控制，具体包括如下步骤：BMS判断电池组在前一状态时是否保温超时；如果没有保温超时，则判断电池组是否需要进行保温；如果电池组需要进行保温，则开启PTC保温加热模式，同时通过BMS判断电池组是否能够进行保温加热；如果电池组不能进行保温加热，则BMS关闭PTC保温加热控制；如果电池组能进行保温加热，则通过BMS检测电池剩余可用容量与电池总容量的比值；如果检测到的比值高于10％，则设置加热时BMU高压继电器吸合请求，利用电池包进行保温加热；如果检测到的比值低于10％，则BMS关闭PTC保温加热控制。(三)有益效果本发明的上述技术方案具有如下优点：本发明提供的用于电动汽车电池管理系统的电池加热控制方法，通过与充电机进行信息交互，实现车载或非车载充电机与电池自身给PTC供电切换，完成充电前PTC加热、放电前PTC加热或PTC保温加热功能，进而解决了BMS中电池组在低温条件对电池充、放电的限制问题，保证了电池在环境温度较低条件下充、放电的安全性。本发明安全可靠，具有充电前PTC加热、放电前PTC加热、PTC保温加热等功能，充分考虑了混合动力、纯电动汽车动力电池的特性及安全需要，同时满足了驾驶员的需求。附图说明图1是本发明实施例用于电动汽车电池管理系统的电池加热控制方法的流程图。具体实施方式为使本发明实施例的目的、技术方案和优点更加清楚，下面将结合本发明实施例中的附图，对本发明实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例是本发明的一部分实施例，而不是全部的实施例。基于本发明中的实施例，本领域普通技术人员在没有做出创造性劳动的前提下所获得的所有其他实施例，都属于本发明保护的范围。本发明实施例提供一种用于电动汽车电池管理系统的电池加热控制方法，包括充电前PTC加热控制模式、放电前PTC加热控制模式以及PTC保温加热控制模式，其中PTC为Positive Temperature Coefficient的英文缩写，是指电池加热板。其中，充电前PTC加热控制模式是指：在进行交、直流充电前，先检测电池温度是否满足可以充电的范围，如果不可以，则利用充电机的供电实现充电加热，当充电机不能匹配充电加热功能时，则转为电池包自供电加热。放电前PTC加热控制模式是指：在电池包进行车辆放电时，检测到由于温度过低而造成的不能启动，则在启动前进行电池包自供电加热。PTC保温加热控制模式是指：通过CAN通讯方式，实现客户提前预约保温功能，根据网络对时时间，判断开启保温功能的条件。下面通过具体实施例对本发明所述的用于电动汽车电池管理系统的电池加热控制方法进行描述。如图1所示，本实施例所述的电池加热控制方法，具体包括如下步骤：BMS根据电池组和车辆状态判断是否允许进行PTC加热控制；如果允许进行PTC加热控制，则判断BMS是否接收到充电机发送的交、直流充电连接确认信号。如果BMS接收到上位机发送的交直流充电连接确认信号，则BMS对电池组进行充电前PTC加热控制。如果BMS没有接收到上位机发送的交直流充电连接确认信号，则判断BMS是否接收到上位机发送的设置加热模式确认信号。如果BMS接收到上位机发送的设置加热模式确认信号，则BMS对电池组进行放电前PTC加热控制。如果BMS没有接收到上位机发送的设置加热模式确认信号，则BMS对电池组进行PTC保温加热控制。进一步来说，BMS对电池组进行充电前PTC加热控制，具体包括如下步骤：BMS判断电池组在充电前是否需要加热。其中，判断电池组在充电前是否需要加热的具体过程为：通过BMS的温度检测模块检测充电加热极柱的温度，当充电加热极柱的最低温度小于预定的PTC开启温度阈值，且持续时间大于3S时，则BMS判断接收到上位机发送的交、直流充电连接确认信号，电池组在充电前需要加热。当充电加热极柱的最低温度大于预定的PTC关闭温度阈值，且持续时间大于3S时，则BMS判断没有接收到上位机发送的交、直流充电连接确认信号，电池组在充电前不需要加热。具体来说，如果BMS判断电池组在充电前需要加热，则通过BMS判断电池组在前一状态时是否加热超时。如果没有加热超时，则开启充电前PTC加热模式，同时通过BMS判断电池组是否能够进行充电加热。如果电池组不能进行充电加热，则设置加热时电压采集模块(简称BMU)中高压继电器的断开请求，利用充电机进行供电加热。如果电池组能够进行充电加热，则通过BMS判断电池组是否允许充电。如果电池组允许充电，则设置加热时电压采集模块(简称BMU)中高压继电器的吸合请求，利用电池包进行供电加热。如果电池组不允许充电，则通过BMS检测电池剩余可用容量与电池总容量的比值(简称SOC)。如果检测到的比值高于10％，则设置加热时电压采集模块中高压继电器的吸合请求，利用电池包进行供电加热。如果检测到的比值低于10％，则设置加热时电压采集模块中高压继电器的断开请求，利用充电机进行供电加热。具体来说，如果BMS判断电池组在充电前不需要加热，则判断充电前PTC加热是否已经开启。如果PTC加热已经开启，则BMS结束充电前PTC加热控制。如果PTC加热没有开启，则BMS关闭充电前PTC加热控制。此外，如果BMS判断电池组在前一状态时加热超时，则取消充电前PTC加热请求。进一步来说，BMS对电池组进行放电前加热控制，具体包括如下步骤：判断BMS是否接收到上位机发送的整车ACC或ON信号；如果BMS接收到整车ACC或ON信号，则通过BMS判断电池组在放电前是否需要加热。其中，判断电池组在放电前是否需要加热的具体过程为：通过BMS的温度检测模块检测放电加热极柱的温度，当放电加热极柱的最低温度小于预定的PTC开启温度阈值，且持续时间大于3S时，则判断BMS接收到上位机发送的整车ACC或ON信号，电池组在放电前需要加热。当放电加热极柱的最低温度大于预定的PTC关闭温度阈值，且持续时间大于3S时，则判断BMS没有接收到上位机发送的整车ACC、ON信号，电池组在放电前不需要加热。具体来说，如果电池组在放电前需要加热，则通过BMS判断电池组在前一状态时是否加热超时。如果没有加热超时，则开启放电前PTC加热模式，同时通过BMS判断电池组是否能够进行放电加热。如果电池组不能进行放电加热，则BMS关闭PTC放电前加热控制。如果电池组能进行放电加热，则通过BMS检测电池剩余可用容量与电池总容量的比值。如果检测到的比值高于10％，则设置加热时电压采集模块中高压继电器的吸合请求，利用电池包进行供电加热。如果检测到的比值低于10％，则BMS关闭PTC放电前加热控制。具体来说，如果BMS没有接收到上位机发送的整车ACC或ON信号，则BMS关闭放电前PTC加热控制。具体来说，如果BMS判断电池组在放电前不需要加热，则判断放电前PTC加热是否已经开启。如果PTC加热已经开启，则BMS结束放电前PTC加热控制。如果PTC加热没有开启，则BMS关闭放电前PTC加热控制。此外，如果BMS判断电池组在前一状态时加热超时，则取消放电前PTC加热请求。进一步来说，BMS对电池组进行保温控制，具体包括如下步骤：BMS判断电池组在前一状态时是否保温超时。如果没有保温超时，则判断电池组是否需要进行保温。其中，判断电池组是否需要进行保温的具体过程为：通过BMS的温度检测模块检测保温加热极柱的温度，当保温加热极柱的最低温度小于预定的PTC开启温度阈值，且持续时间大于3S时，则判断BMS没有接收到上位机发送的交、直流充电连接确认信号，电池组需要进行保温。当保温加热极柱的最低温度大于预定的PTC关闭温度阈值，且持续时间大于3S时，则判断BMS没有接收到上位机发送的交、直流充电连接确认信号，电池组不需要进行保温。具体来说，如果电池组需要进行保温，则开启PTC保温加热模式，同时通过BMS判断电池组是否能够进行保温加热。如果电池组不能进行保温加热，则BMS关闭PTC保温加热控制。如果电池组能进行保温加热，则通过BMS检测电池剩余可用容量与电池总容量的比值。如果检测到的比值高于10％，则设置加热时BMU高压继电器吸合请求，利用电池包进行保温加热。如果检测到的比值低于10％，则BMS关闭PTC保温加热控制。具体来说，如果BMS判断电池组不需要进行保温，则BMS关闭PTC保温加热控制。此外，如果BMS判断电池组在前一状态时保温超时，则取消PTC保温加热请求。进一步来说，当BMS根据电池组和车辆状态判断不允许进行PTC加热控制时，则BMS关闭对电池组的PTC加热控制。其中不允许进行PTC加热控制的事件包括：BMS内部发生CAN总线通讯故障、发生温度检测模块硬件故障、PTC加热板温度过高、电池极柱温差不超过20℃、或车辆发生空调制冷事件。其中，判断PTC加热板温度的具体过程为：通过BMS的温度检测模块检测PTC加热板温度。当PTC加热板的最高温度小于70℃，且持续时间大于2S时，则判断PTC加热板温度正常。当PTC加热板的最高温度大于80℃，且持续时间大于1S时，则判断PTC加热板温度过高。此时通过BMS关闭对电池组的PTC加热控制，并退出流程。综上所述，本发明提供的用于电动汽车电池管理系统的电池加热控制方法，通过与充电机进行信息交互，实现了车载或非车载充电机与电池自身给PTC供电的切换，完成充电前PTC加热、放电前PTC加热或PTC保温加热功能，进而解决了BMS中电池组在低温条件对电池充、放电的限制问题，保证了电池在环境温度较低条件下充、放电的安全性，充分考虑了混合动力、纯电动汽车动力电池的特性及安全需要，同时满足了驾驶员的需求。 | 本发明涉及电动汽车电池管理技术领域，尤其涉及一种用于电动汽车电池管理系统的电池加热控制方法。该方法通过与充电机进行信息交互，实现车载或非车载充电机与电池自身给PTC供电的切换，完成充电前PTC加热、放电前PTC加热或PTC保温加热功能。本发明解决了BMS中电池组在低温条件对电池充、放电的限制问题，保证了电池在环境温度较低条件下充、放电的安全性，充分考虑了混合动力、纯电动汽车动力电池的特性及安全需要，同时满足了驾驶员的需求。 | CN:201710697396.3A | https://patentimages.storage.googleapis.com/a7/e0/dc/23d6eb20660676/CN107611522A.pdf | NaN | 张毅, 高贺然, 吴红 | Jasmin International Auto Research and Development Beijing Co Ltd | CN:103682525:A, CN:105922880:A, CN:106114227:A | Not available | 2019-08-27 | 1.一种用于电动汽车电池管理系统的电池加热控制方法，其特征在于，具体包括如下步骤：, BMS根据电池组和车辆状态判断是否允许进行PTC加热控制；, 如果允许进行PTC加热控制，则判断BMS是否接收到上位机发送的交、直流充电连接确认信号；, 如果BMS接收到上位机发送的交直流充电连接确认信号，则BMS对电池组进行充电前PTC加热控制；, 如果BMS没有接收到上位机发送的交直流充电连接确认信号，则判断BMS是否接收到上位机发送的设置加热模式确认信号；, 如果BMS接收到上位机发送的设置加热模式确认信号，则BMS对电池组进行放电前PTC加热控制；, 如果BMS没有接收到上位机发送的设置加热模式确认信号，则BMS对电池组进行PTC保温加热控制。, \n \n, 2.根据权利要求1所述的用于电动汽车电池管理系统的电池加热控制方法，其特征在于，BMS对电池组进行充电前PTC加热控制，具体包括如下步骤：, BMS判断电池组在充电前是否需要加热；, 如果电池组在充电前需要加热，则通过BMS判断电池组在前一状态时是否加热超时；, 如果没有加热超时，则开启充电前PTC加热模式，同时通过BMS判断电池组是否能够进行充电加热；, 如果电池组不能进行充电加热，则设置加热时电压采集模块中高压继电器的断开请求，利用充电机进行供电加热；, 如果电池组能够进行充电加热，则通过BMS判断电池组是否允许充电；, 如果电池组允许充电，则设置加热时电压采集模块中高压继电器的吸合请求，利用电池包进行供电加热；, 如果电池组不允许充电，则通过BMS检测电池剩余可用容量与电池总容量的比值；, 如果检测到的比值高于10％，则设置加热时电压采集模块中高压继电器的吸合请求，利用电池包进行供电加热；, 如果检测到的比值低于10％，则设置加热时电压采集模块中高压继电器的断开请求，利用充电机进行供电加热。, \n \n, 3.根据权利要求2所述的用于电动汽车电池管理系统的电池加热控制方法，其特征在于，, 如果BMS判断电池组在充电前不需要加热，则判断充电前PTC加热是否已经开启；, 如果PTC加热已经开启，则BMS结束充电前PTC加热控制；, 如果PTC加热没有开启，则BMS关闭充电前PTC加热控制。, \n \n, 4.根据权利要求2所述的用于电动汽车电池管理系统的电池加热控制方法，其特征在于，如果BMS判断电池组在前一状态时加热超时，则取消充电前PTC加热请求。, \n \n, 5.根据权利要求1所述的用于电动汽车电池管理系统的电池加热控制方法，其特征在于，BMS对电池组进行放电前加热控制，具体包括如下步骤：, 判断BMS是否接收到上位机发送的整车ACC或ON信号；, 如果BMS接收到整车ACC或ON信号，则通过BMS判断电池组在放电前是否需要加热；, 如果电池组在放电前需要加热，则通过BMS判断电池组在前一状态时是否加热超时；, 如果没有加热超时，则开启放电前PTC加热模式，同时通过BMS判断电池组是否能够进行放电加热；, 如果电池组不能进行放电加热，则BMS关闭PTC放电前加热控制；, 如果电池组能进行放电加热，则通过BMS检测电池剩余可用容量与电池总容量的比值；, 如果检测到的比值高于10％，则设置加热时电压采集模块中高压继电器的吸合请求，利用电池包进行供电加热；, 如果检测到的比值低于10％，则BMS关闭PTC放电前加热控制。, \n \n, 6.根据权利要求5所述的用于电动汽车电池管理系统的电池加热控制方法，其特征在于，如果BMS没有接收到上位机发送的整车ACC或ON信号，则BMS关闭放电前PTC加热控制。, \n \n, 7.根据权利要求5所述的用于电动汽车电池管理系统的电池加热控制方法，其特征在于，, 如果BMS判断电池组在放电前不需要加热，则判断放电前PTC加热是否已经开启；, 如果PTC加热已经开启，则BMS结束放电前PTC加热控制；, 如果PTC加热没有开启，则BMS关闭放电前PTC加热控制。, \n \n, 8.根据权利要求5所述的用于电动汽车电池管理系统的电池加热控制方法，其特征在于，如果BMS判断电池组在前一状态时加热超时，则取消放电前PTC加热请求。, \n \n, 9.根据权利要求1所述的用于电动汽车电池管理系统的电池加热控制方法，其特征在于，BMS对电池组进行保温控制，具体包括如下步骤：, BMS判断电池组在前一状态时是否保温超时；, 如果没有保温超时，则判断电池组是否需要进行保温；, 如果电池组需要进行保温，则开启PTC保温加热模式，同时通过BMS判断电池组是否能够进行保温加热；, 如果电池组不能进行保温加热，则BMS关闭PTC保温加热控制；, 如果电池组能进行保温加热，则通过BMS检测电池剩余可用容量与电池总容量的比值；, 如果检测到的比值高于10％，则设置加热时BMU高压继电器吸合请求，利用电池包进行保温加热；, 如果检测到的比值低于10％，则BMS关闭PTC保温加热控制。, \n \n, 10.根据权利要求9所述的用于电动汽车电池管理系统的电池加热控制方法，其特征在于，, 如果BMS判断电池组在前一状态时保温超时，则取消PTC保温加热请求；, 如果BMS判断电池组不需要进行加热，则BMS关闭PTC保温加热控制；, 当BMS根据电池组和车辆状态判断不允许进行PTC加热控制时，则BMS关闭对电池组的PTC加热控制；, 其中不允许进行PTC加热控制的事件包括：BMS内部发生CAN总线通讯故障、发生温度检测模块硬件故障、PTC加热板温度过高、电池极柱温差不超过20℃、或车辆发生空调制冷事件。 | CN | China | Granted | Y | True |
| 393 | 車両用の電気供給システム \n | JP2013519352A | NaN | 本発明は、車両用の電気供給システムに関し、それは、データマイクロプロセッサーを備えた電子ボードと、複数の取り外し可能な再充電式バッテリーにつなぐために平行に配置され且つ互いに接続された複数のコネクタプラグと、対応する車両のエンジンの電気システムにつなぐために直流ＢＵＳを備えた電子ボードへの接続部と、電子ボードが複数の取り外し可能なバッテリーのいずれかからの電気供給を識別できるような弁別器と、を備えたコネクタ装置であって、再充電式バッテリーが放電し又は低状態である際に、一般的な電力供給網のような外部電源から充電できる。 | JP:2012551652A | https://patentimages.storage.googleapis.com/0a/a5/da/f13c9ab57d9469/JP2013519352A.pdf | NaN | ホルヘ・ベントゥラ・フォレス, ホセ・アンヘル・トビアス・ロペス | Ecomotive Inova Consultores sL | JP:H05176465:A, JP:H06343205:A, JP:2001057711:A, JP:2003047111:A, JP:2003116226:A, US:20080118819:A1 | 2013-12-12 | 2011-03-01 | \n 車両用の電気供給システムであって、\n コネクタ装置（１）を備えており、前記コネクタ装置（１）が、\n データマイクロプロセッサーを備えた電子ボード（２）と、\n 複数の取り外し可能な再充電式バッテリー（５）につなぐために、平行に配置され且つ一方から他方へ相互に連結された、複数のコネクタプラグ（４）と、\n 対応する車両の電気システムにつなぐための直流ＢＵＳを備えた、前記電子ボードに連結された、接続部と、\n 前記電子ボードが、複数の取り外し可能な前記バッテリー（５）のいずれかからの電気供給を識別できるような、弁別器と、を備えており、\n 前記再充電式バッテリー（５）は、放電し又は低状態である際に、一般的な電力供給網のような外部電源から充電できるようになっている、\n ことを特徴とする、車両用の電気供給システム。\n, \n 前記再充電式バッテリー（５）の１つずつに結合されており、取り込まれたデータをデータインターフェースによって前記電子ボード（２）に送る、温度センサーを、備えている、\n 請求項１記載の車両用の電気供給システム。\n, \n 前期再充電式バッテリー（５）に１つずつに結合されており、取り込まれたデータをデータインターフェースによって前記電子ボード（２）に送る、電圧センサーを、備えている、\n 請求項１記載の車両用の電気供給システム。\n, \n 前記ＢＵＳが、前記再充電式バッテリー（５）の充電状況に応じて電源回路を開閉できる、遮断スイッチを、含んでいる、\n 請求項１記載の車両用の電気供給システム。\n | JP | Japan | Granted | B | True |
| 394 | 车辆 \n | CN108973712B | NaN | 本发明提供一种车辆，该车辆能够在不消耗额外的电力的情况下开始外部充电。车辆(V)具备高压电池(2)、车载充电器(54)、接入口(51)、控制车载充电器(54)的充电ECU(60)、以及使设置于向驱动轮传递驱动力的变速器(81)的旋转轴(80)成为能够旋转或不能旋转的状态的驻车锁定机构(82)。充电ECU(60)具备备份RAM(60a)，该备份RAM(60a)中被写入驻车锁定机构(82)的锁定状态信息。充电ECU(60)在将外部充电器(C)的充电连接器(93)与接入口(51)连接而对高压电池(2)进行充电时，使用存储在备份RAM(60a)中的信息来控制车载充电器(54)。 | CN:201810527543.7A | https://patentimages.storage.googleapis.com/36/67/60/6a00fe344d7871/CN108973712B.pdf | CN:108973712:B | 榊原尚也 | Honda Motor Co Ltd | NaN | Not available | 2021-08-27 | 1.一种车辆，该车辆具备：蓄电器；车载充电器；经由所述车载充电器而将外部电力供应源的连接器与所述蓄电器连接的接入口；通过信息传送线路而相互连接的主ECU、换挡ECU和充电ECU；以及驻车锁定机构，, 该车辆能够将所述连接器与所述接入口连接而将来自所述外部电力供应源的电力经由所述车载充电器供应至所述蓄电器，其特征在于，, 所述驻车锁定机构将设置于向驱动轮传递驱动力的驱动力传递机构中的旋转轴设为能够旋转或不能旋转的状态，产生表示该状态的锁定状态信号，, 所述主ECU总体地管理车辆驱动用电动机、逆变器、线控换挡系统和电源系统，, 所述换挡ECU根据基于驾驶员的变速操作的信号向换挡驱动器发送控制信号，, 所述充电ECU具备存储介质，该存储介质中被写入与所述锁定状态信号对应的锁定状态信息，所述充电ECU使用存储在所述存储介质中的信息来控制所述车载充电器，, 在将所述连接器与所述接入口连接而对所述蓄电器进行充电时，所述充电ECU成为动作状态，并且所述换挡ECU是暂停状态。, 2.根据权利要求1所述的车辆，其特征在于，, 在由存储在所述存储介质中的所述锁定状态信息示出所述旋转轴处于所述不能旋转的状态的情况下，所述充电ECU使所述车载充电器成为能够从所述外部电力供应源向所述蓄电器通电的状态。, 3.根据权利要求1或2所述的车辆，其特征在于，, 所述驻车锁定机构具备电磁致动器，该电磁致动器使所述旋转轴在能够旋转的状态与不能旋转的状态之间进行切换，, 所述车辆还具备锁定控制装置，该锁定控制装置根据驾驶员对操作部的操作而驱动所述电磁致动器。, 4.根据权利要求3所述的车辆，其特征在于，, 所述锁定控制装置具备其它存储介质，该其它存储介质相对于所述存储介质是另外的，并且，该其它存储介质中被依次写入所述驻车锁定机构的锁定状态信息，, 响应于电源开关被断开的情况而在所述存储介质中写入存储在所述其它存储介质中的所述锁定状态信息。 | CN | China | Active | B | True |
| 395 | 신규한 구조의 외부 입출력 케이블 어셈블리 및 이를 포함하는 전지모듈 어셈블리 \n | KR20130116446A | NaN | 본 발명은 본 발명은 둘 이상의 전지모듈들을 포함하는 전지모듈 어셈블리의 외부 입출력 케이블 어셈블리로서, 절연성 소재로 이루어져 있고, 제 1 및 제 2 외부 입출력 단자들 및 통신 케이블 단자를 포함하고 있는 하우징, 일측 단부에는 전지모듈의 제 1 전극단자와 연결되는 전극단자 접속부가 형성되어 있고, 타측 단부에는 상기 하우징의 제 1 외부 입출력 단자와 전기적으로 연결되어 있는 전원 케이블, 일측 단부에는 통신 케이블 접속부가 형성되어 있고, 타측 단부에는 상기 하우징의 통신 케이블 단자와 연결되어 있는 구조로 이루어져 있고 어셈블리의 제어를 위한 통신 케이블, 및 전지모듈의 제 2 전극단자와 접속되며, 상기 하우징의 제 2 외부 입출력 단자와 전기적으로 연결되는 버스 바를 포함하는 것을 특징으로 하는 외부 입출력 케이블 어셈블리를 제공한다. | KR:1020120030315A | https://patentimages.storage.googleapis.com/33/8f/82/492fe8aa615c43/KR20130116446A.pdf | NaN | 김주한, 성준엽, 이범현, 신진규 | 주식회사 엘지화학 | NaN | Not available | 2020-12-08 | 둘 이상의 전지모듈들을 포함하는 전지모듈 어셈블리의 외부 입출력 케이블 어셈블리로서, (a) 절연성 소재로 이루어져 있고, 제 1 및 제 2 외부 입출력 단자들 및 통신 케이블 단자를 포함하고 있는 하우징;(b) 일측 단부에는 전지모듈의 제 1 전극단자와 연결되는 전극단자 접속부가 형성되어 있고, 타측 단부에는 상기 하우징의 제 1 외부 입출력 단자와 전기적으로 연결되어 있는 전원 케이블;(c) 일측 단부에는 통신 케이블 접속부가 형성되어 있고, 타측 단부에는 상기 하우징의 통신 케이블 단자와 연결되어 있는 구조로 이루어져 있고 어셈블리의 제어를 위한 통신 케이블; 및(d) 전지모듈의 제 2 전극단자와 접속되며, 상기 하우징의 제 2 외부 입출력 단자와 전기적으로 연결되는 버스 바;를 포함하는 것을 특징으로 하는 외부 입출력 케이블 어셈블리., 제 1 항에 있어서, 상기 하우징에 결합되며, 상기 제 1 및 제 2 외부 입출력 단자들과 연결되는 외부 입출력 커넥터, 및 상기 통신 케이블 단자와 연결되는 통신 케이블 커넥터가 형성되어 있는 플러그-인(plug-in) 커넥터를 더 포함하는 것을 특징으로 하는 외부 입출력 케이블 어셈블리., 제 2 항에 있어서, 상기 외부 입출력 커넥터 및 통신 케이블 커넥터는 소켓 구조인 것을 특징으로 하는 외부 입출력 케이블 어셈블리., 제 1 항에 있어서, 상기 하우징은, 제 1 및 제 2 외부 입출력 단자들 및 통신 케이블 단자를 포함하는 하우징 본체, 및 상기 전원 케이블 및 통신 케이블을 상기 제 1 외부 입출력 단자 및 통신 케이블 단자에 연결한 상태에서 상기 하우징 본체의 상측에 결합되는 하우징 커버를 포함하는 것을 특징으로 하는 외부 입출력 케이블 어셈블리., 제 1 항에 있어서, 상기 제 1 전극단자는 전지모듈의 양극 또는 음극에 연결되고, 상기 제 2 전극단자는 전지모듈의 음극 또는 양극에 연결되는 것을 특징으로 하는 외부 입출력 케이블 어셈블리., 제 1 항에 있어서, 상기 버스 바는 전지모듈의 제 2 전극단자 및 하우징의 제 2 외부 입출력 단자에 각각 연결되는 양측 단부들이 수직 절곡되어 있는 것을 특징으로 하는 외부 입출력 케이블 어셈블리., 제 1 항에 따른 외부 입출력 케이블 어셈블리;전극 리드들이 일측 방향으로 정렬되도록 수직 적층된 둘 이상의 판상형 전지셀들을 포함하고 있는 둘 이상의 전지모듈들;전극단자들이 일측 방향으로 정렬된 상태로 전지모듈들이 상면에 탑재되는 모듈 수납부들을 포함하고 있고 외주면에 상향 절곡된 구조의 측벽이 형성되어 있는 베이스 플레이트(base plate);전지모듈의 전극단자를 기준으로 양측에 하향 절곡된 측벽을 포함하고 있고, 베이스 플레이트 상에 고정되어 모듈 어셈블리의 상면을 형성하는 상부 커버 플레이트(upper cover plate); 및전지모듈들의 상면에 탑재되고 전지모듈들에 체결 결합되는 판상형 부재로서, 상기 외부 입출력 케이블 어셈블리의 케이블을 고정하기 위한 케이블 고정부를 포함하고 있는 어셈블리 커버(assembly cover);를 포함하고 있는 것을 특징으로 하는 전지모듈 어셈블리., 제 7 항에 있어서, 상기 전지셀은 각형 이차전지 또는 파우치형 이차전지인 것을 특징으로 하는 전지모듈 어셈블리., 제 8 항에 있어서, 상기 파우치형 이차전지는 수지층과 금속층을 포함하는 라미네이트 시트에 전극조립체가 밀봉되어 있는 구조로 이루어진 것을 특징으로 하는 전지모듈 어셈블리., 제 8 항에 있어서, 상기 전지모듈에서 전지셀들은 병렬 연결되어 있는 것을 특징으로 하는 전지모듈 어셈블리., 제 10 항에 있어서, 상기 병렬 연결은 'ㄱ'자형 또는 'ㄷ'자형 버스 바(bus bar)에 의해 달성되는 것을 특징으로 하는 전지모듈 어셈블리., 제 7 항에 있어서, 상기 전지셀들은 카트리지 프레임(cartridge frame)에 고정되어 있고, 상기 전지모듈은 카트리지 프레임들의 적층 구조로 이루어진 것을 특징으로 하는 전지모듈 어셈블리., 제 7 항에 있어서, 상기 전지모듈들에는 어셈블리 커버와의 체결을 위한 체결구들이 형성되어 있는 것을 특징으로 하는 전지모듈 어셈블리., 제 7 항에 있어서, 상기 어셈블리 커버에는 전지모듈들의 상면이 개방되는 개구들이 천공되어 있는 것을 특징으로 하는 전지모듈 어셈블리., 제 7 항에 있어서, 상기 케이블 고정부는 전원 케이블이 안착 고정될 수 있도록 어셈블리 커버의 단부가 연장된 구조의 하나 이상의 제 1 케이블 고정부를 포함하고 있는 것을 특징으로 하는 전지모듈 어셈블리., 제 15 항에 있어서, 상기 제 1 케이블 고정부는 수직 단면 상으로 'L'자형 구조로 이루어진 것을 특징으로 하는 전지모듈 어셈블리., 제 7 항에 있어서, 상기 케이블 고정부는 통신 케이블이 밴드 클립(band clip)에 의해 고정될 수 있도록 어셈블리 커버의 단부가 상향 절곡된 구조의 하나 이상의 제 2 케이블 고정부를 포함하고 있는 것을 특징으로 하는 전지모듈 어셈블리., 제 17 항에 있어서, 상기 밴드 클립은 케이블을 고정하면서 제 2 케이블 고정부에 결합되는 그립(grip)을 포함하는 것을 특징으로 하는 전지모듈 어셈블리., 제 7 항에 있어서, 상기 어셈블리 커버는 전지셀 또는 전지모듈의 온도를 검출하기 위한 온도 센서의 장착을 위한 온도 센서 고정부를 추가로 포함하고 있는 것을 특징으로 하는 전지모듈 어셈블리., 제 7 항에 있어서, 상기 어셈블리 커버는 전지모듈의 모듈 커버가 결합되기 위한 체결홈을 추가로 포함하고 있는 것을 특징으로 하는 전지모듈 어셈블리., 제 7 항에 따른 전지모듈 어셈블리를 전원으로 포함하는 것을 특징으로 하는 디바이스., 제 21 항에 있어서, 상기 디바이스는 비상용 전원장치, 전산실 전원장치, 휴대용 전원장치, 의료설비 전원장치, 소화설비 전원장치, 경보설비 전원장치 또는 피난설비 전원장치인 것을 특징으로 하는 디바이스. | KR | South Korea | NaN | H | True |
| 396 | 一种电动汽车控制系统及电动汽车 \n | CN112829694A | NaN | 本发明涉及电动汽车技术领域，尤其涉及一种电动汽车控制系统及电动汽车。本发明提供的电动汽车控制系统，包括盒体、高压盒、电池管理系统和整车控制器，高压盒、电池管理系统和整车控制器均设置在盒体内，盒体设置在电池包和电动汽车的电机之间。所述电动汽车控制系统通过将高压盒、电池管理系统和整车控制器集成到一个盒体内，针对同一尺寸的电动汽车能够使电池包内电芯的可用空间增大，使电池包能量密度高，续航里程长，且有利于实现整车模块化及平台化，降低整车的成本及开发周期。本发明提供的电动汽车通过应用上述电动汽车控制系统，有利于实现整车模块化及平台化，降低整车的成本及开发周期。 | CN:202110227337.6A | https://patentimages.storage.googleapis.com/72/5f/72/0ef87cc511ab38/CN112829694A.pdf | NaN | 何亚飞 | Envision Power Technology Jiangsu Co Ltd | NaN | Not available | 2019-05-10 | 1.一种电动汽车控制系统，其特征在于，包括盒体(1)、高压盒(2)、电池管理系统(3)和整车控制器(4)，所述高压盒(2)、所述电池管理系统(3)和所述整车控制器(4)均设置在所述盒体(1)内，所述盒体(1)设置在电池包(10)和电动汽车的电机(20)之间。, 2.根据权利要求1所述的电动汽车控制系统，其特征在于，所述高压盒(2)、所述电池管理系统(3)和所述整车控制器(4)之间彼此相互电连接。, 3.根据权利要求2所述的电动汽车控制系统，其特征在于，所述电动汽车控制系统还包括多根电连接线路，所述电连接线路的一端设置在所述盒体(1)上，并与所述盒体(1)内的所述高压盒(2)、所述电池管理系统(3)和所述整车控制器(4)电连接。, 4.根据权利要求3所述的电动汽车控制系统，其特征在于，所述电连接线路的两端均设置有快插接头。, 5.根据权利要求3或4所述的电动汽车控制系统，其特征在于，多根所述电连接线路中包括高压线路(11)和电机线路(13)，所述高压盒(2)通过所述高压线路(11)与所述电池包(10)电连接，所述高压盒(2)通过所述电机线路(13)与所述电机(20)电连接。, 6.根据权利要求5所述的电动汽车控制系统，其特征在于，多根所述电连接线路中还包括低压线路(12)，所述电池管理系统(3)通过所述低压线路(12)与所述电池包(10)电连接。, 7.根据权利要求6所述的电动汽车控制系统，其特征在于，多根所述电连接线路中还包括整车控制线路(14)，所述整车控制器(4)通过所述整车控制线路(14)实时调整所述电动汽车的行驶参数。, 8.一种电动汽车，其特征在于，包括底盘框架(40)、电池包(10)、电机(20)和如权利要求1-7任一项所述的电动汽车控制系统，所述电池包(10)安装在所述底盘框架(40)上。, 9.根据权利要求8所述的电动汽车，其特征在于，所述盒体(1)与所述底盘框架(40)之间的最小安全距离大于10mm。, 10.根据权利要求9所述的电动汽车，其特征在于，所述盒体(1)与所述电机(20)之间的最小安全距离大于10mm。 | CN | China | Pending | B | True |
| 397 | 车辆的电源装置 \n | CN105599711A | 技术领域本发明涉及车辆的电源装置，尤其涉及能够从车辆向外部装置供电的车辆的电源装置。背景技术已知有将电动车辆用作电源、通过外置的供电装置进行电力变换来向住宅和/或电器供给电力的供电系统。例如，在日本特开2013-198288号公报中记载有如下一种供给系统：将外部供电装置与电动车辆连接，通过外部供电装置的变换器将从电动车辆向外部供电装置输出的直流电力变换为交流并向外部负载供给。发明内容为了方便用户，有时会在车厢内设置服务插座。在该情况下，关于在向车辆外部供电期间是否使服务插座成为可用，在上述公报中未作讨论。在向外部供电期间，车厢内大多未载人。若在这样的情况下允许从服务插座供电，则在用户将设备与服务插座连接而忘记切断电源等时，会在用户未察觉的状态下继续供电，设备在不合适的状态下工作而有可能发生故障。进而，若在向车辆外部供电期间从服务插座输出电力而车辆的输出合计电流超过限制值，则向车辆外部的供电有可能会被停止。本发明的目的在于提供一种降低了由不注意引起的忘记切断车内电气设备的电源的可能性的、能够向车辆外部供电的车辆。本发明概括而言是一种车辆的电源装置，具备：电源；第1连接部，其用于从电源向车辆的外部装置供电；第2连接部，其是第1连接部以外的另外设置在车厢内的连接部；操作部，其供用户操作来要求从第1连接部向外部装置的供电；以及控制部，其控制从电源向第1连接部和第2连接部的电力供给。控制部在从操作部输入了向外部装置供电的要求的情况下，停止向第2连接部的电力供给，且向第1连接部进行电力供给。在向外部供电期间，车厢内大多未载人。通过如上所述进行控制，即使电气设备与第2连接部连接、且电气设备在工作中的状态下被放置在车厢内，也能够防止在用户未察觉的状态下继续向电气设备供电而设备在不合适的状态下工作。优选，控制部在正从第1连接部向外部装置供电的情况下，即使在从操作部输入了使用第2连接部的要求时，也禁止从第2连接部供给电力。车辆的电源装置有时设定有装置整体可输出的电力的上限。在这样的情况下，可认为：若在正向外部装置供电的状态下从第2连接部向车厢内的电气设备输出电力，则运转中的外部装置可能会因电力受到限制而停止。若进行如上所述的控制，则在从第1连接部向外部装置供电期间，即使之后产生了对第2连接部的电力要求，也不会向第2连接部供给电力，因此，能够避免外部装置停止的事态。优选，车辆的电源装置还具备对从第1连接部向外部装置供给的电力进行检测的电力检测部。控制部在由电力检测部检测到的电力超过了预定值的情况下，限制或停止从第1连接部供给电力。若设为上述结构，则控制部能够决定是一边监视电力一边按要求向外部装置供电、还是限制供电或者停止供电。优选，电源是直流电源。车辆的电源装置还具备：直流输出部，其接受直流电源的电压而向第1连接部输出供电用直流电压；以及交流输出部，其接受直流电源的电压而产生交流电压并将其输出到第2连接部。交流输出部包括变换器。直流输出部包括将直流电源和第1连接部连接的供电继电器。控制部在从操作部输入了向外部装置供电的要求的情况下，使变换器的动作停止，且使供电继电器导通。若设为如上所述的结构，则控制部能够使交流输出部停止输出交流电压，且使直流输出部输出供电用直流电压。此外，为了使交流输出部停止输出交流电压，也可以在交流输出部的出口设置继电器来切断输出。电源包括二次电池和用于对二次电池进行充电的燃料电池。若设为上述结构，则即使在二次电池的电池容量小的情况下，只要向燃料电池补充燃料就能够继续向外部装置供电。根据本发明，在向车辆外部供电期间，能够避免在用户未察觉的状态下车内的电气设备继续工作这一事态。本发明的上述的以及其他的目的、特征、方面以及优点将会通过与附图相关联来理解的与本发明相关的以下的详细说明而变得明了。附图说明图1是示出搭载本实施方式的车辆的电源装置的车辆的结构以及与车辆连接的外部装置的结构的图。图2是用于说明车辆ECU300所执行的向服务插座190输出电力的控制的流程图。图3是用于说明车辆ECU300所执行的向外部装置500供电的控制的流程图。图4是用于说明车辆ECU300所执行的向外部装置500供电期间的电力监视控制的流程图。具体实施方式以下，参照附图，对本发明的实施方式进行详细说明。此外，对图中相同或相当部分标注相同标号，不反复进行其说明。图1是示出搭载本实施方式的车辆的电源装置的车辆的结构以及与车辆连接的外部装置的结构的图。参照图1，车辆100包括：电源105、系统主继电器(SystemMainRelay：SMR)115、PCU(PowerControlUnit：动力控制单元)120、马达135、驱动轮150以及作为控制装置的车辆ECU(ElectronicControlUnit：电子控制单元)300。电源105包括车载电池110和燃料电池130。PCU120包括未图示的转换器、变换器以及电容器。外部装置500包括检测漏电的检测器530、变换器510、供电开始开关542、供电停止开关544、紧急停止开关546以及控制变换器510的供电ECU550。车载电池110经由正电力线PL1以及负电力线NL1与PCU120连接。并且，车载电池110向PCU120供给用于产生车辆100的驱动力的电力。另外，车载电池110蓄积由马达135再生出的电力。车载电池110的输出例如为200V左右。车载电池110包括均未图示的电压传感器和电流传感器，将由这些传感器检测到的车载电池110的电压VB和电流IB输出给车辆ECU300。SMR115所包含的继电器的一方连接在车载电池110的正极和与PCU120连接的正电力线PL1之间，另一方的继电器连接在车载电池110的负极与负电力线NL1之间。并且，SMR115基于来自车辆ECU300的控制信号SR对车载电池110与PCU120之间的电力的供给和切断进行切换。PCU120包括将燃料电池130的电压和车载电池110的电压变换为马达驱动用的直流电压的升压转换器和接受马达驱动用的直流电压来驱动马达135的变换器。PCU120的内部的变换器基于来自车辆ECU300的控制信号，将直流电力变换为交流电力，驱动马达135。马达135是交流旋转电机，例如是具备埋设有永磁体的转子的永磁体型同步电动机。马达135的驱动转矩被传递到驱动轮150而使车辆100行驶。在车辆100的再生制动时，马达135能够通过驱动轮150的旋转力进行发电。并且，该发电电力由PCU120变换为车载电池110的充电电力。此外，虽然示出了燃料电池车的例子，但车辆100也可以是混合动力汽车。在该情况下，车辆100还具备发动机和发电机。发电机能够通过发动机的旋转进行发电，能够使用该发电电力对车载电池110进行充电。车辆100也可以是不搭载发动机的电动汽车。近年来，作为电源装置，电动汽车、混合动力汽车、燃料电池车正受到关注。这些车辆搭载有车辆驱动用的大容量车载电池，在混合动力汽车、燃料电池车中，由于还具有发电功能，所以正在研究从这些车辆向外部的设备、电气设备等供给电力。在这些燃料电池车辆等中，由于能够产生大电力，所以不仅能够向车辆的外部的设备等供给电力，还能够在车厢内设置输出比较大的服务插座。本实施方式的车辆的电源装置具备：电源105；交流输出部(变换器180)，其接受电源105的电压而输出交流电压；服务插座190，其设置在车厢内；直流输出部(供电继电器160)，其接受电源105的电压而输出供电用直流电压；作为直流连接部的DC输出口170，其用于向车辆的外部装置500供给供电用直流电压；操作部200，其供用户操作来要求从DC输出口170向外部装置500的供电；以及车辆ECU(ElectronicControlUnit)300，其控制交流输出部(变换器180)和直流输出部(供电继电器160)。服务插座190是DC输出口170以外的另外设置的、用于向交流电气设备(例如，电吹风、电炉、电饭煲，便携终端充电器等)供给交流电压的交流连接部。外部装置500经由连接器410和电源电缆440而与DC输出口170连接。供电ECU550根据检测器530的漏电检测结果和供电开始开关542、供电停止开关544以及紧急停止开关546的操作状态来控制变换器510。输出部520既可以连接于房屋的配电盘等，也可以连接于交流电气设备。车辆侧的电源105包括车载电池110和用于对车载电池110进行充电的燃料电池130。车载电池110是构成为可充放电的电力储存元件。车载电池110例如构成为包括锂离子电池、镍氢电池或铅蓄电池等二次电池、或者双电层电容器等蓄电元件。若设为上述结构，则即使在车载电池110的电池容量小的情况下，只要向燃料电池130补充燃料就能够继续向外部装置500供电。操作部200包括电源开关210、DC-OUT开关220、AC-OUT开关222、以及与AC-OUT开关222一体化的AC-OUT灯224。电源开关210是用于使车辆的电行驶系统起动的开关。例如，若在没有操作未图示的制动器踏板的状态下按一次电源开关210，则车辆的动作模式向可使用音频设备等一部分电装品的附件模式(Acc模式)转变。另外，若按两次电源开关210，则车辆的动作模式向可使用所有电装品的IG-ON模式转变。若在踩着制动器踏板的状态下按下电源开关210，则车辆成为可由PCU120驱动马达135的状态(Ready-ON)。AC-OUT开关222是要求从服务插座190进行AC车内供电的开关。当在IG-ON模式下操作AC-OUT开关222时，车辆ECU300使系统主继电器115接通，且使变换器180工作，开始向服务插座190供给AC100V。在使变换器180工作时，车辆ECU300使AC-OUT灯224点亮。DC-OUT开关220是要求向外部装置500供电的开关。当在IG-ON模式下操作DC-OUT开关220时，车辆ECU300使系统主继电器115和供电继电器160都接通，开始从DC输出口170向外部装置500进行DC外部供电。在该情况下，需要对在向车辆外部供电期间是否使服务插座190可用进行研究。在向外部供电期间，车厢内大多未载人。若在这样的情况下允许从输出比较大的服务插座190供电，则当用户在将电气设备等与服务插座连接的状态下忘记切断电源等时，会在用户未察觉的状态下继续供电，设备会在不合适的状态下工作而有可能发生故障。尤其需要注意消耗电力大的电气设备(制热设备等)。因此，在本实施方式中，在基于AC-OUT开关222的操作的供电要求和基于DC-OUT开关220的操作的供电要求产生了竞争的情况下，如之后的流程图所说明那样，车辆ECU300使DC-OUT开关220的操作优先。车辆ECU300，在从操作部200输入了向外部装置500供电的要求的情况下，使变换器180停止输出交流电压，且使供电继电器160导通而使DC输出口170输出供电用直流电压。在向外部供电期间，车厢内大多未载人。通过如上所述进行控制，即使交流电气设备与服务插座190连接、且交流电气设备(例如，电吹风、电炉、电饭煲、便携终端充电器等)在工作中的状态下被放置，也能够防止在用户未察觉的状态下继续向交流电气设备供电而设备在不合适的状态下工作。优选，交流输出部包括变换器180和未图示的继电器等，直流输出部包括将电源105与DC输出口170连接的供电继电器160，车辆ECU300在从操作部200输入了向外部装置500供电的要求的情况下，使变换器180的动作停止，且使供电继电器160导通。若设为如上所述的结构，则车辆ECU300能够使交流输出部(变换器180)停止输出交流电压，且使直流输出部(供电继电器160)输出供电用直流电压。此外，为了使变换器180停止输出交流电压，也可以在变换器180的出口设置继电器来切断输出。优选，车辆ECU300，在正从DC输出口170向外部装置500供电的情况下，即使从操作部200输入了使用服务插座190的要求，也禁止从交流输出部(变换器180)输出交流电压。另外，车辆的电源装置有时设定有装置整体可输出的电力的上限。在这样的情况下，可认为：若在正向外部装置500供电的状态下从交流输出部(变换器180)向交流电气设备输出电力，则运转中的外部装置500可能会因电力受到限制而停止。若进行如上所述的控制，则在从DC输出口170向外部装置500供电的期间，即使之后产生了来自连接于服务插座190的交流电气设备的电力要求，也不会向交流电气设备供给所要求的电力，因此，能够避免外部装置500停止的事态。优选，车辆的电源装置还具备对从DC输出口170向外部装置500供给的电力进行检测的电流传感器162和电压传感器164。在由电流传感器162和电压传感器164检测到的电力超过了预定值的情况下，车辆ECU300使直流输出部(供电继电器160)停止供给直流电压。若设为上述的结构，则车辆ECU300能够一边监视电力一边决定是否向外部装置500供电。以下，使用流程图，对车辆ECU300所执行的向服务插座190的电力输出的控制和向外部装置500的供电控制进行说明。图2是用于说明车辆ECU300所执行的向服务插座190的电力输出的控制的流程图。该流程图的处理每一定时间或者每当预定的条件成立时被从主例程调出并执行。参照图1、图2，车辆ECU300在步骤S1中判断车辆的动作模式是否是IG-ON模式或附件模式。在步骤S1中判断为车辆的动作模式是IG-ON模式或附件模式的情况下(在S1中为是)，处理进入步骤S2。在步骤S2中，车辆ECU300判断AC-OUT开关222是否被操作为了接通状态。在步骤S2中判断为AC-OUT开关222被操作为了接通状态的情况下(在S2中为是)，处理进入步骤S3。在步骤S3中，车辆ECU300判断当前是否正在向外部装置500进行DC外部供电。在步骤S3中判断为没有进行DC外部供电的情况下(在S3中为否)，车辆ECU300在步骤S4中使AC-OUT灯224点亮，并且在步骤S5中使变换器180工作，向服务插座190供给AC100V。另一方面，在步骤S1中判断为动作模式既不是IG-ON模式也不是附件模式的情况下，或者在步骤S2中判断为不存在AC-OUT开关的接通操作的情况下，或者在步骤S3中判断为正在进行DC外部供电的情况下，不执行步骤S4、S5的处理而使处理进入步骤S6。特别是，由于进行步骤S3的处理，所以向DC输出口的DC外部供电优先于向服务插座190的AC车内供电。由于也设想在发生灾害时等紧急时刻利用DC外部供电，因此，DC外部供电的优先程度被设定得比AC车内供电高。此外，在这样的情况下，不将交流电气设备与服务插座190连接，而是将其与外部装置500的输出部520连接或者与从输出部520分支出的部分连接即可。图3是用于说明车辆ECU300所执行的向外部装置500的供电控制的流程图。该流程图的处理每一定时间或者每当预定的条件成立时被从主例程调出并执行。参照图1、图3，在步骤S11中，车辆ECU300判断是否存在DC外部供电要求操作。作为一例，在外部装置连接于DC输出口170、且车辆的动作模式被设定为IG-ON模式、且DC-OUT开关220成为了接通状态的情况下，车辆ECU300判断为存在DC外部供电要求操作。此外，在车辆ECU300与外部装置500的供电ECU550进行着通信的情况下，也可以向上述条件中追加供电开始开关542被操作为接通状态、且未操作供电停止开关544和紧急停止开关546。在步骤S11中判断为存在DC外部供电要求操作的情况下，处理进入步骤S12。在步骤S12中，车辆ECU300判断产生AC100V的交流电力的变换器180是否正在动作。在步骤S12中判断为变换器180正在动作的情况下(在S12中为是)，处理进入步骤S13。车辆ECU300在步骤S13中停止产生向服务插座190输出的AC100V的交流电力的变换器180的动作，并且在步骤S14中使AC-OUT灯224成为熄灭状态。由此，例如，即使忘记切断连接于服务插座190的交流电气设备，向交流电气设备的电力供给也会被强制中断。在实施DC外部供电这样的状况下，可设想电气设备在车厢内未载人的状态下被长时间放置。例如，在电吹风、电炉、电饭煲等伴有热源的电气设备的情况下，由于强制中断电力供给，所以即使在车厢内放置也不会产生过热等。然后，在步骤S15中，使供电继电器160导通，在步骤S16中，执行向外部装置500的DC外部供电。此外，在步骤S11中判断为不存在DC外部供电要求操作的情况下(在S11中为否)，或者在步骤S12中判断为变换器180未处于动作中的情况下(在S12中为否)，不执行步骤S13～16的处理而使处理进入步骤S17，在步骤S17中使控制返回主例程。通过图2、图3所示的控制，由于使对外部的供电优先于向车厢内的供电，所以在车厢内不存在人的可能性高的外部供电期间，能够防止连接于服务插座190的交流电气设备在不合适的状态下工作。图4是用于说明车辆ECU300所执行的向外部装置500供电期间的电力监视控制的流程图。该流程图的处理在图3的步骤S15中执行供电的期间，每一定时间或者每当预定的条件成立时被从主例程调出并执行。参照图1、图4，车辆ECU300在步骤S21中从电压传感器164得到供电电压Vo，从电流传感器162得到供电电流Io。接着，在步骤S22中，通过运算电流与电压之积来算出供电电力Po。接着，在步骤S23中，车辆ECU300判断供电电力Po是否超过了上限值。在步骤S23中判断为Po>上限值的情况下(在S23中为是)，处理进入步骤S24，在没有判断为Po>上限值的情况下(在S23中为否)，处理进入步骤S25。在步骤S25中，继续进行DC外部供电。另一方面，在步骤S24中，停止DC外部供电。作为一例，断开供电继电器。在步骤S24或S25的处理之后处理进入步骤S26时，控制返回主例程。如图4那样以上限值来限制DC外部供电电力Po是为了保护车辆、保护外部装置等。例如，也可考虑如下情况：在为了抑制车载电池110的成本而将车载电池110的容量设计得尽可能小的情况下，若正在执行AC车内供电，则必须向更严格的方向修正上限值。在进行这样的控制的情况下，可认为：若在正向外部装置500供电的状态下从交流输出部(变换器180)向交流电气设备输出电力，则运转中的外部装置500可能会因电力受到限制而停止。若进行图2、图3中说明的使DC外部供电优先于AC车内供电的控制，则在从DC输出口170向外部装置500供电期间，即使之后产生了来自连接于服务插座190的交流电气设备的电力要求，也不会向交流电气设备供给所要求的电力，因此，能够避免外部装置500停止的事态。此外，在本实施方式中，虽然示出了在车厢内设置AC供电用服务插座、并在向车外的供电中设置DC输出口的例子，但只要使向车外的供电优先于向车厢内的供电即可。例如，设置在车厢内的服务插座既可以是AC供电用也可以是DC供电用，进行向车外的供电的输出口也同样既可以是AC供电用也可以是DC供电用。虽然对本发明的实施方式进行了说明，但应该认为，本次公开的实施方式在所有方面都是例示而不是限制性的内容。本发明的范围由权利要求书来表示，意在包括与权利要求书均等的含义以及范围内的所有变更。 | 车辆的电源装置具备电源(105)；DC输出口(170)，其用于从电源(105)向车辆的外部装置(500)供电；服务插座(190)，其是DC输出口(170)以外的设置在车厢内的连接器；操作部(200)，其供用户操作来要求从DC输出口(170)向外部装置(500)的供电；以及车辆ECU(300)，其控制从电源向DC输出口(170)和服务插座(190)的电力供给。车辆ECU(300)在从操作部(200)输入了向外部装置(500)供电的要求的情况下，停止向服务插座(190)的电力供给，且向DC输出口(170)进行电力供给。通过上述结构，能够降低忘记切断车内的电气设备的电源的可能性。 | CN:201510768004.9A | https://patentimages.storage.googleapis.com/d5/24/6d/4c23b1f1472b0e/CN105599711A.pdf | NaN | 弓田修, 植尾大辅 | Toyota Motor Corp | US:20040249534:A1, JP:2004236472:A, JP:2008228403:A, JP:2008289287:A, CN:102577022:A, CN:102229327:A | Not available | 2013-04-23 | 1.一种车辆的电源装置，具备：, 电源(105)；, 第1连接部(170)，其用于从所述电源(105)向车辆的外部装置(500)供电；, 第2连接部(190)，其是所述第1连接部(170)以外的另外设置在车厢内的连接器；, 操作部(200)，其供用户操作来要求从所述第1连接部(170)向所述外部装置(500)的供电；以及, 控制部(300)，其控制从所述电源(105)向所述第1连接部(170)和所述第2连接部(190)的电力供给，, 所述控制部(300)，在从所述操作部(200)输入了向所述外部装置(500)供电的要求的情况下，停止向所述第2连接部(190)的电力供给，且向所述第1连接部(170)进行电力供给。, \n \n, 2.根据权利要求1所述的车辆的电源装置，, 所述控制部(300)，在正从所述第1连接部(170)向所述外部装置(500)供电的情况下，即使在从所述操作部(200)输入了使用所述第2连接部(190)的要求时，也禁止从所述第2连接部(190)供给电力。, \n \n, 3.根据权利要求1所述的车辆的电源装置，, 还具备对从所述第1连接部(170)向所述外部装置(500)供给的电力进行检测的电力检测部(162、164)，, 所述控制部(300)，在由所述电力检测部(162、164)检测到的电力超过了预定值的情况下，限制或停止从所述第1连接部(170)供给电力。, \n \n \n \n, 4.根据权利要求1～3中任一项所述的车辆的电源装置，, 所述电源(105)是直流电源(105)，, 所述车辆的电源装置还具备：, 直流输出部，其接受所述直流电源(105)的电压而向所述第1连接部输出供电用直流电压；以及, 交流输出部，其接受所述直流电源(105)的电压而产生交流电压并将其输出到所述第2连接部，, 所述交流输出部包括变换器(180)，, 所述直流输出部包括将所述直流电源(105)和所述第1连接部(170)连接的供电继电器(160)，, 所述控制部(300)，在从所述操作部(200)输入了向所述外部装置(500)供电的要求的情况下，使所述变换器(180)的动作停止，且使所述供电继电器(160)导通。, \n \n, 5.根据权利要求1所述的车辆的电源装置，, 所述电源(105)包括二次电池(110)和用于对所述二次电池(110)进行充电的燃料电池(130)。 | CN | China | Granted | B | True |
| 398 | 전기자동차용 하이브리드 배터리 시스템 \n | WO2013058568A1 | NaN | 본 발명은 전기자동차용 배터리 시스템에 관한 것이다. 본 발명에 의하면, 복수의 리튬 전지 셀들을 포함하는 리튬 전지 모듈 및 복수의 납 축전지 셀들을 포함하는 납 축전지 모듈과, 상기 리튬 전지 모듈의 온도 및 전압을 측정하기 위한 센서를 가지는 제1감지유닛과, 상기 납 축전지 모듈의 온도 및 전압을 측정하기 위한 센서를 가지는 제2감지유닛과, 상기 제1감지유닛 및 제2감지유닛과 연결되며, 상기 제1감지유닛 및 제2감지유닛에서 측정된 값을 이용하여 상기 리튬 전지 모듈 및 납 축전지 모듈의 잔존용량을 측정하고, 상기 리튬 전지 모듈의 온도를 기준온도와 비교하고, 상기 납 축전지 모듈의 전압을 기준전압과 비교하여, 제어신호를 송신하는 제어회로와, 상기 리튬 전지 모듈 및 납 축전지 모듈과 연결되며, 상기 제어신호에 따라 상기 리튬 전지 모듈 또는 납 축전지 모듈을 선택적으로 방전시키는 스위치를 포함하는 충방전 회로를 포함하는 전기자동차용 하이브리드 배터리 시스템이 제공된다. 본 발명에 따른 전기 자동차용 하이브리드 배터리 시스템은 납 축전지 모듈과 리튬 전지 모듈을 교대로 사용하여, 납 축전지 모듈의 출력 전압 저하와 리튬 전지 모듈의 온도 상승에 따른 열화를 방지할 수 있다. 또한, 가격이 저렴한 납 축전지 모듈을 함께 사용하므로, 제조비용이 절감된다. | PC:T/KR2012/008529 | https://patentimages.storage.googleapis.com/a3/bb/9f/68a21ecf81ed08/WO2013058568A1.pdf | NaN | 송영길 | 주식회사 제이에스영테크 | KR:20070103897:A, KR:20100001877:A, JP:2010093993:A, KR:20110065011:A, KR:20110077774:A | Not available | 2013-04-25 | 복수의 리튬 전지 셀들을 포함하는 리튬 전지 모듈 및 복수의 납 축전지 셀들을 포함하는 납 축전지 모듈과, , 상기 리튬 전지 모듈의 온도 및 전압을 측정하기 위한 센서를 가지는 제1감지유닛과, 상기 납 축전지 모듈의 온도 및 전압을 측정하기 위한 센서를 가지는 제2감지유닛과, , 상기 제1감지유닛 및 제2감지유닛과 연결되며, 상기 제1감지유닛 및 제2감지유닛에서 측정된 값을 이용하여 상기 리튬 전지 모듈 및 납 축전지 모듈의 잔존용량을 측정하고, 상기 리튬 전지 모듈의 온도를 기준온도와 비교하고, 상기 납 축전지 모듈의 전압을 기준전압과 비교하여, 제어신호를 송신하는 제어회로와, , 상기 리튬 전지 모듈 및 납 축전지 모듈과 연결되며, 상기 제어신호에 따라 상기 리튬 전지 모듈 또는 납 축전지 모듈을 선택적으로 방전시키는 스위치를 포함하는 충방전 회로를 포함하는 전기자동차용 하이브리드 배터리 시스템., 제1항에 있어서,, 상기 제어회로는 상기 리튬 전지 모듈의 온도가 기준온도 이상이고, 상기 납 축전지 모듈의 전압이 기준전압 이상이면, 상기 납 축전지 모듈을 방전시키는 제어신호를 송신하며,, 상기 리튬 전지 모듈의 온도가 기준온도 이하이고, 상기 납 축전지 모듈의 전압이 기준전압 이하이면, 상기 리튬 전지 모듈을 방전시키는 제어신호를 송신하는 전기자동차용 하이브리드 배터리 시스템., 제1항에 있어서,, 상기 제어회로는 전기자동차의 모터를 제어하는 모터제어회로와 연결되며, 상기 모터제어회로에서 고출력을 요구하면 상기 리튬 전지 모듈을 방전시키는 제어신호를 송신하는 전기자동차용 하이브리드 배터리 시스템., 제2항에 있어서,, 상기 제어회로는 상기 리튬 전지 모듈의 온도가 기준온도 이상이고, 상기 납 축전지 모듈의 전압이 기준전압 이하이면, 경보를 울리거나, 전기자동차의 운행을 중지시키는 전기자동차용 하이브리드 배터리 시스템. \n, 제1항에 있어서,, 상기 충방전 회로는 리튬 전지 셀 또는 납 축전지 셀의 충전 및 방전시 각각의 셀의 전압 및 충전률을 측정하고, 전압 또는 충전률이 높은 셀을 방전함으로써, 각각의 셀이 동일하게 충전 및 방전되도록 제어하는 균등 충전회로 및 균등 방전회로를 더 포함하는 전기자동차용 하이브리드 배터리 시스템. , | WO | WIPO (PCT) | NaN | B | True |
| 399 | Controlling battery states of charge in systems having separate power sources \n | US10967755B2 | This application is a continuation of U.S. patent application Ser. No. 15/131,846, filed Apr. 18, 2016, naming Phillips et al. as inventors and titled “Controlling Battery States of Charge having Separate Power Sources”, which is a continuation of U.S. patent application Ser. No. 13/722,815, filed Dec. 20, 2012, naming Phillips et al. as inventors and titled “Controlling Battery States of Charge having Separate Power Sources”, which are incorporated herein by reference in their entirety.\nRechargeable batteries are used for many purposes. One application of increasing importance is as a power source for automobiles and other vehicles. In many cases, batteries are used to cold crank internal combustion engines. They are also used to power a vehicle's cabin accessories such as lights, audio systems, navigation systems, seat warmers, etc. With the market establishment of hybrid and all electric automobiles, rechargeable batteries are increasingly used to power the propulsion of the automobile. Another common application for rechargeable batteries is in uninterruptible power supplies (UPS), which provide emergency power to a load in the event that a primary source of power goes down. UPSs are commonly used to ensure near instantaneous protection from loss due to power outages for data centers, telecommunications equipment and other critical electrical equipment.\nBattery Management Units (BMUs) are sometimes employed to control the charging and to maintain a suitable state of charge in battery packs for applications such as automotive and UPS applications. An alternator may be used to deliver electronic charge to the batteries.\nA control system is designed or configured to control the state of charge of a battery or battery pack in a system containing a separate power source, which is separate from the battery or battery pack. In operation, the battery or battery pack is called upon to intermittently provide power for certain functions. The separate power source may be, for example, an AC electrical power source for a UPS or an engine of a vehicle such as a micro hybrid vehicle. The battery may be a nickel zinc aqueous battery. The control system may be designed or configured to implement one or more of the following functions: monitoring the state of charge of the battery or battery pack; directing rapid recharge of the battery or battery pack from the separate power source when the battery or battery pack is not performing its functions; and directing charge to fully charged level or a float charge level, which is different from the fully charged level, in response to operating conditions.\nOne aspect of the present disclosure concerns a method of controlling the state of charge of one or more nickel-zinc batteries in a battery pack for a system that has a separate power source working in conjunction with the battery pack having a full charge mode and a float charge mode. This method includes determining that the state of charge of the one or more nickel-zinc batteries in the battery pack is below a defined level associated with the full charge mode, then, while in the full charge mode, applying charge to the battery pack at a first voltage to charge the one or more nickel-zinc batteries of the battery pack to a fully charged state, and, subsequently, while operating the system in the float charge mode, applying charge to the battery pack at a second voltage to maintain the one or more nickel-zinc batteries of the battery pack at a float charged state. The magnitude of the second voltage is below the magnitude of the first voltage. The charge to the fully charged state and the charge to the float charge are provided from the separate power source. In one aspect, providing the charge from the separate power source to charge the one or more nickel-zinc batteries in the battery pack is accomplished by providing power from the separate power source to an alternator electrically coupled to the battery pack.\nIn certain embodiments, the separate power source may be an internal combustion engine. In other embodiments, it may be an AC electric power source. In a specific implementation, the battery pack contains exactly 7 batteries, while in another, the battery pack contains exactly 8 batteries.\nIn a specific implementation, the first voltage of the method is between about 1.82 and 1.95 volts. In another specific implementation, the second voltage of the method is between about 1.75 and 1.87 volts.\nIn a particular embodiment, charging the one or more nickel-zinc batteries of the battery pack to the fully charged state is conducted at a rate of at least about 1 C. In another embodiment, charging the one or more nickel-zinc batteries of the battery pack to the float charge state is conducted at a rate of at least about 1 C.\nIn certain embodiments, the system may be an electrical system of vehicle. In such cases, prior to determining that the state of charge of the one or more nickel-zinc batteries in the battery pack is below a defined level associated with the full charge mode, the method further includes discharging the one or more nickel-zinc batteries in the battery pack below the defined level associated with the full charge mode. Typically, the discharging is conducted to perform an electrical function for the vehicle. In certain embodiments, the electrical function is cold cranking an internal combustion engine of the vehicle, powering cabin electronics of the vehicle, and/or powering power steering of the vehicle.\nAdditionally, the method may involve, prior to operating the system in the float charge mode, partially discharging the one or more nickel-zinc batteries in the battery pack to perform the electrical function for the vehicle.\nIn another case, the system could be an uninterruptable power supply. In such a case, prior to determining that the state of charge of the one or more nickel-zinc batteries in the battery pack is below a defined level associated with the full charge mode, the method includes discharging the one or more nickel-zinc batteries in the battery pack below the defined level associated with the full charge mode, wherein the discharging is conducted to provide backup power for the separate power source.\nIn some embodiments, the method determines the temperature of battery pack and/or the one or more nickel-zinc batteries in the battery pack and calculating the fully charged state as a function of temperature. In one example, calculating the voltage applied for charging to the fully charged state includes evaluating the following expression: Voltage(fully charged)=1.9−0.002*(Temperature in Celsius−22). In yet another embodiment, the method includes determining the temperature of battery pack and/or the one or more nickel-zinc batteries in the battery pack and calculating the float charge state as a function of temperature.\nAnother aspect of the disclosure concerns a controller for controlling the state of charge of one or more nickel-zinc batteries in a battery pack. The battery pack may be designed or configured for use in a system that includes (a) a separate power source working in conjunction with the battery pack and (b) a full charge mode and a float charge mode. This controller may be characterized by a communications interface for communicating with an alternator and/or an engine control unit, and logic for (i) determining that the state of charge of the one or more nickel-zinc batteries in the battery pack is below a defined level associated with the full charge mode, (b) while in the full charge mode, applying charge to the battery pack at a first voltage to charge the one or more nickel-zinc batteries of the battery pack to a fully charged state, and, (c) subsequently, while operating the system in the float charge mode, applying charge to the battery pack at a second voltage to maintain the one or more nickel-zinc batteries of the battery pack at a float charged state. The magnitude of the second voltage is below the magnitude of the first voltage. The charge for charging to the fully charged state is provided from the separate power source. As well, the charge for charging to the float charge state is provided from the separate power source.\nIn certain embodiments, the controller logic of the controller may be further designed or configured for determining that the separate power source is operational prior to applying charge to the battery pack at a first voltage to charge the one or more nickel-zinc batteries of the battery pack to a fully charged state.\nIn a specific implementation, the first voltage of the controller is between about 1.87 and 1.95 volts. In another specific implementation, the second voltage of the controller is between about 1.75 and 1.87 volts.\nIn a certain embodiment, the controller logic of the controller is further designed or configured for determining the temperature of battery pack and/or the one or more nickel-zinc batteries in the battery pack and calculating the fully charged state as a function of temperature. In this case, calculating the fully charged state includes evaluating the following expression: Voltage(fully charged)=1.9−0.002*(Temperature in Celsius−22).\nIn yet another embodiment, the controller logic of the controller is further designed or configured for determining the temperature of battery pack and/or the one or more nickel-zinc batteries in the battery pack and calculating the float charge state as a function of temperature.\nIn one aspect, the controller logic of the controller is further designed or configured for charging the one or more nickel-zinc batteries of the battery pack to the fully charged state at a rate of at least about 1 C. In another, the controller logic of the controller is further designed or configured for charging the one or more nickel-zinc batteries of the battery pack to the float charge state at a rate of at least about 1 C.\nThese and other features of the disclosed embodiments will be set forth in further detail below, with reference to the associated drawings.\n FIG. 1A is a block diagram of an uninterruptible power supply integrated with a power source and a load.\n FIG. 1B is a block diagram of a vehicle having an electrical system with a battery pack and a BMU for providing electrical power to an electric starter motor and other electric loads in the vehicle.\n FIG. 2 is a flow chart depicting a process for controlling the state of charge in a battery at full charge and float charge.\nIntroduction\nAspects of this disclosure concern battery charge management. The batteries managed as described herein may find use in systems where they work in conjunction with a separate power source such as an internal combustion engine or an AC source from the grid. In such systems, the batteries are called upon to repeatedly perform a particular function or functions. In performing these functions, the batteries discharge to varying degrees. The systems are designed so that the batteries' states of charge are automatically maintained at high levels to permit the batteries to reliably perform their functions when called upon. In certain embodiments, the batteries are recharged during opportunities when a separate power source (e.g., an internal combustion engine) becomes available to charge them.\nBattery charge maintenance may be accomplished using a Battery Management Unit (BMU) or other appropriate controller. A BMU may include sensors or inputs for receiving sensed signals indicating one or more relevant parameters concerning the batteries under its control. Such parameters include the batteries' states of charge, temperature, voltage currently delivered by the batteries, coulombs passed after a triggering event, etc. The BMU may also include control logic dictating when and to what degree its batteries are to be charged or discharged.\nIn various embodiments, the batteries are charged in two or more different modes. In a first mode, termed a full charge operational mode, the batteries are fully charged from a discharged state to a state of charge that is considered fully charged for the type of battery (e.g., 2.3 V per cell for lead acid batteries and 1.93 V per cell for nickel zinc batteries). In another mode, termed a float charge operational mode, the batteries that have been fully charged are maintained at a float level (e.g., 1.87 V per cell for nickel zinc batteries). In the float mode, the batteries can be viewed as fully charged but they are maintained at a lower voltage. Float charging may compensate for self-discharge or small load discharging (i.e., charging in which the state of charge remains relatively high). Float charging typically involves trickling some charge into the batteries during normal operation of the system in which the batteries are used.\nConventionally, float charging serves to maintain the batteries in a fully charged state. Some conventional battery management units may be said to employ full charge and float charge as different operational modes, but in each mode, these BMUs charge the batteries to the same full state of charge. In some implementations described herein, the full charge mode is used when charging the batteries from a relatively deeply discharged state and float charge is used to maintain the batteries in a relatively highly charged state but at a level lower than that of fully charged batteries (e.g., about 95% of full charge). In other words, the float charge mode is used to maintain the batteries in a nearly fully charged state, so that the batteries are available to cold crank an engine, power a UPS or take other action where they may be discharged to a significant degree. In some implementations, the batteries are fully charged to a set full charge voltage level and then the charge voltage level is backed off to a float charge level. This approach promotes long life without excessive overcharge.\nIn accordance with various embodiments described herein, a special float charge mode is used for batteries in which continuous or repeated charging to full charge will damage the batteries, possibly by producing gases (e.g., hydrogen and/or oxygen) more rapidly than these can be recombined internally or safely vented. Aqueous nickel-zinc batteries are examples of batteries that can profit from this dual mode charging strategy. Other batteries that can similarly profit include silver-zinc, and nickel-metal hydride batteries. For convenience, nickel zinc batteries will be described herein as the batteries used in the disclosed dual mode systems. However, it should be understood that other battery systems may be used with the disclosed embodiments.\nVarious applications may benefit from the embodiments disclosed herein. Two applications requiring careful maintenance of battery pack charge are stationary backup storage (e.g., uninterruptable power supply or UPS) and micro-hybrid automotive or other vehicle electronic systems. In various micro-hybrid applications, the battery pack is called upon to deliver about 12-48V. UPS batteries generally provide a higher voltage. Both applications require the accurate determination and maintenance of the state of charge of the battery so that performance and life are maximized.\nVarious sensors and sensing techniques may be employed to determine state of charge and other battery conditions. In some embodiments, the state of charge is determined by counting charge in and charge out with periodic calibration to full charge or discharge. In some systems, DC impedance is monitored as a means of gauging the aging and deterioration of cell performance in a battery pack.\nWhile the embodiments described herein typically refer to battery packs, it should be understood that much of the disclosure applies as well to single batteries that have their states of charge controlled as described. A battery pack may be understood to be a set of any number of (typically) identical batteries or individual battery cells. They may be configured in a series, parallel or a mixture of both to deliver the desired voltage, capacity, or power density. Components of battery packs include the individual batteries or cells, and the interconnects which provide electrical connectivity between them. Rechargeable battery packs may also contain a temperature sensor and/or voltage sensor, which the battery charger uses to detect the end of charging. Battery controllers are used to keep the voltage of the entire pack within defined levels.\nSystem Components of a UPS\n FIG. 1A presents a block diagram of an uninterruptible power supply integrated with a load. As shown in the figure, an AC power source 103 normally provides the power for a power supply 105 designed to provide power as needed for one or more loads 107. Examples of such loads include critical data processing and telecommunications equipment. Power supply 105 is designed or configured to provide electrical power at appropriate levels of current and voltage for the driven loads. Power source 103 is the primary power source for the loads, which means that in normal operation, the loads 105 receive all their power from source 103. The power source may be an electrical utility (the power grid), a generator, etc.\nIn the event that AC power source 103 becomes unavailable through an unexpected (or expected) event, a battery backup power pack 109 takes the place of power source 103 and makes power available to loads 107 immediately or shortly after power source 103 becomes unavailable. In some implementations, a diode is provided in the circuit between the batteries and the power line. Backup batteries 109 are connected to a battery charger 111 which is configured to deliver charge the batteries when they discharge. Typically, charging occurs after the power source 103 comes back up and can serve its role as primary power source for supply 105 and ultimately loads 107. When source 103 is available, a fraction of its electrical power may be made available to battery charger 111 to recharge backup batteries 109 to a full or float state, as appropriate.\nBattery management logic is incorporated in the system, typically either as a separate unit or within power supply 105. The battery management logic ensures that the power supply fast charges to full charge then switches to float.\nSystem Components of a Micro-Hybrid Vehicle\n FIG. 1B presents a block diagram of a vehicle having an electrical system 151 with a battery pack 153 and a BMU 155 for providing electrical power to an electric starter motor 157 and other electric loads 159 in the vehicle. In certain embodiments, the vehicle is a hybrid or micro-hybrid vehicle. A hybrid vehicle generally has a full electric drive capable of propelling the car. A micro-hybrid does not. The micro-hybrid is a sub set of the full hybrid. That is it incorporates start stop and may be capable of capturing regenerative braking energy and using the batteries in a cycling mode (when, after charging, the batteries discharge to support cabin loads) to improve fuel efficiency.\nThe BMU 155 and/or an engine control unit (ECU) 161 control aspects of the vehicle's electrical system. Of particular relevance these units may control the battery pack 153 as it operates in discharge mode, full charge mode, and float charge mode.\nThe starter motor 157 and an alternator 163 are in mechanical communication with an internal combustion engine (not shown). Both the batteries and the alternator are connected to ground 171, which may be the chassis of vehicle 151. The alternator 163 charges the batteries of pack 153 while the engine is running. It may charge the batteries in a full charge mode or float mode as specified by BMU 155 and/or ECU 161. The alternator 163 may also power the vehicle loads 159 when the engine is running. However, under some circumstances, the battery pack 153 may power some or all of the loads 159 while the engine is running. In certain embodiments, the alternator is a digitally controlled alternator.\nAs mentioned, the batteries in a micro-hybrid or other vehicle can be used, for example, to assist in propelling the vehicle, cold cranking an internal combustion engine in the vehicle, and/or powering electronic functionality to the cabin (e.g., radio, lights, seat warming, electric power steering, the navigation system, etc.). This functionality is represented collectively by the vehicle loads block 159. Cold cranking is conducted by having battery pack 153 power the starter motor 157, which is an electric motor for rotating an internal combustion engine so as to initiate the engine's operation under its own power. It is powered by high current and high voltage from the battery pack.\nThe BMU 155 takes as input the voltage and temperature from the battery pack 153. In the depicted embodiment, temperature is provided a thermistor 165. As explained in more detail elsewhere, the BMU 155 alone, or in conjunction with the ECU 161, determines whether to charge the batteries of pack 153, and, if so, whether to fully charge them or float charge them. It makes this decision using, inter alia, the current voltage of the battery pack, the temperature of the battery pack, and the amount of current (or charge) that has passed from the battery pack since it was last charged. A block 173 provides an input proportional to the current into and out of the batteries. It may be used for state of charge estimation, for impedance measurement and/or to monitor charging.\nIn certain embodiments, the BMU communicates with the ECU over a “LIN Bus”, which is a serial single line communications protocol specifically developed by automobile makers to create a low cost, although relatively slow, network. The ECU may monitor the state of the engine (off/on), the engagement of gears and clutch etc. This and/or other information may be used to assess the intention of the driver. The ECU controls whether the engine turns off. It checks all the battery parameters and whether any of the interlocks are active. For instance, it checks to determine whether the seat belts are fastened or the hood latch is not engaged. These types of switches are an indicator of someone not in the vehicle or perhaps under the hood—a situation where the ECU would not turn the engine on if the batteries' state of charge is low. If the interlock condition does not forbid turning the engine on and the batteries are below a threshold state of charge, the ECU may direct the engine to stay on to charge the batteries.\nIn accordance with certain embodiments, logic and associated hardware is designed or configured to apply different battery charge voltages for the charge and float modes. As mentioned, a BMU and/or ECU may provide some such logic. In a micro-hybrid vehicle, the hardware may additionally include a digitally controlled alternator which can be instructed to charge the nickel-zinc batteries to a first voltage when in charge mode and to a second, lower, voltage when in float mode. In certain embodiments, the alternator has at least the following three operating modes: disabled, battery charge mode and battery float mode. For UPS applications, a DC-DC converter and associated power supply can accomplish the same result. A switch may also be employed.\nIn specific circumstances where the alternator imposes an excessive load on the engine it may be advantageous to deactivate the alternator and allow the battery to maintain vehicle loads until engine can again handle the vehicles electrical loads without excessive effort. When the batteries take responsibility for powering electrical loads while the engine is running, the engine may be required to reassume this responsibility if the batteries' state of charge drops below pre-set levels. Eventually, the engine will have to recharge the batteries, ideally when there is minimal load on the engine.\nThe alternator is typically sized based on the loads supported in the vehicle. For example, an alternator may be designed to provide 50-200 A depending on features—heated seats etc. Even on small cars like such as a 2012 Ford Focus™ an alternator may need to be capable of delivering 150 A so it seems to be sized to output enough current to support all loads and charge the battery after cranking. This figure will increase as the electrical features are added that support more micro hybrid features like electric power steering. However the battery cycling operation will mean that there will be additional charge requirements. In some cases, the batteries must be able to accept charge at 200 A so that we can absorb energy from the regenerative braking operation.\nIt should be noted that FIG. 1B shows only one battery pack (pack 153). In embodiments such as the one depicted, only a single nickel-zinc battery pack is used. It provides power to cabin electronics and to the engine starting system. This should be contrasted with designs where two different battery systems are used: e.g., a lithium ion battery for powering the cabin electronics and a lead acid battery to crank the internal combustion engine. While various implementations of the systems described herein employ only a nickel zinc battery pack to provide all battery functions, certain embodiments employ a nickel-zinc battery pack to power only the vehicle loads or to cold crank the engine, and a separate battery pack is employed for the other application.\nFor example, a nickel zinc battery pack may be employed for cabin loads and another battery pack used for cold cranking. In a specific embodiment, a 48 volt system uses two batteries, a 12V one coupled with a 48V one. The latter is used to support cabin loads and help with charge acceptance. The capacity of such battery may be about 10-20 Ah and can be satisfied by nickel-zinc battery pack which may contain cylindrical or prismatic cells.\nIn some embodiments, the BMU, ECU, digitally controlled alternator, and/or other components of a control system (collectively a controller) includes a processor, chip, card, or board, or a combination of these, which includes logic for performing one or more control functions. Some functions of the controller may be combined in a single chip, for example, an Application Specific Integrated Circuit (ASIC), a programmable logic device (PLD) chip or field programmable gate array (FPGA), or similar logic. Such integrated circuits can combine logic, control, monitoring, and/or charging functions in a single programmable chip.\nIn general, the logic used to control battery charge and discharge transitions can be designed or configured in hardware and/or software. In other words, the instructions for controlling the charge and discharge circuitry may be hard coded or provided as software. In may be said that the instructions are provided by “programming”. Such programming is understood to include logic of any form including hard coded logic in digital signal processors and other devices which have specific algorithms implemented as hardware. Programming is also understood to include software or firmware instructions that may be executed on a general purpose processor. In some embodiments, instructions for controlling application of voltage to the batteries and loads are stored on a memory device associated with the controller or are provided over a network. Examples of suitable memory devices include semiconductor memory, magnetic memory, optical memory, and the like. The computer program code for controlling the applied voltage can be written in any conventional computer readable programming language such as assembly language, C, C++, Pascal, Fortran, and the like. Compiled object code or script is executed by the processor to perform the tasks identified in the program.\nIn embodiments where the battery or battery pack is to be charged at two distinct levels, a full charge state and a lower float charge state, the controller logic can be designed or configured to determine which charge state is appropriate under the circumstances (engine state, battery SOC, etc.) and direct charging to the level associated with the determined charge state.\nCharging at High Rates and to Float Voltage\nCurrently engine control units are designed to make decisions about battery and engine usage based on parameters ECUs receive from BMUs. The ECUs and/or BMUs make these decisions as appropriate for lead acid batteries. Lead acid batteries, however, have different requirements than nickel-zinc and certain other batteries. Lead acid batteries are slow to recharge and suffer from poor charge acceptance if they are discharged below relatively modest states of charge.\nWhen lead acid batteries are used in stationary storage (e.g., UPS applications), both re-charging and floating is normally performed to a specific voltage around 2.3V per cell. The voltage is maintained on the battery so that the full state of charge is available when the main power source is disrupted. This is appropriate as lead acid batteries are quite slow to recharge. They normally take several hours to recharge even at high voltages of 2.5V per cell. For backup applications, however, long time periods are typically available to recharge lead acid batteries after they serve their roles as backup power sources. Therefore, the low recharge rate associated with charging at 2.3V is tolerable.\nThe normal operation of lead batteries in micro-hybrid and other vehicles involves charging and floating at a fixed voltage between 13.8 and 14.8V. A typical BMU algorithm charges to 14.4V and then trickles the charge to it in an attempt to maintain 14.4 V during normal operation. This charge trickle is the float charge.\nWhen the vehicle is stopped, the battery pack sustains the automotive electrical functions, but after re-start the battery must be recharged. If the next stop occurs before the optimum state of charge is achieved, then the state of charge of the batteries may decrease until they are no longer able to crank the engine. Before this condition can occur, the vehicle's stop start functionality must be disabled to allow the battery to regain an acceptable state of charge. In other words, the vehicle's internal combustion engine must continue running in situations where the stop start algorithm might otherwise require that the engine stop running. Such situations may include stops in traffic and coasting. The running engine is necessary to charge the batteries. It would be advantageous to employ batteries having a rapid charge capability so that the stop start functionality can continue to be utilized more fully. Nickel-zinc batteries are one type of battery that can charge much faster than lead acid batteries, thereby allowing the engine to stop more frequently.\nAnother issue encountered in both stationary and vehicle application is the potential for low charge acceptance with lead acid batteries. Both applications may drive a lead acid battery to low states of charge. If the battery remains in such state for any significant time, its lead electrodes may form lead sulfate, which decreases the battery's future ability to accept charge.\nIn many ways, the nickel zinc aqueous battery compares favorably to the lead acid battery and may replace lead acid in some cases.\n1. The nickel zinc battery recharges faster recharge than lead-acid. A typical nickel-zinc battery pack for UPS applications can be charged from 0-100% state of charge (to 1.9 volts) in 2 hours. By contrast, a comparable lead acid battery requires 8-10 hours to charge.\n2. The battery does not degrade at low states of charge. A nickel-zinc battery can operate at 40-50% of its fully charge state without having its performance degrade. It can reliably crank the engine at these low states of charge.\n3. The battery can be used in a vehicle to both crank the engine and to power the cabin electronics. A single nickel-zinc battery pack can serve both purposes.\n4. The battery performs well over a wide temperature range, e.g., about 5 to 60° C.\nA nickel-zinc battery can be fully recharged in 2 hours or less from a fully discharged state when the voltage of a constant current-constant voltage charge procedure is maintained between about 1.9-1.93V per unit cell. Unfortunately, at this voltage, the steady state current at full charge may shorten the lifetime of the cell as a result of the rate of generation of gas exceeding the rate of recombination of the gas with consequent gas escape through the re-sealable vent. This is a consequence of the use of a robust separator that inhibits the transport of gases from one electrode to the other. More specifically the separator inhibits the transport of oxygen from the positive electrode to the negative electrode. In various embodiments, the separator is a polyolefin micro-porous separ | A control system is designed or configured to control the state of charge of a battery or battery pack in a system containing a separate power source, which is separate from the battery or battery pack. In operation, the battery or battery pack is called upon to intermittently provide power for certain functions. The separate power source may be, for example, an AC electrical power source for a UPS or an engine of a vehicle such as a micro hybrid vehicle. The battery may be a nickel zinc aqueous battery. The control system may be designed or configured to implement one or more of the following functions: monitoring the state of charge of the battery or battery pack; directing rapid recharge of the battery or battery pack from the separate power source when the battery or battery pack is not performing its functions; and directing charge to fully charged level or a float charge level, which is different from the fully charged level, in response to operating conditions. | US:15/979,243 | https://patentimages.storage.googleapis.com/ac/fb/37/20b14b544030cc/US10967755.pdf | US:10967755 | Jeffrey Phillips, Salil Soman | Zincfive Power Inc | EP:0293664:A2, US:5166595, US:5215836, JP:H08222277:A, US:5804945, US:5703471, JP:H10210677:A, US:6393105, US:6028916, WO:2000055957:A1, US:6194874, JP:2002539756:A, JP:2002135988:A, US:6797433, WO:2002039534:A2, WO:2002039520:A2, WO:2002039517:A1, WO:2002039521:A1, US:6835499, US:6811926, US:6818350, US:7550230, US:20020182501:A1, WO:2002075830:A1, JP:2003348761:A, US:20050191554:A1, WO:2005020353:A2, US:20060240317:A1, WO:2006116496:A2, US:20140030567:A1, WO:2008036948:A2, US:20100033138:A1, JP:2010504729:A, US:20090126360:A1, US:20110204720:A1, US:20100291439:A1, US:20110033747:A1, US:20130273402:A1, WO:2012061522:A2, US:20160276649:A1, US:20140175869:A1, US:9337683, US:20170104348:A1 | 2021-04-06 | 2021-04-06 | 1. A method of controlling a state of charge of one or more aqueous nickel-zinc batteries in a battery pack for a system having (i) a separate power source working in conjunction with the battery pack and (ii) a full charge mode and a float charge mode, the method comprising:\n(a) determining that the state of charge of the one or more aqueous nickel-zinc batteries in the battery pack is below a defined level associated with the full charge mode;\n(b) after it is determined that the state of charge of the one or more aqueous nickel-zinc batteries in the battery pack is below the defined level associated with the full charge mode, applying charge to the battery pack at a first voltage to charge the one or more aqueous nickel-zinc batteries of the battery pack to a fully charged state in the full charge mode, wherein the charge to the fully charged state is provided from the separate power source; and\n(c) subsequent to (b), while operating the system in the float charge mode, applying a second voltage to the battery pack maintaining the one or more aqueous nickel-zinc batteries of the battery pack at a float charged state, wherein the state of charge of the one or more aqueous nickel-zinc batteries in the battery pack in the float charged state is lower than in the fully charged state, wherein the second voltage for the float charge state is provided from the separate power source, and wherein the magnitude of the second voltage is below the magnitude of the first voltage,\nwherein the state of charge of the one or more aqueous nickel-zinc batteries in the battery pack is monitored continuously or intermittently during operation of the system, and wherein the operations (a)-(c) are repeated when monitoring indicates that the state of charge of the one or more aqueous nickel-zinc batteries in the battery pack is below the defined level associated with the full charge mode.\n, (a) determining that the state of charge of the one or more aqueous nickel-zinc batteries in the battery pack is below a defined level associated with the full charge mode;, (b) after it is determined that the state of charge of the one or more aqueous nickel-zinc batteries in the battery pack is below the defined level associated with the full charge mode, applying charge to the battery pack at a first voltage to charge the one or more aqueous nickel-zinc batteries of the battery pack to a fully charged state in the full charge mode, wherein the charge to the fully charged state is provided from the separate power source; and, (c) subsequent to (b), while operating the system in the float charge mode, applying a second voltage to the battery pack maintaining the one or more aqueous nickel-zinc batteries of the battery pack at a float charged state, wherein the state of charge of the one or more aqueous nickel-zinc batteries in the battery pack in the float charged state is lower than in the fully charged state, wherein the second voltage for the float charge state is provided from the separate power source, and wherein the magnitude of the second voltage is below the magnitude of the first voltage,, wherein the state of charge of the one or more aqueous nickel-zinc batteries in the battery pack is monitored continuously or intermittently during operation of the system, and wherein the operations (a)-(c) are repeated when monitoring indicates that the state of charge of the one or more aqueous nickel-zinc batteries in the battery pack is below the defined level associated with the full charge mode., 2. The method of claim 1, further comprising: before (b), determining that the separate power source is operational., 3. The method of claim 1, wherein the separate power source is an internal combustion engine., 4. The method of claim 1, wherein the separate power source is an AC electric power source., 5. The method of claim 1, wherein providing the charge from the separate power source to charge the one or more aqueous nickel-zinc batteries in the battery pack in (b) and/or (c) comprises providing power from the separate power source to an alternator electrically coupled to the battery pack., 6. The method of claim 1, wherein the system is an electrical system of vehicle., 7. The method of claim 6, further comprising, prior to (a), discharging the one or more aqueous nickel-zinc batteries in the battery pack below the defined level associated with the full charge mode, wherein the discharging is conducted to perform an electrical function for the vehicle., 8. The method of claim 7, wherein the electrical function comprises cold cranking an internal combustion engine of the vehicle, powering cabin electronics of the vehicle, and/or powering power steering of the vehicle., 9. The method of claim 7, further comprising, prior to (c) partially discharging the one or more aqueous nickel-zinc batteries in the battery pack to perform the electrical function for the vehicle., 10. The method of claim 1, wherein the system is an uninterruptable power supply., 11. The method of claim 10, further comprising, prior to (a), discharging the one or more aqueous nickel-zinc batteries in the battery pack below the defined level associated with the full charge mode, wherein the discharging is conducted to provide backup power for the separate power source., 12. The method of claim 1, wherein the battery pack contains exactly 7 batteries., 13. The method of claim 1, wherein the battery pack contains exactly 8 batteries., 14. The method of claim 1, wherein, the first voltage is between about 1.82 and 1.95 volts., 15. The method of claim 1, wherein, the second voltage is between about 1.75 and 1.87 volts., 16. The method of claim 1, further comprising\ndetermining the temperature of battery pack and/or the one or more nickel-zinc batteries in the battery pack; and\ncalculating the fully charged state as a function of temperature.\n, determining the temperature of battery pack and/or the one or more nickel-zinc batteries in the battery pack; and, calculating the fully charged state as a function of temperature., 17. The method of claim 16, wherein calculating the fully charged state comprises evaluating the following expression: Voltage(fully charged)=1.9-0.002*(Temperature in Celsius-22)., 18. The method of claim 1, further comprising\ndetermining the temperature of battery pack and/or the one or more nickel-zinc batteries in the battery pack; and\ncalculating the float charge state as a function of temperature.\n, determining the temperature of battery pack and/or the one or more nickel-zinc batteries in the battery pack; and, calculating the float charge state as a function of temperature., 19. The method of claim 1, wherein charging the one or more aqueous nickel-zinc batteries of the battery pack to the fully charged state in (b) is conducted at a rate of at least about 1 C., 20. The method of claim 1, wherein (c) comprises charging the one or more aqueous nickel-zinc batteries of the battery pack to the float charge state at a rate of at least about 1 C., 21. The method of claim 1, wherein (b) is performed after the one or more aqueous nickel-zinc batteries in the battery pack discharged to a load, and wherein (c) is performed while the one or more aqueous nickel-zinc batteries in the battery pack self-discharge without concurrently discharging to the load. | US | United States | Active | B | True |
| 400 | 电动车辆 \n | CN102673415B | 技术领域\n\t本发明涉及具备可由外部电源进行充电的蓄电装置的电动车辆。本申请主张基于2011年3月8日申请的日本专利申请第2011-050265号的优先权，并将其内容援引于此。背景技术\n\t虽然以下明确地引用了专利、专利申请、专利公报、科学文献等，但是为了更充分地说明本发明的现有技术，将这些内容全部援引于此。以往，在利用主电池中蓄电的电力来驱动行驶用的电动机的电动车辆中，公知一种可通过由外部充电装置供给的电力来对主电池进行充电的电动车辆。作为这种电动车辆，例如有时将利用来自外部充电装置的电力来对主电池进行充电的充电器等充电类电子设备、和电动机驱动用的逆变器等电动系统类电子设备分别并联地连接于主电池(例如，参照日本特开2009-89577号公报)。可是，在上述的现有的电动车辆的情况下，在主电池的充电过程中，有时会对运转所不必要的逆变器、升压器、及高压类辅机种类等电动系统类电子设备施加充电电压，因而在车辆的行驶时间以外的充电时间，会不必要地对电动系统类电子设备的主电池侧的电路继续施加电压。故，有在电动系统类电子设备的主电池侧的电路中设置的平滑用的电容器等负担会增加的顾虑。发明内容\n\t本发明提供一种既能抑制部件个数的增加又能实现在向主电池充电时涉及的电动系统类电子设备的负担减轻的电动车辆。一种电动车辆，具备：主电池；充电类电子设备，其进行包括该主电池在内的车载电源的充电；电动系统类电子设备，其包括逆变器，该逆变器将所述主电池的直流电力变换为交流电力来驱动行驶用电动机；第1高压电线，其将所述充电类电子设备及所述电动系统类电子设备连接于所述主电池的阳极侧或负极侧中的任意的一方；和第2高压电线，其将所述充电类电子设备及所述电动系统类电子设备连接于所述主电池的阳极侧或负极侧中的任意的另一方；在该电动车辆中，依次并联配置所述电动系统类电子设备和所述充电类电子设备，该电动车辆的特征在于，所述电动车辆具有：第1触点继电器，其能够使所述第1高压电线断路；和第2触点继电器，其能够使所述第2高压电线断路；所述第1触点继电器配置在所述主电池和所述充电类电子设备之间；使所述第1触点继电器旁通(bypass)的第1预充电继电器与所述第1触点继电器并联配置，所述第2触点继电器配置在所述充电类电子设备和所述电动系统类电子设备之间。也可，在利用所述充电类电子设备进行充电的情况下，自所述第1预充电继电器、所述第1触点继电器、和所述第2触点继电器开放的状态开始，在维持着所述第2触点继电器的开放状态的状态下将所述第1预充电继电器设为闭塞状态之后，将所述第1触点继电器切换为闭塞状态；在起动所述电动系统类电子设备时，自所述第1预充电继电器、所述第1触点继电器、和所述第2触点继电器开放的状态开始，将所述第2触点继电器切换为闭塞状态；另一方面，在将所述第1预充电继电器设为闭塞状态之后，将所述第1触点继电器切换为闭塞状态。也可，将使所述第2触点继电器旁通的第2预充电继电器与所述第2触点继电器并联配置。也可，在利用所述充电类电子设备进行充电时，自所述第1预充电继电器、所述第1触点继电器、和所述第2触点继电器开放的状态开始，在维持着所述第2触点继电器的开放状态的状态下将所述第1预充电继电器设为闭塞状态之后，将所述第1触点继电器切换为闭塞状态；另一方面，在起动所述电动系统类电子设备时，自所述第1预充电继电器、所述第2预充电继电器、所述第1触点继电器、和所述第2触点继电器开放的状态开始，在将所述第2预充电继电器设为闭塞状态之后，将所述第2触点继电器切换为闭塞状态，进而在所述充电类电子设备和所述电动系统类电子设备所保有的平滑电容器的各电位上升到规定电位之后，将所述第1预充电继电器设为闭塞状态，然后将所述第1触点继电器切换为闭塞状态。根据本发明，由于与第1触点继电器并联连接的第1预充电继电器配置在主电池和充电类电子设备之间，第2触点继电器配置在充电类电子设备和电动系统类电子设备之间，由此在通过充电类电子设备来对主电池进行充电时，可以通过第2触点继电器来切断充电类电子设备和电动系统类电子设备，故能够防止在主电池充电时向电动系统类电子设备施加电压的情况。因此，不会使得部件个数增加，可实现在向主电池充电时涉及的电动系统类电子设备的负担减轻。根据本发明，由于在利用充电类电子设备开始充电时，在使第1触点继电器闭塞之前使第1预充电继电器处于闭塞状态，由此能够抑制向位于充电类电子设备的主电池侧的电容器冲击的冲击电流(inrush current)，并且在利用充电类电子设备进行了充电之后，在起动电动系统类电子设备时，在将第2触点继电器切换为闭塞状态之后使第1预充电继电器处于闭塞状态，由此能够抑制向位于电动系统类电子设备的主电池侧的电容器冲击的冲击电流。因此，能够分别减轻给位于充电类电子设备的主电池侧的电容器带来的负担、以及给设置在电动系统类电子设备的主电池侧的电容器带来的负担，并且能够防止第1触点继电器的触点的劣化，故不利用电流耐量或耐压大的高性能的触点继电器或电容器，就可实现第1触点继电器或电容器的长寿命化。根据本发明，由于在通过充电类电子设备来对主电池进行充电之后起动电动系统类电子设备的情况下，即便在位于电动系统类电子设备的主电池侧的电容器和位于充电类电子设备的主电池侧的电容器中产生电位差，通过在使第2触点继电器处于闭塞状态之前使第2预充电继电器处于闭塞状态，由此使得电流缓慢地从充电类电子设备的电容器流向电动系统类电子设备的电容器，各电容器的电位得到平均化，故能够防止在将第2触点继电器设为闭塞状态时在电容器之间流动的冲击电流。因此，能够防止第2触点继电器的触点的劣化，并且可减轻电容器的负担而实现进一步的长寿命化。附图说明\n\t本申请添加的参考附图构成了本发明公开的一部分。图1是表示本发明的第1实施方式中的电动车辆的示意结构的电路图。图2是本发明的第2实施方式中的相当于图1的电路图。图3是表示本发明的第2实施方式中的对主电池进行充电时的动作的流程图。图4是表示本发明的第2实施方式中的起动电动系统类电子设备17时的动作的流程图。图5是本发明的实施方式的变形例中的相当于图1的电路图。具体实施方式\n\t以下，参照附图来说明本发明的实施方式。本发明的实施方式的以下说明分别具体地说明由添加的权利要求所限定的发明及其等效物，关于本领域的技术人员来说，基于本申请记载的内容可明确以下说明并非限定。其次，参照附图说明本发明的实施方式中的电动车辆的充电系统。图1是表示本发明的第1实施方式中的电动车辆的示意结构的电路图。图1表示作为本实施方式的电动车辆的电动汽车100，电动汽车100具备：经由齿轮箱等与驱动轮的驱动轴(都未图示)连接的DC无刷电动机等行驶用电动机10、和向该行驶用电动机10供给电力的主电池11；通过功率驱动单元12来控制向行驶用电动机10的通电。这里，上述主电池11是输出电压比各种辅机用的电池电压(例如12V)的输出电压高的所谓的高压电池。功率驱动单元12将主电池11的直流电力变换为交流电力来驱动行驶用电动机10，并且构成为具备基于IGBT等多个开关器件(未图示)被桥式连接而成的桥式电路的脉冲宽度调制(PWM)的PWM逆变器(未图示)。功率驱动单元12接受来自未图示的电动机控制装置的控制指令来控制行驶用电动机10的驱动。此外，除了通过来自主电池11的电力来驱动上述的行驶用电动机10之外，也可在基于再生动作的发电时将由行驶用电动机10输出的电力充电给主电池11。功率驱动单元12经由高压电线13与主电池11的正极侧连接，而且经由高压电线14与主电池11的负极侧连接。在功率驱动单元12与主电池11之间的高压电线13和高压电线14中，串联地插入安装升压器15，并且分支连接辅机16。升压器15例如具备通过开关器件(未图示)的开关将施加给主电池11侧的电压升压至行驶用电动机10的驱动所需的电压之后输出给功率驱动单元12侧的电路。辅机16是车辆空调机的逆变器等负荷，较之升压电路15连接在更靠近主电池11侧。此外，在该实施方式的电动汽车100中，通过功率驱动单元12、升压器15、和辅机16构成对行驶用电动机10或车辆空调机的逆变器等进行驱动的电动系统类电子设备17。较之电动系统类电子设备17在更靠近主电池11侧分别分支连接了12V电压变换器18和充电器19。12V电压变换器18具备对比主电池11的电压低的低压类(例如12V)的电池(未图示)进行充电、或者为了驱动低压类的负荷(未图示)而降压输出主电池11的输出电压的电路。充电器19具备通过由设置在停车场等车辆外部的快速充电设备供给的电力来对主电池11进行充电的电路。例如，在电动汽车100中设置了可电连接设置于充电设备中的供电连接器的受电连接器，通过连接这些受电连接器和供电连接器，从而可由快速充电设备供给电力。此外，在本实施方式的电动汽车100中，通过12V电压变换器18和充电器19构成对主电池11和低压类的电池进行充电的充电类电子设备20，也就是说上述的电动系统类电子设备17和充电类电子设备20相对于主电池11而依次并联配置。在高压电线13中，在充电类电子设备20与主电池11之间插入安装第1触点继电器21。该第1触点继电器21基于控制装置(未图示)的控制指令使该触点21a开放(OFF)或闭塞(ON)，来进行高压电线13的电连接、断路。进而，在高压电线13中连接使第1触点继电器21旁通的旁通电线13a，并在该旁通电线13a中，串联地插入安装第1预充电继电器22和预充电电阻23。第1预充电继电器22基于控制装置的控制指令使触点22a开放及闭塞，来进行旁通电线13a的电连接、断路。在高压电线14中，在电动系统类电子设备17与充电类电子设备20之间插入安装第2触点继电器24。该第2触点继电器24与上述的第1触点继电器21同样地，基于控制装置的控制指令使触点24a开放及闭塞，来进行高压电线14的电连接及断路。在上述的电动系统类电子设备17及充电类电子设备20的各设备的主电池11侧的电源输入电路中，分别设置具有整流用的电容器c等电容性元件的电路。本实施方式的电动汽车100具备上述的结构，其次分别说明该电动汽车100的动作，更具体而言，对主电池11进行充电时的动作、以及启动电动系统类电子设备17时的动作。此外，第1触点继电器21、第1预充电继电器22、及第2触点继电器24分别在初始状态时处于开放状态，并且电容器c未被充电。首先，在对主电池11进行充电时，使第1预充电继电器22闭塞。于是，来自主电池11的电流经由预充电电阻23而流入到充电类电子设备20的12V电压变换器18及充电器19的电容器c中。由于该电流流经预充电电阻23，故抑制了冲击电流。其次，在充分地对电容器c进行了充电的时刻，使第1触点继电器21闭塞。通过该第1触点继电器21的闭塞，从而可开始充电器19对主电池11的充电。这里，当判定为主电池11的基于充电器19的充电结束时，第1触点继电器21被开放。充电的结束是基于安装于高压电线13或高压电线14中的未图示的电流传感器、或对主电池11的端子间电压进行测定的电压传感器等的检测结果来判定的。此外，第1预充电继电器22也可在第1触点继电器21被闭塞的时刻开放。另一方面，在起动电动系统类电子设备17时，首先使第2触点继电器24闭塞。其次，使第1预充电继电器22闭塞，来对设置在电动系统类电子设备17和充电类电子设备20的各设备中的电容器c进行充电。由此，对电动系统类电子设备17和充电类电子设备20的各电容器c进行充电，并且其端子电压得到了平均化。并且，若最后使第1触点继电器21闭塞，则处于主电池11的电力被供给到电动系统类电子设备17的状态。因此，根据上述的第1实施方式的电动汽车100，由于与第1触点继电器21并联连接的第1预充电继电器22配置在主电池11与充电类电子设备20之间，第2触点继电器24配置在充电类电子设备20与电动系统类电子设备17之间，由此在通过充电类电子设备20对主电池11进行充电时，可通过第2触点继电器24切断充电类电子设备20和电动系统类电子设备17，故能够防止在主电池11充电时向电动系统类电子设备17施加电压，其结果，不会使得部件个数增加，可实现在向主电池11充电时涉及的电动系统类电子设备17的负担减轻。而且，在利用充电类电子设备20开始充电时，由于在使第1触点继电器21闭塞之前使第1预充电继电器22处于闭塞状态，由此能够抑制向位于充电类电子设备20的主电池11侧的电容器c冲击的冲击电流，并且，由于在利用充电类电子设备20进行充电之后，在起动电动系统类电子设备17时，在将第2触点继电器24切换为闭塞状态之后使第1预充电继电器22处于闭塞状态，由此能够抑制向位于电动系统类电子设备17的主电池11侧的电容器c冲击的冲击电流，故能够分别减轻给设置在充电类电子设备20的主电池11侧的电容器c带来的负担、和给位于电动系统类电子设备17的主电池11侧的电容器c带来的负担，其结果，不利用高性能的电容器c，就可实现电容器c的长寿命化。其次，参照附图说明作为本发明的第2实施方式的电动车辆的电动汽车200。此外，该第2实施方式的电动汽车200由于追加了使上述的第1实施方式的电动汽车100的第2触点继电器24旁通的预充电电路，因而对同一部分赋予同一符号来进行说明。图2是本发明的第2实施方式中的相当于图1的电路图。如图2所示，本实施方式的电动汽车200，在高压电线14的电动系统类电子设备17与充电类电子设备20之间插入安装第2触点继电器24。而且，在高压电线14中，连接使第2触点继电器24旁通的旁通电线14a，在该旁通电线14a中，串联地插入安装第2预充电继电器25和预充电电阻26。此外，关于其他结构，由于与上述的第1实施方式相同，因而省略其详细说明。其次，参照流程图来说明上述的电动汽车200的动作，特别是对主电池11进行充电时的动作、以及起动电动系统类电子设备17时的动作。图3是表示本发明的第2实施方式中的对主电池进行充电时的动作的流程图。图4是表示本发明的第2实施方式中的起动电动系统类电子设备17时的动作的流程图。首先，如图3所示，在开始充电时，自第1触点继电器21、第1预充电继电器22、第2触点继电器24、及第2预充电继电器25被开放的状态开始，仅使第1预充电继电器22闭塞(步骤S01)，经由预充电电阻23进行对充电类电子设备20的电容器c的充电(预充电)。此时，第2预充电继电器25维持着开放状态。其次，使第1触点继电器21闭塞(步骤S02)，使第1预充电继电器22闭塞(步骤S03)。由此，充电器19经由高压电线13及高压电线14而与主电池11的正极侧及负极侧连接。其次，如图4所示，在起动电动系统类电子设备17时，自第1触点继电器21、第1预充电继电器22、第2触点继电器24、及第2预充电继电器25被开放(OFF)的状态开始，仅使第2预充电继电器25闭塞(ON)(步骤S10)。由此，例如，在对主电池11进行充电后的情况下，经由预充电电阻26进行从充电量多的充电类电子设备20的各电容器c向充电量相对少的电动系统类电子设备17的各电容器c的电荷移动(预充电)，其结果，充电类电子设备20的各电容器c和电动系统类电子设备17的各电容器c的端子电压(电位)得到了平均化。此外，例如可通过经过时间等来判定各电容器c的端子电压得到了平均化。并且，若充电类电子设备20及电动系统类电子设备17的各电容器c的端子电压得到了平均化，则使第2触点继电器24闭塞(ON)(步骤S11)，使第2预充电继电器25开放(OFF)(步骤S12)。然后，为了向电动系统类电子设备17及充电类电子设备20(特别是12V电压变换器)供给来自主电池11的电力，而使第1预充电继电器22闭塞(ON)(步骤S13)，进行对电动系统类电子设备17及充电类电子设备20的各电容器c的充电(预充电)。若对电动系统类电子设备17及充电类电子设备20的各电容器c的充电结束，则使第1触点继电器21闭塞(ON)(步骤S14)，使第1预充电继电器22开放(OFF)。由此，第1触点继电器21及第2触点继电器24双方都被闭塞(ON)，从而主电池11的电力被供给到电动系统类电子设备17及充电类电子设备20。因此，根据上述的第2实施方式，在通过充电类电子设备20对主电池11进行了充电之后起动电动系统类电子设备17的情况下，即便在位于电动系统类电子设备17的主电池11侧的电容器c和位于充电类电子设备20的主电池11侧的电容器c中产生了电位差，由于在使第2触点继电器24处于闭塞状态之前将第2预充电继电器25设为闭塞状态，由此电流经由预充电电阻26从充电类电子设备20的电容器c缓慢地流向电动系统类电子设备17的电容器c，各电容器c的电位得到了平均化，因而能够防止在使第2触点继电器24处于闭塞状态时在电容器c之间流动的冲击电流，其结果，能够防止第2触点继电器24的触点的劣化，且可减轻电容器c的负担而实现进一步的长寿命化。此外，本发明并不限于上述的各实施方式的结构，在不脱离本发明主旨的范围内可进行设计的变更。例如，在上述的各实施方式中，虽然说明了在连接于主电池11的正极侧的高压电线13的主电池11与充电类电子设备20之间设置了第1触点继电器21及第1预充电继电器22，而在连接于主电池11的负极侧的高压电线14的充电类电子设备20与电动系统类电子设备17之间设置了第2触点继电器24的情况，但是并不限于该结构。图5是本发明的实施方式的变形例中的相当于图1的电路图。例如，也可如图5所示的变形例那样更换电路极性。即、也可在连接于主电池11的正极侧的高压电线13的充电类电子设备20与电动系统类电子设备17之间配置第2触点继电器24，在连接于主电池11的负极侧的高压电线14的充电类电子设备20与主电池11之间配置第1触点继电器21。 | 并联配置电动系统类电子设备和充电类电子设备的电动车辆具备主电池；充电类电子设备，进行包括主电池的车载电源的充电；电动系统类电子设备，包括将主电池的直流电力变换为交流电力驱动行驶用电动机的逆变器；第1高压电线，将充电类电子设备及电动系统类电子设备连接于主电池阳极或负极侧一方；第2高压电线，将充电类电子设备及电动系统类电子设备连接于主电池阳极或负极侧另一方；第1触点继电器，能使第1高压电线断路；第2触点继电器，能使第2高压电线断路；第1触点继电器配置在主电池和充电类电子设备间；使第1触点继电器旁通的第1预充电继电器与第1触点继电器并联配置，第2触点继电器配置在充电类电子设备和电动系统类电子设备间。 | CN:201210045428.9A | https://patentimages.storage.googleapis.com/17/00/39/1c0633f5e30670/CN102673415B.pdf | CN:102673415:B | 小川太一, 栗林彻, 大石新, 我妻荣治 | Honda Motor Co Ltd | CN:101911428:A | Not available | 2014-09-24 | 1.一种电动车辆，具备：, 主电池；, 充电类电子设备，其进行包括该主电池在内的车载电源的充电；, 电动系统类电子设备，其包括逆变器，该逆变器将所述主电池的直流电力变换为交流电力来驱动行驶用电动机；, 第1高压电线，其将所述充电类电子设备及所述电动系统类电子设备连接于所述主电池的阳极侧或负极侧中的任意的一方；和, 第2高压电线，其将所述充电类电子设备及所述电动系统类电子设备连接于所述主电池的阳极侧或负极侧中的任意的另一方，, 在该电动车辆中，依次并联配置所述电动系统类电子设备和所述充电类电子设备，该电动车辆的特征在于，, 所述电动车辆具有：, 第1触点继电器，其能够使所述第1高压电线断路；和, 第2触点继电器，其能够使所述第2高压电线断路，, 所述第1触点继电器配置在所述主电池和所述充电类电子设备之间，, 使所述第1触点继电器旁通的第1预充电继电器与所述第1触点继电器并联配置，所述第2触点继电器配置在所述充电类电子设备和所述电动系统类电子设备之间，, 使所述第2触点继电器旁通的第2预充电继电器与所述第2触点继电器并联配置，, 在利用所述充电类电子设备进行充电时，自所述第1预充电继电器、所述第1触点继电器、和所述第2触点继电器开放的状态开始，在维持着所述第2触点继电器的开放状态的状态下将所述第1预充电继电器设为闭塞状态之后，将所述第1触点继电器切换为闭塞状态，, 另一方面，在起动所述电动系统类电子设备时，自所述第1预充电继电器、所述第2预充电继电器、所述第1触点继电器、和所述第2触点继电器开放的状态开始，在将所述第2预充电继电器设为闭塞状态之后，将所述第2触点继电器切换为闭塞状态，进而在所述充电类电子设备和所述电动系统类电子设备所保有的平滑电容器的各电位上升到规定电位之后，将所述第1预充电继电器设为闭塞状态，然后将所述第1触点继电器切换为闭塞状态。 | CN | China | Active | B | True |
| 401 | Electrically driven motorised vehicle with rechargeable battery and trolley provided therewith \n | WO2022013664A1 | Electrically driven motorised vehicle with rechargeable battery and trolley provided therewith The present invention relates to an electrically driven motorised vehicle with rechargeable battery and trolley provided therewith. Electrically driven motorised vehicles such as hybrid cars and electric cars with rechargeable battery are already known. A disadvantage is that for recharging the battery an electric charging point is needed, which is an expensive investment . Another disadvantage is that few charging points are available in a city or village, particularly compared to the number of electric and/or hybrid cars. Another additional disadvantage is the duration for recharging the battery, a duration during which the vehicle is unavailable for use considering that the vehicle must be connected to an electric power supply. This is a problem, especially for long journeys, as the necessary stops for recharging have to be made en route, making the journey more time-consuming than with a conventional car where refuelling can be done relatively quickly, much quicker than the time it takes to recharge the vehicle. \n\nThe purpose of the present invention is to provide a solution to one or more of the aforementioned or other disadvantages . To this end, the invention relates to an electrically driven motorised vehicle with rechargeable battery, typically a high voltage battery, and a compartment for the battery, whereby the battery is removable from the compartment and the compartment and the battery are provided with complementary electric contacts and which are such that when placing the battery in the compartment the contacts of the battery make contact with the contacts of the compartment for the electric power supply for driving the vehicle, whereby for recharging the removed batteries a trolley is provided, said trolley being provided with a charging platform on which the batteries can be placed and which is provided with one or more contacts which are complementary to the contacts of the batteries placed on it and whereby the trolley is provided with a battery charger or an external contact for connecting the charging platform to an external battery charger and whereby the trolley is foldable such that the trolley in folded condition fits in the boot or in a storage compartment of the vehicle specifically provided to that end. An advantage of the invention is that the batteries can be removed relatively simply from the electrically driven vehicle, such that it is not necessary to look for an electrical charging point for recharging the batteries of the vehicle. \n\nAnother advantage of this is that the batteries can be easily transported without too much trouble. Another additional advantage of this is that the batteries in the trolley can be connected everywhere and easily to a suitable power supply in the form of an external charging station, such as a conventional plug, such that the batteries can be recharged everywhere. Due to the characteristic that the trolley is foldable, the trolley can be transported relatively easily and safely in the vehicle. Another advantage of this is that no extra space needs to be provided for transporting the trolley in the vehicle. The batteries can simply be removed from the vehicle and recharged at home or another suitable location. Preferably, the batteries are interchangeable with a set of spare batteries which can then be recharged separately and which allow a relatively quick replacement of the discharged batteries by a set of charged batteries, such that the time needed for recharging the vehicle practically corresponds with the time needed to refuel. For long journeys, a system could be devised whereby service stations are provided with a supply of charged \n\nreplacement batteries and a charging station for charging the returned empty batteries. Preferably, the one or more batteries are provided with a handle, which makes removing, placing and/or carrying the batteries relatively simple. The vehicle can also be provided with a plug for connecting the vehicle to a charging point, said plug being connected with the contacts of the compartment, such that different recharging possibilities are available, depending on the circumstances when recharging is necessary. In a preferred embodiment, the trolley is provided with wheels, in particular climbing wheels if desired. Another advantage consists in that the climbing wheels allow going up and down stairs relatively easily. With the intention of better showing the characteristics of the invention, a preferred embodiment of an electrically driven motorised vehicle according to the invention and a rechargeable battery and trolley applied thereby is described hereinafter, by way of an example without any \n\nlimiting nature, with reference to the accompanying drawings wherein: figure 1 schematically shows a perspective view of an electrically driven motorised vehicle according to the invention with rechargeable battery; figure 2 shows a cross-section of figure 1 according to line II-II; figure 3 shows a trolley according to the invention, but in unused condition; figure 4 shows a trolley according to figure 3, but in used condition; figure 5 shows the part indicated in figure 3 with F5 on a larger scale; figure 6 shows a trolley according to the invention, but in folded condition. The electrically driven motorised vehicle 1 shown in figure 1 contains a rechargeable battery 2 and a compartment 3 for the rechargeable battery 2. The battery 2, typically a high voltage battery, is removable from the compartment 3 in which one or more batteries 2 can be fitted, in the case of figure 1 four batteries 2. Preferably the batteries 2 are equipped at one end 4 with a handle 5 to facilitate removing and placing the batteries 2 and with contacts 7 at the other end 6 which can make contact with the contacts 8 of the vehicle 1. \n\nThe compartment 3 can be provided with guides 9 guiding the batteries 2 upon insertion to the contact 7 of the compartment 3. In the example the guides 9 are oriented horizontally and fitted to the floor of the compartment 3. On its open side the compartment 3 can be provided with a sealable boot lid 10 such that after inserting or removing the battery 2 the compartment 3 can be shut by the boot lid 10. Both the compartment 3 and the battery 2 are provided with complementary electric contacts 7 and 8, as shown on figure 2, which are such that when placing the battery 2 in the compartment 3 the contacts 7 of the battery 2 make contact with the contacts 8 of the compartment 3 for the electric power supply for driving the vehicle 1. For charging and/or transporting the removed batteries 2 a trolley 11 can be provided, as shown in figure 3, whereby the trolley 11 in this case, but not necessarily, is provided with climbing wheels 12 to facilitate transporting the trolley 11 with or without batteries 2. The trolley 11 can be motorised because the wheels are provided with an electric or another drive, whereby the trolley 11 is then provided with its own battery. The trolley 11 is preferably provided with a charging platform 13 on which every battery 2 can be placed with at least the end 6 with the contact 7 pointing downward in a recess 14 in the charging platform 13, said charging \n\nplatform 13 being provided with electric contacts 15 for recharging the batteries 2 which are placed on it and are analogous to the contacts 8 in the compartment 3 in the vehicle 1. In the case of figures 3 and 4 the charging platform 13 is provided with four recesses 14 for transporting a maximum of four batteries 2. For charging the batteries 2 in the trolley 11, the trolley 11 is provided with an external connection 16, as shown in figure 5, for connecting the charging platform 13 to an external battery charger or other power supply. However, it is also possible to provide the trolley 11 with a battery charger as power supply for recharging the batteries 2 in the trolley 11. Preferably, the trolley 11 can be folded compactly, as shown in figure 6, such that the trolley 11, in folded condition, can be transported in the boot 17 or in a storage compartment provided specifically to that end of the electrically driven motorised vehicle 1, as shown in figure 2. The vehicle 1 can also be provided with a connection for connecting the vehicle to a charging point or the like, said connection being connected to the batteries via the contacts 8 of the vehicle 1 and the contacts 7 of the batteries 2 when they are located in the compartment 3. \n\nThus the batteries 2 can be charged by connecting to an external charging point or the batteries 2 can be removed from the vehicle 1 to charge at home or other places or to swap them for other batteries 2. The present invention is by no means limited to the embodiments described as an example and shown in the figures, but an electrically driven motorised vehicle according to the invention can be realised in all kinds of forms and dimensions without departing from the scope of the invention. \n | Electrically driven motorised vehicle (1) with rechargeable battery (2), typically a high voltage battery, and a compartment (3) for the battery (2), characterised in that de battery (2) is removable from the compartment (3) and the compartment (3) and the battery (2) are provided with complementary electric contacts (7) and (8) which are such that when placing the battery (2) in the compartment (3) the contacts (7) of the battery (2) make contact with the contacts (8) of the compartment (3) for the electric power supply for driving the vehicle (1). | PC:T/IB2021/055853 | https://patentimages.storage.googleapis.com/8c/e5/b1/63f191c2e3afc0/WO2022013664A1.pdf | NaN | Schalom ENGELSTEIN | Engelstein Schalom | JP:2015066986:A, WO:2016151181:A1, CN:205059299:U, US:20190202316:A1, CN:106476639:A, US:20190014718:A1, CN:207328408:U, CN:107887952:A, CN:110733376:A, DE:202019004249:U1 | 2022-03-02 | 2022-03-02 | 1.- Electrically driven motorised vehicle (1) with rechargeable battery (2), typically a high voltage battery, and a compartment (3) for the battery (2), characterised in that de battery (2) is removable from the compartment (3) and the compartment (3) and the battery (2) are provided with complementary electric contacts (7) and (8)which are such that when placing the battery (2) in the compartment (3) the contacts (7) of the battery (2) make contact with the contacts (8) of the compartment (3) for the electric power supply for driving the vehicle (1), whereby for recharging the removed batteries (2) a trolley (11) is provided, said trolley (11) being provided with a charging platform (13) on which the batteries (2) can be placed and which is provided with one or more contacts (15) which are complementary to the contacts (7) of the batteries (2) placed on it and whereby the trolley (11) is provided with a battery charger or an external contact (16) for connecting the charging platform (13) to an external battery charger and whereby the trolley (11) is foldable such that the trolley (11) in folded condition fits in the boot (17) or in a storage compartment of the vehicle specifically provided to that end (10). , 2 Electrically driven motorised vehicle according to claim 1, characterised in that one or more batteries (2) are fitted in the compartment (3) \n\n, 3.- Electrically driven motorised vehicle according to claims 1 or 2, characterised in that the contacts (7) of the battery (2) are provided at one end (6) of the battery (2) and a handle (5) at the other end (4) of the battery (2). , 4.- Electrically driven motorised vehicle according to any one of the previous claims, characterised in that the compartment (3) is provided with guides (9) guiding the batteries (2) upon insertion to the contact (8) of the compartment (3). , 5.- Electrically driven motorised vehicle according to any one of the previous claims, characterised in that the compartment (3) is provided with a sealable boot lid (10). , 6.- Electrically driven motorised vehicle according to any one of the previous claims, characterised in that the charging platform (13) for each battery (2) is provided with a recess (14) in which the battery (2) can be placed at least with its ends (6) with the contacts (7) facing down. , 7.- Electrically driven motorised vehicle according to any one of the previous claims, characterised in that the trolley (11) in folded condition is such that the trolley (11) fits in the vehicle (1). \n\n, 8.- Electrically driven motorised vehicle according to any one of the previous claims, characterised in that the trolley (11) is provided with wheels. , 9.- Electrically driven motorised vehicle according to claim 8, characterised in that the trolley (11) is provided with climbing wheels (12) to take stairs. , 10.- Electrically driven motorised vehicle according to claim 8 or 9, characterised in that the wheels are provided with a drive. , 11.- Electrically driven motorised vehicle according to any one of the previous claims, characterised in that the vehicle (1) is provided with a plug for connecting the vehicle to a charging point, said plug being connected to the contacts (8) of the compartment (3). \n | WO | WIPO (PCT) | NaN | B | True |
| 402 | 拥有导电外壳的电动车辆蓄电池单元 \n | CN104779360A | 背景技术本发明总体涉及外壳，以及更具体地，涉及拥有导电外壳的电动车辆蓄电池单元。通常，电动车辆与传统机动车辆不同是由于电动车辆是有选择地运用一个或多个靠电池供电的电机来驱动。与之相比，传统机动车辆仅仅依靠内燃发动机来驱动车辆。电动车辆可以用除了内燃发动机之外的电机，或用电机来替代内燃发动机。实例的电动车包含混合动力电动车辆(HEV)、插电式混合动力电动车辆(PHEV)、燃料电池车辆、燃料电池电动车辆以及纯电动车辆(BEV)。电动车辆的动力传动系统典型地装备有蓄电池，该蓄电池储存有为电机提供电力的电能。蓄电池可以在使用前充电。蓄电池可以通过再生制动系统或内燃发动机在驾驶期间再次充电。蓄电池可以包含多个各自拥有内部电极结构的蓄电池单元。诸如接线柱这样的部件从电极结构运载电能至蓄电池单元外部。汇流条可以连接接线柱。组装蓄电池的许多部件需要耗费大量的时间和成本。发明内容根据本发明的一个示例性方面的电动车辆蓄电池单元包含：拥有至少一个导电外壳的蓄电池单元，和直接与至少一个导电外壳电接触的电极结构，以及其他。电极结构选择性地向电动车辆提供电能。在前述电动车辆蓄电池单元的另一实例中，至少一个外壳包含第一导电外壳和第二导电外壳。电极结构夹于第一导电外壳和第二导电外壳二者之间。在任何前述电动车辆蓄电池单元的又一实例中，第一导电外壳和第二导电外壳可以彼此相互交换。在任何前述电动车辆蓄电池单元的又一实例中，隔板电隔离第一导电外壳和第二导电外壳。在任何前述电动车辆蓄电池单元的又一实例中，第一导电外壳、第二导电外壳和隔板提供空腔以接纳电极结构。在任何前述电动车辆蓄电池单元的又一实例中，隔板提供接纳第一导电外壳壁的第一凹槽和接纳第二导电外壳的第二壁的第二凹槽。在任何前述电动车辆蓄电池单元的又一实例中，第一导电外壳和第二导电外壳各自包含多个从底板延伸出的壁。在任何前述电动车辆蓄电池单元的又一实例中，在组装蓄电池单元时，第一导电外壳的至少一个壁与第二导电外壳的至少一个壁相互重叠。在任何前述电动车辆蓄电池单元的又一实例中，电极结构具有果冻卷状配置。在任何前述电动车辆蓄电池单元的又一实例中，蓄电池单元不包含接线柱。在任何前述电动车辆蓄电池单元的又一实例中，蓄电池单元是电动车辆动力传动系统的一部分。根据本发明的另一示例性方面的电动车辆蓄电池，多个蓄电池单元串联排列以便选择性地为电动车辆提供电能。每个蓄电池单元拥有至少一个与电极电接触的导电外壳。在前述电动车辆蓄电池的又一实例中，多个蓄电池单元被压缩。在任何前述电动车辆蓄电池的又一实例中，电动车辆蓄电池不包含接线柱。在任何前述电动车辆蓄电池的又一实例中，至少一个导电外壳包含正极外壳和负极外壳，多个蓄电池单元中的一个的正极外壳直接与多个蓄电池单元中的另一个的负极外壳电接触。在任何前述电动车辆蓄电池的又一实例中，正极外壳和负极外壳可互换。根据本发明的另一示例性方面的在电动车辆蓄电池中传导电能的方法，包含，在第一导电外壳和第二导电外壳中间安置电极结构，以及其他。该方法使用第一或第二导电外壳传递到电极结构和来自电极结构的电能。在前述方法的又一实例中，方法包含使用拥有凹槽的隔板来使第一和第二导电外壳彼此电隔离，该凹槽的每一个接纳第一和第二导电外壳各自的壁。在前述方法的又一实例中，方法包含直接使电极结构与导电外壳相对应的侧面相接触。附图说明通过以下具体实施方式，所披露实例的各个特征及优点将对于本领域技术人员是显而易见的。具体实施方式的附图可简要描述如下：图1为实例的电动车辆动力传动系统的示意图；图2显示了拥有多个蓄电池单元的实例的蓄电池组；图3显示了图2所示的一个蓄电池单元的分解图；图4显示了通过图2所示的一个蓄电池单元的横截面图。具体实施方式图1示意性地说明了用于电动车辆的动力传动系统10。虽然描绘成混合动力电动车辆(HEV)，但应该了解的是，这里所述的构思不限于混合动力电动车辆(HEV)，并且可以扩展至其他电动车辆，包含但不限于插电式混合动力电动车辆(PHEV)、燃料电池电动车辆和纯电动车辆(BEV)。在一个实施例中，动力传动系统10为功率分流动力传动系统，该系统采用第一驱动系统和第二驱动系统。第一驱动系统包含发动机14和发电机18(即，第一电机)的组合。第二驱动系统包含至少一个马达22(即，第二电机)，发电机18以及蓄电池组24。在本实例中，第二驱动系统被认为是动力传动系统10的电驱动系统。第一和第二驱动系统产生扭矩，以驱动一组或多组电动车辆的车辆主动轮28。在本实例中为内燃发动机的发动机14可以通过动力传输单元30(如行星齿轮组)与发电机18相连接。当然，包含其他齿轮组和传动装置在内的其他类型的动力传输单元也可被用于连接发动机14和发电机18。在一个非限制性实施例中，动力传输单元30为包含环形齿轮32、太阳齿轮34以及托架总成36在内的行星齿轮组。发电机18可以通过动力传输单元30由发动机14驱动，将动能转化为电能。作为选择地，发电机18可以起到马达的作用，将电能转化为动能，从而向与动力传输单元30相连接的轴38输出扭矩。由于发电机18与发动机14为可操作地连接，因此发动机14的转速可以由发电机18控制。动力传输单元30的齿圈32可以与轴40相连接，该轴40通过第二动力传输单元44与车辆主动轮28相连接。第二动力传输单元44可以包含拥有多个齿轮46的齿轮组。其他动力传输单元也同样适合。齿轮46将扭矩从发动机14传递给差速器48，用于最终为车辆主动轮28提供牵引力。差速器48可包括多个使扭矩能够传递到车辆主动轮28的齿轮。在本实例中，第二动力传输单元44通过差速器48与轮轴50机械耦合，从而将扭矩分配至车辆主动轮28。马达22(即第二电机)同样可以用于通过向同样与第二动力传输单元44相连接的轴52输出扭矩来驱动车辆主动轮28。在一个实施例中，马达22和发电机18配合作为再生制动系统的一部分，在再生制动系统中马达22和发电机18二者均可以被当作马达来输出扭矩。例如，马达22和发电机18可以各自向蓄电池组24输出电能。电池组24为电动车电池组件的示例类型。电池组24可以具有能够输出电能来运转马达22和发电机18的高电压蓄电池形式。其他类型的能量储存装置和/或输出装置同样可以与拥有动力传动系统10的电动车一起使用。现在继续引用图1并参照图2，蓄电池组24包含多个独立的蓄电池单元56。蓄电池单元56的总数可以增加或减少，以便为动力传动系统10提供适当的电压范围。在一个实例中，蓄电池组24包含足够的蓄电池单元56，以提供大约300伏电压。特别地，实例的蓄电池组24不包含接线柱。例如铜汇流条这样的汇流条可以电耦接至蓄电池单元56，以便运载到蓄电池组24和来自蓄电池组24的电能。每个蓄电池单元56包含拥有正极性的正极侧面60p和拥有负极性的负极侧面60n。在实例的蓄电池组34中，蓄电池单元56串联叠置，以使一个蓄电池单元56的正极侧面60p与相邻蓄电池单元56的负极侧面60n相接触。蓄电池组24的蓄电池单元56可以被压缩，以确保相邻的蓄电池单元彼此相接触。现在引用继续图2并参照图3和图4，在其中一个蓄电池单元56'的实例中，蓄电池单元56'包含正极外壳64p、负极外壳64n、隔板68、以及电极结构72。在组装的蓄电池单元56'中，正极外壳64p、负极外壳64n和隔板68一起提供空腔76，以接纳电极结构72。正极外壳64p和负极外壳64n夹住电极结构72。隔板68防止或基本上防止正极外壳64p和负极外壳64n之间的电接触。在该实例中，正极外壳64p包含从底板84p延伸出来的壁80p。正极外壳64n包含从底板84n延伸出来的壁80n。在该实例中，正极外壳64p和负极外壳64n各自包含后壁和两个侧壁。隔板68提供凹槽88p以接纳至少一些壁80p。隔板68进一步提供凹槽88n以接纳至少一些壁80n。实例的隔板68的凹槽88p接纳正极外壳64p的一个侧壁的一部分和后壁的一部分。凹槽88n接纳负极外壳64n的一个侧壁的一部分和后壁的一部分。在组装时，正极外壳64p的壁与负极外壳64n的壁相重叠，而隔板68防止了这样的接触。实例的外壳64p与外壳64n由平板状的金属或金属基材料冲压而成。实例的外壳64p与外壳64n同样是可互换的。也就是说，外壳64p与外壳64n的外形尺寸实际上是一样的。因此，外壳64p与外壳64n二者可以利用同样的设备来生产。由于不需要单独的工具和机器来分别生产外壳64p与外壳64n，因此将外壳64p与外壳64n设计为可互换的可以节约生产成本。在该实例中，电极结构72拥有果冻卷配置。电极结构72的正极侧面92p具有正极性，且电极结构72的负极侧面92n具有负极性。电极结构72具有多层材料，该多层材料被折叠并缠绕以便提供果冻卷状电极结构72。电极结构72包含阴极层100、阳极层104、隔离屏障106，以及绝缘屏障108。隔离屏障106将阴极层100和阳极层104分离。绝缘屏障108覆盖了接触的阴极层100和阳极层104。在电极结构72的外部区域，一些层被移除，以便为侧面92p提供正极性，并且为侧面92n提供负极性。更具体地，在本实例中，绝缘屏障108的最外层被移除，以便露出阴极层100并为侧面92p提供正极性。在电极结构72的另一个最外层，最外层绝缘屏障108和阴极层100被移除，以便露出阳极层104并为侧面92n提供负极性。当电极结构72被放置于组装蓄电池单元56'中，电极结构72的正极侧面92p直接与正极外壳64p——并且尤其与正极外壳64p的底板84p——电接触。电极结构72的负极侧面92n直接与负极外壳64n——并且尤其与负极外壳64n的底板84n——电接触。电极结构72与外壳64p和外壳64n的直接电接触使得外壳64p和外壳64n导电。因为外壳64p和外壳64n是导电的，所以就不需要单独的接线柱总成或其他用于运载来自电极结构72的电能的结构。在该实例中，外壳64p和外壳64n二者均是导电的。在其他实例中，仅有一个外壳是导电的，并且另一个外壳被接线柱所替代。电极结构72可以有几种不同的配置。例如电极结构72可以是超级电容，而不是缠绕的果冻卷状。超级电容可以有单独的大阳极和单独的大阴极，该阳极和阴极各自与外壳64p和外壳64n的其中之一相接触。本实例的特点包含使用少于现有技术的接线柱的蓄电池单元。蓄电池单元可以不包含接线柱。与现有技术相比，蓄电池单元拥有缩短的装配时间并使用了较少的紧固件，这些节约了装配时间、紧固件成本以及工具成本。前述说明本质上是示例性的而不是限制性的。对于所公开例子进行的不必超出本发明实质的变化及修改对本领域技术人员是显而易见的。给予本发明的合理的保护范围仅能通过考虑后面的权利要求确定。 | 一种用于电动车辆的实例的蓄电池单元，包含至少一个导电外壳，以及直接与至少一个导电外壳电接触的电极结构。电极结构用于选择性地为电动车辆提供电能。 | CN:201510006812.1A | https://patentimages.storage.googleapis.com/a3/1a/fc/904f9b4c8ce918/CN104779360A.pdf | NaN | 菲利普·迈克尔·冈萨雷斯, 玛丽·卡希 | Ford Global Technologies LLC | CA:2100391:A1, CN:1645644:A, CN:101185182:A, CN:103367841:A | Not available | 2018-02-28 | 1.一种蓄电池单元，包含：, 至少一个导电外壳；以及, 直接与至少一个导电外壳电接触的电极结构，电极结构选择性地向电动车辆提供电能。, \n \n, 2.根据权利要求1所述的蓄电池单元，其中至少一个外壳包含第一导电外壳和第二导电外壳，电极结构夹于第一导电外壳和第二导电外壳二者之间。, \n \n, 3.根据权利要求2所述的蓄电池单元，其中第一导电外壳和第二导电外壳可以彼此相互交换。, \n \n, 4.根据权利要求2所述的蓄电池单元，包含隔板以电隔离第一导电外壳和第二导电外壳。, \n \n, 5.根据权利要求4所述的蓄电池单元，其中第一导电外壳、第二导电外壳和隔板提供空腔以接纳电极结构。, \n \n, 6.根据权利要求4所述的蓄电池单元，其中隔板提供接纳第一导电外壳壁的第一凹槽和接纳第二导电外壳的第二壁的第二凹槽。, \n \n, 7.根据权利要求2所述的蓄电池单元，其中第一导电外壳和第二导电外壳各自包含多个从底板延伸出的壁。, \n \n, 8.根据权利要求7所述的蓄电池单元，其中在组装蓄电池单元时，第一导电外壳的至少一个壁与第二导电外壳的至少一个壁相互重叠。, \n \n, 9.根据权利要求1所述的蓄电池单元，其中电极结构具有果冻卷状配置。, \n \n, 10.根据权利要求1所述的蓄电池单元，其中蓄电池单元不包含接线柱。, \n \n, 11.根据权利要求1所述的蓄电池单元，其中蓄电池单元是电动车辆动力传动系统的一部分。 | CN | China | Granted | H | True |
| 403 | 车辆用电池系统 \n | CN113497282A | NaN | 本发明提供能够恰当控制搭载于车辆的电池的车辆用电池系统。在该电池系统中，设置搭载于车辆且能够更换并由发电装置（4）充电并对车辆辅助设备（5）进行电力供应的充电式电池（200）和控制模组（90）。判定作为充电式电池（200）搭载于车辆的是由锂离子电池（20）构成的第1电池和充电效率低于该第1电池的第2电池（30）中的哪种电池，相较于判定搭载有第1电池时，在判定作为充电式电池（200）搭载有第2电池时，降低发电装置（4）的最大发电电压。 | CN:202110192943.9A | https://patentimages.storage.googleapis.com/c5/4b/31/fd70e4605dc8b8/CN113497282A.pdf | NaN | 宫部贵盛, 北村成基, 为谷荣太郎, 增田涉 | Mazda Motor Corp | US:20050057216:A1, JP:2009054373:A, JP:2010154599:A | Not available | 2002-12-31 | 1.一种车辆用电池系统，其是搭载有发电装置的车辆的电池系统，其特征在于包括：, 充电式电池，搭载于车辆且能够更换，并且由所述发电装置充电，对车辆的辅助设备进行电力供应；, 控制模组，判定由锂离子电池组成的第1电池和充电效率低于该第1电池的第2电池中的哪种电池作为所述充电式电池搭载于车辆上，并且，相较于判定为搭载有所述第1电池时，在判定所述第2电池作为所述充电式电池搭载时，降低所述发电装置的最大发电电压。, 2.根据权利要求1所述的车辆用电池系统，其特征在于：, 所述第1电池包括具有信号发送部的种类的电池，该信号发送部能够接受来自所述控制模组的指令并向该控制模组发送特定信号，, 所述控制模组向所述充电式电池发出指令，让其向所述控制模组发送所述特定信号，并在接收到所述特定信号时，判定作为所述充电式电池搭载有所述第1电池，在未接收到所述特定信号时，判定作为所述充电式电池搭载有所述第2电池。, 3.根据权利要求2所述的车辆用电池系统，其特征在于：, 所述控制模组在从点火开关打开起到所述发电装置要开始发电的期间，判定是所述第1电池还是所述第2电池作为所述充电式电池搭载于车辆上。, 4.根据权利要求1所述的车辆用电池系统，其特征在于：, 所述控制模组具备能够接受在所述充电式电池流动的电流的信息的电流信息接受部，并基于在所述充电式电池充电时所述电流信息接受部接受的信息，来判定所述充电式电池是所述第1电池还是所述第2电池。, 5.根据权利要求4所述的车辆用电池系统，其特征在于：, 所述控制模组基于所述电流信息接受部接受的信息，判定在所述充电式电池充电时在该充电式电池流动的电流是否超过一定判定电流，在所述电流超过所述判定电流的情况下判定所述充电式电池是所述第1电池，在其他情况下判定所述充电式电池是所述第2电池。 | CN | China | Pending | H | True |
| 404 | 电动汽车智能高压配电盒 \n | CN202888749U | 技术领域\n\t本实用新型涉及电动汽车高压电气系统，尤其是涉及电动汽车智能高压配电盒。\n\t背景技术\n\t高压电气系统是电动汽车的动力来源与传输系统，电动汽车高压配电盒是高压电气系统中的核心装置，其作用是通过继电器控制将动力电池的高压直流电源与车载充电机、空调、直流电压转换器（DC/DC）、转向电机及主电机等一系列的高压总成连接。随着电动汽车技术的发展，现有的分散式控制方式由于其安全性低，结构复杂，可维护性较低等不利因素逐渐受到市场淘汰。因此，电动汽车高压配电盒的设计正向着小型化、集成化、智能化、高效化方向发展。\n\t发明内容\n\t本实用新型目的在于提供一种电动汽车智能高压配电盒。\n\t为实现上述目的，本实用新型采取下述技术方案：\n\t本实用新型所述的电动汽车智能高压配电盒，包括控制单元、电源分配单元；所述电源分配单元包括主继电器、预充电继电器、充电继电器、暖风继电器、空调继电器、直流电压转换继电器；所述控制单元包括微控制器，连接于所述微控制器通信接口的CAN总线通讯模块，以及连接于微控制器控制输出端的IO接口驱动模块和信号输入端的触点检测接口模块；所述主继电器、预充电继电器、充电继电器、暖风继电器、空调继电器、直流电压转换继电器的驱动线圈分别与所述IO接口驱动模块连接；主继电器、预充电继电器、充电继电器、暖风继电器、空调继电器、直流电压转换继电器的触点状态检测端分别与所述触点检测接口模块连接；主继电器开关触点的一端与总电源插座正极电连接，另一端分别与主电机电源插座、暖风机电源插座、空调机电源插座的正极连接，并与转向电机电源插座的正极连接；充电继电器的开关触点一端与总电源插座正极电连接，另一端分别与车载充电插座、直流充电插座的正极连接；直流电压转换继电器的开关触点一端与总电源插座正极电连接，另一端与直流电压转换插座正极连接；总电源插座负极分别与主电机电源插座、暖风机电源插座、空调机电源插座、转向电机电源插座、直流电压转换插座、车载充电插座、直流充电插座的负极连接。\n\t在所述控制单元的信号输入接口连接有绝缘监测模块。 \n\t本实用新型优点在于集成化程度高，大大减小了高压配电盒总成的体积，通过增所述控制单元及电源分配单元，使得配电盒作为一个智能化单元能够对自身发生的故障及高压系统的安全故障进行实时监测，有效提高了电动汽车高压电气控制系统的可靠、安全性。\n\t附图说明\n\t图1是本实用新型的电路原理图。\n\t图2是图1中控制单元的电路原理框图。\n\t具体实施方式\n\t如图1、2所示，本实用新型所述的电动汽车智能高压配电盒，包括控制单元1、电源分配单元；所述电源分配单元包括主继电器2、预充电继电器3、充电继电器4、暖风继电器5、空调继电器6、直流电压转换继电器7；所述控制单元包括微控制器，连接于所述微控制器通信接口的CAN总线通讯模块，以及连接于微控制器控制输出端的IO接口驱动模块和信号输入端的触点检测接口模块；所述主继电器2、预充电继电器3、充电继电器4、暖风继电器5、空调继电器6、直流电压转换继电器7的驱动线圈分别与所述IO接口驱动模块连接；主继电器2、预充电继电器3、充电继电器4、暖风继电器5、空调继电器6、直流电压转换继电器7的触点状态检测端分别与所述触点检测接口模块连接；主继电器2开关触点的一端与总电源插座8正极电连接，另一端分别与主电机电源插座9、暖风机电源插座10、空调机电源插座11的正极连接，并与转向电机电源插座12的正极连接；充电继电器4的开关触点一端与总电源插座8正极电连接，另一端分别与车载充电插座13、直流充电插座14的正极连接；直流电压转换继电器7的开关触点一端与总电源插座8正极电连接，另一端与直流电压转换插座15正极连接；总电源插座8负极分别与主电机电源插座9、暖风机电源插座10、空调机电源插座11、转向电机电源插座12、直流电压转换插座15、车载充电插座13、直流充电插座14的负极连接。为实时监测高压系统对车身的漏电电流，及时检测出系统的绝缘失效故障，在所述控制单元1的信号输入接口连接有绝缘监测模块16。\n\t | 本实用新型公开了一种电动汽车智能高压配电盒，包括控制单元、电源分配单元；所述电源分配单元包括主继电器、预充电继电器、充电继电器、暖风继电器、空调继电器、直流电压转换继电器；所述控制单元包括微控制器，连接于所述微控制器通信接口的CAN总线通讯模块，以及连接于微控制器控制输出端的IO接口驱动模块和信号输入端的触点检测接口模块。本实用新型优点在于集成化程度高，大大减小了高压配电盒总成的体积，通过增所述控制单元及电源分配单元，使得配电盒作为一个智能化单元能够对自身发生的故障及高压系统的安全故障进行实时监测，有效提高了电动汽车高压电气控制系统的可靠、安全性。 | CN: 201220536631 | https://patentimages.storage.googleapis.com/6e/a9/89/aeaf67b1511af6/CN202888749U.pdf | CN:202888749:U | 路高磊, 王玉民, 张晓林, 李晨, 何俊, 娄世菊, 厉蕊, 刘阳, 李博, 叶倩, 李岐植, 周璞 | Zhengzhou Nissan Automobile Co Ltd | NaN | Not available | 2013-04-17 | 1.一种电动汽车智能高压配电盒，包括控制单元（1）、电源分配单元；其特征在于：所述电源分配单元包括主继电器（2）、预充电继电器（3）、充电继电器（4）、暖风继电器（5）、空调继电器（6）、直流电压转换继电器（7）；所述控制单元包括微控制器，连接于所述微控制器通信接口的CAN总线通讯模块，以及连接于微控制器控制输出端的IO接口驱动模块和信号输入端的触点检测接口模块；所述主继电器（2）、预充电继电器（3）、充电继电器（4）、暖风继电器（5）、空调继电器（6）、直流电压转换继电器（7）的驱动线圈分别与所述IO接口驱动模块连接；主继电器（2）、预充电继电器（3）、充电继电器（4）、暖风继电器（5）、空调继电器（6）、直流电压转换继电器（7）的触点状态检测端分别与所述触点检测接口模块连接；主继电器（2）开关触点的一端与总电源插座（8）正极电连接，另一端分别与主电机电源插座（9）、暖风机电源插座（10）、空调机电源插座（11）的正极连接，并与转向电机电源插座（12）的正极连接；充电继电器（4）的开关触点一端与总电源插座（8）正极电连接，另一端分别与车载充电插座（13）、直流充电插座（14）的正极连接；直流电压转换继电器（7）的开关触点一端与总电源插座（8）正极电连接，另一端与直流电压转换插座（15）正极连接；总电源插座（8）负极分别与主电机电源插座（9）、暖风机电源插座（10）、空调机电源插座（11）、转向电机电源插座（12）、直流电压转换插座（15）、车载充电插座（13）、直流充电插座（14）的负极连接。\n\t\t, \n \n, 2.根据权利要求1所述的电动汽车智能高压配电盒，其特征在于：在所述控制单元（1）的信号输入接口连接有绝缘监测模块（16）。\n\t\t | CN | China | Expired - Fee Related | NaN | True |
| 405 | Hybrid fuel storage and propulsion system for automobiles \n | WO2012120525A1 | HYBRID FUEL STORAGE AND PROPULSION SYSTEM FOR AUTOMOBILES RELATED APPLICATION Benefit is claimed to India Provisional Application No. 683/CHE/2011 , entitled "HYBRID FUEL STORAGE AND PROPULSION SYSTEM FOR AUTOMOBILES" by ANIL ANANTHKRISHNA, filed on March 07, 2011 , which is herein incorporated in its entirety by reference for all purposes. FIELD OF THE INVENTION The present invention generally relates to electric vehicles and more particularly relates to a hybrid vehicle. BACKGROUND OF THE INVENTION In automobile vehicle industry, electric vehicles are introduced to control air pollution caused due to IC engine powered vehicles. Currently, the electric vehicles are classified into two groups, namely pure electric and extended electric vehicles (also known as hybrid vehicles). The hybrid vehicles have a primary electric drive with associated batteries and an internal combustion engine coupled to an electric motor/generator. The hybrid vehicles have distinct advantage of allowing long travel, as atleast one source is always available to drive the vehicle. Hence, there is no risk of running out of fuel as it frequently happens with a traditional internal combustion powered vehicle. The hybrid vehicle can operate as an IC engine vehicle or as an electric vehicle or even as both. For example, driving on terrain or for long distances, IC engine can be used and for shorter distances electric propulsion system can be \n\n used. These advantages come at the costs of approximately one third higher vehicle weight and price. Further, incorporation of both internal combustion engine and electric motor assembly in the hybrid vehicle makes the system bulky and more complex. The vehicle's suspension, transmission, primary motor all must be designed for the additional weight of a redundant drive train and its fuel. In addition to the above, the need of large battery for fuel storage occupies larger space. BRIEF DESCRIPTION OF THE ACCOMPANYING DRAWINGS Figure 1 is a block diagram illustrating a hybrid fuel storage and propulsion unit meant for converting an IC engine vehicle to a hybrid vehicle, according to one embodiment. Figure 2 illustrates a schematic diagram of an IC engine two wheeled vehicle retrofitted with the hybrid fuel storage and propulsion unit, according to one embodiment. Figure 3 illustrates a schematic diagram of an IC engine two wheeled vehicle retrofitted with the hybrid fuel storage and propulsion unit, according to another embodiment. Figure 4 illustrates a schematic diagram of a four wheeled hybrid car attached with a trailer car including the fuel storage and propulsion unit, according to yet another embodiment. Figure 5 illustrates a schematic diagram of a hybrid three wheeler attached with the trailer car including the fuel storage and propulsion unit, according to yet another embodiment. \n\n Figure 6 is a schematic diagram of a two wheeled hybrid vehicle with a side car including the hybrid fuel storage and propulsion unit, according to yet a further embodiment. DETAILED DESCRIPTION OF THE INVENTION The present invention provides a hybrid fuel storage and propulsion system for automobiles. The following description is merely exemplary in nature and is not intended to limit the present disclosure, applications, or uses. It should be understood that throughout the drawings, corresponding reference numerals indicate like or corresponding parts and features. Figure 1 is a block diagram illustrating a hybrid fuel storage and propulsion unit 100 meant for converting a IC engine vehicle to a hybrid vehicle, according to one embodiment. The hybrid fuel storage and propulsion unit 100 includes an energy storage unit 102, a fuel cell unit 104, an energy storage management system 106, an electronic motor control and event management system 108, and a charger 1 10. These components together enable to convert an IC engine vehicle into a hybrid vehicle to cause an IC engine vehicle (e.g., car, motorbike, auto-rickshaw, cars, trucks and so on) run in a pure electric mode or hybrid mode. The energy storage unit 102 includes one or more batteries which stores electric energy required for driving an IC engine vehicle 1 16 in pure electric mode or hybrid mode. Each of the one or more batteries is formed using electro-chemical storage cells. The one or more batteries may be a single chemistry or hybrid chemistry batteries with a single pole terminal or multi-pole terminals on each cell. The batteries may also include super-capacitors to enhance reduced equivalent series resistance (ESR) and increase efficiency of regenerative braking. \n\n The fuel cell unit 104 converts fuel energy into electrical energy and replenishes charge of the energy storage unit 102. The fuel cell unit 104 includes a fuel storage tank 112 for storing fuel such as methanol or hydrogen. The fuel cell unit 104 includes a fuel cell 114 for generating electrical energy using the fuel stored in the storage tank 112. The fuel cell unit 104 replenishes charge of the energy storage unit 102 upon opportunity (e.g., traffic stop, parking stop, during IC engine mode operation, etc.) The energy storage management system 106 manages electric energy stored in the energy storage unit 102. For example, the energy storage management system 106 controls rate of charge, rate of discharge, monitors temperature, and keeps track of input/output energy count. Additionally, the management system 106 maintains storage cells within the energy storage unit 102 in balance with one another. The electronic motor control and event management system 108 includes one or more microcontrollers for monitoring various parameters associated with the operation of a hybrid vehicle. For example, the management system 108 checks for fuel levels in the fuel storage tank 112, checks for energy density within the batteries by communicating with the energy storage management system 106. The management system 108 also checks motor temperature and revolutions/minute, checks for engine temperature, transmission ratio, fuel consumption, checks window for opportunity changing, check for regenerative braking, controls engine functions and energy levels, controls functions of electric motors, commutates motor poles for rotation, governs speed and torque of the IC engine 116 and the electric motor for optimum performance and efficiency. The management system 108 has mechanism that performs regenerative braking through the electric motors and also performs constant recharging of batteries. \n\n The charger 1 10 may include a grid based high frequency switch mode fast battery charger and an onboard fuel cell based battery charger for replenishing the charge of the energy storage unit 102. The grid based charger performs required power conversion to charge batteries using energy from the grid using a high frequency switch mode power converter. The grid based charger is an intelligent high frequency switch mode fats charger that is either portable or integrated into vehicle chassis. The onboard fuel cell based battery charger controls and manages power conversion from the fuel cell to the batteries. Figure 2 illustrates a schematic diagram of an IC engine two wheeled vehicle 200 retrofitted with the hybrid fuel storage and propulsion unit 100, according to one embodiment. The IC engine two wheeled vehicle 200 is a two wheeled vehicle running on power from the IC engine 1 16. As can be seen, the IC engine two wheeled vehicle 200 is converted into a hybrid two wheeled vehicle by retrofitting the hybrid fuel storage and propulsion unit 100 onto the IC engine two wheeled vehicle 200. In Figure 2, the hybrid fuel storage and propulsion unit 100 includes the energy storage unit 102, the energy storage management system 106, the electronic motor control and event management system 108, the charger 1 10, the fuel storage unit 1 12, the fuel cell 1 14, and a fossil fuel/bio-fuel storage unit 202. The fuel storage unit 1 12, the fuel cell 1 14, and the fossil fuel/bio-fuel storage unit 202 are housed in an enclosure 204 of the two wheeled vehicle 200. Further, the energy storage unit 102, the energy storage management system 106, the electronic motor control and event management system 108, the charger 1 10 are housed in a compartment beneath the enclosure 204, where the said compartment can be separate or a part of the enclosure 204. , The IC engine two wheeled vehicle 200 consists of a front wheel 206 and a rear wheel 208 constructed such that the wheel rim is detachable completely or partially \n\n from the vehicle such that it provides for ease of removing the same for rectifying a flat tyre or changing the same as when required. The wheels 206 and 208 of the two wheeled vehicle 200 are drivingly coupled to electric motors 210. The electric motors 210 can be a hub motor integrated in each of the front wheel 206 and the rear wheel 208 or separate electric motors drivingly coupled the front wheel 206 and the rear wheel 208 via mechanical transmission. These electric motors 210 can be either a single motor or multiple stators with a single housed rotor or inter-coupled rotor mechanisms with independent commutation and control systems. The electric motors 210 are configured to drive the wheels 206 and 208, pure electric mode or hybrid mode and are configured as generators driven by the wheels 206 and 208 in an IC engine mode and regenerative mode. In an IC engine mode, the two wheeled vehicle 200 runs on IC engine power received from the IC engine 116. It is appreciated that, the IC engine 116 is run on fossil fuel such as gasoline, and diesel, or bio-fuels supplied from the fossil fuel/bio- fuel storage unit 202. During the pure electric mode or hybrid mode, the hybrid fuel storage and propulsion unit 100 provides electric power to the electric motors 210 to run the two wheeled vehicle 200 in a pure electric mode or a hybrid mode. In other words, the electric motors 210 drives the two wheeled vehicle 200 using the electric power received from the hybrid fuel storage and propulsion unit 100 during the pure electric mode or hybrid mode of operation. Specifically, during the pure electric mode, the fuel storage and propulsion unit 100 drives the motors 210 through electric power which in turn drive the wheels 206 and 208. During the hybrid mode, the IC engine 116 is drivingly coupled to the electric motors 210 via mechanical transmission unit such that the wheels 206 and 2 0 are driven by power from the IC engine 116 as well as the electric motors 210 that are driven by the fuel storage and propulsion unit 100. Figure 3 illustrates a schematic diagram of an IC engine two wheeled vehicle 300 retrofitted with the hybrid fuel storage and propulsion unit 100, according to another \n\n embodiment. In the IC engine two wheeled vehicle 300, the energy storage unit 102, the energy storage management system 106, the electronic motor control and event management system 108, the charger 110 are housed in a crash guard 302. The crash guard 302 is specially designed to accommodate the above components of the fuel storage and propulsion unit 100. This makes the fuel storage and propulsion unit 100 easily retrofitted to the IC engine two wheeled vehicle 300. Also, the crash guard 302 carrying the above components helps save storage space in the two wheeled vehicle 200. More importantly, the crash guard 302 can be fitted to vehicles that cannot accommodate these components due to space constraint. One skilled in the art can realize that the hybrid fuel storage and propulsion unit 100 can be retrofitted to any type of IC engine vehicles, including three or more wheels, moped or scooters and not limited to two wheeled motorbikes, for running the IC engine vehicle on electric power and/or IC engine power. Although the foregoing description illustrates the fuel storage and propulsion unit 100 retrofitted into the IC engine vehicle, one skilled in the art will understand that the fuel storage and propulsion unit 100 can be externally attached to the IC engine vehicle to convert the IC engine vehicle to a hybrid vehicle as illustrated in Figures 4 through 6. Figure 4 illustrates a schematic diagram of a four wheeled hybrid car 400 attached with a trailer car 404 including the fuel storage and propulsion unit 100, according to yet another embodiment. The hybrid vehicle 400 consists of an IC engine vehicle 402 (e.g., a four wheeled automobile) and a trailer car 404 attached to the IC engine vehicle 402. The trailer car 404 includes a trailer frame 406 configured to be coupled to the IC engine vehicle 402. The trailer car 404 is attached to the rear end of the IC engine vehicle 402 by means of a hitch mechanism or any other joint \n\n mechanism 408. The trailer car 404 contains the hybrid fuel storage and propulsion unit 100 disposed on the trailer frame 406. As illustrated, the IC engine vehicle 402 consists of front wheels 410 and rear wheels 412. The wheels 410 and 412 are constructed such that the wheel rim is detachable completely or partially from the vehicle 402 such that it provides for ease of removing the same for rectifying a flat tyre or changing the same as when required. The wheels 410 and 412 can be either integrated with a hub motor or drivingly coupled to a separate electric motor. In Figure 4, the wheels 410 and 412 are shown as drivingly coupled to the separate electric motor 416. The separate electric motor 416 can be either a single motor or multiple stators with a single housed rotor or inter-coupled rotor mechanisms with independent commutation and control systems. The electric motor 416 is configured to drive the wheels 410 and 412 in a pure electric mode or hybrid mode. During the IC engine mode and regenerative braking mode, the electric motor 416 is configured as a generator driven by the wheels 410 and 412. In an IC engine mode, the IC engine vehicle 402 runs on IC engine drive received from the IC engine 116. It is appreciated that, the IC engine 116 is run on fossil fuel such as gasoline, diesel or bio-fuels. The IC engine vehicle 402 includes a fuel tank 414 for storing and supplying the fossil fuel and/or bio-fuels to the IC engine 116. In case the IC engine vehicle 402 runs on the IC engine mode, the trailer car 404 may be electrically or mechanically decoupled from the IC engine vehicle 402. During the pure electric mode or hybrid mode, the hybrid fuel storage and propulsion unit 100 provides electric power to the electric motor 416 to run the IC engine vehicle 402 in a pure electric mode or a hybrid mode. In other words, the electric motor 416 drives the IC engine vehicle 402 using the electric power received from the hybrid fuel storage and propulsion unit 100 during the pure electric mode or hybrid mode of operation. Specifically, during the pure electric \n\n mode, the fuel storage and propulsion unit 100 drives the electric motor 416 through electric power which in turn drives the wheels 410 and 412 of the IC engine vehicle 402. During the hybrid mode, the IC engine 116 is drivingly coupled to the electric motor 416 via mechanical transmission unit such that the wheels 410 and 412 are driven by power from the IC engine 116 as well as the electric motor 416 that are driven by the fuel storage and propulsion unit 100. The fuel storage and propulsion unit 100 is also configured to provide motive power a trailer car 404 while the IC engine vehicle 402 is moving so that the trailer car 404 moves without applying a substantial load to the normal IC engine vehicle 402. The wheels 418 of the trailer car 404 may optionally be drivingly coupled to a motor/generator 420 through appropriate mechanical transmissions for driving the wheels 418 using electric power as shown in Figure 4. Alternatively, each of the wheels 418 can be integrated with the hub motor 420 for directly driving the wheels 418 of the trailer car 404 using the electric power. The motor/generator 420 can be either a single motor or multiple stators with a single housed rotor or inter-coupled rotor mechanisms with independent commutation and control systems. The motor/generator 420 may also be configured to generate and store electrical energy due to regenerative braking during the regenerative braking mode and IC engine mode. The wheels 418 may have mechanical braking mechanism and are constructed such that the wheel rim is detachable completely or partially from the trailer car 404 such that it provides for ease of removing the same for rectifying a flat tyre or changing the same as when required. Although, the above description is made with reference to usage of the trailer car 404 to propel four wheeled hybrid vehicle 400, one can envision that the trailer car 404 with the hybrid fuel storage and propulsion unit 100 can be used to propel IC engine vehicle with three wheels such as auto-rickshaw or with more than four wheels such as trucks and buses. An example of a three wheeled hybrid auto- \n\n rickshaw 500 attached with the trailer car 404 including the hybrid fuel storage and propulsion unit 100 is shown in Figure 5, according to further another embodiment. Figure 6 is a schematic diagram of a two wheeled hybrid vehicle 600 with a side car 602 including the hybrid fuel storage and propulsion unit 100, according to yet a further embodiment. In Figure 6, the hybrid vehicle 600 is an IC engine based two wheeled vehicle 604 with a side car 602 including the hybrid fuel storage and propulsion unit 100. The side car 602 includes the fuel storage and propulsion unit 100 and is similar to the trailer car 404 of the Figures 4 and 5, except the side car 602 is coupled to the side of the two wheeled vehicle 604 such as motor-cycle using a connecting rod 606. Also, it can be seen in Figure 6 that, the two wheeled hybrid vehicle 600 may also house the hybrid fuel storage and propulsion unit 100 which can be used by the IC engine vehicle 604 in absence of the side car 602. It will be recognized that the above described invention may be embodied in other specific forms without departing from the spirit or essential characteristics of the disclosure. Thus, it is understood that, the invention is not to be limited by the foregoing illustrative details, but it is rather to be defined by the appended claims. \n | The present invention provides a hybrid vehicle having fuel storage and electric propulsion system in a trailer car. A hybrid vehicle includes an IC engine vehicle, and a hybrid fuel storage and propulsion unit coupled to the IC engine vehicle for providing electric power to the IC engine vehicle to run in a pure electric mode or a hybrid mode. The fuel storage and propulsion unit can be disposed in a side car for two wheeled IC engine vehicle and a trailer car for three or more wheeled IC engine vehicle. Alternatively, the fuel storage and propulsion unit can be employed within the IC engine vehicle to run the IC engine vehicle in a pure electric mode or hybrid mode. The hybrid fuel storage and propulsion unit includes an energy storage unit, a fuel cell unit, an energy storage management system, and an electronic motor control and event management system. | PC:T/IN2011/000357 | https://patentimages.storage.googleapis.com/ac/51/b0/27b8233ab1028d/WO2012120525A1.pdf | NaN | Anil Ananthakrishna | Anil Ananthakrishna | US:20050230168:A1, US:20070199746:A1, US:20100106351:A1, US:7681676, US:20090223725:A1, US:20100155161:A1, US:20110046831:A1 | 2012-11-13 | 2012-11-13 | 1. A hybrid vehicle comprising: , an IC engine vehicle; and , a hybrid fuel storage and propulsion unit configured to be retrofitted in the IC engine vehicle for providing electric power to the IC engine vehicle to run the IC engine vehicle in at least one of a pure electric mode and a hybrid mode. , 2. The vehicle of claim 1 , wherein the IC engine vehicle comprises at least one front wheel and at least one rear wheel. , 3. The vehicle of claim 2, wherein the hybrid fuel storage and propulsion unit comprises one or more electric motors drivingly coupled to each of the at least one front wheel and at least one rear wheel. , 4. The vehicle of claim 3, wherein the one or more electric motors coupled to each of the at least one front wheel and the at least one rear wheel are configured to receive electric power from the hybrid fuel storage and propulsion unit to drive the respective at least one front wheel and the at least one rear wheel. , 5. The vehicle of claim 4, wherein the IC engine vehicle comprises an IC engine drivingly coupled to the one or more electric motors via a mechanical transmission unit during the hybrid mode of the IC engine vehicle. , 6. The vehicle of claim 5, wherein the electric motors are selected from the group consisting of hub motors and external motors. , 7. The vehicle of claim 1 , wherein the hybrid fuel storage and propulsion unit comprises: an energy storage unit for storing electric energy required for driving the IC engine vehicle in a pure electric mode or a hybrid mode; , a fuel cell unit for converting fuel energy into electrical energy and replenishing charge of the energy storage unit; , an energy storage management system for managing the electric energy stored in the energy storage unit; and , an electronic motor control and event management system for managing parameters associated with the operation of the hybrid vehicle. , 8. The vehicle of claim 7, wherein the energy storage unit comprises one or more batteries, each of the batteries includes electro-chemical storage cells and super- capacitors. , 9. The vehicle of claim 8, wherein the hybrid fuel storage and propulsion unit further comprises a high frequency switch mode fast charger for replenishing charge of at least one of the fuel cell unit and the one or more batteries using an external charging point. , 10. The vehicle of claim 9, wherein the fuel cell unit comprises: , at least one fuel storage tank for storing fuel to generate electrical energy; and at least one fuel cell for generating electrical energy using the fuel stored in the at least one fuel storage tank. , 11. The vehicle of claim 10, wherein the hybrid fuel storage and propulsion unit comprises a fuel storage tank for storing and supplying fossil fuel/bio-fuel to the IC engine of the IC engine vehicle. , 12. The vehicle of claim 10, wherein the fuel tank houses the fuel cell unit. , 13. The vehicle of claim 11 , wherein the IC engine vehicle comprises a crash guard housing the energy storage unit, the energy storage management system and the electronic motor control and event management system, and the high frequency switch mode fast charger. , 14. A hybrid fuel storage and propulsion unit comprising: , an energy storage unit for storing electric energy in a chemical form; , a fuel cell unit for converting fuel energy into electrical energy and replenishing charge of the energy storage unit; , an energy storage management system for managing the electric energy stored in the energy storage unit; and , an electronic motor control and event management system for managing parameters associated with the operation of the hybrid vehicle, wherein the hybrid fuel storage and propulsion unit is configured to be retrofitted in an IC engine vehicle for providing electric power from the energy storage unit to the IC engine vehicle to cause the IC engine vehicle run in at least one of a pure electric mode and a hybrid mode. , 15. The hybrid fuel storage and propulsion unit of claim 14, wherein the energy storage unit comprises one or more batteries, each of the batteries includes electrochemical storage cells and super-capacitors. , 16. The hybrid fuel storage and propulsion unit of claim 14, further comprising a high frequency switch mode fast charger for replenishing charge of at least one of the fuel cell unit and the one or more batteries using an external charging point. , 17. The hybrid fuel storage and propulsion unit of claim 14, wherein the fuel cell unit comprises: , at least one fuel storage tank for storing fuel to generate electrical energy; and at least one fuel cell for generating electrical energy using the fuel stored in the at least one fuel storage tank. , 18. The hybrid fuel storage and propulsion unit of claim 14 further comprises a fuel storage tank for storing and supplying fossil fuel or bio-fuel to the IC engine of the, IC engine vehicle. , I , 19. The hybrid fuel storage and propulsion unit of claim 18, wherein the energy storage unit, the energy storage management system and the electronic motor control and event management system, and the high frequency switch mode fast charger are housed in a crash guard of the IC engine vehicle, wherein the IC engine vehicle is a two wheeled IC engine vehicle. , 20. The hybrid fuel storage and propulsion unit of claim 18, wherein the fuel cell unit is housed in the fuel tank. , 21 . A hybrid vehicle comprising: , an IC engine vehicle; and , a hybrid fuel storage and propulsion car coupled to the IC engine vehicle comprising: , a frame configured to be coupled to the IC engine vehicle; and , a hybrid fuel storage and propulsion unit disposed on the frame for providing electric power to the IC engine vehicle to run the IC engine vehicle in at least one of a pure electric mode and a hybrid mode. , 22. The vehicle of claim 21 , wherein the IC engine vehicle comprises at least one front wheel and at least one rear wheel \ , 23. The vehicle of claim 22, wherein the IC engine vehicle comprises one or more electric motors drivingly coupled to the at least one front wheel and at least one rear wheel. , 24. The vehicle of claim 23, wherein the one or more electric motors drivingly coupled to each of the at least one front wheel and the at least one rear wheel are configured to receive electric power from the hybrid fuel storage and propulsion unit to drive the respective at least one front wheel and the at least one rear wheel. , 25. The vehicle of claim 24, wherein the IC engine vehicle comprises an IC engine drivingly coupled to the one or more electric motors via a mechanical transmission unit during the hybrid mode of the IC engine vehicle. , 26. The vehicle of claim 25, wherein the one or more electric motors are selected from the group consisting of hub motors and external electric motors. , 27. The vehicle of claim 21 , wherein the hybrid fuel storage and propulsion unit comprises: , an energy storage unit for storing electric energy required for driving the IC engine vehicle; , a fuel cell unit for converting fuel energy into electrical energy and replenishing charge of the energy storage unit; , an energy storage management system for managing the electric energy stored in the energy storage unit; and , an electronic motor control and event management system for managing parameters associated with the operation of the hybrid vehicle. , 28. The vehicle of claim 27, wherein the energy storage unit comprises one or more batteries, each of the batteries includes electro-chemical storage cells and super- capacitors. , 29. The vehicle of claim 28, wherein the hybrid fuel storage and propulsion unit further comprises a high frequency switch mode fast charger for replenishing charge of at least one of the fuel cell unit and the one or more batteries using an external charging point. , 30. The vehicle of claim 29, wherein the high frequency switch mode fast charger is selected from the group consisting of a grid based high frequency switch mode fast battery charger and a fuel cell based charger. , 31. The vehicle of claim 30, wherein the fuel cell unit comprises: , at least one fuel storage tank for storing fuel to generate electrical energy; and at least one fuel cell for generating electrical energy using the fuel stored in the at least one fuel storage tank. , 32. The vehicle of claim 21 , wherein the IC engine vehicle comprises a fuel storage tank for storing and supplying fossil fuel or bio-fuel to the IC engine of the IC engine vehicle. , 33. The vehicle of claim 21 , wherein the hybrid fuel storage and propulsion car comprises electric motors drivingly coupled to wheels of the hybrid fuel storage and propulsion car, and wherein the electric motors are selected from the group consisting of hub motors and external motors. , 34. The vehicle of claim 33, wherein the electric motors are configured to receive electric power from the hybrid fuel storage and propulsion unit to provide motive power to the hybrid fuel storage and propulsion car. , 35. The vehicle of claim 34, wherein the electric motors is configured to generate electric during IC engine mode and regenerative braking mode. , 36. The vehicle of claim 21 , wherein the hybrid fuel storage and propulsion car is selected from the group consisting of a trailer car and a side car. , 37. A trailer car comprising: , a trailer frame configured to be coupled to an IC engine vehicle; and , a hybrid fuel storage and propulsion unit disposed on the trailer frame for providing electric power to the IC engine vehicle to run the IC engine vehicle in at least one of a pure electric mode and a hybrid mode. , 38. The trailer car of claim 37, wherein the hybrid fuel storage and propulsion unit comprises: , energy storage unit for storing electric energy required for driving the IC engine vehicle in the at least one of a pure electric mode or a hybrid mode; , a fuel cell unit for converting fuel energy into electrical energy and charging the energy storage unit; , an energy storage management system for managing the electric energy stored in the energy storage unit; and , an electronic motor control and event management system for managing parameters associated with the operation of the hybrid vehicle. , 39. The trailer car of claim 38, wherein the energy storage unit comprises one or more batteries, each of the batteries includes electro-chemical storage cells and super-capacitors. , 40. The trailer car of claim 37, wherein the hybrid fuel storage and propulsion unit further comprises a charger for replenishing at least one of the fuel cell unit and the one or more batteries using an external charging point. , 41. The trailer car of claim 40, wherein the charger is selected from the group consisting of a grid based high frequency switch mode fast battery charger and a fuel cell based charger. , 42. The trailer car of claim 38, wherein the fuel cell unit comprises: , at least one fuel storage tank for storing fuel to generate electrical energy; and at least one fuel cell for generating electrical energy using the fuel stored in the at least one fuel storage tank. , 43. The trailer car of claim 37, further comprising an electric motor drivingly coupled to each of wheels of the trailer car. , 44. The trailer car of claim 37, wherein the electric motor is selected from the group consisting of hub motor and external electric motor. , 45. The trailer car of claim 44, wherein the electric motor is configured to receive electric power from the hybrid fuel storage and propulsion unit to provide motive power to the trailer car. , 46. The trailer car of claim 46, wherein the electric motor is configured to generate electric energy due to regenerative braking during an IC engine mode and regenerative braking mode. , 47. A side car comprising: , a side car frame configured to be coupled to an IC engine vehicle, wherein the IC engine vehicle comprises at least two wheels; and , a hybrid fuel storage and propulsion unit disposed on the side car frame for providing electric power to the IC engine vehicle to run the IC engine vehicle in at least one of a pure electric mode and a hybrid mode. , 48. The side car of claim 47, wherein the hybrid fuel storage and propulsion unit comprises: , energy storage unit for storing electric energy required for driving the IC engine vehicle in the at least one of a pure electric mode or a hybrid mode; a fuel cell unit for converting fuel energy into electrical energy and charging the energy storage unit; , an energy storage management system for managing the electric energy stored in the energy storage unit; and , an electronic motor control and event management system for managing , i , parameters associated with the operation of the hybrid vehicle. , 49. The side car of claim 48, wherein the energy storage unit comprises one or more batteries, each of the batteries includes electro-chemical storage cells and super- capacitors. , 50. The side car of claim 49, wherein the hybrid fuel storage and propulsion unit further comprises a charger for replenishing charge of at least one of the fuel cell unit and the one or more batteries using an external charging point. , 51. The side car of claim 50, wherein the charger is selected from the group consisting of a grid based high frequency switch mode fast battery charger and a fuel cell based charger. , 52. The side car of claim 48, wherein the fuel cell unit comprises: , at least one fuel storage tank for storing fuel to generate electrical energy; and at least one fuel cell for generating electrical energy using the fuel stored in the at least one fuel storage tank. , 53. The side car of claim 47, further comprising an electric motor drivingly coupled to each of wheels of the side car. , 54. The side car of claim 53, wherein the electric motor is selected from the group consisting of hub motor and external electric motor. , 55. The side car of claim 54, wherein the electric1 motor is configured to receive electric power from the hybrid fuel storage and propulsion unit to provide motive power to the side car. , 56. The side car of claim 55, wherein the electric motor is configured to generate electric energy due to regenerative braking during an IC engine mode and regenerative braking mode. | WO | WIPO (PCT) | NaN | B | True |
| 406 | 双能量源电驱动系统上下电控制方法 \n | CN109606203B | 技术领域本发明属于电动汽车上下电技术领域，特别涉及一种带有燃料电池和动力电池的双能量源电驱动系统上下电协调控制方法。背景技术发展燃料电池电动汽车是解决能源危机与环境污染的重要途径，不同于传统汽车及纯电动汽车，燃料电池汽车具动力电池、燃料电池、驱动电机、DCDC等高压附件，为保障燃料电池汽车的高压功能安全，合理的整车高压上下电策略对提升动力电池、燃料电池等高压部件的使用寿命具有非常重要的意义。在电动汽车上下控制方法已授权的专利中，授权号为ZL2016101459983，授权时间为2017年12月9日，给出一种电动车集成式高压上下电控制方法，该方法在针对当前的纯电动汽车、油电混合动力汽车提供了非常理想的上下电方案，然而现有技术多针对纯电动汽车及混合动力汽车进行上下电管理，对于带有燃料电池和动力电池的双能量源驱动系统，其上下电过程会因为能量源的增加而导致对继电器控制的自由度增加，若不能基于车辆运行过程及能量源的工作特性充分考虑双能量源系统的上下电顺序及合理的跳变逻辑，可能会导致燃料电池和动力电池的双能量源驱动系统频繁上下电，高压系统运行效率低等问题，也会缩短高压附件尤其是燃料电池与动力电池的寿命。发明内容本发明是旨在解决燃料电池和动力电池双能量源驱动的燃料电池汽车上下电策略问题，提出一种双能量源电驱动系统上下电控制方法。该燃料电池汽车上下电策略集成了整车低压上下电控制、行车过程和停车过程的高压上下电控制，并在策略中基于燃料电池和动力电池和工作特性及车辆状态设置合理跳转、对燃料电池与动力电池的高压上下电逻辑做合理跳转和过渡，在有效防止频繁高压上下电的同时，提升系统的使用效率和寿命。本发明所述的燃料电池和动力电池双能量源驱动的燃料电池汽车上下电控制方法是通过如下技术方案实现的：整车上下电控制方法包括的顶层状态包括低压上电策略，行车过程、停车燃料电池为动力电池充电过程、燃料电池紧急关闭过程和动力电池紧急关闭过程时高压下电策略，还包括低压下电策略。行车过程的高压上下电策略是指在汽车起步、加速、稳定行驶及减速至停车过程对燃料电池与动力电池主继电器的控制策略。当进行车辆纯电起步或者整车需求功率较低时，进入到动力电池驱动模式BEV，动力电池高压上电；燃料电池达到开启要求时，可进入到燃料电池行车模式FCBEV，此时动力电池仍保持主继电器吸合状态，燃料电池高压上电；功率需求稳定时可进入到燃料电池驱动模式FCEV，动力电池高压下电进入到待命状态，燃料电池主继电器保持闭合。停车燃料电池为动力电池充电过程的高压上下电策略是指在停车时，如果仪表盘显示动力电池SOC需要被充电时，驾驶员打开燃料电池为动力电池充电开关后对燃料电池和动力电池主继电器的控制策略；燃料电池紧急关闭过程和动力电池紧急关闭过程的高压下电策略是指当燃料电池或动力电池出现故障或者跳转超时对燃料电池和动力电池主继电器的控制策略。所述的低压上电及顶层过程切换策略描述如下：当驾驶员将钥匙转到ON位置，或者钥匙处于OFF位置，但是燃料电池为动力电池充电开关打开，低压部件与动力电池建立连接，即低压上电状态的触发方式包括驾驶员将钥匙转到ON位置或者驾驶员打开燃料电池为动力电池充电开关。当低压上电状态被触发后，整车控制器、动力电池管理系统、燃料电池管理系统、电机控制器和DCDC控制器从低功耗或关闭状态下被唤醒，各部件及控制器进行自检，同时检测通讯网络进行自检，检测是否通讯正常及是否有缺帧。自检完成后，整车控制器开始确认燃料电池为动力电池充电开关状态，若确认开关打开，整车进入到燃料电池为动力电池充电过程，否则进入到行车过程；燃料电池为动力电池充电过程中，当整车控制器检测到燃料电池为动力电池充电开关关闭，车辆处于车速为零，且钥匙转到ON位置时，将跳转行车过程；行车过程中，当检测到车速为零，且钥匙转到OFF位置，整车控制器确认燃料电池为动力电池充电开关打开后，将跳转到停车燃料电池为动力电池充电过程。所述的行车过程的高压上下电策略描述如下：车辆进入到行车过程后，开始对驾驶员的高压上电意图进行检测。当整车控制器检测到换挡杆处于P挡或N挡，且驾驶员踩下制动踏板，同时钥匙转到ST位置时，车辆状态跳转到行车准备状态，此时控制器对燃料电池、动力电池、电机和DCDC的工作模式请求，请求进入到行车待命状态，此时各部件已经准备就绪，当接收到使能信号后即可进入到相应的工作模式，在该状态内，控制器进行高压电气自检，检测高压绝缘电阻、高压互锁，各主继电器及各预充继电器粘连性检测，检测是否有闭合故障，若等待超时或检测到故障，整车控制系统进入到紧急关闭模式。高压电气自检通过后，且动力电池负极主继电器处于正常断开状态，整车控制器控制动力电池的主负继电器闭合，若整车控制器未收到负极主继电器闭合信号，则禁止动力电池系统进一步高压上电，同时引导BMS、FCS、MCU和DCDC控制器休眠；若动力电池主负继电器在规定时间闭合后，整车控制系统向电池控制器发送预充电请求，动力电池将闭合预充继电器并检测母线电压，若整车控制器未在规定时间内接收到预充继电器闭合信号，则进入紧急关闭模式，若整车控制器在规定时间内接收到预充继电器闭合信号并通过检测电压收到预充电完成的状态反馈，则进一步请求动力电池闭合主正继电器，断开预充继电器，若整车控制器未在规定时间收到主正继电器闭合反馈，则进入到紧急关闭模式，若整车控制器在规定时间收到主正继电器闭合信号，整车控制器请求激活DCDC，此时整车高压系统已完成连接，高压状态成功建立，车辆起步。当整车高压系统完成连接，车辆起步后，由动力电池供电的空调系统会自动打开对燃料电池进行升温，当反馈燃料电池温度达到高效率工作温度后，整车控制器请求燃料电池开机，收到燃料电池开机反馈后，请求进行高压自检，高压自检在规定时间完成后，请求闭合燃料电池预充继电器，若整车控制器未在规定时间内接收到燃料电池预充继电器闭合信号，则进入紧急关闭模式，若整车控制器在规定时间内接收到燃料电池预充继电器闭合信号并收到预充电完成的状态反馈，则进一步闭合燃料电池主继电器，断开燃料电池预充继电器，若整车控制器未在规定时间收到燃料电池主正继电器闭合反馈，则进入到紧急关闭模式，若整车控制器在规定时间收到燃料电池主正继电器闭合信号，整车控制系统请求激活燃料电池DCDC，整车燃料电池高压系统已完成连接，燃料电池处于高压就绪状态，当燃料电池稳定输出后，可以基于车辆状态请求动力电池主继电器断开，动力电池进入到高压待命模式，所述的动力电池高压待命模式是指，动力电池主正继电器断开，当需求功率较大或者其他情况需要更多动力时，动力电池处于高压待命模式时，整车控制器直接闭合动力电池预充继电器，预充继电器预充完成后闭合主正继电器，可省略其他步骤，使动力电池能够快速进入到高压就绪状态。当钥匙转到OFF后，整车控制系统确认下电请求,整车控制系统请求电机、动力电池、燃料电池设置为待命状态。在设定的时间内,钥匙保持关闭状态,且充电器未连接,即确认驾驶员的下电要求,且车辆静止时,整车控制系统允许系统进一步高压下电。若车速大于设定值，则认为是驾驶员误操作，则提示驾驶员将钥匙重新转到ON位置。如果在期望的时间内接受到反馈的关闭成功信息,则进一步请求关闭燃料电池DCDC，断开燃料电池主继电器。在请求断开电池主继电器状态内。如果在设定的时间内收到电池主继电器断开成功的状态反馈后，若动力电池主继电器处于吸合状态，则请求关闭动力电池DCDC，断开动力电池主继电器。该过程中，若出现超时或故障，则进入紧急关闭模式。当主继电器均断开后则进一步请求电机控制器进行高压放电,释放电机控制系统中贮存的剩余电量。在请求高压放电时,电机控制器将监控母线上的电压大小,当电压小于设定值时,认为高压放电完成。整车控制系统请求各部件置于关闭状态,并进行计时确认,达到设定时间,且驾驶员无其他操作,整车控制系统发送低压下电请求,请求各控制器重新进入休眠或低功耗状态。所述的紧急关闭模式过程如下：首先紧急断开高压回路，若高压回路断开请求超时,整车控制系统进入警告模式,提示驾驶员高压回路断开失败,可能发生粘连故障,需联系专业维修人员解决，若在设定的时间内接收到高压回路断开的状态反馈,则整车控制系统进一步请求电机控制器紧急放电，快速放电完成后,整车控制器请求低压下电。所述的停车燃料电池为动力电池充电过程的高压上下电策略具体描述如下：在停车状态下，如果仪表盘显示电池SOC不足时，此时需要对动力电池进行充电，驾驶员要开启燃料电池为动力电池充电开关，当检测到钥匙在OFF位置且燃料电池充电模式打开时，则进入到停车燃料电池为动力电池充电过程。整车控制系统请求充电初始化,即请求燃料电池、动力电池处于待命状态，接收到各部件反馈的待命状态后整车控制系统请求进行高压自检，若在要求的时间内通过高压自检,整车控制系统进一步请求动力电池预充电继电器闭合，如果在期望的时间内接收到动力电池反馈的预充电成功状态,整车控制系统进一步请求闭合动力电池主继电器，当检测到动力电池主继电器闭合后,则发送充电使能请求，当整车控制器收到待命状态的燃料电池堆温度上升至高效区间信号后，向燃料电池控制器发送使能信号,当整车控制器收到燃料电池成功开机信号后，进一步请求闭合燃料电池预充继电器，预充电完成后闭合燃料电池主继电器，断开燃料电池预充继电器，燃料电池高压就绪状态，此时燃料电池可对动力电池充电。当SOC达到阈值后或者驾驶员关闭燃料电池充电模式开关，整车控制系统确认下电请求,整车控制系统请求燃料电池、动力电池设置为待命状态。在设定的时间内,钥匙保持关闭状态,且燃料电池对动力电池开关关闭,即确认驾驶员的充电下电请求,整车控制系统允许系统进一步高压下电，请求关闭燃料电池DCDC，断开燃料电池主继电器。整车控制器收到燃料电池主继电器断开信号后，进一步则请求关闭动力电池DCDC，断开动力电池主继电器。当主继电器均断开后则进一步请求各部件置于关闭状态,并进行计时确认,达到设定时间,且驾驶员无其他操作,整车控制系统发送低压下电请求,请求各控制器重新进入休眠或低功耗状态。本发明与现有技术相比，有益效果如下：1.本发明所述的双能量源电驱动系统上下电协调控制方法，相比于现有的纯电动汽车以及油电混合动力汽车只需要对动力电池的继电器进行控制的上下电策略，通过建立整车控制器与动力电池管理系统，燃料电池管理系统、电机控制器、DCDC以及空调系统控制器之间的信号交互，实现了带有燃料电池和动力电池双能量源系统的上下电协调控制。2.本发明所述的双能量源电驱动系统上下电协调控制方法，基于车辆运行过程及能量源的工作特性充分考虑双能量源系统的上下电顺序及合理的跳变逻辑，解决了上下电过程中因为对继电器控制的自由度增加而导致的燃料电池和动力电池的双能量源系统频繁上下电，高压系统运行效率低等问题，提高高压附件尤其是燃料电池与动力电池的寿命。附图说明下面结合附图对本发明作进一步说明：图1为本方法所述的双能量源电驱动系统上下电协调控制方法顶层状态流图2为本方法所述的双能量源电驱动系统上下电协调控制方法行车过程的高压上下电策略状态流；图3为本方法所述的双能量源电驱动系统上下电协调控制方法停车下电过程状态流；图4为本方法所述的双能量源电驱动系统上下电协调控制方法停车燃料电池为动力电池充电过程的高压上下电过程状态流；具体实施方式下面通过附图对本发明作进一步说明：图1给出了本方法所述的双能量源电驱动系统上下电协调控制顶层状态流，燃料电池汽车上下电控制方法包括的顶层状态包括低压上电策略，行车过程、停车燃料电池为动力电池充电过程、燃料电池紧急关闭过程和动力电池紧急关闭过程时高压下电策略，还包括低压下电策略。行车过程的高压上下电策略是指在汽车起步、加速、稳定行驶及减速至停车过程对燃料电池与动力电池主继电器的控制策略。当进行车辆纯电起步或者整车需求功率较低时，进入到动力电池驱动模式BEV，动力电池高压上电；燃料电池达到开启要求时，可进入到燃料电池行车模式FCBEV，此时动力电池仍保持主继电器吸合状态，燃料电池高压上电；功率需求稳定时可进入到燃料电池驱动模式FCEV，动力电池高压下电进入到待命状态，燃料电池主继电器保持闭合。停车燃料电池为动力电池充电过程的高压上下电策略是指在停车时，如果仪表盘显示动力电池SOC需要被充电时，驾驶员打开燃料电池为动力电池充电开关后对燃料电池和动力电池主继电器的控制策略；燃料电池紧急关闭过程和动力电池紧急关闭过程的高压下电策略是指当燃料电池或动力电池出现故障或者跳转超时对燃料电池和动力电池主继电器的控制策略。所述的低压上电及顶层过程切换策略描述如下：当驾驶员将钥匙转到ON位置，或者钥匙处于OFF位置，但是燃料电池为动力电池充电开关打开，低压部件与动力电池建立连接，即低压上电状态的触发方式包括驾驶员将钥匙转到ON位置或者驾驶员打开燃料电池为动力电池充电开关。当低压上电状态被触发后，整车控制器、动力电池管理系统、燃料电池管理系统、电机控制器和DCDC控制器从低功耗或关闭状态下被唤醒，各部件及控制器进行自检，同时检测通讯网络进行自检，检测是否通讯正常及是否有缺帧。自检完成后，整车控制器开始确认燃料电池为动力电池充电开关状态，若确认开关打开，整车进入到燃料电池为动力电池充电过程，否则进入到行车过程；燃料电池为动力电池充电过程中，当整车控制器检测到燃料电池为动力电池充电开关关闭，车辆处于车速为零，且钥匙转到ON位置时，将跳转行车过程；行车过程中，当检测到车速为零，且钥匙转到OFF位置，整车控制器确认燃料电池为动力电池充电开关打开后，将跳转到停车燃料电池为动力电池充电过程。图2给出了行车过程的高压上下电策略状态流：车辆进入到行车过程后，开始对驾驶员的高压上电意图进行检测。当整车控制器检测到换挡杆处于P挡或N挡，且驾驶员踩下制动踏板，同时钥匙转到ST位置时，车辆状态跳转到行车准备状态，此时控制器对燃料电池、动力电池、电机和DCDC的工作模式请求，请求进入到行车待命状态，此时各部件已经准备就绪，当接收到使能信号后即可进入到相应的工作模式，在该状态内，控制器进行高压电气自检，检测高压绝缘电阻、高压互锁，各主继电器及各预充继电器粘连性检测，检测是否有闭合故障，若等待超时或检测到故障，整车控制系统进入到紧急关闭模式。高压电气自检通过后，且动力电池负极主继电器处于正常断开状态，整车控制器控制动力电池的主负继电器闭合，若整车控制器未收到负极主继电器闭合信号，则禁止动力电池系统进一步高压上电，同时引导BMS、FCS、MCU和DCDC控制器休眠；若动力电池主负继电器在规定时间闭合后，整车控制系统向电池控制器发送预充电请求，动力电池将闭合预充继电器并检测母线电压，若整车控制器未在规定时间内接收到预充继电器闭合信号，则进入紧急关闭模式，若整车控制器在规定时间内接收到预充继电器闭合信号并通过检测电压收到预充电完成的状态反馈，则进一步请求动力电池闭合主正继电器，断开预充继电器，若整车控制器未在规定时间收到主正继电器闭合反馈，则进入到紧急关闭模式，若整车控制器在规定时间收到主正继电器闭合信号，整车控制器请求激活DCDC，此时整车高压系统已完成连接，高压状态成功建立，车辆起步。当整车高压系统完成连接，车辆起步后，由动力电池供电的空调系统会自动打开对燃料电池进行升温，当反馈燃料电池温度达到高效率工作温度后，整车控制器请求燃料电池开机，收到燃料电池开机反馈后，请求进行高压自检，高压自检在规定时间完成后，请求闭合燃料电池预充继电器，若整车控制器未在规定时间内接收到燃料电池预充继电器闭合信号，则进入紧急关闭模式，若整车控制器在规定时间内接收到燃料电池预充继电器闭合信号并收到预充电完成的状态反馈，则进一步闭合燃料电池主继电器，断开燃料电池预充继电器，若整车控制器未在规定时间收到燃料电池主正继电器闭合反馈，则进入到紧急关闭模式，若整车控制器在规定时间收到燃料电池主正继电器闭合信号，整车控制系统请求激活燃料电池DCDC，整车燃料电池高压系统已完成连接，燃料电池处于高压就绪状态，当燃料电池稳定输出后，可以基于车辆状态请求动力电池主继电器断开，动力电池进入到高压待命模式，所述的动力电池高压待命模式是指，动力电池主正继电器断开，当需求功率较大或者其他情况需要更多动力时，动力电池处于高压待命模式时，整车控制器直接闭合动力电池预充继电器，预充继电器预充完成后闭合主正继电器，可省略其他步骤，使动力电池能够快速进入到高压就绪状态。图3给出了停车下电过程状态流，当钥匙转到OFF后，整车控制系统确认下电请求,整车控制系统请求电机、动力电池、燃料电池设置为待命状态。在设定的时间内,钥匙保持关闭状态,且充电器未连接,即确认驾驶员的下电要求,且车辆静止时,整车控制系统允许系统进一步高压下电。若车速大于设定值，则认为是驾驶员误操作，则提示驾驶员将钥匙重新转到ON位置。如果在期望的时间内接受到反馈的关闭成功信息,则进一步请求关闭燃料电池DCDC，断开燃料电池主继电器。在请求断开电池主继电器状态内。如果在设定的时间内收到电池主继电器断开成功的状态反馈后，若动力电池主继电器处于吸合状态，则请求关闭动力电池DCDC，断开动力电池主继电器。该过程中，若出现超时或故障，则进入紧急关闭模式。当主继电器均断开后则进一步请求电机控制器进行高压放电,释放电机控制系统中贮存的剩余电量。在请求高压放电时,电机控制器将监控母线上的电压大小,当电压小于设定值时,认为高压放电完成。整车控制系统请求各部件置于关闭状态,并进行计时确认,达到设定时间,且驾驶员无其他操作,整车控制系统发送低压下电请求,请求各控制器重新进入休眠或低功耗状态。所述的紧急关闭模式过程如下：首先紧急断开高压回路，若高压回路断开请求超时,整车控制系统进入警告模式,提示驾驶员高压回路断开失败,可能发生粘连故障,需联系专业维修人员解决，若在设定的时间内接收到高压回路断开的状态反馈,则整车控制系统进一步请求电机控制器紧急放电，快速放电完成后,整车控制器请求低压下电。图4给出了本方法所述的停车燃料电池为动力电池充电过程的高压上下电过程状态流：在停车状态下，如果仪表盘显示电池SOC不足时，此时需要对动力电池进行充电，驾驶员要开启燃料电池为动力电池充电开关，当检测到钥匙在OFF位置且燃料电池充电模式打开时，则进入到停车燃料电池为动力电池充电过程。整车控制系统请求充电初始化,即请求燃料电池、动力电池处于待命状态，接收到各部件反馈的待命状态后整车控制系统请求进行高压自检，若在要求的时间内通过高压自检,整车控制系统进一步请求动力电池预充电继电器闭合，如果在期望的时间内接收到动力电池反馈的预充电成功状态,整车控制系统进一步请求闭合动力电池主继电器，当检测到动力电池主继电器闭合后,则发送充电使能请求，当整车控制器收到待命状态的燃料电池堆温度上升至高效区间信号后，向燃料电池控制器发送使能信号,当整车控制器收到燃料电池成功开机信号后，进一步请求闭合燃料电池预充继电器，预充电完成后闭合燃料电池主继电器，断开燃料电池预充继电器，燃料电池高压就绪状态，此时燃料电池可对动力电池充电。当SOC达到阈值后或者驾驶员关闭燃料电池充电模式开关，整车控制系统确认下电请求,整车控制系统请求燃料电池、动力电池设置为待命状态。在设定的时间内,钥匙保持关闭状态,且燃料电池对动力电池开关关闭,即确认驾驶员的充电下电请求,整车控制系统允许系统进一步高压下电，请求关闭燃料电池DCDC，断开燃料电池主继电器。整车控制器收到燃料电池主继电器断开信号后，进一步则请求关闭动力电池DCDC，断开动力电池主继电器。当主继电器均断开后则进一步请求各部件置于关闭状态,并进行计时确认,达到设定时间,且驾驶员无其他操作,整车控制系统发送低压下电请求,请求各控制器重新进入休眠或低功耗状态。 | 本发明提供了双能量源电驱动系统上下电控制方法，包括的顶层状态包括低压上电策略，行车过程、停车燃料电池为动力电池充电过程时高压上下电策略、燃料电池紧急关闭过程和动力电池紧急关闭过程时高压下电策略，还包括低压下电策略；行车过程的高压上下电策略是指在汽车起步、加速、稳定行驶及减速至停车过程对燃料电池与动力电池主继电器的控制策略；停车燃料电池为动力电池充电过程的高压上下电策略是指在停车时燃料电池对动力电池主继电器的控制策略；紧急关闭过程的高压下电策略是指当燃料电池或蓄电池出现故障或者跳转超时对各主继电器的控制策略。 | CN:201910063135.5A | https://patentimages.storage.googleapis.com/80/f8/87/7dcaed482d67cc/CN109606203B.pdf | CN:109606203:B | 宋大凤, 雷宗坤, 曾小华, 纪人桓, 王恺, 牛超凡, 王越, 李广含, 崔臣, 孙可华 | Jilin University | WO:2008072395:A1 | Not available | 2020-06-02 | 1.双能量源电驱动系统上下电控制方法，其特征在于，顶层状态包括低压上电策略，行车过程和停车燃料电池为动力电池充电过程的高压上下电策略，燃料电池紧急关闭过程和动力电池紧急关闭过程时高压下电策略，还包括低压下电策略；行车过程的高压上下电策略是指在汽车起步、加速、稳定行驶及减速至停车过程对燃料电池与动力电池主继电器的控制策略；停车燃料电池为动力电池充电过程的高压上下电策略是指在停车时，驾驶员打开燃料电池为动力电池充电开关后对燃料电池和动力电池主继电器的控制策略；燃料电池紧急关闭过程和动力电池紧急关闭过程的高压下电策略是指当燃料电池或动力电池出现故障或者跳转超时对燃料电池和动力电池主继电器的控制策略；低压上电状态的触发方式包括驾驶员将钥匙转到ON位置或者钥匙处于OFF位置时，同时驾驶员打开燃料电池为动力电池充电开关，当低压上电状态被触发后，整车控制器、动力电池管理系统、燃料电池管理系统、电机控制器和DCDC控制器从低功耗或关闭状态下被唤醒，各部件及控制器进行自检，同时检测通讯网络进行自检，检测是否通讯正常及是否有缺帧；自检完成后，整车控制器开始确认燃料电池为动力电池充电开关状态，若确认开关打开，整车进入到燃料电池为动力电池充电过程，否则进入到行车过程；燃料电池为动力电池充电过程中，当整车控制器检测到燃料电池为动力电池充电开关关闭，车辆处于车速为零，且钥匙转到ON位置时，将跳转行车过程；行车过程中，当检测到车速为零，且钥匙转到OFF位置，整车控制器确认燃料电池为动力电池充电开关打开后，将跳转到停车燃料电池为动力电池充电过程；, 当整车控制系统检测到高压上电意图后，车辆状态跳转到行车准备状态，此时控制器对燃料电池、动力电池、电机和DCDC控制器的工作模式请求进入到行车待命状态，在该状态内，控制器进行高压电气自检，若等待超时或检测到故障，整车控制系统进入到紧急关闭模式；高压电气自检通过后，且动力电池主负继电器处于正常断开状态，整车控制器控制动力电池主负继电器闭合，若动力电池主负继电器在规定时间闭合后，整车控制系统向电池控制器发送预充电请求，动力电池将闭合预充继电器并检测母线电压，完成后进一步请求动力电池闭合主正继电器，断开预充继电器，整车控制器在规定时间收到动力电池主正继电器闭合信号后，请求激活动力电池DCDC控制器，此时整车高压系统已完成连接，高压状态成功建立，车辆起步；当整车控制器收到燃料电池温度达到高效率工作温度后，请求燃料电池开机，请求进行高压自检，高压自检在规定时间完成后，请求闭合燃料电池预充继电器，整车控制器在规定时间内接收到燃料电池预充继电器闭合信号并收到预充电完成的状态反馈后，则进一步闭合燃料电池主继电器，断开燃料电池预充继电器，整车控制器在规定时间收到燃料电池主继电器闭合信号后，请求激活燃料电池DCDC控制器，燃料电池处于高压就绪状态，当燃料电池稳定输出后，可以基于车辆状态请求动力电池主正继电器断开，动力电池进入到高压待命模式；, 当钥匙转到OFF后，整车控制系统确认驾驶员的下电要求时,允许系统高压下电，如果在期望的时间内接受到反馈的关闭成功信息,则进一步请求关闭燃料电池DCDC控制器，断开燃料电池主继电器，在设定的时间内收到电池主继电器断开成功的状态反馈后，若动力电池主继电器处于吸合状态，则请求关闭动力电池DCDC控制器，断开动力电池主继电器，该过程中，若出现超时或故障，则进入紧急关闭模式，当主继电器均断开后则进一步请求电机控制器进行高压放电,释放电机控制系统中贮存的剩余电量，在请求高压放电时,电机控制器将监控母线上的电压大小,当电压小于设定值时,认为高压放电完成，整车控制系统请求各部件置于关闭状态,并进行计时确认,达到设定时间,且驾驶员无其他操作,整车控制系统发送低压下电请求,请求各控制器重新进入休眠或低功耗状态；, 当整车控制系统检测到钥匙在OFF位置且燃料电池充电模式打开时，进入到停车燃料电池为动力电池充电过程，整车控制系统请求充电初始化，即请求燃料电池、动力电池处于待命状态，在要求的时间内通过高压自检后整车控制系统进一步请求动力电池预充电继电器闭合，整车控制系统收到动力电池反馈的预充电成功状态,进一步请求闭合动力电池主继电器，动力电池主继电器在规定时间闭合后，整车控制系统发送充电使能请求，当检测到待命状态的燃料电池堆温度上升至高效区间信号后，向燃料电池控制器发送使能信号,燃料电池成功开机后，进一步请求闭合燃料电池预充继电器，预充电完成后闭合燃料电池主继电器，断开燃料电池预充继电器，燃料电池高压就绪状态，此时燃料电池可对动力电池充电，当SOC达到阈值后或者驾驶员关闭燃料电池充电模式开关，整车控制系统确认下电请求,整车控制系统请求燃料电池、动力电池设置为待命状态；确认驾驶员的充电下电请求后,整车控制系统允许高压下电，请求关闭燃料电池DCDC控制器，断开燃料电池主继电器，整车控制器收到燃料电池主继电器断开信号后，进一步请求关闭动力电池DCDC控制器，断开动力电池主继电器，当主继电器均断开后则进一步请求各部件置于关闭状态,并进行计时确认,达到设定时间,且驾驶员无其他操作,整车控制系统发送低压下电请求,请求各控制器重新进入休眠或低功耗状态。, 2.如权利要求1所述的双能量源电驱动系统上下电控制方法，其特征在于，所述的紧急关闭模式，首先紧急断开高压回路，若高压回路断开请求超时，整车控制系统进入警告模式，提示驾驶员高压回路断开失败，可能发生粘连故障，需联系专业维修人员解决，若在设定的时间内接收到高压回路断开的状态反馈，则整车控制系统进一步请求电机控制器紧急放电，快速放电完成后,整车控制器请求低压下电。 | CN | China | Expired - Fee Related | B | True |
| 407 | 一种纯电动轻卡高压连接系统 \n | CN211416982U | 技术领域本实用新型涉及新能源纯电动汽车相关技术领域，尤其是指一种纯电动轻卡高压连接系统。背景技术纯电动汽车是指由动力电池提供的电力驱动的汽车，其工作电压高达几百伏，远远高于安全电压。且高压系统工作时工作电流高达到几百安。当高压电路发生绝缘、短路及漏电等情况时，会直接对驾乘人员的人身生命财产安全造成危害。实用新型内容本实用新型是为了克服现有技术中存在上述的不足，提供了一种安全性能高的纯电动轻卡高压连接系统。为了实现上述目的，本实用新型采用以下技术方案：一种纯电动轻卡高压连接系统，包括锂电池包、车载四合一装置、转向油泵、慢充装置、制动气泵、PTC、12V低压蓄电池、空调压缩机、快充装置和电机装置，所述的锂电池包、转向油泵、慢充装置、制动气泵、PTC、12V低压蓄电池、空调压缩机、快充装置和电机装置均与车载四合一装置连接。本发明通过上述结构设计能够实现整车动力驱动、转向、制动、驾驶室加热制冷、采暖除霜、交直流充电、整车12V供电等功能，从而保障驾乘人员的人身生命财产安全。作为优选，所述的车载四合一装置包括PDU电池分配单元、DCDC高低压直流转换单元、油泵DCAC交直流转换单元和气泵DCAC交直流转换单元，所述的锂电池包与车载四合一装置内的PDU电池分配单元连接，所述的转向油泵与车载四合一装置内的油泵DCAC交直流转换单元连接，所述的慢充装置与车载四合一装置内的PDU电池分配单元连接，所述的制动气泵与车载四合一装置内的气泵DCAC交直流转换单元连接，所述的PTC与车载四合一装置内的PDU电池分配单元连接，所述的12V低压蓄电池与车载四合一装置内的DCDC高低压直流转换单元连接，所述的空调压缩机与车载四合一装置内的PDU电池分配单元连接，所述的快充装置与车载四合一装置内的PDU电池分配单元连接，所述的电机装置与车载四合一装置内的PDU电池分配单元连接。作为优选，所述的锂电池包内设有若干个电池包，其中左右两个电池包之间通过左右包电池连接线束连接，上下两个电池包之间通过上下包电池连接线束连接，所述的锂电池包上设有锂电电源正高压线束和锂电电源负高压线束，所述的锂电池包通过锂电电源正高压线束和锂电电源负高压线束与车载四合一装置内的PDU电池分配单元连接。作为优选，所述的转向油泵上设有转向油泵高压线束，所述的转向油泵通过转向油泵高压线束与车载四合一装置内的油泵DCAC交直流转换单元连接，所述的制动气泵上设有制动气泵高压线束，所述的制动气泵通过制动气泵高压线束与车载四合一装置内的气泵DCAC交直流转换单元连接。作为优选，所述的慢充装置包括慢充高压线束、交流充电机、32A交流充电线束和32A国标交流充电插座，所述的32A国标交流充电插座通过32A交流充电线束与交流充电机连接，所述的交流充电机通过慢充高压线束与车载四合一装置内的PDU电池分配单元连接。作为优选，所述的PTC上设有PTC高压线束，所述的PTC通过PTC高压线束与车载四合一装置内的PDU电池分配单元连接，所述的空调压缩机上设有空调压缩机高压线束，所述的空调压缩机通过空调压缩机高压线束与车载四合一装置内的PDU电池分配单元连接。作为优选，所述的12V低压蓄电池上设有DCDC正负极线束，所述的12V低压蓄电池通过DCDC正负极线束与车载四合一装置内的DCDC高低压直流转换单元连接。作为优选，所述的快充装置包括125A直流充电线束和125A国标直流充电插座，所述的125A国标直流充电插座通过125A直流充电线束与车载四合一装置内的PDU电池分配单元连接。作为优选，所述的电机装置包括电机、电机UVW三相线束、电机控制器和主驱电源高压线束，所述的电机通过电机UVW三相线束与电机控制器连接，所述的电机控制器通过主驱电源高压线束与车载四合一装置内的PDU电池分配单元连接。作为优选，还包括高压互锁装置，所述的高压互锁装置包括高压继电器和若干个高压测量表，所述的高压测量表分别安装在转向油泵、慢充装置、制动气泵、PTC、12V低压蓄电池、空调压缩机、快充装置和电机装置上，所述的高压继电器安装在锂电池包上，所述的高压测量表与高压继电器连接。本实用新型的有益效果是：能够实现整车动力驱动、转向、制动、驾驶室加热制冷、采暖除霜、交直流充电、整车12V供电等功能，从而保障驾乘人员的人身生命财产安全。附图说明图1是本实用新型的系统框图。图中：1.上下包电池连接线束，2.电池包，3.锂电电源负高压线束，4.左右包电池连接线束，5.转向油泵高压线束，6.转向油泵，7.慢充高压线束，8.交流充电机，9.32A交流充电线束，10.32A国标交流充电插座，11.制动气泵，12.制动气泵高压线束，13.车载四合一装置，14.电机控制器，15.电机UVW三相线束，16.电机，17.主驱电源高压线束，18.125A直流充电线束，19.125A国标直流充电插座，20.空调压缩机，21.12V低压蓄电池，22.PTC，23.锂电电源正高压线束，24.PTC高压线束，25.DCDC正负极线束，26.空调压缩机高压线束。具体实施方式下面结合附图和具体实施方式对本实用新型做进一步的描述。如图1所述的实施例中，一种纯电动轻卡高压连接系统，包括锂电池包、车载四合一装置13、转向油泵6、慢充装置、制动气泵11、PTC22、12V低压蓄电池21、空调压缩机20、快充装置和电机装置，锂电池包、转向油泵6、慢充装置、制动气泵11、PTC22、12V低压蓄电池21、空调压缩机20、快充装置和电机装置均与车载四合一装置13连接。车载四合一装置13包括PDU电池分配单元、DCDC高低压直流转换单元、油泵DCAC交直流转换单元和气泵DCAC交直流转换单元，锂电池包与车载四合一装置13内的PDU电池分配单元连接，转向油泵6与车载四合一装置13内的油泵DCAC交直流转换单元连接，慢充装置与车载四合一装置13内的PDU电池分配单元连接，制动气泵11与车载四合一装置13内的气泵DCAC交直流转换单元连接，PTC22与车载四合一装置13内的PDU电池分配单元连接，12V低压蓄电池21与车载四合一装置13内的DCDC高低压直流转换单元连接，空调压缩机20与车载四合一装置13内的PDU电池分配单元连接，快充装置与车载四合一装置13内的PDU电池分配单元连接，电机装置与车载四合一装置13内的PDU电池分配单元连接。锂电池包内设有若干个电池包2，其中左右两个电池包2之间通过左右包电池连接线束4连接，上下两个电池包2之间通过上下包电池连接线束1连接，锂电池包上设有锂电电源正高压线束23和锂电电源负高压线束3，锂电池包通过锂电电源正高压线束23和锂电电源负高压线束3与车载四合一装置13内的PDU电池分配单元连接。通过锂电电源正高压线束23和锂电电源负高压线束3将电池包2和车载四合一装置13连接起来，经过车载四合一装置13中的PDU电池分配单元高压配电实现电源分配，经过DCDC高低压直流转换单元转化为低压给12V低压蓄电池21充电，经过油泵DCAC交直流转换单元给转向油泵6供电，经过气泵DCAC交直流转换单元给制动气泵11供电。转向油泵6上设有转向油泵高压线束5，转向油泵6通过转向油泵高压线束5与车载四合一装置13内的油泵DCAC交直流转换单元连接，制动气泵11上设有制动气泵高压线束12，制动气泵11通过制动气泵高压线束12与车载四合一装置13内的气泵DCAC交直流转换单元连接。通过转向油泵高压线束5将车载四合一装置13与转向油泵6相连，通过油泵DCAC交直流转换单元给转向油泵6供电，实现汽车转向功能；通过制动气泵高压线束12将车载四合一装置13与制动气泵11相连，通过气泵DCAC交直流转换单元给制动油泵供电，实现汽车制动功能。慢充装置包括慢充高压线束7、交流充电机8、32A交流充电线束9和32A国标交流充电插座10，32A国标交流充电插座10通过32A交流充电线束9与交流充电机8连接，交流充电机8通过慢充高压线束7与车载四合一装置13内的PDU电池分配单元连接。通过慢充高压线束7将车载四合一装置13与交流充电机8连接，再由32A交流充电线束9连接交流充电机8和32A国标交流充电插座10，实现交流充电功能。PTC22上设有PTC高压线束24，PTC22通过PTC高压线束24与车载四合一装置13内的PDU电池分配单元连接，空调压缩机20上设有空调压缩机高压线束26，空调压缩机20通过空调压缩机高压线束26与车载四合一装置13内的PDU电池分配单元连接。通过空调压缩机高压线束26将车载四合一装置13与空调压缩机20连接，通过PDU电池分配单元高压配电实现驾驶室加热制冷功能；通过PTC高压线束24将车载四合一装置13与PTC22相连，通过PDU电池分配单元高压配电实现采暖除霜功能。12V低压蓄电池21上设有DCDC正负极线束25，12V低压蓄电池21通过DCDC正负极线束25与车载四合一装置13内的DCDC高低压直流转换单元连接。通过DCDC正负极线束25将车载四合一装置13与12V低压蓄电池21相连，通过DCDC高低压直流转换单元给12V低压蓄电池21充电。快充装置包括125A直流充电线束18和125A国标直流充电插座19，125A国标直流充电插座19通过125A直流充电线束18与车载四合一装置13内的PDU电池分配单元连接。通过125A直流充电线束18将车载四合一装置13与125A国标直流充电插座19相连，通过PDU电池分配单元实现直流充电功能。电机装置包括电机16、电机UVW三相线束15、电机控制器14和主驱电源高压线束17，电机16通过电机UVW三相线束15与电机控制器14连接，电机控制器14通过主驱电源高压线束17与车载四合一装置13内的PDU电池分配单元连接。通过主驱电源高压线束17将车载四合一装置13与电机控制器14连接，再由电机UVW三相线束15连接电机控制器14和电机16，通过车载四合一装置13中的PDU电池分配单元高压配电实现整车动力驱动。该纯电动轻卡高压连接系统还包括高压互锁装置，高压互锁装置包括高压继电器和若干个高压测量表，高压测量表分别安装在转向油泵6、慢充装置、制动气泵11、PTC22、12V低压蓄电池21、空调压缩机20、快充装置和电机装置上，高压继电器安装在锂电池包上，高压测量表与高压继电器连接。通过高压测量表来检测转向油泵6、慢充装置、制动气泵11、PTC22、12V低压蓄电池21、空调压缩机20、快充装置和电机装置是否通电，同时配合高压继电器断开和闭合锂电池包的连接电路，这样设计实现高压互锁来检测整个高压连接系统的完整性、连续性，并及时断开高压回路，实现整车高压连接系统的安全防护功能。本发明通过上述结构设计能够实现整车动力驱动、转向、制动、驾驶室加热制冷、采暖除霜、交直流充电、整车12V供电等功能，从而保障驾乘人员的人身生命财产安全。 | 本实用新型公开了一种纯电动轻卡高压连接系统。它包括锂电池包、车载四合一装置、转向油泵、慢充装置、制动气泵、PTC、12V低压蓄电池、空调压缩机、快充装置和电机装置，所述的锂电池包、转向油泵、慢充装置、制动气泵、PTC、12V低压蓄电池、空调压缩机、快充装置和电机装置均与车载四合一装置连接。本实用新型的有益效果是：能够实现整车动力驱动、转向、制动、驾驶室加热制冷、采暖除霜、交直流充电、整车12V供电等功能，从而保障驾乘人员的人身生命财产安全。 | CN:201921599078.4U | https://patentimages.storage.googleapis.com/a6/c0/38/9071f87db3d81e/CN211416982U.pdf | CN:211416982:U | 吴潇, 吴建中, 章亚辉, 杨云, 朱李俊, 章程, 王国辉, 黄星星, 冯卫良, 陈裕, 王昊旻, 张玉成 | Jiangxi Dacheng Automobile Industry Co ltd | NaN | Not available | 2016-03-16 | 1.一种纯电动轻卡高压连接系统，其特征是，包括锂电池包、车载四合一装置(13)、转向油泵(6)、慢充装置、制动气泵(11)、PTC(22)、12V低压蓄电池(21)、空调压缩机(20)、快充装置和电机装置，所述的锂电池包、转向油泵(6)、慢充装置、制动气泵(11)、PTC(22)、12V低压蓄电池(21)、空调压缩机(20)、快充装置和电机装置均与车载四合一装置(13)连接。, 2.根据权利要求1所述的一种纯电动轻卡高压连接系统，其特征是，所述的车载四合一装置(13)包括PDU电池分配单元、DCDC高低压直流转换单元、油泵DCAC交直流转换单元和气泵DCAC交直流转换单元，所述的锂电池包与车载四合一装置(13)内的PDU电池分配单元连接，所述的转向油泵(6)与车载四合一装置(13)内的油泵DCAC交直流转换单元连接，所述的慢充装置与车载四合一装置(13)内的PDU电池分配单元连接，所述的制动气泵(11)与车载四合一装置(13)内的气泵DCAC交直流转换单元连接，所述的PTC(22)与车载四合一装置(13)内的PDU电池分配单元连接，所述的12V低压蓄电池(21)与车载四合一装置(13)内的DCDC高低压直流转换单元连接，所述的空调压缩机(20)与车载四合一装置(13)内的PDU电池分配单元连接，所述的快充装置与车载四合一装置(13)内的PDU电池分配单元连接，所述的电机装置与车载四合一装置(13)内的PDU电池分配单元连接。, 3.根据权利要求2所述的一种纯电动轻卡高压连接系统，其特征是，所述的锂电池包内设有若干个电池包(2)，其中左右两个电池包(2)之间通过左右包电池连接线束(4)连接，上下两个电池包(2)之间通过上下包电池连接线束(1)连接，所述的锂电池包上设有锂电电源正高压线束(23)和锂电电源负高压线束(3)，所述的锂电池包通过锂电电源正高压线束(23)和锂电电源负高压线束(3)与车载四合一装置(13)内的PDU电池分配单元连接。, 4.根据权利要求2所述的一种纯电动轻卡高压连接系统，其特征是，所述的转向油泵(6)上设有转向油泵高压线束(5)，所述的转向油泵(6)通过转向油泵高压线束(5)与车载四合一装置(13)内的油泵DCAC交直流转换单元连接，所述的制动气泵(11)上设有制动气泵高压线束(12)，所述的制动气泵(11)通过制动气泵高压线束(12)与车载四合一装置(13)内的气泵DCAC交直流转换单元连接。, 5.根据权利要求2所述的一种纯电动轻卡高压连接系统，其特征是，所述的慢充装置包括慢充高压线束(7)、交流充电机(8)、32A交流充电线束(9)和32A国标交流充电插座(10)，所述的32A国标交流充电插座(10)通过32A交流充电线束(9)与交流充电机(8)连接，所述的交流充电机(8)通过慢充高压线束(7)与车载四合一装置(13)内的PDU电池分配单元连接。, 6.根据权利要求2所述的一种纯电动轻卡高压连接系统，其特征是，所述的PTC(22)上设有PTC高压线束(24)，所述的PTC(22)通过PTC高压线束(24)与车载四合一装置(13)内的PDU电池分配单元连接，所述的空调压缩机(20)上设有空调压缩机高压线束(26)，所述的空调压缩机(20)通过空调压缩机高压线束(26)与车载四合一装置(13)内的PDU电池分配单元连接。, 7.根据权利要求2所述的一种纯电动轻卡高压连接系统，其特征是，所述的12V低压蓄电池(21)上设有DCDC正负极线束(25)，所述的12V低压蓄电池(21)通过DCDC正负极线束(25)与车载四合一装置(13)内的DCDC高低压直流转换单元连接。, 8.根据权利要求2所述的一种纯电动轻卡高压连接系统，其特征是，所述的快充装置包括125A直流充电线束(18)和125A国标直流充电插座(19)，所述的125A国标直流充电插座(19)通过125A直流充电线束(18)与车载四合一装置(13)内的PDU电池分配单元连接。, 9.根据权利要求2所述的一种纯电动轻卡高压连接系统，其特征是，所述的电机装置包括电机(16)、电机UVW三相线束(15)、电机控制器(14)和主驱电源高压线束(17)，所述的电机(16)通过电机UVW三相线束(15)与电机控制器(14)连接，所述的电机控制器(14)通过主驱电源高压线束(17)与车载四合一装置(13)内的PDU电池分配单元连接。, 10.根据权利要求1或2或3或4或5或6或7或8或9所述的一种纯电动轻卡高压连接系统，其特征是，还包括高压互锁装置，所述的高压互锁装置包括高压继电器和若干个高压测量表，所述的高压测量表分别安装在转向油泵(6)、慢充装置、制动气泵(11)、PTC(22)、12V低压蓄电池(21)、空调压缩机(20)、快充装置和电机装置上，所述的高压继电器安装在锂电池包上，所述的高压测量表与高压继电器连接。 | CN | China | Active | Y | True |
| 408 | 电动汽车电池连接器插座 \n | CN205355414U | 技术领域本实用新型涉及的是一种电动汽车电池连接器插座，适用于作电动汽车、电动乘用汽车锂电池放电连接器插座。背景技术目前电动汽车电池连接器采用航空插头、插座，正极、负极电源信号线，分别设置在三个不同的插头、插座中，分别安装在电池箱上，充电时使用很不方便。航空插头、插座之间锁紧程度差，容易松动，充电过程中会发热冒烟，影响正常充电，另外防水密封性能差，在车辆行驶过程中，路面上的雨水容易进入到电池连接器插头、插座之间，引起电池短路发热、燃烧，影响车辆正常行驶，安全性能差。发明内容本实用新型目的是针对不足之处提供一种电动汽车电池连接器插座，采用集成式电连接器，将正、负极电源、信号线集中安装在同一个插头、插座上，体积小，充电使用方便。由于在电池连接器插头与插座之间分别装有锁扣、锁紧销，使插头和插座安装后紧密接触，在车辆行驶过程中不会松动，保证充电过程中接触良好，不会发热。由于在电池连接器在插头装有密封盖，在插头外侧安装有橡胶密封圈，在电池连接器的插座绝缘安装板与插座壳体安装底座之间装有密封圈，可以使插头与插座连接防水密封，防水性能达到AP67级符合国家标准要求。本实用新型设计合理，结构紧凑，体积小，使用方便，插头插座配合好导电性能好。电动汽车电池连接器插座是采取以下技术方案实现的：电动汽车电池连接器插座包括插座壳体、插座绝缘安装板、锁扣、电源插座、信号通信插座。插座壳体上设置有插头插孔，插座绝缘安装板安装在插头插孔底部安装座上，插座绝缘安装板上设置有电源插座安装座和信号通信插座安装座。电源插座安装座上设置有电源插座安装孔，电源插座安装孔中安装有电源插座（母针）。电源插座设置有正极电源插座与负极电源插座。正极电源插座与负极电源插座分别与电源插头正、负极相配合。在信号通信插座安装座上设置有信号通信插座安装孔，信号通信插座安装孔中安装有信号通信插座。所述的信号通信插座至少设置有4个。电源插座前端设置有电源金属端子插孔，电源金属端子插孔中装有网状形弹性片簧，以增强接触面，便于大电流导通。在电源插座后部设置有电源插座金属端子连接螺孔，便于安装导线，通过导线分别与电池正、负极连接。在正极电源插座与负极电源插座之间设置有电极隔板。在插座壳体外周设置有插座安装板，插座安装板上设有安装孔，便于将连接器插座安装在电池组上。在插座壳体上部两侧设置有连接销孔，锁扣通过连接销、连接销孔与插座壳体上部活动连接，锁扣设置有锁扣卡槽，锁扣装有手柄，当连接器插头插入连接器插座后，拨动手柄将锁扣卡槽，卡插在连接器插头壳体上部两侧的锁紧销上，将连接器插头锁紧在连接器插座上。在车辆行驶充电过程中不会松动。工作原理电动汽车电池连接器插座与电动汽车电池连接器插头配套使用时，将电动汽车电池连接器插座通过插座安装板安装固定在电池组上，通过导线将正、负极电源插座分别与电池组正、负极相连好，信号通信插座分别与电池组信号采集端相连，再将电动汽车电池连接器插头插入连接器插座中，使电源插头即金属端子（公针）与电源插座（母针）接插配合紧密，同时电动汽车电池连接器插头中的信号通讯插头与电动汽车电池连接器插座中的信号通讯插座接插配合紧密，拨动卡扣的手柄，将锁扣的卡槽卡插在连接器插头壳体上部两侧的锁紧销上，将电动汽车电池连接器插头锁紧在电动汽车电池连接器插座上部。安装在连接器插头上的电源线、信号通信线分别与整车控制电源线、信号控制线相连通。在整车控制里面，在控制钥匙打开后，通过信号通信线中1、2号信号通信插头给电池组12V的直流电压，使电池内部的高压继电器吸合，电池组通过正、负极电源插头，输出高压电，而信号通信线中3、5号信号通信插头在1、2号信号通信插头接通后，实时给整车输出CAN信号，上传电池组信息。附图说明以下将结合附图对本实用新型作进一步说明：图1是电动汽车电池连接器插座与电动汽车电池连接器插头配套使用示意图。图2是电动汽车电池连接器的连接器插座主视图。图3是电动汽车电池连接器的连接器插座仰视图。图4是电动汽车电池连接器的连接器插座右视图。图5是电动汽车电池连接器的连接器插座后视图。图6是电动汽车电池连接器的连接器插头示意图。具体实施方式参照附图1～6，电动汽车电池连接器插座2包括插座壳体2-1、插座绝缘安装板2-2、锁扣2-3、电源插座2-4、信号通信插座2-5。插座壳体2-1上设置有插头插孔2-7，插座绝缘安装板2-2安装在插头插孔2-7底部安装座2-21上，插座绝缘安装板2-2上设置有电源插座安装座2-18和信号通信插座安装座2-19。插座绝缘安装板2-2与插头插孔2-7底部安装座2-20之间装有密封垫圈2-17。电源插座安装座2-21上设置有电源插座安装孔2-6，电源插座安装孔2-6中安装有电源插座（母针）2-4。电源插座2-4设置有正极电源插座2-8与负极电源插座2-9。正极电源插座2-8与负极电源插座2-9分别与电源插头正、负极相配合。在信号通信插座安装座2-19上设置有信号通信插座安装孔2-10，信号通信插座安装孔2-10中安装有信号通信插座2-5。所述的信号通信插座2-5至少设置有4个。电源插座2-4前端设置有电源金属端子插孔，电源金属端子插孔中装有网状形弹性片簧，以增强接触面，便于大电流导通。在电源插座2-4后部设置有电源插座金属端子连接螺孔2-11，便于安装导线，通过导线分别与电池正、负极连接。在正极电源插座2-8与负极电源插座2-9之间设置有电极隔板2-12。在插座壳体2-1外周设置有插座安装板2-13，插座安装板2-13上设有安装孔2-14，便于将连接器插座2安装在电池组上。在插座壳体2-1上部两侧设置有连接销孔2-15，锁扣2-3通过连接销2-16、连接销孔2-15与插座壳体2-1上部活动连接，锁扣2-3设置有锁扣卡槽2-17，锁扣2-3装有手柄2-18，当电动汽车电池连接器插头1插入电动汽车电池连接器插座2后，拨动手柄2-18将锁扣卡槽2-17，卡插在连接器插头壳体1-1上部两侧的锁紧销1-2上，将电动汽车电池连接器插头1锁紧在电动汽车电池连接器插座2上。在车辆行驶充电过程中不会松动。 | 本实用新型涉及的是一种电动汽车电池连接器插座，适用于作电动汽车、电动乘用汽车锂电池放电连接器插座。包括插座壳体、插座绝缘安装板、锁扣、电源插座和信号通信插座；插座壳体上设置有插头插孔，插座绝缘安装板安装在插头插孔底部安装座上，插座绝缘安装板上设置有电源插座安装座和信号通信插座安装座；电源插座安装座上设置有电源插座安装孔，电源插座安装孔中安装有电源插座；在信号通信插座安装座上设置有信号通信插座安装孔，信号通信插座安装孔中安装有信号通信插座；在插座壳体上部两侧设置有连接销孔，锁扣通过连接销、连接销孔与插座壳体上部活动连接，锁扣设置有锁扣卡槽，锁扣装有手柄。 | CN:201521123659.2U | https://patentimages.storage.googleapis.com/b7/40/45/6e670ac9421fa5/CN205355414U.pdf | CN:205355414:U | 毛玉龙, 毛磊 | JIANGXI CEBEA NEW ENERGY TECHNOLOGY Co Ltd | NaN | Not available | 2016-04-06 | 1.一种电动汽车电池连接器插座，其特征在于：包括插座壳体、插座绝缘安装板、锁扣、电源插座和信号通信插座；插座壳体上设置有插头插孔，插座绝缘安装板安装在插头插孔底部安装座上，插座绝缘安装板上设置有电源插座安装座和信号通信插座安装座；, 电源插座安装座上设置有电源插座安装孔，电源插座安装孔中安装有电源插座；, 在信号通信插座安装座上设置有信号通信插座安装孔，信号通信插座安装孔中安装有信号通信插座；, 电源插座前端设置有电源金属端子插孔，电源金属端子插孔中装有网状形弹性片簧，以增强接触面，便于大电流导通；, 在插座壳体上部两侧设置有连接销孔，锁扣通过连接销、连接销孔与插座壳体上部活动连接，锁扣设置有锁扣卡槽，锁扣装有手柄，当连接器插头插入连接器插座后，拨动手柄将锁扣卡槽卡插在连接器插头壳体上部两侧的锁紧销上，将连接器插头锁紧在连接器插座上，在车辆行驶充电过程中不会松动。, \n \n, 2.根据权利要求1所述的电动汽车电池连接器插座，其特征在于：电源插座设置有正极电源插座与负极电源插座；正极电源插座与负极电源插座分别与电源插头正、负极相配合。, \n \n, 3.根据权利要求1所述的电动汽车电池连接器插座，其特征在于：所述的信号通信插座至少设置有4个。, \n \n, 4.根据权利要求1所述的电动汽车电池连接器插座，其特征在于：在电源插座后部设置有电源插座金属端子连接螺孔，便于安装导线，通过导线分别与电池正、负极连接。, \n \n, 5.根据权利要求1所述的电动汽车电池连接器插座，其特征在于：在正极电源插座与负极电源插座之间设置有电极隔板。, \n \n, 6.根据权利要求1所述的电动汽车电池连接器插座，其特征在于：在插座壳体外周设置有插座安装板，插座安装板上设有安装孔，便于将连接器插座安装在电池组上。 | CN | China | Active | Y | True |
| 409 | 전기 자동차의 제어방법 \n | KR20120114608A | NaN | 본 발명에 따른 전기 자동차의 제어방법은, 배터리 관리시스템(Battery Managent System, BMS)에서 배터리 셀 모듈의 충전 전압을 검출하여 배터리 셀 모듈의 이상 여부를 판단하기 용이하도록, 본 발명은, 충전 시작 전, 적어도 둘 이상의 단위전지를 포함하는 배터리 셀 모듈의 현재 전압 및 외부 온도를 측정하는 단계, 상기 충전이 시작되고 소정시간 경과 후, 상기 배터리 셀 모듈의 충전 전압을 측정하여 충전 완료 여부를 판단하는 단계, 상기 충전 완료로 판단되면, 상기 현재 전압과 상기 충전 전압을 기초로 전압 변화량을 산출하는 단계 및 상기 전압 변화량 및 상기 온도를 기초로, 설정된 룩업테이블에 따라 상기 배터리 셀 모듈의 이상 여부를 결정하는 단계를 포함하는 전기 자동차의 제어방법을 제공한다. | KR:1020110032222A | https://patentimages.storage.googleapis.com/ac/36/ff/297d0037ed595b/KR20120114608A.pdf | NaN | 홍준현 | (주)브이이엔에스 | NaN | Not available | 2012-10-17 | 충전 시작 전, 적어도 둘 이상의 단위전지를 포함하는 배터리 셀 모듈의 현재 전압 및 외부 온도를 측정하는 단계;상기 충전이 시작되고 소정시간 경과 후, 상기 배터리 셀 모듈의 충전 전압을 측정하여 충전 완료 여부를 판단하는 단계;상기 충전 완료로 판단되면, 상기 현재 전압과 상기 충전 전압을 기초로 전압 변화량을 산출하는 단계; 및상기 전압 변화량 및 상기 온도를 기초로, 설정된 룩업테이블에 따라 상기 배터리 셀 모듈의 이상 여부를 결정하는 단계;를 포함하는 전기 자동차의 제어방법., 제 1 항에 있어서, 상기 판단 단계는,상기 충전 전압이 설정 전압 이상이면 상기 충전 완료로 판단하는 전기 자동차의 제어방법., 제 1 항에 있어서, 상기 전압 변화량은,상기 현재 전압과 상기 충전 전압의 전압차인 전기 자동차의 제어방법., 제 1 항에 있어서, 상기 룩업테이블은,상기 온도 및 상기 현재 전압에 따라 설정된 상기 소정시간 및 상기 소정시간에 따른 상기 현재 전압과 상기 충전 전압에 따라 설정된 기준 전압 변화량을 포함하는 전기 자동차의 제어방법., 제 4 항에 있어서, 상기 결정 단계는,상기 소정시간 경과 후, 상기 전압 변화량이 상기 기준 전압 변화량 이상이면 상기 배터리 셀 모듈을 이상으로 결정하거나,또는 상기 전압 변화량이 상기 기준 전압 변화량 미만이면 상기 배터리 셀 모듈을 정상으로 결정하는 전기 자동차의 제어방법., 제 1 항에 있어서, 상기 배터리 셀 모듈의 이상 유무를 디스플레이하는 단계;를 포함하는 전기 자동차의 제어방법. | KR | South Korea | NaN | B | True |
| 410 | 一种纯电动汽车的分体式高压配电盒 \n | CN111645618A | 技术领域本申请涉及电动汽车技术领域，特别涉及一种纯电动汽车的分体式高压配电盒。背景技术随着电动汽车逐步应用推广与普及，电动汽车发展越来越快，电动车功能性的要求也越来越高。电动汽车主要由电池系统提供主要能源，整个系统的能源传输由高压电气系统负责传输。高压配电盒是电动汽车高压电气系统的核心组成部件，其主要作用是通过外部低压控制回路控制内部高压继电器的通断，将动力电池的高压直流电源按照高压电源分配盒内部设计电路，将驱动和转向电机的电机控制器、车载充电机、空调、直流电压转换器(DC/DC)等一系列的高压组成部件连接到一起。目前用户对电动车续航里程，动力性能等方面的需求逐步提升，如何在有限的空间中设计出结构紧凑的配电箱是急需解决的问题。相关技术中，高压配电盒是用于纯电动汽车和插电式混合动力汽车的配电设备，其采用集中配电方案，将高压电源合理分配给各种车载设备。由于高压配电盒工作在高电压大电流的状态下，因此对于其性能有着很高的要求，但是目前的用于电动汽车的高压配电盒一般都沿用工业高压配电箱的设计思想，安全性、可靠性和耐久性方面都满足不了汽车的要求，且存在体积大、集成度低、装配复杂等问题。发明内容本申请实施例提供一种纯电动汽车的分体式高压配电盒，以解决相关技术中电动汽车的高压配电盒存在体积大、集成度低、装配复杂的问题。本申请实施例提供了一种纯电动汽车的分体式高压配电盒，所述分体式高压配电盒包括：第一高压配电盒，所述第一高压配电盒嵌入在电池包内部，所述第一高压配电盒包括绝缘护套壳体和位于绝缘护套壳体内的继电器和对外输出端口，所述绝缘护套壳体上开设有用于向外伸出所述对外输出端口的安装孔；第二高压配电盒，所述第二高压配电盒嵌入在电池包内部，所述第二高压配电盒包括绝缘外壳和设置在绝缘外壳内的导电体和后驱电机接口，所述绝缘外壳上开设有用于向外伸出所述后驱电机接口和导电体的通孔，所述绝缘外壳上设有熔断器盖板，在熔断器盖板内设有熔断器，所述熔断器与导电体连接，所述导电体与电池包电连接。在一些实施例中，所述对外输出端口包括快充接口、前驱电机接口及高压附件接口，所述快充接口、前驱电机接口和高压附件接口位于绝缘护套壳体内，所述继电器包括主回路负极继电器、快充负极继电器、快充正极继电器、主回路正极继电器。在一些实施例中，所述主回路正极继电器的输入端与电池包的正极连接，所述主回路负极继电器的输出端与电池包的负极连接，所述主回路正极继电器的输出端分别连接快充正极继电器的输入端、高压附件接口的正极和前驱电机接口的正极，所述主回路负极继电器的输入端分别连接快充负极继电器的输出端、高压附件接口的负极和前驱电机接口的负极，所述快充正极继电器的输入端连接快充接口的正极，所述快充负极继电器的输出端连接快充接口的负极。在一些实施例中，所述继电器还包括预充继电器和预充电阻，所述预充电阻的一端与预充继电器的输入端连接，所述预充电阻的另一端与电池包正极连接，所述预充继电器的输出端与主回路正极继电器的输出端连接。在一些实施例中，所述绝缘护套壳体内还设有电流互感器、正极铜排端口，负极铜排端口、后驱正极端口、后驱负极端口，所述正极铜排端口与电池包正极连接，所述负极铜排端口与电池包负极连接，所述负极铜排端口穿入在电流互感器内，所述后驱正极端口与主回路正极继电器的输出端连接，所述后驱负极端口与主回路负极继电器的输入端连接，所述后驱正极端口和后驱负极端口分别通过铜排与后驱电机接口的正极和负极连接。在一些实施例中，所述主回路负极继电器的输入端和主回路正极继电器的输出端之间连接有Y电容。在一些实施例中，所述绝缘护套壳体内还设有PCB板和绝缘隔板，所述PCB板与继电器电连接，所述PCB板用于控制继电器通断，所述绝缘隔板位于PCB板的顶部，所述绝缘护套壳体内设有安装柱，所述PCB板和绝缘隔板通过螺钉固定在安装柱上。在一些实施例中，所述导电体包括正极导电体和负极导电体，所述正极导电体连接在电池包的电池正极，所述负极导电体连接在电池包的电池负极，所述熔断器两端分别与正极导电体和负极导电体电连接。在一些实施例中，所述绝缘护套壳体包括绝缘护套壳体顶盖和绝缘护套壳体底座，绝缘护套壳体顶盖和绝缘护套壳体底座可拆卸连接，所述继电器固定安装在绝缘护套壳体底座上，所述绝缘护套壳体顶盖的顶部开设有开口，在绝缘护套壳体顶盖上设有封闭开口的盖板。在一些实施例中，所述绝缘外壳包括连接器安装板、第一绝缘护套、第二绝缘护套和开关保护连接器，所述后驱电机接口、第二绝缘护套和开关保护连接器均连接在连接器安装板上，所述第一绝缘护套与开关保护连接器连接，所述导电体位于第一绝缘护套和开关保护连接器内，所述第二绝缘护套用于保护后驱电机接口，所述熔断器盖板可拆卸连接在连接器安装板上，所述第一绝缘护套、第二绝缘护套与连接器安装板之间设有第一密封圈，所述熔断器盖板与连接器安装板之间设有第二密封圈。本申请提供的技术方案带来的有益效果包括：本申请实施例提供了一种纯电动汽车的分体式高压配电盒，由于本分体式高压配电盒设置了第一高压配电盒和第二高压配电盒。其中，第一高压配电盒嵌入在电池包内部，第一高压配电盒包括绝缘护套壳体和位于绝缘护套壳体内的继电器和对外输出端口，绝缘护套壳体上开设有用于向外伸出对外输出端口的安装孔。第二高压配电盒嵌入在电池包内部，第二高压配电盒包括绝缘外壳和设置在绝缘外壳内的导电体和后驱电机接口，绝缘外壳上开设有用于向外伸出后驱电机接口和导电体的通孔，绝缘外壳上设有熔断器盖板，在熔断器盖板内设有熔断器，熔断器与导电体连接，导电体与电池包电连接。因此，本分体式高压配电盒采用分体式结构，将分体式高压配电盒分成独立的第一高压配电盒和第二高压配电盒，第一高压配电盒和第二高压配电盒分别嵌入在电池包内部且与电池包连接成一体，具有轻量化、节约空间，结构紧凑、成本低的优点。第二高压配电盒内设有导电体、后驱电机接口和熔断器，且熔断器和导电体伸出在第二高压配电盒的外部，便于熔断器的检修和更换。第一高压配电盒内设有继电器和对外输出端口，实现对高压回路的通断控制，实现快慢充电回路的通断控制，当动力回路过流时，能按控制要求实现带载断电，实现为后驱电机电能可靠传输，并集成快充功能、高压附件连接功能及为前驱电机提供电能等功能。附图说明为了更清楚地说明本申请实施例中的技术方案，下面将对实施例描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本申请的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。图1为本申请实施例的结构示意图；图2为本申请实施例的第一高压配电盒的结构爆炸示意图；图3为本申请实施例的继电器和对外输出端口的第一视角结构示意图；图4为本申请实施例的继电器和对外输出端口的第二视角结构示意图；图5为本申请实施例的第二高压配电盒的结构示意图；图6为本申请实施例的第二高压配电盒的结构爆炸示意图；图7为本申请实施例的电路原理图。附图标记：100-第一高压配电盒，101-盖板，102-绝缘护套壳体顶盖，103-绝缘隔板，104-PCB板，105-前驱电机接口，106-快充接口、107-高压附件接口，108-电流互感器，109-主回路负极继电器，110-快充负极继电器，111-主回路正极继电器，112-快充正极继电器，113-预充继电器，114-预充电阻，115-绝缘护套壳体底座，116-安装孔，117-安装柱，118-正极铜排端口，119-负极铜排端口，120-后驱正极端口，121-后驱负极端口，122-Y电容；200-电池包；300-第二高压配电盒，301-连接器安装板，302-第一绝缘护套，303-第二绝缘护套，304-开关保护连接器，305-熔断器盖板，306-第一密封圈，307-第二密封圈，308-通孔，309-熔断器，310-后驱电机接口，311-正极导电体，312-负极导电体，313-转接铜排；400-铜排。具体实施方式为使本申请实施例的目的、技术方案和优点更加清楚，下面将结合本申请实施例中的附图，对本申请实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例是本申请的一部分实施例，而不是全部的实施例。基于本申请中的实施例，本领域普通技术人员在没有做出创造性劳动的前提下所获得的所有其他实施例，都属于本申请保护的范围。本申请实施例提供了一种纯电动汽车的分体式高压配电盒，其能解决技术中电动汽车的高压配电盒存在体积大、集成度低、装配复杂的问题。参见图1、图2和图5所示，本申请实施例提供了一种纯电动汽车的分体式高压配电盒，所述分体式高压配电盒包括：第一高压配电盒100，该第一高压配电盒100嵌入在电池包200内部，第一高压配电盒100包括绝缘护套壳体和位于绝缘护套壳体内的继电器和对外输出端口，继电器用于对高压回路的通断控制。绝缘护套壳体上开设有用于向外伸出对外输出端口的安装孔116，对外输出端口从安装孔116伸出与外部元件电连接。第二高压配电盒300，该第二高压配电盒300嵌入在电池包200内部，第二高压配电盒300包括绝缘外壳和设置在绝缘外壳内的导电体和后驱电机接口310，绝缘外壳上开设有用于向外伸出后驱电机接口310和导电体的通孔308，后驱电机接口310和导电体从通孔308伸出与外部元件电连接。在绝缘外壳上设有熔断器盖板305，在熔断器盖板305内设有熔断器309，熔断器309与导电体电连接，导电体与电池包200的正负极电连接。本分体式高压配电盒采用分体式结构，将分体式高压配电盒分成独立的第一高压配电盒100和第二高压配电盒300，第一高压配电盒100和第二高压配电盒300分别嵌入在电池包200内部且与电池包200连接成一体，具有轻量化、节约空间，结构紧凑、成本低的优点。在第二高压配电盒300内设有导电体、后驱电机接口310和熔断器309，且熔断器309和导电体伸出在第二高压配电盒300的外部，在熔断器309产生故障时，便于熔断器309的检修和更换。在第一高压配电盒100内设有继电器和对外输出端口，继电器实现对高压回路的通断控制，实现快慢充电回路的通断控制，当动力回路过流时，能按控制要求实现带载断电，实现为后驱电机电能可靠传输，并集成快充功能、高压附件连接功能及为前驱电机提供电能等功能。在一些可选实施例中，参见图2至图4和图7所示，申请实施例提供了一种纯电动汽车的分体式高压配电盒，该分体式高压配电盒的对外输出端口包括快充接口106、前驱电机接口105及高压附件接口107，快充接口106、前驱电机接口105和高压附件接口107均位于绝缘护套壳体内并与位于绝缘护套壳体外的元件电连接。继电器包括主回路负极继电器109、快充负极继电器110、快充正极继电器112、主回路正极继电器111，预充继电器113和预充电阻114。主回路正极继电器111的输入端与电池包200的正极连接，主回路负极继电器109的输出端与电池包200的负极连接。主回路正极继电器111的输出端分别连接快充正极继电器112的输入端、高压附件接口107的正极和前驱电机接口105的正极；主回路负极继电器109的输入端分别连接快充负极继电器110的输出端、高压附件接口107的负极和前驱电机接口105的负极。快充正极继电器112的输入端连接快充接口106的正极，快充负极继电器110的输出端连接快充接口106的负极。预充电阻114的一端与预充继电器113的输入端连接，预充电阻114的另一端与电池包200的正极连接，预充继电器113的输出端与主回路正极继电器111的输出端连接。快充步骤如下：闭合快充负极继电器110，闭合主回路负极继电器109，闭合预充继电器113，闭合快充正极继电器112，对电池包200快速充电。快充完成后，闭合主回路正极继电器111，断开预充继电器113，完成快充动作。在一些可选实施例中，参见图1至图4和图7所示，申请实施例提供了一种纯电动汽车的分体式高压配电盒，该分体式高压配电盒的绝缘护套壳体内还设有电流互感器108、正极铜排端口118，负极铜排端口119、后驱正极端口120、后驱负极端口121。正极铜排端口118与电池包200的正极连接，负极铜排端口119与电池包200的负极连接，负极铜排端口118穿入在电流互感器108内后与主回路负极继电器109的输出端连接。后驱正极端口120与主回路正极继电器111的输出端连接，后驱负极端口121与主回路负极继电器109的输入端连接。后驱正极端口120和后驱负极端口121分别通过铜排400与后驱电机接口310的正极和负极连接，实现前驱和四驱两种输出驱动方式。铜排400上包裹有绝缘热缩管。主回路负极继电器109的输入端和主回路正极继电器111的输出端之间连接有Y电容122，Y电容122分别跨接在电力线两线和地之间，用于消除共模干扰。在一些可选实施例中，参见图2至图4和图7所示，申请实施例提供了一种纯电动汽车的分体式高压配电盒，该分体式高压配电盒的绝缘护套壳体内还设有PCB板104和绝缘隔板103，PCB板104分别与主回路负极继电器109、快充负极继电器110、快充正极继电器112、主回路正极继电器111，预充继电器113电连接，PCB板104用于控制主回路负极继电器109、快充负极继电器110、快充正极继电器112、主回路正极继电器111，预充继电器113通断。PCB板104还与电流互感器108连接，PCB板104用于采集电池包200的电流大小。PCB板104采用模块化设计，减少线束排布，提高了产品的集成度和可靠性，体积减小，降低了装配和维修难度。绝缘隔板103位于PCB板104的顶部，绝缘护套壳体内设有安装柱117，PCB板104和绝缘隔板103通过螺钉固定在安装柱117上。绝缘护套壳体包括绝缘护套壳体顶盖102和绝缘护套壳体底座115，绝缘护套壳体顶盖112和绝缘护套壳体底座115可拆卸连接，主回路负极继电器109、快充负极继电器110、快充正极继电器112、主回路正极继电器111，预充继电器113均固定安装在绝缘护套壳体底座115上。绝缘护套壳体顶盖102的顶部开设有开口，该开口用于向第二高压配电盒300内引入铜排400，在绝缘护套壳体顶,102上设有封闭开口的盖板101，盖板101用于防止电池包200内部高低温引起的水蒸气形成的水珠跌落在铜排400上。在一些可选实施例中，参见图6和图7所示，申请实施例提供了一种纯电动汽车的分体式高压配电盒，该分体式高压配电盒的导电体包括正极导电体311和负极导电体312，正极导电体311连接在电池包200的电池正极，负极导电体312连接在电池包200的电池负极，熔断器309两端分别与正极导电体311和负极导电体312电连接，熔断器309用于保护电池包200，在电池包200过载或短路时迅速熔断。在一些可选实施例中，参见图5和图6所示，申请实施例提供了一种纯电动汽车的分体式高压配电盒，该分体式高压配电盒的绝缘外壳包括连接器安装板301、第一绝缘护套302、第二绝缘护套303和开关保护连接器304。后驱电机接口310、第二绝缘护套303和开关保护连接器304均连接在连接器安装板301上。第一绝缘护套302与开关保护连接器304连接，正极导电体311和负极导电体312位于第一绝缘护套302和开关保护连接器304内，第一绝缘护套302和开关保护连接器304对正极导电体311和负极导电体312绝缘保护和定位。第二绝缘护套303用于保护后驱电机接口310和转接铜排313，转接铜排313分别与后驱电机接口310的正极和负极电连接，铜排400与转接铜排313电连接。熔断器盖板305可拆卸连接在连接器安装板301上，第一绝缘护套302、第二绝缘护套303与连接器安装板之间设有第一密封圈307，熔断器盖板305与连接器安装板301之间设有第二密封圈306，第一密封圈307和第二密封圈306用于提高绝缘外壳的密封性能和防水效果。工作原理本申请实施例提供了一种纯电动汽车的分体式高压配电盒，由于本分体式高压配电盒设置了第一高压配电盒100和第二高压配电盒300。其中，第一高压配电盒100嵌入在电池包200内部，第一高压配电盒100包括绝缘护套壳体和位于绝缘护套壳体内的继电器和对外输出端口，绝缘护套壳体上开设有用于向外伸出对外输出端口的安装孔116。第二高压配电盒300嵌入在电池包200内部，第二高压配电盒300包括绝缘外壳和设置在绝缘外壳内的导电体和后驱电机接口310，绝缘外壳上开设有用于向外伸出后驱电机接口310和导电体的通孔308，绝缘外壳上设有熔断器盖板305，在熔断器盖板305内设有熔断器309，熔断器309与导电体连接，导电体与电池包200电连接。本分体式高压配电盒采用分体式结构，将分体式高压配电盒分成独立的第一高压配电盒100和第二高压配电盒300，第一高压配电盒100和第二高压配电盒300分别嵌入在电池包200内部且与电池包200连接成一体，具有轻量化、节约空间，结构紧凑、成本低的优点。第二高压配电盒300内设有导电体、后驱电机接口310和熔断器309，且熔断器309和导电体伸出在第二高压配电盒300的外部，便于熔断器309的检修和更换。第一高压配电盒100内设有继电器和对外输出端口，实现对高压回路的通断控制，实现快慢充电回路的通断控制，当动力回路过流时，能按控制要求实现带载断电，实现为后驱电机电能可靠传输，并集成快充功能、高压附件连接功能及为前驱电机提供电能等功能。在本申请的描述中，需要说明的是，术语“上”、“下”等指示的方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述本申请和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本申请的限制。除非另有明确的规定和限定，术语“安装”、“相连”、“连接”应做广义理解，例如，可以是固定连接，也可以是可拆卸连接，或一体地连接；可以是机械连接，也可以是电连接；可以是直接相连，也可以通过中间媒介间接相连，可以是两个元件内部的连通。对于本领域的普通技术人员而言，可以根据具体情况理解上述术语在本申请中的具体含义。需要说明的是，在本申请中，诸如“第一”和“第二”等之类的关系术语仅仅用来将一个实体或者操作与另一个实体或操作区分开来，而不一定要求或者暗示这些实体或操作之间存在任何这种实际的关系或者顺序。而且，术语“包括”、“包含”或者其任何其他变体意在涵盖非排他性的包含，从而使得包括一系列要素的过程、方法、物品或者设备不仅包括那些要素，而且还包括没有明确列出的其他要素，或者是还包括为这种过程、方法、物品或者设备所固有的要素。在没有更多限制的情况下，由语句“包括一个……”限定的要素，并不排除在包括所述要素的过程、方法、物品或者设备中还存在另外的相同要素。以上所述仅是本申请的具体实施方式，使本领域技术人员能够理解或实现本申请。对这些实施例的多种修改对本领域的技术人员来说将是显而易见的，本文中所定义的一般原理可以在不脱离本申请的精神或范围的情况下，在其它实施例中实现。因此，本申请将不会被限制于本文所示的这些实施例，而是要符合与本文所申请的原理和新颖特点相一致的最宽的范围。 | 本申请涉及一种纯电动汽车的分体式高压配电盒，属于电动汽车技术领域，分体式高压配电盒包括：第一高压配电盒，其嵌入在电池包内部，第一高压配电盒包括绝缘护套壳体和位于绝缘护套壳体内的继电器和对外输出端口，绝缘护套壳体上开设有用于向外伸出对外输出端口的安装孔；第二高压配电盒，其嵌入在电池包内部，第二高压配电盒包括绝缘外壳和设置在绝缘外壳内的导电体和后驱电机接口，绝缘外壳上设有熔断器盖板，在熔断器盖板内设有熔断器，熔断器与导电体连接，导电体与电池包电连接。本申请的第一高压配电盒和第二高压配电盒分别嵌入在电池包内部且与电池包连接成一体，具有轻量化、节约空间，结构紧凑、成本低的优点。 | CN:202010412822.6A | https://patentimages.storage.googleapis.com/7b/46/de/5d464405c8b084/CN111645618A.pdf | NaN | 黄红波, 刘爽, 吴杰余, 周坤, 朱禹 | Dongfeng Motor Corp | CN:206678794:U, CN:108045231:A, CN:208423694:U, CN:209274362:U, CN:210047337:U | Not available | 2022-07-15 | 1.一种纯电动汽车的分体式高压配电盒，其特征在于，所述分体式高压配电盒包括：, 第一高压配电盒(100)，所述第一高压配电盒(100)嵌入在电池包(200)内部，所述第一高压配电盒(100)包括绝缘护套壳体和位于绝缘护套壳体内的继电器和对外输出端口，所述绝缘护套壳体上开设有用于向外伸出所述对外输出端口的安装孔(116)；, 第二高压配电盒(300)，所述第二高压配电盒(300)嵌入在电池包(200)内部，所述第二高压配电盒(300)包括绝缘外壳和设置在绝缘外壳内的导电体和后驱电机接口(310)，所述绝缘外壳上开设有用于向外伸出所述后驱电机接口(310)和导电体的通孔(308)，所述绝缘外壳上设有熔断器盖板(305)，在熔断器盖板(305)内设有熔断器(309)，所述熔断器(309)与导电体连接，所述导电体与电池包(200)电连接。, 2.如权利要求1所述的一种纯电动汽车的分体式高压配电盒，其特征在于：, 所述对外输出端口包括快充接口(106)、前驱电机接口(105)及高压附件接口(107)，所述快充接口(106)、前驱电机接口(105)和高压附件接口(107)位于绝缘护套壳体内，所述继电器包括主回路负极继电器(109)、快充负极继电器(110)、快充正极继电器(112)、主回路正极继电器(111)。, 3.如权利要求2所述的一种纯电动汽车的分体式高压配电盒，其特征在于：, 所述主回路正极继电器(111)的输入端与电池包(200)的正极连接，所述主回路负极继电器(109)的输出端与电池包(200)的负极连接，所述主回路正极继电器(111)的输出端分别连接快充正极继电器(112)的输入端、高压附件接口(107)的正极和前驱电机接口(105)的正极；, 所述主回路负极继电器(109)的输入端分别连接快充负极继电器(110)的输出端、高压附件接口(107)的负极和前驱电机接口(105)的负极，所述快充正极继电器(112)的输入端连接快充接口(106)的正极，所述快充负极继电器(110)的输出端连接快充接口(106)的负极。, 4.如权利要求2所述的一种纯电动汽车的分体式高压配电盒，其特征在于：, 所述继电器还包括预充继电器(113)和预充电阻(114)，所述预充电阻(114)的一端与预充继电器(113)的输入端连接，所述预充电阻(114)的另一端与电池包(200)正极连接，所述预充继电器(113)的输出端与主回路正极继电器(111)的输出端连接。, 5.如权利要求2所述的一种纯电动汽车的分体式高压配电盒，其特征在于：, 所述绝缘护套壳体内还设有电流互感器(108)、正极铜排端口(118)，负极铜排端口(119)、后驱正极端口(120)、后驱负极端口(121)，所述正极铜排端口(118)与电池包(200)正极连接，所述负极铜排端口(119)与电池包(200)负极连接，所述负极铜排端口(119)穿入在电流互感器(108)内；, 所述后驱正极端口(120)与主回路正极继电器(111)的输出端连接，所述后驱负极端口(121)与主回路负极继电器(109)的输入端连接，所述后驱正极端口(120)和后驱负极端口(121)分别通过铜排(400)与后驱电机接口(310)的正极和负极连接。, 6.如权利要求2所述的一种纯电动汽车的分体式高压配电盒，其特征在于：, 所述主回路负极继电器(109)的输入端和主回路正极继电器(111)的输出端之间连接有Y电容(122)。, 7.如权利要求1所述的一种纯电动汽车的分体式高压配电盒，其特征在于：, 所述绝缘护套壳体内还设有PCB板(104)和绝缘隔板(103)，所述PCB板(104)与继电器电连接，所述PCB板(104)用于控制继电器通断，所述绝缘隔板(103)位于PCB板(104)的顶部，所述绝缘护套壳体内设有安装柱(117)，所述PCB板(104)和绝缘隔板(103)通过螺钉固定在安装柱(117)上。, 8.如权利要求1所述的一种纯电动汽车的分体式高压配电盒，其特征在于：, 所述导电体包括正极导电体(311)和负极导电体(312)，所述正极导电体(311)连接在电池包(200)的电池正极，所述负极导电体(312)连接在电池包(200)的电池负极，所述熔断器(309)两端分别与正极导电体(311)和负极导电体(312)电连接。, 9.如权利要求1所述的一种纯电动汽车的分体式高压配电盒，其特征在于：, 所述绝缘护套壳体包括绝缘护套壳体顶盖(102)和绝缘护套壳体底座(115)，绝缘护套壳体顶盖(102)和绝缘护套壳体底座(115)可拆卸连接，继电器固定安装在绝缘护套壳体底座(115)上，所述绝缘护套壳体顶盖(102)的顶部开设有开口，在绝缘护套壳体顶盖(102)上设有封闭开口的盖板(101)。, 10.如权利要求1所述的一种纯电动汽车的分体式高压配电盒，其特征在于：, 所述绝缘外壳包括连接器安装板(301)、第一绝缘护套(302)、第二绝缘护套(303)和开关保护连接器(304)，所述后驱电机接口(310)、第二绝缘护套(303)和开关保护连接器(304)均连接在连接器安装板(301)上，所述第一绝缘护套(302)与开关保护连接器(304)连接；, 所述导电体位于第一绝缘护套(302)和开关保护连接器(304)内，所述第二绝缘护套(303)用于保护后驱电机接口(310)，所述熔断器盖板(305)可拆卸连接在连接器安装板(301)上，所述第一绝缘护套(302)、第二绝缘护套(303)与连接器安装板(301)之间设有第一密封圈(307)，所述熔断器盖板(305)与连接器安装板(301)之间设有第二密封圈(306)。 | CN | China | Granted | B | True |
| 411 | 一种用于燃料电池混合动力车辆的电气系统 \n | CN102602301B | 技术领域\n\t本发明总地涉及一种用于车辆的电气架构，包括用于从车辆电源向外部负载提供AC电力的取电（electricpowertakeoutcircuit，EPTO）电路，更特别地，涉及一种用于车辆的电气架构，包括用于从车辆电源向外部负载提供AC电力的EPTO电路，其中EPTO电路使用双向DC/DC功率逆变器和功率逆变器模块（PIM），这两个模块为车辆上用于其它目的的已有电气装置。\n\t背景技术\n\t电动车正变得越来越流行。这些车辆包括将电池与主动力源（例如内燃机、燃料电池系统等）组合的混合动力车（例如增程电动车（EREV））和纯电动车（例如电池电动车（BEV））。所有这些类电动车都使用包括多个电池单元的高电压电池。这些电池可为不同的电池类型，例如锂离子电池、镍金属氢化物电池、铅酸电池等。\n\t大多数燃料电池车辆为除燃料电池堆之外还使用可再充电的附加高电压电源（例如DC电池或超级电容）的上述混合动力车辆。所述电源为各种车辆辅助负载、为系统起动和在当燃料电池堆无法提供期望电力的高功率需求期间提供补充功率。更特别地，燃料电池堆通过DC电压总线向牵引电机和其它车辆系统提供功率用于车辆运行。在需要超过电池堆可提供的额外功率时，例如在高加速期间，电池向电压总线提供补充功率。例如，燃料电池堆可提供70kW的功率。然而，车辆加速可能需要100kW或更多的功率。在燃料电池堆能够满足系统功率需求时的那些时间使用燃料电池堆给电池再充电。可从牵引电机获得的发电机功率能提供再生制动，其也可用于通过DC总线给电池再充电。\n\t于2010年6月1日提交的题为VehicularElectricalSystems（车辆电气系统）的美国专利申请No.12/791,632公开了一种用于燃料电池车辆的电气系统，包括用于向车辆外部的电气负载提供AC电功率的电路部件，该专利被转让给本申请的受让人，其内容通过引用包含于本文。所述电气系统包括电连接至高功率电压总线的双向DC/DC功率逆变器，在所述高功率电压总线上从燃料电池堆和高电压电池向车辆系统（包括车辆的电力牵引系统）提供高电压。当高电压总线上的电压波动时，双向DC/DC功率逆变器提供保持基本恒定的调节DC电压。来自双向DC/DC功率逆变器的稳定DC功率被提供给独立的功率逆变器模块（PIM），其将DC功率信号转换为AC功率信号。AC插座连接至PIM，使得外部负载可插入插座以汲取AC功率。\n\t申请`632中描述的车辆电气系统除了设在电池与燃料电池堆之间高电压总线上的现有双向DC/DC功率逆变器之外，还需要附加双向DC/DC功率逆变器。并且，申请`632中描述的电气系统除了已经存在的将高电压DC功率信号转换为适于车辆电力牵引系统的AC信号的PIM之外，还需要附加功率逆变器模块，以将附加DC/DC功率逆变器的DC功率信号转换为AC功率信号。这些部件增加了车辆的成本、重量和复杂性。\n\t发明内容\n\t根据本发明的教导，公开了一种用于燃料电池混合动力车辆的电气系统，其中车辆包括燃料电池堆和高电压电池。传统的双向DC/DC功率逆变器设在连接燃料电池堆电压和电池电压的高电压总线上。另外，提供传统的功率逆变器模块，将高电压总线上的高电压DC功率信号转换为适于车上电力牵引电机的AC信号。本发明提出使用现有的双向DC/DC功率逆变器和PIM作为电力取出EPTO电路的一部分，在燃料电池堆和电池未用于驱动车辆时给外部车辆负载提供AC功率。\n\t本发明提供下列技术方案。\n\t技术方案1：一种用于燃料电池混合动力车辆的电气系统，所述系统包括：\n\t高电压总线；\n\t电连接至所述高电压总线的燃料电池堆；\n\t电连接至所述高电压总线的高电压电池；\n\t在所述燃料电池堆与所述高电压电池之间电连接至所述高电压总线的双向DC/DC功率逆变器；\n\t电连接至所述高电压总线的电力牵引系统功率逆变器模块，所述功率逆变器模块将所述高电压总线的高电压DC功率信号转换为系统AC功率信号；以及\n\t包括所述双向DC/DC功率逆变器和所述电力牵引系统功率逆变器模块的取电电路，当所述电气系统处于取电模式时，所述双向DC/DC功率逆变器提供外部电压信号且所述功率逆变器模块提供外部AC功率信号。\n\t技术方案2：如技术方案1的系统，还包括用于在所述系统处于所述取电模式时将所述功率逆变器模块从所述高电压总线断开的至少一个接触器。\n\t技术方案3：如技术方案1的系统，其中所述功率逆变器模块在所述双向DC/DC功率逆变器与所述燃料电池堆之间电连接至所述高电压总线。\n\t技术方案4：如技术方案1的系统，还包括电连接至所述功率逆变器模块且接收系统AC信号的电力牵引电机。\n\t技术方案5：如技术方案1的系统，还包括电连接至所述功率逆变器模块并接收外部AC功率信号的AC插座。\n\t技术方案6：如技术方案1的系统，其中所述取电电路提供约110伏的AC作为所述外部AC功率信号。\n\t技术方案7：一种用于燃料电池混合动力车辆的电气系统，所述系统包括：\n\t高电压总线；\n\t电连接至所述高电压总线的燃料电池堆；\n\t电连接至所述高电压总线的高电压电池；\n\t在所述燃料电池堆与所述高电压电池之间电连接至所述高电压总线的第一双向DC/DC功率逆变器；\n\t电连接至所述高电压总线的电力牵引系统功率逆变器模块，所述功率逆变器模块将所述高电压总线的高电压DC功率信号转换为系统AC功率信号；以及\n\t包括第二双向DC/DC功率逆变器和所述电力牵引系统功率逆变器模块的取电电路，所述第二双向DC/DC功率逆变器电连接至所述高电压总线和所述功率逆变器模块，当所述电气系统处于取电模式时，所述第二双向DC/DC功率逆变器提供外部电压信号且所述功率逆变器模块提供外部AC功率信号。\n\t技术方案8：如技术方案7的系统，还包括电连接至所述功率逆变器模块并接收外部AC功率信号的AC插座。\n\t技术方案9：如技术方案7的系统，还包括电连接至所述功率逆变器模块且接收所述系统AC信号的电力牵引电机。\n\t技术方案10：如技术方案7的系统，其中所述第二双向DC/DC功率逆变器在所述第一双向DC/DC功率逆变器与所述高电压电池之间连接至所述高电压总线。\n\t技术方案11：如技术方案7的系统，其中所述第二双向DC/DC功率逆变器在所述第一双向DC/DC功率逆变器与所述燃料电池堆之间连接至所述高电压总线。\n\t技术方案12：如技术方案7的系统，还包括用于在所述系统处于所述取电模式时将所述功率逆变器模块从所述高电压总线断开的至少一个接触器。\n\t技术方案13：如技术方案7的系统，其中所述功率逆变器模块在所述双向DC/DC功率逆变器与所述燃料电池堆之间电连接至所述高电压总线。\n\t技术方案14：如技术方案7的系统，其中所述取电电路提供约110伏的AC作为所述外部AC功率信号。\n\t技术方案15：一种用于混合动力车辆的电气系统，所述系统包括：\n\t高电压总线；\n\t电连接至所述高电压总线的电源；\n\t电连接至所述高电压总线的高电压电池；\n\t在所述电源与所述高电压电池之间电连接至所述高电压总线的双向DC/DC功率逆变器；\n\t在所述双向DC/DC功率逆变器与所述电源之间电连接至所述高电压总线功率逆变器模块的电力牵引系统功率逆变器模块，所述功率逆变器模块将所述高电压总线的高电压DC功率信号转换为系统AC功率信号；以及\n\t包括所述双向DC/DC功率逆变器和所述电力牵引系统功率逆变器模块的取电电路，当所述电气系统处于取电模式时，所述双向功率逆变器提供外部电压信号且所述功率逆变器模块提供外部AC功率信号。\n\t技术方案16：如技术方案15的系统，还包括用于在所述系统处于所述取电模式时将所述功率逆变器模块从所述高电压总线断开的至少一个接触器。\n\t技术方案17：如技术方案15的系统，其中所述电源为燃料电池堆。\n\t技术方案18：如技术方案15的系统，还包括电连接至所述功率逆变器模块且接收所述系统AC信号的电力牵引电机。\n\t技术方案19：如技术方案15的系统，还包括电连接至所述功率逆变器模块并接收所述外部AC功率信号的AC插座。\n\t技术方案20：如技术方案15的系统，其中所述取电电路提供约110伏的AC作为所述外部AC功率信号。\n\t结合附图，从下面的描述和所附权利要求可清楚本发明的其它特征。\n\t附图说明\n\t图1为用于燃料电池的包括取电电路的电气系统的示意性框图；\n\t图2为用于燃料电池车辆的包括取电电路的电气系统的示意性框图，其中该取电电路利用现有的功率逆变器模块和双向DC/DC功率逆变器；\n\t图3为用于燃料电池车辆的包括取电电路的电气系统的示意性框图，其中该取电电路利用现有的功率逆变器模块和附加双向DC/DC功率逆变器，该附加双向DC/DC功率逆变器电连接至现有的双向DC/DC功率逆变器与燃料电池堆之间的高电压总线上；以及\n\t图4为用于燃料电池车辆的包括取电电路的电气系统的示意性框图，其中该取电电路利用现有的功率逆变器模块和附加双向DC/DC功率逆变器，该附加双向DC/DC功率逆变器电连接至现有的双向DC/DC功率逆变器与高电压电池之间的高电压总线上。\n\t具体实施方式\n\t下面对涉及燃料电池车辆电气系统的本发明实施例的描述实质上是示例性的，并不意欲以任何方式限制本发明或其应用或使用。例如，本文所述电气系统对燃料电池车辆具有特定应用。然而，如本领域的技术人员所清楚的，该电气系统可应用于其它混合动力车辆。\n\t图1为用于燃料电池混合动力车辆的电气系统10的示意性框图。系统10包括电连接至正高电压总线14和负高电压总线16的燃料电池功率模块12。燃料电池功率模块12包括电连接至总线14和16的分式燃料电池堆18及PIM20。PIM20将总线14和16上的DC电压转换为适于空气压缩机22的电机的AC电压，空气压缩机22向电池堆18的阴极提供空气。高电压电池24电连接至高电压总线46和48，其中电池24包括串联电连接的电池单元26。双向DC/DC功率逆变器（BDC）28电连接在总线14和16与总线46和48之间，并以本领域技术人员公知的方式提供与燃料电池堆18和高电压电池24的电压相匹配的电压。\n\t电气系统10还包括电连接至总线14和16的电力牵引系统（ETS）功率逆变器模块（PIM）30，及身为驱动车辆的ETS一部分的AC牵引电机32。PIM30将总线14和16上的DC电压转换为适于牵引电机32的AC电压。牵引电机32提供牵引功率，用于操作车辆。在再生制动期间，来自车轮（未示出）的旋转能量引起牵引电机32操作为向总线14和16提供电流的发电机，BDC28可利用该电流以本领域技术人员公知的方式在总线46和48上给电池24充电。\n\t电气系统10还包括电连接至高电压总线14和16的EPTO电路34。在上述申请`632中更加详细地描述了这类EPTO电路。EPTO电路34包括双向DC/DC功率逆变器36，其从总线14和16接收高电压功率信号并提供功率调节以提供能被转换为期望AC电功率信号（例如，110伏特AC）的稳定EPTO输出。双向DC/DC功率逆变器36提供恒定的电压，还将总线14和16上的高电压降低至期望电压水平，通常为110伏DC。来自双向DC/DC功率逆变器36的电压信号被提供给ETSPIM38，ETSPIM38以本领域技术人员公知的方式提供DC到AC的转换。PIM38通常包括一系列电连接开关和二极管，以提供所述转换，例如申请`632中所描述的和本领域技术人员所公知的。EPTO电路34的AC输出被提供给AC插座40，外部负载42（例如压缩机、灯等）可插入该AC插座以被供电。用于设在线路44上的双向DC/DC功率逆变器36的功率限制信号被用于控制可从EPTO电路34汲取的功率量，使得防止汲取比燃料电池堆18所能提供功率更高功率的电气装置从总线14和16汲取这么多的功率。申请`632提供了用于EPTO电路34的控制策略的更加详细的描述。当系统10向负载42提供功率时，系统10操作于EPTO模式，这会阻止车辆行驶。\n\t当将特定负载42插入插座40时，由燃料电池堆18和电池24两者提供给总线14和16的功率允许将由电池功率满足的高或快的瞬时功率需求，并且在燃料电池堆18已经爬升至期望功率水平之后，由燃料电池堆18提供用于负载42的功率。\n\t在系统10中所示电气结构中，从高电压总线14和16提供给EPTO电路34的功率在应用至负载42之前仅通过一个双向DC/DC功率逆变器，即变换器36。然而，如果立即需要高电压负载，燃料电池堆18提供的功率上升可能有短的延迟。这可通过将EPTO电路34电连接至双向DC/DC变换器28与电池24之间的高电压总线46和48来克服。然而，该电气结构具有如下缺点：燃料电池堆功率因此需要通过两个双向DC/DC变换器，即变换器28和36，因而会经历与那些部件相关的电损耗。\n\t图2为与电气系统10相类似的用于燃料电池混合动力车辆的电气系统50的示意性框图，其中相同的元件由相同的标记指代。如上所述，EPTO电路34包括双向DC/DC功率逆变器36和ETSPIM38。本发明认识到，在没有EPTO电路34的电气系统中已经存在这类部件，即双向DC/DC功率逆变器28和ETSPIM30。因此，本发明提出了利用双向DC/DC功率逆变器28和ETSPIM30的EPTO电路52，当燃料电池车辆在运行时，双向DC/DC功率逆变器28和ETSPIM30以其正常方式操作，且当燃料电池车辆未行驶时，它们操作为EPTO电路52的一部分。EPTO电路52包括将ETSPIM30分别电连接至双向DC/DC功率逆变器28与电池24之间的高电压总线46和48的线路54和56，使得从燃料电池堆18提供给EPTO电路52的电压通过双向DC/DC功率逆变器28。双向DC/DC功率逆变器36和ETSPIM38为上述EPTO电路34中的主要部件，提供了与ETPO电路34相关的大部分重量和成本。通过使用EPTO电路52中现有的双向DC/DC功率逆变器28和ETSPIM30，消除了与系统10中提供额外功率逆变器和PIM相关的重量、成本和复杂性。\n\t系统50提供了在系统50处于ETPO模式且负载42电连接在其上时防止车辆被驱动的许多安全特征。例如，提供接触器58和60，以在车辆未行驶且在EPTO电路52在使用时将PIM30从总线14和16断开。另外，当系统50处于EPTO模式时，可打开车辆上已经存在的电池接触器62和64，以将电池24从总线46和48断开，使得电池电压中的波动不会传递到线路54和56上的双向DC/DC变换器28提供的稳定EPTO电压。稳定的AC电压信号被提供给线路66和68上的插座40。尽管未具体示出，但是现有双向DC/DC功率逆变器28包括与控制线路44相类似的控制线路，其限制在系统50处于EPTO模式时能够提供给PIM30的输出功率，使得EPTO输出电压被降低。\n\t在系统50的电气结构中，因为接触器62和64打开，所以电池24不可用于给外部负载42提供功率。尽管EPTO电路52无法使用电池功率来响应快速功率瞬变，但是已经示出，燃料电池模块12的输出功率非常快速地达到期望功率水平，且可能是无缝地，因此能够令人满意地满足快速功率瞬变。\n\t因为电气系统50中的EPTO电路52使用用于EPTO电路52的现有双向DC/DC功率逆变器28和ETSPIM30，所以其提供了超过电气系统10中EPTO电路34的许多优点。这些优点包括，因为重复使用已经存在的部件降低了系统成本、减少了零件数量和包装体积、减小了系统质量，在正常行驶时效率更高以及降低了系统复杂性。\n\t如果期望使用EPTO模式的电池功率来更好地满足快速功率瞬变，那么EPTO电路仍可受益于使用现有的部件。图3为类似于电气系统50的电气系统70的示意性框图，其中相同的元件由相同的标记指代。电气系统70包括利用附加双向DC/DC功率逆变器74的EPTO电路72，该附加双向DC/DC功率逆变器分别通过线路76和78连接至总线14和16，而不是总线46和48。在该实施例中，当系统70处于EPTO模式时，电池接触器62和64关闭，使其受益于对快速瞬变的电池功率响应。然而，EPTO电路72仍使用现有ETSPIM30，如上所述，其中当其处于EPTO模式时，PIM30通过开关58和60从总线14和16断开。双向DC/DC功率逆变器74通过线路80和82电连接至PIM30。\n\t在可选设计中，可能因为上述原因，期望将双向DC/DC功率逆变器74电连接至双向DC/DC功率逆变器28与电池24之间的总线46和48。图4示出了表述该实施例的电气系统90的示意性框图，其中与电气系统70相同的元件由相同的标记指代。在该实施例中，EPTO电路92包括双向DC/DC功率逆变器74和ETSPIM30，但是功率逆变器74分别通过线路94和96电连接至双向DC/DC功率逆变器28与电池24之间的总线46和48，如图所示。\n\t前面的内容仅公开和描述了本发明的示例性实施例。本领域的技术人员从该描述及附图和权利要求可容易地认识到，在不脱离由所附权利要求限定的本发明宗旨和范围的情况下对其进行的各种变化、修改和变型。\n\t | 本发明涉及用于燃料电池混合动力车的低成本取电功能。一种用于燃料电池混合动力车的电气系统，其中车辆包括燃料电池堆和高电压电池。传统的双向DC/DC功率逆变器设在连接燃料电池堆电压和电池电压的高电压总线上。另外，提供传统的功率逆变器模块，将高电压总线上的高电压DC功率信号转换为适于车上电力牵引电机的AC信号。本发明提出使用现有的双向DC/DC功率逆变器和PIM作为取电（EPTO）电路的一部分，在燃料电池堆和电池未用于驱动车辆时给外部车辆负载提供AC功率。 | CN:201210018587.XA | https://patentimages.storage.googleapis.com/9c/aa/e9/ef5c96c864726e/CN102602301B.pdf | CN:102602301:B | J.沙夫尼特 | GM Global Technology Operations LLC | CN:1733523:A, CN:1663838:A | Not available | 2016-01-20 | 1.一种用于燃料电池混合动力车辆的电气系统，所述系统包括：\n\t\t, 高电压总线；\n\t\t, 电连接至所述高电压总线的燃料电池堆；\n\t\t, 电连接至所述高电压总线的高电压电池；\n\t\t, 在所述燃料电池堆与所述高电压电池之间电连接至所述高电压总线的双向DC/DC功率逆变器；\n\t\t, 电连接至所述高电压总线的电力牵引系统功率逆变器模块，所述功率逆变器模块将所述高电压总线的高电压DC功率信号转换为系统AC功率信号；以及\n\t\t, 包括所述双向DC/DC功率逆变器和所述电力牵引系统功率逆变器模块的取电电路，当所述电气系统处于取电模式时，所述双向DC/DC功率逆变器提供外部电压信号且所述功率逆变器模块提供外部AC功率信号。\n\t\t, \n \n, 2.如权利要求1的系统，还包括用于在所述系统处于所述取电模式时将所述功率逆变器模块从所述高电压总线断开的至少一个接触器。\n\t\t, \n \n, 3.如权利要求1的系统，其中所述功率逆变器模块在所述双向DC/DC功率逆变器与所述燃料电池堆之间电连接至所述高电压总线。\n\t\t, \n \n, 4.如权利要求1的系统，还包括电连接至所述功率逆变器模块且接收系统AC功率信号的电力牵引电机。\n\t\t, \n \n, 5.如权利要求1的系统，还包括电连接至所述功率逆变器模块并接收外部AC功率信号的AC插座。\n\t\t, \n \n, 6.如权利要求1的系统，其中所述取电电路提供110伏的AC作为所述外部AC功率信号。\n\t\t, 7.一种用于燃料电池混合动力车辆的电气系统，所述系统包括：\n\t\t, 高电压总线；\n\t\t, 电连接至所述高电压总线的燃料电池堆；\n\t\t, 电连接至所述高电压总线的高电压电池；\n\t\t, 在所述燃料电池堆与所述高电压电池之间电连接至所述高电压总线的第一双向DC/DC功率逆变器；\n\t\t, 电连接至所述高电压总线的电力牵引系统功率逆变器模块，所述功率逆变器模块将所述高电压总线的高电压DC功率信号转换为系统AC功率信号；以及\n\t\t, 包括第二双向DC/DC功率逆变器和所述电力牵引系统功率逆变器模块的取电电路，所述第二双向DC/DC功率逆变器电连接至所述高电压总线和所述功率逆变器模块，当所述电气系统处于取电模式时，所述第二双向DC/DC功率逆变器提供外部电压信号且所述功率逆变器模块提供外部AC功率信号。\n\t\t, \n \n, 8.如权利要求7的系统，还包括电连接至所述功率逆变器模块并接收外部AC功率信号的AC插座。\n\t\t, \n \n, 9.如权利要求7的系统，还包括电连接至所述功率逆变器模块且接收所述系统AC功率信号的电力牵引电机。\n\t\t, \n \n, 10.如权利要求7的系统，其中所述第二双向DC/DC功率逆变器在所述第一双向DC/DC功率逆变器与所述高电压电池之间连接至所述高电压总线。\n\t\t, \n \n, 11.如权利要求7的系统，其中所述第二双向DC/DC功率逆变器在所述第一双向DC/DC功率逆变器与所述燃料电池堆之间连接至所述高电压总线。\n\t\t, \n \n, 12.如权利要求7的系统，还包括用于在所述系统处于所述取电模式时将所述功率逆变器模块从所述高电压总线断开的至少一个接触器。\n\t\t, \n \n, 13.如权利要求7的系统，其中所述功率逆变器模块在所述第一双向DC/DC功率逆变器与所述燃料电池堆之间电连接至所述高电压总线。\n\t\t, \n \n, 14.如权利要求7的系统，其中所述取电电路提供110伏的AC作为所述外部AC功率信号。\n\t\t, 15.一种用于混合动力车辆的电气系统，所述系统包括：\n\t\t, 高电压总线；\n\t\t, 电连接至所述高电压总线的电源；\n\t\t, 电连接至所述高电压总线的高电压电池；\n\t\t, 在所述电源与所述高电压电池之间电连接至所述高电压总线的双向DC/DC功率逆变器；\n\t\t, 在所述双向DC/DC功率逆变器与所述电源之间电连接至所述高电压总线功率逆变器模块的电力牵引系统功率逆变器模块，所述电力牵引系统功率逆变器模块将所述高电压总线的高电压DC功率信号转换为系统AC功率信号；以及\n\t\t, 包括所述双向DC/DC功率逆变器和所述电力牵引系统功率逆变器模块的取电电路，当所述电气系统处于取电模式时，所述双向DC/DC功率逆变器提供外部电压信号且所述电力牵引系统功率逆变器模块提供外部AC功率信号。\n\t\t, \n \n, 16.如权利要求15的系统，还包括用于在所述系统处于所述取电模式时将所述电力牵引系统功率逆变器模块从所述高电压总线断开的至少一个接触器。\n\t\t, \n \n, 17.如权利要求15的系统，其中所述电源为燃料电池堆。\n\t\t, \n \n, 18.如权利要求15的系统，还包括电连接至所述电力牵引系统功率逆变器模块且接收所述系统AC功率信号的电力牵引电机。\n\t\t, \n \n, 19.如权利要求15的系统，还包括电连接至所述电力牵引系统功率逆变器模块并接收所述外部AC功率信号的AC插座。\n\t\t, \n \n, 20.如权利要求15的系统，其中所述取电电路提供110伏的AC作为所述外部AC功率信号。\n\t\t\n\t\t\t\t | CN | China | Expired - Fee Related | H | True |
| 412 | 车辆用电池系统 \n | CN113497282A | NaN | 本发明提供能够恰当控制搭载于车辆的电池的车辆用电池系统。在该电池系统中，设置搭载于车辆且能够更换并由发电装置（4）充电并对车辆辅助设备（5）进行电力供应的充电式电池（200）和控制模组（90）。判定作为充电式电池（200）搭载于车辆的是由锂离子电池（20）构成的第1电池和充电效率低于该第1电池的第2电池（30）中的哪种电池，相较于判定搭载有第1电池时，在判定作为充电式电池（200）搭载有第2电池时，降低发电装置（4）的最大发电电压。 | CN:202110192943.9A | https://patentimages.storage.googleapis.com/c5/4b/31/fd70e4605dc8b8/CN113497282A.pdf | NaN | 宫部贵盛, 北村成基, 为谷荣太郎, 增田涉 | Mazda Motor Corp | US:20050057216:A1, JP:2009054373:A, JP:2010154599:A | Not available | 2002-12-31 | 1.一种车辆用电池系统，其是搭载有发电装置的车辆的电池系统，其特征在于包括：, 充电式电池，搭载于车辆且能够更换，并且由所述发电装置充电，对车辆的辅助设备进行电力供应；, 控制模组，判定由锂离子电池组成的第1电池和充电效率低于该第1电池的第2电池中的哪种电池作为所述充电式电池搭载于车辆上，并且，相较于判定为搭载有所述第1电池时，在判定所述第2电池作为所述充电式电池搭载时，降低所述发电装置的最大发电电压。, 2.根据权利要求1所述的车辆用电池系统，其特征在于：, 所述第1电池包括具有信号发送部的种类的电池，该信号发送部能够接受来自所述控制模组的指令并向该控制模组发送特定信号，, 所述控制模组向所述充电式电池发出指令，让其向所述控制模组发送所述特定信号，并在接收到所述特定信号时，判定作为所述充电式电池搭载有所述第1电池，在未接收到所述特定信号时，判定作为所述充电式电池搭载有所述第2电池。, 3.根据权利要求2所述的车辆用电池系统，其特征在于：, 所述控制模组在从点火开关打开起到所述发电装置要开始发电的期间，判定是所述第1电池还是所述第2电池作为所述充电式电池搭载于车辆上。, 4.根据权利要求1所述的车辆用电池系统，其特征在于：, 所述控制模组具备能够接受在所述充电式电池流动的电流的信息的电流信息接受部，并基于在所述充电式电池充电时所述电流信息接受部接受的信息，来判定所述充电式电池是所述第1电池还是所述第2电池。, 5.根据权利要求4所述的车辆用电池系统，其特征在于：, 所述控制模组基于所述电流信息接受部接受的信息，判定在所述充电式电池充电时在该充电式电池流动的电流是否超过一定判定电流，在所述电流超过所述判定电流的情况下判定所述充电式电池是所述第1电池，在其他情况下判定所述充电式电池是所述第2电池。 | CN | China | Pending | H | True |
| 413 | 电动汽车智能高压配电盒 \n | CN202888749U | 技术领域\n\t本实用新型涉及电动汽车高压电气系统，尤其是涉及电动汽车智能高压配电盒。\n\t背景技术\n\t高压电气系统是电动汽车的动力来源与传输系统，电动汽车高压配电盒是高压电气系统中的核心装置，其作用是通过继电器控制将动力电池的高压直流电源与车载充电机、空调、直流电压转换器（DC/DC）、转向电机及主电机等一系列的高压总成连接。随着电动汽车技术的发展，现有的分散式控制方式由于其安全性低，结构复杂，可维护性较低等不利因素逐渐受到市场淘汰。因此，电动汽车高压配电盒的设计正向着小型化、集成化、智能化、高效化方向发展。\n\t发明内容\n\t本实用新型目的在于提供一种电动汽车智能高压配电盒。\n\t为实现上述目的，本实用新型采取下述技术方案：\n\t本实用新型所述的电动汽车智能高压配电盒，包括控制单元、电源分配单元；所述电源分配单元包括主继电器、预充电继电器、充电继电器、暖风继电器、空调继电器、直流电压转换继电器；所述控制单元包括微控制器，连接于所述微控制器通信接口的CAN总线通讯模块，以及连接于微控制器控制输出端的IO接口驱动模块和信号输入端的触点检测接口模块；所述主继电器、预充电继电器、充电继电器、暖风继电器、空调继电器、直流电压转换继电器的驱动线圈分别与所述IO接口驱动模块连接；主继电器、预充电继电器、充电继电器、暖风继电器、空调继电器、直流电压转换继电器的触点状态检测端分别与所述触点检测接口模块连接；主继电器开关触点的一端与总电源插座正极电连接，另一端分别与主电机电源插座、暖风机电源插座、空调机电源插座的正极连接，并与转向电机电源插座的正极连接；充电继电器的开关触点一端与总电源插座正极电连接，另一端分别与车载充电插座、直流充电插座的正极连接；直流电压转换继电器的开关触点一端与总电源插座正极电连接，另一端与直流电压转换插座正极连接；总电源插座负极分别与主电机电源插座、暖风机电源插座、空调机电源插座、转向电机电源插座、直流电压转换插座、车载充电插座、直流充电插座的负极连接。\n\t在所述控制单元的信号输入接口连接有绝缘监测模块。 \n\t本实用新型优点在于集成化程度高，大大减小了高压配电盒总成的体积，通过增所述控制单元及电源分配单元，使得配电盒作为一个智能化单元能够对自身发生的故障及高压系统的安全故障进行实时监测，有效提高了电动汽车高压电气控制系统的可靠、安全性。\n\t附图说明\n\t图1是本实用新型的电路原理图。\n\t图2是图1中控制单元的电路原理框图。\n\t具体实施方式\n\t如图1、2所示，本实用新型所述的电动汽车智能高压配电盒，包括控制单元1、电源分配单元；所述电源分配单元包括主继电器2、预充电继电器3、充电继电器4、暖风继电器5、空调继电器6、直流电压转换继电器7；所述控制单元包括微控制器，连接于所述微控制器通信接口的CAN总线通讯模块，以及连接于微控制器控制输出端的IO接口驱动模块和信号输入端的触点检测接口模块；所述主继电器2、预充电继电器3、充电继电器4、暖风继电器5、空调继电器6、直流电压转换继电器7的驱动线圈分别与所述IO接口驱动模块连接；主继电器2、预充电继电器3、充电继电器4、暖风继电器5、空调继电器6、直流电压转换继电器7的触点状态检测端分别与所述触点检测接口模块连接；主继电器2开关触点的一端与总电源插座8正极电连接，另一端分别与主电机电源插座9、暖风机电源插座10、空调机电源插座11的正极连接，并与转向电机电源插座12的正极连接；充电继电器4的开关触点一端与总电源插座8正极电连接，另一端分别与车载充电插座13、直流充电插座14的正极连接；直流电压转换继电器7的开关触点一端与总电源插座8正极电连接，另一端与直流电压转换插座15正极连接；总电源插座8负极分别与主电机电源插座9、暖风机电源插座10、空调机电源插座11、转向电机电源插座12、直流电压转换插座15、车载充电插座13、直流充电插座14的负极连接。为实时监测高压系统对车身的漏电电流，及时检测出系统的绝缘失效故障，在所述控制单元1的信号输入接口连接有绝缘监测模块16。\n\t | 本实用新型公开了一种电动汽车智能高压配电盒，包括控制单元、电源分配单元；所述电源分配单元包括主继电器、预充电继电器、充电继电器、暖风继电器、空调继电器、直流电压转换继电器；所述控制单元包括微控制器，连接于所述微控制器通信接口的CAN总线通讯模块，以及连接于微控制器控制输出端的IO接口驱动模块和信号输入端的触点检测接口模块。本实用新型优点在于集成化程度高，大大减小了高压配电盒总成的体积，通过增所述控制单元及电源分配单元，使得配电盒作为一个智能化单元能够对自身发生的故障及高压系统的安全故障进行实时监测，有效提高了电动汽车高压电气控制系统的可靠、安全性。 | CN: 201220536631 | https://patentimages.storage.googleapis.com/6e/a9/89/aeaf67b1511af6/CN202888749U.pdf | CN:202888749:U | 路高磊, 王玉民, 张晓林, 李晨, 何俊, 娄世菊, 厉蕊, 刘阳, 李博, 叶倩, 李岐植, 周璞 | Zhengzhou Nissan Automobile Co Ltd | NaN | Not available | 2013-04-17 | 1.一种电动汽车智能高压配电盒，包括控制单元（1）、电源分配单元；其特征在于：所述电源分配单元包括主继电器（2）、预充电继电器（3）、充电继电器（4）、暖风继电器（5）、空调继电器（6）、直流电压转换继电器（7）；所述控制单元包括微控制器，连接于所述微控制器通信接口的CAN总线通讯模块，以及连接于微控制器控制输出端的IO接口驱动模块和信号输入端的触点检测接口模块；所述主继电器（2）、预充电继电器（3）、充电继电器（4）、暖风继电器（5）、空调继电器（6）、直流电压转换继电器（7）的驱动线圈分别与所述IO接口驱动模块连接；主继电器（2）、预充电继电器（3）、充电继电器（4）、暖风继电器（5）、空调继电器（6）、直流电压转换继电器（7）的触点状态检测端分别与所述触点检测接口模块连接；主继电器（2）开关触点的一端与总电源插座（8）正极电连接，另一端分别与主电机电源插座（9）、暖风机电源插座（10）、空调机电源插座（11）的正极连接，并与转向电机电源插座（12）的正极连接；充电继电器（4）的开关触点一端与总电源插座（8）正极电连接，另一端分别与车载充电插座（13）、直流充电插座（14）的正极连接；直流电压转换继电器（7）的开关触点一端与总电源插座（8）正极电连接，另一端与直流电压转换插座（15）正极连接；总电源插座（8）负极分别与主电机电源插座（9）、暖风机电源插座（10）、空调机电源插座（11）、转向电机电源插座（12）、直流电压转换插座（15）、车载充电插座（13）、直流充电插座（14）的负极连接。\n\t\t, \n \n, 2.根据权利要求1所述的电动汽车智能高压配电盒，其特征在于：在所述控制单元（1）的信号输入接口连接有绝缘监测模块（16）。\n\t\t | CN | China | Expired - Fee Related | NaN | True |
| 414 | Hybrid fuel storage and propulsion system for automobiles \n | WO2012120525A1 | HYBRID FUEL STORAGE AND PROPULSION SYSTEM FOR AUTOMOBILES RELATED APPLICATION Benefit is claimed to India Provisional Application No. 683/CHE/2011 , entitled "HYBRID FUEL STORAGE AND PROPULSION SYSTEM FOR AUTOMOBILES" by ANIL ANANTHKRISHNA, filed on March 07, 2011 , which is herein incorporated in its entirety by reference for all purposes. FIELD OF THE INVENTION The present invention generally relates to electric vehicles and more particularly relates to a hybrid vehicle. BACKGROUND OF THE INVENTION In automobile vehicle industry, electric vehicles are introduced to control air pollution caused due to IC engine powered vehicles. Currently, the electric vehicles are classified into two groups, namely pure electric and extended electric vehicles (also known as hybrid vehicles). The hybrid vehicles have a primary electric drive with associated batteries and an internal combustion engine coupled to an electric motor/generator. The hybrid vehicles have distinct advantage of allowing long travel, as atleast one source is always available to drive the vehicle. Hence, there is no risk of running out of fuel as it frequently happens with a traditional internal combustion powered vehicle. The hybrid vehicle can operate as an IC engine vehicle or as an electric vehicle or even as both. For example, driving on terrain or for long distances, IC engine can be used and for shorter distances electric propulsion system can be \n\n used. These advantages come at the costs of approximately one third higher vehicle weight and price. Further, incorporation of both internal combustion engine and electric motor assembly in the hybrid vehicle makes the system bulky and more complex. The vehicle's suspension, transmission, primary motor all must be designed for the additional weight of a redundant drive train and its fuel. In addition to the above, the need of large battery for fuel storage occupies larger space. BRIEF DESCRIPTION OF THE ACCOMPANYING DRAWINGS Figure 1 is a block diagram illustrating a hybrid fuel storage and propulsion unit meant for converting an IC engine vehicle to a hybrid vehicle, according to one embodiment. Figure 2 illustrates a schematic diagram of an IC engine two wheeled vehicle retrofitted with the hybrid fuel storage and propulsion unit, according to one embodiment. Figure 3 illustrates a schematic diagram of an IC engine two wheeled vehicle retrofitted with the hybrid fuel storage and propulsion unit, according to another embodiment. Figure 4 illustrates a schematic diagram of a four wheeled hybrid car attached with a trailer car including the fuel storage and propulsion unit, according to yet another embodiment. Figure 5 illustrates a schematic diagram of a hybrid three wheeler attached with the trailer car including the fuel storage and propulsion unit, according to yet another embodiment. \n\n Figure 6 is a schematic diagram of a two wheeled hybrid vehicle with a side car including the hybrid fuel storage and propulsion unit, according to yet a further embodiment. DETAILED DESCRIPTION OF THE INVENTION The present invention provides a hybrid fuel storage and propulsion system for automobiles. The following description is merely exemplary in nature and is not intended to limit the present disclosure, applications, or uses. It should be understood that throughout the drawings, corresponding reference numerals indicate like or corresponding parts and features. Figure 1 is a block diagram illustrating a hybrid fuel storage and propulsion unit 100 meant for converting a IC engine vehicle to a hybrid vehicle, according to one embodiment. The hybrid fuel storage and propulsion unit 100 includes an energy storage unit 102, a fuel cell unit 104, an energy storage management system 106, an electronic motor control and event management system 108, and a charger 1 10. These components together enable to convert an IC engine vehicle into a hybrid vehicle to cause an IC engine vehicle (e.g., car, motorbike, auto-rickshaw, cars, trucks and so on) run in a pure electric mode or hybrid mode. The energy storage unit 102 includes one or more batteries which stores electric energy required for driving an IC engine vehicle 1 16 in pure electric mode or hybrid mode. Each of the one or more batteries is formed using electro-chemical storage cells. The one or more batteries may be a single chemistry or hybrid chemistry batteries with a single pole terminal or multi-pole terminals on each cell. The batteries may also include super-capacitors to enhance reduced equivalent series resistance (ESR) and increase efficiency of regenerative braking. \n\n The fuel cell unit 104 converts fuel energy into electrical energy and replenishes charge of the energy storage unit 102. The fuel cell unit 104 includes a fuel storage tank 112 for storing fuel such as methanol or hydrogen. The fuel cell unit 104 includes a fuel cell 114 for generating electrical energy using the fuel stored in the storage tank 112. The fuel cell unit 104 replenishes charge of the energy storage unit 102 upon opportunity (e.g., traffic stop, parking stop, during IC engine mode operation, etc.) The energy storage management system 106 manages electric energy stored in the energy storage unit 102. For example, the energy storage management system 106 controls rate of charge, rate of discharge, monitors temperature, and keeps track of input/output energy count. Additionally, the management system 106 maintains storage cells within the energy storage unit 102 in balance with one another. The electronic motor control and event management system 108 includes one or more microcontrollers for monitoring various parameters associated with the operation of a hybrid vehicle. For example, the management system 108 checks for fuel levels in the fuel storage tank 112, checks for energy density within the batteries by communicating with the energy storage management system 106. The management system 108 also checks motor temperature and revolutions/minute, checks for engine temperature, transmission ratio, fuel consumption, checks window for opportunity changing, check for regenerative braking, controls engine functions and energy levels, controls functions of electric motors, commutates motor poles for rotation, governs speed and torque of the IC engine 116 and the electric motor for optimum performance and efficiency. The management system 108 has mechanism that performs regenerative braking through the electric motors and also performs constant recharging of batteries. \n\n The charger 1 10 may include a grid based high frequency switch mode fast battery charger and an onboard fuel cell based battery charger for replenishing the charge of the energy storage unit 102. The grid based charger performs required power conversion to charge batteries using energy from the grid using a high frequency switch mode power converter. The grid based charger is an intelligent high frequency switch mode fats charger that is either portable or integrated into vehicle chassis. The onboard fuel cell based battery charger controls and manages power conversion from the fuel cell to the batteries. Figure 2 illustrates a schematic diagram of an IC engine two wheeled vehicle 200 retrofitted with the hybrid fuel storage and propulsion unit 100, according to one embodiment. The IC engine two wheeled vehicle 200 is a two wheeled vehicle running on power from the IC engine 1 16. As can be seen, the IC engine two wheeled vehicle 200 is converted into a hybrid two wheeled vehicle by retrofitting the hybrid fuel storage and propulsion unit 100 onto the IC engine two wheeled vehicle 200. In Figure 2, the hybrid fuel storage and propulsion unit 100 includes the energy storage unit 102, the energy storage management system 106, the electronic motor control and event management system 108, the charger 1 10, the fuel storage unit 1 12, the fuel cell 1 14, and a fossil fuel/bio-fuel storage unit 202. The fuel storage unit 1 12, the fuel cell 1 14, and the fossil fuel/bio-fuel storage unit 202 are housed in an enclosure 204 of the two wheeled vehicle 200. Further, the energy storage unit 102, the energy storage management system 106, the electronic motor control and event management system 108, the charger 1 10 are housed in a compartment beneath the enclosure 204, where the said compartment can be separate or a part of the enclosure 204. , The IC engine two wheeled vehicle 200 consists of a front wheel 206 and a rear wheel 208 constructed such that the wheel rim is detachable completely or partially \n\n from the vehicle such that it provides for ease of removing the same for rectifying a flat tyre or changing the same as when required. The wheels 206 and 208 of the two wheeled vehicle 200 are drivingly coupled to electric motors 210. The electric motors 210 can be a hub motor integrated in each of the front wheel 206 and the rear wheel 208 or separate electric motors drivingly coupled the front wheel 206 and the rear wheel 208 via mechanical transmission. These electric motors 210 can be either a single motor or multiple stators with a single housed rotor or inter-coupled rotor mechanisms with independent commutation and control systems. The electric motors 210 are configured to drive the wheels 206 and 208, pure electric mode or hybrid mode and are configured as generators driven by the wheels 206 and 208 in an IC engine mode and regenerative mode. In an IC engine mode, the two wheeled vehicle 200 runs on IC engine power received from the IC engine 116. It is appreciated that, the IC engine 116 is run on fossil fuel such as gasoline, and diesel, or bio-fuels supplied from the fossil fuel/bio- fuel storage unit 202. During the pure electric mode or hybrid mode, the hybrid fuel storage and propulsion unit 100 provides electric power to the electric motors 210 to run the two wheeled vehicle 200 in a pure electric mode or a hybrid mode. In other words, the electric motors 210 drives the two wheeled vehicle 200 using the electric power received from the hybrid fuel storage and propulsion unit 100 during the pure electric mode or hybrid mode of operation. Specifically, during the pure electric mode, the fuel storage and propulsion unit 100 drives the motors 210 through electric power which in turn drive the wheels 206 and 208. During the hybrid mode, the IC engine 116 is drivingly coupled to the electric motors 210 via mechanical transmission unit such that the wheels 206 and 2 0 are driven by power from the IC engine 116 as well as the electric motors 210 that are driven by the fuel storage and propulsion unit 100. Figure 3 illustrates a schematic diagram of an IC engine two wheeled vehicle 300 retrofitted with the hybrid fuel storage and propulsion unit 100, according to another \n\n embodiment. In the IC engine two wheeled vehicle 300, the energy storage unit 102, the energy storage management system 106, the electronic motor control and event management system 108, the charger 110 are housed in a crash guard 302. The crash guard 302 is specially designed to accommodate the above components of the fuel storage and propulsion unit 100. This makes the fuel storage and propulsion unit 100 easily retrofitted to the IC engine two wheeled vehicle 300. Also, the crash guard 302 carrying the above components helps save storage space in the two wheeled vehicle 200. More importantly, the crash guard 302 can be fitted to vehicles that cannot accommodate these components due to space constraint. One skilled in the art can realize that the hybrid fuel storage and propulsion unit 100 can be retrofitted to any type of IC engine vehicles, including three or more wheels, moped or scooters and not limited to two wheeled motorbikes, for running the IC engine vehicle on electric power and/or IC engine power. Although the foregoing description illustrates the fuel storage and propulsion unit 100 retrofitted into the IC engine vehicle, one skilled in the art will understand that the fuel storage and propulsion unit 100 can be externally attached to the IC engine vehicle to convert the IC engine vehicle to a hybrid vehicle as illustrated in Figures 4 through 6. Figure 4 illustrates a schematic diagram of a four wheeled hybrid car 400 attached with a trailer car 404 including the fuel storage and propulsion unit 100, according to yet another embodiment. The hybrid vehicle 400 consists of an IC engine vehicle 402 (e.g., a four wheeled automobile) and a trailer car 404 attached to the IC engine vehicle 402. The trailer car 404 includes a trailer frame 406 configured to be coupled to the IC engine vehicle 402. The trailer car 404 is attached to the rear end of the IC engine vehicle 402 by means of a hitch mechanism or any other joint \n\n mechanism 408. The trailer car 404 contains the hybrid fuel storage and propulsion unit 100 disposed on the trailer frame 406. As illustrated, the IC engine vehicle 402 consists of front wheels 410 and rear wheels 412. The wheels 410 and 412 are constructed such that the wheel rim is detachable completely or partially from the vehicle 402 such that it provides for ease of removing the same for rectifying a flat tyre or changing the same as when required. The wheels 410 and 412 can be either integrated with a hub motor or drivingly coupled to a separate electric motor. In Figure 4, the wheels 410 and 412 are shown as drivingly coupled to the separate electric motor 416. The separate electric motor 416 can be either a single motor or multiple stators with a single housed rotor or inter-coupled rotor mechanisms with independent commutation and control systems. The electric motor 416 is configured to drive the wheels 410 and 412 in a pure electric mode or hybrid mode. During the IC engine mode and regenerative braking mode, the electric motor 416 is configured as a generator driven by the wheels 410 and 412. In an IC engine mode, the IC engine vehicle 402 runs on IC engine drive received from the IC engine 116. It is appreciated that, the IC engine 116 is run on fossil fuel such as gasoline, diesel or bio-fuels. The IC engine vehicle 402 includes a fuel tank 414 for storing and supplying the fossil fuel and/or bio-fuels to the IC engine 116. In case the IC engine vehicle 402 runs on the IC engine mode, the trailer car 404 may be electrically or mechanically decoupled from the IC engine vehicle 402. During the pure electric mode or hybrid mode, the hybrid fuel storage and propulsion unit 100 provides electric power to the electric motor 416 to run the IC engine vehicle 402 in a pure electric mode or a hybrid mode. In other words, the electric motor 416 drives the IC engine vehicle 402 using the electric power received from the hybrid fuel storage and propulsion unit 100 during the pure electric mode or hybrid mode of operation. Specifically, during the pure electric \n\n mode, the fuel storage and propulsion unit 100 drives the electric motor 416 through electric power which in turn drives the wheels 410 and 412 of the IC engine vehicle 402. During the hybrid mode, the IC engine 116 is drivingly coupled to the electric motor 416 via mechanical transmission unit such that the wheels 410 and 412 are driven by power from the IC engine 116 as well as the electric motor 416 that are driven by the fuel storage and propulsion unit 100. The fuel storage and propulsion unit 100 is also configured to provide motive power a trailer car 404 while the IC engine vehicle 402 is moving so that the trailer car 404 moves without applying a substantial load to the normal IC engine vehicle 402. The wheels 418 of the trailer car 404 may optionally be drivingly coupled to a motor/generator 420 through appropriate mechanical transmissions for driving the wheels 418 using electric power as shown in Figure 4. Alternatively, each of the wheels 418 can be integrated with the hub motor 420 for directly driving the wheels 418 of the trailer car 404 using the electric power. The motor/generator 420 can be either a single motor or multiple stators with a single housed rotor or inter-coupled rotor mechanisms with independent commutation and control systems. The motor/generator 420 may also be configured to generate and store electrical energy due to regenerative braking during the regenerative braking mode and IC engine mode. The wheels 418 may have mechanical braking mechanism and are constructed such that the wheel rim is detachable completely or partially from the trailer car 404 such that it provides for ease of removing the same for rectifying a flat tyre or changing the same as when required. Although, the above description is made with reference to usage of the trailer car 404 to propel four wheeled hybrid vehicle 400, one can envision that the trailer car 404 with the hybrid fuel storage and propulsion unit 100 can be used to propel IC engine vehicle with three wheels such as auto-rickshaw or with more than four wheels such as trucks and buses. An example of a three wheeled hybrid auto- \n\n rickshaw 500 attached with the trailer car 404 including the hybrid fuel storage and propulsion unit 100 is shown in Figure 5, according to further another embodiment. Figure 6 is a schematic diagram of a two wheeled hybrid vehicle 600 with a side car 602 including the hybrid fuel storage and propulsion unit 100, according to yet a further embodiment. In Figure 6, the hybrid vehicle 600 is an IC engine based two wheeled vehicle 604 with a side car 602 including the hybrid fuel storage and propulsion unit 100. The side car 602 includes the fuel storage and propulsion unit 100 and is similar to the trailer car 404 of the Figures 4 and 5, except the side car 602 is coupled to the side of the two wheeled vehicle 604 such as motor-cycle using a connecting rod 606. Also, it can be seen in Figure 6 that, the two wheeled hybrid vehicle 600 may also house the hybrid fuel storage and propulsion unit 100 which can be used by the IC engine vehicle 604 in absence of the side car 602. It will be recognized that the above described invention may be embodied in other specific forms without departing from the spirit or essential characteristics of the disclosure. Thus, it is understood that, the invention is not to be limited by the foregoing illustrative details, but it is rather to be defined by the appended claims. \n | The present invention provides a hybrid vehicle having fuel storage and electric propulsion system in a trailer car. A hybrid vehicle includes an IC engine vehicle, and a hybrid fuel storage and propulsion unit coupled to the IC engine vehicle for providing electric power to the IC engine vehicle to run in a pure electric mode or a hybrid mode. The fuel storage and propulsion unit can be disposed in a side car for two wheeled IC engine vehicle and a trailer car for three or more wheeled IC engine vehicle. Alternatively, the fuel storage and propulsion unit can be employed within the IC engine vehicle to run the IC engine vehicle in a pure electric mode or hybrid mode. The hybrid fuel storage and propulsion unit includes an energy storage unit, a fuel cell unit, an energy storage management system, and an electronic motor control and event management system. | PC:T/IN2011/000357 | https://patentimages.storage.googleapis.com/ac/51/b0/27b8233ab1028d/WO2012120525A1.pdf | NaN | Anil Ananthakrishna | Anil Ananthakrishna | US:20050230168:A1, US:20070199746:A1, US:20100106351:A1, US:7681676, US:20090223725:A1, US:20100155161:A1, US:20110046831:A1 | 2012-11-13 | 2012-11-13 | 1. A hybrid vehicle comprising: , an IC engine vehicle; and , a hybrid fuel storage and propulsion unit configured to be retrofitted in the IC engine vehicle for providing electric power to the IC engine vehicle to run the IC engine vehicle in at least one of a pure electric mode and a hybrid mode. , 2. The vehicle of claim 1 , wherein the IC engine vehicle comprises at least one front wheel and at least one rear wheel. , 3. The vehicle of claim 2, wherein the hybrid fuel storage and propulsion unit comprises one or more electric motors drivingly coupled to each of the at least one front wheel and at least one rear wheel. , 4. The vehicle of claim 3, wherein the one or more electric motors coupled to each of the at least one front wheel and the at least one rear wheel are configured to receive electric power from the hybrid fuel storage and propulsion unit to drive the respective at least one front wheel and the at least one rear wheel. , 5. The vehicle of claim 4, wherein the IC engine vehicle comprises an IC engine drivingly coupled to the one or more electric motors via a mechanical transmission unit during the hybrid mode of the IC engine vehicle. , 6. The vehicle of claim 5, wherein the electric motors are selected from the group consisting of hub motors and external motors. , 7. The vehicle of claim 1 , wherein the hybrid fuel storage and propulsion unit comprises: an energy storage unit for storing electric energy required for driving the IC engine vehicle in a pure electric mode or a hybrid mode; , a fuel cell unit for converting fuel energy into electrical energy and replenishing charge of the energy storage unit; , an energy storage management system for managing the electric energy stored in the energy storage unit; and , an electronic motor control and event management system for managing parameters associated with the operation of the hybrid vehicle. , 8. The vehicle of claim 7, wherein the energy storage unit comprises one or more batteries, each of the batteries includes electro-chemical storage cells and super- capacitors. , 9. The vehicle of claim 8, wherein the hybrid fuel storage and propulsion unit further comprises a high frequency switch mode fast charger for replenishing charge of at least one of the fuel cell unit and the one or more batteries using an external charging point. , 10. The vehicle of claim 9, wherein the fuel cell unit comprises: , at least one fuel storage tank for storing fuel to generate electrical energy; and at least one fuel cell for generating electrical energy using the fuel stored in the at least one fuel storage tank. , 11. The vehicle of claim 10, wherein the hybrid fuel storage and propulsion unit comprises a fuel storage tank for storing and supplying fossil fuel/bio-fuel to the IC engine of the IC engine vehicle. , 12. The vehicle of claim 10, wherein the fuel tank houses the fuel cell unit. , 13. The vehicle of claim 11 , wherein the IC engine vehicle comprises a crash guard housing the energy storage unit, the energy storage management system and the electronic motor control and event management system, and the high frequency switch mode fast charger. , 14. A hybrid fuel storage and propulsion unit comprising: , an energy storage unit for storing electric energy in a chemical form; , a fuel cell unit for converting fuel energy into electrical energy and replenishing charge of the energy storage unit; , an energy storage management system for managing the electric energy stored in the energy storage unit; and , an electronic motor control and event management system for managing parameters associated with the operation of the hybrid vehicle, wherein the hybrid fuel storage and propulsion unit is configured to be retrofitted in an IC engine vehicle for providing electric power from the energy storage unit to the IC engine vehicle to cause the IC engine vehicle run in at least one of a pure electric mode and a hybrid mode. , 15. The hybrid fuel storage and propulsion unit of claim 14, wherein the energy storage unit comprises one or more batteries, each of the batteries includes electrochemical storage cells and super-capacitors. , 16. The hybrid fuel storage and propulsion unit of claim 14, further comprising a high frequency switch mode fast charger for replenishing charge of at least one of the fuel cell unit and the one or more batteries using an external charging point. , 17. The hybrid fuel storage and propulsion unit of claim 14, wherein the fuel cell unit comprises: , at least one fuel storage tank for storing fuel to generate electrical energy; and at least one fuel cell for generating electrical energy using the fuel stored in the at least one fuel storage tank. , 18. The hybrid fuel storage and propulsion unit of claim 14 further comprises a fuel storage tank for storing and supplying fossil fuel or bio-fuel to the IC engine of the, IC engine vehicle. , I , 19. The hybrid fuel storage and propulsion unit of claim 18, wherein the energy storage unit, the energy storage management system and the electronic motor control and event management system, and the high frequency switch mode fast charger are housed in a crash guard of the IC engine vehicle, wherein the IC engine vehicle is a two wheeled IC engine vehicle. , 20. The hybrid fuel storage and propulsion unit of claim 18, wherein the fuel cell unit is housed in the fuel tank. , 21 . A hybrid vehicle comprising: , an IC engine vehicle; and , a hybrid fuel storage and propulsion car coupled to the IC engine vehicle comprising: , a frame configured to be coupled to the IC engine vehicle; and , a hybrid fuel storage and propulsion unit disposed on the frame for providing electric power to the IC engine vehicle to run the IC engine vehicle in at least one of a pure electric mode and a hybrid mode. , 22. The vehicle of claim 21 , wherein the IC engine vehicle comprises at least one front wheel and at least one rear wheel \ , 23. The vehicle of claim 22, wherein the IC engine vehicle comprises one or more electric motors drivingly coupled to the at least one front wheel and at least one rear wheel. , 24. The vehicle of claim 23, wherein the one or more electric motors drivingly coupled to each of the at least one front wheel and the at least one rear wheel are configured to receive electric power from the hybrid fuel storage and propulsion unit to drive the respective at least one front wheel and the at least one rear wheel. , 25. The vehicle of claim 24, wherein the IC engine vehicle comprises an IC engine drivingly coupled to the one or more electric motors via a mechanical transmission unit during the hybrid mode of the IC engine vehicle. , 26. The vehicle of claim 25, wherein the one or more electric motors are selected from the group consisting of hub motors and external electric motors. , 27. The vehicle of claim 21 , wherein the hybrid fuel storage and propulsion unit comprises: , an energy storage unit for storing electric energy required for driving the IC engine vehicle; , a fuel cell unit for converting fuel energy into electrical energy and replenishing charge of the energy storage unit; , an energy storage management system for managing the electric energy stored in the energy storage unit; and , an electronic motor control and event management system for managing parameters associated with the operation of the hybrid vehicle. , 28. The vehicle of claim 27, wherein the energy storage unit comprises one or more batteries, each of the batteries includes electro-chemical storage cells and super- capacitors. , 29. The vehicle of claim 28, wherein the hybrid fuel storage and propulsion unit further comprises a high frequency switch mode fast charger for replenishing charge of at least one of the fuel cell unit and the one or more batteries using an external charging point. , 30. The vehicle of claim 29, wherein the high frequency switch mode fast charger is selected from the group consisting of a grid based high frequency switch mode fast battery charger and a fuel cell based charger. , 31. The vehicle of claim 30, wherein the fuel cell unit comprises: , at least one fuel storage tank for storing fuel to generate electrical energy; and at least one fuel cell for generating electrical energy using the fuel stored in the at least one fuel storage tank. , 32. The vehicle of claim 21 , wherein the IC engine vehicle comprises a fuel storage tank for storing and supplying fossil fuel or bio-fuel to the IC engine of the IC engine vehicle. , 33. The vehicle of claim 21 , wherein the hybrid fuel storage and propulsion car comprises electric motors drivingly coupled to wheels of the hybrid fuel storage and propulsion car, and wherein the electric motors are selected from the group consisting of hub motors and external motors. , 34. The vehicle of claim 33, wherein the electric motors are configured to receive electric power from the hybrid fuel storage and propulsion unit to provide motive power to the hybrid fuel storage and propulsion car. , 35. The vehicle of claim 34, wherein the electric motors is configured to generate electric during IC engine mode and regenerative braking mode. , 36. The vehicle of claim 21 , wherein the hybrid fuel storage and propulsion car is selected from the group consisting of a trailer car and a side car. , 37. A trailer car comprising: , a trailer frame configured to be coupled to an IC engine vehicle; and , a hybrid fuel storage and propulsion unit disposed on the trailer frame for providing electric power to the IC engine vehicle to run the IC engine vehicle in at least one of a pure electric mode and a hybrid mode. , 38. The trailer car of claim 37, wherein the hybrid fuel storage and propulsion unit comprises: , energy storage unit for storing electric energy required for driving the IC engine vehicle in the at least one of a pure electric mode or a hybrid mode; , a fuel cell unit for converting fuel energy into electrical energy and charging the energy storage unit; , an energy storage management system for managing the electric energy stored in the energy storage unit; and , an electronic motor control and event management system for managing parameters associated with the operation of the hybrid vehicle. , 39. The trailer car of claim 38, wherein the energy storage unit comprises one or more batteries, each of the batteries includes electro-chemical storage cells and super-capacitors. , 40. The trailer car of claim 37, wherein the hybrid fuel storage and propulsion unit further comprises a charger for replenishing at least one of the fuel cell unit and the one or more batteries using an external charging point. , 41. The trailer car of claim 40, wherein the charger is selected from the group consisting of a grid based high frequency switch mode fast battery charger and a fuel cell based charger. , 42. The trailer car of claim 38, wherein the fuel cell unit comprises: , at least one fuel storage tank for storing fuel to generate electrical energy; and at least one fuel cell for generating electrical energy using the fuel stored in the at least one fuel storage tank. , 43. The trailer car of claim 37, further comprising an electric motor drivingly coupled to each of wheels of the trailer car. , 44. The trailer car of claim 37, wherein the electric motor is selected from the group consisting of hub motor and external electric motor. , 45. The trailer car of claim 44, wherein the electric motor is configured to receive electric power from the hybrid fuel storage and propulsion unit to provide motive power to the trailer car. , 46. The trailer car of claim 46, wherein the electric motor is configured to generate electric energy due to regenerative braking during an IC engine mode and regenerative braking mode. , 47. A side car comprising: , a side car frame configured to be coupled to an IC engine vehicle, wherein the IC engine vehicle comprises at least two wheels; and , a hybrid fuel storage and propulsion unit disposed on the side car frame for providing electric power to the IC engine vehicle to run the IC engine vehicle in at least one of a pure electric mode and a hybrid mode. , 48. The side car of claim 47, wherein the hybrid fuel storage and propulsion unit comprises: , energy storage unit for storing electric energy required for driving the IC engine vehicle in the at least one of a pure electric mode or a hybrid mode; a fuel cell unit for converting fuel energy into electrical energy and charging the energy storage unit; , an energy storage management system for managing the electric energy stored in the energy storage unit; and , an electronic motor control and event management system for managing , i , parameters associated with the operation of the hybrid vehicle. , 49. The side car of claim 48, wherein the energy storage unit comprises one or more batteries, each of the batteries includes electro-chemical storage cells and super- capacitors. , 50. The side car of claim 49, wherein the hybrid fuel storage and propulsion unit further comprises a charger for replenishing charge of at least one of the fuel cell unit and the one or more batteries using an external charging point. , 51. The side car of claim 50, wherein the charger is selected from the group consisting of a grid based high frequency switch mode fast battery charger and a fuel cell based charger. , 52. The side car of claim 48, wherein the fuel cell unit comprises: , at least one fuel storage tank for storing fuel to generate electrical energy; and at least one fuel cell for generating electrical energy using the fuel stored in the at least one fuel storage tank. , 53. The side car of claim 47, further comprising an electric motor drivingly coupled to each of wheels of the side car. , 54. The side car of claim 53, wherein the electric motor is selected from the group consisting of hub motor and external electric motor. , 55. The side car of claim 54, wherein the electric1 motor is configured to receive electric power from the hybrid fuel storage and propulsion unit to provide motive power to the side car. , 56. The side car of claim 55, wherein the electric motor is configured to generate electric energy due to regenerative braking during an IC engine mode and regenerative braking mode. | WO | WIPO (PCT) | NaN | B | True |
| 415 | 双能量源电驱动系统上下电控制方法 \n | CN109606203B | 技术领域本发明属于电动汽车上下电技术领域，特别涉及一种带有燃料电池和动力电池的双能量源电驱动系统上下电协调控制方法。背景技术发展燃料电池电动汽车是解决能源危机与环境污染的重要途径，不同于传统汽车及纯电动汽车，燃料电池汽车具动力电池、燃料电池、驱动电机、DCDC等高压附件，为保障燃料电池汽车的高压功能安全，合理的整车高压上下电策略对提升动力电池、燃料电池等高压部件的使用寿命具有非常重要的意义。在电动汽车上下控制方法已授权的专利中，授权号为ZL2016101459983，授权时间为2017年12月9日，给出一种电动车集成式高压上下电控制方法，该方法在针对当前的纯电动汽车、油电混合动力汽车提供了非常理想的上下电方案，然而现有技术多针对纯电动汽车及混合动力汽车进行上下电管理，对于带有燃料电池和动力电池的双能量源驱动系统，其上下电过程会因为能量源的增加而导致对继电器控制的自由度增加，若不能基于车辆运行过程及能量源的工作特性充分考虑双能量源系统的上下电顺序及合理的跳变逻辑，可能会导致燃料电池和动力电池的双能量源驱动系统频繁上下电，高压系统运行效率低等问题，也会缩短高压附件尤其是燃料电池与动力电池的寿命。发明内容本发明是旨在解决燃料电池和动力电池双能量源驱动的燃料电池汽车上下电策略问题，提出一种双能量源电驱动系统上下电控制方法。该燃料电池汽车上下电策略集成了整车低压上下电控制、行车过程和停车过程的高压上下电控制，并在策略中基于燃料电池和动力电池和工作特性及车辆状态设置合理跳转、对燃料电池与动力电池的高压上下电逻辑做合理跳转和过渡，在有效防止频繁高压上下电的同时，提升系统的使用效率和寿命。本发明所述的燃料电池和动力电池双能量源驱动的燃料电池汽车上下电控制方法是通过如下技术方案实现的：整车上下电控制方法包括的顶层状态包括低压上电策略，行车过程、停车燃料电池为动力电池充电过程、燃料电池紧急关闭过程和动力电池紧急关闭过程时高压下电策略，还包括低压下电策略。行车过程的高压上下电策略是指在汽车起步、加速、稳定行驶及减速至停车过程对燃料电池与动力电池主继电器的控制策略。当进行车辆纯电起步或者整车需求功率较低时，进入到动力电池驱动模式BEV，动力电池高压上电；燃料电池达到开启要求时，可进入到燃料电池行车模式FCBEV，此时动力电池仍保持主继电器吸合状态，燃料电池高压上电；功率需求稳定时可进入到燃料电池驱动模式FCEV，动力电池高压下电进入到待命状态，燃料电池主继电器保持闭合。停车燃料电池为动力电池充电过程的高压上下电策略是指在停车时，如果仪表盘显示动力电池SOC需要被充电时，驾驶员打开燃料电池为动力电池充电开关后对燃料电池和动力电池主继电器的控制策略；燃料电池紧急关闭过程和动力电池紧急关闭过程的高压下电策略是指当燃料电池或动力电池出现故障或者跳转超时对燃料电池和动力电池主继电器的控制策略。所述的低压上电及顶层过程切换策略描述如下：当驾驶员将钥匙转到ON位置，或者钥匙处于OFF位置，但是燃料电池为动力电池充电开关打开，低压部件与动力电池建立连接，即低压上电状态的触发方式包括驾驶员将钥匙转到ON位置或者驾驶员打开燃料电池为动力电池充电开关。当低压上电状态被触发后，整车控制器、动力电池管理系统、燃料电池管理系统、电机控制器和DCDC控制器从低功耗或关闭状态下被唤醒，各部件及控制器进行自检，同时检测通讯网络进行自检，检测是否通讯正常及是否有缺帧。自检完成后，整车控制器开始确认燃料电池为动力电池充电开关状态，若确认开关打开，整车进入到燃料电池为动力电池充电过程，否则进入到行车过程；燃料电池为动力电池充电过程中，当整车控制器检测到燃料电池为动力电池充电开关关闭，车辆处于车速为零，且钥匙转到ON位置时，将跳转行车过程；行车过程中，当检测到车速为零，且钥匙转到OFF位置，整车控制器确认燃料电池为动力电池充电开关打开后，将跳转到停车燃料电池为动力电池充电过程。所述的行车过程的高压上下电策略描述如下：车辆进入到行车过程后，开始对驾驶员的高压上电意图进行检测。当整车控制器检测到换挡杆处于P挡或N挡，且驾驶员踩下制动踏板，同时钥匙转到ST位置时，车辆状态跳转到行车准备状态，此时控制器对燃料电池、动力电池、电机和DCDC的工作模式请求，请求进入到行车待命状态，此时各部件已经准备就绪，当接收到使能信号后即可进入到相应的工作模式，在该状态内，控制器进行高压电气自检，检测高压绝缘电阻、高压互锁，各主继电器及各预充继电器粘连性检测，检测是否有闭合故障，若等待超时或检测到故障，整车控制系统进入到紧急关闭模式。高压电气自检通过后，且动力电池负极主继电器处于正常断开状态，整车控制器控制动力电池的主负继电器闭合，若整车控制器未收到负极主继电器闭合信号，则禁止动力电池系统进一步高压上电，同时引导BMS、FCS、MCU和DCDC控制器休眠；若动力电池主负继电器在规定时间闭合后，整车控制系统向电池控制器发送预充电请求，动力电池将闭合预充继电器并检测母线电压，若整车控制器未在规定时间内接收到预充继电器闭合信号，则进入紧急关闭模式，若整车控制器在规定时间内接收到预充继电器闭合信号并通过检测电压收到预充电完成的状态反馈，则进一步请求动力电池闭合主正继电器，断开预充继电器，若整车控制器未在规定时间收到主正继电器闭合反馈，则进入到紧急关闭模式，若整车控制器在规定时间收到主正继电器闭合信号，整车控制器请求激活DCDC，此时整车高压系统已完成连接，高压状态成功建立，车辆起步。当整车高压系统完成连接，车辆起步后，由动力电池供电的空调系统会自动打开对燃料电池进行升温，当反馈燃料电池温度达到高效率工作温度后，整车控制器请求燃料电池开机，收到燃料电池开机反馈后，请求进行高压自检，高压自检在规定时间完成后，请求闭合燃料电池预充继电器，若整车控制器未在规定时间内接收到燃料电池预充继电器闭合信号，则进入紧急关闭模式，若整车控制器在规定时间内接收到燃料电池预充继电器闭合信号并收到预充电完成的状态反馈，则进一步闭合燃料电池主继电器，断开燃料电池预充继电器，若整车控制器未在规定时间收到燃料电池主正继电器闭合反馈，则进入到紧急关闭模式，若整车控制器在规定时间收到燃料电池主正继电器闭合信号，整车控制系统请求激活燃料电池DCDC，整车燃料电池高压系统已完成连接，燃料电池处于高压就绪状态，当燃料电池稳定输出后，可以基于车辆状态请求动力电池主继电器断开，动力电池进入到高压待命模式，所述的动力电池高压待命模式是指，动力电池主正继电器断开，当需求功率较大或者其他情况需要更多动力时，动力电池处于高压待命模式时，整车控制器直接闭合动力电池预充继电器，预充继电器预充完成后闭合主正继电器，可省略其他步骤，使动力电池能够快速进入到高压就绪状态。当钥匙转到OFF后，整车控制系统确认下电请求,整车控制系统请求电机、动力电池、燃料电池设置为待命状态。在设定的时间内,钥匙保持关闭状态,且充电器未连接,即确认驾驶员的下电要求,且车辆静止时,整车控制系统允许系统进一步高压下电。若车速大于设定值，则认为是驾驶员误操作，则提示驾驶员将钥匙重新转到ON位置。如果在期望的时间内接受到反馈的关闭成功信息,则进一步请求关闭燃料电池DCDC，断开燃料电池主继电器。在请求断开电池主继电器状态内。如果在设定的时间内收到电池主继电器断开成功的状态反馈后，若动力电池主继电器处于吸合状态，则请求关闭动力电池DCDC，断开动力电池主继电器。该过程中，若出现超时或故障，则进入紧急关闭模式。当主继电器均断开后则进一步请求电机控制器进行高压放电,释放电机控制系统中贮存的剩余电量。在请求高压放电时,电机控制器将监控母线上的电压大小,当电压小于设定值时,认为高压放电完成。整车控制系统请求各部件置于关闭状态,并进行计时确认,达到设定时间,且驾驶员无其他操作,整车控制系统发送低压下电请求,请求各控制器重新进入休眠或低功耗状态。所述的紧急关闭模式过程如下：首先紧急断开高压回路，若高压回路断开请求超时,整车控制系统进入警告模式,提示驾驶员高压回路断开失败,可能发生粘连故障,需联系专业维修人员解决，若在设定的时间内接收到高压回路断开的状态反馈,则整车控制系统进一步请求电机控制器紧急放电，快速放电完成后,整车控制器请求低压下电。所述的停车燃料电池为动力电池充电过程的高压上下电策略具体描述如下：在停车状态下，如果仪表盘显示电池SOC不足时，此时需要对动力电池进行充电，驾驶员要开启燃料电池为动力电池充电开关，当检测到钥匙在OFF位置且燃料电池充电模式打开时，则进入到停车燃料电池为动力电池充电过程。整车控制系统请求充电初始化,即请求燃料电池、动力电池处于待命状态，接收到各部件反馈的待命状态后整车控制系统请求进行高压自检，若在要求的时间内通过高压自检,整车控制系统进一步请求动力电池预充电继电器闭合，如果在期望的时间内接收到动力电池反馈的预充电成功状态,整车控制系统进一步请求闭合动力电池主继电器，当检测到动力电池主继电器闭合后,则发送充电使能请求，当整车控制器收到待命状态的燃料电池堆温度上升至高效区间信号后，向燃料电池控制器发送使能信号,当整车控制器收到燃料电池成功开机信号后，进一步请求闭合燃料电池预充继电器，预充电完成后闭合燃料电池主继电器，断开燃料电池预充继电器，燃料电池高压就绪状态，此时燃料电池可对动力电池充电。当SOC达到阈值后或者驾驶员关闭燃料电池充电模式开关，整车控制系统确认下电请求,整车控制系统请求燃料电池、动力电池设置为待命状态。在设定的时间内,钥匙保持关闭状态,且燃料电池对动力电池开关关闭,即确认驾驶员的充电下电请求,整车控制系统允许系统进一步高压下电，请求关闭燃料电池DCDC，断开燃料电池主继电器。整车控制器收到燃料电池主继电器断开信号后，进一步则请求关闭动力电池DCDC，断开动力电池主继电器。当主继电器均断开后则进一步请求各部件置于关闭状态,并进行计时确认,达到设定时间,且驾驶员无其他操作,整车控制系统发送低压下电请求,请求各控制器重新进入休眠或低功耗状态。本发明与现有技术相比，有益效果如下：1.本发明所述的双能量源电驱动系统上下电协调控制方法，相比于现有的纯电动汽车以及油电混合动力汽车只需要对动力电池的继电器进行控制的上下电策略，通过建立整车控制器与动力电池管理系统，燃料电池管理系统、电机控制器、DCDC以及空调系统控制器之间的信号交互，实现了带有燃料电池和动力电池双能量源系统的上下电协调控制。2.本发明所述的双能量源电驱动系统上下电协调控制方法，基于车辆运行过程及能量源的工作特性充分考虑双能量源系统的上下电顺序及合理的跳变逻辑，解决了上下电过程中因为对继电器控制的自由度增加而导致的燃料电池和动力电池的双能量源系统频繁上下电，高压系统运行效率低等问题，提高高压附件尤其是燃料电池与动力电池的寿命。附图说明下面结合附图对本发明作进一步说明：图1为本方法所述的双能量源电驱动系统上下电协调控制方法顶层状态流图2为本方法所述的双能量源电驱动系统上下电协调控制方法行车过程的高压上下电策略状态流；图3为本方法所述的双能量源电驱动系统上下电协调控制方法停车下电过程状态流；图4为本方法所述的双能量源电驱动系统上下电协调控制方法停车燃料电池为动力电池充电过程的高压上下电过程状态流；具体实施方式下面通过附图对本发明作进一步说明：图1给出了本方法所述的双能量源电驱动系统上下电协调控制顶层状态流，燃料电池汽车上下电控制方法包括的顶层状态包括低压上电策略，行车过程、停车燃料电池为动力电池充电过程、燃料电池紧急关闭过程和动力电池紧急关闭过程时高压下电策略，还包括低压下电策略。行车过程的高压上下电策略是指在汽车起步、加速、稳定行驶及减速至停车过程对燃料电池与动力电池主继电器的控制策略。当进行车辆纯电起步或者整车需求功率较低时，进入到动力电池驱动模式BEV，动力电池高压上电；燃料电池达到开启要求时，可进入到燃料电池行车模式FCBEV，此时动力电池仍保持主继电器吸合状态，燃料电池高压上电；功率需求稳定时可进入到燃料电池驱动模式FCEV，动力电池高压下电进入到待命状态，燃料电池主继电器保持闭合。停车燃料电池为动力电池充电过程的高压上下电策略是指在停车时，如果仪表盘显示动力电池SOC需要被充电时，驾驶员打开燃料电池为动力电池充电开关后对燃料电池和动力电池主继电器的控制策略；燃料电池紧急关闭过程和动力电池紧急关闭过程的高压下电策略是指当燃料电池或动力电池出现故障或者跳转超时对燃料电池和动力电池主继电器的控制策略。所述的低压上电及顶层过程切换策略描述如下：当驾驶员将钥匙转到ON位置，或者钥匙处于OFF位置，但是燃料电池为动力电池充电开关打开，低压部件与动力电池建立连接，即低压上电状态的触发方式包括驾驶员将钥匙转到ON位置或者驾驶员打开燃料电池为动力电池充电开关。当低压上电状态被触发后，整车控制器、动力电池管理系统、燃料电池管理系统、电机控制器和DCDC控制器从低功耗或关闭状态下被唤醒，各部件及控制器进行自检，同时检测通讯网络进行自检，检测是否通讯正常及是否有缺帧。自检完成后，整车控制器开始确认燃料电池为动力电池充电开关状态，若确认开关打开，整车进入到燃料电池为动力电池充电过程，否则进入到行车过程；燃料电池为动力电池充电过程中，当整车控制器检测到燃料电池为动力电池充电开关关闭，车辆处于车速为零，且钥匙转到ON位置时，将跳转行车过程；行车过程中，当检测到车速为零，且钥匙转到OFF位置，整车控制器确认燃料电池为动力电池充电开关打开后，将跳转到停车燃料电池为动力电池充电过程。图2给出了行车过程的高压上下电策略状态流：车辆进入到行车过程后，开始对驾驶员的高压上电意图进行检测。当整车控制器检测到换挡杆处于P挡或N挡，且驾驶员踩下制动踏板，同时钥匙转到ST位置时，车辆状态跳转到行车准备状态，此时控制器对燃料电池、动力电池、电机和DCDC的工作模式请求，请求进入到行车待命状态，此时各部件已经准备就绪，当接收到使能信号后即可进入到相应的工作模式，在该状态内，控制器进行高压电气自检，检测高压绝缘电阻、高压互锁，各主继电器及各预充继电器粘连性检测，检测是否有闭合故障，若等待超时或检测到故障，整车控制系统进入到紧急关闭模式。高压电气自检通过后，且动力电池负极主继电器处于正常断开状态，整车控制器控制动力电池的主负继电器闭合，若整车控制器未收到负极主继电器闭合信号，则禁止动力电池系统进一步高压上电，同时引导BMS、FCS、MCU和DCDC控制器休眠；若动力电池主负继电器在规定时间闭合后，整车控制系统向电池控制器发送预充电请求，动力电池将闭合预充继电器并检测母线电压，若整车控制器未在规定时间内接收到预充继电器闭合信号，则进入紧急关闭模式，若整车控制器在规定时间内接收到预充继电器闭合信号并通过检测电压收到预充电完成的状态反馈，则进一步请求动力电池闭合主正继电器，断开预充继电器，若整车控制器未在规定时间收到主正继电器闭合反馈，则进入到紧急关闭模式，若整车控制器在规定时间收到主正继电器闭合信号，整车控制器请求激活DCDC，此时整车高压系统已完成连接，高压状态成功建立，车辆起步。当整车高压系统完成连接，车辆起步后，由动力电池供电的空调系统会自动打开对燃料电池进行升温，当反馈燃料电池温度达到高效率工作温度后，整车控制器请求燃料电池开机，收到燃料电池开机反馈后，请求进行高压自检，高压自检在规定时间完成后，请求闭合燃料电池预充继电器，若整车控制器未在规定时间内接收到燃料电池预充继电器闭合信号，则进入紧急关闭模式，若整车控制器在规定时间内接收到燃料电池预充继电器闭合信号并收到预充电完成的状态反馈，则进一步闭合燃料电池主继电器，断开燃料电池预充继电器，若整车控制器未在规定时间收到燃料电池主正继电器闭合反馈，则进入到紧急关闭模式，若整车控制器在规定时间收到燃料电池主正继电器闭合信号，整车控制系统请求激活燃料电池DCDC，整车燃料电池高压系统已完成连接，燃料电池处于高压就绪状态，当燃料电池稳定输出后，可以基于车辆状态请求动力电池主继电器断开，动力电池进入到高压待命模式，所述的动力电池高压待命模式是指，动力电池主正继电器断开，当需求功率较大或者其他情况需要更多动力时，动力电池处于高压待命模式时，整车控制器直接闭合动力电池预充继电器，预充继电器预充完成后闭合主正继电器，可省略其他步骤，使动力电池能够快速进入到高压就绪状态。图3给出了停车下电过程状态流，当钥匙转到OFF后，整车控制系统确认下电请求,整车控制系统请求电机、动力电池、燃料电池设置为待命状态。在设定的时间内,钥匙保持关闭状态,且充电器未连接,即确认驾驶员的下电要求,且车辆静止时,整车控制系统允许系统进一步高压下电。若车速大于设定值，则认为是驾驶员误操作，则提示驾驶员将钥匙重新转到ON位置。如果在期望的时间内接受到反馈的关闭成功信息,则进一步请求关闭燃料电池DCDC，断开燃料电池主继电器。在请求断开电池主继电器状态内。如果在设定的时间内收到电池主继电器断开成功的状态反馈后，若动力电池主继电器处于吸合状态，则请求关闭动力电池DCDC，断开动力电池主继电器。该过程中，若出现超时或故障，则进入紧急关闭模式。当主继电器均断开后则进一步请求电机控制器进行高压放电,释放电机控制系统中贮存的剩余电量。在请求高压放电时,电机控制器将监控母线上的电压大小,当电压小于设定值时,认为高压放电完成。整车控制系统请求各部件置于关闭状态,并进行计时确认,达到设定时间,且驾驶员无其他操作,整车控制系统发送低压下电请求,请求各控制器重新进入休眠或低功耗状态。所述的紧急关闭模式过程如下：首先紧急断开高压回路，若高压回路断开请求超时,整车控制系统进入警告模式,提示驾驶员高压回路断开失败,可能发生粘连故障,需联系专业维修人员解决，若在设定的时间内接收到高压回路断开的状态反馈,则整车控制系统进一步请求电机控制器紧急放电，快速放电完成后,整车控制器请求低压下电。图4给出了本方法所述的停车燃料电池为动力电池充电过程的高压上下电过程状态流：在停车状态下，如果仪表盘显示电池SOC不足时，此时需要对动力电池进行充电，驾驶员要开启燃料电池为动力电池充电开关，当检测到钥匙在OFF位置且燃料电池充电模式打开时，则进入到停车燃料电池为动力电池充电过程。整车控制系统请求充电初始化,即请求燃料电池、动力电池处于待命状态，接收到各部件反馈的待命状态后整车控制系统请求进行高压自检，若在要求的时间内通过高压自检,整车控制系统进一步请求动力电池预充电继电器闭合，如果在期望的时间内接收到动力电池反馈的预充电成功状态,整车控制系统进一步请求闭合动力电池主继电器，当检测到动力电池主继电器闭合后,则发送充电使能请求，当整车控制器收到待命状态的燃料电池堆温度上升至高效区间信号后，向燃料电池控制器发送使能信号,当整车控制器收到燃料电池成功开机信号后，进一步请求闭合燃料电池预充继电器，预充电完成后闭合燃料电池主继电器，断开燃料电池预充继电器，燃料电池高压就绪状态，此时燃料电池可对动力电池充电。当SOC达到阈值后或者驾驶员关闭燃料电池充电模式开关，整车控制系统确认下电请求,整车控制系统请求燃料电池、动力电池设置为待命状态。在设定的时间内,钥匙保持关闭状态,且燃料电池对动力电池开关关闭,即确认驾驶员的充电下电请求,整车控制系统允许系统进一步高压下电，请求关闭燃料电池DCDC，断开燃料电池主继电器。整车控制器收到燃料电池主继电器断开信号后，进一步则请求关闭动力电池DCDC，断开动力电池主继电器。当主继电器均断开后则进一步请求各部件置于关闭状态,并进行计时确认,达到设定时间,且驾驶员无其他操作,整车控制系统发送低压下电请求,请求各控制器重新进入休眠或低功耗状态。 | 本发明提供了双能量源电驱动系统上下电控制方法，包括的顶层状态包括低压上电策略，行车过程、停车燃料电池为动力电池充电过程时高压上下电策略、燃料电池紧急关闭过程和动力电池紧急关闭过程时高压下电策略，还包括低压下电策略；行车过程的高压上下电策略是指在汽车起步、加速、稳定行驶及减速至停车过程对燃料电池与动力电池主继电器的控制策略；停车燃料电池为动力电池充电过程的高压上下电策略是指在停车时燃料电池对动力电池主继电器的控制策略；紧急关闭过程的高压下电策略是指当燃料电池或蓄电池出现故障或者跳转超时对各主继电器的控制策略。 | CN:201910063135.5A | https://patentimages.storage.googleapis.com/80/f8/87/7dcaed482d67cc/CN109606203B.pdf | CN:109606203:B | 宋大凤, 雷宗坤, 曾小华, 纪人桓, 王恺, 牛超凡, 王越, 李广含, 崔臣, 孙可华 | Jilin University | WO:2008072395:A1 | Not available | 2020-06-02 | 1.双能量源电驱动系统上下电控制方法，其特征在于，顶层状态包括低压上电策略，行车过程和停车燃料电池为动力电池充电过程的高压上下电策略，燃料电池紧急关闭过程和动力电池紧急关闭过程时高压下电策略，还包括低压下电策略；行车过程的高压上下电策略是指在汽车起步、加速、稳定行驶及减速至停车过程对燃料电池与动力电池主继电器的控制策略；停车燃料电池为动力电池充电过程的高压上下电策略是指在停车时，驾驶员打开燃料电池为动力电池充电开关后对燃料电池和动力电池主继电器的控制策略；燃料电池紧急关闭过程和动力电池紧急关闭过程的高压下电策略是指当燃料电池或动力电池出现故障或者跳转超时对燃料电池和动力电池主继电器的控制策略；低压上电状态的触发方式包括驾驶员将钥匙转到ON位置或者钥匙处于OFF位置时，同时驾驶员打开燃料电池为动力电池充电开关，当低压上电状态被触发后，整车控制器、动力电池管理系统、燃料电池管理系统、电机控制器和DCDC控制器从低功耗或关闭状态下被唤醒，各部件及控制器进行自检，同时检测通讯网络进行自检，检测是否通讯正常及是否有缺帧；自检完成后，整车控制器开始确认燃料电池为动力电池充电开关状态，若确认开关打开，整车进入到燃料电池为动力电池充电过程，否则进入到行车过程；燃料电池为动力电池充电过程中，当整车控制器检测到燃料电池为动力电池充电开关关闭，车辆处于车速为零，且钥匙转到ON位置时，将跳转行车过程；行车过程中，当检测到车速为零，且钥匙转到OFF位置，整车控制器确认燃料电池为动力电池充电开关打开后，将跳转到停车燃料电池为动力电池充电过程；, 当整车控制系统检测到高压上电意图后，车辆状态跳转到行车准备状态，此时控制器对燃料电池、动力电池、电机和DCDC控制器的工作模式请求进入到行车待命状态，在该状态内，控制器进行高压电气自检，若等待超时或检测到故障，整车控制系统进入到紧急关闭模式；高压电气自检通过后，且动力电池主负继电器处于正常断开状态，整车控制器控制动力电池主负继电器闭合，若动力电池主负继电器在规定时间闭合后，整车控制系统向电池控制器发送预充电请求，动力电池将闭合预充继电器并检测母线电压，完成后进一步请求动力电池闭合主正继电器，断开预充继电器，整车控制器在规定时间收到动力电池主正继电器闭合信号后，请求激活动力电池DCDC控制器，此时整车高压系统已完成连接，高压状态成功建立，车辆起步；当整车控制器收到燃料电池温度达到高效率工作温度后，请求燃料电池开机，请求进行高压自检，高压自检在规定时间完成后，请求闭合燃料电池预充继电器，整车控制器在规定时间内接收到燃料电池预充继电器闭合信号并收到预充电完成的状态反馈后，则进一步闭合燃料电池主继电器，断开燃料电池预充继电器，整车控制器在规定时间收到燃料电池主继电器闭合信号后，请求激活燃料电池DCDC控制器，燃料电池处于高压就绪状态，当燃料电池稳定输出后，可以基于车辆状态请求动力电池主正继电器断开，动力电池进入到高压待命模式；, 当钥匙转到OFF后，整车控制系统确认驾驶员的下电要求时,允许系统高压下电，如果在期望的时间内接受到反馈的关闭成功信息,则进一步请求关闭燃料电池DCDC控制器，断开燃料电池主继电器，在设定的时间内收到电池主继电器断开成功的状态反馈后，若动力电池主继电器处于吸合状态，则请求关闭动力电池DCDC控制器，断开动力电池主继电器，该过程中，若出现超时或故障，则进入紧急关闭模式，当主继电器均断开后则进一步请求电机控制器进行高压放电,释放电机控制系统中贮存的剩余电量，在请求高压放电时,电机控制器将监控母线上的电压大小,当电压小于设定值时,认为高压放电完成，整车控制系统请求各部件置于关闭状态,并进行计时确认,达到设定时间,且驾驶员无其他操作,整车控制系统发送低压下电请求,请求各控制器重新进入休眠或低功耗状态；, 当整车控制系统检测到钥匙在OFF位置且燃料电池充电模式打开时，进入到停车燃料电池为动力电池充电过程，整车控制系统请求充电初始化，即请求燃料电池、动力电池处于待命状态，在要求的时间内通过高压自检后整车控制系统进一步请求动力电池预充电继电器闭合，整车控制系统收到动力电池反馈的预充电成功状态,进一步请求闭合动力电池主继电器，动力电池主继电器在规定时间闭合后，整车控制系统发送充电使能请求，当检测到待命状态的燃料电池堆温度上升至高效区间信号后，向燃料电池控制器发送使能信号,燃料电池成功开机后，进一步请求闭合燃料电池预充继电器，预充电完成后闭合燃料电池主继电器，断开燃料电池预充继电器，燃料电池高压就绪状态，此时燃料电池可对动力电池充电，当SOC达到阈值后或者驾驶员关闭燃料电池充电模式开关，整车控制系统确认下电请求,整车控制系统请求燃料电池、动力电池设置为待命状态；确认驾驶员的充电下电请求后,整车控制系统允许高压下电，请求关闭燃料电池DCDC控制器，断开燃料电池主继电器，整车控制器收到燃料电池主继电器断开信号后，进一步请求关闭动力电池DCDC控制器，断开动力电池主继电器，当主继电器均断开后则进一步请求各部件置于关闭状态,并进行计时确认,达到设定时间,且驾驶员无其他操作,整车控制系统发送低压下电请求,请求各控制器重新进入休眠或低功耗状态。, 2.如权利要求1所述的双能量源电驱动系统上下电控制方法，其特征在于，所述的紧急关闭模式，首先紧急断开高压回路，若高压回路断开请求超时，整车控制系统进入警告模式，提示驾驶员高压回路断开失败，可能发生粘连故障，需联系专业维修人员解决，若在设定的时间内接收到高压回路断开的状态反馈，则整车控制系统进一步请求电机控制器紧急放电，快速放电完成后,整车控制器请求低压下电。 | CN | China | Expired - Fee Related | B | True |
| 416 | 一种纯电动轻卡高压连接系统 \n | CN211416982U | 技术领域本实用新型涉及新能源纯电动汽车相关技术领域，尤其是指一种纯电动轻卡高压连接系统。背景技术纯电动汽车是指由动力电池提供的电力驱动的汽车，其工作电压高达几百伏，远远高于安全电压。且高压系统工作时工作电流高达到几百安。当高压电路发生绝缘、短路及漏电等情况时，会直接对驾乘人员的人身生命财产安全造成危害。实用新型内容本实用新型是为了克服现有技术中存在上述的不足，提供了一种安全性能高的纯电动轻卡高压连接系统。为了实现上述目的，本实用新型采用以下技术方案：一种纯电动轻卡高压连接系统，包括锂电池包、车载四合一装置、转向油泵、慢充装置、制动气泵、PTC、12V低压蓄电池、空调压缩机、快充装置和电机装置，所述的锂电池包、转向油泵、慢充装置、制动气泵、PTC、12V低压蓄电池、空调压缩机、快充装置和电机装置均与车载四合一装置连接。本发明通过上述结构设计能够实现整车动力驱动、转向、制动、驾驶室加热制冷、采暖除霜、交直流充电、整车12V供电等功能，从而保障驾乘人员的人身生命财产安全。作为优选，所述的车载四合一装置包括PDU电池分配单元、DCDC高低压直流转换单元、油泵DCAC交直流转换单元和气泵DCAC交直流转换单元，所述的锂电池包与车载四合一装置内的PDU电池分配单元连接，所述的转向油泵与车载四合一装置内的油泵DCAC交直流转换单元连接，所述的慢充装置与车载四合一装置内的PDU电池分配单元连接，所述的制动气泵与车载四合一装置内的气泵DCAC交直流转换单元连接，所述的PTC与车载四合一装置内的PDU电池分配单元连接，所述的12V低压蓄电池与车载四合一装置内的DCDC高低压直流转换单元连接，所述的空调压缩机与车载四合一装置内的PDU电池分配单元连接，所述的快充装置与车载四合一装置内的PDU电池分配单元连接，所述的电机装置与车载四合一装置内的PDU电池分配单元连接。作为优选，所述的锂电池包内设有若干个电池包，其中左右两个电池包之间通过左右包电池连接线束连接，上下两个电池包之间通过上下包电池连接线束连接，所述的锂电池包上设有锂电电源正高压线束和锂电电源负高压线束，所述的锂电池包通过锂电电源正高压线束和锂电电源负高压线束与车载四合一装置内的PDU电池分配单元连接。作为优选，所述的转向油泵上设有转向油泵高压线束，所述的转向油泵通过转向油泵高压线束与车载四合一装置内的油泵DCAC交直流转换单元连接，所述的制动气泵上设有制动气泵高压线束，所述的制动气泵通过制动气泵高压线束与车载四合一装置内的气泵DCAC交直流转换单元连接。作为优选，所述的慢充装置包括慢充高压线束、交流充电机、32A交流充电线束和32A国标交流充电插座，所述的32A国标交流充电插座通过32A交流充电线束与交流充电机连接，所述的交流充电机通过慢充高压线束与车载四合一装置内的PDU电池分配单元连接。作为优选，所述的PTC上设有PTC高压线束，所述的PTC通过PTC高压线束与车载四合一装置内的PDU电池分配单元连接，所述的空调压缩机上设有空调压缩机高压线束，所述的空调压缩机通过空调压缩机高压线束与车载四合一装置内的PDU电池分配单元连接。作为优选，所述的12V低压蓄电池上设有DCDC正负极线束，所述的12V低压蓄电池通过DCDC正负极线束与车载四合一装置内的DCDC高低压直流转换单元连接。作为优选，所述的快充装置包括125A直流充电线束和125A国标直流充电插座，所述的125A国标直流充电插座通过125A直流充电线束与车载四合一装置内的PDU电池分配单元连接。作为优选，所述的电机装置包括电机、电机UVW三相线束、电机控制器和主驱电源高压线束，所述的电机通过电机UVW三相线束与电机控制器连接，所述的电机控制器通过主驱电源高压线束与车载四合一装置内的PDU电池分配单元连接。作为优选，还包括高压互锁装置，所述的高压互锁装置包括高压继电器和若干个高压测量表，所述的高压测量表分别安装在转向油泵、慢充装置、制动气泵、PTC、12V低压蓄电池、空调压缩机、快充装置和电机装置上，所述的高压继电器安装在锂电池包上，所述的高压测量表与高压继电器连接。本实用新型的有益效果是：能够实现整车动力驱动、转向、制动、驾驶室加热制冷、采暖除霜、交直流充电、整车12V供电等功能，从而保障驾乘人员的人身生命财产安全。附图说明图1是本实用新型的系统框图。图中：1.上下包电池连接线束，2.电池包，3.锂电电源负高压线束，4.左右包电池连接线束，5.转向油泵高压线束，6.转向油泵，7.慢充高压线束，8.交流充电机，9.32A交流充电线束，10.32A国标交流充电插座，11.制动气泵，12.制动气泵高压线束，13.车载四合一装置，14.电机控制器，15.电机UVW三相线束，16.电机，17.主驱电源高压线束，18.125A直流充电线束，19.125A国标直流充电插座，20.空调压缩机，21.12V低压蓄电池，22.PTC，23.锂电电源正高压线束，24.PTC高压线束，25.DCDC正负极线束，26.空调压缩机高压线束。具体实施方式下面结合附图和具体实施方式对本实用新型做进一步的描述。如图1所述的实施例中，一种纯电动轻卡高压连接系统，包括锂电池包、车载四合一装置13、转向油泵6、慢充装置、制动气泵11、PTC22、12V低压蓄电池21、空调压缩机20、快充装置和电机装置，锂电池包、转向油泵6、慢充装置、制动气泵11、PTC22、12V低压蓄电池21、空调压缩机20、快充装置和电机装置均与车载四合一装置13连接。车载四合一装置13包括PDU电池分配单元、DCDC高低压直流转换单元、油泵DCAC交直流转换单元和气泵DCAC交直流转换单元，锂电池包与车载四合一装置13内的PDU电池分配单元连接，转向油泵6与车载四合一装置13内的油泵DCAC交直流转换单元连接，慢充装置与车载四合一装置13内的PDU电池分配单元连接，制动气泵11与车载四合一装置13内的气泵DCAC交直流转换单元连接，PTC22与车载四合一装置13内的PDU电池分配单元连接，12V低压蓄电池21与车载四合一装置13内的DCDC高低压直流转换单元连接，空调压缩机20与车载四合一装置13内的PDU电池分配单元连接，快充装置与车载四合一装置13内的PDU电池分配单元连接，电机装置与车载四合一装置13内的PDU电池分配单元连接。锂电池包内设有若干个电池包2，其中左右两个电池包2之间通过左右包电池连接线束4连接，上下两个电池包2之间通过上下包电池连接线束1连接，锂电池包上设有锂电电源正高压线束23和锂电电源负高压线束3，锂电池包通过锂电电源正高压线束23和锂电电源负高压线束3与车载四合一装置13内的PDU电池分配单元连接。通过锂电电源正高压线束23和锂电电源负高压线束3将电池包2和车载四合一装置13连接起来，经过车载四合一装置13中的PDU电池分配单元高压配电实现电源分配，经过DCDC高低压直流转换单元转化为低压给12V低压蓄电池21充电，经过油泵DCAC交直流转换单元给转向油泵6供电，经过气泵DCAC交直流转换单元给制动气泵11供电。转向油泵6上设有转向油泵高压线束5，转向油泵6通过转向油泵高压线束5与车载四合一装置13内的油泵DCAC交直流转换单元连接，制动气泵11上设有制动气泵高压线束12，制动气泵11通过制动气泵高压线束12与车载四合一装置13内的气泵DCAC交直流转换单元连接。通过转向油泵高压线束5将车载四合一装置13与转向油泵6相连，通过油泵DCAC交直流转换单元给转向油泵6供电，实现汽车转向功能；通过制动气泵高压线束12将车载四合一装置13与制动气泵11相连，通过气泵DCAC交直流转换单元给制动油泵供电，实现汽车制动功能。慢充装置包括慢充高压线束7、交流充电机8、32A交流充电线束9和32A国标交流充电插座10，32A国标交流充电插座10通过32A交流充电线束9与交流充电机8连接，交流充电机8通过慢充高压线束7与车载四合一装置13内的PDU电池分配单元连接。通过慢充高压线束7将车载四合一装置13与交流充电机8连接，再由32A交流充电线束9连接交流充电机8和32A国标交流充电插座10，实现交流充电功能。PTC22上设有PTC高压线束24，PTC22通过PTC高压线束24与车载四合一装置13内的PDU电池分配单元连接，空调压缩机20上设有空调压缩机高压线束26，空调压缩机20通过空调压缩机高压线束26与车载四合一装置13内的PDU电池分配单元连接。通过空调压缩机高压线束26将车载四合一装置13与空调压缩机20连接，通过PDU电池分配单元高压配电实现驾驶室加热制冷功能；通过PTC高压线束24将车载四合一装置13与PTC22相连，通过PDU电池分配单元高压配电实现采暖除霜功能。12V低压蓄电池21上设有DCDC正负极线束25，12V低压蓄电池21通过DCDC正负极线束25与车载四合一装置13内的DCDC高低压直流转换单元连接。通过DCDC正负极线束25将车载四合一装置13与12V低压蓄电池21相连，通过DCDC高低压直流转换单元给12V低压蓄电池21充电。快充装置包括125A直流充电线束18和125A国标直流充电插座19，125A国标直流充电插座19通过125A直流充电线束18与车载四合一装置13内的PDU电池分配单元连接。通过125A直流充电线束18将车载四合一装置13与125A国标直流充电插座19相连，通过PDU电池分配单元实现直流充电功能。电机装置包括电机16、电机UVW三相线束15、电机控制器14和主驱电源高压线束17，电机16通过电机UVW三相线束15与电机控制器14连接，电机控制器14通过主驱电源高压线束17与车载四合一装置13内的PDU电池分配单元连接。通过主驱电源高压线束17将车载四合一装置13与电机控制器14连接，再由电机UVW三相线束15连接电机控制器14和电机16，通过车载四合一装置13中的PDU电池分配单元高压配电实现整车动力驱动。该纯电动轻卡高压连接系统还包括高压互锁装置，高压互锁装置包括高压继电器和若干个高压测量表，高压测量表分别安装在转向油泵6、慢充装置、制动气泵11、PTC22、12V低压蓄电池21、空调压缩机20、快充装置和电机装置上，高压继电器安装在锂电池包上，高压测量表与高压继电器连接。通过高压测量表来检测转向油泵6、慢充装置、制动气泵11、PTC22、12V低压蓄电池21、空调压缩机20、快充装置和电机装置是否通电，同时配合高压继电器断开和闭合锂电池包的连接电路，这样设计实现高压互锁来检测整个高压连接系统的完整性、连续性，并及时断开高压回路，实现整车高压连接系统的安全防护功能。本发明通过上述结构设计能够实现整车动力驱动、转向、制动、驾驶室加热制冷、采暖除霜、交直流充电、整车12V供电等功能，从而保障驾乘人员的人身生命财产安全。 | 本实用新型公开了一种纯电动轻卡高压连接系统。它包括锂电池包、车载四合一装置、转向油泵、慢充装置、制动气泵、PTC、12V低压蓄电池、空调压缩机、快充装置和电机装置，所述的锂电池包、转向油泵、慢充装置、制动气泵、PTC、12V低压蓄电池、空调压缩机、快充装置和电机装置均与车载四合一装置连接。本实用新型的有益效果是：能够实现整车动力驱动、转向、制动、驾驶室加热制冷、采暖除霜、交直流充电、整车12V供电等功能，从而保障驾乘人员的人身生命财产安全。 | CN:201921599078.4U | https://patentimages.storage.googleapis.com/a6/c0/38/9071f87db3d81e/CN211416982U.pdf | CN:211416982:U | 吴潇, 吴建中, 章亚辉, 杨云, 朱李俊, 章程, 王国辉, 黄星星, 冯卫良, 陈裕, 王昊旻, 张玉成 | Jiangxi Dacheng Automobile Industry Co ltd | NaN | Not available | 2016-03-16 | 1.一种纯电动轻卡高压连接系统，其特征是，包括锂电池包、车载四合一装置(13)、转向油泵(6)、慢充装置、制动气泵(11)、PTC(22)、12V低压蓄电池(21)、空调压缩机(20)、快充装置和电机装置，所述的锂电池包、转向油泵(6)、慢充装置、制动气泵(11)、PTC(22)、12V低压蓄电池(21)、空调压缩机(20)、快充装置和电机装置均与车载四合一装置(13)连接。, 2.根据权利要求1所述的一种纯电动轻卡高压连接系统，其特征是，所述的车载四合一装置(13)包括PDU电池分配单元、DCDC高低压直流转换单元、油泵DCAC交直流转换单元和气泵DCAC交直流转换单元，所述的锂电池包与车载四合一装置(13)内的PDU电池分配单元连接，所述的转向油泵(6)与车载四合一装置(13)内的油泵DCAC交直流转换单元连接，所述的慢充装置与车载四合一装置(13)内的PDU电池分配单元连接，所述的制动气泵(11)与车载四合一装置(13)内的气泵DCAC交直流转换单元连接，所述的PTC(22)与车载四合一装置(13)内的PDU电池分配单元连接，所述的12V低压蓄电池(21)与车载四合一装置(13)内的DCDC高低压直流转换单元连接，所述的空调压缩机(20)与车载四合一装置(13)内的PDU电池分配单元连接，所述的快充装置与车载四合一装置(13)内的PDU电池分配单元连接，所述的电机装置与车载四合一装置(13)内的PDU电池分配单元连接。, 3.根据权利要求2所述的一种纯电动轻卡高压连接系统，其特征是，所述的锂电池包内设有若干个电池包(2)，其中左右两个电池包(2)之间通过左右包电池连接线束(4)连接，上下两个电池包(2)之间通过上下包电池连接线束(1)连接，所述的锂电池包上设有锂电电源正高压线束(23)和锂电电源负高压线束(3)，所述的锂电池包通过锂电电源正高压线束(23)和锂电电源负高压线束(3)与车载四合一装置(13)内的PDU电池分配单元连接。, 4.根据权利要求2所述的一种纯电动轻卡高压连接系统，其特征是，所述的转向油泵(6)上设有转向油泵高压线束(5)，所述的转向油泵(6)通过转向油泵高压线束(5)与车载四合一装置(13)内的油泵DCAC交直流转换单元连接，所述的制动气泵(11)上设有制动气泵高压线束(12)，所述的制动气泵(11)通过制动气泵高压线束(12)与车载四合一装置(13)内的气泵DCAC交直流转换单元连接。, 5.根据权利要求2所述的一种纯电动轻卡高压连接系统，其特征是，所述的慢充装置包括慢充高压线束(7)、交流充电机(8)、32A交流充电线束(9)和32A国标交流充电插座(10)，所述的32A国标交流充电插座(10)通过32A交流充电线束(9)与交流充电机(8)连接，所述的交流充电机(8)通过慢充高压线束(7)与车载四合一装置(13)内的PDU电池分配单元连接。, 6.根据权利要求2所述的一种纯电动轻卡高压连接系统，其特征是，所述的PTC(22)上设有PTC高压线束(24)，所述的PTC(22)通过PTC高压线束(24)与车载四合一装置(13)内的PDU电池分配单元连接，所述的空调压缩机(20)上设有空调压缩机高压线束(26)，所述的空调压缩机(20)通过空调压缩机高压线束(26)与车载四合一装置(13)内的PDU电池分配单元连接。, 7.根据权利要求2所述的一种纯电动轻卡高压连接系统，其特征是，所述的12V低压蓄电池(21)上设有DCDC正负极线束(25)，所述的12V低压蓄电池(21)通过DCDC正负极线束(25)与车载四合一装置(13)内的DCDC高低压直流转换单元连接。, 8.根据权利要求2所述的一种纯电动轻卡高压连接系统，其特征是，所述的快充装置包括125A直流充电线束(18)和125A国标直流充电插座(19)，所述的125A国标直流充电插座(19)通过125A直流充电线束(18)与车载四合一装置(13)内的PDU电池分配单元连接。, 9.根据权利要求2所述的一种纯电动轻卡高压连接系统，其特征是，所述的电机装置包括电机(16)、电机UVW三相线束(15)、电机控制器(14)和主驱电源高压线束(17)，所述的电机(16)通过电机UVW三相线束(15)与电机控制器(14)连接，所述的电机控制器(14)通过主驱电源高压线束(17)与车载四合一装置(13)内的PDU电池分配单元连接。, 10.根据权利要求1或2或3或4或5或6或7或8或9所述的一种纯电动轻卡高压连接系统，其特征是，还包括高压互锁装置，所述的高压互锁装置包括高压继电器和若干个高压测量表，所述的高压测量表分别安装在转向油泵(6)、慢充装置、制动气泵(11)、PTC(22)、12V低压蓄电池(21)、空调压缩机(20)、快充装置和电机装置上，所述的高压继电器安装在锂电池包上，所述的高压测量表与高压继电器连接。 | CN | China | Active | Y | True |
| 417 | 电动汽车电池连接器插座 \n | CN205355414U | 技术领域本实用新型涉及的是一种电动汽车电池连接器插座，适用于作电动汽车、电动乘用汽车锂电池放电连接器插座。背景技术目前电动汽车电池连接器采用航空插头、插座，正极、负极电源信号线，分别设置在三个不同的插头、插座中，分别安装在电池箱上，充电时使用很不方便。航空插头、插座之间锁紧程度差，容易松动，充电过程中会发热冒烟，影响正常充电，另外防水密封性能差，在车辆行驶过程中，路面上的雨水容易进入到电池连接器插头、插座之间，引起电池短路发热、燃烧，影响车辆正常行驶，安全性能差。发明内容本实用新型目的是针对不足之处提供一种电动汽车电池连接器插座，采用集成式电连接器，将正、负极电源、信号线集中安装在同一个插头、插座上，体积小，充电使用方便。由于在电池连接器插头与插座之间分别装有锁扣、锁紧销，使插头和插座安装后紧密接触，在车辆行驶过程中不会松动，保证充电过程中接触良好，不会发热。由于在电池连接器在插头装有密封盖，在插头外侧安装有橡胶密封圈，在电池连接器的插座绝缘安装板与插座壳体安装底座之间装有密封圈，可以使插头与插座连接防水密封，防水性能达到AP67级符合国家标准要求。本实用新型设计合理，结构紧凑，体积小，使用方便，插头插座配合好导电性能好。电动汽车电池连接器插座是采取以下技术方案实现的：电动汽车电池连接器插座包括插座壳体、插座绝缘安装板、锁扣、电源插座、信号通信插座。插座壳体上设置有插头插孔，插座绝缘安装板安装在插头插孔底部安装座上，插座绝缘安装板上设置有电源插座安装座和信号通信插座安装座。电源插座安装座上设置有电源插座安装孔，电源插座安装孔中安装有电源插座（母针）。电源插座设置有正极电源插座与负极电源插座。正极电源插座与负极电源插座分别与电源插头正、负极相配合。在信号通信插座安装座上设置有信号通信插座安装孔，信号通信插座安装孔中安装有信号通信插座。所述的信号通信插座至少设置有4个。电源插座前端设置有电源金属端子插孔，电源金属端子插孔中装有网状形弹性片簧，以增强接触面，便于大电流导通。在电源插座后部设置有电源插座金属端子连接螺孔，便于安装导线，通过导线分别与电池正、负极连接。在正极电源插座与负极电源插座之间设置有电极隔板。在插座壳体外周设置有插座安装板，插座安装板上设有安装孔，便于将连接器插座安装在电池组上。在插座壳体上部两侧设置有连接销孔，锁扣通过连接销、连接销孔与插座壳体上部活动连接，锁扣设置有锁扣卡槽，锁扣装有手柄，当连接器插头插入连接器插座后，拨动手柄将锁扣卡槽，卡插在连接器插头壳体上部两侧的锁紧销上，将连接器插头锁紧在连接器插座上。在车辆行驶充电过程中不会松动。工作原理电动汽车电池连接器插座与电动汽车电池连接器插头配套使用时，将电动汽车电池连接器插座通过插座安装板安装固定在电池组上，通过导线将正、负极电源插座分别与电池组正、负极相连好，信号通信插座分别与电池组信号采集端相连，再将电动汽车电池连接器插头插入连接器插座中，使电源插头即金属端子（公针）与电源插座（母针）接插配合紧密，同时电动汽车电池连接器插头中的信号通讯插头与电动汽车电池连接器插座中的信号通讯插座接插配合紧密，拨动卡扣的手柄，将锁扣的卡槽卡插在连接器插头壳体上部两侧的锁紧销上，将电动汽车电池连接器插头锁紧在电动汽车电池连接器插座上部。安装在连接器插头上的电源线、信号通信线分别与整车控制电源线、信号控制线相连通。在整车控制里面，在控制钥匙打开后，通过信号通信线中1、2号信号通信插头给电池组12V的直流电压，使电池内部的高压继电器吸合，电池组通过正、负极电源插头，输出高压电，而信号通信线中3、5号信号通信插头在1、2号信号通信插头接通后，实时给整车输出CAN信号，上传电池组信息。附图说明以下将结合附图对本实用新型作进一步说明：图1是电动汽车电池连接器插座与电动汽车电池连接器插头配套使用示意图。图2是电动汽车电池连接器的连接器插座主视图。图3是电动汽车电池连接器的连接器插座仰视图。图4是电动汽车电池连接器的连接器插座右视图。图5是电动汽车电池连接器的连接器插座后视图。图6是电动汽车电池连接器的连接器插头示意图。具体实施方式参照附图1～6，电动汽车电池连接器插座2包括插座壳体2-1、插座绝缘安装板2-2、锁扣2-3、电源插座2-4、信号通信插座2-5。插座壳体2-1上设置有插头插孔2-7，插座绝缘安装板2-2安装在插头插孔2-7底部安装座2-21上，插座绝缘安装板2-2上设置有电源插座安装座2-18和信号通信插座安装座2-19。插座绝缘安装板2-2与插头插孔2-7底部安装座2-20之间装有密封垫圈2-17。电源插座安装座2-21上设置有电源插座安装孔2-6，电源插座安装孔2-6中安装有电源插座（母针）2-4。电源插座2-4设置有正极电源插座2-8与负极电源插座2-9。正极电源插座2-8与负极电源插座2-9分别与电源插头正、负极相配合。在信号通信插座安装座2-19上设置有信号通信插座安装孔2-10，信号通信插座安装孔2-10中安装有信号通信插座2-5。所述的信号通信插座2-5至少设置有4个。电源插座2-4前端设置有电源金属端子插孔，电源金属端子插孔中装有网状形弹性片簧，以增强接触面，便于大电流导通。在电源插座2-4后部设置有电源插座金属端子连接螺孔2-11，便于安装导线，通过导线分别与电池正、负极连接。在正极电源插座2-8与负极电源插座2-9之间设置有电极隔板2-12。在插座壳体2-1外周设置有插座安装板2-13，插座安装板2-13上设有安装孔2-14，便于将连接器插座2安装在电池组上。在插座壳体2-1上部两侧设置有连接销孔2-15，锁扣2-3通过连接销2-16、连接销孔2-15与插座壳体2-1上部活动连接，锁扣2-3设置有锁扣卡槽2-17，锁扣2-3装有手柄2-18，当电动汽车电池连接器插头1插入电动汽车电池连接器插座2后，拨动手柄2-18将锁扣卡槽2-17，卡插在连接器插头壳体1-1上部两侧的锁紧销1-2上，将电动汽车电池连接器插头1锁紧在电动汽车电池连接器插座2上。在车辆行驶充电过程中不会松动。 | 本实用新型涉及的是一种电动汽车电池连接器插座，适用于作电动汽车、电动乘用汽车锂电池放电连接器插座。包括插座壳体、插座绝缘安装板、锁扣、电源插座和信号通信插座；插座壳体上设置有插头插孔，插座绝缘安装板安装在插头插孔底部安装座上，插座绝缘安装板上设置有电源插座安装座和信号通信插座安装座；电源插座安装座上设置有电源插座安装孔，电源插座安装孔中安装有电源插座；在信号通信插座安装座上设置有信号通信插座安装孔，信号通信插座安装孔中安装有信号通信插座；在插座壳体上部两侧设置有连接销孔，锁扣通过连接销、连接销孔与插座壳体上部活动连接，锁扣设置有锁扣卡槽，锁扣装有手柄。 | CN:201521123659.2U | https://patentimages.storage.googleapis.com/b7/40/45/6e670ac9421fa5/CN205355414U.pdf | CN:205355414:U | 毛玉龙, 毛磊 | JIANGXI CEBEA NEW ENERGY TECHNOLOGY Co Ltd | NaN | Not available | 2016-04-06 | 1.一种电动汽车电池连接器插座，其特征在于：包括插座壳体、插座绝缘安装板、锁扣、电源插座和信号通信插座；插座壳体上设置有插头插孔，插座绝缘安装板安装在插头插孔底部安装座上，插座绝缘安装板上设置有电源插座安装座和信号通信插座安装座；, 电源插座安装座上设置有电源插座安装孔，电源插座安装孔中安装有电源插座；, 在信号通信插座安装座上设置有信号通信插座安装孔，信号通信插座安装孔中安装有信号通信插座；, 电源插座前端设置有电源金属端子插孔，电源金属端子插孔中装有网状形弹性片簧，以增强接触面，便于大电流导通；, 在插座壳体上部两侧设置有连接销孔，锁扣通过连接销、连接销孔与插座壳体上部活动连接，锁扣设置有锁扣卡槽，锁扣装有手柄，当连接器插头插入连接器插座后，拨动手柄将锁扣卡槽卡插在连接器插头壳体上部两侧的锁紧销上，将连接器插头锁紧在连接器插座上，在车辆行驶充电过程中不会松动。, \n \n, 2.根据权利要求1所述的电动汽车电池连接器插座，其特征在于：电源插座设置有正极电源插座与负极电源插座；正极电源插座与负极电源插座分别与电源插头正、负极相配合。, \n \n, 3.根据权利要求1所述的电动汽车电池连接器插座，其特征在于：所述的信号通信插座至少设置有4个。, \n \n, 4.根据权利要求1所述的电动汽车电池连接器插座，其特征在于：在电源插座后部设置有电源插座金属端子连接螺孔，便于安装导线，通过导线分别与电池正、负极连接。, \n \n, 5.根据权利要求1所述的电动汽车电池连接器插座，其特征在于：在正极电源插座与负极电源插座之间设置有电极隔板。, \n \n, 6.根据权利要求1所述的电动汽车电池连接器插座，其特征在于：在插座壳体外周设置有插座安装板，插座安装板上设有安装孔，便于将连接器插座安装在电池组上。 | CN | China | Active | Y | True |
| 418 | 전기 자동차의 제어방법 \n | KR20120114608A | NaN | 본 발명에 따른 전기 자동차의 제어방법은, 배터리 관리시스템(Battery Managent System, BMS)에서 배터리 셀 모듈의 충전 전압을 검출하여 배터리 셀 모듈의 이상 여부를 판단하기 용이하도록, 본 발명은, 충전 시작 전, 적어도 둘 이상의 단위전지를 포함하는 배터리 셀 모듈의 현재 전압 및 외부 온도를 측정하는 단계, 상기 충전이 시작되고 소정시간 경과 후, 상기 배터리 셀 모듈의 충전 전압을 측정하여 충전 완료 여부를 판단하는 단계, 상기 충전 완료로 판단되면, 상기 현재 전압과 상기 충전 전압을 기초로 전압 변화량을 산출하는 단계 및 상기 전압 변화량 및 상기 온도를 기초로, 설정된 룩업테이블에 따라 상기 배터리 셀 모듈의 이상 여부를 결정하는 단계를 포함하는 전기 자동차의 제어방법을 제공한다. | KR:1020110032222A | https://patentimages.storage.googleapis.com/ac/36/ff/297d0037ed595b/KR20120114608A.pdf | NaN | 홍준현 | (주)브이이엔에스 | NaN | Not available | 2012-10-17 | 충전 시작 전, 적어도 둘 이상의 단위전지를 포함하는 배터리 셀 모듈의 현재 전압 및 외부 온도를 측정하는 단계;상기 충전이 시작되고 소정시간 경과 후, 상기 배터리 셀 모듈의 충전 전압을 측정하여 충전 완료 여부를 판단하는 단계;상기 충전 완료로 판단되면, 상기 현재 전압과 상기 충전 전압을 기초로 전압 변화량을 산출하는 단계; 및상기 전압 변화량 및 상기 온도를 기초로, 설정된 룩업테이블에 따라 상기 배터리 셀 모듈의 이상 여부를 결정하는 단계;를 포함하는 전기 자동차의 제어방법., 제 1 항에 있어서, 상기 판단 단계는,상기 충전 전압이 설정 전압 이상이면 상기 충전 완료로 판단하는 전기 자동차의 제어방법., 제 1 항에 있어서, 상기 전압 변화량은,상기 현재 전압과 상기 충전 전압의 전압차인 전기 자동차의 제어방법., 제 1 항에 있어서, 상기 룩업테이블은,상기 온도 및 상기 현재 전압에 따라 설정된 상기 소정시간 및 상기 소정시간에 따른 상기 현재 전압과 상기 충전 전압에 따라 설정된 기준 전압 변화량을 포함하는 전기 자동차의 제어방법., 제 4 항에 있어서, 상기 결정 단계는,상기 소정시간 경과 후, 상기 전압 변화량이 상기 기준 전압 변화량 이상이면 상기 배터리 셀 모듈을 이상으로 결정하거나,또는 상기 전압 변화량이 상기 기준 전압 변화량 미만이면 상기 배터리 셀 모듈을 정상으로 결정하는 전기 자동차의 제어방법., 제 1 항에 있어서, 상기 배터리 셀 모듈의 이상 유무를 디스플레이하는 단계;를 포함하는 전기 자동차의 제어방법. | KR | South Korea | NaN | B | True |
| 419 | 一种纯电动汽车的分体式高压配电盒 \n | CN111645618A | 技术领域本申请涉及电动汽车技术领域，特别涉及一种纯电动汽车的分体式高压配电盒。背景技术随着电动汽车逐步应用推广与普及，电动汽车发展越来越快，电动车功能性的要求也越来越高。电动汽车主要由电池系统提供主要能源，整个系统的能源传输由高压电气系统负责传输。高压配电盒是电动汽车高压电气系统的核心组成部件，其主要作用是通过外部低压控制回路控制内部高压继电器的通断，将动力电池的高压直流电源按照高压电源分配盒内部设计电路，将驱动和转向电机的电机控制器、车载充电机、空调、直流电压转换器(DC/DC)等一系列的高压组成部件连接到一起。目前用户对电动车续航里程，动力性能等方面的需求逐步提升，如何在有限的空间中设计出结构紧凑的配电箱是急需解决的问题。相关技术中，高压配电盒是用于纯电动汽车和插电式混合动力汽车的配电设备，其采用集中配电方案，将高压电源合理分配给各种车载设备。由于高压配电盒工作在高电压大电流的状态下，因此对于其性能有着很高的要求，但是目前的用于电动汽车的高压配电盒一般都沿用工业高压配电箱的设计思想，安全性、可靠性和耐久性方面都满足不了汽车的要求，且存在体积大、集成度低、装配复杂等问题。发明内容本申请实施例提供一种纯电动汽车的分体式高压配电盒，以解决相关技术中电动汽车的高压配电盒存在体积大、集成度低、装配复杂的问题。本申请实施例提供了一种纯电动汽车的分体式高压配电盒，所述分体式高压配电盒包括：第一高压配电盒，所述第一高压配电盒嵌入在电池包内部，所述第一高压配电盒包括绝缘护套壳体和位于绝缘护套壳体内的继电器和对外输出端口，所述绝缘护套壳体上开设有用于向外伸出所述对外输出端口的安装孔；第二高压配电盒，所述第二高压配电盒嵌入在电池包内部，所述第二高压配电盒包括绝缘外壳和设置在绝缘外壳内的导电体和后驱电机接口，所述绝缘外壳上开设有用于向外伸出所述后驱电机接口和导电体的通孔，所述绝缘外壳上设有熔断器盖板，在熔断器盖板内设有熔断器，所述熔断器与导电体连接，所述导电体与电池包电连接。在一些实施例中，所述对外输出端口包括快充接口、前驱电机接口及高压附件接口，所述快充接口、前驱电机接口和高压附件接口位于绝缘护套壳体内，所述继电器包括主回路负极继电器、快充负极继电器、快充正极继电器、主回路正极继电器。在一些实施例中，所述主回路正极继电器的输入端与电池包的正极连接，所述主回路负极继电器的输出端与电池包的负极连接，所述主回路正极继电器的输出端分别连接快充正极继电器的输入端、高压附件接口的正极和前驱电机接口的正极，所述主回路负极继电器的输入端分别连接快充负极继电器的输出端、高压附件接口的负极和前驱电机接口的负极，所述快充正极继电器的输入端连接快充接口的正极，所述快充负极继电器的输出端连接快充接口的负极。在一些实施例中，所述继电器还包括预充继电器和预充电阻，所述预充电阻的一端与预充继电器的输入端连接，所述预充电阻的另一端与电池包正极连接，所述预充继电器的输出端与主回路正极继电器的输出端连接。在一些实施例中，所述绝缘护套壳体内还设有电流互感器、正极铜排端口，负极铜排端口、后驱正极端口、后驱负极端口，所述正极铜排端口与电池包正极连接，所述负极铜排端口与电池包负极连接，所述负极铜排端口穿入在电流互感器内，所述后驱正极端口与主回路正极继电器的输出端连接，所述后驱负极端口与主回路负极继电器的输入端连接，所述后驱正极端口和后驱负极端口分别通过铜排与后驱电机接口的正极和负极连接。在一些实施例中，所述主回路负极继电器的输入端和主回路正极继电器的输出端之间连接有Y电容。在一些实施例中，所述绝缘护套壳体内还设有PCB板和绝缘隔板，所述PCB板与继电器电连接，所述PCB板用于控制继电器通断，所述绝缘隔板位于PCB板的顶部，所述绝缘护套壳体内设有安装柱，所述PCB板和绝缘隔板通过螺钉固定在安装柱上。在一些实施例中，所述导电体包括正极导电体和负极导电体，所述正极导电体连接在电池包的电池正极，所述负极导电体连接在电池包的电池负极，所述熔断器两端分别与正极导电体和负极导电体电连接。在一些实施例中，所述绝缘护套壳体包括绝缘护套壳体顶盖和绝缘护套壳体底座，绝缘护套壳体顶盖和绝缘护套壳体底座可拆卸连接，所述继电器固定安装在绝缘护套壳体底座上，所述绝缘护套壳体顶盖的顶部开设有开口，在绝缘护套壳体顶盖上设有封闭开口的盖板。在一些实施例中，所述绝缘外壳包括连接器安装板、第一绝缘护套、第二绝缘护套和开关保护连接器，所述后驱电机接口、第二绝缘护套和开关保护连接器均连接在连接器安装板上，所述第一绝缘护套与开关保护连接器连接，所述导电体位于第一绝缘护套和开关保护连接器内，所述第二绝缘护套用于保护后驱电机接口，所述熔断器盖板可拆卸连接在连接器安装板上，所述第一绝缘护套、第二绝缘护套与连接器安装板之间设有第一密封圈，所述熔断器盖板与连接器安装板之间设有第二密封圈。本申请提供的技术方案带来的有益效果包括：本申请实施例提供了一种纯电动汽车的分体式高压配电盒，由于本分体式高压配电盒设置了第一高压配电盒和第二高压配电盒。其中，第一高压配电盒嵌入在电池包内部，第一高压配电盒包括绝缘护套壳体和位于绝缘护套壳体内的继电器和对外输出端口，绝缘护套壳体上开设有用于向外伸出对外输出端口的安装孔。第二高压配电盒嵌入在电池包内部，第二高压配电盒包括绝缘外壳和设置在绝缘外壳内的导电体和后驱电机接口，绝缘外壳上开设有用于向外伸出后驱电机接口和导电体的通孔，绝缘外壳上设有熔断器盖板，在熔断器盖板内设有熔断器，熔断器与导电体连接，导电体与电池包电连接。因此，本分体式高压配电盒采用分体式结构，将分体式高压配电盒分成独立的第一高压配电盒和第二高压配电盒，第一高压配电盒和第二高压配电盒分别嵌入在电池包内部且与电池包连接成一体，具有轻量化、节约空间，结构紧凑、成本低的优点。第二高压配电盒内设有导电体、后驱电机接口和熔断器，且熔断器和导电体伸出在第二高压配电盒的外部，便于熔断器的检修和更换。第一高压配电盒内设有继电器和对外输出端口，实现对高压回路的通断控制，实现快慢充电回路的通断控制，当动力回路过流时，能按控制要求实现带载断电，实现为后驱电机电能可靠传输，并集成快充功能、高压附件连接功能及为前驱电机提供电能等功能。附图说明为了更清楚地说明本申请实施例中的技术方案，下面将对实施例描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本申请的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。图1为本申请实施例的结构示意图；图2为本申请实施例的第一高压配电盒的结构爆炸示意图；图3为本申请实施例的继电器和对外输出端口的第一视角结构示意图；图4为本申请实施例的继电器和对外输出端口的第二视角结构示意图；图5为本申请实施例的第二高压配电盒的结构示意图；图6为本申请实施例的第二高压配电盒的结构爆炸示意图；图7为本申请实施例的电路原理图。附图标记：100-第一高压配电盒，101-盖板，102-绝缘护套壳体顶盖，103-绝缘隔板，104-PCB板，105-前驱电机接口，106-快充接口、107-高压附件接口，108-电流互感器，109-主回路负极继电器，110-快充负极继电器，111-主回路正极继电器，112-快充正极继电器，113-预充继电器，114-预充电阻，115-绝缘护套壳体底座，116-安装孔，117-安装柱，118-正极铜排端口，119-负极铜排端口，120-后驱正极端口，121-后驱负极端口，122-Y电容；200-电池包；300-第二高压配电盒，301-连接器安装板，302-第一绝缘护套，303-第二绝缘护套，304-开关保护连接器，305-熔断器盖板，306-第一密封圈，307-第二密封圈，308-通孔，309-熔断器，310-后驱电机接口，311-正极导电体，312-负极导电体，313-转接铜排；400-铜排。具体实施方式为使本申请实施例的目的、技术方案和优点更加清楚，下面将结合本申请实施例中的附图，对本申请实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例是本申请的一部分实施例，而不是全部的实施例。基于本申请中的实施例，本领域普通技术人员在没有做出创造性劳动的前提下所获得的所有其他实施例，都属于本申请保护的范围。本申请实施例提供了一种纯电动汽车的分体式高压配电盒，其能解决技术中电动汽车的高压配电盒存在体积大、集成度低、装配复杂的问题。参见图1、图2和图5所示，本申请实施例提供了一种纯电动汽车的分体式高压配电盒，所述分体式高压配电盒包括：第一高压配电盒100，该第一高压配电盒100嵌入在电池包200内部，第一高压配电盒100包括绝缘护套壳体和位于绝缘护套壳体内的继电器和对外输出端口，继电器用于对高压回路的通断控制。绝缘护套壳体上开设有用于向外伸出对外输出端口的安装孔116，对外输出端口从安装孔116伸出与外部元件电连接。第二高压配电盒300，该第二高压配电盒300嵌入在电池包200内部，第二高压配电盒300包括绝缘外壳和设置在绝缘外壳内的导电体和后驱电机接口310，绝缘外壳上开设有用于向外伸出后驱电机接口310和导电体的通孔308，后驱电机接口310和导电体从通孔308伸出与外部元件电连接。在绝缘外壳上设有熔断器盖板305，在熔断器盖板305内设有熔断器309，熔断器309与导电体电连接，导电体与电池包200的正负极电连接。本分体式高压配电盒采用分体式结构，将分体式高压配电盒分成独立的第一高压配电盒100和第二高压配电盒300，第一高压配电盒100和第二高压配电盒300分别嵌入在电池包200内部且与电池包200连接成一体，具有轻量化、节约空间，结构紧凑、成本低的优点。在第二高压配电盒300内设有导电体、后驱电机接口310和熔断器309，且熔断器309和导电体伸出在第二高压配电盒300的外部，在熔断器309产生故障时，便于熔断器309的检修和更换。在第一高压配电盒100内设有继电器和对外输出端口，继电器实现对高压回路的通断控制，实现快慢充电回路的通断控制，当动力回路过流时，能按控制要求实现带载断电，实现为后驱电机电能可靠传输，并集成快充功能、高压附件连接功能及为前驱电机提供电能等功能。在一些可选实施例中，参见图2至图4和图7所示，申请实施例提供了一种纯电动汽车的分体式高压配电盒，该分体式高压配电盒的对外输出端口包括快充接口106、前驱电机接口105及高压附件接口107，快充接口106、前驱电机接口105和高压附件接口107均位于绝缘护套壳体内并与位于绝缘护套壳体外的元件电连接。继电器包括主回路负极继电器109、快充负极继电器110、快充正极继电器112、主回路正极继电器111，预充继电器113和预充电阻114。主回路正极继电器111的输入端与电池包200的正极连接，主回路负极继电器109的输出端与电池包200的负极连接。主回路正极继电器111的输出端分别连接快充正极继电器112的输入端、高压附件接口107的正极和前驱电机接口105的正极；主回路负极继电器109的输入端分别连接快充负极继电器110的输出端、高压附件接口107的负极和前驱电机接口105的负极。快充正极继电器112的输入端连接快充接口106的正极，快充负极继电器110的输出端连接快充接口106的负极。预充电阻114的一端与预充继电器113的输入端连接，预充电阻114的另一端与电池包200的正极连接，预充继电器113的输出端与主回路正极继电器111的输出端连接。快充步骤如下：闭合快充负极继电器110，闭合主回路负极继电器109，闭合预充继电器113，闭合快充正极继电器112，对电池包200快速充电。快充完成后，闭合主回路正极继电器111，断开预充继电器113，完成快充动作。在一些可选实施例中，参见图1至图4和图7所示，申请实施例提供了一种纯电动汽车的分体式高压配电盒，该分体式高压配电盒的绝缘护套壳体内还设有电流互感器108、正极铜排端口118，负极铜排端口119、后驱正极端口120、后驱负极端口121。正极铜排端口118与电池包200的正极连接，负极铜排端口119与电池包200的负极连接，负极铜排端口118穿入在电流互感器108内后与主回路负极继电器109的输出端连接。后驱正极端口120与主回路正极继电器111的输出端连接，后驱负极端口121与主回路负极继电器109的输入端连接。后驱正极端口120和后驱负极端口121分别通过铜排400与后驱电机接口310的正极和负极连接，实现前驱和四驱两种输出驱动方式。铜排400上包裹有绝缘热缩管。主回路负极继电器109的输入端和主回路正极继电器111的输出端之间连接有Y电容122，Y电容122分别跨接在电力线两线和地之间，用于消除共模干扰。在一些可选实施例中，参见图2至图4和图7所示，申请实施例提供了一种纯电动汽车的分体式高压配电盒，该分体式高压配电盒的绝缘护套壳体内还设有PCB板104和绝缘隔板103，PCB板104分别与主回路负极继电器109、快充负极继电器110、快充正极继电器112、主回路正极继电器111，预充继电器113电连接，PCB板104用于控制主回路负极继电器109、快充负极继电器110、快充正极继电器112、主回路正极继电器111，预充继电器113通断。PCB板104还与电流互感器108连接，PCB板104用于采集电池包200的电流大小。PCB板104采用模块化设计，减少线束排布，提高了产品的集成度和可靠性，体积减小，降低了装配和维修难度。绝缘隔板103位于PCB板104的顶部，绝缘护套壳体内设有安装柱117，PCB板104和绝缘隔板103通过螺钉固定在安装柱117上。绝缘护套壳体包括绝缘护套壳体顶盖102和绝缘护套壳体底座115，绝缘护套壳体顶盖112和绝缘护套壳体底座115可拆卸连接，主回路负极继电器109、快充负极继电器110、快充正极继电器112、主回路正极继电器111，预充继电器113均固定安装在绝缘护套壳体底座115上。绝缘护套壳体顶盖102的顶部开设有开口，该开口用于向第二高压配电盒300内引入铜排400，在绝缘护套壳体顶,102上设有封闭开口的盖板101，盖板101用于防止电池包200内部高低温引起的水蒸气形成的水珠跌落在铜排400上。在一些可选实施例中，参见图6和图7所示，申请实施例提供了一种纯电动汽车的分体式高压配电盒，该分体式高压配电盒的导电体包括正极导电体311和负极导电体312，正极导电体311连接在电池包200的电池正极，负极导电体312连接在电池包200的电池负极，熔断器309两端分别与正极导电体311和负极导电体312电连接，熔断器309用于保护电池包200，在电池包200过载或短路时迅速熔断。在一些可选实施例中，参见图5和图6所示，申请实施例提供了一种纯电动汽车的分体式高压配电盒，该分体式高压配电盒的绝缘外壳包括连接器安装板301、第一绝缘护套302、第二绝缘护套303和开关保护连接器304。后驱电机接口310、第二绝缘护套303和开关保护连接器304均连接在连接器安装板301上。第一绝缘护套302与开关保护连接器304连接，正极导电体311和负极导电体312位于第一绝缘护套302和开关保护连接器304内，第一绝缘护套302和开关保护连接器304对正极导电体311和负极导电体312绝缘保护和定位。第二绝缘护套303用于保护后驱电机接口310和转接铜排313，转接铜排313分别与后驱电机接口310的正极和负极电连接，铜排400与转接铜排313电连接。熔断器盖板305可拆卸连接在连接器安装板301上，第一绝缘护套302、第二绝缘护套303与连接器安装板之间设有第一密封圈307，熔断器盖板305与连接器安装板301之间设有第二密封圈306，第一密封圈307和第二密封圈306用于提高绝缘外壳的密封性能和防水效果。工作原理本申请实施例提供了一种纯电动汽车的分体式高压配电盒，由于本分体式高压配电盒设置了第一高压配电盒100和第二高压配电盒300。其中，第一高压配电盒100嵌入在电池包200内部，第一高压配电盒100包括绝缘护套壳体和位于绝缘护套壳体内的继电器和对外输出端口，绝缘护套壳体上开设有用于向外伸出对外输出端口的安装孔116。第二高压配电盒300嵌入在电池包200内部，第二高压配电盒300包括绝缘外壳和设置在绝缘外壳内的导电体和后驱电机接口310，绝缘外壳上开设有用于向外伸出后驱电机接口310和导电体的通孔308，绝缘外壳上设有熔断器盖板305，在熔断器盖板305内设有熔断器309，熔断器309与导电体连接，导电体与电池包200电连接。本分体式高压配电盒采用分体式结构，将分体式高压配电盒分成独立的第一高压配电盒100和第二高压配电盒300，第一高压配电盒100和第二高压配电盒300分别嵌入在电池包200内部且与电池包200连接成一体，具有轻量化、节约空间，结构紧凑、成本低的优点。第二高压配电盒300内设有导电体、后驱电机接口310和熔断器309，且熔断器309和导电体伸出在第二高压配电盒300的外部，便于熔断器309的检修和更换。第一高压配电盒100内设有继电器和对外输出端口，实现对高压回路的通断控制，实现快慢充电回路的通断控制，当动力回路过流时，能按控制要求实现带载断电，实现为后驱电机电能可靠传输，并集成快充功能、高压附件连接功能及为前驱电机提供电能等功能。在本申请的描述中，需要说明的是，术语“上”、“下”等指示的方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述本申请和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本申请的限制。除非另有明确的规定和限定，术语“安装”、“相连”、“连接”应做广义理解，例如，可以是固定连接，也可以是可拆卸连接，或一体地连接；可以是机械连接，也可以是电连接；可以是直接相连，也可以通过中间媒介间接相连，可以是两个元件内部的连通。对于本领域的普通技术人员而言，可以根据具体情况理解上述术语在本申请中的具体含义。需要说明的是，在本申请中，诸如“第一”和“第二”等之类的关系术语仅仅用来将一个实体或者操作与另一个实体或操作区分开来，而不一定要求或者暗示这些实体或操作之间存在任何这种实际的关系或者顺序。而且，术语“包括”、“包含”或者其任何其他变体意在涵盖非排他性的包含，从而使得包括一系列要素的过程、方法、物品或者设备不仅包括那些要素，而且还包括没有明确列出的其他要素，或者是还包括为这种过程、方法、物品或者设备所固有的要素。在没有更多限制的情况下，由语句“包括一个……”限定的要素，并不排除在包括所述要素的过程、方法、物品或者设备中还存在另外的相同要素。以上所述仅是本申请的具体实施方式，使本领域技术人员能够理解或实现本申请。对这些实施例的多种修改对本领域的技术人员来说将是显而易见的，本文中所定义的一般原理可以在不脱离本申请的精神或范围的情况下，在其它实施例中实现。因此，本申请将不会被限制于本文所示的这些实施例，而是要符合与本文所申请的原理和新颖特点相一致的最宽的范围。 | 本申请涉及一种纯电动汽车的分体式高压配电盒，属于电动汽车技术领域，分体式高压配电盒包括：第一高压配电盒，其嵌入在电池包内部，第一高压配电盒包括绝缘护套壳体和位于绝缘护套壳体内的继电器和对外输出端口，绝缘护套壳体上开设有用于向外伸出对外输出端口的安装孔；第二高压配电盒，其嵌入在电池包内部，第二高压配电盒包括绝缘外壳和设置在绝缘外壳内的导电体和后驱电机接口，绝缘外壳上设有熔断器盖板，在熔断器盖板内设有熔断器，熔断器与导电体连接，导电体与电池包电连接。本申请的第一高压配电盒和第二高压配电盒分别嵌入在电池包内部且与电池包连接成一体，具有轻量化、节约空间，结构紧凑、成本低的优点。 | CN:202010412822.6A | https://patentimages.storage.googleapis.com/7b/46/de/5d464405c8b084/CN111645618A.pdf | NaN | 黄红波, 刘爽, 吴杰余, 周坤, 朱禹 | Dongfeng Motor Corp | CN:206678794:U, CN:108045231:A, CN:208423694:U, CN:209274362:U, CN:210047337:U | Not available | 2022-07-15 | 1.一种纯电动汽车的分体式高压配电盒，其特征在于，所述分体式高压配电盒包括：, 第一高压配电盒(100)，所述第一高压配电盒(100)嵌入在电池包(200)内部，所述第一高压配电盒(100)包括绝缘护套壳体和位于绝缘护套壳体内的继电器和对外输出端口，所述绝缘护套壳体上开设有用于向外伸出所述对外输出端口的安装孔(116)；, 第二高压配电盒(300)，所述第二高压配电盒(300)嵌入在电池包(200)内部，所述第二高压配电盒(300)包括绝缘外壳和设置在绝缘外壳内的导电体和后驱电机接口(310)，所述绝缘外壳上开设有用于向外伸出所述后驱电机接口(310)和导电体的通孔(308)，所述绝缘外壳上设有熔断器盖板(305)，在熔断器盖板(305)内设有熔断器(309)，所述熔断器(309)与导电体连接，所述导电体与电池包(200)电连接。, 2.如权利要求1所述的一种纯电动汽车的分体式高压配电盒，其特征在于：, 所述对外输出端口包括快充接口(106)、前驱电机接口(105)及高压附件接口(107)，所述快充接口(106)、前驱电机接口(105)和高压附件接口(107)位于绝缘护套壳体内，所述继电器包括主回路负极继电器(109)、快充负极继电器(110)、快充正极继电器(112)、主回路正极继电器(111)。, 3.如权利要求2所述的一种纯电动汽车的分体式高压配电盒，其特征在于：, 所述主回路正极继电器(111)的输入端与电池包(200)的正极连接，所述主回路负极继电器(109)的输出端与电池包(200)的负极连接，所述主回路正极继电器(111)的输出端分别连接快充正极继电器(112)的输入端、高压附件接口(107)的正极和前驱电机接口(105)的正极；, 所述主回路负极继电器(109)的输入端分别连接快充负极继电器(110)的输出端、高压附件接口(107)的负极和前驱电机接口(105)的负极，所述快充正极继电器(112)的输入端连接快充接口(106)的正极，所述快充负极继电器(110)的输出端连接快充接口(106)的负极。, 4.如权利要求2所述的一种纯电动汽车的分体式高压配电盒，其特征在于：, 所述继电器还包括预充继电器(113)和预充电阻(114)，所述预充电阻(114)的一端与预充继电器(113)的输入端连接，所述预充电阻(114)的另一端与电池包(200)正极连接，所述预充继电器(113)的输出端与主回路正极继电器(111)的输出端连接。, 5.如权利要求2所述的一种纯电动汽车的分体式高压配电盒，其特征在于：, 所述绝缘护套壳体内还设有电流互感器(108)、正极铜排端口(118)，负极铜排端口(119)、后驱正极端口(120)、后驱负极端口(121)，所述正极铜排端口(118)与电池包(200)正极连接，所述负极铜排端口(119)与电池包(200)负极连接，所述负极铜排端口(119)穿入在电流互感器(108)内；, 所述后驱正极端口(120)与主回路正极继电器(111)的输出端连接，所述后驱负极端口(121)与主回路负极继电器(109)的输入端连接，所述后驱正极端口(120)和后驱负极端口(121)分别通过铜排(400)与后驱电机接口(310)的正极和负极连接。, 6.如权利要求2所述的一种纯电动汽车的分体式高压配电盒，其特征在于：, 所述主回路负极继电器(109)的输入端和主回路正极继电器(111)的输出端之间连接有Y电容(122)。, 7.如权利要求1所述的一种纯电动汽车的分体式高压配电盒，其特征在于：, 所述绝缘护套壳体内还设有PCB板(104)和绝缘隔板(103)，所述PCB板(104)与继电器电连接，所述PCB板(104)用于控制继电器通断，所述绝缘隔板(103)位于PCB板(104)的顶部，所述绝缘护套壳体内设有安装柱(117)，所述PCB板(104)和绝缘隔板(103)通过螺钉固定在安装柱(117)上。, 8.如权利要求1所述的一种纯电动汽车的分体式高压配电盒，其特征在于：, 所述导电体包括正极导电体(311)和负极导电体(312)，所述正极导电体(311)连接在电池包(200)的电池正极，所述负极导电体(312)连接在电池包(200)的电池负极，所述熔断器(309)两端分别与正极导电体(311)和负极导电体(312)电连接。, 9.如权利要求1所述的一种纯电动汽车的分体式高压配电盒，其特征在于：, 所述绝缘护套壳体包括绝缘护套壳体顶盖(102)和绝缘护套壳体底座(115)，绝缘护套壳体顶盖(102)和绝缘护套壳体底座(115)可拆卸连接，继电器固定安装在绝缘护套壳体底座(115)上，所述绝缘护套壳体顶盖(102)的顶部开设有开口，在绝缘护套壳体顶盖(102)上设有封闭开口的盖板(101)。, 10.如权利要求1所述的一种纯电动汽车的分体式高压配电盒，其特征在于：, 所述绝缘外壳包括连接器安装板(301)、第一绝缘护套(302)、第二绝缘护套(303)和开关保护连接器(304)，所述后驱电机接口(310)、第二绝缘护套(303)和开关保护连接器(304)均连接在连接器安装板(301)上，所述第一绝缘护套(302)与开关保护连接器(304)连接；, 所述导电体位于第一绝缘护套(302)和开关保护连接器(304)内，所述第二绝缘护套(303)用于保护后驱电机接口(310)，所述熔断器盖板(305)可拆卸连接在连接器安装板(301)上，所述第一绝缘护套(302)、第二绝缘护套(303)与连接器安装板(301)之间设有第一密封圈(307)，所述熔断器盖板(305)与连接器安装板(301)之间设有第二密封圈(306)。 | CN | China | Granted | B | True |
| 420 | 一种用于燃料电池混合动力车辆的电气系统 \n | CN102602301B | 技术领域\n\t本发明总地涉及一种用于车辆的电气架构，包括用于从车辆电源向外部负载提供AC电力的取电（electricpowertakeoutcircuit，EPTO）电路，更特别地，涉及一种用于车辆的电气架构，包括用于从车辆电源向外部负载提供AC电力的EPTO电路，其中EPTO电路使用双向DC/DC功率逆变器和功率逆变器模块（PIM），这两个模块为车辆上用于其它目的的已有电气装置。\n\t背景技术\n\t电动车正变得越来越流行。这些车辆包括将电池与主动力源（例如内燃机、燃料电池系统等）组合的混合动力车（例如增程电动车（EREV））和纯电动车（例如电池电动车（BEV））。所有这些类电动车都使用包括多个电池单元的高电压电池。这些电池可为不同的电池类型，例如锂离子电池、镍金属氢化物电池、铅酸电池等。\n\t大多数燃料电池车辆为除燃料电池堆之外还使用可再充电的附加高电压电源（例如DC电池或超级电容）的上述混合动力车辆。所述电源为各种车辆辅助负载、为系统起动和在当燃料电池堆无法提供期望电力的高功率需求期间提供补充功率。更特别地，燃料电池堆通过DC电压总线向牵引电机和其它车辆系统提供功率用于车辆运行。在需要超过电池堆可提供的额外功率时，例如在高加速期间，电池向电压总线提供补充功率。例如，燃料电池堆可提供70kW的功率。然而，车辆加速可能需要100kW或更多的功率。在燃料电池堆能够满足系统功率需求时的那些时间使用燃料电池堆给电池再充电。可从牵引电机获得的发电机功率能提供再生制动，其也可用于通过DC总线给电池再充电。\n\t于2010年6月1日提交的题为VehicularElectricalSystems（车辆电气系统）的美国专利申请No.12/791,632公开了一种用于燃料电池车辆的电气系统，包括用于向车辆外部的电气负载提供AC电功率的电路部件，该专利被转让给本申请的受让人，其内容通过引用包含于本文。所述电气系统包括电连接至高功率电压总线的双向DC/DC功率逆变器，在所述高功率电压总线上从燃料电池堆和高电压电池向车辆系统（包括车辆的电力牵引系统）提供高电压。当高电压总线上的电压波动时，双向DC/DC功率逆变器提供保持基本恒定的调节DC电压。来自双向DC/DC功率逆变器的稳定DC功率被提供给独立的功率逆变器模块（PIM），其将DC功率信号转换为AC功率信号。AC插座连接至PIM，使得外部负载可插入插座以汲取AC功率。\n\t申请`632中描述的车辆电气系统除了设在电池与燃料电池堆之间高电压总线上的现有双向DC/DC功率逆变器之外，还需要附加双向DC/DC功率逆变器。并且，申请`632中描述的电气系统除了已经存在的将高电压DC功率信号转换为适于车辆电力牵引系统的AC信号的PIM之外，还需要附加功率逆变器模块，以将附加DC/DC功率逆变器的DC功率信号转换为AC功率信号。这些部件增加了车辆的成本、重量和复杂性。\n\t发明内容\n\t根据本发明的教导，公开了一种用于燃料电池混合动力车辆的电气系统，其中车辆包括燃料电池堆和高电压电池。传统的双向DC/DC功率逆变器设在连接燃料电池堆电压和电池电压的高电压总线上。另外，提供传统的功率逆变器模块，将高电压总线上的高电压DC功率信号转换为适于车上电力牵引电机的AC信号。本发明提出使用现有的双向DC/DC功率逆变器和PIM作为电力取出EPTO电路的一部分，在燃料电池堆和电池未用于驱动车辆时给外部车辆负载提供AC功率。\n\t本发明提供下列技术方案。\n\t技术方案1：一种用于燃料电池混合动力车辆的电气系统，所述系统包括：\n\t高电压总线；\n\t电连接至所述高电压总线的燃料电池堆；\n\t电连接至所述高电压总线的高电压电池；\n\t在所述燃料电池堆与所述高电压电池之间电连接至所述高电压总线的双向DC/DC功率逆变器；\n\t电连接至所述高电压总线的电力牵引系统功率逆变器模块，所述功率逆变器模块将所述高电压总线的高电压DC功率信号转换为系统AC功率信号；以及\n\t包括所述双向DC/DC功率逆变器和所述电力牵引系统功率逆变器模块的取电电路，当所述电气系统处于取电模式时，所述双向DC/DC功率逆变器提供外部电压信号且所述功率逆变器模块提供外部AC功率信号。\n\t技术方案2：如技术方案1的系统，还包括用于在所述系统处于所述取电模式时将所述功率逆变器模块从所述高电压总线断开的至少一个接触器。\n\t技术方案3：如技术方案1的系统，其中所述功率逆变器模块在所述双向DC/DC功率逆变器与所述燃料电池堆之间电连接至所述高电压总线。\n\t技术方案4：如技术方案1的系统，还包括电连接至所述功率逆变器模块且接收系统AC信号的电力牵引电机。\n\t技术方案5：如技术方案1的系统，还包括电连接至所述功率逆变器模块并接收外部AC功率信号的AC插座。\n\t技术方案6：如技术方案1的系统，其中所述取电电路提供约110伏的AC作为所述外部AC功率信号。\n\t技术方案7：一种用于燃料电池混合动力车辆的电气系统，所述系统包括：\n\t高电压总线；\n\t电连接至所述高电压总线的燃料电池堆；\n\t电连接至所述高电压总线的高电压电池；\n\t在所述燃料电池堆与所述高电压电池之间电连接至所述高电压总线的第一双向DC/DC功率逆变器；\n\t电连接至所述高电压总线的电力牵引系统功率逆变器模块，所述功率逆变器模块将所述高电压总线的高电压DC功率信号转换为系统AC功率信号；以及\n\t包括第二双向DC/DC功率逆变器和所述电力牵引系统功率逆变器模块的取电电路，所述第二双向DC/DC功率逆变器电连接至所述高电压总线和所述功率逆变器模块，当所述电气系统处于取电模式时，所述第二双向DC/DC功率逆变器提供外部电压信号且所述功率逆变器模块提供外部AC功率信号。\n\t技术方案8：如技术方案7的系统，还包括电连接至所述功率逆变器模块并接收外部AC功率信号的AC插座。\n\t技术方案9：如技术方案7的系统，还包括电连接至所述功率逆变器模块且接收所述系统AC信号的电力牵引电机。\n\t技术方案10：如技术方案7的系统，其中所述第二双向DC/DC功率逆变器在所述第一双向DC/DC功率逆变器与所述高电压电池之间连接至所述高电压总线。\n\t技术方案11：如技术方案7的系统，其中所述第二双向DC/DC功率逆变器在所述第一双向DC/DC功率逆变器与所述燃料电池堆之间连接至所述高电压总线。\n\t技术方案12：如技术方案7的系统，还包括用于在所述系统处于所述取电模式时将所述功率逆变器模块从所述高电压总线断开的至少一个接触器。\n\t技术方案13：如技术方案7的系统，其中所述功率逆变器模块在所述双向DC/DC功率逆变器与所述燃料电池堆之间电连接至所述高电压总线。\n\t技术方案14：如技术方案7的系统，其中所述取电电路提供约110伏的AC作为所述外部AC功率信号。\n\t技术方案15：一种用于混合动力车辆的电气系统，所述系统包括：\n\t高电压总线；\n\t电连接至所述高电压总线的电源；\n\t电连接至所述高电压总线的高电压电池；\n\t在所述电源与所述高电压电池之间电连接至所述高电压总线的双向DC/DC功率逆变器；\n\t在所述双向DC/DC功率逆变器与所述电源之间电连接至所述高电压总线功率逆变器模块的电力牵引系统功率逆变器模块，所述功率逆变器模块将所述高电压总线的高电压DC功率信号转换为系统AC功率信号；以及\n\t包括所述双向DC/DC功率逆变器和所述电力牵引系统功率逆变器模块的取电电路，当所述电气系统处于取电模式时，所述双向功率逆变器提供外部电压信号且所述功率逆变器模块提供外部AC功率信号。\n\t技术方案16：如技术方案15的系统，还包括用于在所述系统处于所述取电模式时将所述功率逆变器模块从所述高电压总线断开的至少一个接触器。\n\t技术方案17：如技术方案15的系统，其中所述电源为燃料电池堆。\n\t技术方案18：如技术方案15的系统，还包括电连接至所述功率逆变器模块且接收所述系统AC信号的电力牵引电机。\n\t技术方案19：如技术方案15的系统，还包括电连接至所述功率逆变器模块并接收所述外部AC功率信号的AC插座。\n\t技术方案20：如技术方案15的系统，其中所述取电电路提供约110伏的AC作为所述外部AC功率信号。\n\t结合附图，从下面的描述和所附权利要求可清楚本发明的其它特征。\n\t附图说明\n\t图1为用于燃料电池的包括取电电路的电气系统的示意性框图；\n\t图2为用于燃料电池车辆的包括取电电路的电气系统的示意性框图，其中该取电电路利用现有的功率逆变器模块和双向DC/DC功率逆变器；\n\t图3为用于燃料电池车辆的包括取电电路的电气系统的示意性框图，其中该取电电路利用现有的功率逆变器模块和附加双向DC/DC功率逆变器，该附加双向DC/DC功率逆变器电连接至现有的双向DC/DC功率逆变器与燃料电池堆之间的高电压总线上；以及\n\t图4为用于燃料电池车辆的包括取电电路的电气系统的示意性框图，其中该取电电路利用现有的功率逆变器模块和附加双向DC/DC功率逆变器，该附加双向DC/DC功率逆变器电连接至现有的双向DC/DC功率逆变器与高电压电池之间的高电压总线上。\n\t具体实施方式\n\t下面对涉及燃料电池车辆电气系统的本发明实施例的描述实质上是示例性的，并不意欲以任何方式限制本发明或其应用或使用。例如，本文所述电气系统对燃料电池车辆具有特定应用。然而，如本领域的技术人员所清楚的，该电气系统可应用于其它混合动力车辆。\n\t图1为用于燃料电池混合动力车辆的电气系统10的示意性框图。系统10包括电连接至正高电压总线14和负高电压总线16的燃料电池功率模块12。燃料电池功率模块12包括电连接至总线14和16的分式燃料电池堆18及PIM20。PIM20将总线14和16上的DC电压转换为适于空气压缩机22的电机的AC电压，空气压缩机22向电池堆18的阴极提供空气。高电压电池24电连接至高电压总线46和48，其中电池24包括串联电连接的电池单元26。双向DC/DC功率逆变器（BDC）28电连接在总线14和16与总线46和48之间，并以本领域技术人员公知的方式提供与燃料电池堆18和高电压电池24的电压相匹配的电压。\n\t电气系统10还包括电连接至总线14和16的电力牵引系统（ETS）功率逆变器模块（PIM）30，及身为驱动车辆的ETS一部分的AC牵引电机32。PIM30将总线14和16上的DC电压转换为适于牵引电机32的AC电压。牵引电机32提供牵引功率，用于操作车辆。在再生制动期间，来自车轮（未示出）的旋转能量引起牵引电机32操作为向总线14和16提供电流的发电机，BDC28可利用该电流以本领域技术人员公知的方式在总线46和48上给电池24充电。\n\t电气系统10还包括电连接至高电压总线14和16的EPTO电路34。在上述申请`632中更加详细地描述了这类EPTO电路。EPTO电路34包括双向DC/DC功率逆变器36，其从总线14和16接收高电压功率信号并提供功率调节以提供能被转换为期望AC电功率信号（例如，110伏特AC）的稳定EPTO输出。双向DC/DC功率逆变器36提供恒定的电压，还将总线14和16上的高电压降低至期望电压水平，通常为110伏DC。来自双向DC/DC功率逆变器36的电压信号被提供给ETSPIM38，ETSPIM38以本领域技术人员公知的方式提供DC到AC的转换。PIM38通常包括一系列电连接开关和二极管，以提供所述转换，例如申请`632中所描述的和本领域技术人员所公知的。EPTO电路34的AC输出被提供给AC插座40，外部负载42（例如压缩机、灯等）可插入该AC插座以被供电。用于设在线路44上的双向DC/DC功率逆变器36的功率限制信号被用于控制可从EPTO电路34汲取的功率量，使得防止汲取比燃料电池堆18所能提供功率更高功率的电气装置从总线14和16汲取这么多的功率。申请`632提供了用于EPTO电路34的控制策略的更加详细的描述。当系统10向负载42提供功率时，系统10操作于EPTO模式，这会阻止车辆行驶。\n\t当将特定负载42插入插座40时，由燃料电池堆18和电池24两者提供给总线14和16的功率允许将由电池功率满足的高或快的瞬时功率需求，并且在燃料电池堆18已经爬升至期望功率水平之后，由燃料电池堆18提供用于负载42的功率。\n\t在系统10中所示电气结构中，从高电压总线14和16提供给EPTO电路34的功率在应用至负载42之前仅通过一个双向DC/DC功率逆变器，即变换器36。然而，如果立即需要高电压负载，燃料电池堆18提供的功率上升可能有短的延迟。这可通过将EPTO电路34电连接至双向DC/DC变换器28与电池24之间的高电压总线46和48来克服。然而，该电气结构具有如下缺点：燃料电池堆功率因此需要通过两个双向DC/DC变换器，即变换器28和36，因而会经历与那些部件相关的电损耗。\n\t图2为与电气系统10相类似的用于燃料电池混合动力车辆的电气系统50的示意性框图，其中相同的元件由相同的标记指代。如上所述，EPTO电路34包括双向DC/DC功率逆变器36和ETSPIM38。本发明认识到，在没有EPTO电路34的电气系统中已经存在这类部件，即双向DC/DC功率逆变器28和ETSPIM30。因此，本发明提出了利用双向DC/DC功率逆变器28和ETSPIM30的EPTO电路52，当燃料电池车辆在运行时，双向DC/DC功率逆变器28和ETSPIM30以其正常方式操作，且当燃料电池车辆未行驶时，它们操作为EPTO电路52的一部分。EPTO电路52包括将ETSPIM30分别电连接至双向DC/DC功率逆变器28与电池24之间的高电压总线46和48的线路54和56，使得从燃料电池堆18提供给EPTO电路52的电压通过双向DC/DC功率逆变器28。双向DC/DC功率逆变器36和ETSPIM38为上述EPTO电路34中的主要部件，提供了与ETPO电路34相关的大部分重量和成本。通过使用EPTO电路52中现有的双向DC/DC功率逆变器28和ETSPIM30，消除了与系统10中提供额外功率逆变器和PIM相关的重量、成本和复杂性。\n\t系统50提供了在系统50处于ETPO模式且负载42电连接在其上时防止车辆被驱动的许多安全特征。例如，提供接触器58和60，以在车辆未行驶且在EPTO电路52在使用时将PIM30从总线14和16断开。另外，当系统50处于EPTO模式时，可打开车辆上已经存在的电池接触器62和64，以将电池24从总线46和48断开，使得电池电压中的波动不会传递到线路54和56上的双向DC/DC变换器28提供的稳定EPTO电压。稳定的AC电压信号被提供给线路66和68上的插座40。尽管未具体示出，但是现有双向DC/DC功率逆变器28包括与控制线路44相类似的控制线路，其限制在系统50处于EPTO模式时能够提供给PIM30的输出功率，使得EPTO输出电压被降低。\n\t在系统50的电气结构中，因为接触器62和64打开，所以电池24不可用于给外部负载42提供功率。尽管EPTO电路52无法使用电池功率来响应快速功率瞬变，但是已经示出，燃料电池模块12的输出功率非常快速地达到期望功率水平，且可能是无缝地，因此能够令人满意地满足快速功率瞬变。\n\t因为电气系统50中的EPTO电路52使用用于EPTO电路52的现有双向DC/DC功率逆变器28和ETSPIM30，所以其提供了超过电气系统10中EPTO电路34的许多优点。这些优点包括，因为重复使用已经存在的部件降低了系统成本、减少了零件数量和包装体积、减小了系统质量，在正常行驶时效率更高以及降低了系统复杂性。\n\t如果期望使用EPTO模式的电池功率来更好地满足快速功率瞬变，那么EPTO电路仍可受益于使用现有的部件。图3为类似于电气系统50的电气系统70的示意性框图，其中相同的元件由相同的标记指代。电气系统70包括利用附加双向DC/DC功率逆变器74的EPTO电路72，该附加双向DC/DC功率逆变器分别通过线路76和78连接至总线14和16，而不是总线46和48。在该实施例中，当系统70处于EPTO模式时，电池接触器62和64关闭，使其受益于对快速瞬变的电池功率响应。然而，EPTO电路72仍使用现有ETSPIM30，如上所述，其中当其处于EPTO模式时，PIM30通过开关58和60从总线14和16断开。双向DC/DC功率逆变器74通过线路80和82电连接至PIM30。\n\t在可选设计中，可能因为上述原因，期望将双向DC/DC功率逆变器74电连接至双向DC/DC功率逆变器28与电池24之间的总线46和48。图4示出了表述该实施例的电气系统90的示意性框图，其中与电气系统70相同的元件由相同的标记指代。在该实施例中，EPTO电路92包括双向DC/DC功率逆变器74和ETSPIM30，但是功率逆变器74分别通过线路94和96电连接至双向DC/DC功率逆变器28与电池24之间的总线46和48，如图所示。\n\t前面的内容仅公开和描述了本发明的示例性实施例。本领域的技术人员从该描述及附图和权利要求可容易地认识到，在不脱离由所附权利要求限定的本发明宗旨和范围的情况下对其进行的各种变化、修改和变型。\n\t | 本发明涉及用于燃料电池混合动力车的低成本取电功能。一种用于燃料电池混合动力车的电气系统，其中车辆包括燃料电池堆和高电压电池。传统的双向DC/DC功率逆变器设在连接燃料电池堆电压和电池电压的高电压总线上。另外，提供传统的功率逆变器模块，将高电压总线上的高电压DC功率信号转换为适于车上电力牵引电机的AC信号。本发明提出使用现有的双向DC/DC功率逆变器和PIM作为取电（EPTO）电路的一部分，在燃料电池堆和电池未用于驱动车辆时给外部车辆负载提供AC功率。 | CN:201210018587.XA | https://patentimages.storage.googleapis.com/9c/aa/e9/ef5c96c864726e/CN102602301B.pdf | CN:102602301:B | J.沙夫尼特 | GM Global Technology Operations LLC | CN:1733523:A, CN:1663838:A | Not available | 2016-01-20 | 1.一种用于燃料电池混合动力车辆的电气系统，所述系统包括：\n\t\t, 高电压总线；\n\t\t, 电连接至所述高电压总线的燃料电池堆；\n\t\t, 电连接至所述高电压总线的高电压电池；\n\t\t, 在所述燃料电池堆与所述高电压电池之间电连接至所述高电压总线的双向DC/DC功率逆变器；\n\t\t, 电连接至所述高电压总线的电力牵引系统功率逆变器模块，所述功率逆变器模块将所述高电压总线的高电压DC功率信号转换为系统AC功率信号；以及\n\t\t, 包括所述双向DC/DC功率逆变器和所述电力牵引系统功率逆变器模块的取电电路，当所述电气系统处于取电模式时，所述双向DC/DC功率逆变器提供外部电压信号且所述功率逆变器模块提供外部AC功率信号。\n\t\t, \n \n, 2.如权利要求1的系统，还包括用于在所述系统处于所述取电模式时将所述功率逆变器模块从所述高电压总线断开的至少一个接触器。\n\t\t, \n \n, 3.如权利要求1的系统，其中所述功率逆变器模块在所述双向DC/DC功率逆变器与所述燃料电池堆之间电连接至所述高电压总线。\n\t\t, \n \n, 4.如权利要求1的系统，还包括电连接至所述功率逆变器模块且接收系统AC功率信号的电力牵引电机。\n\t\t, \n \n, 5.如权利要求1的系统，还包括电连接至所述功率逆变器模块并接收外部AC功率信号的AC插座。\n\t\t, \n \n, 6.如权利要求1的系统，其中所述取电电路提供110伏的AC作为所述外部AC功率信号。\n\t\t, 7.一种用于燃料电池混合动力车辆的电气系统，所述系统包括：\n\t\t, 高电压总线；\n\t\t, 电连接至所述高电压总线的燃料电池堆；\n\t\t, 电连接至所述高电压总线的高电压电池；\n\t\t, 在所述燃料电池堆与所述高电压电池之间电连接至所述高电压总线的第一双向DC/DC功率逆变器；\n\t\t, 电连接至所述高电压总线的电力牵引系统功率逆变器模块，所述功率逆变器模块将所述高电压总线的高电压DC功率信号转换为系统AC功率信号；以及\n\t\t, 包括第二双向DC/DC功率逆变器和所述电力牵引系统功率逆变器模块的取电电路，所述第二双向DC/DC功率逆变器电连接至所述高电压总线和所述功率逆变器模块，当所述电气系统处于取电模式时，所述第二双向DC/DC功率逆变器提供外部电压信号且所述功率逆变器模块提供外部AC功率信号。\n\t\t, \n \n, 8.如权利要求7的系统，还包括电连接至所述功率逆变器模块并接收外部AC功率信号的AC插座。\n\t\t, \n \n, 9.如权利要求7的系统，还包括电连接至所述功率逆变器模块且接收所述系统AC功率信号的电力牵引电机。\n\t\t, \n \n, 10.如权利要求7的系统，其中所述第二双向DC/DC功率逆变器在所述第一双向DC/DC功率逆变器与所述高电压电池之间连接至所述高电压总线。\n\t\t, \n \n, 11.如权利要求7的系统，其中所述第二双向DC/DC功率逆变器在所述第一双向DC/DC功率逆变器与所述燃料电池堆之间连接至所述高电压总线。\n\t\t, \n \n, 12.如权利要求7的系统，还包括用于在所述系统处于所述取电模式时将所述功率逆变器模块从所述高电压总线断开的至少一个接触器。\n\t\t, \n \n, 13.如权利要求7的系统，其中所述功率逆变器模块在所述第一双向DC/DC功率逆变器与所述燃料电池堆之间电连接至所述高电压总线。\n\t\t, \n \n, 14.如权利要求7的系统，其中所述取电电路提供110伏的AC作为所述外部AC功率信号。\n\t\t, 15.一种用于混合动力车辆的电气系统，所述系统包括：\n\t\t, 高电压总线；\n\t\t, 电连接至所述高电压总线的电源；\n\t\t, 电连接至所述高电压总线的高电压电池；\n\t\t, 在所述电源与所述高电压电池之间电连接至所述高电压总线的双向DC/DC功率逆变器；\n\t\t, 在所述双向DC/DC功率逆变器与所述电源之间电连接至所述高电压总线功率逆变器模块的电力牵引系统功率逆变器模块，所述电力牵引系统功率逆变器模块将所述高电压总线的高电压DC功率信号转换为系统AC功率信号；以及\n\t\t, 包括所述双向DC/DC功率逆变器和所述电力牵引系统功率逆变器模块的取电电路，当所述电气系统处于取电模式时，所述双向DC/DC功率逆变器提供外部电压信号且所述电力牵引系统功率逆变器模块提供外部AC功率信号。\n\t\t, \n \n, 16.如权利要求15的系统，还包括用于在所述系统处于所述取电模式时将所述电力牵引系统功率逆变器模块从所述高电压总线断开的至少一个接触器。\n\t\t, \n \n, 17.如权利要求15的系统，其中所述电源为燃料电池堆。\n\t\t, \n \n, 18.如权利要求15的系统，还包括电连接至所述电力牵引系统功率逆变器模块且接收所述系统AC功率信号的电力牵引电机。\n\t\t, \n \n, 19.如权利要求15的系统，还包括电连接至所述电力牵引系统功率逆变器模块并接收所述外部AC功率信号的AC插座。\n\t\t, \n \n, 20.如权利要求15的系统，其中所述取电电路提供110伏的AC作为所述外部AC功率信号。\n\t\t\n\t\t\t\t | CN | China | Expired - Fee Related | H | True |
| 421 | 动力电池包的bdu和动力电池包以及电动车辆 \n | CN208198145U | 技术领域本实用新型属于车辆技术领域，尤其涉及一种动力电池包的BDU，以及包括该BDU的动力电池包和包括该动力电池包的电动车辆。背景技术动力电池包是电动车辆的动力源，在相关技术中，动力电池包的BDU(BatteryDisconnect Unit，电池切断单元)的集成度不高，有待进一步改善。实用新型内容本实用新型旨在至少在一定程度上解决相关技术中的技术问题之一。为此，本实用新型的第一个目的在于提出一种动力电池包的BDU，该BDU包括车辆的BMS，结构紧凑，集成度提高。本实用新型的第二个目的在于提出一种包括该BDU的动力电池包。本实用新型的第三个目的在于提出一种包括该动力电池包的电动车辆。为了达到上述目的，本实用新型第一方面实施例提出的动力电池包的BDU包括：壳体和设置在所述壳体内的保护器件；BMS模块，所述BMS模块安装在所述壳体内，用于根据电池模组的电量对所述保护器件进行控制。根据本实用新型实施例的动力电池包的BDU，通过将BMS模块集成于壳体内，BMS模块直接对保护器件进行控制，相较于BDU与BMS分散布置，结构更加紧凑，集成化提高。在一些实施例中，所述BDU还包括：设置在所述壳体上的至少一个高压接插件，所述至少一个高压接插件用于连接高压器件；设置在所述壳体上的至少一个低压接插件，所述至少一个低压接插件用于连接低压器件。将高压接插件和低压接插件集成于BDU中，进一步提高集成性。在一些实施例中，所述至少一个高压接插件包括第一高压接插件，所述第一高压接插件用于连接电池模组的高压导流电路；所述至少一个低压接插件包括第一低压接插件，所述第一低压接插件用于连接所述电池模组的低压通信电路。在一些实施例中，所述第一高压接插件为浮动端子，所述第一低压接插件为浮动端子。采用浮动端子，更加便于安装，利于实现自动化装配。在一些实施例中，所述至少一个高压接插件还包括第一高压接口，所述第一高压接口用于连接充电机单元的高压导流电路；所述至少一个低压接插件还包括第二低压接插件，所述第二低压接插件用于连接所述充电机单元的低压通信电路。在一些实施例中，所述保护器件包括：主正接触器，所述主正接触器的第一端通过所述第一高压接插件与所述电池模组的正极端相连，所述主正接触器的第二端通过所述第一高压接口与所述充电机单元的一端相连，所述主正接触器的控制端与所述BMS模块相连，以形成主正回路；主负接触器，所述主负接触器的第一端通过所述第一高压接插件与所述电池模组的负极端相连，所述主负接触器的第二端通过所述第一高压接口与所述充电机单元的另一端相连，所述主负接触器的控制端与所述BMS模块相连，以形成主负回路。在一些实施例中，所述至少一个高压接插件还包括第三高压接插件，所述第三高压接插件的第一端连接于所述主正回路上，所述第三高压接插件的第二端连接于所述主负回路上，所述第三高压接插件的输出端适于连接车辆的第一电机。在一些实施例中，所述至少一个高压接插件还包括第四高压接插件，所述第四高压接插件的第一端连接于所述主正回路上，所述第四高压接插件的第二端连接于所述主负回路上，所述第四高压接插件的输出端适于连接所述车辆的第二电机，适用于四驱电动车辆。在一些实施例中，所述至少一个高压接插件还包括第五高压接插件，所述第五高压接插件的第一端连接于所述主正回路上，所述第五高压接插件的第二端连接于所述主负回路上，所述第五高压接插件的输出端适于连接DCDC转换模块；所述至少一个低压接插件还包括第三低压接插件，所述第三低压接插件的一端适于与所述DCDC转换模块的低压通信电路相连，所述第三低压接插件的另一端适于与所述BMS模块相连。在一些实施例中，所述至少一个低压接插件包括第四低压接插件，所述第四低压接插件的一端与所述BMS模块相连，所述第四低压接插件的另一端适于连接整车通信电路。在一些实施例中，所述保护器件包括预充电阻和预充接触器，所述预充电阻和所述预充接触器串联后与所述主正回路并联以形成预充回路，所述预充回路在BDU的PCB板上走线。在一些实施例中，所述保护器件包括加热继电器和加热熔断器，所述加热继电器和所述加热熔断器形成加热回路，所述加热回路在所述BDU的PCB板上走线。预充回路和加热回路在PCB板上走线，可以减少连接线束，便于提高集成性。基于上述方面实施例的BDU，本实用新型第二方面实施例的动力电池包，包括：包体；电池模组，所述电池模组包括多个单体电池；所述的BDU；所述电池模组和所述BDU均设置于所述包体内。根据本实用新型实施例的动力电池包，通过采用上述方面实施例的BDU，将BMS模块集成于BDU内，相较于分散设置，结构更加紧凑，集成性提高。在一些实施例中，所述BDU的BMS模块包括主控制单元和多个子控制单元，所述主控制单元设置于所述BDU的壳体内，所述多个子控制单元设置在所述电池模组内，用于监控所述多个单体电池的电量。在一些实施例中，所述动力电池包还包括：充电机单元，所述充电机单元设置在所述包体内；高压交流接插件，所述高压交流接插件设置在所述包体上，所述高压交流接插件的输入端与所述充电机单元相连，所述高压交流接插件的输出端适于连接所述动力电池包外的高压交流器件。动力电池包内集成双向充电机单元，提高电池包功能，利于动力电池包的梯次利用。在一些实施例中，所述动力电池包还包括：DCDC转换模块，所述DCDC转换模块设置在所述包体内，用于将电池模组的输出电压转换为低压；低压输出接插件，所述低压输出接插件设置在所述包体上，所述低压输出接插件的输入端与DCDC转换模块相连，所述低压输出接插件的输出端适于与动力电池包外的低压用电器件相连。动力电池包内提供低压电源，增加其功能。基于上述方面实施例的动力电池包，本实用新型第三方面实施例的电动车辆，包括所述的动力电池包。根据本实用新型实施例的电动车辆，通过采用该动力电池包，将BDU和BMS集成设计，结构更加紧凑，具有更高的集成性，方便电气系统的管理。附图说明图1是根据本实用新型实施例的动力电池包的BDU的框图；图2是根据本实用新型的一个实施例的动力电池包的BDU的框图；图3是根据本实用新型的一个实施例的动力电池包的BDU的电气原理图；图4是根据本实用新型的一个实施例的动力电池包的BDU的立体示意图；图5是针对图4的动力电池包的BDU的俯视图；图6是针对图4的动力电池包的BDU的仰视图；图7是根据本实用新型实施例的动力电池包的框图；图8是根据本实用新型的一个实施例的动力电池包的电气原理图；图9是根据本实用新型实施例的电动车辆的框图。具体实施方式下面详细描述本实用新型的实施例，所述实施例的示例在附图中示出，其中自始至终相同或类似的标号表示相同或类似的元件或具有相同或类似功能的元件。下面通过参考附图描述的实施例是示例性的，旨在用于解释本实用新型，而不能理解为对本实用新型的限制。下面参照附图描述根据本实用新型第一方面实施例的动力电池包的BDU。图1是根据本实用新型实施例的动力电池包的BDU的功能框图，如图1所示，本实用新型实施例的动力电池包的BDU 100包括壳体10、保护器件20和BMS(BATTERY MANAGEMENTSYSTEM，电池管理系统)模块30。其中，保护器件20可以包括例如接触器、继电器、熔断器等，可以为动力电池包的高压安全提供保护。保护器件20设置在壳体10内。在本实用新型的实施例中，将BMS模块30集成在BDU 100内，BMS模块30安装在壳体10内，用于根据电池模组的电量对保护器件20进行控制。具体地，BMS模块30可以直接控制BDU 100内保护器件的状态，例如，在电池模组电量低于阈值时，控制保护器件20接通，以使得充电设备为电池模组进行充电，在电池模组的电量达到阈值或出现充电故障时，控制保护器件20断开，以完成充电或充电保护。根据本实用新型实施例的动力电池包的BDU 100，通过将BMS模块30集成于壳体10内，BMS模块30直接对保护器件20进行控制，相较于BDU与BMS分散布置，结构更加紧凑，集成化提高。在本实用新型的一些实施例中，如图2所示，本实用新型实施例的动力电池包的BDU100还包括至少一个高压接插件40和至少一个低压接插件50。至少一个高压接插件40设置在壳体10上，用于连接高压器件，例如，连接充电机单元、DCDC模块或者电池模组或者其他高压供电或用电器件；至少一个低压接插件50设置在壳体10上，用于连接低压器件，例如低压通信接插件。根据本实用新型实施例的动力电池包的BDU 100，将通常的BDU与高压接插件、低压接插件集成，内部集成BMS模块30，实现BDU与BMS的有效交互，BMS可直接控制BDU内继电器、接触器的状态，监控BDU高压状态以及实现集成式BDU与高压器件的连接与信息互通。具体地，如图3所示为根据本实用新型的一个实施例的动力电池包的BDU的电气原理图，图4是根据本实用新型的一个实施例的动力电池包的BDU的立体示意图，图5是针对图4的动力电池包的BDU的俯视图，图6是针对图4的动力电池包的BDU的仰视图。下面参照附图3-6对本实用新型实施例的BDU 100集成的高压接插件和低压接插件进一步说明。在一些实施例中，至少一个高压接插件40包括第一高压接插件41，第一高压接插件41用于连接电池模组的高压导流电路；至少一个低压接插件50包括第一低压接插件，第一低压接插件用于连接电池模组的低压通信电路，可以实现BDU 100与电池模组的连接和数据交互。在实施例中，第一高压接插件41为浮动端子，第一低压接插件为浮动端子。如图6所示，其中标识连接电池模组的第一高压接插件41，采用浮动端子与电池模组的高压导流电路和低压通信电路连接，更加便于安装、利于实现自动化装配。在一些实施例中，如图4或5所示，至少一个高压接插件40还包括第一高压接口42，第一高压接口42用于连接充电机单元300的高压导流电路；至少一个低压接插件50还包括第二低压接插件43，第二低压接插件43用于连接充电机单元300的低压通信电路。可以实现BDU 100与充电机单元300的连接，通过BMS来控制充电机单元300的工作，便于为电池模组充电。在本实用新型的实施例中，如图3所示，保护器件20包括主正接触器21和主负接触器22，其中，主正接触器21的第一端通过第一高压接插件41与电池模组200的正极端相连，主正接触器21的第二端通过第一高压接口42与充电机单元300的一端相连，主正接触器21的控制端与BMS模块30相连，以形成主正回路。主负接触器22的第一端通过第一高压接插件41与电池模组200的负极端相连，主负接触器22的第二端通过第一高压接口42与充电机单元300的另一端相连，主负接触器22的控制端与BMS模块30相连，以形成主负回路。在电池模组200的电量低于阈值时，BMS模块30控制主正接触器21和主负接触器22分别闭合，充电回路接通，充电机单元300可以为电池模组200进行充电，充电完成，则控制主正接触器21和主负接触器22断开。在本实用新型的一些实施例中，如图4或5所示，至少一个高压接插件40还包括第三高压接插件44，第三高压接插件44的第一端连接于主正回路上，第三高压接插件44的第二端连接于主负回路上，第三高压接插件44的输出端适于连接车辆的第一电机。通过设计第三高压接插件44，可直接与动力电池包外部的线束端子连接，适用于两驱纯电动车辆，例如具有前电机或后电机的电动车辆。如图4或5所示，至少一个高压接插件40还包括第四高压接插件45，第四高压接插件45的第一端连接于主正回路上，第四高压接插件45的第二端连接于主负回路上，第四高压接插件45的输出端适于连接车辆的第二电机。同样地，通过设计第四高压接插件45，可直接与动力电池包外部的线束端子连接，适用于四驱纯电动车辆，例如具有后电机或前电机的电动车辆。在本实用新型的一些实施例中，通过设置第三高压接插件44和第四高压接插件45，即设计两路高压输出接插件，结构更加紧凑，适用于前后都安装电动机的四驱纯电动车辆。在本实用新型的实施例中，至少一个高压接插件40还包括第五高压接插件46，第五高压接插件46的第一端连接于主正回路上，第五高压接插件46的第二端连接于主负回路上，第五高压接插件46的输出端适于连接DCDC转换模块；至少一个低压接插件50还包括第三低压接插件47，第三低压接插件47的一端适于与DCDC转换模块的低压通信电路相连，第三低压接插件47的另一端适于与BMS模块30相连。本实用新型实施例的BDU 100通过与DCDC模块、充电机单元300的硬线连接，将充电机单元300的高压与BDU100连接，低压信号反馈给BMS，DCDC模块直接给BDU100和BMS供电，BDU内部将继电器、接触器的控制线、电压监测、绝缘监测输入给BMS，实现本实用新型实施例的动力电池包的BDU100的高度集成化。在本实用新型的实施例中，至少一个低压接插件50还包括第四低压接插件48，第四低压接插件48的一端与BMS模块30相连，第四低压接插件48的另一端适于连接整车通信电路。在本实用新型的一些实施例中，保护器件20还包括预充电阻23和预充接触器24，预充电阻23和预充接触器24串联后与主正回路并联以形成预充回路，预充回路在BDU的PCB(Printed Circuit Board，印刷电路板)上走线，可以进一步地减少线束，提高集成度。在本实用新型的一些实施例中，保护器件20还包括加热继电器和加热熔断器，加热继电器和加热熔断器形成加热回路，加热回路在BDU的PCB上走线，以进一步减少线束，提高集成度。如图3所示，本实用新型实施例的动力电池包的BDU100还包括连接在主负回路上的主熔断器F1和充电熔断器F2，在充电异常时，提供保护，提高电池模组200充电时的安全。还包括电流传感器用于监控充电电流，由BMS直接监控。总的来说，本实用新型实施例的动力电池包的BDU100，对电气元器件例如高压接插件、低压接插件、主正接触器、主负接触器、预充接触器、加热继电器、加热熔断器、电流传感器、BMS，进行集成式一体化设计，集成一体式BDU，其中预充回路、加热回路、高压采样、低压采样均在PCB上实现，尽可能的减少线束，实现高度集成性；高压接插件、低压接插件、BDU、BMS一体化设计，方便电气系统的整体管理，具有较高的集成性。基于上述实施例的动力电池包的BDU，下面参照附图描述根据本实用新型第二方面实施例的动力电池包。图7是根据本实用新型实施例的动力电池包的框图，如图7所示，本实用新型实施例的动力电池包1000包括上面实施例的BDU 100、电池模组200和包体400。其中，电池模组200包括多个单体电池，电池模组200和BDU 200均设置于包体内。本实用新型实施例的动力电池包1000，通过采用上述方面实施例的BDU 100，将BMS模块集成于BDU 100内，相较于分散设置，结构更加紧凑，集成性提高。图8是根据本实用新型的一个实施例的动力电池包的系统原理示意图，在本实用新型的一些实施例中，如图8所示，BDU 100的BMS模块包括主控制单元31和多个子控制单元32，例如图8中，BCU模块和多个BMU模块。具体地，BCU与BMU之间通过CAN总线实时通信，BMU主要负责各个单体电池电压、温度等系统参数采集，动力电池包1000中各个单体之间的均衡控制等；BCU通过电流传感器采集充放电电流，综合从BMU获得的电池数据，动态计算SOC，有效实施电池单体均衡管理，可靠进行电池包绝缘监测与动力电池安全监控，实时发送故障诊断信息，实现电池系统的可靠安全管理，同时，对动力电池的快充、慢充过程进行有效控制与安全监控。在本实用新型的一些实施例中，动力电池包1000还包括充电机单元300和高压交流接插件301，其中，充电机单元300设置在包体400内；高压交流接插件301设置在包体400上，高压交流接插件301的输入端与充电机单元300相连，高压交流接插件301的输出端适于连接动力电池包1000外的高压交流器件。可以通过主控制单元31来控制双向充电机单元300的工作，动力电池包1000内部集成双向充电机单元300，提高动力电池包1000的功能，利于动力电池包1000的梯次利用，力图，电动车辆达到质保期后，动力电池包1000可以从车辆上拆下，用于储能项目或其他类似工况。如图8所示，在一些实施例中，动力电池包1000还包括DCDC转换模块500和低压输出接插件501，DCDC转换模块500设置在包体400内，用于将电池模组200的输出电压转换为低压。低压输出接插件501设置在包体400上，低压输出接插件501的输入端与DCDC转换模块500相连，低压输出接插件501的输出端适于与动力电池包1000外的低压用电器件相连。具体地，可以通过主控制单元32来控制DCDC模块500的工作，在动力电池包1000内部设置低压输出接插件500，提供低压例如12V电源，增加其功能。概括来说，本实用新型实施例的动力电池包1000，通过将高低压接插件、BDU、BMS一体化设计，更加方便电气系统的整体管理，具有较高的集成性。基于上述方面实施例的动力电池包，下面参见附图9描述根据本实用新型实施例的电动车辆。如图9所示，本实用新型实施例的电动车辆10000包括上述方面实施例的动力电池包1000，通过采用该动力电池包1000，将BDU和BMS集成设计，结构更加紧凑，具有更高的集成性，方便电气系统的管理。需要说明的额是，在本说明书的描述中，参考术语“一个实施例”、“一些实施例”、“示例”、“具体示例”、或“一些示例”等的描述意指结合该实施例或示例描述的具体特征、结构、材料或者特点包含于本实用新型的至少一个实施例或示例中。在本说明书中，对上述术语的示意性表述不必须针对的是相同的实施例或示例。而且，描述的具体特征、结构、材料或者特点可以在任一个或多个实施例或示例中以合适的方式结合。此外，在不相互矛盾的情况下，本领域的技术人员可以将本说明书中描述的不同实施例或示例以及不同实施例或示例的特征进行结合和组合。尽管上面已经示出和描述了本实用新型的实施例，可以理解的是，上述实施例是示例性的，不能理解为对本实用新型的限制，本领域的普通技术人员在本实用新型的范围内可以对上述实施例进行变化、修改、替换和变型。 | 本实用新型公开了动力电池包的BDU和动力电池包以及电动车辆，该BDU包括壳体和设置在壳体内的保护器件以及BMS模块，BMS模块安装在壳体内，用于根据电池模组的电量对保护器件进行控制。通过将BMS模块集成在BDU中，相对于分散安装，更加便于管理，集成性更高。 | CN:201820597205.6U | https://patentimages.storage.googleapis.com/f0/73/48/ae8fc628bc8be4/CN208198145U.pdf | CN:208198145:U | 李晓斌, 郭海宁, 杨重科, 李兴华 | Beijing Electric Vehicle Co Ltd | NaN | Not available | 2017-01-11 | 1.一种动力电池包的BDU，其特征在于，所述动力电池包包括电池模组，所述BDU包括：, 壳体和设置在所述壳体内的保护器件；, BMS模块，所述BMS模块安装在所述壳体内，用于根据电池模组的电量对所述保护器件进行控制。, \n \n, 2.如权利要求1所述的动力电池包的BDU，其特征在于，所述BDU还包括：, 设置在所述壳体上的至少一个高压接插件，所述至少一个高压接插件用于连接高压器件；, 设置在所述壳体上的至少一个低压接插件，所述至少一个低压接插件用于连接低压器件。, \n \n, 3.如权利要求2所述的动力电池包的BDU，其特征在于，, 所述至少一个高压接插件包括第一高压接插件，所述第一高压接插件用于连接电池模组的高压导流电路；, 所述至少一个低压接插件包括第一低压接插件，所述第一低压接插件用于连接所述电池模组的低压通信电路。, \n \n, 4.如权利要求3所述的动力电池包的BDU，其特征在于，所述第一高压接插件为浮动端子，所述第一低压接插件为浮动端子。, \n \n, 5.如权利要求3所述的动力电池包的BDU，其特征在于，, 所述至少一个高压接插件还包括第一高压接口，所述第一高压接口用于连接充电机单元的高压导流电路；, 所述至少一个低压接插件还包括第二低压接插件，所述第二低压接插件用于连接所述充电机单元的低压通信电路。, \n \n, 6.如权利要求5所述的动力电池包的BDU，其特征在于，所述保护器件包括：, 主正接触器，所述主正接触器的第一端通过所述第一高压接插件与所述电池模组的正极端相连，所述主正接触器的第二端通过所述第一高压接口与所述充电机单元的一端相连，所述主正接触器的控制端与所述BMS模块相连，以形成主正回路；, 主负接触器，所述主负接触器的第一端通过所述第一高压接插件与所述电池模组的负极端相连，所述主负接触器的第二端通过所述第一高压接口与所述充电机单元的另一端相连，所述主负接触器的控制端与所述BMS模块相连，以形成主负回路。, \n \n, 7.如权利要求6所述的动力电池包的BDU，其特征在于，所述至少一个高压接插件还包括第三高压接插件，所述第三高压接插件的第一端连接于所述主正回路上，所述第三高压接插件的第二端连接于所述主负回路上，所述第三高压接插件的输出端适于连接车辆的第一电机。, \n \n, 8.如权利要求7所述的动力电池包的BDU，其特征在于，所述至少一个高压接插件还包括第四高压接插件，所述第四高压接插件的第一端连接于所述主正回路上，所述第四高压接插件的第二端连接于所述主负回路上，所述第四高压接插件的输出端适于连接所述车辆的第二电机。, \n \n, 9.如权利要求7所述的动力电池包的BDU，其特征在于，, 所述至少一个高压接插件还包括第五高压接插件，所述第五高压接插件的第一端连接于所述主正回路上，所述第五高压接插件的第二端连接于所述主负回路上，所述第五高压接插件的输出端适于连接DCDC转换模块；, 所述至少一个低压接插件还包括第三低压接插件，所述第三低压接插件的一端适于与所述DCDC转换模块的低压通信电路相连，所述第三低压接插件的另一端适于与所述BMS模块相连。, \n \n, 10.如权利要求2所述的动力电池包的BDU，其特征在于，所述至少一个低压接插件包括第四低压接插件，所述第四低压接插件的一端与所述BMS模块相连，所述第四低压接插件的另一端适于连接整车通信电路。, \n \n, 11.如权利要求6所述的动力电池包的BDU，其特征在于，所述保护器件包括预充电阻和预充接触器，所述预充电阻和所述预充接触器串联后与所述主正回路并联以形成预充回路，所述预充回路在BDU的PCB板上走线。, \n \n, 12.如权利要求6所述的动力电池包的BDU，其特征在于，所述保护器件包括加热继电器和加热熔断器，所述加热继电器和所述加热熔断器形成加热回路，所述加热回路在所述BDU的PCB板上走线。, 13.一种动力电池包，其特征在于，所述动力电池包包括：, 包体；, 电池模组，所述电池模组包括多个单体电池；, 如权利要求1-12任一项所述的BDU；, 所述电池模组和所述BDU均设置于所述包体内。, \n \n, 14.如权利要求13所述的动力电池包，其特征在于，, 所述BDU的BMS模块包括主控制单元和多个子控制单元，所述主控制单元设置于所述BDU的壳体内，所述多个子控制单元设置在所述电池模组内，用于监控所述多个单体电池的电量。, \n \n, 15.如权利要求13所述的动力电池包，其特征在于，所述动力电池包还包括：, 充电机单元，所述充电机单元设置在所述包体内；, 高压交流接插件，所述高压交流接插件设置在所述包体上，所述高压交流接插件的输入端与所述充电机单元相连，所述高压交流接插件的输出端适于连接所述动力电池包外的高压交流器件。, \n \n, 16.如权利要求13所述的动力电池包，其特征在于，所述动力电池包还包括：, DCDC转换模块，所述DCDC转换模块设置在所述包体内，用于将电池模组的输出电压转换为低压；, 低压输出接插件，所述低压输出接插件设置在所述包体上，所述低压输出接插件的输入端与DCDC转换模块相连，所述低压输出接插件的输出端适于与动力电池包外的低压用电器件相连。, 17.一种电动车辆，其特征在于，所述电动车辆包括如权利要求13-16任一项所述的动力电池包。 | CN | China | Active | Y | True |
| 422 | 電動アシスト自転車 \n | JP2019111906A | NaN | 【課題】交流１００Ｖコンセントに直接接続して充電可能であり、デザインの自由度の高い電動アシスト自転車を提供する。【解決手段】ペダル１９の踏力をモータ２１の駆動力によって補助する電動アシスト自転車１０であって、前記モータに電力を供給する電池２３が、フィルム状の全固体リチウムイオン二次電池であり、前記電動アシスト自転車に組み込まれていることを特徴とする電動アシスト自転車１０。【選択図】図１ | JP:2017246262A | https://patentimages.storage.googleapis.com/78/73/7c/28c2d38609c403/JP2019111906A.pdf | NaN | 東 昇, Noboru Azuma, 昇 東, 憲志 川野, Kenji Kawano, 憲志 川野 | Kurabo Industries Ltd | JP:H118941:A, JP:2000033893:A, JP:2003182668:A, JP:2010147030:A, US:20110042156:A1, JP:2012018786:A, US:20130231810:A1, JP:2017031786:A, JP:2017168352:A, JP:2017183111:A | 2020-02-10 | 2017-06-05 | \n ペダルの踏力をモータの駆動力によって補助する電動アシスト自転車であって、\n 前記モータに電力を供給する電池が、フィルム状の全固体リチウムイオン二次電池であり、前記電動アシスト自転車に組み込まれていることを特徴とする電動アシスト自転車。\n, \n 前記電池と該電池用の充電器が前記電動アシスト自転車のフレームに内蔵されている、\n請求項１に記載の電動アシスト自転車。\n, \n 複数の利用者を対象とする自転車シェアリングシステムに用いられる、\n請求項１または２に記載の電動アシスト自転車。\n, \n 前記電池が、正極活物質粒子および正極内高分子固体電解質を含む正極と、無機固体電解質粒子およびセパレータ層内高分子固体電解質を含むセパレータ層と、負極活物質粒子および負極内高分子固体電解質を含む負極とを有する、\n請求項１〜３のいずれか一項に記載の電動アシスト自転車。\n | JP | Japan | Granted | Y | True |
| 423 | 用于12v混合动力燃料电池车辆的设备 \n | CN102237543B | 技术领域\n\t本发明总体上涉及一种燃料电池系统，该燃料电池系统除了燃料电池堆以外不采用高压功率源，例如电池；更具体地，本发明涉及用于车辆的燃料电池系统，该用于车辆的燃料电池系统除了燃料电池堆以外不采用高压功率源，例如电池，而是采用与燃料电池堆结合的大容量12伏特电池和小容量12伏特电池。\n\t背景技术\n\t氢是非常有吸引力的燃料，因为氢是清洁的且能够用于在燃料电池中有效地产生电力。氢燃料电池是电化学装置，包括阳极和阴极，电解质在阳极和阴极之间。阳极接收氢气且阴极接收氧或空气。氢气在阳极中分解以产生自由氢质子和电子。氢质子穿过电解质到达阴极。氢质子与阴极中的氧和电子反应产生水。来自于阳极的电子不能穿过电解质，且因而被引导通过载荷，以在输送至阴极之前做功。\n\t质子交换膜燃料电池（PEMFC）是车辆的普遍燃料电池。PEMFC通常包括固体聚合物电解质质子传导膜，如全氟磺酸膜。阳极和阴极通常包括细分的催化剂颗粒，通常是铂（Pt），所述催化剂颗粒支承在碳颗粒上且与离聚物混合。催化剂混合物沉积在膜的相对侧上。阳极催化剂混合物、阴极催化剂混合物和膜的组合限定了膜电极组件（MEA）。MEA的制造相对昂贵且需要某些条件以有效操作。\n\t多个燃料电池通常组合成燃料电池堆以产生期望功率。例如，车辆的典型燃料电池堆可以具有两百或更多堆叠的燃料电池。燃料电池堆接收阴极输入气体，通常是由压缩机强制通过燃料电池堆的空气流。不是所有的氧都由燃料电池堆消耗，且一些空气作为阴极排气输出，所述阴极排气可以包括作为燃料电池堆的副产物的水。燃料电池堆也接收流入燃料电池堆的阳极侧的阳极氢输入气体。\n\t燃料电池堆包括位于燃料电池堆中多个MEA之间的一系列双极板，其中，双极板和MEA设置在两个端板之间。双极板包括用于燃料电池堆中的相邻燃料电池的阳极侧和阴极侧。阳极气体流动通道设置在双极板的阳极侧上，且允许阳极反应气体流向相应MEA。阴极气体流动通道设置在双极板的阴极侧上，且允许阴极反应气体流向相应MEA。一个端板包括阳极气体流动通道，另一个端板包括阴极气体流动通道。双极板和端板由导电材料制成，如不锈钢或导电复合物。端板将燃料电池产生的电传导到燃料电池堆之外。双极板也包括冷却流体流经的流动通道。\n\t大多数燃料电池车辆是混合动力车辆，除了燃料电池堆之外，采用可再充电补充高压功率源，如DC电池或超电容器。功率源给各种车辆辅助载荷提供补充功率，用于系统启动且在高功率需求期间在燃料电池堆不能提供期望功率时。更具体地，燃料电池堆通过DC电压总线线路将功率提供给牵引马达和其他车辆系统，以用于车辆操作。电池在需要超过燃料电池堆所能够提供的附加功率时的时间期间（例如，在急加速期间）给电压总线线路提供补充功率。例如，燃料电池堆可产生70kW的功率。然而，车辆加速可能需要100kW或更大的功率。在燃料电池堆能够满足系统功率需求时，燃料电池堆用于给电池再次充电。从牵引马达可用的发电机功率能够提供再生制动，其还能够用于通过DC总线线路给电池再次充电。\n\t在一些采用高压电池的燃料电池系统设计中，高压部件（包括电牵引马达）电联接到高压总线。高压总线直接连接到电池并以电池电压操作，其中DC/DC燃料电池增压电路提供在燃料电池堆和高压总线之间以允许燃料电池堆电压独立于DC总线电压而变化。替代地，该系统的高压部件电联接到直接联接到燃料电池堆的高压总线，使得所述部件以堆电压操作，其中DC/DC增压电路提供在高压总线和电池之间以允许电池电压独立于总线电压而变化。\n\t发明内容\n\t根据本发明的教导，公开了一种燃料电池系统，其不包括与燃料电池堆结合的高压电池。燃料电池堆和双向功率模块电联接到高压总线。第一较大容量12伏特电池电联接到与高压总线相对的功率模块，并且第二较小容量12伏特电池电联接到第一12伏特电池，其中二极管电联接在第一12伏特电池和第二12伏特电池之间，并且仅允许电流从第一12伏特电池流到第二12伏特电池。12伏特电池载荷电联接到第二12伏特电池。\n\t本发明的附加特征将从以下说明和所附权利要求书结合附图显而易见。\n\t本发明还提供了以下方案：\n\t1. 一种燃料电池系统，包括：\n\t高压总线；\n\t电联接到所述高压总线的燃料电池堆；\n\t电联接到所述高压总线的双向功率匹配模块；\n\t电联接到与所述高压总线相对的功率模块的第一12伏特电池；\n\t电联接到所述第一12伏特电池的第二12伏特电池，所述第二12伏特电池是比所述第一12伏特电池容量小的电池；\n\t二极管，所述二极管电联接在所述第一12伏特电池和第二12伏特电池之间，并且仅允许电流从所述第一12伏特电池流到所述第二12伏特电池；以及\n\t电联接到所述第二12伏特电池的多个12伏特载荷。\n\t2. 根据方案1所述的燃料电池系统，其特征在于，所述第一12伏特电池和第二12伏特电池是铅酸电池。\n\t3. 根据方案1所述的燃料电池系统，其特征在于，所述燃料电池系统处于车辆上。\n\t4. 根据方案1所述的燃料电池系统，其特征在于，其还包括电联接到所述高压总线的多个高压载荷。\n\t5. 根据方案4所述的燃料电池系统，其特征在于，所述高压载荷包括电牵引马达。\n\t6. 一种用于车辆的燃料电池系统，包括：\n\t高压总线；\n\t电联接到所述高压总线的燃料电池堆；\n\t电联接到所述高压总线的双向功率匹配模块；以及\n\t电联接到与所述高压总线相对的功率模块的第一12伏特铅酸电池。\n\t7. 根据方案6所述的燃料电池系统，其特征在于，其还包括电联接到所述第一12伏特电池的第二12伏特电池。\n\t8. 根据方案7所述的燃料电池系统，其特征在于，所述第二12伏特电池具有比所述第一12伏特电池小的容量。\n\t9. 根据方案7所述的燃料电池系统，其特征在于，其还包括二极管，所述二极管电联接在所述第一12伏特电池和第二12伏特电池之间，并且仅允许电流从所述第一12伏特电池流到所述第二12伏特电池。\n\t10. 根据方案7所述的燃料电池系统，其特征在于，其还包括电联接到所述第二12伏特电池的多个12伏特载荷。\n\t11. 根据方案6所述的燃料电池系统，其特征在于，其还包括电联接到所述高压总线的多个高压载荷。\n\t12. 根据方案11所述的燃料电池系统，其特征在于，所述高压载荷包括电牵引马达。\n\t13. 一种用于车辆的燃料电池系统，包括：\n\t高压总线；\n\t电联接到所述高压总线的燃料电池堆；\n\t电联接到所述高压总线的双向功率匹配模块；\n\t电联接到与所述高压总线相对的功率模块的第一12伏特铅酸电池；\n\t电联接到所述第一12伏特电池的第二12伏特铅酸电池；\n\t二极管，所述二极管电联接在所述第一12伏特电池和第二12伏特电池之间，并且仅允许电流从所述第一12伏特电池流到所述第二12伏特电池；以及\n\t电联接到所述第二12伏特电池的多个12伏特载荷。\n\t14. 根据方案13所述的燃料电池系统，其特征在于，所述第二12伏特电池是比所述第一12伏特电池容量小的电池。\n\t15. 根据方案13所述的燃料电池系统，其特征在于，其还包括电联接到所述第二12伏特电池的多个12伏特载荷。\n\t16. 根据方案13所述的燃料电池系统，其特征在于，其还包括电联接到所述高压总线的多个高压载荷。\n\t17. 根据方案16所述的燃料电池系统，其特征在于，所述高压载荷包括电牵引马达。\n\t附图说明\n\t图1是包括电联接到高压总线的燃料电池堆和高压电池的燃料电池系统的示意性框图；和\n\t图2是不包括与燃料电池堆结合的高压电池，而是包括两个12伏特电池的燃料电池系统的示意性框图。\n\t具体实施方式\n\t本发明实施例的下述讨论涉及用于车辆的燃料电池系统，该燃料电池系统除了燃料电池堆以外，不包括高压补充功率源（例如电池），而是该燃料电池系统包括两个12伏特电池，下述讨论本质上仅为示例性的，并且绝不旨在限制本发明或者其应用或使用。\n\t图1是包括燃料电池堆12的燃料电池系统10的示意性框图。燃料电池堆12电联接到高压总线14，该高压总线14提供功率以驱动各种电气载荷。在此例子中，电牵引马达和其他高压载荷16直接联接到高压总线14。因此，电气载荷16从总线14汲取功率，其中总线14上的电压由燃料电池堆12的输出电压确定。燃料电池系统10包括高压电池18，该高压电池18也通过DC/DC增压电路20电联接到高压总线14。因为电池18和燃料电池堆12具有不同的输出电压，电池18的充电/放电功率需要被转移到燃料电池堆12的输出电压水平，其由DC/DC增压电路20以本领域技术人员公知的方式提供。在替代实施例中，电气载荷16能够以电池18的输出电压操作，其中DC/DC增压电路20将在燃料电池堆12的输出提供，并且电气载荷16也以本领域技术人员公知的方式将堆12的输出功率转移到高压总线14。如上所述，电池18能够补充燃料电池堆12的输出功率用于需要补充功率的猛加速和其他情况下。此外，作为载荷16一部分的电牵引马达能够在再生制动期间提供功率到再充电电池18。\n\t燃料电池系统10还包括电联接到高压总线14的辅助功率模块（APM）26，其还作为电压转换装置操作。12伏特电池28电联接到APM 26，其中APM 26从高压总线14减去电压以使电池28再充电。电池28驱动车辆中的辅助低功率载荷，例如灯、气候控制装置、收音机，等等，在此表示为12伏特载荷30。另外，APM 26能够在一定车辆操作条件下从电池28设定低电压并提供功率到总线14，例如在系统启动的情况下。\n\t在燃料电池系统10中具有补充高电压源（特别是电池18）提供了很多提供该补充功率的优点。然而，电池18是重的、成本高的、复杂的、需要车辆中有大且防碰撞的空间，等等。此外，温度对电池18的性能具有重大影响，其中低温导致电池18具有低功率输出。此外，现代电池（例如锂离子电池）具有高性能，但是典型地比较低性能电池（例如铅/酸电池）具有较低鲁棒性（robust），并且这样需要大量的监督控制以监控电池充电状态、温度，等等，从而维持性能。此外，因为这些类型的电池的温度依存性，电池需要在正常操作和高功率流期间被冷却并且在低温度启动期间被加热，由此需要显著的冷却能力、温度感测、流动控制，等等。因此，即使这些类型的现代电池提供了性能上的显著提高，但是为了达到该性能而在其优化点操作电池所需的监控和控制也是大量的。\n\t车辆市场在不同地域经常是不同的。例如，一些车辆市场会要求的高性能中快速加速是重要的，但是车辆最高速度可以不那么重要。在其他市场，快速加速的高性能可以不是重要的，但是车辆最高速度是重要的。电池18可以为需要此类性能的这些市场提供高加速性能，但是会希望较小的燃料电池堆，因为最高车辆速度不是那么重要。对于可以不要求快速加速的这些市场，为了最高速度会希望大燃料电池堆，但是电池18对于快速加速可以不是必须的。\n\t此外，对于提供猛制动的这些情况，会希望的是提供高压电池，该高压电池能够接收用于电池充电目的的大量再生制动功率。然而，统计上猛再生制动的此类例子是相对稀有的。另外，驱动循环效率中的潜在损失由于在再生制动期间不能够捕捉大量能量而在加速期间通过减小的车辆重量补偿。\n\t因此，各种设计考虑确定用于燃料电池车辆的功率源要求。对于一定类型的燃料电池车辆，可行的是并且因此希望的是消除电池18和DC/DC增压电路20并且仍提供可靠的且希望的车辆操作。根据本发明，燃料电池系统40在图2中示出，其中对于系统10相同的元件由相同的附图标记表示，并且其中电池18和增压电路20已经被消除。在系统40中，电池28能够是便宜的且鲁棒的铅/酸12伏特电池，并且仍满足系统40的性能要求。APM 26将提供高压总线14和电池28之间的功率的双向下转换，如本领域技术人员公知的。另外，能够提供较小容量12伏特电池，其电联接到较大容量12伏特电池28，并且提供功率到载荷30。以此方式，通过APM 26向高压总线14提供功率而可向下汲取的电池28电压能够从载荷30缓冲，其中车辆上的灯等等将不会响应于功率从电池28的汲取而变暗。换言之，随着在电池28提供功率到总线14的时间里载荷30从电池42汲取功率，载荷30能够通过二极管44与电池28隔离，使得仅电池42的电池功率驱动载荷30。虽然在本实施例中电池具有较小容量，在其他实施例中其可与电池28容量相同或比电池28容量大。\n\t高性能车辆市场要求短的0到60 mph加速时间。这驱动燃料电池车辆电气构架，其特征在于燃料电池输送相对低的连续功率水平。加速需要的瞬时功率由强力HV电池覆盖。标准性能车辆市场还要求高最高速度，但是较慢0-100 km/h加速时间也是被接受的。能够覆盖高最高速度的高连续功率需求的燃料电池还能够覆盖加速的功率需求而不由高压电池辅助。\n\t本发明建议使用稍大的DC/DC转换器来连接低电压电池和高压总线和较大12V电池。此方式不仅使能燃料电池系统启动。12V/HV转换器能够提供功率以加速燃料电池空气压缩机，较高气流允许更多功率更早从燃料电池汲取。另外，12V/HV转换器可以支持高压总线以操作高电压车辆辅助设备，例如HVAC压缩级，而燃料电池备用，其转而允许燃料（氢）节省。12V电池28在车辆减速（即，牵引马达制动车辆且将机械能转化为电能）期间可以再充电。此外，电池28可以在零牵引扭矩条件下充电，其中功率水平将足以加载燃料电池，使得避免了低效率操作。\n\t前述说明仅仅公开和描述本发明的示例性实施例。本领域技术人员从这种说明和附图以及权利要求书将容易认识到，能够对本发明进行各种变化、修改和变型，而不偏离由所附权利要求书限定的本发明的精神和范围。\n\t | 本发明涉及用于12V混合动力燃料电池车辆的设备。具体地，公开了一种燃料电池系统，其不包括与燃料电池堆结合的高压电池。燃料电池堆和双向功率模块电联接到高压总线。第一较大容量12伏特电池电联接到与高压总线相对的功率模块，并且第二较小容量12伏特电池电联接到第一12伏特电池，其中二极管电联接在第一12伏特电池和第二12伏特电池之间，并且仅允许电流从第一12伏特电池流到第二12伏特电池。12伏特电池载荷电联接到第二12伏特电池。 | CN:201110100867.0A | https://patentimages.storage.googleapis.com/60/d8/1a/01cd2bd7de5574/CN102237543B.pdf | CN:102237543:B | S.利恩坎普, O.迈尔 | GM Global Technology Operations LLC | US:5793189, CN:1871143:A, CN:101638051:A | Not available | 2013-05-29 | 1.一种燃料电池系统，包括：\n\t\t, 高压总线；\n\t\t, 电联接到所述高压总线的燃料电池堆；\n\t\t, 电联接到所述高压总线的双向功率匹配模块；\n\t\t, 电联接到双向功率匹配模块的、与所述高压总线相对的第一12伏特电池；\n\t\t, 电联接到所述第一12伏特电池的第二12伏特电池，所述第二12伏特电池是比所述第一12伏特电池容量小的电池；\n\t\t, 二极管，所述二极管电联接在所述第一12伏特电池和第二12伏特电池之间，并且仅允许电流从所述第一12伏特电池流到所述第二12伏特电池；以及\n\t\t, 电联接到所述第二12伏特电池的多个12伏特载荷。\n\t\t, 2. 根据权利要求1所述的燃料电池系统，其特征在于，所述第一12伏特电池和第二12伏特电池是铅酸电池。\n\t\t, 3. 根据权利要求1所述的燃料电池系统，其特征在于，所述燃料电池系统处于车辆上。\n\t\t, 4. 根据权利要求1所述的燃料电池系统，其特征在于，其还包括电联接到所述高压总线的多个高压载荷。\n\t\t, 5. 根据权利要求4所述的燃料电池系统，其特征在于，所述高压载荷包括电牵引马达。\n\t\t, 6. 一种用于车辆的燃料电池系统，包括：\n\t\t, 高压总线；\n\t\t, 电联接到所述高压总线的燃料电池堆；\n\t\t, 电联接到所述高压总线的双向功率匹配模块；\n\t\t, 电联接到双向功率匹配模块的、与所述高压总线相对的第一12伏特铅酸电池；\n\t\t, 电联接到所述第一12伏特铅酸电池的第二12伏特电池；\n\t\t, 二极管，所述二极管电联接在所述第一12伏特铅酸电池和第二12伏特电池之间，并且仅允许电流从所述第一12伏特铅酸电池流到所述第二12伏特电池；以及\n\t\t, 电联接到所述第二12伏特电池的多个12伏特载荷，其中当所述第一12伏特铅酸电池提供功率到高压总线时多个12伏特载荷通过二极管与所述第一12伏特铅酸电池隔离。\n\t\t, 7. 根据权利要求6所述的燃料电池系统，其特征在于，所述第二12伏特电池具有比所述第一12伏特铅酸电池小的容量。\n\t\t, 8. 根据权利要求6所述的燃料电池系统，其特征在于，其还包括电联接到所述高压总线的多个高压载荷。\n\t\t, 9. 根据权利要求8所述的燃料电池系统，其特征在于，所述高压载荷包括电牵引马达。\n\t\t, 10. 一种用于车辆的燃料电池系统，包括：\n\t\t, 高压总线；\n\t\t, 电联接到所述高压总线的燃料电池堆；\n\t\t, 电联接到所述高压总线的双向功率匹配模块；\n\t\t, 电联接到双向功率匹配模块的、与所述高压总线相对的第一12伏特铅酸电池；\n\t\t, 电联接到所述第一12伏特铅酸电池的第二12伏特铅酸电池；\n\t\t, 二极管，所述二极管电联接在所述第一12伏特铅酸电池和第二12伏特铅酸电池之间，并且仅允许电流从所述第一12伏特铅酸电池流到所述第二12伏特铅酸电池；以及\n\t\t, 电联接到所述第二12伏特铅酸电池的多个12伏特载荷。\n\t\t, 11. 根据权利要求10所述的燃料电池系统，其特征在于，所述第二12伏特铅酸电池是比所述第一12伏特铅酸电池容量小的电池。\n\t\t, 12. 根据权利要求10所述的燃料电池系统，其特征在于，其还包括电联接到所述高压总线的多个高压载荷。\n\t\t, 13. 根据权利要求12所述的燃料电池系统，其特征在于，所述高压载荷包括电牵引马达。\n\t\t\n\t\t\t\t | CN | China | Expired - Fee Related | H | True |
| 424 | 电动车辆和充电系统 \n | CN111301196A | 技术领域本发明涉及一种电动车辆以及用于对电动车辆的电池充电的充电系统。背景技术除了电动车辆相对于具有内燃机的常规车辆的活动范围更小之外，一个重要的问题是“加油”、即对电池充电的持续时间。在汽车的情况下，加油在2分钟的范围内进行，而在电动汽车的情况下，充电时间通常为30分钟以及更多。在此，充电时间与电池的容量和相应的充电站的功率水平有关。后者可能是25kW、50kW或最大150kW。即使从电气角度来看，可以进一步增大功率，但是为此所需的充电连接线缆也将变得越来越不轻便，并且难以供私人用户使用。发明内容本发明要解决的技术问题是，给出一种电动车辆，其在对电池充电的充电时间方面得到改进。另一个要解决的技术问题是，给出一种使得能够改善充电时间的、具有多个充电站的充电系统。关于电动车辆，上述技术问题通过具有本发明的特征的车辆来解决。关于充电系统，上述技术问题通过具有本发明的特征的充电系统来解决。根据本发明的电动车辆包括用于驱动车辆的电动机、用于对电动机供电的电池和用于连接用于对电池充电的充电线缆的充电连接插口。此外，存在用于连接用于对电池充电的第二充电线缆的第二充电连接插口。车辆可以是汽车或者商用车辆、例如电动巴士或货车。车辆也可以包括多个电动机。电动机例如可以作为轮毂电机来实施。对于本发明认识到，通过连接第二充电线缆，可以实现可传输功率的加倍。由此，用于对电池充电的充电时间减半。因为充电时间现在仍然还是在小时范围内移动，所以对于各个用户来说，充电时间减半是重大的收益。由此，总体上可以实现电动车辆的接受度的改善。根据本发明的用于对电动车辆的电池充电的充电系统，包括用于连接至相应的车辆的多个充电站，其中，充电站分别包括用于控制充电过程的控制装置。在此，至少一部分控制装置被设计为用于识别是否两个或更多个充电站与同一车辆连接。也就是说，这种充电系统可以识别为了充电而连接相应地设计的车辆。由此，充电站的充电装置可以适当地控制充电过程。例如，可以调整电流调节，从而避免共同连接的充电站的电气振荡过程。此外，在对充电过程计费时，由此也可以考虑并行使用了两个充电站。例如，可以调整所使用的电费。从从属权利要求中得到根据本发明的能量产生设备的有利的设计方案。在此，根据独立权利要求的实施方式可以与从属权利要求中的一个的特征组合，或者优选也可以与多个从属权利要求中的特征组合。相应地，还可以附加地提供以下特征：-充电连接插口可以被设计为用于连接DC充电线缆。借助直流电充电现在可以实现直至150kW的最高充电功率。因此，根据目前的技术，利用两个充电线缆可以实现高达300kW的充电功率。此外，在连接两个DC充电线缆时有利的是，两个DC充电线缆可以在车辆中并联连接，而不需要例如附加的转换器的其它部件。应当理解，充电系统适宜地也是DC充电系统。-车辆可以具有用于与连接的充电站进行数据交换的通信装置，其中，通信装置被设计为用于与连接的两个充电站进行数据交换。换言之，通信装置可以与连接的两个充电站进行数据交换，以便适当地控制充电过程。-特别有利的是，第一充电连接插口布置在车辆的第一侧，并且第二充电连接插口布置在背对第一侧的第二侧。利用左侧和右侧的充电连接插口，简化了与一般的充电系统中的两个并排的充电站的连接。此外，在仅连接一个充电线缆时，可以随意地选择插入线缆的一侧。这与现在的具有内燃机的车辆的一般情况形成对比，在现在的具有内燃机的车辆中，为了加油，驾驶员必须注意加油口安置在哪一侧。-此外，被设计为用于调节到车辆的连接的电池的电流的充电站的控制器，至少部分可以被设计为用于，在充电站中的两个连接到同一车辆时，抑制电流的调节的振荡过程。附图说明从下面根据附图对实施例的描述中，可以得到其它优点和特征。在附图中，相同的附图标记表示相同的构件和功能。图1示意性地示出了电动车辆，图2示意性地示出了具有多个充电站的充电系统，图3示意性地示出了车辆与连接的两个充电站的细节图。具体实施方式图1示意性地示出了电动车辆10，在该示例中是汽车。作为示例，车辆10包括一个电动机12来进行驱动。在另外的实施方式中，这种车辆也可以包括多个电动机，例如每个被驱动的车轮一个电动机。电动机12由电池14供电，电池14通过转换器16与电动机12连接。通过将充电线缆连接至车辆10的充电连接插口18A、B中的一个或者两个，来对电池14充电。充电连接插口18A、B被设计为用于根据IEC 61851、Mode 4来连接用于充电的DC充电线缆(直流电)。在车辆10本身中，充电连接插口18A、B与电池14直接电连接。在此，它们并联电连接。存在与车辆侧的控制单元20的另一个连接，控制单元20尤其是与连接的一个或两个充电站52A…E进行数据交换。此外，控制单元20例如告知充电站52A…E车辆支持的最大充电功率，在充电过程中，充电站52A…E必须注意最大充电功率。为此，控制单元20与两个充电连接插口18A、B连接，并且在电气上以及在软件方面被设计为彼此独立地与多达两个充电站52A…E进行通信。在此，控制单元20可以被设计为，接收关于连接的充电站52A…E的功率容量的数据，并且当连接两个充电站52A…E不产生优点时，例如当充电站的相应的功率过高，从而不能通过两个充电站52A…E对电池14充电时，产生信号。如果仅两个充电站52A…E一起能够超过车辆侧的最大充电功率，则控制单元将需要的功率划分到连接的两个充电站52A…E上，并且通知相应的最大充电功率。在该示例中，与常规的油箱口类似，车辆10的两个充电连接插口18A、B布置在车辆的后部区域中。在其它示例中，充电连接插口18A、B也可以布置在车辆10的前侧或其它位置上。但是有利的是，充电连接插口18A、B像在该示例中一样，布置在车辆10的相互背对的两侧。因此，单个充电站52A…E可以连接在车辆两侧，而不需要将线缆56A…E绕过车辆10。在连接两个充电站52A…E时，同样可以理想地连接充电站，因为充电站52A…E通常例如以大约汽车宽度为间隔来设立，并且分别对一个停车位或两个相邻的停车位分配充电站52A…E，如在图2中那样。图2示意性地示出了充电系统50的视图，充电系统50包括多个充电站52A…E。充电站52A…E与供电网58连接，供电网58可以是低压网络或中压网络。每个充电站52A…E包括充电线缆56A…E，用于连接至电动车辆10的充电连接插口18A、B。在图2中同样示出了两个另外的车辆10A，其分别利用充电线缆56A、E分别连接至充电站52A、E。在该示例中，充电站52A…E分别具有120kW的充电功率。也就是说，可以以120kW的最大功率对另外的车辆10A充电。在这种情况下，对80kWh的电池充电持续大约40分钟。图2还示出了将车辆10同时连接至两个并排的充电站52B、C。两个充电站52B、C的充电线缆56B、C与两个充电连接插口18A、B连接，因此可以同时使用两个充电站52B、C来对电池14充电。也就是说，可以利用直至240kW来对电池充电。因此，针对示例性的80kWh的充电时间仅仅是20分钟。图3示意性地示出了车辆10和连接的两个充电站52B、C的相关部件。车辆10的电池14与两个充电连接插口18A、B并联连接。因此，用于电池14的充电电流对应于来自所连接的充电站52B、C的充电电流的总和。为此，两个充电站52B、C的充电线缆56B、C通过相应的插头60B、C插入充电连接插口18A、B中。此外，存在于两个充电站52B、C中的AC/DC转换器62B、C与电池14连接。两个充电站52B、C中的相应的充电控制器64B、C控制两个AC/DC转换器62B、C，使得对应于车辆的预给定参数的充电电流流向电池14。事先通过车辆的控制单元20结合充电控制器64B、C来确定这些预给定参数。充电电流例如可以对应于充电站52B、C的最大可能充电电流，其中，也通过调节来保持该值恒定。在此，充电控制器64B、C调节充电电流，使得避免由于连接两个AC/DC转换器62B、C而可能产生的电流流动中的振荡过程。这例如可以通过两个充电控制器64B、C以主-从运行工作来实现。为此，两个充电控制器64B、C或上级的总控制器66记录两个充电站52B、C与同一车辆10连接，并且切换到如下运行，在该运行中，两个充电站52B、C中的一个承担主要任务，并且充电站52B、C中的另一个承担从属任务。具有主要任务的充电站52B，C承担例如充电电流的确定，并且具有从属任务的充电站52B、C遵循具有主要任务的充电站52B，C的预给定参数。附图标记列表10 电动车辆10A 另外的车辆12 电动机14 电池16 转换器18A、B 充电连接插口20 控制单元50 充电系统52A…E 充电站56A…E 充电线缆58 供电网60A…E 插头62A…E AC/DC转换器64A…E 充电控制器66 总控制器 | 本发明涉及一种电动车辆和充电系统。电动车辆具有：‑用于驱动车辆的电动机，‑用于对电动机供电的电池，‑用于连接用于对电池充电的充电线缆的充电连接插口，其特征在于用于连接用于对电池充电的第二充电线缆的第二充电连接插口。 | CN:201911248247.4A | https://patentimages.storage.googleapis.com/48/e1/aa/01a49f0ce45cb7/CN111301196A.pdf | NaN | M.坦豪瑟 | Siemens AG | US:20130088197:A1, US:20160006346:A1, US:20150069970:A1, CN:107428257:A, CN:106160054:A, CN:204696711:U, CN:107020967:A | Not available | 2013-04-23 | 1.一种电动车辆(10、10A)，所述电动车辆具有：, -用于驱动车辆(10、10A)的电动机(12)，, -用于对电动机(12)供电的电池(14)，, -用于连接用于对电池(14)充电的充电线缆(56A…E)的充电连接插口(18A)，, 其特征在于用于连接用于对电池(14)充电的第二充电线缆(56A…E)的第二充电连接插口(18B)。, 2.根据权利要求1所述的电动车辆(10、10A)，其中，所述充电连接插口(18A、B)被设计为用于连接DC充电线缆(56A…E)。, 3.根据权利要求1所述的电动车辆(10、10A)，其中，所述充电连接插口(18A、B)并联电连接。, 4.根据前述权利要求中任一项所述的电动车辆(10、10A)，其具有用于与连接的充电站(52A…E)进行数据交换的通信装置(20)，其中，所述通信装置(20)被设计为用于与两个连接的充电站(52A…E)进行数据交换。, 5.根据前述权利要求中任一项所述的电动车辆(10、10A)，其中，所述第一充电连接插口(18A)布置在车辆(10、10A)的第一侧，并且第二充电连接插口(18B)布置在背对第一侧的第二侧。, 6.根据前述权利要求中任一项所述的电动车辆(10、10A)，其被设计为用于利用至少100kW、尤其是至少240kW、在特别的设计方案中至少300kW的总功率对电池(14)充电。, 7.一种用于对电动车辆(10、10A)的电池(14)充电的充电系统(50)，所述充电系统包括多个用于连接至相应的车辆(10、10A)的充电站(52A…E)，其中，所述充电站(52A…E)分别包括用于控制充电过程的控制装置(64A…E)，其中，至少一部分充电装置(64A…E)被设计为用于识别是否有两个或更多个充电站(52A…E)与同一车辆(10、10A)连接。, 8.根据权利要求7所述的充电系统(50)，所述充电系统被设计为用于基于直流电进行充电。, 9.根据权利要求7或8所述的充电系统(50)，其中，所述充电站(52A…E)的充电控制器(64A…E)被设计为用于调节到车辆(10、10A)的连接的电池(14)的电流，并且在至少一部分充电控制器(64A…E)中被设计为用于在充电站(52A…E)中的两个连接到同一车辆(10、10A)时，抑制电流的调节的振荡过程。, 10.根据权利要求7至9中任一项所述的充电系统(50)，所述充电系统被设计为用于，借助两个充电站(52A…E)，以至少300kW的总功率，对电池(14)充电。 | CN | China | Pending | B | True |
| 425 | 电动汽车电池连接器 \n | CN105470717A | 技术领域本发明涉及的是一种电动汽车电池连接器，适用于作电动汽车、电动乘用汽车锂电池放电连接器（插头、插座）。背景技术目前电动汽车电池连接器采用航空插头、插座，正极、负极电源信号线，分别设置在三个不同的插头、插座中，分别安装在电池箱上，充电时使用很不方便。航空插头、插座之间锁紧程度差，容易松动，充电过程中会发热冒烟，影响正常充电，另外防水密封性能差，在车辆行驶过程中，路面上的雨水容易进入到电池连接器插头、插座之间，引起电池短路发热、燃烧，影响车辆正常行驶，安全性能差。发明内容本发明目的是针对不足之处提供一种电动汽车电池连接器，采用集成式电连接器，将正、负极电源、信号线集中安装在同一个插头、插座上，体积小，充电使用方便。由于在电池连接器插头与插座之间分别装有锁扣、锁紧销，使插头和插座安装后紧密接触，在车辆行驶过程中不会松动，保证充电过程中接触良好，不会发热。由于在电池连接器在插头装有密封盖，在插头外侧安装有橡胶密封圈，在电池连接器的插座绝缘安装板与插座壳体安装底座之间装有密封圈，可以使插头与插座连接防水密封，防水性能达到AP67级符合国家标准要求。本发明设计合理，结构紧凑，体积小，使用方便，插头插座配合好导电性能好。电动汽车电池连接器是采取以下技术方案实现的：电动汽车电池连接器包括连接器插头和连接器插座。连接器插头包括插头壳体、密封盖、插头绝缘安装板、电源插头和信号通信插头。在插头壳体下部设置有插头。在插头壳体内安装有插头绝缘安装板，在插头绝缘安装板上设置有电源插头安装座，在电源插头安装座上设置有电源插头安装孔，在电源插头安装孔中安装有电源插头，电源插头设置有正极电源插头和负极电源插头。电源插头采用金属端子（公针）。电源插头前端装有绝缘帽，防止装插插头时手接触到金属端子。电源插头后端连接有电源电缆线，可以通过插头的电源线孔引出。在插头绝缘安装板上设置有信号通信插头安装座，信号通信插头安装座上设置有信号通信插头安装孔，在信号通信插头安装孔中装有信号通信插头，信号通信插头后部连接有信号通信线，通过信号通信线孔引出。所述的信号通信插头至少设置有4个。在插头壳体上部两侧安装有锁紧销，在插头壳体后侧设置有电源线孔和信号通信线孔，在电源线孔和信号通信线孔中装有护套管，以保护引出导线。所述的连接器插座包括插座壳体、插座绝缘安装板、锁扣、电源插座、信号通信插座。插座壳体上设置有插头插孔，插座绝缘安装板安装在插头插孔底部安装座上，插座绝缘安装板上设置有电源插座安装座和信号通信插座安装座。电源插座安装座上设置有电源插座安装孔，电源插座安装孔中安装有电源插座（母针）。电源插座设置有正极电源插座与负极电源插座。正极电源插座与负极电源插座分别与电源插头正、负极相配合。在信号通信插座安装座上设置有信号通信插座安装孔，信号通信插座安装孔中安装有信号通信插座。所述的信号通信插座至少设置有4个。电源插座前端设置有电源金属端子插孔，电源金属端子插孔中装有网状形弹性片簧，以增强接触面，便于大电流导通。在电源插座后部设置有电源插座金属端子连接螺孔，便于安装导线，通过导线分别与电池正、负极连接。在正极电源插座与负极电源插座之间设置有电极隔板。在插座壳体外周设置有插座安装板，插座安装板上设有安装孔，便于将连接器插座安装在电池组上。在插座壳体上部两侧设置有连接销孔，锁扣通过连接销、连接销孔与插座壳体上部活动连接，锁扣设置有锁扣卡槽，锁扣装有手柄，当连接器插头插入连接器插座后，拨动手柄将锁扣卡槽，卡插在连接器插头壳体上部两侧的锁紧销上，将连接器插头锁紧在连接器插座上。在车辆行驶充电过程中不会松动。工作原理电动汽车电池连接器使用时，将连接器插座通过插座安装板安装固定在电池组上，通过导线将正、负极电源插座分别与电池组正、负极相连好，信号通信插座分别与电池组信号采集端相连，再将连接器插头插入连接器插座中，使电源插头即金属端子（公针）与电源插座（母针）接插配合紧密，同时连接器插头中的信号通讯插头与连接器插座中的信号通讯插座接插配合紧密，拨动卡扣的手柄，将锁扣的卡槽卡插在连接器插头壳体上部两侧的锁紧销上，将连接器插头锁紧在连接器插座上部。安装在连接器插头上的电源线、信号通信线分别与整车控制电源线、信号控制线相连通。在整车控制里面，在控制钥匙打开后，通过信号通信线中1、2号信号通信插头给电池组12V的直流电压，使电池内部的高压继电器吸合，电池组通过正、负极电源插头，输出高压电，而信号通信线中3、5号信号通信插头在1、2号信号通信插头接通后，实时给整车输出CAN信号，上传电池组信息。附图说明以下将结合附图对本发明作进一步说明：图1是电动汽车电池连接器结构示意图。图2是电动汽车电池连接器的连接器插头主视图。图3是电动汽车电池连接器的连接器插头右视图。图4是电动汽车电池连接器的连接器插头俯视图。图5是电动汽车电池连接器的连接器插座主视图。图6是电动汽车电池连接器的连接器插座仰视图。图7是电动汽车电池连接器的连接器插座右视图。图8是电动汽车电池连接器的连接器插座后视图。具体实施方式参照附图1～8，电动汽车电池连接器包括连接器插头1和连接器插座2。连接器插头1包括插头壳体1-1、密封盖1-2、插头绝缘安装板1-3、电源插头1-5和信号通信插头1-4。在插头壳体1-1下部设置有插头1-6。在插头壳体1-1内安装有插头绝缘安装板1-3，在插头绝缘安装板1-3上设置有电源插头安装座1-6，在电源插头安装座1-6上设置有电源插头安装孔1-7，在电源插头安装孔1-7中安装有电源插头1-5，电源插头1-5设置有正极电源插头1-8和负极电源插头1-9。电源插头1-5采用金属端子（公针）。电源插头1-5前端装有绝缘帽1-16，防止装插插头时手接触到金属端子。电源插头后端连接有电源电缆线，可以通过插头的电源线孔1-14引出。在插头绝缘安装板1-3上设置有信号通信插头安装座1-10，信号通信插头安装座1-10上设置有信号通信插头安装孔1-11，在信号通信插头安装孔1-11中装有信号通信插头1-4，信号通信插头1-4后部连接有信号通信线，通过信号通信线孔1-15引出。所述的信号通信插头1-4至少设置有4个。在插头壳体1-1上部两侧安装有锁紧销1-12，在插头壳体1-1后侧设置有电源线孔和信号通信线孔，在电源线孔和信号通信线孔中装有护套管，以保护引出导线。在插头壳体1-1下部安装有橡胶密封圈1-13。所述的连接器插座2包括插座壳体2-1、插座绝缘安装板2-2、锁扣2-3、电源插座2-4、信号通信插座2-5。插座壳体2-1上设置有插头插孔2-7，插座绝缘安装板2-2安装在插头插孔2-7底部安装座2-20上，插座绝缘安装板2-2上设置有电源插座安装座2-21和信号通信插座安装座2-19。插座绝缘安装板2-2与插头插孔2-7底部安装座2-20之间装有密封垫圈2-17。电源插座安装座2-21上设置有电源插座安装孔2-6，电源插座安装孔2-6中安装有电源插座（母针）2-4。电源插座2-4设置有正极电源插座2-8与负极电源插座2-9。正极电源插座2-8与负极电源插座2-9分别与电源插头正、负极相配合。在信号通信插座安装座2-19上设置有信号通信插座安装孔2-10，信号通信插座安装孔2-10中安装有信号通信插座2-5。所述的信号通信插座2-5至少设置有4个。电源插座2-4前端设置有电源金属端子插孔，电源金属端子插孔中装有网状形弹性片簧，以增强接触面，便于大电流导通。在电源插座2-4后部设置有电源插座金属端子连接螺孔2-11，便于安装导线，通过导线分别与电池正、负极连接。在正极电源插座2-8与负极电源插座2-9之间设置有电极隔板2-12。在插座壳体2-1外周设置有插座安装板2-13，插座安装板2-13上设有安装孔2-14，便于将连接器插座2安装在电池组上。在插座壳体2-1上部两侧设置有连接销孔2-15，锁扣2-3通过连接销2-16、连接销孔2-15与插座壳体2-1上部活动连接，锁扣2-3设置有锁扣卡槽2-17，锁扣2-3装有手柄2-18，当连接器插头1插入连接器插座2后，拨动手柄2-18将锁扣卡槽2-17，卡插在连接器插头壳体1-1上部两侧的锁紧销1-12上，将连接器插头1锁紧在连接器插座2上。在车辆行驶充电过程中不会松动。 | 本发明涉及的是一种电动汽车电池连接器，适用于作电动汽车、电动乘用汽车锂电池放电连接器（插头、插座）。包括连接器插头和连接器插座；连接器插头包括插头壳体、密封盖、插头绝缘安装板、电源插头和信号通信插头；在插头壳体上部两侧安装有锁紧销；所述的连接器插座包括插座壳体、插座绝缘安装板、锁扣、电源插座、信号通信插座；在插座壳体上部两侧设置有连接销孔，锁扣通过连接销、连接销孔与插座壳体上部活动连接，锁扣设置有锁扣卡槽，锁扣装有手柄，当连接器插头插入连接器插座后，拨动手柄将锁扣卡槽，卡插在连接器插头壳体上部两侧的锁紧销上，将连接器插头锁紧在连接器插座上，在车辆行驶充电过程中不会松动。 | CN:201511014437.1A | https://patentimages.storage.googleapis.com/37/68/33/3e80cdce100e1d/CN105470717A.pdf | NaN | 毛玉龙, 毛磊 | JIANGXI CEBEA NEW ENERGY TECHNOLOGY Co Ltd | US:5641298, CN:2267542:Y, CN:202006771:U, CN:103825124:A, CN:204011967:U, CN:204927652:U, CN:205355384:U | Not available | 2016-04-06 | 1.一种电动汽车电池连接器，其特征在于：包括连接器插头和连接器插座；, 连接器插头包括插头壳体、密封盖、插头绝缘安装板、电源插头和信号通信插头；在插头壳体下部设置有插头，在插头壳体内安装有插头绝缘安装板，在插头绝缘安装板上设置有电源插头安装座，在电源插头安装座上设置有电源插头安装孔，在电源插头安装孔中安装有电源插头，电源插头后端连接有电源电缆线，通过插头的电源线孔引出；, 在插头绝缘安装板上设置有信号通信插头安装座，信号通信插头安装座上设置有信号通信插头安装孔，在信号通信插头安装孔中装有信号通信插头，信号通信插头后部连接有信号通信线，通过信号通信线孔引出；, 在插头壳体上部两侧安装有锁紧销；, 所述的连接器插座包括插座壳体、插座绝缘安装板、锁扣、电源插座、信号通信插座；插座壳体上设置有插头插孔，插座绝缘安装板安装在插头插孔底部安装座上，插座绝缘安装板上设置有电源插座安装座和信号通信插座安装座；, 电源插座安装座上设置有电源插座安装孔，电源插座安装孔中安装有电源插座；, 在信号通信插座安装座上设置有信号通信插座安装孔，信号通信插座安装孔中安装有信号通信插座；, 电源插座前端设置有电源金属端子插孔，电源金属端子插孔中装有网状形弹性片簧，以增强接触面，便于大电流导通；, 在插座壳体上部两侧设置有连接销孔，锁扣通过连接销、连接销孔与插座壳体上部活动连接，锁扣设置有锁扣卡槽，锁扣装有手柄，当连接器插头插入连接器插座后，拨动手柄将锁扣卡槽，卡插在连接器插头壳体上部两侧的锁紧销上，将连接器插头锁紧在连接器插座上，在车辆行驶充电过程中不会松动。, \n \n, 2.根据权利要求1所述的电动汽车电池连接器，其特征在于：所述的电源插头设置有正极电源插头和负极电源插头；电源插头采用金属端子，电源插头前端装有绝缘帽，防止装插插头时手接触到金属端子。, \n \n, 3.根据权利要求1所述的电动汽车电池连接器，其特征在于：在插头壳体后侧设置有电源线孔和信号通信线孔，在电源线孔和信号通信线孔中装有护套管，以保护引出导线。, \n \n, 4.根据权利要求1所述的电动汽车电池连接器，其特征在于：所述的信号通信插头至少设置有4个。, \n \n, 5.根据权利要求1所述的电动汽车电池连接器，其特征在于：电源插座设置有正极电源插座与负极电源插座；正极电源插座与负极电源插座分别与电源插头正、负极相配合。, \n \n, 6.根据权利要求1所述的电动汽车电池连接器，其特征在于：所述的信号通信插座至少设置有4个。, \n \n, 7.根据权利要求1所述的电动汽车电池连接器，其特征在于：在电源插座后部设置有电源插座金属端子连接螺孔，便于安装导线，通过导线分别与电池正、负极连接。, \n \n, 8.根据权利要求1所述的电动汽车电池连接器，其特征在于：在正极电源插座与负极电源插座之间设置有电极隔板。, \n \n, 9.根据权利要求1所述的电动汽车电池连接器，其特征在于：在插座壳体外周设置有插座安装板，插座安装板上设有安装孔，便于将连接器插座安装在电池组上。 | CN | China | Pending | H | True |
| 426 | Power supply system and vehicle equipped with same, and power supply system control method \n | EP2722961A1 | NaN | A first opening/closing device (SMRB1, SMRG1, SMRP, R1) is configured to include a precharging relay (SMRP) and a limiting resistor (R1) connected in series between a first power storage unit (BAT1) and a first pair of power lines (PL1, NL1). A second opening/closing device (SMRB2, SMRG2) is configured not to include the precharging relay (SMRP) and the limiting resistor (R1). When precharging a capacitor C1 using a second power storage unit (BAT2), a control device controls opening/closing of first to fourth opening/closing devices (SMRB1, SMRG1, SMRP, R1, SMRB2, SMRG2, CHRB1, CHRG1, CHRB2, CHRG2) so as to form an electric conduction path extending between the second power storage unit (BAT2) and the capacitor (C1) via the precharging relay (SMRP) and the limiting resistor (R1). | EP:11867838.2A | https://patentimages.storage.googleapis.com/5d/5d/bd/c9d5fdfa0c3b5f/EP2722961A1.pdf | NaN | Yosei Sakamoto, Wanleng Ang | Toyota Motor Corp | NaN | 2014-03-21 | 2014-04-23 | A power source system comprising:\nfirst and second power storage units (BAT1, BAT2) each configured to be chargeable/dischargeable;\na first pair of power lines (PL1, NL1) to which said first and second power storage units (BAT1, BAT2) are connected in parallel with each other;\na second pair of power lines (PL3, NL3) to which said first and second power storage units (BAT1, BAT2) are connected in parallel with each other;\na first opening/closing device (SMRB1, SMRG1, SMRP, R1) inserted in a path connecting said first power storage unit (BAT1) and said first pair of power lines (PL1, NL1) to each other;\na second opening/closing device (SMRB2, SMRG2) inserted in a path connecting said second power storage unit (BAT2) and said first pair of power lines (PL1, NL1) to each other;\na third opening/closing device (CHRB1, CHRG 1) inserted in a path connecting said first power storage unit (BAT1) and said second pair of power lines (PL3, NL3) to each other;\na fourth opening/closing device (CHRB2, CHRG2) inserted in a path connecting said second power storage unit (BAT2) and said second pair of power lines (PL3, NL3) to each other;\na capacitor (C1) connected between said first pair of power lines (PL1, NL1); and\na control device (300) for controlling opening/closing of said first to fourth opening/closing devices (SMRB1, SMRG1, SMRP, R1, SMRB2, SMRG2, CHRB1, CHRG1, CHRB2, CHRG2),\nsaid first opening/closing device (SMRB1, SMRG1, SMRP, R1) being configured to include a precharging relay (SMRP) and a limiting resistor (R1) connected in series between said first power storage unit (BAT1) and said first pair of power lines (PL1, NL1), said second opening/closing device (SMRB2, SMRG2) being configured not to include said precharging relay (SMRP) and said limiting resistor (R1) between said second power storage unit (BAT2) and said first pair of power lines (PL1, NL1),\nwhen charging said capacitor (C1) using electric power from said second power storage unit (BAT2), said control device (300) controls opening/closing of said first to fourth opening/closing devices (SMRB1, SMRG1, SMRP, R1, SMRB2, SMRG2, CHRB1, CHRG1, CHRB2, CHRG2) so as to form an electric conduction path extending between said second power storage unit (BAT2) and said capacitor (C1) via said precharging relay (SMRP) and said limiting resistor (R1). , first and second power storage units (BAT1, BAT2) each configured to be chargeable/dischargeable;, a first pair of power lines (PL1, NL1) to which said first and second power storage units (BAT1, BAT2) are connected in parallel with each other;, a second pair of power lines (PL3, NL3) to which said first and second power storage units (BAT1, BAT2) are connected in parallel with each other;, a first opening/closing device (SMRB1, SMRG1, SMRP, R1) inserted in a path connecting said first power storage unit (BAT1) and said first pair of power lines (PL1, NL1) to each other;, a second opening/closing device (SMRB2, SMRG2) inserted in a path connecting said second power storage unit (BAT2) and said first pair of power lines (PL1, NL1) to each other;, a third opening/closing device (CHRB1, CHRG 1) inserted in a path connecting said first power storage unit (BAT1) and said second pair of power lines (PL3, NL3) to each other;, a fourth opening/closing device (CHRB2, CHRG2) inserted in a path connecting said second power storage unit (BAT2) and said second pair of power lines (PL3, NL3) to each other;, a capacitor (C1) connected between said first pair of power lines (PL1, NL1); and, a control device (300) for controlling opening/closing of said first to fourth opening/closing devices (SMRB1, SMRG1, SMRP, R1, SMRB2, SMRG2, CHRB1, CHRG1, CHRB2, CHRG2),, said first opening/closing device (SMRB1, SMRG1, SMRP, R1) being configured to include a precharging relay (SMRP) and a limiting resistor (R1) connected in series between said first power storage unit (BAT1) and said first pair of power lines (PL1, NL1), said second opening/closing device (SMRB2, SMRG2) being configured not to include said precharging relay (SMRP) and said limiting resistor (R1) between said second power storage unit (BAT2) and said first pair of power lines (PL1, NL1),, when charging said capacitor (C1) using electric power from said second power storage unit (BAT2), said control device (300) controls opening/closing of said first to fourth opening/closing devices (SMRB1, SMRG1, SMRP, R1, SMRB2, SMRG2, CHRB1, CHRG1, CHRB2, CHRG2) so as to form an electric conduction path extending between said second power storage unit (BAT2) and said capacitor (C1) via said precharging relay (SMRP) and said limiting resistor (R1)., The power source system according to claim 1, wherein\nsaid control device (300) is configured to be capable of selectively performing a first charging operation and a second charging operation, said first charging operation being to charge said capacitor (C1) using electric power from said first power storage unit (BAT1), said second charging operation being to charge said capacitor (C1) using electric power from said second power storage unit (BAT2),\nduring said first charging operation, said control device (300) causes said second to fourth opening/closing devices (SMRB2, SMRG2, CHRB1, CHRG1, CHRB2, CHRG2) to be opened, and controls opening/closing of said first opening/closing device (SMRB1, SMRG1, SMRP, R1) so as to form an electric conduction path extending between said first power storage unit (BAT1) and said capacitor (C1) via said precharging relay (SMRP) and said limiting resistor (R1), and\nduring said second charging operation, said control device (300) controls opening/closing of said first to fourth opening/closing devices (SMRB1, SMRG1, SMRP, R1, SMRB2, SMRG2, CHRB1, CHRG1, CHRB2, CHRG2) so as to form the electric conduction path extending between said second power storage unit (BAT2) and said capacitor (C1) via said precharging relay (SMRP) and said limiting resistor (R1)., The power source system according to claim 2, wherein\nsaid first opening/closing device (SMR1, SMRG1, SMRP, R1) further includes a first relay (SMRB1) and a second relay (SMRG 1), said first relay (SMRB1) being connected between one electrode of said first power storage unit (BAT1) and one power line (PL1) of said first pair of power lines (PL1, NL1), said second relay (SMRG1) being connected between the other electrode of said first power storage unit (BAT1) and the other power line (NL1) of said first pair of power lines (PL1, NL1),\nsaid precharging relay (SMRP) and said limiting resistor (R1) are connected to said second relay (SMRG1) in parallel,\nsaid second opening/closing device (SMRB2, SMRG2) includes a third relay (SMRB2) and a fourth relay (SMRG2), said third relay (SMRB2) being connected between one electrode of said second power storage unit (BAT2) and the one power line (PL1) of said first pair of power lines (PL1, NL1), said fourth relay (SMRG2) being connected between the other electrode of said second power storage unit (BAT2) and the other power line (NL1) of said first pair of power lines (PL1, NL1),\nsaid third opening/closing device (CHRB1, CHRG1) includes a fifth relay (CHRB1) and a sixth relay (CHRG1), said fifth relay (CHRB1) being connected between the one electrode of said first power storage unit (BAT1) and one power line (PL3) of said second pair of power lines (PL3, NL3), said sixth relay (CHRG1) being connected between the other electrode of said first power storage unit (BAT1) and the other power line (NL3) of said second pair of power lines (PL3, NL3),\nsaid fourth opening/closing device (CHRB2, CHRG2) includes a seventh relay (CHRB2) and an eighth relay (CHRG2), said seventh relay (CHRB2) being connected between the one electrode of said second power storage unit (BAT2) and the one power line (PL3) of said second pair of power lines (PL3, NL3), said eighth relay (CHRG2) being connected between the other electrode of said second power storage unit (BAT2) and the other power line (NL3) of said second pair of power lines (PL3, NL3), and\nduring said second charging operation, said control device (300) controls opening/closing of said first to fourth opening/closing devices (SMRB1, SMRG1, SMRP, R1, SMRB2, SMRG2, CHRB1, CHRG1, CHRB2, CHRG2) so as to turn on said third, sixth, and eighth relays (SMRB2, CHRG1, CHRG2) and said precharging relay (SMRP), and turn off said first, second, fourth, fifth, and seventh relays (SMRB1, SMRG1, SMRG2, CHRB1, CHRB2)., The power source system according to claim 2, wherein\nsaid first opening/closing device (SMR1, SMRG1, SMRP, R1) further includes a first relay (SMRB1) and a second relay (SMRG 1), said first relay (SMRB1) being connected between one electrode of said first power storage unit (BAT1) and one power line (PL1) of said first pair of power lines (PL1, NL1), said second relay (SMRG1) being connected between the other electrode of said first power storage unit (BAT1) and the other power line (NL1) of said first pair of power lines (PL 1, NL1),\nsaid precharging relay (SMRP) and said limiting resistor (R1) are connected to said second relay (SMRG1) in parallel,\nsaid second opening/closing device (SMRB2, SMRG2) includes a third relay (SMRB2) and a fourth relay (SMRG2), said third relay (SMRB2) being connected between one electrode of said second power storage unit (BAT2) and the one power line (PL1) of said first pair of power lines (PL1, NL1), said fourth relay (SMRG2) being connected between the other electrode of said second power storage unit (BAT2) and the other power line (NL1) of said first pair of power lines (PL1, NL1),\nsaid third opening/closing device (CHRB1, CHRG1) includes a fifth relay (CHRB1) and a sixth relay (CHRG1), said fifth relay (CHRB1) being connected between the one electrode of said first power storage unit (BAT1) and one power line (PL3) of said second pair of power lines (PL3, NL3), said sixth relay (CHRG1) being connected between the other electrode of said first power storage unit (BAT1) and the other power line (NL3) of said second pair of power lines (PL3, NL3),\nsaid fourth opening/closing device (CHRB2, CHRG2) includes a seventh relay (CHRB2) and an eighth relay (CHRG2), said seventh relay (CHRB2) being connected between the one electrode of said second power storage unit (BAT2) and the one power line (PL3) of said second pair of power lines (PL3, NL3), said eighth relay (CHRG2) being connected between the other electrode of said second power storage unit (BAT2) and the other power line (NL3) of said second pair of power lines (PL3, NL3), and\nduring said second charging operation, said control device (300) controls opening/closing of said first to fourth opening/closing devices (SMRB1, SMRG1, SMRP, R1, SMRB2, SMRG2, CHRB1, CHRG1, CHRB2, CHRG2) so as to turn on said first and fifth to eighth relays (SMRB 1, CHRB 1, CHRG1, CHRB2, CHRG2) and said precharging relay (SMRP), and turn off said second to fourth relays (SMRG1, SMRB2, SMRG2)., The power source system according to claim 2, wherein\nsaid first opening/closing device (SMR1, SMRG1, SMRP, R1) further includes a first relay (SMRB1) and a second relay (SMRG1), said first relay (SMRB1) being connected between one electrode of said first power storage unit (BAT1) and one power line (PL1) of said first pair of power lines (PL1, NL1), said second relay (SMRG1) being connected between the other electrode of said first power storage unit (BAT1) and the other power line (NL1) of said first pair of power lines (PL 1, NL1),\nsaid precharging relay (SMRP) and said limiting resistor (R1) are connected to said second relay (SMRG1) in parallel,\nsaid second opening/closing device (SMRB2, SMRG2) includes a third relay (SMRB2) and a fourth relay (SMRG2), said third relay (SMRB2) being connected between one electrode of said second power storage unit (BAT2) and the one power line (PL1) of said first pair of power lines (PL1, NL1), said fourth relay (SMRG2) being connected between the other electrode of said second power storage unit (BAT2) and the other power line (NL1) of said first pair of power lines (PL1, NL1),\nsaid third opening/closing device (CHRB1, CHRG1) includes a fifth relay (CHRB1) and a sixth relay (CHRG1), said fifth relay (CHRB1) being connected between the one electrode of said first power storage unit (BAT1) and one power line (PL3) of said second pair of power lines (PL3, NL3), said sixth relay (CHRG1) being connected between the other electrode of said first power storage unit (BAT1) and the other power line (NL3) of said second pair of power lines (PL3, NL3),\nsaid fourth opening/closing device (CHRB2, CHRG2) includes a seventh relay (CHRB2) and an eighth relay (CHRG2), said seventh relay (CHRB2) being connected between the one electrode of said second power storage unit (BAT2) and said fifth relay (CHRB 1), said eighth relay (CHRG2) being connected between the other electrode of said second power storage unit (BAT2) and said sixth relay (CHRG1), and\nduring said second charging operation, said control device (300) controls opening/closing of said first to fourth opening/closing devices (SMRB1, SMRG2, SMRP, R1, SMRB2, SMRG2, CHRB1, CHRG1, CHRB2, CHRG2) so as to turn on said third and eighth relays (SMRB2, CHRG2) and said precharging relay (SMRP), and turn off said first, second, fourth, and fifth to seventh relays (SMRB1, SMRG1, SMRG2, CHRB1, CHRG1, CHRB2)., The power source system according to claim 1, wherein\nsaid first pair of power lines (PL1, NL1) are disposed between each of said first and second power storage units (BAT1, BAT2) and a load, and\nsaid second pair of power lines (PL3, NL3) are disposed between each of said first and second power storage units (BAT1, BAT2) and a charging device (200) for supplying said first and second power storage units (BAT1, BAT2) with electric power from an external power source., A vehicle comprising:\na power source system; and\na motor (MG2) that receives electric power supplied from the power source system and generates vehicle driving power,\nthe power source system including:\nfirst and second power storage units (BAT1, BAT2) each configured to be chargeable/dischargeable;\na first pair of power lines (PL1, NL1) to which said first and second power storage units (BAT1, BAT2) are connected in parallel with each other;\na second pair of power lines (PL3, NL3) to which said first and second power storage units (BAT1, BAT2) are connected in parallel with each other;\na first opening/closing device (SMRB1, SMRG1, SMRP, R1) inserted in a path connecting said first power storage unit (BAT1) and said first pair of power lines (PL1, NL1) to each other;\na second opening/closing device (SMRB2, SMRG2) inserted in a path connecting said second power storage unit (BAT2) and said first pair of power lines (PL1, NL1) to each other;\na third opening/closing device (CHRB1, CHRG1) inserted in a path connecting said first power storage unit (BAT1) and said second pair of power lines (PL3, NL3) to each other;\na fourth opening/closing device (CHRB2, CHRG2) inserted in a path connecting said second power storage unit (BAT2) and said second pair of power lines (PL3, NL3) to each other;\na capacitor (C1) connected between said first pair of power lines (PL1, NL1); and\na control device (300) configured to be capable of selectively performing a first charging operation and a second charging operation, said first charging operation being to charge said capacitor (C1) using electric power from said first power storage unit (BAT1), said second charging operation being to charge said capacitor (C1) using electric power from said second power storage unit (BAT2), \nsaid first opening/closing device (SMRB1, SMRG1, SMRP, R1) being configured to include a precharging relay (SMRP) and a limiting resistor (R1) connected in series between said first power storage unit (BAT1) and said first pair of power lines (PL1, NL1), said second opening/closing device (SMRB2, SMRG2) being configured not to include said precharging relay (SMRP) and said limiting resistor (R1) between said second power storage unit (BAT2) and said first pair of power lines (PL1, NL1),\nduring said first charging operation, said control device (300) causes said second to fourth opening/closing devices (SMRB2, SMRG2, CHRB1, CHRG1, CHRB2, CHRG2) to be opened, and controls opening/closing of said first opening/closing device (SMRB1, SMRG1, SMRP, R1) so as to form an electric conduction path extending between said first power storage unit (BAT1) and said capacitor (C1) via said precharging relay (SMRP) and said limiting resistor (R1), and\nduring said second charging operation, said control device (300) controls opening/closing of said first to fourth opening/closing devices (SMRB1, SMRG1, SMRP, R1, SMRB2, SMRG2, CHRB1, CHRG1, CHRB2, CHRG2) so as to form an electric conduction path extending between said second power storage unit (BAT2) and said capacitor (C1) via said precharging relay (SMRP) and said limiting resistor (R1). , a power source system; and, a motor (MG2) that receives electric power supplied from the power source system and generates vehicle driving power,, the power source system including:\nfirst and second power storage units (BAT1, BAT2) each configured to be chargeable/dischargeable;\na first pair of power lines (PL1, NL1) to which said first and second power storage units (BAT1, BAT2) are connected in parallel with each other;\na second pair of power lines (PL3, NL3) to which said first and second power storage units (BAT1, BAT2) are connected in parallel with each other;\na first opening/closing device (SMRB1, SMRG1, SMRP, R1) inserted in a path connecting said first power storage unit (BAT1) and said first pair of power lines (PL1, NL1) to each other;\na second opening/closing device (SMRB2, SMRG2) inserted in a path connecting said second power storage unit (BAT2) and said first pair of power lines (PL1, NL1) to each other;\na third opening/closing device (CHRB1, CHRG1) inserted in a path connecting said first power storage unit (BAT1) and said second pair of power lines (PL3, NL3) to each other;\na fourth opening/closing device (CHRB2, CHRG2) inserted in a path connecting said second power storage unit (BAT2) and said second pair of power lines (PL3, NL3) to each other;\na capacitor (C1) connected between said first pair of power lines (PL1, NL1); and\na control device (300) configured to be capable of selectively performing a first charging operation and a second charging operation, said first charging operation being to charge said capacitor (C1) using electric power from said first power storage unit (BAT1), said second charging operation being to charge said capacitor (C1) using electric power from said second power storage unit (BAT2), , first and second power storage units (BAT1, BAT2) each configured to be chargeable/dischargeable;, a first pair of power lines (PL1, NL1) to which said first and second power storage units (BAT1, BAT2) are connected in parallel with each other;, a second pair of power lines (PL3, NL3) to which said first and second power storage units (BAT1, BAT2) are connected in parallel with each other;, a first opening/closing device (SMRB1, SMRG1, SMRP, R1) inserted in a path connecting said first power storage unit (BAT1) and said first pair of power lines (PL1, NL1) to each other;, a second opening/closing device (SMRB2, SMRG2) inserted in a path connecting said second power storage unit (BAT2) and said first pair of power lines (PL1, NL1) to each other;, a third opening/closing device (CHRB1, CHRG1) inserted in a path connecting said first power storage unit (BAT1) and said second pair of power lines (PL3, NL3) to each other;, a fourth opening/closing device (CHRB2, CHRG2) inserted in a path connecting said second power storage unit (BAT2) and said second pair of power lines (PL3, NL3) to each other;, a capacitor (C1) connected between said first pair of power lines (PL1, NL1); and, a control device (300) configured to be capable of selectively performing a first charging operation and a second charging operation, said first charging operation being to charge said capacitor (C1) using electric power from said first power storage unit (BAT1), said second charging operation being to charge said capacitor (C1) using electric power from said second power storage unit (BAT2),, said first opening/closing device (SMRB1, SMRG1, SMRP, R1) being configured to include a precharging relay (SMRP) and a limiting resistor (R1) connected in series between said first power storage unit (BAT1) and said first pair of power lines (PL1, NL1), said second opening/closing device (SMRB2, SMRG2) being configured not to include said precharging relay (SMRP) and said limiting resistor (R1) between said second power storage unit (BAT2) and said first pair of power lines (PL1, NL1),, during said first charging operation, said control device (300) causes said second to fourth opening/closing devices (SMRB2, SMRG2, CHRB1, CHRG1, CHRB2, CHRG2) to be opened, and controls opening/closing of said first opening/closing device (SMRB1, SMRG1, SMRP, R1) so as to form an electric conduction path extending between said first power storage unit (BAT1) and said capacitor (C1) via said precharging relay (SMRP) and said limiting resistor (R1), and, during said second charging operation, said control device (300) controls opening/closing of said first to fourth opening/closing devices (SMRB1, SMRG1, SMRP, R1, SMRB2, SMRG2, CHRB1, CHRG1, CHRB2, CHRG2) so as to form an electric conduction path extending between said second power storage unit (BAT2) and said capacitor (C1) via said precharging relay (SMRP) and said limiting resistor (R1)., A method for controlling a power source system,\nthe power source system including:\nfirst and second power storage units (BAT1, BAT2) each configured to be chargeable/dischargeable;\na first pair of power lines (PL1, NL1) to which said first and second power storage units (BAT1, BAT2) are connected in parallel with each other;\na second pair of power lines (PL3, NL3) to which said first and second power storage units (BAT1, BAT2) are connected in parallel with each other;\na first opening/closing device (SMRB1, SMRG1, SMRP, R1) inserted in a path connecting said first power storage unit (BAT1) and said first pair of power lines (PL1, NL1) to each other;\na second opening/closing device (SMRB2, SMRG2) inserted in a path connecting said second power storage unit (BAT2) and said first pair of power lines (PL1, NL1) to each other;\na third opening/closing device (CHRB1, CHRG 1) inserted in a path connecting said first power storage unit (BAT1) and said second pair of power lines (PL3, NL3) to each other;\na fourth opening/closing device (CHRB2, CHRG2) inserted in a path connecting said second power storage unit (BAT2) and said second pair of power lines (PL3, NL3) to each other; and\na capacitor (C1) connected between said first pair of power lines (PL 1, NL1),\nsaid first opening/closing device (SMRB1, SMRG1, SMRP, R1) being configured to include a precharging relay (SMRP) and a limiting resistor (R1) connected in series between said first power storage unit (BAT1) and said first pair of power lines (PL1, NL1), said second opening/closing device (SMRB2, SMRG2) being configured not to include said precharging relay (SMRP) and said limiting resistor (R1) between said second power storage unit (BAT2) and said first pair of power lines (PL1, NL1),\nthe power source system being configured to be capable of selectively performing a first charging operation and a second charging operation, said first charging operation being to charge said capacitor (C1) using electric power from said first power storage unit (BAT1), said second charging operation being to charge said capacitor (C1) using electric power from said second power storage unit (BAT2),\nthe method comprising the steps of:\nduring said first charging operation, causing said second to fourth opening/closing devices (SMRB2, SMRG2, CHRB1, CHRG1, CHRB2, CHRG2) to be opened, and controlling opening/closing of said first opening/closing device (SMRB1, SMRG1, SMRP, R1) so as to form an electric conduction path extending between said first power storage unit (BAT1) and said capacitor (C1) via said precharging relay (SMRP) and said limiting resistor (R1); and\nduring said second charging operation, controlling opening/closing of said first to fourth opening/closing devices (SMRB1, SMRG1, SMRP, R1, SMRB2, SMRG2, CHRB1, CHRG1, CHRB2, CHRG2) so as to form an electric conduction path extending between said second power storage unit (BAT2) and said capacitor (C1) via said precharging relay (SMRP) and said limiting resistor (R1). , first and second power storage units (BAT1, BAT2) each configured to be chargeable/dischargeable;, a first pair of power lines (PL1, NL1) to which said first and second power storage units (BAT1, BAT2) are connected in parallel with each other;, a second pair of power lines (PL3, NL3) to which said first and second power storage units (BAT1, BAT2) are connected in parallel with each other;, a first opening/closing device (SMRB1, SMRG1, SMRP, R1) inserted in a path connecting said first power storage unit (BAT1) and said first pair of power lines (PL1, NL1) to each other;, a second opening/closing device (SMRB2, SMRG2) inserted in a path connecting said second power storage unit (BAT2) and said first pair of power lines (PL1, NL1) to each other;, a third opening/closing device (CHRB1, CHRG 1) inserted in a path connecting said first power storage unit (BAT1) and said second pair of power lines (PL3, NL3) to each other;, a fourth opening/closing device (CHRB2, CHRG2) inserted in a path connecting said second power storage unit (BAT2) and said second pair of power lines (PL3, NL3) to each other; and, a capacitor (C1) connected between said first pair of power lines (PL 1, NL1),, said first opening/closing device (SMRB1, SMRG1, SMRP, R1) being configured to include a precharging relay (SMRP) and a limiting resistor (R1) connected in series between said first power storage unit (BAT1) and said first pair of power lines (PL1, NL1), said second opening/closing device (SMRB2, SMRG2) being configured not to include said precharging relay (SMRP) and said limiting resistor (R1) between said second power storage unit (BAT2) and said first pair of power lines (PL1, NL1),, the power source system being configured to be capable of selectively performing a first charging operation and a second charging operation, said first charging operation being to charge said capacitor (C1) using electric power from said first power storage unit (BAT1), said second charging operation being to charge said capacitor (C1) using electric power from said second power storage unit (BAT2),, during said first charging operation, causing said second to fourth opening/closing devices (SMRB2, SMRG2, CHRB1, CHRG1, CHRB2, CHRG2) to be opened, and controlling opening/closing of said first opening/closing device (SMRB1, SMRG1, SMRP, R1) so as to form an electric conduction path extending between said first power storage unit (BAT1) and said capacitor (C1) via said precharging relay (SMRP) and said limiting resistor (R1); and, during said second charging operation, controlling opening/closing of said first to fourth opening/closing devices (SMRB1, SMRG1, SMRP, R1, SMRB2, SMRG2, CHRB1, CHRG1, CHRB2, CHRG2) so as to form an electric conduction path extending between said second power storage unit (BAT2) and said capacitor (C1) via said precharging relay (SMRP) and said limiting resistor (R1). | EP | European Patent Office | Withdrawn | B | True |
| 427 | 液冷模组及电动车 \n | CN109935939B | NaN | 本发明提供一种液冷模组及电动车，所述液冷模组包括液冷腔体，具有一容置腔；进液管，设于所述支架的下部，并与所述液冷腔体的所述容置腔连通；出液管，设于所述支架的下部，并与所述液冷腔体的所述容置腔连通；冷却液，所述冷却液从所述进液管流入，容置于所述液冷腔体的所述容置腔中，从所述出液管流出；电池模组，所述电池模组设于所述液冷腔体的所述容置腔内，且浸没于所述冷却液中。利用本发明，可提高电池模组的中电芯的散热效率，保证电池模组内电芯温度的均衡。 | CN:201910102918.XA | https://patentimages.storage.googleapis.com/eb/12/51/334f0ef4bea64b/CN109935939B.pdf | CN:109935939:B | 丁少伟, 李树成 | Jiangsu Min'an Automotive Co ltd | NaN | Not available | 2022-01-11 | 1.一种液冷模组，其特征在于，包括：, 液冷腔体，具有一容置腔；, 进液管，设于所述液冷腔体的下部，并与所述液冷腔体的所述容置腔连通；, 出液管，设于所述液冷腔体的下部，并与所述液冷腔体的所述容置腔连通；, 冷却液，所述冷却液从所述进液管流入，容置于所述液冷腔体的所述容置腔中，从所述出液管流出，所述冷却液为氟化液；, 电池模组，所述电池模组设于所述液冷腔体所述的容置腔内，且所述电池模组中的电池元件外表面直接浸没于所述冷却液中；, 其中，所述电池模组包括电池模组支架以及安装固定于所述电池模组支架上的若干电池模块；所述电池模组支架安装固定于所述液冷腔体内；, 所述电池模组支架具有若干安装孔，所述安装孔内放置所述电池元件，多个所述安装孔内的电池元件并联，以构成所述电池模块，其中，所述电池元件浸没在所述冷却液中；所述电池元件与所述安装孔的孔壁之间存在供冷却液流通的空隙；, 所述电池模组支架的边沿位置具有与安装孔相应的圆弧，圆弧与靠近电池模组支架边沿位置处的相应的安装孔同轴设置，以形成具有圆弧的支架外框；, 所述电池模块之间通过导电件串联，所述导电件的外部边缘处的连接孔设置成圆弧形的凹槽结构，圆弧形的凹槽的圆心与最外侧的安装孔的圆心重合。, 2.根据权利要求1所述液冷模组，其特征在于，所述电池模组支架上设置有与腔体固定部，所述液冷腔体内设置有与支架固定部；所述与腔体固定部和所述与支架固定部固定连接。, 3.根据权利要求1或2所述液冷模组，其特征在于，所述液冷模组还包括总正极和总负极，所述总正极设置于所述液冷腔体的一端，所述总负极设置于所述液冷腔体的一端。, 4.根据权利要求3所述液冷模组，其特征在于，所述电池模块串联后的正极通过所述导电件与所述总正极连接，串联后的负极通过所述导电件与所述总负极连接。, 5.根据权利要求4所述液冷模组，其特征在于，所述导电件包括金属导电件。, 6.根据权利要求1所述液冷模组，其特征在于，所述液冷腔体包括主体部和盖板，所述盖板与所述主体部密封连接。, 7.一种电动车，其特征在于，包括：, 车体；, 电机，设置于所述车体内；, 如权利要求1-6任意一项所述的液冷模组，设置于所述车体内，所述液冷模组中的所述电池模组用于给所述电机供电。 | CN | China | Active | Y | True |
| 428 | 一种电动汽车用高压电路系统 \n | CN211335850U | 技术领域本实用新型涉及高压电路系统领域，尤其涉及一种电动汽车用高压电路系统。背景技术新能源汽车作为我国的战略性产业得到了政府的大力支持，电动物流车作为新能源汽车的一个重要分支也得到了大力的推广应用。但是现阶段随着国家补贴退坡的影响，电动物流车的成本压力正逐渐显现。未来需要电动物流车成本继续降低才能符合后补贴时代市场的需求。高压电路系统是电动汽车的核心组件，研究低成本、高可靠性的高压电路系统已成为迫切需求。由于部分高压负载属于容性负载，所以在高压上电前需要对其进行预充电。高压电路系统中需要预充电的高压负载一般有电机控制器（MCU）、电动空调压缩机（EAC）、直流-直流变换器（DC/DC）等。现阶段电动汽车高压电路系统设计中主要对MCU进行了预充电，未对EAC、DC/DC进行预充电。这很可能导致EAC、DC/DC高压上电时给高压系统带来瞬时大电流冲击，从而引起继电器粘连失效的现象。电动汽车充电分为交流充电和直流充电，交流充直流电接口传导的是交流市电，利用车载充电机（OBC）输出高压直流电给电池充电，其高压回路在OBC端，属于车内负载，充电时车外人员无法直接触及。直流充电口利用非车载充电机直接将高压直流电传导至电池充电。如果交流充电和直流充电共用一个充电继电器，交流充电时直流充电口是带有高压直流电的，这是极其危险的情况。为此现阶段高压电路设计中通用做法是将交/直流充电回路各设置一个高压继电器。交流充电时直流充电继电器断开，直流充电口不会携带高压电。这种做法虽然避免了交流充电时直流充电口携带高压电的问题，但这也导致了PDU内继电器过多，同时成本和重量增加。现行的电动汽车高压电路设计方案中普遍存在高压继电器过多的现象，不仅带来成本和重量的增加，也会降低系统的可靠性。目前动力电池加热方法一般有电热和液热两种，电热系统的加热元件在电池包内部，结构简单，不需要电池包额外增加水路管件，加热效率高。但同时也存在热失控风险大的隐患，为此需要做好电热系统的安全控制。市面主流产品现阶段对电热加热回路只采用1路继电器控制，这只能做到基本防护，一旦继电器粘连将存在热失控风险。发明内容针对上述存在的问题，本实用新型旨在提供一种在不降低安全性的前提下还能降本减重、提高可靠性的电动汽车用高压电路系统。为了实现上述目的，本实用新型所采用的技术方案如下：一种电动汽车用高压电路系统，其特征在于：所述高压电路系统主要包括动力电池包模块、高压配电模块、高压负载模块和两个高压线束模块；所述动力电池包模块通过一个高压线束模块与高压配电模块电连接，所述高压负载模块通过另一个高压线束模块与高压配电模块电连接，所述高压线束模块与所述动力电池包模块、高压配电模块、高压负载模块之间通过高压电接口连接。进一步的，所述动力电池包模块包括动力电池、手动维修开关、加热装置、总负继电器、电池输出电接口和电池加热输入电接口；所述手动维修开关设置在动力电池的正极端部，所述手动维修开关触点一端连接动力电池的正极，另一端连接电池输出电接口正极针脚；总负继电器触点一端连接动力电池的负极，另一端连接电池输出电接口负极针脚；所述加热装置连接电池加热输入电接口。进一步的，所述动力电池包模块还包括电池熔断器，所述电池熔断器内嵌于手动维修开关内部。进一步的，所述高压负载模块包括电机控制器、驱动电机、电动空调压缩机、一体机和车厢风暖，所述电机控制器上设有电机控制器输入电接口和电机控制器交流电接口，所述一体机上设有一体机输入电接口和一体机交流电接口，所述驱动电机、电动空调压缩机和车厢风暖上分别对应设有驱动电机输入电接口、电动空调压缩机输入电接口和车厢风暖输入电接口。进一步的，所述一体机可以采用车载充电机和直流-直流变换器分体机进行替换。进一步的，所述高压配电模块（2）包括1个电池输入电接口、6个继电器、6个熔断器、1个预充电阻、5个输出电接口和1个直流充电电接口；所述6个继电器分别为主继电器，预充继电器，车厢暖风继电器，直流充电继电器，电池加热正极继电器，电池加热负极继电器；所述6个熔断器分别为电机控制器熔断器，电动空调压缩机熔断器，一体机熔断器，车厢暖风熔断器，直流充电熔断器，电池加热熔断器，所述5个输出电接口分别为电池加热输出电接口，电机控制器输出电接口，电动空调压缩机输出电接口，一体机输出电接口，车厢暖风输出电接口；6个所述继电器分别与所述电池输入电接口的正极并联连接；所述主继电器上还并联连接有电机控制器熔断器、电动空调压缩机熔断器和一体机熔断器，所述电机控制器熔断器、电动空调压缩机熔断器和一体机熔断器分别对应与电机控制器输出电接口，电动空调压缩机输出电接口和一体机输出电接口的正极相连，所述电机控制器输出电接口，电动空调压缩机输出电接口和一体机输出电接口的负极分别与电池输入电接口的负极相连；所述预充继电器与预充电阻串联后也与电机控制器熔断器、电动空调压缩机熔断器和一体机熔断器并联连接；所述车厢暖风继电器和直流充电继电器分别对应通过车厢暖风熔断器和直流充电熔断器与车厢风暖输出电接口和直流充电电接口的正极相连，所述车厢风暖输出电接口和直流充电电接口的负极分别与电池输入电接口的负极相连；所述电池加热正极继电器通过电池加热熔断器与电池加热输出电接口的正极相连，所述电池加热输出电接口的负极通过电池加热负极继电器与电池输入电接口的负极相连。进一步的，所述高压线束模块包括电池高压线束、电池加热高压线束、电机控制器高压线束、驱动电机高压线束、电动空调压缩机高压线束、一体机高压线束、车厢风暖高压线束、交流充电线束、直流充电线束；每条所述线束两端都连接有电接口与各模块上的对应电接口耦合连接。本实用新型的有益效果是：与现有技术相比，本实用新型的改进之处在于：1、将主继电器复用为交流充电继电器，既节省一个交流充电继电器，又保证交流充电时直流充直流电接口无高压电，不降低安全性的前提下降本减重，提高可靠性；2、采用车载充电机、直流-直流变换器一体机集成化设计，体积小，节省空间和线束，降本减重；3、将电机控制器、电动空调压缩机、一体机全部接入预充，既节省一个电动空调压缩机继电器和一个一体机继电器，又可大大降低因预充不足带来的继电器粘连失效风险，不降低安全性的前提下降本减重，提高可靠性；4、统一车辆各工作模式的高压上电策略，其特性在于统一的预充控制策略，这使得电池管理系统中的高压上电程序得以简化，稳定性提高；5、保留总负继电器，将高压正极回路保护分散到各高压负载支路，节省一个总正继电器，不降低安全性的前提下降本减重，提高可靠性；6、电池加热回路正/负极都设置继电器，提高安全性，避免单点失效带来的热失控风险；7、手动维修开关上内嵌电池总正熔断器，即可用手断开高压回路，又能快速更换电池总正熔断器，提高维修便利性；8、手动维修开关设置在动力电池正极端，配合总负继电器保证动力电池包在不使用状态下所有电接口无高压电；9、本发明所述高压电路系统结构紧凑，功能完善，不降低安全性的前提下成本相较于现有主流方案显著降低。附图说明图1为本实用新型高压电路系统架构框图。图2为本实用新型动力电池包模块电器原理图。图3为本实用新型高压配电模块电器原理图。图4为本实用新型高压配电模块采用车载充电机和直流-直流变换器分体机的电路原理图。图5为本实用新型高压负载模块结构框图。图6为本实用新型高压线束模块结构框图。图7为本实用新型统一的高压上电控制策略流程图。图8为本实用新型高压电路系统原理图。其中：1-动力电池包模块，2-高压配电模块，3-高压负载模块，4-高压线束模块，101-动力电池，102-手动维修开关，103-加热装置，301-电机控制器，302-驱动电机，303-电动空调压缩机，304-一体机，305-车厢风暖。具体实施方式为了使本领域的普通技术人员能更好的理解本实用新型的技术方案，下面结合附图对本实用新型的技术方案做进一步的描述。参照附图1所示的一种电动汽车用高压电路系统，主要包括动力电池包模块1、高压配电模块2、高压负载模块3和两个高压线束模块4；动力电池包模块1作为整车电源模块，为整车提供安全可靠的动力直流电源。高压配电模块2模块作为配电模块，为高压负载模块3分配安全可靠的高压直流电源。高压负载模块3属于用电模块，对动力电池进行充放电并执行相应的功能。高压线束模块4作为整个电路系统的动脉，起电传导连接作用，连接动力电池包模块1、高压配电模块2、高压负载模块3三部分。动力电池包模块1和高压配电模块2内的核心组件是高压继电器和高压熔断器，高压继电器和高压熔断器之间通过电传导方式连接，通过不同排列组合顺序完成配电工作。高压电路系统各模块之间通过高压电接口连接。所述高压电路系统的控制和监测通过整车控制器（VCU）或电池管理系统（电池管理系统）进行控制。优选的，所述高压继电器采用触点常开型。优选的，所述高压继电器采用带辅助触点的常开型继电器，这有利于继电器触点粘连检测。优选的，所述高压熔断器采用直流快熔型。优选的，各模块内电传导连接采用汇流排形式或者电导线形式。优选的，所述高压电接口采用电连接器形式、接线器或接线端子形式。优选的，所述电连接器采用塑壳多芯电连接器、塑壳单芯电连接器、金属多芯电连接器或者金属单芯电连接器。进一步的，所述电接口包含有相互耦合的插头和插座两部分，所述直流电接口的插头、插座两部分采用同一个代号名称标识。进一步的，所述电接口包含有同一接口的不同针脚，比如正/负极针脚，所述直流电接口的正极针脚用代号“+”标识，负极针脚用代号“-”标识。如附图2所述，所述动力电池包模块1包括动力电池101、手动维修开关102、加热装置103、总负继电器K1、电池输出电接口J1和电池加热输入电接口J2；各负载之间通过电传导连接；所述手动维修开关（102）设置在电池箱中动力电池101的正极端部，所述手动维修开关102触点一端连接动力电池101的正极B+，另一端连接电池输出电接口J1的正极针脚；总负继电器K1触点一端连接动力电池101的负极B-，另一端连接电池输出电接口J1负极针脚，如此一来既能保证动力电池包在未被使用时其对外输出的直流电接口不带高压电，又能保证车辆后期维护时手动断开手动维修开关102即可切断动力电池高压电，以及更换电池熔断器F1，所述电池熔断器F1内嵌于手动维修开关102内部。所述加热装置103连接电池加热输入电接口。进一步的，所述手动维修开关102也可以采用不含熔断器的手动维修开关。优选的，所述加热装置103采用加热膜或者电阻丝及其他形式。动力电池包模块1与现有技术相比，总正继电器被取消，降本减重，同时提高了可靠性。如附图5所示，所述高压负载模块3包括电机控制器301、驱动电机302、电动空调压缩机303、一体机304和车厢风暖305，所述电机控制器301上设有电机控制器输入电接口和电机控制器交流电接口，所述一体机上304设有一体机输入电接口和一体机交流电接口，所述驱动电机302、电动空调压缩机303和车厢风暖305上分别设有驱动电机输入电接口、电动空调压缩机输入电接口和车厢风暖输入电接口。优选的，所述一体机 304还可以使用车载充电机和直流-直流变换机分体机进行替换。具体的，所述高压负载中电机控制器301和一体机304属于交/直流变换负载，所以电机控制器301和一体机304既有直流电接口，也有交流电接口，所述电机控制器301、驱动电机302、电动空调压缩机303、一体机304和车厢风暖305的输入电接口分别通过高压线束与高压配电模块2内对应的输出电接口电连接，实现正常工作。如附图3所述，所述高压配电模块2包括电池输入电接口J3、6个继电器、6个熔断器、1个预充电阻R2、5个输出电接口和1个直流充电电接口J9；所述6个继电器分别为主继电器K2，预充继电器K3，车厢暖风继电器K4，直流充电继电器K5，电池加热正极继电器K6，电池加热负极继电器K7；所述6个熔断器分别为电机控制器熔断器F2，电动空调压缩机熔断器F3，一体机熔断器F4，车厢暖风熔断器F5，直流充电熔断器F6，电池加热熔断器F7，所述5个输出电接口分别为电池加热输出电接口J4，电机控制器输出电接口J5，电动空调压缩机输出电接口J6，一体机输出电接口J7，车厢暖风输出电接口J8；6个所述继电器分别与所述电池输入电接口J3的正极并联连接；所述主继电器K2上还并联连接有电机控制器熔断器F2、电动空调压缩机熔断器F3和一体机熔断器F4，所述电机控制器熔断器F2、电动空调压缩机熔断器F3和一体机熔断器F4分别与电机控制器输出电接口J5，电动空调压缩机输出电接口J6和一体机输出电接口J7的正极相连，所述电机控制器输出电接口J5，电动空调压缩机输出电接口J6和一体机输出电接口J7的负极分别与电池输入电接口J3的负极相连；所述预充继电器K3与预充电阻R2串联后也与电机控制器熔断器F2、电动空调压缩机熔断器F3和一体机熔断器F4并联连接；所述车厢暖风继电器K4和直流充电继电器K5分别通过车厢暖风熔断器F5和直流充电熔断器F6与车厢风暖输出电接口J8和直流充电电接口J9的正极相连，所述车厢风暖输出电接口J8和直流充电电接口J9的负极分别与电池输入电接口J3的负极相连；所述电池加热正极继电器K6通过电池加热熔断器F7与电池加热输出电接口J4的正极相连，所述电池加热输出电接口J4的负极通过电池加热负极继电器K7与电池输入电接口J3的负极相连。进一步的，车载充电机和直流-直流变换机采用一体机集成化设计，在高压配电模块2内两者的熔断器合并成一个一体机熔断器F4，在高压线束模块4内两者的高压线束合并成一条一体机高压线束，降本减重。进一步的，本实用新型还可以采用车载充电机和直流-直流变换机分体设计。当采用车载充电机和直流-直流变换机分体设计时，如附图4所示，在高压线束模块4内两者的高压线束分开设计，但在高压配电模块2内两者的高压输出端并接在一起，且两者的熔断器合并成一个熔断器F4，增加车载充电机输出直流电接口J10。优选的，本实用新型取消了交流充电继电器，将主继电器复用为交流充电继电器。优选的，将电机控制器301、电动空调压缩机303和一体机304同时接入预充系统，节省一个电动空调压缩机继电器，一个一体机继电器，降本减重，统一车辆各工作模式下的高压上电控制策略，确保在各个工作模式下高压电路系统内的电容都将得到预充，避免因电容没有预充而导致的继电器过载粘连现象。如附图7所示，本实用新型具有统一高压上电控制策略，其特征在于各工作模式拥有统一的预充控制策略，具体方案如下。行车放电模式：驾驶员拧开钥匙后整车低压上电，电池管理系统被激活。总负继电器K1先闭合，之后预充继电器K3闭合，开始给电机控制器301、电动空调压缩机303、一体机304进行预充，预充完成后闭合主继电器K2，然后断开预充继电器K3，高压上电结束预充。预充后电机控制器301和一体机304中的直流-直流变换器部分开始工作。车载充电机部分虽然高压上电，但因行车放电模式下没有插入充电枪，车载充电机此时不工作。电动空调压缩机303虽然也高压上电，但需要人为打开空调开关才能低压上电开始工作；如果行车过程中驾驶员打开空调开关，因为电动空调压缩机303的电容已经过预充且高压上电，所以此时电动空调压缩机303直接开始工作。交流充电模式：驾驶员插入交流充电枪，电池管理系统被激活。总负继电器K1先闭合，之后预充继电器K3闭合，开始给电机控制器301、电动空调压缩机303、一体机304进行预充，预充完成后闭合主继电器K2，然后断开预充继电器K3，高压上电结束预充。预充的同时，一体机304与电池管理系统建立CAN通信，电池管理系统发送充电需求及控制信息给一体机304。一体机304接收后，如果高压上电完成，则按照电池管理系统需求信息进行充电输出。充电电流经主继电器K2和总负继电器K1充入动力电池，主继电器K2复用为交流充电继电器。此后电池管理系统控制直流-直流变换器开始工作。交流充电模式下直流充电继电器K4断开，直流充直流电接口不带高压电。虽然电机控制器301和电动空调压缩机303高压上电，但因驾驶员没有打开钥匙，无低压电提供，所以电机控制器301和电动空调压缩机303不工作。如果交流充电过程中驾驶员打开钥匙，电机控制器301虽然高低压都已上电，则因设置有充电互锁功能，电机控制器301不工作。如果驾驶员打开钥匙后打开空调开关，则电动空调压缩机303开始工作，实现边吹空调边充电。直流充电模式：驾驶员插入直流充电枪，电池管理系统被激活。总负继电器K1先闭合，之后预充继电器K3闭合，开始给电机控制器301、电动空调压缩机303、一体机304进行预充，预充完成后闭合主继电器K2，然后断开预充继电器K3，高压上电结束预充。预充后直流充电继电器K4闭合，直流充电回路接通。预充的同时，非车载充电机与电池管理系统建立国标CAN通信，完成握手，参数配置阶段开始充电。预充完成后电池管理系统控制直流-直流变换器开始工作。直流充电模式下虽然电机控制器301和电动空调压缩机303高压上电，但因驾驶员没有打开钥匙，无低压电提供，所以电机控制器301和电动空调压缩机303不工作。如果交流充电过程中驾驶员打开钥匙，电机控制器301虽然高低压都已上电，则因设置有充电互锁功能，电机控制器301不工作。如果驾驶员拧开钥匙后打开空调开关，则电动空调压缩机303开始工作，实现边吹空调边充电。如附图6所示，所述高压线束模块4包括电池高压线束L1、电池加热高压线束L2、电机控制器高压线束L3、驱动电机高压线束L4、电动空调压缩机高压线束L5、一体机高压线束L6、车厢风暖高压线束L7、交流充电线束L8和直流充电线束L9；每条所述线束两端都连接有电接口与各模块上的对应电接口耦合连接，具体方案如下：电池高压线束L1一端连接电池输出电接口J1，另一端连接电池输入电接口J3；电池加热高压线束L2一端连接电池加热输入电接口J2，另一端连接电池加热输出电接口J4；电机控制器高压线束L3一端连接电机控制器输出电接口J5，另一端连接电机控制器输入直流电接口J11；驱动电机高压线束L4一端连接电机控制器交流电接口J12，另一端连接驱动电机电接口J13；电动空调压缩机高压线束L5一端连接电动空调压缩机输出电接口J6，另一端连接电动空调压缩机输入电接口J14；一体机高压线束L6一端连接一体机输出电接口J7，另一端连接一体机输入电接口J15；车厢风暖高压线束L7一端连接车厢风暖输出电接口J8，另一端连接车厢风暖输入电接口J17；交流充电线束L8一端连接一体机交流电接口J16，另一端连接国标交流充电插座J18；直流充电线束一端L9连接直流充电电接口J9，另一端连接国标直流充电插座J19。为了更好理解本实用新型，将附图1高压电路系统结构框图按照上述各模块展开后如附图8所示。进一步的，本实用新型还包括一种应用了上述高压配电模块2的高压电路盒。进一步的，本实用新型还包括应用了上述高压电路系统及高压配电盒的电动物流车。以上显示和描述了本实用新型的基本原理、主要特征和本实用新型的优点。本行业的技术人员应该了解，本实用新型不受上述实施例的限制，上述实施例和说明书中描述的只是说明本实用新型的原理，在不脱离本实用新型精神和范围的前提下，本实用新型还会有各种变化和改进，这些变化和改进都落入要求保护的本实用新型范围内。本实用新型要求保护范围由所附的权利要求书及其等效物界定。 | 本实用新型公开了一种电动汽车用高压电路系统，主要由动力电池包模块、高压配电模块、高压负载模块和高压线束模块组成。本实用新型将主继电器复用为交流充电继电器，既节省一个交流充电继电器，又保证交流充电时直流充电接口无高压电；同时，将车载充电机、直流‑直流交换器、一体机集成化设计，体积小，节省空间和线束，降本减重；此外，还将电机控制器、电动空调压缩机、一体机全部接入预充，降低了因预充不足带来的继电器粘连失效风险；本实用新型统一车辆各工作模式的高压上电策略，其特性在于统一的预充控制策略，简化电池管理系统高压上电程序，增强程序稳定性，设计合理，安全可靠，具有很强的实用性。 | CN:201921811872.0U | https://patentimages.storage.googleapis.com/e3/f5/61/aebb9b0b633a99/CN211335850U.pdf | CN:211335850:U | 丁红杰, 刘延涛, 苏建华, 欧阳劲志 | Zhengzhou Zhongdian New Energy Automobile Co ltd | NaN | Not available | 2022-11-22 | 1.一种电动汽车用高压电路系统，其特征在于：所述高压电路系统主要包括动力电池包模块(1)、高压配电模块(2)、高压负载模块(3)和两个高压线束模块(4)；所述动力电池包模块(1)通过一个高压线束模块(4)与高压配电模块(2)电连接，所述高压负载模块(3)通过另一个高压线束模块(4)与高压配电模块(2)电连接，所述高压线束模块(4)与所述动力电池包模块(1)、高压配电模块(2)、高压负载模块(3)之间通过高压电接口连接。, 2.根据权利要求1所述的一种电动汽车用高压电路系统，其特征在于：所述动力电池包模块(1)包括动力电池(101)、手动维修开关(102)、加热装置(103)、总负继电器、电池输出电接口和电池加热输入电接口；所述手动维修开关(102)设置在动力电池(101)的正极端部，所述手动维修开关(102)触点一端连接动力电池(101)的正极，另一端连接电池输出电接口正极针脚；总负继电器触点一端连接动力电池(101)的负极，另一端连接电池输出电接口负极针脚；所述加热装置(103)连接电池加热输入电接口。, 3.根据权利要求2所述的一种电动汽车用高压电路系统，其特征在于：所述动力电池包模块(1)还包括电池熔断器，所述电池熔断器内嵌于手动维修开关(102)内部。, 4.根据权利要求1所述的一种电动汽车用高压电路系统，其特征在于：所述高压负载模块(3)包括电机控制器(301)、驱动电机(302)、电动空调压缩机(303)、一体机(304)和车厢风暖(305)，所述电机控制器(301)上设有电机控制器输入电接口和电机控制器交流电接口，所述一体机上(304)设有一体机输入电接口和一体机交流电接口，所述驱动电机(302)、电动空调压缩机(303)和车厢风暖(305)上分别对应设有驱动电机输入电接口、电动空调压缩机输入电接口和车厢风暖输入电接口。, 5.根据权利要求4所述的一种电动汽车用高压电路系统，其特征在于：所述一体机(304)可以采用车载充电机和直流-直流变换器分体机进行替换。, 6.根据权利要求1所述的一种电动汽车用高压电路系统，其特征在于：所述高压配电模块(2)包括1个电池输入电接口、6个继电器、6个熔断器、1个预充电阻、5个输出电接口和1个直流充电电接口；所述6个继电器分别为主继电器，预充继电器，车厢暖风继电器，直流充电继电器，电池加热正极继电器，电池加热负极继电器；所述6个熔断器分别为电机控制器熔断器，电动空调压缩机熔断器，一体机熔断器，车厢暖风熔断器，直流充电熔断器，电池加热熔断器，所述5个输出电接口分别为电池加热输出电接口，电机控制器输出电接口，电动空调压缩机输出电接口，一体机输出电接口，车厢暖风输出电接口；6个所述继电器分别与所述电池输入电接口的正极并联连接；所述主继电器上还并联连接有电机控制器熔断器、电动空调压缩机熔断器和一体机熔断器，所述电机控制器熔断器、电动空调压缩机熔断器和一体机熔断器分别对应与电机控制器输出电接口，电动空调压缩机输出电接口和一体机输出电接口的正极相连，所述电机控制器输出电接口，电动空调压缩机输出电接口和一体机输出电接口的负极分别与电池输入电接口的负极相连；所述预充继电器与预充电阻串联后也与电机控制器熔断器、电动空调压缩机熔断器和一体机熔断器并联连接；所述车厢暖风继电器和直流充电继电器分别对应通过车厢暖风熔断器和直流充电熔断器与车厢风暖输出电接口和直流充电电接口的正极相连，所述车厢风暖输出电接口和直流充电电接口的负极分别与电池输入电接口的负极相连；所述电池加热正极继电器通过电池加热熔断器与电池加热输出电接口的正极相连，所述电池加热输出电接口的负极通过电池加热负极继电器与电池输入电接口的负极相连。, 7.根据权利要求1所述的一种电动汽车用高压电路系统，其特征在于：所述高压线束模块(4)包括电池高压线束、电池加热高压线束、电机控制器高压线束、驱动电机高压线束、电动空调压缩机高压线束、一体机高压线束、车厢风暖高压线束、交流充电线束、直流充电线束；每条所述线束两端都连接有电接口与各模块上的对应电接口耦合连接。 | CN | China | Expired - Fee Related | NaN | True |
| 429 | 一种充电车辆的控制方法及装置 \n | CN112721734B | NaN | 本发明实施例公开了一种充电车辆的控制方法及装置。其中，该充电车辆的控制方法包括：接收到向受电车辆充电的充电请求指令；根据充电车辆的动力电池的当前荷电状态值，控制充电车辆的增程器的启动与停机；若控制充电车辆的增程器启动，则使充电车辆的动力电池和增程器向受电车辆充电，或者，使充电车辆的增程器向充电车辆的动力电池和受电车辆充电；若控制充电车辆的增程器停机，则使充电车辆的动力电池向受电车辆充电。本发明实施例提供的技术方案可以合理控制充电车辆的增程器的启停，以使充电车辆的动力电池的荷电状态值能维持在合理水平，以合理应用增程器。 | CN:202110139325.8A | https://patentimages.storage.googleapis.com/62/be/39/4d76d8c04868cd/CN112721734B.pdf | CN:112721734:B | 连凤霞, 李强, 姜峰, 姜良超 | Weichai Power Co Ltd | NaN | Not available | 2017-03-22 | 1.一种充电车辆的控制方法，其特征在于，包括：, 接收到向受电车辆充电的充电请求指令；, 根据所述充电车辆的动力电池的当前荷电状态值，控制所述充电车辆的增程器的启动与停机；, 若控制所述充电车辆的增程器启动，则使所述充电车辆的动力电池和增程器向所述受电车辆充电，或者，使所述充电车辆的增程器向所述充电车辆的动力电池和所述受电车辆充电；, 若控制所述充电车辆的增程器停机，则使所述充电车辆的动力电池向所述受电车辆充电；, 根据所述充电车辆的动力电池的当前荷电状态值，控制所述充电车辆的增程器的启动与停机包括：, 若所述充电车辆的动力电池的当前荷电状态值低于第一阈值，则控制所述充电车辆的增程器启动；, 若所述充电车辆的动力电池的当前荷电状态值高于第二阈值，则控制所述充电车辆的增程器停机，其中，所述第一阈值小于所述第二阈值；, 若所述受电车辆所需的充电功率减去所述充电车辆的动力电池的当前放电功率最大值的差值大于第三阈值，则根据所述受电车辆所需的充电功率减去所述充电车辆的动力电池的当前放电功率最大值的差值，以及所述受电车辆所需的充电功率减去所述充电车辆的动力电池的放电功率最大值的差值与第四阈值的对应关系，确定第四阈值，其中，所述受电车辆所需的充电功率减去所述充电车辆的动力电池的放电功率最大值的差值越大，所述第四阈值越大；, 若所述充电车辆的动力电池的当前荷电状态值低于所述第四阈值，控制所述充电车辆的增程器启动。, 2.根据权利要求1所述的充电车辆的控制方法，其特征在于，在控制所述充电车辆的增程器启动之后，还包括：, 根据所述充电车辆的动力电池的当前荷电状态值和所述受电车辆所需的充电功率减去所述充电车辆的动力电池的当前放电功率最大值的差值，确定所述充电车辆的增程器的放电功率，其中，在所述受电车辆所需的充电功率减去所述充电车辆的动力电池的当前放电功率最大值的差值恒定时，所述充电车辆的增程器的放电功率随所述充电车辆的动力电池的当前荷电状态值的减小而增大；在所述充电车辆的动力电池的当前荷电状态值恒定时，所述充电车辆的增程器的放电功率随所述受电车辆所需的充电功率减去所述充电车辆的动力电池的当前放电功率最大值的差值的增大而增大。, 3.根据权利要求2所述的充电车辆的控制方法，其特征在于，还包括：, 根据所述充电车辆的动力电池的当前荷电状态值和所述受电车辆所需的充电功率减去所述充电车辆的动力电池的当前放电功率最大值的差值，确定所述充电车辆的增程器的放电功率初始值；, 根据所述充电车辆的动力电池的当前充电功率最大值和所述受电车辆所需的充电功率，确定所述充电车辆的增程器的放电功率最大值；, 将所述充电车辆的增程器的放电功率初始值和所述充电车辆的增程器的放电功率最大值中的较小值，作为所述充电车辆的增程器的最终的放电功率，其中，将根据所述充电车辆的动力电池的当前荷电状态值和所述受电车辆所需的充电功率减去所述充电车辆的动力电池的当前放电功率最大值的差值，确定的所述充电车辆的增程器的放电功率，作为所述充电车辆的增程器的放电功率初始值。, 4.根据权利要求1所述的充电车辆的控制方法，其特征在于，在控制所述充电车辆的增程器启动之后，还包括：, 接收到停止向所述受电车辆充电的充电结束指令；, 若所述充电车辆的动力电池的当前荷电状态值低于第五阈值，则使所述充电车辆的动力电池和增程器停止向所述受电车辆充电，使所述充电车辆的增程器不停机，并使所述充电车辆的增程器向所述充电车辆的动力电池充电。, 5.一种充电车辆的控制装置，其特征在于，包括：, 第一接收模块，用于接收到向受电车辆充电的充电请求指令；, 控制模块，用于根据所述充电车辆的动力电池的当前荷电状态值，控制所述充电车辆的增程器的启动与停机；, 第一充电模块，用于若控制所述充电车辆的增程器启动，则使所述充电车辆的动力电池和增程器向所述受电车辆充电，或者，使所述充电车辆的增程器向所述充电车辆的动力电池和所述受电车辆充电；, 第二充电模块，用于若控制所述充电车辆的增程器停机，则使所述充电车辆的动力电池向所述受电车辆充电；, 所述控制模块包括：, 第一启动单元，用于若所述充电车辆的动力电池的当前荷电状态值低于第一阈值，则控制所述充电车辆的增程器启动；, 停机单元，用于若所述充电车辆的动力电池的当前荷电状态值高于第二阈值，则控制所述充电车辆的增程器停机，其中，所述第一阈值小于所述第二阈值；, 确定单元，用于若所述受电车辆所需的充电功率减去所述充电车辆的动力电池的当前放电功率最大值的差值大于第三阈值，则根据所述受电车辆所需的充电功率减去所述充电车辆的动力电池的当前放电功率最大值的差值，以及所述受电车辆所需的充电功率减去所述充电车辆的动力电池的放电功率最大值的差值与第四阈值的对应关系，确定第四阈值，其中，所述受电车辆所需的充电功率减去所述充电车辆的动力电池的放电功率最大值的差值越大，所述第四阈值越大；, 第二启动单元，用于若所述充电车辆的动力电池的当前荷电状态值低于所述第四阈值，控制所述充电车辆的增程器启动。, 6.根据权利要求5所述的充电车辆的控制装置，其特征在于，还包括：, 第一确定模块，用于在控制所述充电车辆的增程器启动之后，根据所述充电车辆的动力电池的当前荷电状态值和所述受电车辆所需的充电功率减去所述充电车辆的动力电池的当前放电功率最大值的差值，确定所述充电车辆的增程器的放电功率，其中，在所述受电车辆所需的充电功率减去所述充电车辆的动力电池的当前放电功率最大值的差值恒定时，所述充电车辆的增程器的放电功率随所述充电车辆的动力电池的当前荷电状态值的减小而增大；在所述充电车辆的动力电池的当前荷电状态值恒定时，所述充电车辆的增程器的放电功率随所述受电车辆所需的充电功率减去所述充电车辆的动力电池的当前放电功率最大值的差值的增大而增大；, 第二接收模块，用于在控制所述充电车辆的增程器启动之后，接收到停止向所述受电车辆充电的充电结束指令；, 第三充电模块，用于若所述充电车辆的动力电池的当前荷电状态值低于第五阈值，则使所述充电车辆的动力电池和增程器停止向所述受电车辆充电，使所述充电车辆的增程器不停机，并使所述充电车辆的增程器向所述充电车辆的动力电池充电。 | CN | China | Active | B | True |
| 430 | 蓄电池系统、电动车辆、移动体、电力贮藏装置及电源装置 \n | CN102823107A | 技术领域\n\t本发明涉及蓄电池系统、以及具备该蓄电池系统的电动车辆、移动体、电力贮藏装置及电源装置。背景技术\n\t在被用作电动机动车等移动体的驱动源或蓄电装置的蓄电池系统中，设置了可充放电的多个蓄电池模块。各蓄电池模块具有多个电池(蓄电池单元)例如被串联连接的结构。另外，在蓄电池系统中设置了用于检测蓄电池单元的过充电及过放电等异常的检测装置。在专利文献1记载的车载组电池控制装置中，对应于构成组电池的多个单元组而设置了多个简易单元过充放电检测装置。各简易单元过充放电检测装置判定在所对应的单元组的蓄电池单元中是否发生了过充电或过放电，并将其结果发送至电池控制器。专利文献1：日本特开2003-79059号公报发明概要\n\t在专利文献1记载的车载组电池控制装置中，由电池控制器检测单元组的蓄电池单元的过充电或过放电。然而，在简易单元过充放电检测装置与电池控制器之间的包括CPU(中央运算处理装置)或IC(集成电路)的通信路径产生了不良情况时，无法将蓄电池单元的过充电或过放电的判定结果发送至电池控制器。这种情况下，无法使蓄电池单元的充电及放电停止。其结果，车载组电池控制装置的可靠性下降了。发明内容本发明的目的在于提供一种既能抑制成本增加又能提高可靠性的蓄电池系统、以及具备该蓄电池系统的电动车辆、移动体、电力贮藏装置及电源装置。本发明涉及的一种蓄电池系统，其具备：第1蓄电池模块；第2蓄电池模块；和第1通信路径；第1蓄电池模块包括：第1蓄电池单元组，其包括一个或多个蓄电池单元；第1状态检测部，其检测与第1蓄电池单元组的充放电相关的异常状态或正常状态，并产生表示检测出的状态的第1检测信号；和第1通信电路，其将由第1状态检测部产生的第1检测信号发送至外部；第2蓄电池模块包括：第2蓄电池单元组，其包括1个或多个蓄电池单元；第2状态检测部，其检测与第2蓄电池单元组的充放电相关的异常状态或正常状态，并产生表示检测出的状态的第2检测信号；和第2通信电路，其将由第2状态检测部产生的第2检测信号发送至外部；第1通信路径被设置成：将由第1状态检测部产生的第1检测信号传递至第2通信电路及第2状态检测部中的至少一方。根据本发明，既能抑制成本增加，又能提高蓄电池系统以及具备该蓄电池系统的电动车辆、移动体、电力贮藏装置及电源装置的可靠性。附图说明\n\t图1是表示第1实施方式涉及的蓄电池系统的结构的框图。图2是表示蓄电池模块的电压检测部、状态检测部及均衡化电路的结构的框图。图3是表示印制电路基板的一结构例的示意性俯视图。图4是表示印制电路基板的其他结构例的示意性俯视图。图5是表示各蓄电池模块包括多个电压检测部及多个状态检测部的情况下的结构的框图。图6是表示第2实施方式涉及的蓄电池系统的结构的框图。图7是表示第3实施方式涉及的蓄电池系统的结构的框图。图8是表示第4实施方式涉及的蓄电池系统的结构的框图。图9是表示蓄电池模块的一例的外观立体图。图10是表示具备蓄电池系统的电动机动车的结构的框图。图11是表示电源装置的结构的框图。图12是表示第1变形例涉及的蓄电池系统的结构的框图。图13是表示第2变形例涉及的蓄电池系统的结构的框图。图14是表示第2变形例的其他例中的蓄电池系统的结构的框图。图15是表示第3变形例涉及的蓄电池系统的结构的框图。图16是表示第3变形例的其他例中的蓄电池系统的结构的框图。图17是表示第4变形例涉及的蓄电池系统的结构的框图。具体实施方式\n\t[1]第1实施方式以下，参照附图，说明第1实施方式涉及的蓄电池系统。此外，本实施方式涉及的蓄电池系统被搭载于以电力为驱动源的电动车辆(例如，电动机动车)。蓄电池系统也可用于具备可充放电的多个蓄电池单元的蓄电装置或民生设备等。(1)蓄电池系统的结构图1是表示第1实施方式涉及的蓄电池系统的结构的框图。如图1所示，蓄电池系统500具备：多个蓄电池模块100、蓄电池ECU(ElectronicControl Unit：电子控制单元)510、接触器520、HV(High Voltage：高压)连接器530及服务插头(service plug)540。在本实施方式中，蓄电池系统500包括2个蓄电池模块100。在以下的说明中，将2个蓄电池模块100分别称作蓄电池模块100a、100b。各蓄电池模块100a、100b包括：由多个蓄电池单元10构成的蓄电池单元组BL、电压检测部20、状态检测部30、运算处理装置40、通信驱动器60及均衡化电路70。蓄电池单元组BL的多个蓄电池单元10被串联连接。蓄电池单元组BL彼此相邻地配置，并且作为蓄电池块一体式保持。在蓄电池单元组BL中安装了用于检测温度的多个热敏电阻TH(参照图9)。各蓄电池单元10例如是锂离子电池或镍氢电池等二次电池。多个蓄电池模块100a、100b的蓄电池单元组BL通过电源线及服务插头540被串联连接。服务插头540包括用于将蓄电池模块100a、100b之间电连接或电切断的开关。通过接通服务插头540的开关，使得多个蓄电池模块100a、100b的所有蓄电池单元10被串联连接。在蓄电池系统500维护等时，服务插头540的开关被断开。这种情况下，在蓄电池模块100a、100b中没有电流流过。由此，即便用户与蓄电池模块100a、100b接触，也能够防止用户触电。首先，对蓄电池模块100a的各部分动作进行说明。电压检测部20检测多个蓄电池单元10的端子电压，将表示检测出的端子电压的值的检测信号DA给予至运算处理装置40。状态检测部30检测有无多个蓄电池单元10的端子电压的异常，作为与所对应的蓄电池单元组BL的充放电相关的异常，并产生表示该检测结果的检测信号DT1。由蓄电池模块100a的状态检测部30产生的检测信号DT1，经由连接线Q1而给予至所对应的运算处理装置40，并且经由信号线P1而给予至蓄电池模块100b的运算处理装置40。为了防止各蓄电池单元10的过放电及过充电，规定了端子电压的容许电压范围。在本实施方式中，状态检测部30检测各蓄电池单元10的端子电压是否为容许电压范围的上限值(以下称作上限电压)以上，并且检测端子电压是否为容许电压范围的下限值(以下称作下限电压)以下。在所对应的蓄电池单元组BL中的至少一个蓄电池单元10的端子电压为上限电压以上的情况下、或者为下限电压以下的情况下(检测出异常时)，状态检测部30产生表示异常的例如“H”电平的检测信号DT1。在所对应的蓄电池单元组BL的所有蓄电池单元10的端子电压处于容许电压范围内的情况下(检测出正常时)，状态检测部30产生表示正常的例如“L”电平的检测信号DT1。运算处理装置40例如由CPU及存储器、或微型计算机而构成。该运算处理装置40经由通信驱动器60进行例如CAN(Controller AreaNetwork)通信。由此，运算处理装置40将由所对应的状态检测部30给予的检测信号DT1及由后述的蓄电池模块100b的状态检测部30给予的检测信号DT2经由通信驱动器60及总线BS而发送至蓄电池ECU510。另外，运算处理装置40基于由电压检测部20给予的检测信号DA，将多个蓄电池单元10的端子电压的值经由通信驱动器60及总线BS而发送至蓄电池ECU510。而且，运算处理装置40将由后述的图9的热敏电阻TH给予的蓄电池模块100a的温度的值经由通信驱动器60及总线BS而发送至蓄电池ECU510。另外，运算处理装置40利用多个蓄电池单元10的端子电压的值及温度的值来进行各种运算处理及判定处理。而且，运算处理装置40从蓄电池ECU510经由总线BS及通信驱动器60而接收各种指令信号。均衡化电路70根据运算处理装置40的控制，进行将蓄电池单元组BL的多个蓄电池单元10的端子电压均衡化的均衡化处理。蓄电池模块100b的结构及动作，除了下述点之外，都与蓄电池模块100a的结构与动作相同。蓄电池模块100b的状态检测部30检测有无多个蓄电池单元10的端子电压的异常，作为与所对应的蓄电池单元组BL的充放电相关的异常，并产生表示该检测结果的检测信号DT2。由蓄电池模块100b的状态检测部30产生的检测信号DT2，经由连接线Q2而给予至所对应的运算处理装置40，并且经由信号线P2而给予至蓄电池模块100a的运算处理装置40。在所对应的蓄电池单元组BL中的至少一个蓄电池单元10的端子电压为上限电压以上的情况下、或者为下限电压以下的情况下(检测出异常时)，状态检测部30产生表示异常的例如“H”电平的检测信号DT2。在所对应的蓄电池单元组BL的所有蓄电池单元10的端子电压处于容许电压范围内的情况下(检测出正常时)，状态检测部30产生表示正常的例如“L”电平的检测信号DT2。蓄电池模块100b的运算处理装置40将由所对应的状态检测部30给予的检测信号DT2及由蓄电池模块100a的状态检测部30给予的检测信号DT1经由通信驱动器60及总线BS而发送至蓄电池ECU510。另外，运算处理装置40将由后述的图9的热敏电阻TH给予的蓄电池模块100b的温度的值经由通信驱动器60及总线BS而发送至蓄电池ECU510。蓄电池ECU510基于由蓄电池模块100a、100b的运算处理装置40给予的多个蓄电池单元10的端子电压的值，计算各蓄电池单元10的充电量。另外，蓄电池ECU510基于由各蓄电池模块100a、100b的运算处理装置40给予的多个蓄电池单元10的端子电压的值，判定有无与各蓄电池模块100a、100b的蓄电池单元组BL的充放电相关的异常。与蓄电池模块100a、100b的蓄电池单元组BL的充放电相关的异常，例如包括在蓄电池单元组BL中流过的电流、蓄电池单元10的端子电压、SOC(充电量)、过放电、过充电或温度的异常等。而且，电池ECU510根据由蓄电池模块100a、100b的运算处理装置40给予的检测信号DT1、DT2，检测有无蓄电池模块100a、100b的多个蓄电池单元10的端子电压的异常。与蓄电池模块100a的最高电位的正电极连接的电源线、以及与蓄电池模块100b的最低电位的负电极连接的电源线，连接于接触器520。另外，接触器520经由HV连接器530而与电动车辆的电机等负载连接。在蓄电池模块100a、100b中产生了异常的情况下，蓄电池ECU510使接触器520断开。由此，在异常时在多个蓄电池单元10中没有电流流过，故防止了蓄电池模块100a、100b的异常发热。蓄电池ECU510经由总线而与电动车辆的主控制部300(参照后述的图10)连接。从蓄电池ECU510向主控制部300给予各蓄电池模块100a、100b的充电量(蓄电池单元10的充电量)。主控制部300基于其充电量，控制电动车辆的动力(例如，电机的旋转速度)。另外，若各蓄电池模块100a、100b的充电量变少，则主控制部300控制与电源线连接的未图示的发电装置，对各蓄电池模块100a、100b进行充电。(2)电压检测部及状态检测部的结构图2是表示蓄电池模块100a的电压检测部20、状态检测部30及均衡化电路70的结构的框图。电压检测部20例如由ASIC(Application Specific Integrated Circuit：特定用途集成电路)构成。电压检测部20包括：多个差动放大器21、多路转换器(multiplexer)22、A/D(模拟/数字)变换器23及发送电路24。各差动放大器21具有2个输入端子和输出端子。各差动放大器21将输入于2个输入端子的电压进行差动放大，并从输出端子输出被放大后的电压。各差动放大器21的2个输入端子分别经由导体线W1而与所对应的蓄电池单元10的正电极及负电极连接。由此，各蓄电池单元10的正电极与负电极之间的电压被各差动放大器21差动放大。各差动放大器21的输出电压相当于各蓄电池单元10的端子电压。从多个差动放大器21输出的端子电压被给予至多路转换器22。多路转换器22将由多个差动放大器21给予的端子电压依次输出至A/D变换器23。A/D变换器23将由多路转换器22输出的端子电压变换成数字值。由A/D变换器23得到的数字值作为表示端子电压的值的检测信号DA，经由发送电路24而给予至运算处理装置40(参照图1)。状态检测部30例如由ASIC构成。状态检测部30包括：多个差动放大器31、多路转换器32、开关电路33、基准电压输出部34、35、比较器36、检测信号输出电路37、接收电路38a及发送电路38b。各差动放大器31具有2个输入端子和输出端子。各差动放大器31将输入于2个输入端子的电压进行差动放大，并从输出端子输出被放大后的电压。各差动放大器31的2个输入端子分别经由导体线W1而与所对应的蓄电池单元10的正电极及负电极连接。由此，各蓄电池单元10的正电极与负电极之间的电压被各差动放大器31差动放大。各差动放大器31的输出电压相当于各蓄电池单元10的端子电压。由多个差动放大器31输出的端子电压被给予至多路转换器32。多路转换器32将由多个差动放大器31给予的端子电压依次输出至比较器36。开关电路33具有端子CP0、CP1、CP2。基准电压输出部34向开关电路33的端子CP1输出上限电压Vth_O。基准电压输出部35向输出端子CP2输出下限电压Vth_U。上限电压Vth_O例如被设定为4.2V(4.19V以上且4.21V以下)，下限电压Vth_U例如被设定为约2.0V(1.99V以上且2.01V以下)。比较器36具有2个输入端子和输出端子。比较器36的一个输入端子与多路转换器32连接。比较器36的另一个输入端子与开关电路33的端子CP0连接。开关电路33以固定周期按照端子CP0交替连接于多个端子CP1、CP2的方式进行切换。由此，向比较器36的一个输入端子给予由多路转换器32输出的端子电压，且向比较器36的另一个输入端子交替地给予上限电压Vth_O及下限电压Vth_U。这种情况下，比较器36将由多路转换器32给予的蓄电池单元10的端子电压与上限电压Vth_O及下限电压Vth_U顺序地进行比较，并将表示比较结果的信号输出至检测信号输出电路37。检测信号输出电路37基于比较器36的输出信号，判定多个蓄电池单元10中的至少一个单元的端子电压是否为上限电压Vth_O以上，并且判定多个蓄电池单元10中的至少一个单元的端子电压是否为下限电压Vth_U以下。在多个蓄电池单元10中的至少一个单元的端子电压为上限电压Vth_O以上的情况下、或者为下限电压Vth_U以下的情况下，检测信号输出电路37判定出所对应的蓄电池单元组BL的端子电压异常。在所有蓄电池单元10的端子电压不足上限电压Vth_O且超过下限电压Vth_U的情况下，检测信号输出电路37判定出所对应的蓄电池单元组BL的端子电压正常。在图1及后述的图6的例子中，不向接收电路38a给予检测信号。因此，也可不设置接收电路38a。在判定出所对应的蓄电池单元组BL的端子电压异常的情况下，检测信号输出电路37产生表示异常的例如“H”电平的检测信号DT1。在判定出所对应的蓄电池单元组BL的端子电压正常的情况下，检测信号输出电路37产生表示正常的例如“L”电平的检测信号DT1。发送电路38b将由检测信号输出电路37产生的检测信号DT1通过图1的连接线Q1而给予至所对应的运算处理装置40，并且通过图1的信号线P1而给予至蓄电池模块100b的运算处理装置40。均衡化电路70包括由电阻R及开关元件SW构成的多组串联电路。在各蓄电池单元10的正电极与负电极之间连接了由电阻R及开关元件SW构成的1组串联电路。开关元件SW的接通和断开，经由图1的运算处理装置40而被蓄电池ECU510控制。此外，在通常状态下，开关元件SW处于断开状态。图1的蓄电池模块100b的电压检测部20、状态检测部30及均衡化电路70的结构，除了下述点之外，都与蓄电池模块100a的电压检测部20、状态检测部30及均衡化电路70的结构和动作相同。在判定出所对应的蓄电池单元组BL的端子电压异常的情况下，蓄电池模块100b的检测信号输出电路37产生表示异常的例如“H”电平的检测信号DT2。在判定出所对应的蓄电池单元组BL的端子电压正常的情况下，检测信号输出电路37产生表示正常的例如“L”电平的检测信号DT2。蓄电池模块100b的发送电路38b将由检测信号输出电路37产生的检测信号DT2通过图1的连接线Q2而给予至所对应的运算处理装置40，并且通过信号线P2而给予至蓄电池模块100a的运算处理装置40。(3)印制电路基板的一结构例图1的各蓄电池模块100a、100b的电压检测部20、状态检测部30、运算处理装置40、通信驱动器60及均衡化电路70被安装于刚性印制电路基板(以下称作印制电路基板)。图3是表示印制电路基板的一结构例的示意性俯视图。如图3所示，在印制电路基板110中还安装了绝缘元件DIa、DIb、DIc、及连接器CNa、CNb、CNc、CNd。另外，印制电路基板110具有第1安装区域MT1、第2安装区域MT2及带状的绝缘区域INS。第2安装区域MT2形成在印制电路基板110的一个角部。绝缘区域INS沿着第2安装区域MT2延伸地形成。第1安装区域MT1形成在印制电路基板110的剩余部分。第1安装区域MT1和第2安装区域MT2通过绝缘区域INS而彼此分离。由此，第1安装区域MT1和第2安装区域MT2被绝缘区域INS电绝缘。在第1安装区域MT1中安装了电压检测部20、状态检测部30及均衡化电路70。作为电压检测部20、状态检测部30及均衡化电路70的电源，而将蓄电池单元组BL的多个蓄电池单元10与电压检测部20、状态检测部30及均衡化电路70连接。除了电压检测部20、状态检测部30及均衡化电路70的安装区域以及连接线的形成区域之外，还在第1安装区域MT1中形成了接地图案GND1。接地图案GND1被保持为蓄电池单元组BL的多个蓄电池单元10的基准电位(接地电位)。在第2安装区域MT2中安装了运算处理装置40、通信驱动器60及连接器CNa～CNd。作为运算处理装置40及通信驱动器60的电源，而将电动车辆的非动力用蓄电池BAT与运算处理装置40及通信驱动器60连接。除了运算处理装置40、通信驱动器60及连接器CNa～CNd的安装区域以及多个连接线的形成区域之外，还在第2安装区域MT2中形成了接地图案GND2。接地图案GND2被保持为非动力用蓄电池BAT的基准电位(接地电位)。这样，由蓄电池单元组BL的多个蓄电池单元10向电压检测部20、状态检测部30及均衡化电路70供给电力，由非动力用蓄电池BAT向运算处理装置40及通信驱动器60供给电力。由此，能够使运算处理装置40及通信驱动器60与电压检测部20、状态检测部30及均衡化电路70独立地稳定动作。绝缘元件DIa以跨越绝缘区域INS的方式进行安装。绝缘元件DIa使电压检测部20与运算处理装置40彼此电绝缘，且在电压检测部20与运算处理装置40之间传送信号。绝缘元件DIb以跨越绝缘区域INS的方式进行安装。绝缘元件DIb使状态检测部30与运算处理装置40彼此电绝缘，且通过连接线Q1(或连接线Q2)而在状态检测部30的发送电路38b(参照图2)与运算处理装置40之间传送信号。另外，绝缘元件DIb使状态检测部30与连接器CNc彼此电绝缘，且在状态检测部30的发送电路38b(参照图2)与连接器CNc之间传送信号。绝缘元件DIc以跨越绝缘区域INS的方式进行安装。绝缘元件DIc使状态检测部30与连接器CNd彼此电绝缘，且在状态检测部30的接收电路38a(参照图2)与连接器CNd之间传送信号。作为绝缘元件DIa～DIc，例如能够采用数字隔离器或光电耦合器等。在本实施方式中，作为绝缘元件DIa～DIc而采用了数字隔离器。在第2安装区域MT2中，经由通信驱动器60将运算处理装置40与连接器CNa连接起来。由此，由运算处理装置40输出的多个蓄电池单元10的端子电压的值、以及蓄电池模块100a、100b的温度的值，经由通信驱动器60而被给予至连接器CNa。连接器CNa连接图1的总线BS。连接器CNb与运算处理装置40连接。蓄电池模块100a的连接器CNc与蓄电池模块100b的连接器CNb，通过图1的信号线P1进行连接。蓄电池模块100a的连接器CNb与蓄电池模块100b的连接器CNc，通过图1的信号线P2进行连接。此外，在图1及后述的图6的例子中，也可不设置绝缘元件DIc和连接器CNd。(4)印制电路基板的其他结构例下面，说明印制电路基板110的其他结构例不同于图3的印制电路基板110之处。图4是表示印制电路基板110的其他结构例的示意性俯视图。如图4所示，运算处理装置40被安装于第1安装区域MT1而非第2安装区域MT2。由蓄电池单元组BL的多个蓄电池单元10向运算处理装置40供给电力。这种情况下，用于向电压检测部20、状态检测部30、运算处理装置40及均衡化电路70供给电力的结构变得简单。在第1安装区域MT2中，通过连接线Q1(或连接线Q2)将状态检测部30与运算处理装置40进行连接。连接器CNa经由通信驱动器60及绝缘元件DIa而与运算处理装置40连接。连接器CNb经由绝缘元件DIb而与运算处理装置40连接。连接器CNc经由绝缘元件DIb而与状态检测部30的发送电路38b(参照图2)连接。连接器CNd经由绝缘元件DIc而与状态检测部30的接收电路38a(参照图2)连接。通过图1的信号线P2进行连接。此外，在图1及后述的图6的例子中，也可不设置绝缘元件DIc和连接器CNd。(5)蓄电池单元的端子电压的均衡化处理蓄电池ECU510经由运算处理装置40而取得由电压检测部20检测出的各蓄电池单元10的端子电压的值。在这里，在判定出某一蓄电池单元10的端子电压的值高于其他蓄电池单元10的端子电压的值的情况下，蓄电池ECU510将使该蓄电池单元10所对应的均衡化电路70的开关元件SW接通的指令信号给予至运算处理装置40。由此，充电至该蓄电池单元10的电荷通过电阻R被放电。在判定出该蓄电池单元10的端子电压的值下降至大致等于其他蓄电池单元10的端子电压的值的情况下，蓄电池ECU510将使该蓄电池单元10所对应的均衡化电路70的开关元件SW断开的指令信号给予至运算处理装置40。由此，能够确保所有蓄电池单元10的端子电压的值大致相等。因而，能够防止一部分的蓄电池单元10的过充电及过放电。其结果，能够防止蓄电池单元10的劣化。(6)电压检测部及状态检测部的其他例在蓄电池模块100a、100b中包含的蓄电池单元组BL的蓄电池单元10的个数多的情况下、或者电压检测部20或状态检测部30的耐压小的情况下，各蓄电池模块100a、100b也可包括被串联连接的多个电压检测部20及多个状态检测部30。图5是表示各蓄电池模块100a、100b包括多个电压检测部20及多个状态检测部30的情况下的结构的框图。在图5中示出蓄电池模块100a的结构。在图5的例子中，蓄电池模块100a包括3个电压检测部20及3个状态检测部30。一个电压检测部20(以下称作低电位电压检测部20L)对应于多个蓄电池单元10之中的低电位侧的1/3数目的蓄电池单元10(以下称作低电位蓄电池单元组10L)。另一个电压检测部20(以下称作中电位电压检测部20M)对应于多个蓄电池单元10之中的中电位的1/3数目的蓄电池单元10(以下称作中电位蓄电池单元组10M)。再一个电压检测部20(以下称作高电位电压检测部20H)对应于多个蓄电池单元10之中的高电位侧的1/3数目(在本例中为6个)蓄电池单元10(以下称作高电位蓄电池单元组10H)。低电位电压检测部20L检测低电位蓄电池单元组10L的多个蓄电池单元10的端子电压。中电位电压检测部20M检测中电位蓄电池单元组10M的多个蓄电池单元10的端子电压。高电位电压检测部20H检测高电位蓄电池单元组10H的多个蓄电池单元10的端子电压。由高电位电压检测部20H的发送电路24(参照图2)输出的检测信号DA，经由中电位电压检测部20M的发送电路24(参照图2)而被给予至低电位电压检测部20L的发送电路24(参照图2)，从低电位电压检测部20L的发送电路24给予至运算处理装置40。由中电位电压检测部20M的发送电路24输出的检测信号DA被给予至低电位电压检测部20L的发送电路24，并从低电位电压检测部20L的发送电路24给与至运算处理装置40。由低电位电压检测部20L的发送电路24输出的检测信号DA被给予至运算处理装置40。一个状态检测部30(以下称作低电位状态检测部30L)对应于低电位蓄电池单元组10L。另一个状态检测部30(以下称作中电位状态检测部30M)对应于中电位蓄电池单元组10M。再一个状态检测部30(以下称作高电位状态检测部30H)对应于高电位蓄电池单元组10H。低电位状态检测部30L检测有无低电位蓄电池单元组10L的多个蓄电池单元10的异常。中电位状态检测部30M检测有无中电位蓄电池单元组10M的多个蓄电池单元10的异常。高电位状态检测部30H检测有无高电位蓄电池单元组10H的多个蓄电池单元10的异常。这种情况下，高电位状态检测部30H的发送电路38b(参照图2)和中电位状态检测部30M的接收电路38a(参照图2)相连接。中电位状态检测部30M的发送电路38b(参照图2)和低电位状态检测部30L的接收电路38a(参照图2)相连接。低电位状态检测部30L的发送电路38b(参照图2)经由绝缘元件DIb(参照图3及图4)而与运算处理装置40(参照图3及图4)连接，并且经由绝缘元件DIb而与连接器CNc(参照图3及图4)连接。也可不设置高电位状态检测部30H的接收电路38a。在高电位状态检测部30H中，在判定出所对应的高电位蓄电池单元组10H的端子电压异常的情况下，检测信号输出电路37(参照图2)产生表示异常的例如“H”电平的检测信号DT1H。另外，在判定出所对应的高电位蓄电池单元组10H的端子电压正常的情况下，检测信号输出电路37产生表示正常的例如“L”电平的检测信号DT1H。发送电路38b(参照图2)将由检测信号输出电路37产生的检测信号DT1H给予至中电位状态检测部30M。在中电位状态检测部30M中，接收电路38a(参照图2)将由高电位状态检测部30H给予的检测信号DT1H给予至检测信号输出电路37(参照图2)。在判定出所对应的中电位蓄电池单元组10M的端子电压异常的情况下、或者由接收电路38a给予的检测信号DT1H为“H”电平(异常)的情况下，检测信号输出电路37产生表示异常的例如“H”电平的检测信号DT1M。另外，在判定出所对应的中电位蓄电池单元组10M的端子电压正常、且由接收电路38a给予的检测信号DT1H为“L”电平(正常)的情况下，检测信号输出电路37产生表示正常的例如“L”电平的检测信号DT1M。发送电路38b(参照图2)将由检测信号输出电路37产生的检测信号DT1M给予至低电位状态检测部30L。在低电位状态检测部30L中，接收电路38a(参照图2)将由中电位状态检测部30M给予的检测信号DT1M给予至检测信号输出电路37(参照图2)。在判定出所对应的低电位蓄电池单元组10L的端子电压异常的情况下、或者由接收电路38a给予的检测信号DT1M为“H”电平(异常)的情况下，检测信号输出电路37产生表示异常的例如“H”电平的检测信号DT1L。另外，在判定出所对应的低电位蓄电池单元组10L的端子电压正常、且由接收电路38a给予的检测信号DT1M为“L”电平(正常)的情况下，检测信号输出电路37产生表示正常的例如“L”电平的检测信号DT1L。发送电路38b(参照图2)将由检测信号输出电路37产生的检测信号DT1L作为检测信号DT1，而给予至所对应的运算处理装置40(参照图1)及信号线P1(参照图1)。另一个蓄电池模块100b的状态检测部30的动作，除了下面点之外，都与蓄电池模块100a的状态检测部30的动作相同。蓄电池模块100b的低电位状态检测部30L取代检测信号DT1而将检测信号DT2给予至所对应的运算处理装置40(参照图1)及信号线P2(参照图1)。(7)蓄电池系统的动作及效果以下，将蓄电池模块100a的蓄电池单元组BL、电压检测部20、状态检测部30、运算处理装置40及通信驱动器60，分别称作蓄电池单元组BLa、电压检测部20a、状态检测部30a、运算处理装置40a及通信驱动器60a。另外，将蓄电池模块100b的蓄电池单元组BL、电压检测部20、状态检测部30、运算处理装置40及通信驱动器60，分别称作蓄电池单元组BLb、电压检测部20b、状态检测部30b、运算处理装置40b及通信驱动器60b。在蓄电池模块100a中，在判定出所对应的蓄电池单元组BLa的端子电压异常的情况下，状态检测部30a产生表示异常的检测信号DT1。另一方面，在判定出所对应的蓄电池单元组BLa的端子电压正常的情况下，状态检测部30a产生表示正常的检测信号DT1。由状态检测部30a产生的检测信号DT1，通过连接线Q1而给予至所对应的运算处理装置40a，并且通过信号线P1而给予至蓄电池模块100b的运算处理装置40b。在蓄电池模块100b中，在判定出所对应的蓄电池单元组BLb的端子电压异常的情况下，状态检测部30b产生表示异常的检测信号DT2。另一方面，在判定出所对应的蓄电池单元组BLb的端子电压正常的情况下，状态检测部30b产生表示正常的检测信号DT2。由状态检测部30b产生的检测信号DT2，通过连接线Q2而给予至所对应的运算处理装置40b，并且通过信号线P2而给予至蓄电池模块100a的运算处理装置40a。在蓄电池模块100a中，运算处理装置40a将由所对应的状态检测部30a给予的检测信号DT1以及由蓄电池模块100b的状态检测部30b给予的检测信号DT2，通过通信驱动器60a及总线BS而给予至蓄电池ECU510。在蓄电池模块100b中，运算处理装置40b将由所对应的状态检测部30b给予的检测信号DT2以及由蓄电池模块100a的状态检测部30a给予的检测信号DT1，通过通信驱动器60b及总线BS而给予至蓄电池ECU510。即、在本实施方式中，若检测出与作为第1蓄电池模块的蓄电池模块100a的第1蓄电池单元组、即蓄电池单元组BLa的充放电相关的异常状态，则作为第1状态检测部的状态检测部30a产生作为第1检测信号的检测信号DT1。若检测出与作为第2蓄电池模块的蓄电池模块100b的第2蓄电池单元组、即蓄电池单元组BL2的充放电相关的异常状态，则作为第2状态检测部的状态检测部30b产生作为第2检测信号的状态检测部DT2。由状态检测部30a产生的检测信号DT1，通过作为第1通信电路的运算处理装置40a而发送至外部。具体而言，由状态检测部30a产生的检测信号DT1，通过作为第2通信路径的连接线Q1而传递至运算处理装置40a，并且通过作为第1通信路径的信号线P1而传递至运算处理装置40b。由状态检测部30b产生的检测信号DT2，通过作为第2通信电路的运算处理装置40b而发送至外部。具体而言，由状态检测部30b产生的检测信号DT2，通过作为第5通信路径的连接线Q2而传递至运算处理装置40b，并且通过作为第4通信路径的信号线P2而传递至运算处理装置40a。这样，在判定出蓄电池模块100a、100b的所有蓄电池单元10的端子电压正常的情况下，蓄电池ECU510从蓄电池模块100a、100b中取得表示正常的检测信号DT1、DT2。另一方面，在判定出蓄电池模块100a、100b的至少一个蓄电池单元10的端子电压异常的情况下，蓄电池ECU510从蓄电池模块100a、100b中取得表示异常的检测信号DT1、DT2。由此，蓄电池ECU510能够检测有无蓄电池模块100a、100b的多个蓄电池单元10的端子电压的异常。根据上述结构，即便在蓄电池模块100a的运算处理装置40a或通信驱动器60a发生故障时、或者连接线Q1发生了不良情况时，也能从蓄电池模块100a的状态检测部30a通过信号线P1、蓄电池模块100b的运算处理装置40b及通信驱动器60b以及总线BS，而将检测信号DT1发送至蓄电池ECU510。另外，即便在蓄电池模块100b的运算处理装置40b或通信驱动器60b发生故障时、或者连接线Q2发生了不良情况时，也能从蓄电池模块100b的状态检测部30b通过信号线P2、蓄电池模块100a的运算处理装置40a及通信驱动器60a以及总线BS，而将检测信号DT2发送至蓄电池ECU510。因此，在蓄电池系统500中不设置追加的通信电路的情况下，也能将蓄电池单元组BLa、BLb的端子电压的异常可靠地通知给蓄电池ECU510。其结果，既能抑制蓄电池系统500的成本增加又能提高蓄电池系统500的可靠性。同时，蓄电池ECU510从蓄电池模块100a的电压检测部20a中通过运算处理装置40a、通信驱动器60a及总线BS而取得蓄电池单元组BLa的多个蓄电池单元10的端子电压的值。另外，蓄电池ECU510从蓄电池模块100b的电压检测部20b中通过运算处理装置40b、通信驱动器60b及总线BS而取得蓄电池单元组BLb的多个蓄电池单元10的端子电压的值。由此，蓄电池ECU510基于取得的端子电压的值能够检测有无蓄电池模块100a、100b的多个蓄电池单元10的异常。 | 本发明提供一种蓄电池系统、电动车辆、移动体、电力贮藏装置及电源装置。一个状态检测部检测与一个蓄电池模块的蓄电池单元组的充放电相关的异常状态或正常状态，并产生表示检测出的状态的一个检测信号。另一个状态检测部检测与另一个蓄电池模块的另一个蓄电池单元组的充放电相关的异常状态或正常状态，并产生表示检测出的状态的另一个检测信号。由一个状态检测部产生的一个检测信号通过一个运算处理装置发送至外部。由另一个状态检测部产生的另一个检测信号通过另一个运算处理装置被发送至外部。由一个状态检测部产生的一个检测信号通过信号线被传递至另一个运算处理装置及另一个状态检测部中的至少一方。 | CN:2011800038198A | https://patentimages.storage.googleapis.com/c1/01/4e/761b4d00a25013/CN102823107A.pdf | NaN | 大仓计美, 国光智德 | Sanyo Electric Co Ltd | CN:101399453:A, JP:2009261193:A, CN:101860053:A | Not available | 2014-07-30 | 1.一种蓄电池系统，其具备：, 第1蓄电池模块；, 第2蓄电池模块；和, 第1通信路径，, 所述第1蓄电池模块包括：, 第1蓄电池单元组，其包括一个或多个蓄电池单元；, 第1状态检测部，其检测与所述第1蓄电池单元组的充放电相关的异常状态或正常状态，并产生表示检测出的状态的第1检测信号；和, 第1通信电路，其将由所述第1状态检测部产生的第1检测信号发送至外部，, 所述第2蓄电池模块包括：, 第2蓄电池单元组，其包括1个或多个蓄电池单元；, 第2状态检测部，其检测与所述第2蓄电池单元组的充放电相关的异常状态或正常状态，并产生表示检测出的状态的第2检测信号；和, 第2通信电路，其将由所述第2状态检测部产生的第2检测信号发送至外部，, 所述第1通信路径被设置成：将由所述第1状态检测部产生的所述第1检测信号传递至所述第2通信电路及所述第2状态检测部中的至少一方。, \n \n, 2.根据权利要求1所述的蓄电池系统，其中，, 所述第1通信路径将由所述第1状态检测部产生的第1检测信号通过所述第1通信电路而传递至所述第2通信电路及所述第2状态检测部中的至少一方。, \n \n \n, 3.根据权利要求1或2所述的蓄电池系统，其中，, 所述第1通信路径包括：, 第2通信路径，其将由所述第1状态检测部产生的第1检测信号传递至所述第1通信路径；和, 第3通信路径，其将由所述第1状态检测部产生的第1检测信号传递至所述第2状态检测部。, \n \n \n \n, 4.根据权利要求1至3中任一项所述的蓄电池系统，其中，, 所述蓄电池系统还具备第4通信路径，该第4通信路径将由所述第2状态检测部产生的所述第2检测信号传递至所述第1通信电路及所述第1状态检测部中的至少一方。, \n \n, 5.根据权利要求4所述的蓄电池系统，其中，, 所述第4通信路径将由所述第2状态检测部产生的所述第2检测信号通过所述第2通信电路而传递至所述第1通信电路及所述第1状态检测部中的至少一方。, \n \n \n, 6.根据权利要求4或5所述的蓄电池系统，其中，, 所述第4通信路径包括：, 第5通信路径，其将由所述第2状态检测部产生的第2检测信号传递至所述第2通信电路；和, 第6通信路径，其将由所述第2状态检测部产生的第2检测信号传递至所述第1状态检测部。, \n \n \n \n \n \n \n, 7.根据权利要求1至6中任一项所述的蓄电池系统，其中，, 所述蓄电池系统还具备第7通信路径，该第7通信路径将由所述第2状态检测部产生的第2检测信号不经由所述第1通信电路及所述第2通信电路而传递至外部。, \n \n \n \n \n \n \n \n, 8.根据权利要求1至7中任一项所述的蓄电池系统，其中，, 所述蓄电池系统还具备：, 第1个至第N个的N个第3蓄电池模块，其中，N为1以上的自然数；, 第8通信路径；和, 第1个至第N个的N个第9通信路径，, 所述N个第3蓄电池模块的各个模块包括：, 第3蓄电池单元组，其包括1个或多个蓄电池单元；, 第3状态检测部，其检测与所述第3蓄电池单元组的充放电相关的异常状态或正常状态，并产生表示检测出的状态的第3检测信号；和, 第3通信电路，其将由所述第3状态检测部产生的第3检测信号发送至外部，, 所述第8通信路径被设置成：将由所述第2蓄电池模块的所述第2状态检测部产生的所述第2检测信号传递至第1个第3蓄电池模块的所述第3通信电路及所述第3状态检测部中的至少一方，, 在N为1的情况下，, 第1个第9通信路径被设置成：将由所述第1个第3蓄电池模块的所述第3状态检测部产生的所述第3检测信号传递至所述第1蓄电池模块的所述第1通信电路及所述第1状态检测部中的至少一方，, 在N为2以上的情况下，, 第i个第9通信路径被设置成：将由第i个第3蓄电池模块的所述第3状态检测部产生的所述第3检测信号传递至第(i+1)个第3蓄电池模块的所述第3通信电路及所述第3状态检测部中的至少一方，其中，i为1至(N-1)的自然数，, 第N个第9通信路径被设置成：将由第N个第3蓄电池模块的所述第3状态检测部产生的所述第3检测信号传递至所述第1蓄电池模块的所述第1通信电路及所述第1状态检测部中的至少一方。, 9.一种电动车辆，其具备：, 权利要求1至8中任一项所述的蓄电池系统；, 电机，其通过所述蓄电池系统的电力进行驱动；和, 驱动轮，其通过所述电机的旋转力进行旋转。, 10.一种移动体，其具备：, 权利要求1至8中任一项所述的蓄电池系统；, 移动主体部；和, 动力源，其将来自所述蓄电池系统的电力变换成用于使所述移动主体部移动的动力。, 11.一种电力贮藏装置，其具备：, 权利要求1至8中任一项所述的蓄电池系统；和, 系统控制部，其进行与所述蓄电池系统的所述第1蓄电池模块及所述第2蓄电池模块的放电或充电相关的控制。, 12.一种电源装置，其能与外部进行连接，其中，所述电源装置具备：, 权利要求11所述的电力贮藏装置；和, 电力变换装置，其由所述电力贮藏装置的所述系统控制部控制，且在所述电力贮藏装置的所述蓄电池系统与所述外部之间进行电力变换。 | CN | China | Granted | G | True |
| 431 | 电动车辆以及电动车辆的充电控制方法 \n | CN102164771A | 技术领域本发明涉及具备能够从外部电源充电的电池的电动车辆以及电动车辆的充电控制方法。背景技术近年来，考虑在电动汽车或混合动力车辆等搭载有行驶用电机的电动车辆中，在停止运行期间，从作为商用电源的外部电源经由电源插头等的连接部以及包括充电器的充电电路对电池进行充电。例如，在将发动机和行驶用电机的至少一方作为驱动源来驱动车轮的混合动力车辆中，像这样能够从外部电源经由电源插头对电池进行充电的车辆被称为插电(plug-in)型混合动力车辆。在这样的电动车辆中，以往以来，为了实现能够从外部电源经由电源插头对电池进行充电，考虑在电源插头和电池之间连接充电器，使得能够从外部电源经由充电器对电池进行充电。另外，在专利文献1中记载了一种充电系统，其具备搭载于电动车辆的充电装置和基础设施侧的供电装置。充电装置具备具有端口的充电端口单元(C/P单元)。供电装置具有交流电源、和与交流电源连接的标准充电模块(SCM)。SCM经由电缆与电闸(paddle)连接。在C/P单元设置有芯(core)和充电线圈。C/P单元的设置有芯和与SCM的变换器连接的充电线圈的位置，是电闸位于充电用位置时电闸内的供电线圈与充电线圈接近的位置，是电流在供电线圈中流动时在充电线圈产生感应电流的位置。电闸到达了充电用位置时被关闭的限制开关，与作为通信装置的RF基板连接，当限制开关被关闭时，向RF基板投入12V电源，RF基板能够与SCM的通信装置之间进行通信信号的收发。在RF基板中，当接收到SCM发送的信号时，产生电池ECU启动信号，并向ECU发送，电池ECU启动。电池ECU向电池供给在充电线圈中产生的电流，开始电池的充电。当发生停电时，电池ECU停止功能。当从停电恢复后，SCM对RF基板开始发送通信信号，电池ECU启动，重新开始电池的充电。另外，在专利文献2中记载了电动汽车用电源装置，其具有从商用电源向主电池供电的被固定在地上侧或搭载于电动汽车的直流电源装置、以及电池ECU。直流电源装置被设为具有将商用电源电力变换成高压的直流电力而向主电池供电的高压输出部、以及将商用电源电力变换成低压的直流电力而向辅机电池供电的低压输出部。作为与本发明关联的在先技术文献，除了专利文献1、2以外，还有专利文献3至专利文献5。在先技术文献专利文献1：日本特开平10-304582号公报专利文献2：日本特开平11-178228号公报专利文献3：特开2006-278210号公报专利文献4：特开2006-304408号公报专利文献5：特开2007-124813号公报发明内容在如上述那样近年来考虑的电动车辆中，为了实现能够从外部电源对电池进行充电，考虑设置充电器、对充电器进行控制的充电器控制部、以及对电池的状态进行监视的电池控制部。在这样的构成中，在从外部电源向充电器供给电力的情况下，当与电池的状态无关地使充电器控制部启动时，有充电器控制部会不必要地启动、在从外部电源对电池进行充电时电力会被白白消耗的可能性。即，在尽管作为电池的状态的充电状态为满充电、但使充电器控制部启动时，有可能会发生电力的浪费。因此，在具备能够从外部电源充电的电池、对充电器进行控制的充电器控制部、以及对电池的状态进行监视的电池控制部的电动车辆中，要求减少充电时的能量损失、使充电效率提高。与此相对，专利文献1至专利文献5所述的结构中并没有公开在具备能够从外部电源充电的电池、充电器、对充电器进行控制的充电器控制部、以及对电池的状态进行监视的电池控制部的电动车辆中，减少充电时的能量损失、使充电效率提高的方案。本发明的目的在于在电动车辆以及电动车辆的充电控制方法中，在具备能够从外部电源充电的电池、充电器、对充电器进行控制的充电器控制部、以及对电池的状态进行监视的电池控制部的电动车辆中，减少充电时的能量损失，使充电效率提高。本发明的第一发明的电动车辆具备：充电电路，其包括能够从外部电源充电的电池、通过电力线与电池连接的充电器、以及通过电力线连接在充电器和电池之间的开关，所述电池在车辆行驶时向行驶用电机供给电力、在从外部电源充电时与行驶用电机断开；充电器控制部，其对充电器进行控制；以及电池控制部，其对电池的状态进行监视，电池控制部是在电压信号被输入到了电池控制部的情况下启动的电池控制部，包括：电池状态判定单元，其在电池控制部启动后，判定电池的状态是否满足可充电条件；和启动单元，其在通过电池状态判定单元判定为电池的状态满足可充电条件的情况下，使通过信号线与电池控制部连接的开关导通，使通过信号线与电池控制部连接的充电器控制部启动，充电器控制部对充电器进行控制，使得从外部电源使电池充电。另外，本发明的第二发明的电动车辆具备：充电电路，其包括能够从外部电源充电的电池、通过电力线与电池连接的充电器、以及通过电力线连接在充电器和电池之间的开关；充电器控制部，其对充电器进行控制；电池控制部，其对电池的状态进行监视；行驶用电机，其通过从电池供给电力而进行驱动；继电器，其通过电力线连接在行驶用电机和电池之间；以及车辆控制部，其在从外部电源对电池进行充电的情况下使继电器断开，在驱动行驶用电机的情况下使继电器导通，电池控制部是在电压信号被输入到了电池控制部的情况下启动的电池控制部，包括：电池状态判定单元，其在电池控制部启动后，判定电池的状态是否满足可充电条件；启动单元，其在通过电池状态判定单元判定为电池的状态满足可充电条件的情况下，使通过信号线与电池控制部连接的开关导通，使通过信号线与电池控制部连接的充电器控制部启动；以及充电电力确定用信号发送单元，其向充电器控制部发送表示电池状态、或者表示根据电池状态算出的应使电池充电的算出充电电力的充电电力确定用信号，充电器控制部对充电器进行控制，使得以根据充电电力确定用信号表示的电池状态算出的应使电池充电的算出充电电力、或者以充电电力确定用信号表示的算出充电电力从外部电源使电池充电。开关，例如包括系统继电器。另外，在本发明的电动车辆中优选，电池为多个电池，电池控制部是与各个电池对应、与充电器控制部进行通信的多个电池控制部，开关是通过电力线连接在各个电池和充电器之间的多个开关，充电器控制部对充电器进行控制，使得以根据从各个电池控制部发送来的电池状态算出的电池的算出充电电力、或者以从电池控制部发送来的算出充电电力从外部电源使各个电池充电。另外，在本发明的电动车辆中优选，多个电池控制部判定对应的电池的状态是否满足可充电条件，在仅使多个开关中的与判定为满足可充电条件的电池对应的开关导通之后，至少一个电池控制部向充电器控制部发送启动指令信号。另外，在本发明的电动车辆中优选，在从电池的外部电源充电时，使对电池的状态进行监视的电池控制部、以及对充电器进行控制的充电器控制部启动，使除了电池控制部和充电器控制部以外的控制部不启动。另外，在本发明的电动车辆中优选，具备在行驶时进行驱动的变换器或者升压转换器、以及通过电力线与电池之间连接的行驶时连接开关，作为通过电力线连接在电池和充电器之间的开关的充电时连接开关的电流容量，小于行驶时连接开关的电流容量小。行驶时连接开关例如包括系统继电器。另外，在本发明的电动车辆中，具备通过电力线连接在行驶时进行驱动的变换器或者升压转换器与电池之间的行驶时连接开关，作为通过电力线连接在电池和充电器之间的开关的充电时连接开关的电流容量小于行驶时连接开关的电流容量，在该结构中优选，充电时连接开关包括具有电流切断功能的MOS-FET、和与MOS-FET串联连接的系统继电器。另外，在本发明的电动车辆中，具备通过电力线连接在行驶时进行驱动的变换器或者升压转换器与电池之间的行驶时连接开关，作为通过电力线连接在电池和充电器之间的开关的充电时连接开关的电流容量小于行驶时连接开关的电流容量，在该结构中优选，具备在输入了表示在从外部电源充电时驾驶者能够操作的启动开关已导通这一情况的信号时使行驶时连接开关导通，另一方面在没有输入表示在从外部电源充电时启动开关已导通这一情况的信号时不使行驶时连接开关导通的行驶时连接开关控制部。另外，在本发明的电动车辆中，具备通过电力线连接在行驶时进行驱动的变换器或者升压转换器与电池之间的行驶时连接开关，作为通过电力线连接在电池和充电器之间的开关的充电时连接开关的电流容量小于行驶时连接开关的电流容量，在该结构中优选，具备在充电器启动时检测充电时连接开关具有的系统继电器有无熔敷的熔敷检测部。另外，在本发明的电动车辆中优选，具备用于对低压电池进行充电的2个电力变换部，2个电力变换部的一个电力变换部搭载于充电器内，仅在从外部电源充电时启动，2个电力变换部的另一个电力变换部仅在车辆行驶时启动，一个电力变换部的输出容量比另一个的电力变换部的输出容量小，并且具备电力变换部控制单元，所述电力变换部控制单元在输入了表示在从外部电源充电时驾驶者能够操作的启动开关已导通这一情况的信号时，对另一个电力变换部进行驱动，使一个电力变换部的驱动停止。电力变换部设为DC/DC转换器或者AC/DC转换器。另外，本发明的第三发明的电动车辆的充电控制方法是如下电动车辆的充电控制方法，所述电动车辆具备：充电电路，其包括能够从外部电源充电的电池、通过电力线与电池连接的充电器、以及通过电力线连接在充电器和电池之间连接的开关，所述电池在车辆行驶时向行驶用电机供给电力、在从外部电源充电时与行驶用电机断开；充电器控制部，其对充电器进行控制；以及电池控制部，其对电池的状态进行监视，所述充电控制方法包括：在电压信号被输入到了电池控制部的情况下电池控制部启动的步骤；在电池控制部启动后，电池控制部判定电池的状态是否满足可充电条件的步骤；在通过电池控制部判定为电池的状态满足可充电条件的情况下，使通过信号线与电池控制部连接的开关导通，使通过信号线与电池控制部连接的充电器控制部启动的步骤；以及充电器控制部对充电器进行控制，使得从外部电源使电池充电的步骤。另外，本发明的第四发明的电动车辆的充电控制方法是如下电动车辆的充电控制方法，所述电动车辆具备：充电电路，其包括能够从外部电源充电的电池、通过电力线与电池连接的充电器、以及通过电力线连接在充电器和电池之间的开关；充电器控制部，其对充电器进行控制；电池控制部，其对电池的状态进行监视；继电器，其通过电力线连接在行驶用电机和电池之间；以及车辆控制部，其在从外部电源对电池进行充电的情况下使继电器断开，在驱动行驶用电机的情况下使继电器导通，所述充电控制方法包括：在电压信号被输入到了电池控制部的情况下电池控制部启动的步骤；在电池控制部启动后，电池控制部判定电池的状态是否满足可充电条件的步骤；在通过电池控制部判定为电池的状态满足可充电条件的情况下，使通过信号线与电池控制部连接的开关导通，使通过信号线与电池控制部连接的充电器控制部启动的步骤；电池控制部向充电器控制部发送表示电池状态、或者表示根据电池状态算出的应使电池充电的算出充电电力的充电电力确定用信号的步骤；以及充电器控制部对充电器进行控制，使得以根据充电电力确定用信号表示的电池状态算出的应使电池充电的算出充电电力、或者以充电电力确定用信号表示的算出充电电力从外部电源使电池充电的步骤。另外，在本发明的电动车辆的充电控制方法中优选，电池为多个电池，电池控制部是与各个电池对应、与充电器控制部进行通信的多个电池控制部，开关是通过电力线连接在各个电池和充电器之间的多个开关，所述充电控制方法包括：充电器控制部对充电器进行控制，使得以根据从各个电池控制部发送来的电池状态算出的电池的算出充电电力、或者以从电池控制部发送来的算出充电电力从外部电源使各个电池充电的步骤。另外，在本发明的电动车辆的充电控制方法中优选，包括：多个电池控制部判定对应的电池的状态是否满足可充电条件，在仅使多个开关中的与判定为满足可充电条件的电池对应的开关导通之后，至少一个电池控制部向充电器控制部发送启动指令信号的步骤。根据本发明的第二发明的电动车辆以及第四发明的电动车辆的充电控制方法，在具备能够从外部电源充电的电池、充电器、对充电器进行控制的充电器控制部、对电池的状态进行监视的电池控制部的电动车辆中，能够减少充电时的能量损失、使充电效率提高。即，根据本发明的电动车辆，在充电时，在向电池控制部输入了电压信号的情况下电池控制部启动，在通过电池状态判定单元判定为电池的状态满足可充电条件的情况下，通过启动单元使开关导通，充电器控制部启动，充电器控制部对充电器进行控制，使得以根据从充电电力确定用信号发送单元发送来的电池状态算出的算出充电电力、或者以从充电电力确定用信号发送单元发送来的算出充电电力，从外部电源使电池充电。因此，能够在从外部电源充电时防止充电器控制部不必要地启动，减少充电时的能量损失，使充电效率提高。另外，根据本发明的第二发明的电动车辆以及第四发明的电动车辆的充电控制方法，由于具备通过电力线连接在行驶用电机和电池之间的继电器、以及在从外部电源对电池进行充电的情况下使继电器断开、而在驱动行驶用电机的情况下使继电器导通的车辆控制部，因此能够更高效地进行从外部电源的充电。即，在从外部电源充电时，在向电池控制部输入了电压信号的情况下电池控制部启动，在通过电池状态判定单元判定为电池的状态满足可充电条件的情况下充电器控制部启动，但由于连接在行驶用电机和电池之间的继电器断开，因此可以使通过继电器而与行驶用电机侧连接、驱动变换器等的行驶用电机驱动用的系统不启动。因此，能够谋求充电时的省电化，使充电效率提高。另一方面，在行驶时，由于连接在行驶用电机和电池之间的继电器导通，因此将来自电池的电力供给至行驶用电机侧，在车辆中，能够进行使用行驶用电机的行驶。另外，电池为多个电池，电池控制部是与各个电池对应、与充电器控制部进行通信的多个电池控制部，开关是通过电力线连接在各个电池和充电器之间的多个开关，充电器控制部对充电器进行控制使得以根据从各个电池控制部发送来的电池状态算出的电池的算出充电电力、或者以从电池控制部发送来的算出充电电力从外部电源使各个电池充电，根据上述结构，为能够在车辆行驶时同时高效率地使用多个电池的结构，能够高效地从外部电源充电。另外，在本发明的电动车辆中，具备连接在行驶时进行驱动的变换器或者升压转换器与电池之间的行驶时连接开关，作为通过电力线连接在电池和充电器之间的开关的充电时连接开关的电流容量比行驶时连接开关的电流容量小，在该结构中优选，充电时连接开关包括具有电流切断功能的MOS-FET、以及与MOS-FET串联连接的系统继电器，根据上述结构，可以使系统继电器不具有电流切断功能，通过系统继电器的小型化和低损失化，能够使充电效率提高。另外，在本发明的电动车辆中，具备连接在行驶时进行驱动的变换器或者DC/DC转换器和电池之间的行驶时连接开关，作为通过电力线连接在电池和充电器之间的开关的充电时连接开关的电流容量比行驶时连接开关的电流容量小，在该结构中，具备行驶时连接开关控制单元，该行驶时连接开关控制单元在输入了表示从外部电源充电时驾驶者能够操作的启动开关已导通这一情况的信号时，使行驶时连接开关导通，另一方面，在没有输入表示从外部电源充电时启动开关已导通这一情况的信号时，使行驶时连接开关不导通，根据上述结构，能够抑制在充电期间对行驶时进行驱动的电动转向装置等的车载装置施加高压电压。附图说明图1是表示本发明第一实施方式的混合动力车辆的构成的框图。图2是表示图1的一部分结构的电路的图。图3是表示包括图2的功率控制单元的电路的图。图4是详细地表示图2的电池ECU的构成的框图。图5是用于说明本发明第一实施方式的混合动力车辆的充电控制方法的流程图。图6是用于说明本发明第二实施方式的混合动力车辆的充电控制方法的流程图。图7是在本发明的第三实施方式中，表示混合动力车辆的一部分结构的电路的图。图8是在图7的一部分电路中，用于说明信号收发路径的图。图9是在本发明的第四实施方式中，表示混合动力车辆的一部分结构的电路的图。图10是在本发明的第四实施方式中，表示各电池ECU的结构的框图。图11是在作为本发明涉及的电动车辆的混合动力车辆中，表示对多个高压电池进行外部充电的结构的概略电路图。标号说明10混合动力车辆；12发动机；14发电机(MG1)；16行驶用电机(MG2)；18电机控制部；20车辆控制部；22功率控制单元(PCU)；24升降压转换器；26发电机用变换器(MG1用变换器)；28行驶电机用变换器(MG2用变换器)；30第一电容器；32第二电容器；34继电器；36高压电池；38外部电源；40充电电路；42电池ECU；44低压电池；46插头；48高压系统电缆；50充电连接器；51充电入口(inlet)；52充电器单元；54充电时连接开关；56车体；58 CCID；60充电器；62充电器ECU；64高压系统电缆；68电池状态判定单元；69 DC/DC转换器；70开关连接充电器ECU启动单元；72充电电力确定用信号发送单元；74、76高压电池；78、80充电时连接开关；82、84电池ECU；86行驶时连接开关；88AC/DC转换器；92熔敷检测单元；94电力变换部控制单元；96第一整流电路部；98第二整流电路部；100充电器；102开关电路部；104电压变换部；106电力线；108、110、112、114、116信号线。具体实施方式[第一实施方式]以下，参照附图详细说明本发明的实施方式。图1至图4表示本发明实施方式的第一例。图1是表示本实施方式的混合动力车辆的结构的框图。图2是表示图1的一部分结构的电路的图。图3是表示包括功率控制单元的电路的图。图4是详细地表示图2的电池ECU的结构的框图。图5是用于说明本实施方式的混合动力车辆的充电控制方法的流程图。在本实施方式中，对将本发明的电动车辆应用于至少将发动机和行驶用电机中的一方作为行驶用动力源进行行驶的电动车辆即混合动力车辆的情况进行说明。但是，本发明不限定于这样的结构，也可以应用于仅将行驶用电机作为行驶用动力源使电动车辆行驶的电气汽车的情况。如图1所示，作为本实施方式的电动车辆的混合动力车辆10具备：发动机12、作为第一电动发电机的发电机(MG1)14、作为第二电动发电机的行驶用电机(MG2)16，发电机14和行驶用电机16通过电机控制部18对驱动进行控制。另外，混合动力车辆10具备车辆控制部20，基于从未作图示的加速器开度传感器、变速杆位置传感器、车速传感器等输入的信号，向发动机12输出控制信号，并且向电机控制部18输出与用于向发电机14和行驶用电机16输出的转距指令值对应的信号。并且，在发动机12和行驶用电机16中，至少将一方作为行驶用动力源，对未作图示的车轮进行驱动。发电机14为三相交流电机，也能够作为发动机12启动用电机使用。另外，行驶用电机16为三相交流电机，并且，能够作为发电机使用，即能够用于电力再生。在本说明书及权利要求的整体中，为方便起见将“行驶用电机”和“发电机”进行了区分，但在本实施方式中，都是具备双方的功能的电动发电机。但是，在本发明中，“行驶用电机”也可以使用仅具有电动机功能的装置。另外，对于发电机14和行驶用电机16的驱动状态，通过电机控制部18经由功率控制单元(PCU)22进行控制。如图3所示，功率控制单元22具有升降压转换器24。即，功率控制单元22具有发电机用变换器(MG1用变换器(inverter))26、行驶用电机变换器(MG2用变换器)28、升降压转换器24、第一电容器30以及第二电容器32。另外，在高压电池36和第一电容器的两端之间连接的正极线和负极线上分别连接行驶时连接开关、即通过车辆控制部20或者电机控制部18控制开闭的继电器34。电机控制部18(图1)分别向变换器26、28输出发电机14和行驶用电机16的驱动控制信号，变换器26、28分别基于驱动控制信号对发电机14和行驶用电机16进行驱动。升降压转换器24能够使从搭载于混合动力车辆10(图1)的高压电池36经由第一电容器30供给来的直流电压升压，并且供给至第二电容器32。继电器34根据来自电机控制部18或者车辆控制部20(图1)的信号而进行导通或者断开。另外，升降压转换器24具有如下功能：与来自电机控制部18(图1)的信号对应地，并与未作图示的晶体管等的开关元件的导通时间和断开时间对应地，使直流电压升压，并供给至第二电容器32。第二电容器32使来自升降压转换器24的直流电压平滑化，将平滑化后的直流电压供给至发电机用变换器26和行驶电机用变换器28。当被供给来自第二电容器32的直流电压时，发电机用变换器26基于与来自电机控制部18(图1)的转距指令值对应的信号，将直流电压变换成交流电压，对发电机14进行驱动。另外，当被供给来自第二电容器32的直流电压时，行驶电机用变换器28基于与来自电机控制部18的转距指令值对应的信号，将直流电压变换成交流电压，对行驶用电机16进行驱动。另一方面，发电机用变换器26基于来自电机控制部18(图1)的信号将通过发电机14发电产生的交流电压变换成直流电压，并将该变换后的直流电压经由第二电容器32供给至升降压转换器24。另外，行驶电机用变换器28在混合动力车辆10(图1)的再生制动时，基于来自电机控制部18的信号将通过行驶用电机16发电产生的交流电压变换成直流电压，并将该变换后的直流电压经由第二电容器32供给升降压转换器24。这样被供给到升降压转换器24的直流电压，经由第一电容器30被供给至高压电池36，使高压电池36充电。如图1所示，发动机12、车辆控制部20、电机控制部18、以及动力控制单元22分别通过信号线108连接。如图1、图2所示，高压电池36能够从作为商用电源、且作为交流电源的外部电源38(图2)进行充电。即，高压电池36能够向行驶用电机16供给电力，并且，能够从外部电源38进行充电。高压电池36的电压例如为200V等。另外，如图1所示，本实施方式的混合动力车辆10具备：充电电路40、作为对高压电池36的状态进行监视的电池控制部的电池ECU42、以及辅机用的低压电池44(图2)。另外，充电电路40具有：能够与外部电源38(图2)连接的插头46、插头46连接的高压系统电缆48、与高压系统电缆48连接的充电连接器50、作为能够与充电连接器50连接的充电口的充电入口51(图2)、与充电入口51连接的充电器单元52、以及连接在高压电池36和充电器单元52之间的充电时连接开关54。如图1所示，功率控制单元22与发电机14及行驶用电机16之间、以及、功率控制单元22、继电器34、高压电池36、充电时连接开关54和充电器单元52之间、充电器单元52和充电入口51之间、充电连接器50和插头46之间，分别通过被称为功率(power)线的电力线106进行连接。高压系统电缆48构成电力线106。如图2所示，当与设置于车体56的充电入口51连接时，充电连接器50经由从车体56向外部导出的高压系统电缆48和插头46与外部电源38连接。在此，充电入口51是用于从车辆外部的外部电源38接受充电电力的电力接口。另外，充电连接器50在与外部电源38连接的情况下向电池ECU42输出作为电压信号的CPLT。在此，CPLT是通过CCID(ChargingCircuit Interrupt Device，充电电路中断装置)58具有的CPLT生成部、例如控制引导电路(未作图示)生成的电压信号，经由充电连接器50而被输出到电池ECU42，被输入到电池ECU42的I/O，由此，向电池ECU42的I/O施加电压，包括开关连接充电器ECU启动单元70(图4)的电池ECU42启动。CCID58还具有漏电检测单元。也可以不在CCID58中生成CPLT，而通过充电连接器50直接生成CPLT。因此，CCID58或者充电连接器50具有CPLT生成部，CPLT生成部具有如下功能：在连接了外部电源38和插头46的情况下通过从外部电源38供给电力而进行动作，产生CPLT。CPLT生成部也可以在充电连接器50和充电入口51连接的情况下，基于按每条充电电缆决定的额定电流而设定的占空因数(工作(on duty)宽度相对于振荡周期的比例)来振荡产生CPLT，向电池ECU42通知额定电流。CCID58和充电连接器50通过未作图示的信号线连接，将由CCID58发送来的CPLT经由充电连接器50、充电入口51输出到电池ECU42。作为与本实施方式不同的实施方式，可以将CCID58内置在车内，进行向车辆拉入连接有插头46的高压系统电缆48以及拉出该高压系统电缆48，在从CCID58向电池ECU42输出CPLT的电动车辆中，也可以采用与本实施方式同样的结构。在该情况下，可以省略充电连接器50和充电入口51，经由电力线将CCID58连接到充电器单元52。例如，在电动车辆中，也可以在车体设置能够进行高压系统电缆48的缠绕、或者拉入的收容部。在充电时，将高压系统电缆48从车体拉出到外侧，将插头46与外部电源38连接。另外，在本实施方式中，充电器单元52具有充电器60、以及作为对充电器60进行控制的充电器控制部的充电器ECU62，通过构成电力线106的高压系统电缆64使充电连接器50和充电器60连接。充电器60具有将从充电连接器50输入的交流电流变换成直流电流的、未作图示的AC/DC转换器。另外，充电时连接开关54具备相互并联连接的2个系统继电器S1a、S1b、相对于各系统继电器S1a、S1b串联连接的具有电流切断功能的半导体开关元件M1。在2个系统继电器S1a、S1b的一侧的系统继电器S1a上串联连接电阻。2个系统继电器S1a、S1b例如仅使一方连接，使另一方切断。另外，半导体开关元件M1例如为MOS-FET，作为用于进行电流切断，各系统继电器S1a、S1b作为用于断开物理电路。通过从电池ECU42输入连接指令信号，充电时连接开关54使2个系统继电器S1a、S1b的一个的系统继电器S1a(或者S1b)和半导体开关元件M1连接。另外，电池ECU42分别通过作为低压系统电缆的信号线116、112、110、114与充电连接器50、充电时连接开关54、高压电池36、以及充电器ECU62连接。电池ECU42在启动后，从设置于高压电池36侧的传感器输入表示高压电池36的温度、电流值、电压值等的检测信号，根据输入的检测信号对作为电池的状态的高压电池36的充电量的SOC(state ofcharge)进行推定、监视。SOC表示高压电池36中的当前的充电量相对于满充电量的比例，例如将其单位规定为％。另外，电池ECU42在判定为高压电池36的状态、例如SOC、高压电池36的温度、高压电池36有无漏电等的状态满足预先设定的可充电条件的情况下，通过向充电时连接开关54输出连接指令信号，使充电时连接开关54连接，使充电器ECU62启动，向充电器ECU62发送表示电池状态的信号。即，如图4所示，电池ECU42具有电池状态判定单元68、开关连接充电器ECU启动单元70、以及充电电力确定用信号发送单元72。如图2所示，对于电池ECU42，CPLT从充电连接器50经由充电入口51而被输入到电池ECU42，通过向电池ECU42施加电压进行启动，在电池ECU42启动后，代替充电连接器50而从低压电池44接受电力的供给。即，在外部电源38连接插头46、并将充电连接器50插入充电入口51的情况下、即在进行了连接的情况下，将充电连接器50发送的CPLT作为触发，使在车辆行驶时也启动的电池ECU42启动。低压电池44的电压例如为12V等，比高压电池36的电压低。另外，低压电池44的正极线和负极线与功率控制单元22和高压电池36之间，经由DC/DC转换器69进行连接。DC/DC转换器69的电力容量小于升降压转换器24(图3)的电力容量。反言之，构成升降压转换器24的晶体管等的开关元件，使用具有如下性能的元件，即能耐受同时与升降压转换器24连接、并供给电力的设备的数量比DC/DC转换器69的情况下的数量多的使用。另外，图2所示的DC/DC转换器69能够将从200V等的高压电池36供给来的直流电压变换成12V等的直流电压、并供给至低压电池44。与此相对，图3所示的升降压转换器24能够将从200V等的高压电池36供给来的直流电压变换为例如200V到650V等的高压的大范围的直流电压，并供给至行驶用电机16等的负载。另外，电池状态判定单元68(图4)在电池ECU42启动后，对高压电池36的状态进行监视，判定高压电池36的状态是否满足所有预先设定的可充电条件。例如，可充电条件为高压电池36不漏电、高压电池36的温度在作为基准的范围内、高压电池36的SOC在作为基准的范围内、高压电池36正常发挥功能等。开关连接充电器ECU启动单元70(图4)，在通过电池状态判定单元68(图4)判定为电池状态满足所有可充电条件的情况下，通过向充电时连接开关54输出连接指令信号，使充电时连接开关54连接，使充电器ECU62启动。充电器ECU62为通过来自高压电池36的电压进行驱动的高压系统ECU。另外，充电电力确定用信号发送单元72(图4)，向充电器ECU62发送表示作为电池状态的高压电池36的SOC的推定值的充电电力驱动用信号。电池ECU42为在车辆行驶时启动的ECU(electric control unit，电子控制单元)，存储部中存储有包括行驶时的高压电池36的信息的、即行驶时的高压电池36的状态。与此相对，充电器ECU62在车辆行驶期间不启动。即，在高压电池36从外部电源38充电时，在车辆侧，使电池ECU42和充电器ECU启动，使作为除了电池ECU42和充电器ECU62以外的控制部的ECU不启动。当通过电池ECU42而被启动时，充电器ECU62根据从充电电力驱动用信号发送单元72(图4)发送来的充电电力确定用信号表示的高压电池36的SCO，算出、即确定出应向高压电池36充电的电力即算出充电电力。充电器ECU62在确定高压电池36的算出充电电力时，也可以根据高压电池36的SOC、以及高压电池36的温度确定算出充电电力。另外，充电器ECU62对充电器60具有的AC/DC转换器进行控制，使得以所确定的算出充电电力从外部电源38使高压电池36充电。另外，车辆控制部20(图1)对继电器34进行控制，使得在从外部电源38使高压电池36充电的情况下使继电器34(图1至图3)断开，在对行驶用电机16进行驱动的情况下使继电器34导通。例如，车辆控制部20在车辆启动时、即在与点火(ignition)开关对应的未作图示的启动开关的导通时使继电器34连接。另外，如图1所示，电池ECU42和高压电池36之间通过信号线110连接，电池ECU42和充电时连接开关54之间通过信号线112连接，电池ECU42和充电器ECU之间通过信号线114连接，电池ECU42和充电连接器50之间通过信号线116连接。在这样的混合动力车辆10中，通过使用图5的流程图说明的充电控制方法对作为高压电池36从外部的充电的外部充电进行控制。在以下的说明中，对与图1至图4示出的要素相同的要素标记相同的标号进行说明。如图5的流程图所示，在外部充电时，首先，在步骤S1中，当充电连接器50和外部电源38连接时，通过CCID58或者充电连接器50具有的CPLT生成部来生成CPLT。接着，在步骤S2中，当充电连接器50与充电入口51连接时，从充电连接器50经由充电入口51，通过信号线116向电池ECU42输出作为电压信号的CPLT。另外，在步骤S2中，当从充电连接器50输出的CPLT被输入到电池ECU42时，电池ECU42启动。另外，在步骤S3中，电池状态判定单元68在电池ECU42启动后，基于通过信号线110从高压电池36发送来的信号，判定高压电池36的状态是否满足所有可充电条件。另外，在步骤S4中，开关连接充电器ECU启动单元70在通过电池状态判定单元68判定为满足所有的可充电条件的情况下，通过信号线112向充电时连接开关54发送连接指令信号，使充电时连接开关54连接，通过信号线114向充电器ECU62发送启动指令信号，使充电器ECU62启动。另外，在步骤S5中，充电电力确定用信号发送单元72通过信号线114从电池ECU42向充电器ECU62发送表示作为电池状态的高压电池36的SOC的充电电力确定用信号。然后，在步骤S6中，充电器ECU62根据充电电力确定用信号表示的高压电池36的SOC算出作为应在高压电池36进行充电的充电电力的算出充电电力，在步骤S7中，充电器ECU62对充电器60进行控制，使得以所算出的算出充电电力从外部电源38对高压电池36进行充电。即，在完成了利用算出充电电力对高压电池36进行充电的情况下，充电器ECU62利用充电器60具有的AC/DC转换器将从外部电源38输入到高压电池36侧的电流切断。根据这样的本实施方式的混合动力车辆以及混合动力车辆的充电控制方法，在具备能够从外部电源38充电的电池36、充电器60、对充电器60进行控制的充电器ECU62、以及对高压电池36的状态进行监视的电池ECU42的混合动力车辆中，能够减少充电时的能量损失、使充电效率提高。即，根据本实施方式的混合动力车辆，在充电时，在从充电连接器50向电池ECU42输入了作为电压信号的CPLT的情况下电池ECU42启动，在通过电池状态判定单元68判定为高压电池36的状态满足可充电条件的情况下，通过开关连接充电器控制部启动单元70使充电器连接开关54导通，充电器ECU62启动。另外，充电器ECU62对充电器60进行控制，使得以根据从充电电力确定用信号发送单元72发送来的SOC算出的高压电池36的算出充电电力从外部电源38使高压电池36充电。因此，能够在从外部电源38充电时防止充电器ECU62不必要地启动，减少充电时的能量损失，使充电效率提高。另外，根据本实施方式的混合动力车辆，具备通过电力线连接在行驶用电机16和高压电池36之间的继电器34、以及在从外部电源38对高压电池36进行充电的情况下使继电器34断开、在对行驶用电机16进行驱动的情况下使继电器34导通的车辆控制部20。因此，能够更高效率地进行来自外部电源38的充电。即，在从外部电源38充电时，在从充电连接器50向电池ECU42输入了作为电压信号的CPLT的情况下电池ECU42启动，在通过电池状态判定单元68判定为高压电池36的状态满足可充电条件的情况下充电器ECU62启动，但连接在行驶用电机16和高压电池36之间的继电器34断开。因此，可以使相比于继电器34连接在更靠近行驶用电机16一侧、对升降压转换器24、变换器26、28进行驱动等的行驶用电机16驱动用的系统不启动。因此，能够谋求充电时的省电力化、使充电效率提高。另一方面，在行驶时，由于连接在行驶用电机16和高压电池36之间的继电器34导通，因此能够将来自高压电池36的电力供给行驶用电机16一侧，在车辆中，进行使用行驶用电机16的行驶。另外，在从外部电源38充电时，为了变换来自外部电源38的电压，使用行驶时不使用的电力容量小的AC/DC转换器即可，可以不使用行驶时使用的升降压转换器24(图3)等。因此，能谋求减少充电时的能量消耗，有效地地进行充电。另外，充电时连接开关54具备系统继电器S1a、S1b、以及相对于系统继电器S1a、S1b串联连接的具有电流切断功能的半导体系统开关元件M1，因此，可以使系统继电器S1a、S1b不具备电流切断功能，能够通过系统继电器S1a、S1b的小型化和低损失化，使充电效率提高。[第二实施方式]图6是用于说明本发明的第二实施方式的混合动力车辆的充电控制方法的流程图。在上述的第一实施方式中，如参照图1那样，对下述情况进行了说明，即电池ECU42向充电器ECU62发送表示作为电池状态的高压电池36的SOC的信号，充电器ECU62根据高压电池36的SOC算出高压电池36的算出充电电力，对充电器60进行控制使得利用算出充电电力使高压电池36充电。在以下的说明中，对与上述的图1至图4示出的要素同等的要素标记相同的标号进行说明。在本实施方式中，如图6所示，当在步骤4中电池ECU42的开关连接充电器ECU启动单元70使充电器ECU62启动时，在步骤S5中，开关连接充电器ECU启动单元70根据高压电池36的SOC算出作为应在高压电池36中进行充电的充电电力的算出充电电力，将表示算出充电电力的充电电力确定用信号发送给充电器ECU62。在步骤S6中，充电器ECU62对充电器60进行控制，使得利用充电电力确定用信号表示的算出充电电力使高压电池36充电。这样的算出充电电力的算出，也可以不是由充电器ECU62执行，而是通过电池ECU42来执行。关于其他的结构以及作用，与上述的第一实施方式是同样的，因此省略重复的图示和说明。在本实施方式中，电池ECU42也可以设为如下构成：在判定为高压电池36满足可充电条件之后，在电池ECU42使充电器ECU62启动之前，通过电池ECU42算出算出充电电力。[第三实施方式]图7是在本发明的第三实施方式中表示混合动力车辆的一部分结构的电路的图。图8是在图7的一部分的电路中用于说明信号收发路径的图。本实施方式的混合动力车辆，作为行驶用电机16以及发电机14的驱动用部件，搭载有多个高压电池36、74、76。多个高压电池36、74、76中，2个高压电池36、74是在车辆制造商一侧作为标准装备搭载于混合动力车辆的电池，其余的一个高压电池76是用户能够选择作为选件搭载于车辆的选件电池。在以下的说明中，对在混合动力车辆中搭载三个高压电池36、74、76的情况进行说明，但是即使在将2个高压电池、或者4个以上的高压电池搭载于车辆的情况下也能同样地实施。在车辆行驶时，在多个高压电池36、74、76中能够同时或者选择地从多个高压电池36、74、76经由升降压转换器24向行驶用电机16或者发电机14供给电力。另外，本实施方式的混合动力车辆具备连接在各高压电池36、74、76和充电器60之间的多个充电时连接开关54、78、80、以及作为对各高压电池36、74、76进行控制的电池控制部的多个电池ECU42、82、84。各充电时连接开关与上述的第一实施方式的情况同样地，具有各自2个的系统继电器S1a、S1b、S2a、S2b、S3a、S3b和半导体开关元件M1、M2、M3。各电池ECU42、82、84与上述的图4示出的第一实施方式的情况同样地，具有电池状态判定单元68、开关连接充电器ECU启动单元70、充电电力确定用信号发送单元72。另外，能够通过低压电池44向多个电池ECU42、82、84供给电力。另外，各电池ECU42、82、84与各个高压电池36、74、76对应，与充电器ECU62进行通信。各电池状态判定单元68(参照图4)判定对应的高压电池36、74、76的状态是否满足所有可充电条件。另外，各开关连接充电器ECU启动单元70在仅使多个充电时连接开关54、78、80中的与通过电池状态判定单元68判定为满足所有可充电条件的高压电池36、74、76对应的充电时连接开关54、78、80连接之后，至少一个电池ECU42、82、84具有的开关连接充电器ECU启动单元70向充电器ECU62发送启动指令信号，使充电器ECU62启动。充电器ECU62根据从各个电池ECU42、82、84发送来的信号表示的电池状态即高压电池36、74、76的SOC，算出各个高压电池36、74、76的算出充电电力，对充电器进行控制，使得利用算出充电电力从外部电源38使各个高压电池36、74、76充电。在这样的混合动力车辆的充电控制方法中，与上述的图5示出的第一实施方式同样地，从充电连接器50分别向多个电池ECU42、82、84输出作为电压信号的CPLT(参照图2)。另外，当从充电连接器50向各电池ECU42、82、84具有的电池ECU42、82、84(参照图4)输入CPLT时，各电池ECU42、82、84启动。另外，电池状态判定单元68在电池ECU42、82、84启动后，判定对应的高压电池36、74、76的状态是否满足所有可充电条件，在判定为满足所有可充电条件的情况下，对应的开关连接充电器ECU启动单元70只向与被判定为满足可充电条件的高压电池36、74、76对应的充电时连接开关54、78、80发送连接指令信号，在使充电时连接开关54、78、80连接之后，至少一个开关连接充电器ECU启动单元70向充电器ECU62发送启动指令信号，使充电器ECU62启动。在该情况下，充电器ECU62是根据从任一个电池ECU42、82、84最先发送来的启动指令信号而启动的结构即可，在多个开关连接充电器ECU启动单元70全部发送了启动指令信号的情况下，充电器ECU62也可以是在接受了最先发送来的启动指令信号的情况下启动的结构。另外，与判定为满足可充电条件的高压电池36、74、76对应的电池ECU42、82、84具有的充电电力确定用信号发送单元72(图4)，从电池ECU42、82、84向充电器ECU62发送表示作为电池状态的高压电池36、74、76的SOC的信号。并且，充电器ECU62根据高压电池36、74、76的SOC算出高压电池36、74、76的算出充电电力，对充电器60进行控制，使得利用算出充电电力从外部电源38使满足可充电条件的高压电池36、74、76充电。根据这样的本实施方式，多个电池ECU42、82、84分别与多个高压电池36、74、76对应，与充电器ECU62进行通信，充电时连接开关54、78、80分别连接在高压电池36、74、76和充电器60之间。另外，充电器ECU62根据从与被判定为满足可充电条件的高压电池36、74、76对应的电池ECU42、82、84发送来的充电电力确定用信号表示的电池状态算出各个高压电池36、74、76的算出充电电力，对充电器60进行控制，使得利用算出充电电力从外部电源38使满足可充电条件的高压电池36、74、76充电。因此，通过能够在混合动力车辆行驶时同时高效率地使用多个高压电池36、74、76的结构，能够从外部电源38进行效率好的充电。关于其他的结构和作用，与上述的图1至图5示出的第一实施方式是同样的，因此对同等部分标记相同符号、省略重复的图示和说明。在本实施方式中，也可以为如下结构：不是所有各电池ECU42、82、84对所对应的高压电池36、74、76的电池状态进行监视、使充电时连接开关54、78、80连接、使充电器ECU62启动、向充电器ECU62发送表示电池状态的信号。在该情况下，例如，也可以通过CANbus网络在多个电池ECU42、82、84的一个电池ECU42上连接其余的2个电池ECU82、84，一个电池ECU42对其余的电池ECU82、84进行合并控制。在该情况下，在各电池ECU42、82、84使行驶时的高压电池36、74、76的电池状态作为履历来存储，一个电池ECU42读出其余的2个电池ECU82、84的履历。一个电池ECU42基于该履历，选择能够充电的高压电池36、74、76，使与所选择的高压电池36、74、76对应的充电时连接开关54、78、80连接，使充电器ECU62启动。一个电池ECU42、82、84将表示所选择的高压电池36、74、76的电池状态的履历的信号发送到充电器ECU62，充电器ECU62对充电器60进行控制，使得利用所确定的充电电力从外部电源38使所选择的高压电池36、74、76充电。在这样的结构的情况也和本实施方式的情况同样地，能够从外部电源38高效率地进行充电。[第四实施方式]图9是在本发明的第四实施方式中表示混合动力车辆的一部分结构的电路的图。图10是在本实施方式中表示各电池ECU的结构的框图。在本实施方式中，在上述的图7至图8示出的第三实施方式中，在升降压转换器24和多个高压电池36、74、76之间连接有在车辆启动时、即在与点火开关对应的未作图示的启动开关导通时连接的行驶时连接开关86。在图示的例子中，行驶时连接开关86与构成连接在各高压电池36、74、76和充电器单元52之间的充电时连接开关54、78、80的半导体开关元件S1a、S1b、S2a、S2b、S3a、S3b同样地，具有连接在各高压电池36、74、76的正极侧或者负极侧与功率控制单元22之间的系统继电器SA、SB。另外，在各高压电池36、74、76的负极侧或者正极侧与功率控制单元22之间连接有系统继电器SC。另外，充电时连接开关54、78、80的电流容量比行驶时连接开关86的电流容量小。另外，车辆控制部20(参照图1)对行驶时连接开关86进行控制，使得在从外部电源(参照图2)使高压电池36、74、76充电的情况下使作为继电器的行驶时连接开关86断开，在对行驶用电机16(参照图1等)进行驱动的情况下使行驶时连接开关86导通。另外，使DC/DC转换器69与低压电池44连接，在车辆行驶时等，从发电机14或者行驶用电机16(参照图1等)经由变换器26、28(参照图3)供给来的高压电压在通过DC/DC转换器69进行降压后，被供给至低压电池44，进行充电。另外，使充电器60具有的AC/DC转换器88与低压电池44连接，在从外部电源38(参照图2)对高压电池36、74、76充电时，来自外部电源38的电压在通过AC/DC转换器88进行降压之后，被供给至低压电池44，进行充电。AC/DC转换器88的输出电力容量比升降压转换器24(参照图3)的输出电力容量小。即，构成升降压转换器24的晶体管等的开关元件，使用具有如下性能的元件，即能耐受同时与升降压转换器24连接、供给电力的设备的数量比AC/DC转换器88的情况下的数量多的使用。与此相对，AC/DC转换器88使用供给电力的设备的数量比升降压转换器24的情况少、电力容量比升降压转换器24低的转换器。另外，AC/DC转换器88将从外部电源38供给来的100V等的高交流电压变换成12V等的低直流电压，供给至低压电池44。即，本实施方式的混合动力车辆具备作为用于对低压电池44进行充电的2个电力变换部的AC/DC转换器88、和升降压转换器24。另外，AC/DC转换器88搭载于充电器60内，仅在从外部电源38充电时启动。另外，升降压转换器24仅在车辆行驶时启动。另外，车辆控制部20(参照图1)具有未作图示的行驶时连接开关控制单元、以及溶覆检测单元。在以下的说明中，对与图9相同的要素标记相同的符号进行说明。行驶时连接开关控制单元在从外部电源38(参照图2)充电时，在输入了表示驾驶者能够操作的启动开关(未作图示)已导通这一情况的信号时，使行驶时连接开关86连接、即导通，另一方面，在未输入表示在从外部电源38充电时启动开关已导通这一情况的信号时，使行驶时连接开关86不连接、即断开。另外，溶覆检测单元在充电器60启动时，检测各充电时连接开关78具有的系统继电器S1a、S1b、S2a、S2b、S3a、S3b有无溶覆。例如，溶覆检测单元根据在向对应的充电时连接开关54、78、80输出了连接指令信号或者切断指令信号的情况下检测到的电流值，检测对应的充电时连接开关54、78、80有无溶覆。如本实施方式，在各充电时连接开关54、78、80具有各2个的系统继电器S1a、S1b、S2a、S2b、S3a、S3b的情况下，也能够错开通过溶覆检测单元92检测2个系统继电器S1a、S1b、S2a、S2b、S3a、S3b有无溶覆的时间点。例如，也可以在检测了串联连接有电阻的系统继电器S1a、S2a、S3a有无溶着之后，检测没有串联连接电阻的系统继电器S1b、S2b、S3b有无溶覆。另外，如图10所示，电池ECU42、82、84具有电力变换部控制单元94。电力变换部控制单元94在输入了表示在从外部电源38(参照图2)充电时驾驶者能够操作的启动开关已导通这一情况的信号时，对升降压转换器24(参照图3)进行驱动，使AC/DC转换器88的驱动停止。也可以为如下结构：在电池ECU42、82、84不具备电力变换部控制部94，而是对AC/DC转换器88和升降压转换器24进行控制的其他的控制部具有电力变换部控制单元94。在图示的例子中，在连接高压电池36和功率控制单元22的电力线中，在连接了系统继电器SC的电力线上连接DC/DC转换器69，但也可以在连接了系统继电器SB和系统继电器SC的电力线一侧连接DC/DC转换器69。在这样的本实施方式的混合动力车辆的情况下，在具备能够从外部电源38充电的电池36、74、76、充电器60、对充电器60进行控制的充电器ECU62、以及对高压电池36的状态进行监视的电池ECU42的混合动力车辆中，也能够减少充电时的能量损失，使充电效率提高。另外，即使是在高压电池36、74、76和行驶用电机16之间设置升降压转换器24的情况下，也能够实现如下的混合动力车辆：能够不经由升降压转换器24而从外部电源38进行高压电池36、74、76的充电，能够高效率地进行来自外部电源38充电。另外，具备行驶时连接开关控制单元，所述行驶时连接开关控制单元在从外部电源38充电时输入了表示驾驶者能够操作的启动开关已导通这一情况的信号的情况下，使行驶时连接开关86导通，另一方面，在从外部电源38充电时没有输入表示启动开关已导通这一情况的信号的情况下，使行驶时连接开关86不导通。因此，能够在充电期间抑制对行驶时进行驱动的电动转向装置等车载装置施加高压电压。另外，在由于搭载于车辆的空调装置等车载装置的动作等而需要向车载装置供给高压电力的情况下，能够通过启动开关的导通使行驶时连接开关86导通，向车载装置供给高压电池36、74、76的电力。但是，即使是该情况下，也在车辆停车期间进行控制使得行驶被禁止。例如，在变速杆位于P档位置的情况下，通过电机控制部18(参照图1)进行控制，使得不向行驶电机用变换器28(参照图3)发送选通信号。关于其他的结构以及作用，由于与上述的图7至图8示出的第三实施方式是同样的，因此对同等部分标记相同标号、省略重复的图示和说明。另外，搭载车载充电器的电动车辆中，也可以采用如下结构：具备12V等的低压电池充电用的DC/DC转换器等2个电力变换部，2个电力变换部的一个电力变换部搭载于充电器内，仅在从外部电源充电时启动，2个电力变换部的另一个电力变换部仅在车辆行驶时启动，一个电力变换部的输出容量比另一个电力变换部的输出容量小，还具备电力变换部控制单元，所述电力变换部控制单元在输入了表示从外部电源充电时驾驶者能够操作的启动开关已导通这一情况的信号时，对另一个电力变换部进行驱动，使一个电力变换部的驱动停止。图11是在作为本发明涉及的电动车辆的混合动力车辆中表示对多个高压电池进行外部充电的结构的概略电路图。图11所示的混合动力车辆具备从外部电源38进行充电的、搭载于车辆的多个(图示的例子的情况下是2个的)高压电池36、74、与高压电池36、74各自连接的第一整流电路部96、与外部电源38连接的第二整流电路部98、以及充电器100。充电器100具有与第二整流电路部98连接的开关电路部102、以及设置在开关电路部102和各第一整流电路部96之间的电压变换部104。开关电路部102例如由MOS-FET等半导体开关元件构成。另外，在第二整流电路部98和高压电池36、74之间，在第一整流电路部96和高压电池36、74之间，设置作为继电器的充电时连接开关54、78。与上述的各实施方式同样地，在连接了未作图示的充电连接器和外部电源38、充电连接器与充电入口(未作图示)连接的情况下，从充电连接器经由充电入口向未作图示的电池ECU发送电压信号，电池ECU启动。在从外部电源38对各高压电池36、74进行充电的情况下，通过第二整流电路部98和充电器100从交流电压变换成直流电压，升压后的电压被供给至各高压电池36、74，各高压电池36、74进行充电。另外，在图11所示的例子中，充电器100和多个高压电池36、74分别经由输出电缆进行连接。另外，在从外部电源38对高压电池36、74进行充电时，多个高压电池36、74中，利用变迁充电(成り行き充電)从外部电源38向电压最低的高压电池36(或者74)供给电力。根据这样的图11所示的混合动力车辆10，在充电器100中，能够只是通过对充电的导通和断开进行控制，容易地向充电电力不足的高压电池36、74供给充电电力。即，充电器100具有作为充电器控制部的充电器ECU62(参照图2等)，充电器ECU62或者作为电池控制部的电池ECU(未作图示)，对作为各高压电池36、74的电池状态的SOC进行监视，若SOC为预先设定的预定值以上，则以使开关电路部102的半导体开关元件断开的方式对充电的导通和断开进行控制，由此能够容易向充电电力不足的高压电池36、74供给充电电力。即，在图11所示的例子中，在通过外部电源38对高压电池36、74进行充电的情况下，阴时对多个高压电池36、74进行充电电力的分配，阳时不进行充电电力的分配。因此，在充电器100具有的充电器ECU62中不需要：根据电池状态确定高压电池36、74的充电电力，对充电器100进行控制，使得利用所确定的充电电力从外部电源38使高压电池36、74充电。关于其他的结构以及作用，与上述的图1至图5所示的第一实施方式是同样的，因此省略重复的说明以及图示。在图示的例子中，充电器100不包括第二整流电路部98，但充电器100也可以包括第二整流电路部98。 | 本发明提供一种电动车辆以及电动车辆的充电控制方法。在电动车辆中，在具备能够从外部电源充电的电池、充电器、对充电器进行控制的充电器控制部、以及对电池的状态进行监视的电池控制部的结构中，能够减少充电时的能量损失、使充电效率提高。作为电动车辆的混合动力车辆具备：包括与高压电池(36)连接的充电器(60)、以及连接在高压电池(36)和充电器(60)之间的充电时连接开关(54)的充电电路；充电器ECU(62)；以及电池ECU(42)。电池ECU(42)在输入了电压信号的情况下启动，在判定为高压电池(36)的状态满足可充电条件的情况下使充电时连接开关(54)连接，使充电器ECU(62)启动，向充电器ECU(62)发送表示电池状态的信号。 | CN:2009801371631A | https://patentimages.storage.googleapis.com/eb/4a/6f/cbecdd86a90472/CN102164771A.pdf | NaN | 市川真士 | Toyota Motor Corp | NaN | Not available | 2014-04-16 | 1.一种电动车辆，具备：, 充电电路，其包括能够从外部电源充电的电池、通过电力线与电池连接的充电器、以及通过电力线连接在充电器和电池之间的开关，所述电池在车辆行驶时向行驶用电机供给电力、在从外部电源充电时与行驶用电机断开；, 充电器控制部，其对充电器进行控制；以及, 电池控制部，其对电池的状态进行监视，, 电池控制部是在电压信号被输入到了电池控制部的情况下启动的电池控制部，包括：电池状态判定单元，其在电池控制部启动后，判定电池的状态是否满足可充电条件；和启动单元，其在通过电池状态判定单元判定为电池的状态满足可充电条件的情况下，使通过信号线与电池控制部连接的开关导通，使通过信号线与电池控制部连接的充电器控制部启动，, 充电器控制部对充电器进行控制，使得从外部电源使电池充电。, 2.一种电动车辆，具备：, 充电电路，其包括能够从外部电源充电的电池、通过电力线与电池连接的充电器、以及通过电力线连接在充电器和电池之间的开关；, 充电器控制部，其对充电器进行控制；, 电池控制部，其对电池的状态进行监视；, 行驶用电机，其通过从电池供给电力而进行驱动；, 继电器，其通过电力线连接在行驶用电机和电池之间；以及, 车辆控制部，其在从外部电源对电池进行充电的情况下使继电器断开，在驱动行驶用电机的情况下使继电器导通，, 电池控制部是在电压信号被输入到了电池控制部的情况下启动的电池控制部，包括：电池状态判定单元，其在电池控制部启动后，判定电池的状态是否满足可充电条件；启动单元，其在通过电池状态判定单元判定为电池的状态满足可充电条件的情况下，使通过信号线与电池控制部连接的开关导通，使通过信号线与电池控制部连接的充电器控制部启动；以及充电电力确定用信号发送单元，其向充电器控制部发送表示电池状态、或者表示根据电池状态算出的应使电池充电的算出充电电力的充电电力确定用信号，, 充电器控制部对充电器进行控制，使得以根据充电电力确定用信号表示的电池状态算出的应使电池充电的算出充电电力、或者以充电电力确定用信号表示的算出充电电力从外部电源使电池充电。, \n \n \n, 3.根据权利要求1或2所述的电动车辆，其中，, 电池为多个电池，, 电池控制部是与各个电池对应、与充电器控制部进行通信的多个电池控制部，, 开关是通过电力线连接在各个电池和充电器之间的多个开关，, 充电器控制部对充电器进行控制，使得以根据从各个电池控制部发送来的电池状态算出的电池的算出充电电力、或者以从电池控制部发送来的算出充电电力从外部电源使各个电池充电。, \n \n, 4.根据权利要求3所述的电动车辆，其中，, 多个电池控制部判定对应的电池的状态是否满足可充电条件，在仅使多个开关中的与判定为满足可充电条件的电池对应的开关导通之后，至少一个电池控制部向充电器控制部发送启动指令信号。, 5.一种电动车辆的充电控制方法，所述电动车辆具备：, 充电电路，其包括能够从外部电源充电的电池、通过电力线与电池连接的充电器、以及通过电力线连接在充电器和电池之间连接的开关，所述电池在车辆行驶时向行驶用电机供给电力、在从外部电源充电时与行驶用电机断开；, 充电器控制部，其对充电器进行控制；以及, 电池控制部，其对电池的状态进行监视，, 所述充电控制方法包括：, 在电压信号被输入到了电池控制部的情况下电池控制部启动的步骤；, 在电池控制部启动后，电池控制部判定电池的状态是否满足可充电条件的步骤；, 在通过电池控制部判定为电池的状态满足可充电条件的情况下，使通过信号线与电池控制部连接的开关导通，使通过信号线与电池控制部连接的充电器控制部启动的步骤；以及, 充电器控制部对充电器进行控制，使得从外部电源使电池充电的步骤。, 6.一种电动车辆的充电控制方法，所述电动车辆具备：, 充电电路，其包括能够从外部电源充电的电池、通过电力线与电池连接的充电器、以及通过电力线连接在充电器和电池之间的开关；, 充电器控制部，其对充电器进行控制；, 电池控制部，其对电池的状态进行监视；, 继电器，其通过电力线连接在行驶用电机和电池之间；以及, 车辆控制部，其在从外部电源对电池进行充电的情况下使继电器断开，在驱动行驶用电机的情况下使继电器导通，, 所述充电控制方法包括：, 在电压信号被输入到了电池控制部的情况下电池控制部启动的步骤；, 在电池控制部启动后，电池控制部判定电池的状态是否满足可充电条件的步骤；, 在通过电池控制部判定为电池的状态满足可充电条件的情况下，使通过信号线与电池控制部连接的开关导通，使通过信号线与电池控制部连接的充电器控制部启动的步骤；, 电池控制部向充电器控制部发送表示电池状态、或者表示根据电池状态算出的应使电池充电的算出充电电力的充电电力确定用信号的步骤；以及, 充电器控制部对充电器进行控制，使得以根据充电电力确定用信号表示的电池状态算出的应使电池充电的算出充电电力、或者以充电电力确定用信号表示的算出充电电力从外部电源使电池充电的步骤。, \n \n \n, 7.根据权利要求5或6所述的电动车辆的充电控制方法，其中，, 电池为多个电池，, 电池控制部是与各个电池对应、与充电器控制部进行通信的多个电池控制部，, 开关是通过电力线连接在各个电池和充电器之间的多个开关，, 所述充电控制方法包括：充电器控制部对充电器进行控制，使得以根据从各个电池控制部发送来的电池状态算出的电池的算出充电电力、或者以从电池控制部发送来的算出充电电力从外部电源使各个电池充电的步骤。, \n \n, 8.根据权利要求7所述的电动车辆的充电控制方法，其中，, 包括：多个电池控制部判定对应的电池的状态是否满足可充电条件，在仅使多个开关中的与判定为满足可充电条件的电池对应的开关导通之后，至少一个电池控制部向充电器控制部发送启动指令信号的步骤。 | CN | China | Granted | B | True |
| 432 | Electromotive vehicle \n | WO2012049559A2 | NaN | In an electromotive vehicle, system main relays (SMR1 to SMR3) connected in a power supply line (153p) between a main battery (10) and a PCU (20) are turned off during eternal charging. The power supply line (153p) provided separately from a power supply line (155p) is connected to the main battery (10) via auxiliary relays (RL1 and RL2). A charger (110) converts electric power supplied from an external power supply (400) to charging electric power for charging the main battery (10), and outputs the charging electric power to a power supply line (152p). A DC-DC converter (60) and an A/C inverter (92) are arranged in proximity to the PCU (20), and are configured so as to be drivable with electric power supplied through the power supply line (155p) even when the system main relays (SMR1 to SMR3) are off because the auxiliary relays (RL1 and RL2) are turned on or the charger (110) is activated. | PC:T/IB2011/002399 | https://patentimages.storage.googleapis.com/1d/4d/f5/4fea977136d33f/WO2012049559A2.pdf | NaN | Tomokazu Masuda | Toyota Jidosha Kabushiki Kaisha | JP:2009225587:A | Not available | 2012-04-19 | 1. An electromotive vehicle equipped with a motor that generates vehicle driving power, comprising: , an electrical storage device that stores electric power input to or output from the motor; , an external charging mechanism that, when the vehicle is in an external charging mode for charging the electrical storage device by an external power supply, converts electric power supplied from the external power supply to charging electric power used for charging the electrical storage device and that is used to supply the charging electric power to the electrical storage device; , a first power converter that is mounted in a region of the . vehicle before the electrical storage device in a front-back direction of the vehicle, and that is used to convert electric power between the electrical storage device and the motor when the vehicle is in a vehicle running mode; , a first power supply line that is used to connect the electrical storage device to the first power converter; , a first switch that is connected between the first power supply line and the electrical storage device, wherein the first switch is turned on when the vehicle is in the vehicle running mode and is turned off when the vehicle is in the external charging mode; , a voltage converter that is used to step down output voltage of the electrical storage device to driving voltage for driving auxiliaries; , a second power supply line that is used to connect the electrical storage device to the voltage converter; , a second switch that is connected to the electrical storage device in parallel with the first switch, and that is connected between the second power supply line and the electrical storage device; and , an air conditioner that includes a second power converter that is electrically connected to the second power supply line, wherein , the external charging mechanism is arranged closer to the electrical storage device than the first power converter, and the voltage converter and the air conditioner are arranged closer to the first power converter than the electrical storage device. , 2. The electromotive vehicle according to claim 1, further comprising: , a first control unit that operates when the vehicle is in both the vehicle running mode and the external charging mode, and that is used to monitor the electrical storage device; and , a second control unit that is used to control running of the electromotive vehicle, wherein , the second control unit operates when the vehicle is in the vehicle running mode, and is stopped when the vehicle is in the external charging mode, and , the voltage converter, the second power converter and the second switch are controlled by the first control unit. , 3. The electromotive vehicle according to claim 1 or 2, wherein , the external charging mechanism includes a charger that is used to convert electric power supplied from the external power supply to charging electric power for charging the electrical storage device and a third power supply line that is used to transmit output electric power of the charger, , the third power supply line is connected to the second power supply line without passing through the second switch, and , the second switch turns on when the vehicle is in both the vehicle running mode and the external charging mode. , 4. The electromotive vehicle according to claim 3, wherein, in the case where the electrical storage device is not charged and the external power supply and the external charging mechanism are electrically connected to each other, when a power position at which the air conditioner is activated is selected, the second switch is turned off and the charger is activated. , 5. The electromotive vehicle according to claim 1 or 2, wherein , the external charging mechanism includes a charger that is used to convert electric power supplied from the external power supply to charging electric power for charging the electrical storage device, a third power supply line that is used to transmit output electric power of the charger and a third control unit that is used to control charging of the electrical storage device by the external power supply, , the electromotive vehicle further comprises a third switch that is connected between the third power supply line and the electrical storage device and that is turned on or off by the third control unit, and , the third switch is turned off when the vehicle is in the vehicle running mode, and is turned on when the vehicle is in the external charging mode. , 6. The electromotive vehicle according to any one of claims 1 to 5, wherein the air conditioner is configured to be activated at a power position at which part of the auxiliaries are operated. | WO | WIPO (PCT) | NaN | B | True |
| 433 | System and method of controlling charge of vehicle battery \n | EP3415361A2 | NaN | A system and a method of controlling charge of a vehicle battery are provided. In particular, when a voltage of the vehicle battery is different from an output voltage of a commercially available quick charger, a compatibility problem is solved through a converter, thereby allowing an inverter, an electric motor, and a connector to have increased efficiency and to maximize a reduction in size, weight, and material cost thereof | EP:17202028.1A | https://patentimages.storage.googleapis.com/1c/5a/75/0e2fcd61c9d081/EP3415361A2.pdf | NaN | Woo Young Lee, Jin Hwan Jung, Young Jin Kim, Dong Sup Ahn, Byeong Seob Song, Gyu Yeong Choe | Hyundai Motor Co | NaN | Not available | 2023-08-16 | A system for controlling charge of a vehicle battery, comprising:\na high-voltage battery mounted within a vehicle and configured to supply electric power to a drive unit of the vehicle;\na boost converter mounted within the vehicle and electrically connected to the high-voltage battery;\nan external charging device disposed extraneous to the vehicle and electrically connected to the boost converter, the external charging device configured to charge the high-voltage battery by supplying electric power to the high-voltage battery using the boost converter; and\na controller configured to measure a voltage of an external charging device-side input terminal of the boost converter and a voltage of a high-voltage battery-side output terminal of the boost converter, and operate the boost converter when the voltage of the input terminal of the boost converter is less than the voltage of the output terminal of the boost converter. , a high-voltage battery mounted within a vehicle and configured to supply electric power to a drive unit of the vehicle;, a boost converter mounted within the vehicle and electrically connected to the high-voltage battery;, an external charging device disposed extraneous to the vehicle and electrically connected to the boost converter, the external charging device configured to charge the high-voltage battery by supplying electric power to the high-voltage battery using the boost converter; and, a controller configured to measure a voltage of an external charging device-side input terminal of the boost converter and a voltage of a high-voltage battery-side output terminal of the boost converter, and operate the boost converter when the voltage of the input terminal of the boost converter is less than the voltage of the output terminal of the boost converter., The system of claim 1, wherein the boost converter includes a plurality of boosting circuits configured in parallel and each of the boosting circuits includes an inductor, a switching device, and a diode., The system of claim 2, wherein the controller is configured to operate the boost converter by generating a potential difference between the switching devices of the plurality of boosting circuits configured in parallel., The system of claim 1, wherein the boost converter includes a plurality of boosting circuits configured in parallel and each of the boosting circuits includes an inductor, a first switching device, and a second switching device., The system of claim 4, wherein the controller is configured to measure the voltage of the external charging device-side input terminal of the boost converter, and when the voltage of the input terminal of the boost converter is less than a voltage of the high-voltage battery, the controller is configured to turn on the first and second switching devices and generate a potential difference between the first switching devices of the plurality of boosting circuits configured in parallel, and generate a potential difference between the second switching devices of the plurality of boosting circuits configured in parallel to operate the boost converter., The system of claim 4, wherein the controller is configured to measure the voltage of the external charging device-side input terminal of the boost converter and when the voltage of the input terminal of the boost converter is greater than or equal to a voltage of the high-voltage battery, the controller is configured to turn off the first switching devices and turn on the second switching devices., A method of controlling charge of a vehicle battery, comprising:\ndetermining, by a controller, whether charging of the vehicle battery is required;\ncomparing, by the controller, a voltage of the battery and an output voltage of a charging device when charging of the battery is required; and\noperating, by the controller, a boost converter when the voltage of the battery is greater than the output voltage of the charging device. , determining, by a controller, whether charging of the vehicle battery is required;, comparing, by the controller, a voltage of the battery and an output voltage of a charging device when charging of the battery is required; and, operating, by the controller, a boost converter when the voltage of the battery is greater than the output voltage of the charging device., A system for controlling charge of a vehicle battery, comprising:\na first high-voltage battery configured to supply electric power to a front wheel drive unit of a vehicle;\na second high-voltage battery configured to supply electric power to a rear wheel drive unit of the vehicle;\na bidirectional converter mounted within the vehicle and electrically connected at a first side thereof to the first high-voltage battery and at a second side thereof to the second high-voltage battery; and\nexternal charging devices disposed extraneous to the vehicle, each of the external charging devices being electrically connected to the first high-voltage battery or the second high-voltage battery, and configured to charge the high-voltage batteries by supplying electric power using the bidirectional converter to a remaining one of the first and second high-voltage batteries that is electrically unconnected to the external charging device; and\na controller configured to measure a voltage of a first high-voltage battery-side input terminal of the bidirectional converter and a voltage of a second high-voltage battery-side output terminal of the bidirectional converter, and operate the bidirectional converter when the voltage of the input terminal of the bidirectional converter is different from the voltage of the output terminal of the bidirectional converter. , a first high-voltage battery configured to supply electric power to a front wheel drive unit of a vehicle;, a second high-voltage battery configured to supply electric power to a rear wheel drive unit of the vehicle;, a bidirectional converter mounted within the vehicle and electrically connected at a first side thereof to the first high-voltage battery and at a second side thereof to the second high-voltage battery; and, external charging devices disposed extraneous to the vehicle, each of the external charging devices being electrically connected to the first high-voltage battery or the second high-voltage battery, and configured to charge the high-voltage batteries by supplying electric power using the bidirectional converter to a remaining one of the first and second high-voltage batteries that is electrically unconnected to the external charging device; and, a controller configured to measure a voltage of a first high-voltage battery-side input terminal of the bidirectional converter and a voltage of a second high-voltage battery-side output terminal of the bidirectional converter, and operate the bidirectional converter when the voltage of the input terminal of the bidirectional converter is different from the voltage of the output terminal of the bidirectional converter., The system of claim 8, wherein the external charging devices include a first charging device and a second charging device, and an output voltage of the first charging device is less than an output voltage of the second charging device., The system of claim 9, wherein when the first charging device is connected to the first high-voltage battery, and a voltage of the first high-voltage battery is less than a voltage of the second high-voltage battery, the controller operates a boost converter., The system of claim 9, wherein when the second charging device is connected to the second high-voltage battery, and a voltage of the first high-voltage battery is less than a voltage of the second high-voltage battery the controller is configured to operate a buck converter., The system of claim 8, wherein the bidirectional converter includes an inductor, a third switching device, and a fourth switching device., The system of claim 8, wherein the bidirectional converter includes a plurality of converting circuits configured in parallel, and each of the converting circuits includes an inductor, a third switching device, and a fourth switching device., The system of claim 13, wherein the controller is configured to generate a potential difference between the third switching devices of the plurality of converting circuits configured in parallel, and generate a potential difference between the fourth switching devices of the plurality of converting circuits configured in parallel to operate the bidirectional converter., A method of controlling charge of a vehicle battery, comprising:\ndetermining, by a controller, whether a first charging device is connected to a first high-voltage battery or whether a second charging device is connected to a second high-voltage battery;\ndetermining, by the controller, whether charging of the first high-voltage battery and charging of the second high-voltage battery are required when the first charging device is connected to the first high-voltage battery or the second charging device is connected to the second high-voltage battery;\ncomparing, by the controller, a voltage of the first high-voltage battery and a voltage of the second high-voltage battery when charging of the first and second high-voltage batteries is required; and\noperating, by the controller, a bidirectional converter when the voltage of the first high-voltage battery voltage is less than the voltage of the second high-voltage battery voltage. , determining, by a controller, whether a first charging device is connected to a first high-voltage battery or whether a second charging device is connected to a second high-voltage battery;, determining, by the controller, whether charging of the first high-voltage battery and charging of the second high-voltage battery are required when the first charging device is connected to the first high-voltage battery or the second charging device is connected to the second high-voltage battery;, comparing, by the controller, a voltage of the first high-voltage battery and a voltage of the second high-voltage battery when charging of the first and second high-voltage batteries is required; and, operating, by the controller, a bidirectional converter when the voltage of the first high-voltage battery voltage is less than the voltage of the second high-voltage battery voltage., The method of claim 15, wherein in the operating of the bidirectional converter, when the first charging device is connected to the first high-voltage battery, a boost converter is operated., The method of claim 15, wherein in the operating of the bidirectional converter, when the second charging device is connected to the second high-voltage battery, a buck converter is operated. | EP | European Patent Office | Withdrawn | B | True |
| 434 | 전기 화물차의 충전장치 \n | KR20200143788A | NaN | 본 발명은 전기 화물차의 충전장치에 관한 것으로, 주배터리와, 상기 주배터리의 전압보다 낮은 전압의 보조배터리와, EVSE(Electric Vehicle Supply Equipment)로부터 상용 교류전원을 공급받아 직류전원으로 변환하여 주배터리를 충전하는 온보드 충전부와, 상기 온보드 충전부로부터 CP 전압을 CAN 통신부를 통해 수신하고, CP 전압 레벨 평균값을 산출하고, CP 전압 레벨 평균값에 따라 상기 온보드 충전부를 제어하여 주배터리를 충전하는 배터리 제어부와, 상기 주배터리의 직류전압을 더 낮은 직류전압값으로 변환하여 보조배터리를 충전하는 전압변환부를 포함한다. | KR:1020190071263A | https://patentimages.storage.googleapis.com/b4/a5/3f/10dada44ce3762/KR20200143788A.pdf | NaN | 이성기, 윤태봉, 구득진, 임인섭, 차병기 | (주) 코스텍 | NaN | Not available | 2016-08-23 | 주배터리;상기 주배터리의 전압보다 낮은 전압의 보조배터리; EVSE(Electric Vehicle Supply Equipment)로부터 상용 교류전원을 공급받아 직류전원으로 변환하여 주배터리를 충전하는 온보드 충전부;상기 온보드 충전부로부터 CP 전압을 CAN 통신부를 통해 수신하고, CP 전압 레벨 평균값을 산출하고, CP 전압 레벨 평균값에 따라 상기 온보드 충전부를 제어하여 주배터리를 충전하는 배터리 제어부; 및 상기 주배터리의 직류전압을 더 낮은 직류전압값으로 변환하여 보조배터리를 충전하는 전압변환부를 포함하는 전기 화물차의 충전장치., 제1항에 있어서,상기 주배터리는,3.65V, 54Ah 셀(Cell) 98개가 집적된 배터리 팩 2개로 이루어진 것을 특징으로 하는 전기 화물차의 충전장치., 제1항에 있어서,상기 배터리 제어부는,CP 전압 주기와 CP 전압 듀티 주기의 카운터 값을 각각 계산하고, 상기 CP 전압 주기의 카운터 값과 상기 CP 전압 듀티 주기의 카운터 값을 기초로 CP 전압 주기와 CP 전압 듀티 주기를 산출하여, CP 전압 레벨의 평균값을 구하는 것을 특징으로 하는 전기 화물차의 충전장치. | KR | South Korea | NaN | B | True |
| 435 | 蓄電装置 \n | JP2010287498A | NaN | 【課題】 車両への搭載の自由度を向上させることができる蓄電装置を提供する。 【解決手段】 車両（１）に搭載される蓄電装置（１０１）であって、所定方向の両端部に正極端子および負極端子をそれぞれ有し、電気的に直列に接続された複数の蓄電素子（１０，２０）と、複数の蓄電素子を収容するケース（６０）と、を備えている。複数の蓄電素子は、電気的に接続される正極端子および負極端子が互いに向かい合った状態で一方向に並んで配置されている。ケースは、複数の蓄電素子の配列方向に延びている。 【選択図】 図３ | JP:2009141417A | https://patentimages.storage.googleapis.com/d3/18/5a/43120c485b5c88/JP2010287498A.pdf | NaN | Yukinari Tanabe, 千済 田邉 | Toyota Motor Corp | NaN | Not available | 2012-05-30 | \n 車両に搭載される蓄電装置であって、\n 所定方向の両端部に正極端子および負極端子をそれぞれ有し、電気的に直列に接続された複数の蓄電素子と、\n 前記複数の蓄電素子を収容するケースと、を備え、\n 前記複数の蓄電素子は、電気的に接続される前記正極端子および前記負極端子が互いに向かい合った状態で一方向に並んで配置されており、\n 前記ケースは、前記複数の蓄電素子の配列方向に延びていることを特徴とする蓄電装置。\n, \n 前記蓄電装置は、電子機器に接続されており、\n 前記ケースの両端部が、前記電子機器と隣り合う位置に配置されていることを特徴とする請求項１に記載の蓄電装置。\n, \n 前記ケースは、前記車両のうち、乗員の乗車スペースを画定するフロアパネルに沿って配置されることを特徴とする請求項１又は２に記載の蓄電装置。\n, \n 前記蓄電素子の外壁面および前記ケースの内壁面の間に配置されており、前記蓄電素子を付勢して前記蓄電素子の一部を前記ケースの内壁面に密接させる付勢部材を有することを特徴とする請求項１から３のいずれか１つに記載の蓄電装置。\n, \n 前記蓄電素子は、前記ケースを貫通して前記ケースの外側に突出する突起部を有しており、\n 前記ケースは、前記蓄電素子を前記ケース内に組み込むときに、前記突起部を所定位置までガイドさせるガイド穴を有することを特徴とする請求項１から４のいずれか１つに記載の蓄電装置。\n, \n 前記ガイド穴は、前記ケースの長手方向に延びる第１領域と、前記第１領域に接続され、前記突起部との接触により前記ケースの長手方向において前記蓄電素子を位置決めするための複数の第２領域とを有することを特徴とする請求項５に記載の蓄電装置。\n, \n 前記第２領域は、前記ケースの長手方向と直交する面に対して傾斜していることを特徴とする請求項６に記載の蓄電装置。\n, \n 前記蓄電素子は、前記正極端子を含む第１のコネクタと、前記負極端子を含む第２のコネクタとを有し、\n 前記第１および第２のコネクタは、互いに連結可能な構造を有することを特徴とする請求項１から７のいずれか１つに記載の蓄電装置。\n, \n 前記複数の蓄電素子のうち、第１の蓄電素子は、前記正極端子を含む第１のコネクタと、前記負極端子とを有し、\n 第２の蓄電素子は、前記負極端子を含む第２のコネクタと、前記第１の蓄電素子の前記負極端子とケーブルを介して接続される前記正極端子とを有し、\n 前記第１および第２のコネクタは、互いに連結可能な構造を有することを特徴とする請求項１から７のいずれか１つに記載の蓄電装置。\n, \n 前記蓄電素子は、前記所定方向と直交する断面が円形状に形成されており、\n 前記ケースは、前記蓄電素子の外周面に沿った形状に形成されていることを特徴とする請求項１から９のいずれか１つに記載の蓄電装置。\n, \n 前記複数の蓄電素子のうち、隣り合って配置される２つの前記蓄電素子の間に位置し、前記蓄電素子の間の電流経路を遮断するための遮断機構を有することを特徴とする請求項１から１０のいずれか１つに記載の蓄電装置。\n, \n 前記蓄電素子との間で熱交換を行う気体を、前記ケースの長手方向における複数の位置から前記ケース内に供給して、前記複数の蓄電素子の温度を調節するための温度調節構造を有することを特徴とする請求項１から１１のいずれか１つに記載の蓄電装置。\n | JP | Japan | Pending | Y | True |
| 436 | 전기차 전력제어장치 \n | KR102139572B1 | NaN | 본 발명은 전기차 전용 부품들이 수용될 수 있는 수용공간을 가지고, 입출력을 위한 복수의 연결단자들이 구비되는 케이스; 상기 케이스의 수용공간에 설치되고, 상기 연결단자들 중 어느 하나의 연결단자를 통해 전기차 전원공급장치(EVSE)의 충전케이블과 연결되어 전원을 공급받는 OBC; 상기 케이스의 수용공간에 설치되고, 상기 OBC와 전기적으로 연결되어 상기 OBC에 공급된 전력을 BMS(배터리팩) 및 전력분배제어대상 부품들에 분배시키는 PDU; 및 상기 케이스의 수용공간에 설치되고, 상기 PDU와 전기적으로 연결되어 상기PDU로부터 분배된 고전압을 저전압으로 변환하여 차량의 전장부품들에서 사용하는 12V 저전압 배터리를 충전하는 LDC;를 포함하는 전기차 전력제어장치를 제공한다. \n본 발명의 실시 예에 따르면, OBC, LDC, PDU를 통합모듈화 함으로써 차량 내부 공간 활용도를 높일 수 있고, 입출력 연결 하네스 케이블 및 커넥터 등을 줄임으로써 단가를 절감시킬 수 있으며, 외부 노이즈나 선저항에 따른 오류를 방지할 수 있을 뿐만 아니라 메인 배터리 충전, 12V 보조배터리 충전, 전력분배의 효율성을 높일 수 있는 효과가 있다. 또한, 케이스에 복수의 방열날개를 구비하여 내부 열을 빠르게 자연냉각시킴으로서 부품의 수명 및 안전성을 향상시킬 수 있는 효과가 있다. | KR:1020200013252A | https://patentimages.storage.googleapis.com/55/a5/10/03c8de177ff303/KR102139572B1.pdf | KR:102139572:B1 | 윤희복, 김태우, 곽현 | 주식회사 미래이앤아이 | JP:2009189175:A, JP:2014017479:A, KR:20170131895:A, JP:2018042455:A, KR:101949099:B1 | Not available | 2020-07-30 | 전기차 전용 부품들이 수용되도록 상부가 개방되는 수용공간을 가지고, 측벽에 입출력을 위한 복수의 연결단자들이 구비되는 케이스; 상기 연결단자들 중 어느 하나의 연결단자를 통해 전기차 전원공급장치(EVSE)의 충전케이블과 연결되어 전원을 공급받는 OBC와, 상기 OBC와 전기적으로 연결되어 상기 OBC에 공급된 전력을 BMS(배터리팩) 및 전력분배제어대상 부품들에 분배시키는 PDU와, 상기 PDU와 전기적으로 연결되어 상기 PDU로부터 분배된 고전압을 저전압으로 변환하여 차량의 전장부품들에서 사용하는 12V 저전압 배터리를 충전하는 LDC로 구성되어 상기 케이스 수용공간 내에 설치되는 전기차 전용 부품;상기 케이스 내부의 상기 전기차 전용부품(OBC, PDU, LDC)을 보호하도록 상기 케이스의 개방된 수용공간을 커버하는 덮개;를 포함하고, 상기 케이스 내에는 수용공간 일부를 상측과 하측으로 분할하는 차단박스가 구비되고, 상기 차단박스는 상기 PDU의 구성요소인 복수의 퓨즈와 복수의 릴레이를 상,하 배치하여 상기 PDU가 차지하는 공간을 줄이고 상기 OBC와 LDC가 일정간격 이격 배치되는 공간을 확보하여 열분포 및 방열효율을 확보하며,상기 케이스와 덮개에는 각각 복수의 방열날개가 일정간격으로 배열되어 상기 케이스 내부 열을 빠르게 자연냉각시키는 것을 특징으로 하는 전기차 전력제어장치., 제 1 항에 있어서,상기 연결단자들은 BDU(Battery Disconnect Unit) 입출력단자, PTC Heater 및 Air-conditioner 출력단자, LDC_OUT(-) 출력단자, LDC_OUT(+) 출력단자, 통신용 커넥터 입출력단자, AC_IN 입력단자, EPT(Electronic Power Train) 입출력단자를 포함하는 것을 특징으로 하는 전기차 전력제어장치., 삭제, 삭제, 제 1 항에 있어서,상기 OBC는 외부장비들간 CAN통신으로 제어신호 요청 시 상기 PDU의 동작별 릴레이 제어신호를 통합 담당하고, 충전 시 메인배터리의 BMS와 연계 제어하는 제어보드를 포함하는 것을 특징으로 하는 전기차 전력제어장치., 제 1 항에 있어서,상기 LDC는 LDC보드의 최소화를 위해 DC-DC 컨버터에 동작 제어를 위한 제어보드를 포함하는 것을 특징으로 하는 전기차 전력제어장치., 삭제, 제 1 항에 있어서, 상기 차단박스는 상기 복수의 퓨즈들을 각각 분리시키는 복수의 설치홈부를 구비하고, 상기 각 설치홈부에는 상측 공간에 설치된 복수의 퓨즈들과 하측 공간에 설치된 복수의 릴레이들 간의 전기적 소통을 위한 소통구멍이 구비되는 것을 특징으로 하는 전기차 전력제어장치. | KR | South Korea | NaN | B | True |
| 437 | 車両用制御装置 \n | JP2019006263A | NaN | 【課題】蓄電体に異常が発生した場合であっても、車両用制御装置を適切に機能させる。【解決手段】鉛バッテリ３１とこれに接続される電気負荷とを備える第１電源系５１と、エンジンに連結されるスタータジェネレータ１６とこれに接続されるリチウムイオンバッテリ３２とを備える第２電源系５２と、第１電源系５１と第２電源系５２とを接続する導通状態と切り離す遮断状態とに制御されるスイッチＳＷ１と、スタータジェネレータ１６の作動状態に基づいてスイッチＳＷ１を制御するスイッチ制御部と、を有し、スイッチ制御部は、スタータジェネレータ１６が力行状態に制御され、エンジンが停止状態から始動回転される場合には、スイッチＳＷ１を遮断状態に制御する一方、スタータジェネレータ１６が力行状態に制御され、エンジンが回転状態から補助駆動される場合には、スイッチＳＷ１を導通状態に制御する。【選択図】図９ | JP:2017124009A | https://patentimages.storage.googleapis.com/5d/c5/9f/6994404e79f985/JP2019006263A.pdf | NaN | 貴博 木下, Takahiro Kinoshita, 貴博 木下 | Subaru Corp | JP:2004248458:A, JP:2015061442:A, JP:2016022774:A, JP:2016193632:A | 2018-03-16 | 2019-02-13 | \n 車両に搭載される車両用制御装置であって、\n 第１蓄電体と、前記第１蓄電体に接続される電気負荷と、を備える第１電源系と、\n エンジンに連結される電動機と、前記電動機に接続される第２蓄電体と、を備える第２電源系と、\n 前記第１電源系と前記第２電源系とを接続する導通状態と、前記第１電源系と前記第２電源系とを切り離す遮断状態と、に制御されるスイッチと、\n 前記電動機の作動状態に基づいて、前記スイッチを導通状態と遮断状態とに制御するスイッチ制御部と、\nを有し、\n 前記スイッチ制御部は、\n 前記電動機が力行状態に制御され、前記電動機によって前記エンジンが停止状態から始動回転される場合には、前記スイッチを遮断状態に制御する一方、\n 前記電動機が力行状態に制御され、前記電動機によって前記エンジンが回転状態から補助駆動される場合には、前記スイッチを導通状態に制御する、\n車両用制御装置。\n, \n 請求項１に記載の車両用制御装置において、\n 前記電動機は、発電電動機であり、\n 前記スイッチ制御部は、前記発電電動機が発電状態に制御される場合に、前記スイッチを導通状態に制御する、\n車両用制御装置。\n, \n 請求項１または２に記載の車両用制御装置において、\n 前記電動機は、発電電動機であり、\n 前記スイッチ制御部は、前記電動機が発電休止状態に制御される場合に、前記スイッチを導通状態に制御する、\n車両用制御装置。\n, \n 請求項１〜３のいずれか１項に記載の車両用制御装置において、\n 前記電気負荷は、車両の自動運転制御を実行する運転制御部である、\n車両用制御装置。\n | JP | Japan | Pending | B | True |
| 438 | Backward compatible battery DC charger and methods using an on-board charger \n | US11165349B2 | The present disclosure relates to electric vehicles and plug-in hybrid electric vehicles, and in particular to DC battery chargers and methods for using an on-board charger on the vehicles.\nElectric vehicles (EV) and plug-in hybrid electric vehicles (PHEV) use batteries to power one or more motors to propel the vehicle. The batteries are designed to be charged and operate within a fixed range of voltage levels. As EV and PHEV technology matures, a trend is emerging to use the batteries at higher voltages. Higher voltages reduce the current, which translates into cheaper cables and connectors. However, as battery voltage standards evolve, legacy charging stations may not be designed or able to supply power at the requisite voltage levels to satisfy the higher voltage levels. Accordingly, what is needed are circuits and methods to cheaply and efficiently charge higher voltage batteries regardless of whether the charging station is a high voltage charging station or a legacy charging station.\nEmbodiments discussed herein refer to backwards compatible charging circuits and methods for charging a battery to a relatively high voltage level regardless of whether the charging station is capable of supplying power at that relatively high voltage level. The circuitry and methods according to embodiments discussed herein can use the onboard charging system to provide a voltage boosting path to increase the charge voltage from a legacy voltage level (e.g., a relatively low voltage level) to a native voltage level (e.g., a relatively high voltage level). When a native voltage charging station is charging the battery, the circuitry and methods according to embodiments discussed herein can use a native voltage path for supplying power, received from the charging station at the native voltage, to the battery.\nIn one embodiment, a vehicle transportation system is provided that includes a charging port having an AC input and a DC input, a battery, an onboard charging (OBC) system, legacy path contactors, native path contactors, and control circuitry coupled to OBC system and the plurality of contactors. The control circuitry can be operative to charge the battery using one of a native path and a legacy path based on a determination of whether DC power supplied to the DC input of the charging port is at a native voltage level or a legacy voltage level, wherein the native path comprises the native path contactors, wherein the native path contactors are closed to enable the native voltage level to charge the battery, and wherein the legacy path comprises the legacy path contactors and the OBC system, wherein the control circuitry uses the OBC system as a boost converter to boost the legacy voltage level to the native voltage level to charge the battery.\nIn another embodiment, a method for charging a battery in a vehicle transportation system including a port, a plurality of contactors, a battery, and an onboard charging (OBC) system is provided. The method can include determining whether supply power voltage available at the port is provided at one of an AC voltage, a DC legacy voltage level, and a DC native voltage level. If the supply power voltage is provided as the AC voltage, the method can include using the OBC system to convert received AC power to DC power and charge the battery via an AC-to-DC path. If the supply power voltage is provided at the DC legacy voltage level, the method can include activating the plurality of contacts corresponding to a DC legacy path uses the OBC system to boost the supply power voltage from the legacy voltage level to the native voltage level to charge the battery at the native voltage level. If the supply power voltage is provided at the DC native voltage level, the method can include activating the plurality of contacts corresponding to a DC native path to bypass the OBC system and directly charge the battery at the native voltage level.\nIn yet another embodiment, battery charging circuitry is provided that can include a charging port having an AC input and a DC input, a battery, and an onboard charging (OBC) system coupled to the AC input and the battery. The OBC system can include a filter coupled to the AC input, power factor correction circuitry coupled to the filter, and DC-DC converter circuitry coupled to the power factor correction circuitry and the battery. The battery charging circuitry can include legacy path contactors coupled to the DC input and the filter, native path contactors coupled to the DC input and the battery, and control circuitry operative to route power to the battery via a native path when a supply voltage is determined to be a DC native voltage, wherein the native path includes the native path contactors, and route power to the battery via a legacy path when the supply voltage is determined to be a DC legacy voltage, wherein the legacy path includes the legacy path connectors and at a portion of the OBC system.\nA further understanding of the nature and advantages of the embodiments discussed herein may be realized by reference to the remaining portions of the specification and the drawings.\n FIG. 1 shows illustrative system according to an embodiment;\n FIG. 2 shows an illustrative block diagram of power routing circuitry according to an embodiment;\n FIG. 3 shows illustrative process for routing power from a charging station to a battery according to an embodiment;\n FIG. 4A shows illustrative block diagram of charging circuitry according to an embodiment;\n FIG. 4B shows illustrative circuit diagram of charging circuitry according to an embodiment;\n FIG. 5 shows another illustrative block diagram of charging circuitry according to an embodiment; and\n FIG. 6 shows yet another illustrative block diagram of charging circuitry according to an embodiment.\nIllustrative embodiments are now described more fully hereinafter with reference to the accompanying drawings, in which representative examples are shown. Indeed, the disclosed communication systems and methods may be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. Like numbers refer to like elements throughout.\nIn the following detailed description, for purposes of explanation, numerous specific details are set forth to provide a thorough understanding of the various embodiments. Those of ordinary skill in the art will realize that these various embodiments are illustrative only and are not intended to be limiting in any way. Other embodiments will readily suggest themselves to such skilled persons having the benefit of this disclosure.\nIn addition, for clarity purposes, not all of the routine features of the embodiments described herein are shown or described. One of ordinary skill in the art would readily appreciate that in the development of any such actual embodiment, numerous embodiment-specific decisions may be required to achieve specific design objectives. These design objectives will vary from one embodiment to another and from one developer to another. Moreover, it will be appreciated that such a development effort might be complex and time-consuming but would nevertheless be a routine engineering undertaking for those of ordinary skill in the art having the benefit of this disclosure.\n FIG. 1 shows illustrative system 100 that can include charging station 110 and vehicle transport system 150 according to an embodiment. Charging station 110 can include port 120 that is designed to couple to port 160 of vehicle system 150. Port 120 may include power connectors 122, data connectors 124, and any other suitable connector (not shown). Port 120 may embody one of the known standards for transferring charge from electric vehicle supply equipment (EVSE) to a vehicle such as, for example, one-phase AC connectors such as a SAE J 1772, three-phase AC connectors such as a Mennekes type 2, combined charging connectors (that include both AC and DC pins), DC only connectors, and the CHAdeMO connector. Charging station 110 can also include power supply 132, which may provide the AC power 133, DC power 134, or both AC and DC power required by vehicle system 150. Charging station 110 can include other components such as data storage, a controller, and communications circuitry (all of which are not shown to avoid overcrowding the drawing). The data storage may be any suitable storage mechanism for storing large amounts of data such as a hard-drive or a solid state drive, or cloud storage. The controller may be operative to control the flow of data from port 120 to the data storage to the communications circuitry. The communications circuitry may include any two-way wired or wireless communications for transmitting data between the data storage and a remote server (not shown).\n Vehicle transport system 150 can include port 160, which may include power connectors 162, data connectors 164, and any other connections (not shown). Port 160 may be the reciprocal version of port 120 and is designed to interface therewith. System 150 can include onboard charging system 168, contactors 170, motor 172, inverter 174, battery 176, control circuitry 178, sensors 180, and system components 182. Contactors 170 may be electronically controlled mechanical switches that can be selectively turned ON and OFF to route power to battery 176 via a power routing path according to embodiments discussed herein. Motor 172 may represent the one or more motors used to propel system 150. Motor 172 may be, for example, a three phase induction motor. Inverter 174 may include the electronics required to drive motor 172. In some embodiments, inverter 174 may be a traction inverter. Battery 176 may be a relatively high voltage battery that supplies power to the motor, which propels the car. The voltage level or range of voltages at which battery 176 operates may be referred to herein as a native voltage. Sensors 180 can include, for example, a global positioning system, an inertial measurement system, a radar unit, a laser rangefinder/LIDAR unit, and a camera. System components 182 can include propulsion system elements such as, for example, motor 172, engine, transmission, and wheels/tires, control system elements such as, for example, a steering unit, throttle, brake unit, sensor fusion algorithms, computer vision systems, navigation system, and an obstacle avoidance system, and peripherals such as, for example, a wireless communications system, a touch screen, a microphone, and a speaker. System components 182 can also include a computer system, which can include one or more processors and instructions. System 150 can include data storage for storing, for example, data collected by sensors 180.\n Ports 120 and 160 can include mating sets of electromechanical contacts that provide a physical connection at the vehicle interface for the power conductors, an equipment grounding conductor, a control pilot conductor, and a proximity sense conductor to provide a signal that helps reduce electrical arcing of the coupler during disconnect. Thus, the interface typically has at least five contacts that perform the interface functions. In addition, the coupler can include a latching mechanism to prevent inadvertent or accidental decoupling. The latching mechanism may also serve to properly align the connector with the vehicle inlet by requiring a latch element projecting from the connector to be registered with a cooperating latch element in the vehicle inlet.\nOnboard charging (OBC) system 168 is a system that can convert AC power received at port 160 to DC power. The OBC converted DC power is provided to battery 176. OBC system 168 may be implemented in many different approaches. For example, in one embodiment, OBC system 168 can be a rectifier. In another embodiment, OBC system 168 can include a rectifier with a DC-DC converter. In yet another embodiment, OBC system 168 can include a filter, a rectifier, and a DC-DC converter. Other configurations of OBC system 168, such as those discussed below, may also be used.\nWhen ports 120 and 160 are connected together, a handshaking operation can commence so that vehicle system 150 can determine what type of power can be supplied by charging station 110. Charging station 110 may supply AC power 133 or DC power 134. For example, in some embodiments, charging station 110 may be a legacy charging station that provides power at a legacy voltage level. As defined herein, a legacy voltage level is a relatively low voltage level that is substantially less than a native voltage level of the battery (e.g., battery 176). As defined herein, a native voltage level is a relatively high voltage level at which the battery is charged and operates. Both native and legacy voltage levels refer to a DC voltage level. As another example, charging station 110 may be a native charging station that provides power at the native voltage level. Embodiments discussed herein can route power from port 160 to battery 176 through an AC-to-DC path, which uses OBC system 168 to convert received AC power to the native voltage level, a legacy path, which boosts the legacy voltage to the native voltage, or a native path, based on which type of charging station 110 is connected to port 160. As defined herein, a native path refers to a path where the power supplied by the charging station is at the native voltage and requires no manipulation of the voltage (e.g., boosting of voltage from one level to another level) to deliver power to the battery. As defined herein, a legacy path refers to a path where the power supplied by the charging station is at the legacy voltage and manipulation of the voltage level is required to boost the voltage to the native voltage for delivery to the battery. As defined herein, the AC-to-DC path refers to path where power is supplied as AC and OBC system 168 is used to convert the AC voltage to a DC voltage suitable for battery 176. Control circuitry 178 can select one of the AC-to-DC, native, and legacy paths by selectively activating contactors 170. Depending on which contactors are turned ON or OFF, current is forced to flow through the desired path to ensure that the DC voltage is provided to battery 176 at its native voltage level.\nAlthough vehicle transport system 150 is described in the context of an automobile or truck, system 100 may also be implemented in or take the form of other vehicles, such as cars, trucks, motorcycles, buses, boats, airplanes, helicopters, lawn mowers, earth movers, boats, snowmobiles, aircraft, recreational vehicles, amusement park vehicles, farm equipment, construction equipment, trams, golf carts, trains, and trolleys. Other vehicles are possible as well.\n FIG. 2 shows an illustrative block diagram of power routing circuitry (PRC) 200 according to an embodiment. PRC 200 can include power level detection circuitry 210, contactor control circuitry 220, contactors 230, onboard charging system 240, and battery 250. PRC 200 also shows AC-to-DC path 260, native path 262, and legacy path 264 as shown. Contactors 230 can include any number of contactors necessary for routing power to battery 250. As discussed below, different charging circuit topologies utilize contactors in various arrangements to route power. Onboard charging system 240 has the ability to convert AC power received from a charging station and convert it to DC power. OBC system 240 can include an EMI filter 241, power factor correction circuitry 242, and DC-DC converter 243. EMI filter 241 may filter out noise that may be present on the AC power input (e.g., noise existing on the power lines supplying the AC power to the charging station) and may also serve as a first level of protection for downstream circuitry that handles the AC power. Power factor correction circuitry 242 can rectify the AC power to DC power while maintaining a power factor of 1. The DC power supplied by circuitry 242 can be a “rough” DC voltage with a superimposed AC ripple. DC-DC converter 243 may be an isolated DC-DC convert that isolates circuitry 242 from downstream circuitry, including battery 250. DC-DC converter 243 can refine rough DC voltage to a fine DC voltage that has less AC ripple than the DC voltage provided by circuitry 242.\nDuring a connection event with a charging station (e.g., station 110), power level detection circuitry 210 may determine (e.g., via a handshake process) whether the available power is legacy voltage level power 211, native voltage level power 212, or AC power 213. Depending on this determination, contactor control circuitry 220 can selectively activate one or more of contactors 230 to route power over one of AC-to-DC path 260, native path 262 and legacy path 264. If the available power is AC power 213, power may be routed via AC-to-DC path 260 to battery 250. AC-to-DC path 260 uses OBC system 240 to convert the AC power to DC power suitable for use by battery 250. In some embodiments, no contactors 230 may be required to the route power via AC-to-DC path 260. In other embodiments, one or more contactors 230 may form part of AC-to-DC path 260. In such embodiments, one or more of contactors 230 are OPEN or CLOSED depending on what the configuration necessary to complete AC-to-DC path 260.\nIf the available power is at DC native voltage level 212, power is routed via native path 262. Native path 262 can route the DC power directly to battery 250 via contactors 230, effectively bypassing OBC system 240. OBC system 240 can be bypassed because the native voltage level does not require any conversion prior to being applied to battery 250. If the available power is at DC legacy voltage level 211, power is routed via legacy path 264. Legacy path 264 can route the DC power directly to battery 250 via contactors 230 and OBC system 240. OBC system 240 is utilized to boost the legacy voltage level to the native voltage level.\n FIG. 3 shows illustrative process 300 for routing power from a charging station to a battery according to an embodiment. Process 300 may be implemented within vehicle transport system 150 or PRC 200, for example. Starting at step 310, a determination is made whether there is charge station connection event. If the determination is NO, process 300 may loop back to step 310. If the determination is YES, process 300 may determine a voltage level available from the charging station, at step 320. If the determination indicates that the available voltage level corresponds to AC power, process 300 may deactivate all contactors corresponding to the native and legacy paths (step 330) and use an OBC system to convert received AC power to DC power and charge a battery (e.g., battery 250) via an AC-to-DC path (e.g., path 260), as shown by step 332. It should be noted that step 330 is optional, and that in some embodiments, some contactors may need to be closed in order to convey power to the battery.\nIf the determination at step 320 is that available power is at the DC native voltage level, process 300 may activate contactors corresponding to a DC native path to bypass the OBC system and to charge the battery at the received DC native voltage (step 340). If the determination at step 320 is that available power is at the DC legacy voltage level, process 300 may activate contactors corresponding to a DC legacy path that uses the OBC system to boost the supply power voltage from the legacy voltage level to the native voltage level to charge the battery at the native voltage level. Exemplary circuit topologies for boosting the voltage are shown and described in connection with FIGS. 4-7 below.\nIt should be understood that the steps in FIG. 3 are merely illustrative and that additional steps may be added and the order to the steps may be rearranged.\n FIG. 4A shows illustrative block diagram of circuitry 400 according to an embodiment. FIG. 4B shows a simplified circuit diagram of circuitry 400. FIGS. 4A and 4B are referred to collectively herein. Circuitry 400 can include AC input 402, DC input 406, OBC system 410, which can include EMI filter 420, power factor correction circuitry 430, and isolated DC-DC converter 440, legacy path contactors 450, native path contactors 460, and battery 470. One or both of EMI filter 420 and power factor correction circuitry 430 can serve as first conversion stage circuitry (e.g., an AC-to-DC converter). DC-DC converter 440 can serve as second conversion stage circuitry (e.g., a DC-to-DC converter). AC input 402 is connected to busses 403 and 404, optionally through contactors or relays (not shown in the diagram), and DC input is connected to busses 407 and 408. Battery 470 is connected to busses 471 and 472, which are connected to DC-DC converter 440. AC-to-DC path 480, native path 482, and legacy path 484 are also shown.\n EMI filter 420 can include inductors 421-423 arranged in series as shown, inductors 424 and 425 as shown. EMI filter 420 can include capacitors 426-428 as shown. Power factor correction circuitry 430 can include switches 431-434 arranged as shown, and capacitor 435. The voltage capacitor 435 may represent the rough DC voltage. Switches 431-434 can be controlled by control electronic (not shown) to convert the filter AC signal received from filter 420 to a DC signal. DC-DC converter 440 can include switches 441-444, transformer 445, and switches 446-449. Transformer 445 can isolate battery 470 from the input side of OBC system 410. Switches 441-444 and 446-449, in combination with transformer 445, can be controlled by control circuitry (not shown) to control conversion of the rough DC signal to a fine DC signal (e.g., boost rough DC signal to the native voltage level).\nWhen AC-to-DC path 480 is used, contactors 450 and 460 are opened to disconnect DC input 406 from busses 403, 404, 471, and 472. This enables only OBC system 410 to route power from AC input 402 to battery 470.\nWhen native path 482 is used, contactors 450 are opened to disconnect DC input 406 from busses 403 and 404, and contactors 460 are closed to connect DC input 406 to busses 471 and 472. Closing contacts 460 directly couples DC input 406 to battery 470, thus enabling the native DC voltage to bypass OBC 410 and charge battery 470 at the native voltage level.\nWhen legacy path 484 is used, contactors 460 are opened to disconnect DC input 406 from busses 471 and 472, and contactors 450 are closed to connect DC input 406 to busses 403 and 404. Connecting DC input 406 to OBC system 410 via closed contactors 450, enables OBC system 410 to boost the legacy voltage to the native voltage. The DC power passes through filter 420 and circuitry 430 at a legacy voltage level, but DC-DC converter 440 up converts the legacy voltage level to the native voltage level. Control electronics (not shown) may control converter 440 to achieve the desired voltage boost.\nThe power rating of circuitry 400 is limited by the AC charging rating of OBC system 410. For example, if the AC charging rating of OBC system 410 is 22 kW, the DC charging rating may also be 22 kW. It should be understood that circuitry 400 can be used with single phase AC or multiple phase AC.\n FIG. 5 shows illustrative block diagram of circuitry 500 according to an embodiment. Circuitry 500 can include AC input 502, DC input 506, OBC system 510, which can include EMI filter 520, power factor correction circuitry 530, and isolated DC-DC converter 540, legacy path contactors 550, bypass contactors 552, native path contactors 560, and battery 570. AC input 502 is connected to busses 503 and 504, optionally through contactors or relays (not shown in the diagram), and DC input is connected to busses 507 and 508. Battery 570 is connected to busses 571 and 572, which are connected to DC-DC converter 540. AC-to-DC path 580, native path 582, and legacy path 584 are also shown. Circuitry 500 is similar to circuitry 400, but includes addition of bypass contactors 552. AC-to-DC path 580 and native path 582 operate the same as paths 480 and 482, discussed above, except that bypass contactors 552 are OPEN when one of paths 580 and 582 is used.\nWhen AC-to-DC path 580 is used, contactors 550 and 560 are opened to disconnect DC input 506 from busses 503, 504, 571, and 572. Bypass contactors 552 are opened to prevent DC-DC converter 540 from being bypassed. Thus, when AC-to-DC path 580 is used, only OBC system 510 routes power from AC input 502 to battery 570.\nWhen native path 582 is used, contactors 550 are opened to disconnect DC input 506 from busses 503 and 504, and contactors 560 are closed to connect DC input 506 to busses 571 and 572. Bypass contactors 552 can be opened to prevent DC-DC converter 540 from being bypassed. Closing contacts 560 directly couples DC input 506 to battery 570, thus enabling the native DC voltage to bypass OBC 510 and charge battery 570 at the native voltage level.\nThe addition of contactors 552 enables DC-DC converter 540 to be bypassed when legacy path 584 is used. DC-DC converter 540 is redundant in legacy path 584 as isolation is not needed. When legacy path 584 is used, contactors 560 are opened to disconnect DC input 506 from busses 571 and 572, contactors 550 are closed to connect DC input 506 to busses 503 and 504, and connectors 552 are closed to bypass converter 540 (by directly connecting circuitry 530 to battery 570). Power is routed from DC input 506, through contactors 550 to filter 520, and then to circuitry 530, which boosts the power from the legacy voltage level to the native voltage level. The power signal, which is now at the native voltage level, is provided directly to battery 570 via contactors 552. Converter 540 may be turned OFF to prevent any current flow from circuitry 530 to flow through converter 540 to battery 570. Control electronics (not shown) may control circuitry 430 to achieve the desired voltage boost.\nThe power rating for circuitry 500 is limited by power factor correction circuitry 530. If the OBC's AC charging rate is 20 kW, the DC charging rating of power factor correction circuitry 530 may be around 35 kW or other power rating that is higher than the power rating of the OBC system 510. FIG. 5 is illustrated as using single phase AC. It should be understood that circuitry 500 can be used with single phase AC or multiple phase AC with similar ideas.\n FIG. 6 shows illustrative block diagram of circuitry 600 according to an embodiment. Circuitry 600 can include AC input 602, DC input 606, OBC system 610, which can include EMI filter 620, power factor correction circuitry 630, and isolated DC-DC converter 640, legacy path contactors 650, bypass contactors 652, native path contactors 660, and battery path contactor 662, and battery 670. AC input 602 is connected to busses 603 and 604, optionally through contactors or relays (not shown in the diagram), and DC input is connected to busses 607 and 608. Battery 670 is connected to busses 671 and 672, which are connected to bidirectional DC-DC converter 640. AC-to-DC path 680, native path 682, and legacy path 682 a-c are also shown. Circuitry 600 is similar to circuitry 500, but includes addition of battery path contactor 662 positioned on bus 671 between DC-DC converter 640 and battery 670. AC-to-DC path 680 and native path 682 operate the same as paths 580 and 582, discussed above, except that contactors 652 are OPEN and contactor 662 is CLOSED when one of paths 680 and 682 is used. In addition, DC-DC converter 640 is bi-directional as opposed to a unidirectional DC-DC converter.\nWhen AC-to-DC path 680 is used, contactors 650 and 660 are opened to disconnect DC input 606 from busses 603, 604, 671, and 672. Contactors 652 are opened to prevent DC-DC converter 640 from being bypassed. Contactor 662 is closed to connect battery 670 to DC-DC converter 640. Thus, when AC-to-DC path 680 is used, only OBC system 610 routes power from AC input 602 to battery 670.\nWhen native path 682 is used, contactors 650 are opened to disconnect DC input 606 from busses 603 and 604, contactors 660 are closed to connect DC input 606 to busses 671 and 672, and contactor 662 is closed to connect busses 607 and 671 together. Contactors 652 are opened. Closing contacts 660 and 662 directly couples DC input 606 to battery 670, thus enabling the native DC voltage to bypass OBC 610 and charge battery 670 at the native voltage level.\nWhen legacy paths 684 a-c are used, contactors 650, 652, and 660 are closed, and contactor 662 is opened. Legacy path 684 a directs power from DC input 606 via contactors 650, filter 620, and power factor correction circuitry 630. Power factor correction circuitry 630 can boost the legacy voltage level to the native voltage level and supply the native voltage signal to battery via path 684 c (which includes contactors 652). Legacy path 684 b directs power from DC input 606 via contactors 660 and DC-DC converter 640. The bidirectional DC-DC converter can boost the legacy voltage level to the native voltage level and supply the native voltage signal to battery 670 via path 684 c. In this approach, the power being directed by paths 684 a and 684 b is summed together at path 684 c. This results in full utilization of the power capability of OBC system 610. For example, if the OBC's AC charging rating is 20 kW, the power rating of circuitry 600 can be 50 kW, when input voltage is 400V DC. It should be understood that circuitry 600 can be used with single phase AC or multiple phase AC.\nIt is believed that the disclosure set forth herein encompasses multiple distinct inventions with independent utility. While each of these inventions has been disclosed in its preferred form, the specific embodiments thereof as disclosed and illustrated herein are not to be considered in a limiting sense as numerous variations are possible. Each example defines an embodiment disclosed in the foregoing disclosure, but any one example does not necessarily encompass all features or combinations that may be eventually claimed. Where the description recites “a” or “a first” element or the equivalent thereof, such description includes one or more such elements, neither requiring nor excluding two or more such elements. Further, ordinal indicators, such as first, second or third, for identified elements are used to distinguish between the elements, and do not indicate a required or limited number of such elements, and do not indicate a particular position or order of such elements unless otherwise specifically stated.\nMoreover, any processes described with respect to FIGS. 1-6, as well as any other aspects of the invention, may each be implemented by software, but may also be implemented in hardware, firmware, or any combination of software, hardware, and firmware. They each may also be embodied as machine- or computer-readable code recorded on a machine- or computer-readable medium. The computer-readable medium may be any data storage device that can store data or instructions which can thereafter be read by a computer system. Examples of the computer-readable medium may include, but are not limited to, read-only memory, random-access memory, flash memory, CD-ROMs, DVDs, magnetic tape, and optical data storage devices. The computer-readable medium can also be distributed over network-coupled computer systems so that the computer readable code is stored and executed in a distributed fashion. For example, the computer-readable medium may be communicated from one electronic subsystem or device to another electronic subsystem or device using any suitable communications protocol. The computer-readable medium may embody computer-readable code, instructions, data structures, program modules, or other data in a modulated data signal, such as a carrier wave or other transport mechanism, and may include any information delivery media. A modulated data signal may be a signal that has one or more of its characteristics set or changed in such a manner as to encode information in the signal.\nIt is to be understood that any or each module or state machine discussed herein may be provided as a software construct, firmware construct, one or more hardware components, or a combination thereof. For example, any one or more of the state machines or modules may be described in the general context of computer-executable instructions, such as program modules, that may be executed by one or more computers or other devices. Generally, a program module may include one or more routines, programs, objects, components, and/or data structures that may perform one or more particular tasks or that may implement one or more particular abstract data types. It is also to be understood that the number, configuration, functional | Embodiments discussed herein refer to backwards compatible charging circuits and methods for charging a battery to a relatively high voltage level regardless of whether the charging station is capable of supplying power at that relatively high voltage level. The circuitry and methods according to embodiments discussed herein can use the onboard charging system to provide a voltage boosting path to increase the charge voltage from a legacy voltage level (e.g., a relatively low voltage level) to a native voltage level (e.g., a relatively high voltage level). When a native voltage charging station is charging the battery, the circuitry and methods according to embodiments discussed herein can use a native voltage path for supplying power, received from the charging station at the native voltage, to the battery. | US:16/359,371 | https://patentimages.storage.googleapis.com/83/c1/c2/4353de69f10c82/US11165349.pdf | US:11165349 | Mingkai Mu | Alieva Inc | US:20120169280:A1, US:20160214493:A1, US:20180105059:A1, US:20180281608:A1, US:20190176729:A1, DE:102018006409:A1, US:10505455, US:20200304026:A1 | Not available | 2021-11-02 | 1. A vehicle transportation system, comprising:\na charging port comprising an AC input and a DC input;\na battery;\nan onboard charging (OBC) system;\nlegacy path contactors;\nnative path contactors; and\ncontrol circuitry coupled to the OBC system and the legacy path contactors and the native path contactors, the control circuitry operative to:\ncharge the battery using one of a native path and a legacy path based on a determination of whether DC power supplied to the DC input of the charging port is at a native voltage level or a legacy voltage level,\nwherein the native path comprises the native path contactors, wherein the native path contactors are closed to enable the native voltage level to charge the battery; and\nwherein the legacy path comprises the legacy path contactors and the OBC system, wherein the control circuitry uses the OBC system as a boost converter to boost the legacy voltage level to the native voltage level to charge the battery.\n\n, a charging port comprising an AC input and a DC input;, a battery;, an onboard charging (OBC) system;, legacy path contactors;, native path contactors; and, control circuitry coupled to the OBC system and the legacy path contactors and the native path contactors, the control circuitry operative to:\ncharge the battery using one of a native path and a legacy path based on a determination of whether DC power supplied to the DC input of the charging port is at a native voltage level or a legacy voltage level,\nwherein the native path comprises the native path contactors, wherein the native path contactors are closed to enable the native voltage level to charge the battery; and\nwherein the legacy path comprises the legacy path contactors and the OBC system, wherein the control circuitry uses the OBC system as a boost converter to boost the legacy voltage level to the native voltage level to charge the battery.\n, charge the battery using one of a native path and a legacy path based on a determination of whether DC power supplied to the DC input of the charging port is at a native voltage level or a legacy voltage level,, wherein the native path comprises the native path contactors, wherein the native path contactors are closed to enable the native voltage level to charge the battery; and, wherein the legacy path comprises the legacy path contactors and the OBC system, wherein the control circuitry uses the OBC system as a boost converter to boost the legacy voltage level to the native voltage level to charge the battery., 2. The system of claim 1, wherein the battery operates at the native voltage level, and wherein the native voltage level has a higher voltage level than the legacy voltage level., 3. The system of claim 1, wherein the control circuitry is operative to charge the battery via an AC path when AC power is available on the AC input of the charging port, wherein the AC path uses the OBC system to charge the battery, and wherein the legacy path contactors and the native path contactors are opened to disconnect the DC input from the AC path and the battery., 4. The system of claim 1, wherein the native path contactors are coupled to the DC input and the battery, wherein the control circuitry is operative to close the native path contactors to directly couple the DC input of the charging port to the battery., 5. The system of claim 1, wherein the OBC system comprises:\nfirst and second busses connected to the AC input of the charging port and to the legacy path contactors;\nfirst conversion stage circuitry coupled to the first and second busses; and\nsecond conversion stage circuitry coupled to the first conversion stage circuitry and the battery.\n, first and second busses connected to the AC input of the charging port and to the legacy path contactors;, first conversion stage circuitry coupled to the first and second busses; and, second conversion stage circuitry coupled to the first conversion stage circuitry and the battery., 6. The system of claim 5, wherein the legacy path contactors and the native path contactors are coupled to the DC input, and wherein, when the legacy voltage level is supplied to the DC input, the control circuitry is operative to:\nopen the native path contactors;\nclose the legacy path contactors; and\nuse the OBC system to boost the legacy voltage level of the DC power to the native voltage level.\n, open the native path contactors;, close the legacy path contactors; and, use the OBC system to boost the legacy voltage level of the DC power to the native voltage level., 7. The system of claim 6, wherein, when the native voltage level is supplied to the DC input, the control circuitry is operative to:\nclose the native path contactors to directly couple the DC input to the battery; and\nopen the legacy path contactors; and\nwherein, when AC power is supplied to the AC input, the control circuitry is operative to:\nopen the native path contactors and the legacy path contactors; and\nuse the OBC system to charge the battery.\n\n, close the native path contactors to directly couple the DC input to the battery; and, open the legacy path contactors; and, wherein, when AC power is supplied to the AC input, the control circuitry is operative to:\nopen the native path contactors and the legacy path contactors; and\nuse the OBC system to charge the battery.\n, open the native path contactors and the legacy path contactors; and, use the OBC system to charge the battery., 8. The system of claim 5, wherein the native path contactors are coupled to the DC input and the battery, and wherein the legacy path contactors are coupled to the DC input, the system further comprising:\nbypass path contactors coupled to the battery and to nodes existing between the first and second conversion stage circuitries, and wherein, when the legacy voltage level is supplied to the DC input, the control circuitry is operative to:\nopen the native path contactors;\nclose the legacy path contactors and the bypass path contactors, wherein closure of the bypass path contactors bypasses the second conversion stage circuitry; and\nuse the first conversion stage circuitry to boost the legacy voltage level of the DC power to the native voltage level.\n\n, bypass path contactors coupled to the battery and to nodes existing between the first and second conversion stage circuitries, and wherein, when the legacy voltage level is supplied to the DC input, the control circuitry is operative to:\nopen the native path contactors;\nclose the legacy path contactors and the bypass path contactors, wherein closure of the bypass path contactors bypasses the second conversion stage circuitry; and\nuse the first conversion stage circuitry to boost the legacy voltage level of the DC power to the native voltage level.\n, open the native path contactors;, close the legacy path contactors and the bypass path contactors, wherein closure of the bypass path contactors bypasses the second conversion stage circuitry; and, use the first conversion stage circuitry to boost the legacy voltage level of the DC power to the native voltage level., 9. The system of claim 8, wherein, when the native voltage level is supplied to the DC input, the control circuitry is operative to:\nclose the native path contactors to directly couple the DC input to the battery; and\nopen the legacy path contactors and the bypass path contactors; and\nwherein, when AC power is supplied to the AC input, the control circuitry is operative to:\nopen the native path contactors, the legacy path contactors, and the bypass path contactors; and\nuse the OBC system to charge the battery.\n\n, close the native path contactors to directly couple the DC input to the battery; and, open the legacy path contactors and the bypass path contactors; and, wherein, when AC power is supplied to the AC input, the control circuitry is operative to:\nopen the native path contactors, the legacy path contactors, and the bypass path contactors; and\nuse the OBC system to charge the battery.\n, open the native path contactors, the legacy path contactors, and the bypass path contactors; and, use the OBC system to charge the battery., 10. The system of claim 5, wherein the native path contactors are coupled to the DC input, the second conversion stage circuitry, and to a second terminal of the battery, and wherein the legacy path contactors are coupled to the DC input, the system further comprising:\nbypass path contactors coupled to the battery and to nodes existing between the first and second conversion stage circuitries;\na battery path contactor coupled to a first terminal of the battery, the second conversion stage circuitry, and to one contactor of the native path contactors, and\nwherein, when the legacy voltage level is supplied via the DC input, the control circuitry is operative to:\nclose the native path contactors, the legacy path contactors, and the bypass path contactors;\nopen the battery path contactor;\nuse the first conversion stage circuitry to boost the legacy voltage level of the DC power routed via the legacy path contactors to the native voltage level; and\nuse the second conversion stage circuitry to boost the legacy voltage level of the DC power routed via the native path contactors to the native voltage level such that outputs of the first conversion stage circuitry and the second conversion stage circuitry are combined and routed via the bypass path contactors to charge the battery.\n\n, bypass path contactors coupled to the battery and to nodes existing between the first and second conversion stage circuitries;, a battery path contactor coupled to a first terminal of the battery, the second conversion stage circuitry, and to one contactor of the native path contactors, and, wherein, when the legacy voltage level is supplied via the DC input, the control circuitry is operative to:\nclose the native path contactors, the legacy path contactors, and the bypass path contactors;\nopen the battery path contactor;\nuse the first conversion stage circuitry to boost the legacy voltage level of the DC power routed via the legacy path contactors to the native voltage level; and\nuse the second conversion stage circuitry to boost the legacy voltage level of the DC power routed via the native path contactors to the native voltage level such that outputs of the first conversion stage circuitry and the second conversion stage circuitry are combined and routed via the bypass path contactors to charge the battery.\n, close the native path contactors, the legacy path contactors, and the bypass path contactors;, open the battery path contactor;, use the first conversion stage circuitry to boost the legacy voltage level of the DC power routed via the legacy path contactors to the native voltage level; and, use the second conversion stage circuitry to boost the legacy voltage level of the DC power routed via the native path contactors to the native voltage level such that outputs of the first conversion stage circuitry and the second conversion stage circuitry are combined and routed via the bypass path contactors to charge the battery., 11. The system of claim 10, wherein, when the native voltage level is supplied to the DC input, the control circuitry is operative to:\nclose the native path contactors and the battery path contactor to directly couple the DC input to the battery; and\nopen the legacy path contactors and the bypass path contactors; and\nwherein, when AC power is supplied to the AC input, the control circuitry is operative to:\nopen the native path contactors, the legacy path contactors, and the bypass path contactors;\nclose the battery path contactor; and\nuse the OBC system to charge the battery.\n\n, close the native path contactors and the battery path contactor to directly couple the DC input to the battery; and, open the legacy path contactors and the bypass path contactors; and, wherein, when AC power is supplied to the AC input, the control circuitry is operative to:\nopen the native path contactors, the legacy path contactors, and the bypass path contactors;\nclose the battery path contactor; and\nuse the OBC system to charge the battery.\n, open the native path contactors, the legacy path contactors, and the bypass path contactors;, close the battery path contactor; and, use the OBC system to charge the battery., 12. A method for charging a battery in a vehicle transportation system comprising a port, a plurality of contactors, a battery, and an onboard charging (OBC) system, the method comprising:\ndetermining whether supply power voltage available at the port is provided at one of an AC voltage, a DC legacy voltage level, and a DC native voltage level;\nif the supply power voltage is provided as the AC voltage:\nusing the OBC system to convert received AC power to DC power and charge the battery via an AC-to-DC path;\n\nif the supply power voltage is provided at the DC legacy voltage level:\nactivating the plurality of contactors corresponding to a DC legacy path and using the OBC system to boost the supply power voltage from the DC legacy voltage level to the DC native voltage level to charge the battery at the DC native voltage level; and\n\nif the supply power voltage is provided at the DC native voltage level:\nactivating the plurality of contactors corresponding to a DC native path to bypass the OBC system and directly charge the battery at the DC native voltage level.\n\n, determining whether supply power voltage available at the port is provided at one of an AC voltage, a DC legacy voltage level, and a DC native voltage level;, if the supply power voltage is provided as the AC voltage:\nusing the OBC system to convert received AC power to DC power and charge the battery via an AC-to-DC path;\n, using the OBC system to convert received AC power to DC power and charge the battery via an AC-to-DC path;, if the supply power voltage is provided at the DC legacy voltage level:\nactivating the plurality of contactors corresponding to a DC legacy path and using the OBC system to boost the supply power voltage from the DC legacy voltage level to the DC native voltage level to charge the battery at the DC native voltage level; and\n, activating the plurality of contactors corresponding to a DC legacy path and using the OBC system to boost the supply power voltage from the DC legacy voltage level to the DC native voltage level to charge the battery at the DC native voltage level; and, if the supply power voltage is provided at the DC native voltage level:\nactivating the plurality of contactors corresponding to a DC native path to bypass the OBC system and directly charge the battery at the DC native voltage level.\n, activating the plurality of contactors corresponding to a DC native path to bypass the OBC system and directly charge the battery at the DC native voltage level., 13. The method of claim 12, wherein the OBC system comprises first conversion circuitry and second conversion circuitry, and the method further comprising:\nwherein if the supply power voltage is provided at the DC legacy voltage level:\nusing the first conversion circuitry to boost the supply power voltage from the DC legacy voltage level to the DC native voltage level; and\nbypassing the second conversion circuitry by routing an output of the first conversion circuitry directly to the battery.\n\n, wherein if the supply power voltage is provided at the DC legacy voltage level:\nusing the first conversion circuitry to boost the supply power voltage from the DC legacy voltage level to the DC native voltage level; and\nbypassing the second conversion circuitry by routing an output of the first conversion circuitry directly to the battery.\n, using the first conversion circuitry to boost the supply power voltage from the DC legacy voltage level to the DC native voltage level; and, bypassing the second conversion circuitry by routing an output of the first conversion circuitry directly to the battery., 14. The method of claim 12, wherein the OBC system comprises first conversion circuitry and second conversion circuitry, and the method further comprising:\nwherein if the supply power voltage is provided at the DC legacy voltage level:\nusing the first conversion circuitry to boost the supply power voltage from the DC legacy voltage level to the DC native voltage level; and\nusing the second conversion circuitry to boost the supply power voltage from the DC legacy voltage level to the DC native voltage level, wherein outputs of the first conversion circuitry and the second conversion circuitry are combined to charge the battery.\n\n, wherein if the supply power voltage is provided at the DC legacy voltage level:\nusing the first conversion circuitry to boost the supply power voltage from the DC legacy voltage level to the DC native voltage level; and\nusing the second conversion circuitry to boost the supply power voltage from the DC legacy voltage level to the DC native voltage level, wherein outputs of the first conversion circuitry and the second conversion circuitry are combined to charge the battery.\n, using the first conversion circuitry to boost the supply power voltage from the DC legacy voltage level to the DC native voltage level; and, using the second conversion circuitry to boost the supply power voltage from the DC legacy voltage level to the DC native voltage level, wherein outputs of the first conversion circuitry and the second conversion circuitry are combined to charge the battery., 15. The method of claim 12, wherein the battery operates at the DC native voltage level, and wherein the DC native voltage level has a higher voltage level than the DC legacy voltage level., 16. Battery charging circuitry comprising:\na charging port comprising an AC input and a DC input;\na battery;\nan onboard charging (OBC) system coupled to the AC input and the battery, the OBC system comprising:\na filter coupled to the AC input;\npower factor correction circuitry coupled to the filter; and\nDC-DC converter circuitry coupled to the power factor correction circuitry and the battery;\n\nlegacy path contactors coupled to the DC input and the filter;\nnative path contactors coupled to the DC input and the battery; and\ncontrol circuitry operative to:\nroute power to the battery via a native path when a supply voltage is determined to be a DC native voltage, wherein the native path includes the native path contactors; and\nroute power to the battery via a legacy path when the supply voltage is determined to be a DC legacy voltage, wherein the legacy path includes the legacy path contactors and a portion of the OBC system.\n\n, a charging port comprising an AC input and a DC input;, a battery;, an onboard charging (OBC) system coupled to the AC input and the battery, the OBC system comprising:\na filter coupled to the AC input;\npower factor correction circuitry coupled to the filter; and\nDC-DC converter circuitry coupled to the power factor correction circuitry and the battery;\n, a filter coupled to the AC input;, power factor correction circuitry coupled to the filter; and, DC-DC converter circuitry coupled to the power factor correction circuitry and the battery;, legacy path contactors coupled to the DC input and the filter;, native path contactors coupled to the DC input and the battery; and, control circuitry operative to:\nroute power to the battery via a native path when a supply voltage is determined to be a DC native voltage, wherein the native path includes the native path contactors; and\nroute power to the battery via a legacy path when the supply voltage is determined to be a DC legacy voltage, wherein the legacy path includes the legacy path contactors and a portion of the OBC system.\n, route power to the battery via a native path when a supply voltage is determined to be a DC native voltage, wherein the native path includes the native path contactors; and, route power to the battery via a legacy path when the supply voltage is determined to be a DC legacy voltage, wherein the legacy path includes the legacy path contactors and a portion of the OBC system., 17. The battery charging circuitry of claim 16, further comprising:\nbypass contactors coupled to the battery and to nodes existing between the power factor correction circuitry and the DC-DC converter circuitry, wherein the legacy path further includes the bypass contactors, and wherein the portion includes the filter and the power factor correction circuitry, but excludes the DC-DC converter circuitry.\n, bypass contactors coupled to the battery and to nodes existing between the power factor correction circuitry and the DC-DC converter circuitry, wherein the legacy path further includes the bypass contactors, and wherein the portion includes the filter and the power factor correction circuitry, but excludes the DC-DC converter circuitry., 18. The battery charging circuitry of claim 17, wherein the control circuitry is operative to use the power factor correction circuitry to boost voltage of the supply voltage to charge the battery., 19. The battery charging circuitry of claim 16, further comprising:\nbypass contactors coupled to the battery and to nodes existing between the power factor correction circuitry and the DC-DC converter circuitry;\na battery contactor coupled to the battery and the DC-DC converter circuitry; and\nwherein the legacy path further includes the bypass contactors, and wherein the portion includes the filter, the power factor correction circuitry, and the DC-DC converter circuitry.\n, bypass contactors coupled to the battery and to nodes existing between the power factor correction circuitry and the DC-DC converter circuitry;, a battery contactor coupled to the battery and the DC-DC converter circuitry; and, wherein the legacy path further includes the bypass contactors, and wherein the portion includes the filter, the power factor correction circuitry, and the DC-DC converter circuitry., 20. The battery charging circuitry of claim 19, and wherein the control circuitry is operative to:\nuse the DC-DC converter circuitry as a bi-directional boost converter to boost voltage of the supply voltage to charge the battery; and\nuse the power factor correction circuitry to boost voltage of the supply voltage to charge the battery.\n, use the DC-DC converter circuitry as a bi-directional boost converter to boost voltage of the supply voltage to charge the battery; and, use the power factor correction circuitry to boost voltage of the supply voltage to charge the battery. | US | United States | Active | H | True |
| 439 | 充电控制系统 \n | CN113682155A | NaN | 本发明提供一种能够抑制电动车辆制造成本的增加并且高效地对作为驱动用的二次电池的驱动用电池组进行充电的充电控制系统。一种能够利用从外部电源接受的电力进行充电的电动车辆中的充电控制系统，其中，所述电动车辆具备：接口部，其从所述外部电源接受电力；驱动用电池组，其通过从所述外部电源接受的电力进行充电；导线部，其将所述接口部与所述驱动用电池组电连接；断路装置，其设置于所述导线部；控制装置，其控制所述驱动用电池组的充电；以及电压传感器，其测定从所述外部电源接受的电力的电压值，所述控制装置基于由所述电压传感器测定出的电压值，决定对所述驱动用电池组进行充电时的充电曲线。 | CN:202110542873.5A | https://patentimages.storage.googleapis.com/95/f5/96/77c6d50187c08b/CN113682155A.pdf | NaN | 中野能裕 | Honda Motor Co Ltd | KR:100839980:B1, JP:2012096712:A, JP:2017063555:A | Not available | 2019-04-16 | 1.一种充电控制系统，其为能够利用从外部电源接受的电力进行充电的电动车辆中的充电控制系统，其中，, 所述电动车辆具备：, 接口部，其从所述外部电源接受电力；, 驱动用电池组，其通过从所述外部电源接受的电力进行充电；, 导线部，其将所述接口部与所述驱动用电池组电连接；, 断路装置，其设置于所述导线部；, 控制装置，其控制所述驱动用电池组的充电；以及, 电压传感器，其测定从所述外部电源接受的电力的电压值，, 所述控制装置基于由所述电压传感器测定出的电压值，决定通过从所述外部电源接受的电力对所述驱动用电池组进行充电时的充电曲线。, 2.根据权利要求1所述的充电控制系统，其中，, 所述控制装置基于所述电压值以及流过所述导线部的电流的电流值来计算所述导线部的电阻值，并基于所述电阻值来决定所述充电曲线。, 3.根据权利要求2所述的充电控制系统，其中，, 所述控制装置基于所述电阻值来推定所述导线部的温度、所述导线部的周围温度、所述断路装置的温度、以及所述断路装置的周围温度中的至少任一个温度，并基于推定出的所述温度来决定所述充电曲线。, 4.根据权利要求3所述的充电控制系统，其中，, 所述控制装置具备分别与不同的温度范围对应的多个充电曲线，并且从所述多个充电曲线中决定与包含推定出的所述温度的温度范围对应的充电曲线。, 5.根据权利要求1至4中任一项所述的充电控制系统，其中，, 所述充电曲线根据充电时间来调整充电电流的电流值。, 6.根据权利要求3所述的充电控制系统，其中，, 所述充电曲线根据推定出的所述温度来调整充电电流的电流值。, 7.根据权利要求1至6中任一项所述的充电控制系统，其中，, 所述接口部设置于所述电动车辆的前部，, 所述断路装置及所述导线部的一部分设置于所述电动车辆的前室。 | CN | China | Pending | B | True |
| 440 | Welding process for battery module components \n | EP3286788A1 | WELDING PROCESS FOR BATTERY MODULE COMPONENTS CROSS-REFERENCE TO RELATED APPLICATION [0001] This application claims priority from and the benefit of U.S. Provisional Application Serial No. 62/151,177, filed April 22, 2015, entitled "CELL BUS BAR TO VOLTAGE AND TEMPERATURE SENSE ULTRASONIC WELDING AND BARE COPPER WIRE TO NICKEL PLATED ALUMINUM BUS BAR," which is hereby incorporated by reference in its entirety for all purposes. BACKGROUND [0002] The present disclosure relates generally to the field of batteries and battery modules. More specifically, the present disclosure relates to a welding process for sensing components of a battery module. [0003] This section is intended to introduce the reader to various aspects of art that may be related to various aspects of the present disclosure, which are described below. This discussion is believed to be helpful in providing the reader with background information to facilitate a better understanding of the various aspects of the present disclosure. Accordingly, it should be understood that these statements are to be read in this light, and not as admissions of prior art. [0004] A vehicle that uses one or more battery systems for providing all or a portion of the motive power for the vehicle can be referred to as an xEV, where the term "xEV" is defined herein to include all of the following vehicles, or any variations or combinations thereof, that use electric power for all or a portion of their vehicular motive force. For example, xEVs include electric vehicles (EVs) that utilize electric power for all motive force. As will be appreciated by those skilled in the art, hybrid electric vehicles (HEVs), also considered xEVs, combine an internal combustion engine propulsion system and a battery-powered electric propulsion system, such as 48 Volt (V) 1 \n\n or 130V systems. The term HEV may include any variation of a hybrid electric vehicle. For example, full hybrid systems (FHEVs) may provide motive and other electrical power to the vehicle using one or more electric motors, using only an internal combustion engine, or using both. In contrast, mild hybrid systems (MHEVs) disable the internal combustion engine when the vehicle is idling and utilize a battery system to continue powering the air conditioning unit, radio, or other electronics, as well as to restart the engine when propulsion is desired. The mild hybrid system may also apply some level of power assist, during acceleration for example, to supplement the internal combustion engine. Mild hybrids are typically 96V to 130V and recover braking energy through a belt or crank integrated starter generator. Further, a micro-hybrid electric vehicle (mHEV) also uses a "Stop-Start" system similar to the mild hybrids, but the micro-hybrid systems of a mHEV may or may not supply power assist to the internal combustion engine and operate at a voltage below 60V. For the purposes of the present discussion, it should be noted that mHEVs typically do not technically use electric power provided directly to the crankshaft or transmission for any portion of the motive force of the vehicle, but an mHEV may still be considered as an xEV since it does use electric power to supplement a vehicle's power needs when the vehicle is idling with internal combustion engine disabled and recovers braking energy through an integrated starter generator. In addition, a plug-in electric vehicle (PEV) is any vehicle that can be charged from an external source of electricity, such as wall sockets, and the energy stored in the rechargeable battery packs drives or contributes to drive the wheels. PEVs are a subcategory of EVs that include all-electric or battery electric vehicles (BEVs), plug-in hybrid electric vehicles (PHEVs), and electric vehicle conversions of hybrid electric vehicles and conventional internal combustion engine vehicles. [0005] xEVs as described above may provide a number of advantages as compared to more traditional gas-powered vehicles using only internal combustion engines and traditional electrical systems, which are typically 12V systems powered by a lead acid battery. For example, xEVs may produce fewer undesirable emission products and may exhibit greater fuel efficiency as compared to traditional internal combustion vehicles 2 \n\n and, in some cases, such xEVs may eliminate the use of gasoline entirely, as is the case of certain types of EVs or PEVs. [0006] As technology continues to evolve, there is a need to provide improved power sources, particularly battery modules, for such vehicles. For example, in traditional configurations, battery modules may include sensing components configured to monitor a condition of one or more battery cells of the battery module. The sensing components may include temperature sense components and voltage sense components, among others. However, placing the sensing components in the battery module may be time consuming. Additionally, in certain implementations, the sensing components may be subject to various mechanical stresses. These stresses can cause sensing components coupled to various monitoring locations in the battery module to become weak or generally ineffective. It is now recognized that an enhanced welding process enabling robust connections of sensing components to monitoring locations in a battery module is desired. SUMMARY [0007] A summary of certain embodiments disclosed herein is set forth below. It should be understood that these aspects are presented merely to provide the reader with a brief summary of certain embodiments and that these aspects are not intended to limit the scope of this disclosure. Indeed, this disclosure may encompass a variety of aspects that may not be set forth below. [0008] The present disclosure relates to a battery module that includes a stack of battery cells disposed in a housing, where each battery cell of the stack of battery cells has a terminal, and a bus bar having a body and an indicator disposed on the body, where the bus bar is configured to couple a first terminal of a first battery cell of the stack of battery cells to a second terminal of a second battery cell of the stack of battery cells. The battery module also includes a sensing component disposed on the indicator and 3 \n\n configured to monitor a condition of at least one battery cell of the stack of battery cells and a weld physically and electrically coupling the sensing component to the bus bar. [0009] The present disclosure also relates to a battery module that includes a stack of battery cells disposed in a housing, where each battery cell of the stack of battery cells includes a terminal on a terminal end of each battery cell. The battery module also includes a bus bar having a body and an indicator disposed on the body, where the bus bar is configured to couple a first terminal of a first battery cell of the stack of battery cells to a second terminal of a second battery cell of the stack of battery cells. Additionally, the battery module includes a sensing component disposed on the indicator and configured to monitor a condition of at least one battery cell of the stack of battery cells, a carrier configured to receive and secure the bus bar and the sensing component, and a weld physically and electrically coupling the sensing component to the bus bar. The weld is formed according to a process that includes disposing the bus bar in the carrier, disposing the sensing component in the carrier and over the indicator of the bus bar, directing ultrasonic vibrations toward a first surface of the bus bar via an anvil, oscillating the anvil in a direction parallel to a length of the sensing component, and melting at least a portion of the bus bar, the sensing component, or both, to form a molten material such that the molten material re-hardens and couples the sensing component to the bus bar. [0010] The present disclosure also relates to a method for manufacturing a battery module that includes disposing a bus bar in a carrier, disposing a sensing component in the carrier and over an indicator positioned on a body of the bus bar, where the indicator is positioned on a first surface of the bus bar, directing ultrasonic vibrations toward a second surface of the bus bar via an anvil, oscillating the anvil in a direction parallel to a length of the sensing component, and melting at least a portion of the bus bar, the sensing component, or both, to form a molten material such that the molten material re-hardens and couples the sensing component to the bus bar. 4 \n\n DRAWINGS [0011] Various aspects of this disclosure may be better understood upon reading the following detailed description and upon reference to the drawings in which: [0012] FIG. 1 is a perspective view of a vehicle having a battery system configured in accordance with present embodiments to provide power for various components of the vehicle, in accordance with an aspect of the present disclosure; [0013] FIG. 2 is a cutaway schematic view of an embodiment of the vehicle and the battery system of FIG. 1 , in accordance with an aspect of the present disclosure; [0014] FIG. 3 is an exploded perspective view of an embodiment of a battery module that may include an enhanced weld between a bus bar and a sensing component, in accordance with an aspect of the present disclosure; [0015] FIG. 4 is an expanded view of a first face of a bus bar carrier of the battery module of FIG. 3, the view showing the bus bars and the sensing components coupled to one another, in accordance with an aspect of the present disclosure; [0016] FIG. 5 is a perspective view of a second face of the bus bar carrier of FIG. 4 that includes welding access points, in accordance with an aspect of the present disclosure; [0017] FIG. 6 is a perspective view of the bus bars of FIG. 4 that may be used in the battery module FIG. 3, including a cell-to-cell bus bar, a stack-to-stack bus bar, and a cell-to-load bus bar, in accordance with an aspect of the present disclosure; [0018] FIG. 7 is a cross section of one of the bus bars of FIG. 6, in accordance with an aspect of the present disclosure; 5 \n\n [0019] FIG. 8 is a plan view of an embodiment of a bus bar coupled to a voltage sense component at an indicator, in accordance with an aspect of the present disclosure; [0020] FIG. 9 is a plan view of an embodiment of a bus bar coupled to a temperature sense component at an indicator, in accordance with an aspect of the present disclosure; [0021] FIG. 10 is a block diagram of an embodiment of a process that may used to produce an enhanced weld between a bus bar and a sensing component, in accordance with an aspect of the present disclosure; [0022] FIG. 11 is an expanded perspective view of the bus bar carrier of FIG. 3 having sensing components coupled to bus bars, the sensing components and the bus bars being held to the bus bar carrier using securement features of the bus bar carrier, in accordance with an aspect of the present disclosure; [0023] FIGS. 12 and 13 are pictorial representations of first and second surfaces of an embodiment of the bus bar and depict an example of the enhanced weld formed between the bus bar and the voltage sense component, in accordance with an aspect of the present disclosure; and [0024] FIGS. 14 and 15 are pictorial representations of the first and second surfaces of an embodiment of the bus bar and depict an example of the enhanced weld formed between the bus bar and the temperature sense component, in accordance with an aspect of the present disclosure. DETAILED DESCRIPTION [0025] One or more specific embodiments will be described below. In an effort to provide a concise description of these embodiments, not all features of an actual implementation are described in the specification. It should be appreciated that in the development of any such actual implementation, as in any engineering or design project, numerous implementation-specific decisions must be made to achieve the developers' 6 \n\n specific goals, such as compliance with system-related and business-related constraints, which may vary from one implementation to another. Moreover, it should be appreciated that such a development effort might be complex and time consuming, but would nevertheless be a routine undertaking of design, fabrication, and manufacture for those of ordinary skill having the benefit of this disclosure. [0026] The battery systems described herein may be used to provide power to various types of electric vehicles (xEVs) and other high voltage energy storage/expending applications (e.g., electrical grid power storage systems). Such battery systems may include one or more battery modules, each battery module having a number of battery cells (e.g., lithium-ion (Li-ion) electrochemical cells) arranged and electrically interconnected to provide particular voltages and/or currents useful to power, for example, one or more components of an xEV. As another example, battery modules in accordance with present embodiments may be incorporated with or provide power to stationary power systems (e.g., non-automotive systems). [0027] Battery modules may include one or more battery cells (e.g., electrochemical battery cells) that may be subject to various electrical stresses such as overcharging and/or overheating, which may be undesirable. In addition, over time, the one or more battery cells may begin to experience a decline in electrical performance. Accordingly, battery modules may include sensing components to monitor the temperature and/or voltage (e.g., electrical measurements) of the one or more battery cells, for example, to determine whether the one or more battery cells are overcharged and/or overheated. The sensing components may be coupled to cabling configured to carry signals generated by the sensing components to a battery control unit, a battery management system ("BMS"), or another special purpose computing device (e.g., a vehicle control module (VCM)). For example, the sensing features may be electrically coupled to a battery control unit (e.g., via the cabling) and configured to send signals pertaining to a temperature or a voltage of the battery module over time. In certain embodiments, the battery control unit may initiate certain control actions (e.g., de-rate the battery module or stop an electrical 7 \n\n flow) in response to determining that the temperature and/or electrical measurements exceed a threshold. [0028] Battery modules in accordance with the present disclosure may include bus bars configured to couple a first battery cell of the battery module to a second battery cell of the battery module. The bus bar may be welded to a first terminal of the first battery cell and a second terminal of the second battery cell. Additionally, the sensing components may be coupled (e.g., welded) to a surface of the bus bar to monitor the temperature and/or voltage associated with the first and/or second battery cells. However, it is now recognized that coupling the sensing components to the bus bar after the bus bar has been welded to the first and second terminals may be complicated, time consuming, and expensive. It is also recognized that traditional welds between the sensing components and the bus bars may be relatively weak, which may eventually lead to inaccurate measurements received from the sensing components (or even disconnection). Thus, it is now recognized that an improved process for welding the sensing components to the bus bars may enhance a strength of the connection between the sensing components and the bus bars as well as simplify assembly of the battery module, thereby enhancing an efficiency of the manufacturing process. [0029] The present disclosure addresses these and other shortcomings of traditional welding techniques. For example, embodiments of the present disclosure relate to a battery module that includes a bus bar carrier that may include various features to receive and secure the bus bars and/or the sensing components. Additionally, the bus bars may include an indicator that signals to an assembler where to position the sensing components. In accordance with present embodiments, the sensing components may be coupled to the bus bars prior to welding the bus bars to terminals of the one or more battery cells. Therefore, components of the bus bar carrier may be assembled before the bus bar carrier is disposed in a housing of the battery module, thereby facilitating assembly. Further, the sensing components may be welded to the bus bars via an ultrasonic welding process that may strengthen a connection between the bus bars and the 8 \n\n sensing components, thereby enhancing the duration of the battery module. However, other types of welding (e.g., laser welding) are within the scope of the present disclosure. [0030] To help illustrate the manner in which the present embodiments may be used in a system, FIG. 1 is a perspective view of an embodiment of a vehicle 10 (e.g., an xEV), which may utilize a regenerative braking system. Although the following discussion is presented in relation to vehicles with regenerative braking systems, the techniques described herein are adaptable to other vehicles that capture/store electrical energy with a battery, which may include electric-powered and gas-powered vehicles. [0031] As discussed above, it would be desirable for a battery system 12 to be largely compatible with traditional vehicle designs. Accordingly, the battery system 12 may be placed in a location in the vehicle 10 that would have housed a traditional battery system. For example, as illustrated, the vehicle 10 may include the battery system 12 positioned similarly to a lead-acid battery of a typical combustion-engine vehicle (e.g., under the hood of the vehicle 10). [0032] A more detailed view of the battery system 12 is described in FIG. 2. As depicted, the battery system 12 includes an energy storage component 13 coupled to an ignition system 14, an alternator 15, a vehicle console 16, and optionally to an electric motor 17. Generally, the energy storage component 13 may capture/store electrical energy generated in the vehicle 10 and output electrical energy to power electrical devices in the vehicle 10. [0033] In other words, the battery system 12 may supply power to components of the vehicle's electrical system, which may include radiator cooling fans, climate control systems, electric power steering systems, active suspension systems, auto park systems, electric oil pumps, electric super/turbochargers, electric water pumps, heated windscreen/defrosters, window lift motors, vanity lights, tire pressure monitoring systems, sunroof motor controls, power seats, alarm systems, infotainment systems, navigation features, lane departure warning systems, electric parking brakes, external 9 \n\n lights, or any combination thereof. Illustratively, in the depicted embodiment, the energy storage component 13 supplies power to the vehicle console 16 and the ignition system 14, which may be used to start (e.g., crank) an internal combustion engine 18. [0034] Additionally, the energy storage component 13 may capture electrical energy generated by the alternator 15 and/or the electric motor 17. In some embodiments, the alternator 15 may generate electrical energy while the internal combustion engine 18 is running. More specifically, the alternator 15 may convert the mechanical energy produced by the rotation of the internal combustion engine 18 into electrical energy. Additionally or alternatively, when the vehicle 10 includes an electric motor 17, the electric motor 17 may generate electrical energy by converting mechanical energy produced by the movement of the vehicle 10 (e.g., rotation of the wheels) into electrical energy. Thus, in some embodiments, the energy storage component 13 may capture electrical energy generated by the alternator 15 and/or the electric motor 17 during regenerative braking. As such, the alternator 15 and/or the electric motor 17 are generally referred to herein as a regenerative braking system. [0035] To facilitate capturing and supplying electric energy, the energy storage component 13 may be electrically coupled to the vehicle's electric system via a bus 19. For example, the bus 19 may enable the energy storage component 13 to receive electrical energy generated by the alternator 15 and/or the electric motor 17. Additionally, the bus 19 may enable the energy storage component 13 to output electrical energy to the ignition system 14 and/or the vehicle console 16. Accordingly, when a 12 volt battery system 12 is used, the bus 19 may carry electrical power typically between 8- 18 volts. [0036] Additionally, as depicted, the energy storage component 13 may include multiple battery modules. For example, in the depicted embodiment, the energy storage component 13 includes a lithium ion (e.g., a first) battery module 20 in accordance with present embodiments, and a lead-acid (e.g., a second) battery module 22, where each battery module 20, 22 includes one or more battery cells (e.g., individually sealed battery 10 \n\n cells). In other embodiments, the energy storage component 13 may include any number of battery modules. Additionally, although the lithium ion battery module 20 and lead- acid battery module 22 are depicted adjacent to one another, they may be positioned in different areas around the vehicle. For example, the lead-acid battery module 22 may be positioned in or about the interior of the vehicle 10 while the lithium ion battery module 20 may be positioned under the hood of the vehicle 10. [0037] In some embodiments, the energy storage component 13 may include multiple battery modules to utilize multiple different battery chemistries. For example, when the lithium ion battery module 20 is used, performance of the battery system 12 may be improved since the lithium ion battery chemistry generally has a higher coulombic efficiency and/or a higher power charge acceptance rate (e.g., higher maximum charge current or charge voltage) than the lead-acid battery chemistry. As such, the capture, storage, and/or distribution efficiency of the battery system 12 may be improved. [0038] To facilitate controlling the capturing and storing of electrical energy, the battery system 12 may additionally include a control module 24. More specifically, the control module 24 may control operations of components in the battery system 12, such as relays (e.g., switches) within the energy storage component 13, the alternator 15, and/or the electric motor 17. For example, the control module 24 may regulate an amount of electrical energy captured/supplied by each battery module 20 or 22 (e.g., to de-rate and re-rate the battery system 12), perform load balancing between the battery modules 20 and 22, determine a state of charge of each battery module 20 or 22, determine a temperature of each battery module 20 or 22, control voltage output by the alternator 15 and/or the electric motor 17, and the like. [0039] Accordingly, the control module 24 may include one or more processor 26 and one or more memory 28. More specifically, the one or more processor 26 may include one or more application specific integrated circuits (ASICs), one or more field programmable gate arrays (FPGAs), one or more general purpose processors, or any combination thereof. Additionally, the one or more memory 28 may include volatile 11 \n\n memory, such as random access memory (RAM), and/or non-volatile memory, such as read-only memory (ROM), optical drives, hard disc drives, or solid-state drives. In some embodiments, the control module 24 may include portions of a vehicle control unit (VCU) and/or a separate battery control module. [0040] As discussed above, the battery module 20 may include one or more battery cells (e.g., electrochemical battery cells). In some cases, the battery cells may be subject undesirable levels of mechanical and/or electrical stress. Therefore, the battery module 20 may include sensing components to monitor a temperature and/or a voltage of the one or more battery cells, the sensing components being secured to bus bars using the improved processes described herein. In certain embodiments, it may be desirable to couple the sensing components to a bus bar, which may couple the one or more battery cells to one another. To decrease the assembly time of the battery module 20, the battery module 20 may include a bus bar carrier 50, which may receive the bus bars and the sensing components as shown in FIG. 3. Further, as discussed in more detail with reference to FIGS. 7-12, an improved welding process may enhance the strength of the connection between the bus bars and the sensing components. [0041] For example, FIG. 3 is an exploded perspective view of the battery module 20 having a first battery cell stack 52 and a second battery cell stack 54, each having individual battery cells 56. Cell terminals 58 of the individual battery cells 56 may be electrically coupled to module terminals 59 via one or more bus bars 60. In some cases, one of the bus bars 60 may be welded to one of the battery cell terminals 58 to form an electrical connection (e.g., via a physical connection). Welding the bus bar 60 to the battery cell terminal 58 in accordance with present embodiments may form a robust electrical connection that may withstand vibrations and/or other movement that the battery module 20 may incur. Additionally, the battery module 20 may include the bus bar carrier 50, which may include the bus bars 60 configured to establish an electrical connection between the individual battery cells 56 and/or between the battery cells 56 and an external load (e.g., the xEV 10). 12 \n\n [0042] The illustrated embodiment of FIG. 3 also illustrates a housing 64 of the battery module 20, which may receive the first and second battery cell stacks 52, 54. Additionally, the battery module 20 may include a cover 66 for the housing 64. When the battery ceils 56 and/or the bus bar carrier 50 are positioned within the housing 64, the cover 66 may be disposed on the housing 64 to enclose the battery module 20 and form a single, integrated unit that may provide power to a load (e.g., the xEV 10). [0043] To establish an electrical connection between the individual battery cells 56 and/or between the battery cells 56 and the load (e.g., the xEV 10), the terminals 58 of the battery cells 56 may be coupled (e.g., welded) to one or more of the bus bars 60 disposed in the bus bar carrier 50. For example, FIG. 4 is a perspective view of a first face 68 of the bus bar carrier 50 that includes the bus bars 60. The bus bars 60 may be disposed over the terminals 58 of the battery cells 56 to couple the battery cells 56 to one another. In certain embodiments, the bus bars 60 are welded (directly or indirectly) to the cell terminals 58 such that a physical and/or an electrical connection are established between the bus bars 60 and the cell terminals 58. The bus bars 60 may be coupled to the cell terminals 58 via a lap weld or any other suitable coupling technique. [0044] The interconnection of the battery cells 56 using the bus bars 60 may enable a plurality of series and/or parallel connections to be made, resulting in a predetermined voltage and/or capacity of the overall battery module 20. In certain embodiments (e.g., the embodiment of FIG. 3), the battery module 20 may have, for example, six battery cells 56 connected in series to produce a voltage output that is the sum of the individual voltages of the battery cells 56, and a capacity substantially equal to the capacity of an individual battery cell 56 (e.g., 12V, lOAh). Other electrical connections, such as one or more parallel connections, may affect the voltage and capacity. In other embodiments, the battery module 20 may include less than six battery cells (e.g., 5, 4, 3, 2, or 1) or more than six battery cells (e.g., 7, 8, 9, 10, 12, 15, 20, 25, 30, 35, 40, 45, 50, or more) to produce embodiments of the battery module 20 having different voltages (e.g., 48 V) and/or different capacities (e.g., 20 Ah). 13 \n\n [0045] In addition to forming the electrical connections using the bus bars 60 of the bus bar carrier 50, the bus bar carrier 50 also includes various sensing components 70 (e.g., voltage sense components, temperature sense components, and/or other sensors) configured to enable the control module 24 (e.g., controller or battery management system "BMS") of the battery module 20 to perform monitoring functions with respect to the battery cells 56 and the battery module 20. The sensing components 70 (e.g., sensors) may include voltage sense components (e.g., an electrical lead carrying a signal to the control module 24), which are configured to sense voltages at each bus bar 60, as well as one or more temperature sense components (e.g., a thermocouple and/or a thermistor), which are configured to sense temperatures within the battery module 20, for example at certain bus bars 60. The sensing components 70 may be coupled to cabling 72 configured to carry signals generated by the sensing components 70 to the control module 24 (e.g., the BMS). For example, the sensing components 70 may be electrically coupled to the control module 24 (e.g., via the cabling 72) and configured to send signals pertaining to a temperature and/or a voltage of the battery module 20 (or individual battery cells 56) over time. In certain embodiments, the control module 24 may include a threshold temperature and/or voltage value stored in the memory 28. If a signal received from the sensing components 70 exceeds the threshold value, the control module 24 may be configured to disconnect a flow of electricity between the battery module 20 and a load, for example. [0046] In certain embodiments, the bus bars 60, the sensing components 70, and the cabling 72 are all integrated onto a one-piece structure (e.g., the bus bar carrier 50) configured to carry and integrate these components to form a bus bar and sensing assembly. Additionally, the bus bar carrier 50 may include physical features 74 (e.g., interfaces, grooves, slots, protrusions, cantilevered hooks, channels, guides and/or light press fit interfaces) that may be configured to receive the bus bars 60, the sensing components 70, and/or the cabling 72, as well as position the bus bars 60, the sensing components 70, and/or the cabling 72 in a predetermined location (e.g., bus bars directly over the terminals 58 of the battery cells 56). Accordingly, during assembly of the 14 \n\n battery module 20, the bus bars 60, the sensing components 70, and/or the cabling 72 may simply be aligned with the physical features 74 such that the bus bars 60, the sensing components 70, and/or the cabling 72 are positioned in the predetermined location. [0047] As depicted in FIG. 5, in addition to having the physical features 74, the bus bar carrier 50 may also include access points 80 (e.g., openings) that facilitate access to the bus bars 60 for a welding device (e.g., an ultrasonic welding anvil). For example, as shown in FIG. 5, a second face 82 of the bus bar carrier 50 includes the access points 80. In certain embodiments, the access points 80 may enable an assembler to couple the sensing components 70 to the bus bars 60 before disposing the bus bar carrier 50 (and the bus bars 60) over the terminals 58 of the battery cells 56. Accordingly, the access points 80 may facilitate assembly of the battery module 20 by enabling the assembler to couple components of the bus bar carrier 50 to one another prior to positioning the bus bar carrier 50 in the housing 64 of the battery module 20. [0048] In certain embodiments, the sensing components 70 and the bus bars 60 may be disposed in the bus bar carrier 50. Additionally, a welding device (e.g., an ultrasonic welding anvil) may be utilized to couple the sensing components 70 to the bus bars 60 to form a physical connection between the sensing components 70 and the bus bars 60. The physical connection may ensure a robust electrical connection between the sensing components 70 and the bus bars 60 such that the sensing components 70 may accurately monitor a temperature and/or a voltage of one or more of the battery cells 56 at the bus bars 60. [0049] The bus bars 60 may be configured to electrically couple individual battery cells 56 to one another as well as to electrically couple the battery cells 56 to a load. In certain embodiments, the battery module 20 may include different types of bus bars (e.g., different shapes, sizes, and/or materials). For example, FIG. 6 is a perspective view of an example of the bus bars 60 that may be used in the embodiment of the battery module 20 of FIG. 3, including a cell- | The present disclosure relates to a battery module that includes a stack of battery cells disposed in a housing, where each battery cell of the stack of battery cells has a terminal, and a bus bar having a body and an indicator disposed on the body, where the bus bar is configured to couple a first terminal of a first battery cell of the stack of battery cells to a second terminal of a second battery cell of the stack of battery cells. The battery module also includes a sensing component disposed on the indicator and configured to monitor a condition of at least one battery cell of the stack of battery cells and a weld physically and electrically coupling the sensing component to the bus bar. | EP:16712561.6A | NaN | NaN | Matthew R. TYLER, Jennifer L. CZARNECKI, Christopher M. Bonin | Johnson Controls Technology Co | NaN | 2016-11-02 | 2019-09-04 | 1. A battery module, comprising: , a stack of battery cells disposed in a housing, wherein each battery cell of the stack of battery cells comprises a terminal; , a bus bar comprising a body and an indicator disposed on the body, wherein the bus bar is configured to couple a first terminal of a first battery cell of the stack of battery cells to a second terminal of a second battery cell of the stack of battery cells; , a sensing component disposed on the indicator and configured to monitor a condition of at least one battery cell of the stack of battery cells; and , a weld physically and electrically coupling the sensing component to the bus bar. , 2. The battery module of claim 1, wherein the indicator is on a surface of the body of the bus bar, and wherein the indicator provides a visual target for a predetermined location of the sensing component. , 3. The battery module of claim 1, wherein the sensing component is a temperature sense component configured to monitor a temperature of the battery cell of the stack of battery cells. , 4. The battery module of claim 3, wherein the temperature sense component is disposed in a lug and surrounded by an ultraviolet (UV) epoxy, and wherein the weld directly couples the lug to the bus bar at the indicator. , 5. The battery module of claim 1, wherein the sensing component is a voltage sense component configured to monitor a voltage of the battery cell of the stack of battery cells. , 32 \n\n , 6. The battery module of claim 5, wherein the voltage sense component comprises a lead portion and an insulator material portion, wherein the weld directly couples the lead portion to the bus bar at the indicator, and wherein the weld is an ultrasonic weld performed along a direction parallel to the lead portion. , 7. The battery module of claim 1, wherein the bus bar comprises a T-shape that includes a first portion configured to couple the first terminal to the second terminal and a second portion configured to couple to the sensing component. , 8. The battery module of claim 1, wherein the bus bar comprises a J-shape configured to couple a third terminal of a third battery cell of the stack of battery cells to a module terminal of the battery module. , 9. The battery module of claim 1, wherein the bus bar and the sensing component are held to a carrier of the battery module by securement features integrated into the carrier. , 10. The battery module of claim 9, wherein the carrier comprises a recess configured to receive the bus bar. , 11. The battery module of claim 9, wherein the securement features comprise a cantilevered hook. , 12. The battery module of claim 9, wherein the carrier comprises a first surface that includes the securement features and a second surface configured to face the stack of battery cells, and wherein the carrier comprises an access point for a welding device on the second surface. , 13. The battery module of claim 1, wherein the bus bar comprises nickel plating. , 33 \n\n , 14. The battery module of claim 13 wherein a thickness of the nickel plating is between 4 micrometers (μηι) and 8 μιη. , 15. A battery module, comprising: , a stack of battery cells disposed in a housing, wherein each battery cell of the stack of battery cells comprises a terminal on a terminal end of each battery cell; , a bus bar comprising a body and an indicator disposed on the body, wherein the bus bar is configured to couple a first terminal of a first battery cell of the stack of battery cells to a second terminal of a second battery cell of the stack of battery cells; , a sensing component disposed on the indicator and configured to monitor a condition of at least one battery cell of the stack of battery cells; , a carrier configured to receive and secure the bus bar and the sensing component; and , a weld physically and electrically coupling the sensing component to the bus bar, wherein the weld is formed according to a process comprising: , disposing the bus bar in the carrier; , disposing the sensing component in the carrier and over the indicator of the bus bar; , directing ultrasonic vibrations toward a first surface of the bus bar via an anvil; , oscillating the anvil in a direction parallel to a length of the sensing component; and , melting at least a portion of the bus bar, the sensing component, or both, to form a molten material such that the molten material re-hardens and couples the sensing component to the bus bar. , 34 \n\n , 16. The battery module of claim 15, wherein the carrier comprises a first feature configured to receive and secure the bus bar and a second feature configured to secure and receive the sensing component in a predetermined position relative to the bus bar. , 17. The battery module of claim 15, wherein the sensing component comprises a temperature sense component configured to monitor a temperature of the at least one battery cell of the stack of battery cells. , 18. The battery module of claim 15, wherein the sensing component comprises a voltage sense component configured to monitor a voltage across the first battery cell and the second battery cell. , 19. A method of manufacturing a battery module, comprising: , disposing a bus bar in a carrier; , disposing a sensing component in the carrier and over an indicator positioned on a body of the bus bar, wherein the indicator is positioned on a first surface of the bus bar; directing ultrasonic vibrations toward a second surface of the bus bar via an anvil; oscillating the anvil in a direction parallel to a length of the sensing component; and , melting at least a portion of the bus bar, the sensing component, or both, to form a molten material such that the molten material re-hardens and couples the sensing component to the bus bar. , 20. The method of claim 19, wherein disposing the bus bar in the carrier comprises securing the bus bar in an interface of the carrier. , 21. The method of claim 20, wherein the interface is a press fit interface. , 35 \n\n , 22. The method of claim 19, wherein the sensing component comprises a temperature sense component. , 23. The method of claim 22, comprising disposing the temperature sense component in a lug comprising an ultraviolet (UV) curable epoxy, and wherein disposing the sensing component in the carrier comprises disposing the lug directly on the indicator of the bus bar. , 24. The method of claim 19, wherein the sensing component comprises a voltage sense component having a lead portion and an insulator material portion. , 25. The method of claim 24, comprising disposing the lead portion of the voltage sense component directly on the indicator of the bus bar such that a segment of the insulator material portion contacts the bus bar. , 36 \n | EP | European Patent Office | Granted | H | True |
| 441 | 车辆用控制装置 \n | CN108656953B | NaN | 安装于车辆的车辆用控制装置(10)具备：开关(SW1)，在将锂离子电池(31)连接到电源电路(30)的导通状态与从电源电路(30)断开锂离子电池(31)的切断状态之间切换；电池控制器(42)，具备向开关(SW1)发送切断信号的第一开关控制部(42a)和检测第一开关控制部(42a)故障的自我诊断部(42b)；引擎控制器(50)，具备向开关(SW1)发送切断信号的第二开关控制部(50c)且经由通信网络(52)连接到电池控制器(42)，引擎控制器(50)在自我诊断部(42b)检测到第一开关控制部(42a)故障的情况下从第二开关控制部(50c)向开关(SW1)发送切断信号。根据本发明能够保护蓄电体。 | CN:201711459577.9A | https://patentimages.storage.googleapis.com/8b/a6/89/ace0941eff8028/CN108656953B.pdf | CN:108656953:B | 木下贵博 | Subaru Corp | JP:2000166024:A, CN:104553814:A, JP:2016147517:A, JP:2016195473:A, JP:2017051036:A | Not available | 2019-02-13 | 1.一种车辆用控制装置，其特征在于，其安装于车辆，, 所述车辆用控制装置具有：, 电源电路，其具备第一蓄电体、与所述第一蓄电体并联连接且内部电阻比所述第一蓄电体大的第二蓄电体、以及连接于所述第一蓄电体和所述第二蓄电体的电动发电机；, 开关，其设置于电源电路，并在导通状态与切断状态之间进行切换，所述导通状态是将所述第一蓄电体连接于所述电动发电机，所述切断状态是从所述电动发电机断开所述第一蓄电体；, 第一控制单元，其具备向所述开关发送切断信号的第一切断控制部和检测所述第一切断控制部的故障的自我诊断部；以及, 第二控制单元，其具备向所述开关发送切断信号的第二切断控制部，并且经由通信网络与所述第一控制单元连接，, 所述第二控制单元执行如下故障安全控制：, 判定是否从所述自我诊断部接收到所述第一切断控制部的故障信号，在通过接收到所述故障信号而判定为所述第一切断控制部发生故障的情况下，将所述开关从导通状态控制为切断状态，, 判定在向所述自我诊断部发送确认信号之后，是否从所述自我诊断部接收到响应信号，在通过未接收到所述响应信号而判定为所述自我诊断部发生故障的情况下，将所述开关从导通状态控制为切断状态，, 判定所述通信网络是否发生故障，在判定为所述通信网络发生故障的情况下，将所述开关从导通状态控制为切断状态。, 2.根据权利要求1所述的车辆用控制装置，其特征在于，, 通过将所述开关从导通状态切换为切断状态，从而在将所述第二蓄电体连接到所述电动发电机的状态下，将所述第一蓄电体从所述电动发电机断开。 | CN | China | Active | B | True |
| 442 | 车辆供电系统 \n | CN103213509A | 技术领域本发明涉及将电动车辆的直流电源的电力向外部的交流设备供给的车辆供电系统。背景技术以往，提出有利用搭载于电动机动车或燃料电池机动车等电动车辆中的蓄电池或燃料电池等直流电源向家庭用的电气设备供电的车辆供电系统(例如参照日本国特开2006-325392号公报)。日本国特开2006-325392号公报中记载的电力供给系统(车辆供电系统)具备：具有将电力向车辆外部供给的机构的车辆；具备直流交流转换用的逆变器的固定型燃料电池系统；由固定型燃料电池系统供给电力的负载装置；向固定型燃料电池系统供给电力的系统电源。该电力供给系统在系统电源停电时，将车辆与固定型燃料电池系统连接，从而将车辆的直流电源的电力经由固定型燃料电池系统的逆变器向负载装置供给。然而，在日本国特开2006-325392号公报所记载的技术中，用于将直流电转换为交流电的逆变器设置在固定型燃料电池系统内。因此，能够从车辆的蓄电池向外部供给电力的场所被限制在固定型燃料电池系统的设置场所的附近，对使用者来说不方便。发明内容因此，本发明涉及的方式的目的在于提供一种不受供电场所的限制而能够在任意的场所向外部供电的车辆供电系统。另外，在日本国特开2006-325392号公报中没有记载具体的车辆结构，面向实用化还存在进一步研究的余地。尤其在使用外部的逆变器来将能够使直流电成为交流电进行供电的功能设置于电动车辆的情况下，与不进行供电的车辆相比，需要将直流电的供电电路布设至供电口，从而需要对供电电路的保护结构进行研究。因此，本发明涉及的方式的目的还在于提供一种能够不占有车辆上的有效空间地保护用于将搭载在车身上的直流电源与不同体的逆变器装置连接的直流电的供电电路的电动车辆。为了解决上述课题而实现上述目的，本发明采用了以下的方式。(1)本发明涉及的一方式为车辆供电系统，其将搭载在电动车辆上的直流电源的电力转换为交流电而向该电动车辆的外部的交流设备供给，所述车辆供电系统具备：设置于所述电动车辆且收纳行李的行李室；具有设置在所述行李室内且与所述直流电源电连接的供电口的供电连接器；与所述电动车辆不同体地设置，且配置在所述行李室内而将所述直流电源的电力转换为交流电的逆变器装置，其中，在所述行李室内设有从所述电动车辆的前后方向观察时能够将所述逆变器装置设置在与所述供电口不重叠的位置上的逆变器设置空间，在所述逆变器装置上设有从侧面引出且在前端部具有与所述供电口连接的连接器部的连接线缆。(2)在上述(1)方式的基础上，还可以构成为，所述供电口朝向所述电动车辆的后方且下方而形成，将所述逆变器装置设置在所述行李室内的所述逆变器设置空间中时，所述连接线缆从所述逆变器装置的侧面中的配置有所述供电口的一侧的侧面的下方朝向上方延伸。(3)在上述(1)方式的基础上，所述车辆供电系统还具备：覆盖左右的后轮的外侧的一对后车轮罩；配置在所述一对后车轮罩之间，在车室的下方侧外部由车架支承，且配置在所述行李室的车身前方侧的所述气体罐；从所述行李室的底壁朝向车身前方侧而向上方鼓起，将所述气体罐与车室内侧分隔的罐隔壁面板；进行所述直流电源与所述供电连接器之间的电力的连接和切断的接触器，其中，在所述罐隔壁面板的鼓起部与所述一对后车轮罩中的一方之间设有向上方侧开口的凹部，在该凹部内配置所述接触器。(4)在上述(3)方式的基础上，还可以构成为，所述气体罐经由包围该气体罐的外侧的矩形框状的副框架而安装到所述车架上，所述接触器设置于在车身前后方向上与安装到所述车架上的所述副框架重叠的区域。(5)在上述(3)或(4)方式的基础上，还可以构成为，所述供电连接器通过具有柔软性的线缆与所述接触器连接，并且所述供电连接器配置在所述行李室内的从所述接触器向车身后方侧离开的位置。(6)在上述(3)至(5)中的任一方式的基础上，还可以构成为，在所述凹部内的所述接触器的车身后方侧位置设有与该凹部的底壁和左右的侧壁结合的托架，所述供电连接器经由所述托架固定在所述凹部内。(7)在上述(3)至(6)中的任一方式的基础上，还可以构成为，所述接触器设置于在车身上下方向上与所述车架中的沿车身前后方向延伸的侧框架重叠的位置。(8)在上述(3)方式的基础上，还可以构成为，所述电动车辆为燃料电池车辆，该燃料电池车辆具备作为所述气体罐的氢罐和以填充到该氢罐中的氢气为燃料而进行发电的燃料电池，且利用该燃料电池的发电电力来进行行驶。根据上述(1)方式，由于在行李室内设置有供电口和逆变器设置空间，因此能够将与电动车辆不同体的逆变器装置装入到行李室内并向任意的场所移动，来向电动车辆的外部的交流设备供给电力。因而，车辆供电系统能够不受供电场所的限制而在任意的场所向外部供电。另外，行李室内的逆变器设置空间以从车辆前后方向观察时能够将逆变器装置设置在与供电口不重叠的位置上的方式进行设置，因此能够在供电时将逆变器装置紧凑地配置在行李室内，并且能够容易进行逆变器装置的连接器部相对于供电口的连接作业。在上述(2)的情况下，由于逆变器装置的连接线缆从配置有供电口的一侧的侧面的下方朝向上方延伸，因此能够在不使连接线缆过度弯曲的情况下将连接器部与朝向下方的供电口对应连接。并且，在供电口与连接线缆的连接器部的连接时，连接线缆的弹性复原力以克服在连接线缆的前端部的连接器部作用的重力的方式向上作用，因此能够利用连接线缆的弹性复原力而以小的力将连接器部嵌合于供电口。因此，能够提高供电口与连接器部的连接时的作业性。另外，由于逆变器装置的连接线缆从配置有供电口的一侧的侧面延伸出，因此能够将连接线缆的全长设定得较短。尤其在与高电压大电流对应而采用了直径粗的高电压大电流用的连接线缆的情况下，除了需要用于使连接线缆弯曲的大的力以外，连接线缆的每单位长度的成本也变高。因此，本发明涉及的方式尤其适合于使用直径粗的高电压大电流用的连接线缆来将大电力向外部供给的车辆供电系统。在上述(3)的情况下，由于在一对后车轮罩之间配置有气体罐，并通过从行李室的底壁朝向车身前方侧而向上方鼓起的罐隔壁面板来将气体罐与车室内侧分隔，并且在罐隔壁面板的鼓起部与一方的后车轮罩之间设置有向上方侧开口的凹部，在该凹部内配置电力切断连接用的接触器，因此能够有效利用在气体罐的端部与后车轮罩之间形成的无用空间来配置接触器，并且能够将处理直流电的接触器和处理高压气体的气体罐可靠地分隔开。在上述(4)的情况下，由于接触器配置于在车身前后方向上与包围气体罐的外侧的矩形框状的副框架重叠的区域，因此能够通过副框架来保护气体罐的周围，并且还能够通过副框架可靠地保护接触器的前后。在上述(5)的情况下，由于供电连接器通过具有柔软性的线缆与接触器连接，并且供电连接器配置在行李室内的从接触器向车身后方侧离开的位置，因此即使万一从车身后方侧向供电连接器部分输入大的载荷，也能够将该大的载荷从供电连接器向接触器传递的情况防患于未然。因而，根据本发明，能够更可靠地保护接触器。在上述(6)的情况下，在凹部内的接触器的车身后方侧位置设置有与凹部的底壁和左右的侧壁结合的托架，供电连接器经由该托架而固定在凹部内，因此能够将在逆变器装置的连接时或连接解除时(插拔时)作用有大的载荷的供电连接器以高的刚性支承于车身侧。在上述(7)的情况下，由于接触器配置在车架中的沿车身前后方向延伸的侧框架的正上方部(在车身上下方向上与侧框架重叠的位置)，因此能够通过侧框架来提高接触器的支承部的刚性，并且能够更可靠地保护接触器。在上述(8)的情况下，由于为使用以氢气为燃料的燃料电池来进行行驶的燃料电池车辆，因此能够将处理氢气的氢罐侧与接触器侧可靠地分隔开，从而更有利地防止氢气向车室侧的侵入。附图说明图1是本发明涉及的第一实施方式的燃料电池机动车(电动车辆)的侧视说明图。图2是该燃料电池机动车(电动车辆)的俯视说明图。图3是行李室的说明图。图4是铺设有行李箱用地毯时的行李室的说明图。图5是图4的沿着A-A线的剖视图。图6是设置有逆变器装置时的外观立体图。图7是设置有逆变器装置时的从车辆后方观察到的说明图。图8是本发明涉及的第二实施方式的电动车辆的示意性的侧视图。图9是该电动车辆的示意性的俯视图。图10是从车身后方侧观察该电动车辆的行李室内的一部分而得到的立体图。图11是从车身后方侧观察该电动车辆的行李室内而得到的立体图。图12是在图8的B部剖开该电动车辆时的C向视立体图。图13是从车身后方侧观察该电动车辆的行李室内的一部分而得到的立体图。具体实施方式(第一实施方式)以下，参照附图对本发明涉及的第一实施方式的燃料电池机动车(电动车辆、燃料电池车辆)进行说明。需要说明的是，如无特别记载，以下的说明中的前后左右等方向与车辆中的方向相同。另外，图中箭头FR表示车辆前方，箭头LH表示车辆左方，箭头UP表示车辆上方。图1是本实施方式中的燃料电池机动车1(电动车辆、燃料电池车辆)的侧视说明图。需要说明的是，图1中的符号16、17表示车室内的前座椅和后座椅。图2是燃料电池机动车1的俯视说明图。如图1所示，燃料电池机动车1将利用氢和氧的电化学反应来进行发电的燃料电池组2(以下，称作“燃料电池2”)搭载在车身的地板下，且通过由燃料电池2产生的电力来驱动驱动电动机3而进行行驶。燃料电池机动车1在车辆后方的行李室50内具备与燃料电池2(直流电源)电连接的供电口31a，与燃料电池机动车1不同体地设置的逆变器装置35能够搭载在行李室50内。燃料电池机动车1和逆变器装置35通过使逆变器装置35与燃料电池机动车1的供电口31a电连接，而构成将燃料电池2的直流电转换为交流电来向外部的交流设备供给的车辆供电系统30。需要说明的是，对车辆供电系统30的详细情况在后面叙述。燃料电池2为层叠多个单位燃料电池(单位电池)而成的周知的固体高分子膜型燃料电池(PEMFC)，通过向燃料电池2的阳极侧供给氢气作为燃料气体，并向阴极侧供给含氧的空气作为氧化剂气体，从而通过电化学反应生成水并产生电力。燃料电池机动车1中，在车辆左右的主框架18、18上结合有前副框架5、中央副框架7和后副框架12。前副框架5、中央副框架7及后副框架12分别为通过多个梁构件而形成为俯视下呈大致矩形框状的框架单元。在前副框架5上，在车室的前方支承有作为车辆驱动源的驱动电动机3、对向燃料电池2的阴极侧供给的空气进行压缩的压缩机4。在驱动电动机3及压缩机4的前方配置有用于对在燃料电池2等中循环的冷却水进行冷却的散热器10。在中央副框架7上，在车身前后方向中间部的地板8的下表面侧(车室外侧)支承有燃料电池2和燃料电池2的辅机类6。需要说明的是，燃料电池2用的辅机类6是指调节器或喷射器等氢供给辅机及加湿器或稀释箱等空气排出辅机。在后副框架12上，在车身后部的后地板13的下表面侧(车室外侧)主要支承有用于在燃料电池机动车1减速时等对来自驱动电动机3的再生电力进行蓄积等的蓄电池11、用于向燃料电池2供给氢的氢罐9(气体罐)。如图2所示，支承在前副框架5(参照图1)上的驱动电动机3的驱动及再生由PDU15(Power Drive Unit)根据车辆的行驶状况或来自燃料电池2及蓄电池11的电力量等来进行控制。PDU15具备由晶体管或FET等开关元件构成的逆变器，将来自蓄电池11或燃料电池2的直流电转换为所期望的交流电。支承在中央副框架7(参照图1)上的燃料电池2与在燃料电池2的前方配置的主接触器箱20电连接。另外，支承在后副框架12上的蓄电池11经由高压线缆21a～21f、接线盒19及DC/DC转换器14与主接触器箱20电连接。并且，主接触器箱20经由高压线缆22a、22b与PDU15电连接。由此，燃料电池2及蓄电池11与PDU15电连接。接线盒19经由高压线缆23a、23b与后述的供电用接触器箱34及供电口31a电连接。接线盒19将燃料电池2的电力分支而向供电用接触器箱34及供电口31a供给。DC/DC转换器14根据车辆的行驶状况、燃料电池2的电力量、蓄电池11的电力量等来进行PDU15、燃料电池2及蓄电池11间的电压调整。主接触器箱20根据需要将主接触器箱20内的未图示的接触器接通或断开，由此将燃料电池2及蓄电池11与PDU15电连接或电切断。PDU15、DC/DC转换器14、主接触器箱20等与进行该燃料电池系统整体的运转控制的未图示的ECU(Electrical Control Unit)连接。ECU根据节气门开度信号、制动信号及车速信号等对所述各部件进行驱动控制，由此进行燃料电池2中的发电控制或驱动电动机3中的再生电力控制等。支承在后副框架12上的氢罐9呈大致圆筒形状，轴向端面9a、9a形成为球面形状。氢罐9以轴线朝向燃料电池机动车1的左右方向的方式配置在俯视下主框架18、18的车宽方向内侧且由后副框架12包围的框内。由此，能够确保氢罐9周边的刚性，因此即使在燃料电池机动车1上施加有冲击的情况下，也能够保护氢罐9。图3是行李室50的说明图。需要说明的是，在图3中，用双点划线图示出在后地板13的下表面侧(车室外侧)配置的氢罐9。如图3所示，在车辆后方设置的行李室50形成为有底的浴缸状，底部51与覆盖氢罐9的后地板13一体形成。在行李室50的底部51设有能够设置与燃料电池机动车1不同体设置的逆变器装置35(参照图1)的逆变器设置空间51a。即，行李室50能够与现有的车辆同样地收纳使用者的行李，且能够设置逆变器装置35(参照图1)。从行李室50的外侧观察时，后地板13在比覆盖后轮25(参照图1)的车轮罩52靠车宽方向内侧(图3中的右侧)的位置以沿着氢罐9的外形形状的方式覆盖氢罐9而形成。这里，由于氢罐9的轴向端面9a以球面形状形成，因此氢罐9的轴向端面9a(在本实施方式中为氢罐9的LH侧的轴向端面9a)的上部侧区域与车轮罩52之间以具有比较大的空间的状态分离。并且，通过后地板13以沿着氢罐9的轴向端面9a的方式形成，由此在车轮罩52与氢罐9的轴向端面9a之间形成向下方凹陷的凹部55。凹部55通过车轮罩52的右侧面52a、后地板13的左侧面13a和底部面板56而形成。凹部55在俯视下形成在主框架18、18(参照图2)的车宽方向内侧且后副框架12(参照图2)的框内，且比逆变器设置空间51a靠车宽方向外侧(在本实施方式中为LH侧)形成。凹部55的底部面板56与后地板13一体形成。需要说明的是，底部面板56可以与车轮罩52一体形成，也可以与车轮罩52及后地板13不同体形成。(车辆供电系统、供电口)在凹部55内配置有构成车辆供电系统30且与逆变器装置35的连接器部38(参照图5)连接的供电口31a。供电口31a形成在供电连接器31上，供电连接器31例如为在由树脂等绝缘体构成的筒状的壳体的内侧具有由铜等金属构成的阴型端子的所谓高压连接器。在供电口31a上设有例如未图示的微开关等嵌合检测机构，从而能够对供电口31a与逆变器装置35的连接器部38(参照图5)的嵌合进行检测。供电连接器31通过由板材构成的托架58以供电口31a朝向燃料电池机动车1的后方且下方的方式安装在凹部55内。具体而言，供电连接器31例如通过未图示的螺栓固定在面向燃料电池机动车1的后方且下方的托架58的安装支承面58a上。另外，托架58例如通过焊接固定到形成凹部55的车轮罩52的右侧面52a、后地板13的左侧面13a和底部面板56上。这样，供电连接器31以供电口31a朝向燃料电池机动车1的后方且下方的状态牢固地固定在凹部55内。因而，在插拔作为高压连接器的逆变器装置35的连接器部38(参照图5)时，供电连接器31能够承受充分的插拔载荷。因而，能够将逆变器装置35与供电口31a可靠地连接及切断。供电口31a经由高压线缆33a、33b与供电用接触器箱34电连接。供电用接触器箱34经由未图示的托架等固定在凹部55内。如图2所示，供电用接触器箱34经由高压线缆23a、23b、接线盒19等与燃料电池2电连接。由此，供电口31a与燃料电池2电连接。供电用接触器箱34根据需要将供电用接触器箱34内的未图示的接触器接通及断开，由此将燃料电池2与供电口31a电连接及电切断。具体而言，供电口31a的嵌合检测机构在检测到供电口31a与逆变器装置35的连接器部38(参照图5)的连接时，将接触器接通而将燃料电池2与供电口31a电连接。由此，从燃料电池2向逆变器装置35供给直流电。另外，在供电口31a与逆变器装置35的连接器部38未连接的通常状态下，将接触器断开，从而将燃料电池2与供电口31a电切断。在此，如上所述，凹部55在俯视下形成在主框架18、18(参照图2)的车宽方向内侧且后副框架12(参照图2)的框内。因而，凹部55内的供电口31a及供电用接触器箱34也配置在主框架18、18(参照图2)的车宽方向内侧且后副框架12(参照图2)的框内。由此，能够确保供电口31a及供电用接触器箱34周边的刚性，因此即使在燃料电池机动车1上施加有冲击的情况下，也能够保护供电口31a及供电用接触器箱34。另外，凹部55比逆变器设置空间51a靠车宽方向外侧(LH侧)形成。因此，凹部55内的供电口31a及供电用接触器箱34也比逆变器设置空间51a靠车宽方向外侧(LH侧)配置。由此，在逆变器设置空间51a中设置有逆变器装置35(参照图2)时，供电口31a比逆变器装置35靠车宽方向外侧(LH侧)配置。即，从燃料电池机动车1的前后方向观察，逆变器装置35以与供电口31a不重叠的方式设置在行李室50内。图4是铺设有行李箱用地毯53时的行李室50的说明图。需要说明的是，在图4中，用双点划线图示出凹部55、供电口31a及供电用接触器箱34。图5是图4的沿着A-A线的剖视图。需要说明的是，在图5中，用双点划线图示出打开的盖53a、逆变器装置35及连接器部38。如图4所示，将主要覆盖后地板13的行李箱用地毯53铺设在行李室50内时，供电口31a及供电用接触器箱34不从行李箱用地毯53向外部露出地配置。在行李箱用地毯53上的与凹部55对应的位置形成有能够开闭的盖53a。如图5所示，供电口31a通常由盖53a封闭，且在与逆变器装置35的连接器部38连接时通过打开盖53a而露出。(车辆供电系统、逆变器装置)图6是设置有逆变器装置35时的外观立体图。需要说明的是，在图6中，图示出逆变器装置35的连接器部38与供电口31a未连接的状态。并且，省略了行李箱用地毯53的图示。逆变器装置35在内部具备晶体管或FET等开关元件，将从燃料电池2供给的直流电转换为交流电。如图6所示，逆变器装置35与燃料电池机动车1不同体地设置，且逆变器装置35形成为能够与燃料电池机动车1分开移动。逆变器装置35呈大致箱形状，且形成为能够配置于在行李室50内的底部51形成的逆变器设置空间51a这样的大小。逆变器装置35在使用时设置在行李室50内的逆变器设置空间51a中。另外，由于逆变器装置35与燃料电池机动车1不同体形成，因此在不使用时从燃料电池机动车1的行李室50取出逆变器装置35，由此能够有效地利用行李室50。在逆变器装置35的上部的多处(在本实施方式中为三处)设有矩形框状的把持部36(36a～36c)。另外，在逆变器装置35的下部设置有一对车轮37、37。通过使逆变器装置35的车轮37、37接地，并同时把持把持部36来进行牵引，从而能够容易使逆变器装置35移动。另外，通过把持把持部36来抬起逆变器装置35，由此能够容易将逆变器装置35装入行李室50内。在逆变器装置35上设有通过捆扎多根线缆而形成的连接线缆41。连接线缆41从逆变器装置35的多个侧面中的将逆变器装置35设置于逆变器设置空间51a时配置有供电口31a的一侧的侧面39a(在本实施方式中为LH侧的侧面)的下方朝向上方延伸出。在连接线缆41的前端部形成有连接器部38。连接器部38通过能够与行李室50内的供电口31a嵌合的嵌合部38a和比嵌合部38a靠连接线缆41的基端侧设置的把手部38b以嵌合部38a朝向车辆前方的方式形成为大致L字形状。嵌合部38a为在例如由树脂等绝缘体构成的筒状的壳体的内侧具有由铜等金属构成的阳型端子的所谓高压连接器。通过将嵌合部38a和供电口31a嵌合，由此将逆变器装置35与供电口31a电连接。由此，逆变器装置35经由供电用接触器箱34、高压线缆23a、23b等与燃料电池2电连接(参照图2)。把手部38b与嵌合部38a一体地形成，且把手部38b在表面形成有凹凸，以便使用者容易把持。由此，在作为高压连接器的供电连接器31与逆变器装置35的连接器部38的插拔时，能够施加充分的插拔载荷。因而，能够将逆变器装置35和供电口31a可靠地连接及切断。连接器部38相对于在逆变器装置35的侧面39a的上方设置的夹紧部42能够装拆。在逆变器装置35的搬送时，通过将连接器部38安装于夹紧部42，由此抑制搬送时的连接线缆41及连接器部38的摆动，从而防止损伤。在逆变器装置35的多个侧面中的面向燃料电池机动车1的后方的侧面39b上形成有交流电输出部43。在交流电输出部43上连接未图示的外部的交流设备，从而供给从逆变器装置35输出的交流电。图7是设置有逆变器装置35时的从车辆后方观察到的说明图。需要说明的是，在图7中，图示出逆变器装置35的连接器部38与供电口31a连接的状态。如图7所示，从车辆后方观察时，逆变器装置35比供电口31a靠车辆宽度方向内侧设置。逆变器装置35的连接线缆41从配置有供电口31a的一侧的侧面39a的下方朝向上方延伸出，并不过度弯曲地与朝向下方的供电口31a连接。另外，从车辆后方观察时，逆变器装置35以与供电口31a不重叠的方式设置。因而，使用者将逆变器装置35的连接器部38和供电口31a连接时，逆变器装置35自身不会成为障碍而能够容易地完成连接作业。并且，在设置逆变器装置35时，由于交流电输出部43面向车辆后方配置，因此能够容易与未图示的外部的交流设备连接。(效果)如上所述，根据本实施方式，由于在行李室50内设置有供电口31a和逆变器设置空间51a，因此能够将与燃料电池机动车1不同体的逆变器装置35装入行李室50内并移动到任意的场所，从而向燃料电池机动车1的外部的交流设备供给电力。因而，本实施方式的车辆供电系统30能够不受供电场所的限制而在任意的场所向外部供电。另外，由于行李室50内的逆变器设置空间51a以能够在从车辆前后方向观察时与供电口31a不重叠的位置设置逆变器装置35的方式进行设置，因此，能够在供电时将逆变器装置35紧凑地配置在行李室50内，并且能够容易进行逆变器装置35的连接器部38相对于供电口31a的连接作业。另外，由于逆变器装置35的连接线缆41从配置有供电口31a的一侧的侧面39a的下方朝向上方延伸出，因此能够在使连接线缆41不过度弯曲的情况下将连接器部38与朝向下方的供电口31a对应连接。并且，在供电口31a与连接线缆41的连接器部38连接时，由于连接线缆41的弹性复原力以克服在连接线缆41的前端部的连接器部38上作用的重力的方式向上作用，因此能够利用连接线缆41的弹性复原力而以小的力将连接器部38嵌合于供电口31a。因而，能够提高供电口31a与连接器部38的连接时的作业性。另外，由于逆变器装置35的连接线缆41从配置有供电口31a的一侧的侧面39a延伸出，因此能够将连接线缆41的全长设定得较短。尤其在与高电压大电流对应而采用了直径粗的高电压大电流用的连接线缆41的情况下，除了需要用于使连接线缆41弯曲的大的力以外，连接线缆41的每单位长度的成本也变高。因此，本发明尤其适用于使用直径粗的高电压大电流用的连接线缆41将大电力向外部供给的车辆供电系统30。(第二实施方式)以下，参照附图对本发明涉及的第二实施方式的电动车辆进行说明。需要说明的是，如无特别记在，以下的说明中的前后左右等方向与车辆中的方向相同。另外，图中箭头FR表示车辆前方，箭头LH表示车辆左方，箭头UP表示车辆上方。本实施方式的电动车辆为将燃料电池102作为车辆驱动用的主要电源来使用的燃料电池机动车(燃料电池车辆)101。图8、图9是表示燃料电池机动车101的简要结构的示意性的侧视图和俯视图。更详细而言，图8是仅将车身后部在图9的A-A部分剖开而得到的车辆整体的示意性的侧视图，图9是从地板上仅观察车身后部而得到的车身整体的示意性的俯视图。需要说明的是，在图中、符号Wf、Wr表示燃料电池机动车101的前轮和后轮，116、117表示驾驶室C内的前座椅和后座椅。该燃料电池机动车101中，将通过氢和氧的电化学反应来进行发电的燃料电池102(燃料电池组、直流电源)搭载于车身的地板通道的下方，并通过由燃料电池102发出的电力来驱动驱动电动机103。燃料电池102为通过层叠多个单位燃料电池(单位电池)而成的周知的固体高分子膜型燃料电池(PEMFC)，通过向其阳极侧供给氢气作为燃料气体，并向阴极侧供给含氧的空气作为氧化剂气体，由此通过电化学反应来产生电力。 | 本发明提供一种车辆供电系统，其特征在于，具备：设置在行李室内，且具有与直流电源电连接的供电口的供电连接器；与燃料电池机动车(电动车辆)不同体地设置，且配置在行李室内的逆变器装置，其中，在行李室内设有从车辆前后方向观察时能够将逆变器装置设置在与供电口不重叠的位置上的逆变器设置空间，在逆变器装置上设有从侧面引出且在前端部具有与供电口连接的连接器部的连接线缆。 | CN:201310015514XA | https://patentimages.storage.googleapis.com/e3/4c/b8/5851b3dd7d750e/CN103213509A.pdf | NaN | 毛利峰知, 久山和彦, 江口博之, 小川诚, 东功一, 钟江健, 后藤武士, 野中大维, 神保拓巳 | Honda Motor Co Ltd | US:3770976, US:20030184119:A1, CN:1684852:A, JP:2006240472:A, DE:102007051362:A1 | Not available | 2013-07-24 | 1.一种车辆供电系统，其将搭载在电动车辆上的直流电源的电力转换为交流电而向该电动车辆的外部的交流设备供给，所述车辆供电系统的特征在于，具备：, 设置于所述电动车辆且收纳行李的行李室；, 具有设置在所述行李室内且与所述直流电源电连接的供电口的供电连接器；, 与所述电动车辆不同体地设置，且配置在所述行李室内而将所述直流电源的电力转换为交流电的逆变器装置，, 在所述行李室内设有从所述电动车辆的前后方向观察时能够将所述逆变器装置设置在与所述供电口不重叠的位置上的逆变器设置空间，, 在所述逆变器装置上设有从侧面引出且在前端部具有与所述供电口连接的连接器部的连接线缆。, \n \n, 2.根据权利要求1所述的车辆供电系统，其特征在于，, 所述供电口朝向所述电动车辆的后方且下方而形成，, 将所述逆变器装置设置在所述行李室内的所述逆变器设置空间中时，所述连接线缆从所述逆变器装置的侧面中的配置有所述供电口的一侧的侧面的下方朝向上方延伸。, \n \n, 3.根据权利要求1所述的车辆供电系统，其特征在于，, 所述车辆供电系统还具备：, 覆盖左右的后轮的外侧的一对后车轮罩；, 配置在所述一对后车轮罩之间，在车室的下方侧外部由车架支承，且配置在所述行李室的车身前方侧的所述气体罐；, 从所述行李室的底壁朝向车身前方侧而向上方鼓起，将所述气体罐与车室内侧分隔的罐隔壁面板；, 进行所述直流电源与所述供电连接器之间的电力的连接和切断的接触器，, 在所述罐隔壁面板的鼓起部与所述一对后车轮罩中的一方之间设有向上方侧开口的凹部，在该凹部内配置所述接触器。, \n \n, 4.根据权利要求3所述的车辆供电系统，其特征在于，, 所述气体罐经由包围该气体罐的外侧的矩形框状的副框架而安装到所述车架上，, 所述接触器设置于在车身前后方向上与安装到所述车架上的所述副框架重叠的区域。, \n \n \n, 5.根据权利要求3或4所述的车辆供电系统，其特征在于，, 所述供电连接器通过具有柔软性的线缆与所述接触器连接，并且所述供电连接器配置在所述行李室内的从所述接触器向车身后方侧离开的位置。, \n \n \n \n, 6.根据权利要求3～5中任一项所述的车辆供电系统，其特征在于，, 在所述凹部内的所述接触器的车身后方侧位置设有与该凹部的底壁和左右的侧壁结合的托架，, 所述供电连接器经由所述托架固定在所述凹部内。, \n \n \n \n \n, 7.根据权利要求3～6中任一项所述的车辆供电系统，其特征在于，, 所述接触器设置于在车身上下方向上与所述车架中的沿车身前后方向延伸的侧框架重叠的位置。, \n \n, 8.根据权利要求3所述的车辆供电系统，其特征在于，, 所述电动车辆为燃料电池车辆，该燃料电池车辆具备作为所述气体罐的氢罐和以填充到该氢罐中的氢气为燃料而进行发电的燃料电池，且利用该燃料电池的发电电力来进行行驶。 | CN | China | Granted | B | True |
| 443 | Charging power outpost for an electric powered/hybrid vehicle \n | WO2011151844A2 | NaN | The present invention provides a system and apparatus for charging batteries of vehicles. In one embodiment, a system includes a charging power outpost having an energy power source for providing electric power to charge batteries of a vehicle, and a charger configured for dynamically converting the electric power from the electric power source as per requirement of the vehicle. The charging power outpost also includes a plug-in connector for replenishing charge of the batteries using the converted electric power supplied by the charger and an energy metering unit for recording amount of electric power consumed to replenish the charge of the batteries. The system also includes a remote server coupled to the charging power outpost for receiving amount of electric power consumed by the batteries and charging a user of the vehicle based on the amount of electric power consumed from the charging power outpost for a particular time interval. | PC:T/IN2011/000375 | https://patentimages.storage.googleapis.com/df/98/c4/23fd5b9d1e0371/WO2011151844A2.pdf | NaN | Anil Ananthakrishna | Anil Ananthakrishna | US:20050162172:A1, US:20060028178:A1, US:20080281663:A1, WO:2010009502:A1, US:20100114798:A1 | 2018-08-28 | 2018-08-28 | 1. A charging power outpost comprising: , an energy power source configured for providing electric power to charge one or more batteries of a vehicle; , at least one charger configured for dynamically converting the electric power from the electric power source as per requirement of the vehicle; , at least one plug-in connector configured for replenishing charge of the one or more batteries using the converted electric power supplied by the at least one charger; and , an energy metering unit configured for recording amount of electric power consumed to replenish the charge of the one or more batteries. , 2. The charging power outpost of claim 1 , wherein the energy power source is selected from the group consisting of grid power source, and stationary batteries. , 3. The charging power outpost of claim 2, further comprising at least one of a fuel cell based charger and a grid based charger for recharging the stationery batteries. , 4. The charging power outpost of claim 1 , wherein the at least one charger is selected from the group consisting of a rapid battery charger, a grid charger, and a power inverter. , 5. The charging power outpost of claim 1 , further comprising a display unit configured for displaying amount of electric power consumed by the vehicle to replenish the charge of the one or more batteries. , 6. The charging power outpost of claim 1 , further comprising: , a master control unit configured for authenticating the vehicle based on credentials associated with the vehicle and for activating the at least one plug-in connector for replenishing charge of the one or more batteries upon successful authentication. , 7. The charging power outpost of claim 6, wherein the credentials are obtained from the vehicle by the master control unit via the at least one plug-in connector. , 8. The charging power outpost of claim 7, wherein the credentials comprises charge level of the one or more batteries, chemistry of the one or more batteries, vehicle registration information, and user code associated with the vehicle. , 9. The charging power outpost of claim 6, wherein the master control unit is further configured for monitoring operational parameters associated with at least one of the energy power source, the at least one charger, the at least one plug-in connector, and the energy metering unit. , 10. The charging power outpost of claim 6, wherein the master control unit is further configured for communicating the amount of energy consumed by the one or more batteries of the vehicle to a remote server via a wireless communication channel. , 11. The charging power outpost of claim 1 , further comprising at least one temperature and pressure monitoring unit for monitoring at least one of temperature and pressure associated with the energy power source, the at least one plug-in connector, the at least one rapid charger, and the energy metering unit. , 12. The charging power outpost of claim 1 , further comprising a safety management system configured for monitoring safety parameters associated with at least one of the energy power source, the at least one charger, the at least one plug-in connector, and the energy metering unit. , 13. The charging power outpost of claim 1 , wherein the at least one charger is a high frequency switch mode fast charger. , 14. A system comprising: , at least one charging power outpost comprising: , an energy power source configured for providing electric power to charge one or more batteries of a vehicle; , at least one charger configured for dynamically converting the electric power from the electric power source as per requirement of the vehicle; , at least one plug-in connector configured for replenishing charge of the one or more batteries using the converted electric power supplied by the at least one charger; and , an energy metering unit configured for recording amount of electric power consumed to replenish the charge of the one or more batteries; and , a remote server wirelessly coupled to the at least one charging power outpost configured for receiving amount of electric power consumed by the one or more batteries and charging a user of the vehicle based on the amount of electric power consumed from the at least one charging power outpost for a particular time interval. , 15. The system of claim 14, wherein the energy power source is selected from the group consisting of grid power source, and stationary batteries. , 16. The system of claim 15, further comprising at least one of a fuel cell based charger and a grid based charger for recharging the stationery batteries. , 17. The system of claim 14, wherein the at least one charger is selected from the group consisting of a rapid battery charger, a grid charger, and a power inverter. , 18. The system of claim 14, wherein the charging power outpost comprises a display unit configured for displaying amount of electric power consumed by the one or more batteries. , 19. The system of claim 14, wherein the charging power outpost comprises a master control unit configured for authenticating the vehicle based on credentials associated with the vehicle and for activating the at least one plug-in connector for replenishing charge of the one or more batteries upon successful authentication. , 20. The system of claim 19, wherein the credentials are obtained from the vehicle by the master control unit via the at least one plug-in connector. , 21. The system of claim 20, wherein the credentials comprises charge level of the one or more batteries, chemistry of the one or more batteries, vehicle registration information, and user code associated with the vehicle. , 22. The system of claim 19, wherein the master control unit is further configured for monitoring operational parameters associated with at least one of the energy power source, the at least one charger, the at least one plug-in connector, and the energy metering unit. , 23. The system of claim 19, wherein the master control unit is further configured for communicating the amount of energy consumed by the one or more batteries of the vehicle to the remote server via a wireless communication channel. , 24. The system of claim 14, wherein the charging power outpost comprises at least one temperature and pressure monitoring unit for monitoring at least one of temperature and pressure associated with the energy power source, the at least one plug-in connector, the at least one rapid charger, and the energy metering unit. , 25. The system of claim 14, wherein the charging power outpost comprises a safety management system configured for monitoring safety parameters associated with at least one of the energy power source, the at least one charger, the at least one plug-in connector, and the energy metering unit. | WO | WIPO (PCT) | NaN | B | True |
| 444 | 无机化合物颗粒，复合电解质，复合电极，二次电池，电池组和车辆 \n | CN110176624B | 相关申请的交叉引用本申请基于并要求2018年2月19日提交的在先日本专利申请号2018-026795的优先权权利，其全部内容通过引用并入本文。本发明的实施方案涉及无机化合物颗粒、复合电解质、复合电极、二次电池、电池组和车辆。近来，作为高能量密度电池，非水电解质二次电池例如锂离子二次电池的研究和开发已经积极地发展。非水电解质二次电池已被期待作为混合动力汽车和电动汽车的电源，或用于移动电话基站的不间断电源。特别地，全固态锂离子二次电池的研究已经积极地发展为车载电池，并且其高安全性已引起关注。固体电解质用于全固态锂离子二次电池中，并因此与使用非水电解质的锂离子二次电池相比不用担心着火。然而，高容量全固态锂离子二次电池尚未投入实际使用。固体电解质和活性物质之间的界面是原因之一。固体电解质和活性物质都是固体，并且固体通过被加热而比较简单地彼此粘附，但是活性物质根据锂的嵌入和脱嵌而膨胀和收缩，因此在重复进行放电和充电的情况下从电解质中被剥离，并可能不进行优异的循环。因此，有必要减少活性物质的膨胀和收缩的影响，并在固体电解质和活性物质之间形成优异的界面。本发明的目的是提供能够实现具有优异寿命特性的二次电池的无机化合物颗粒，含有该无机化合物颗粒的二次电池，包括该二次电池的电池组，以及包括该电池组的车辆。根据第一实施方案，提供多个无机化合物颗粒。该多个无机化合物颗粒含有溶剂，其中该溶剂与该无机化合物颗粒的重量比率大于或等于8重量％且小于或等于25重量％；该无机化合物颗粒在25℃下的锂离子传导率大于或等于1×10-10S/cm；且该无机化合物颗粒的平均粒径大于或等于0.1μm且小于或等于5μm。图1是示意说明根据第四实施方案的二次电池实例的截面视图；图2是图1中A部分的放大截面视图；图3是示意说明根据第四实施方案的二次电池另一实例的局部切口立体图；图4是图3中B部分的放大截面视图；图5是示意说明根据第四实施方案的二次电池另一实例的截面视图；图6是示意说明根据第四实施方案的组电池实例的立体图；图7是示意说明根据第五实施方案的电池组实例的分解立体图；图8是说明图7中所示电池组的电路实例的框图；图9是示意说明根据第六实施方案的车辆实例的截面视图；图10是示意说明根据第六实施方案的车辆另一实例的图；图11是说明根据实施例和比较例的热重分析法结果的图；和图12是说明根据实施例和比较例的差示扫描测量结果的图。在下文中，将参考附图描述实施方案。此外，在实施方案中，相同的附图标记将应用于共同的构造，并且将省略重复的描述。另外，每个附图是用于描述实施方案并促进其理解的示意图，但是形状、尺寸、比率等可与实际装置不同，并且参考以下描述和已知技术可适当地进行设计改变。(第一实施方案)根据第一实施方案，提供多个无机化合物颗粒。该多个无机化合物颗粒含有溶剂，该溶剂与该无机化合物颗粒的重量比率大于或等于8重量％且小于或等于25重量％，该无机化合物颗粒的锂离子传导率在25℃下大于或等于1×10-10S/cm，且该无机化合物颗粒的平均粒径大于或等于0.1μm且小于或等于5μm。该无机化合物颗粒中包含的溶剂的实例包括当制造无机化合物时在粉碎无机化合物时使用的溶剂。粉碎将在下面描述。无机化合物颗粒中包含的溶剂的类型没有特别限制，例如，是选自以下中的至少一者：极性溶剂如水，无极性有机溶剂如乙醇、异丙醇、乙二醇和丙酮，非极性有机溶剂如苯和己烷，和极性有机溶剂如N-甲基吡咯烷酮。无机化合物颗粒可仅含有一种类型的溶剂，或可含有两种或更多种类型的溶剂。该无机化合物颗粒中含有的溶剂通过使用热解-气相色谱法(质谱法；Py-GC/MS)来确定。例如，在使用Py-GC/MS的情况下，可以按以下顺序确认无机化合物颗粒中溶剂的组分。将包括涂覆有根据下述第二实施方案的复合电解质的电极或根据第三实施方案的复合电极的二次电池分解，取出电极，并使用乙基甲基醚进行洗涤。洗涤后，通过使用桨状(杆状)工具将电极混合物层从电极剥离。此时，有必要小心不要使构成集电体的材料混合。将剥离的电极混合物层置于测量支架中并进行测量。此外，优选测量支架是不锈钢样品杯，其前表面经过非活性处理。优选样品量约1mg。例如，由Frontier Laboratories Ltd.制造的热解装置(Py)：PY-2020id，与Py连接的GS/MS：由Agilent Technologies Japan,Ltd.制造的7890GC/5975CMSD，可以用作Py-GC/MS测量装置。在这种装置中，可以通过使用自动取样器自动将样品滴入热解装置的反应器芯部中。在这种情况下，优选在600℃的热解温度下进行测量。样品在50ml/min的氦载气流中分解，产物材料通过50：1的分流器被在线引入GC/MS中。此时，将热解装置和GC/MS彼此连接的接口部分和GC/MS的样品引入单元的温度为320℃。无极性柱，例如其中无极性化学键型的聚(5％苯基)甲基硅氧烷处于固定相(膜厚度为0.25％μm)的分离柱可用作分离柱。通过直接连接的四极质谱仪检测分离的产物材料。分析如上所述获得的数据，因此，可以确认无机化合物颗粒中溶剂的类型。无机化合物颗粒中包含的溶剂包括存在于无机化合物颗粒中的溶剂和存在于颗粒表面上的溶剂。存在于无机化合物颗粒中的溶剂例如以无机化合物的分子和溶剂的分子彼此化学键合的状态存在，如结晶水那样。存在于颗粒表面上的溶剂例如以溶剂的分子和颗粒表面的无机化合物的分子彼此化学键合的状态或溶剂物理吸附在颗粒表面上的状态存在。溶剂与无机化合物颗粒的重量比率大于或等于8重量％且小于或等于25重量％，因此，可以改善倍率性能和寿命特性。更优选重量比率大于或等于10重量％且小于或等于15重量％。根据这样的范围，可以进一步改善倍率性能和寿命特性。溶剂与无机化合物颗粒的重量比小于8重量％是不优选的，因为无机化合物的粉碎时间缩短，珠粒转速降低，或者无机化合物颗粒由于粉碎后的烧结操作而变粗大。此外，溶剂与无机化合物颗粒的重量比小于8重量％是不优选的，因为电解质几乎不分解，因此几乎没有被覆到电极活性物质上，并且几乎没有延长电池寿命。另外，溶剂的重量与无机化合物颗粒和溶剂的总重量的比率大于25重量％是不优选的，因为无机化合物颗粒的离子传导性受损。将描述无机化合物颗粒中含有的溶剂重量的测量方法。通过使用与上述Py-GC/MS相同的方法获得了涂覆有根据下述第二实施方案的复合电解质的电极或根据下述第三实施方案的复合电极中包含的无机化合物颗粒，并然后干燥。通过进行热重分析法(TG)来确定如上所述获得的无机化合物颗粒中溶剂的量。在热重分析中，温度在10℃/min的条件下从室温升至900℃，并测量重量的减少。同时，还进行差示扫描量热法(DSC)，并因此，明确得知结合在前表面或晶体中的溶剂分解时的温度。通过TG，在80℃至120℃的范围内发现吸附在前表面上的溶剂重量的减少，并且在400℃至500℃的范围内发现晶体中结合的溶剂重量的减少，并通过DSC观察到吸热行为。当进行测量时，气氛条件是空气气氛，温度在10℃/min的条件下从室温升至900℃，并测量了重量的减少。另外，也同时进行DSC，并因此，明确得知不仅存在于无机化合物颗粒表面上的溶剂重量，而且存在于无机化合物颗粒中的溶剂(即在晶体中结合的溶剂)分解时的温度。例如，吸附在颗粒表面上的溶剂在80℃至150℃的范围内分解，晶体中结合的溶剂在400℃至500℃的范围内分解，并且粘结材料在150℃至250℃的范围内分解，因此在每个温度范围内，通过TG观察到重量的减少，并且通过DSC观察到吸热行为。从减少重量的总值中减去粘结材料的重量，因此，可以测量无机化合物颗粒中含有的溶剂的重量。根据第一实施方案的无机化合物颗粒在25℃下的锂离子传导率大于或等于1×10-10S/cm。优选无机化合物颗粒在25℃下的锂离子传导率大于或等于1×10-6S/cm。在无机化合物颗粒在25℃下的锂离子传导率大于或等于1×10-6S/cm的情况下，颗粒表面附近的锂离子浓度容易增加，因此，进一步改善倍率性能和寿命特性。例如，锂离子传导率的上限值为2×10-2S/cm。优选锂离子传导率在1×10-5S/cm至1×10-2S/cm的范围内。锂离子传导率计算如下。使200mg无机化合物颗粒经压粉成形成直径为10mm的圆柱形状。将压块在1100℃下进行5小时加热处理，因此获得片状无机化合物。通过使用金溅射将金气相沉积在所获得的片状无机化合物的两个表面上，并测量锂离子传导率(σ)。AC阻抗方法用作测量方法。由测量的圆弧估算室温下的体电阻R(Ω)，并且通过卡尺测量片状无机化合物的厚度，并将其设定为L(cm)，并且将截面积设定为S(cm2)。通过使用所获得的值，根据以下表达式计算锂离子传导率σ(S/cm)。[表达式1]ρ＝R×S/L[表达式2]σ＝1/ρ无机化合物颗粒，例如，含有选自以下中的至少一者：硫化物系的Li2SeP2S5-系玻璃陶瓷，具有钙钛矿型结构的无机化合物(例如Li0.5La0.5TiO3)，具有LiSICON型结构的无机化合物(例如Li3.6Si0.6P0.4O4)，具有NASICON型骨架的LATP(Li1+xAlxTi2-x(PO4)3)(0.1≤x≤0.4)和Li3.6Si0.6PO4，非晶LIPON(Li2.9PO3.3N0.46)和具有石榴石型结构的无机化合物。用作无机化合物颗粒的无机化合物可仅为一种类型的无机化合物，或者可为两种或更多种类型的无机化合物。无机化合物颗粒可由多种类型的无机化合物的混合物形成。无机化合物颗粒含有硫元素是不优选的，因为硫成分溶解在下述有机电解质中。优选无机化合物颗粒不含硫元素。优选无机化合物颗粒是氧化物，例如具有NASICON型骨架的LATP、非晶LIPON和石榴石型Li7La3Zr2O12(LLZ)。其中，优选无机化合物颗粒是具有石榴石型结构的无机化合物。优选无机化合物颗粒是具有石榴石型结构的无机化合物，因为Li离子传导性和耐还原性高，并且电化学窗口宽。具有石榴石型结构的无机化合物的实例包括Li5+xAyLa3-yM2O12(A是选自Ca、Sr和Ba中的至少一者，并且M是选自Nb和Ta中的至少一者)。Li3M2-xZr2O12(M是选自Ta和Nb中的至少一者)，Li7-3xAlxLa3Zr3O12和LLZ。在上面的描述中，x例如是0≤x<0.8，并且优选是0≤x≤0.5。y例如是0≤y<2。具有石榴石型结构的无机化合物可由一种类型的化合物形成，或者可包含两种或更多种类型的化合物的混合物。其中，Li6.25Al0.25La3Zr3O12和LLZ具有高离子传导性，并且是电化学稳定的，因此具有优异的放电性能和循环寿命特性。此外，这些化合物具有以下优点：即使在雾化的情况下，该化合物对于下述有机电解质也是化学稳定的。无机化合物颗粒的平均粒径在大于或等于0.1μm且小于或等于5μm的范围内，并且优选在大于或等于0.1μm且小于或等于3μm的范围内。无机化合物颗粒的平均粒径小于0.1μm是不优选的，因为无机化合物颗粒的溶剂量过度增加，因此电解质的分解反应过度加速，并且发生电池性能降低，例如倍率性能降低和电池寿命缩短。无机化合物颗粒的平均粒径增加是不优选的，因为颗粒之间的间隙增加，因此复合电解质的离子传导率降低。另外，在无机化合物颗粒的平均粒径过度增加的情况下，难以在将无机化合物颗粒混入电解质中和在正极和负极之间布置下面描述的复合电解质时使复合电解质膜足够薄。结果，因为正极和负极之间的距离增加，并且锂离子的扩散阻力增加，因此是不优选的。在上述无机化合物中，无机化合物被粉碎，因此，获得平均粒径在大于或等于0.1μm且小于或等于5μm范围内的无机化合物颗粒。可采用以下方法作为获得无机化合物颗粒的方法。使用纯水的珠磨(湿式)方法用于粉碎无机化合物。在珠磨(湿式)粉碎中，粉碎时间在长于或等于30分钟且短于或等于120分钟的范围内，并且在给定的时间长度内以600rpm至1500rpm的珠粒转速和30ml/min流速进行粉碎。另外，如上所述，可使用极性溶剂、无极性有机溶剂等作为粉碎用溶剂。无机化合物颗粒的平均粒径可以如下测量。从电池中取出的电极用合适的溶剂洗涤，并干燥。例如，可使用碳酸甲乙酯等作为用于洗涤的溶剂。干燥在大气中进行。此后，在电极短边方向上切断电极，在切口的截面中从与端部分开的位置以大于或等于10％的规则间隔选择10个点。通过使用扫描电子显微镜(SEM)以10,000倍的放大率观察所选择的10个点。每个选定点选择10个颗粒，并测量每个颗粒的粒径。此时，选择容易观察的颗粒。在电子表格软件中收集上述获得的测量结果。通过排除极大颗粒或极小颗粒来计算平均粒径。通过使用这样的方法，还可以计算下述的根据第二实施方案的复合电解质或根据第三实施方案的复合电极中含有的无机化合物颗粒的平均粒径。根据第一实施方案，提供无机化合物颗粒。该无机化合物颗粒含有溶剂，溶剂与无机化合物颗粒的重量比率大于或等于8重量％且小于或等于25重量％，该无机化合物颗粒在25℃下的锂离子传导率大于或等于1×10-10S/cm，该无机化合物颗粒的平均粒径大于或等于0.1μm且小于或等于5μm。因此，根据第一实施方案的无机化合物颗粒能够实现具有优异的倍率性能和优异的寿命特性的二次电池。(第二实施方案)根据第二实施方案，提供复合电解质膜。复合电解质膜含有根据第一实施方案的无机化合物颗粒、有机电解质和粘结材料。复合电解质膜可由根据第一实施方案的无机化合物颗粒、有机电解质和粘结材料形成。例如，在加热有机电解质和粘结材料的混合物的情况下，可获得凝胶型电解质。复合电解质膜可含有凝胶型组合物，凝胶型组合物含有有机电解质和粘结材料。在复合化凝胶和根据第一实施方案的无机化合物颗粒的情况下，与仅存在多个无机化合物颗粒的情况或仅存在凝胶的情况相比，改善了锂离子传导性。认为这是因为通过含有有机电解质的凝胶加速了锂离子在无机化合物颗粒之间的移动。此外，如上所述，溶剂与无机化合物颗粒的重量比小于8重量％是不优选的，因为电解质几乎不分解，因此几乎没有被覆到电极活性物质上，并且几乎不延长电池的寿命。在溶剂的重量与无机化合物颗粒和溶剂的总重量的比率大于25重量％的情况下，损害了无机化合物颗粒的离子传导性。因此，不能获得复合效果。另外，不优选含有大量溶剂，因为有机电解质中含有的锂盐的分解增加，因此引起劣化。无机化合物颗粒的重量和无机化合物颗粒中含有的溶剂的重量与复合电解质膜的重量的比率例如在80重量％至99重量％的范围内。优选该比率在90重量％至98重量％的范围内。在无机化合物颗粒的重量和无机化合物颗粒中含有的溶剂的重量与复合电解质膜的重量的比在上述范围内的情况下，获得能够使有机电解质溶液中含有的锂盐更有效地分解的效果。在无机化合物颗粒的锂离子传导性增加的情况下，颗粒中的锂离子也容易移动，因此，作为复合电解质膜的锂离子传导性进一步增加。根据本实施方案的复合电解质膜中含有的无机化合物颗粒在25℃下的锂离子传导率大于或等于1×10-10S/cm。通过使用在室温下锂离子传导性大于或等于1×10-10S/cm的无机化合物颗粒，可以在复合化无机化合物颗粒与有机电解质时增加接触界面上的锂离子浓度。存在于无机化合物颗粒中的锂离子可根据外部电场自由移动。例如，在正极和负极之间提供无机化合物颗粒和凝胶作为固体电解质的情况下，由于正极和负极之间的电势差，在无机化合物颗粒和凝胶之间的接触界面上发生极化。由于极化，锂离子集中于无机化合物颗粒的前表面上，因此，在颗粒中产生锂离子浓度高的部分。结果，认为加速了锂离子从某个颗粒向另一个颗粒的移动。这里，在无机化合物颗粒的平均粒径过度增加的情况下，颗粒之间的间隙趋于增加，因此，使锂离子在复合电解质膜中扩散需要时间，并且倍率性能和寿命特性下降。因此，根据本实施方案的无机化合物颗粒的平均粒径大于或等于0.1μm且小于或等于5μm。在无机化合物颗粒的平均粒径小于或等于5μm的情况下，可以提高锂离子的扩散速率。优选无机化合物颗粒的平均粒径大于或等于0.1μm且小于或等于3μm。在根据本实施方案的复合电解质膜中，当将无机化合物颗粒中含有的溶剂与有机电解质复合化时，产生游离酸，并且游离酸能够在活性物质上形成稳定的膜。可通过使用X射线光电子光谱法(XPS)来确认该膜。例如，通过以下程序进行测量。例如，RigakuCorporation制造的XPS-7000可用作测量装置。测量条件是这样的：X射线源：Mg-Kα，电压：10kV，电流：10mA，X射线光斑尺寸：约9mm，和真空度：10-7Pa。基于烃的1s电子的键能或用于离子蚀刻(离子蚀刻至多5000nm，加速电压：500V，角：90度，离子电流密度：32μA/cm2，和蚀刻速率：1nm/分钟)的氩的2p电子的键能测量静电荷校正。可通过与SEM中相同的方法制备测量目标。复合电解质膜可含有锂离子传导率小于1×10-10S/cm的其他颗粒。从高还原性和低成本的角度来看，优选锂离子传导率小于1×10-10S/cm的其他颗粒是选自氧化铝、氧化锆、氧化硅和氧化镁中的至少一者。另外，即使在其他颗粒是金属氧化物如氧化钛、氧化铌、氧化钽、氧化铪、氧化钇、氧化镓和氧化锗，以及氧化镧等镧系氧化物的情况下，也可获得相同的效果。其他颗粒可为选自上述化合物中的一种类型或两种或更多种类型。有机电解质含有有机溶剂和电解质盐。其中无机化合物难以熔化并且能够稳定存在的有机溶剂优选作为有机溶剂。下面将详细描述有机电解质。复合电解质膜含有粘结材料。复合电解质还可含有其他添加剂。例如，粘结材料是用有机溶剂如碳酸酯凝胶化的聚合物。粘结材料的实例包括聚丙烯腈(PAN)、聚环氧乙烷(PEO)、聚偏二氟乙烯(PVdF)和聚甲基丙烯酸甲酯。可以独立地使用仅一种类型的上述粘结材料，或者可通过混合使用多种类型的粘结材料。例如，粘结材料的重量与复合电解质膜的重量的比率在0.1重量％至10重量％的范围内，并且优选在0.5重量％至5重量％的范围内。在粘结材料的重量与复合电解质膜的重量的比率过度降低的情况下，凝胶化的有机电解质的粘度不足，因此，不能将无机化合物颗粒保持在一起，复合电解质的机械强度降低，复合电解质膜趋于从电极被剥离。在该比率过度增加的情况下，锂离子的移动受阻，并且离子的扩散阻力趋于增加。复合电解质膜在室温下的离子传导率例如在0.1mS/cm至20mS/cm的范围内，并且优选在0.5mS/cm至10mS/cm的范围内。在复合电解质膜中含有的有机电解质覆盖至少一部分固体电解质，因此，可以获得上述离子传导率。优选离子传导率高，因为改善倍率性能。根据第二实施方案的复合电解质膜中含有的无机化合物颗粒的存在的确认或组成的确定如下测量。为了确认无机化合物颗粒的存在，使用以下方法。通过SEM观察复合电解质膜的截面(例如在通过涂覆在电极上而形成复合电解质膜的情况下，为包括电极的截面)，并且通过能量色散X射线光谱法(EDX)进行元素分析，因此可进行测量。首先，在用氩气填充的手套箱中拆卸嵌有电极的二次电池(其中形成了完全放电状态(充电状态：0％)的复合电解质膜)。从拆卸的二次电池中取出其中形成了测量目标的复合电解质膜的电极。用合适的溶剂洗涤电极。例如，可使用碳酸甲乙酯等作为用于洗涤的溶剂。在洗涤不充分的情况下，存在由于残留在电极中的碳酸锂、氟化锂等的影响而几乎观察不到颗粒的情况。通过离子研磨装置切割如上所述取出的目标电极的截面。将电极的切口截面粘贴到SEM样品台上。此时，通过使用导电带等进行处理，使得电极不会从样品台上剥离或漂浮。通过SEM观察粘贴到SEM样品台上的电极。当进行SEM测量时，优选以10,000倍的放大率进行观察，并且优选将电极以保持在惰性气氛中的状态引入样品室中。此外，在SEM观察中在确认存在于电极前表面上和电极中的无机化合物颗粒存在或不存在的情况下，通过使用EDX进行元素映射，因此，可以确认存在或不存在无机化合物颗粒。通过进行SEM-EDX分析，可以显现哪种元素分布在哪些位置，因此，可以更详细确认存在于电极前表面上和电极中的无机化合物颗粒存在或不存在。通过使用以下方法确认无机化合物颗粒的组成。根据使用电感耦合等离子体(ICP)作为光源的发射光谱测量，可以检查复合电解质中含有的无机化合物颗粒的金属组成比。ICP测量如下进行。具体地，根据ICP发射光谱法测量二次电池中内置的复合电解质膜的组成，按以下程序进行。首先，根据上述程序(SEM-EDX的测量方法)，从二次电池中取出电极并洗涤。将洗涤过的电极放入合适的溶剂中，并用超声波辐射。例如，将电极放入玻璃烧杯中的碳酸甲乙酯中，并在超声洗涤机中振动，因此可从集电体剥离复合电解质膜。接下来，在减压下进行干燥，因此干燥所剥离的复合电解质膜。将获得的复合电解质膜用研钵等粉碎，因此获得作为目标的含有活性物质、导电助剂、粘结材料、无机化合物颗粒等的粉末。将0.05g粉末放入Tefron(注册商标)容器中，向粉末中添加8mL王水，并通过微波加热将粉末均匀地溶解在王水中。通过溶解粉末，可以制备含有活性物质和无机化合物颗粒的液体样品。将超纯水添加到溶液中至100g，并设定为ICP测量样品。通过使用ICP发射光谱分析装置在以下条件下测量和分析样品，因此，可以知道电极的组成。<ICP发射光谱分析装置测量条件>使用水溶剂用旋流室，并且条件是这样的：等离子体气体(PL1)：13(L/min)，护套气体(G1)：0.3(L/min)，雾化器气体压力：3.0(巴)，雾化器流速：0.2(L/min)，高频功率：1.0(kw)。将获得的结果与可商购的原子吸收分析用的参比溶液的分析值进行比较，因此计算定量值。通过使用上述SEM-EDX和ICP测量方法，可以测量根据第二实施方案的复合电解质膜中含有的无机化合物颗粒。根据第二实施方案的复合电解质膜含有根据第一实施方案的无机化合物颗粒，因此，可以在电极活性物质上形成稳定的膜，并降低锂离子的扩散阻力，因此，可以实现具有优异的倍率性能和优异的寿命特性的二次电池。(第三实施方案)根据第三实施方案，提供了复合电极。提供含有根据第一实施方案的无机化合物颗粒、电极活性物质、导电材料和粘结材料的复合电极作为根据本实施方案的电极。这里，将描述电极活性物质，即正极活性物质和负极活性物质。(正极活性物质)正极活性物质的实例包括锂锰复合氧化物、锂镍复合氧化物、锂钴铝复合氧化物、锂镍钴锰复合氧化物、尖晶石型锂锰镍复合氧化物、锂锰钴复合氧化物、橄榄石型磷酸铁锂(LiFePO4)和磷酸锰锂(LiMnPO4)。正极活性物质的实例包括锂锰复合氧化物如LixMn2O4或LixMnO2，锂镍铝复合氧化物如LixNi1-yAlyO2，锂钴复合氧化物如LixCoO2，锂镍钴复合氧化物如LixNi1-y-zCoyMnzO2，锂锰钴复合氧化物如LixMnyCo1-yO2，尖晶石型锂锰镍复合氧化物如LixMn2-yNiyO4，具有橄榄石结构的锂磷氧化物如LixFePO4、LixFe1-yMnyPO4和LixCoPO4，以及氟化硫酸铁LixFeSO4F。除非另有说明，否则x满足0<x≤1。除非另有说明，否则y满足0<y<1。(负极活性物质)负极活性物质的实例包括碳材料、石墨材料、锂合金材料、金属氧化物和金属硫化物，其中，优选选择含有一种或多种类型的含钛氧化物的负极活性物质，所述含钛氧化物选自锂钛氧化物、氧化钛、铌钛氧化物和锂钠铌钛氧化物，其锂离子的吸留和放出电势基于锂电势在1V至3V的范围内。锂钛复合氧化物的实例包括具有尖晶石型晶体结构的钛酸锂(例如Li4+xTi5O12(-1≤x≤3))，具有斜方锰矿型晶体结构的钛酸锂(例如Li2+xTi3O7(0≤x≤1))，Li1+xTi2O4(0≤x≤1)，Li1.1+xTi1.8O4(0≤x≤1)，Li1.07+xTi1.86O4(0≤x≤1)，和LixTiO2(0≤x≤1)。上述这种锂钛复合氧化物具有锂吸留和放出时的体积变化小的特征。含钛氧化物的另一种实例包括氧化钛。氧化钛的实例包括具有锐钛矿型晶体结构的二氧化钛TiO2和具有单斜晶体型晶体结构的二氧化钛TiO2(B)。氧化钛的实例包括氧化铌(例如Nb2O5)，其锂吸留和放出电势比金属锂的电势高1.0V的具有单斜晶体型晶体结构的铌钛复合氧化物(例如Nb2TiO7)，等。活性物质的另一种实例包括具有正交晶体型晶体结构的复合氧化物，由下面描述的通式(1)或(2)表示：LiaM11-bM2bTi6-cM3cO14+d(1)这里，M1是选自Sr、Ba、Ca和Mg中的至少一种类型。M2是选自Cs、K和Na中的至少一种类型。M3是选自A1、Fe、Zr、Sn、V、Nb、Ta和Mo中的至少一种类型。附加字母分别满足2≤a≤6，0<b<1，0<c≤6，和-0.5≤d≤0.5。M1可包括选自由Sr、Ba、Ca和Mg构成的组中的一种类型，或者可包括选自该组中的两种或更多种类型的组合。M2可包括选自由Cs、K和Na构成的组中的一种类型，或者可包括选自该组中的两种或更多种类型的组合。M3可包括选自由Al、Fe、Zr、Sn、V、Nb、Ta和Mo构成的组中的一种类型，或者可以包括选自该组中的两种或更多种类型的组合；Li2+wNa2-eMαfTi6-gMβgO14+h(2)这里，Mα是选自由Cs和K中的至少一种类型。Mβ是选自Zr、Sn、V、Nb、Ta、Mo、W、Fe、Co、Mn和Al中的至少一种类型。附加字母分别满足0≤w≤4，0<e<2，0≤f<2，0<g≤6和-0.5≤h≤0.5。Mα可为Cs和K中的任何一者，或者可包括Cs和K两者。Mβ可包括选自Zr、Sn、V、Nb、Ta、Mo、W、Fe、Co、Mn和Al中的一种类型，或者可包括选自Zr、Sn、V、Nb、Ta、Mo、W、Fe、Co、Mn和Al的两种或更多种类型的组合。优选上述通式(1)和(2)表示的复合氧化物含有Nb。优选的复合氧化物可被称为具有斜方晶体型晶体结构的含铌复合氧化物。复合氧化物可单独使用，或可通过混合使用。下面将详细描述导电材料和粘结材料，并且复合化电极活性物质和无机化合物颗粒，因此，可以降低电极中的电阻，并因此，可以改善电池输出密度。另外，无机化合物颗粒中含有的溶剂的重量比率大于或等于8重量％且小于或等于25重量％，因此，可以进行与有机电解质的反应，并且产生游离酸。游离酸在电极活性物质上形成稳定的膜，因此改善循环寿命。可通过第二实施方案中描述的方法检查膜。根据第二实施方案中描述的方法，可通过用复合电极代替复合电解质来检查存在或不存在根据第三实施方案的复合电极中含有的无机化合物颗粒或其组成。根据第三实施方案的复合电极含有根据第一实施方案的无机化合物颗粒、电极活性物质、导电材料和粘结材料，因此，在电极活性物质上形成稳定的膜，因此，可以实现具有优异的倍率性能和优异的寿命特性的二次电池。(第四实施方案) | 本发明涉及无机化合物颗粒，复合电解质，复合电极，二次电池，电池组和车辆。多个无机化合物颗粒含有溶剂，其中该溶剂与该无机化合物颗粒的重量比率大于或等于8重量％且小于或等于25重量％；该无机化合物颗粒在25℃下的锂离子传导率大于或等于1×10 ‑10 S/cm；且该无机化合物颗粒的平均粒径大于或等于0.1μm且小于或等于5μm。 | CN:201811010830.7A | https://patentimages.storage.googleapis.com/a4/d0/74/1d27b8a845f590/CN110176624B.pdf | CN:110176624:B | 吉间一臣, 原田康宏, 高见则雄 | Toshiba Corp | JP:2011113655:A, CN:105830269:A, CN:106537679:A, CN:107615551:A | Not available | 2021-06-04 | 1.多个无机化合物颗粒，含有：, 溶剂，, 其中该溶剂与该无机化合物颗粒的重量比率大于或等于8重量％且小于或等于25重量％，和, 其中该无机化合物颗粒中包含的溶剂包括存在于无机化合物颗粒中的溶剂和存在于颗粒表面上的溶剂；, 该无机化合物颗粒在25℃下的锂离子传导率大于或等于1×10-10S/cm；且, 该无机化合物颗粒的平均粒径大于或等于0.1μm且小于或等于5μm。, \n \n, 2.根据权利要求1所述的无机化合物颗粒，其中该溶剂为选自以下中的至少一者：极性溶剂、非极性有机溶剂。, \n \n, 3.根据权利要求2所述的无机化合物颗粒，其中该极性溶剂中包括极性有机溶剂。, \n \n, 4.根据权利要求1所述的无机化合物颗粒，其中该无机化合物颗粒含有选自以下中的至少一者：硫化物系玻璃陶瓷、具有钙钛矿型结构的无机化合物，具有LiSICON型结构的无机化合物，具有NASICON型骨架的LATP，非晶LIPON和具有石榴石型结构的无机化合物。, \n \n, 5.根据权利要求1所述的无机化合物颗粒，其中锂离子传导率小于或等于2×10-2S/cm。, 6.复合电解质膜，含有：, 无机化合物颗粒，该无机化合物颗粒含有溶剂，其中该溶剂与该无机化合物颗粒的重量比率大于或等于8重量％且小于或等于25重量％，该无机化合物颗粒中包含的溶剂包括存在于无机化合物颗粒中的溶剂和存在于颗粒表面上的溶剂，该无机化合物颗粒在25℃下的锂离子传导率大于或等于1×10-10S/cm，且该无机化合物颗粒的平均粒径大于或等于0.1μm且小于或等于5μm；, 有机电解质；和, 粘结材料。, \n \n, 7.根据权利要求6所述的复合电解质膜，其中该复合电解质膜含有凝胶型组合物。, 8.复合电极，含有：, 无机化合物颗粒，该无机化合物颗粒含有溶剂，其中该溶剂与该无机化合物颗粒的重量比率大于或等于8重量％且小于或等于25重量％，该无机化合物颗粒中包含的溶剂包括存在于无机化合物颗粒中的溶剂和存在于颗粒表面上的溶剂，该无机化合物颗粒在25℃下的锂离子传导率大于或等于1×10-10S/cm，且该无机化合物颗粒的平均粒径大于或等于0.1μm且小于或等于5μm；, 电极活性物质；, 导电材料；和, 粘结材料。, 9.二次电池，包含：, 正极；, 与该正极相对设置的负极；和, 在该正极和该负极之间的电解质膜，, 其中该正极和该负极至少一者含有无机化合物颗粒，该无机化合物颗粒含有溶剂，其中该溶剂与该无机化合物颗粒的重量比率大于或等于8重量％且小于或等于25重量％，该无机化合物颗粒中包含的溶剂包括存在于无机化合物颗粒中的溶剂和存在于颗粒表面上的溶剂，该无机化合物颗粒在25℃下的锂离子传导率大于或等于1×10-10S/cm，且该无机化合物颗粒的平均粒径大于或等于0.1μm且小于或等于5μm。, 10.二次电池，包含：, 正极；, 与该正极相对设置的负极；和, 在该正极和该负极之间的电解质膜，, 其中该电解质膜含有无机化合物颗粒，该无机化合物颗粒含有溶剂，其中该溶剂与该无机化合物颗粒的重量比率大于或等于8重量％且小于或等于25重量％，该无机化合物颗粒中包含的溶剂包括存在于无机化合物颗粒中的溶剂和存在于颗粒表面上的溶剂，该无机化合物颗粒在25℃下的锂离子传导率大于或等于1×10-10S/cm，且该无机化合物颗粒的平均粒径大于或等于0.1μm且小于或等于5μm。, 11.电池组，包含：, 多个二次电池，该二次电池包含正极、负极、在该正极和该负极之间的电解质膜，其中该正极和该负极至少一者含有无机化合物颗粒，该无机化合物颗粒含有溶剂，, 其中该溶剂与该无机化合物颗粒的重量比率大于或等于8重量％且小于或等于25重量％，该无机化合物颗粒中包含的溶剂包括存在于无机化合物颗粒中的溶剂和存在于颗粒表面上的溶剂，该无机化合物颗粒在25℃下的锂离子传导率大于或等于1×10-10S/cm，且该无机化合物颗粒的平均粒径大于或等于0.1μm且小于或等于5μm。, \n \n, 12.根据权利要求11所述的电池组，还包含：, 通电用外部端子和保护电路。, \n \n, 13.根据权利要求11所述的电池组，其中该电池组彼此之间串联、并联、或以串联连接和并联连接的组合电连接。, 14.电池组，包含：, 多个二次电池，该二次电池包含正极、与该正极相对设置的负极、在该正极和该负极之间的电解质膜，其中该电解质膜含有无机化合物颗粒，该无机化合物颗粒含有溶剂，其中该溶剂与该无机化合物颗粒的重量比率大于或等于8重量％且小于或等于25重量％，其中该无机化合物颗粒中包含的溶剂包括存在于无机化合物颗粒中的溶剂和存在于颗粒表面上的溶剂，该无机化合物颗粒在25℃下的锂离子传导率大于或等于1×10-10S/cm，且该无机化合物颗粒的平均粒径大于或等于0.1μm且小于或等于5μm。, \n \n, 15.根据权利要求14所述的电池组，还包含：, 通电用外部端子和保护电路。, \n \n, 16.根据权利要求14所述的电池组，其中该电池组彼此之间串联、并联、或以串联连接和并联连接的组合电连接。, 17.车辆，包含：, 二次电池，该二次电池包含正极、与该正极相对设置的负极、在该正极和该负极之间的电解质膜，, 其中该正极和该负极至少一者含有无机化合物颗粒，该无机化合物颗粒含有溶剂，其中该溶剂与该无机化合物颗粒的重量比率大于或等于8重量％且小于或等于25重量％，其中该无机化合物颗粒中包含的溶剂包括存在于无机化合物颗粒中的溶剂和存在于颗粒表面上的溶剂，该无机化合物颗粒在25℃下的锂离子传导率大于或等于1×10-10S/cm，且该无机化合物颗粒的平均粒径大于或等于0.1μm且小于或等于5μm。, \n \n, 18.根据权利要求17所述的车辆，还包含：, 将动能转换为再生能量作为电能的再生机构。, 19.车辆，包含：, 二次电池，该二次电池包含正极、与该正极相对设置的负极、在该正极和该负极之间的电解质膜，其中该电解质膜含有无机化合物颗粒，该无机化合物颗粒含有溶剂，, 其中该溶剂与该无机化合物颗粒的重量比率大于或等于8重量％且小于或等于25重量％，其中该无机化合物颗粒中包含的溶剂包括存在于无机化合物颗粒中的溶剂和存在于颗粒表面上的溶剂，该无机化合物颗粒在25℃下的锂离子传导率大于或等于1×10-10S/cm，且该无机化合物颗粒的平均粒径大于或等于0.1μm且小于或等于5μm。, \n \n, 20.根据权利要求19所述的车辆，还包含：, 将动能转换为再生能量作为电能的再生机构。 | CN | China | Active | H | True |
| 445 | 車両用電源装置 \n | JP2018176917A | NaN | 【課題】車両用電源装置の信頼性を高める。 【解決手段】エンジンに連結されるスタータジェネレータ１６と、スタータジェネレータ１６に接続される鉛バッテリ３１と、鉛バッテリ３１と並列にスタータジェネレータ１６に接続されるリチウムイオンバッテリ３２と、スタータジェネレータ１６と鉛バッテリ３１とを接続する導通状態と切り離す遮断状態とに切り替えられるスイッチＳＷ１と、スタータジェネレータ１６とリチウムイオンバッテリ３２とを接続する導通状態と切り離す遮断状態とに切り替えられるスイッチＳＷ２と、スイッチＳＷ１およびスイッチＳＷ２を制御するスイッチ制御部７１と、鉛バッテリ３１が正常に放電できない異常状態であるか否かを判定するバッテリ判定部７２と、を有し、スイッチ制御部７１は、鉛バッテリ３１が異常状態であると判定された場合に、スイッチＳＷ１およびスイッチＳＷ２を導通状態に制御する。 【選択図】図７ | JP:2017077291A | https://patentimages.storage.googleapis.com/7f/49/55/aa765b025012c8/JP2018176917A.pdf | NaN | 貴博 木下, Takahiro Kinoshita, 貴博 木下 | Subaru Corp | JP:2013256174:A, JP:2015217837:A, JP:2016132324:A, JP:2016164015:A | 2018-03-16 | 2019-02-13 | \n 車両に搭載される車両用電源装置であって、\n エンジンに連結されるモータジェネレータと、\n 前記モータジェネレータに接続される第１蓄電体と、\n 前記第１蓄電体と並列に前記モータジェネレータに接続される第２蓄電体と、\n 前記モータジェネレータと前記第１蓄電体とを接続する導通状態と、前記モータジェネレータと前記第１蓄電体とを切り離す遮断状態と、に切り替えられる第１スイッチと、\n 前記モータジェネレータと前記第２蓄電体とを接続する導通状態と、前記モータジェネレータと前記第２蓄電体とを切り離す遮断状態と、に切り替えられる第２スイッチと、\n 前記第１スイッチおよび前記第２スイッチを制御するスイッチ制御部と、\n 前記第１蓄電体が正常に放電できない異常状態であるか否かを判定する蓄電体判定部と、\nを有し、\n 前記スイッチ制御部は、前記第１蓄電体が異常状態であると判定された場合に、前記第１スイッチおよび前記第２スイッチを導通状態に制御する、\n車両用電源装置。\n, \n 請求項１に記載の車両用電源装置において、\n 前記モータジェネレータを制御するモータ制御部は、前記第１蓄電体が異常状態であると判定された場合に、前記モータジェネレータを発電状態に制御する、\n車両用電源装置。\n, \n 請求項１または２に記載の車両用電源装置において、\n 前記スイッチ制御部の電源ラインは、前記モータジェネレータの正極端子、前記第１スイッチおよび前記第２スイッチに接続される通電経路に接続される、\n車両用電源装置。\n, \n 請求項３に記載の車両用電源装置において、\n 前記スイッチ制御部は、前記電源ラインとしての第１電源ラインと、前記第１電源ラインとは別個の第２電源ラインと、を備え、\n 前記第２電源ラインは、前記第１蓄電体の正極端子および前記第１スイッチに接続される通電経路に接続される、\n車両用電源装置。\n, \n 請求項１〜４のいずれか１項に記載の車両用電源装置において、\n 前記蓄電体判定部は、前記第１蓄電体が電源回路から切り離される場合に、前記第１蓄電体が異常状態であると判定する、\n車両用電源装置。\n | JP | Japan | Granted | H | True |
| 446 | Onboard DC charging circuit using traction drive components \n | US10369900B1 | An electric powertrain typically includes one or more polyphase/alternating current (AC) electric machines. The phase windings of each electric machine are energized via a power inverter by a high-voltage direct current (DC) battery pack. Switching control of semiconductor switching pairs within the power inverter ultimately generates an AC output voltage suitable for energizing the phase windings, and for ultimately inducing torque-producing machine rotation. The battery packs used in modern plug-in electric or hybrid electric vehicles or other mobile or stationary high-voltage systems may be recharged by connecting the battery pack to an off-board power supply via an onboard charging port.\nWhen the off-board power supply produces an AC charging voltage, an AC-DC converter is used aboard the vehicle to convert the AC charging voltage to a DC voltage suitable for storage in the individual battery cells of the battery pack. The converter may include a passive diode bridge and actively-controlled semiconductor switches whose on/off conducting states are controlled using pulse width modulation (PWM) or other suitable switching control techniques, with such switching control eliminating negative cycles of an AC charging voltage waveform. In a DC fast-charging system, a high-voltage DC power supply is used in lieu of the AC power supply and the AC-DC converter is eliminated, with the DC charging option providing a relatively high-power/high-speed charging option.\nVoltage capacities of battery packs used for propulsion aboard modern vehicles having an electric powertrain continue to increase in order to extend electric driving ranges and improve overall driving performance. As a result of such battery improvements, DC fast-charging infrastructure and charging methodologies will continue to evolve in order to provide charging power capabilities matching the charge requirements of the newer battery packs. However, the deliberate pace of integration of higher-power charging stations into existing battery charging infrastructure will ensure a continued need for older, lower-power charging stations, at least for the foreseeable future. As a result of this trend, a given DC fast-charging station may be incapable of fully charging certain high-voltage battery packs.\nThe present disclosure relates to an onboard direct current (DC) charging circuit in which powertrain traction drive components are used to ensure backward-compatibility with legacy off-board DC fast-charging stations capable of supplying a charging voltage at a voltage level that is less than a maximum voltage capacity of an onboard high-voltage battery pack.\nAs noted above, an electric vehicle, whether powered solely using electricity or in a hybrid configuration in which combustible fuel is used to fire an engine, may be equipped with a battery pack having a maximum voltage capacity exceeding the maximum charging voltage capability of the DC fast-charging station. As an illustrative example, a typical 400 volt DC (VDC) battery pack may be fully charged using 400-500 VDC from an off-board DC fast-charging station. However, emerging battery packs may be rated for 800-1000 VDC or higher, and thus are unable to achieve a full state of charge at such charging levels. The present approach is therefore intended to ensure backward compatibility of emerging high-voltage battery packs with existing lower-voltage DC fast-charging infrastructure, doing so via a DC charging circuit that incorporates traction drive components, i.e., motor phase windings, power inverter switches, and other switches, into an integrated circuit topology.\nIn an illustrative embodiment, the DC charging circuit includes an RESS having a pair of switches and a high-voltage battery pack having a maximum voltage capacity. Additionally, the DC charging circuit includes a power inverter module (PIM), one side of which is electrically connected to the RESS. The pair of switches of the RESS selectively connects/disconnects the battery pack to or from the PIM, i.e., connecting to the PIM when in a closed/binary 1 state and disconnecting from the PIM when in an open/binary 0 state. An electric machine forms part of the DC charging circuit and includes first, second, and third phase windings in an example 3-phase embodiment, with such phase windings sharing a neutral tap or node in common, and with such a node referred to hereinafter as a motor neutral terminal. The first, second, and third phase windings of the electric machine are electrically connected to first, second, and third switching pairs of PIM switches, respectively. Each PIM switching pair includes two controllable semiconductor switches each having an antiparallel connected diode.\nThe DC charging circuit in this particular embodiment further includes a switching module with a center switch and an additional switch, with the additional switch connected to a positive or negative bus rail. In some configurations, two additional switches may be used, with each respective additional switch connected to a corresponding one of the positive or negative bus rails. The switching module electrically connects the DC charging circuit to the off-board DC fast-charging station, via an intervening charging port of the type understood in the art, during a DC fast-charging operation of the battery pack. In particular, the additional switch (or switches) of the switching module serve to selectively connect the PIM to the DC fast-charging station, with the center switch selectively connecting the DC fast-charging station to the above-noted motor neutral terminal.\nA controller is in communication with the PIM, the switching module, and remaining switches within the DC charging circuit. The controller is configured to selectively establish a DC-DC boost mode of the PIM, via transmission of switching control signals to the individual PIM switching pairs, and, based on the operating mode, also to the center switch, the pair of switches of the RESS, and the additional switch(es) of the switching module. This switching control action occurs in response to a detected condition in which the maximum voltage capacity of the battery pack exceeds the maximum charging voltage of the DC fast-charging station.\nIn a non-limiting example embodiment, the maximum voltage capacity of the battery pack is in the range of 700-1000 VDC, which would put the battery pack at a significantly higher voltage level than a 400-500 VDC version of a legacy DC fast-charging station of the type described above. In other embodiments, the maximum voltage capacity may be at least 125% of the maximum charging voltage.\nThe switches of the RESS and of the switching module may be embodied as electro-mechanical contactors or, in an alternative embodiment, as solid-state switches such as IGBTs, MOSFETs, or other switchable semiconductor-based components.\nThe electric machine may be operatively connected to drive wheels of a motor vehicle, e.g., in a hybrid electric or battery electric vehicle configuration.\nThe DC fast-charging circuit may include an accessory module or device, or multiple such devices, each of which is connected to the PIM and to the center switch of the switching module, such as an air conditioning control module, auxiliary power module, battery cooling module, etc. In such an embodiment, the positioning and control of the center switch in conjunction with control of the PIM switching pairs enables the supply of an accessory voltage to the accessory device(s) at a level voltage lower than the battery pack's current voltage level.\nA method is also disclosed for charging a high-voltage battery pack in a DC charging circuit having an RESS, with the RESS including the battery pack and a pair of switches, a PIM having a plurality of PIM switching pairs, an electric machine with first, second, and third phase windings sharing a motor neutral, and the switching module noted above. The method includes detecting a requested DC fast-charging operation of the battery pack in which the charging circuit is electrically connected to a DC fast-charging station.\nAdditionally, the method includes comparing a maximum charging voltage of the DC fast-charging station to a maximum voltage capacity of the battery pack when the charging operation is successfully detected by the controller, and then establishing a DC-DC boost mode of operation of the PIM via a switching control action of the controller. The DC-DC boost mode, which is established when the maximum charging voltage is less than the maximum voltage capacity, includes commanding a closing of the pair of switches of the RESS as well as the center switch and the additional switch of the switching module, and, if a second additional switch is present in the switching module, commanding an opening of the second additional switch. The additional switch that is closed during the boost mode in the optional “two switch” embodiment is the additional switch that is connected to the opposite bus rail as the center switch, e.g., to the negative bus rail when the center switch is connected to the positive bus rail, and vice versa.\nThe above summary is not intended to represent every embodiment or aspect of the present disclosure. Rather, the foregoing summary exemplifies certain novel aspects and features as set forth herein. The above noted and other features and advantages of the present disclosure will be readily apparent from the following detailed description of representative embodiments and modes for carrying out the present disclosure when taken in connection with the accompanying drawings and the appended claims.\n FIG. 1 is a schematic illustration of an example motor vehicle connected to an off-board DC fast-charging station, with the motor vehicle having a DC charging circuit of the type described herein.\n FIG. 2 is a schematic circuit diagram of a possible embodiment of the DC charging circuit shown in FIG. 1.\n FIG. 3 is a table depicting possible operating modes and corresponding contactor states for the DC charging circuit of FIG. 2.\n FIG. 4 is a flow chart describing an example method for DC fast-charging of a high-voltage battery pack of the motor vehicle depicted in FIG. 1.\nThe present disclosure is susceptible to modifications and alternative forms, with representative embodiments shown by way of example in the drawings and described in detail below. Inventive aspects of this disclosure are not limited to the particular forms disclosed. Rather, the present disclosure is intended to cover modifications, equivalents, combinations, and alternatives falling within the scope of the disclosure as defined by the appended claims.\nReferring to the drawings, wherein like reference numbers refer to the same or like components in the several Figures, a direct current (DC) charging circuit 10 is shown schematically in FIG. 1 as part of a motor vehicle 20. The vehicle 20 is depicted as undergoing a DC fast-charging operation in which the DC charging circuit 10 is electrically connected to an off-board DC fast-charging station 30 via a charging port 11 and a charging cable 15, e.g., using an SAE J1772 charge connector, CHAdeMO, or another suitable regional or national standard charging plug or connector. The present teachings are independent of the particular charging standard that is ultimately employed in a DC fast-charging operation involving the DC fast-charging station 30, and thus the above-noted examples are merely illustrative.\nThe DC charging circuit 10 may be beneficially used as part of the motor vehicle 20, as well as other electrical systems such as stationary or mobile power plants robots or platforms. For vehicular applications, non-motor vehicles such as aircraft, marine vessels, and rail vehicles may enjoy similar benefits. Likewise, the DC charging circuit 10 may be used as part of a powertrain of a mobile system, such as the example vehicle 20, or in configurations in which the DC fast-charging station 30 is mobile and the DC charging circuit 10 remains stationary. For illustrative consistency, an application of the DC charging circuit 10 as an integral part of the vehicle 20 in a motor vehicle context will be described hereinafter without limiting the present disclosure to such an embodiment.\nThe vehicle 20 of FIG. 1 includes a body 12 and drive wheels 14. The body 12 may define or include the charging port 11 at a user-accessible location. The vehicle 20 may be variously embodied as a plug-in electric vehicle having a high-voltage battery pack (BHV) 126 as shown at far right in FIG. 2 and described below, e.g., a multi-cell lithium ion, zinc-air, nickel-metal hydride, or lead acid direct current battery pack that can be selectively recharged using the off-board DC fast-charging station 30 of FIG. 1. The DC charging circuit 10, as best depicted in FIG. 2, incorporates powertrain/traction drive components of the vehicle 20 whose ordinary functions may include powering an electric machine (ME) 29 to generate and deliver motor torque to the drive wheels 14 for propulsion of the vehicle 20, or for performing other useful work aboard the vehicle 20.\nAs noted above, emerging electric vehicles may be equipped with high-voltage battery packs having a maximum voltage capacity far exceeding a maximum charging voltage capability (V1) of the DC fast-charging station 30 shown in FIG. 1. That is, while some DC fast-charging stations 30 may be able to provide a maximum charging voltage that matches or exceeds the maximum voltage capacity of a given battery pack 126, older or legacy DC fast-charging stations 30 may exist that can provide charging only at lower voltage levels.\nAs an illustration, the example DC fast-charging station 30 of FIG. 1 may be capable of providing a maximum charging voltage (V1) of about 400-500 VDC. The battery pack 126 of FIG. 2 may have a maximum voltage capacity of at least 125% of the maximum charging voltage (V1), or as high as 700-1000 VDC in some embodiments. In this situation, the battery pack 126 (FIG. 2) would be unable to achieve a full state of charge using the DC fast-charging station 30. The DC charging circuit 10 as described in detail below with reference to FIGS. 2-4 is therefore intended to address this potential issue of backward compatibility of emerging, high-power battery packs with existing lower-voltage fast-charging infrastructure.\nReferring to FIG. 2, the DC charging circuit 10 achieves the above-noted benefits by incorporating traction drive components of the vehicle 20 into an integrated charging circuit topology that also includes a switching module (KC) 22. Drive components include a power inverter module (PIM) 28 and a polyphaser/AC electric machine (ME) 29, e.g., a 3-phase motor as shown. The electric machine 29 ultimately produces motor output torque, e.g., to rotate the drive wheels 14 of FIG. 1 and thereby propel the vehicle 20 in a motor vehicle embodiment, or to perform work in other powertrain configurations.\nThe DC charging circuit 10 additionally includes a rechargeable energy storage system (RESS) 26 that is electrically connected to the PIM 28, i.e., across positive (+) and negative (−) high- voltage bus rails 17P and 17N, respectively. One or more optional accessory devices (ACC) 33, represented in a schematically simplified manner by an equivalent resistance R, may be used as part of the DC charging circuit 10, e.g., high-voltage devices or systems such as an air conditioning control module, auxiliary power module, or battery cooling system. Such accessory devices 33 may be driven at an auxiliary voltage level that, while still high-voltage with respect to typical 12-15 VDC auxiliary/low-voltage levels, is less than the maximum voltage capacity (VB) or present battery voltage of the battery pack 126.\nWithin the DC charging circuit 10 of FIG. 2, the RESS 26 shown at far right includes a pair of switches 27 labeled as switches SD and SE, and the battery pack 126 noted above. The pair of switches 27 may be alternatively embodied as solid-state switching devices, e.g., MOSFETs or IGBTs, or as electro-mechanical contactors. The RESS 26 may be connected across a DC link capacitor C1 of the PIM 28 as shown, with the battery pack 126 selectively connected to and disconnected from the PIM 28 via closing and opening of the pair of switches 27. If needed, a pre-charge circuit (not shown) may be used to charge the DC link capacitor C1 at a controlled rate so as to equalize the voltage across the pair of switches 27 prior to closing switches SD and SE thereof.\nThe PIM 28 includes a plurality of PIM switching pairs 31, 131, and 231 each connected to the positive bus rail 17P and the negative bus rail 17N. Individual switches of the PIM switching pair 31, 131, and 231 connected to the positive bus rail 17P are known in the art as “upper” PIM switches. Similarly, the PIM switches forming the PIM switching pairs 31, 131, and 231 connected to the negative bus rail 17N are referred to as “lower” PIM switches. As is well understood in the art, power inverters such as the PIM 28 of FIG. 2 use rapid semiconductor switching control techniques, e.g., PWM signals, to invert DC power supplied from a discharge of the battery pack 126 into AC power suitable for driving the electric machine 29. PWM and other techniques are used to control the output voltage of the PIM 28, e.g., by adjusting pulse width, or to control output frequency by changing the modulation cycle. In particular, the PIM 28 may be controlled by operation of a controller 50 as described below so as to increase or decrease voltage as needed, with increasing voltage referred to as “boost conversion” and decreasing voltage referred to as “buck conversion”.\nThe PIM switching pairs 31, 131, and 231 are electrically connected to individual phase windings 129 of the electric machine 29. In a representative 3-phase embodiment of the electric machine 29, for instance, the electric machine 29 has separate first, second, and third phase windings W1, W2, and W3, with the collective phase windings 129 sharing a motor neutral terminal N1. As the motor inductance of a circuit formed from the windings W1, W2, and W3 may be low for the purposes of the disclosed switching control, an optional inductor L1 may be connected between the motor neutral terminal N1 and the three phase windings W1, W2, and W3. Such placement of the inductor L1 is intended to help ensure that the additional inductor L1 does not affect the torque performance of the electric machine 29.\nThe PIM switching pairs 31, 131, and 231 are typically controlled to produce desired voltages across the phase windings W1, W2, and W3, and thus a desired motor torque at an output shaft (not shown) of the electric machine 29 during operation of the vehicle 20 shown in FIG. 1. Additionally, switching techniques are known that allow a neutral voltage and electrical current to be closely controlled during operation of the electric machine 29. Therefore, as part of the present approach, and under conditions in which a rotor/output shaft of the electric machine 29 is not rotating, the switching pairs 31, 131, and 231 and an inductance of each phase winding W1, W2, and W3 may be selectively operated as a 3-phase boost converter with input at the motor neutral terminal N1 by controlling the duty cycle of each of the lower switches, i.e., the PIM switch pairs 31, 131, 231 connected to the negative rail 17N. In this case, as is typical for multi-phase converter control, the individual phase legs of the electric machine 29 are switched 120° out-of-phase in a process referred to as “interleaving”. Such a process is intended to reduce ripple and other undesirable effects. Thus, for an example 400 amp (400A) charging current, each of the three phase windings W1, W2, and W3 will see 133A.\nWith respect to the switching module 22 of FIG. 2, this device is configured to electrically connect to the off-board DC fast-charging station 30 of FIG. 1, via an intervening charge port of the type known in the art (omitted for illustrative clarity), during a DC fast-charging operation of the battery pack 126. The switching module 22 includes one or two additional power switches 37, shown for example as another pair of switches 37 labeled as switches SA and SC, selectively connecting the PIM 28 to the DC fast-charging station 30 via positive (+) and/or negative (−) input terminals 21, and a center switch 137 (SB) selectively connecting the DC fast-charging station 30 to the motor neutral terminal N1. The switches 37 labeled as SA and SC in FIG. 2 are respectively connected to the positive (+) and negative (−) bus rails 17P and 17N of the DC charging circuit 10. As noted above, one of the two switches 37 may be used to ensure the desired switching outcome disclosed herein, with such a switch 37 in a single-additional switch embodiment electrically being connected to the opposite bus rail 17P or 17N as the center switch 137.\n Electrical sensors 32 may be used on the three phase windings W1, W2, W3, or any two of the phase windings W1, W2, and W3, to measure an individual phase current, with the third phase current being readily calculated from the other two measurements. Optionally, all three of the phase windings W1, W2, and W3 may have a corresponding electrical sensor 32 for redundancy. A filter capacitor C2 is connected between the motor neutral terminal N1 and the negative voltage bus rail 17N. The above-noted optional inductor L1 may be connected between the center switch 137 (SB) and the motor neutral terminal N1 to increase the inductance of a motor winding circuit formed by the phase windings W1, W2, and W3, as well as to enable a lower switching frequency during operation of the PIM 28 as a boost converter.\nThe DC charging circuit 10 includes the controller (C) 50. The controller 50 includes at least one processor (P) and sufficient memory (M) for storing instructions embodying a method 100, an example of which is described below with reference to FIGS. 3 and 4. The memory (M) includes tangible, non-transitory memory, e.g., read only memory, whether optical, magnetic, flash, or otherwise. The controller 50 also includes sufficient amounts of random access memory, electrically-erasable programmable read only memory, and the like, as well as a high-speed clock, analog-to-digital and digital-to-analog circuitry, and input/output circuitry and devices, as well as appropriate signal conditioning and buffer circuitry.\nAs part of the present method 100, the controller 50 is in communication with the PIM 28, the switching module 22, the sensors 32, and the RESS 26, and is configured to selectively establish a DC-DC boost mode of the PIM 28 during operating modes in which the maximum charging voltage (V1) of the DC fast-charging station 30 shown in FIG. 1 is less than the maximum voltage capacity (VB) of the battery pack 126 shown in FIG. 2. This control action occurs via transmission of switching control signals (arrow CCO) by the controller 50 to the individual PIM switching pairs 31, 131, and 231. The switching control signals (arrow CCO) ultimately control the duty cycle of the PIM 28.\nAdditionally, the switching control signals (arrow CCO) control an open/closed state, i.e., binary logic states 0 and 1, respectively, of more of the switches SD and SE of the pair of switches 27 located within the RESS 26, the switches labeled SA and SC located within the switching module 22, and the center switch 137 (SB) which is also located within the switching module 22. In this manner, the generation and transmission of the switching control signals (arrow CCO) by the controller 50 selectively establishes the DC-DC boost mode as a boost control action in response to a detected condition in which the maximum voltage capacity (VB) of the battery pack 126 exceeds the maximum charging voltage (V1) of the DC fast-charging station 30 shown in FIG. 1.\nReferring to FIG. 3, the DC charging circuit 10 of FIG. 2 is configured to provide multiple different operating modes, abbreviated as “OM”: (1) vehicle-off mode, (2) vehicle propulsion mode, and modes (3) and (4) providing two different charging modes, with mode (3) providing a boost charging mode when the maximum charging voltage V1 is less than the maximum battery voltage capacity (VB) of battery pack 126, and with mode (4) provided when the maximum charging voltage (V1) equals or exceeds the maximum voltage capacity (VB). In an example embodiment, the maximum charging voltage (V1) when operating in mode (3) may be in the range of about 400-500 VDC and the maximum voltage capacity (VB), when newer high-voltage battery packs are used, may be in the range of about 700-1000 VDC as noted elsewhere herein, with other embodiments and voltage levels being possible.\n FIG. 3 describes, for each of the above-noted operating modes (OM), the corresponding switch logic state for each of the switches 27, 37, and 137 labeled variously as SA, SB, SC, SD, and SE in FIG. 2, as well as the enabled control mode of the PIM 28. Thus, when the vehicle 20 is turned off and is not charging, i.e., OM=1, each of the respective switches 27, 37, and 137 labeled SA-SE is an “open” logic state (0) and the PIM 28 is turned off, as represented by the “-” symbol in the far right column of FIG. 2. When the vehicle 20 of FIG. 1 is electrically driven in propulsion mode (OM=2), the switches 27 of the RESS 26 shown in FIG. 2, i.e., switches SD and SE, are closed (logic state 1) by operation of the switching control signals (arrow CCO) from the controller 50. The PIM 28 thereafter controls motor torque (TM) from the electric machine 29 of FIG. 2 for propulsion of the vehicle 20 and to power to the optional accessory device(s) 33, abbreviated PACC, if such accessory devices 33 exist within the DC charging circuit 10.\nWith respect to the DC fast-charging operating modes (OM=3 or 4) shown in FIG. 3, also abbreviated DCFC for mode 3 to indicate a boost mode of operation relative to mode 4, upon plugging the DC charging circuit 10 into the off-board DC fast-charging station 30 depicted in FIG. 1, relevant charging standards ensure that the DC fast-charging station communicates the maximum charging voltage (V1) to the controller 50. As a result, the controller 50 is made aware of the power capabilities of the DC fast-charging station 30 prior to initiation of the charging operation. The controller 50 is also programmed with the power requirements of battery pack 126, and is updated during operation with relevant battery parameters such as state of charge, battery current and voltage, and temperature. The controller 50 therefore determines at the onset of the charging operation whether or not the maximum charging voltage (V1) is less than the maximum voltage capacity (VB).\nWhen the maximum charging voltage (V1) is less than the maximum voltage capacity (VB), i.e., when V1<VB, the switches SB-SE are all closed (logic state 1) and switch SA is opened (logic state 0). The controller 50, upon establishing such switching logic states, thereafter controls the PIM 28 in boost mode to increase the voltage from the off-board DC fast-charging station 30 from the level of V1 to levels suitable for charging the battery pack 126. In operating mode 3, the DC fast-charging station 30 of FIG. 1 also supplied power to the accessory device(s) 33 at the maximum charging voltage (V1).\nWhen the maximum charging voltage (V1) equals or exceeds the maximum voltage capacity (VB), i.e., V1≥VB, the switches SA and SC-SE of FIG. 2 are closed (logic state 1) and switch SB of the switching module 22 is opened (logic state 0). Operating mode (4) commences. With switch SA in a closed state, the battery pack 126 is connected across the bus rails 17P and 17N to the DC fast-charging station 30, and thus the full charging voltage from the DC fast-charging station 30 of FIG. 1 is permitted to reach the battery pack 126. The controller 50, upon establishing such switching states, thereafter controls the duty cycle of the PIM 28 so as to operate the PIM 28 in buck mode, and to thereby supply a reduced accessory voltage to the accessory device(s) 33.\nThe switching states of FIG. 3 may be best understood with reference to FIG. 4, which depicts an example embodiment of the method 100 for enabling the controller 50 of FIG. 2 to execute a DC fast-charging operation of the battery pack 126, regardless of the actual voltage level of the DC fast-charging station 30 of FIG. 1.\nBeginning with step S102, the controller 50 determines whether the vehicle 20 of FIG. 1 is in an on state, i.e., 20=+, e.g., by evaluating an ignition or powertrain logic state. Vehicle wakeup may also initiate when a charge connector disposed at the end of the charging cable 15 of FIG. 1 is inserted into the charging port 11. The method 100 proceeds to step S103 when the vehicle 20 is not running, and to step S104 in the alternative when the vehicle 20 is running.\nStep S103 corresponds to the first operating mode (OM=1) of FIG. 3. In response to this mode, the controller 50 opens the switch(es) 37 and the center switch 137 of the switching module 22, i.e., switches SA, SB, and SC, which ensures that the DC charging circuit 10 is fully disconnected from the DC fast-charging station 30 of FIG. 1, and also opens the switches 27 of RESS 26, i.e., switches SD and SE, to fully disconnect the RESS 26 from the PIM 28. The controller 50 also discontinues switching control operations of the PIM 28, effectively shutting off the PIM 28. Although omitted from FIG. 4 for illustrative simplicity, the method 100 thereafter starts anew by repeating step S102.\nStep S104 includes evaluating whether the vehicle 20 is being actively charged (CHDC) or driven. To this end, the controller 50 is configured to detect whether a transmission or PRNDL setting of the vehicle 20 is in a park state, and an electrical connection between the charging cable 15 of FIG. 1 and the charging port 11, with such a connection establishing the requisite power transfer and communication links between the vehicle 20 and the off-board DC fast-charging station 30, as is well understood in the art. If such a connection is not detected, the method 100 proceeds to step S105. Otherwise, the method 100 proceeds to step S108.\nAt step S105, the controller 50 determines that the vehicle 20 is in an active propulsion mode in which the electric machine 29 of FIG. 2 is being used to generate and deliver motor torque, e.g., to the drive wheels 14 shown in FIG. 1. In this mode, which corresponds to operating mode (OM=2) of FIG. 2, the controller 50 closes the switches 27 of the RESS 28, i.e., switches SD and SE, which connects the RESS 26 to the PIM 28. The controller 50 also opens the switch(es) 37 and the center switch 137 of the switching module 22, i.e., switches SA, SB, and SC, thereby disconnecting the DC fast-charging station 30 from the DC charging circuit 10. The controller 50 thereafter controls output torque of the electric machine 29 and desired accessory power to the accessory device(s) 33 using onboard power controls.\nAt step S106, arrived at when the controller 50 has determined at step S104 that a DC fast-charging operation is underway, the controller 50 next receives information from the DC fast-charging station 30 of FIG. 1 describing the maximum charging voltage (V1) that station 30 is capable of providing to the battery pack 126 shown in FIG. 2. The controller 50 thereafter compares the maximum charging voltage (V1) to the maximum voltage capacity (VB) of the battery pack 126. The method 100 continues to step S108 when the maximum charging voltage (V1) equals or exceeds the maximum voltage capacity (VB), i.e., when V1≥VB, and to step S110 in the alternative when V1<VB.\nStep S108 is executed in response to the determination by controller 50 at step S106 that the DC fast-charging station 30 is capable of providing the required maximum charging voltage (VB). The controller 50 responds to this determination by closing the pair of switches 27 of the RESS 26, i.e., the switches SD and SE, and closing switches SA and SC. In this mode, i.e., the fourth operating mode (OM=4) of FIG. 3, the controller 50 also commands opening of the center switch 137 (SB). Charging power is thereafter provided through the DC charging circuit 10 to the battery pack 126 via operation of the PIM 28 in the usual manner of DC fast-charging operations, albeit at a higher voltage level than is typical of existing DC fast-charging infrastructure. The circuit topography of FIG. 2 has the added virtue of enabling buck converter function by connecting the accessory device(s) 33 to the motor neutral N | A DC charging circuit has a pair of switches and a battery pack with a maximum voltage capacity, and a power inverter module (PIM). The pair of switches connects/disconnects the battery pack to/from the PIM. An electric machine has phase windings sharing a motor neutral terminal. The phase windings are electrically connected to respective switching pair of the PIM. A switching module has one or two additional switches selectively connecting the PIM to the station, and a center switch selectively connecting the station to the motor neutral terminal. A controller executes a method that establishes a boost mode of the PIM when the maximum voltage capacity exceeds the maximum charging voltage. The boost mode is established by closing the pair of switches of the RESS, closing the center switch of the switching module and one of the additional switches, and opening the other additional switch if present. | US:15/899,419 | https://patentimages.storage.googleapis.com/de/d8/02/0e56fd53fb2d5a/US10369900.pdf | US:10369900 | Brendan M. Conlon | GM Global Technology Operations LLC | US:7653474, US:8049372, US:8289033, US:9880226, US:10283982, US:10017071, US:10110103 | Not available | 2019-08-06 | 1. A direct current (DC) charging circuit for use with an off-board DC charging station providing a maximum charging voltage, the DC charging circuit comprising:\na positive bus rail and a negative bus rail;\na rechargeable energy storage system (RESS) connected across the positive and negative bus rails, and including a pair of switches and a high-voltage battery pack having a maximum voltage capacity;\na power inverter module (PIM) that is electrically connected to the RESS through the positive and negative bus rails and the pair of switches, the PIM including a plurality of PIM switching pairs, wherein the pair of switches of the RESS selectively connects or disconnects the battery pack to or from the PIM, respectively;\nan electric machine having first, second, and third phase windings sharing a motor neutral terminal, wherein the first, second, and third phase windings are electrically connected to a first pair, a second pair, and a third pair of the plurality of PIM switching pairs, respectively;\na switching module having positive and negative input terminals configured to receive a DC charging voltage from the DC fast-charging station during a requested DC fast-charging operation of the battery pack, the switching module having a first additional switch selectively connecting the PIM to the DC fast-charging station through one of the positive or negative input terminals, and a center switch selectively connecting the DC fast-charging station to the motor neutral terminal; and\na controller in communication with the PIM and the switching module that is configured, as a charging control action, to selectively establish a DC-DC boost mode of the PIM responsive to a detected condition in which the maximum voltage capacity of the battery pack exceeds the maximum charging voltage of the DC fast-charging station, wherein the controller establishes the DC-DC boost mode by closing the pair of switches of the RESS, and closing the center switch and the first additional switch of the switching module.\n, a positive bus rail and a negative bus rail;, a rechargeable energy storage system (RESS) connected across the positive and negative bus rails, and including a pair of switches and a high-voltage battery pack having a maximum voltage capacity;, a power inverter module (PIM) that is electrically connected to the RESS through the positive and negative bus rails and the pair of switches, the PIM including a plurality of PIM switching pairs, wherein the pair of switches of the RESS selectively connects or disconnects the battery pack to or from the PIM, respectively;, an electric machine having first, second, and third phase windings sharing a motor neutral terminal, wherein the first, second, and third phase windings are electrically connected to a first pair, a second pair, and a third pair of the plurality of PIM switching pairs, respectively;, a switching module having positive and negative input terminals configured to receive a DC charging voltage from the DC fast-charging station during a requested DC fast-charging operation of the battery pack, the switching module having a first additional switch selectively connecting the PIM to the DC fast-charging station through one of the positive or negative input terminals, and a center switch selectively connecting the DC fast-charging station to the motor neutral terminal; and, a controller in communication with the PIM and the switching module that is configured, as a charging control action, to selectively establish a DC-DC boost mode of the PIM responsive to a detected condition in which the maximum voltage capacity of the battery pack exceeds the maximum charging voltage of the DC fast-charging station, wherein the controller establishes the DC-DC boost mode by closing the pair of switches of the RESS, and closing the center switch and the first additional switch of the switching module., 2. The DC charging circuit of claim 1, wherein the switching module includes a second additional switch selectively connecting the PIM to the DC fast-charging station through the positive or negative input terminal that is not connected to the first additional switch, wherein the controller establishes the DC-DC boost mode by opening the second additional switch., 3. The DC charging circuit of claim 1, wherein the maximum charging voltage is in a range of 400-500 volts DC (VDC) and the maximum voltage capacity is in a range of 700-1000 VDC during detection of the entry condition, and the one or two additional switches and the center switch are rated for at least 400 amps., 4. The DC charging circuit of claim 1, wherein each switch of the pair of switches of the RESS, the first additional switch of the switching module, and the center switch of the switching module is an electro-mechanical contactor., 5. The DC charging circuit of claim 1, wherein at least one switch of the pair of switches, the first additional switch of the switching module, and the center switch of the switching module includes one or more of a solid-state switch and a diode., 6. The DC charging circuit of claim 5, wherein the pair of switches, the first additional switch, and the center switch include one or more of a solid-state switch and a diode., 7. The DC charging circuit of claim 1, wherein the DC charging circuit is part of a motor vehicle that includes the electric machine, the electric machine having the first, second, and third phase windings and being configured to output motor torque to a set of drive wheels of the vehicle during a propulsion mode, and wherein the controller is configured to open the first additional switch and the center switch of the switching module and close the pair of switches of the RESS to enable the propulsion mode., 8. The DC charging circuit of claim 1, further comprising: an accessory device connected to the PIM and to the center switch, such that the accessory device is supplied with an accessory voltage that is less than the maximum voltage capacity of the battery pack., 9. The DC charging circuit of claim 8, wherein the accessory device is selected from the group consisting of: an air conditioning control module, an auxiliary power module, and a battery cooling module., 10. The DC charging circuit of claim 1, further comprising an inductor connected between the motor neutral terminal and the first, second, and third phase windings., 11. A method for charging a high-voltage battery pack in a direct current (DC) charging circuit having a rechargeable energy storage system (RESS) that includes a battery pack connected across positive and negative bus rail by a pair of switches, a power inverter module (PIM) having a plurality of PIM switching pairs, an electric machine with first, second, and third phase windings sharing a motor neutral terminal, and a switching module having positive and negative input terminals, the switching module further having one or two additional switches connecting the PIM to an off-board DC fast-charging station through the respective positive and negative input terminals, and a center switch that is connected between the positive input terminal and the motor neutral terminal, the method comprising:\ndetecting, via a controller, a requested DC fast-charging operation of the battery pack in which the DC charging circuit is electrically connected to the off-board DC fast-charging station;\nresponsive to detecting the requested DC fast-charging operation, comparing a maximum charging voltage of the DC fast-charging station to a maximum voltage capacity of the battery pack; and\nestablishing a DC-DC boost mode of the PIM via the controller when the maximum charging voltage is less than the maximum voltage capacity, including closing the pair of switches and the center switch, and opening one switch of the one or two additional switches of the switching module.\n, detecting, via a controller, a requested DC fast-charging operation of the battery pack in which the DC charging circuit is electrically connected to the off-board DC fast-charging station;, responsive to detecting the requested DC fast-charging operation, comparing a maximum charging voltage of the DC fast-charging station to a maximum voltage capacity of the battery pack; and, establishing a DC-DC boost mode of the PIM via the controller when the maximum charging voltage is less than the maximum voltage capacity, including closing the pair of switches and the center switch, and opening one switch of the one or two additional switches of the switching module., 12. The method of claim 11, wherein an entry condition of the charging control action is the maximum voltage capacity of the battery pack being at least 125% of the maximum charging voltage of the DC fast-charging station, such that the controller establishes the DC-DC boost mode only when the maximum voltage capacity is at least 125% of the maximum charging voltage., 13. The method of claim 12, wherein the maximum charging voltage is in a range of 400-500 volts DC (VDC) and the maximum voltage capacity is in a range of 700-800 VDC during the detected entry condition., 14. The method of claim 11, wherein the pair of switches of the RESS, the one or two additional switches of the switching module, and the center switch of the switching module are electro-mechanical contactors., 15. The method of claim 11, wherein at least one switch of the pair of switches of the RESS, the one or two additional switches of the switching module, and the center switch of the switching module is a solid-state switch., 16. The method of claim 15, wherein the pair of switches of the RESS, the one or two additional switches, and the center switch are solid-state switches., 17. The method of claim 11, wherein the DC charging circuit is part of a motor vehicle having the electric machine and a set of drive wheels, the method further comprising:\nopening the one or two additional switches and the center switch of the switching module and closing the pair of switches of the RESS to enable a propulsion mode; and\nusing the electric machine to output motor torque to the set of drive wheels during a propulsion mode.\n, opening the one or two additional switches and the center switch of the switching module and closing the pair of switches of the RESS to enable a propulsion mode; and, using the electric machine to output motor torque to the set of drive wheels during a propulsion mode., 18. The method of claim 11, further comprising:\nsupplying an accessory module with an accessory voltage through the motor neutral terminal that is less than the maximum charging voltage.\n, supplying an accessory module with an accessory voltage through the motor neutral terminal that is less than the maximum charging voltage., 19. The method of claim 18, wherein the accessory module is selected from the group consisting of: an air conditioning control module, an auxiliary power module, and a battery cooling module. | US | United States | Active | B | True |
| 447 | 車載機器制御システムおよび車両 \n | WO2008146577A1 | 明細書 車載機器制御システムおよび車両 技術分野 この発明は、 車載機器制御システムおよび車両に関し、 特に外部から充電が可 能な車両の車載機器制御システムおよび車両に関する。 背景技術 近年、 環境に配慮した自動車として、 電気自動車、 ハイプリッド自動車および 燃料電池自動車などのように、 電源装置を搭載し、 その電力でモータを駆動する 車両が注目されている。 このような車両では、 外部から充電可能な構成とすることも検討されている。 特開平 8— 1 5 4 3 0 7号公報は、 外部充電手段によって充電し得るバッテリと、 バッテリからの電力により車輪を駆動し得る駆動用電動機と、 電動機の作動を制 御する制御手段と、 該車輪の駆動のために直接的又は間接的に使用される内燃機 関とを備えたハイプリッド電気自動車を開示する。 充電した電力で走行可能な距離を伸ばすためには、 蓄電装置の大容量化が必要 となる。 し力 しながら、 蓄電装置を大容量化するとコストが増加しまた車両重量 も増えるので燃費も悪化する。 したがって、 購入ユーザの使用態様にあったバッ テリ容量とするのが好ましい。 すなわち、 外部充電可能なハイブリッド車両では、 各ユーザの一回充電あたり の走行距離は必ずしも同じではないので、 販売するユーザ毎に搭載するバッテリ 容量を変更したいという要望が生じる。 たとえば、 ユーザの自宅と通勤先との間 の距離に基づいて最適なバッテリ容量を選択することが考えられる。 しかし、 様々なバッテリ容量の車両を準備するのは製造コストの増大につなが り、 また製造管理も困難となる。 また、 転居や転勤などにより使用環境が変わつ た場合、 所有しているバッテリ容量を変更できるほうが好ましい。 \n\n発明の開示 この発明の目的は、 バッテリ容量を容易に変更可能な車載機器制御システムお よび車両を提供することである。 この発明は、 要約すると、 車載機器制御システムであって、 車両に着脱可能に 構成され、 情報を記憶する記憶部を含むバッテリパックと、 車両にバッテリパッ クが接続されている場合には、 記憶部に記憶された情報に基づいて車載機器を制 御するとともに、 車両にバッテリパックが接続されていない場合には、 記憶部に 記憶された情報以外の情報に基づいて車載機器を制御する制御装置とを備える。 好ましくは、 制御装置は、 記憶部に記憶された情報に基づいて、 バッテリパッ クの充放電を制御する。 好ましぐは、 車載機器制御システムは、 バッテリパックを冷却する冷却装置を さらに備える。 制御装置は、 記憶部に記憶された情報に基づいて冷却装置を制御 する。 好ましくは、 車載機器制御システムは、 車載機器に電力を供給する第 1のバッ テリをさらに備える。 バッテリパックは、 車載機器に電力を供給する第 2のバッ テリをさらに含む。 制御装置は、 第 1のバッテリに関する制御と第 2のバッテリ に関する制御とを、 記憶部に記憶された情報に基づいて車載機器に行なわせる。 より好ましくは、 制御装置は、 所定の制御定数に基づいて第 1のバッテリおよ び第 2のバッテリに関する処理を行ない、 記憶部から読み出した情報に基づいて 制御定数を変更する。 好ましくは、 制御装置は、 記憶部から読み出した情報に基づいてバッテリパッ クが正規品か否かを判断する。 好ましくは、 ノくッテリパックは、 車載機器に電力を供給するバッテリと、 バッ テリを冷却する冷却装置とをさらに含む。 この発明は、 他の局面に従うと、 車载機器制御システムであって、 車両に着脱 可能に接続するための接続部を有するバッテリパックと、 車両に設けられ、 接続 部の形状を検出する形状検出部と、 形状検出部の検出結果に基づいて車載機器を 制御する制御装置とを備える。 好ましくは、 制御装置は、 形状検出部の検出結果に基づいてバッテリパックの \n\n充放電を制御する。 好ましくは、 車載機器制御システムは、 バッテリパックを冷却する冷却装置を さらに備える。 制御装置は、 形状検出部の検出結果に基づいて冷却装置を制御す る。 好ましくは、 車載機器制御システムは、 車載機器に電力を供給する第 1のバッ テリをさらに備える。 バッテリパックは、 車載機器に電力を供給する第 2のバッ テリをさらに含む。 制御装置は、 第 1のバッテリに関する制御と第 2のバッテリ に関する制御とを、 形状検出部の検出結果に基づいて車載機器に行なわせる。 より好ましくは、 制御装置は、 所定の制御定数に基づいて第 1のバッテリおよ び第 2のバッテリに関する処理を行ない、 形状検出部の検出結果に基づいて制御 定数を変更する。 好ましくは、 バッテリパックは、 車載機器に電力を供給するバッテリと、 バッ テリを冷却する冷却装置とをさらに含む。 この発明のさらに他の局面に従うと、 車両に接続する接続部を有するバッテリ パックが着脱可能に構成された車両であって、 バッテリパックが車両に接続され ている場合には、 バッテリパックから読み出された情報に基づいて車載機器を制 御するとともに、 車両にバッテリパックが接続されていない場合には、 車両に記 憶された情報に基づいて車載機器を制御する制御装置とを備える。 好ましくは、 制御装置は、 バッテリパックから読み出された情報に基づいて、 バッテリパックの充放電を制御する。 好ましくは、 車両は、 バッテリパックを冷却する冷却装置をさらに備える。 制 御装置は、 バッテリパックから読み出された情報に基づいて冷却装置を制御する。 好ましくは、 車両は、 車載機器に電力を供給する第 1のバッテリをさらに備え る。 バッテリパックは、 車載機器に電力を供給する第 2のバッテリをさらに含む。 制御装置は、 第 1のバッテリに関する制御と第 2のバッテリに関する制御とを、 バッテリパックから読み出された情報に基づいて車載機器に行なわせる。 より好ましくは、 制御装置は、 所定の制御定数に基づいて第 1のバッテリおよ び第 2のバッテリに関する処理を行ない、 バッテリパックから読み出された情報 に基づいて制御定数を変更する。 \n\n 好ましくは、 制御装置は、 バッテリパックから読み出された情報に基づいてバ ッテリパックが正規品か否かを判断する。 好ましくは、 バッテリパックは、 車載機器に電力を供給するバッテリと、 バッ テリを冷却する冷却装置とをさらに含む。 この発明のさらに他の局面に従うと、 車両に接続する接続部を有するバッテリ パックが着脱可能に構成された車両であって、 車両に設けられ、 接続部の形状を 検出する形状検出部と、 形状検出部の検出結果に基づいて車載機器を制御する制 御装置とを備える。 好ましくは、 制御装置は、 形状検出部の検出結果に基づいてバッテリパックの 充放電を制御する。 好ましくは、 車両は、 バッテリパックを冷却する冷却装置をさらに備える。 制 御装置は、 形状検出部の検出結果に基づいて冷却装置を制御する。 好ましくは、 車両は、 車載機器に電力を供給する第 1のバッテリをさらに備え る。 バッテリパックは、 車載機器に電力を供給する第 2のバッテリをさらに含む。 制御装置は、 第 1のバッテリに関する制御と第 2のバッテリに関する制御とを、 形状検出部の検出結果に基づいて車載機器に行なわせる。 より好ましくは、 制御装置は、 所定の制御定数に基づいて第 1のバッテリおよ び第 2のバッテリに関する処理を行ない、 形状検出部の検出結果に基づいて制御 定数を変更する。 好ましくは、 バッテリパックは、 車載機器に電力を供給するバッテリと、 バッ テリを冷却する冷却装置とをさらに含む。 本発明によれば、 車両の電源装置のバッテリ容量を容易に変更することができ る。 また、 ユーザ毎に最適なバッテリ容量を決定できる。 図面の簡単な説明 図 1は、 本発明の実施の形態に係る車両 1の主たる構成を示す図である。 図 2は、 図 1のインバータ 1 4および 2 2の詳細な構成を示す回路図である。 図 3は、 図 1の昇圧コンバータ 1 2 Aおよび 1 2 Bの詳細な構成を示す回路図 である。 \n\n 図 4は、 実施の形態 1で用いられる車両とバッテリパックとの間に設けられる コネクタの構造を示す図である。 図 5は、 バッテリ種類を判別するスィツチが設けられているコネクタ部材 1 0 2 Aを示す図である。 図 6は、 図 5に示したコネクタ部材 1 0 2 Aをプラグ差込面方向から見た図で ある。 図 7は、 スィッチ 1 2 2の O F F状態を示した図である。 図 8は、 スィッチ 1 2 2の O N状態を示した図である。 図 9は、 バッテリパック種類について説明するための図である。 図 1 0は、 バッテリパックが一種類である場合の容量増減の例を示した図であ る。 図 1 1は、 制御装置 3 0が実行する追加バッテリパックの接続に伴う制御を説 明するためのフローチャートである。 図 1 2は、 制御定数の一例としてエンジン始動しきい値のマップの切換につい て説明するための図である。 図 1 3は、 実施の形態 2における車両とバッテリパックとの接続を示した図で ある。 図 1 4は、 図 1 3に示した構成の変形例を示した図である。 図 1 5は、 実施の形態 2において制御装置 3 0が実行する追加バッテリパック の接続に伴う制御を説明するためのフローチヤ一トである。 図 1 6は、 実施の形態 3における冷却装置の説明をするためのブロック図であ る。 図 1 7は、 実施の形態 3で用いられるバッテリパックの構成の変形例を示す図 である。 発明を実施するための最良の形態 以下、 本発明の実施の形態について図面を参照しながら詳細に説明する。 なお、 図中同一または相当部分には同一符号を付してその説明は繰返さない。 [車両の全体構成] \n\n 図 1は、 本発明の実施の形態に係る車両 1の主たる構成を示す図である。 図 1を参照して、 車両 1は、 蓄電装置である主バッテリ B Aと、 昇圧コンパ一 タ 12 Aと、 平滑用コンデンサ C 1と、 電圧センサ 21 Aとを含む。 車両 1は、 さらに、 平滑用コンデンサ CHと、 電圧センサ 10 A, 10 B 1 , 13と、 インバータ 14， 22と、 エンジン 4と、 モータジェネレータ MG 1， MG 2と、 動力分割機構 3と、 車輪 2と、 制御装置 30とを含む。 車両 1は、 さらに、 コネクタ 52と、 コネクタ 52によって車両 1に対して着 脱可能に接続されているバッテリパック 39とを含む。 バッテリパック 39を車 両 1に搭載したり外したりすることにより、 車両 1に搭載するバッテリ容量の合 計を調整することができる。 バッテリパック 39は、 副バッテリ BB 1と、 昇圧コンバータ 12 Bと、 平滑 用コンデンサ C 2と、 電圧センサ 10B 1, 21 Bとを含む。 この車両に搭載される蓄電装置は外部から充電が可能である。 このために、 車 両 1は、 さらに、 電力入力ライン AC L 1, ACL 2と、 リレー回路 5 1と、 入 力端子 50と、 電圧センサ 74とを含む。 リ レー回路 5 1は、 リ レー RY1, RY2を含む。 リ レー RY1， RY2とし ては、 たとえば、 機械的な接点リ レーを用いることができるが、 半導体リ レーを 用いてもよい。 そして、 リ レー RY 1の一端に電力入力ライン AC L 1の一方端 が接続され、 電力入力ライン AC L 1の他方端は、 モータジェネレータ MG 1の 三相コイルの中性点 N 1に接続される。 また、 リレー RY 2の一端に電力入カラ イン AC L 2の一方端が接続され、 電力入力ライン AC L 2の他方端は、 モータ ジェネレータ MG 2の三相コイルの中性点 N 2に接続される。 さらに、 リ レー R Y l, RY2の他端に入力端子 50が接続される。 リレー回路 51は、 制御装置 30からの入力許可信号 ENが活性化されると、 入力端子 50を電力入力ライン ACL 1， AC L 2と電気的に接続する。 具体的 には、 リ レー回路 5 1は、 入力許可信号 ENが活性化されると、 リ レー RY 1， RY2をオンし、 入力許可信号 ENが非活性化されると、 リ レー RY1， RY 2 をオフする。 入力端子 50は、 商用の外部電源 90をこのハイプリッド車両 1に接続するた \n\nめの端子である。 そして、 このハイブリッド車両 1においては、 入力端子 5 0に 接続される外部電源 9 0からバッテリ B Aまたは B B 1を充電することができる。 なお、 以上の構成は、 2つの回転電機のステータコイルの中性点を利用するも のであるが、 そのような構成に代えて、 たとえば、 A C 1 0 0 Vの商用電源に接 続するために車載型または車外に設置されるバッテリ充電装置を使用しても良い し、 またオプションバッテリパック 3 9を搭載している場合は昇圧コンバータ 1 2 A, 1 2 Bを合わせて交流直流変換装置として機能させる方式を用いても良い。 平滑用コンデンサ C 1は、 電源ライン P L 1 Aと接地ライン S L 2間に接続さ れる。 電圧センサ 2 1 Aは、 平滑用コンデンサ C 1の両端間の電圧 V L Aを検出 して制御装置 3 0に対して出力する。 昇圧コンバータ 1 2 Aは、 平滑用コンデン サ C 1の端子間電圧を昇圧する。 平滑用コンデンサ C 2は、 電源ライン P L 1 Bと接地ライン S L 2間に接続さ れる。 電圧センサ 2 1 Bは、 平滑用コンデンサ C 2の両端間の電圧 V L Bを検出 して制御装置 3 0に対して出力する。 昇圧コンバータ 1 2 Bは、 平滑用コンデン サ C 2の端子間電圧を昇圧する。 平滑用コンデンサ C Hは、 昇圧コンバータ 1 2 A， 1 2 Bによって昇圧された 電圧を平滑化する。 電圧センサ 1 3は、 平滑用コンデンサ C Hの端子間電圧 V H を検知して制御装置 3 0に出力する。 インバータ 1 4は、 昇圧コンバータ 1 2 Bまたは 1 2 Aから与えられる直流電 圧を三相交流電圧に変換してモータジェネレータ MG 1に出力する。 インバータ 2 2は、 昇圧コンバータ 1 2 Bまたは 1 2 Aから与えられる直流電圧を三相交流 電圧に変換してモータジェネレータ MG 2に出力する。 動力分割機構 3は、 エンジン 4とモータジェネレータ MG 1， MG 2に結合さ れてこれらの間で動力を分配する機構である。 たとえば動力分割機構としてはサ ンギヤ、 プラネタリキヤリャ、 リングギヤの 3つの回転軸を有する遊星歯車機構 を用いることができる。 遊星歯車機構は、 3つの回転軸のうち 2つの回転軸の回 転が定まれば、 他の 1つの回転軸の回転は強制的に定まる。 この 3つの回転軸が エンジン 4、 モータジェネレータ MG 1 , MG 2の各回転軸にそれぞれ接続され る。 なおモータジェネレータ MG 2の回転軸は、 図示しない減速ギヤや差動ギヤ \n\nによって車輪 2に結合されている。 また動力分割機構 3の内部にモータジエネレ ータ MG 2の回転軸に対する減速機をさらに組み込んだり、 自動変速機を組み込 んだり してもよい。 主バッテリ B Aに関連して、 車両 1は、 正極側に設けられる接続部 4 OAと、 負極側に設けられる接続部であるシステムメインリレー SMRGとをさらに含む。 接続部 4 OAは、 主バッテリ B Aの正極と電源ライン PL 1 Aとの間に接続され るシステムメインリ レー SMRBと、 システムメインリ レー SMRBと並列接続 される直列に接続されたシステムメインリレ一 SMRPおよび制限抵抗 ROとを 含む。 システムメインリ レー SMRGは、 主バッテリ BAの負極 （接地ライン S L 1) と接地ライン S L 2との間に接続される。 システムメインリレー SMRP, SMRB, SMRGは、 制御装置 30から与 えられる制御信号 CON T l〜CONT 3にそれぞれ応じて導通/非導通状態が 制御される。 電圧センサ 1 OAは、 主バッテリ B Aの端子間の電圧 VAを測定する。 図示し ないが、 電圧センサ 1 OAとともに主バッテリ B Aの充電状態を監視十るために、 主バッテリ B Aに流れる電流を検知する電流センサが設けられている。 主バッテ リ BAとしては、 たとえば、 鉛蓄電池、 ニッケル水素電池、 リチウムイオン電池 等の二次電池や、 電気二重層コンデンサ等の大容量キャパシタなどを用いること ができる。 バッテリパック 39は、 正極側に設けられる接続部 40Bと、 負極側に設けら れる接続部であるシステムメインリレー SR 1 Gとを含む。 接続部 40 Bは、 副 バッテリ BB 1の正極と電源ライン P L 1 Bとの間に接続されるシステムメイン リレー SR 1 Bと、 システムメインリレー SR 1 Bと並列接続される直列に接続 されたシステムメインリ レ一 SR 1 Pおよび制限抵抗 R 1とを含む。 システムメ インリレー SR 1 Gは、 副バッテリ B B 1の負極と接地ライン S L 2との間に接 続される。 システムメインリ レー SR 1 P， SR 1 B, SR 1 Gは、 制御装置 30から与 ぇられる制御信号CONT4〜CONT 6にそれぞれ応じて導通/非導通状態が 制御される。 \n\n 接地ライン S L 2は、 後に説明するように昇圧コンバータ 12 A, 12Bの中 を通ってインバータ 14および 22側に延びている。 電圧センサ 1 O B 1は、 副バッテリ BB 1の端子間の電圧 VBB 1を測定する。 図示しないが、 電圧センサ 1 OB 1とともに副バッテリ BB 1の充電状態を監視 するために、 各バッテリに流れる電流を検知する電流センサが設けられている副 バッテリ BB 1としては、 たとえば、 鉛蓄電池、 ニッケル水素電池、 リチウムィ オン電池等の二次電池や、 電気二重層コンデンサ等の大容量キャパシタなどを用 いることができる。 なお、 副バッテリ BB 1は、 ユーザの使用状況に応じて増減されるオプション バッテリであり、 これに対し主バッテリ B Aは、 車両に必要最低限搭載されてい るベースノくッテリである。 インバータ 14は、 電源ライン PL 2と接地ライン SL 2に接続されている。 インバータ 14は、 昇圧コンバータ 12 Aおよび 12 Bから昇圧された電圧を受 けて、 たとえばエンジン 4を始動させるために、 モータジェネレータ MG 1を駆 動する。 また、 インバータ 14は、 エンジン 4から伝達される動力によってモー タジェネレータ MG 1で発電された電力を昇圧コンバータ 12 Aおよび 12 Bに 戻す。 このとき昇圧コンバータ 12Aおよび 1 2 Bは、 降圧回路として動作する ように制御装置 30によって制御される。 電流センサ 24は、 モータジェネレータ MG 1に流れる電流をモータ電流値 M CRT 1として検出し、 モータ電流値 MCRT 1を制御装置 30へ出力する。 インバータ 22は、 インバータ 14と並列的に、 電源ライン PL 2と接地ライ ン S L 2に接続されている。 インバータ 22は車輪 2を駆動するモータジエネレ ータ MG 2に対して昇圧コンバータ 12 Aおよび 12 Bの出力する直流電圧を三 相交流電圧に変換して出力する。 またインバータ 22は、 回生制動に伴い、 モー タジェネレータ MG 2において発電された電力を昇圧コンバータ 12 Aおよび 1 2Bに戻す。 このとき昇圧コンバータ 12 Aおよび 12 Bは、 降圧回路として動 作するように制御装置 30によって制御される。 電流センサ 25は、 モータジェネレータ MG 2に流れる電流をモータ電流値 M CRT 2として検出し、 モータ電流値 MCRT 2を制御装置 30へ出力する。 \n\n 制御装置 30は、 モータジェネレータ MG 1， MG 2の各トルク指令値および 回転速度、 電圧 VBA， VBB 1, VBB 2, VLA, VLB, VHの各値、 モ ータ電流値 MCRT l, MCRT 2および起動信号 I GONを受ける。 そして制 御装置 30は、 昇圧コンバータ 12 Bに対して昇圧指示を行なう制御信号 PWU B， 降圧指示を行なう制御信号 P WD Bおよび動作禁止を指示するシャッ トダゥ ン信号を出力する。 さらに、 制御装置 30は、 インバータ 14に対して昇圧コンバータ 12 A， 1 2 Bの出力である直流電圧を、 モータジェネレータ MG 1を駆動するための交流 電圧に変換する駆動指示を行なう制御信号 PWM I 1と、 モータジェネレータ M G 1で発電された交流電圧を直流電圧に変換して昇圧コンバータ 12A， 12 B 側に戻す回生指示を行なう制御信号 PWMC 1とを出力する。 同様に制御装置 30は、 インバータ 22に対してモータジェネレータ MG 2を 駆動するための交流電圧に直流電圧を変換する駆動指示を行なう制御信号 P WM I 2と、 モータジェネレータ MG 2で発電された交流電圧を直流電圧に変換して 昇圧コンバータ 12 A, 12 B側に戻す回生指示を行なう制御信号 PWMC 2と を出力する。 制御装置 30は、 インバータ 14， 22および昇圧コンバータ 12 A, 12 B を制御するための各種マップ等を保持するメモリ 32を含んでいる。 図 2は、 図 1のインバータ 14および 22の詳細な構成を示す回路図である。 図 1、 図 2を参照して、 インバータ 14は、 U相アーム 15と、 V相アーム 16と、 W相アーム 1 7とを含む。 U相アーム 1 5, V相アーム 16, および W相 アーム 1 7は、 電源ライン PL 2と接地ライン S L 2との間に並列に接続される。 U相アーム 15は、 電源ライン PL 2と接地ライン SL 2との間に直列接続さ れた I GBT素子 Q3, Q4と、 108丁素子03, Q 4とそれぞれ並列に接続 されるダイオード D 3, D 4とを含む。 ダイオード D 3の力ソードは I GBT素 子 Q 3のコレクタと接続され、 ダイオード D 3のアノードは I 08丁素子03の エミッタと接続される。 ダイォード D 4のカソードは I 08丁素子(34のコレク タと接続され、 ダイォード D 4のアノードは I 08丁素子04のェミッタと接続 される。 \n\n V相アーム 1 6は、 電源ライン P L 2と接地ライン S L 2との間に直列接続さ れた I GBT素子 Q5， Q6と、 1。8丁素子05， Q 6とそれぞれ並列に接続 されるダイオード D 5, D 6とを含む。 ダイオード D5の力ソードは I GBT素 子 Q 5のコレクタと接続され、 ダイォード D 5のアノードは I GBT素子 Q 5の ェミッタと接続される。 ダイオード D 6の力ソードは I GBT素子 Q 6のコレク タと接続され、 ダイオード D 6のアノードは I 08丁素子06のェミッタと接続 される。 W相アーム 1 7は、 電源ライン PL 2と接地ライン SL 2との間に直列接続さ れた I GBT素子 Q7， Q8と、 108丁素子<37, Q 8とそれぞれ並列に接続 されるダイオード D 7， D 8とを含む。 ダイオード D 7の力ソードは I GBT素 子 Q 7のコレクタと接続され、 ダイオード D 7のアノードは I 08丁素子07の エミッタと接続される。 ダイオード D 8の力ソードは I 08丁素子(38のコレク タと接続され、 ダイォード D 8のアノードは I GBT素子 Q 8のエミッタと接続 される。 各相アームの中間点は、 モータジェネレータ MG 1の各相コイルの各相端に接 続されている。 すなわち、 モータジェネレータ MG 1は、 三相の永久磁石同期モ ータであり、 U, V, W相の 3つのコイルは各々一方端が中点に共に接続されて いる。 そして、 U相コイルの他方端が I GBT素子 Q 3， Q 4の接続ノードから 引出されたライン ULに接続される。 また V相コイルの他方端が I GBT素子 Q 5， Q 6の接続ノードから引出されたライン VLに接続される。 また W相コイル の他方端が I GBT素子 Q 7, Q8の接続ノードから引出されたライン WLに接 続される。 なお、 図 1のインバータ 22についても、 モータジェネレータ MG 2に接続さ れる点が異なるが、 內部の回路構成についてはインバータ 14と同様であるので 詳細な説明は繰返さない。 また、 図 2には、 インバータに制御信号 PWM I， P WMCが与えられることが記載されているが、 記載が複雑になるのを避けるため であり、 図 1に示されるように、 別々の制御信号 PWMI 1, P.WMC 1と制御 信号 PWMI 2, PWMC 2がそれぞれインバータ 14， 22に入力される。 図 3は、 図 1の昇圧コンバータ 12 Aおよび 12 Bの詳細な構成を示す回路図 \n\nである。 図 1、 図 3を参照して、 昇圧コンバータ 12 Aは、 一方端が電源ライン PL 1 Aに接続されるリアク トル L 1と、 電源ライン PL 2と接地ライン S L 2との間 に直列に接続される I GBT素子 Q 1 , Q2と、 108丁素子<31， Q 2にそれ ぞれ並列に接続されるダイオード D l, D 2とを含む。 リアクトル L 1の他方端は I GBT素子 Q 1のエミッタおよび I 8丁素子(3 2のコレクタに接続される。 ダイオード D 1の力ソードは I 08丁素子(31のコ レクタと接続され、 ダイオード D 1のアノードは I GBT素子 Q 1のェミッタと 接続される。 ダイオード D 2の力ソードは I GBT素子 Q 2のコレクタと接続さ れ、 ダイオード D 2のアノードは I GBT素子 Q 2のェミッタと接続される。 なお、 図 1の昇圧コンバータ 12 Bについては、 電源ライン P L 1 Aに代えて 電源ライン P L 1 Bに接続される点が昇圧コンバータ 1 2 Aと異なるが、 内部の 回路構成については昇圧コンバータ 12 Aと同様であるので詳細な説明は繰返さ ない。 また、 図 3には、 昇圧コンバータに制御信号 PWU, PWDが与えられる ことが記載されている力 記載が複雑になるのを避けるためであり、 図 1に示さ れるように、 別々の制御信号 PWUA, PWDAと制御信号 PWUB, PWDB がそれぞれインバータ 14， 22に入力される。 [サブバッテリ搭載可能な電源装置] 再び図 1を参照して、 本願実施の形態の車両の電源装置は、 車両 1の外部に設 けられる外部電源 90から充電が可能な車両の電源装置であって、 主バッテリ B Aと、 車両から着脱可能なバッテリパック 39とを備える。 バッテリパック 39 は、 主バッテリ B Aと共通の電気負荷 （インバータ 14および 22) を駆動する ための副バッテリ BB 1と、 畐リバッテリ BB 1に関する情報に対応する形状であ る突起 （ピン） が設けられたコネクタ 52とを含む。 車両の電源装置は、 主バッ テリ BAに関する制御を行なうとともに、 コネクタの形状から情報を検出して副 バッテリ BB 1に関する制御を行なう制御装置 30をさらに備える。 コネクタの形状から検出される情報には、 たとえば、 副バッテリ BB 1の容量 が含まれており、 副バッテリの容量が変更されたときに制御装置 30はそれに合 わせた適切な制御を行なうことができる。 なお主バッテリ、 副バッテリについて \n\nは、 蓄電容量はかならずしも主バッテリが大きいとは限らない。 主バッテリより も大きい容量の副バッテリが接続される場合があり得る。 また、 副バッテリを主 バッテリよりも優先使用する場合もあり得る。 好ましくは、 車両の電源装置は、 バッテリパック 3 9を接続するためのコネク タ 5 2をさらに備える。 バッテリパック 3 9は、 コネクタを介して制御装置 3 0 から与えられる制御信号に基づいて、 副バッテリ B B 1の電源電圧を変換する電 圧変換回路である昇圧コンバータ 1 2 Bをさらに含む。 このようにバッテリパック 3 9に昇圧コンバータ 1 2 Bを内蔵することで主バ ッテリ B Aの電圧と副バッテリ B B 1の電圧とが異なる場合であっても各々のバ ッテリに独立的に充放電制御を行なうことが可能となる。 なお、 電圧を合わせる方法としては、 副バッテリ B B 1の電圧を昇圧コンパ一 タ 1 2 Bで主バッテリ B Aに合わせても良いし、 逆に主バッテリ B Aの電圧を昇 圧コンバータ 1 2 Aで副バッテリ B B 1に合わせても良い。 また、 昇圧コンバータ 1 2 Aを無くして、 副バッテリ B B 1の電圧を昇圧コン バータ 1 2 Bで主バッテリ B Aに合わせても良い。 この場合は、 副バッテリ B B 1の電源電圧を主バッテリ B Aの電源電圧よりも低くなるようにセル数の設定お よび充放電管理を行なうとよい。 なお、 逆に昇圧コンバータ 1 2 Bを無くして、 主バッテリ B Aの電圧を昇圧コンバータ 1 2 Aで副バッテリ B B 1に合わせても 良い。 この場合は、 主バッテリ B Aの電源電圧を副バッテリ B B 1の電源電圧よ りも低くなるようにセル数の設定および充放電管理を行なうとよい。 また好ましくは、 車両の電源装置は、 外 ¾電源 9 0により主バッテリ B Aおよ び副バッテリ B B 1を充電するための充電装置をさらに含む。 この充電装置は、 インバータ 1 4 , 2 2と、 モータジェネレータ MG 1 , MG 2のステータコィノレ によって構成される。 [実施の形態 1 ] 図 4は、 実施の形態 1で用いられる車両とバッテリパックとの間に設けられる コネクタの構造を示す図である。 図 4を参照して、 コネクタ 5 2は、 車両側 （インバータ側） に接続されている コネクタ部材 1 0 2と、 バッテリパック側に接続されているコネクタ部材 1 1 2 \n\nとが組み合わされるものである。 コネクタ部材 1 12は、 バッテリに接続されるパワーケーブル 1 1 6， 120 と、 パワーケーブル 1 16， 120にそれぞれ接続されるプラグ片 1 14， 1 1 8と、 絶縁性のカバーとを含む。 プラグ片 1 14はプラス端子であり、 プラグ片 1 18はマイナス端子である。 コネクタ部材 102は、 車両のィンバータに接続されるパワーケーブル 106, 1 10と、 パワーケーブル 106, 1 10にそれぞれ接続される挿入金具 104， 108と、 絶縁性のカバーとを含む。 挿入金具 104には、 プラグ片 1 14が挿 入され、 挿入金具 108にはプラグ片 1 18が挿入される。 絶縁性のカバーで覆 われているので、 ブラグ片が作業者に触れにくレ、構造となっている。 図 5は、 バッテリ種類を判別するスィツチが設けられているコネクタ部材 10 2 Aを示す図である。 図 6は、 図 5に示したコネクタ部材 102 Aをプラグ差込面方向から見た図で ある。 図 5、 図 6を参照して、 コネクタ部材 102の一例としてバッテリ種類判別ス イッチ 122が設けられたコネクタ部材 102 Aが示されている。 スィツチ 1 2 2は、 たとえば 3つのピン挿入口 1 22 A， 122 B, 122Cのそれぞれ内部 に設けられている。 そしてバッテリ側に接続されているコネクタ部材には、 バッ テリ種類に対応する位置にピンが設けられている。 ピンが存在する場合には、 ス イッチ 122がピンで押されて ON状態に設定される。 ピンが無い場合にはスィ ツチ 122は OFF状態に設定される。 図 7は、 スィッチ 122の OFF状態を示した図である。 図 8は、 スィッチ 122の ON状態を示した図である。 図 7、 図 8を参照して、 スィッチ 122は、 ECU等の制御装置に信号を送る 配線を 5 Vないし 14 Vの正電圧に結合するための抵抗 126と可動切片 128 とを含む。 ピンがピン揷入口 122 A， 122 B, 122 Cに未挿入の場合には 切片 128が離れるので、 ECU等の制御装置には H (論理ハイ） レベルの電圧 が与えられる。 そしてピンがピン挿入口 122 A, 122 B, 1 22Cのいずれ かに挿入されると、 挿入された挿入口内部のスィッチ 1 22の切片 128が閉じ \n\nてし （論理ロウ） レベルの信号が制御装置に伝達される。 3つの挿入口がある場合には、 2の 3乗、 すなわち 8通りの状態を示すことが できる。 したがって、 現在接続されているバッテリパックの容量をこのピンの位 置で表わすことにより、 車両側の制御装置でこれを判別することができる。 図 9は、 バッテリパック種類について説明するための図である。 図 9を参照して、 バッテリパックには容量が大きなものと小さなものがォプシ ョンとして用意されている。 コネクタ 5 2には、 容量大のバッテリパック 1 3 0、 容量小のバッテリパック 1 3 2のいずれか一方を選択して接続する必要がある。 または、 全くバッテリパックを接続しないという選択を行なっても良い。 そして、 ノくッテリパック 1 3 0とバッテリ ノ、。ック 1 3 2とでピンを設ける位置を違えてお く。 予めその位置と容量の関係を取り決めておけば、 スィッチ 1 2 2の01^、 O F Fを観測することにより車両側の制御装置でピン位置を認知し、 バッテリパッ クの容量を知ることができる。 実施の形態 1では、 バッテリパックを接続するためのコネクタのバッテリパッ ク側部材に設けられた形状がバッテリパック容量等の情報を表している。 コネク タの車両側部材 1 0 2 Aにはその形状を検出するための検出部である検出スィッ チ 1 2 2が設けられる。 図 1 0は、 バッテリパックが一種類である場合の容量増減の例を示した図であ る。 図 1 0を参照して、 車両側には、 インバー夕に接続される複数のコネクタ 5 2 一 1〜5 2— nが設けられている。 そして、 販売店やサービス工場では、 必要な 個数だけ増設単位のバッテリパック 1 4 2— 1 , 1 4 2— 2…をコネクタに接続 する。 車両側の制御装置は、 各コネクタに設けられた接続検出スィツチ 1 2 2によつ て、 接続されているバッテリパックの個数を検出することができ、 これによつて 合計のバッテリ容量を知ることができる。 図 1 1は、 制御装置 3 0が実行する追加バッテリパックの接続に伴う制御を説 明するためのフローチャートである。 このフローチャートの処理は、 たとえば、 車両のシステム起動時にメインルーチンから呼び出されて実行される。 \n\n 図 1 1を参照して、 まず処理が開始されると、 ステップ S 1において、 制御装 置 3 0は、 追加バッテリパックが接続されているか否かを判断する。 コネクタ 5 2の検出スィツチ 1 2 2が O N状態になっているときに接続有りと判断される。 スィッチ 1 2 2がいずれも O F F状態であれば接続なしと判断される。 ステップ S 1において、 追加バッテリなしと判断されると処理がステップ S 4 に進み、 特に制御の変更は行なわれずにメインルーチンに制御が移される。 この 場合には、 図 1のメモリ 3 2に保持されている複数のマップのうちの標準マップ がそのまま適用される。 一方、 追加バッテリ有りと判断されると処理がステップ S 2に進む。 | 車両の外部に設けられる外部電源（９０）から充電が可能な車両の電源装置であって、主バッテリ（ＢＡ）と、車両から着脱可能なバッテリパック（３９）とを備える。バッテリパック（３９）は、主バッテリ（ＢＡ）と共通の電気負荷（インバータ１４および２２）を駆動するための副バッテリ（ＢＢ１）と、副バッテリ（ＢＢ１）に関する情報を記憶する第１の記憶部が設けられたコネクタ（５２）とを含む。車両の電源装置は、主バッテリ（ＢＡ）に関する制御を行なうとともに、第１の記憶部から情報を読み出して副バッテリ（ＢＢ１）に関する制御を行なう制御装置（３０）をさらに備える。 | PC:T/JP2008/058442 | https://patentimages.storage.googleapis.com/91/38/b3/fa13b2123ed58d/WO2008146577A1.pdf | NaN | Toshifumi Takaoka | Toyota Jidosha Kabushiki Kaisha | JP:H06343203:A, JP:H07303334:A, JP:H0837703:A, JP:H0998518:A, JP:H09204938:A, JP:H11150809:A, JP:2000152422:A, JP:2000253588:A, JP:2005019231:A, JP:2005160132:A, JP:2006006077:A | 2008-04-24 | 2008-04-24 | 1. 車両に着脱可能に構成され、 情報を記憶する記憶部 （158, 168) を含むバッテリパック （39A， 39B) と、 , 前記車両に前記バッテリパックが接続されている場合には、 前記記憶部に記憶 された情報に基づいて車載機器を制御するとともに、 前記車両に前記バッテリパ ックが接続されていない場合には、 前記記憶部に記憶された情報以外の情報に基 づいて前記車載機器を制御する制御装置 （30) とを備える、 車載機器制御シス テム。 , 2. 前記制御装置は、 前記記憶部に記憶された情報に基づいて、 前記バッテ リパックの充放電を制御する、 請求の範囲第 1項に記載の車載機器制御システム。 , 3. 前記バッテリパック （39A) を冷却する冷却装置 （200) をさらに 備え、 , 前記制御装置 （30) は、 前記記憶部 （158) に記憶された情報に基づいて 前記冷却装置 （200) を制御する、 請求の範囲第 1または 2項に記載の車載機 器制御システム。 , 4. 前記車載機器に電力を供給する第 1のバッテリ （BA) をさらに備え、 前記バッテリパック （39) は、 , 前記車載機器に電力を供給する第 2のバッテリ （BB 1) をさらに含み、 前記制御装置 （30) は、 前記第 1のバッテリ （BA) に関する制御と前記第 2のバッテリ （BB 1) に関する制御とを、 前記記憶部 （158) に記憶された 情報に基づいて前記車载機器 （14， 22， 1 2 A, 12B) に行なわせる、 請 求の範囲第 1項に記載の車載機器制御システム。 , 5. 前記制御装置は、 所定の制御定数に基づいて前記第 1のバッテリおよび 前記第 2のバッテリに関する処理を行ない、 前記記憶部から読み出した前記情報 に基づいて前記制御定数を変更する、 請求の範囲第 4項に記載の車載機器制御シ ステム。 , 6. 前記制御装置は、 前記記憶部から読み出した前記情報に基づいて前記バ ッテリパックが正規品か否かを判断する、 請求の範囲第 1項に記載の車載機器制 \n\n御システム。 , 7 . 前記バッテリパックは、 , 前記車載機器に電力を供給するバッテリ （B B 1 ) と、 , 前記バッテリを冷却する冷却装置 （2 0 8 ) とをさらに含む、 請求の範囲第 1 項に記載の車載機器制御システム。 , 8 . 車両に着脱可能に接続するための接続部 （5 2 ) を有するバッテリパッ ク （3 9 ) と、 , 前記車両に設けられ、 前記接続部の形状を検出する形状検出部 （1 2 2 ) と、 前記形状検出部の検出結果に基づいて車載機器を制御する制御装置 （3 0 ) と を備える、 車載機器制御システム。 , 9 . 前記制御装置は、 前記形状検出部の検出結果に基づいて前記バッテリパ ックの充放電を制御する、 請求の範囲第 8項に記載の車載機器制御システム。 , 1 0 . 前記バッテリパックを冷却する冷却装置をさらに備え、 , 前記制御装置は、 前記形状検出部の検出結果に基づいて前記冷却装置を制御す る、 請求の範囲第 8または 9項に記載の車載機器制御システム。 , 1 1 . 前記車載機器に電力を供給する第 1のバッテリをさらに備え、 前記バッテリパックは、 , 前記車載機器に電力を供給する第 2のバッテリをさらに含み、 , 前記制御装置は、 前記第 1のバッテリに関する制御と前記第 2のバッテリに関 する制御とを、 前記形状検出部の検出結果に基づいて前記車載機器に行なわせる、 請求の範囲第 8項に記載の車載機器制御システム。 , 1 2 . 前記制御装置は、 所定の制御定数に基づいて前記第 1のバッテリおよ び前記第 2のバッテリに関する処理を行ない、 前記形状検出部の検出結果に基づ いて前記制御定数を変更する、 請求の範囲第 1 1項に記載の車載機器制御システ ム。 , 1 3 . 前記バッテリパックは、 , 前記車載機器に電力を供給するバッテリと、 , 前記バッテリを冷却する冷却装置とをさらに含む、 請求の範囲第 8項に記載の 車載機器制御システム。 \n\n, 1 4 . 車両に接続する接続部 （5 2 ) を有するバッテリパック （3 9 ) が着 脱可能に構成された車両であって、 , 前記バッテリパックが前記車両に接続されている場合には、 前記バッテリパッ クから読み出された情報に基づいて車載機器を制御するとともに、 前記車両に前 記バッテリパックが接続されていない場合には、 前記車両に記憶された情報に基 づいて前記車載機器を制御する制御装置 （3 0 ) とを備える、 車両。 , 1 5 . 前記制御装置は、 前記バッテリパックから読み出された情報に基づい て、 前記バッテリパックの充放電を制御する、 請求の範囲第 1 4項に記載の車両。 , 1 6 . 前記バッテリパックを冷却する冷却装置をさらに備え、 , 前記制御装置は、 前記バッテリパックから読み出された情報に基づいて前記冷 却装置を制御する、 請求の範囲第 1 4または 1 5項に記載の車両。 , 1 7 . 前記車載機器に電力を供給する第 1のバッテリをさらに備え、 前記バッテリノヽ。ッ'クは、 , 前記車載機器に電力を供給する第 2のバッテリをさらに含み、 , 前記制御装置は、 前記第 1のバッテリに関する制御と前記第 2のバッテリに関 する制御とを、 前記バッテリパックから読み出された情報に基づいて前記車载機 器に行なわせる、 請求の範囲第 1 4項に記載の車両。 , 1 8 . 前記制御装置は、 所定の制御定数に基づいて前記第 1のバッテリおよ び前記第 2のバッテリに関する処理を行ない、 前記バッテリパックから読み出さ れた情報に基づいて前記制御定数を変更する、 請求の範囲第 1 7項に記載の車両。 , 1 9 . 前記制御装置は、 前記バッテリパックから読み出された情報に基づい て前記バッテリパックが正規品か否かを判断する、 請求の範囲第 1 4項に記載の 車両。 , 2 0 . 前記バッテリパックは、 , 前記車載機器に電力を供給するバッテリと、 , 前記バッテリを冷却する冷却装置とをさらに含む、 請求の範囲第 1 4項に記載 の車両。 , 2 1 . 車両に接続する接続部 （5 2 ) を有するバッテリパック （3 9， 3 9 A, 3 9 B ) が着脱可能に構成された車両であって、 \n\n 前記車両に設けられ、 前記接続部の形状を検出する形状検出部 （1 2 2 ) と、 前記形状検出部の検出結果に基づいて車載機器を制御する制御装置 （3 0 ) と を備える、 車両。 , 2 2 . 前記制御装置は、 前記形状検出部の検出結果に基づいて前記バッテリ パックの充放電を制御する、 請求の範囲第 2 1項に記載の車両。 , 2 3 . 前記バッテリパックを冷却する冷却装置をさらに備え、 , 前記制御装置は、 前記形状検出部の検出結果に基づいて前記冷却装置を制御す る、 請求の範囲第 2 1または 2 2項に記載の車両。 , 2 4 . 前記車載機器に電力を供給する第 1のバッテリをさらに備え、 前記バッテリパックは、 , 前記車載機器に電力を供給する第 2のバッテリをさらに含み、 , 前記制御装置は、 前記第 1のバッテリに関する制御と前記第 2のバッテリに関 する制御とを、 前記形状検出部の検出結果に基づいて前記車載機器に行なわせる、 請求の範囲第 2 1項に記載の車両。 , 2 5 . 前記制御装置は、 所定の制御定数に基づいて前記第 1のバッテリおよ び前記第 2のバッテリに関する処理を行ない、 前記形状検出部の検出結果に基づ いて前記制御定数を変更する、 請求の範囲第 2 4項に記載の車両。 , 2 6 . 前記バッテリパックは、 , 前記車載機器に電力を供給するバッテリと、 , 前記バッテリを冷却する冷却装置とをさらに含む、 請求の範囲第 2 1項に記載 の車両。 \n | WO | WIPO (PCT) | NaN | B | True |
| 448 | 便携式救援移动电源 \n | CN115023876A | NaN | 一种用于电动车辆的便携式救援移动电源(10)。该便携式救援移动电源(10)包括电能储存器(20)；第一双向DC/DC转换器(21)，其具有与所述电能储存器(20)连接的第一侧和与高压电连接器(11)连接的第二侧，所述高压电连接器适于与所述电动车辆(1)的对应的高压电连接器(8)连接；第二双向DC/DC转换器(22)，其具有与所述电能储存器(20)连接的第一侧和与低压电连接器(12)连接的第二侧，该低压电连接器适于与所述电动车辆(1)的对应的低压电连接器(9)连接；以及电子控制单元(23)，其被配置成控制所述第一双向DC/DC转换器(21)和第二双向DC/DC转换器(22)的运行。本公开内容还涉及一种适合与便携式救援移动电源(10)连接的电动车辆(1)、以及一种使用便携式救援移动电源(10)的方法。 | CN:202180011306.5A | https://patentimages.storage.googleapis.com/b6/75/9f/4c229419655db6/CN115023876A.pdf | NaN | B·艾萨克森 | Zhejiang Geely Holding Group Co Ltd | NaN | Not available | 2020-02-26 | 1.一种用于电动车辆的便携式救援移动电源(10)，其中所述便携式救援移动电源(10)包括电能储存器(20)，, 其特征在于，所述便携式救援移动电源(10)还包括：, 第一双向DC/DC转换器(21)，所述第一双向DC/DC转换器具有与所述电能储存器(20)连接的第一侧和与高压电连接器(11)连接的第二侧，所述高压电连接器(11)适于与所述电动车辆(1)的对应的高压电连接器(8)连接；, 第二双向DC/DC转换器(22)，所述第二双向DC/DC转换器(22)具有与所述电能储存器(20)连接的第一侧和与低压电连接器(12)连接的第二侧，所述低压电连接器(12)适于与所述电动车辆(1)的对应的低压电连接器(9)连接；以及, 电子控制单元(23)，所述电子控制单元(23)被配置成用于控制所述第一双向DC/DC转换器(21)和所述第二双向DC/DC转换器(22)的运行。, 2.根据权利要求1所述的便携式救援移动电源(10)，还包括连接到所述电子控制单元(23)的无线收发模块或有线数据通信连接器(13)，其中所述电子控制单元(23)被配置成用于通过所述无线收发模块或有线数据通信连接器(13)与所述电动车辆(1)建立数据通信通道。, 3.根据权利要求1或2所述的便携式救援移动电源(10)，其中，所述电子控制单元(23)被配置成用于：, 获得关于所述电动车辆(1)的高压电池(5)或高压母线(28)和/或低压电池(7)或低压母线(34)的当前运行状态的信息，, 在考虑所获得的关于所述高压电池(5)或所述高压母线(28)和/或所述低压电池(7)或所述低压母线(34)的当前运行状态的信息的情况下，控制所述便携式救援移动电源(10)的第一双向DC/DC转换器(21)和/或第二双向DC/DC转换器(22)的运行，以将电能从所述便携式救援移动电源(10)的电能储存器(20)输送到所述电动车辆的所述高压电池(5)、高压母线(28)、低压母线(34)、低压电池(7)或车辆电力推进电动机(19)中的任一者，以提供可驾驶的电动车辆和/或车辆行驶里程扩展。, 4.根据权利要求3所述的便携式救援移动电源(10)，其中，所述电子控制单元(23)被配置成用于：, 控制所述第一双向DC/DC转换器(21)的运行，以将电能从所述便携式救援移动电源(10)的所述电能储存器(20)输送到所述高压电池(5)、高压母线(28)或车辆电力推进电动机中的任一者；以及控制所述第二双向DC/DC转换器(22)的运行，以将电能从所述低压电池(7)输送到所述电能储存器(20)和/或所述第一双向DC/DC转换器(21)的输入侧，和/或, 控制所述第二双向DC/DC转换器(22)的运行，以将电能从所述便携式救援移动电源(10)的所述电能储存器(20)输送到所述低压母线(34)或低压电池(7)中的任一者；以及控制所述第一双向DC/DC转换器(21)的运行，以将电能从所述高压电池(5)输送到所述电能储存器(20)和/或所述第二双向DC/DC转换器(22)的输入侧。, 5.根据前述权利要求3至4中的任一项所述的便携式救援移动电源(10)，其中，所述电子控制单元(23)还被配置成用于将所述推进电动机(19)在再生模式下运行时产生的电能通过所述第一双向DC/DC转换器(21)输送到所述便携式救援移动电源(10)的所述电能储存器(20)。, 6.根据前述权利要求中任一项所述的便携式救援移动电源(10)，其中，所述第一双向DC/DC转换器(21)被配置成用于在所述第二侧提供可变的输出电压水平，该可变的输出电压水平具体在48-1500伏特的范围内，更具体地在350-1200伏特的范围内。, 7.根据权利要求6所述的便携式救援移动电源(10)，其中，所述第二双向DC/DC转换器(22)同样被配置成用于在所述第二侧提供可变的输出电压水平，该可变的输出电压水平具体在10-59伏特的范围内，更具体地在12-32伏特的范围内，还更具体地在12-16伏特的范围内。, 8.根据前述权利要求中任一项所述的便携式救援移动电源(10)，, 其中，所述高压电连接器(11)和所述低压电连接器(12)是分开的、单独的电连接器，或, 其中，所述高压电连接器(11)和所述低压电连接器(12)被集成在单个电连接器中。, 9.根据前述权利要求中任一项所述的便携式救援移动电源(10)，其中，所述便携式救援移动电源(10)的所述电能储存器(20)具有的电压水平在12-59伏特范围内，具体在12-48伏特范围内，更具体地在12-24伏特范围内。, 10.根据前述权利要求中任一项所述的便携式救援移动电源(10)，还包括外壳(15)，所述外壳用于容纳和保护所述便携式救援移动电源(10)的部件免受外部影响，其中所述外壳(15)具有用于使用户能够简化运输处理的携带提手(14)。, 11.一种电动车辆(1)，所述电动车辆(1)包括：, 用于车辆推进的高压电池(5)和能够从车辆外部接近并被配置成用于为所述高压电池(5)充电的主充电连接器(6)，, 用于为车辆安全功能供能的低压电池(7)，, 与所述高压电池(5)或者与和所述高压电池(5)相关联的高压母线(28)连接的高压电连接器(8)，其中所述高压电连接器(8)被配置成用于与便携式救援移动电源(10)连接，以及, 与所述低压电池(7)或者与和所述低压电池(7)相关联的低压母线(34)连接的低压电连接器(9)，其中所述低压电连接器(9)同样被配置成用于与所述便携式救援移动电源(10)连接。, 12.根据权利要求11所述的电动车辆，其中，所述高压电连接器(8)和所述低压电连接器(9)均位于所述车辆(1)的行李舱内。, 13.根据权利要求11或权利要求12所述的电动车辆，还包括, 将所述高压母线(28)与所述低压母线(34)连接的DC/DC转换器(29)，, 连接到所述高压母线(28)并且连接到车辆动力传动系的电力推进电动机(19)的功率转换器(27)，, 在所述高压电池(5)和所述功率转换器(27)之间位于所述高压母线(28)中的主电接触器(26)，, 其中，所述高压电连接器(8)在所述主电接触器(26)和所述功率转换器(27)之间连接至所述高压母线(28)。, 14.一种使用便携式救援移动电源(10)的方法，所述方法包括：, 将所述便携式救援移动电源(10)的高压电连接器(11)连接到电动车辆(1)的对应的高压电连接器(8)，并将所述便携式救援移动电源(10)的低压电连接器(12)连接到所述电动车辆(1)的对应的低压电连接器(9)，其中所述高压电连接器(11)和所述低压电连接器(12)与所述电动车辆(1)的主充电连接器(6)不同；, 获得关于高压电池(5)或与所述高压电池(5)相关联的高压母线(28)的当前运行状态的信息以及关于低压电池(7)或与所述低压电池(7)相关联的低压母线(34)的当前运行状态的信息；以及, 在考虑关于所获得的关于所述高压电池(5)或高压母线(28)和/或所述低压电池(7)或所述低压母线(34)的当前运行状态的信息的情况下，控制所述便携式救援移动电源(10)的第一双向DC/DC转换器(21)和/或第二双向DC/DC转换器(22)的运行，以将电能从所述便携式救援移动电源(10)的电能储存器(20)输送到所述高压电池(5)、高压母线(28)、低压母线(34)、低压电池(7)或车辆电力推进电动机中的任一者，以提供可驾驶的电动车辆和/或车辆行驶里程扩展。, 15.根据权利要求14所述的使用便携式救援移动电源(10)的方法，其中，在考虑所获得的关于所述高压电池(5)或高压母线(28)和/或所述低压电池(7)或所述低压母线(34)的当前运行状态的信息的情况下控制所述第一双向DC/DC转换器(21)和/或所述第二双向DC/DC转换器(22)的运行以提供可驾驶的电动车辆和/或车辆行驶里程扩展的步骤包括：, 当获得的关于所述高压电池(5)或高压母线(28)的运行状态的信息指示没有足够的电压水平来驱动所述电动车辆或所述高压电池(5)的充电状态低于阈值时，控制所述第一双向DC/DC转换器(21)的运行，以提供足以驱动所述电动车辆的输出电压水平，和/或, 当获得的关于所述低压电池(7)或低压母线(34)的运行状态的信息指示没有足够的电压水平来运行车辆安全功能时，控制所述第二双向DC/DC转换器(22)的运行，以提供足以运行所述车辆安全功能的输出电压水平。, 16.根据权利要求14或15所述的使用便携式救援移动电源(10)的方法，, 其中，控制所述第一双向DC/DC转换器(21)的运行以将电能从所述便携式救援移动电源(10)的所述电能储存器(20)输送到所述高压电池(5)、高压母线(28)或车辆电力推进电动机中的任一者的步骤，额外地包括控制所述第二双向DC/DC转换器(22)的运行，以将电能从所述低压电池(7)输送到所述电能储存器(20)和/或所述第一双向DC/DC转换器(21)的输入侧，和/或, 其中，控制所述第二双向DC/DC转换器(22)的运行以将电能从所述便携式救援移动电源(10)的所述电能储存器(20)输送到所述低压母线(34)或低压电池(7)中的任一者的步骤，额外地包括控制所述第一双向DC/DC转换器(21)的运行，以将电能从所述高压电池(5)输送到所述电能储存器(20)和/或所述第二双向DC/DC转换器(22)的输入侧。, 17.根据前述权利要求14至16中任一项所述的使用便携式救援移动电源(10)的方法，还包括将所述推进电动机(19)在再生模式下运行时产生的电能通过所述第一双向DC/DC转换器(21)输送到所述便携式救援移动电源(10)的所述电能储存器(20)。, 18.一种将便携式救援移动电源(10)连接到电动车辆(1)的方法，其中，所述电动车辆(1)包括用于车辆推进的高压电池(5)、能够从车辆外部接近并被配置成能够为所述高压电池(5)充电的主充电连接器(6)、为车辆安全功能供能的低压电池(7)、与所述高压电池(5)或者与和所述高压电池(5)相关联的高压母线(28)相连的高压电连接器(8)、以及与所述低压电池(7)或者与和所述低压电池(7)相关联的低压母线(34)相连的低压电连接器(9)，所述方法包括：, 将所述便携式救援移动电源(10)的高压电连接器(11)与所述电动车辆的所述高压电连接器(8)连接，以及将所述便携式救援移动电源(10)的低压电连接器(12)与所述电动车辆的所述低压电连接器(9)连接，其中，所述便携式救援移动电源(10)的所述高压电连接器(11)和低压电连接器(12)是分开的电连接器或被集成在单个电连接器中。 | CN | China | Pending | H | True |
| 449 | 具有带多层集流器的互连板组件的电池系统、方法和车辆 \n | CN117239358A | 本公开总体上涉及电能存储系统。更具体而言，本公开的各方面涉及具有用于电连接圆柱形电池单元的电互连板的可再充电电池系统。当前生产的机动车辆，例如现代的汽车，最初配备有动力总成，该动力总成操作来推进车辆并为车辆的车载电子设备供能。例如，在汽车应用中，车辆动力总成通常以原动机为代表，该原动机通过自动或手动换挡的动力传输将驱动扭矩传递到车辆的最终驱动系统（例如，差速器、车轴、角模块、车轮等）。由于其立即可用性以及相对低廉的成本、重量轻和总体效率，历史上汽车由往复活塞式内燃机（ICE）组件来供能。作为一些非限制性示例，这样的发动机包括压缩点火（CI）柴油发动机、火花点火（SI）汽油发动机、二冲程、四冲程和六冲程架构以及旋转发动机。另一方面，混合动力电动车辆和全电动车辆（统称为“电驱动车辆”）利用替代功率源来推进车辆，并且因此最小化或消除对用于牵引动力的基于化石燃料的发动机的依赖。俗称为“电动汽车”的全电动车辆（FEV）是一种电驱动车辆构造，其完全省略了来自动力总成系统的内燃机和伴随的外围部件，从而替代地依靠可再充电能量存储系统（RESS）和牵引马达以用于车辆推进。在基于电池的FEV中，基于ICE的车辆的发动机组件、燃料供应系统和排气系统被单个或多个牵引马达、牵引电池组以及电池冷却和充电硬件所取代。相比之下，混合动力电动车辆（HEV）的动力总成采用多种牵引动力源来推进车辆，最常见的是将内燃机组件与电池供能或燃料电池供能的牵引马达结合操作。由于混合动力型电驱动车辆能够从发动机以外的其他来源获得其动力，因此HEV发动机可全部或部分地关闭，同时车辆由电动马达推进。高压（HV）电气系统控制每个牵引马达和可再充电能量存储系统之间的电传输，该可再充电能量存储系统为操作许多混合动力电动和全电动动力总成提供必要的功率。对于电池电动车辆（BEV），RESS通常由一个或多个高能量密度、高容量的牵引电池组构成，这些电池组将电池单元堆叠或聚集到共享的电池组壳体中或各个电池模块中。位于HV电气系统的电池侧的是前端DC-DC功率转换器，该转换器连接到牵引电池组，以便增加对主DC母线和DC-AC功率逆变器模块（PIM）的电压供应。牵引PIM是电子开关装置，其用于将电池组的DC输出转换成交流（AC）输入，以用于使用例如脉宽调制（PWM）控制信号为多相牵引马达供电。可跨主DC母线的正端子和负端子布置高频大容量电容器，以提供电稳定性并存储补充电能。专用的电子电池控制模块（EBCM）通过与动力总成控制模块（PCM）和每个马达的电力电子器件封装的协同操作，来控制电池组和牵引马达的操作。电驱动车辆中使用的电池主要有四种类型：锂类电池、金属氧化物镍氢电池、超级电容器电池和铅酸电池。根据锂类设计，锂金属和锂离子（二次）电池由于其增强的稳定性、能量密度和可再充电能力而构成汽车应用中商用锂电池（LiB）配置的大部分。标准锂离子电池单元通常由电解质材料、至少一对工作电极和可渗透的分隔件构成，所有这些都封闭在电绝缘的封装内，例如电池软包、圆柱形罐或棱柱形壳。在电池单元放电期间，一个电极用作正电极（“阴极”），并且另一个电极用作负电极（“阳极”）。可再充电锂离子电池通过使锂离子可逆地通过分隔件并且在负电极和正电极之间来回传递来操作。可通过使用电互连板（ICB）来串联或并联连接成组的电池单元。ICB组件通常被集成到电池组壳体或电池模块中，并包含用于操作电池模块/电池组的电气母线、感测硬件和功率电子器件。本文提出了具有多层集流器（current collector）的电互连板组件、用于制造此类ICB组件的方法和用于操作此类ICB组件的方法、采用此类ICB组件的电池系统以及配备有此类ICB组件的机动车辆。作为示例，公开了具有多层集流器堆叠的电池单元ICB。该ICB组件将电绝缘的板框架用于在其上安装两个（或更多个）平行的汇流排轨道，这些汇流排轨道电互连一群锂类圆柱形电池单元。这些汇流排轨道可布置成U形电流流动配置，在每个轨道的远端处具有不同的帽端部端子板，以及连接两个轨道的近端的共享的连接器端部端子板。端子盖（“第一集流器板”）被叠置到每个端部端子板（“第二集流器板”）上，其中介电分隔器层插入每个端子盖和汇流排之间。三个端部端子可在结构上彼此不同（例如，每一个具有不同的形状、尺寸和/或开孔布置结构）。同样，三个端子盖可在结构上彼此不同，并且介电分隔器层可在结构上彼此不同。ICB板框架可由聚合材料模制为单件式结构，而端部端子和端子盖可各自是由导电材料（例如，铜、铝、镍等）冲压而成的不同的单件式结构。每个介电层可由聚酰胺、聚酯、陶瓷等切割为单件式构造。每个多层集流器堆叠可通过机械紧固件、热熔柱、粘合剂、包覆模制等来安装到ICB板框架。至少一些所公开概念的附带益处包括具有组合的单件和两件多层电池单元互连解决方案的新颖电池系统，该解决方案可被调整和缩放以适应各种电气架构。所公开的具有多层集流器的电池单元ICB组件有助于最小化对Z高度的总贡献，并且因此降低封装空间要求。其他附带益处可包括如下ICB组件，即其使得能够快速和简化地定位用于焊接到电池单元的集流器，同时将相邻的集流器群组与上方和/或下方的电池单元绝缘。所公开的特征可用于简化和加速ICB与电池单元和传感线组件的匹配。本公开的各方面涉及用于存储和供应电能的电池系统，包括电池模块和牵引电池组。在一个示例中，电池系统ICB组件包括电绝缘的ICB板框架、安装到ICB板框架的导电汇流排组件以及与汇流排组件的相对端部相邻安装到ICB板框架的一个或多个端部端子组件（end terminal assembly）。该汇流排组件包括电互连一组电池单元的一个或多个汇流排轨道。每个端部端子组件包括底部（第一）集流器层，其附接到ICB板框架并电连接到电池单元和汇流排轨道（busbar track）。中央（第一）介电层与底部集流器层相邻，并且顶部（第二）集流器层被附接到介电层并电连接到底部集流器层。本公开的附加方面涉及配备有牵引电池组的机动车辆，该牵引电池组采用具有多层集流器堆叠的电池单元ICB组件。如本文所用的，术语“车辆”和“机动车辆”可互换和同义地使用，以包括任何相关的车辆平台，例如乘用车（ICE、HEV、FEV、燃料电池、全部和部分自主等）、商用车、工业车辆、履带式车辆、越野和全地形车（ATV）、摩托车、农用设备、电动自行车、电动滑板车、水运工具、飞机等。对于非汽车应用，所公开的概念可被实施用于任何逻辑相关用途，包括独立发电站和便携式电源组、光伏系统、手持式电子装置、泵送设备、机床、电器等。虽然本身不受限制，但所公开的概念对于在具有锂类圆柱形“罐”电池的电池模块中使用可能是特别有利的。在一个示例中，机动车辆包括具有乘客舱的车身、安装到车身的多个车轮（例如，经由耦接到一体式或车身框架底盘的角模块）以及其他标准原始设备。对于电驱动车辆应用，一个或多个电动牵引马达单独操作（例如，用于FEV动力总成）或与内燃机组件（例如，用于HEV动力总成）结合操作，以选择性地驱动一个或多个车轮以推动车辆。可再充电的牵引电池组被安装到车身上并且可操作以为牵引马达供电。继续前面示例的论述，牵引电池组包含一群锂类圆柱形电池单元，例如，这些电池单元在共享的电池组壳体或一个或多个单独的电池模块内呈平行行交错。圆柱形电池单元被收容在电池组/模块壳内，并通过安装到电池组/模块壳的ICB组件彼此电互连。ICB组件包括电绝缘的ICB板框架、安装到ICB板框架的导电汇流排组件以及与汇流排组件的相对端部相邻安装到ICB板框架的多个端部端子组件。汇流排组件包括一对相互平行的汇流排轨道，其电互连这些圆柱形电池单元。每个端部端子组件包括：底部集流器板，其附接到ICB板框架，与汇流排组件隔开，电连接到电池单元，并且电连接汇流排轨道；介电分隔器片，其与底部集流器板相邻安装并安装在汇流排轨道的选定部分上方；以及顶部集流器板，其安装在所述介电分隔器片上，并且电连接到所述底部集流器板。本公开的各方面还涉及用于制造和/或使用任何公开的ICB组件、电池系统和车辆的电池制造系统、系统控制逻辑和计算机可读介质（CRM）。在一个示例中，提出了一种组装用于具有多个电池单元的电池系统的互连板组件的方法。该代表性方法以任何顺序以及与任何以上和以下公开的选择和特征的任何组合包括：接收ICB板框架；将汇流排组件安装到所述ICB板框架，所述汇流排组件包括配置成电互连所述电池单元的导电汇流排轨道；以及将第一端部端子组件与所述汇流排组件的第一端部相邻安装到所述ICB板框架，所述第一端部端子组件包括：第一集流器层，其附接到所述ICB板框架，并且配置成电连接到所述电池单元和所述汇流排轨道；与所述第一集流器层相邻的第一介电层；以及第二集流器层，其附接到所述第一介电层，并且电连接到所述第一集流器层。对于任何公开的组件、方法和车辆，每个端部端子组件的底部集流器层可包括多个集流器接片（collector tab），其从该底部集流器层突出，并接触电池单元的预定（第一）电气端子，并且通过该电池单元接触，来电连接到汇流排轨道。在这种情况下，底部集流器层可限定穿过其的多个（第一）开孔部段，这些开孔部段各自围绕（frame）这些集流器接片中相应的一个。类似地，顶部（第二）集流器层可限定穿过其的多个（第二）开孔部段，其中每一个与相应的第一开孔部段和相应的集流器接片对准并通过它们暴露。作为另一选择，汇流排轨道可包括多个轨道接片，其从汇流排组件的一端突出，并接触电池单元的预定（第二）电气端子。匹配的集流器层的每对对准的开孔部段可与相应的轨道接片和相应的集流器接片对准并通过它们暴露。对于任何所公开的组件、方法和车辆，ICB组件可包括第二和第三端部端子组件，其中每一个与汇流排组件的与第一端部端子组件的端部相对的端部相邻地安装到板框架。第二和第三端部端子组件各自包括：底部（第三或第五）集流器层，其附接到板框架，并配置成电连接到电池单元和汇流排轨道；与底部（第三）集流器层相邻的中央（第二或第三）介电层；以及顶部（第四或第六）集流器层，其附接到介电层，并电连接到底部集流器层。可能期望每个集流器层在结构上与所有其他集流器层在形状、尺寸、开孔布置等方面不同。同样，可能期望每个介电层在结构上与所有其他介电层在形状、尺寸、开孔布置等方面不同。对于任何所公开的组件、方法和车辆，每个端部端子组件可基本上由叠置的两个集流器层和一个介电层构成，其中该介电层置于顶部集流器和汇流排轨道之间并物理接触顶部集流器和汇流排轨道。作为另一种选择，底部集流器层可全部或部分地由第一导电材料形成为第一单件式平面板。同样，顶部集流器层可使用第二导电材料形成为第二单件式平面板，该第二导电材料可与第一导电材料相同或不同。此外，介电层可全部或部分地由不导电材料形成为单件式平面片。对于任何所公开的组件、方法和车辆，ICB板框架可全部或部分地由电绝缘材料形成为单件式平面面板。作为另一种选择，导电汇流排组件可包括具有第一组相互平行的汇流排导轨（rail）的第一汇流排轨道，以及具有第二组相互平行的汇流排导轨的第二汇流排轨道。该第一汇流排轨道可基本上平行于第二汇流排轨道，而第一组相互平行的汇流排导轨可与第二组相互平行的汇流排导轨交错。本发明还包括以下技术方案。方案1. 一种用于具有多个电池单元的电池系统的互连板（ICB）组件，所述ICB组件包括：方案2. 根据方案1所述的ICB组件，其中，所述第一集流器层包括多个集流器接片，所述集流器接片从所述第一集流器层突出，并且配置成接触所述电池单元的第一电气端子，并且通过与所述电池单元的所述接触，电连接到所述汇流排轨道。方案3. 根据方案2所述的ICB组件，其中，所述第一集流器层穿过其限定多个第一开孔部段，所述多个第一开孔部段各自围绕所述集流器接片中相应的一个。方案4. 根据方案3所述的ICB组件，其中，所述第二集流器层穿过其限定多个第二开孔部段，所述多个第二开孔部段各自与所述第一开孔部段中相应的一个和所述集流器接片中所述相应的一个对准并通过它们暴露。方案5. 根据方案4所述的ICB组件，其中，所述汇流排轨道包括多个轨道接片，所述轨道接片从所述汇流排组件的所述第一端部突出，并且配置成接触所述电池单元的第二电气端子，所述第二开孔部段中的每一个与所述轨道接片中相应的一个和所述集流器接片中匹配的一个对准并通过它们暴露。方案6. 根据方案1所述的ICB组件，还包括第二端部端子组件，所述第二端部端子组件与所述汇流排组件的第二端部相邻安装到所述ICB板框架，所述第二端部与所述汇流排组件的所述第一端部相对，所述第二端部端子组件包括：方案7. 根据方案6所述的ICB组件，其中，所述第一集流器层、所述第二集流器层、所述第三集流器层和所述第四集流器层在结构上彼此不同。方案8. 根据方案1所述的ICB组件，其中，所述第一端部端子组件基本上由叠置的所述第一集流器层和所述第二集流器层以及所述第一介电层构成，其中所述第一介电层置于所述第二集流器层和所述汇流排轨道之间并且物理地接触所述第二集流器层和所述汇流排轨道。方案9. 根据方案1所述的ICB组件，其中，所述导电汇流排轨道包括具有第一组相互平行的汇流排导轨的第一汇流排轨道和具有第二组相互平行的汇流排导轨的第二汇流排轨道，其中，所述第一汇流排轨道平行于所述第二汇流排轨道，并且所述第一组相互平行的汇流排导轨与所述第二组相互平行的汇流排导轨交错。方案10. 根据方案1所述的ICB组件，其中，所述第一集流器层利用第一导电材料形成为第一单件式平面板。方案11. 根据方案10所述的ICB组件，其中，所述第二集流器层利用第二导电材料形成为第二单件式平面板。方案12. 根据方案11所述的ICB组件，其中，所述介电层利用不导电材料形成为单件式平面片。方案13. 根据方案1所述的ICB组件，其中，所述ICB板框架利用电绝缘材料形成为单件式平面面板。方案14. 一种机动车辆，包括：方案15. 一种组装用于具有多个电池单元的电池系统的互连板（ICB）组件的方法，所述方法包括：方案16. 根据方案15所述的方法，其中，所述第一集流器层包括多个集流器接片，所述集流器接片从所述第一集流器层突出，并且配置成接触所述电池单元的第一电气端子，并且通过与所述电池单元的所述接触，电连接到所述汇流排轨道。方案17. 根据方案16所述的方法，其中，所述第一集流器层穿过其限定多个第一开孔部段，所述多个第一开孔部段各自围绕所述集流器接片中相应的一个。方案18. 根据方案17所述的方法，其中，所述第二集流器层穿过其限定多个第二开孔部段，所述多个第二开孔部段各自与所述第一开孔部段中相应的一个和所述集流器接片中所述相应的一个对准并通过它们暴露。方案19. 根据方案15所述的方法，还包括将第二端部端子组件与所述汇流排组件的第二端部相邻安装到所述ICB板框架，所述第二端部与所述汇流排组件的所述第一端部相对，所述第二端部端子组件包括：方案20. 根据方案15所述的方法，其中：上面的概述不意在代表本公开的每个实施例或每个方面。而是，前面的概述仅提供对本文阐述的一些新颖构思和特征的例示。当结合附图和所附权利要求时，通过下面对用于实施本公开的所示示例和代表性模式的详细描述，本公开的上述特征和优点以及其他特征和伴随的优点将是显而易见的。此外，本公开明确地包括上文和下文呈现的元件和特征的任何和所有组合和子组合。图1是根据所公开概念的各方面的具有电气化动力总成和采用牵引电池组的可再充电能量存储系统的代表性机动车辆的部分示意性侧视图图示。图2是根据所公开概念的各方面的具有电池单元互连板（ICB）组件的代表性电池模块的选定部件的部分分解透视图图示，该ICB组件包括三个多层集流器堆叠，以用于互连交错的一群锂类圆柱形电池单元。图3是图2的代表性ICB组件的一端的放大透视图图示，其示出了多层集流器堆叠中的一个的分解图。图4是图2的代表性ICB组件的透视图图示，其具有四个放大的插图，以更好地图示代表性ICB组件的可选特征。本公开适于各种修改和替代形式，并且一些代表性实施例在附图中通过示例的方式示出并且将在本文中详细描述。然而，应当理解的是，本公开的新颖性方面不限于上面列举的附图中所示的特定形式。相反，本公开覆盖落入例如由所附权利要求涵盖的本公开的范围内的所有修改、等同物、组合、子组合、置换、分组和替代方案。本公开容许有呈许多不同形式的实施例。本公开的代表性实施例在附图中示出，并且将在具有以下理解的情况下在本文中详细描述，即：这些实施例被提供为对所公开原理的例示，而不是对本公开的广泛方面的限制。在那种程度上，例如在“摘要”、“技术领域”、“背景技术”、“发明内容”以及“具体实施方式”部分中描述但未在权利要求中明确阐述的元件和限制不应通过暗示、推论或其他方式单独或共同地结合到权利要求中。为了此详细描述的目的，除非特别声明：单数形式包括复数并且反之亦然；用语“和”和“或”应是连接词和转折连词两者；用语“任何”和“所有”两者均应意指“任何和所有”；并且用语“包括”、“包含”、“含有”、“具有”等应各自意指“包括但不限于”。此外，近似的用语，例如“大约”、“几乎”、“基本上”、“大致”、“近似”等可各自在本文中在例如“处于、接近或几乎处于”或者“在其0-5%之内”或者“在可接受的制造公差内”或者前述的任何逻辑组合的意义上使用。最后，方向性形容词和副词，例如头、尾、内侧、外侧、右舷、左舷、竖直、水平、向上、向下、前、后、左、右等，当车辆在水平行驶表面上操作性地定向时，可相对于机动车辆，例如相对于机动车辆的向前行驶方向。现在参考附图，其中贯穿若干视图，相同的附图标记表示相同的特征，在图1中示出了代表性汽车，该汽车总体上以10表示，并在本文中出于论述的目的描绘为轿车式的电驱动乘用车。在本文中也称为“机动车辆”或简称为“车辆”的所示汽车10仅是示例性应用，利用其可实践本公开的新颖性方面。同样，将本概念结合到FEV动力总成中也应被领会为所公开特征的非限制性实施方式。如此，将会理解的是，本公开的各方面和特征可应用于其他动力总成架构，结合到任何逻辑相关类型的马达车辆中，并且同样用于汽车和非汽车应用两者。此外，本文仅更详细地示出和描述了机动车辆、电池系统和ICB的选定部件。尽管如此，下面论述的车辆、系统和组件可包括许多附加和替代的特征，以及用于执行本公开的各种方法和功能的其他可用的外围部件。图1的代表性车辆10最初配备有车辆电信和信息（“远程信息处理”）单元14，该单元14例如通过蜂窝塔、基站、移动交换中心、卫星服务等与远程定位或“车外”的云计算主机服务24（例如，ONSTAR®）无线通信。图1中总体示出的一些其他车辆硬件部件16包括例如视频显示装置18、麦克风28、音频扬声器30和各种用户输入控制器32（例如，按钮、旋钮、开关、触摸板、操纵杆、触摸屏等）。麦克风28为车辆乘员提供输入语言或其他听觉命令的手段；车辆10可配备有嵌入式语音处理单元，其利用音频过滤、编辑和分析模块。车辆扬声器30向车辆乘员提供听觉输出，并且可以是专用于与远程信息处理单元14一起使用的独立扬声器，或者可以是音频系统22的一部分。音频系统22操作性地连接到网络连接接口34和音频总线20，以通过一个或多个扬声器部件接收模拟信息，从而将其呈现为声音。通信地耦接到远程信息处理单元14的是网络连接接口34，其合适的示例包括双绞线/光纤以太网交换机、并行/串行通信总线、局域网（LAN）接口、控制器局域网（CAN）接口等。网络连接接口34使得车辆硬件16能够彼此发送和接收信号，并与车身12上和车外两者的各种系统和子系统发送和接收信号。这允许车辆10执行各种车辆功能，例如调整动力总成输出、管理车辆变速器的操作、激活摩擦和再生制动系统、控制车辆转向、调节车辆电池组的充电和放电以及其他自动化功能。例如，远程信息处理单元14接收和传输信号和数据往返以下各项：动力总成控制模块（PCM）52、高级驾驶员辅助系统（ADAS）模块54、电子电池控制模块（EBCM）56、转向控制模块（SCM）58，以及各种其他车辆ECU 60，例如变速器控制模块（TCM）、发动机控制模块（ECM）、传感器系统接口模块（SSIM）等。继续参考图1，远程信息处理单元14是车载计算装置，其既单独地又通过其与其他联网装置的通信来提供混合服务。该远程信息处理单元14通常可由一个或多个处理器40构成，其中每个处理器可实施为分立的微处理器、专用集成电路（ASIC）或专用控制模块。车辆10可通过操作性地耦接到实时时钟（RTC）42和一个或多个电子存储器装置38的中央处理单元（CPU）36来提供集中式车辆控制，该电子存储器装置38中的每一个可采用CD-ROM、磁盘、IC器件、闪存、半导体存储器（例如，各种类型的RAM或ROM）等形式。与远程车外装置的无线远程通信（LRC）能力可通过蜂窝芯片组/部件、导航和定位芯片组/部件（例如，全球定位系统（GPS）收发器）或无线调制解调器中的一种或多种来提供，所有这些都在图1中以44共同表示。无线短程通信（SRC）连接可通过短程无线通信装置46（例如，BLUETOOTH®单元、射频识别（RFID）标签/读取器或近场通信（NFC）收发器等）、专用短程通信（DSRC）部件48和/或双天线50来提供。上述通信装置可作为车辆对车辆（V2V）通信系统或车辆对一切（V2X）通信系统中的定期广播的一部分来提供数据交换，该V2X通信系统例如车辆对基础设施（V2I）等。CPU 36从一个或多个感测装置接收传感器数据，该感测装置例如使用光检测、雷达、激光、超声波、光学、红外或其他合适的技术，包括短程通信技术（例如，DSRC）或超宽带（UWB）无线电技术，例如用于执行自动车辆操作或车辆导航服务。根据所示示例，汽车10可配备有一个或多个数码摄像机62、一个或多个范围传感器64、一个或多个车辆速度传感器66、一个或多个车辆动力学传感器68，以及用于处理原始传感器数据的任何必要的过滤、分类、融合和分析硬件和软件。车内传感器的分布式阵列的类型、放置、数量和互操作性可单独或共同地调整以适应给定的车辆平台，例如用于实现期望水平的自主车辆操作。为了推进机动车辆10，电气化动力总成可操作以产生牵引扭矩并将其传递到车辆的一个或多个驱动轮26。动力总成在图1中通常由可再充电能量存储系统（RESS）表示，该系统可具有底盘安装的牵引电池组70的性质，其操作性地连接到电动牵引马达78。牵引电池组70通常可由一个或多个电池模块72构成，其中每一个包含一组电池单元74，例如软包、罐或棱柱型的锂离子、锂聚合物、锂金属或镍金属氢化物电池单元。一个或多个电机，例如牵引马达/发电机（M）单元78，从电池组70汲取电功率并且可选地向电池组70输送电功率。功率逆变器模块（PIM）80将电池组70电连接到马达/发电机单元78并调整其间的电流传递。所公开的概念类似地适用于基于HEV和ICE的动力总成，以及采用具有共享电池组壳体的EVB的RESS架构。该RESS可以是深循环、高安培容量的电池系统，其额定用于大约350至800 VDC或更高，例如，这取决于期望的车辆行驶里程、总车重以及从RESS汲取的各种附件负载的额定功率。为此，牵引电池组70可结合串联和/或并联连接的离散电化学电池（例如，100-1000个电池单元）的集合体，以实现期望的电压、功率容量和功率密度需求。电池模块72可被布置成行和列的样式，并且支撑在电池组支撑板（未示出）上，该电池组支撑板在车辆操作期间为模块提供下方支撑。所公开概念的各方面可类似地适用于其他电存储单元架构，包括那些采用镍金属氢化物（NiMH）电池、铅酸电池、锌锰电池、有机硅电池或其他可用或以后开发的可再充电电动车辆电池（EVB）类型的电池。电池组70可被配置成使得模块管理、电池感测和模块对模块或模块对主机的通信功能被直接集成到每个电池模块72中，并通过电池组上的电池监测单元（CMU）76有线或无线地执行。CMU 76可以是支持无线的、基于微控制器的、印刷电路板（PCB）安装的传感器阵列。每个CMU 76可具有GPS收发器和RF能力，并且可被封装在电池模块壳体上或电池模块壳体中。电池模块单元74、CMU 76、壳体、冷却剂管线、汇流排等共同限定了电池单元模块组件。下面论述电池单元互连板（ICB）组件，其制造有多层集流器堆叠，以用于将电池系统、例如RESS电池组70的一组电池单元、例如图1的锂类电池单元74电互连。对于至少某些实施方式，这些多层集流器解决方案增加了ICB的汇流排连接端部端子的导体剖面；这样做可有助于减少电阻和发热，而不会显著增加系统的总重量或尺寸（Z高度）。结合堆叠的电气母线连接端部端子可进一步使得能够实现简化和稳健的电池单元对ICB接口，并使得所公开的ICB能够容易地调整和缩放以适应多种焊接策略和电气架构。根据预期应用，ICB组件可将电池单元串联或并联地互连，并且如果期望，其可被集成到电池组外壳或电池模块壳体中。此外，所公开的ICB组件可将任何必要的电气母线连接、感测和接口硬件与其集成，例如包括熔断器、传感线、旁路、均衡和通信装置。例如，在授予Mitchell Stojanovski等人的共同拥有的美国专利申请序号17/665,714和授予Brittany A. Castillo等人的美国专利号11,302,996 B2中可找到关于用于电互连一组电池单元的互连板组件的附加信息，以上两者各自通过引用整体地结合于本文并用于所有目的。接下来参考图2，示出了代表所公开概念的各方面的具有多层汇流排端部端子ICB的电池系统的非限制性示例。特别地，电池模块100在图2中由电池壳体102、一组电池单元104和电池单元互连板组件106表示。尽管在外观上有所不同，但可设想，以上参考图1的RESS和牵引电池组70描述的任何特征和选择都可单独或以任何组合结合到图2的电池模块100中，并且反之亦然。作为非限制性的相似点，电池模块100将一组电化学电池单元104存储在保护性、电绝缘的电池模块壳体102内，该壳体102可以是刚性的多部分构造，该构造具有附接到多个细长的模块侧壁（其中一个在图2中以110示出）的电池单元支撑托盘（其片段在图2中以108示出）。尽管本身不受限制，但电池单元104被示出为交错的一群锂类圆柱形电池单元112。应当领会到的是，电池模块100可采用不同的形状、尺寸、组成部分和材料，可适于更多或更少或不同的电池单元，并且可用于车辆和非车辆应用。对于车辆RESS，ICB组件106可同时用作结构加固、电绝缘、电池单元保持、感测和母线连接解决方案。例如，根据图2-4所示的架构，ICB组件106通常由电绝缘的板框架114、安装到ICB板框架114上的导电多轨汇流排组件116以及邻近汇流排组件116的相对端部安装到ICB板框架114的三个多层汇流排端部端子组件120、122和124构成。可选的ICB硬件可包括：柔性集成电路（FIC）感测封装件（未示出），其具有各种电池操作传感器，例如电压、电流和温度感测装置；以及传感线组件（未示出），其具有用于将FIC感测封装件与模块100的选定单元或单元组操作性地连接的电迹线和焊盘。ICB组件106可使得端部端子组件120、122、124中的集流器能够快速且简化地对准，以便焊接到电池单元104，同时使相邻的集流器组与上方和下方的电池单元绝缘。虽然设想了多件式构造，但可能期望使用刚性的电绝缘材料（例如，聚氯乙烯（PVC）、纤维增强聚合物（FRP）、合成树脂、聚酰胺等）将ICB板框架114模制和加工为单件式平面面板。板框架114在图2中被示出为制造有矩形多面体形状，其具有相对的、相互平行的顶部和底部主面113和115（图3）。从顶面113到底面115延伸穿过板框架114的是隔开的接片槽腔（tab pocket）117的交错阵列。这些接片槽腔117可用作结构定位特征（单独地或与热熔柱（heat stake）协作），以用于将汇流排组件116和汇流排端部端子组件120、122、124连接到板框架114。凹入到板框架114的底面115中的是隔开的电池单元凹陷部119（图4）的交错阵列，其中每一个将相应的电池单元104的纵向端部安置在其中，以用于将电池单元104与板框架114操作性地对准并物理保持电池单元104。应当领会到的是，接片槽腔117和电池单元凹陷部119的数量、布置和形状/尺寸可变化以适应任何预期的应用。如本文所用的，术语“平面”和“平坦”可包括100%平坦和基本上平坦。汇流排组件116通常由至少一个导电汇流排轨道（busbar track）构成，该汇流排轨道物理接触并由此电互连电池单元104的集群。作为示例而非限制，图2-4的汇流排组件116包括左侧（第一）汇流排轨道126，其在预定（第一）方向（例如，图2中的从右到左）上传输电流，并且与右侧（第二）汇流排轨道128以间隔关系并置，该右侧（第二）汇流排轨道128以相反的预定（第二）方向（例如，图2中的从左到右）传输电流。左侧汇流排轨道126被描绘为一列十二（12）个相互平行的（第一）汇流排导轨127，并且右侧汇流排轨道128被描绘为一列十二（12）个相互平行的（第二）汇流排导轨129。为了设计和制造的简单，汇流排导轨127、129可在结构上彼此基本上相同，例如，每一个都由金属材料冲压为具有波形平面视图轮廓的单件式结构。这些汇流排轨道126、128被示出为以U形电流流动配置布置，其中左侧汇流排轨道126平行于右侧汇流排轨道128定位，并且左侧汇流排导轨127与右侧汇流排导轨129平行且交错地布置。设想汇流排组件116可包括多于或少于两个汇流排轨道，其中每一个可包含具有替代性设计并且以任何合适的样式布置的任何期望数量的汇流排导轨。如本文所用的，术语“平行”和“相互平行”可包括100%平行和基本上平行两者。与ICB板框架114的近侧（第一）纵向端相邻安装、即叠置在汇流排组件116的近侧（第一）端上方的是轨道对轨道连接器（第一）端部端子组件120，该组件120将电流从汇流排的左侧轨道126传输到其右侧轨道128。该端部端子组件120包括底部（第一）集流器层130、中央（第一）介电层132和顶部（第二）集流器层134。利用这种配置，底部集流器层130可以与汇流排轨道126、128中的两个最接近的导轨127、129相邻隔开（非接触）的关系直接安装到ICB板框架114。该最底部的集流器130电连接到十（10）个最近的电池单元104，并且通过这种电池单元接触，电连接到两个汇流排轨道126、128。位于底部集流器层130旁边的是中央介电分隔器层132，该分隔器层132物理地置于顶部集流器134和汇流排轨道126、128之间。介电层132物理分离、并且因此有助于电隔离顶部集流器层134与汇流排轨道126、128的任何下方部段。安置在介电分隔器层132的顶部上的是顶部集流器层134，该顶部集流器层134被电连接（例如，通过焊接）到底部集流器层130。继续参考图3，两个模块间耦接帽端部端子组件122、124被安装在ICB板框架114的远侧（第二）纵向端附近，即叠置在汇流排组件116的远侧（第二）端上方，并且相应地往返汇流排的左侧和右侧轨道126、128以及匹配的电池模块或外部负载传输电流。特别地，右侧（第二）帽端部端子组件122被安装在右侧汇流排轨道128的远端上方，与左侧汇流排轨道126隔开，并且包括底部（第三）集流器层136、中央（第二）介电层138和顶部（第四）集流器层140。类似于端部端子组件120的集流器层130，底部集流器层136可以与汇流排轨道128的最近导轨129相邻隔开（非接触）的关系直接安装到ICB板框架114。底部集流器136电连接到五（5）个最近的电池单元104，并且通过这种电池单元接触，电连接到右侧汇流排轨道128。叠置在集流器层136的顶部上的是中央介电分隔器层138，该中央介电分隔器层138物理地置于两个集流器136、140之间。安置在介电分隔器层138的顶部上的是顶部集流器层140，该顶部集流器层140电连接（例如，通过焊接）到底部集流器层136，从而将介电层138夹在它们之间。介电层138物理分离并且通过这种方式有助于电隔离顶部集流器层140与汇流排轨道128的任何下方部段。左侧（第三）帽端部端子组件124被安装在左侧汇流排轨道126的远端上方，与右侧汇流排轨道128隔开，并且包括底部（第五）集流器层142、中央（第三）介电层144和顶部（第六）集流器层146。底部集流器层142可以与汇流排轨道126的最近的导轨127相邻隔开（非接触）的关系直接安装到ICB板框架114的顶面113。另外，底部集流器142电连接到五（5）个最近的电池单元104，并且通过这种电池单元接触，电连接到左侧汇流排轨道126。叠置在集流器层142的顶部上的是中央介电分隔器层144，该中央介电分隔器层144物理地置于两个集流器142、146之间。安置在介电层144的顶部上的是顶部集流器层146，该顶部集流器层146电连接（例如，通过焊接）到底部集流器层142，从而将介电层144夹在它们之间。介电层144物理分离并且电隔离顶部集流器层146与左侧汇流排轨道126的任何下方部段。应当领会到的是，在说明书和权利要求书中对“第一”、“第二”、“第三”等的任何引用不用于显示序列或数字限制或者将来自权利要求中的元件与说明书和附图中的元件相联系。此外，ICB组件106可结合多于或少于三个端部端子组件，其中每一个可包含多于或少于三个所示的层。根据图示的示例，ICB端部端子组件120、122、124中的每一个都可以是分立的三部分夹层结构，其基本上由一个叠置在另一个顶部上的两个导电集流器以及非导电介电分隔器构成，其中该介电分隔器置于两个集流器之间并物理接触这两个集流器。每个底部集流器层130、136、142可全部或部分地由导电材料（例如，铜、铝、镍等）形成为不同的单件式平面板。同样，顶部集流器层134、140、146可全部或部分地由导电材料（例如，与底部集流器相同或相似或不同）形成为不同的单件式平面板。介电层132、138、144可各自全部或部分地由非导电材料（例如，聚酰胺、聚酯、陶瓷等）形成为单件式平面片。通过采用大致平坦的设计，这三层可基本上抵靠彼此齐平定位，并由此保持最小的竖直高度。对于至少一些实施方式，所有六个集流器层130、134、136、140、142、146在结构上与其匹配的集流器以及如所示的所有其他集流器不同（例如，不同的形状、尺寸、开孔布置等）。例如，如图3中最佳所示的，三个顶部集流器层134、140、146各自具有其自己不同的平面视图几何形状、宽度、长度、总表面积和开孔样式。当查看图4的部分分解透视图时，还可看出顶部集流器层134具有与底部集流器层130不同的平面图几何形状、宽度、长度、总表面积和开孔样式。所有三个介电层132、138、144可在结构上不同于其匹配的集流器，以及如所示的所有其他介电层。为了将电池单元104与ICB组件106电连接，每个汇流排轨道126、128相应地制造有多个端子接触轨道接片131和133，这些接片131和133从汇流排导轨127、129的相对侧突出。当ICB组件106被安置在电池单元集群104上时，这些接片131、133接触并在期望时焊接到圆柱形电池单元112的（正和负）电气端子。为了将电池单元104与汇流排端部端子组件120、122和124电连接，底部集流器层130、136、142中的每一个都制造有从其突出的多个端子接触集流器接片135、137、139。这些集流器接片135、137、139接触并且在期望时焊接到电池单元112的电气端子。在非限制性示例中，每个集流器接片135、137、139被焊接到正极（或负极）电池单元端子，并且匹配的对应轨道接片131、133被焊接到负极（或正极）电池单元端子。以这种方式，端部端子组件120、122、124电连接到汇流排轨道126、128。为了有助于电池单元104与ICB组件106的对准和伴随的电耦接，底部集流器层130、136、142可相应地制造有一直延伸穿过集流器的开孔部段141、143和145的样式。每个开孔部段141、143和145围绕轨道接片131、133中相应的一个以及与该轨道接片131、133匹配的相应集流器接片135、137、139。同样，顶部集流器层134、140、146可制造有一直延伸穿过集流器的开孔部段147、149、151的样式。这些开孔部段147、149、151中的每一个都与相应的开孔部段141、143和145以及被该开孔部段141、143和145围绕的对应的匹配配对的轨道接片131、133和集流器接片135、137、139对准并通过其暴露。如图4的左下角的放大插图中所示，每个叠置的端部端子组件120、122、124可使用穿过组件堆叠的所有层并进入到框架中的热熔柱150来刚性地附接到板框架114。用于将汇流排端部端子组件120、122、124物理接合到ICB板框架114的替代选择可包括工业粘合剂、机械紧固件、卡扣接头、包覆模制等。作为又一选择，图4的右上角的插图图示了具有一系列十字形突起148的ICB板框架114，这些十字形突起148竖直向上突出并与ICB传感线组件（未示出）中的互补凹部匹配，以用于提供期望的感测能力（例如，电池单元操作温度和温度变化，以检测可能的热逸散事件）。当安装到ICB组件106上时，这些突起148用作定位特征，以有助于传感线组件的适当对准和定向。图4的右下插图示出了介电分隔器层132可具有与其所匹配的底部和/或顶部集流器层130、134不同的形状和尺寸。此外，介电分隔器层132、138可位于顶部集流器层134、140的选定子部段与底部集流器130、136的选定子部段之间。介电分隔器层132、138也可位于顶部集流器层134、140的选定子部段与相邻的汇流排导轨127、129的选定子部段之间。已参考所示实施例详细地描述了本公开的各方面；然而，本领域技术人员将认识到，在不脱离本公开的范围的情况下，可对其进行许多修改。本公开不限于本文所公开的精确构造和组成；根据前述描述显而易见的任何和所有修改、改变和变型都在由所附权利要求限定的本公开的范围内。而且，本构思明确地包括前述元件和特征的任何和所有组合和子组合。 | 本发明涉及具有带多层集流器的互连板组件的电池系统、方法和车辆。提出了具有多层集流器的电气互连板（ICB）组件、用于制造/使用此类ICB组件的方法、采用此类ICB组件的电池系统以及配备有此类ICB组件的车辆。ICB组件包括安装到电池壳的电绝缘ICB板框架、安装到该板框架的导电汇流排组件以及与该汇流排组件的相对端部相邻安装到该板框架的一个或多个端部端子组件。该汇流排组件包括电互连一组电池单元的一个或多个汇流排轨道。每个端部端子组件包括附接到ICB板框架并电连接到电池单元和汇流排轨道的底部集流器板、附接到底部集流器板的介电分隔器以及附接到介电分隔器并电连接到底部集流器板的顶部集流器板。 | CN:202211346522.8A | https://patentimages.storage.googleapis.com/5e/11/d4/78bc32e1156b6b/CN117239358A.pdf | NaN | M·斯托亚诺夫斯基 | GM Global Technology Operations LLC | NaN | Not available | 2022-09-08 | 1.一种用于具有多个电池单元的电池系统的互连板（ICB）组件，所述ICB组件包括：, ICB板框架；, 汇流排组件，其安装到所述ICB板框架，并且包括配置成电互连所述电池单元的导电汇流排轨道；以及, 第一端部端子组件，其与所述汇流排组件的第一端部相邻安装到所述ICB板框架，所述第一端部端子组件包括：, 第一集流器层，其附接到所述ICB板框架，并且配置成电连接到所述电池单元和所述汇流排轨道；, 与所述第一集流器层相邻的第一介电层；以及, 第二集流器层，其附接到所述第一介电层，并且电连接到所述第一集流器层。, \n \n, 2.根据权利要求1所述的ICB组件，其中，所述第一集流器层包括多个集流器接片，所述集流器接片从所述第一集流器层突出，并且配置成接触所述电池单元的第一电气端子，并且通过与所述电池单元的所述接触，电连接到所述汇流排轨道。, \n \n, 3.根据权利要求2所述的ICB组件，其中，所述第一集流器层穿过其限定多个第一开孔部段，所述多个第一开孔部段各自围绕所述集流器接片中相应的一个。, \n \n, 4.根据权利要求3所述的ICB组件，其中，所述第二集流器层穿过其限定多个第二开孔部段，所述多个第二开孔部段各自与所述第一开孔部段中相应的一个和所述集流器接片中所述相应的一个对准并通过它们暴露。, \n \n, 5.根据权利要求4所述的ICB组件，其中，所述汇流排轨道包括多个轨道接片，所述轨道接片从所述汇流排组件的所述第一端部突出，并且配置成接触所述电池单元的第二电气端子，所述第二开孔部段中的每一个与所述轨道接片中相应的一个和所述集流器接片中匹配的一个对准并通过它们暴露。, \n \n, 6.根据权利要求1所述的ICB组件，还包括第二端部端子组件，所述第二端部端子组件与所述汇流排组件的第二端部相邻安装到所述ICB板框架，所述第二端部与所述汇流排组件的所述第一端部相对，所述第二端部端子组件包括：, 第三集流器层，其附接到所述ICB板框架，并且配置成电连接到所述电池单元和所述汇流排轨道；, 与所述第三集流器层相邻的第二介电层；以及, 第四集流器层，其附接到所述第二介电层，并且电连接到所述第一集流器层。, \n \n, 7.根据权利要求6所述的ICB组件，其中，所述第一集流器层、所述第二集流器层、所述第三集流器层和所述第四集流器层在结构上彼此不同。, \n \n, 8.根据权利要求1所述的ICB组件，其中，所述第一端部端子组件基本上由叠置的所述第一集流器层和所述第二集流器层以及所述第一介电层构成，其中所述第一介电层置于所述第二集流器层和所述汇流排轨道之间并且物理地接触所述第二集流器层和所述汇流排轨道。, \n \n, 9.根据权利要求1所述的ICB组件，其中，所述导电汇流排轨道包括具有第一组相互平行的汇流排导轨的第一汇流排轨道和具有第二组相互平行的汇流排导轨的第二汇流排轨道，其中，所述第一汇流排轨道平行于所述第二汇流排轨道，并且所述第一组相互平行的汇流排导轨与所述第二组相互平行的汇流排导轨交错。, \n \n, 10.根据权利要求1所述的ICB组件，其中，所述第一集流器层利用第一导电材料形成为第一单件式平面板。 | CN | China | Pending | H | True |
| 450 | 차량 탑재 태양전지를 이용한 차량의 전기 제어 시스템 \n | KR20200103947A | NaN | 본 발명은 구동력과 회생 구동되어 회생 전력을 발전하는 구동모터(113)와, 상기 구동모터(113)에 전기적으로 연결되어 구동모터(113)에 전력을 공급하며 구동모터(113)에서 발전된 회생 전력이 충전되는 메인배터리(118)와, 전장 장치에 전력을 공급하는 서브배터리(119)와, 차량에 설치된 태양전지(121)를 가지는 전력공급부와, 충전제어부를 포함하며; 상기 전력공급부에서 발전된 전력은 서브배터리(119)로 공급되어 서브배터리(119)에 충전되고, 상기 충전제어부의 제어에 의하여 서브배터리(119)에서 메인배터리(118)로 전력이 공급되어 메인배터리(118)가 충전되는 차량 탑재 태양전지를 이용한 차량의 전기 제어 시스템(100)에 관한 것이다. | KR:1020190022165A | https://patentimages.storage.googleapis.com/08/f1/3d/e53ca52bb6a00e/KR20200103947A.pdf | NaN | 서민우, 김정훈, 김민환 | 셰플러코리아(유) | KR:101743855:B1 | Not available | 2018-01-31 | 구동력과 회생 구동되어 회생 전력을 발전하는 구동모터(113)와, 상기 구동모터(113)에 전기적으로 연결되어 구동모터(113)에 전력을 공급하며 구동모터(113)에서 발전된 회생 전력이 충전되는 메인배터리(118)와, 전장 장치에 전력을 공급하는 서브배터리(119)와, 차량에 설치된 태양전지(121)를 가지는 전력공급부와, 충전제어부를 포함하며;상기 전력공급부에서 발전된 전력은 서브배터리(119)로 공급되어 서브배터리(119)에 충전되고, 상기 충전제어부의 제어에 의하여 서브배터리(119)에서 메인배터리(118)로 전력이 공급되어 메인배터리(118)가 충전되는 것을 특징으로 하는 차량 탑재 태양전지를 이용한 차량의 전기 제어 시스템(100)., 제1 항에 있어서, 구동모터(113)에서 발전되는 회생 전력은 메인배터리(118)로 공급되어 충전되며, 상기 충전제어부의 제어에 의하여 메인배터리(118)에서 서브배터리(119)로 전력이 공급되어 서브배터리(119)가 충전되는 것을 특징으로 하는 차량 탑재 태양전지를 이용한 차량의 전기 제어 시스템(100)., 제1 항 또는 제2 항에 있어서, 상기 태양전지(121)는 정전압장치(123)로 보조배터리(119)에 연결된 것을 특징으로 하는 차량 탑재 태양전지를 이용한 차량의 전기 제어 시스템(100)., 제3 항에 있어서, 상기 메인배터리(118)는 리튬이온 배터리이고, 서브배터리(119)는 니켈메탈 하이브리드 배터리인 것을 특징으로 하는 차량 탑재 태양전지를 이용한 차량의 전기 제어 시스템(100). | KR | South Korea | NaN | B | True |
| 451 | 集成bms模块的高压配电系统 \n | CN107839485B | 技术领域本发明涉及新能源电动汽车领域，尤其涉及一种集成BMS模块的高压配电系统。背景技术当前，在各种新能源汽车的技术路线中，以混合动力、纯电动汽车和燃料电池汽车为代表的电动汽车被普遍认为是未来汽车能源动力系统转型发展的主要方向，已经成为世界汽车强国和主要汽车制造商下一步的发展重点。新能源汽车主要由电池系统提供汽车动力，其配电控制技术是新能源汽车的关键技术之一。从整车空间、整车架构的复杂度及成本考虑，业界广泛采用集中式高压电气系统架构配电。但是现有技术中的新能源汽车的高压配电系统仍然沿用了部分工业高压配电盒的设计技术，其集成度和安全性仍然有待提高。发明内容本发明是为了克服现有技术中的新能源汽车高压配电盒集成性能不足的问题，提供一种集成BMS电池管理模块的集成BMS模块的高压配电系统。为实现上述目的，本发明采用以下技术方案：本发明的一种集成BMS模块的高压配电系统，包括配电盒体和设置在配电盒体内的PCB板，所述PCB板设置有输出端口、继电器组件、保险丝组件、预充电阻组件、BMS模块、DC/DC模块和车载充电机模块。作为优选，所述继电器组件包括正极快充电继电器、正级放电继电器、正级慢充继电器、正级DC/DC继电器、主电路预充电继电器、空调压缩机预充电继电器、空调压缩机正级继电器、PTC正极继电器。作为优选，保险丝组件包括负极DC/DC保险丝、负极空调压缩机保险丝、负极PTC保险丝、总负保险丝。作为优选，预充电阻组件包括主电路预充电阻、空调压缩机预充电阻。作为优选，所述电池的放电回路上设有电流传感器。作为优选，配电盒体内设置有检测线路，所述检测线路包括串联的信号输入端、行程开关和信号输出端，所述行程开关设置在盒体开口处并朝向盒盖，信号输入端连接整车控制器，信号输入端连接BMS模块，整车控制器通过信号输入端输入检测信号，电池管理系统通过信号输出端检测输出信号，在盒盖打开时，触发行程开关切断检测线路，BMS模块检测不到检测信号，则切断电动汽车动力电池输出。作为优选，所述行程开关通过悬挂安装支架设置在盒体开口处，所述悬挂安装支架使行程开关始终保持竖直状态，在盒体倾斜时行程开关相对盒体倾斜，盒体摆放倾斜角度大于预设角度时，触发行程开关切断检测线路。作为优选，悬挂安装支架包括悬臂和旋转支架，悬臂末端设置有“U”形连接件，所述旋转支架形状为环形，旋转支架外侧和连接件转动连接，行程开关旋转安装在旋转支架内侧，所述旋转支架自旋转轴线和行程开关自旋转轴线相互垂直，行程开关下端设置有重锤。作为优选，盒盖内侧面设置有球面凹陷，所述球面凹陷对应设置在行程开关上方，球面凹陷的球心位于旋转支架自旋转轴线和行程开关自旋转轴线的交点。作为优选，其特征是，所述球面凹陷的球面结构圆心角为45°～60°。本发明所提供的集成BMS模块的高压配电系统，在高压配电盒内集成了BMS模块(电池管理系统模块)、DC/DC模块和车载充电机模块，有效提高了高压配电盒的集成性，降低了整车系统配电的复杂性。同时在配电盒体内设置了检测电路，可以在配电盒体的盒盖开启时候，触发行程开关通过行程开关控制检测信号的断开，此时BMS模块不能检测到检测信号，切断电动汽车动力电池输出。这样可以有效保证高压配电盒在盒盖开启时候的安全性，从而保护维修过程的安全性。行程开关通过悬挂安装支架和重锤保持竖直状态安装在配电盒体内侧，在配电盒体正常放置的状态时，行程开关受到球面凹陷的顶压，维持检测电路连通。在配电盒体因为车辆事故出现超过预设角度的倾斜时，行程开关仍然维持接近竖直的状态行程开关不再受到顶压，断开检测电路，此时BMS模块不能检测到检测信号，切断电动汽车动力电池输出。从而能够在一定程度上保障电动汽车碰撞或者翻车时，有切断电池输出的功能，保证安全。盒盖内侧面设置有球面凹陷，使得行程开关相对配电盒体倾斜的角度在球面凹陷范围内时，行程开关仍然受到球面凹陷顶压而不会断开检测电路，只有在倾斜角度大于球面凹陷范围时才会断开检测电路。从而能够防止一些车辆正常晃动而误断开检测电路，导致电动汽车动力电池输出断开的情况。附图说明图1为本发明的配电盒体结构示意图。图2为本发明的行程开关安装结构示意图。图3为本发明配电盒体正常摆放时的行程开关及球面凹陷结构局部剖视图。图4为本发明配电盒体倾斜摆放时的行程开关及球面凹陷结构局部剖视图。图中：1、配电盒体；2、盒盖；3、PCB板；4、输出端口；5、BMS模块；6、DC/DC模块；7、车载充电机模块；8、正极快充电继电器；9、正级放电继电器；10、正级慢充继电器；11、正级DC/DC继电器；12、主电路预充电继电器；13、空调压缩机预充电继电器；14、空调压缩机正级继电器；15、PTC正极继电器；16、负极DC/DC保险丝；17、负极空调压缩机保险丝；18、负极PTC保险丝；19、总负保险丝；20、主电路预充电阻；21、空调压缩机预充电阻；22、电流传感器；23、行程开关；24、悬臂；25、旋转支架；26、连接件；27、重锤；28、球面凹陷。具体实施方式下面结合附图和具体实施方式对本发明做进一步描述。如图1所示，本发明的一种集成BMS模块的高压配电系统，包括配电盒体1和设置在配电盒体内的PCB板3，所述PCB板设置有输出端口4、继电器组件、保险丝组件、预充电阻组件、BMS模块5、DC/DC模块6和车载充电机模块7。所述继电器组件包括正极快充电继电器8、正级放电继电器9、正级慢充继电器10、正级DC/DC继电器11、主电路预充电继电器12、空调压缩机预充电继电器13、空调压缩机正级继电器14、PTC正极继电器15。保险丝组件包括负极DC/DC保险丝16、负极空调压缩机保险丝17、负极PTC保险丝18、总负保险丝19。预充电阻组件包括主电路预充电阻20、空调压缩机预充电阻21。电池的放电回路上设有电流传感器22。本方案的高压配电盒体内集成BMS模块的高压配电系统，在高压配电盒内集成了BMS模块(电池管理系统模块)、DC/DC模块和车载充电机模块，有效提高了高压配电盒的集成性，降低了整车系统配电的复杂性。如图2、图3所示，配电盒体内设置有检测线路，所述检测线路包括串联的信号输入端、行程开关23和信号输出端，所述行程开关设置在盒体开口处并朝向盒盖，信号输入端连接整车控制器，信号输入端连接BMS模块，整车控制器通过信号输入端输入检测信号，电池管理系统通过信号输出端检测输出信号，在盒盖打开时，触发行程开关切断检测线路，BMS模块检测不到检测信号，则切断电动汽车动力电池输出。所述行程开关通过悬挂安装支架设置在盒体开口的四角处，所述悬挂安装支架包括悬臂24和旋转支架25，悬臂末端设置有“U”形连接件26，所述旋转支架形状为环形，旋转支架外侧和连接件转动连接，行程开关旋转安装在旋转支架内侧，所述旋转支架自旋转轴线和行程开关自旋转轴线相互垂直位于同一个平行配电盒体的盒盖的平面内，行程开关下端设置有重锤27。如图3、图4所示，行程开关的安装方式使其具有两个垂直方向的转动自由度，这样配电盒体倾斜时，所述悬挂安装支架使行程开关始终保持竖直状态，在盒体倾斜时行程开关相对盒体倾斜，盒体摆放倾斜角度大于预设角度时，触发行程开关切断检测线路。盒盖内侧面设置有球面凹陷28，所述球面凹陷对应设置在行程开关上方，球面凹陷的球心位于旋转支架自旋转轴线和行程开关自旋转轴线的交点。所述球面凹陷的球面结构圆心角为45°～60°。本发明所提供的集成BMS模块的高压配电系统，在高压配电盒内集成了BMS模块(电池管理系统模块)、DC/DC模块和车载充电机模块，有效提高了高压配电盒的集成性，降低了整车系统配电的复杂性。同时在配电盒体内设置了检测电路，可以在配电盒体的盒盖开启时候，触发行程开关通过行程开关控制检测信号的断开，此时BMS模块不能检测到检测信号，切断电动汽车动力电池输出。这样可以有效保证高压配电盒在盒盖开启时候的安全性，从而保护维修过程的安全性。行程开关通过悬挂安装支架和重锤保持竖直状态安装在配电盒体内侧，在配电盒体正常放置的状态时，行程开关受到球面凹陷的顶压，维持检测电路连通。在配电盒体因为车辆事故出现超过预设角度的倾斜时，行程开关仍然维持接近竖直的状态行程开关不再受到顶压，断开检测电路，此时BMS模块不能检测到检测信号，切断电动汽车动力电池输出。从而能够在一定程度上保障电动汽车碰撞或者翻车时，有切断电池输出的功能，保证安全。盒盖内侧面设置有球面凹陷，使得行程开关相对配电盒体倾斜的角度在球面凹陷范围内时，行程开关仍然受到球面凹陷顶压而不会断开检测电路，只有在倾斜角度大于球面凹陷范围时才会断开检测电路。从而能够防止一些车辆正常晃动而误断开检测电路，导致电动汽车动力电池输出断开的情况。 | 本发明公开了一种集成BMS模块的高压配电系统，旨在克服现有技术中的新能源汽车高压配电盒集成和安全性能的不足。它包括配电盒体和设置在配电盒体内的PCB板，所述PCB板设置有输出端口、继电器组件、保险丝组件、预充电阻组件、BMS模块、DC/DC模块和车载充电机模块。本发明所提供的集成BMS模块的高压配电系统，在高压配电盒内集成了BMS模块(电池管理系统模块)、DC/DC模块和车载充电机模块，有效提高了高压配电盒的集成性，降低了整车系统配电的复杂性。还可以在配电盒体的盒盖开启或配电盒体异常倾斜时，BMS模块切断电动汽车动力电池输出，保证安全。 | CN:201711014636.1A | https://patentimages.storage.googleapis.com/0e/fd/a2/f4787d1c315010/CN107839485B.pdf | CN:107839485:B | 李清华 | Hangzhou Taihong New Energy Technology Co ltd | US:8659261, CN:201980090:U, CN:202593301:U, CN:202930307:U, CN:103847526:A, CN:204077389:U, CN:205044559:U, CN:105329190:A, CN:105680334:A, CN:205853866:U, CN:106740128:A, CN:206306847:U | Not available | 2017-07-07 | 1.一种集成BMS模块的高压配电系统，其特征是，包括配电盒体和设置在配电盒体内的PCB板，所述PCB板设置有输出端口、继电器组件、保险丝组件、预充电阻组件、BMS模块、DC/DC模块和车载充电机模块，行程开关通过悬挂安装支架设置在盒体开口处，所述悬挂安装支架使行程开关始终保持竖直状态，在盒体倾斜时行程开关相对盒体倾斜，盒体摆放倾斜角度大于预设角度时，触发行程开关切断检测线路，悬挂安装支架包括悬臂和旋转支架，悬臂末端设置有“U”形连接件，所述旋转支架形状为环形，旋转支架外侧和连接件转动连接，行程开关旋转安装在旋转支架内侧，所述旋转支架自旋转轴线和行程开关自旋转轴线相互垂直，行程开关下端设置有重锤，盒盖内侧面设置有球面凹陷，所述球面凹陷对应设置在行程开关上方，球面凹陷的球心位于旋转支架自旋转轴线和行程开关自旋转轴线的交点。, 2.根据权利要求1所述的集成BMS模块的高压配电系统，其特征是，所述继电器组件包括正极快充电继电器、正级放电继电器、正级慢充继电器、正级DC/DC继电器、主电路预充电继电器、空调压缩机预充电继电器、空调压缩机正级继电器、PTC正极继电器。, 3.根据权利要求1所述的集成BMS模块的高压配电系统，其特征是，保险丝组件包括负极DC/DC保险丝、负极空调压缩机保险丝、负极PTC保险丝、总负保险丝。, 4.根据权利要求1所述的集成BMS模块的高压配电系统，其特征是，预充电阻组件包括主电路预充电阻、空调压缩机预充电阻。, 5.根据权利要求1所述的集成BMS模块的高压配电系统，其特征是，电池的放电回路上设有电流传感器。, 6.根据权利要求1或2或3或4或5所述的一种集成BMS模块的高压配电系统，其特征是，配电盒体内设置有检测线路，所述检测线路包括串联的信号输入端、若干行程开关和信号输出端，所述行程开关设置在盒体开口处并朝向盒盖，信号输入端连接整车控制器，信号输入端连接BMS模块，整车控制器通过信号输入端输入检测信号，电池管理系统通过信号输出端检测输出信号，在盒盖打开时，触发行程开关切断检测线路，BMS模块检测不到检测信号，则切断电动汽车动力电池输出。, 7.根据权利要求1所述的一种集成BMS模块的高压配电系统，其特征是，其特征是，所述球面凹陷的球面结构圆心角为45°～60°。 | CN | China | Active | B | True |
| 452 | Distributed vehicle battery high-voltage bus systems and methods \n | US9802558B2 | This disclosure relates to a bus architecture for a battery system in a vehicle. More specifically, the systems and methods of the present disclosure provide for a distributed high-voltage bus for a battery system included in a vehicle.\nPassenger vehicles often include electric batteries for operating features of a vehicle's electrical and drivetrain systems. For example, in a hybrid-electric vehicle (“HEV”), a plug-in hybrid electric vehicle (“PHEV”), a fuel cell electric vehicle (“FCEV”), an extended range electric vehicle (“EREV”), or a purely electric vehicle (“EV”), an energy storage system (“ESS”) (e.g., a rechargeable ESS) may be used to power electric drivetrain components of the vehicle (e.g., electric drive motors and the like). The ESS may store high-voltage electrical energy, which may be transmitted to vehicle systems via a high-voltage (“HV”) bus having positive and negative conductors or rails. An ESS may be selectively coupled to the positive and negative conductors or rails via one or more selectively switched electric contactors. Conventional vehicle architectures utilizing ESSs, however, may not be particularly scalable in their ability to power additional vehicle systems. Moreover, conventional architectures may not allow for independent pre-charging of HV power branches.\nSystems and methods are disclosed herein providing for an ESS architecture that allows for increased scalability of powered vehicle systems (e.g., fast charging systems or the like) while maintaining certain system performance and diagnostic capabilities. In certain embodiments, an ESS architecture is disclosed that utilizes a common HV rail on a HV bus while providing independent HV switching (e.g., via one or more HV contactors) on the opposite rail. A common rail pre-charge circuit may be utilized allowing for independent pre-charging of HV branches coupled to the HV bus. This may allow vehicle systems powered by the HV bus to be energized independently or at the same time.\nIn certain embodiments, a system may include a vehicle battery system (e.g., a HV ESS or the like). A primary contactor may be included in the system configured to selectively couple a first terminal (e.g., a positive or negative terminal) of the vehicle battery system to a common primary rail. A plurality of vehicle modules may be coupled to the common primary rail. The system may further include a plurality of branch contactors, each branch contactor being associated with at least one vehicle module of the plurality of vehicle modules. Each branch contactor may further be configured to selectively couple an associated vehicle module to a secondary rail coupled to a second terminal of the vehicle battery system different than the first terminal.\nIn some embodiments, a common rail pre-charge circuit may be employed allowing for independent pre-charging of HV branches coupled to a HV bus comprising the primary and secondary rails. In certain embodiments, the pre-charge circuit may be disposed in parallel with the primary contactor and comprise a pre-charging contactor and pre-charging resistor in a series configuration. The pre-charging circuit may be configured to perform independent pre-charging operations for branches associated with each of the plurality of branch contactors by selectively actuating the primary contactor, the pre-charging contactor, and the plurality of branch contactors.\nNon-limiting and non-exhaustive embodiments of the disclosure are described, including various embodiments of the disclosure with reference to the figures, in which:\n FIG. 1 illustrates an exemplary HV ESS bus architecture having a common secondary rail consistent with embodiments disclosed herein.\n FIG. 2 illustrates an exemplary HV ESS bus architecture having a common secondary rail and including a fast charging system consistent with embodiments disclosed herein.\n FIG. 3 illustrates an exemplary HV ESS bus architecture having a common primary rail consistent with embodiments disclosed herein.\n FIG. 4 illustrates an exemplary HV ESS bus architecture having a common primary rail and including a fast charging system consistent with embodiments disclosed herein.\n FIG. 5 illustrates a flow chart of an exemplary method for pre-charging a HV branch using a common rail pre-charge circuit consistent with embodiments disclosed herein.\nA detailed description of systems and methods consistent with embodiments of the present disclosure is provided below. While several embodiments are described, it should be understood that the disclosure is not limited to any one embodiment, but instead encompasses numerous alternatives, modifications, and equivalents. In addition, while numerous specific details are set forth in the following description in order to provide a thorough understanding of the embodiments disclosed herein, some embodiments can be practiced without some or all of these details. Moreover, for the purpose of clarity, certain technical material that is known in the related art has not been described in detail in order to avoid unnecessarily obscuring the disclosure.\nThe embodiments of the disclosure will be best understood by reference to the drawings, wherein like parts may be designated by like numerals. The components of the disclosed embodiments, as generally described and illustrated in the figures herein, could be arranged and designed in a wide variety of different configurations. Thus, the following detailed description of the embodiments of the systems and methods of the disclosure is not intended to limit the scope of the disclosure, as claimed, but is merely representative of possible embodiments of the disclosure. In addition, the steps of a method do not necessarily need to be executed in any specific order, or even sequentially, nor need the steps be executed only once, unless otherwise specified.\nThe systems and methods disclosed herein may provide an ESS architecture that allows for increased scalability of powered vehicle systems while maintaining certain performance and diagnostic capabilities. In certain embodiments, an ESS architecture is disclosed that utilizes a HV bus including a common HV rail for powering vehicle systems and/or modules. Independent HV contactors may be utilized on the opposite rail to selectively power HV branches connected to vehicle systems and/or modules.\nIn certain embodiments, a common rail pre-charge circuit may be utilized allowing for independent pre-charging of HV branches and systems and/or modules coupled to the HV bus. In some embodiments, the common rail pre-charge circuit may allow systems and/or modules powered by the ESS to be pre-charged independently and/or together depending on a vehicle mode. In further embodiments, the common rail pre-charge circuit may allow for flexible combination of certain inverter/converter modules while reducing redundant relay cycling and vehicle mode switching times.\nCertain embodiments of the ESS architecture disclosed herein may provide increased flexibility in scaling the number of HV systems powered by the ESS via the HV bus. For example, in certain embodiments, fast charging systems (e.g., DC fast charging systems) may be added to a vehicle implementing the disclosed ESS architecture with minimal or no additional HV switchgear (e.g., HV contactors, voltage and current sensors, and/or the like). Other HV systems and/or modules may be similarly incorporated into the disclosed ESS architecture. Further embodiments allow for segregation of HV systems and/or modules on a plurality of HV branches coupled to the HV bus.\n FIGS. 1-4 illustrate exemplary HV ESS bus architectures consistent with embodiments disclosed herein. Particularly, FIGS. 1-2 illustrate an exemplary HV bus architecture having a common secondary rail (e.g., a rail configured to be electrically coupled to a negative terminal of an ESS) and a common secondary contactor. FIGS. 3-4 illustrate an exemplary HV bus architecture having a common primary rail (e.g., a rail configured to be electrically coupled to a positive terminal of an ESS) and a common primary contactor. The embodiments illustrated in FIGS. 1-4 are discussed in more detail below.\n FIG. 1 illustrates an exemplary HV ESS bus architecture 100 having a common secondary rail 106 consistent with embodiments disclosed herein. The architecture 100 may include an ESS 102. The ESS 102 may be configured to provide electrical power to one or more systems of an associated vehicle. The vehicle may be a motor vehicle, a marine vehicle, an aircraft, and/or any other type of vehicle, and may include any suitable type of drivetrain for incorporating the systems and methods disclosed herein. For example, in some embodiments, the ESS 102 may be configured to provide electrical power to one or more electric motors (not shown) of a vehicle drivetrain. In further embodiments, the ESS 102 may provide electrical power to one or more other vehicle systems and/or modules 110-120 including, without limitation, vehicle heating and cooling systems, charging systems, and/or auxiliary power systems.\nThe ESS 102 may include one or more battery packs and/or battery cells (not shown) suitably sized to provide electrical power to vehicle systems utilizing any suitable battery technology or combination thereof. Suitable battery technologies may include, for example, lead-acid, nickel-metal hydride (“NiMH”), lithium-ion (“Li-Ion”), Li-Ion polymer, lithium-air, nickel-cadmium (“NiCad”), valve-regulated lead-acid (“VRLA”) including absorbed glass mat (“AGM”), nickel-zinc (“NiZn”), molten salt (e.g., a ZEBRA battery), and/or other suitable battery technologies. In some embodiments, the ESS 102 may comprise a HV ESS.\nThe ESS 102 may store HV electrical energy that may be provided to vehicle systems and/or modules 110-120 via a HV bus having primary and secondary conductors or rails 104, 106 (e.g., positive and negative rails). In the illustrated embodiments, the secondary rail 106 may be coupled to a negative terminal of the ESS 102 by a secondary contactor 146. In certain embodiments, the secondary contactor 146 may comprise, for example, a solenoid driven switch, although other suitable HV switching mechanisms are also contemplated. The secondary rail 106 may be a common rail of the HV bus coupled to powered systems 110-120 without any intermediate HV switches and/or contactors (e.g., branch contactors or the like).\nThe primary rail 104 may be coupled to a positive terminal of the ESS 102. One or more powered systems 110-120 may be selectively coupled to the primary rail 104. For example, one or more powered systems 110-120 may be selectively coupled to the primary rail 104 via one or more branch contactors 122-126. In certain embodiments, branch contactors 122-126 may selectively couple one or more HV branches powering one or more systems and/or modules 110-120 to the HV bus. For example, as illustrated, one branch contactor (e.g., branch contactor 122) may selectively couple a plurality of systems and/or modules (e.g., systems and/or modules 110-114) to the HV bus.\nIn certain embodiments, the ESS 102 may be coupled to a manual service disconnect (“MSD”) 108. When removed from an associated receptacle, the MSD 108 may physically interrupt certain HV lines internal to the ESS 102, thereby disabling the ESS 102. The MSD 108 may be located at a midpoint of the ESS 102 (e.g., a midpoint of a cell stack of the battery system). In further embodiments, the MSD 108 may be located in a suitable location relative to the internal architecture of the ESS 102. In some embodiments, energy stored in the ESS 102 after disconnecting the MSD 108 may be discharged by an external discharging system coupled to an appropriate access point (not shown).\nA variety of systems and/or modules 110-120 may be powered by the ESS 102 via the HV bus. For example, as discussed above, the ESS 102 may be configured to power one or more electric motors associated with a vehicle drivetrain. In further embodiments, the ESS 102 may be configured provide electric power to a traction power inverter module (“TPIM”) 110, an air conditioning control module (“ACCM”) 112, a cabin heater control module (“CHCM”) 114, an auxiliary power module (“APM”) 116, an on-board charge module (“OBCM”) 118, an auxiliary HV bus 120, and/or any other suitable vehicle system and/or module. It will be appreciated that these systems and/or modules are to be viewed as exemplary, and that consistent with embodiments disclosed herein, the ESS 102 may provide HV electrical power to a variety of vehicle systems and/or modules.\nIn certain embodiments, the ESS 102 may provide electrical power to a heater system 128 selectively coupled to the HV bus by a solid-state relay (“SSR”) 130 and/or any other suitable selectively actuated switch disposed in series therewith. Collectively, systems and/or modules (e.g., modules 110-120 and/or heater system 128) powered by the ESS 102 may be described herein as ESS powered equipment (“ESS PE”). In some embodiments, one or more fuses 132-140 may be configured to provide overcurrent protection for ESS PE 110-120 and 128. In certain embodiments, a fuse (e.g., fuse 136) may provide overcurrent protection for a single module (e.g., CHCM 114). In further embodiments, a fuse (e.g., fuse 138) may provide overcurrent protection for a plurality of modules (e.g., APM 116 and OBCM 118).\nIn some embodiments, the bus architecture 100 may utilize a pre-charging contactor 142 comprising a solenoid driven switch and/or any other suitable switching mechanism during pre-charging operations. When actuated by a pre-charging contactor driver (not shown) based on a pre-charge control signal, the pre-charging contactor 142 may couple a negative terminal of the ESS 102 to the common secondary rail 106 across a pre-charge resistor 144. Although illustrated as contactor, it will be appreciated that the pre-charging contactor 142 may be implemented using any selectively actuated electrical connection including, for example, a SSR or switch. One or more powered systems and/or modules 110-120 undergoing pre-charging operations may be selectively coupled to the primary rail 104 and across the HV bus by selectively actuating one or more of the branch contactors 122-126.\nThe pre-charge resistor 144 may be suitably sized and/or configured to provide a relatively slow charging of a capacitance of a load (e.g., one or more ESS PE 110-120) coupled across the primary and secondary rails 104, 106 when the pre-charging contactor 142 and one or more of the branch contactors 122-126 are closed and the secondary contactor 146 is open. After the capacitance of a load coupled across the primary and secondary rails 104, 106 reaches a particular level (e.g., a stable level) and/or after a particular period of time, the secondary contactor 146 may be closed and the pre-charging contactor 142 may be opened.\nIn certain embodiments, a utilizing a pre-charge circuit (i.e., pre-charging contactor 142 and resistor 144) disposed on the common secondary rail 104 may allow for independent pre-charging of HV branches coupled to the HV bus. Accordingly, the systems and methods disclosed herein may allow ESS PE 110-120 to be pre-charged independently and/or together based on a vehicle mode of operation. In certain embodiments, vehicle modes of operation may be associated with certain branches and/or ESS PE (e.g., ESS PE 110-120) being powered during vehicle operation (e.g., a drive system being powered, a ESS PE powered by a certain branch being powered, a fuel cell branch being powered in a PHEV, and/or the like). For example, when the secondary contactor 146 is open and the pre-charging contactor 142 is closed during pre-charging operations, branch contactor 122 may be selectively closed, thereby pre-charging TPIM 110, ACCM 112, and/or CHCM 114. Other ESS PE 110-128 may be similarly pre-charged by selectively actuating one or more branch contactors 122-126 with the secondary contactor 146 open and the pre-charging contactor 142 closed.\nFurther embodiments disclosed herein may implement a heating only operation and/or mode. In certain embodiments, such a mode may be utilized to prevent current from entering the ESS 102 in extreme cold temperatures and protect the internal chemistry of the ESS 102. During such a mode, pre-charging contactor 142 and secondary contactor 146 may be opened and SSR 130 and branch contactor 124 may be closed, thereby allowing the heater 128 to operate without power from the ESS 102 (e.g., via power provided by the OBCM). A heating mode may be similarly achieved by actuating SRR 130 and another branch contactor to couple the heater 128 to another power source (e.g., an external power source).\nIn some embodiments, one or more sensors 148-150 may be included in the ESS architecture 100. For example, as illustrated, a current sensor 148 may be configured to monitor an electrical current flow through the common secondary rail 106. A voltage sensor 150 may be configured to measure a voltage across the HV bus between the primary rail 104 and the common secondary rail 106. In certain embodiments, current and/or voltage information measured by sensors 148-150 may be utilized in monitoring and/or controlling the operations of the ESS 102 and/or the HV bus (e.g., monitoring pre-charging operations and/or the like).\n FIG. 2 illustrates an exemplary HV ESS bus architecture 200 having a common secondary rail 106 and including a fast charging system 202 consistent with embodiments disclosed herein. Certain elements of the exemplary HV ESS architecture 200 may be similar to those illustrated in and described in reference to FIG. 1 and, accordingly, similar elements may be denoted with like numerals.\nEmbodiments of the systems and methods disclosed herein may allow for a number of systems and/or modules powered by a HV bus to be scaled based on varying vehicle requirements. For example, as illustrated, the architecture 200 may incorporate a fast charging system 202 (e.g., a DC fast charging system) powered by the ESS 102 via the HV bus configured to perform certain fast charging operations for the vehicle. The fast charging system 202 may be included in the architecture 200 with minimal or no additional HV switchgear (e.g., HV contactors, voltage and current sensors, and/or the like). For example, in some embodiments, an HV-powered system (e.g., fast charging system 202) may be added to the architecture 200 utilizing an existing branch contactor 124 for selective coupling to the primary rail 104. Additional HV-powered systems and/or modules may be similarly incorporated into the disclosed ESS architecture 200.\n FIG. 3 illustrates an exemplary HV ESS bus architecture 300 having a common primary rail 104 consistent with embodiments disclosed herein. Certain elements of the exemplary HV ESS 300 may be similar to those illustrated in and described in reference to FIG. 1 and, accordingly, similar elements may be denoted with like numerals. As discussed above, in some embodiments the ESS architecture 300 may incorporate a primary rail 104 as a common HV rail for powering vehicle systems and/or modules 110-120. For example, as illustrated in FIG. 3, the primary rail 104 may be a common rail of the HV bus coupled to ESS PE 110-120 and 128 without any intermediate HV switches and/or contactors (e.g., branch contactors). The primary rail 104 may be selectively coupled to a positive terminal of the ESS 102 by a primary contactor 302. In certain embodiments, the primary contactor 302 may comprise, for example, a solenoid driven switch, although other suitable HV switching mechanisms are also contemplated.\nThe secondary rail 106 may be coupled to a negative terminal of the ESS 102. One or more powered systems 110-120 may be selectively coupled to the secondary rail 106. For example, one or more powered systems 110-120 may be selectively coupled to the secondary rail 106 via one or more branch contactors 122-126. In certain embodiments, branch contactors 122-126 may selectively couple one or more HV branches powering one or more systems and/or modules 110-120 to the HV bus. In some embodiments, independent branch contactors 122-126 may be utilized to selectively couple HV branches and associated vehicle systems and/or modules 110-120 to the HV bus.\nIn some embodiments, the bus architecture 300 may utilize a pre-charging contactor 142 comprising a solenoid driven switch and/or any other suitable switching mechanism during pre-charging operations. When actuated by a pre-charging contactor driver (not shown) based on a pre-charge control signal, the pre-charging contactor 142 may couple a positive terminal of the ESS 102 to the common positive rail 104 across a pre-charge resistor 144. One or more powered systems and/or modules 110-120 undergoing pre-charging operations may be selectively coupled to the secondary rail 106 and across the HV bus by selectively actuating one or more of the branch contactors 122-126.\n FIG. 4 illustrates an exemplary HV ESS bus architecture 400 having a common primary rail 104 and including a fast charging system 202 consistent with embodiments disclosed herein. Certain elements of the exemplary HV ESS architecture 400 may be similar to those illustrated in and described in reference to FIGS. 1-3 and, accordingly, similar elements may be denoted with like numerals.\nEmbodiments of the systems and methods disclosed herein may allow for a number of systems and/or modules powered by a HV bus to be scaled based on varying vehicle requirements. For example, as illustrated, the architecture 400 may incorporate a fast charging system 202 (e.g., a DC fast charging system) powered by the ESS 102 via the HV bus configured to perform certain fast charging operations for a vehicle. Additional HV-powered systems and/or modules may be similarly incorporated into the disclosed ESS architecture 400.\nIn certain embodiments, the systems and methods disclosed herein may provide for less complex diagnostic capabilities of an ESS HV bus and/or associated components. In some embodiments, conditions of all switchgear (e.g., switches, relays, and/or contactors) may be determined. One or more preset diagnostic modes may be utilized in diagnosing conditions of the ESS HV bus and/or associated components. In certain embodiments, conditions of an ESS HV bus and/or associated components may be represented as a binary bit string having a plurality of bits. For example, in some embodiments, a 4-bit binary string may be utilized having the following bit position map:\n\n[0 0 0 0]→[Charger Contactor|Primary Contactor|Pre-charge Contactor|Secondary Contactor]\n\nwhere 0 indicates a de-energized switch, relay, and/or contactor (i.e., closed) and 1 indicates an energized switch, relay, and/or contactor (i.e., open).\n\nTable 1, provided below, illustrates exemplary diagnostic bit strings and associated state conditions of an ESS HV bus and/or associated components consistent with embodiments disclosed herein.\n\n\n\n\n\n\nTABLE 1\n\n\n \n\n\nDiagnostic Bit String\nESS HV Bus Conditions\n\n\n \n\n\n\n[1 0 0 1]\nCharger bus open\n\n\n[0 1 1 0]\nPre-charger contactor stuck open\n\n\n[1 0 0 0]\nCharger contactor stuck open\n\n\n[0 1 0 0]\nPrimary contactor stuck open\n\n\n[1 1 0 1]\nVehicle drivetrain bus open; secondary\n\n\n \ncontactor stuck open\n\n\n[0 0 0 0]\nPrimary contactor stuck closed;\n\n\n \nsecondary contactor stuck closed;\n\n\n \ncharger bus discharge failure; vehicle\n\n\n \ndrivetrain bus discharge\n\n\n[1 1 1 0]\nCharger bus shorted; vehicle drivetrain\n\n\n \nbus shorted; charger bus pre-charge too\n\n\n \nlong; vehicle drivetrain bus pre-charge\n\n\n \ntoo long\n\n\n \n\n\n\n\n\nIt will be appreciated that the above diagnostic codes and associated state conditions are to be viewed as exemplary, and that consistent with embodiments disclosed herein, diagnostics of the ESS HV bus and/or associated components may utilize a variety of suitable diagnostic codes and/or associated state conditions. Diagnostic codes and associated state conditions may, among other things, be utilized in notifying vehicle operators and/or service technicians of vehicle status and/or whether a vehicle should be serviced (e.g., via a malfunction indicator light and/or the like).\nIn certain embodiments, the state conditions provided in Table 1 may be identified based on performing one or more diagnostic tests. Table 2, provided below, provides exemplary diagnostic tests associated with state conditions provided in Table 1 consistent with embodiments disclosed herein.\n\n\n\n\n\n\nTABLE 2\n\n\n \n\n\nESS HV Bus Conditions\nAssociated Diagnostic Test\n\n\n \n\n\n\nCharger bus open\nIf during charging, the charger bus voltage does not equal the ESS\n\n\n \nvoltage for a specified duration of time, it may be inferred that the HV\n\n\n \ncharger bus is open. Under such a condition, the vehicle may not be\n\n\n \nallowed to charge and will be allowed to continue to operate until an\n\n\n \nassociated 12 V battery is drained.\n\n\nPre-charger contactor\nUpon a pre-charge contactor being commanded closed and a heater\n\n\nstuck open\nSSR being open, if a negative chassis voltage (e.g., a common rail\n\n\n \nvoltage) is less than a specified value within a specified amount of time,\n\n\n \nit may be inferred that the pre-charge contactor is stuck open. Under\n\n\n \nsuch conditions, the vehicle may not be operable.\n\n\nCharger contactor stuck\nIf charger contactor and pre-charge contactor are commanded closed\n\n\nopen\nand the charger bus voltage does not reach 95% of battery voltage, it\n\n\n \nmay be inferred that the charger relay is stuck open. Under such\n\n\n \nconditions, the vehicle may not be allowed to charge and will be\n\n\n \nallowed to continue to operate until an associated 12 V battery is\n\n\n \ndrained.\n\n\nPrimary contactor stuck\nAfter pre-charging is complete and the primary contactor is commanded\n\n\nopen\nclosed and the pre-charge contactor is commanded open, if the bus\n\n\n \nvoltage begins to drop, it may be inferred that the primary contactor is\n\n\n \nstuck open. Under such conditions, the vehicle may not be operable.\n\n\nVehicle drivetrain bus\nIf during propulsion or active cooling, the drivetrain bus voltage does\n\n\nopen\nnot equal battery voltage for a specified duration of time, it may be\n\n\n \ninferred that the HV vehicle drivetrain bus is open. Under such\n\n\n \nconditions, the vehicle may not be propulsion capable but may be able\n\n\n \nto charge.\n\n\nSecondary contactor stuck\nUpon the secondary contactor being commanded closed, if the positive\n\n\nopen\nto chassis voltage (e.g., on the drivetrain bus) does not rise above a\n\n\n \nspecified threshold, the secondary relay may be inferred to be stuck\n\n\n \nopen. Under such conditions, the vehicle may not be propulsion\n\n\n \ncapable but may be able to charge.\n\n\nPrimary contactor stuck\nWhen contactors are commanded open, if the negative to chassis\n\n\nclosed\nvoltage (e.g., on the drivetrain bus) is above a specified threshold, it\n\n\n \nmay be inferred that the relay is stuck closed.\n\n\nSecondary contactor stuck\nWhen the secondary (e.g., propulsion relay) relay is commanded open\n\n\nclosed\nand the positive to chassis voltage (e.g., on the drive train bus) is\n\n\n \ngreater than a specified value it, may be inferred that the relay is stuck\n\n\n \nopen.\n\n\nCharger bus discharge\nUpon commanding the charger contactor and primary contactor open, if\n\n\nfailure\nthe charger bus voltage does not fall below a specified threshold within\n\n\n \na specified amount of time, it may be inferred both charger & primary\n\n\n \ncontactors are stuck closed and a discharge fault will set. Under such\n\n\n \nconditions, vehicle and charging operations may be not be permitted by\n\n\n \na HV safety system.\n\n\nVehicle drivetrain bus\nUpon commanding the secondary contactor and primary relay\n\n\ndischarge\ncontactor, if the vehicle drivetrain bus voltage does not fall below a\n\n\n \nspecified threshold within a specified amount of time it may be inferred\n\n\n \nthat the secondary and primary relays are stuck closed and a vehicle\n\n\n \ndrivetrain discharge fault will set. Under such conditions, vehicle\n\n\n \noperations may be not be permitted by a HV safety system.\n\n\nCharger bus shorted\nUpon charger and pre-charge contactors being commanded closed, if\n\n\n \nthe ESS current is above a specified threshold, it may be inferred the\n\n\n \ncharger bus is shorted. Under such conditions, vehicle propulsion may\n\n\n \nbe allowed until an associated 12 V battery is drained but the vehicle will\n\n\n \nnot be permitted to charge.\n\n\nVehicle drivetrain bus\nUpon secondary relay and pre-charge contactors being commanded\n\n\nshorted\nclosed, if the battery current is above a specified threshold, it may be\n\n\n \ninferred the vehicle drivetrain bus is shorted. Under such conditions the\n\n\n \nvehicle may not be propulsion capable but may be charging capable.\n\n\nCharger bus pre-charge\nWhen the charger and pre-charge contactors have been commanded\n\n\ntoo long\nclosed, but the voltage does not reach 95% of ESS voltage within a\n\n\n \nspecified time period, this diagnostic may be set. Under such\n\n\n \nconditions, vehicle propulsion may be allowed until an associated 12 V\n\n\n \nbattery is drained but the vehicle will not be permitted to charge.\n\n\nVehicle drivetrain bus\nUpon the secondary relay and pre-charge contactors being\n\n\npre-charge too long\ncommanded closed, if the vehicle drivetrain bus voltage does not reach\n\n\n \n95% of ESS voltage within a specified amount of time, it can be inferred\n\n\n \nthe bus is open, and this diagnostic may be set. Under such\n\n\n \nconditions the vehicle may not be propulsion capable but may be\n\n\n \ncharging capable.\n\n\n \n\n\n\n\n\n FIG. 5 illustrates a flow chart of an exemplary method 500 for pre-charging a HV branch using a common rail pre-charge circuit consistent with embodiments disclosed herein. In certain embodiments, the illustrated method 500 may be performed using, at least in part, a primary and/or secondary contactor associated with a common rail, a pre-charging circuit associated with the common rail, and/or one or more branch contactors. In further embodiments, any other suitable system or systems may be utilized.\nAt 502, the method may be initiated. At 504, a primary contactor may be opened. The primary contactor may be configured to selectively couple a first terminal (e.g., positive or negative) of a vehicle battery system to a common primary rail. At 506, a branch contactor of a plurality of branch contactors may be closed to selectively couple an associated vehicle module of a plurality of vehicle modules to a secondary rail coupled to a second terminal of the vehicle battery system. At 508, a pre-charging contactor included in a pre-charging circuit may be closed to couple the first terminal to the common primary rail across the pre-charging contactor and a pre-charging resistor disposed in series therewith. At 510, a determination may be made that the vehicle module has been pre-charged. If the vehicle module has been pre-charged, the primary contactor may be closed while the pre-charging contactor may be opened, thereby coupling the vehicle module to the first terminal of the battery system via the common primary rail and primary contactor. At 512, the method may terminate.\nAlthough the foregoing has been described in some detail for purposes of clarity, it will be apparent that certain changes and modifications may be made without departing from the principles thereof. Certain features of the embodiments disclosed herein may be configured and/or combined in any suitable configuration or combination. Additionally, certain systems and/or methods disclosed herein may be utilized in battery systems and/or ESS systems not included in a vehicle (e.g., a backup power battery system or the like). It is noted that there are many alternative ways of implementing both the processes and apparatuses described herein. Accordingly, the present embodiments are to be considered illustrative and not restrictive, and the invention is not to be limited to the details given herein, but may be modified within the scope and equivalents of the appended claims.\nThe foregoing specification has been described with reference to various embodiments. However, one of ordinary skill in the art will appreciate that various modifications and changes can be made without departing from the scope of the present disclosure. Various operational steps, as well as components for carrying out operational steps, may be implemented in alternate ways depending upon the particular application or in consideration of any number of cost functions associated with the operation of the system. Accordingly, any one or more of the steps may be deleted, modified, or combined with other steps. Further, this disclosure is to be regarded in an illustrative rather than a restrictive sense, a | Systems and methods disclosed herein provide for a distributed high-voltage bus for a battery system included in a vehicle. In certain embodiments, the systems and methods disclosed herein provide for a scalable high-voltage bus architecture utilizing a common high-voltage rail for powering vehicle systems and/or modules. Independent contactors may be utilized on the opposite rail to selective power high-voltage branches. In further embodiments, a common rail pre-charge circuit may be utilized allowing for independent pre-charging of HV branches and systems and/or modules coupled to the HV bus. | US:14/040,355 | https://patentimages.storage.googleapis.com/7b/93/4f/19bc7124453c41/US9802558.pdf | US:9802558 | Andrew J. Namou, Marc Reischmann, Marjorie A. Bassham, David J. Mifsud, James E. Tarchinski, Russell K. Steele | GM Global Technology Operations LLC | US:20090167197:A1, US:20120025768:A1, US:8497031, US:20130265292:A1, CN:202633778:U, CN:203032410:U | Not available | 2017-10-31 | 1. A system comprising:\na vehicle battery system;\na primary contactor configured to selectively couple a positive terminal of the vehicle battery system to a common primary rail;\na pre-charging circuit disposed in parallel with the primary contactor comprising a pre-charging contactor and a pre-charging resistor disposed in series;\na plurality of vehicle modules coupled to the common primary rail; and\na plurality of branch contactors, each branch contactor being associated with at least one vehicle module of the plurality of vehicle modules and being configured to selectively couple an associated vehicle module to a secondary rail coupled to a negative terminal of the vehicle battery system,\nwherein the pre-charging circuit is configured to perform independent pre-charging operations for branches associated with each of the plurality of branch contactors by selectively actuating the primary contactor, the pre-charging contactor, and the plurality of branch contactors.\n, a vehicle battery system;, a primary contactor configured to selectively couple a positive terminal of the vehicle battery system to a common primary rail;, a pre-charging circuit disposed in parallel with the primary contactor comprising a pre-charging contactor and a pre-charging resistor disposed in series;, a plurality of vehicle modules coupled to the common primary rail; and, a plurality of branch contactors, each branch contactor being associated with at least one vehicle module of the plurality of vehicle modules and being configured to selectively couple an associated vehicle module to a secondary rail coupled to a negative terminal of the vehicle battery system,, wherein the pre-charging circuit is configured to perform independent pre-charging operations for branches associated with each of the plurality of branch contactors by selectively actuating the primary contactor, the pre-charging contactor, and the plurality of branch contactors., 2. The system of claim 1, wherein the vehicle battery system is configured to provide electrical power to an electric motor of the vehicle., 3. The system of claim 1, wherein the plurality of vehicle modules comprise at least one of a traction power inverter module, an air conditioning control module, a cabin heater control module, an auxiliary power module, a heater system, a fast charging system, an onboard charge module, and an auxiliary high-voltage bus., 4. The system of claim 1, wherein the vehicle battery system comprises a high voltage battery system., 5. The system of claim 1, wherein at least one branch contactor is associated with more than one vehicle module of the plurality of vehicle modules., 6. A method comprising:\nopening a primary contactor, the primary contactor being configured to selectively couple a first terminal of a vehicle battery system to a common primary rail;\nclosing a pre-charging contactor included in a pre-charging circuit to couple the first terminal to the common primary rail across the pre-charging circuit, the pre-charging circuit disposed in parallel with the primary contactor comprising the pre-charging contactor and the pre-charging resistor disposed in series;\nclosing a branch contactor of a plurality of branch contactors to selectively couple an associated vehicle module of a plurality of vehicle modules to a secondary rail coupled to second terminal of the vehicle battery system; and\nwherein the pre-charging circuit is configured to perform independent pre-charging operations for branches associated with each of the plurality of branch contactors by selectively actuating the primary contactor, the pre-charging contactor, and the plurality of branch contactors.\n\n, opening a primary contactor, the primary contactor being configured to selectively couple a first terminal of a vehicle battery system to a common primary rail;, closing a pre-charging contactor included in a pre-charging circuit to couple the first terminal to the common primary rail across the pre-charging circuit, the pre-charging circuit disposed in parallel with the primary contactor comprising the pre-charging contactor and the pre-charging resistor disposed in series;, closing a branch contactor of a plurality of branch contactors to selectively couple an associated vehicle module of a plurality of vehicle modules to a secondary rail coupled to second terminal of the vehicle battery system; and\nwherein the pre-charging circuit is configured to perform independent pre-charging operations for branches associated with each of the plurality of branch contactors by selectively actuating the primary contactor, the pre-charging contactor, and the plurality of branch contactors.\n, wherein the pre-charging circuit is configured to perform independent pre-charging operations for branches associated with each of the plurality of branch contactors by selectively actuating the primary contactor, the pre-charging contactor, and the plurality of branch contactors., 7. The method of claim 6 further comprising:\ndetermining that the vehicle module has been pre-charged; and\nin response to determining that the vehicle module has been pre-charged, closing the primary contactor and opening the pre-charging contactor.\n, determining that the vehicle module has been pre-charged; and, in response to determining that the vehicle module has been pre-charged, closing the primary contactor and opening the pre-charging contactor., 8. The method of claim 7, wherein determining that the vehicle module has been pre-charged comprises determining that a capacitance of the vehicle module has reached a particular threshold., 9. The method of claim 7, wherein determining that the vehicle module has been pre-charged comprises determining that a particular time period has elapsed. | US | United States | Expired - Fee Related | B | True |
| 453 | Electrochemical cell having a safety device \n | WO2013103402A1 | NaN | An electrochemical cell (24) is provided including, but not limited to, a can (41), an output terminal (42, 43) for outputting current generated within the can, an electrode connected with the output terminal and which comprises a positive electrode and a negative electrode, electrolyte within the can, and a safety device (49) provided within the can. The safety device (49) is configured to interrupt or reduce electric current passing from the electrode assembly to the output terminal when terminal temperature inside the can exceeds a predetermined temperature. | PC:T/US2012/058257 | https://patentimages.storage.googleapis.com/6a/49/87/6f3267e21f1309/WO2013103402A1.pdf | NaN | Feng Li, Xugang Zhang | Johnson Controls Technology Company | US:4992339, JP:H05266877:A, JP:H05325943:A, EP:0862231:A1, JP:2000067847:A, WO:2010064755:A1 | Not available | 2013-05-30 | 1. An electrochemical cell comprising: , a can; , an output terminal for outputting current generated within the can; , an electrode assembly connected with the output terminal and which comprises a positive electrode and a negative electrode; , electrolyte within the can; and , a safety device provided within the can, wherein the safety device is configured to interrupt or reduce electric current passing from the electrode assembly to the output terminal when temperature inside the can exceeds a predetermined temperature. , 2. The electrochemical cell of claim 1 wherein the can is cylindrical. , 3. The electrochemical cell of claim 1 wherein the can is prismatic. , 4. The electrochemical cell of claim 1 , wherein the positive electrode and the negative electrode are wound around a mandrel, and wherein the safety device is provided within the mandrel. , 5. The electrochemical cell of claim 1, wherein the safety device is configured to reconnect and allow electric current to pass from the electrode assembly to the output terminal when the temperature inside the can drops to at or below the predetermined temperature. , 6. The electrochemical cell of claim 1, wherein the safety device interrupts electric current passing from the electrode assembly to the output terminal in response to temperature change and not in response to a change in pressure. , 7. The electrochemical cell of claim 1 further comprising a seal surrounding the safety device preventing the entry of electrolyte onto the safety device. , 8. The electrochemical cell of claim 1, wherein the safety device is a shunt style bimetallic thermal temperature regulating or limiting device. , 9. The electrochemical cell of claim 8, wherein the safety device automatically resets to allow the flow of electric current from the electrode assembly to the output terminal when the temperature inside the can is at or below the predetermined temperature. , 10. The electrochemical cell of claim 1, wherein the safety device is a thermal fuse, and wherein the thermal fuse is configured to interrupt the flow of electric current from the electrode assembly to the output terminal only when the temperature inside the can exceeds the predetermined temperature. , 11. The electrochemical cell of claim 10, wherein the predetermined temperature is from 120°C to 160°C. , 12. The electrochemical cell of claim 10, wherein the thermal fuse includes several thermal fuses connected in parallel. , 13. The electrochemical cell of claim 10, wherein the safety device includes a layer of positive temperature coefficient (PTC) material. , 14. The electrochemical cell of claim 13, wherein the layer of PTC material is positioned in between and in electrical communication with the electrode assembly and the output terminal. , 15. A standby power unit comprising the electrochemical cell of claim 1, wherein the standby power unit provides power which may be used as a substitute for power provided from an electrical grid. , 16. A method for controlling heat within an electrochemical cell, the electrochemical cell having a can, an output terminal for outputting current generated within the can, an electrode assembly connected with the output terminal and which comprises a positive electrode and a negative electrode, electrolyte within the can, and a safety device provided within the can, the method comprises: , interrupting or reducing the amount of electric current passing from the electrode assembly to the output terminal using the safety device, when temperature inside the can exceeds a predetermined temperature. , 17. The method of claim 16 wherein the can is cylindrical. , 18. The method of claim 16 wherein the can is prismatic. , 19. The method of claim 16, wherein the positive electrode and the negative electrode are wound around a mandrel, and wherein the safety device is provided within the mandrel. , 20. The method of claim 16, further comprising reconnecting the safety device to allow electric current to pass from the electrode assembly to the output terminal when the temperature inside the can drops to at or below the predetermined temperature. , 21. The method of claim 16, wherein the interrupting or reducing of the amount of electric current is in response to temperature change and not in response to a change in pressure. , 22. The method of claim 16, wherein the safety device is a shunt style bimetallic thermal temperature regulating or limiting device. , 23. The method of claim 16, wherein the safety device is a layer of positive temperature coefficient (PTC) material. , 24. The method of claim 23, wherein the layer of PTC material is positioned in between and in electrical communication with the electrode assembly and the output terminal. , 25. A battery system comprising: , a plurality of electrochemical cells, wherein each electrochemical cell includes a can, an output terminal for outputting current generated within the can, an electrode assembly connected with the output terminal and which comprises a positive electrode and a negative electrode, electrolyte within the can, and a safety device provided within the can, wherein the safety device is positioned between and electrically connected with the electrode assembly and the output terminal, and wherein the safety device is configured to interrupt or reduce the amount of electric current passing from the electrode assembly to the output terminal when temperature inside the can exceeds a predetermined temperature. , 26. The electrochemical cell of claim 25 wherein the can is cylindrical. , 27. The electrochemical cell of claim 25 wherein the can is prismatic. , 28. An xEV vehicle comprising the battery system of claim 25, wherein the battery system provides all or a portion of the motive power for the vehicle. , 29. The battery system of claim 25, wherein the positive electrode and the negative electrode are wound around a mandrel, and wherein the safety device is provided within the mandrel. , 30. The battery system of claim 25, wherein the safety device is configured to reconnect and allow electric current to pass from the electrode assembly to the output terminal when the temperature inside the can drops to at or below the predetermined temperature. , 31. The battery system of claim 25, wherein the safety device interrupts electric current passing from the electrode assembly to the output terminal in response to temperature change and not in response to a change in pressure. , 32. The battery system of claim 25 further comprising a seal surrounding the safety device preventing the entry of electrolyte onto the safety device. , 33. The battery system of claim 25, wherein the safety device is a shunt style bimetallic thermal temperature regulating or limiting device. , 34. The battery system of claim 25, wherein the safety device is a layer of positive temperature coefficient (PTC) material. , 35. The battery system of claim 34, wherein the layer of PTC material is positioned in between and in electrical communication with the electrode assembly and the output terminal. | WO | WIPO (PCT) | NaN | H | True |
| 454 | 전기 자동차등 탈것의 배터리 충전장치 및 방법 \n | WO2017200277A1 | NaN | 자동차나 전기 항공기나 전기 선박 전기 잠수함등의 탈 것의 배터리를 캐리어의 가방등의 내부에 형성하여 캐리어 가방 내부에 형성된 배터리를 손잡이를 빼내고 넣을 수 있게 형성된 캐리어 가방을 콘센트와 플러그식의 장착장치에서 통째로 빼내어 자동차나 전기 항공기나 전기 선박 전기 잠수함등의 탈 것의 전면이나 측면 후면등에 형성된 배터리가 내장된 캐리어를 배터리 삽입용 문을 열고 배터리 삽입용 문이 배터리가 내장된 캐리어의 자동차나 전기 항공기나 전기 선박 전기 잠수함등의 탈 것에 삽입하는 곳까지 이동하는 것을 돕는 여닫이식의 문이 되어 경사판이 되게 하거나 삽입용 문의 내측에 경사판이 될 수 있는 판을 내장하거나 형성하여 배터리 삽입용 문을 연 뒤에 경사판이 될 수 있는 판을 빼내어 경사판을 형성하여 배터리가 내장된 캐리어를 경사판을 통하여 밀어 올려서 자동차나 전기 항공기나 전기 선박 전기 잠수함등의 탈 것의 배터리가 장착되는 위치에 배터리가 내장된 캐리어를 장착하고 배터리가 내장된 캐리어의 일측에는 플러그와 콘센트식의 전원연결구가 형성되며 자동차나 전기 항공기나 전기 선박 전기 잠수함등의 탈 것의 배터리 장착 위치에 형성되는 콘센트나 플러그식의 전원 연결구에 삽입하여 연결하도록 하는 것이며 연결한 뒤에는 배터리가 내장된 캐리어를 고정하는 고정구에 의하여 고정시키는 것이다. 배터리가 내장된 캐리어는 충전하고자 하는 경우에는 배터리가 내장된 캐리어를 자동차나 전기 항공기나 전기 선박 전기 잠수함등의 탈 것에서 빼내어 집으로 가지고 들어 가서 가정이나 직장의 콘센트에 배터리가 내장된 캐리어에 형성된 플러그를 삽입하여 충전시키며 집에서 쉬는 시간 또는 취침시간등에 충분히 충전이 되면 플러그를 빼내어 자동차나 전기 항공기나 전기 선박 전기 잠수함등의 탈 것으로 배터리가 내장된 캐리어를 이동시켜서 상기한 바와 같이 자동차나 전기 항공기나 전기 선박 전기 잠수함등의 탈 것의 전원 연결구에 연결하여 자동차나 전기 항공기나 전기 선박 전기 잠수함등의 탈 것의 전원으로 사용하는 것이다. | PC:T/KR2017/005078 | https://patentimages.storage.googleapis.com/81/12/55/a648199aa2ac04/WO2017200277A1.pdf | NaN | 이정용 | 이정용 | JP:2004304950:A, KR:20120092770:A, KR:20130067868:A, KR:20140006265:A, KR:20160020538:A | Not available | 2017-11-23 | 전기차(승용차,버스,트럭등 포함)나 플러그 인 하이브리드 자동차나 일반 자동차나 전기 항공기나 전기 선박 전기 잠수함등의 탈 것의 내부에 배터리를 장착할 수 있는 플러그와 콘센트식등의 전원 연결장치를 하고 자동차나 전기 항공기나 전기 선박 전기 잠수함등의 탈 것의 배터리를 통째로 배터리가 형성되는 위치에서 빼내었다가 배터리가 형성되는 위치에 삽입하여 배터리를 장착할 수 있는 플러그와 콘센트식등의 전원 연결장치로 연결시키는 것을 특징으로 하는 전기 자동차나 전기 항공기나 전기 선박 전기 잠수함등의 탈 것의 배터리 충전장치., 제 1항에서, 자동차나 전기 항공기나 전기 선박 전기 잠수함등의 탈 것의 배터리를 바퀴가 달린 캐리어의 가방등의 내부에 형성하여 , 캐리어 가방 내부에 형성된 배터리를 손잡이가 형성되거나 손잡이를 빼내고 넣을 수 있게 형성된 캐리어 가방을 콘센트와 플러그식의 장착장치에서 플러그와 함께 통째로 빼내어 자동차나 전기 항공기나 전기 선박 전기 잠수함등의 탈 것의 전면이나 측면 후면등에 형성된 배터리가 내장된 캐리어를 문을 열고 삽입하게 되는 것을 특징으로 하는 자동차나 전기 항공기나 전기 선박 전기 잠수함등의 탈 것의 배터리 충전장치., 제 2항에서 , 배터리 삽입용 문이 배터리가 내장된 캐리어의 자동차나 전기 항공기나 전기 선박 전기 잠수함등의 탈 것에 삽입하는 곳까지 이동하는 것을 돕는 여닫이식의 문이 되어 경사판이 되게 하거나 삽입용 문의 내측에 경사판이 될 수 있는 판을 내장하거나 형성하여 배터리 삽입용 문을 연 뒤에 경사판이 될 수 있는 판을 빼내어 경사판을 형성하여 배터리가 내장된 캐리어를 경사판을 통하여 수동 또는 구동모터로 밀어 올려서 자동차나 전기 항공기나 전기 선박 전기 잠수함등의 탈 것의 배터리가 장착되는 위치에 배터리가 내장된 캐리어를 장착하고 배터리가 내장된 캐리어의 일측에는 플러그나 콘센트식의 전원연결구가 형성되며 자동차나 전기 항공기나 전기 선박 전기 잠수함등의 탈 것의 배터리 장착 위치에 형성되는 콘센트나 플러그식의 전원 연결구에 삽입하여 연결하도록 하는 것을 특징으로 하는 자동차나 전기 항공기나 전기 선박 전기 잠수함등의 탈 것의 배터리 충전장치., 제 1항 내지 제 3항중의 어느 한 항에 있어서 , 배터리가 내장된 캐리어의 일측에는 플러그나 콘센트식의 전원연결구가 형성되며 자동차나 전기 항공기나 전기 선박 전기 잠수함등의 탈 것의 배터리 장착 위치에 형성되는 콘센트나 플러그식의 전원 연결구에 삽입하여 연결한 뒤에는 배터리가 내장된 캐리어를 고정하는 고정구가 형성되며 배터리가 내장된 캐리어를 고정하는 고정구에 의하여 고정시키는 것을 특징으로 하는 자동차나 전기 항공기나 전기 선박 전기 잠수함등의 탈 것의 배터리 충전장치., 전기차(승용차,버스,트럭등 포함)나 플러그 인 하이브리드 자동차나 일반 자동차나 전기 항공기나 전기 선박 전기 잠수함등의 탈 것의 내부에 배터리를 장착할 수 있는 플러그와 콘센트식등의 전원 연결장치를 하고 자동차나 전기 항공기나 전기 선박 전기 잠수함등의 탈 것의 배터리를 통째로 배터리가 형성되는 위치에서 빼내었다가 배터리가 형성되는 위치에 삽입하여 배터리를 장착할 수 있는 플러그와 콘센트식등의 전원 연결장치로 연결시키는 것을 특징으로 하는 전기 자동차나 전기 항공기나 전기 선박 전기 잠수함등의 탈 것의 배터리 충전방법., 제 5항에서, 자동차나 전기 항공기나 전기 선박 전기 잠수함등의 탈 것의 배터리를 바퀴가 달린 캐리어의 가방등의 내부에 형성하여 , 캐리어 가방 내부에 형성된 배터리를 손잡이가 형성되거나 손잡이를 빼내고 넣을 수 있게 형성된 캐리어 가방을 콘센트와 플러그식의 장착장치에서 플러그와 함께 통째로 빼내어 자동차나 전기 항공기나 전기 선박 전기 잠수함등의 탈 것의 전면이나 측면 후면등에 형성된 배터리가 내장된 캐리어를 문을 열고 삽입하게 되는 것을 특징으로 하는 자동차나 전기 항공기나 전기 선박 전기 잠수함등의 탈 것의 배터리 충전방법., 제 6항에서 , 배터리 삽입용 문이 배터리가 내장된 캐리어의 자동차나 전기 항공기나 전기 선박 전기 잠수함등의 탈 것에 삽입하는 곳까지 이동하는 것을 돕는 여닫이식의 문이 되어 경사판이 되게 하거나 삽입용 문의 내측에 경사판이 될 수 있는 판을 내장하거나 형성하여 배터리 삽입용 문을 연 뒤에 경사판이 될 수 있는 판을 빼내어 경사판을 형성하여 배터리가 내장된 캐리어를 경사판을 통하여 밀어 올려서 자동차나 전기 항공기나 전기 선박 전기 잠수함등의 탈 것의 배터리가 장착되는 위치에 배터리가 내장된 캐리어를 장착하고 배터리가 내장된 캐리어의 일측에는 플러그나 콘센트식의 전원연결구가 형성되며 자동차나 전기 항공기나 전기 선박 전기 잠수함등의 탈 것의 배터리 장착 위치에 형성되는 콘센트나 플러그식의 전원 연결구에 삽입하여 연결하도록 하는 것을 특징으로 하는 자동차나 전기 항공기나 전기 선박 전기 잠수함등의 탈 것의 배터리 충전방법., 제 5항 내지 제 7항중의 어느 한 항에 있어서 , 배터리가 내장된 캐리어의 일측에는 플러그나 콘센트식의 전원연결구가 형성되며 자동차나 전기 항공기나 전기 선박 전기 잠수함등의 탈 것의 배터리 장착 위치에 형성되는 콘센트나 플러그식의 전원 연결구에 삽입하여 연결한 뒤에는 배터리가 내장된 캐리어를 고정하는 고정구가 형성되며 배터리가 내장된 캐리어를 고정하는 고정구에 의하여 고정시키는 것을 특징으로 하는 자동차나 전기 항공기나 전기 선박 전기 잠수함등의 탈 것의 배터리 충전방법., 배터리가 내장된 캐리어는 충전하고자 하는 경우에는 배터리가 내장된 캐리어를 자동차나 전기 항공기나 전기 선박 전기 잠수함등의 탈 것에서 빼내어 집으로 가지고 들어 가서 가정의 콘센트에 배터리가 내장된 캐리어에 형성된 플러그를 삽입하여 충전시키며 집에서 쉬는 시간 또는 취침시간등에 충분히 충전이 되면 또는 출근한 회사의 콘센트에 꽂아서 충전한 뒤에 플러그를 빼내어 자동차나 기술적으로 충분히 가능한 전기 항공기나 전기 선박 전기 잠수함등의 탈 것으로 배터리가 내장된 캐리어를 이동시켜서 상기한 바와 같이 자동차나 전기 항공기나 전기 선박 전기 잠수함등의 탈 것의 전원 연결구에 연결하여 자동차나 전기 항공기나 전기 선박 전기 잠수함등의 탈 것의 전원으로 사용하는 것을 특징으로 하는 자동차나 전기 항공기나 전기 선박 전기 잠수함등의 탈 것의 배터리 충전방법., 제 1항 내지 제 4항중의 어느 한 항에 있어서 , 플러그는 전기줄이 말려서 캐리어 내부로 들어 가고 뺄 수 있는 수단이 형성되는 것을 특징으로 하는 자동차나 전기 항공기나 전기 선박 전기 잠수함등의 탈 것의 배터리 충전장치., 제 1항 내지 제 4항 또는 제 10항중의 어느 한 항에 있어서 , 배터리가 내장된 캐리어의 바퀴는 전동모터에 의해서 구동되며 캐리어의 일측에 스위치가 형성되는 것을 특징으로 하는 자동차나 전기 항공기나 전기 선박 전기 잠수함등의 탈 것의 배터리 충전장치., 제 11항에서 , 배터리가 내장된 캐리어의 바퀴는 2개 이상이며 캐리어의 앞 부분에는 핸들이 형성이 되며 핸들은 앞 바퀴를 좌 또는 우로 회전시켜서 방향 조종이 가능하게 형성되는 것을 특징으로 하는 자동차나 전기 항공기나 전기 선박 전기 잠수함등의 탈 것의 배터리 충전장치., 제 12항에서 , 캐리어의 하부에는 발을 디딜 수 있는 면이 형성이 되고 그 면에 바퀴가 2개 이상 형성되어 배터리가 내장된 캐리어의 하부 면을 발로 디디고 서서 이동할 수 있게 되는 것을 특징으로 하는 자동차나 전기 항공기나 전기 선박 전기 잠수함등의 탈 것의 배터리 충전장치., 제 11항에서 , 배터리가 내장된 캐리어의 바퀴는 2개 이상이며 캐리어의 앞 부분에는 핸들이 형성이 되며 핸들은 앞 바퀴를 좌 또는 우로 회전시켜서 방향 조종이 가능하게 형성되는 경우에 캐리어의 상부에는 앉을 수 있는 좌석이 형성되어 캐리어에 앉아서 운전하여 이동이 가능하게 되는 것을 특징으로 하는 자동차나 전기 항공기나 전기 선박 전기 잠수함등의 탈 것의 배터리 충전장치., 제 1항 내지 제 4항 또는 제 10항 내지 제 14항중의 어느 한 항에 있어서, 배터리가 내장된 캐리어에는 냉각기가 형성되는 것을 더 포함하는 것을 특징으로 하는 자동차나 전기 항공기나 전기 선박 전기 잠수함등의 탈 것의 배터리 충전장치., 제 1항 내지 제 4항 또는 제 10항 내지 제 15항중의 어느 한 항에 있어서, 배터리가 내장된 캐리어에는 배터리제어기가 형성되는 것을 더 포함하는 것을 특징으로 하는 자동차나 전기 항공기나 전기 선박 전기 잠수함등의 탈 것의 배터리 충전장치., 제 1항 내지 제 4항 또는 제 10항 내지 제 16항중의 어느 한 항에 있어서, 자동차나 전기 항공기나 전기 선박 전기 잠수함등의 탈 것의 내부에는 보조배터리가 형성되어 있는 것을 특징으로 하는 자동차나 전기 항공기나 전기 선박 전기 잠수함등의 탈 것의 배터리 충전장치., 제 5항 내지 제 9항중의 어느 한 항에 있어서 , 플러그는 전기줄이 말려서 캐리어 내부로 들어 가고 뺄 수 있는 수단이 형성되거나 배터리가 내장된 캐리어의 바퀴는 전동모터에 의해서 구동되며 캐리어의 일측에 스위치가 형성되거나 배터리가 내장된 캐리어에는 냉각기가 형성되거나 배터리가 내장된 캐리어에는 배터리제어기가 형성되며 자동차나 전기 항공기나 전기 선박 전기 잠수함등의 탈 것의 내부에는 보조배터리가 형성되어 있으며 구동배터리도 별도로 형성되어 있는 것을 특징으로 하는 자동차나 전기 항공기나 전기 선박 전기 잠수함등의 탈 것의 배터리 충전방법., 제 1항 내지 제 4항 또는 제 10항 내지 제 17항중의 어느 한 항에 있어서, 배터리가 내장된 캐리어의 배터리를 감싸는 가방 부분은 티타늄으로 되는 것을 특징으로 하는 자동차나 전기 항공기나 전기 선박 전기 잠수함등의 탈 것의 배터리 충전장치., 제 1항 내지 제 4항 또는 제 10항 내지 제 14항 또는 제 16항 내지 제 19항중의 어느 한 항에 있어서, 배터리가 내장된 캐리어에는 AC/DC 어댑터가 형성되어 있는 것을 더 포함하는 것을 특징으로 하는 자동차나 전기 항공기나 전기 선박 전기 잠수함등의 탈 것의 배터리 충전장치., 제 1항 내지 제 4항 또는 제 10항 내지 제 14항 또는 제 16항 내지 제 20항중의 어느 한 항에 있어서, 배터리가 내장된 캐리어와 보조 배터리는 일반적인 전기자동차의 충전방법과 같이 전기충전소에서 충전기에 의하여도 충전이 되도록 충전플러그가 전기 자동차나 전기 항공기나 전기 선박 전기 잠수함등의 탈 것과 배터리가 내장된 캐리어에 각 각 형성되어 충전되도록 하는 것을 더 포함하는 것을 특징으로 하는 자동차나 전기 항공기나 전기 선박 전기 잠수함등의 탈 것의 배터리 충전장치., 제 5항 내지 제 9항 또는 제 18항중의 어느 한 항에 있어서 , 배터리가 내장된 캐리어와 보조 배터리는 일반적인 전기자동차의 충전방법과 같이 전기충전소에서 충전기에 의하여도 충전이 되도록 충전플러그가 전기 자동차나 전기 항공기나 전기 선박 전기 잠수함등의 탈 것과 배터리가 내장된 캐리어에 각 각 형성되어 충전되도록 하거나 배터리가 내장된 캐리어를 자동차에서 빼내어 가정용 전기로 충전시킬 수도 있게 하는 것을 더 포함하는 것을 특징으로 하는 자동차나 전기 항공기나 전기 선박 전기 잠수함등의 탈 것의 배터리 충전방법., 제 12항에서, 캐리어의 하부에는 발을 디딜 수 있는 면이 형성이 되고 그 면에 바퀴가 2개 이상 형성되어 배터리가 내장된 캐리어의 하부 면을 발로 디디고 서서 이동할 수 있게 되는 것의 발을 디딪는 면이 2개로 접히고 펼 수 있도록 접이구와 접고 펼때고정시키는 고정구가 형성되는 것을 특징으로 하는 자동차나 전기 항공기나 전기 선박 전기 잠수함등의 탈 것의 배터리 충전장치., 제 1항 내지 제 4항 또는 제 10항 내지 제 14항 또는 제 16항 내지 제 20항또는 제 23항중의 어느 한 항에 있어서, 배터리가 내장된 캐리어에는 USB 포트등이 형성되는 것을 더 포함하는 것을 특징으로 하는 자동차나 전기 항공기나 전기 선박 전기 잠수함등의 탈 것의 배터리 충전장치., 제 1항 내지 제 4항 또는 제 10항 내지 제 16항중의 어느 한 항에 있어서, 자동차나 전기 항공기나 전기 선박 전기 잠수함등의 탈 것의 내부에는 보조배터리가 형성되어 있으며 구동배터리도 별도로 형성되어 있는 것을 특징으로 하는 자동차나 전기 항공기나 전기 선박 전기 잠수함등의 탈 것의 배터리 충전장치., 제 25항의 구동배터리는 배터리가 내장된 캐리어의 구동 배터리와 병렬로 연결되도록 형성되며 연결부위에는 스위치가 형성되는 것을 특징으로 하는 자동차나 전기 항공기나 전기 선박 전기 잠수함등의 탈 것의 배터리 충전장치., , , , | WO | WIPO (PCT) | NaN | B | True |
| 455 | Battery systems having multiple independently controlled sets of battery cells \n | US9960458B2 | This application claims priority to, and the benefit of, U.S. Provisional Patent Application No. 62/183,337, filed Jun. 23, 2015, the entire contents of which are herein incorporated by reference in its entirety for all purposes.\nThe present disclosure relates to battery systems having multiple sets of battery cells such that these sets are independently controlled during operation of the battery systems. More specifically, each set may be independently discharged and/or charged and have a different state of charge than any other set in the same battery system.\nBattery systems are becoming more prevalent in a variety of electronic applications, from consumer electronics to electric vehicles. However, many challenges still remain to be addressed before these battery systems will compete or overtake conventional energy and power sources. For a long time, car batteries were primarily used to start vehicle internal combustion engines and/or supply electricity to various electronics of the vehicles, but were not used to power the drivetrain. With the advent of new battery technologies, more vehicles now utilize battery systems as a traction power source, such as traction batteries or secondary batteries for electrical vehicles. Most secondary (i.e., rechargeable) batteries useful as traction power sources, particularly high energy density batteries, do not function well at low temperatures and/or become unsafe or quickly degrade at high temperatures. Furthermore, different types of batteries may have different performance characteristics. For example, some batteries may have high energy density but low power output. Other batteries have high power output but low energy density. Power output characteristics may also vary differently with the state of charge for different types of batteries. Finally, different types of batteries have different operating temperature requirements.\nWhen a particular type of battery cells is used for a particular application, it is often very difficult to address various different and often competing requirements, which results in many design compromises. For example, in a vehicle application, increasing the power output of a battery cell, which is needed to accelerate the vehicle, generally causes reduction in the cells' energy density, which reduces the range of the vehicle. At the same time, when different battery types are integrated into the same battery system, these challenges are further complicated by system requirements for exchanging energy (e.g., heat, electricity) between the different battery types, in ways that are efficient and commercially cost-effective.\nConventional battery systems and thermal management systems thereof have been inadequate to address the aforementioned challenges. Furthermore, conventional battery systems generally use a single type of battery for a given application. For example, an electrical car is typically powered by a single type of lithium ion battery, e.g., lithium cobalt oxide batteries, lithium iron phosphate batteries, and the like. As such, much work is still needed in the field to which the instant disclosure pertains to improve performance of battery systems, to more efficiently utilize new battery materials, and to integrate more than one type of battery into a given application.\nProvided are battery systems having multiple independently controlled sets of battery cells and method of using these systems to power, for example, drive trains of electric and hybrid vehicles. A battery system includes two or more sets of battery cells. Each set can be discharged and/or charged independently of another set based on different factors, such as a current power demand, power output capabilities of each set, and other like factors. One or multiple sets can be used to deliver power at any given time. In some embodiments, one set may be used to charge another set in the same power system. The same or different types of battery cells may be used in different sets. For example, one set may have battery cells having a higher power output capability, such as cells having lithium intercalation materials or lithium alloying materials. Another set may have battery cells with a higher energy density, such as cells having conversion chemistry materials. This power output capability relationship may remain for some operating conditions. However, in some cases, for example, at some temperatures, discharge states, and other conditions, the power output capability relationship may be different. Various power output capability relationships are described below and will be generally understood by one having ordinary skill in the art.\nIn some embodiments, a method includes providing a battery system including a first set of one or more first battery cells and a second set of one or more second battery cells. The first set has a first power output capability when the first set is at a first state of charge. The second set has a second power output capability when the second set is at a second state of charge. At this state, the second power output capability may be greater than the first power output capability. This may be attributed to the different state of charge, different types of batteries, and/or other factors. The method may proceed with discharging the first set to the first state of charge. At this point, after the first set is discharged to the first state of charge, the second set is at the second state of charge. The method may proceed with discharging the second set below the second state of charge, for example, right after the first set is discharged to the first state of charge. In this case, the set with a higher power capability (the second set having the second power output capability in the above example) is used for the discharge. The second set may be selected for the discharge based on the current power demand of a load device, for example. It should be noted that both sets may have the same types of cells, in some embodiments, and the higher power capability may be achieved by having certain conditions in one set (e.g., higher temperature, higher state of charge) than in the other set having a lower power output capability. Alternatively, different sets may be formed from different types of cells and power capability may depend on the type of cells in addition to the conditions at which cells are currently in (e.g., state of charge, temperature).\nAlso provided is a battery system including a first set of one or more first battery cells, a second set of one or more second battery cells, and controller. The one or more first battery cells include a conversion chemistry material. The one or more second battery cells include a lithium intercalation material or a lithium alloying material. The one or more second battery cells may alternatively include a second type of conversion chemistry material or a hybrid combination of a conversion chemistry material with a lithium intercalation material or a lithium alloying material. The controller is configured to monitor the state of charge of each of the first set and the second set and electrically coupling one or more of the first set and the second set to a load device.\nProvided also is a method of operating a battery system having two different sets of battery cells. The method may involve providing the battery system including a first set of one or more first battery cells and a second set of one or more second battery cells. The first set has a first power output capability and a first energy density. The second set has a second power output capability and a second energy density. In certain conditions, the first power output capability is higher than the second power output capability. It should be noted that the power output capability of each set may vary with the state of charge, temperature, and other conditions of each set. It may also be a factor of the type of cells used in each set. In some cases, the reference may be made to average power output capabilities to differentiate cells and corresponding sets that on average have higher or lower power output capabilities than other cells and corresponding sets. The average power output capabilities represent averages over different operating conditions of the first and second sets for a given application. In some embodiments, the first energy density is lower than the second energy density. The method may proceed with selectively discharging one or both of the first set and the second set based on a current power demand and based on the second power output capability. Specifically, if the current power demand is greater than the current second power output capability (which may also change over time), then the first set may be discharged during this operation. The first set may be discharge by itself or together with discharging the second set. Alternatively, if the current power demand is less than the current second power output capability (which may also change over time), then the second set may be discharged by itself. The method may involve repeating discharging at least once for a new power demand.\nAlso provided is a battery system including a first set of one or more first battery cells and a second set of one or more second battery cells. The first set has a first power output capability and a first energy density. The one or more first battery cells include a conversion chemistry material. The second set has a second power output capability and a second energy density. The first power output capability is in certain conditions higher than the second power output capability. The first energy density is lower than the second energy density.\nAlso provided is a drive train including a first motor control unit, second motor control unit, first set of one or more first battery cells electrically coupled to the first motor control unit, second set of one or more second battery cells electrically coupled to the second motor control unit, and electrical motor. The operating voltage of the first set is different from the operating voltage of the second set. The electrical motor includes a first stator, second stator, and rotor electromagnetically coupled to the first stator and second stator. The first motor control unit is electrically coupled to the first stator and the rotor, while the second motor control unit is electrically coupled to the second stator and the rotor.\nAlso provided is a drive train including a first motor control unit, second motor control unit, first set of one or more first battery cells electrically coupled to the first motor control unit, second set of one or more second battery cells electrically coupled to the second motor control unit, and electrical motor. The operating voltage of the first set is different from the operating voltage of the second set. The electrical motor includes a first rotor, second rotor, and stator electromagnetically coupled to the first rotor and the second rotor. The first motor control unit is electrical coupled to the first rotor and the stator, while the second motor control unit is electrical coupled to the second rotor and the stator.\nAlso provide is an electrically powered vehicle including a first motor control unit, second motor control unit, first set of one or more battery cells electrically coupled to the first motor control unit, and second set of one or more battery cells electrically coupled to the second motor control unit. The operating voltage of the first set is different from the operating voltage of the second set. The electrical vehicle also includes a first electrical motor electrically coupled to the first motor control unit and a second electrical motor electrically coupled to the second motor control unit. Furthermore, the electrical vehicle includes a first wheel and second wheel for supporting the electrically powered vehicle on a road. The first wheel is mechanically coupled to the first electrical motor, while the second wheel is mechanically coupled to the second electrical motor. Additional wheels may be included as well.\nThese and other embodiments are described further below with reference to the figures.\nHaving thus described examples of the disclosure in general terms, reference will now be made to the accompanying drawings, which are not necessarily drawn to scale, and wherein like reference characters designate the same or similar parts throughout the several views, and wherein:\n FIG. 1 is a more specific representation of a battery system, in accordance with some embodiments.\n FIG. 2A illustrates a schematic discharge curve of a single battery cell, in accordance with some embodiments.\n FIG. 2B illustrates schematic plots representing power capabilities and state of charges of a battery system and individual sets of battery cells in this battery system, in accordance with some embodiments.\n FIG. 2C is a schematic representation of the battery system providing the power capabilities shown in FIG. 2B, in accordance with some embodiments.\n FIG. 2D is a process flowchart corresponding to a method of operating the battery system shown in FIG. 2C to achieve the power capabilities shown in FIG. 2B, in accordance with some embodiments.\n FIG. 3A-1 illustrates two schematic discharge curves of different types of battery cells as a function of the state of charge, in accordance with some embodiments.\n FIG. 3A-2 illustrates schematic power capability plots for two different types of battery cells as a function of the battery cell temperature, in accordance with some embodiments.\n FIG. 3B illustrates schematic examples of power demand and temperature of a drive train (and of a battery system) for a vehicle application, in accordance with some embodiments\n FIG. 3C illustrates schematic examples of power demand and power capabilities of each set of battery cells in a battery system as well as the overall power capability of the entire system, in accordance with some embodiments.\n FIG. 3D-1 is a schematic representation of the battery system providing the power capabilities shown in FIG. 3C, in accordance with some embodiments.\n FIG. 3D-2 is a schematic representation of a heat management in a vehicle including a battery system, in accordance with some embodiments.\n FIG. 3E-1 is a process flowchart corresponding to a method of operating the battery system to achieve the power capabilities shown in FIG. 3C, in accordance with some embodiments.\n FIG. 3E-2 is a process flowchart corresponding to an example of a method of operating a battery system, in accordance with some embodiments.\n FIG. 4A is a schematic representation of a battery system having different rotors of the same motor powered by different batteries, in accordance with some embodiments.\n FIG. 4B is a schematic representation of a battery system having different stators of the same motor powered by different batteries, in accordance with some embodiments.\n FIG. 4C is a schematic representation of a battery system having different motors powered by different batteries, in accordance with some embodiments.\n FIG. 4D is a schematic representation of vehicle including a battery system shown in FIG. 4C, in accordance with some embodiments.\n FIGS. 5A and 5B are schematic representations of an battery cell, in accordance with some embodiments.\nAny elements and/or components, represented with dashed lines, indicate alternative or optional aspects of the disclosure. Environmental elements, if any, are represented with dotted lines.\nIn the following description, numerous specific details are set forth in order to provide a thorough understanding of the presented concepts. The presented concepts may be practiced without some or all of these specific details. In other instances, well known process operations have not been described in detail so as to not unnecessarily obscure the described concepts. While some concepts will be described in conjunction with the specific embodiments, it will be understood that these embodiments are not intended to be limiting.\nThe following description is presented to enable one of ordinary skill in the art to make and use the invention and to incorporate it in the context of particular applications. Various modifications, as well as a variety of uses in different applications will be readily apparent to those skilled in the art, and the general principles defined herein may be applied to a wide range of embodiments. Thus, the present invention is not intended to be limited to the embodiments presented, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.\nIn the following detailed description, numerous specific details are set forth in order to provide a more thorough understanding of the present invention. However, it will be apparent to one skilled in the art that the present invention may be practiced without necessarily being limited to these specific details. In other instances, well-known structures and devices are shown in block diagram form, rather than in detail, in order to avoid obscuring the present invention.\nAll the features disclosed in this specification, (including any accompanying claims, abstract, and drawings) may be replaced by alternative features serving the same, equivalent or similar purpose, unless expressly stated otherwise. Thus, unless expressly stated otherwise, each feature disclosed is one example only of a generic series of equivalent or similar features.\nFurthermore, any element in a claim that does not explicitly state “means for” performing a specified function, or “step for” performing a specific function, is not to be interpreted as a “means” or “step” clause as specified in 35 U.S.C. Section 112, Paragraph f. In particular, the use of “step of” or “act of” in the Claims herein is not intended to invoke the provisions of 35 U.S.C. 112, Paragraph f.\nPlease note, if used, the labels left, right, front, back, top, bottom, forward, reverse, clockwise and counter clockwise have been used for convenience purposes only and are not intended to imply any particular fixed direction. Instead, they are used to reflect relative locations and/or directions between various portions of an object.\nConventional battery systems typically use the same type of battery cells throughout the entire system, which compromises many performance characteristics. Furthermore, many of these battery cells have reduced performance at low temperatures, such as at −20° C., which is a possible operating temperature of a vehicle used in a cold climate. Conventional approaches to ensure adequate performance at low temperatures include using oversized battery packs, using cells optimized for power (especially at low temperature) instead of energy, and decreasing the operating/storage temperature range of the vehicle. However, these approaches increase the cost of the vehicle and/or ultimately sacrifice its performance.\nProvided are battery systems and method of using these systems to power drive trains of electric and hybrid vehicles, for example. A battery system includes two or more independently controlled sets of battery cells, which may be also referred to as a battery packs. One example of battery system 100 is presented in FIG. 1. Each set can be discharged and/or charged independently of any other set based on different factors, such as the current power demand from a load device, the current power output capability of each set, and other like factors. For example, if the current power demand is greater than the current power output capability of one (first) set (e.g., due to its state of charge, temperature, or other factors), one or more other sets may be discharged (in addition or instead of the first set). One or more sets can be used to deliver power at any given time. Furthermore, one set can be used to charge another set. For example, one set may have battery cells having higher power output capabilities, such as cells having lithium intercalation materials or lithium alloying materials. This set may be referred to as a power set. Another set may have battery cells with higher energy density, such as cells having conversion chemistry materials. This set may be referred to as an energy set. The energy set may be used to charge the power set when the power demand from a load device allows performing this cross-charging. In some embodiments, the energy set is discharged first if its power output capability is sufficient to meet the current power demand. In this case, the power set may be used when the power from the energy set is not sufficient. For example, the power set may be discharged together with the energy set or instead of the energy set. The energy density capacity of the energy set may be higher than that of the power set.\nThe same or different types of battery cells may be used in different sets. For example, the battery cells of the power set may include a lithium intercalation material or a lithium alloying material. The power set may also include a liquid electrolyte or a gel electrolyte. The power set may also include a carbon anode or a lithium metal anode. Without being restricted to any particular theory, it is believed that a battery cell with a liquid electrolyte generally has a higher power output capability than a similar battery cell with a solid electrolyte because of a generally higher ionic mobility of liquid electrolytes than solid electrolytes. At the same time, the battery cell with the solid electrolyte may be designed to have a higher energy density (than the similar cell with the liquid electrolyte) by using various electrode active materials, which may be not suitable for the liquid electrolyte cell. Some of these materials include lithium metal, which is generally unsuitable for secondary batteries with liquid electrolytes. In some embodiments, the power set may include one or more cells containing LiFePO4 in their positive electrodes. In some other embodiments, the power set may include one or more cells containing Li(NixMnyCoz)O2 in their positive electrodes. In some other embodiments, the power set may include one or more cells containing Li(NixCoyAlz)O2 in their positive electrodes. In some other embodiments, the power set may include one or more cells containing LiCoO2 in their positive electrodes.\nIn some embodiments, the power set may include one or more cells containing a lithium rich nickel manganese cobalt oxide. Other examples of active materials suitable for energy cells are described below.\nThe battery cells of the energy set may include a conversion chemistry material, such as FeF2, FeOdF3−2d (where 0≤d≤0.5), FeF3, CoF3, CoF2, CuF2, NiF2, or combinations thereof. Other examples of active materials suitable for power cells are described below. These cells may also include a solid electrolyte as further described below. These cells may also include a gel (e.g., U.S. Pat. No. 5,296,318) electrolyte as further described below. These cells may also include a liquid electrolyte as further described below. In some embodiments, the energy set may include one or more cells containing FeF3 on their positive electrodes. In the same embodiments, the power set may include one or more cells containing a lithium rich nickel manganese cobalt oxide. Various examples of lithium rich nickel manganese cobalt oxides are presented below. In some embodiments, the energy set may include one or more cells containing NiF2. In some embodiments, the energy set may include one or more cells containing FeF2. In some embodiments, the energy set may include one or more cells containing FeF3.\nIn some embodiments, a battery system includes a DC-DC converter, such as a boost converter and/or a buck converter. In some embodiments, a separate converter may be connected to each set to ensure a stable voltage output from this set. In some embodiments, the converter may be connected between different sets of battery cells to allow cross-charging between the two sets.\nIn some embodiments, a battery system is operable to provide a total power output of at least about 30 kW at a temperature of −20° C. or less. These conditions may be referred to as a cold start. It should be noted that the total power output may be provided by only one set of battery cells or multiple sets, depending on the power output capabilities of the sets in the system. In the same or other embodiments, the battery system is operable to provide a total power output of at least about 300 kW for at least about 10 seconds every 60 seconds. Furthermore, the battery system may be operable to provide a continuous total power output of at least about 10, 20, 50, or 100 kW, which may be at a temperature of about 10° C. for about 2-3 minutes. In some embodiments, the peak power output of the battery system is not less than about 30 kW to ensure minimum performance capability.\nIn some embodiments, a total energy of a battery system used for powering a vehicle may be between about 0.5 kWh and 500 kWh, such as between about 50 kWh and 150 kWh, between about 80 kWh and 120 kWh, between about 50 kWh and 200 kWh, between about 10 kWh and 90 kWh, between about 50 kWh and 100 kWh, and between about 50 kWh and 120 kWh. The power set may provide between about 2 kWh and 100 kWh of energy or, more specifically, between about 4 kWh and 80 kWh, such as between about 5 kWh and 50 kWh, between about 50 kWh and 200 kWh, between about 10 kWh and 90 kWh, between about 5 kWh and 100 kWh, and between about 50 kWh and 120 kWh. In some embodiments, the energy provided by the power set may represented between about 1% and 50% of the total energy or, more specifically, between about 2% and 40%, between about 5% and 30%, between about 10% and 20%, between about 50% and 100%, between about 50% and 90%, an d between about 50% and 90%. The energy set may provide between about 40 kWh and 200 kWh of energy or, more specifically, between about 50 kWh and 150 kWh, between about 50 kWh and 200 kWh, between about 50 kWh and 200 kWh, between about 20 kWh and 100 kWh, and between about 10 kWh and 90 kWh.\nIn general, the design the battery system and each set of battery cells in the battery system depends on the application of the system and associated requirements. For example, in a vehicle application, a space available for the entire battery system may have a volume of between about 10 liters and 500 liters or, more specifically, between about 75 liters and 250 liters, between about 100 liters and 200 liters. The distribution of this volume or, more specifically, of the volume allocated to the sets of battery cells may be based on the relative energy densities of the sets as well as based on the ratio of the energies as presented above. In some embodiments, a ratio of the volume occupied by the power set relative to the volume occupied by the energy set may be between about 1 and 10 or, more specifically, between about 1.25 and 5 or between about 2.5 and 4.\nIt should be noted that the above characteristics of the battery system may met at various conditions, such as different overall states of charge. It should be also noted that some overall state of charge (greater than 0% SOC and less than 100%) may often be achieved by different combinations of states of charges of individual sets of battery cells in this system. For example, 30 kW of continuous power may need to be provided at 20% of the overall state of charge (for the entire system) with a starting temperature of −20° C. This condition may be hard to meet with a conventional battery system, in which all cells have the same state of charge (i.e., 20% in the above example). However, a battery system may keep its power set at a higher state of charge than its energy set (e.g., by discharging the energy set first, cross-charging, and/or recharging the power set when the power is generated). In this case, the power set may be relied on primarily and even exclusively to meet the 30 kW of continuous power requirement. While the power system as a whole may be at 20% state of charge, the power set may have a higher state of charge and, in some embodiments, may be fully charged (i.e., the state of charge of 100%). Furthermore, approximately 270 kW peak power may be needed after an approximate 3-minute warm up time, while the cells are brought to approximately 0° C. Depending on the temperature sensitivities of battery cells in the power and energy sets, one or both of these sets may be used to meet this peak power demand.\nIn some embodiments, the overall volumetric energy density of the battery system is at least about 200 Wh/L or, more specifically, at least about 400 Wh/L, at least about 500 Wh/L and even at least about 600 Wh/L. This overall volumetric energy density is based on the volume of all cells in the battery system (in all sets) and does not account for the volume of other components of the battery system, such as interconnecting cables, inverters, converters, controllers, heaters. As such, the volumetric energy density is calculated using the energy capacity divided by the total as-installed battery cell volume.\nIn some embodiments, the total energy capacity of a battery system is at least about 25 kWh or, more specifically, at least about 40 kWh, or at least about 50 kWh, or even at least about 100 kWh. The total energy capacity is measured at a typical operating condition, such as but not limited to, 20 kW discharge power at ambient temperature of 25 C. In some embodiments, the minimum peak charge current capability at the operating temperature (TOP) for any state of charge (0-100% SOC) for a 10 s pulse (duration) may be at least about 50 Amperes or, more specifically, at least about 100 Amps, such as at least about 150 Amperes and even at least about 200 Amperes. In the same or other embodiments, the minimum peak discharge current capability at the operating temperature (TOP) for any state of charge (0-100% SOC) for a 10 s pulse (duration) may be at least about 50 Amperes or, more specifically, at least about 100 Amperes, such as at least about 150 Amperes and even at least about 1000 Amperes.\nIn some embodiments, the minimum continuous charge current capability at the operating temperature (TOP) for any state of charge (0-100% SOC) may be at least about 25 Amperes or, more specifically, at least about 75 Amperes, such as at least about 100 Amperes and even at least about 150 Amperes. In some embodiments, the minimum continuous discharge current capability at the operating temperature (TOP) for any state of charge (0-100% SOC) may be at least about 25 Amperes or, more specifically, at least about 75 Amperes, such as at least about 100 Amperes and even at least about 150 Amperes.\nIn some embodiments, the overall discharge current provided by the battery system is up to 1200 Amperes. The overall operating voltage of the battery system may be between about 210 Volts and 650V or, more specifically, between 210 Volts and 420 Volts.\nAs used herein, a “battery system” refers to a battery system having at least two sets of battery cells, such that each of these sets is independently operated and controlled. For example, one set may be discharged without discharging another set. As such, different sets of the same battery system may have different states of charges at the same time. Furthermore, different sets may have different types of battery cells. Different sets provided in the same battery system may have different characteristics, such as different power output capabilities and/or different energy densities.\nAs used herein, a “set of battery cells” refers to a set of one or more battery cells. If a set include multiple battery cells, then these battery cells may be interconnected in accordance to one of many possible connection schemes, such as in series, parallel, or various combinations of in series and parallel connections. The same type of battery cells may be used in one set. However, different sets may have different types of battery cells as noted above. All batteries of the same set may be grouped together or mixed with batteries of another set (e.g., for heat distribution). Furthermore, battery cells of different sets may share the same enclosure.\nAs used herein, “power output capability” refers to an ability of a set to provide electrical power during a discharge. The power output capability of a set may vary with its state of charge (becomes lower as the battery cells within the set discharge), temperature (becomes higher as the battery cells within the set heat up). “Average power output capability” refers to an average level of the power output capability profile for all states of charge and a given operating temperature.\nAs used here | Provided are battery systems having multiple independently controlled sets of battery cells and method of using these systems to power, for example, drive trains of electric and hybrid vehicles. A battery system includes two or more sets of battery cells. Each set can be discharged and/or charged independently of another set based on different factors, such as a current power demand, power output capabilities of each set, and other like factors. One or multiple sets can be used to deliver power at any given time. In some embodiments, one set may be used to charge another set in the same power system. The same or different types of battery cells may be used in different sets. For example, one set may have battery cells having a higher power output capability, while another set may have battery cells with a higher energy density. | US:15/142,919 | https://patentimages.storage.googleapis.com/0e/11/c0/cde273c24c79aa/US9960458.pdf | US:9960458 | Phil Weicker, Brian Pevear, Jay Underwood, Tim Holme, Wes Hermann | Quantumscape Corp | US:5369351, US:7148637, US:7761198, US:7933695, US:20110267007:A1, US:20130101878:A1, US:8190320, US:8471521, US:8543270, US:9106077, US:20140170493:A1, US:20140117291:A1, US:20140265554:A1, WO:2015031908:A1, WO:2015054320:A2, WO:2015076944:A1, WO:2015103548:A1, US:20150243974:A1, US:20160049655:A1, US:20160059733:A1, US:20160164135:A1, WO:2016106321:A1, US:9393921 | 2018-05-01 | 2018-05-01 | 1. A method comprising:\nproviding a battery system comprising a first set of one or more first battery cells and a second set of one or more second battery cells,\nwherein the first set has a first power output capability when the first set is at a first state of charge,\nwherein the second set has a second power output capability when the second set is at a second state of charge, and\nwherein the second power output capability is greater than the first power output capability;\n\ndischarging the first set to the first state of charge,\nwherein, after the first set is discharged to the first state of charge, the second set is at the second state of charge; and\n\nafter the first set is discharged to the first state of charge, discharging the second set below the second state of charge.\n, providing a battery system comprising a first set of one or more first battery cells and a second set of one or more second battery cells,\nwherein the first set has a first power output capability when the first set is at a first state of charge,\nwherein the second set has a second power output capability when the second set is at a second state of charge, and\nwherein the second power output capability is greater than the first power output capability;\n, wherein the first set has a first power output capability when the first set is at a first state of charge,, wherein the second set has a second power output capability when the second set is at a second state of charge, and, wherein the second power output capability is greater than the first power output capability;, discharging the first set to the first state of charge,\nwherein, after the first set is discharged to the first state of charge, the second set is at the second state of charge; and\n, wherein, after the first set is discharged to the first state of charge, the second set is at the second state of charge; and, after the first set is discharged to the first state of charge, discharging the second set below the second state of charge., 2. The method of claim 1, wherein the first set is maintained at the first state of charge while discharging the second set., 3. The method of claim 1, further comprising discharging the first set below the first state of charge., 4. The method of claim 3, wherein discharging the first set below the first state of charge at least partially overlaps with discharging the second set below the second state of charge., 5. The method of claim 3, wherein discharging the first set below the first state of charge comprises charging the second set., 6. The method of claim 3, further comprising, after discharging the first set below the first state of charge, discharging the second set., 7. The method of claim 1, wherein discharging the first set to the first state of charge comprises heating the second set., 8. The method of claim 1, wherein discharging the second set comprises heating the first set., 9. The method of claim 1, wherein the second state of charge is 100% of a total capacity of the second state., 10. The method of claim 1, wherein the second state of charge is less than the first state of charge., 11. The method of claim 1, wherein a total discharge capacity of the first set is greater than a total discharge capacity of the second set., 12. The method of claim 1, wherein an operating voltage of the first set at the first state of charge is less than an operating voltage of the second set at the second state of charge., 13. The method of claim 1, wherein an operating voltage of the first set at the first state of charge is equal to the operating voltage of the second set at the second state of charge., 14. The method of claim 1, wherein the one or more first battery cells and the one or more second battery cells are the same types of battery cells., 15. The method of claim 1, wherein the one or more first battery cells and the one or more second battery cells are different types of battery cells., 16. The method of claim 1, wherein the first battery cells comprise a conversion chemistry material selected from FeF2, FeOdF3−2d (where 0≤d≤0.5), FeF3, CoF3, CoF2, CuF2, NiF2, and combinations thereof., 17. The method of claim 1, wherein the one or more second battery cells comprise a lithium intercalation material selected from the group consisting of LiMPO4 (M=Fe, Ni, Co, Mn), LiMn2O4, LiMn2−aNiaO4, wherein a is from 0 to 2, LiCoO2, Li(NiCoMn)O2, Li(NiCoAl)O2, and Nickel Cobalt Aluminum Oxides., 18. The method of claim 1, wherein a number of the one or more first battery cells in the first set is different from a number of the one or more second battery cells in the second set., 19. A battery system for performing the method of claim 1 comprising:\na first set of one or more first battery cells,\nwherein the one or more first battery cells comprise a conversion chemistry material;\n\na second set of one or more second battery cells,\nwherein the one or more second battery cells comprise a lithium intercalation material or a lithium alloying material; and\n\na controller for monitoring a state of charge and power capability of each of the first set and the second set and electrically coupling one or more of the first set and the second set to a load device.\n, a first set of one or more first battery cells,\nwherein the one or more first battery cells comprise a conversion chemistry material;\n, wherein the one or more first battery cells comprise a conversion chemistry material;, a second set of one or more second battery cells,\nwherein the one or more second battery cells comprise a lithium intercalation material or a lithium alloying material; and\n, wherein the one or more second battery cells comprise a lithium intercalation material or a lithium alloying material; and, a controller for monitoring a state of charge and power capability of each of the first set and the second set and electrically coupling one or more of the first set and the second set to a load device., 20. The method of claim 1, wherein the one or more second battery cells of the second set comprise a conversion chemistry material selected from FeF2, FeOdF3−2d (where 0≤d≤0.5), FeF3, CoF3, CoF2, CuF2, and NiF2., 21. The method of claim 1, wherein the one or more second battery cells of the second set comprise an intercalation material selected from LiFePO4, LiNixMn2−xO4, LiCoO2, Li(NiCoMn)O2, Li(NiCoAl)O2 materials, and combinations thereof., 22. The method of claim 1, wherein the intercalation material of the one or more second battery cells is selected from the group consisting of LiMPO4 (M=Fe, Ni, Co, Mn), LiMn2O4, LiMn2−aNiaO4, wherein a is from 0 to 2, LiCoO2, Li(NiCoMn)O2, Li(NiCoAl)O2, and Nickel Cobalt Aluminum Oxides., 23. A method comprising:\nproviding a battery system comprising a first set of one or more first battery cells and a second set of one or more second battery cells,\nwherein the first set has a first power output capability and a first energy density,\nwherein the second set has a second power output capability and a second energy density,\nwherein the first power output capability is higher than the second power output capability, and\nwherein the first energy density is lower than the second energy density;\n\nselectively discharging one or both of the first set and the second set based on a current power demand and based on the second power output capability; and\nrepeating discharging at least once for a new power demand.\n, providing a battery system comprising a first set of one or more first battery cells and a second set of one or more second battery cells,\nwherein the first set has a first power output capability and a first energy density,\nwherein the second set has a second power output capability and a second energy density,\nwherein the first power output capability is higher than the second power output capability, and\nwherein the first energy density is lower than the second energy density;\n, wherein the first set has a first power output capability and a first energy density,, wherein the second set has a second power output capability and a second energy density,, wherein the first power output capability is higher than the second power output capability, and, wherein the first energy density is lower than the second energy density;, selectively discharging one or both of the first set and the second set based on a current power demand and based on the second power output capability; and, repeating discharging at least once for a new power demand., 24. The method of claim 23, wherein the first energy density and the second energy density are gravimetric energy densities, and wherein a ratio of the second energy density and the first energy density is between 1.5 and 10., 25. The method of claim 23, wherein the first energy density and the second energy density are volumetric energy densities, and wherein a ratio of the second energy density and the first energy density is between 1.5 and 15., 26. The method of claim 23, wherein, if the current power demand is less than the second power output capability, then the second set is discharged without discharging the first set., 27. The method of claim 23, wherein, if the current power demand is greater than the second power output capability, then the first set is discharged., 28. The method of claim 23, wherein the first set is discharged while discharging the second set., 29. The method of claim 23, further comprising charging the first set while discharging the second set., 30. The method of claim 23, wherein discharging one of the first set or the second comprising heating another one of the first battery or the second battery., 31. The method of claim 23, wherein discharging the first set comprises heating the second set., 32. The method of claim 23, wherein a ratio of the first power output capability to the second power output capability varies with a temperature of the first set and with a temperature of the second set., 33. The method of claim 23, wherein a total capacity of the first set is less than a total capacity of the second set., 34. The method of claim 33, wherein a ratio of the total capacity of the second set to the total capacity of the first set is between 1.5 and 20., 35. The method of claim 23, wherein the one or more first battery cells of the first set comprise a liquid electrolyte., 36. The method of claim 35, wherein the one or more first battery cells of the first set comprise one of lithium iron phosphate, lithium nickel cobalt aluminum oxide, lithium nickel manganese cobalt oxide, lithium cobalt oxide, or lithium-rich nickel manganese oxide on a positive electrode and comprise one of lithium titanate or graphite on a negative electrode., 37. The method of claim 23, wherein the one or more second battery cells of the second set comprise a solid electrolyte. | US | United States | Active | H | True |
| 456 | 一种防车载低压电源亏电的电池系统 \n | CN110103850B | NaN | 本发明提供一种防车载低压电源亏电的电池系统,包括高压电池系统、DC/DC转换器、低压电源和低压电源紧急供电系统，高压电池系统与DC/DC转换器电性连接，DC/DC转换器与低压电源电性连接，高压电池系统包括动力电池模组，动力电池模组通过DC/DC转换器给低压电源充电；低压电源紧急供电系统分别与高压电池系统和低压电源电性连接，动力电池模组工作时，低压电源紧急供电系统处于断开状态，动力电池模组不工作和低压电源亏电时，低压电源紧急供电系统处于接通状态。通过在动力电池模组中接出若干电芯作为紧急供电电池组，并控制低压电源紧急供电系统的接通或断开以防止由于低压电源的亏电造成车辆无法启动。 | CN:201910374129.1A | https://patentimages.storage.googleapis.com/64/53/d3/f57ece5acff634/CN110103850B.pdf | CN:110103850:B | 何剑, 李洲, 严丽, 刘鹏, 申松, 李平 | Thornton New Energy Technology Changsha Co ltd | CN:104827921:A, CN:105730259:A, CN:107444123:A, WO:2018190338:A1, CN:107994631:A, CN:108482126:A | Not available | 2018-05-11 | 1.一种防车载低压电源亏电的电池系统, 其特征在于，包括高压电池系统、DC/DC转换器、低压电源和低压电源紧急供电系统，所述高压电池系统与DC/DC转换器电性连接，所述DC/DC转换器与低压电源电性连接，, 所述高压电池系统包括动力电池模组，所述动力电池模组通过DC/DC转换器转换成低压电给低压电源充电，所述高压电池系统还包括霍尔电流传感器、电池管理系统和总负继电器，所述动力电池模组的负极与霍尔电流传感器的一端电性连接，所述霍尔电流传感器的另一端与总负继电器电性连接，所述电池管理系统分别与霍尔电流传感器、总负继电器和低压电源电性连接；所述电池管理系统通过低压接插件与低压电源电性连接；, 所述低压电源紧急供电系统包括紧急供电电池组、紧急备用两芯接插件、常闭继电器、复位开关和辅助触点继电器,所述紧急供电电池组为动力电池模组中的至少一组电芯，所述电芯通过12V+线束与紧急备用两芯接插件的正输入端连接，所述紧急备用两芯接插件的负输入端通过12V-线束连接在霍尔电流传感器和总负继电器之间；所述紧急备用两芯接插件的负输出端与低压电源的负极电性连接，所述紧急备用两芯接插件的正输出端依次通过常闭继电器和辅助触点继电器与低压电源的正极电芯连接，所述复位开关与辅助触点继电器负载端两端并联连接；所述紧急备用两芯接插件的负输出端通过整流二极管与低压电源的负极电性连接；, 所述低压电源紧急供电系统分别与高压电池系统和低压电源电性连接，所述动力电池模组工作时，所述低压电源紧急供电系统处于断开状态；, 所述动力电池模组不工作和低压电源亏电时，所述低压电源紧急供电系统处于接通状态。, 2.根据权利要求1所述的一种防车载低压电源亏电的电池系统，其特征在于，所述低压接插件分别设有常闭继电器控制线、辅助触点信号输出线、辅助触点信号输入线、DC/DC转换器状态监测线、车载12V-供电线和车载12V+供电线。, 3.根据权利要求2所述的一种防车载低压电源亏电的电池系统，其特征在于，所述常闭继电器通过常闭继电器控制线与电池管理系统连接，所述辅助触点继电器分别通过辅助触点信号输出线和辅助触点信号输入线与电池管理系统连接，所述DC/DC转换器通过DC/DC转换器状态监测线与电池管理系统连接，所述低压电源分别通过车载12V-供电线和车载12V+供电线与电池管理系统连接。, 4.根据权利要求1所述的一种防车载低压电源亏电的电池系统，其特征在于，所述防车载低压电源亏电的电池系统还包括控制系统，所述控制系统用于接通或断开低压电源紧急供电系统。 | CN | China | Active | B | True |
| 457 | 一种堆高车锂电池系统 \n | CN212542518U | 技术领域本实用新型涉及磷酸铁锂锂离子动力电池领域，具体涉及一种堆高车锂电池系统。背景技术物流仓储行业中大部分堆高车还是采用燃油车和铅酸电池电动堆高车。燃油是石化能源，在使用过程中，会排放大量尾气，污染大，而铅酸蓄电池同样也不环保，能量密度低，体积大，铅酸电池的循环使用寿命比较短，只有300～500次，而动力锂电池的循环使用寿命可以达到2000次以上；随着新能源车电动汽车的发展，锂电池技术越来约成熟，其中磷酸铁电池安全性，稳定性，成本低，同时积累了大量的应用基础，将会在物流仓储行业中推广，逐步替代燃油和铅酸仓库堆高车。传统的电动堆高车，采用铅酸电池体积大，能量密度低，循环寿命短。实用新型内容本实用新型提出的一种堆高车锂电池系统，可解决现有的电动堆高车电池，体积大，能量密度低，循环寿命短的问题。为实现上述目的，本实用新型采用了以下技术方案：一种堆高车锂电池系统，包括：采用30AH电芯制作成2S6P(2串6并)电池标准模组，下层放置3个标准模组，上层放置1个标准模组，模组与壳体之间放置环氧板，做好绝缘措施，上下层之间有一层隔板，隔板底部粘贴环氧板与下层模组绝缘；高压电气控制系统集中放置在上层固定支架上，主要有总正继电器，正总保险丝，霍尔电流传感器，BMS(电池管理系统)采用一体机，一体机固定安装在箱体上层内侧面，BMS一体机直接从电池总正总负取电，内部转换成12V给外部显示系统，低压BMS控制模组使用，BMS通过壳体上盖上的8芯接插件与外部通信。充放电动力线采用35平方毫米专用电缆，充放电插件采用REMA 160。由上述技术方案可知，本实用新型的堆高车锂电池系统采用磷酸铁锂电池，能量密度高，体积小，可以快速充电，放电效率高，随充随用，循环寿命长。相比于现有技术，本实用新型的有益效果为：(1)电池模块、电气控制模块全部集中在电池箱体内部，体积小，易于安装。(2)本实用新型磷酸铁锂电池系统安全性能满足GB31467.3-2015电动汽车用锂离子蓄电池包的要求。(3)可以快速充电，配套100A充电电流的充电机，2小时内可以充满。(4)放电：额定电流180A，瞬时放电270A(10S)，放电效率高。(5)本实用新型结构简单，成本低，易于加工，工程应用效果较好。附图说明图1是本实用新型的整体结构图；图2是本实用新型的箱体内部结构示意图；图3是本实用新型的箱体外部结构示意图；图4是本实用新型的标准模组结构图。具体实施方式为使本实用新型实施例的目的、技术方案和优点更加清楚，下面将结合本实用新型实施例中的附图，对本实用新型实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例是本实用新型一部分实施例，而不是全部的实施例。请参见图1、图2、图3、图4，图1为本实用新型实施例提供的一种堆高车锂电池系统结构的示意图；图2为本实用新型实施例提供的2串6并(2S6P)电池标准模组结构示意图；该结构100包括：电池箱体101、霍尔电流传感器102、负极铜排103、总正保险丝104、正极铜排105、总正继电器106、电气控制板支架107、底部环氧板108、标准模组109、中间隔离板110、吊装孔111、电池箱盖112、BMS一体机113、自锁开关114、外部通信接口115、动力线束法兰式固定座接头116，充电机通信PG防水接头117。其中底部环氧板108粘贴在电池箱体101底部，标准模组109放置3组在下层，安装好采集线束后，固定中间隔板110，中间隔板底部粘贴环氧板，与下层模组绝缘；上层放置1组标准模组109，电气控制板支架107固定在中间隔离板110上，并在电气控制板支架上安装总正继电器106、正极铜排105、总正保险丝104、负极铜排103、霍尔电流传感器102，BMS一体机113固定安装在电池箱体101内侧，自锁开关114、外部通信接口115、动力线束法兰式固定座接头116安装固定在电池箱盖112指定区域；自锁开关114可以控制BMS一体机113的供电开启和关闭。具体的说：所述标准模组109是标准电池包，所有电芯为磷酸铁锂电芯。所述BMS一体机113集成电压检测、温度检测、均衡管理、绝缘检测、支持霍尔电流采集、继电器控制及粘连检测、通信、电源模块等功能。所述BMS一体机113直接从电池正负极取电，不需要外部DC-DC变换模块供电。所述电池箱体101侧面开有吊装孔111，方便固定安装。所述电池箱盖112还设置有充电机通信PG防水接头117。本实用新型的堆高车锂电池系统为25.6V180Ah，为8串6并电池系统，BMS采用一体机，与整车通信采用CAN通信，充放电为同口，充放电接插件为REMA 160。本实施例的堆高车锂电池系统为25.6V180Ah，为8串6并电池系统，BMS采用一体机，与整车通信采用CAN通信，充放电为同口，充放电接插件为REMA 160。综上所述，本实施例采用30AH电芯制作成2S6P(2串6并)电池标准模组，下层放置3个标准模组，上层放置1个标准模组，模组与壳体之间放置环氧板，做好绝缘措施，上下层之间有一层隔板，隔板底部粘贴环氧板与下层模组绝缘；高压电气控制系统集中放置在上层固定支架上，主要有总正继电器，正总保险丝，霍尔电流传感器，BMS(电池管理系统)采用一体机，一体机固定安装在箱体上层内侧面，BMS一体机直接从电池总正总负取电，内部转换成12V给外部显示系统，低压BMS控制模组使用，BMS通过壳体上盖上的8芯接插件与外部通信。充放电动力线采用35平方毫米专用电缆，充放电插件采用REMA 160。本实用新型的堆高车锂电池系统设计合理，能量密度大，循环使用寿命长，体积小，支持快速充电，随充随用，能更好的满足用户使用需求。以上实施例仅用以说明本实用新型的技术方案，而非对其限制；尽管参照前述实施例对本实用新型进行了详细的说明，本领域的普通技术人员应当理解：其依然可以对前述各实施例所记载的技术方案进行修改，或者对其中部分技术特征进行等同替换；而这些修改或者替换，并不使相应技术方案的本质脱离本实用新型各实施例技术方案的精神和范围。 | 本实用新型的一种堆高车锂电池系统，可解决现有的电动堆高车电池，体积大，能量密度低，循环寿命短的问题。电池箱体内部设置上下两层，下层放置3个电池标准模组，上层放置1个电池标准模组，标准模组与壳体之间放置环氧板，上下层之间有一层隔板，隔板底部粘贴环氧板与下层模组绝缘；还包括高压电气控制系统集中放置在上层固定支架上；所述高压电气控制系统包括总正继电器，正总保险丝，霍尔电流传感器，BMS，BMS固定安装在箱体上层内侧面，BMS一体机直接从电池总正总负取电，内部转换成12V给外部显示系统及低压BMS控制模组使用，BMS通过上盖上的8芯接插件与外部通信。本实用新型能量密度高，体积小，可快速充电，放电效率高，随充随用，循环寿命长。 | CN:202020835303.6U | https://patentimages.storage.googleapis.com/a6/de/c9/dfd33dc9150417/CN212542518U.pdf | CN:212542518:U | 褚兵 | Anhui Xuying Power Energy Technology Co ltd | NaN | Not available | 2019-06-07 | 1.一种堆高车锂电池系统，包括电池箱体，其特征在于：电池箱体内部设置上下两层，下层放置3个电池标准模组，上层放置1个电池标准模组，标准模组与壳体之间放置环氧板，上下层之间有一层隔板，隔板底部粘贴环氧板与下层模组绝缘；, 还包括高压电气控制系统，所述高压电气控制系统集中放置在上层固定支架上；, 所述高压电气控制系统包括总正继电器，正总保险丝，霍尔电流传感器，BMS，其中BMS采用一体机设置，BMS一体机固定安装在箱体上层内侧面，BMS一体机直接从电池总正总负取电，内部转换成12V给外部显示系统及低压BMS控制模组使用，BMS通过壳体上盖上的8芯接插件与外部通信。, 2.根据权利要求1所述的堆高车锂电池系统，其特征在于：所述电池标准模组采用30AH电芯制作成2串6并。, 3.根据权利要求1所述的堆高车锂电池系统，其特征在于：还包括充放电动力线，所述充放电动力线采用35平方毫米专用电缆，充放电插件采用REMA160。, 4.根据权利要求1所述的堆高车锂电池系统，其特征在于：所述高压电气控制系统包括电气控制板支架，电气控制板支架固定在中间隔离板上，并在电气控制板支架上安装总正继电器、正极铜排、总正保险丝、负极铜排、霍尔电流传感器。, 5.根据权利要求1所述的堆高车锂电池系统，其特征在于：还包括自锁开关、外部通信接口、动力线束法兰式固定座接头分别安装固定在电池箱盖的设定定区域；, 所述自锁开关用于控制BMS一体机的供电开启和关闭。, 6.根据权利要求1所述的堆高车锂电池系统，其特征在于：所述电池标准模组电芯为磷酸铁锂电芯。, 7.根据权利要求1所述的堆高车锂电池系统，其特征在于：所述电池箱体侧面开有吊装孔。, 8.根据权利要求5所述的堆高车锂电池系统，其特征在于：所述电池箱盖上还设置充电机通信PG防水接头。 | CN | China | Active | Y | True |
| 458 | 电动汽车 \n | CN111376742A | 技术领域本说明书所公开的技术涉及电动汽车。背景技术电动汽车具备将主电池的电力转换为行驶用的电动机的驱动电力的电力转换器。主电池的输出电压为100伏以上，对行驶用的电动机和电力转换器也施加100伏以上的电压。在电动汽车中，搭载有空调等由主电池的电力驱动的强电设备。或者，能够连接用于对主电池进行充电的外部的供电器的插口也与主电池连接。电动机、电力转换器、插口等通过功率电缆与主电池连接。在本说明书中，功率电缆是指主电池的电力流过的电缆、或者向主电池传输电力的电缆。在本说明书中，将通过功率电缆与主电池连接的装置称为强电设备。多个强电设备与主电池连接。因此，国际公开第2014/030445号所公开的电动汽车具备将主电池的电力分配给多个强电设备的动力分配模块(Power Distribution Module：以下称为PDM)。在收纳行驶用的电动机的电动机壳体上搭载有逆变器，在逆变器(强电设备之一)上搭载有PDM。PDM将主电池的直流电力分配给逆变器。逆变器将主电池的直流电力转换为行驶用的电动机的驱动电力。电动机(电动机壳体)和逆变器通过功率电缆连接，逆变器和PDM也通过其他的功率电缆连接。PDM与主电池也通过其他的功率电缆进行连接。另一方面，在日本特开2012-85481号公报、日本特开2014-239621号公报中公开了一种电动汽车，其具备插口以便能够从车辆外部的供电器接受电力的供给从而对主电池进行充电。插口经由功率电缆和继电器与主电池连接。外部的供电器与插口连接。通过插口和功率电缆向主电池输送供电器的电力。如上所述，插口是强电设备之一。日本特开2014-239621号公报的电动汽车具备DC插口和AC插口，所述DC插口能够连接供给直流电力的直流供电器(DC供电器)，所述AC插口能够连接供给交流电力的交流供电器(AC供电器)。发明内容发明所要解决的课题若主电池、逆变器(电动机)、插口等车载的强电设备变多，则具备从一个强电设备向其他强电设备中继电力的功率单元是有效的，但这样的功率单元在最近刚刚开始开发，还有改善的余地。本说明书提供具备比以往有所改善的功率单元的电动汽车。日本特开2014-239621号公报的电动汽车能够通过外部的AC供电器和DC供电器中的任一个对主电池进行充电。在该情况下，在功率单元中需要具备连接AC插口的功率电缆的连接器、连接DC插口的功率电缆的连接器、以及连接主电池的功率电缆的连接器。在本说明书中，提供一种使功率单元的连接器的配置、以及插口和主电池的配置最佳化的电动汽车。用于解决课题的手段本说明书所公开的电动汽车具备主电池、第1插口、第2插口、以及功率单元。车辆外部的供电器能够与第1插口连接。车辆外部的其他的供电器能够与第2插口连接。功率单元通过电池功率电缆与主电池连接，通过第1插口功率电缆与第1插口连接，通过第2插口功率电缆与第2插口连接。功率单元具备连接电池功率电缆的电池连接器。功率单元还具备连接第1插口功率电缆的第1插口连接器和连接第2插口功率电缆的第2插口连接器。电池连接器配置于比功率单元的中心靠近所述主电池的一侧。第1插口连接器配置于比功率单元的中心靠近第1插口的一侧。第2插口连接器配置于比功率单元的中心靠近第2插口的一侧。通过上述的配置，能够缩短与各个设备对应的连接器的距离。即，能够缩短功率电缆的长度。若功率电缆的长度变短，则能够抑制电力的传输损失。本说明书所公开的技术的详细内容和进一步的改良在以下的“具体实施方式”中进行说明。附图说明图1是第1实施例的电动汽车的俯视图。图2是第1实施例的电动汽车的侧视图。图3是第1实施例的电动汽车的主视图。图4是第2实施例的电动汽车的主视图。图5是第3实施例的电动汽车的俯视图。图6是表示功率单元的内部构造的框图。图7是表示功率单元的连接器组的配置的俯视图。图8是表示功率单元与主电池之间的连接关系的变形例的图。具体实施方式(第1实施例)参照附图对实施例的电动汽车2进行说明。图1表示第1实施例的电动汽车2的俯视图，图2表示电动汽车2的侧视图，图3表示电动汽车2的主视图。在图1-图3中，为了说明前舱3中的设备布局，用假想线描绘了车身200、座椅97、98和轮胎。图1-图3中的坐标系的Fr表示车辆前方，Up表示车辆上方。L表示车辆的左侧方。在前舱3搭载有收纳行驶用的电动机70的电动机壳体7、电力转换器9、功率单元100、冷却器91、空调92、以及副电池94。此外，在驾驶室空间搭载有DC/AC变换器93。在驾驶室空间之下配置有电池组30。前舱3和驾驶室空间被仪表板19隔开。另外，在图2、图3中，省略了冷却器91、空调92、副电池94、DC/AC变换器93的图示。冷却器91对电动机70和电力转换器9(后述)进行冷却。空调92调整驾驶室空间的温度。DC/AC变换器93是为了能够在驾驶室空间中使用家电而具备的。冷却器91和空调92通过主电池31的电力进行动作。在电池组30中收纳有输出电压为200伏的主电池31。在图3中，也省略了电池组30的图示。电动机壳体7除了收纳电动机70以外，还收纳有与电动机70的输出轴连接的齿轮组件和差速齿轮。电动机70的输出转矩经由齿轮组件和差速齿轮向驱动轮(前轮)传递。电动机壳体7经由防振器8悬架于一对纵梁4之间。在图1中，省略了对图中的上侧的防振器的附图标记。电动机壳体7因受到电动机70的旋转振动和齿轮组件的振动而振动。防振器8降低从电动机壳体7向纵梁4传递的振动。一对纵梁4是在车辆的前后方向上延伸的框架。一对纵梁4的前端由前横梁6连结。一对纵梁4在它们的中途由两根横梁5连结。换言之，两根横梁5架设在一对纵梁4之间。纵梁4、横梁5、前横梁6相当于确保车辆的强度的框架。在图2中，比仪表板19靠后方的纵梁4用假想线绘出。在电动机壳体7上固定有电力转换器9。电力转换器9将主电池31的直流电力转换为电动机70的驱动电力。电动机70是三相交流电动机，因此电力转换器9包含逆变器。通过将电力转换器9固定在电动机壳体7上，电力转换器9与电动机70之间的功率电缆变短，三相交流的传输损失得到抑制。另一方面，电力转换器9与电动机壳体7一起振动。主电池31的电力经由功率单元100向电力转换器9传输。功率单元100固定在两根横梁5上。功率单元100经由两根电池功率电缆(第1电池功率电缆23和第2电池功率电缆24)与电池组30(主电池31)连接。第1电池功率电缆23与设置于功率单元100的后部(后表面)的第1电池连接器123连接。第2电池功率电缆24与设置于功率单元100的后部(后表面)的第2电池连接器124连接。功率单元100和电池组30(主电池31)通过两根功率电缆连接的理由在后面叙述。功率单元100经由转换器功率电缆25与电力转换器9连接(参照图2)。在图1和图3中省略了转换器功率电缆25的图示。电动机壳体7经由防振器8支承于纵梁4，功率单元100固定于两根横梁5上。换言之，在功率单元100与电动机壳体7之间夹设有防振器8。功率单元100与电动机壳体7在构造上经由防振器8连结。通过这样的构造，功率单元100受到的电动机壳体7的振动的影响降低。功率单元100不仅将主电池31的电力中继到电力转换器9，还将主电池31的电力中继到冷却器91，还中继到空调92。进而，功率单元100还将主电池31的电力中继到副电池94和DC/AC变换器93。副电池94的输出电压为12伏，比主电池31的输出电压(200伏)低。功率单元100具备降压变换器(后述)，主电池31的电力被降压并被送至副电池94。副电池94由主电池31的电力充电。副电池94向车辆所具备的弱电设备供给电力。弱电设备是指以副电池94的电压进行动作的设备。与此相对，将主电池31与在主电池31之间传输电力的装置统称为强电设备90。强电设备包括主电池31、功率单元100、电力转换器9、冷却器91、空调92、以及DC/AC变换器93。后述的DC插口11和AC插口也在与主电池31之间传输电力，因此属于强电设备90。DC/AC变换器93在对主电池31的电压进行降压后，转换为交流。DC/AC变换器93的输出交流与商用电力的规格一致。即，DC/AC变换器93用于在车内使用家电。DC插口11和AC插口12也连接到功率单元100。DC插口11配置于电动汽车2的左侧面201L的前方(左前翼子板附近)。换言之，DC插口11配置于前部乘客席98侧的侧面前方。DC插口11经由DC插口功率电缆21与功率单元100连接。DC插口功率电缆21与设置于功率单元100的左前部(前表面左侧)的DC插口连接器121连接。车辆外部的DC供电器的连接器能够与DC插口11连接。虽然稍后将详细描述，但是DC插口功率电缆21经由功率单元100连接到第1电池功率电缆23。即，DC插口11和主电池31经由功率单元100连接。主电池31能够通过DC插口11利用从外部的DC供电器供给的电力进行充电。DC供电器是供给直流电力的装置。AC插口12配置于电动汽车2的右侧面201R的前方(右前翼子板附近)。换言之，AC插口12设置于驾驶席97侧的侧面前方。AC插口12经由AC插口功率电缆22与功率单元100连接。AC插口功率电缆22与设置于功率单元100的右前部(前表面右侧)的AC插口连接器122连接。AC插口功率电缆22经由内置有功率单元100的AC/DC变换器(后述)与第2电池功率电缆24连接，即AC插口12经由AC/DC变换器与主电池31连接。AC插口12能够与车辆外部的AC供电器连接。主电池31也能够利用经由AC插口12和AC/DC变换器从外部的AC供电器供给的电力进行充电。AC供电器是供给交流电力的装置。AC/DC变换器是将交流电力转换为直流电力的装置。从外部的供电器供给的电力的电流越大，主电池31的充电时间越短。为了能够流过大电流，DC插口功率电缆21和第1电池功率电缆23的容许电流为250安培以上。DC插口功率电缆21和第1电池功率电缆23的截面积为100[mm2]以上，以便能够承受250安培以上的电流。若截面积为100[mm2]以上，则功率电缆的柔软性变得相当低。在功率单元100连接有截面积为100[mm2]以上的柔软性低的功率电缆。若连接有柔软性低的功率电缆的功率单元100与电动机壳体7连结，则功率电缆随着电动机壳体7的振动而振动。若柔软性低的功率电缆振动，则有可能在连接有功率电缆的连接器(功率单元100的连接器)产生高的应力。或者，必须在功率电缆的周围确保用于容许柔软性低的功率电缆的振动的空间。如上所述，在实施例的电动汽车2中，通过将功率单元100固定于横梁5，来降低电动机壳体7的振动的影响。另外，在将功率单元100与电力转换器9连接的转换器功率电缆25中，仅能流过小于250安培的电流。因此，转换器功率电缆25的截面积比DC插口功率电缆21和第1电池功率电缆23的截面积小。即，转换器功率电缆25比DC插口功率电缆21柔软性高。电力转换器9固定在电动机壳体7上，与电动机壳体7一起振动。即使电力转换器9振动，与连接有粗的功率电缆的情况相比，电动机壳体7的振动经由转换器功率电缆25对功率单元100造成的影响也是有限的。(第2实施例)图4表示第2实施例的电动汽车2a的主视图。在第2实施例的电动汽车2a中，板5a搭接于左悬架塔18L和右悬架塔18R，在板5a上固定有功率单元100。其他构造与第1实施例的电动汽车2相同。即，功率单元100经由板5a固定于车身200。左悬架塔18L和右悬架塔18R是电动汽车2a的车身200的一部分。通过将功率单元100固定于电动汽车的车身，也能够抑制功率单元100从电动机壳体7受到的振动的影响。上述的结构也可以说成是如下方式。即，在功率单元100与电动机壳体7之间夹设有防振器8。因此，能够降低功率单元100从电动机壳体7受到的振动的影响。功率单元100也可以代替板5a而固定于架设在左悬架塔18L与右悬架塔18R之间的横梁上。(第3实施例)图5表示第3实施例的电动汽车2b的俯视图。在第3实施例的电动汽车2b中，DC插口11和AC插口12设置于车身200的前部。除此以外的构造与第1实施例的电动汽车2相同。在第3实施例的电动汽车2b中，电池组30(主电池31)配置于比功率单元100靠后方的位置，从主电池31延伸的第1电池功率电缆23(第2电池功率电缆24)与设于功率单元100的后部(后表面)的第1电池连接器123(第2电池连接器124)连接。另一方面，DC插口11设置于比功率单元100靠前方的位置，从DC插口11延伸的DC插口功率电缆21与设置于功率单元100的前部(前表面)的DC插口连接器121连接。AC插口12也设置于比功率单元100靠前方的位置，从AC插口12延伸的AC插口功率电缆22与设置于功率单元100的前部(前表面)的AC插口连接器122连接。另外，关于包含用于其他强电设备90的连接器的连接器组的配置，在后面再次说明。(功率单元)接着，对第1-第3实施例中共用的功率单元100的电路结构进行说明。图6表示功率单元的内部的框图。在功率单元100连接有主电池31(电池组30)、DC插口11、AC插口12、电力转换器9、冷却器91、空调92、DC/AC变换器93、以及副电池94。功率单元100和主电池31通过两根功率电缆(第1电池功率电缆23和第2电池功率电缆24)连接。第1电池功率电缆23与功率单元100的第1电池连接器123连接。第2电池功率电缆24与功率单元100的第2电池连接器124连接。在电池组30的内部，第1电池功率电缆23经由系统主继电器32与主电池31连接，第2电池功率电缆24经由AC充电继电器33与主电池31连接。系统主继电器32和AC充电继电器33由未图示的上位控制器控制。在功率单元100的内部，第1电池连接器123的端子与主电力线107连接。在主电力线107上连接有各种连接器。在主电力线107上连接有冷却器连接器191、空调连接器192、DC/AC变换器连接器193、以及转换器连接器125。主电力线107和冷却器91经由冷却器连接器191连接，主电力线107和空调92经由空调连接器192连接，DC/AC变换器93和主电力线107经由DC/AC变换器连接器193连接。此外，电力转换器9与主电力线107经由转换器连接器125连接。将冷却器91与冷却器连接器191连接的功率电缆、将空调92与空调连接器192连接的功率电缆等连接与强电设备90对应的连接器的功率电缆在图6中总称为设备功率电缆99。另外，为了便于说明，将AC插口12与AC插口连接器122连接的AC插口功率电缆22从设备功率电缆99中除去。在主电力线107上经由降压变换器104连接有副电池连接器127。副电池连接器127与从副电池94延伸的功率电缆连接。降压变换器104将主电池31的电压降压至副电池94的电压。即，副电池94由主电池31的电力充电。主电力线107经由第1电池连接器123、第1电池功率电缆23、以及系统主继电器32与主电池31连接。经由主电力线107、第1电池连接器123、第1电池功率电缆23、以及系统主继电器32，车载的主要的强电设备90(包括电力转换器9和降压变换器104)与主电池31连接。在电动汽车2具备驱动后轮的后电动机71的情况下，驱动后电动机71的后电力转换器136经由后转换器连接器126与主电力线107连接。后电力转换器136也属于强电设备90。主电力线107是将主电池31的电力向车载的强电设备90中继的主要的电力线。在功率单元100中，除了降压变换器104之外，还具备DC继电器103、漏电检测器102、AC/DC变换器105、以及控制器106。降压变换器104、DC继电器103、漏电检测器102、AC/DC变换器105由控制器106控制。在图6中，功率单元100中的虚线表示信号线。功率单元100中的实线表示电力线。在主电力线107上经由DC继电器103和漏电检测器102连接有DC插口连接器121。如上所述，DC插口功率电缆21的一端连接到DC插口连接器121。DC插口11连接到DC插口功率电缆21的另一端。车辆外部的DC供电器901的连接器902能够与DC插口11连接。若DC供电器901的连接器902与DC插口11连接，则功率单元100的控制器106闭合DC继电器103，外部的DC供电器901与主电池31连接。系统主继电器32由未图示的上位控制器闭合。主电池31通过从DC供电器901发送的电力而被充电。DC供电器901是能够供给直流电力的设备。电动汽车2(2a、2b)能够以250安培以上的大电流对主电池31进行充电。即，电动汽车2(2a、2b)能够从外部的DC供电器901接受250安培以上的大电流的供给来高速地对主电池31进行充电。因此，DC插口11、DC插口功率电缆21、DC插口连接器121、主电力线107、第1电池连接器123、第1电池功率电缆23、以及系统主继电器32被设计为能够承受250安培以上的大电流。特别地，对于DC插口功率电缆21和第1电池功率电缆23，使用截面积为100[mm2]以上的电缆。除了DC插口功率电缆21和第1电池功率电缆23之外的功率电缆的截面积小于100[mm2]。除了DC插口功率电缆21和第1电池功率电缆23以外的功率电缆典型地可以为60[mm2]以下。另一方面，电动汽车2(2a、2b)也能够利用外部的AC供电器903的交流电力对主电池31进行充电。AC供电器903是能够供给交流电力的设备。AC供电器903的连接器904连接到AC插口12。从AC插口12延伸的AC插口功率电缆22与功率单元100的AC插口连接器122连接。AC插口连接器122与AC/DC变换器105的AC输入端连接，AC/DC变换器105的DC输出端与第2电池连接器124连接。AC/DC变换器105将从外部的AC供电器903供给的交流电力转换为直流，进而升压到主电池31的电压。AC/DC变换器105的输出电流为100安培以下。因此，第2电池功率电缆24的截面积小于100[mm2]。换言之，第1电池功率电缆23的截面积比第2电池功率电缆24的截面积大。此外，DC插口功率电缆21的截面积也比第2电池功率电缆24的截面积大。如图6所示，功率单元100通过第1电池功率电缆23与主电池31连接，并且通过第2电池功率电缆24与主电池31连接。在功率单元100与主电池31之间，两根功率电缆并联连接。另外，在功率单元100的内部，在第2电池功率电缆24上连接有AC/DC变换器105。在第1电池功率电缆23上连接有用于与其他强电设备90连接的连接器。与第1电池功率电缆23连接的其他强电设备90的例子是电力转换器9、冷却器91、空调92、DC/AC变换器93、以及DC继电器103等。对上述构造的优点进行说明。首先，即使AC充电系统(AC插口12、AC插口功率电缆22、AC插口连接器122、AC/DC变换器105、以及第2电池功率电缆24的总称)发生短路，电动汽车2(2a、2b)也能够行驶。在AC充电系统中发生了短路的情况下，未图示的上位控制器打开AC充电继电器33，将AC充电系统从主电池31断开。即使在AC充电系统中发生短路，也能够通过第1电池功率电缆23从主电池31向强电设备90供给电力。第2，在通过AC插口12从AC供电器903接受电力供给来对主电池31进行充电期间，通过打开系统主继电器32，能够将其他强电设备90从主电池31断开。在多个强电设备90中，存在构成为不具备主开关，若被供给电力则起动的设备。若在闭合了系统主继电器32的状态下利用AC供电器903的电力对主电池31进行充电，则不具备主开关的强电设备90不必要地起动。强电设备90的不必要的起动导致不必要的电力消耗，并且加快强电设备90的劣化。通过在由AC供电器903充电时打开系统主继电器32，能够防止从AC供电器903得到的电力的影响波及到其他强电设备90。第3，通过用两根功率电缆将收纳主电池31的电池组30和功率单元100连接，能够均衡地兼顾安全性和空间效率。首先，在车辆的主开关断开期间，优选将高电压的主电池31从其他强电设备切断，为此，优选在电池组30中配置继电器(系统主继电器32)。此外，若利用一根功率电缆将电池组30与功率单元100连接，则需要在功率单元100的内部将电力线分支为强电设备系统和AC充电系统，分别配置另外的继电器。在该情况下，在电池组30中具备一个继电器，在功率单元100的内部具备两个继电器。若利用一根功率电缆将电池组30与功率单元100连接，则需要三个继电器。特别地，由于在与外部的DC供电器901导通的电缆中可流过大电流，所以继电器的体积也变大。即，电池组30和功率单元100分别需要体积大的继电器。如上所述，在AC充电时，不流过超过250安培的电流。因此，AC充电专用的功率电缆(第2电池功率电缆24)可以比用于DC充电的功率电缆(第1电池功率电缆23)细，AC充电用的继电器的体积可以比DC充电所使用的继电器的体积小。实施例的电动汽车2在电池组30与功率单元100之间通过两根功率电缆连接，但只要具备DC充电用的体积大的系统主继电器32和AC充电用的体格小的AC充电继电器33即可，因此能够减小功率单元100的体积。AC充电继电器33也收纳于电池组30，因此在车辆的主开关断开期间，能够将全部强电设备90从电池组30切断。即，通过用两根功率电缆将电池组30和功率单元100连接，能够同时实现安全性和空间效率。详细说明功率单元100所具有的连接器的配置。图7表示前舱3的俯视图。在图7中，示出了功率单元100、其连接器组、电池组30(主电池31)、DC插口11、以及AC插口12的关系，图1的俯视图所示的几个部件省略图示。此外，在图7中，车身200也用假想线描绘。另外，在图7中，功率单元100固定于两根纵梁4。DC插口11配置于车身200的左侧面201L，AC插口12配置于右侧面201R。更详细地说，DC插口11配置于左前翼子板202L的附近，AC插口12配置于右前翼子板202R的附近。DC插口连接器121配置于功率单元100的左前方，AC插口连接器122配置于功率单元100的右前方。DC插口11和DC插口连接器121通过截面积为100[mm2]以上的粗的DC插口功率电缆21连接。AC插口12和AC插口连接器122通过截面积比DC插口功率电缆21小的AC插口功率电缆22连接。DC插口11和DC插口连接器121配置于功率单元100的中心CP的左侧，AC插口12和AC插口连接器122配置于功率单元100的中心CP的右侧。AC插口连接器122配置于比功率单元100的中心CP更靠近AC插口12的一侧。DC插口连接器121配置于比功率单元100的中心CP更靠近DC插口11的一侧。主电池31配置于比功率单元100靠车辆后方的位置。第1电池连接器123配置于功率单元100的后表面，第2电池连接器124配置于功率单元100的后部(右后部)。换言之，电池连接器123、124配置于比功率单元100的中心CP更靠近主电池31的一侧。通过上述的配置，能够缩短插口与功率单元之间的功率电缆(DC插口功率电缆21和AC插口功率电缆22)，并且还能够缩短电池功率电缆23、24。转换器连接器125和后转换器连接器126设置于功率单元100的后表面。副电池连接器127设置于功率单元100的右侧面的前方。冷却器连接器191、空调连接器192、以及DC/AC变换器连接器193设置于功率单元100的右侧面。使用图8对功率单元100与电池组30(主电池31)的连接关系的变形例进行说明。在图8中，仅描绘了与第2电池功率电缆24相关的设备。除此以外的设备与图6的框图相同。在变形例中，在第2电池功率电缆24的中途连接有非接触电力传输器131。通过具备非接触电力传输器131，能够在使外部的AC供电器903与主电池31电绝缘的同时，对主电池31进行充电。非接触电力传输器131典型地可以是使用变压器的电力传输器。在第2电池功率电缆24上连接有太阳能电池板132。主电池31也能够通过太阳能电池板132进行充电。列出实施例的主要特征。另外，以下记载的技术要素是各自独立的技术要素，单独或者通过各种组合来发挥技术上的有用性，并不限定于申请时所要求的保护范围所记载的组合。(1)功率单元100经由电池功率电缆(第1电池功率电缆23和第2电池功率电缆24)而与主电池31连接。功率单元100经由DC插口功率电缆21(AC插口功率电缆22)与DC插口11(AC插口12)连接。功率单元100经由转换器功率电缆25与电力转换器9连接。功率单元100能够将通过插口11、12供给的电力向主电池31传输，并且能够将主电池31的电力传输到电力转换器9。功率单元100固定于车辆的车身200或框架(纵梁4或者横梁5)。(2)收纳电动机70的电动机壳体7经由防振器8支承于框架(纵梁4或者横梁5)。电力转换器9固定在电动机壳体7上。电力转换器9与电动机壳体7一起振动。另一方面，功率单元100在其与电动机壳体7之间夹设有防振器8，抑制功率单元100所受到的电动机壳体7的振动的影响。(3)第1电池功率电缆23和DC插口功率电缆21的截面积比转换器功率电缆25的截面积大。与电动机壳体7一起振动的电力转换器9由截面积小的转换器功率电缆25连接。通过转换器功率电缆25传递到功率单元100的振动的影响是有限的。另一方面，传递到截面积大的第1电池功率电缆23和DC插口功率电缆21的电动机壳体7的振动通过防振器8而降低。(4)主电池31搭载于比功率单元100靠车辆后方的位置。第1电池功率电缆23和第2电池功率电缆24连接于功率单元100的后部。由于电池功率电缆与功率单元100的靠近主电池31的一侧连接，因此能够缩短电池功率电缆。(5)在车辆的前部具备DC插口11和AC插口12。DC插口功率电缆21和AC插口功率电缆22连接到功率单元100的前部。通过该构造，能够缩短DC插口功率电缆21和AC插口功率电缆22。(6)在车辆的侧方(左侧方)具备DC插口11，DC插口功率电缆21与比功率单元100的中心CP靠与DC插口11相同侧的部位连接。AC插口12设置于车辆的侧方(右侧方)，AC插口功率电缆22与比功率单元100的中心CP靠与AC插口12相同侧的部位连接。(7)在功率单元100的内部，AC插口功率电缆22经由AC/DC变换器105与第2电池功率电缆24连接。第1电池功率电缆23与AC/DC变换器105以外的强电设备90的功率电缆99连接。能够减小外部的AC供电器903的影响对AC/DC变换器105以外的强电设备90造成的影响。(8)功率单元100通过DC插口功率电缆21与DC插口11连接。在功率单元100的内部，DC插口功率电缆21经由DC继电器103和主电力线107与第1电池功率电缆23连接。(9)在第1电池功率电缆23与主电池31之间具备第1继电器。此外，在第2电池功率电缆24与主电池31之间具备第2继电器。在利用AC供电器903的电力对主电池31进行充电时，能够将其他强电设备90(电力转换器9、冷却器91、空调92、以及DC/AC变换器93等)从主电池31断开。相反，在没有利用AC供电器903进行充电期间，能够将AC/DC变换器105和AC插口12从主电池31断开。第1继电器对应于系统主继电器32，第2继电器对应于AC充电继电器33。(10)电动汽车2(2a、2b)具备第1插口和第2插口。在一方的插口能够连接车辆外部的交流供电器。在另一方的插口能够连接车辆外部的直流供电器。功率单元100通过第1插口功率电缆与第1插口连接，通过第2插口功率电缆与第2插口连接。功率单元具备第1电池连接器123、第2电池连接器124、第1插口连接器、以及第2插口连接器。从主电池31延伸的第1电池功率电缆23与第1电池连接器123连接。从主电池31延伸的第2电池功率电缆24与第2电池连接器124连接。(11)从第1插口延伸的第1插口功率电缆与第1插口连接器连接。从第2插口延伸的第2插口功率电缆与第2插口连接器连接。电池连接器123、124配置于比功率单元100的中心CP更靠近主电池31的一侧。第1插口连接器配置于比功率单元100的中心CP更靠近第1插口的一侧。第2插口连接器配置于比功率单元100的中心CP更靠近第2插口的一侧。(12)主电池31配置于比功率单元100靠车辆后方侧的位置。电池连接器123、124设置于功率单元100的后部。(13)第1插口设置于电动汽车2的第1侧面，第2插口设置于电动汽车2的与第1侧面相反侧的第2侧面。第1插口连接器设置于比功率单元的中心CP靠第1侧面侧的位置，第2插口连接器设置于比功率单元的中心CP靠第2侧面侧的位置。AC插口12对应于第1插口，并且DC插口11对应于第2插口。AC插口功率电缆22对应于第1插口功率电缆，而DC插口功率电缆21对应于第2插口功率电缆。AC插口连接器122对应于第1插口连接器，DC插口连接器121对应于第2插口连接器。DC插口11设置于车辆的左侧面前方，AC插口12设置于车辆的右侧面前方。对与在实施例中说明了的技术相关的其他注意点进行叙述。在功率单元100所具备的几个连接器中也可以组装保险丝。本说明书中的“电动汽车”包括具备电动机和发动机这两者的混合动力车和同时搭载电池与燃料电池的汽车。以上，对本发明的具体例进行了详细说明，但这些只不过是示例，并不限定所要求的保护范围。在所要求的保护范围所记载的技术中，包括对以上示例的具体例进行各种变形、变更而得到的技术。本说明书或附图中说明的技术要素单独或者通过各种组合来发挥技术上的有用性，并不限定于申请时所要求的保护范围所记载的组合。此外，本说明书或附图所示例的技术能够同时实现多个目的，实现其中一个目的本身就具有技术上的有用性。【符号说明】2、2a、2b：电动汽车3：前舱4：纵梁5：横梁5a：板6：前横梁7：电动机壳体8：防振器9：电力转换器11：DC插口12：AC插口 | 电动汽车的功率单元连接到主电池、AC插口、以及DC插口。功率单元具备连接电池功率电缆的电池连接器、连接AC插口功率电缆的AC插口连接器、连接DC插口功率电缆的DC插口连接器。电池连接器配置于比功率单元的中心靠近主电池的一侧。AC插口连接器配置于比功率单元的中心靠近AC插口的一侧。DC插口连接器配置于比功率单元的中心靠近DC插口的一侧。 | CN:201911366879.0A | https://patentimages.storage.googleapis.com/4a/31/f5/2b391c02602313/CN111376742A.pdf | NaN | 山中贤史, 日下博人 | Toyota Motor Corp | CN:103534142:A, CN:104105616:A, CN:104584373:A, US:20150375621:A1, JP:2016144965:A, CN:107428257:A, CN:205769115:U, CN:107891770:A, CN:107658930:A | Not available | 2014-06-11 | 1.一种电动汽车，其中，具备：, 主电池；, 第1插口，能够连接车辆外部的供电器；, 第2插口，能够连接车辆外部的其他供电器；以及, 功率单元，通过电池功率电缆与所述主电池连接，通过第1插口功率电缆与所述第1插口连接，通过第2插口功率电缆与所述第2插口连接，, 所述功率单元具备连接所述电池功率电缆的电池连接器、连接所述第1插口功率电缆的第1插口连接器、以及连接所述第2插口功率电缆的第2插口连接器，, 所述电池连接器配置于比所述功率单元的中心靠近所述主电池的一侧，, 所述第1插口连接器配置于比所述功率单元的中心靠近所述第1插口的一侧，, 所述第2插口连接器配置于比所述功率单元的中心靠近所述第2插口的一侧。, 2.根据权利要求1所述的电动汽车，其中，, 所述主电池配置于比所述功率单元靠车辆后方侧的位置，, 所述电池连接器配置于所述功率单元的后部。, 3.根据权利要求1或2所述的电动汽车，其中，, 所述第1插口配置于所述电动汽车的第1侧面，, 所述第2插口配置于所述电动汽车的与所述第1侧面相反的一侧的第2侧面，, 所述第1插口连接器配置于比所述功率单元的车宽方向的所述中心靠所述第1侧面侧的位置，, 所述第2插口连接器配置于比所述功率单元的所述车宽方向的所述中心靠所述第2侧面侧的位置。, 4.根据权利要求3所述的电动汽车，其中，, 所述第1插口是能够与输出交流电力的交流供电器连接的AC插口，该AC插口配置于车辆的右侧，, 所述第2插口是能够与输出直流电力的直流供电器连接的DC插口，该DC插口配置于车辆的左侧。 | CN | China | Pending | B | True |
| 459 | 蓄電装置およびこれを備えた自動車 \n | JP2008068652A | NaN | 【課題】ケーブルの取付けまたは取外しが容易な蓄電装置を提供する。 【解決手段】蓄電装置は、水平方向に車体に搭載される蓄電装置であって、電気を蓄えるための電池モジュールと、電池モジュールを外部の機器と接続するための接続機器１３とを備える。接続機器１３は、ケーブル５１の先端に配置された端子２６を固定するための棒状部材２４を含む。棒状部材２４は、接続機器１３の外側に向くように配置されている。棒状部材２４は、水平方向に対して延びる方向が傾斜するように配置されている。 【選択図】図６ | JP:2006246660A | https://patentimages.storage.googleapis.com/70/a4/d3/054b912c0c5059/JP2008068652A.pdf | NaN | Shuichi Nagata, 修一 永田, Okosu Koyanagi, 起 小▲柳▼, Yoshiaki Ichikawa, 喜章 市川, Tomohiro Ikeda, 智洋 池田, Yasutaka Miyazaki, 泰孝 宮崎, Takao Shoji, 隆雄 庄子 | Toyota Motor Corp | JP:S63117078:A, JP:H10241797:A, JP:2000306564:A, JP:2001057253:A, JP:2001294048:A, JP:2002095142:A, JP:2005262894:A, JP:2005280649:A | Not available | 2018-05-29 | \n 水平方向に車体に搭載される蓄電装置であって、\n 電気を蓄えるための蓄電機器と、\n 前記蓄電機器を外部の機器と接続するための接続機器と\nを備え、\n 前記接続機器は、ケーブルの先端に配置された端子を固定するための棒状部材を含み、\n 前記棒状部材は、前記接続機器の外側に向くように配置され、\n 前記棒状部材は、前記接続機器の底面に対して延びる方向が傾斜するように配置されている、蓄電装置。\n, \n 前記棒状部材は、前記底面に対して前記延びる方向が略４５°の角度で傾斜するように形成されている、請求項１に記載の蓄電装置。\n, \n 請求項１に記載の蓄電装置を備え、\n 前記蓄電装置は、後座席の後側に配置され、\n 前記棒状部材は、前記接続機器の車体前側の端部に配置されている、自動車。\n, \n 請求項１に記載の蓄電装置と、\n 前記蓄電装置と電気的に接続されているインバータと\nを備え、\n 前記インバータは、車体の前方部に配置され、\n 前記ケーブルは、前記インバータに接続されている、自動車。\n, \n 請求項１に記載の蓄電装置と、\n 人が乗るための居室と\nを備え、\n 前記蓄電装置は、前記居室の内部に配置され、\n 前記蓄電装置は、前記棒状部材が車体の外側に向くように形成されている、自動車。\n, \n 請求項１に記載の蓄電装置を備え、\n 前記蓄電装置は、後座席の下側に配置され、\n 前記棒状部材は、前記接続機器の車体前側の端部に配置されている、自動車。\n | JP | Japan | Pending | Y | True |
| 460 | 车辆的电源装置 \n | CN108944492B | NaN | 本发明提供车辆的电源装置，即使是在进行外部充电的期间内低压蓄电池发生了某些问题的情况下，也能在低压蓄电池中确保为了执行使外部充电结束的充电停止处理所必需的电压。车辆的电源装置具备高压蓄电池、与高压蓄电池相比为低电压的低压蓄电池、和入口，将外部电源的馈电连接器与入口连接，能够从外部电源向高压蓄电池及低压蓄电池中的至少某一个即充电对象供给电力。电源装置具备控制充电对象的充电的充电控制机构、和检测低压蓄电池的电压的蓄电池电压传感器。当在将馈电连接器与入口连接、并从外部电源向充电对象供给电力的期间内低压蓄电池电压值(VL)成为充电停止阈值(Vabort)以下时，充电控制机构停止从外部电源向充电对象的电力供给。 | CN:201810374774.9A | https://patentimages.storage.googleapis.com/f5/45/86/bb1b620f7f3e4c/CN108944492B.pdf | CN:108944492:B | 堤大介 | Honda Motor Co Ltd | NaN | Not available | 2021-07-06 | 1.一种车辆的电源装置，其具备第1蓄电装置、与该第1蓄电装置相比为低电压的第2蓄电装置、和入口，将外部电力供给源的连接器与所述入口连接，能够从该外部电力供给源向所述第1蓄电装置及所述第2蓄电装置中的至少某一个即充电对象供给电力，所述车辆的电源装置的特征在于，具备：, 充电控制机构，其控制所述充电对象的充电；和, 电压检测机构，其检测所述第2蓄电装置的电压，, 当在将所述连接器与所述入口连接、并从所述外部电力供给源向所述充电对象供给电力的期间内，所述第2蓄电装置的电压值成为规定的充电停止阈值以下时，所述充电控制机构停止从所述外部电力供给源向所述充电对象的电力供给。, 2.根据权利要求1所述的车辆的电源装置，其特征在于，, 还具备锁定机构，该锁定机构通过驱动电磁致动器而能够切换锁定状态和解锁状态，所述锁定状态是在所述连接器与所述入口连接的状态下限制该连接器向拔出方向移动的状态，所述解锁状态是不限制所述移动的状态，, 所述充电控制机构利用所述第2蓄电装置的电力来驱动所述电磁致动器，并执行从所述解锁状态切换成所述锁定状态的锁定处理或从所述锁定状态切换成所述解锁状态的锁定解除处理。, 3.根据权利要求2所述的车辆的电源装置，其特征在于，, 所述充电控制机构在所述第2蓄电装置的电压值成为所述充电停止阈值以下的情况下，在停止从所述外部电力供给源向所述充电对象的电力供给之后执行所述锁定解除处理。, 4.根据权利要求1～3中任一项所述的车辆的电源装置，其特征在于，具备：, 转换输入电力并将其供给至所述第2蓄电装置的电力转换器；和, 检测所述电力转换器的异常的异常检测机构，, 即使是在从所述外部电力供给源向所述充电对象供给电力的期间内检测到所述电力转换器的异常的情况下，所述充电控制机构在所述第2蓄电装置的电压值比所述充电停止阈值大的期间内也继续从所述外部电力供给源向所述充电对象的电力供给。, 5.根据权利要求4所述的车辆的电源装置，其特征在于，具备：, 第1电力线，其将所述外部电力供给源与所述第1蓄电装置连接；和, 第2电力线，其将所述第1电力线与所述第2蓄电装置连接，, 所述电力转换器设置于所述第2电力线。, 6.根据权利要求4所述的车辆的电源装置，其特征在于，, 经由所述电力转换器向所述第2蓄电装置供给所述第1蓄电装置的电力。 | CN | China | Active | B | True |
| 461 | 一种纯电动汽车用适配美标充电控制系统及其控制方法 \n | CN111775734A | 技术领域本发明涉及纯电动汽车用充电技术领域，尤其涉及一种纯电动汽车用适配美标充电控制系统及其控制方法。背景技术随着国内新能源汽车近几年的蓬勃发展，中国纯电动汽车已经具有一定的产业规模与先发优势，随时准备占领国际市场，实现弯道超车。中国电动汽车在全球化推广和使用中，面临着国内外充电接口标准、充电数字通信方式、控制方法不统一的制约，导致国内电动汽车在以美标国家为代表的海外市场无法实现充电互联互通。发明内容本发明的目的是克服现有技术中存在的无法兼容国标充电与美标充电的缺陷与问题，提供一种能兼容国标充电与美标充电的纯电动汽车用适配美标充电控制系统及其控制方法。为实现以上目的，本发明的技术解决方案是：一种纯电动汽车用适配美标充电控制系统，包括动力电池、用于匹配美标充电枪的CCS充电接口、用于匹配国标充电枪的国标充电接口、电池管理系统和通信转化模块；所述动力电池的电池正极输入口经K1充电接触器后分别与CCS充电接口的DC+端子、国标充电接口的DC+端子电连接，所述K1充电接触器与电池管理系统电连接，所述动力电池的电池负极输入口经K2充电接触器后分别与CCS充电接口的DC-端子、国标充电接口的DC-端子电连接，所述K2充电接触器与电池管理系统电连接；所述CCS充电接口与电池管理系统电连接，CCS充电接口的CP端子、lock引脚分别与通信转化模块电连接，lock引脚与电子锁电连接；所述国标充电接口与电池管理系统电连接；所述通信转化模块与电池管理系统电连接，用于将控制引导信号CP转化成符合充电国标的CAN信号。所述lock引脚包括lock1引脚、lock2引脚和lock3引脚；所述lock1引脚和lock3引脚，用于控制电子锁电机；所述lock2引脚，用于检测电子锁是否到位。所述电池管理系统通过温感探头监测CCS充电接口、国标充电接口的温度。所述通信转化模块与电池管理系统集成在电池控制盒内部。一种纯电动汽车用适配美标充电控制系统的控制方法，所述控制方法包括以下步骤：国标充电枪插入国标充电接口后，电池管理系统由国标充电桩唤醒，若电池管理系统持续检测到CC2信号，则表示国标充电枪已连接好，当电池管理系统通过国标充电接口与国标充电桩握手成功，电池管理系统控制K1充电接触器、K2充电接触器闭合，为动力电池进行充电，充电过程中，通信转化模块一直处于休眠状态；美标充电枪插入CCS充电接口后，CP端子唤醒通信转化模块，通信转化模块唤醒电池管理系统，并且给电池管理系统发送充电模式，当电子锁闭合并且通信转化模块内部的控制开关闭合后，若通信转化模块持续监测到一个峰值电压为6V的控制引导信号CP，则发送CHM信号给电池管理系统，此时，电池管理系统控制K1充电接触器、K2充电接触器闭合，为动力电池进行充电。美标充电枪插入CCS充电接口后，若电池管理系统检测到连接确认信号PP/PD，则表示CCS充电枪已连接好，此时，电池管理系统给通信转化模块发送电子锁上锁请求，通信转化模块控制电子锁闭合，上锁后，若电池管理系统自检无故障，并且电池系统处于可充电状态，则向通信转化模块发送内部控制开关闭合命令。充电过程中，通信转化模块通过PWM占空比获取美标充电桩的电流输出能力，电池管理系统的请求电流通过CAN通信发送给通信转化模块。充电过程中，电池管理系统通过温感探头监测CCS充电接口、国标充电接口的温度。与现有技术相比，本发明的有益效果为：1、本发明一种纯电动汽车用适配美标充电控制系统及其控制方法中CCS充电接口与电池管理系统电连接，CCS充电接口的CP端子、lock引脚分别与通信转化模块电连接，lock引脚与电子锁电连接，通信转化模块与电池管理系统电连接，车上增加CCS充电接口以匹配美标市场的充电枪，增加通信转化模块以实现车辆与美标市场充电设施的通信匹配，相比于直接按照美标标准开发充电控制系统，上述设计基于通信转换模块的设计与完善的充电控制系统，既能保证国标充电，同时兼容美标市场充电设施与充电通信，促进电动汽车全球化。因此，本发明能兼容国标充电与美标充电。2、本发明一种纯电动汽车用适配美标充电控制系统及其控制方法中lock引脚包括lock1引脚、lock2引脚和lock3引脚，lock1引脚和lock3引脚用于控制电子锁电机，lock2引脚用于检测电子锁是否到位，使得可靠性高；电池管理系统通过温感探头监测CCS充电接口、国标充电接口的温度，提高了安全性；通信转化模块与电池管理系统集成在电池控制盒内部，布置紧凑方便，不增加额外的防护箱体设计成本。因此，本发明可靠性高、安全性高、布置简便、成本低。3、本发明一种纯电动汽车用适配美标充电控制系统及其控制方法中电池管理系统通过国标充电接口与国标充电桩握手成功，电池管理系统控制K1充电接触器、K2充电接触器闭合，为动力电池进行充电；电池管理系统检测到连接确认信号PP/PD，则表示CCS充电枪已连接好，电池管理系统给通信转化模块发送电子锁上锁请求，通信转化模块控制电子锁闭合，上锁后，若电池管理系统自检无故障，并且电池系统处于可充电状态，则向通信转化模块发送内部控制开关闭合命令，若通信转化模块持续监测到一个峰值电压为6V的控制引导信号CP，则发送CHM信号进入充电流程，上述设计不仅能兼容国标充电与美标充电，而且使得可靠性高。因此，本发明不仅能兼容国标充电与美标充电，而且可靠性高。附图说明图1是本发明一种纯电动汽车用适配美标充电控制系统的结构示意图。图2是本发明一种纯电动汽车用适配美标充电控制系统的控制方法的流程图。图中：动力电池1、CCS充电接口2、国标充电接口3、电池管理系统4、通信转化模块5、K1充电接触器6、K2充电接触器7。具体实施方式以下结合附图说明和具体实施方式对本发明作进一步详细的说明。参见图1，一种纯电动汽车用适配美标充电控制系统，包括动力电池1、用于匹配美标充电枪的CCS充电接口2、用于匹配国标充电枪的国标充电接口3、电池管理系统4和通信转化模块5；所述动力电池1的电池正极输入口经K1充电接触器6后分别与CCS充电接口2的DC+端子、国标充电接口3的DC+端子电连接，所述K1充电接触器6与电池管理系统4电连接，所述动力电池1的电池负极输入口经K2充电接触器7后分别与CCS充电接口2的DC-端子、国标充电接口3的DC-端子电连接，所述K2充电接触器7与电池管理系统4电连接；所述CCS充电接口2与电池管理系统4电连接，CCS充电接口2的CP端子、lock引脚分别与通信转化模块5电连接，lock引脚与电子锁电连接；所述国标充电接口3与电池管理系统4电连接；所述通信转化模块5与电池管理系统4电连接，用于将控制引导信号CP转化成符合充电国标的CAN信号。所述lock引脚包括lock1引脚、lock2引脚和lock3引脚；所述lock1引脚和lock3引脚，用于控制电子锁电机；所述lock2引脚，用于检测电子锁是否到位。所述电池管理系统4通过温感探头监测CCS充电接口2、国标充电接口3的温度。所述通信转化模块5与电池管理系统4集成在电池控制盒内部。参见图2，一种纯电动汽车用适配美标充电控制系统的控制方法，所述控制方法包括以下步骤：国标充电枪插入国标充电接口3后，电池管理系统4由国标充电桩唤醒，若电池管理系统4持续检测到CC2信号，则表示国标充电枪已连接好，当电池管理系统4通过国标充电接口3与国标充电桩握手成功，电池管理系统4控制K1充电接触器6、K2充电接触器7闭合，为动力电池1进行充电，充电过程中，通信转化模块5一直处于休眠状态；美标充电枪插入CCS充电接口2后，CP端子唤醒通信转化模块5，通信转化模块5唤醒电池管理系统4，并且给电池管理系统4发送充电模式，当电子锁闭合并且通信转化模块5内部的控制开关闭合后，若通信转化模块5持续监测到一个峰值电压为6V的控制引导信号CP，则发送CHM信号给电池管理系统4，此时，电池管理系统4控制K1充电接触器6、K2充电接触器7闭合，为动力电池1进行充电。美标充电枪插入CCS充电接口2后，若电池管理系统4检测到连接确认信号PP/PD，则表示CCS充电枪已连接好，此时，电池管理系统4给通信转化模块5发送电子锁上锁请求，通信转化模块5控制电子锁闭合，上锁后，若电池管理系统4自检无故障，并且电池系统处于可充电状态，则向通信转化模块5发送内部控制开关闭合命令。充电过程中，通信转化模块5通过PWM占空比获取美标充电桩的电流输出能力，电池管理系统4的请求电流通过CAN通信发送给通信转化模块5。充电过程中，电池管理系统4通过温感探头监测CCS充电接口2、国标充电接口3的温度。本发明的原理说明如下：本设计旨在规避国内外充电技术差异，使国内电动车兼容国标充电与美标充电，实现按照国标GB/T 27930开发的电动车也能兼容美标CCS充电系统。联合充电系统(CombinedCharging System)，即“CCS”标准，由SAE以及8家美标车企制定，可同时支持电动汽车快充，其组合式直流充电接口标准被IEC采纳。CCS充电接口连接美标充电枪获取电能，电池管理系统监测并控制充电过程；通信转化模块将与美标充电桩交互的信息，主要是控制引导信号（CP）转化成符合GB/T 27930的CAN信号，同时通信转化模块同电池管理系统一起集成在电池控制盒内部，以避免单独设计满足IP67要求的防护箱体，降低整车设计成本。实施例：参见图1，一种纯电动汽车用适配美标充电控制系统，包括动力电池1、用于匹配美标充电枪的CCS充电接口2、用于匹配国标充电枪的国标充电接口3、电池管理系统4和通信转化模块5；所述动力电池1的电池正极输入口经K1充电接触器6后分别与CCS充电接口2的DC+端子、国标充电接口3的DC+端子电连接，所述K1充电接触器6与电池管理系统4电连接，所述动力电池1的电池负极输入口经K2充电接触器7后分别与CCS充电接口2的DC-端子、国标充电接口3的DC-端子电连接，所述K2充电接触器7与电池管理系统4电连接；所述CCS充电接口2与电池管理系统4电连接，CCS充电接口2的CP端子、lock引脚分别与通信转化模块5电连接，lock引脚与电子锁电连接；所述国标充电接口3与电池管理系统4电连接；所述通信转化模块5与电池管理系统4电连接，用于将控制引导信号CP转化成符合充电国标的CAN信号；所述lock引脚包括lock1引脚、lock2引脚和lock3引脚，所述lock1引脚和lock3引脚，用于控制电子锁电机，所述lock2引脚，用于检测电子锁是否到位；所述通信转化模块5与电池管理系统4集成在电池控制盒内部。参见图2，一种纯电动汽车用适配美标充电控制系统的控制方法，所述控制方法包括以下步骤：国标充电枪插入国标充电接口3后，电池管理系统4由国标充电桩A+（低压12V信号）唤醒，若电池管理系统4持续检测到CC2信号，则表示国标充电枪已连接好，当电池管理系统4通过国标充电接口3与国标充电桩握手成功，并完成充电电流、电压、SOC等充电参数配置后，电池管理系统4控制K1充电接触器6、K2充电接触器7闭合，为动力电池1进行充电，充电过程中，电池管理系统4始终通过CAN通信与国标充电桩交互充电信息直到充电结束，通信转化模块5一直处于休眠状态；美标充电枪插入CCS充电接口2后，CP端子唤醒通信转化模块5，通信转化模块5唤醒电池管理系统4，并且给电池管理系统4发送充电模式，当电子锁闭合并且通信转化模块5内部的控制开关闭合后，若通信转化模块5持续监测到一个峰值电压为6V的控制引导信号CP（PWM），则发送CHM信号给电池管理系统4，此时，电池管理系统4控制K1充电接触器6、K2充电接触器7闭合，为动力电池1进行充电；美标充电枪插入CCS充电接口2后，若电池管理系统4检测到连接确认信号PP/PD，则表示CCS充电枪已连接好，此时，电池管理系统4给通信转化模块5发送电子锁上锁请求，通信转化模块5控制电子锁闭合，上锁后，若电池管理系统4自检无故障，并且电池系统处于可充电状态，则向通信转化模块5发送内部控制开关闭合命令；充电过程中，通信转化模块5通过PWM占空比获取美标充电桩的电流输出能力，电池管理系统4的请求电流通过CAN通信发送给通信转化模块5；充电过程中，电池管理系统4通过温感探头监测CCS充电接口2、国标充电接口3的温度。 | 一种纯电动汽车用适配美标充电控制系统，包括动力电池、用于匹配美标充电枪的CCS充电接口、用于匹配国标充电枪的国标充电接口、电池管理系统和通信转化模块，动力电池经充电接触器后分别与CCS充电接口、国标充电接口电连接，电池管理系统分别与CCS充电接口、国标充电接口、通信转化模块、充电接触器电连接，CCS充电接口的CP端子、lock引脚分别与通信转化模块电连接，lock引脚与电子锁电连接，通信转化模块用于将控制引导信号CP转化成符合充电国标的CAN信号，通信转化模块与电池管理系统集成在电池控制盒内部。本设计不仅能兼容国标充电与美标充电，而且可靠性高、布置简便、成本低。 | CN:202010669081.XA | https://patentimages.storage.googleapis.com/36/df/f5/b370db83998ec0/CN111775734A.pdf | NaN | 刘新, 汪斌, 肖聪, 危波, 徐远, 王为才, 於家华, 黄棕, 吴龙, 苏磊 | Dongfeng Automobile Co Ltd | CN:102350973:A, CN:105375540:A, CN:107852020:A, CN:204936849:U, CN:206086421:U, CN:107867195:A, CN:206336141:U, CN:109861331:A, CN:210111149:U, CN:111193311:A | Not available | 2024-01-26 | 1.一种纯电动汽车用适配美标充电控制系统，其特征在于，包括动力电池(1)、用于匹配美标充电枪的CCS充电接口(2)、用于匹配国标充电枪的国标充电接口(3)、电池管理系统(4)和通信转化模块(5)；, 所述动力电池(1)的电池正极输入口经K1充电接触器(6)后分别与CCS充电接口(2)的DC+端子、国标充电接口(3)的DC+端子电连接，所述K1充电接触器(6)与电池管理系统(4)电连接，所述动力电池(1)的电池负极输入口经K2充电接触器(7)后分别与CCS充电接口(2)的DC-端子、国标充电接口(3)的DC-端子电连接，所述K2充电接触器(7)与电池管理系统(4)电连接；, 所述CCS充电接口(2)与电池管理系统(4)电连接，CCS充电接口(2)的CP端子、lock引脚分别与通信转化模块(5)电连接，lock引脚与电子锁电连接；, 所述国标充电接口(3)与电池管理系统(4)电连接；, 所述通信转化模块(5)与电池管理系统(4)电连接，用于将控制引导信号CP转化成符合充电国标的CAN信号。, 2.根据权利要求1所述的一种纯电动汽车用适配美标充电控制系统，其特征在于：, 所述lock引脚包括lock1引脚、lock2引脚和lock3引脚；, 所述lock1引脚和lock3引脚，用于控制电子锁电机；, 所述lock2引脚，用于检测电子锁是否到位。, 3.根据权利要求1所述的一种纯电动汽车用适配美标充电控制系统，其特征在于：所述电池管理系统(4)通过温感探头监测CCS充电接口(2)、国标充电接口(3)的温度。, 4.根据权利要求1所述的一种纯电动汽车用适配美标充电控制系统，其特征在于：所述通信转化模块(5)与电池管理系统(4)集成在电池控制盒内部。, 5.一种权利要求1所述的纯电动汽车用适配美标充电控制系统的控制方法，其特征在于：所述控制方法包括以下步骤：, 国标充电枪插入国标充电接口(3)后，电池管理系统(4)由国标充电桩唤醒，若电池管理系统(4)持续检测到CC2信号，则表示国标充电枪已连接好，当电池管理系统(4)通过国标充电接口(3)与国标充电桩握手成功，电池管理系统(4)控制K1充电接触器(6)、K2充电接触器(7)闭合，为动力电池(1)进行充电，充电过程中，通信转化模块(5)一直处于休眠状态；, 美标充电枪插入CCS充电接口(2)后，CP端子唤醒通信转化模块(5)，通信转化模块(5)唤醒电池管理系统(4)，并且给电池管理系统(4)发送充电模式，当电子锁闭合并且通信转化模块(5)内部的控制开关闭合后，若通信转化模块(5)持续监测到一个峰值电压为6V的控制引导信号CP，则发送CHM信号给电池管理系统(4)，此时，电池管理系统(4)控制K1充电接触器(6)、K2充电接触器(7)闭合，为动力电池(1)进行充电。, 6.根据权利要求5所述的一种纯电动汽车用适配美标充电控制系统的控制方法，其特征在于：美标充电枪插入CCS充电接口(2)后，若电池管理系统(4)检测到连接确认信号PP/PD，则表示CCS充电枪已连接好，此时，电池管理系统(4)给通信转化模块(5)发送电子锁上锁请求，通信转化模块(5)控制电子锁闭合，上锁后，若电池管理系统(4)自检无故障，并且电池系统处于可充电状态，则向通信转化模块(5)发送内部控制开关闭合命令。, 7.根据权利要求5所述的一种纯电动汽车用适配美标充电控制系统的控制方法，其特征在于：充电过程中，通信转化模块(5)通过PWM占空比获取美标充电桩的电流输出能力，电池管理系统(4)的请求电流通过CAN通信发送给通信转化模块(5)。, 8.根据权利要求5所述的一种纯电动汽车用适配美标充电控制系统的控制方法，其特征在于：充电过程中，电池管理系统(4)通过温感探头监测CCS充电接口(2)、国标充电接口(3)的温度。 | CN | China | Pending | B | True |
| 462 | 전기자동차용 배터리 상태확인 시스템 \n | KR20160111241A | NaN | 본 발명의 전기자동차용 배터리 상태확인 시스템은 직렬 및 병렬로 연결되어 매트릭스 구조를 형성하는 복수개의 배터리 셀, 복수개의 배터리 셀에 대한 상태정보를 단말장치에 전송하기 위한 통신부 및 통신부로부터 배터리 셀에 대한 상태정보를 입력받아 출력하는 어플리케이션을 탑재하는 단말장치를 포함한다. 본 발명의 전기자동차용 배터리 상태확인 시스템은 기존의 상용화된 휴대용 전자기기들의 배터리를 복수개 연결하여 차량용 배터리로 구현함으로써 보다 저가격화 되고 향상된 성능을 갖는 전기자동차용 배터리팩을 제공할 수 있다. 또한 복수개의 배터리 셀의 충전상태 및 고장상태를 모니터링 하고, 과전압 및 과전류를 감지 및 차단함으로써 배터리 팩의 안정성을 확보할 수 있어 보다 향상된 성능을 갖는 전기자동차용 배터리 상태확인 시스템을 제공할 수 있다. 또한 전기자동차에 장착되는 배터리의 상태를 스마트폰, 테플릿 PC 등과 같은 휴대용 단말장치를 통해 파악할 수 있어, 배터리를 직접 확인하지 않아도 손쉽게 그 상태를 파악하여 배터리의 충전량, 교체 필요여부 등의 배터리의 전반적인 상태를 확인할 수 있다. | KR:1020150036130A | https://patentimages.storage.googleapis.com/a1/28/be/62df4146a4b8d4/KR20160111241A.pdf | NaN | 최대규 | 최대규 | NaN | Not available | 2021-03-08 | 직렬 및 병렬로 연결되어 매트릭스 구조를 형성하는 복수개의 배터리 셀;상기 복수개의 배터리 셀에 대한 상태정보를 단말장치에 전송하기 위한 통신부; 및상기 통신부로부터 배터리 셀에 대한 상태정보를 입력받아 출력하는 어플리케이션을 탑재하는 단말장치를 포함하는 것을 특징으로 하는 전기자동차용 배터리 상태확인 시스템., 제1항에 있어서,상기 복수개의 배터리 셀에 발생될 수 있는 과전류를 차단하는 퓨즈를 포함하는 것을 특징으로 하는 전기자동차용 배터리 상태확인 시스템., 제1항에 있어서,상기 전기자동차용 배터리 상태확인 시스템은 상기 복수개의 배터리 셀 각각의 충전상태를 표시하거나,고장상태 등의 배터리 셀의 상태정보를 표시하는 상태정보 표시부를 더 포함하는 것을 특징으로 하는 전기자동차용 배터리 상태확인 시스템. , 제1항에 있어서,상기 전기자동차용 배터리 상태확인 시스템은 상기 복수개의 배터리 셀로부터 출력되는 직류전원을 전기모터에 사용할 교류 전원으로 변환시키기 위한 인버터를 더 포함하는 것을 특징으로 하는 전기자동차용 배터리 상태확인 시스템., 제1항에 있어서,상기 전기자동차용 배터리 상태확인 시스템은상기 복수개의 배터리 셀 내에 발생하는 과전압의 감지를 위한 과전압 센서; 및상기 복수개의 배터리 셀 내에 발생하는 과전류의 감지를 위한 과전류 센서를 더 포함하는 것을 특징으로 하는 전기자동차용 배터리 상태확인 시스템., 제2항 내지 제5항에 있어서,상기 전기자동차용 배터리 상태확인 시스템은상기 인버터, 과전압 센서 및 과전류 센서의 동작을 제어하기 위한 제어부를 더 포함하는 것을 특징으로 하는 전기자동차용 배터리 상태확인 시스템. | KR | South Korea | NaN | B60L11/1851 | True |
| 463 | 纯电动汽车碰撞安全控制方法 \n | CN102303533A | 技术领域\n\t本发明属于汽车制造领域，具体是一种纯电动汽车碰撞安全控制方法。背景技术\n\t一般纯电动车在发生前碰撞后，驾驶员在无意识状态下不关闭电门钥匙，切断动力电池的动力输出。即使驾驶员关闭电门钥匙，电动汽车也会在还没有关掉电门钥匙碰撞瞬间产生重大的安全事故。现有纯电动车的动力电池为磷酸铁锂电池，电池组布置汽车车身的下面中间位置，驱动电机、驱动电机控制器、车载充电器、独立空调机组、DC/DC、动力电配电箱等电器件安装汽车前机舱，动力电池组与前舱配电箱间、前舱各个电器件间有电缆连接。纯电动汽车发生前碰撞时，由于车身溃缩和变形，前舱电动零部件和各电缆被挤压、破损，高压动力电系统会发生漏电；冲击、破坏低压电系统；人产生触电的危险；高压电系统会发生短路，短路电流瞬间加大，大电流导致电缆和电缆接插件发热，电器起火，动力电池组发热、鼓胀，引发重大事故。而且，一般纯电动车在发生前碰撞时，在惯性力作用下，人往前倾，可能加大踩下加速踏板，车辆驱动力产生二次碰撞。发明内容\n\t本发明的目的是针对现有技术的不足，提供一种安全可靠，技术简单，开发成本低的纯电动汽车碰撞安全控制方法。本发明技术方案如下：一种纯电动汽车碰撞安全控制方法，其特征在于：当纯电动汽车发生碰撞时，汽车内安全气囊控制单元发送碰撞信号给整车控制器，整车控制器检测到碰撞信号，控制发送驱动电机控制器驱动电流为零，避免驾驶员踩加速踏板，车辆驱动力产生二次碰撞，控制断开动力电池的正极继电器、负极继电器、控制断开DC/DC继电器、空调压缩机继电器、空调加热器继电器。本发明动力电池的输出继电器布置在电池箱体内，实现切断动力电池组与前舱电器件的连接，使动力电池以外的电路不能形成高压电的电流回路，杜绝由于前碰撞车身溃缩和变形，前舱电动零部件和各电缆被挤压、破损，高压动力电系统会发生漏电、短路、起火、人员触电的可能，实现纯电动汽车发生前碰撞时高压动力电的安全。整车控制器检测到碰撞信号，并发送控制，执行控制的过程时间为200毫秒。本发明安全可靠，简单方便，经济性好。附图说明\n\t图1为本发明示意图。具体实施方式\n\t如图1所示，当纯电动汽车发生碰撞时，汽车内安全气囊控制单元发送碰撞信号给整车控制器，整车控制器检测到碰撞信号，控制发送驱动电机控制器驱动电流为零，避免驾驶员踩加速踏板，车辆驱动力产生二次碰撞，控制断开动力电池的正极继电器、负极继电器、控制断开DC/DC继电器、空调压缩机继电器、空调加热器继电器。动力电池的输出继电器布置在电池箱体内，实现切断动力电池组与前舱电器件的连接。控制器具体处理方式如图1所示，先通过内部微处理器的输入捕捉功能对碰撞信号进行触发处理，由于碰撞信号是方波，幅值稳定，当信号有阶跃跳变时，会进入中断服务程序，程序进入开始，首先读取当前时间并存储，然后判断是否是第一次进入，是的话就直接结束中断服务程序，否就计算与上次存储时间的差值。这个差值就是一个周期的时间。判断差值是否超过标定的时间，结果是就表示发生碰撞，继而执行碰撞处理(断开主正继电器、主负继电器、DCDC继电器)，否的话就结束中断服务程序。 | 本发明属于汽车制造领域，具体是一种纯电动汽车碰撞安全控制方法，其特征在于：当纯电动汽车发生碰撞时，汽车内安全气囊控制单元发送碰撞信号给整车控制器，整车控制器检测到碰撞信号，控制发送驱动电机控制器驱动电流为零，避免驾驶员踩加速踏板，车辆驱动力产生二次碰撞，控制断开动力电池的正极继电器、负极继电器、控制断开DC/DC继电器、空调压缩机继电器、空调加热器继电器动力电池的输出继电器布置在电池箱体内，实现切断动力电池组与前舱电器件的连接。本发明安全可靠，简单方便，经济性好。 | CN:201110176183A | https://patentimages.storage.googleapis.com/54/8b/e4/333e5b6f746b11/CN102303533A.pdf | NaN | 庞青年, 周泽鑫 | YOUNG MAN AUTOMOBILE GROUP Corp | US:20040182630:A1, CN:101544215:A, CN:101722859:A, CN:101954868:A | Not available | 2012-01-04 | 1.一种纯电动汽车碰撞安全控制方法，其特征在于：当纯电动汽车发生碰撞时，汽车内安全气囊控制单元发送碰撞信号给整车控制器，整车控制器检测到碰撞信号，控制发送驱动电机控制器驱动电流为零，避免驾驶员踩加速踏板，车辆驱动力产生二次碰撞，控制断开动力电池的正极继电器、负极继电器、控制断开DC/DC继电器、空调压缩机继电器、空调加热器继电器动力电池的输出继电器布置在电池箱体内，实现切断动力电池组与前舱电器件的连接。 | CN | China | Pending | NaN | True |
| 464 | 전지 모듈 \n | KR20160115532A | NaN | 본 발명은, 전지 셀과 배터리 관리 시스템 사이의 전류 또는 전압 센싱 경로를 단순화시키는데 적합한 전지 모듈을 개시한다. 본 발명에 따르는 전지 모듈은 전지 셀들을 수용하는 카트리지, 카트리지 상에 위치되며 전지 셀들의 전극 리드들에 의해 관통되고 전극 리드들로부터 이격되는 전기 커넥터를 가지는 프레임, 및 프레임을 관통하며 전지 셀의 전극 리드들을 덮는 버스 바를 포함하고, 상기 버스 바는 전기 커넥터에 전기선으로 연결되는 것을 특징으로 한다. | KR:1020150043426A | https://patentimages.storage.googleapis.com/cc/a9/8f/f64deee8ad5856/KR20160115532A.pdf | NaN | 최현철, 정상윤, 박준규, 성준엽 | 주식회사 엘지화학 | NaN | Not available | 2018-03-05 | 전지 셀들을 수용하는 카트리지;상기 카트리지 상에서 관통 공들을 정의하며 상기 관통 공들 사이에 위치되는 전극 지지대와 상기 관통 공들로부터 이격되는 전기 커넥터를 가지는 프레임; 및상기 전극 지지대를 덮으며 상기 관통 공들을 지나서 상기 카트리지 및 상기 전지 셀들 사이에 삽입되는 버스 바를 포함하고,상기 버스 바는 상기 전지 셀들에 전기적으로 접속되며 상기 전기 커넥터에 전기선으로 연결되는 것을 특징으로 하는 전지 모듈., 제1항에 있어서,상기 전지 셀들의 전극 리드들은 상기 카트리지로부터 돌출하며 상기 관통 공들을 각각 경유하여 상기 전극 지지대와 상기 버스 바 사이를 향해 절곡되어 상기 버스 바에 접촉되는 것을 특징으로 하는 전지 모듈., 제2항에 있어서,상기 전극 리드들은 상기 전극 지지대 상에서 중첩하여 용접되는 것을 특징으로 하는 전지 모듈., 제1항에 있어서,상기 카트리지는 두 개의 서브 카트리지들로 이루어지고 상기 서브 카트리지들의 서로 마주보는 내측 벽들에 걸림 홈들을 각각 가지며 상기 걸림 홈들을 통해 상기 버스 바의 양 단부들과 접촉하는 것을 특징으로 하는 전지 모듈., 제1항에 있어서,상기 전극 지지대는 상기 프레임에서 상기 전기 커넥터와 다른 레벨에 위치되는 것을 특징으로 하는 전지 모듈., 제1항에 있어서,상기 전기 커넥터 및 전기선은 상기 프레임 상에서 인쇄 회로 기판을 대체하는 것을 특징으로 하는 전지 모듈., 제1항에 있어서,상기 버스 바는 역 'U' 자의 형상으로 이루어지는 것을 특징으로 하는 전지 모듈., 제1항에 있어서,상기 버스 바는 상부 측에서 탄성 지지부들 사이에 안착부를 가지며, 상기 상부 측으로부터 하부 측을 향하여 상기 탄성 지지부들로부터 각각 연장되는 걸림부들을 포함하는 것을 특징으로 하는 전지 모듈., 제8항에 있어서,상기 안착부는 상기 탄성 지지부들 아래에서 상기 탄성 지지부들에 연결되며, 상기 전극 지지대 상에서 상기 전지 셀들의 전극 리드들의 중첩 부위와 접촉하고, 상기 전기선에 접촉되는 돌기를 가지는 것을 특징으로 하는 전지 모듈., 제8항에 있어서,상기 걸림부들의 각각은 단부에 상기 카트리지의 내측 벽의 걸림 홈에 체결되는 걸림 후크를 가지는 것을 특징으로 하는 전지 모듈., 제2항에 있어서,상기 전극 리드들은 구리 및 알루미늄 중 적어도 하나로 이루어지고,상기 버스 바는 구리 또는 알루미늄으로 이루어지는 것을 특징으로 하는 전지 모듈. | KR | South Korea | NaN | H01M2/266 | True |
| 465 | 一种纯电动汽车直流充电末端充电方法 \n | CN111063953A | 技术领域本发明涉及电动汽车末端充电技术领域，具体为一种纯电动汽车直流充电末端充电方法。背景技术电动汽车(BEV)是指以车载电源为动力，用电机驱动车轮行驶，符合道路交通、安全法规各项要求的车辆，其工作原理为：蓄电池—电流—电力调节器—电动机—动力传动系统—驱动汽车行驶。纯电动汽车，相对燃油汽车而言，主要差别在于四大部件，驱动电机，调速控制器、动力电池、车载充电器，相对于加油站而言，它由公用超快充电站。纯电动汽车之品质差异取决于这四大部件，其价值高低也取决于这四大部件的品质。纯电动汽车的用途也在四大部件的选用配置直接相关，纯电动汽车时速快慢，和启动速度取决于驱动电机的功率和性能，其续行里程之长短取决于车载动力电池容量之大小，车载动力电池之重量取决于选用何种动力电池如铅酸、锌碳、锂电池等，它们体积，比重、比功率、比能量、循环寿命都各异。这取决于制造商对整车档次的定位和用途以及市场界定、市场细分。电池管理系统(BMS)为一套保护动力电池使用安全的控制系统，时刻监控电池的使用状态，通过必要措施缓解电池组的不一致性，为新能源车辆的使用安全提供保障，集中式是将电池管理系统的所有功能集中在一个控制器里面，比较合适电池包容量比较小、模组及电池包型式比较固定的场合，可以显著的降低系统成本，在纯电动汽车中得到广泛的应用，充电环节是电动汽车涉及最多的一个环节，其充电好坏往往决定一部电动车的好坏，故其充电控制方法成为充电的关键因素，也成为当前电动汽车研究的主要方向。为此，我们提出一种纯电动汽车直流充电末端充电方法，主要在直流充电电池快充满的末端阶段，对充电电流做阶梯式的降流，直至满足充满的条件结束充电，并在降流过程中添加小电流请求充电方式，此方法不但能有效防止电池因大电流导致过充问题，也能有效保证电池充的更加饱满，增加。整车续驶里程；同时，减少大电流充电，降低电池老化，延长整车寿命。发明内容本发明的目的在于提供一种纯电动汽车直流充电末端充电方法，在直流充电电池快充满的末端阶段，对充电电流做阶梯式的降流，直至满足充满的条件结束充电，并在降流过程中添加小电流请求充电方式，此方法不但能有效防止电池因大电流导致过充问题，也能有效保证电池充的更加饱满，增加整车续驶里程；同时，减少大电流充电，降低电池老化，延长整车寿命，以解决上述背景技术中提出的问题。为实现上述目的，本发明提供如下技术方案：一种纯电动汽车直流充电末端充电方法，具体包括以下步骤：S1：查表充电：利用车体自带的电池管理系统先恒流充电，充电请求电流按照电池持续充电电流表进行查表充电；S2：充满阈值：恒流充电过程中，单体最高电压达到50mV的阈值时，则达到充满阈值电压；S3：第一步降电流：在达到步骤S2的基础上，电池管理系统开始执行第一步降电流模式，并记下当前充电请求电流Ia，以当前充电请求电流Ia为基础，降低固定步长电流I步1，且降电流期间发送充电请求电流为0.05C，持续T1时间后，电池管理系统再以Ia-I步1的大小请求充电电流，当单体电压再次达到充满阈值电压50mV后，电池管理系统再次执行第一步降电流模式，充电请求电流为Ia-I步1*N1，N1值的大小与本步骤的请求次数的数值大小相同，依次反复；S4：第二步降电流：在步骤S3的基础上，电池单体电压再次充到充满阈值电压50mV的阈值且充电请求电流小于等于0.5C时，电池管理系统开始执行第二步降电流模式，并记下当前充电请求电流Ib，以当前充电请求电流Ib为基础，降固定步长电流I步2，并在降电流期间发送充电请求电流为0.05C，持续T2后，电池管理系统再以Ib-I步2的大小请求充电电流，当单体电压达到充满阈值电压20mV的阈值后，电池管理系统再次执行第二步降电流模式，充电请求电流为Ib-I步2*N2，N2值的大小与本步骤的请求次数的数值大小相同，依次反复；S5：第三步降电流：在步骤S4的基础上，电池单体电压再次充到充满阈值电压20mV的阈值且充电请求电流小于等于0.3C时，电池管理系统开始执行第三步降电流模式，并记下当前充电请求电流Ic，以当前充电请求电流Ic为基础，降固定步长电流I步3，并在降电流期间发送充电请求电流为0.05C，持续T3时间后，电池管理系统再以Ic-I步3的大小请求充电电流，当单体电压再次达到充满阈值电压20mV后，电池管理系统再次执行第三步降电流模式，充电请求电流为Ic-I步3*N3，N3值的大小与本步骤的请求次数的数值大小相同，依次反复；S6：修正：在步骤S5的基础上，电池电压再次达到充电阀值电压20mV且充电请求电流小于等于0.05C时，若电池平均电压达到充满修正的平均电压阈值，电池管理系统执行充满修正并结束充电，反之结束充电，不做充满修正处理；S7：充电故障：在步骤S1-S6中，电池管理系统若检测到禁止充电，执行结束充电操作。优选的，所述步骤S1中，查表充电的恒定电流根据剩余电量SOC和温度调整。优选的，所述步骤S3-S5中，T1、T2和T3的数值大小根据电芯特性进行调节，且T1、T2和T3的数值大小均在5min-10min。优选的，所述步骤S6中，平均电压阀值在20±0.5mV。优选的，所述步骤S1-步骤S6中，电池采用锂离子电池。与现有技术相比，本发明的有益效果是：本发明通过在直流充电电池快充满的末端阶段，对充电电流做阶梯式的降流，直至满足充满的条件结束充电，并在降流过程中添加小电流请求充电方式，此方法不但能有效防止电池因大电流导致过充问题，也能有效保证电池充的更加饱满，增加整车续驶里程；同时，减少大电流充电，降低电池老化，延长整车寿命。附图说明图1为本发明一种纯电动汽车直流充电末端充电方法流程模块示意图。具体实施方式下面将结合本发明实施例中的附图，对本发明实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例仅仅是本发明一部分实施例，而不是全部的实施例。基于本发明中的实施例，本领域普通技术人员在没有做出创造性劳动前提下所获得的所有其他实施例，都属于本发明保护的范围。请参阅图1，本发明提供一种技术方案：一种纯电动汽车直流充电末端充电方法，具体包括以下步骤：S1：查表充电：利用车体自带的电池管理系统先恒流充电，充电请求电流按照电池持续充电电流表进行查表充电；S2：充满阈值：恒流充电过程中，单体最高电压达到50mV的阈值时，则达到充满阈值电压；S3：第一步降电流：在达到步骤S2的基础上，电池管理系统开始执行第一步降电流模式，并记下当前充电请求电流Ia，以当前充电请求电流Ia为基础，降低固定步长电流I步1，且降电流期间发送充电请求电流为0.05C，持续T1时间后，电池管理系统再以Ia-I步1的大小请求充电电流，当单体电压再次达到充满阈值电压50mV后，电池管理系统再次执行第一步降电流模式，充电请求电流为Ia-I步1*N1，N1值的大小与本步骤的请求次数的数值大小相同，依次反复；S4：第二步降电流：在步骤S3的基础上，电池单体电压再次充到充满阈值电压50mV的阈值且充电请求电流小于等于0.5C时，电池管理系统开始执行第二步降电流模式，并记下当前充电请求电流Ib，以当前充电请求电流Ib为基础，降固定步长电流I步2，并在降电流期间发送充电请求电流为0.05C，持续T2后，电池管理系统再以Ib-I步2的大小请求充电电流，当单体电压达到充满阈值电压20mV的阈值后，电池管理系统再次执行第二步降电流模式，充电请求电流为Ib-I步2*N2，N2值的大小与本步骤的请求次数的数值大小相同，依次反复；S5：第三步降电流：在步骤S4的基础上，电池单体电压再次充到充满阈值电压20mV的阈值且充电请求电流小于等于0.3C时，电池管理系统开始执行第三步降电流模式，并记下当前充电请求电流Ic，以当前充电请求电流Ic为基础，降固定步长电流I步3，并在降电流期间发送充电请求电流为0.05C，持续T3时间后，电池管理系统再以Ic-I步3的大小请求充电电流，当单体电压再次达到充满阈值电压20mV后，电池管理系统再次执行第三步降电流模式，充电请求电流为Ic-I步3*N3，N3值的大小与本步骤的请求次数的数值大小相同，依次反复；S6：修正：在步骤S5的基础上，电池电压再次达到充电阀值电压20mV且充电请求电流小于等于0.05C时，若电池平均电压达到充满修正的平均电压阈值，电池管理系统执行充满修正并结束充电，反之结束充电，不做充满修正处理；S7：在步骤S1-S6中，电池管理系统若检测到禁止充电，执行结束充电操作。具体的，所述步骤S1中，查表充电的恒定电流根据剩余电量SOC和温度调整。具体的，所述步骤S3-S5中，T1、T2和T3的数值大小根据电芯特性进行调节，且T1、T2和T3的数值大小均在5min-10min。具体的，所述步骤S6中，平均电压阀值在20±0.5mV。具体的，所述步骤S1-步骤S6中，电池采用锂离子电池。综上所述：本发明通过在直流充电电池快充满的末端阶段，对充电电流做阶梯式的降流，直至满足充满的条件结束充电，并在降流过程中添加小电流请求充电方式，此方法不但能有效防止电池因大电流导致过充问题，也能有效保证电池充的更加饱满，增加整车续驶里程；同时，减少大电流充电，降低电池老化，延长整车寿命。尽管已经示出和描述了本发明的实施例，对于本领域的普通技术人员而言，可以理解在不脱离本发明的原理和精神的情况下可以对这些实施例进行多种变化、修改、替换和变型，本发明的范围由所附权利要求及其等同物限定。 | 本发明公开了一种纯电动汽车直流充电末端充电方法，具体包括查表充电、充满阈值、第一步降电流、第二步降电流、第三步降电流以及修正步骤。本发明通过在直流充电电池快充满的末端阶段，对充电电流做阶梯式的降流，直至满足充满的条件结束充电，并在降流过程中添加小电流请求充电方式，此方法不但能有效防止电池因大电流导致过充问题，也能有效保证电池充的更加饱满，增加整车续驶里程；同时，减少大电流充电，降低电池老化，延长整车寿命。 | CN:201911312124.2A | https://patentimages.storage.googleapis.com/43/c2/31/290f19a39f87af/CN111063953A.pdf | NaN | 王海波, 梅周盛, 潘世林, 陈林, 周斌 | Hanteng Automobile Co Ltd | DE:4311586:A1, CN:104300183:A, CN:104167571:A, CN:104377396:A | Not available | 2021-04-20 | 1.一种纯电动汽车直流充电末端充电方法，其特征在于：具体包括以下步骤：, S1：查表充电：利用车体自带的电池管理系统先恒流充电，充电请求电流按照电池持续充电电流表进行查表充电；, S2：充满阈值：恒流充电过程中，单体最高电压达到50mV的阈值时，则达到充满阈值电压；, S3：第一步降电流：在达到步骤S2的基础上，电池管理系统开始执行第一步降电流模式，并记下当前充电请求电流Ia，以当前充电请求电流Ia为基础，降低固定步长电流I步1，且降电流期间发送充电请求电流为0.05C，持续T1时间后，电池管理系统再以Ia-I步1的大小请求充电电流，当单体电压再次达到充满阈值电压50mV后，电池管理系统再次执行第一步降电流模式，充电请求电流为Ia-I步1*N1，N1值的大小与本步骤的请求次数的数值大小相同，依次反复；, S4：第二步降电流：在步骤S3的基础上，电池单体电压再次充到充满阈值电压50mV的阈值且充电请求电流小于等于0.5C时，电池管理系统开始执行第二步降电流模式，并记下当前充电请求电流Ib，以当前充电请求电流Ib为基础，降固定步长电流I步2，并在降电流期间发送充电请求电流为0.05C，持续T2后，电池管理系统再以Ib-I步2的大小请求充电电流，当单体电压达到充满阈值电压20mV的阈值后，电池管理系统再次执行第二步降电流模式，充电请求电流为Ib-I步2*N2，N2值的大小与本步骤的请求次数的数值大小相同，依次反复；, S5：第三步降电流：在步骤S4的基础上，电池单体电压再次充到充满阈值电压20mV的阈值且充电请求电流小于等于0.3C时，电池管理系统开始执行第三步降电流模式，并记下当前充电请求电流Ic，以当前充电请求电流Ic为基础，降固定步长电流I步3，并在降电流期间发送充电请求电流为0.05C，持续T3时间后，电池管理系统再以Ic-I步3的大小请求充电电流，当单体电压再次达到充满阈值电压20mV后，电池管理系统再次执行第三步降电流模式，充电请求电流为Ic-I步3*N3，N3值的大小与本步骤的请求次数的数值大小相同，依次反复；, S6：修正：在步骤S5的基础上，电池电压再次达到充电阀值电压20mV且充电请求电流小于等于0.05C时，若电池平均电压达到充满修正的平均电压阈值，电池管理系统执行充满修正并结束充电，反之结束充电，不做充满修正处理；, S7：在步骤S1-S6中，电池管理系统若检测到禁止充电，执行结束充电操作。, 2.根据权利要求1所述的一种纯电动汽车直流充电末端充电方法，其特征在于：所述步骤S1中，查表充电的恒定电流根据剩余电量SOC和温度调整。, 3.根据权利要求1所述的一种纯电动汽车直流充电末端充电方法，其特征在于：所述步骤S3-S5中，T1、T2和T3的数值大小根据电芯特性进行调节，且T1、T2和T3的数值大小均在5min-10min。, 4.根据权利要求1所述的一种纯电动汽车直流充电末端充电方法，其特征在于：所述步骤S6中，平均电压阀值在20±0.5mV。, 5.根据权利要求1所述的一种纯电动汽车直流充电末端充电方法，其特征在于：所述步骤S1-步骤S6中，电池采用锂离子电池。 | CN | China | Pending | H | True |
| 466 | 一种电动汽车充电装置 \n | CN212604553U | 技术领域本实用新型涉及电动汽车充电技术领域，特别涉及一种电动汽车充电装置。背景技术随着新能源技术的不断创新，和国家层面对电动汽车政策支持不断加强，利用电动汽车已经成为人们的重要出行方式，车辆的保有量也在日益增加，相应的电动汽车充电设施至关重要。当前国家电网及私人业主所拥有的绝大部分充电设施，都能为小型乘用车提供充电服务，且充电连接器和充电流程遵循严格的国家标准，根据相关标准，小型乘用车所用充电连接器的最大充电电流为250A，充电时需要人工将充电设备上的充电连接器和电动汽车受电接口对接，费时费力；而且，电动公交车、电动物流车、电动清洁车等其他类型的车辆，更多的是需要在短时间内大量补充电量，充电电流需要达到500A甚至更高等级，因而现有标准中最大充电电流值的限制，间接延长了这些车辆的充电时长，增加了充电的人工和时间成本。实用新型内容本实用新型实施例的目的是提供一种电动汽车充电装置，通过大面积充电极板对接，解决了电动汽车采用大功率充电时的连接问题，实现了电动汽车与固定长充电组件的直接连接，无需用户手动连接充电接口，节省了人工插拔的时间，提高了电动汽车的充电效率。为解决上述技术问题，本实用新型实施例提供了一种电动汽车充电装置，包括：整流组件、固定组件、车载组件和控制模块；所述整流组件分别与电网和所述固定组件连接；所述固定组件包括：底座、供电极板和微动开关，所述供电极板与所述底座绝缘且弹性连接，所述供电极板与所述整流组件电连接，所述微动开关设置于所述底座朝向所述供电极板的一侧，所述供电极板远离所述底座的一侧受压时可向所述底座移动，并触发所述微动开关；所述车载组件包括：受电极板和第一直流接触器，所述受电极板与所述供电极板平行，所述受电极板通过所述第一直流接触器与电动汽车储能电池连接；所述控制模块与所述微动开关和所述第一直流接触器连接，获取所述微动开关的状态信号并控制所述第一直流接触器断开或闭合。进一步地，所述固定组件还包括：连接确认单元；所述连接确认单元包括：控制子单元、第一无线通信子单元和检测子单元；所述控制子单元分别与所述第一无线通信子单元和所述检测子单元连接；所述检测子单元与所述微动开关电连接，获取所述微动开关的状态信号并传输至所述控制子单元。进一步地，所述检测子单元包括：串联连接的若干个短路电阻和若干个限流电阻；所述短路电阻与所述微动开关并联连接且一一对应；所述控制子单元与所述检测子单元的预设位置连接，获取所述预设位置的电压信号。进一步地，所述控制子单元还与所述微动开关电连接，获取所述微动开关的状态信号。进一步地，所述供电极板包括若干个固定连接的供电极板单元，所述供电极板单元与所述微动开关一一对应；所述受电极板包括若干个固定连接的受电极板单元，所述受电极板单元与所述供电极板单元一一对应。进一步地，所述供电极板单元和/或所述受电极板单元边缘位置设置有绝缘橡胶。进一步地，相邻的所述供电极板单元之间设有第一预设长度的间距；和/或相邻的所述受电极板单元之间设有第二预设长度的间距。进一步地，所述若干个供电极板单元分别通过支线电缆与总线电缆连接；所述总线电缆与所述整流组件连接。进一步地，所述供电极板与所述底座所在平面的夹角为预设角度。进一步地，所述整流组件包括：整流单元和第二直流接触器；所述整流单元分别与所述电网和所述第二直流接触器连接；所述第二直流接触器还与所述固定组件连接；所述控制模块与所述第二直流接触器连接，控制所述第二直流接触器的断开或闭合。本实用新型实施例的上述技术方案具有如下有益的技术效果：通过大面积充电极板对接，解决了电动汽车采用大功率充电时的连接问题，实现了电动汽车与固定长充电组件的直接连接，无需用户手动连接充电接口，节省了人工插拔的时间，提高了电动汽车的充电效率。附图说明图1是本实用新型实施例提供的电动汽车充电装置系统框图；图2是本实用新型实施例提供的电动汽车充电连接示意图；图3是本实用新型实施例提供的检测子单元原理示意图；图4是本实用新型实施例提供的供电极板示意图；图5是本实用新型实施例提供的固定组件示意图。附图标记：1、整流组件，2、固定组件，21、底座，22、供电极板，221、供电极板单元，23、支撑弹簧，24、连接确认单元，25、微动开关，3、车载组件，31、受电极板，32、极板支撑件。具体实施方式为使本实用新型的目的、技术方案和优点更加清楚明了，下面结合具体实施方式并参照附图，对本实用新型进一步详细说明。应该理解，这些描述只是示例性的，而并非要限制本实用新型的范围。此外，在以下说明中，省略了对公知结构和技术的描述，以避免不必要地混淆本实用新型的概念。图1是本实用新型实施例提供的电动汽车充电装置系统框图。图2是本实用新型实施例提供的电动汽车充电连接示意图。请参照图1和图2，本实用新型实施例提供一种电动汽车充电装置，包括：包括：整流组件1、固定组件2、车载组件3和控制模块。整流组件1分别与电网和固定组件2连接；固定组件2包括：底座21、供电极板22和微动开关25，供电极板22与底座21绝缘且弹性连接，供电极板22与整流组件1电连接，微动开关25设置于底座21朝向供电极板22的一侧，供电极板22远离底座21的一侧受压时可向底座21移动，并触发微动开关25；车载组件3包括：受电极板31和第一直流接触器，受电极板31与供电极板22平行，受电极板31通过第一直流接触器与电动汽车储能电池连接；控制模块与微动开关25和第一直流接触器连接，获取微动开关25的状态信号并控制第一直流接触器断开或闭合。在本实用新型实施例中，固定组件2还包括：连接确认单元24。连接确认单元24包括：控制子单元、第一无线通信子单元和检测子单元；控制子单元分别与第一无线通信子单元和检测子单元连接；检测子单元与微动开关25电连接，获取微动开关25的状态信号并传输至控制子单元。可选的，连接确认单元24中还包括辅电单元，辅电单元与整流组件1连接，其主要为控制子单元和第一无线通信子单元、检测子单元供电。相应地，车载组件3中包括与第一无线通信子单元相匹配的第二无线通信子单元，二者以无线通信方式实现数据交互。可选的，第一无线通信子单元与第二无线通信子单元还可传输的数据包括但不限于电动汽车SOC、电动汽车实时充电电压、电动汽车实时充电电流、充电电量、最高允许充电电流、最高允许充电电压等其他必要的交互数据。可选的，连接确认单元24设置于底座21内。图3是本实用新型实施例提供的检测子单元原理示意图。请参照图3，可选的，检测子单元包括：串联连接的若干个短路电阻和若干个限流电阻；短路电阻与微动开关25并联连接且一一对应；控制子单元与检测子单元的预设位置连接，获取预设位置的电压信号。在本实用新型实施例的一个实施方式中，检测子单元包括：4个短路电阻R1、R2、R3、R4、3个限流电阻R5、R6、R7和1个电压源，其中所有电阻的阻值均为1kΩ，电压源电压U设计为12V，每个短路电阻R1、R2、R3、R4与微动开关25(a、b、c、d)一一对应，且每个微动开关25分别与短路电阻并联。选取限流电阻R5、R6中间部位CC1为测量点，此处的电压为连接确认电压u。优选的，控制子单元还与微动开关25电连接，获取微动开关25的状态信号。供电极板22包括若干个固定连接的供电极板单元221，供电极板单元221分别与支撑弹簧23和微动开关25一一对应。受电极板31包括若干个固定连接的受电极板31单元，受电极板31单元与供电极板单元221一一对应。图4是本实用新型实施例提供的供电极板示意图。请参照图4，在本实用新型实施例的一个实施方式中，供电极板22可以包括4个矩阵设置的供电极板单元221，在每一个供电极板单元221的边缘均包裹有绝缘橡胶。相邻两个供电极板单元221之间设有一定间隙，保持第一预设距离，以保证供电极板单元221在上下移动时不会干扰。相似地，受电极板31也包括4个矩阵设置的受电极板31单元，每个受电极板31单元的边缘也包裹有绝缘橡胶。相邻的两个受电极板31单元之间保持第二预设距离，以保证受电极板31单元在上下移动时不会互相干扰。此外，每个供电极板单元221朝向底座21的一侧通过螺栓安装有绝缘树脂作为衬底，以防止底座21与汞电极板单元之间通电而危害用户人身安全。每个绝缘树脂预留有连接铜排的安装孔，连接铜排分别与每个供电极板单元221连接，并与直流电缆DC1+连接，为各个供电极板单元221供电。图5是本实用新型实施例提供的固定组件2示意图。请参照图5，具体的，每个供电极板单元221分别与一个支撑弹簧23连接。支撑弹簧23一端通过螺栓固定于供电极板单元221底部的绝缘树脂上，另一端与底座21内部焊接固定。支撑弹簧23的强度可以依据供电极板单元221的极限压力确定。底座21上设置有若干个微动开关25，微动开关25与供电极板单元221一一对应。当供电极板单元221在压力下移动至预设位置时，触发相应微动开关25，其状态由常开转换为常闭。若干个供电极板单元221分别通过支线电缆与总线电缆连接；总线电缆与整流组件1连接。可选的，供电极板22与底座21所在平面的夹角为预设角度。供电极板22在无车辆充电时，在支撑弹簧23的作用下，供电极板22与底座21所在平面的夹角为预设角度。整流组件1包括：整流单元和第二直流接触器；整流单元分别与电网和第二直流接触器连接；第二直流接触器还与固定组件2连接；控制模块与第二直流接触器连接，控制第二直流接触器的断开或闭合。整流单元输入端可接交流三相五线制电缆(A/B/C/N/PE)，内置大规模并联形式的功率模块，将输入交流电能转换为直流电能通过正负极电缆输出，其输出端连接直流电缆DC1+和DC1-。第二直流接触器可为两个，分别设置于直流电缆DC1+和DC1-上，依据控制模块的指令进行断开或闭合。具体的，整流单元中功率模块的个数、交流电缆规格、直流电缆规格、直流接触器规格均由系统设计的最大充电电流决定。可选的，车载组件3中的受电极板31通过极板支撑件32与电动汽车的车身可伸缩连接，受电极板31与电动汽车储能电池的连接线路DC2+和DC2-中设有第一直流接触器，第一直流接触器与控制模块连接。控制模块控制第一直流接触器的断开或闭合，实现储能电池与充电装置的通断。本实施例中的电动汽车充电装置的工作过程如下：当电动汽车需要大功率充电时，设置于电动汽车上的车载组件3的可自动伸缩的极板支撑件32缓慢向固定组件2方向延伸，供电极板22与受电极板31对应接触。当二者完全连接后，支撑弹簧23在压力下受力收缩，供电极板22移动至预设位置后触发微动开关25。在检测子单元中，短路电阻被微动开关25短路，只有限流电阻与电压源串连；此时，测量点连接确认电压为预设电压值。控制模块获取测量点连接确认电压后，为避免误判还分别获取微动开关25的状态信息，以判断供电极板22与受电极板31是否实现了可靠连接。在确认可靠连接后，控制模块通过第一无线通信子单元将连接确认信号传输至车载组件3的第二无线通信子单元，控制第一直流接触器先闭合。待第一直流接触器闭合后，控制第二直流接触器闭合，此时整流单元的功率模块输出直流电流，电动汽车储能电池开始充电。在电动汽车储能电池开始充电后，检测子单元将按照预设时间间隔检测测量点连接确认电压是否保持为预设电压，控制模块也按照相同的预设时间间隔检测微动开关25的状态信号。如果上述二者的状态有一个不正确，则控制模块发出停止充电指令，并以无线通信方式反馈至车载组件3的第一直流接触器，断开储能电池的电源后，再控制第二直流接触器断开，实现了充电过程中系统连接的安全性，实现了大功率充电的可靠性。本实用新型实施例旨在保护一种电动汽车充电装置，包括：整流组件、固定组件、车载组件和控制模块；整流组件分别与电网和固定组件连接；固定组件包括：底座、供电极板和微动开关，供电极板与底座绝缘且弹性连接，供电极板与整流组件电连接，微动开关设置于底座朝向供电极板的一侧，供电极板远离底座的一侧受压时可向底座移动，并触发微动开关；车载组件包括：受电极板和第一直流接触器，受电极板与供电极板平行，受电极板通过第一直流接触器与电动汽车储能电池连接；控制模块与微动开关和第一直流接触器连接，获取微动开关的状态信号并控制第一直流接触器断开或闭合。上述技术方案具备如下效果：通过大面积充电极板对接，解决了电动汽车采用大功率充电时的连接问题，实现了电动汽车与固定长充电组件的直接连接，无需用户手动连接充电接口，节省了人工插拔的时间，提高了电动汽车的充电效率。应当理解的是，本实用新型的上述具体实施方式仅仅用于示例性说明或解释本实用新型的原理，而不构成对本实用新型的限制。因此，在不偏离本实用新型的精神和范围的情况下所做的任何修改、等同替换、改进等，均应包含在本实用新型的保护范围之内。此外，本实用新型所附权利要求旨在涵盖落入所附权利要求范围和边界、或者这种范围和边界的等同形式内的全部变化和修改例。 | 本实用新型公开了一种电动汽车充电装置，包括：整流组件、固定组件、车载组件和控制模块；整流组件分别与电网和固定组件连接；固定组件包括：底座、供电极板和微动开关，供电极板与底座绝缘且弹性连接，供电极板与整流组件电连接，微动开关设置于底座朝向供电极板的一侧，供电极板远离底座的一侧受压时可向底座移动，并触发微动开关；车载组件包括：受电极板和第一直流接触器，受电极板与供电极板平行，受电极板通过第一直流接触器与电动汽车储能电池连接；控制模块与微动开关和第一直流接触器连接，获取微动开关的状态信号并控制第一直流接触器断开或闭合。通过大面积充电极板对接，解决了电动汽车大功率充电时的连接接口问题，并提高充电效率。 | CN:202020960455.9U | https://patentimages.storage.googleapis.com/53/75/c8/1351a6bcbd8aa3/CN212604553U.pdf | CN:212604553:U | 牛高远, 甘江华, 孟凡提, 刘向立, 齐晓祥, 贾甜, 李红岩, 张臻, 刘超, 吴效威, 聂秀云, 刘兵强, 刘苗苗, 张亚平, 赵恒宇, 汪华彬, 黄艳丽 | Xuji Power Co Ltd | NaN | Not available | 2017-08-02 | 1.一种电动汽车充电装置，其特征在于，包括：整流组件、固定组件、车载组件和控制模块；, 所述整流组件分别与电网和所述固定组件连接；, 所述固定组件包括：底座、供电极板和微动开关，所述供电极板与所述底座绝缘且弹性连接，所述供电极板与所述整流组件电连接，所述微动开关设置于所述底座朝向所述供电极板的一侧，所述供电极板远离所述底座的一侧受压时可向所述底座移动，并触发所述微动开关；, 所述车载组件包括：受电极板和第一直流接触器，所述受电极板与所述供电极板平行，所述受电极板通过所述第一直流接触器与电动汽车储能电池连接；, 所述控制模块与所述微动开关和所述第一直流接触器连接，获取所述微动开关的状态信号并控制所述第一直流接触器断开或闭合。, 2.根据权利要求1所述的电动汽车充电装置，其特征在于，所述固定组件还包括：连接确认单元；, 所述连接确认单元包括：控制子单元、第一无线通信子单元和检测子单元；, 所述控制子单元分别与所述第一无线通信子单元和所述检测子单元连接；, 所述检测子单元与所述微动开关电连接，获取所述微动开关的状态信号并传输至所述控制子单元。, 3.根据权利要求2所述的电动汽车充电装置，其特征在于，, 所述检测子单元包括：串联连接的若干个短路电阻和若干个限流电阻；, 所述短路电阻与所述微动开关并联连接且一一对应；, 所述控制子单元与所述检测子单元的预设位置连接，获取所述预设位置的电压信号。, 4.根据权利要求3所述的电动汽车充电装置，其特征在于，, 所述控制子单元还与所述微动开关电连接，获取所述微动开关的状态信号。, 5.根据权利要求1所述的电动汽车充电装置，其特征在于，, 所述供电极板包括若干个固定连接的供电极板单元，所述供电极板单元与所述微动开关一一对应；, 所述受电极板包括若干个固定连接的受电极板单元，所述受电极板单元与所述供电极板单元一一对应。, 6.根据权利要求5所述的电动汽车充电装置，其特征在于，, 所述供电极板单元和/或所述受电极板单元边缘位置设置有绝缘橡胶。, 7.根据权利要求5所述的电动汽车充电装置，其特征在于，, 相邻的所述供电极板单元之间设有第一预设长度的间距；和/或, 相邻的所述受电极板单元之间设有第二预设长度的间距。, 8.根据权利要求5所述的电动汽车充电装置，其特征在于，, 所述若干个供电极板单元分别通过支线电缆与总线电缆连接；, 所述总线电缆与所述整流组件连接。, 9.根据权利要求1所述的电动汽车充电装置，其特征在于，, 所述供电极板与所述底座所在平面的夹角为预设角度。, 10.根据权利要求1所述的电动汽车充电装置，其特征在于，所述整流组件包括：整流单元和第二直流接触器；, 所述整流单元分别与所述电网和所述第二直流接触器连接；, 所述第二直流接触器还与所述固定组件连接；, 所述控制模块与所述第二直流接触器连接，控制所述第二直流接触器的断开或闭合。 | CN | China | Active | Y | True |
| 467 | 一种用于盛放汽车电池的电池包端 \n | CN209626503U | 技术领域本实用新型涉及新能源汽车电池技术领域，具体为一种用于盛放汽车电池的电池包端。背景技术随着新能源汽车的发展，因为现有的新能源汽车电池容量有限，按照目前的电池水平续航基本在200公里左右，如果再打开空调或者是在冬天的情况下，续航能力更低，而且充电需要等待较长的时间，家用充电方式至少十个小时以上，就算是快充方式也至少需要30分钟左右并且影响电池寿命并且存在一定的安全隐患。一种可拆卸式电池的出现，使得新能源汽车的电池可以进行更换，降低了汽车恢复动力所需要的时间，只需3分钟即可重新上路，极大的提升新能源汽车的使用效率。但是可拆卸的电池，原本传统的电池与汽车电源连接方式无法满足新能源汽车电池的可靠连接，为了符合现在的使用要求，针对于新能源汽车的特性提供一种新型的用于盛放汽车电池的电池包端。实用新型内容本实用新型的目的在于提供一种用于盛放汽车电池的电池包端，具备便于与电动汽车的车体端快速对接的优点，解决了传统的电池与汽车电源连接方式无法满足新能源汽车电池的可靠连接的问题。为实现上述目的，本实用新型提供如下技术方案：一种用于盛放汽车电池的电池包端，包括低压信号极柱、高压电源极柱、绝缘主体和壳体，所述壳体的两端设有安装螺栓，所述壳体为矩形腔体且壳体内部预铸有导向套，所述壳体的两端下表面套接有防水垫，所述壳体内部套接有绝缘主体，所述绝缘主体正面设有台阶，台阶背面开设有环槽，所述绝缘主体通过台阶卡接固定有第一硅胶O圈，所述高压电源极柱头部有环槽和倒刺，所述高压电源极柱通过环槽卡接固定有第二硅胶O圈，所述高压电源极柱通过倒刺铆压固定在绝缘主体内，所述低压信号极柱上设有倒刺，所述低压信号极柱通过倒刺铆压固定在绝缘主体中，所述低压信号极柱的底端电性连接有低压信号线，所述低压信号线背离低压信号极柱的一端电性连接有低压输出插接件。优选的，所述高压电源极柱为圆柱形，所述高压电源极柱后端为双向铣扁，防止高压电源极柱在绝缘主体中转动，背面开设有螺孔。优选的，所述低压信号极柱的尾部开设有小孔，所述低压信号极柱通过小孔与低压信号线插接固定。优选的，所述低压信号线与低压信号极柱的连接处外部套接有热缩管。优选的，所述低压信号极柱与绝缘主体之间填充有第三硅胶O圈。与现有技术相比，本实用新型的有益效果如下：1、本实用新型通过设置第三硅胶圈，第三硅胶圈用于填充低压信号极柱与绝缘主体的装配间隙，起到防水作用，通过设置热缩管，热缩管用于保护低压信号极柱与导线的连接部分，通过设置防水垫，防水垫用于电池包端连接器安装后的防水。2、本实用新型通过设置绝缘主体，绝缘主体材质为塑料件，注塑成型，绝缘主体内部设有导向套，车体端与电池包端在对接时，通过导向柱与导向套首先找正，在不断靠近的过程中通过车体端的浮动板相对运动，调整两端的对接位置。附图说明图1为本实用新型的主视结构示意图；图2为本实用新型的主视外观示意图。图中：1、安装螺栓；2、导向套；3、第一硅胶O圈；4、第二硅胶O圈； 5、第三硅胶O圈；6、热缩管；7、低压输出插接件；8、低压信号线；9、低压信号极柱；10、高压电源极柱；11、绝缘主体；12、壳体；13、防水垫。具体实施方式下面将结合本实用新型实施例中的附图，对本实用新型实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例仅仅是本实用新型一部分实施例，而不是全部的实施例。基于本实用新型中的实施例，本领域普通技术人员在没有做出创造性劳动前提下所获得的所有其他实施例，都属于本实用新型保护的范围。在本实用新型的描述中，需要说明的是，术语“上”、“下”、“内”、“外”“前端”、“后端”、“两端”、“一端”、“另一端”等指示的方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述本实用新型和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本实用新型的限制。此外，术语“第一”、“第二”仅用于描述目的，而不能理解为指示或暗示相对重要性。在本实用新型的描述中，需要说明的是，除非另有明确的规定和限定，术语“安装”、“设置有”、“连接”等，应做广义理解，例如“连接”，可以是固定连接，也可以是可拆卸连接，或一体地连接；可以是机械连接，也可以是电连接；可以是直接相连，也可以通过中间媒介间接相连，可以是两个元件内部的连通。对于本领域的普通技术人员而言，可以具体情况理解上述术语在本实用新型中的具体含义。请参阅图1至图2，本实用新型提供的一种实施例：一种用于盛放汽车电池的电池包端，包括低压信号极柱9、高压电源极柱10、绝缘主体11和壳体 12，壳体12的两端设有安装螺栓1，壳体12为矩形腔体且壳体12内部预铸有导向套2，车体端与电池包端在对接时，通过导向柱与导向套2首先找正，在不断靠近的过程中通过车体端的浮动板相对运动，调整两端的对接位置，导向套2为盲孔圆柱结构，壳体12的两端下表面套接有防水垫13，壳体12 内部套接有绝缘主体11，绝缘主体11材质为塑料件，注塑成型，绝缘主体 11正面设有台阶，台阶背面开设有环槽，绝缘主体11通过台阶卡接固定有第一硅胶O圈3。高压电源极柱10头部有环槽和倒刺，高压电源极柱10为圆柱形，高压电源极柱10后端为双向铣扁，防止高压电源极柱10在绝缘主体11中转动，背面开设有螺孔，高压电源极柱10通过环槽卡接固定有第二硅胶O圈4，高压电源极柱10通过倒刺铆压固定在绝缘主体11内，低压信号极柱9上设有倒刺，低压信号极柱9的尾部开设有小孔，低压信号极柱9通过小孔与低压信号线8插接固定，低压信号极柱9通过倒刺铆压固定在绝缘主体11中，低压信号极柱9与绝缘主体11之间填充有第三硅胶O圈5，通过设置第三硅胶圈，第三硅胶圈用于填充低压信号极柱9与绝缘主体11的装配间隙，起到防水作用，低压信号极柱9的底端电性连接有低压信号线8，低压信号线8与低压信号极柱9的连接处外部套接有热缩管6，通过设置热缩管6，热缩管6用于保护低压信号极柱9与导线的连接部分，低压信号线8背离低压信号极柱9 的一端电性连接有低压输出插接件7。使用者在安装时，低压信号极柱9与低压信号线8通过冷压压接连接上，压接部位套上热缩管6保护，在低压信号线8另外一端压接低压输出接插件端子，把套上硅胶O圈的低压信号极柱9以及高压电源极柱10压入绝缘主体 11中，在绝缘主体11的法兰台阶上套上第一硅胶O圈3，安装在壳体12上，把低压输出接插件端子安装入低压输出接插件中，最后装上壳体12安装防水垫13，车体端与电池包端在对接时，通过导向柱与导向套2首先找正，在不断靠近的过程中通过车体端的浮动板相对运动，调整两端的对接位置。高压电源极柱10首先接触，保证电源的有效接触导通，低压信号极柱9随后接触，低压信号接通，电池包开始供电，在接触的过程中，低压信号极柱9以及高压电源极柱10后面的弹簧开始施加一定的力，保证极柱面的接触可靠，保证汽车的瞬断要求，同时能够拥有在极柱轴向上的对接补偿。对于本领域技术人员而言，显然本实用新型不限于上述示范性实施例的细节，而且在不背离本实用新型的精神或基本特征的情况下，能够以其他的具体形式实现本实用新型。因此，无论从哪一点来看，均应将实施例看作是示范性的，而且是非限制性的，本实用新型的范围由所附权利要求而不是上述说明限定，因此旨在将落在权利要求的等同要件的含义和范围内的所有变化囊括在本实用新型内。不应将权利要求中的任何附图标记视为限制所涉及的权利要求。 | 本实用新型公开了一种用于盛放汽车电池的电池包端，包括低压信号极柱、高压电源极柱、绝缘主体和壳体，所述壳体内部套接有绝缘主体，所述绝缘主体正面设有台阶，台阶背面开设有环槽，所述绝缘主体通过台阶卡接固定有第一硅胶O圈，所述高压电源极柱头部有环槽和倒刺，所述高压电源极柱通过环槽卡接固定有第二硅胶O圈，所述高压电源极柱通过倒刺铆压固定在绝缘主体内，所述低压信号极柱上设有倒刺，所述低压信号极柱通过倒刺铆压固定在绝缘主体中，所述低压信号极柱的底端电性连接有低压信号线，所述低压信号线背离低压信号极柱的一端电性连接有低压输出插接件。本实用新型具备便于与电动汽车的车体端快速对接的优点。 | CN:201920263998.2U | https://patentimages.storage.googleapis.com/4d/4b/1a/f63a56ff6f4b54/CN209626503U.pdf | CN:209626503:U | 黄文娟, 谭家麟, 韩中国 | Shanghai Welcome To Law Electric Technology Co Ltd | NaN | Not available | 2019-10-01 | 1.一种用于盛放汽车电池的电池包端，包括低压信号极柱(9)、高压电源极柱(10)、绝缘主体(11)和壳体(12)，其特征在于：所述壳体(12)的两端设有安装螺栓(1)，所述壳体(12)为矩形腔体且壳体(12)内部预铸有导向套(2)，所述壳体(12)的两端下表面套接有防水垫(13)，所述壳体(12)内部套接有绝缘主体(11),所述绝缘主体(11)正面设有台阶，台阶背面开设有环槽，所述绝缘主体(11)通过台阶卡接固定有第一硅胶O圈(3)，所述高压电源极柱(10)头部有环槽和倒刺，所述高压电源极柱(10)通过环槽卡接固定有第二硅胶O圈(4)，所述高压电源极柱(10)通过倒刺铆压固定在绝缘主体(11)内，所述低压信号极柱(9)上设有倒刺，所述低压信号极柱(9)通过倒刺铆压固定在绝缘主体(11)中，所述低压信号极柱(9)的底端电性连接有低压信号线(8),所述低压信号线(8)背离低压信号极柱(9)的一端电性连接有低压输出插接件(7)。, 2.根据权利要求1所述的一种用于盛放汽车电池的电池包端，其特征在于：所述高压电源极柱(10)为圆柱形，所述高压电源极柱(10)后端为双向铣扁，防止高压电源极柱(10)在绝缘主体(11)中转动，背面开设有螺孔。, 3.根据权利要求1所述的一种用于盛放汽车电池的电池包端，其特征在于：所述低压信号极柱(9)的尾部开设有小孔，所述低压信号极柱(9)通过小孔与低压信号线(8)插接固定。, 4.根据权利要求1所述的一种用于盛放汽车电池的电池包端，其特征在于：所述低压信号线(8)与低压信号极柱(9)的连接处外部套接有热缩管(6)。, 5.根据权利要求1所述的一种用于盛放汽车电池的电池包端，其特征在于：所述低压信号极柱(9)与绝缘主体(11)之间填充有第三硅胶O圈(5)。 | CN | China | Active | Y | True |
| 468 | 纯电动汽车双源能量系统及供电控制方法、快充方法和慢充方法 \n | CN106696721B | 本发明涉及一种纯电动汽车双源能量系统及供电控制方法、快充方法和慢充方法。随着国家和国际上对于清洁能源的重视度的与日俱增，动力电池作为主角开始广泛的被应用于电动汽车领域，现有的电动汽车主要分为纯电动汽车、混合动力电动汽车和燃料电池电动汽车三种类型。由于纯电动汽车具有节约石油资源,环保等优点，被认为是汽车工业的未来。目前常见的纯电动汽车电源系统主要由单一的供电电源来供电，且主要以铅酸蓄电池、锂电池、超级电容等二次电源为供电电源。超级电容器属于物理储能器件，其充放电过程实质上就是导电离子在电极上的吸附和脱附过程。与传统的电容器和二次电池相比，超级电容器的比功率是电池的10倍以上，储存电荷的能力比普通电容器高，并具有充放电速度快、循环寿命长、使用的温限范围宽、对环境无污染等特点，适用于大功率脉冲电源、电动汽车驱动电源、电网负荷质量调节等领域，是非常有前途的一种新型绿色能源。但是超级电容器的能量密度与锂电池相比偏低，大约是锂电池的10～20％，超级电容器的成本一般也是锂电池系统的10倍以上。在相同的能量需求条件下，其体积重量比锂电池组大得多，因此纯超级电容公交车存在着成本高、质量大、巡航里程短等问题。锂电池具有能量密度高的优点，因此纯锂电池公交车具有巡航里程较长的优点，但由于锂电池对于存放与使用环境温度、充放电倍率等方面有较高要求，因此也存在着安全性较差，适应能力不好等问题。本发明的目的在于克服现有技术的不足，提供一种结合锂电池能量密度较大和超级电容器功率密度较大的特点的纯电动汽车双源能量系统及供电控制方法、快充方法和慢充方法。本发明的目的是通过以下技术方案来实现的：纯电动汽车双源能量系统，它包括能量管理控制器、锂电管理系统、超级电容管理系统、锂电池、超级电容器组、双向DC/DC模块、单向DC/DC模块、电机控制器、电机和辅助供电装置；能量管理控制器分别与锂电管理系统、超级电容管理系统、双向DC/DC模块、单向DC/DC模块和电机控制器连接；锂电池分别与锂电管理系统和双向DC/DC模块连接，双向DC/DC模块通过直流母线分别连接电机控制器和单向DC/DC模块，超级电容器组连接超级电容管理系统，超级电容器组还通过直流母线连接电机控制器和单向DC/DC模块；单向DC/DC连接辅助供电装置。作为优选方式，所述的电机控制器为逆变器。作为优选方式，纯电动汽车双源能量系统设置有快充接口和慢充接口，所述快充接口分别连接双向DC/DC模块和超级电容器组，所述慢充接口分别连接双向DC/DC模块和锂电池。一种纯电动汽车双源能量系统供电控制方法，整套系统的供电电源分为两部分，一部分为超级电容组，另一部分为锂电池组成，超级电容输出支撑直流母线电压，锂电池输出则采用双向DC/DC变换器进行控制，能量管理控制器实时跟踪检测整车的运行状态以及超级电容的SOC水平，以调控锂电池的双向DC/DC输出匹配工作；在超级电容容量充足时，车辆的运行能量全部由超级电容提供，车辆制动时的能量回收也全部由超级电容完成；当超级电容容量下降至设定的阈值时，车辆的启动、加速和制动能量由超级电容提供，而锂电池提供车辆运行中的平均功率部分能量，即锂电系统一直保持在低倍率充放电工况，极大延长锂电池使用寿命；如锂电池通过双向DC/DC变换器提供的输出功率大于车辆用电系统的需求，多余的输出功率被超级电容吸收，即锂电池给超级电容充电；当锂电池剩余容量低于设定的各档报警阀值时，能量管理控制器向整车控制器或车辆仪表发出相应级别的报警信号。一种纯电动汽车双源能量系统快速充电方法，快充接口直接连接于双源储能系统直流母线与超级电容器直接相连，当通过快充接口充电时，地面充电机直接对超级电容充电，在该充电方式下，锂电池的充电由双向DC/DC变换器实现。一种纯电动汽车双源能量系统慢速充电方法，慢充接口直接连接于锂电池输出端，当通过慢充接口充电时，地面充电机直接对锂电池组充电，在该充电方式下，超级电容组的充电由双向DC/DC变换器实现。本发明的有益效果是：一、能够使锂电池能量密度较大和超级电容器功率密度较大的特点相结合，增强了双源能量系统的负载适应能力，既可以输出/吸收高倍率电流的冲击，又可以满足多次高倍率电流充放电工况所需的高能量密度；二、超级电容器与锂电池组成的双源能量系统可在电动汽车制动阶段发挥超级电容超大倍率充电能力优势，实现大幅度的能量回收，降低纯锂电池方案中化学转换过程中不必要的能量浪费；三、满足车辆长巡航里程需求的同时，与纯锂电方案车辆相比显著提升锂电系统的使用寿命年限，与纯超级电容方案车辆相比显著降低动力电源系统的成本；四、同一款双源能量系统，通过调节其软件参数(锂电系统工作介入点)，即可适应不同地区车辆使用工况。降低电源系统设计成本。图1为本发明的结构示意图；图2为本发明与充电机的连接结构示意图；图3为本发明超级电容容量充足时超级电容提供能量的结构示意图；图4为本发明超级电容容量充足时超级电容回收能量的结构示意图；图5为本发明超级电容剩余容量较小时超级电容和锂电池提供能量的结构示意图；图6为本发明超级电容剩余容量较小时超级电容回收能量的结构示意图；图7为本发明锂电池给超级电容充电的结构示意图；图8为本发明快充的结构示意图；图9为本发明慢充的结构示意图；图10为本发明能量管理控制策略示意图。下面结合附图进一步详细描述本发明的技术方案，但本发明的保护范围不局限于以下所述。如图1～图9所示，纯电动汽车双源能量系统，它包括能量管理控制器、锂电管理系统、超级电容管理系统、锂电池(如磷酸铁锂电池)、超级电容器组、双向DC/DC模块、单向DC/DC模块、电机控制器、电机和辅助供电装置；能量管理控制器分别与锂电管理系统、超级电容管理系统、双向DC/DC模块、单向DC/DC模块和电机控制器连接；锂电池分别与锂电管理系统和双向DC/DC模块连接，双向DC/DC模块通过直流母线分别连接电机控制器和单向DC/DC模块，超级电容器组连接超级电容管理系统，超级电容器组还通过直流母线连接电机控制器和单向DC/DC模块；单向DC/DC连接辅助供电装置。优选地，所述的电机控制器为逆变器。优选地，纯电动汽车双源能量系统设置有快充接口和慢充接口，所述快充接口分别连接双向DC/DC模块和超级电容器组，所述慢充接口分别连接双向DC/DC模块和锂电池。一种纯电动汽车双源能量系统供电控制方法，整套系统的供电电源分为两部分，一部分为超级电容组，另一部分为锂电池组成，超级电容输出支撑直流母线电压，锂电池输出则采用双向DC/DC变换器进行控制，能量管理控制器实时跟踪检测整车的运行状态以及超级电容的SOC水平，以调控锂电池的双向DC/DC输出匹配工作；双源能量系统方案如图2所示，超级电容直接连接到直流母线上，为电机控制器以及其他车载设备供电，锂电池通过双向DC/DC变换器与直流母线相连，能量管理控制器根据超级电容以及锂电池的剩余容量和行驶工况对连接锂电池的双向DC/DC变换器进行控制，从而实现能量流在超级电容和锂电池之间的分配。如图3和图4所示，在超级电容容量充足时，车辆的运行能量全部由超级电容提供，车辆制动时的能量回收也全部由超级电容完成；如图5和图6所示，当超级电容容量下降至设定的阈值时，车辆的启动、加速和制动能量由超级电容提供，而锂电池提供车辆运行中的平均功率部分能量，即锂电系统一直保持在低倍率充放电工况，极大延长锂电池使用寿命；如图7所示，如锂电池通过双向DC/DC变换器提供的输出功率大于车辆用电系统的需求，多余的输出功率被超级电容吸收，即锂电池给超级电容充电；当锂电池剩余容量低于设定的各档报警阀值时，能量管理控制器向整车控制器或车辆仪表发出相应级别的报警信号。纯电动汽车双源能量系统的能量管理由超级电池组合锂电池组的剩余容量状态决定，能量管理控制器通过控制双向DC/DC功率变换器向超级电容组充电或者向锂电池组来进行双源系统的能量管理。能量管理控制策略如图10所示。双源储能系统的充电可分为快充和慢充两种充电方式，快充主要对应于电动汽车在运营中的间歇进行快速充电，比如车辆停靠站台或者在起始站或终点站短时补电。慢充主要对应于夜间长时充电或者电动汽车到达终点站后进入充电站进行长时补电。双源储能系统同时提供快充和慢充两个充电接口装置，分别对应于两种不同的充电方式。如图8所示，一种纯电动汽车双源能量系统快速充电方法，快充接口直接连接于双源储能系统直流母线与超级电容器直接相连，当通过快充接口充电时，地面充电机直接对超级电容充电，在该充电方式下，锂电池的充电由双向DC/DC变换器实现。如图9所示，一种纯电动汽车双源能量系统慢速充电方法，慢充接口直接连接于锂电池输出端，当通过慢充接口充电时，地面充电机直接对锂电池组充电，在该充电方式下，超级电容组的充电由双向DC/DC变换器实现。双源能量管理控制策略当电动汽车运行前，锂电池和超级电容均处于满电状态，即锂电池的剩余容量为100％，超级电容的剩余容量也为100％。当电动汽车开始运行后，由于超级电容剩余容量较高，锂电池不介入系统能量输出，电动汽车所消耗的能量全部由超级电容提供，超级电容的剩余容量随电动汽车的运行不断下降。双源能量管理控制策略如图10所示。图中：横坐标CSOC为超级电容剩余容量，纵坐标PDC/DC为功率变换器功率，向右的箭头指超级电容容量增加时功率变换器动作，向左箭头指超级电容容量减小时功率变换器动作，Pch-max为功率变换器对超级电容充电时最大功率，Pch-opt为功率变换器对超级电容充电时最佳功率，Pdis-max为功率变换器对锂电池充电时最大功率(超级电容放电)。超级电容正常工作区域为剩余容量大于A0小于C2(通常C2取值为100％)。当超级电容放电至剩余容量小于A0时，能量管理系统向车辆发出警告信号停止继续放电，当超级电容充电至剩余容量大于C2时，能量管理系统向车辆发出警告信号停止车辆继续回收制动能量。具体能量管理过程如下：(1)超级电容容量增加(图5中箭头向右部分)①当超级电容充电容量增加且其剩余容量小于A2时，能量管理系统控制功率变换器以最大充电功率Pch-max对超级电容充电。②当超级电容充电容量增加且其剩余容量大于A2小于B2时，能量管理系统控制功率变换器以最佳充电功率Pch-opt对超级电容充电。③当超级电容充电容量增加且其剩余容量大于C1时，能量管理系统控制功率变换器以最大放电功率Pdis-max把超级电容的能量充电到锂电池。(2)超级电容容量较小(图5中箭头向左部分)①当超级电容放电容量减小且其剩余容量小于A1时，能量管理系统控制功率变换器以最大充电功率Pch-max对超级电容充电。②当超级电容放电容量减小且其剩余容量大于A1小于B1时，能量管理系统控制功率变换器以最佳充电功率Pch-opt对超级电容充电。(3)其余部分①当超级电容充电容量增加且其剩余容量大于B2小于C1时，功率变换器不工作，超级电容存储车辆制动能量。②当超级电容放电容量减小且其剩余容量大于B1小于C2时，功率变换器不工作，超级电容提供车辆运行所需能量。如上所述的参数A0、A1、A2、B1、B2、C1、C2(通常取值为100％)根据具体的应用可以设定。当超级电容的剩余容量降低到系统设定阈值以下，锂电池通过双向DC/DC电源变换器介入到系统能量输出，能量管理控制器通过调节双向DC/DC的输出功率使超级电容的剩余容量维持在设定的工作阈值附近。在该阶段，车辆系统负载功率主要由锂电池承担，锂电池容量随着车辆运行不断降低。当锂电池剩余容量低于设定的各档报警阀值时，双源储能系统向整车控制器发出相应级别的报警信号。提示需尽快充电。在双源能量系统工作的过程中，锂电系统的双向DC/DC电源变换器为不可或缺的组件。锂电管理系统、超级电容管理系统、能量管理控制器可适当的结合为一体，或与车辆整车控制器相结合为一体。锂电池、超级电容的工作阈值可适当调整以适应不同地区车辆运行工况的需求。例如多坡道山区地区，将锂电池介入的工作阈值设定为超级电容较高SOC值，即可保障车辆多次、长时间爬坡时的大功率用电需求。以上所述仅为本发明的较佳实施例而已，并不用以限制本发明，应当指出的是，凡在本发明的精神和原则之内所作的任何修改、等同替换和改进等，均应包含在本发明的保护范围之内。 | 本发明公开了纯电动汽车双源能量系统及供电控制方法、快充方法和慢充方法，包括能量管理控制器、锂电管理系统、超级电容管理系统、锂电池、超级电容器组、双向DC/DC模块、单向DC/DC模块、电机控制器、电机等；能量管理控制器与锂电管理系统、超级电容管理系统、双向DC/DC模块、单向DC/DC模块和电机控制器连接；锂电池与锂电管理系统和双向DC/DC模块连接，双向DC/DC模块通过直流母线连接电机控制器和单向DC/DC模块，超级电容器组连接超级电容管理系统，超级电容器组连接电机控制器和单向DC/DC模块；单向DC/DC连接辅助供电装置。本发明结合锂电池能量密度较大和超级电容器功率密度较大的特点，增强双源能量系统的负载适应能力。 | CN:201611166502.7A | https://patentimages.storage.googleapis.com/ec/b0/23/18a936c40f5888/CN106696721B.pdf | CN:106696721:B | 冯克敏, 冯用祥, 徐顺刚, 莫非, 陈路, 王安贵, 杨强 | Sichuan Xinzhu Tonggong Automobile Co ltd | JP:2010187468:A, WO:2013084999:A1, CN:204398897:U, CN:105697138:A, CN:104960429:A | Not available | 2023-07-04 | 1.纯电动汽车双源能量系统，其特征在于：它包括能量管理控制器、锂电管理系统、超级电容管理系统、锂电池、超级电容器组、双向DC/DC模块、单向DC/DC模块、电机控制器、电机和辅助供电装置；, 能量管理控制器分别与锂电管理系统、超级电容管理系统、双向DC/DC模块、单向DC/DC模块和电机控制器连接；, 锂电池分别与锂电管理系统和双向DC/DC模块连接，双向DC/DC模块通过直流母线分别连接电机控制器和单向DC/DC模块，超级电容器组连接超级电容管理系统，超级电容器组还通过直流母线连接电机控制器和单向DC/DC模块；, 单向DC/DC连接辅助供电装置；, 纯电动汽车双源能量系统的能量管理过程如下：, (1)超级电容容量增加：, ①当超级电容充电容量增加且其剩余容量小于A2时，能量管理系统控制功率变换器以最大充电功率Pch-max对超级电容充电；, ②当超级电容充电容量增加且其剩余容量大于A2小于B2时，能量管理系统控制功率变换器以最佳充电功率Pch-opt对超级电容充电；, ③当超级电容充电容量增加且其剩余容量大于C1时，能量管理系统控制功率变换器以最大放电功率Pdis-max把超级电容的能量充电到锂电池；, (2)超级电容容量较小：, ①当超级电容放电容量减小且其剩余容量小于A1时，能量管理系统控制功率变换器以最大充电功率Pch-max对超级电容充电；, ②当超级电容放电容量减小且其剩余容量大于A1小于B1时，能量管理系统控制功率变换器以最佳充电功率Pch-opt对超级电容充电；, (3)其余部分：, ①当超级电容充电容量增加且其剩余容量大于B2小于C1时，功率变换器不工作，超级电容存储车辆制动能量；, ②当超级电容放电容量减小且其剩余容量大于B1小于C2时，功率变换器不工作，超级电容提供车辆运行所需能量；其中，A2大于A1且小于B1，B2大于B1且小于C1，C2大于C1；大于/>且小于/>。, \n \n, 2.根据权利要求1所述的纯电动汽车双源能量系统，其特征在于：所述的电机控制器为逆变器。, \n \n \n, 3.根据权利要求1或2所述的纯电动汽车双源能量系统，其特征在于：纯电动汽车双源能量系统设置有快充接口和慢充接口，所述快充接口分别连接双向DC/DC模块和超级电容器组，所述慢充接口分别连接双向DC/DC模块和锂电池。, 4.一种纯电动汽车双源能量系统供电控制方法，其特征在于：整套系统的供电电源分为两部分，一部分为超级电容组，另一部分为锂电池组成，超级电容输出支撑直流母线电压，锂电池输出则采用双向DC/DC变换器进行控制，能量管理控制器实时跟踪检测整车的运行状态以及超级电容的SOC水平，以调控锂电池的双向DC/DC输出匹配工作；, 在超级电容容量充足时，车辆的运行能量全部由超级电容提供，车辆制动时的能量回收也全部由超级电容完成；, 当超级电容容量下降至设定的阈值时，车辆的启动、加速和制动能量由超级电容提供，而锂电池提供车辆运行中的平均功率部分能量，即锂电系统一直保持在低倍率充放电工况，极大延长锂电池使用寿命；, 如锂电池通过双向DC/DC变换器提供的输出功率大于车辆用电系统的需求，多余的输出功率被超级电容吸收，即锂电池给超级电容充电；, 当锂电池剩余容量低于设定的各档报警阀值时，能量管理控制器向整车控制器或车辆仪表发出相应级别的报警信号；, 能量管理过程如下：, 纯电动汽车双源能量系统的能量管理过程如下：, (1)超级电容容量增加：, ①当超级电容充电容量增加且其剩余容量小于A2时，能量管理系统控制功率变换器以最大充电功率Pch-max对超级电容充电；, ②当超级电容充电容量增加且其剩余容量大于A2小于B2时，能量管理系统控制功率变换器以最佳充电功率Pch-opt对超级电容充电；, ③当超级电容充电容量增加且其剩余容量大于C1时，能量管理系统控制功率变换器以最大放电功率Pdis-max把超级电容的能量充电到锂电池；, (2)超级电容容量较小：, ①当超级电容放电容量减小且其剩余容量小于A1时，能量管理系统控制功率变换器以最大充电功率Pch-max对超级电容充电；, ②当超级电容放电容量减小且其剩余容量大于A1小于B1时，能量管理系统控制功率变换器以最佳充电功率Pch-opt对超级电容充电；, (3)其余部分：, ①当超级电容充电容量增加且其剩余容量大于B2小于C1时，功率变换器不工作，超级电容存储车辆制动能量；, ②当超级电容放电容量减小且其剩余容量大于B1小于C2时，功率变换器不工作，超级电容提供车辆运行所需能量；, 其中，A2大于A1且小于B1，B2大于B1且小于C1，C2大于C1；大于/>且小于。, 5.一种纯电动汽车双源能量系统快速充电方法，适用于权利要求1至3任一项所述的纯电动汽车双源能量系统，其特征在于：快充接口直接连接于双源储能系统直流母线与超级电容器直接相连，当通过快充接口充电时，地面充电机直接对超级电容充电，在该充电方式下，锂电池的充电由双向DC/DC变换器实现。, 6.一种纯电动汽车双源能量系统慢速充电方法，适用于权利要求1至3任一项所述的纯电动汽车双源能量系统，其特征在于：慢充接口直接连接于锂电池输出端，当通过慢充接口充电时，地面充电机直接对锂电池组充电，在该充电方式下，超级电容组的充电由双向DC/DC变换器实现。 | CN | China | Active | B | True |
| 469 | 一种动力电池的增程系统 \n | CN205632165U | 技术领域本实用新型涉及汽车电池供电的控制领域，尤其涉及一种动力电池的增程系统。背景技术动力电池作为电动汽车的核心部件之一，是电动汽车的能源供应中枢。受电池技术水平限制，目前行业内动力电池的循环寿命有限，基本在2000次以内。单体电池在组成电池组以后，基于短板原理，整个动力电池总成的循坏寿命比单体电池更低。按照行业经验，纯电动汽车在经过8年或者行驶20万公里以后，电池容量可能衰减到原有容量的80％左右，认为动力电池寿命终止，建议更换电池组或者车辆。如果更换容量已经衰减的电池组，需要耗费大量的时间进行线束的连接和检测，且也无法保证电池组快速供电及充电的安全性。实用新型内容本实用新型提供一种动力电池的增程系统，通过增程接口并联增程电池组，实现增程电池组和主电池组安全快速供电及充电，提高电动汽车的安全性和使用寿命。为实现以上目的，本实用新型提供以下技术方案：一种动力电池的增程系统，包括：主电池组、增程电池组、增程接口、正极接触器、负极接触器、充电接触器；所述增程接口的正极接入端分别与所述增程电池组和所述主电池组的正极接入端相连，所述增程接口的负极接入端分别与所述增程电池组和所述主电池组的负极接入端相连；所述负极接触器的输入端与所述增程接口的负极接出端相连，所述负极接触器的输出端作为动力电池高压输出的负极输出端；所述正极接触器的输入端与所述增程接口的正极接出端相连，所述正极接触器的输出端作为动力电池高压输出的正极输出端；所述充电接触器的输出端与所述增程接口的正极接出端相连，所述充电接触器的输入端作为动力电池的充电输入端；所述增程接口用于使所述增程电池组与所述主电池组并联连接。优选的，还包括：整车控制器和电流传感器；所述整车控制器的输出端分别与所述负极接触器的控制端、所述正极接触器的控制端和所述充电接触器的控制端相连，所述整车控制器的输入端与所述电流传感器的输出端相连；所述电流传感器用于检测动力电池的供电电流值和充电电流值；供电时，所述整车控制器控制所述正极接触器和所述负极接触器导通所述增程接口与动力电池高压输出端之间的连接，在所述供电电流值大于第一阈值时，所述整车控制器控制所述负极接触器断开所述增程接口的负极接出端与所述动力电池高压输出的负极输出端之间的连接，并上报供电过流故障；充电时，所述整车控制器控制所述负极接触器和所述充电接触器导通动力电池与所述充电输入端之间的连接，在所述充电电流值大于第二阈值时，所述整车控制器控制所述负极接触器断开所述增程接口的负极接出端与所述充电输入端之间的连接，并上报充电过流故障。优选的，还包括：预充接触器和预充电阻；所述预充接触器的输入端与主电池组的正极相连，所述预充接触器的控制端与所述整车控制器的输出端相连，所述预充电阻连接在所述预充接触器的输出端与所述正极输出端之间；供电时，所述整车控制器控制所述预充接触器和所述负极接触器导通所述增程接口与动力电池高压输出端之间的连接，在所述供电电流值大于第三阈值时，所述整车控制器控制所述正极接触器连通所述增程接口的正极接出端与所述动力电池高压输出的正极输出端，并控制所述预充接触器断开所述增程接口的正极接出端与所述充电电阻之间的连接。优选的，还包括：充电保险和车载充电机；所述充电保险连接在所述充电接触器与所述车载充电机之间，所述车载充电机的负极输出端与所述动力电池高压输出的负极输出端相连。优选的，所述增程接口还包括低压通讯端；所述低压通讯端的接入端与所述增程电池组的电池控制器的输出端相连，所述低压通讯端的接出端与整车控制器的通讯端相连；所述低压通讯端用于所述增程电池组的电池控制器与整车控制器的CAN通讯。优选的，所述电流传感器为霍尔型电流传感器。本实用新型提供一种动力电池的增程系统，通过增程接口并联增程电池组，利用预充接触器和充电接触器能快速实现安全充电和供电，提高汽车安全性和使用寿命。附图说明为了更清楚地说明本发明的具体实施例，下面将对实施例中所需要使用的附图作简单地介绍。图1：是本实用新型提供的一种动力电池的增程系统结构示意图；图2：是本实用新型实施例提供的一种动力电池的增程系统电路图。附图标记1 负极接触器2 正极接触器3 预充接触器4 预充电阻5 充电接触器6 充电保险7 电流传感器具体实施方式为了使本技术领域的人员更好地理解本实用新型的方案，下面结合附图和实施方式对本实用新型实施例作进一步的详细说明。针对现有电动汽车的电池组的衰减到原有容量80％后，能够使增加的增程电池组安全快速供电及充电。本实用新型提供一种动力电池的增程系统，通过把增程电池组与主电池组并联，利用整车控制器对接触器的控制，实现电动汽车的安全供电和充电，提高电动汽车的安全性和使用寿命。如图1所示，为本实用新型提供的一种动力电池的增程系统结构示意图，包括：主电池组、增程电池组、增程接口、正极接触器、负极接触器、充电接触器。所述增程接口的正极接入端分别与所述增程电池组和所述主电池组的正极接入端相连，所述增程接口的负极接入端分别与所述增程电池组和所述主电池组的负极接入端相连。所述负极接触器的输入端与所述增程接口的负极接出端相连，所述负极接触器的输出端作为动力电池高压输出的负极输出端。所述正极接触器的输入端与所述增程接口的正极接出端相连，所述正极接触器的输出端作为动力电池高压输出的正极输出端。所述充电接触器的输出端与所述增程接口的正极接出端相连，所述充电接触器的输入端作为动力电池的充电输入端。所述增程接口用于使所述增程电池组与所述主电池组并联连接。进一步，该系统还包括：整车控制器和电流传感器。所述整车控制器的输出端分别与所述负极接触器的控制端、所述正极接触器的控制端和所述充电接触器的控制端相连，所述整车控制器的输入端与所述电流传感器的输出端相连。具体地，所述电流传感器用于检测动力电池的供电电流值和充电电流值。供电时，所述整车控制器控制所述正极接触器和所述负极接触器导通所述增程接口与动力电池高压输出端之间的连接，在所述供电电流值大于第一阈值时，所述整车控制器控制所述负极接触器断开所述增程接口的负极接出端与所述动力电池高压输出的负极输出端之间的连接，并上报供电过流故障。充电时，所述整车控制器控制所述负极接触器和所述充电接触器的导通动力电池与所述充电输入端之间的连接，在所述充电电流值大于第二阈值时，所述整车控制器控制所述负极接触器断开所述增程接口的负极接出端与所述充电输入端之间的连接，并上报充电过流故障。在实际应用中，所述整车控制器的输出端常与接触器控制端的接入端相连，其接触器控制端的接出端与车身搭铁相连。当所述整车控制器的输出端为高电平时，则接触器接通导电，反之，接触器处于断开状态。需要说明的是，电流传感器对电池组的动力母线进行电流检测后，可直接把电流值输出给整车控制器，也可以是由电流传感器输出给电池控制器，而后电池控制器由CAN总线传送给整车控制器。同时，由于高压供电回路中的电流较大，在选用时，需注意量程，本实施例采用1500A以上的量程。如图2所示，为本实用新型实施例提供的一种动力电池的增程系统电路图。该系统包括：负极接触器1、正极接触器2、预充接触器3、预充电阻4、充电接触器5、电流传感器7。预充接触器3的输入端与主电池组的正极相连，预充接触器3的输出端与预充电阻4的输入端相连，预充接触器3的控制端与所述整车控制器(图上未示出)的输出端相连，预充电阻4的输出端与电池组高压输出的正极输出端相连。供电时，所述整车控制器控制预充接触器3和负极接触器1导通所述增程接口与动力电池高压输出端之间的连接，在供电电流值大于第三阈值时，所述整车控制器控制所述正极接触器连通所述增程接口的正极接出端与所述动力电池高压输出的正极输出端，并控制所述预充接触器断开所述增程接口的正极接出端与所述充电电阻4之间的连接。具体地，在上电阶段，通过闭合负极接触器1、预充接触器3给电机控制器内部电容充电，由于预充回路中有预充电阻4，可以将电流降低。通过这种方式避免直接闭合正极接触器2、负极接触器1时出现峰值电流对接触器的损伤，当电容电压达到电池组输出电压的90％或者95％以上时，闭合正极接触器2，此时由于接触器两端电压差很小，基本不会产生明显的冲击电流，从而起到保护接触器的作用。在下电阶段，当高压回路电流小于设定值后，由整车控制器断开正极接触器2和负极接触器1，避免直接带载荷下电，使接触器触点的损伤。进一步，该系统还包括：充电保险6和车载充电机，充电保险6的一端与充电接触器5的输入端相连，充电保险6的另一端与车载充电机的正极输出端相连，车载充电机的负极输出端与动力电池高压输出的负极输出端相连。在实际应用中，对动力电池组进行充电时，通常采用快速充电桩或车载充电机进行充电，但由于现实条件中快速充电桩的数量并不够充足，采用车载充电机充电也成为电动汽车充电的一种重要方式。充电时，由整车控制器断开正极接触器2通电，使电池组高压输出断开，整车控制器根据电流传感器对供电母线进行电流检测，当供电电流值为0时，整车控制器控制充电接触器5导通，完成电池组充电回路的连通，外部的供电电源可利用该电路的充电输入端实现充电。为了能够对增程电池组的电压、温度、放电及充电等信息传输，该增程接口还包括：低压通讯端，所述低压通讯端的接入端与所述增程电池组的电池控制器的输出端相连，所述低压通讯端的接出端与整车控制器的通讯端相连。所述低压通讯端用于所述增程电池组的电池控制器与整车控制器的CAN通讯。在实际应用中，为了能够在并联增程电池组时，减少接线及检测工作，该增程接口可以采用高压线束插座和低压线束插座，高压线束插座通过高压连接线束与主电池组的接入端相连，低压线束插座通过低压连接线束与整车控制器的通讯端相连。同时，高压连接器插座可采用具有IP2X防护等级的插座，避免人员误触碰。进一步，电流传感器采用霍尔型电流传感器。需要说明的是，通常地，将霍尔型电流传感器套接在动力母线，即可获得动力母线的电流信息，霍尔型电流传感器通常具有大、小两个量程，分别具有电流输出端以及模拟信号输出端，模拟信号输出端输出的为采样电流值相应的模拟电压值。可见，本实用新型提供的一种动力电池的增程系统，通过并联增程电池组，利用整车控制器控制对接触器的通断控制，实现电动汽车的安全供电和充电，提高电动汽车的安全性和使用寿命。以上依据图示所示的实施例详细说明了本实用新型的构造、特征及作用效果，以上所述仅为本实用新型的较佳实施例，但本实用新型不以图面所示限定实施范围，凡是依照本实用新型的构想所作的改变，或修改为等同变化的等效实施例，仍未超出说明书与图示所涵盖的精神时，均应在本实用新型的保护范围内。 | 本实用新型提供一种动力电池的增程系统，该系统包括：主电池组、增程电池组、正极接触器、负极接触器、充电接触器；该增程接口的正极接入端分别与增程电池组和所述主电池组的正极接入端相连，该增程接口的负极接入端分别与增程电池组和主电池组的负极接入端相连；负极接触器的输入端与该增程接口的负极接出端相连，负极接触器的输出端作为动力电池高压输出的负极输出端；正极接触器的输入端与该增程接口的正极接出端相连，正极接触器的输出端作为动力电池高压输出的正极输出端；充电接触器的输出端与该增程接口的正极接出端相连，充电接触器的输入端作为动力电池的充电输入端。本实用新型可提高电动汽车的安全性。 | CN:201620508638.0U | https://patentimages.storage.googleapis.com/89/2d/af/709ae1bdafe2e9/CN205632165U.pdf | CN:205632165:U | 赵久志, 张宝鑫, 刘涛, 王春, 吴睿龙, 阳斌 | Anhui Jianghuai Automobile Group Corp | NaN | Not available | 2016-10-12 | 1.一种动力电池的增程系统，其特征在于，包括：主电池组、增程电池组、增程接口、正极接触器、负极接触器、充电接触器；, 所述增程接口的正极接入端分别与所述增程电池组和所述主电池组的正极接入端相连，所述增程接口的负极接入端分别与所述增程电池组和所述主电池组的负极接入端相连；, 所述负极接触器的输入端与所述增程接口的负极接出端相连，所述负极接触器的输出端作为动力电池高压输出的负极输出端；, 所述正极接触器的输入端与所述增程接口的正极接出端相连，所述正极接触器的输出端作为动力电池高压输出的正极输出端；, 所述充电接触器的输出端与所述增程接口的正极接出端相连，所述充电接触器的输入端作为动力电池的充电输入端；, 所述增程接口用于使所述增程电池组与所述主电池组并联连接。, \n \n, 2.根据权利要求1所述动力电池的增程系统，其特征在于，还包括：整车控制器和电流传感器；, 所述整车控制器的输出端分别与所述负极接触器的控制端、所述正极接触器的控制端和所述充电接触器的控制端相连，所述整车控制器的输入端与所述电流传感器的输出端相连；, 所述电流传感器用于检测动力电池的供电电流值和充电电流值；, 供电时，所述整车控制器控制所述正极接触器和所述负极接触器导通所述增程接口与动力电池高压输出端之间的连接，在所述供电电流值大于第一阈值时，所述整车控制器控制所述负极接触器断开所述增程接口的负极接出端与所述动力电池高压输出的负极输出端之间的连接，并上报供电过流故障；, 充电时，所述整车控制器控制所述负极接触器和所述充电接触器导通动力电池与所述充电输入端之间的连接，在所述充电电流值大于第二阈值时，所述整车控制器控制所述负极接触器断开所述增程接口的负极接出端与所述充电输入端之间的连接，并上报充电过流故障。, \n \n, 3.根据权利要求2所述动力电池的增程系统，其特征在于，还包括：预充接触器和预充电阻；, 所述预充接触器的输入端与主电池组的正极相连，所述预充接触器的控制端与所述整车控制器的输出端相连，所述预充电阻连接在所述预充接触器的输出端与所述正极输出端之间；, 供电时，所述整车控制器控制所述预充接触器和所述负极接触器导通所述增程接口与动力电池高压输出端之间的连接，在所述供电电流值大于第三阈值时，所述整车控制器控制所述正极接触器连通所述增程接口的正极接出端与所述动力电池高压输出的正极输出端，并控制所述预充接触器断开所述增程接口的正极接出端与所述充电电阻之间的连接。, \n \n, 4.根据权利要求2所述动力电池的增程系统，其特征在于，还包括：充电保险和车载充电机；, 所述充电保险连接在所述充电接触器与所述车载充电机之间，所述车载充电机的负极输出端与所述动力电池高压输出的负极输出端相连。, \n \n \n \n \n, 5.根据权利要求1至4任一项所述的动力电池的增程系统，其特征在于，所述增程接口还包括低压通讯端；, 所述低压通讯端的接入端与所述增程电池组的电池控制器的输出端相连，所述低压通讯端的接出端与整车控制器的通讯端相连；, 所述低压通讯端用于所述增程电池组的电池控制器与整车控制器的CAN通讯。, \n \n \n \n \n, 6.根据权利要求1至4任一项所述动力电池的增程系统，其特征在于，所述电流传感器为霍尔型电流传感器。 | CN | China | Expired - Fee Related | Y | True |
| 470 | 전기자동차의 전원 시스템 \n | KR20080047638A | NaN | 본 발명은 전기자동차 또는 하이브리드 전기자동차에서 모터의 구동과 차량 전장의 작동을 위한 전기를 제공하는 자동차 전원 시스템으로서, 더욱 상세하게는 상기 전원 시스템은 다수의 단위모듈들로 구성된 하나의 일체형 전지모듈을 포함하고 있고, 상기 각각의 단위모듈들은 다수의 전지셀들로 구성되어 있으며, 상기 전지모듈에는 모터 구동을 위한 고전압용 단위모듈과 차량 전장의 작동을 위한 저전압용 단위모듈을 동시에 포함하고 있고, 상기 저전압용 단위모듈로부터의 전기는 전압 강하없이 차량 전장에 공급되는 구조로 구성되어 있는 자동차 전원 시스템을 제공한다. | KR:1020060117316A | https://patentimages.storage.googleapis.com/b0/56/e0/4924ccbb1c469a/KR20080047638A.pdf | NaN | 윤준일, 강주현, 김주영, 신인철, 유은지, 윤희수 | 주식회사 엘지화학 | NaN | Not available | 2013-02-26 | \t전기자동차 전기자동차 또는 하이브리드 전기자동차에서 모터의 구동과 차량 전장의 작동을 위한 전기를 제공하는 전원 시스템으로서, 상기 전원 시스템은 다수의 단위모듈들로 구성된 하나의 일체형 전지모듈을 포함하고 있고, 상기 각각의 단위모듈들은 다수의 전지셀들로 구성되어 있으며, 상기 전지모듈에는 모터 구동을 위한 고전압용 단위모듈과 차량 전장의 작동을 위한 저전압용 단위모듈을 동시에 포함하고 있고, 상기 저전압용 단위모듈로부터의 전기는 전압 강하없이 차량 전장에 공급되는 것을 특징으로 하는 자동차 전원 시스템. , \t제 1 항에 있어서, 상기 전지셀은 니켈-수소 이차전지 또는 리튬 이차전지인 것을 특징으로 하는 자동차 전원 시스템., \t제 1 항에 있어서, 상기 전지모듈은 다수의 전지셀들이 직렬 방식, 또는 직렬 및 병렬 방식으로 연결되어 있는 것을 특징으로 하는 자동차 전원 시스템. , \t제 1 항에 있어서, 상기 고전압용 단위모듈은 150 ~ 300 V의 전기를 제공하는 것을 특징으로 하는 자동차 전원 시스템., \t제 1 항에 있어서, 상기 저전압용 단위모듈은 10 ~ 30 V의 전기를 제공하는 것을 특징으로 하는 자동차 전원 시스템., \t제 1 항에 있어서, 상기 고전압용 단위모듈은 인버터에 의해 교류 전기로 변환되어 구동 모터로 송부되는 것을 특징으로 하는 자동차 전원 시스템., \t제 1 항에 있어서, 상기 저전압용 단위모듈은 직류전압 강하장치 없이 차량 전장으로 송부되는 것을 특징으로 하는 자동차 전원 시스템., \t제 1 항 내지 제 7 항 중 어느 하나에 따른 자동차 전원 시스템을 포함하는 것으로 구성된 전기자동차 또는 하이브리드 전기자동차. | KR | South Korea | NaN | B | True |
| 471 | 하이브리드 전기자동차용 ｂｍｓ 보드 일체형 고전압배터리팩 \n | KR20090082717A | NaN | 본 발명은 BMS 보드를 일체로 구비하는 하이브리드 전기자동차용 BMS 보드 일체형 고전압 배터리팩에 관한 것으로, \n 종래에는 배터리 셀과 BMS 보드가 분리되어 있었기 때문에 배터리 셀 전압을 측정하기 위해서는 배터리 셀로부터 BMS 보드까지 케이블을 연결하여야 했고, 그에 따라 배터리 셀(2) 전압이 케이블 전송로를 통해 전달됨으로써 선로저항성분 때문에 전압강하가 일어나며, 상기 선로의 케이블 피복이 탈피된 경우 케이블 간에 쇼트(Short)가 발생하여 화재가 일어날 위험성이 잠재되어 있게 되는 문제가 있었고, 고전압 배터리팩(1)과 BMS 보드(6)를 연결해주기 위해 배터리 셀 전압 센싱부 전극, 하네스 케이블, 케이블 터미널, 콘넥터 등의 많은 부품이 사용되므로 원가가 상승됨은 물론 고전압 배터리팩(1)의 부피가 커지게 되는 문제가 있었던 바, \n 고전압 배터리팩(11)의 형상과 전극의 위치와 모양에 맞게 BMS 보드(12)의 단자부를 설계하여 배터리 셀(13) 위에서 고정나사(14)를 이용하여 고전압 배터리 팩(11)의 상단면에 BMS 보드(12)를 조립한 것을 특징으로 하는 본 발명에 의하면 배터리 셀 전압 센싱 케이블의 선로 저항을 제거할 수 있게 되고, 배터리 셀 전압 센싱 케이블, 터미널, 콘넥터 등의 부품수를 줄임으로써 원가절감을 할 수 있게 되며, 잠재적인 케이블 쇼트(Cable Short)로 인한 화재위험성을 제거할 수 있게 될 뿐 아니라 케이블의 하네스 작업을 없앰으로써 작업공수를 줄일 수 있게 되어 생산성을 향상시킬 수 있게 되고, 종래의 BMS 보드를 내장하는 케이스의 공간을 없앨 수 있게 되어 고전압 배터리팩의 부피를 줄일 수 있게 되는 등의 효과를 얻을 수 있게 된다. \n \n 하이브리드 전기자동차, 고전압 배터리팩, BMS 보드, 배터리 셀, 고정나사 | KR:1020080008639A | https://patentimages.storage.googleapis.com/e0/51/19/1191c7e51fc84c/KR20090082717A.pdf | NaN | 유상길, 최경덕, 강희선 | 넥스콘 테크놀러지 주식회사 | NaN | Not available | 2019-10-16 | 고전압 배터리팩(11)의 형상과 배터리 셀 전극(13a)의 위치와 모양에 맞게 BMS 보드(12)의 단자부를 설계하여 배터리 셀(13) 위에서 고정나사(14)를 이용하여 고전압 배터리 팩(11)의 상단면에 BMS 보드(12)를 조립한 것을 특징으로 하는 하이브리드 전기자동차용 BMS 보드 일체형 고전압 배터리팩. | KR | South Korea | NaN | H | True |
| 472 | Electric motor vehicle and redox flow module and cartridge therefor \n | US9358897B2 | The present application is a National Stage Application of PCT International Application No. PCT/PCT/EP2011/066480 (filed on Sep. 22, 2011), under 35 U.S.C. §371, which claims priority to German Patent Application No. DE 10 2010 046 388.4 (filed on Sep. 24, 2010), which are each hereby incorporated by reference in their complete respective entireties.\nThe invention relates to an electric motor vehicle, comprising a drive motor, a first rechargeable battery with a first design and a second rechargeable battery with a second design. Electrical energy can be transferred bidirectionally between the drive motor and the first rechargeable battery and at least unidirectionally from the second rechargeable battery to the drive motor or the first rechargeable battery. Furthermore, the invention relates to a redox flow module with at least one redox flow cell.\nFor some time electric motor vehicles have been used both in limited private sectors, for example in the form of fork lift trucks or the like, and in road traffic, for example in the form of passenger vehicles and motor cycles. A considerable problem associated with rechargeable battery-operated vehicles is the restricted range they have, for which reason the use of such vehicles is usually limited to urban traffic and short-distance interurban traffic. A complicating factor is also that electric motor vehicles are only ready to use again after a relatively long charging time of typically 1-2 hours, which is in stark contrast to the very quick filling operation for conventional vehicles, which typically takes less than 5 minutes.\nIn order to circumvent the problem of the limited energy content of rechargeable batteries, it is known to use additional systems for range extension (range extenders). Range extenders is the term used for additional equipment in an electric motor vehicle which extend the range of the vehicle. Internal combustion engines which drive a generator which in turn supplies power to the rechargeable battery and the electric motor are often used for this purpose. A further example of a range extender is a fuel cell, which can be “refueled” relatively quickly with hydrogen and oxygen. For example, DE 101 33 580 discloses such a vehicle.\nOne problem with the known apparatuses consists in that they are not emissions-free in the case of the internal combustion engine. An argument against the use of in particular hydrogen-oxygen fuel cells is the high risk potential of the gases required for operating the cell.\nIt is also known to use redox flow cells for operating an automobile. The redox flow cell is a rechargeable battery which stores electrical energy in chemical compounds, wherein the reaction partners are present in dissolved form in a solvent. The two energy-storing electrolytes circulate in this case in two separate cycles, between which ion exchange takes place in the cell by means of a membrane. The cell voltage of the redox flow cell is between 1.0 and 2.2 V in practical systems. The possibility of exchanging a consumed electrolyte for an unconsumed electrolyte at a filling station is advantageous. The consumed electrolyte can be regenerated there again with current from the public power supply system. The charging or filling operation in this case lasts approximately as long as the filling operation for conventional automobiles.\nProblems associated with the use of the redox flow cell in an automobile consist in the low energy content thereof and the poor dynamics. The former prevents long ranges, and the latter prevents quick accelerations of the vehicle. Redox flow cells are therefore only suitable for a niche sector.\nThe object of the present invention therefore consists in specifying an improved electric motor vehicle and an improved redox flow module. In particular, the range of electric motor vehicles is intended to be extended without any emissions, without in the process the dynamics of the vehicle being impaired and without in the process the risk of an oxyhydrogen explosion.\nThe object of the invention is achieved by an electric motor vehicle of the type mentioned at the outset, in which the second rechargeable battery comprises at least one redox flow cell.\nFurthermore, the object of the invention is achieved by a redox flow module with at least one redox flow cell, which comprises an electrical coupling for connection to a circuit of a vehicle and a fluid coupling for connection to an electrolyte circuit of said vehicle.\nThe invention overcomes the disadvantages of the prior art mentioned at the outset. Firstly, the generation of electrical energy takes place without any emissions and with a low risk of accident, and secondly an electric motor vehicle can be “refueled” quickly, but does not suffer from poor dynamics owing to the combination with a first rechargeable battery (provided this has a low internal resistance). The redox flow module in accordance with the invention can also be connected to a vehicle very easily owing to the two couplings.\nThe object of the invention is also achieved by a cartridge for an electric vehicle which comprises a vessel for holding an electrolyte, which is provided for operation of a redox flow cell, and a fluid coupling for connecting the cartridge to an electrolyte circuit of the vehicle and is portable. In this way, it is possible to operate the vehicle even when the electrolytes carried along in the tanks of the vehicle are consumed or the tanks are completely empty and refueling is temporarily impossible. An enriched electrolyte can be introduced into the electrolyte cycle of the vehicle with the aid of the cartridge. Advantageously, such a cartridge can also be carried along in the trunk of the vehicle, for example. It is conceivable for one cartridge to be provided for each electrolyte or for a cartridge to have separate vessels for two electrolytes. It is then particularly easy to handle the cartridge since one cartridge is sufficient for operation of the vehicle.\nAdvantageous configurations and developments of the invention are now specified in the dependent claims and in the description accompanying the figures.\nIt is favorable if the first rechargeable battery is formed from lithium-ion cells and/or lithium polymer cells. Such cells combine a high energy content with a low internal resistance. They therefore ensure good dynamics of the vehicle and a wide “ground coverage range”, i.e. without having to refuel the vehicle. Owing to their low internal resistance, they can draw electrical energy quickly, which firstly ensures a short charging operation and secondly enables recuperative or regenerative deceleration of the electric motor vehicle.\nIt is advantageous if electrical energy is transferable bidirectionally between the second rechargeable battery and the drive motor or the first rechargeable battery. In this way, the second rechargeable battery can also draw recuperative energy which is produced during deceleration of the vehicle.\nIt is also advantageous if the electric motor vehicle in accordance with the invention comprises a controller, which is set up to transfer electrical energy from the second rechargeable battery to the first rechargeable battery when the energy content of the first rechargeable battery is lower than its maximum energy content minus a first predeterminable differential energy content. In this variant of the invention, the first rechargeable battery is therefore only recharged partially from the second rechargeable battery, for example to 80% of its capacity. This has the advantage that there is always “space” in the first rechargeable battery for recuperative energy. In particular, when a lithium-ion rechargeable battery is provided for the first rechargeable battery, high deceleration values can be achieved owing to the dynamics of the rechargeable battery.\nIt is also advantageous in this context if the controller is set up to transfer electrical energy from the first to the second rechargeable battery when the energy content of the first rechargeable battery is greater than its maximum energy content minus a second predeterminable differential energy content. In this variant of the invention, energy is transferred from the first to the second rechargeable battery when the first rechargeable battery has drawn a relatively large amount of recuperative energy, for example, and could not draw any more energy or could only draw a little more energy if said first rechargeable battery were not to be discharged. This can take place, for example, over a relatively long descent in which above-average braking is required.\nIf two different differential energy contents are provided which are in particular greater than zero, hysteresis results, so that oscillation phenomena do not occur during recharging of the rechargeable batteries.\nIn a further advantageous variant of the invention, the controller is set up to charge the first rechargeable battery and the second rechargeable battery in a charging operation from an electrical power supply system up to the maximum energy content of the first and second rechargeable batteries minus the first differential energy content or the second differential energy content. In this variant of the invention, the electric motor vehicle is not fully recharged during charging from a public power supply system, for example, but only partially, for example to 90%. This is expedient, for example, when the vehicle is travelling from a point at a relatively high sea level to a point at a relatively low sea level. As a result, the potential energy of the vehicle can be transferred to the first rechargeable battery and/or second rechargeable battery and is not lost. The user of the electric motor vehicle can thus save money.\nIn a further advantageous variant of the invention, the controller is set up to charge the first rechargeable battery in a charging operation from an electrical power supply system up to its maximum energy content minus the first differential energy content or the second differential energy content. This variant of the invention is similar to the previously mentioned variant, but now capacity is left free in the first rechargeable battery (with high dynamics) for drawing recuperative energy. The second rechargeable battery (with low dynamics) which is usually anyhow only indirectly involved (i.e. bypassing the first rechargeable battery) in the drawing of recuperative energy, can be fully recharged, on the other hand.\nIt is advantageous if the electric motor vehicle comprises an electrical coupling for connecting a redox flow module with at least one redox flow cell to a circuit of the vehicle and a fluid coupling for connecting said redox flow module to an electrolyte circuit of the vehicle. The use of redox flow modules enables a particularly flexible design of the electrical system since redox flow systems can be constructed with different voltages and/or maximum currents without any considerable difficulty.\nIt is furthermore advantageous if the electric motor vehicle comprises a fluid coupling for connecting a portable cartridge of an electrolyte circuit of the vehicle, which holds at least one electrolyte provided for the operation of the redox flow cell. In this way, it is possible to operate the vehicle even when the electrolytes carried along in the tanks of the vehicle are consumed or the tanks are completely empty and refueling is temporarily impossible.\nIt is particularly advantageous furthermore if the electric motor vehicle comprises: a tank for an electrolyte, which is provided for the operation of the redox flow cell, in the electrolyte cycle, a bypass line for this tank and at least one valve in the electrolyte cycle for switching said cycle optionally via the tank or the bypass line.\nIt is thus possible to decouple the tank from the electrolyte circuit, with the result that said circuit only runs via one or more cartridges. This prevents the enriched electrolyte from the cartridge mixing with the consumed electrolyte and therefore reducing the ion concentration.\nIt is also advantageous if the electric motor vehicle comprises at least one valve in the electrolyte cycle, which enables operation of the redox flow cell either with the aid of an electrolyte stored in a vehicle-side tank or with the aid of the electrolyte contained in the cartridge. In this variant, it is entirely possible to operate the vehicle either with the electrolyte from the vehicle-side tank or with the electrolyte from the cartridge. If only one bypass line is provided for the tank, operation only via the tank is impossible since the cartridges always remain in the electrolyte cycle.\nIt is favorable if the electric motor vehicle in accordance with the invention or the redox flow module in accordance with the invention or the cartridge comprises a data interface for data interchange between the electric motor vehicle and the redox flow module/the cartridge. For example, for this purpose, a plug-type coupling with electrical contacts for wired data transmission can be provided. Furthermore, data interchange can also take place, for example, via a radio interface or an optical interface.\nIt is furthermore favorable if the electric motor vehicle in accordance with the invention or the redox flow module in accordance with the invention or the cartridge comprises a mechanical coupling for locking the redox flow module/the cartridge on the vehicle. As a result, the redox flow module/the cartridge cannot become detached unintentionally from the vehicle. Such a coupling can be formed, for example, by a hook, which latches in on the vehicle when the redox flow module/the cartridge is connected.\nIt is particularly advantageous if the electrical coupling, the fluid coupling and/or the mechanical coupling are designed in such a way that the redox flow module and/or the cartridge can be connected without the use of a tool. In this way, the redox flow module/the cartridge can be connected to the vehicle in a particularly simple manner, which substantially simplifies the maintenance of the vehicle, for example.\nIt is also particularly advantageous if the electric motor vehicle comprises a plurality of electrical couplings and a plurality of fluid couplings and/or a plurality of data interfaces and mechanical couplings for connecting a plurality of identical redox flow modules or cartridges. In this way, the system can have a particularly simple, modular design by virtue of more or fewer redox flow modules/cartridges being connected to the vehicle in a simple manner.\nIt is furthermore particularly advantageous if the electric motor vehicle comprises a plurality of electrical couplings and a plurality of fluid couplings and/or a plurality of data interfaces and mechanical couplings for connecting a plurality of different redox flow modules or cartridges. This is a further possibility for the modular design of the system. In contrast to the previously mentioned variant, in this variant redox flow modules/cartridges with different designs can also be connected to the vehicle, however. Thus, the system can under certain circumstances be matched better to a particular specification. In addition, the compatibility is thus increased since the vehicle can also be set up for the connection of redox flow modules/cartridges from different manufacturers or with different country-specific specifications.\nIt is favorable if the electric motor vehicle comprises means for identifying the number/type of redox flow modules and/or cartridges connected to the vehicle. For example, for this purpose, micro switches can be provided which are actuated on connection of a redox flow module/cartridge to the vehicle and can thus give an indication of the number of connected modules/cartridges. In order to establish the type of redox flow module/cartridge, a memory provided in the redox flow module/cartridge can be read via a data interface, for example. It is also conceivable for the redox flow module/cartridge to comprise a transponder, which contains information on the type of redox flow module/cartridge.\nIt is particularly advantageous if the electrical coupling and/or the fluid coupling and/or the data interface and/or the mechanical coupling for connecting a redox flow module and for connecting a cartridge are identical. In this way, the electric vehicle can have a particularly flexible design since the interfaces can be occupied either with redox flow modules or with cartridges.\nIt is particularly advantageous if the voltage at the electrical coupling is at most the touch voltage. In the case of healthy adults, a touch voltage of 50 V AC or 120 V DC is assumed to be a life-threatening situation. Inter alia for children and pets the touch voltage is fixed only to a maximum of 25 V AC or 60 V DC. In this way, therefore, people and animals can be protected from a hazardous electric shock.\nAdvantageously, the electric motor vehicle in accordance with the invention comprises a voltage converter, which is arranged between the electrical coupling and an electrical power supply system of the vehicle. As an alternative or in addition, the redox flow module in accordance with the invention can also comprise a voltage converter, which is arranged between the electrical coupling and the at least one redox flow cell. In this way, a voltage level of the redox flow module can be matched to a voltage level of a power supply system of the electric motor vehicle.\nIt is advantageous if the electrical coupling comprises connections for at least two different voltages of a redox flow module. In this way, electrical systems of a vehicle can be supplied different voltages. For example, the redox flow module can comprise, for this purpose, a plurality of series-connected redox flow cells and an electrical coupling with connections for at least two different voltages, wherein the different voltages are produced by being tapped off at different points in the series circuit. In general, a redox flow module comprises a plurality of series-connected redox flow cells (each producing approximately 1.2 to 2.2 V) in order to reach a required voltage of 48 V, for example. By virtue of being tapped off at different points in the series circuit, further voltages, for example 12 V, can be made available. The advantage of using redox flow cells is particularly apparent here since, in contrast to galvanic cells which each contain a specific quantity of an electrolyte, a common electrolyte is provided in a tank for the redox flow cells. Therefore, additional loading of some of the cells owing to said additional voltage tapping is not overly disruptive since these cells are not as a result discharged to any greater extent than the remaining cells of the series circuit. It is naturally also conceivable for a plurality of parallel-connected branches of series-connected redox flow cells to be provided in order to be able to produce a required current.\nIn this context, it is also advantageous if voltage converters are provided only for some of said connections. In this variant, voltage converters are provided only for those connections for which a redox flow module cannot produce an appropriate voltage. For example, a voltage of 48 V (below the touch voltage) is converted to a higher voltage level by a DC-to-DC converter, while another voltage of 12 V, for example, is not converted any further. The DC-to-DC converter is preferably provided on the vehicle side, but can also be integrated in the redox flow module.\nIt is particularly advantageous if those connections which have an associated voltage converter are connected to a drive of the electric motor vehicle and those connections which do not have an associated voltage converter are connected to peripheral electrics of the electric motor vehicle. In this context, it is particularly advantageous if the connections associated with the drive have a higher voltage than the connections associated with the peripheral electrics, and the voltage converter is in the form of a step-up converter. For example, for this purpose, a voltage of 48 V can be stepped up to 400 V for the traction drive, whereas the voltage of 12 V is used directly for the peripheral electrics of the electric motor vehicle, i.e. for auxiliaries, step-up motors, entertainment systems or the like. In this way, voltage converters in the low-voltage range which decrease the overall efficiency of the system can be avoided.\nAdvantageously, the electric motor vehicle in accordance with the invention also comprises at least one isolating relay, which is arranged between the electrical coupling and an electrical power supply system of the vehicle. As an alternative or in addition, the redox flow module in accordance with the invention can also comprise at least one isolating relay, which is arranged between the electrical coupling and the at least one redox flow cell. This is a further measure for protecting people and animals from a hazardous electric shock. This is particularly advantageous when the voltage at the electrical coupling is higher than the touch voltage.\nFinally, it is advantageous if means for influencing a throughflow are associated with a fluid coupling of the electric motor vehicle, the redox flow module and/or the cartridge. In this way, the electrolyte throughflow through a redox flow module and/or through a cartridge can be controlled and thus the power output thereof can be influenced. Said means can be formed by valves or slides, for example.\nIt is noted at this juncture that the variants mentioned in relation to the electric vehicle and the advantages resulting therefrom relate equally to the redox flow module or the cartridge, and vice versa. This particularly applies to the interfaces disclosed.\nThe above configurations and developments of the invention can be combined as desired.\nThe present invention will be explained in more detail below with reference to the exemplary embodiments specified in the schematic figures of the drawing, in which:\n FIG. 1 illustrates a schematic illustration of an electric vehicle in accordance with the invention with a redox flow module connected.\n FIG. 2 illustrates an exemplary redox flow module in accordance with the invention.\n FIG. 3 illustrates an exemplary cartridge in accordance with the invention.\n FIG. 4 illustrates a detail of a schematic illustration of an electric vehicle in accordance with the invention with a bypass line for the electrolyte tank.\n FIG. 5 illustrates an exemplary electrical interconnection of a plurality of redox flow modules.\n FIG. 1 illustrates an electric motor vehicle 1, comprising a drive motor 2, a first rechargeable battery 3 with a first design and a second rechargeable battery 4 with a second design. The drive motor 2 is connected mechanically to drive wheels 6 via a transmission 5. Furthermore, the drive motor 2 is connected to the first rechargeable battery 3 via a DC-to-AC converter 7 and a central energy distribution unit 8. Furthermore, the second rechargeable battery 4 and a charger 9 are connected to this central energy distribution unit 8, and a charging socket outlet 10 is connected to said charger. The first rechargeable battery 3 is in the form of a lithium-ion rechargeable battery, in this example. However, it goes without saying that the use of other types of rechargeable batteries is also possible, for example lithium polymer rechargeable batteries, as long as the internal resistance of the rechargeable battery is sufficiently low to supply adequate current to the drive motor 2 or to draw recuperative or regenerative braking energy.\nThe second rechargeable battery 4 comprises at least one redox flow cell 11 (for reasons of clarity only one redox flow cell 11 is shown in FIG. 1. A real rechargeable battery 4 can naturally comprise a large number of parallel-connected and/or series-connected redox flow cells 11). The redox flow cell comprises a cathode 12, an anode 13 and a membrane 14 arranged therebetween. A cathode-side cavity 15 is located between the cathode 12 and the membrane 14 and is incorporated in a cycle which comprises a first electrolyte tank 16, a first pump 17 and precisely this cathode-side cavity 15. Similarly, an anode-side cavity 18 is located between the anode 13 and the membrane 14 and is incorporated in a cycle which comprises a second electrolyte tank 19, a second pump 20 and the mentioned anode-side cavity 18. The cathode 12 and the anode 13 are ultimately connected to the central energy distribution unit 8 via an (optional) DC-to-DC converter 21.\nThe arrangement illustrates operates as follows:\nIn a manner known per se, the first rechargeable battery 3 can be charged from the public power supply system via the charging socket outlet 10, the charger 9 and the central energy distribution unit 8. The charger can also be located outside the vehicle 1, in which case the vehicle has only one charging socket outlet 10. In a manner which is likewise known, the electrical energy can be conducted from the first rechargeable battery 3 via the central energy distribution unit 8 and the DC-to-AC converter 7 to the drive motor 2, which drives the drive wheels 6 via the transmission 5. In the present case, a synchronous machine is used as drive motor 2. If, for example, a brushed DC motor is used, the DC-to-AC converter 7 can also be dispensed with. Finally, electrical energy can also be transferred from the drive motor 2 back to the first rechargeable battery 3. In this case, the kinetic energy of the electric motor vehicle 1 during deceleration is conducted from the drive wheels 6 via the transmission 5 to the drive motor 2, which now acts as a generator and converts the kinetic energy into electrical energy. This is conducted via the DC-to-AC converter 7 (which now actually acts as an AC-to-DC converter) and via the central energy distribution unit 8 to the first rechargeable battery 3. Electrical energy can thus be transferred bidirectionally between the drive motor 2 and the first rechargeable battery 3.\nIn accordance with the invention, electrical energy can also be conducted from the second rechargeable battery 4 to the drive motor 2. This takes place via the central energy distribution unit 8 and the DC-to-AC converter 7. In the present example, it is furthermore assumed that the energy transfer is possible bidirectionally, i.e. that electrical energy can also be transferred from the drive motor 2 acting as generator to the second rechargeable battery 4. However, this circumstance is not essential to the invention. The second rechargeable battery 4 can also be charged from a public power supply system via the charging socket outlet 10, the charger 9 and the central energy distribution unit 8. A further possibility for charging the second rechargeable battery 4 consists in replacing consumed electrolytes in the first electrolyte tank 16 and in the second electrolyte tank 19. This can take place, for example, at a filling station which makes available unconsumed electrolytes. In this case, the electrolytes are replaced via valves or connections which are arranged on the first pump 17 or on the second pump 20. The second rechargeable battery 4 is therefore eminently suitable, inter alia, for range extension (range extender) of the electric motor vehicle 1.\nDuring the current generation, the two electrolytes are passed via the first pump 17 or the second pump 20 to the redox flow cell 11. Specifically, the first electrolyte is pumped into the cathode-side cavity 15, and the second electrolyte is pumped into the anode-side cavity 18. As a result, positive charge carriers collect at the cathode 12 and negative charge carriers collect at the anode 13. Thus, for example, the drive motor 2 can be supplied electrical energy.\nThis invention combines the advantages of two different types of rechargeable batteries. Firstly, the lithium-ion rechargeable battery 3, owing to its low internal resistance, ensures quick energy transfer. Said rechargeable battery can therefore provide the electrical power for high acceleration values of the electric motor vehicle 1 or else draw back the energy produced during heavy deceleration of the electric motor vehicle 1. In contrast to this there is the redox flow rechargeable battery 4, which generally has lower dynamics than, for example, a lithium-ion rechargeable battery and therefore cannot transfer electrical energy as quickly. A considerable advantage of the second rechargeable battery 4, however, is the possibility of “refueling” said rechargeable battery at a filling station. This operation requires substantially the same amount of time as that required for refueling petrol or diesel vehicles, and therefore less time than is generally required for recharging a rechargeable battery from the public power supply system. The electric motor vehicle 1 in accordance with the invention can therefore draw recuperative energy quickly but can also be refueled quickly.\nIn an advantageous variant, the electric motor vehicle 1 comprises a controller, which is set up to transfer electrical energy from the second rechargeable battery 4 to the first rechargeable battery 3 when the energy content of the first rechargeable battery 3 is lower than its maximum energy content minus a first predeterminable differential energy content. In this variant, the first rechargeable battery 3 is recharged from the second rechargeable battery 4 as required or automatically, but only in each case to part of its maximum capacity, for example to 80%. This has the advantage that the first rechargeable battery 3 can then also still draw recuperative energy when it has just been recharged. If the first rechargeable battery 3 were to be fully recharged, on the other hand, it would not be possible at this time for any more recuperative energy to be drawn, which would mean that the braking energy required for decelerating the electric motor vehicle 1 would need to be converted into thermal energy and would therefore be lost.\nIn one variant, electrical energy can also be transferred from the first rechargeable battery 3 to the second rechargeable battery 4. This takes place again by virtue of the controller, which is now also set up to transfer electrical energy from the first rechargeable battery 3 to the second rechargeable battery 4 when the energy content of the first rechargeable battery 3 is greater than its maximum energy content minus a second predeterminable differential energy content. In this way, recuperative energy which has been transferred to the first rechargeable battery 3 can be “put to one side” in order to provide space for new recuperative energy. For this purpose, the energy is transferred to the second rechargeable battery 4. It is of course possible for the second predeterminable differential energy content used for this to be identical to the abovementioned first differential energy content. However, this can result in oscillations, for which reason the provision of a hysteresis is advantageous.\nIn this context, it is also useful if the controller is set up to charge the first rechargeable battery 3 and the second rechargeable battery 4 in a charging operation from an electrical power supply system up to the maximum energy content of the first and second rechargeable batteries 3 and 4 minus the first differential energy content or the second differential energy content. In this variant of the invention, the electric motor vehicle 1 is therefore not fully charged, but only partially, for example to 95%. This is expedient, for example, when the vehicle 1 is travelling from a point at a relatively high sea level to a point at a relatively low sea level. Owing to the variant in accordance with the invention, the potential energy can be transferred to the first rechargeable battery 3 and/or second rechargeable battery 4 and is thus not lost. The user of the electric motor vehicle 1 can thus save money.\nIn one variant, the first rechargeable battery 3 can be charged in a charging operation from an electrical power supply system up to its maximum energy content minus the first differential energy content or the second differential energy content in order to retain the possibility of storing recuperative energy in the first rechargeable battery 3. The second rechargeable battery 4, which is usually anyway only indirectly involved (i.e. by bypassing the first rechargeable battery 3) in the drawing of recuperative energy, can be fully charged, on the other hand.\nIn order to provide the system with a modular design, but also for simplified maintenance, the second rechargeable battery 4 can comprise a | An electric motor vehicle with a drive motor, a first rechargeable battery with a first design and a second rechargeable battery with a second design. Electrical energy may be transferred bidirectionally between the drive motor and the first rechargeable battery, and at least unidirectionally from the second rechargeable battery to the drive motor or the first rechargeable battery. The second rechargeable battery in this case includes at least one redox flow cell. Furthermore, a redox flow module is provided with at least one redox flow cell, which includes an electrical coupling for connection to a circuit of a vehicle and a fluid coupling for connection to an electrolyte circuit of said vehicle. | US:13/824,217 | https://patentimages.storage.googleapis.com/b6/29/67/2ed6992b044b84/US9358897.pdf | US:9358897 | Hermann Pecnik, Gerald Teuschl | Steyr Daimler Puch Fahrzeugtechnik AG and Co KG | US:5061578, JP:H06284509:A, JP:H0723504:A, US:6793027, US:6764789, US:20010004205:A1, US:6320358, US:20020015890:A1, US:20040112320:A1, JP:2003007326:A, JP:2003007327:A, US:20030222502:A1, US:20050007042:A1, US:20040222771:A1, US:20120207620:A1, US:20090033254:A1, US:20090212634:A1, DE:102008030343:A1, US:20110223450:A1, US:20100090525:A1, US:20100097031:A1, US:20120153878:A1, US:9227523, US:20100156355:A1, US:20100315043:A1, US:20110115425:A1, US:20110278938:A1, US:8946926, US:9079501 | 2016-06-07 | 2016-06-07 | 1. An electric motor vehicle, comprising:\na drive motor;\na first rechargeable battery of a first type of rechargeable battery, and configured such that electrical energy is transferable bi-directionally between the drive motor and the first rechargeable battery;\na second rechargeable battery of a second type of rechargeable battery different than the first type of rechargeable battery, and configured such that electrical energy is transferable at least uni-directionally from the second rechargeable battery to one of the driver motor and the first rechargeable battery, the second rechargeable battery comprising at least one redox flow cell;\na portable cartridge holding at least one electrolyte provided for the operation of the redox flow cell; and\na fluid coupling configured to connect the portable cartridge to an electrolyte circuit of the motor vehicle.\n, a drive motor;, a first rechargeable battery of a first type of rechargeable battery, and configured such that electrical energy is transferable bi-directionally between the drive motor and the first rechargeable battery;, a second rechargeable battery of a second type of rechargeable battery different than the first type of rechargeable battery, and configured such that electrical energy is transferable at least uni-directionally from the second rechargeable battery to one of the driver motor and the first rechargeable battery, the second rechargeable battery comprising at least one redox flow cell;, a portable cartridge holding at least one electrolyte provided for the operation of the redox flow cell; and, a fluid coupling configured to connect the portable cartridge to an electrolyte circuit of the motor vehicle., 2. The electric motor vehicle of claim 1, wherein the first rechargeable battery comprises lithium-ion cells and/or lithium polymer cells., 3. The electric motor vehicle of claim 1, wherein electrical energy is transferable bi-directionally between the second rechargeable battery and one of the drive motor and the first rechargeable battery., 4. The electric motor vehicle of claim 1, further comprising a controller configured to determine for the first rechargeable battery an energy content lower than a maximum energy content of the first rechargeable battery minus a first predeterminable differential energy content, and transfer electrical energy from the second rechargeable battery to the first rechargeable battery responsive to the determination., 5. The electric motor vehicle of claim 1, further comprising a controller configured to determine for the first rechargeable battery an energy content greater than a maximum energy content of the first rechargeable battery minus a second predeterminable differential energy content, and transfer electrical energy from the first rechargeable battery to the second rechargeable battery responsive to the determination., 6. The electric motor vehicle of claim 1, wherein a controller is configured to determine a maximum energy content of the first rechargeable battery and the second rechargeable battery minus a first differential energy content or a second differential energy content, and responsive to the determination, charge the first rechargeable battery and the second rechargeable battery in a charging operation from an electrical power supply system., 7. The electric motor vehicle of claim 1, further comprising a controller configured to determine a maximum energy content of the first rechargeable battery minus one of a first differential energy content and a second differential energy content, and responsive to the determination, charge the first rechargeable battery in a charging operation from an electrical power supply system., 8. The electric motor vehicle of claim 1, further comprising:\na redox flow module comprising the at least one redox flow cell; and\nan electrical coupling configured to connect the redox flow module to a circuit of the motor vehicle.\n, a redox flow module comprising the at least one redox flow cell; and, an electrical coupling configured to connect the redox flow module to a circuit of the motor vehicle., 9. The electric motor vehicle of claim 8, further comprising a voltage converter arranged between the electrical coupling and an electrical power supply system of the motor vehicle., 10. The electric motor vehicle of claim 8, wherein:\nthe redox flow module is configured to produce at least two different voltages; and\nthe electrical coupling is further configured to electrically connect the at least two different voltages of the redox flow module.\n, the redox flow module is configured to produce at least two different voltages; and, the electrical coupling is further configured to electrically connect the at least two different voltages of the redox flow module., 11. The electric motor vehicle of claim 8, further comprising at least one isolating relay arranged between the electrical coupling and an electrical power supply system of the vehicle., 12. The electric motor vehicle of claim 1, further comprising:\na tank configured to store another electrolyte in the electrolyte cycle;\na bypass line for the tank; and\nat least one valve in the electrolyte cycle configured to switch the electrolyte cycle via one of the tank and the bypass line.\n, a tank configured to store another electrolyte in the electrolyte cycle;, a bypass line for the tank; and, at least one valve in the electrolyte cycle configured to switch the electrolyte cycle via one of the tank and the bypass line., 13. The electric motor vehicle of claim 1, further comprising:\na vehicle-side tank configured to store another electrolyte; and\nat least one valve in the electrolyte cycle configured to enable operation of the redox flow cell with the aid of one of the another electrolyte stored in the vehicle-side tank and the at least one electrolyte contained in the portable cartridge.\n, a vehicle-side tank configured to store another electrolyte; and, at least one valve in the electrolyte cycle configured to enable operation of the redox flow cell with the aid of one of the another electrolyte stored in the vehicle-side tank and the at least one electrolyte contained in the portable cartridge., 14. The electric motor vehicle of claim 1, further comprising a data interface configured to permit data interchange between the electric motor vehicle and one of a redox flow module and a cartridge., 15. The electric motor vehicle of claim 14, further comprising a mechanical coupling configured to lock one of the redox flow module and the cartridge on the vehicle., 16. The electric motor vehicle of claim 15, further comprising:\nan electrical coupling configured to connect the redox flow module to a circuit of the motor vehicle, wherein the redox flow module comprises the at least one redox flow cell; and\nwherein at least one of the electrical coupling, the fluid coupling and the mechanical coupling are configured such that at least one of the redox flow module and the cartridge is connected without the use of a tool.\n, an electrical coupling configured to connect the redox flow module to a circuit of the motor vehicle, wherein the redox flow module comprises the at least one redox flow cell; and, wherein at least one of the electrical coupling, the fluid coupling and the mechanical coupling are configured such that at least one of the redox flow module and the cartridge is connected without the use of a tool., 17. The electric motor vehicle of claim 1, further comprising:\na plurality of electrical couplings configured to electrically connect at least one of a plurality of identical redox flow modules and a plurality of identical cartridges;\na plurality of fluid couplings configured to fluidically connect at least one of the plurality of identical redox flow modules and the plurality of identical cartridges;\na plurality of data interfaces configured to connect at least one of the plurality of identical redox flow modules and the plurality of identical cartridges; and\na plurality of mechanical couplings configured to mechanically connect at least one of the plurality of identical redox flow modules and the plurality of identical cartridges.\n, a plurality of electrical couplings configured to electrically connect at least one of a plurality of identical redox flow modules and a plurality of identical cartridges;, a plurality of fluid couplings configured to fluidically connect at least one of the plurality of identical redox flow modules and the plurality of identical cartridges;, a plurality of data interfaces configured to connect at least one of the plurality of identical redox flow modules and the plurality of identical cartridges; and, a plurality of mechanical couplings configured to mechanically connect at least one of the plurality of identical redox flow modules and the plurality of identical cartridges., 18. The electric motor vehicle of claim 1, further comprising:\na plurality of electrical couplings configured to electrically connect at least one of a plurality of different redox flow modules and a plurality of different cartridges;\na plurality of fluid couplings configured to fluidically connect at least one of a plurality of identical redox flow modules and the plurality of different cartridges;\na plurality of data interfaces configured to connect at least one of the plurality of identical redox flow modules and the plurality of different cartridges; and\na plurality of mechanical couplings configured to mechanically connect at least one of the plurality of identical redox flow modules and the plurality of different cartridges.\n, a plurality of electrical couplings configured to electrically connect at least one of a plurality of different redox flow modules and a plurality of different cartridges;, a plurality of fluid couplings configured to fluidically connect at least one of a plurality of identical redox flow modules and the plurality of different cartridges;, a plurality of data interfaces configured to connect at least one of the plurality of identical redox flow modules and the plurality of different cartridges; and, a plurality of mechanical couplings configured to mechanically connect at least one of the plurality of identical redox flow modules and the plurality of different cartridges., 19. The electric motor vehicle of claim 1, further comprising a device configured to identify at least one of a number and type of at least one redox flow modules and cartridges connected to the motor vehicle. | US | United States | Active | B | True |
| 473 | 一种纯电动双源系统高压配电柜 \n | CN110739612B | 技术领域本发明涉及纯电动汽车用电分配管理技术领域，具体为一种纯电动双源系统高压配电柜。背景技术现有的电动汽车内均设有高压配电装置，主要的功能为实现动力电池与各高压设备的电源和信号传递，与高压配电盒相连接的高压部件一般是动力电池、四合一充电座。而现有的高压配电柜只能分配单一电池组的动力分配，并且只能插枪充电，使用的功能较为单一。为此，我们提出一种纯电动双源系统高压配电柜。发明内容本发明的目的在于提供一种纯电动双源系统高压配电柜，以解决上述背景技术中提出的问题。为实现上述目的，本发明提供如下技术方案：一种纯电动双源系统高压配电柜，包括换电系统BMS高压配电柜和车载系统BMS高压配电柜，所述换电系统BMS高压配电柜的底部装配有第一用电设备连接器，所述车载系统BMS高压配电柜的底部装配有第二用电设备连接器，所述第一用电设备连接器与第二用电设备连接器电连接。优选的，所述换电系统BMS高压配电柜内固定装配有第一BMS1接触器控制模块和第一BMS1接触器主控模块，所述第一BMS1接触器控制模块和第一BMS1接触器主控模块电连接，所述第一BMS1接触器控制模块和第一BMS1接触器主控模块通过第一铜排与第一用电设备连接器电连接。优选的，所述车载系统BMS高压配电柜内固定装配有第二BMS1接触器控制模块和第二BMS1接触器主控模块，所述第二BMS1接触器控制模块和第二BMS1接触器主控模块电连接，所述第二BMS1接触器控制模块和第二BMS1接触器主控模块通过第二铜排与第二用电设备连接器电连接。优选的，所述换电系统BMS高压配电柜和车载系统BMS高压配电柜内分别固定装配有第一熔断器和第二熔断器，所述第一熔断器和第二熔断器分别与第一铜排和第二铜排电连接。优选的，所述换电系统BMS高压配电柜和车载系统BMS高压配电柜内分别固定装配有第一接触器开关和第二接触器开关，所述第一接触器开关和第二接触器开关分别与第一铜排和第二铜排电连接，所述第一接触器开关和第二接触器开关内均设有反馈触点。优选的，所述换电系统BMS高压配电柜和车载系统BMS高压配电柜内分别固定装配有第一电流传感器和第二电流传感器，所述第一电流传感器和第二电流传感器分别与第一铜排和第二铜排电连接。优选的，所述换电系统BMS高压配电柜和车载系统BMS高压配电柜底部分别固定装配有第一MSD手动维修开关和第二MSD手动维修开关，所述第一MSD手动维修开关和第二MSD手动维修开关分别与第一铜排和第二铜排电连接。优选的，所述车载系统BMS高压配电柜的内腔装配有预充电阻，所述预充电阻与第二铜排电连接。优选的，所述换电系统BMS高压配电柜和车载系统BMS高压配电柜均采用钣金材料加工制作。与现有技术相比，本发明的有益效果是：一种纯电动双源系统高压配电柜，设置有换电系统BMS高压配电柜和车载系统BMS高压配电柜，实现在换电电池与车载电池双源模式下的用电分配管理，使换电电池在换电的基础上也可以进行插枪充电（换电为主、充电为辅），在换电站，换电系统BMS高压柜跟随换电装置，可在换电站通过此高压柜给换电电池充电。选择插枪充电时，充电枪连接至车载系统BMS高压配电柜柜，经过车载充电控制及输入回路连接至换电系统BMS高压柜的电池充电回路，实现对换电电池充电。因此使换电电池可在换电站更换换电电池组装置也可在充电站进行插枪充电，使用更加方便。附图说明图1为本发明换电系统BMS高压配电柜的结构示意图。图2为本发明车载系统BMS高压配电柜的结构示意图。图3为本发明换电系统BMS高压配电柜和车载系统BMS高压配电柜内的第一BMS1接触器主控模块和第二BMS1接触器主控模块等结构的电路原理图。图4为本发明换电系统BMS高压配电柜和车载系统BMS高压配电柜内的器件与第一BMS1接触器主控模块和第二BMS1接触器主控模块等的电路连接图。图中：1、换电系统BMS高压配电柜，2、第一铜排，3、第一BMS1接触器控制模块，4、第一BMS1接触器主控模块，5、第一熔断器，6、第一接触器开关，7、第一电流传感器，8、第一MSD手动维修开关，9、第一用电设备连接器，10、车载系统BMS高压配电柜，11、第二铜排，12、第二BMS1接触器控制模块，13、第二BMS1接触器主控模块，14、第二熔断器，15、第二接触器开关，16、第二电流传感器，17、第二MSD手动维修开关，18、第二用电设备连接器，19、预充电阻。具体实施方式下面将结合本发明实施例中的附图，对本发明实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例仅仅是本发明一部分实施例，而不是全部的实施例。基于本发明中的实施例，本领域普通技术人员在没有做出创造性劳动前提下所获得的所有其他实施例，都属于本发明保护的范围。请参阅图1、图2、图3和图4，本发明提供一种技术方案：一种纯电动双源系统高压配电柜，包括换电系统BMS高压配电柜1和车载系统BMS高压配电柜10，换电系统BMS高压配电柜1和车载系统BMS高压配电柜10均与车内的电池组具有电路连接，换电系统BMS高压配电柜1和车载系统BMS高压配电柜10均采用钣金材料加工制作，通过钣金制作的箱体可以对内部的电路器件进行保护，达到更好的防护等级，换电系统BMS高压配电柜1的底部装配有第一用电设备连接器9，车载系统BMS高压配电柜10的底部装配有第二用电设备连接器18，第一用电设备连接器9与第二用电设备连接器18电连接，换电系统BMS高压配电柜1安装于整车换电装置机构内，而车载系统BMS高压配电柜10安装于车辆的前中部位置，如图2中所示，换电系统BMS高压配电柜1的第一用电设备连接器9分别设有B1电池2负端、B1电池1负端、B1电池1正端和B1电池2正端，车载系统BMS高压配电柜10的第二用电设备连接器18设有换电高压柜输入1负端、换电高压柜输入2负端、换电高压柜输入1正端和换电高压柜输入2正端，当需要使用充电枪对换电池进行充电时，使换电高压柜输入1负端、换电高压柜输入2负端、换电高压柜输入1正端和换电高压柜输入2正端分别与B1电池2负端、B1电池1负端、B1电池1正端和B1电池2正端进行电连接。换电系统BMS高压配电柜1内固定装配有第一BMS1接触器控制模块3和第一BMS1接触器主控模块4，第一BMS1接触器控制模块3和第一BMS1接触器主控模块4电连接，第一BMS1接触器控制模块3和第一BMS1接触器主控模块4通过第一铜排2与第一用电设备连接器9电连接。车载系统BMS高压配电柜10内固定装配有第二BMS1接触器控制模块12和第二BMS1接触器主控模块13，第二BMS1接触器控制模块12和第二BMS1接触器主控模块13电连接，第二BMS1接触器控制模块12和第二BMS1接触器主控模块13通过第二铜排11与第二用电设备连接器18电连接。分别在换电系统BMS高压配电柜1和车载系统BMS高压配电柜10内设置第一BMS1接触器主控模块4和第二BMS1接触器主控模块13，通过第一BMS1接触器主控模块4和第二BMS1接触器主控模块13采集整车VCU的信号，采集电池系统的运行状态参数、SOC、故障诊断、热平衡管理、温度检测等，用于采集电池组正负极对地电阻，当绝缘阻值≤500KΩ，表示高压电路出现短路，并通过CAN通讯告诉控制模块，控制模块控制所有接触器开关断开，防止高压漏电，通过设置第一BMS1接触器控制模块3和第二BMS1接触器控制模块12分别输出控制信号控制换电系统BMS高压配电柜1和车载系统BMS高压配电柜10内接触器开关的工作，并判断换电系统BMS高压配电柜1和车载系统BMS高压配电柜10内接触器开关的粘连状态。换电系统BMS高压配电柜1和车载系统BMS高压配电柜10内分别固定装配有第一熔断器5和第二熔断器14，第一熔断器5和第二熔断器14分别与第一铜排2和第二铜排11电连接，通过设置第一熔断器5和第二熔断器14分别对车内的用电设备的短路过流起到保护的作用。换电系统BMS高压配电柜1和车载系统BMS高压配电柜10内分别固定装配有第一接触器开关6和第二接触器开关15，第一接触器开关6和第二接触器开关15分别与第一铜排2和第二铜排11电连接，第一接触器开关6和第二接触器开关15内均设有反馈触点，通过第一接触器开关6和第二接触器开关15将电池组输入的高压电在允许的情况下安全的输送至用电设备。换电系统BMS高压配电柜1和车载系统BMS高压配电柜10内分别固定装配有第一电流传感器7和第二电流传感器16，第一电流传感器7和第二电流传感器16分别与第一铜排2和第二铜排11电连接，通过设置第一电流传感器7和第二电流传感器8用于实时采集流过的电流，并将信号送到主控模块内，主控模块判断电流过大时，断开所有接触器，以达到保护电池组的目的。换电系统BMS高压配电柜1和车载系统BMS高压配电柜10底部分别固定装配有第一MSD手动维修开关8和第二MSD手动维修开关17，第一MSD手动维修开关8和第二MSD手动维修开关17分别与第一铜排2和第二铜排11电连接，通过设置的第一MSD手动维修开关8和第二MSD手动维修开关17可以为电动汽车电力系统的维修提供安全和可靠保证，既可以作为维修保护开关，同时也可以起到短路保护的作用。可实现高压互锁功能。车载系统BMS高压配电柜10的内腔装配有预充电阻19，预充电阻19与第二铜排11电连接，通过设置预充电阻10将母线电容进行预充电，主电路接通时的电流就可以控制在安全的范围内，确保系统正常运行。工作原理：将车内的换电电池B1的动力输出线接入换电系统BMS高压配电柜1的B1电池2负端、B1电池1负端、B1电池1正端和B1电池2正端，柜体内部通过第一铜排2与第一MSD手动维修开关8相连，第一铜排2与第一电流传感器7电连接，第一电流传感器7的信号线与第一BMS1接触器主控模块4电连接，电池B1的正极通过第一铜排2再与第一接触器开关6相连，第一接触器开关6受到第一BMS1接触器控制模块3所控制，第一接触器开关6与车内的高压连接器电连接，高压连接器再与车载BMS高压配电柜2电连接，以达到在换电站通过更换电池组充电的同时也可以通过插枪进行充电的目的。对于本领域技术人员而言，显然本发明不限于上述示范性实施例的细节，而且在不背离本发明的精神或基本特征的情况下，能够以其他的具体形式实现本发明。因此，无论从哪一点来看，均应将实施例看作是示范性的，而且是非限制性的，本发明的范围由所附权利要求而不是上述说明限定，因此旨在将落在权利要求的等同要件的含义和范围内的所有变化囊括在本发明内。不应将权利要求中的任何附图标记视为限制所涉及的权利要求。此外，应当理解，虽然本说明书按照实施方式加以描述，但并非每个实施方式仅包含一个独立的技术方案，说明书的这种叙述方式仅仅是为清楚起见，本领域技术人员应当将说明书作为一个整体，各实施例中的技术方案也可以经适当组合，形成本领域技术人员可以理解的其他实施方式。 | 本发明公开了一种纯电动双源系统高压配电柜，包括换电系统BMS高压配电柜和车载系统BMS高压配电柜，换电系统BMS高压配电柜的底部装配有第一用电设备连接器，车载系统BMS高压配电柜的底部装配有第二用电设备连接器，第一用电设备连接器与第二用电设备连接器电连接。在换电站，换电系统BMS高压柜跟随换电装置，可在换电站通过此高压柜给换电电池充电。选择插枪充电时，充电枪连接至车载系统BMS高压配电柜柜，经过车载充电控制及输入回路连接至换电系统BMS高压柜的电池充电回路，实现对换电电池充电。因此使换电电池可在换电站更换换电电池组装置也可在充电站进行插枪充电，使用更加方便。 | CN:201911058489.7A | https://patentimages.storage.googleapis.com/88/59/1e/b9fab48a508791/CN110739612B.pdf | CN:110739612:B | 陈慧, 汪先锋, 段树林, 李超, 徐启端, 翁涛 | Nanjing Hengtian Lingrui Automobile Co ltd | CN:102055790:A, CN:102856965:A, CN:103978961:A, CN:105667464:A, CN:105914799:A, CN:106364355:B, CN:206481071:U, CN:107985080:A, CN:108394288:A, CN:108879876:A | Not available | 2014-12-31 | 1.一种纯电动双源系统高压配电柜，包括换电系统BMS高压配电柜（1）和车载系统BMS高压配电柜（10），其特征在于：所述换电系统BMS高压配电柜（1）的底部装配有第一用电设备连接器（9），所述车载系统BMS高压配电柜（10）的底部装配有第二用电设备连接器（18），所述第一用电设备连接器（9）与第二用电设备连接器（18）电连接；, 所述换电系统BMS高压配电柜（1）内固定装配有第一BMS1接触器控制模块（3）和第一BMS1接触器主控模块（4），所述第一BMS1接触器控制模块（3）和第一BMS1接触器主控模块（4）电连接，所述第一BMS1接触器控制模块（3）和第一BMS1接触器主控模块（4）通过第一铜排（2）与第一用电设备连接器（9）电连接;, 换电系统BMS高压配电柜（1）与车载系统BMS高压配电柜（10）实现在换电电池与车载电池双源模式下的用电分配管理，使换电电池在换电的基础上可进行插枪充电，在换电站，换电系统BMS高压配电柜（1）在换电站给换电电池充电；选择插枪充电时，充电枪连接至车载系统BMS高压配电柜（10）经过车载充电控制及输入回路连接至换电系统BMS高压配电柜（1）的电池充电回路，实现对换电电池充电。, 2.根据权利要求1所述的一种纯电动双源系统高压配电柜，其特征在于：所述车载系统BMS高压配电柜（10）内固定装配有第二BMS1接触器控制模块（12）和第二BMS1接触器主控模块（13），所述第二BMS1接触器控制模块（12）和第二BMS1接触器主控模块（13）电连接，所述第二BMS1接触器控制模块（12）和第二BMS1接触器主控模块（13）通过第二铜排（11）与第二用电设备连接器（18）电连接。, 3.根据权利要求1所述的一种纯电动双源系统高压配电柜，其特征在于：所述换电系统BMS高压配电柜（1）和车载系统BMS高压配电柜（10）内分别固定装配有第一熔断器（5）和第二熔断器（14），所述第一熔断器（5）和第二熔断器（14）分别与第一铜排（2）和第二铜排（11）电连接。, 4.根据权利要求1所述的一种纯电动双源系统高压配电柜，其特征在于：所述换电系统BMS高压配电柜（1）和车载系统BMS高压配电柜（10）内分别固定装配有第一接触器开关（6）和第二接触器开关（15），所述第一接触器开关（6）和第二接触器开关（15）分别与第一铜排（2）和第二铜排（11）电连接，所述第一接触器开关（6）和第二接触器开关（15）内均设有反馈触点。, 5.根据权利要求1所述的一种纯电动双源系统高压配电柜，其特征在于：所述换电系统BMS高压配电柜（1）和车载系统BMS高压配电柜（10）内分别固定装配有第一电流传感器（7）和第二电流传感器（16），所述第一电流传感器（7）和第二电流传感器（16）分别与第一铜排（2）和第二铜排（11）电连接。, 6.根据权利要求1所述的一种纯电动双源系统高压配电柜，其特征在于：所述换电系统BMS高压配电柜（1）和车载系统BMS高压配电柜（10）底部分别固定装配有第一MSD手动维修开关（8）和第二MSD手动维修开关（17），所述第一MSD手动维修开关（8）和第二MSD手动维修开关（17）分别与第一铜排（2）和第二铜排（11）电连接。, 7.根据权利要求1所述的一种纯电动双源系统高压配电柜，其特征在于：所述车载系统BMS高压配电柜（10）的内腔装配有预充电阻（19），所述预充电阻（19）与第二铜排（11）电连接。, 8.根据权利要求1所述的一种纯电动双源系统高压配电柜，其特征在于：所述换电系统BMS高压配电柜（1）和车载系统BMS高压配电柜（10）均采用钣金材料加工制作。 | CN | China | Active | H | True |
| 474 | 一种基于电动汽车的电池充电时间计算装置 \n | CN203551747U | 技术领域本实用新型属于汽车技术领域，涉及一种基于电动汽车的电池充电时间计算装置。背景技术电动汽车具有低排放、环保等优点，但在续驶里程和充电时间长上面与传统的汽车还有很大的差距，制约了电动汽车的推广，特别是慢充时间，完全充电需要6-8h，现有的插电式电动汽车在停车充电时，仪表盘上没有关于需要充电时间的显示，只在充电完成后有提示。对驾驶员的工作和生活时间安排有一定的影响，同时给生活带来不便。同时中国专利文献公开的专利号为201020225196.1的一种显示充电完成时间的电动汽车自动充电装置，该装置包括控制器、信息处理模块、磁卡读取模块、用户操作模块以及用户信息显示模块，还包括容量检测模块，所述容量检测模块由第一信号采集器、电压衰减器、第二信号采集器、模数转换器以及时间显示模块构成。第一信号采集器采集充电装置的充电电流信号，第二信号采集器采集电压衰减器所得电池组的电压信号，然后将电压信号和电流信号通过模数转换器得到数字信号，再经信息处理模块计算后反应电池组充电电容到饱和状态的剩余时间。该装置能直观的提供汽车充电情况，但是该装置结构复杂，元器件比较多，不仅给安装和检测带来困难，同时电池的充电成本增加。发明内容本实用新型针对现有的问题，提出了一种基于电动汽车的电池充电时间计算装置，该装置通过利用车辆电池SOC值能简便计算出电动汽车电池充电时间，且结构简单、成本低。本实用新型通过下列技术方案来实现：一种基于电动汽车的电池充电时间计算装置，包括用于提供充电信号和当前电池SOC值的BMS，其特征在于，该装置还包括处理器，所述处理器的输入端连接BMS，所述处理器的输出端还连接有提示单元，所述处理器接受BMS提供的电池充电信号后，处理器根据SOC值和充电电流计算出当前电池充电饱和所需时间并发送控制指令给提示单元。BMS提供电池充电信号后触发处理器工作，处理器同时接收BMS内的当前汽车电池的SOC值，并根据SOC值和给蓄电池充电的电流值计算出当前电池充电到饱和状态所需要的时间，同时进行有效提醒充电者合理充电时间。在上述的基于电动汽车的电池充电时间计算装置中，所述处理器根据公式计算出当前电池充电到饱和所需充电时间，h为充电所需时间，C为标称容量，SOC为当前检测BMS上报值，A为充电电流。处理器通过代入当前的SOC值和充电电流到公式中，并根据设定的标称容量为固定值既能计算出当前车辆到充满还需要的充电时间值。在上述的基于电动汽车的电池充电时间计算装置中，所述处理器的输入口还连接有CCU。BMS上提供的充电信号还可以通过CCU获取。在上述的基于电动汽车的电池充电时间计算装置中，所述提示单元包括显示屏，所述显示屏连接处理器的输出端。用于在屏幕上显示出计算出的充电时间。在上述的基于电动汽车的电池充电时间计算装置中，所述提示单元还包括语音提示单元，所述语音提示单元连接处理器的输出端。语音提示可以使使用者在一定的范围内无需主动去观察既能了解到电动汽车充电还需多少时间充满。在上述的基于电动汽车的电池充电时间计算装置中，所述处理器和BMS之间通过CAN总线连接。这里实现了处理器和BMS的快速通讯。在上述的基于电动汽车的电池充电时间计算装置中，所述处理器为整车控制器。处理器可以直接由整车控制器进行实现，使结构更加简便。与现有技术相比，本实用新型基于电动汽车的电池充电时间计算装置通过现有的BMS内的SOC值无需增加检测电路的基础上，通过计算可直接的出充电时间，并对充电人员进行提示，该装置结构简单，设置方便，也不会给车辆的车束布置增加难题。附图说明图1是本实用新型的结构示意图；图2是本实用新型控制流程图。图中：1、处理器；2、CCU；3、显示屏；4、BMS；5、语音提示单元。具体实施方式以下是本实用新型的具体实施例，并结合附图，对本实用新型的技术方案作进一步的描述，但本实用新型并不限于这些实施例。如图1、图2所示，本基于电动汽车的电池充电时间计算装置包括用于提供充电信号和当前电池SOC值的BMS4，该装置还包括处理器1，处理器1的输入端通过CAN总线连接BMS4。处理器1的输出端还连接有提示单元，处理器1接受BMS4提供的电池充电信号后，处理器1根据SOC值和充电电流计算出当前电池充电饱和所需时间并发送控制指令给提示单元。这里的提示单元包括集成于汽车仪表盘上的显示屏3，显示屏3连接处理器1的输出端。也可以为语音提示单元5，语音提示单元5连接处理器1的输出端。同理最佳模式是显示屏3和语音提示单元5同时进行提示，在充电者没有注意观看充电时间时可以进一步通过语音进行提示。为了节约成本这里的处理器1最佳选择为整车控制器，整车控制器的英文简称为VCU英文全称为vehicle control unit。也可以另设车辆通用控制器进行实现。上述提供给处理器1的电池充电信号可以有连接处理器1的BMS4提供，第二种方案可以由连接处理器1输入口的CCU2提供。处理器1根据公式计算出当前电池充电到饱和所需的充电时间，h为充电所需时间，C为标称容量，SOC为当前检测BMS4上报值，A为充电电流。充电电流在电池做成时已经确定，不同的电池所需要的充电电流不同。同时标称容量C也根据不同的电池直接确定，因此在对应的电池上作为计算公式上A和C为常数。BMS4是电池管理系统的简称，BMS4的英文全名为Battery Management System。电池管理系统主要用于提高电池的利用率，防止电池出现过充电和过放电，延长电池的使用寿命，监控电池的状态。其中准确估测动力电池组的荷电状态即为BMS4的功能之一。动力电池组的荷电状态简称SOC，英文全称State of Charge，即电池剩余电量。同时CCU2为中央集控器的简称。在汽车连接充电器时产生的开始充电信号存储于CCU2内。以下是本实用新型的工作原理：BMS4或CCU2提供电池充电信号后触发整车控制器工作，整车控制器同时接收BMS4内的当前汽车电池的SOC值，并根据公式计算出当前电池充电到饱和所需的充电时间，因为C和A分别为常数。公式内只要直接带入SOC值，由最大充电上限当前SOC的差值，根据标称容量和充电电流，既能计算出充电所需时间h值，记得到了当前电池充电到饱和状态所需要的时间，整车控制器发出控制指令给提示单元提醒充电者合理充电时间。该装置基于现有技术对现有技术对采用锂离子电池的电动汽车的SOC值和续驶里程进行了测量和计算，直接计算出当前电池充电到饱和所需的时间值，为便于观察，将充电时间在汽车仪表板上显示出来，驾驶员可根据显示，合理安排时间，提高工作效率，减少不必要的等待时间。本文中所描述的具体实施例仅仅是对本实用新型作举例说明。本实用新型所属技术领域的技术人员可以对所描述的具体实施例做各种各样的修改或补充或采用类似的方式替代，但并不会偏离本实用新型的精神或者超越所附权利要求书所定义的范围。尽管本文较多地使用了处理器1、CCU2、显示屏3、BMS4、语音提示单元5等术语，但并不排除使用其它术语的可能性。使用这些术语仅仅是为了更方便地描述和解释本实用新型的本质把它们解释成任何一种附加的限制都是与本实用新型精神相违背的。 | 本实用新型提供了一种基于电动汽车的电池充电时间计算装置，属于汽车技术领域。它解决了现有技术中充电计时装置结构复杂，元器件比较多，不仅给安装和检测带来困难，同时电池的充电成本增加的问题。本装置包括用于提供充电信号和当前电池SOC值的BMS，还包括处理器，处理器的输入端连接BMS，处理器的输出端还连接有提示单元，处理器接受BMS提供的电池充电信号后，处理器根据SOC值和充电电流计算出当前电池充电饱和所需时间并发送控制指令给提示单元。本装置通过现有的BMS内的SOC值无需增加检测电路的基础上，通过计算可直接的出充电时间，并对充电人员进行提示，该装置结构简单，设置方便。 | CN:201320532720.3U | https://patentimages.storage.googleapis.com/c5/5f/b0/77106135b135fa/CN203551747U.pdf | CN:203551747:U | 田真, 金启前, 由毅, 吴成明, 冯擎峰 | Zhejiang Geely Holding Group Co Ltd | NaN | Not available | 2013-04-03 | 1.一种基于电动汽车的电池充电时间计算装置，包括用于提供充电信号和当前电池SOC值的BMS（4），其特征在于，所述基于电动汽车的电池充电时间计算装置还包括处理器（1），所述处理器（1）的输入端连接所述BMS（4），所述处理器（1）的输出端连接有提示单元，所述处理器（1）用于接受所述BMS（4）提供的电池充电信号、SOC值和充电电流，处理器还用于发送当前电池充电饱和所需时间控制指令给所述提示单元。 \n\t\t, \n \n, 2.根据权利要求1所述的基于电动汽车的电池充电时间计算装置，其特征在于，所述处理器（1）的输入口还连接有CCU（2）。 \n\t\t, \n \n \n, 3.根据权利要求1或2所述的基于电动汽车的电池充电时间计算装置，其特征在于，所述提示单元包括显示屏（3），所述显示屏（3）连接处理器（1）的输出端。 \n\t\t, \n \n, 4.根据权利要求3所述的基于电动汽车的电池充电时间计算装置，其特征在于，所述提示单元还包括语音提示单元（5），所述语音提示单元（5）连接处理器（1）的输出端。 \n\t\t, \n \n, 5.根据权利要求3所述的基于电动汽车的电池充电时间计算装置，其特征在于，所述处理器（1）和BMS（4）之间通过CAN总线连接。 \n\t\t, \n \n, 6.根据权利要求1所述的基于电动汽车的电池充电时间计算装置，其特征在于，所述处理器（1）为整车控制器。 \n\t\t | CN | China | Expired - Lifetime | NaN | True |
| 475 | 자동차용 배터리 과충전 방지 시스템 및 그 제어방법 \n | KR20180008976A | NaN | 본 발명의 실시 예에 따른 자동차용 배터리 과충전 방지 시스템은, 차량에 마련되어 차량의 전장부품에 전력을 공급하는 배터리; 배터리와 전기적으로 연결되며 외부 충전 전압이 인가될 수 있도록 마련된 외부 전압 단자; 외부 충전 전압을 이용한 배터리의 충전 여부를 제어하는 배터리 제어부; 및 외부 전압 단자와 전기적으로 연결되며, 외부 충전 단자를 통해 인가된 외부 충전 전압을 감지하고, 차량의 이그니션 오프 상태에서 외부 충전 전압이 기설정된 제1 기준전압보다 크면 배터리 제어부를 웨이크 업 상태로 전환하는 웨이크 업 구동부;를 포함한다. \n본 발명에 의하면, 외부 충전(점프)에 의해 차량의 저전압 배터리를 충전하는 경우 배터리의 과충전을 방지하고, 배터리 전압을 안정적으로 유지하여 내구성 및 성능을 유지할 수 있다. | KR:1020160089676A | https://patentimages.storage.googleapis.com/5a/72/7c/a90cbad235358e/KR20180008976A.pdf | NaN | 박현수, 황도성 | 현대자동차주식회사 | KR:20060073965:A, KR:20150022110:A, KR:20160023172:A | Not available | 2022-11-25 | 차량에 마련되어 차량의 전장부품에 전력을 공급하는 배터리;배터리와 전기적으로 연결되며 외부 충전 전압이 인가될 수 있도록 마련된 외부 전압 단자;외부 충전 전압을 이용한 배터리의 충전 여부를 제어하는 배터리 제어부; 및외부 전압 단자와 전기적으로 연결되며, 외부 충전 단자를 통해 인가된 외부 충전 전압을 감지하고, 차량의 이그니션 오프 상태에서 외부 충전 전압이 기설정된 제1 기준전압보다 크면 배터리 제어부를 웨이크 업 상태로 전환하는 웨이크 업 구동부;를 포함하는 자동차용 배터리 과충전 방지 시스템. , 제1항에 있어서, 배터리에 전압을 인가 또는 차단하도록 온/오프 스위칭하는 릴레이를 더 포함하는 것을 특징으로 하는 자동차용 배터리 과충전 방지 시스템. , 제1항에 있어서,외부 충전 전압 및 배터리 전압 상태를 감지하는 전압 센서부를 더 포함하는 것을 특징으로 하는 자동차용 배터리 과충전 방지 시스템. , 제1항에 있어서, 웨이크 업 구동부는 웨이크 업 상태에서 외부 충전 전압을 기설정된 제2 기준전압과 비교하여 외부 충전 전압보다 제2 기준전압이 크면 웨이크 업 오프(OFF) 상태로 전환하는 것을 특징으로 하는 자동차용 배터리 과충전 방지 시스템. , 제4항에 있어서,배터리 제어부는 웨이크 업 구동부에서 웨이크 업 오프 상태로 전환하기 전에 릴레이를 온(ON) 상태로 스위칭하는 것을 특징으로 하는 자동차용 배터리 과충전 방지 시스템. , 제1항에 있어서, 배터리 제어부는 웨이크 업 구동부의 웨이크 업 상태에서 배터리 전압이 기설정된 제3 기준전압보다 크면 릴레이를 오프 상태로 스위칭하는 것을 특징으로 하는 자동차용 배터리 과충전 방지 시스템. , 제1항에 있어서, 배터리 제어부는 웨이크 업 구동부의 웨이크 업 상태에서 배터리 전압이 기설정된 제4 기준전압보다 작으면 릴레이를 온 상태로 스위칭하는 것을 특징으로 하는 자동차용 배터리 과충전 방지 시스템. , 제1항에 있어서,배터리 제어부는 외부 충전 전압과 기설정된 제1 기준전압을 비교하여 제1 기준전압이 외부 충전 전압보다 크면, 웨이크 업 오프 상태에서 배터리를 충전하는 것을 특징으로 하는 자동차용 배터리 과충전 방지 시스템. , 제1항의 자동차용 배터리 과충전 방지 시스템을 제어하는 방법으로서,차량의 이그니션 오프 상태에서 외부 충전 전압 단자를 차량의 배터리에 연결하여 외부 충전 전압을 인가하는 단계;웨이크 업 구동부는 외부 충전 전압을 기설정된 제1 기준전압과 비교하는 단계;웨이크 업 구동부는 외부 충전 전압이 제1 기준전압보다 크면, 웨이크업 상태로 전환하는 단계; 및 배터리 제어부는 웨이크업 상태로 전환되면, 배터리 전압 상태를 모니터링하여 릴레이를 온/오프 스위칭 제어하는 단계를 포함하는 자동차용 배터리 과충전 방지 시스템의 제어방법. , 제9항에 있어서, 웨이크업 상태로 전환하는 단계 이후, 웨이크업 구동부는 외부 충전 전압을 기설정된 제2 기준 전압과 비교하는 단계를 더 포함하는 것을 특징으로 하는 자동차용 배터리 과충전 방지 시스템의 제어방법. , 제10항에 있어서,배터리 제어부는 웨이크업 구동부에서 외부 충전 전압보다 기설정된 제2 기준전압이 크다고 판단되면 릴레이를 온 상태로 스위칭하는 단계; 및 웨이크업 구동부는 웨이크업 오프(OFF) 상태로 전환하는 단계를 포함하는 것을 특징으로 하는 자동차용 배터리 과충전 방지 시스템의 제어방법. , 제9항에 있어서,배터리 제어부가 배터리 전압 상태를 모니터링하여 릴레이를 온/오프 스위칭 제어하는 단계는,배터리 전압을 기설정된 제3 기준전압과 비교하는 단계; 배터리 전압이 제3 기준전압보다 크면, 릴레이를 오프 상태로 스위칭하여 배터리 충전을 차단하는 단계;충전이 차단된 배터리 전압을 모니터링하여 기설정된 제4 기준전압과 비교하는 단계; 및배터리 전압이 제4 기준전압보다 작으면, 릴레이를 온 상태로 스위칭하여 배터리를 충전하는 단계를 포함하는 것을 특징으로 하는 자동차용 배터리 과충전 방지 시스템의 제어방법. , 제9항에 있어서,제1 기준전압과 비교하는 단계에서,제1 기준전압이 외부 충전 전압보다 크면, 웨이크업 오프 상태에서 배터리를 충전하는 것을 특징으로 하는 자동차용 배터리 과충전 방지 시스템의 제어방법. | KR | South Korea | NaN | B | True |
| 476 | 一种纯电动轻卡车载供电系统 \n | CN109572432A | 技术领域本发明是一种纯电动轻卡车载供电系统，属于供电系统领域。背景技术众多周知，石油属于不可再生资源，石油的不可再生性及生活环境的日渐恶劣，保护环境，节能减排成了目前全球的潮流和趋势，近年来，以电池为主要动力源或部分动力源的电动汽车（包括插电式混合动力车、纯电动车及氢-电混合动力车）逐渐出现并日渐增多，电动车的排量小于传统内燃机车，纯电动汽车的排量甚至为零，并且具有能量转换效率高的特点，这也将是未来电动汽车取代传统内燃机车的所在，随着科学技术的飞速发展，供电系统也得到了技术改进，但是现有技术在传统轻卡车中，因轻量化要求，碳纤维材料日渐应用于车身制造中，但碳纤维本身的导电性不强，原有的电气搭铁会及其不稳定，存在安全隐患。发明内容针对现有技术存在的不足，本发明目的是提供一种纯电动轻卡车载供电系统，以解决现有技术在传统轻卡车中，因轻量化要求，碳纤维材料日渐应用于车身制造中，但碳纤维本身的导电性不强，原有的电气搭铁会及其不稳定，存在安全隐患的问题。为了实现上述目的，本发明是通过如下的技术方案来实现：一种纯电动轻卡车载供电系统，包括车载蓄电池、蓄电池正极输出总保险盒、熔断器盒、电池系统、电驱动系统、灯光系统、雨刮系统、音响系统、空调系统、ABS系统、诊断口外接电源、点火锁、点火继电器、车载终端和汇流总线，所述蓄电池正极输出总保险盒、熔断器盒、电池系统、电驱动系统、灯光系统、雨刮系统、音响系统、空调系统、ABS系统、诊断口外接电源、点火锁、点火继电器和车载终端均通过汇流总线与车载蓄电池电连接，所述电池系统、电驱动系统、灯光系统、雨刮系统、音响系统、空调系统、ABS系统、诊断口外接电源、点火锁、点火继电器和车载终端均与熔断器盒电连接，所述车载蓄电池和熔断器盒均与蓄电池正极输出总保险盒电连接。进一步地，所述车载蓄电池电压为24V，能够很好的进行供电。进一步地，所述汇流总线最大额定电流为电驱动系统、电池系统、ABS系统及车载终端的输出电流之和，能够很好的通电。本发明的一种纯电动轻卡车载供电系统，通过对车载辅助电源进行了优化分配，保证了车载供电系统的使用，提高了车载供电系统使用时的安全性，解决了现有技术在传统轻卡车中，因轻量化要求，碳纤维材料日渐应用于车身制造中，但碳纤维本身的导电性不强，原有的电气搭铁会及其不稳定，存在安全隐患的问题。附图说明通过阅读参照以下附图对非限制性实施例所作的详细描述，本发明的其它特征、目的和优点将会变得更明显：图1为本发明的结构示意图；图中：车载蓄电池-1、蓄电池正极输出总保险盒-2、熔断器盒-3、电池系统-4、电驱动系统-5、灯光系统-6、雨刮系统-7、音响系统-8、空调系统-9、ABS系统-10、诊断口外接电源-11、点火锁-12、点火继电器-13、车载终端-14、汇流总线-15。具体实施方式为使本发明实现的技术手段、创作特征、达成目的与功效易于明白了解，下面结合具体实施方式，进一步阐述本发明。请参阅图1，本发明提供一种纯电动轻卡车载供电系统：包括车载蓄电池1、蓄电池正极输出总保险盒2、熔断器盒3、电池系统4、电驱动系统5、灯光系统6、雨刮系统7、音响系统8、空调系统9、ABS系统10、诊断口外接电源11、点火锁12、点火继电器13、车载终端14和汇流总线15，蓄电池正极输出总保险盒2、熔断器盒3、电池系统4、电驱动系统5、灯光系统6、雨刮系统7、音响系统8、空调系统9、ABS系统10、诊断口外接电源11、点火锁12、点火继电器13和车载终端14均通过汇流总线15与车载蓄电池1电连接，电池系统4、电驱动系统5、灯光系统6、雨刮系统7、音响系统8、空调系统9、ABS系统10、诊断口外接电源11、点火锁12、点火继电器13和车载终端14均与熔断器盒3电连接，车载蓄电池1和熔断器盒3均与蓄电池正极输出总保险盒2电连接，车载蓄电池1电压为24V，汇流总线15最大额定电流为电驱动系统5、电池系统4、ABS系统10及车载终端14的输出电流之和。本专利所述的，车载蓄电池1：蓄电池是汽车必不可少的一部分，可分为传统的铅酸蓄电池和免维护型蓄电池，由于蓄电池采用了铅钙合金做栅架，所以充电时产生的水分解量少，水分蒸发量也低，加上外壳采用密封结构，释放出来的硫酸气体也很少，所以它与传统蓄电池相比，具有不需添加任何液体，对接线桩头，电量储存时间长等优点；ABS系统：制动防抱死系统简称ABS，作用就是在汽车制动时，自动控制制动器制动力的大小，使车轮不被抱死，处于边滚边滑（滑移率在20%左右）的状态，以保证车轮与地面的附着力在最大值。当使用者想使用本专利的时候，车载辅助电源进行了优化分配，保证了当灯光系统6、雨刮系统7、音响系统8和空调系统9发生短路，保险烧毁时，车辆能够正常行驶至维修站点，尽可能避免因上述非驱动系统障导致车辆瘫痪在道路上的危险，并在车载供电系统中添加汇流总线15，将熔断器盒3、电池系统4、电驱动系统5、灯光系统6、雨刮系统7、音响系统8、空调系统9、ABS系统10、诊断口外接电源11、点火锁12、点火继电器13和车载终端14中的输出端并接于所述汇流总线15，并由汇流总线15接于车载蓄电池1的负极端上，使车载供电系统构成一个回路，保证了车载供电系统的使用，提高了车载供电系统使用时的安全性，并且结构简单，易于实现，通过对车载辅助电源进行了优化分配，保证了车载供电系统的使用，提高了车载供电系统使用时的安全性，解决了现有技术在传统轻卡车中，因轻量化要求，碳纤维材料日渐应用于车身制造中，但碳纤维本身的导电性不强，原有的电气搭铁会及其不稳定，存在安全隐患的问题。以上显示和描述了本发明的基本原理和主要特征和本发明的优点,对于本领域技术人员而言，显然本发明不限于上述示范性实施例的细节，而且在不背离本发明的精神或基本特征的情况下，能够以其他的具体形式实现本发明。因此，无论从哪一点来看，均应将实施例看作是示范性的，而且是非限制性的，本发明的范围由所附权利要求而不是上述说明限定，因此旨在将落在权利要求的等同要件的含义和范围内的所有变化囊括在本发明内。不应将权利要求中的任何附图标记视为限制所涉及的权利要求。此外，应当理解，虽然本说明书按照实施方式加以描述，但并非每个实施方式仅包含一个独立的技术方案，说明书的这种叙述方式仅仅是为清楚起见，本领域技术人员应当将说明书作为一个整体，各实施例中的技术方案也可以经适当组合，形成本领域技术人员可以理解的其他实施方式。 | 本发明公开了一种纯电动轻卡车载供电系统，其结构包括车载蓄电池、蓄电池正极输出总保险盒、熔断器盒、电池系统、电驱动系统、灯光系统、雨刮系统、音响系统、空调系统、ABS系统、诊断口外接电源、点火锁、点火继电器、车载终端和汇流总线，本发明的一种纯电动轻卡车载供电系统，通过对车载辅助电源进行了优化分配，保证了车载供电系统的使用，提高了车载供电系统使用时的安全性，解决了现有技术在传统轻卡车中，因轻量化要求，碳纤维材料日渐应用于车身制造中，但碳纤维本身的导电性不强，原有的电气搭铁会及其不稳定，存在安全隐患的问题。 | CN:201811447117.9A | https://patentimages.storage.googleapis.com/65/1d/6d/39614309da4835/CN109572432A.pdf | NaN | 柏益军 | Jiangsu Yueda Special Vehicle Co Ltd | US:20140081520:A1, CN:102745086:A, CN:204136910:U, CN:204701569:U, CN:106347169:A, CN:207311330:U | Not available | 2013-09-18 | 1.一种纯电动轻卡车载供电系统，其特征在于：还包括车载蓄电池（1）、蓄电池正极输出总保险盒（2）、熔断器盒（3）、电池系统（4）、电驱动系统（5）、灯光系统（6）、雨刮系统（7）、音响系统（8）、空调系统（9）、ABS系统（10）、诊断口外接电源（11）、点火锁（12）、点火继电器（13）、车载终端（14）和汇流总线（15），所述蓄电池正极输出总保险盒（2）、熔断器盒（3）、电池系统（4）、电驱动系统（5）、灯光系统（6）、雨刮系统（7）、音响系统（8）、空调系统（9）、ABS系统（10）、诊断口外接电源（11）、点火锁（12）、点火继电器（13）和车载终端（14）均通过汇流总线（15）与车载蓄电池（1）电连接，所述电池系统（4）、电驱动系统（5）、灯光系统（6）、雨刮系统（7）、音响系统（8）、空调系统（9）、ABS系统（10）、诊断口外接电源（11）、点火锁（12）、点火继电器（13）和车载终端（14）均与熔断器盒（3）电连接，所述车载蓄电池（1）和熔断器盒（3）均与蓄电池正极输出总保险盒（2）电连接；, 所述车载蓄电池（1）电压为24V；, 所述汇流总线（15）最大额定电流为电驱动系统（5）、电池系统（4）、ABS系统（10）及车载终端（14）的输出电流之和。 | CN | China | Pending | B | True |
| 477 | 차량용 전원공급시스템 및 차량 \n | KR100927452B1 | NaN | 본 발명에 따른 차량용 전원공급시스템은 2차전지(B); 전압컨버터(12)의 제1연결노드에서 상기 2차전지(B)의 전압을 받고, 상기 2차전지(B)의 단자들간의 전압을 업-컨버팅하여, 상기 업-컨버팅된 전압을 전압컨버터(12)의 제2연결노드에서 출력하는 상기 전압컨버터(12); 상기 전압컨버터(12)에 의해 업-컨버팅된 전압의 차량의 부하와의 연결 및 연결해제간에 전환시키는 시스템메인릴레이(SMRP, SMRG); 및 상기 2차전지(B), 상기 전압컨버터(12) 및 상기 시스템메인릴레이(SMRP, SMRG)를 하우징하는 케이스(140)를 포함한다. 상기 차량용 전원공급시스템은 상기 전압컨버터(12)의 상기 제2연결노드에 연결된 일 단부를 구비한 캐패시터(23)를 더 포함하고, 상기 케이스(140)는 상기 캐패시터(23)를 추가로 하우징하는 것이 바람직하다. 상기 캐패시터(23)는 직렬 연결된 복수의 전기 이중층 캐패시터를 포함하는 것이 바람직하다. 따라서, 차량에 탑재되어 소형화되기에 적합한 차량용 전원공급시스템과 상기 시스템이 내부에 탑재된 차량이 제공될 수 있다. | KR:1020087000352A | https://patentimages.storage.googleapis.com/0c/ae/3b/6b9a21350dda19/KR100927452B1.pdf | KR:100927452:B1 | 데츠히로 이시카와, 다카야 소마 | 도요타 지도샤（주） | US:20030081440:A1, JP:2004106807:A | Not available | 2009-11-19 | 차량용 전원공급시스템에 있어서,, 2차전지(B);, 전압컨버터(12)의 제1연결노드에서 상기 2차전지(B)의 전압을 받고, 상기 2차전지(B)의 단자들간의 전압을 업-컨버팅(up-converting)하여, 상기 업-컨버팅된 전압을 전압컨버터(12)의 제2연결노드에서 출력하는 전압컨버터(12);, 상기 전압컨버터(12)에 의해 업-컨버팅된 전압의 차량 부하와의 연결 및 연결해제를 전환시키는 연결유닛(SMRP, SMRG); 및, 상기 2차전지(B), 상기 전압컨버터(12) 및 상기 연결유닛(SMRP, SMRG)을 하우징하는 케이스(140)를 포함하여 이루어지는 것을 특징으로 하는 차량용 전원공급시스템., 제1항에 있어서,, 상기 전압컨버터(12)의 상기 제2연결노드에 연결된 일 단부를 구비한 캐패시터(23)를 더 포함하여 이루어지고, 상기 케이스(140)는 상기 캐패시터(23)를 추가로 하우징하는 것을 특징으로 하는 차량용 전원공급시스템., 제2항에 있어서,, 상기 캐패시터(23)는 직렬 연결된 복수의 전기 이중층 캐패시터(dual layer capacitor)를 포함하는 것을 특징으로 하는 차량용 전원공급시스템., 제1항에 있어서,, 상기 전압컨버터(12)는 상기 제1연결노드로부터 상기 제2연결노드로 연장되는 경로 상에 직렬로 연결된 리액터(L1) 및 스위칭디바이스(Q1)를 포함하는 것을 특징으로 하는 차량용 전원공급시스템., 제1항에 있어서,, 상기 2차전지(B)의 상기 단자들 사이에 연결된 평활캐패시터(C1)를 더 포함하여 이루어지고, 상기 케이스(140)는 상기 평활캐패시터(C1)를 추가로 하우징하는 것을 특징으로 하는 차량용 전원공급시스템., 제1항에 있어서,, 상기 케이스(140)에 제공되어, 상기 차량의 부하에 전력을 공급하는 제1도전라인에 연결된 제1단자(141); 및, 상기 케이스(140)에 제공되어, 상기 제1도전라인의 리턴라인으로서의 역할을 하는 제2도전라인에 연결된 제2단자(142)를 더 포함하여 이루어지고,, 상기 연결유닛(SMRP, SMRG)은 상기 전압컨버터의 제2노드를 상기 제1단자에 연결시키는 제1릴레이회로(SMRP), 및 상기 전압컨버터의 접지노드를 상기 제2단자에 연결시키는 제2릴레이회로(SMRG)를 포함하는 것을 특징으로 하는 차량용 전원공 급시스템., 차량에 있어서,, 2차전지(B);, 전압컨버터(12)의 제1연결노드에서 상기 2차전지(B)의 전압을 받고, 상기 2차전지(B)의 단자들간의 전압을 업-컨버팅(up-converting)하여, 상기 업-컨버팅된 전압을 전압컨버터(12)의 제2연결노드에서 출력하는 전압컨버터(12);, 상기 전압컨버터(12)에 의해 업-컨버팅된 전압의 차량 부하와의 연결 및 연결해제를 전환시키는 연결유닛(SMRP, SMRG); 및, 상기 2차전지(B), 상기 전압컨버터(12) 및 상기 연결유닛(SMRP, SMRG)을 하우징하는 케이스(140)를 포함하는 차량용 전원공급시스템;, 상기 차량용 전원공급시스템으로부터 전력이 공급되는 상기 차량의 부하(120; load); 및, 상기 차량용 전원공급시스템과 상기 차량의 부하(120)를 함께 연결시키는 전원케이블(106, 108)을 포함하여 이루어지는 것을 특징으로 하는 차량., 제7항에 있어서,, 상기 차량용 전원공급시스템은 운전석 전방에 위치한 공간과 상기 운전석 후방에 위치한 공간 중 하나에 배치되고,, 상기 차량의 부하는 상기 운전석 전방과 후방에 위치한 공간 중 다른 하나에 배치되며,, 상기 전원케이블은 상기 운전석 전방과 후방의 공간들 사이에 연장되어 있는 것을 특징으로 하는 차량., 제7항에 있어서,, 상기 차량용 전원공급시스템은 상기 전압컨버터(12)의 제2연결노드에 연결된 일 단부를 구비한 캐패시터(23)를 더 포함하고,, 상기 케이스(140)는 상기 캐패시터(23)를 추가로 하우징하는 것을 특징으로 하는 차량., 제9항에 있어서,, 상기 캐패시터(23)는 직렬 연결된 복수의 전기 이중층 캐패시터(dual layer capacitor)를 포함하는 것을 특징으로 하는 차량., 제7항에 있어서,, 상기 전압컨버터(12)는 상기 제1연결노드로부터 상기 제2연결노드로 연장되는 경로 상에 직렬로 연결된 리액터(L1) 및 스위칭디바이스(Q1)를 포함하는 것을 특징으로 하는 차량., 제7항에 있어서,, 상기 차량용 전원공급시스템은 상기 2차전지(B)의 상기 단자들 사이에 연결된 평활캐패시터(C1)를 더 포함하고,, 상기 케이스(140)는 상기 평활캐패시터(C1)를 추가로 하우징하는 것을 특징으로 하는 차량., 제7항에 있어서,, 상기 차량용 전원공급시스템은, 상기 케이스(140)에 제공되어 상기 차량의 부하에 전력을 공급하는 제1도전라인에 연결된 제1단자(141), 및 상기 케이스(140)에 제공되어 상기 제1도전라인의 리턴라인으로서의 역할을 하는 제2도전라인에 연결된 제2단자(142)를 더 포함하고,, 상기 연결유닛(SMRP, SMRG)은, 상기 전압컨버터의 제2노드를 상기 제1단자에 연결시키는 제1릴레이회로(SMRP), 및 상기 전압컨버터의 접지노드를 상기 제2단자에 연결시키는 제2릴레이회로(SMRG)를 포함하는 것을 특징으로 하는 차량. | KR | South Korea | NaN | H | True |
| 478 | System and method for controlling battery switching serial/parallel connection of battery modules due to accelerator operation \n | US10059217B2 | This application is based on and claims the benefit of priority to Korean Patent Application No. 10-2014-0104351, filed on Aug. 12, 2014 in the Korean Intellectual Property Office, the disclosure of which is incorporated herein in its entirety by reference.\nThe present disclosure relates to a system and a method for controlling a battery to extend a driving mileage, and more particularly, to a technology of balancing energy based on a battery switching technology depending on a driving mode.\nA battery is configured to charge electric energy and supply the electric energy to various types of electronic devices. In particular, a secondary battery (cell) may recharge electric energy and is implemented by stacking a plurality of cells to increase an output. Accordingly, the secondary battery including the plurality of cells requires a battery management system (hereinafter, referred to as ‘BMS’) configured to manage the plurality of cells. When the plurality of cells are connected in series, the inter-cell balancing is an important factor. The inter-cell balancing may be the cell balancing that maintain each voltage charged in the plurality of cells configuring the battery within an allowable range. The cell balancing correlates with a battery lifespan, output power, and the like and when the cell balancing is not properly made, the cell deteriorates, and as a result, the lifespan and the output power of the battery may be reduced.\nAs the conventional method of creating the cell balancing, a method of reducing a cell voltage by disposing separate resistors in the plurality of cells, respectively and measuring the voltage of the respective cells to discharge the voltage through the resistors when cell having a substantially high voltage has been developed. In the battery configured of a first cell and a second cell, it is assumed that a voltage of the first cell is greater than that of the second cell. When the first cell and the second cell are simultaneously charged, the first cell is first charged up to a highest voltage within an allowable range. In particular, the first cell performs a discharging operation through the resistor and the second cell terminates a charging operation. Further, when the first cell is discharged up to a predetermined voltage, the first cell and the second cell are simultaneously charged again. When a voltage difference between the first cell and the second cell is within a predetermined range by repeating the operation, the balancing terminates.\nHowever, the battery in which the plurality of cells are connected needs to be provided in the same cell specification to balance deviations such as resistance or voltage among the plurality of cells and has a structure in which the battery management system manages each of the cells.\nAccordingly, the present disclosure provides a system for controlling a battery to extend a driving mileage capable of supplying a substantially high voltage required to drive a motor by connecting a plurality of batteries in series by turning off a battery switching unit while operating an accelerator and performing voltage balancing among the plurality of batteries and managing a voltage deviation by connecting the plurality of batteries in parallel by turning on the battery switching unit when the accelerator is not yet operated.\nAccording to an exemplary embodiment of the present disclosure, a system for operating a battery to extend a driving mileage may be executed by a controller and may include a plurality of battery modules; a battery switching unit configured to connect the plurality of battery modules in parallel when an accelerator is not yet operated and connect the plurality of battery modules in series when the accelerator is operated; and a motor driving unit configured to receive an output by the battery switching unit when the accelerator is operated.\nThe plurality of battery modules may have specifications different from each other. When the accelerator is not yet operated, the battery switching unit may be turned on and thus energy balancing may be achieved between the plurality of battery modules. When the accelerator is operated, the battery switching unit may be turned off and thus the plurality of battery modules may be configured to supply an output required to drive a motor. The system may further include: a regenerative braking unit and a charging unit configured to be connected to the plurality of battery modules to charge a current. The regenerative braking unit may be configured to recharge energy generated from a brake and the charging unit may be configured to recharge energy from an external charger.\nAccording to another exemplary embodiment of the present disclosure, a method for controlling a battery to extend a driving mileage may include maintaining, by a controller, a substantially similar voltage by connecting a plurality of battery modules of a vehicle in parallel; and supplying, by the controller, an output required to drive a motor by connecting the plurality of battery modules in series when a driver operates an accelerator after the vehicle starts and balancing voltage among the plurality of battery modules by connecting the plurality of battery modules in parallel when the driver does not yet operate the accelerator (e.g., the accelerator is disengaged).\nIn the maintaining substantially the same voltage, the vehicle may be in a parking mode or a stopping mode or may be charged from an external charger. Any one of the plurality of battery modules may be charged with energy generated from a brake or energy supplied from an external charger.\nThe above and other objects, features and advantages of the present disclosure will be more apparent from the following detailed description taken in conjunction with the accompanying drawings.\n FIG. 1 is an exemplary diagram illustrating a vehicle in which a system for controlling a battery to extend a driving mileage according to an exemplary embodiment of the present disclosure is included;\n FIGS. 2A-2B are exemplary circuit block diagrams of a battery switching unit according to an exemplary embodiment of the present disclosure; and\n FIGS. 3A-3B are exemplary structure diagrams illustrating a method for controlling a battery a system for controlling a battery to extend a driving mileage according to an exemplary embodiment of the present disclosure.\nIt is understood that the term “vehicle” or “vehicular” or other similar term as used herein is inclusive of motor vehicles in general such as passenger automobiles including sports utility vehicles (SUV), buses, trucks, various commercial vehicles, watercraft including a variety of boats and ships, aircraft, and the like, and includes hybrid vehicles, electric vehicles, plug-in hybrid electric vehicles, hydrogen-powered vehicles and other alternative fuel vehicles (e.g. fuels derived from resources other than petroleum). As referred to herein, a hybrid vehicle is a vehicle that has two or more sources of power, for example both gasoline-powered and electric-powered vehicles.\nAlthough exemplary embodiment is described as using a plurality of units to perform the exemplary process, it is understood that the exemplary processes may also be performed by one or plurality of modules. Additionally, it is understood that the term controller/control unit refers to a hardware device that includes a memory and a processor. The memory is configured to store the modules and the processor is specifically configured to execute said modules to perform one or more processes which are described further below.\nFurthermore, control logic of the present invention may be embodied as non-transitory computer readable media on a computer readable medium containing executable program instructions executed by a processor, controller/control unit or the like. Examples of the computer readable mediums include, but are not limited to, ROM, RAM, compact disc (CD)-ROMs, magnetic tapes, floppy disks, flash drives, smart cards and optical data storage devices. The computer readable recording medium can also be distributed in network coupled computer systems so that the computer readable media is stored and executed in a distributed fashion, e.g., by a telematics server or a Controller Area Network (CAN).\nThe terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. As used herein, the singular forms “a”, “an” and “the” are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will be further understood that the terms “comprises” and/or “comprising,” when used in this specification, specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof. As used herein, the term “and/or” includes any and all combinations of one or more of the associated listed items.\nThe foregoing objects, features and advantages will become more apparent from the following detailed description of exemplary embodiments of the present disclosure with reference to accompanying drawings, which are set forth hereinafter. Accordingly, those having ordinary knowledge in the related art to which the present disclosure pertains will easily embody technical ideas or spirit of the present disclosure. Further, when the detailed description of technologies known in the related art are considered to make the gist of the present invention obscure in the present disclosure, the detailed description thereof will be omitted. Hereinafter, exemplary embodiments of the present disclosure will be described in detail with reference to the accompanying drawings.\n FIG. 1 is an exemplary diagram illustrating a vehicle in which a system for controlling a battery to extend a driving mileage according to an exemplary embodiment of the present disclosure is included. Referring to FIG. 1, a system 100 for controlling a battery may include a battery module 110, a battery switching unit 120, a regenerative braking unit 130, a charging unit 140, and a motor driving unit 150. The battery module 110, the battery switching unit 120, the regenerative braking unit 130, the charging unit 140, and the motor driving unit 150 may be operated by a controller having a memory and a processor.\nThe battery module 110 may be configured to charge electric energy and supply the electric energy to various types of electronic devices. In particular, the battery module 110 may have a structure in which a plurality of batteries are connected to increase an output and the battery module 110 may include a high energy battery module 110 a, a high output battery module 110 b, and a high safety battery module 110 c. The high energy battery module 110 a is a battery module in which a cell having DC-IR of 1 mohm or greater and high-capacity performance is designed. The high energy battery module 110 a may use a thick high-density electrode and reduce a content of a conductive material and reduce a high-capacity active material and a thickness of a separation membrane.\nThe high output battery module 110 b is a battery module in which a cell having DC-IR of 1 mohm or greater and high output performance is designed. The high output battery module 110 b may use a thin low-density electrode, increase a content of a conductive material, fine a particle size of an active material, and strengthen a heat radiating characteristic. The high safety battery module 110 c is a battery module in which a cell having DC-IR of 1 mohm or greater and high safety performance is designed. The high safety battery module 110 c may use an active material, a separation membrane, and an electrolyte which have excellent collision and through safety and use exterior materials or aids which are substantially strong against a collision during packaging the cell.\nThe battery switching unit 120 may be configured to turn an electrical connection between the plurality of battery modules 110 on or off. Each switching device (SW) included in the battery switching unit 120 may be configured to perform a turn on or off operation by a switch control signal. As the switching device (SW), all the switching devices which may be easily used by those skilled in the art, such as a mechanical relay, a photo MOS relay, a BJT, and a MOSFET may be used. Therefore, the scope of the present disclosure is not limited by a type of switching devices which is used in the battery switching unit 120. In particular, when an accelerator is operated (e.g., the accelerator is engaged), the battery switching unit 120 may be turned off to connect a plurality of cells of the battery in series, to thus supply a high voltage required to drive a motor. Further, when the accelerator is not yet operated, the battery switching unit 120 may be turned on to connect the plurality of cells of the battery in parallel to balance the voltage between the batteries, thereby adjusting a voltage deviation (balancing) between the batteries. In particular, the battery switching unit 120 may be referred to as an active call balancing apparatus.\nThe regenerative braking unit 130 may be configured to perform braking by converting kinetic energy into heat energy using a friction of the brake when the brake is operated while the vehicle is driven. In particular, all the energy may be converted into the heat energy and the heat energy may be converted into electricity or a voltage to be recharged in the battery. The charging unit 140 may be configured to supply power for charging the plurality of battery modules 110 and may continuously supply power using an external charging apparatus when the vehicle stops or is parked.\nThe motor driving unit 150 may be connected to receive power output from the battery module 110. The power supplied to the motor driving unit may be referred to as a load (not illustrated) which may be configured of a driving motor, a direct current to direct current (DC to DC) converter, and the like of an electric vehicle or a hybrid vehicle and the present disclosure is not limited to the types of loads. The motor driving unit 150 may be configured to drive the motor or stop the driving of the motor depending on the operation of the battery switching unit 120.\n FIGS. 2A-2B are exemplary circuit block diagrams of a battery switching unit according to an exemplary embodiment of the present disclosure. FIG. 2A illustrates a circuit block diagram of the battery switching unit when the accelerator is operated and FIG. 2B illustrates a circuit block diagram of the battery switching unit when the accelerator is not yet operated.\nA circuit operation of the battery switching unit 120 to turn on or off the electrical connection between the plurality of battery modules 110 will be described. In particular, the battery module 110 may include a plurality of structures in which battery specifications are different from each other. Specifically, when the accelerator is operated, the battery switching unit 120 may be turned off to connect the battery modules 110 in series to thus supply the high voltage required to drive the motor to the motor driving unit 150. Further, when the accelerator is not yet operated, the battery switching unit 120 may be turned on to connect the battery modules 110 in parallel to thus balance voltage A between the battery modules 110.\n FIGS. 3A-3B are exemplary structure diagrams illustrating a method for controlling a battery of a system for controlling a battery to extend a driving mileage according to an exemplary embodiment of the present disclosure. Referring to FIG. 3A, when the accelerator is operated to drive the vehicle, the battery switching unit 120 may be turned off to connect the battery module 110 in series.\nIn particular, when the accelerator is operated, the high energy battery module 110 a, the high output battery module 110 b, and the high safety battery module 110 c may be connected in series to supply the high voltage required to drive the motor to the motor driving unit 150. In particular, since a substantially high current may be required when the vehicle is driven at a substantially high speed, the load of the high output battery module 110 b may be increased while since a low current is required when the vehicle is driven at a substantially low speed or a substantially constant speed, the load of the high output battery module 110 b may be reduced and a load may be distributed into the high energy battery module 110 a or the high safety battery module 110 c. In other words, the high output battery module 110 b may have a substantial change in the load, but the change in the load of the high energy battery module 110 a or the high safety battery module 110 c may be substantially constant A load deviation between the battery modules 110 may be controlled by the battery switching unit 120 or a battery management system (BMS). Further, when the accelerator is operated, the driver may adjust a high output demand for high speed driving and a low output demand for low speed driving or constant speed driving depending on a strength of the accelerator pedal.\nReferring to FIG. 3B, when the accelerator is not yet operated, the battery switching unit 120 may be turned on to connect the battery modules 110 in parallel. The voltage (energy balancing) may be balanced between the battery modules 110 connected in parallel to manage the voltage deviation which occurs between the battery modules 110. In particular, when the accelerator is not yet operated, the high energy battery module 110 a, the high output battery module 110 b, and the high safety battery module 110 c may be connected in parallel to balance the voltage among the respective battery modules 110 a, 110 b, and 110 c and disperse the charging energy among the respective battery modules 110 a, 110 b, and 110 c. The high output battery module 110 b may be charged through the regenerative braking unit 130 or the charging unit 140 and may be charged by discharging the high energy battery module 110 a and the high safety battery module 110 c. \nWhen the vehicle is parked, stops, or is charged from the exterior, the battery modules 110 a, 110 b, and 110 c may be connected in parallel to maintain about the same voltage, and in particular, use a low voltage and a high current when the vehicle is charged from the exterior and reduce the charging time.\nAs described above, according to the exemplary embodiments of the present disclosure, it may be possible to minimize the inter-cell deviation within the battery system and make the energy balancing by using the battery switching unit depending on the driving.\nFurther, according to the exemplary embodiments of the present disclosure, it may be possible to improve the safety of the vehicle by allowing the battery switching unit to convert the serial connection state of the plurality of batteries into the parallel connection state when the vehicle stops or is parked. Further, according to the exemplary embodiments of the present disclosure, it may be possible to provide the complexation of the battery by simultaneously connecting the batteries having a variety of output power, durability, energy quantity, and the like.\nAlthough the exemplary embodiments of the present disclosure have been disclosed based on restricted configuration and drawings, the technical ideas of the present disclosure are not limited thereto. Therefore, those skilled in the art will appreciate that various modifications and changes may be made, without departing from the scope and spirit of the present disclosure as disclosed in the accompanying claims.\n | A system for controlling a battery to extend a driving mileage is provided. The system supplies a high voltage required to drive a motor by connecting a plurality of batteries in series by turning off a battery switching unit during engaged of an accelerator and balances voltage between the plurality of batteries. A voltage deviation is managed by connecting the plurality of batteries in parallel by turning on the battery switching unit when the accelerator is disengaged. The system includes a plurality of battery modules and a battery switching unit configured to connect the plurality of battery modules in parallel when an accelerator is disengaged and connect the plurality of battery modules in series when the accelerator is engaged. A motor driving unit is configured to receive an output by the battery switching unit when the accelerator is engaged. | US:14/568,141 | https://patentimages.storage.googleapis.com/15/b4/4f/5f4178e9aef88c/US10059217.pdf | US:10059217 | Hong Seok Min, Seung Ho Ahn, Sung Min Choi, Ik Kyu Kim | Hyundai Motor Co | US:5931245, US:5706910, US:20030107352:A1, JP:2006067683:A, US:20080072859:A1, US:20080174274:A1, JP:2008303058:A, JP:2010011631:A, KR:20100005746:A, KR:100951979:B1, US:20130181511:A1, US:8626369, KR:20140044370:A, WO:2013030883:A1, US:20140216842:A1, JP:WO2013030883:A1, KR:20140031034:A, KR:20140038746:A | 2018-08-28 | 2018-08-28 | 1. A system for controlling a battery to extend a driving mileage, comprising:\na plurality of battery modules, wherein individual battery modules of the plurality of battery modules have different specifications;\na battery switching unit configured to connect the plurality of battery modules in parallel when an accelerator is disengaged and connect the plurality of battery modules in series when the accelerator is engaged, wherein the battery switching unit is configured to turn on to connect the plurality of battery modules in parallel, wherein the battery switching unit is configured to turn off to connect the plurality of battery modules in series, wherein a first battery module among the plurality of battery modules is charged through a regenerative braking unit or a charging unit, and wherein the first battery module is charged by discharging a second battery module and a third battery module of the plurality of battery modules when the accelerator is disengaged; and\na motor driving unit configured to receive an output by the battery switching unit when the accelerator is engaged.\n, a plurality of battery modules, wherein individual battery modules of the plurality of battery modules have different specifications;, a battery switching unit configured to connect the plurality of battery modules in parallel when an accelerator is disengaged and connect the plurality of battery modules in series when the accelerator is engaged, wherein the battery switching unit is configured to turn on to connect the plurality of battery modules in parallel, wherein the battery switching unit is configured to turn off to connect the plurality of battery modules in series, wherein a first battery module among the plurality of battery modules is charged through a regenerative braking unit or a charging unit, and wherein the first battery module is charged by discharging a second battery module and a third battery module of the plurality of battery modules when the accelerator is disengaged; and, a motor driving unit configured to receive an output by the battery switching unit when the accelerator is engaged., 2. The system according to claim 1,\nwherein the regenerative braking and the charging unit are configured to be connected to the plurality of battery modules.\n, wherein the regenerative braking and the charging unit are configured to be connected to the plurality of battery modules., 3. The system according to claim 2, wherein the regenerative braking unit is configured to charge energy generated from a brake and the charging unit is configured to charge energy from an external charger., 4. A method for controlling a battery to extend a driving mileage, comprising:\nmaintaining, by a controller, about the same voltage by connecting a plurality of battery modules of a vehicle in parallel, wherein individual battery modules of the plurality of battery modules have different specifications, wherein a first battery module among the plurality of battery modules is charged through a regenerative braking unit or a charging unit, and wherein the first battery module is charged by discharging a second battery module and a third battery module of the plurality of battery modules when the accelerator is disengaged;\nsupplying, by the controller, an output required to drive a motor by turning off a battery switching unit and connecting the plurality of battery modules in series when an accelerator is engaged after the vehicle starts; and\nbalancing, by the controller, voltage among the plurality of battery modules by turning on the battery switching unit and connecting the plurality of battery modules in parallel when the accelerator is disengaged.\n, maintaining, by a controller, about the same voltage by connecting a plurality of battery modules of a vehicle in parallel, wherein individual battery modules of the plurality of battery modules have different specifications, wherein a first battery module among the plurality of battery modules is charged through a regenerative braking unit or a charging unit, and wherein the first battery module is charged by discharging a second battery module and a third battery module of the plurality of battery modules when the accelerator is disengaged;, supplying, by the controller, an output required to drive a motor by turning off a battery switching unit and connecting the plurality of battery modules in series when an accelerator is engaged after the vehicle starts; and, balancing, by the controller, voltage among the plurality of battery modules by turning on the battery switching unit and connecting the plurality of battery modules in parallel when the accelerator is disengaged., 5. The method according to claim 4, wherein in the maintaining of about the same voltage, the vehicle is parked, stopped, or is charged from an external charger., 6. The method according to claim 4, wherein any one of the plurality of battery modules is charged with energy generated from a brake or energy supplied from an external charger. | US | United States | Active | B | True |
| 479 | 集中式架构控制器及供电冗余的电动智能汽车电气系统 \n | CN105857102B | 技术领域本发明涉及一种智能汽车电气系统，尤其是涉及一种集中式架构控制器及供电冗余的电动智能汽车电气系统。背景技术现有的电动智能汽车研发一般是基于纯电动汽车进行的，相应的电气系统也是基于纯电动汽车电气系统进行开发。但由于电动智能汽车未来的发展趋势为线控转向、线控制动以及以太网通信，而非目前普遍的机械转向、液压制动和CAN总线通信，因此需要保证硬件、供电以及通信上的冗余。中国专利CN102501770A对一种纯电动汽车电气系统进行了描述，该电气系统对纯电动汽车电气系统工作方式描述较详细，但未为电动智能车辆控制系统以及线控系统做冗余性的设计。若仍基于原有纯电动汽车电气系统进行开发，则在关键控制器、关键部件或供电出现问题时，将会为整车以及乘客带来安全隐患。发明内容本发明的目的就是为了克服上述现有技术存在的缺陷而提供一种集中式架构控制器及供电冗余的电动智能汽车电气系统。本发明的目的可以通过以下技术方案来实现：一种集中式架构控制器及供电冗余的电动智能汽车电气系统，包括相互通过电气线路连接的高压电池与电池管理系统、钥匙开关、供电单元、智能决策与控制单元、传感器单元和执行器单元，所述的高压电池与电池管理系统包括电池包和电池管理系统，所述的钥匙开关设置OFF挡、ACC挡、ON挡和START挡，其特征在于，所述的供电单元包括主蓄电池和辅助蓄电池，所述的主蓄电池和辅助蓄电池负极输出端搭铁，所述的电气线路包括高压线路和低压线路，低压线路包括主ACC线路、辅助ACC线路、ON线路、START线路以及与主蓄电池正极输出端连接的常电线路，所述的主ACC线路和辅助ACC线路分别连接智能传感器单元，并分别连接执行器单元；所述的智能决策与控制单元包括各自带有继电器的主ECU和冗余ECU，所述的主ECU的继电器线圈与主ACC线路连接，继电器常开触点与主ACC线路或常电线路连接，所述的冗余ECU的继电器的线圈和常开触点分别与辅助ACC线路连接，主ECU和冗余ECU之间设有信号传输通道，用于二者同时工作时信号的比对；所述的钥匙开关处于OFF挡时，电气线路中除常电线路以外的各线路均与供电单元断开，钥匙开关处于ACC挡时，主ACC线路与常电线路连通、辅助ACC线路与辅助蓄电池正极输出端连通，钥匙开关处于ON挡时，主ACC线路、ON线路与常电线路连通，辅助ACC线路与辅助蓄电池正极输出端连通，钥匙开关处于START挡时，主ACC线路、ON线路、START线路与常电线路连通，辅助ACC线路与辅助蓄电池正极输出端连通，汽车正常行驶时，主ECU与冗余ECU同时工作，当主蓄电池故障时，主ECU退出，冗余ECU工作。所述的方向盘传感器与方向盘传感器单刀双掷继电器连接，所述的电子踏板传感器与电子踏板传感器单刀双掷继电器连接，所述的方向盘传感器单刀双掷继电器和电子踏板传感器单刀双掷继电器分别常接至主ACC线路并受控于主ACC线路，当主ACC线路电压不正常时，自动切换至辅助ACC线路保证方向盘传感器和电子踏板传感器的供电。所述的执行器单元包括左后轮制动执行器、右后轮制动执行器、转向电机、停车防盗加密单元、左前轮制动执行器、右前轮制动执行器和冗余转向电机；其中转向电机和冗余转向电机分别通过各自的继电器与主ACC线路和辅助ACC线路一一对应连接，左后轮制动执行器和右后轮制动执行器分别通过各自的继电器与主ACC线路连接且左前轮制动执行器和右前轮制动执行器分别通过各自的继电器与辅助ACC线路连接，或者左后轮制动执行器和右后轮制动执行器分别通过各自的继电器与辅助ACC线路连接且左前轮制动执行器和右前轮制动执行器分别通过各自的继电器与主ACC线路连接，各继电器供电通断分别受智能决策与控制单元控制；停车防盗加密单元通过停车防盗加密单元常闭继电器与常电连接，主ACC线路上电后，停车防盗加密单元常闭继电器的常闭触点断开。所述的系统还包括自动驾驶单元，所述自动驾驶单元包括分别通过自动驾驶单元继电器与主ACC线路连接的摄像头、车辆与基础设施通信、GPS与惯性导航、短距雷达、长距雷达和超声波传感器，所述的自动驾驶单元继电器供电通断受智能决策与控制单元控制。所述的自动驾驶单元还包括通过自动驾驶单元继电器与主ACC线路连接的远程监控器。所述的系统还包括车载充电机，所述的车载充电机设有充电桩接口、低压输出端与高压输出端，所述的低压输出端为高压电池与电池管理系统的电池管理系统提供电能，所述的高压输出端给高压电池与电池管理系统的电池包充电，并通过DC-DC变换器给辅助蓄电池和主蓄电池充电。所述的系统还包括人机交互电子仪表，所述的人机交互电子仪表通过人机交互电子仪表继电器连接至常电线路，所述的人机交互电子仪表继电器的线圈与主ACC线路连接。所述的电气线路还包括高压直流母线，所述的高压电池与电池管理系统输出端通过高压直流母线与高压安全开关、预充电继电器、预充电电阻、正端母线直流接触器、空调压缩机、DC-DC变换器和驱动电机控制器连接。所述的高压电池与电池管理系统输出端正极与高压安全开关输入端正极连接，高压电池与电池管理系统输出端负极通过负端母线直流接触器与高压安全开关输入端负极连接。所述的高压安全开关的正极输出分两路，一路接至预充电继电器和预充电电阻，另一路接至空调压缩机、DC-DC变换器的输入正端、以及正端母线直流接触器的输入端，正端母线直流接触器的高压输出端接至驱动电机控制器的正极输入端；高压安全开关的负极输出端接空调压缩机、DC-DC、驱动电机控制器的负极输入端；DC-DC变换器设有两组输出端，分别接在主蓄电池和辅助蓄电池的输入端。本发明电气系统工作方式如下：[1]停车充电工作过程外部充电桩接至车载充电机，车载充电机的低压供电线路为高压电池与电池管理系统的电池管理系统提供电能，高压电池与电池管理系统自检完成后，控制负端母线直流接触器连通，同时发送充电使能报文给车载充电机，车载充电机的高压输出开始通过高压直流母线向高压电池与电池管理系统的电池包充电，并通过DC-DC变换器向辅助蓄电池、主蓄电池充电。DC-DC变换器在辅助蓄电池和主蓄电池充电完成后自动切断与两个电池的连接，电池包充电完成后，高压电池与电池管理系统给车载充电机发送充电完成报文，同时断开负端母线直流接触器，车载充电机停止高压输出。停车防盗加密单元在停车过程中通过由主蓄电池供电的常电线路供电，保障车辆安全。[2]钥匙启动工作过程钥匙开关从OFF挡打至ACC挡时，停车防盗加密单元下电停止工作，主ECU、自动驾驶单元内的全部模块、方向盘传感器、人机交互电子仪表、电子踏板传感器通过主ACC线路供电开始工作；冗余ECU通过辅助ACC线路供电开始工作。钥匙开关从ACC挡至ON挡时，高压电池与电池管理系统继电器、空调压缩机继电器、驱动电机控制器继电器接通，高压电池与电池管理系统、空调压缩机、驱动电机控制器开始工作，若主ECU和冗余ECU未接收到高压电池与电池管理系统、驱动电机控制器的故障信号，则发送命令给高压电池与电池管理系统关闭负端母线直流接触器，同时关闭预充电继电器，通过预充电电阻进行限流，为驱动电机控制器进行预充电，驱动电机控制器发送预充电成功报文后，主ECU和冗余ECU进行比对后控制正端母线直流接触器闭合，以及控制预充电继电器断开，完成高压部分上电过程。钥匙开关从ON挡切换至START挡，主ECU检测驱动电机控制器无故障后，控制制动执行器继电器、转向电机继电器、冗余转向电机继电器吸合，为左后轮制动执行器、右后轮制动执行器、左前轮制动执行器、右前轮制动执行器、转向电机、冗余转向电机上电，制动、驱动、转向全部启动，可执行主ECU和冗余ECU发出的行车指令。若为无人模式，主ECU控制自动驾驶单元上电。[3]发生紧急故障工作过程主蓄电池工作不正常：则冗余ECU接管整个车辆控制，冗余ECU向驱动电机控制器发送指令逐步降低输出扭矩，同时方向盘传感器和电子踏板传感器自动切换至辅助ACC线路供电，使用冗余转向电机进行转向，制动执行器仅保留两前轮制动。若为有人驾驶模式，冗余ECU通过人机交互电子仪表提示驾驶员当前车辆状态，提示驾驶员降低车速就近停车；若为无人驾驶模式，则冗余ECU控制车辆在路边停靠。主ECU检测到严重故障的报文，或车辆发生碰撞：则主ECU迅速发送降低输出扭矩命令给驱动电机控制器，同时迅速切断负端母线直流接触器和正端母线直流接触器，通过人机交互电子仪表警告驾驶员当前车辆状态，必要时驾驶员可拉动驾驶舱内的高压安全开关，保障电气和人身安全。ECU出现故障：正常行驶时，主ECU和冗余ECU进行完全相同的工作，不断将二者对车辆输出的控制命令进行比对，相同则发送至控制网络。当发现某一ECU出现故障，冗余ECU立即接管，保障整车行驶的安全性。与现有技术相比，本发明具有以下优点：(1)解决了电动智能汽车ECU以及线控系统对于冗余性的要求，为车辆行驶中的供电单元、智能决策与控制单元设计了冗余，当主蓄电池故障时由辅助蓄电池供电，当主ECU故障时，由冗余ECU接管系统，提高了自动驾驶汽车的安全性。(2)对钥匙开关进行改进，保留了原有钥匙开关控制的方便性，并可独立控制两路蓄电池供电的通断。(3)为车辆行驶中的转向、制动、等关键部件设计了硬件冗余，对于不便于进行硬件冗余的关键部件如方向盘、电子踏板，采用单刀双掷继电器控制，当主ACC线路供电掉电，自动切换至辅助ACC线路保证供电，从而进一步保证行驶安全性。(4)集中式架构将车辆部件分为智能决策与控制单元、智能传感器和智能执行器三部分，所有控制器集中在中央智能决策与控制单元中。集中式架构可大大降低整车线束复杂性，增加功能可扩展性。(5)系统还包括自动驾驶单元，自动驾驶单元继电器供电通断受智能决策与控制单元控制，若为无人模式，主ECU控制自动驾驶单元上电，远程监控器可远程进行监控。(6)系统还包括通过常闭继电器与常电连接的停车防盗加密单元，常闭继电器的供电受主ACC线路控制，可在停车时自动对车辆进行防盗，钥匙开关切换至ACC挡后自动解除，从而提高汽车停车时的安全性。(7)系统还包括系统还包括通过继电器与常电连接的人机交互电子仪表，提示驾驶员当前车辆状态。附图说明图1为本发明电气系统结构示意图；图2为本发明电气系统钥匙开关原理示意图；附图标记：1—高压电池与电池管理系统；2—负端母线直流接触器；3—高压安全开关；4—预充电继电器；5—预充电电阻；6—正端母线直流接触器；7—高压电池与电池管理系统继电器；8—车载充电机；9—空调压缩机；10—DC—DC变换器；11—辅助蓄电池；12—主蓄电池；13—驱动电机控制器；14—空调压缩机继电器；15—驱动电机控制器继电器；16—钥匙开关；17—主ECU；18—冗余ECU；19—方向盘传感器单刀双掷继电器；20—方向盘传感器；21—人机交互电子仪表继电器；22—人机交互电子仪表；23—左后轮制动执行器继电器；24—左后轮制动执行器；25—右后轮制动执行器继电器；26—右后轮制动执行器；27—转向电机继电器；28—转向电机；29—电子踏板传感器单刀双掷继电器；30—电子踏板传感器；31—停车防盗加密单元继电器；32—停车防盗加密单元；33—左前轮制动执行器继电器；34—左前轮制动执行器；35—右前轮制动执行器继电器；36—右前轮制动执行器；37—冗余转向电机继电器；38—冗余转向电机；39—自动驾驶单元继电器；40—摄像头；41—车辆与基础设施通信；42—GPS与惯性导航；43—短距雷达；44—长距雷达；45—超声波传感器；46—远程监控器；U1—智能决策与控制单元；U2—传感器单元；U3—执行器单元；G1—OFF挡；G2—ACC挡；G3—ON挡；G4—START挡；L1—常电线路；L21—12V主ACC1线路；L22—12V辅助ACC2线路L22；L3—ON线路；L4—START线路；A-双路低压电池正极1号端；B-双路低压电池正极2号端。具体实施方式下面结合附图和具体实施例对本发明进行详细说明。本实施例以本发明技术方案为前提进行实施，给出了详细的实施方式和具体的操作过程，但本发明的保护范围不限于下述的实施例。实施例如图1所示，本发明公开了一种集中式架构控制器及供电冗余的电动智能汽车电气系统，包括高压电池与电池管理系统1、负端母线直流接触器2、高压安全开关3、预充电继电器4、预充电电阻5、正端母线直流接触器6、高压电池与电池管理系统继电器7、车载充电机8、空调压缩机9、DC-DC变换器10、辅助蓄电池11、主蓄电池12、驱动电机控制器13、空调压缩机继电器14、驱动电机控制器继电器15、钥匙开关16、主ECU17、冗余ECU18、方向盘传感器单刀双掷继电器19、方向盘传感器20、人机交互电子仪表继电器21、人机交互电子仪表22、左后轮制动执行器继电器23、左后轮制动执行器24、右后轮制动执行器继电器25、右后轮制动执行器26、转向电机继电器27、转向电机28、电子踏板传感器单刀双掷继电器29、电子踏板传感器30、停车防盗加密单元继电器31、停车防盗加密单元32、左前轮制动执行器继电器33、左前轮制动执行器34、右前轮制动执行器继电器35、右前轮制动执行器36、冗余转向电机继电器37、冗余转向电机38、自动驾驶单元继电器39、摄像头40、车辆与基础设施通信41、GPS与惯性导航42、短距雷达43、长距雷达44、超声波传感器45和远程监控器46；高压电池与电池管理系统1的高压直流母线正极接入至高压安全开关3的输入正端，高压直流母线负极通过负端母线直流接触器2接入至高压安全开关3的输入负端；车载充电机8具有两路输出，一路低压输出为高压电池与电池管理系统1的电池管理系统供电，另一路高压输出为高压电池与电池管理系统1的电池包充电；高压安全开关3的正极输出分两路，一路接至预充电继电器4和预充电电阻5，另一路接至空调压缩机9、DC-DC变换器10的输入正端、以及正端母线直流接触器6的输入端，正端母线直流接触器6的高压输出端接至驱动电机控制器13的正极输入端；高压安全开关3的负极输出端接空调压缩机9、DC-DC变换器10、驱动电机控制器13的负极输入端；DC-DC变换器10共两路输出，分别接在主蓄电池12和辅助蓄电池11的正负输入端；图中粗实线为高压线缆，细实线为低压线缆，点线为控制线缆。如图2所示，所述钥匙开关16可同时控制主ACC1线路即12V主ACC1线路L21和辅助ACC线路即12V辅助ACC2线路L22两条低压线路的通断；主蓄电池12的输出正端接至低压部分的常电线路L1，辅助蓄电池11的正端接在钥匙开关16的双路低压电池正极2号端B，双路低压电池正极1号端A与常电线路L1相连；主蓄电池12和辅助蓄电池11的负极搭铁；钥匙开关16共四挡，其中ACC挡G2控制辅助蓄电池11正极与12V辅助ACC2线路L22的连通、主蓄电池12正极与12V主ACC1线路L21的连通；ON挡G3控制主蓄电池12正极与ON线路L3的连通；START挡G4控制主蓄电池12正极与START线路L4的连通；钥匙开关16处于OFF挡G1时，所述12V主ACC1线路L21、12V辅助ACC2线路L22、ON线路L3、START线路L4与主蓄电池12正极断开；主ECU17设有两个，分别进行不同的工作，每个主ECU17对应一个冗余ECU18，各主ECU17和冗余ECU18通过各自的继电器(包括线圈和常开触点)与常电线路L1和辅助ACC线路相连，主ECU17供电的连通受12V主ACC1线路L21控制，冗余ECU18供电的连通受12V辅助ACC2线路L22控制，继电器是用小电流去控制大电流运作的一种自动开关，在电路中起着自动调节、安全保护、转换电路等作用。主ECU和各自的冗余ECU之间设有信号传输通道，用以比对决策信号的正确性。自动驾驶单元包括摄像头40、车辆与基础设施通信41、GPS与惯性导航42、短距雷达43、长距雷达44、超声波传感器45，低压供电通过自动驾驶单元继电器39与12V主ACC1线路L21连通，自动驾驶单元继电器39受智能决策与控制单元U1控制，可通过智能决策与控制单元U1控制自动驾驶单元供电的通断；执行器单元U3包括左后轮制动执行器24、右后轮制动执行器26、转向电机28、停车防盗加密单元32、左前轮制动执行器34、右前轮制动执行器36和冗余转向电机38，左前轮制动执行器34通过左前轮制动执行器继电器33连接到12V辅助ACC2线路L22，右前轮制动执行器36通过右前轮制动执行器继电器35连接到12V辅助ACC2线路L22；左后轮制动执行器24通过左后轮制动执行器继电器23连接到12V主ACC1线路L21，右后轮制动执行器26通过右后轮制动执行器继电器25连接到12V主ACC1线路L21；左前轮制动执行器继电器33、右前轮制动执行器继电器35、左后轮制动执行器继电器23和右后轮制动执行器继电器25的供电通断分别受智能决策与控制单元U1控制；转向电机28通过接至12V主ACC1线路L21，冗余转向电机38通过冗余转向电机继电器37接至12V辅助ACC2线路L22，转向电机继电器27和冗余转向电机继电器37供电通断分别受智能决策与控制单元U1控制；方向盘传感器20、人机交互电子仪表22和电子踏板传感器30属于传感器单元U2，方向盘传感器20通过方向盘传感器单刀双掷继电器19与12V主ACC1线路L21以及12V辅助ACC2线路L22相连；电子踏板传感器30通过电子踏板传感器单刀双掷继电器29与12V主ACC1线路L21以及12V辅助ACC2线路L22相连；单刀双掷继电器19、29常接至12V主ACC1线路L21并受控于12V主ACC1线路L21，当12V主ACC1线路L21电压不正常时，自动通过单刀双掷继电器切换至12V辅助ACC2线路L22保证方向盘传感器20和电子踏板传感器30的供电；人机交互电子仪表22通过继电器连接至常电线路L1，继电器受12V主ACC1线路L21控制通断；停车防盗加密单元32通过停车防盗加密单元常闭继电器31与常电连接。12V主ACC1线路L21未上电时，即车辆处于停车状态，停车防盗加密单元常闭继电器31处于闭合状态，停车防盗加密单元32上电。钥匙开关切换至ACC挡G2后，停车防盗加密单元常闭继电器31断开，停车防盗加密单元32下电。本发明电气系统工作方式如下：(1)停车充电工作过程外部充电桩接至车载充电机8，车载充电机8的低压供电线路为高压电池与电池管理系统1的电池管理系统提供电能，高压电池与电池管理系统1自检完成后，控制负端母线直流接触器2连通，同时发送充电使能报文给车载充电机8，车载充电机8的高压输出开始通过高压直流母线向高压电池与电池管理系统1的电池包充电，并通过DC-DC变换器10向辅助蓄电池11、主蓄电池12充电。DC-DC变换器10在辅助蓄电池11和主蓄电池12充电完成后自动切断与两个电池的连接，电池包充电完成后，高压电池与电池管理系统1给车载充电机8发送充电完成报文，同时断开负端母线直流接触器2，车载充电机8停止高压输出。停车防盗加密单元32在停车过程中通过由主蓄电池12供电的常电线路L1供电，保障车辆安全。(2)钥匙启动工作过程钥匙开关16从OFF挡G1打至ACC挡G2时，停车防盗加密单元32下电停止工作，主ECU17、自动驾驶单元内的全部模块、方向盘传感器20、人机交互电子仪表22、电子踏板传感器30通过主ACC线路供电开始工作；冗余ECU18通过辅助ACC线路供电开始工作。钥匙开关16从ACC挡G2至ON挡G3时，高压电池与电池管理系统继电器7、空调压缩机继电器14、驱动电机控制器继电器15接通，高压电池与电池管理系统1、空调压缩机9、驱动电机控制器13开始工作，若主ECU17和冗余ECU18未接收到高压电池与电池管理系统1、驱动电机控制器13的故障信号，则发送命令给高压电池与电池管理系统1关闭负端母线直流接触器2，同时关闭预充电继电器4，通过预充电电阻5进行限流，为驱动电机控制器13进行预充电，驱动电机控制器13发送预充电成功报文后，主ECU17和冗余ECU18进行比对后控制正端母线直流接触器6闭合，以及控制预充电继电器4断开，完成高压部分上电过程。钥匙开关16从ON挡G3切换至START挡G4，主ECU17检测驱动电机控制器13无故障后，控制左前轮制动执行器继电器33、右前轮制动执行器继电器35、左后轮制动执行器继电器23和右后轮制动执行器继电器25、转向电机继电器27、冗余转向电机继电器37吸合，为左后轮制动执行器24、右后轮制动执行器26、左前轮制动执行器34、右前轮制动执行器36、转向电机28、冗余转向电机38上电，制动、驱动、转向全部启动，可执行主ECU17和冗余ECU18发出的行车指令。若为无人模式，主ECU17控制自动驾驶单元上电。(3)发生紧急故障工作过程主蓄电池12工作不正常：则冗余ECU18接管整个车辆控制，冗余ECU18向驱动电机控制器13发送指令逐步降低输出扭矩，同时方向盘传感器20和电子踏板传感器30自动切换至辅助ACC线路供电，使用冗余转向电机38进行转向，制动执行器仅保留左前轮制动执行器34和右前轮制动执行器36。若为有人驾驶模式，冗余ECU18通过人机交互电子仪表22提示驾驶员当前车辆状态，提示驾驶员降低车速就近停车；若为无人驾驶模式，则冗余ECU18控制车辆在路边停靠。主ECU17检测到严重故障的报文，或车辆发生碰撞：则主ECU17迅速发送降低输出扭矩命令给驱动电机控制器13，同时迅速切断负端母线直流接触器2和正端母线直流接触器6，通过人机交互电子仪表22警告驾驶员当前车辆状态，必要时驾驶员可拉动驾驶舱内的高压安全开关3，保障电气和人身安全。ECU出现故障：正常行驶时，主ECU17和冗余ECU18进行完全相同的工作，不断将二者对车辆输出的控制命令进行比对，相同则发送至控制网络。当发现某一ECU出现故障，冗余ECU立即接管，保障整车行驶的安全性。本发明的优越功效在于：解决了电动智能汽车ECU以及线控系统对于冗余性的要求，为车辆行驶中的转向、制动、中央控制单元等关键部件设计了硬件和供电的冗余，提高了自动驾驶汽车的安全性；对于不便于进行硬件冗余的关键部件如方向盘、电子踏板，采用单刀双掷继电器控制，当主12V供电掉电，自动切换至辅助12V保证供电；对钥匙开关进行改进，保留了原有钥匙开关控制的方便性，并可独立控制两路12V供电的通断。 | 本发明涉及一种集中式架构控制器及供电冗余的电动智能汽车电气系统，包括相互通过电气线路连接的高压电池与电池管理系统(1)、钥匙开关(16)、供电单元、智能决策与控制单元、传感器单元和执行器单元，钥匙开关(16)设置OFF挡、ACC挡、ON挡和START挡，供电单元包括主蓄电池(12)和辅助蓄电池(11)，电气线路包括主ACC线路、辅助ACC线路、ON线路、START线路以及与主蓄电池(12)正极输出端连接的常电线路，与现有技术相比，本发明解决了电动智能汽车控制单元以及线控系统对于冗余性的要求，为车辆行驶中的转向、制动、中央控制单元等关键部件设计了硬件和供电的冗余，提高了自动驾驶汽车的安全性。 | CN:201610216526.2A | https://patentimages.storage.googleapis.com/b2/09/4c/ea6397e383a8b1/CN105857102B.pdf | CN:105857102:B | 罗峰, 胡凤鉴, 余婧, 俞佳伟 | Tongji University | NaN | Not available | 2017-12-15 | 1.一种集中式架构控制器及供电冗余的电动智能汽车电气系统，包括相互通过电气线路连接的高压电池与电池管理系统(1)、钥匙开关(16)、供电单元、智能决策与控制单元、传感器单元和执行器单元，所述的高压电池与电池管理系统(1)包括电池包和电池管理系统，所述的钥匙开关(16)设置OFF挡、ACC挡、ON挡和START挡，, 其特征在于，所述的供电单元包括主蓄电池(12)和辅助蓄电池(11)，所述的主蓄电池(12)和辅助蓄电池(11)负极输出端搭铁，所述的电气线路包括主ACC线路、辅助ACC线路、ON线路、START线路以及与主蓄电池(12)正极输出端连接的常电线路，所述的主ACC线路和辅助ACC线路分别连接智能传感器单元，并分别连接执行器单元；, 所述的智能决策与控制单元包括各自带有继电器的主ECU(17)和冗余ECU(18)，所述的主ECU(17)的继电器线圈与主ACC线路连接，继电器常开触点与主ACC线路或常电线路连接，所述的冗余ECU(18)的继电器的线圈和常开触点分别与辅助ACC线路连接，主ECU(17)和冗余ECU(18)之间设有信号传输通道，用于二者同时工作时信号的比对；, 所述的系统还包括人机交互电子仪表(22)，所述的人机交互电子仪表(22)通过人机交互电子仪表继电器(21)连接至常电线路，所述的人机交互电子仪表继电器(21)的线圈与主ACC线路连接；, 所述的钥匙开关(16)处于OFF挡时，电气线路中除常电线路以外的各线路均与供电单元断开，钥匙开关(16)处于ACC挡时，主ACC线路与常电线路连通、辅助ACC线路与辅助蓄电池(11)正极输出端连通，钥匙开关(16)处于ON挡时，主ACC线路、ON线路与常电线路连通，辅助ACC线路与辅助蓄电池(11)正极输出端连通，钥匙开关(16)处于START挡时，主ACC线路、ON线路、START线路与常电线路连通，辅助ACC线路与辅助蓄电池(11)正极输出端连通，汽车正常行驶时，主ECU(17)与冗余ECU(18)同时工作，当主蓄电池(12)故障时，主ECU(17)退出，冗余ECU(18)工作。, \n \n, 2.根据权利要求1所述的一种集中式架构控制器及供电冗余的电动智能汽车电气系统，其特征在于，所述的传感器单元包括方向盘传感器(20)和电子踏板传感器(30)，所述的方向盘传感器(20)和电子踏板传感器(30)分别通过各自的单刀双掷继电器与主ACC线路和辅助ACC线路连接，所述的单刀双掷继电器常接至主ACC线路并受控于主ACC线路，当主ACC线路电压不正常时，自动切换至辅助ACC线路保证方向盘传感器(20)和电子踏板传感器(30)的供电。, \n \n, 3.根据权利要求1所述的一种集中式架构控制器及供电冗余的电动智能汽车电气系统，其特征在于，所述的执行器单元包括左后轮制动执行器(24)、右后轮制动执行器(26)、转向电机(28)、停车防盗加密单元(32)、左前轮制动执行器(34)、右前轮制动执行器(36)和冗余转向电机(38)；, 其中转向电机(28)和冗余转向电机(38)分别通过各自的继电器与主ACC线路和辅助ACC线路一一对应连接，左后轮制动执行器(24)和右后轮制动执行器(26)分别通过各自的继电器与主ACC线路连接且左前轮制动执行器(34)和右前轮制动执行器(36)分别通过各自的继电器与辅助ACC线路连接，或者左后轮制动执行器(24)和右后轮制动执行器(26)分别通过各自的继电器与辅助ACC线路连接且左前轮制动执行器(34)和右前轮制动执行器(36)分别通过各自的继电器与主ACC线路连接，各继电器供电通断分别受智能决策与控制单元控制；停车防盗加密单元(32)通过停车防盗加密单元常闭继电器(31)与常电连接，主ACC线路上电后，停车防盗加密单元常闭继电器(31)的常闭触点断开。, \n \n, 4.根据权利要求1所述的一种集中式架构控制器及供电冗余的电动智能汽车电气系统，其特征在于，所述的系统还包括自动驾驶单元，所述自动驾驶单元包括分别通过自动驾驶单元继电器(39)与主ACC线路连接的摄像头(40)、车辆与基础设施通信(41)、GPS与惯性导航(42)、短距雷达(43)、长距雷达(44)和超声波传感器(45)，所述的自动驾驶单元继电器(39)供电通断受智能决策与控制单元控制。, \n \n, 5.根据权利要求4所述的一种集中式架构控制器及供电冗余的电动智能汽车电气系统，其特征在于，所述的自动驾驶单元还包括通过自动驾驶单元继电器(39)与主ACC线路连接的远程监控器(46)。, \n \n, 6.根据权利要求1所述的一种集中式架构控制器及供电冗余的电动智能汽车电气系统，其特征在于，所述的系统还包括车载充电机(8)，所述的车载充电机(8)设有充电桩接口、低压输出端与高压输出端，所述的低压输出端为高压电池与电池管理系统(1)的电池管理系统提供电能，所述的高压输出端给高压电池与电池管理系统(1)的电池包充电，并通过DC-DC变换器(10)给辅助蓄电池(11)和主蓄电池(12)充电。, \n \n, 7.根据权利要求1所述的一种集中式架构控制器及供电冗余的电动智能汽车电气系统，其特征在于，所述的电气线路还包括高压直流母线，所述的高压电池与电池管理系统(1)输出端通过高压直流母线与高压安全开关(3)、预充电继电器(4)、预充电电阻(5)、正端母线直流接触器(6)、空调压缩机(9)、DC-DC变换器(10)和驱动电机控制器(13)连接。, \n \n, 8.根据权利要求7所述的一种集中式架构控制器及供电冗余的电动智能汽车电气系统，其特征在于，所述的高压电池与电池管理系统(1)输出端正极与高压安全开关(3)输入端正极连接，高压电池与电池管理系统(1)输出端负极通过负端母线直流接触器(2)与高压安全开关(3)输入端负极连接。, \n \n, 9.根据权利要求7所述的一种集中式架构控制器及供电冗余的电动智能汽车电气系统，其特征在于，所述的高压安全开关(3)的正极输出分两路，一路接至预充电继电器(4)和预充电电阻(5)，另一路接至空调压缩机(9)、DC-DC变换器(10)的输入正端、以及正端母线直流接触器(6)的输入端，正端母线直流接触器(6)的高压输出端接至驱动电机控制器(13)的正极输入端；高压安全开关(3)的负极输出端接空调压缩机(9)、DC-DC变换器(10)、驱动电机控制器(13)的负极输入端；DC-DC变换器(10)设有两组输出端，分别接在主蓄电池(12)和辅助蓄电池(11)的输入端。 | CN | China | Active | B | True |
| 480 | Electric power source system \n | US10059286B2 | This application is based on Japanese Patent Application No. 2015-044239 filed on Mar. 6, 2015, the disclosure of which is incorporated herein by reference.\nThe present disclosure relates to an electric power source system for a vehicle.\nAn electric power source system for a vehicle includes multiple kinds of storage batteries, such as lead-acid batteries and lithium-ion batteries. These different kinds of storage batteries properly supply power to different electrical loads equipped to the vehicle.\nFor example, as disclosed in JP 2012-130108 A, a lead-acid battery and a lithium-ion battery are connected with each other through a switch. Some of the electrical loads in the vehicle need to be supplied with stabilized electric power. Herein, stabilized electric power is a power that has a constant voltage or a voltage fluctuating only within a predetermined range. These kinds of electrical loads are connected to the lithium-ion battery. In this configuration, the lithium-ion battery provides power supply to the electrical loads, which require the stabilized power supply. Among the electrical loads, except the electrical loads, which require the stabilized power supply, a starter motor and other general electrical loads, such as headlamps are connected to the lead-acid battery. In this configuration, the lead-acid battery provides power supply to the starter motor and other general electrical loads.\nIn the above-described configuration, when the lead-acid battery has an operation failure, the lead-acid battery cannot supply power to the general electrical loads connected thereto. Similarly, when the lithium-ion battery has an operation failure, the lithium-ion battery cannot supply stabilized power to the electrical loads that require the stabilized power supply. Accordingly, operation failures or abnormalities may occur to the electrical loads that require the stabilized power supply.\nIn view of the foregoing difficulties, it is an object of the present disclosure to provide an electric power source system which can continuously and stably provide a power supply to different kinds of electrical loads.\nAccording to an aspect of the present disclosure, an electric power source system for a vehicle includes a lead-acid battery, a second storage battery, a switch device, at least one electrical load, and a switch controller. Herein, the vehicle includes a starting device driven by an electric power and starts an engine of the vehicle. The starting device is provided by an electric power generator. The lead-acid battery is electrically connected with the starting device in parallel as a first storage battery. The second storage battery is electrically connected with the starting device in parallel. The switch device is disposed between the lead-acid battery and the second storage battery on an electrical path that electrically connects the lead-acid battery with the second storage battery. The at least one electrical load is electrically connected to the electrical path and is disposed closer to the lead-acid battery compared with the second storage battery on the electrical path. The switch controller, after a power of the vehicle is turned on, controls the switch device to maintain a closed state except an engine start duration while the engine is being started by the starting device.\nWith the above electric power source system, a power supply can be continuously and stably provided to the electrical loads equipped to the vehicle.\nThe above and other objects, features and advantages of the present disclosure will become more apparent from the following detailed description made with reference to the accompanying drawings. In the drawings:\n FIG. 1 is a circuit diagram showing an electric power source system according to an embodiment of the present disclosure;\n FIG. 2A is a diagram showing a SOC-based use range of a lead-acid battery;\n FIG. 2B is a diagram showing a SOC-based use range of a lithium-ion battery;\n FIG. 3 is a diagram showing an I-V characteristic of a lead-acid battery and an I-V characteristic of a lithium-ion battery;\n FIG. 4 is a flowchart showing a switch control process;\n FIG. 5 is a flowchart showing a power limiting process;\n FIG. 6 is a time chart showing over-time signal changes related to a power supply during a vehicle travelling;\n FIG. 7 is a time chart showing over-time signal changes related to a power supply during a vehicle travelling; and\n FIG. 8 is a circuit diagram showing an electric power source system according to another embodiment of the present disclosure.\nThe following will describe an embodiment of the present disclosure with reference to accompanying drawings. In the present embodiment, a vehicle to which an electric power source system is equipped uses an internal combustion engine as a driving power source. The vehicle has an idling reduction function and a coasting travel function.\nAs shown in FIG. 1, the electric power source system includes a rotator 10, a lead-acid battery (Pb BATTERY) 11, a lithium-ion battery (Li BATTERY) 12, a starter (ST) 13, multiple electrical loads (LOAD) 14 a to 14 c, a metal oxide semiconductor (MOS) switch 15, and a switch mode rectifier (SMR) switch 16. The lithium-ion battery 12 and the switches 15, 16 are housed in a case which is not shown, and are integrated with each other. This integrated member is referred to as a battery unit U. The battery unit U further includes a controller 20 for controlling the lithium-ion battery 12. The switches 15, 16 and the controller 20 are mounted on the same board and the board is housed in the case.\nThe battery unit U further includes a first terminal T1 and a second terminal T2. The lead-acid battery 11, the starter 13, and the electrical loads 14 a to 14 c are connected to the first terminal T1, and the rotator 10 is connected to the second terminal T2. Each of the two terminals T1 and T2 supports a high current flow, such as an input current or an output current of the rotator 10.\nA rotation axis of the rotator 10 is operably connected, using a belt or the like, to an output axis of an engine, which is not shown. When the output axis of the engine rotates, the rotation axis of the rotator 10 is driven to rotate. When the rotation axis of the rotator 10 rotates, the output axis of the engine is driven to rotate. The rotator 10 can generate or regenerate electric power using a rotation of the output axis of the engine or using a rotation of a vehicle axle. Further, the rotator 10 provides a rotation force to the output axis of the engine to drive the engine. Thus, the rotator 10 can generate electric power, and also can drive the engine by outputting the driving power to the engine. In the present disclosure, the rotator is provided by an integrated starter generator (ISG).\nThe lead-acid battery 11 and the lithium-ion battery 12 are connected in parallel with respect to the rotator 10. When the rotator 10 generates electric power, the batteries 11 and 12 can be charged by the generated electric power. The rotator 10 is driven by the electric power supplied from each of the batteries 11 and 12.\nThe lead-acid battery 11 is a well-known storage battery. Compared with the lead-acid battery 11, the lithium-ion battery 12 has a lower power loss in charging and discharging operation, and output density and energy density of the lithium-ion battery 12 are higher than those of the lead-acid battery 11. Thus, the lithium-ion battery 12 is a high-density storage battery. In the present disclosure, the lithium-ion battery 12 is described as an example of a second storage battery, and the lead-acid battery 11 is described as an example of a first storage battery. In the present disclosure, the second storage battery has a higher output power density and a higher energy density than the first storage battery.\nIn the lead-acid battery 11, positive electrode active material is provided by lead dioxide (PbO2), negative electrode active material is provided by lead (Pb), and electrolyte is provided by sulfuric acid (H2SO4). The lead-acid battery 11 includes multiple battery cells having the above-described electrode material, and the multiple battery cells are connected in series. These multiple battery cells configure a battery cell group 11 a. In the present embodiment, suppose that an electric storage capacity of the lead-acid battery 11 is greater than an electric storage capacity of the lithium-ion battery 12.\nIn the lithium-ion battery 12, positive electrode active material is provided by oxide including lithium, such as lithium composite metal oxide. For example, the lithium composite metal oxide may include LiCoO2, LiMn2O4, LiNiO2, LiFePO4 or the like. In the lithium-ion battery 12, negative electrode active material is provided by alloy including carbon (C), graphite, lithium titanate (for example, LixTiO2), Si, Su or the like. In the lithium-ion battery 12, electrolyte is provided by organic electrolyte. The lithium-ion battery 12 includes multiple battery cells having the above-described electrode material, and the multiple battery cells are connected in series. These multiple battery cells configure a battery cell group 12 a. \nAs shown in FIG. 1, the lead-acid battery 11 includes the battery cell group 11 a and an internal resistance 11 b. Similarly, the lithium-ion battery 12 includes the battery cell group 12 a and an internal resistance 12 b. In the following description, a voltage generated by the battery cell group 11 a, 12 a in open state is represented as an open voltage V0, a current flowing through the battery 11, 12 in a discharging state is represented as a discharging current Id, a current flowing through the battery 11, 12 in a charging state is represented as a charging current Ic. The internal resistance 11 b and 12 b has a resistance value of R. In this case, the terminal voltage Vd in discharging state and the terminal voltage Vc in charging state are defined by the following expressions 1 and 2.\n\nVd=V0−Id×R (Expression 1)\n\nVc=V0+Ic×R (Expression 2)\n\nAs shown by the expressions 1 and 2, the terminal voltage Vd in the discharging state decreases with an increase of the internal resistance value R, and the terminal voltage Vc in the charging state increases with an increase of the internal resistance value R.\nAmong the electrical loads 14 a to 14 c, the electrical loads 14 a and 14 b need to be protected by constantly and stably supplying the operation voltage under which the electrical loads 14 a and 14 b are able to normally operate. That is, the electrical loads 14 a and 14 b need to be supplied with a stabilized electric power. Herein, the stabilized electric power is a power that has a constant voltage or a voltage fluctuating only within a predetermined range. Thus, the electrical loads 14 a and 14 b are driven within a predetermined voltage range, and stop operation when the supply voltage goes out of the predetermined voltage range. That is, when the supply voltage goes out of the predetermined voltage range, the electrical loads 14 a and 14 b are reset.\nThe electrical load 14 a, which requires the stabilized power supply, is an electrical load related to a vehicle travelling. For example, the electrical load 14 a may be a brake device, an oil pump included in an automatic transmission, a fuel pump, an electric power steering device or the like. The electrical load 14 a is a travelling related electrical load for controlling a travelling behavior of the vehicle.\nThe electrical load 14 b, which also requires the stabilized power supply, is an electrical load other than the travelling related electrical load. For example, the electrical load 14 b may be a navigation device, a display device for displaying various meters, an audio device or the like. The electrical loads 14 a and 14 b can operate in a stable manner by suppressing the voltage fluctuation of the supply power to the electrical loads 14 a and 14 b. \nThe electrical load 14 c is a general electrical load other than the starter 13 and the electrical loads 14 a, 14 b. As described above, the electrical loads 14 a, 14 b require stabilized power supply. The electrical load 14 c is able to operate under a voltage range which is larger in scope than the predetermined voltage range required by the electrical loads 14 a, 14 b. For example, the general electrical load may be headlamps, front windshield wipers, a ventilation fan of an air conditioning device, a defroster heater of a rear windshield or the like. When the voltage of the supply power to the headlamps, wipers and ventilation fun fluctuates, a blinking of the headlamps, operation speed change of the wipers, and rotation speed change of the ventilation fan may occur. The rotation speed change of the ventilation fan may cause a change of air-blowing sound. Thus, the voltage of the supply power to these devices needs to be constant.\nThe battery unit U has a first connections path 21 and a second connection path 22, which are disposed inside of the battery unit U. The first and second connection paths 21, 22 connect the terminals T1, T2 with the lithium-ion battery 12. Specifically, the first connection path 21 connects the first terminal T1 with the second terminal T2, and includes the MOS switch 15 as a switch device. Further, the second connection path 22 connects a point N1 of the first connection path 21 with the lithium-ion battery 12. Herein, the point N1 of the first connection path 21 is disposed between the first terminal T1 and the second terminal T2, and is referred to as a battery connection point. Further, the second connection path 22 includes the SMR switch 16. Each of the MOS switch 15 and the SMR switch 16 includes multiple MOS field effect transistors (FETs), and the number of the MOSFETs is 2×n. Herein, n indicates an integer number. Specifically, each two MOSFETs configure one MOSFET set, and the MOSFETs are connected in series so that a parasitic diode of each MOSFET set is in reverse direction with a parasitic diode of an adjacent MOSFET set. With this configuration, when the switches 15, 16 are in off states, a current flowing through the path on which each switch 15, 16 is disposed can be completely interrupted by the parasitic diode of the corresponding switch.\nThe electric power source system further includes a bypass path 23 which bypasses the MOSFET switch 15. By the bypass path 23, the lead-acid battery 11 is able to be directly connected with the rotator 10 without through the MOS switch 15. Specifically, the bypass path 23 directly and electrically connects an electrical path, which is connected to the first terminal T1, with an electrical path, which is connected to the second terminal T2, without passing through the battery unit U. Herein, the electrical path which is connected to the first terminal T1 is an electrical path connected to the lead-acid battery 11, and the electrical path which is connected to the second terminal T2 is an electrical path connected to the rotator 10. The bypass path 23 includes a bypass switch 24 as a power supply control device that enables or disables a connection between a circuit part disposed on the lead-acid battery 11 side and a circuit part disposed on the rotator side. The bypass switch 24 is a normally closed type relay switch. The bypass path 23 and the bypass switch 24 may also be included in the battery unit U. In this case, the bypass path 23 and the bypass switch 24 are configured to bypass the MOS switch 15 in the battery unit U.\nThe controller 20 is connected with an electronic control unit (ECU) 30, which is disposed outside of the battery unit U. The controller 20 is communicably connected with the ECU 30 via a communication network, such as controller area network (CAN). The controller 20 is communicable with the ECU 30 in bidirectional manner. Further, data stored in the controller 20 and the ECU 30 can be shared by both the controller 20 and the ECU 30. The ECU 30 performs an idling reduction control and a coasting travel control. In the idling reduction control, the engine operation is automatically stopped when a predetermined automatic stop condition is satisfied, and the engine is restarted in response to a satisfaction of a predetermined restart condition from the stopped state. In the coasting travel control, the vehicle is controlled to perform an inertial travelling under a state in which a fuel supply to the engine is deactivated. The inertial travelling aims to improve fuel efficiency. During a travelling of a vehicle, when the accelerator is turned off, a clutch disposed between the engine and the transmission disconnects the engine from the transmission to control the vehicle travel with use of inertia of itself.\nIn each of the idling reduction control and the coasting travel control, the engine is automatically turned off in response to a satisfaction of a predetermined automatic engine stop condition, such as an accelerator off. After the engine is turned off, when a restart condition is satisfied, the engine is restarted by the rotator 10.\nAs described above, the rotator 10 also generates electric power by the rotation energy output from the output axis of the engine. Specifically, when a rotor included in the rotator 10 starts rotation driven by the output axis of the engine, an excitation current is generated in a rotor coil, and an alternating current is induced in a stator corresponding to the excitation current generated in the rotor coil. Then, the generated alternating current is converted to a direct current by a rectifier, which is not shown. The excitation current generated in the rotor coil is regulated by a regulator in order to control the direct current generated by the rotator 10 has a predetermined regulation voltage Vreg.\nThe electric power generated in the rotator 10 is supplied to the electrical loads 14 a to 14 c, and is also stored in the lead-acid battery 11 and the lithium-ion battery 12. When the engine stops the operation and the rotator 10 correspondingly stops the electric power generation, the lead-acid battery 11 and the lithium-ion battery 12 supply electric power to the electrical loads 14 a to 14 c. The discharging amount from the lead-acid battery 11 and the lithium-ion battery 12 to the electrical loads 14 a to 14 c is properly controlled within a SOC-based use range to avoid an overdischarging. Similarly, the charging amount to the lead-acid battery 11 and the lithium-ion battery 12 by the rotator 10 is properly controlled within the SOC-based use range to avoid an overcharging. Herein, SOC stands for state of charge, and indicates an available battery level. The SOC also indicates a ratio of an actually charged battery level with respect to a fully charged level.\nThe controller 20 performs a protection control to protect the battery 12 from the overcharging and the overdischarging. Specifically, the controller 20 limits charging amount to the lithium-on battery 12 or limits discharging amount from the lithium-ion battery 12 to control the SOC of the lithium-ion battery 12 is property within a predetermined use range. The predetermined use range W2 indicated in FIG. 2B will be described later in detail.\nIn order to perform the protection control, the controller 20 continuously acquires the detected terminal voltages Vc(Li) and Vd(Li) of the lithium-ion battery 12 or the detected open voltage V0(Li) of the lithium-ion battery 12. The controller 20 also continuously acquires a current passing through the lithium-ion battery 12 detected by a current detector, which is not shown. For example, when the terminal voltage Vd of the lithium-ion battery 12 in the discharging state decreases lower than a lower limit voltage, the rotator 10 is activated to supply charging power to the lithium-ion battery 12 in order to protect the lithium-ion battery 12 from the overdischarging. Herein, the lower limit voltage is preliminarily set corresponding to a lower limit of the SOC use range. In the present embodiment, the lower limit of the SOC use range is defined as 10%. At the same time, the controller 20 controls the terminal voltage Vc of the lithium-ion battery 12 during the charging state to be equal to or lower than an upper limit voltage in order to protect the lithium-ion battery 12 from the overcharging by instructing a change of the regulation voltage Vreg. Herein, the upper limit voltage is preliminarily set corresponding to an upper limit of the SOC use range. In the present embodiment, the upper limit of the SOC use range is defined as 90%.\nFor the lead-acid battery 11, a battery controller, which is similar to the above-described controller 20 but not shown, performs similar protection control to the lead-acid battery 11.\nIn the present embodiment, the rotator 10 uses a regeneration energy of the vehicle, which is generated during a speed reduction of the vehicle, to generate the electric power and charges the two storage batteries 11, 12 with the generated electric power. In the charging, the lithium-ion battery 12 is mainly charged by the generated electric power. This kind of regeneration with the use of vehicle speed reduction is carried out in response to a speed reduction of the vehicle or a deactivation of fuel injection to the engine.\nIn the present embodiment, among the two storage batteries 11 and 12, the charging and discharging of the lithium-ion battery 12 is carried out at a higher priority. The following will describe a characteristic of each battery 11, 12 with reference to FIG. 2A to FIG. 3.\nIn a graph shown in FIG. 2A, a horizontal axis indicates SOC of the lead-acid battery 11, and a solid line A1 is a voltage characteristic line indicating a relationship between the open voltage V0(Pb) of the lead-acid battery 11 and the SOC of the lead-acid battery 11. The open voltage V0(Pb) proportionally increases with an increase of the SOC. Herein, the increase of the SOC indicates an increase of the charging amount to the lead-acid battery 11. In a graph shown in FIG. 2B, a horizontal axis indicates SOC of the lithium-ion battery 12, and a solid line A2 is a voltage characteristic line indicating a relationship between the open voltage V0(Li) of the lithium-ion battery 12 and the SOC of the lithium-ion battery 12. The open voltage V0(Li) increases with an increase of the SOC. Herein, the increase of the SOC indicates an increase of the charging amount to the lithium-ion battery 12. The voltage characteristic line A2 includes two inflection points P1 and P2. At each inflection point P1, P2, a slope of the voltage characteristic line A2 is sharply changed. A segment between the two inflection points P1 and P2 has a relatively small change of slope.\nWhen the storage batteries 11, 12 perform overdischarging or overcharging, early deterioration may occur to the storage batteries 11, 12. Thus, the storage batteries 11, 12 need to be controlled to work in a range other than an overcharging range or an overdischarging range. That is, the storage batteries 11, 12 need to be controlled to work in a proper use range which is defined based on SOC. Hereinafter, the proper use range defined based on SOC is also referred to as SOC-based use range. The SOC-based use range W1(Pb) of the lead-acid battery 11 may be defined within a range of 88% to 100%, and the SOC-based use range W2(Li) of the lithium-ion battery 12 may be defined within a range of 10% to 90%. The SOC-based use range W2(Li) of the lithium-ion battery 12 may also be defined to be greater than 0% and smaller than 100%.\nIn the lead-acid battery 11, the early deterioration may occur within the SOC range of 0% to 88%. Further, FIG. 2B is an enlarged view of a part shown by a chain line in FIG. 2A. The part shown by a chain line corresponds to the SOC-based use range W1(Pb) of the lead-acid battery 11. As shown in FIG. 2A and FIG. 2B, a point corresponding to the SOC value of 0% related to the lead-acid battery 11 shown in FIG. 2B corresponds to the SOC value of 88% related to the lithium-ion battery 12. Herein, the SOC value of 88% of the lithium-ion battery 12 is a start point of the SOC-based use range W1(Pb) of the lead-acid battery 11.\nThe battery characteristic of the lithium-ion battery 12 is preliminarily set so that the voltage characteristic of the lithium-ion battery 12 satisfies the following five conditions including first condition to fifth condition. The setting of the battery characteristic of each storage battery 11, 12 may be achieved by properly setting the open voltage V0 and the internal resistance value R. In the lithium-ion battery 12, the setting of open voltage V0 may be achieved by properly selecting the positive electrode active material, the negative electrode active material and the electrolyte.\n1. First Condition\nAs shown in FIG. 2B, within a total SOC range (0% to 100%) of the lithium-ion battery 12, a specific point Vds exists within a predetermined region at a lower SOC side of the SOC-based use range W2(Li). At the specific point Vds, the open voltage V0(Li) of the lithium-Ion battery 12 is equal to the open voltage V0(Pb) of the lead-acid battery 11. Further, within the whole range of the SOC-based use range W2(Li), the open voltage V0(Li) of the lithium-ion battery 12 is always higher than the open voltage V0(Pb) of the lead-acid battery 11. In the battery characteristic shown in FIG. 2B, one inflection point P1 is defined corresponding to a SOC lower than a lower limit of the SOC-based use range W2(Li) and the other inflection point P2 is defined corresponding to a SOC higher than a upper limit of the SOC-based use range W2(Li). Further, on the voltage characteristic line A2, the specific point Vds is disposed corresponding to a higher SOC side compared with the inflection point P1. As another example, the specific point Vds may be disposed corresponding to a lower SOC side compared with the inflection point P1.\n2. Second Condition\nDuring the charging state, the internal resistance value R(Li) of the lithium-ion battery 12 and the internal resistance value R(Pb) of the lead-acid battery 11 are set to satisfy a relationship R(Li)<R(Pb). During the discharging state, the internal resistance value R(Li) of the lithium-ion battery 12 and the internal resistance value R(Pb) of the lead-acid battery 11 are set to satisfy a relationship R(Li)≤R(Pb). A difference between the current-voltage (IV) characteristics of the two batteries 11 and 12 is shown in FIG. 3. In FIG. 3, a solid line B1(Pb) indicates the IV characteristic of the lead-acid battery 11, a solid line B2(Li) indicates the IV characteristic of the lithium-ion battery 12, a solid line B3 indicates a regulated voltage Vreg. In the graph shown in FIG. 3, the horizontal axis indicates the current Ic, Id, and the vertical axis indicates the terminal voltage Vc, Vd. Further, the current Ic during the charging state is indicated by positive quantity, and the current Id during the discharging state is indicated by negative quantity.\nIn each of the IV characteristic lines B1 and B2, the terminal voltage Vc during the charging state proportionally increases with an increase of the charging current Ic, and the terminal voltage Vd during discharging state proportionally decreases with a decrease of the discharging current Id. Herein, the increase of the terminal voltage Vc indicates the charging state, and the decrease of the terminal voltage indicates the discharging state. A slope of each of the IV characteristic lines B1 and B2 indicates the internal resistance value R. In the lithium-ion battery 12, the internal resistance value R(Li) is the same during the charging state and the discharging state. In the lead-acid battery 11, the internal resistance value R(Pb) during the charging state is larger than the internal resistance value R(Pb) during the discharging state. Thus, during the charging state, the internal resistances R of the two batteries satisfy the relationship R(Li)<R(Pb). Further, during the discharging state, the internal resistances R of the two batteries satisfy the relationship R(Li)≤R(Pb).\nFor satisfying the above-described condition, during the operation state of the electrical loads 14 a to 14 c, that is, during the discharging state of the batteries 11, 12, the terminal voltages Vd may be set to satisfy a relationship Vd(Li)>Vd(Pb). Further, during the charging of the batteries 11, 12 by the rotator 10, the terminal voltages may be set to satisfy a relationship Vc(Li)>Vc(Pb) within a predetermined range close to a zero point of the current Ic, and the terminal voltages may be set to satisfy a relationship Vc(Li)<Vc(Pb) in a remaining range except the predetermined range close to the zero point of the current Ic. Under this setting condition, the internal resistance value R(Li) of the lithium-ion battery 12 can be controlled to be smaller than the internal resistance value R(Pb) of the lead-acid battery 11 during the changing state of the batteries 11, 12.\n3. Third Condition\nDuring the charging state, during a maximum charging current (Imax) flow through the lithium-ion battery 12, the terminal voltage Vc(Li) of the lithium-ion battery 12 is set to be lower than the regulation voltage Vreg generated by the rotator 10. That is, during the charging state, the lithium-ion battery 12 has the terminal voltage Vc(Li), and a value of the terminal voltage Vc(Li), which corresponds to the upper limit (90%) of the SOC-based use range W2(Li), is set to be lower than the regulation voltage Vreg.\n4. Fourth Condition\nThe SOC-based use range W2(Li) of the lithium-ion battery 12 includes a center point P3 at a center position of the SOC-based use range W2(Li). A slope of the voltage characteristic line A2 corresponding to a lower SOC side of the center point P3 is set different from a slope of the voltage characteristic line A2 corresponding to a higher SOC side of the center point P3. Herein, the slope of the voltage characteristic line A2 indicates a changing rate of the open voltage with respect to the SOC. When satisfying this condition, the voltage characteristic line A2 has a wave shape which is protruded upward. In this case, with respect to the center point P3, the slope (average slope) of the voltage characteristic line A2 at the lower SOC side is greater than the slope of the voltage characteristic line A2 at the higher SOC side. Further, instead of defining the center point P3 at the center position of the SOC-based use range W2(Li), a point may be defined as a reference close to the upper limit of the SOC-based use range W2(Li) or close to the lower limit of the SOC-based use range W2(Li). In this case, the slope of the voltage characteristic line A2 may be set based on the reference point defined close to the upper limit or the lower limit of the SOC-based use range W2(Li).\n5. Fifth Condition\nIn the voltage characteristic line A2 of the lithium-ion battery 12, a segment between the inflection points P1 and P2 has a relatively small slope, and a segment corresponding to the lower SOC side of the inflection point P1 and a segment corresponding to the higher SOC side of the inflection point P2 have respective slopes higher than the slope of the segment between the inflection points P1 and P2.\nThe controller 20 controls turning on and turning off of each switch 15, 16. Thus, the controller 20 is also referred to as a switch controller. When the ignition switch of the vehicle is in off state, the controller 20 maintains the switches 15, 16 in off states. When the ignition switch is turned on, the controller 20 maintains the MOS switch 15 and the SMR switch 16 in on states, and then, when the engine start is activated by the rotator 10, the controller 20 turns off the MOS switch 15. The controller 20 also turns off the MOS switch 15 when the engine is restarted from the off state after the ignition switch of the vehicle is turned on. In this case, after the turning on of the ignition switch, the stop of the engine may be caused by the idling reduction control or the coasting travel control, and then the engine is restarted from the off state in response to a satisfaction of the engine restart condition.\nWith the above-described configuration, after the turning on of the vehicle power (ignition switch) and before the restart of the engine from the off state, the electrical loads 14 a to 14 c are always connected with the two storage batteries 11, 12. During the engine restart duration, the MOS switch 15 is maintained in the off state. Thus, the voltage fluctuation caused by the driving operation of the rotator 10 is suppressed from being transferred to the lead-acid battery 11 and | An electric power source system for a vehicle includes a lead-acid battery electrically connected with the starting device in parallel as a first storage battery, a second storage battery electrically connected with the starting device in parallel, a switch device disposed between the lead-acid battery and the second storage battery on an electrical path connecting the lead-acid battery with the second storage battery, at least one electrical load electrically connected to the electrical path and disposed closer to the lead-acid battery, and a switch controller controlling the switch device to maintain a closed state except an engine start duration while the engine is being started by a starting device after a power of the vehicle is turned on. | US:15/060,987 | https://patentimages.storage.googleapis.com/48/5b/26/32bf37c4dbd260/US10059286.pdf | US:10059286 | Toshiyo Teramoto, Shigenori Saito | Denso Corp | JP:2006335253:A, JP:2012056434:A, JP:2012130108:A, US:20120330538:A1, JP:2013023103:A, JP:2014184752:A, JP:2015042509:A, JP:2015109741:A, JP:2015154618:A | 2018-08-28 | 2018-08-28 | 1. An electric power source system for a vehicle, the vehicle including a starting device driven by an electric power and starting an engine of the vehicle, the starting device being provided by an electric power generator, the electric power source system comprising:\na lead-acid battery electrically connected with the starting device in parallel as a first storage battery;\na second storage battery electrically connected with the starting device, the lead-acid battery and the second storage battery being connected in parallel with respect to the starting device;\na switch device disposed between the lead-acid battery and the second storage battery on an electrical path that electrically connects the lead-acid battery with the second storage battery;\nat least one electrical load electrically connected to the electrical path and disposed closer to the lead-acid battery compared with the second storage battery on the electrical path;\na switch controller, after a power of the vehicle is turned on, controlling the switch device to maintain a closed state except an engine start duration while the engine is being started by the starting device; and\na power supply control device disposed on a bypass path, wherein\nthe bypass path bypasses the switch device and is connected to the electrical path that connects the lead-acid battery with the second storage battery, and\nwhen a failure occurrence is determined in the lead-acid battery, the power supply control device activates a power supply from the second storage battery to the at least one electrical load.\n, a lead-acid battery electrically connected with the starting device in parallel as a first storage battery;, a second storage battery electrically connected with the starting device, the lead-acid battery and the second storage battery being connected in parallel with respect to the starting device;, a switch device disposed between the lead-acid battery and the second storage battery on an electrical path that electrically connects the lead-acid battery with the second storage battery;, at least one electrical load electrically connected to the electrical path and disposed closer to the lead-acid battery compared with the second storage battery on the electrical path;, a switch controller, after a power of the vehicle is turned on, controlling the switch device to maintain a closed state except an engine start duration while the engine is being started by the starting device; and, a power supply control device disposed on a bypass path, wherein, the bypass path bypasses the switch device and is connected to the electrical path that connects the lead-acid battery with the second storage battery, and, when a failure occurrence is determined in the lead-acid battery, the power supply control device activates a power supply from the second storage battery to the at least one electrical load., 2. The electric power source system according to claim 1, further comprising:\na failure determinator determining whether a failure is occurred in the lead-acid battery,\nwherein, when the failure determinator determines a failure occurrence in the lead-acid battery, the switch controller sets the switch device to the closed state during the engine start duration.\n, a failure determinator determining whether a failure is occurred in the lead-acid battery,, wherein, when the failure determinator determines a failure occurrence in the lead-acid battery, the switch controller sets the switch device to the closed state during the engine start duration., 3. The electric power source system according to claim 2, further comprising:\na vehicle speed determinator determining whether a vehicle speed is equal to or higher than a threshold value; and\na power supply limitator limiting a power supply to the at least one electrical load, wherein\nthe at least one electrical load includes a travelling related electrical load that is related to a vehicle travelling and a travelling non-related electrical load that is not related to the vehicle travelling, and\nwhen a failure occurrence is determined in the lead-acid battery and the vehicle speed is determined to be equal to or higher than the threshold value, the power supply limitator limits the power supply to the travelling non-related electrical load.\n, a vehicle speed determinator determining whether a vehicle speed is equal to or higher than a threshold value; and, a power supply limitator limiting a power supply to the at least one electrical load, wherein, the at least one electrical load includes a travelling related electrical load that is related to a vehicle travelling and a travelling non-related electrical load that is not related to the vehicle travelling, and, when a failure occurrence is determined in the lead-acid battery and the vehicle speed is determined to be equal to or higher than the threshold value, the power supply limitator limits the power supply to the travelling non-related electrical load., 4. The electric power source system according to claim 3, wherein,\nwhen a failure occurrence is determined in the lead-acid battery and the vehicle speed is determined to be lower than the threshold value, the power supply limitator limits the power supply to at least one of the travelling related electrical load or the travelling non-related electrical load.\n, when a failure occurrence is determined in the lead-acid battery and the vehicle speed is determined to be lower than the threshold value, the power supply limitator limits the power supply to at least one of the travelling related electrical load or the travelling non-related electrical load., 5. The electric power source system according to claim 3, wherein\nthe power supply limitator sets a limiting level of the power supply to the travelling related electrical load or to the travelling non-related electrical load corresponding to the vehicle speed determined by the vehicle speed determinator.\n, the power supply limitator sets a limiting level of the power supply to the travelling related electrical load or to the travelling non-related electrical load corresponding to the vehicle speed determined by the vehicle speed determinator., 6. The electric power source system according to claim 2, wherein\nthe electric power generator used as the starting device is a motor generator which has a starting function as the starting device, and\nthe motor generator is electrically connected to the electrical path and is disposed closer to the lead-acid battery compared with the switch device on the electrical path.\n, the electric power generator used as the starting device is a motor generator which has a starting function as the starting device, and, the motor generator is electrically connected to the electrical path and is disposed closer to the lead-acid battery compared with the switch device on the electrical path., 7. The electric power source system according to claim 1, wherein\nthe power supply control device is provided by a diode connected with the switch device in parallel with a direction from the second storage battery toward the at least one electrical load as a forward direction.\n, the power supply control device is provided by a diode connected with the switch device in parallel with a direction from the second storage battery toward the at least one electrical load as a forward direction. | US | United States | Active | B | True |
| 481 | 전기자동차 충전용 인렛장치 \n | KR20130124835A | NaN | 본 발명은 전기자동차 충전용 인렛장치에 관한 것이다. 이와 같은 본 발명은 내면이 외부로 노출되도록 전기자동차의 일측에 매립된 형태로 설치되는 외부하우징과; 상기 외부하우징의 내면에 일정 높이로 돌출되게 설치되어 전원을 공급받는 인렛터미널과; 상기 인렛터미널을 감싸는 형태로 상기 외부하우징의 내부에 구비되는 내부하우징과; 상기 인렛터미널과 전기자동차의 내부 일측에 구비된 배터리를 전기적으로 연결하는 연결선과; 상기 내부하우징의 외면에 상기 내부하우징의 높이 방향을 따라 이동가능하게 구비되어 상기 인렛터미널과 내부하우징의 단부가 외부로부터 선택적으로 차폐되도록 하는 차폐부를; 포함하는 전기자동차 충전용 인렛장치를 제공한다. | KR:1020120048280A | https://patentimages.storage.googleapis.com/ba/6c/51/07aa9bd25d1eb7/KR20130124835A.pdf | NaN | 황창재, 하병철 | 주식회사 유라코퍼레이션 | NaN | Not available | 2017-06-07 | 내면이 외부로 노출되도록 전기자동차의 일측에 매립된 형태로 설치되는 외부하우징과;상기 외부하우징의 내면에 일정 높이로 돌출되게 설치되어 전원을 공급받는 인렛터미널과;상기 인렛터미널을 감싸는 형태로 상기 외부하우징의 내부에 구비되는 내부하우징과;상기 인렛터미널과 전기자동차의 내부 일측에 구비된 배터리를 전기적으로 연결하는 연결선과;상기 내부하우징의 외면에 상기 내부하우징의 높이 방향을 따라 이동가능하게 구비되어 상기 인렛터미널과 내부하우징의 단부가 외부로부터 선택적으로 차폐되도록 하는 차폐부를; 포함한 것을 특징으로 하는 전기자동차 충전용 인렛장치., 제1항에 있어서,상기 차폐부는 상기 내부하우징보다 더 큰 직경을 갖도록 형성되며 그 상면과 하면이 개구 형성되어 상기 내부하우징의 외면에 삽입되는 차폐부재와, 상기 외부하우징의 저부면과 상기 차폐부재 사이에 구비되어 상기 차폐부재를 탄성지지하는 탄성스프링을 포함한 것을 특징으로 하는 전기자동차 충전용 인렛장치., 제2항에 있어서,상기 내부하우징의 외면에는 걸림턱이 돌출되게 형성되고, 상기 차폐부재의 하부 내면에는 상기 걸림턱에 걸리어 상기 차폐부재가 상기 내부하우징의 외면에서 이탈되지 않도록 하는 돌출부재가 돌출 형성된 것을 특징으로 하는 전기자동차 충전용 인렛장치., 제1항에 있어서,상기 외부하우징의 일측에는 상기 외부하우징에 삽입되는 아웃렛장치에 형성된 걸림홈에 삽입되어 상기 아웃렛장치가 상기 외부하우징에 삽입된 상태를 유지시키는 걸림고리가 구비된 것을 특징으로 하는 전기자동차 충전용 인렛장치., 제3항에 있어서,상기 차폐부재의 상면에는 그 판면이 교차되게 절개 형성되어 상기 아웃렛장치를 상기 인렛장치에 삽입시에 접혀지고, 상기 아웃렛장치를 상기 인렛장치로부터 이탈시에 펼쳐져서 상기 차폐부재의 상면을 외부로부터 차폐시키는 별도의 차폐커버가 구비된 것을 특징으로 하는 전기자동차 충전용 인렛장치., 제1항 내지 제5항 중 어느 한 항에 있어서,상기 외부하우징의 일측에는 상기 외부하우징의 개구 형성된 면을 선택적으로 개폐할 수 있는 별도의 커버부재가 구비되고, 상기 커버부재가 회동가능하게 결합된 지점과 대향측의 상기 외부하우징에는 상기 커버부재가 닫힌 상태를 유지시킬 수 있는 걸림부재가 구비된 것을 특징으로 하는 전기자동차 충전용 인렛장치. | KR | South Korea | NaN | H | True |
| 482 | 一种电动汽车制动能量回收自适应控制方法 \n | CN102951027A | 【技术领域】\n\t本发明涉及一种电动汽车整车控制领域，特别涉及一种电动汽车制动能量回收自适应控制方法。【背景技术】\n\t现有的电动汽车制动能量回收过程中，对电池组的充电可控性不强，尤其未能综合协调整车动力电池系统和电机系统，容易造成电动汽车的电池损伤，降低电池的使用寿命。【发明内容】\n\t本发明要解决的技术问题，在于提供一种电动汽车制动能量回收自适应控制方法，提高电池组在制动时的充电可控性。本发明是这样实现的：一种电动汽车制动能量回收自适应控制方法，该方法设置一整车控制器、一负责检测电动汽车电池状态的电池管理系统装置、一电机控制器及一安装于电动汽车制动踏板上的角度位置传感器；所述整车控制器分别与该电池管理系统装置、电机控制器、角度传感器连接；该方法具体包括如下步骤：步骤10、踩踏电动汽车的制动踏板后，整车控制器根据电池管理系统装置反馈的当前电池的电压及电流判断电池是否故障；若电池无故障，依据该电池的荷电状态、温度计算该电池的充电功率；若电池为故障，依据该电池的最高电压、最大充电电流确定该电池的充电功率；步骤20、整车控制器根据所述步骤10中的充电功率及该电机控制器反馈的电机转速得到一用于检视该电池所能承受充电能量大小的充电扭矩值；步骤30、整车控制器根据该电机控制器反馈的电机温度及所述步骤20中的电机转速确定该电机所能承受充电能量大小的一最大允许制动扭矩值；步骤40、通过所述充电扭矩值及最大允许制动扭矩值得到一制动系统能量回收扭矩值；步骤50、所述角度位置传感器依据该制动踏板踩踏的角度得到一个力矩系数值K；将该力矩系数值K乘以该制动系统能量回收扭矩值得到一电机回馈扭矩值；步骤60、所述整车控制器依据该电机回馈扭矩值控制电动汽车制动时所回收的电流，从而完成制动能量回收的控制。本发明具有如下优点：通过得出的电机回馈扭矩值自动调整电动汽车制动时所回收的电流。【附图说明】\n\t下面参照附图结合实施例对本发明作进一步的说明。图1为本发明一种电动汽车制动能量回收自适应控制方法的执行流程图。图2为本发明一种电动汽车制动能量回收自适应控制方法的电路结构示意图。图3为本发明一种电动汽车制动能量回收自适应控制方法的制动能量回收流程示意图。【具体实施方式】\n\t请参阅图1和图2所示，一种电动汽车制动能量回收自适应控制方法，该方法设置一整车控制器（即VCU）、一负责检测电动汽车电池状态的电池管理系统装置（即BMS）、一电机控制器（即MCU）及一安装于电动汽车制动踏板上的角度位置传感器；所述整车控制器分别与该电池管理系统装置、电机控制器、角度传感器连接；该方法具体包括如下步骤：步骤10、踩踏电动汽车的制动踏板后，整车控制器根据电池管理系统装置反馈的当前电池的电压及电流判断电池是否故障；若电池无故障，依据该电池的荷电状态（即SOC）、温度计算该电池的充电功率；若电池为故障，依据该电池的最高电压、最大充电电流确定该电池的充电功率；步骤20、整车控制器根据所述步骤10中的充电功率及该电机控制器反馈的电机转速得到一用于检视该电池所能承受充电能量大小的充电扭矩值；步骤30、整车控制器根据该电机控制器反馈的电机温度及所述步骤20中的电机转速确定该电机所能承受充电能量大小的一最大允许制动扭矩值；步骤40、通过所述充电扭矩值及最大允许制动扭矩值得到一制动系统能量回收扭矩值；步骤50、所述角度位置传感器依据该制动踏板踩踏的角度得到一个力矩系数值K；将该力矩系数值K乘以该制动系统能量回收扭矩值得到一电机回馈扭矩值，该电机回馈扭矩值即为制动状态下，电动汽车的电机进行能量回收时的最大制动扭矩值；步骤60、所述整车控制器依据该电机回馈扭矩值控制电动汽车制动时所回收的电流，从而完成制动能量回收的控制。如图2至图3所示，本发明在应用时，整车控制器通过电池管理系统装置，根据当前电池电压及电池电流确定电池运行状态（是否存在故障），若无任何故障则由当前电池SOC和电池温度计算此时电池的能充电功率；若此时电池存在故障则根据电池最高电压和电池最大充电电流等信息确定此时电池的能充电功率。电池充电功率确定后，VCU根据电池充电功率、MCU反馈的电机转速计算当前车速下的电池的充电扭矩值（充电时的扭矩并非实际意义的扭矩，而是VCU与MCU协定的反应回收能量大小的一个值，即表示电池所能承受的回收能量大小），从而在制动能量回收时确保电池不过充。VCU根据电机温度和当前电机转速下的最优转矩确定电机的最大允许制动扭矩值（即表示电机所能承受的回收能量大小），确保制动能量回收时电机切换到发电模式时的运行安全。VCU通过综合上述扭矩值（即充电扭矩值、最大允许制动扭矩值）得出当下制动时电动车能量回收的最大制动扭矩值（即制动系统能量回收扭矩值）；VCU依据车辆制动时的制动系统能量回收扭矩值乘以制动踏板开度对应的力矩系数值K所得到电机回馈扭矩值对电池的回收能量进行控制，即可保证当前在电动汽车制动状态下的回收电流可控并安全。虽然以上描述了本发明的具体实施方式，但是熟悉本技术领域的技术人员应当理解，我们所描述的具体的实施例只是说明性的，而不是用于对本发明的范围的限定，熟悉本领域的技术人员在依照本发明的精神所作的等效的修饰以及变化，都应当涵盖在本发明的权利要求所保护的范围内。 | 本发明提供一种电动汽车制动能量回收自适应控制方法，踩踏电动汽车的制动踏板后，整车控制器根据电池管理系统装置反馈的当前电池的电压及电流判断电池是否故障，从而确定电池的充电功率；根据充电功率及电机转速得到一充电扭矩值；整车控制器根据电机温度及电机转速确定一最大允许制动扭矩值；通过充电扭矩值及最大允许制动扭矩值得到一制动系统能量回收扭矩值；角度传感器得到一个力矩系数值K；将力矩系数值K乘以制动系统能量回收扭矩值得到一电机回馈扭矩值；整车控制器依据电机回馈扭矩值控制电动汽车制动时所回收的电流，完成制动能量回收的控制。本发明的优点在，兼顾动力电池、电机系统，使制动回收电流可控，提高电动车续驶里程。 | CN:2012104956227A | https://patentimages.storage.googleapis.com/30/c4/1e/c356d8b826165f/CN102951027A.pdf | NaN | 邓冠丰 | Southeast Fujian Automobile Industry Co Ltd | US:20110303498:A1, CN:101244700:A, CN:101596869:A, CN:102490722:A | Not available | 2013-03-06 | 1.一种电动汽车制动能量回收自适应控制方法，该方法设置一整车控制器、一负责检测电动汽车电池状态的电池管理系统装置、一电机控制器及一安装于电动汽车制动踏板上的角度位置传感器；所述整车控制器分别与该电池管理系统装置、电机控制器、角度传感器连接，其特征在于：, 该方法具体包括如下步骤：, 步骤10、踩踏电动汽车的制动踏板后，整车控制器根据电池管理系统装置反馈的当前电池的电压及电流判断电池是否故障；若电池无故障，依据该电池的荷电状态、温度计算该电池的充电功率；若电池为故障，依据该电池的最高电压、最大充电电流确定该电池的充电功率；, 步骤20、整车控制器根据所述步骤10中的充电功率及该电机控制器反馈的电机转速得到一用于检视该电池所能承受充电能量大小的充电扭矩值；, 步骤30、整车控制器根据该电机控制器反馈的电机温度及所述步骤20中的电机转速确定该电机所能承受充电能量大小的一最大允许制动扭矩值；, 步骤40、通过所述充电扭矩值及最大允许制动扭矩值得到一制动系统能量回收扭矩值；, 步骤50、所述角度位置传感器依据该制动踏板踩踏的角度得到一个力矩系数值K；将该力矩系数值K乘以该制动系统能量回收扭矩值得到一电机回馈扭矩值；, 步骤60、所述整车控制器依据该电机回馈扭矩值控制电动汽车制动时所回收的电流，从而完成制动能量回收的控制。 | CN | China | Pending | NaN | True |
| 483 | 一种充电电路及车辆 \n | CN213007972U | NaN | 本实用新型实施例提供了一种充电电路及车辆，充电电路包括高压回路、低压回路和隔离继电器；低压回路用于控制高压回路，隔离继电器设置于高压回路与低压回路之间；在低压回路中，车载充电机与直流变换器电连接，直流变换器与整车控制器电连接，慢充继电器设置在车载充电机与直流变换器之间的电路上，充电接口与车载充电机电连接，蓄电池与车载充电机电连接，低压辅助电源与车载充电机之间通过机械开关电连接。本实用新型实施例中通过在高压回路和低压回路之间设置隔离继电器，当隔离继电器断开时，高压回路与低压回路隔离，利用低压辅助电源可以激活整车控制器，控制隔离继电器闭合，完成充电过程，向蓄电池充电，提升了蓄电池充电的便利性。 | CN:202021247875.9U | https://patentimages.storage.googleapis.com/92/72/2f/4052038f521ed5/CN213007972U.pdf | CN:213007972:U | 张唯 | Beiqi Foton Motor Co Ltd | NaN | Not available | 2020-02-18 | 1.一种充电电路，其特征在于，所述充电电路包括高压回路(10)、低压回路(11)和隔离继电器(12)；, 所述低压回路(11)用于控制所述高压回路(10)，所述隔离继电器(12)设置于所述高压回路(10)与所述低压回路(11)之间；, 所述低压回路(11)包括整车控制器(111)、车载充电机(112)、直流变换器(113)、充电接口(114)、蓄电池(115)、低压辅助电源(116)和慢充继电器(117)，所述车载充电机(112)与所述直流变换器(113)电连接，所述直流变换器(113)与所述整车控制器(111)电连接，所述慢充继电器(117)设置在所述车载充电机(112)与所述直流变换器(113)之间的电路上，所述充电接口(114)与所述车载充电机(112)电连接，所述蓄电池(115)与所述车载充电机(112)电连接，所述低压辅助电源(116)与所述车载充电机(112)之间通过机械开关电连接；, 在所述隔离继电器(12)闭合的情况下，所述高压回路(10)与所述低压回路(11)导通。, 2.根据权利要求1所述充电电路，其特征在于，所述低压回路(11)还包括辅助电源继电器(118)，所述辅助电源继电器(118)设置在所述蓄电池(115)和所述低压辅助电源(116)之间的电路上。, 3.根据权利要求1所述充电电路，其特征在于，所述高压回路(10)包括动力电池(101)、电池管理控制器(102)、正极继电器(103)、负极继电器(104)、预充继电器(105)和高压控制盒(106)；, 所述电池管理控制器(102)与所述动力电池(101)、所述正极继电器(103)、所述负极继电器(104)和所述预充继电器(105)电连接；, 所述动力电池(101)的正极和负极与所述高压控制盒(106)电连接，所述正极继电器(103)设置于所述动力电池(101)的正极与所述高压控制盒(106)之间，所述负极继电器(104)设置于所述动力电池(101)的负极与所述高压控制盒(106)之间，所述预充继电器(105)与所述正极继电器(103)并联。, 4.根据权利要求3所述充电电路，其特征在于，, 所述高压控制盒(106)、所述直流变换器(113)和所述车载充电机(112)为一体化集成控制单元。, 5.根据权利要求1所述充电电路，其特征在于，, 所述机械开关为常开机械开关，所述常开机械开关设置于所述充电接口(114)内。, 6.根据权利要求1所述充电电路，其特征在于，, 所述低压辅助电源(116)的输出电压为12V和/或24V。, 7.根据权利要求1所述充电电路，其特征在于，, 所述直流变换器(113)的输入电压为150V～500V，输出电压为12V和24V。, 8.一种车辆，其特征在于，所述车辆包括慢充线缆和权利要求1至7任一项所述的充电电路。, 9.根据权利要求8所述的车辆，其特征在于，所述车辆还包括电机控制器，所述电机控制器连接在所述高压回路(10)中。, 10.根据权利要求8所述的车辆，其特征在于，所述慢充线缆的两端分别为第一插头和第二插头；, 所述第一插头为与所述充电接口匹配的插头，所述第二插头为220V标准插头。 | CN | China | Active | Y | True |
| 484 | 電源装置および車両 \n | WO2007145304A1 | 明細書 電源装置および車両 技術分野 本発明は、 電源装置および電源装置を備える車両に関する。 背景技術 近年、 電動機を駆動源として用いる電気自動車や、 駆動源としての電動機とそ の他の駆動源 （たとえば、 内燃機関、 燃料電池等） とを組み合わせた、 いわゆる ハイプリッド電気自動車が実用化されてきている。 このような自動車においては、 電動機にエネルギーである電気を供給するための蓄電機器が搭載される。 蓄電機 器としては、 たとえば、 繰り返し充放電が可能な二次電池やキャパシタなどが配 置される。 二次電池としては、 ニッケル—カドミウム電池、 ニッケル—水素電池、 または リチウムイオン電池などが用いられる。 二次電池は、 たとえば、 電池セルが積層 された電池モジュールを含む。 電池モジュールは、 蓄電ケースに収容された状態 で車両に搭載される。 電池モジュールは、 直流で電力を供給する。 車両に搭載さ れる二次電池は、 高電圧および高出力を必要とするため、 たとえば、 1 . 2 V程 度の電池セルを 6個程度直列に接続した電池モジュールを 3 0個程度直列に接続 して電池モジュールが形成されている。 このような電池モジュールの入出力電圧 は高電圧になる。 車両の動力となるモータは、 交 で駆動される。 蓄電機器からの直流の電気は、 インバータによって交流に変換されてモータに送電される。 電源装置には、 モー タを駆動するためのインバータの他に、 オーディオ機器などの捕機や制御機器な どが接続される場合がある。 このような機器は低電圧で駆動される。 このために、 電源装置には、 蓄電機器の電圧を降圧するためのコンバータが配置されているも のがある。 特開 2 0 0 4— 1 1 4 8 2 1号公報においては、 自動車のエンジンルームに設 \n\n置されるパッケージケースに、 4 2 V系統の電源部品と 1 4 V系統の電源部品を 集約的に実装した電源パ :ノケージが開示されている。 この電源パッケージにおい ては、 電源部品同士や外部との接続のためのすべての電源配線をバスパーで構成 し、 各電源部品を装着方向にスライドさせるだけで、 両者のバスパー同士が接続 されるように形成されている。 この電源パッケージによれば、 布線レス化を図り、 実装作業および配線作業を容易にできると開示されている。 また、 この電源パッ ケージにおいては、 インバータ、 D CZD Cコンバータ、 3 6 Vバッテリ、 1 2 Vバッテリなどが、 パッケージケースの内部に設置されて、 このパッケージケ一 スごと自動車のエンジンルーム内に収容されることが開示されている。 特開 2 0 0 4— 1 0 6 8 0.7号公報においては、 車両を駆動する駆動モータに 電力を供給する高電位バッテリと、 車両の補機に電力を供給する低電位バッテリ とを有するハイブリッド車であって、 高電位バッテリを複数のバッテリュニット に分割し、 分割された高電位バッテリのバッテリユニットおよび低電位バッテリ を、 車両の最後部座席の後方で車両の車体側壁寄りに振り分けて配置したハイブ リツド車が開示されている。 このハイブリッド車によれば、 車両の重量バランス の均一化、 荷物室の平坦化、 トランクスルーを可能にすると開示されている。 特開 2 0 0 5— 2 9 7 8 6 0号公報においては、 車両後部に共に配置される高 電圧バッテリと補機用バッテリを併用するハイブリッド自動車において、 1 2 V の補機用バッテリの近傍にヒュ一ジブルリンクボックスを設け、 高電圧バッテリ と補機用バッテリとの間の電圧変換を行なう D CZD Cコンバータの出力線であ る電力線をエンジンルームに戻さず、 ヒユージブルリンクボックスに接続した車 両用電源装置が開示されている。 この車両用電源装置によれば、 電力線の配索経 路の確保が容易になると開示されている。 特開 2 0 0 5— 1 7 8 7 3 2号公報においては、 バッテリと、 インバータと、 D C—D Cコンバータとファンとをリアシート下に集中的に配置し、 リアシート の車幅方向の一端の下側に冷却空気入り口を設け、 他端の下側に冷却空気出口を 設けた車両モータ用高圧電装の冷却装置が開示されている。 この装置によれば、 ユーティリティの低下などを招くことなく高圧電装機器を効率的に冷却できると 開示されている。 \n\n 特開平 9— 1 4 9 5 5 2号公報においては、 3 0 0 Vの電圧を有する主バッテ リと、 主バッテリの電圧を 1 2 Vに変換する電圧コンバータと、 主バッテリの電 圧を 2 4 Vに変換する電圧コンバータとを備えた電源装置が開示されている。 特開平 9一 2 0 0 9 0 2号公報においては、 駆動用モータ制御装置によって制 御される駆動用モータに給電するための主電源と、 駆動用モータとは定格電圧が 種々に異なる電気負荷に給電するため、 主電源の電圧をそれら種々の定格電圧に 対応した電圧に変換する電圧コンバータにより構成される複数個の副電源とを備 えた電気自動車用電源装置が開示されている。 電源装置から取り出される電圧としては、 たとえば、 約 1 2 Vの電圧と約 3 0 O Vの電圧とが挙げられる。 近年においては、 これらの電圧に加え、 さらなる電 圧の電源が必要となる場合が生じている。 たとえば、 モータによって駆動力を供 給する電動パワーステアリングなどの装置においては、 約 1 2 Vの電圧では駆動 力が十分でない場合があり、 約 3 0 0 Vの電圧では、 電圧が高すぎる場合があつ た。 そこで、 電動パワーステアリングを駆動するための電源として、 たとえば約 4 0 Vの電気を用いることが検討されている。 このように、 従来の電源が供給す る電圧に加えて、 さらなる電圧が必要になる場合がある。 上記の特開 2 0 0 4— 1 1 4 8 2 1号公報に開示された電源パッケージにおい ては、 3 6 Vのバッテリと 1 2 Vのバッテリが配置されている。 このように、 高 電圧系統のバッテリと低電圧系統のバッテリとがそれぞれ配置されていると、 電 源装置が大型化するという問題がある。 また、 特開平 9— 1 4 9 5 5 2号公報ま たは特開平 9—2 0 0 9 0 2号公報においては、 主バッテリと複数の電圧コンパ ータとが接続され、 複数の電圧の電気を供給することが開示されているものの、 それぞれの機器の構成や配置などは開示されていない。 発明の開示 本発明は、 3種類以上の電圧の電気を供給することができる小型の電源装置お よび電源装置を備える車両を提供することを目的とする。 本発明に基づく電源装置は、 車両に搭載される電源装置であって、 蓄電機器と、 上記蓄電機器を収容するための蓄電ケースと、 上記蓄電機器の出力電圧を第 1電 \n\n圧に降圧する第 1コンバータと、 上記蓄電機器の出力電圧を第 2電圧に降圧する 第 2コンバータとを備える。 上記蓄電機器、 上記第 1コンバータおよび上記第 2 コンバータが上記蓄電ケースに固定されている。 上記発明において好ましくは、 上記第 1コンバータは、 上記蓄電ケースの一方 の端部に配置されている。 上記第 2コンバータは、 上記蓄電ケースの上記一方の 端部と反対側の他方の端部に配置されている。 上記発明において好ましくは、 上記第 1コンバータは、 冷却装置によって強制 的に冷却されるように形成されている。 上記第 2コンバータは、 自然冷却によつ て冷却されるように形成されている。 本発明に基づく車両は、 上述の電源装置を備える車両であって、 上記第 1コン バータおよび上記第 2コンバータは、 車体の幅方向の両側の端部にそれぞれ配置 されている。 上記第 1コンバータおよび上記第 2コンバータは、 それぞれが上記 蓄電ケースの車体の前側の端面および車体の後側の端面から飛び出さないように 配置されている。 本発明によれば、 3種類以上の電圧の電気を供給することができる小型の電源 装置および電源装置を備える車両を提供することができる。 '図面の簡単な説明 図 1は、 本発明に基づく実施の形態における電源装置の概略斜視図である。 図 2は、 本発明に基づく実施の形態における車両の概略断面図である。 図 3は、 本発明に基づく実施の形態における電源装置の概略分解斜視図である。 図 4は、 本発明に基づく実施の形態における電源装置が配置されている車両の 第 1の概略断面図である。 図 5は、 本発明に基づく実施の形態における電源装置が配置されている車両の 第 2の概略断面図である。 図 6は、 本発明に基づく実施の形態における電源装置の概略断面図である。 発明を実施するための最良の形態 図 1から図 6を参照して、 本発明に基づく実施の形態における電源装置および \n\n電源装置を備える車両について説明する。 図 1は、 本実施の形態における電源装置の概略斜視図である。 本実施の形態に おける電源装置は、 車両に搭載される。 矢印 6 1の向きは、 車体の前側を示す向 きである。 二次電池やキャパシタ等の蓄電機器は、 蓄電ケースに収容されて車両に搭載ざ れる。 本発明においては、 蓄電機器と、 蓄電ケースとを含む機器を蓄電パックど いう。 蓄電パックには、 その他の構成部品が含まれていても構わない。 その他の 構成部品としては、 たとえば、 冷却ダクトゃ冷却ファンなどの蓄電機器を冷却す るための送風装置が含まれる。 本実施の形態における電源装置は、 蓄電パック 1を備える。 蓄電パック 1は、 蓄電機器としての電池モジュール 3 1を備える。 本実施の形態における電池モジ ユール 3 1は、 二次電池である。 電池モジュール 3 1は、 発進時、 加速時または 登坂時などにモータに電力を供給したり、 減速時に回生発電された電力を蓄えた りできるように形成されている。 本実施の形態における電池モジュール 3 1は、 複数のバッテリセルを含む。 電 池モジュール 3 1は、 複数のバッテリセルが配列することにより構成されている。 本実施の形態における電池モジュール 3 1は、 1 . 2.Vのバッテリセルが直列に 接続されることにより、 2 8 8 Vの電圧を出力できるように形成されている。 本実施の^^態における蓄電パック 1は、 蓄電機器を収容するための蓄電ケース 2 1を備える。 蓄電ケース 2 1は箱型に形成されている。 蓄電ケース 2 1は、 口 ァケース 2 2とアツパケース 2 3， 2 4とを含む。 ロアケース 2 2は、 プレート 2 5を有する。 プレート 2 5は、 蓄電パック 1を車体本体の支持部材に固定可能 なように形成されている。 プレート 2 5は、 蓄電ケース 2 1の車両後方の端部に 形成されている。 本実施の形態における蓄電パック 1は、 電気機器 3 4を含む。 蓄電パック 1は、 電池モジュール 3 1に電気的に接続され、 電圧を第 1電圧に降圧するための第 1 コンバータとしての D CZD Cコンバータ 2を含む。 本実施の形態における D C ZD Cコンバータ 2は、 電池モジュール 3 1の 2 8 8 Vの出力を 1 2 Vに変換で きるように形成されている。 D C /D Cコンバータ 2は、 蓄電ケース 2 1の内部 \n\nに配置されている。 蓄電パック 1は、 電池モジュール 3 1の電圧を第 2電圧に降圧するための第 2 のコンバータとして D CZD Cコンバータ 3を含む。 本実施の形態における D C ノ D Cコンバータ 3は、 電池モジュール 3 1の 2 8 8 Vの出力を 4 2 Vに変換で きるように形成されている。 本実施の形態においては、 D C/D Cコンバータ 3は、 蓄電ケース 2 1の外側 に配置されている。 D C/D Cコンバータ 3は、 アツパケース 2 3の外面に固定 されている。 D C/D Cコンバータ 3は、 図示しない導線により、 電池モジユー ル 3 1に接続されている。 本実施の形態におけるアツパケース 2 4は、 蓄電ケース 2 1の内部に冷却空気 を導入するための吸気ダクト 2 4 aを有する。 アツパケース 2 4は、 蓄電ケース 2 1の内部から冷却空気を排出するための排気ダクト 2 4 bを有する。 図 2に、.本実施の形態における電源装置を搭載した車両の概略断面図を示す。 本実施の形態における車両は、 いわゆるセダンタイプの自動車である。 車両は、 ボディ 4 1を備える。 ボディ 4 1は、 長手方向を有する。 本実施の形態における 車両は、 タイヤ 4 2 , 4 7を備える。 タイヤ 4 2が前タイヤであり、 タイヤ 4 7 が後タイヤである。 本実施の形態における車両は、 座席が 2列に形成されている。 車両は、 前座席 4 3 a , 4 3 bと後座席 4 4とを備える。 後座席 4 4は、 最も後側の座席である。 車両は、 運転席として前座席 4 3 aの前側に配置されたハンドル 4 5を備える。 本実施の形態における蓄電パック 1は、 後座席 4 4の後側に配置されている。 蓄電パック 1は、 長手方向が車体の幅方向とほぼ平行になるように配置されてい る。 蓄電パック 1は、 トランクルームの内部に配置されている。 図 3に、 本実施の形態における蓄電パックの概略分解斜視図を示す。 本実施の 形態においては、 ロアケース 2 2にそれぞれの機器が配置されている。 アツパケ ース 2 3 , 2 4は、 ロアケース 2 2に配置されたそれぞれの機器を覆うように形 成されている。 アツパケース 2 3， 2 4は、 矢印 6 2， 6 3に示すようにロアケ ース 2 2に被される。 ロアケース 2 2は、 電池モジュール 3 1、 電気機器 3 4および D C/D Cコン \n\nバータ 2などを載置するための基板 2 2 aを有する。 基板 2 2 aは、 図示しない 揷通穴を有し、 冷却空気を通り抜けるように形成されている。 電気機器 3 4は、 電池モジュール 3 1からの.電気の電圧回路を制御するための リレー、 電池モジュール 3 1の状態を検知する各種のセンサ、 またはバッテリコ ンピュータ等を含む。 電気機器 3 4は、 電池モジュール 3 1の側方に配置されて いる。 本実施の形態における蓄電パック 1は、 サービスプラグ 3 2を有する。 サービ スプラグ 3 2は、 蓄電パック 1の点検や整備等のときに、 サービスプラグ 3 2を 蓄電パック 1の本体から抜くことにより高電圧回路を遮断できるように形成され ている。 アツパケース 2 4は、 サービスプラグ 3 2を露出するための開口部 2 4 dを有する。 D CZD Cコンバータ 2は、 電池モジュール 3 1で出力ざれる高電圧を、 車両 のランプ、 オーディオなどの補機類や、 車両に搭載される各 E C U (electronic control unit) で使用される電圧まで降圧可能に形成されている。 また、 本実施の形態における D CZD Cコンバータ 2は、 図示しない捕機バッ テリに充電可能に形成されている。 D C ZD Cコンバータ 2は、 直方体状に形成 されている。 D CZD Cコンバータ 2は、 ロアケース 2 2の基板 2 2 aに固定さ れている。 D C ZD Cコンバータ 2は、 長手方向が蓄電パック 1の幅方向とほぼ 平行になるように配置されている。 D CZD Cコンバータ 2は、 フィン 2 aを有する。 フィン 2 aは、 それぞれが 板状に形成されている。 D CZD Cコンバータ 2は、 フィン 2 aが外側を向くよ うに配置されている。 本実施の形態における D CZD Cコンバータ 2は、 フィン 2 aが車体の側方に向かうように配置されている。 フィン 2 aは、 蓄電ケース 2 1の端部に配置されている。 D CZD Cコンバータ 2は、 降圧した電気を供給するための接続部 2 bを有す る。 本実施の形態における接続部 2 bは、 D CZD Cコンバータ 2から車体の後 側に向かうように形成されている。 アツパケース 2 4は、 接続部 2 bを露出する ための開口部 2 4 cを有する。 接続部 2 bに導線が接続されることにより 1 2 V の電気が供給される。 \n\n 本実施の形態における蓄電パック 1は、 電池モジュール 3 1の 2 8 8 Vの電気 を外部に供給するための出力端子 3 3を有する。 出力端子 3 3は、 たとえば、 モ ータに交流の電気を供給するためのインバータに接続される。 出力端子 3 3は、 電池モジュール 3 1の側方に配置されている。 本実施の形態における出力端子 3 3は、 車体の前側に向くように配置されている。 . .¾：.： 本実施の形態における蓄電パック 1は、 外部との通信を行なうための通信ケー ブル 3 5を有する。 通信ケーブル 3 5は、 外部の制御機器と通信可能なように形 成されている。 アツパケース 2 4は、 通信ケーブル 3 5を挿通するための開口部 2 4 eを有する。 D C/D Cコンバータ 3は、 直方体状に形成されている。 D CZD Cコンバー タ 3は、 長手方向が蓄電パックの幅方向とほぼ平行になるように配置されている。 D CZD Cコンバータ 3は、 長手方向の長さが、 アツパケース 2 3の幅方向の長 さよりも短くなるように形成されている。 D C/D Cコンバータ 3は、 アツパケ ース 2 3の車体前側の端面および車体後側の端面から飛び出さないように配置さ れている。 D C/D Cコンバータ 3は、 降圧した電気を供給するための接続部 3 bを有す る。 接続部 3 bに導線を接続することにより、 4 2 Vに降圧された電気が供給さ れる。 本実施の形態における D CZD Cコンバータ 3は、 D CZD Cコンバータ を冷却するためのフィン 3 aを有する。 それぞれのフィン 3. aは板状に形成され ている。 D C/D Cコンバータ 3が供給する電圧が 4 2 Vの電源は、 たとえば、 電動パ ワーステアリングに用いられる。 電動パワーステアリングは、 モータ等によりハ ンドルの軸力を付勢する機能を有するステアリングである。 たとえば、 大型の車 両であったり、 小型の車両であってもタイヤの接地条件に依存したりすることに より、 ハンドルの軸力が大きくなる場合がある。 この,ような車両においては、 1 2 Vの電源では、 十分な軸力を得ることができなかった。 本実施の形態における 電源装置は、 4 2 Vの電圧の電気を供給することができ、 大きなハンドルの軸力 が必要な車両に対しても安定した付勢を行なうことができる。 アツパケース 2 4は、 電池モジュール 3 1を閉じた空間に配置するための仕切 \n\n り板 2 4 gを有する。 仕切り板 2 4 gは、 吸気ダク ト 2 4 aが配置される位置よ りも電池モジュール 3 1から離れた位置に配置されている。 図 4に、 本実施の形態における電池パックを車両に配置したときの第 1の概略 断面図を示す。 図 5に、 本実施の形態における電池パックを車両に配置したとき の第 2の概略断面図を示す。 図 4は、 鉛直方向に延びる平面で切断したときの概 略断面図である。 図 5は、 水平方向に延びる平面で切断したときの概略断面図で ある。 図 4および図 5を参照して、 本実施の形態における車両は、 サイドメンバ 5 2 を備える。 サイドメンバ 5 2は、 車両の幅方向の両端部に配置されている。 サイ ドメンバ 5 2は、 車両の前後方向に延びるように形成されている。 本実施の形態 における車両は、 クロスメンバ 5 3を備える。 クロスメンバ 5 3は、 車両の幅方 向に延びるように形成されている。 クロスメンバ 5 3は、 サイドメンバ 5 2同士 を橋渡すようにサイドメンバ 5 2に固定されている。 本実施の形態における車両は、 フロアパネル 4 8を備える。 フロアパネル 4 8 は、 板状に形成されている。 本実施の形態におけるフロアパネル 4 8は、 サイド メンバ 5 2下面に固定されている。 フロアパネル 4 8は、 一部がクロスメンバ 5 3に支持されている。 フロアパネル 4 8は、 後座席 4 4を支持している。 後部座席 4 4の後側には、 パーティションパネル 4 9が配置されている。 パー ティションパネル 4 9は、 人が居るための車室と荷物を載せるためのトランクノレ 一ムとを区切るように配置されている。 パーティションパネル 4 9は、 下端部が フロアパネル 4 8に固定され、 上端部がアッパーバック 5 0に固定されている。 パーティションパネル 4 9は、 車両の幅方向の両側の端部がそれぞれ図示しない ス トレーナに固定されている。 本実施の形態における蓄電パック 1は、 パーティションパネル 4 9の後側に配 置されている。 蓄電パック 1は、 トランクルームに配置されている。 蓄電パック 1は、 フロアパネル 4 8に固定されている。 蓄電パック 1は、 車体の幅方向の両 側に配置されたサイドメンバ 5 2に挟まれる領域に配置されている。 蓄電パック 1は、 車室に向かう側の端部がブラケット 2 8を介してフロアパネ ノレ 4 8に固定されている。 蓄電パック 1は、 車室に向かう側と反対側の端部がブ \n\n ラケット 2 7を介してフロアパネル 4 8に固定されている。 蓄電パック 1では、 プレート 2 5がブラケット 2 7に固定されている。 蓄電パック 1では、 プレート 2 6がブラケット 2 8に固定されている。 本実施の形態における電源装置は、 第 1コンバータと第 2コンバータとを備え、 蓄電機器、 第 1コンバータおよび第 2コンバータが蓄電ケースに固定されている。 この構成により、 少なくとも 3種類の電圧を供給可能な電源装置を供給できる。 本実施の形態における電源装置は、 2 8 8 V、 4 2 Vおよび 1 2 Vの直流電圧の 電気を供給することができる。 さらに、 それぞれのコンバータと蓄電機器が蓄電 パックとして一体化されているため、 電源装置の小型化を図ることができる。 本実施の形態における D CZD Cコンバータ 2は、 蓄電パック 1の長手方向の うち、 電池モジュール 3 1が配置されている側と反対側の端部に配置されている。 D CZD Cコンバータ 2は、 蓄電パック 1の一方の端部に配置されている。 D C ZD Cコンバータ 2は、 蓄電パック 1が車体に搭載されたときに、 車体の右側の 端部に配置されている。 本実施の形態における D CZD Cコンバータ 3は、 蓄電パック 1の長手方向の うち、 電池モジュール 3 1が配置されている側の端部に配置されている。 D CZ D Cコンバータ 3は、 上記の一方の端部と反対側の他方の端部に配置されている。 D CZD Cコンバータ 3は、 蓄電パック 1が車体に搭載されたときに、 車体の左 側の端部に配置されている。 このように、 本実施の形態においては、 D CZD Cコンバータ 2 , 3は、 車体 の幅方向の両側の端部にそれぞれ配置されている。 この構成により、 D C/D C コンバータ同士を互いに離すことができる。 また、 異なる電圧を出力するための 部品を互いに離して配置することができる。 この結果、 異なる電圧電源系統の短 絡やノイズの発生を低減することができる。 また、 たとえば、 D CZD Cコンパ ータが、 蓄電パックの車体前側の端部に配置されていると、 後側から衝突があつ た場合に、 蓄電パック本体と後部座席とに挟まれる虞がある。 D CZD Cコンパ 一タを車体の幅方向の両側の端部に配置することにより、 後側から衝突があった 場合にも、 D CZD Cコンバータが蓄電パック本体と後部座席とに挟まれること を回避できる。 \n\n 本実.施の形態においては、 D C/D Cコンバータ 2 , 3は、 それぞれが蓄電ケ ース 2 1の^:体前側の端面および車体後側の端面から飛び出さないように形成さ れている。 D C/D Cコンバータ 2， 3は、 蓄電パック 1を平面視したときに、 蓄電ケース 2 1の領域の内部にそれぞれ配置されている。 この構成により、 電源 装置のいずれかの方向から衝撃が加わったときに、 D CZD Cコンバータの損傷 を抑制することができる。 たとえば、 車体の側方から衝撃が加わった場合においても、 衝撃が主に蓄電ケ ース 2 1に直接的に伝わるため、 D CZD Cコンバータ 2， 3に直接的な衝撃が 加わることを抑制することができる。 この結果、 D CZD Cコンバータ 2， 3の 損傷を抑制することができる。 さらに、 本実施の形態における蓄電パックは、 車体の幅方向の両側に配置され たサイドメンバに挟まれる領域に配置されている。 サイドメンバは、 車体の骨格 をなす部品であり強度が高い。 このため、 側方から衝撃があった場合にもサイド メンバによって、 蓄電パックを保護することができる。 図 6に、 本実施の形態における電源装置の概略断面図を示す。 図 6は、 図 1に おける V I—V I線に関する概略断面図である。 アツパケース 2 4の仕切り板 2 4 gは、 電気機器 3 4が配置されている領域と、 電池モジュール 3 1が配置され ている領域とを仕切るように形成されている。 電池モジュール 3 1は、 基板 2 2 aに載置されている。 本実施の形態における 電源装置は、 図示しない送風装置により、 矢印 6 4に示すように冷却空気が供給 される。 送風装置は、 たとえば、 トランクルームの空気を供給可能に形成されて いる。 冷却空気は、 吸気ダクト 2 4 aから供給される。 冷却空気が、 矢印 6 5に示す ように、 電池モジュール 3 1のバッテリセル同士の間を通り抜けることにより、 それぞれのバッテリセルが冷却される。 冷却空気は、 矢印 6 6に示すように、 ロアケース 2 2の底板と基板 2 2 aとに 挟まれる空間を通る。 冷却空気は、 矢印 6 7に示すように、 排気ダクト 2 4 bか ら排気される。 排気ダク ト 2 4 bは、 図示しない延在するダク トに接続されて、 冷却空気は、 たとえば車外に排気される。 \n\n 冷却空気が蓄電パック 1から排気されるときに、 冷却空気は、 DCZDCコン バータ 2のフィン 2 aが配置されている領域を通る。 DC/DCコンバータ 2は、 冷却空気によりフィン 2 aが冷却され、 DCZDCコンバータ 2自体が冷却され る。 本実施の形態においては、 第 1コンバータとしての DCDCコンバータ 2力 冷却装置によって強制的に冷却されるように形成されている。 本実施の形態にお いては、 人工的に送風経路が形成され、 この送風経路に DC ZD Cコンバータ 2 の少なくとも一部が配置されることにより、 DCZDCコンバータ 2が冷却され ている。 一方で、 DC/DCコンバータ 3は、 アツパケース 23の上側に載置さ れ、 強制的な冷却は行なわれず、 自然冷却によって冷却される。 本実施の形態における DC/DCコンバータ 2が供給する 12 Vの電気を電源 とする機器は、 車両に多く搭載される。 DCZDCコンバータ 2の使用頻度は高 レ、。 このため、 DC/DCコンバータ 2の発熱量は大きい。 し力 し、 DC/DC コンバータ 2が強制的に冷却されることによって、 安定した駆動を行なうごとが できる。 一方で、 本実施の形態における DCZDCコンバータ 3が供給する 42Vの電 気を電源とする機器は少ない。 DCZDCコンバータ 3は、 DC/DCコンパ一 タ 2よりも使用頻度が少ない。 DC/DCコンバータ 3の発熱量は小さい。 した がって、 DC/DCコンバータ 3は、 自然冷却によって十分に冷却を行なうこと ができ、 安定した駆動を行なうことができる。 このように、 発熱量の少ない DC/DCコンバータを自然冷却することにより、 強制冷却を行なうための電力を節減することができ、 また、 電源装置の構造を簡 易にすることができる。 本実施の形態においては、 DC /DCコンバータ 2 蓄電ケース 21の内部に 配置され、 DC/DCコンバータ 3が蓄電ケース 21の外部に配置されている力 特にこの形態に限られず、 それぞれの DC/DCコンバータは、 蓄電ケースの内 部に配置されていても外部に配置されていても構わない。 本実施の形態においては、 それぞれのコンバータが、 蓄電ケースの長手方向の 両側の端部に配置されているが、 特にこの形態に限られず、 それぞれのコンパ一 \n\nタは、 任意の位置に配置することができる。 また、 本実施の形態においては、 一 の電源装置に 2個の D CZD Cコンバータが配置されているが、 特にこの形態に 限られず、 3個以上の D C/D Cコンバータが配置されていても構わない。 本実 施の形態において説明した電源装置の構成を適宜組み合わせたり、 一部の構成の みを取り出したりして、 新たな電源装置を構成することも可能である。 上述のそれぞれの図において、 同一または相当する部分には、 同一の符号を付 している。 なお、 今回開示した上記実施の形態はすべての点で例示であって制限的なもの ではない。 本発明の範囲は上記した説明ではなくて請求の範囲によって示され、 請求の範囲と均等の意味および範囲内でのすベての変更を含むものである。 産業上の利用可能性 この発明は、 主に、 二次電池やキャパシタ等の蓄電機器を搭載する車両に適用 される。 \n | 電源装置は、車両に搭載される電源装置であって、電池モジュール（３１）と、電池モジュール（３１）を収容するための蓄電ケース（２１）と、電池モジュール（３１）の出力電圧を第１電圧に降圧するＤＣ／ＤＣコンバータ（２）と、電池モジュール（３１）の出力電圧を第２電圧に降圧するＤＣ／ＤＣコンバータ（３）とを備える。電池モジュール（３１）、ＤＣ／ＤＣコンバータ（２）およびＤＣ／ＤＣコンバータ（３）が蓄電ケース（２１）に固定されている。このような構成により、３種類以上の電圧の電気を供給することができる小型の電源装置を提供する。 | PC:T/JP2007/062071 | https://patentimages.storage.googleapis.com/fa/5c/d7/3efbdac58a69cf/WO2007145304A1.pdf | NaN | Takenori Tsuchiya, Takahiro Suzuki | Toyota Jidosha Kabushiki Kaisha | JP:H09200902:A, JP:2005129441:A, JP:2006012471:A | 2007-06-08 | 2007-06-08 | 1. 車両に搭載される電源装置であって、 , 蓄電機器 （31) と、 , 前記蓄電機器 （31) を収容するための蓄電ケース .（21) と、 , 前記蓄電機器 （31) の出力電圧を第 1電圧に降圧する第 1コンバータ （2) と、 , 前記蓄電機器 （31) の出力電圧を第 2電圧に降圧する第 2コンバータ （3) と , を備え、 , 前記蓄電機器 （31) 、 前記第 1コンバータ （2) および前記第 2コンバータ (3) が前記蓄電ケース （21) に固定されている、 電源装置。 , 2. 前記第 1コンバータ （2) は、 前記蓄電ケース （21) の一方の端部に配置 され、 , 前記第 2コンバータ （3) は、 前記蓄電ケース （21) の前記一方の端部と反 対側の他方の端部に配置されている、 請求の範囲第 1項に記載の電源装置。, 3. 前記第 1コンバータ （2). は、 冷却装置によって強制的に冷却されるように 形成され、 , 前記第 2コンバータ （3) は、 自然冷却によって冷却されるように形成されて いる、 請求の範囲第 1項に記載の電源装置。 , 4. 請求の範囲第 1項に記載の電源装置を備える車両であって、 , 前記第 1コンバータ （2) および前記第 2コンバータ （3) は、 車体の幅方向 の両側の端部にそれぞれ配置され、 , 前記第 1コンバータ （2) および前記第 2コンバータ （3) は、 それぞれが前 記蓄電ケース （21) の車体の前側の端面および車体の後側の端面から飛び出さ ないように配置されている、 車両。 \n | WO | WIPO (PCT) | NaN | B | True |
| 485 | 一种纯电动汽车电池包预加热系统 \n | CN110323520A | 技术领域本发明涉及一种纯电动汽车电池包预加热系统，属于电动汽车电池包预热技术领域。背景技术新能源汽车是目前汽车行业发展的趋势，且新能源汽车产销量逐年迅速增加，但因为新能源纯电动汽车绝大多数采用锂电池，锂电池具有严重的低温受限性质，低于0℃后电池正负极材料活性、电解液导电性会降低，锂电池性能下降，电池容量降低，极大缩短了续航里程，且为保护电池寿命，低温环境中BMS管理系统会使电池包限功率输出，这直接导致驱动电机只能低功率运行，降低了车辆的行驶性能，温度更低时电池不允许放电，电动汽车无法行驶。目前市场上纯电动汽车的电池包预加热主要有一下几种：1、电动车充电时，采用充电桩提供的电能进行电池包加热，但这种方式有很大局限性，只有电动车在充电时才能加热电池包，电动车不需要充电且在低温环境下，则电池包就无法加热；2、采用电动车本身的锂电池包电能进行预热，这种方式本质还是在低温环境下强制锂电池包进行放电，会使严重影响锂电池包的寿命。发明内容本发明为解决上述现有技术的不足，提出了一种纯电动汽车电池包预加热系统，具体技术方案如下：一种纯电动汽车电池包预加热系统，包括铅蓄电池、电池包加热膜和BMS管理系统，所述电池包加热膜分布在电池包的模组之间，所述铅蓄电池与升压模块电性连接，所述升压模块电性连接加热控制器，所述加热控制器通过继电器与电池包加热膜电性连接，所述BMS管理系统通过CAN总线分别与加热控制器和电池包通讯连接。优选的，所述升压模块将铅蓄电池从12vDC电压升压到43vDC，为加热控制器提供电源。优选的，所述加热控制器接收BMS管理系统的指令，控制继电器的闭合或断开来使电池包加热膜工作或停止。优选的，所述加热控制器可根据电池包初始温度调整输出功率。优选的，所述BMS管理系统用以检测电池包温度并发送指令给加热控制器。优选的，该预加热系统还包括车载T-box模块，所述车载T-box模块用以接收客户端APP指令，并通过CAN总线向BMS管理系统发送预热通讯协议，通过BMS管理系统发送报文给加热控制器，通过加热控制器控制继电器闭合或断开，使得电池包加热膜工作或停止。进一步的，所述车载T-box模块可将BMS管理系统检测到的电池包温度发送到客户端APP上。优选的，所述铅蓄电池的工作温度为-40℃～70℃。本发明解决了低温环境电池包限功率输出问题和更低温度不能放电问题，提高汽车行驶性能，且预加热的电源铅酸电池更换成本低，维护方便。并可通过APP给车载远程终端车载T-box模块发送预热指令，实现车联网的应用，使车辆提前预热。附图说明图1是本发明一种纯电动汽车电池包预加热系统的线路图。具体实施方式下面将结合本发明实施例中的附图，对本发明实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例仅仅是本发明一部分实施例，而不是全部的实施例。基于本发明中的实施例，本领域普通技术人员在没有做出创造性劳动前提下所获得的所有其他实施例，都属于本发明保护的范围。如图1所示，一种纯电动汽车电池包预加热系统，包括铅蓄电池、电池包加热膜和BMS管理系统，所述电池包加热膜分布在电池包的模组之间，所述铅蓄电池与升压模块电性连接，所述升压模块电性连接加热控制器，所述加热控制器通过继电器与电池包加热膜电性连接，所述BMS管理系统通过CAN总线分别与加热控制器和电池包通讯连接。所述升压模块将铅蓄电池从12vDC电压升压到43vDC，为加热控制器提供电源。所述加热控制器接收BMS管理系统的指令，控制继电器的闭合或断开来使电池包加热膜工作或停止。所述加热控制器可根据电池包初始温度调整输出功率，确保预加热系统在2分钟内完成整个升温过程。所述BMS管理系统用以检测电池包温度并发送指令给加热控制器。该预加热系统还包括车载T-box模块，所述车载T-box模块用以接收客户端APP指令，并通过CAN总线向BMS管理系统发送预热通讯协议，通过BMS管理系统发送报文给加热控制器，通过加热控制器控制继电器闭合或断开，使得电池包加热膜工作或停止。所述车载T-box模块可将BMS管理系统检测到的电池包温度通过无线传输发送到客户端APP上。本发明采用采用铅酸蓄电池提供预热电能，因为即使纯电动汽车，本身也是需要一块铅酸蓄电池进行低压供电，只需根据需求计算出铅酸蓄电池所需容量，选择合适的容量的铅酸蓄电池即可。铅酸蓄电池工作温度为-40℃～70℃，提供低温环境下预热电能，工作原理为：当在低于5℃环境温度下启动汽车时，BMS管理系统检测到环境温度低于5℃，通过CAN总线通信发报文，告知加热控制器控制继电器闭合，铅酸蓄电池的电流供给电池包加热膜，从而使电池包温度上升，升高电池包温度。当BMS管理系统检测到电池包温度达到5℃时，BMS管理系统立即发送停止加热信号给加热控制器，加热控制器得到信号后便切断负载继电器，停止对电池包加热膜的供电。车联网远程控制该预热系统：当车主需要用车时，可提前通过手机APP中的T-box软件，接收BMS管理系统检测的电池包温度，当温度过低时，即低于5℃，车主可通过手机APP给车载远程终端的车载T-box模块发送预热指令，车载T-box模块再通过CAN总线给BMS管理系统发送预热通信协议，BMS管理系统接收信号后，通过CAN总线通信发报文，告知加热控制器控制继电器闭合，铅酸蓄电池的电流供给电池包加热膜，从而使电池包温度上升，升高电池包温度，从而可以使车辆电池包提前预热，使电池包在汽车启动前就可以达到正常温度的性能，免去车主等待预热的时间。本电池包预加热系统解决了低温环境下锂电池包的低温受限性质，使纯电动汽车可在低温环境下工作，且将电池包预加热后，可使纯电动汽车在低温环境下不再限功率运行，提高汽车行驶性能，且预加热的电源铅酸电池更换成本低，维护方便。通过APP给车载远程终端车载T-box模块发送预热指令，实现车联网的应用。尽管参照前述实施例对本发明进行了详细的说明，对于本领域的技术人员来说，其依然可以对前述各实施例所记载的技术方案进行修改，或者对其中部分技术特征进行等同替换,凡在本发明的精神和原则之内，所作的任何修改、等同替换、改进等，均应包含在本发明的保护范围之内。 | 本发明提出了一种纯电动汽车电池包预加热系统，其特征在于：包括铅蓄电池、电池包加热膜和BMS管理系统，所述电池包加热膜分布在电池包的模组之间，所述铅蓄电池与升压模块电性连接，所述升压模块电性连接加热控制器，所述加热控制器通过继电器与电池包加热膜电性连接，所述BMS管理系统通过CAN总线分别与加热控制器和电池包通讯连接。本发明解决了低温环境电池包限功率输出问题和更低温度不能放电问题，提高汽车行驶性能，且预加热的电源铅酸电池更换成本低，维护方便。并可通过APP给车载远程终端车载T‑box模块发送预热指令，实现车联网的应用，使车辆提前预热。 | CN:201910619273.7A | https://patentimages.storage.googleapis.com/94/3c/62/1d79451015c9b0/CN110323520A.pdf | NaN | 田恩平, 齐瑞浩, 程学晓, 李东檑 | New Energy Automobile Co Ltd | CN:106571494:A, JP:2018026298:A, CN:206022573:U, CN:107946699:A, CN:109532562:A | Not available | 2016-03-23 | 1.一种纯电动汽车电池包预加热系统，其特征在于：包括铅蓄电池、电池包加热膜和BMS管理系统，所述电池包加热膜分布在电池包的模组之间，所述铅蓄电池与升压模块电性连接，所述升压模块电性连接加热控制器，所述加热控制器通过继电器与电池包加热膜电性连接，所述BMS管理系统通过CAN总线分别与加热控制器和电池包通讯连接。, 2.根据权利要求1所述的一种纯电动汽车电池包预加热系统，其特征在于：所述升压模块将铅蓄电池从12vDC电压升压到43vDC，为加热控制器提供电源。, 3.根据权利要求1所述的一种纯电动汽车电池包预加热系统，其特征在于：所述加热控制器接收BMS管理系统的指令，控制继电器的闭合或断开来使电池包加热膜工作或停止。, 4.根据权利要求1所述的一种纯电动汽车电池包预加热系统，其特征在于：所述加热控制器可根据电池包初始温度调整输出功率。, 5.根据权利要求1所述的一种纯电动汽车电池包预加热系统，其特征在于：所述BMS管理系统用以检测电池包温度并发送指令给加热控制器。, 6.根据权利要求1所述的一种纯电动汽车电池包预加热系统，其特征在于：该预加热系统还包括车载T-box模块，所述车载T-box模块用以接收客户端APP指令，并通过CAN总线向BMS管理系统发送预热通讯协议，通过BMS管理系统发送报文给加热控制器，通过加热控制器控制继电器闭合或断开，使得电池包加热膜工作或停止。, 7.根据权利要求6所述的一种纯电动汽车电池包预加热系统，其特征在于：所述车载T-box模块可将BMS管理系统检测到的电池包温度发送到客户端APP上。, 8.根据权利要求1所述的一种纯电动汽车电池包预加热系统，其特征在于：所述铅蓄电池的工作温度为-40℃～70℃。 | CN | China | Pending | B | True |
| 486 | 一种纯电动汽车的供电拖车系统 \n | CN209776194U | 技术领域本实用新型涉及汽车充电设备技术领域，具体涉及一种纯电动汽车的供电拖车系统。背景技术受动力电池能量密度限制，纯电动汽车续航里程较燃油车有一定劣势。由于现有电池无法承受大过载电流，纯电动汽车充电速度存在瓶颈，如在充电的过程中，纯电动汽车将无法使用；目前存在的动力电池快速更换技术，虽然可以有效缩短纯电动汽车充电周期，但是针对不同品牌型号的纯电动汽车需要配备不同型号的动力电池，效率较低下。实用新型内容本实用新型的目的是提供一种纯电动汽车的供电拖车系统，可延长纯电动汽车续航里程，并对纯电动汽车动力电池进行充电。本实用新型提供了如下的技术方案：一种纯电动汽车的供电拖车系统，包括供电拖车和纯电动汽车，所述供电拖车与所述纯电动汽车之间连接有拖车挂钩，所述供电拖车与所述纯电动汽车之间设有电缆并通过所述电缆电连接，所述供电拖车通过所述电缆向所述纯电动汽车提供电力；所述纯电动汽车内设有汽车动力电池组，所述供电拖车内设有处理器、拖车控制器、减速能量回收系统、拖车动力电池组、电流转换器、电池监控系统、电池温度管理系统和拖车电动机；所述负载传感器用于监测所述供电拖车与所述纯电动汽车之间的实时状态、相对速度以及减速刹车趋势并将监测数据传输至所述处理器，所述处理器用于获取所述监测数据并根据所述监测数据将对应的控制信号传输至所述控制器，所述控制器获取所述控制信号并根据所述控制信号控制与其相连的所述拖车电动机、所述减速能量回收系统以及所述电流转换器，所述电流转换器与所述拖车动力电池组连接；所述电池监控系统用于实时检测所述拖车动力电池组的状态信息数据并将所述数据传输至处理器，所述处理器根据所述状态将控制信号传输至所述拖车控制器，所述拖车控制器根据所述控制信号控制所述电池温度管理系统。优选的，所述纯电动汽车和所述供电拖车还分别包括汽车控制器和转向灯系统，所述汽车控制器用于对所述纯电动汽车发出控制信号并将所述控制信号传输至处理器，所述处理器根据所述控制信号控制所述转向灯系统，实现所述供电拖车与所述纯电动汽车的车尾灯状态一致。优选的，所述供电拖车内还设有与所述处理器连接的全球定位系统，所述全球定位系统为北斗系统、GPS或GLONASS，所述全球定位系统用于对所述供电拖车的位置进行实时定位并将定位信息传输至所述处理器。优选的，所述电池监控系统包括温度传感器、电流传感器、电芯温度检测模块以及电压检测电路，所述电池监控系统用于检测所述拖车动力电池组的绝缘电阻、高压互锁检测结果、单体电池电压、电流、温度，动力电池组总电压、总电流和电池包流体温度。优选的，所述减速能量回收系统包括刹车单元、发电机、储能单元和转化电路，所述刹车单元用于启动刹车系统并接入所述发电机，所述发电机产生电能并将其储存于所述储能单元中，经由所述电流转换器注入所述汽车动力电池组中。优选的，所述电流转换器包括AC-DC电路和DC-DC电路，所述电流转换器连接有充电口，所述供电拖车的充电与放电均通过所述电流转换器实现，所述电流转换器与所述汽车动力电池组之间连接有充电器，所述充电器设于所述纯电动汽车内，所述拖车动力电池组通过所述电流转换器将电能经由所述充电器提供给所述汽车动力电池组。优选的，所述负载传感器包括压力传感器与加速度传感器。本实用新型的有益效果是：供电拖车通过电流转换器的输送功率与电流的变化向纯电动汽车输送电力，实现了通过供电拖车的拖车动力电池组向纯电动汽车充电，供电拖车与纯电动汽车之间通过电缆连接，解决了针对不同品牌型号的纯电动汽车需要配备不同型号的动力电池从而效率较低下的问题；本实用新型通过处理器与控制器的配合，处理器将控制信号传输至处理器来控制与其连接的设备，达到供电拖车与电动汽车状态一样；同时本系统中设有减速能量回收系统，实现在刹车过程中储存能量为拖车动力电池组补充电能。附图说明附图用来提供对本实用新型的进一步理解，并且构成说明书的一部分，与本实用新型的实施例一起用于解释本实用新型，并不构成对本实用新型的限制。在附图中：图1是本实用新型的结构框图；图2是本实用新型控制系统框图。具体实施方式如图1所示，一种纯电动汽车的供电拖车系统，包括供电拖车和纯电动汽车，供电拖车与纯电动汽车之间连接有拖车挂钩，供电拖车与纯电动汽车之间设有电缆并通过电缆电连接，供电拖车通过电缆向纯电动汽车提供电力；纯电动汽车内设有汽车动力电池组，供电拖车内设有处理器、拖车控制器、减速能量回收系统、拖车动力电池组、电流转换器、电池监控系统、电池温度管理系统和拖车电动机；其中，处理器包括车载计算机和通讯模组，所述车载计算机通过内置程序将对应的控制信号通过通讯模组输送至拖车控制器。如图1-图2所示，一种纯电动汽车的供电拖车系统，负载传感器包括压力传感器与加速度传感器，负载传感器用于监测供电拖车与纯电动汽车之间的实时状态、相对速度以及减速刹车趋势并将监测数据传输至处理器，处理器单元根据负载传感器信息，判断供电拖车与纯电动汽车之间的连接状态，并结合纯电动汽车控制信号判断供电拖车与纯电动汽车之间的相对状态，向拖车控制器发送对应的控制信号。具体的，纯电动汽车行驶时，负载传感器的加速度传感器监测纯电动汽车与供电拖车的相对速度并将相对速度的数据传输至处理器，处理器根据获取的相对速度将对应的速度控制信号传输至拖车控制器，拖车控制器接收控制信号并根据控制信号控制拖车电动机的输出，实现供电拖车与纯电动汽车速度保持一致。如图1-图2所示，一种纯电动汽车的供电拖车系统，减速能量回收系统包括刹车单元、发电机、储能单元和转化电路，刹车单元用于启动刹车系统并接入发电机，发电机产生电能并将其储存于储能单元中，经由电流转换器注入汽车动力电池组中；具体的，在纯电动汽车减速时，负载传感器的加速度传感器和压力传感器监测纯电动汽车与供电拖车的减速刹车趋势并将其传输至处理器，处理器根据实时状态发送指令至拖车控制器，拖车控制器根据对应的指令启动减速能量回收系统，减速能量回收系统的刹车单元启动刹车系统，同时接入发电机，发电机产生电能并将产生的电能储存到储能单元中，从而为拖车动力电池组补充电能。如图1-图2所示，一种纯电动汽车的供电拖车系统，电流转换器包括AC-DC电路和DC-DC电路，电流转换器连接有充电口，充电口用于接入充电桩，为拖车动力电池组供电；电流转换器与汽车动力电池组之间连接有充电器，充电器设于纯电动汽车内，拖车动力电池组通过电流转换器将电能经由充电器提供给汽车动力电池组；其中，汽车动力电池组和拖车动力电池组均由锂电池或氢燃料电池构成若选用锂电池，动力电池组中的锂电池通过充电口进行充电，在供电拖车使用过程中，通过电流转换器将储存电能提供给纯电动汽车使用；若选用氢燃料电池，氢燃料电池电堆使用储氢罐中氢气产生电能并提供给纯电动汽车使用；具体的，负载传感器的加速度传感器和压力传感器监测纯电动汽车与供电拖车的实时状态并将实时状态传输至处理器，处理器获取实时状态并根据实时状态将控制信号传输至拖车控制器，拖车控制器根据控制信号控制电流转换器，实现对拖车动力电池组输出功率以及电流的调整，实现供电拖车供电中电动机驱动、电池充电以及充电驱动同步这三种模式的切换。如图1-图2所示，一种纯电动汽车的供电拖车系统，电池监控系统包括温度传感器、电流传感器、电芯温度检测模块以及电压检测电路，电池监控系统用于检测拖车动力电池组的绝缘电阻、高压互锁检测结果、单体电池电压、电流、温度，动力电池组总电压、总电流和电池包流体温度；具体的，电池监控系统用于实时检测拖车动力电池组的状态信息数据并将数据传输至处理器，处理器根据状态将控制信号传输至拖车控制器，拖车控制器根据控制信号控制电池温度管理系统。如图1-图2所示，一种纯电动汽车的供电拖车系统，纯电动汽车和供电拖车还分别包括汽车控制器和转向灯系统，转向灯系统由拖车转向灯、刹车灯、警示灯和雾灯构成；具体的，汽车控制器与处理器连接，汽车控制器向处理器发出控制信号，包括纯电动汽车动力电池状态，转向灯开启/关闭，刹车灯开启/关闭，雾灯开启/关闭和加/减速状态，汽车控制器用于对纯电动汽车发出控制信号并将控制信号传输至处理器，处理器根据控制信号控制转向灯系统，实现供电拖车与纯电动汽车的车尾灯状态一致。如图1-图2所示，一种纯电动汽车的供电拖车系统，供电拖车内还设有与处理器连接的全球定位系统，全球定位系统为北斗系统、GPS或GLONASS，全球定位系统用于对供电拖车的位置进行实时定位并将定位信息传输至处理器。以上所述仅为本实用新型的优选实施例而已，并不用于限制本实用新型，尽管参照前述实施例对本实用新型进行了详细的说明，对于本领域的技术人员来说，其依然可以对前述各实施例所记载的技术方案进行修改，或者对其中部分技术特征进行等同替换。凡在本实用新型的精神和原则之内，所作的任何修改、等同替换、改进等，均应包含在本实用新型的保护范围之内。 | 本实用新型提供一种纯电动汽车的供电拖车系统，包括供电拖车和纯电动汽车，供电拖车与纯电动汽车之间连接有拖车挂钩和电缆；纯电动汽车内设有汽车动力电池组，供电拖车内设有处理器、拖车控制器、减速能量回收系统、拖车动力电池组、电流转换器、电池监控系统、电池温度管理系统和拖车电动机；负载传感器用于监测供电拖车与纯电动汽车之间的实时状态、相对速度以及减速刹车趋势并将监测数据传输至处理器，处理器根据监测数据将对应的控制信号传输至拖车控制器来控制与其相连的设备；电池监控系统用于检测拖车动力电池组的状态信息数据并将其传输至处理器，处理器根据状态将控制信号传输至拖车控制器来控制电池温度管理系统。 | CN:201920345334.0U | https://patentimages.storage.googleapis.com/9f/3b/88/791dbb26c6c115/CN209776194U.pdf | CN:209776194:U | 韦卫 | Nanjing Xinyi Science And Technology Development Co Ltd | NaN | Not available | 2019-05-14 | 1.一种纯电动汽车的供电拖车系统，其特征在于，包括供电拖车和纯电动汽车，所述供电拖车与所述纯电动汽车之间连接有拖车挂钩，所述供电拖车与所述纯电动汽车之间设有电缆并通过所述电缆电连接，所述供电拖车通过所述电缆向所述纯电动汽车提供电力；, 所述纯电动汽车内设有汽车动力电池组，所述供电拖车内设有处理器、拖车控制器、减速能量回收系统、拖车动力电池组、电流转换器、电池监控系统、电池温度管理系统和拖车电动机；所述供电拖车内还设有用于监测所述供电拖车与所述纯电动汽车之间的实时状态、相对速度以及减速刹车趋势并将监测数据传输至所述处理器的负载传感器，所述处理器用于获取所述监测数据并根据所述监测数据将对应的控制信号传输至所述控制器，所述控制器获取所述控制信号并根据所述控制信号控制与其相连的所述拖车电动机、所述减速能量回收系统以及所述电流转换器，所述电流转换器与所述拖车动力电池组连接；所述电池监控系统用于实时检测所述拖车动力电池组的状态信息数据并将所述数据传输至处理器，所述处理器根据所述状态将控制信号传输至所述拖车控制器，所述拖车控制器根据所述控制信号控制所述电池温度管理系统。, 2.根据权利要求1所述的一种纯电动汽车的供电拖车系统，其特征在于，所述纯电动汽车和所述供电拖车还分别包括汽车控制器和转向灯系统，所述汽车控制器用于对所述纯电动汽车发出控制信号并将所述控制信号传输至处理器，所述处理器根据所述控制信号控制所述转向灯系统，实现所述供电拖车与所述纯电动汽车的车尾灯状态一致。, 3.根据权利要求1所述的一种纯电动汽车的供电拖车系统，其特征在于，所述供电拖车内还设有与所述处理器连接的全球定位系统，所述全球定位系统为北斗系统、GPS 或GLONASS，所述全球定位系统用于对所述供电拖车的位置进行实时定位并将定位信息传输至所述处理器。, 4.根据权利要求1所述的一种纯电动汽车的供电拖车系统，其特征在于，所述电池监控系统包括温度传感器、电流传感器、电芯温度检测模块以及电压检测电路，所述电池监控系统用于检测所述拖车动力电池组的绝缘电阻、高压互锁检测结果、单体电池电压、电流、温度，动力电池组总电压、总电流和电池包流体温度。, 5.根据权利要求1所述的一种纯电动汽车的供电拖车系统，其特征在于，所述减速能量回收系统包括刹车单元、发电机、储能单元和转化电路，所述刹车单元用于启动刹车系统并接入所述发电机，所述发电机产生电能并将其储存于所述储能单元中，经由所述电流转换器注入所述汽车动力电池组中。, 6.根据权利要求1所述的一种纯电动汽车的供电拖车系统，其特征在于，所述电流转换器包括AC-DC电路和DC-DC电路，所述供电拖车的充电与放电过程均通过所述电流转换器实现，所述电流转换器连接有充电口，所述电流转换器与所述汽车动力电池组之间连接有充电器，所述充电器设于所述纯电动汽车内，所述拖车动力电池组通过所述电流转换器将电能经由所述充电器提供给所述汽车动力电池组。, 7.根据权利要求1所述的一种纯电动汽车的供电拖车系统，其特征在于，所述负载传感器包括压力传感器与加速度传感器。 | CN | China | Expired - Fee Related | Y | True |
| 487 | 蓄电装置及搭载该蓄电装置的电动汽车 \n | CN102501750B | 技术领域\n\t本发明涉及一种蓄电装置及搭载该蓄电装置的电动汽车，具体而言，本发明涉及由可快速更换电源模块和可快速充电电源模块组成的蓄电装置。背景技术\n\t近年来，石油资源的日趋枯竭和环境污染的日益严重，促使电动汽车陆续投放市场。虽然电池技术已得到了较大的发展，但与汽油和柴油等化石燃料相比，其性能仍然不能完全满足使用要求。例如，由于电池的比能量较低，电动汽车的续驶里程只有100～160km。特别地，在城市公共交通领域中使用的出租车每天的行驶里程要求达到350～400km。为了实现这一目标，需要给电动出租车提供40kWh的电能，配备至少40kWh的电池包，这将使得车辆增加至少400kg的质量。如果不重新设计车辆，整车各方面的性能将无法得到保证。为了解决以上问题，需要进一步提高化学电池的比能量。其次，开发可快速充电电池及非接触式快速充电技术，将充电时间缩短到和燃油汽车加油时间相当的程度。另一方面，也可以通过换电站和自动快速换电装置，将没电的电池包从车上拆下来，换上已经充满电的电池包。更换电池包所需的时间也不应超过加油所需的时间。因此，用作城市出租车用途的电动车辆及其搭载的蓄电装置具有以下重要课题，即：在不重新设计车辆以及车辆使用简单方便的前提下，通过各种技术途径提供所需的电能，保证电动汽车每天的行驶里程不低于350～400km。发明内容\n\t因此，本发明的目标是提供一种蓄电装置及搭载该蓄电装置的电动汽车，通过快速换电和快速充电的综合方法，蓄电装置提供的电能可以保证电动汽车每天的行驶里程达到250～300km。在本发明的第一方面，提供了一种蓄电装置，其包括可快速更换电源模块以及可快速充电电源模块，所述可快速更换电源模块和所述可快速充电电源模块并联设置。可快速更换电源模块采用高能量型储能元件构成，布置在拆除副驾驶座椅后的副驾驶位置空间内，可快速更换电源模块及电驱动系统的质量之和与发动机、一名乘客及副驾驶座椅的质量之和相当，可快速更换电源模块的宽度、长度和高度分别与副驾驶座椅坐垫宽度、副驾驶座椅腿部空间和地板到副驾驶座椅坐垫上表面的距离相当。可快速充电电源模块采用可快速充电型储能元件构成，可快速充电电源模块的质量与油箱总质量及行李总质量之和相当，可快速充电电源模块的宽度、长度和高度分别与油箱的宽度、长度和高度相当，可快速充电电源模块布置在拆除油箱后的油箱位置空间内。两种电源模块具有相同的额定电压等级，其负极均串联一个接触器后电气连接在一起，形成蓄电装置的负极，其正极电气连接在一起，并与正极接触器、预充接触器和预充电阻相连接，其中所述预充接触器和所述预充电阻串联后与所述正极接触器并联，形成蓄电装置的正极。在本发明的第二方面，提供了一种电动汽车，其包括所述的蓄电装置。电动汽车具有至少三个座位，即一个驾驶员座位和两个后排乘客座位。打开副驾驶侧车门，可快速地更换可快速更换电源模块。通过设置在地面的充电设施，可对可快速充电电源模块进行快速充电。在更换可快速更换电源模块的同时，对可快速充电电源模块进行快速充电。采用这种蓄电装置，不需要修改或者重新设计车身结构，可以充分利用燃油汽车的车身和生产线，保证批量生产的便利性，以及电动汽车的设计和生产成本较低；满足所述的蓄电装置的质量和体积约束条件，电动汽车的质心位置和高度与燃油汽车的相当，在不修改或者重新设计车身结构和底盘系统的前提下，保证了电动汽车的动力性、制动性和操纵稳定性等方面的性能与燃油汽车的相当。附图说明\n\t图1是本发明的电动汽车的一具体实施例的侧视图，其示意性地示出了蓄电装置的布置，可快速更换电源模块及可快速充电电源模块的长度和高度；图2是图1所示的具体实施例的后视图，其示意性地示出了蓄电装置的布置，可快速更换电源模块及可快速充电电源模块的宽度；图3是本发明的蓄电装置的一具体实施例的电气连接结构框图。图中：1可快速更换电源模块；2可快速充电电源模块；SMR0预充接触器；R预充电阻；SMR1正极接触器；SMR2可快速更换电源模块负极接触器；SMR3可快速充电电源模块负极接触器。具体实施方式为了能够更清楚地理解本发明的技术内容，特举以下实施例详细说明。应理解，实施例仅是用于说明本发明，而不是对本发明的限制。以下根据图1至图3对本发明的实施例进行详细说明。图1和图2是本发明的电动汽车的一具体实施例的侧视图和俯视图，其示意性地示出了蓄电装置的布置，以及可快速更换电源模块1和可快速充电电源模块2的长度、宽度和高度。图3是本发明的蓄电装置的一具体实施例的电气连接图。如图1和图2所示，蓄电装置由可快速更换电源模块1和可快速充电电源模块2组成，可快速更换电源模块1与可快速充电电源模块2并联设置。可快速更换电源模块1布置在拆除副驾驶座椅后的副驾驶位置空间内；可快速充电电源模块2布置在拆除油箱后的油箱位置空间内。蓄电装置向未示出的电驱动系统提供电力，从而驱动电动汽车。根据统计数据，城市出租车每天的行驶里程达到350～400km，70％的用车时间内车上只有司机加一名乘客，20％的用车时间内车上有司机加两名乘客。因此，电动出租车应具有至少三个座位，而且每天的行驶里程不低于350～400km。为了达到所需的行驶里程，蓄电装置需要提供至少40kWh的电能。为了保证不需要重新设计车辆以及车辆使用简单方便，原则上车辆在每天的行驶过程中只应换电一次及快充一次。车辆不运行时可利用夜间的谷电进行充电。换下来的电源模块可在换电站利用夜间的谷电进行充电，不仅可以降低运行费用，而且专业的充电和维护将延长电源模块的使用寿命。因此，在可快速更换电源模块1和可快速充电模块2之间应进行合理的容量分配，一方面保证车辆不需要重新设计，另一方面确保车辆使用简单方便。(1)可快速更换电源模块1在不修改或者重新设计车身结构和底盘系统的前提下，为了保证电动汽车的动力性、制动性、操纵稳定性和碰撞安全性等方面的性能与燃油汽车的相当，在布置质量和体积较大的可快速更换电源模块1时，应使得电动汽车的质心位置和高度与燃油汽车的相当。而且三名乘客的乘坐空间也与燃油汽车的相当，以保证电动汽车的实用性和乘坐舒适性。燃油汽车的发动机通常布置在汽车前舱右侧。1.6L汽油发动机的质量约为120kg，一名乘客的质量约68kg，副驾驶座椅的质量约为20kg，三者之和约为200kg。电动汽车的电动机取代了发动机，布置在汽车前舱右侧。在动力性不低于燃油汽车的前提下，电动汽车搭载的峰值功率50kW的电驱动系统的质量约为60kg。因此，可快速更换电源模块1的质量不应超过140kg。如图1和图2所示，可快速更换电源模块1布置在拆除副驾驶座椅后的副驾驶位置空间内，其宽度与副驾驶座椅坐垫宽度相当，约为0.5m；其长度与副驾驶座椅腿部空间相当，约为1m；其高度与地板到副驾驶座椅坐垫上表面的距离相当，约为0.25m。因此，可快速更换电源模块1的体积不应超过125L。高能量型储能元件，例如正极材料采用镍锰钴酸锂三元材料的锂离子动力电池，构成的电源模块的比能量达到100Wh/kg，能量密度达到130Wh/L。在可快速更换电源模块1的质量设定为140kg，体积设定为125L时，其电能接近14kWh。因此，单独使用可快速更换电源模块1时的续驶里程将达到140km。满足所述的质量和体积约束条件，电动汽车的质心位置和高度将与燃油汽车的相当。将可快速更换电源模块1布置在副驾驶位置的车身地板之上，避免了修改或者重新设计车身地板结构和底盘系统，可以充分利用燃油汽车的车身、底盘和生产线，保证批量生产的便利性，以及电动汽车的设计和生产成本较低。可快速更换电源模块1布置在副驾驶位置空间内，前排驾驶员和后排乘客的乘坐空间将不受影响，从而确保电动汽车具有至少三个座位，保证了电动汽车的实用性和乘坐舒适性。可快速更换电源模块1布置在车身地板之上，通过打开副驾驶侧车门，采用自动化或者半自动化的辅助装置，拆开可快速更换电源模块1的固定装置和动力电缆连接器，即可实现快速拆卸和装配。这样，不仅可以通过快速更换电源模块来延长电动汽车的续驶里程，而且使得电动汽车的生产装配以及日常维护变得非常方便。(2)可快速充电电源模块2只具有可快速更换电源模块1的电动汽车在距离换电站较远处，如果此时电能耗尽，车辆将不可避免地瘫痪在路上，这将对驾驶员和乘客造成极大的困扰。而且在换电期间，如果能够同时对一个可快速充电电源模块2进行快速充电，则将可以获得更多的可用电能，减轻驾驶员在使用电动汽车时的担忧。因此，还将设置可快速充电电源模块2，作为可快速更换电源模块1的补充。在不重新设计车辆，并保证电动汽车的动力性、制动性、操纵稳定性和碰撞安全性等方面的性能与燃油汽车的相当，布置可快速充电电源模块2时也应使得电动汽车的质心位置和高度与燃油汽车的相当。如图1和图2所示，可快速充电电源模块2布置在原油箱位置空间。燃油汽车的油箱位置空间内布置有一个约60L的油箱，满油的油箱总质量约68kg。油箱的长度约为0.4m，宽度约为0.85m，高度约为0.25m。电动汽车取消了油箱，因此，原油箱位置空间内约有90L空间可以布置可快速充电电源模块2。后备箱里可放的行李总质量约35kg，因此，在原油箱位置空间内布置质量约100kg的可快速充电电源模块2，将不会对电动汽车的质心位置和高度产生较大的不利影响。显然，质心位置会略微后移，但仍然能够保证整车前后轴荷分配在6∶4到5∶5之间，对电动汽车的动力性、制动性、操纵稳定性和碰撞安全性不会产生不利的影响。由于布置在原油箱位置空间内，因此可以通过设置在地面的充电设施，对可快速充电电源模块2进行快速充电。目前，负极材料使用钛酸锂的锂离子动力电池在5分钟内可充满90％的容量。但与高能量型储能元件相比，可快速充电型储能元件构成的可快速充电电源模块2的能量指标较低，比能量接近70Wh/kg，能量密度可达到100Wh/L。在可快速充电电源模块2的质量设定为100kg，体积设定为90L时，其电能接近7kWh。因此，单独使用可快速充电电源模块2时的电动汽车续驶里程将达到70km。因此，可快速更换电源模块1可提供14kWh的电能，可快速充电电源模块2可提供7kWh的电能，总电能约为21kWh，电动汽车的续驶里程可以达到200km。加上一次换电和一次快充，可以提供近40kWh的电能，保证电动出租车每天的行驶里程不低于350～400km。如图3所示，蓄电装置包含可快速更换电源模块1和可快速充电电源模块2，其具有相同的额定电压等级。两个电源模块的正极电气连接在一起，并与正极接触器SMR1、预充接触器SMR0和预充电阻R相连接，其中预充接触器SMR0和预充电阻R串联后与正极接触器SMR1并联，形成蓄电装置的正极。两个电源模块的负极分别串联接触器SMR2和SMR3后电气连接在一起，形成蓄电装置的负极。通过控制接触器SMR2和SMR3的闭合和断开，控制可快速更换电源模块1和可快速充电电源模块2的工作状态。电动汽车优先使用可快速更换电源模块1的电能，在可快速更换模块1电能耗尽后才使用可快速充电电源模块2的电能。当使用可快速更换电源模块1的电能时，闭合接触器SMR2，可快速更换电源模块1供电；断开接触器SMR3，可快速充电电源模块2不供电。当可快速更换电源模块1的电能耗尽时，断开接触器SMR2将可快速更换电源模块1从供电回路上分离；闭合接触器SMR3，可快速充电电源模块2供电。因此，可以避免由于可快速更换电源模块1电能耗尽时车辆瘫痪在路上的情况，减轻了驾驶员在使用电动汽车时的担忧。当遇到换电站时，更换可快速更换电源模块1，同时对可快速充电电源模块2进行快速充电，确保了所需的40kWh电能，从而保证了电动出租车每天不低于350～400km的行驶里程。本发明并不局限于上述实施例，而是覆盖在不脱离本发明的精神和范围的情况下所进行的所有改变和修改。上述示图及实施例说明是针对方向盘左置的汽车进行的，对于方向盘右置的汽车，拆除位于左侧的副驾驶座椅，将可快速更换电源模块1包布置在左侧的副驾驶位置空间内，通过打开左侧车门实现可快速更换电源模块1的装配、维护或快速更换。上述示图及实施例说明是针对前置前驱动(FF)的电动汽车进行的，本发明也可以应用于前置后驱动(FR)、后置后驱动(RR)或四轮驱动(4WD)等其它驱动形式的电动汽车。另外，在上述实施例中，来自蓄电装置的电力直接用于驱动电动汽车，但是，该实施例不局限于此。例如，本发明可以应用于装有用于提供电力的蓄电装置的车辆中。本发明显然可以以多种方式对其进行改变。这些改变不应被认为是脱离了本发明的精神和范围，并且所有诸如对于本领域技术人员来说显而易见的修改均应被包括在所附权利要求的范围内。 | 本发明提供了一种蓄电装置及搭载该蓄电装置的电动汽车，该蓄电装置包括可快速更换电源模块(1)和可快速充电电源模块(2)，可快速更换电源模块(1)和可快速充电电源模块(2)并联设置，可快速更换电源模块(1)布置在拆除副驾驶座椅后的副驾驶位置空间内，由高能量型储能元件构成，可快速充电电源模块(2)布置在拆除油箱后的油箱位置空间内，由可快速充电型储能元件构成。 | CN:201110355472.5A | https://patentimages.storage.googleapis.com/56/94/9f/61118f0a3ba7d4/CN102501750B.pdf | CN:102501750:B | 李川, 孙江明, 夏承钢 | Shanghai Zhongke Shenjiang Electric Vehicle Co Ltd | NaN | Not available | 2010 | 1.一种蓄电装置，包括， \n\t\t, 可快速更换电源模块和可快速充电电源模块，所述的可快速更换电源模块由高能量型储能元件构成，所述的可快速充电电源模块由可快速充电型储能元件构成，其特征在于： \n\t\t, 所述的可快速更换电源模块和所述的可快速充电电源模块具有相同的额定电压等级； \n\t\t, 所述可快速更换电源模块和所述可快速充电电源模块并联设置，所述的可快速更换电源模块与所述的可快速充电电源模块的负极均串联一个接触器后电气连接在一起，形成所述蓄电装置的负极，所述的可快速更换电源模块与所述的可快速充电电源模块的正极电气连接在一起，并与正极接触器、预充接触器和预充电阻相连接，其中所述预充接触器和所述预充电阻串联后与所述正极接触器并联，形成所述蓄电装置的正极； \n\t\t, 电动汽车优先使用可快速更换电源模块的电能，在可快速更换模块电能耗尽后才使用可快速充电电源模块的电能，当可快速更换电源模块的电能耗尽时，断开可快速更换电源模块负极接触器，将可快速更换电源模块从供电回路上分离；闭合可快速充电电源模块负极接触器，可快速充电电源模块供电；以及 \n\t\t, 所述的可快速更换电源模块布置在拆除副驾驶座椅后的副驾驶位置空间内，和/或所述的可快速充电电源模块布置在拆除油箱后的油箱位置空间内。 \n\t\t, \n \n, 2.如权利要求1所述的蓄电装置，其特征在于， \n\t\t, 所述的可快速更换电源模块及电驱动系统的质量之和与发动机、一名乘客及副驾驶座椅的质量之和相当，所述的可快速更换电源模块的宽度、长度和高度分别与副驾驶座椅坐垫宽度、副驾驶座椅腿部空间和地板到副驾驶座椅坐垫上表面的距离相当。 \n\t\t, \n \n, 3.如权利要求1所述的蓄电装置，其特征在于， \n\t\t, 所述的可快速充电电源模块的质量与油箱总质量及行李总质量之和相当，所述的可快速充电电源模块的宽度、长度和高度分别与油箱的宽度、长度和高度相当。 \n\t\t, 4.一种电动汽车，其特征在于，包括， \n\t\t, 如权利要求1所述的蓄电装置。 \n\t\t, \n \n, 5.如权利要求4所述的电动汽车，其特征在于， \n\t\t, 具有至少三个座位，即一个驾驶员座位和两个后排乘客座位。 \n\t\t, \n \n, 6.如权利要求4所述的电动汽车，其特征在于， \n\t\t, 打开副驾驶侧车门可快速地更换所述的可快速更换电源模块，通过设置在地面的充电设施可对所述的可快速充电电源模块进行快速充电，在更换所述的可快速更换电源模块的同时对所述的可快速充电电源模块进行快速充电。 \n\t\t | CN | China | Expired - Fee Related | Y | True |
| 488 | Antitheft system of charger for electric vehicle \n | US8823486B2 | NaN | An antitheft system of a charger for an electric vehicle that prevents theft of a charger during charging a battery of the electric vehicle is disclosed. \n More specifically, a first signal generating portion is provided at the charger, receives a decoupling will of the charger, and generates a decoupling signal. A second signal generating portion generates a position signal, so that anyone who is allowed to handle the electric vehicle possesses the second signal generating portion. A control portion generates an operating signal when both the decoupling signal of the first signal generating portion and the position signal of the second signal generating portion are received by the control portion. Once received, an actuator decouples the charger from the connector once the operating signal from the control portion is received. | US:13/214,591 | https://patentimages.storage.googleapis.com/2a/e0/fa/c269e0bfcf2467/US8823486.pdf | US:8823486 | Yun Jae Jung, Seok Kim, Taehyoung Park | Hyundai Motor Co | US:3030814, US:3072836, US:3543126, US:4306449, US:4477764, US:5812682, US:5816643, JP:H0737644:A, US:5997333, US:5711558, JP:H10178701:A, US:6157162, US:6215282, US:20020020236:A1, US:20090295169:A1, US:20040178883:A1, US:20080238527:A1, US:7714544, US:20050172794:A1, US:8311690, US:8294415, US:20100225274:A1, US:20100123548:A1, US:8188838, US:20100123549:A1, US:8400263, US:8172599, US:20120129378:A1, US:20120126747:A1, US:20130057210:A1, US:20130057209:A1, US:8550833 | 2014-09-02 | 2014-09-02 | 1. An antitheft system of a charger for an electric vehicle that performs charge by coupling a charger connected to an exterior power source to a connector provided at the electric vehicle, comprising:\na first signal generating portion provided at the charger, the first signal generating portion configured to receive a decoupling will of the charger, and generate a decoupling signal;\na second signal generating portion configured to generate a position signal, so that anyone who is allowed to handle the electric vehicle possess the second signal generating portion;\na control portion configured to generate an operating signal when both the decoupling signal of the first signal generating portion and the position signal of the second signal generating portion are received from by the control portion; and\nan actuator decoupling the charger from the connector in response to receiving the operating signal from the control portion.\n, a first signal generating portion provided at the charger, the first signal generating portion configured to receive a decoupling will of the charger, and generate a decoupling signal;, a second signal generating portion configured to generate a position signal, so that anyone who is allowed to handle the electric vehicle possess the second signal generating portion;, a control portion configured to generate an operating signal when both the decoupling signal of the first signal generating portion and the position signal of the second signal generating portion are received from by the control portion; and, an actuator decoupling the charger from the connector in response to receiving the operating signal from the control portion., 2. The antitheft system of claim 1, wherein the control portion calculates a distance from the electric vehicle to the second signal generating portion based on the position signal received from the second signal generating portion, and generates the operating signal when the distance from the electric vehicle to the second signal generating portion is less than or equal to a predetermined distance., 3. The antitheft system of claim 1, wherein the charger is provided with a switch selectively applying electricity to the first signal generating portion and a hook protruding from a front end thereof, and\nwherein the connector is provided with a clasp coupled to or decoupled from the hook by operation of the actuator.\n, wherein the connector is provided with a clasp coupled to or decoupled from the hook by operation of the actuator., 4. The antitheft system of claim 3, wherein the switch comprises:\na pushing portion formed at a first end and exposed to the exterior of a charger housing;\na first lever shaft formed at a middle portion, mounted at the charger housing, and configured to pivot the switch; and\na first elastic member mounted between a second of the switch and the charger housing and applying elastic force to the second end of the switch,\nwherein the first signal generating portion receives the electricity and generates the decoupling signal in response to pushing the pushing portion.\n, a pushing portion formed at a first end and exposed to the exterior of a charger housing;, a first lever shaft formed at a middle portion, mounted at the charger housing, and configured to pivot the switch; and, a first elastic member mounted between a second of the switch and the charger housing and applying elastic force to the second end of the switch,, wherein the first signal generating portion receives the electricity and generates the decoupling signal in response to pushing the pushing portion., 5. The antitheft system of claim 3, wherein the clasp is coupled to the hook when the actuator does not operate and is decoupled from the hook by elastic force of a second elastic member when the actuator operates., 6. The antitheft system of claim 1, wherein the second signal generating portion is provided at a smart key., 7. The antitheft system of claim 6, wherein the second signal generating portion generates the position signal after receiving the decoupling signal from the first signal generating portion., 8. The antitheft system of claim 7, wherein the control portion receives the decoupling signal indirectly from the second signal generating portion., 9. The antitheft system of claim 6, wherein the second signal generating portion always generates the position signal and the control portion receives the decoupling signal directly from the first signal generating portion., 10. A method for preventing theft of a charger for an electric vehicle, comprising:\nreceiving, by a first signal generating portion provided at the charger, a decoupling will of the charger;\nin response to receiving the decoupling will, generating, by the first signal generating portion, a decoupling signal;\ngenerating, by a second signal generating portion, a position signal, so that anyone who is allowed to handle the electric vehicle possess the second signal generating portion;\nin response to both the decoupling signal of the first signal generating portion and the position signal of the second signal generating portion being received from by a control portion, generating an operating signal; and\nin response to receiving the operating signal from the control portion, decoupling the charger from the connector by an actuator.\n, receiving, by a first signal generating portion provided at the charger, a decoupling will of the charger;, in response to receiving the decoupling will, generating, by the first signal generating portion, a decoupling signal;, generating, by a second signal generating portion, a position signal, so that anyone who is allowed to handle the electric vehicle possess the second signal generating portion;, in response to both the decoupling signal of the first signal generating portion and the position signal of the second signal generating portion being received from by a control portion, generating an operating signal; and, in response to receiving the operating signal from the control portion, decoupling the charger from the connector by an actuator., 11. The method of claim 10, further comprising calculating, by the control portion, a distance from the electric vehicle to the second signal generating portion based on the position signal received from the second signal generating portion; and generating the operating signal when the distance from the electric vehicle to the second signal generating portion is less than or equal to a predetermined distance., 12. The method of claim 10, further comprising selectively applying electricity by a switch on the charger, to the first signal generating portion wherein the charger is connected to a connector by a hook protruding from a front end of the charger, and\nwherein the connector is provided with a clasp to be coupled to or decoupled from the hook by operation of the actuator.\n, wherein the connector is provided with a clasp to be coupled to or decoupled from the hook by operation of the actuator., 13. The method of claim 12, further comprising coupling the clasp to the hook when the actuator does not operate and decoupling the clasp from the hook by elastic force of a second elastic member when the actuator operates., 14. The antitheft system of claim 10, wherein the second signal generating portion is provided at a smart key., 15. The antitheft system of claim 14, further comprising generating by the second signal generating portion, the position signal after receiving the decoupling signal from the first signal generating portion., 16. The antitheft system of claim 15, further comprising receiving the decoupling signal indirectly from the second signal generating portion., 17. The antitheft system of claim 14 wherein the second signal generating portion continuously generates the position signal and the control portion receives the decoupling signal directly from the first signal generating portion. | US | United States | Active | B | True |
| 489 | 一种基于锂电池的纯电动汽车充电系统和充电方法 \n | CN107599857B | NaN | 本发明公开了一种基于锂电池的纯电动汽车充电系统，包括供电设备、车载充电机、主继电器、电池管理控制器、锂电池包和整车控制器，所述供电设备提供220V交流电，并能够发出控制导引信号；车载充电机负责将供电设备输出的交流电，转换为锂离子电池充电所需的直流电；主继电器安装在锂离子电池包内部，由整车控制器进行控制，决定高压回路的导通和断开；电池管理控制器用于监测锂电池包的状态；整车控制器通过CAN总线与车载充电机和电池管理控制器进行通信。本发明还提供了一种基于锂电池的纯电动汽车充电方法。本发明的整车控制器对整个充电过程起监测和监控的作用，且通过充电过程中的失效保护策略，使得充电时整车安全性能得到有效提高。 | CN:201710737694.0A | https://patentimages.storage.googleapis.com/61/5c/bb/5788206f115686/CN107599857B.pdf | CN:107599857:B | 陈秋利, 李巍华, 刘晓楠 | South China University of Technology SCUT | NaN | Not available | 2021-08-10 | 1.一种基于锂电池的纯电动汽车充电系统，包括供电设备、车载充电机、主继电器、电池管理控制器、锂电池包和整车控制器，其特征在于：, 所述供电设备用于提供220V交流电，并能够发出控制导引信号，用于指示充电桩的供电能力，且供电设备读取开关的状态，可判断车辆端是否允许进行充电；, 所述车载充电机用于将供电设备输出的交流电，转换为锂电池包充电的直流电，并根据整车控制器的指令以及电池管理控制器提供的电池状态信息对锂电池包进行最佳方式的充电；, 所述主继电器安装在锂电池包内部，由整车控制器进行控制，用于控制高压回路的导通和断开；, 所述电池管理控制器用于监测锂电池包的状态，将电池电压、电流、温度、SOC相关参数实时告知整车控制器和车载充电机，并与整车控制器进行通信；, 所述整车控制器通过CAN网络与车载充电机和电池管理控制器进行状态交互，用于对整车系统进行管理，协调整个充电系统的工作；所述整车控制器具体用于综合各个部件的状态，判断是否允许开启充电，计算充电电流电压大小、对各个部件的状态进行监测、诊断和失效保护；, 所述纯电动汽车充电系统的充电方法包括以下步骤：, 步骤A:充电前检测阶段，包括了充电请求识别、充电前状态检测和高压上电流程、充电系统的各个部件唤醒，并进行充电插头的连接确认；, 步骤B:充电中的状态检测阶段，开启充电后，所述整车控制器会持续对充电的必要条件进行检测，包括电池管理控制器、车载充电机、控制导引信号、充电接口连接信号、主继电器、锂电池包、整车检测项；若检测到异常情况或锂电池包满电时，则会根据异常情况的严重程度发送相应的操作指令，包括限制功率充电、暂停充电或停止充电的操作指令；, 步骤C:结束充电阶段，整车控制器发送指令停止本次充电，包括停止充电、高压下电和记录故障信息的步骤。, 2.一种基于权利要求1所述充电系统的纯电动汽车充电方法，其特征在于，包括以下步骤：, 步骤A:充电前检测阶段，包括了充电请求识别、充电前状态检测和高压上电流程、充电系统的各个部件唤醒，并进行充电插头的连接确认；在充电请求识别中，用户插入充电枪后，所述车载充电机被充电接口连接信号唤醒，随后车载充电机通过硬线信号唤醒整车控制器，所述整车控制器启动之后，闭合相关继电器，使能车辆内与充电相关的低压部分；在充电前状态检测中，所述整车控制器获取电池管理控制器、车载充电机、控制导引信号、充电接口连接信号、主继电器和整车检测项，综合判断是否开启充电，若判断允许开启充电，则进入高压上电阶段；若不允许充电，则进入充电结束流程；在高压上电阶段，所述整车控制器闭合主继电器，使车辆高压回路导通，并回读主继电器状态，在检测到整车控制器高压回路闭合状态正常后，即高压上电成功，整车控制器会给车载充电机发送开启充电指令，若高压上电异常，则进入充电结束流程；, 步骤B:充电中的状态检测阶段，开启充电后，所述整车控制器会持续对充电的必要条件进行检测，包括电池管理控制器、车载充电机、控制导引信号、充电接口连接信号、主继电器、锂电池包、整车检测项；若检测到异常情况或锂电池包满电时，则会根据异常情况的严重程度发送相应的操作指令，包括限制功率充电、暂停充电或停止充电的操作指令；, 步骤C:结束充电阶段，整车控制器发送指令停止本次充电，包括停止充电、高压下电和记录故障信息的步骤。, 3.根据权利要求2所述的纯电动汽车充电方法，其特征在于：所述步骤A中，所述充电前状态检测还包括：锂电池包允许的最大充电电流、充电桩能够提供的最大电流、充电线缆的额定电流，并将三者的最小值作为最终的充电电流，发送给车载充电机。, 4.根据权利要求2所述的纯电动汽车充电方法，其特征在于：步骤B中，所述限制功率充电是指电池管理控制器或者车载充电机请求限制充电功率时，包括车载充电机检测到自身内部温度高于或低于设定温度范围时，则对整车控制器发送低功率充电请求，所述整车控制器对充电电流的上限进行设置；, 所述暂停充电是指在整个充电系统出现可恢复故障时，包括车载充电机可恢复故障、充电枪处于半连接状态、控制导引信号异常、CAN通信故障时，所述整车控制器控制车载充电机暂停输出，此时整车控制器控制高压系统不下电；一定等待时间内，若异常恢复，则整车控制器控制车载充电机继续输出，若异常未恢复，则停止充电，所述等待时间设置为25s-40s；, 所述停止充电，即整车控制器检测到出现不可恢复的故障、锂电池包满充电或者需要立刻停止充电的情况，包括充电桩不允许充电、充电接头完全断开、电池管理控制器发出三级故障或锂电池包电压过低、充电接口电子锁开启的情况，这时整车控制器进入停止充电流程。, 5.根据权利要求2所述的纯电动汽车充电方法，其特征在于：在步骤C中，所述整车控制器监测到充电异常或者充电完成时，将发送停止充电指令给车载充电机，达到停止充电的条件后，所述车载充电机、整车控制器、电池管理控制器会进入休眠状态。, 6.根据权利要求3或4所述的纯电动汽车充电方法，其特征在于：所述停止充电指令发送后，整车控制器控制主继电器断开高压回路，并记录相关信息后关机，在停止充电后，必须手动拔下充电枪后，才能再次开启充电，即使故障恢复，也不会再次开启充电。 | CN | China | Active | Y | True |
| 490 | Dual battery system for electric vehicle \n | EP3760471A1 | NaN | The present disclosure relates to a dual battery system (1) for in a dual manner powering propulsion of an electric vehicle (10) comprising a first electric motor (2) coupled in driving relationship to one or more rear wheels (3) and a second electric motor (4) coupled in driving relationship to one or more front wheels (5), the dual battery system comprising a first battery (11) and a second battery (12). The first battery is adapted to provide electric power for driving the first electric motor and the second battery is adapted to provide electric power for driving the second electric motor. \n The disclosure also relates to an electric vehicle (10) comprising such a dual battery system. | EP:19183835.8A | https://patentimages.storage.googleapis.com/a1/87/b3/b5bc27949506c9/EP3760471A1.pdf | NaN | Jongseok Moon | Polestar Performance AB | US:20100006351:A1, DE:102013205164:B3, US:20180201144:A1 | 2020-12-04 | 2013-06-25 | A dual battery system (1) for in a dual manner powering propulsion of an electric vehicle (10) comprising a first electric motor (2) coupled in driving relationship to one or more rear wheels (3) and a second electric motor (4) coupled in driving relationship to one or more front wheels (5), the dual battery system (1) comprising a first battery (11) and a second battery (12), wherein the first battery (11) is adapted to provide electric power for driving the first electric motor (2) and the second battery (12) is adapted to provide electric power for driving the second electric motor (4)., The dual battery system (1) according to claim 1, wherein the first battery (11) has a first battery configuration and the second battery (12) has a second battery configuration differing from the first battery configuration., The dual battery system (1) according to claim 2, wherein the first battery configuration is tailored to satisfy a first driving scenario and the second battery configuration is tailored to satisfy a second driving scenario, the second driving scenario differing from the first driving scenario., The dual battery system (1) according to claim 2 or 3, wherein a cycle rating of the first battery configuration is greater than a cycle rating of the second battery configuration, or vice versa., The dual battery system (1) according to claim 4, wherein the cycle rating of the first battery configuration is at least double the cycle rating of the second battery configuration, or vice versa., The dual battery system (1) according to any one of claims 2-5, wherein a range rating of the second battery configuration is greater than a range rating of the first battery configuration, or vice versa., The dual battery system (1) according to claim 6, wherein the range rating of the second battery configuration is at least double the range rating of the first battery configuration, or vice versa., The dual battery system (1) according to any one of claims 2-7, wherein the first battery configuration comprises a first chemical configuration and the second battery configuration comprises a second chemical configuration differing from the first chemical configuration., The dual battery system (1) according to any one of claims 2-8, wherein the first battery configuration comprises a first design configuration and the second battery configuration comprises a second design configuration differing from the first design configuration., The dual battery system (1) according to any one of claims 1-9, wherein the dual battery system (1) further comprises a selection receiving unit (101) for receiving (1001) an input signal (6) indicating selection of the first battery (11) and/or the second battery (12)., The dual battery system (1) according to claim 10, wherein the dual battery system (1) further comprises a selected battery enabling unit (102) for enabling (1002) provision of electric power from the first battery (11) when the input signal (6) indicates selection of the first battery (11) and/or enabling provision of electric power from the second battery (12) when the input signal (6) indicates selection of the second battery (12)., An electric vehicle (10) comprising a first electric motor (2) coupled in driving relationship to one or more rear wheels (3) of the electric vehicle (10) and a second electric motor (4) coupled in driving relationship to one or more front wheels (5) of the electric vehicle (10), the electric vehicle (10) comprising the dual battery system (1) according to any one of claims 1-11., The electric vehicle (10) according to claim 12 in combination with claim 10 or 11, further comprising an interface (7) adapted for detecting a selection of the first battery (11) and/or the second battery (12), wherein the input signal (6) is based on the selection., A method performed by a dual battery system for in a dual manner powering propulsion of an electric vehicle (10) comprising a first electric motor (2) coupled in driving relationship to one or more rear wheels (3) and a second electric motor (4) coupled in driving relationship to one or more front wheels (5), the dual battery system (1) comprising a first battery (11) and a second battery (12), the method comprising:\n receiving (1001) an input signal (6) indicating selection of the first battery (11) and/or the second battery (12), the first battery (11) being adapted to provide electric power for driving the first electric motor (2) and the second battery (12) being adapted to provide electric power for driving the second electric motor (4)., The method according to claim 14, further comprising:\n enabling (1002) provision of electric power from the first battery (11) when the input signal (6) indicates selection of the first battery (11) and/or enabling provision of electric power from the second battery (12) when the input signal (6) indicates selection of the second battery (12). | EP | European Patent Office | Pending | B | True |
| 491 | 电池包和车辆 \n | CN208093683U | 技术领域本实用新型涉及车辆技术领域，具体而言，涉及一种电池包和车辆。背景技术为维持电池包内部BDU等部件的低电压工作需求，传统车辆在电池包外部设置一个低电压的蓄电池专门为BDU等部件提供低压电量，但这样会占用车内过多的空间，使整车布置不紧凑，而且需要一段较长的线缆连接低压蓄电池与动力电池包，增加布线难度及相关成本，且电池包壳体在过线处存在密封问题。实用新型内容本实用新型旨在至少在一定程度上解决现有技术中的上述技术问题之一。为此，本实用新型提出一种电池包，该电池包将DCDC集成在其内部，可实现利用电池包自身内部电池模组的高压通过DCDC的转化作用变成能够为BDU等供能的低电压。本实用新型还提出了一种具有上述电池包的车辆。根据本实用新型的实施例的电池包，包括：壳体，所述壳体包括下壳体和封盖所述下壳体的上盖；电池模组，所述电池模组设置在所述下壳体内；双向充电机，所述双向充电机设置在所述壳体内，所述双向充电机具有外部高压接头，所述外部高压接头向上伸出所述上盖；电控元件，所述电控元件设置在所述壳体内，所述电控元件包括：BMS和BDU，所述电控元件具有高压输出接头和低压输出接头，所述高压输出接头和所述低压输出接头均向上伸出所述上盖；DCDC，所述DCDC与所述电控元件相连，所述DCDC设置在所述壳体内。根据本实用新型的实施例的电池包，该电池包将DCDC集成在其内部，可实现利用电池包自身内部电池模组的高压通过DCDC的转化作用变成能够为BDU等供能的低电压。根据本实用新型实施例的电池包还可以具有如下附加技术特征：根据本实用新型的一些实施例，所述双向充电机、所述电控元件和所述DCDC呈线性排列。根据本实用新型的一些实施例，所述双向充电机、所述电控元件和所述DCDC位于所述壳体的后部。根据本实用新型的一些实施例，所述高压输出接头包括：前部高压输出接头和位于所述前部高压输出接头后侧且相邻的后部高压输出接头。根据本实用新型的一些实施例，所述电控元件包括：电控元件壳体，所述电控元件壳体的上表面设置有电控元件凸台，所述电控元件凸台上设置有所述高压输出接头和所述低压输出接头。根据本实用新型的一些实施例，所述电控元件凸台上还设置有电控元件高压防护罩，所述电控元件高压防护罩围绕所述高压输出接头设置。根据本实用新型的一些实施例，所述电控元件高压防护罩由第一弧形挡板和第二弧形挡板围成，并且两个所述电控元件高压防护罩的第一弧形挡板彼此相邻，所述第一弧形挡板的高度大于所述第二弧形挡板的高度。根据本实用新型的一些实施例，所述第一弧形挡板和所述第二弧形挡板的连接处设置有第一车身固定卡扣。根据本实用新型的一些实施例，所述电控元件凸台上还设置有电控元件低压防护罩，所述电控元件低压防护罩围绕所述外部低压接头设置，所述电控元件低压防护罩上设置有第二车身固定卡扣。根据本实用新型另一方面的车辆，包括上述的电池包。附图说明图1是根据本实用新型实施例的电池包的结构示意图；图2是根据本实用新型实施例的电池包的内部结构示意图；图3是根据本实用新型实施例的电池包的局部结构示意图；图4是根据本实用新型实施例的电控元件的结构示意图。附图标记：电池包100，壳体1，下壳体11，上盖12，电池模组2，双向充电机3，外部高压接头31，电控元件4，高压输出接头41，低压输出接头42，DCDC5，前部高压输出接头411，后部高压输出接头412，电控元件壳体43，电控元件凸台431，电控元件高压防护罩432，第一弧形挡板4321，第二弧形挡板4322，第一车身固定卡扣4323，电控元件低压防护罩433，第二车身固定卡扣4331。具体实施方式下面详细描述本实用新型的实施例，所述实施例的示例在附图中示出，其中自始至终相同或类似的标号表示相同或类似的元件或具有相同或类似功能的元件。下面通过参考附图描述的实施例是示例性的，旨在用于解释本实用新型，而不能理解为对本实用新型的限制。在本实用新型的描述中，需要理解的是，术语“中心”、“纵向”、“横向”、“长度”、“宽度”、“厚度”、“上”、“下”、“前”、“后”、“左”、“右”、“竖直”、“水平”、“顶”、“底”“内”、“外”、“顺时针”、“逆时针”等指示的方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述本实用新型和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本实用新型的限制。此外，术语“第一”、“第二”仅用于描述目的，而不能理解为指示或暗示相对重要性或者隐含指明所指示的技术特征的数量。由此，限定有“第一”、“第二”的特征可以明示或者隐含地包括一个或者更多个该特征。在本实用新型的描述中，“多个”的含义是至少两个，例如两个，三个等，除非另有明确具体的限定。在本实用新型中，除非另有明确的规定和限定，术语“安装”、“相连”、“连接”、“固定”等术语应做广义理解，例如，可以是固定连接，也可以是可拆卸连接，或成一体；可以是机械连接，也可以是电连接或可以互相通讯；可以是直接相连，也可以通过中间媒介间接相连，可以是两个元件内部的连通或两个元件的相互作用关系。对于本领域的普通技术人员而言，可以根据具体情况理解上述术语在本实用新型中的具体含义。在本实用新型中，除非另有明确的规定和限定，第一特征在第二特征之“上”或之“下”可以包括第一和第二特征直接接触，也可以包括第一和第二特征不是直接接触而是通过它们之间的另外的特征接触。而且，第一特征在第二特征“之上”、“上方”和“上面”包括第一特征在第二特征正上方和斜上方，或仅仅表示第一特征水平高度高于第二特征。第一特征在第二特征“之下”、“下方”和“下面”包括第一特征在第二特征正下方和斜下方，或仅仅表示第一特征水平高度小于第二特征。下面参考图1-图4描述根据本实用新型实施例的电池包100。根据本实用新型实施例的电池包100可以包括：壳体1、电池模组2、双向充电机3、电控元件4和DCDC5(直流电压变换器)。如图1和图2所示，壳体1包括下壳体11和封盖下壳体11的上盖12，电池模组2设置在下壳体11内。具体地，电池模组2整齐地布置在下壳体11内，并由上盖12对下壳体11及内部的电池模组2进行封闭，以使电池包壳体1达到密闭情况，不仅可保护电池模组2免受外界撞击力的作用而损坏，而且还可阻止外界雨水灰尘对电池模组2的侵蚀，使电池模组2能够持续输出电量并为整车提供电能。参照图1-图3，双向充电机3设置在壳体1内，双向充电机3具有外部高压接头31，外部高压接头31向上伸出上盖12。传统车辆将双向充电机3布置在电池包100外部以达到为电池模组2充电的目的，但往往需要单独为双向充电机3预留安装位置，这就导致其他部件的布置空间减小而出现难以不布置的情况，且还要考虑双向充电机3的防护问题，较为繁琐，且将双向充电机3布置在电池包100内还可方便电池包100在储能场景的应用。而本实用新型实施例的电池包100将双向充电机3设置在电池包100内部，并通过伸出上盖12的外部高压接头31直接与车辆底盘即车辆外部充电口相连进行充电，这就减少了在电池包100与外部高压接头31之间加设充电线束的长度。由此可节省整车的制造成本。并且通过将双向充电机3集成在电池包100内部，使电池包100整体结构更紧凑，使电池包100不仅可通过外部高压接头31与外界220V电源进行电连接而为电池模组2充电，而且当电池包100从车辆拆卸下来时，还可通过双向充电机3的转换作用，从外部高压接头31处向外输出诸如220V的交流电，可供电池外部用电负载使用。结合图1-图4所示实施例，电控元件4设置在壳体1内，电控元件4包括：BMS(BATTERY MANAGEMENT SYSTEM，电池管理系统)和BDU(Battery Distribution Unit，电池高压配电盒)，电控元件4具有高压输出接头41和低压输出接头42，高压输出接头41和低压输出接头42均向上伸出上盖12。具体地，电控元件4连接在电池模组2与双向充电机3之间。其中，充电过程为外界电源通过外部高压接头31输入220V交流电，双向充电机3将其转化成电池模组2所需求电压的直流电，并通过电控元件4将电流传递到电池模组2，为电池模组2充电。而当电池包100从整车拆卸下来后的放电过程为电池模组2通过电控元件4将直流电传递到双向充电机3，并通过双向充电机3的内部转换作用，从外部高压接头31处向外输出220V交流电/直流电，供电池外部用电负载使用。其中，高压输出接头41和低压输出接头42向上伸出上盖12是为了便于与车辆底盘上相应的插孔对应插接，使高压输出接头41能够连接整车机舱的高压用电设备，为整车提供高压直流电源，低压输出接头42能够为电池包100与整车及外部充电桩的低压通讯提供通讯信号。进而使电池包100能够向整车输送高电压及通讯信号，使整车能够正常顺利的运行。如图2和图3所示，DCDC5与电控元件4相连，DCDC5设置在壳体1内。具体地，电池模组2与电控元件4相连，电控元件4的一端与双向充电机3相连，而另一端则与DCDC5相连，DCDC5将来自于电池模组2的高电压转换为可为电控元件4内部的BDU提供正常工作所需能量的低电压，使电控元件4能够正常的运行。需要知道的是，传统情况下整车需要在电池包100外的车辆内部设置一个低电压电池为电池包100内部的BDU提供能源，这就使得电池包100与低压蓄电池之间需通过一段较长的导线连接，导致导线布置较为繁琐和布置困难的问题。而本实用新型实施例将DCDC5集成在电池包100内部，并通过电池包100内部电池模组2本身的电能经过DCDC5的转换作用为BDU提供低电压，由此不仅使电池包100的功能更强大，且优化了电池包100整体的布置空间，并且实现了电池包100为自身低压用电设备提供低压电能。根据本实用新型实施例的电池包100，该电池包100将DCDC5集成在其内部，实现了利用电池包100自身内部电池模组2的高压通过DCDC5的转化作用变成能够为BDU等供能的低电压。如图2和图3所示，双向充电机3、电控元件4和DCDC5呈线性排列。将三者呈线性排列方式进行排列更节省电池包100内部的空间，使电池包100内部的其余空间能够布置更多的电池模组2以提升电池包100的能量密度，且使三者能够更好地进行信息和能量传递，可缩短三者之间的连接端子及线束。进一步，双向充电机3、电控元件4和DCDC5位于壳体1的后部。由于双向充电机3上的外部高压接头31及电控元件4上的外部高压接头31和外部低压接头只有与车辆底盘上的相应孔位插接配合才可与充电口及整车进行电连接，实现电池包100的作用。其中，电池包的外部高压接头31布置在后方，对应整车后排座椅位置。此位置由于后排座椅凸起，在Z方向上形成一个较大的空腔体，利于接插件安装和布置。如果将双向充电机3、电控元件4和DCDC5三者布置在壳体1内的前部就需要在驾驶舱前地板下设置相应的对插孔位，并且需要抬高前机舱底板，影响了整车的乘坐舒适性。而如果将双向充电机3、电控元件4和DCDC5三者布置在壳体1内的后部，其相应的对插接口需设置在后排座椅下方，而设置在此处则不会影响车内其他部件的布置，由此将双向充电机3、电控元件4和DCDC5布置在壳体1内的后部更合理且布置方便，且具有相对更好的效果。结合图1-图4所示实施例，高压输出接头41包括：前部高压输出接头411和位于前部高压输出接头411后侧且相邻的后部高压输出接头412。具体地，后部高压输出接头412对于前部高压输出接头411更靠近电池包100的后部。当电池包100所需匹配的车辆为前置前驱车辆时，可去除后部高压输出接头412，保留前部高压输出接头411，以便于电池包100的布置及安装。当电池包100所需匹配的车辆为后置后驱车辆时，可去除前部高压输出接头411，保留后部高压输出接头412，以便于电池包100的布置及安装。而当电池包100所需匹配的车辆为四驱车辆时，可同时保留高压输出接头41和后部高压输出接头412。由此通过对高压输出接头41的灵活布置实现了电池包100在不同车辆上的安装布置，增大了电池包100的通用性。而且，通过将前部高压输出接头411和后部高压输出接头412直接集成在电控元件壳体43上，免去了布线问题。参照图2-图4，电控元件4包括：电控元件壳体43，电控元件壳体43的上表面设置有电控元件凸台431，电控元件凸台431上设置有高压输出接头41和低压输出接头42。具体地，双电控元件壳体43用于保护电控元件4内部零部件及电路，并且使电控元件4的整体形状与电池包100的下壳体11和上盖12更贴合，已达到占用空间较小的目的，以利于提高电池包100的整体能量密度，且可使电控元件4在电池包100内固定的更稳定和牢靠。其中设置在电控元件4上表面的电控元件凸台431适于与上盖12贴合，由此当电控元件凸台431的上表面与上盖12下表面贴合固定时，电控元件凸台431会将电控元件凸台431上设置的高压输出接头41抬升到上盖12上方，以便于与车辆底盘上相应的插口进行配合插接。进一步，电控元件凸台431上还设置有电控元件高压防护罩432，电控元件高压防护罩432围绕高压输出接头41设置。具体地，在高压输出接头41周围环绕设置电控元件高压防护罩432一方面为了更好的保护高压输出接头41以免受到外界撞击力等的影响而损坏，另一方面设置电控元件高压防护罩432方便与车辆底盘的相应插孔进行定位插接，使高压输出接头41与车辆底盘相应插孔的插接配合更快速高效和准确。再进一步，电控元件高压防护罩432由第一弧形挡板4321和第二弧形挡板4322围成，并且两个电控元件高压防护罩432的第一弧形挡板4321彼此相邻，第一弧形挡板4321的高度大于第二弧形挡板4322的高度。换言之，结合图4，两个较高的第一弧形挡板4321设置在前部高压输出接头411和后部高压输出接头412之间，由此可进一步保护两个高压输出接头41之间发生电连接或损坏，以影响电池包100的正常使用。再进一步，第一弧形挡板4321和第二弧形挡板4322的连接处设置有第一车身固定卡扣4323。具体地，第一车身固定卡扣4323适于在高压输出接头41与车辆底盘相应孔位内的对插口相互插接后，与相应孔位内的卡槽配合卡接，以使高压输出接头41与对插口结合的更稳定牢靠。如图1-图4所示，电控元件凸台431上还设置有电控元件低压防护罩433，电控元件低压防护罩433围绕外部低压接头设置，电控元件低压防护罩433上设置有第二车身固定卡扣4331。具体地，在低压输出接头42周围环绕设置电控元件低压防护罩433一方面为了更好的保护低压输出接头42以免受到外界撞击力等的影响而损坏，另一方面设置电控元件低压防护罩433方便与车辆底盘的相应插孔进行定位插接，使低压输出接头42与车辆底盘相应插孔的插接配合更快速高效和准确。其中，第二车身固定卡扣4331适于在低压输出接头42与车辆底盘相应孔位内的对插口相互插接后，与相应孔位内的卡槽配合卡接，以使低压输出接头42与对插口结合的更稳定牢靠。根据本实用新型另一方面实施例的车辆，包括上述实施例中描述的电池包100。对于车辆的其它构造例如变速器、制动系统、转向系统等均已为现有技术且为本领域的技术人员所熟知，因此这里对于车辆的其它构造不做详细说明。在本说明书的描述中，参考术语“一个实施例”、“一些实施例”、“示例”、“具体示例”、或“一些示例”等的描述意指结合该实施例或示例描述的具体特征、结构、材料或者特点包含于本实用新型的至少一个实施例或示例中。在本说明书中，对上述术语的示意性表述不必须针对的是相同的实施例或示例。而且，描述的具体特征、结构、材料或者特点可以在任何的一个或多个实施例或示例中以合适的方式结合。此外，本领域的技术人员可以将本说明书中描述的不同实施例或示例进行接合和组合。尽管上面已经示出和描述了本实用新型的实施例，可以理解的是，上述实施例是示例性的，不能理解为对本实用新型的限制，本领域的普通技术人员在本实用新型的范围内可以对上述实施例进行变化、修改、替换和变型。 | 本实用新型公开了一种电池包和车辆，其中电池包包括：壳体、电池模组、双向充电机、电控元件和DCDC。壳体包括下壳体和封盖下壳体的上盖；电池模组设置在下壳体内；双向充电机设置在壳体内，双向充电机具有外部高压接头，外部高压接头向上伸出上盖；电控元件设置在壳体内，电控元件包括：BMS和BDU，电控元件具有高压输出接头和低压输出接头，高压输出接头和低压输出接头均向上伸出上盖；DCDC与电控元件相连，DCDC设置在壳体内。该电池包将DCDC集成在其内部，不仅节省了整车对其的布置空间和防护措施，而且还实现了利用电池包自身内部电池模组的高压通过DCDC的转化作用变成能够为BDU等供能的低压以对BDU等进行供能。 | CN:201820597157.0U | https://patentimages.storage.googleapis.com/4e/f0/f6/2a1fb04b1f756a/CN208093683U.pdf | CN:208093683:U | 郭海宁, 杨重科, 李兴华, 庄启超 | Beijing Electric Vehicle Co Ltd | NaN | Not available | 2015-08-10 | 1.一种电池包，其特征在于，包括：, 壳体，所述壳体包括下壳体和封盖所述下壳体的上盖；, 电池模组，所述电池模组设置在所述下壳体内；, 双向充电机，所述双向充电机设置在所述壳体内，所述双向充电机具有外部高压接头，所述外部高压接头向上伸出所述上盖；, 电控元件，所述电控元件设置在所述壳体内，所述电控元件包括：BMS和BDU，所述电控元件具有高压输出接头和低压输出接头，所述高压输出接头和所述低压输出接头均向上伸出所述上盖；, DCDC，所述DCDC与所述电控元件相连，所述DCDC设置在所述壳体内。, \n \n, 2.根据权利要求1所述的电池包，其特征在于，所述双向充电机、所述电控元件和所述DCDC呈线性排列。, \n \n, 3.根据权利要求1所述的电池包，其特征在于，所述双向充电机、所述电控元件和所述DCDC位于所述壳体的后部。, \n \n, 4.根据权利要求3所述的电池包，其特征在于，所述高压输出接头包括：前部高压输出接头和位于所述前部高压输出接头后侧且相邻的后部高压输出接头。, \n \n, 5.根据权利要求4所述的电池包，其特征在于，所述电控元件包括：电控元件壳体，所述电控元件壳体的上表面设置有电控元件凸台，所述电控元件凸台上设置有所述高压输出接头和所述低压输出接头。, \n \n, 6.根据权利要求5所述的电池包，其特征在于，所述电控元件凸台上还设置有电控元件高压防护罩，所述电控元件高压防护罩围绕所述高压输出接头设置。, \n \n, 7.根据权利要求6所述的电池包，其特征在于，所述电控元件高压防护罩由第一弧形挡板和第二弧形挡板围成，并且两个所述电控元件高压防护罩的第一弧形挡板彼此相邻，所述第一弧形挡板的高度大于所述第二弧形挡板的高度。, \n \n, 8.根据权利要求7所述的电池包，其特征在于，所述第一弧形挡板和所述第二弧形挡板的连接处设置有第一车身固定卡扣。, \n \n, 9.根据权利要求5所述的电池包，其特征在于，所述电控元件凸台上还设置有电控元件低压防护罩，所述电控元件低压防护罩围绕所述外部低压接头设置，所述电控元件低压防护罩上设置有第二车身固定卡扣。, 10.一种车辆，其特征在于，包括根据权利要求1-9中任一项所述的电池包。 | CN | China | Active | Y | True |
| 492 | 一种锂电池汽车用的车载充电器及方法 \n | CN115622204A | NaN | 本发明公开了一种锂电池汽车用的车载充电器及方法，包括壳体，所述壳体内部设置有电路保护器、电路板以及控制器，所述壳体的底部设置有锥形插接头，所述锥形插接头的底部设置有正极接触头，所述壳体的外侧臂还设置有负极接触头，所述壳体的顶部设置有充电插接头，所述充电插接头上开设有凹槽，所述凹槽内设置有USB接头，所述正极接触头与负极接触头均与所述电路板的电流输入端电性连接，所述电路板的电流输出端与所述电路保护器的电流输入端电性连接，本车载充电器能够根据对应情况自动的控制充电电流的通断，实现了智能化控制，实现了智能保护移动终端的功能。 | CN:202211619142.7A | https://patentimages.storage.googleapis.com/f7/b7/67/4ed33d24144196/CN115622204A.pdf | NaN | 黄华茂 | Shenzhen Baidu Electronics Co ltd | CN:203967790:U, CN:205081499:U, CN:205377360:U, CN:205595842:U, US:20200047637:A1, CN:112636413:A, CN:114520532:A, CN:115360789:A | Not available | 2023-03-10 | 1.一种锂电池汽车用的车载充电器，其特征在于：包括壳体，所述壳体内部设置有电路保护器、电路板以及控制器，所述壳体的底部设置有锥形插接头，所述锥形插接头的底部设置有正极接触头，所述壳体的外侧臂还设置有负极接触头，所述壳体的顶部设置有充电插接头，所述充电插接头上开设有凹槽，所述凹槽内设置有USB接头；, 所述正极接触头与负极接触头均与所述电路板的电流输入端电性连接，所述电路板的电流输出端与所述电路保护器的电流输入端电性连接，所述电路保护器的电流输出端与所述USB接头电性连接；所述正极接触头、负极接触头、电路板、电路保护器、USB接头之间形成充电电路；, 所述电路板上安装有电流传感器、电压传感器以及温度传感器，通过所述电流传感器能够检测充电电路中的电流参数，通过所述电压传感器能够检测充电电路中的电压参数，通过所述温度传感器能够检测车载充电器内部温度参数。, 2.根据权利要求1所述的一种锂电池汽车用的车载充电器，其特征在于：所述电路保护器包括第一安装座、第二安装座以及第三安装座，所述第一安装座上固定连接有第一绝缘块，所述第一绝缘块上开设有第一安装槽，所述第一安装槽上固定安装有第一铜片，所述第二安装座上滑动连接有第二绝缘块，所述第二绝缘块上开设有第二安装槽，所述第二安装槽上固定安装有第二铜片。, 3.根据权利要求2所述的一种锂电池汽车用的车载充电器，其特征在于：所述第三安装座上固定安装有隔磁导桶，所述隔磁导桶内滑动连接有圆形铁块，所述隔磁导桶的桶口处配合连接有限位圆环，所述隔磁导桶的桶底处安装有吸引块，所述圆形铁块与连接条的一端固定连接，所述连接条的另一端伸出至隔磁导桶外且与所述第二绝缘块固定连接，位于所述隔磁导桶内的连接条上套设有压力弹簧，且所述压力弹簧的一端与所述圆形铁块固定连接，另一端与所述限位圆环固定连接。, 4.根据权利要求2所述的一种锂电池汽车用的车载充电器，其特征在于：所述第一铜片上固定连接有第一导线连接端子，所述第二铜片上固定连接有第二导线连接端子，所述第一铜片上设置有第一连接凹槽，所述第二铜片上设置有第二连接凸块，所述第二连接凸块能嵌入所述第一连接凹槽内。, 5.根据权利要求2所述的一种锂电池汽车用的车载充电器，其特征在于：所述第二安装座的左右两侧壁上开设有导向槽，所述第二绝缘块的左右两侧壁上设置有导向块，所述导向块嵌入所述导向槽内。, 6.根据权利要求5所述的一种锂电池汽车用的车载充电器，其特征在于：所述导向块上设置有光电传感器，所述光电传感器用于检测所述第二绝缘块的位置信息。, 7.根据权利要求1所述的一种锂电池汽车用的车载充电器，其特征在于：所述电路板上安装有霍尔传感器，所述霍尔传感器与所述控制器通讯连接，所述霍尔传感器用于检测充电电路中电流流向。, 8.根据权利要求1所述的一种锂电池汽车用的车载充电器，其特征在于：所述电路板上安装有信号棒，当充电电路通电时，所述信号棒与移动终端内部的传感器信号连接，进而通过所述信号棒获取移动终端内部的参数信息，其中所述移动终端内部的传感器包括温度传感器、电量传感器，所述参数信息包括温度值、电量值。, 9.一种锂电池汽车用的车载充电器的控制方法，应用于权利要求1-8任一项所述的一种锂电池汽车用的车载充电器，其特征在于，包括如下步骤：, S102：通过霍尔传感器实时监测充电电路中电信号信息；, S104：基于所述电信号信息判断充电电路是否发生电流倒灌现象；, S106：若发生电流倒灌现象，则获取倒灌电流的电流值，并判断所述电流值是否大于预设电流值；, S108：若大于，则控制所述电路保护器断开，进而切断充电电路电流；, S110：若不大于，则判断电流倒灌现象持续时间是否大于预设时间值；, S112：若大于，则控制所述电路保护器断开，进而切断充电电路电流。, 10.根据权利要求9所述的一种锂电池汽车用的车载充电器的控制方法，其特征在于，还包括如下步骤：, S202：基于神经网络建立预测模型，并将预先训练好的预测样本数据导入所述预测模型中进行训练，得到训练好的预测模型；其中所述预测样本数据包括移动终端在各实际电量与相应环境温度条件下充满电所需的预测充电时间；, S204：通过信号棒获取移动终端的当前电量值与内部温度值，并将所述移动终端的当前电量值与内部温度值导入所述训练好的预测模型进行预测，得到第一预测充电时间；, S206：在第一预测充电时间后，通过信号棒获取移动终端的实际电量值；, S208：计算所述实际电量值与预设电量值之间的差值，得到电量差值；, S210：判断所述电量差值是否位于预设范围内；, S212：若位于，则控制所述电路保护器断开，进而切断充电电路电流；, S214：若不位于，则重复S204至210步骤，直至电量差值位于预设范围内后，控制所述电路保护器断开，进而切断充电电路电流。 | CN | China | Granted | H | True |
| 493 | 一种自带充放电管理功能的电动车控制器和电动车 \n | CN215244441U | NaN | 本实用新型实施例公开了一种自带充放电管理功能的电动车控制器和电动车，该控制器包括散热器、外壳、电源接线端口、电机接线端口、PCB电路板、晶体管、控制模块、驱动模块、电源管理模块和参考电压端口。驱动模块与控制模块连接，电源接线端口用于连接车载电池和电源管理模块，电源管理模块分别与参考电压端口和控制模块连接，参考电压端口用于接入整车电气系统的参考电压。本实用新型实施例提供的技术方案能够降低系统的开发成本，通过将电源管理模块集成在控制器内，能够兼顾锂电池和铅酸电池的特性，避免了电源管理模块的单独安装和接线，有利于节省系统安装的空间和走线的空间，同时能够简化整车的生产工艺。 | CN:202120745179.9U | https://patentimages.storage.googleapis.com/e4/23/fd/04e4dac194bf36/CN215244441U.pdf | CN:215244441:U | 曾奇方, 胡立, 胡维超, 罗柱, 宁德胜 | Shenzhen Gobao Electronic Technology Co Ltd | NaN | Not available | 2016-01-20 | 1.一种自带充放电管理功能的电动车控制器，包括：散热器、外壳、电源接线端口、电机接线端口、PCB电路板和晶体管，所述PCB电路板设置于所述散热器和所述外壳形成的容纳空间内，所述电源接线端口与车载电池连接，其特征在于，还包括：控制模块、驱动模块、电源管理模块和参考电压端口；, 所述驱动模块与所述控制模块连接，所述驱动模块用于向所述晶体管发送驱动信号，以驱动与所述电机接线端口连接的电机；, 所述电源接线端口用于连接车载电池和所述电源管理模块，所述电源管理模块分别与所述参考电压端口和所述控制模块连接，所述参考电压端口用于接入整车电气系统的参考电压。, 2.根据权利要求1所述的自带充放电管理功能的电动车控制器，其特征在于，所述电源接线端口包括第一电源接线端口和第二电源接线端口，所述第一电源接线端口为正极接线端口，所述第二电源接线端口为负极接线端口；, 所述电源管理模块的第一端口与所述第一电源接线端口连接，所述电源管理模块的第二端口通过所述参考电压端口与所述整车电气系统的参考正端连接，所述电源管理模块的第三端口与所述控制模块连接；所述电源管理模块用于检测所述车载电池的充放电信号，所述控制模块用于根据所述充放电信号计算所述车载电池的电量信息，并根据所述电量信息控制电动车的整车状态。, 3.根据权利要求1所述的自带充放电管理功能的电动车控制器，其特征在于，所述电源接线端口包括第一电源接线端口和第二电源接线端口，所述第一电源接线端口为正极接线端口，所述第二电源接线端口为负极接线端口；, 所述电源管理模块的第一端口与所述第二电源接线端口连接，所述电源管理模块的第二端口通过所述参考电压端口与所述整车电气系统的参考地连接，所述电源管理模块的第三端口与所述控制模块连接；所述电源管理模块用于检测所述车载电池的充放电信号，所述控制模块用于根据所述充放电信号计算所述车载电池的电量信息，并根据所述电量信息控制电动车的整车状态。, 4.根据权利要求1所述的自带充放电管理功能的电动车控制器，其特征在于，所述参考电压端口与所述电源接线端口在所述自带充放电管理功能的电动车控制器的同一侧，且相邻设置。, 5.根据权利要求1所述的自带充放电管理功能的电动车控制器，其特征在于，所述参考电压端口设置于所述电源接线端口所在区域的外侧。, 6.根据权利要求1所述的自带充放电管理功能的电动车控制器，其特征在于，所述参考电压端口包括连接端子或连接引出线。, 7.根据权利要求1所述的自带充放电管理功能的电动车控制器，其特征在于，所述电源管理模块包括温度采集单元、电流采集单元和电压采集单元；, 所述温度采集单元的第一端口、第二端口和第三端口分别与所述电源管理模块的第一端口、第二端口和第三端口连接，用于采集所述车载电池的温度；, 所述电流采集单元的第一端口、第二端口和第三端口分别与所述电源管理模块的第一端口、第二端口和第三端口连接，用于采集所述车载电池的电流；, 所述电压采集单元的第一端口、第二端口和第三端口分别与所述电源管理模块的第一端口、第二端口和第三端口连接，用于采集所述车载电池的电压。, 8.根据权利要求1所述的自带充放电管理功能的电动车控制器，其特征在于，还包括辅助功能模块和功能端口；, 所述辅助功能模块的第一端口与所述控制模块连接，所述辅助功能模块的第二端口连接至所述功能端口，所述辅助功能模块用于根据所述功能端口接收到的控制信号，控制所述电动车实现辅助功能。, 9.根据权利要求8所述的自带充放电管理功能的电动车控制器，其特征在于，所述参考电压端口与所述功能端口并联。, 10.一种电动车，其特征在于，包括如权利要求1-9任一项所述的自带充放电管理功能的电动车控制器。 | CN | China | Active | Y | True |
| 494 | 电动车辆中的电力供给装置 \n | CN103457309B | 技术领域本发明涉及将主蓄电池的电力向电动车辆的负载供给的电动车辆中的电力供给装置。背景技术下述的专利文献1中记载有一种电动车辆用电力供给装置，该电动车辆用电力供给装置具备：管理蓄电池的BMU；进行蓄电池与电动机之间的连接和切断的主接触器；当连接主接触器时为了防止冲击电流而在连接主接触器之前进行连接的预充电接触器；进行车辆整体的驱动控制的PDU。在先技术文献专利文献专利文献1：日本特开2011-131701号公报然而，虽然预充电接触器及主接触器优选与接触时流通的大电流对应而形成为耐压性高，但耐压性高的预充电接触器及主接触器形成为大型化，例如，在如电动自动二轮车那样的小型的电动车辆中使用的情况下，难以确保用于配置预充电接触器及主接触器的空间。与此相对地，若使用起动电磁型的预充电接触器及主接触器，则能够实现小型化，虽然适合向电动车辆配置，但在因使预充电接触器类工作的蓄电池的电力不足而导致在中途中断了预充电接触器及主接触器的连接的情况下，有时可能在预充电接触器及主接触器的接点产生电弧放电，从而导致预充电接触器及主接触器的接点熔敷。发明内容本发明的目的在于提供一种电动车辆中的电力供给装置，其能够实现将蓄电池与负载连接的预充电接触器及主接触器的小型化，并且减小副蓄电池的电压的降低等给予预充电接触器及主接触器的影响。解决方案本发明所涉及的电动车辆10中的电力供给装置100具有以下的特征。第一特征；电动车辆10中的电力供给装置100具备：主蓄电池18，其通过连结多个蓄电池单元而构成；主接触器106，其通过接通、断开而进行所述主蓄电池18与电动车辆10的负载112之间的连接、切断；预充电接触器108，其使接通所述主接触器106时的冲击电流所带来的影响减小，且通过接通、断开而进行所述主蓄电池18与所述电动车辆10的所述负载112之间的连接、切断；副蓄电池68，其作为用于驱动所述主接触器106及所述预充电接触器108的电源；接触器控制机构104，其进行所述主接触器106及所述预充电接触器108的接通断开的驱动控制，所述电动车辆10中的电力供给装置100的特征在于，还具备电压检测机构117，该电压检测机构17检测应施加于所述预充电接触器108的所述副蓄电池68的电压值，在由所述电压检测机构117检测出的应施加于所述预充电接触器108的所述副蓄电池68的电压值大于预先确定的阈值的情况下，所述接触器控制机构104驱动控制所述预充电接触器108，并在所述主接触器106之前接通所述预充电接触器108。第二特征；其特征在于，所述电压检测机构117对施加于构成所述预充电接触器108的继电器线圈162的电压值进行检测。第三特征；其特征在于，所述接触器控制机构104在接通所述主接触器106之后开始对所述主接触器106进行PWM控制，然后，断开所述预充电接触器108。第四特征；其特征在于，所述电动车辆10中的电力供给装置100具备监视所述主蓄电池18的状态的蓄电池管理单元104，所述蓄电池管理单元104作为所述接触器控制机构而发挥作用。第五特征；其特征在于，当主开关116被接通时，所述蓄电池管理单元104获取所述主蓄电池18的状态，然后，在接通所述预充电接触器108之后接通所述主接触器106。发明效果根据本发明的第一特征，在由电压检测机构检测出的应施加于预充电接触器的副蓄电池的电压值大于预先确定的阈值的情况下，驱动控制预充电接触器，并在主接触器之前接通预充电接触器，因此即使使用由弹簧等弹性构件施力的起动电磁型的预充电接触器及主接触器，在预充电接触器及主接触器接通之后，副蓄电池的电力变少，预充电接触器及主接触器的接点分离，从而能够预先防止产生电弧放电这样的情况。因此，能够提供一种电动车辆中的电力供给装置，其能够实现预充电接触器及主接触器的小型化，并且减小副蓄电池的电压的降低等给予预充电接触器及主接触器的影响。根据本发明的第二特征，电压检测机构对施加于构成预充电接触器的继电器线圈的电压值进行检测，因此能够把握副蓄电池的电压(余量)，从而能够进行是否连接预充电接触器的判断。根据本发明的第三特征，在接通主接触器之后开始对主接触器进行PWM控制，然后，断开预充电接触器，因此在预充电不充分的情况下，即使连接主接触器，也能够期待减小冲击电流所带来的影响。根据本发明的第四特征，具备监视主蓄电池的状态(例如，蓄电池单元、蓄电池组件或主蓄电池整体的温度和电压、及在主蓄电池中流通的电流等)的蓄电池管理单元，蓄电池管理单元作为接触器控制机构而发挥作用，因此能够缩短蓄电池管理单元与预充电接触器及主接触器之间的距离，能够减小其配线中的电压下降的影响，从而能够防止接触器控制的精度降低。根据本发明的第五特征，一个蓄电池管理单元担负着蓄电池状态收录与接触器驱动的任务，由此起到能够缩短起动时间这样的效果。附图说明图1是搭载了电力供给装置的电动二轮车的左侧视图。图2是表示电力供给装置的系统结构的框图。图3是图2所示的继电器装置的结构图。图4是表示电力供给装置的动作的流程图。图5是表示电力供给装置的动作的时序图。附图标记说明如下：10…电动二轮车16…电动机18…主蓄电池44…PDU68…副蓄电池100…电力供给装置102…下变换器104…BMU106…主接触器108…预充电接触器110…继电器装置112…逆变器电路114…控制部117…电压传感器150a、150b、160a、160b…固定触点152、162…继电器线圈154、164…柱塞156、166…可动触点170、172…转换元件具体实施方式以下，举出优选的实施方式，参照附图对本发明所涉及的电动车辆中的电力供给装置进行详细说明。图1是搭载了电力供给装置的电动二轮车10的左侧视图。电动二轮车(电动车辆)10是具有脚踏板(step floor)12的踏板(scooter)型的二轮车。利用设在摆臂14上的电动机16的旋转驱动力来驱动后轮WR。向电动机16供给电力的高电压(例如，72V)的主蓄电池18具有串联连接了多个蓄电池单元的多个蓄电池组件。在主框架20的上端部结合有枢轴支承旋转自如的转向柱22的前管24。在转向柱22上安装有将前轮WF支承为旋转自如的左右一对的前叉26。前轮WF能够由具有安装在转向柱22的上部的加速把手的转向手柄28转向操纵。在转向手柄28设有对所述加速把手的转动角即加速开度进行检测的油门传感器30。在主框架20的下部连结有朝车体后方延伸的左右一对的侧部框架32，在左右一对的侧部框架32连结有朝车体上后方延伸的左右一对的后部框架34。在脚踏板12的下方且在左右一对的侧部框架32之间设有主蓄电池18。在侧部框架32的后部安装有供摆臂枢轴36形成的枢轴板38。在摆臂枢轴36上，仅利用车宽度方向左侧的臂支承后轮WR的悬臂式的摆臂14的前端部被轴支承为可摆动。利用车轴40在摆臂14的后端部轴支承旋转自如的后轮WR，摆臂14的后端部借助后部悬架42而悬吊于后部框架34上。在摆臂14上设有将从主蓄电池18供给的直流电流转换为交流电流而向电动机16供给的PDU(动力驱动单元)44。在枢轴板38上设有侧支架(side stand)46，侧支架46具有当该侧支架46被抬起到规定的收纳位置时输出检测信号的侧支架开关48。在后部框架34之上设有能够将从对主蓄电池18进行充电的充电器(省略图示)延伸的充电电缆50的充电插头52结合的充电插头54。在后部框架34上还设有后部托架56及尾灯58。在主蓄电池18的前部连结有空气导入管60，在主蓄电池18的后部设有吸气风扇62。利用吸气风扇62从空气导入管60向主蓄电池18导入空气并向车体后方排出。由此，能够利用外部空气来冷却主蓄电池18所产生的热量。在左右一对的后部框架34之间设有后备箱64，在从该后备箱64向下部突出的后备箱底部66收纳有由主蓄电池18或所述充电器充电的低电压(例如，12V)的副蓄电池68。在后备箱64之上设有兼做后备箱64的盖的座椅70，在座椅70上设有当驾驶员就座时进行工作而示出就座信号的座椅开关72。在前管24的前部结合有托架74，在该托架74的前端部安装有前照灯76，在前照灯76的上方设有由托架74支承的前部托架78。另外，在转向手柄28的附近设有进行车速等的显示的测量仪器单元80，测量仪器单元80具有用于报告副蓄电池68的蓄电池余量低的指示器82。图2是表示电力供给装置100的系统结构的框图。电力供给装置100除了具备主蓄电池18、副蓄电池68、PDU44之外，还具备下变换器102和由微型计算机构成的BMU(蓄电池管理单元)104。BMU104是具有未图示的存储器(存储部)的信息处理装置(计算机)，用于监视主蓄电池18的状态。主蓄电池18具备例如三组24V的锂离子的蓄电池组件，与能够由LSI、ASIC等构成的BMU104一并形成蓄电池包。三组蓄电池组件以串联的方式连接。主蓄电池18经由继电器装置110而通过正极侧的电源线L1和负极侧的电源线L2与PDU44的逆变器电路112的输入侧电连接，继电器装置110具备相互以并联的方式连接的主接触器106和预充电接触器108。主接触器106及预充电接触器108夹装于电源线L1，主接触器106与预充电接触器108及电阻R以并联的方式连接。在电源线L1、L2间设有平滑电容器113。主接触器106通过接通断开而进行主蓄电池18与逆变器电路112、下变换器102等负载之间的连接、切断，预充电接触器108减小接通了主接触器106时的冲击电流所带来的影响，通过接通断开而进行主蓄电池18与逆变器电路112、下变换器102等负载之间的连接、切断。主接触器106及预充电接触器108由起动电磁开关构成。起动电磁开关是通过弹簧等弹性构件向非接触侧施力且在继电器线圈流通电流时移动至接触侧的类型的开关。逆变器电路112的三相交流输出侧通过三相交流线而与电动机16连接。电源线L1、L2与下变换器102的输入侧连接，并且与充电插头54连接。下变换器102将高电压的输入(例如，72伏的主蓄电池18的电压)转换为低电压(例如，12V的副蓄电池68的充电电压)而进行输出。副蓄电池68是PDU44的控制部114及BMU104等的电源，例如，以14.3V被充电。下变换器102的输出与常时系统线L3连接，常时系统线L3与副蓄电池68、BMU104及控制部114连接。常时系统线L3设有主开关116，控制部114经由主开关116而与副蓄电池68连接。需要说明的是，控制部114是具有未图示的存储器(存储部)等的信息处理装置。BMU104具有对副蓄电池68的电压值进行检测的电压传感器117。副蓄电池68经由主开关116而与主开关系统线L4连接，主开关系统线L4与以尾灯58、前照灯76等为代表的照明器、指示器82及一般电装设备118连接。在主开关系统线L4设有自动断电继电器120。指示器82、所述照明器及一般电装设备118等是负载的一种。前照灯76经由设在控制部114内的转换元件122而接地。在控制部114连接有对电动机16的旋转角度进行检测的角度传感器124、油门传感器30、座椅开关72及侧支架开关48。在BMU104与控制部114之间设有CAN通信线126。另外，在BMU104与继电器装置110的主接触器106及预充电接触器108之间分别设有信号线128、130，BMU104经由信号线128、130而向主接触器106及预充电接触器108输出打开控制信号p1、p2，由此驱动控制主接触器106及预充电接触器108。BMU104还作为接触器控制机构而发挥作用。充电器132具有与充电插头54连接的充电插头52、与商用交流电源连接的电源插头134。充电器132能够生成辅助电源电压(例如，12V)，该辅助电源用的线L6与将BMU104及控制部114间连接的控制系统线L5连接。充电器132所生成的辅助电源电压经由该控制系统线L5而施加于BMU104及控制部114。另外，在主蓄电池18设有：对主蓄电池18的所述蓄电池单元或所述蓄电池组件的温度、或者主蓄电池18整体的温度进行检测的温度传感器(省略图示)；对主蓄电池18的所述蓄电池单元或所述蓄电池组件的电压、或者主蓄电池18整体的电压进行检测的电压传感器(省略图示)；对在主蓄电池18中流通的电流进行检测的电流传感器(省略图示)等。BMU104基于温度传感器所检测出的温度数据(主蓄电池18的温度数据)、电压传感器所检测出的电压数据(主蓄电池18的电压数据)、电流传感器所检测出的电流数据(主蓄电池18的电流数据)而对主蓄电池18的残存容量SOC(state of charge)进行判定。BMU104周期性地对主蓄电池18的残存容量SOC进行判定。残存容量SOC的判定是公知技术故省略其说明。BMU104将判定出的主蓄电池18的残存容量SOC、主蓄电池18的温度数据、电压数据、电流数据等发送到控制部114。BMU104可以在主蓄电池18的充电时使用在主蓄电池18中流通的电流量来计算向主蓄电池18充电的电量，也可以在放电时使用在主蓄电池18中流通的电流量来计算主蓄电池18所放出的电量。换句话说，BMU104监视主蓄电池18的状态。图3是继电器装置110的结构图。主接触器106及预充电接触器108是起动电磁开关。主接触器106具有：固定触点150a、150b；继电器线圈152；作为配置在继电器线圈152之中的可动铁心的柱塞154；设在柱塞154上的可动触点156。同样地，预充电接触器108具有：固定触点160a、160b；继电器线圈162；作为配置在继电器线圈162之中的可动铁心的柱塞164；设在柱塞164上的可动触点166。固定触点150a、150b与电源线L1连接，详细而言，固定触点150a与主蓄电池18的正极侧连接，固定触点150b与逆变器电路112的正极侧连接。可动触点156借助未图示的弹性构件(例如，弹簧)而向与固定触点150a、150b分离的方向上施力。同样地，固定触点160a、160b与电源线L1连接，详细而言，固定触点160a与主蓄电池18的正极侧连接，固定触点160b经由电阻R而与逆变器电路112的正极侧连接。可动触点166借助未图示的弹性构件(例如，弹簧)而向与固定触点160a、160b分离的方向上施力。继电器线圈152的一端经由转换元件170而与副蓄电池68的正极侧连接，继电器线圈152的另一端与副蓄电池68的负极侧连接。继电器线圈162的一端经由转换元件172而与副蓄电池68的正极侧连接，继电器线圈162的另一端与副蓄电池68的负极侧连接。电压传感器117对应施加于主接触器106及预充电接触器108的副蓄电池68的电压值(≈施加于主接触器106及预充电接触器108的继电器线圈152、162的电压值)进行检测。当BMU104向转换元件170的门极施加高位的电压(第一电压)即打开控制信号p1时，转换元件170形成为接通，在主接触器106的继电器线圈152中流通电流。当在继电器线圈152中流通电流时，产生磁并使柱塞154进行前进运动，由此可动触点156与固定触点150a、150b接触。由此，主接触器106形成为接通，主蓄电池18与逆变器电路112等负载之间的正极彼此导通。另外，当BMU104停止向转换元件170的门极施加打开控制信号p1时，形成为在转换元件170的门极施加有低位的电压(例如，0V的第二电压)的状态，转换元件170形成为断开。由此，转换元件170形成为断开，从而解除可动触点156与固定触点150a、150b之间的接触，主接触器106形成为断开。如此，主接触器106被BMU104驱动控制而进行接通断开。同样地，当BMU104向转换元件172的门极施加高位的电压(第一电压)即打开控制信号p2时，转换元件172形成为接通，在预充电接触器108的继电器线圈162中流通电流。当在继电器线圈162中流通电流时，产生磁并使柱塞164进行前进运动，由此可动触点166与固定触点160a、160b接触。由此，预充电接触器108形成为接通，主蓄电池18与逆变器电路112等负载之间的正极彼此导通。另外，当BMU104停止向转换元件172的门极施加打开控制信号p2时，形成为在转换元件172的门极施加有低位的电压(例如，0V的第二电压)的状态，转换元件172形成为断开。由此，转换元件172形成为断开，从而解除可动触点166与固定触点160a、160b之间的接触，预充电接触器108形成为断开。如此，预充电接触器108被BMU104驱动控制而进行接通断开。接着，根据图4的流程图及图5所示的时序图对电力供给装置100的动作进行说明。在使电动二轮车10行驶的情况下，首先，驾驶员接通主开关116。当主开关116为接通时，副蓄电池68的电压施加于控制部114而进行驱动，控制部114将表示接通主开关116的信号输出到BMU104。然后，当BMU104接受表示接通主开关116的信号时，获取主蓄电池18的状态(步骤S1)。作为主蓄电池18的状态，获取设在主蓄电池18内的所述温度传感器、所述电压传感器及所述电流传感器所检测出的温度数据、电压数据及电流数据。此时，BMU104也可以根据所获取的温度数据、电压数据及电流数据来判定主蓄电池18的残存容量SOC。该残存容量SOC也包含在主蓄电池18的状态内。需要说明的是，BMU104也可以将主蓄电池18的状态发送到控制部114。图5所示的时刻a表示主开关116形成为接通的时刻。需要说明的是，当接通主开关116时，自动断电继电器120形成为接通，副蓄电池68的电力能够向尾灯58、前照灯76、指示器82及一般电装设备118等供给。接着，电压传感器117对应施加于主接触器106及预充电接触器108的副蓄电池68的电压值(≈施加于继电器线圈152、162的电压值)进行检测(步骤S2)。接着，BMU104对在步骤S2中电压传感器117所检测出的副蓄电池68的电压值是否大于预先确定的阈值进行判断(步骤S3)。在步骤S3中，当判断为副蓄电池68的电压值比预先确定的阈值大时，BMU104开始向预充电接触器108的转换元件172的门极施加打开控制信号p2，从而接通转换元件172(步骤S4)。由此，利用因在预充电接触器108的继电器线圈162中流通电流而产生的磁，使预充电接触器108的可动触点166与固定触点160a、160b接触(吸附)，预充电接触器108形成为接通。图5的时刻b表示预充电接触器108形成为接通的时刻。根据步骤S4，总是向预充电接触器108的转换元件172的门极施加打开控制信号p2，因此预充电接触器108的转换元件172形成为始终接通，预充电接触器108的继电器线圈162为始终通电(吸附通电)。在此，在主接触器106之前接通预充电接触器108是为了防止在逆变器电路112等负载中流通冲击电流。通过先接通预充电接触器108，被电阻R调节了的电流被从主蓄电池18供给且平滑电容器113被预充电。如此，在电压传感器117所检测出的电压值大于预先确定的阈值的情况下，接通预充电接触器108，因此在预充电接触器108及主接触器106形成为接通之后，因副蓄电池68的电力不足而导致预充电接触器108及主接触器106的接点分离(可动触点156、166与固定触点150a、150b、160a、160b分离)，从而能够预先防止产生电弧放电的情况。接着，BMU104对开始对预充电接触器108的转换元件172的门极施加打开控制信号p2后是否经过了第一规定时间进行判断(步骤S5)。在步骤S5中，当判断为从开始施加打开控制信号p2后未经过第一规定时间时，直到经过了第一规定时间为止停留在步骤S5，当判断为经过了第一规定时间时，BMU104开始向主接触器106的转换元件170的门极施加打开控制信号p1，从而接通转换元件170(步骤S6)。由此，利用因在主接触器106的继电器线圈152中流通电流而产生的磁，主接触器106的可动触点156与固定触点150a、150b接触(吸附)，主接触器106形成为接通。图5的时刻c表示主接触器106形成为接通的时刻。根据步骤S6，总是向主接触器106的转换元件170的门极施加打开控制信号p1，因此主接触器106的转换元件170形成为始终接通，主接触器106的继电器线圈152为始终通电(吸附通电)。主接触器106形成为接通，由此能够将主蓄电池18的电力供给到电动机16。另外，首先接通预充电接触器108，在对平滑电容器113进行了预充电之后接通主接触器106，因此能够抑制冲击电流的产生。需要说明的是，BMU104借助CAN通信将表示接通主接触器106的信息发送到控制部114。接着，BMU104对从开始对主接触器106的转换元件170的门极施加打开控制信号p1是否经过了第二规定时间进行判断(步骤S7)。在步骤S7中，当判断为开始施加打开控制信号p1后未经过第二规定时间时，直到经过了第二规定时间为止停留在步骤S7，当判断为经过了第二规定时间时，BMU104开始对主接触器106的转换元件170的门极进行PWM控制(步骤S8)。换句话说，开始以规定的能效比向主接触器106的转换元件170的门极施加打开控制信号p1的PWM控制。由此，主接触器106的转换元件170以规定的能效比重复接通、断开。图5的时刻d表示开始了PWM控制的时刻。通过进行该PWM控制，能够抑制主接触器106的消耗电力及发热量，吸引接点以需要最小限度的电力就足够了。接着，BMU104对从开始PWM控制后是否经过了第三规定时间进行判断(步骤S9)。在步骤S9中，当判断为从开始PWM控制后未经过第三规定时间时，直到经过第三规定时间为止停留在步骤S9，当判断为经过了第三规定时间时，BMU104结束对预充电接触器108的转换元件172施加打开控制信号p2(步骤S10)。由此，预充电接触器108形成为断开。图5的时刻e表示预充电接触器108形成为断开的时刻。在开始PWM控制之后断开预充电接触器108，因此即使是在平滑电容器113的预充电不充分的情况下接通了主接触器106时，也能够减小冲击电流所带来的影响。另一方面，在步骤S3中，当判断为副蓄电池68的电压值大于预先确定的阈值时，BMU104点亮指示器82，由此向驾驶员报告(警告)副蓄电池68的电压低的情况(步骤S11)。需要说明的是，当主接触器106形成为接通时，控制部114将起动信号输入到下变换器102并起动下变换器102。也可以在下变换器102起动后，将由下变换器102降压了的主蓄电池18的电力供给到尾灯58等。另外，控制部114以座椅开关72及侧支架开关48形成为接通为前提、即以驾驶员就座于座椅70且侧支架46被抬起到规定的收纳位置为前提，根据油门传感器30所检测出的加速开度而对逆变器电路112进行PWM控制并使电动机16旋转。如此，在电压传感器117所检测出的应施加于预充电接触器108的副蓄电池68的电压值大于预先确定的阈值的情况下，BMU104驱动控制预充电接触器108，在主接触器106之前接通预充电接触器108，因此使用由弹性构件(弹簧)施力的起动电磁型的预充电接触器108及主接触器106，在预充电接触器108及主接触器106形成为接通之后，副蓄电池68的电力变少，预充电接触器108及主接触器106的接点分离而能够预先防止产生电弧放电的情况。因此，能够提供电动二轮车10中的电力供给装置100，其实现预充电接触器108及主接触器106的小型化，并且减小副蓄电池68的电压的降低等对预充电接触器108及主接触器106带来的影响。电压传感器117对施加于构成预充电接触器108的继电器线圈162的电压值进行检测，因此能够把握副蓄电池68的电压(余量)，能够进行是否连接预充电接触器108的判断。在接通主接触器106之后开始对主接触器106进行PWM控制，然后，断开预充电接触器108，因此在平滑电容器113的预充电不充分的情况下，即使连接主接触器106，也能够减小冲击电流所带来的影响。作为监视主蓄电池18的状态(例如，蓄电池单元、蓄电池组件、或者主蓄电池18整体的温度和电压及在主蓄电池18流通的电流等)的蓄电池管理单元而发挥作用的BMU104，由于作为接触器控制机构而发挥作用，因此能够缩短BMU104与预充电接触器108及主接触器106之间的距离，因此能够减小其配线(信号线128、130)中的电压下降的影响，从而能够防止接触器控制的精度降低。例如，在利用控制部114控制主接触器106及预充电接触器108的情况下，认为因该配线变长而使电压下降变大，在本实施方式中能够防止发生上述情况。当接通主开关116时，BMU104获取主蓄电池18的状态，然后在接通了预充电接触器108之后接通主接触器106，换句话说，一个BMU104担负起蓄电池状态收录与接触器驱动的任务，由此能够缩短起动时间。需要说明的是，在对主接触器106进行PWM控制的过程中，电压传感器117周期性地检测副蓄电池68的电压值，在该检测出的副蓄电池68的电压值低于规定值的情况下，BMU104也可以断开主接触器106。由此，副蓄电池68的电力变少，主接触器106的接点分离而能够预先防止产生电弧放电的情况。以上，虽然使用优选的实施方式对本发明进行了说明，但本发明的技术范围并不局限于上述实施方式所记载的范围。对于本领域技术人员来说，能够对上述实施方式实施各种变更或改进是显而易见的。实施了上述变更或改进的方式也能够包含在本发明的技术范围内，这根据专利请求的范围的记载予以明确。另外，专利请求的范围所记载的带有括弧的附图标记为了便于本发明的理解而与附图中的附图标记一致进行标注，并不能解释成本发明被标注有该附图标记的要素限定。 | 本发明提供一种电动车辆中的电力供给装置，其能够实现将蓄电池与负载连接的预充电接触器及主接触器的小型化，并且减小副蓄电池的电压的降低等给予预充电接触器及主接触器的影响。电动二轮车(10)中的电力供给装置(100)具备：主蓄电池(18)；通过接通断开而进行主蓄电池(18)与逆变器电路(112)等之间的连接、切断的主接触器(106)及预充电接触器(108)；作为上述的接触器(106、108)的驱动电源的副蓄电池(68)；驱动控制上述的接触器(106、108)的BMU(104)；检测副蓄电池(68)的电压值的电压传感器(117)，在由电压传感器(117)检测的电压值大于阈值的情况下，BMU(104)在主接触器(106)之前接通预充电接触器(108)。 | CN:201310201157.6A | https://patentimages.storage.googleapis.com/f8/7e/9f/837eaa6d604341/CN103457309B.pdf | CN:103457309:B | 少觉功, 黑田一德 | Honda Motor Co Ltd | CN:102166959:A, CN:102426319:A | Not available | 2015-01-21 | 1.一种电动车辆(10)中的电力供给装置(100)，其具备：, 主蓄电池(18)，其通过连结多个蓄电池单元而构成；, 主接触器(106)，其通过接通、断开而进行所述主蓄电池(18)与电动车辆(10)的负载(112)之间的连接、切断；, 预充电接触器(108)，其使接通所述主接触器(106)时的冲击电流所带来的影响减小，且通过接通、断开而进行所述主蓄电池(18)与所述电动车辆(10)的所述负载(112)之间的连接、切断；, 副蓄电池(68)，其作为用于驱动所述主接触器(106)及所述预充电接触器(108)的电源；, 接触器控制机构(104)，其进行所述主接触器(106)及所述预充电接触器(108)的接通断开的驱动控制，, 所述电动车辆(10)中的电力供给装置(100)的特征在于，, 还具备电压检测机构(117)，该电压检测机构(117)检测应施加于所述预充电接触器(108)的所述副蓄电池(68)的电压值，, 在由所述电压检测机构(117)检测出的应施加于所述预充电接触器(108)的所述副蓄电池(68)的电压值大于预先确定的阈值的情况下，所述接触器控制机构(104)驱动控制所述预充电接触器(108)，并在所述主接触器(106)之前接通所述预充电接触器(108)，, 所述主接触器(106)和所述预充电接触器(108)由起动电磁开关构成。, \n \n, 2.根据权利要求1所述的电动车辆(10)中的电力供给装置(100)，其特征在于，, 所述电压检测机构(117)对施加于构成所述预充电接触器(108)的继电器线圈(162)的电压值进行检测。, \n \n, 3.根据权利要求1所述的电动车辆(10)中的电力供给装置(100)，其特征在于，, 所述接触器控制机构(104)在接通所述主接触器(106)之后开始对所述主接触器(106)进行PWM控制，然后，断开所述预充电接触器(108)。, \n \n, 4.根据权利要求2所述的电动车辆(10)中的电力供给装置(100)，其特征在于，, 所述接触器控制机构(104)在接通所述主接触器(106)之后开始对所述主接触器(106)进行PWM控制，然后，断开所述预充电接触器(108)。, \n \n \n \n \n, 5.根据权利要求1至4中任一项所述的电动车辆(10)中的电力供给装置(100)，其特征在于，, 所述电动车辆(10)中的电力供给装置(100)具备监视所述主蓄电池(18)的状态的蓄电池管理单元(104)，, 所述蓄电池管理单元(104)作为所述接触器控制机构而发挥作用。, \n \n, 6.根据权利要求5所述的电动车辆(10)中的电力供给装置(100)，其特征在于，, 当主开关(116)被接通时，所述蓄电池管理单元(104)获取所述主蓄电池(18)的状态，然后，在接通所述预充电接触器(108)之后接通所述主接触器(106)。 | CN | China | Active | Y | True |
| 495 | 动力电池系统及电动车辆 \n | CN220410306U | 本实用新型涉及动力电池，具体地涉及一种动力电池系统。此外，还涉及一种电动车辆。随着电池技术的发展，电动汽车的功能性需求逐步提升，鉴于国标充电桩功率上限的要求，传统电动汽车的单枪充电功能很难满足用户对于车辆的电池包的快速充能需求。对此，目前，某些车辆的电池包采用了双枪充电的方式，即两个充电枪同时对同一个车辆的电池包充电，可实现快速充电。目前的双枪充电都是采用直流充电，充电速度过快，容易减损电池包的使用寿命。因此，需要设计一种动力电池系统，以克服或缓解上述技术问题。本实用新型所要解决的技术问题是提供一种动力电池系统，该动力电池系统既能够保障电池包的使用寿命，又能够实现快速充电。本实用新型还要解决的技术问题是提供一种电动车辆，该电动车辆的动力电池系统既能够保障电池包的使用寿命，又能够实现快速充电。为了解决上述技术问题，本实用新型一方面提供一种动力电池系统，包括电池包、交流充电口和直流充电口，所述交流充电口与所述电池包电连接，所述直流充电口的正极端通过辅充正极模块与所述电池包电连接，所述直流充电口的负极端通过辅充负极接触器与所述电池包电连接。在一些实施例中，所述交流充电口通过多合一总成与所述电池包内的BDU(电池能量分配单元)电连接，所述直流充电口的正极端通过辅充正极模块与所述BDU电连接，所述直流充电口的负极端通过辅充负极接触器与所述BDU电连接，所述辅充负极接触器布置在所述电池包内。在一些实施例中，所述辅充正极模块包括第一接触器、第一预充接触器和第一预充电阻，所述直流充电口的正极端通过所述第一接触器与所述BDU电连接，所述第一预充接触器和第一预充电阻串联形成第一预充电路，所述第一预充电路与所述第一接触器并联。在一些实施例中，所述直流充电口的负极端与所述辅充负极接触器之间设有第一电流检测件。在一些实施例中，所述电池包包括动力电池单元，所述BDU包括正极电路、负极电路、第二接触器、第二预充接触器、第二预充电阻和第三接触器；所述动力电池单元的正极端通过所述正极电路与所述BDU的正极端电连接，所述第二接触器设置在所述正极电路上，所述第二预充接触器和第二预充电阻串联形成第二预充电路，所述第二预充电路与所述第二接触器并联；所述动力电池单元的负极端通过所述负极电路与所述BDU的负极端电连接，所述第三接触器设置在所述负极电路上，所述辅充负极接触器一端连接在所述负极电路，其另一端与所述直流充电口的负极端连接。在一些实施例中，所述多合一总成包括第一电路、第二电路和车载充电器，所述交流充电口通过所述车载充电器分别与所述第一电路、所述第二电路电连接，所述第一电路与所述BDU的正极端电连接，所述第二电路与所述BDU的负极端电连接。在一些实施例中，所述车载充电器通过DC/DC转换器与所述第一电路及第二电路分别电连接。在一些实施例中，所述动力电池单元包括相串联的两组电池组，两组所述电池组之间连接有第四接触器和第二保险。在一些实施例中，还包括第三电路，所述第三电路的一端连接于所述第四接触器和第二保险之间的电路上，其另一端与所述交流充电口连接，所述交流充电口与所述第二电路之间设置有第五接触器。本实用新型另一方面提供一种电动车辆，设有上述技术方案中任一项所述的动力电池系统。通过上述技术方案，本实用新型的有益效果如下：本实用新型采用交流充电口和直流充电口，相比于交流充电，直流充电的充电速度更快。在实际使用中，可以选择交流充电口对车辆进行充电，能够有效保护电池包，降低对电池包的损耗；在需要进行快充的情况下，可以使用交流充电口和直流充电口同时充电，如此，在一定程度上，既能够降低对电池包的损耗，又能够实现快速充电的目的。本实用新型的其它特征和优点将在随后的具体实施方式部分予以详细说明。为了更清楚地说明本实用新型实施例中的技术方案，下面将对实施例或现有技术描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本实用新型的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动性的前提下，还可以根据这些附图获得其他的附图。图1是本实用新型具体实施例中的动力电池系统的结构拓扑图；图2是本实用新型具体实施例中的动力电池系统的配电原理图之一；图3是本实用新型具体实施例中的动力电池系统的配电原理图之二；图4是本实用新型具体实施例中的电动车辆的结构示意图。附图标记说明1第一保险 2第二预充电阻3第二接触器 4第二预充接触器5BASU模块 6第三接触器7第二保险 8第四接触器9第一分流器 10中线接触器11辅充负极接触器 12第一预充电阻13第一接触器 14第一预充接触器15第二分流器 16第三保险17第四保险 18第五保险19第六保险 20采样泄放电阻21第二电流检测件 22第五接触器23第六接触器 24第七接触器25第七保险 26第八保险27电压检测模块 28第一电流检测件30电池包 40交流充电口50直流充电口 60多合一总成61车载充电器 62DC/DC转换器63停车距离控制系统 101车内插座102前电机控制器 103变速器104第一电路 105第二电路106第三电路以下结合附图对本实用新型的具体实施方式进行详细说明。应当理解的是，此处所描述的具体实施方式仅用于说明和解释本实用新型，并不用于限制本实用新型。在本实用新型的描述中，需要说明的是，除非另有明确的规定和限定，术语“安装”、“设置”或“连接”应做广义理解，例如，术语“连接”可以是固定连接，也可以是可拆卸连接，或者是一体连接；可以是直接连接，也可以是通过中间媒介间接连接，可以是两个元件内部的连通或两个元件的相互作用关系。对于本领域的普通技术人员而言，可以根据具体情况理解上述术语在本实用新型中的具体含义。此外，术语“第一”、“第二”、“第三”、“第四”、“第五”、“第六”、“第七”、“第八”仅用于描述的目的，而不能理解为指示或暗示相对重要性或隐含指明所指示的技术特征的数量，因此，限定有“第一”、“第二”、“第三”、“第四”、“第五”、“第六”、“第七”、“第八”的特征可以明示或隐含地包括一个或更多个所述特征。在本实用新型中，使用的方位词为基于附图所示的方位或位置关系，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本实用新型的限制；对于本实用新型的方位术语，应当结合实际安装状态进行理解。如图1至图3所示，本实用新型提供了一种动力电池系统，包括电池包30、交流充电口40和直流充电口50，交流充电口40与电池包30电连接，直流充电口50的正极端通过辅充正极模块70与电池包30电连接，直流充电口50的负极端通过辅充负极接触器11与电池包30电连接。交流充电口40连接主充线路，直流充电口50连接辅充线路，相比于交流充电，直流充电的充电速度更快。在实际使用中，一般可以选择交流充电口40对车辆进行充电，能够有效保护电池包，降低对电池包的损耗；在需要进行快充的情况下，可以使用交流充电口40和直流充电口50同时充电，如此，在一定程度上，既能够降低对电池包的损耗，又能够实现快速充电的目的。进一步地，交流充电口40通过多合一总成60与电池包30内的BDU电连接，直流充电口50的正极端通过辅充正极模块70与BDU的正极端电连接，直流充电口50的负极端通过辅充负极接触器11与BDU的负极端电连接，辅充负极接触器11布置在电池包30内。基于上述技术方案，参照图1所示，在采用单枪充电的情况下，使用交流充电口40通过主充电枪与充电桩电连接，从而，充电桩、主充电枪、交流充电口40、多合一总成60、BDU形成主充线路，为电池包30充电。在采用双枪充电的情况下，直流充电口50通过辅充电枪与充电桩电连接，从而，充电桩、辅充电枪、直流充电口50、BDU形成辅充线路，通过主充线路和辅充线路，共同为电池包30充电。相对于现有的双枪充电方式采用两条充电线路，并且两条充电线路上均分别配置配电器件的技术方案而言，本实用新型将主充线路和辅充线路进行一定程度上的合并，减少配电器件的使用数量，提升配电器件利用率。现有的双枪充电的方式在商务车上应用较为普遍，由于商务车车体空间大，双枪充电的方式所涉及的配电器件在商务车车体空间内布置较为分散，在配电排布上空间利用率较低。如图2和图3所示，本实用新型的交流充电口40与直流充电口50布置在后行李箱内，最大化利用后车厢空间。将充负极接触器11安装在电池包30内，满足安全控制性能，并将辅充正极模块70布置在电池包30外部，不会挤占电池包30内部空间，具体地，辅充正极模块70也布置在后行李箱内，最大化利用后车厢空间，提升车内空间利用率。在具体实施例中，如图2和图3所示，电池包30可以布置在乘员舱内。电池包30包括动力电池单元，BDU包括正极电路、负极电路、第二接触器3、第二预充接触器4、第二预充电阻2和第三接触器6；动力电池单元的正极端通过正极电路与BDU的正极端电连接，第二接触器3设置在正极电路上，在进行充电时，第二接触器3闭合，动力电池单元的负极端通过负极电路与BDU的负极端电连接，第三接触器6设置在负极电路上，第三接触器6闭合，从而形成对动力电池单元的充电回路。考虑到充电回路接通时产生的瞬时高压对动力电池单元产生冲击进而容易对动力电池单元造成损坏，因此，设置了第二预充电阻2，第二预充接触器4和第二预充电阻2串联形成第二预充电路，第二预充电路与第二接触器3并联；在对动力电池单元进行充电时，需要先利用第二预充电阻2完成预充，在预充完成后再进行正常充电。具体地，先闭合第二预充接触器4和第三接触器6，利用第二预充电阻2完成预充，然后，断开第二预充接触器4，并闭合第二接触器3，对动力电池单元进行正常充电。辅充负极接触器11一端连接在负极电路，其另一端与直流充电口50的负极端连接。进一步地，在正极电路上还设置有第一保险1和第一分流器9，第一保险1和第一分流器9位于第二接触器3与动力电池单元的正极端之间。具体地，第一保险1可以为保险丝，起到保护电路安全运行的作用；第一分流器9用于测量电路中的电流。在正极电路上还设置有第二分流器15和BASU(电池管理系统)模块5，第二分流器15用于测量电路中的电流，BASU(电池管理系统)模块5为集成HVSU(高压监控模块)，其配置有四个监测点，第一个监测点布置在第一分流器9与动力电池单元的正极端之间的电路上，第二个监测点布置在第二接触器3与BDU的正极端之间的电路上，第三个监测点布置在辅充负极接触器11与直流充电口50的负极端之间的电路上，第四个监测点布置在第三接触器6与BDU的负极端之间的电路上，其主要功能有电流采样功能，总电压/烧结检测、漏电检测功能等。在一些实施例中，如图2和图3所示，辅充正极模块70包括第一接触器13、第一预充接触器14和第一预充电阻12，直流充电口50的正极端通过第一接触器13与BDU正极端电连接，在采用直流充电口50进行充电的情况下，考虑到第一接触器13闭合时，直流充电口50与电池包30接通时产生的瞬时高压对动力电池单元产生冲击进而容易对动力电池单元造成损坏，因此，需要设置第一预充电阻12，第一预充接触器14和第一预充电阻12串联形成第一预充电路，第一预充电路与第一接触器13并联。如此，先闭合第一预充接触器14，利用第一预充电阻12完成预充，然后，断开第一预充接触器14，并闭合第一接触器13，对动力电池单元进行正常充电，对动力电池单元实现充电保护。直流充电口50的负极端与辅充负极接触器11之间设有第一电流检测件28，第一电流检测件28可以为电流霍尔传感器，用于对直流充电口50的负极端的电流进行检测。直流充电口50的负极端与正极端之间还设置有电压检测模块27，可以为电压检测传感器，用于检测直流充电口50的负极端与正极端之间的电压。在一些实施例中，如图2和图3所示，多合一总成60包括第一电路104、第二电路105和车载充电器61，交流充电口40的正极端通过车载充电器61与第一电路104电连接，交流充电口40的负极端通过车载充电器61与第二电路105电连接，第一电路104与BDU的正极端电连接，第二电路105与BDU的负极端电连接。进一步地，如图2和图3所示，多合一总成60还包括DC/DC转换器62，车载充电器61通过DC/DC转换器62与第一电路104及第二电路105分别电连接，第一电路104通过BDU的正极端与BDU的正极电路连接，第二电路105通过BDU的负极端与BDU的负极电路连接，DC/DC转换器62用于将车载充电器61输入电压转变为有效输出固定电压。从而，在使用交流充电口40进行充电时，交流充电口40、车载充电器61、DC/DC转换器62、第一电路104及第二电路105、正极电路、负极电路、动力电池单元形成主充电回路，充电桩输出的电压经过车载充电器61、DC/DC转换器62转换为固定电压，对动力电池单元进行充电。DC/DC转换器62与第一电路104之间布置有第四保险17，第四保险17可以为保险丝，起到保护电路安全运行的作用。在一些实施例中，车载充电器61还与车内插座101，车内插座101用于为手机等电子设备进行充电。在一些实施例中，动力电池单元包括相串联的两组电池组，两组电池组之间连接有第四接触器8和第二保险7，第二保险7可以为保险丝，起到保护电路安全运行的作用。进一步地，动力电池系统内还设置有第三电路106，第三电路106的一端连接于第四接触器8和第二保险7之间的电路上，其另一端与交流充电口40连接，交流充电口40与第二电路之间设置有第二电流检测件21和第五接触器22，第二电流检测件21可以为电流霍尔传感器，用于对交流充电口40的负极端的电流进行检测，交流充电口40与第三电路106之间设置有第六接触器23和第七接触器24。在电池包30内的第三电路106的部分电路上布置有中线接触器10和第三保险16，第三保险16可以为保险丝，起到保护电路安全运行的作用。本实用新型的电池包可以为外部系统连接，用于向外部系统供电。具体地，如图2所示，正极电路分出正极支路，正极支路上布置有第七保险25，负极电路分出负极支路，负极支路上布置有第八保险26，第七保险25和第八保险26可以为保险丝，起到保护电路安全运行的作用。正极支路和负极支路均与空调总成AC连接，空调总成AC内布置加热器PTC，空调总成AC也可以串联加热器PTC，用于实现车内的通风、换气、制冷、制热等功能。或者，如图3所示，正极电路分出正极支路，正极支路分别与前电机控制器102、空调总成AC连接，正极支路与空调总成AC之间布置有第七保险25，正极支路与前电机控制器102之间布置有第八保险26，负极电路分出负极支路，负极支路分别与前电机控制器102、空调总成AC连接。空调总成AC内布置加热器PTC，空调总成AC也可以串联加热器PTC，用于实现车内的通风、换气、制冷、制热等功能。前电机控制器102与电机连接，用于电机的运转，电机与变速器103连接，变速器103用于向车辆的前轮传输驱动力，前电机控制器102、电机、变速器103、空调总成AC、加热器PTC均布置在前舱内。此外，在一些实施例中，如图2和图3所示，多合一总成60包括停车距离控制系统63，第一电路104与停车距离控制系统63之间的电路布置有第五保险18，第二电路与停车距离控制系统63之间的电路布置有第六保险19，第五保险18和第六保险19可以为保险丝，起到保护电路安全运行的作用。停车距离控制系统63内布置有采样泄放电阻20，采样泄放电阻20与电容并联，为电容提供一个消耗能量的通路，使电路安全，电容连接在第二电路105与第三电路106之间。为了更好的理解本实用新型的技术构思，下面结合相对全面的技术特征进行说明。如图1至图3所示，本实用新型优选实施例提供了一种动力电池系统，包括电池包30、交流充电口40和直流充电口50，交流充电口40通过多合一总成60与电池包30电连接，直流充电口50正极端通过辅充正极模块70与电池包30的正极端电连接，直流充电口50的负极端通过辅充负极接触器11与电池包30的负极端电连接。辅充正极模块70包括第一接触器13、第一预充接触器14和第一预充电阻12，第一预充接触器14和第一预充电阻12串联形成第一预充电路，第一预充电路与第一接触器13并联。电池包30包括动力电池单元和BDU，BDU包括正极电路、负极电路、第二接触器3、第二预充接触器4、第二预充电阻2和第三接触器6，动力电池单元的正极端与正极电路连接，第二接触器3设置在正极电路上，第二预充接触器4和第二预充电阻2串联形成第二预充电路，第二预充电路与第二接触器3并联，动力电池单元的负极端与负极电路连接，第三接触器6设置在负极电路上。直流充电口50的负极端通过辅充负极接触器11连接在负极电路上，辅充负极接触器11布置在电池包30内，直流充电口50的正极端通过第一接触器13连接在正极电路上；直流充电口50通过辅充电枪与充电桩电连接，充电桩、辅充电枪、直流充电口50、辅充正极模块70、辅充负极接触器11、BDU、动力电池单元形成辅充线路。多合一总成60包括第一电路、第二电路、车载充电器61和DC/DC转换器62，交流充电口40的正极端通过车载充电器61与第一电路电连接，交流充电口40的负极端通过车载充电器61与第二电路电连接，第一电路与正极电路连接，第二电路与负极电路连接，车载充电器61通过DC/DC转换器62与第一电路104及第二电路105分别电连接；交流充电口40通过主充电枪与充电桩电连接，充电桩、主充电枪、交流充电口40、多合一总成60、BDU、动力电池单元形成主充线路。相较于传统的单枪交直流充电方式，本实用新型将直流充电口50与交流充电口40共同置于后行李箱，方便双枪同时接口充电或仅单枪充电，直流充电口50仅保留直流充电功能，以简化配电器件，同时共用主充线路配电器件，使辅充线路与主充线路合并，提升元器件利用率，降低器件成本。直流充电口50与交流充电口40相互独立，既满足国标充电桩充电要求，又提升电池包30充电效率，节省充电时间。将辅充负极接触器11放置于电池包30内部，满足安全控制性能，辅充正极模块70放置于电池包30外部，以最大化利用后车厢空间，提升车内空间利用率。如图4所示，本实用新型还提供了一种电动车辆，电动车辆包括上述动力电池系统的全部实施例，因此，至少具有所述动力电池系统所能够达到的技术效果。以上结合附图详细描述了本实用新型的优选实施方式，但是，本实用新型并不限于此。在本实用新型的技术构思范围内，可以对本实用新型的技术方案进行多种简单变型，包括各个具体技术特征以任何合适的方式进行组合。为了避免不必要的重复，本实用新型对各种可能的组合方式不再另行说明。但这些简单变型和组合同样应当视为本实用新型所公开的内容，均属于本实用新型的保护范围。 | 本实用新型涉及动力电池，公开了一种动力电池系统及电动车辆，该动力电池系统包括电池包、交流充电口和直流充电口，所述交流充电口与所述电池包电连接，所述直流充电口的正极端通过辅充正极模块与所述电池包电连接，所述直流充电口的负极端通过辅充负极接触器与所述电池包电连接。本实用新型的动力电池系统能够保障电池包的使用寿命，又能够实现快速充电。 | CN:202322054947.8U | https://patentimages.storage.googleapis.com/a7/cf/c6/c35038513952d2/CN220410306U.pdf | CN:220410306:U | 吕来航, 刘利达, 张果, 杨延东 | BYD Co Ltd | NaN | Not available | 2019-04-16 | 1.一种动力电池系统，其特征在于，包括电池包(30)、交流充电口(40)和直流充电口(50)，所述交流充电口(40)与所述电池包(30)电连接，所述直流充电口(50)的正极端通过辅充正极模块(70)与所述电池包(30)电连接，所述直流充电口(50)的负极端通过辅充负极接触器(11)与所述电池包(30)电连接。, \n \n, 2.根据权利要求1所述的动力电池系统，其特征在于，所述交流充电口(40)通过多合一总成(60)与所述电池包(30)内的BDU电连接，所述直流充电口(50)的正极端通过所述辅充正极模块(70)与所述BDU电连接，所述直流充电口(50)的负极端通过所述辅充负极接触器(11)与所述BDU电连接，所述辅充负极接触器(11)布置在所述电池包(30)内。, \n \n, 3.根据权利要求2所述的动力电池系统，其特征在于，所述辅充正极模块(70)包括第一接触器(13)、第一预充接触器(14)和第一预充电阻(12)，所述直流充电口(50)的正极端通过所述第一接触器(13)与所述BDU电连接，所述第一预充接触器(14)和第一预充电阻(12)串联形成第一预充电路，所述第一预充电路与所述第一接触器(13)并联。, \n \n, 4.根据权利要求2所述的动力电池系统，其特征在于，所述直流充电口(50)的负极端与所述辅充负极接触器(11)之间设有第一电流检测件(28)。, \n \n \n \n, 5.根据权利要求2至4中任一项所述的动力电池系统，其特征在于，所述电池包(30)包括动力电池单元，所述BDU包括正极电路、负极电路、第二接触器(3)、第二预充接触器(4)、第二预充电阻(2)和第三接触器(6)；所述动力电池单元的正极端通过所述正极电路与所述BDU的正极端电连接，所述第二接触器(3)设置在所述正极电路上，所述第二预充接触器(4)和第二预充电阻(2)串联形成第二预充电路，所述第二预充电路与所述第二接触器(3)并联；所述动力电池单元的负极端通过所述负极电路与所述BDU的负极端电连接，所述第三接触器(6)设置在所述负极电路上，所述辅充负极接触器(11)一端连接在所述负极电路，其另一端与所述直流充电口(50)的负极端连接。, \n \n, 6.根据权利要求5所述的动力电池系统，其特征在于，所述多合一总成(60)包括第一电路(104)、第二电路(105)和车载充电器(61)，所述交流充电口(40)通过所述车载充电器(61)分别与所述第一电路(104)、所述第二电路(105)电连接，所述第一电路(104)与所述BDU的正极端电连接，所述第二电路(105)与所述BDU的负极端电连接。, \n \n, 7.根据权利要求6所述的动力电池系统，其特征在于，所述车载充电器(61)通过DC/DC转换器(62)与所述第一电路(104)及第二电路(105)分别电连接。, \n \n, 8.根据权利要求6所述的动力电池系统，其特征在于，所述动力电池单元包括相串联的两组电池组，两组所述电池组之间连接有第四接触器(8)和第二保险(7)。, \n \n, 9.根据权利要求8所述的动力电池系统，其特征在于，还包括第三电路，所述第三电路(106)的一端连接于所述第四接触器(8)和第二保险(7)之间的电路上，其另一端与所述交流充电口(40)连接，所述交流充电口(40)与所述第二电路(105)之间设置有第五接触器(22)。, 10.一种电动车辆，其特征在于，设有权利要求1至9中任一项所述的动力电池系统。 | CN | China | Active | NaN | True |
| 496 | Recharging system for electric vehicles \n | EP3678275A1 | NaN | The present invention relates to a recharging system for electric vehicles. The system comprises: two identical batteries (1, 2) with two commutators (11, 12) for connecting the batteries to a motor (3) or to a recharging circuit (13, 15, 17, 18). The recharging circuit can be connected to an auxiliary portable battery (4) and comprises an adapter circuit (13) in series with a switch (15). The system also comprises: two sensors (6, 7) that measure, at least, the charge of the batteries; a third sensor (16) that measures, at least, the presence and charge of the portable battery; a fourth sensor (19) that detects, at least, the position of an accelerator pedal; and a control unit (8) which, on the basis of the measurements from the sensors, manages the charge of the two identical batteries (1, 2) by controlling the commutators and switches by means of corresponding actuators (9, 10, 14). | EP:17923379.6A | https://patentimages.storage.googleapis.com/5b/6c/e8/fc03fee71e1c99/EP3678275A1.pdf | NaN | Jorge José BERNABÉ PANÓS | Individual | NaN | 2019-03-08 | 2020-12-22 | A RECHARGING SYSTEM FOR ELECTRIC VEHICLES, characterised in that it comprises:\n- a first battery (1) and a second battery (2), which are identical;\n- a first commutator (11) and a second commutator (12) connected in series with the first battery (1) and with the second battery (2), respectively; wherein each commutator (11, 12) switches the connection of each of the batteries (1, 2) between a connection to an electric motor (3) and a connection to a recharging circuit (13, 15, 17, 18);\n- a first actuator (9) and a second actuator (10) associated with the first commutator (11) and with the second commutator (12), respectively; wherein the first commutator (11) and the second commutator (12) are controlled by the first actuator (9) and the second actuator (10), respectively;\n- an auxiliary energy source (4) connectable in parallel to the first battery (1) and the second battery (2) via the recharging circuit (13, 15), which comprises: an adapter circuit (13) in series with a first switch (15) controlled by a third actuator (14);\n- a first sensor (6) and a second sensor (7) situated on the first battery (1) and on the second battery (2), respectively; wherein the sensors (6, 7) measure at least the charge of the batteries (1, 2);\n- a third sensor (16) applied to the auxiliary energy source (4), wherein the third sensor measures at least the voltage and charge of the auxiliary source (4), also detecting its own presence;\n- a fourth sensor (19) situated on an accelerator of an electric vehicle; wherein said fourth sensor measures at least one accelerator position, and;\n- a control unit (8) communicated to the sensors (6, 7, 16, 19) and to the actuators (10, 11, 14);\nsuch that the control unit (8) manages the charging process of the first battery (1) and of the second battery (2) by controlling the first commutator (11), the second commutator (12) and the first switch (15) on the basis of measurements taken by the first sensor (6), the second sensor (7), the third sensor (16) and the fourth sensor (19)., - a first battery (1) and a second battery (2), which are identical;, - a first commutator (11) and a second commutator (12) connected in series with the first battery (1) and with the second battery (2), respectively; wherein each commutator (11, 12) switches the connection of each of the batteries (1, 2) between a connection to an electric motor (3) and a connection to a recharging circuit (13, 15, 17, 18);, - a first actuator (9) and a second actuator (10) associated with the first commutator (11) and with the second commutator (12), respectively; wherein the first commutator (11) and the second commutator (12) are controlled by the first actuator (9) and the second actuator (10), respectively;, - an auxiliary energy source (4) connectable in parallel to the first battery (1) and the second battery (2) via the recharging circuit (13, 15), which comprises: an adapter circuit (13) in series with a first switch (15) controlled by a third actuator (14);, - a first sensor (6) and a second sensor (7) situated on the first battery (1) and on the second battery (2), respectively; wherein the sensors (6, 7) measure at least the charge of the batteries (1, 2);, - a third sensor (16) applied to the auxiliary energy source (4), wherein the third sensor measures at least the voltage and charge of the auxiliary source (4), also detecting its own presence;, - a fourth sensor (19) situated on an accelerator of an electric vehicle; wherein said fourth sensor measures at least one accelerator position, and;, - a control unit (8) communicated to the sensors (6, 7, 16, 19) and to the actuators (10, 11, 14);, THE RECHARGING SYSTEM FOR ELECTRIC VEHICLES according to claim 1, characterised in that the auxiliary energy source (4) is a portable battery or equivalent device capable of delivering electrical energy., THE RECHARGING SYSTEM FOR ELECTRIC VEHICLES according to claim 1, characterised in that the external energy source is a conventional charging point (5) connectable in parallel to the first battery (1) and to the second battery (2) via the recharging circuit (17, 18), which comprises: an adapter circuit (17) in series with a second switch (18)., THE RECHARGING SYSTEM FOR ELECTRIC VEHICLES according to claim 1, characterised in that when the control unit (8) detects through the first sensor (6) and the second sensor (7) that the first battery (1) and the second battery (2) are sufficiently charged, said control unit switches the first battery (1) and the second battery (2) to the electric motor (3) for supplying the same., THE RECHARGING SYSTEM FOR ELECTRIC VEHICLES according to claim 1, characterised in that when the control unit (8) detects through the first sensor (6) and the second sensor (7) that the first battery (1) and the second battery (2) are discharged, said control unit switches the first battery (1) and the second battery (2) to the corresponding recharging circuit (13, 15, 17, 18) for simultaneously charging said batteries (1, 2) using the circuit (17, 18) when the connection to a conventional charging point is possible and the circuit (13, 15) when that is not possible., THE RECHARGING SYSTEM FOR ELECTRIC VEHICLES according to claims 1 and 2, characterised in that when the control unit (8) detects through the first sensor (6) and the second sensor (7) that the first battery (1) and the second battery (2) have a charge below a certain level, said control unit (8) sends orders to the first and the second actuator (9, 10) at predetermined time intervals so that, alternatively, in order for the charge of the two batteries to remain balanced, one battery is connected to the electric motor (3) and the other battery is connected to the recharging circuit (13, 15), such that, simultaneously, the electric motor (3) is supplied and the first and second batteries are recharged., THE RECHARGING SYSTEM FOR ELECTRIC VEHICLES according to claims 1 and 6, characterised in that when the control unit (8) detects by means of the fourth sensor (19) a specific demand of greater power for the electric motor (3), said control unit connects the first battery (1) and the second battery (2) to the electric motor (3), thus resulting in the two batteries working in parallel, providing the motor with the maximum power available. | EP | European Patent Office | Pending | H | True |
| 497 | 汽车点火高速破窗移动电源 \n | CN204089285U | 技术领域本实用新型涉及移动电源技术领域，特别公开一种汽车点火高速破窗移动电源。背景技术移动电源(Mobile Power Pack，MPP)，是一种集供电和充电功能于一体的便携式充电器，可以给手机等数码设备随时随地充电或待机供电。储电介质一般采用锂电电芯，因为锂电电芯体积相对小巧，容量大，市场流通广，价格适中，被广泛用于数码产品。传统的便携式移动电源存在功能单一的缺点，随着电子产品的不断发展和改善，多功能移动电源得到广泛的应用。为了便于驾车出行爱车人士和商务人士在汽车亏电或者其他原因无法启动汽车的时候能应急启动汽车，一款“汽车应急启动电源”的多功能便携式移动电源应用而生，其将充气泵与应急电源、户外照明等功能结合起来，是户外出行必备的产品之一。例如，专利CN103762651A公开了一种新型带充电及激光灯便携式汽车应急点火电源，包括电源本体，电瓶线夹，开关，充电接口，电池模组，控制电路板，激光灯，标准USB座；所述电瓶线夹、开关、充电接口、激光灯、标准USB座内嵌安装在电源本体上，电池模组、控制电路板安装在电源本体内部，可用于指引及移动设备充电。专利CN103762655A公开了一种新型带充电及求救信号灯便携式汽车应急点火电源，包括电源本体，电瓶线夹，开关，充电接口，电池模组，控制电路板，求救信号灯，标准USB座；所述电瓶线夹、开关、充电接口、求救信号灯、标准USB座内嵌安装在电源本体上，电池模组、控制电路板安装在电源本体内部，本发明的产品使用和携带方便；可发射求救信号及给予移动设备充电。实用新型内容本实用新型的目的在于提供一种汽车点火高速破窗移动电源，其不仅可作为给电子产品充电的传统的移动电源功能，又可以汽车应急启动电源，还可以作为随身携带的破窗器，其三位一体、一物多用，是户外驾车出行的必备产品。本实用新型提供一种汽车点火高速破窗移动电源，包括移动电源壳体，置于移动电源壳体内部的电源充放电模块，汽车点火模块，LED照明模块和高速破窗器，电源充放电模块的充电USB接口和控制开关内嵌安装于移动电源壳体上，汽车点火模块正极线夹孔座和负极线夹孔座安装于移动电源壳体上，电源充放电模块、汽车点火模块和LED照明模块共用的电路板和储能电池安装于移动电源壳体内部，高速破窗器内嵌安装于移动电源壳体上。此移动电源不仅可作为电子产品充电之用；又可随身携带方便，以备汽车因电瓶电量不足抛锚时作为启动汽车的应急电源；当汽车出现危险紧急状况时，还可以启动移动电源附带的高速破窗器，能瞬间轻易击碎汽车玻璃，使人以最快的速度逃生。较佳的，所述高速破窗器包括外壳、压缩弹簧、顶针和卡件，顶针通过压缩弹簧和卡件固定于外壳内，所述移动电源壳体上嵌装有与卡件连接的按键。当按下按键时，紧固压缩弹簧的卡件松开，此时由压缩弹簧的弹力迅速把顶针高速弹出去而击打玻璃窗。优选的，顶针的针尖上套装有护件，以免误按按键时顶针弹出伤人。较佳的，所述汽车点火模块包括正极线夹孔座和负极线夹孔座、电路板和储能电池，正极线夹孔座和负极线夹孔座通过电路板与储能电池电性连接。非使用状态时，采用保护胶片绝缘，避免非预期的导通而产生强大电路损坏移动电源；作为汽车点火电源使用时，用导线将正极线夹孔座连接于汽车电瓶的正极，负极线夹孔座连接于汽车电瓶的负极，电路导通，产生高达200A以上的电流，实现汽车电子点火，即可发动汽车。优选的，所述储能电池为高倍率锂离子电池，其动力强大，瞬间电流能达到400A。较佳的，所述LED照明模块包括电路板、LED灯和透镜，LED灯固定于电路板上，LED灯的外部设有透镜，透镜的一端嵌装于移动电源壳体上。较佳的，所述电源充放电模块包括储能电池电源、保护电路、充电电路和控制电路，储能电池电源的正极通过保护电路与被充电源的正极连接，储能电池电源的负极与充电电路连接，充电电路通过控制电路与被充电源的负极连接，控制电路还与保护电路连接；储能电池电源向被充电源经过保护电路进行放电，在储能电池电源对被充电源放电过程中由控制电路管理整个电路；当储能电池电源电量不足时，由充电电路向储能电池电源进行充电，充电过程由控制电路管理充电电路。较佳的，所述电源充放电模块还包括过流检测电路，储能电池电源的负极通过过流检测电路与被充电源的负极连接；当过流检测电路检测到储能电池电源向被充电源放电电流过大而超过负荷时会产生信号给控制电路，由控制电发信号给保护电路，从而断开储能电池电源与被充电源之间的连接，避免因电流过大造成安全事故。较佳的，所述电源充放电模块还包括过压保护电路，控制电路通过过压保护电路与被充电源的负极连接；在储能电池电源持续向被充电源放电过程中，如果被充电源的电压达到最高电压时，过压保护电路会检测到最高电压，并发出信号给控制电路，由控制电路发出指令给保护电路，断开储能电池电源与被充电源之间的连接，避免因过压放电造成的安全事故。本实用新型的有益效果有：1、不仅可作为给电子产品充电的传统的移动电源功能，又可以汽车应急启动电源，还可以作为随身携带的破窗器，其三位一体、一物多用，是户外驾车出行的必备产品。2、电源充放电模块包括过流检测电路、过压保护电路，避免因电流过大、过压放电造成安全事故。下面将结合附图和具体实施方式对本实用新型做进一步说明。附图说明图1为本实用新型的汽车点火高速破窗移动电源的立体结构示意图。图2为本实用新型的汽车点火高速破窗移动电源的立体结构示意图。图3为本实用新型的汽车点火高速破窗移动电源的分解结构示意图。图4为本实用新型的汽车点火高速破窗移动电源的高速破窗器的分解结构示意图。图5为本实用新型的汽车点火高速破窗移动电源的充放电原理框图。图中，1-移动电源壳体，2-电源充放电模块，3-汽车点火模块，4-LED照明模块，5-高速破窗器，6-电路板；11-上盖，12-中框，13-底盖；21-充电USB接口，22-控制开关；32-正极线夹孔座，33-负极线夹孔座，34-保护胶片；41-LED灯，42-透镜；51-外壳，52-压缩弹簧，53-顶针，54-卡件，55-按键，56-护件。具体实施方式本实施例为本实用新型优选实施方式，其他凡其原理和基本结构与本实施例相同或近似的，均在本实用新型保护范围之内。请结合参看附图1至3，汽车点火高速破窗移动电源包括移动电源壳体1，置于移动电源壳体内部的电源充放电模块2，汽车点火模块3，LED照明模块4和高速破窗器5，电源充放电模块2的充电USB接口21和控制开关31内嵌安装于移动电源壳体1上，汽车点火模块3正极线夹孔座32和负极线夹孔座33安装于移动电源壳体1上，电源充放电模块2、汽车点火模块3和LED照明模块4共用的电路板6和储能电池(未图示)安装于移动电源壳体1内部，高速破窗器5内嵌安装于移动电源壳体1上。其中，移动电源壳体1由上盖11、中框12和底盖13连接而成。其中，高速破窗器5包括外壳51、压缩弹簧52、顶针53和卡件54，结合参看附图4，顶针53通过压缩弹簧52和卡件54固定于外壳51内，所述移动电源壳体上1嵌装有与卡件54连接的按键55。当按下按键55时，紧固压缩弹簧52的卡件54松开，此时由压缩弹簧52的弹力迅速把顶针53高速弹出去而击打玻璃窗。优选的，顶针53的针尖上还套装有圆柱头的护件56，以免误按按键55时顶针53弹出伤人。其中，LED照明模块4包括电路板6、LED灯41和透镜42，LED灯41固定于电路板6上，LED灯41的外部设有透镜42，透镜42的外端嵌装于移动电源壳体1上。其中，汽车点火模块3包括正极线夹孔座32和负极线夹孔座33、电路板6和储能电池，正极线夹孔座31和负极线夹孔座32通过电路板6与储能电池电性连接，在正极线夹孔座31和负极线夹孔座32内设有保护胶片34，非使用状态时，采用保护胶片34绝缘，避免非预期的导通而产生强大电路损坏移动电源；作为汽车点火电源使用时，用导线将正极线夹孔座32连接于汽车电瓶的正极，负极线夹孔座33连接于汽车电瓶的负极，电路导通，产生高达200A以上的电流，实现汽车电子点火，即可发动汽车。优选的，所述储能电池为高倍率锂离子电池，其动力强大，瞬间电流能达到400A。其中，所述电源充放电模块2包括储能电池电源、保护电路、充电电路和控制电路，储能电池电源的正极通过保护电路与被充电源的正极连接，储能电池电源的负极与充电电路连接，充电电路通过控制电路与被充电源的负极连接，控制电路还与保护电路连接；储能电池电源向被充电源经过保护电路进行放电，在储能电池电源对被充电源放电过程中由控制电路管理整个电路；当储能电池电源电量不足时，由充电电路向储能电池电源进行充电，充电过程由控制电路管理充电电路。优选的，所述电源充放电模块还包括过流检测电路，储能电池电源的负极通过过流检测电路与被充电源的负极连接；当过流检测电路检测到储能电池电源向被充电源放电电流过大而超过负荷时会产生信号给控制电路，由控制电发信号给保护电路，从而断开储能电池电源与被充电源之间的连接，避免因电流过大造成安全事故。进一步优选的，所述电源充放电模块还包括过压保护电路，控制电路通过过压保护电路与被充电源的负极连接；在储能电池电源持续向被充电源放电过程中，如果被充电源的电压达到最高电压时，过压保护电路会检测到最高电压，并发出信号给控制电路，由控制电路发出指令给保护电路，断开储能电池电源与被充电源之间的连接，避免因过压放电造成的安全事故。此移动电源不仅可作为电子产品充电之用；又可随身携带方便，以备汽车因电瓶电量不足抛锚时作为启动汽车的应急电源；当汽车出现危险紧急状况时，还可以启动移动电源附带的高速破窗器，能瞬间轻易击碎汽车玻璃，使人以最快的速度逃生。以上所揭露的仅为本实用新型的优选实施例而已，当然不能以此来限定本实用新型之权利范围，因此依本实用新型申请专利范围所作的等同变化，仍属本实用新型所涵盖的范围。 | 本实用新型公开一种汽车点火高速破窗移动电源，包括移动电源壳体，置于移动电源壳体内部的电源充放电模块，汽车点火模块，LED照明模块和高速破窗器，电源充放电模块的充电USB接口和控制开关内嵌安装于移动电源壳体上，汽车点火模块正极线夹孔座和负极线夹孔座安装于移动电源壳体上，电源充放电模块、汽车点火模块和LED照明模块共用的电路板和储能电池安装于移动电源壳体内部，高速破窗器内嵌安装于移动电源壳体上。其不仅可作为给电子产品充电的传统的移动电源功能，又可以汽车应急启动电源，还可以作为随身携带的破窗器，其三位一体、一物多用，是户外驾车出行的必备产品。 | CN:201420563971.2U | https://patentimages.storage.googleapis.com/ea/ea/fd/42dda22420e86b/CN204089285U.pdf | CN:204089285:U | 李艳 | 李艳 | NaN | Not available | 2013-12-18 | 1.一种汽车点火高速破窗移动电源，其特征在于：包括移动电源壳体，置于移动电源壳体内部的电源充放电模块，汽车点火模块，LED照明模块和高速破窗器，电源充放电模块的充电USB接口和控制开关内嵌安装于移动电源壳体上，汽车点火模块的正极线夹孔座和负极线夹孔座安装于移动电源壳体上，电源充放电模块、汽车点火模块和LED照明模块共用的电路板和储能电池安装于移动电源壳体内部，高速破窗器内嵌安装于移动电源壳体上。, \n \n, 2.根据权利要求1所述的汽车点火高速破窗移动电源，其特征在于：所述高速破窗器包括外壳、压缩弹簧、顶针和卡件，顶针通过压缩弹簧和卡件固定于外壳内，所述移动电源壳体上嵌装有与卡件连接的按键。, \n \n, 3.根据权利要求2所述的汽车点火高速破窗移动电源，其特征在于：顶针的针尖上套装有护件。, \n \n \n, 4.根据权利要求2或3所述的汽车点火高速破窗移动电源，其特征在于：所述汽车点火模块包括正极线夹孔座和负极线夹孔座、电路板和储能电池，正极线夹孔座和负极线夹孔座通过电路板与储能电池电性连接。, \n \n, 5.根据权利要求4所述的汽车点火高速破窗移动电源，其特征在于：所述储能电池为高倍率锂离子电池。, \n \n \n, 6.根据权利要求2或3所述的汽车点火高速破窗移动电源，其特征在于：所述LED照明模块包括电路板、LED灯和透镜，LED灯固定于电路板上，LED灯的外部设有透镜，透镜的一端嵌装于移动电源壳体上。, \n \n \n, 7.根据权利要求2或3所述的汽车点火高速破窗移动电源，其特征在于：所述电源充放电模块包括储能电池电源、保护电路、充电电路和控制电路，储能电池电源的正极通过保护电路与被充电源的正极连接，储能电池电源的负极与充电电路连接，充电电路通过控制电路与被充电源的负极连接，控制电路还与保护电路连接。, \n \n, 8.根据权利要求7所述的汽车点火高速破窗移动电源，其特征在于：所述电源充放电模块还包括过流检测电路，储能电池电源的负极通过过流检测电路与被充电源的负极连接。, \n \n, 9.根据权利要求7所述的汽车点火高速破窗移动电源，其特征在于：所述电源充放电模块还包括过压保护电路，控制电路通过过压保护电路与被充电源的负极连接。 | CN | China | Active | NaN | True |
| 498 | Hybrid battery system for electric and hybrid electric vehicles \n | WO2013138459A1 | NaN | A battery module for an electric vehicle or a hybrid electric vehicle having two or more battery components having different electrochemistries. | PC:T/US2013/030855 | https://patentimages.storage.googleapis.com/15/e4/9a/c978a3bedbaf0a/WO2013138459A1.pdf | NaN | Subhash Dhar, Dennis TOWNSEND | Energy Power Systems LLC | US:20080111508:A1, US:20110151286:A1, US:20080245587:A1, US:20100138072:A1 | 2013-09-19 | 2013-09-19 | WHAT IS CLAIMED IS , An electrochemical cell for an energy storage system of an application having design energy and power requirements, comprising: , the energy storage system further comprising first and second energy storage system components; , said first energy storage system component adapted to provide the primary energy, (Watt hours) requirements of the application: , said second energy storage system component adapted to provide the primary power, (Watts) requirements of the application; , wherein said first and second energy storage system components combined are less than the total energy requirements of an energy storage system adapted to supply both the power (W) and energy (Whr) design requirements of the application. , The electrochemical cell of claim 1 wherein the application is an electric vehicle. The electrochemical ceil of claim 1 , wherein said first energy storage system component is selected from the group comprising: Li-ion battery pack; Ni~MH battery pack; flywheel, capacitor; and fuel cell. , The electrochemical cell of claim 1, wherein said second energy storage system further comprises a lead-acid battery component. , The electrochemical cell of claim L wherein said first energy storage system component is a Li-ion battery pack and said second energy storage system component is a lead-acid battery pack. , The electrochemical ceil of claim 1 , wherein said first and second components occupy less volume than said energy storage system adapted to provide both the design energy and power requirements of the application. , The electrochemical cell of ciaim I, wherein the combined cost of said first and second components is less than the cost of said energy storage system adapted to provide both the design energy and power requirements of the application. , The electrochemical cell of ciaim 1, wherein said first energy storage component runs at a lower C-rate than said energy storage system adapted to provide both the design energy and power requirements of the application. \n\n, 9. The electrochemical cell of claim 1 , wherein said first energy storage component is adapted to operate at a lower temperature than said energy storage system adapted to provide both the design energy and power requirements of the application. , 10. A battery for an application having design energy and power requirements, , comprising: , the energy storage system further comprising first and second energy storage system components; , said first energy storage system component adapted to provide the primary energy, (Watt hours) requirements of the application; , said second energy storage system component adapted to provide the primary power, (Watts) requirements of the application; , wherein said first and second energy storage system components combined are less than the total energy requirements of a single chemistry energy storage system adapted to supply both the power (W) and energy (Whr) design requirements of the application. , 11. The battery of claim 10 wherein the application is an electric vehicle. , 12. The battery of claim 10, wherein said first energy storage system component is , selected from the group comprising: Li-ion battery pack; Ni-MH battery pack; , flywheel, capacitor: and fuel cell. , 13. The battery of claim 10, wherein said second energy storage system further comprises a lead-acid battery component, , 14. The battery of claim 10, wherein said first energy storage system component is a Li- ion battery pack and said second energy storage system component is a lead-acid battery pack, , 15. The battery of claim 10, wherem said first and second components occupy less , volume than said single chemistry energy storage system adapted to provide both the design energy and power requirements of the application, , 16. The battery of claim 10, wherein the combined cost of said first and second , components is less than the cost of said single chemistry energy storage system adapted to provide both the design energy and power requirements of the application,, 17. The battery of claim 10, wherein said first energy storage component runs at a lower C-rate than said single chemistry energy storage system adapted to provide both the design energy and power requirements of the application. \n\n, 18. The battery of claim 10, wherein said first energy storage component is capable of tolerating operation at a lower temperature than said single chemistry energy storage system adapted to provide both the design energy and power requirements of the application. , 19. An energy storage system for an application having design energy and power , requirements, comprising: , the energy storage system further comprising first and second energy storage system components; , said first energy storage system component adapted to provide the primary energy, (Watt hours) requirements of the application; , said second energy storage system component adapted to provide the primary power, (Watts) requirements of the application; , wherein said first and second energy storage system components combined are less than the total energy requirements of a single chemistry energy storage system adapted to supply both the power (W) and energy (Whr) design requirements of the application, , 20. The system of claim 19 wherein the application is an electric vehicle. , 21. The system of claim 19, wherein said first energy storage system component is , selected from the group comprising: Li-ion battery pack; Ni-MH battery pack; , flywheel, capacitor; and fuel cell , 22. The system of Claim 19, wherein said second energy storage system further , comprises a lead -acid battery component. , 23. The system of claim 19, wherein said first energy storage system component is a Li- ion battery pack and said second energy storage system component is a lead-acid battery pack. , 24. The system of claim 19, wherein said first and second components occupy less , volume than said single chemistry energy storage system adapted to provide both the desi gn energy and power requirements of the application. , 25. The system of claim 19, wherein the combined cost of said first and second , components is less than the cost of said single chemistry energy storage system adapted to provide both the design energy and power requirements of the application., 26. The system of claim 19, wherein said first energy storage component runs at a lower Orate than said single chemistry energy storage system adapted to provide both the design energy and power requirements of the application. \n\n 27, The system of claim 19, wherein said first energy storage component operates at a Iower temperature than said single chemistry energy storage system adapted to provide both the design energy and power requirements of the application, , 28. An electric or hybrid electric vehicle having design energy and power requirements, comprising: , first and second energy storage system components; , said first energy storage system component adapted to provide the primary energy, (Watt hours) requirements of the application; , said second energy storage system component adapted to provide the primary power, (Watts) requirements of the application; , wherein said first and second energy storage system components combined are less than the total energy requirements of a mono-electrochemistry battery pack adapted to supply both the power (W) and energy (Whr) design requirements of the application. , 29, The vehicle of claim 28, wherein the application comprises an electric drive vehicle., 30, The vehicle of claim 28, wherein the vehicle comprises a hybrid electric-drive , vehicle. , 31. The vehicle of claim 28, wherein said first energy storage system component further comprises a Li-ion battery pack. , 32, The vehicle of claim 28, wherein said second energy storage system further comprises a lead-acid battery component. , 33, The vehicle of claim 28, wherein said first energy storage system component is a Li- ion battery pack and said second energy storage system component is a lead-acid battery pack, , 34. The vehicle of claim 28, wherein said first and second components occupy less , volume than said single chemistry energy storage system adapted to provide both the design energy and power requirements of the application. , 35. The vehicle of claim 28, wherein the combined cost of said first and second , components is less than the cost of said single chemistry energy storage system adapted to provide both the design energy and power requirements of the application., 36. The vehicle of claim 28, wherein said first energy storage component runs at a lower C-rate than said single chemistry energy storage system adapted to provide both the design energy and power requirements of the application. \n\n, The vehicle of claim 28, wherein said first energy storage component operates at a lower temperature than said single chemistry energy storage system adapted to provide both the design energy and power requirements of the application. \n | WO | WIPO (PCT) | NaN | H | True |
| 499 | 一种动力锂电池系统 \n | CN111923750B | 本发明属于汽车技术领域，具体的说是一种动力锂电池系统。当前汽车行业的电动化已是必然趋势，不同种类的汽车均向电动化发展，其中包括如乘用车、商用车(货车、客车)、专用车(工程车、特殊用途车)、低速代步车等。电动专用车多数应用于商业场景中，整车受制于环保要求、功能和性能要求等，相对比其他车辆更能带来可观的经济效益，与此同时其对电池成本的敏感程度稍低，所以当前该领域动力电池备受欢迎。一般专用车动力锂电池系统主要有电芯、模组、结构件、加热部件、铜排、线束、电池管理单元BMU、配电盒、充电接口、放电接口等部件组成，一般动力电池电压可以根据整车需求进行串并联的组合实现，而低压部件一般需要外部接入12V或24V铅酸蓄电池进行供电。本发明提供了一种结构简单的动力锂电池系统，本发明能提高整车空间利用率，提升电池包电量，增加整车续驶里程，并且内置DC/DC，可以通过动力锂电池串并联之后的总电压转化为12V或24V的输出，进而给电池BMU等供电，节约外部铅酸蓄电池成本、空间，解决了现有动力锂电池系统存在的上述不足。本发明技术方案结合附图说明如下：一种动力锂电池系统，包括箱体和设置在箱体内的动力电池模组7、加热组件PTC8、动力电池模组支架总成9、高压铜排10、自动灭火装置11；所述箱体包括动力电池下箱体1、动力电池上箱体2、吊环3和动力电池高压总控箱5；所述动力电池模组支架总成9固定在动力电池下箱体1内；所述动力电池上箱体2通过第一螺栓4固定在动力电池下箱体1上；所述动力电池高压总控箱5通过第二螺栓6固定在动力电池上箱体2上；所述吊环3有四个，穿过动力电池上箱体2的四个角，固定在动力电池模组支架总成9上；所述动力电池模组7和自动灭火装置11均固定在动力电池模组支架总成9上；所述高压铜排10与动力电池模组7的电极连接；所述加热组件PTC8固定在动力电池模组7两边侧壁上。所述动力电池模组支架总成9包括第一支撑框架901、第二支撑框架902、支撑柱903、吊装支柱904、自动灭火装置支架905、下箱体连接支架906、第一连接垫块907、第二连接垫块908和模组支撑板909；所述第一支撑框架901和第二支撑框架902所在平面平行；所述第二连接垫块908与支撑柱903焊接为一体后焊接在第一支撑框架901上；所述第一连接垫块907通过螺栓固定在支撑柱903和第二支撑框架902上；所述吊装支柱904的下端焊接在第一连接垫块907上，上端与吊环3螺纹连接；所述自动灭火装置支架905通过螺栓固定在第二支撑框架902上；所述自动灭火装置11固定在自动灭火装置支架905上；所述吊装支柱904上固定有下箱体连接支架906；所述动力电池模组支架总成9通过下箱体连接支架906与动力电池下箱体1焊接。所述第一支撑框架901、第二支撑框架902上均设置有模组支撑板；所述动力电池模组7固定在模组支撑板上。所述动力电池模组7底部与模组支撑板之间涂抹等厚度为2mm的粘接剂。所述动力电池模组7由电池电芯串并联组成；所述动力电池模组7之间通过高压铜排10进行串并联对外输出电池正极高压接口、电池负极高压接口，并输入至电池高压总控箱5内部。所述动力电池高压总控箱5的前侧依次设置有电源正极输出501和电源负极输出502，后侧依次设置有第一快充正极503、第一快充负极504、第二快充正极505、第二快充负极506和高压启动开关507，右侧设置有低压接口508。所述动力电池高压总控箱5的内部设置有电池包、电源转换模块即DC/DC、电池组管理模块BMU和10条高压支路；所述动力电池模组7的低压采样电路与电池组管理模块BMU连接；所述电池组管理模块BMU供电由电源转换模块即DC/DC将动力电池系统高压转化成12V或24V提供；所述电池包的正极高压接口通过线束连接至高压总控箱5的正极高压接口，电池包的负极高压接口通过线束连接至高压总控箱5的负极高压接口；所述电池包内部的电芯的正极输出至电池正极高压接口，负极输出至电池负极高压接口；所述电池包内部的加热组件PTC8的正极和负极分别连接至电池PTC高压接口，并通过线束连接至高压总控箱5的PTC高压接口。所述高压支路分别为高压总控箱内支路1、2、3、4、5、6、7、8、9、10；所述高压总控箱内支路1为主正回路，所述主正回路串联630A高压熔断器和350A主正继电器，同时在该支路上并联20A预充继电器和30Ω预充电阻形成预充电路，最后连接至电源正极输出501连接器；所述高压总控箱内支路2为第一快充正极回路，所述第一快充正极回路串联630A高压熔断器和250A快充继电器1，最后连接至第一快充正极503输出连接器；所述高压总控箱内支路3为第二快充正极回路；所述第二快充正极回路串联630A高压熔断器和250A快充继电器2，最后连接至第二快充正极505输出连接器；所述高压总控箱内支路4为主负回路，所述主负回路串联350A主负继电器，最后连接至电源负极输出502连接器；所述高压总控箱内支路5为第一快充负极回路，所述第一快充负极回路串联250A快负继电器1，最后连接至第一快充负极504连接器；所述高压总控箱内支路6为第二快充负极回路，所述第二快充负极回路串联250A快负继电器2，最后连接至第二快充负极506连接器；所述高压总控箱内支路7为第一高压启动电路回路，所述第一高压启动电路回路串联630A高压熔断器和20A高压熔断器，最后连接至高压启动开关507连接器一端；所述高压总控箱内支路8为第二高压启动电路回路，所述第二高压启动电路回路串联电源转换模块即DC/DC，最后连接至高压启动开关507连接器另外一端；所述高压总控箱内支路9为加热组件PTC正极回路，所述加热组件PTC正极回路串联100A高压熔断器和50A的PTC继电器1，同时并联100A高压熔断器和50A的PTC继电器2；所述高压总控箱内支路10为加热组件即PTC负极回路，所述加热组件即PTC负极回路直接与主负回路并联。所述动力电池上箱体2和动力电池高压总控箱5的接触面涂抹有密封胶。所述动力电池上箱体2和动力电池高压总控箱5开有线束连接的孔。本发明的有益效果为：1)本发明内置DC/DC，可以通过动力锂电池串并联之后的总电压转化为12V或24V的输出，进而给电池BMU等供电，节约外部铅酸蓄电池成本、空间；2)本发明增加手动高压启动开关，可以手动控制动力电池系统断电，避免专用车辆长时间停放后造成动力电池馈电；3)BMU和DC/DC位于高压总控箱内部，便于后期拆卸维修及更换，降低工时；4)本发明满足专用车大容量、充电快等特殊需求，提出双回路快充的电池系统工作原理，每个快充回路既可以单独给电池包充电，也可以两个快充回路同时给电池包充电，总体可大大缩短电池充电时间，降低专用车的充电等待时间，提高经济收益；5)本发明提出一种双层模组布置的结构，提高整车空间利用率，提升电池包电量，增加整车续驶里程，提高专用车的经济收益；6)本发明中电池模组容量超大且重量高，提出一种模组底部与电池箱体之间采用粘接剂固定和电池模组与电池箱体之间螺栓连接的双重固定方案，以提高动力电池系统的结构稳定性、耐振动性，进而提高电池系统的安全性；7)本发明采用两层支撑框架与支撑柱和吊装柱组成的框架式承载方案，相比于一般电池结构利用下箱体直接承重，能够承载更大的重量，减少电池箱体的复杂程度，从而降低电池结构件的整体成本、降低加工制造难度。为了更清楚地说明本发明实施例中的技术方案，下面将对本发明实施例描述中所要使用的附图作简单的介绍，显而易见地，下面描述中的附图仅仅是本发明的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据本发明实施例的内容和这些附图获得其他的附图。图1为动力电池系统原理图；图2为动力电池系统示意图；图3为动力电池系统中高压总控箱接口示意图；图4为动力电池系统内部结构示意图；图5为动力电池模组支架总成示意图；图6为动力电池模组支架总成示意图。图中：1、动力电池下箱体；2、动力电池上箱体；3、吊环；4、第一螺栓；5、动力电池高压总控箱；6、动力电池高压总控箱；7、动力电池模组；8、加热组件PTC；9、动力电池模组支架总成；10、高压铜排；11、自动灭火装置；501、电源正极输出；502、电源负极输出；503、第一快充正极；504、第一快充负极；505、第二快充正极；506、第二快充负极；507、高压启动开关；508、低压接口；901、第一支撑框架；902、第二支撑框架；903、支撑柱；904、吊装支柱；905、自动灭火装置支架；906、下箱体连接支架；907、第一连接垫块；908、第二连接垫块；909、模组支撑板。下面结合附图和实施例对本发明作进一步的详细说明。可以理解的是，此处所描述的具体实施例仅仅用于解释本发明，而非对本发明的限定。另外还需要说明的是，为了便于描述，附图中仅示出了与本发明相关的部分而非全部结构。参阅图2和图4，一种动力锂电池系统，包括箱体和设置在箱体内的动力电池模组7、加热组件PTC8、动力电池模组支架总成9、高压铜排10、自动灭火装装置11；所述箱体包括动力电池下箱体1、动力电池上箱体2、吊环3和动力电池高压总控箱5。所述动力电池模组支架总成9固定在动力电池下箱体1内；所述动力电池上箱体2通过第一螺栓4固定在动力电池下箱体1上；所述动力电池高压总控箱5通过第二螺栓6固定在动力电池上箱体2上；所述动力电池模组7、自动灭火装装置11均固定在动力电池模组支架总成9上；所述高压铜排10与动力电池模组7的电极连接；所述加热组件PTC8固定在动力电池模组两边侧壁上，每个电池模组通过两个加热组件PTC给电池模组低温加热。所述吊环3有四个，穿过动力电池上箱体2的四个角与动力电池系统内部连接，用于电池运输、装配、拆卸时的转运。参阅图5和图6，所述动力电池模组支架总成9为整个系统的重点支撑结构件，也是连接各部件的载体。动力电池系统内部电池模组分为两层，分别与动力电池模组支架总成9两层结构进行连接固定；所述动力电池模组支架总成9包括第一支撑框架901、第二支撑框架902、支撑柱903、吊装支柱904、自动灭火装置支架905、下箱体连接支架906、第一连接垫块907、第二连接垫块908和模组支撑板909；所述第一支撑框架901和第二支撑框架902所在平面平行；所述第二连接垫块908与支撑柱903通过焊接方式固定，两者作为一体与第一支撑框架901进行焊接固定，以提高整体连接强度；第二支撑框架902坐落于支撑柱903之上，采用螺栓通过第一连接垫块907将第二支撑框架902与支撑柱903连接固定，便于上层电池模组的装配可操作性。所述吊装支柱904的下端焊接在第一连接垫块907上，上端与吊环3螺纹连接；所述自动灭火装置支架905通过螺栓固定在第二支撑框架902上，吊装支柱904的主要作用是承接上下两层模组，并传递至吊环3，用于动力电池系统在装配、运输等环节的转运，同时吊装支柱904与下箱体连接支架906通过螺栓固定，增加电池下箱体的固定点，提高电池下箱体的刚度，避免变形。所述自动灭火装装置11固定在自动灭火装置支架905上。动力电池下箱体1与第一支撑框架901通过焊接连接固定，同时动力电池下箱体1与下箱体连接支架906焊接固定，下箱体连接支架906通过螺栓与吊装支柱904连接固定，动力电池上箱体2通过螺栓与上箱体连接固定，从而形成动力电池系统整体的结构。所述第一支撑框架901、第二支撑框架902上均设置有模组支撑板；所述动力电池模组7固定在模组支撑板上。所述动力电池模组7底部与模组支撑板之间涂抹等厚度为2mm的粘接剂，粘接剂凝固后使动力电池模组与模组支撑板和支撑框架之间保持更好的连接强度，提高电池总成的整体耐振动性，有效保护了电芯及模组在上下方向发生位移。模组支撑板与支撑框架之间通过焊接方式实现连接。参阅图1和图3，所述高压动力电池高压总控箱5作为整个动力电池系统的对外输出接口供整车、充电桩等连接使用。所述动力电池上箱体2和动力电池高压总控箱5的接触面涂抹有密封胶。所述动力电池上箱体2和动力电池高压总控箱5开有线束连接的孔。所述动力电池高压总控箱5的内部设置有电池包、电源转换模块即DC/DC、电池组管理模块BMU和10条高压支路；所述动力电池模组7的低压采样电路与电池组管理模块BMU连接；所述电池组管理模块BMU供电由电源转换模块即DC/DC将动力电池系统高压转化成12V或24V提供；所述电池包的正极高压接口通过线束连接至高压总控箱5的正极高压接口，电池包的负极高压接口通过线束连接至高压总控箱5的负极高压接口；所述电池包内部的电芯的正极输出至电池正极高压接口，负极输出至电池负极高压接口；所述电池包内部的加热组件PTC8的正极和负极分别连接至电池PTC高压接口，并通过线束连接至高压总控箱5的PTC高压接口。所述高压支路分别为高压总控箱内支路1、2、3、4、5、6、7、8、9、10；所述高压总控箱内支路1为主正回路，所述主正回路串联630A高压熔断器和350A主正继电器，同时在该支路上并联20A预充继电器和30Ω预充电阻形成预充电路，最后连接至电源正极输出501连接器；所述高压总控箱内支路2为第一快充正极回路，所述第一快充正极回路串联630A高压熔断器和250A快充继电器1，最后连接至第一快充正极503输出连接器；所述高压总控箱内支路3为第二快充正极回路；所述第二快充正极回路串联630A高压熔断器和250A快充继电器2，最后连接至第二快充正极505输出连接器；所述高压总控箱内支路4为主负回路，所述主负回路串联350A主负继电器，最后连接至电源负极输出502连接器；所述高压总控箱内支路5为第一快充负极回路，所述第一快充负极回路串联250A快负继电器1，最后连接至第一快充负极504连接器；所述高压总控箱内支路6为第二快充负极回路，所述第二快充负极回路串联250A快负继电器2，最后连接至第二快充负极506连接器；所述高压总控箱内支路7为第一高压启动电路回路，所述第一高压启动电路回路串联630A高压熔断器和20A高压熔断器，最后连接至高压启动开关507连接器一端；所述高压总控箱内支路8为第二高压启动电路回路，所述第二高压启动电路回路串联电源转换模块即DC/DC，最后连接至高压启动开关507连接器另外一端；所述高压总控箱内支路9为加热组件PTC正极回路，所述加热组件PTC正极回路串联100A高压熔断器和50A的PTC继电器1，同时并联100A高压熔断器和50A的PTC继电器2；所述高压总控箱内支路10为加热组件即PTC负极回路，所述加热组件即PTC负极回路直接与主负回路并联。在本发明的描述中，除非另有明确的规定和限定，术语“相连”、“连接”、“固定”应做广义理解，例如，可以是固定连接，也可以是可拆卸连接，或成一体；可以是机械连接，也可以是电连接；可以是直接相连，也可以通过中间媒介间接相连，可以是两个元件内部的连通或两个元件的相互作用关系。对于本领域的普通技术人员而言，可以具体情况理解上述术语在本发明中的具体含义。在本发明中，除非另有明确的规定和限定，第一特征在第二特征之“上”或之“下”可以包括第一和第二特征直接接触，也可以包括第一和第二特征不是直接接触而是通过它们之间的另外的特征接触。而且，第一特征在第二特征“之上”、“上方”和“上面”包括第一特征在第二特征正上方和斜上方，或仅仅表示第一特征水平高度高于第二特征。第一特征在第二特征“之下”、“下方”和“下面”包括第一特征在第二特征正下方和斜下方，或仅仅表示第一特征水平高度小于第二特征。在本实施例的描述中，术语“上”、“下”、“左”、“右”等方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述和简化操作，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本发明的限制。此外，术语“第一”、“第二”仅仅用于在描述上加以区分，并没有特殊的含义。需要说明的是，在本文中，诸如第一和第二等之类的关系术语仅仅用来将一个实体或者操作与另一个实体或操作区分开来，而不一定要求或者暗示这些实体或操作之间存在任何这种实际的关系或者顺序。而且，术语“包括”、“包含”或者其任何其他变体意在涵盖非排他性的包含，从而使得包括一系列要素的过程、方法、物品或者设备不仅包括那些要素，而且还包括没有明确列出的其他要素，或者是还包括为这种过程、方法、物品或者设备所固有的要素。尽管已经示出和描述了本发明的实施例，对于本领域的普通技术人员而言，可以理解在不脱离本发明的原理和精神的情况下可以对这些实施例进行多种变化、修改、替换和变型，本发明的范围由所附权利要求及其等同物限定。 | 本发明是一种动力锂电池系统。包括箱体和设置在箱体内的动力电池模组、加热组件PTC、动力电池模组支架总成、高压铜排、自动灭火装置；箱体包括动力电池下箱体、动力电池上箱体、吊环和动力电池高压总控箱；动力电池模组支架总成固定在动力电池下箱体内；动力电池上箱体通过第一螺栓固定在动力电池下箱体上；动力电池高压总控箱通过第二螺栓固定在动力电池上箱体上；吊环穿过动力电池上箱体固定在动力电池模组支架总成上；动力电池模组和自动灭火装置均固定在动力电池模组支架总成上；高压铜排与动力电池模组的电极连接；加热组件PTC固定在动力电池模组两边侧壁上。本发明能提高整车空间利用率，提升电池包电量，增加整车续驶里程。 | CN:202010742235.3A | https://patentimages.storage.googleapis.com/6c/ee/45/23b5d705438827/CN111923750B.pdf | CN:111923750:B | 翟旭亮, 韩金磊, 陈慧明, 吕宁, 穆德志, 曹云飞, 岳振东, 张占江 | FAW Group Corp | CN:108263185:A, CN:109713359:A, WO:2020143173:A1 | Not available | 2023-05-23 | 1.一种动力锂电池系统，其特征在于，包括箱体和设置在箱体内的动力电池模组(7)、加热组件PTC(8)、动力电池模组支架总成(9)、高压铜排(10)、自动灭火装置(11)；所述箱体包括动力电池下箱体(1)、动力电池上箱体(2)、吊环(3)和动力电池高压总控箱(5)；所述动力电池模组支架总成(9)固定在动力电池下箱体(1)内；所述动力电池上箱体(2)通过第一螺栓(4)固定在动力电池下箱体(1)上；所述动力电池高压总控箱(5)通过第二螺栓(6)固定在动力电池上箱体(2)上；所述吊环(3)有四个，穿过动力电池上箱体(2)的四个角，固定在动力电池模组支架总成(9)上；所述动力电池模组(7)和自动灭火装置(11)均固定在动力电池模组支架总成(9)上；所述高压铜排(10)与动力电池模组(7)的电极连接；所述加热组件PTC(8)固定在动力电池模组(7)两边侧壁上；, 所述动力电池模组支架总成(9)包括第一支撑框架(901)、第二支撑框架(902)、支撑柱(903)、吊装支柱(904)、自动灭火装置支架(905)、下箱体连接支架(906)、第一连接垫块(907)、第二连接垫块(908)和模组支撑板(909)；所述第一支撑框架(901)和第二支撑框架(902)所在平面平行；所述第二连接垫块(908)与支撑柱(903)焊接为一体后焊接在第一支撑框架(901)上；所述第一连接垫块(907)通过螺栓固定在支撑柱(903)和第二支撑框架(902)上；所述吊装支柱(904)的下端焊接在第一连接垫块(907)上，上端与吊环(3)螺纹连接；所述自动灭火装置支架(905)通过螺栓固定在第二支撑框架(902)上；所述自动灭火装置(11)固定在自动灭火装置支架(905)上；所述吊装支柱(904)上固定有下箱体连接支架(906)；所述动力电池模组支架总成(9)通过下箱体连接支架(906)与动力电池下箱体(1)焊接；, 所述动力电池模组(7)由电池电芯串并联组成；所述动力电池模组(7)之间通过高压铜排(10)进行串并联对外输出电池正极高压接口、电池负极高压接口，并输入至电池高压总控箱(5)内部；, 所述动力电池高压总控箱(5)的前侧依次设置有电源正极输出(501)和电源负极输出(502)，后侧依次设置有第一快充正极(503)、第一快充负极(504)、第二快充正极(505)、第二快充负极(506)和高压启动开关(507)，右侧设置有低压接口(508)；, 所述动力电池高压总控箱(5)的内部设置有电池包、电源转换模块即DC/DC、电池组管理模块BMU和10条高压支路；所述动力电池模组(7)的低压采样电路与电池组管理模块BMU连接；所述电池组管理模块BMU供电由电源转换模块即DC/DC将动力电池系统高压转化成12V或24V提供；所述电池包的正极高压接口通过线束连接至高压总控箱(5)的正极高压接口，电池包的负极高压接口通过线束连接至高压总控箱(5)的负极高压接口；所述电池包内部的电芯的正极输出至电池正极高压接口，负极输出至电池负极高压接口；所述电池包内部的加热组件PTC(8)的正极和负极分别连接至电池PTC高压接口，并通过线束连接至高压总控箱(5)的PTC高压接口；, 所述高压支路分别为高压总控箱内支路1、2、3、4、5、6、7、8、9、10；所述高压总控箱内支路1为主正回路，所述主正回路串联630A高压熔断器和350A主正继电器，同时在该支路上并联20A预充继电器和30Ω预充电阻形成预充电路，最后连接至电源正极输出(501)连接器；所述高压总控箱内支路2为第一快充正极回路，所述第一快充正极回路串联630A高压熔断器和250A快充继电器1，最后连接至第一快充正极(503)输出连接器；所述高压总控箱内支路3为第二快充正极回路；所述第二快充正极回路串联630A高压熔断器和250A快充继电器2，最后连接至第二快充正极(505)输出连接器；所述高压总控箱内支路4为主负回路，所述主负回路串联350A主负继电器，最后连接至电源负极输出(502)连接器；所述高压总控箱内支路5为第一快充负极回路，所述第一快充负极回路串联250A快负继电器1，最后连接至第一快充负极(504)连接器；所述高压总控箱内支路6为第二快充负极回路，所述第二快充负极回路串联250A快负继电器2，最后连接至第二快充负极(506)连接器；所述高压总控箱内支路7为第一高压启动电路回路，所述第一高压启动电路回路串联630A高压熔断器和20A高压熔断器，最后连接至高压启动开关(507)连接器一端；所述高压总控箱内支路8为第二高压启动电路回路，所述第二高压启动电路回路串联电源转换模块即DC/DC，最后连接至高压启动开关(507)连接器另外一端；所述高压总控箱内支路9为加热组件PTC正极回路，所述加热组件PTC正极回路串联100A高压熔断器和50A的PTC继电器1，同时并联100A高压熔断器和50A的PTC继电器2；所述高压总控箱内支路10为加热组件即PTC负极回路，所述加热组件即PTC负极回路直接与主负回路并联。, \n \n, 2.根据权利要求1所述的一种动力锂电池系统，其特征在于，所述第一支撑框架(901)、第二支撑框架(902)上均设置有模组支撑板；所述动力电池模组(7)固定在模组支撑板上。, \n \n, 3.根据权利要求1所述的一种动力锂电池系统，其特征在于，所述动力电池模组(7)底部与模组支撑板之间涂抹等厚度为2mm的粘接剂。, \n \n, 4.根据权利要求1所述的一种动力锂电池系统，其特征在于，所述动力电池上箱体(2)和动力电池高压总控箱(5)的接触面涂抹有密封胶。, \n \n, 5.根据权利要求1所述的一种动力锂电池系统，其特征在于，所述动力电池上箱体(2)和动力电池高压总控箱(5)开有线束连接的孔。 | CN | China | Active | B | True |
| 500 | 电池管理系统供电电路 \n | CN205498656U | 技术领域\n本实用新型属于电子技术领域，更具体地说，本实用新型涉及一种电池管理系统的供电电路。\n背景技术\n锂离子蓄电池作为电动汽车的动力源，在工作时需要专用的电池管理系统来采集电流、电压、温度等数据。电池管理系统能够根据电池的性能设计控制策略，控制电池的工作状态，并使得电池安全运行，从而延长电池的使用寿命。\n用于电动汽车的动力锂离子蓄电池的输出电压往往很高，电压值从几十伏到几百伏不等。而电池管理系统的供电电压一般设计成12V或24V，因此动力锂离子蓄电池无法直接为电池管理系统供电。\n大多数电动汽车设计有车载充电机，或称为交流充电机、慢充。车载充电机设有给动力锂离子蓄电池充电的主充功能和12V或24V低压辅助电源功能，但由于车载充电机的小巧和轻量化设计要求，低压辅助电源输出功率很低，亦不足以支持电池管理系统的正常工作。\n在这种情况下，为了解决电池管理系统的供电问题，现有技术有两种方案：第一种方案是设置专用的开关，从车载低压蓄电池上取电，当需要动力锂离子蓄电池工作时，开启开关为电池管理系统供电。这种方案的缺点是当用户从车外部给动力锂离子蓄电池充电时，需要打开车门进入车内打开开关再进行充电，这给用户带来了不便。第二种方案是设置专门的电池管理系统充电供电电源，这种方案的缺点是增加了成本，同时使供电电路复杂化，增加了事故风险等不安全因素。\n有鉴于此，有必要提供一种结构简单、具有自动控制功能的电池管理系统供电电路。\n实用新型内容\n本实用新型的目的在于：克服现有技术的不足，提供一种结构简单、具有自动控制功能的电池管理系统供电电路。\n为了实现上述目的，本实用新型提供一种电池管理系统供电电路，其包括电池管理系统、继电器、控制电源和供电电源，其中，控制电源能够通过继电器控制供电电源与电池管理系统连通与断开。\n作为本实用新型电池管理系统供电电路的一种改进，当所述控制电源向所述继电器输出电流时，所述供电电源与电池管理系统处于连通状态。\n作为本实用新型电池管理系统供电电路的一种改进，所述电池管理系统供电电路还包括人工开关，当所述控制电源无电流输出至所述继电器时，所述供电电源与电池管理系统的连通与断开由人工开关控制。\n作为本实用新型电池管理系统供电电路的一种改进，当所述控制电源无电流输出至所述继电器、且所述人工开关闭合时，所述供电电源与所述电池管理系统连通；当所述控制电源无电流输出至所述继电器、且所述人工开关断开时，所述供电电源与所述电池管理系统断开。\n作为本实用新型电池管理系统供电电路的一种改进，所述继电器设有中间触点、常开触点和常闭触点，中间触点与电池管理系统连接，常开触点与供电电源连接，常闭触点通过人工开关与供电电源相连接。\n作为本实用新型电池管理系统供电电路的一种改进，所述继电器的中间触点与电池管理系统的正极相连接，继电器的常开触点与供电电源的正极相连接，继电器的常闭触点通过人工开关与供电电源的正极相连接，所述供电电源的负极与所述控制电源的负极相连接。\n作为本实用新型电池管理系统供电电路的一种改进，所述控制电源为车载 充电机低压辅助电源。\n作为本实用新型电池管理系统供电电路的一种改进，所述供电电源为车载低压蓄电池。\n作为本实用新型电池管理系统供电电路的一种改进，所述人工开关为车钥匙ON挡开关。\n与现有技术相比，本实用新型电池管理系统供电电路具有以下技术效果：结构简单、无需附加专用的开关便可以自动控制和切换状态，对动力锂离子蓄电池的电池管理系统进行供电，保证电池管理系统在电动汽车处于行驶运行和充电两种状态时正常工作，具有较低的制造成本和较长的使用寿命。\n附图说明\n下面结合附图和具体实施方式，对本实用新型电池管理系统供电电路及其有益技术效果进行详细说明，其中：\n图1为本实用新型电池管理系统供电电路的示意图。\n具体实施方式\n为了使本实用新型的目的、技术方案和技术效果更加清晰明白，以下结合附图和具体实施方式，对本实用新型进行进一步详细说明。应当理解的是，本说明书中描述的具体实施方式仅仅是为了解释本实用新型，并不是为了限定本实用新型。\n请参照图1所示，本实用新型电池管理系统供电电路包括：电池管理系统10、继电器20、控制电源30和供电电源40。其中，控制电源30能够通过继电器20控制供电电源40与电池管理系统10连通与断开。\n继电器20包括线圈K、中间触点A、常开触点B与常闭触点C。\n根据本实用新型的一个实施方式，控制电源30为车载充电机的低压辅助电源，供电电源40为车载低压蓄电池。\n在图示的实施方式中，继电器20的线圈K的一端与控制电源30的正极连接，线圈K的另一端与电池管理系统10的供电负极、控制电源30的负极、供电电源40的负极一同接在车辆的公共负极(未标注)上。继电器20的中间触点A与电池管理系统10的供电正极连接，常开触点B与供电电源40的正极直接连接。根据本实用新型的一个实施方式，继电器20的常闭触点C通过人工开关50与供电电源40的正极相连接，特别的，人工开关50为电动汽车的车钥匙ON挡开关。\n当电动汽车处于充电状态时，控制电源30输出电流，继电器20的线圈K上电，继电器20的中间触点A与常闭触点C断开，中间触点A与常开触点B连接，供电电源40的正极通过中间触点A和常开触点B与电池管理系统10的供电正极连通，从而为电池管理系统10提供电能，电池管理系统10上电工作。\n当电动汽车处于非充电状态时，控制电源30无电流输出，继电器20的线圈K无电流通过，继电器20的中间触点A与常闭触点C连接，供电电源40与电池管理系统10的连通由人工开关50控制。\n根据本实用新型的一个实施方式，此时，若用户打开电动汽车的车钥匙ON挡开关启动汽车以进入行驶状态，则人工开关50闭合，车载低压蓄电池的正极通过中间触点A和常闭触点C与电池管理系统10的供电正极连通，从而为电池管理系统10提供电能，电池管理系统10上电工作。\n根据本实用新型的一个实施方式，此时，若用户关闭电动汽车的车钥匙ON挡开关停泊放置汽车，则人工开关50断开，车载低压蓄电池与电池管理系统10断开，电池管理系统10停止工作。\n与现有技术相比，本实用新型电池管理系统供电电路结构简单，无需设计附加的专用开关或专用供电电源，就可以实现对电池管理系统供电的自动控制和状态切换，保证电池管理系统在电动汽车充电和行驶运行两种使用状态下正常工作，因此本实用新型具有较低的制造成本和较长的使用寿命。\n根据上述原理，本实用新型还可以对上述实施方式进行适当的变更和修改。因此，本实用新型并不局限于上面揭示和描述的具体实施方式，对本实用新型的一些修改和变更也应当落入本实用新型的权利要求的保护范围内。此外，尽管本说明书中使用了一些特定的术语，但这些术语只是为了方便说明，并不对本实用新型构成任何限制。\n | 本实用新型公开了一种电池管理系统供电电路，其包括电池管理系统、继电器、控制电源和供电电源，控制电源能够通过继电器控制供电电源与电池管理系统连通。与现有技术相比，本实用新型结构简单、无需附加专用的开关便可以自动控制和切换状态，对动力锂离子蓄电池的电池管理系统进行供电，保证电池管理系统在电动汽车处于行驶运行和充电两种状态时正常工作，具有较低的制造成本和较长的使用寿命。 | CN:201620318703.3U | https://patentimages.storage.googleapis.com/ef/d2/fa/3ef96f0568d9b8/CN205498656U.pdf | CN:205498656:U | 郎阿勇 | Contemporary Amperex Technology Co Ltd | NaN | Not available | 2016-03-16 | 1.一种电池管理系统供电电路，包括电池管理系统、继电器、控制电源和供电电源，控制电源能够通过继电器控制供电电源与电池管理系统连通。\n, \n \n, 2.根据权利要求1所述的电池管理系统供电电路，其特征在于：当所述控制电源向所述继电器输出电流时，所述供电电源与电池管理系统处于连通状态。\n, \n \n, 3.根据权利要求1所述的电池管理系统供电电路，其特征在于：所述电池管理系统供电电路还包括人工开关，当所述控制电源无电流输出至所述继电器时，所述供电电源与电池管理系统的连通由人工开关控制。\n, \n \n, 4.根据权利要求2所述的电池管理系统供电电路，其特征在于：所述电池管理系统供电电路还包括人工开关，当所述控制电源无电流输出至所述继电器时，所述供电电源与电池管理系统的连通由人工开关控制。\n, \n \n, 5.根据权利要求4所述的电池管理系统供电电路，其特征在于：\n, 当所述控制电源无电流输出至所述继电器、且所述人工开关闭合时，所述供电电源与所述电池管理系统连通；\n, 当所述控制电源无电流输出至所述继电器、且所述人工开关断开时，所述供电电源与所述电池管理系统断开。\n, \n \n, 6.根据权利要求5所述的电池管理系统供电电路，其特征在于：所述继电器设有中间触点、常开触点和常闭触点，中间触点与电池管理系统连接，常开触点与供电电源连接，常闭触点通过人工开关与供电电源相连接。\n, \n \n, 7.根据权利要求6所述的电池管理系统供电电路，其特征在于：所述继电器的中间触点与电池管理系统的正极相连接，继电器的常开触点与供电电源的正极相连接，继电器的常闭触点通过人工开关与供电电源的正极相连接，所述供电电源的负极与所述控制电源的负极相连接。\n, \n \n \n \n \n \n \n \n, 8.根据权利要求1-7中任一项所述的电池管理系统供电电路，其特征在于： 所述控制电源为车载充电机低压辅助电源。\n, \n \n \n \n \n \n \n \n, 9.根据权利要求1-7中任一项所述的电池管理系统供电电路，其特征在于：所述供电电源为车载低压蓄电池。\n, \n \n \n \n \n \n, 10.根据权利要求3-7中任一项所述的电池管理系统供电电路，其特征在于：所述人工开关为车钥匙ON挡开关。\n | CN | China | Active | Y | True |
| 501 | 一种高压充配电系统和电动汽车 \n | CN208931141U | 技术领域本实用新型涉及电动汽车技术领域，尤其涉及一种高压充配电系统和电动汽车。背景技术随着新能源汽车产业的迅速发展，电动汽车的使用越来越广泛，动力电池在车辆的运行过程中进行充配电，以实现将外部电能转化为电动汽车的动能。在相关技术中，通过与动力电池电连接的高压配电箱（Power DistributionUnit，PDU）为后乘员电加热器（Positive Temperature Coefficien，PTC）总成及后乘员PCT控制器总成、充配电总成、直流充电插座、交流充电插座、后驱动电机总成等提供电能。另外，在动力电池的充电过程中，通过与外部电源连接的充电插座（直流充电插座或者交流充电插座）和PDU为动力电池充电。综上可知，相关技术中的动力电池在充电和配电过程中，电能需要通过至少两个元器件或者装置才能够实现充电或者配电的功能，电能通过PDU进行二次充配电，从而提升了动力电池充配电系统的结构复杂程度，并增加了充配电过程中发生故障的概率。由此可知，相关技术中的动力电池充配电系统存在结构复杂的问题。实用新型内容本实用新型实施例提供一种高压充配电系统和电动汽车，以解决相关技术中的动力电池充配电系统存在的结构复杂的问题。为解决以上技术问题，本实用新型采用如下技术方案：第一方面，本实用新型实施例提供了一种高压充配电系统，应用于电动汽车，所述系统包括：动力电池箱；收容于所述动力电池箱内的动力电池；集成于所述动力电池箱内且与所述动力电池电连接的车载充电机（On BoardCharger，OBC）；第一连接器，设置于所述动力电池箱上开设的第一开口内，且所述第一连接器的一端通过导线与所述动力电池电连接，所述第一连接器的另一端用于与所述电动汽车上的高压负载电连接；以及第二连接器，设置于所述动力电池箱上开设的第二开口内，且所述第二连接器的一端通过导线与所述OBC电连接，所述第二连接器的另一端用于与所述电动汽车上的交流充电插座电连接。可选的，高压充配电系统还包括：第三连接器，设置于所述动力电池箱上开设的第三开口内，且所述第三连接器的一端通过导线与所述动力电池电连接，所述第三连接器的另一端用于与所述电动汽车上的直流充电插座电连接。可选的，所述高压负载包括：前乘员电加热器PTC总成；后乘员PTC总成；空调压缩机总成；前驱动电机和发电机总成；以及后驱动电机总成。可选的，所述前驱动电机和发电机总成包括：前驱动电机控制器、发电机控制器、电连接于所述前驱动电机控制器的前驱动电机和电连接于所述发电机控制器的集成启动-发电一体化（Intergrated Starter-Generator，ISG）电机，所述前驱动电机控制器和所述发电机控制器与所述第一连接器连接。所述后驱动电机总成包括：后驱动电机控制器和电连接于所述后驱动电机控制器的后驱动电机，所述后驱动电机控制器与所述第一连接器连接。可选的，所述高压负载上设置有与所述第一连接器适配的负载端连接器，所述高压负载通过连接于所述第一连接器和所述负载端连接器之间的连接线实现与所述动力电池电连接。可选的，高压充配电系统还包括：集成于所述动力电池箱内的电池管理系统（Battery Management System，BMS），其中，所述BMS用于控制所述动力电池打开或者关闭；与所述BMS连接，且设置于所述动力电池箱内的第一互锁线路，所述第一互锁线路与穿设于所述动力电池箱上的连接器连接；与所述BMS连接，且设置于所述动力电池箱外的第二互锁线路，所述第二互锁线路于所述动力电池箱外的高压负载连接。可选的，在所述系统包括直流充电插座和交流充电插座，且所述高压负载包括：前驱动电机和发电机总成、前乘员PTC总成、后乘员PTC总成、空调压缩机总成以及后驱动电机总成的情况下，所述第一互锁线路依次连接所述BMS的第一端、空调压缩机总成连接器、前乘员PTC总成连接器、前驱动电机和发电机总成连接器、直流充电插座连接器、交流充电插座连接器、后乘员PTC总成连接器、后驱动电机总成连接器以及所述BMS的第二端。可选的，在所述高压负载包括：前驱动电机和发电机总成、前乘员PTC总成、后乘员PTC总成、空调压缩机总成以及后驱动电机总成的情况下，所述第二互锁线路依次连接所述BMS的第三端、所述前驱动电机和发电机总成的第一端、所述前驱动电机和发电机总成的第二端、所述前乘员PTC总成的第一端、所述前乘员PTC总成的第二端、所述后乘员PTC总成的第一端、所述后乘员PTC总成的第二端、所述后驱动电机总成的第一端、所述后驱动电机总成的第二端以及所述BMS的第四端。可选的，所述第二互锁线路上串联设置有开盖检测开关，所述开盖检测开关分别对应一个高压负载设置。可选的，所述第二互锁线路上串联设置有位于所述后驱动电机总成内的第一开盖检测开关和位于所述前驱动电机和发电机总成内的第二开盖检测开关。第二方面，本实用新型实施例提供了一种电动汽车，包括本实用新型实施例提供的所述高压充配电系统。在本实用新型实施例中的高压充配电系统包括：动力电池箱；收容于所述动力电池箱内的动力电池；集成于所述动力电池箱内且与所述动力电池电连接的OBC；第一连接器，设置于所述动力电池箱上开设的第一开口内，且所述第一连接器的一端通过导线与所述动力电池电连接，所述第一连接器的另一端用于与所述电动汽车上的高压负载电连接；以及第二连接器，设置于所述动力电池箱上开设的第二开口内，且所述第二连接器的一端通过导线与所述OBC电连接，所述第二连接器的另一端用于与所述电动汽车上的交流充电插座电连接。使得动力电池、OBC、第一连接器和第二连接器形成整体的连接结构，在充配电过程中，仅需通过与充电接口或者高压负载电连接的连接器进行电能传输即可，从而简化了高压充配电系统的结构。附图说明为了更清楚地说明本实用新型实施例的技术方案，下面将对实施例或现有技术描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本实用新型的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。图1是本实用新型实施例提供的一种高压充配电系统的电路图；图2是本实用新型实施例提供的另一种高压充配电系统的电路图；图3是本实用新型实施例提供的另一种高压充配电系统的电路图；图4是本实用新型实施例提供的一种高压充配电方法的流程图；图5是本实用新型实施例提供的另一种电动汽车的结构图。具体实施方式下面将结合本实用新型实施例中的附图，对本实用新型实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例是本实用新型一部分实施例，而不是全部的实施例。基于本实用新型中的实施例，本领域普通技术人员在没有作出创造性劳动前提下所获得的所有其他实施例，都属于本实用新型保护的范围。请参阅图1，本实用新型实施例提供一种高压充配电系统，应用于电动汽车。如图1所示，高压配电系统100，包括：动力电池箱1；收容于动力电池箱1内的动力电池11；集成于动力电池箱1内且与动力电池11电连接的OBC 12；第一连接器2，设置于动力电池箱1上开设的第一开口内，且第一连接器2的一端通过导线与动力电池11电连接，第一连接器2的另一端用于与所述电动汽车上的高压负载3电连接；以及第二连接器4，设置于动力电池箱1上开设的第二开口内，且第二连接器4的一端通过导线与OBC 12电连接，第二连接器4的另一端用于与所述电动汽车上的交流充电插座电5连接。在实际应用中，第一连接器2可以是多个，且各个第一连接器分别间隔设置，并分别与多个高压负载3一一对应连接。例如：如图2中所示，所述第一连接器2包括5个，且所述5个第一连接器2分别用于与5个高压负载3对应连接，图2中所示的5个高压负载3包括：前乘员电加热器PTC总成31、后乘员PTC总成32、空调压缩机总成33、前驱动电机和发电机总成34以及后驱动电机总成35。另外，所述导线如图2中所示的高压线缆。在实际应用中，还可以在所述高压负载3上设置与所述第一连接器2适配的负载端连接器，所述高压负载3通过连接于所述第一连接器2和所述负载端连接器之间的连接线实现与所述动力电池电连接。当然，还可以使连接线的一端固定连接于所述高压负载3，并在连接线的另一端设置于第一连接器2适配的连接接口，从而实现将所述高压负载3电连接至动力电池11，在此不作具体限定。在具体实施中，所述第一连接器2、第二连接器4以及负载端连接器可以是高压连接器、过孔连接器、类过孔连接器中的任意一种，在此并不限定第一连接器2、第二连接器4以及负载端连接器的种类和形式。需要说明的是，在具体实施中，高压负载3和交流充电插座5上设置有对应的连接器，以在动力电池箱1的安装过程中，仅需要采用与连接器匹配的导电连接线，将高压负载3上的连接器与第一连接器2连接，并将交流充电插座5上的连接器与第二连接器4连接即可。其中，所述高压负载3可以包括电动汽车上的任意高压用电装置或者高压零部件，在此不做具体限定。需要说明的是，在实际应用中，电动汽车上还可以配置除了前乘员PTC总成31、后乘员PTC总成32、空调压缩机总成33、前驱动电机和发电机总成34以及后驱动电机总成35以外的其他的高压负载，此时，可以对应的增加第一连接器2的数量，以使各个高压负载3分别通过第一连接器2与动力电池11电连接。在动力电池箱1的安装过程中，仅需要通过导线电连接动力电池箱1上的各个第一连接器2与其对应的高压负载3，并通过导线电连接动力电池箱1上的第二连接器4和交流充电插座5即可，其安装过程简单，且连接结构清晰，提升了所述动力电池箱1的结构可靠性。在配电的过程中，本实用新型实施例中的动力电池11通过第一连接器2分别将电能传递至各个高压负载3，以实现为高压负载3配电的过程。而现有技术中，动力电池需要先将电能传递至PDU，再通过PDU为高压负载配电。该配电过程中，电能需要经过两次传输，造成的配电过程的故障率高、可靠性低且增加了电能传输过程中的电能损耗，另外，现有技术中需要在动力电池箱外设置PDU，从而增加了充配电系统的制造成本和结构复杂程度。在充电过程中，本实用新型实施例中的交流充电插座5与外部的交流电源连接，并动过第二连接器4将该电源提供的电能传递至动力电池11，以实现为动力电池11充电的过程，如图2所示，本实施方式中，OBC 12，包括交流/直流转换器AC/DC和直流/直流转换器DC/DC，用于通过AC/DC将外部的交流电源转换成直流电源，并通过DC/DC将转换后的直流电源调整为与动力电池11匹配的充电电源。而现有技术中的充电过程，需要先通过交流充电插座将外部电源的电能传递至动力电池箱外的PDU转换为直流电源，然后再通过该PDU与动力电池之间的连接器将直流电源传递至动力电池，以实现为动力电池充电的过程。该过程中，动力电池需要一次通过PDU的转接才能够实现为动力电池充电的功能，同样造成了充电过程的故障率高、可靠性低、增加了电能传输过程中的电能损耗、制造成本和结构复杂程度的问题。综上可知，本实用新型实施例提供的高压充配电系统，将动力电池、OBC、第一连接器和第二连接器设置为整体的连接结构，在充配电过程中，仅需通过与充电接口或者高压负载电连接的连接器进行电能传输即可，从而简化了高压充配电系统的结构。可选的，如图3所示，高压充配电系统100还包括：第三连接器6，设置于动力电池箱1上开设的第三开口内，且第三连接器6的一端通过导线与动力电池11电连接，第三连接器6的另一端用于与所述电动汽车上的直流充电插座7电连接。本实施方式中，第三连接器6可以与第一连接器2和第二连接器4相同，当然，其还可以采用与第一连接器2和第二连接器4不同的连接器，在此不作具体限定。在直流充电的过程中，外部的直流电源通过直流充电插座7和与该直流充电插座7电连接的第三连接器6，将直流电源传递至动力电池11，实现为动力电池11的直流充电过程。相较于现有技术中，需要通过PDU转接才能实现为动力电池进行直流充电的过程，本实用新型实施例提供的高压充配电系统具有结构简单、安装方便、可靠性高、且成本低的有益效果。在具体实施中，如图2所示，所述高压负载3包括：前乘员PTC总成31；后乘员PTC总成32；空调压缩机总成33；前驱动电机和发电机总成34；以及后驱动电机总成35。需要说明的是，随着电动汽车技术的发展，所述电动汽车上还可以配置其他的高压负载，在此不做具体限定。需要说明的是，在实际应用中，前乘员PTC总成31包括前乘员PTC和用于控制该前乘员PTC工作的前乘员PTC控制器；后乘员PTC总成32包括后乘员PTC和用于控制该后乘员PTC工作的后乘员PTC控制器；空调压缩机总成33包括空调压缩机和用于控制该空调压缩机工作的空调压缩机控制器；前驱动电机和发电机总成34包括前驱动电机343、发电机344、用于控制前驱动电机343工作的前驱动电机控制器341和用于控制发电机344工作的发电机控制器342；后驱动电机总成35包括后驱动电机352和用于控制该后驱动电机352工作的后驱动电机控制器351，图2中的结构仅作为示例。需要说明的是，在实际应用中，用于控制前驱动电机343工作的前驱动电机控制器341和用于控制发电机344工作的发电机控制器342可以是同一个控制器，则所述第一连接器连接于该同一个控制器上，图2中所示的连接结构仅作为示例，在此并不限定第一连接器在前驱动电机和发电机总成34中的具体位置。现有技术中，由于电动汽车结构的限制，使后乘员PTC总成和后驱动电机总成与动力电池箱之间的距离较远，需要通过PDU进行二次配电，从而降低了高压充配电系统的集成程度。而本实施方式中，通过设置于动力电池箱1上的第一连接器2实现动力电池11向各个高压负载3的集成配电，便于对高压充配电系统的管理。本实施方式中，如图2所示，所述前驱动电机和发电机总成34包括：前驱动电机控制器341、发电机控制器342、电连接于前驱动电机控制器341的前驱动电机343和电连接于发电机控制器342的ISG电机344，前驱动电机控制器341和发电机控制器342与第一连接器2连接；本实施方式中，如图2所示，后驱动电机总成35包括：后驱动电机控制器351和电连接于后驱动电机控制器351的后驱动电机352，后驱动电机控制器351与第一连接器2连接。可选的，如图2所示，高压充配电系统100还包括：集成于动力电池箱1内的BMS 8，其中，BMS 8用于控制动力电池11打开或者关闭；与BMS 8连接，且设置于动力电池箱1内的第一互锁线路81，第一互锁线路81与穿设于动力电池箱1上的连接器连接；与BMS 8连接，且设置于动力电池箱1外的，第二互锁线路82与动力电池箱1外的高压负载连接。在具体实施中，第一互锁线路81和第二互锁线路82分别用于检测动力电池箱1上的连接器和动力电池箱1外的高压负载的安全性，以检测连接器是否断开连接、高压负载是否存在开盖检测等需要断电的情况，进而在确定需要断电的情况下，通过BSM 8控制动力电池11关闭，即控制动力电池11停止输出电能。其中，上述连接器可以包括第一连接器2、第二连接器4以及第三连接器6。上述高压负载可以包括动力电池箱1外的全部高压负载或者部分高压负载。例如：如图2所示，在所述系统包括直流充电插座7和交流充电插座5，且所述高压负载3包括：前驱动电机和发电机总成34、前乘员PTC总成31、后乘员PTC总成32、空调压缩机总成33以及后驱动电机总成35的情况下，第一互锁线路81依次连接所述BMS 8的第一端、空调压缩机总成连接器、前乘员PTC总成连接器、前驱动电机和发电机总成连接器、直流充电插座连接器、交流充电插座连接器、后乘员PTC总成连接器、后驱动电机总成连接器以及所述BMS 8的第二端。图2所示实施方式中，上述空调压缩机总成连接器可以是用于与空调压缩机总成33电连接的第一连接器，前乘员PTC总成连接器可以是用于与前乘员PTC总成31电连接的第一连接器、前驱动电机和发电机总成连接器可以是用于与前驱动电机和发电机总成34电连接的第一连接器、直流充电插座连接器可以是第三连接器、交流充电插座连接器可以是第二连接器、后乘员PTC总成连接器可以是用于与后乘员PTC总成32电连接的第一连接器、后驱动电机总成连接器可以是用于与后驱动电机总成35电连接的第一连接器。另外，BMS 8的第一端和第二端可以是BMS 8的第一信号输出端和第一信号输入端，分别用于控制第一互锁线路81进行互锁信号检测和用于接收第一互锁线路81检测到的互锁信号。进一步的，第二互锁线路82依次连接所述BMS 8的第三端、所述前驱动电机和发电机总成34的第一端、所述前驱动电机和发电机总成34的第二端、所述前乘员PTC总成31的第一端、所述前乘员PTC总成31的第二端、所述后乘员PTC总成32的第一端、所述后乘员PTC总成32的第二端、所述后驱动电机总成35的第一端、所述后驱动电机总成35的第二端以及所述BMS 8的第四端。在具体实施中，各高压负载上的第一端和第二端可以是低压连接器或者互锁连接器上的信号输入端和信号输出端，用于与第二互锁线路82连接后，接收互锁检测信号和输出检测到的互锁信号。另外，上述BMS 8的第三端和第四端可以是BMS 8的第二信号输出端和第二信号输入端，分别用于控制第二互锁线路82进行互锁信号检测和用于接收第二互锁线路82检测到的互锁信号。具体的，如图2所示，第二互锁线路82通过互锁线缆依次连接BMS 8上的HVL_1端口、前驱动电机和发电机总成34上的HVL_1端口、前驱动电机和发电机总成34上的HVL_2端口、前乘员PTC总成31上的HVL_2端口、前乘员PTC总成31上的HVL_3端口、后乘员PTC总成32上的HVL_3端口、后乘员PTC总成32上的HVL_4端口、后驱动电机总成35上的HVL_4端口、后驱动电机总成35上的HVL_5端口、BMS 8上的HVL_5端口从而形成回路。在实际应用中，还可以在第二互锁线路82上串联设置开盖检测开关，该开盖检测开关分别对应设置于一个高压负载3内。这样，便能够在高压负载3进行开盖检测的情况下，通过对应的开盖检测开关向BMS 8发送开盖检测信号，以通过BMS 8控制动力电池11断电，避免在开盖检测过程中发生触电事故。例如：如图2所示，在后驱动电机总成35和前驱动电机和发电机总成34内的第二互锁线路82上串联第一开盖检测开关821和第二开盖检测开关822，以在前驱动电机和发电机总成34和后驱动电机总成35进行开盖检测时通过BMS 8控制动力电池11关闭，防止触电。本实施方式中，通过两个互锁回路分别检测动力电池箱上的连接器的连接状态和动力电池箱外的高压负载的运行状态，以及时发现连接器断开连接、进行开盖检测、高压负载漏电或者发生故障等情况下，及时通过BMS控制动力电源停止输出电源，避免发生漏电等事故。在本实用新型实施例中的高压充配电系统包括：动力电池箱；收容于所述动力电池箱内的动力电池；集成于所述动力电池箱内且与所述动力电池电连接的OBC；第一连接器，设置于所述动力电池箱上开设的第一开口内，且所述第一连接器的一端通过导线与所述动力电池电连接，所述第一连接器的另一端用于与所述电动汽车上的高压负载电连接；以及第二连接器，设置于所述动力电池箱上开设的第二开口内，且所述第二连接器的一端通过导线与所述OBC电连接，所述第二连接器的另一端用于与所述电动汽车上的交流充电插座电连接。使得动力电池、OBC、第一连接器和第二连接器形成整体的连接结构，在充配电过程中，仅需通过与充电接口或者高压负载电连接的连接器进行电能传输即可，从而简化了高压充配电系统的结构。需要说明的是，动力电池箱1内与动力电池11连接的导线上还设置有开关，该开关分别用于根据用户的控制操作、车辆驾驶系统的控制信号等进行开启与关闭，从而控制动力电池11处于开启或者关闭状态下。请参阅图4，本实用新型实施例还提供了一种高压充配电方法，应用于电动汽车，如图4所示，该高压充配电方法可以包括以下步骤：步骤401、在配电过程中，通过连接于所述动力电池和高压负载之间的第一连接器为所述高压负载配电。步骤402、在充电过程中，通过连接于OBC和交流充电插座之间的第二连接器将交流电源电连接至动力电池或者通过连接于直流充电插座和所述动力电池之间的第三连接器将直流电源电连接至所述动力电池，其中，所述OBC集成于所述动力电池内。在具体实施中，上述动力电池、第一连接器、第二连接器、第三连接器、高压负载、OBC交流充电插座和直流充电插座分别可以是上一实用新型实施例中的动力电池、第一连接器、第二连接器、第三连接器、高压负载、OBC交流充电插座和直流充电插座，且能够执行相同的充配电过程。可选的，高压充配电方法还包括：在检测到所述第一连接器、所述第二连接器以及所述第三连接器中至少一个处于断开状态的情况下，控制所述动力电池关闭。在具体实施中，可以通过上一实用新型实施例中的第一互锁线路检测所述第一连接器、所述第二连接器以及所述第三连接器是否处于断开状态，并通过BMS根据检测结果控制所述动力电池关闭或者打开。本实用新型实施例提供的高压充配电方法可以应用于如图1至图3中任一种高压充配电系统，且能够取得相应的有益效果，为避免重复，在此不再赘述。请参阅图5，本实用新型实施例还提供了一种电动汽车500，包括高压充配电系统实施例中提供的高压充配电系统100。 | 本实用新型实施例提供了一种高压充配电系统和电动汽车，其中高压充配电系统包括：动力电池箱；收容于所述动力电池箱内的动力电池；集成于所述动力电池箱内且与所述动力电池电连接的车载充电机OBC；第一连接器，设置于所述动力电池箱上开设的第一开口内，且所述第一连接器的一端通过导线与所述动力电池电连接，所述第一连接器的另一端用于与所述电动汽车上的高压负载电连接；以及第二连接器，设置于所述动力电池箱上开设的第二开口内，且所述第二连接器的一端通过导线与所述OBC电连接，所述第二连接器的另一端用于与所述电动汽车上的交流充电插座电连接。本实用新型实施例提供的高压充配电系统结构简单。 | CN:201920447323.3U | https://patentimages.storage.googleapis.com/3e/26/35/fa9d085b916ae5/CN208931141U.pdf | CN:208931141:U | 马东辉, 冯欢 | Beijing CHJ Automotive Information Technology Co Ltd | NaN | Not available | 2016-10-11 | 1.一种高压充配电系统，应用于电动汽车，其特征在于，所述系统包括：, 动力电池箱；, 收容于所述动力电池箱内的动力电池；, 集成于所述动力电池箱内且与所述动力电池电连接的车载充电机OBC；, 第一连接器，设置于所述动力电池箱上开设的第一开口内，且所述第一连接器的一端通过导线与所述动力电池电连接，所述第一连接器的另一端用于与所述电动汽车上的高压负载电连接；以及, 第二连接器，设置于所述动力电池箱上开设的第二开口内，且所述第二连接器的一端通过导线与所述OBC电连接，所述第二连接器的另一端用于与所述电动汽车上的交流充电插座电连接。, 2.根据权利要求1所述的高压充配电系统，其特征在于，还包括：, 第三连接器，设置于所述动力电池箱上开设的第三开口内，且所述第三连接器的一端通过导线与所述动力电池电连接，所述第三连接器的另一端用于与所述电动汽车上的直流充电插座电连接。, 3.根据权利要求1至2中任一项所述的高压充配电系统，其特征在于，所述高压负载包括：, 前乘员电加热器PTC总成；, 后乘员PTC总成；, 空调压缩机总成；, 前驱动电机和发电机总成；以及, 后驱动电机总成。, 4.根据权利要求3所述的高压充配电系统，其特征在于，所述前驱动电机和发电机总成包括：前驱动电机控制器、发电机控制器、电连接于所述前驱动电机控制器的前驱动电机和电连接于所述发电机控制器的集成启动-发电一体化ISG电机，所述前驱动电机控制器和所述发电机控制器与所述第一连接器连接；, 所述后驱动电机总成包括：后驱动电机控制器和电连接于所述后驱动电机控制器的后驱动电机，所述后驱动电机控制器与所述第一连接器连接。, 5.根据权利要求1所述的高压充配电系统，其特征在于，所述高压负载上设置有与所述第一连接器适配的负载端连接器，所述高压负载通过连接于所述第一连接器和所述负载端连接器之间的连接线实现与所述动力电池电连接。, 6.根据权利要求1至2中任一项所述的高压充配电系统，其特征在于，还包括：, 集成于所述动力电池箱内的电池管理系统BMS，其中，所述BMS用于控制所述动力电池打开或者关闭；, 与所述BMS连接，且设置于所述动力电池箱内的第一互锁线路，所述第一互锁线路与穿设于所述动力电池箱上的连接器连接；, 与所述BMS连接，且设置于所述动力电池箱外的第二互锁线路，所述第二互锁线路与所述动力电池箱外的高压负载连接。, 7.根据权利要求6所述的高压充配电系统，其特征在于，在所述高压充配电系统包括直流充电插座和交流充电插座，且所述高压负载包括：前驱动电机和发电机总成、前乘员PTC总成、后乘员PTC总成、空调压缩机总成以及后驱动电机总成的情况下，所述第一互锁线路依次连接所述BMS的第一端、空调压缩机总成连接器、前乘员PTC总成连接器、前驱动电机和发电机总成连接器、直流充电插座连接器、交流充电插座连接器、后乘员PTC总成连接器、后驱动电机总成连接器以及所述BMS的第二端。, 8.根据权利要求6所述的高压充配电系统，其特征在于，在所述高压负载包括：前驱动电机和发电机总成、前乘员PTC总成、后乘员PTC总成、空调压缩机总成以及后驱动电机总成的情况下，所述第二互锁线路依次连接所述BMS的第三端、所述前驱动电机和发电机总成的第一端、所述前驱动电机和发电机总成的第二端、所述前乘员PTC总成的第一端、所述前乘员PTC总成的第二端、所述后乘员PTC总成的第一端、所述后乘员PTC总成的第二端、所述后驱动电机总成的第一端、所述后驱动电机总成的第二端以及所述BMS的第四端。, 9.根据权利要求8所述的高压充配电系统，其特征在于，所述第二互锁线路上串联设置有开盖检测开关，所述开盖检测开关分别对应一个高压负载设置。, 10.根据权利要求9所述的高压充配电系统，其特征在于，所述第二互锁线路上串联设置有位于所述后驱动电机总成内的第一开盖检测开关和位于所述前驱动电机和发电机总成内的第二开盖检测开关。, 11.一种电动汽车，其特征在于，包括如权利要求1至10中任一项所述的高压充配电系统。 | CN | China | Active | Y | True |
| 502 | Electrical vehicle circuitry \n | GB2598369A | NaN | A vehicle electrical power circuit 100 enables a vehicle traction battery 106 to be charged at a standard voltage (e.g. 400V) or a higher voltage (e.g. 800V) whilst retaining existing traction systems which are supplied by the battery at the standard voltage. The circuit also enables operation of vehicle auxiliary units (e.g. heating/chiller systems) whilst the battery is being charged. The circuit includes a charging input 102, a battery connection terminal 104 and a DC-DC converter 112. The charging input receives electrical energy at a first voltage V1 (e.g. 800V) or a second voltage V2 (e.g. 400V) for charging the battery. The battery connection terminal electrically connects to the battery and supplies electrical energy from the charging input to charge the battery at the first or second voltage V1,V2, and receives electrical energy from the battery to power one or more traction motors of the vehicle at the second voltage V2. The DC-DC converter is coupled to the charging input and to an output 110, which electrically connects to an electrical bus of the vehicle and provides power to one or more electrical units of the vehicle at an output voltage Vout (e.g. 12V-48V). The DC-DC converter receives electrical energy from the charging input and provides electrical energy to the output at the output voltage Vout whilst the battery is charged at the first voltage V1. | GB:2013551.3A | https://patentimages.storage.googleapis.com/f0/17/9f/6626fcdef14848/GB2598369A.pdf | NaN | Nicholls Stephen | Jaguar Land Rover Ltd | US:20190097436:A1, US:20190165713:A1 | 2023-01-03 | 2023-01-03 | CLAIMS1. An electrical power circuit for a vehicle, comprising: a charging input for receiving electrical energy at a voltage equal to a first voltage or a second voltage for charging a traction battery of the vehicle; a battery connection terminal for electrically connecting to the traction battery to supply electrical energy from the charging input for charging the traction battery at the first voltage or the second voltage and to receive electrical energy from the traction battery to power one or more traction motors of the vehicle at the second voltage; and a DCDC converter coupled to the charging input and to an output, the output for electrically connecting the DCDC converter to an electrical bus of the vehicle for providing electrical power to one or more electrical units of the vehicle at an output voltage, the DCDC converter configured to receive electrical energy from the charging input, and to provide electrical energy at the output voltage to the output whilst the traction battery is charged at the first voltage., 2. The electrical power circuit of any preceding claim, wherein the first voltage is higher than the second voltage., 3. The electrical power circuit of any preceding claim, wherein the first voltage and second voltage are non-overlapping ranges., 4. The electrical power circuit of any preceding claim, wherein the output voltage is lower than the first voltage and the second voltage., 5. The electrical power circuit of any preceding claim, wherein one or more of: the first voltage comprises a nominal voltage in the range 600V to 1000V; the second voltage comprises a nominal voltage in the range 300V to 500V; and the output voltage comprises a nominal voltage in the range 12V to 4W., 6. The electrical power circuit of any of claims 1 to 3, wherein the output voltage is the second voltage., 7. The electrical power circuit of any preceding claim, comprising an AC charging input, wherein the DCDC converter is configured to receive electrical energy from the AC charging input and provide electrical energy to the battery connection terminal at the first voltage for charging the traction battery., S. The electrical power circuit of claim 7, wherein the output is for electrically connecting the DCDC converter to an electrical bus of the vehicle for providing electrical power to one or more auxiliary electrical units of the vehicle at the output voltage whilst the traction battery is being charged by AC charging., 9. The electrical power circuit any preceding claim, wherein the electrical units comprise one or more of: a heater; a chiller; an air conditioning compressor; a power-assisted steering system; an active roll control pump; a suspension compressor; and a heated windscreen., 10. The electrical power circuit of any preceding claim, comprising an onboard charger coupled to the DCDC converter, the onboard charger configured to receive AC current and to provide a DC current to the DCDC converter., 11. A battery assembly comprising a traction battery and the electrical power circuit of any preceding claim, wherein the traction battery comprises a battery input/output, and wherein the battery input/output is electrically connected to the battery connection terminal., 12. The battery assembly of claim 11, wherein the traction battery comprises a first plurality of cells, a second plurality of cells, and a battery control circuit to selectively interconnect the first and second plurality of cells in series to provide a first battery voltage at the battery output in a first mode of operation and to selectively interconnect the first and second plurality of cells in parallel to provide a second battery voltage at the battery output in a second mode of operation., 13. A control system for controlling an electrical power circuit of a vehicle, the control system comprising one or more controllers, wherein the control system is configured to, in an electrical power circuit comprising: a charging input for receiving electrical energy at a voltage equal to a first voltage or a second voltage for charging a traction battery of the vehicle; and a battery connection terminal for electrically connecting to the traction battery to supply electrical energy from the charging input for charging the traction battery at the first voltage or the second voltage and to receive electrical energy from the traction battery to power one or more traction motors of the vehicle at the second voltage; and a DCDC converter coupled to the charging input and to an output, the output for electrically connecting the DCDC converter to an electrical bus of the vehicle for providing electrical power to one or more electrical units of the vehicle at an output voltage; control the DCDC converter, to: receive electrical energy from the charging input, and provide electrical energy at the output voltage to the output whilst the traction battery is charged at the first voltage., 14. The control system of claim 13, wherein the one or more controllers collectively comprise: at least one electronic processor having an electrical input for receiving information from one or more sensors and/or one or more external controllers; and at least one electronic memory device electrically coupled to the at least one electronic processor and having instructions stored therein; and wherein the at least one electronic processor is configured to access the at least one memory device and execute the instructions thereon so as to cause the control system to control the DCDC converter in dependence on the information., 15. The control system of any of claims 13-14, wherein the first voltage is higher than the second voltage., 16. The control system of any of claims 13-15, wherein the first voltage and second voltage are non-overlapping ranges., 17. The control system of any of claims 13-16, wherein the output voltage is lower than the first voltage and the second voltage., 18. The control system of any of claims 13-17, wherein one or more of: the first voltage comprises a nominal voltage in the range 600V to 1000V; the second voltage comprises a nominal voltage in the range 300V to 500V; and the output voltage comprises a nominal voltage in the range 12V to 4W., 19. The control system of any of claims 13 to 16, wherein the output voltage is the second voltage., 20. The control system of any of claims 13-19, wherein the electrical power circuit comprises an AC charging input, and wherein the control system is configured to control the DCDC converter to: receive electrical energy from the AC charging input and provide electrical energy to the battery connection terminal at the first voltage for charging the traction battery., 21. A system comprising: the battery assembly of claim 11 or claim 12; and the control system of any of claims 13 to 19., 22. A vehicle comprising the electrical power circuit of any of claims 1 to 10, the battery assembly of claim 11 or claim 12, the control system of any of claims 13 to 20, or the system of claim 21., 23. The vehicle of claim 22, comprising an electrical bus, wherein the electrical bus comprises a High Voltage (HV) auxiliary power bus configured to provide electrical energy to one or more auxiliary units of the vehicle at the second voltage., 24. A method of controlling an electrical power circuit for a vehicle, the electrical power circuit comprising: a charging input for receiving electrical energy at a voltage equal to a first voltage or a second voltage for charging a traction battery of the vehicle; and a battery connection terminal for electrically connecting to the traction battery to supply electrical energy from the charging input for charging the traction battery at the first voltage or the second voltage and to receive electrical energy from the traction battery to power one or more traction motors of the vehicle at the second voltage; and a DCDC converter coupled to the charging input and to an output, the output for electrically connecting the DCDC converter to an electrical bus of the vehicle for providing electrical power to one or more electrical units of the vehicle at an output voltage; the method comprising controlling the DCDC converter to: receive electrical energy from the charging input; and provide electrical energy at the output voltage to the output whilst the traction battery is charged at the first voltage., 25. Computer software that, when executed, is configured to perform a method according to claim 24; optionally the computer software is stored on a computer readable medium. | GB | United Kingdom | Pending | B | True |
| 503 | System and method for powering start-stop and hybrid vehicle components and accessories \n | US10597024B2 | This application relates to systems and methods for powering electrical components and accessories in a hybrid vehicle or a start-stop vehicle.\nAutomatic start-stop vehicles stop the engine to save fuel when the vehicle is stopped or approaching a stop and then automatically restart the engine in anticipation of the vehicle moving. When the engine is stopped, various vehicle components or accessories may be powered by a battery, or the engine may be started in response to a component or accessory load that exceeds the available battery power, which reduces the fuel economy. A low voltage single battery (such as a 12V lead-acid battery) may be used to power the components and accessories, but has limited charge power capability due to the dynamic charge acceptance and battery chemistry and construction constraints. In addition, modern vehicles are equipped with more features and options that consume significant electric power. A single battery topology also makes it difficult to capture and store energy from sources that generate power, to maximize the use of the generated energy and stored energy, and to be able to efficiently use generated and stored energy to power the vehicle technology on demand. Due to the limited power availability, some systems inhibit operation and/or provide limited functionality of various features, components, or accessories when the engine is stopped. Furthermore, during engine cranking battery voltage may drop significantly and affect operation or functioning of various vehicle technology.\nStart-stop vehicles may use a lithium-ion (Li-Ion) battery to overcome some of the power issues associated with a low voltage lead-acid battery. The Li-Ion battery may feed the entire power subsystem in the vehicle to provide a stable source of energy and to isolate all subsystems from the effects of engine cranking during auto-stopping, while the vehicle is auto-stopped, and during auto-starting. While providing various advantages, the energy cost (amp-hours) for the Li-Ion battery is relatively high compared to energy cost from a lead-acid battery.\nHybrid vehicles include an engine and an electric machine that operates as a motor/generator with an associated traction battery, which is typically a Li-Ion battery, to provide an electric vehicle (EV) mode using only electric power to propel the vehicle, or a hybrid electric vehicle (HEV) mode that uses the engine and motor to propel the vehicle. The Li-Ion battery for a hybrid vehicle typically has a much larger capacity than the battery for a stop-start vehicle due to its intended use. Hybrid vehicles may start the engine using a dedicated low voltage starter motor and/or various types and sizes of electric machines that may function as a motor/generator or an integrated starter-generator (ISG) with power provided by an associated low voltage battery lead-acid battery, or by the Li-Ion traction battery using associated power electronics and voltage converter. Similar to a stop-start vehicle, the engine may be started frequently under various operating conditions to meet driver demanded torque, to transition between EV and HEV operating modes, or to power vehicle systems or technology. Similar to the use of a Li-Ion battery to power technology in stop-start vehicles, the energy cost (amp-hours) for the Li-Ion battery is relatively high compared to energy cost from the lead-acid battery.\nIn one or more embodiments, a vehicle includes an engine, an electric machine configured to crank the engine and powered by a first battery, a first plurality of electric components configured to receive power from the first battery, a second plurality of electric components configured to receive power from a second battery, and a processor programmed to electrically isolate the second battery and second plurality of components from the first battery and first plurality of components during engine cranking. The electric machine may include a starter motor or integrated starter-generator, for example. The processor may be further programmed to auto-start and auto-stop the engine in response to vehicle operating conditions and to electrically isolate the second battery and second plurality of components from the first battery and first plurality of components while the engine is auto-stopped and/or in response to an engine auto-stop request. In one or more embodiments, the first battery has battery chemistry different from the battery chemistry of the second battery. The first battery may be implemented by a low voltage lead-acid battery and the second battery may be implemented by a low voltage or high voltage lithium-ion battery. In hybrid vehicle embodiments, the vehicle may include a second electric machine configured to receive power from the second battery and to provide propulsive torque to the vehicle wheels.\nEmbodiments may include vehicles having a first plurality of electric components including only electric components having a voltage operating range within the voltage operating range of the first battery during engine cranking, engine running, and engine off conditions. The first plurality of electric components may include various electrically heated components, such as heated mirrors, heated wipers, heated seats, and defrosters for example. The first plurality of electric components may also include an auxiliary water pump, accumulator pump, climate control blower, power windows and doors, and similar components that are not sensitive to low voltage conditions associated with engine cranking and starting. The second plurality of electric components may include vehicle lighting systems, such as exterior lights, head lamps, brake lights, and fog lights. In some embodiments the second plurality of electric components includes electronics, telematics, and infotainment systems, electric power-assisted steering (EPAS), electronic parking brake, blind spot detection, and similar components or accessories that are more sensitive to voltage variations and low voltage associated with cranking and starting the engine.\nIn some embodiments, a vehicle includes a first battery having a first battery chemistry and electrically coupled to a first plurality of vehicle components and to a starter motor configured to crank an engine, and a second battery having a battery chemistry different from the first battery chemistry, electrically coupled to a second plurality of vehicle components and electrically isolated from the first battery and first plurality of components at least during engine cranking. The vehicle may include a processor programmed to electrically isolate the first battery from the second battery in response to operation of the starter motor. The first battery may be a low voltage battery and the second battery may be a battery having a nominal voltage of at least five times the low voltage battery. In one embodiment, the first battery is a battery having a nominal voltage less than 50V and the second battery is a battery having a nominal voltage of greater than 100V. The vehicle may include a processor operable to electrically isolate the first battery from the second battery in response to an engine auto-stop.\nA method for controlling a vehicle according to various embodiments may include electrically isolating vehicle components powered by a first battery coupled to an electric machine configured for engine starting from vehicle components powered by a second battery at least during engine starting. The method may include electrically isolating by a controller operating a switch that electrically isolates the first battery from the second battery in response to an engine auto-stop. The method may also include electrically coupling the first battery and the second battery when not starting the engine.\nVarious embodiments may provide one or more advantages. For example, use of a first battery having an associated lower energy cost to power vehicle components and technology that is not sensitive to voltage supply variation associated with low voltage during engine cranking may reduce cost without impacting functionality or system performance for operation of electrically powered devices during an engine auto-stop and/or while cranking the engine during starting. Electric loads that can be operate or be load shed during engine stopping periods are coupled to a lower energy cost battery such as a lead-acid battery that also powers an electric machine to crank the engine, such as a starter motor or ISG, for example. Separating and powering electric loads using two batteries having different battery chemistries that can be electrically isolated during auto-stop periods and engine cranking may increase the availability and duration of engine stopping periods and associated cost reduction.\nThe above advantages and other advantages and features of various embodiments of the claimed subject matter may be recognized by those of ordinary skill in the art based on the representative embodiments described and illustrated.\n FIG. 1 is a schematic diagram illustrating a representative vehicle in a system or method for powering vehicle devices according to various embodiments;\n FIG. 2 is a block diagram illustrating representative vehicle electric components that may be powered by different batteries; and\n FIG. 3 is a flow chart illustrating operation of a system or method for controlling a vehicle having groups of components or accessories powered by different batteries.\nEmbodiments of the present disclosure are described herein. It is to be understood, however, that the disclosed embodiments are merely examples and other embodiments can take various and alternative forms. The figures are not necessarily to scale; some features could be exaggerated or minimized to show details of particular components. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a representative basis for teaching one skilled in the art to variously employ the embodiments. As those of ordinary skill in the art will understand, various features illustrated and described with reference to any one of the figures can be combined with features illustrated in one or more other figures to produce embodiments that are not explicitly illustrated or described. The combinations of features illustrated provide representative embodiments for typical applications. Various combinations and modifications of the features consistent with the teachings of this disclosure, however, could be desired for particular applications or implementations.\nAs recognized by the inventors of this application, increased availability of engine auto-stop may improve vehicle efficiency in start-stop vehicles as well as various types of hybrid vehicles, such as full hybrids, plug-in hybrids, mild hybrids, and micro-hybrids, for example. Availability of engine auto-stop may be provided by reducing instances where auto-stop is inhibited or an auto-start is initiated associated with various electrically powered vehicle components, accessories, technology, etc. As such, various embodiments power electric loads that are less sensitive to power supply voltage variation and low voltage associated with engine auto-stops and the associated engine cranking and starting using a first battery, and other electric loads more sensitive to low voltage operation using a second battery. This provides increased availability of various vehicle components and features when the engine is auto-stopped, which may also increase the frequency and duration of the auto-stops. In addition, appropriate selection of battery chemistry, type, and size/capacity may reduce overall energy cost associated with charging and discharging the batteries over a wide range of operating and ambient conditions.\n FIG. 1 illustrates a schematic diagram of a hybrid vehicle 10 according to various representative embodiments. The vehicle 10 includes an engine 12, and an electric machine implemented by a motor generator (M/G) 14, which may also be referred to as a traction motor. The M/G 14 is configured to transfer torque to the engine 12 or to the vehicle wheels 16, depending on the particular operation mode. The M/G 14 is connected to the engine 12 using a first clutch 18, also known as a disconnect clutch, a first clutch, or an upstream clutch. The clutch 18 may also include a damper mechanism such as a series of plates and springs configured to dampen changes in torque transferred between the engine 12 and the M/G 14 when the disconnect clutch 18 is being engaged. A second clutch 22, also known as a launch clutch or downstream clutch, connects the M/G 14 to a transmission 24. The launch clutch 22 may be controlled to decouple or isolate the driveline 26, which includes the M/G 14 and the engine 12, from the transmission 24, differential 28, and the vehicle drive wheels 16. Although the clutches 18, 22 are described and illustrated as hydraulic clutches, other types of clutches, such as electromechanical clutches may also be used. Alternatively, clutch 22 may be replaced with a torque converter having a bypass clutch as described in greater detail herein. In various embodiments, the downstream clutch 22 refers to various coupling devices for the vehicle 10 including a traditional clutch, and a torque converter having a bypass (lock-out) clutch.\nThe engine 12 output shaft is connected to the disconnect clutch 18, which in turn is connected to the input shaft for M/G 14. The output shaft of M/G 14 is connected to the launch clutch 22, which in turn is connected to the transmission 24. The components of driveline 26 of the vehicle 10 are positioned sequentially in series with one another in the representative embodiment illustrated. Those of ordinary skill in the art will recognize various other alternative configurations for a hybrid vehicle and associated powertrain that may be incorporate various features according to the present disclosure relative to powering a first plurality or group of components, accessories, equipment, etc. from a first battery and a second plurality or group of components, accessories, equipment, etc. from a second battery. Similarly, while a full hybrid is illustrated, various embodiments may include a mild hybrid, plug-in hybrid, micro-hybrid, and similar types of vehicles, as well as automatic stop-start vehicles that have conventional powertrains with an engine that may be automatically stopped and started in response to various vehicle and ambient operating conditions. Likewise, for any of the hybrid or automatic start-stop vehicles, the powertrain components and configuration may vary and may include a continuously variable transmission (CVT), automated mechanical transmission (AMT), step-ratio automatic transmission, manual transmission, gasoline or Diesel engine, etc.\n Engine 12 may be cranked and started using M/G 14 to rotate the engine 12 using torque provided through clutch 18, or using an alternative starting device, such as another electrical machine that may be implemented by a low voltage starter motor 30, integrated starter-generator (ISG), or similar device operatively connected to the engine 12. The starting device or motor 30 may be used to provide torque to start the engine 12 without the addition of torque from the M/G 14.\nAs also illustrated in FIG. 1, M/G 14 is in communication with a battery 32. The battery 32 may be a high voltage battery, which may also be referred to as a traction battery or battery pack having a number of individual battery cells and associated battery chemistry. In some embodiments, such as those for a mild hybrid or start-stop vehicle, battery 32 may be implemented by a low-voltage battery. M/G 14 may be configured to charge the battery 32 in a regeneration mode, for example when vehicle power output exceeds driver demand, through regenerative braking, or the like. In one example, battery 32 is configured to connect to an external electric grid, such as for a plug-in electric hybrid electric vehicle (PHEV). Battery 32 may be configured to provide power to a plurality of corresponding electric components, features or technology, represented by high voltage loads 50 in this embodiment. Similarly, high voltage battery 32 may be coupled to a plurality of vehicle electric components that are sensitive to voltage variation or low voltage as represented by low voltage loads 52 through a DC/DC converter to step down voltage from high voltage battery 32.\nA low voltage battery 60 may also be provided to supply power to an electric machine represented by starter motor/ISG 30 in this embodiment for cranking and starting engine 12. Low voltage battery 60 has a battery chemistry different from high voltage battery 32. In one embodiment, low voltage battery 60 is a lead-acid battery and high-voltage battery 32 is a lithium-ion (Li-Ion) battery. Various other combinations of batteries with different battery chemistries may be used such as NiMH, Zn-Air, or various types of Li-Ion batteries having an anode or negative electrode typically made of graphite and a cathode made of cobalt dioxide, nickel-cobalt-manganese (NCM), nickel-cobalt-aluminum (NCA), or iron phosphate (FePo), for example.\nA low voltage battery as referenced in this application generally refers to a battery having a nominal voltage of less than 50V, with common nominal voltages of 12V, 24V, and 48V, for example. A high voltage battery as referenced in this application generally refers to a battery having a nominal voltage of 100V or higher with traction batteries having nominal voltages from 100V to 600V or higher depending on the particular application and implementation.\n Low voltage battery 60 may be configured to power a plurality of vehicle components, features, accessories, or technology that is less sensitive to supply voltage variation and low voltage that may be induced during cranking of the engine by starter 30 as generally represented by low voltage loads 62. In the embodiment illustrated in FIG. 1, low voltage battery 60 and low voltage (non-sensitive) loads 62 are selectively electrically coupled to or isolated from low voltage loads (sensitive) 52, high voltage battery 32, and high voltage loads 50 based on the closed or open state, respectively, of switch or contactor 70, which is controlled by one or more vehicle controllers. Switch or contactor 70 may be operated in response to an engine auto-stop, in response to engine cranking, or in response to an engine auto-start to electrically isolate low voltage loads 52 and high voltage loads 50 from low voltage loads 62 and low voltage battery 60. Switch or contactor 70 may be closed to couple low voltage battery 60 and high voltage battery 32 to provide additional power to various vehicle accessories or components, or to charge either or both batteries when one of the electric machines is operating as a generator. In some embodiments, switch or contactor 70 may be omitted such that each battery and its associated electrically powered components, features, accessories, or technology are permanently electrically isolated from one another by the system power distribution architecture.\nWith continuing reference to FIG. 1, pressurized fluid for the transmission may be provided by a transmission pump 36 connected to or adjacent to an electric machine or traction motor/generator 14 such that it rotates with the motor/generator 14 and the driveshaft to provide pressurized transmission fluid to the gearbox. Alternatively, or in combination, an electrically powered auxiliary pump 38 may also be provided. Electrically powered auxiliary pump may be powered directly or indirectly by battery 32 depending on the operating voltage of the pump and whether battery 32 is implemented by a high voltage or low voltage battery. Traction motor/generator 14, clutches 18, 22, and transmission pump 36 may be located within a motor generator case 40, which may be incorporated into the case for transmission 24, or alternatively, is a separate case or housing within the vehicle 10.\n Vehicle 10 may include various controllers or control units configured to operate associated vehicle systems, subsystems, or components. One or more vehicle controllers and related electronics may be more sensitive to voltage variation and low voltage associated with engine cranking. As such, the vehicle controllers may be powered by battery 32, which may be electrically isolated from battery 60 at least during engine cranking. In the embodiment illustrated, vehicle 10 includes a transmission control unit (TCU) 42 configured or programmed to operate transmission 24 and M/G 14, an engine control unit (ECU) 44 configured or programmed to control operation of engine 12, including control of low voltage starter/ISG 30 for cranking and starting engine 12 as well as auto-stop/auto-start operation of engine 12 based on ambient and vehicle operating conditions. A vehicle system controller (VSC) 46 transfers data between TCU 42 and ECU 44 and is also in communication with various vehicle sensors and driver inputs. The control system 48 for vehicle 10 may include any number of controllers, and may be integrated into a single controller, or have various modules. Some or all of the controllers may be connected by a controller area network (CAN) or other system.\nWhen vehicle 10 is being operated it may experience a series of situations and driving conditions that can be termed use cases, or operating conditions. Use cases categorize various driver commands (e.g., accelerator pedal position, brake pedal position, gear lever, etc.) and vehicle conditions (vehicle speed, clutch states, gear ratios, temperatures, etc.) into groupings that may be used by the control system 48 to control vehicle 10. A number of use cases may result in a start request for engine 12 and corresponding control of low voltage starter/ISG and switch or contactor 70 to electrically isolate loads 62 that are less sensitive to low voltage from loads 52 that are more sensitive to low voltage at least during engine cranking. For example, in one use case the vehicle 10 is stationary with the gear lever in drive and the brake engaged, and the VSC 46 may request an engine start (also referred to as an auto-start) based on the state of charge (SOC) of battery 32 being below a threshold. In another example, the vehicle 10 is in motion in an electric-only (EV) mode at a steady speed (with engine 12 disconnected and off) and the accelerator pedal has a tip-in such that VSC 46 determines that the additional power request requires an engine start.\nSome use cases involve starting the engine 12 while the launch clutch 22 (or torque converter with a lock out or bypass clutch) is open, slipping, or engaged. Differing states of the launch clutch 22 require different engine start sequences based upon how various actuators and inputs, such as the M/G 14, engine 12, starter motor 30, and clutches 18, 22, are operated and controlled to achieve the desired engine start. Starting engine 12 using electric machine and engaging clutch 18 would not result in a voltage transient associated with operation of starter/ISG 30 such that switch or contactor 70 may remain closed during such an engine start without adversely affecting operation of voltage sensitive components.\nOne or more vehicle or system controllers, such as TCU 42, ECU 44, and VSC 46, may include a microprocessor, processor, or central processing unit (CPU) in communication with various types of non-transitory computer readable storage devices or media. Non-transitory computer readable storage devices or media may include volatile and nonvolatile storage in read-only memory (ROM), random-access memory (RAM), and keep-alive memory (KAM), for example. KAM is a persistent or non-volatile memory that may be used to store various operating variables while the CPU is powered down. Computer-readable storage devices or media may be implemented using any of a number of known memory devices such as PROMs (programmable read-only memory), EPROMs (electrically PROM), EEPROMs (electrically erasable PROM), flash memory, or any other electric, magnetic, optical, or combination memory devices capable of storing data, some of which represent executable instructions, used by the controller in controlling starting of the engine and associated components or systems of the vehicle.\nThe controller communicates with various engine/vehicle sensors and actuators via an input/output (I/O) interface that may be implemented as a single integrated interface that provides various raw data or signal conditioning, processing, and/or conversion, short-circuit protection, and the like. Alternatively, one or more dedicated hardware or firmware chips may be used to condition and process particular signals before being supplied to the CPU. As generally illustrated in the representative embodiment of FIG. 1, TCU 42, ECU 44, and VSC 46 may communicate signals to and/or from engine 12, electric machine 14, transmission gearbox 24, disconnect clutch 18, launch clutch 22, power electronics and DC/DC converter 34, electrical machine 30, and switch or contactor 70. In addition, one or more controllers may perform load shedding operations to selectively disconnect or power down one or more electrical components while engine 12 is auto-stopped to conserve battery capacity and/or extend the duration of an auto-stop event.\nAlthough not explicitly illustrated, those of ordinary skill in the art will recognize various functions or components that may be controlled by one or more of the controllers. Representative examples of parameters, systems, and/or components that may be directly or indirectly actuated using control logic executed by the controllers include fuel injection timing, rate, and duration, throttle valve position, spark plug ignition timing (for spark-ignition engines), intake/exhaust valve timing and duration, front-end accessory drive (FEAD) components such as an alternator, air conditioning compressor, battery charging, regenerative braking, operation of electric machine 14, operation of electric machine (low voltage starter 30), operation of contactor 70, clutch pressures for disconnect clutch 18, launch clutch 22, and transmission gearbox 24, and the like. Other representative systems and components are illustrated and described with respect to FIG. 2. Sensors communicating input through the I/O interface may be used to indicate turbocharger boost pressure, crankshaft position, engine rotational speed or rotational position, wheel speeds, vehicle speed, coolant temperature, intake manifold pressure, accelerator pedal position, ignition switch position, throttle valve position, air temperature, exhaust gas oxygen or other exhaust gas component concentration or presence, intake air flow, transmission gear, ratio, or mode, transmission oil temperature, transmission turbine speed, torque converter bypass clutch status, deceleration or shift mode, for example.\nControl logic or functions performed alone or in combination by one or more controllers may be represented by flow charts or similar diagrams in one or more figures, such as the flowchart of FIG. 3, for example. The flowchart of FIG. 3 illustrates a representative control strategy and/or logic that may be implemented using one or more processing strategies such as event-driven, interrupt-driven, multi-tasking, multi-threading, and the like. As such, various steps or functions illustrated may be performed in the sequence illustrated, in parallel, or in some cases omitted. Although not always explicitly illustrated, one of ordinary skill in the art will recognize that one or more of the illustrated steps or functions may be repeatedly performed depending upon the particular processing strategy being used. Similarly, the order of processing is not necessarily required to achieve the features and advantages described herein, but is provided for ease of illustration and description. The control logic may be implemented primarily in software executed by a microprocessor-based vehicle, engine, and/or powertrain controller, such as TCU 42, ECU 44, and VSC 46. Of course, the control logic may be implemented in software, hardware, or a combination of software and hardware in one or more controllers depending upon the particular application. When implemented in software, the control logic may be provided in one or more non-transitory computer-readable storage devices or media having stored data representing code or instructions executed by a computer or processor to perform a method to control the vehicle or its subsystems. The computer-readable storage devices or media may include one or more of a number of known physical devices which utilize electric, magnetic, and/or optical storage to keep executable instructions and associated calibration information, operating variables, and the like.\nTo drive the vehicle with the engine 12, the disconnect clutch 18 is at least partially engaged to transfer at least a portion of the engine torque through the disconnect clutch 18 to the electric machine 14, and then from the electric machine 14 through the clutch 22, gearbox 24, and final drive 28. The electric machine 14 may assist the engine 12 by providing additional power to turn the electric machine input/output shaft. This operation mode may be referred to as a “hybrid mode”, “hybrid electric vehicle (HEV)” mode, or an “electric assist mode.” The engine may be started using an electric machine (implemented by low voltage starter 30 in this embodiment) with disconnect clutch open, or by at least partially engaging disconnect clutch 18 to crank the engine using torque from electric machine 14. An engine start request may be generated based on various operating conditions to provide driver demanded torque to wheels 16. For example, an engine start request may be generated in response to available torque from electric machine 14 being insufficient to deliver the driver demanded torque, which may be associated with the state of charge of battery 32, a selected operating mode (such as HEV), or to power one or more vehicle accessories, for example.\nTo drive the vehicle using electric machine 14 as the sole power source, the power flow remains the same except the disconnect clutch 18 is opened and isolates or decouples the engine 12 from the remainder of the powertrain. Combustion in the engine 12 may be disabled or otherwise OFF during this time to conserve fuel. The traction battery 32 transmits stored electrical energy to power electric machine 14. This operation mode may be referred to as an “electric only” or “electric vehicle (EV)” operation mode. An engine start request may be generated when operating in EV mode in response to similar operating conditions as described above with respect to operating in HEV mode.\nIn any mode of operation, electric machine 14 may act as a motor and provide a driving force for the powertrain. Alternatively, electric machine 14 may act as a generator and convert kinetic energy from the powertrain into electric energy to be stored in the battery 20, such as during regenerative braking, for example. Electric machine 14 may act as a generator while the engine 12 is providing propulsion power for the vehicle 10, for example. As illustrated and described in greater detail with respect to FIGS. 2-3, TCU 42, ECU 44, and/or VSC 46 may select one of the electric machines to crank or start engine 12 in response to an engine start request and control contactor 70 to isolate selected electrical loads at least during engine cranking when electric machine 30 is selected for starting engine 12. Depending on the selected electric machine, various other components, such as disconnect clutch 18, launch clutch 22, gearbox 24, pump 36, etc. may also be controlled to provide desired drivability and system performance during engine cranking and starting.\n FIG. 2 illustrates representative electric loads that may be isolated in response to an engine auto-stop request, auto-start request and/or engine cranking in one or more embodiments. Vehicle electrical system 200 includes an engine 202 coupled to a first electric machine 204 powered by a first battery 210 having an associated battery chemistry and nominal operating voltage. In various embodiments, first battery 210 is a low voltage lead-acid battery having a nominal operating voltage of 12V, which may drop to as low as 7V when electric machine 204 is cranking engine 202. Various embodiments may also include a second electric machine 206 coupled to a second battery 212.\n First battery 210 is coupled to a first plurality of vehicle components, | A vehicle includes an engine cranked by an electric machine powered by a first battery, a first plurality of components powered by the first battery, a second plurality of components powered by a second battery, and a processor programmed to isolate the second battery and associated components from the first battery and associated components at least during engine cranking. The first battery may be a low voltage battery having a first chemistry, such as a lead-acid battery with associated components that are less sensitive to voltage variation induced by engine cranking or starting, such as heated mirrors, seats, wipers, a climate control blower, power windows/doors, and auxiliary pumps. The second battery may be a low or high voltage battery having a second chemistry, such as a lithium-ion battery with associated components that may be more sensitive to low voltage during engine cranking/starting, such as lighting, electronics, and infotainment systems. | US:15/066,669 | https://patentimages.storage.googleapis.com/5e/54/78/ea501f6b6df443/US10597024.pdf | US:10597024 | Hafiz Shafeek Khafagy, Gjergji Shaska, Kirk Pebley, Marirose ILKKA, Zeljko Deljevic | Ford Global Technologies LLC | US:6476571, US:20030088343:A1, US:20040026140:A1, US:20040099234:A1, US:20050014602:A1, US:20080067973:A1, US:7533746, US:20080011528:A1, US:7997364, US:8384345, US:20100225258:A1, US:20120187919:A1, US:8565953, US:20110049910:A1, US:20120105010:A1, US:8395278, US:20120032634:A1, US:20130229049:A1, US:20130179014:A1, US:20140046520:A1, US:20140081561:A1, US:20140180517:A1, US:20140277866:A1, US:20140278019:A1, US:20160229411:A1, US:20150167614:A1, US:20150188188:A1, US:20150197159:A1, US:20150202972:A1, US:20160325738:A1, US:20150231982:A1, US:20150231986:A1, US:20150258950:A1, US:20150307082:A1, US:20150370264:A1, US:20160059726:A1, US:20160185237:A1, US:20160185225:A1, US:20160193993:A1, US:20160207541:A1, US:20160272191:A1, US:20160303992:A1, US:20160303946:A1, US:20160369733:A1, US:10112612 | Not available | 2020-03-24 | 1. A vehicle comprising:\nan engine;\nan electric machine configured to crank the engine and powered by a first battery;\na first plurality of electric components configured to receive power from the first battery;\na second plurality of electric components configured to receive power from a second battery; and\na processor programmed to auto-start and auto-stop the engine in response to vehicle operating conditions and to electrically isolate the second battery and second plurality of components from the first battery and first plurality of components during engine cranking, and while the engine is auto-stopped.\n, an engine;, an electric machine configured to crank the engine and powered by a first battery;, a first plurality of electric components configured to receive power from the first battery;, a second plurality of electric components configured to receive power from a second battery; and, a processor programmed to auto-start and auto-stop the engine in response to vehicle operating conditions and to electrically isolate the second battery and second plurality of components from the first battery and first plurality of components during engine cranking, and while the engine is auto-stopped., 2. The vehicle of claim 1 wherein the first battery has a battery chemistry different from the second battery., 3. The vehicle of claim 2 wherein the first battery comprises a lead-acid battery and the second battery comprises a lithium-ion battery., 4. The vehicle of claim 3, the lithium ion battery comprising a low voltage battery., 5. The vehicle of claim 1 further comprising a second electric machine configured to receive power from the second battery., 6. The vehicle of claim 5, the second electric machine configured to provide propulsive torque to the vehicle., 7. The vehicle of claim 6 wherein the electric machine comprises a low voltage starter motor., 8. The vehicle of claim 1 wherein the first plurality of electric components includes only electric components having a voltage operating range within the voltage operating range of the first battery during engine cranking, engine running, and engine off conditions., 9. The vehicle of claim 1 wherein the first plurality of electric components comprises electrically heated components., 10. The vehicle of claim 1 wherein the second plurality of electric components comprises vehicle lighting components., 11. A vehicle comprising:\nan engine;\nan electric machine configured to crank the engine and powered by a first battery;\na first plurality of electric components configured to receive power from the first battery;\na second plurality of electric components configured to receive power from a second battery; and\na processor programmed to auto-start and auto-stop the engine in response to vehicle operating conditions and to electrically isolate the second battery and second plurality of components from the first battery and first plurality of components in response to an engine auto-stop request, and during engine cranking.\n, an engine;, an electric machine configured to crank the engine and powered by a first battery;, a first plurality of electric components configured to receive power from the first battery;, a second plurality of electric components configured to receive power from a second battery; and, a processor programmed to auto-start and auto-stop the engine in response to vehicle operating conditions and to electrically isolate the second battery and second plurality of components from the first battery and first plurality of components in response to an engine auto-stop request, and during engine cranking., 12. A vehicle comprising:\na first battery having a first battery chemistry and electrically coupled to a first plurality of vehicle components and to a starter motor configured to crank an engine; and\na second battery having a battery chemistry different from the first battery chemistry, electrically coupled to a second plurality of vehicle components and electrically isolated from the first battery and first plurality of components at least during engine cranking wherein the first battery is electrically isolated from the second battery in response to an engine auto-stop.\n, a first battery having a first battery chemistry and electrically coupled to a first plurality of vehicle components and to a starter motor configured to crank an engine; and, a second battery having a battery chemistry different from the first battery chemistry, electrically coupled to a second plurality of vehicle components and electrically isolated from the first battery and first plurality of components at least during engine cranking wherein the first battery is electrically isolated from the second battery in response to an engine auto-stop., 13. The vehicle of claim 12 further comprising:\na processor programmed to electrically isolate the first battery from the second battery in response to operation of the starter motor.\n, a processor programmed to electrically isolate the first battery from the second battery in response to operation of the starter motor., 14. The vehicle of claim 12 wherein the first battery comprises a low voltage battery and the second battery comprises a battery having a nominal voltage of at least five times the low voltage battery., 15. The vehicle of claim 12 wherein the first battery comprises a battery having a nominal voltage less than 50V and the second battery comprises a battery having a nominal voltage of greater than 100V. | US | United States | Active | B | True |
| 504 | Mobile charging station for electric cars \n | WO2023056997A1 | Mobile charging station for electric cars Field of the invention The invention relates to a mobile charging station for charging electric cars, arranged on a mobile platform State of the art Electric cars are most often recharged at special stationary charging stations or from the wiring of another building connected to the electricity supply. From DE 102017220017, a mobile charging station with a large-capacity battery unit that is mounted on a mobile platform is known. This mobile charging station has means for receiving a vehicle charging request, means for automatically navigating to the vehicle to be charged, and a robotic arm for automatically connecting to the vehicle to be charged. US2020376975 discloses a system with hydrogen fuel cells and hydrogen storage on a mobile platform. This system has multiple charging ports for concurrent charging multiple plug-in hybrid electric cars. Summary of the invention The invention is based on the idea of creating a mobile charging station with a hydrogen fuel cell that can be remotely attached by an operator to an electric car for which charging is required, and automatically connected to it by a charging plug. The mobile charging station for charging electric cars has a hydrogen fuel cell on the mobile platform as a power source for the electric car charger, a hydrogen storage tank, and a control unit \n\nadapted for internal communication between the elements of the mobile charging station. The mobile platform is driven by a traction motor. According to the invention, the mobile platform is provided with servo steering to enable remote control of its movement. A robotic arm is also arranged on the mobile platform to automatically connect the charging connector to the electric vehicle socket. For receiving the remote control signal of the mobile platform and for sending the image information, there is further arranged on the mobile platform a receiver-transmitter module, at least one camera for controlling the environment of the mobile platform and a control unit for controlling the servo steering and the traction motor of the mobile platform. The control unit of the mobile charging station, in addition to controlling the operation of the fuel cell and controlling the charging, is also configured to remotely control the movement of the mobile platform via the control unit according to the signal received by the receiver-transmitter module. The control unit is preferably a microprocessor control unit with CAN (Controller Area Network) communication buses. The hydrogen fuel cell of the mobile charging station according to the invention is preferably a proton exchange membrane fuel cell of at least 50 kW, provided with a water cooler which can be connected to an external circuit for waste heat recovery. The high-voltage battery of the mobile charging station according to the invention preferably has a capacity of at least 100 kWh at a voltage of at least 350 V The output cable from the charger is preferably carried by a six-axis robotic arm with camera guidance. The robotic arm is preferably equipped with strain gauges for obstacle collision detection and is mounted on an additional telescopic axis to increase its range. \n\nThe mobile charging station preferably includes a gas and fire detector for reporting possible gas leaks and/or fire, and safeguards for loss of control signals. To enable control from its current location, the mobile charging station has a local control terminal with display and controls. Clarification of drawings The invention will be explained in more detail by means of a schematic drawing, wherein Fig. 1 shows schematically the communication interconnection of the various elements of a mobile charging station according to the present invention. Example of invention embodiment A mobile charging station according to an exemplary embodiment of the present invention has a proton exchange membrane fuel cell 1 which is mounted on a remotely controlled wheeled suspension mobile platform 20. This mobile platform 20 is driven by an electric traction motor 26, its servo steering 25 is electro-hydraulic, the brakes are hydraulic. The traction motor 26 is powered via the control unit 13 from the 48V traction battery 22. The output of the traction motor 26 and the position of the wheels of the mobile platform 20 are controlled by the servo steering 25. The chassis frame structure of the mobile platform 20 is designed to carry all components of the system. A replaceable hydrogen storage tank 3 with composite pressure cylinders and a hydrogen gas reduction station is installed in the central part of the mobile platform 20. The total amount of hydrogen in the filled hydrogen storage tank 3 in this exemplary embodiment is about 15 kg at an operating pressure of 50 MPa. This hydrogen storage tank 3 is the fuel source for fuel cell E When the hydrogen supply is depleted, this is indicated to the operator who can simply replace the hydrogen storage tank 3 with a new, full one. Hydrogen storage tank 3 can be filled either at a technical gas supplier or at a standard automotive hydrogen filling station. The hydrogen from the hydrogen storage tank 3, after pressure treatment, is fed into the fuel cell 1, where an electrochemical reaction takes place with the oxygen in the air to produce electricity and waste heat. This heat is dissipated by the water circuit and cooler 5 to the \n\natmosphere. The equipment may include a not shown heat exchanger, which can be used to recover waste heat, for example for heating. The electrical energy from the fuel cell 1_ is fed to the 350 V high-voltage battery 2 through a 350 V high-voltage DC converter 4 and to the 48 V low-voltage traction battery 22 of the mobile platform 20 through a 48 V low-voltage DC converter 24. The low charge level of the high-voltage battery 2 or the traction battery 22 is the impulse to start the fuel cell L The energy flow is controlled by an algorithm in the control unit 10 with a CAN-type communication bus 31 used for internal communication between the individual components of the mobile charging station. The communication of the control unit 10 via the communication bus 31 with other components of the mobile charging station is indicated by the dashed lines in Fig. 1. The high-voltage battery 2 is used as an energy source for the charger 7 and also as an element that compensates for energy peaks in the system during the charging of the electric vehicles 30, in particular compensating for the low slow response of the fuel cell 1 to the energy demand. The output cable from the charger 7 is preferably carried by a six-axis robotic arm 6 with camera guidance. The robotic arm 6 is mounted on a seventh telescopic axis to increase its reach. The mobile charging station also has a gas and fire detector 12 and other safeguards in case of gas leaks, fire, electrical short circuits and loss of control signals. The robotic arm 6 is equipped with strain gauges to detect a possible collision with an accidental obstacle. The remote control of the mobile platform 20 is performed from a remote operator's workstation using the transceiver module 21 communicating with the control unit 10. The receiver-transmitter module 21 receives signals from a remote operator workstation and in turn sends visual and digital information about the status, location and surroundings of the mobile charging station. The mobile platform 20 of the mobile charging station according to the described example embodiment has a body that is equipped with an assembly of cameras 23 for orientation of the remote operator in the surrounding environment while steering the mobile charging station. The remote control can be carried out from a not shown operator workstation equipped with a steering wheel and monitors. This control workstation may be at any distance from the location of the mobile charging station itself. All control and image signals and information are transmitted via communication with back- \n\nup. As the charging itself is fully automated, the operator can control other equipment during the charging process. The mobile charging station according to the described example can also be controlled on-site via a local control terminal 11 with display and controls. When performing charging of the electric car 30 using the mobile charging station according to the present invention, the electric car 30 to be charged is first identified. The electric car 30 to be charged can be identified automatically based on information from the individual electric cars 30 in the respective parking lot about their charge level, or by user ordering, for example, from the CarEn mobile app. The operator then remotely guides and parks the mobile platform 20 near the electric vehicle to be charged, manually guides the robotic arm 6 remotely to a position near the charging socket door of the electric vehicle 30 and starts the automatic process of guiding the charging connector into the socket. The robotic arm 6 finds the socket and connects the charging cable to it using a 3D camera sensor. Information is transmitted via data communication between the charger 7 and the electric vehicle 30 to be charged, and the charging process begins. Charging takes place from a high-voltage battery 2, the voltage of which is suitably adjusted by the charger 7 for the electric vehicle 30 being charged. The high-voltage battery 2 is recharged automatically by starting the fuel cell 1 as required. During charging, the battery charge level of the electric car 30 being charged is monitored. When the desired charge level is reached, the charging process is completed and the robotic arm 6 removes the charging connector from the car and parks itself in its default position on the mobile platform 20. The operator may then move the mobile platform 20 to the next location of use. \n\nReference Signs List: 1 fuel cell 2 high-voltage battery 3 hydrogen storage tank 4 high-voltage inverter 5 cooler 6 robot arm 7 charger 10 controller unit 11 control terminal 12 gas and fire detector 13 control unit 20 mobile platform 21 receiver-transmitter module22 traction battery 23 camera 24 low-voltage inverter 25 servo steering 26 traction motor 30 electric car 31 CAN bus \n | Mobile charging station for electric cars The subject matter of the invention is a mobile charging station for charging electric vehicles, in which a hydrogen fuel cell (1), a hydrogen storage tank (3), an inverter (4) for high voltage, an inverter (24) for low voltage, a high voltage battery (2), a charger (7) and a robotic arm (6) for automatically connecting the output cable of the charger (7) to the socket of the electric vehicle (30) are arranged on a mobile platform (20) driven by a traction motor (26) powered by a traction battery (22). The movement of the mobile platform (20) is remotely controlled. | PC:T/CZ2022/050102 | https://patentimages.storage.googleapis.com/b0/01/5d/136737ad04c266/WO2023056997A1.pdf | NaN | Karel Souček, Luboš Hajský | Devinn S.R.O. | DE:102009006982:A1, US:20190135125:A1, DE:102017220017:A1, DE:102017220478:A1, US:20200376975:A1, US:20200376974:A1 | Not available | 2023-04-13 | 1. Mobile charging station for charging electric vehicles in which a hydrogen fuel cell (1), a hydrogen storage tank (3), a charger (7) and a control unit (10), are arranged on a mobile platform (20) driven by a traction motor (26) characterized in that the mobile platform (20) is provided with a servo steering (25), wherein on the mobile platform (20) is further arranged a robotic arm (6) for automatically connecting the output cable of the charger (7) to the socket of the electric vehicle (30), a receiver-transmitter module (21) for remotely controlling the mobile platform (20), at least one camera (23) for monitoring the environment of the mobile platform (20), and a control unit (13) for controlling the movement of the mobile platform (20) by means of the servo steering (25) and the traction motor (26) of the mobile platform (20) according to a signal received by the receiver-transmitter module (21). , 2. Mobile charging station according to Claim 1, characterized in that the control unit (10) is a microprocessor control unit with CAN-type communication buses (31). , 3. Mobile charging station according to Claim 1 or 2, characterized in that the hydrogen fuel cell (1) is a proton exchange membrane fuel cell with output of at least 50 kW provided with a water cooler (5). , 4. Mobile charging station according to Claim 1 or 2 or 3, characterized in that the hydrogen storage tank (3) has one or more hydrogen pressure cylinders, and is arranged to be replaceable on the mobile platform (20). , 5. Mobile charging station according any of the preceding Claims 1 to 4, characterized in that the charger (7) is configured to adjust the voltage for the charged electric car. , 6. Mobile charging station according any of the preceding Claims 1 to 5, characterized in that the robotic arm (6) has six axes with camera guidance, is equipped with strain gauges for detection of collision with any obstacle, and is mounted on a telescopic axis to extend the reach. \n\n 8 , 7. Mobile charging station according any of the preceding Claims 3 to 5, characterized in that the water cooler (5) can be connected to an external circuit for waste heat recovery. , 8. Mobile charging station according any of the preceding Claims 1 to 7, characterized in that it includes a gas and fire detector (12) and safeguards for loss of control signals. , 9. Mobile charging station according any of the preceding Claims 1 to 8, characterized in that it is provided with a local control terminal (11) with display and controls. \n | WO | WIPO (PCT) | NaN | B | True |
| 505 | 电池、电池模组、电池包以及电动车 \n | CN211208560U | 技术领域本实用新型属于电池领域，具体而言涉及一种电池、电池模组、电池包以及电动车。背景技术随着科技的发展，各种电子设备、电动工具等得到广泛的应用，作为核心部件，电池的性能显得尤为重要，电池的容量决定了整体的续航。相关技术中，相邻的两个串联的电池之间在相接处往往需要通过额外设置动力连接件进行动力连接，从而导致电池的安装结构较多，不仅使得成本增加，而且导致动力电池包的整体重量上升；同时，安装结构占用了电池包较多的包体内部空间，造成动力电池包整体容量降低。另外，因需要设置多个外置动力连接件进行动力连接，导致电池包内阻增加，提高了动力电池包在使用中的内耗，降低了动力电池包的续航能力，从而降低了用户的使用体验。实用新型内容本实用新型旨在至少解决现有技术中存在的技术问题之一。为此，本实用新型提出一种电池，所述电池具备高容量和高电压，续航能力强，同时节约壳体材料，经济效益更好。根据本实用新型实施例的电池，包括：壳体；M层电芯组件，M层电芯组件设在壳体内，M≥2，M层电芯组件层叠设置，M层电芯组件电连接，电芯组件包括多个极芯组，每层电芯组件中的多个极芯组串联连接。根据本实用新型实施例的电池，通过在一个壳体中设置M层电芯组件，M≥2，从而实现在一个壳体中设置多个极芯，将多个极芯集成在一起，能够使得电池具备高容量或者高电压，此外能够在提升电池的续航能力的同时，节约壳体用料，降低整个电池的制造工艺难度和生产成本，同时由于多个极芯紧凑地设于同一个壳体中，能够在提升电池的续航能力的同时节约所占空间，提升空间利用率。根据本实用新型的一些实施例，壳体上设有用于引出电流的电极端子，电极端子包括第一电极端子和第二电极端子，第一电极端子和第二电极端子位于壳体的同一侧。进一步地，壳体包括本体和盖板，盖板为两个，两个盖板设于本体相对的两端以封闭本体的内部空间，两个盖板中的其中一个上设有电极端子。根据本实用新型的一些实施例，M为偶数，相邻的两层电芯组件之间串联连接。进一步地，电芯组件的多个极芯组沿第一方向依次排布，多层电芯组件具有沿第一方向相对设置的端部，相邻的两层电芯组件通过位于同一端部的两极芯组串联连接。根据本实用新型的一些实施例，电芯组件的多个极芯组沿第一方向依次排布，极芯组包括用于引出电流的第一电极引出件和第二电极引出件，第一电极引出件和第二电极引出件沿第一方向分别设于极芯组的两侧。根据本实用新型的一些实施例，电芯组件中的多个极芯组之间通过第一连接件串联连接，相邻的两层电芯组件之间通过第二连接件串联连接。进一步地，第一连接件和第二连接件中的至少一个包括：金属连接件，金属连接件的两端分别与相邻的两个极芯组连接；绝缘防护件，绝缘防护件套设在金属连接件上。进一步地，极芯组包括用于引出电流的第一电极引出件和第二电极引出件，第一电极引出件被构造成负极引出件，第二电极引出件被构造成正极引出件，金属连接件包括铜连接件和与铜连接件连接的铝连接件，铜连接件与第一电极引出件连接，铝连接件与第二电极引出件连接，绝缘防护件包覆铜连接件和铝连接件的连接处。根据本实用新型的一些实施例，电芯组件还包括多个绝缘膜，多个绝缘膜分别一一对应包裹多个极芯组。本实用新型还提出了一种电池模组，包括上述所述的电池。根据本实用新型的电池模组，包括上述的所述的电池。根据本实用新型实施例的电池模组，包括上述具备高容量或者高电压的电池，能够在提升电池模组的续航能力的同时，使得在想获取同样容量和电压的电池模组的前提下，电池模组内电池的数量可以减少，从而减少了电池之间相连处的导通件，进而降低了电池模组的成本，同时减少了电池模组中导通件所占空间体积，同时由于导通件的减少使得电池模组的内阻减小，从而提升了电池模组的续航能力。本实用新型还提出了一种电池包，包括上述所述的电池或者上述所述的电池模组。根据本实用新型实施例的电池包，包括上述所述的电池或者上述所述的电池模组。根据本实用新型实施例的电池包，包括上述所述的电池或者上述所述的电池模组，能够提升电池包的续航能力的同时，使得在想获取同样容量和电压的电池模组的前提下，电池包内电池模组的数量可以减少，从而减少了电池模组之间相连处的动力连接件，进而降低了电池包的生产成本以及简化了电池包的生产工艺，同时减少了电池包中动力连接件所占空间体积，同时由于动力连接件的减少使得电池包的内阻减小，降低了电池包在使用过程中的内耗，从而提升了电池包的续航能力。本实用新型还提出了一种电动车，包括上述所述的电池包。根据本实用新型实施例的电动车，包括根据上述所述的电池包。根据本实用新型实施例的电动车，包括上述所述的电池包，能够使得电动车内部结构更加紧凑，同时能够降低电池包在使用过程中的内耗，提升电池包的续航能力，从而提升电动车的使用体验，达到节约能源，节约使用成本的效果，进而提升用户的使用体验。本实用新型的附加方面和优点将在下面的描述中部分给出，部分将从下面的描述中变得明显，或通过本实用新型的实践了解到。附图说明本实用新型的上述和/或附加的方面和优点从结合下面附图对实施例的描述中将变得明显和容易理解，其中：图1是根据本实用新型实施例的电池的透视图；图2是根据本实用新型实施例的电池的立体图；图3是根据本实用新型实施例的电池的俯视图；图4是根据本实用新型实施例的电池的局部剖视图；图5是根据本实用新型实施例的电池的部分结构的立体图；图6是根据本实用新型实施例的电池的金属连接件和绝缘防护件的立体图。附图标记：电池1，壳体10，本体11，第一电极端子12，第二电极端子13，第一端部盖板14，第二端部盖板15，电芯组件20，极芯组21，极芯212，第一连接件30，第二连接件40，金属连接件a，铜连接件a1，铝连接件a2，绝缘防护件b。具体实施方式下面详细描述本实用新型的实施例，所述实施例的示例在附图中示出，其中自始至终相同或类似的标号表示相同或类似的元件或具有相同或类似功能的元件。下面通过参考附图描述的实施例是示例性的，仅用于解释本实用新型，而不能理解为对本实用新型的限制。下面参考图1-图6描述根据本发明实施例的电池1。如图1-图5所示，根据本实用新型实施例的电池1，包括：壳体10和M层电芯组件20。电池1用以为电子设备的运行提供电源，例如，电动车。具体地，M层电芯组件20设在壳体10内，M≥2，可以理解的是，M为整数，例如M可以是2也可以是3还可以是4，此处不作穷举。M层电芯组件20层叠设置，M层电芯组件20电连接，例如，2层电芯组件20层叠设置；再如3层电芯组件20层叠设置等。电芯组件20包括多个极芯组21，极芯组21包括至少一个极芯212，每层电芯组件20中的多个极芯组21串联连接。可以理解的是，多层电芯组件20层叠设置可以是多层电芯组件20依次串联；可以是多层电芯组件20并联；还可以是部分串联，部分并联。本申请不作限制。每层电芯组件20中的极芯组21的数量可以全部相同，也可以全部不同，还可以是部分相同，部分不同。例如，电池1包括2层电芯组件20，2层电芯组件20可以依次串联，2层电芯组件20中的极芯组21的数量可以相同也可以不同。或者电池1包括2层电芯组件20，2层电芯组件20可以并联，2层电芯组件20中的极芯组21的数量可以相同也可以不同。再如，电池1包括3层电芯组件20，3层电芯组件20可以依次串联，可以是3层电芯组件20中每层的极芯组21的数量均相同，还可以是3层中的2层电芯组件20中的极芯组21的数量相同，另外一层电芯组件20中的极芯组21的数量与其余2层电芯组件20中的极芯组21的数量不同。或者电池1包括3层电芯组件20，3层电芯组件20并联，可以是3层电芯组件20中每层的极芯组21的数量均相同，还可以是3层中的2层电芯组件20中的极芯组21的数量相同，另外1层电芯组件20中的极芯组21的数量与其余2层电芯组件20中的极芯组21的数量不同。再或者电池1包括3层电芯组件20，其中2层电芯组件20并联之后与另外1层电芯组件20串联，可以是3层电芯组件20中每层的极芯组21的数量均相同，还可以是3层中的2层电芯组件20中的极芯组21的数量相同，另外1层电芯组件20中的极芯组21的数量与其余2层电芯组件20中的极芯组21的数量不同。再如，电池1包括4层电芯组件20，可以是4层电芯组件20依次串联，可以是每一层电芯组件20中的极芯组21的数量均相同，还可以是4层中的2层电芯组件20中的极芯组21的数量相同，另外2层电芯组件20中的极芯组21的数量可以相同也可以不同，还可以是4层中的3层电芯组件20中的极芯组21的数量相同，另外1层电芯组件20中的极芯组21的数量与其余3层不同。或如本申请不作穷举，不作特殊限制，仅以此为例。可以理解的是，优选地，多层电芯组件20中的每层中极芯组21的数量相同，由此不仅可以提高多层电芯组件20排列的规整性，提升壳体10的空间利用率，从而有利于实现电池1的小型化。但本申请不作限制。此外，壳体10可以是金属件壳体，也可以是复合材料件壳体，其中，优选地，为铝制壳体，由此可以使得壳体10更加轻量化，结构强度适中更具有经济性，但本申请不作限制。还需要理解的是，本申请中所提到的极芯212为动力电池领域常用的极芯212，极芯212以及极芯组21为电池1的壳体10内部的组成部分，而不能理解为电池1本身。极芯212可以是卷绕形成的，也可以是叠片的方式制成的。一般情况下，极芯212至少包括正极片、隔膜和负极片以及电解液，极芯212一般是指未完全密封的组件。因此，本申请提到的电池1为单体电池，不能因其包括多个极芯212，而将其简单的理解为电池模组或者电池组。需要说明的是，一个极芯组21可以包括一个极芯212，也可以是极芯组21包括至少两个极芯212且至少两个极芯212并联连接组成一个极芯组21。此外，一个极芯组21还可以包括3个极芯212或者更多的极芯212，本申请不作穷举。由此可以理解的是，当每层电芯组件20包括多个极芯组21时，每个极芯组21中的极芯212的数量可以相同，也可以不同，还可以是部分相同，部分不同。此外，本实用新型中极芯组21的串联方式可以为相邻极芯组21间串联连接，实现的具体方式可以为相邻极芯组21上的电流引出部件直接连接，也可以是通过额外的导电部件实现电连接，即，相邻两个极芯组21之间可以直接电连接，也可以间接电连接。具体地，根据本实用新型的一个实施例，电芯组件20设有两层，每层电芯组件20包括六个极芯组21，六个极芯组21在壳体10的长度方向间隔且串联连接，每个极芯组21包括一个极芯212。根据本实用新型实施例的电池1，通过在一个壳体10中设置M层电芯组件20，M≥2，从而实现在一个壳体10中设置多个极芯212，将多个极芯212集成在一起，能够使得电池1具备高容量或者高电压，此外能够在提升电池1的续航能力的同时，节约壳体10用料，降低整个电池1的制造工艺难度和生产成本，同时由于多个极芯212紧凑地设于同一个壳体10中，能够在提升电池1的续航能力的同时节约所占空间，提升空间利用率。根据本实用新型的一些实施例，壳体10上设有用于引出电流的电极端子，电极端子包括第一电极端子12和第二电极端子13，第一电极端子12和第二电极端子13位于壳体10的同一侧。第一电极端子12和第二电极端子13与外部设备连接用以为外部设备的运行提供电源。其中，第一电极端子12可以是正电极端子，第二电极端子13可以是负电极端子；或者第一电极端子12可以是负电极端子，第二电极端子13可以是正电极端子。如此将第一电极端子12和第二电极端子13设于壳体10的同一侧，当电池1适用于电池模组中时，有利于电池模组内各电池1之间的导通件的布置；当电池1适用于电池包中时，有利于电池包内各电池1之间的动力连接件的布置。如图3所示，根据本实用新型的一些实施例，壳体10包括：本体11和盖板，盖板为两个，两个盖板设于本体11相对的两端以封闭本体11的内部空间，两个盖板中的其中一个上设有电极端子。具体地，将两个盖板分别命名为第一端部盖板14以及第二端部盖板15。在第一端部盖板14上设有电极端子，或者第二端部盖板15上设有电极端子。由此实现将正负电极端子设于一个盖板上，由此能够节约成本。如图3所示，本体11形成为环形，本体11的两端敞开，由此可以实现将电芯组件20安装入本体11形成的环形腔中，第一端部盖板14设在本体11上以封堵本体11的其中一端敞开口，第二端部盖板15设在本体11上以封堵本体11的另一端的敞开口。需要说明的是，第一端部盖板14、第二端部盖板15以及本体11可以是一体成型，由此，可以减少装配工序，提高装配效率，同时还可以提升壳体10的结构强度，保证壳体10连接的可靠性。或者是第一端部盖板14与本体11一体成型，第二端部盖板15与本体11分别独立加工之后进行连接；再或者是第一端部盖板14、第二端部盖板15以及本体11分别分体加工之后再进行连接，由此可以降低壳体10的加工难度，提升壳体10的生产效率。可以理解的是，当第一端部盖板14上设有电极端子，而电池1中的电芯组件20为奇数层时即M为奇数时，可以是其中的2层电芯组件20并联之后与其余层数的电芯组件20串联，例如为3层时，可以是其中的2层电芯组件20并联之后与另外的一层电芯组件20串联。还可以是，M-1层电芯组件20并联之后与一层电芯组件20串联，本申请不作穷举，不作特殊限制，仅以此为例。根据本实用新型的一些实施例，M为偶数，相邻的两层电芯组件20之间串联连接。由此使得第一电极端子12和第二电极端子13实现均设在第一端部盖板14上或者第二端部盖板15上，使得电池1能够实现高电压输出。根据本实用新型的一些实施例，相邻的两层电芯组件20之间并联连接，由此使得电池1实现高容量输出。例如，如图5所示，极芯组21为两层，第一电极端子12和第二电极端子13均设在第一端部盖板14上。优选地，第二端部盖板15与本体11一体成型，第一端部盖板14与本体11分体加工之后进行连接，由此可以减少加工工序，节约了工时，进而降低了生产成本。但本申请不限于此。进一步地，电芯组件20的多个极芯组21沿第一方向依次排布，其中，第一方向为如图1所示左右方向。需要说明的是，第一方向为电池1的长度方向。多层电芯组件20具有沿第一方向相对设置的端部，相邻的两层电芯组件20通过位于同一端部的两极芯组21串联。由此使得相邻的两层电芯组件20的连接难度降低，缩短了相邻的两层电芯组件20的连接距离，使得连接效率相对提高，从而达到了降低成本的目的。根据本实用新型的一些实施例，电芯组件20的多个极芯组21沿第一方向依次排布，其中，第一方向为如图1所示左右方向。极芯组21包括用于引出电流的第一电极引出件和第二电极引出件，第一电极引出件和第二电极引出件沿第一方向分别设于极芯组21的两侧。需要说明的是，第一方向为电池1的长度方向。还需要说明的是，此处电芯组件20的多个极芯组21沿第一方向依次排布指的是同一层电芯组件20中的多个极芯组21沿第一方向依次排布。可以理解的是，多个极芯组21在串联连接时，需要将每个极芯组21串联，通过在每个极芯组21上设置第一电极引出件和第二电极引出件，利用第一电极引出件和第二电极引出件可以实现相邻两个极芯组21之间的串联连接，而且连接难度相对较低，连接效率相对较高。可以理解的是，在一些实施例中，第一电极引出件和第二电极引出件指的是极芯上的正极耳和负极耳，但本申请不限于此。例如，当一个极芯组21中仅包括一个极芯212时，第一电极引出件和第二电极引出件可以分别为极芯212的正极耳和负极耳。当一个极芯组21中包括多个极芯212时，第一电极引出件可以是由多个极芯212的正极耳复合并焊接在一起形成的正极引出端，第二电极引出件可以是由多个极芯212的负极耳复合并焊接在一起形成的负极引出端。或者是，第一电极引出件可以是多个极芯212的负极耳焊接在一起形成的负极引出端，第二电极引出件可以是由多个极芯212的正极耳复合并焊接在一起形成的正极引出端。需要说明的是，第一电极引出件和第二电极引出件的“第一”和“第二”仅用于名称区分，并不用于限定数量。根据本实用新型的一些实施例，电芯组件20的多个极芯组21沿第一方向依次排布，其中，第一方向为如图1所示左右方向。极芯组21包括用于引出电流的第一电极引出件和第二电极引出件，第一电极引出件和第二电极引出件设于极芯组21沿第一方向的两侧。多层电芯组件20具有沿第一方向相对设置的第一端部和第二端部，第一电极端子12和第二电极端子13设于同一盖板上，即同时设于第一端部或者第二端部位置处。当M为偶数时，相邻的两层电芯组件20通过位于第一端部的两极芯组21或位于第二端部22的两极芯组21串联连接。可以理解的是，此时，每层电芯组件20中的第一电极引出件和第二电极引出件的排布方向与相邻层电芯组件20中的第一电极引出件和第二电极引出件的排布方向相反，例如，当M为2层时，一层电芯组件20中的第一电极引出件和第二电极引出件的排布方向与另外一层电芯组件20中的第一电极引出件和第二电极引出件的排布方向相反。当M为奇数时，至少有一层电芯组件20中的第一电极引出件和第二电极引出件的排布方向与其相邻层电芯组件20中的第一电极引出件和第二电极引出件的排布方向相反，例如M为3时，其中相邻两层电芯组件20中的第一电极引出件和第二电极引出件的排布方向相同，与另外一层电芯组件20中的第一电极引出件和第二电极引出件的排布方向相反。进一步地，电芯组件20中的多个极芯组21之间通过第一连接件30串联连接，由此实现将多个极芯组21串联起来，相邻的两层电芯组件20之间通过第二连接件40串联连接，由此实现将多层电芯组件20串联起来。其中，第一连接件30和第二连接件40都能够导电，具体结构根据实际需要设置。进一步地，如图6所示，第一连接件30和第二连接件40中的至少一个包括：金属连接件a和绝缘防护件b，金属连接件a的两端分别与相邻的两个极芯组21连接，由此实现将两个极芯组21串联起来，绝缘防护件b套设在金属连接件a上，能够提高金属连接件a的结构强度，同时能够起到绝缘安全的作用，降低金属连接件a漏电的可能性。进一步地，如图5和图6所示，极芯组21包括用于引出电流的第一电极引出件和第二电极引出件，第一电极引出件被构造成负极引出件，第二电极引出件被构造成正极引出件，金属连接件a包括铜连接件a1和铝连接件a2，铜连接件a1与第一电极引出件连接，铝连接件a2与第二电极引出件连接，铜连接件a1的一端与铝连接件a2的一端连接，绝缘防护件b包覆铜连接件a1和铝连接件a2的连接处。现在通用的极芯212的结构通常设置负极引出端为铜结构件，由于铜结构件设于低电位不容易嵌锂，第二电极引出件为正极引出端，现在通用的极芯212的正极引出端为铝结构件，由于铝结构件表面有氧化层设于高电位处使得正极引出端不容易被氧化。铜连接件a1的另一端与相邻两个极芯组21中的一个的铜结构件连接，铝连接件a2的另一端与相邻两个极芯212中的另一个的铝结构件连接，由此设置金属连接件a，可以使得金属连接件a与现有的极芯212的结构相匹配，使得金属连接件a与极芯212的连接可靠性更高。进一步地，铜连接件a1和铝连接件a2焊接连接，由此实现将相邻的两个极芯212串联起来。进一步地，绝缘防护件b通过浸塑工艺、热缩工艺、喷涂工艺或热熔工艺套设在金属连接件a上，由此能够降低绝缘防护件b从金属连接件a上脱落的可能性，更大程度地降低绝缘防护件b与金属连接件a之间的间隙，当壳体10为金属壳体10时，降低金属连接件a接触到壳体10漏电的可能性。根据本实用新型的一些实施例，每层极芯组21中极芯212的数量相同，由此能够更大限度地提高壳体10内空间的利用率。根据本实用新型的一些实施例，电芯组件20还包括多个绝缘膜，多个绝缘膜分别一一对应包裹多个极芯组21。由此可以使得极芯组21与壳体10之间绝缘，降低电池1内部出现短路的可能性。此外，每个极芯组21外设置有绝缘膜，可以向绝缘膜内注入电解液，这样极芯组21之间不共用电解液，降低了电池1内部出现短路的可能性，同时电解液也不会因为电位差而分解。其中，绝缘膜需要具有一定的绝缘性以及耐电解液腐蚀性，绝缘膜的材料不作特殊限制，只要能够绝缘以及不与电解液反应即可，例如，绝缘膜的材料可以包括聚丙烯(PP)或聚乙烯(PE)膜。根据本实用新型实施例的电池模组，包括上述所述的电池1。在本实用新型的一些实施例中，壳体10上还设置有通讯端子，通讯端子与每个极芯组21均电连接，通讯端子可以用于检测每个极芯组21的状态信息(例如，电压、温度等)。安全稳定是电池1极为重要的一环；其中，相关技术中的电池1采用独立的电池1串/并联形成电池模组或电池包，从而可以在每个电池1的外部对每个电池1进行采样，而如果将多个极芯组21串联设置在电池1的壳体10内时，在电池1的外部采样时无法监测到每个极芯组21的工作状况；设置与每个极芯组21均电连接通讯端子，可以对壳体10内部的每一个极芯组21进行采样，以监控到每一个极芯组21的状态进而确保电池1的安全稳定。根据本实用新型实施例的电池模组，包括上述具备高容量或者高电压的电池1，能够在提升电池模组的续航能力的同时，使得在想获取同样容量和电压的电池模组的前提下，电池模组内电池1的数量可以减少，从而减少了电池之间相连处的导通件，进而降低了电池模组的成本，同时减少了电池模组中导通件所占空间体积，同时由于导通件的减少使得电池模组的内阻减小，从而提升了电池模组的续航能力。根据本实用新型实施例的电池包，包括上述所述的电池或者上述所述的电池模组。根据本实用新型实施例的电池包，包括上述所述的电池或者上述所述的电池模组，能够提升电池包的续航能力的同时，使得在想获取同样容量和电压的电池模组的前提下，电池包内电池模组的数量可以减少，从而减少了电池模组之间相连处的动力连接件，进而降低了电池包的生产成本以及简化了电池包的生产工艺，同时减少了电池包中动力连接件所占空间体积，同时由于动力连接件的减少使得电池包的内阻减小，降低了电池包在使用过程中的内耗，从而提升了电池包的续航能力。根据本实用新型实施例的电动车，包括根据上述所述的电池包。根据本实用新型实施例的电动车，包括上述所述的电池包，能够使得电动车内部结构更加紧凑，同时能够降低电池包在使用过程中的内耗，提升电池包的续航能力，从而提升电动车的使用体验，达到节约能源，节约使用成本的效果，进而提升用户的使用体验。在本实用新型的描述中，需要理解的是，术语“中心”、“纵向”、“横向”、“长度”、“宽度”、“厚度”、“上”、“下”、“前”、“后”、“左”、“右”、“竖直”、“水平”、“顶”、“底”“内”、“外”、“顺时针”、“逆时针”、“轴向”、“径向”、“周向”等指示的方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述本实用新型和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本实用新型的限制。此外，限定有“第一”、“第二”的特征可以明示或者隐含地包括一个或者更多个该特征。在本实用新型的描述中，除非另有说明，“多个”的含义是两个或两个以上。在本说明书的描述中，参考术语“一个实施例”、“一些实施例”、“示意性实施例”、“示例”、“具体示例”、或“一些示例”等的描述意指结合该实施例或示例描述的具体特征、结构、材料或者特点包含于本实用新型的至少一个实施例或示例中。在本说明书中，对上述术语的示意性表述不一定指的是相同的实施例或示例。而且，描述的具体特征、结构、材料或者特点可以在任何的一个或多个实施例或示例中以合适的方式结合。尽管已经示出和描述了本实用新型的实施例，本领域的普通技术人员可以理解：在不脱离本实用新型的原理和宗旨的情况下可以对这些实施例进行多种变化、修改、替换和变型，本实用新型的范围由权利要求及其等同物限定。 | 本实用新型公开了一种电池、电池模组、电池包以及电动车，所述电池包括：壳体；M层电芯组件，M层电芯组件设在壳体内，M≥2，M层电芯组件层叠设置，M层电芯组件电连接，电芯组件包括多个极芯组，每层电芯组件中的多个极芯组串联连接。根据本实用新型的电池，通过在一个壳体中设置M层电芯组件，M≥2，从而实现在一个壳体中设置多个极芯，将多个极芯集成在一起，能够使得电池具备高容量或者高电压，此外能够在提升电池的续航能力的同时，节约壳体用料，降低整个电池的制造工艺难度和生产成本，同时由于多个极芯紧凑地设于同一个壳体中，能够在提升电池的续航能力的同时节约所占空间，提升空间利用率。 | CN:202020059425.0U | https://patentimages.storage.googleapis.com/93/c1/8c/7374dedb95220c/CN211208560U.pdf | CN:211208560:U | 张中林, 周燕飞, 张越 | BYD Co Ltd | NaN | Not available | 2020-08-07 | 1.一种电池，其特征在于，包括：, 壳体；, M层电芯组件，所述M层电芯组件设在所述壳体内，M≥2，所述M层电芯组件层叠设置，所述M层电芯组件电连接，所述电芯组件包括多个极芯组，每层所述电芯组件中的多个所述极芯组串联连接。, 2.根据权利要求1所述的电池，其特征在于，所述壳体上设有用于引出电流的电极端子，所述电极端子包括第一电极端子和第二电极端子，所述第一电极端子和第二电极端子位于所述壳体的同一侧。, 3.根据权利要求2所述的电池，其特征在于，所述壳体包括本体和盖板，所述盖板为两个，两个所述盖板设于本体相对的两端以封闭所述本体的内部空间，两个盖板中的其中一个上设有所述电极端子。, 4.根据权利要求1所述的电池，其特征在于，所述M为偶数，相邻的两层所述电芯组件之间串联连接。, 5.根据权利要求4所述的电池，其特征在于，所述电芯组件的多个所述极芯组沿第一方向依次排布，所述电芯组件具有沿所述第一方向相对设置的端部，相邻的两层所述电芯组件通过位于同一端部的两极芯组串联连接。, 6.根据权利要求1所述的电池，其特征在于，所述电芯组件的多个所述极芯组沿第一方向依次排布，所述极芯组包括用于引出电流的第一电极引出件和第二电极引出件，所述第一电极引出件和第二电极引出件沿所述第一方向分别设于所述极芯组的两侧。, 7.根据权利要求1所述的电池，其特征在于，所述电芯组件中的多个所述极芯组通过第一连接件串联连接，相邻的两层所述电芯组件通过第二连接件串联连接。, 8.根据权利要求7所述的电池，其特征在于，所述第一连接件和所述第二连接件中的至少一个包括：, 金属连接件，所述金属连接件的两端分别与相邻的两个所述极芯组连接；, 绝缘防护件，所述绝缘防护件套设在所述金属连接件上。, 9.根据权利要求8所述的电池，其特征在于，所述极芯组包括用于引出电流的第一电极引出件和第二电极引出件，所述第一电极引出件被构造成负极引出件，所述第二电极引出件被构造成正极引出件，所述金属连接件包括铜连接件和与铜连接件连接的铝连接件，所述铜连接件与所述第一电极引出件连接，所述铝连接件与所述第二电极引出件连接，所述绝缘防护件包覆所述铜连接件和所述铝连接件的连接处。, 10.根据权利要求1所述的电池，其特征在于，所述电芯组件还包括多个绝缘膜，多个所述绝缘膜分别一一对应包裹多个所述极芯组。, 11.一种电池模组，其特征在于，包括根据权利要求1-10中任一项所述的电池。, 12.一种电池包，其特征在于，包括根据权利要求1-10任一项所述的电池或根据权利要求11所述的电池模组。, 13.一种电动车，其特征在于，包括根据权利要求12所述的电池包。 | CN | China | Active | H | True |
| 506 | 从推进电池组向车外充电站放电直流功率的协议 \n | CN116252663A | 引言如本领域中所理解的，插电式充电涉及在EV和车外充电站之间的数据的双向通信，该数据采用低压控制导频(CP)信号(典型地0-12V)和0-5V接近电压信号的形式。例如，建立的J1772连接允许充电站和EV的相应的处理器使用电力线通信(PLC)彼此通信，电力线通信又经由数据消息的协调交换按照建立的通信协议进行。CP信号典型地用来验证充电站和EV之间的双向连接，以例如使用在AC充电期间的预定占空比变化或在DC充电期间的固定占空比来传送充电状态，并且根据需要调整充电速率。双向充电器的出现为EV的所有者和运营商提供了无数潜在的益处，包括车辆到家庭(V2H)、车辆到电网(V2G)或车辆到负载(V2L)放电会话，在此期间，车外充电站从EV接收DC功率，并且此后为负载供电，可能地在经由住宅AC-DC转换器将卸载DC功率转换成交流(AC)功率之后。本公开涉及用于将直流(DC)功率从电气系统卸载到电动车辆供电设备(EVSE)的修改的通信协议、相关方法和有形存储介质，其中电动车辆供电设备(EVSE)是在正常条件下连接到可用交流(AC)电网功率的双向能力的车外充电站。车外充电站可以经由交换架构连接到AC电网功率，并用作家庭充电站。也就是说，房屋或另一住宅或商业建筑可以连接到电网，其中充电站插接到这样的建筑的AC功率插座中，并可操作用于将电网功率转换成适合于例如对电池组充电的DC功率。在这种情况下，电池组可以包括电化学能量存储单体，例如锂离子电池单体，其布置在一起或在不同的电池模块内，并且被配置成圆柱形、棱柱形或袋式电池单体。然而，在本公开的范围内可以设想具有其它应用合适化学成分的电池单体和具有电池组、燃料电池堆或另一种合适的DC功率源的其它类型的车辆或移动平台，并且因此所描述的基于EV的车辆到电网(V2G)或车辆到家庭(V2H)应用是本教导的示例。如本领域技术人员所理解的，EV所有者可选择在家中或营业场所安装充电站，以用于享受方便的家庭充电的目的。具有双向能力的家庭充电站的使用允许所有者使用EV的功率源作为备用能量源，例如，用于在停电期间或在AC电网功率不可用的其它事件期间提供备用功率。类似的益处可以从移动或固定系统的其它功率源中获得。在车辆环境中的典型DC充电期间，车外充电站和EV的对应的处理器在通过EVSE充电线组的低压数据线上彼此通信，处理器根据诸如DIN 70121的给定通信协议这样做。随后根据特定协议进行预定数据信号或消息的协调交换。在本解决方案的范围内，当应用于EV的示例性用例时，以特定方式修改所提到的充电协议，以使车外充电站和EV的相应的处理器能够协商并执行放电会话，在放电会话期间，来自EV的DC功率被卸载或引导到充电站，并最终引导到连接到充电站的负载。本文中使用DIN 70121的修改版本作为示例性标准，其中DIN 70121通常在J1772下应用于联合充电系统(CCS)，并且ISO 15118是用于CCS的示例性备选标准。因此，所公开的方法在协商和执行作为本公开的主题的放电会话时充当备选通信协议。无论放电会话是由EV还是由充电站请求，这都可能发生。特别地，如下文详细描述的方法能够实现放电会话的协调，在放电会话中，DC功率从电气系统的功率源卸载到双向车外充电站。根据示例性实施例的方法包括响应于功率源经由充电线组连接到车外充电站在电气系统的处理器和车外充电站的处理器之间交换充电数据。这种交换通过低压通信线路(例如，在DIN 70121的非限制性上下文中的控制导频(CP)线路)发生，或者可能地使用控制器局域网(CAN)总线或诸如Wi-Fi的无线通信，充电数据包括电气系统的功率和电流限值以及车外充电站的功率和电流限值。响应于车外充电站的功率和电流限值指示表示对放电会话的请求的负功率和电流限值，该方法包括将电气系统的限值传输到车外充电站，从而确认该请求，并且然后响应于确认该请求而经由电气系统的处理器启动放电会话。该方法可以包括：使用电气系统的处理器从充电站接收唯一标识符代码；以及当唯一标识符代码与批准标识符代码的经校准的列表上的预定标识符代码匹配时，启动放电会话。在可能的实现中，唯一标识符代码包括车外充电站的MAC地址的至少一部分，例如，前三个字节或整个MAC地址。电气系统和车外充电站的相应的负限值可以经由具有协议特定范围的电信号传送。协议特定范围的指定部分对应于在本实施例中的负功率和电流限值。在可能的实现中，协议特定范围为0kW至870kW和0A至870A，协议特定范围的指定部分为700kW至870kW和700A至870A，并且协议特定范围的指定部分对应于0kW至-170kW和0A至-170A。放电会话可以由不存在电缆检查过程来表征，并且可以发生在到充电站的电网功率的停电期间。在放电会话的电流需求阶段期间，本方法可以包括经由电气系统的处理器接收零值，即0V或可忽略的电压，该零值指示由车外充电站确认放电会话的持续有效性状态。本公开的另一方面包括一种电动车辆(EV)，其具有一组负重轮和电气化动力系系统，该电气化动力系系统具有处理器、DC功率源和电动牵引马达。DC功率源连接到电动牵引马达，而电动牵引马达连接到负重轮中的一个或多个。EV的车载处理器被配置成协调放电会话，在放电会话中，DC功率从DC功率源卸载到车外充电站，并且被配置成响应于DC功率源经由充电线组连接到车外充电站而通过低压CP线路与车外充电站的处理器交换充电数据。如上文所提到的，充电数据包括EV的功率和电流限值以及充电站的功率和电流限值。响应于充电站的功率和电流限值指示表示对放电会话的请求的负功率和电流限值，处理器将EV的功率和电流限值传输到充电站，从而确认该请求，并且然后响应于确认该请求而启动放电会话。本文还公开了一种计算机可读存储介质，在其上记录用于协调放电会话的指令，在放电会话中，DC功率从EV的功率源卸载到车外充电站。由EV的处理器对指令的执行导致在本实施例中的EV响应于功率源经由充电线组连接到车外充电站，以通过诸如CP线路的低压通信线路在EV的处理器和车外充电站的处理器之间交换充电数据。响应于充电站的功率和电流限值指示表示对放电会话的请求的负功率和电流限值，导致处理器将EV的功率和电流限值传输到车外充电站，从而确认请求。此后，处理器响应于确认该请求而经由EV的处理器启动放电会话。本发明提供下列技术方案。技术方案1. 一种用于协调放电会话的方法，在所述放电会话中，直流(DC)功率从电气系统的功率源卸载到双向车外充电站，所述方法包括：技术方案2. 根据技术方案1所述的方法，还包括：技术方案3. 根据技术方案2所述的方法，其中，所述唯一标识符代码包括所述车外充电站的MAC地址的至少一部分。技术方案4. 根据技术方案1所述的方法，其中，所述电气系统的所述负功率和电流限值以及所述车外充电站的所述负功率/电流限值经由具有协议特定范围的电压信号传送，并且其中，所述协议特定范围的指定部分对应于所述负功率和电流限值。技术方案5. 根据技术方案4所述的方法，其中，所述协议特定范围为0kW至870kW和0A至870A，所述协议特定范围的所述指定部分为700kW至870kW和700A至870A，并且所述协议特定范围的所述指定部分对应于0kW至-170kW和0A至-170A。技术方案6. 根据技术方案1所述的方法，其中，所述放电会话的特征在于不存在电缆检查过程，并且发生在到所述车外充电站的电网功率的停电期间。技术方案7. 根据技术方案6所述的方法，还包括：技术方案8. 根据技术方案1所述的方法，还包括：技术方案9. 一种电动车辆(EV)，包括：技术方案10. 根据技术方案9所述的EV，其中，所述EV的所述处理器被配置成：从所述车外充电站的所述处理器接收唯一标识符代码，并且当所述唯一标识符代码与批准标识符代码的经校准的列表上的预定标识符代码匹配时，启动所述放电会话。技术方案11. 根据技术方案10所述的EV，其中，所述唯一标识符代码包括所述车外充电站的MAC地址的至少一部分。技术方案12. 根据技术方案9所述的EV，其中，所述负功率和电流限值经由具有协议特定范围的电压信号来传送，并且其中，所述协议特定范围的指定部分对应于所述负功率和电流限值。技术方案13. 根据技术方案12所述的EV，其中，所述协议特定范围为0kW至870kW和0A至870A，所述协议特定范围的所述指定部分为700kW至870kW和700A至870A，并且所述协议特定范围的所述指定部分对应于0kW至-170kW和0A至-170A。技术方案14. 根据技术方案9所述的EV，其中，所述EV的所述处理器被配置成响应于确认所述请求而启动所述放电会话，所述放电会话的特征在于不存在电缆检查过程，并且所述放电会话发生在到所述车外充电站的电网功率的停电期间。技术方案15. 根据技术方案14所述的EV，其中，所述电气化动力系系统包括一组电池组接触器、DC链路电容器和一组DC充电接触器，其中，所述EV的所述处理器被配置成：在所述放电会话之前的所述停电期间进行的预充电阶段期间打开所述一组电池组接触器，从而将所述DC功率源从所述车外充电站断开连接，并闭合所述一组DC充电接触器以对所述DC链路电容器充电。技术方案16. 根据技术方案9所述的EV，其中，在所述放电会话的电流需求阶段期间，所述EV的所述处理器被配置成接收零值，所述零值指示由所述车外充电站确认所述放电会话的持续有效性状态。技术方案17. 一种计算机可读存储介质，在所述计算机可读存储介质上记录用于协调放电会话的指令，在所述放电会话中，直流(DC)功率从电动车辆(EV)的功率源卸载到车外充电站，其中，由所述EV的处理器执行所述指令导致所述EV：技术方案18. 根据技术方案17所述的计算机可读存储介质，其中，由所述EV的所述处理器执行所述指令导致所述处理器：技术方案19. 根据技术方案17所述的计算机可读存储介质，其中，所述负功率和电流限值作为对应于0kW至-170kW或0A至-170A的电信号来传送。技术方案20. 根据技术方案17所述的计算机可读存储介质，其中，所述EV的所述处理器被配置成在所述放电会话的电流需求阶段期间接收指示由所述车外充电站确认所述放电会话的持续有效性状态的零值。当结合附图和所附权利要求时，本公开的上述特征和优点以及其它特征和伴随的优点将从用于执行本公开的说明性示例和模式的以下详细描述中变得显而易见。此外，本公开明确地包括上面和下面呈现的元素和特征的组合和子组合。图1是代表性放电会话的示意图，其中直流(DC)功率根据情况从呈电动车辆(EV)形式的电气系统的功率源卸载到车外充电站，放电会话“握手”过程由本文中详细描述的修改协议管控。图2是描述用于执行如图1中所图示的放电会话的方法的代表性实施例的流程图。本公开容许许多不同形式的实施例。本公开的代表性示例在附图中示出，并且在本文中作为所公开原理的非限制性示例详细地描述。为此，在说明书摘要、引言、发明内容和具体实施方式部分中描述但在权利要求书中没有明确阐述的元素和限制不应该通过暗示、推断或其它方式单独或共同地结合到权利要求书中。为了本说明书的目的，除非特别声明，单数的使用包括复数，反之亦然，术语“和”和“或”应该是合取的和析取的，“任何”和“所有”应该都意指“任何和所有”，并且词语“包括”、“包含”、“含有”、“具有”等应该意指“包括但不限于”。此外，近似的词语诸如“约”、“几乎”、“基本上”、“大体上”、“大约”等在本文中可以在“处于、接近或几乎处于”、或者“在...的0-5%内”、或者“在可接受的制造公差内”或者它们的逻辑组合的意义上使用。参考附图，其中类似的附图标记在所有的若干视图中都表示类似的特征，图1描绘了代表性的放电会话10，在放电会话期间，电气系统12选择性地经由充电线组16、车外充电站17和负载14连接到负载14。为了说明的一致性，在下文的示例性用例中，电气系统12是电动车辆(EV)，并且负载14包括在房屋或其它建筑物内的一个或多个负载。因此，电气系统12在下文中被称为EV 12，但不是限制性的。为了说明的简单而省略，图1的设置可以包括设置在充电站17和负载14之间的合适的转换开关架构，这种架构被配置成在情况许可时选择性地将负载14连接到可用的公用事业供应的电网功率15和/或充电站17。这样的架构的开关状态因此确定在车辆到家庭(V2H)或车辆到电网(V2G)配置中的操作。本领域技术人员将理解，开关架构可以是或包括单独的电路，或者该架构可以完全集成到充电站17中。EV 12包括连接到车辆车身120的一个或多个负重轮13。在本公开的范围内，EV 12在具有电气化动力系系统30的意义上是“电动的”。来自电气化动力系系统30的输出扭矩(箭头T36)用来为负重轮13中的一个或多个提供功率，并且因此推进EV 12。EV 12包括连接到车辆车身120的一个或多个负重轮13。在本公开的范围内，EV 12在具有电气化动力系系统30的意义上是“电动的”。来自电气化动力系系统30的输出扭矩(箭头T36)用来为负重轮13中的一个或多个提供功率，并且因此推进EV 12。EV 12可以不同地实施为全电动车辆(FEV)、插电式混合动力车辆(PHEV)或增程式电动车辆(EREV)，或者实施为具有车载功率源31(例如，如图所示的多单体可再充电推进电池组(BHV))的另一电气化移动平台。EV 12同样可以以不同的方式配置，包括作为如图所示的乘用轿车，或者卡车、跨界车辆、运动型多用途车辆等。车载功率源31的其它可能的配置也可以存在于本公开的范围内，诸如燃料电池堆。如上文所提到的，可以在本公开的范围内使用其它类型的移动或固定系统，诸如发电厂、提升机或传送系统，作为图示示例性EV 12的备选方案。仅为了说明的一致性，下面参照EV 12来描述所描述的放电会话10，其中车载功率源31被配置为可再充电推进电池组，例如，锂离子电池，而不将本公开的范围限制到移动或车辆应用。图1的负载14可以由住宅或商业建筑物及其典型地驻留在这种结构内或连接到这种结构的各种连接的系统、部件和设备共同呈现。尽管为了说明的简单而省略，但本领域技术人员将理解，这种连接的设备典型地包括灯、空调单元、风扇、炉鼓风机、污水泵、厨房电器、电视等。在正常操作条件下，负载14连接到电网功率15并由电网功率15驱动。在典型的住宅使用场景中，电网功率15将需要公用事业提供的交流(AC)功率。因此，EV 12的所有者或操作者可以选择在家庭办公室或其它建筑物中配备EVSE充电站17，以便享受家庭充电的便利。如本领域所理解的，充电站17包括充电电路20，充电电路20又在图1中以简化形式示出，以图示某些核心部件，即具有处理器P1、AC-DC转换器24、一个或多个充电接触器25和充电插座26的本地充电控制器(CCH)22。AC-DC转换器24用来将AC电网功率15转换为DC功率，以用于执行车载功率源31的DC充电操作的目的。为此，位于AC-DC转换器24的DC侧上的(多个)充电接触器25由处理器P1命令闭合，从而将AC-DC转换器24连接到充电插座26。在其中电网功率15可用于充电站17的典型DC充电场景中，充电站17经由EVSE线组16的AC插头19连接到电网功率15。充电插头16C(例如，如上文大体上描述的多引脚J1772连接器)连接到位于EV 12上的对应的充电端口21。根据DIN 70121协议或其它相关协议，在图1中示出为VCH(+, -)的DC充电功率通过充电端口21的导电引脚，横跨一组主电池接触器23，并被馈送到车载功率源31。整个充电过程经由在充电控制器22的处理器P1与EV 12的住宅控制器32的对应处理器P2之间的数据/消息的交换来协调，在该非限制性示例中为电池管理系统。如本领域中所理解的，在进行的预充电阶段期间，例如，在放电会话之前的停电期间，接触器控制顺序通过打开车外充电站的接触器25并且此后检测DC链路电容器两端的DC链路电压来进行。响应于DC链路电压处于或接近0伏(其中“接近”是可忽略地低的电压水平，使得DC链路电压被视为处于0V)，EV的接触器按预定顺序闭合，即主电池接触器23之后是接触器35。上面提到的CP和PRX信号在如上所述的处理器P1和P2之间交换，在DIN 70121下的DC充电的一般过程是在本领域中很好理解的。如下所述，DIN 70121标准或另一相关标准在本文中被修改以使得能够发生反向过程，即，让车载功率源31选择性地为充电站17和因此负载14供电，这在电网功率15并非不可用时(诸如在停电期间)将是有益的。仍然参考图1，电气化动力系系统30使用来自车载功率源31的可用能量来为负重轮13的动力旋转供电。为此，电气化动力系系统30包括至少一个电动牵引马达36，该电动牵引马达36具有联接到负重轮13中的一个或多个的输出构件36O。在图示实施例中，电动牵引马达(ME)36实施为具有径向地设置在定子36S内的转子36R的AC电机，定子36S连接到输出构件36O。牵引功率逆变器模块(TPIM)34连接到定子36S的各个相绕组，其中半导体开关(未示出)的内部切换控制用来将来自车载功率源31的DC输入功率转换为适于为定子36S供电的AC输出功率。以这种方式，最终生成马达扭矩T36，以用于推进EV 12的目的。在车载功率源31和TPIM 34之间设置有高压接触器35，其中一个这样的接触器35与预充电电阻器(R)37串联连接。如本领域中所理解的，电气部件的集合组的目的是在将EV12的车载功率源31连接到DC电压总线和连接的部件(主要是TPIM 34和电动牵引马达36)时防止电弧和浪涌电流。相同的预充电电路部件也由本修改协议在放电会话期间使用，其中充电站17打开其充电接触器25，同时EV 12通过闭合与电阻器37串联的接触器35和然后主电池接触器23来为DC链路电容器39充电。放电会话：现在参考图2，方法100使得能够在放电会话期间协调和控制图1的各种硬件部件。在设想的放电会话中，来自车载功率源31的DC功率被馈送到EVSE充电站17，以用于例如在公用事业停电期间为负载14供电。如本领域中所理解的，DIN 70121和其它相关充电标准在允许能量从充电站17转移到EV 12之前按照限定的多步握手过程进行。本解决方案涉及修改现有协议和握手顺序。作为示例标准，可以修改DIN 70121 V2G通信层消息请求响应对，如粗体所示：因此，在所请求的放电会话期间使用上述响应对以在向充电站17的功率卸载之前执行必需握手顺序。方法100的代表性实施例从框B102开始，其中图1的充电站17连接到EV 12(“EVSE-EV”)，即通过将充电线组16的充电插头16C插入到EV 12的充电端口21中。这样的用例需要插接，紧接着是所描述的动作。本领域技术人员将理解，可能出现其它V2H场景，诸如充电线组16一直插入在EV 12中，例如，通宵充电，在充电启动或完成后的某个时候发生停电。在任一情况下，框B102包括建立或验证正和负DC连接以及所提到的CP和PRX连接的先前建立。方法100然后继续进行到框B104。框B104(“CP COMMS”)需要经由低压通信线路建立数据连接，本文中例示为CP电力线通信。如本领域中所理解的，在充电插头16C上的控制导频(CP)引脚使得能够在EV 12和充电站17之间发生双向通信。在正常充电会话期间，交换的数据将包括EV 12需要并且能够接收的最大充电电流和功率以及充电站17配备以提供的最大充电电流和功率。然而，在用于放电会话的本协议中，该数据被修改以包括指示或代表负功率和电流限值的信号。一旦已经使用充电线组16建立了双向连接，方法100就继续进行到框B106。在框B106处，图1的处理器P1和P2开始电荷参数发现(“CPD”)。如本文中修改的，CPD涉及EV 12通过EVSE线组16在已建立的电力线连接上向充电站17传送其正常功率和电流限值。反过来，充电站17向EV 12提供其功率和电流限值。然而，框B106所进行的方式与典型充电会话的数据交换明显不同。特别地，根据本示例性实现中的DIN 70121协议，在低压CP电力线上传送的DC电流和功率信号具有0kW至870kW的协议特定的功率范围和0A至870A的电流范围。根据市场上目前可获得的EVSE充电站的类型的能力，指定范围的上部部分目前没有使用，典型的住宅放电功率和电流能力具有分别小于20kW和50A的相对较低的量值。为了进入本文中设想的放电模式，在此期间图1的负载14与AC电网功率15断开连接，充电站17具有向EV 12传送对来自车载功率源31的DC功率的需求的能力。为此，框B106的实现可涉及人为地将上述功率和电流限值扩展到负范围内。在所提到的0kW至870kW和安培(A)范围内这样做的一种方式是将所述范围的上部部分保留为对应于负限值，在该指定的负范围内的值发出需要将DC功率从车载功率源31卸载到充电站17的信号。例如，700kW至870kW和700A至870A的上部范围可以被分配到0kW至-170kW和0A至-170A的负范围，使得通过CP电力线上的低压AC信号的750kW的通信表示-50kW，即需要从车载功率源31卸载50kW的功率。类似地，在本示例中的800kW将发出需要来自车载功率源31的100kW的信号，以此类推。作为框B106的一部分，EV 12和充电站17在CPD阶段期间以以下顺序交换这种负功率和电流限值：EV 12到充电站17到EV 12。以这种方式，EV 12和充电站17都能够请求放电会话，并且通过首先发出它们的负限值并允许另一方确认该请求来这样做。因此，EV 12和充电站17共同同意将即将发生的会话作为放电会话来进行。方法100然后继续进行到框B108。框B108包括评估来自框B106的功率和电流限值，以确定所传送的限值是否对应于预定负范围，例如700kW-870kW。当所传送的功率和电流限值对应于预定负范围时，方法100继续进行到框B110，并在备选方案中继续进行到框B116。在框B110处，EV 12将其功率/电流限值重新发送到车外充电站17。当确认来自充电站17的对来自EV 12的DC功率的请求时，框B110需要使用已建立的电力线通信将负功率和电流限值传输回到充电站17。因此，在指定的或商定的负限值之外的限值的传输可以指示未确认或者EV 12无法在放电会话期间提供所需的功率和电流水平。方法100然后继续进行到框B112。框B112包括经由图1的充电控制器22的处理器P1确定来自EV 12的传送的限值是否对应于负限值。当是这种情况时，方法100继续进行到框B114，并且当来自EV 12的功率和电流限值不在商定的负范围内时，方法100在备选方案中继续进行到框B116。框B114(“EVSE ID = OK”)提供了可选策略，用于在开始放电会话之前添加安全和保护措施。如本领域技术人员将理解的，存储在图1的车载功率源31中的功率的可用性对于不法的个人来说可能是诱人的目标。无论电网功率是否可用，这都是正确的。为了防止能量盗窃，并确保特定充电站17为继续放电会话的目的而被“信任”，充电站17可在框B114处向EV 12传输唯一标识符代码，其处理器P2可以通过将标识符代码与批准标识符代码的经校准的列表进行比较来验证标识符代码。例如，唯一标识符代码可以是充电站17的MAC地址中的一些或全部，例如，整个MAC地址或其上部三个字节，其中对应于特定制造商的MAC地址的上部三个字节作为“组织唯一标识符”或OUI。因此，本文所设想的放电会话可以与有限数量的批准的EVSE制造商一起使用，其中框B114车辆对照批准的OUI的列表检查MAC地址/OUI，以确定充电站17是否是支持根据本协议的放电的充电站。当标识符代码是批准的标识符代码时，方法100继续进行到框B118，并且当标识符代码不在批准的列表中时，方法100在备选方案中继续进行到框B116。框B116包括响应于在框B108、B112或B114处的否定决策(即，当框B108的传送的功率和电流限值在商定的负限值范围之外时，或者如果在可选步骤B114处唯一标识符不对应于批准的供应商时)而启动正常DC充电会话(INIT DCCHG)。然后，方法100继续进行到结束框B120。框B118(INIT DCDISCHG)包括响应于在框B108、B112或B114处的肯定决策(即，当框B108的传送的功率/电流限值在商定的负限值范围内时，并且如果使用可选框B114，其中唯一标识符对应于批准的EVSE供应商)而启动DC放电会话。然后，方法100继续进行到结束框B120。在结束框B120处，如本领域所理解的，基于CP和PRX功率信号的正在进行的通信，默认充电或当前放电会话可以以通常的方式继续。在放电会话的电流需求阶段期间，EV 12的车载处理器P2可以被配置成接收零值，该零值指示充电站17确认放电会话的持续有效性状态，即希望放电会话继续。因此，方法100适于协调放电会话，在放电会话中，DC功率从图1中所示的EV 12的车载功率源31卸载到充电站17。方法100一般如下进行：(1)响应于车载功率源31经由充电线组16连接到车外充电站17，在EV 12的处理器P2与车外充电站17的处理器P1之间交换充电数据。如上文所提到的，这在低压CP线路上发生，其中充电数据包括EV 12和充电站17的相应的功率和电流限值。然后，响应于充电站17的功率和电流限值在指示负功率和电流限值的预定范围内，即，对来自车载功率源31的卸载功率的请求，方法100通过将EV 12的功率和电流限值传输到充电站17而继续进行，从而确认请求。方法100通过响应于确认请求而经由EV 12的处理器P2开始放电会话来继续进行。方法100可以备选地实施为记录在计算机可读存储介质上的计算机可读指令。在这样的实施例中，由EV 12的处理器P2执行指令导致EV 12执行如上文所阐述的方法100。因此，如上所述的方法100能够在标准化EV充电通信的构造内实现DC能量放电操作模式。以这种方式，充电站17和EV 12需要最少的附加逻辑来协调地进入放电模式，从而导致诸如家庭能量备份、V2G传输等的客户特征。考虑到前述公开，本领域技术人员将容易理解这些和其它潜在的益处。详细描述和附图或图是对本教导的支持和描述，但是本教导的范围仅由权利要求限定。虽然已经详细描述了用于实施本教导的一些最佳模式和其它实施例，但是存在用于实施所附权利要求中限定的本教导的各种替代设计和实施例。此外，本公开明确地包括上面和下面呈现的元素和特征的组合和子组合。 | 本发明涉及从推进电池组向车外充电站的放电直流功率的协议。一种用于协调放电会话的方法，在该放电会话中，直流功率从例如电动车辆(EV)的功率源卸载到双向车外充电站，所述方法包括响应于功率源经由充电线组连接到充电站而在EV和充电站之间交换充电数据。这发生在低压通信线路上，其中充电数据包括EV和充电站的功率和电流限值。响应于所述限值指示负限值，负限值表示对放电会话的请求，所述方法包括将EV功率和电流限值传输到充电站以确认该请求。响应于通过指示对放电会话的支持的唯一标识符的交换来确认请求，启动放电会话。 | CN:202211249531.5A | https://patentimages.storage.googleapis.com/a0/e5/32/e944d15f9b7110/CN116252663A.pdf | NaN | A·P·科塔里, B·T·萨乌特尔, I·佛尔斯曼-肯达尔 | GM Global Technology Operations LLC | NaN | Not available | 2019-12-13 | 1.一种用于协调放电会话的方法，在所述放电会话中，直流(DC)功率从电气系统的功率源卸载到双向车外充电站，所述方法包括：, 响应于功率源经由充电线组连接到所述车外充电站，通过低压通信线路在所述电气系统的处理器和所述车外充电站的处理器之间交换充电数据，所述充电数据包括所述电气系统的功率和电流限值以及所述车外充电站的功率和电流限值；, 响应于所述车外充电站的所述功率和电流限值指示表示对所述放电会话的请求的负功率和电流限值，将所述电气系统的所述功率和电流限值传输到所述车外充电站，从而确认所述请求；和, 响应于确认所述请求，经由所述电气系统的所述处理器启动所述放电会话。, \n \n, 2.根据权利要求1所述的方法，还包括：, 使用所述电气系统的所述处理器从所述车外充电站接收唯一标识符代码；和, 当所述唯一标识符代码与经校准的批准标识符代码的列表上的预定标识符代码匹配时，启动所述放电会话。, \n \n, 3.根据权利要求2所述的方法，其中，所述唯一标识符代码包括所述车外充电站的MAC地址的至少一部分。, \n \n, 4.根据权利要求1所述的方法，其中，所述电气系统的所述负功率和电流限值以及所述车外充电站的所述负功率/电流限值经由具有协议特定范围的电压信号传送，并且其中，所述协议特定范围的指定部分对应于所述负功率和电流限值。, \n \n, 5.根据权利要求4所述的方法，其中，所述协议特定范围为0kW至870kW和0A至870A，所述协议特定范围的所述指定部分为700kW至870kW和700A至870A，并且所述协议特定范围的所述指定部分对应于0kW至-170kW和0A至-170A。, \n \n, 6.根据权利要求1所述的方法，其中，所述放电会话的特征在于不存在电缆检查过程，并且发生在到所述车外充电站的电网功率的停电期间。, \n \n, 7.根据权利要求6所述的方法，还包括：, 在所述放电会话之前的所述停电期间进行的预充电阶段期间，打开所述车外充电站的一组接触器；, 检测横跨所述电气系统的DC链路电容器的DC链路电压；和, 响应于所述DC链路电压处于或接近0伏，按预定顺序闭合所述车外充电站的所述一组接触器。, \n \n, 8.根据权利要求1所述的方法，还包括：, 在所述放电会话的电流需求阶段期间，经由所述电气系统的所述处理器接收零值，所述零值指示由所述车外充电站确认所述放电会话的持续有效性状态。, 9.一种电动车辆(EV)，包括：, 一组负重轮；和, 电气化动力系系统，其具有处理器、直流(DC)功率源和电动牵引马达，其中，所述DC功率源连接到所述电动牵引马达，所述电动牵引马达连接到所述负重轮中的一个或多个，并且所述处理器配置成协调放电会话，在所述放电会话中，DC功率从所述DC功率源卸载到车外充电站，其中，所述处理器配置成：, 响应于所述DC功率源经由充电线组连接到所述车外充电站，通过低压通信线路与所述车外充电站的处理器交换充电数据，所述充电数据包括所述EV的功率和电流限值以及所述车外充电站的功率和电流限值；, 响应于所述车外充电站的所述功率和电流限值指示表示对所述放电会话的请求的负功率和电流限值，将所述EV的所述功率和电流限值传输到所述车外充电站，从而确认所述请求；和, 响应于确认所述请求，启动所述放电会话。, 10.一种计算机可读存储介质，在所述计算机可读存储介质上记录用于协调放电会话的指令，在所述放电会话中，直流(DC)功率从电动车辆(EV)的功率源卸载到车外充电站，其中，由所述EV的处理器执行所述指令导致所述EV：, 响应于所述功率源经由充电线组连接到所述车外充电站，通过低压控制导频(CP)线路在所述EV的所述处理器和所述车外充电站的处理器之间交换充电数据，所述充电数据包括所述EV的功率和电流限值以及所述车外充电站的功率和电流限值；, 响应于所述车外充电站的所述功率和电流限值指示表示对所述放电会话的请求的负功率和电流限值，将所述EV的所述功率和电流限值传输到所述车外充电站，从而确认所述请求；和, 响应于确认所述请求，经由所述EV的所述处理器启动所述放电会话。 | CN | China | Pending | B | True |
| 507 | 高压配电箱、高压配电系统及电动车辆 \n | CN217074257U | NaN | 本实用新型涉及车辆配电领域，提供一种高压配电箱、高压配电系统及电动车辆，高压配电箱包括：第一配电单元、第二配电单元、第三配电单元以及第四配电单元。通过在配电箱中设置多个配电单元，可以同时将电池系统与主驱电机控制器、辅驱电机控制器、三合一控制器、电池系统空调以及整车空调等多种高压配电零组件连接，从而通过一个配电箱即可实现对多种高压配电零组件的配电任务，因此该配电箱集成度更高，简化了配电系统的结构，后期安装和维护更加方便。解决了现有的配电箱功能单一，传统的高压配电系统中需要设置多个配电箱，使得配电系统结构较为复杂，安装和维护不便的问题。 | CN:202220661557.XU | https://patentimages.storage.googleapis.com/8a/2d/46/7f8864e6cd843a/CN217074257U.pdf | CN:217074257:U | 张宏涛, 李松, 赵有贤 | Sany Heavy Equipment Co Ltd | NaN | Not available | 2016-03-30 | 1.一种高压配电箱，其特征在于，包括：第一配电单元、第二配电单元、第三配电单元以及第四配电单元；, 所述第一配电单元、第二配电单元、第三配电单元和第四配电单元的一端均与电池系统相连；, 所述第一配电单元的另一端用于分别连接主驱电机控制器和辅驱电机控制器；, 所述第二配电单元的另一端用于连接三合一控制器；其中，所述三合一控制器分别与气泵电机、油泵电机以及储电设备相连；, 所述第三配电单元的另一端用于连接充电设备；, 所述第四配电单元的另一端用于分别连接电池系统空调和整车空调。, 2.根据权利要求1所述的高压配电箱，其特征在于，所述第一配电单元包括主正继电器、主负继电器、主驱接口以及辅驱接口；, 所述主正继电器和所述主负继电器的一端均与所述电池系统相连，所述主正继电器的另一端分别与所述主驱接口和所述辅驱接口的正极相连，所述主负继电器的另一端分别与所述主驱接口和所述辅驱接口的负极相连；, 所述主驱接口用于连接主驱电机控制器，所述辅驱接口用于连接辅驱电机控制器。, 3.根据权利要求1所述的高压配电箱，其特征在于，还包括第五配电单元，所述第五配电单元与电池系统相连，所述第五配电单元用于连接电池系统的加热设备。, 4.根据权利要求1所述的高压配电箱，其特征在于，所述第二配电单元包括第一熔断器和三合一接口；, 所述第一熔断器的一端和所述三合一接口的负极均与所述电池系统相连，所述第一熔断器的另一端与所述三合一接口的正极相连，所述三合一接口用于连接三合一控制器。, 5.根据权利要求1所述的高压配电箱，其特征在于，所述第三配电单元包括充电正继电器、充电负继电器以及充电接口；, 所述充电正继电器和所述充电负继电器的一端均与所述电池系统相连，所述充电正继电器的另一端与所述充电接口的正极相连，所述充电负继电器的另一端与所述充电接口的负极相连，所述充电接口用于连接充电设备。, 6.根据权利要求1所述的高压配电箱，其特征在于，所述第四配电单元包括第一配电模块、第二配电模块以及第三配电模块；, 所述第一配电模块、第二配电模块以及第三配电模块的一端均与所述电池系统相连，所述第一配电模块的另一端用于连接所述电池系统空调，所述第二配电模块的另一端用于连接整车空调的空调本体，所述第三配电模块的另一端用于连接整车空调的加热器。, 7.根据权利要求6所述的高压配电箱，其特征在于，所述第一配电模块包括第一空调正继电器和第一空调接口；, 所述第一空调接口的正极与所述第一空调正继电器的一端相连，所述第一空调接口的负极以及所述第一空调正继电器的另一端均与所述电池系统相连，所述第一空调接口用于连接所述电池系统空调；, 所述第二配电模块包括第二熔断器以及第二空调接口；, 所述第二空调接口的正极与所述第二熔断器的一端相连，所述第二空调接口的负极以及所述第二熔断器的另一端均与所述电池系统相连，所述第二空调接口用于连接所述整车空调的空调本体；, 所述第三配电模块包括第二空调正继电器、第三熔断器以及第三空调接口；, 所述第二空调正继电器的一端与所述第三熔断器相连，所述第三熔断器还与所述第三空调接口的正极相连，所述第三空调接口的负极以及所述第二空调正继电器的另一端均与所述电池系统相连，所述第三空调接口用于连接所述整车空调的加热器。, 8.根据权利要求1至7任一项所述的高压配电箱，其特征在于，还包括电流互感器，所述电流互感器的一端与所述电池系统相连，所述电流互感器的另一端分别与第一配电单元、第二配电单元、第三配电单元以及第四配电单元相连。, 9.一种高压配电系统，其特征在于，包括如权利要求1至8任一项所述的高压配电箱。, 10.一种电动车辆，其特征在于，包括如权利要求1至8任一项所述的高压配电箱或者如权利要求9所述的高压配电系统。 | CN | China | Active | B | True |
| 508 | 电动车锂电池系统及电动车 \n | CN108099680A | 技术领域本发明涉及新能源技术领域，具体而言，涉及一种电动车锂电池系统及电动车。背景技术目前常见的电动车(例如两轮电动车、三轮电动车及部分四轮电动车)多采用铅酸电池系统存储电能驱动车辆行驶，其中，两轮电动摩托车、三轮电动车90％应用铅酸电池，剩余10％应用锂电池。铅酸电池的构成主要是在封闭塑壳内按照一定比例混合浸泡铅板和稀硫酸。铅酸电池是一种老旧的电池技术，其缺点是能量密度低(使车辆续航能力低)、放电能力差(使车辆行驶性能差)、电解液洒漏、析出易燃氢气，笨重、低温性能不佳、寿命短(通常1-2年应用后储电能力减半)充电时间长、含重金属铅可严重污染环境。铅酸电池组系统可以不需要(电源管理系统BMS)检测和控制电池的工作状态，仅把特定数量的铅酸电池简单串联即构成电动车可以使用的电池组系统，无法做到工作状态甚至安全状态的可知可控，更无法支持未来的智能联网需求。而现有锂电池生产厂家生产的用于电动车的动力锂电池，都是根据电动车整车的标定电压来设计和配置的一个整体，即是一个额定工作电压和某款电动车标定电压相同的，不可分割的一个整体式锂电池系统。这种整体式锂电池系统因为额定电压固定所以不能用于标定电压不同的另外的电动车，造成的现状是消费者购入新的电动车，如果电压和容量规格发生变化，消费者不能利用旧有的锂电池而必须新购，造成浪费。此外锂电池中某只锂电芯坏了就需要整个锂电池报废或修理，维护复杂、更换成本高昂，现有锂电池的这些特点造成了锂电池应用的巨大限制。同时当前锂电池系统物理尺寸受限于集成技术，无法做到现有单只铅酸电池一样的大小和尺寸的同时达到整组铅酸电池系统的电压和容量，在电动车电池仓安装入口只有单只铅酸电池大小的情况下，安装锂电池需要破坏原有电动车电池仓的结构才能装入锂电池。发明内容为了克服现有技术中的上述不足，本发明的目的在于提供一种电动车锂电池系统及电动车，通过灵活串并联组合的模块化锂电池组成的电动车锂电池系统，可以适用不同电压和容量要求的电动车，有效提升车辆性能和续航能力，环保零污染，以替代铅酸电池和当前的锂电池方案。为了实现上述目的，本发明较佳实施例采用的技术方案如下：本发明较佳实施例提供一种电动车锂电池系统，所述电动车锂电池系统包括至少两个串联的模块化锂电池；其中，每个所述模块化锂电池包括：外壳；设置在所述外壳内的锂电池模组，其中，所述锂电池模组包括由多个锂电芯形成并联结构的锂电芯列，每个锂电芯列之间形成串联结构；以及与所述锂电池模组中的每个锂电芯列电性连接，用于对所述锂电芯列的工作状况进行监控的电源管理电路板。在本发明较佳实施例中，每个所述模块化锂电池中的电源管理电路板包括有保护IC和场效应管，每个所述模块化锂电池的保护IC及场效应管的电气性能特性一致，其中，所述电源管理电路板的耐受最高电压不小于所述电动车的额定电压，所述电源管理电路板的耐受最高电流不小于所述电动车的额定电流，所述保护IC和场效应管的最高耐受电压不小于所述电动车的额定电压，所述保护IC和场效应管的最高耐受电流不小于所述电动车的额定电流。在本发明较佳实施例中，每个所述锂电芯列包括有正极连接端和负极连接端，所述电源管理电路板通过检测排线与每个所述锂电芯列的正极连接端和负极连接端电性连接，以对每个所述锂电芯列进行工作状况监控；所述模块化锂电池包括电能输出正极和电能输出负极；每个所述锂电芯列之间通过串联电路导线形成串联结构，所述串联结构包括正极和负极，所述正极与所述电能输出正极通过第一电路导线电性连接，所述负极与所述电能输出负极通过第二电路导线电性连接；所述串联电路导线、第一电路导线以及第二电路导线的耐受最高电流不小于所述电动车的额定电流。在本发明较佳实施例中，每个所述锂电芯列的锂电芯数量相同，且每个所述锂电芯列中的每个锂电芯的内阻、容量和充放电特性一致。在本发明较佳实施例中，各个模块化锂电池之间通过连接线将一个模块化锂电池的电能输出正极和另一个模块化锂电池的电能输出正极电性连接，并通过连接线将一个模块化锂电池的电能输出负极和另一个模块化锂电池的电能输出负极电性连接，以实现各个模块化锂电池之间的并联；其中，所述电源管理电路板的最高耐受电流不小于所述模块化锂电池并联分流后的电流，所述串联电路导线、第一电路导线以及第二电路导线的耐受最高电流不小于所述模块化锂电池并联分流后的电流。在本发明较佳实施例中，各个模块化锂电池之间通过连接线将一个模块化锂电池的电能输出正极和另一个模块化锂电池的电能输出负极电性连接，以实现各个模块化锂电池之间的串联。在本发明较佳实施例中，所述保护IC包括：用于对每个锂电芯列进行过充保护的过充保护电路；用于对每个锂电芯列进行过放保护的过放保护电路；用于对每个锂电芯列进行短路保护的短路保护电路；以及用于对每个锂电芯列进行过流保护的过流保护电路中的一种或者多种组合。在本发明较佳实施例中，所述外壳内还设置有绝缘隔热材料和减震材料。在本发明较佳实施例中，所述锂电芯采用18650锂离子电池，其中，每个所述18650锂离子电池的延伸方向与所述外壳底面垂直或水平方向之间的夹角小于预定角度。本发明较佳实施例还提供一种电动车，所述电动车包括有上述的电动车锂电池系统。相对于现有技术而言，本发明具有以下有益效果：本发明实施例提供一种电动车锂电池系统及电动车。电动车锂电池系统包括至少两个串联的模块化锂电池。每个所述模块化锂电池包括：外壳；设置在所述外壳内的锂电池模组。所述锂电池模组包括由多个锂电芯形成并联结构的锂电芯列，每个锂电芯列之间形成串联结构；以及与所述锂电池模组中的每个锂电芯列电性连接，用于对所述锂电芯列的工作状况进行监控的电源管理电路板。同时由于使用18650锂电芯及应用特定的18650排列方式提高集成度，实现模块化锂电池具有和常见标准单只铅酸电池相同的外形尺寸。由此，通过灵活串并联组合的模块化锂电池组成的电动车锂电池系统，可以适用不同电压和容量要求的电动车，有效提升车辆性能和续航能力，环保零污染，以替代铅酸电池和当前的锂电池方案。附图说明为了更清楚地说明本发明实施例的技术方案，下面将对实施例中所需要使用的附图作简单地介绍，应当理解，以下附图仅示出了本发明的某些实施例，因此不应被看作是对范围的限定，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其它相关的附图。图1为本发明较佳实施例提供的电动车锂电池系统的一种结构示意图；图2为图1中所示的模块化锂电池的一种结构示意图；图3为本发明较佳实施例提供的电源管理电路板与锂电芯列之间的一种连接结构框图；图4为图3中所示的电源管理电路板的一种结构框图。图标：10-电动车锂电池系统；100-模块化锂电池；110-外壳；120-锂电池模组；130-锂电芯列；132-锂电芯；134-电源管理电路板；1341-过充保护电路；1342-过放保护电路；1343-短路保护电路；1344-过流保护电路；135-检测排线；136-正极连接端；138-负极连接端；140-并联电路导线；150-串联电路导线；160-电能输出正极；170-电能输出负极；180-连接线。具体实施方式为使本发明实施例的目的、技术方案和优点更加清楚，下面将结合本发明实施例中的附图，对本发明实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例是本发明一部分实施例，而不是全部的实施例。通常在此处附图中描述和示出的本发明实施例的组件可以以各种不同的配置来布置和设计。因此，以下对在附图中提供的本发明的实施例的详细描述并非旨在限制要求保护的本发明的范围，而是仅仅表示本发明的选定实施例。基于本发明中的实施例，本领域普通技术人员在没有作出创造性劳动前提下所获得的所有其它实施例，都属于本发明保护的范围。应注意到：相似的标号和字母在下面的附图中表示类似项，因此，一旦某一项在一个附图中被定义，则在随后的附图中不需要对其进行进一步定义和解释。在本发明的描述中，需要说明的是，术语“上”、“下”等指示的方位或位置关系为基于附图所示的方位或位置关系，或者是该发明产品使用时惯常摆放的方位或位置关系，仅是为了便于描述本发明和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本发明的限制。在本发明的描述中，还需要说明的是，除非另有明确的规定和限定，术语“设置”、“连接”应做广义理解，例如，可以是固定连接，也可以是可拆卸连接，或一体地连接；可以是机械连接，也可以是电连接；可以是直接相连，也可以通过中间媒介间接相连，可以是两个元件内部的连通。对于本领域的普通技术人员而言，可以具体情况理解上述术语在本发明中的具体含义。下面结合附图，对本发明的一些实施方式作详细说明。在不冲突的情况下，下述的实施例及实施例中的特征可以相互组合。请参阅图1，为本发明较佳实施例提供的电动车锂电池系统10的一种结构示意图。本实施例中，所述电动车锂电池系统10可以应用于电动车，用于为所述电动车提供电力能源。其中，所述电动车即电力驱动车，又名电驱车。电动车分为交流电动车和直流电动车。通常说的电动车是以电池作为能量来源，通过控制器、电机等部件，将电能转化为机械能运动，以控制电流大小改变速度的车辆。需要注意的是，本实施例所提及的电动车可以是但并不仅限于电动自行车、电动摩托车、电动独轮车、电动四轮车、电动三轮车、电动滑板车、多轮电动乘用车和货车等等，本实施例对此不作具体限制。详细地，请结合图1及图2，所述电动车锂电池系统10包括至少两个串联的模块化锂电池100(图1中示出四个)。其中，每个所述模块化锂电池100包括外壳110、锂电池模组120以及电源管理电路板134。具体地，所述锂电池模组120设置在所述外壳110内，所述锂电池模组120可包括由多个锂电芯132通过并联电路导线140形成并联结构的锂电芯列130，每个锂电芯列130之间形成串联结构。所述电源管理电路板134与所述锂电池模组120中的每个锂电芯列130电性连接，用于对所述锂电芯列130的工作状况进行监控。在实际应用场景中，经发明人研究发现，现有锂电池生产厂家生产的用于电动车的动力锂电池，都是根据电动车整车的标定电压来设计和配置的一个整体，但是电池系统物理尺寸受限于集成技术，无法做到现有单只铅酸电池一样的大小和尺寸的同时达到和整组铅酸电池系统相同的额定电压和容量。例如，以常见的48伏电动车动力电池为例。现有动力锂电池厂家生产的电池是48V作为一个整体的电池组(有一个锂电池保护板和若干锂电电芯封装成一体)。而本实施例提供的上述模块化锂电池100可以采用与常见的单只铅酸电池完全一样的外形尺寸，针对不同款电动车的标定电压和容量，可以方便的通过串并联组合适配，这样就可以通过选择不同数量的模块化锂电池100从而适用于不同电压和容量要求的电动车。而且，模块化锂电池100外形尺寸等同于标准的铅酸电池，在安装时可以避免电池仓入口太小放入需要破坏电池仓结构。例如，2只24V的模块化锂电池100串联可以组成48V锂电池组进而适合48V的电动车，如果再增加一只可以组成72V锂电池组可以适合72V电动车，类似可以96V等等，如果复合并联，则可以实现容量加倍。当然可以理解的是，模块化锂电池100也可以不仅限于上述的24V模块化锂电池100，本领域技术人员可以根据实际设计需求设置不同电压的模块化锂电池100，从而可以很方便替代铅酸电池和现有的锂电池系统，充分利用电池仓的空间实现更好的续航里程。如果某个模块化锂电池100故障或者使用寿命用尽，可更换某只模块化锂电池100而不是整个电动车锂电池系统10。由此，本实施例提供的模块化锂电池100和模块化锂电池100的串并联结构可以很方便提高容量提升车辆续航，本方案具备灵活组合的特点使电池组在需要提高能量情况下也可以并联。进一步地，在一种实施方式中，所述外壳110可以采用耐热耐磨高强度材料制成，所述外壳110内还可以设置有绝缘、隔热材料、导热材料和减震材料，以对所述模块化锂电池100进行绝缘、隔热、散热和减震。进一步地，在一种实施方式中，每个所述模块化锂电池100中的电源管理电路板134包括有预定规格的保护IC和场效应管，每个所述模块化锂电池100的保护IC及场效应管的电气性能特性一致。为了使得所述模块化锂电池100串联和并联可行，保证串并联后成组的电池系统正常工作，所述电源管理电路板134的耐受最高电压不小于所述电动车的额定电压，所述电源管理电路板134的耐受最高电流应满足所述模块化锂电池100串并联组合后的工况要求，例如应不小于所述电动车的额定电流等。同时，所述保护IC和场效应管的最高耐受电压不小于所述电动车的额定电压，所述保护IC和场效应管的最高耐受电流不小于所述电动车的额定电流，所述电源管理电路板134通过检测每个锂电芯列130工作状况，进而掌握整个模块化锂电池100的工作状况，进一步掌握和适配组成的整个电动车锂电池系统10的工作状况，在上述基础上，请结合图3，在本发明较佳实施例中，每个所述锂电芯列130包括有正极连接端136和负极连接端138，所述电源管理电路板134通过检测排线135与每个所述锂电芯列130的正极连接端136和负极连接端138电性连接，以对每个所述锂电芯列130进行工作状况监控。进一步地，再如图1所示，所述模块化锂电池100可包括电能输出正极160和电能输出负极170，各个模块化锂电池100之间通过连接线180将一个模块化锂电池100的电能输出正极160和另一个模块化锂电池100的电能输出负极170电性连接，以实现各个模块化锂电池100之间的串联，从而实现此模块化锂电池100电压整数倍的锂电池系统总电压与拟适配的电动车的额定工作电压相一致。其中，如图2所示，每个所述锂电芯列130之间通过串联电路导线150形成串联结构，所述串联结构包括正极和负极，所述正极与所述电能输出正极160通过第一电路导线电性连接，所述负极与所述电能输出负极170通过第二电路导线电性连接。值得说明的是，为了保证所述模块化锂电池100的正常工作，所述串联电路导线150、第一电路导线以及第二电路导线的耐受最高电流应满足所述模块化锂电池100串并联组合后的工况要求，例如应不小于所述电动车的额定电流等。在本发明较佳实施例中，为了保证模块化锂电池100的一致性和互换兼容性，每个模块化锂电池100采用一致的锂电芯列130组合、电源管理电路板134和外壳110，且每个所述锂电芯列130的锂电芯132数量相同，且每个所述锂电芯列130中的每个锂电芯132的内阻、容量和充放电特性一致，从而保证模块化锂电池100串并联后的正常工作。进一步地，在一种实施方式中，各个模块化锂电池100之间通过连接线180将一个模块化锂电池100的电能输出正极160和另一个模块化锂电池100的电能输出正极160电性连接，并通过连接线180将一个模块化锂电池100的电能输出负极170和另一个模块化锂电池100的电能输出负极170电性连接，以实现各个模块化锂电池100之间的并联，从而实现此模块化锂电池100容量整数倍的锂电池系统总容量，适配或提升不同电动车的额定工作容量。其中，当所述模块化锂电池100并联后，所述电源管理电路板134的最高耐受电流不小于所述模块化锂电池100并联分流后的电流，所述串联电路导线150、第一电路导线以及第二电路导线的耐受最高电流不小于所述模块化锂电池100并联分流后的电流。如果所述模块化锂电池100在串联外复合并联构成所述电动车锂电池系统10，那么上述连接线180、第一电路导线以及第二电路导线则不小于电动车额定电流因模块化锂电池100并联使用电流分流后的电流。在本发明较佳实施例中，所述电源管理电路板134(BATTERY MANAGEMENT SYSTEM，BMS)可以准确估测锂电芯列130的荷电状态(State ofCharge，即SOC)，即电池剩余电量，保证SOC维持在合理的范围内，防止由于过充电或过放电对电池造成损伤。并且在电池充放电过程中，实时采集每个锂电芯列130的电压和温度、充放电电流及模块化锂电池100总电压和实时电流，防止电池发生过充电或过放电现象。同时能够及时给出电池状况，挑选和应对有问题的电池，保持整组电池运行的可靠性和高效性，使剩余电量估计模型的实现成为可能。除此以外还可以使电池组中各个电池都达到均衡一致的状态。当然可以理解的是，所述电源管理电路板134也可以不仅检测锂电芯列130，也检测锂电池模组120，也检测并确保自身所在的模块化锂电池100适配整个电动车锂电池系统10，从而确保由模块化锂电池100串并联组成的整个锂电池系统的正常工作。在一种实施方式中，如图4所示，所述电源管理电路板134的保护IC可以包括：用于对每个锂电芯列130进行过充保护的过充保护电路1341；用于对每个锂电芯列130进行过放保护的过放保护电路1342；用于对每个锂电芯列130进行短路保护的短路保护电路1343；以及用于对每个锂电芯列130进行过流保护的过流保护电路1344中的一种或者多种组合。应当注意的是，上述保护电路的逻辑控制程序都集成在所述保护IC中，所述保护IC可通过保护IC外的各种电阻、电容、mos等元器件实现上述多种保护功能。进一步地，在本发明较佳实施例中，所述锂电芯132可以采用18650锂离子电池单体(即电芯)，当然应注意的是，在其它实施方式，本领域技术人员也可以根据实际情况采用其它型号的锂离子电池单体(或锂聚合物电池等其他锂电池单体(电芯))。在一种实施方式中，每个所述18650锂离子电池的延伸方向(18650正负极连线)与所述外壳110底面垂直方向之间的夹角小于预定角度，具体地，外壳110分为壳体和上盖两部分，这里的方向描述基于壳体开口向上，上盖水平搁置在壳体开口上方，其中，所述预定角度为一极小锐角，例如3度。也即每个所述18650锂离子电池的延伸方向与所述外壳110的高度方向近似平行，采用此设计，18650在外壳110中的特定排列方式促成高集成度，进而实现了模块化锂电池100外形尺寸和标准的铅酸电池一样。(和铅酸电池通用型号12V12Ah相同其长宽高分别为150cm/100cm/100cm，数值允许正负3毫米误差)在另一种实施方式中，每个所述18650锂离子电池的延伸方向与所述外壳110底面方向之间的夹角小于预定角度，其中，所述预定角度为一极小锐角，例如3度。也即每个所述18650锂离子电池的延伸方向与所述外壳110的高度方向近似垂直，采用此设计，18650锂离子电池在外壳110中的特定排列方式促成高集成度，进而实现了模块化锂电池100外形尺寸和标准的铅酸电池一样(和铅酸电池通用型号12V20Ah和12V32Ah相同，其长宽高分别为180cm/77cm/170cm和267cm/77cm/170cm，数值允许正负3毫米误差)。本发明较佳实施例还提供一种电动车，所述电动车包括有上述的电动车锂电池系统10。所述电动车锂电池系统10包括的模块化锂电池100可以方便串联和并联，以替代铅酸电池和当前的锂电池方案。下面结合目前电动车常见电压48V、60V、64V、72V、96V，对所述模块化锂电池100可的配置方式进行举例说明，具体如下：串并联组合适配48V电压电动车：两只24V12AH模块化锂电池100串联组成48V12AH的电动车锂电池系统10。由于24V12AH模块化锂电池100外形尺寸完全等同于单只标准12V12AH铅酸电池，如果要倍增电池系统容量实现续航翻番，则此时可利用原电动车电池仓尚剩余的2只12V12Ah铅酸电池的位置，再并联入两只同款模块化锂电池100变成48V24AH电动车锂电池系统10。两只24V20AH模块化锂电池100串联组成48V20AH电动车锂电池系统10，由于24V20AH模块化锂电池100外形尺寸完全等同于单只标准12V20AH铅酸电池，如果要倍增电池系统容量实现续航翻番，则此时可利用原电动车电池仓尚剩余的2只12V20Ah铅酸电池的位置，再并联入两只同款模块化锂电池100变成48V40AH的电动车锂电池系统10。两只24V32AH模块化锂电池100串联组成48V32AH电动车锂电池系统10。由于24V32AH模块化锂电池100外形尺寸完全等同于单只标准12V32AH铅酸电池，如果要倍增电池系统容量实现续航翻番，则此时可利用原电动车电池仓尚剩余的2只12V20Ah铅酸电池的位置，再并联入两只同款模块化锂电池100变成48V64AH电动车锂电池系统10。串并联组合适配60V电压电动车两只30V20AH模块化锂电池100串联组成60V20AH的电动车锂电池系统10，由于30V20AH模块化锂电池100外形尺寸完全等同于单只标准12V20AH铅酸电池，如果要倍增电池系统容量实现续航翻番，则此时可利用原电动车电池仓尚剩余的3只12V20Ah铅酸电池的位置，再并联入两只同款模块化锂电池100变成60V40AH的电动车锂电池系统10。两只30V32AH模块化锂电池100串联组成30V20AH的电动车锂电池系统10，由于24V32AH模块化锂电池100外形尺寸完全等同于单只标准12V32AH铅酸电池，如果要倍增电池系统容量实现续航翻番，则此时可利用原电动车电池仓尚剩余的3只12V32Ah铅酸电池的位置，再并联入两只同款模块化锂电池100变成60V64AH的电动车锂电池系统10。串并联组合适配72V电压电动车三只24V20AH模块化锂电池100串联组成72V20AH的电动车锂电池系统10，由于24V20AH模块化锂电池100外形尺寸完全等同于单只标准12V20AH铅酸电池，如果要倍增电池系统容量实现续航翻番，则此时可利用原电动车电池仓尚剩余的3只12V20Ah铅酸电池的位置，再并联入三只同款模块化锂电池100变成72V40AH的电动车锂电池系统10。三只24V32AH模块化锂电池100串联组成72V32AH的电动车锂电池系统10，由于24V32AH模块化锂电池100外形尺寸完全等同于单只标准12V32AH铅酸电池，如果要倍增电池系统容量实现续航翻番，则此时可利用原电动车电池仓尚剩余的3只12V32Ah铅酸电池的位置，再并联入两只同款模块化锂电池100变成72V64AH的电动车锂电池系统10。串并联组合适配96V电压电动车四只24V20AH模块化锂电池100串联组成96V20AH的电动车锂电池系统10，由于24V20AH模块化锂电池100外形尺寸完全等同于单只标准12V20AH铅酸电池，如果要倍增电池系统容量实现续航翻番，则此时可利用原电动车电池仓尚剩余的4只12V20Ah铅酸电池的位置，再并联入4只同款模块化锂电池100变成96V40AH的电动车锂电池系统10。四只24V32AH串联组成96V32AH的电动车锂电池系统10，由于24V32AH模块化锂电池100外形尺寸完全等同于单只标准12V32AH铅酸电池，如果要倍增电池系统容量实现续航翻番，则此时可利用原电动车电池仓尚剩余的4只12V32Ah铅酸电池的位置，再并联入4只同款模块化锂电池100变成96V64AH的电动车锂电池系统10。本领域技术人员可以参考上述方案，通过采用本发明实施例提供的电动车锂电池系统10，可以满足不同电压要求的电动车，具有极高的灵活组合特性，且维修方便，维修成本低。采用锂电芯132采用动力能源能量密度高(提高车辆续航能力)、放电能力强、无电解液洒漏、无析出易燃氢气、轻便、低温性能优越、寿命长、充电时间短、不含重金属对环境零污染等等。综上所述，本发明实施例提供一种电动车锂电池系统及电动车。电动车锂电池系统包括至少两个串联的模块化锂电池。每个所述模块化锂电池包括：外壳；设置在所述外壳内的锂电池模组。所述锂电池模组包括由多个锂电芯形成并联结构的锂电芯列，每个锂电芯列之间形成串联结构；以及与所述锂电池模组中的每个锂电芯列电性连接，用于对所述锂电芯列的工作状况进行监控的电源管理电路板。同时由于使用18650锂电芯及应用特定的18650排列方式提高集成度，实现模块化锂电池具有和常见标准单只铅酸电池相同的外形尺寸。由此，通过灵活串并联组合的模块化锂电池组成的电动车锂电池系统，可以适用不同电压和容量要求的电动车，有效提升车辆性能和续航能力，环保零污染，以替代铅酸电池和当前的锂电池方案。对于本领域技术人员而言，显然本发明不限于上述示范性实施例的细节，而且在不背离本发明的精神或基本特征的情况下，能够以其它的具体形式实现本发明。因此，无论从哪一点来看，均应将实施例看作是示范性的，而且是非限制性的，本发明的范围由所附权利要求而不是上述说明限定，因此旨在将落在权利要求的等同要件的含义和范围内的所有变化囊括在本发明内。不应将权利要求中的任何附图标记视为限制所涉及的权利要求。 | 本发明实施例涉及一种电动车锂电池系统及电动车。电动车锂电池系统包括至少两个串联的模块化锂电池。其中，每个所述模块化锂电池包括：外壳；设置在所述外壳内的锂电池模组，其中，所述锂电池模组包括由多个锂电芯形成并联结构的锂电芯列，每个锂电芯列之间形成串联结构；以及与所述锂电池模组中的每个锂电芯列电性连接，用于对所述锂电芯列的工作状况进行监控的电源管理电路板。由此，通过灵活串并联组合的模块化锂电池组成的电动车锂电池系统，可以适用不同电压和容量要求的电动车，有效提升车辆行驶性能及续航里程，以替代铅酸电池和当前的锂电池方案。 | CN:201810058970.5A | https://patentimages.storage.googleapis.com/ad/28/a7/1e8021286c42c7/CN108099680A.pdf | NaN | 王逸文 | Qingdao Super Power Co Ltd | WO:2011134234:A1, CN:102130360:A, CN:103534135:A, CN:102324476:A, CN:103178581:A, CN:105633330:A, CN:206271770:U, CN:207737138:U | Not available | 2019-01-11 | 1.一种电动车锂电池系统，其特征在于，所述电动车锂电池系统包括至少两个串联的模块化锂电池；, 其中，每个所述模块化锂电池包括：, 外壳；, 设置在所述外壳内的锂电池模组，其中，所述锂电池模组包括由多个锂电芯形成并联结构的锂电芯列，相邻锂电芯列之间形成串联结构；以及, 与所述锂电池模组中的每个锂电芯列电性连接，用于对所述锂电芯列的工作状况进行监控的电源管理电路板。, \n \n, 2.根据权利要求1所述的电动车锂电池系统，其特征在于，每个所述模块化锂电池中的电源管理电路板包括有保护IC和场效应管，每个所述模块化锂电池的保护IC及场效应管的电气性能特性一致，其中，所述电源管理电路板的耐受最高电压不小于所述电动车的额定电压，所述电源管理电路板的耐受最高电流不小于所述电动车的额定电流，所述保护IC和场效应管的最高耐受电压不小于所述电动车的额定电压，所述保护IC和场效应管的最高耐受电压不小于所述电动车的额定电流。, \n \n, 3.根据权利要求1所述的电动车锂电池系统，其特征在于，每个所述锂电芯列包括有正极连接端和负极连接端，所述电源管理电路板通过检测排线与每个所述锂电芯列的正极连接端和负极连接端电性连接，以对每个所述锂电芯列进行工作状况监控；, 所述模块化锂电池包括电能输出正极和电能输出负极；, 每个所述锂电芯列之间通过串联电路导线形成串联结构，所述串联结构包括正极和负极，所述正极与所述电能输出正极通过第一电路导线电性连接，所述负极与所述电能输出负极通过第二电路导线电性连接；, 所述串联电路导线、第一电路导线以及第二电路导线的耐受最高电流不小于所述电动车的额定电流。, \n \n, 4.根据权利要求3所述的电动车锂电池系统，其特征在于，各个模块化锂电池之间通过连接线将一个模块化锂电池的电能输出正极和另一个模块化锂电池的电能输出负极电性连接，以实现各个模块化锂电池之间的串联。, \n \n, 5.根据权利要求3所述的电动车锂电池系统，其特征在于，各个模块化锂电池之间通过连接线将一个模块化锂电池的电能输出正极和另一个模块化锂电池的电能输出正极电性连接，并通过连接线将一个模块化锂电池的电能输出负极和另一个模块化锂电池的电能输出负极电性连接，以实现各个模块化锂电池之间的并联；, 其中，所述电源管理电路板的最高耐受电流不小于所述模块化锂电池并联分流后的电流，所述串联电路导线、第一电路导线以及第二电路导线的耐受最高电流不小于所述模块化锂电池并联分流后的电流。, \n \n, 6.根据权利要求1所述的电动车锂电池系统，其特征在于，每个所述锂电芯列的锂电芯数量相同，且每个所述锂电芯列中的每个锂电芯的内阻、容量和充放电特性一致。, \n \n, 7.根据权利要求2所述的电动车锂电池系统，其特征在于，所述保护IC包括：, 用于对每个锂电芯列进行过充保护的过充保护电路；, 用于对每个锂电芯列进行过放保护的过放保护电路；, 用于对每个锂电芯列进行短路保护的短路保护电路；以及, 用于对每个锂电芯列进行过流保护的过流保护电路中的一种或者多种组合。, \n \n, 8.根据权利要求1所述的电动车锂电池系统，其特征在于，所述外壳内还设置有绝缘隔热材料和减震材料。, \n \n, 9.根据权利要求1所述的电动车锂电池系统，其特征在于，所述锂电芯采用18650锂离子电池，其中，根据不同款模块化锂电池的设计要求，每个所述18650锂离子电池的延伸方向与所述外壳底面垂直或水平方向之间的夹角小于预定角度。, 10.一种电动车，其特征在于，所述电动车包括有权利要求1-9中任意一项所述的电动车锂电池系统。 | CN | China | Granted | B | True |
| 509 | 一种新能源汽车高效能量回收系统 \n | CN215751949U | NaN | 本实用新型公开了一种新能源汽车高效能量回收系统，包括整车控制器，与整车CAN线连接，用于采集、接收和发送报文实现对整车能量回收的控制；电机控制器，与整车CAN线连接，通过低压线束与电机连接，用于采集、接收和发送报文实现对电机的控制；高压配电箱，与整车CAN线连接，用于接收和发送报文实现控制继电器开闭从而控制电源转换器对低压蓄电池的充电；动力电池，与整车CAN线连接用于接收和发送报文；低压蓄电池，与电源转换器连接，实现能量回收储存；其中，油门踏板和制动踏板分别通过低压线束与整车控制器连接，实时采集制动踏板和油门踏板的状态，从而控制在整车处于滑行或制动状态下的能量回收。 | CN:202121771050.1U | https://patentimages.storage.googleapis.com/74/5f/1b/48060f4a980006/CN215751949U.pdf | CN:215751949:U | 熊慧慧, 邓建明, 代士青, 罗峰, 张萍, 邹发明, 施鑫隆 | Jiangxi Isuzu Motors Co Ltd | NaN | Not available | 2013-09-04 | 1.一种新能源汽车高效能量回收系统，其特征在于：, 包括整车控制器，与整车CAN线连接，用于采集、接收和发送报文实现对整车能量回收的控制；, 电机控制器，与所述整车CAN线连接，通过低压线束与电机连接，用于采集、接收和发送报文实现对所述电机的控制；, 高压配电箱，与所述整车CAN线连接，用于接收和发送报文实现控制继电器开闭从而控制电源转换器对低压蓄电池的充电；所述电源转换器与所述整车CAN线连接用于接收和发送报文；, 动力电池，与所述整车CAN线连接用于接收和发送报文；, 低压蓄电池，与所述电源转换器连接，实现能量回收储存；, 其中，油门踏板和制动踏板分别通过低压线束与所述整车控制器连接，实时采集制动踏板和油门踏板的状态，从而控制在整车处于滑行或制动状态下的能量回收。 | CN | China | Active | NaN | True |
| 510 | Interconnecting member occupying less space in battery module and battery module comprising same \n | US10903469B2 | The present disclosure relates to an interconnection member occupying a small space in a battery module, and a battery module including the same.\nRecently, secondary batteries that are chargeable and dischargeable are being widely used as energy sources for wireless mobile devices. Also, the secondary batteries have attracted considerable attention as power sources for electric vehicles (EVs), hybrid electric vehicles (HEVs), and plug-in hybrid electric vehicles (Plug-In HEVs), which have been proposed as solutions to air pollution and the like caused by existing gasoline and diesel vehicles that use fossil fuels.\nSmall sized mobile devices use one or a couple of battery cells for each device. On the other hand, medium and large sized devices such as vehicles use a battery pack in which a plurality of battery cells are electrically connected to each other, due to requirement for high power and large capacity.\nSince it is preferable to manufacture the battery module as small and lightweight as possible, prismatic and pouch type batteries, which are capable of being charged at a high degree of integration and are relatively lightweight compared to their capacities, are being mainly used as battery cells for the medium and large sized battery module. Particularly, much interest is recently focused on the pouch type batteries, which use an aluminum laminate sheet as an exterior member, because of their characteristics such as light weight and low manufacturing costs.\nIn addition, the battery module has a configuration in which a plurality of cells are combined, so since overvoltage, overcurrent, or overheating occurring in some of the battery cells may adversely affect safety and operation efficiency of the battery module, there is a need for units which detect and control the overvoltage, overcurrent, or overheating.\nTherefore, sensing members such as a temperature sensor and a voltage sensor are connected to the battery cells in conjunction with a printed circuit board to check and control the operation condition in real time or at regular time intervals. However, the installation or the connection of these sensing members makes the assembling process of the battery module too complicated, and causes a danger of short-circuit due to several wires for the sensing members.\nIn addition, as the application range of the secondary batteries is expanded, the secondary batteries are used as power sources for vehicles. Thus, fastening units are required to maintain a stable contact condition of the sensing members even when strong impact or vibration is applied thereto.\nAside from these units, a large number of members are generally required for the mechanical fastening and electrical contacting, for constituting the battery module by using a plurality of battery cells with the sensing members. However, this makes the assembling process of the battery cell too complicated, and increases the overall size of the battery cell.\nTherefore, there is a great need for a sensing member capable of constituting a battery module with a more compact structure, and a battery module including the sensing member.\nThe present disclosure provides solutions for the above-described limitations according to the related art and technical tasks requested from the past.\nIn particular, the present disclosure provides an interconnection member and a battery module including the interconnection member, wherein the interconnection member occupies a small space in the battery module because of its simple wiring structure, and is capable of sensing a temperature of the battery cell.\nIn accordance with an exemplary embodiment, an interconnection member for connecting bus bars which are coupled to a printed circuit board (PCB) of a battery module and electrode terminals of battery cells, the interconnection member includes: (a) a main cable made of a flexible flat cable (FFC) including a plurality of copper wires; (b) a plurality of terminal parts branched from the main cable and electrically connected to at least one of the copper wires of the main cable, the plurality of terminal parts being connected to the bus bars to sense voltages of the battery cells; (c) a connecting part formed on one-side end of the main cable, and electrically and mechanically connected to the PCB; and (d) at least one temperature sensing part branched from the main cable, adjacent to the connecting part, while sharing at least one of the copper wires of the main cable, wherein at least two of (b) to (d) are made of an FFC.\nThat is, the interconnection member in accordance with the present disclosure includes connecting connectors for a voltage sensing part, the temperature sensing part, and the PCB, each of which has a wiring structure. The connecting connector is integrally formed with the main cable as a structure extending and branched from the main cable, so that the wiring structure becomes compact.\nParticularly, the main cable is made of the FFC that is extremely thin and lightweight, and thus there is no need to prepare a separate space and a plurality of fastening members such as screws, bolts, rivets, and coupling arms, for installing the interconnection member. In one example, the interconnection member is fixed in such a manner that the main cable is attached to some surfaces of the battery cell or a module case by means of insulating tape, to thereby achieve excellent space utilization and deletion of components required for coupling.\nIn addition, the connecting part may be made of an FFC so as to be electrically and mechanically coupled to an FFC connector provided in the PCB. The connecting part may extend from the main cable while sharing all the copper wires of the main cable. This also, as described above, may achieve better space utilization of the interconnection member and significantly reduce the number of components required for installation.\nAs described above, the terminal parts and the temperature sensing parts branched from the main cable should be short-circuited to each other so that the terminal parts and the temperature sensing parts have independent current circuits respectively. Therefore, in the present disclosure, the copper wires respectively shared by the terminal parts and the terminal parts may be short-circuited to each other.\nIn a specific example, the temperature sensing part may includes: a first extending part extending from the main cable while sharing at least one copper wire of the main cable; and a ceramic thermistor disposed on an end of the first extending part while being electrically connected to the first extending part.\nIn this case, the first extending part may be made of an FFC, and the ceramic thermistor may be attached to an outer surface of the battery cell. This also, as described above, may achieve better space utilization of the interconnection member and significantly reduce the number of components required for installation.\nIn this configuration, a temperature may be sensed by detecting a change in current that flows from the ceramic thermistor to the PCB via the extending part, and the connecting part.\nIn one specific example, each of the terminal parts may include: a second extending part that extends from the main cable; and a contact part that is electrically connected to the second extending part and contacts a voltage sensing terminal provided in the bus bar.\nAs an exemplary embodiment, the second extending part may be an FFC that extends from the main cable while sharing at least one copper wire of the main cable.\nThe exemplary embodiment, as described above, may maximize the space utilization by using the FFC having the thin thickness and may be simply attached by means of the insulating tape. Therefore, the space utilization of the interconnection member for the battery module may be maximized.\nIn addition, because of flexibility of the FFC, a wiring structure may be designed to be a compact size. It is more preferable when electrode terminals, which are connected to the terminal parts, of the battery cells are positioned in one direction.\nAlternatively, as another exemplary embodiment, the second extending part may be a wire coupled to at least one copper wire of the main cable by means of soldering.\nIn another exemplary embodiment as described above, the second extending part is made of a wire having high durability, and thus may be connected to the main cable while having a longer length. In other words, it is preferable in the case that the main cable is remote far from the battery cells due to a large size of the battery module. In addition, this wiring structure may be appropriate to the case that a wiring length becomes longer when the electrode terminals of the battery cells are disposed in several directions.\nThe contact part may have a ring shape so that the contact part is inserted and fastened to the voltage sensing terminal in a riveting manner. Through this riveting manner, a rivet of the voltage sensing terminal is fastened to the inside of the contact part to achieve mechanical and electrical coupling.\nAs another example, the contact part may be made of a plate-shaped plate so that the contact part is inserted and fastened to the voltage sensing terminal in a clamping manner.\nThe clamping manner may mean that voltage sensing terminals are pressed and deformed, in a state in which the contact part is disposed between the voltage sending terminals, to be mechanically fastened to the contact part.\nIn addition, the contact part may be made of a ring- or plate-shaped metal plate so that the contact part is coupled to the voltage sensing terminal by means of soldering or laser welding.\nIn another exemplary embodiment, a first clamping part may be coupled to the main cable in a clamping manner, as a configuration in which the second extending part is electrically connected to the copper wires of the main cable, and the contact part may include: branched wires which are branched from an end of the first clamping part; a second clamping part coupled to the branched wires in a clamping manner; and a plate-shaped plate contacting end which extends from the second clamping part and through which the contact part is coupled to the voltage sensing terminal by means of soldering or laser welding.\nThe clamping manner may mean that the first clamping part is physically pressed to accommodate the main cable therein, and this may be equally applied to the second clamping part and the branched wires.\nThe present disclosure also provides a battery module and a device including the battery module.\nThe battery module may include: a module laminated body in which at least two battery cells are laterally arranged; and a bus bar assembly that electrically connects electrode terminals of battery cells disposed on the front surface of the module laminated body.\nIn one specific example, the bus bar assembly may include: bus bars respectively coupled to the electrode terminals of the battery cells; and a main frame on which the bus bars are fixed and the PCB is mounted.\nThe interconnection member of the present disclosure may be fixed to the module laminated body in such a manner that the main cable is attached, along an outer surface of the module laminated body, by means of an insulating film or an adhesive.\nThat is, the main cable of the present disclosure is made of the FFC that is extremely thin and lightweight, and thus there is no need to prepare a separate space and a plurality of fastening members such as screws, bolts, rivets, and coupling arms, for installing the interconnection member. Therefore, a battery module with a more compact structure may be provided.\nThe device, for example, may include, but not limited to, laptop computers, netbooks, tablet personal computers, mobile phones, MP3 players, wearable electronic devices, power tools, electric vehicles (EVs), hybrid electric vehicles (HEVs), plug-in hybrid electric vehicles (PHEVs), electric bicycles (E-bikes), electric scooters (E-scooters), electric golf carts, or power storage systems.\nSince structures and manufacturing methods of these devices are well known in the art, detail descriptions thereof will be omitted in this disclosure.\nAs described above, an interconnection member of the present disclosure includes connecting connectors for a voltage sensing part, a temperature sensing part, and a PCB, each of which has a wiring structure. The connecting connector is integrally formed with a main cable as a structure extending and branched from the main cable, so that a wiring structure becomes compact.\nParticularly, the main cable is made of the FTC that is extremely thin and lightweight, and thus there is no need to prepare a separate space and a plurality of fastening members such as screws, bolts, rivets, and coupling arms, for installing the interconnection member.\n FIG. 1 is a schematic view of an interconnection member in accordance with an exemplary embodiment.\n FIG. 2 is a schematic view of an exemplary connection between a connecting part and a PCB connector of a PCB;\n FIG. 3 is a schematic view of a temperature sensing part.\n FIG. 4 is a schematic view of an interconnection member in accordance with another exemplary embodiment.\n FIG. 5 is a schematic view showing a bonded shape of a main cable and second extending parts.\n FIG. 6 is a schematic view showing a portion of an interconnection member in accordance with another exemplary embodiment.\n FIG. 7 is a schematic view showing a portion of a battery module in accordance with an exemplary embodiment including the interconnection member of FIG. 6.\n FIG. 8 is a schematic view of a battery module in accordance with another exemplary embodiment.\nHereinafter, although the present disclosure is described with reference to the drawings in accordance with exemplary embodiments, this is intended to provide a further comprehension of the present disclosure, and the scope of the present disclosure is not limited thereto.\n FIG. 1 illustrates a schematic view of an interconnection member in accordance with an exemplary embodiment.\nReferring to FIG. 1, an interconnection member 100 includes a main cable 110 made of a flexible flat cable (FFC) having a plurality of copper wires, terminal parts 120, a connecting part 130 disposed on an end of the main cable 110, and a temperature sensing part 140.\nEach of the terminal parts 120 includes a second extending part 124 that extends from the main cable 110, and a contact part 122 that is electrically connected to the second extending part 124 and contacts a voltage sensing terminal disposed in the bus bar.\nThe second extending parts 124 extends from one-side end of the main cable 110 while being spaced apart from each other at a predetermined distance, and also extends from the other end thereof while being spaced apart from each other at a predetermined distance, resulting in an approximately symmetrical configuration based on the main cable 110. This is merely one exemplary embodiment, so the second extending parts 124 may be asymmetrically arranged depending on an arrangement type of the battery cells.\nEach of the second extending parts 124 includes an FFC that extends from the main cable 110, while having at least one copper wire of the main cable 110.\nThat is, the terminal parts 120 connected to the battery cells are made of the FFC having a thin thickness. Therefore, space utilization of the interconnection member 100 may be maximized within the battery module, and an assembling process for the battery module may be simplified through a structure that is easily fixed by means of insulating tape and the like.\nThe contact part 122 has a ring shape so as to be inserted and fastened to the voltage sensing terminal in a riveting manner. The riveting manner, for example, means a configuration in which a rivet of the voltage sensing terminal is fastened to the inside of a ring of the contact part 122 to achieve mechanical and electrical coupling.\nThe connecting part 130 is a terminal of the main cable 110, which is electrically and mechanically coupled to an FFC connector provided on a PCB 10, and is made of an FFC as in the main cable 110. The connecting part 130 extends from the main cable 110, while sharing all the copper wires of the main cable 110.\nIn regard to this configuration, FIG. 2 illustrates a view of an exemplary connection between the connecting part and the FTC connector of the PCB 10.\nThe connecting part 130 may achieve the mechanical and electrical coupling between the interconnection member 100 and the PCB 10, with a convenient configuration in which the FFC having the thin thickness is inserted into a connector 12 of the PCB 10, when compared to a configuration in which the connecting part 130 is coupled on the PCB 10 by means of welding and the like.\nThe temperature sensing part 140 includes a first extending part 142 that extends from the main cable 110 while sharing at least one copper wire of the main cable 110, and a ceramic thermistor 144 provided on an end of the first extending part 142 while being electrically connected to the first extending part 142.\nIn regard to this configuration, FIG. 3 illustrates a schematic view of the temperature sensing part 140.\nReferring to FIG. 3, the first extending part 142 is made of an FFC, and the ceramic thermistor 144 may be attached to an outer surface of the battery cell. Therefore, through this configuration, better space utilization of the interconnection member 100 may be achieved, and the number of components required for installation may be significantly reduced.\nThe temperature sensing part 140 may sense a temperature by detecting a change in current that flows from the ceramic thermistor 144 to the PCB 10 via the extending part and connecting part 130.\n FIG. 4 illustrates an interconnection member in accordance with another exemplary embodiment.\nReferring to FIG. 4, an interconnection member 200 is similar to the interconnection member 100 of FIG. 1, except for a structure of a terminal part 220. Hereinafter, the structure of the terminal part 200 will be described in conjunction with FIG. 5 illustrating an image in which a main cable 210 is bonded to second extending parts 224.\nEach of the terminal parts 200 includes a second extending part 224 that extends from the main cable 210, and a contact part 222 that is electrically connected to the second extending part 224 and contacts a voltage sensing terminal disposed a bus bar. The second extending parts 224 include wires respectively coupled to copper wires of the main cable 210 by means of soldering.\nSuch a structure may be connected to the main cable 210, with a longer length, because a wire itself has high durability. Particularly, this may be preferable in case that the main cable 210 is remote far from the battery cells due to a large size of the battery module.\nReferring to FIG. 6, an interconnection member is similar to the interconnection member of FIG. 1 or FIG. 4, except for a structure of a terminal part. That is, the structure of the terminal part is different from the foregoing structures.\nIn particular, the terminal part 320 of the interconnection member includes a second extending part that extends from a main cable 310, and a contact part 330 that is electrically connected to the second extending part and contacts a voltage sensing terminal provided in the bus bar.\nIn this case, a first clamping part 324 is coupled to the main cable 310 in a clamping manner, as a configuration in which the second extending part is electrically connected to the copper wires of the main cable 310.\nThe contact part 330 includes branched wires 332 b branched from an end of the first clamping part 324, a second clamping part 332 c coupled to the branched wires 332 b in a clamping manner, and a plate-shaped plate contacting end 332 a which extends from the second clamping part 332 c and through which the contact part 330 is coupled to the voltage sensing terminal by means of soldering or laser welding.\nIn regard to this structure, FIG. 7 illustrates a schematic view showing a portion of a battery module in accordance with an exemplary embodiment, including the interconnection member of FIG. 6.\nReferring to FIG. 7 in conjunction with FIG. 6, the main cable 310 of the interconnection member is fixed to a module laminated body in such a manner that the main cable 310 is attached to an insulating film along the module laminated body, and the first clamping part 324 of the terminal part 320 is coupled to an end of the main cable 310.\nIn the terminal part 320, the branched wires 332 b are branched from the first clamping part 324, and the contact part 330 including the plate-shaped plate contacting end 332 a, which extends from the second clamping part 332 c, includes the second clamping part 332 c in a clamping manner, and thus the second clamping part 332 c is coupled to the branched wires 332 b. \nEach of the contact ends 332 a of the contact part 330 is coupled to a voltage sensing terminal 442 of a bus bar assembly, and this coupling may be achieved by means of, for example, soldering, ultrasonic welding, laser welding, resistance welding, and the like.\nAlso, FIG. 8 illustrates a schematic view showing a battery module in accordance with an exemplary embodiment.\nReferring to FIG. 8, a battery module 300 includes an interconnection member 330, a module laminated body 310 in which battery cells are laterally arranged, and a bus bar assembly 320 that electrically connects electrode terminals, which are disposed on the front and rear surface of the module laminated body 310, of the battery cells.\nThe bus bar assembly 320 includes bus bars 322 respectively coupled to the electrode terminals of the battery cells, and a main frame 326 on which the bus bars 322 are fixed and a PCB 324 is mounted.\nIn this case, the interconnection member 330 is fixed to the module laminated body 310 in such a manner that a main cable is attached by an insulating film along an outer surface of the module laminated body 310, and a connecting part disposed on one-side end of the interconnection member 330 comes into contact with the PCB 324.\nThat is, the main cable of the present disclosure is made of the FFC that is extremely thin and lightweight, and thus there is no need to prepare a separate space and a plurality of fastening members such as screws, bolts, rivets, and coupling arms, for installing the interconnection member. Therefore, a battery module with a more compact structure may be provided.\nIt will be apparent, by those skilled in the art to which the present disclosure pertains, that various applications and modifications can be made thereto, on the basis of the above-descriptions, within the scope of the present disclosure.\n | Provided is an interconnection member including: (a) a main cable made of a flexible flat cable (FFC) including a plurality of copper wires; (b) a plurality of terminal parts branched from the main cable and electrically connected to at least one of the copper wires of the main cable, the plurality of terminal parts being connected to the bus bars to sense voltages of the battery cells; (c) a connecting part formed on one-side end of the main cable, and electrically and mechanically connected to the PCB; and (d) at least one temperature sensing part branched from the main cable, adjacent to the connecting part, while sharing at least one of the copper wires of the main cable. | US:16/067,395 | https://patentimages.storage.googleapis.com/3e/06/8c/f6e31405d40673/US10903469.pdf | US:10903469 | Jae Hyeon JU, Jin Hong Park, Sang Hyuk Ma, Hyung Jun Ahn, Bo Hyon Kim | LG Chem Ltd | JP:S545781:U, JP:H07115219:A, US:6225778, JP:2001229741:A, JP:2001250520:A, JP:2002042903:A, KR:20090095949:A, JP:2009238728:A, US:20110091763:A1, CN:103270651:A, US:20140023897:A1, JP:2014527270:A, KR:20130125334:A, US:20130302651:A1, US:20150063423:A1, CN:102735367:A, US:20140370343:A1, CN:203675442:U, EP:2842797:A1, JP:2015118731:A, WO:2015197319:A1, CN:204216124:U, US:20160126601:A1, CN:105571740:A, US:20160133908:A1, CN:204788709:U | Not available | 2021-04-08 | 1. An interconnection member for connecting bus bars which are coupled to a printed circuit board (PCB) of a battery module and electrode terminals of battery cells, the interconnection member comprising:\n(a) a main cable made of a flexible flat cable (FFC) including a plurality of copper wires;\n(b) a plurality of terminal parts branched from the main cable and electrically connected to at least one of the plurality of copper wires of the main cable, the plurality of terminal parts being connected to the bus bars to sense voltages of the battery cells;\n(c) a connecting part formed on one-side end of the main cable, and electrically and mechanically connected to the PCB; and\n(d) at least one temperature sensing part branched from the main cable, adjacent to the connecting part, while sharing at least one of the plurality of copper wires of the main cable;\nwherein at least two of (b) to (d) are made of an FFC,\nwherein the at least one temperature sensing part comprises:\na first extending part extending from the main cable while sharing at least one copper wire of the plurality of copper wires of the main cable; and\na ceramic thermistor disposed on an end of the first extending part while being electrically connected to the first extending part,\nwherein the plurality of terminal parts and the at least one temperature sensing part branched from the main able are short-circuited to each other so that the plurality of copper wires of the main cable, which are respectively shared by the plurality of terminal parts and the at least one temperature sensing, are short-circuited to each other,\nwherein each of the plurality of terminal parts comprises:\na second extending part that extends from two sides of the main cable, respectively while being spaced from each other at a predetermined distance so as to result in a symmetrical configuration based on the main cable; and\na contact part that is electrically connected to the second extending part and contacts a voltage sensing terminal provided in the bus bars, and\n\n\nwherein the second extending part is an FFC that extends from the main cable while sharing at least one copper wire of the plurality of copper wires of the main cable.\n, (a) a main cable made of a flexible flat cable (FFC) including a plurality of copper wires;, (b) a plurality of terminal parts branched from the main cable and electrically connected to at least one of the plurality of copper wires of the main cable, the plurality of terminal parts being connected to the bus bars to sense voltages of the battery cells;, (c) a connecting part formed on one-side end of the main cable, and electrically and mechanically connected to the PCB; and, (d) at least one temperature sensing part branched from the main cable, adjacent to the connecting part, while sharing at least one of the plurality of copper wires of the main cable;, wherein at least two of (b) to (d) are made of an FFC,, wherein the at least one temperature sensing part comprises:\na first extending part extending from the main cable while sharing at least one copper wire of the plurality of copper wires of the main cable; and\na ceramic thermistor disposed on an end of the first extending part while being electrically connected to the first extending part,\nwherein the plurality of terminal parts and the at least one temperature sensing part branched from the main able are short-circuited to each other so that the plurality of copper wires of the main cable, which are respectively shared by the plurality of terminal parts and the at least one temperature sensing, are short-circuited to each other,\nwherein each of the plurality of terminal parts comprises:\na second extending part that extends from two sides of the main cable, respectively while being spaced from each other at a predetermined distance so as to result in a symmetrical configuration based on the main cable; and\na contact part that is electrically connected to the second extending part and contacts a voltage sensing terminal provided in the bus bars, and\n\n, a first extending part extending from the main cable while sharing at least one copper wire of the plurality of copper wires of the main cable; and, a ceramic thermistor disposed on an end of the first extending part while being electrically connected to the first extending part,, wherein the plurality of terminal parts and the at least one temperature sensing part branched from the main able are short-circuited to each other so that the plurality of copper wires of the main cable, which are respectively shared by the plurality of terminal parts and the at least one temperature sensing, are short-circuited to each other,, wherein each of the plurality of terminal parts comprises:\na second extending part that extends from two sides of the main cable, respectively while being spaced from each other at a predetermined distance so as to result in a symmetrical configuration based on the main cable; and\na contact part that is electrically connected to the second extending part and contacts a voltage sensing terminal provided in the bus bars, and\n, a second extending part that extends from two sides of the main cable, respectively while being spaced from each other at a predetermined distance so as to result in a symmetrical configuration based on the main cable; and, a contact part that is electrically connected to the second extending part and contacts a voltage sensing terminal provided in the bus bars, and, wherein the second extending part is an FFC that extends from the main cable while sharing at least one copper wire of the plurality of copper wires of the main cable., 2. The interconnection member of claim 1, wherein the connecting part is made of an FFC so as to be electrically and mechanically coupled to an FFC connector provided in the PCB., 3. The interconnection member of claim 1, wherein the first extending part is made of an FFC, and the ceramic thermistor is attached to an outer surface of a battery cell of the plurality of battery cells., 4. The interconnection member of claim 3, wherein a temperature is sensed by detecting a change in current that flows from the ceramic thermistor to the PCB via the first extending part and the connecting part., 5. The interconnection member of claim 1, wherein the connecting part extends from the main cable while sharing all of the plurality of copper wires of the main cable., 6. The interconnection member of claim 1, wherein the second extending part is a wire coupled to at least one copper wire of the plurality of copper wires of the main cable by means of soldering., 7. The interconnection member of claim 1, wherein the contact part has a ring shape so that the contact part is inserted and fastened to the voltage sensing terminal in a riveting manner., 8. The interconnection member of claim 1, wherein the contact part is made of a plate-shaped plate so that the contact part is inserted and fastened to the voltage sensing terminal in a clamping manner., 9. The interconnection member of claim 1, wherein, through the clamping manner, a plurality of voltage sensing terminals are pressed and deformed, in a state in which the contact part is disposed between the plurality of voltage sending terminals, to be mechanically fastened to the contact part., 10. The interconnection member of claim 1, wherein the contact part is made of a ring- or plate-shaped metal plate so that the contact part is coupled to the voltage sensing terminal by means of soldering or laser welding., 11. The interconnection member of claim 1, wherein a first clamping part is coupled to the main cable in a clamping manner, as a configuration in which the second extending part is electrically connected to the plurality of copper wires of the main cable, and\nwherein the contact part comprises:\nbranched wires which are branched from an end of the first clamping part;\na second clamping part coupled to the branched wires in a clamping manner; and\na plate-shaped plate contacting end which extends from the second clamping part and through which the contact part is coupled to the voltage sensing terminal by means of soldering or laser welding.\n, wherein the contact part comprises:, branched wires which are branched from an end of the first clamping part;, a second clamping part coupled to the branched wires in a clamping manner; and, a plate-shaped plate contacting end which extends from the second clamping part and through which the contact part is coupled to the voltage sensing terminal by means of soldering or laser welding., 12. A battery module comprising:\nthe interconnection member of claim 1;\na module laminated body in which at least two battery cells are laterally arranged; and\na bus bar assembly that electrically connects electrode terminals of battery cells disposed on at least one of a front surface and a rear surface of the module laminated body.\n, the interconnection member of claim 1;, a module laminated body in which at least two battery cells are laterally arranged; and, a bus bar assembly that electrically connects electrode terminals of battery cells disposed on at least one of a front surface and a rear surface of the module laminated body., 13. The battery module of claim 12, wherein the bus bar assembly comprises:\nthe bus bars respectively coupled to the electrode terminals of the battery cells; and\na main frame on which the bus bars are fixed and the PCB is mounted.\n, the bus bars respectively coupled to the electrode terminals of the battery cells; and, a main frame on which the bus bars are fixed and the PCB is mounted., 14. The battery module of claim 12, wherein the interconnection member is fixed to the module laminated body in such a manner that the main cable is attached, along an outer surface of the module laminated body, by means of an insulating film or an adhesive., 15. A device comprising the battery module of claim 12. | US | United States | Active | H | True |
| 511 | 车辆 \n | CN105247754A | 技术领域本发明涉及车辆，尤其是涉及搭载构成为能够与车辆外部之间进行充放电的蓄电装置的车辆。背景技术近年来，关于将搭载于车辆的蓄电装置的电力向家庭侧供给、或通过家庭侧的电力对车载的蓄电装置进行充电的电力供给系统，提出了各种方案。在日本特开2012-170259号公报(专利文献1)中公开了这样的电力供给系统的一例。对于例如能够对车载电池进行充电的车辆，存在从外部向具备DC连接器、AC连接器以及蓄电装置的车辆供给电力的电力供给系统等。在日本特开2012-209995号公报(专利文献2)中公开了这样的电力供给系统的一例。在这样的电力供给系统中，车辆侧控制部从与DC连接器连接的DC插头接收包括控制用的电源电位以及接地电位的各种信号，基于这些各种信号来对搭载于车辆的电池进行充电。DC插头连接于车外的充电器，该充电器由外部的电力驱动。现有技术文献专利文献专利文献1：日本特开2012-170259号公报专利文献2：日本特开2012-209995号公报发明内容发明要解决的问题在上述那样的车辆中，以对车外的充电器供给电力为前提进行控制。因此，在未对充电器供给电力的情况下，控制用的电源电位不会供给到车辆侧，无法进行通信和/或继电器的开闭。因此，在应急时，在充电器产生停电的情况下，存在如下问题：即使想要从搭载于车辆的电池向车辆外部取出电力，也无法进行向DC连接器输出电力的控制。另外，即使进行基于太阳光和/或风力等的自家发电，也会存在在产生商用电源的停电时无法对车辆的电池充电。本发明的目的在于提供即使车外的送受电装置产生了停电也能够进行充放电的车辆。用于解决问题的方案本发明简要地说，是能够向车外供给电力的车辆，其中，所述车辆具备：蓄电装置；使得蓄电装置的电力能够充放的第1连接器；使得蓄电装置的电力能够充放的第2连接器；以及控制装置，其控制经由第1连接器的充放电以及经由第2连接器的充放电。控制装置，根据设于与第1连接器连接的第1插头的操作部的操作，选择并执行从蓄电装置经由第1连接器的放电、经由第1连接器向蓄电装置的充电、从蓄电装置经由第2连接器的放电、以及经由第2连接器向蓄电装置的充电中的任一者。优选的是，操作部构成为能够发送：充电指示或放电指示；和充电或放电的执行指示。控制装置，经由第1连接器接收操作部的状态，在被赋予了放电指示且被赋予了执行指示的情况下，执行从蓄电装置向车辆外部的放电，在被赋予了充电指示并且被赋予了执行指示的情况下，从车辆外部接受电力来执行向蓄电装置的充电。进一步优选的是，控制装置，在与第2连接器连接的第2插头为未连接的状态下经由第1连接器接收到执行指示和放电指示的情况下，执行经由第1连接器从蓄电装置向车辆外部的放电。控制装置，在第2插头连接于第2连接器的状态下经由第1连接器接收到执行指示和放电指示的情况下，执行经由第2连接器从蓄电装置向车辆外部的放电。优选的是，第2连接器构成为能够连接第2插头，所述第2插头设于一端连接于电力调节站的电缆的另一端。操作部能够为能够发送第1模式信号和模式与第1模式信号不同的信号。控制装置，在第2插头连接于第2连接器的状态下经由第1连接器接收到第1模式信号的情况下，经由第1连接器或第2连接器从车辆外部接受电力来执行向蓄电装置的充电，控制装置，在第2插头连接于第2连接器的状态下经由第1连接器接收到与第1模式信号不同的信号的情况下，执行经由第1连接器或第2连接器从蓄电装置向车辆外部的放电。进一步优选的是，第2连接器包括从电力调节站接收下述信号的输入节点，该信号是用于指令开始从蓄电装置向电力调节站放电的信号。在第1插头连接于第1连接器并且第2插头连接于第2连接器的状态下经由第1连接器接收到第2模式信号和放电指示的情况下，控制装置取代电力调节站而向输入节点输出用于指令开始放电的信号。进一步优选的是，第2连接器构成为能够连接第2插头，所述第2插头设于一端连接于电力调节站的电缆的另一端，车辆还具备第1CAN通信部，电力调节站包括第2CAN通信部，控制装置，在第2插头连接于第2连接器的状态下接收到来自操作部的指示的情况下，使第1CAN通信部起动并执行通信。优选的是，第1连接器为交流电力用的连接器，第2连接器为直流电力用的连接器。发明的效果根据本发明，即使在车外的送受电装置产生了停电的情况下，也能够在车辆与送受电装置之间进行充放电。附图说明图1是混合动力车辆100的整体框图。图2是用于说明来自车辆的交流电力的充放电的图。图3是供电连接器600的概略图。图4是用于说明使用图3的供电连接器的情况下的供电动作的框图。图5是用于概略地说明直流充电模式、直流放电模式的图。图6是表示与直流充电模式以及直流放电模式关联的车辆、电力调节器以及供电连接器的结构的图。图7是用于说明ECU为了应急时的DC充放电而执行的控制的第1例的流程图。图8是用于说明ECU为了应急时的DC充放电而执行的控制的第2例的流程图。具体实施方式以下，参照附图详细说明本发明的实施方式。此外，对图中相同或相当的部分标注相同标号并且不反复进行其说明。[车辆以及交流充电电缆的说明]图1是混合动力车辆100的整体框图。参照图1，车辆100具备蓄电装置110、系统主继电器(SystemMainRelay：SMR)115、PCU(PowerControlUnit：功率控制单元)120、空气调节装置125、电动发电机130、135、动力传递装置140、驱动轮150、发动机160、以及作为控制装置的ECU(ElectronicControlUnit：电子控制单元)300。PCU120包括转换器121、变换器122、123、以及电容器C1、C2。蓄电装置110是构成为能够充放电的电力储藏要素。蓄电装置110例如构成为包括锂离子电池、镍氢电池或铅蓄电池等二次电池、或双电层电容器等蓄电元件。蓄电装置110经由正电力线PL1以及负电力线NL1连接于PCU120。并且，蓄电装置110将用于产生车辆100的驱动力的电力向PCU120供给。另外，蓄电装置110对由电动发电机130、135发电得到的电力进行储蓄。蓄电装置110的输出例如是200V左右。蓄电装置110包括均未图示的电压传感器以及电流传感器，将由这些传感器检测出的蓄电装置110的电压VB以及电流IB向ECU300输出。SMR115所包含的继电器的一方连接于蓄电装置110的正极端以及与PCU120连接的正电力线PL1，另一方的继电器连接于蓄电装置110的负极端以及负电力线NL1。并且，SMR115基于来自ECU300的控制信号SE1对蓄电装置110与PCU120之间的电力的供给与切断进行切换。转换器121基于来自ECU300的控制信号PWC来在正电力线PL1以及负电力线NL1与正电力线PL2以及负电力线NL1之间进行电压变换。变换器122、123并联连接于正电力线PL2以及负电力线NL1。变换器122、123分别基于来自ECU300的控制信号PWI1、PWI2，将从转换器121供给的直流电力变换为交流电力而分别驱动电动发电机130、135。电容器C1设置于正电力线PL1与负电力线NL1之间，减少正电力线PL1与负电力线NL1间的电压变动。另外，电容器C2设置于正电力线PL2与负电力线NL1之间，减少正电力线PL2与负电力线NL1间的电压变动。电动发电机130、135是交流旋转电机，例如是具备埋设有永磁体的转子的永磁体型同步电动机。电动发电机130、135的输出转矩经由动力传递装置140传递到驱动轮150，而使车辆100行驶，所述动力传递装置140构成为包括减速器、动力分配机构。电动发电机130、135能够在车辆100的再生制动动作时利用驱动轮150的转矩进行发电。并且，该发电电力通过PCU120而变换为蓄电装置110的充电电力。另外，电动发电机130、135也经由动力传递装置140与发动机160结合。然后，通过利用ECU300使电动发电机130、135与发动机160协调动作来产生必要的车辆驱动力。而且，电动发电机130、135能够利用发动机160的旋转进行发电，能够使用该发电电力对蓄电装置110进行充电。此外，在本实施方式中，电动发电机135专门用作用于驱动驱动轮150的电动机，电动发电机130专门用作由发动机160驱动的发电机。此外，在图1中，例示了设置有2个电动发电机的结构，但电动发电机的数量不限于此，也可以设为电动发电机为1个情况、或设置有比2个多的电动发电机的结构。另外，车辆100也可以是不搭载发动机的电动汽车，也可以是燃料电池车。车辆100包括充电器200、充电继电器CHR210、作为交流连接部的AC接入口220、充放电继电器707、以及作为直流连接部的DC接入口702，作为用于利用来自外部交流电源500的电力对蓄电装置110进行充电的结构。在DC接入口702连接后面图5、图6所说明的用于进行直流充放电的插头。在AC接入口220连接充电电缆400的充电连接器410。并且，来自外部交流电源500的电力经由充电电缆400传递到车辆100。充电电缆400除了充电连接器410以外，还包括用于与外部交流电源500的插座510连接的插头420和将充电连接器410以及插头420连接的电力线440。在电力线440中介入地插入有用于对来自外部交流电源500的电力的供给以及切断进行切换的充电电路切断装置(以下，也称作CCID(ChargingCircuitInterruptDevice))430。充电器200经由电力线ACL1、ACL2连接于AC接入口220。另外，充电器200经由CHR210连接于蓄电装置110。充电器200由来自ECU300的控制信号PWD控制，将从AC接入口220供给的交流电力变换为蓄电装置110的充电电力。车辆100还包括AC100V变换器201和放电继电器DCHR211作为用于向外部供给电力的结构。此外，AC接入口220也作为输出交流电力的连接部而共用。关于在交流电力的放电时连接于接入口的结构，后面使用图2～图4进行说明。AC100V变换器201还能够将来自蓄电装置110的直流电力或由电动发电机130、135发电并通过PCU120变换得到的直流电力变换为交流电力而向车辆外部供电。此外，也可以取代AC100V变换器201而设置其他输出交流电压或直流电压的装置。另外，充电器200和AC100V变换器201也可以是能够进行充电以及供电的双向的电力变换的1个装置。CHR210由来自ECU300的控制信号SE2控制，对充电器200与蓄电装置110之间的电力的供给和切断进行切换。DCHR210由来自ECU300的控制信号SE3控制，对AC接入口220与AC100V变换器201之间的电力路径的连接和切断进行切换。此外，在图1所示的充电时，CHR210被控制为连接状态，DCHR211被控制为切断状态。ECU300包括用于预先存储空气调节装置等的初始设定的非易失性存储器370。虽然均为在图1中图示，ECU300还包括CPU(CentralProcessingUnit：中央处理器)、存储装置以及输入输出缓存，进行来自各传感器等的信号的输入和/或向各设备的控制信号的输出，并且进行蓄电装置110以及车辆100的各设备的控制。此外，关于这些控制，不限于通过软件进行的处理，也可以通过专用的硬件(电子电路)进行处理。ECU300基于来自蓄电装置110的电压VB以及电流IB的检测值来运算蓄电装置110的充电状态SOC(StateofCharge)。ECU300从充电连接器410接收表示充电电缆400的连接状态的近似检测信号PISW(以下，称作检测信号PISW)。另外，ECU300从充电电缆400的CCID430接收控制导频信号CPLT(以下称作导频信号CPLT)。ECU300基于这些信号执行充电动作。此外，在图1中，设为作为ECU300设置1个控制装置的结构，但例如也可以设为如PCU120用的控制装置和/或蓄电装置110用的控制装置等那样按照各功能或按照控制对象设备设置单独的控制装置的结构。[交流充电模式的说明]导频信号CPLT以及检测信号PISW、和AC接入口220以及充电连接器410的形状、端子配置等结构例如基于美国的SAE(SocietyofAutomotiveEngineers：美国机动车工程师学会)和/或国际电工委员会(InternationalElectrotechnicalCommission：IEC)等而标准化。CCID430包括均未图示的CPU、存储装置、以及输入输出缓存，进行各传感器以及控制导频信号的输入输出，并且控制充电电缆400的充电动作。此外，导频信号CPLT的电位由ECU300操作。另外，占空因数基于能够从外部交流电源500经由充电电缆400向车辆100供给的额定电流而设定。在导频信号CPLT的电位从规定的电位降低时，导频信号CPLT以规定的周期振荡。在此，基于能够从外部交流电源500经由充电电缆400向车辆100供给的额定电流设定导频信号CPLT的脉冲幅度。即，根据由脉冲幅度与该振荡周期之比表示的占空，使用导频信号CPLT从CCID430中的控制导频电路向车辆100的ECU300通知额定电流。此外，额定电流按照各个充电电缆而设定，若充电电缆400的种类不同则额定电流也不同。因此，对于每个充电电缆400，导频信号CPLT的占空也不同。ECU300能够基于所接收到的导频信号CPLT的占空来检测能够经由充电电缆400向车辆100供给的额定电流。若CCID430内部的继电器的触点闭合，则充电器200被赋予来自外部交流电源500的交流电力，从外部交流电源500向蓄电装置110的充电准备完成。ECU300通过对充电器200输出控制信号PWD，来将来自外部交流电源500的交流电力变换为蓄电装置110能够充电的直流电力。然后，ECU300通过输出控制信号SE2而使CHR210的触点闭合，来执行对蓄电装置110的充电。图2是用于说明来自车辆的交流电力的充放电的图。如图2的上部分所示，在能够进行外部充电的车辆100中，能够将来自外部交流电源500等车辆外部的电源的电力储存于车辆的蓄电装置110。[交流放电模式的说明]另一方面，研究了如所谓的智能电网那样，将车辆看作电力供给源，将储存于车辆的电力向车辆外部的电气设备供给的技术。另外，车辆也有时用作在野营、屋外处的作业等中使用电气设备的情况下的电源。在该情况下，若能够如图2所示在进行外部充电时经由连接充电电缆400的AC接入口220从车辆进行电力供给，则无需另外设置电气设备连接用的出口，能够无需或减少车辆侧的改造，因此优选。因此，如图2的下部分所示，提供如下变换用的供电连接器600：通过在外部充电时将该供电连接器600连接于供充电电缆400连接的AC接入口220，能够将车辆外部的电气设备700的电源插头710直接连接于车辆100，并且能够将来自车辆100的电力经由AC接入口220向车辆外部的电气设备700供给(以下，也称作“外部供电”)。供电连接器600具备具有与图1说明的充电电缆400的充电连接器410的端子部同样的形状的端子部，能够取代充电电缆400而连接于车辆100的AC接入口220。通过连接该供电连接器600，如以下所说明的那样，能够通过车辆100的AC100V变换器201将储存于作为电力产生装置的蓄电装置110的直流电力变换为电气设备700能够使用的交流电力(例如AC100V、200V等)，向电气设备700供给电力。此外，作为车辆100的电力产生装置，除了上述蓄电装置110之外，在图1所示的那样的具有发动机160的混合动力汽车的情况下，包括发动机160以及电动发电机130。在该情况下，使用马达驱动装置180以及AC100V变换器201将由发动机160驱动电动发电机130而产生的发电电力(交流电力)变换为电气设备700能够使用的交流电力，向电气设备700供给电力。而且，虽然未在图1中图示，也能够使用来自用于向车辆100所包含的辅机装置供给电源电压的辅机电池的电力。或者，在车辆100为燃料电池车的情况下，也可以供给由燃料电池发出的电力。即，蓄电装置110的电力能够经由AC100V变换器201向AC接入口220供给。储存于蓄电装置110的电力、或者通过发动机160的驱动而得到的发电电力经由供电连接器600供给到电气设备700。此外，在图1所示的结构中，分别设置专门进行外部充电的电力变换装置和专门进行外部供电的电力变换装置，但作为充电器200，也可以设置能够进行外部充电和外部供电的双向的电力变换动作的1个电力变换装置。图3是供电连接器600的概略图。参照图3，在供电连接器600设置嵌合部605、操作部615、616。嵌合部605具有与AC接入口220对应的形状，以能够嵌合于AC接入口220。操作部615是用于指示供电开始的开关，操作部616是用于在充电与放电之间进行切换的开关。在供电连接器600设置能够连接外部的电气设备700的电源插头710的输出部610。也可以使输出部610与供电连接器600分体构成，并将输出部610与供电连接器600通过电缆连接。在供电连接器600连接于AC接入口220时，在车辆100中执行供电动作，通过AC接入口220以及供电连接器600将来自车辆100的电力向电气设备700供给。图4是用于说明使用图3的供电连接器的情况下的供电动作的框图。此外，在图4中，不反复进行关于标注了与图1相同的参照标号的重复的要素的说明。参照图4，搭载于车辆100的ECU300包括电源节点350、上拉电阻R10以及下拉电阻R15、CPU310、电阻电路320、和输入缓存340。电阻电路320是用于从车辆100侧操作导频信号CPLT的电位的电路。输入缓存340接收检测信号PISW，将该接收的检测信号PISW向CPU310输出。此外，从ECU300向连接信号线L3施加有电压，检测信号PISW的电位根据充电连接器410向AC接入口220的连接而变化。CPU310通过检测该检测信号PISW的电位来检测充电连接器410的连接状态以及嵌合状态。CPU310从输入缓存340接收检测信号PISW。CPU310检测检测信号PISW的电位，检测供电连接器600的连接状态以及嵌合状态。若供电连接器600连接于AC接入口220，则车辆100侧的电力线ACL1、ACL2与输出部610经由电力传递部606电连接。供电连接器600具备连接于连接信号线L3的连接部601、连接于连接部601以及控制导频线L1的连接部602、连接于接地线L2的连接部603、以及连接电路604。连接部601在供电连接器600安装于AC接入口220时与连接信号线L3电连接。连接部602在供电连接器600安装于AC接入口220时与控制导频线L1电连接。连接部603在供电连接器600安装于AC接入口220时与接地线L2电连接。供电连接器600还包括电阻R30、R31以及开关SW30。在供电连接器600连接于AC接入口220时，电阻R30、R31在连接信号线L3与接地线L2之间串联连接。开关SW30与电阻R31并联连接。开关SW30在供电连接器600牢固地嵌合于AC接入口220的状态下触点闭合。即，开关SW30是常闭开关。在供电连接器600从AC接入口220切离了的状态下以及在供电连接器600与AC接入口220的嵌合状态不牢固的情况下，开关SW30的触点断开。另外，开关SW30也可通过对操作部615进行操作而触点断开。因此，开关SW30的状态在将供电连接器600安装于车辆100时、以及将供电连接器600从车辆100卸下时会发生变化。CPU310在供电连接器600连接于AC接入口220时能够通过由电阻R10、R15、R30、R31的组合决定的合成电阻来判定供电连接器600的连接状态以及嵌合状态。供电连接器600除了开关SW30以外还具备开关SW10。开关SW10在连接电路604上设置于连接部601与连接部602之间。开关SW10是常开。开关SW10以及开关SW30通过被操作部615操作而连动。若用户操作操作部615，则开关SW10闭合，开关SW30断开。若未操作操作部615，则开关SW10断开，开关SW30闭合。在开关SW10闭合时，连接电路604将连接部601与连接部602连接。因此，在供电连接器600安装于AC接入口220且开关SW10被操作时，连接电路604将连接信号线L3与控制导频线L1连接。此外，也可以将开关SW30设为常开、将开关SW10设为常闭。在该情况下，若用户操作操作部615，则开关SW10断开，开关SW30闭合。即，也可以是，若操作部615未被操作，则开关SW10闭合，开关SW30断开。开关SW10以及开关SW30为了使连接信号线L3的电位和控制导频线L1的电位变化而设置。CPU310根据连接信号线L3的电位的变化模式和控制导频线L1的电位的变化模式对安装供电连接器600进行识别。更具体而言，若连接信号线L3的电位与控制导频线L1的电位同步增大且之后同步降低，则CPU310识别为安装了供电连接器600。关于开关SW30的通常状态和开关SW10的通常状态的组合、操作部615的操作次数等，能够进行各种变形。对于ECU300，只需以将变形了的组合识别为相对应的状态的方式变更软件等即可。CPU310在识别为连接有供电连接器600时，进行控制以使CHR210断开、使DCHR211接通并且使AC100V变换器201进行供电动作，将来自蓄电装置110的电力向外部的电气设备700供给。而且，在蓄电装置110的SOC降低了的情况下、或存在来自用户的指示的情况下，CPU310驱动发动机160而由电动发电机130进行发电，将该发电电力向电气设备700供给。[直流充电模式、直流放电模式的说明]图5是用于说明直流充电模式、直流放电模式的概略的图。参照图5，直流充电模式是使用外部直流电源的电力对车辆的蓄电装置进行充电的模式。大多情况下，直流充电模式能够进行速度比交流充电模式高的充电。通常，在直流充电模式中，来自向家庭1000提供的商用电源的交流电力由外部电力调节站(以下，称作外部PCS)900变换为直流电力并经由DC充电插头901以及DC接入口702向蓄电装置110供给。在该情况下，通常AC接入口220不连接任何部件。另一方面，在为应急时商用电源处于停电期间的情况下，若能够从车辆100向家庭1000供给电力则会便利。但是，在该情况下，若商用电源停电则有时无法由外部PCS900产生控制用的电源电压。于是，即使车辆100的蓄电装置110中储存有电力，在该状态下也既无法与外部PCS900进行通信也无法与外部PCS900进行送受电。因此，本实施方式的车辆100构成为能够变更为在应急时能够由车辆内部产生在通常时应该从外部PCS900施加的控制用电源电位。作为输入用于变更该结构的指令的输入装置，使用供电连接器600的操作部615。可以设想供电连接器600为了应对应急时而预先装载于车辆，因此供电连接器600在这样的情况下也能够使用的可能性高。图6是表示与直流充电模式以及直流放电模式关联的车辆、电力调节器以及供电连接器的结构的图。[通常时的直流充电模式的说明] | 车辆(100)具备蓄电装置(110)、使得蓄电装置(110)的电力能够充放的第1连接器(220)、使得蓄电装置(110)的电力能够充放的第2连接器(702)、以及控制经由第1连接器的充放电以及经由第2连接器的充放电的ECU(300)。ECU(300)，根据设于与第1连接器连接的第1插头(410或600)的操作部(415或615、616)的操作，选择并执行从蓄电装置(110)经由第1连接器的放电、经由第1连接器向蓄电装置(110)的充电、从蓄电装置(110)经由第2连接器的放电、经由第2连接器向蓄电装置(110)的充电中的任一者。 | CN:201380074442.4A | https://patentimages.storage.googleapis.com/b4/b2/5e/7340992b693594/CN105247754A.pdf | NaN | 小野亨 | Toyota Motor Corp | CN:101218119:A, JP:2007252117:A, CN:102452325:A, JP:2012228034:A, US:20130020993:A1, JP:2013051772:A | Not available | 2016-01-13 | 1.一种车辆，能够向车外供给电力，其中，所述车辆具备：, 蓄电装置；, 使得所述蓄电装置的电力能够充放的第1连接器；, 使得所述蓄电装置的电力能够充放的第2连接器；以及, 控制装置，其控制经由所述第1连接器的充放电以及经由所述第2连接器的充放电，, 所述控制装置，根据设于与所述第1连接器连接的第1插头的操作部的操作，选择并执行从所述蓄电装置经由所述第1连接器的放电、经由所述第1连接器向所述蓄电装置的充电、从所述蓄电装置经由所述第2连接器的放电以及经由所述第2连接器向所述蓄电装置的充电中的任一者。, \n \n, 2.根据权利要求1所述的车辆，, 所述操作部构成为能够发送：充电指示或放电指示；和充电或放电的执行指示，, 所述控制装置，经由所述第1连接器接收所述操作部的状态，在被赋予了所述放电指示并且被赋予了所述执行指示的情况下，执行从所述蓄电装置向车辆外部的放电，在被赋予了所述充电指示并且被赋予了所述执行指示的情况下，从车辆的外部接受电力来执行向所述蓄电装置的充电。, \n \n, 3.根据权利要求2所述的车辆，, 所述控制装置，在与所述第2连接器连接的第2插头为未连接的状态下经由所述第1连接器接收到所述执行指示和所述放电指示的情况下，执行经由所述第1连接器从所述蓄电装置向车辆外部的放电，, 所述控制装置，在所述第2插头连接于所述第2连接器的状态下经由所述第1连接器接收到所述执行指示和所述放电指示的情况下，执行经由所述第2连接器从所述蓄电装置向车辆外部的放电。, \n \n, 4.根据权利要求1所述的车辆，, 所述第2连接器构成为能够连接第2插头，所述第2插头设于一端连接于电力调节站的电缆的另一端，, 所述操作部构成为能够发送第1模式信号和模式与所述第1模式信号不同的信号，, 所述控制装置，在所述第2插头连接于所述第2连接器的状态下经由所述第1连接器接收到所述第1模式信号的情况下，经由所述第1连接器或所述第2连接器从车辆的外部接受电力来执行向所述蓄电装置的充电，, 所述控制装置，在所述第2插头连接于所述第2连接器的状态下经由所述第1连接器接收到与所述第1模式信号不同的信号的情况下，执行经由所述第1连接器或所述第2连接器从所述蓄电装置向车辆外部的放电。, \n \n, 5.根据权利要求4所述的车辆，, 所述操作部构成为能够发送：充电指示或放电指示；和充电或放电的执行指示，, 所述第2连接器包括从所述电力调节站接收下述信号的输入节点，该信号是用于指令开始从所述蓄电装置向所述电力调节站放电的信号，, 在所述第1插头连接于所述第1连接器并且所述第2插头连接于所述第2连接器的状态下经由所述第1连接器接收到所述充电指示或所述放电指示的情况下，所述控制装置取代所述电力调节站而向所述输入节点输出所述的用于指令开始放电的信号。, \n \n, 6.根据权利要求2所述的车辆，, 所述第2连接器构成为能够连接第2插头，所述第2插头设于一端连接于电力调节站的电缆的另一端，, 所述车辆还具备第1CAN通信部，, 所述电力调节站包括第2CAN通信部，, 所述控制装置，在所述第2插头连接于所述第2连接器的状态下接收到来自所述操作部的指示的情况下，使所述第1CAN通信部起动并执行通信。, \n \n, 7.根据权利要求1所述的车辆，, 所述第1连接器为交流电力用的连接器，, 所述第2连接器为直流电力用的连接器。 | CN | China | Granted | B | True |
| 512 | 电动汽车及其高压电气集成系统 \n | CN218085085U | NaN | 本实用新型提供了一种电动汽车及其高压电气集成系统，包括第一电源集成设备和第二电源集成设备；第一电源集成设备包括第一高压配电装置和电压变换装置；第二电源集成设备包括第二高压配电装置和慢充装置；第一高压配电装置与电动汽车的高压电池、电压变换装置、第二高压配电装置以及电动汽车的第一高压负载相连；电压变换装置与电动汽车的低压电池相连；第二高压配电装置还与电动汽车的直流充电接口、慢充装置以及电动汽车的第二高压负载相连；慢充装置还与电动汽车的交流充电接口相连。采用本实用新型的技术方案，有效减小了高压电气集成系统的体积、线束成本，使得高压电气集成系统能够小型化、轻量化。 | CN:202222298202.1U | https://patentimages.storage.googleapis.com/a6/b8/55/030bc34eb717ed/CN218085085U.pdf | CN:218085085:U | 林俐, 高冉, 张小敏, 王鹏 | Weilai Automobile Technology Anhui Co Ltd | NaN | Not available | 2020-05-26 | 1.一种电动汽车的高压电气集成系统，其特征在于，包括第一电源集成设备和第二电源集成设备；, 所述第一电源集成设备包括第一高压配电装置和电压变换装置；所述第二电源集成设备包括第二高压配电装置和慢充装置；, 所述第一高压配电装置与所述电动汽车的高压电池、所述电压变换装置、所述第二高压配电装置以及所述电动汽车的第一高压负载相连；所述电压变换装置与所述电动汽车的低压电池相连；, 所述第二高压配电装置还与所述电动汽车的直流充电接口、所述慢充装置以及所述电动汽车的第二高压负载相连；所述慢充装置还与所述电动汽车的交流充电接口相连；, 在直流快充模式下，充电桩经由所述直流充电接口、所述第二高压配电装置和所述第一高压配电装置向所述高压电池充电；, 在交流慢充模式下，充电桩经由所述交流充电接口、所述慢充装置、所述第二高压配电装置和所述第一高压配电装置向所述高压电池充电；, 在整车运行模式下，所述高压电池经由所述第一高压配电装置向所述第一高压负载供电，经由所述第一高压配电装置和所述第二高压配电装置向所述第二高压负载供电，以及，经由所述电压变换装置向所述低压电池充电。, 2.根据权利要求1所述的电动汽车的高压电气集成系统，其特征在于，所述交流充电接口和所述直流充电接口集成设置在所述电动汽车的尾部；, 所述第一电源集成设备设置在所述电动汽车的头部；, 所述第二电源集成设备设置在所述电动汽车的尾部。, 3.根据权利要求1所述的电动汽车的高压电气集成系统，其特征在于，所述第一高压负载包括加热器和空调压缩机；, 所述第一高压配电装置包括与所述加热器以及所述空调压缩机相连的第一支路；且所述第一支路上设置有第一保护装置。, 4.根据权利要求1所述的电动汽车的高压电气集成系统，其特征在于，所述第一高压负载还包括第一驱动装置；, 所述第一高压配电装置还包括与所述第一驱动装置相连的第二支路；且所述第二支路上设置有第二保护装置。, 5.根据权利要求1所述的电动汽车的高压电气集成系统，其特征在于，所述第一高压配电装置还包括与所述电压变换装置相连的第三支路；且所述第三支路上设置有第三保护装置。, 6.根据权利要求1所述的电动汽车的高压电气集成系统，其特征在于，所述电压变换装置与所述低压电池之间设置有第四保护装置。, 7.根据权利要求1所述的电动汽车的高压电气集成系统，其特征在于，所述第二高压配电装置包括与所述直流充电接口相连的第四支路；, 所述第四支路上设置有用于控制所述电动汽车进入直流快充模式的控制开关。, 8.根据权利要求7所述的电动汽车的高压电气集成系统，其特征在于，所述第二高压负载包括第二驱动装置；, 所述第二高压配电装置包括与所述第二驱动装置相连的第五支路；, 所述第四支路以及所述第五支路与所述第一高压配电装置之间设置有第五保护装置。, 9.根据权利要求1所述的电动汽车的高压电气集成系统，其特征在于，所述第二高压配电装置还包括与所述慢充装置相连的第六支路；, 所述第六支路上设置有第六保护装置。, 10.一种电动汽车，其特征在于，包括权利要求1-9中任一项所述的高压电气集成系统。 | CN | China | Active | Y | True |
| 513 | 适配器、使用该适配器进行电力供给的车辆以及方法 \n | CN103444042A | 技术领域本发明涉及适配器、使用该适配器进行电力供给的车辆以及方法，更加特定地涉及将由车辆产生的电力供给到外部的电气设备的技术。背景技术近年，作为关心环境的车辆，搭载蓄电装置（例如二次电池、电容器器等）并使用由蓄积于蓄电装置的电力所产生的驱动力来行驶的车辆受到关注。在这样的车辆中，例如包含电动汽车、混合动力汽车、燃料电池车等。而且，提出了将搭载于这些车辆的蓄电装置通过发电效率高的商用电源来充电的技术。在混合动力车中，与电动汽车相同，也已知能够从车辆外部的电源（以下也简称为“外部电源”。）进行车载的蓄电装置的充电（以下也简称为“外部充电”。）的车辆。例如，已知通过将设置于房屋的插座与设置于车辆的充电口用充电电缆连接，能够从一般家庭的电源进行蓄电装置的充电的所谓“插电式混合动力车”。由此，能够期待提高混合动力汽车的燃料经济性。在这样的能够进行外部充电的车辆中，如智能电网等所示，研究了将车辆认作电力供给源，从车辆对车辆外部的一般的电气设备供给电力的构想。此外，作为在露营、屋外的作业等中使用电气设备的情况下的电源，有时也使用车辆。日本特开2010-035277号公报（专利文献1）公开了如下的充放电系统：在能够使用充电电缆对搭载于车辆的电池进行充电的车辆中，能够使用能与车辆外部的电气负载的电源插头连接的不同于充电电缆的供电专用的电力电缆，将来自车辆的电力供给至电气负载。现有技术文献专利文献1：日本特开2010-035277号公报发明内容发明要解决的问题但是，在日本特开2010-035277号公报（专利文献1）所公开的系统中，需要个别地提供充电用及供电用的电缆，需要在充电时和供电时更换使用的电力电缆。因此，有可能由于准备2种电缆而导致成本增加，并且由于电缆的更换而使用户的操作变复杂。本发明是为了解决这样的问题而完成的，其目的在于提供一种在能够进行外部充电的车辆中用于使用充电用的电力电缆将电力从车辆供给至外部的电气设备的变换适配器。用于解决问题的手段本发明的适配器，是在能够进行使用经由充电电缆从外部电源供给的电力对所搭载的蓄电装置充电的外部充电的车辆中，在将来自包含蓄电装置的电力源的电力使用充电电缆供给到车辆外部的电气设备时使用的适配器。适配器具备：第1连接部，其能够连接在外部充电时充电电缆中与外部电源连接的电源插头；和第2连接部，其与第1连接部电连接，并且能够连接电气设备的电源插头。优选，适配器还具备信号生成部，该信号生成部构成为通过适配器与充电电缆连接而生成指示供电的信号。车辆对指示供电的信号进行响应，将来自电力源的电力经由与车辆连接的充电电缆供给到电气设备。优选，车辆包含：用于对来自电力源的电力进行变换并向充电电缆供给的电力变换装置、和用于控制电力变换装置的第1控制装置。充电电缆包含能够与第1控制装置进行信号的授受的第2控制装置。信号生成部通过适配器与充电电缆连接而向第2控制装置供给表示适配器与充电电缆的连接的信号，使第2控制装置向第1控制装置输出指示供电的信号。第1控制装置对指示供电的信号进行响应，驱动电力变换装置，由此将来自电力源的电力供给到电气设备。优选，信号生成部通过使与第2控制装置连接的信号路径的电位变化，将表示适配器与充电电缆的连接的信号向第2控制装置供给。优选，信号生成部包含电阻器，通过适配器与充电电缆连接，经由电阻器将信号路径电连接于接地。优选，信号生成部包含开关，通过适配器与充电电缆连接，经由开关将信号路径电连接于接地。优选，充电电缆包含切换部，该切换部构成为切换信号路径与接地之间的导通和非导通。信号生成部包含操作部件，该操作部件构成为能够通过适配器与充电电缆连接而使切换部的导通状态变化。优选，切换部是开关。开关在适配器与充电电缆未连接的状态下是导通状态。操作部件通过适配器与充电电缆连接而将开关设为非导通状态。优选，信号生成部通过将对从第2控制装置使用充电电缆的一对电力传递路径传送的信号的接收进行了响应的信号作为表示适配器与充电电缆的连接的信号而输出到第2控制装置，使第2控制装置向第1控制装置输出指示供电的信号。优选，信号生成部包含旁路电路，该旁路电路构成为将从第2控制装置向一对电力传递路径中的一方的电力传递路径传送的高频信号的一部分分支，将该分支出的信号输出到第2控制装置。优选，信号生成部包含滤波电路，该滤波电路构成为使从第2控制装置向一对电力传递路径中的一方的电力传递路径传送的高频信号经过另一方的电力传递路径。优选，指示供电的信号，在进行外部充电时利用为了传递关于充电电缆的电流容量的信息而使用的导频信号从第2控制装置向第1控制装置输出。优选，指示供电的信号使用与外部充电时所使用的导频信号的频率不同的频率来输出。优选，指示供电的信号使用与外部充电时所使用的导频信号的电位不同的电位来输出。优选，车辆包含：用于对来自电力源的电力进行变换并向充电电缆供给的电力变换装置、和用于控制电力变换装置的控制装置。信号生成部通过适配器与充电电缆连接而经由充电电缆所包含的信号线向控制装置输出指示供电的信号。控制装置对指示供电的信号进行响应，驱动电力变换装置，由此将来自电力源的电力供给到电气设备。优选，信号生成部将对从控制装置经过充电电缆的一对电力传递路径而传送的信号的接收进行了响应的信号作为指示供电的信号向控制装置输出。本发明的车辆，是能够进行使用经由充电电缆从外部电源供给的电力对所搭载的蓄电装置充电的外部充电，且能够通过将适配器连接于充电电缆来进行向外部的电气设备的供电的车辆。车辆具备：电力源，其包含蓄电装置；接入口，其用于在外部充电时连接充电电缆；电力变换装置，其用于对来自电力源的电力进行变换并向接入口供给；和第1控制装置，其用于控制电力变换装置。适配器包含：第1连接部，其能够连接在外部充电时充电电缆中与外部电源连接的电源插头；和第2连接部，其与第1连接部电连接，并且能够连接电气设备的电源插头。第1控制装置对通过适配器与充电电缆连接而生成的指示供电的信号的接收进行响应，驱动电力变换装置将来自电力源的电力供给到电气设备。优选，电力源还包含：内燃机；和旋转电机，其构成为通过由内燃机驱动来发电。由旋转电机发电产生的发电电力，经由充电电缆以及适配器供给到电气设备。本发明的方法，是在能够进行使用经由充电电缆从外部电源供给的电力对所搭载的蓄电装置充电的外部充电的车辆中，通过将适配器连接于充电电缆，将来自包含蓄电装置的电力源的电力向外部的电气设备供给的方法。车辆包含：接入口，其用于在外部充电时连接充电电缆；和电力变换装置，其用于对来自电力源的电力进行变换并向接入口供给。适配器包含：第1连接部，其能够连接在外部充电时充电电缆中与外部电源连接的电源插头；和第2连接部，其与第1连接部电连接，并且能够连接电气设备的电源插头。方法包含：将充电电缆连接于接入口的步骤；将充电电缆连接于适配器的第1连接部的步骤；将电气设备的电源插头连接于适配器的第2连接部的步骤；接收通过适配器与充电电缆连接而生成的指示供电的信号的步骤；和对指示供电的信号进行响应，控制电力变换装置，由此将来自电力源的电力向电气设备供给的步骤。发明的效果通过使用本发明的变换适配器，能够使用外部充电所使用的充电用的电力电缆进行从车辆向外部的电气设备的电力供给。附图说明图1是本实施方式的车辆的充电系统的整体框图。图2是图1中的充电机构的详细图的一例。图3是用于说明在进行外部充电的情况下的充电控制的时间图。图4是用于说明本实施方式的概要的概略图。图5是表示本实施方式的适配器的概略的图。图6是用于说明图5的适配器的图。图7是本实施方式的适配器的另一例的概略图。图8是在实施方式1中通过使用适配器利用充电电缆进行供电的情况下的电路的详细图。图9是用于说明实施方式1中的供电时的控制的时间图。图10是用于说明在实施方式1中由CCID控制部执行的导频信号的频率选择控制处理的流程图。图11是用于说明在实施方式1中由车辆ECU执行的充电处理和供电处理的切换控制处理的流程图。图12是用于说明实施方式1的变形例中的供电时的控制的时间图。图13是用于说明在实施方式1的变形例中由CCID控制部执行的导频信号的电压选择控制处理的流程图。图14是用于说明在实施方式1的变形例中由车辆ECU执行的充电处理和供电处理的切换控制处理的流程图。图15是用于说明信号生成部的第1例的图。图16是用于说明信号生成部的第2例的图。图17是用于说明信号生成部的第3例的图。图18是用于说明信号生成部的第4例的图。图19是用于说明图18中的旁路电路的第1例的图。图20是用于说明图18中的旁路电路的第2例的图。图21是用于说明在图18中由CCID控制部执行的控制信号的频率选择控制处理的流程图。图22是用于说明信号生成部的第5例的图。图23是在实施方式2中通过使用适配器来利用充电电缆进行供电的情况下的电路的详细图。图24是用于说明在实施方式2中由车辆ECU执行的充电处理和供电处理的切换控制处理的流程图。附图标记说明10车辆，20驱动部，50、51、803端子，120电动发电机，130驱动轮，140发动机，145动力分配机构，150蓄电装置，155、332继电器，160电力变换装置，170车辆ECU，180马达驱动装置，182、604、650电压传感器，270接入口，300、300A充电电缆，310、810、820连接器，312连接检测电路，320插头，321、SW1、SW2、SW10开关，322、802、806端子部，330CCID，334控制导频电路，340、340A、340B电力线部，341、ACL1、ACL2电力线，400插座，402外部电源，502电阻电路，504、506输入缓冲器，508CPU，511、616电源节点，512车辆地线，602振荡装置，606电磁线圈，608漏电检测器，610CCID控制部，615电池，660电流传感器，700电气设备，710电源插头，800、800A～800F适配器，801、805连接部，830电缆，850、850A～850C信号生成部，860操作部件，870旁路电路，870A滤波电路，871、872电路，C50电容器，L1控制导频线，L2接地线，L3～L5连接信号线，L50线圈，R1、R2、R10、R20、R21、R30、R50、R51、R55电阻。具体实施方式以下，参照附图对本发明的实施方式进行详细说明。此外，对图中相同或者相当部分标注相同附图标记而不重复其说明。［充电系统的说明］图1是实施方式1的车辆10的充电系统的概略图。在图1中，对使用来自外部电源402的电力对搭载于车辆10的蓄电装置150充电的情况进行说明。此外，车辆10只要能够通过来自能够用外部电源充电的蓄电装置的电力来行驶，其结构并没有特别限定。在车辆10中，例如包含混合动力汽车、电动汽车以及燃料电池汽车等。此外，若是搭载有能够充电的蓄电装置的车辆，例如也能够适用于通过内燃机来行驶的车辆。参照图1，车辆10具备接入口（inlet）270、电力变换装置160、继电器155、蓄电装置150、驱动部20、车辆ECU（Electronic Control Unit：电子控制单元）170、和电压传感器182。驱动部20包含马达驱动装置180、电动发电机（以下也称作“MG（Motor Generator）”。）120、驱动轮130、发动机140、和动力分配机构145。在接入口270连接有充电电缆300所具备的连接器310。电力变换装置160通过电力线ACL1、ACL2与接入口270连接。另外，电力变换装置160经由继电器155与蓄电装置150连接。而且，电力变换装置160基于来自车辆ECU170的控制信号PWE，将从车辆的外部电源402供给的交流电力变换为蓄电装置150能够充电的直流电力而供给到蓄电装置150。蓄电装置150是构成为能够充放电的电力储存装置。蓄电装置150例如包含锂离子电池、镍氢电池或者铅蓄电池等二次电池、双电荷层电容器等蓄电元件而构成。蓄电装置150蓄积从电力变换装置160供给的直流电力。蓄电装置150连接于驱动MG120的马达驱动装置180，供给用于产生用于使车辆行驶的驱动力的直流电力。此外蓄电装置150对由MG120发电产生的电力进行蓄电。此外，虽然均未图示，但蓄电装置150还包含用于检测蓄电装置150的电压的电压传感器以及用于检测相对于蓄电装置150输入输出的电流的电流传感器，并将通过这些传感器检测到的电压、电流的检测值向车辆ECU170输出。马达驱动装置180与蓄电装置150以及MG120连接。而且，马达驱动装置180由车辆ECU170控制，将从蓄电装置150供给的电力变换为用于驱动MG120的电力。马达驱动装置180例如包含三相变换器而构成。MG120与马达驱动装置180连接并经由动力分配机构145与驱动轮130连接。MG120接受从马达驱动装置180供给的电力而产生用于使车辆10行驶的驱动力。另外，MG120接受来自驱动轮130的旋转力而产生交流电力，并且根据来自车辆ECU170的再生转矩指令产生再生制动力。MG120例如包含三相交流电动发电机而构成，所述三相交流电动发电机具备埋设有永磁体的转子和具有Y结线的三相线圈的定子。MG120经由动力分配机构145也与发动机140连接。通过车辆ECU170执行控制以使发动机以及MG120的驱动力成为最佳比率。另外，MG120也能够通过被发动机140驱动而作为发电机进行工作。MG120的发电电力蓄积于蓄电装置150。或者，MG120的发电电力能够经过如后所述的接入口270供给到车辆外部的电气设备。电压传感器182连接于电力线ACL1与ACL2之间，对从外部电源402供给的电力的电压进行检测。而且，电压传感器182将该电压的检测值VAC输出到车辆ECU170。继电器155插置在连接电力变换装置160与蓄电装置150的路径上。继电器155由来自车辆ECU170的控制信号SE进行控制，对电力变换装置160与蓄电装置150之间的电力的供给与切断进行切换。此外，在本实施方式中，继电器155是个别地设置的结构，但是也可以是在蓄电装置150或者电力变换装置160的内部包含继电器155的结构。虽然在图1中均未图示，但车辆ECU170包含CPU（Central ProcessingUnit：中央处理单元）、存储装置以及输入输出缓冲器，进行从各传感器等接收信号和/或向各设备输出控制指令，并且进行车辆10以及各设备的控制。此外，对于这些控制，不限定于软件的处理，也可以用专用的硬件（电子电路）构筑来处理。车辆ECU170从充电电缆300经由接入口270接收连接信号CNCT以及导频信号CPLT。另外，车辆ECU170从电压传感器182接收受电电力的电压检测值VAC。车辆ECU170从设置于蓄电装置150内的传感器（未图示）接收关于电流、电压、温度的检测值的输入，进行表示蓄电装置150的充电状态的状态量（以下也称作“SOC（State of Charge）”。）的计算。而且，车辆ECU170基于这些信息，为了对蓄电装置150充电而控制电力变换装置160以及继电器155等。充电电缆300具备设置于车辆侧的端部的连接器310、设置于外部电源侧的端部的插头320、充电电路切断装置（以下也称作“CCID（ChargingCircuit Interrupt Device）”。）330、和连接各个设备之间来输入输出电力以及控制信号的电力线部340。电力线部340包含连接插头320与CCID330之间的电力线部340A、和连接连接器310与CCID330之间的电力线部340B。另外，电力线部340包含用于传递来自外部电源402的电力的电力线341。充电电缆300通过充电电缆300的插头320与外部电源402（例如商用电源）的插座400连接。另外，设置于车辆10的车体的接入口270与充电电缆300的连接器310连接，从车辆的外部电源402向车辆10传递电力。充电电缆300能够装卸于外部电源402以及车辆10。在连接器310的内部设置有检测连接器310的连接的连接检测电路312，对接入口270与连接器310的连接状态进行检测。连接检测电路312将表示连接状态的连接信号CNCT经由接入口270向车辆10的车辆ECU170输出。关于连接检测电路312，可以设为图1所示的限位开关的结构，在将连接器310连接于接入口270时，使连接信号CNCT的电位成为接地电位（0V）。或者，也可以将连接检测电路312设为具有预定的电阻值的电阻器（未图示）的结构，在连接时使连接信号CNCT的电位下降至预定的电位。无论在那种情况下，车辆ECU170都通过检测连接信号CNCT的电位来检测连接器310是否连接于接入口270。CCID330包含CCID继电器332和控制导频电路334。CCID继电器332插置于充电电缆300内的电力线341。CCID继电器332由控制导频电路334控制。而且，当CCID继电器332断开时，在充电电缆300内电路被切断。另一方面，当CCID继电器332闭合时，从外部电源402向车辆10供给电力。控制导频电路334经由连接器310以及接入口270向车辆ECU170输出导频信号CPLT。该导频信号CPLT是用于从控制导频电路334向车辆ECU170通知充电电缆300的额定电流的信号。此外，导频信号CPLT也作为用于基于由车辆ECU170操作的导频信号CPLT的电位从车辆ECU170对CCID继电器332进行远程操作的信号来使用。而且，控制导频电路334基于导频信号CPLT的电位变化来控制CCID继电器332。上述导频信号CPLT及连接信号CNCT、以及接入口270及连接器310的形状、端子配置等的结构，例如在美国的SAE（Society of AutomotiveEngineers）、日本电动车辆协会等中被标准化。图2是用于更详细地说明图1所示的充电电路的图。此外，在图2中，不重复对标注有与图1相同的附图标记的重复要素的说明。参照图2，CCID330除了CCID继电器332以及控制导频电路334，还包含电磁线圈606、漏电检测器608、CCID控制部610、电池615、电压传感器650、和电流传感器660。此外，控制导频电路334包含振荡装置602、电阻R20、电压传感器604。虽然均未图示，但CCID控制部610包含CPU、存储装置和输入输出缓冲器，进行各传感器以及控制导频电路334的信号的输入输出，并且控制充电电缆300的充电动作。CCID控制部610被从内置于CCID330的电池615供给电源。振荡装置602在由电压传感器604检测的导频信号CPLT的电位为规定的电位（例如，12V）时输出非振荡的信号，在导频信号CPLT的电位低于上述的规定的电位时（例如，9V），由CCID控制部610控制，输出以规定的频率（例如1KHz）以及占空比周期进行振荡的信号。此外，导频信号CPLT的电位，如在图3中后述那样由车辆ECU170操作。此外，占空比周期基于能够从外部电源402经由充电电缆300向车辆10供给的额定电流而设定。导频信号CPLT在如上述那样在导频信号CPLT的电位低于规定的电位时以规定的周期进行振荡。此处，基于能够从外部电源402经由充电电缆300向车辆10供给的额定电流，设定导频信号CPLT的脉冲宽度。即，通过用脉冲宽度相对于此振荡周期之比所表示的占空比，使用导频信号CPLT从控制导频电路334向车辆10的车辆ECU170通知额定电流。此外，额定电流按每种充电电缆而确定，若充电电缆300的种类不同则额定电流也不同。因此，对每种充电电缆300而言导频信号CPLT的占空比也不同。车辆ECU170能够基于经由控制导频线L1接收到的导频信号CPLT的占空比，对能够经由充电电缆300向车辆10供给的额定电流进行检测。当通过车辆ECU170得知导频信号CPLT的电位进一步下降时（例如，6V），控制导频电路334向电磁线圈606供给电流。电磁线圈606在被从控制导频电路334供给电流时产生电磁力，CCID继电器332的接点闭合而成为导通状态。漏电检测器608在CCID330内部设置于充电电缆300的电力线341的途中，检测有无漏电。具体而言，漏电检测器608对在成对的电力线341中彼此沿相反方向流动的电流的平衡状态进行检测，当该平衡状态打破时检查到产生漏电。此外，虽然未特别地图示，但当由漏电检测器608检测到漏电时，切断向电磁线圈606的供电，CCID继电器332的接点断开而成为非导通状态。电压传感器650对在充电电缆300的插头320被插入插座400时从外部电源402传递的电源电压进行检测，将其检测值通知给CCID控制部610。此外，电流传感器660检测在电力线341中流动的充电电流，将其检测值通知给CCID控制部610。包含于连接器310内的连接检测电路312，如上所述例如是限位开关，在连接器310连接于接入口270的状态下接点被闭合，在连接器310从接入口270切离的状态下接点被断开。在连接器310从接入口270切离的状态下，在连接信号线L3产生由车辆ECU170所包含的电源节点511的电压以及上拉电阻R10所确定的电压信号作为连接信号CNCT。此外，在连接器310连接于接入口270的状态下，由于连接信号线L3与接地线L2短路，连接信号线L3的电位成为接地电位（0V）。此外，连接检测电路312也能够设为电阻器（未图示）。在此情况下，在连接器310连接于接入口270的状态下，在连接信号线L3产生由电源节点511的电压以及上拉电阻R10和该电阻器所确定的电压信号。连接检测电路312在如上所述是限位开关、电阻器的任一方的情况下，在连接器310连接于接入口270时和从接入口270切离时，在连接信号线L3产生的电位（即，连接信号CNCT的电位）都发生变化。因此，通过检测连接信号线L3的电位，车辆ECU170能够检测连接器310的连接状态。在车辆10中，车辆ECU170除了上述的电源节点511以及上拉电阻R10，还包含电阻电路502、输入缓冲器504、506和CPU508。电阻电路502包含下拉电阻R1、R2和开关SW1、SW2。下拉电阻R1以及开关SW1串联连接于对导频信号CPLT进行通信的控制导频线L1与车辆地线512之间。下拉电阻R2以及开关SW2也串联连接于控制导频线L1与车辆地线512之间。而且，开关SW1、SW2分别根据来自CPU508的控制信号S1、S2而控制为导通或非导通。该电阻电路502是用于从车辆10侧操作导频信号CPLT的电位的电路。 | 适配器（800）具备信号生成部（850）。信号生成部（850）通过进行利用来自外部电源的电力的外部充电时所使用的充电电缆（300）的插头（320）与适配器（800）连接而对车辆（10）提供指示供电的信号。车辆（10）对该指示供电的信号进行响应，驱动电力变换装置，由此使用充电电缆（300）将来自车辆的电力向外部的电气设备（700）供给。 | CN:2011800695166A | https://patentimages.storage.googleapis.com/c7/63/af/2605c6843e0ee3/CN103444042A.pdf | NaN | 洪远龄, 冲良二 | Toyota Motor Corp | US:5905357, CN:101909928:A, JP:2010035277:A, WO:2010097922:A1 | Not available | 2013-12-11 | 1.一种适配器，在能够进行使用经由充电电缆（300）从外部电源供给的电力对所搭载的蓄电装置（150）充电的外部充电的车辆（10）中，在将来自包含所述蓄电装置（150）的电力源（150；120、140）的电力使用所述充电电缆（300）供给到所述车辆（10）外部的电气设备（700）时使用，所述适配器具备：, 第1连接部（801、811），其能够连接在外部充电时所述充电电缆（300）中与所述外部电源连接的电源插头（320）；和, 第2连接部（805、821），其与所述第1连接部（801、811）电连接，并且能够连接所述电气设备（700）的电源插头（710）。, \n \n, 2.根据权利要求1所述的适配器，, 还具备信号生成部（850、850A、850B、850C、860、870、870A），该信号生成部构成为通过所述适配器（800、800＃）与所述充电电缆（300）连接而生成指示供电的信号，, 所述车辆（10）对所述指示供电的信号进行响应，将来自所述电力源（150；120、140）的电力经由与所述车辆（10）连接的所述充电电缆（300）供给到所述电气设备（700）。, \n \n, 3.根据权利要求2所述的适配器，, 所述车辆（10）包含：用于对来自所述电力源（150；120、140）的电力进行变换并向所述充电电缆（300）供给的电力变换装置（160）、和用于控制所述电力变换装置（160）的第1控制装置（170），, 所述充电电缆（300）包含能够与所述第1控制装置（170）进行信号的授受的第2控制装置（330），, 所述信号生成部（850、850A、850B、860、870、870A）通过所述适配器（800、800＃）与所述充电电缆（300）连接而向所述第2控制装置（330）供给表示所述适配器（800、800＃）与所述充电电缆（300）的连接的信号，使所述第2控制装置（330）向所述第1控制装置（170）输出所述指示供电的信号，, 所述第1控制装置（170）对所述指示供电的信号进行响应，驱动所述电力变换装置（160），由此将来自所述电力源（150；120、140）的电力供给到所述电气设备（700）。, \n \n, 4.根据权利要求3所述的适配器，, 所述信号生成部（850A、850B、860）通过使与所述第2控制装置（330）连接的信号路径（L4）的电位变化，将表示所述适配器（800、800＃）与所述充电电缆（300）的连接的信号向所述第2控制装置（330）供给。, \n \n, 5.根据权利要求4所述的适配器，, 所述信号生成部（850A）包含电阻器（R30），通过所述适配器（800、800＃）与所述充电电缆（300）连接，经由所述电阻器（R30）将所述信号路径（L4）电连接于接地。, \n \n, 6.根据权利要求4所述的适配器，, 所述信号生成部（850B）包含开关（SW10），通过所述适配器（800、800＃）与所述充电电缆（300）连接，经由所述开关（SW10）将所述信号路径（L4）电连接于接地。, \n \n, 7.根据权利要求4所述的适配器，, 所述充电电缆（300）包含切换部（321），该切换部构成为切换所述信号路径（L4）与接地之间的导通和非导通，, 所述信号生成部包含操作部件（860），该操作部件构成为能够通过所述适配器（800、800＃）与所述充电电缆（300）连接而使所述切换部（321）的导通状态变化。, \n \n, 8.根据权利要求7所述的适配器，, 所述切换部是开关（321），, 所述开关（321）在所述适配器（800、800＃）与所述充电电缆（300）未连接的状态下是导通状态，, 所述操作部件（860）通过所述适配器（800、800＃）与所述充电电缆（300）连接而将所述开关（321）设为非导通状态。, \n \n, 9.根据权利要求3所述的适配器，, 所述信号生成部（870、870A）通过将对从所述第2控制装置（330）使用所述充电电缆（300）的一对电力传递路径传送的信号的接收进行了响应的信号作为表示所述适配器（800、800＃）与所述充电电缆（300）的连接的信号而输出到所述第2控制装置（330），使所述第2控制装置（330）向所述第1控制装置（170）输出所述指示供电的信号。, \n \n, 10.根据权利要求9所述的适配器，, 所述信号生成部包含旁路电路（870），该旁路电路构成为将从所述第2控制装置（330）向所述一对电力传递路径中的一方的电力传递路径传送的高频信号的一部分分支，将该分支出的信号输出到所述第2控制装置（330）。, \n \n, 11.根据权利要求9所述的适配器，, 所述信号生成部包含滤波电路（870A），该滤波电路构成为使从所述第2控制装置（330）向所述一对电力传递路径中的一方的电力传递路径传送的高频信号经过另一方的电力传递路径。, \n \n, 12.根据权利要求3所述的适配器，, 所述指示供电的信号，在进行外部充电时利用为了传递关于所述充电电缆（300）的电流容量的信息而使用的导频信号从所述第2控制装置（330）向所述第1控制装置（170）输出。, \n \n, 13.根据权利要求12所述的适配器，, 所述指示供电的信号使用与外部充电时所使用的所述导频信号的频率不同的频率来输出。, \n \n, 14.根据权利要求12所述的适配器，, 所述指示供电的信号使用与外部充电时所使用的所述导频信号的电位不同的电位来输出。, \n \n, 15.根据权利要求2所述的适配器，, 所述车辆（10）包含：用于对来自所述电力源（150；120、140）的电力进行变换并向所述充电电缆（300）供给的电力变换装置（160）、和用于控制所述电力变换装置（160）的控制装置（170），, 所述信号生成部（850C）通过所述适配器（800、800＃）与所述充电电缆（300）连接而经由所述充电电缆（300）所包含的信号线（L5）向所述控制装置（170）输出所述指示供电的信号，, 所述控制装置（170）对所述指示供电的信号进行响应，驱动所述电力变换装置（160），由此将来自所述电力源（150；120、140）的电力供给到所述电气设备（700）。, \n \n, 16.根据权利要求15所述的适配器，, 所述信号生成部（850C）将对从所述控制装置（170）经过所述充电电缆（300）的一对电力传递路径而传送的信号的接收进行了响应的信号作为所述指示供电的信号向所述控制装置（170）输出。, 17.一种车辆，能够进行使用经由充电电缆（300）从外部电源供给的电力对所搭载的蓄电装置（150）充电的外部充电，且能够通过将适配器（800、800＃）连接于所述充电电缆（300）来进行向外部的电气设备（700）的供电，所述车辆具备：, 电力源（150；120、140），其包含所述蓄电装置（150）；, 接入口（270），其用于在外部充电时连接所述充电电缆（300）；, 电力变换装置（160），其用于对来自所述电力源（150；120、140）的电力进行变换并向所述接入口（270）供给；和, 第1控制装置（170），其用于控制所述电力变换装置（160），, 所述适配器（800、800＃）包含：, 第1连接部（801、811），其能够连接在外部充电时所述充电电缆（300）中与所述外部电源连接的电源插头（320）；和, 第2连接部（805、821），其与所述第1连接部（801、811）电连接，并且能够连接所述电气设备（700）的电源插头（710），, 所述第1控制装置（170）对通过所述适配器（800、800＃）与所述充电电缆（300）连接而生成的指示供电的信号的接收进行响应，驱动所述电力变换装置（160）将来自所述电力源（150；120、140）的电力供给到所述电气设备（700）。, \n \n, 18.根据权利要求17所述的车辆，, 所述电力源还包含：, 内燃机（140）；和, 旋转电机（120），其构成为通过由所述内燃机（140）驱动来发电，, 由所述旋转电机（120）发电产生的发电电力，经由所述充电电缆（300）以及所述适配器（800、800＃）供给到所述电气设备（700）。, 19.一种供电方法，在能够进行使用经由充电电缆（300）从外部电源供给的电力对所搭载的蓄电装置（150）充电的外部充电的车辆（10）中，通过将适配器（800、800＃）连接于所述充电电缆（300），将来自包含所述蓄电装置（150）的电力源（150；120、140）的电力向外部的电气设备（700）供给，, 所述车辆（10）包含：, 接入口（270），其用于在外部充电时连接所述充电电缆（300）；和, 电力变换装置（160），其用于对来自所述电力源（150；120、140）的电力进行变换并向所述接入口（270）供给，, 所述适配器（800、800＃）包含：, 第1连接部（801、811），其能够连接在外部充电时所述充电电缆（300）中与所述外部电源连接的电源插头（320）；和, 第2连接部（805、821），其与所述第1连接部（801、811）电连接，并且能够连接所述电气设备（700）的电源插头（710），, 所述方法包含：, 将所述充电电缆（300）连接于所述接入口（270）的步骤；, 将所述充电电缆（300）连接于所述适配器（800、800＃）的所述第1连接部（801、811）的步骤；, 将所述电气设备（700）的电源插头（710）连接于所述适配器（800、800＃）的所述第2连接部（805、821）的步骤；, 接收通过所述适配器（800、800＃）与所述充电电缆（300）连接而生成的指示供电的信号的步骤；和, 对所述指示供电的信号进行响应，控制所述电力变换装置（160），由此将来自所述电力源（150；120、140）的电力向所述电气设备（700）供给的步骤。 | CN | China | Granted | B | True |
| 514 | 車両用制御装置 \n | JP2019031259A | NaN | 【課題】蓄電体に異常が発生した場合であっても、車両用制御装置を適切に機能させる。【解決手段】車両の自動運転制御を実行する車両用制御装置１０であって、自動運転制御を実行する自動運転制御部７４と、自動運転制御部７４に接続される鉛バッテリ３１と、を備える第１電源系５１と、エンジン１２に連結されるスタータジェネレータ１６と、スタータジェネレータ１６に接続されるリチウムイオンバッテリ３２と、を備える第２電源系５２と、第１電源系５１と第２電源系５２とを接続する導通状態と、第１電源系５１と第２電源系５２とを切り離す遮断状態と、に制御されるスイッチＳＷ１と、自動運転制御が実行される場合に、スイッチＳＷ１を導通状態に保持するスイッチ制御部７２と、を有する。【選択図】図１ | JP:2017154924A | https://patentimages.storage.googleapis.com/bd/7c/66/80cf314872a4ef/JP2019031259A.pdf | NaN | 貴博 木下, Takahiro Kinoshita, 貴博 木下 | Subaru Corp | JP:2016002876:A, JP:2016195473:A, JP:2017192236:A, JP:2017218013:A, JP:2018069900:A | 2019-01-22 | 2019-06-05 | \n 車両の自動運転制御を実行する車両用制御装置であって、\n 前記自動運転制御を実行する運転制御部と、前記運転制御部に接続される第１蓄電体と、を備える第１電源系と、\n エンジンに連結される電動機と、前記電動機に接続される第２蓄電体と、を備える第２電源系と、\n 前記第１電源系と前記第２電源系とを接続する導通状態と、前記第１電源系と前記第２電源系とを切り離す遮断状態と、に制御されるスイッチと、\n 前記自動運転制御が実行される場合に、前記スイッチを導通状態に保持するスイッチ制御部と、\nを有する、車両用制御装置。\n, \n 請求項１に記載の車両用制御装置において、\n 前記運転制御部は、前記自動運転制御を実行する場合に、走行中における前記電動機の力行制御を禁止する、\n車両用制御装置。\n, \n 請求項１または２に記載の車両用制御装置において、\n 前記スイッチ制御部は、走行中に前記電動機が力行状態に制御される場合に、前記スイッチを遮断状態に制御する、\n車両用制御装置。\n, \n 請求項１〜３のいずれか１項に記載の車両用制御装置において、\n 前記運転制御部は、前記スイッチが導通状態である場合に、前記自動運転制御を許可する一方、前記スイッチが遮断状態である場合に、前記自動運転制御を禁止する、\n車両用制御装置。\n, \n 車両の自動運転制御を実行する車両用制御装置であって、\n 前記自動運転制御を実行する運転制御部と、前記運転制御部に接続される第１蓄電体と、を備える第１電源系と、\n エンジンに連結される電動機と、前記電動機に接続される第２蓄電体と、を備える第２電源系と、\n 前記第１電源系と前記第２電源系とを接続する導通状態と、前記第１電源系と前記第２電源系とを切り離す遮断状態と、に制御されるスイッチと、\nを有し、\n 前記運転制御部は、前記スイッチが導通状態である場合に、前記自動運転制御を許可する一方、前記スイッチが遮断状態である場合に、前記自動運転制御を禁止する、\n車両用制御装置。\n, \n 車両の自動運転制御を実行する車両用制御装置であって、\n 前記自動運転制御を実行する運転制御部と、前記運転制御部に接続される第１蓄電体と、を備える第１電源系と、\n エンジンに連結される電動機と、前記電動機に接続される第２蓄電体と、を備える第２電源系と、\n 前記第１電源系と前記第２電源系とを接続する導通状態と、前記第１電源系と前記第２電源系とを切り離す遮断状態と、に制御される第１スイッチと、\n 前記電動機と前記第２蓄電体とを接続する導通状態と、前記電動機と前記第２蓄電体とを切り離す遮断状態と、に制御される第２スイッチと、\n 前記自動運転制御が実行される場合に、前記第１スイッチと前記第２スイッチとの双方を導通状態に保持するスイッチ制御部と、\nを有する、車両用制御装置。\n, \n 請求項６に記載の車両用制御装置において、\n 前記運転制御部は、前記自動運転制御を実行する場合に、走行中における前記電動機の力行制御を禁止する、\n車両用制御装置。\n, \n 請求項６または７に記載の車両用制御装置において、\n 前記スイッチ制御部は、走行中に前記電動機が力行状態に制御される場合に、前記第１スイッチを遮断状態に制御し、前記第２スイッチを導通状態に制御する、\n車両用制御装置。\n, \n 請求項６〜８のいずれか１項に記載の車両用制御装置において、\n 前記運転制御部は、\n 前記第１スイッチと前記第２スイッチとの双方が導通状態である場合に、前記自動運転制御を許可し、\n 前記第１スイッチと前記第２スイッチとの少なくとも何れか一方が遮断状態である場合に、前記自動運転制御を禁止する、\n車両用制御装置。\n, \n 車両の自動運転制御を実行する車両用制御装置であって、\n 前記自動運転制御を実行する運転制御部と、前記運転制御部に接続される第１蓄電体と、を備える第１電源系と、\n エンジンに連結される電動機と、前記電動機に接続される第２蓄電体と、を備える第２電源系と、\n 前記第１電源系と前記第２電源系とを接続する導通状態と、前記第１電源系と前記第２電源系とを切り離す遮断状態と、に制御される第１スイッチと、\n 前記電動機と前記第２蓄電体とを接続する導通状態と、前記電動機と前記第２蓄電体とを切り離す遮断状態と、に制御される第２スイッチと、\nを有し、\n 前記運転制御部は、\n 前記第１スイッチと前記第２スイッチとの双方が導通状態である場合に、前記自動運転制御を許可し、\n 前記第１スイッチと前記第２スイッチとの少なくとも何れか一方が遮断状態である場合に、前記自動運転制御を禁止する、\n車両用制御装置。\n | JP | Japan | Granted | B | True |
| 515 | 电动车锂电池系统及电动车 \n | CN207737138U | 技术领域本实用新型涉及新能源技术领域，具体而言，涉及一种电动车锂电池系统及电动车。背景技术目前常见的电动车(例如两轮电动车、三轮电动车及部分四轮电动车)多采用铅酸电池系统存储电能驱动车辆行驶，其中，两轮电动摩托车、三轮电动车90％应用铅酸电池，剩余10％应用锂电池。铅酸电池的构成主要是在封闭塑壳内按照一定比例混合浸泡铅板和稀硫酸。铅酸电池是一种老旧的电池技术，其缺点是能量密度低(使车辆续航能力低)、放电能力差(使车辆行驶性能差)、电解液洒漏、析出易燃氢气，笨重、低温性能不佳、寿命短(通常1-2年应用后储电能力减半)充电时间长、含重金属铅可严重污染环境。铅酸电池组系统可以不需要(电源管理系统BMS)检测和控制电池的工作状态，仅把特定数量的铅酸电池简单串联即构成电动车可以使用的电池组系统，无法做到工作状态甚至安全状态的可知可控，更无法支持未来的智能联网需求。而现有锂电池生产厂家生产的用于电动车的动力锂电池，都是根据电动车整车的标定电压来设计和配置的一个整体，即是一个额定工作电压和某款电动车标定电压相同的，不可分割的一个整体式锂电池系统。这种整体式锂电池系统因为额定电压固定所以不能用于标定电压不同的另外的电动车，造成的现状是消费者购入新的电动车，如果电压和容量规格发生变化，消费者不能利用旧有的锂电池而必须新购，造成浪费。此外锂电池中某只锂电芯坏了就需要整个锂电池报废或修理，维护复杂、更换成本高昂，现有锂电池的这些特点造成了锂电池应用的巨大限制。同时当前锂电池系统物理尺寸受限于集成技术，无法做到现有单只铅酸电池一样的大小和尺寸的同时达到整组铅酸电池系统的电压和容量，在电动车电池仓安装入口只有单只铅酸电池大小的情况下，安装锂电池需要破坏原有电动车电池仓的结构才能装入锂电池。实用新型内容为了克服现有技术中的上述不足，本实用新型的目的在于提供一种电动车锂电池系统及电动车，通过灵活串并联组合的模块化锂电池组成的电动车锂电池系统，可以适用不同电压和容量要求的电动车，有效提升车辆性能和续航能力，环保零污染，以替代铅酸电池和当前的锂电池方案。为了实现上述目的，本实用新型较佳实施例采用的技术方案如下：本实用新型较佳实施例提供一种电动车锂电池系统，所述电动车锂电池系统包括至少两个串联的模块化锂电池；其中，每个所述模块化锂电池包括：外壳；设置在所述外壳内的锂电池模组，其中，所述锂电池模组包括由多个锂电芯形成并联结构的锂电芯列，每个锂电芯列之间形成串联结构；以及与所述锂电池模组中的每个锂电芯列电性连接，用于对所述锂电芯列的工作状况进行监控的电源管理电路板。在本实用新型较佳实施例中，每个所述模块化锂电池中的电源管理电路板包括有保护IC和场效应管，每个所述模块化锂电池的保护IC及场效应管的电气性能特性一致，其中，所述电源管理电路板的耐受最高电压不小于所述电动车的额定电压，所述电源管理电路板的耐受最高电流不小于所述电动车的额定电流，所述保护IC和场效应管的最高耐受电压不小于所述电动车的额定电压，所述保护IC和场效应管的最高耐受电流不小于所述电动车的额定电流。在本实用新型较佳实施例中，每个所述锂电芯列包括有正极连接端和负极连接端，所述电源管理电路板通过检测排线与每个所述锂电芯列的正极连接端和负极连接端电性连接，以对每个所述锂电芯列进行工作状况监控；所述模块化锂电池包括电能输出正极和电能输出负极；每个所述锂电芯列之间通过串联电路导线形成串联结构，所述串联结构包括正极和负极，所述正极与所述电能输出正极通过第一电路导线电性连接，所述负极与所述电能输出负极通过第二电路导线电性连接；所述串联电路导线、第一电路导线以及第二电路导线的耐受最高电流不小于所述电动车的额定电流。在本实用新型较佳实施例中，每个所述锂电芯列的锂电芯数量相同，且每个所述锂电芯列中的每个锂电芯的内阻、容量和充放电特性一致。在本实用新型较佳实施例中，各个模块化锂电池之间通过连接线将一个模块化锂电池的电能输出正极和另一个模块化锂电池的电能输出正极电性连接，并通过连接线将一个模块化锂电池的电能输出负极和另一个模块化锂电池的电能输出负极电性连接，以实现各个模块化锂电池之间的并联；其中，所述电源管理电路板的最高耐受电流不小于所述模块化锂电池并联分流后的电流，所述串联电路导线、第一电路导线以及第二电路导线的耐受最高电流不小于所述模块化锂电池并联分流后的电流。在本实用新型较佳实施例中，各个模块化锂电池之间通过连接线将一个模块化锂电池的电能输出正极和另一个模块化锂电池的电能输出负极电性连接，以实现各个模块化锂电池之间的串联。在本实用新型较佳实施例中，所述保护IC包括：用于对每个锂电芯列进行过充保护的过充保护电路；用于对每个锂电芯列进行过放保护的过放保护电路；用于对每个锂电芯列进行短路保护的短路保护电路；以及用于对每个锂电芯列进行过流保护的过流保护电路中的一种或者多种组合。在本实用新型较佳实施例中，所述外壳内还设置有绝缘隔热材料和减震材料。在本实用新型较佳实施例中，所述锂电芯采用18650锂离子电池，其中，每个所述18650锂离子电池的延伸方向与所述外壳底面垂直或水平方向之间的夹角小于预定角度。本实用新型较佳实施例还提供一种电动车，所述电动车包括有上述的电动车锂电池系统。相对于现有技术而言，本实用新型具有以下有益效果：本实用新型实施例提供一种电动车锂电池系统及电动车。电动车锂电池系统包括至少两个串联的模块化锂电池。每个所述模块化锂电池包括：外壳；设置在所述外壳内的锂电池模组。所述锂电池模组包括由多个锂电芯形成并联结构的锂电芯列，每个锂电芯列之间形成串联结构；以及与所述锂电池模组中的每个锂电芯列电性连接，用于对所述锂电芯列的工作状况进行监控的电源管理电路板。同时由于使用18650锂电芯及应用特定的18650排列方式提高集成度，实现模块化锂电池具有和常见标准单只铅酸电池相同的外形尺寸。由此，通过灵活串并联组合的模块化锂电池组成的电动车锂电池系统，可以适用不同电压和容量要求的电动车，有效提升车辆性能和续航能力，环保零污染，以替代铅酸电池和当前的锂电池方案。附图说明为了更清楚地说明本实用新型实施例的技术方案，下面将对实施例中所需要使用的附图作简单地介绍，应当理解，以下附图仅示出了本实用新型的某些实施例，因此不应被看作是对范围的限定，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其它相关的附图。图1为本实用新型较佳实施例提供的电动车锂电池系统的一种结构示意图；图2为图1中所示的模块化锂电池的一种结构示意图；图3为本实用新型较佳实施例提供的电源管理电路板与锂电芯列之间的一种连接结构框图；图4为图3中所示的电源管理电路板的一种结构框图。图标：10-电动车锂电池系统；100-模块化锂电池；110-外壳；120-锂电池模组；130-锂电芯列；132-锂电芯；134-电源管理电路板；1341-过充保护电路；1342-过放保护电路；1343-短路保护电路；1344-过流保护电路；135-检测排线；136-正极连接端；138-负极连接端；140-并联电路导线；150-串联电路导线；160-电能输出正极；170-电能输出负极；180-连接线。具体实施方式为使本实用新型实施例的目的、技术方案和优点更加清楚，下面将结合本实用新型实施例中的附图，对本实用新型实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例是本实用新型一部分实施例，而不是全部的实施例。通常在此处附图中描述和示出的本实用新型实施例的组件可以以各种不同的配置来布置和设计。因此，以下对在附图中提供的本实用新型的实施例的详细描述并非旨在限制要求保护的本实用新型的范围，而是仅仅表示本实用新型的选定实施例。基于本实用新型中的实施例，本领域普通技术人员在没有作出创造性劳动前提下所获得的所有其它实施例，都属于本实用新型保护的范围。应注意到：相似的标号和字母在下面的附图中表示类似项，因此，一旦某一项在一个附图中被定义，则在随后的附图中不需要对其进行进一步定义和解释。在本实用新型的描述中，需要说明的是，术语“上”、“下”等指示的方位或位置关系为基于附图所示的方位或位置关系，或者是该实用新型产品使用时惯常摆放的方位或位置关系，仅是为了便于描述本实用新型和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本实用新型的限制。在本实用新型的描述中，还需要说明的是，除非另有明确的规定和限定，术语“设置”、“连接”应做广义理解，例如，可以是固定连接，也可以是可拆卸连接，或一体地连接；可以是机械连接，也可以是电连接；可以是直接相连，也可以通过中间媒介间接相连，可以是两个元件内部的连通。对于本领域的普通技术人员而言，可以具体情况理解上述术语在本实用新型中的具体含义。下面结合附图，对本实用新型的一些实施方式作详细说明。在不冲突的情况下，下述的实施例及实施例中的特征可以相互组合。请参阅图1，为本实用新型较佳实施例提供的电动车锂电池系统10的一种结构示意图。本实施例中，所述电动车锂电池系统10可以应用于电动车，用于为所述电动车提供电力能源。其中，所述电动车即电力驱动车，又名电驱车。电动车分为交流电动车和直流电动车。通常说的电动车是以电池作为能量来源，通过控制器、电机等部件，将电能转化为机械能运动，以控制电流大小改变速度的车辆。需要注意的是，本实施例所提及的电动车可以是但并不仅限于电动自行车、电动摩托车、电动独轮车、电动四轮车、电动三轮车、电动滑板车、多轮电动乘用车和货车等等，本实施例对此不作具体限制。详细地，请结合图1及图2，所述电动车锂电池系统10包括至少两个串联的模块化锂电池100(图1中示出四个)。其中，每个所述模块化锂电池100包括外壳110、锂电池模组120以及电源管理电路板134。具体地，所述锂电池模组120设置在所述外壳110内，所述锂电池模组120可包括由多个锂电芯132通过并联电路导线140形成并联结构的锂电芯列130，每个锂电芯列130之间形成串联结构。所述电源管理电路板134与所述锂电池模组120中的每个锂电芯列130电性连接，用于对所述锂电芯列130的工作状况进行监控。在实际应用场景中，经发明人研究发现，现有锂电池生产厂家生产的用于电动车的动力锂电池，都是根据电动车整车的标定电压来设计和配置的一个整体，但是电池系统物理尺寸受限于集成技术，无法做到现有单只铅酸电池一样的大小和尺寸的同时达到和整组铅酸电池系统相同的额定电压和容量。例如，以常见的48伏电动车动力电池为例。现有动力锂电池厂家生产的电池是48V作为一个整体的电池组(有一个锂电池保护板和若干锂电电芯封装成一体)。而本实施例提供的上述模块化锂电池100可以采用与常见的单只铅酸电池完全一样的外形尺寸，针对不同款电动车的标定电压和容量，可以方便的通过串并联组合适配，这样就可以通过选择不同数量的模块化锂电池100从而适用于不同电压和容量要求的电动车。而且，模块化锂电池100外形尺寸等同于标准的铅酸电池，在安装时可以避免电池仓入口太小放入需要破坏电池仓结构。例如，2只24V的模块化锂电池100串联可以组成48V锂电池组进而适合48V的电动车，如果再增加一只可以组成72V锂电池组可以适合72V电动车，类似可以96V等等，如果复合并联，则可以实现容量加倍。当然可以理解的是，模块化锂电池100也可以不仅限于上述的24V模块化锂电池100，本领域技术人员可以根据实际设计需求设置不同电压的模块化锂电池100，从而可以很方便替代铅酸电池和现有的锂电池系统，充分利用电池仓的空间实现更好的续航里程。如果某个模块化锂电池100故障或者使用寿命用尽，可更换某只模块化锂电池100而不是整个电动车锂电池系统10。由此，本实施例提供的模块化锂电池100和模块化锂电池100的串并联结构可以很方便提高容量提升车辆续航，本方案具备灵活组合的特点使电池组在需要提高能量情况下也可以并联。进一步地，在一种实施方式中，所述外壳110可以采用耐热耐磨高强度材料制成，所述外壳110内还可以设置有绝缘、隔热材料、导热材料和减震材料，以对所述模块化锂电池100进行绝缘、隔热、散热和减震。进一步地，在一种实施方式中，每个所述模块化锂电池100中的电源管理电路板134包括有预定规格的保护IC和场效应管，每个所述模块化锂电池100的保护IC及场效应管的电气性能特性一致。为了使得所述模块化锂电池100串联和并联可行，保证串并联后成组的电池系统正常工作，所述电源管理电路板134的耐受最高电压不小于所述电动车的额定电压，所述电源管理电路板134的耐受最高电流应满足所述模块化锂电池100串并联组合后的工况要求，例如应不小于所述电动车的额定电流等。同时，所述保护IC和场效应管的最高耐受电压不小于所述电动车的额定电压，所述保护IC和场效应管的最高耐受电流不小于所述电动车的额定电流，所述电源管理电路板134通过检测每个锂电芯列130工作状况，进而掌握整个模块化锂电池100的工作状况，进一步掌握和适配组成的整个电动车锂电池系统10的工作状况，在上述基础上，请结合图3，在本实用新型较佳实施例中，每个所述锂电芯列130包括有正极连接端136和负极连接端138，所述电源管理电路板134通过检测排线135与每个所述锂电芯列130的正极连接端136和负极连接端138电性连接，以对每个所述锂电芯列130进行工作状况监控。进一步地，再如图1所示，所述模块化锂电池100可包括电能输出正极160和电能输出负极170，各个模块化锂电池100之间通过连接线180将一个模块化锂电池100的电能输出正极160和另一个模块化锂电池100的电能输出负极170电性连接，以实现各个模块化锂电池100之间的串联，从而实现此模块化锂电池100电压整数倍的锂电池系统总电压与拟适配的电动车的额定工作电压相一致。其中，如图2所示，每个所述锂电芯列130之间通过串联电路导线150形成串联结构，所述串联结构包括正极和负极，所述正极与所述电能输出正极160通过第一电路导线电性连接，所述负极与所述电能输出负极170通过第二电路导线电性连接。值得说明的是，为了保证所述模块化锂电池100的正常工作，所述串联电路导线150、第一电路导线以及第二电路导线的耐受最高电流应满足所述模块化锂电池100串并联组合后的工况要求，例如应不小于所述电动车的额定电流等。在本实用新型较佳实施例中，为了保证模块化锂电池100的一致性和互换兼容性，每个模块化锂电池100采用一致的锂电芯列130组合、电源管理电路板134和外壳110，且每个所述锂电芯列130的锂电芯132数量相同，且每个所述锂电芯列130中的每个锂电芯132的内阻、容量和充放电特性一致，从而保证模块化锂电池100串并联后的正常工作。进一步地，在一种实施方式中，各个模块化锂电池100之间通过连接线180将一个模块化锂电池100的电能输出正极160和另一个模块化锂电池100的电能输出正极160电性连接，并通过连接线180将一个模块化锂电池100的电能输出负极170和另一个模块化锂电池100的电能输出负极170电性连接，以实现各个模块化锂电池100之间的并联，从而实现此模块化锂电池100容量整数倍的锂电池系统总容量，适配或提升不同电动车的额定工作容量。其中，当所述模块化锂电池100并联后，所述电源管理电路板134的最高耐受电流不小于所述模块化锂电池100并联分流后的电流，所述串联电路导线150、第一电路导线以及第二电路导线的耐受最高电流不小于所述模块化锂电池100并联分流后的电流。如果所述模块化锂电池100在串联外复合并联构成所述电动车锂电池系统10，那么上述连接线180、第一电路导线以及第二电路导线则不小于电动车额定电流因模块化锂电池100并联使用电流分流后的电流。在本实用新型较佳实施例中，所述电源管理电路板134(BATTERY MANAGEMENT SYSTEM，BMS)可以准确估测锂电芯列130的荷电状态(State ofCharge，即SOC)，即电池剩余电量，保证SOC维持在合理的范围内，防止由于过充电或过放电对电池造成损伤。并且在电池充放电过程中，实时采集每个锂电芯列130的电压和温度、充放电电流及模块化锂电池100总电压和实时电流，防止电池发生过充电或过放电现象。同时能够及时给出电池状况，挑选和应对有问题的电池，保持整组电池运行的可靠性和高效性，使剩余电量估计模型的实现成为可能。除此以外还可以使电池组中各个电池都达到均衡一致的状态。当然可以理解的是，所述电源管理电路板134也可以不仅检测锂电芯列130，也检测锂电池模组120，也检测并确保自身所在的模块化锂电池100适配整个电动车锂电池系统10，从而确保由模块化锂电池100串并联组成的整个锂电池系统的正常工作。在一种实施方式中，如图4所示，所述电源管理电路板134的保护IC可以包括：用于对每个锂电芯列130进行过充保护的过充保护电路1341；用于对每个锂电芯列130进行过放保护的过放保护电路1342；用于对每个锂电芯列130进行短路保护的短路保护电路1343；以及用于对每个锂电芯列130进行过流保护的过流保护电路1344中的一种或者多种组合。应当注意的是，上述保护电路的逻辑控制程序都集成在所述保护IC中，所述保护IC可通过保护IC外的各种电阻、电容、mos等元器件实现上述多种保护功能。进一步地，在本实用新型较佳实施例中，所述锂电芯132可以采用18650锂离子电池单体(即电芯)，当然应注意的是，在其它实施方式，本领域技术人员也可以根据实际情况采用其它型号的锂离子电池单体(或锂聚合物电池等其他锂电池单体(电芯))。在一种实施方式中，每个所述18650锂离子电池的延伸方向(18650正负极连线)与所述外壳110底面垂直方向之间的夹角小于预定角度，具体地，外壳110分为壳体和上盖两部分，这里的方向描述基于壳体开口向上，上盖水平搁置在壳体开口上方，其中，所述预定角度为一极小锐角，例如3度。也即每个所述18650锂离子电池的延伸方向与所述外壳110的高度方向近似平行，采用此设计，18650在外壳110中的特定排列方式促成高集成度，进而实现了模块化锂电池100外形尺寸和标准的铅酸电池一样。(和铅酸电池通用型号12V12Ah相同其长宽高分别为150cm/100cm/100cm，数值允许正负3毫米误差)在另一种实施方式中，每个所述18650锂离子电池的延伸方向与所述外壳110底面方向之间的夹角小于预定角度，其中，所述预定角度为一极小锐角，例如3度。也即每个所述18650锂离子电池的延伸方向与所述外壳110的高度方向近似垂直，采用此设计，18650锂离子电池在外壳110中的特定排列方式促成高集成度，进而实现了模块化锂电池100外形尺寸和标准的铅酸电池一样(和铅酸电池通用型号12V20Ah和12V32Ah相同，其长宽高分别为180cm/77cm/170cm和267cm/77cm/170cm，数值允许正负3毫米误差)。本实用新型较佳实施例还提供一种电动车，所述电动车包括有上述的电动车锂电池系统10。所述电动车锂电池系统10包括的模块化锂电池100可以方便串联和并联，以替代铅酸电池和当前的锂电池方案。下面结合目前电动车常见电压48V、60V、64V、72V、96V，对所述模块化锂电池100可的配置方式进行举例说明，具体如下：串并联组合适配48V电压电动车：两只24V12AH模块化锂电池100串联组成48V12AH的电动车锂电池系统10。由于24V12AH模块化锂电池100外形尺寸完全等同于单只标准12V12AH铅酸电池，如果要倍增电池系统容量实现续航翻番，则此时可利用原电动车电池仓尚剩余的2只12V12Ah铅酸电池的位置，再并联入两只同款模块化锂电池100变成48V24AH电动车锂电池系统10。两只24V20AH模块化锂电池100串联组成48V20AH电动车锂电池系统10，由于24V20AH模块化锂电池100外形尺寸完全等同于单只标准12V20AH铅酸电池，如果要倍增电池系统容量实现续航翻番，则此时可利用原电动车电池仓尚剩余的2只12V20Ah铅酸电池的位置，再并联入两只同款模块化锂电池100变成48V40AH的电动车锂电池系统10。两只24V32AH模块化锂电池100串联组成48V32AH电动车锂电池系统10。由于24V32AH模块化锂电池100外形尺寸完全等同于单只标准12V32AH铅酸电池，如果要倍增电池系统容量实现续航翻番，则此时可利用原电动车电池仓尚剩余的2只12V20Ah铅酸电池的位置，再并联入两只同款模块化锂电池100变成48V64AH电动车锂电池系统10。串并联组合适配60V电压电动车两只30V20AH模块化锂电池100串联组成60V20AH的电动车锂电池系统10，由于30V20AH模块化锂电池100外形尺寸完全等同于单只标准12V20AH铅酸电池，如果要倍增电池系统容量实现续航翻番，则此时可利用原电动车电池仓尚剩余的3只12V20Ah铅酸电池的位置，再并联入两只同款模块化锂电池100变成60V40AH的电动车锂电池系统10。两只30V32AH模块化锂电池100串联组成30V20AH的电动车锂电池系统10，由于24V32AH模块化锂电池100外形尺寸完全等同于单只标准12V32AH铅酸电池，如果要倍增电池系统容量实现续航翻番，则此时可利用原电动车电池仓尚剩余的3只12V32Ah铅酸电池的位置，再并联入两只同款模块化锂电池100变成60V64AH的电动车锂电池系统10。串并联组合适配72V电压电动车三只24V20AH模块化锂电池100串联组成72V20AH的电动车锂电池系统10，由于24V20AH模块化锂电池100外形尺寸完全等同于单只标准12V20AH铅酸电池，如果要倍增电池系统容量实现续航翻番，则此时可利用原电动车电池仓尚剩余的3只12V20Ah铅酸电池的位置，再并联入三只同款模块化锂电池100变成72V40AH的电动车锂电池系统10。三只24V32AH模块化锂电池100串联组成72V32AH的电动车锂电池系统10，由于24V32AH模块化锂电池100外形尺寸完全等同于单只标准12V32AH铅酸电池，如果要倍增电池系统容量实现续航翻番，则此时可利用原电动车电池仓尚剩余的3只12V32Ah铅酸电池的位置，再并联入两只同款模块化锂电池100变成72V64AH的电动车锂电池系统10。串并联组合适配96V电压电动车四只24V20AH模块化锂电池100串联组成96V20AH的电动车锂电池系统10，由于24V20AH模块化锂电池100外形尺寸完全等同于单只标准12V20AH铅酸电池，如果要倍增电池系统容量实现续航翻番，则此时可利用原电动车电池仓尚剩余的4只12V20Ah铅酸电池的位置，再并联入4只同款模块化锂电池100变成96V40AH的电动车锂电池系统10。四只24V32AH串联组成96V32AH的电动车锂电池系统10，由于24V32AH模块化锂电池100外形尺寸完全等同于单只标准12V32AH铅酸电池，如果要倍增电池系统容量实现续航翻番，则此时可利用原电动车电池仓尚剩余的4只12V32Ah铅酸电池的位置，再并联入4只同款模块化锂电池100变成96V64AH的电动车锂电池系统10。本领域技术人员可以参考上述方案，通过采用本实用新型实施例提供的电动车锂电池系统10，可以满足不同电压要求的电动车，具有极高的灵活组合特性，且维修方便，维修成本低。采用锂电芯132采用动力能源能量密度高(提高车辆续航能力)、放电能力强、无电解液洒漏、无析出易燃氢气、轻便、低温性能优越、寿命长、充电时间短、不含重金属对环境零污染等等。综上所述，本实用新型实施例提供一种电动车锂电池系统及电动车。电动车锂电池系统包括至少两个串联的模块化锂电池。每个所述模块化锂电池包括：外壳；设置在所述外壳内的锂电池模组。所述锂电池模组包括由多个锂电芯形成并联结构的锂电芯列，每个锂电芯列之间形成串联结构；以及与所述锂电池模组中的每个锂电芯列电性连接，用于对所述锂电芯列的工作状况进行监控的电源管理电路板。同时由于使用18650锂电芯及应用特定的18650排列方式提高集成度，实现模块化锂电池具有和常见标准单只铅酸电池相同的外形尺寸。由此，通过灵活串并联组合的模块化锂电池组成的电动车锂电池系统，可以适用不同电压和容量要求的电动车，有效提升车辆性能和续航能力，环保零污染，以替代铅酸电池和当前的锂电池方案。对于本领域技术人员而言，显然本实用新型不限于上述示范性实施例的细节，而且在不背离本实用新型的精神或基本特征的情况下，能够以其它的具体形式实现本实用新型。因此，无论从哪一点来看，均应将实施例看作是示范性的，而且是非限制性的，本实用新型的范围由所附权利要求而不是上述说明限定，因此旨在将落在权利要求的等同要件的含义和范围内的所有变化囊括在本实用新型内。不应将权利要求中的任何附图标记视为限制所涉及的权利要求。 | 本实用新型实施例涉及一种电动车锂电池系统及电动车。电动车锂电池系统包括至少两个串联的模块化锂电池。其中，每个所述模块化锂电池包括：外壳；设置在所述外壳内的锂电池模组，其中，所述锂电池模组包括由多个锂电芯形成并联结构的锂电芯列，每个锂电芯列之间形成串联结构；以及与所述锂电池模组中的每个锂电芯列电性连接，用于对所述锂电芯列的工作状况进行监控的电源管理电路板。由此，通过灵活串并联组合的模块化锂电池组成的电动车锂电池系统，可以适用不同电压和容量要求的电动车，有效提升车辆行驶性能及续航里程，以替代铅酸电池和当前的锂电池方案。 | CN:201820106385.3U | https://patentimages.storage.googleapis.com/be/32/e4/274d195315fbc6/CN207737138U.pdf | CN:207737138:U | 王逸文 | Qingdao Super Power Co Ltd | NaN | Not available | 2019-01-11 | 1.一种电动车锂电池系统，其特征在于，所述电动车锂电池系统包括至少两个串联的模块化锂电池；, 其中，每个所述模块化锂电池包括：, 外壳；, 设置在所述外壳内的锂电池模组，其中，所述锂电池模组包括由多个锂电芯形成并联结构的锂电芯列，相邻锂电芯列之间形成串联结构；以及, 与所述锂电池模组中的每个锂电芯列电性连接，用于对所述锂电芯列的工作状况进行监控的电源管理电路板。, \n \n, 2.根据权利要求1所述的电动车锂电池系统，其特征在于，每个所述模块化锂电池中的电源管理电路板包括有保护IC和场效应管，每个所述模块化锂电池的保护IC及场效应管的电气性能特性一致，其中，所述电源管理电路板的耐受最高电压不小于所述电动车的额定电压，所述电源管理电路板的耐受最高电流不小于所述电动车的额定电流，所述保护IC和场效应管的最高耐受电压不小于所述电动车的额定电压，所述保护IC和场效应管的最高耐受电压不小于所述电动车的额定电流。, \n \n, 3.根据权利要求1所述的电动车锂电池系统，其特征在于，每个所述锂电芯列包括有正极连接端和负极连接端，所述电源管理电路板通过检测排线与每个所述锂电芯列的正极连接端和负极连接端电性连接，以对每个所述锂电芯列进行工作状况监控；, 所述模块化锂电池包括电能输出正极和电能输出负极；, 每个所述锂电芯列之间通过串联电路导线形成串联结构，所述串联结构包括正极和负极，所述正极与所述电能输出正极通过第一电路导线电性连接，所述负极与所述电能输出负极通过第二电路导线电性连接；, 所述串联电路导线、第一电路导线以及第二电路导线的耐受最高电流不小于所述电动车的额定电流。, \n \n, 4.根据权利要求3所述的电动车锂电池系统，其特征在于，各个模块化锂电池之间通过连接线将一个模块化锂电池的电能输出正极和另一个模块化锂电池的电能输出负极电性连接，以实现各个模块化锂电池之间的串联。, \n \n, 5.根据权利要求3所述的电动车锂电池系统，其特征在于，各个模块化锂电池之间通过连接线将一个模块化锂电池的电能输出正极和另一个模块化锂电池的电能输出正极电性连接，并通过连接线将一个模块化锂电池的电能输出负极和另一个模块化锂电池的电能输出负极电性连接，以实现各个模块化锂电池之间的并联；, 其中，所述电源管理电路板的最高耐受电流不小于所述模块化锂电池并联分流后的电流，所述串联电路导线、第一电路导线以及第二电路导线的耐受最高电流不小于所述模块化锂电池并联分流后的电流。, \n \n, 6.根据权利要求1所述的电动车锂电池系统，其特征在于，每个所述锂电芯列的锂电芯数量相同，且每个所述锂电芯列中的每个锂电芯的内阻、容量和充放电特性一致。, \n \n, 7.根据权利要求2所述的电动车锂电池系统，其特征在于，所述保护IC包括：, 用于对每个锂电芯列进行过充保护的过充保护电路；, 用于对每个锂电芯列进行过放保护的过放保护电路；, 用于对每个锂电芯列进行短路保护的短路保护电路；以及, 用于对每个锂电芯列进行过流保护的过流保护电路中的一种或者多种组合。, \n \n, 8.根据权利要求1所述的电动车锂电池系统，其特征在于，所述外壳内还设置有绝缘隔热材料和减震材料。, \n \n, 9.根据权利要求1所述的电动车锂电池系统，其特征在于，所述锂电芯采用18650锂离子电池，其中，根据不同款模块化锂电池的设计要求，每个所述18650锂离子电池的延伸方向与所述外壳底面垂直或水平方向之间的夹角小于预定角度。, 10.一种电动车，其特征在于，所述电动车包括有权利要求1-9中任意一项所述的电动车锂电池系统。 | CN | China | Active | Y | True |